PIPER PA44-180 180T Maintenance Manual 761664 PDF

Airplane Maintenance Manual
PA-44-180
(S/N’s 44-7995001 thru 44-8195026; & 4495001 thru 4495013)
PA-44-180T
Piper Aircraft CORPORATION

Part Number 761-664 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
AIRPLANE MAINTENANCE MANUAL
Published by
Technical Publications
© 1979–1984, 1986, 1989, 1995, 2008, 2012 Piper Aircraft, Inc.

2926 Piper Drive
Vero Beach, Florida 32960
U.S.A.
THIS PAGE INTENTIONALLY BLANK
Member
General Aviation
Manufacturers Association
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PIPER AIRCRAFT
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Revision Status
Revisions to this Maintenance Manual (P/N 761-664) originally issued May 1, 1978 are as follows:
Revision Publication Date Aerofiche Card Effectivity

ORG780501 May 1, 1978 All
CR791212 December 12, 1979 1, 2, and 3
1R800822 August 22, 1980 1, 2, and 3
2R810223 February 23, 1981 1, 2, and 3
3R810824 August 24, 1981 1, 2, and 3
4R820826 August 26, 1982 1, 2, and 3
5R820909 September 9, 1982 1, 2, and 3
6R830103 January 3, 1983 1, 2, and 3
7R840326 March 26, 1984 1, 2, and 3
8R860730 July 30, 1986 1
9R890515 August 3, 1989 1, 2, 3 and 4
10R950620 August 10, 1995 1, 2, 3 and 4
PR080831 August 31, 2008 3 and 4
PR120415 April 15, 2012 N/A
* Piper has ceased production of all Aerofiche (i.e., microfiche) products.

This maintenance manual and other Piper publications are available as
described in the Owner Publications Catalog (part of the Customer Service
Information File, available as described below).
Consult the “Customer Service Information File” (a free download from the
Piper Aircraft, Inc. website at http://www.piper.com/home/pages/Publications.
cfm) to verify that you have the latest revision.
Revision Status
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Revision Status
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Introduction
Table of Contents
Paragraph Grid No.
1. Instructions for Continued Airworthiness . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A7

2. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A7
3. Effectivity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A8
4. Serial Number Explanation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A8
5. Assignment of Subject Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A9
6. Pagination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A9
7 Aerofiche Grid Numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A9
8. Identifying Revised Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A10
9. Warnings, Cautions and Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A10
10. Accident/Incident Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A10
11. Supplementary Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A11
Piper Publications: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A11
Vendor Publications: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A11
12. System/Chapter Index Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A15
List of Illustrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A19

List of Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A27
Intro - Contents
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Intro - Contents
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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.
This Piper PA-44-180/180T Seminole/Turbo Seminole, Maintenance Manual constitutes the Instructions
for Continued Airworthiness (ICA) in accordance with 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.
This manual generally does not contain hardware callouts for installation. Hardware callouts are only
indicated where a special application is required. To confirm the correct hardware used, refer to the
PA-44-180/180T Parts Catalog, P/N 761-663, and FAR 43 for proper use.
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.
Piper Aircraft, Inc. expressly disclaims any responsibility for malfunctions, failures, damage or injury
caused by use of non-PIPER approved parts.
NOTE: 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.
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Also, Piper Aircraft, Inc. may possess manufacturer’s data which defines minimum type design beyond
what may be assumed by an authorized repair entity. When a repair is proposed, it is the responsibility of
the repairer per AC 43.13-1 to determine that the proposed repair is not contrary to manufacturer’s data.
The repairer or aircraft owner or his agent should contact Piper directly to determine that a proposed
repair is not in conflict with minimum type design capability.
If you have any question concerning the care of your airplane, be sure to include the airplane serial
number in any correspondence to Piper.
3. Effectivity
This maintenance manual is effective for PA-44-180 Seminole serial numbers 44-7995001 thru 44-8195026,
4495001 thru 4495013; and PA-44-180 Turbo Seminole serial numbers 44-8107001 thru 44-8207020. This
encompasses the following model years:
NOTE: The following information is provided as a general reference only.
Model Serial Number Range Model Year
PA-44-180 44-7995001 thru 44-7995329 1979
44-8095001 thru 44-8095027 1980
44-8195001 thru 44-8195026 1981
4495001 thru 4495009 1989
4495010 thru 4495012 1990
4495013 1993
PA-44-180T 44-8107001 thru 44-8107066 1981
44-8207001 thru 44-8207020 1982
4. Serial Number Explanation
This manual encompasses airplanes manufactured under two different serial numbering systems.
A. The earlier system is comprised of four sets of numbers, as shown in the following example:
44 81 07 001
TYPE CERTIFICATE DESIGNATION SEQUENCE NUMBER
MODEL YEAR MODEL CODE 07 = PA-44-180T

95 = PA-44-180
B. The later system is comprised of three sets of numbers, as shown in the following example:
44 95 013
TYPE CERTIFICATE DESIGNATION SEQUENCE NUMBER
MODEL CODE 95 = PA-44-180
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5. Assignment of Subject Material

The various Chapters are broken down into major systems such as Electrical Power, Flight Controls, Fuel,
Landing Gear, etc.
A. The system/chapters are arranged more or less alphabetically rather than by precedence or importance.
All system/chapters are assigned a number, which becomes the first element of a standardized
numbering system. thus the element “32” of the number series 32-00-00 refers to the system/chapter
on “landing gear.” All information pertaining to the landing gear will be covered in this system/
chapter.
B. The major system/chapters are then broken down into sub-system/sections. These sections are
identified by the second element of the standardized numbering system. The number “40” of the basic
number series 32-40-00 is for the “wheels and brakes” portion of the landing gear.
C. The individual units within a sub-system/section may be identified by a third element of the standardized
numbering system, such as 32-40-01. This number could be assigned by the manufacturer to fit the
coverage requirements of the publication.
6. Pagination
The primary page numbering system for this manual is based on the Chapter. Within each Chapter, pages
are numbered consecutively beginning with Page xx-1 (where xx is the chapter number). Additionally,
a modified legacy Aerofiche grid numbering system (explained below) will be used to indicate location
within the manual until the next complete revision.
7. Aerofiche Grid Numbering
Piper has ceased production of all Aerofiche (i.e., microfiche) products. The Aerofiche grid numbers will
be removed in the next complete revision. In the interim, as partial revisions occur, the Aerofiche grid
numbering system may be modified, as explained below, to simplify production.
Deviations from the legacy Aerofiche grid numbering system will occur when it becomes necessary to add
pages to the manual and will typically take two forms:
A. Inserting pages between two existing grids in the same row.
When inserting two pages between the existing grids 1A8 and 1A9, the two new pages will be
numbered 1A8A and 1A8B.
B. Inserting pages at the end of an Aerofiche grid row.
The legacy Aerofiche grid numbering system limited page numbers in a row to a maximum of 24 (i.e.,
row 1A would be numbered 1A1–1A24). That limit no longer applies. Accordingly, if two pages need
to be added between any existing grid row end and grid row start (i.e., 1A24 and 1B1), the new pages
will simply be numbered 1A25 and 1A26.
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8. Identifying Revised Material

A. 1979 through 1995:
Revised text and illustrations are indicated by a black vertical line along the left-hand margin of the
frame, opposite revised, added or deleted material. Revision lines indicate only current revisions with
changes and additions to or deletions of existing text and illustrations. Changes in capitalization,
spelling, punctuation, indexing, the physical location of the material or complete page additions are
not identified by revision lines.
A reference and record of the material revised is included in each chapter’s Table of Contents/
Effectivity. The codes used in the effectivity columns of each chapter are defined as follows:
TABLE OF CONTENTS/EFFECTIVITY CODES
Original Issue or Complete Revision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . None
First Revision . . . . . . . . . . . . . . . . . . . . . . . . . . Revision Identification (1R Month-Year = 1R 8-80)
Second and Subsequent Revisions . . . . . . . . . . . . . . . . . . . Revision Identification (#R Month-Year)
Added Subject . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision Identification (A Month-Year)
Deleted Subject . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision Identification (D Month-Year)
Change bars and effectivity codes are removed in a complete revision.
B. 2008 and later:
A revision to a page is defined as a change to the text or illustrations that existed previously. Revisions,
additions and deletions are identified by a vertical line (aka change bar) along the left-hand margin of
the page opposite only the text or illustration that was changed. Reformatted, but otherwise unchanged,
text is not identified by a change bar.
Change bars in the section Tables of Contents do not indicate a change to that page, but rather that the
information in the actual paragraph has changed.
A change bar in the left-hand margin opposite the footer (i.e. - 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 illustrations, or list of charts. Likewise,
when a publication is completely revised (i.e. - reissued), change bars will only appear in the
Tables of Contents.
9. 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.
10. Accident/Incident Reporting
To improve our Service and Reliability system and aid in Piper’s 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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11. Supplementary Publications

The following publications/sources provide servicing, overhaul and parts information for the PA-44-180/180T
Seminole/Turbo Seminole airplanes and their various components. Use them to supplement this manual.
A. Piper Publications: Piper P/N
(1) Parts Catalog 761-663
(2) Annual / 100 Hour Inspection Report 230-963
(3) Programmed Inspection Manual 761-733
(4) AutoControl IIIB Service Manual 761-502
(5) AutoControl IIIC Service Manual 761-602
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) AUTOFLIGHT:
Vendor: Honeywell (or) Century Flight Systems
One Technology Center Municipal Airport
23500 W. 105th St., M/D #45 P.O. Box 610
Olathe, Kansas 66061-1950 Mineral Wells, TX 76068
http://www.bendixking.com/ PH - (940) 325-2517
http://www.centuryflight.com/
(2) ENGINE:
Vendor: Lycoming Engines PH: (717) 323-6181
652 Oliver Street FAX: (717) 327-7101
Williamsport, Pennsylvania 17701
http://www.lycoming.com/
Overhaul Manual: Direct Drive Engine P/N 60294-7
Parts Catalogs: O-360 and LO-360 A Series P/N PC-306-5
O-360 and LO-360 E Series 76 P/N PC-123
TO-360 and LTO-360 E Series 76 P/N PC-124
Operators Handbooks: O-360 and LO-360 E Series 76 P/N 60297-25
TO-360 andD LTO-360 E Series 76 P/N 60297-26
O-360 and LO-360 A Series P/N 60297-12
(3) FIRE EXTINGUISHER (PORTABLE):
Vendor: H3R Inc. PH: - (800) 249-4289
43 Magnolia Ave # 4
San Francisco, California 94123-2911
http://www.h3r.com/index.htm
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(4) FUEL CELLS:

Vendor: Engineered Fabrics Corporation PH - 770-684-7855
669 Goodyear Street FAX - 770-684-7438
Rockmart, Georgia 30153-0548
http://www.kfefc.com/index.htm
(5) HEATER:
Vendor: Hartzell Engine Technologies PH: - (877) 359-5400
2900 Selma Highway FAX - (334) 386-5410
Montgomery, AL 36108
http://www.hartzellenginetech.com/
Maintenance and Aircraft Heater Overhaul
Overhaul Manual: and Maintenance Manual - 94E47
(6) MAGNETOS:
Vendor: Teledyne Continental Motors PH: (251) 438-3411
P.O. Box 90 (800) 718-3411
Mobile, AL 36601 FAX: (251) 432-7352
http://www.tcmlink.com
Service Support Manual: D-2000/D-3000 Series P/N X42003
or
Vendor: Slick Aircraft Products PH: (904) 772-1909
Champion Aerospace
P.O. Box 686
1230 Old Norris Road
Liberty, SC 29657
http://www.championaerospace.com/
Installation, Operation,
and Maintenance
Instructions: F1100 Master Service Manual
(7) PROPELLER:
Vendor: Hartzell Propeller Inc. PH: (937) 778-4200
One Propeller Place FAX: (937) 778-4391
Piqua, OH 45356-2634
http://www.hartzellprop.com/index2.htm
Owner’s Manual: Manual No. 115
Overhaul and
Maintenance Manual: Manual No. 117
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(8) RADAR ALTIMETER:

Vendor: See Honeywell under Autoflight, above.
Maintenance /Overhaul King KRA-10
Manual: Manual No. 006-5152-00
Installation Manual: Manual No. 006-0152-00
Vendor: Bonzer Incorporated
90th and Cody
Overland Park, Kansas 66214
(9) TURBOCHARGERS:
Vendor: See Hartzell Engine Technologies under Heater, above.l
Overhaul Manual: P/N 400600-0000
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12. System/Chapter Index Guide
CHAPTER SECTION TITLE GRID NO.
4 AIRWORTHINESS LIMITATIONS 1A29
5 TIME LIMITS / MAINTENANCE CHECKS 1A35
6 DIMENSIONS AND AREAS 1B1
7 LIFTING AND SHORING 1C1
8 LEVELING AND WEIGHING 1C5
9 TOWING AND TAXIING 1C10
10 PARKING AND MOORING 1C14
11 REQUIRED PLACARDS 1C17
12 SERVICING 1C23
20 STANDARD PRACTICES - AIRFRAME 1E2
21 ENVIRONMENTAL SYSTEM 1E12
22 AUTOFLIGHT 1H21
23 COMMUNICATIONS 1H24
24 ELECTRICAL POWER 1I10
25 EQUIPMENT / FURNISHINGS 1J12
26 FIRE PROTECTION 1J17
27 FLIGHT CONTROLS 1J23
28 FUEL 2A17
29 HYDRAULIC POWER 2B17
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30 ICE AND RAIN PROTECTION 2D1
32 LANDING GEAR 2F11
33 LIGHTS 2I6
34 NAVIGATION & PITOT/STATIC 2I16
35 OXYGEN 2J7
37 VACUUM 2K6
39 ELECTRICAL/ELECTRONIC PANELS AND

MULTI-PURPOSE PARTS 2K19
51 STRUCTURES 2L7
52 DOORS 3A17
53 FUSELAGE 3B5
55 STABILIZERS 3B7
56 WINDOWS 3B21
57 WINGS 3C5
61 PROPELLER 3D1
71 POWER PLANT 3D21
73 ENGINE FUEL SYSTEM 3F1
74 IGNITION 3F16
77 ENGINE INDICATING 3H1
78 EXHAUST 3H19
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79 OIL 3I1
80 STARTING 3I11
81 TURBINES 3J1
91 CHARTS AND WIRING DIAGRAMS 4A1
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lIST OF iLLUSTRATIONS
Figure
No. Subject Grid No.
6-1. Three View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B8
6-2. Station References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B9
6-3. Access Plates and Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B12
7-1. Jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C4
8-1. Leveling Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C8
8-2. Weighing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C9
11-1. Placards and Decals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C19
11-2 Placards and Decals (S/N 4495001 and up) . . . . . . . . . . . . . . . . . . . . . . . . . . 1C21
12-1. Service Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C27
12-2. Lubrication Chart - Landing Gear, Main . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D15
12-3. Lubrication Chart - Landing Gear, Nose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D17
12-4. Lubrication Chart - Control System, Part 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D19
12-5. Lubrication Chart - Cabin Door, Baggage Door and Seats . . . . . . . . . . . . . . . 1D20
12-6. Lubrication Chart - Control System, Part 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D21
12-7. Lubrication Chart - Power Plant and Propeller . . . . . . . . . . . . . . . . . . . . . . . . 1D23
20-1. Torque Wrench Formula . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E4
20-2. Method of Installing Rod End Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E5
20-3. Cherrylock Rivet Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E6
20-4. Identification of Aircraft Fluid Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E8
21-1. Cabin Environmental System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E24
21-2. Heater and Combustion Air Blower Assembly . . . . . . . . . . . . . . . . . . . . . . . . 1F1
21-3. Diagrammatic Cutaway of Heater to Show Whirling Flame Action . . . . . . . . 1F2
21-4. Fuel Regulator and Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F3
21-5. Top View - Duct Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F3
21-6. Intake Valve and Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F4
21-7. Wiring Diagram (Heater) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F8
21-8. Primary Power Circuit (Heater) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F9
21-9. Starting Power Circuit (Heater) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F10
21-10. Spark Plug Fixture (Heater) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F12
21-11. Wiring - Test Setup (Heater) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F12
21-12. Spark Plug Gap Adjustment (Heater) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F13
21-13. Ignition Unit Assembly (Heater) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F17
21-14. Test Setup for Fuel Regulator and Shutoff Valve (Heater) . . . . . . . . . . . . . . . 1F20
21-15. Heater Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F21
21-16. Suggested Design for Seal Plates, Plugs, and Caps for Combustion
Tube leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G1
21-17. Test Setup for Combustion Air Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . 1G1
21-18. Exploded View of Heater Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G6
21-19. Exploded View - Combustion Air Blower and Motor Assembly . . . . . . . . . . . 1G8
21-20. Suggested Setup of Heater Operation Test . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G10
21-21. Wiring Connections for Heater Operation Test . . . . . . . . . . . . . . . . . . . . . . . . 1G10
21-22. Spark Plug Gap Adjustment Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G13
21-23. Heater Hourmeter Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G14
LIST OF ILLUSTRATIONS
Page 1
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PA-44-180/180T
lIST OF iLLUSTRATIONS (continued)
Figure
21-24. Air Conditioning System Installation
(PA-44 -180T S/N 44-8107027 and up) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G21
21-25. Test Gauge and Manifold Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H2
21-26. Manifold Set Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H3
21-27. Leak Test Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H4
21-28. Evacuation Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H6
21-29. Charging Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H8
21-30. Charging Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H9
21-31. Top Dead Center Casting Mark (Sankyo Compressor) . . . . . . . . . . . . . . . . . . 1H12
21-32. Rotation of Clutch Front Plate (Sankyo Compressor Oil Check) . . . . . . . . . . 1H12
21-33. Condenser Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H15
21-34. Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H17
21-35. Components Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H19
23-1. Communications Components Corporation ELT Schematic . . . . . . . . . . . . . . 1I3
23-2. ELT Using Fixed Aircraft Antenna (Narco) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I4
23-3. ELT Portable Folding Antenna (Narco) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I4
23-4. Narco ELT 10 Emergency Locator Transmitter Schematic . . . . . . . . . . . . . . . 1I5
23-5. Narco ELT 910 Emergency Locator Transmitter Schematic . . . . . . . . . . . . . . 1I6
23-6 ELT 910 Battery Pack (SN’s 4495008 and up) . . . . . . . . . . . . . . . . . . . . . . . . 1I7
24-1. Lamp Bank load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I22
24-2. Battery Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I24
24-3. Electrical Component Location (Lamar Model No. B-00288-1)
(S/N 44-7995001 thru 44-8195026 and all PA-44-180T’s) . . . . . . . . . . . . . . . 1J4
24-4. Lamar Model No. B-00288-1 Regulator Diagram
24-5. Testing Lamar Model No. B-00288-1 Regulator
(S/N 44-7995001 thru 44-8195026 and all PA-44- 180T’s) . . . . . . . . . . . . . . 1J6
24-6. Adjusting Lamar Model No. B-00288-1 Regulator
24-7. Electrical Component Location (Lamar Model No. B-00392-1)
(S/N 4495001 and up) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J9
24-8 Lamar B-00392-1 Regulator Overvoltage Test Method . . . . . . . . . . . . . . . . . 1J10
25-1. Seat Back Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J14
25-2 Lumbar Seat Bladder Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J16
27-1. Rod End Bearing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K3
27-2. Control Cable Inspection Technique . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K4
27-3. Cable Wear Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K5
27-4. Internal Cable Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K6
27-5. Pulley Wear Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K8
27-6. Control Column Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K13
27-7. Flex (Universal) Joint Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K15
27-8. Aileron Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K17
27-9. Bellcrank Rigging Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K19
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Figure
27-10. Aileron Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K20
27-11 Rudder Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K23
27-12. Clamping Rudder Pedals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L1
27-13 Rudder Rigging Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L1
27-14. Rudder Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L1
27-15. Rudder Travel Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L2
27-16. Rudder Trim Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L4
27-17. Rudder Pedal Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L7
27-18. Stabilator Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L9
27-19. Stabilator Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L11
27-20. Stabilator Travel Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L13
27-21. Methods of Securing Trim Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L13
27-22. Stabilator Trim Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L15
27-23. Wrapping Trim Barrels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L18
27-24. Stabilator Trim Screw Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L18
27-25. Flap Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L20
27-26. Flap Step Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L22
27-27. Flap Rigging Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L24
28-1. Fuel System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A22
28-2. Fuel Cell Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B2
28-3. Locking Fuel Cap Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B9
28-4. Gascolator Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B11
28-5. Fuel Selector Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B12
28-6. Fuel Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B15
28-7. Fuel Pressure Gauge and Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B16
28-7A. Fuel Pressure Gauge and Calibration (S/N 44-95001 & up) . . . . . . . . . . . . . . 2B16
29-1. Schematic Diagram of Prestolite Hydraulic System . . . . . . . . . . . . . . . . . . . . 2B21
29-2. Schematic Diagram of Oildyne Hydraulic System . . . . . . . . . . . . . . . . . . . . . 2B22
29-3. Exploded View of Prestolite Hydraulic Pump/Reservoir, . . . . . . . . . . . . . . . . 2C8
29-4. Test and Adjustments of Hydraulic Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C11
29-5. Oildyne Hydraulic Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C14
29-6. Nose Gear Actuating Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C18
29-7. Main Gear Actuating Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C20
29-8. End Gland Locking Device (Main Gear) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C20
29-9. Hydraulic Lines Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C23
30-1. Pneumatic Deice System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D9
30-2. Deice Control Panel Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D16
30-3. Electric Prop Deice System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E9
30-3. Electric Prop Deice System Installation (cont) . . . . . . . . . . . . . . . . . . . . . . . . 2E10
30-4. Suggested Use of Dial Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E13
30-5. Centering of Brushes on Slip Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E13
30-6. Modular Brush Assembly Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E14
30-7. Measuring Brush Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E15
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Figure
30-8. Brush Module Assembly 3E2011 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E16
30-9. Modular Brush Assembly 3E2090-l . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E16
30-10. Installation of Deicer Boots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E19
30-11. Typical Deicer Boot Scaler Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E22
30-12. Wrinkled Deicer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E22
30-13. Deicer Wiring Harness Installation (Typical) . . . . . . . . . . . . . . . . . . . . . . . . . 2F1
30-14. Wing Ice Lighting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F3
30-15. Ice Detection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F6
30-16. Heated Pitot and Heated Lift Detector Installation (PA-44-180T) . . . . . . . . . 2F7
32-1. Main Gear Oleo Strut Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G1
32-2. Main Gear Service Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G3
32-3. Main Gear Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G8
32-3. Main Gear Installation (cont) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G9
32-4. Aligning Main Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G13
32-5. Nose Gear Oleo Strut Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G15
32-6. Nose Gear Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G17
32-7. Nose Gear Service Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G19
32-8. Nose Gear Downlock and Eccentric Bushing Installation . . . . . . . . . . . . . . . . 2G24
32-9. Nose Gear Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H2
32-10. Clamping Rudder Pedals in Neutral Position . . . . . . . . . . . . . . . . . . . . . . . . . 2H4
32-11. Rudder Pedals at Neutral Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H4
32-12. Mechanical Nose Gear Door Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H6
32-13. Nose Wheel Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H8
32-14. Main Wheel Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H10
32-15. Wheel Brake Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H12
32-16. Removal and Installation of Anchor Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H13
32-17. Brake Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H15
32-18. Parking Brake Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H16
32-19. Brake Cylinder (1700) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H17
32-20. Brake Cylinder (10-27) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H17
32-21. Brake Cylinder (10-30) (Toe Brake) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H18
32-22. Toe Brake Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H21
32-23. Adjustment of Main Gear Down Limit Switch . . . . . . . . . . . . . . . . . . . . . . . . 2H23
32-24. Adjustment of Nose Gear Down Limit Switch . . . . . . . . . . . . . . . . . . . . . . . . 2H23
32-25. Throttle Warning Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2I2
34-1. Pitot-Static System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2I20
35-1. Fixed - Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J10
35-2. Portable - Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J11
35-3. Test Apparatus for Testing Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J14
35-4. Oxygen Tubing Installations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J15
35-5. Installation of Swageloc Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J18
37-1. Vacuum System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K9
37-2. Vacuum Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K11
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Figure
39-1. Annunciator Panel Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K23
39-1A Annunciator Panel Installation (PA-44-180, S/N 44-95001 and up) . . . . . . . . 2K24
39-2. Electric Clock Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2L2
51-1. Skin Materials and Thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2L12
51-2. Hail Profile Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2L20
51-3 Surface Scratches, Abrasions or Ground-in-Dirt . . . . . . . . . . . . . . . . . . . . . . . 2L27
51-4. Deep Scratches, Shallow Nicks and Small Holes . . . . . . . . . . . . . . . . . . . . . . 2L27
51-5. Mixing of Epoxy Patching Compound . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2L28
51-6. Welding Repair Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2L29
51-7. Repairing of Cracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2L30
51-8. Various Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2L31
51-9. Repair of Stress Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2L33
51-10. Repair of Impacted Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2L33
51-11. Metal / Wire Stitching Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2L36
51-12. Millivolt Drop Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2L39
52-1. Door Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A21
52-1a. Door Snubber Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A23
52-2. Fabricated Tool for Baggage Door Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A24
52-3. Emergency Exit Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B2
53-1 Wing Attech Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B6C
53-2 Drain Hole Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B6E
53-3 Baggage Compartment Inspection Holes Cutout Details . . . . . . . . . . . . . . . . . 3B6H
55-1. Stabilator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B11
55-2. Stabilator Balance Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B12
55-3. Vertical Fin Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B13
55-4. Rudder Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B15
55-5. Rudder Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B16
56-1. Windshield Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C9
56-2. Side Window Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C3
57-1. Wing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C14
57-2. Aileron and Flap Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C20
57-3. Aileron Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C22
57-4. Skin Bead Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C23
57-5. Aileron Holding Fixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C25
61-1. Typical Nicks and Removal Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D4
61-2. Propeller Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D5
61-3. Propeller Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D7
61-4. Adjustment of Propeller Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D7
61-5. Synchrophaser System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D9
61-6. Pulse Generator Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D11
61-7. Backup Test of Pulse Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D14
61-8. Propeller Unfeathering System (PA-44-180, S/N 44-95001 and up) . . . . . . . 3D17
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Figure
71-1. Engine and Shock Mount Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E8
71-2. Engine Cowling Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E13
71-3. Cowl Flap Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E13
71-4. PA-44-180 Induction System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E15
71-5. PA-44-180T Induction System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E18
73-1. Carburetor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3F3
73-2. Engine Primer System (PA-44-180) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3F6
73-3. Fuel System Schematic (PA-44-180T) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3F6
73-3a. Electric Primer System (PA-44-180, S/N 44-95001 and up) . . . . . . . . . . . . . . 3F7
73-4. Engine Primer System (PA-44-180T) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3F8
73-5. Adjustment of Engine Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3F10
74-1. Height of Spring in Distributor Block Tower . . . . . . . . . . . . . . . . . . . . . . . . . 3F21
74-2. Contact Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3F21
74-3. Engine Timing Marks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3F23
74-4. Timing Light Connected to Magneto . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3F23
74-5. Timing Marks on Magneto Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3F24
74-6. Painted tooth Centered in Timing Window . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G1
74-7. Timing Mark on Rotor Aligned with Pointer . . . . . . . . . . . . . . . . . . . . . . . . . . 3G1
74-8. Timing Light Connected to Magneto and Breakers . . . . . . . . . . . . . . . . . . . . . 3G4
74-9. Cam End View of Magneto . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G5
74-10. Removing Impulse Coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G7
74-11. Checking Flyweight to Stop Pin Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G7
74-12. Stop Pin Installation Dimension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G7
74-13. Checking Flyweight Axial Wear with Drill Shank . . . . . . . . . . . . . . . . . . . . . 3G8
74-14. Checking Flyweight Radial Wear with Gauge . . . . . . . . . . . . . . . . . . . . . . . . . 3G8
74-15. Points of Coupling Body Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G9
74-16. Acceptable and Deformed Coupling Springs . . . . . . . . . . . . . . . . . . . . . . . . . 3G9
74-17. Checking Impulse Coupling for Magnetization . . . . . . . . . . . . . . . . . . . . . . . 3G11
74-18. Orientation of Spring in Coupling Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G11
74-19. Lifting Inner End of Spring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G11
74-20. Checking Harness Leads Continuity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G13
74-21. Checking Harness Leads Insulation Resistance . . . . . . . . . . . . . . . . . . . . . . . 3G13
74-22. Modified Pliers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G13
74-23. Removing Spring From Lead Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G13
74-24. Assembly Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G15
74-25. Using Assembly Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G15
74-26. Ferrule Positioned Under Braid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G16
74-27. Ferrule Seating Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G16
74-28. Position of 11-8627 Kit and Contact Spring at Start of Installation . . . . . . . . 3G17
74-29. Position of 11-8627 Kit and Contact Spring After Installation . . . . . . . . . . . . 3G17
74-30. Lubricating Sleeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G17
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PA-44-180/180T
Figure
74-31. Lubricating Ferrule Shoulder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G17
74-32. Removing Spark Plug Frozen to Bushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G19
74-33. Magneto and Starter Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G21
77-1. Engine Instrument Lines Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3H3
77-2. Electric Tachometer Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3H9
77-3. Cylinder Head Temperature Gauge Calibration (S/N 44-95001 and up) . . . . 3H12
77-4. EGT Probe Installation (PA-44-l80T) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3H16
78-1. Inspection of Mufflers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3H24
79-1. Oil Pressure Gauge Calibration (PA-44-180, S/N 44-95001 and up) . . . . . . . 3I6
79-2. Oil Temperature Gauge Calibration (PA-44-180, S/N 44-95001 and up) . . . . 3I8
80-1. Exploded View of Gear Reduction Starter Motor . . . . . . . . . . . . . . . . . . . . . . 3I16
80-2. Turning Motor Commutator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3I19
80-3. Testing Motor Armature for Shorts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3I19
80-4. Testing Motor Fields for Grounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3I19
80-5. No Load Test Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3I19
80-6. Stall Torque Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3I21
81-1. Schematic Diagram of Typical Turbocharger System . . . . . . . . . . . . . . . . . . . 3J10
81-2. Turbocharger Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3J12
91-1. Tire Balancer Fixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B1
91-2. Control Surface Balancing Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B11
91-3. Fabricated Aileron Bellcrank Rigging Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B12
91-4. Fabricated Aileron and Flap Rigging Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B13
91-5. Fabricated Stabilator Rigging Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B14
91-6. Fabricated Rudder Rigging Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B14
ELECTRICAL SCHEMATICS
Note: Refer to Grid No. 4B21 for Electrical Schematic Index
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PA-44-180/180T
Figure
Page 8
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April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
lIST OF Charts
Chart
401 Structural Life Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A33
601 Leading Particulars and Principal Dimensions . . . . . . . . . . . . . . . . . . . . . . . . 1B5
1201 Thread Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E1
2001 Maximum Distance Between Supports for Fluid Tubing . . . . . . . . . . . . . . . . 1E7
2101 Troubleshooting (Janitrol Heater) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E17
2102 Blower System Wire Color Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E22
2101 Inspection (Ignition Unit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F18
2104 Troubleshooting (Air Conditioner) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G16
2105 Temperature Pressure Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G22
2106 Aluminum Tubing Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H1
2107 Evaporator Blower Motor Wire Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H19
2401 Troubleshooting (Alternator) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I14
2402 Troubleshooting (Battery) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I19
2403 Alternator Belt Tension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I23
2404 Hydrometer Reading and Battery Charge Percent . . . . . . . . . . . . . . . . . . . . . . 1J1
2701 Cable Tension Vs. Ambient Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K2
2702 Troubleshooting Control Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K8
2801 Troubleshooting (Fuel System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A23
2802 Sender/Fuel Quantity Gauge Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B15
2901 Leading Particulars, Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B24
2902 Troubleshooting Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C1
2903 Hydraulic Pump Motor Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C6
3001 Troubleshooting (Pneumatic Deice System) . . . . . . . . . . . . . . . . . . . . . . . . . . 2D7
3002 Operating Pressures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D11
3003 Materials and Supplies for Cold Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D18
3004 Troubleshooting (Propeller Deicer System) . . . . . . . . . . . . . . . . . . . . . . . . . . 2D19
3005 Required Materials for Repair of Propeller Deicer . . . . . . . . . . . . . . . . . . . . . 2E20
3006 Mixing of Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E23
3007 Electrical Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E23
3201 Troubleshooting (Landing Gear) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F18
3202 Toe-In, Toe-Out Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G11
3401 Troubleshooting (Rate of Climb Indicator) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2I21
3402 Troubleshooting (Altimeter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2I22
3403 Troubleshooting (Airspeed Tubes and Indicator) . . . . . . . . . . . . . . . . . . . . . . 2I23
3404 Troubleshooting (Magnetic Compass) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J1
3501 Troubleshooting (Oxygen System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J12
3502 Oxygen System Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J19
3503 Filling Pressure for Certain Ambient Temperatures . . . . . . . . . . . . . . . . . . . . 2J24
3504 Portable Oxygen System Component Limits . . . . . . . . . . . . . . . . . . . . . . . . . 2K2
3701 Troubleshooting (Vacuum System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K10
3901 Troubleshooting (Annunciator Panel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K22
LIST OF Charts
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PA-44-180/180T
lIST OF Charts (continued)
Chart
5101 Types of Metal Corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2L16
5102 List of Materials (Thermoplastic Repair) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2L28
5103 Electrical Bonding Resistance Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2L38
6101 Propeller Torque Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D4
7101 Troubleshooting (Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D24
7301 Fuel Pressure Sender Test Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3F12
7302 Troubleshooting (Fuel Pressure Gauge) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3F13
7401 Troubleshooting (Magneto) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3F18
7402 Coupling Torques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G18
7701 Manifold Pressure Indicator (Troubleshooting) . . . . . . . . . . . . . . . . . . . . . . . . 3H6
7702 Tachometer (Troubleshooting) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3H7
7703 Cylinder Head Temperature (Troubleshooting) . . . . . . . . . . . . . . . . . . . . . . . . 3H11
7704 Exhaust Gas Temperature (Troubleshooting) . . . . . . . . . . . . . . . . . . . . . . . . . 3H14
7901 Oil Pressure Sender Test Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3I4
7902 Oil Pressure Gauge (Troubleshooting) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3I5
7903 Oil Temperature Indicators (Troubleshooting) . . . . . . . . . . . . . . . . . . . . . . . . 3I7
8001 Troubleshooting (Starter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3I13
8002 Starting Motor Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3I21
8101 Troubleshooting (Turbocharger) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3J3
9101 Flare Fitting Torques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A20
9102 Recommended Nut Torques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A21
9103 Decimal Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A23
9104 Decimal Equivalents of Drill Sizes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A24
9105 List of Consumable Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B2
9106 Metric Conversion Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B7
9107 Electric Wire Coding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B8
9108 Electric Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B16
9109 Electrical System Component Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B19
LIST OF Charts
Page 2
1A28
April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER
4
Airworthiness
Limitations
1A29
PIPER AIRCRAFT
PA-44-180/180T
1A30
PIPER AIRCRAFT
PA-44-180/180T
Chapter 4 - Airworthiness Limitations
Table of Contents
Chapter Grid
Section Subject No.
4-00-00 AIRWORTHINESS LIMITATIONS 1A33
Approved Mandatory Replacement Times for Type Certification 1A33
Approved Mandatory Structural Inspection Intervals 1A33
Inspection Procedures for those Approved Mandatory
Structural Inspection Items 1A33
4 - CONTENTS
Page 1
1A31 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
4 - CONTENTS
Page 2
April 15, 2012 1A32
PIPER AIRCRAFT
PA-44-180/180T
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. Approved Mandatory Replacement Times for Type Certification (PIR-TCDS A19SO, Rev. 11.)
The following limitations related to fatigue life of the airplane and its components have been established
for the PA-44-180 Seminole and PA-44-180T Turbo Seminole airplanes:
A. See Chart 401 for Structural Life Limits.
B. The safe life limit of the propeller blades is unlimited.
2. Approved Mandatory Structural Inspection Intervals
None.
3. Inspection Procedures for those Approved Mandatory Structural Inspection
Items
None.
CHART 401
STRUCTURAL LIFE LIMITS
Model Life Limit
Component (Flight Hours)
PA-44-180
Wing, Wing Carry-Through, and their Attaching Structure 14,663
• Wing - Nacelle Assembly, Left, P/N 86380-002 or 86380-026
• Wing - Nacelle Assembly, Right, P/N 86380-003 or 86380-027
• Spar Box Assembly, P/N 86286-002
• and associated hardware (See Figure 57-1.)
PA-44-180T
Wing, Wing Carry-Through, and their Attaching Structure 14,663
• Wing - Nacelle Assembly, Left, P/N 86380-022 or 86380-024
• Wing - Nacelle Assembly, Right, P/N 86380-023 or 86380-025
• Spar Box Assembly, P/N 86286-002
• and associated hardware (See Figure 57-1.)
4-00-00
Page 4-1
1A33 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
4-00-00
Page 4-2
April 15, 2012 1A34
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER
5
TIME lIMITS /
mAINTENANCE
CHECKS
1A35
PIPER AIRCRAFT
PA-44-180/180T
1A36
PIPER AIRCRAFT
PA-44-180/180T
Chapter 5 - Time Limits / Maintenance Checks
Table of Contents
Chapter Grid
Section Subject No.
5-00-00 GENERAL 1A39
5-10-00 tIME lIMITS 1a41

General 1A41
Life Limited Parts Marking and Disposition 1A41
5-20-00 SCHEDULED MAINTENANCE CHECKS 1A43

Inspection Requirements 1A43
Annual / 100 Hour Inspection 1A43
Programmed Inspection 1A43
Overlimits Inspection 1A43
Preflight Checks 1A43
Scheduled Maintenance 1A45
Propeller Group 1A45
Engine Group 1A45
Turbocharger Group (PA-44-180Ts only.) 1A48
Cabin Group 1A48
Fuselage and Empennage Group 1A49
Wing Group 1A50
LandingGear Group 1A51
Special Inspections 1A52
Operational Inspection 1A52
General 1A53
Notes 1A54
5-30-00 SPECIAL INSPECTIONS 1A57

Per Flight Hour 1A57
Each 200 Hours 1A57
Each 400 Hours 1A57
Each 500 Hours 1A58
Each 1000 Hours 1A58
Per Calendar Year 1A59
Each Thirty (30) Days 1A59
Each Ninety (90) Days 1A59
Each Four (4) Months 1A59
Each Twelve (12) Months 1A59
Each Four (4) Years 1A59
Each Five (5) Years 1A59
5 - CONTENTS
Page 1
1A37 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
Chapter 5 - Time Limits / Maintenance Checks
Table of Contents (continued)
Chapter Grid
Section Subject No.
5-30-00 SPECIAL INSPECTIONS (cont.)

Per Calendar Year (cont.)
Each Six (6) Years 1A59
Each Seven (7) Years 1A60
Each Eight (8) Years 1A60
Each Ten (10) Years 1A60
Each Twelve (12) Years 1A60
Each Twenty (20) Years 1A60
Per Specific Operation / Operating Environment 1A61
Operation in High Dust or Industrial Pollution Environment 1A61
Operation in High Salt or High Humidity Environment 1A62
Operation in Extreme Cold 1A63
Operation from Soft or Unusual Terrain 1A63
5-50-00 Unscheduled Maintenance Checks 1A65

Hard or Overweight Landing. 1A65
Severe Turbulence Inspection. 1A65
Engine Overspeed, Sudden Stoppage, Loss of Oil,
Overtemperature and Lightning Strike. 1A65
5 - CONTENTS
Page 2
April 15, 2012 1A38
PIPER AIRCRAFT
PA-44-180/180T
GENERAL
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. The recurring maintenance schedule for the PA-44-180/180T Seminole/Turbo Seminole is provided
in 5-20-00.
B. Piper Service Bulletins are of special importance and Piper considers compliance mandatory.
C. Service Letters deal with product improvements and service hints pertaining to the affected aircraft.
Owners should give careful attention to service letter information so they can ensure their airplane is
properly serviced and kept up to date with the latest changes.
D. Service Spares Letters offer improved parts, kits and optional equipment which were not originally
available. These may be of interest to the owner.
E. Service Bulletins, Service Letters and Service Spares Letters are emailed to Piper Dealers/Service
Centers. Owners are encouraged to download these service publications from http://www.piper.com/.
NOTE: Piper mails flight manual (AFM / POH) revisions to the registered owner’s 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 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 flight manual revisions
and service publications during this interim period through their Piper Dealer/Service Center.
The Federal Aviation Administration (FAA) publishes Airworthiness Directives (AD’s) 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 AD’s 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 AD’s as well as the last six weeks worth of AD’s at “www.avantext.com”.
Owners should periodically check with a Piper Dealer/Service Center to find out the latest
information to keep his aircraft up to date.
Service Bulletins, Service Letters, and Service Spares Letters are also available by subscription. See
the availability statement in Revision Status.
5-00-00
Page 5-1
1A39 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
5-00-00
Page 5-2
April 15, 2012 1A40
PIPER AIRCRAFT
PA-44-180/180T
TIME LIMITS
1. General
A. 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 procedures required
for type certification.
B. Refer to 5-20-00 for Piper’s recommended Inspection Program. It includes the frequency and extent
of the inspections required for the continued airworthiness of the airplane.
C. Inspections required by Flight Hour or Calendar Year, if due, are included as part of the Annual / 100
Hour Inspection and/or the Progressive Inspection Event cycles. They are also listed individually in
5-30-00.
2. 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 (TC) are
listed in 4-00-00. Other parts which are replaced or rebuilt after having accumulated cycles, hours, or other
replacement limit are specified in 5-20-00 or 5-30-00.
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.
B. 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.
5-10-00
Page 5-3
1A41 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
5-10-00
Page 5-4
April 15, 2012 1A42
PIPER AIRCRAFT
PA-44-180/180T
SCHEDULED MAINTENANCE CHECKS
1. Inspection Requirements
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.
Inspections must be accomplished by persons authorized by the FAA or appropriate National Aviation
Authority.
Required inspections are listed under Scheduled Maintenance (5-20-00) and Special Inspections (5-30-00).
The Scheduled Maintenance inspection procedure is broken down into major groups which are Propeller,
Engine, Turbocharger, Cabin, Fuselage and Empennage, Wing, Landing Gear, Special Inspections,
Operational Inspection, and General. The first left hand portion of each group lists the inspection or
procedure to be performed. The right hand section is divided into two columns indicating the required
inspection intervals of 50 hours and 100 hours. Each inspection or operation is required at each of the
inspection intervals as indicated by a circle (O). If an item is not entirely accessible or must be removed,
refer to the applicable section of this manual for instructions on how to gain access to remove the item.
When performing inspections, forms are available as described under Supplementary Publications, Piper
Publications, in the Introduction.
NOTE: In addition to inspection intervals required in Inspection Report or Programmed Inspection
manual, preflight inspections must be performed.
A. Annual / 100 Hour Inspection
This periodic inpection is presented under Scheduled Maintenance, below.
B. Programmed Inspection
A programmed inspection designed to permit the best utilization of the aircraft by scheduling
inspections through the use of a planned inspection schedule is available. See Supplementary
Publications, Piper Publications, in the Introduction.
C. Overlimits Inspection
If the airplane has been operated so that any of its components have exceeded their maximum
operational limits, check with the appropriate manufacturer.
2. Preflight Checks
This check is for the pilot and/or mechanic and should become part of the airplane operational routine and/
or preflight check before each flight. Refer to Section IV of the Pilot’s Operating Handbook for a listing
of items that must be checked.
5-20-00
Page 5-5
1A43 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
5-20-00
Page 5-6
April 15, 2012 1A44
PIPER AIRCRAFT
PA-44-180/180T
3. SCHEDULED MAINTENANCE
NOTE: Read Notes 1 thru 4 before beginning this inspection.
NOTE: Perform each inspection item at the inspection intervals indicated by a circle (O).
Inspection Interval (Hrs)

Nature of Inspection
L R 50 100
A. PROPELLER GROUP
1. Inspect spinner and back plate for cracks . . . . . . . . . . . . . . . . . . . . . O O O O
2. Inspect blades for nicks and cracks . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
3. Inspect for grease and oil leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
4. Lubricate propeller per lubrication chart, Chapter 12 . . . . . . . . . . . . O O O O
5. Inspect spinner mounting brackets for cracks . . . . . . . . . . . . . . . . . . O O O
6. Inspect propeller mounting bolts for condition and security.
If safety is broken, re-torque and safety . . . . . . . . . . . . . . . . . . . . . . O O O
7. Inspect hub parts for cracks and corrosion . . . . . . . . . . . . . . . . . . . . O O O
8. Rotate blades of constant speed propeller and check for tightness in
hub pilot tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
9. Inspect complete propeller and spinner assembly for security,
chafing, cracks, deterioration, wear and correct installation . . . . . . O O O
10. Check propeller air pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
11. In PA-44-180Ts only, inspect electric tachometer magnetic pickups
for security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
B. ENGINE GROUP
WARNING: Ground magneto primary circuit before
working on engine.
Note: Read Note 5 before beginning this inspection group.
1. Remove engine cowling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
2. Clean and check cowling for cracks, distortion, and loose or
missing fasteners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
3. Drain oil sump. Drain while engine is warm. (See Note 6.) . . . . . . . O O O O
4. Clean suction oil strainer at oil change (Check strainer for foreign
particles) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
5. Change full flow (cartridge type) oil filter element. (Check element
for foreign particles.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
6. Inspect oil temperature sender unit for leaks and security . . . . . . . . O O O
7. Inspect oil lines and fitting for leaks, security, chafing, dents and
cracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
8. Clean and check oil radiator cooling fins . . . . . . . . . . . . . . . . . . . . . O O O O
5-20-00
Page 5-7
1A45 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
3. SCHEDULED MAINTENANCE (continued)

L R 50 100
B. ENGINE GROUP (cont.)
CAUTION: DO NOT USE MULTIGRADE OIL UNTIL HARTZELL

SERVICE BULLETIN 142B IS COMPLIED WITH.
9. Fill engine with oil per information on cowling or lubrication chart,
Chapter 12. (See Note 6.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
CAUTION: USE CAUTION NOT TO CONTAMINATE VACUUM PUMP
WITH CLEANING FLUID.
10. Clean engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
11. Inspect condition of spark plugs. (Clean and adjust gap as required;
adjust per Lycoming Service Instruction No. 1042) . . . . . . . . . . . . . O O O
Note: If fouling of spark plugs has been apparent, rotate bottom plugs to
upper plugs.
12. Inspect spark plug cable leads and ceramics for corrosion and deposits O O O O
13. Check cylinder compression (Ref.: AC 43.13-1) . . . . . . . . . . . . . . . O O O
14. Inspect cylinder for cracked or broken fins (See Note 8.) . . . . . . . . . O O O O
15. Inspect rocker box covers for evidence of oil leaks. If found, replace
gasket; torque cover screws 50 inch-pound . . . . . . . . . . . . . . . . . . . . O O O O
16. Inspect ignition harness and insulators for high tension leakage
and continuity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
17. Inspect magneto for oil seal leakage. (See Note 16.) . . . . . . . . . . . . O O O
18. In TCM/Bendix magnetos only, inspect breaker felts for
proper lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
19. Check magnetos to engine timing . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
20. Remove air filters, tap gently to remove dirt particles and inspect
condition of seal and filter material. (Replace as required.) . . . . . . . O O O O
21. Inspect condition of air filter housing . . . . . . . . . . . . . . . . . . . . . . . . O O O O
22. Inspect security of carburetor throttle arm . . . . . . . . . . . . . . . . . . . . O O O
23. Drain and flush carburetor bowl and clean inlet line fuel strainer . . . O O O
24. In PA-44-180s only, inspect condition of carburetor heat air door
and box. (See Note 9.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
25. Inspect intake seals for leaks and clamps for tightness . . . . . . . . . . . O O O
26. In PA-44-180s only, inspect all air inlet cut hoses and
replace as required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
27. Inspect condition of flexible fuel lines . . . . . . . . . . . . . . . . . . . . . . . O O O
28. Inspect primer lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
29. Inspect primer for condition and security . . . . . . . . . . . . . . . . . . . . . O O O
30. Inspect sniffle valve for signs of leakage . . . . . . . . . . . . . . . . . . . . . O O O O
31. Inspect sniffle valve lines for condition and security . . . . . . . . . . . . O O O O
5-20-00
Page 5-8
April 15, 2012 1A46
PIPER AIRCRAFT
PA-44-180/180T

L R 50 100
32. In PA-44-180s only, clean screens in electric fuel pumps . . . . . . . . . O O O O

33. Drain, remove, and clean fuel filter bowl and screen . . . . . . . . . . . . O O O O
34. Inspect fuel system for leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
35. Inspect engine driven and electric fuel pumps for condition and
operation. Replace as required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
CAUTION: THE ONLY DRY AIR PUMP MOUNTING GASKET
AUTHORIZED AND APPROVED FOR USE ON THE
AIRBORNE DRY AIR PUMP IS THE B3-1-2 AIRBORNE
GASKET, PIPER PART NUMBER 751 859. USE OF ANY
OTHER GASKET MAY RESULT IN LEAKAGE AT THE
MOUNTING SURFACE.
36. Inspect and operationally test vacuum pumps and lines.
(See Notes 7 and 15.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
37. Inspect throttle, carburetor heat, mixture and propeller
governor controls for security, travel and operating condition . . . . . O O O
38. Inspect exhaust stacks, connections and gaskets. (Replace as
required and refer to latest Piper Service Letter No. 860.) . . . . . . . . O O O
39. Check operation of alternate air door . . . . . . . . . . . . . . . . . . . . . . . . O O O
40. Inspect muffler heat exchanger and baffles . . . . . . . . . . . . . . . . . . . . O O O
41. Inspect breather tubes for obstructions and security . . . . . . . . . . . . . O O O
42. Inspect crankcase for cracks, leaks and security of seambolts . . . . . O O O
43. Inspect engine mounts for cracks and loose mountings.
(See Note 14.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
44. Inspect engine baffles for cracks and loose mountings . . . . . . . . . . . O O O
45. Inspect rubber engine mount bushings for deterioration
(Replace as required) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
46. Inspect firewall seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
47. Inspect condition and tension of alternator drive belt . . . . . . . . . . . . O O O
48. Inspect condition and security of alternator and starter mounting . . O O O
49. Inspect all lines, air ducts, electrical leads and engine
attachments for security, proper routing, chafing, cracks,
deterioration and correct installation . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
50. Lubricate all controls per lubrication chart in Chapter 12 . . . . . . . . . O O O O
51. Install engine cowling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
5-20-00
Page 5-9
1A47 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T

L R 50 100
C. TURBOCHARGER GROUP (PA-44-180Ts only.)

1. Inspect all air inlet ducting and compressor discharge ducting
for worn spots, loose clamps or leaks . . . . . . . . . . . . . . . . . . . . . . . . O O O O
2. Inspect exhaust ducting and exhaust stacks for signs for
leaks or cracks. Check all clamps for tightness . . . . . . . . . . . . . . . . O O O O
3. Carefully check turbo support brackets, struts, etc., for
breakage or wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
4. Inspect all oil lines and fittings for wear, leakage, hear damage
or fatigue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
5. Inspect bypass valve for security and safety . . . . . . . . . . . . . . . . . . . O O O O
6. Run up engines, check all instruments for smooth, steady response O O O O
7. Remove all turbocharger components from the engine. Inspect and
repair or replace as necessary. Inspect turbocharger rotor for
excessive play, carbon and dirt deposits. Remove turbine and
compressor housings. Inspect turbine wheel and impeller for physical
damage and excessive build up of deposits. Refer to Overhaul Manual
for limits. (See Note 7.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
D. CABIN GROUP
1. Inspect cabin entrance, doors and windows for damage and operation . . . . . . . . O
2. Check operation of emergency exit window. (See Note 13.) . . . . . . . . . . . . . . . . O
3. Inspect upholstery for tears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
4. Inspect seats, seat belts, security brackets and bolts . . . . . . . . . . . . . . . . . . . . . . . O
5. Inspect trim operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
6. Inspect operation and condition of rudder pedals . . . . . . . . . . . . . . . . . . . . . . . . . O
7. Inspect parking brake valve and toe brakes for operation and cylinder leaks . . . . O
8. Inspect control wheels, column, pulleys and cables. Inspect cables and fitings
per Control Cable Inspection, 27-00-00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
9. Inspect condition of flap control cable and cable attachment bolt. Inspect cable
and fitings per Control Cable Inspection, 27-00-00.
(See Piper Service Bulletin No. 965.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
10. Check landing, navigation, cabin and instrument lights . . . . . . . . . . . . . . . . . . . . O O
11. Inspect instruments, lines and attachments (Refer to latest revision of
Piper Service Bulletin No. 847) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
12. Inspect gyro operated instruments and electric turn and bank indicator.
(Overhaul or replace as required.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
13. If equipped, replace filters on gyro horizon and directional gyro . . . . . . . . . . . . . O
14. Clean or replace vacuum regulator filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
15. Inspect static system, altimeter and transponder for installation/certification
per latest revision of AC43.13-1 and current test/inspection
per FAR’s 91.411 and 91.413, respectively . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
16. Inspect and test ELT per FAR 91.207. (See Testing ELT, Chapter 23.) . . . . . . . . O
5-20-00
Page 5-10
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17. Inspect operation of fuel selector valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O

18. Inspect operation of fuel drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
19. Inspect condition of heater controls and ducts . . . . . . . . . . . . . . . . . . . . . . . . . . . O
20. Inspect condition and operation of air vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
E. FUSELAGE AND EMPENNAGE GROUP
1. Remove inspection plates and panels. (See Figure 6-3.) . . . . . . . . . . . . . . . . . . . . O
2. Inspect baggage doors, latches and hinges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
3. Inspect battery, box and cables for security, condition, and corrosion. Flush
box as required and fill battery per instructions on box . . . . . . . . . . . . . . . . . . . . O O
4. Check fluid in brake reservoir, fill as required . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
5. Inspect heater. (See Notes 17 and 18, and AD 2004-21-05.) . . . . . . . . . . . . . . . . O
6. Inspect the heater fuel pressure regulator and shut off valve for signs
of leakage per Piper Vendor Service Publication No. 149 . . . . . . . . . . . . . . . . . . O
7. Inspect electronic installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
8. Inspect bulkheads and stringers for damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
9. Inspect antenna mounts and electric wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
10. If equipped with Prestolite pump only, inspect hydraulic pump motor
brushes per Note 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
11. Check hydraulic pump fluid level. (Fill as required.) . . . . . . . . . . . . . . . . . . . . . . O O
12. Inspect hydraulic pump lines for damage and leaks . . . . . . . . . . . . . . . . . . . . . . . O
13. Inspect fuel lines, valves and gauges for damage and operation . . . . . . . . . . . . . . O
14. Remove, drain and clean fuel gascolator bowls . . . . . . . . . . . . . . . . . . . . . . . . . . O
15. Inspect security of all lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
16. Inspect vertical fin and rudder surfaces for damage . . . . . . . . . . . . . . . . . . . . . . . O
17. Inspect rudder hinges, horn and attachments for damage and operation . . . . . . . O
18. Inspect rudder control stops to ensure stops have not loosened and locknuts
are tight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
19. Inspect vertical fin attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
20. Inspect ELT battery for condition/date per FAR 91.207. (See Note 19.) . . . . . . . O
21. Inspect ELT and antenna installation for condition and security.
Replace antenna if bent or damaged . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
22. Inspect rudder, tab hinge bolts for excess wear. (Replace as required.) . . . . . . . . O
23. Inspect rudder trim mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
24. Inspect stabilator surfaces for damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
25. Inspect stabilator, tab hinges, horn and attachments for damage and operation . . O
26. Inspect stabilator control stops to ensure stops have not loosened and locknuts
are tight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
27. Inspect stabilator attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
28. Inspect stabilator and tab hinge bolts and bearings for excess wear.
(Replace as required.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
29. Inspect stabilator trim mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
5-20-00
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E. FUSELAGE AND EMPENNAGE GROUP (cont.)

30. Inspect wing-to-fuselage aft attach fittings for security, condition, and
corrosion per Aft Wing Attach Fittings 100 Hour Inspection in 53-10-00 . . . . . . O
31. Inspect aileron, rudder, stabilator, and stabilator trim cables, stabilator actuator
tube, bellcrank, turnbuckles, guides and pulleys for safety, condition of
bearings, damage and operation per Control Cable Inspection, 27-00-00 . . . . . . O
32. Inspect all control cables, air ducts, electrical leads and attaching parts for
security, routing, chafing, deterioration, wear and correct installation and
tension. Inspect cables per Control Cable Inspection, 27-00-00 . . . . . . . . . . . . . . O
33. Lubricate per lubrication chart, Chapter 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
34. Inspect rotation beacon for security and operation . . . . . . . . . . . . . . . . . . . . . . . . O
35. Inspect security of Autopilot bridle cable clamps . . . . . . . . . . . . . . . . . . . . . . . . . O
36. Inspect oxygen system as required. (Refer to Chapter 35.) . . . . . . . . . . . . . . . . . . O
37. Reinstall inspection plates and panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
F. WING GROUP
1. Remove inspection plates, fairings, and wingtips. (See Figure 6-3.) . . . . . . . . . . O
2. Inspect surfaces and tips for damage, loose rivets, and condition of walkway . . . O
3. Inspect aileron hinges and attachments. (Refer to latest revision of Piper
Service Bulletin No. 725.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
4. Inspect aileron control stops to ensure stops have not loosened and locknuts
are tight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
5. Inspect aileron cables, pulleys and bellcranks for damage, and operation.
Inspect bellcrank bearing for freedom of movement. Inspect cables and fittings
per Control Cable Inspection, 27-00-00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
6. Inspect flaps and attachments for damage and operation . . . . . . . . . . . . . . . . . . . O
7. Inspect condition of bolts used with hinges. (Replace as required.) . . . . . . . . . . . O
9. Inspect wing fore and aft attach fittings, and bolts, for security, corrosion
and condition. Pay particular attention to the areas where each steel
attach fitting is riveted to the wing spar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
10. Retorque wing aft spar attach bolts per Wing Aft Spar-to-Fuselage
Attachment Hardware 100 Hour Inspection, 57-40-00 . . . . . . . . . . . . . . . . . . . . . O
11. Inspect all control cables, air ducts, electrical leads and attaching parts for
security, routing, chafing, deterioration, wear and correct installation.
Inspect cables per Control Cable Inspection, 27-00-00 . . . . . . . . . . . . . . . . . . . . O
5-20-00
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12. Inspect fuel caps, cap gaskets, fuel filler gaskets, fuel gage transmitter gaskets,
gage transmitter access covers, and upper surface inspection covers for
condition, proper sealing, security, alignment, etc. Ensure to service and clean
these areas, replacing parts as necessary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
13. Inspect fuel cells and lines for leaks and water contamination . . . . . . . . . . . . . . . O
14. Inspect the interior of bladder tanks for wrinkles, broken or missing hangers,
etc. If signs of contamination are found, alert the owner and fuel supplier of
your findings for corrective action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
15. Check that fuel cells are marked for proper capacity . . . . . . . . . . . . . . . . . . . . . . O
16. Check that fuel cells are marked for minimum octane rating . . . . . . . . . . . . . . . . O
17. Inspect fuel cell vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
18. Inspect fuel cell nipple fittings for damage and proper torque. (Refer to
Chapter 28.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
19. Reinstall inspection plates and fairings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
G. LANDING GEAR GROUP
1. Perform dye-penetrant inspection of main gear trunnion housing.
(See Note 12.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
2. Check oleo struts for proper extension and evidence of fluid leakage per
Servicing Oleo Struts, Chapter 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
3. Inspect nose gear steering control and travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
4. Inspect wheel alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
5. Put airplane on jacks per 7-10-00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
6. Inspect tires for cuts, uneven or excessive wear and slippage . . . . . . . . . . . . . . . . O
7. Remove wheels, clean, check and repack bearings . . . . . . . . . . . . . . . . . . . . . . . . O
8. Inspect wheels for cracks, corrosion and broken bolts . . . . . . . . . . . . . . . . . . . . . O
9. Check tire pressure per Chart 601 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
10. Inspect brake linings and discs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
11. Inspect wearing surfaces of brake disc for “heat checks.” (Refer to
Chapter 32.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
12. Inspect brake backing plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
13. Inspect brake lines and retaining clamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
14. Inspect condition of nose gear centering spring . . . . . . . . . . . . . . . . . . . . . . . . . . O
15. Inspect gear forks for damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
16. Inspect oleo struts for scoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
17. Inspect gear struts attachments, torque links, retraction links and bolts for
condition and security. Replace as required. (See also AD94-14-14.) . . . . . . . . . O
18. Inspect down locks for operation and adjustment . . . . . . . . . . . . . . . . . . . . . . . . . O
19. Inspect torque link bolts and bushings. (Rebush as required.) . . . . . . . . . . . . . . . O
20. Inspect drag end side brace link bolts. (Replace as required.) . . . . . . . . . . . . . . . O
21. Inspect gear doors and attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
5-20-00
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L R 50 100
G. LANDING GEAR GROUP (cont.)

22. Inspect gear warning horn and light for operation . . . . . . . . . . . . . . . . . . . . . . . . O
23. Retract gear — check operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
24. Retract gear — check doors for clearance and operation . . . . . . . . . . . . . . . . . . . O
25. Inspect operation of squat switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
26. Inspect down lock switches, up switches, and electrical leads for security,
operation and condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
28. Remove airplane from jacks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
H. Special Inspections
See 5-30-00.
I. OPERATIONAL INSPECTION
1. Check fuel pump and fuel tank selector and crossfeed operation . . . O O O O
2. Check fuel quantity and pressure or flow gauges . . . . . . . . . . . . . . . O O O O
3. Check oil pressure and temperatures . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
4. Check alternator output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
5. Check manifold pressure indicating . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
6. In PA-44-180s only, check carburetor heat . . . . . . . . . . . . . . . . . . . . O O O O
7. Check parking brake and toe brakes . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
8. Check vacuum gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
9. Check magneto switch operation . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
10. Check magneto RPM variation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
11. Check throttle and mixture operation . . . . . . . . . . . . . . . . . . . . . . . . O O O O
12. Check propeller smoothness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
13. Check constant speed propeller action . . . . . . . . . . . . . . . . . . . . . . . O O O O
14. Check engine idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
15. Check operation of cowl flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
16. Check gyros for noise and roughness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
17. Check cabin heater operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
18. Check electronic equipment operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
19. Check operation of controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
20. Check operation of flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
21. Check operation of Autopilot, including automatic pitch trim and manual
electric trim. (See Note 11.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
5-20-00
Page 5-14
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J. GENERAL
1. Aircraft conforms to FAA Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
2. Latest revision of applicable FAA Airworthiness Directives complied with . . . . O O
3. Current and correct Pilot’s Operating Handbook (POH) is in the airplane . . . . . . O O
4. Check airplane for required placards as identified in Section 2 of the POH . . . . . O O
5. Appropriate entries made in the Aircraft and Engine Log books . . . . . . . . . . . . . O O
6. Airworthiness & Registration Certificates in the aircraft
and properly displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
7. Aircraft Equipment List, Weight and Balance, and FAA Form(s) 337
(if applicable) are in the aircraft and in proper order . . . . . . . . . . . . . . . . . . . . . . O O
8. Operational inspection and run-up completed . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
9. Aircraft cleaned and lubricated after wash (as required) . . . . . . . . . . . . . . . . . . . O O
5-20-00
Page 5-15
1A53 April 15, 2012
PIPER AIRCRAFT
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K. NOTES
(1) Refer to Piper’s Customer Service Information File P/N 1753-755 (available online at http://pubs.
piper.com) for latest revision dates to Piper Inspection Reports/Manuals and this maintenance
manual. References to Chapter/Section are to the appropriate Chapter/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 by a “O” at the 50 or 100 hour
inspection interval. Inspections or operations (i.e. - component overhauls/replacements, etc.)
required outside the 50/100 hour cycle are listed as special inspections in 5-30-00. Inspections
must be accomplished by persons authorized by the FAA or appropriate National Aviation
Authority.
(a) The 50 hour inspection accomplishes preventative maintenance, lubrication and servicing
as well as inspecting critical components.
(b) The 100 hour inspection is a complete inspection of the airplane, identical to an annual
inspection.
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 (available online at http://pubs.
piper.com) 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 manufacturer’s operator’s
manuals (Lycoming Part Number 60297-12, 60297-25, or 60297-26) for these airplanes. Any
changes issued to the engine manufacturer’s operator’s manual after this date shall supersede or
supplement the inspections outlined herein. Should fuel other than the specified octane rating
for the power plant be used, refer to the latest revision of Lycoming Service Letter No. L185 for
additional information and recommended service procedures. .
(6) Add oil additive LW-16702 at each 50 hour oil change. Refer to Lycoming Service Bulletin No’s.
446 and 480.
(7) Replace or overhaul, as required, or at engine overhaul.
5-20-00
Page 5-16
April 15, 2012 1A54
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(8) Check cylinders for evidence of excessive heat which is indicated by burned paint on the
cylinders. This condition is indicative of internal damage to the cylinder and, if found, its cause
must be determined and corrected before the aircraft is returned to service. Heavy discoloration
and appearance of seepage at the cylinder head and barrel attachment area is usually due to
emission of thread lubricant used during assembly of the barrel at the factory, or by slight gas
leakage which stops after the cylinder has been in service for awhile. This condition is neither
harmful nor detrimental to engine performance and operation. If it can be proven that leakage
exceeds these conditions, the cylinder should be replaced.
(9) Check carburetor throttle body attaching screws for tightness; the correct torque for these screws
are 40–50 inch-pounds.
(10) For Prestolite pumps only, inspect brushes every 100 hours on airplanes used for training or
every 500 hours on airplanes used for normal service. (Refer to Chapter 29.)
(11) Refer to Flight Manual Supplement for preflight and flight check, for intended function in all
modes.
(12) Unless gear trunnion housing have been replaced with Piper P/N’s 67292-32 (left), and 67926-
33 (right), perform dye-penetrant inspection after first 500 hours time-in-service. Thereafter,
perform dye-penetrant inspection each 100 hours time-in-service. After main gear trunnion
housing has reached 2000 hours time-in-service, dye-penetrant inspection must be performed
each 10 hours time-in-service. Refer to latest revision of Piper Service Bulletin No. 787, and
Chapter 32.
(13) Refer to Chapter 52 for test procedures.
(14) Refer to latest revision of Piper Service Bulletin No’s. 719 for inspection of engine mount.
(15) Verify compliance with Parker Hannifin / Airborne Service Letter No. 72.
(16) Inspect magnetos:
(a) For airplanes equipped with Slick Magnetos: inspect magneto(s) per the appropriate 100
Hour Inspection in the Slick F1100 Master Service Manual.
(b) For airplanes equipped with TCM/Bendix Magnetos: inspect magneto(s) per the procedures
in the Periodic Maintenance section of the applicable TCM/Bendix Service Support Manual.
(17) For heaters with 500 heater operating hours or twenty-four (24) months time-in-service since
new, or overhauled with a new combustion tube assembly, each 100 hours or twenty-four (24)
months, whichever comes first, conduct the 100 Hour Inspection under Heating in Chapter 21.
(18) Verify compliance with Kelly Aerospace SIL A-110B per Piper Service Bulletin No. 1127B.
(19) In PA-44-180 S/N’s 44-7995001 thru 44-7995290 only, verify compliance with Piper Service
Letter No. 820.
5-20-00
Page 5-17
1A55 April 15, 2012
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5-20-00
Page 5-18
April 15, 2012 1A56
PIPER AIRCRAFT
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SPECIAL INSPECTIONS

AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION
- supplementary publications.)
The following inspections are required in addition to those listed in 5-20-00. These inspections are required
at intervals of:
Q Flight hours;
Q calendar year; or
Q the specific operation being conducted or the environment being operated in.
Unless otherwise indicated, these inspections are to be repeated at each occurrence 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 Flight Hour

A. Each 200 Hours
[ ] For airplanes with wing flap(s) which have accumulated ten (10) years time-in-service,
conduct the following special inspection each 200 hours: Inspect the interior of the wing
flap for evidence of dissimilar metal corrosion where aluminum sheet metal is in contact
with steel flap brackets. Use a bore scope or other suitable tool. Installation of a new wing
flap will relieve this inspection requirement until such time as the replacement wing flap
reaches ten (10) years time-in-service.
B. Each 400 Hours
[ ] At every 400 hours of engine operation, remove the rocker box covers and check for freedom
of valve rockers when valves are closed. Look for evidence of abnormal wear or broken
parts in the area of the valve tips, valve keeper, springs and spring seat. If any indications
are found, the cylinder and all of its components should be removed (including the piston
and connecting rod assembly) and inspected for further damage. Replace any parts that do
not conform with limits shown in the latest revision for Lycoming Service Table of Limits
No. SSP-1776.
5-30-00
Page 5-19
1A57 April 15, 2012
PIPER AIRCRAFT
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C. Each 500 Hours

[ ] (1) Remove propeller; remove sludge from crankshaft. Clean any residual sludge clinging to
the exterior of propeller / crankshaft mating surfaces.
[ ] (2) Remove and flush oil radiators.
[ ] (3) Clean and lubricate rudder and stabilator trim drum screws per lubrication chart, Chapter
12.
[ ] (4) For airplanes equipped with Slick Magnetos: inspect and clean magneto(s) per the
appropriate 500 Hour Inspection in the Slick F1100 Master Service Manual.
[ ] (5) For airplanes equipped with TCM/Bendix Magnetos: inspect and clean magneto(s) per the
procedures in the Periodic Maintenance section of the applicable TCM/Bendix Service
Support Manual.
[ ] (6) If installed, replace the vacuum system inlet air filter (i.e., central air filter, gyro filter,
etc.) element each 500 hours time-in-service, annually, or at vacuum pump replacement,
whichever comes first.
D. Each 1000 Hours
[ ] (1) For airplanes equipped with Slick 4200 Series Magnetos: replace magneto rotor shaft
bearings each 1000 hours time-in-service.
[ ] (2) Replace engine compartment flexible fuel and oil hoses as required; but not to exceed 1000
hours time-in-service, eight (8) years, or engine overhaul, whichever comes first; except for
TSO-C53a - Type D hoses which are replaced on-condition.
[ ] (3) Replace fuel cell vent line flexible connections as required; but not to exceed 1000 hours
time-in-service, eight (8) years, or fuel cell removal, whichever comes first.
E. Each 1800 Hours
[ ] In PA-44-180T airplanes only, overhaul or replace the engine each 1800 hours time-in-
service. (See Lycoming Service Instruction No. 1009.)
F. Each 2000 Hours
[ ] (1) 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 bore scope) without
removing the headliner, providing access is obtained to all concealed areas and bore scope
provides sufficient detail to adequately accomplish the inspection. At F.S. 73, examine the
two steel Upper Forward Cockpit Fittings (one each side), P/N’s 79553-000/-001 or 62522-
000/68257-000, as applicable, for signs of corrosion.
[ ] (2) In PA-44-180 airplanes only, overhaul or replace the engine each 2000 hours time-in-
service. (See Lycoming Service Instruction No. 1009.)
[ ] (3) Overhaul or replace Hartzell propellers each five or six years or each 2000 or 2400 hours.
(Refer to Hartzell Service Letter No. 61 (HC-SL-61-61) to determine specific requirements
for individual airplanes.)
5-30-00
Page 5-20
April 15, 2012 1A58
PIPER AIRCRAFT
PA-44-180/180T
G. Each 2400 Hours

[ ] (2) Overhaul or replace Hartzell propeller governors each 2400 hours or at engine overhaul.
(Verify TBO in Hartzell Service Letter No. 61 (HC-SL-61-61).)
2. Per Calendar Year
A. Each Thirty (30) Days
[ ] (1) Check propeller air pressure.
[ ] (2) Inspect battery, box, and cables for security, condition, and corrosion. Flush box as required
and fill battery per instructions on box.
[ ] (3) If installed, check portable fire extinguisher for condition and charge. Verify nozzle is
unobstructed and safety seal is intact. Determine charge by “hefting” extinguisher.
B. Each Ninety (90) Days
[ ] Drain, remove, and clean fuel filter bowl and screen.
C. Each Four (4) Months
[ ] Change the engine oil and full-flow cartridge oil filter each four (4) months or every 50
hours time-in-service, whichever comes first.
D. Each Twelve (12) Months
[ ] Each twelve (12) months, have the rechargeable (gauged) fire extinguisher professionally
inspected.
E. Each Four (4) Years
[ ] For airplanes equipped with TCM/Bendix Magnetos: overhaul or replace TCM/Bendix
magnetos at engine overhaul, or each four (4) years time-in-service, whichever comes first.
F. Each Five (5) Years
[ ] Overhaul or replace Hartzell propellers each five or six years or each 2000 or 2400 hours.
G. Each Six (6) Years
[ ] (2) Each six years time-in-service, completely discharge the rechargeable (gauged) fire
extinguisher and have it professionally inspected and recharged.
5-30-00
Page 5-21
1A59 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
H. 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 bore scope) without
removing the headliner, providing access is obtained to all concealed areas and bore scope
provides sufficient detail to adequately accomplish the inspection. At F.S. 73, examine the
two steel Upper Forward Cockpit Fittings (one each side), P/N’s 79553-000/-001 or 62522-
000/68257-000, as applicable, for signs of corrosion.
I. Each Eight (8) Years
[ ] (1) Replace engine compartment flexible fuel and oil hoses as required; but not to exceed 1000
hours time-in-service, eight (8) years, or engine overhaul, whichever comes first; except for
TSO-C53a - Type D hoses which are replaced on-condition.
[ ] (2) Replace fuel cell vent line flexible connections as required; but not to exceed 1000 hours
time-in-service, eight (8) years, or fuel cell removal, whichever comes first.
J. Each Ten (10) Years
[ ] Each ten 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 years additional time-in-service. No fluid hose may exceed 20 years
total time-in-service.
K. Each Twelve (12) Years
[ ] (1) Replace disposable-type (non-gauged) fire extinguishers at twelve (12) years from date of
manufacture.
[ ] (2) Hydrostatically test rechargeable (gauged) fire extinguishers each twelve (12) years time-
in-service.
L. Each Twenty (20) Years
[ ] No fluid hose may exceed 20 years total time-in-service.
5-30-00
Page 5-22
April 15, 2012 1A60
PIPER AIRCRAFT
PA-44-180/180T
3. Per Specific Operation / Operating Environment

A. Operation in High Dust or Industrial Pollution Environment
caution: disconnect lines from pitot/static system before conducting
this inspection.
Item Inspection Inspection Interval
Engine Air Filter. Clean and inspect. Daily.
Cabin Environmental and Inspect and replace if necessary. 100 Hours.
Instrument Air Filters.
Pitot/Static system. Check for obstruction. Reverse 100 Hours or
flow to lines. as required.
Landing Gear Oleos Clean. Before each flight.
Inspect. 100 Hours.
Landing Gear Wheel Clean, inspect and repack. 50 Hours.
Bearings.
Windows. Inspect for cracks, erosion, crazing, Daily.
visibility, and cleanliness.
Structure drain holes. Clean with pipe cleaner. Before each flight.
5-30-00
Page 5-23
1A61 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
B. Operation in High Salt or High Humidity Environment

Fuselage, Empennage Remove floor panels and exterior 200 Hours.
Wings, and Control Surfaces. access plates; inspect for corrosion
using a borescope or other suitable
tool.
Landing Gear. Inspect for corrosion and lubrication. 200 Hours.
WARNING: ENSURE BOTH MAGNETO SWITCHES ARE OFF (GROUNDED), BEFORE TURNING
PROPELLER. ENGINE MAY START IF BOTH SWITCHES ARE NOT OFF. USE
EXTREME CAUTION WHEN ROTATING PROPELLER BY HAND; PROPELLER MAY
KICK BACK.
Engines with more than Each five days, pull prop through five Each 5 days
50 hours total time. complete revolutions. and
Each 30 days, fly aircraft for 30 minutes each 30 days.
or, ground run until oil temperature is in
the green arc. Avoid excessive ground run.
Engines with less than Each day, pull prop through five Daily
50 hours total time. complete revolutions. and
Each 30 days, fly aircraft for 30 minutes each 30 days.
or, ground run until oil temperature is in
the green arc. Avoid excessive ground run.
Instruments and Wiring. Inspect for proper seal of cases and 100 Hours.
corrosion.
Interior. Inspect upholstery, seat belts, seats and 100 Hours.
rugs for corrosion and integrity.
NOTE: Do not use metallic tie downs (i.e. - chains, cables, etc.) in high salt or high humidity environments.
5-30-00
Page 5-24
April 15, 2012 1A62
PIPER AIRCRAFT
PA-44-180/180T
C. Operation in Extreme Cold

Hydraulic, Pneumatic Check all fittings and attachments for First 100 Hour, then
and Environmental. security and leaks. as required.
D. Operation from Soft or Unusual Terrain

Landing Gear. Inspect for cracks, attachment, 100 Hours.
damage, cleanliness and lubrication.
Wheels. Inspect for cracks, damage, chipped 100 Hours.
rims; bearings for damage, corrosion
and lubrication.
Tires. Inspect for cuts, wear, inflation and Daily.
deterioration.
Brakes. Inspect for damage, foreign material, Daily.
cracks and overheating.
Flaps, Lower Fuselage Inspect for damage, cracks and 100 Hours.
and Wing. corrosion.
5-30-00
Page 5-25
1A63 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
5-30-00
Page 5-26
April 15, 2012 1A64
PIPER AIRCRAFT
PA-44-180/180T
Unscheduled Maintenance Checks

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. Hard or Overweight Landing.

This inspection should be performed after a known rough landing is made or when a landing is made while
the aircraft is known to exceed the design landing weight. Check the following areas and items:
A. Wings for wrinkled skins, loose or missing rivets.
B. Fuel leaks around the fuel tanks.
C. Wing spar webs, bulkheads, wing and fuselage stringers and skins for any signs of overstress or
damage.
D. Landing gear and attachments for damage or fluid leakage.
E. A possible alignment check to clarify any doubt of damage.
2. Severe Turbulence Inspection.
The same items and locations should be checked as stated for Hard or Overweight Landings along with
the following:
A. Top and bottom fuselage skins for loose or missing rivets and wrinkled skins.
B. Empennage skins and attachments.
3. Engine overspeed, sudden stoppage, loss of oil, overtemperature and
lightning strike.
Check with Engine Manufacturer for necessary corrective action.
5-50-00
Page 5-27
1A65 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
5-50-00
Page 5-28
April 15, 2012 1A66
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER
6
DIMENSIONS AND
AREAS
1B1
PIPER AIRCRAFT
PA-44-180/180T
1B2
PIPER AIRCRAFT
PA-44-180/180T
Chapter 6 - Dimensions and Areas
Table of Contents
Chapter Grid
Section Subject No.
6-00-00 gENERAL 1B5

Principal Dimensions 1B5
Station Reference Lines 1B9
Weight and Balance Data 1B7
Serial Number Plate 1B7
Access and Inspection Provisions 1B7
6 - CONTENTS
Page 1
1B3 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
6 - CONTENTS
Page 2
April 15, 2012 1B4
PIPER AIRCRAFT
PA-44-180/180T
General
1. Principal Dimensions.
The principle airplane dimensions are shown in Figure 6-1. Major components are listed in Chart 601.
CHART 601 (Sheet 1 of 3)

LEADING PARTICULARS AND PRINCIPLE DIMENSIONS
MODEL PA-44-180 / 180T
ENGINE
Manufacturer Lycoming
Model - Left O-360-E1A6D, (CW), TO-360-E1A6D2
O-360-A1H63, (CW)
Model - Right LO-360-E1A6D, (CCW), LTO-360-E1A6D2
LO-360-A1H63, (CCW)
FAA Type Certificate TC 286, E26EA2
Rated Horsepower 180 HP at S. L., 180 HP at 12,000 ft.2
Rated Speed 2700 RPM, 2575 RPM2
Oil Pressure:
Minimum Idling 25 psi
Normal 55 to 95 psi
Starting and Warmup 95 to 100 psi
Maximum 115 psi
Oil, SAE Number See Lubrication Chart
Oil Sump Capacity 6 U.S. Quarts, 8 U.S. Quarts3
Fuel, Aviation Grade, Minimum Octane 100/130, 100 or 100LL2
Magnetos, Bendix:
TO and O-360-E1A6D D4RN-2021, D4RN-30211, D4RN-30002
LTO and LO-360-E1A6D D4LN-2021, D4LN-30211, D4LN-30002
Magnetos, Slick:
O-360-A1H6 42703, 42733
LO-360-A1H6 42023, 42303
Magneto Timing 25° BTC1&3, 20° BTC2
Magneto Point Clearance .016 ± .001
Spark Plug Gap Setting Refer to Latest Issue of Lycoming
Service Instruction No. 1042
Firing Order 1-3-2-4
Starter — Prestolite (12volt):
Left Engine MZ - 4222
Right Engine MZ - 4220
Alternator — Prestolite (60 amp) ALY - 64211&2
Alternator — Prestolite (70 amp) ALX - 84211S3
Alternator Voltage Regulator, LAMAR B-00288-1, B-00392-13
Alternator Overvoltage Relay, WICO FOC-4002B1&2
NOTES: 1. PA-44-180 ONLY

2. PA-44-180T ONLY
3. PA-44-180, S/N 44-95001 and up.
6-00-00
Page 6-1
1B5 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T

MODEL PA-44-180 / 180T4
PROPELLER TWO BLADE THREE BLADE
Manufacturer Hartzell Hartzell
Hub and Blade Model:
Right Engine HC-C2Y(K,R)-2CLEUF/FJC7666A-2R HC-C3YR-2LEUF/FJC7663-5R
Left Engine HC-C2Y(K,R)-2CEUF/FC7666A-2R HC-C3YR-2EUF/FC7663-5R
Diameter 74 inches 73 inches
Diameter, Minimum 72 inches 72 inches
Blade Angle, Low Pitch2 12.4° ± 0.2°, 13.1° ± 0.2°1 10.6° ± 0.1°, 11.2° ± 0.1°1
Blade Angle, Feather2 79° - 81° 81° - 83°
Governor Control Hartzell Hartzell
Left Engine E-3-2 Same
Right Engine E-3-2L, E-8-2L3 Same
Left Engine1 E-3-5 Same
Right Engine1 E-3-5L, E-8-5L3 Same

NOTES: 1. PA-44-180T ONLY.
2. MEASUREMENT TAKEN AT 30 INCH STATION.
3. SYNCHROPHASER INSTALLATION ONLY.
4. Option not available on S/N 44-95001 and up.
FUEL SYSTEM
Fuel Tank 2 (1 each wing)
Capacity 55 U.S. Gallons
Unusable Fuel 1 U.S. Gallons
Total Capacity (Both) 110 U.S. Gallons
Total Unusable Fuel 2 U.S. Gallons
Total Usable Fuel 108 U.S. Gallons
LANDING GEAR
Type Fully Retractable
Shock Strut Type Air - Oil Oleo
Fluid Required (Strut, Brakes & Hydraulic System) MIL-H-5606
Wheel Tread 10.54 ft.
Wheel Base 8.4 ft.
6-00-00
Page 6-2
April 15, 2012 1B6
PIPER AIRCRAFT
PA-44-180/180T

MODEL PA-44-180 / 180T
LANDING GEAR
Nose Wheel Travel 21° left, 21° right
27° left, 27° right
Turning Radius (Minimum):
Nose Wheel 19.5 ft.
Wing Tip 37.7 ft.
Wheel, Nose Cleveland 40-77B, 5.00 x 5 or
McCauley D-30500, 5.00 x 5
Wheel, Main Cleveland 40-90C, 6.00 x 6 or
Cleveland 40-120C, 6.00 x 6
Brake, Type Cleveland 30-65 Double Disc or
Cleveland 30-93 (Heavy Duty )
Tire, Nose McCreary Type III, 5.00 x 5 (6 ply) or
B.F. Goodrich Type III, 5.00 x 5 (6 ply)
Tires, Main McCreary Type III, 6.00 x 6 (8 ply) or
B.F. Goodrich Nylon Type III, 6.00 x 6 (8 ply)
Tire Pressure, Nose 50 psi @ Gross Weight PPS50025
Tire Pressure, Main 53 psi @ Gross Weight PPS50025
Nose Gear Strut Pressure 125 ± 12.5 psi
Nose Gear Visible Piston Extension
(Under Static Load)1 2.7 ± 0.25 inches
Main Gear Strut Pressure 200 ± 20 psi
Extension
(Under Static Load)1 2.6 ± 0.25 inches
NOTE: 1. STATIC LOAD IS THE EMPTY WEIGHT OF THE AIRCRAFT PLUS FULL FUEL AND OIL.
6-00-00
Page 6-3
1B7 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
Figure 6-1. Three View
6-00-00
Page 6-4
April 15, 2012 1B8
PIPER AIRCRAFT
PA-44-180/180T
2. STATION REFERENCE LINES.

In order to facilitate the location of various components of the airplane which require maintenance and
servicing, a method utilizing fuselage station, wing station or buttock line (BL), and waterline (WL)
designations is frequently employed in this manual. (Refer to Figure 6-2.) Fuselage stations, buttock lines,
and waterlines are reference points measured by inches in the vertical or horizontal direction from a given
reference line which indicates station locations of structural members of the airplane.
Figure 6-2. Station References
6-00-00
Page 6-5
1B9 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
6-00-00
Page 6-6
April 15, 2012 1B10
PIPER AIRCRAFT
PA-44-180/180T
3. WEIGHT AND BALANCE DATA.

When figuring various weight and balance computations, the empty, static and gross weight, and center of
gravity of the airplane may be found in the Weight and Balance Form of the Airplane Flight Manual.
4. SERIAL NUMBER PLATE.
The serial number plate is located on the bottom of the fuselage forward of station 247.125. The serial
number should always be used when referring to the airplane on service or warranty matters.
5. ACCESS AND INSPECTION PROVISIONS.
The access and inspection provisions for the airplane are shown in Figure 6-3. The component to be
serviced or inspected through each opening is identified in the illustration. All access plates and panels
are secured by either metal fasteners or screws. “Access plates and panels” includes all forms of covers,
cowlings, fairings, plates, panels, tips, etc. identified in Figure 6-3 which may be removed for access to any
component or space. To enter the aft section of the fuselage, remove the rear trim panel.
6-00-00
Page 6-7
1B11 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
Access Plates and Panels

Figure 6-3 (Sheet 1 of 2)
6-00-00
Page 6-8
April 15, 2012 1B12
PIPER AIRCRAFT
PA-44-180/180T
Access Plates and Panels

Figure 6-3 (Sheet 2 of 2)
6-00-00
Page 6-9
1B13 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
GRIDS 1B14 THRU 1B24

INTENTIONALLY BLANK
6-00-00
Page 6-10
April 15, 2012 1B14
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 8 - LEVELING AND WEIGHING
TABLE OF CONTENTSIEFFECTIVITY
CHAP1ER
SECTION GRID
SUBJECT SUBJECT NO. EFFECTIVITY
8-10-01 LEVELING lC8 8-80
8-20-01 WEIGHING lC9
8 - Cont. IEffec.
Page - 1
Revised: May 15, 1989
1C6
PIPER AIRCRAFT
PA-44-180/180T
THIS PAGE INTENTIONALLY LEFT BLANK
1C7
PIPER AIRCRAFT
PA-44-180/180T
LEVELING.
All configurations of the airplane are provided with a means for longitudinal and lateral leveling. The
airplane may be leveled while on jacks, during the weighing procedure while the wheels are on the ground. To
level the airplane for purposes of weighing or rigging, the following procedures may be used:
1. To longitudinally level the airplane, partially withdraw the two leveling screws located immediately
below the left front side window. (Refer to Figure 8-1). Place a spirit level on these screw heads and
deflate the nose wheel tire or adjust the jacks until the bubble of the level is centered.
2. To laterally level the airplane, place a spirit level across the main spar box (Refer to Figure 8-1) and
deflate the tire on the high side of the airplane or adjust either jack until the bubble of the level is
centered.
A368
D M ) <D 0
., ~ ~;
," ,I
) ~ , I ,
Longitudinally Laterally
Figure 8-1. Leveling Airplane
8-10-01
Page 8-01
1C8
PIPER AIRCRAFT
PA-44-180/180T
WEIGHING. (Refer to Figure 8-2)
The airplane may be weighed by the following procedure:

1. Position a scale and ramp in front of each of the three wheels.
2. Secure the scales from rolling forward and tow the airplane up onto the scales. (Refer to Towing,
Chapter 9).
3. Remove the ramp so as not to interfere with the scales.
4. If the airplane is to be weighed for weight and balance computations, level the airplane.
-END-
2283
Figure 8-2. Weighing
8-20-01
Page 8-02
1C9
CHAPTER
TOWING AND TAXIING
1C10
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 9 - TOWING AND TAXIING
CHAP1ER
SECTION GRID
9-10-00 TOWING 1C13
9-20-00 TAXIING 1C13
9 - Cont. IEffec.
Page - 1
1C11
PIPER AIRCRAFT
PA-44-180/180T
1C12
PIPER AIRCRAFT
PA-44-180/180T
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. WHEN MOVING THE AIRCRAFT FORWARD
BY HAND, A VOID PUSHING ON THE TRAILING EDGE OF THE
AILERONS AS THIS WILL CAUSE THE AILERON CONTOUR TO
CHANGE RESULTING IN AN OUT-OF-TRIM CONDITION.
The airplane may be moved by using the nose wheel steering bar that is stowed below the forward ledge of
the rear baggage compartment or power equipment that will not damage or cause excess strain to the nose gear
steering assembly. Tow bar engages front axle inside fork.
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 to ride in the pilot's seat to maintain control by use of the brakes.
TAXIING.
Before attempting to taxi the airplane, ground personnel should be checked out by a qualified pilot or other
responsible person. Engine starting and shutdown 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:
1. Taxi forward a few feet and apply brakes to determine their effectiveness.
2. Taxi with propellers set in low pitch, high RPM setting.
3. While taxiing, make slight turns to ascertain the effectiveness of steering.
4. Observe wing clearances when taxiing near buildings or other stationary objects. If possible, station a
guide outside the airplane to observe.
5. When taxiing on uneven ground, look for and avoid holes and ruts.
6. Do not operate the engines 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.
-END-
9-20-00
Page 9-01
1C13
CHAPTER
PARKING AND MOORING
1C14
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 10 - PARKING AND MOORING
CHAP1ER
SECTION GRID
10-10-00 PARKING ICl7
10-20-00 MOORING ICl7

10-21-00 Locking Airplane ICl7
10 - Cont.lEffec.
Page -1
1C15
PIPER AIRCRAFT
PA-44-180/180T
PARKING.
When parking the airplane, insure that 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 is
recommended that it be moored.
1. To park the airplane, head it into the wind, if possible.
2. Set the parking brake by pulling back the brake lever and depressing the knob attached to the left side of
the handle. Then release the handle. To release the parking brakes, pull back on the brake lever to
disengage the catch mechanism. Then allow the handle to swing forward.
-Note-
Care should be taken when setting brakes that are overheated or during cold weather
when accumulated moisture may freeze the brakes.
3. The aileron and stabilator controls may be secured with the pilot's seat belt.
MOORING.
The airplane is moored to insure its immovability, protection, and security under various weather conditions.
The following procedure gives the instruction for proper mooring of the airplane:
1. Head the airplane into the wind, if possible.
2. Block the wheels.
3. Lock the aileron and stabilator controls by looping the pilot's seat belt around wheel.
-CAUTION-
USE SQUARE OR BOWLINE KNOTS. DO NOT USE SLIP KNOTS.

4. Secure tie-down ropes to the wing tie-down rings and the tail skid at approximately 45 degree angles to
the ground. When using rope constructed of non-synthetic material, leave sufficient slack to avoid
damage to the airplane when the ropes contract due to moisture.
-Note-
Additional preparations for high winds include using tie-down ropes form the landing
gear forks, securing the rudder, and securing the props to prevent windmilling.
LOCKING AIRPLANE.
The right cabin door is provided with a key lock on the outside. The cabin door lock and nose baggage
compartment door lock use the same key.
-END-
10-21-00
Page 10-01
1C16
CHAPTER
REQUIRED PLACARDS
1C17
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 11 - REQUIRED PLACARDS
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
11-00-00 GENERAL 1C19

11-20-00 PLACARDS AND MARKINGS 1C19 9R 6-95
11 - Cont.!Effec.
Page -1
Reissued: July 30, 1994
let8
PIPER AIRCRAFT
PA-44-180/180T
GENERAL.
PLACARDS AND MARKINGS.

10 NAMEPLATE - PIPER SEMINOLE 480 PLACARD - FLAP LEVER 910 PLACARD - CIRCUIT PROTECTOR,
20 MEDALLION - PIPER LOGO 490 MEDALLION - PIPER, CONTROL PROPELLER SYNCHROPHASER
30 PLACARD - FLAP WARNING WHEEL 920 PLACARD - HYDRAULIC FLUID
40 PLACARD - OPEN570PLACARD - 500 PLACARD - CABIN AIR SPEC
MIKE AND PHONE 510 PLACARD - DOME LIGHT MAXIMUM 930 PLACARD - OXYGEN GAUGE
50 PLACARD - LATCH58PLACARD - 520 PLACARD - CIRCUIT BREAKER, LIGHT
AlP INTR. TOP 940 PLACARD - OXYGEN
60 PLACARD - DOOR LOCK 530 PLACARD - CIRCUIT BREAKER, 950 PLACARD - NOT APPROVED FOR
70 PLACARD - STORM WINDOW CENTER FLIGHT IN ICING CONDITIONS
80 PLACARD - EMERGENCY EXIT 540 PLACARD - CIRCUIT BREAKER, 960 PLACARD - PROP HEAT
DOOR BOTTOM 97, PLACARD - PROP HEAT AMPS
90 PLACARD - OLEO SERVICE 550 PLACARD - EXTERNAL POWER 980 PLACARD - ELT WARNING
INSTRUCTIONS 560 PLACARD - PITCH TRIM 990 PLACARD - ELT LOCATION
100 PLACARD - TURN LIMIT 590 PLACARD - MIKE 1000 PLACARD - RADAR ALTIMETER
110 PLACARD - TURN LIMIT CENTER 600 PLACARD - WARNING ON-OFF
MARK 610 PLACARD - MIKE 1010 PLACARD - RADAR ALTIMETER
120 PLACARD - OLEO SERVICE 620 PLACARD - HEADPHONE OFF FOR TAKEOFF
INSTRUCTIONS 630 PLACARD - MIKE AND PHONE 1020 PLACARD - RADAR ALTIMETER
130 PLACARD - FUEL SELECTOR 64 oPLACARD - OMNI COUPLER 103 oPLACARD - WARNING, MAY BE
140 PLACARD - STABILATOR TRIM SWITCH UNRELIABLE
150 PLACARD - ENGINE CONTROLS 650 PLACARD - ELECTRIC PITCH TRIM 1040 PLACARD - STARTER ON
160 PLACARD - CARBURETOR HEAT 660 PLACARD - GLIDE SLOPE COUPLER 1050 PLACARD - PROP HEAT
17, PLACARD-OPERATING LIMITATIONS 670 PLACARD - RADIO POWER, ON 1060 PLACARD - ON-OFF
180 PLACARD - SOFT WEAR OFF 1070 DECAL - AVGAS
190 PLACARD - BAGGAGE LIMITATIONS 680 PLACARD - EMERGENCY BUS
200 DELETED SWITCH - NOTES-
210 PLACARD - RUDDER TRIM 690 PLACARD - ALTITUDE REPORTER USED ONLY ON PA-44-180, SIN's
(I)
220 PLACARD - COWL FLAP INSTALLED
44-7995001 THRU 44-8195009
230 PLACARD - STROBE LIGHT WARNI NG 700 PLACARD - CAUTION COMPASS
240 PLACARD - CLOSED-OPEN DEVIATION
250 PLACARD - WARMER 710 PLACARD - CARBURETOR ICE
260 PLACARD - OFF-ON DETECTOR
270 PLACARD - AIR INTAKE, TEMPo, DEFo 720 PLACARD - SENSITIVITY
280 PLACARD - OPERATION 73 PLACARD - MANIFOLD PRESSURE
290 PLACARD - OVER HEAT 740 PLACARD - WARNING
300 PLACARD - FRESH AIR FAN 750 PLACARD - OXYGEN SUPPORT
310 PLACARD - WINTERIZATION KIT 760 PLACARD - PRIMER
320 PLACARD - RADIO LlGHTSIPANEL 770 PLACARD - OIL CHANGE
LIGHTS 780 PLACARD - PIPER AIRE
330 PLACARD - GEAR UP-DOWN 790 PLACARD - DO NOT PUSH
340 PLACARD - EMERGENCY GEAR 800 PLACARD - LEVEL POINT
350 PLACARD - PULL TO RELEASE 810 PLACARD - NO STEP
360 PLACARD - PARK BRAKE PULL 820 PLACARD - DOOR RELEASE
370 PLACARD - LANDING CHECKLIST (1) 830 PLACARD - OIL SPEC
380 PLACARD - TAKEOFF CHECKLIST (1) 840 PLACARD - CLIMATE CONTROL
CENTER
390 PLACARD - ALTERNATE STATIC
850 PLACARD - TRANSPONDER
400 PLACARD-SINGLE ENGINE STALLs (1)
IDENTIFIER
410 PLACARD - MINIMUM SINGLE 860 PLACARD - NAV 1 OFF NAV 2
ENGINE CONTROL SPEED (I) 870 PLACARD - RADAR
420 PLACARD - DEMONSTRATED 880 PLACARD - CAUTION COMPASS
CROSSWIND (1) DEVIATION
430 PLACARD - MANEUVERING SPEED (I) 890 PLACARD - TAKEOFF AND LANDING
OPERATION
440 PLACARD - GEAR RETRACT (1)
900 PLACARD - PROPELLER
450 PLACARD - PRESS TO TEST SYNCHROPHASER (MANUAL-
460 PLACARD - FUEL ONLY AUTO)
470 PLACARD - FUEL DRAINS
Figure 11-10 Placards and Decals (Sheet 1 of 2)

11 -20-00
Page 11-01
Revised: June 20, 1995
lC19
PIPER AIRCRAFT
PA-44-180/180T
80
79
9-10-11-.-:Jp:*¥=,,;;;:;;;;~
100
INSTRUMENT PANEL APLICABlE ONLY TO PA-44-180, SIN's 44-7995001 THRU 44-8195026, AND PA-44-180T
Figure 11-1. Placards and Decals (Sheet 2 of 2)
11 -20-00
Page 11-02
Revised: June 20,1995
lC20
PIPER AIRCRAFT
PA-44-180/180T
2 3
22
21
L NON R Gear Hyd Pump

LAlt L Eng L Fuel R Alt R Eng R Fuel Fuel Start Elec
I
ALT BAT ESS ALT Field GRP Pump Field GRP Pump Qty & Acc Tach lind Warn I I Cont Pwr
00001 0000000000000 Turn & Stall Annun lights Pltot Lights

Nav Antl-C~I Ldg I Heat I Std-By Recog I Htr
Elwr
Bank Detect Pnl IPnl Sw
MAIN AVI MAIN
BUS 0000000000000
BUS BUS BUS
00001 Pitch
Trim
Auto
Pilot
Audio Comm
Comp Select #1
Nav
#1
Avi Comm
XPDR Bustie Nav 2
ADF Mcr
Bcn
00000000000
1. PLACARD - AIR SPEEDS 13. PLACARD - GEAR SWITCH
2. PLACARD - PRESS TEST 14. PLACARD - EMERGENCY GEAR RELEASE
3. PLACARD -MAINTENANCE 15 PLACARD - EMERGENCY GEAR RELEASE KNOB
4. PLACARD - WINTERIZATION KIT 16. PLACARD - SWITCH AND PANEL LIGHTS
5. PLACARD - FLIGHT OPERATIONS (HEATER) 17. PLACARD -PARK BRAKE
6. PLACARD - CLOSED - OPEN 18. PLACARD - REGISTRATION NUMBER
7. PLACARD - WARMER (HEATER) 19. PLACARD - PRIMER
8. PLACARD - AIR TEMPERATURE (DEFROST) 20. PLACARD - ALTERNATE STATIC
9. PLACARD - OFF - ON DEFROST 21. PLACARD - PHONE
10. PLACARD -HEATER 22. PLACARD - MIKE
11. PLACARD - CARBURETOR HEAT 23. PLACARD - PARKING BRAKE
12. PLACARD - ENGINE CONTROL COVER
Figure 11-2. Placards and Decals (SIN 44-95001 and up)
11 -20-00
Page 11-03
le21
PIPER AIRCRAFT
PA-44-180/180T
11-20-00
Page 11-4
April 15, 2012 1C22
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER
12
Servicing
1C23
PIPER AIRCRAFT
PA-44-180/180T
1C24
PIPER AIRCRAFT
PA-44-180/180T
Chapter 12 - Servicing
Table of Contents
Chapter Grid
Section Subject No.
12-00-00 GENERAL 1C27
12-10-00 REPLENISHING 1D1

Fuel System 1D1
Filling Fuel Tanks 1D1
Water Contamination 1D1
Draining Moisture From Fuel System 1D1
Draining Fuel System 1D2
Oil System 1D2
Draining Oil Sump 1D2
Filling Oil Sump 1D2
Oil Screen (Suction) 1D2
Recommendations for Changing Oil 1D3
Oil Filter (Full Flow) 1D3
12-20-00 SCHEDULED SERVICING 1D5

Landing Gear 1D5
Servicing Oleo Struts 1D5
Filling Nose Gear Oleo Strut 1D5
Filling Main Gear Oleo Struts 1D6
Inflating Oleo Struts 1D7
Servicing Steering Bungees 1D7
Brake System 1D7
Filling Brake Cylinder Reservoir 1D7
Draining Brake System 1D8
Tires 1D8
Tire Balance 1D8
Hydraulic System 1D9
Hydraulic Pump/Reservoir 1D9
Battery 1D9
Induction Air Filter 1D9
Removal of Air Filter 1D9
Service Instructions (Inspection and Replacement)
Alternate Air Heat Door 1D10
Cleaning 1D10
Engine Compartments 1D10
Landing Gear 1D11
Exterior Surfaces 1D11
Windshield and Windows 1D12
Headliner, Side Panels and Seats 1D12
Carpets 1D12
12 - CONTENTS
Page 1
1C25 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
Chapter 12 - Servicing
Chapter Grid
Section Subject No.
12-20-00 SCHEDULED SERVICING (cont)

Lubrication Instructions 1D13
Application of Oil 1D13
Application of Grease 1D13
Lubrication Charts 1D14
12 - CONTENTS
Page 2
April 15, 2012 1C26
PIPER AIRCRAFT
PA-44-180/180T
GENERAL
This chapter contains routine handling and servicing procedures that are most frequently encountered.
Frequent reference to this section will aid the individual by providing information such as the location of
various components, ground handling procedures, routine service procedures and lubrication. When any
system or component requires service other than the routine procedures as outlined in this section, refer to
the appropriate section for that component.
2270
13 12 11 10 9
141 2 4 8
1. ENGINE OIL FILL 8. MAIN GEAR STRUT

2. INDUCTION AIR FILTER 9. PROPELLER AIR CHARGE
3. ENGINE OIL FILTER 10. INSTRUMENT AIR FILTER
4. FUEL FILLER 11. BRAKE RESERVOIR
5. ENGINE OIL SUCTION SCREEN 12. NOSE GEAR STRUT
6. FUEL SYSTEM DRAINS 13. BATTERY
7. HYDRAULIC RESERVOIR AND PUMP 14. FUEL FILTERS
Figure 12-1. Service Points
12-00-00
Page 12-1
1C27 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
12-00-00
Page 12-2
April 15, 2012 1C28
PIPER AIRCRAFT
PA-44-180/180T
REPLENISHING
1. FUEL SYSTEM.
At intervals of 50 hours or 90 days, whichever comes first, clean the fuel filter pack. Remove and clean the
filters in accordance with the instructions outlined in Chapter 28. inspection intervals of the various fuel
system components may be found in Chapter 5.
Note: Refer to Chapter 28 for fuel anti-icing additive information and cautions.
A. FILLING FUEL TANKS.
The fuel tank of each wing is filled through a single filler located on top of the nacelle. Each tank has
a capacity of 55 U.S. gallons, giving a total capacity of 110 U.S. gallons.
(1) Observe all required safety precautions for handling gasoline.
(2) Fill the tanks with fuel as specified on the placard adjacent to the filler neck.
B. Water Contamination.
Warning: pilots, owners, operators, maintenance, and service personnel
should assume some water exists in the fuel system.
Water may enter the fuel tank system via any penetration in the wing fuel tank and from moisture
condensation inside the tank. Water in the fuel may come out of solution, settle and make its way to
a drain location in the form of a blob, pea, or BB-shaped translucent mass found at the bottom of the
sampler cup. Water suspended in the fuel may lead to a cloudy or hazy appearance in the sampler cup.
Water may have dissolved in the fuel, but conditions have not yet occurred to cause the water to come
out of solution and perhaps adhere to the dry tank upper surface or walls (similar to condensation).
See FAA Special Airworthiness Information Bulletin (SAIB) No. CE-12-06 for additional information.
C. DRAINING MOISTURE FROM FUEL SYSTEM.
To facilitate draining the fuel system fuel filters, lines and tanks of moisture and foreign matter, drains
are incorporated in the fuselage at a point just aft of the right flap trailing edge.
Note: There is no single point of drainage that can be used to check for all fuel system contaminants
simultaneously.
With the airplane in the normal ground attitude and starting at the highest drain location, check all
drain locations for contaminants before every flight, whether or not refueling has occurred. Have fuel
sample disposal provisions and proper lighting at your disposal to properly check for fuel tank system
contamination.
(1) Drain at least one cup of fuel (using a clear sampler cup) from each drain location: drain as
required to completely flush the lines and fuel filters in each of the fuel selector positions.
(2) Check for water, clarity, cloudiness, haze, proper fuel type/grade (i.e.; 100LL is light blue in tint,
jet fuel is clear or yellowish), odor, or other contaminants.
(3) Allow time between fueling and draining. It takes time for any contaminates to settle to sump
area prior to draining tanks.
(4) If any contamination is detected in the fuel tank system, thoroughly drain all drain locations again.
(5) If contamination is observed, take further samples until the fuel appears clear, and gently rock the
airplane in both the roll and pitch axis to move any additional contaminants to the drain points.
(6) Take repeated samples from all drain locations until all contamination has been removed.
12-10-00
Page 12-3
1D1 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
(7) If contaminants are still present, do not fly the airplane. Have qualified maintenance personnel
drain and purge the fuel tank system. Remove all evidence of contamination prior to further
flight.
D. DRAINING FUEL SYSTEM.
The bulk of the fuel may be drained by opening the valves at the right hand side of the fuselage just
forward of the entrance step or by siphoning (when draining fuel through the drain valves, the selector
valves should be "ON"). The remaining fuel in the lines may be drained through the gascolators.
2. OIL SYSTEM.
The engine oil level should be checked before each flight and the oil changed after each 50 hours of engine
operation or each four months. During oil change the oil screen(s) should be removed and cleaned, and the
oil filter cartridge replaced.
CAUTION: DO NOT INTRODUCE ANY TRADE ADDITIVE TO THE BASIC LUBRICANT EXCEPT
AS RECOMMENDED BY THE MANUFACTURER IN THE LATEST REVISION OF
LYCOMING SERVICE BULLETIN NO. 446.
Note: Add one six ounce can of LW-16702 to the engine oil every 50 hours or at each oil change in
accordance with the latest revision of Lycoming Service Bulletin No. 446.
The engine manufacturer does not recommend oils by brand names. Use a quality brand Aviation Grade
oil of the proper season viscosity.
A. DRAINING OIL SUMP.
To drain the oil sump, provide a suitable container with a minimum capacity of that required to fill
the sump. Remove the upper cowl, on the inboard lower side of each engine an oil quick drain is
provided. To drain oil place a tube of the proper diameter on the quick drain and push into drain. After
completion of draining remove tube and check to make sure that quick drain has properly sealed. It
is recommended the engine be warmed to operating temperature to insure complete draining of the
old oil.
B. FILLING OIL SUMP.
The oil sump should normally be filled with oil to the mark on the engine dipstick. The specified
grade of oil may be found in the Lubrication Chart, or on the cowl panel access door of each engine.
To service the engine with oil, open the access door of the cowl and remove the oil filler cap.
C. OIL SCREEN (SUCTION ).
The oil suction screen is located on the bottom aft end of the engine sump, installed horizontally. to
remove, cut the safety wire and remove the hex head plug. The screen should be cleaned at each oil
change to remove any accumulation of sludge and to examine for metal filings or chips,. If metal
particles are found in the screen, the engine should be examined for internal damage. After cleaning
and inspection, place the screen inside the recess in the hex head plug to eliminate possible damage
to the screen. Insert the screen into the housing and when certain that the screen is properly seated,
tighten and safety the plug with MS-20995-C41 safety wire.
12-10-00
Page 12-4
April 15, 2012 1D2
PIPER AIRCRAFT
PA-44-180/180T
D. RECOMMENDATIONS FOR CHANGING OIL.

Refer to latest revision of Lycoming Service Instruction No. 1014 and Service Bulletins No. 446 and
480.
(1) In engines that have been operating on straight mineral oil for several hundred hours, a change
to ashless dispersant oil should be made with a degree of caution, since the cleaning action of
some ashless dispersant oils will tend to loosen sludge deposits and cause plugged oil passages.
When an engine has been operating on straight mineral oil and is known to be in excessively
dirty condition, the switch to ashless dispersant oil should be deferred until after the engine is
overhauled.
(2) When changing from straight mineral oil to ashless dispersant oil, the following precautionary
steps should be taken:
(a) Except when using LW-16702 (Lycoming Service Bulletin No. 446) do not add ashless
dispersant to straight mineral oil. Drain the straight mineral oil from the engine and fill with
ashless dispersant.
(b) Do not operate the engine longer than five hours before the first oil change.
(c) Check all oil screens for evidence of sludge or plugging and change oil every ten hours
if sludge conditions are evident. Repeat 10 hour checks until clean screen is noted, then
change oil at recommended time intervals.
Note: Add one six ounce can of LW-16702 to the engine oil every 50 hours or at each oil
change in accordance with the latest revision of Lycoming Service Bulletin No. 446.
E. OIL FILTER (FULL FLOW).
(1) The oil filter should be replaced after each 50 hours of engine operation; this is accomplished by
removing the lockwire from the bolt head at the end of the filter housing, loosening the bolt, and
removing the filter assembly from the adapter.
(2) Before discarding the throw away filter, remove the element for inspection by using Champion
cutter tool CT-470. Available from Champion Spark Plug Co., Toledo, Ohio 43601. It will cut
open any spin-on type oil filter for inspection. Examine the material trapped in the filter for
evidence of internal engine damage such as chips or particles from bearings. In new or newly
overhauled engines, some small particles of metallic shavings might be found; these are generally
of no consequence and should not be confused with particles produced by impacting, abrasion or
pressure. Evidence of internal engine damage found in the oil filter justifies further examination
to determine the cause.
(3) After the filter has been replaced, tighten the attaching bolt within 15 to 18 foot-pounds of
torque. Lockwire the bolt through the loops on the side of the housing to the drilled head of
the thermostatic valve. Be sure the lockwire is replaced at both the attaching bolt head and the
thermostatic oil cooler bypass valve.
12-10-00
Page 12-4A
1D3 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
12-10-00
Page 12-4B
April 15, 2012 1D4
PIPER AIRCRAFT
PA-44-180/180T
SCHEDULED SERVICING
LANDING GEAR.
SERVICING OLEO STRUTS.
CAUTION: DO NOT EXCEED THESE TUBE EXPOSURES.
The air-oil type oleo strut should be maintained at proper strut piston tube exposures for best oleo action.
The nose gear strut must have approximately 2.70 +/- .25 inches of piston tube exposed, while the main
gear strut requires approximately 2.60 +/- .25 inches of tube exposure.
Note: Normal Static load is the empty weight of the airplane plus full fuel and oil.
These measurements are taken with the airplane sitting on a level surface under normal static load.
WARNING: Do not release air by removing the strut valve core or filler
plug. Depress the valve core pin until the strut chamber pressure
has diminished.
CAUTION: Clean all dirt and foreign particles from around the filler plugs
with compressed air and/or with a quick drying solvent.
If the strut has less tube exposure than prescribed, determine whether it needs air or oil by rocking the
airplane. If the oleo strut oscillated 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. 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. For repair procedures of the landing gear and/ or oleo struts, refer to Chapter 32
of this manual.
FILLING NOSE GEAR OLEO STRUT.
The nose gear should be serviced with MIL-H-5606 hydraulic fluid only. The nose gear is filled as follows:
(1) Raise the airplane on jacks as explained in Chapter 7, and place a pan under the gear to catch spillage.
(2) Remove the cap from the air valve and release the air pressure by depressing the valve core.
(3) Remove the valve from the filler plug at the top of the strut housing.
(4) Fully compress the piston tube and fill the strut with hydraulic fluid to the level of the hole for the
valve .
(5) Remove the core from the valve and install the valve back in the filler plug. Torque valve 350 to 400
inch-pounds.
(6) Attach one end of a clean plastic hose to the valve and submerge the other end in a container of clean
hydraulic fluid, making sure the end of the hose is below the surface of the 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 prolonged filling operations.
(7) Fully compress and extend the piston tube, thus expelling any air trapped within 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.
(8) When air bubbles cease to flow through the hose, compress the piston fully and remove the hose from
the valve stem.
12-20-00
Page 12-5
1D5 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
DRAINING BRAKE SYSTEM.
To drain the brake system, connect a hose to the bleeder fitting on the bottom of the cylinder and place the
other end of the line in a suitable container. Open the bleeder and slowly pump the hand brake lever and the
desired brake pedal until fluid ceases to flow. To drain the wheel brake unit, disconnect the line at the bottom of
the unit and allow fluid to flow into a suitable container. To clean the brake system, flush with denatured alcohol.
TIRES.
The tires should be maintained at the pressure specified in Chart 601 of Chapter 6. When checking tire
pressure examine the tires for wear, cuts, bruises and slippage. The tire, tube, and wheel should be balanced
when installed. Align the index mark on the tire with the index mark on the tube.
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. and an inexpensive balancer can
be made that will balance almost any tire for light aircraft. Refer to Chapter 91 for balancer details. Balance the
tire as follows:
1. Mount the tire and tube (if one is used) on the wheel, but do not install the securing bolts. Install the
wheel bearings in the wheel; 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 112 ounce patch across 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 center line 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 air the tire and recheck the balance. The
wheel should not be more than 1/ 2 ounce out of balance.
12-23-01
Page 12-08
108
PIPER AIRCRAFT
PA-44-180/180T
HYDRAULIC SYSTEM.
The hydraulic pump and landing gear actuating cylinders should be checked for leaks, tightness of line fittings
and general condition The cylinder rods are to be free of all dirt and grit. To clean the rods, use an oil soaked rag
and carefully wipe them, All the hydraulic lines should also be checked for leaks, kinks. corrosion and attachment
fittings for tightness and security, Repair and check procedures for the hydraulic pump, cylinders, and various
components may be found in Chapter 29.
HYDRAULIC PUMPIRESERVOIR.
The fluid level of the reservoir of the combination pump and reservoir should be checked every 50 hours by
viewing the fluid through the filler plug hole in the hydraulic pump. Access to the pump is through the panel at
the rear of the baggage compartment. To check fluid level, remove the filler plug located on the forward side of
the pump and ascertain that fluid is visible up to the bottom of the filler plug hole, except on the Oildyne pump,
observe the fluid level on the dipstick. Should fluid be below the hole or the recommended level on the stick,
loosen the vent screw and add fluid (See Note) , MIL-H-5606, through the filler hole until full. Reinstall the filler
plug.
-Note-
A small vent hole is located under the vent screw head. Retain .015 inch clearance
between the screw head and the small vent hole.
With regards to the Oildyne pump installed on aircraft SIN 44-95001 and up, the filler
plug is a combination vent screwlfiller plug. To install, tighten to full tight and loosen
1 112 turns. These instructions are also placarded on the pump reservoir.
BATTERY.
Servicing of the battery which is through the panel of the baggage compartment, involves adding distilled
water to maintain electrolyte even with the horizontal, baffles, checking cable connections, and checking for any
spilled electrolyte that would lead to corrosion. A check for proper fluid level and presence of corrosion should
be conducted at intervals of 50 hours or 30 days, whichever comes first. When corrosion is found, at each 100
hour inspection or every 90 days, the battery should be removed from the box and the battery and box should be
cleaned. Removal, cleaning, and charging instructions may be found in Chapter 24.
INDUCTION AIR FILTER.
REMOVAL OF AIR FILTER.
The induction air filter is located on the right rear side of the engine compartment. and may be removed by the
following procedure:
1. Remove the upper cowling.
2. Release the fasteners, remove filter cover as applicable.
3. Remove the filter.
12-26-01
Page 12-09
109
PIPER AIRCRAFT
PA-44-180/180T
SERVICE INSTRUCTIONS (INSPECTION AND REPLACEMENT).
1. The air filter must be inspected at least once every 50 hours. Under extremely adverse operating
conditions, it must be inspected more frequently. Replace as required.
2. When returning existing filter to service, rap gently on a hard flat surface to remove embedded debris.
Be careful not to damage sealing ends.
3. Inspect filter housing for damage.
4. The filter housing may be cleaned by wiping with a clean cloth soaked in a suitable quick drying type
solvent.
INSTALLA TION OF AIR FILTER.
1. Properly position the filter in the box assembly and secure the cover assembly with the fasteners.
ALTERNATE AIR HEAT DOOR (PA-44-180).
The alternate air door is located in the bottom assembly of the carburetor air box to provide a source of heated
air to the carburetor should there be an icing condition. The following should be checked during inspection:
1. Check that the air door seals are tight.
2. Check that when the cockpit control is in the closed position that the door is properly seated in the closed
position.
3. Actuate the door by operating the control lever in the cockpit to determine that it is not sticking or
binding.
4. Check the cockpit control cable for free travel.
CLEANING.
ENGINE COMPARTMENTS.
Before cleaning the engine compartments, place a strip of tape on the magneto vents to prevent any solvent
from entering these units.
1. Place a pan under the engines to catch waste.
-CAUTION-
DO NOT SPRAY SOLVENT INTO THE ALTERNATOR, STARTER, AIR

INTAKE, ALTERNATE AIR INLETS AND PRESSURE PUMP DRIVE AREA.
12-28-01
Page 12-10
1010
PIPER AIRCRAFT
PA-44-180/180T
2. With the engine cowlings removed, spray or brush the engines with solvent or a mixture of solvent and
degreaser as desired. It may be necessary to brush areas that were sprayed, where heavy grease and dirt
deposits have collected in order to clean them.
-CAUTION-
DO NOT OPERATE ENGINES UNTIL EXCESS SOLVENT HAS

EVAPORA TED OR OTHERWISE BEEN REMOVED.
3. Allow the solvent to remain on the engine from five to ten minutes, then rinse the engine clean with
additional solvent and allow to dry.
4. Remove the protective covers from magnetos.
5. Lubricate controls, bearing surfaces, etc., per Lubrication Chart.
LANDING GEAR.
Before cleaning the landing gear, place a plastic cover or similar material over the wheel and brake
assembly.
1. Place a pan under the gear to catch waste.
2. Spray or brush the gear area with solvent or a mixture of solvent and degreaser as desired. It may be
necessary to brush areas that were sprayed where heavy grease and dirt deposits have collected in order to
clean them. Do not brush micro switches.
3. Allow the solvent to remain on the gear from five to ten minutes, then rinse the gear with additional solvent
and allow to dry.
4. Remove the cover from the wheel and remove the catch pan.
5. Lubricate the gear per Lubrication Chart.
EXTERIOR SURFACES.
The airplane should be washed with a mild soap and water. Harsh abrasive or alkaline soaps or detergents
used on painted or plastic surfaces could make scratches or cause corrosion of metal surfaces. Cover areas where
cleaning solution could cause damage. To wash the airplane, the following procedure may be used:
1. Flush away loose dirt with water.
2. Apply cleaning solution with a rag, sponge or soft bristle brush.
3. To remove stubborn oil and grease, use a cloth dampened with naptha.
4. Where exhaust stains exist, allow solution to remain on the surface longer.
5. Any good automotive wax may be used to preserve the painted surfaces. Soft cleaning cloths or a chamois
should be used to prevent scratches when cleaning or polishing. A heavier coating of wax on the leading
surfaces will reduce the abrasion problems in these areas.
12-28-03
Page 12-11
1011
PIPER AIRCRAFT
PA-44-180/180T
WINDSHIELD AND WINDOWS.

1. Remove dirt, mud, etc., from exterior surfaces with clean water.
2. Wash with mild soap and warm water or an aircraft plastic cleaner. Use a soft cloth or sponge using a
straight rubbing motion. Do not rub surfaces harshly or in a circular motion.
3. Remove oil and grease with a cloth moistened with kerosene.
-Note-
Do not use gasoline, alcohol, benzene, carbon tetrachloride, thinner, acetone, or

window cleaning sprays.
4. After cleaning plastic surfaces, apply a thin coat of hard polishing wax. Rub lightly with a soft cloth. Do
not use a circular motion.
5. A severe scratch or mar in plastic can be removed by using jeweler's rouge to rub out the scratch. Smooth
both sides and apply wax.
6. To improve visibility through windows during nights through rain, a rain repellent such as "Repcon" should
be applied to the windshield and windows. The surfaces of the treated windshield will become so smooth
that water beads up and flows readily off the surface. Make sure to follow manufacturers instructions.
(Refer to Chart 9105, List of Consumable Materials.)
HEADLINER, SIDE PANELS AND SEATS.

-CAUTION-
SOL VENT CLEANERS REQUIRE ADEQUATE VENTILATION.

1. Clean headliner, side panels, and seats with a stiff bristle brush and vacuum where necessary.
2. Soiled upholstery, except leather, may be cleaned by using an approved air type cleaner or foam upholstery
cleaner. Carefully follow the manufacturer's instructions. Avoid soaking or harsh rubbing.
3. Leather material should be cleaned with saddle soap or mild soap and water.
CARPETS.
Use a small whisk broom or vacuum to remove dirt. For soiled spots, use a non-inflammable dry-cleaning
fluid. Floor carpets may be removed and cleaned like any household carpet.
12-280-06
Page 12-12
1012
PIPER AIRCRAFT
PA-44-180/180T
LUBRICA TION INSTRUCTIONS.

Proper lubrication procedures are of immeasurable value both as a means of 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 their relevant bearing surfaces, as detailed in the following paragraphs,
together with the observance of cleanliness will insure the maximum efficiency and utmost service of all moving
parts. Lubrication instruction regarding the locations, time intervals, and type of lubricants used may be found in
the Lubrication Chart. To insure the best possible results from the application of lubricants, the following
precautions should be observed:
1. Use recommended lubricants. Where general purpose lubricating oil is specified, but unavailable, clean
engine oil may be used as a satisfactory substitute.
2. Check the components to be lubricated for evidence of excessive wear and replace them as necessary.
3. Remove all excess lubricants from components in order to prevent the collection of dirt and sand in abrasive
quantities capable of causing excessive wear or damage to bearing surfaces.
-Note-
If the airplane is inactive for long periods of time, it should be lubricated in

accordance with Lubrication Chart every 90 days.
APPLICA TION OF OIL.

Whenever specific instructions for lubrication of mechanisms requiring lubrication are not available,
observe the following precautions:
1. Apply oil sparingly, never more than enough to coat the bearing surfaces.
2. Since the control cables are sufficiently coated by the manufacturer, additional protection for the prevention
of corrosion is unnecessary.
-CAUTION-
BE CAREFUL NOT TO ADD TOO MUCH OIL, BECAUSE THE EXCESS

WILL BE THROWN OFF DURING OPERATION AND WILL CAUSE
PITTING AND BURNING OF THE MAGNETO POINTS.
3. Squeeze the magneto cam follower felts at regular inspection periods. If oil appears on fingers, do not add
oil. If the felt is dry, moisten with light oil.
APPLICA TION OF GREASE.

Care must be taken when lubricating bearings and bearing surfaces with a grease gun, to insure that gun is
filled with new clean grease of the grade specified for the particular application before applying lubrication to the
grease fittings.
1. Where a reservoir is not provided around a bearing. apply the lubricant sparingly and wipe off any excess.
12-29-02
Page 12-13
1013
PIPER AIRCRAFT
PA-44-180/180T
2. Remove wheel bearings from the wheel hub and clean thoroughly with a suitable solvent. When
repacking with grease, be sure the lubricant enters the space between the rollers in the retainer ring.
Do not pack the grease into the wheel hub.
3. Use extra care when greasing the constant speed propeller hub to avoid blowing the clamp gaskets.
Remove one grease fitting and apply grease to the other fitting until fresh grease appears at the hole of
the removed fitting.
LUBRICATION CHARTS.
The lubrication charts consist of individual illustrations for the various aircraft systems and each compo-
nent 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.
Refer to Chapter 91 for a List of Consumable Materials and suggested vendors.
COMPONENT LUBRICANT FREQUENCY
1. MAIN GEAR PNOT POINTS, UPPER SIDE BRACE

SWNEL FITTING, MAIN GEAR SIDE BRACE LINK
ASSY. SEE SPECIAL INSTRUCTION 2 MIL-G-23827 100HRS
2. OLEO STRUT FILLER POINT, BRAKE RESERVOIR
SEE SPECIAL INSTRUCTION 4 AND CAUTION 1 MIL-H-5606 AS REQUIRED
3. HYDRAULIC PUMP RESERVOIR - SEE SPECIAL
INSTRUCTION 4 AND CAUTION 1 MIL-H-5606 100HRS
4. MAIN GEAR DOWN LOCK ASSEMBLY - SEE SPECIAL
INSTRUCTION 6 MIL-G-7711 100HRS
5. RETRACTION FITTING AND CYLINDER ATTACHMENT
POINTS, MAIN GEAR DOOR CONTROL ROD ENDS,
MAIN GEAR TORQUE LINKS - SEE SPECIAL
INSTRUCTION 6 MIL-L-7870 100HRS
---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
5A. EXPOSED OLEO STRUT SEE SPECIAL CARBON DIOXIDE RELEASE
INSTRUCTION 6. (SIN'S 4495001 AND UP) AGENT DRY LUBRICANT
MS-122N/C0 2 100 HRS
6. MAIN GEAR WHEEL BEARINGS - SEE SPECIAL TEXACO MARF AX ALL

INSTRUCTION 3 AND NOTE 2 PURPOSE GREASE OR MOBIL
GREASE 77 (OR MOBIL EP2
GREASE) 100 HRS
7. MAIN GEAR DOOR HINGE - SEE SPECIAL
INSTRUCTION 6 MIL-L-7870 100 HRS
SPECIAL INSTRUCTIONS
2. Bearings and Bushings - Clean exterior with a dry type solvent before lubricating.
3. Wheel Bearings - Disassemble and clean with a dry type solvent. Ascertain that grease is packed between the bearing roller and cone. Do not
pack grease in wheel housing.
4. Oleo Struts, Hydraulic Pump Reservoir and Brake Reservoir - Fill per instructions on unit or container.
6. Lubrication Points - Wipe all lubrication points clean of old grease, oil, dirt, etc., before lubricating.
NOTES
2. Wheel bearings require cleaning and repacking after exposure to an abnormal quantity of water.
CAUTIONS
1. Do not use hydraulic fluid with a castrol oil or ester base.
3. Do not apply lubricant to rubber parts.
Figure 12-2, Lubrication Chart (Landing Gear, Main)

12-29-03
Page 12-14
ID14
PIPER AIRCRAFT
PA-44-180/180T
2 5
2 3
Figure 12-2. Lubrication Chart (Landing Gear, Main) (cont)

12-29-03
Page 12-15
ID15
PIPER AIRCRAFT
PA-44-180/180T
1. NOSE WHEEL BEARINGS - SEE SPECIAL TEXACO MARF AX ALL

INSTRUCTION 3 AND NOTE 2 PURPOSE GREASE OR MOBIL
GREASE 77 (OR MOBIL EP2
GREASE) 100HRS
2. NOSE GEAR TORQUE LINK ASSY, NOSE GEAR PIVOT
POINT, NOSE GEAR DRAG LINK ASSY STEERING
BELLCRANK PIVOT POINTS, STEERING BELLCRANK
ROD ENDS, NOSE GEAR STEERING ROLLERS.
HYDRAULIC CYLINDER ROD END & MASTER CYLINDER
ROD END, DOOR & RETRACTION MECHANISM, NOSE
GEAR CENTERING SPRING PIVOT POINT - SEE
SPECIAL INSTRUCTION 2 MIL-L-7870 100HRS
3. NOSE GEAR DOWNLOCK & CYLINDER SEE SPECIAL
INSTRUCTION 2 MIL-L-7870 100HRS
4. NOSE GEAR STRUT HOUSING - SEE SPECIAL
INSTRUCTION 6
(SIN'S 4495001 AND UP - SPECIAL INSTUCTION 2) MIL-G-23827 100HRS
5. EXPOSED OLEO STRUT SEE SPECIAL CARBON DIOXIDE RELEASE
INSTRUCTION 4 AGENT DRY LUBRICANT
(SIN'S 4495001 AND UP - SPECIAL INSTUCTION 2) MS-122N/C0 2 100HRS
6. STEERING BUNGEES SEE SPECIAL INSTRUCTION 7 LUBRIPLATE #907

AND CAUTION 3 (PURCH) FISKE BROS.
REFINNING CO. AS REQUIRED
3. Wheel Bearings - Disassemble and clean with a dry type solvent Ascertain that grease is packed between the bearing roller and
one. Do not pack grease in wheel housing.
4. Oleo Struts, Hydraulic Pump Reservoir and Brake Reservoir - Fill per instructions on unit or container.
6. Lubrication Points - Wipe all lubrication points clean of old grease, oil. dirt, etc., before lubricating
7. Bungee - Lubricate springs if bungee is disassembled.
CAUTIONS
3. Do not apply lubricant to rubber parts.
NOTES
2. Wheel bearings require cleaning and repacking after exposure to an abnormal quantities of water.
Figure 12-3. Lubrication Chart (Landing Gear, Nose)

12-29-03
Page 12-16
ID16
PIPER AIRCRAFT
PA-44-180/180T
A589
2
A588
2
2288
A580
JI-,: '
Figure 12-3. Lubrication Chart (Landing Gear, Nose) (cont)
12-29-03
Page 12-17
1017
PIPER AIRCRAFT
PA-180/180T
-CAUTION-
DO NOT LUBRICATE CONTROL WHEEL SHAFT OR BUSHING. CLEAN
ONL Y WITH ALCOHOL OR OTHER SUITABLE SOLVENT.
-CAUTION-
DO NOT OVER-LUBRICATE COCKPIT CONTROLS.
-CAUTION-
DO NOT LUBRICATE CABLES. THIS WILL CAUSE SLIPPAGE.

1. RUDDER & STABILATOR HINGE PINS,
RUDDER TAB & STABILATOR TAB ROD END
BEARINGS, STABILATOR TRIM TAB LINKS,
STABILATOR CONTROL & RUDDER CONTROL
CABLE PULLEYS, FLAP TORQUE TUBE BEARING
BLOCK. FLAP HANDLE PNOT POINT, FLAP LOCK
MECHANISM & TURN BUCKLE END & TEE BAR PNOT
POINTS, CONTROL COLUMN FLEX JOINT, SPROCKET &
"0" RING, AILERON & STABILATOR CONTROL
PULLEYS. STABILATOR CONTROL ROD & IDLER PULLEY
- SEE SPECIAL INSTRUCTIONS 2 AND 6 AND
CAUTIONS MIL-L-7870 100HRS
2. AILERON HINGE BEARINGS, FLAP HINGE BEARINGS
AND FLAP CONTROL ROD END BEARINGS - SEE
SPECIAL INSTRUCTIONS 2 AND 6 MIL-L-7870 100 HRS
3. FLAP RETURN & TENSION CHAINS, AND AILERON &
STABILATOR CONTROL CHAIN - SEE SPECIAL
INSTRUCTIONS 2 AND 6 MIL-L-7870 500 HRS
4. RUDDER & STABILATOR TRIM SCREW - SEE LUBRIPLATE #907
SPECIAL INSTRUCTIONS 2 AND 6 (PURCH) FISKE BROS.
REFINNING CO. 500 HRS
6. Lubrication Points - Wipe all lubrication points clean of old grease, oil, dirt, etc. before lubricating.
Figure 12-4. Lubrication Chart (Control System, Part 1)

12-29-03
Page 12-18
ID18
PIPER AIRCRAFT
PA-44-180/180T
2
2
SKETCH A
~-
,,
SKETCH B SKETCH C
Figure 12-4. Lubrication Chart (Control System, Part 1) (cont)
12-29-03
Page 12-19
ID19
PIPER AIRCRAFT
PA-44-180/180T
1. DOOR & COWL SEALS - SEE SPECIAL INSTRUCTION 6 CARBON DIOXIDE RELEASE
AGENT DRY LUBRICANT
MS-122N/C02 AS REQUIRED
2. NOSE CONE & NOSE DOOR HINGES, BAGGAGE &

MAIN DOOR HINGES SEE SPECIAL INSTRUCTION 6 MIL-L-7870 100 HRS
3. PILOT & COPILOT SEAT ADJUSTMENT SEE
SPECIAL INSTRUCTION 6 AND NOTE 1 MIL-G-7711 500HRS
4. DOOR LATCH MECHANISM SEE SPECIAL LUBRIPLATE #907,

INSTRUCTION 6 FISKE BROS. REFINING CO.
500HRS
6. Lubrication Points - Wipe all lubrication points clean of old grease, oil. dirt, etc., before lubricating
NOTES
1. Pilot and Passenger Seats Lubricate track rollers and stop pins as required (Type of lubricant: MIL-L-7870).
Figure 12-5. Lubrication Chart (Cabin Door, Baggage Door & Seats)
12-29-03
Page 12-20
ID20
PIPER AIRCRAFT
PA-44-180/180T
l. RUDDER HINGE BEARINGS, RUDDER TAB

STABILATOR TAB HINGE PINS - SEE SPECIAL
INSTRUCTIONS 2 AND 6. MIL-L-7870 100 HRS
2. AILERON CONTROL ROD END BEARINGS, AILERON

BELLCRANK PNOT POINTS, AILERON BELLCRANK
CABLE ENDS, AILERON CONTROL CABLE PULLEYS,
RUDDER CONTROL CABLE PULLEYS, TRIM CONTROL
WHEELS (RUDDER & STABILATOR), TOE BRAKE
ATTACHMENT, RUDDER TUBE CONNECTIONS,
RUDDER TUBE CABLE ENDS, NOSE GEAR STEERING
ROD ENDS, BRAKE ROD ENDS, STABILATOR
BELLCRANK PNOT POINT & CABLE ENDS - SEE
SPECIAL INSTRUCTION 6 AND CAUTIONS 2 AND 4. MIL-L-7870 100 HRS
CAUTIONS
2. Do not use excessive lubrication on cockpit controls.
4. Do not lubricate cables. This causes slippage.
Figure 12-6. Lubrication Chart (Control System, Part 2)
12-29-03
Page 12-21
1021
PIPER AIRCRAFT
PA-44-180/180T
SKETCH A
SKETCH B SKETCH C
Figure 12-6. Lubrication Chart (Control System, Part 2) (cont)

12-29-03
Page 12-22
ID22
PIPER AIRCRAFT
PA-44-180/180T
1. COWL FLAP HINGE, GOVERNOR CONTROL, CONTROL

QUADRANT CONTROLS, CABIN HEAT & DEFROST
MECHANISMS, SELECTOR VALVE CONTROL - SEE
SPECIAL INSTRUCTION 6 AND CAUTION 2. MIL-L-7870 100 HRS
2. AIR FILTER - SEE SPECIAL INSTRUCTION 1 CLEAN AS OFTEN AS
NECESSARY 50 HRS
3. CARTRIDGE TYPE OIL FILTER CHANGE 50 HRS
4. ENGINE SUMP: S/n’s 44-7995001 thru 44-8195026,
and 44-8107001 and up = 6 QTS CAPACITY. 50 HRS
S/N 44-95001 and up = 8 QTS CAPACITY. or
- SEE NOTE 7. SAE J 1966 OR SAE J 1899 FOUR MONTHS
5. PROPELLER ASSEMBLY - SEE SPECIAL
INSTRUCTION 5 MIL-G-23827 100 HRS
6. COWL FLAP ACTUATING MECHANISM - SEE LUBRIPLATE #907,
SPECIAL INSTRUCTION 8 (PURCH) FISKE BROS. REFINING 500 HRS
7. BATTERY - SEE NOTE 6 25 HRS
8. FUEL SYSTEM - SEE NOTE 5 AS REQUIRED
9. CARBURETOR AIR BOX FLAPPER VALVE LUBRIPLATE #907
(PURCH). FISKE BROS.
REFINING CO. 100 HRS
1. Air Filter - To clean filter, tap gently to remove dirt particles. Do not blow out with compressed air or use oil. Replace filter if
punctured.or damaged.
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.
8. Outer surface of inner spacer.
CAUTIONS
2. Do not over-lubricate cockpit controls.
NOTES
3. Lubricate fuel selector valve as required. Refer to latest revison of Piper Service Letter No. 351.
5. Fuel System - Service Regularly - Fuel Pump Strainer Injector Screen - Filter Bowl - Quick Drain Unit.
6. Battery - Check fluid level & condition every 25 hours.
7. Use straight mineral oil during the first 50 hours of operation, or until oil consumption has stailized. For addition servicing
information, refer to th e latest revision of Lycoming Service Bulletins No. 446 and 480, and Service Instruction No. 1014.
Figure 12-7. Lubrication Chart (Power Plant & Propeller)
12-20-00
Page 12-23
1D23 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
A590
8
B874
M03
6
Figure 12-7. Lubrication Chart (Power Plant & Propeller) (cont)
12-29-03
Page 12-24
1024
PIPER AIRCRAFT
PA-44-180/180T
CHART 1201. THREAD LUBRICANTS
TYPE OF LINE TYPE OF LUBRICANT
Brakes MIL-H-5606
Freon TT-A-580 or MIL-T-5544, Anti-Seize Compound
Fuel MIL-T-5544, Anti-Seize, Graphite Petrolatum
Landing Gear (Air Valve) 6PB Parker
Oil MIL-G-6032, Lubricating Grease
(Gasoline and Oil Resistant)
Pitot and Static TT-A-580 (JAN-A-669), Anti-Seize Compund
(White Lead Base)
-Note-
Lubricate engine fittings only with the fluid contained in the particular lines.
12-29-03
Page 12-25
1E1
CHAPTER
STANDARD PRACTICES/
AIRFRAME
1E2
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 20 - STANDARD PRACTICES / AIRFRAME
CHAP1ER
SECTION GRID
20-00-00 STANDARD PRACTICES - AIRFRAME lE14

20-01-00 Torque Wrenches lE4
20-02-00 Method of Installing Rod End Bearings lE5
20-03-00 Cherrylock Rivets, Removal lE6 A 8-80
20-04-00 Identification of Fluid Lines lE7
20-10-00 AIRCRAFT FINISH CARE (CLEANING) lE9

20-11-00 Exterior Surface lE9
20-12-00 Windshield and Windows lE9
20-13-00 Headliner, Side Panels and Seats lE9
20-14-00 Carpets lElO
20-15-00 Engine Compartment lElO
20-16-00 Fuel System lElO
20-17-00 Landing Gear lEll
20 - Cont.lEffee.
Page -1
1E3
PIPER AIRCRAFT
PA-44-180/180T
STANDARD PRACTICES - AIRFRAME.
TORQUE WRENCHES.
Torque wrenches should be checked daily and calibrated by means of weights and a measured lever arm to
make sure that inaccuracies are not present. Checking one torque wrench against another is not sufficient and is
not recommended. Some wrenches are quite sensitive as to the way they are supported during a tightening
operation. Any instructions furnished by the manufacturer must be followed explicitly.
When it is necessary to use a special extension or adapter wrench together with a torque wrench, a simple
mathematical equation must be worked out to arrive at the correct torque reading. Following is the formula to be
used: (Refer to Figure 20-1)
T = Torque desired at the part.
A = Basic lever length from center of wrench shank to center of handle or stamped on wrench or listed for
that model wrench.
B = Length of adapter extension, center of bolt to center of shank.
C = Scale reading needed to obtain desired torque (T).
The formula: C = A x T
A+B
EXAMPLE
A bolt requires 30 foot pounds and a 3 inch adapter (one-quarter
of a foot or .25 ') is needed to get at it. You want to know what
scale reading it will take on a one-foot lever arm wrench to
obtain the 30 foot pounds at the bolt.
C = 1 x 30 or C =~= 24 ft.-Ibs.
1 + .25 1.25
Remember the 3 inch adapter must be projecting 3 inches
straight along the wrench axis. In general avoid all complex
assemblages or adapters and extensions of flex joints.
A933
c
Figure 20-1. Torque Wrench Formula
20-01-00
Page 20-01
1E4
PIPER AIRCRAFT
PA-44-180/180T
METHOD OF INSTALLING ROD END BEARINGS.
901
DAMAGE HERE
WRONG
DAMAGE HERE
IMPROPER TOOL (RESULTING IN LOCKED BALL)
A SPECIAL WRENCH MAY BE

REQUIRED WITH A LONG THROAT
ONLY CORRECT METHOD
Figure 20-2. Method of Installing Rod End Bearings.
20-02-00
Page 20-02
1E5
PIPER AIRCRAFT
PA-44-180/180T
CHERRYLOCK RIVETS, REMOVAL. (Refer to Figure 20-3.)
Should it be necessary to remove an installed cherrylock rivet, the following procedures are recommended.
1. In thick material remove the lock by driving out the rivet stem, using a tapered steel drift pin. (See View 1)
-Note-
Do not drill completely through the rivet sleeve to remove a rivet as this will tend to
enlarge the hole.
2. If the rivets have been installed in thin sheets, driving out the locked stem may damage the sheets. It is
recommended that a small center drill be used to provide a guide for a larger drill on top of the rivet stem,
and the tapered portion of the stem be drilled away to destroy the lock. (See Views 2 and 3)
3. Pry the remainder of the locking collar out of the rivet head with the drift pin. (See View 3)
4. Drill nearly through the head of the rivet, using a drill the same size as the rivet shank. (See View 4)
5. Break off rivet head, using a drift pin as a pry. (See View 5)
6. Drive out the remaining rivet shank with a pin having a diameter equal to the rivet shank. (See View 6)
B361
2.
II SMALL CENTER
DRILL
1.
DRIFT PIN
/
4.
3.
5.
6.
.
.___
g~' -
,J,
.."
III
Figure 20-3. Cherrylock Rivet Removal
20-03-00
Page 20-03
1E6
PIPER AIRCRAFT
PA-44-180/180T
CHART 2001. MAXIMUM DISTANCE BETWEEN SUPPORTS FOR FLUID TUBING
DISTANCE BETWEEN SUPPORTS (IN.)

TUBE O.D. (IN.) ALUMINUM ALLOY STEEL
1/8 9112 11-12
3/16 12 14
1/4 13 112 16
5/16 15 18
3/8 16112 20
112 19 23
5/8 22 25 112
3/4 24 27112
1 26112 30
IDENTIFICATION OF FLUID LINES. (Refer to Figure 20-4)
Fluid lines in aircraft are often identified by markers made up of color codes, words, and geometric symbols.
These markers identify each line's function, content, and primary hazard, as well as the direction of fluid flow.
In most instances, fluid lines are marked with I-inch tape or decals. Paint is used on lines in engine
compartments, where there is the possibility of tapes, decals or tags being drawn into the engine induction
system.
In addition to the above mentioned markings, certain lines may be further identified as to specific function
within a system, for example: DRAIN, VENT, PRESSURE or RETURN.
Lines conveying fuel may be marked FLAM (Flamable); lines containing toxic materials are marked TOXIC
in place of FLAM. Lines marked PHDAN contain physically dangerous materials: such as oxygen, nitrogen and
freon.
The aircraft and engine manufacturers are responsible for the original installation of identification markers, but
the aviation mechanic is responsible for their replacement when it becomes necessary.
Generally, tapes and decals are placed on both ends of a line and at least once in each compartment through
which the line runs. In addition, identification markers are placed immediately adjacent to each valve, regulator,
filter or other accessory within a line. Where paint or tags are used, location requirements are the same as for
tapes and decals.
20-04-00
Page 20-04
1E7
PIPER AIRCRAFT
PA-44-180/180T
8362 lWO COTION BRAIDS IMPREGNATED YELLOW NUMERALS, LETIERS,

WITH SYNTHETIC COMPOUND AND STRIPE
YELLOW LETIERING SINGLE WIRE

SYNTHETIC INNER TUBE B. NON-SELF-SEALlNG, AROMATIC
A. FLAME AND AROMATIC RESISTANT HOSE RESISTANT HOSE
WHITE NUMERALS, LETIERS AND STRIPE RED NUMERALS, LEITERS AND STRIPE
(VIEWS SHOWING OPPOSITE SIDES OF HOSE)

C. NON-SELF-SEALlNG, AROMATIC AND D. SELF-SEALING, AROMATIC
HEAT RESISTANT HOSE RESISTANT HOSE
WHITE
E. FLAME, AROMATIC AND OIL RES~ISSTr;Ai)JNN-TrHHOO~S:EEL~.-----~

HOSE IDENTIFICATION MARKINGS
BROWN ORANGE ORANGE BLUE YELLOW GRAY
~ ~O
ELECTRICAL
CONDUIT ~
HYDRAULIC 0 IJ.
DE-ICING
~."
HYDRAULIC
IJ.
ELECTRICAL
CONDUIT HYDRAULIC 0 DE-ICING
ELECTRICAL o
ELECTRICAL COMPRESSED INSTRUMENT HYDRAULIC DEICING
CONDUIT GAS AIR
~REEN RED
'f
"7 1'--' I
OXYGEN 0 -¢>
FUEL
BREATHING 0 -¢>
OXYGEN D FUEL
BREATHING
OXYGEN
D FUEL -¢>
o A
BREATHING FUEL PNEUMATIC LUBRICATION AIR

OXYGEN CONDITION
RED
RED FLUID LINE IDENTIFICATION

USING TAPE AND DECALS
Figure 20-4. Identification of Aircraft Fluid Lines
20-04-00
Page 20-05
1E8
PIPER AIRCRAFT
PA-44-180/180T
AIRCRAFT FINISH CARE (CLEANING).
EXTERIOR SURFACES.
The airplane should be washed with a mild soap and water, harsh abrasives or detergents used on painted or
plastic surfaces could make scratches or cause corrosion of metal surfaces. Cover areas where cleaning solution
could cause damage. To wash the airplane, the following procedure may be used:
1. Flush away loose dirt with water.
2. Apply cleaning solution with a rag, sponge or soft bristle brush.
3. To remove stubborn oil and grease, use a cloth dampened with naphtha.
4. Where exhaust stains exist, allow solution to remain on the surface longer.
5. Any good automotive wax may be used to preserve the painted surfaces. Soft cleaning cloths or a
chamois should be used to prevent scratches when cleaning or polishing. A heavier coating of wax on
the leading surfaces will reduce the abrasion problems in these areas.
WINDSHIELD AND WINDOWS.

1. Remove dirt, mud, etc., from exterior surfaces with clean water.
2. Wash with mild soap and warm water or an aircraft plastic cleaner using a soft cloth or sponge and a
straight rubbing motion. Do not rub surfaces harshly.
3. Remove oil and grease with a cloth moistened with kerosene.
-Note-
Do not use gasoline, alcohol, benzene, carbon tetrachloride, thinner, acetone or

window cleaning sprays.
4. After cleaning plastic surfaces, apply a thin coat of hard polishing wax. Rub lightly with a soft cloth.
Do not use a circular motion.
5. A severe scratch or mar in plastic can be removed by using jeweler's rouge to rub out the scratch.
Smooth both sides and apply wax.
HEADLINER, SIDE PANELS AND SEATS.

1. Clean headliner, side panels, and seats with a stiff brush and vacuum where necessary.
-CAUTION-
SOL VENT CLEANERS REQUIRE ADEQUATE VENTILATION.

2. Soiled upholstery, except leather, may be cleaned by using an approved air drying type cleaner or foam
upholstery cleaner. Carefully follow the manufacturer's instructions. Avoid soaking or harsh rubbing.
3. Leather material should be cleaned with saddle soap or mild soap and water.
20-13-00
Page 20-06
1E9
PIPER AIRCRAFT
PA-44-180/180T
CARPETS.
Use a small whisk broom or vacuum to remove dirt. For soiled spots, use a non-inflammable dry-cleaning
fluid.
ENGINE COMPARTMENT.
Before cleaning the engine compartment, place strips of tape on the magneto vents to prevent any solvent from
entering these units.
1. Place a pan under the engine to catch waste.
-CAUTION-
DO NOT SPRAY SOL VENT INTO THE ALTERNATOR, STARTER, VACUUM

PUMP, AIR INTAKE AND ALTERNATE AIR INLETS.
2. With the engine cowling removed, spray or brush the engine with solvent or a mixture of solvent and
degreaser, as desired. It may be necessary to brush areas that were sprayed where heavy grease and dirt
deposits have collected in order to clean them.
3. Allow the solvent to remain on the engine from five to ten minutes, then rinse the engine clean with
additional solvent and allow to dry.
-CAUTION-
DO NOT OPERATE ENGINE UNTIL EXCESS SOLVENT HAS

EVAPORA TED OR OTHERWISE BEEN REMOVED.
4. Remove the protective covers from the magnetos.
5. Lubricate controls, bearing surfaces, etc., per Lubrication Charts. (Refer to Chapter 12)
FUEL SYSTEM.
1. To flush the fuel tanks and selector valve, disconnect the fuel line at the carburetor.
2. Select a fuel tank, turn on the electric fuel pump and flush fuel through the system until it is determined
there is no dirt and foreign matter in the fuel valve or tank. During this operation, agitation of the fuel
within the tank will help pick up and remove any dirt.
3. Repeat this procedure for each tank.
4. When all tanks are flushed, clean all filters.
20-16-00
Page 20-07
1E10
PIPER AIRCRAFT
PA-44-180/180T
LANDING GEAR.
Before cleaning the landing gear, place a plastic cover or similar material over the wheel and brake assembly,
1. Place a pan under the gear to catch waste.
2. Spray or brush the gear area with solvent or a mixture of solvent and degreaser, as desired. It may be
necessary to brush areas that were sprayed, where heavy grease and dirt deposits have collected in order
to clean them.
3. Allow the solvent to remain on the gear from five to ten minutes, then rinse the gear with additional
solvent and allow to dry.
4. Remove the cover from the wheel and remove the catch pan.
5. Lubricate the gear per Lubrication Chart. (Refer to Chapter 12)
-END-
20-17-00
Page 20-08
1E11
CHAPTER
ENVIRONMENTAL SYSTEM
1E12
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 21 - ENVIRONMENTAL SYSTEM
CHAP1ER
SECTION GRID
21-00-00 GENERAL lE16

21-01-00 Description and Principles of Operation lE16
21-02-00 Troubleshooting lE16
21-20-00 DISTRIBUTION lE20
21-21-00 Cabin Vent System lE20
21-21-01 Overhead Vent Blower lE20
21-21-02 Removal of Blower Assembly lE20
21-21-03 Dismantling of Blower Assembly lE21
21-21-04 Rebuilding of Blower Assembly lE21
21-21-05 Installation of Blower Assembly lE21
21-40-00 HEATING lE22
21-41-00 Heater System - Operational Test lE22
21-42-00 Description of Heater and Basic Components lE23
21-42-01 Spark-Spray Ignition lE23
21-42-02 Fuel Regulator and Shutoff Valve 1F2
21-42-03 Duct Switch 1F2
21-42-02 Combustion Air Blower 1F2
21-42-05 Ventilating Air Blower 1F2
21-42-06 Operating Controls 1F4
21-42-07 Operating Procedure 1F4
21-43-00 Maintenance Service 1F5
21-43-01 Inspection of Heater and Heater Components 1F5
21-43-02 Preflight and/or Daily Inspection 1F5 1-83
21-43-03 100 Hour Inspection 1F6 1-83
21-43-04 Removal of Heater 1F6 1-83
21-43-05 Installation of Heater 1F7
21-43-06 Heater Electrical System Checks 1F7
21-43-07 Electrical Checks 1F7
21-43-08 Vent Blower Poser Circuit Check 1FlO
21-43-09 Heater Power Circuit Check 1F11
21-43-10 General Maintenance 1F11
21-43-11 Combustion Air Blower 1F11
21-43-12 Spark Plug 1F13
21-43-13 Ignition Unit 1F15
21-43-14 Ignition Unit Removal and Installation 1F15
21-43-15 Testing Ignition Unit 1F16
21-43-16 Operational Test of Ignition Unit 1F16
21 - Cont.lEffec.
Page -1
1E13
PIPER AIRCRAFT
PA-44-180/180T
CHAP1ER
SECTION GRID
21-40-00 HEATING (cont)

21-43-00 Maintenance Service (cont)
21-43-10 General Maintenance (cont)
21-43-17 Vibrator IF17
21-43-18 Vibrator Removal and Installation IF17
21-43-19 Inspection of Ignition Unit IF18
21-43-20 Cycling Switch and Limit (Overheat) Switch IF18
21-43-21 Combustion Air Pressure Switch IF19
21-43-22 Fuel Regulator and Shutoff Valve IF19
21-43-23 Removal of Fuel Regulator IF19
21-43-24 Adjustment of Fuel Regulator IF19
21-43-25 Installation of Fuel Regulator IF20
21-43-26 Heater Fuel Pump IF20
21-43-27 Removal of Heater Fuel Pump IF20
21-43-28 Disassembly of Pump IF21
21-43-29 Cleaning of Pump IF21
21-43-30 Inspection and Repair of Pump IF22
21-43-31 Assembly of Pump IF22
21-43-32 Installation of Heater Fuel Pump IF22
21-43-33 Duct Switch IF22
21-44-00 Overhaul Instructions IF23 1-83
21-44-01 Disassembly of Heater IF23
21-44-02 Disassembly of Combustion Air Blower Assembly IF24
21-44-03 Cleaning of Heating Components IF24
21-44-04 Cleaning and Inspecting the Combustion Tube Assy IG2 1-83
21-44-05 Inspection of Remaining Components IG3
21-44-06 Testing IG4
21-44-07 Repair of Combustion Tube Assembly IG7 1-83
21-44-08 Reassembly of Heater IG7
21-44-09 Reassembly of Combustion Air Blower Assembly IG9
21-45-00 Test Procedure IGll
21-45-01 General Information IGll
21-45-02 Equipment Required IGll
21-45-03 Operational Test (On Test Bench) IGll
21-46-00 Inspection of Fuel Nozzle Orifice IG12
21-47-00 Heater Hourmeter IG13 A 2-81
21-47-01 Removal of Heater Hourmeter IG13 A2-81
21-47-02 Installation of Heater HOurmeter IG13 A2-81
21 - Cont.lEffec.
Page -1
1E14
PIPER AIRCRAFT
PA-44-180/180T
CHAP1ER
SECTION GRID
21-50-00 COOLING (PA-44-180T ONLY) IG15 A 8-80

21-51-00 General IG15
21-51-01 Air Conditioning System Description and Operation IG15
21-51-02 Troubleshooting IG15
21-51-03 Malfunction Detection IG23
21-52-00 Servicing Air Conditioning System IG24
21-52-01 Safety, Precautions IG24
21-52-02 Special Service Precautions IG24
21-52-03 Service Valves IHI
21-52-04 Test Gauge and Manifold Set IH2
21-52-05 Leak Detection IH4
21-52-06 Discharging the System IH5
21-52-07 Evacuating the System IH5
21-52-08 Charging the System IH7
21-52-08 Charging Stand Method IH7
21-52-09 Airplane Compressor Method IH8
21-52-10 Partial Charge of System IHIO
21-53-00 System Components IHll
21-53-01 Compressor IHll
21-53-02 Removal of Compressor IHll
21-53-03 Installation of Compressor IH11
21-53-04 Compressor Oil Level Check IH13
21-53-05 Adjustment of Drive Belt Tension IH14
21-53-06 Recei ver -Dehydrator IH14
21-53-07 Removal of Receiver-Dehydrator IH14
21-53-08 Installation of Recei ver-Dehydrator IH14
21-53-09 Condenser IH14
21-53-10 Removal of Condenser IH16
21-53-11 Installation of Condenser IH16
21-53-12 Expansion Valve IH16
21-53-13 Removal of Expansion Valve IH16
21-53-14 Installation of Evaporator Valve IH17
21-53-15 Evaporator Assembly IH17
21-53-16 Remvoal of Evaporator Assembly IH18
21-53-17 Installation of Evaporator Assembly IH18
21-53-18 Pressure Relief Switch IH20
21-53-19 Electrical Installation IH20
21-53-20 Manifold Pressure Switch IH20
21 - Cont. IErree.
Page-3
1E15
PIPER AIRCRAFT
PA-44-180/180T
GENERAL.
Instructions for maintaining the cabin vent and heating systems are contained in this chapter. Also
incorporated in this chapter are instructions for the inspection and operation of the 45,000 BTU heater unit,
defroster, and ventilation system.
DESCRIPTION AND PRINCIPLES OF OPERATION.
Vent air can be supplied through the heater unit, and by ram air or fan through the upper vent ducts. Air is
supplied to the upper vent system by way of an inlet on the leading edge of the vertical stabilizer or through the
inlet located on the left side of the aft fuselage, depending on serial number.
Heated air for the cabin and defroster operation is obtained from the combustion heater located in the nose
section of the airplane. Fresh air is supplied to the heater from an intake located in the nose and routed through
the heater and into the cabin through six adjustable outlets. Operation of the heater is controlled by a three-
position switch located on the lower right side of instrument panel and labeled FAN, OFF and HEAIER. The
F AN position will operate the ventilation blower of the heater and may be used for cabin ventilation or
windshield defogging on the ground when heat is not desired. For additional defrost capability adjust cabin
temperature control and then adjust the three-position switch to HEAIER.
For cabin heat, the air intake lever located on the lower right side of the instrument panel must be partially or
fully open and the three-position switch set to HEATER. This will start the fuel flow and ignite the burner
simultaneously. With instant starting and no need for priming, heat should be felt within a few seconds. There
are two safety switches installed at the intake valve located forward of the heater unit which are activated by the
intake valve and wired to prevent both fan and heater operation unless the air intake valve is moved off the closed
position.
Regulating the heater and airflow is accomplished by adjusting the levers on the instrument panel. The lower
lever regulates the defrosters, while the center lever regulates the intake valve and the top lever regulates the
cabin temperature. Cabin temperature and air circulation can be varied to suit individual requirements by various
combinations of lever settings.
Heat may be supplied before starting the engines by turning on the master switch, opening the air intake valve
and placing the heater switch in the HEAIER position.
An overheat limit switch is located in the aft outboard end of the heater vent jacket, which acts as a safety
device to render the heater inoperative if a malfunction should occur. A red reset button on the switch can be
reached through the nose. Operation of this switch results in illumination of the overheat light located on the
lower right side of the instrument panel, or a "HTR OVER IEMP" lamp located in the annunciator panel lights,
upper center panel. To prevent activation of the overheat limit switch upon normal heater shutdown during
ground operation, turn the switch to the FAN position for two minutes, while leaving the air intake lever in the
open position, before turning the switch to the OFF position.
There are four overhead fresh air vents which are supplied by a separate inlet in the dorsal fin or through the
inlet located on the left side of the aft fuselage, depending on serial number.
The system can be supplemented by an optional blower.
TROUBLESHOOTING.
A troubleshooting chart is provided to assist in locating and correcting possible malfunctions in the heating
system.
21-02-00
Page 21-01
1E16
PIPER AIRCRAFT
PA-44-180/180T
CHART 2101. TROUBLESHOOTING (JANITROL HEATER)
Trouble Cause Remedy
Heater fails to light. Heater switch or circuit Turn on heater switch or

breaker off. close circuit breaker.
Low voltage supply. Apply external power supply.

Attempt to start heater.
Fuel cut off from tank. Turn on heater switch.
Regulator not operating Check for low pressure or replace

regulator.
-Note-
When making the fuel pressure check, be sure fuel is flowing through the nozzle.
The fuel regulator can be adjusted. Turn the adjusting screw clockwise to increase
feel pressure and counterclockwise to decrease it. (Refer to Figure 21-4.)
Restriction in fuel nozzle Remove the nozzle and clean
orifice. or replace it.
Suction leak ahead of pump. Secure all fittings.
Fuel heater solenoid not Remove and check solenoid.

operating. Replace if faulty.
Insufficient fuel pressure. Low or no current to fuel pump.

Check operation of pump.
Fuel lines clogged or broken. Inspect all lines and connections.

It may be necessary to disconnect
lines at various points to determine
where the restriction is located.
Ignition vibrator inoperative. Replace vibrator.
Regulator not operating properly. Check for low pressure or replace

regulator.
Manual reset limit (overheat) Press reset button firmly (overheat

switch open. light will illuminate when heater
switch is on) and recheck to determine
reason for switch opening.
21-02-00
Page 21-02
1E17
PIPER AIRCRAFT
PA-44-180/180T
CHART 2101. TROUBLESHOOTING (JANITROL HEATER) (cont)

Heater fails to light. (cont) Combustion air pressure switch Check for low blower output
open. (Defective switch or low due to low voltage and correct
combustion air blower output.) it. If switch is defective,
replace it.
Cycling switch open. Replace if defective.
Duct switch open. Operate control to see if

switch will come on. Replace
switch if defective.
Ventilating air blower fails Heater switch "OFF." Energize the heater switch.
to run. Broken or loose wiring to Check and repair wiring.
motor.
Circuit breaker open. Close circuit breaker.
Worn motor brushes. Replace motor brushes.
Blower wheel jammed. Remove and check the ventilating

air blower wheel and
realign if necessary.
Motor burned out. Remove blower assembly and

replace motor.
Defective radio-noise filter. Replace filter.
Combustion air blower fails Faulty wiring to motor. Inspect and replace faulty
to run. wiring.
Poor ground connection. Tighten ground screw. Be sure

any metal preservation has
been removed for good ground
connection.
Worn motor brushes. Replace motor brushes.
Blower wheel jammed. Overhaul the combustion

(Usually indicated by hot air blower.
motor housing.)
Defective radio-noise filter. Replace filter.
Faulty or burned out motor. Remove combustion air

motor for overhaul or replacement
of motor.
21-02-00
Page 21-03
1E18
PIPER AIRCRAFT
PA-44-180/180T

Heater fires but burns Insufficient fuel supply. Inspect fuel supply to heater,
unsteadil y. including shutoff valve,
solenoid valve fuel pump and
fuel lines. Make necessary
repairs.
-CAUTION-
DO NOT CREATE A SPARK GAP BY HOLDING THE LEAD TO THE

HEATER JACKET. THIS CAN RESULT IN DAMAGE TO THE LEAD AND
IGNITION UNIT AND THE OPERATOR MAY RECEIVE AN
ELECTRICAL SHOCK.
Spark plug partially fouled. Replace spark plug.
Loose primary connection Tighten the connection.

at ignition assembly.
Faulty vibrator. Replace the vibrator.
Combustion air blower speed Remove and overhaul the

fluctuates. (Can be caused by combustion air blower assembly
low voltage, loose blower as required or correct low
wheel, worn brushes or motor.) voltage condition.
High voltage leak in lead Replace ignition assembly.

between ignition assembly
and spark plug.
Inoperative ignition If vibrator is in good condition,

assembly. replace ignition assembly only.
Restriction in fuel nozzle Remove nozzle for cleaning

orifice. or replacement.
Nozzle loose in retainer or Tighten or replace the nozzle

improper spray angle. as required.
Heater starts then goes out. Lack of fuel at heater. Check fuel supply through
all components from the
tank to the heater. Make
necessary corrections.
21-02-00
Page 21-04
1E19
PIPER AIRCRAFT
PA-44-180/180T

Heater starts then goes out, Inoperati ve or chattering Adjust or replace switch.
(cont) combustion air pressure switch.
Inoperative overheat switch. Replace switch.
Inoperative cycling switch. Adjust or replace the switch.
Low voltage. Attach external power.
Heater fails to shut off. Fuel solenoid valve in heater Remove and replace solenoid
stuck open. assembly.
Inoperative duct and cycling Check and repair.

switch.
Defective heater switch. Replace the heater switch.
DISTRIBUTION.
CABIN VENT SYSTEM.
OVERHEAD VENT BLOWER.
The blower is mounted in the aft section of the fuselage and is connected to the overhead vent system. The
blower draws air in from the dorsal fin or through the inlet located on the left side of the aft fuselage, depending
on serial number, and forces it through the ducting, whenever desired. The three position blower switch on the
instrument panel controls the two speed blower.
REMOVAL OF BLOWER ASSEMBLY.
1. Remove the access door from the aft wall of the baggage area.
2. With the master switch off, disconnect the plug assemblies at the blower assembly.
3. Remove the inlet and outlet hoses from the blower assembly by removing the clamps.
4. Remove the screws, washers and nuts that secure the blower assembly to the hanger braces.
5. Remove the screws and washers which secure the blower assembly to the retainer and hangers.
6. Remove the blower assembly from the aircraft.
21-21-02
Page 21-05
1E20
PIPER AIRCRAFT
PA-44-180/180T
DISMANTLING OF BLOWER ASSEMBLY.

1. Remove the hose duct from the forward edge of the blower assembly by removing the nuts, washers and
screws.
2. Remove the cover from the blower assembly by removing the nuts, washers and screws.
3. Remove the blower fan from the motor shaft by removing the set screw.
4. For removal of the motor, proceed as follows:
A. Separate the plate from the motor cover by carefully drilling out the connecting rivets.
B. Cut the motor wires at the edge of the receptacle and plug and remove the wire ends from the blocks.
C. Remove the motor from the mounting plate by removing the nuts, washers and bolts.
REBUILDING OF BLOWER ASSEMBLY.
1. Mount the motor on the plate and secure it with the bolts, washers and nuts. Be sure that the motor nuts are
snug and the shaft spins freely.
2. Position the cover over the motor plate with the motor wires protruding through the cover grommet.
3. With the holes in the cover matching the holes in the motor plate, secure the two parts together with rivets.
4. Apply PRC-5000 sealant to fill any opening left after the wires are brought through the grommets.
5. Install the wires in the plug and receptacle according to Chart 2102.
6. Position the blower fin on the motor shaft and secure with a set screw.
7. Secure the cover to the blower assembly with screws, washers and nuts.
8. Position the hose duct on the blower assembly and secure it with screws, washers and nuts. The screws
must be installed with their heads inside the duct.
9. After cleaning the surfaces of all old sealant, use white rubber chalk PRC-5000 sealant to seal where the
duct attaches to the blower assembly.
INSTALLA TION OF BLOWER ASSEMBLY.
1. Position the blower assembly in the hangers and retainer.

2. Install the screws, washers and nuts securing the blower assembly to the hanger braces.
3. Seal all hose joints with Arno No. C-520 gray tape, then install the inlet and outlet hoses securing them with
the clamps.
4. With the master switch off, connect the plug and receptacles at the blower.
5. Check the blower for the proper operation.
6. Install the access door to the aft wall of the baggage area and secure with the attaching hardware.
21-21-05
Page 21-06
1E21
PIPER AIRCRAFT
PA-44-180/180T
CHART 2102. BLOWER SYSTEM WIRE COLOR CODES
MOTOR WIRES AIRCRAFT

WIRES
YY75062
Pin ESB - Universal Aircraft Pin
Nos. Elect. Company Harness Nos.
Ground Plug 2 Brown AC26A 2 Receptacle
Low Speed Plug 1 Yellow Black 1 Receptacle
Medium Speed Receptacle 2 Red White 2 Plug
High Speed Receptacle 1 Orange Red 1 Plug
HEATING.
HEATER SYSTEM- OPERATIONAL TEST.
1. Check all fittings and connections for condition and security of mounting, and all ducts free from
obstruction.
2. Disconnect wire (H1OA) from the heater terminal No.2, this will remove electrical power to the fuel valve
and pump so the heater will not ignite.
3. Turn the master switch and "HEATER" switch on and open the air intake valve. Both blowers (combustion
air and ventilating air) should operate. Check at heater exhaust and ventilating air outlets to insure airflow.
4. Momentarily insert a wedge under the leaf of the main gear squat switch. The ventilation blower should
stop operating.
5. Turn off heater switch, and remove wedge at squat switch.
6. To insure that the heater fuel line is free of airlock, cautiously loosen the fuel connection at the heater. This
will bleed the line between the heater and fuel source. Then tighten the fuel line connection.
7. Reconnect the wire (H1OA) to the heater terminal No.2.
8. Place the air intake lever in the "OPEN" position and the temperature control lever in the center of its
travel.
9. Install a 0 to 10 psi pressure gauge in the outlet line of the fuel regulator by installing a "T" fitting in the
OUTLET opening of the regulator.
10. Turn on the master switch, then press the press-to-test overheat indicator light. The lamp should illuminate
indicating the lamp filament is intact.
11. Turn on heater switch. The heater should ignite and continue to operate until the thermostat turns it off.
Cycling in this manner should continue until the heater switch is turned off.
21-41-00
Page 21-07
1E22
PIPER AIRCRAFT
PA-44-180/180T
12. With the heater in operation, check the pressure gauge. The gauge should read from 6.5 to 7.5 psi, if the
heater is running and the pressure indicated is more or less than required, adjust the regulator accordingly.
If the required pressure cannot be reached after a couple turns of the regulator's adjustment screw,
troubleshoot the fuel pump.
13. Place the heater switch in the "FAN" position. The heater should turn off and the ventilation blower
should continue to operate. Allow this blower to operate for a full two minutes, then place the air intake
lever in the closed position. The blower should turn off.
-Note-
This procedure should be followed after every shutdown to cool off the burn chamber.
14. With the air intake closed, turn on the heater switch, the heater should not ignite and neither fan should
operate. Turn off the heater switch and master switch.
15. Remove the pressure gauge and "T" fitting from the regulator.
DESCRIPTION OF HEATER AND BASIC COMPONENTS.
SPARK-SPRA Y IGNITION. (Refer to Figure 21-3.)
The controlled atomized spray from a specially designed spray nozzle, coupled with high voltage spark plug
ignition, insures instant firing and continuous burning under all flight conditions.
Heat is produced by burning a fuel-air mixture in the combustion chamber of the heater. Aviation gasoline is
injected into the combustion chamber through the spray nozzle. The resulting cone-shaped fuel spray mixes with
combustion air and is ignited by a spark from the spark plug. Electric current for ignition is supplied by an
ignition unit which converts 14 volts to high voltage oscillating current to provide a continuous spark across the
spark plug gap. A shielded, high voltage lead connects the ignition assembly to the spark plug. Combustion air
enters the combustion chamber tangent to its surface and imparts a whirling or spinning action to the air. This
produces a whirling flame that is stable and sustains combustion under the most adverse conditions, because it is
circulated about itself many times. Therefore, ignition is continuous and the combustion process is self-piloting.
The burning gases travel the length of the combustion tube, flow around the inside of the inner tube, pass through
crossover passages into an outer radiating area, then travel the length of this surface and out the exhaust.
Ventilating air passes through the heater between the jacket and combustion tube assembly outer surface and
through an inner passage in the assembly. Consequently, ventilating air comes into contact with two or more
heated cylindrical surfaces.
21-42-10
Page 21-08
1E23
PIPER AIRCRAFT
PA-44-180/180T
2311-A
1. COMBUSTION HEATER
2. AIR DISTRIBUTION MANIFOLD
3. AIR DISTRIBUTION VALVE
4. DEFROSTER OUTLETS
5. CONTROL LEVERS
6. DEFROSTER CONTROL CABLE
7. CABIN AIR DUCTS
8. OVERHEAD VENTILATOR DUCT
9. CABIN AIR EXHAUST
10. OVERHEAD VENT BLOWER
11. DRAIN TUBE
12. FRESH AIR INLET (EARLIER MODELS)
13. FRESH AIR INLET (LATER MODELS)
FORWARD FACING LOUVERS

ON SIDE OF FUSELAGE
<:=1 HEATERSOURCEAIR
• VENTILATOR SOURCE AIR
Figure 21-1. Cabin Environmental System Installation
21-41-01
Page 21-09
1E24
PIPER AIRCRAFT
PA-44-180/180T
2276
5
4
15
11
13 12 1. FORWARD SEAL
2. COMBUSTION AIR BLOWER
3. COMBUSTION AIR INTAKE
4. IGNITION UNIT
14 5. AIR DUCT
6. LIMIT SWITCH
7. CYCLING SWITCH
8. EXHAUST OUTLET
9. HEATER JACKET
10. FUEL SOLENOID SHROUD
11. PRESSURE SWITCH
12. HEATER BLOWER ASSEMBLY
13. AIR VALVE CONTROL CABLE
14. AIR VALVE SWITCHES
15. HOURMETER (OPTIONAL)
Figure 21-2. Heater and Combustion Air Blower Assembly
21-42-01
Page 21-10
1F1
PIPER AIRCRAFT
PA-44-180/180T
HIGH VELOCITY COMBUSTION AIR

WHIRLING FLAME INLET
SOLENOID
VALVE
HEATED AIR
FUEL INLET
FRESH AIR
FROM BLOWER
Figure 21-3. Diagramatic Cutaway of Heater to Show Whirling Flame Action
FUEL REGULA TOR AND SHUTOFF VALVE. (Refer to Figure 21-4)
This unit provides preset, regulated fuel pressure as well as remove shutoff to the heater, regardless of fuel
inlet pressure variations. It is set for 7.5 +/- .5 psi. The shutoff valve is operated by a solenoid.
DUCT SWITCH. (Refer to Figure 21-5)

This switch is installed in the ventilating manifold upstream from the heater to sense the ventilating air outlet
temperature. To select the desired cabin temperature, the switch may be adjusted manually from a high of 250°F
+/- 10° downward through a range of 146°F +/- 6°. The switch has a differential of 15°F +/- 5° at any given
setting.
COMBUSTION AIR BLOWER.
This centrifugal type blower supplies combustion air to the combustion chamber of the heater.
VENTILATING AIR BLOWER.
This blower is attached to the inlet end of the heater assembly and provides a source of ventilating air through
the heater. Ram air from the air intake is used during flight.
21-42-05
Page 21-11
1F2
PIPER AIRCRAFT
PA-44-180/180T
ADJUSTMENT SCREW
Figure 21-4. Fuel Regulator and Shutoff Valve
A360 CONTROL CABLE

ATTACHMENT
~400
140 0
Figure 21-5. Top View - Duct Switch
21-42-05
Page 21-12
1F3
PIPER AIRCRAFT
PA-44-180/180T
2285
VIEW A-A
f 7
2
4
4
1. FWD. SEAL
2. AFT FLANGE
3. ARM (CAM)
4. VALVE ASSY.
5. SWITCH V3-1 = FAN UU"--------"-"""" - f t - - - 2
6. SWITCH V3-1 = HEATER
7. TUBE ASSY.
8. ADJ. SCREWS
NOTE 6
ADJUST SWITCHES SO THAT CAM ACTIVATES VIEW A-A
5
THEM 5° - 10° FROM FULLY CLOSED POSITION
Figure 21-6. Intake Valve and Switches
OPERATING CONTROLS. (Refer to Figure 21-7)
-Note-
The schematic diagram (Figure 21-7) shows the heater circuit including the electrical
wiring in the airplane.
The HEATER SWITCH is connected in the line that supplied electrical power to all heater equipment and
controls. When this switch is in the OFF position, the entire heater system is inoperative. This switch has a FAN
position which permits use of the ventilating air blower to circulate cool air through the system for summer
ground operation. With the switch in FAN position, the heater is inoperative and only the ventilating air blower is
energized.
OPERA TING PROCEDURE.
1. Place the master and heater switches in their "ON" position and place the air intake lever in the "OPEN"
position. The ventilating air and combustion air blowers will operate and the heater will ignite.
-Note-
The blowers will not operate and the heater will not ignite with the air intake lever in
the "CLOSED" position.
21-42-07
Page 21-13
1F4
PIPER AIRCRAFT
PA-44-180/180T
2. Set the temperature control lever to the desired temperature setting. TIlis controls the duct switch.
-Note-
If this control is set for ground operating comfort, it may be necessary to reposition it
after being airborne, since ram air will increase the ventilating airflow and heater
output.
3. To stop the heater operation, turn the heater switch to the "FAN" position. The heater will shut off and the
ventilating air blower will continue to operate. Allow the blower to operate for two minutes, this will cool
down the heater before turning the heater switch off and closing the air intake valve. Turn off master
switch.
MAINTENANCE SERVICE.
Instructions contained in this section consist of periodic inspection, adjustment, and minor corrections required
at normal designated intervals for the purpose of maintaining the heating system in peak operating condition.
These inspections assume that a heating system includes accessory components mentioned in preceding
paragraphs.
INSPECTION OF HEATER AND HEATER COMPONENTS.
PREFLIGHT AND/OR DAILY INSPECTION.
1.Inspect the ventilating air inlet, combustion air inlet, exhaust outlet and fuel drains for possible
obstructions. Make sure that all of these openings are clear of any restrictions and that no damage has
occurred to the exhaust, cold or hot fuel drains, water drain or fuel line drain.
2. Perform the HEA1ER SWITCH in the ON (or HEAT) position. The ventilating air blower and
combustion air blower should operate. Operate both combustion and ventilating air blowers and check
each for unusual current draw, noise or vibration.
-Note-
Proceed with the Heater System Operational Check in accordance with paragraph
titled "Operating Procedure".
21-43-02
Page 21-14
1F5
PIPER AIRCRAFT
PA-44-180/180T
100 HOUR INSPECTION.
The mandatory 100 Hour Inspection shall be conducted on new heaters or overhauled heaters with a new
combustion tube assembly upon accumulation of 500 heater operating hours or twenty four months, whichever
occurs first, and thereafter at intervals not to exceed 100 heater operating hours or twenty four months, whichever
comes first. If an hourmeter is used on the heater assembly, it should be connected across terminals number 2
and 5 on the heater terminal strip. If an hourmeter is not used, count one heater operating hour for each two flight
hours for normal aircraft operation. Consideration should be given for any excessive ground operation of the
heating system.
-Note-
The 100 Hour Inspection consists of the functional check and inspection listed below
and the Pressure Decay Test.
1. Inspect the ventilating air and combustion air inlets and exhaust outlet for restrictions and security at the
airplane skin line.
2. Inspect the drain line to make sure it is free of obstructions. Run a wire through it if necessary to clear
obstructions.
3. Check all fuel lines for security at joints and shrouds, making sure that no evidence of leaks exists.
Also check for security of attachment of fuel lines at the various attaching points in the airplane.
4. Inspect electrical wiring at the heater terminal block and components for loose connections, possible
chafing of insulation and security of attachment points.
5. Inspect the high voltage cable connection at the spark plug to make sure it is tight. Examine the cable
sheath for any possible indications of arcing, which would be evidenced by burning or discoloration of
the sheath.
6. Inspect the combustion air blower assembly for security of mounting, connecting tubing and wiring.
Tighten any loose electrical terminals and air tube connections.
7. Operate both the combustion and ventilating air blowers and check for unusual noise or vibrations.
8. It is recommended that the condition of the spark plug be checked for operation as described in paragraph
titled "Spark Plugs".
9. Evaluate the condition of the combustion chamber by performing a "Pressure Decay Test" as described in
Janitrol Maintenance and Overhaul Manual PIN 24E25-l (Revision dated October 1981).
10. Following the 100 hour inspection, perform the "Preflight and/or Daily Inspection".
REMOVAL OF HEATER. (Refer to Figure 21-2)
1. Ascertain that all heater controls are off.

2. Remove the screw in the nose, lower nose cone to gain access to heater.
3. Disconnect the heater outlet duct from the heater manifold by removing the attachment screws.
4. Remove the clamp from the intake valve control cable and disconnect the control cable from the intake
valve.
5. Note the hookup of the electrical leads to facilitate reinstallation. Disconnect the leads from the heater
terminal block.
6. Disconnect the fuel supply line at the heater by removing the cover of the fuel line connection shroud and
disconnecting the line from the solenoid valve.
21-43-04
Page 21-15
1F6
PIPER AIRCRAFT
PA-44-180/180T
7. Disconnect the fuel and water drains from the bottom of the heater and allow them to slide down.
8. Disconnect the combustion air blower inlet hose from the blower assembly by removing the cotter key
and clevis pin at the blower.
9. Loosen the clamps from around the heater and remove the heater from the airplane. The exhaust shroud
should remain in the airplane.
10. With the heater removed, the necessary maintenance may be performed as required.
INSTALLATION OF HEATER. (Refer to Figure 21-2)
1. Ascertain that all the heater components are on the heater. Position the exhaust tube shroud on the tube
mounting flange located in the nose section.
2. Position the heater over its mounting brackets and ascertain that the exhaust tube extends into the exhaust
shroud. Lower the heater to its mounting brackets. The exhaust tube should extend out the bottom of the
nose section.
3. Move the heater slightly to obtain the best fit of the exhaust tube shroud and heater. Place the heater
clamps around the heater and mounting bracket flanges and secure.
4. Connect the combustion air blower inlet hose to the combustion air blower assembly on the heater and
secure in place with the clevis pin and cotter key.
5. Connect the fuel and water drain lines to the bottom of the heater.
6. Connect the fuel supply line to the heater and cover over the fuel shroud and secure with two screws.
7. Attach the intake valve control cable to the intake valve and install the clamp.
8. Connect the electrical leads to the heater terminal block on the heater as shown in figure 21-2.
9. Check the operation of the heater.
10. Lift the nose cone up and secure with appropriate screws.
HEATER ELECTRICAL SYSTEM CHECKS.
ELECTRICAL CHECKS.
These tests are listed as an aid in isolating open circuited or inoperative components.
-Note-
The schematic wiring diagram (Figures 21-7, 21-8 and 21-9) shows, in addition to the
heater circuitry, the aircraft control circuit. For the purposes of this manual, the
circuitry shown in these illustrations will be utilized to describe voltage checks.
It must be assumed that power, which is furnished through the heater circuit breaker is present at the HEAlER
SWITCH at all times. Always check the circuit breaker before performing voltage checks.
21-43-07
Page 21-16
1F7
PIPER AIRCRAFT
PA-44-180/180T
HEATER
15 AMP
Ne
NOTE
o THIS WIRING DIAGRAM IS FOR REFERENCE
UP LIMIT PURPOSES ONLY. REFER TO CHAPTER 91 FOR
RT. GEAR
AIRCRAFT WIRING.
CABIN HEAT
~IR VALVE SW.
,---------------
I
HEAT
OVER TEMP. LIGHT
P.T.T.
THERMOSTAT IGNITION
UNIT
I
I
I
r
A-EATER
FUEL PUMP
SPLICE
FUEL SHUT-OFF
SOLENOID VALVE
I
I
I
I
RNF
I -
L _____________ _
Figure 21-7. Wiring Diagram
21-43-07
Page 21-17
1F8
PIPER AIRCRAFT
PA-44-180/180T
HEATER
I~ AMP
NC
NOTE
RT. GEAR
AIRCRAFT WIRING.
CABIN HEAT
~IR VALVE SW. 1---- ------- -----
I
HEAT
OVER TEMP. LIGHT
PoT.T.
THERMOSTAT IGNITION
UNIT
I
I
I
SPLICE
I
't
A.EATER
FUEL PUMP FUEL SHUT-OFF
SOLENOIO VALVE
I
I RNF
I
I
L _____________ _
Figure 21-8. Primary Power Circuit
21-43-07
Page 21-18
1F9
PIPER AIRCRAFT
PA-44-180/180T
HEATER
15 AMP
NC
NOTE
RT. GEAR
AIRCRAFT WIRING.
~IR VALVE SW.

,----
I
CABIN HEAT
-- ----- -----
HEAT
OVER TEMP. LIGHT
'-__....,..3
RT.T
THERMOSTAT IGNITION
UNIT
I
I
I -
reEATER
I
~ FUEL PUI\4P
FUEL SHUT-OFF
I
SOLENOID VALVE I RNF M
I
I
L _____________ _
Figure 21-9. Starting Power Circuit
VENT BLOWER POWER CIRCUIT CHECK.
1. With the HEAlER SWITCH in the FAN position, voltage (14 volts nominal) should be present at the
following locations: (Refer to Figure 21-8)
A. Terminal NO.6 on the heater terminal strip if the air valve is open.
B. From terminal NO.6 of the heater terminal strip through the radio noise filter to the ventilating air
motor.
C. Electrical ground circuit for the ventilating air motor is provided from terminal NO.5 of the heater
terminal strip. Ventilating air motor is inoperative when the landing gear is up or air valve is closed.
21-43-07
Page 21-19
1F10
PIPER AIRCRAFT
PA-44-180/180T
HEATER POWER CIRCUIT CHECK.
1. With the HEAlER SWITCH in the HEAT position, voltage should be present at the following locations:
(Refer to Figure 21-9)
-Note-
Power for the ventilating air blower is the same as described, except that power is now
supplied through the HEAT side of the HEAlER SWITCH.
A. Terminal No.1 of the heater terminal strip if the air valve is open.
B. From terminal No.1 of the heater terminal strip through the radio noise filter to the combustion air motor
and to terminal No.1 of the overheat switch.
C. From terminal No.3 of the overheat switch through the combustion air pressure switch to terminal No.2
of the heater terminal strip.
D. From terminal No.2 of the heater terminal strip to the ignition unit to the fuel regulator and shutoff valve
and fuel pump through the adjustable duct switch to terminal No.3 of the heater terminal strip.
E. From terminal No.3 of the terminal strip through the cycling switch to the fuel solenoid valve.
In the event that voltage is not present at one or more of the above listed points, the wiring must be traced back
to the power source. If components are still inoperative after the wiring inspection, check the individual
inoperative components for voltage and, if necessary, replace them.
GENERAL MAINTENANCE.
Instructions in this paragraph pertain to maintenance of the basic heater and components while the heater is
installed in the airplane. Instructions for removal of components are included provided the installation permits
accessibility.
-Note-
No special service tools are required for normal periodic maintenance.
COMBUSTION AIR BLOWER.
1. Removal:
A. Disconnect wire at quick disconnect terminal.
B. Disconnect the inlet tubing from the inlet air adapter.
C. Loosen the clamps that hold the combustion air blower assembly in the support bracket and slide
the motor out of the bracket.
21-43-11
Page 21-20
1F11
PIPER AIRCRAFT
PA-44-180/180T
1 IN. HEX SAE. 1112 SCREW STOCK

0.640 DIA. DRILL CHAMFER 45° X 1/16
NEAR END ONLY MOMENTARY
3.00 INCH
THREAD 18 MM -1.5 MM PITCH
ADJUSTABLE
r- SWITCH --------,
GAP SAE. SPARK PLUG STANDAR/D
I
0.125 DIA I
1010 - 1020 0.06 EXTERNAL BATTERY
I
STE~ROD I II TEST
CIRCUIT
I
I
I
I
I
I VOLTMETER
I
IL _ _ _ _ _ _ _ _ _- _ _ _ _
VIBRATOR
TYPE II SPARK PLUG
INSTALLED IN FIXTURE
0.3125 DIA. ROD, 0.50 LONG
1010- 1020 STEEL ROD 2 HOLES INTERNAL
DRILL AND TAP FOR 4-40 SCREW 0.1285 DIA (#30 DRILL) TEST
LOCATE 1/4 IN. EITHER END 0.19 DEEP CIRCUIT
SCREW - MACHINE, RD HD.
AN OR MS 4-40 - 1/4 IN. LONG
FILTER =
NOTE: ALL DIMENSIONS ARE IN
INCHES TOTAL RESISTANCE A TO B MUST
* - DENOTES SILVER SOLDER NOT EXCEED 0.3 OHMS.
Figure 21-10. Spark Plug Fixture Figure 21-11. Wiring - Test Setup
2. Replacing Motor Brushes: (Refer to Figure 21-19.)
A. Remove the brush cap at one of the brush locations. Note position of brush inside the guide
and carefully lift the brush and brush spring out of the guide. Be sure to hold the brush so that it can
be reinstalled in precisely the same position if no brush replacement is required.
B. Inspect the brush for wear. If brushes are worn to a length of .187 of an inch, they must be
replaced.
C. Looking through the brush guide, inspect the commutator which should be smooth and medium
brown to dark brown in color. Remove all dust from commutator with compressed air. If the
commutator is grooved in the brush track, gouged, scored or shows signs of having burned spots,
replace the complete motor assembly. If the commutator is in good condition, install new motor
brushes and tighten brush caps into place. Make sure each brush is oriented so that the curved end
fits the curvature of the commutator.
D. After installing new brushes, it is advisable to run in the brushes as follows: Connect the motor to
a controlled voltage supply (rheostat in a 14 volt line). Operate the motor at approximately 112 its
normal speed for the first hour; then gradually increase the speed until it is rotating at
approximately normal speed. Continue the run in operation for at least two hours to properly seat
the brushes before installing the blower in the aircraft.
3. Installation:
A. Prior to installing the combustion air blower, inspect all parts of the assembly for loose screws.
loose nuts, and poor ground connection on the blower housing. Make sure the blower wheel is
tight on the shaft and properly located in the housing. It should have just enough clearance to
rotate at full speed without binding against the inlet housing. Blower performance is based upon
this close tolerance clearance. It is recommended that correct voltage be applied for this clearance
21-43-11
Page 21-21
1F12
PIPER AIRCRAFT
PA-44-180/180T
425
1. SPARK PLUG
2. SEATING SURFACE
3. COMBUSTION TUBE ASSY
4. GROUND ELECTRODE
5. JACKET ASSEMBLY
6. COMBUSTION HEAD ASSY
7. MEASURE
8. GASKET
6 4
-r----+-W
5
Figure 21-12. Spark Plug Gap Adjustment
B. Install the blower inlet adapter in the same orientation as before removal.
C. Place the combustion air blower assembly in position in the attaching clamp so the air tubing can be
connected and slide the tubing into position at the point where it was disconnected during removal. Do not
tighten until after tightening the motor in the attaching strap.
D. Tighten the blower motor mounting strap securely making certain the air tubing is in proper alignment.
E. Secure the air tubing by tightening the clamp or installing the sheet metal attaching screws.
F. Connect the wire lead at the quick-disconnect terminal.
G. Connect the ground lead securely to the mounting bracket.
H. Check motor operation. By disconnecting the wire at the NO.3 terminal on heater terminal strip, blower can
be operated without fuel flow to the heater.
SPARK PLUG.
1. Removal: (Refer to Figure 21-18.)

A. Remove the screws in the nose and lower the nose cone gaining access to the spark plug area of the
heater assembly.
-Note-
Insure that heater electrical circuits are de-energized.
21-43-12
Page 21-22
1F13
PIPER AIRCRAFT
PA-44-180/180T
B. Unscrew and remove the high voltage lead connector at the spark plug. Exercise care to avoid
fouling or damaging the connector.
C. Remove the grommet.
D. Using a 7/8 inch deep hex socket, unscrew and remove the spark plug. Make sure the spark plug
gasket is removed with the spark plug. It will normally stick on the spark plug threads, but if gasket
should drop into the ventilating air passages of the heater, remove with a wire hook.
2. Inspection and Servicing (Spark Plug):
AIf the spark plug appears to be in good condition, except for a mild coating of oxide on the porcelain
and electrodes, it may be cleaned and reused. Cleaning is accomplished on a conventional airplane type
spark plug cleaner, except that it will be necessary to use two or more adapters in order to raise the long
extension of the plug far enough out of the cleaner nozzle opening to perform an effective job. Plug the
ceramic insert cavity at the terminal end of the plug with a piece of paper or cloth to keep out any of the
cleaning sand. Wipe this cavity out thoroughly with a cloth wet with carbon tetrachloride. If after
cleaning the spark plug porcelain is white and the electrodes are not eroded, proceed to check the ground
electrode in the heater and adjust the spark gap in accordance with Step 3 of this paragraph.
-Note-
If the spark plug fails to clean up properly and/or if the electrodes are badly eroded, it
should be replaced.
3. Spark Gap Check and Adjustment: (See Figure 21-12.) A spark gap of 0.156 to 0.188 inches must be
maintained on the PIN 39D18 spark plug. TIlis gap should be checked any time a plug is replaced or at
the time of heater overhaul. A spark gap greater than that specified can shorten the life of the ignition
assembly. There are several methods in which the spark gap of this heater may be checked. Method I is
recommended when the heater is being overhauled and before the installation of the fuel nozzle. Methods
II and III are suitable for checking the gap through the spark plug well when the heater is not
disassembled.
Method I.
A Using a 5/32 inch drill (0.156) or a piece of 5/32 rod, reach through the small opening in the
combustion head and find the ground electrode. (It is welded inside the head.)
B. Move the drill along the side of the electrode on the spark plug side. (Movement should be from the
outer edge towards the center.) The drill should just pass through the spark plug gap opening.
Should the drill fail to pass through this opening, the gap is too narrow. If it passes through too
freely, the gap is too wide. In either case, it will be necessary to bend the ground electrode in the
direction required. TIlis may be done by removing the spark plug and reaching through the opening.
C. Recheck the gap after repositioning of the ground electrode.
Method II.
A Measure the distance between the seating surface of the spark plug with a new gasket installed to
the end of the plug electrode.
B. Using a depth gauge, measure the distance between the ground electrode in the heater to the spark
plug seating surface in the heater jacket and check this measurement against the measurement
obtained in Step A The difference should be between 0.156 to 0.188 of an inch.
C. The ground electrode can be bent to obtain the required gap.
21-43-12
Page 21-23
1F14
PIPER AIRCRAFT
PA-44-180/180T
Method III.
A. Fabricate or purchase from Piper the special tool from dimensions given in Figure 21-22.
B. Install the threaded end of the tool into the spark plug hole.
C. Slide the rod of the tool into the combustion head until it contacts the ground electrode.
D. Check that the indicator ring on the rod lines up with the end of the tool. The ground electrode may be
bent to obtain the required gap.
-Note-
Inspect the ground electrode for erosion. If it is eroded to approximately has of its
original 1/8 inch diameter, it should be replaced. This can be done as follows:
(1) Grind off the head of the rivet where it projects through the combustion head and
remove the electrode.
(2) Install a new CRES rivet AN125452 which is 1.500 inches in length.
(3) Heliarc tack weld the rivet head to hold it in place.
(4) Check spark gap as noted in Methods I or II.

4. Installation: (Refer to Figure 21-12)
A. If a new spark plug is being installed, be sure to adjust the spark gap. Do not bend the electrode on
the spark plug.
B. Place a new spark plug gasket on the threads. If the gasket does not hold on the threads and would
be likely to fall off during installation, place a small drop of Aviation Permatex or similar material
on the gasket to stick it temporarily to the plug shell.
C. Screw the spark plug into the heater with a deep socket wrench. Tighten to a torque of 28 foot-
pounds.
D. Install the grommet (39, Figure 21-18) in the heater jacket opening.
E. Carefully insert the spring connector on the high voltage lead into the spark plug shell, press down
gently and start the nut on the threads. Tighten the nut to 20 foot-pounds.
F. Operate the heater to check dependability and close all access openings.
IGNITION UNIT.
This unit converts 14 volt DC to high voltage, oscillating current capable of producing a continuous spark in
the combustion chamber of the heater. This unit remains energized and produces a continuous spark during
heater operation. It contains a condenser, resistor, radio noise filter and vibrator socket. It also has an externally
mounted vibrator and ignition coil.
IGNITION UNIT REMOVAL AND INSTALLATION.
1. Removal: (Refer to Figure 21-18)

-Note-
Make sure heater electrical circuits are de-energized.
21-43-14
Page 21-24
1F15
PIPER AIRCRAFT
PA-44-180/180T
A. Disconnect the primary wire from the primary terminal of the ignition assembly.
B. Carefully unscrew and disconnect the high voltage ignition cable at the spark plug. Exercise care to
avoid fouling or damaging the connector.
C. Remove the four attaching screws and lift the ignition assembly off the heater jacket.
2. Installation: (Refer to Figure 21-18.)
A. Place the ignition assembly in position on the heater jacket with the high voltage cable facing the
spark plug end of the heater.
B. Install the four screws. Tighten the screws securely.
C. Carefully connect the high voltage lead to the spark plug.
D. Connect the primary lead to the primary terminal on the ignition unit and tighten the nut securely.
E. Check for proper heater operation.
TESTING IGNITION UNIT.
The ignition unit does not require complete overhaul. The following test will indicate whether or not the unit
is operational and whether the vibrator should be replaced before reinstallation in the aircraft. The following
equipment is required to test the components:
1. A battery that will supply power at approximately 14 volts DC.
2. A voltmeter with a range of 0-15 volts.
3. A lead from the battery to the test fixture in which is included an ammeter with a range of 0-3 amperes
and a normally open, momentary-closed switch. The total resistance of the lead including the ammeter
and switch must not exceed 0.3 ohms.
-CAUTION-
WHEN TESTING AN IGNITION UNIT, DO NOT USE A SCREWDRIVER AS

A SUBSTITUTE FOR A SPARK PLUG AND SPARK PLUG FIXTURE.
4. A spark gap of 0.187 inch (plus 0, minus .030). A convenient means of arranging the correct spark gap is
to install a spark plug, PIN 39D 18, in a test fixture arranged to provide a ground electrode and a .187 inch
spark gap. (Refer to Figure 21-10 for information on fabricating this fixture)
-Note-
Anyone of several spark plugs may be used with the spark plug fixture detailed in
Figure 21-10. However, the "A" dimension in that sketch must be varied with the
length of spark plug electrode to provide a gap of .187 inch for all spark plugs.
5. The high tension shielded ignition lead between the ignition unit and the spark plug is a part of the cover
assembly.
6. Arrange the test equipment as shown in Figure 21-11.
OPERATIONAL TEST OF IGNITION UNIT.
1. Close the momentary switch and read the voltmeter and ammeter. Release the momentary switch
immediately.
2. The amperage reading at 14 volts DC must be 1.50 +1- 0.25 amperes.
21-43-16
Page 21-25
1F16
PIPER AIRCRAFT
PA-44-180/180T
A269
1. COVER ASSEMBLY 3 4
2
2. IGNITION BOX
3. CLAMP
4. IGNITION COIL
5. VIBRATOR
Figure 21-13. Ignition Unit Assembly
VIBRATOR.
The vibrators should be replaced after 250 hours of operation. This schedule applies equally to vibrators
installed in new units as well as new vibrators installed in ignition units that have been in service.
VIBRA TOR REMOVAL AND INSTALLATION. (Refer to Figure 21-13)

1. Remove the clamp.
2. Remove the vibrator from the ignition unit; it may require a slight back-and-forth movement to remove it
from the unit. A piece of masking or friction tape around the exposed portion of the vibrator will help to
grip the vibrator for removal.
3. Install the new vibrator with the index marks aligned. The connector pins on the vibrator can be felt
entering the pin sockets in the vibrator socket, then press the vibrator fully and firmly into position.
Secure with the clamp.
-Note-
If replacement of vibrator fails to correct operational failure, further disassembly and

inspection may be required.
21-43-18
Page 21-26
1F17
PIPER AIRCRAFT
PA-44-180/180T
CHART 2103. INSPECTION (IGNITION UNIT)

Index No. Nomenclature Inspection
1 Cover Assembly Inspect for security of lead assembly to cover.
Ignition cable, grommet, terminal and connector
for carbon tracks, cracks or distortion. Repair
or replace for any of the above conditions.
4 Ignition Coil Inspect for broken bakelite, carbon tracks, oil

leaks, and dents in coil cover. Replace for any
of the above conditions.
INSPECTION OF IGNITION UNIT.
Inspect components as directed in Chart 2103 and Figure 21-13.

-Note-
Replace any component that fails to meet checks listed in Chart 2102.
CYCLING SWITCH AND LIMIT (OVERHEAT) SWITCH. (Refer to Figure 21-18)

1. Removal:
A. If the limit switch is damaged or defective, disconnect the three electrical leads from the switch
terminals. Be sure to mark the leads for proper reassembly. (The switch terminals are identified by
numbers "I" ,"2" and "3").
B. Remove the two attaching screws and lift the limit switch and spacers (gaskets) from the
jacket opening.
C. If the cycling switch is damaged or defective, disconnect the electrical leads being sure
to mark them for proper reassembly.
D. Remove the two screws and lift the cycling switch from the jacket opening.
-Note-
No attempt should be made to repair either of these switches. If they do not operate
properly, they should be replaced.
2. Installation: (Refer to Figure 21-18)
A. Install the limit switch and spacers (gaskets) by placing them in position in the heater jacket
opening and installing two screws.
B. Tighten screws securely; then reconnect the electrical leads in accordance with markings made
during disassembly. (Refer to wiring diagram, Figure 21-7)
C. Install the cycling switch (refer to Figure 21-18) by placing it in position in the heater jacket
opening and securing it with the two screws. Tighten screws securely; then reconnect the electrical
leads to their respective terminals as marked during disassembly. (Refer to wiring diagram, Figure
21-7)
21-43-20
Page 21-27
1F18
PIPER AIRCRAFT
PA-44-180/180T
COMBUSTION AIR PRESSURE SWITCH. (Refer to Figure 21-18)
1. Removal:
A. Disconnect electrical leads from the terminals of the combustion air pressure switch, being sure to
mark them for proper reassembly. Disconnect the tube from the switch cap. Exercise caution not to
exert excessive bending of the tube. (It is "tacked" to the combustion chamber inside the jacket.)
B. Unscrew and remove the combustion air pressure switch from the fitting on the combustion air inlet
tube.
2. Installation:
A. Install the combustion air pressure switch by rotating it on the threaded fitting of the combustion air
inlet tube and tighten it securely. Exercise caution not to over-torque the switch as this could
change thesetting.
B. Connect electrical leads to their respective terminals in accordance with markings made during
removal. If in doubt regarding proper connections, refer to the wiring diagram, Figure 21-7.
Connect the tube to the switch cap.
e. Check for proper heater operation.
FUEL REGULATOR AND SHUTOFF VALVE. (Refer to Figure 21-4.)
The fuel regulator and shutoff valve is located on the upper right side of the forward bulkhead assembly.
Access is obtained by lowering the nose cone.
REMOVAL OF FUEL REGULATOR.
1. Ascertain that the left fuel tanks are empty and the fuel selector controls are in the OFF position.
2. Gain access to the regulator and disconnect the electrical leads from regulator and shutoff valve.
3. Disconnect the fuel line from the outlet port and remove the regulator from the heater fuel pump. Cap all
open fuel lines to prevent contamination.
ADJUSTMENT OF FUEL REGULATOR.
The fuel regulator and shutoff valve used in this system is adjustable but not repairable. The following steps
cover the proper adjustment of this unit:
1. Install the regulator in a test stand similar to that shown in Figure 21-14.
2. Install a 2.0 gph nozzle (Janitrol Part No. C08D09). Gasoline or Stoddard solvent can be used for testing.
3. Apply fluid pressure from fuel pump and energize the solenoid. Outlet pressure should be 7.0 +/- .5 psi,
if not, correct accordingly.
4. Using a screwdriver, break the seal over the adjustment screw and adjust the regulated outlet pressure to
7.0 +/- .5 psi. (Turn clockwise to increase pressure or counterclockwise to decrease pressure.)
5. De-energize and energize the solenoid at least twice. The outlet pressure should be 6.5 to 7.5 psi with the
solenoid energized. When the solenoid is de-energized, the pressure should drop to zero and the fuel now
from the nozzle should stop.
6. During the above test, observe for signs of external leakage. Any leakage is cause for rejection of the
regulator. After satisfactory adjustment has been made, apply Glyptol around the threads of the
adjustment screw and in the slot.
21-43-24
Page 21-28
1F19
PIPER AIRCRAFT
PA-44-180/180T
0- 60 PSIG 0- 15 PSIG
GAGE GAGE
SUPPLY
REGULATOR
FUEL FLOW
SUPPLY REGULATOR
FUEL
NOZZLE
ELECTRICAL
POWER SUPPLY
Figure 21-14. Test Setup for Fuel Regulator and Shutoff Valve
INSTALLA TION OF FUEL REGULATOR.
1. Position the regulator into position between the fuel line and fuel pump. Ascertain that the inlet side of
the regulator is towards the fuel pump.
2. Connect the regulator to the pump and the heater fuel line to the regulator outlet port.
3. Connect the electrical leads from the regulator.
4. Operate the heater to make sure the unit is functioning properly.
HEATER FUEL PUMP. (Refer to Figure 21-15)
The maintenance required for this type of fuel pump is very limited, consisting of inspection and replacing
parts that are worn or broken.
REMOVAL OF HEATER FUEL PUMP.
The heater fuel pump is located on the upper left side of the forward bulkhead assembly. Access is obtained
by lowering the nose cone.
1. Ascertain that the left fuel tanks are empty and the fuel selector controls are in the OFF position.
2. Disconnect the electrical lead from the pump.
3. Disconnect the fuel line from the inlet end of the pump and the regulator from the outlet end. Cap all
open fuel lines to prevent contamination.
4. Remove the bolts which secure the pump to its mounting bracket.
21-43-27
Page 21-29
1F20
PIPER AIRCRAFT
PA-44-180/180T
A932
2 3 4 5 6 7 8 9 10 11 12
TOP
BOTTOM
-
1. PUMP, BODY 7. O-RING

2. TUBE, PLUNGER 8. WASHER
3. FILTER 9. RETAINER
4. PLUNGER 10. MAGNET
5. SPRING 11. GASKET, COVER
6. CUP VALVE 12. COVER
Figure 21-15. Heater Fuel Pump
DISASSEMBLY OF PUMP. (Refer to Figure 21-1S.)
1. Remove the safety wire that secures the bottom cover to the pump.
2. Using a 5/8 inch wrench, release the bottom cover from the bayonet fittings. Twist the cover by hand to
remove it from the pump body.
3. Remove the filter, magnet and cover gasket.
4. Remove the retainer spring from the plunger tube using thin nose pliers to spread and remove ends of
retainer from tube.
5. Remove washers, O-ring seal cup valve, plunger spring and plunger from the tube.
CLEANING OF PUMP.
1. Wash all pans in cleaning solvent and blowout with air pressure.
2. If plunger does not wash clean or if there are any rough spots, gently clean the surface with crocus cloth.
3. Slosh the pump assembly in cleaning solvent and blowout with air pressure.
4. Swab the inside of the tube with a cloth wrapped around a stick.
21-43-29
Page 21-30
1F21
PIPER AIRCRAFT
PA-44-180/180T
INSPECTION AND REPAIR OF PUMP.
1. Disassemble the pump.

2. The filter usually comes off with the cover; it may stick inside the fuel pump. Carefully remove the filter
and replace it, if distorted.
3. Check cover gasket and replace if deteriorated.
4. Check the O-ring seal and plunger spring and replace if worn.
ASSEMBLY OF PUMP. (Refer to Figure 21-15.)
1. Insert the plunger into the tube with the buffer spring end first. Check fit by slowly raising and lowering
the plunger in the tube. It should move fully without any tendency to stick. If a click cannot be heard, the
interrupter assembly is not functioning properly in which case the pump should be replaced.
2. Install the plunger spring, cup valve, O-ring seal and washer.
3. Compress spring and assembly retainer with ends of retainer in side holes of tube.
4. Place the cover gasket and magnet in the bottom cover and assemble the filter and cover assembly.
5. Twist the cover by hand to hold in position on pump housing. Using a 5/8 inch wrench, securely tighten
the bottom cover with the bayonet fittings on the pump body and install safety wire.
INSTALLATION OF HEATER FUEL PUMP.
1. Position the fuel pump on the forward bulkhead assembly and secure in place with bolts.
2. Connect the regulator to the pump outlet and the fuel line to the pump inlet.
3. Connect the electrical lead from the pump.
4. Operate the heater to make sure the unit is functioning properly.
5. Replace nose cone and secure.
DUCT SWITCH. (Refer to Figure 21-19.)
1. Removal:
A. Disconnect the electrical leads from the terminals on the exposed face of the switch and mark to
facilitate installation.
B. Remove the two attaching screws and washers from the duct switch bracket.
C. Carefully lift out the switch and gasket (if gasket is used).
2. Cleaning and Inspection:
A. Brush off any dust or lint from the switch operating mechanism (exposed inside the duct) and wipe
the external surfaces with a clean cloth.
3. Installation:
A. Insert the switch carefully with gasket (if used) into the ventilating duct opening and secure with
the two attaching screws and washers.
B. Connect the two electrical leads to their respective terminals on the face of the switch as marked
during removal.
C. Operate the heater with the duct switch set above ambient temperature to check operation.
21-43-33
Page 21-31
1F22
PIPER AIRCRAFT
PA-44-180/180T
OVERHAUL INSTRUCTIONS.
The heater assembly shall be overhauled after 1000 hours or whenever the pressure decay test requirement
cannot be met. The heater should be removed from the aircraft disassembled, all parts thoroughly inspected and
necessary repairs and/or replacements made prior to reassembly. Detailed step-by-step instructions are included
for a complete heater overhaul. In some instances, however, inspection may reveal that it is unnecessary to
remove certain parts. If so, those portions of the overhaul procedures may be eliminated.
DISASSEMBLY OF HEATER. (Refer to Figure 21-18)
1. Remove the screw and slide the elbow adapter off the combustion air inlet tube.
2. Disconnect and remove electrical wiring and individual wires from the various components on the heater.
If wires appear to be in good condition, it may be desirable to remove wire harness assembly intact. First
disconnect wires at terminal strip and components.
-Note-
It is advisable to label all wires, prior to removal, to insure correct connections during
reassembly. Cable straps and clips must be replaced if removed, as they cannot be
reused.
3. Carefully disconnect the high voltage ignition lead at the spark plug. Handle the spring connector on the
end of this lead with care to prevent fouling or damage.
4. Remove the four screws and cable straps to free the ignition assembly from the heater jacket and remove
the ignition assembly. The vibrator may be removed by releasing the clamp and exerting a firm pull
straightaway from the ignition assembly case.
5. Remove the grommet from the jacket and remove the spark plug with a 7/8 inch deep socket. Make sure
the spark plug gasket is removed.
6. Remove the two screws and lift out the overheat (limit) switch and spacer gaskets.
7. Remove the two screws and lift out the cycling switch.
8. Remove the four screws to release the terminal strip and insulator from the jacket.
9. Disconnect the tube fitting at the cover of the combustion air pressure switch. Take precaution when
bending tube. Unscrew and remove the combustion air pressure switch from the combustion air inlet
tube.
10. Remove vent air inlet adapter from the blower housing by removing the three screws.
11. Loosen the four screws and rotate the blower and motor housing to disengage the notched end from the
four screws in the end of the heater jacket. Disconnect the motor wiring quick-disconnect.
12. Remove the upper fuel shroud box cover by removing the screws.
13. Remove the grommet from the fuel shroud and carefully pull the fuel solenoid wires through the hole in
the shroud.
14. With an open end wrench, remove the fuel solenoid assembly being careful not to damage the wires on
the solenoid.
21-44-01
Page 21-32
1F23
PIPER AIRCRAFT
PA-44-180/180T
15. Reach inside the inlet end of the jacket assembly with a 3/4 inch open-end wrench, and while holding the
fuel-tube fitting at the jacket, use a 3/4 inch deep socket to remove the elbow, nut, washer, gasket and fuel
shroud.
16. Remove the two screws and carefully withdraw the nozzle holder from the combustion head assembly,
remove gasket.
17. Remove the six screws and withdraw the combustion head assembly from the combustion tube assembly.
Remove gasket.
18. Remove the screws and remaining cable straps, if not previously removed, from the seam of the jacket
assembly. Note the position of the cable straps as they are removed. Spread the jacket at the seam and
remove it from the combustion tube assembly. TIlis will free the asbestos gasket which can be removed
from the particular part to which it remains attached.
19. Carefully unscrew and remove the spray nozzle from the nozzle holder. Remove the gasket.
-CAUTION-
HANDLE THE NOZZLE WITH CARE TO A VOID DAMAGE TO THE TIP.

THE MATERIAL AROUND THE ORIFICE IS VERY THIN AND ANY
SHARP BLOW ON THE FACE OF THE NOZZLE CAN DISTORT THE
SPRAY PATTERN AND CAUSE IRREGULAR IGNITION OR IMPROPER
COMBUSTION.
20. Remove the three screws and rubber grommets from the blower housing.
21. Slide the ventilating air blower motor out of the blower housing with the motor bracket assembly and
blower wheel attached. Loosen the set screw in the blower wheel and slide it off the end of the motor
shaft. Then remove the motor bracket assembly, fasteners and ground bracket.
22. Remove the screw and lock washer to free the capacitor assembly (18) with attached leads.
DISASSEMBL Y OF COMBUSTION AIR BLOWER ASSEMBLY. (Refer to Figure 21-19)
1. Remove the combustion air blower inlet adapter by removing the screw.
2. Remove screws; then separate the outer housing from the inner housing and free the motor leads and
capacitor from the inner housing.
3. Loosen the set screw in the blower wheel and slide it off the motor shaft.
4. Remove the two hex nuts, lock washers and flat washers and slide the inner housing off the motor
through bolts. The spacer will drop out.
5. Install new motor brushes. If the motor commutator is badly worn or if the motor is defective in any
respect, it must be replaced.
CLEANING OF HEATER COMPONENTS. (Refer to Figure 21-18.)

-CAUTION-
DO NOT ATTEMPT TO BUFF OR SCRAPE OFF ANY DEPOSITS ON THE

FACE OF THE SPRAY NOZZLE. THE FACE OF THE NOZZLE IS VERY
SUSCEPTIBLE TO DAMAGE FROM MISHANDLING. CAREFULLY
REPEAT CLEANING PROCESS USING ONLY A BRISTLE BRUSH AND
REPEATED APPLICATIONS OF SOL VENT TO LOOSEN ANY STUBBORN
DEPOSITS.
21-44-03
Page 21-33
1F24
PIPER AIRCRAFT
PA-44-180/180T
387
.19 DIA. HOLES
(6 EQUALLY SPACED)
RUBBER
o
STOPPER
3.62
4.20 DIA.
DIA.
.125 DRILL OUTTO

THICK STOCK NECESSARY
DIAMETER
COMBUSTION HEAD _ __
OPENING
CLAMP
RUBBER STOPPER - - - - l.....

SEAL CAP
DRILL FOR BOLT -----\III--
FLAT WASHER ..
BOLT~
EXPANSION PLUG
Figure 21-16. Suggested Design for Seal Plates, Plugs, and Caps for Combustion Tube Leakage Test
427
2
1. WATER MANOMETER
2. OHMMETER
3. NEEDLE VALVE
4. TEE
5. PRESSURE TAP (OPEN)
6. ADJUSTING SCREW (UNDER COVER)
7. COMBUSTION AIR PRESSURE SWITCH
3 4
AIR SUPPLY
/ 5
6
Figure
21-44-03
Page 21-34
1G1
PIPER AIRCRAFT
PA-44-180/180T
1. Clean individual metal parts (except those parts containing switches and electrical wiring) and
the combustion tube assembly by immersing them in dry-cleaning solvent, such as Stoddard solvent
(Federal Specification P-D-680). A bristle brush should be used to assist the cleaning process if foreign
accumulations are stubborn to remove.
2. Use compressed air or lintless cloth to dry the parts, unless sufficient time is available for them to air dry.
3. Wipe electrical components with a clean, dry cloth. If foreign material is difficult to remove, moisten the
cloth in carbon tetrachloride or electrical contact cleaner and clean all exterior surfaces thoroughly.
CLEANING AND INSPECTING THE COMBUSTION TUBE ASSEMBLY. (Refer to Figure 21-18)
1. Slight scaling and discoloration of the combustion tube assembly is a normal condition for units that have
been in service up to 500 airplane hours. The slight scaling condition will appear to be mottled and a
small accumulation of blue-gray powder may be present on the surface in certain areas. This condition
does not require replacement of the combustion tube assembly unless severe overheating has produced
soft spots in the metal.
-Note-
This assembly should be inspected prior to cleaning in order to prevent the removal of
visible evidences of damage.
2. Look inside the exhaust outlet to determine if the combustion tube appears to be heavily scaled or
mottled. Deformation is more difficult to detect visually but can usually be observed by looking straight
through the combustion tube assembly and sighting along the outer surface of the inner combustion tube.
An assembly that has been obviously deformed should be replaced. Slight deformation will not affect
heater operation unless it is extensive and localized enough to reduce the flow of ventilating air through
the heater more than 10 percent. Inspect the sensing tube for clogging. If it is clogged, it must be
cleaned. Disconnect at switch and clean tube by blowing air through it. If combustion by product
residue has collected in the exhaust end of the tube, it may be necessary to clean the tube with a wire.
3. The combustion tube assembly may be cleaned by either of two methods:
A. One method is to soak the combustion tube assembly overnight in a solution of Kelite No. L23S
cleaning solution (I to 12 parts by volume). The solution should be maintained at a temperature of
between 190- F and 210- F. After soaking overnight, rinse the combustion tube assembly thoroughly in
water to remove all traces of the Oakite solution. In order to reach all areas of the combustion tube
assembly, it is advisable to let it stand in the rinsing water for as long as 112 hour while occasionally
agitating it to circulate the water. All openings should be left open during this operation. Be sure to dry
the combustion tube assembly thoroughly after cleaning by blowing with shop air.
B. A second method of cleaning is what is commonly known as hand "tumbling." Insert shot or other
metallic particles through the exhaust outlet opening; then close all openings and shake the combustion
tube assembly vigorously while rotating it and changing from end-to-end frequently. Be sure to pour out
all of the particles and loosened material; then with all openings uncovered, direct a stream of
compressed air into the combustion tube assembly from first one opening, then the other. Make sure all
loose material is removed.
21-44-04
Page 21-35
1G2
PIPER AIRCRAFT
PA-44-180/180T
INSPECTION OF REMAINING COMPONENTS. (Refer to Figure 21-18)
1. Discard all rubber parts such as grommets, gaskets, etc. These items should always be replaced at
overhaul. Also discard the asbestos gasket.
2. Inspect all wires and wiring harnesses for damage to insulation, damaged terminals, chafed or cracked
insulation and broken plastic bands. Individual wires can be replaced by making up new wires from -'0.
16 AWG stock and cut to correct length. It is advisable to use an acceptable crimping tool for installing
terminals rather than solder for all heater wiring connections. If wiring harness damage is visible, the
entire harness assembly should be replaced. If only one or more wires are damaged, cut the cable ties,
make up new wires, install them in the harnesses and restore all cable ties and clamps. If heater controls
were operating properly at the time of removal, reinstall them.
3. Inspect all hard parts consisting of bolts, screws, nuts, washers and lock washers. Replace damaged
parts.
4. The combustion air pressure switch must respond to delicate pressure changes and should always be
checked and/or replaced at overhaul. (Refer to Figure 21-17)
5. Replace the vibrator in the ignition unit at each overhaul.
6. Inspect the ignition assembly (refer to Figure 21-18) for dented case, loose or damaged primary terminal
insulator and broken or obviously damaged high voltage lead. Give particular attention to the condition
of the spring connector at the end of the lead. If the spring is burned off, visibly eroded or carbon
tracked, the ignition assembly should be replaced.
-Note-
Do not attempt a field repair of the ignition unit, as it is a sealed assembly.

7. Inspect the terminal strip for distortion and cracks and replace it if either condition exists.
8. Inspect radio/noise filters for short circuits by checking from either terminal to ground with an ohmmeter.
An open circuit reading should be obtained.
9. Inspect the spray nozzle with a magnifying glass for any obstructions in the nozzle orifice and any sign of
damage to the slight conical protrusion at the nozzle tip. Use compressed air to remove obstructions and
re-examine the orifice to make sure it is open. Exercise care when handling the nozzle to avoid pressing
or rapping on the tip face. Do not buff or scrape off deposits on the tip face. After cleaning, it is
advisable to store the nozzle in a polyethylene bag until ready for reassembly.
10. Replace the nozzle at overhaul.
-Note-
The nozzle can be spray tested by installing it in the holder and connecting the fuel
tube to a 7 psi fuel pressure source. The conical angle spray pattern should be even
and dispersed the same in all directions. Exercise caution to keep atomized fuel away
from fire.
11. Inspect the nozzle holder assembly for damaged threads at the fuel-tube fitting and for crimped or
cracked fuel line or distorted housing. Check the solenoid for continuity by connecting across each wire
lead with an ohmmeter. A reading of between 15 to 40 ohms should be obtained at room temperature. If
not within these limits, the solenoid should be replaced.
21-44-05
Page 21-36
1G3
PIPER AIRCRAFT
PA-44-180/180T
12. Remove the brushes, one at a time, from the ventilating air blower motor by removing the brush cap and
carefully withdrawing the brush from its guide. Remove foreign material from the brush guide and
commutator with a stream of filtered compressed air. Check for brush wear. Inspect the commutator for
grooved brush track, pitting or burning. The commutator surface should be smooth and medium brown
in color. Replace the motor if the commutator or other parts show damage.
13. Inspect the combustion air blower motor as described in the preceding step.
14. Inspect the blower wheel for broken or bent vanes and replace it for either condition.
TESTING.
The following tests should be performed as outlined in the succeeding paragraphs:

1. Check ventilating air and combustion air motors for correct RPM and current draw:
A. Connect motor to 12 volt DC power supply. Rotation should be counterclockwise when viewed
from the shaft end.
B. Both motors should rotate at approximately 7500 RPM at rated voltage. Current draw is
approximately five amperes.
C. If current draw is excessive or if speed is too low, replace the brushes. Recheck both current draw
and RPM after brushes are properly run in.
D. If after replacing brushes operation is still unsatisfactory, replace the motor.
-Note-
The motor checks described above should be made without the blower housing
attached, for both the ventilating air and combustion air motors.
2. Test the combustion tube assembly for leaks as follows:
A. Fashion a sealing plate from approximately 1/8 inch thick flat stock to seal the combustion head
opening in the combustion tube assembly. (Refer to Figure 21-16) Use a rubber gasket under
the.plate and attach the plate with six screws.
B. Make up seals for all remaining openings, except the one used to connect the air pressure source.
(Refer to Figure 21-16) Use rubber stoppers as shown. The combustion air inlet tube can be sealed
best with a drilled stopper and clamp. Other openings should be sealed with expansion plugs. The
seal used in the exhaust tube should be formed so that it will not deform the air pressure switch tube
which protrudes into the exhaust.
C. Install plugs and caps in all openings except the one to which the combustion air pressure switch is
attached. (Any opening can be used to connect the air pressure source, however, the combustion air
pressure switch opening is usually the most convenient. The drain opening would normally be
considered a second choice.)
D. Connect a regulated air supply to the opening that has not been plugged and apply a pressure of
between three and five psi to the combustion tube assembly.
E. Submerge the combustion tube assembly in water for several minutes while watching for bubbles
which would indicate leaks. No air leakage is permitted from the combustion tube assembly. No
weld or braze repairs are permitted on a combustion tube assembly.
21-44-06
Page 21-37
1G4
PIPER AIRCRAFT
PA-44-180/180T
3. Test the combustion air pressure switch as follows:

A. Connect an adjustable air pressure line that can be controlled in a range of zero to 5.0 psi
(maximum) of water to the switch opening with a water manometer and needle valve in the line
ahead of switch. Switch must be tested in 45 degree position as shown in Figure 21-17.
B. Connect an ohmmeter across the switch terminals to determine the exact instant of switch closing.
C. Apply air pressure allowing it to build up very slowly from zero. The switch contacts should close
at 0.5 +/- 0.1 inches of water which will be indicated on the manometer.
-Note-
The switch cover has a differential pressure tap and this opening must be left open to
atmosphere during test.
D. Make several trials to insure switch reliability. Be sure to increase and decrease the air pressure
slowly in order to produce accurate indications.
E. If an adjustment is required, rotate the adjusting screw clockwise to increase settings and
counterclockwise to decrease settings.
4. Test the fuel line and fuel line shroud tube for leaks as follows:
A. Using filtered compressed air, apply 20 psi to the shroud drain port located on the surface near the
threaded nozzle cavity.
B. Immerse the fuel feed and nozzle holder assembly in clean water with the fuel inlet and nozzle
cavity left open.
C. Observe for bubbles which would indicate leakage. If bubbles appear at either fuel fitting, there is a
leak in the fuel tube. If bubbles appear externally on the shroud tube or at either end of the shroud
tube juncture, the shroud tube is leaking.
D. In either of the above cases, the complete fuel feed and nozzle holder assembly must be replaced.
5. Spray test the nozzle (refer to Figure 21-18) as follows:
A. Install the nozzle in the fuel feed and nozzle holder assembly and connect the fuel tube to the fuel
solenoid. Connect the solenoid to a 7 psi fuel pressure source.
B. Connect the solenoid leads to a 12 volt battery. Connect a switch in the line to open and close the
solenoid when desired.
-WARNING-
BE SURE TO KEEP THE ATOMIZED SPRAY A WAY FROM FIRE.

C. With the switch closed (solenoid valve energized) and the fuel line connected, observe the fuel
spray pattern. It should be conical in shape with even dispersion in all directions.
D. Energize and de-energize the solenoid several times. The spray should shut off permanently each
time the solenoid is de-energized. There should be no sign of dribbling at the nozzle tip in excess
of one or two drops.
E. If the spray pattern is distorted, check for an obstruction and clean the nozzle. If this fails to
provide a normal spray pattern, replace the nozzle.
F. If the nozzle continues to dribble, the solenoid valve is not closing properly and the solenoid valve
must be replaced.
21-44-06
Page 21-38
1G5
PIPER AIRCRAFT
PA-44-180/180T
3
4
16
/
20
1. HEATER ASSEMBLY 15. BRUSH ASSEMBLY - MOTOR 29. GASKET

2. IGNITION ASSEMBLY 16. ADAPTER 30. GASKET
3. VIBRATOR - IGNITION 17. FAN - VENT AIR BLOWER 31. GASKET - ASBESTOS
4. COIL - IGNITION 18. CAPACITOR ASSEMBLY 32. PLUG - SPARK
5. JACKET ASSEMBLY 19. BRACKET ASSEMBLY - MOTOR 33. ELBOW
6. HEAD ASSEMBLY - COMBUSTION 20. FASTENER 34. ELBOW
7. TUBE ASSEMBLY - COMBUSTION 21. NOZZLE - FUEL 35. STRIP - TERMINAL
8. FUEL FEED AND NOZZLE HOLDER ASSY 22. SOLENOID ASSEMBLY - FUEL 36. INSULATOR - TERMINAL STRIP
9. BOX ASSEMBLY - FUEL SHROUD, LOWER 23. ADAPTER - ELBOW 37. NIPPLE
10. BOX ASSEMBLY - FUEL SHROUD, UPPER 24. SWITCH - CYCLING 38. NUT
11. BLOWER ASSEMBLY - VENT AIR 25. SWITCH - LIMIT 39. GROMMET
12. HOUSING - BLOWER 26. SWITCH - PRESSURE 40. GROMMET
13. MOTOR ASSEMBLY - VENT AIR BLOWER 27. GASKET - LIMIT SWITCH
14. CAP - BRUSH ASSEMBLY 28. GASKET
Figure 21-18. Exploded View of Heater Assembly
21-44-06
Page 21-39
1G6
PIPER AIRCRAFT
PA-44-180/180T
REPAIR OF COMBUSTION TUBE ASSEMBLY.
-Note-
No weld or braze repairs are authorized.
REASSEMBLY OF HEATER. (Refer to Figure 21-18)
1. If removed during disassembly, secure the nipple and elbow to the fuel solenoid.
2. Insert the ventilating air motor into the motor bracket assembly; slide the blower wheel on the end of the
motor shaft and rotate it until the set screw is aligned with the flat side of the motor shaft. Tighten the set
screw just tight enough to hold it at this time.
3. Attach the capacitor and leads assembly to the motor bracket with screw and lock washer. Make sure a
good electrical ground connection is made at this point. Install ground bracket and three new fasteners.
4. Insert this assembly into the blower housing.
5. Make sure all wires are routed and grommeted as they were prior to disassembly and then secure the
assembly in the housing with three screws.
6. The motor should be positioned in the bracket to locate the blower wheel properly in the blower housing.
The blower wheel should be positioned so it will rotate freely and just clear the contoured spill plate in
the blower housing. Tighten the Allen-head set screw and spin the blower wheel by hand for a clearance
check. Then apply the appropriate voltage to run the motor as a final clearance check.
7. Attach the inlet adapter to the end of the blower housing with three screws and lock washers.
8. Place a new asbestos gasket in position on the exhaust outlet; spring the jacket assembly open at the seam
and insert the combustion tube assembly carefully into the jacket. Exercise care to clear the pressure
switch tube in the exhaust outlet and see that the asbestos gasket is properly located. Close the gap on the
jacket assembly and install screws to secure it at the seam. (Solenoid lead wire is grounded under one of
these screws. See notations made during disassembly.) Make sure the seam is in good condition and a
tight fit is effected.
9. Install cable straps at locations noted during disassembly.
-CAUTION-
THE SPRAY NOZZLE HAS A SLIGHT PROTRUSION ON THE NOZZLE

FACE. IF THIS AREA HAS BEEN STRUCK BY ANY OBJECT WHICH
WOULD MAKE A DENT OR DESTROY THE ORIGINAL CONTOUR, THE
NOZZLE MUST BE REPLACED.
10. Remove the spray nozzle from the polyethylene bag. Screw the nozzle into the nozzle holder and tighten
to 75-100 inch-pounds. It is very important to torque the nozzle to this value as incorrect tightening
could cause improper heater operation and nozzle "drool."
21-44-08
Page 21-40
1G7
PIPER AIRCRAFT
PA-44-180/180T
1971
2
18
4
10
12
/
13 19 20
21
22
'/
J_~
'II
23
1. COMBUSTION AIR BLOWER AND MOTOR ASSEMBLY 12. CAP - BRUSH ASSEMBLY
2. ADAPTER ASSEMBLY - BLOWER INLET 13. MOUNT - COMBUSTION AIR BLOWER SUPPORT
3. HOUSING - BLOWER OUTER HALF 14. ELECTRICAL LEAD
4. COMBUSTION AIR BLOWER AND MOTOR 15. SPACER
5. MOTOR ASSEMBLY - COMBUSTION AIR BLOWER 16. WASHER
6. SET SCREW - BLOWER FAN 17. LOCK NUT - AN345-10
7. FAN - COMBUSTION AIR BLOWER 18. SCREWS
8. HOUSING - BLOWER INNER HALF 19. SPACER
9. STRAP - CABLE 20. SWITCH - ADJUSTABLE DUCT
10. CAPACITOR 21. COVER - SWITCH
11. BRUSH ASSEMBLY 22. SCREW - AN565 08 H3
23. LEVER ASSEMBLY - SWITCH
Figure 21-19. Exploded View - Combustion Air Blower and Motor Assembly
21-44-08
Page 21-41
1G8
PIPER AIRCRAFT
PA-44-180/180T
11. Install a new gasket and the combustion head in the combustion tube and secure with the six screws.
12. Insert the fitting on end of nozzle fuel tube through the opening in jacket and attach the nozzle holder to
the combustion head assembly with the two screws. It may be necessary to place a slight bend in the
shrouded fuel tube to permit alignment of screw holes. Be sure to use a new gasket.
13. Using a new spark plug gasket, install the spark plug and tighten to a torque of 28 foot-pounds. Install
the grommet in the jacket around the spark plug.
14. Install the ignition assembly on the jacket assembly with the four screws. Connect the high voltage lead
to the spark plug and tighten it to 20 foot-pounds.
15. Attach the overheat limit switch and two spacer gaskets to the jacket assembly with the two screws.
Tighten the screws securely.
16. Attach the cycling switch to the jacket assembly with the two screws.
17. Place the terminal strip insulation in position on the jacket, followed by the terminal strip. Secure both
parts by installing the two screws.
18. Center the fuel fitting in jacket opening. Position the fuel fitting shroud gasket, washer and shroud, then
install the nut finger tight. Insert a 3/4 inch open-end wrench inside the jacket and hold the fuel-tube
fitting while tightening the nut with a 3/4 inch deep socket. Install the fuel solenoid elbow and solenoid.
Avoid twisting or damaging lead. Install wires through grommet in lower shroud.
19. Rotate the combustion air switch onto the threaded fitting on the combustion air tube and tighten it
firmly.
20. Install grommet over pressure switch line. Connect the tube to the elbow fitting on the combustion air
pressure switch.
21. Install the wiring harness and connect all wire leads to their respective terminals. (Refer to the wiring
diagram, Figure 21-7) Place the grommet (refer to Figure 21-18) in position in the jacket, locate the
ventilating air blower at the end of the jacket. Thread the quick-disconnect on the motor leads through
the grommet and connect it to the mating connector on the wiring harness.
22. Place the blower housing in position on the jacket assembly and secure it by installing the four screws, if
removed at disassembly. This operation is easier if the screws are started into their threads and the
blower housing rotated into place allowing the screws to enter the notched openings in edge of blower
housing. Tighten all screws securely.
23. Install the elbow adapter with the screw.
24. After heater is installed in the aircraft and the fuel line is connected, install the upper fuel shroud box
with the screws. Ascertain that the grommet is installed.
REASSEMBLY OF COMBUSTION AIR BLOWER ASSEMBLY. (Refer to Figure 21-19.)
1. Place the spacer over the end of the motor shaft and attach the motor assembly to the inner housing with
the two self-locking nuts, flat washers and lock washers.
2. Slide the blower wheel on the motor shaft and tighten the set screw lightly against the flat portion of the
motor shaft.
3. Place the outer blower housing in position on the inner housing and install screws.
4. Attach the radio/noise filter at the point shown with the screw. The motor ground lead terminal can be
grounded to the motor support bracket.
5. Loosen the Allen-head set screw in the blower wheel and shift the wheel on the motor shaft until it is
near the inlet in the blower housing. Tighten the set screw securely. The blower wheel should just clear
the inlet flange when rotated at full RPM. Spin the blower wheel by hand for clearance check; then apply
proper voltage to run motor and recheck for proper clearance.
6. Attach the blower inlet adapter to blower housing with screw.
21-44-09
Page 21-42
1G9
PIPER AIRCRAFT
PA-44-180/180T
391
VENTILATING
AIR MANOMETER
COMBUSTION
AIR BLOWER
COMBUSTION
AIR MANOMETER
24" MIN.
COMBUSTIONAIR THERMOMETER
PRESSURE SWITCH
OVERHEAT \
FUEL IN (LIMIT) SWITCH
(FROM PUMP)
CYCLING SWITCH
VENT. AIR
BLOWER
~
DRAIN 0 t 2.25 "
DIA. ORIFICE
6
12 g L T _ - - - - - - - . . . J \
6 "
APPROX
DUCT SWITCH
EXHAUST OUTLET
Figure 21-20. Suggested Setup of Heater Operation
.....-..-..-..-.------.--..---....- .....- .......-......-........-.----.-..-....-..---.-....-.--.---., T E R MI NAL VENT. AIR

BLOWER
STRIP
I
106-16
6
12V DC
+ FUEL
SOL~NOID
VALVE
OVERRIDE
SWITCH
(OPTIONAL)
107-16
I
I
AD.lUSTABLE L _ ......J
DUCT SWITCH COMBUSTION
FUEL PUMP
AIR BLOWER
EXTERNAL WIRING
REQUIRED FOR BENCH TEST
0«(------- HEATER WI RING - - - - - - - - - : l
... ....
Figure 21-21. Wiring Connections for Heater Operation Test
21-44-09
Page 21-43
1G10
PIPER AIRCRAFT
PA-44-180/180T
TEST PROCEDURE.
GENERAL INFORMATION.
A test of all components should have been made after overhaul to insure proper operation. Some shops may
not have complete testing facilities for measuring airflows, pressure drops, and other factors which would be
accomplished in a laboratory-type test. If such a test cannot be made, install the heater and check operation on
the ground and in the air to determine if operation is normal. In shops where complete test equipment is available
and a complete functional test can be performed, the test routine described in subsequent paragraphs should be
made.
EQUIPMENT REQUIRED. (Refer to Figure 21-20.)
1. An improvised stand to hold the heater during test. The heater should be located far enough away from
any combustible material or atmosphere to avoid hazard. A location should be chosen where exhaust can
be dispelled. Do not add an excessive extension to the heater exhaust.
2. A source of fuel capable of being regulated at seven psi.
3. The combustion air blower to be used with the heater should be used for the test.
4. A 12 volt current supply which may be a DC generator with a rheostat, ammeter, and voltmeter in the line
to control and indicate the current draw and voltage output.
5. Two water manometers (zero to 5.0 inch water column) for measuring the pressure in the ventilating air
duct and in the combustion air stream.
6. A piece of duct to be attached to the downstream end of the heater. It should have a minimum length of
24 inches and the same diameter as the heater being tested. A 2.25 inch diameter orifice should be
centrally located at the outlet end. An aperture should be provided for the thermometer and duct switch
and a static tap should be attached as shown in Figure 21-20.
7. A thermometer with 500 0 F scale.
8. A fuel-pressure gauge.
9. A controlled source of compressed air for final leakage test.
OPERATIONAL TEST (ON TEST BENCH). (Refer to Figures 21-20 and 21-21)
1. Connect the heater to the test setup as shown in Figure 21-20. Make sure the combustion air blower is
mounted securely and that the heater is clamped to its supporting stand.
2. Insert the duct switch in the sheet metal extension tube at the location shown in Figure 21-20.
3. Connect components and heater as outlined in the wiring connection diagram, Figure 21-21. The power
supply switch should be open.
4. Connect the power source to the heater.
5. Disconnect wire lead from terminal No. 3 on the heater side of heater terminal strip to prevent the heater
from lighting and close the power source switch to check operation of blowers. The combustion air
blower and ventilating air blower should operate at full speed with no blower wheel interference. If
either blower fails to run, locate and correct the trouble before proceeding with the test.
6. Connect a voltmeter from open side of combustion air pressure switch terminal to ground to determine if
the switch is closed, which would be indicated by a full voltage reading on the meter. If a full voltage
reading is not obtained, the combustion air supply is either inadequate or the switch is defective or
improperly adjusted. Make necessary corrections.
21-45-03
Page 21-44
1G11
PIPER AIRCRAFT
PA-44-180/180T
7. Observe the manometer connected to the ventilating air pressure tap, which should show a reading of 1.1
inches of water (minimum) at rated voltage.
8. Observe the manometer connected to the combustion air tube tap, which should show a reading of 1.5
inches of water (minimum) at rated voltage.
9. Open the power supply switch and reconnect the terminal lead disconnected in preceding Step 5.
10. Close the power supply switch and turn on the fuel supply. The heater should light within five seconds
(may require slightly longer for air to be purged from fuel lines on the first trial).
11. Observe operation of duct switch, which should control heater operation according to the switch setting.
12. If the duct switch fails to control the temperature according to the setting, place the control lever in high
"H" position and notice the control variation. A high reading of 250°F +/- 10° should be obtained
(reading will vary in different applications).
13. Connect a jumper across the terminals of the duct switch to make it inoperative and observe action of the
cycling switch. The cycling switch should cycle to control the outlet air temperature at approximately
250°F (nominal). This is a function of ambient temperature and airflow conditions. If operation is within
a range of 190°F to 290°F, the switch is operating normally. If the switch is out of range, it can be reset
in the same manner as described for the duct switch, except that no control lever or indicator stop are
used. If adjustment fails to restore proper temperature range, replace the switch.
14. With duct switch still jumped, place a jumper across the cycling switch terminals to check operation of
the overheat switch. Block the ventilating air outlet and notice if the overheat switch shuts off the heater.
It should open at between 300°F and 400°F. (This is also a function of ambient temperature and
airflow.) After the switch shuts off, remove ventilating air restriction; remove jumpers from cycling and
duct switches and press firmly on the overheat switch reset button until it "clicks." The heater should
light and operate.
15. Shut down the heater and check all components visually to make sure no damage has occurred to any of
them.
16. Remove heater and other components from the test setup and install it in the airplane.
INSPECTION OF FUEL NOZZLE ORIFICE. (Refer to Figure 21-18)
1. Loosen the four screws and rotate the blower and motor housing to disengage the ventilating air blower
from the end of the heater jacket. It is not necessary to disconnect the electrical connections to remove
the nozzle.
2. Remove the fuel shroud cover by removing the screws. Remove solenoid and elbow.
3. Reach inside the inlet end of the jacket assembly with a 3/4 inch open-end wrench and, while holding the
fuel-tube fitting of the jacket, use a 3/4 inch deep socket to remove the nut, washer and gasket and lower
fuel shroud box.
4. Remove the two screws and carefully withdraw the nozzle holder and valve assembly from the
combustion head assembly.
5. Carefully unscrew and remove the spray nozzle from the nozzle holder. Remove the gasket.
6. After cleaning the nozzle, reinstall the parts removed in essentially the reverse order from removal. Be
sure to hold the fuel-tube fitting when tightening the nut to avoid damage to the fuel tube.
21-46-00
Page 21-45
1G12
PIPER AIRCRAFT
PA-44-180/180T
447
GAUGE FOR LOCATING GROUND ELECTRODE IN JANITROL HEATERS
c: 6.00 )00
...c;-- 1.50------)000- .38 SLIP FIT (.255
--
f----:-:::-..:: _ _ ____
1_I...c;--
11llil~
DIA. HOLE)
---
- --------- 18 MM THREAD
~
NOTE
This tool can be purchased .875 HEX STOCK
from Piper Aircraft
Corporation under Piper
Part Number 55998-2.
.250 DIA. ROD
UNDER CUT .010

c: 3.444 ..
MARK WITH
BLACK PAINT\. c: 3.387 )00
I
-- --
'"
MATERIAL CAN BE SAE TYPE 303,321 OR 347 ST. ST. OR ALUMINUM - CASE HARDENED
FIgure 21-22. Spark Plug Gap Adjustment Tool
HEATER HOURMETER.
REMOVAL OF HEATER HOURMETER.
1. Remove the screws which secure the nose cone and lower the nose cone to gain access to the heater.
The hourmeter is located on top of the heater, secured to the ignition assembly. (Refer to Figure 21-2.)
2. Note the position of the wires on the rear of the hourmeter, then disconnect the wires.
3. Remove the screws which secure the mounting clamps to the ignition assembly and remove the
hourmeter from the aircraft.
INSTALLA TION OF HEATER HOURMETER.
1. Position clamps on hourmeter as indicated in Figure 21-23.

2. Secure first clamp to ignition assembly bracket using screw MS35206-242.
3. Secure second clamp to ignition assembly using remaining screws.
4. Attach wire assemblies to rear of gauge.
5. Raise nose cone into position and secure.
21-47-02
Page 21-46
1G13
PIPER AIRCRAFT
PA-44-180/180T
TERMINAL
BLOCK
'I;
\'\\
-o
"- ,\
\\
\
\
-
::
TOP VIEW
IGNITION ASSY SCREW
BRACKET
SCREW /
(MS35206-242) LIGHT
(NOT USED)
FWD
END VIEW HEATER

SIDE VIEW
Figure 21-23. Heater Hourmeter Installation
21-47-02
Page 21-47
1G14
PIPER AIRCRAFT
PA-44-180/180T
COOLING. (PA-44-180T ONLY.)
GENERAL.
AIR CONDITIONING SYSTEM DESCRIPTION AND PRINCIPLES OF OPERATION.
The air conditioning installation is a recirculating, independent unit consisting of a compressor, evaporator,
condenser, receiver-dehydrator, circulating fan, thermal expansion valve and related plumbing.
Air is filtered, dehumidified and cooled by the evaporator. The evaporator is mounted in a fabricated housing,
along with the receiver-dehydrator, pressure switch, circulating fan and thermal expansion valve. This housing is
located at the rear of the cabin aft of the baggage area. The compressor is a piston type unit mounted at the front
of the port engine. A V -belt connection drives the compressor through a magnetic clutch. The condenser is
installed in the tail cone between stations 156.00 and 191.00.
The system is protected by a pressure switch which automatically controls the condenser maximum head
pressures by temporarily de-clutching the compressor in the event the pressure becomes excessively high.
The air conditioner controls are located on the right side of the aircraft instrument panel and consist of an air
conditioning ON-OFF control, a two-position fan control (LOW-HIGH) and a temperature control.
The air conditioning system uses Refrigerant 12. 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 then pumps the vapor to the condenser where it is cooled and changed to a liquid. The liquid then passes to
the receiver-dehydrator. The function of the receiver-dehydrator is to filter, remove any moisture and insure a
steady now of liquid refrigerant into the evaporator through the expansion valve. The expansion valve is a
temperature controlled metering value which regulates the flow of liquid refrigerant to the evaporator to allow all
the liquid to evaporate and return to the compressor at a reduced pressure. From the evaporator, the refrigerant
vapor returns to the compressor where the process is repeated.
TROUBLESHOOTING.
A troubleshooting chart is provided to assist in locating and correcting possible malfunctions in the cooling
system.
-Note-
The air conditioning system should be operated at least once a month to prevent
sticking valves and to keep the system lubricated
21-51-02
Page 21-48
1G15
PIPER AIRCRAFT
PA-44-180/180T
CHART 2104. TROUBLESHOOTING (AIR CONDITIONER)
Gauge Indication Probable Causes Remedy
High discharge pressure Overcharge of refrigerant Purge excess refrigerant
Air in system Check for leaks. Bleed charge

from system. Evacuate and
recharge system.
Overheated condenser due to Clean bugs and dirt from

blocking air passage. condenser fins. Straighten fins if
bent.
Flooded evaporator indicated Check that capillary bulb is

by heavy frosting on suction line securely clamped to suction line.
and compressor suction service If capillary bulb OK replace
valve. expansion valve.
Restriction in liquid line from Check for kinked hoses and

condenser. stopped up filter.
Low discharge pressure. Undercharge of refrigerant. Add refrigerant until bubbles

Sight glass shows bubbles or disappear. Check system leaks.
foam.
Damaged compressor valves or Replace compressor.

dirt under valves.
Damaged compressor. Wom or Replace compressor.

broken piston or piston rings.
Low suction pressure. Low air supply through Repair blower or blower motor.
(Accompanied by icing evaporator. Clean stoppage in air ducts.
evaporator.)
Very dirty evaporator fins and Clean and flush with water.
coils.
Low suction pressure.(Evaporator Undercharge of refrigerant. Add refrigerant. Install new

not cold enough) suction Moisture freezing in expansion dryer. Evacuate and recharge.
gauge may read a vacuum valve. Valve will show frost.
indicating evaporator lacks Expansion valve inlet screen
refrigerant. clogged. Inoperative expansion Remove screen. Clean with
valve. Valve stuck closed or solvent and replace. Warm
capillary bulb has lost its charge. capillary by holding in hand. If
suction pressure does not
change, replace expansion valve.
Restriction anywhere in liquid Locate restriction and repair.

line. Restriction will show frost.
21-51-02
Page 21-49
1G16
PIPER AIRCRAFT
PA-44-180/180T
Gauge Indication Probable Causes Remedy
High suction pressure. Capillary bulb clamp loose on Clean contact surface of
suction line. Suction line shows suction line and cap bulb.
frost. Tighten clamp.
Expansion valve not closing. Replace expansion valve.

Evaporator flooded. Suction
line frosted to compressor.
Compressor drive belt slipping. Adjust belt tension.
Magnetic clutch slipping. Check electrical circuit for

correct voltage to clutch coil.
Clean clutch surfaces of oil.
Leaking or broken compressor Replace compressor.

valve.
Trouble Causes Remedy
System produces no cooling. Electrical.
Blown fuse in control head. Replace fuse.
Open circuit breaker. Reset circuit breaker.
Broken or disconnected Check all terminals for loose

electrical wire. connections, check wiring for
hidden breaks.
Broken or disconnected ground Check ground wire to see if

wire. loose, broken, or disconnected.
Clutch coil burned out or Check current flow to clutch,

disconnected. replace if inoperative.
Thermostat sensing element Check thermostat and cabin

defective. comfort control panel.
Blower motor disconnected or Check current flow to blower

burned out. motor. Repair or replace if
inoperative.
21-51-02
Page 21-50
1G17
PIPER AIRCRAFT
PA-44-180/180T
System produces no cooling, Mechanical.

(cont.)
Loose or broken drive belt. Replace drive belts and/or
tighten to specifications.
Compressor partially or Remove compressor for service

completely frozen. or replacement.
Expansion valve stuck in open Replace expansion valve.

position.
Refrigeration.
Broken refrigerant line. Examine all lines for evidence of

breakage by external stress or
rubbing wear.
Leak in system. Evacuate system, apply static

charge, leak test system, and
repair leak as necessary.
Compressor shaft seal leaking. Replace compressor.
Clogged screen or screens in Repair as necessary.

receiver dehydrator or
expansion valve, plugged hose
or coil.
System will not produce Electrical.

sufficient cooling.
Blower motor sluggish in Remove blower motor for

operation. service or replacement.
Mechanical.
Compressor clutch slipping. Remove clutch assembly for

service or replacement.
Obstructed blower passage. Examine entire passage for

obstruction. Correct as
necessary.
21-51-02
Page 21-51
1G18
PIPER AIRCRAFT
PA-44-180/180T
System will not produce Electrical (cont.)

sufficient cooling. (cont.)
Insufficient air circulation over Clean condenser coils.

condenser coils, fins clogged
with dirt or bugs.
Evaporator filter clogged. Clean with cleaning solvent to

remove cigarette tars.
Refrigeration.
Insufficient refrigerant in Recharge system until bubbles

system. disappear in receiver dehydrator
and gauge readings stabilize to
specifications.
Clogged screen in expansion Purge system and replace

valve. expansion valve.
Expansion valve thermal bulb Purge system, replace expansion

has lost charge. valve.
Clogged screen in receiver Purge system; replace receiver

dehydrator. dehydrator.
Excessive moisture in system. Purge system; replace receiver

dehydrator.
Air in system. Purge, evacuate and charge

system (Replace receiver
dehydrator.)
Excessively noisy system. Electrical.
Defective winding or improper Replace or repair as necessary.

connection in compressor.
clutch coil.
Mechanical.
Loose or excessively worn drive Tighten or replace as required.

belts.
Noisy clutch. Remove clutch for service or

replacement as necessary.
21-51-02
Page 21-52
1G19
PIPER AIRCRAFT
PA-44-180/180T
Excessively noisy system. (cont.) Electrical.
Compressor noisy. Check mountings and repair;

remove compressor for service
replacement.
Compressor oil level low. Fill with correct amount of

specified oil.
Refrigeration.
Excessive charge in system. Discharge excess freon until

high pressure gauge drops
within specifications.
Low charge in system. Check system for leaks; charge

system.
Excessive moisture in system. Replace dehydrator; purge,

evacuate and charge system.
21-51-02
Page 21-53
1G20
PIPER AIRCRAFT
PA-44-180/180T
8952
REFRIGERANT LINE FITTING TORQUES
FITTING SIZE TORQUE-IN. LBS.
4 135
5 170
6 215
8 430
10 620
I
I
i
J
----IF-- -
- --
3
1. COMPRESSOR ASSEMBLY
2. EVAPORATOR ASSEMBLY
3. CONDENSER ASSEMBLY
4. GROMMET
Figure 21-24. Air Conditioning System Installation

(PA-44-180T SIN 44-8107027 and Up)
21-51-02
Page 21-54
1G21
PIPER AIRCRAFT
PA-44-180/180T
CHART 2105. TEMPERATURE PRESSURE CHART
Evaporator Pressure Evaporator High Pressure Ambient

Gauge Reading Temperature Gauge Reading Temperature
p.s.i. oF. p.s.i. oF.
0 -21 72 40
2.4 -15 86 50
4.5 -10 105 60
10.1 2 109 62
11.2 4 113 64
12.3 6 117 66
13.4 8 122 68
14.6 10 126 70
15.8 12 129 71
17.1 14 132 72
18.3 16 134 73
19.7 18 137 74
21 20 140 75
22.4 22 144 76
23.1 23 148 77
23.8 24 152 78
24.6 25 156 79
25.3 26 160 80
26.1 27 162 81
26.8 28 165 82
27.6 29 167 83
28.4 30 170 84
29.2 31 172 85
30 32 172 85
30.9 33 177 87
31.7 34 180 88
32.5 35 182 89
33.4 36 185 90
34.3 37 187 91
35.1 38 189 92
36 39 191 93
36.9 40 193 94
37.9 41 195 95
38.8 42 200 96
39.7 43 205 97
41.7 45 210 98
43.6 47 215 99
45.6 49 220 100
48.7 52 228 102
49.8 53 236 104
55.4 57 260 110
60 62 275 115
64.9 66 290 120
21-51-02
Page 21-55
1G22
PIPER AIRCRAFT
PA-44-180/180T
MALFUNCTION DETECTION.
The detection of system malfunction largely depends on the mechanic's 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 the knowledge that the temperature and pressure of
Refrigerant 12 is in close proximity between the pressures of twenty and eighty pounds per square inch (psi). A
glance at the temperature pressure chart 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 24°F.
A change of pressure of almost one pound to 24.6 psi gives us a temperature increase to 25°F.
-Note-
For each 1,000 feet of elevation above sea level, the gauge readings will be about one
inch of mercury or 112 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 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 aircraft is released to the customer. The serviceman performing this test carefully will insure 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.
21-51-03
Page 21-56
1G23
PIPER AIRCRAFT
PA-44-180/180T
SERVICING AIR CONDITIONING SYSTEM.
The air conditioning system should be serviced by a qualified shop with trained personnel. The following
procedures and precautions should be observed.
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.
SAFETY PRECAUTIONS.
1. Refrigerant 12 (commonly known as R-12 or "Freon" 12) is odorless and colorless in either the liquid or
gaseous state. R- 12 for charging refrigeration systems is supplied in pressurized containers (approx. 70
psi at 70° F) 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.
2. Wear suitable eye protection when handling R-12 due to the possibility of freezing of the eye if contacted
by escaping liquid refrigerant. If liquid R-12 does strike the eye, the following actions should be taken:
A. DO NOT RUB THE EYE.
B. Splash large quantities of cool water into the eye to raise the temperature.
C. Tape on an eye patch to avoid the possibility of dirt entering the eye.
D. Rush to a physician or hospital for immediate professional aid.
E. DO NOT ATTEMPT TO TREAT IT YOURSELF.
3. If liquid R-12 strikes the skin, frostbite can occur. Treat with cool water and protect with petroleum jelly.
4. Do not discharge large quantities of R-12 into closed rooms. It may displace most of the air in the room
and this could cause oxygen starvation. Gaseous R- 12 is heavier than air and flows to the bottom of a
container.
5. Do not discharge R- 12 into an open flame or onto a very hot surface (500° F+). Poisonous phosgene gas
is generated by the action of the heat on the refrigerant.
6. Do not apply direct flame or other high heat source to a R-12 container due to the high pressures which
will result. If any heating is done to R-12 containers the container pressure should be monitored and kept
below 150 psi.
SPECIAL SERVICE PRECAUTIONS.
1. Systems should be discharged slowly to prevent the escape of liquid refrigerant and the loss of the
lubricating oil.
2. Systems should not be left open to the atmosphere when discharged. Moisture and other contamination
may enter and damage open systems.
3. Never introduce anything but pure refrigerant and refrigerant oil into a system.
4. Keep refrigerant oil containers tightly sealed and clean to prevent absorption of moisture or other
contamination.
5. Use only approved refrigeration oil in the compressor. If any doubt exists about the cleanliness of the
compressor oil, replace it with new oil.
21-52-02
Page 21-57
1G24
PIPER AIRCRAFT
PA-44-180/180T
6. Never reuse oil removed from the system. Discard it.

7. When Loctite Refrigerant Sealant has been used on a joint it must be heated to 400°F prior to
disassembly. Loctite must be used to seal any pipe threads in the system lines.
8. 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.
-Note-
A very strong acid (HCL) is formed when R-12 comes in contact with moisture.
-Note-
A new receiver-dehydrator should be opened and connected to the system only when
ready to charge the system with refrigerant.
9. Recommended torque values must be used on all flare fitting and O-ring joints. See Chart 2106.
CHART 2106. ALUMINUM TUBING TORQUE
Metal Tube Thread and Fitting Alum. Tubing

O.D. Size Torque
114 7/16 5-7 ft.-lbs.

3/8 5/8 11-13 ft.-lbs.
112 3/4 15-20 ft.-lbs.
5/8 7/8 21-27 ft.-lbs.
3/4 1-1/16 28-33 ft.-lbs.
SERVICE VALVES.
The purpose of the service valve is to service the air conditioning system. (Testing, Bleeding, Evacuating and
Charging.) This aircraft is equipped with service valves mounted in the suction and discharge lines of the
evaporator assembly. These valves are the "2" position type Schrader valves. All normal air conditioning service
should be performed at the evaporator assembly mounted valves.
-Note-
Service valves arc also located on the compressor. However, use of these valves in
servicing is not recommended.
-Note-
If a Schrader service valve is not serviceable, the core assembly must be replaced
21-52-03
Page 21-58
1H1
PIPER AIRCRAFT
PA-44-180/180T
408
COMPOUND HIGH PRESSURE

PRESSURE GAUGE GAUGE
TO DISCHARGE
TO SUCTION SERVICE VALVE
SERVICE VALVE
TO VACUUM PUMP OR
REFRIGERANT CYLINDER
Figure 21-25. Test Gauge and Manifold Set
TEST GAUGE AND MANIFOLD SET.
The proper testing and diagnosis of the air conditioning system require that a manifold gauge set be attached
into 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 21-25 and 21-26.
The center port of manifold set is used for charging or evacuation procedures, or any other service that may be
necessary.
Both the high and 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 the side of the system will, however, be
recorded on the gauge above the hose.
Cracking the hand valve, in the counterclockwise direction, opens the system to the middle service port of the
manifold set. This is desirable only when it is necessary to let refrigerant out or into the system. Refer to Figure
21-25 and 21-26.
21-52-04
Page 21-59
1H2
PIPER AIRCRAFT
PA-44-180/180T
1257
LOW HIGH
LOW HIGH
DIAGRAM A
LOW HIGH
DIAGRAM B
LOW HIGH
DIAGRAM C
DIAGRAM D
Figure 21-26. Manifold Set Operation
21-52-04
Page 21-60
1H3
PIPER AIRCRAFT
PA-44-180/180T
989
PRESSURE GAUGE
SCHRADER VALVE
I SCHRADER VALVE
REFRIGERANT OPEN TO 50 P.S.I.

CONTAINER THEN CLOSE EVAPORATOR
ASSEMBLY
Figure 21-27. Leak Test Hookup
LEAK DETECTION.
There are several methods of doing this operation, depending on the type of equipment which is available.
Two methods of performing this check are described in the following paragraphs.
-Note-
Evacuate system prior to leak check.

1. Method 1:
A. Connect the manifold gauge set into the system and determine if there is any refrigerant in the
system. A minimum of 50 psi refrigerant pressure in the system is needed for leak detection. (Refer
to Figure 2 1-27)
B. Purge the hoses of air by allowing some refrigerant to escape from the connections at the service
valves. Then tighten connections at the service valve.
C. Close the low side manifold valve and open the high side manifold valve.
D. Open the refrigerant container service valve and allow the pressure at the low side gauge to reach
50 psi at which time close the high side manifold valve.
E. Close the refrigerant container service valve and remove the hose if no leaks are evident.
F. Using an electronic leak detector, check all joints for leaks. If any leaks are found, purge the system
of refrigerant, make the necessary repairs and check the compressor oil.
G. Add oil, if required, then repeat Steps A thru E.
H. If no further leaks are found, the system may be evacuated and charged.
21-52-05
Page 21-61
1H4
PIPER AIRCRAFT
PA-44-180/180T
2. Method 2:
A. Remove the access panel at the rear of the cabin to gain access to the service valves.
B. Remove the protective cap on the high pressure Schrader valve fitting and connect a charging hose
with a shut-off valve arrangement to the fitting. The charging hose must have a Schrader fitting or
adapter to fit the valve.
C. Connect the other end of the charging hose to a small cylinder of refrigerant and purge the hose by
allowing a slight amount of refrigerant gas to escape from the Schrader valve fitting.
D. The cylinder of refrigerant should be placed upright in a container of warm (125 0 F max.) water on
a small scale.
E. Allow approximately 112 pound of refrigerant to enter the system by opening the valve on the
charging hose and observing the weight change on the scale.
F. U sing an electronic leak detector, check all joints and repair any leaks.
G. After completion of repair of any leaks, proceed to check the system in accordance with one of the
methods outlined for any other leaks.
H. If no further repair is required on the system, it is now ready to evacuate.
DISCHARGING THE SYSTEM. (Required only if the system contains refrigerant.)

-Note-
Applies to Kent Moore J23500 or similar charging station. Refer to Figure 21-29.
1. Close all valves on charging station.
2. Connect red high pressure charging line to high pressure Schrader valve at the evaporator fitting.
3. Open valve 8 (high pressure control) on charging station one turn.
4. Hold end of blue low pressure charging line in a shop rag and slowly open valve 2 (low pressure control)
on charging station allowing refrigerant to exhaust from system into shop rag.
-CAUTION-
REFRIGERANT CAN CAUSE FREEZING OF SKIN. BE PARTICULARLY

CAREFUL NOT TO ALLOW CONTACT WITH EYES
-CAUTION-
DO NOT ALLOW REFRIGERANT TO ESCAPE TOO RAPIDLY, AS

EXCESSIVE OIL MAYBE CARRIED OUT OF SYSTEM. WHEN HISSING
STOPS, SYSTEM IS EMPTY AND VALVE SHOULD BE CLOSED IF NO
FURTHER WORK IS PLANNED.
EVACUA TING THE SYSTEM.

-Note-
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.
21-52-07
Page 21-62
1H5
PIPER AIRCRAFT
PA-44-180/180T
988 COMPOUND GAUGE PULL 26 TO 28
l
INCHES VACUUM
VACUUM PUMP
~
- ---- SCHRADER VALVE
OUT
I
t
EVAPORATOR
NOTE ASSEMBLY
OPEN BOTH SERVICE VALVES
(COUNTERCLOCKWISE) ONE TURN
Figure 21-28. Evacuation Hookup
-Note-
For each 1,000 feet of elevation above sea level, the compound gauge reading will be
about one inch lower, numerically.
1. Remove access panel at the rear of the cabin to gain access to the Schrader service valves.
-CAUTION-
DETERMINE THAT ALL SYSTEM PRESSURE IS RELEASED BEFORE

ATTEMPTING TO EVACUATE THE SYSTEM.
2. Connect the manifold gauge set to the airplane service valves. (Refer to Figure 21-28.)
3. The high and low manifold hand valves should be in the closed position.
(Refer to Figure 21-25 and 21-26.)
4. Connect the center manifold hose to the inlet of the vacuum pump.
-Note-
Make sure the exhaust port on the vacuum pump is open to avoid damage to the
vacuum pump.
21-52-07
Page 21-63
1H6
PIPER AIRCRAFT
PA-44-180/180T
5. Start the vacuum pump and open the low side manifold hand valve. Observe the compound, low pressure
gauge needle, it should show a slight vacuum.
6. Continue to operate the vacuum pump until 26 to 28 inches of vacuum is attained on the low pressure
gauge, then extend the operation for another 25 minutes.
7. If the system cannot maintain 26 to 28 inches of vacuum, close both manifold hand valves and observe
the compound gauge.
8. Should the compound gauge show a loss of vacuum, there is a leak in the system which must be repaired
before continuing with evacuation.
9. If no leaks are evident, reopen both manifold hand valves and continue the evacuation for another 30
minutes.
10. Close both manifold hand valves, stop vacuum pump and disconnect center manifold hose from the
vacuum pump.
11. Proceed to charge the system.
-Note-
The system should be charged as soon as it has been evacuated.

CHARGING THE SYSTEM.
Once the system has been completely evacuated, it must be charged utilizing a charging stand (preferred
method) or utilizing the airplane's compressor.
CHARGING STAND METHOD.

-Note-
The following instructions apply to Kent Moore, J23500 charging stand Refer to
Figure 21-29.
1. With the system discharged and evacuated, proceed to hook-up the charging stand.
( Refer to Figure 21-30 )
2. Fill the charging cylinder by operating the valve at the base of the charging cylinder and filling the sight
glass with two pounds of liquid refrigerant.
3. As refrigerant stops filling the sight glass, open the valve at the top of the gauge neck assembly
intermittently to relieve head pressure and allow refrigerant to continue filling the sight glass to the
required amount.
4. When refrigerant reaches the required level in the sight glass, close the valve at the base of the cylinder
and the valve at the bottom of the refrigerant tank. Be sure the top valve is fully closed.
-Note-
If bubbling occurs in sight glass, reopen the cylinder base valve momentarily to
equalize drum and cylinder pressure.
5. Connect the heating element plug to a 110 volt outlet.
6. Turn cylinder sight glass to match pressure reading on cylinder pressure gauge. This scale should be
used during entire charging operation.
21-52-08
Page 21-64
1H7
PIPER AIRCRAFT
PA-44-180/180T
1. CYLINDER PRESSURE GAUGE

2. COMPOUND GAUGE
3. VALVE, LOW PRESSURE CONTROL 9 24
2
4. VALVE, VACUUM CONTROL 19
5. CHARGING CYLINDER 10
6. BRACKET
7. SIGHT GLASS 11
8. CYLINDER BASE VALVE
12
9. HIGH PRESSURE GAUGE
10. VALVE, HIGH PRESSURE CONTROL 13
11. VALVE, REFRIGERANT CONTROL
5 -----lH
12.
13.
CHARGING LINE HOSE HOLDER
BRACKET
I=- 26
6 - - - +__ 1 14
14. LOW PRESSURE CHARGING LINE
20
15. HIGH PRESSURE CHARGING LINE
16. HEATING ELEMENT PLUG 7 _ _-+-+
17. VACUUM PUMP 21
18. OIL FILL LOCATION
19. NECK ASSEMBLY 29
20. REFRIGERANT DRUM SUPPORT 22
21. REFRIGERANT DRUM VALVE
22. VACUUM PUMP VALVE 30
17 17
23. VACUUM PUMP EXHAUST PORT
24. TOP CYLINDER VALVE
25. REFRIGERANT DRUM REDUCER 23
18
26. WEB STRAP
27. REFRIGERANT DRUM REDUCER
28. CHARGING CYLINDER HOSE
29. VACUUM PUMP INTAKE HOSE
30. VACUUM PUMP SWITCH
31. VACUUM PUMP POWER CORD
Figure 21-29. Charging Stand
7. Close valve 1 (low pressure control), fully open valve 4 (refrigerant control) and allow all the liquid
refrigerant contained in the charging cylinder to enter high side of aircraft system.
8. When the full charge of refrigerant has entered the system, close valve 4 (refrigerant control) and valve 2
(high pressure control).
9. After completion of charging, close all valves on the charging stand. Disconnect the high and low
pressure charging lines from the aircraft system. (A small amount of refrigerant remaining in the lines
will escape). Replace lines on holder of charging stand to keep air and dirt out of lines. Open the valve
at the top of cylinder to relieve any remaining pressure, then reclose the valve.
10. Reinstall protective caps of Schrader valves and any access panels previously removed.
AIRPLANE COMPRESSOR METHOD.
-WARNING-
IF THE AIR CONDITIONER IS TO BE OPERATED DURING GROUND

SERVICING, THE TEST AREA SHOULD BE CLEAN AND FREE OF ANY
LOOSE OBJECTS LYING ON THE RAMP. ONLY THE SERVICE VALVE
LOCATED ON THE EVAPORATOR ASSEMBLY SHOULD BE USED FOR
TESTING.
1. With the system evacuated connect the refrigerant charging hose to the manifold (refer to Figure 21-30)
and purge the charging hose of air.
21-52-09
Page 21-65
1H8
PIPER AIRCRAFT
PA-44-180/180T
DISCHARGE LINE
1.===================1
SUCTION LINE
CONDENSER ~==================:::;l
EXPANSION RECEIVER
VALVE
SCHRADER
VALVE FiniNG
COMPRESSOR J PRESSURE
THIS END OF HOSE SWITCH
,----- MUST HAVE DEVICE
TO DEPRESS
SCHRADER VALVE
CHARGING
STAND
PREFERRED
METHOD
Figure 21-30. Charging Hookup
2. Place the refrigerant container on a scale to observe the amount of refrigerant entering the system. Open
the high pressure valve and add as much refrigerant as possible.
3. Close the high pressure valve. start the engine and operate it at 900 to 1000 RPM.
4. Operate the air conditioner and set controls to maximum cooling.
5. Open the low pressure valve and complete charging the system.
6. Close the low pressure valve after two pounds of refrigerant has been added to the system.
7. With the system still operating, observe the sight glass in the top of the receiver-dehydrator by removing
the plastic plug.
8. The sight glass should be clear of any bubbles or foam. If bubbles or foam are seen passing through the
sight glass. it is an indication of a low refrigerant charge in the system and more refrigerant is required.
This check should be made with OAT of 70° F or higher and with the air conditioner opening.
9. If more refrigerant must be added to the system, open the low pressure valve and increase engine speed to
2000 RPM and observe the sight glass. After the sight glass has cleared, close the low pressure valve and
observe the pressure gauges. At 1000 RPM the gauge pressure should be 15 to 20 psi on the low side and
150 to 200 on the high side.
-Note-
Suspect leaks or an inaccurate scale if two pounds of refrigerant does not fill the
system.
21-52-09
Page 21-66
1H9
PIPER AIRCRAFT
PA-44-180/180T
10. Shut off air conditioning system and airplane engine. Then, remove the charging lines from the Schrader
valves with care due to the refrigerant remaining in the hose.
-Note-
A shop cloth should be used to divert escaping refrigerant when disconnecting the
charging hose from the Schrader valve. Recap the valve.
PARTIAL CHARGE OF SYSTEM.
To "top off' the air conditioning system with refrigerant, proceed as follows:
1. Remove the access panel at the rear of the cabin.
2. Connect a charging hose to a refrigerant cylinder and also to the Schrader valve fitting on the suction
line. (Refer to Figure 21-30.)
3. Purge the charging hose by allowing a small amount of refrigerant gas to escape at the Schrader valve
fitting.
4. Start the engine and operate at 1000 RPM and turn the air conditioner on maximum cool.
5. Remove the plastic plug from the sight glass in the top of the receiver-dehydrator.
6. With a low refrigerant charge in the system, bubbles will be seen passing thru the sight glass when the
system is operating.
7. Open the valve on the refrigerant cylinder.
8. Allow refrigerant to flow into the system until the bubbles disappear from the sight glass.
9. Close the refrigerant valve and check to see that the sight glass remains clear during the system
operation.
10. When the sight glass stays clear of bubbles, add an additional 114 pound of refrigerant to the system.
(Engine should be operating at 1000 RPM.)
-Note-
This should be done with OAT at 70°F, or higher, with the air conditioner operating.
11. Shut off the air conditioner and engine. Remove the charging hose from the Schrader valve with care due
to refrigerant remaining in the line.
12. Replace access panels.
21-52-10
Page 21-67
1H10
PIPER AIRCRAFT
PA-44-180/180T
SYSTEM COMPONENTS.
COMPRESSOR SERVICE.
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 Sankyo compressor is limited to replacement of worn drive belt. Contact Sankyo
International 3529 Miller Park Drive, P.O. Box2903, Garland, Texas 75042 for special tool sand instructions for
detailed compressor maintenance.
-Note-
An important factor in air conditioning servicing is cleanliness, care should be

exercised 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.
REMOVAL OF COMPRESSOR.
-WARNING-
BEFORE REMOVING THE SUCTION AND DISCHARGE LINES THE AIR

CONDITIONING SYSTEM MUST BE COMPLETELY DISCHARGED
1. Ascertain that air conditioning circuit protector is in the off position.
2. Remove engine cowling.
3. Disconnect the electrical leads to the magnetic clutch on the compressor.
4. Depressurize the air conditioning system.
5. Remove the suction and discharge line from the service valves on the compressor.
-Note-
All open lines should be capped immediately to prevent dirt and moisture from
entering the system.
6. Loosen the four bolts securing the compressor in the mounting brackets. Rotate the compressor in the
bracket slots to disconnect drive belt.
7. Support compressor and remove the attach bolts.
INSTALLA TION OF COMPRESSOR.
1. Place the compressor in the mounting brackets and install attachment bolts. Do not torque attachment
bolts at this time.
2. Install compressor drive belt. Rotate compressor drive belt. Rotate compressor in mounting bracket slots
to obtain belt tension of 45 to 50 pounds. Torque the four attachment bolts 225 to 300 inch-pounds. If
installing a new V-belt, recheck belt tension after 1 to 1.5 hrs. of initial operation.
3. Check the oil level in the compressor.
4. Connect the discharge and suction lines to their respective fittings.
21-53-03
Page 21-68
1H11
PIPER AIRCRAFT
PA-44-180/180T
A654
(TOP VIEW) ALUMINUM PLANETPLATE
THRUST BEARING
CAST-IRON CAM ROTOR
CASTING MARK
SHOWING ROTOR AT
TOP DEAD CENTER
Figure 21-31. Top Dead Center Casting Mark (Sankyo Compressor)
A653
TURN CLUTCH FRONT

PLATE CLOCKWISE BY 110°
(APPROXIMATELY)
CLUTCH
FRONT PLATE
Figure 21-32. Rotation of Clutch Front Plate (Sankyo compressor Oil Check)
21-53-03
Page 21-69
1H12
PIPER AIRCRAFT
PA-44-180/180T
5. Evacuate and charge the system.

-WARNING-
IF THE AIR CONDITIONER IS TO BE OPERATED ON THE GROUND FOR

LOOSE OBJECTS LYING ON THE RAMP. ONLY THE SERVICE VALVES
TESTING.
COMPRESSOR OIL LEVEL CHECK.

-Note-
Compressor oil level should be checked any time the system is discharged
1. Run the compressor for 10 minutes with engine at 1900 RPM.
-WARNING-

TESTING.
2. Discharge the system being careful not to lose any oil.
3. Remove the oil fill plug.
4. Position the rotor to top dead center (Refer to Figure 21-31 by rotating the clutch front plate until the
casting mark is visible in the center of the hole.
5. Rotate the clutch front plate clockwise by approximately 110°. (Refer to Figure 21-32.)
6. Insert dipstick No. 32447 purchased from Sankyo.
7. Remove the dipstick and count the number of increments of oil. The acceptable oil level in increments is
7 to 10. This represents between 2.6 and 4.4 fluid ounces.
8. When oil is added Piper refrigerant oil PMS-L2000 or equivalent 500 viscosity refrigerant oil must be
used.
9. When installing the oil filter plug, make sure the sealing O-ring is not twisted and that no dirt nor
particles are on the O-ring or seat. Torque the plug to 6-9 foot-pounds. Do not overtighten the plug to
stop a leak; remove the plug and install a new O-ring.
10. Evacuate and charge the system.
-CAUTION-
THE OIL PLUG SHOULD NOT BE REMOVED WITH PRESSURE IN THE

SYSTEM.
21-53-04
Page 21-70
1H13
PIPER AIRCRAFT
PA-44-180/180T
ADJUSTMENT OF DRIVE BELT TENSION.
1. Rotate the compressor to obtain tension of 45 to 50 Ibs. for new or old belts.
2. Run the engine for a 15 minute period at 1900 RPM with the compressor engaged.
-WARNING-

SERVICING, THE TEST AREA SHOULD BE CLEAN ANDFREE OF ANY
TESTING.
3. Shut down engine and recheck the belt tensions. Belt tension for new or old installation should remain at
45-50 Ibs. Recheck belt tension of new belt after 1 to 1.5 hrs of operation.
4. A tension check should be made at every 100 hours or annual inspection whichever occurs first.
RECEIVER-DEHYDRA TOR.
The receiver-dehydrator is mounted in the evaporator assembly housing.
REMOVAL OF RECEIVER-DEHYDRATOR.
1. Discharge the system of all refrigerant.

2. Uncouple the refrigerant lines at the receiver-dehydrator.
3. Remove the clamp attaching the unit to the evaporator housing.
-Note-
This part is not serviceable, it must be replaced The receiver-dehydrator should be

replaced when the system has been operated without a charge or is left open.
INSTALLATION OF RECEIVER-DEHYDRATOR.
1. Slip the mounting bracket around the receiver and put it in place on the evaporator housing with the tube
fitting on top. Align the fittings to the proper line before securing the mounting bracket.
-Note-
Torque the fitting (Chart 2106).

2. Evacuate and recharge the system.
CONDENSER.
The condenser is located in the tail cone of the aircraft between fuselage stations 156.00 and 191.00.
21-53-09
Page 21-71
1H14
PIPER AIRCRAFT
PA-44-180/180T
3016
SEAL
:----e
, '
I
I
I
BLOWER MOTOR
CONDENSER:
, ,
I'
, I 8
8961
CONDENSER
SEAL
DUCT
SKIN 8-8
DUCT CONDENSER
SEAL DUCT
~!----:~Jl~clv/~
A-A
)
Figure 21-33. Condenser Installation
(PA-44-180T SIN 44-8107027 and Up Only)
21-53-09
Page 21-72
1H15
PIPER AIRCRAFT
PA-44-180/180T
REMOVAL OF CONDENSER.
1. Remove the baggage compartment close-out panel.

2. Completely discharge the system and disconnect the suction and discharge lines at the condenser.
-Note-
Cap all lines and fittings to prevent foreign matter from entering the system.
3. Disconnect the condenser blower motor wires.
4. Remove the twelve screws which secure the condenser blower duct at the blower inlet.
5. Remove the remaining fourteen screws which secure the condenser duct to the airframe and remove the
blower assembly.
6. Remove the condenser from the blower assembly.
INSTALLATION OF CONDENSER. (Refer to Figure 21-33)
1. Install seals to condenser and duct as shown in Figure 21-33 using neoprene rubber adhesive conforming
to PMS-C1002. (Example: Scotch Grip 2210.)
2. Place condenser into condenser duct and place duct into position in tailcone.
3. Attach duct to airframe with fourteen screws, nuts, and washers. Do not tighten screws at this point.
(Make certain the condenser suction line clamp is attached to the condenser duct as shown in
Figure 21-33)
4. Install twelve screws and washers which secure the blower duct at the blower inlet.
5. Tighten all screws.
6. Attach the suction and discharge lines to condenser. (Refer to Refrigerant Line Fitting Torque Chart.
Figure 21-24 for appropriate torque.)
7. Use PRC-5000 Sealant to complete the condenser duct to airframe seal.
8. With the condenser secured, evacuate and recharge the system.
9. With the system completely charged, check for leaks.
10. Replace and secure access panels.
EXPANSION VALVE.
The expansion valve is located in the evaporator assembly between the receiver-dehydrator and the evaporator
inlet. The capillary coil is attached to the evaporator outlet line.
REMOVAL OF EXPANSION VALVE.
1. Remove the necessary access panels and discharge system.

2. Remove the capillary coil from the outlet line. (Do not kink the capillary tube.)
3. Uncouple all related tube fitting.
-Note-
If this part is not serviceable, it must be replaced with a new part.
21-53-13
Page 21-73
1H16
PIPER AIRCRAFT
PA-44-180/180T
C360
TO EVAPORATOR
]~Iil VALVE ASSEMBLY
CAPILLARY COIL
1;\
FROM RECEIVER
DEHYDRATOR
Figure 21-34. Expansion Valve
INSTALLATION OF EXPANSION VALVE.
1. Install the expansion valve in the inlet line of the evaporator core by coupling the related fittings. (Seal
all couplings with sealant applied to tube flanges only.) Torque fittings per Chart 2106.
2. Secure the capillary coil to the evaporated outlet line.
3. Evacuate and charge the system. Check for leaks.
4. Replace access panels.
EVAPORA TOR ASSEMBLY.
The evaporator assembly consists of the evaporator core, receiver-dehydrator, expansion valve, circulating fan
and pressure switch together with necessary housing and plumbing. The housing is fabricated of thermoplastic
material. The evaporator assembly is located behind the cabin rear panel.
21-53-15
Page 21-74
1H17
PIPER AIRCRAFT
PA-44-180/180T
REMOVAL OF EVAPORATOR ASSEMBLY.
1. Remove air conditioning filter cover, filter and rear access panels.
-Note-
Discharge the system before disassembling.

2. Uncouple the liquid line from the inlet side of the receiver-dehydrator and the suction line from the
evaporator core outlet.
3. Disconnect the related electrical wires.
4. Remove flexible air duct from housing outlet. Remove drain hose from housing.
5. Remove temperature probe from evaporator housing.
6. Remove the screws attaching the support bracket and evaporator housing to the mounting panel. Remove
the assembly through the access hole in the bulkhead.
INSTALLA TION OF EVAPORA TOR ASSEMBLY.
1. Cement gasket in place on the flanges of the evaporator housing and attach the large end of the mounting
gasket to the back of the housing.
2. Install the housing through the access hole with the air duct outlet on top. Mate the mounting flanges to
the mating surface of the mounting panel and insert the screws. (Do not tighten at this time.)
3. Line up the mounting bracket with mating holes in mounting panel insert screws and tighten. Tighten
screws in the flange at this time. Be certain gasket is in place. The flange must have an air tight seal.
4. Couple the suction and discharge lines to their respective fittings (apply Loctite refrigerant sealant to tube
flanges only).
5. Evacuate and charge system.
6. Check for leaks. If no leaks are detected, seal and install access panel on evaporator housing.
7. Couple flexible air duct and drain tube.
8. Make and check electrical connections.
9. Check operation of blower and refrigerant systems.
10. Install rear bulkhead panels. Be certain to seal.
-WARNING-
WHENEVER IT IS NECESSARY TO REMOVE AND REPLACE THE CABIN

REAR PANEL, IT SHOULD BE REPLACED AND SEALED IN THE
ORIGINAL MANNER TO PREVENT EXHAUST GASES FROM ENTERING
THE CABIN. AFTER REMOVING AND REPLACING THE REAR PANEL,
CONDUCT A CARBON MONOXIDE TEST ON THE GROUND AND IN
FLIGHT WITH AND WITHOUT THE AIR CONDITIONER OPERATING.
PRESENCE OF CO SHALL NOT EXCEED ONE PART IN 20,000.
21-53-17
Page 21-75
1H18
PIPER AIRCRAFT
PA-44-180/180T
CHART 2107. EVAPORATOR BLOWER MOTOR WIRE CODES

MOTOR WIRES AIRCRAFT WIRES
PIN YY15062 ESB. - AIRCRAFT PIN

NOS. UNIVERSAL ELECTRIC CO. HARNESS NOS.
GROUND 2 BROWN AC4B 2
LOW SPEED 1 YELLOW AC8A 1
HIGH SPEED 1 ORANGE AClOA 1
- --- 912
1774
SEE 3
NOTE
\ -' WRAP TAPE AROUND THERMOSTAT

\ :---- CAPILLARY LEAVING SERVICE PORT
ACCESSIBLE
1. SIGHT GLASS
2. SERVICE VALVE (SCHRADER) (HIGH)
6 3. CAPILLARY COIL
10 4. HOUSING ASSEMBLY
5. SERVICE VALVE (SCHRADER) (LOW)
6. RECEIVER DEHYDRATOR CLAMP
7. RECEIVER DEHYDRATOR
8. PRESSURE RELIEF SWITCH (RAN CO)
NOTE 9. EXPANSION VALVE
TORQUE FITTING 10. OUTLET HOSE
TO 270 - 300 IN.-LBS.
Figure 21-35. Components Installation
21-53-17
Page 21-76
1H19
PIPER AIRCRAFT
PA-44-180/180T
PRESSURE RELIEF SWITCH.
The pressure relief switch automatically prevents the system from over pressurization by breaking the
electrical circuit to the magnetic clutch, stopping the compressor until pressure is reduced. The switch is located
in the line between the receiver and expansion valve and is actuated between 250 and 300 psi.
-Note-
Before relief switch is removed, the air conditioning system must be discharged.
ELECTRICAL INSTALLATION.
The electrical system wiring and components are installed and routed in the conventional manner. The wiring
harness is connected to switches in the climate control center on the right side of the instrument panel. The
harnesses cross the instrument panel to the left side where two wires are taken off for the compressor clutch. The
harness then passes aft along the fuselage where it connects to the evaporator motor, pressure relief switch and
the condenser blower motor.
Refer to Chapter 91 for air conditioning wiring schematic.
MANIFOLD PRESSURE SWITCH.
A pressure switch is provided in the manifold pressure gauge line in back of the instrument panel. The
purpose of the switch is to shut down the air conditioning system when the airplane is at full throttle enabling
maximum performance. No adjustment is necessary.
-END-
21-53-20
Page 21-77
1H20
CHAPTER
AUTOFLIGHT
1H21
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 22 - AUTOFLIGHT
CHAP1ER
SECTION GRID
22-00-00 GENERAL 1H23 8-81
22-10-00 NON-PIPER A.F.C.S. EQUIPMENT CONTACTS 1H23
-WARNING-
IT IS VERY IMPORTANT TO NEVER USE A SUBSTITUTE TRIM SYSTEM

COMPONENT PART, FOR AN ORIGINAL DESIGN PART, BECAUSE THE
FAIL-SAFE CHARACTERISTICS OF THE SYSTEM MIGHT BE
COMPROMISED. REFER TO THE P.O.H. FOR GROUND CHECK OF
ELECTRIC PITCH TRIM SYSTEM BEFORE THE FIRST FLIGHT AFTER
SERVICING. A TRIM SYSTEM RUNNING IN THE WRONG DIRECTION IS
THE SAME AS A RUN-A WAY. IT IS POSSIBLE TO EXPERIENCE
EXCESSIVE PILOT YOKE FORCE IN ONLY 3-4 SECONDS UNDER SUCH
CONDITIONS.
22 - Cont. IEffec.
Page -1
1H22
PIPER AIRCRAFT
PA-44-180/180T
GENERAL.
Due to the wide variety of AF.C.S. (Automated Flight Control System) options, it is mandatory to follow the
service literature published by the individual manufacturer of the AF.C.S. equipment installed in any particular
airplane. TIlis includes mechanical service such as; adjusting bridle cable tension, servo removal and installation,
servo clutch adjustments, etc.
NON-PIPER A.F.C.S. EQUIPMENT CONTACTS.
Refer to the following list of Autopilot/Flight Director manufacturers to obtain service directions, parts support
and service literature.
Bendix Avionics Division

2100 N.W. 62nd Street
Fort Lauderdale, Fla. 33310
(305) 776-4100, TWX 5109559884
Collins General Aviation Division

Rockwell International
Cedar Rapids, Iowa 52406
(319) 395-3625 Telex: 464-421
Edo Corporation - Avionics Division

Box 610
Municipal Airport
Mineral Wells, Texas 76067
(817) 325-2517 Telex: 76067
King Radio Corporation

400 North Rodgers Road
Olathe, Kansas 66061
(913) 782-0400 Telex: 4-2299-Kingrad
Sperry Flight Systems/Avionics Div.

8500 Balboa Blvd.
P.O. Box 9028
VanNuys, CA 91409
(213) 894-81 11 Telex: 65-1367
Global Navigation
2144 Michelson Drive
Irvine, CA 92715
(714) 851-0119
22-10-00
Page 22-01
1H23
CHAPTER
COMMUNICATIONS
1H24
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 23 - COMMUNICATIONS
CHAPIER
23-00-00 GENERAL 112 9R 6-95

23-10-00 EMERGENCY LOCATOR TRANSMITIER
(ELT) 112 9R 6-95
23-11-00 Description 112 2-81
23-12-00 Communications Components Corporation,
CIR-11-2 112 A 1-83
23-12-01 Battery Removal and Installation
(CCC, CIR-11-2) 112 9R 6-95
23-13-02 Narco ELT-lO (Sin's 44-7995026 thru
44-8195026, and 4495001 thru 4495007, and
all PA-44-180T' s) 113 9R 6-95
23-13-02 Battery Removal and Installation 113 A2-81
23-13-03 Narco ELT-91O Battery Removal and
Installation(S/n's 4495008 and up) 115 9R 6-95
23-14-00 IESTING EMERGENCY LOCATOR
TRANSMITIER 116 9R 6-95
23-15-00 PILOT'S REMOIE SWITCH 117 9R 6-95
23-16-00 ARIEX 110 E. L. T. (SIN's 4495014 and up) 117 9A6-95
23-26-01 Artex 110 ELT Battery Removal and
Installation 118 9A6-95
23-16-02 Testing the Artex ELT 110 Emergency
Locator Transmitter 119 9A6-95
23 - Cont.lErree.
Page -1
Reissued: July 30,1994
111
PIPER AIRCRAFT
PA-180/180T
GENERAL.
-WARNING'-
It is the users responsibility to refer to the applicable vendor publications when
servicing or inspecting vendor equipment installed in Piper aircraft.
This chapter of the manual contains information necessary to perform operational checks of the
Emergency Locator Transmitter (ELT). ,vith a pilot's remote switch. Included are the appropriate removal and
installation instmctions to facilitate battery replacement.
EMERGENCY LOCATOR TRANSMITTER (ELT).

DESCRIPTION.
The electrical power for the ELT is supplied by its own self-contained battery. FAA regulations require the
battery be replaced at the expiration printed on the battery. The battery must also be replaced if the transmitter
has been used in an emergency situation or if accumulated test time exceeds one hour.
Three types of ELTs were installed in the PA-44-180: Sin's 44-7995001 thm 44-7995289 were equipped
with The Communications Components Corporation, CIR - 11 - 2 ELT; Sin' 44-7995290 thm 44-8195026, and
4495001 thm 4495007 were equipped with the Narco ELT-lO; Sin' 4495008 and up were equipped with the
Narco ELT-910.
All PA-44-180T's were equipped with the Narco ELT-IO.
-NOTE-
The CIR - 11 - 2 ELT's, originally installed in the PA-44-180, used a lithium sulfur
dioxide battery. Refer to Piper Service Letter 820 for instmctions on converting
CIR - 11 - 2 ELT to alkaline batte!)' per AD 79-18-05.
OR - 11 - 2 COMMUNICATIONS COMPONENTS CORPORATION (Refer to Figure 23-1).

OR - 11 - 2 BATTERY REMOVAL AND INSTALLATION.
-CAUTION-
INSPECT THE EXTERNAL WHIP ANTENNA FOR DAMAGE. DO NOT
BEND WHIP. ANY SHARPLY BENT OR KINKED WHIP MUST BE
REPLACED. ANTENNA DAMAGE WILL CAUSE STRUCTURAL FAILURE
OF WHIP IN-FLIGHT.
The ELT is located on a mounting bracket on the right side of the fuselage aft section at station 247.0.
1. Remove the access plate on the right side of the fuselage aft of station 247.0.
2. Rotate the ONIARMIOFF switch to the OFF position.
3. Disconnect the antenna coax cable (twist left, then pull outward).
4. Disconnect the harness to the pilot's remote switch.
5. Remove the forward mounting bracket by pulling the black plastic knob out. Remove the transmitter
from the airplane.
6. Remove the six Phillips-head screws securing the transmitter cover. Remove the cover.
7. Lift out the old battery pack.
8. Copy the expiration date on the battery into the space provided on the external ELT name and data
plate.
9. Disconnect and replace with a new battery pack.
23-13-01
Page 23-01
112
PIPER AIRCRAFT
PA-44-180/180T
10. Insert transmitter into airplane and fit into place. Replace mounting bracket by pushing the black plas-
tic knob into place.
11. Connect the pilot's remote switch hamess and the antenna coax cable to the transmitter.
12. Set the ON/ARM/OFF switch to the ARM position.
-CAUTION-
TEST UNIT OPERATION BEFORE INSTALLING THE ACCESS PLATE.
13. Install access plate.

14. Write entry in aircraft logbook; include new battery run-out date
COMMUNICATIONS COMPONENTS CORP.

SWITCH POSITIONS
OFF/RESET -1 NORMAL
~--------,~
REMOTE AUTO / ARM.... FLIGHT
RESET ON POSITION
SHIELD
4 /
--------
/
I I I 1
3
ELT
BLK
.... A
2 RED
WHT
I
\. -- - - - - - - - - - - -
I
'- , ---------,--
I I
SW-79762-2
REMOTE
ON + 14 VOLT DC KEYWAY
O
(TEST) TO OVERHEAD BLK • -
FLOOD LIGHT
TRANSMITTER NO. CIR-11-2 CIRCUIT SHLD • • WHT
PROTECTION - • RED
NOTE: USE AIRCRAFT POWER TO SHUT OFF
VIEWA
ELT EITH REMOTE SWITCH
Figure 32-1. Communications Components Corporation ELT Schematic
NARCO 10 ELT (SIN's 44-7995290 thru 44-8195026, and 4495001 thru 4495007, and all PA-44-180T's
(Refer to Figures 23-2, 23-3 and 23-5.)
BATTERY REMOVAL AND INSTALLATION
-CAUTION-
OF WHIP IN-FLIGHT.
1. Remove access panel located on right side of fuselage aft of station 247.00.
2. Set the ON/OFF/ARM switch on the transmitter to OFF.
3. Disconnect antenna coaxial cable from ELT.
23-13-02
Page 23-02
113
PIPER AIRCRAFT
PA-44-180/180T
NOTCH PIN PORTABLE

STOP ANTENNA
OPERATIVE
ANTENNA BLADE
TOUCHES BUT STORED
PORTABLE
FINGER CONTACT
ANTENNA SET
ON-OFF-ARM
EXTENSION
TAB ANTENNA SWITCH
TO "ON"
POPS OUT
OF
CHANNEL ~
AND DOWN
VIEW l'
B
\
PIN
STOP
PULL TAB
VIEW
C
Figure 23-3. Narco ELT 10 Portable Folding Antenna
CONTACT PORTAVLE ANTENNA BLADE

SEPARATOR
PORTABLE NOT
ANTENNA
FIXED AMTENNA'S
CABLE CONNECTOR AND
STOP
PIN
TO REMOTE SWITCH It
Figure 23-4. Narco ELT 10 Using Fixed Aircraft Antenna
23-13-02
Page 23-03
114
PIPER AIRCRAFT
PA-44-180/180T
4. Rcmovc ELT from its mounting brackct by relcasing thc latch on thc strap and sliding thc ELT offthc
brackct.
5. Extcnd thc portable antcnna. (Rcfcr to Figurc 23-2.)
6. Unscrew the four scrcws that hold thc control hcad to thc battcry casing and slidc apart.
7. Disconncct thc battcry tcnninals from thc bottom of thc circuit board.
S. Discard old battcry pack. (DO NOT EXPOSE TO FLAME.)
-CAUTION-
THE BATTERY PACK IS SHIPPED WITH A SEALANT ON THE INSIDE LIP
SO THAT A WATER TIGHT SEAL WILL BE RETAINED. DO NOT REMOVE
THIS SEALANT.
9. Conncct ncw battcry pack tenninals to the bottom ofthc circuit board.
10. Inscrt control hcad scction into battcry pack bcing carcful not to pinch any wircs. Rcplacc thc four
scrcws. Ifthc four holcs do not linc up, rotatc battcry pack IS0° and rcinscrt.
11. Slidc thc portablc antcnna back into thc stow-cd position.
12. Placc transmittcr into its mounting brackct and fasten thc strap latch.
13. Conncct thc antcnna coaxial cablc to thc ELT and cnsurc that thc contact scparator is inscrtcd bctwccn
the antenna contact fingcr and the portablc antcnna. (Refer to Figure 23-3.)
14. Prcss RESET button and sct ON/OFF/ARM switch to ARM.
15. Make an cntry in thc aircraft logbook, including the ncw battcry cxpiration date.
16. Pcrfonn ELT unit opcrational chcck. (Rcfcr to Tcsting Emcrgcncy Locator Transmittcr.
17. Install acccss pancl.
TO
SWITCH
ASSEMBLY
Figure 23-2. Narco ELT 10 Emergcncy Locator Transmitter Schematic
NARCO 910 ELT BATTERY REMOVAL AND INSTALLATION (SIN's 4495008 and up) (Refer to
Figures 23-5 and 23-6.)
-CAUTION-
OF WHIP IN-FLIGHT.
1. Removc acccss panellocatcd on right sidc of fuselagc aft of station 247.00.

2. Set ON/OFF/ARM switch on transmittcrto OFF.
23-13-03
Page 23-04
115
PIPER AIRCRAFT
PA-44-180/180T
3. Disconnect antenna coaxial cable from ELT.
4. Disconnect wiring harness connector from ELT.
5. Remove ELT from its mounting tray.
6. Remove 8 flat head screws from unit. (Refer to Figure 23-6.)
7. Carefully separate unit into two sections.
8. Unsnap battery connector (connector toward back end of circuit board). (Refer to Figure 23-6.)
9. Carefully remove battery pack (contained in white foam jacket) from the ELT.
10. Cut tape holding the two halves of foam together and remove old battery pack.
11. Install new battery pack in foam jacket. Tape foam halves together with a good quality glass filament
tape.
12. Install battery pack assembly into ELT. Plug connector into circuit board.
13. Slide the two unit section together. Ensure red gasket in header is sitting flat.
14. Secure with 8 new screws provided with replacement battery. Ensure all 8 screws are snugged up.
15. Install ELT into tray in airplane.
16. Perform ELT unit operational check. (Refer to Testing Emergency Locator Transmitter.
17. Install access panel.
P203 J501
TERMINAL
O~ 6 ®
GND
® ® BUS
F1
(J) ELT SW PWR ---0
112 A +14 VDC
9 9
5 5
4 4
3 3
® ®
ELT 910
REMOTE
SWITCH
Figure 23-5. Narco ELT 910 Emergency Locator Transmitter Schematic (SIN's 4495008 and up)
TESTING EMERGENCY LOCATOR TRANSMITTER.
-NOTE-
Consult FAA Advisory Circular AC 20-81 for detailed testing
information and precautions
1. Conduct test only during the first five minutes after any hour.
2. If operational test must be made at any time other than the first five minutes after the hour, notify the
nearest FAA traffic Control Tower or Flight Service Station prior to the test.
3. Test should be no longer than three audio sweeps.
4. If the antenna is removed, a dummy load should be substituted during the test.
A. Remove access panel aft of fuselage station 247.00 to gain access to transmitter.
B. Tum aircraft master switch ON. Tum the aircraft communications receiver ON and tune to 121.5
mHz.
23-14-00
Page 23-05
116
PIPER AIRCRAFT
PA-44-180/180T
#6-32 FLAT
~EADSCREWS
(8 PLACES)
Figure 23-6. ELT 910 Battery Pack «SIN's 4495008 and up)
C. Tum receiver volume up until a slight background noise is heard. If equipped, automatic squelch
must be overridden.
D. If aircraft is not fitted with a communications receiver, request the nearest FAA facility to listen
for ELT. signal.
E. Set ON/ARM/OFF switch on the transmitter to the ON position for approximately 2 seconds.
Return to OFF, then ARM position.
F. Test transmission should be received by aircraft communications receiver and/or FAA facility.
During cold weather, there may be a slight delay before transmission occurs.
G. A properly functioning transmitter emits a characteristic downward swept tone.
H. When test is completed, ensure transmitter ON/ARM/OFF is in the ARM position. Whenever unit
is checked by moving transmitter ON/ARM/OFF switch from ARM to ON position, it must fIrst
be moved to OFF position before resetting to ARM position.
5. Install access panel on left side of fuselage aft of station 247.00. Secure with the appropriate
screws.
PILOT'S REMOTE SWITCH.

Refer to the appropriate Pilot's Operating Handbook for description, operation, testing and inadvertent
activation of the ELT pilot's remote switch.
ARTEX 110 E. L. T. (SIN's 4495014 and up)

GENERAL INFORMATION
The Artex ELT-110 transmits on 121.5 mHz and 243.0 mHz, and is designed to meet or exceed the
requirements of TSO C91 a and FAR Part 91.
23-16-00
Page 23-06
117
PIPER AIRCRAFT
PA-44-180/180T
CONNECTOR
3 . 6 . 9• •12
2 • • 8• •11
SIDE VIEW
MOUNTING
HOLES
. I.
-----t
I FRONT
,
I
VIEW
~ .~
' - - - - = - - - - - L . : . . L - - - -_ _ _~e:...L~- --- -~ ___ I
BOTTOM VIEW END
CAP
Figure 23-7. Artex 110 E. L. T.
The Artex 110 cannot be accidently 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 accidently, it must be reset. To reset:
1. Position the remote cockpit switch to ON, then immediately repositioning it to ARM, or;
2. Position the switch on the E. L. T. to ON, then immediately repositioning it to OFF.
ARTEX 110 ELT BATTERY REMOVAL AND INSTALLATION «Refer to Figures 23-7 and 23-8)
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.
2. Remove the four screws on the bottom of the E.L.T. securing the battery pack.
3. Disconnect battery pack connector from main unit.
4. Remove battery pack from unit.
5. Securely plug in new battery pack connector to main unit.
6. Immediately reset unit by positioning unit switch to ON, then to OFF.
7. Fit new battery pack into place. Ensure all gaskets are properly aligned.
23-16-01
Page 23-07
Added: June 20, 1995
118
PIPER AIRCRAFT
PA-44-180/180T
8. Replace the four screws. Dress wires away from standoffs to avoid pinching wires between standoffs
and the battery pack.
9. 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.
10. Test transmitter.
J501 P203
LIGHT 8
RESET 1 3
RESET 2 6
EXTERNAL ON 7
NO CONNECTION ©
G-SWITCH LOOP
G-SWITCH LOOP CD NO CONNECTION
NO CONNECTION
1A TO
NO CONNECTION BATTERY
BUS
GROUND
NO CONNECTION @
NO CONNECTION @
AIRTEX ELT
ELT 910 REMOTE
SWITCH
Figure 23-8. Artex E. L. T. 110 Wiring Schematic
TESTING THE ARTEX ELT 110 EMERGENCY LOCATOR TRANSMITTER
-NOTE-
Consult FAA Advisory Circular AC 20-SJ for detailed testing
information and precautions
1. Conduct test only during the first five minutes after any hour.
2. If operational test must be made at any time other than the first five minutes after the hour, notify the
nearest FAA traffic Control Tower or Flight Service Station prior to the test.
3. Test should be no longer than three audio sweeps.
4. Tune airplane communications receiver to 121.5 mHz. Check that aircraft battery and radio master
switches are ON.
5. Position ELT cockpit switch to ON. The ELT should immediately begin signaling and the pancllight
should immediate(v 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.
23-16-02
Page 23-08
119
CHAPTER
ELECTRICAL POWER
1110
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 24 - ELECTRICAL POWER
CHAP1ER
24-00-00 GENERAL 1113

24-01-00 Description and Operation 1113 1-83
24-02-00 Troubleshooting 1113
24-30-00 D.C. GENERATION 1121
24-31-00 Alternator System 1121
24-31-01 Precautions 1121
24-31-02 Checking Alternator Belt Tension 1122
24-32-00 Battery 1123 2-81
24-32-01 Service Procedures U1
24-32-02 Servicing Battery U1
24-32-03 Removal of Battery U1
24-32-04 Installation of Battery U2
24-32-05 Testing Battery U2 1-83
24-32-06 Charging Battery U2
24-32-07 Battery Box Description U2
24-32-08 Removal of Battery Box U2
24-32-09 Installation of Battery Box U2
24-32-10 Battery Box Corrosion Prevention U13
24-33-00 Voltage Regulators and Overvoltage Relays
(SIN 44-7 995001 thru 44-8195026 and all
PA-4-180T's) U3 9R 6-95
24-33-01 Removal of Voltage Regulators and
Overvoltage Relays (SIN 44-7 995001
thru 44-8195026 and all PA-4-180T's) U3 9R 6-95
24-33-02 Installation of Voltage Regulators and U3 9R 6-95
Overvoltage Relays (SIN 44-7 995001
thru 44-8195026 and all PA-4-180T's) U3 9R 6-95
24-33-03 Lamar Model No. B-00288-1 Regulator
Components U3 9R 6-95
24-33-04 Lamar Model No. B-00288-1 Regulator
Operation U5 9R 6-95
24-33-05 Preparation for Testing Lamar Model
No. B-00288-1 Voltage Regulators U5 9R 6-95
24-33-06 Testing Lamar Model No. B-00288-1
Regulator U6 9R 6-95
24-33-07 Adjusting Lamar Model No. B-00288-1
Regulator U7 9R 6-95
24-33-08 Balancing Circuit Operation of Lamar
Model No. B-00288-1 Regulator U8 9R 6-95
24 - Cont.lEffec.
Page-l
1111
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 24 - ELECTRICAL POWER
CHAPIER
24-33-09 Checking Overvoltage Relay

(SIN 44-7 995001 thru 44-8195026
and all PA-4-180T's) 1J9 9R 6-95
24-33-10 Lamar Model No. B00392-1 Alternator
Voltage Regulator. (Sin's 4495001
and up) 1J9 9R 6-95
24-33-10 Lamar Model No. B-00392-1 Voltage
Regulator Operation. 1J1O 9R 6-95
24-33-10 Adjusting Lamar Model No. B-00392-1
Voltage Regulator Unit 1J1O 9R 6-95
24-34-00 Ammeter 1n1
24-40-00 EXIERNAL POWER 1Jll
24-41-00 External Power Receptacle 1Jll
-NO IE-
Refer to Chapter 91, Charts and Wiring Diagrams for electrical schematics.
24 - Cont.lErree.
Page-2
1112
PIPER AIRCRAFT
PA-44-180/180T
GENERAL.
TIlis chapter deals with the complete electrical system and provides service procedures and a trouble-shooting
guide to be used to remedy problems which may arise.
Electrical generation, distribution and storage are covered, as well as the optional external power facility.
DESCRIPTION AND OPERATION.
Electrical energy is generated by two engine-driven 60 ampere alternators or 70 ampere alternators for aircraft
serial numbered 44-95001 and up, and stored in a 12 volt, 35 amp, hour battery. The battery is used for starting
and as a reserve power supply in case of alternator failure. The system is D.C. and has a negative ground.
Access to the battery is gained by opening the hinged fiberglass nose which tips forward and down.
The electrical and avionic equipment is protected from regulator malfunction by an overvoltage relay. The
individual circuits are protected from overloads and shorts by resettable circuit breakers located on the right side
of the instrument panel.
The lighting system for night operation is optional and consists of a nose mounted landing light, anti-collision
lights, navigation lights, and instrument illumination. Refer to Chapter 33 for lighting information.
TROUBLESHOOTING.
Chart 2401 is a handy guide that enables rapid diagnosis of most electrical problems at a glance and provides
remedies for them. After the trouble has been corrected, check the entire system for security and operation of its
components.
-Note-
The master switch must be on before any electrical equipment will operate.
24-02-00
Page 24-01
1113
PIPER AIRCRAFT
PA-44-180/180T
CHART 2401. TROUBLESHOOTING (ALTERNATOR)

AL1ERNATOR
Zero output indicated on Open field circuit. With master switch turned
ammeter regardless of RPM on, check for battery voltage
(refer to alternator system from airplane's main bus
test procedure). through entire field circuit
to alternator field terminal.
Measure voltage from
ground (-) to the following
points (+) in sequence; bus
bar, output circuit breaker (5A),
field terminals of master
switch, voltage regulator
and alternator field terminal.
Interruption of voltage
through any of these points
isolates the faulty components
or wire which must be placed.
(See wiring schematic.)
Open output circuit. With master switch turned

on, check for battery voltage
from airplane's main bus
through entire output circuit
to alternator battery post.
Measure voltage from
ground (-) to the following
points (+) in sequence: bus
bar, output diodes, ammeter
and alternator battery post.
Interruption of voltage
through any of these points
isolates the faulty component
or wire which must be replaced.
(See wiring schematic.)
24-02-00
Page 24-02
1114
PIPER AIRCRAFT
PA-44-180/180T

AL1ERNATOR (cont)
Zero output indicated on Open field winding in alternator Disconnect field terminal of
ammeter regardless of RPM alternator from field wiring
(refer to alternator system and check for continuity
test procedure). (cont.) from field terminal to ground
with ohmmeter (20-100 ohms)
depending on brush contact
resistance.
- CAUTION-
TURN MAGNETO SWITCH TO

OFF BEFORE TURNING PROP.
(Pull propeller slowly by

hand turning alternator
rotor through 360 0 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.
Output indicated on ammeter Faulty voltage regulator. Start engine, turn on load
does not meet minimum (ref. alternator test procedure),
values specified in alternator set throttle at 2300 RPM.
system test procedure. Check voltage at bus bar
(convenient check point, remove
cigar lighter and check from
center contact (+) to ground (-).
Voltage should be 13.5 volts
minimum. If voltage is below
this value, replace regulator.
24-02-00
Page 24-03
1115
PIPER AIRCRAFT
PA-44-180/180T

AL1ERNATOR (cont)
Output indicated on ammeter High resistance connections Check visually for loose
does not meet minimum in field or output circuit. binding posts at the various
values specified in alternator junction points in system,
system test procedure. (cont.) alternator battery post, lugs
on ammeter, connections at
voltage regulator, circuit
breaker, etc., (See wiring
schematic.) 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 six rectifiers

pressed into the rear bell
housing of the alternator
open up internally, it will
result i 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.
See Paragraph titled Inspection

and Testing of Components.
Field circuit breaker trips. Short circuit in field circuit. Disconnect field wiring at
terminal of alternator. Turn
on master switch. If breaker
continues to trip, proceed to
disconnect each leg of field
circuit, working from the
alternator towards the circuit
breaker until breaker can be
reset and will hold. Replace
component or wire which was
isolated as defective. (See
wiring schematic.)
24-02-00
Page 24-04
1116
PIPER AIRCRAFT
PA-44-180/180T

AL1ERNATOR (cont)
Field circuit breaker trips. Short circuit in field winding Disconnect field wiring at
(cont) of alternator. terminal of alternator. Turn
on master switch. Reset
breaker and if breaker fails
to retrip, this isolates short
circuit to field of alternator it
self. Check brush holders for
shorting against frame. If
there are no obvious signs of
a physical short circuit at
field terminal or brush holder,
replace alternator. (Note:
Intermittent short circuit.)
Internal short circuiting of
the field can occur at various
positions of the rotor, there-fore,
reconnect field, reset breaker.
-CAUTION-
TURN MAGNETO SWITCH TO
OFF BEFORE TURNING
PROPELLER.
Pull propeller slowly by
hand turning alternator rotor
through 360 0 of travel.
Observe circuit breaker for signs
of tripping.
Output circuit defective. Short circuit in output circuit. Disconnect wiring at battery
post of alternator. Turn on
master switch. Disconnect
each leg of output circuit,
working from the alternator
towards the bus bar. Replace
component or wire which was
was isolated as defective. (See
schematic.)
- Battery installed with reversed Remove battery and reinstall
polarity. with correct polarity.
24-02-00
Page 24-05
1117
PIPER AIRCRAFT
PA-44-180/180T

AL1ERNATOR (cont)
Output circuit defective. (cont) Battery charged backwards. Remove battery. Connect load
such as landing light lamp or
similar load and discharge
battery. Recharge with correct
polarity and test each cell for
signs of damage due to reversed
charging.
-Note-
This type of condition can

only occur in a case where a
discharged battery has been
removed from the airplane
and put on a charger with the
polarity reversed This reversal
in polarity cannot occur in the
airplane due to any fault in the
alternator system.
Excessive ammeter fluctuation. Excessive resistance in field Check all connections and
circuit. 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.
High field circuit resistance. If problem persists, jump

across terminals of the following
components one at a time
until the faulty unit is isolated.
a. Field 5 amp (alternator)
circuit protector.
b. Alternator half of master
switch.
c. Overvoltage relay.
Defective voltage regulator. Replace voltage regulator.
24-02-00
Page 24-06
1118
PIPER AIRCRAFT
PA-44-180/180T
CHART 2402. TROUBLESHOOTING (BATTERY)

BATTERY
Discharged battery. Battery worn out. Replace battery.
Low electrical system voltage. Check voltage regulator

voltage.
Standing too long. Remove and recharge battery

if left in unused airplane three
weeks or more.
Equipment left on accidentally. Remove and recharge.
Impurities in electrolyte. Replace.
Short circuit (ground) in Check wiring.

wiring.
Broken cell partitions. Replace.
Battery life is short. Overcharge due to level of Maintain electrolyte.

electrolyte being below top
of plates.
Sulfation due to disuse. Replace.
Impurities in electrolyte. Replace battery.
Low charging rate. Check voltage regulator

voltage.
Cracked cell jars. Hold-down bracket loose. Replace battery and tighten.
Frozen battery. Replace.
Compound on top of battery. Charging rate too high. Reduce charging rate. Check
melts. voltage regulator voltage.
Electrolyte runs out of vent Too much water added to Drain and keep at proper
plugs. battery and charging rate level and check voltage
too high. regulator voltage.
24-02-00
Page 24-07
1119
PIPER AIRCRAFT
PA-44-180/180T
CHART 2402. TROUBLESHOOTING (BATTERY)

BATIERY(cont.)
Excessive corrosion inside Spillage from overfilling. Use care in adding water.
container.
Vent lines leaking or clogged. Repair or clean.
Charging rate too high. Adjust voltage regulator

voltage.
Battery freezes. Discharged battery Replace.
Water added and battery not Always recharge battery for

charged immediately. 112 hour following addition
of water in freezing weather.
Leaking battery jar. Frozen. Replace.
Battery polarity reversed. Connected backwards on airplane Battery should be slowly discharged
or charger. completely and then charged
correctly and tested.
Battery consumes excessive Charging rate too high (if in Correct charging rate.
water. all cells).
Cracked jar (one cell only). Replace battery.
24-02-00
Page 24-08
1120
PIPER AIRCRAFT
PA-44-180/180T
D.C. GENERATION.
ALTERNATOR SYSTEM.
The alternator is located on the front lower right side of the engine and utilizes a belt drive from the engine
crankshaft. The alternating current is converted to direct current by diodes pressed into the end bell housing of
the alternator. The diodes are highly reliable solid state devices, but are easily damaged if current flow is
reversed through them.
There is one circuit breaker which controls the generating system. This circuit breaker, marked "Alternator
Field". is for the voltage regulator and alternator field. If this breaker trips, it will result in a complete shutdown
of power from the generating system. After a one or two minute cool down period, the breaker can be reset
manually. If tripping occurs again, this indicates a short in the alternator circuit.
The ammeter does not indicate battery discharge, but displays the load in amperes placed on the generating
system. With all electrical equipment off. except the master switch, the ammeter will indicate the amount of
charging current demanded by the battery. This amount will vary depending on the percent of charge in the
battery at the time. As the battery becomes charged the amount of current displayed on the ammeters will reduce
to approximately two amperes. The amount of current shown on the ammeter will tell immediately whether or
not the alternator system is operating normally, if the following principles are kept in mind.
-Note-
The amount of current shown on the ammeter is the total load, in amperes, that is
demanded by the electrical system from the alternator. As a check, take for example a
condition where the battery is demanding 10 amperes charging current, then switch on
the landing light. Note the value in amperes placarded on the circuit breaker panel for
the landing light circuit breaker (10 amps) and multiply this by 80 percent. You will
arrived at a current of 8 amperes. This is the approximate current drawn by the light.
Therefore, when the light is switched on there will be an increase of current from 10
to 18 amperes displayed on the ammeter. As each unit of electrical equipment is
switched on, the current will add up and the total, including the battery, will appear on
the ammeter.
A simulated load can be made by connecting 8 landing lights wired in parallel from the main bus to air-frame
ground or fourteen 3 ohm, 100 watt resistors. (See Figure 24-1)
PRECAUTIONS.
The following precautions are to be observed when testing or servicing the electrical system.
1. Disconnect the battery before connecting or disconnecting test instruments, except voltmeter, or before
removing or replacing any unit or wiring. Accidental grounding or shorting at the regulator, alternator,
ammeter or accessories, will cause severe damage to the units and/or wiring.
2. The alternator must not be operated on an open circuit with the rotor winding energized.
24-31-01
Page 24-09
1121
PIPER AIRCRAFT
PA-44-180/180T
2612
ALLIGATOR CLIPS
8 AMP LANDING LIGHTS AS REQUIRED
Figure 24-1. Lamp bank load.
3. Do not attempt to polarize the alternator. No polarization is required. Any attempt to do so may result in
damage to the alternator, regulator or circuits.
4. Grounding of the alternator output terminal may damage the alternator and-or circuit and components.
5. Reversed battery connections may damage the rectifiers, wiring or other components of the charging
system. Battery polarity should be checked with a voltmeter before connecting the battery. TIlis aircraft
is negative ground.
6. If a booster battery or fast charger is used, its polarity must be connected correctly to prevent damage to
the electrical system components.
CHECKING ALTERNATOR BELT TENSION.
If properly installed, tensioned and check periodically, the alternator drive belt will give very satisfactory
service. However, an improperly tensioned belt will wear rapidly and may slip and reduce alternator output.
Consequently, a belt should be checked for proper tension at the time it is installed, again after 25 hours of
operation and at each 100 hour inspection thereafter.
24-31-02
Page 24-10
1122
PIPER AIRCRAFT
PA-44-180/180T
The torque method for checking alternator belt tension is given as follows:
1. Apply a torque indicating wrench to the nut that attaches the pulley to the alternator and turn it in a
clockwise direction. Observe the torque shown on the wrench at the instant the pulley slips.
2. Compare the torque indicated in Step 1 with torque specified in the following chart. Adjust tension
accordingl y.
-Note-
The higher tension specified for a new belt is to compensate for the initial stretch that
takes place as soon as it is operated. These higher tension values should not be
applied to belts which have previously been used.
CHART 2403. ALTERNATOR BELT TENSION
Torque indicated at
Width of Belt Condition alternator pulley
3/8 inch New 11 to 13 ft-lbs
3/8 inch Used 7 to 9 ft-lbs
BATTERY.
The battery is located in the nose of the aircraft and is accessible by opening the hinged fiberglass nose which
tips forward, and then removing the battery box cover. (Refer to Figure 24-2)
-Note-
In the past, aluminum cable was used in wiring the battery circuit, battery to ground,
battery to master relay, master relay to starter solenoid, starter solenoid to starter and
engine return ground wire to airframe. (See schematics for your airplane) If, during
inspection, a fault in the aluminum cable is found, Piper considers it mandatory that
the complete cable assembly be replaced with copper wire and suitable terminals.
24-31-03
Page 24-11
1123
PIPER AIRCRAFT
PA-44-180/180T
2278
--t----- 2
---~~----_ 3
~6
1. BATTERY BOX COVER

2. BATTERY BOX ASSEMBLY
3. POWER RELAY
4. STARTER SOLENOID
5. STARTER SOLENOID
6. VENT TUBES
7. MASTER RELAY DIODE
Figure 24-2. Battery Box
24-31-02
Page 24-12
1124
PIPER AIRCRAFT
PA-44-180/180T
SERVICE PROCEDURES.
Since the alternator and regulator are designed for use on only one polarity system, the following procedures
must be observed when working on the charging circuit. Failure to observe these service procedures will result in
serious damage to the electrical equipment.
1. When installing a battery, always make sure the ground polarity of the battery and the ground polarity of
the alternator are 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 the 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 alternator 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 alternator or regulator.
6. Do not attempt to polarize the alternator.
SERVICING BATTERY.
The battery should be checked for fluid level, but must not be filled above the baffle plates. A hydrometer
check should be performed to determine the percent of charge in the battery. All connections must be clean and
tight. (Refer to Chart 2404)
CHART 2404. HYDROMETER READING AND BATTERY CHARGE PERCENT
Hydrometer Reading Percent of Charge
1280 100
1250 75
1220 50
1190 25
1160 Very little useful capacity
1130 or below discharged
REMOVAL OF BATTERY.
1. Open aircraft nose section.

2. Disconnect the four cam locks from the battery box cover and remove the cover.
-CAUTION-
ALWA YS REMOVE THE GROUND CABLEFIRST AND INSTALL IT LAST

TO PREVENT ACCIDENTAL SHORT CIRCUITING OR ARCING.
3. Disconnect the battery cables.
4. Lift the battery from the box.
24-32-02
Page 24-13
1J1
PIPER AIRCRAFT
PA-44-180/180T
INSTALLA TION OF BATTERY.
1. Ascertain that both the battery and battery box are clean and free from any acid.
2. Position the battery in the box with the positive terminal closest to the positive cable.
3. Connect the positive lead (PIC) to the positive battery terminal and secure.
4. Connect the ground cable to the negative battery terminal and secure.
5. Reinstall the battery box cover and secure with four cam locks; then close nose section.
TESTING BATTERY.
The specific gravity check method is listed in Chart 2404. If the alternator output is known to be correct. the
question of battery capability can be more accurately determined with a load type tester.
CHARGING BATTERY.
If the battery is not up to normal charge, remove it from the airplane and charge, starting with a charging rate
of 4 amps and finishing with 2 amps. A fast charge is not recommended.
BATTERY BOX DESCRIPTION.
The box is made of thermoplastic with a vent and drain system. The vent allows fresh air to enter the box and
draw off fumes that may accumulate due to the charging process of the battery. The drain is capped at the bottom
of the fuselage and should be opened occasionally to drain any accumulation of liquid or during cleaning of the
box.
REMOVAL OF BATTERY BOX. (Refer to Figure 24-2)
1. Remove the battery from the box.

2. Remove the two mounting bolts and nuts securing the master contactor relay to the left side of the box.
Note the location of components secured by these same bolts.
3. Remove the six mounting bolts securing the box and remove the box.
INSTALLA TION OF BATTERY BOX. (Refer to Figure 24-2)
1. Position the battery box in place and secure with six bolts previously removed.
2. Position the master contactor relay on the left side of the box and secure with the two bolts and nuts
previously removed. Insure the proper connection of any components previously disconnected.
3. Install the battery and make the appropriate connections.
24-32-09
Page 24-14
1J2
PIPER AIRCRAFT
PA-44-180/180T
BATTERY BOX CORROSION PREVENTION.
Check the battery for spilled electrolyte or corrosion at least every 30 days, but not later than each 50 hour
inspection, whichever comes first. Remove the battery and remove any corrosion found in the box, on the
terminals, on or around the battery by the following procedure:
1. Remove the box drain cap from the underside of the fuselage and drain off any electrolyte that may
have overflowed into the box.
-CAUTION-
DO NOT ALLOW BAKING SODA TO ENTER BATTERY.
2. Clean the battery and the box. Neutralize corrosion effects by applying a solution of baking soda and
water mixed to the consistency of thin cream. Continue application until bubbling action has ceased.
3. Rinse the battery and box with clean water and dry.
4. Place the cap over the battery box drain.
5. Install battery. (Refer to battery installation.)
VOLTAGE REGULATORS AND OVERVOLTAGE RELAYS. (SIN 44-7995001 thru 44-8195026 and
all PA-44-180T's.)
REMOVAL OF VOLTAGE REGULATORS AND OVERVOLTAGE RELAYS. (SIN 44-7995001 thru
44-8195026 and all PA-44-180T's.)
The voltage regulators and overvoltage relays are mounted on a panel that is secured to the left bulkhead at
F.S. 35.000. They are accessible by opening the aircraft nose section. The top units are connected to the left
engine alternator and the bottom units are connected to the right side.
1. Identify the voltage regulator or overvoltage relay to be tested.
2. Remove the wires connected to the unit and label or otherwise identify them to facilitate their connection.
3. Remove the mounting screws. The unit is now free to be removed from the panel.
INSTALLA TION OF VOLTAGE REGULATORS AND OVERVOLTAGE RELAYS. (SIN 44-7995001

thru 44-8195026 and all PA-44-180T's.)
1. Position the unit on the panel and secure it with the mounting screws.
-CAUTION-
DO NOT INTERCHANGE REGULATOR LEADS. THIS
WILL DESTROY REGULATOR AND VOID WARRANTY.
2. Connect the wires to the proper terminals.
LAMAR MODEL NO. B-00288-1 REGULATOR COMPONENTS.

Alternator output voltage can be controlled, within limits of the design capability of the alternator, by
properly varying the average level of current flow in the rotor winding. The Lamar solid state electronic
regulator is well suited for this purpose. Because of its design, the alternator, has self-limiting current characteristics
and needs no current-limiting element in the regulator.
1. Transistor: The transistor (Symbol "Q") is an electronic device which can control the flow of current
in an electric circuit. It has no mechanical or moving parts to wear out.
2. Rectifier Diode: The rectifier diode (Symbol "D") will pass current in only one direction (forward
direction); and in this respect it may be compared to a check valve.
24 -23-02
Page 24-15
IJ3
PIPER AIRCRAFT
PA-44-180/180T
F.S.
3500
VOLTAGE REGULATOR
ASSEMBLY
FORWARD ~
OVERVOLT- VOLTAGE
AGE RELAYS REGULATORS
NOSE DECK
Figure 24-3. Electrical Component Location (Lamar Model No. B-00288-1)

(SIN 44-7995001 thru 44-8195026 and all PA-44-180T's)
) BUS
ENCAPSULATED
FIELD
/ CONTROL ASSY.
r--L.------ -------,
I R12 D2
04
I 05
R1
R10
I R17
R4
~ R6
02
'/
R8
C1
06
R15 C3
Z1
PAR
cw.,..-B
GND
Figure 24-4. Lamar Model No. B-00288-1 Regulator Diagram

24 -23-02
Page 24-16
IJ4
PIPER AIRCRAFT
PA-44-180/180T
3. Zener Diode: The zener diode (Symbol "Z") in addition to passing current in the forward direction,
will also pass current in the reverse direction when a particular value of reverse voltage is applied.
This property makes it useful as a voltage reference device in the regular.
4. Capacitor: The capacitor (Symbol "C") is a device which will store electrical energy for short periods
of time. This property makes it useful as a filter element to smooth variations of voltage.
5. Resistor: The resistor (Symbol "R") is a device which is used to limit current now.
LAMAR MODEL NO. B-00288-1 REGULATOR OPERATION.

When the alternator is turned on, battery voltage is applied to the BUS terminal of the regulator and via Q4
through the FIELD terminal of the regulator to the alternator field terminal F2. The amount of voltage applied
to the field of the alternator is controlled automatically by action of the regulator in response to alternator output
as described below.
Current flow through R6 and ZI now establishes a reference voltage across ZI . Resistors RI and R2/ R3
comprise a voltage divider which is adjustable by means of the variable portion R3. Voltage at the junction of
RI and R2 and the reference voltage across ZI are applied to comparison transistor Q1. R3 is adjusted so that
these voltages are balanced with the desired alternator output voltage present on the "BUS" terminal of the
regulator. Thereafter, whenever alternator output voltage (as applied to the "BUS" terminal) falls below the
desired regulation value, the comparison transistor QI will supply increased current to driver transistors Q2
Q3, which in turn will drive power transistor Q4 to a higher value of field current. This will result in alternator
output voltage increasing to a value which will restore balance between the two voltages applied to Q1.
Conversely, if alternator output voltage (as applied to the BUS terminal) increases due to a greater engine
speed or reduced loading of the electrical system, the comparison transistor Q 1 will act to reduce current now
to the driver transistors Q2/Q3 and thus reduce the drive to power transistor Q4. This will result in a reduction
of alternator field current and automatically restore balance between the two voltages applied to comparison
transistor Q 1. Capacitors C 1 and C2 function, together with their related transistors, in a way to smooth
alternator output ripple and voltage spikes so that the alternator field current is controlled at a steady value.
The Lamar B-00288-1 solid state regulator controls alternator field current to a steady value as required
by the electrical load conditions and engine speed. It does not continuously switch field current between high
and low values as do mechanical regulators and the switching type of electronic regulators. The unit is
designed to provide an alternator output voltage that does not vary with ambient temperature.
REPARATION FOR TESTING LAMAR MODEL NO. B-00288-1 VOLTAGE REGULATORS.

Test regulators using the aircraft's alternator or an alternator test stand.
1. Disconnect the battery ground cable at the battery before:
A. Connecting or disconnecting a test ammeter or other test equipment
B. Before making wiring changes in the electrical system.
2. Voltmeters with test probes or clips are not recommended. Fully insulated bolted terminal connections
are best, and should be attached when all power is removed as described above.
3. When installing a battery in an aircraft, be sure that the battery negative terminal is in a position so that
this terminal can be connected to the battery ground cable for negative ground systems.
4. The regulator under test is to be mounted on a grounded metallic surface using three No.8 screws
pulled up tight. For extended test periods the heat transfer from regulator to the mounting surface is
significant.
24 -23-05
Page 24-17
IJS
PIPER AIRCRAFT
PA-44-180/180T
5. A ground wire between the regulator GND terminal and the aircraft or test stand structure is essential
for proper operation. The alternator frame must also be solidly bonded to the system ground.
6. The alternator does not need to be polarized; NEVER CONNECT GROUND, even momentarily, to
either the regulator field terminal or to the alternator field terminals. Do not interchange I and F leads
to regulator; this will destroy the regulator.
7. The Lamar B-00288-1 regulator is intended for use with alternator systems having one field terminal
grounded at the alternator. The other field terminal, F2 of the alternator, is connected to the FIELD
terminal of the regulator. NEVER UNDER ANY CIRCUMSTANCE PERMIT A GROUND TO
CONTACT THIS CIRCUIT EVEN FOR AN INSTANT WHILE POWER IS APPLIED TO THE
SYSTEM. Do not use tools near these circuits while power is applied.
8. The alternator should be in good condition and capable of producing full output. The alternator drive
belt must be adjusted tight enough to prevent slippage.
9. The battery must be in good condition and fully charged.
10. Use only an accurate voltmeter and ammeter of the best quality.
11. A carbon-pile connected across the battery may be used to load the charging circuit while testing the
regulator.
TESTING LAMAR MODEL NO. B-00288-1 REGULATOR.

1. The procedure for testing the regulator, whether on the airplane or on the test bench, remains the same.
Connect the test meters and regulator wiring as shown in Figure 24-5.
2. All circuit connections must be clean and tight. This includes the test instrument connections which
MUST NOT come loose or open the charging circuit at any time while the system is operating.
3. The voltmeter will not indicate the true regulator setting until the regulator has been operating in the
charging system or on the test bench for at least five minutes, at a charge rate of from 10 to 15
amperes.
CARBON
DC
PILE
AMMETER
PAR FIELD
REGULATOR 5AMP
UNDER TEST
GND BUS
PRESS - TO - TEST BATTERY

1/2W
PRECISION NORMALLY OPEN
2,200 OHM
VIM
Figure 24-5. Testing Lamar Model No. B-00288-1 Regulator

24 -23-06
Page 24-18
IJ6
PIPER AIRCRAFT
PA-44-180/180T
4. With the connections made as shown in Figure 24-5, start the engine and adjust its speed to
approximately 920 to 1,250 RPM to obtain 3,000 to 4,000 alternator rpm. Turn on accessories as
needed to establish a load of 10 to 15 amperes. Note that the battery charge current is indicated by the
ammeter. Therefore, the current value may change downward at the beginning of a test run. This will
be especially true if the battery was used for engine starting.
5. After five minutes operating time, check the regulator operating voltage as indicated by the voltmeter.
Refer to Alternator Service Test Specifications for correct operating voltage. The operating voltage is
shown for ambient temperature in which the regulator is operating.
6. If the voltmeter reading indicates that the operating voltage is not within limits, carefully insert a small
screwdriver ( Phillips #0) in the voltage adjustment access hole on top of the regulator and adjust
voltage adjustment slowly to obtain desired value. Before condemning the regulator, recheck the
alternator and the battery; making sure that they are in good condition. Recheck all circuit connections
and all wiring for unwanted resistance (voltage drop test). Recheck the voltmeter for accuracy and
repeat the entire operating test.
ADJUSTING LAMAR MODEL NO. B-00288-1 REGULA TOR.

1. Lamar B -00288-1 regulators are norm all y used in parallel alternator systems of multi -engine aircraft.
Make final adjustment with the aircraft system in actual operation and with test equipment connected
as shown in Figure 24-6. The balance adjustment is made while operating only one engine, either left
or right. Stipulate engine to be operated to permit complete safe access to both regulators, so that they
may be adjusted while the engine is operating without danger to the technician. For purposes of
discussion, the engine selected to be operated shall be designate as LEFT and the inoperative engine as
RIGHT.
FOR
ADJUSTMENT
DISCONNECT
PAR LEADS BUS GND
REGULATOR
UB"
FIELD PAR
~---------4+ V r-------------~
2 2
SUGGESTED METER
SIMPSON #260 OR
EQUIVILENT RANGE 0 - 50V
& 0 - 5V DC (FINAL
ADJUSTMENT POSITION)
NOTE:
THIS DIAGRAM SHOWS ONLY BASIC CONNECTIONS FOR CAUTION:
THE PURPOSE OF EXPLAINING ADJUSTMENT FIELD VIM CIRCUIT MUST
PROCEDURE. NEVER TOUCH GROUND
Figure 24-6. Adjusting Lamar B-00288-1 Regulator

24 -23-07
Page 24-19
IJ7
PIPER AIRCRAFT
PA-44-180/180T
2. Lift the wire from the PAR terminal of either regulator and insulate the free end so it will not contact
other circuits or ground during the adjustment procedure. Breaking this circuit will disable the balancing
circuits in both regulators.
3. Position the RIGHT alternator field switch OFF. Select all LEFT alternator switches ON.
4. Operate the LEFT engine and alternator system with a load of at least 15 amperes and the engine speed
at 920 to 1,250 RPM to obtain 3,000 to 4,000 alternator RPM for at least one minute. If required, carefully set
the LEFT regulator voltage adjustment to 14.0 ±0.1 volts as measured with the precision voltmeter connected
to the regulator terminals. Replace the snap plug in the LEFT regulator adjustment access hole.
-CAUTION-
DO NOT MAKE ANY FURTHER ADJUSTMENT OF THE
LEFT REGULATOR.
5. While continuing LEFT engine operation with the same electrical load as in item 4, and the RIGHT
engine NOT operating, turn on the RIGHT alternator system switches.
6. Very slowly rotate the RIGHT regulator voltage adjustment clockwise while observing the field circuit
voltmeter. (Suggested range 0-50V.) If a reverse (down scale) reading is obtained, turn the RIGHT regulator
adjustment counterclockwise to bring the meter up scale. Very slowly turn the RIGHT regulator adjustment
clockwise to make the field voltmeter read near zero. Do not expect a stable reading. The adjustment is
correct when the meter remains briefly in the vicinity of zero, swinging both upscale and down scale. Use a
low range on the voltmeter (0-50V) for the final adjustment.
7. Replace the snap plug in the RIGHT regulator adjustment hole.
8. Shut down the LEFT engine and position master switch OF.
9. Replace the connection to the PAR terminal. Remove all voltmeter leads and test equipment.
BALANCING CIRCUIT OPERATION OF LAMAR MODEL NO. B-00288-1 REGULATOR.

(Considering two identical alternators and regulators having the "PAR" terminals of the regulators con-
nected. )
1. Balancing circuit operation is initiated within one regulator whenever individual field voltages deliv-
ered by the regulator units to their related alternators are not equal.
2. When a difference in individual field voltages occurs, one-half the difference is impressed across R12
within each regulator and is thus applied to the input of Q5.
3. In that regulator which is delivering the lower field voltage, the polarity of R 12 voltage drop causes
Q5 collector current flow.
4. Q5 collector current flow results in conduction occurring in the collector circuit of Q6.
5. Q6 collector current flows from regulator divider RIIR2+R3 through limiting resistor R17 to ground.
6. Conduction through R17 effectively alters the ratio of the regulator divider RIIR2+R3 in the direction
to increase Ql collector current flow.
7. As described above under REGULATING CIRCUIT OPERATION, increased Ql current results in
increased output from the regulator to the field of its related alternator.
8. Feedback action results in Q6 collector current stabilizing at a value thai results in nearly equal field
voltage being delivered by the two regulators to their respective alternator fields.
9. The balancing circuit will thus automatically maintain, at a low value, the difference voltage applied to
the alternator fields. In a parallel system having identical alternators operating at the same RPM, the
output currents of the alternators will thus be maintained nearly equal.
24 -23-08
Page 24-20
IJ8
PIPER AIRCRAFT
PA-44-180/180T
10. In whichever regulator of a pair is set to deliver the highest voltage, the balancing circuits are inactive.
Thus system voltage is determined by the regulator of a pair which is set to higher voltage. The lower
set regulator will adjust itself automatically, as described above, to deliver the same field voltage as the
one which is set higher, within the limits of its design capability.
11. The balancing regulator system as described provides for automatic load balancing of parallel operated
alternators having independent field excitation circuits. The pilot can, while in flight, remove either
alternator system completely from the aircraft system and maintain operation of the other system.
CHECKING OVERVOLTAGE RELAY. (SIN 44-7995001 thru 44-8195026 and all PA-44-180T's)
The relay may be tested with the use of a good quality, accurate voltmeter, with a scale of a least 20 volts
and a suitable power supply, with an output of at least 20 volts, or sufficient batteries with a voltage divider to
regulator voltage. The test equipment may be connected as follows:
1. B+ is connected to "BAT" terminal of the overvoltage control.
2. B- is connected to the frame of the overvoltage control.
3. Be sure both connections are secure and connected to a clean, bright surface.
4. Connect the positive lead of the voltmeter to the "BAT" terminal of the overvoltage control.
5. Connect the negative lead of the voltmeter to the frame of the overvoltage control.
6. The overvoltage control is set to operate between 16.2 to 17.3 volts. Increase power supply voltage
until an audible click is heard when the relay operates.
7. If the relay does not operate between 16.2 to 17.3 volts the overvoltage relay s out of specification and
must be replaced.
LAMAR MODEL NO. B-00392-1 ALTERNATOR VOLTAGE REGULATOR. (SIN'S 4495001 AND UP)
The voltage regulators and shunts are mounted on a panel that is secured to the left bulkhead at F.S.
35.000. They are accessible by opening the aircraft nose section. The top units are connected to the left
engine alternator and the bottom units are connected to the right side.
~
(5i~9r
P4BL
P4AL
K2AR
LEFT ,----,.
VOLTAGE 0 P1D
REGULATOR
P4BR
P4AR
RIGHT ,----,. ®
VOLTAGE 0
REGULATOR
K2AL
Figure 24-7. Electrical Component Location (Lamar Model No. B-00392-1)

(SIN 4495001 and up)
24 -23-09
Page 24-21
IJ9
PIPER AIRCRAFT
PA-44-180/180T
LAMAR MODEL NO. B-00392-1 VOLTAGE REGULATOR OPERATION
1. The Lamar no. B00392-1 voltage regulator delivers a pulse width modulated field control output, as
required, to maintain the alternator output voltage.
2. An overvoltage protection is incorporated, which latches off regulator output following an overvoltage
event.
3. The regulator is protected against damage due to output (field) short to ground. A short will latch off
the output until reset.
4. Momentarily turn OFF 14 Volt power supply to reset latch off caused by either an overvoltage or
shorted output.
5. Field pulse rise and fall times are slowed to be more that 50 microseconds.
6. Refer to Figure 24-S to check overvoltage operation. Temporary indicator will be activated when
overvoltage circuit locks out. (See CAUTION.)
7. In an operating system (2 units with equalizer connection), an excess current in one shunt, due to an
overvoltage condition in that side, will cause the opposite side overvoltage sensing to be desensitized.
The side causing the overvoltage will be selectively tripped. Excess shunt current will then fall to
zero, which permits the normal side overvoltage sensitivity to restore to its calibrated value.
S. Except for the equalizer connection, the left and right alternator systems are independent of each other.
The equalizer connection will NOT cause a failure in one system to disable the other normal operating
system.
9. The equalizer circuit may be faulted to either ground or the bus with no damage to either system.
Balancing action and selectivity of the overvoltage trip protection will be lost. If the equalizer faulted
to the bus, system voltage will increase to the limit of balancing circuit control authority (less than 1
Volt). The overvoltage operating point of both systems will be elevated to the value provided for
selective trip action (approximately 2 Volts above the normal overvoltage trip calibration point).
TEMPORARY INDICATOR. USE A 28 V
BULB OR A RELAY. NO OTHER
CONNECTIONS ON THE BLUE CIRCUIT
DURING THE TEST PROCEDURE
PTI
,---------{
V
RED BLUE
+
PURE D. C.
REGULATED
SUPPLY
BLACK
Figure 24-S. Lamar 00392-1 Regulator Overvoltage Test Method
ADJUSTING VOLTAGE REGULATOR UNIT. (LAMAR MODEL NO. B-00392-1)

The only adjustment necessary to maintain the alternator system is the adjustment of the voltage control on
the voltage control unit. A voltage of 14 volts dc is automatically maintained. All other adjustments are made
at the time of installation and need not be reset.
-CAUTION-
IN-AIRCRAFT TESTING WITH ALTERNATOR RUNNING IS NOT

RECOMMENDED. DO NOT BYPASS REGULATOR BUS TO FIELD AS A
MEANS OF CHECKING ALTERNATOR WITH ALTERNATOR RUNNING.
24 -23-10
Page 24-22
IJIO
PIPER AIRCRAFT
PA-44-180/180T
AMMETER.
The ammeter is mounted in the instrument panel. This instrument measures the output of the alternator into
the entire electrical system including the battery charging demand.
EXTERNAL POWER.
EXTERNAL POWER RECEPTACLE.
The external power receptacle is located on the right side of the nose section. When using external power for
operation of any of the airplane's equipment, the master switch must be ON. To start the engine with external
power proceed as follows:
-CAUTION-
EXTERNAL POWER IS SUPPLIED DIRECTLY TO THE ELECTRICAL

BUS. TURN OFF ALL ELECTRICAL EQUIPMENT BEFORE APPLYING
OR REMOVING EXTERNAL POWER.
1. Turn aircraft MAS1ER SWITCH and all electrical equipment OFF.
2. Connect the RED lead of PEP (Piper External Power) kit jumper cable to the POSITIVE (+) terminal of
external 12 volt battery and the BLACK lead goes to the NEGATIVE (-) terminal.
3. Insert the plug of the jumper cable into the socket located on the aircraft fuselage.
4. Leave MAS1ER SWITCH OFF and proceed with engine starting technique as follows:
A. Start engines with the standard technique but after starting both engines reduce power on the left
engine to the lowest possible RPM to reduce sparking. and shut down the right engine.
5. Turn all electrical equipment OFF and remove the jumper cable plug from the aircraft.
6. Turn the aircraft MAS1ER SWITCH to the ON position and check the alternator ammeter for an
indication of output. Do not attempt any flight if there is no indication of alternator output.
-Note-
For all normal operations using the PEP jumper cables, the master switch should be
OFF, but it is possible to use the ship's battery in parallel by turning the master switch
ON. This will give longer cranking capabilities, but will not increase the amperage.
-CAUTION-
CARE SHOULD BE EXERCISED BECAUSE IF THE SHIP'S BATTERY HAS

BEEN DEPLETED, THE EXTERNAL POWER SUPPLY CAN BE REDUCED
TO THE LEVEL OF THE SHIP'S BATTERY. THIS CAN BE TESTED BY
TURNING THE MASTER SWITCH ON MOMENTARILY WHILE THE
STARTER IS ENGAGED. IF CRANKING SPEED INCREASES, THE SHIP'S
BATTERY & AT A HIGHER LEVEL THAN THE EXTERNAL POWER
SUPPLY. IF THE BATTERY HAS BEEN DEPLETED BY EXCESSIVE
CRANKING IT MUST BE RECHARGED BEFORE THE SECOND ENGINE
IS STARTED. ALL THE ALTERNATOR CURRENT WILL GO TO THE
LOW BATTERY UNTIL IT RECEIVES SUFFICIENT CHARGE, AND IT
MA Y NOT START THE OTHER ENGINE IMMEDIATELY.
24-41-00
Page 24-23
1J11
CHAPTER
EQUI PM ENTIF URN ISH INGS
1J12
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 25 -EQUIPMENTIFURNISHINGS
CHAP1ER
25-10-00 GENERAL 1JI4

25-10-00 FLIGHT COMPARTMENT IJ14 A6 - 95
25-10-00 Rigging Instructions - Seat Back Lock
and Release IJ14 A 6 - 95
25-10-00 LUMBAR SEATS 1JI4 A 6 - 95
25-10-00 Description 1JI4 A 6 - 95
25-10-00 Removal of Lumbar Bladder 1JI5 A 6 - 95
25-10-00 Installation of Lumbar Bladder 1JI5 A 6 - 95
25 - Cont.lEffec.
Page -1
IJ13
PIPER AIRCRAFT
PA-44-180/180T
GENERAL.
The Seminole has the capacity of seating up to 4 passengers in a forward facing seat arrangement.
Information on seat installations and other options are included in this chapter.
Installed on PA-44-180, sin's 4495001 and up, are two fully adjustable forward facing seats. They adjust
vertically, recline, and forelaft with a storage pocket on the back of each seat. Two rear forward facing passenger
seat, both of which recline. A worktable for a third crew member, attaches to either the pilot or co-pilots seat
back. It is stored along the left side in the baggage area and secured with a strap. Ashtrays and armrest are
installed in the crew area.
FLIGHT COMPARTMENT
RIGGING INSTRUCTIONS - SEAT BACK LOCK AND RELEASE (Refer to Figure 25-1.)
1. Loosen screws and ascertain that clamps are in a relaxed condition. (Push-pull cable is able to move
within the clamps.)
2. Place a straightedge along the lower surface of bushing of the seat back release.
3. Adjust the push-pull cable by raising or lowering it until the lower surface of the stop assembly is par-
allel to the straightedge.
4. Secure the push-pull cable in this position by tightening screws on clamps. The stop should be lubri-
cated and free to swivel without excessive play.
5. Push on seat back with stop assembly in an engaged position to check engagement. Rotate the seat
back release handle and check for disengagement of seat back.
1. BUSHING
2. CLAMP
4 3. SCREW
4. CABLE
5. SCREW
6. CLAMP
7. STOP ASSEMBLY
7
STOP SHOULD BE LUBRICATED AND FREE
STRAIGHTEDGE TO SWIVEL WITHOUT EXCESSIVE PLAY
Figure 25-1. Seat Back Lock

LUMBAR SEATS (Refer to Figure 25-2.)
DESCRIPTION
Lumbar pilot and co-pilot seat installations are available as an option. The installation consists of an inflat-
able 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.
25-10-00
Page 25-1
IJ14
PIPER AIRCRAFT
PA-44-180/180T
REMOVAL OF LUMBAR BLADDER
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.
N01E
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.
INSTALLATION OF LUMBAR BLADDER
N01E
An installation kit is required for airplanes not previously
equipped with a lumbar support Refer to Piper's Illustrated Parts
Catalog for kit part number.
1. If necessary to assemble pad and bladder:

a. Apply a layer of 3M 847 cement to smooth side of bladder pad.
b. Apply a layer of 3M 847 cement to back side of bladder (side away from inflation tube nipple).
c. Attach bladder pad to bladder.
N01E
While cement does not set immediately, there is no need to wait
before attaching bladder and pad to seat back filler.
2. Apply a layer of 3m 847 cement to rough side of bladder pad.

3. Apply a layer of 3m 847 cement to seat back filler where bladder is to be located.
4. 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.
5. Install seat back filler cover and secure velcro fastenings.
6. Install seat in airplane.
25-10-00
Page 25-2
Added: June 20,1995
IJIS
PIPER AIRCRAFT
PA-44-180/180T
BLADDER
PAD
BLADDER
INFLATION AIR
INLET AND VENT
/
BLADDER
AND PAD
AIR
TUBE
SEAT BACK
FILLER
BLADDER ./'
INFLATION &/
DEFLATION
CONTROL
Figure 25-2 Lumbar Seat Bladder Installation

25-10-00
Page 25-3
Added: June 20,1995
IJ16
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER
26
Fire Protection
1J17
PIPER AIRCRAFT
PA-44-180/180T
1J18
PIPER AIRCRAFT
PA-44-180/180T
Chapter 26 - Fire Protection
Table of Contents
Chapter Grid
Section Subject No.
26-20-00 Extinguishing 1J21

Description 1J21
Inspection 1J21
26 - CONTENTS
Page 1
1J19 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
26 - CONTENTS
Page 2
April 15, 2012 1J20
PIPER AIRCRAFT
PA-44-180/180T
EXTINGUISHING
WARNING: AFTER DISCHARGE OF EXTINGUISHER AVOID EXPOSURE TO SMOKE, VAPORS

AND OTHER BY-PRODUCTS OF FIRE.
WARNING: DO NOT INCINERATE.
CAUTION: PRESSURE VESSEL. PROTECT FROM CORROSIVE CONDITIONS; IF THERE IS ANY
CORROSION OR DAMAGE, EXTINGUISHER SHOULD BE CAREFULLY EMPTIED
AND DISCARDED. USE ONLY AS DIRECTED.
This chapter contains information pertaining to basic information data, maintaining and servicing of the
portable fire extinguisher unit installed in the PA-44-180, S/N’s 44-7995001 thru 44-8195026, and the PA-
44-180T, S/N’s 44-8107001 thru 44-8297020.
1. Description
The portable fire extinguisher unit (Model No. 2-10), contains 2 pounds of Halon 1211. It has a discharge
rate of no less than 8 seconds and no more than 10 seconds. The original weight of the extinguisher is 4
pounds 14 ounces ± 2 ounces.
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. Slide the (red) safety catch down with the thumb, direct
the nozzle towards the base of the fire source, squeeze the lever with the palm of the hand. When you
squeeze the lever, an indicator disc is ejected from the rear of the operating head of the extinguisher, and
extinguishant is released from the nozzle in a wide, flat pattern. Maximum extinguishing effect is obtained
if the fire-fighter 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 re-ignition should they occur, without waste
or leakage. Ejection of the indicator disc provides visual indication of partial or total discharge. A partly or
totally discharged charge assembly should be replaced immediately after use.
2. Inspection
Inspect rechargeable (gauged) fire extinguishers as follows:
A. Monthly
Check fire extinguisher for condition and charge. Verify nozzle is unobstructed and the lockpin is in
place and the safety seal is intact. Verify that the gauge pressure is in the operable (green) range and
that the operating instructions are clearly visible.
B. Annually
Each twelve (12) months, have the fire extinguisher professionally inspected.
C. Each Six (6) Years
Each six years time-in-service, completely discharge the extinguisher and have it professionally
inspected and recharged.
D. Each Twelve (12) Years
Hydrostatically test rechargeable (gauged) fire extinguishers each twelve (12) years time-in-service.
26-20-00
Page 26-1
1J21 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
26-20-00
Page 26-2
April 15, 2012 1J22
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER
27
Flight Controls
1J23
PIPER AIRCRAFT
PA-44-180/180T
1J24
PIPER AIRCRAFT
PA-44-180/180T
Chapter 27 - Flight Controls
Table of Contents
Chapter Grid
Section Subject No.
27-00-00 GENERAL 1K1

Description and Operation 1K1
Standard Procedures 1K1
Control Cable Inspection 1K4
Cable Damage 1K4
External Wear Patterns 1K5
Internal Cable Wear 1K5
Corrossion 1K6
Cable Maintenance 1K6
Cable Fittings 1K7
Pulleys 1K7
Pulley Wear Patterns 1K7
Troubleshooting Control Surfaces 1K8
27-10-00 AILERON CONTROLS 1K12

Control Column Assembly 1K12
Removal of Control Column Assembly 1K12
Installation of Control Column Assembly 1K14
Aileron Control Cables 1K16
Removal of Aileron Control Cables 1K16
Installation of Aileron Control Cables 1K18
Aileron Bellcrank 1K15
Removal of Aileron Bellcrank Assembly 1K18
Installation of Aileron Bellcrank Assembly 1K19
Rigging and Adjustment of Aileron Controls 1K21
27-20-00 RUDDER CONTROLS 1K22

Rudder Control Cables 1K22
Removal of Rudder Control Cables 1K22
Installation of Rudder Control Cables 1K22
Rigging and Adjustment of Rudder Controls 1K22
Rudder Trim Controls 1K23
Removal of Forward Rudder Trim Controls 1K23
Installation of Forward Rudder Trim Controls 1L3
Removal of Aft Rudder Trim Controls 1L3
Installation of Aft Rudder Trim Controls 1L5
Rigging and Adjustment of Rudder Trim Controls 1L5
Rudder Pedal Assembly 1L6
Removal of Rudder Pedal Assembly 1L6
Installation of Rudder Pedal Assembly 1L6
27 - CONTENTS
Page 1
1J25 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
Chapter 27 - Flight Controls
Chapter Grid
Section Subject No.
27-30-00 STABILATOR CONTROLS 1L8

Stabilator Control Cables 1L8
Removal of Stabilator Control Cables 1L8
Installation of Stabilator Control Cables 1L10
Rigging and Adjustment of Stabilator Controls 1L12
Stabilator Trim 1L14
Removal of Forward Stabilator Trim Assembly 1L14
Installation of Forward Stabilator Trim Controls 1L16
Removal of Aft Stabilator Trim Controls 1L17
Installation of Aft Stabilator Trim Controls 1L17
Rigging and Adjustment of Stabilator Trim 1L17
27-50-00 FLAPS 1L19

Wing Flap Controls 1L19
Removal of Wing Flap Controls 1L19
Installation of Wing Flap Controls 1L21
Rigging and Adjustment of Wing Flaps 1L21
27-90-00 STALL WARNING 1L23

Stall Warning Horn and Lift Detector 1L23
Removal of Lift Detector 1L23
Installation of Lift Detector 1L23
Adjustment of Lift Detector 1L24
27 - CONTENTS
Page 2
April 15, 2012 1J26
PIPER AIRCRAFT
PA-44-180/180T
GENERAL
1. DESCRIPTION AND OPERATION.

The airplane is controlled in flight by the use of three primary control surfaces, consisting of ailerons,
stabilator and rudder. Operation of these controls is through the movement of the control column-tee bar
assembly and rudder pedals. On the forward end of each control column is a sprocket assembly. A chain is
wrapped around the sprockets to connect the right and left controls and then back to idler sprockets on the
columns’ tee bar, which in turn connect to the aileron primary control cables. The cables operate the aileron
bellcrank and push-pull rods. The stabilator is controlled by a cable connected to the bottom of the tee bar
assembly and operates an aft fuselage bellcrank which controls a push rod connected to the balance arm of
the stabilator. Cables also connect the rudder pedals with the rudder sector.
Provisions for directional and longitudinal trim control is provided by an adjustable trim mechanism for
the stabilator and rudder. The stabilator trim is controlled by a wheel and drum mounted on the floor tunnel
between the front seats. Cables routed aft from the drum to a screw assembly mounted above the stabilator
attachment point. This screw assembly in turn moves the push rod which controls the stabilator trim tab.
The rudder trim is controlled by a trim wheel behind the flap control lever. Cables for the rudder trim are
routed back through the fuselage and up into the tail where they attach to their aft actuator drum. The
rudder tab is then driven by a push rod assembly connected to the actuator drum.
2. STANDARD PROCEDURES.
CAUTION: If the flaps and ailerons are both disconnected from the control
system, and left to hang on their hinges, be careful in letting one
rotate down after having released the other, as they will “lock-
up” and damage their skins.
The following tips may be helpful where applicable in the individual control system procedures.
A. Turnbuckles must be assembled and adjusted in a manner that each terminal end is screwed an
approximately equal distance into the barrel. During adjustment, the terminals must not be turned in
a manner which would put a permanent twist in the cable.
B. After adjustment is completed, each turnbuckle must be checked. Not more than three terminal threads
shall be visible outside the barrel. Locking clips must be installed and checked for proper installation
by trying to remove the clips using fingers only. Locking clips which have been installed and removed
must be scrapped and new clips used.
C. Torque all nuts in the flight control surface rigging system in accordance with AC 43.13-1 or to
torques specified within this manual.
D. After completion of adjustment, each jam nut must be tightened securely and inspected.
E. On push rods or rod ends provided with an inspection hole, screws must be screwed in far enough to
pass the hole. This can be determined visually or feel, by inserting a piece of wire into the inspection
hole. If no inspection hole is provided, a minimum of 0.375 of an inch thread engagement must be
maintained.
27-00-00
Page 27-1
1K1 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
CAUTION: CABLE TENSIONS GIVEN IN Figures 27-10, 27-14, and 27-19 APPLY ONLY TO
AIRPLANES WITHOUT AUTOPILOT BRIDLE CABLE INSTALLATIONS. IF AN
AUTOPILOT USING BRIDLE CABLES HAS BEEN INSTALLED, CONSULT THE
APPROPRIATE AUTOPILOT VENDOR PUBLICATION (see note below) FOR
CORRECT CABLE TENSIONS WITH AUTOPILOT BRIDLE CABLES ATTACHED.
F. All cable rigging tensions given must be corrected to ambient temperature in the area where the tension
is being checked by using Chart 2701.
Note: For original autopilots carrying the Piper brand, consult the appropriate Piper Autopilot
Service Manual. Adjusting primary control cable tension and bridle cable tension is usually
addressed in the “Installation” paragraph for the corresponding servo.
G. See Figure 27-1 for the proper method of adjusting rod ends to prevent possible damage and binding
of bearing surface in rod end.
chart 2701. cable tension vs. ambient temperaturre
120
110
Temperature, Degrees Fahrenheit (°F)
100
90
80
70
60
50
40
30
20
-10 -8 -6 -4 -2 0 2 4 6 8 10
Subtract Add
Rigging Load Correction, Pounds
27-00-00
Page 27-2
April 15, 2012 1K2
PIPER AIRCRAFT
PA-44-180/180T
Figure 27-1. Rod End Installation Method
27-00-00
Page 27-3
1K3 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
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 con
ditions:
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 2A 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 27-2B) when the cable was removed and bent using the
techniques depicted in Figure 27-2C.
Figure 27-2. Control Cable Inspection Technique
27-00-00
Page 27-4
April 15, 2012 1K4
PIPER AIRCRAFT
PA-44-180/180T
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 27-3.
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 27-4, 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.
Figure 27-3. Cable Wear Pattern
27-00-00
Page 27-5
1K5 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
Figure 27-4. Internal Cable Wear
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.
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 with Aeroshell 33 grease or other MIL-PRF-23827
grease.
27-00-00
Page 27-5A
April 15, 2012 1K6
PIPER AIRCRAFT
PA-44-180/180T
F. Cable Fittings (Terminals, turnbuckles, etc.)

Clean the fittings thoroughly with a suitable solvent prior to inspection.
NOTE: Most control cables feature strands made of galvanized steel. By design, the galvanized
coating corrodes sacrificially, protecting the steel strands underneath. This normal corrosion
process creates zinc oxide powder, which can migrate along the length of the control cable,
covering the surface of the fittings with an inert white speckled coating. This coating, along
with any other contaminants such as dirt, oil or grease, must be removed in order to properly
examine thefittings.
(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 27-5.
27-00-00
Page 27-5B
1K7 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
Figure 27-5. Pulley Wear Patterns
4. TROUBLESHOOTING.
Chart 2702 list troubles peculiar to the flight controls along with their probable causes and suggested
remedies. When troubleshooting the flight controls, additional reference may be obtained from Chapters
55 and 57 on control surface balancing if required. After the trouble has been corrected, check the entire
system for security and operation.
CHART 2702. TROUBLESHOOTING CONTROL surfaces

aileron control system
Lost motion between control Cable tension too low. Adjust cable tension.
wheel and aileron.
Linkage loose or worn. Check linkage and tighten or
replace.
Broken pulley. Replace pulley.
Cables not in place on pulleys. Install cables correctly.

Check cable guards.
Resistance to control wheel System not lubricated properly. Lubricate system.
rotation.
Cable tension too high. Adjust cable tension.
27-00-00
Page 27-6
April 15, 2012 1K8
PIPER AIRCRAFT
PA-44-180/180T
CHART 2702. TROUBLESHOOTING CONTROL SURFACES (cont.)
AILERON CONTROL SYSTEM
Resistance to control wheel Control column horizontal chain Adjust chain tension.
rotation. (cont.) improperly adjusted.
Pulleys binding or rubbing. Replace binding pulleys and/or

provide clearance between pul-
leys and brackets.
Cables not in place on pulleys. Install cables correctly. Check

cable guards.
Bent aileron and/or hinge. Repair or replace aileron and / or

hinge.
Cables crossed or routed incorrectly. Check routing of control cables.
Control wheels not synchronized. Incorrect control column rigging. Rig control column.
Control wheels not horizontal Incorrect rigging of aileron system. Rig ailerons.
when ailerons are neutral.
Incorrect aileron travel. Aileron control rods not adjusted Adjust control rods.
properly.
Aileron bellcrank stops not Adjust bellcrank stops.

adjusted properly.
Correct aileron travel cannot be Incorrect rigging of aileron Rig system.

obtained by adjusting bellcrank cables, control wheel and control
stops. rod.
Control wheel stops before control Rig system.

surfaces reach full travel. Incorrect rigging between control
wheel and control cables.
RUDDER CONTROL SYSTEM

Lost motion between rudder Cable tension too low. Adjust cable tension.
pedals and rudder.
Linkage loose or worn. Check linkage and tighten or
replace.
27-01-00
Page 27-7
lK9
PIPER AIRCRAFT
PA-44-180/180T
RUDDER CONTROL SYSTEM
Lost motion between rudder Broken pulley. Replace pulley.
pedals and rudder. (cont.)
Bolts attaching rudder to bell- Tighten bellcrank bolts.
crank are loose.
Excessive resistance to rudder System not lubricated properly. Lubricate system.

pedal movement.
Rudder pedal torque tube bearing Lubricate torque tube bearings.
in need of lubrication.
Pulleys binding or rubbing. Replace binding pulleys and/or

leys and brackets.
Cables not in place on pulleys. Install cables correctly. Check

cable guards.
Cables crossed or routed incorrectly. Check routing of control cables.
Rudder pedals not neutral when Rudder cables incorrectly rigged. Rig rudder cables.
rudder is streamlined.
Incorrect rudder travel. Rudder sector stop incorrectly Check sector stops rigging.
adjusted.
Nose wheel contacts stops before Adjust nose wheel stops.

rudder.
RUDDER TRIM CONTROL

SYSTEM
Trim control knob moves with System not lubricated properly. Lubricate system.
excessive resistance.
STABILATOR CONTROL
SYSTEM
Lost motion between control Cable tension too low. Adjust cable tension.
wheel and stabilator.
27-01-00
Page 27-8
lKlO
PIPER AIRCRAFT
PA-44-180/180T
STABILATOR CONTROL
SYSTEM
Lost motion between control Linkage loose or worn. Check linkage and tighten or
wheel and stabilator. (cont.) replace.
Broken pulley. Replace pulley.
Resistance to stabilator control System not lubricated properly. Lubricate system.

movement.
Binding control column. Adjust and lubricate.
Pulleys binding or rubbing. Replace binding pulleys and/ or

leys and brackets.
Cables crossed or routed Check routing of control cables.

incorrectly.
Bent stabilator hinge. Repair or replace stabilator hinge.
Incorrect stabilator travel. Stabilator stops incorrectly Adjust stop screws.

adjusted.
Correct stabilator travel cannot Stabilator cables incorrectly Rig stabilator cables.
be obtained by adjusting stops. rigged.
STABILATOR TRIM CONTROL

SYSTEM
Lost motion between trim control Cable tension too low.
wheel and trim tab.
Cables not in place on pulleys.
Broken pulley.
Linkage loose or worn.
27-01-00
Page 2 7-9
lKll
PIPER AIRCRAFT
PA-44-180/180T
STABILATOR TRIM CONTROL
SYSTEM
Trim control wheel moves with System not lubricated properly. Lubricate system.
excessive resistance.
Pulleys binding or rubbing. Replace binding pulleys. Provide

clearance between pulleys and
brackets.
Cables not in place on pulleys. Install cables properly.
Trim tab hinge binding. Lubricate hinge. If necessary,

replace.
Cables crossed or routed
incorrectly. Check routing of control cables
Trim tab fails to reach full travel. System incorrectly rigged. Check and/or adjust rigging.
Trim drum incorrectly wrapped. Check and/or adjust rigging.
Trim indicator fails to indicate Trim indicator unit not adjusted Readjust trim indicator.
correct trim position. properly.
FLAP CONTROL SYSTEM

Flaps fail to extend or retract. Control cable broken or discon- Replace or reconnect control
nected. cable.
Flaps not synchronized or fail to Incorrect rigging of system. Rig flap system.
move evenly when retracted.
AILERON CONTROLS
CONTROL COLUMN ASSEMBLY
REMOVAL OF CONTROL COLUMN ASSEMBLY. (Refer to Figure 27-6.)
1. To remove either control wheel with tube, the following procedure may be used:
A. Separate the control wheel tube from the flexible joint that is located on either side of the tee bar
assembly by removing the nut, washer and bolt. Pull the tube from the flexible joint.
B. If removing the left control tube, slide the stop from the tube.
C. Should wires for the various Autopilot systems be installed in the control tube, disconnect them at
the quick disconnect terminals behind the instrument panel. Draw the wires back into the tube
and back out through the forward end of the tube.
D. Remove the control wheel assembly from the instrument panel.
27-10-01
Page 27-10
lK12
PIPER AIRCRAFT
PA-44-180/180T
16 3--~
17--~'
18--~1W\
14 2 12
13
1. SPROCKET, RIGHT CONTROL WHEEL
2. FLEXIBLE JOINT
3. BOLT ASSY.
4. TUBE, CONTROL WHEEL
5. CONTROL WHEEL (L&R)
6. TURNBUCKLE
7. TEE BAR ASSY.
8. "0" RING
9. WASHER, CONTROL WHEEL
10. PLATE, CONTROL WHEEL
11. WASHER, CONTROL WHEEL
12. SPACER, STOP
13. SPROCKET, LEFT CONTROL WHEEL
14. CHAIN, LEFT ROLLER
15. IDLER SPROCKET, AFT
16. CHAIN, RIGHT ROLLER
17. PIN
18. IDLER SPROCKET, FORWARD
20. PULLEY STABILATOR
21. PULLEYS AILERON
22. CABLES, AILERON CONTROL
23. CABLES, STABILATOR CONTROL
Figure 27-6. Control Column Assembly
27-00-00
Page 27-11
lK13
PIPER AIRCRAFT
PA-44-180/180T
2. To remove tee bar with assembled parts:
A. Remove the access panel to the aft section of the fuselage.
B. Relieve cable tension from the stabilator control cables at one of the stabilator cable turnbuckles
in the aft section of the fuselage.
C. Relieve tension from the aileron control cables and chains at the turnbuckle that connects the
chains at the top of the tee bar.
D. Disconnect the control chains from the control cables where the chains and cables join by removing
the cotter pins, nuts, bolts and bushings.
E. If the control wheel assemblies have not been previously disconnected from the tee bar assembly,
separate the control wheel tubes at the flexible joints by removing the nuts, washers and bolts.
F. Remove the tunnel plate just aft of the tee bar by laying back enough tunnel carpet to remove the
plate attachment screws.
G. Remove the two aileron control cable pulleys attached to the lower section of the tee bar by
removing the pulley attachment bolt.
H. Disconnect the stabilator control cables from the lower end of the tee bar assembly.
I. Disconnect the necessary control cables, such as the propeller pitch control, mixture control, etc.,
that will allow the tee bar assembly to be removed.
J. Remove the tee bar assembly by removing the attachment bolts with washers and nuts which arc
through each side of the floor tunnel, and lifting it up and out through the right side of the cabin.
INSTALLA TION OF CONTROL COLUMN ASSEMBLY. (Refer to Figure 27-6.)

1. To install tee bar assembly:
A. Swing the tee bar assembly into place from the right side of the cabin and secure with attachment
bolts, washers and nuts inserted through each side of the floor tunnel.
B. Connect the stabilator control cables to the lower end of the tee bar with bolt, washer, nut and
cotter pin. Allow the cable ends free to rotate.
C. Place the aileron control cables around the pulleys that attach to the lower section of the tee bar;
position pulleys and secure with bolt, washers and nut.
D. Install the control wheel per Step 2.
E. Place the control wheels in neutral (centered) position and install the aileron control chains on the
control wheel sprockets and idler cross-over sprockets. The turnbuckle must be centered between
the two control wheel sprockets.
F. Loosen the connecting bolts of the idler sprockets to allow the chain to fit snug around the control
wheel sprockets and over the idler sprockets.
G. Connect the aileron control cables to the ends of the chains with bolts, bushings, nuts and cotter
pins.
H. Adjust the chain turnbuckle between the two control wheel sprockets to allow the control wheels
to be neutral and obtain proper cable tension as given in Figure 27-5. It may be necessary in
order to have both control wheels neutral to set the chain turnbuckle to neutralize the wheels and
then set cable tension with the turnbuckles located under the floor panel aft of the main spar.
Before safetying the turnbuckle, check that when the ailerons are neutral, the control wheels will
be neutral and the chain turnbuckle centered. Also the aileron bellcranks should contact their
stops before the control wheel hits its stop. Maintain .030 to .040 clearance between sprocket pin
and adjustable stop bolts on models having adjustable tee bar stops.
I. Set stabilator cable tension with the turnbuckle in the aft section of the fuselage. Check safety of
all turnbuckles upon completion of adjustments.
27-10-02
Page 27-12
lK14
PIPER AIRCRAFT
PA-44-180/180T
J.Tighten the connecting bolts of the idler sprockets.
K.lnstall the Hoor tunnel plate and secure with screws. Fasten the tunnel carpet in place.
2. To install either control wheel assembly:
A. Insert the control wheel tube through the instrument panel.
B. Should wires for the various Autopilot systems need to be installed in the control tube, route them
through the hole in the fonvard side of the tube and out of the small hole in the side. Position the
rubber grommet in the hole in the side of the tube.
C. On the left control tube, install the stop.
D. Connect the control wheel tube (4) to the Hexible joint of the tee bar assembly. If the control
cables and or chains have not been removed or loosened, place the ailerons in neutral and install
the control tube on the Hexible joint to allow the control wheel to be neutral. Install bolt, washer
and nut and tighten.
3. To Install Flex Joint Replacement (Refer to Figures 27-6 and 27-7)
A. Carefully layout location for hole to be drilled in Hex joint tube to match hole in control column
shaft.
B. Using a #5 (0.2055) drill bit, drill hole through flex joint tube at location determined in paragraph
(a).
C. Ream drilled hole, in steps, with a # 1 reamer, checking to insure proper depth for taper pin and
sufficient pin thread protrusion for proper installation.
-NOTE-
Reamer may be purchased from Enstice Tool Co., Palm Bay,
Florida.
D. Install pin through tube and shaft.
(1) If pin shoulder does not protruded past tube surface, install a AN960-1 0 washer
(2) If pin shoulder does protruded past tube surface, install a MS20364-1032C washer
E. Install nut. Torque 35 - 40 inch-pounds.
TAPER PIN (PIN 480 730)

WASHER (PIN 407564 [AN960-10])
OR
WASHER (PIN 494093 {AN975-3])
NUT (PIN 484835 [MS20364-1032C])
,
·····::::··::::··::::··::::r::::H::::··::::·
,,
FWD----p~
0.098 DIA. SEE SAFE HOLE

TO ENSURE PROPER SHAFT
INSERTION
Figure 27-7. Flex (Universal) Joint Assembly
27-10-02
Page 27-13
lK15
PIPER AIRCRAFT
PA-44-180/180T
AILERON CONTROLS.
AILERON CONTROL CABLES.
REMOVAL OF AILERON CONTROL CABLES. (Refer to Figure 27-8.)
1. To remove any of the control cables in the fuselage or ether wing:
A. Remove the the center seats and seat belt attachments.
B. Remove screws securing the floor panel located directly aft of the main spar. Lift the panel and
remove from the airplane.
2.To remove either the right or left primary cables located in the fuselage:
A. Remove the fuel selector knobs by loosening the set screws in each knob.
B. Remove the fuel selector knobs and cover assemblies by removing the knob set screws and cover
attachment screws.
C. Remove the tunnel plate just aft of the tee bar by laying back enough tunnel carpet to remove the
plate attachment screws.
D. Remove the forward heat duct from one side of the floor tunnel (preferably from the side from
which the cable is to be removed) by removing the trim control wheel cover, the heater baffles
from the side of the duct. the floor carpet and the duct attachment screws.
E. Separate the primary control cable at the turnbuckle located in the floor opening aft of the main
spar.
F. Remove the cable pulleys attached to the lower section of the control column tee bar assembly by
removing the pulley attachment bolt.
G. Move the cable guard located under the pulley cluster below the fuel selector by removing the
cotter pin from the exposed end of the guard and sliding it to the left or right as required.
H. Remove the cotter pins used as cable guards at the pulley in the forward area of the floor opening
aft of the main spar.
I. Disconnect the cable from the control chain at the control column tee bar assembly by removing
the cotter pin, nut, bolt and bushing that connect the two together. Secure the chains in some
manner to prevent them from unwrapping from around the sprockets.
J. Draw the cable back through the floor tunnel.
3. To remove the primary control cable in either wing:
A. Remove the access plate to the aileron bellcrank located on the underside of the wing forward of
the inboard end of the aileron.
B. If not previously disconnected, separate the cable at the turnbuckle located in the floor opening aft
of the main spar.
C. Disconnect the pulley guard pin from pulley.
D. Disconnect the cable from the forward end of the aileron bellcrank by removing the cotter pin,
nut, washer and bolt.
E. Draw the cable from the wing.
4. To remove either balance cable:
A. Separate the balance cable at the turnbuckle in the right side of the floor opening aft of the main
spar.
B. If the left balance cable is to be removed, remove the cotter pin used as a cable guard at the pulley
in the center of the floor opening.
C. Remove the access plate to the aileron bellcrank located on the underside of the wing forward of
the inboard end of the aileron.
27-10-03
Page 27-14
lK16
PIPER AIRCRAFT
PA-44-180/180T
STA. 59.00
1. TURNBUCKLE, CONTROL CHAINS 15. CABLE, LEFT FUSELAGE PRIMARY

2. SPROCKET, CONTROL WHEEL 16. TURNBUCKLE, LEFT PRIMARY
3. SPROCKET, IDLER 17. CABLE, LEFT WING PRIMARY
4. CHAIN, AILERON CONTROL 18. CABLE, RIGHT BALANCE
5. BRACKET, PULLEY 19. CABLE, LEFT BALANCE
6. BELLCRANK, AILERON 20. ROD, CABLE GUARD
7. ROD, AILERON CONTROL 21. BOLT, WASHER & NUT
8. PULLEY, TEE BAR 22. BOLT, WASHER & NUT
9. PULLEY, FORWARD CLUSTER 23. BOLT, NUT, BUSHING & COTTER PIN
10. PULLEY, PRIMARY CONTROL CABLE 24. TURNBUCKLE, BALANCE CABLE
11. PULLEY, BALANCE CABLE 25. BOLT, BELLCRANK PIVOT
12. TURNBUCKLE, RIGHT PRIMARY 26. BUSHING, BELLCRANK
13. CABLE, RIGHT WING PRIMARY 27. TEFLON TUBE
14. CABLE, RIGHT FUSELAGE PRIMARY 28. PULLEY, PRIMARY CONTROL CABLE
Figure 27-8. Aileron Controls
27-10-03
Page 27-15
lK17
PIPER AIRCRAFT
PA-44-180/180T
D. Disconnect the cable from the aft end of the aileron bellcrank by removing the cotter pin, nut,
washer and bolt.
E. Draw the cable from the wing.
INSTALLATION OF AILERON CONTROL CABLES. (Refer to Figure 27-8.)

1. To install either the right or left primary control cable located in the fuselage:
A. Draw the cable through the fuselage floor tunnel.
B. Connect the cable to the end of the control chain and secure using bushing, bolt, nut and cotter
pin.
e. Place the cable around the pulley that is located in the tunnel, below the fuel selector. Install
cable guard and secure with cotter pin.
D. Position cables and install the cable pulleys that attach to the lower section of the tee bar assembly.
Secure with bolt, washer and nut.
E. Place the cable around the pulley that is located in the floor opening just aft of the main spar and
install cotter pin cable guards.
F. If the primary control cable in the wing is installed, connect the control cable ends at the turnbuckle
located in the floor opening aft of the main spar.
G. Check rigging and adjustment.
H. Position the heat duct and secure with screws.
I. Install the tunnel plate aft of tee bar assembly and secure with screws.
J. Put the floor carpet in place and secure.
K. Install the lower and upper selector covers and secure with screws.
L. Place the fuel selector knobs in place and secure with set screws.
2. To install primary control cable in the left or right wing:
A. Draw the control cable into the wing.
B. Connect the cable to the forward end of the aileron bellcrank using a bolt, washer, nut and cotter
pin. Allow the cable end to rotate freely on the bellcrank.
e. If the primary control cable in the fuselage is installed, connect the ends at the turnbuckle located
in the floor opening aft of the main spar.
D. Check rigging and adjustment.
E. Install the access plate on the underside of the wing.
3. To install either balance cable:
A. Draw the cable into the wing.
B. Connect the cable to the aft end of the aileron bellcrank using a bolt, washer, nut and cotter pin.
Allow the cable end to rotate freely on the bellcrank.
e. Connect the balance cable ends at the turnbuckle in the floor opening aft of the main spar.
D. If the left cable was removed, install the cotter pin cable guard at the pulley located in the center
of the floor opening.
E. Check rigging and adjustment.
F. Install the access plate on the underside of the wing.
G. Install the floor panel, seat belt attachments and seats.
AILERON BELLCRANK.
REMOVAL OF AILERON BELL CRANK ASSEMBLY. (Refer to Figure 27-9.)
1. Remove the the center seats, seat belt attachments.
27-10-04
Page 27-16
lK18
PIPER AIRCRAFT
PA-44-180/180T
2. Remove the screws securing the floor panel located directly aft of the main spar. Lift the panel and
remove from the airplane.
3. Remove the access plate to the aileron bellcrank located on the underside of the wing, forward of the
inboard end of the aileron.
4. Relieve tension from the aileron control cables by loosening the balance cable turnbuckle located in
the floor opening aft of the main spar.
5. Disconnect the primary and balance control cables from the bellcrank assembly by removing cotter
pins, nuts, washers and bolts.
6. Disconnect the aileron control rod at the aft or forward end, as desired.
7. Remove the nut, pivot bolt and washers that secure the bellcrank. The nut is visible from the under-
side of the wing.
8. Remove the bellcrank from within the wing.
INSTALLA TION OF AILERON BELL CRANK ASSEMBLY. (Refer to Figure 27-9.)

1. Ensure that the bellcrank pivot bushing and teflon tube are installed in the torque tube portion of the
bellcrank.
2. Place the bellcrank in position in the wing with a washer located between each end of the torque tube
and the mounting location.
3. Install the bellcrank pivot bolt with the head up. Install tapered washers and nut on the bolt and torque
nut 20 to 25 inch-pounds maximum. Check that the bellcrank rotates freely with little up-down play.
4. Install and adjust control rod and check aileron travel.
5. Connect the ends of the primary and balance control cables to the bellcrank using bolts, washers, nuts
and cotter pins. Allow the cable ends to rotate freely on the bellcrank.
6. Tighten the control cables at the balance cable turnbuckle in the floor opening aft of the main spar.
Check cable tension.
7. Install the access plate on the underside of the wing, the floor panel aft of the main spar, seat belt
attachments and seats.
MAX. TORQUE
20-25 IN.-LBS.
RIGGING TOOL
Figure 27-9. Bellcrank Rigging Tool

27-10-04
Page 27-17
lK19
PIPER AIRCRAFT
PA-44-180/180T
WING CORD LINE
~ 23· +/-2" U_P_--...~.--_ _ _~:-====,

L -_ _--' +:;(---l. __ AILERON CHORD LINE
:::r-~ 17° +/- 2° DOWN
NOTES
1. MAXIMUM FREE PLAY FOR AILERON IS 0.12 OF AN INCH,
MEASURED AT TRAILING EDGE.
2. MAXIMUM END PLAY FOR AILERON IS 0.035 OF AN INCH,
MEASURED SPAN WISE (INBOARD/OUTBOARD).
3. CABLE TENSION APPLIES ONLY TO AIRPLANES
WITHOUT AUTOPILOT BRIDLE CABLES ATTACHED.
REFER TO APPROPRIATE AUTOPILOT SERVICE MANUAL
FOR CABLE TENSION WHEN ATTACHING BRIDLE CABLE.
1. .375 HEIGHT SPACER IS TO BE IN LINE WITH

REFER TO CHAPTER 91, FIGURE 91-4,
AFT SPAR RIVET LINE, BUT SHOULD NOT MAKE
FOR CONSTRUCTION INFORMATION CONTACT WITH ANY RIVETS.
• NEUTRAL POSITION OF AILERON WILL OCCUR
WHEN THESE THREE POINTS MAKE CONTACT
WITH WING AND AILERON SKIN.
CABLE TENSIONS (SEE NOTE3)

AILERON 40 Ibs. +/- 5 Ibs.
Figure 27-10. Aileron Rigging
27-10-05
Page 27-18
lK20
PIPER AIRCRAFT
PA-44-180/180T
RIGGING AND ADJUSTMENT OF AILERON CONTROLS. (Refer to Figure 27-10.)
1. To check and adjust the rigging of the aileron controls:
A. Insure that the flaps are adjusted and rigged properly, and in their up locked position.
2. Check that the control wheels are properly adjusted and in their neutral position. Place the tee bar in
the full forward position and maintain in this position by use of a suitable tool.
3. Check that both bell cranks are at their neutral positions. The neutral position is obtained when the
forward and aft cable connection holes on the bellcrank are an equal distance from the adjacent
outboard wing rib. Rigging tools, as shown in Figure 27-9 may be fabricated to hold the bellcranks in
their neutral positions. A snug fit of the tool is required between the bellcrank arms and ribs, which
may necessitate loosening a primary or balance cable. Refer to Chapter 91 for tool fabrication details.
4. With the aileron control rod connected between the bellcrank and aileron, check that the trailing edge
of the aileron is even with the trailing outboard edge of the flaps. This is the aileron neutral position.
The ailerons may be allowed to droop by approximately 0.125 of an inch at this point.
5. Should the two trailing edges (aileron and flap) not align, disconnect the aileron control push rod from
the bellcrank and aileron, loosen the jam nuts at each rod end, and adjust the rod ends to obtain trailing
edge alignment. Apply a slight up pressure against the trailing edge of the aileron while making this
adjustment. Check that there is sufficient thread engagement at both rod ends. Any adjustment should
be distributed between both rod ends.
6. Adjust the primary and balance cable tension as given in Figure 27-10 by the following procedure:
A. Remove the two front seats if desired, and the bottom of the rear seat to facilitate in the necessary
operation.
B. Loosen the connecting bolts of the idler crossover sprockets at the control tee bar to allow the
chain to fit snug around the control wheel sprockets and over the idler sprockets, then tighten
bolts.
C. Ascertain that both bellcranks are at their neutral position.
D. Adjust the turnbuckles (located in the access opening just aft of the main spar) of the primary and
balance cables to their proper cable tension and maintain neutral position of the control wheels.
To obtain neutral position of both control wheels, it may also be necessary to adjust the roller
chain turnbuckle located between the control wheel sprockets. Finish the adjustment with even
tension on all cables and remove any rigging tools.
7. Check control operation to insure that the left aileron up and right aileron down stops are contacted
simultaneously and vice versa. Adjust the stops as required.
8. Rotate the left control wheel in each direction until the bell cranks contact the stops. The sprocket
stops on the tee bar should not be contacted until additional "override" movement (cushion) of 0.030
to 0.040 is obtained between the sprocket pin and adjustable stop bolts. (Refer to Figure 27-6.)
9. Place the ailerons in the neutral position (aligned with flaps). Check that the up and down travels of
each aileron from neutral position is in accordance with specifications given in Figure 27-10. When
measuring these travels maintain a light up or down pressure just sufficient to remove the slack
between the bellcrank and aileron. Total free play at the aileron trailing edge should not exceed 0.120
of an inch.
10. Should an out-of-trim condition persist despite all rigging corrections that can be made, there is a
possibility that the trailing edge of the aileron has been used to move the aircraft forward. This can
result in a slight bulging of the aileron contour at the trailing edge which will cause an out-of-rig con-
dition that is very difficult to correct.
27-10-05
Page 27-19
lK21
PIPER AIRCRAFT
PA-44-180/180T
RUDDER CONTROLS.
RUDDER CONTROL CABLES.
REMOVAL OF RUDDER CONTROL CABLES. (REFER TO FIGURE 27-11.)
1. To remove either the forward or aft rudder cables:
B. Disconnect the desired cable at the turnbuckle in the aft section of the fuselage.
2. To remove either forward rudder cable
A. Remove the floor panel located directly aft of the main spar by removing the center seats, seat
belt attachments and the screws securing the floor panel. Lift the panel and remove from air-
plane.
B. From within the area of the floor opening, remove the cable rub blocks that are attached to the
spar housing by removing the block attachment screws. Also remove the cable guard pin at the
pulley cluster in the aft area of the opening by removing a cotter pin from one end of the guard.
e. Remove the fuel selector panel cover by removing the selector knobs and the cover attachment
screws.
D. Remove the lower selector cover.
E. Remove the tunnel plate just aft of the tee bar by removing enough carpet from the tunnel to
allow the plate attachment screws and the plate to be removed.
F. Remove the forward heat duct from one side of the floor tunnel. (Preferably from the side from
which the control cable is to be removed.)
G. Move the cable guard located under the pulley cluster by removing the cotter pin from the
exposed end and sliding it to the left or right as required.
H. Disconnect the end of the cable from the arm on the rudder pedal torque tube by removing the
cotter pin, nut, washer and bolt.
I. Draw the cable from the floor tunnel.
3. To remove aft rudder control cables:
A. Remove the fairing by removing its attachment screws.
B. Disconnect the cable from the rudder sector by removing cotter pin.
e. Draw the cable through the fuselage.
INSTALLATION OF RUDDER CONTROL CABLES. (Refer to Figure 27-11.)
1. The forward rudder control cables may be installed by the following procedure:
A. Draw the control cable through the floor tunnel.
B. Connect the end of the cable to the arm on the rudder pedal torque tube by installing bolt, washer,
nut and cotter pin. Allow the cable end to rotate freely.
e. Connect the cable to the aft control cable at the turnbuckle in the aft section of the fuselage. If the
aft control cables are not installed, install at this time per Step 2. Ascertain that each cable is in
the groove of its pulley.
D. Move the cable guard that is located in the forward tunnel, at the pulley cluster, into position, and
secure with cotter pin.
E. Install the cable guard pin under the pulley cluster located in the aft area of the aft floor tunnel
and secure with screws.
F. Set cable tension and check rigging and adjustment.
G. Install the heat duct and secure with screws.
H. Install the forward tunnel plate aft of the tee bar and secure with screws.
I. Put the floor carpet in place and secure.
27-20-01
Page 27-20
lK22
PIPER AIRCRAFT
PA-44-180/180T
TORQUE 70
TO 90 IN.-LBS.
0~4
@.:'Y 10
1~
1/97 .
JI
STA.59.00
1. RUDDER & STEERING PEDAL ASSEMBLY
2. BOLT, WASHER, NUT & COTTER PIN
3. BOLT, BUSHINGS, WASHER & NUT
4. GUARD PIN, CABLE
5. PULLEY CLUSTER
6. RUB BLOCKS
7. PULLEY CLUSTER 42
8. BOLT, BUSHINGS, WASHER & NUT
9. CABLE, RIGHT FORWARD
10. CABLE, LEFT FORWARD
11. TURNBUCKLE, RIGHT
12. TURNBUCKLE, LEFT
13. PULLEY, AFT
14. CABLE, LEFT AFT
15. RUDDER SECTOR
Figure 27-11. Rudder Controls
27-20-01
Page 27-21
lK23
PIPER AIRCRAFT
PA-44-180/180T
J. Install the lower and upper selector covers and secure with screws.
K. Place the fuel selector knobs in place and secure with set screws.
L. Install the floor panel and seat belt attachment aft of the main spar securing the panel with screws,
and install the seats.
2. The aft rudder control cables may be installed by the following procedure:
A. Position the control cable in the fuselage.
B. Connect the end of the cable to the rudder sector with bolt cotter pin.
e. Connect the other cable end to forward control cable at the turnbuckle in the aft section of the
fuselage.
D. Set cable tension and check rigging and adjustment.
E. Install fairing and secure with screws.
3. Install the access panel to the aft section of the fuselage.
RIGGING AND ADJUSTMENT OF RUDDER CONTROLS.

1. To check and set the correct degree of rudder travel, the following procedure may be used:
A. Check the rudder travel by swinging the rudder until it contacts its stop. If the control cables are
connected, use the rudder pedals to swing the rudder.
B. With the rudder against its stop, place a rigging tool against the side of the rudder and vertical
stabilizer as shown in Figure 27-13. (Ascertain that the tool is not contacting any rivets.) If no
gap exists between the rigging tool and the surface of the rudder and vertical stabilizer, the rudder
stop for one direction of travel is correct as required in Chart 2701. (This tool may be fabricated
from dimensions given in Chapter 91 .)
e. Swing the rudder in the other direction and check travel as directed in Step B.
D. Should the rudder travel be incorrect showing a gap between the tool and any part of the control
surfaces, the fairing should be removed and the stops reset to obtain correct rudder travel. (Refer
to Figure 27-15.)
2. To set cable tension and alignment of the rudder, the following procedure may be used:
B. Ascertain that the nose gear steering has been aligned and rudder pedals set fore and aft according
to Alignment of Nose Landing Gear, Chapter 32.
e. Clamp the rudder pedals to align in a lateral position as shown in Figure 27-12.
D. Adjust the turnbuckles in the aft section of the fuselage to obtain proper cable tension as given in
Figure 27-14 and to allow the rudder to align at neutral position. Neutral position can be deter-
mined by standing behind the airplane and sighting the rudder with the vertical stabilizer..
E. Check safety of turnbuckles.
3. Check that when the rudder contacts its stops, the clearance between the nose wheel stops and the nose
wheel horn is between 0.06 and 0.12 of an inch. A more accurate check can be made with weight off
of the nose wheel. Adjust the stops according to Alignment of Nose Landing Gear, Chapter 32.
4. Install the fairing and the access panel to the aft section of the fuselage.
RUDDER TRIM CONTROLS.

REMOVAL OF FORWARD RUDDER TRIM CONTROLS. (Refer to Figure 27-16.)
1. To remove the trim control wheel assembly and! or trim control cables:
A. Remove the panel to the aft section of the fuselage.
27-20-02
Page 27-22
lK24
PIPER AIRCRAFT
PA-44-180/180T
.,. ~ '.",
NOTE
,lr ::.
I'
.. /,
I'
f ".
t.:
, l;;.
REFER TO CHAPTER 91 FOR
RIGGING TOOL SPECIFICATIONS
-j
il .,
--- ........
--- .......
----;
LOCATE ABOVE BOTTOM

ROW OF RIVETS ON FIN
RUDDER PEDAL NEUTRAL POSITION

AFT OF VERTICAL 19° + 1°, - 0°
Figure 27-12. Clamping Rudder Pedals Figure 27-13. Rudder Rigging Tool
NOTE
CABLE TENSION APPLIES ONLY TO AIRPLANES WITH-
OUT AUTOPILOT BRIDLE CABLES ATTACHED. REFER TO
APPROPRIATE AUTOPILOT SERVICE MANUAL FOR
CABLE TENSION WHEN ATTACHING BRIDLE CABLE.
CABLE TENSION RUDDER TRAV-

B ELS
=
MAIN 40 LBS. +/- 5 LBS.
=
TRIM 10 LBS. +/-1 LB.
(SEE NOTE)
RUDDER TRAVELS
=
A 3r + 1° - 0°
RUDDER TAB TRAVELS
=
B 26° +/- 2°
Figure 27-14. Rudder Rigging
27-20-03
Page 27-23
ILl
PIPER AIRCRAFT
PA-44-180/180T
HINGE
~
I C
c c c o o o
RUDDER STOPS
STOP BOLTS
Figure 27-15. Ruder Travel Adjustments

B. If the aft trim cable is not being removed, block the cables aft of the turnbuckles to prevent the
cables from unwrapping at the trim barrel in the fin. (Refer to Figures 27-16 and 27 -21.)
2. To remove the trim control wheel:
A. Loosen the cables at the turnbuckle.
B. Remove the trim cover assembly by removing the cover attaching screws.
C. Remove the nut, washers and bolt that secures the trim wheel assembly between its mounting
bracket. Draw the wheel from the brackets. Use caution not to damage the trim indicator wire.
D. Unwrap the lower cable from the drum.
E. The wheel and drum are joined by three screws. Remove screws and separate these two items
and unwrap the upper cable.
F. Tie the cables forward to prevent them from slipping back into the floor tunnel.
3. To remove trim control wheel and forward cables:
A. Block the aft cables aft of the turnbuckles.
B. Remove the tunnel cover in the aft area of the cabin by removing the carpet and heater duct over
the tunnel and the cover attachment screws.
C. Remove the floor panel located directly aft of the main spar by removing the seats, seat belt
attachments and screws securing the panel. Remove the panel from the airplane.
D. Remove the trim cover assembly to gain access to the trim wheel mounting hardware.
E. Disconnect the turnbuckles and remove the guard plate (see Sketch C) at pulley cluster.
F. Remove the nut, washers, and bolt securing the rudder trim control wheel and drum assembly to
its mounting bracket and remove the complete assembly with cables. Use caution not to damage
the indicator wire.
27-20-03
Page 27-24
IL2
PIPER AIRCRAFT
PA-44-180/180T
INSTALLATION OF FORWARD RUDDER TRIM CONTROLS. (Refer to Figure 27-16.)
1. To install the trim control wheel with drum:
A. Wrap the left cable on the trim drum by inserting the swaged ball of the cable in the slot provided
in the upper side of the drum which mates with the control wheel. Looking at this side, proceed
to wrap eleven turns of cable in a clockwise direction.
B. Attach the trim control wheel to the cable drum by aligning the long lug of the drum with the long
slot of the wheel and securing the two pieces together with three screws.
e. Wrap the right cable on the drum by inserting the swaged ball of the cable into the slot provided
in the flanged side (lower) of the drum. Looking at this side, proceed to wrap three and a half
turns of cable in a clockwise direction.
D. Lubricate and install the bushing in the lower side of the drum and the bearing on the upper side
of the trim control wheel assembly.
E. Align the trim control cables and position the control wheel assembly between its mounting
brackets. Ascertain that the trim indicator wire is positioned in the spiraled slot of the wheel with
no binding on the end. Install the retainer bolt from the upper side, along with the washer and
secure with washer and nut from below.
F. Install the cover assembly over the trim control wheel and secure with screws unless the control
cables have yet to be installed.
2. To install the trim control cables:
A. Draw the cables through the floor tunnel and route them through the pulley clusters at station
127.175 and 85.0.
B. Wrap the cable drum and install the trim control wheel as given in Step 1.
e. Position the cables over the proper pulleys.
D. Connect the forward cables to the aft cables at the turnbuckles in the aft section of the fuselage. If
aft cable is not installed, proceed with instructions given in Paragraph titled Installation of Aft
Rudder Trim Controls.
E. Remove the blocks securing the aft cables and check that the cables are seated on the pulleys.
Install the guard pins at the pulley clusters.
F. Set trim cable tension in accordance with specifications given in Figure 27-14 and check rigging
and adjustment. Safety both turnbuckles.
G. Install the tunnel cover on the forward tunnel and secure with screws.
H. Install the carpet over the floor tunnel.
I. Install the cover assembly over the trim control wheels and flap handle and secure with screws.
J. Install the seat belts removed from the top of the floor tunnel and secure with bolt, washer and
nut.
K. Install the aft floor tunnel cover, heater duct and carpet.
L. Install the carpet over the aft floor plate.
3. Install the panel to the aft section of the fuselage and the seats.
REMOVAL OF AFT RUDDER TRIM CONTROLS. (Refer to Figure 27-16.)

1. If the forward trim mechanism is not being removed, block the cables forward of the turnbuckles to
prevent the cables from unwrapping at the forward trim drum. (Refer to Figures 27-16 and 27-21.)
2. Secure the trim cables at the aft trim drum barrel.
27-20-04
Page 27-25
lL3
PIPER AIRCRAFT
PA-44-180/180T
WRAP CABLE 11 TURNS

FROM EACH END TOWARD
CENTER
TRIM
DRUM
BARREL
TORQUE 70 TO
90IN.-LBS.
1. TRIM SCREW
2. PUSH ROD
3. PULLEY CLUSTER
4. TURNGBUCKLES
5. PULLEY CLUSTER
6. PULLEY CLUSTER
7. RUDDER TRIM CONTROL
Figure 27-16. Rudder Trim Controls
27-20-04
Page 27-26
lL4
PIPER AIRCRAFT
PA-44-180/180T
3. Disconnect the trim cable turnbuckles in the aft section of the fuselage.
4. Remove the cable guards from the pulley bracket located at station 273.38.
5. Disconnect the trim screw link assembly from the screw.
6. Remove the cotter pin from the aft end of the screw.
7. Remove the two bolt assemblies securing the forward support to the mounting bracket.
8. Remove the screw and barrel assembly along with the aft cables from the airplane.
INSTALLATION OF AFT RUDDER TRIM CONTROLS. (Refer to Figure 27-16.)

1. Insert the complete trim screw and barrel assembly into the fin. Route the trim cable ends around the
pulleys at station 273.38.
2. Insert the trim screw and barrel assembly into the mounting bracket. Place the washer on the forward
end of the barrel and install the support assembly in the mounting bracket.
3. Install the cotter pin in the aft end of the shaft.
4. Adjust the screw assembly to obtain the neutral position. (Refer Figure 27-16.)
5. Connect the link assembly to the trim screw.
6. Connect the aft trim cables to the forward cables with turnbuckles. Check to insure the cables are
properly routed around the pulleys.
7. Install the cable guards at the pulley bracket in the fuselage at station 273.38.
8. Remove the clamp securing the forward trim cables and proceed to rig the system.
9. Lubricate the assembly per Lubrication Chart, Chapter 12.
RIGGING AND ADJUSTMENT OF RUDDER TRIM CONTROLS. (Refer to Figure 27-16.) PPS50033
1. Check that the following items have been completed before proceeding with the rigging and adjustment
of the tab. If these items were accomplished during the installation, proceed with Step 2.
A. Check that the cable is wrapped 11 turns around the barrel from each end with space at the center
as shown in Figure 27-16.
B. The control rod is adjusted to an initial length of 10.38 inches.
C. The trim screw is at its neutral position.
D. The cable tension is set in accordance with Figure 27-14.
E. The nose wheel is off the ground before continuing.
2. Check the servo travel only by swinging the rudder until it contacts its stops. Use the rudder pedals to
swing the rudder in each direction. Refer to Figure 27-14 for proper servo travel.
3. Adjust the servo travel by the varying the length of the control rod. Check that the initial length of the
rod was 10.38 inches.
4. Check the trim only by swinging the rudder until it contacts its stops and turning the trim control
wheel to swing the tab to its limits both left and right. Check the travel obtained with specifications
given in Figure 27-14.
5. To adjust the trim travel left:
A. Add shim washers at the forward end of the barrel to reduce the travel.
B. Remove shim washers at the forward end of the barrel to increase the travel.
6. To adjust the trim travel right:
A. Add shim washers at the aft end of the shaft to reduce the trim travel.
B. Remove shim washers at the aft end of the shaft to increase the trim travel.
7. Check the trim and servo travels by swinging the rudder full left with full right trim and full right rudder
with full left trim.
27-20-04
Page 27-27
lLS
PIPER AIRCRAFT
PA-44-180/180T
8. Check all travels with specifications given in Figure 27-14.
9. Determine the free play of the rudder tab with the rudder securely held against either stop. Total free
travel measured at the tab trailing edge must not exceed 0.15 inch. If this tolerance is exceeded, check
the travel control arm assembly for wear at the center bolt and bolt attaching the rudder trim rod to the
control arm. Replace the arm assembly and associated hardware if there is any noticeable wear or
elongation of the holes. Check the rudder trim barrel end play in the mounting bracket.
RUDDER PEDAL ASSEMBLY.

REMOVAL OF RUDDER PEDAL ASSEMBLY. (Refer to Figure 27-17.)
1. Remove the access panel to the aft section of the fuselage.
2. Relieve rudder and stabilator cable tension by loosening one of the rudder and stabilator cable
turnbuckles in the aft section of the fuselage.
3. Remove the fuel selector knobs and cover panels by removing the attachment screws.
4. Remove the tunnel plate just aft of the tee bar by laying back enough tunnel carpet to remove the plate
attachment screws.
5. Disconnect the stabilator control cable from the lower end of the tee bar assembly.
6. Remove the tee bar attachment bolts with their washers and nuts which are through each side of the
floor tunnel. Pull the lower end of the tee bar aft.
7. Disconnect the control cable ends from the arms on the torque tube by removing the cotter pins, washers,
nuts and bolts.
8. Disconnect the rudder trim from the torque assembly by removing the cotter pin, washers and bolt that
connects the arm to the trim.
9. Disconnect the close-out rods at the rudder pedals by removing nuts and bolts.
10. Disconnect the brake cylinders at the lower end of each cylinder rod by removing the cotter pins,
washers, nuts and bolts.
11. Disconnect the vee braces (two braces are used with right hand brakes) from the torque tube by
removing nuts, washers and bolts that secure the strap bracket to the vee brace.
12. If an AutoPilot amplifier is installed over the torque tube at the right side of the fuselage, disconnect
the electrical plug and release the two fasteners that secure it to its mounting bracket.
13. Disconnect the torque tube support bracket where it attaches to the floor tunnel by removing its attach-
ment bolts.
14. Remove the two bolts that extend through the torque tube and are located at the center of the tube
assembly over the floor tunnel. Compress the tubes.
15. Disconnect the torque tube support blocks from their support brackets on each side of the fuselage by
removing the attachment nuts, washers and bolts.
16. Remove the trim side panels, if desired.
17. Remove the assembly from the airplane. Note the spacer washer on each end and between the support
blocks.
INSTALLATION OF RUDDER PEDAL ASSEMBLY. (Refer to Figure 27-17.)

1. Assemble the torque tube assembly as shown in Figure 27-17. Do not install the two bolts through the
center of the tube assembly at this time.
2. Place the upper support blocks on the ends of the torque tube assembly. Note that a washer is required
on each end of the tube.
3. Position the support blocks on their mounting brackets at each side of the fuselage and secure with
bolts, washers and nuts. Note that a bushing is required in the bolt holes of the upper support block,
and a plate on top of the upper block, between the upper and lower blocks and under the block
mounting bracket.
27-20-05
Page 27-28
lL6
PIPER AIRCRAFT
PA-44-180/180T
1. L. OUTER TUBE 10. IDLER ARM 19. RUDDER CONTROL CABLE 28. BRACKET
2. L. CENTER TUBE 11. BRAKE CYLINDER ROD 20. BOLT, WASHER, NUT & COTTER PIN 29. VEE BRACE
3. R. CENTER TUBE 12. BRAKE CYLINDER 21. NOSE WHEEL STEERING BUNGEE 30. CLEVIS PIN & COTTER PIN
4. R. OUTER TUBE 13. CLEVIS PIN & COTTER PIN 22. JAM NUT 31. L. OUTER RUDDER PEDAL
5. PLATE 1~ RUDDER CONTROL TUBE 23. BUN GEE ROD END 32. L. INNER RUDDER PEDAL
6. BOLT&NUT 15. CLEVIS ROD 24. BOLT & NUT 33. R. INNER RUDDER PEDAL
7. UPPER SUPPORT BLOCK 16. CLEVIS PIN & COTTER PIN 25. BOLT, WASHER & NUT 34. R. OUTER RUDDER PEDAL
8. LOWER SUPPORT BLOCK 17. CLEVIS END 26. BOLT, WASHER & NUT 35. TUBE SUPPORT BRACKET
9. SPACER WASHER 18. TOE BRAKE PEDAL 27. BOLT, WASHER & NUT
Figure 27-17, Rudder Pedal Assembly
27-20-05
Page 27-29
lL7
PIPER AIRCRAFT
PA-44-180/180T
4. Align the bolt holes in the center area of the torque tube assembly, install bolts, washers and nuts and
tighten.
5. Position the torque tube support bracket on the floor tunnel and secure with bolts.
6. Position the vee braces on the torque tube, install the strap bracket around the torque tube and brace.
and secure with bolts, washers and nuts.
7. Check that the rod end on the clevis rod is adjusted to give a dimension of 7.94 inches between hole
centers.
8. Connect the ends of the brake cylinder rods and clevis rods to the idler arms and secure with clevis and
cotter pins.
9. Connect the steering rods to the rudder pedals and secure with bolts and nuts. Check steering rod
adjusting per Alignment of Nose Gear, Chapter 32.
10. Connect the rudder trim to the arm of the torque tube and secure with bolt, washer, nut and cotter pin.
A thin washer is installed under the nut which is tightened only finger tight.
11. Connect the ends of the rudder control cables to the arms provided on the torque tube and secure with
bolts, washers, nuts and cotter pins. Allow the ends free to rotate.
12. Swing the tee bar into place and secure with attachment bolts, washers and nuts with the bolts inserted
in through each side of the floor tunnel.
13. Connect the stabilator control cables to the lower end of the tee bar with bolt, washer and nut, and
secure with cotter pin. Allow the cable ends free to rotate.
14. Set rudder cable tension and check rigging and adjustment.
15. Set stabilator cable tension and check rigging and adjustment.
16. Check aileron cable tension.
17. Check safety of bolt and turnbuckles.
18. Install the floor tunnel plate and secure with screws. Fasten the tunnel carpet in place.
19. Install the fuel selector knobs and secure with set screws.
20. Install the fuel selector covers and the rudder trim control knob.
STABILATOR CONTROLS.
STABILATOR CONTROL CABLES.
REMOVAL OF STABILATOR CONTROL CABLES. (Refer to Figure 27-18.)
1. To remove either the forward or aft stabilator cables remove the access panel to the aft section of the
fuselage.
2. Disconnect the desired control cable at the turnbuckle in the aft section of the fuselage.
3. To removed eitherforward stabilator cable:
A. Remove the floor tunnel cover in the aft area of the cabin by removing the trim plate, the carpet
over the tunnel and the cover attachment screws.
B. Remove the cable guard plate from the underside of the pulley cluster in the aft area of the tunnel
opening by removing the guard attachment screws.
C. Remove the floor panel located directly aft of the main spar by removing the center seats, seat
belt attachments and the screws securing the panel. Lift the panel and remove from airplane.
D. Within the floor opening, remove the cable rub blocks that are attached to the spar housing by
removing the block attachment screws. Also remove the cotter pin cable guard at the pulley clus-
ter in the aft area of the opening.
E. Remove the fuel selector panel cover by removing the selector knobs and cover attachment
screws.
27-30-01
Page 27-30
lL8
PIPER AIRCRAFT
PA-44-180/180T
NOTE
ALIGN CABLE PLATES WITH
HORIZONTAL PLANE TO WITHIN ± 10°
SEE NOTE
TORQUE 70 TO
90IN.-LBS. STA 46.91
1. TEE BAR, CONTROL COLUMN 12. PULLEY, FORWARD

2. CABLE, RIGHT FORWARD 13. BOLT, WASHER, NUT & COTTER PIN
3. CABLE, LEFT FORWARD 14. TURNBUCKLE
4. CABLE, LEFT LOWER AFT 15. WEIGHT, BALANCE ARM
5. CABLE, RIGHT UPPER AFT 16. BALANCE ARM, STABILATOR
6. SPRINGS 17. PULLEY, AFT CLUSTER
7. BOLT, WASHER, NUT & COTTER PIN 18. BELLCRANK
8. BOLT, WASHER & NUT 19. BOLT, WASHER, NUT & COTTER PIN
9. BLOCK, CABLE RUB 20. PUSH ROD
10. GUARD, CABLE 21. BULKHEAD
11. BOLT, WASHERS & NUT 22. CABLE PLATED
Figure 27-18. Stabilator Controls
27-30-01
Page 27-31
lL9
PIPER AIRCRAFT
PA-44-180/180T
F. Remove the lower selector cover.
G. Remove the tunnel plate just aft of the tee bar by removing enough carpet from the tunnel to
allow the plate attachment screws and plate to be removed.
H. If the right (upper) stabilator control cable is to be removed, remove the cotter pin cable guards at
the pulley located in the forward area of the tunnel.
I. Disconnect the cables from the lower end of the tee bar by removing cotter pin, nut, washer and
bolt.
J. Draw the cable aft through the floor tunnel.
4. To remov either aft stabilator cable:
A. Disconnect the assist springs from bulkhead sta. 156. (Refer to Figure 27-12.)
B. Disconnect the cable end at the bellcrank by removing the cotter pin, nut, washer and bolt.
C. Remove the cable guard pin at the pulley.
D. Remove the cable from the pulley.
INSTALLATION OF STABILATOR CONTROL CABLES. (Refer to Figure 27-12.)

1. To install theforward stabilator cables
A. Draw the control cable through the floor tunnel. Ascertain that the right (upper) cable is routed
around the pulley that is in the forward area of the forward floor tunnel.
B. Connect the cables to the lower end of the control column tee bar with bolt, washer, nut and cotter
pin. Allow the cable to be free to rotate.
C. If the aft control cable is not installed, install per Step 2.
D. Connect the cable to the aft cable at the turnbuckle in the aft section of the fuselage.
E. For the right control cable, install the cotter pin cable guard at the pulley in the forward area of
the tunnel.
F. Within the forward area of the floor opening aft of the main spar, install the cable rub blocks to
the spar housing and secure with screws.
G. In the aft area of the floor opening, install the cotter pin cable at the pulley cluster.
H. Install the cable guard under the pulley cluster located in the aft area of the aft floor tunnel and
secure with screws.
I. Set cable tension and check rigging and adjustment.
J. Install the tunnel plate directly aft of the tee bar assembly and secure with screws.
K. Put the floor carpet in place and secure.
L. Install the lower and upper selector covers and secure with screws.
M. Place the fuel selector knobs on the selector torque tube and secure with set screws.
N. Install the floor panel aft of the main spar and secure with screws. Install the seat belt attach-
ments and seats.
O. Install the cover and carpet of the aft floor tunnel.
2. To install eitheraft stabilator control cable:
A. Route the cable under pulley.
B. Connect the cable to the stabilator bellcrank and secure with bolt, washer, nut and cotter pin.
(Tighten nut "finger tight" only.)
C. Connect the cable to the forward cable at the turnbuckle in the aft section of the fuselage. The
upper aft cable connects to the right forward cable and the lower cable to the left cable.
D. Connect assist springs to bulkhead sta. 156 and orient cable plates so that they align with horizontal
plate +/- 10°. (Refer to Figure 27-18.)
E.Install the cable guard pin at the pulley.
F.Set cable tension and check rigging and adjustment.
3. Install the access panels to the aft section of the fuselage.
27-30-01
Page 27-32
lLlO
PIPER AIRCRAFT
PA-44-180/180T
CABLE TENSION (SEE NOTE)

STABILATOR X40 LBS. ± 5 LBS.
STABILATOR TRIM TAB 14 LBS. ± 1 LB.
NOTE
CABLE TENSION APPLIES ONLY TO AIRPLANES
WITHOUT AUTOPILOT BRIDLE CABLES ATTACHED.
REFER TO APPROPRIATE AUTOPILOT SERVICE
MANUAL FOR CABLE TENSION WHEN ATTACHING
BRIDLE CABLES.
RIGGING TOOL (REFER

TO CHAPTER 91)
STABILATOR TRAVELS
STABILATOR CHORD A=15°±1°UP
LINE (NEUTRAL A
-- ---
-..,..~ B = 3° ± 1° DOWN
POSITION. SEE NOTE~ -~-
STABILATOR TAB TRAVELS

C = 4° ± 1° UP
D = go ± 1° DOWN
B
STABILATOR
STABILATOR TRIM TAB
NOTES
1. MAXIMUM FREE PLAY FOR CONTROL SURFACE TAB IS 0.15 OF AN
INCH MEASURED AT TAB TRAILING EDGE.
2. REFER TO CHAPTER 55.
3. NEUTRAL POSITION OF STABILATOR IS WITH THE STABILATOR
CHORD LINE PARALLEL WITH THE FRONT SEAT TRACKS.
Figure 27-19. Stabilator Rigging
27-30-02
Page 27-33
ILII
PIPER AIRCRAFT
PA-44-180/180T
RIGGING AND ADJUSTMENT OF STABILATOR CONTROLS PPS50033
1. To check and set the correct degree of stabilator travel, the following procedure may be used:
A. Level the airplane. (Refer to Leveling, Chapter 8.)
B. Place the stabilator in neutral position. Neutral position is obtained when a level placed on stabi-
lator rigging tool (Figure 27-19) indicates that stabilator chord line is parallel with the top of the
front seat tracks.
C. Check the stabilator travel by placing a rigging tool on the upper surface of the stabilator as
shown in Figure 27-19. (This tool may be fabricated from dimensions given in Chapter 91.)
D. Set on a bubble protractor the number of degree up travel as given in Figure 27-19 and place it on
the rigging tool. Raise the trailing edge of the stabilator and determine that when the stabilator
contacts its stops the bubble of the protractor is centered.
-NOJE-
The stabilator should contact both of its stops before the control
wheel contacts its stops.
E. Set on the protractor the number of degrees down travel as given in Figure 27-19 and again place
it on the rigging tool. Lower the trailing edge of the stabilator and determine that when it contacts
its stops, the bubble of the protractor is centered.
F. Should the stabilator travel be incorrect in either the up or down position, remove the fin tip by
removing the attachment screws and with the use of the rigging tool and bubble protractor turn
the stops located at the stabilator hinge in or out to obtain the correct degree of travel. (Refer to
Figure 27-20.)
G. Ascertain that the locknuts of the stop screws are secure and then reinstall the fin tip.
2. To check and set stabilator control cable tension, the following procedure may be used:
A. Ascertain that the stabilator travel is correct.
B. Remove the access panel to the aft section of the fuselage and fin tip and disconnect the assist
springs from bulkhead sta. 156.
C. Secure the control column in the near forward position. Allow one-quarter inch +/- .031 between
the column and the stop bumper.
D. Check each control cable for the correct tension as given in Figure 27-19.
E. Should tension be incorrect, loosen the turnbuckle of the lower cable in the aft section of the fuse-
lage and adjust the turnbuckle of the upper cable to obtain correct tension. Cable tension should
be obtained with control wheel at the one-quarter inch dimension from the stop and the stabilator
contacting its stop.
F. Check safety of all turnbuckles and bolts.
G. With the tension of the upper cable correct and the control wheel still forward, adjust the turn-
buckle of the lower cable to obtain correct tension.
H. Check the full travel of the control wheel with relation to the full travel of the stabilator to deter-
mine that the stabilator contacts its stops before the control wheel contacts its stops. With the
control wheel in the fore and aft positions, the travel distance from the joint where the stabilator
contacts its stops and the control wheel contacts its stops should be approximately equal.
Readjust turnbuckles if incorrect.
I. Connect the assist springs to bulkhead sta. 156. (Refer to- Figure 27-18.)
J. Install access panels and fin tip.
27-30-02
Page 27-34
lL12
PIPER AIRCRAFT
PA-44-180/180T
~---
STABILATOR TRAVEL
-----
STOP ADJUSTMENTS
--+---1- _1----
/
I
L
Figure 27-20. Stabilator Travel Adjustments
Figure 27-21. Methods of Securing Trim Cables
27-30-02
Page 27-35
lL13
PIPER AIRCRAFT
PA-44-180/180T
STABILATOR TRIM.
REMOVAL OF FORWARD STABILATOR TRIM ASSEMBLY. (Refer to Figure 27-22.)
1.To remove the trim control wheel assembly and! or the trim control cables, remove the panel to the aft
section of the airplane.
2. If the aft trim cable is not to be removed, block the cables at the pulleys in the aft section of the fuselage
to prevent them from unwrapping from the trim drum. (Refer to Figure 27-21.)
3. If the trim control wheel and cables are to be removed, loosen or disconnect the cables at the trim
cable turnbuckles in the aft section of the fuselage.
4. To remove the control wheel with drum:
A. Remove the control wheel cover by removing the cover attaching screws.
B. The wheel assembly may be removed from its mounting brackets by removing nut, washer and
bolt that secures the wheel between the brackets. Draw the wheel from the brackets. Use caution
not to damage trim indicator wire.
C. Unwrap the left cable from the drum.
D. The wheel and drum are joined by a push fit, separate these two items with their center bushing
and unwrap the right cable.
E. Tie the cables forward to prevent them from slipping back into the floor tunnel.
5. To remove the trim control cables:
A. Remove the pilot and rear seats if desired.
B. Remove the seat belts attached to the forward floor tunnel by removing attachment nuts, washers
and bolts.
C. Remove the heater deflectors from each side of the aft end of the forward floor tunnel by sliding
the deflector sideways and releasing the retainer spring.
D. Unfasten the carpet from the aft portion of the forward floor tunnel and lay it forward.
E. Remove the tunnel cover located between the trim control wheel and the spar cover by removing
the selector knobs and cover attachment screws.
F. Remove the cable pulleys located in the forward tunnel by removing the cotter pin, washer and
clevis pin.
G. Remove the floor panel aft of the main spar by removing the panel attachment screws and seat
belt attachments. Lift the panel and remove from airplane.
H. Remove the cable rub blocks located in the floor opening on the aft side of the main spar by
removing the block attachment screws.
I. Remove the trim plate located on top of the forward end of the aft floor tunnel.
J. Remove the carpet from the aft floor tunnel.
K. Remove the cover plate from the top of the aft floor tunnel by removing attachment screws.
L. Remove the cable guard from the underside of the trim cable pulleys located in the forward area
of the aft floor tunnel by removing a tinnerman nut and withdrawing the cable guard.
M. Remove the cable guard plate from the underside of the pulley cluster located in the aft area of the
floor tunnel by removing the plate attachment screws.
N. Remove the cable guard from the cable pulleys in the aft lower section of the fuselage forward of
the cable turnbuckles.
O. With the cables disconnected from the trim control wheel, draw the cable(s) through the floor tunnel.
27-30-03
Page 27-36
lL14
PIPER AIRCRAFT
PA-44-180/180T
1. TRIM SCREW
2. TRIM SCREW ASSEMBLY
3. PUSH ROD ASSEMBLY
4. PULLEY CLUSTER STA.
5. TURNBUCKLES
8. TRIM CONTROL WHEEL
i+--- ST A. 271.67
I
I
/ TORQUE 70 TO 90
IN.-LBS.
r
Figure 27-22. Stabilator Trim Controls
27-30-03
Page 27-37
ILlS
PIPER AIRCRAFT
PA-44-180/180T
INSTALLATION OF FORWARD STABILATOR TRIM ASSEMBLY. (Refer to Figure 27-22.)
1. The trim control wheel with drum may be installed by the following procedure:
A. Wrap the right trim cable on the trim drum by inserting the swaged ball of the cable in the slot
provided in the side (right side) of the drum that mates with the control wheel, and looking at this
side, wrap the drum with three wraps of the cable in a clockwise direction.
B. Attach the control wheel to the cable drum by aligning the long lug of the drum with the long slot
of the wheel and pushing the two pieces together.
e. Wrap the left trim cable on the drum by inserting the swaged ball of the cable in the slot provided
in the flanged side (left side) of the drum and looking at this side, wrap the drum with three wraps
of the cable in a clockwise direction.
D. Lubricate and install the bushing in the control wheel and drum.
E. Align the control cables and position the control wheel assembly between its mounting brackets.
Ascertain that the end of the trim indicator wire is positioned in the spiraled slot of the drum with
no bind on the end. Install the retainer bolt from the left side and install washer and nut.
F. Install the cover over the control wheel and secure with screws, unless the control cables have yet
to be installed.
2. The trim control cables may be installed by the following procedure:
A. Draw the cable(s) through the floor tunnel.
B. Wrap the cable drum and install the trim control wheel as given in Step 1.
e. Position the cable pulleys on their mounting bracket and install the clevis pin, washer and cotter
pin.
D. Connect the cable to the aft cable at the turnbuckle in the aft section of the fuselage. Install aft
cable if not installed.
E. Install the cable guard at the cable pulleys in the aft lower section of the fuselage forward of the
cable turnbuckles.
F. Install the cable guard plate at the underside of the pulley cluster located in the aft area of the aft
floor tunnel and secure with screws.
G. Install the pin type cable guard at the underside of the pulleys located in the forward area of the
aft floor tunnel and secure it with a tinnerman nut.
H. Install the cable rub blocks located on the aft side of the main spar housing and secure with
screws.
I. Remove the blocks that secure the aft trim cable and check that the cables are seated on their
pulleys.
J. Set cable tension and check rigging and adjustment. Check safety of all turnbuckles.
K. Install the tunnel cover on the forward tunnel and secure with screws.
L. Install the carpet over the floor tunnel.
M. Install the heat deflectors on each side of the floor tunnel.
N. Install the cover over the trim control wheel and secure with screws and special washers.
O. Install the fuel selector knobs and secure with set screws.
P. Install the seat belts removed from the top of the floor tunnel and secure with bolt, washer and
nut.
Q. Install the floor panel and seat belt attachments aft of the main spar, and secure panel with screws.
R. Install the aft floor tunnel and secure with screws.
S. Install the carpet over the aft floor tunnel.
T. Install the trim plate on top of the forward end of the aft floor tunnel.
3. Install the panel to the aft section of the airplane and the seats.
27-30-03
Page 27-38
lL16
PIPER AIRCRAFT
PA-44-180/180T
REMOVAL OF AFT STABILATOR TRIM CONTROLS. (Refer to Figure 27-22.)

1. Remove the access panel to the aft section of the fuselage.
2. Block the trim cables at the first set of pulleys forward of the cable turnbuckles in the aft section of
the fuselage by the method shown in Figure 27-21.
3. Disconnect the cable at the turnbuckles in the aft section of the fuselage.
4. Remove cable guard from pulley cluster and cable guards from pulley cluster.
5. Remove the fin tip by removing attachment screws.
6. Disconnect the push rod by removing the attaching hardware securing push rod to screw.
7. Remove bolts, washers, bushings and nuts securing forward end of barrel. Remove snap ring to free
aft end of barrel.
8. Draw the trim cable from the fuselage and up the fin.
INSTALLATION OF AFT STABILATOR TRIM CONTROLS. (Refer to Figure 27-22.)

1. Wrap the trim barrel by first laying the center of the trim cable (as measured equally from each end to
the center of the cable) in the slot of the barrel. Bring the half of the cable to be used on the right side
through the diagonal slot in the flange at the forward end of the barrel and wrap aft in a clockwise
direction 7 wraps to the center of barrel. Bring the half of the cable to be used on the left side through
the diagonal slot in the aft end of the barrel and wrap forward in a counterclockwise direction 7 wraps
to the center of barrel. (Refer to Figure 27-23.)
2. Block the cable by clamping between two pieces of wood laid next to the wraps to prevent unwrap-
ping. Fabricate block with a notch so hardware can be installed.
3. Lubricate the bearings and install barrel per exploded view given in Figure 27-22. Install the barrel
using any combination of AN960-10, AN960-10L and AN960PD 10L washers to achieve free barrel
rotation with trim cable rigged and tensioned.
4. Rotate the cables down the fin into the fuselage through the two pulley clusters and attach the ends to
the forward trim cables.
5. Install all cable guards.
6. Remove the blocks that are holding the forward cables tight and aft cables at the barrel.
7. Set cable tension and check rigging and adjustment. Check safety of all turnbuckles.
8. Install fin tip and secure with screws.
RIGGING AND ADJUSTMENT OF STABILATOR TRIM. (Refer to Figure 27-22.) PPS50033
1. Level the airplane. (Refer to Leveling, Chapter 8.)

2. Check for proper stabilator trim cable tension as given in Figure 27-20. If cables were disconnected,
rotate the control wheel several times to allow the cables to seat and recheck tension.
3. Secure the stabilator in neutral position: stabilator chord line parallel with front seat tracks.
4. To obtain correct travels, if incorrect, adjust by disconnecting the rod end and turning the end in or
out as required. Travel adjustments which cannot be corrected at the rod end adjustment require the
repositioning of the screw in the barrel. The screw exposure at the aft end of the barrel shown in
Figure 27-24 is suggested as a preliminary neutral setting from which final adjustments can be made
at the rod end. (Refer to Figure 27-21.)
5. If required, adjust the stabilator tab push rod to streamline the tab with the stabilator. This is the neu-
tral position of the tab.
6. Turn the trim control wheel to its full up and full down position alternately. Travel of the tab from its
neutral position should match the travels shown in Figure 27-20.
27-30-00
Page 27-39
1L17 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
Figure 27-23. Wrapping Trim Barrels
Figure 27-24. Stabilator Trim Screw Adjustment
27-30-00
Page 27-1
April 15, 2012 1L18
PIPER AIRCRAFT
PA-44-180/180T
7. Move the stabilator and trim tab to all extremes of travel and check to insure that there is no interference
between the turnbuckles and pulleys.
8. Check to insure that the stabilator up and down stops are contacted before the tee bar stops are contacted.
9. With the stabilator held securely against either stop, determine the free play of the stabilator tab. Total
free play, measured at the tab trailing edge must not exceed 0.15 of an inch.
FLAPS.
WING FLAP CONTROLS.
REMOVAL OF WING FLAP CONTROLS. (Refer to Figure 27-25.)
1. To remove the flap torque tube assembly:
A. Remove the access plate located between the underside of the aft section of each wing and the
fuselage by removing attaching screws.
B. Remove the floor panel located aft of the main spar by removing the center seats, seat belt
attachments and the screws securing the panel. Lift the panel and remove from airplane.
C. Disconnect the left and right flap control tubes (rods) at the flaps by removing the nuts, washers
and bolts or at the torque tube cranks (arms) by removing the bolts and washers from the inner
side of each crank. It will be necessary to remove bolt through a hole in the side skin of the
fuselage located over the torque tube with the flap handle moved to its 40 degree position.
D. Fully extend the flaps with the flap handle. Disconnect the flap tension spring at the spar or the
aft end of the control cable, as desired.
E. Grasp the flap handle, release the plunger, and allow the flap to return to the retracted position.
Use caution as forward pressure will be on the handle with the tension spring disconnected.
F. Disconnect the flap return spring at the spar or return chain, as desired.
G. Disconnect the control cable from the chain by removing cotter pin, nut, and clevis bolt.
H. Remove the tube support blocks by removing the block attachment bolts.
I. Remove the nuts, washers and bolts securing the right and left cranks and stop fittings on the
torque tube.
J. From between each wing and the fuselage, remove the cranks from the torque tube.
K. Disconnect one bearing block from its mounting brackets by removing nuts, washers and bolts.
L. Slide the tube from the bearing block still attached to its brackets, raise the end and lift it from the
floor opening.
2. The flap control cable may be removed by the following procedure:
A. If the center seats and floor panel have not been removed, remove the seats and the screws securing
the floor panel.
B. Disconnect the flap tension spring from the cable if not previously disconnected, by extending the
flaps to relieve spring tension.
C. Retract the flap. Use caution as forward pressure will be on the handle with the spring
disconnected.
D. Disconnect the cable from the chain by removing cotter pin, nut, clevis pin and bushing.
E. Remove the flap handle bracket and trim control wheel cover.
F. Remove the aft heat deflectors on each forward floor tunnel by sliding far enough to release the
spring fasteners.
G. Lift the aft section of the tunnel carpet far enough to remove the screws securing the tunnel cover
that is between the flap handle and the spar cover. Remove the cover.
27-50-01
Page 27-41
lL19
PIPER AIRCRAFT
PA-44-180/180T
H. Remove the cotter pin cable guard from the flap cable pulley located inside the floor tunnel just
ahead of the spar housing.
I. Remove the cable rub blocks located in the floor opening on the aft side of the spar housing by
removing the attachment screws.
J. Disconnect the cable turnbuckle at the flap handle by removing cotter pin, nut and bolt.
3. Remove the flap handle and bracket by disconnecting the cable turnbuckle from the handle and
removing the bolts securing the bracket to the floor tunnel.
19
C FLAP TRAVELS
A = 10° ± 2°
B = 0° ± 1 °
C = 25° ± 2°
0= 40° ± 2°
1. BRACKET, ROD ATTACHMENT 17. SPROCKET, TENSION SPRING

2. BOLT, WASHER & NUT 18. BOLT, WASHER & NUT
3. JAM NUT 19. BRACKET, BEARING BLOCK
4. ROD, FLAP CONTROL 20. CHAIN, TENSION SPRING
5. BOLT, BEARING BLOCK ATTACHMENT 21. CLEVIS BOLT, BUSHING NUT & COTTER PIN
6. BRACKET, BEARING BLOCK 22. SPRING, TENSION
7. BLOCK, BEARING 23. CABLE, FLAP CONTROL
8. NUT, LOCK 24. PULLEY
9. SCREW, FLAP ADJUSTMENT 25. TURNBUCKLE
10. BOLT, WASHER & NUT 26. CLEVIS BOLT, NUT & COTTER PIN
11. CRANK (ARM), TORQUE TUBE 27. BOLT, BUSHING, WASHER & NUT
12. BOLT, WASHER & BUSHING 28. BRACKET, FLAP HANDLE
13. FITTING, TORQUE TUBE STOP 29. FLAP HANDLE
14. TUBE, TORQUE 30. CHAIN, RETURN SPRING
15. BOLT, WASHER & NUT 31. BLACK, BEARING
16. BLOCK, BEARING 32. SPRING, RETURN
33. BUTTON, FLAP RELEASE
Figure 27-25. Flap Controls and Rigging

27-50-01
Page 27-42
lL20
PIPER AIRCRAFT
PA-44-180/180T
INSTALLATION OF WING FLAP CONTROLS. (Refer to Figure 27-25.)
1. The nap torque tube assembly may be installed by the following procedure:
A. Install the chain sprockets with chains on the torque tube and secure with bolts, washers and nuts.
B. Slide the tube stop fittings on their respective ends of the torque tube.
C. Ascertain that one bearing block fitting is installed between its attachment brackets.
D. Slide the other bearing block over its respective end of the torque tube.
E. Position the torque tube by placing the end with the bearing block on it between the mounting
bracket and sliding the other end into the previously attached bearing block.
F. Position the remaining bearing block and secure with bolts, washers and nuts.
G. Push the torque tube cranks (arms) on each end of the torque tube and slide the stop fitting in
place. Align the bolt hole of the crank and stop fitting with the holes in the torque tube, and
install bolts. The holes in the stop fitting are elongated to allow the stop fitting to be pushed
against the bearing blocks thus allowing no side play of the assembly. Tighten the bolt assemblies
on the stop fittings.
H. Install the tube support blocks on their support brackets and secure with bolts.
I. Connect the nap return spring to the return chain and! or at the spar housing.
J. Connect the control cable end to the tension chain and secure with bushing, clevis bolt, nut and
cotter pin.
K. Pull the flap handle full back and connect the tension spring. Release the nap handle to the forward
position.
L. Connect the nap control tube to the flap and! or torque tube crank and secure.The bolt and bushing
that connects the control tube to the crank is installed through a hole in the side of the fuselage
located over the torque tube.
2. To install the nap handle with bracket, place the assembly on the floor tunnel and secure with bolts.
3. The nap control cable may be installed by the following procedure:
A. Attach the cable and turnbuckle to the flap handle arm and secure with a new clevis bolt, nut and
cotter pin. Ascertain that the turnbuckle end is free to rotate on the arm.
B. Route the cable through the tunnel and spar housing.
C. Install the cable rub blocks on the aft side of the spar housing and secure with screws.
D. Install cotter pin cable guard over pulley located just ahead of the spar housing in the forward
floor tunnel.
E. Attach the cable end to the tension chain and secure with bushing, clevis bolt, nut and cotter pin.If
the chain is not installed because of the torque tube assembly being removed, install the assembly
as given in Step 3.
F. Pull the flap handle full back and connect the tension spring to the cable end.
4. Install the tunnel cover and secure with screws. Also the tunnel carpet, heat deflectors, and bracket
cover.
5. Install the floor panel and seat belt attachments. Secure with screws and install seats.
RIGGING AND ADJUSTMENT OF WING FLAPS. PPS50033
1. Place the flap handle in the full forward, flap retracted position.
2. If not previously accomplished, remove the floor panel just aft of the main spar.
3. If required, adjust the flap up stop and step lock, loosen the jam nut of the right torque tube stop screw.
located in the floor opening along the outer end of the flap torque tube, and turn the stop screw to
obtain approximately 0.60 of an inch between the stop fitting and the bearing block as measured along
the top side of the screw. (Refer to Figure 27-26.)It may be necessary to loosen the adjustment screw
of the left stop.
27-50-02
Page 27-43
lL21
PIPER AIRCRAFT
PA-44-180/180T
Figure 27-26. Flap Step Adjustment

4. Check cable tension and adjust if required to remove all slack. Do not tighten cable to the point that
the stop screw comes off the stop.
5. Place a 0.125 of an inch thick spacer between the right hand stop screw and stop fitting. With flaps
installed and control rods connected. determine that, when down pressure is applied on top of the flap,
it will not cause the flap to come down. If the flap extends (comes down under pressure), turn the stop
screws out a few turns until the flap remains in the up-lock position with the spacer inserted. Adjust
both stop screws, tighten jam nuts, and remove the spacer block.
6. To check the up-neutral position of the flaps place a flap rigging tool as shown in Figure 27-27 against
the underside of the wing and flap as close as possible to the outboard end of the flap without contact-
ing any rivets. ( Refer to Chapter 91 for dimensions to fabricate this tool.) The tool must be positioned
parallel with the wing ribs. with the aft end of the tool even with the trailing edge of the flap.
7. With the flap control rods connected between the torque tube crank arm and flaps; check that the sur-
face of the wing contacts the tool at its forward surface and at the spacer, and the aft end of the flap
contacts the aft end of the tool. Maintain a light up pressure on the underside of the flap to remove
slack in the linkage while making this check.
8. If required adjust each flap push rod so that the chord line of the flap forms a zero degree ± 10 angle
with the wing chord at the outboard end of the flap. This is the neutral position.
-NOlE-
To remedy wing heaviness during flight, adjust the flap on the
side of the heavy wing down from neutral by lengthening the
control rod. Check the inspection hole in each rod end to ensure
that there are sufficient threads remaining and a wire cannot be
inserted through the holes. Do not raise the flap of the other
wing above neutral.
27-50-02
Page 27-44
lL22
PIPER AIRCRAFT
PA-44-180/180T
9. While maintaining a light up pressure on the underside of the flap, check flap down travel measuring
from the neutral position obtained from Steps 6, 7 and 8. Flap deflection should be 10 ± 2 degrees at
first notch, 25 ± 2 degrees at second notch, and 40 ± 2 degrees at the third notch. Adjust the torque
tube stop screw in or out as required. After any screw adjustment, it will be necessary to review Steps
3 thru 9.
10. Check complete operation of the flaps, and handle and ratchet mechanism. Install all access covers
removed.
-NOJE-
The flap adjustment must be complete before starting on aileron
adjustments.
STALL WARNING.
STALL WARNING HORN AND LIFT DETECTOR.
This system consists of two detectors which are electrically connected to the flap position switch and the
stall warning horn. Performed the following ground check to determine that the lift detectors are functioning
properly.
The lift detectors are located on the left wing. With the master switch ON gently lift the tabs on both lift
detectors; the stall warning horn should not sound. With the master switch still ON, activate the main gear
squat switch to simulate inflight conditions; extend the flaps to the 10° flap position. The 0° to 10° flap positions
relate only to the outboard lift sensor. Gently lift out the outboard sensor; the stall warning horn should
sound. Lifting the inboard sensor should not sound the horn. With flaps positioned from 25° to 40° gently lift
the inboard sensor, the horn should sound. Lifting the outboard sensor should not sound the horn. With the
check completed return the flaps to the full up position, turn the master switch OFF and remove any items used
to activate the squat switch.
REMOVAL OF LIFT DETECTOR.
-NOJE-
The master switch must be off prior to performing any work on
the lift detector. Place reference marks on holding plate and
wing skin for use when reinstalling.
1. Remove four screws holding the plate around the tab. The lift detector is fastened to this plate;
remove the unit from wing.
2. Mark the electrical wires and terminals to facilitate installation. Remove electrical wires from lift
detector: Remove lift detector from aircraft.
INSTALLATION OF LIFT DETECTOR.

1. Attach the electrical leads to the appropriate terminals of the lift detector.
2. Position the lift detector with its mounting plate on the wing determining that the sensor blade of the
unit drops down freely. and secure in position with the four screws previously removed.
27-60-00
Page 27-45
lL23
PIPER AIRCRAFT
PA-44-180/180T
ADJUSTMENT OF LIFT DETECTOR.
The lift detector switch is adjusted at the factory when the airplane is test flown. and should not require any
further adjustment during the normal service life of the airplane. Should some type of service on the wing
require removing the switch, the following instructions will help in positioning the switch at the proper position.
Loosen the two Philip's head screws: one on either side of the vane. If the stall warning comes on to late
move the switch up. If the stall warning comes on to early. move the switch down. Tighten the screws after
making any adjustments.
-CAUTION-
NEVER TRY TO ADJUST THE SWITCH BY BENDING
THE VANE.
The only way to test the accuracy of the setting is to fly the airplane into a stall condition and note the
speed at which the stall warning comes on. The stall should be made with the flaps and landing gear up and
power off. It may be necessary to make several test flights and alternate adjustments before the desired setting
is obtained. The stall warning should come on not less than five or more than ten miles per hour before the
actual stall occurs.
1. .375 HEIGHT SPACER IS TO BE IN LINE WITH AFT SPAR RIVET
LINE, BUT SHOULD NOT MAKE CONTACT WITH ANY RIVETS.
RIGGING TOOL UP NEUTRAL W) OF FLAPS WILL OCCUR WHEN THESE POINTS
(REFER TO MAKE CONTACT WITH WING AND FLAP SKIN.
CHAPTER 91) "
~.~
~
RIGGING TOOL
(REFER TO
CHAPTER 91)
Figure 27-27. Flap Rigging Tool
27-60-00
Page 27-46
lL24
PIPER AIRCRAFT
PA-44-180/180T
27-60-00
Page 27-47
1L25 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
GRIDS 1L26 THRU 2A16

INTENTIONALLY BLANK
27-60-00
Page 27-48
April 15, 2012 1L26
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER
28 Fuel
2A17
PIPER AIRCRAFT
PA-44-180/180T
2A18
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 28 - FUEL
CHAP1ER
SECTION GRID
28-00-00 GENERAL 2A20 8-81

28-01-00 Description 2A20
28-02-00 Troubleshooting 2A20
28-10-00 STORAGE 2A24

28-11-00 Fuel Cells 2A24 A 8-82
28-11-01 Removal of Fuel Cells 2A24
28-11-02 Installation of Fuel Cells 2A24
28-11-03 Cleaning and Inspection of Fuel Cells 2A24
28-11-04 Fuel Cell Compartment 2B2
28-11-05 Molded Nipple Fittings 2B2
28-11-06 Handling and Storage of Fuel Cells 2B2
28-11-07 Repair of Fuel Cells 2B3
28-11-08 Handling of Repair Materials 2B3
28-11-09 Repair Procedures of Goodyear Vithane Fuel Cells 2B4
28-11-10 Repair Limitations of Fuel Cells 2B4
28-11-11 Repair Patch (Heat Cure Method) 2B4
28-11-12 Repair Patch (Air Cure Method) 2B7
28-11-13 Metal Fitting- Sealing Surfaces 2B7
28-11-14 Accessory Replacement 2B7
28-11-15 Defect Repairs of Fuel Cell 2B8
28-11-16 Testing Fuel Cells 2B8
28-12-00 Locking Fuel Cap 2B9 A 8-82
28-12-01 Disassembly of Locking Fuel Cap 2B9 A 8-82
28-12-02 Assembly of Locking Fuel Cap 2B9 A 8-82
28-20-00 DISTRIBUTION 2BlO

28-21-00 Gascolator 2BlO
28-21-01 Removal of Gascolator 2BlO
28-21-02 Cleaning Gascolator 2BlO
28-21-03 Reassembly of Gascolator 2BlO
28-22-00 Fuel Selector Valve 2B11
28-22-01 Removal of Fuel Selector Valve 2B11
28-22-02 Disassembly of Selector Valve 2B12
28-22-03 Cleaning, Inspection and Repair of Selector Valve 2B12
28-22-04 Assembly of Selector Valve 2B13
28-22-05 Leak Test of Selector Valve 2B13
28 - Cont.! Effec.
Page -1
2A19
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 28 - FUEL (cont)
CHAP1ER
SECTION GRID
28-23-00 Cleaning Fuel System 2B13

28-24-00 Electric Fuel Pump 2B14
28-2401 Removal and Installation of Electric Fuel Pump 2B14
28-40-00 INDICATING 2B14

28-41-00 Fuel Quantity Sender Unit 2B14
28-41-01 Fuel Quantity Sender/Gauge Check - Installed 2B14 2-81
28-42-00 Fuel Pressure Gauge Check (l80T) 2B16 2-81
28 - Cont.! Effec.
Page-2
2A20
PIPER AIRCRAFT
PA-44-180/180T
GENERAL.
The fuel system components covered in this section consist of fuel cells. fuel selector valves, gascolator and
electric fuel pumps. Each wing contains a fuel cell, having a capacity of 55 U.S. gallons, for a total capacity of
110 U.S. gallons.
This chapter also provides instructions for removal, repair, cleaning, reassembly and testing of repairable
components of the fuel system.
The aircraft is approved for operation with an anti-icing additive in the fuel. When an anti-icing additive is
used it must meet the specification MIL-I-27686, must be uniformly blended with the fuel while refueling, must
not exceed .15% by volume of the refueled quantity and to ensure its effectiveness should be blended at not less
than .10% by volume. One and one-half liquid oz' s. per ten gallons of fuel would fall within this range. A
blender supplied by the additive manufacturer should be used. Except for the information contained in this
section, the manufacturer's mixing or blending instructions should be carefully followed.
-CAUTION-
ASSURE THAT THE ADDITIVE IS DIRECTED INTO THE FLOWING FUEL

STREAM. ADDITIVE FLOW SHOULD START AFTER AND STOP BEFORE
FUEL FLOW. DO NOT PERMIT CONCENTRATED ADDITIVE TO COME
INTO CONTACT WITH THE AIRCRAFT PAINTED SURFACES OR THE
INTERIOR SURFACES OF THE FUEL TANKS. SOME FUELS HAVE ANTI-
ICING ADDITIVES PRE-BLENDED IN THE FUEL AT THE REFINERY. NO
FURTHER BLENDING SHOULD BE PERFORMED. FUEL ADDITIVE
MUST NOT BE USED AS A SUBSTITUTE FOR PREFLIGHT DRAINING OF
THE FUEL SYSTEM DRAINS.
DESCRIPTION.
An independent fuel system is incorporated into each wing permitting each engine to operate from its own fuel
supply. However, the two systems are interconnected by means of a crossfeed that will permit fuel from one cell
to be drawn by the opposite engine in the event of an emergency.
Fuel cells are installed in the aft nacelles and consists of bladder type tanks.
Fuel pressure and fuel flow for each system are indicated on their respective gauges located in the instrument
panel. A fuel quantity gauge for each system, also located in the instrument panel, indicates the amount of fuel
remaining as transmitted by electric fuel quantity sending units located in the wing tanks.
Fuel for each engine is drawn through a finger screen located in the fuel tank to a selector valve. From the
selector valve, the fuel goes through a gascolator (fuel filter) to the electric pump and into the engine driven
pump which forces the fuel to the carburetor.
TROUBLESHOOTING.
Chart 2801, lists troubles which may occur in the mechanical or electrical portions of the fuel system, the
probable cause and a suggested remedy. When troubleshooting, first check from the fuel supply or power source
to the item affected.
28-02-00
Page 28-01
2A21
PIPER AIRCRAFT
PA-44-180/180T
~ SYSTEMN~~~ALLATION
8945
7 FUEL AS
" " DEPICTED APPLIES TO PA-44-180
SERIAL NUMBERS 44-7995001 TO 44-
8095037.
FOR PA-44-180T (ALL) AND

PA-44-180 SIN 44-8195001
AND UP INSTALLATION, 180 INSTALLATION
SEE VIEW A FOR 180T INSTALLATION
SEE VIEW B
SEE VIEW A
TO HEATER INSTALLATION
180T
INSTALLATION
1. FILTER AND SUMP

2. VALVE, SELECTOR, THREE-WAY
3. PUMP, ELECTRIC VIEW A
4. FUEL CELL
5. FINGER SCREEN
6. LEVERS, FUEL SELECTOR PA-44-180T AND PA-44-180
7. DRAINS, FILTER SERIAL NUMBERS 44-8195001
AND UP
Figure 28-1. Fuel System Installation
28-02-00
Page 28-02
2A22
PIPER AIRCRAFT
PA-44-180/180T
CHART 2801. TROUBLESHOOTING (FUEL SYSTEM)

Failure of fuel to flow. Fuel line blocked. Flush fuel system.
Fuel vent cap blocked. Check and clean vent hole

in cap.
Mechanical or electrical Check and replace if necessary.

fuel pump failure.
Fuel selector valve in Reposition as required.

improper position.
Check for obstructions in
the fuel selector leverage
mechanism.
Check fuel selector cable for

freedom of movement.
Damaged fuel selector Replace fuel selector

valve. valve.
Fuel Quantity gauge fails Broken wire. Check and repair.

to operate.
Gauge inoperative. Replace gauge.
Fuel sender float partially Replace sender.

or completely filled with
fuel.
Circuit breaker open. Check and reset.
Float and arm assembly of Check.

fuel sender sticking.
Bad ground. Check for good contact at

ground lip or rear of gauge.
No fuel pressure indication Fuel selector valve stuck. Check fuel selector valve.
Fuel tanks empty. Check fuel tanks and fill.
Defective gauge. Replace gauge.
Fuel selector valve in Reposition fuel selector

improper position. valve lever.
28-02-00
Page 28-03
2A23
PIPER AIRCRAFT
PA-44-180/180T
CHART 2801. TROUBLESHOOTING (FUEL SYSTEM)

Low pressure or pressure Obstruction in inlet side Trace lines and locate
surges. of pump. obstruction.
Faulty diaphragm in Rebuild or replace pump.

pump.
Air in line to pressure Bleed line.

gauge.
28-02-00
Page 28-04
2A24
PIPER AIRCRAFT
PA-44-180/180T
STORAGE.
FUEL CELLS.
REMOVAL OF FUEL CELLS. (Refer to Figure 28-2.)
1. Turn the fuel selector to the off position and drain the fuel cell.
2. Remove the access covers from the top and side of the nacelle, also from underside of wing at rear of
nacelle.
3. Reaching through the side access panel loosen the clamps and disconnect the fitting at the vent line.
4. Reaching through the access panel at the bottom rear nacelle. disconnect the clamp to the finger strainer.
5. Disconnect the wires from the sender unit; remove the bolts that secure the sender and carefully draw the
sender with its gasket from the cell. Note the installed position of the sender.
6. Remove the bolts from the nut rings on the cell.
7. Reaching through the rear access hole, gently separate the velcro type fasteners holding the fuel cell to the
surrounding structures.
8. Place tape or other protective material around the cell access opening to prevent damage to the cell when
removing.
INSTALLATION OF FUEL CELLS. (Refer to Figure 28-2.)
1. With protective material around the cell access opening, install folded fuel cell through access hole and
orientate. reaching through access hole into fuel cell, press outward firmly to engage cell with velcro tape.
2. Install the bolts into the nut rings and torque all bolts to 30 +0 -5 inch-pounds. wait 30 minutes and retorque
to 25± 5 inch-pounds.
3. Noting the position of the sender, place sender with its gasket into cell and install bolts, connect the wires to
the sender.
4. Reaching through the access panel at the bottom rear nacelle connect the clamp to the finger strainer and
torque to 15 inch-pounds.
5. Reaching through the side access panel connect the fitting at the vent line and tighten the clamps to 15 inch-
pounds.
6. Service cell and visually inspect all fittings for leaks.
7. Replace the access covers to the top and side of the nacelle and also at the underside of the wing at the
nacelle.
CLEANING AND INSPECTION OF FUEL CELLS.
1. Fuel cells may be cleaned by the following procedure:

A. New Cells: It should not be necessary to clean new cells upon removing them from their containers. if
they are installed in the airframe cavities promptly. If for any reason the cells are not installed
immediately, and become dirty, they should be cleaned with soap and warm water to remove foreign
material prior to installation in a clean cavity.
-WARNING-
USE A VAPOR PROOF LIGHT FOR INSPECTION.
28-11-03
Page 28-05
281
PIPER AIRCRAFT
PA-44-180/180T
r-----5
1. FUEL SENDER
2. VENT LINE
3. VENT CAN
4. FUEL CELL
5. OVERFLOW LINE
6 FILLER CAP
Figure 28-2. Fuel Cell Installation
28 -11-03
Page 28-06
2B2
PIPER AIRCRAFT
PA-44-180/180T
B. Used Cells: Prior to removal, the cells are to be drained of fuel, purged with fresh air and swabbed out
to remove all traces of fuel. Following removal, the cells are to be cleaned inside and out with soap
and warm water.
2. Fuel cells may be inspected by the following procedure:
A. New Cells: Inspect the cell surface inside and outside for cuts, abraded (scuffed) areas and accessory
damage. Also, inspect the fitting seals for nicks, scratches and foreign material.
B. Used Cells: Cells removed from the airframe cavity for inspecting and repair or cells being returned to
service from storage, should be inspected as outlined above.
Cells installed in the airframe cavity may be inspected for possible repairs by reaching through the fuel cell
access plate and taking a section of cell between the thumb and forefinger.. Wipe the ridge created by this action
with MEK. If fine cracks are evident, the fuel cell is not repairable.
FUEL CELL COMPARTMENT.
1. Thoroughly clear the cell compartment of all fittings, trimmings, loose washers, bolts or nuts.
2. Round off all sharp edges of the fuel cell compartment.
3. Inspect the fuel cell compartment just prior to fuel cell installation.
4. Tape over all sharp edges and all rough rivets.
MOLDED NIPPLE FITTINGS.
The molded nipple fitting is a lightweight fitting developed for ease in installation in certain locations in the
airplane. In order to get the best service from this type fitting, it is necessary to exercise certain precautions at the
time of installation. The specific precautions other than the general care in handling are as follows:
1. Insert the finger strainer into the fuel cell 4.50 inches.
2. Insert the vent tube into the fitting.
3. The hose clamp must be clear of the end of the fitting by 114 inch where possible.
4. Locate the hose clamp on the fabric-reinforced area of the nipple.
5. Torque the hose clamp 15 to 20 inch-pounds. Do this once. Do not re-tighten unless the hose clamp is
loosened completely and allowed to set for 15 minutes before re-tightening.
6. Do not use sealing paste or gasket compound.
7. Apply a thin film of Simonize Wax to metal flow tubes to facilitate installation and removal.
HANDLING AND STORAGE OF FUEL CELLS.

-WARNING-
DO NOT PERMIT SMOKING OR OPEN FLAME NEAR REPAIR AREA OR

CELLS
1. Prevent needless damage by exercising common sense care in all handling of the cells. Folding or
collapsing of cells is necessary to place them in containers for storage, install in airframe cavities and
carrying from place to place. Protect fitting seal surface from contact with cavities during removal or
installation. Use protective covers over fitting seal when practical. Protect cell from tools, hot lights, etc.,
when working around them. Avoid stepping on folds or creases in cells. Do not carry cells by fittings.
Maintain original cell contours or folds when refolding for boxing, rolling to insert in airframe cavities or
handling in the repair area.
28-11-06
Page 28-07
283
PIPER AIRCRAFT
PA-44-180/180T
The cells to be repaired should be placed on a well-lighted table. Maintain natural contours, if possible, while
repairing. Prevent contact with sharp edges, corners, dirty floors or other surfaces. Repair area must be well-
ventilated. Do not stack cells. Inspect cavities and insure cleanliness prior to installing any cell.
2. When storing cells, observe the following rules:
A. Fold cells smoothly and lightly as possible with a minimum number of folds. Place protective
wadding between folds.
B. Wrap cell in moisture-proof paper and place it in a suitable container. Do not crowd cell in container,
use wadding to prevent movement.
C. Stack boxed cells to allow access to oldest cells first. Do not allow stacks to crush bottom boxes.
Leave cells in boxes until used.
D. Storage area must be dry, 70° F, and free of exposure to sunlight, dirt and damage.
E. Used cells must be cleaned with soap and warm water prior to storage. Dry, and box as outlined
above.
REPAIR OF FUEL CELLS.
-WARNING-
WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED

IN PIPER AIRCRAFT, IT IS THE USER'S RESPONSIBILITY TO REFER TO
THE APPLICABLE VENDOR PUBLICATION.
Procedures for the maintenance, repair and "quick cure" repair of fuel cells constructed of LORAL or
GOODYEAR VITHANE® material, should be referenced to the applicable vendor publication (see VENDOR
PUBLICATIONS page, introduction section). There are two methods by which these repairs may be
accomplished. One method is by heat cure, the other is air cure. The end result of either repair is a neat,
permanent repair. The heat repair allows the cell to be cured and ready for reinstallation in two hours while the
air cure method requires that the cell not be moved for 72 hours during the air cure period.
-Note-
Air cure repairs to be made at room temperature at approximately 75°F. For each 10°
drop in temperature add 20 hours cure time. For instance if room temperature reads
65°F, air cure for 92 hours instead of 72 hours.
28-11-08
Page 28-08
284
PIPER AIRCRAFT
PA-44-180/180T
GRIDS 2B5 THROUGH 2B7

INTENTIONALLY LEFT BLANK
28-11-11
Page 28-09
285
PIPER AIRCRAFT
PA-44-180/180T
TESTING FUEL CELLS.
Either of the following test procedures may be used to detect leaks in the bladder cells:
1. Soap Suds Test.

A. Attach test plates to all fittings.
B. Inflate the cell with air to a pressure of 114 psi MAXIMUM.
C. Apply a soap and water solution to all repaired areas and any areas suspected of leakage. Bubbles will
appear at any point where leakage occurs.
D. After test. remove all plates and wipe soap residue from the exterior of the cell.
2. Chemical Test.
A. Attach test plates to all fitting openings except one.
B. Make up a phenolphthalein solution as follows: Add 40 grams phenolphthalein crystals in 112 gallon
of ethyl alcohol. mix, then add 112 gallon of water.
C. Pour ammonia on an absorbent cloth in the ratio of 3ml per cubic foot of cell capacity. Place the
saturated cloth inside the cell and install remaining test plate.
D. Innate the cell with air to a pressure of 114 psi MAXIMUM, and maintain pressure for fifteen minutes.
E. Soak a large white cloth in the phenolphthalein solution, wring it out thoroughly, and spread it
smoothly on the outer surface of the cell. Press the cloth down to insure detection of minute leaks.
F. Check the cloth for red spots which will indicate a leak. Mark any leaks found and move the cloth to a
new location. Repeat this procedure until the entire exterior surface of the cell has been covered. If
red spots appear on the cloth. they may be removed by re-soaking the cloth in the solution.
G. The solution and test cloth are .satisfactory only as long as they remain clean. Indicator solution that is
not in immediate use should be stored in a closed rustproof container to prevent evaporation and
deterioration.
After the test. remove all plates and test equipment. Allow the cell to air out.
In conducting either text outlined above, the cell need not be confined by a cage or jig, providing the 114 psi
pressure is not exceeded.
-Note-
The chemical test is the more sensitive and preferred test.
28-11-16
Page 28-10
288
PIPER AIRCRAFT
PA-44-180/180T
LOCKING FUEL CAP.
DISASSEMBLY OF LOCKING FUEL CAP.
1. Remove two screws on back of fuel cap.

2. Remove screw which secures pawl to back of key lock assembly.
3. Remove pawl from back of key lock assembly.
4. Remove nut which secures key lock to cover.
5. Slide lock, gasket and spring over back of key lock.
6. Key lock may be removed by pushing key lock through cover.
ASSEMBLY OF LOCKING FUEL CAP.
1. Insert key lock through cover making certain that O-ring is installed under head of key lock.
2. Slide spring, gasket and lock over back of key lock.
3. Reinstall nut which secures key lock to cover.
4. Attach pawl to back of lock assembly with screw previously removed.
5. Apply Loctite 271 to thread of two screws previously removed from back of fuel cap, then install screws in
back of fuel cap.
C641
COVER SEE NOTE O-RING COVER
Figure 28-3. Locking Fuel Cap Assembly
28-12-02
Page 28-11
289
PIPER AIRCRAFT
PA-44-180/180T
DISTRIBUTION.
GASCOLATOR. (refer to Figure 28-4.)

-Note-
The gascolator should be inspected at periodic intervals as explained in Chapter 12,

Servicing Fuel System.
REMOVAL OF GASCOLATOR.
1. Determine that the fuel selector valve lever is in the off position. Remove scoop and screen from bottom of
fuselage to gain access to the gascolator.
2. Drain remaining fuel from gascolator by opening drain valve located on the side of the fuselage just forward
of the entrance step.
3. Cut safety wire and remove acorn nut, remove bowl, safety nut and screen assembly.
CLEANING GASCOLATOR.
1. Clean screen assembly and bowl thoroughly using acetone or other suitable dry type cleaning solvent. Dry
using a light blast of compressed air. Replace screen if any signs of damage or deterioration are evident.
2. Discard gasket and replace it with a new one at reassembly.
REASSEMBLY OF GASCOLATOR.
1. Replace screen assembly and nuts, install new gasket on top of bowl assembly. Carefully insert bowl, and
replace washer and nut.
2. Safety nut to adjacent elbow.
3. Determine that the drain valve on the side of the fuselage is closed and place the fuel selector valve lever in
the desired position. Replace screen and scoop on bottom of fuselage.
28-21-03
Page 28-12
2810
PIPER AIRCRAFT
PA-44-180/180T
255
TORQUE 60
1. BODY, FILTER 10. SEAT, RELIEF

2. O-RING SEAL 11. DISCS, FILTER
3. TUBE, OUTER 12. WASHERS
4. NUT 13. CUP, RETAINER
5. STUD 14. NUT, CHECK
6. DRAIN, FILTER, FITTING 15. BOWL, FILTER
7. NUT 16. WASHER
8. SPRING 17. SAFETY WIRE
10. BALL, RELIEF
Figure 28-4. Gascolator Assembly
FUEL SELECTOR VALVE.
REMOVAL OF FUEL SELECTOR VALVE.
1.The fuel selector valve need not be removed unless any of the following conditions exist:
A. Failure of selector lever to seat in detent.
B. Signs of leakage.
C. Difficulty in moving fuel selector lever.
2. In the event it is necessary to remove the fuel selector valve, remove rear seat and floor.
3. Drain appropriate fuel tank. (Refer to Draining Fuel Tank, Chapter 12.)
4. Disconnect control cable from valve selector lever. Disconnect fuel lines and mounting hardware and
remove fuel selector valve.
-Note-
Except for replacement of O-rings, the fuel selector valve should be overhauled only
when necessary.
It is suggested that the selector lever and control cable ends be color coded for correct
reassembly.
28-22-01
Page 28-16
2811
PIPER AIRCRAFT
PA-44-180/180T
1113
3 86 13 181514 5 1. PAC~NG,PREFORMED 2 10 17
2. BODY, VALVE
3. ROLL PIN
4. SHAFT
5. LEVER, SELECTOR
6. COVER
7. SPRING, DETENT
8. SPACER
9. CAP ASSEMBLY
10. PLATE
11. FITTING
12. SPOOL, VALVE
13. SCREW, FLAT HEAD
14. SCREW, SLOTTED
15. WASHER, LOCK
16. PACKING, PREFORMED
17. PACKING, PREFORMED
18. PACKING, PREFORMED ' - - - - - '
19. SEAL - -.....
20. ROLL PIN -+----
I
21. GEAR
4 21 16-19
SECTION "\-J.\
L.J.\ 12 1 11
Figure 28-5. Fuel Selector Valve
DISASSEMBLY OF SELECTOR VALVE. (Refer to Figure 28-5)
1. Remove the four screws and washers that attach the cap assembly to the valve body.
2. Pull the cap assembly straight from the valve body.
3. Push the spool from the valve body.
4. To disassemble the cap assembly, remove the roll pin that secures the gear on its shaft by driving the pin
with a 3/32 straight drift punch.
5. Remove the gear and spacer from the shaft.
6. Remove the four screws that secure the packing and seal cover. Remove the cover.
7. Remove old O-rings and seal.
8. If fitting is removed, replace O-ring packing.
CLEANING, INSPECTION AND REPAIR OF SELECTOR VALVE.
1. Clean the valve components in a dry cleaning solvent.

2. Inspect the valve for the following:
A. Check that the friction surfaces of the valve are free from nicks, dents and burrs.
B. Check that the teeth of the gear and spool are not damaged.
C. Check that the threaded surfaces are not stripped or cross-threaded.
D. Check that the selector detent mechanism is operating properly.
28-22-03
Page 28-17
2812
PIPER AIRCRAFT
PA-44-180/180T
3. Repair to the valve is limited to reconditioning of parts, such as smoothing out minor nicks and scratches.
and the replacing of O-ring packings and seal.
-Note-
Fittings m valve are special. Do Not use AN fittings.
ASSEMBLY OF SELECTOR VALVE. (Refer to Figure 28-5.)
1. If either fitting was removed. install the O-ring packing and assemble the fitting on the valve body.
2. Lubricate the O-ring packings with a thin coat of stop-lock grease and install on the valve spool.
3. Insert and center the spool in the valve body.
4. Lubricate the seal and O-ring, and install in the cap assembly.
5. Ascertain that the shaft is in place and install cover. Secure with screws.
6. Slide the spacer and gear on the shaft, with the pinholes aligned so that the gear teeth are opposite the
selector lever. Secure the gear with roll pin.
7. Install the O-ring packing on the cap assembly.
8. Place the selector handle in neutral in relation to the cap and install the cap assembly in the valve body.
Secure the cap assembly with screws and washers.
9. Check valve operation.
LEAK TEST OF SELECTOR VALVE.
1. Connect the inlet port of the valve assembly to a 25 psi air source.
2. Plug the right hand port and close the left hand port by placing the control lever to the right.
3. Apply pressure to 25 psi. There shall be no evidence of leakage either through the port or around the fitting
and lever when submerged in kerosene or a similar petroleum base fluid for 30 seconds.
4. Depressurize, remove the plug from the right hand port, place on left hand port and close right hand port by
placing the lever to left.
5. Repeat Step 3.
6. Disconnect and wipe fluid from exterior.
CLEANING FUEL SYSTEM.
1. To flush fuel cell and selector valve, disconnect the fuel line from the carburetor.
2. Select a fuel cell, turn on the electric pump and flush fuel through the system until the tank is empty.
Agitation of the fuel within the cell during this operation will help pick up and remove dirt and other foreign
matter from the fuel cell and selector valve.
3. Repeat this procedure for each fuel cell.
4. When both cells are flushed, clean gascolator and fuel tank finger screens.
28-23-00
Page 28-18
2813
PIPER AIRCRAFT
PA-44-180/180T
ELECTRIC FUEL PUMP.
REMOVAL AND INSTALLATION OF ELECTRIC FUEL PUMP.
There is one electric fuel pump for each engine. The pump is mounted in the inboard side of wing. To
remove pump. proceed as follows:
1. Remove access cover located on the bottom of the inboard wing.

2. Remove the fuel lines from the pump, and disconnect the electrical wiring.
3. Remove bolts holding pump in position and withdraw pump through access opening.
4. Do not attempt to disassemble or repair fuel pump. If fuel pump proves to be defective it should be
replaced.
5. Reinstall pump in reverse order of removal.
-CAUTION-
DO NOT RUN PUMP DRY.
INDICA TING.
FUEL QUANTITY SENDER UNIT.

-Note-
The fuel cells in each nacelle are interconnected and have a total capacity of 110
gallons. Fuel quantity sender units mounted in each fuel cell transmit electrically the
quantity of fuel in each cell, to fuel quantity gauges mounted in the instrument panel.
A dipstick in the side pocket of the cabin, can also be used to manually check the
indicating system.
FUEL QUANTITY SENDER/GAUGE CHECK (INSTALLED).
Fuel quantity sender units and fuel quantity gauges can be checked while mounted in the airplane by using the
following procedure:
1. Put the fuel selector levers in the "ON" position. Completely drain fuel cell that relates to the fuel
quantity sender and gauge to be checked. (Refer to Draining Fuel System, Chapter 12)
2. Level airplane laterally. (Refer to Leveling, Chapter 8)
-Note-
An external power supply providing 14 ± .2 volts should be utilized for the fuel
Quantity Sender/Gauge Check.
28-41-01
Page 28-19
2814
PIPER AIRCRAFT
PA-44-180/180T
3. With the master switch in the "OFF" position, 14 ± .2 volts D.C. applied to system, fuel selector valves in
the "ON" position, and no fuel in the tanks, the gauge needle should be centered on the white dot to the left
of the "0" radial mark, with a maximum deviation of 112 needle width. If not within this tolerance the
guage should be replaced.
4. Add fuel to the tanks in accordance with the information given in Chart 2802, until tanks are full. Observe
the gauge reading at each 10 gallon increment. To reduce internal gauge friction tap the gauge.
5. With the tanks full the needle should be centered on the "F" radial mark within ± 1 needle width. If not
within this tolerance adjust (refer to Figure 28-6), just sufficiently to bring it within tolerance - do not center
the needle.
CHART 2802. SENDERIFUEL QUANTITY GAUGE TOLERANCES
FUEL QUANTITY SENDER

ADDED RESISTANCE GAUGE TOLERANCE
(GALLONS) (OHMS)(REF.) INDICATION (NEEDLE WIDTHS)
1.5* 9 0 -112
21.5 54 20 ±1
41.5 84 40 ±1
FULL 95 F ±1
*Includes 0.5 gallons to fill lines, gascolalor and carburetor.
EMPTY DOT
ELECTRICAL
ADJUSTMENT
ACCESS HOLE
IN POINTER WIDTHS
CALIBRATION
GRADUATION OHMS DEGREES TOLERANCE
DOT MECH ZERO -39° -1/2
o GALS 9 -30° -1, +0
10 GALS 37 _7° ±1
20 GALS 54 +8° ±1
40 GALS 84 +26° ±1
F 95 +30° +1, -1/2
,-----------------------------------------------------________________________________________________ '-'- - - - - - - - - - - - - - - - - - 1
INSTALLED ON
PA-44-180
(SIN 44-95001
I II . , ' I II SEND IGN AND UP)
10 20 40 F
U.S.
EFT FUEL
GALS @e@ 14V
___________________________________________________________________________________________________________________________________________________________________________________ .J
Figure 28-6. Fuel Gauge
28-41-01
Page 28-20
2815
PIPER AIRCRAFT
PA-44-180/180T
FUEL PRESSURE GAUGE CHECK.
1. With electrical power off, the fuel pressure gauge shall indicate the dot ± 112 needle width.
2. Apply positive 14 VDC to the electrical buss. Each needle should move to a position below the red line at
112 pounds per square inch.
3. Place the electrical fuel pump switches in the "ON" position. With fuel in the tanks, the gauge should
indicate between the 13 and 35 PSI radial lines.
8947
CALIBRATION1
GRADUATION OHMS DEGREES TOLERANCE2
DOT MECH ZERO -40 ± 1/2

RED
0 10 -321/2 ± 1/2
13 43 -3.6 -1 + 0
35 94 +32 +1 - 0
NOTES
1 CALIBRATE AT 14.5 VOLTS WITH PLANE OF
'-------- G REEN DIAL FACE VERTICAL ± 5°. USE WITH
ROCHESTER GAUGE 3060-23 SENDER.
2 TOLERANCE IN POINTER WIDTHS.
Figure 28-7. Fuel Pressure Gauge and Calibration

CALIBRATION
GRADUATION OHMS DEGREES TOLERANCE
DOT MECH ZERO -39° ±1/2 NOTE:
1/2 11.50 -28° -1, +0 TOLERANCE IN
5 42.0 +10° ±1 POINTER WIDTHS.
8 60.0 +25° -0, +1 RED
10 72.0 +32° ±1
SEND 14V IGN
@~@
CALIBRATION ACCESS
HOLES
Figure 28-7a. Fuel Pressure Gauge and Calibration (Aircraft SIN 44-95001 and up.)
28-42-00
Page 28-21
2816
CHAPTER
HYDRAULIC POWER
2817
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 29 -HYDRAULIC SYSTEM
CHAP1ER
29-00-00 GENERAL 2B20 9R6-20

29-01-00 Description 2B20 9R6-20
29-02-00 Troubleshooting 2B24 9R6-20
29-10-00 MAIN 2C7 9R6-20
29-11-00 Prestolite Hydraulic Pump 2C7
29-11-01 Removal of Prestolite Hydraulic Pump 2C7
29-11-02 Disassembly of Prestolite Hydraulic
Pump 2C7 9R6-20
29-11-03 Cleaning, Inspection and Repair of
Prestolite Hydraulic Pump 2C 9
29-11-04 Assembly of Prestolite Hydraulic Pump 2C9
29-11-05 Test and Adjustment of Prestolite
Hydraulic Pump 2C10 9R6-20
29-11-06 Installation of Prestolite Hydraulic
Pump 2C12
29-11-20 Oil dyne Hydraulic Pump 2C13 A6-20
29-11-21 Removal of Oil dyne Hydraulic Pump 2C13 A6-20
29-11-22 Field Service of Oildyne Hydraulic
Pump
29-11-23 Disassembly of Oildyne Hydraulic
Pump from Bracket 2C 13 A6-20
29-11-24 Disassembly of Motor Assembly from
Oildyne Pump-Adapter Assembly 2C13 A6-20
29-11-25 Disassembly of Reservoir From Oildyne
Pump-Adapter Assembly 2C13 A6-20
29-11-26 Assembly of Reservoir To Oildyne
Pump-Adapter Assembly 2C16 A6-20
29-11-27 Installation of Motor Assembly To
Oildyne Pump-Adapter Assembly 2C16 A6-20
29-11-28 Installation of Piper Bracket to Oildyne
Hydraulic Pump Assembly 2C16 A6-20
29-11-29 Installation of Oildyne Hydraulic Pump 2C 16 A6-20
29-11-40 Landing Gear Free-Fall Valve Assembly 2C17 A6-20
29-11-41 Inspection and Repair of Free-Fall Valve2C17 A6-20
29-11-42 Removal of Free-Fall Valve Assembly 2C17 A6-20
39-11-43 Installation of Free-Fall Valve Assembly2C17 A6-20
29-12-00 Nose Gear Actuating Cylinder 2C17
29-12-01 Removal of Nose Gear Actuating
Cylinder 2C17 9R6-20
29 - Cont.lErree.
Page -1
2B18
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 29 -HYDRAULIC SYSTEM
CHAP1ER
29-12-02 Disassembly of Nose Gear Actuating

Nose Gear Actuating Cylinder 2C18 9R6-20
29-12-04 Assembly of Nose Gear Actuating
29-12-05 Installation of Nose Gear Actuating
29-13-00 Main Gear Actuating Cylinder 2C19
29-13-01 Removal of Main Gear Actuating
Cylinder 2C19
29-13-02 Disassembly of Main Gear Actuating
Main Gear Actuating Cylinder 2C21
29-13-04 Assembly of Main Gear Actuating
29-13-05 Installation of Main Gear Actuating
29-14-00 Hydraulic Lines 2C22
29-14-01 Removal and Installation of Hydraulic
Lines 2C22 9R6-20
29-14-02 Testing Hydraulic System 2C22 9R6-20
29 - Cont.lErree.
Page - 2
2B19
PIPER AIRCRAFT
PA-44-180/180T
GENERAL
The PA-44-180/180T may be equipped with either a Prestolite (SIN's 44-7995002 thru 44-8195026 and all
PA-28 -180T's) or Oil dyne hydraulic pump (SIN's 4495001 and up) Prestolite pumps may be replaced with
Oildyne pumps.
The hydraulic components covered in this chapter consist of the combination hydraulic pump and reservoir,
free fall valve, actuating cylinders and hydraulic lines. The brake system, although hydraulically operated, is
not included in this chapter as it has its own hydraulic system independent of the gear retraction system. Refer
to Chapter 32 for information on the brake system.
-CAUTION-
PRIOR TO STARTING ANY INVESTIGATION OF THE
HYDRAULIC SYSTEM, PLACE THE AIRPLANE ON
JACKS (REFER TO JACKING, CHAPTER 7)
DESCRIPTION.
Hydraulic fluid to the landing gear actuating cylinders is supplied by an electrically powered reversible
pump located in the aft fuselage on the battery shelf between stations 156 and 191. A reservoir is an integral
part of the pump. The pump is controlled by a selector switch on the instrument panel to the left of the control
quadrant. As the switch is placed in either the up or down position, the pump directs fluid through the particular
pressure line to each individual actuating cylinder. Both lines serve either as pressure or return passages
depending on the rotation of the pump to retract or extend the gear (Refer to Figures 1 and 2).
A pressure switch is installed on a cross fitting connected to the pump mount assembly. During retraction
the pressure switch is the primary means to shut down the pump. This switch opens the electrical circuit to the
pump solenoid when the gear fully retracts and the pressure in the system increases to 1800 ± 100 psi. The
switch will continue to hold the circuit open until pressure in the system drops to 200 to 400 psi. At that time
the pump will again operate to build up pressure as long as the gear selector handle is in the up position. The
down position of the selector does not affect the pressure switch. (For specific pressure refer to Chart 2901.)
The hydraulic pump is a gear type unit driven by a 12 to 14-volt reversible motor designed to operate in a
pressure range as given in Chart 2901. To prevent excessive buildup of pressure in the hydraulic system due to
expansion, a thermal relief valve is incorporated in both the Prestolite and Oil dyne pumps. The Prestolite
pump's relief valve opens at 2250 ± 250 psi, allowing fluid to flow into the reservoir. The Oildyne pump's
relief valve opens at 3000 ± 200 to 300 psi. Other valves in the pump channel fluid to the proper outlet during
retraction or extension of the gear. A shuttle valve located in the base of the pump allows fluid displaced by
the cylinder pistons to return to the reservoir without back pressure. (For specific pressures refer to Chart
2902.)
Also in the system is a bypass or free-fall valve, operated by the emergency gear knob, that releases
hydraulic pressure to permit the gear to free fall, with spring assistance on the nose gear, should a malfunction
in the pump system occur. The knob must be pulled out for emergency extension. To prevent the gear from
extending too fast, there is a special restriction elbow on the nose gear retraction line. The knob must be
pushed in when the hydraulic system operational checks are being conducted. The emergency gear knob is
located on the instrument panel to the left of the control quadrants.
29-01-00
Page 29-01
2B20
PIPER AIRCRAFT
PA-44-180/180T
RIGHT MAIN GEAR LEFT MAIN GEAR

HYDRAULIC CYLINDER HYDRAULIC CYLINDER
UP RESTRICTOR UP
1 1
DOWN DOWN
,- - - -- -
NOSE GEAR ,- - -- --
HYDRAULIC
CYLINDER f-¥"'!l1!LJ'""t-j PRE S SUR E
SWITCH
PRESSURE SWITCH
OFF AT 1800 ± 100 psi
UP RESTRICTED ON AT 200 - 400 psi,
ELBOW BELOW OFF SETTING
1
DOWN
- - - - -----4=<J
FREE-FALL CONTROL
PULL TO EXTEND
2000 to 2500 psi

:<fPlI====iXlil'liI====iZ2!II=~ HIGH
PRESSURE
RESERVOIR CONTROL
THERMAL
RELIEF
2250± 250 psi
LOW
PRESSURE
CONTROL GEAR UP
CHECK VAL
DELIVERED PRESSURE 400 TO 800 psi
Figure 29-1. Schematic Diagram of Prestolite Hydraulic System
29-01-00
Page 29-02
2B21
PIPER AIRCRAFT
PA-44-180/180T
.020 Diameter HIGH PRESSURE CONTROL

BLEED HOLE 2400 ± 200 psi
THERMAL RELIEF
3000 ± 200-300 psi
LOW
PRESSURE SHUTTLE VALVE
CONTROL DELIVERED PRESSURE
600± 200 psi 400 TO 800 psi
PIPER MOUNTING BASE
__ ORIFICE OPEN (OFF) PRESSURE 1800± 100 psi

CLOSE (ON) PRESSURE 300± 100 psi
BELOW OPENING PRESSURE
PRESSURE SWITCH
GEAR DOWN
SNUBBER ORIFICE
EMERGENCY FREE-FALL
MAIN GEAR GEAR VALVE
HYDRAULIC CYLINDER MAIN GEAR
HYDRAULIC CYLINDER
MANUAL FREE-FALL
EMERGENCY EXTEND
ORIFICE
NOSE GEAR
HYDRAULIC CYLINDER
Figure 29-2. Schematic Diagram of Oil dyne Hydraulic System
29-01-00
Page 29-03
2B22
PIPER AIRCRAFT
PA-44-180/180T
-CAUTION-
PRIOR TO STARTING ANY INVESTIGATIONS OF THE HYDRAULIC

SYSTEM, PLACE THE AIRPLANE ON JACKS. WITH THE AIRPLANE ON
JACKS, PULL THE EMERGENCY EXTENSION KNOB OUT THUS
PREVENTING THE BUILDUP OF UNNECESSARY PRESSURE ON THE
ACTUATING CYLINDERS AND CONNECTING HYDRAULIC LINES WHEN
THE GEAR IS RAISED OR LOWERED MANUALLY. FAILURE TO
COMPLY WITH THESE INSTRUCTIONS COULD RESULT IN THE
BUILDUP OF SUFFICIENT PRESSURE TO UNLOCK THE DOWNLOCK
ALLOWING THE GEAR TO COLLAPSE WHEN THE WING JACKS ARE
REMOVED. PRIOR TO REMOVING THE AIRPLANE FROM THE JACKS,
PUSH THE EMERGENCY EXTENSION KNOB IN, TURN ON THE MASTER
SWITCH AND SELECT GEAR DOWN, OBSERVE THAT ALL THREE
GREEN LIGHTS ARE ENERGIZED THIS WILL INDICATE THAT THE
LANDING GEARS ARE DOWN AND LOCKED. TURN THE MASTER
SWITCH OFF.
TROUBLESHOOTING.
Malfunctions in the hydraulic system will result in failure of the landing gear to operate properly. When
trouble develops, jack up the airplane (refer to Chapter 7) and then proceed to determine the extent of the trouble.
Generally. hydraulic system troubles fall into two types, troubles involving the hydraulic supplying system and
troubles in the landing gear hydraulic system. Chart 2901 lists the troubles which may be encountered and their
probable cause and suggests a remedy.
-Note-
If it is found that the hydraulic pump is at fault and requires disassembly, it is

recommended that it be overhauled by an accredited overhaul facility. Pressure checks
with adjustments may be accomplished in accordance with instructions given.
29-02-00
Page 29-05
2823
PIPER AIRCRAFT
PA-44-180/180T
-CAUTION-
TO PREVENT THE BUILDUP OF UNNECESSARY
PRESSURE ON THE ACTUATING CYLINDERS AND
CONNECTING HYDRAULIC LINES, WHEN THE GEAR
IS RAISED OR LOWERED MANUALLY WITH THE
AIRPLANE ON JACKS, PULL THE EMERGENCY
EXTENSION KNOB OUT. FAILURE TO COMPLY WITH
THIS PROCEDURE COULD RESULT IN THE BUILDUP
OF SUFFICIENT PRESSURE TO UNLOCK THE DOWN
LOCK, ALLOWING THE GEAR TO COLLAPSE
WHEN THE WING JACKS ARE REMOVED. PRIOR TO
REMOVING THE AIRPLANE FROM THE JACKS, PUSH
THE EMERGENCY EXTENSION KNOB IN, TURN THE
MASTER SWITCH ON, AND SELECT GEAR DOWN.
OBSERVE THAT ALL THREE GREEN LIGHTS ARE
ENERGIZED, INDICA TING THAT THE LANDING
GEARS ARE DOWN AND LOCKED. TURN THE
MASTER SWITCH OFF.
CHART 2901. LEADING PARTICULARS, HYDRAULIC SYSTEM

HYDRAULIC PUMP HYC5005 Piper PIN 481 879
PRESTOLIIE OILDYNE
Hydraulic Pump
High Pressure 2000 to 2500 psi 2400 ± 200 psi
Low Pressure 650 ± 150 psi 600 ± 200 psi
Flow Rate @ 1000 psi 45 cu. in. per min. 60 cu. in. per min.
Hydraulic Fluid MIL-H-5606 MIL-H-5606
Thermal Relief Valve 2250 ± 250 psi. 3000 + 300 / -200 psi
Shuttle Valve Delivered
Pressure 400 - 800 psi 400 - 800 psi
Pressure Switch
Open (OFF) Pressure 1800 ± 100 psi 1800 ± 100 psi
Close (ON) Pressure 200 to 400 psi 300 ± 100 psi
TROUBLESHOOTING.
Malfunctions in the hydraulic system will result in failure of the landing gear to operate properly. When
trouble develops, jack up the airplane (refer to Chapter 7) and then proceed to determine the extent of the trou-
ble. Generally. hydraulic system troubles fall into two types, troubles involving the hydraulic supplying system
and troubles in the landing gear hydraulic system. Chart 2902 lists the troubles which may be encountered and
their probable cause and suggests a remedy.
-NOIE-
If it is found that the hydraulic pump is at fault and requires
disassembly, it is recommended that it be overhauled by an
accredited overhaul facility. Pressure checks with adjustments
may be accomplished in accordance with instructions given.
29-02-00
Page 29-05
2B24
PIPER AIRCRAFT
PA-44-180/180T
CHART 2902. TROUBLESHOOTING HYDRAULIC SYSTEM
Landing gear retraction system Landing gear actuator circuit Reset circuit breaker and determine
fails to operate. breaker open. cause for open circuit breaker.
Landing gear selector Reset circuit breaker and

circuit breaker open. determine cause for open circuit
breaker.
Landing gear actuator circuit Check wiring.

wires broken.
Landing gear selector circuit Check wiring.

wires broken.
Safety (squat) switch out of Readjust switch. (Refer to

adjustment. Adjustment of Safety Switch.)
Squat switch inoperative. Replace switch.
Pressure switch inoperative. Replace switch.
Pump retraction solenoid Replace solenoid.

inoperative (upper solenoid).
-NOJE-
If the retracting solenoid of the pump can be heard to actuate
when operating the gear selector switch, it may be assumed that
the gear control circuit is operating properly and the actuator
circuit should be further checked
Gear selector switch ground Check ground.

incomplete.
Gear selector switch inoperative. Replace switch.
Hydraulic pump ground Check ground.

incomplete.
Hydraulic pump inoperative. Replace or overhaul pump.
Hydraulic fluid in reservoir Fill reservoir with hydraulic

below operating level. fluid.
Battery low or dead. Check condition of battery.
29-02-00
Page 29-06
2et
PIPER AIRCRAFT
PA-44-180/180T
CHART 2902. TROUBLESHOOTING HYDRAULIC SYSTEM (cont.)
Landing gear extension system Landing gear actuator circuit Reset circuit breaker and
fails to operate. breaker open. determine cause for open circuit
breaker.
Landing gear selector circuit Reset circuit breaker and

breaker open. determine cause for open circuit
breaker.
Landing gear actuator circuit Check wiring.

wires broken.
Landing gear selector circuit Check wiring.

wires broken.
Pump extension outboard Replace solenoid.

solenoid inoperative.
-NOJE-
If the extension solenoid of the pump can be heard to actuate
when operating the gear selector switch, it may be assumed that
the gear control circuit is operating properly and the actuator cir-
cuit should be further checked.
Gear selector switch ground Check ground.

incomplete.
Gear selector switch inoperative. Replace switch.
Hydraulic pump ground Check ground.

incomplete.
Hydraulic pump inoperative. Replace or overhaul pump.

Low or dead battery. Check condition of battery.
29-02-00
Page 29-07
2C2
PIPER AIRCRAFT
PA-44-180/180T
Landing gear retraction extremely Hydraulic fluid in reservoir Fill reservoir with hydraulic
slow. below operating level. fluid.
Restriction in hydraulic lines. Isolate and check hydraulic lines.
Shuttle valve sticking in pump Check cause.

base.
Pump stops during gear Landing gear actuator circuit Reset circuit breaker and deter-
retraction. breaker opens. mine cause for overload.
Landing gear selector circuit Reset circuit breaker and deter-

breaker opens. mine cause for overload.
Pressure switch out of

(1) Remove and readjust or replace
adjustment. switch.
Mechanical restriction or Place airplane on jacks and run

obstruction in hydraulic system retraction check. Isolate and
to allow pressure to up and shut determine cause.
off pump before gear has retracted.
Shuttle valve sticking in pump Check cause.

base.
(1) Oil dyne pumps may require

overhaul.
Pump stops during gear Landing gear actuator circuit Reset circuit breaker and deter-
extension. breaker opens. mine cause for overload.
Landing gear selector circuit Reset circuit breaker and deter-

breaker opens. mine cause for overload.
Pump fails to shut off though Pressure switch inoperative. Replace switch.
gear has fully retracted.
Pressure switch out of Replace switch.
adjustment.
Pump retraction inboard solenoid Replace solenoid.

sticking.
29-02-00
Page 29-08
2C3
PIPER AIRCRAFT
PA-44-180/180T
Pump fails to shut off though Internal leakage of system. Check free fall valve for internal
gear has fully retracted. (cont.) leakage.
Check gear actuating cylinders

for internal leakage.
Check for internal damage to

(2)
hydraulic pump.
External leakage of system. Check free fall valve for external

leakage.

for external leakage.
Check for broken or damaged

hydraulic lines or hoses.
Pump relief valve out of Replace pump.

adjustment.
Prestolite pumps only.
(2)
Return Oil dyne pumps to Piper

Aircraft via local Piper
distributor for overhaul.
Pump fails to shut off though the Pump extension lower solenoid Replace solenoid.
gear has fully extended. sticking.
Nose gear down limit switch Adjust switch actuator. (Refer

actuator out of adjustment. to Adjustment of Nose Gear
Down Limit Switch.)
Nose gear down limit switch Replace switch.

failed.
Main gear down limit switch out Adjust switch. (Refer to

of adjustment. Adjustment of Main Gear Down
Limit Switch.)
Main gear down limit switch Replace switch.

failed.
-NOTE-
The out of adjustment or failed switch may be determined by
noting which down light is not lit.
29-02-00
Page 29-09
2C4
PIPER AIRCRAFT
PA-44-180/180T
Pump running intermittently after Leakage of high pressure check Remove pump and replace
(2)
gear has retracted. valve. check valve.
Internal leakage of system. Check free fall valve for internal

leakage.

External leakage of system. Check free fall valve for external

leakage.

for external leakage.

hydraulic lines.
(2) Prestolite pumps only.

Return Oil dyne pumps to Piper
Aircraft via local Piper
distributor for overhaul.
Gear stops part way up, but pump Pump high pressure relief valve Replace pump.
continues to run. out of adjustment.
Internal leakage of system. Check free fall valve for internal

leakage.


hydraulic lines.

All gears fail to free fall. Free fall valve fails to open. Check valve and cables
connections. Replace valve or
connect cables.
29-02-00
Page 29-10
2CS
PIPER AIRCRAFT
PA-44-180/180T
With gear selector down and Shorted gear up solenoid. Replace solenoid.
three green lights on, gear unsafe
light comes on intermittently or
continuousl y.
With gear selector down and Shorted gear up solenoid. Replace solenoid.
three green lights on, pump
motor circuit breaker opens.
With gear unsafe light on, pump Shorted gear down solenoid. Replace solenoid.
operates on and off.
With gear unsafe light on, pump Shorted gear down solenoid. Replace solenoid.
motor circuit breaker opens.
CHART 2903. HYDRAULIC PUMP MOTOR CHARACTERISTICS

ELECIRlCALCHARACIERISI1CS PRESIDLITE - HYC5005 OlLDYNE-PlPERPIN481879
Voltage 14 VDC 14 VDC
Rotation Reversible Reversible
Polarity Negative ground Negative ground
Operating Current 75 amps, max. at 14 volts (both 18 amps, max at 14 volts(both
rotations) rotations)
Operating Time 12 seconds max. with a current 5 - 10 seconds with a current load
load of 75 amperes at 77 ° F. of 100 amperes at 77° F.
Overload Protection Thermal circuit breaker Thermal circuit breaker
Automatic Reset Time 12 seconds, max. 12 seconds, max.
Location, Automatic Reset Commutator end head of motor Commutator end head of motor
MECHANICAL
CHARACTERISTICS
Bearings Absorbent bronze (Drive end
bearing in upper pump and ---------
valve assembly casting)
Steel ball (Thrust, between

commutator end head and end ---------
of armature shaft)
End Play, Armature 0.005 inch, minimum (Adjust by

selection of thrust washers on ---------
drive end of armature shaft)
29-02-00
Page 29-11
2C6
PIPER AIRCRAFT
PA-44-180/180T
MAIN.
-NOJE-
PA-44-180, SIN's 44-7995001 thru 44-8195026, and all PA-
44-180T's were equipped with Prestolite hydraulic pumps. PA-
44-180, SN's 4495001 and up were equipped with Oil dyne
hydraulic pumps. Presto lite pumps may be replaced with
Oil dyne pumps. No repair is authorized of the Oildyne
Hydraulic Pump
-NOJE-
It is the users responsibility to refer to the applicable vendor
publication when servicing or inspecting vendor equipment
installed in Piper airplanes.
PRESTOLITE HYDRAULIC PUMPS.

REMOVAL OF PRESTOLITE HYDRAULIC PUMPS.
The hydraulic pump with reservoir incorporated is located in the aft section of the fuselage between
stations 156 and 191. Access to the pump is through the access panel in the baggage compartment.
1. Disconnect the pump electrical leads from the pump solenoid relays and the ground wire from the
battery shelf. Mark electrical leads to facilitate installation.
2. Disconnect the hydraulic lines from the pump. Cap the line ends to prevent contamination.
3. Remove pump by removing pump attaching bolts.
4. Cap or plug all ports.
5. Clean exterior of pump using a dry cleaning solvent to remove accumulated dirt and dust.
DISASSEMBL Y OF PRESTOLITE HYDRAULIC PUMP (Refer to Figure 29-3.)

It is recommended that faulty Prestolite hydraulic pumps be sent to an accredited overhaul facility for dis-
assembly and repair.
The major components of the pump assembly are the pump base, pump motor, and valve, reservoir, and
gear case. To disassemble the major components:
1. Remove pump base from valve and gear case by:
A. Cutting safety wire and removing bolts with washers securing pump base to pump and gear case.
B. The check valve within the pump base should be removed for cleaning purposes only. To remove
valve, cut safety wire and remove bolt, spring and steel ball. Replace O-ring at reassembly.
2. Remove pump motor from the pump and disassemble as follows:
A. Remove thru bolts from head of motor. Using a knife cut the seal coating between the motor head
and case.
B. Lift the head up from the case approximately 0.50 of an inch. This will allow inspection of brushes
without the brushes unseating from the commutator. (Refer to the next paragraph for brush
inspection.) The brush leads are secured to the head assembly.
C. Raise the head assembly off the armature and note the small thrust ball located between the end of
the armature and motor head. Do not misplace this bearing.
D. Draw the armature from the motor frame. Note the number of thrust washers mounted on the
drive end of the armature shaft.
E. Remove the motor frame from the pump reservoir.
29-11-02
Page 29-12
2C7
PIPER AIRCRAFT
PA-44-180/180T
1. MOTOR HEAD
2. BRUSH SPRING
3. BRUSH
4. THROUGH BOLT
5. WIRE LEAD
6. THRUST BALL
7. ARMATURE ----6
8. MOTOR FRAME
9. SLEEVE
10. THRUST WASHER ~----7
11. VENT AND FILLER SCREW

12. RESERVOIR
13.
14.
SEAL
VALVE AND CASE GEAR
4~ ~~~""---8
15. SCREW (8)
16. O-RING (MS28775-012) ~---9
17. PUMP BASE
18. STUD PLATE
19. BOLT ~-----10
20. WASHER
21. GROMMET
22. WASHER
23. BUSHING 11
24. BUSHING
25. SHELF
26. NUT 12
[~_--sfII~.- 1 3
HIGH PRESSSURE _. ____ LOW PRESSURE
THERMAL RELIEF. ...- RELIEF
• 14
~----15
26---N~
Figure 29-3. Exploded View of Prestolite Hydraulic Pump/Reservoir,
29-00-02
Page 29-13
2e8
PIPER AIRCRAFT
PA-44-180/180T
3. Remove valve and gear case from reservoir as follows:
A. Remove eight screws from flange of body and separate the two assemblies.
B. Pump gears and valves should be removed for cleaning purposes only. To remove cap securing
Gears, remove attaching bolts. The two valve springs should be positively identified with their
cavities; otherwise, it will be necessary to readjust each valve for proper operating pressure.
CLEANING, INSPECTION AND REPAIR OF PRESTOLITE HYDRAULIC PUMP

-CAUTION-
REPAIR FACILITIES MUST BE CLEAN TO PREVENT
CONTAMINATION OF PUMP COMPONENTS. PROPER
AND CAREFUL HANDLING SHOULD BE EXERCISED
TO PREVENT DAMAGING PUMP COMPONENTS.
1. Discard all O-rings.

2. Remove caps or plugs and clean all components with a dry type cleaning solvent and dry thoroughly.
3. Inspect pump components for scratches, scores, chips, cracks and wear.
4. Inspect motor for worn brushes (minimum of .218 of an inch brush remains between the braided and
commutator end), excess commutator wear and excess bearing wear.
5. Repairs are limited to O-ring and brush replacement as follows:
A. One brush holder has the winding wire attached. Locate this wire and remove by using a solder-
ing gun.
B. The head assembly can now be removed and worked on for ease of brush replacement if required.
C. Remove brush wire and brush from bimetal heat protector.
D. Solder new brush wires to head assembly and bimetal heat protector, and wire from winding to
one brush holder.
E. Install brush springs and brushes into brush holders and secure in place (temporary) with a piece
of string looped around the brush and holder and tied in a knot.
-NOTE-
Ensure that the braided wire is in the holder slot for proper brush
movement.
F. Install the head assembly with new brushes to the frame and commutator in accordance with
instructions given in Step I of the next paragraph.
ASSEMBLY OF PRESTOLITE HYDRAULIC PUMP (Refer to Figure 29-3.)

1. To assemble pump motor and install on reservoir:
A. Position motor frame on reservoir. Note aligning marks on frame and reservoir.
B. Place thrust washers, of the same amount removed, on the drive end of the armature.
C. Lubricate the entire length of the armature shaft, on the drive end, with light grease to protect 0-
ring seal from damage. Insert end of shaft in reservoir.
D. Saturate felt oiling pad around commutator end bearing with SAE 20 oil. Allow excess oil to
drain off before assembling motor.
E. Insert thrust ball in bearing of motor head. To hold ball in position, place a small amount of
grease inside the bearing.
F. Place head assembly on frame and allow brushes to extend over commutator. Remove the string
securing the brushes in the holders. Push head assembly on frame and insure proper indexing of
head and frame assemblies. Secure in place with thm bolts.
29-11-04
Page 29-14
2C9
PIPER AIRCRAFT
PA-44-180/180T
ASSEMBLY OF PRESTOLITE HYDRAULIC PUMP (Refer to Figure 29-3.) (cont.)
G. Check freedom of rotation and end play (thrust) of the armature within the assembly. A minimum
of 0.005 inch end play is permissible. Adjust to this tolerance if necessary by adding or removing
thrust washers on drive end of armature shaft.
2. Assemble valve and gear case to the reservoir as follows:
A. If removed, place pump gears in valve and gear case and install cover. Install cover attaching
bolts and secure.
B. Lubricate reservoir seal ring with hydraulic fluid (MlL-H-5606A) and place in recess provided in
case.
C. Position reservoir on valve and gear case. Care should be taken when aligning the armature shaft
with the pump gear. Do not run the motor to accomplish this.
D. Ensure the seal ring is properly positioned, then install attaching screws. Tighten one screw to
hold the assembly together. Connect motor to a 14 volt power supply. With an ammeter in the cir-
cuit, tighten the rest of the screws such that the current drawn does not exceed 12 amperes.
3. Attach the pump base to the pump as follows:
A. With pump inverted, lubricate O-ring seals and install them in recesses provided in the valve and
gear case.
B. Install attaching bolts with washers and torque to 70 inch-pounds.
C. Safety attaching bolts with MS20995-C32 wire.
4. Conduct motor operational check not to exceed 10 seconds running time.
TEST AND ADJUSTMENT OF PRESTOLITE HYDRAULIC PUMP (Refer to Figure 29-4.)

1. Test Equipment:
A. Hydraulic pump and mounting base.
B. Pressure gauge (0 - 1000 psi).
C. Pressure gauge (0 - 3000 psi).
D. Hoses with fittings to connect base and gauges.
E. Power supply (14 Vdc).
F. Ammeter (0 to 100 amps).
G. Fuse or circuit protector (100 amps).
2. Test and Adjustment:
-NOTE-
Use Test gauges of known accuracy when performing the
following tests.
A. Connect the 0 to 1000 psi gauge to the low pressure port of the pump base.
B. Connect the 0 to 3000 psi gauge to the high pressure port of the pump base.
C. Connect black lead of pump motor to the negative terminal of the DC power supply.
NOTE
A small vent hole is located under the vent screw head. Retain
1/64 inch clearance between the screw head and the small vent
hole.
D. Remove the filler plug located on the forward side of the pump. Loosen vent screw and add fluid,
MIL-H-5606, through the filler hole until full. Reinstall the filler plug and tighten the vent screw.
E. Bleed air from the attached lines. (Lines may be bled by alternately connecting blue lead and
green lead to the positive terminal of the power supply until all air is exhausted.
29-11-05
Page 29-15
2CIO
PIPER AIRCRAFT
PA-44-180/180T
1------------------------1
I ~ GROUND-BLACK
HIGH PRESS. - BLUE
LOW PRESS. - GREEN
o o o
L- PORT #1 •
HIGH PRESSURE
+ 14 VDC
(ONE ONLY)
100
AMP
FUSE
- 14 VDC
Figure 29-4. Test and Adjustments of Prestolite Hydraulic Pump
29-11-05
Page 29-16
2ell
PIPER AIRCRAFT
PA-44-180/180T
TEST AND ADJUSTMENT OF PRESTOLITE HYDRAULIC PUMP (Refer to Figure 29-4.) (cont.)
F. Connect blue lead to positive terminal of power supply. Pump should operate and the high pres-
sure, gauge should indicate between 2000 and 2500 psi. (Should the gauge indicate a pressure
below 2000 psi or over 2500 psi, adjust HIGH PRESURE valve, Figure 29-3 to obtain the desired
reading.)
-NOTE-
When increasing pressure, the pump running time must not
exceed 12 seconds. There should be no external leakage while
performing steps E through R
G. Disconnect blue lead. The high pressure reading should not drop more than 300 psi in five min-
utes. High pressure may not be selected again for five minutes.
H. Connect green lead to positive terminal of power supply. Pump should operate in reverse, drop-
ping reading on high pressure gauge to zero. The low pressure gauge should indicate 500 to 800
psi. (Should the gauge indicate a pressure below 500 psi or over 800 psi, adjust THERMAL
RELIEF valve, Figure 29-3 to obtain desired reading.) Disconnect green lead. Both pressure
gauges should indicate zero psi.
I. To check the pump motor, connect the ammeter in the electrical circuit with the positive terminal
of the meter to the black lead and negative terminal of the meter to the negative terminal of the
DC power supply.
J. Connect the blue lead from the pump motor to the positive terminal of the power supply. With
high pressure indication within 2000 to 2500 psi range on the pressure gauge, the ammeter should
read 75 amperes maximum. Disconnect the blue lead.
K. Connect the green lead from the pump motor to the positive terminal of the power supply. With
low pressure indication within the 500 to 800 psi range, the ammeter should read between 15 to
35 amperes.
-NOTE-
In the event any of the various tests do not perform satisfactori-
ly, the pump assembly should be replaced
L. Disconnect the green lead from the power supply and permit the pressure to drop before discon-
necting the hydraulic lines.
INSTALLATION OF PRESTOLITE HYDRAULIC PUMP (Refer to Figure 29-3)

1. Insert grommet in pump base mounting hole.
2. Insert bushing in grommet.
3. Place washer over bolt and insert bolt through grommet and bushing and pump base.
4. Place washer and bushing over bolt and secure to mounting shelf.
5. Connect hydraulic lines to pump.
6. Connect pump electrical leads.
7. Check fluid level in pump. Refer to Chapter 12 for filling instructions.
8. With airplane on jacks, operate pump to purge hydraulic system of air, and check for leaks. After
operation, recheck fluid level.
29-11-06
Page 29-17
2C12
PIPER AIRCRAFT
PA-44-180/180T
OILDYNE HYDRAULIC PUMPS.
REMOVAL OF OILDYNE HYDRAULIC PUMP (Refer to Figure 29-5, Sheet 1 of 2)
The Oildyne hydraulic pump with reservoir incorporated is located in the aft section of the fuselage
between stations 156 and 191. Access to the pump is through the access panel in the baggage compartment.
1. Remove the ABS nose gear cover.
2. Remove anti-splash cover (Piper PIN 96374-0) by removing the four attaching screws,
3. Disconnect the three knife connectors that attach the black, blue, and green forward and reverse
harness wires.
4. Disconnect and plug the UP and DOWN pressure hydraulic lines from pump mount. Cap the lines.
5. Remove the three each mounting bolts and washers securing pump mount to deck
6. Lift assembly from airplane.
FIELD SERVICE OF OILDYNE HYDRAULIC PUMP

Field service of Oil dyne hydraulic pump is limited to motor replacement and removal, cleaning, and
inspecting the hydraulic fluid reservoir. Should pump malfunction, either replace pump, or return pump to
Piper Aircraft, via the local Piper distributor, for servicing or repairs.
DISASSEMBLY OF OILDYNE HYDRAULIC PUMP FROM BRACKET (Refer to Figure 29-5, Sheet 1
of 2)
1. Remove safety wire securing two bolts that attach bracket to pump.
2. Remove the two bolts and washers.
3. Separate pump assembly from bracket.
DISASSEMBLY OF MOTOR ASSEMBLY FROM OILDYNE PUMP-ADAPTER ASSEMBLY (Refer to

Figure 29-5, Sheet 2 of 2)
1. Remove two each mounting bolts on flange of motor assembly and separate the motor assembly from
the pump.
2. Remove coupling and O-ring and discard.
-NOJE-
New O-ring and coupling are included in replacement motor
assembly.
DISASSEMBLY OF RESERVOIR ASSEMBLY FROM OILDYNE PUMP-ADAPTER ASSEMBLY

(Refer to Figure 29-5, Sheet 2 of 2)
-CAUTION-
DO NOT DISASSEMBLE PUMP ASSEMBLY FROM
ADAPTER ASSEMBLY. DAMAGE TO VALVES AND
PRESSURE SETTINGS, WHICH ARE NON-ADJUSTABLE,
WILL OCCUR.
1. Remove screw and O-ring securing the reservoir to the adapter assembly.
2. Remove reservoir and reservoir seal.
3. When replacing reservoir, remove the cushion pad. It will have to be bonded to the new reservoir base
using Scotch Grip 2210 or Contact Adhesive B-10161 rubber cement.
29-11-25
Page 29-18
2C13
PIPER AIRCRAFT
PA-44-180/180T
1. MOTOR ASSEMBLY
2. BASIC PUMP-ADAPTER
3.
4.
RESERVOIR ASSEMBLY
BRACKET-MOUNTING
&
5. BASE-PUMP I
6. RESTRICTOR ELBOW (PIPER PIN
01972-2)
7. 401 269 BOLT (3 REQUIRED)
8. 494 192 WASHER (3 REQUIRED)
9. 494192 WASHER (9 REQUIRED)
10. DECK ASSEMBLY
11. PUMP BASE 2 ----+
12. 434120 GROMMET (3 REQUIRED)

13. 65003-30 BUSHING (3REQUIRED)
1---3
<....~--<~o----- 5
13
:----7
clg=~~"----8
Figure 29-5. Oildyne Hydraulic Pump (Sheet 1 of 2)
29-11-09
Page 29-19
2C14
PIPER AIRCRAFT
PA-44-180/180T
RESERVOIR SEAL
CAUTION
AFTER FILLING RESERVOIR,
TIGHTEN DIPSTICK. THEN
BACKOFF 1 112 TURNS. THIS
IS REQUIRED TO ALLOW RES-
ERVOIR TO BE VENTED.
#10-32 X 1 SCREW O-RING
Figure 29-5. Oildyne Hydraulic Pump (Sheet 2 of 2)
29-11-09
Page 29-20
Added: June 20,1995
2ets
PIPER AIRCRAFT
PA-44-180/180T
ASSEMBLY OF RESERVOIR TO OILDYNE PUMP-ADAPTER ASSEMBLY (Refer to Figure 29-6,
Sheet 2 of 2)
1. Locate the cushion pad and bond it to the bottom surface of the reservoir using Scotch Grip 2210, or
Contact Adhesive B-10161 rubber cement.
2. Position the reservoir seal between the reservoir and the adapter assembly.
3. Locate the O-ring and bolt that secures the reservoir to the pump-adapter assembly and apply a light
coating of Titeseal No.3 in back of first two bolt threads.
4. Position the O-ring on the bolt, and install it through the reservoir and into the pump-adapter securing
the reservoir.
5. Tighten this bolt to a torque value of 40 - 50 inch pounds.
INSTALLATION OF MOTOR ASSEMBLY TO OILDYNE PUMP-ADAPTER ASSEMBLY (Refer to

1. Locate the replacement O-ring and coupling.
2. Place the coupling and O-ring into position between the motor assembly and pump-adapter assembly.
3. Apply light coating of Titeseal No.3 in back of the first two threads of mounting bolts.
4. Positioning the two units in place, install two each mounting bolts through the flange of the motor
assembly and into the pump-assembly housing.
5. Torque bolts to 15 -20 inch pounds.
INSTALLATION OF PIPER BRACKET TO OILDYNE HYDRAULIC PUMP ASSEMBLY (Refer to

1. If bracket was removed from was removed from pump mount, install bracket to Piper pump mount
with four MS24693-S298 screws.
1. Position pump assembly on bracket so that tapped holes in oildyne adapter align with bolt holes on
bracket.
2. Install two AN960-616 washers and two MS20074-06-05 bolts to secure pump assembly to bracket.
3. Safety bolts with MS20995-C41 wire.
INSTALLATION OF OILDYNE HYDRAULIC PUMP (Refer to Figure 29-6, Sheet 1 of 2)

1. Position assembled pump, bracket, and pump mount on pump deck in airplane.
2. Secure pump assembly to deck by installing the three AN3-1O bolts with one MS35489-64 washer
under each bolt head and three No. 5712-45 (Piper PIN 494 192) washers between Piper mount assem-
bly and pump deck.
-NOJE-
Before positioning the complete hydraulic pump assembly on
the mounting bracket, ensure that the cushion pad is secured in
place on the reservoir base.
4. Install the UP and DOWN pressure hydraulic lines to pump mount.

5. Connect the three knife connectors that attach the black, blue, and green forward and reverse harness
wires.
6. Install ante-splash cover (Piper PIN 96374-0) by installing the four attaching screws,
7. Install the ABS nose gear cover.
29-11-29
Page 29-21
Added: June 20,1995
2C16
PIPER AIRCRAFT
PA-44-180/180T
LANDING GEAR FREE-FALL VALVE ASSEMBLY
INSPECTION AND REPAIR OF FREE-FALL VALVE
This valve is located on the right side of the forward bulkhead at station 40.75 Inspection is limited to
determining if any signs of hydraulic fluid leakage are evident around the seam between the end fitting and
valve body, and around the periphery of the piston assembly shaft. If leaks appear, the valve assembly should
be replaced since it is impractical to repair the valve.
REMOVAL OF FREE-FALL VALVE ASSEMBLY

1. Loosen cable set screw securing cable to free-fall valve. Remove cable from valve.
2. Disconnect hydraulic lines connected to the valve. Place a rag in position to absorb any hydraulic
fluid spillage that may result. Cap the lines to avoid contamination.
3. Remove the 2 MS35207-264 screws, MS20365-1032C nuts, AN960-1OL washers, 80700-6 spacers,
and PS 10017 -2-10 clamps securing the valve to the frame.
4. Remove the assembly from the airplane.
INSTALLA TION OF FREE-FALL VALVE ASSEMBLY.

1. Position valve assembly in proper location in airplane.
2. Secure valve assembly to frame with 2 each PS10017-2-1O clamps, 2 each 80700-6 spacers, 2 each
MS35207-264 screws, AN960-1OL washers, and 2 each MS20365-1032C nuts.
3- Apply Titeseal No.3 in back of the male threads of elbows fittings. Insert fittings into valve an tight-
en. Titeseal should be applied sparingly to prevent it entering the hydraulic system.
4. Push arm assembly to the fully closed position. Pull cable full forward and insert loose end of cable
through hole in bushing of the arm assembly. Tighten set screw on cable so that a 20 in.-lb. pull on
cable will not pull cable from valve.
5. Rig cable with valve in closed position. Rig cable so that valve will hit its internal stop without being
limited by the console in cockpit. (0.03 to 0.06 inch clearance)
NOSE GEAR ACTUA TING CYLINDER.

REMOVAL OF NOSE GEAR ACTUA TING CYLINDER.
1. Place the airplane on jacks. (Refer to Jacking, Chapter 7.)
-CAUTION-
WHEN MANUALLY RETRACTING THE NOSE GEAR
ASSEMBLY, INSURE THE NOSE GEAR DOWNLOCK IS
FULLY DISENGAGED BEFORE RELEASING THE
NOSE GEAR DRAG LINKS. DAMAGE COULD OCCUR
TO THE DOWNLOCK IF NOT FULLY DISENGAGED.
2. Disconnect both nose gear door actuating rods.

3. Disconnect the hydraulic lines from the actuating cylinder and cover the open line ends to prevent
contamination.
4. Disconnect the two gear tension springs from the spring arm that is attached to the right side of the
strut housing.
5. Disconnect the aft end of the cylinder from its attachment fitting.
29-12-01
Page 29-22
2C17
PIPER AIRCRAFT
PA-44-180/180T
6. Disengage the nose gear downlock, (see CAUTION) retract nose gear slightly to remove gear from its
downlocked position.
7. Disconnect the gear downlock spring from upper drag link.
8. Remove the cotter pin, nut and washers from the bolt that secures the lower drag link to the gear oleo
housing.
9. Slide out the bolt and the gear tension spring arm and lower the drag links.
10. Pivot upper drag link and downlock until the hydraulic cylinder rod end connecting bolt is clear of the
fuselage.
11. Remove nut and washer and slide bolt holding rod end of hydraulic cylinder out of the downlock.
Remove cylinder from wheel well.
DISASSEMBL Y OF NOSE GEAR ACTUA TING CYLINDER. (Refer to Figure 29-6.)

1. With the cylinder removed from the airplane, mark the position of the end gland to facilitate installation.
2. Remove safety wire and unscrew the end gland.
3. Complete disassembly of piston and O-rings.
2 3 4 5 6 7
Figure 29-6. Nose Gear Actuating Cylinder
CLEANING, INSPECTION AND REPAIR OF NOSE GEAR ACTUATING CYLINDER. (Refer to

Figure 29-6.)
1. Clean the cylinder parts with a suitable dry type solvent and dry thoroughly.
2. Inspect the cylinder assembly for the following:
A. Interior walls of the cylinder and exterior surfaces of the piston for scratches, burrs, corrosion, etc.
B. Threaded areas for damage.
C. Rod end fitting and swivel fitting of cylinder for wear and corrosion.
3. Repairs to the cylinder are limited to polishing out small scratches, burrs, etc., and replacing parts.
29-12-04
Page 29-23
2et8
PIPER AIRCRAFT
PA-44-180/180T
ASSEMBLY OF NOSE GEAR ACTUA TING CYLINDER. (Refer to Figure 29-6.)
1. Install O-ring on the exterior of the end gland.
2. Install O-ring in the interior of the end gland.
3. Install O-ring on the body of the piston assembly.
4. Lubricate the areas around the O-rings with hydraulic fluid, slide the end gland on the piston rod and
screw the end gland into the cylinder housing.
5. Align reference marks and secure the end gland with safety wire.
6. Check smoothness of operation of the piston.
INSTALLATION OF NOSE GEAR ACTUATING CYLINDER.

1. Attach the cylinder rod end to the downlock using an appropriate bolt, washer and nut making sure the
nut is on the inboard side.
2. Pivot upper drag link and downlock to normal position.
3. Insert bolt through gear tension spring arm and insert through right hand side of oleo housing and
lower drag link pivot point. Secure and safety. A washer (AN96-516L) is installed on the bolt
between the lower drag link and the arm.
4. Reconnect the gear downlock spring to upper drag link.
5. Attach the aft end of the hydraulic cylinder to its attachment fitting using bolt, nut and washer.
6. Reconnect the two gear tension springs to the spring arm.
7. Reconnect both nose gear door actuating rods.
8. Connect the hydraulic lines to the cylinder fittings. The forward fitting (gear up) is a restricted port fitting.
9. Check the adjustment of the cylinder rod end. Refer to Adjustment of Nose Landing Gear (Chapter 32).
-CAUTION-
WHEN MANUALLY RETRACTING THE NOSE GEAR ASSEMBLY,

INSURE THE NOSE GEAR DOWNLOCK IS FULLY DISENGAGED
BEFORE RELEASING THE NOSE GEAR DRAG LINKS. DAMAGE
COULD OCCUR TO THE DOWNLOCK IF NOT FULLY DISENGAGED.
10. Operate pump to purge system of air and check fluid level in reservoir.
11. Turn master switch ON. Ensure the three green GEAR DOWN and LOCKED lights or ON. Turn
switch OFF. Remove the airplane from jacks.
MAIN GEAR ACTUA TING CYLINDER.

REMOVAL OF MAIN GEAR ACTUA TING CYLINDER.
1. Place the airplane on jacks. (Refer to Jacking, Chapter 7.)
2. Disconnect the hydraulic lines from the actuating cylinder and cover the open line ends to prevent
contamination.
3. Disconnect the gear downlock spring from the swivel fitting at the upper end of the spring.
4. Remove the downlock spring swivel fitting and disconnect the cylinder operating rod end from the
upper side brace retraction fitting by removing the attaching nut, washer and bolt.
5. Disconnect the cylinder from its attachment by removing nut and bolt.
6. Remove the cylinder from the wheel well.
29-13-01
Page 29-24
2C19
PIPER AIRCRAFT
PA-44-180/180T
,,~
8 9 10
1. END GLAND 6. PISTON

2. BACK-UP RING 7. CYLINDER BODY
3. O-RING 8. O-RING
4. RETAINER RING 9. CLEVIS
5. O-RING 10. BEARNG
Figure 29-7. Main Gear Actuating Cylinder
~ BEARING END
Figure 29-8. Main Gear End Gland Locking Device
29-13-02
Page 29-25
2C20
PIPER AIRCRAFT
PA-44-180/180T
DISASSEMBLY OF MAIN GEAR ACTUATING CYLINDER. (Refer to Figure 29-7.)
1. With the cylinder removed from the airplane, push the piston rod (by hand) toward the clevis to
remove oil from the unit.
2. Put clevis in a soft jaw vise and clamp against the clevis bearing.
3. If no pipe fitting is installed in the port of the end gland, install a fitting (l/8 - 27) into the port. This
fitting need not be tight as it will be used for leverage only.
4. Rotate the gland counterclockwise (with use of fitting) until the end of the gland lock ring shows in the
slot in the cylinder body. Reverse rotation of the gland (clockwise direction) to allow the lock ring to
move out of the slot. (Refer to Figure 29-8.) (It may be necessary to give the ring an assist to start out
of the slot. If so, insert a strong wire pick or other available tool in the slot to lift up the end of the ring
and then rotate gland.)
5. Pull the piston and end gland from the cylinder.
6. Remove O-rings as desired.
CLEANING, INSPECTION AND REPAIR OF MAIN GEAR ACTUA TING CYLINDER.

1. Clean the cylinder parts with a suitable dry type solvent and dry thoroughly.
2. Inspect the cylinder assembly for the following:
A. Interior walls of cylinder and exterior surfaces of piston for scratches, burrs, corrosion, etc.
B. Threaded areas for damage.
C. End fitting retainer slot for excess wear.
D. Rod end fitting and swivel fitting of cylinder for wear and corrosion.
3. Repairs to the cylinder are limited to polishing out small scratches, burrs, etc., and replacing compo-
nents. (Refer to Parts Catalog for replacement part numbers.)
ASSEMBLY OF MAIN GEAR ACTUATING CYLINDER. (Refer to Figure 29-7.)

1. Install O-ring on the exterior of the end gland.
2. Install O-ring and back-up ring in the interior of the end gland.
3. Install O-ring on the body of the piston assembly.
4. Lubricate the areas around the O-rings with hydraulic fluid, park-o-lube or vaseline; slide the end
gland on the piston rod and the piston into the cylinder housing.
5. Insert the hook end of a new lock ring (PIN 755997) in the slot in the cylinder body and slot in the end
gland. Rotate gland counterclockwise to completely wrap lock wing into assembly.
6. Align port in end gland and cylinder body.
7. Check smoothness of operation of piston and static pressure test unit to check for possible cut O-rings.
INSTALLA TION OF MAIN GEAR ACTUA TING CYLINDER.

1. Attach the cylinder to its attachment fitting in the wheel well using bolt and nut.
2. Attach the operating rod end and downlock spring swivel fitting to the upper side brace retraction fitting
by using bolt, washer and nut. Ascertain swivel fitting is free to rotate.
3. Connect the downlock spring to the swivel fitting.
4. Check the adjustment of the cylinder rod end. (Refer to Adjustment of Main Landing Gear, Chapter 32.)
5. Operate pump to purge system of air and check fluid level in reservoir.
6. Turn master switch ON. Ensure the three green GEAR DOWN and LOCKED lights or ON. Turn
switch OFF. Remove the airplane from jacks.
29-13-05
Page 29-26
2C21
PIPER AIRCRAFT
PA-44-180/180T
HYDRAULIC LINES.
REMOVAL AND INSTALLATION OF HYDRAULIC LINES.
Remove a damaged hydraulic line by disconnecting the fitting at each end and by disconnecting where
secured by brackets. Refer to Figure 29-9 as an aid in the location of attaching brackets and bends in the lines.
Provide a small container for draining the line. Install a new or repaired line. Operate the pump to purge the
system of air and check fluid level in reservoir.
TESTING HYDRAULIC SYSTEM.

After performing any service or repairs on the hydraulic system, test the system to determine that it
functions properly.
1. Place airplane on jacks. (Refer to Chapter 7.)
-CAUTION-
TURN MASTER SWITCH OFF BEFORE INSERTING OR
REMOVING EXTERNAL POWER SUPPLY PLUG.
2. Check master switch is OFF. Connect the airplane to an external power source.
3. With gear down, master switch ON, and circuit breaker closed, place landing gear selector switch in
the UP position. The pump should immediately start operating and the gear retract. The red gear
unsafe light on the instrument panel should light up until the gear is fully retracted. The hydraulic
pump should stop operating after full gear retraction.
4. Place gear selector switch in DOWN position. The gear should extend and lock in position. Gear
down lights on the instrument panel will light up when all three gears are locked in position. Inspect
hydraulic system for leakage of hydraulic fluid.
5. Recycle the landing gear to determine that it functions properly.
6. Position master switch OFF
7. Disconnect external power source.
-CAUTION-
PRIOR TO REMOVING THE AIRPLANE FROM JACKS,
TURN MASTER SWITCH ON AND DETERMINE THAT
ALL THREE GEAR DOWN AND LOCKED GREEN
LIGHTS ARE ON. TURN MASTER SWITCH OFF.
7. Remove airplane from jacks.
29-14-02
Page 29-27
2C22
PIPER AIRCRAFT
PA-44-180/180T
I I
o
a
1. HYDRAULIC PUMP
2. O-RINGS
3. PUMP BASE
4. PRESSURE SWITCH
5. HYDRAULIC LINES
6. EMERGENCY EXTEND CONTROL
7. EMERGENCY EXTEND VALVE (STA. 40.75)
8. NOSE GEAR ACTUATOR
9. MAIN GEAR ACTUATOR (RIGHT)
10. LINES TO LEFT MAIN GEAR ACTUATOR
Figure 29-9. Hydraulic Lines Installation
29-14-02
Page 29-28
2C23
PIPER AIRCRAFT
PA-44-180/180T
2C24
CHAPTER
ICE AND RAIN PROTECTION
201
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 30 - ICE AND RAIN PROTECTION
CHAP1ER
SECTION GRID
30-00-00 GENERAL 2D5 1-83

30-01-00 Description and Operation 2D5 A 1-83
30-10-00 AIRFOILS 2D6 A 1-83

30-11-00 Troubleshooting 2D6 A 1-83
30-12-00 Inspection 2DlO A 1-83
30-12-01 Ground Procedure 2DlO A 1-83
30-12-02 100 Hour Inspection 2DlO A 1-83
30-12-03 Operation Check 2D11 A 1-83
30-12-04 Electrical Tests 2D12 A 1-83
30-12-05 Testing for Pressure Leaks 2D12 A 1-83
30-13-00 Components Maintenance and Replacement 2D12 A 1-83
30-13-01 Filters 2D12 A 1-83
30-13-02 Control Valves 2D13 A 1-83
30-13-03 Timer 2D13 A 1-83
30-13-04 Pneumatic Boots 2D13 A 1-83
30-13-05 Removal of Boots 2D13 A 1-83
30-13-06 Repair of Boots 2D14 A 1-83
30-13-07 Cold Repair 2D14 A 1-83
30-13-08 Vulcanized Repairs 2D15 A 1-83
30-13-09 Installing Pneumatic Boots 2D17 A 1-83
30-13-10 Preparation of Leading Edges 2D17 A 1-83
30-13-11 Preparation of Deicer Boot 2D20 A 1-83
30-13-12 Mounting Boot on Leading Edge 2D20 A 1-83
30-13-13 Adhesion Tape 2D21 A 1-83
30-13-14 Deicer Boot Maintenance 2D22 A 1-83
30-13-15 Icex Application 2D23 A 1-83
30-13-16 Resurfacing Conductive Cement 2D23 A 1-83
30-14-00 Final Test and Adjustment of Pneumatic System 2D24 A 1-83
30-30-00 PITOT AND STATIC 2El A 1-83
30-40-00 WINDOWS AND WINDSHIELDS 2El A 1-83

30-41-00 Heated Windshield Panels - Optional 2El A 1-83
30-41-01 Removal of Heated Windshield Panel 2El A 1-83
30-41-02 Installation of Heated Windshield Panel 2El A 1-83
30 - Cont. IEffec.
Page -1
202
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 30 - ICE AND RAIN PROTECTION (cont)
CHAP1ER
SECTION GRID
30-60-00 PROPELLER DEICE SYS1EM 2E2

30-61-00 Description and Operation 2E2
30-62-00 Troubleshooting 2E2
30-63-00 U sing the Ammeter 2Ell
30-64-00 Helpful Tips 2Ell
30-65-00 Inspection 2Ell
30-65-01 50 Hour Inspection 2Ell
30-65-02 100 Hour Inspection 2Ell
30-66-00 Modular Brush Assemblies 2E15
30-66-01 Brush Module Replacement 2E17
30-66-02 Alignment of New Brushes 2E17
30-67-00 Slip Rings 2E17
30-67-01 Alignment of Slip Ring Assemblies 2E17
30-67-02 Replacement of Slip Ring Assemblies 2E17
30-68-00 Propeller Deice Boots 2E18
30-68-01 Resistance Check of Deicer Boots 2E18
30-68-02 Replacement 2E18
30-68-03 Removal of Boots 2E18
30-68-04 Installation of Boots 2E18 A 1-83
30-68-05 Blade Preparation 2E18
30-68-06 Cement Application 2E20
30-68-07 Installation of Deicer and Required Materials 2E21
30-68-08 Preparation and Application of Sealer 2E21 1-82
30-68-09 Wrinkled Deicer Boots 2E23
30-68-10 Electrical Check 2E23
30-68-11 Installation of Deicer Wiring Harness 2E24
30-69-00 Adjustments and Testing 2E24 A 1-83
30-69-01 Balancing 2E24
30-69-02 Final Electric Check 2E24
30-69-03 Functional Check 2E24
30-69-04 Other Components 2Fl A 1-83
30-69-05 Timer Test 2Fl
30 - Cont.lEffec.
Page - 2
203
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 30 - ICE AND RAIN PROTECTION (cont)
CHAPJER
SECTION GRID
30-80-00 DEJECTION 2F2

30-81-00 Wing Ice Detection Light 2F2
30-81-01 Servicing 2F2
30-81-02 Removal 2F2
30-81-03 Installation 2F4
30-82-00 Carburetor Ice Detector 2F4
30-82-01 Description 2F4
30-82-02 Troubleshooting 2F4
30-82-03 Removal of Ice Detector Probe 2F5
30-82-04 Installation of Ice Detector Probe 2F5
30-82-05 Functional Check of Ice Detector Probe 2F6
30-90-00 LIFT DEJECTORS 2F6 A 8-82

30-91-00 Functional Check of Left Detectors 2F8 A 8-82
30 - Cont. IEffec.
Page - 3
204
PIPER AIRCRAFT
PA-44-180/180T
GENERAL.
The material contained herein provides information for general maintenance of the ice protection system. If
further information is necessary contact the product manufacturer or Piper Service Representative.
The ice protection system may contain any of five separate systems: a pneumatic deice system; an electrical
prop deice system; an electrically heated windshield panel; heated pitot stall warning system; and a wing
inspection light installation. These systems can be installed individually or in several different combinations.
Except for the heated pitot/stall warning system, the systems are controlled from a control panel on the center
instrument panel.
The pneumatic system which utilizes boots to displace ice from the leading edges of the flight surfaces,
necessitates replacing the standard air pumps with pumps of greater capacity. Along with the boots and related
plumbing, the system also utilizes two control valves, two check valves, a deflate valve, and a timing module. A
control and check valve are used on each side of the system and, being mounted behind their respective firewall,
are accessible upon removal of the appropriate nacelle hatch cover. The deflate valve and time module are
mounted under the floor on the left side of the fuselage as shown in Figure 30-1.
Boots are attached to the leading edge of the wings, vertical stabilizer, and stabilator. The boots are of a fabric
reinforced rubber containing built-in span wise inflation tubes. A ply of conductive neoprene is cured to each
boot surface to dissipate static electric charges and prevent damage to the boots from those charges, as well as
preventing a fire hazard after each flight. Attached to the flight surfaces with cement, the boots are connected to
the plumbing, through the skin by flexible and/or aluminum air connections.
Operation of the pneumatic deice system is controlled by a momentary, single pole, single throw switch on the
control panel. During normal operation, vacuum, provided continuously from the pump inlets to the vacuum
system, is also directed to the boots system through the deflate valve to hold the boots down in flight. The
control valves, closed during normal operation, allow pressure air from the pumps to be dumped overboard.
Activation of the momentary switch however, initiates power to the deflate valve units causing: the deflate valve
to close the system to vacuum and outside pressure; and, to activate the timer in the timing module.
Having activated the switch, pressure begins to build in the system and upon reaching "10" psi, a pressure
switch on the deflate valve activates an indicator light on the control panel. With the system still operating,
pressure continues to build until a pressure activated switch (also on the deflate valve) senses 17 psi, or the timer
reaches "6" seconds, whichever comes first. At this point power is removed from the control valves and deflate
valve causing the control valves to close routing pump pressure overboard and the deflate valve to dump system
pressure overboard. As pressure decreases, the 10 psi switch is deactivated extinguishing the light. With the
pressure dumped from the system the deflate valve again directs vacuum to the boots. The system, now operating
in its normal condition, can be reactivated if necessary, through the momentary switch on the control panel. The
vacuum gauge may fluctuate momentarily upon deice cycling.
The propeller deice system, which can be installed by itself or included in a package with others of the ice
protection system, is designed for both the two and three bladed propeller installations. Each propeller deice
system consists of: an electrically heated boot bonded to each blade; a slip ring assembly connected to the hub of
each propeller; modular brush assemblies; a timer; a circuit breaker/ control switch located on the control panel;
an ammeter, and, a shunt installation.
-Note-
The three bladed propeller deice system may not be installed in conjunction with the
pneumatic deice system.
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PIPER AIRCRAFT
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Both the standard two-bladed propeller installation and the optional three bladed propeller installation utilize
single element deicers. When the switch is turned on power is directed through the brush block and slip ring to
all the heating elements on one propeller for approximately 34 seconds. The timer then directs the power to the
other propeller for approximately 34 seconds. This cycle continues until the switch is turned off.
A heated windshield panel can also be installed as a separate item or with any combination of systems. The
installation is controlled by a circuit breaker/ switch on the "control panel" along with the use of a glass panel
imbedded with wire filaments. The panel is mounted to a metal frame and secured by two screws to the fuselage,
on the exterior of the windshield on the pilot's side. The frame is hinged at its base to facilitate cleaning of the
windshield and panel. When not in use, the panel can be removed by removing the two attaching screws and
harness from the fuselage.
The pitot and stall warning heat systems are operated as a single system when they are installed. It should be
noted that although the pitot heat system can be installed in the aircraft by itself, the stall warning heat
combination can only be included if the pitot heat system is also installed. These systems utilize a switch in the
switch cluster on the pilot's side of the instrument panel. Other parts of the systems include a heated pitot head,
heated lift detectors (inner and outer), and two circuit breakers (one for each part of the system).
For seeing and detecting ice at night a wing inspection light can also be included with the systems. The light,
controlled by a switch on the "deice control panel," is mounted to the outboard side of the left nacelle.
-Note-
For wiring diagrams (schematics) refer to Chapter 91.

AIRFOILS.
Airfoil deicing is performed by the pneumatic deicing system. The system utilizes inflatable boots to clear ice
off the leading edges of the wings, vertical stabilizer, and stabilator.
The boots are of a fabric reinforced rubber construction containing built-in span wise inflation tubes. Attached
to the leading edges of the flight surfaces with adhesive they are connected through the skin by aluminum and/or
flexible rubber air connection stems.
A ply of conductive neoprene is provided on the surface to dissipate static electric charges. These charges, if
allowed to accumulate, would eventually discharge through the boot to the metal skin beneath creating static
interference with radio equipment, and possible punctures in the rubber. Also such static charges would
constitute a temporary fire hazard after each flight.
For operational descriptions refer to the general description at the beginning of this chapter.
TROUBLESHOOTING.
The troubleshooting chart contained herein is based on the premise, except as specified, that the engine driven
pneumatic pumps and the electrical system are operating properly. It is further assumed that the system
components were installed properly.
30-11-00
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206
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CHART 3001. TROUBLESHOOTING (PNEUMA TIC DEICE SYSTEM)
Deicers do not inflate. Open circuit breaker. Push circuit breaker

Both engines operating to reset.
at minimum cruise RPM
or either engine at
2575 RPM.
System connection loose Tighten or repair as

or wire broken. required.
Timer not functioning. Test or replace as

required.
Control valves not Make electrical test.

functioning. Check for sticking
poppet. Clean. Insure
that both vent ports on
solenoid are open.
Lines blocked or not Blowout lines and

connected. inspect connections.
Make air leakage test.
Deicers inflate slowly Lines partially blocked Blowout lines and

(inflation time - 6 or not connected securely. inspect connections.
seconds). Make air leakage test.
Deflate valve not Insure that both vent

functioning properly. ports on solenoid are
open.
System pressure not Check performance to

being reached. manufacturers specifications.
Deicer puncture. Repair per specification

or replace.
Deicers DEFLA1E slowly. Lines partially blocked. Inspect and blowout

lines.
Deflate valve not functioning Insure that both vent

properly. ports on solenoid are
open.
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207
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CHART 3001. TROUBLESHOOTING (PNEUMA TIC DEICE SYSTEM)
Deicers innate. indicator Indicator lamp burned Replace lamp.

light does not function. out.
(Ascertain that
deicer boot switch is
ON .)
System pressure not Check "Deicers Inflate

being reached. Slowly" above.
Pressure switch not Make electrical test

functioning. and replace if required.
Wires loose or broken. Make electrical test.

Poor grounding of Repair or replace
pressure switch. broken wires. Check
for proper ground.
Deicer boots do not Deflate valve not Remove and troubleshoot

hold their form in functioning properly valve. Replace
flight or vacuum to if necessary.
the system inadequate.
Vacuum line restricted. Disconnect line from

instruments and deflate
valve, and blow
out line.
Broken line. Inspect system and repair.
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3254
1. INFLATE CONTROL VALVE

2. FLOW CHECK VALVE
3. DRY AIR PUMP EXHAUST
4. DRY AIR PUMP
5. EXHAUST VALVE (DEFLATE!
VACUUM HOLD-DOWN VALVE
<:
6. TIME MODULE
7. PRESSURE SWITCH ~'\.
8. REGULATOR
9. MANIFOLD
J'1tO
Figure 30-1. Pneumatic Deice System Installation
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209
PIPER AIRCRAFT
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INSPECTION.
A ground check of the entire deicer system should be made at least every 100 hours.
Before checking the system, all deicers should be inspected for damaged areas and repaired according to the
procedure in this section outlining the cold patch or vulcanized repairs. In order to check the system, refer to
Chart 3002 and the paragraph "Pneumatic Regulator Adjustment" for operating pressure and check procedures.
GROUND PROCEDURE.
After the test pressure range is established, connect an external source of air providing this pressure and a
pressure gauge to the pneumatic deice line at the manifold assembly. Disconnect the deice line from the manifold
to accomplish the test. The deicer system should be within one psig of the recommended operating pressure with
each inflation cycle.
If deicers do not reach the operating pressure, check the inflation time to ascertain that the solenoid valves are
open the specified length of time (six seconds). If this is not the cause of trouble or if the boots deflate slowly,
the lines or valves may be plugged; then the lines should be disconnected and blown clear.
Check the timing of the system through several complete cycles. Boots ON six seconds, then OFF. The wing
and empennage boots operate simultaneously. If cycle time is off the specified time, determine and correct the
difficulty.
Inflation must be rapid to provide efficient deicing. Deflation should be complete before the next inflation
cycle of the boots.
At each 100 hour inspection of the airplane, inspect and operate the deicer boots. Make checks as follows:
1. Carefully inspect the deicers for evidence of damage or deterioration, and repair or replace damaged boots.
2. Resurface boots which show signs of considerable wear or deterioration.
3. Inspect all hose connections which form a part of the pneumatic deicing system. Replace deteriorated
sections on non-kink hose.
4. Check the operation of the boots and the operating pressure of the system as outlined in this section.
5. If new or replacement boots have been installed, check the tube inflation to make sure that the air
connection stems have been properly connected.
6. Disconnect all drain lines in the system and check for proper drainage.
7. Check the on-off control switch for freedom of action. Check associated electric wiring.
8. Clean or replace the air filters.
30-12-02
Page 30-06
2010
PIPER AIRCRAFT
PA-44-180/180T
CHART 3002. OPERATING PRESSURES
Recommended Operating Pressure Test Pressure

PSIG in PSIG
MIN. MAX.
15 13 17
18 16 20
-CAUTION-
OIL WHICH REACHES THE DEICERS WILL CAUSE RAPID

DETERIORA TION OF THE RUBBER.
IN COLD WEATHER, EXTREME CARE MUST BE TAKEN TO SEE THAT

ENGINE OIL DOES NOT COLLECT IN CRITICAL PARTS OF THE
SYSTEM AND CONGEAL CONGEALED OIL WILL CAUSE STICKING OF
THE CONTROL VALVES AND DEFLATE VALVE. IF STICKING OF THESE
PARTS IS ENCOUNTERED, REMOVE FROM AIRPLANE, CLEAN OR
REPLACE.
-Note-
TIlis operation may be omitted if the boots were installed on the airplane subsequent
to the last previous 100 hour check. On the other hand, if operations are being
conducted under cold weather conditions below 10° F (-1 ° C), the airfilters should be
cleaned out at each 100 hour check, or more often if difficulties are encountered with
valves sticking due to congealed oil.
OPERA TION CHECK.
The pneumatic deicing system should be checked at least every 100 hours. TIlis check can be done on the
ground. A visual inspection should be performed to determine the condition of the deicer boots, and any areas in
need of repair should be taken care of before continuing with the operation check of the system.
With one engine operating, activate the deicing system switch. Observe the operation of the deicers carefully
for evidence of malfunctioning. Look for tubes which leak or fail to inflate and deflate properly. Repeat the
procedure for the other engine.
-Note-
Do not manually hold surface de-ice switch on "ON"position, as this switch is spring
loaded and holding switch on "ON"may induce system failure.
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2011
PIPER AIRCRAFT
PA-44-180/180T
ELECTRICAL TESTS.
1. With engines "OFF" turn ON - Master Switch.

2. TIMER: Activate the De-Ice System Switch. (Caution: Do not hold Surface De-ice Switch in "ON"
position. This switch is a momentary spring loaded center-off switch.)
A. Check Timer operates immediately.
B. If Timer does not indicate operation, check aircraft power from Circuit Breaker through switch, to
Timer. Also, check for proper ground.
C. If no electrical faults are present - replace Timer.
3. LEFT & RIGHT CONTROL VALVE SOLENOIDS: Activate the De-Ice System Switch and run engine.
A. Check both Control Valve Solenoids actuate. (An audible "CLICK" can be heard or the action can be
felt by holding a hand against the unit.)
B. Check system pressure begins to build in the boot system.
C. If pressure does not build (check LIGHT on control panel after 6 seconds) Control Valves are suspect.
D. Disconnect electrical leads from Control Valve Solenoids and measure power is available when system
is activated. Also confirm ground is good on BOTH SOLENOIDS.
E. If problem is not electrical- perform "TEST FOR PRESSURE LEAKS".
4. DEFLATE VALVE ASSEMBLY: Activate De-Ice System Switch.
A. Check LIGHT glows on control panel after system pressure builds to 10 P.S.I. Continue to monitor
system as pressure continues to build to 17 P.S.I. system pressure, or 6 seconds, whichever occurs
first.
B. Control Valves should actuate and dump pressure overboard.
C. As pressure decreases below 10 P.S.I., LIGHT should extinguish as cycle is completed.
5. If Step 3 shows Control Valves to be operating correctly, but Step 4 shows system cycle to be faulty, and
system "Test For Pressure Leaks" shows no leaks; check DEFLATE VALVE ASSEMBLY.
6. DEFLATE VALVE ASSEMBLY:
A. Check power applied to Deflate Valve and confirm grounds are both good. If no electrical faults exist,
replace Deflate Valve Assembly
TESTING FOR PRESSURE LEAKS.
1. This test can be performed in either the left or right nacelles.

2. Cap the overboard ports of the control valve.
3. Connect a source of clean air to the inlet port of the control valve. It is necessary that the inlet pressure be a
minimum of 18-20 psig pressure to the system. By means of a hand operated valve, trap the pressure in the
deicer system. Observe the system for leakage. The leakage rate should not exceed a pressure drop of 3.0
psig per minute.
4. Remove test equipment, lubricate all threads, and replace all system components.
COMPONENT MAINTENANCE AND REPLACEMENT.
FILTERS.
Air supply for the system is supplied through the vacuum system. Refer to Chapter 37 for replacement of the
appropriate filter(s).
30-13-01
Page 30-08
2012
PIPER AIRCRAFT
PA-44-180/180T
CONTROL VALVES.
After 100 hours of engine operation, the valve poppet and internal lining of the control valve can become
coated with a film of dried oil causing the valve to stick. To determine if valve poppet is sticking, perform
electrical test. If solenoid checks satisfactory, remove valve poppet and clean control valve bore and poppet. To
clean:
1. Remove nacelle hatch cover to gain access to the valve.
2. Remove electrical connector. Unscrew solenoid.
-CAUTION-
DO NOT LOSE STEEL HEX ACTUATOR PIN.

3. Remove valve poppet. It may be necessary to apply slim nose pliers to pin projection to pull poppet from
valve.
4. Thoroughly clean valve bore and poppet with commercial hydrocarbon type solvent.
5. Reassemble valve and solenoid.
TIMER.
No field maintenance is recommended. For repair or replacement, contact your B. F. Goodrich dealer or
distributor.
PNEUMA TIC BOOTS.
REMOVAL OF BOOTS.
The removal of deicer boots should be done in a well ventilated area to avoid difficulty from the fumes of the
solvents. Materials required to remove the boots are: Turco 388 dried cement remover, Kelite 21. and a pressure
handle squirt can. Proceed as follows:
-Note-
Disconnect line fittings from boot fittings

1. Starting 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 a pressure handle squirt can filled with solvent, separate the deicer boot from the surface for a
distance of 4 inches an the way along the upper trailing edge.
3. The area between the deicer and the wing which has now been separated will act as a reservoir for the
solvent, therefore, the deicer can be pulled down towards the leading edge with a uniform tension.
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Page 30-09
2013
PIPER AIRCRAFT
PA-44-180/180T
4. From the center line of the leading edge to the lower trailing edge of the deicer, use the pressure handle
squirt can to soften the bond between the deicer and the wing skin.
5. Use Kelite 21 or Turco 388 to clean the dry cement off the exposed wing area and clean the area thoroughly
with MEK (MethylEthyIKetone).
REPAIR OF BOOTS.
Deicer repairs are classified as cold repairs (temporary), which are made with the boot installed on the airplane,
and vulcanized repairs, which are made on the demounted boot in the shop. (Refer to the appropriate paragraph
for vulcanized repairs.)
COLD REPAIR.
The materials and supplies for making cold repairs are listed in Chart 3003.
1. SCUFF 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. 74-451-16 and proceed as follows:
A. 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.
B. 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.
C. 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 ten to fifteen minutes.
D. 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.
E. 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.
2. TUBE AREA DAMAGE. Repair cuts, tears, or ruptures to the tube area with fabric reinforced patches, Part
No. 74-451-16, depending on size of damage.
-Note-
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.
A. 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.
30-13-07
Page 30-10
2014
PIPER AIRCRAFT
PA-44-180/180T
B. Buff the area around the damage with buffing stick, Part No. 74-451-75, so that the surface is
thoroughly roughened.
C. Apply the patch to the deicer with the stretch in the widthwise direction of the inflatable tubes, sticking
edge of patch in place, working remainder down with slight pulling action so the injury is closed. Do
not trap air between patch and deicer surface.
3. 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.
A. 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.
B. Cut a piece of surface ply material, Part No. 74451-23, to cover the damaged area and extend at least
one inch beyond in all directions.
C. Mask off the damaged boot area 112 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.
D. Clean excess cement from deicer with solvent.
4. 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 114 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 1.
5. 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.
VULCANIZED REPAIRS.
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 ripping of the tube or stretch areas
which may make repairs exceedingly difficult or actually impossible. The determination of just where this
division between repairable and unrepairable damage exists will depend upon the careful judgment of the
inspector. For this reason, we recommend contacting the B. F. Goodrich Company at Akron, Ohio.
30-13-08
Page 30-11
2015
PIPER AIRCRAFT
PA-44-180/180T
POH
I
I
J
l I
I
Figure 30-2. Deice Control Panel Installation
30-13-08
Page 30-12
2016
PIPER AIRCRAFT
PA-44-180/180T
INSTALLING PNEUMA TIC BOOTS.

-Note-
The following procedures assume the aircraft is set up with the provisions for the
necessary connections and hardware.
Balance stabilator per instructions in Chapter 27 of this manual.
PREPARATION OF LEADING EDGES.
If the leading edges are painted, remove all paint including zinc chromate primer.
1. With one inch ( 1 ) masking tape, mask offleading edge boot area, allowing 112 inch margin for non-
recessed boots. Take care to mask accurately, thus eliminating the need for cleaning off excess cement later.
2. Clean the metal surfaces thoroughly, at least twice, with MEK or Acetone. For final cleaning, wipe the
solvent film off quickly with a clean, dry cloth before it has time to dry.
-Note-
It is permissible to install deicers on alodined or anodized surfaces

3. Fill gaps of skin splices that lead under deicers with sealing compound EC-801.
4. Remove the sump plugs from the air connection grommets. In some cases, it will be necessary to remove
sections of doped fabric used to cover the air connection holes. Draw out the ends of the non-kink hose
section so that they protrude through the connection holes in the leading edge. If hose is cracked or
deteriorated, replace with new hose.
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2017
PIPER AIRCRAFT
PA-44-180/180T
CHART 3003. MATERIAL AND SUPPLIES FOR COLD REPAIR
Part No. Quantity Description
74-451-C 1 Cold Patch Repair Kit

(FSN 1650-856-7939) (B. F. Goodrich Co.)
74-451-11 III pt. can A-56-B Conductive
74-451-16 30 pes. Small Oval Patch 1-1/4

x 2-112 in.
74-451-17 30 pes. Medium Oval Patch
2-112 x 5 in.
74-451-18 10 pes. Large Oval Patch 5 x
10 in.
74-451-19 3 pes. Patch 5 x 19 in.
74-451-20 (2) 112 pt. *No. 4 Cement (patching
only)
74-451-70 2 Cement Brush 112 in.
74-451-73 1 1/8 in. Steel Stitcher
74-451-75 6 Emery Buffing Sticks
74-451-87 1 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 t EC-1403 Cement and/or
(FSN 8040-628-4199 and/ EC-1300L
or FSN 8040-514-1880)
74-451-74 1 2-112 in. Sponge Rubber
Roller
tMinnesota Mining and Manufacturing Company, Adhesives Division, 411 Piquette Ave.,
Detroit, Michigan.
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Page 30-14
2018
PIPER AIRCRAFT
PA-44-180/180T
CHART 3004. MATERIAL AND SUPPLIES FOR COLD REPAIR (cont)
Part No. Quantity Description
The following materials may be obtained from local supply:
Toluol
As required Clean, Lint-Free Cloths
(preferably cheese cloth)
Rolls 1 in. Masking Tape
1 Sharp Knife
6 ft. Long Steel Measuring Tape
1 Fine Sharpening Stone
As required Steel Wool Pads
As required Hypodermic needles (22
gauge or smaller)
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.
THIS SPACE INTENTIONALLY LEFT BLANK
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2019
PIPER AIRCRAFT
PA-44-180/180T
PREPARATION OF DEICER BOOT.
Moisten a clean cloth with MEK or Acetone and carefully clean the rough, back surface of the boot at least
twice. Change cloths frequently to avoid recontamination of the cleaned areas.
MOUNTING BOOT ON LEADING EDGE.
Thoroughly mix EC - 1403 cement before using. Apply one even brush coat to the cleaned back surface of the
boot and to the cleaned metal surface. Allow the cement to air dry for a minimum of one hour. Apply a second
coat to both surfaces and allow to air dry a minimum of one hour. Ambient temperature for installation should be
held between 40° and 110° F. However, longer drying time of the cement coats may be required as the humidity
approaches 99%. Deicer and leading edge may be cemented for a maximum of 48 hours before actual
installation, if cemented parts are covered and kept clean.
Snap a chalk line along the leading edge of the airfoil section. Intensify chalk line on leading edge and the
white reference line on the boot with a ball point pen. Most boots are made with an excess of material at the
inboard and outboard edges for final trimming after installation and some recessed boots trim on the upper and
lower edges.
Securely attach hose to deicer connections using clamps or safety wire.
1. Holding the backside of the boot close to the leading edge, fasten the end of each non-kink hose to the
corresponding air connection stem. Tinnerman or other suitable non-kink hose clamps should be used for
this purpose. Tighten each clamp with a pair of slip joint pliers but do not squeeze the clamp so tight that t
he hose is damaged.
-Note-
If non-kink hose clamps are not available, wrap each hose connection with several
turns of friction tape. Over the tape, wrap two separate bindings of safety wire, about
112 inch apart. Each of these bindings should consist of several turns of wire. Twist
together the ends of each binding to tighten. Press the twisted ends down against the
hose. Finally, wrap the wire with several additional turns of friction tape.
2. Push the hose connections into the leading edge grommets or seals as the case may be. Obtain sufficient
personnel to hold boot steady during installation. (Limit handling cemented side of boot with fingers.)
Continue installation by reactivating the cement along the center line leading edge surface and boot in span
wise strips approximately six inches wide. 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. Position the
deicer center line to coincide with leading edge center line. Hold boot in this position while reactivating
about three inches around connections and around corresponding holes in leading edge, using a clean, lint-
free cloth moistened with Toluol. Insert connections in leading edge holes when cement has dried to a tacky
state and rubber roll boot to leading edge in tackified area.
3. If the deicer should attach "off course," use MEK to remove and reposition properly. Avoid twisting or
sharp bending of the deicer.
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PIPER AIRCRAFT
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4. Rubber roll, apply pressure over entire surface of the deicer. All rolling should be done parallel to the
inflatable tubes. Roll trailing edges with a narrow stitcher-roller.
-CAUTION-
A VOID EXCESSIVE SOAKING OR RUBBING OF THE CEMENT WHICH

COULD REMOVE THE CEMENT FROM THE SURFACE.
Remove all masking tapes and clean surfaces carefully with Toluol so that no solvent will run under deicer
edges.
5. Apply masking tape to deicer edges where exposed trimmed ends or gaps between sections are to be filled
with MMM EC-801 sealing compound.
Apply masking tape to deicer approximately 1/4 inch in from trailing edges and tape wing skin
approximately 114 inch from trailing edges, both forming a neat, straight line.
6. Apply a brush coat of A-56-B cement to surfaces between tapes and to EC-802 seams, being sure that the
conductive coating (A-56-B) is continuous from the deicer surface to the wing painted surface.
7. Remove tapes immediately after applying A-56-B cement (before cement dries).
-Note-
Application of A-56-B conductive cement is not necessary on deicers that have

CONDUCTIVE noted on labels.
-CAUTION-
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 (USE OF SOLVENT RESISTANT TYPE
GLOVES IS RECOMMENDED.)
In the event it becomes necessary to remove or loosen installed boots, use Toluol to soften the "adhesion" line.
A minimum of this solvent should be applied to the seam line while tension is applied 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.
Excessive quantities of solvent must be avoided.
ADHESION TEST.
U sing excess boot material trimmed from the ends of any wing and empennage deicers, prepare one test
specimen for each deicer installed. This specimen should be a 1 x 8 inch full thickness strip of boot maternal
cemented to the wing skin adjacent to installed boot following the identical procedure used for installation.
Leave one inch of the strip uncemented to attach a clamp. Four hours or more after the installation, attach a
spring scale to the uncemented end of each strip and measure the force required to remove strip at the rate of one
inch per minute. The pull should be applied 180 0 to the surface. (Strip doubled back on itself.)
30-13-13
Page 30-17
2021
PIPER AIRCRAFT
PA-44-180/180T
A minimum of five pounds tension (pull) shall be required to remove the test strip. If less than five pounds is
required, then acceptability of the boot adhesion shall be based on the following tests:
1. Carefully tilt one corner of boot in question sufficiently to attach a spring clamp.
2. Attach a spring scale to this clamp and pull with force 180 0 to the surface and in such a direction t hat the
boot tends to be removed on the diagonal.
3. If a force of five pounds per inch of width can be exerted under these conditions,. the installation shall be
considered satisfactory. Remember, the width increases as the corner peels back.
4. Re-cement corner following previous procedure.
5. Failure to meet this requirement shall result in reinstallation of the boot.
-Note-
Possible reasons for failure are: dirty surfaces, cement not reactivated properly,
cement not mixed thoroughly. Corrosion of the metal skin may occur if good
adhesion is not attained, especially around rivet heads and metal skin splices.
If these adhesion requirements are met, the airplane may be flown immediately. Do not inflate deicers within
12 hours of installation or until adhesion strength of 8 to 10 pounds is obtained.
DEICER BOOT MAINTENANCE.
Clean deicers when the airplane is washed with 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 the
boots, direct a blast of warm air along the region being cleaned, using a portable type ground heater.
ICEX APPLICA TION.
B. F. Goodrich leex is silicone base material specifically compounded to lower the strength of adhesion
between ice and the rubber surfaces of airplane deicers. Icex will not harm rubber and offers added ozone
protection.
Properly applied and renewed at recommended intervals. leex provides a smooth polished film that evens out
the microscopic irregularities on the surface of rubber parts. Ice formations have less chance to cling. Ice is
removed faster and cleaner when deicers are operated.
It should be emphasized that leex 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 16 ounce pressurized can of Icex will cover deicer surfaces of the average light twin-engine plane
approximately three times. It is also available in quart cans (unpressurized).
30-13-15
Page 30-18
2022
PIPER AIRCRAFT
PA-44-180/180T
Before applying Icex, thoroughly clean deicer or other rubber surfaces with a rag dampened with non-leaded
gasoline. Follow by a scrub wash of mild soap and water. Allow time for surfaces to dry.
Shake the Icex can well. Hold the nozzle approximately 12 inches from the surface and spray. Apply
sparingly. If the application is too heavy, it results in a sticky surface which is very undesirable because it will
pick up runway dust and prevent best ice removing efficiency.
Due to the natural abrasive effects on leading edges of deicers during flight, reapply Icex every 150 night hours
on wings and empennage deicers.
RESURFACING CONDUCTIVE CEMENT.
The following materials are required to remove and replace the old, damaged coating:
1. Fine grit sandpaper.
2. Two inch paint brush.
3. One inch masking tape.
4. Conductive neoprene cement, No. A-56-B, B. F. Goodrich Company.
5. Isopropyl Acetate. Federal Specification TT-I-721, as cleaning or thinning solvent.
6. Alternate solvent (Toluol or Toluene may be used as an alternate for Isopropyl Acetate).
-CAUTION-
CEMENTS AND SOLVENTS USED FOR RESURFACING ARE

FLAMMABLE AND THEIR FUMES SLIGHTLY TOXIC. THEREFORE, ALL
WORK SHOULD BE DONE IN A WELL VENTILATED AREA AWAY FROM
ANY SPARKS OR FLAMES.
During cold weather, place the airplane in a warm hangar and locate so that the boots are in line with one or
more blast heaters. Do resurfacing before any other work on the airplane to allow as much time as possible for
the new coat to cure.
-Note-
If for some reason the resurfacing cannot be done indoors, it may be deferred at the
discretion of the inspector untill a warm, clear day permits the work to be
satisfactorily accomplished outdoors. However, if the deicers are in such condition
that immediate resurfacing is required, remove them from the airplane and resurface
in a shop.
Clean deicer thoroughly with Isopropyl Acetate.
1. Roughen entire surface of boot, using a fine grit sandpaper.
2. Clean surface again with clean, lint-free cloth moistened with cleaning solvent.
3. Apply masking tape beyond upper and lower trailing edges, leaving a 114 inch gap of bare metal.
4. Mask off any legible deicer brands.
30-13-16
Page 30-19
2023
PIPER AIRCRAFT
PA-44-180/180T
5. Apply one brush coat of A-56-B cement to deicer and allow to dry at least one hour. Then apply second
coat and allow to dry at least four hours before operating deicers. Plane may be flown as soon as cement is
dry.
-Note-
If A -56-B cement has aged 3 months or over, it may be necessary to dilute the cement
with Isopropyl Acetate to obtain proper brushing consistency. Mix thoroughly,
approximately 5 parts cement to one part Isopropyl Acetate.
FINAL TEST AND ADJUSTMENT OF PNEUMA TIC SYSTEM. PPS60054-3
1. Gain access to the pressure switch by removing the passenger seats and floorboards.
2. Install a combination vacuum/pressure gauge (minimum range 10 inches mercury [in. Hg.] vacuum to 25
psi pressure) in the crossover line within 12 inches of the pressure switch.
3. Start the left engine and adjust the vacuum regulator on the firewall so that the vacuum gauge reads 5 ± .2
in. Hg. with the engine operating at 1800 to 2000 RPM.
4. Bring the engine up to 2300 RPM and cycle the deicer boot system.
-Note-
The vacuum gauge may momentarily drop as much as 1.5 in. Hg. during cycling.
5. During the deice boot inflation cycle, ensure that the green wing/tail indicator light on the deice panel
illuminates. The indicator light should come on between 8 to 13 psi and remain on above that pressure.
With boots fully inflated, pressure shall read 18 ± 1 psi and should occur within 7.0 seconds
(approximately). Upon full inflation, deflation and boot hold down shall occur within 20 seconds.
-Note-
If more than one deice cycle is required, allow 30 seconds between cycle activations
to assure complete cycling.
6. Depress pneumatic deice switch for 20 seconds. Full inflation pressure shall not exceed 23 psi.
7. Shut down the left engine and repeat steps 2 through 5 with the right engine.
8. Repeat the above with both engines running at 2300 RPM.
-Note-
Cycle times may decrease.

9. Upon completion of the above steps, shut down engines, remove vacuum/pressure gauge reinstall
floorboards and seats.
30-14-00
Page 30-20
2024
PIPER AIRCRAFT
PA-44-180/180T
PITOT AND STATIC.
The optional heated pitot head is located on the undersurface of the left wing. It is controlled by an ON/OFF
type switch labeled PITOT HEAT which is located on the switch panel to the left of the pilot. The heated pitot
head has a circuit breaker located in the circuit breaker panel and labeled PITOT HEAT. (Refer to Figure 30-16
for pitot head installation.)
WINDOWS AND WINDSHIELDS.
HEATED WINDSHIELD PANEL - OPTIONAL.
An electrically heated glass panel may be installed on the exterior side of the pilot's windshield to provide
visibility in icing conditions. The panel draws its current from the aircraft electrical power supply and is
controlled by an ON/OFF control switch/circuit breaker located in the center of the deice system control panel.
The heated panel is hinged at its base to facilitate windshield cleaning.
REMOVAL OF HEATED WINDSHIELD PANEL.
1. Disconnect the electrical connector (located next to the heated panel on the exterior side of the windshield)
by removing the two screws and pulling the plug out of the receptacle.
2. Remove the two screws which attach the panel assembly to the windshield collar and remove the pane from
the airplane.
-Note-
If the airplane is to be flown with the heated panel removed, rotate the receptacle plate
180 0 and reinstall so that the holes in the fuselage skin are covered Also, reinstall the
windshield collar screws.
INSTALLATION OF HEATED WINDSHIELD PANEL.
1. Position the panel assembly on the windshield collar and secure with two screws previously removed.
2. Press the electrical plug into the receptacle and secure with two screws previously removed.
3. Perform an operational ground check by turning the heated windshield panel switch ON for a period of time
not to exceed thirty seconds. Proper operation is indicated by the glass section being warm to the touch.
30-41-02
Page 30-21
2E1
PIPER AIRCRAFT
PA-44-180/180T
PROPELLER DEICE SYSTEM.
The B.F. Goodrich propeller deice system installed on the PA-44-180T uses the single element type deicer
boots. In this type system each deicer has one electrothermal heating element. When the PROP HEAT switch on
the instrument panel is turned ON, the timer directs power through the modular brush assembly and slip ring to
all the heating elements on one propeller for approximately 90 seconds. The timer then switches power to all the
heating elements of the other propeller for approximately 90 seconds. This cyclewill continue as long as the
PROP HEAT switch is in the ON position.
The propeller deice system consists of the following: electrically heated boots bonded to each propeller blade:
slip ring assemblies connected to the propeller hubs to distribute power to the propeller deicers; modular brush
assemblies which transfer electrical power to the rotating slip rings; a timer to cycle power to the deicers in the
proper sequence; an ammeter to indicate that the system is functioning correctly; an external ammeter shunt; a
manual ON/OFF, rocker-type switch and a circuit breaker.
TROUBLESHOOTING.
Troubles peculiar to the propeller deicing system are listed in Chart 3004 along with their probable causes and
suggested remedies.
30-62-00
Page 30-22
2E2
PIPER AIRCRAFT
PA-44-180/180T
CHART 3004. TROUBLESHOOTING (PROPELLER DEICER SYSTEM)
Ammeter shows zero current Tripped circuit breaker Locate and correct
all phases of the timer switch. short before setting
cycle. circuit breaker.
No power from airplane. If no voltage into switch,

locate and correct open.
Circuit breaker or switch If no voltage at C/B output

faulty. 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.
Ammeter faulty. (If some Test for voltage up to

or all deicers heat with and out of ammeter. If
ammeter at zero, replace low output and input satisfactory,
the ammeter.) replace ammeter.
If no voltage to ammeter,
locate and fix open between
switch and ammeter.
Open ammeter to timer. Disconnect harness at

timer and check Voltage
at Pin B (of harness) to
ground. If none, locate
and correct open.
Ammeter shows normal Open in wiring between Use heat test to find
current part of cycle, timer and brush block deicers not heating and
zero current rest of assembly. test for voltage on that
cycle. contact of wire harness
plug. (At brush block
assembly.) If zero after
1 minute, locate and
fix open in wiring from
timer to wire harness
plug.
30-62-00
Page 30-23
2E3
PIPER AIRCRAFT
PA-44-180/180T
CHART 3004. TROUBLESHOOTING (PROPELLER DEICER SYSTEM) (cont)
Ammeter shows normal Open between brush If there is voltage to brush

current part of cycle, block assembly and block wire harness plug,
zero current rest of deicer lead straps. try voltage at junction to
cycle. (cont.) deicer lead and slip ring
Lead. If no voltage. find and
correct open in wiring
within brush block or no
contact of brush to slip
ring.
No ground circuit, one If voltage is found at

engine. deicer leads, locate and
fix open from deicer to
ground.
Ammeter shows normal Open or high resistance in Disconnect deicer leads

current part of cycle, deicer or slip ring leads. to check resistance. If not
low current rest of OK, replace faulty deicer.
cycle. If satisfactory, locate and
fix open in slip ring leads.
Check deicer wire harness
leads for continuity. Ohmmeter
needle must not
flicker when leads are
stretched or flexed. Replace
as required.
High resistance in circuit Check for contact of brush

with low current. to slip ring. Check wiring
from timer to deicers for
loose or corroded connections
and partially broken
wiring. Correct as required.
Ammeter shows low current Aircraft voltage low. Check voltage into switch.
over entire cycle.
30-62-00
Page 30-24
2E4
PIPER AIRCRAFT
PA-44-180/180T
Ammeter shows low current Ammeter faulty. Test for voltage up to

over entire cycle. and out of ammeter. If
(cont.) low output and input satisfactory,
replace ammeter.
switch and ammeter.
High resistance up to Check for partially broken

timer. wire, loose or corroded
connection in wiring from
aircraft supply to timer
input.
Ammeter shows excess Ammeter faulty. Test for voltage up to

current over entire cycle. and out of ammeter. If
low output and input satisfactory,
replace ammeter.
switch and ammeter.
Ground between ammeter Disconnect harness at

and timer. timer and with ohmmeter
check from Pin B (of harness)
to ground. If ground
is indicated, locate and
correct.
Ammeter shows normal Ground between timer Disconnect leads at

current part of cycle, and brush block. brush block and with
excess current rest ohmmeter check from
of cycle. power leads to ground.
If ground is indicated,
locate and correct.
30-62-00
Page 30-25
2E5
PIPER AIRCRAFT
PA-44-180/180T
Ammeter shows normal Ground between brush If no short exists at brush

current part of cycle, block and deicers. slip ring contact, check for
excess current rest of ground from slip ring lead
cycle. (cont.) to propeller assembly while
flexing slip ring and
deicer leads. If a
ground is indicated,
locate and correct.
Short between two adjacent Check for cuts or low

circuits. resistance between circuits.
If any, locate
and correct.
Timer faulty. Test timer.
Ammeter does not "flick" Timer ground open, timer Disconnect harness at
approximately every 90 not cycling. timer and check with
seconds. ohmmeter from Pin A
(of harness) to ground.
If no circuit, fix open
per schematic diagram.
Timer contacts are Test timer. If timer

welded (caused by short does not cycle with voltage
circuit in system). at Pin B, replace.timer but
be sure short causing
original failure has been
located and corrected.
Ammeter flicks between Loose connection between Trace wiring from power
90 second phase periods. aircraft power source to timer input to
supply and timer input. insure that the electrical
contacts at each connection
in the circuit are good.
30-62-00
Page 30-26
2E6
PIPER AIRCRAFT
PA-44-180/180T
Ammeter flicks between Loose or poor connection If trouble occurs in part of

90 second phase periods. timer to deicers. cycle, find which deicers
(cont.) are affected and check for
rough or dirty slip rings
causing brush to "skip".
Also, check for loose or
poor connection. (If all deicers
on one propeller are
affected, check the ground
circuit.)
Timer cycles erratically. Test timer.
Radio noise or interference Brushes "arcing". Check brush alignment

with deicers on. as shown in Figures 30-3
and 30-4. Look for rough
or dirty slip rings. If either
condition exists, clean,
machine or replace slip
ring assembly, as required.
Check slip ring alignment.
Loose connection. Refer to "Ammeter flicks

between 90 second phase
period".
Switch or circuit breaker Place jumper wire across

faulty. switch or circuit breaker.
If radio noise disappears,
replace the switch or circuit
breaker.
Wiring located too close to Relocate deicer wiring at

radio equipment or associated least 8 inches away from
wiring. radio equipment and
wiring.
30-62-00
Page 30-27
2E7
PIPER AIRCRAFT
PA-44-180/180T
Cycling sequence not Crossed connections between Check system wiring

correct. timer and deicers. against wiring diagram.
Rapid brush wear or Brush block out of Check brush alignment.

frequent breakage. alignment. Correct as required.
Slip ring wobbles. Check slip ring alignment

with dial indicator as shown
in Figure 30-2.
30-62-00
Page 30-28
2E8
PIPER AIRCRAFT
PA-44-180/180T
3060
2
8
-----1
.L..._. . .
A
_
'1
"'--- .. -:...- .. / :
8
C1
(SEEE NOTE 1
AND 2)
WARNING - THIS AIRCRAFT IS NOT
APPROVED FOR FLIGHT IN ICING
CONDITIONS
,
6
~
f---
:000
I
000
PROP I IPROpl
HEAT
HEAT
I
,
I
I
000000 ICE
I LIGHT
(SEE NOTE 1
VIEW A-A AND3) VIEW B
NOTES
1. PROP HEAT CIRCUIT BREAKER

1. TIMER 25 AMP FOR 2 BLADE INST.
2. SHUNT 35 AMP FOR 3 BLADE INST.
3. MODULAR BRUSH ASSY. 2. AIRCRAFT SIN 44-8207001
4. SLIP RING AND UP
5. AMMETER 3. AIRCRAFT SIN 44-8107001 TO
6. SWITCH 44-8107076
7. CIRCUIT BREAKER
8. WIRING HARNESS
Figure 30-3. Electric Prop Deice System Installation
30-62-00
Page 30-29
2E9
PIPER AIRCRAFT
PA-44-180/180T
C234
THREE-BLADED INSTALLATION
1. PROPELLER DEICER BOOTS

2. SLIP RING
3. CONNECTOR
4. MODULAR BRUSH ASSEMBLY
5. SHUNT
6. TIMER
7. AMMETER
8. PROP DEICE SWITCH
9. LEAD CLIP
10. MOUNTING BRACKET
11. FUSE (5 AMP)
12. CIRCUIT BREAKER
TWO-BLADED INSTALLATION
~jjP 11
Figure 30-3. Electric Prop Deice System Installation (cont)
30-62-00
Page 30-30
2E10
PIPER AIRCRAFT
PA-44-180/180T
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, first use the "ammeter test" and "heat test" to determine which
circuits are involved. Use circuit diagram for assistance to check voltages or
continuity.
HELPFUL TIPS.
1. If the ammeter reading drops to one-third normal current, this indicates that one heater circuit is open.
2. 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.
3. A considerable number of timers that have been returned for repair proved to be fully workable when tested.
Accomplish the test described in "Timer Test" before concluding that the timer is defective.
4. Defective wiring in propeller mounted components may be indicated by normal current readings in ground
checkouts (propellers not rotating) but low current with propellers rotating at cruise RPM.
INSPECTION.
50 HOUR INSPECTION.
1. Lock brakes and operate engines at near takeoff power. Turn deicer system switch ON and observe deicer
ammeter for at least two minutes. Ammeter needle must rest within the shaded band, except for a "flicker,"
approximately every 90 seconds, as the step switch of the timer operates. Any movement of the needle
other than the normal 90 second flicker indicates a short or open that must be located and corrected.
2. With engines stopped, turn deicer switch ON and feel deicers on propellers for proper sequence of heater
operation. The deicers should cycle ON for 90 seconds, then OFF for 90 seconds and repeat. Temperature
rise should be noticeable and each heater should warm for about 90 seconds. Local hot spots indicate
surface damage of deicer heaters requiring replacement of deicer.
3. Remove spinner dome and engine cowling. With assistant observing deicer ammeter and with deice r
switch ON, flex all accessible wiring, particularly the deicer wire harness, leads from slip ring assembly,
and the firewall electrical connectors and their wiring. Any movement of the ammeter needle other than the
"90 second flicker" of cycling indicates a short or open that must be located and corrected.
30-65-01
Page 30-31
2E11
PIPER AIRCRAFT
PA-44-180/180T
1. Remove cowling.
2. Conduct 50 hour inspection.
3. Check for radio noise or radio compass interference by operating the engine at near takeoff power with
radio gear ON while turning deicer switch ON and OFF. If noise or interference occurs with deicer switch
ON and disappears when switch is OFF, see troubleshooting chart.
4. Ascertain that all clamps. clips. mountings and electrical connections are tight. Check for loose, broken or
missing safety wire.
5. Deicers: Closely check deicers 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. Insure 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 deicer in accordance with the appropriate information in this chapter.
-Note-
Operate propeller from "full pitch" to "feathering" and check that deicer lead wires do
not come under tension or are pinched by propeller blade. (Refer to Figure 30-9.)
6. Slip Rings: Check slip rings for gouges, roughened surface, cracks, burned or discolored areas, and for
deposits of oil, grease or dirt.
A. Clean greasy or contaminated slip rings with CRC 2-26 solvent (llis solvent is available from e.R.e.
Chemical Division, Webb Inc., C-JIO Limekiln Pike, Dreshner, Penna. 19025.) 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 30-4 and
check alignment of the slip rings to the propeller shaft as explained in this section.
7. 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 30-5 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 proper clearance of brush block to slip rings as shown in Figure 30-6. If not correct, loosen
mounting screws and move in elongated holes to correct block position before tightening securely.
e. Visually check brush block for approximately 2° angle of attack. (Refer to Figure 30-6) If not, loosen
mounting screws and twist block, but be sure to hold clearance limits shown when tightening.
8. System Wiring: With deicer system operating. have assistant observe ammeter while visually inspecting and
phycically flexing wiring from brush blocks through firewall. to timer, to ammeter. to switch and to aircraft
power supply. The ammeter will flicker as the timer switches approximately every 90 seconds in the cycle.
Jumps or flickers at other times indicates loose or broken wiring in the area under examination at that
moment. In such case, check continuity through affected harness, while flexing and prodding each wire in
the area that gave initial indication of trouble. Use the wiring diagram to trace circuitry.
30-65-02
Page 30-32
2E12
PIPER AIRCRAFT
PA-44-180/180T
393
DIAL INDICATOR
STARTER RING GEAR

WITH SLIP RING
ASSEMBLY
Figure 30-4. Suggested Use of Dial Indicator
394
BRUSH LOCATED
INCORRECTLY ON
SLIP RING
SLIP RING
NOTCH WORN IN
BRUSH DUE TO
MISALIGNMENT
Figure 30-5. Centering of Brushes on Slip Rings
30-65-02
Page 30-33
2E13
PIPER AIRCRAFT
PA-44-180/180T
C178
0 ® e §
.03
,
.03
.09 0 0 0 0 .09
i \ !
t t
2° 2°
ROTATION
.. ROTATION
SLIP RINGS
SLIP RINGS
MOUNTING BRACKET
TORQUE 50 TO 70 IN.-LBS.
(
r-
TERMINAL" B "
MODULAR BRUSH
ASSEMBLY 3E2090-1
'I TERMINAL" C "

l_. I J
j
I
r
I
/~~
SHIM AS REQUIRED
(MAX. OF 2 AT EACH
MODULAR BRUSH
ASSEMBLY.)
Figure 30-6. Modular Brush Assembly Alignment
30-65-02
Page 30-34
2E14
PIPER AIRCRAFT
PA-44-180/180T
MODULAR BRUSH ASSEMBLIES.
BRUSH MODULE REPLACEMENT.
Brush wear may be measured as shown in Figure 30-7. The X-dimension given (in inches) indicates when the
brushes must be replaced.
-Note-
Brushes are not offered individually as replacements. When a brush wears out, the
module containing it should be replaced
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.
2030
M07
DURING MEASUREMENT ONLY 1/16 INCH OF

BRUSH SHOULD BE ALLOWED TO PROTRUDE
FROM BRUSH BLACK. THIS IS THE NORMAL
POSITION OF THE BRUSH WHEN INSTALLED ON
THE AIRCRAFT.
MODULAR BRUSH ASSEMBLIES X DIMENSION

MUST REPLACE
Modules having brushes with rods 17/64 "
Modules having brushes without rods. 17/64 "
Figure 30-7. Measuring Bush Assemblies
30-66-01
Page 30-35
2E15
PIPER AIRCRAFT
PA-44-180/180T
M8S
NOTE
TWO 3E2011 BRUSH MODULE ASSEMBLIES ARE REQUIRED
TO PRODUCE ONE 3E2090-1 MODULAR BRUSH ASSEMBLY
Figure 30-8. Brush Module Assembly 3E2011
C177
~/ (f) 0
2
~ 7
3
~ ffi 0
'-J~
1. SPACER
2. BRUSH MODULE ASSEMBLY 3E2011-2
3. BRUSH MODULE ASSEMBLY 3E2011-3
4. SCREW MS24693-532
5. NUT MS35649-262
6. LOCKWASHER MS35333-37
7. WASHER AN960C6
Figure
30-66-01
Page 30-36
2E16
PIPER AIRCRAFT
PA-44-180/180T
3. Restack modules and spacer as shown in Figure 30-9.

-Note-
Ascertain flat washer is positioned between star washer and housing.

4. Reconnect aircraft wire harness and insure adjacent ring terminals are not touching.
5. Install assembly on aircraft and check adjustment.
ALIGNMENT OF NEW BRUSHES.
Any time the brush block assembly is dismounted, the alignment at reinstallation must be checked as described
in Step 7 under "100 Hour Inspection".
SLIP RINGS.
ALIGNMENT OF SLIP RING ASSEMBLIES.
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 Deicing 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 30-4) Rotate the
propeller slowly noting the run-out indicated on the gauge. The total run-out must not exceed 0.005 inch ±
0.0025 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 to
100 inch-pounds to obtain the required flatness.
REPLACEMENT OF SLIP RING ASSEMBLIES.
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.
30-67-02
Page 30-37
2E17
PIPER AIRCRAFT
PA-44-180/180T
PROPELLER DEICER BOOTS.
RESISTANCE CHECK OF DEICER BOOTS.
To determine incorrect resistance, short or open at the brush-to-slip ring contact, disconnect harness at the
brush block and use low range ohmmeter to read resistance from each deicer circuit lead (Pins Band C of brush
block) to ground; it should read .52 to .56. If this reading is not obtained, disconnect the deicer lead harness to
measure heater resistances individually. Individual heater should be 1.04 to 1.12. If first check is off limits but
second check is satisfactory, trouble is probably in the brush-to-slip ring area; if the second check is off limits, the
deicer is damaged and must be replaced.
REPLACEMENT.
If tests show the blade deicer to have an open circuit, to be the wrong resistance or to be visibly damaged
beyond repair as outlined in this section, replace the deicer as directed in the following paragraphs.
REMOVAL OF BOOTS.
1. Disconnect terminals of propeller deicer from studs on the spinner bulkhead.

2. Use MEK or Toluol to soften the adhesion line between the deicer and the propeller blade.
-CAUTION-
DO NOT ALLOW SOL VENTS TO LEAK INTO PROPELLER HUBS AND

CAUSE DAMAGE TO SEALS.
3. Starting at one corner of the deicer, loosen enough of the deicer to grasp in the jaws of vise grip pliers or
similar tool.
4. Apply a steady pull on the deicer to pull it off the propeller surface. Continue using MEK or Toluol to
soften the adhesion lines. Unless the deicer being removed is damaged and is to be scrapped, cushion the
jaws of any pulling tool used to prevent damage to the deicer surface. Remove very slowly and carefully. If
deicer 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 deicer during and after removal.
5. Remove residual cement from blade. Use Turco No.3 or equivalent to help with dried cements.
INSTALLA TION OF BOOTS.
BLADE PREPARATION.
1. Mark and cut from masking tape a pattern the size of the propeller deicer. (Refer to Figure 30-10.)
2. 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 deicer harness.
-Note-
All deicers on a single propeller must be located at same distance from the hub for
rotational balance.
30-68-05
Page 30-38
2E18
PIPER AIRCRAFT
PA-44-180/180T
3. Remove the pattern and remove any paint in the marked off area. Clean down to bare metal. Next, clean
the area thoroughly with MEK or acetone. For final cleaning, wipe the solvent off quickly with a clean, dry
lint-free cloth to avoid leaving a film.
-CAUTION-
CLEANLINESS OF METAL AND RUBBER PARTS CANNOT BE TOO

HIGHLY STRESSED. ONLY PERFECTLY CLEAN SURFACES WIN
ASSURE MAXIMUM ADHESION.
4. 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.
A277
CENTER LINE
PATTERN
MASKING
TAPE
Figure 30-10. Installation of Deider Bots
30-68-05
Page 30-39
2E19
PIPER AIRCRAFT
PA-44-180/180T
CHART 3005. REQUIRED MATERIALS FOR REPAIR OF PROPELLER DEICER
The materials and tools listed below are commercially available and are not supplied by
B.P. Goodrich in kit form:
Cement 1300L or EC 1403 (Minnesota Mining & Mfg. Co.)

Sealer 82-76-1 and -2 (B.P. 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
114 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.
CEMENT A PPLI CA TION.
1. Using a silver pencil, mark a centerline on the glossy side of the deicer.
2. Moisten a clean cloth with MEK or acetone and clean the unglazed surface of the deicer. changing cloth
frequently to avoid contamination of the clean area.
3. Thoroughly mix the 1300L cement. Apply one even brush coat of cement to the unglazed back surface of
the deicer. Cement one inch of the deicer 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 deicer 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 deicer.
4. 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 deicer. This timing is important for the cement on both
surfaces to reach the tack stage at the same time.
30-68-06
Page 30-40
2E20
PIPER AIRCRAFT
PA-44-180/180T
INSTALLA TION OF DEICER AND REQUIRED MATERIALS.
It is imperative that the following instructions be followed exactly to insure maximum adhesion to the
propeller blades:
1. When the cement coats are tacky (slightly sticky to the touch-like masking tape), dry on both the propeller
surface and deicer surface, position deicer on blade leading edge. Start at hub end, using centerlines as a
guide. (Refer to Figure 30-11)
2. Make sure that the harness will fall in the previously marked position.
3. Working outward toward the tip, tack the deicer centerline to the leading edge of the propeller blade.
4. Use the tackifying solvent as necessary. If deicer is allowed to get off course, pull up with a quick motion
and re-apply deicer.
5. If cement is removed from either surface, completely remove the deicer and re-apply cement as explained in
the previous paragraph.
6. When the deicer is correctly positioned, roll firmly along the centerline with a rubber roller. (Refer to
Figure 30-10.)
7. Gradually tilt the rubber roller and carefully work the deicer 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 deicer before other edges are completely rolled down. If excess material at edges tends to
pucker, work out puckers smoothly and carefully with fingers.
8. Roll the tapered edges, especially inboard edge of the deicer with the metal stitcher.
-CAUTION-
TO A VOID DAMAGE TO DEICER RESISTANCE WIRES, DO NOT USE

METAL STITCHER ON BODY OF DEICER. AREA WHERE METAL
STITCHER IS PERMITTED NOT TO EXCEED 3/16" ALONG DEICER
EDGE.
PREPARATION AND APPLICATION OF SEALER.
Deicers loosened due to destruction of adhesive bond by lubricants do not respond well to recementing.
Therefore, removal, cleaning, and reinstallation of the deicers are recommended.
1. Clean an area .500 of an inch wide around the circumference of the deicer down to the bare metal. Use
MEK or Acetone and clean thoroughly.
2. Clean outer. 500 of an inch of all deicer edges and back under deicer about .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.
3. Recement loosened areas of deicers in accordance with the paragraph on cement application.
4. Mix the filler, sealer, or paint thoroughly and in the proper proportions by weight, as given in Chart 3006.
5. Locate masking tape approximately .125 of an inch beyond the cemented area around the deicer to permit
filler material to contact bare metal.
6. Apply one even coat of filler to area around the inboard end and sides of the deicer. (Refer to Figure 3-11)
Immediately remove the masking tape and allow the filler to dry for six hours.
7. Apply masking tape about .125 of an inch beyond filler or .250 of an inch beyond cemented area when no
filler is used, to permit sealer to contact bare metal. Apply one even brush coat of sealer to the area a-round
the deicer. (Refer to Figure 30-11) 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
deicers.
30-68-08
Page 30-41
2E21
PIPER AIRCRAFT
PA-44-180/180T
C180
SHADED AREA
REPRESENTS
SEALER
B
FILLER CEMENTED AREA DEICER
SEALER
B
DEICER
SECTION A- A
SEALER CEMENTED AREA DEICER
-...f 1/4 j.. I

r---1/2 ----....J 114
DISTANCE OF FILLER SECTION B - B

APPLICATION (BOTH
SIDES OF DEICER)
Figure 30-11. Typical Deicer Boot Sealer Application

400
Figure 30-12. Wrinkled Deicer
30-68-08
Page 30-42
2E22
PIPER AIRCRAFT
PA-44-180/180T
WRINKLED DEICERS. ( Refer to Figure 30-12)
If edge of deicer 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 deicer and
propeller bonding surfaces and allow to air dry for one hour. Then apply a second coat of 1300L cement to both
the deicer 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 deicer.
ELECTRICAL CHECK.
1. Check the electrical resistance of element within the deicer. (Refer to Chart 3007.)
2. Check for intermittent open circuits by tensioning the deicer wire harness slightly while measuring the
resistance. Also, press lightly on the deicer 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. Proper identification is necessary in order to make the system cycle properly and to
obtain the correct amperage values during system operation. Minimum and maximum ohms between
common ground and either of the other terminals is 1.04 to 1.12.
-Note-
These resistances apply only to deicers that are not connected to terminal studs
CHART 3006. MIXING OF MATERIALS
Material Manufacturing & No. Mixing Proportions
Filler 3M EC 1031 and EC801 Twelve parts ECI031 with one hundred
parts EC801
Sealer BFG 82-076-1 &-2 Twelve parts -1 with one part -2

or
Lowe Brothers V66V27, F63B8, One part V66V27 with seven parts
& R7K69 F63B8 (and up to two and two-thirds
parts R7K69 thinner as needed)
CHART 3007. ELECTRICAL RESISTANCE
Resistance Check Max. Min.
1 Blade each Element 1.12 1.04

2 Blades in Parallel 0.56 0.52
3 Blades in Parallel 0.38 0.35
30-68-10
Page 30-43
2E23
PIPER AIRCRAFT
PA-44-180/180T
INSTALLATION OF DEICER WIRING HARNESS. (Refer to Figure 30-13.)
The propeller deice wiring harness is secured to the propeller counterweight as follows:
1. Insert the deicer wire harness thru the 9/32 diameter hole in the prop counterweight.
2. Connect the plugs of the prop deicers and the deicer wire harness as shown in Figure 30-13.
3. Install tie strap ( PIN MS 3367-1-9) between the leads along the length of the plugs. Do not tighten at this
time.
4. Install both tie straps (PIN MS 3367-2-9) under the tie strap installed in the previous step and around the
counterweight. Do not tighten at this time.
5. Install transflex tubing over deicer wire harness.
6. Route transflex tubing under both tie straps (PIN MS 3367-2-9) and tighten tie straps.
7. Tighten the tie strap around the plugs.
8. Install the terminals on the deicer wire harness.
9. Install the terminals of the harness to the screws on the spinner bulkhead and tighten the lead clip over the
harness.
ADJUSTMENTS AND TESTING.
BALANCING.
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 deicer wire harness must be installed on the propeller
as just described.
FINAL ELECTRIC CHECK.
1. Make certain that all terminals are tight. Do not over torque.
2. Check the electrical resistance between the deicer terminals or between the slip rings. The reading should
be per Chart 3007.
FUNCTIONAL CHECK.
1. Start both engines and operate at 2300 RPM. Place the propeller deice switch in the ON position.
2. The ammeter should show a surge of current to one propeller followed by a surge of current to the opposite
propeller. Time between surges must not exceed 90 seconds. During current surges ammeter should
indicate within green arc.
3. Return propeller deice switch to the OFF position and shut-down engines.
-Note-
Do not operate propeller deice equipment with engines not operating.
30-69-02
Page 30-44
2E24
PIPER AIRCRAFT
PA-44-180/180T
C176
;;/----------------_ ............. __ .......... __ ... _--- .... _-_ .... _--_ .. _-_ .......... __ ... .
/
.-/
,//
/
//~~
;~/;
\
/
\
1. PROP DEICER
2. DEICER LEADS
3. DEICER WIRE HARNESS
4. LEAD CLIP
5. SLIP RING WIRE HARNESS
6. COUNTERWEIGHT
7. TIE STRAPS
8. TRANS FLEX TUBING
(NO. 2x91i2" )
VIEW A
Figure 30-13. Deicer Wiring Harness Installation (Typical)
30-69-02
Page 30-45
2F1
PIPER AIRCRAFT
PA-44-180/180T
OTHER COMPONENTS.
Do not attempt internal repairs of the timer, ammeter or switch. If inoperative, these components must be
replaced with one of the correct part numbers. For any other repair or maintenance problems not covered in this
manual, inquire at Transportation Products Division of the B.P. Goodrich Company, Akron, Ohio 44138.
TIMER TEST.
Field experience indicates that too often the timer is considered at fault when the true trouble lies elsewhere.
Before removing a timer as defective, perform this test:
1. Disconnect wire harness at timer and with deicer switch ON, check voltage from Pin B of harness plug to
ground. If system voltage is not present, the fault is not in the timer. If system voltage is present at Pin B,
check ground circuit using ohmmeter from Pin A to ground. If no circuit is shown, the fault is in ground
lead, not in timer. If ground connection is open, the timer step switch will not change position.
2. When power and ground circuits have been checked, connect a jumper wire from Pin B of harness to B
contact of timer socket to power timer. Connect a jumper wire from Pin A of harness to A contact of timer
socket to complete the power circuit. Now use voltmeter from ground to the timer socket and check that
timer is cycling to deliver system voltage to D and F contacts in that order. Each contact must deliver
voltage for approximately 90 seconds, in turn, and there must be zero voltage on the contact not energized.
3. If the timer meets these requirements, it is not the cause of the trouble. If it fails to perform as indicated, the
trouble does lie in the timer and it should be replaced.
DETECTION.
WING ICE DETECTION LIGHT. (PA-44-180T Only)
This light is used in conjunction with the pneumatic deicing system and will aid the pilot in detecting ice
formation on the left wing leading edge during night flying operations.
The light is mounted in the outboard side of the left nacelle just above leading edge of the wing. It is a sealed
beamed, 12-volt unit, which is controlled from a toggle type switch mounted on the switch panel.
SERVICING.
The only service required of this unit is the replacement of a burned out lamp with a new lamp GE 1383.
REMOVAL. (Refer to Figure 30-14.)
1. Be sure the switch is in the off position.

2. Remove the nacelle access panel in which the light is installed.
3. Remove the screws which secure the socket in the retainer.
4. Pull the socket aft and remove the lamp.
30-81-02
Page 30-46
2F2
PIPER AIRCRAFT
PA-44-180/180T
3061
C175
~~===3 ====
INSTRUMENT PANEL
VIEW A-A
1. ICE LIGHT ASSEMBLY

2. WING ROOT DISCONNECT
3. SWITCH
4. CIRCUIT BREAKER
5. LENS
VIEW B - B VIEW C - C 6. ACCESS DOOR
Figure 30-14. Wing Ice Lighting System (PA-44-180T Only)

(SIN 44-8107033, 44-8107035 and up)
30-81-02
Page 30-47
2F3
PIPER AIRCRAFT
PA-44-180/180T
INSTALLA TION.
1. Position the new lamp in the receptacle of the socket, then secure the socket in the retainer with the screws.
2. Activate the switch in the cockpit to check the lamp operation.
3. Replace the nacelle access panel with the attachment hardware.
CARBURETOR ICE DETECTOR. (PA-44-180 Only) (Excluding SIN 44-95001 and up)
DESCRIPTION.
The ARP Carburetor Ice Detector unit (one for each carburetor) used on the PA44-180 utilizes an optical probe
installed in the carburetor throat just upstream of the throttle valve. As ice forms and blocks the passage of light
within the probe, the warning is triggered. When the ice has melted and enough light is sensed, the warning light
will be extinguished. The probe has an expected service life of 50,000 hours. A built-in test circuit is activated
such that each time the switch is turned on the light will come on momentarily.
TROUBLESHOOTING.
-CAUTION-
DO NOT ATTEMPT TO TEST THE PROBE OR INSTRUMENT BY

APPLYING A VOLTAGE TO EACH! A VOLTAGE OF OVER 2 - VOLTS
WILL BURN OUT THE PROBE LAMP AND SENSOR AND THE
INSTRUMENT RED LIGHT SWITCHING TRANSISTOR.
1. The probe may be tested as follows:
(1). Connect red (+) ohmmeter test probe to black wire of ice detector probe.
(2). In a subdued light (not in sunlight) touch the black ohmmeter test probe to the red wire of the ice
detector probe while observing the ohmmeter. The reading should be approximately 600 ohms in
ordinary light. Cover the ice detector probe sensor to eliminate most of the light. The ohmmeter
should indicate approximately 10,000 + ohms indicating that the sensor is functioning properly.
(3). Remove the black ohmmeter test probe from the red wire and touch it to the white wire. The
ohmmeter should read approximately 5 ohms indicating that the probe lamp is functioning properly.
(4). If both steps (2) and (3) above are completed satisfactorily the probe should operate.
(5). Test probe housing for short to ground. Housing is insulated.
2. The instrument is tested as follows:
A. Disconnect the ice detector probe at the probe connectors.
B. Apply (+) 12 - volts DC to instrument power wire (red wire with fuse holder).
C. Connect the black ground wire to (-) 12 - volts DC.
D. Turn the instrument on. The red light should come on. If the red light does not come on, the
instrument is inoperative and must be returned to:
ARP Industries Inc.
36 Bay Drive E.
Huntington, New York 11743
-Note-
ARP Industries, Inc. is the only FAA approved repair station for this instrument.
30-82-02
Page 30-48
2F4
PIPER AIRCRAFT
PA-44-180/180T
E. If the red light comes on, touch the red wire connector to the black wire connector (wires to instrument
from probe). The red light must go out. If the red light does not go out, the instrument is inoperative
and must be returned to ARP Industries, Inc.
3. The probe and instrument are tested as follows:
A. Turn power on.
B. Rotate sensitivity control up from full counterclockwise position until the red light just goes out (This
should be anywhere from one-quarter to three-quarters turn).
C. Place a piece of paper in the air gap of the probe (between the sensor and the housing lens). The red
light should come on indicating that the system is functioning properly.
REMOVAL OF ICE DETECTOR PROBE.
1. Remove the engine cowl.

2. The probe is mounted in the carburetor or just below the throttle valve control arm. Remove the safety wire
and carefully unscrew the probe from the carburetor. Measure and note how far the probe extends into the
carburetor.
3. Where the wires for the probe come off the engine mount remove the wire insulation sleeves; make note of
the respective wire interconnects; and, disconnect the wires.
4. If the engine is to be operated, install a suitable plug.
INSTALLA TION OF ICE DETECTOR PROBE.
1. If a plug has been installed, remove the plug from the carburetor housing. The probe is mounted just below
the throttle valve on the left side of the carburetor.
-CAUTION-
DO NOT BEND THE PROBE COMPONENTS.

2. Carefully screw in the probe. When installed the index mark on the probe housing should face - towards the
carburetor air inlet. If necessary use AN96-416L shim washers to position the probe properly.
3. Tighten the probe as much as possible, by hand, and then only, a quarter turn more using a 3/ 8 inch short
handle open end wrench.
4. Connect the appropriate wires and position the sleeves over the connectors. If heat shrink has not been
used, tie with #6 electrical lacing wire.
30-82-04
Page 30-49
2F5
PIPER AIRCRAFT
PA-44-180/180T
B865
CARBURETOR L. ENGINE PROBE CARBURETOR

R. ENGINE L. ENGINE
RED
WHITE
BLACK
BLACK - L. ENGINE - TO POSITION 4 ON
ANNUNCIATOR PANEL CONNECTOR
RED - R. ENGINE - TO POSITION 1 ON
ANNUNCIATOR PANEL CONNECTOR
Figure 30-15. Ice Detection System (Pa-44-180 Only)
FUNCTIONAL CHECK OF ICE DETECTOR PROBE.
1. Aircraft master switch on.

2. Ice detector system on.
3. Adjust the sensitivity knob until the red light (ice light) goes out. This is the critical setting.
4. Turn the ice detector system off, then on. The red light should flash on then off indicating that all
components are operating normally.
LIFT DETECTORS.
Two heated lift detectors and a heated pitot head installed on the left wing are controlled by a single ON - OFF
type PITOT HEAT switch located on the switch panel to the left of the pilot. The lift detectors have a pull type
25 amp circuit breaker marked "Lift Det Heat", except on aircraft SIN 44-95001 and up, they have a 5 amp
circuit breaker marked "Stall Del", and are not heated. This may be pulled to deactivate the lift detectors increase
load shedding is required due to an alternator failure. The lift detectors have an in-line resistor activated by the
main gear squat switch which limits the ground electrical load to approximately 25 percent of the innight load.
This allows the pitot heat and lift detectors to be activated prior to takeoff.
For removal, installation and adjustment of lift detectors refer to Chapter 27.
30-90-00
Page 30-50
2F6
PIPER AIRCRAFT
PA-44-180/180T
C692 REFER TO ELECTRICAL SCHEMATIC - CHAPTER 91
RED AND
WHITE WIRES
(INB'D AND
OUTB'D) TO
H2A4 PURPLE 3 6
WIRES (INB'D
AND OUTB'D)
TO H2A5
YELLOW WIRE TO
11
F1J (INBOARD) FIN
(OUTBOARD)
ORANGE WIRE TO
13
F1H (INBOARD) F1L
(OUTBOARD)
9
14
LIFT DETECTOR INSTALLATION DETAIL A
1. CIRCUIT BREAKER (LIFT DETECTOR) 9. WING SKIN

2. CIRCUIT BREAKER (PITOT HEAD) 10. FIBER WASHER
3. LIFT DETECTOR(S) 11. NUT
4. RESISTOR (5 OHM, 100 W) 12. WASHER
5. RELAY 13. DOUBLER
6. PITOT HEAD 14. GASKET
7. DEICER BOOT 15. SCREW
8. MOUNTING PLATE
Figure 30-16. Heated Pitot and Heated Left Detector Installation (PA-44-180T)
30-90-00
Page 30-51
2F7
PIPER AIRCRAFT
PA-44-180/180T
FUNCTIONAL CHECK OF LIFT DETECTORS.
1. Insert microswitch key under leaf of main gear squat switch.

2. With flaps in 0° and 10° positions, the outboard. lift sensor should activate when lifted.
3. With flaps in 25° and 40° positions, the inboard lift sensor should activate when lifted.
4. After successful completion of functional check, remove microswitch key from main gear squat switch.
-END-
30-91-00
Page 30-52
2F8
PIPER AIRCRAFT
PA-44-180/180T
2F9
PIPER AIRCRAFT
PA-44-180/180T
2F10
PIPER AIRCRAFT
PA-44-180/180T
32
CHAPTER
32
Landing Gear
2F11
PIPER AIRCRAFT
PA-44-180/180T
2F12
PIPER AIRCRAFT
PA-44-180/180T
Chapter 32 - Landing Gear
Table of Contents
Chapter Grid
Section Subject No.
32-00-00 GENERAL 2F17

Description and Operation 2F17
Troubleshooting 2F17
32-10-00 MAIN GEAR 2F24

Main Gear Oleo 2F24
Disassembly of Main Gear Oleo 2F24
Cleaning, Inspection and Repair of Main Gear Oleo 2F24
Assembly of Main Gear Oleo 2G2
Main Landing Gear Assembly 2G6A
Removal of Main Landing Gear 2G6
Cleaning. Inspection and Repair of Main Landing Gear 2G6
Installation of Main Landing Gear 2G7
Adjustment of Main Landing Gear 2G10
Alignment of Main Landing Gear 2G11
Main Gear Door 2G12A
Removal of Main Gear Door 2G12
Cleaning, Inspection and Repair of Main Gear Door 2G12
Installation of Main Gear Door 2G12
32-20-00 NOSE GEAR 2G14

Nose Gear Oleo 2G14
Disassembly of Nose Gear Oleo 2G14
Cleaning. Inspection and Repair of Nose Gear Oleo 2G14
Assembly of Nose Gear Oleo 2G16
Nose Landing Gear Assembly 2G18
Removal of Nose Landing Gear 2G18
Cleaning, Inspection and Repair of Nose Landing Gear 2G18
Installation of Nose Landing Gear 2G22
Nose Gear Downlock and Eccentric Bushing 2G23
Removal of Nose Gear Downlock and Eccentric Bushing 2G23
Installation of Nose Gear Downlock and Eccentric Bushing 2H1
Adjustment of Nose Landing Gear 2H3
Alignment of Nose Landing Gear 2H3
Nose Gear Doors 2H5
Removal of Nose Gear Doors 2H5
Cleaning, Inspection and Repair of Nose Gear Doors 2H6
Installation of Nose Gear Doors 2H6
Adjustment of Nose Gear Doors 2H6
32 - CONTENTS
Page 1
2F13 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
Chapter Grid
Section Subject No.
32-40-00 WHEELS AND BRAKES 2H7

Nose Wheel 2H7
Removal and Disassembly of Nose Wheel 2H7
Inspection of Nose Wheel 2H7
Assembly and Installation of Nose Wheel 2H7
Main Wheel 2H9
Removal and Disassembly of Main Wheel 2H9
Inspection of Main Wheel 2H9
Assembly and Installation of Main Wheel 2H9
Repair of Nose and Main Wheel Assemblies 2H10
Brakes 2H11
Brake Adjustment and Lining Tolerance 2H11
Wheel Brake Assembly 2H11
Removal and Disassembly of Wheel Brake Assembly 2H11
Cleaning, Inspection and Repair of Wheel Brake Assembly 2H142
Assembly and Installation of Wheel Brake Assembly 2H14
Parking Brake Valve 2H16
Removal of Parking Brake Valve 2H16
Disassembly of Parking Brake Valve 2H16
Cleaning, Inspection and Repair of Parking Brake Valve 2H18
Assembly of Parking Brake Valve 2H18
Installation of Parking Brake Valve 2H18
Brake Cylinder (Toe Brake) 2H19
Removal of Brake Cylinder 2H19
Disassembly of Brake Cylinder 2H19
Cleaning, Inspection and Repair of Brake Cylinder 2H19
Assembly of Brake Cylinder 2H19
Installation of Brake Cylinder 2H20
Bleeding Procedure 2H20
32 - CONTENTS
Page 2
April 15, 2012 2F14
PIPER AIRCRAFT
PA-44-180/180T
Chapter Grid
Section Subject No.
32-60-00 POSITION AND WARNING 2H22

Landing Gear Limit Switches 2H22
Adjustment of Main Gear Up Limit Switch 2H22
Adjustment of Main Gear Down Limit Switch 2H22
Adjustment of Nose Gear Up and Down Limit Switches 2H22
Adjustment of Landing Gear Safety (Squat) Switch 2H24
Landing Gear Warning (Throttle) Switches 2H24
Landing Gear Up/Power Reduced Warning Switch 2H24
Switch Location 2H24
Adjustment of Landing Gear Up/Power Reduced Warning Switch
(When Not Equipped with Mute Switch) 2H24
Adjustment of Landing GearUp/Power ReducedWarning Switch
(When Equipped with Mute Switch) 2I1
Replacement of Landing Gear Up/Power Reduced Warning Switch 2I1
Functional Test of the Gear Retracting System 2I1
32 - CONTENTS
Page 3
2F15 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
32 - CONTENTS
Page 4
April 15, 2012 2F16
PIPER AIRCRAFT
PA-44-180/180T
GENERAL.
This chapter consists of instructions for the overhaul, inspection and adjustment of the various components of
the landing gear and brake system, including adjustment of the electrical limit, safety and warning switches. This
chapter does not cover the hydraulic function of the landing gear retracting system. (Refer to Chapter 29.)
The airplane is equipped with retractable, tricycle air-oil strut type landing gear which are hydraulically
operated by an electrically powered reversible pump.
Gear positions are indicated by three Three lights located above or below the selector lever for gear down and
locked, and a red light located at the top of the instrument panel (pilot' s side) for gear unsafe positions. There is
no light to indicate that the gear has fully retracted other than all lights are out. As the landing gear swings to the
down and locked position and each downlock hook moves into its locked position, a switch at each hook actuates
to the switch normally closed (NC) circuit to indicate by a Three light that the individual gear is safely down and
locked. The activation of all three downlock switches will also shut the hydraulic pump off. As the instrument
lights are turned on, the green lights will dim. When the gear begins to retract and the downlock hooks
disengage, the down limit switches actuate 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.
Each landing gear is retracted and extended by a single hydraulic cylinder attached to the drag link assembly of
the nose gear and the side brace link assembly of the main gears. Gear doors partially enclose the gear and
operate through mechanical linkage with each gear. The gears are held in their up position by hydraulic pressure
alone within the cylinders. There are no uplocks and loss of hydraulic pressure will allow the gears to drop. It is
preferred that the gears be extended and retracted with the use of the gear selector handle; however in the event of
hydraulic loss or electrical failure, they can be lowered by pulling on the emergency extension knob which will
open a valve between the two hydraulic lines to the nose gear cylinder thus allowing hydraulic pressure to
neutralize between each side of the cylinder pistons and allowing the gear to free fan to the downlocked position.
To assist the nose gear to extend under these conditions are two springs, one inside the other, mounted on arms
above the gear links. The main gears require no assist springs. Once the gears are down and the downlock hooks
engage, a spring maintains each hook in the locked position until hydraulic pressure again releases it. A further
description of the hydraulic system may be found in Chapter 29.
The nose gear is steerable through a 60 degree arc by the use of the rudder pedals. As the gear retracts,
however, 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. A shimmy dampener is also incorporated in the nose wheel steering
mechanism. A single bungee spring unit is incorporated between the rudder pedals and nose gear.
The two main wheels are equipped with self-adjusting single disc hydraulic brake assemblies. Hydraulic fluid
for the brake cylinders is supplied by a reservoir installed at fuselage station 49.50.
TROUBLESHOOTING.
Mechanical and electrical switch troubles peculiar to the landing gear system are listed in Chart 3201. When
troubleshooting, first eliminate hydraulic malfunctions, then proceed to switch malfunctions and last to the
mechanical operation of the gear itself. Always place the airplane on jacks before attempting any troubleshooting
of the gear.
32-02-00
Page 32-01
2F17
PIPER AIRCRAFT
PA-44-180/180T
CHART 3201. TROUBLESHOOTING (LANDING GEAR)
Red gear unsafe light out Indicator lamp burned out. Replace lamp.
while gear is in transit.
Indicator light ground in- Check ground circuit.

complete.
Indicator light circuit wire Check wiring.

broken.
Indicator light circuit Reset circuit breaker and

breaker open. determine cause for open
circuit breaker.
Red gear unsafe light on One or more up limit Isolate and replace switch.
though gear has retracted. switches failed.
Nose gear up limit switch Check gear up adjustment

out of adjustment. and readjust up limit
switch.
Main gear not retracting Check gear up adjustment.

far enough to actuate
switch.
Red gear unsafe light on One or more down limit Isolate and replace switch.
though gear is down and switches failed.
Locked.
Nose gear down limit Readjust down limit switch.

switch out of adjustment.
Main gear down limit Readjust down limit switch.

switch out of adjustment.
-Note-
The out of adjustment or failed switch may be determined by noting which down
light is not lit.
32-02-00
Page 32-02
2F18
PIPER AIRCRAFT
PA-44-180/180T
CHART 3201. TROUBLESHOOTING (LANDING GEAR) (cont)
Red gear unsafe light Light circuit wire loose. Check wiring.
operates on and off after
Far has retracted.
Hydraulic system losing Refer to Hydraulic System,

pressure. Chapter 29.
Gear up switch out of Check gear up adjustment

adjustment. and then switch adjustment.
Red gear unsafe light out Lamp burned out. Replace lamp.
and one Green gear down
light out though gear is
down and locked.
Gear down limit switch Replace switch.

failed.
-Note- Light circuit wire broken. Check wiring.

Ascertain navigation
lights are off (daytime).
Red gear unsafe light and Indicator lights circuit Reset circuit breaker and
an green lights out. breaker open. determine cause for open
circuit breaker.
-Note- Light circuit wire broken. Check wiring.

Ascertain navigation
lights are off (daytime).
Red gear unsafe light and Landing gear selector Reset circuit breaker and
horn fail to operate when circuit breaker open. determine cause for open
throttle is near closed and circuit breaker.
Landing gear is retracted.
Micro switch "A" at throttle Adjust micro switch "A."

out of adjustment.
Micro switch "A" failed. Replace switch.
Warning horn and light Check wiring.

circuit wire broken.
32-02-00
Page 32-03
2F19
PIPER AIRCRAFT
PA-44-180/180T
Red gear unsafe light and Diode in circuit between Replace diode.
horn fail to operate when throttle switch "A" and
throttle is near closed and light! horn open.
Landing gear is retracted.
(cont)
-Note-
When replacing diode connect
banded end (cathode) to terminal
ends of wires G2Q and G2K on
mounting block.
Red gear unsafe light and Gear selector handle in up Place handle in down
horn fail to stop when position. position.
throttle is closed and gear
has extended. (Gear ex-
tended through the use of
the free fall lever)
Red gear unsafe light and WarDing light and horn Check wiring.
horn fail to operate when circuit wire broken.
selector switch is moved
to up position with gear
extended and throttle not
full forward.
Above condition on Defective safety (squat) Replace switch.

ground. switch.
Above condition in the air. Pressure switch open. Replace switch.
Red gear unsafe light and Throttle micro switch "B" Adjust switch.
horn fail to shut off at full out of adjustment.
throttle. Gear selector at
up position and gear
extended.
Throttle micro switch "B" Replace switch.

failed.
Hydraulic pump shuts off, Gear not fully retracted. Determine cause and
but red gear unsafe light remedy.
remains on.
32-02-00
Page 32-04
2F20
PIPER AIRCRAFT
PA-44-180/180T
Green gear down lights Failed instrument panel Replace switch.

dim though position light light control switch. (Lights
switch is off, and gear is grounding through dimming
down and locked. resistor instead of instrument
panel light control.)
Green gear down light Gear down limit switch Replace switch.
fails to go out with gear failed.
in transit or retracted.
Green gear down lights Green light ground Replace resistor.

will go out and not dim dimming resistor open.
when position light switch
is turned on though gear
is down and locked.
Green gear down lights Micro switch out of Adjust micro switch.
blink momentarily before adjustment.
the down lock is engaged
on roller.
Nose landing gear Internal wear in shimmy Replace shimmy dampener.

shimmies during fast dampener.
taxi, takeoff or landing.
Shimmy dampener or Replace necessary parts

bracket loose at mounting. and bolts.
Tire out of balance. Check balance and replace

tire if necessary.
Worn or loose wheel Replace and/or adjust

bearings. wheel bearings.
Worn torque link bolts Replace bolts and/or

and/ or bushings. bushings.
Excessive or uneven wear Incorrect operating pressure. Inflate tire to correct

on nose tire. pressure.
Wear resulting from Refer to proceedings for

shimmy. correction.
32-02-00
Page 32-05
2F21
PIPER AIRCRAFT
PA-44-180/180T
Nose gear fails to steer Oleo cylinder binding in Lubricate strut housing
properly. strut housing. (refer to Lubrication Chart).
Cylinder and/or strut

housing bushings damaged.
One brake dragging. Determine cause and correct.
Steering arm roller sheared Replace defective roller.

at top of strut.
Steering bellcrank loose Readjust and tighten.

on attachment plate.
Steering bellcrank bearing Replace bearing and/or

and/or bolt worn. bolt.
Shimmy dampener galling Replace.

or binding.
Nose gear fails to Steering arm roller sheared Replace defective roller.
straighten when landing at top of strut.
gear extends.
Incorrect rigging of nose Check nose gear steering

gear steering. adjustment.
Nose gear fails to Centering guide roller Replace roller.

straighten when landing sheared.
gear retracts.
Damaged guide. Replace guide.
Main landing shimmies Tire out of balance. Check balance and replace
during fast taxi, takeoff tire if necessary.
or landing.
Worn or loose wheel Replace and/or adjust

bearings. wheel bearings.
Worn torque link bolts Replace bolts and/or

and/or bushings. bushings.
32-02-00
Page 32-06
2F22
PIPER AIRCRAFT
PA-44-180/180T
Excessive or uneven wear Incorrect operating Inflate tire to correct

on main tires. pressure. pressure.
Wheel out of alignment Check wheel adjustment.

(toe in or out).
Lower side brace link out Check gear adjustment.

of adjustment, allowing
gear to slant in or out.
Strut bottoms on normal Insufficient air and/or Service strut with air
landing or taxiing on fluid in strut. and/or fluid.
rough Found.
Defective internal parts Replace defective parts.

in strut.
Landing gear doors fail Landing gear not retracting Check adjustment of
to completely close. completely. Landing gear.
Door retraction mechanism Check adjustment.

out of adjustment.
32-02-00
Page 32-07
2F23
PIPER AIRCRAFT
PA-44-180/180T
MAIN GEAR.
MAIN GEAR OLEO.
DISASSEMBLY OF MAIN GEAR OLEO. (Refer to Figure 32-1.)
The main gear oleo assembly may be removed and disassembled from the gear oleo housing with the gear
removed from or installed in the airplane.
1. Place airplane on jacks.
2. Place a drip pan under the main gear to catch spillage.
3. Remove air and fluid from the oleo. Depress air valve core pin until strut pressure has diminished; remove
the filler plug and 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.
5. To remove piston tube assembly from oleo housing, remove the upper and lower torque link connecting bolt
assembly and separate links. Note number and thickness of spacer washer(s) between the two links.
6. Compress the piston tube; reach up into the tube and release the snap ring from the annular slot at the
bottom of the oleo housing.
7. Pull piston tube with component parts from cylinder housing.
8. The piston tube components may be removed by reading in the tube and pushing out the upper bearing
retainer pins. Slide off the upper bearing, lower bearing with O-rings, wiper and washer.
9. To remove orifice tube from the oleo housing, remove locknut and washer from top of housing. Draw tube
with O-ring and retainer from housing.
10. The orifice plate is removed from the bottom of orifice tube by releasing snap ring holding the plate in
position.
11. To remove piston tube plug and O-ring located in the bottom end of the tube, remove bolt assembly and
insert a rod up through the hole in the body of the fork and push plug with O-ring from top of tube.
CLEANING, INSPECTION AND REPAIR OF MAIN GEAR OLEO.
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 excess wear, corrosion, scratches and overall damage.
B. Retaining pins for wear and damage.
C. Lock rings for cracks, burrs, etc.
D. Cylinder and orifice tube for corrosion, scratches, nicks and excess wear.
E. Orifice plate for hole restriction.
F. Fork tube for corrosion, scratches, nicks, dents and misalignment.
G. Air valve general condition.
3. Repair of the oleo is limited to smoothing out minor scratches, nicks and dents and replacement of parts.
32-11-02
Page 32-08
2F24
PIPER AIRCRAFT
PA-44-180/180T
2272
1. NUT
2. TRUNNION ASSEMBLY
3. WASHER
4. AIR VALVE
5. BUSHING
6. RETAINER RING
7. O-RING
8. TORQUE LINK - UPPER
9. ORIFICE TUBE
10. RING
11. ORIFICE PLATE
12. SNAP RING
13. BEARING
14. O-RING
15. O-RING
16. WIPER STRIP
17. WASHER
18. SNAP RING
19. PIN
20. BEARING
21. STRUT ASSEMBLY
22. TORQUE LINK - LOWER
23. CLAMP
21 24. BUSHING
25. BUSHING
8 26. BUSHING - AXLE
27. NUT - AXLE
10
11
12~ 23
~:~
16~
17~
18
Figure 32-1. Main Gear Oleo Strut Assembly
32-11-02
Page 32-09
2G1
PIPER AIRCRAFT
PA-44-180/180T
ASSEMBLY OF MAIN GEAR OLEO. (Refer to Figure 32-1.)
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 (MIL-H-5606) and install
it 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 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 orifice plate into the bottom of the tube and secure with snap
ring.
5. To install tube in oleo housing, insert the tube up through the housing. With the end of the tube exposed
through the top of the housing, install the O-ring, retainer, washer, and locknut. Tighten locknut only finger
tight at this time.
6. Assemble components of piston tube on the tube by placing in order, snap ring, washer, lower bearing with
outer and inner O-ring and upper bearing. Align the two .125 diameter holes and the lock pin holes with the
corresponding holes in the piston tube and install pins.
7. Lubricate the wall of the cylinder oleo housing and tube, and carefully insert the tube assembly into the
housing, guiding the orifice tube into the piston tube. Install the wiper strip, slide the washer into position
and secure the assembly with snap ring.
8. Tighten locknut at top of housing.
9. Ascertain that the bushings are installed in the upper and lower torque links and then install links. the torque
link bolt assemblies should be lubricated and installed with the flat of the bolt head hex adjacent to the
mined stop of the wide end of the link. (Use the same thickness of spacer washers between the two links as
those removed to maintain correct wheel alignment.) Tighten the bolts only tight enough to allow no side
play in the links, yet be free enough to rotate.
-Note-
Instructions contained in Step 10 pertain to left oleo strut assemblies only.

10. Assemble squat switch actuator bracket on bolt assembly. Insert a rivet through the hole provided in the
bracket into the upper link and install the nut. Install squat switch bracket immediately above the actuator
bracket.
11. Attach spring attachment plate to the mounting lug on the base of the housing immediately above the upper
link.
12. Connect brake line and bleed the brakes.
13. Lubricate gear assembly. (Refer to Chapter 12.)
14. 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.
15. Service oleo strut with fluid and air. (Refer to Chapter 12.)
16. Check main gear alignment and gear operation. Ascertain that gear is down and locked.
17. Remove the airplane from jacks.
32-11-03
Page 32-10
2G2
PIPER AIRCRAFT
PA-44-180/180T
305
Figure 32-2. Main Gear Service Tolerances
32-11-03
Page 32-11
2G3
PIPER AIRCRAFT
PA-44-180/180T
Manufacturers Service Service

Fig. No. Part No. Nomenclature Dimension Dimension Tol. Remarks
1 67514-0 Link upperside brace ID .3645 ID

.3625
2 63900-89 Bushing, upperside **ID .249 ID .248 .004 Press fit.

brace link .251 .252
3 95642-08 Bracket, side brace ID .7495 ID .7490 .002 Shrink ft.

95642-09 support .7505 .7510
95642-10
4 67026-12 Bushing, support **ID .624 ID .624 Shrink fit.

bracket .625 .626
5 78717-2 Stud, side brace OD .6235 OD .6220

support .6225
6 78717-2 Stud, side brace ID .4365 ID .4355 .004

support .4385 .4395
7 65003-41 Bushing, side brace ID .373 ID .372 .004

support stud .375 .376
8 67514-0 Link, upperside brace ID .4945 ID .4925

.4935
9 14843-16 (2) Bushing, side brace **ID .376 ID .374 Install using
link .375 Loctite 601.
10 402 921 Bolt, link stud OD .3742+.0000

(NAS 464 P6-20) attaching -.0009
11 67514-0 Link, upperside brace ID .4945 ID .4925

.4935
12 14843-16 (2) Bushing, side brace link **ID .3745 ID .374 Install using
.3755 Loctite 601.
13 67797-04 Link, lowerside brace ID .4905 ID .500

67797-05 .4925
14 65003-44 (2) Bushing, lowerside brace **ID .373 ID .372 .004 Press fit.
link .375 .376
15 402 927 Bolt, side brace link OD .3742+.0000 OD .3740

NAS 464 616 assembly -.0009
** Line ream to this dimension after installation of new part.
Figure 32-2. Main Gear Service Tolerances (cont)
32-10-00
Page 32-12
April 15, 2012 2G4
PIPER AIRCRAFT
PA-44-180/180T

16 78720 Rod End, lowerside brace ID.492

link .490
17 67926-06 Trunnion housing, side ID.7530 ID.7530

67926-08 brace attachment .7550 .7550
67926-09
18 67026-05 Bushing, trunnion ID .499 ID .498 .004 Install using

.500 .502 Loctite 601.
19 402974 Bolt, trunnion/side OD .5616+.0000

(NAS 464 P9A-46) brace attaching -.0009
20 67926-06 Trunnion housing, ID .4410 ID .4410

67926-08 torquelink attachment .4430 .4440
67926-09
21 67026-07 (2) Bearing, trunnion **ID.314 ID.315 Press fit. Install

.313 using Loctite 601.
22 67037-04 Strut Assembly ID .4385 ID .4395 .0025

.4370 .4370
23 67026-07 (2) Bearing, strut **ID.314 ID .315 .002 Press fit.

.313 .313
24 67012-00 Torquelink (2) ID .312+.001 ID .312+.002 .002 Line ream .
-.000 -.000
25 67012-00 Torquelink (2) ID .3760 ID.3770 .0025

.3745 .3745
26 31796-00 (2) Bushing, Torquelink **ID.252 ID .253 .002 Press fit.

.251 .251
**Line ream to this dimension after installation of new part.
Figure 32-2. Main Gear Service Tolerances (cont)
32-11-03
Page 32-13
2G5
PIPER AIRCRAFT
PA-44-180/180T
MAIN LANDING GEAR ASSEMBLY.

REMOVAL OF MAIN LANDING GEAR. (Refer to Figure 32-3.)
1. Place the airplane on jacks.

2. The side brace link assembly may be removed by the following procedure.
A. With gear in the extended position, disconnect gear downlock spring.
B. Disconnect rod end of actuating cylinder from retraction fitting on the upper side brace link by
removing nut, washer, bolt, bushing and spring swivel.
C. Disconnect lower side brace link from gear housing by removing attachment nut, washer and bolt.
Note bushings on each side of end bearing.
D. Disconnect upper side brace link from side brace support fitting stud by removing cotter pin, washer
and attachment bolt.
E. The side brace support fitting may be removed by removing the cap bolts securing the fitting to the
web of the spar.
F. Remove the assembly and further disassemble and inspect as needed.
3. The strut housing with components may be removed by the following procedure:
A. Disconnect brake line at its upper end in the wheel well.
B. Disconnect gear door actuating rod at the gear housing.
C. Remove access plate located on underside of wing, aft of landing gear.
D. If not previously disconnected, disconnect lower side brace link from the gear housing.
E. Disconnect forward support fitting of housing from the web of the main spar by removing fitting
attachment bolts.
F. Remove retainer tube in aft support fitting that supports the aft arm of the housing by reaching through
the access opening on the underside of the wing through the hole in the web and removing bolt that
secures the tube in the housing. Insert a hook through the bolt hole in the tube, and slide it aft from the
support fining. Remove the tube from the wing.
G. Allow the gear to drop free from the wing.
H. The aft support fitting may be removed by holding the nuts in position, reaching through the access
opening, and removing the fitting attachment bolts.
I. The forward support fitting may be removed from the arm of the housing by removing the bolt washer
from the base side of the fitting. Slide the fitting from the arm. Remove washer from the arm.
4. Either bearing installed in the support fittings may be removed by removing the snap rings that hold the
bearing in the housing. Push the bearing from the housing.
CLEANING, INSPECTION AND REPAIR OF MAIN LANDING GEAR.
1. Clean all parts with a suitable type cleaning solvent.

2. Inspect the gear components for the following unfavorable and conditions.
A. Bolts, bearing and bushings for excess wear, corrosion and damage.
B. Gear housing, side brace links, torque links and attachment plates for cracks, bends or misalignment.
C. Downlock hook for excessive wear of the bearing surfaces.
3. Inspect the gear downlock spring for the following:
A. Excessive wear or corrosion, especially around the hook portion of the spring. A spring should be
rejected if wear or corrosion exceeds one-quarter the diameter of the spring. Clean away all corrosion
and repaint.
B. Check the spring for load tensions below minimum allowable tolerance. The minimum tension of the
spring is 48 pounds pull at 7.9 inches. Measurement is taken from the inner side of each hook.
32-12-02
Page 32-14
2G6
PIPER AIRCRAFT
PA-44-180/180T
4. Check the general condition of each limit switch and its actuator, and wiring for fraying, poor connections
or conditions that may lead to failures.
5. Check side brace link through center travel by attaching the upper and lower links, setting them on a surface
table, and ascertaining that when the stop surfaces of the two links touch, linkage is not less than .062 nor
more than .125 of an inch through center. Should the distance exceed the required through center travel and
bolt and bushings are tight, replace one or both links.
6. With side brace links assembled and checked, ascertain that when stop surfaces of the two links contact. the
clearance between each downlock hook and the flat of the downlock pin is not less than 0.010 of an inch.
Should clearance be less than that required, the hook only may be filed not to exceed a gap of more than
0.025 of an inch. The maximum allowable clearance between each hook and the downlock pin that are
service worn is 0.055 of an inch. Should clearance be more than 0.055 of an inch, replace the pin, check
clearance and then if still beyond tolerance, replace hooks. The gap between each hook should be equal.
7. 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.
INSTALLATION OF MAIN LANDING GEAR. (Refer to Figure 32-3.)

-Note-
When assembling components of the landing gear, lubricate bearings, bushings, and
friction surfaces with proper lubricant as described in Chapter 12.
1. Insert a gear support bearing in each support fitting and secure with snap rings. Check bearing for excess
end play, shim as necessary with shim washers (PIN 62833-44).
2. The gear housing may be installed in the wheel well of the wing by the following procedure:
A. Place spacer washer and then forward support fitting on forward arm of the housing. Determine that
barrel nut is properly positioned in the arm and insert attachment bolt through washer and the fitting
into the arm. Tighten bolt and ascertain that the bearing is free to rotate.
B. Position aft support fitting at its attachment point in the wheel well and secure with bolts, washers and
nuts. Install nuts and washers by reaching through the access hole on the underside of the wing.
e. With the retainer tube for the aft arm of the housing in hand, reach up through the access opening and
insert the tube into the support fitting through the hole in the web.
D. Position the gear housing up in the wheel well and install the forward support fitting with bolts and
washers. (One each AN960-416 and AN960-416L washer per bolt.)
E. Push the retainer tube into the arm of the housing and secure with bolt.
F. Check that the gear rotates freely in its support fittings and recheck thrust.
G. Connect the brake line to its mating line in the wheel well and bleed brakes.
3. The gear side brace link assembly may be installed by the following procedure:
A. Position link support bracket with swivel stud installed at its attachment point on the web of the spar
and secure with bolts and washers.
B. Ascertain that the upper and lower links are assembled with downlock hook, retraction fitting, c ..
attached, and the through travel of the links and downlock hook clearance checked.
e. Attach the upper link to the swivel stud of the support fitting and secure with bolt, bushing, washer,
nut and cotter pin.
D. The actuating cylinder rod end bearing and lower side brace link may be attached respectively to the
retraction fitting and strut housing during the adjustment of the landing gear.
4. Ascertain that the landing gear is serviced per Chapter 12.
5. Check adjustment of landing gear.
6. Check alignment of the wheel.
7. Install the access plate on the underside of the wing and remove the airplane from jacks.
32-12-03
Page 32-15
2G7 Revised: May 15, 1989
PIPER AIRCRAFT
PA-44-180/180T
78724 AN
A591
TORQUE NUT TO 110 IN.-LBS.
* AN5 attach bolt (4 ea.)

thread into nutplates.
Accordingly, torque bolts
190 to 200 in.-Ibs.
FWD.
NOTE
Special landing gear attachment hardware may have
been used during assembly of the aircraft due to
manufacturing tolerances. Therefore, special attention
should be given when removing hardware to inspect and
insure the same diameter hardware is used upon
reassembly. Standard AN4 or AN5 bolts are replaced by
alternate oversized bolts NAS3004 or NAS3005; also
NAS3005, and standard flush head bolts MS24694-S105
are replaced by alternate oversize bolts NAS1604-9R
respectively when oversized hardware is required.
Figure 32-3. Main Gear Installation
32-10-00
Page 32-16
April 15, 2012 2G8
PIPER AIRCRAFT
PA-44-180/180T
1763
1. SUPPORT FITTING, AFT 2
2. SNAP RING
16
3. BEARING
4. RETAINER, TUBE ASSEMBLY
5. FITTING, GREASE
6. HINGE, GEAR DOOR
7. BOLT, WASHERS AND NUT
8. LINK, UPPER
9. WASHER, SPACER
10. LINK, LOWER
11. DOOR, GEAR
12. NUT
13. HOUSING, STRUT 55 4
14. PLUG, HYDRAULIC FLUID
15. VALVE ASSEMBLY
16. SUPPORT FITTING, FORWARD
17. FITTING, GREASE 48
18. SPRING, DOWNLOCK
19. TURNBUCKLE
20. SWIVEL ASSEMBLY
21. RETRACTION FITTING
22. JAM NUT 2 53
23. ROD, PISTON TORQUE 2
24. CYLINDER, HYDRAULIC ACTUATING
25. BOLT, WASHERS, NUT AND COTTER PIN 50-70 IN.-LB.
TORQUE
26. STUD, SIDE BRACE SUPPORT
50-70 IN.-LB.
27. SUPPORT BRACKET
28. LINK, UPPER SIDE BRACE
29. PLATE
30. HOOK, DOWN LOCK
SKETCH A
31. BOLT, WASHERS, NUT AND COTTER PIN
1734
32. PIN, DOWNLOCK
33. LINK, LOWER SIDE BRACE
34. BRACKET, SPRING
35. SWITCH, SAFETY
36. ACTUATOR, SAFETY SWITCH 21
38. ROD, GEAR DOOR
40. FORK GEAR
41. CLAMP
42. HOSE, BRAKE
43. BRAKE HOUSING
44. BRAKE DISC
45. TIRE
46. ROD END BEARING
47. BOLT, WASHER, NUT AND BUSHING
48. BOLT
49. SHIM WASHER 31 29 28
50. BOLT
51. WASHER
52. WASHER
53. BEARING, FORWARD SUPPORT
54. BEARING, AFT SUPPORT
55. SNAP RING
56. ROD END BEARING
57. JAM NUT
58. BRACKET, SWITCH
59. CLIP, SAFETY
60. BUSHING, TAPERED
SKETCH B
Figure 32-3. Main Gear Installation (cont)
32-12-03
Page 32-17
2G9
PIPER AIRCRAFT
PA-44-180/180T
ADJUSTMENT OF MAIN LANDING GEAR.
1. Place the airplane on jacks.

2. Level the airplane laterally and longitudinally. (Refer to Chapter 8.)
3. Disconnect the gear door actuating rods at either the door or the housing, as desired, by removing the rod
attachment bolt. Secure the door out of the way.
4. Adjust rod end on upper side brace link with no load on wheels to obtain 90 degree angle between wheel
centerline and level floor line on outboard side of gear.
5. Check that the rod end has sufficient thread engagement in the end bearing. align the flat sides of the
bearing casting with the flat side of the bearing and tighten the jam nut.
6. Adjust the turnbuckle of the downlock mechanism by first ascertaining that the gear is down and locked,
and then move the retraction fitting outboard until it contacts the stop slot of the side brace link. Hold the
fitting in this position and turn the turnbuckle barrel until the downlock hooks make contact with the lock
pin. Safety the turnbuckle.
7. For easier adjustment of the downlock limit switch, it may be set at this time.
8. Retract and extend the gear manually several times to ascertain that the side brace link falls through center:
the downlock hook falls into position and there is no binding of the gear assembly.
9. The gear should be adjusted in the up position to allow the gear fork to press lightly into the rubber bumper
pad on the wing. The adjustment may be accomplished as follows:
-Note-
If it requires less than .025 of an inch to move the gear into the correct adjustment,
Steps Band F thru H need only be followed.
A. Ascertain that the rod end bearing of the actuating cylinder is disconnected from the retraction fitting.
B. Actuate the hydraulic system to bring the hydraulic cylinder to the up position by turning the master
switch on and moving the gear selector handle to the up position. The piston of the cylinder should be
bottomed.
C. Raise the gear by pushing up on the retraction fitting, thus disengaging the hooks, and pushing up on
the pivot point at the bottom of the side brace links to bring the links out of the locked position. Raise
the gear until the fork presses lightly into the rubber pad. Retain the gear in this position.
D. Loosen the jam nut on the piston rod of the actuating cylinder and turn the rod end bearing in or out to
allow a slip fit of the attachment bolt.
E. Install with the attachment bolt, bushing, spring swivel, and secure with washer and nut. Install the
gear downlock spring.
-Note-
When adjusting rod end be sure to allow at least a .03 inch cushion prior to bottoming
with the downlock in the up position.
F. When the gear is to within .125 of an inch of correct adjustment, the rod end need not be disconnected
and therefore all that will be required is to loosen the jam nut. place a wrench on the flat at the end of
the piston rod and turn to obtain correct adjustment.
G. Check the rod end bearing for adequate thread engagement and tighten jam nut.
H. If the downlock limit switch is properly adjusted, retract and extend the gear hydro-electrically to
ascertain that the gear operates properly.
32-12-04
Page 32-18
2G10
PIPER AIRCRAFT
PA-44-180/180T
CHART 3202. TOE-IN, TOE-OUT CORRECTION
TOE-IN
TOE-OUT SHIM WASHERS WASHERS AN 174
ANGLE WASHERS UNDER HEAD UNDER NUT BOLT
0° AN960-416 AN960-416 (3) -14
0° 33' AN960-416 AN960-416 AN960-416 (2) -14
0° 48' AN960-416L AN960-416 AN960-416 -14

AN960-416
1° 04' AN960-416 (2) AN960-416 AN960-416 -14
1° 19' AN960-416L AN960-416L AN960-416 -14

AN960-416 (2)
1° 35' AN960-416 (3) AN960-416 AN960-416 (2) -15
2° 05' AN960-416 (4) AN960-416 AN960-416 -15

Max. Allow.
AN960-416L Washers .031 Thick
AN960-416 Washers .062 Thick
ALIGNMENT OF MAIN LANDING GEAR. (Refer to Figure 32-4.)
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-haU 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 flange, the landing gear is correctly aligned. The toe-in for the main landing
gear wheels is 0 ± 112 degrees.
-Note-
A carpenter's square, bccause of its especially long kgs, 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 3202.
32-12-05
Page 32-19
2G11
PIPER AIRCRAFT
PA-44-180/180T
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. TIlis 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. If the large machine surface of the link is inboard, the bracket is mounted with the small
rivet hole next to link. (Refer to Sketch A, Figure 32-4.) TIlis hole should be aligned with centerline of the
link and a .096 inch hole drilled .150 inch deep. Insert an MS20426AD3-3 rivet in the hole. TIlis locking
rivet is held in place by the flat washer, castellated nut and cotter pin. If link has to be reversed, then the
bracket and bolt are also reversed. (Refer to Sketch B, Figure 32-4.)
8. Check adjustment oflanding gear safety switch (squat switch).
MAIN GEAR DOOR.
REMOVAL OF MAIN GEAR DOOR.
1. With the landing gear extended, disconnect the door retraction rod from the door by removing nut, washers
and bolt.
2. Remove the door from the wing panel by bending the door hinge pin straight and from the other end pulling
out the pin.
3. The door retraction rod may be removed from the gear housing by cutting the safety wire and removing the
attachment bolt and washer. Note the number of washers between rod end bearing and housing.
CLEANING, INSPECTION AND REPAIR OF MAIN GEAR DOOR.
1. Clean the door and retraction rod with a suitable cleaning solvent.
2. Inspect the door for cracks or damage, loose or damaged hinges and brackets.
3. Inspect the door retraction rod and end bearing for damage and corrosion.
4. Repairs to a door may be replacement of hinge, repair of fiberglass and painting.
INSTALLA TION OF MAIN GEAR DOOR.
1. Install the door by positioning the hinge halves of the door and wing, and inserting the hinge pin. It is
recommended a new pin be used. Bend the end of the pin to secure in place.
2. Install the door retraction rod by positioning the rod at its attachment points at the door and strut housing.
At the door attachment, thin washers are inserted at each side of the rod end bearing and it is secured with
bolt, washer and nut. At the strut housing, place washers between rod end bearing and housing not to
exceed .12 of an inch to obtain proper clearance and secure with bolt. Safety bolt with MS20995C41 wire.
3. Check that the all around clearance between the door and the wing skin is not more than .20 of an inch.
32-13-03
Page 32-20
2G12
PIPER AIRCRAFT
PA-44-180/180T
973
BRACKET
SKETCH A
BRA~
SKETCH B
Figure 32-4. Aligning Main Gear
32-13-03
Page 32-21
2G13
PIPER AIRCRAFT
PA-44-180/180T
NOSE GEAR.
NOSE GEAR OLEO.
DISASSEMBLY OF NOSE GEAR OLEO. (Refer to Figure 32-5.)
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 Chapter 7.)
2. Place a drip pan under the nose gear to catch spillage.
3. Remove air and fluid from the oleo strut. Depress the air valve core pin until 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 cylinder and fork assembly from the oleo housing, cut safety wire at the top of the
unit and remove cap bolts that attach steering arm and aligner guide bracket to the top of the oleo cylinder.
5. Disconnect the shimmy dampener by removing each cotter pin, nut, washer and bolt that connects the
dampner to the oleo cylinder and housing.
6. Release and remove the snap ring and washer(s), if installed, at the top of the housing, and pull the complete
cylinder and fork assembly from the bottom of the housing. The upper and lower housing bushings should
remain pressed in the housing.
7. To remove the piston tube and fork from the cylinder, first separate the upper and lower torque links by
removing the link connecting bolt assembly and then separate the two links. Note spacer washer between
the two links.
8. Compress the piston tube, reach up along the tube and release the snap ring from the annular slot at the
bottom of the oleo housing.
9. Pull the piston tube with components parts from the cylinder.
10. The piston tube components may be removed by reaching in the tube and pushing out the upper bearing
retainer pins. Slide from the tube, the upper bearing, lower bearing with outer and inner "0" rings, wiper
strip, washer and snap ring.
11. To remove the orifice tube, remove the large lock nut and lock washer from the top of the cylinder. Pull the
tube from the cylinder.
12. The orifice plate is removed from the bottom of the orifice tube by releasing the snap ring that holds the
parts in position.
13. To remove the piston tube plug with"O" ring, located in the lower end of the tube, remove the bolt assembly
and insert a rod up through the hole in the body of the fork. Push the plug out through the top of the tube.
CLEANING, INSPECTION AND REPAIR OF NOSE GEAR OLEO.

2. Inspect the landing gear oleo assembly component for the following:
A. Bearings and bushings for excess wear, corrosion, scratches and overall damage.
B. Retaining pins for wear and damage.
C. Lock rings for cracks, burrs, etc.
D. Cylinder and orifice tube for corrosion, scratches, nicks and excess wear.
E. Upper and lower cylinder bushings loose or turning in cylinder.
F. Orifice plate for hole restriction.
G. Fork tube for corrosion, scratches, nicks, dents and misalignment.
H. Air valve general condition.
3. Repair of the oleo is limited to smoothing out minor scratches, nicks and dents and replacement of parts.
32-21-02
Page 32-22
2G14
PIPER AIRCRAFT
PA-44-180/180T
2273
2
4
5
36
37
35 1. ARM ASSEMBLY - STEERING
2. NUT
3. BOLT
4. BOLT
5. BUSHING
6. NUT
7. BRACKET - ALIGNER
8. SNAP RING
9. WASHER
10. ROLL PIN
11. PLACARD - TURN LIMIT
12. STRUT TUBE ASSEMBLY
13. BUSHING
14. BUSHING
15. CAP - AIR VALVE
16. CORE - AIR VALVE
18 17. BODY - AIR VALVE
18. TORQUE LINK - UPPER
19. GASKET - AIR VALVE
20. O-RING
20 41 21. ORIFICE TUBE
22. RING - COMPRESSION
23. ORIFICE PLATE
21 24. SNAP RING
26.
25.
27.
BEARING
PIN
BEARING
22
28. O-RING
30. WIPER STRIP
31. WASHER
32. SNAP RING
33. SPACER
25
34. BEARING
27 35. BUSHING
26/~-
28 37. BEARING
29 38. GREASE FITTING
30 39. BEARING
40. TORQUE LINK - LOWER
41. STRUT ASSEMBLY - LOWER
42. BUSHING
43. AXLE NUT
44. AXLE
Figure 32-5. Nose Gear Oleo Strut Assembly
32-21-02
Page 32-23
2G15
PIPER AIRCRAFT
PA-44-180/180T
ASSEMBLY OF NOSE GEAR OLEO. (Refer to Figure 32-5.)
1. Ascertain that parts are cleaned and inspected.

2. To install the piston tube plug, first lubricate the tube plug and "0" ring with hydraulic fluid (MIL-H-5606)
and install the "0" 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 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, insert the orifice plate into the bottom of the tube, with the
countersunk side of the orifice hole exposed. Secure the plate with the snap ring, lubricate and install the
"0" ring on the upper end of the tube.
5. Insert the orifice tube up through the bottom of the cylinder. With the tube exposed through the top of the
cylinder, install the lock washer and insert roll pin through the lock washer into the piston. Install the tube
lock nut finger tight at this time.
6. The fork and tube assembly may be assembled by installing the tube components on the tube. In order slide
onto the tube, the snap ring, washer, lower bearing with outer and inner "0" rings and upper bearing. Align
the lock pin holes in the upper bearing with the pin holes in the piston tube and install pins.
7. Lubricate the inner wall of the cylinder with hydraulic fluid. Carefully insert the piston tube assembly into
the bottom of the cylinder, allowing the orifice tube to guide itself into the fork tube, until the snap ring can
be installed in the annular slot at the bottom of the cylinder. Install wiper strip, slide washer into position
and secure assembly with snap ring.
8. At the top of the cylinder, tighten (torque) the orifice tube lock nut to 500 (min.) 600 (max.) inch pounds.
9. Ascertain that bushings are installed in the upper and lower torque links and then install both links. The
torque link bolt assemblies should be lubricated and installed with the flat of the bolt head hex adjacent to
the milled stop on the wide end of the link. Tighten the bolts only tight enough to allow no side play in the
link, yet be free enough to rotate.
10. Ascertain that the upper and lower oleo housing bushings are installed. Install the cylinder into the oleo
housing, position spacer washer(s) over the top of the cylinder and secure with snap ring. Install spacer
washers as required to obtain .0 to .015 of an inch thrust of the cylinder within the housing.
11. At the top of the oleo housing, install on the cylinder the aligner guide bracket and steering arm. Install cap
bolts, tighten 20 to 25 inch-pounds torque and safety with MS33540 wire.
12. Install the shimmy dampener and safety.
13. Lubricate the gear assembly. (Refer to Chapter 12.)
14. Compress and extend the strut several times to ascertain that the strut will operate freely. Weight of the gear
wheel and form should allow the strut to extend.
15. Service the oleo strut with fluid and air. (Refer to Chapter 12.)
16. Check nose gear for alignment and gear operation.
32-21-03
Page 32-24
2G16
PIPER AIRCRAFT
PA-44-180/180T
A589
2317
1. NOSE GEAR ASSEMBLY

2. CENTERING SPRING ASSEMBLY
3. ASSIST SPRINGS
4. STEERING ARMS
5. BUNGEE ASSEMBLY
6. STEERING BELLCRANK
7. HYDRAULIC CYLINDER
8. UPPER DRAG LINK ASSEMBLY
9. LOWER DRAG LINK ASSEMBLY
Figure 32-6. Nose Gear Installation
32-21-03
Page 32-25
2G17
PIPER AIRCRAFT
PA-44-180/180T
NOSE LANDING GEAR ASSEMBLY.

REMOVAL OF NOSE LANDING GEAR. (Refer to Figure 32-6.)
CAUTION: WHENEVER THE AIRCRAFT IS PLACED ON JACKS FOR THE PURPOSE OF
MANUALLY RETRACTING THE NOSE GEAR ASSEMBLY, INSURE THAT THE
NOSE GEAR DOWNLOCK IS FULLY DISENGAGED BEFORE RELEASING THE
NOSE GEAR DRAG LINKS. DAMAGE COULD OCCUR TO THE DOWN LOCK IF
NOT FULLY DISENGAGED.
2. Disconnect both nose gear door actuation rods.
3. Disconnect the two gear tension springs from the spring arm that is attached to the right side of the strut
housing.
4. Retract nose gear slightly to remove the gear from its downlocked position. (See CAUTION.)
5. To remove the upper and lower drag links, the following procedure may be used:
A. Disconnect the aft end of the hydraulic cylinder from the attachment fitting by removing nut and
bolt that connects these two parts.
B. Retract the gear and disconnect the gear downlock spring from the upper drag link.
C. Remove the gear tension spring arm from the right side of the oleo housing and lower drag link by
removing the cotter pin, nut and washer from the bolt that connects the drag link to the housing.
Slide the arm and spacer washer from the bolt.
CAUTION: THE NUMBER OF WASHERS, IF ANY, BETWEEN THE UPPER DRAG LINK AND THE
NOSE GEAR SUPPORTS IS DETERMINED AT THE FACTORY TO ENSURE CORRECT
CENTERING OF THE NOSE GEAR. WHEN REMOVING THE UPPER DRAG LINK, BE
SURE TO CAREFULLY TAKE NOTE OF THE POSITION, NUMBER, AND TYPE OF
THESE WASHERS, IF ANY, TO FACILITATE THEIR CORRECT REINSTALLATION.
D. Remove the cotter pin, washers and nuts from the bolts that secure the upper drag link to the nose
gear support.
E. Slide the attachment bolts from the upper and lower drag links and remove the links.
6. With the lower drag link disconnected from the gear oleo housing, the housing may be removed by
removing cotter pins, nuts, washers, and bolts at the attachment points on each side of the housing at the
trunnion support.
7. The steering bellcrank may be removed by removing the nut and bolt at the steering rod, and the bolt
assembly with bushing at the bellcrank pivot point.
CLEANING, INSPECTION AND REPAIR OF NOSE LANDING GEAR.
2. Inspect the gear components for the following unfavorable conditions:
A. Bolts, bearings and bushings for excess wear, corrosion and damage.
B. Gear housing, drag links, torque links, and tension spring arm for cracks, bends or misalignment.
C. Downlock hook for excess wear of the hook and bearing surfaces.
D. Downlock roller bearing for freedom of movement and excessive wobble.
3. Inspect the gear tension and downlock hook springs for the following:
A. Excess wear or corrosion, especially around the hook portion of the springs. A spring should
be rejected if wear or corrosion exceeds one-quarter the diameter of the spring. Clean away all
corrosion and repaint.
B. Check the gear tension springs for load tensions below minimum allowable tolerances. The
minimum allowable tension of the inner spring is 46 pounds pull at 13.75 inches and the outer is 75
pounds pull at 13.75 inches. Measurement is taken from the inner side of each hook. If it is found
that either spring should be rejected, replace both springs.
32-20-00
Page 32-26
April 15, 2012 2G18
PIPER AIRCRAFT
PA-44-180/180T
3059
7-8
11-12
13-14
Figure 32-7. Nose Gear Service Tolerances
32-22-02
Page 32-27
2G19
PIPER AIRCRAFT
PA-44-180/180T

1 67146-00 Draglink, upper ID .6235 ID.6230 .002

.6245 .6250
2 452474 Bearing, upper drag **ID .4385 ID .4395 .002

(F632-1) link .4375 .4375
2 65003-45* Bushing ID ID
3 67146-00 Drag link upper ID .378 ID.3775 .002

.379 .3795
4 452450 Bearing upper drag **ID.2495 ID .2495 .002

(FF31O-5) link .2505 .2515
5 67144-00 Drag link lower ID.2495 ID .2495 .002

.2505 .2515
6 67144-00 Drag link lower ID.3120 ID .3120 .002

.3130 .3140
7 44386-3 Steering arm ID .4370 ID .4370 .0015

.4385 .4385
8 14976-11 Bushing, steering arm **ID.312 ID.312 .002 Press fit.

.313 .314
9 67054-03 Trunnion housing drag ID .4415 ID .4415 .0015

link attachment .4425 .4425
10 67026-07 Bearing trunnion housing ID.312 ID.312 .002 Press fit. Install
drag link attachment .313 .314 using Loctite 60 l.
11 67054-03 Trunnion assembly main ID .6285 ID.6285 .001

attachment fitting .6295 .6295
12 67026-11 Bushing, trunnion **ID.5000 ID .5000 .003 Install using

assembly attachment .5015 .5030 Loctite 60 l.
13 67054-03 Trunnion assembly ID.302 ID.302 .0015

assist spring fitting .303 .3035
14 95061-144 Bearing assist spring ID.249 ID.249 .010 Install using

fitting .250 .259 Loctite 60l.
15 67148-00 Tube assembly torque ID .4370 ID .4370 .0015

link fitting .4385 .4385
*Used with 452 474 bearing.
Figure 32-7. Nose Gear Service Tolerances (cont)
32-20-02
Page 32-28
2G20
PIPER AIRCRAFT
PA-44-180/180T

16 67026-07 Bearing, tube assembly **ID.314 ID.3155 .0025 Press fit. Install
torque link fitting .313 .3130 using Loctite 60l.
17 67148-00 Shimmy damper fitting ID.3745 ID .3745 .0017

.3760 3760
18 21831-04 Shimmy damper fitting **ID.249 ID.249 .003

bearing .251 .252
19 20735-05 Torque link ID.312 ID.312 .002

.313 .314
20 20735-05 Torque link ID.377 ID .377 .002

.3785 .3790
21 452366 Bearing, torque link **ID.2495 ID .2495 .002 Coat bearing

(#F-31O-5) .2505 .2515 with zinc chromate
and install
while still wet.
Press fit.
22 67099-00 Fork assembly, torque ID .4370 ID .4370 .0015

link ftting .4385 .4385
23 67026-07 Bearing, fork assembly **ID.312 ID.312 .002 Press fit.

torque link fitting .313 .314
(FF411-4)
24 67146-00 Draglink, upper ID .372

.373
25 63900-120 Bushing, upper drag link ID.2495
.2500
*Used with 452 474 bearing.
Figure 32-7. Nose Gear Service Tolerances (cont)
32-22-02
Page 32-29
2G21
PIPER AIRCRAFT
PA-44-180/180T
C. Check the gear downlock hook spring for load tension below minimum allowable tolerance. The
minimum tension of the spring is 10.5 pounds pull at 4.5 inches. Measurement is also taken from
the inner side of each hook.
4. Check the general condition of each limit switch and its actuator, and wiring for fraying, poor
connections or conditions that may lead to failures.
5. Check drag link through center travel by attaching the upper and lower drag links, setting them on a
surface table, and ascertaining that when the stop surfaces of the two links touch, linkage is not less
than .062 to .125 nor more than .125 to .250 of an inch through center. Should the distance exceed the
required through center travel and bolt and bushing are tight, replace one or both drag links.
6. The shimmy dampener requires no service other than routine inspection. In case of damage or
malfunction, the dampner should be replaced rather than repaired.
7. 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.
INSTALLATION OF NOSE LANDING GEAR. (Refer to Figure 32-6.)
Note: When assembling any units of the landing gear; lubricate bearings, bushings, and friction surfaces
with the proper lubricant as described in Chapter 12.
CAUTION: WHENEVER THE AIRCRAFT IS PLACED ON JACKS FOR THE PURPOSE OF
MANUALLY RETRACTING THE NOSE GEAR ASSEMBLY, INSURE THE NOSE
GEAR DOWNLOCK IS FULLY DISENGAGED BEFORE RELEASING THE NOSE
GEAR DRAG LINKS. DAMAGE COULD OCCUR TO THE DOWNLOCK IF NOT FULLY
DISENGAGED.
1. Attach the steering bellcrank with bushing to its mounting plate on the trunnion support securing with
the bolt assembly. Align the top surface of the steering bellcrank and the top surface of the steering arm
bushings by positioning the spacer washers as shown in Figure 32-6. Connect the bungee assembly to
the bellcrank and install bolt and nut assemblies. The adjustment, fore and aft of the bellcrank may be
made after the gear has been installed and rigged and adjusted.
2. To install the Far housing assembly, position the gear so that the bolt attachment points on the housing
align with the attachment points on the trunnion support. Install pivot bolts, washers and nuts. Tighten
the nuts to a snug fit, yet allowing the gear to swing free, and safely.
3. The drag links and gear tension spring arm may be installed by the following procedure:
A. Ascertain that the upper and lower links are assembled with the downlock hook attached, and the
through travel of the links checked.
B. Attach cylinder rod end to downlock using bolt, washer and nut. Nut must be on the inboard side.
C. Position the link assembly to allow the bolt holes in the links to align with the bolt holes in the gear
housing and the nose gear support. Install the link attachment bolts.
CAUTION: THE NUMBER OF WASHERS, IF ANY, BETWEEN THE UPPER DRAG LINK AND THE
NOSE GEAR SUPPORTS IS DETERMINED AT THE FACTORY TO ENSURE CORRECT
CENTERING OF THE NOSE GEAR. WHEN REINSTALLING THE UPPER DRAG LINK,
BE SURE TO REINSTALL THESE WASHERS, IF ANY, IN THE POSITION, NUMBER,
AND TYPE THAT WERE REMOVED.
D. Install nuts and washers on the upper link attachment bolts. Tighten the nut to allow to links to
rotate freely and safely.
32-20-00
Page 32-30
April 15, 2012 2G22
PIPER AIRCRAFT
PA-44-180/180T
E. Check alignment of the downlock hook to determine if it grips the roller bearing so as not to contact
the bolt head, the bearing attachment block or washer. If the downlock hook is inboard, or it contacts
the bolt head, shim between the bearing and the bearing attachment block with washer AN960-lOL,
not to exceed three. The bearing must be free to rotate.
F. Install the gear tension spring arm on the drag link bolt on the right side of the gear oleo housing,
secure and safety. An AN960-516L washer is installed on the bolt between the lower drag link and the
arm.
4. Retract and extend the landing gear several times to ascertain smoothness of operation. Also check that the
drag link assembly falls into the through center locked position. (See CAUTION.)
5. Retract the gear and connect the gear downlock spring between the downlock hook and the upper drag link.
6. Extend the gear and connect the two gear tension springs between the attachment point on the oleo housing
and the spring arm.
7. Attach the aft end of the hydraulic cylinder to its attachment fitting using bolt, nut and washer.
8. Reconnect both nose gear door actuating rods.
9. Ascertain that the landing gear is serviced per Chapter 12.
10. Check adjustment of the gear.
11. Retract landing gear and check door operation.
12. Check the alignment of the nose gear.
13. Ascertain that the landing gear is down and locked, then remove the airplane from jacks.
NOSE GEAR DOWNLOCK AND ECCENTRIC BUSHING.
REMOVAL OF NOSE GEAR DOWNLOCK AND ECCENTRIC BUSHING. (Refer to Figure 32
1. Place the aircraft on jacks as described in Chapter 7.

2. Position a temporary support under the nose compartment and remove the four bolts which secure the nose
to the fuselage. Remove the temporary support and gently lower the nose.
3. Remove the nose wheel well close out cover.
4. Loosen the ban clamps around the cabin heater to allow access to the lower area.
5. Remove the hydraulic retract cylinder aft mounting bolt.
6. Remove the nose gear downlock spring.
7. Remove the cotter pins, nuts and washers from the drag brace/ wheel well attach points and push the bolts
back into the wheel well far enough to allow the drag brace to be lowered.
8. Remove the bolt which secures the hydraulic retract cylinder forward rod end to the nose gear downlock.
-Note-
Exercise caution to prevent the loss of the bushing located on the inboard (nut) side of
the downlock hook.
9. Remove the downlock hook to drag brace mounting pivot bolt and remove the downlock hook.
10. Reach under the cabin heater unit and remove the nut from the downlock eccentric bushing mounting bolt
and remove the bolt and bushing.
32-22-05
Page 32-31
2G23
PIPER AIRCRAFT
PA-44-180/180T
8944 8946
14 16 13 7 ~
14
4
14
7 ----1-H 8
o
rL¥--""L
~~~
~!
6
14
VIEW A-A II VIEW D - D
8943
7
~A 2
I
I 9
I
I
I
r-- C
.001
1. NOSE GEAR SUPPORT CLEARANCE
.005
2. HYDRAULIC RETRACT CYLINDER 4
3. DRAG RACE
13 4 12
4. DOWN LOCK HOOK VIEW B - B
5. ECCENTRIC BUSHING
6. STOP BOLT BUSHING
7. DOWN LOCK ARM
18
8. STOP BOLT
9. AFT MOUNTING BOLT, HYDRAULIC RETRACT CYLINDER
10. PIVOT BOLT
11. PIVOT BOLT BUSHING
12. FORWARD MOUNTING BOLT, HYDRAULIC RETRACT CYLINDER 7
13. BUSHING
14. WASHER
15. SPRING
16. TEFLON WASHER
17. BEARING
18. WASHERS (2)
VIEW C - C
Figure 32-8. Nose Gear Downlock and Eccentric Bushing Installation
32-22-05
Page 32-32
2G24
PIPER AIRCRAFT
PA-44-180/180T
INSTALLATION OF NOSE GEAR DOWNLOCK AND ECCENTRIC BUSHING. (Refer to Figure 32-8.)
1. Install the new eccentric bushing. (Refer to Figure 32-8 for proper assembly.) Since the eccentric bushing
will require adjustment do not tighten the bolt in its final torque.
2. Assemble the new downlock hook with hardware as installed in the hook being removed.
3. Install the two stop bolts and bushings. The bolt heads must be installed outboard with one washer under
each nut. Torque the nuts 40 to 45 in. lbs.
4. Install the pivot bushing into the downlock hook and downlock arm. (Downlock arm must be installed with
the nose of the arm sloping downward.) Determine that the bushing moves freely in the downlock hook and
arm.
5. Install the pivot bolt. Torque to 160 to 190 in. lbs.
-Note-
Proper installation of the downlock hook assembly and drag brace is as follows: Bolt,
one washer, bushing through downlock hook and downlock arm, one thin washer, drag
brace, two washers and one nut.
6.Support the drag brace assembly and place the hydraulic cylinder rod end in position on the downlock hook
assembly. Ensure that the bushing is installed on the inboard side of the downlock hook. Install the bolt
with the head outboard. Place one washer under the nut and torque the nut 40-45 in. lbs.
7. Slide the drag brace assembly into the wheel well and push the bolts out through the drag link on the left
side and the drag link and downlock arm on the right side. Install a teflon washer next to the drag link, a
large washer, a castlenut and safety with a cotter pin.
-Note-
A thin washer is installed between the downlock arm and the drag brace bearing. A
bushing must be installed inside the bearing.
8. Install the downlock spring with the open end of the spring at the downlock hook faring inboard.
9. Allow the downlock hook assembly to seat over the eccentric bushing. Adjust the bushing to obtain
daylight to .003 clearance between the bottom of the bushing and the downlock hook.
10. After adjustment, retract the gear and torque eccentric bushing nut 40-45 in. lbs.
11. Cycle the landing gear a minimum of three times to ensure proper operation and engagement. (It may be
necessary to check the nose gear up/down micro switches for proper position. (Refer to appropriate section
of Chapter 32.) Ensure that landing gear is in the down and locked position.
12. Position cabin heater unit and secure.
13. Install wheel well close-out panel.
14. Close nose compartment and secure with four bolts.
15. Remove the airplane from jacks.
32-22-06
Page 32-33
2H1
PIPER AIRCRAFT
PA-44-180/180T
2305
C686
NOTE
ADJUST STEERING CAM TO BUSHING
SEENOTEji
CLEARANCE OF .031 WITH GEAR DOWN
AND AIRCRAFT WEIGHT ACTING ON NOSE.
5 2 3
NOSE GEAR IN EXTENDED POSITION
6
11
9 7
1. STEERING BELLCRANK
2. STEERING ROD
3. UPPER DRAG LINK
4. GEAR UP STOP
5. JAM NUT
6. ACTUATOR ROD, CYLINDER
7. JAM NUT
8. ROD END BEARING
9. BOLT ASSEMBLY
10. DOWN LOCK HOOK
11. SHIMMY DAMPENER
12. STRUT HOUSING
Figure 32-9. Nose Gear Adjustment
32-22-06
Page 32-34
2H2
PIPER AIRCRAFT
PA-44-180/180T
ADJUSTMENT OF NOSE LANDING GEAR. (Refer to Figure 32-9.)
The gear up stop is located on the steering bellcrank.

-CAUTION-
WHENEVER AIRCRAFT IS PLACED ON JACKS FOR THE PURPOSE OF

MANUALLY RETRACTING THE NOSE GEAR ASSEMBLY, INSURE THE
NOSE GEAR DOWNLOCK IS FULLY DISENGAGED BEFORE RELEASING
THE NOSE GEAR DRAG LINKS DAMAGE COULD OCCUR TO THE
DOWNLOCK IF NOT FULLY DISENGAGED.
2. Disconnect both nose gear door actuation rods.
3. Turn master switch OFF, pull out Free Fall Control.
4. Disconnect the aft end of the cylinder from its attachment fitting by removing the connecting nut, bolt and
washer.
5. Pull out the cylinder rod to it full extended position. Measure and record the exposed length of the rod.
6. Retract the cylinder rod as required and reconnect aft end of the cylinder to its attachment fitting using nut,
bolt and washer.
7. Loosen jam nut on secondary up stop and turn in so it will not interfere with initial rigging.
8. Push in free fall control and retract the nose gear by turning the master switch ON and moving the gear
selector handle to the UP position. Check the adjustment of the cylinder rod end bearing by placing a
carpenters square with the longest end along the bottom of the fuselage, and the shortest end running up
through the centerline of the wheel axle. Measure up along the square from the bottom of the fuselage 8.25
inches, to determine if the center of the wheel axle meets this measurement. If this measurement is
incorrect, extend the gear, loosen the jam nut on the rod end bearing and make the required adjustment by
turning the bearing in to raise wheel, out to lower.
9. Turn secondary up stop out until finger tight against strut. Lower gear and turn stop out one additional turn
and tighten jam nut.
10. Tighten jam nut on rod end bearing and check that threads cover safety hole in actuator rod.
11. Measure length of exposed rod. Subtract from value obtained in Step 5 and determine that at least 0.06
inches of travel remains to full extension.
12. Adjust shimmy dampener by turning nose wheel stops and adjusting the rod ends of the dampener for 30°
travel to both extremes.
13. Reconnect both nose gear door actuation rods.
14. Push in Free Fall Control, turn master switch ON. Retract landing gear and check doors.
15. Lower gear. Turn master switch OFF. Ascertain that the landing gear is down and locked, then remove the
airplane from jacks.
ALIGNMENT OF NOSE LANDING GEAR.
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.
3. With the landing gear in the downlock position, weight proportionally on the nose gear and the nose wheel
facing forward, adjust the steering bellcrank. The bellcrank may be adjusted by loosening its attachment
bolt and sliding the bellcrank fore and aft until it clears each steering arm rollers by .031 of an inch.
Retighten the attachment bolt.
32-22-08
Page 32-35
2H3
PIPER AIRCRAFT
PA-44-180/180T
A599 1641
/
SEAT RAILS
NEUTRAL
19° + 1°, - 0°
Figure 32-10. Clamping Rudder Pedals in Figure 32-11. Rudder Pedals at Neutral
Neutral Position Angle
32-22-08
Page 32-36
2H4
PIPER AIRCRAFT
PA-44-180/180T

5. Level the airplane laterally and longitudinally. (Refer to Chapter 8.)
6. From the center point of the tail skid, extend a plumb bob and mark the center 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.
8. Clamp the rudder pedals to align them in a lateral position. Ascertain that the rudder pedals are in their
neutral position. (Refer to Figure 32-10.)
9. Adjust the rod end bearings of each steering control rod to align the nose wheel with the chalk line and to
bring the rudder pedals into neutral angle fore and aft.
10. Install the steering push rods on the pilot's rudder pedals. Adjust the rods so the lengths are both the same
and the rudder pedals are at their neutral position.
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 straight edge along the side of the tire and parallel the straight edge with the
chalk line.
12. Install the nose wheel bungee in its neutral position (no load on the bungee springs.) Adjust bungee rod ends
as necessary.
13. Place a bubble protractor against a rudder pedal steering tube to check the neutral angle as shown in Figure
32-11 .
14. One end of each rod must be disconnected and the jam nuts loosened to make any adjustments. Do not
attempt to make the adjustment by means of one rod end bearing, but divide the adjustment between the
bearings at each end of each rod. Check that the rod ends have sufficient thread engagement by ascertaining
that a wire will not go through the check hole in the rod. Reinstall the rods and tighten the jam nuts.
15. To check the nose gear steering for its 30° + 1° maximum right and left travel, mark on each side of the nose
wheel an angle line 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 exceeded in one direction and not enough in the
other direction, check for possible damage to the gear fork or torque links.
NOSE GEAR DOOR.
REMOVAL OF NOSE GEAR DOOR. (Refer to Figure 32-12.)
1. Disconnect the retraction rod assembly from the door by removing nut and washer from each door half.
2. The doors may be removed by removing the hinge pins from each door.
3. The operating mechanism may be removed by removing the bearing blocks on each side of the wheel well.
-Note-
The operating mechanism may be further disassembled as necessary.
32-23-01
Page 32-37
2H5
PIPER AIRCRAFT
PA-44-180/180T
2307
3 4
/ 1. DOOR ASSEMBLY
2. ROD ASSEMBLY
3. SUPPORT BRACKET
/' - ,
/ 4.
5.
SPRING
ACTUATOR
/
Figure 32-12. Mechanical Nose Gear Door Mechanism
CLEANING, INSPECTION AND REPAIR OF NOSE GEAR DOORS.
1. Clean all parts with a suitable cleaning solvent.

2. Inspect the door for cracks or bent skin, loose hinge brackets and worn or corroded bearings.
3. Check the retracting mechanism for worn downlock spring and worn or damaged surfaces.
4. Repair to the door assembly is limited to replacing hinge bearings or rivets and mechanism parts, minor skin
repairs and repainting.
INSTALLATION OF NOSE GEAR DOORS. (Refer to Figure 32-12.)
1. Position the complete operating mechanism inside the wheel well and secure the bearing blocks to the sides
of the wheel wells.
2. Install the gear doors by positioning the doors and installing a new hinge pin. The hinge pin ends should be
bent to provide a safety.
3. Adjust the gear doors.
ADJUSTMENT OF NOSE GEAR DOORS. (Refer to Figure 32-12.)

2. Disconnect the nose gear door retraction rods, if not previously disconnected.
3. Adjust doors one at a time. Close the door to the stop and adjust the retraction rod.
32-23-04
Page 32-38
2H6
PIPER AIRCRAFT
PA-44-180/180T
4. Extend the landing gear and connect both doors.

5. Retract the landing gear fully and ascertain the doors close properly and do not bind.
WHEELS AND BRAKES.
NOSE WHEEL.
REMOVAL AND DISASSEMBLY OF NOSE WHEEL. (Refer to Figure 32-13.
1. Jack the airplane enough to raise the nose wheel clear of the ground. (Refer to Chapter 7.)
2. Remove wheel by the following procedure:
A. Remove the nut and washer from one end of the axle rod and slide out the rod and axle plugs.
B. Lightly tap the axle tube out from the center of the wheel assembly by use of an object of near equal
diameter.
-Note-
Be certain not to damage the axle tube end in any way. TIlis will make removal and
installation extremely difficult.
C. Remove the spacer tubes and the wheel assembly.
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 the other half.
4. The wheel bearing assemblies may be removed from each wheel half by first removing the snap rings that
secures the grease seal retainers and then the retainers, grease seals and bearing cones. The bearing cups
should be removed only for replacement, by tappipng out evenly from the inside.
INSPECTION OF NOSE WHEEL.
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 for distortion or wear. Replace the felt grease seal if surface is
hard or gritty. Lightly coat felt grease seals with SAE 10 oil. (Do not soak felts in oil.)
4. Check tire for cuts, internal bruises and deterioration.
5. Check bearing cones and cups for wear and pitting and relubricate.
6. Replace any wheel casting having visible cracks.
ASSEMBL Y AND INSTALLATION OF NOSE WHEEL. (Refer to Figure 32-13.)
1. Ascertain that the bearing cup for each wheel half 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.
32-41-03
Page 32-39
2H7
PIPER AIRCRAFT
PA-44-180/180T
PC24
1. NOSE WHEEL ASSEMBLY

2. WHEEL HALF
3. BEARING CUP
4. BEARING CONE
5. GREASE RETAINER RING
6. FELT RING
7. SNAP RING
8. BOLT
9. WASHER 4
10. NUT 3
2
CLEVELAND
PC23
1. NOSE WHEEL ASSEMBLY

2. WHEEL HALF
3. BEARING CUP
4. RUBBER BUSHING
5. WHEEL HALF
6. BEARING CUP 4
7. GREASE RETAINER RING
8. FELT RING
9. SNAP RING
10. BEARING CONE
11. WASHER
12. NUT
13. BOLT McCAULEY
Figure 32-13. Nose Wheel Assemblies
32-41-03
Page 32-40
2H8
PIPER AIRCRAFT
PA-44-180/180T
-Note-
On aircraft models which use the Cleveland Wheel Assembly torque nuts to 90 inch-
pounds. Those aircraft models which use the McCauley Wheel Assembly torque nuts
to 140-150 inch-pounds.
On McCauley Nose Wheel Assemblies only, bushing is required to prevent tube

movement.
2. Position the tire and tube so the index mark on the tire is aligned with the index mark on the tube. This will
maintain proper balance of the wheel. Inflate the tire to the specified pressure as given in Chart 600 1 .
3. Lubricate the bearing cones and install the cones, grease seals, felt rings and seal retainer rings. Secure with
snap rings.
4. Install the axle and spacer into the wheel assembly and install the wheel into the fork of the strut assembly.
Secure in place with an axle plug on each end, axle rod, washers and self-locking nuts. Tighten the nuts until
no side play is felt, yet allowing the wheel to rotate freely.
MAIN WHEEL.
REMOVAL AND DISASSEMBLY OF MAIN WHEEL. (Refer to Figure 32-14.)

2. To remove the main wheel, remove the four 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 and the cotter pin that safeties the wheel nut, remove the wheel nut and 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 other half.
5. 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 not be removed only for replacement and may be removed by tapping out evenly from the inside.
INSPECTION OF MAIN WHEEL.
Inspect brake disc for cracks, excessive wear or scoring, rust, corrosion and warpage. Remove rust and blend
out nicks, using fine 400 grit sandpaper. Replace disc if cracked or when disc is worn below minimum thickness.
In addition also perform the same inspection given for nose wheel.
ASSEMBL Y AND INSTALLATION OF MAIN WHEEL. (Refer to Figure 32-14.)
1. Ascertain that the bearing cup for each wheel is properly installed. Install the tire with tube on the outer
wheel half and then join the two wheel halves. Position the brake disc in the inner wheel half and install the
through bolts with the nuts on the valve stem side. Torque wheel nuts to 150 inch-pounds.
2. Position the tire and tube so the index mark on the tire is aligned with the index mark on the tube. This will
maintain proper balance of the wheel. Inflate the tire to the specified pressure.
3. Lubricate the bearing cones and install the cones, grease seals- seal retainer rings and felt rings. Secure
with snap rings.
32-42-03
Page 32-41
2H9
PIPER AIRCRAFT
PA-44-180/180T
PC27
r
~t---'.~II--- MINIMUM DISC THICKNESS*
MEASURED AT 3 POINTS TO GET
AVERAGE.
DISC PIN MIN.

*164-22A = .345
* 164-46 = .405
4
15
1. MAIN WHEEL ASSEMBLY
2. WHEEL HALF
3. BEARING CUP
4. BRAKE DISC
5. WHEEL HALF
6. BEARING CUP
7. BEARING CONE 10
8. GREASE SEAL RETAINER 8
9. GREASE SEAL
10. SNAP RING
11. GREASE SEAL RETAINER
12. GREASE SEAL
13. GREASE SEAL RETAINER 2
14. NUT
15. WHEEL THROUGH BOLT
16. WASHER
17, WHEEL BOLT WASHER
5
18. DUST SHIELD
Figure 32-14. Main Wheel Assembly
4. Slide the wheel on the axle and secure with retainer nut. Tighten the nut to allow no side play. yet allow the
wheel to rotate freely. Safety the nut with a cotter pin and install a dust cover.
5. Position the brake lining back plates between the wheel and brake disc and the brake.cylinder on the torque
plate. Install the four bolts to secure the assembly. If the brake line was disconnected, reconnect the line
and bleed the brakes.
REPAIR OF NOSE AND MAIN WHEEL ASSEMBLIES.
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 rust 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.
32-43-00
Page 32-42
2H10
PIPER AIRCRAFT
PA-44-180/180T
1. Bearing Cup Replacement:

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 the dry ice. Install the chilled bearing
cup into the gearing bore of the heated wheel half. Tap gently to seat evenly in place, using a fiber drift
pin or suitable arbor press.
BRAKES.
BRAKE ADJUSTMENT AND LINING TOLERANCE.
No adjustment of the 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. Linings of the riveted type should be
replaced if the thickness of anyone segment becomes worn below. 100 of an inch or unevenly worn. The "snap-
on" heavy duty linings should be replaced when the expansion groove is no longer visible.
WHEEL BRAKE ASSEMBLY.
REMOVAL AND DISASSEMBLY OF WHEEL BRAKE ASSEMBLY. (Refer to Figure 32-15.)
1. To remove the brake assembly, first 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. The piston(s) may be removed by injecting low air pressure in the cylinder fluid inlet and forcing the piston
from the housing.
6. Check anchor bolt for wear.
7. Remove anchor bolt by the following procedure:
A Position cylinder assembly on a holding fixture. (Refer to Figure 32-16, Step A)
B. Use a suitable arbor press to remove the anchor bolt from the cylinder body.
8. Install anchor bolt by the following procedure:
A Support anchor bolt in a holding fixture. (Refer to Figure 32-16, Step B.)
B. Align cylinder body over anchor bolt. (Refer to Figure 32-16, Step C.)
C. Use a suitable arbor press and apply pressure on the spot face directly over the anchor bolt hole. (Refer
to Figure 32-16, Step D.)
32-44-03
Page 32-43
2H11
PIPER AIRCRAFT
PA-44-180/180T
PC28
.100
MIN.
30-65 BRAKE ASSEMBLY
1. BRAKE CYLINDER 7. BRAKE LlNNG

2. PISTON 8. RIVET
3.
4.
O-RING
FRICTION SPRING
9.
10.
BACK PLATE
TORQUE PLATE ASSEMBLY BRAKE LINING
MINIMUM WEAR
---J I..- .100
MIN.
5. INSULATOR 11. ANCHOR BOLT
6. PRESSURE PLATE 12. BLEEDER SCREW ASSEMBLY THICKNESS
A266 9
(J
1-12
!
EXPANSION
GROOVE
30-83 BRAKE ASSEMBLY
Figure 32-15. Wheel Brake Assembly
32-44-03
Page 32-44
2H12
PIPER AIRCRAFT
PA-44-180/180T
A122
PRESS
CYLINDER
BODY ANCHOR
BOLT
HOLDING
FIXTURE
STEP A
CYLINDER
BODY
ANCHOR
BOLT
HOLDING
HOLDING FIXTURE
FIXTURE
STEP B
STEP C
CYLINDER
BODY
HOLDING
FIXTURE
STEP D
Figure 32-16. Removal and Installation of Anchor Bolts
32-44-03
Page 32-45
2H13
PIPER AIRCRAFT
PA-44-180/180T
CLEANING, INSPECTION AND REPAIR OF WHEEL BRAKE ASSEMBLY.
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 "0"
rings.
3. Check the general condition of the brake bleeder screw and lines.
4. Check the brake disc for wear, grooves, scratches or pits. Minimum service thickness of Disc 164-22A used
on Wheel Assembly 40-90A is .345. A heavy duty brake and wheel assembly is optional. The minimum
disc thickness of Disc 164-46 used on heavy duty Wheel Assembly 40-120 is .405. 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 should be replaced. Should any cracks be found to exceed a length of
.80 inch or a depth of .210 inch in the 164-46 disc assembly, replace the disc. If the crack depth is not
measurable, replace the disc if the crack length exceeds .400 inch. The disc should be immediately replaced
if any crack extends into the welded seam between the flange and cup.
5. The riveted type lining may be removed from the backing plates by drilling out the old rivets using a 5/32
drill. Install a new set of linings using the proper rivets and a rivet set that will properly stake the lining and
form a correct flair of the rivet. The snap-on type lining used on optional heavy duty assemblies may be
removed by prying loose with a screwdriver or a thin flat wedge. Install the snap-on type by positioning
onto the pins and applying pressure to snap into position.
-Note-
Standard duty brake linings should be conditioned by performing a minimum of six

light pedal effort braking applications from 25 to 40 mph. Allow the brakes to
partially cool between stops. This conditioning procedure will cure the resins in the
brake linings, yet will not cause the material to become carburized due to excessive
heat.
Replacement brake linings used on optional heavy duty brakes should be conditioned
by performing 3 consecutive hard braking applications at 45 to 50 mph. Do not allow
brake discs to cool substantially between stops. This 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.
ASSEMBLY AND INSTALLATION OF WHEEL BRAKE ASSEMBLY. (Refer to Figure 32-15.)
1. Lubricate the piston "0" ring(s) with fluid MIL-H-5606 and install on piston(s). Slide the piston 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 40 inch-
pounds to secure the assembly.
5. Connect the brake line to the brake cylinder housing.
6. Bleed the brake system.
32-44-05
Page 32-46
2H14
PIPER AIRCRAFT
PA-44-180/180T
2312
1. RESERVOIR
2. KNOB, PARKING BRAKE
3. MASTER CYLINDERS
4. FLUID LINE
5. VALVE, PARKING BRAKE
6. BRAKE ASSEMBLY
Figure 32-17. Brake Installation
32-44-05
Page 32-47
2H15
PIPER AIRCRAFT
PA-44-180/180T
215
1. VALVE BODY
2. FITTING
3. SPRING
4. VALVE
5. "0" RING
6. NUT
7. WASHER
8. BUSHING
9. SPRING
10. "0" RING
11. "0" RING
12. "0" RING
13. CAM
14. STUD
15. SWIVEL
16. LEVER
17. WASHER
18. NUT
19. COTTER PIN
Figure 32-18. Parking Brake Valve Assembly
PARKING BRAKE VALVE.
REMOVAL OF PARKING BRAKE VALVE.
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.
DISASSEMBLY OF PARKING BRAKE VALVE. (Refer to Figure 32-18.)
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 and pull the cam from the valve body.
32-44-08
Page 32-48
2H16
PIPER AIRCRAFT
PA-44-180/180T
C578
ttm----
2 3 4 567 89 10 11 12 13 14
1. HOUSING 6. PISTON 11. SPRING

2. RETAINING RING 7. SEAL 12. PISTON ROD
3. SLEEVE 8. FITTING 13. WASHER
4. SPRING 9. O-RING 14. ROLL PIN
5. O-RING 10. O-RING
Figure 32-19. Brake Cylinder (17000)
c579
15 2 34 5 6 7 8910 11 12 13 14
1. HOUSING 6. O-RING 11. SPRING

2. SPRING 7. PACKING GLAND 12. PISTON ROD
3. PISTON 8. O-RING 13. WASHER
4. O-RING 9. WIPER WASHER 14. ROLL PIN
5. SEAL WASHER 10. RETAINING RING 15. ROLL PIN
Figure 32-20. Brake Cylinder (10-27)
32-44-08
Page 32-49
2H17
PIPER AIRCRAFT
PA-44-180/180T
2637
1. HOUSING 234567891011 12 13 14 15
2. RETAINING RING
3. SLEEVE
4. SPRING
5. O-RING
6. PISTON
7. O-RING
8. GLAND
9. O-RING
10. O-RING
11. WASHER WIPER
12. ROD
13. SPRING
14. WASHER
15. ROLL PIN
Figure 32-21. Brake Cylinder (10-30) (Toe Brake)
CLEANING, INSPECTION AND REPAIR OF PARKING BRAKE VALVE.
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.
ASSEMBLY OF PARKING BRAKE VALVE. (Refer to Figure 32-18.)
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, bushing,
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.
INSTALLATION OF PARKING BRAKE VALVE.
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 valve lever and determine that when valve lever fits in the closed detent,
parking brake handle is .03 to .06 inch of being full in against stop.
32-44-11
Page 32-50
2H18
PIPER AIRCRAFT
PA-44-180/180T
BRAKE CYLINDER. (Toe Brake)
REMOVAL OF BRAKE CYLINDER. (Refer to Figure 32-19.)
1. Disconnect the upper and lower lines from the cylinder to be removed and cap the lines to prevent fluid
leakage or drain the fluid from the brake reservoir and master cylinder.
2. Remove cotter pins and clevis pins securing brake cylinder in position, then remove brake cylinder.
DISASSEMBLY OF BRAKE CYLINDER.
1. Gar-Kenyon cylinder number 17000. (Refer to Figure 32-19.)

A. Remove the cylinder from its mounting bracket.
B. To disassemble the cylinder, first remove the piston rod assembly by unscrewing the fitting from the
cylinder.
e. The piston rod assembly may be disassembled by first removing the retaining ring securing the sleeve
and then removing the spring, piston, seal, fitting, and, if desired, the large return spring.
D. Remove the O-rings from the piston and fitting.
2. Cleveland cylinder number 10-27. (Refer to Figure 32-20.)
A. Remove the cylinder from its mounting bracket.
B. To disassemble the cylinder, first remove the piston rod assembly by removing the retaining ring from
the annular slot in the cylinder housing. Draw the piston rod assembly from the cylinder.
e. The piston rod assembly may be disassembled by first removing the roll pin, spring, and then the
piston assembly, seal and packing gland and, if desired, the large return spring.
D. Remove the O-rings from the piston and packing gland.
3. Cleveland cylinder number 10-30. (Refer to Figure 32-21.)
A. Install new O-rings on the inside and outside of the packing gland and on the outside of the piston.
B. To assemble the piston rod assembly, install on the rod, in order, the roll pin, washer, spring, washer,
packing gland with O-rings, seal, piston assembly with O-ring, spring and roll pin.
e. Insert the piston rod assembly in the cylinder and secure with the retaining ring.
D. Install the cylinder.
CLEANING, INSPECTION AND REPAIR OF BRAKE CYLINDER.
1. Clean cylinder components with a suitable solvent and dry thoroughly.

2. Inspect interior walls of cylinder for scratches, burrs, corrosion, etc.
3. Inspect general condition of fitting threads.
4. Inspect piston for scratches, burrs, corrosion, etc.
5. Repairs to the cylinder are limited to polishing out small scratches and burrs, and replacing seal and 0-
rings.
ASSEMBLY OF BRAKE CYLINDER. (Refer to Figures 32-19 and 32-20.)

-Note-
Rub a small amount of hydraulic fluid (MIL-H-5606) on all O-rings and component
parts for ease of handling during reassembly and to prevent damage.
32-44-16
Page 32-51
2H19
PIPER AIRCRAFT
PA-44-180/180T
1. Gar-Kenyon cylinder number 17000. (Refer to Figure 32-19.)

A Install new O-rings on the inside and outside of the fitting and on the outside of the piston.
B To assemble the piston rod assembly, install on the rod, in order, the roll pin, return spring, retainer
washer, return spring, fitting with O-rings, seal, piston with O-ring, spring and sleeve. Secure these
pieces with the retaining ring on the end of the rod.
C Insert the piston rod assembly in the cylinder and secure fitting.
D Install the cylinder.
2 Cleveland cylinder number 10-27. (Refer to Figure 32-20.)
A Install new O-rings on the inside and outside of the packing gland and on the outside of the piston.
B To assemble the piston rod assembly, install on the rod, in order, the roll pin, washer, spring, washer,
packing gland with O-rings, seal, piston assembly with O-ring, spring and roll pin.
C Insert the piston rod assembly in the cylinder and secure with the retaining ring.
D Install the cylinder.
3 Cleveland cylinder number 10-30. (Refer to Figure 32-21.)
A Remove the cylinder from its mounting bracket.
B To disassemble the cylinder, first remove the piston rod assembly by removing the retaining ring from
the annular slot in the cylinder housing. Draw the piston rod assembly from the cylinder.
C The piston rod assembly may be disassembled by first removing the retaining ring, sleeve, spring, and
then the piston assembly, O-ring, and gland, and, if desired, the return spring.
D Remove the O-rings from the piston and packing gland.
INSTALLATION OF BRAKE CYLINDER. (Refer to Figure 32-22.)
1 Position brake cylinder at its mounting points and secure in position with clevis pin. Safety clevis pins with
cotter pins.
2 Connect brake lines to cylinder fittings. Bleed brakes.
BLEEDING PROCEDURE.
If the brake line has been disconnected for any reason, it will be necessary to bleed the brake system as
described below:
1 Place a suitable container at the brake reservoir to collect fluid overflow.
2 Remove the rubber bleeder fitting cap located on the bottom of the brake unit housing on the landing gear.
3 Slide a hose over the bleeder fitting, loosen the fitting one turn and pressure fill the brake system with MIL-
H-5606 fluid.
-Note-
By watching the fluid pass through the plastic hose at the top of the brake reservoir, it
can be determined whether any air remains in the system. If air bubbles are evident,
filling of the system shall be continued untill all of the air is out of the system and a
steady flow of fluid is obtained.
4 Tighten bleeder fitting and remove the hose. Check brakes for proper pedal pressure.
5 Repeat this procedure on the other gear.
6 Drain excess fluid from reservoir to fluid level line with a syringe.
32-44-18
Page 32-52
2H20
PIPER AIRCRAFT
PA-44-180/180T
1. BRACKET ASSEMBLY
2. BRACKET
8
3. ARM
4. ARM
5. ARM
6. ARM
7. SPACER
8. TOE BRAKE PEDALS
9. PEDAL PADS
10. CLIP
11. CLEVIS ASSEMBLY
12. CYLINDER ASSEMBLY
13. HOSE ASSEMBLY
14. HOSE ASSEMBLY
15. HOSE ASSEMBLY
16. HOSE ASSEMBLY
17. BEARING
18. ELBOW
19. ELBOW
20. ELBOW
21. TEE
22. PIN
23. PIN
24. PIN
25. PIN
26. BOLT, WASHER AND NUT ASSY
Figure 32-22. Toe Brake Installation
32-44-18
Page 32-53
2H21
PIPER AIRCRAFT
PA-44-180/180T
POSITION AND WARNING.
LANDING GEAR LIMIT SWITCHES.

-Note-
All adjustments of the limit switches should be made with the airplane on jacks. Do
not bend actuator springs mounted on the limit switches.
ADJUSTMENT OF MAIN GEAR UP LIMIT SWITCH.
A gear up limit switch is located in each wheel well above the gear door hinge. There is no adjustment of
these switches other than check that the gear, when retracting, will actuate the switch within .88 of an inch of full
up. Switch operation turns the red gear unsafe light out.
ADJUSTMENT OF MAIN GEAR DOWN LIMIT SWITCH.
A gear down limit switch is mounted on a bracket which is attached to the lower drag link of each main gear.
The switch should be adjusted to allow it to actuate thus turning on the green indicator light within the cockpit
when the downlock hook has entered the locked position and is within .025 to .035 of an inch of contacting the
downlock pin. (Refer to Figure 32-23.) Adjustment of the switch may be as follows:
1. Ascertain that the main gear downlock is properly adjusted.
2. Raise the airplane on jacks. (Refer to Chapter 7.)
3. Ascertain that the landing gear is down and pressure is relieved from the hydraulic system. To relieve
pressure, hold down the emergency extender lever.
4. Raise the downlock hook assembly and place a .030 of an inch feeler gauge between the horizontal surface
of the hook that is next to the switch (the surface that contacts the downlock pin) and the rounded surface of
the pin. Lower the hook and allow it to rest on the feeler gauge.
5. Loosen the attaching screws of the switch and, while pushing up on the center of the link assembly, rotate
the switch toward the hook until it is heard to actuate. Retighten the attaching screws of the switch.
6. Manually move the hook assembly up from the pin until the hook nearly disengages from the pin. Then,
with pressure against the bottom of the link assembly, move back to ascertain that the switch actuates within
.025 to .035 of an inch of full lock.
7. Retract and extend the gear by turning the master switch on and moving the gear selector handle to the up
position. As the gear begins to retract the green light below the selector should go out and the red gear
unsafe light at the top of the instrument panel should come on.
ADJUSTMENT OF NOSE GEAR Up AND DOWN LIMIT SWITCHES.
The nose gear up and down limit switches are located on the right nose cone spar assembly and are mounted
either side of fuselage station 24.00.
1. To facilitate adjustment of the switches, disconnect the gear doors.
2. With the aircraft placed on jacks (refer to Chapter 7), turn the master switch on. Move the gear selector
switch to the gear up position to raise the landing gear. Turn the master switch off.
32-61-03
Page 32-54
2H22
PIPER AIRCRAFT
PA-44-180/180T
884 8949
DOWN
LIMIT
SWITCH
PA-44-180 SERIAL NOS. 44-7995001 TO 44-8095037

PA-44-180 SIN 44-7995001 TO 44-8095037 PA-44-180T SERIAL NOS. 44-8107002 TO 44-8107012
PA-44-180T SIN 44-8107002 TO 44-8107012
8951 8949
NOTE:
ADD WASHERS BETWEENMICRO SWITCH AND BRACKET
MAX .. 062 BUILD-UP TO ENSURE ENGAGEMENT OF
MICRO SWITCH TANG
1/
DOWN
LIMIT
SWITCH
PA-44-180 SERIAL NOS. 44-8195001 AND UP

PA-44-180 SIN 44-8195001 AND UP PA-44-180T SERIAL NOS. 44-8107001 AND SERIAL
PA-44-180T SIN 44-8107001 AND 44-8107013 AND UP NOS. 44-8107013 AND UP
Figure 32-23. Adjustment of Main Figure 32-24. Adjustment of Nose

Gear Down Limit Switch Gear Down Limit Switch
3. Block the nose gear in the up position and slowly pull the free fall knob to relieve the hydraulic pressure and
allow the main gear to drop.
4. With the '-downlock hook" now in the "up" position adjust the hydraulic cylinder rod end to ensure the
cylinder will have 0 to .03 cushion prior to bottoming.
5. Turn the master switch on and raise the -ear and remove the block from under the nose gear.
6. Cycle the gear and determine that the gear lights function properly.
32-61-03
Page 32-55
2H23
PIPER AIRCRAFT
PA-44-180/180T
ADJUSTMENT OF LANDING GEAR SAFETY (SQUAT) SWITCH.
The landing gear safety switch, located on the left main gear housing is adjusted so that the switch is actu-
ated within the last quarter of an inch of gear extension.
1. Compress the strut until 7.875 inches is obtained between the top of the gear fork and the bottom of
the gear housing. Hold the gear at this measurement.
2. Adjust the switch down until it actuates at this point. Secure the switch.
3. Extend and then compress the strut to ascertain that the switch will actuate within the last quarter of an
inch of oleo extension.
LANDING GEAR WARNING (THROTTLE) SWITCHES.

LANDING GEAR UPIPOWER REDUCED WARNING SWITCH.
This switch will automatically activate a warning horn when approaching for a landing with the landing
gear up and the throttles pulled below 14 inches of manifold pressure.
SWITCH LOCATION.
On P A -44-180/180T models not equipped with the gear warning mute system, the landing gear up power
reduced warning switch is located in the control quadrant behind the throttle levers. Access to the switch is
from below and behind the quadrant. (Refer to Figure 32-25, Sheet 1 of 2.)
On models equipped with the gear warning mute system, the landing gear up power reduced warning switch
is located in the control quadrant behind the throttle stop plate. (Refer to Figure 32-25, Sheet 2 of 2.)
Refer to Chapter 91 for electrical schematic of the Landing Gear System.
ADJUSTMENT OF LANDING GEAR UP/POWER REDUCED WARNING SWITCH. (When Not

Equipped with Mute Switch)
When adjusting switch fly the airplane at approach speed 1000 feet AGL. (Refer to the Pilot's Operating
Manual.) Use the following procedure:
1. With the aid of a qualified pilot, fly the airplane to an elevation of 1000 feet above the ground and
come to approach speed with propellers set for high rpm. Retard the throttles to 14 + 2 inches of
manifold pressure and mark the quadrant cover adjacent to the throttle levers, in such a manner so that
the levers can be returned to the same position after the airplane is landed and the engines shut down.
2. Place the airplane on jacks and retract the landing gear.
3. Position the throttle levers at the location which gave the 14 + 2 inches of manifold pressure per Step
1.
4. With the master switch turned on, loosen the two mounting screws securing the micro switch to the
bracket. Move the switch in the direction necessary to make the warning horn operate and tighten the
mounting screws.
5. With the warning horn operating, lower the landing gear to determine whether the horn ceases to
operate when the gear are down and locked. Turn master switch OFF and remove airplane from jacks.
6. Flight test the airplane to insure proper operation of the gear warning horn with the gear up and power
reduced below 14 + 2 inches of manifold pressure.
32-62-03
Page 32-52
2H24
PIPER AIRCRAFT
PA-44-180/180T
ADJUSTMENT OF LANDING GEAR UP/POWER REDUCED WARNING SWITCH. (When
Equipped with Mute Switch)
When adjusting switch fly the airplane at approach speed 1000 feet AGL. (Refer to the Pilot's Operating
Manual.) Use the following procedure:
1. With the aid of a qualified pilot, fly the airplane to an elevation of 1000 feet above the ground and
come to approach speed with propellers set for high rpm. Retard the throttles to 14 + 2 inches of manifold
pressure and mark the quadrant cover adjacent to the throttle levers, in such a manner so that the levers can be
returned to the same position after the airplane is landed and the engines shut down.
2. Place the airplane on jacks and retract the landing gear.
3. Position the throttle levers at the location which gave the 14 + 2 inches of manifold pressure per Step 1.
4. With the master switch turned on, loosen the two mounting screws securing the micro switch to the
bracket. Move the switch in the direction necessary to make the warning horn operate and gear warning
annunciator light illuminate. Tighten the mounting screws.
5. With the warning horn operating, depress GEAR MUTE switch. Check that the warning horn stops
sounding and that the GEAR WARN MUTE light illuminates.
6. Advance throttles to a power setting in execess of 14 + 2 inches of manifod pressure. Check that
MUTE light extinguishes. Check that warning system is rearmed by retarding throttle levers to 14 + 2
inches of manifold pressure, activating alarm horn.
7. With the warning horn sounding, lower the landing gear. Check that the horn ceases to operate when
the gear are down and locked.
9. Advnace throttles levers beyond the position which gave the 14 + 2 inches of manifold pressure.
Retract the landing gear.
10. Reposition the throttle levers at the location which gave the 14 + 2 inches of manifold pressure per
Step 1. Check that the warning horn sounds.
11. With the warning horn operating, depress GEAR MUTE switch. Check that the warning horn stops
sounding and that the GEAR WARN MUTE light illuminates.
12. Extend the landing gear. Check that the GEAR WARN MUTE extinguishes. Remove airlane from
jacks.
13. Flight test the airplane to insure proper operation of the gear warning horn with the gear up and power
reduced below 14 + 2 inches of manifold pressure.
REPLACEMENT OF LANDING GEAR UPIPOWER WARNING SWITCH. (Refer to Figure 32-25,

Sheet 1 of 2 and Sheet 2 of 2.)
When replacing the switch, either with or without the gear warning mute switch, it is important to
determine how many washers are positioned between the micro switch and the bracket so that an equal amount
are used during installation. This is necessary because the switch, when properly positioned, should be:
1. In the middle of the actuators located on each throttle cable without the mute feature.
2. In the middle of the cams located on each throttle control lever with the mute feature.
FUNCTIONAL TEST OF THE GEAR RETRACTING SYSTEM.

Before proceeding with the test:
1. Check that the tires and struts are inflated as required.
2. Check that the squat and limit switches are at their proper adjustment.
3. Raise airplane on jacks as explained in Chapter 7.
4. Connect a 12 to I4-Vdc, 60 amperes power source to the aircraft electrical system.
32-62-03
Page 32-53
211
PIPER AIRCRAFT
PA-44-180/180T
THROTTLE
CONTROL LEVER
WASHERS
(AS MANY AS
REQUIRED)
MICRO ___
SWITCH BRACKET
SECTION A - A
Figure 32-25. TIrrottle Warning Switches (Without Mute Switch)

(Sheet 1 of 2)
MS 35206-215
SCREWS
MICROSWITCH
ASSEMBLY
THROTILE
CAM
I ~-CONTROL
~ LEVER
MS535206-224
SCREWS
MICROSWITCH
A-A ASSEMBLY
PLATE
MS35206-230 SCREWS
AN960-6 WASHERS
o ANGLE
MS27039-0809 SCREWS
~ AN960-8 WASHERS
~CHANNEL
Figure 32-25. TIrrottle Warning Switches (With Mute Switch)

(Sheet 2 of 2)
32-62-03
Page 32-54
212
PIPER AIRCRAFT
PA-44-180/180T
Carry out the following procedures in the sequence designated, because each instruction is a prerequisite
for the one following it. Should the system fail to respond as specified, find the malfunction and correct it
before continuing.
1. Keep hydraulic reservoir full of fluid. Make provisions to add fluid to the reservoir as necessary
2. Make sure all switches are OFF and that the gear selector is in the DOWN position.
3. Position the BAIT MASTR switch ON.
4. Check that the three green safe lights at the bottom center of the panel are LIT, the red WARN GEAR
UNSAFE light at the top of the panel is OFF, the gear warning horn is OFF, and hydraulic pump does
not operate. On models with gear warning mute switch, check that the GEAR WARN MUTE
annunciator light is OUT.
5. Check flaps are RETRACTED. Move the gear selector switch to the UP position.
6. Check that the green safe lights are OFF, the red WARN GEAR UNSAFE light is ON, and the warning
horn is ON. After all gear are retracted fully with the nose gear doors closed, check that the red WARN
GEAR UNSAFE light is OFF, the pump motor stops running, and that the warning horn is still ON.
7. On models with gear warning mute switch:
A. Depress gear mute switch.
B. Check that the gear warning horn is OFF, that the GEAR WARN MUTE annunciator light is LIT,
e. Move both throttles to the mid travel position. Check that the GEAR WARN MUTE annunciator
light is OFF.
D. Close both throttles. Check that the gear warning horn is ON
8. Move the left throttle to the mid position. With right throttle closed and gear fully retracted:
A. The gear warning horn should remain ON.
B. On models with gear warning mute switch:
(1) Depress gear mute switch.
(2) Check that the gear warning horn is OFF and that the GEAR WARN MUTE annunciator
light is LIT,
(3) Move right throttle to mid position. Check that the GEAR WARN MUTE annunciator light
extinguished.
(4) Close right throttle. Check that the gear warning horn is ON
9. Close left throttle and move right throttle to mid travel position.
A. The gear warning horn should remain ON.
(2) Check that the gear warning horn is OFF and that the GEAR WARN MUTE annunciator
light is LIT,
(3) Move left throttle to mid position. Check that the GEAR WARN MUTE annunciator light
extinguished.
(4) Close left throttle. Check that the gear warning horn is ON
10. Move both throttles to their mid travel positions.
11. The warning horn should go OFF.
12. Extend the flaps to their second notch.
A. The horn should come ON.
(2) Check that the gear warning horn stays ON and that the GEAR WARN MUTE annunciator
light is not LIT,
32-62-05
Page 32-55
213
PIPER AIRCRAFT
PA-44-180/180T
13. Retract the flaps and leave the gear up for 5 minutes. The pump motor should not operate at any time.
If the pump should operate during the 5 minute period, search for a leak in the "UP" line or a
malfunctioning component in the system.
14. Position the BATT MASTR switch OFF.
15. Close both throttles
16. Pull gear free fall knob. All of the gear should return to their down and locked position, with the down
latches engaged.
17. Move the gear selector switch to the down position.
18. Push in the free fall knob.
19. Position the BATT MASTR switch ON. The three green safe lights should come on with the red
unsafe light and warning horn off.
20. Carefully insert a wedge under the leaf of the squat switch on the left main gear.
21. With the squat micro switch activated, move the gear selector switch to its UP position. The warning
horn and red unsafe light should come on with the three green safe lights remaining on. The pump
should not run.
22. On models with gear warning mute switch:
A. Depress gear mute switch.
B. The horn should continue to SOUND
23. Move the throttles to their mid travel position. The red unsafe light and warning horn should stay ON.
24. Move the gear selector switch to its down position. Both the red warning light and horn should be OFF.
23. Remove the wedge from the squat switch.
24. Manually disengage (open) the left main gear downlock. The pump motor should operate with the
appropriate green safe light out, and the red unsafe light on without the gear horn.
25. Repeat Step 24 with the right gear downlock.
26. With the throttles still at mid travel, move the gear selector switch to the UP position, and position the
landing lights ON. The pump motor should operate and the gear should retract in less then 10 seconds.
The three green safe lights should go OUT. The red unsafe light should go ON till all gears are up, at
which time the pump should shut off. The warning horn should not sound. On models with gear
warning mute switch, the GEAR WARN MUTE annunciator light should not be LIT,
27. Move the gear selector switch down. The pump motor should operate till all gears are down and
locked. The three green safe lights should come on with the unsafe light and warning horn off.
-NOTE-
If after the down locks are engaged a blinking of the red and/or
green lights occur, check for a maladjusted microswitch.
28. Position the navigation lights ON. Check that the three safe lights remain on, but dim.
29. Switch all switches off and remove aircraft from jacks.
32-62-05
Page 32-56
214
PIPER AIRCRAFT
PA-44-180/180T
215
CHAPTER
LIGHTS
216
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 33 - LIGHTS
CHAP1ER
33-00-00 GENERAL 218 1-83

33-01-00 Description and Operation 218
33-10-00 FLIGHT COMPAR1MENT 218 1-83
33-11-00 Instrument and Panel Lights 218
33-11-01 Removal of Dimmer Control Assembly 218
33-11-02 Installation of Dimmer Control Assembly218
33-40-00 EX1ERIOR 219
33-41-00 Landing/Taxi Light 219 A 1-83
33-41-01 Removal of Landing/Taxi Light (Single) 219
33-41-02 Installation of Landing/Taxi Light (Single) 219
33-41-03 Removal of Landing/Taxi Light (Dual) 219 8-80
33-41-04 Installation of Landing/Taxi Light (Dual) 219 8-80
33-42-00 Tail Lights 3110 A 1-83
33-42-01 Removal of Tail Lights 211 0
33-42-02 Installation of Tail Lights 2110
33-43-00 Recognition Lights 2110 A 6/95
33-43-00 Anti-Collision Strobe Lights 2111 PR 6/20
33-43-01 Removal of Strobe Light 2111 PR 6/20
33-43-02 Installation of Strobe Light 2111 PR 6/20
33-43-03 Troubleshooting Strobe Light System 2111 PR 6/20
33-43-04 Removal of Strobe Power Supply 2112
33-43-05 Installation of Strobe Power Supply 2112 PR 6/20
33 - Cont.lEffec.
Page -1
217
PIPER AIRCRAFT
PA-44-180/180T
GENERAL.
The optional night lighting system renders the aircraft operational at night, thus greatly extending its capability
and possible night time in any given period.
External lighting comprises white wing tip strobe lights, recognition lights, navigation lights (with two tail
lights) and a landing" taxi light located in the nose cone. Internal lighting will comprise instrument panel
backlighting, dual overhead flood lights and map lights.
TROUBLESHOOTING.
When checking the lighting system, the master switch must be on in order for the lights to operate. Insure that
the circuit breaker which protects the light circuit that is being checked is pushed "IN". If the light still fails to
operate, replace the bulb.
FLIGHT COMPARTMENT.
The optional lighting comprises instrument panel backlighting with a dimmer control, dual overhead flood
lights, a compass light and map lights.
INSTRUMENT AND PANEL LIGHTS.
REMOVAL OF DIMMER CONTROL ASSEMBLY.
Access to the dimmer control assembly is from beneath the instrument panel.
1. Master Switch off.

2. Disconnect the electrical connector from the assembly.
3. Remove the two screws securing the assembly to the instrument panel.
4. Remove the assembly from the airplane.
INSTALLA TION OF DIMMER CONTROL ASSEMBLY.
1. Master switch off.

2. Position the assembly in the instrument panel with the control knobs inserted into their appropriate slots.
3. Secure the assembly to the instrument panel with the two screws previously removed.
4. Connect the electrical connector to the assembly.
5. Master switch on.
6. Check operation of dimmer control assembly.
33-11-02
Page 33-01
218
PIPER AIRCRAFT
PA-44-180/180T
EXTERIOR.
The optional exterior lighting on the PA-44 comprises wing tip navigation and strobe lights. nose cone landing
taxi light(s) and two taillights.
LANDINGITAXI LIGHT.
REMOVAL OF LANDING/TAXI LIGHT (SINGLE).

-CAUTION-
ASCERTAIN THAT THE MASTER SWITCH IS OFF PRIOR TO WORKING

ON THE LANDING/TAXI LIGHT AND EXERCISE CARE NOT TO DROP
THE LIGHT.
1. Remove the two screws that secure the retaining ring and light to the bracket assembly in the nose cone.
2. Pull the light out gently and remove the two wires on the back, noting their respective terminals.
INSTALLATION OF LANDINGITAXI LIGHT (SINGLE).
1. Ascertain that the master switch is off.

2. Connect the wires to the correct terminals of landing/taxi light.
3. Gently push the light into the bracket and secure with the retaining screws.
4. Check operation of the light.
-Note-
Check and make sure the bonding strap is securely attached to the light mounting
bracket within the nose cone and the other end in the fuselage.
REMOVAL OF LANDING/TAXI LIGHT (DUAL).

2. Remove the four screws which secure the nose cone. Lower the nose cone to gain access to the landing/taxi
lights.
3. Remove the two wires on the back of the light noting their respective terminals.
4. Remove the three screws which secure the landing light assembly to the mount assembly paying particular
attention not to lose the three springs located between the light assembly and the mount assembly.
5. Remove the two screws, washers and nuts from the light assembly and separate the light retainer ring and
plate from the light.
INSTALLATION OF LANDING/TAXI LIGHT (DUAL).

2. Place light in retainer ring and secure with retainer plate held in place by two screws, washers and nuts.
33-41-04
Page 33-02
219
PIPER AIRCRAFT
PA-44-180/180T
3. Insert the three screws through their respective holes in the light assembly and place the springs into
position on the screws.
4. Place the light assembly in position and secure to mount assembly with the three screws.
5. Connect the wires to the correct terminals of the landingltaxi light.
6. Close nose cone and secure with four bolts.
7. Check operation of lights.
TAIL LIGHTS.
REMOVAL OF TAIL LIGHTS.
There are two tail lights on the PA-44, one at the top of the fin and one located at the bottom. They are
identical.
1. Remove the two screws holding the lens in place and turn the bulb counterclockwise.
INSTALLATION OF TAIL LIGHTS.

1. Install the bulb in the socket and turn clockwise to secure it.
2. Install the lens and secure with the retaining screws.
RECOGNITION LIGHTS.
On sin's 44-95001 and up, a recognition light is installed in the leading edge of each wing near the wing
tip, between W. S. 209.72 and W. S. 215.48. To replace the lamp assembly:
1. Remove the 10 MS24693-C28 screws (Piper pin 414-736) and PS10092-1-155 washers (Piper pin
508-007) securing the clear acrylic lens (Piper pin 36752-21 or -22) to the wing. Note that the two
inboard screws also secures the shield (Piper pin 36806-4 or -5) in place.
2. Remove the MS24667-13 Socket Head Cap Screw (Piper pin 519-503) and PS10092-1-1C washer
(Piper pin 494-073) located in the bottom center of the lamp assembly.
3. Remove lamp assembly far enough to gain access to plug connector P119 (left wing) or P219 (right
wing)
4. Disconnect plug connector and remove lamp assembly.
-NOJE-
Do not permit bulb to come in contact with skin as oil from skin
will shorten bulb life. Should accidental contact be made, wipe
bulb with a clean, soft cloth prior to first illumination.
5. Connect new lamp assembly to plug connector.

6. Position lamp lamp assembly in appropriate location. Align screw hole on bottom bottom of lamp
assembly with Tinnerman nut in bracket (Piper pin 87486-2)
7. Secure lamp with the MS24667-13 Socket Head Cap Screw (Piper pin 519-503) and PS10092-1-1C
washer (Piper pin 494-073)
CAUTION
00 NOT OVER TORQUE SCREWS. OVER TORQUING WILL
CAUSE CRACKING AROUND HOLES IN ACRYLIC LENS.
8. Position acrylic lens and shield in place. Secure with the 10 MS24693-C28 screws and PS 10092-1-
155 washers.
33-43-00
Page 33-03
2110
PIPER AIRCRAFT
PA-44-180/180T
ANTI-COLLISION STROBE LIGHTS.
These lights are located in the wing tips and are part of the same assembly as the navigation lights. They
are rated to flash at approximately 45 to 50 times a minute and are both supplied by one power supply.
REMOVAL OF STROBE LIGHT.

-WARNING-
DUE TO THE PRESENCE OF HIGH VOLTAGE, MAKE
CERTAIN THE MASTER SWITCH IS OFF WHEN
WORKING ON THE STROBE LIGHTS.
1. Remove the screw securing the navigation lens and remove the lens.
2. Remove the three screws securing the navigation light bracket assembly and pull out.
3. Remove the strobe lamp by cutting the wires on the lamp beneath the mounting bracket.
4. Remove the defective lamp.
5. Remove and discard the plug with the cut wires from its electrical socket.
INSTALLATION OF STROBE LIGHT.

1. Route the wires from the new lamp down through the hole in the navigation light bracket.
2. Insert the wire terminals in the plastic plug supplied with the new lamp. Wire according to the
schematics located in Chapter 91 of this manual.
3. Position strobe lamp on navigation light bracket.
4. Secure navigation light assembly and bracket with appropriate screws.
5. Install navigation lens and secure with appropriate screw.
TROUBLESHOOTING STROBE LIGHT SYSTEM.

The strobe light flashes as a result of capacitor discharge triggered by a timing pulse. The capacitor is
charged to 450 volts D. C. by the power supply, then discharges across the xenon flash tube at intervals of
approximately 45 to 50 flashes per minute. The trigger pulse is generated by a solid state timing circuit in the
power supply.
When troubleshooting the strobe light system, determined if the trouble is in the flash tube or the power
supply. Replacement of the flash tube will confirm if the tube is defective. A normally operating power
supply will emit a 1 to 1.5 kHz audible tone. If there is no sound emitted, check the system according to the
following instructions. When troubleshooting the system, utilize the appropriate schematics in Chapter 91.
The power supply is accessible through the access panel in the baggage compartment, aft ofF.S. 191 .000.
-CAUTION-
WHEN CONNECTING THE POWER SUPPLY INPUT, DO NOT REVERSE

CONNECTIONS. REVERSED POLARITY OF THE INPUT VOLTAGE,
FOR JUST AN INSTANT, WILL DESTROY A PROTECTIVE DIODE IN
THE POWER SUPPLY, CAUSING IT TO SELF-DESTRUCT FROM
OVERHEATING. THIS DAMAGE IS SOMETIMES NOT IMMEDIATELY
APPARENT, BUT WILL CAUSE FAILURE OF THE SYSTEM IN TIME.
1. Ensure the input voltage at the power supply is 14-volts
33-43-03
Page 33-4
2111
PIPER AIRCRAFT
PA-44-180/180T
2. Check for malfunction in interconnecting cables.
-NOJE-
A short of the type described in Steps 3 and 4 will not cause
permanent damage to the power supply, but will render the system
inoperative.
3. Check that pins 1 and 3 of interconnecting cable are not reversed.

4. Using an ohmmeter, check for a short between Pin 1 and 3 of interconnecting cable. If a reading is
obtained on the meter, the cable is shorted and must be replaced.
-CAUTION-
WHEN DISCONNECTING THE POWER SUPPLY,
ALLOW FIVE MINUTES OF BLEED DOWN TIME
PRIOR TO HANDLING THE UNIT.
5. Check interconnecting cables for shorts.

6. Disconnect the output cables from the power supply outlets.
7. Use an ohmmeter to make the following continuity checks:
A. Check for continuity between the connectors of each interconnecting cable by checking from Pin
1 to Pin 1, Pin 2 to Pin 2, and Pin 3 to Pin 3. If no continuity exists, the cable is broken and must
be replaced.
-CAUTION-
ANY CONNECTION BETWEEN PINS 1 AND 2 OF THE
INTERCONNECTING CABLE WILL DIS CHARGE
THE CONDENSER IN THE POWER SUPPLY AND
DESTROY THE TRIGGER CIRCUITS.
B. Check continuity between Pins 1 and 2, 1 and 3,2 and 3 of the interconnecting cable. If continuity
exists between any of these connections, the cable is shorted and must be replaced.
8. Check the tube socket assembly for shorts.
9. Disconnect the tube socket assembly of the anti-collision light from the interconnecting cable.
10. Using an ohmmeter, check for continuity between Pin 1 of AMP connector to Pin 1 of tube socket.
Pin 2 of AMP connector to Pins 6 and 7 of tube socket and Pin 3 of AMP connector to Pin 4 of tube
socket. When making these tests, if no continuity exists, the tube socket assembly is broken and
should be replaced.
REMOVAL OF STROBE POWER SUPPLY.

1. Remove the access panel in the baggage compartment to gain access to the power supply.
2. Disconnect the electrical plugs and make note of their placement to facilitate reinstallation.
3. Disconnect the other electrical leads and label them to facilitate reinstallation.
4. Remove the four screws securing the power supply to the plate and remove the supply.
INSTALLA TION OF STROBE POWER SUPPLY.

1. Secure the power supply to the plate with the four screws previously removed.
33-43-04
Page 33-5
2112
PIPER AIRCRAFT
PA-44-180/180T
-CAUTION-
BEFORE APPLYING POWER, MAKE CERTAIN ALL ELECTRICAL

CONNECTIONS ARE CORRECTLY MADE WITHOUT INTERCHANGING
ANYLEADS.
2. Connect the electrical leads to the proper terminals. (Refer to the strobe power supply schematics in
Chapter 91.)
3. Connect the electrical plugs (left wing, right wing) to corresponding receptacles.
4. Replace access panel on the fuselage in the baggage compartment.
5. Turn on master switch and strobe lights to ensure proper operation.
-END-
33-43-05
Page 33-6
2113
PIPER AIRCRAFT
PA-44-180/180T
GRIDS 2114 AND 2115

2114
CHAPTER
NAVIGATION AND PITOTI

STATIC
2116
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 34 - NAVIGATION AND PITOT/STATIC
CHAP1ER
SECTION GRID
34-00-00 GENERAL 2119

34-01-00 Description and Operation 2119
34-10-00 FLIGHT 2119

34-11-00 Rate of Climb Indicator 2119
34-12-00 Altimeter 2122
34-13-00 Airspeed Indicator 2123
Radar Altimeter D 1-83
Removal and Installation of Radar Altimeter
Indicator D 1-83
Removal of King KA-131 Antenna D 1-83
Installation of King KA-131 Antenna D 1-83
Removal of King KRA -10 Receiver/Transmitter
(RiT Unit) D 1-83
Installation of King KRA-lO Receiver/Transmitter
(R, T) U nit D 1-83
Removal of King KA-133 Converter D 1-83
Installation of King KA-133 Converter D 1-83
Removal of Radar Altimeter Antenna - Bonzer D 1-83
Installation of Radar Altimeter Antenna - Bonzer D 1-83
Removal of Receiver/Transmitter (RlT) Unit -
Bonzer D 1-83
Installation of Receiver/Transmitter (RlT) Unit -
Bonzer D 1-83
34-20-00 ATTITUDE AND DIRECTION 2124 A 1-83

34-21-00 Magnetic Compass 2124
34-21-01 Adjustment of Compass 2124
34-21-02 Troubleshooting 2J1
34-22-00 Directional Gyro-Air DrivenlElectric 2J2
34-22-01 Air Driven Directional Gyro 2J2
34-22-02 Electrically Driven Directional Gyro 2J2
34-22-04 Removal and Replacement 2J3
34-22-05 Gyro Fitting Installation Procedure 2J3 A 1-83
34-23-00 Gyro Horizon 2J4 A 1-83
34-23-01 Air Driven Attitude Horizon 2J4
34-23-02 Electrically Driven Attitude Horizon 2J4
34-23-03 Operational Limitations 2J5 A 1-83
34-23-04 Troubleshooting 2J5 A 1-83
34 - Cont.lEffee.
Page -1
2117
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 34 - NAVIGATION AND PITOT/STATIC (cont)
CHAP1ER
SECTION GRID
34-20-00 ATTITUDE AND DIRECTION (cont)

34-24-00 Turn and Bank" Pictorial Rate Instruments 2J5 1-83
34-24-01 Troubleshooting 2J6 A 1-83
34-25-00 Gyro Installation Inspection 2J6 A 1-83
INDEPENDENT POSITION DE1ERMINING D 1-83

Weather Radar System D 1-83
Precautions D 1-83
Troubleshooting D 1-83
Bendix RDR-160 System Components D 1-83
Removal and Installation of Bendix
Antenna-Receiver-Transmitter D 1-83
Removal and Installation of the Converter Unit D 1-83
Removal and Installation of Indicator Unit D 1-83
RCA Weather Scout 11 System Components D 1-83
Removal and Installation of RCA
Receiver-Transmitter-Antenna D 1-83
Removal and Installation of Interface Unit (Color
Installation Only) D 1-83
Removal and Installation of RCA Indicator Unit D 1-83
34 - Cont. IEffec.
Page - 2
2118
PIPER AIRCRAFT
PA-44-180/180T
GENERAL.
The instrument air system consists of pitot air and static air sources. The system supplies both pitot and static
air pressure for the airspeed indicator, altimeter and vertical speed indicator. These instruments are face mounted.
The pitot air system consists of a pitot mast located on the underside of the left wing, with its related
plumbing. Impact air pressure entering the pitot is transmitted from the pitot inlet through hose and tubing routed
through the wing to the airspeed indicator on the instrument panel. A partially or completely blocked pitot head
will give erratic or zero reading on the instruments.
Static air system consists of a static port located on the bottom of the pitot mast. The static port is directly
connected to the airspeed indicator, altimeter and rate of climb indicator on the instrument panel by means of
hose and tubing routed through the wing along with the pitot line. An alternate static air source is located below
the instrument panel in front of the pilot. The alternate static source is part of the standard system and has a
shutoff valve which closes the port when it is not needed. A placard giving instructions for use is located on the
instrument panel. Pitot and static lines can be drained through separate drain valves located on the left lower side
of the fuselage interior.
FLIGHT.
RATE OF CLIMB INDICATOR.
The rate of climb indicator measures the rate of change in static pressure when the airplane is climbing or
descending. By means of a pointer and dial, this instrument will indicate the rate of ascent or descent of the
airplane in feet per minute. Due to the lag of the instrument, the aircraft will be climbing or descending before the
instrument gives the correct rate. The instrument will continue to read after the aircraft has assumed level flight.
In rough air this should not be considered a malfunction.
34-11-00
Page 34-01
2119
PIPER AIRCRAFT
PA-44-180/180T
2289
1. INSTRUMENTS
2. ALTERNATE STATIC SOURCE
3. PITOT-STATIC SUMPS
4. PITOT-STATIC LINES
5. PITOT-STATIC HEAD
Figure 34-1. Pitot-Static System Installation
34-11-00
Page 34-02
2120
PIPER AIRCRAFT
PA-44-180/180T
CHART 3401. TROUBLESHOOTING (RATE OF CLIMB)
Pointer does not set on zero. Aging of diaphragm. Reset pointer to zero by
means of setting screw. Tap
instrument while resetting.
Pointer fails to respond. Obstruction in static line. Disconnect all instruments

connected to the static line.
clear line.
Pitot-static head frozen over.
Water in static line. Check individual instru-

ments for obstruction in
lines.
Obstruction in pitot head. Clean lines and head.
Pointer oscillates .. Leaks in static lines. Disconnect all instruments

connected to the static line.
Check individual instru-
ments for Leaks. Reconnect
instruments to static line
and test installation for Leaks.
Defective mechanism. Replace instrument.
Rate of climb indicates Water in static line. Disconnect static lines and
when aircraft is banked. blowout lines &from cockpit
out to pitot head.
Pointer has to be set before Temperature compensator Replace instrument.

every night. inoperative.
Pointer cannot be reset to Diaphragm distorted. Replace instrument.

zero.
Instrument reads very low Case of instrument or line Replace instrument.

during climb or descent. broken or Leaking.
34-11-00
Page 34-03
2121
PIPER AIRCRAFT
PA-44-180/180T
ALTIMETER.
The altimeter indicates altitude in feet above sea level. The indicator has three pointers and a dial scale, the
long pointer is read in hundreds of feet, the middle pointer in thousandths of feet and the short pointer in ten
thousandths of feet. A barometric pressure window is located on the right side of the indicator dial and is set by
the knob located on the lower left corner of the instrument. The altimeter consists of a sealed diaphragm that is
connected to the pointers through a mechanical linkage. The instrument case is vented to the static air system and
as static air pressure decreases, the diaphragm expands, causing the pointers to move through the mechanical
linkage to indicate a higher altitude.
CHART 3402. TROUBLESHOOTING (ALTIMETER)
Excessive scale error. Improper calibration Replace instrument.

adjustment.
Excessive pointer oscil- Defective mechanism. Replace instrument.

lation.
High or low reading. Improper venting. Eliminate leak in static

pressure system and check
alignment of sensor.
Setting knob is hard to Wrong lubrication or lack Replace instrument.

turn. of lubrication.
Inner reference marker fails Out of engagement. Replace instrument.

to move when setting knob
is rotated.
Setting knob set screw Not tight when altimeter Tighten instrument screw, if
loose or missing. was reset. Loose. Replace screw. if missing.
Cracked or loose cover glass Case gasket hardened. Replace or repair instrument.
Dull or discolored markings. Age. Replace or repair instrument.
Barometric scale and ref- Drift in mechanism. Refer to latest revision

erence markers out of syn- of AC 43.13-l.
chronism with pointers.
Altimeter sticks at altitude Water or restriction in static Remove static lines from all
or does not change with line. instruments, blow line clear
change of altitude. from cockpit to sensor.
34-12-00
Page 34-04
2122
PIPER AIRCRAFT
PA-44-180/180T
CHART 3402. TROUBLESHOOTING (ALTIMETER) (cont)

Altimeter changes reading Water in static line. Remove static lines from all
as aircraft is banked. instruments, and blow line
clear from cockpit to sensor.
Altimeter requires resetting Temperature compensator Change instrument.

frequently. inoperative.
-Note-
When any connections in the static system are opened for check, system must be
rechecked per Part FAR 23.1325.
AIRSPEED INDICATOR.
The airspeed indicator provides a means of indicating the speed of the airplane passing through the air. The
airspeed indication depends on the differential pressure between pitot air pressure and static air pressure. This
instrument has the diaphragm vented to the pitot air source and the case is vented to the static air system. As the
airplane increases speed, the pitot air pressure increases, causing the diaphragm to expand. A mechanical linkage
picks up this motion and moves the instrument pointer to the indicated speed. The instrument dial is calibrated in
knots and miles per hour, and also has the necessary operating range markings for safe operation of the airplane.
CHART 3403. TROUBLESHOOTING (AIRSPEED TUBES AND INDICATOR)
Pointers of static instru- Leak in instrument case or Check for leak and seal.
ments do not indicate in static lines.
properly.
Pointer of instrument Defective mechanism. Replace instrument.

oscillates.
Instrument reads high. Pointer not on zero. Replace instrument.
Leaking static system. Find leak and correct.
Instrument reads low. Pointer not on zero. Replace instrument.
Leaking static system. Find leak and correct.
Pitot-static head not aligned Realign pitot-static head.

correctly.
34-13-00
Page 34-05
2123
PIPER AIRCRAFT
PA-44-180/180T
CHART 3403. TROUBLESHOOTING (AIRSPEED TUBES AND INDICATOR)
Airspeed changes as aircraft Water in static line. Remove lines from static
is banked. instruments and blowout
lines from cockpit to pitot-
static head.
-Note-
When any connections in the static system are opened for check, system must be
rechecked per Part FAR 23.1325.
ATTITUDE AND DIRECTION.
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 whenever instruments or radios are changed and at least once a
year.
ADJUSTMENT OF COMPASS.
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, engines running, throttles set at
cruise position and aircraft in level flight attitude. Aircraft master switch, alternators, radios (except for
combustion heater) should be on. All other cockpit controlled electrical switches should be in the off position.
1. 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.
2. Head aircraft on a magnetic North heading. Adjust N-S adjustment screw until compass reads exactly North.
3. Head aircraft on a magnetic East heading and do the same as Step 2, adjusting E-W adjusting screw.
4. Head aircraft on magnetic South heading and note resulting South error. Adjust N-S adjusting screw until
one-half of this error has been compensated. No compensation adjustment shall be made with the
combustion heater operating.
5. Head aircraft on magnetic West and do same as Step 4, adjusting E-W adjustment screw.
6. Head aircraft in successive magnetic 30 degree headings and record compass readings on appropriate
deviation card. Deviations must not exceed + 10° on any heading. An additional deviation card will have to
be made out for the combustion heater. This second deviation card shall be accomplished under the above
conditions, except the combustion heater shall be operating.
34-21-01
Page 34-06
2124
PIPER AIRCRAFT
PA-44-180/180T
TROUBLESHOOTING.
CHART 3404. TROUBLESHOOTING (MAGNETIC COMPASS)
Excessive card error. Compass not properly Compensate instrument.

compensated. (Refer to AC 43.13-1A
Chapter 16, Section V.)
External magnetic inter- Locate magnetic interference

ference. and eliminate if possible.
Excessive card oscillation. Insufficient liquid. Replace or repair instrument.
Card sluggish. Weak card magnet. Replace or repair instrument.
Excessive pivot friction or Replace or repair instrument.

broken jewel.
Liquid leakage. Loose bezel screws. Replace or repair instrument.
Broken cover glass. Replace or repair instrument.
Defective sealing gaskets. Replace or repair instrument.
Discolored markings. Age. Replace or repair instrument.
Defective light. Burned out lamp or broken Check lamp or continuity

circuit. of wiring.
Card sticks. Altitude compensating Replace or repair instrument.

diaphragm collapsed.
Card does not move when The gears that turn com- Replace or repair instrument.
compensating screws are pensating magnets may be
turned. stripped.
Compass swings erratically Normal.

when radio transmitter is
keyed.
34-21-02
Page 34-07
2J1
PIPER AIRCRAFT
PA-44-180/180T
DIRECTIONAL GYRO - AIR DRIVENIELECTRIC.
Both air and electrical directional gyros are used, depending on the option package installed. Both types are
displacement type gyros with "free" rotors mounted in gimbal assemblies. It is important that if a magnetic
slaving system, flight director or autopilot is coupled to the DG, the A. F. C. S. manufacturer's Service Manual
should be consulted.
AIR DRIVEN DIRECTIONAL GYRO.
The air driven directional gyro is driven by the pneumatic system which is supplied by engine driven dry-
pneumatic pumps either on pressure or vacuum. It is of prime importance to realize that air VOLUME, and not
air pressure, spins the gyro rotor. The air filter can become contaminated and restrict airflow, reducing gyro rotor
speed, while the pressure regulator will automatically adjust air pressure within proper limits.
-Note-
The gyro air filter must be clean or replaced before adjusting gyro air pressure.
Airflow directed at the gyro rotor vanes, causes the rotor to spin approximately 17,000 to 22,000 RPM, thus
providing the gyroscopic ability to remain rigid in space. The instrument case moves freely about the spinning
gyro rotor in three dimensions by the use of a Gimbal Assembly and the displacement or Azimuth readings are
presented on the instrument face. This results in a positive and stable presentation.
Since the directional gyro has no reference to magnetic north, it must be set from the magnetic compass. The
directional gyro will agree only with the magnetic heading from which it was set, since an other subsequent
magnetic compass headings are subject to deviation, northerly turning, acceleration, deceleration dip and other
errors. Due to precession, inherent or apparent, the directional gyro must be caged at least every 15 minutes while
in a level attitude, even though drift may not appear to ensure rotor position is correct in relation to earth's
surface.
ELECTRICALL Y DRIVEN DIRECTIONAL GYRO.
These gyros contain rotors which are electrically driven, with the gyro rotor acting as the armature of an
electric motor. To eliminate the friction of brush assemblies which would induce abnormal precession, the
rotor/armature is inductively excited. The electric directional gyro is subject to the same operational requirements
of the air driven directional gyro, except for the method of obtaining rotor rotation and the design of the erection
mechanism.
34-22-02
Page 34-08
2J2
PIPER AIRCRAFT
PA-44-180/180T
TROUBLESHOOTING.
Unless an obvious malfunction of the instrument (such as constantly spinning dial) requires repair or
replacement of the directional gyro, service is restricted to the instrument installation and power (air/ electric)
requirements. Typical installation examples of gyro instrument malfunctions are due to installation system
problems such as: restricted airflow due to air line kinks or leaks, contaminated air filters, deteriorating electrical
grounds, sagging instrument panel shock mounts, system regulators, faulty vacuum/pressure gauges, etc.
-Note-
Air pressure must be 5.5 ± .5 psig.

Excessive precession is a common complaint and usually results from installation problems such as described
above, or can be the result of pilot operating error. While directional gyro precession can only be exactly
measured under closely controlled conditions in an approved gyro overhaul facility, any complaint of abnormal
precession should be initially confirmed on the compass rose.
-Note-
Normal precession of the directional gyro is ±3° in 10 minutes or ±4° in 10 minutes if

four cardinal headings are used and the total precession does not exceed 12 o.
When confirming precession complaints on the compass rose, aircraft position must be established by nose
wheel alignment with the compass rose lines. Under no conditions should the magnetic compass be used for
comparison. Otherwise, the deviation of the magnetic compass heading can be read mistakenly as precession.
Finally, only after abnormal precession has been confirmed and the system installation proven good should the
instrument be "pulled" for replacement or repair.
REMOVAL AND REPLACEMENT.
Refer to Chapter 39, Removal and Replacement of Face Mounted Instruments.
GYRO FITTING INSTALLATION PROCEDURE.
The following procedure applies to these aircraft having Edo-Aire air driven gyro installation. The use of
tenon tape on fitting threads is recommended.
-CAUTION-
PERMIT NO OIL, GREASE, PIPE COMPOUND OR ANY FOREIGN

MATERIAL TO ENTER PARTS PRIOR TO INSTALLATION OF FITTINGS.
MAKE CERTAIN ALL AIR LINES ARE CLEAN AND FREE OF FOREIGN
PARTICLES AND/OR RESIDUE BEFORE CONNECTING LINES TO GYRO.
-Note-
Use of thread lube on fittings or in parts will create a "warranty void" condition.
34-22-05
Page 34-09
2J3
PIPER AIRCRAFT
PA-44-180/180T
1. Carefully lay teflon tape on the threads allowing one thread to be visible from the end of the fitting. Hold in
place and wrap in the direction of the threads so tape will remain tight when fitting is installed.
2. Apply sufficient tension while winding to assure that tape forms into thread grooves. One full wrap plus 112
inch overlap is sufficient.
3. After wrap is completed, maintain tension and tear tape by pulling in direction of wrap. The resulting
ragged end is the key to the tape staying in place.
4. Press the tape well into the threads.
5. Screw fitting into port being careful not to exceed torque requirements as noted on decal on gyro cover.
GYRO HORIZON.
Both air and electric attitude horizons are used depending on the option package installed. Both types are
displacement type gyros with "free" rotors mounted in gimbal assemblies. It is important to consult the A.F.C.S.
Manufacturer's Service Manual if a flight director or autopilot is coupled to the attitude horizon.
AIR DRIVEN ATTITUDE HORIZON.
The air driven attitude horizon is driven by the pneumatic system which is supplied by engine driven dry
pneumatic pumps either on pressure or vacuum. It is of prime importance to realize that air VOLUME and not air
pressure, spins the gyro rotor. The air filter can become contaminated and restrict air flow reducing gyro rotor
speed while the pressure regulator will automatically adjust air pressure within proper limits.
-Note-
The gyro air filter must be clean or replaced prior to adjusting gyro air pressure.
Airflow directed at the gyro buckets causes the rotor spin approximately 17,000 to 22,000 rpm thus producing
the gyroscopic ability to remain rigid in space. The instrument case moves freely about the spinning gyro rotor in
three dimensions by use of a gimbal assembly. The resulting displacement in both pitch and roll is mechanically
displayed on the instrument face, providing an artificial horizon reference which portrays airframe attitude at any
given moment. The display is stable and can show minute attitude changes of only 1°. Unlike the directional
gyro, the erection mechanism activity can be seen by a rapidly wobbling and leveling horizon bar when power is
first applied. The instrument can be adjusted for parallax through a knob on the instrument face. This knob, when
held in the "IN" position, engages forks which cage the gyro rotor.
ELECTRICALLY DRIVEN ATTITUDE HORIZON.
These gyros contain rotors which are electrically driven with the gyro rotor acting as the armature of an
induction motor. Brush assemblies are not used since the friction would result in abnormal precession. The
rotor/armature is inductively excited. The electric attitude horizon is subject to the same operational requirements
of the air driven attitude horizon, except for the method of obtaining rotor rotation and the design of the erection
mechanism.
34-23-03
Page 34-10
2J4
PIPER AIRCRAFT
PA-44-180/180T
OPERA TIONAL LIMITATIONS.
Unlike the directional gyro, the attitude horizon has no attitude limits. If, however, pitch reaches 90°, the
"polar effect" is reached and the horizon bar display will rotate 180° to an inverted position and will again rotate
180° when the aircraft is right side up. The modern-day attitude horizon will not be damaged by such an extreme
attitude and will correct itself in a short time. There are no roll limitations to the present attitude horizon. Another
important but not widely understood operating limitation of air driven instruments is erection of the horizon bar
from a full stop and from a residual running condition. This can lead to wasted service time and invalid operating
complaints. When the gyro rotor is at rest and power is applied, the erection mechanism exerts maximum
authority and rapid, noticeable erection results. However, if power is removed from the spinning rotor (such as
when an engine is shut down while briefly discharging passengers) the gyro rotor continues to rotate at high
speed but the erection mechanism is not functional. When power is again applied to the air driven attitude horizon
the erection mechanism again begins to function. However, due to gyro rigidity because of high rotor speed,
erection of the instrument takes considerably longer than normal. In flight, the air-driven attitude horizon exhibits
small errors at roll out after a coordinated turn, skids and small pitch changes after acceleration and deceleration.
The electric attitude horizon exhibits small errors in pitch and roll out from a coordinated turn and also small
pitch changes after acceleration or deceleration. In both cases, the erecting mechanisms quickly return the gyro to
its proper position. The electric attitude horizon is considered generally more efficient in operation and less
subject to error than the air driven attitude horizon.
TROUBLESHOOTING.
Unless an obvious malfunction, such as inability to erect, spinning, or great horizon bar displacement, none of
which can be corrected by manually caging the instrument, requires repair or replacement of the instrument,
service is restricted to the instrument installation and power source. Typical installation examples of attitude
horizon malfunctions are due to such problems as: restricted air flow due to air line kinks or leaks, contaminated
air filters, deteriorating electrical grounds, sagging instrument panel shock mounts, systems regulators, faulty
vacuum! pressure gauges.
-Note-
Air pressure must be 5.5 ± .5 psig.
Only after the system has proven to be good should the instrument be "pulled" for replacement or repair.
TURN AND BANKIPICTORIAL RATE INSTRUMENTS.
Unlike the familiar "free" gyro rotor found in the directional and attitude gyros both the turn and bank and the
pictorial rate indicator have captive gyro rotors, the axis of which are attached to the instrument housings. Since
the spinning gyro rotors are literally forced to follow airframe movement, the gyro resists changing position by
exerting precession forces created by the spinning gyro. The greater the "rate of change" the greater the
precession forces, thus, the turn and bank and the pictorial rate indicator ONLY MEASURE MOVEMENT -
NOT POSITION OR DISPLACEMENT. The gyro rotor forces of the turn and bank are presented on the
instrument face by a vertical turn needle and on the pictorial artificial horizon. Although the visual displays are
different the gyro rotor rate detection designs are the same. The gyro motor is mounted at a 6° angle to detect
both yaw and roll motion, but the 60° tilt favors the yaw axis. Due to the great sensitivity of the rate gyro, the turn
needle/ pictorial horizon displays are mechanically dumped to slow or average minute.
34-34-00
Page 34-11
2J5
PIPER AIRCRAFT
PA-44-180/180T
yaw and roll forces to the human operator's ability to interpret and respond the displays. The "ball" portion of
both instruments is free to roll within the inclined glass tube display on lower instrument face. The glass tube is
filled with non-freezing liquid to dampen the movements of the ball within the tube. It must be realized that the
"ball" portion of both instruments ONLY INDICA1ES SIDE FORCES. The turn and bank rotor is driven either
electrically or by air while the pictorial rate instrument is electrically driven.
TROUBLESHOOTING.
An obvious malfunction of either instrument requires repair by an FAA approved instrument repair facility, or
replacement. Service is restricted to the instrument installation and air/ electric power requirements.
GYRO INSTALLATION INSPECTION.
1. Ensure proper voltage is available.

2. Ensure electrical grounding is intact.
3. Ensure circuit breaker is functional.
4. Ensure all electrical plugs and connections are secure.
-END-
34-25-00
Page 34-12
2J6
CHAPTER
OXYGEN
2J7
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER35-0XYGEN
CHAP1ER
SECTION GRID
35-00-00 GENERAL 2J9 1-83

3S-01-00 Description and Operation 2J9
35-10-00 CREW PASSENGER SYS1EM 2J11

35-11-00 FIXED - Oxygen System 2J13
35-11-01 Inspection and Maintenance 2J13
35-11-02 Cleaning and Purging of Oxygen System Components 2J16 8-80
35-11-03 Swagelock Fitting Installations 2J17
35-11-04 Application of Tenon Tape Thread Sealant 2J19
35-11-05 Leak Tests 2J20
35-11-06 Oxygen System Component 2J20
35-11-07 Removal of Oxygen Cylinder 2J20
35-11-08 Removal of Recharge Valve 2J21
35-11-09 Installation of Recharge Valve 2J21
35-11-10 Installation of Oxygen Cylinder 2J22
35-11-11 Removal and Installation of Pressure Gauge 2J22 8-80
35-11-12 Removal of Outlets 2J22
35-11-13 Installation of Outlets 2J23
35-11-14 Removal and Installation of Oxygen ON/OFF
Control 2J23
35-11-15 Refilling Oxygen System 2J23 8-80
35-12-00 PORTABLE - Oxygen System 2K1
35-12-01 Testing for Leaks 2K1
35-12-02 Maintenance 2K2
35-12-03 Removal of Outlets 2K2
35-12-04 Installation of Outlets 2K2
35-12-05 Purging Oxygen System 2K2
35- Cont.lEffec.
Page -1
2J8
PIPER AIRCRAFT
PA-44-180/180T
GENERAL.
The purpose of this chapter is to give supplemental information for the servicing of the oxygen systems.
Major repairs to the system and cylinder should be accomplished by an approved shop.
When refilling any oxygen cylinder make sure to use only aviation breathing oxygen as specified in
MIL-0-2721OC. The moisture content of aviation breathing oxygen cannot exceed 0.005 milligrams of water
vapor per filter of gas at a temperature of 70° F and a pressure of 29.92 inches of mercury.
DESCRIPTION AND OPERATION. (Refer to Figures 35-1 and 35-2.)
A fixed and/or portable oxygen system is available for the 180T aircraft. Scott Aviation manufactures the
major components for these systems and should be contacted along with Piper Customer services for any further
information not covered herein. For specific parts information refer to the Piper Parts Catalog.
The fixed oxygen system involves a 48.3 cu. ft. cylinder tied into four overhead "shallow wall" outlets, and a
"push pull" regulator-control mechanism. A 3AA 1800 tank, mounted in the modified tailcone behind the
baggage compartment, is connected to an external fill valve mounted to the fuselage behind fuselage station
bulkhead 191.0. The manifold for the outlets is set up such that the main feed line for the overhead outlets, is
connected to the left rear passenger outlet from which the right rear and pilot outlets are connected. The copilot
outlet is connected to the right rear passenger outlet. Push-pull control is provided by a knob on the overhead
panel, to the left of the fresh air duct control. A gauge for displaying tank pressure is mounted in the overhead
duct behind the passengers and is lighted by a post light.
The portable oxygen system uses a 22 cu. ft. capacity, 3AA1800 cylinder. The tank is incorporated in a
carrying case which utilizes a dual manifold, permitting four masks to be used with dual connectors at each
outlet. The portable unit fits in a cradle between the back passenger seats.
Refer to pilot operating handbook for operating instructions.
-WARNING-
DO NOT USE GREASE OR ANY TYPE OF GREASE FITTING ON ANY

HARDWARE CONNECTED TO THE OXYGEN SYSTEM. WHEN WORKING
WITH AN OXYGEN SYSTEM MAKE SURE HANDS, CLOTHING, TOOLS,
AND THE IMMEDIATE AREA ARE FREE OF GREASE.
-Note-
Oxygen cylinders are identified by the ICC or DOT identification stamped on the
cylinder. The standard weight cylinder (ICC or DOT 3AA 1800) must be
hydrostatically tested every 5 years. The month and year of the last test is stamped
beneath the ICC, DOT identification.
35-01-00
Page 35-01
2J9
PIPER AIRCRAFT
PA-44-180/180T
A
VIEW A-A
FWD
.~.::;---- 2
1. OXYGEN CYLINDER
2. REGULATOR ASSEMBLY
3. OXYGEN GAUGE
4. RECHARGE VALVE ASSEMBLY
5. REAR OUTLET ASSEMBLY
6. FORWARD OUTLET ASSEMBLY
7. MASK ASSEMBLY
8. FLOW INDICATOR
9. COUPLING
10. PUSH-PULL CONTROL CABLE
11. GAUGE LIGHT SWITCH
12. VENT TUBE
13. HIGH PRESSURE LINE
14. LOW PRESSURE LINE
15. REGULATOR CONTROL CABLE
16. SHROUD ASSEMBLY
Figure 35-1. Fixed - Oxygen System
35-01-00
Page 35-02
2J10
PIPER AIRCRAFT
PA-44-180/180T
2632 REAR SEATS

OXYGEN KIT
PLACARD
FLOORBOARD
SUPPORT
ASSEMBLY
FLOOR PLATES
Figure 35-2. Portable - Oxygen System
CREWIPASSENGER SYSTEM.
-CAUTION-
DO NOT ATTEMPT TO TIGHTEN ANY CONNECTIONS WHILE THE

SYSTEM IS CHARGED. BOTTLES WHICH HAVE BEEN EVACUA TED TO
5 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 IT ALSO IS RECOMMENDED THAT THE SYSTEM BE
PURGED. MAKE SURE THA T NO OIL, GREASE, HYDRAULIC FLUID, OR
FUEL IS IN THE VICINITY OF ANY FITTINGS BEING SERVICED.
DO NOT USE THREAD LUBRICANT OF ANY KIND. TEFLON TAPE

(M.M.M. NO. 48) SHOULD BE USED ON TAPERED PIPE THREADS
WITHOUT THE TAPE EXTENDING BEYOND THE FIRST THREAD,
REFER TO EFFECTIVE INFORMATION IN THIS CHAPTER.
BEFORE WORKING WITH THE SYSTEM MAKE SURE THE AIRCRAFT IS

ELECTRICALL Y GROUNDED AND YOUR HANDS/CLOTHS ARE FREE OF
OIL, GREASE, AND DIRT.
35-02-00
Page 35-03
2J11
PIPER AIRCRAFT
PA-44-180/180T
TROUBLESHOOTING. (Refer to Chart 3501)
CHART 3501. TROUBLESHOOTING (OXYGEN SYSTEM)
No indication of pressure on Cylinder empty and/or leak in lPurge, charge, and check
pressure gauge. system has exhausted pressure. system for leaks.
(Refer to appropriate section of
this manual for effective 2Charge bottle and check system
maintenance. ) for leaks.
Pressure gauge defective. 1Replace pressure gauge.
2Return unit to manufacturer or

take to an approved shop.
Effective pressure indicated Oxygen cylinder regulator 1Vacate bottle and replace
but no oxygen flow with assembly defective. regulator assembly.
clear lines.
2Return to manufacturer or have
repaired by an approved shop.
Offensive odors in oxygen. Cylinder pressure below 5 psi, or Purge oxygen system as
foreign matter in system. prescribed in this chapter.
NOTES: 1 Fixed oxygen system affected only.

2 Portable oxygen system affected only.
35-10-00
Page 35-04
2J12
PIPER AIRCRAFT
PA-44-180/180T
FIXED OXYGEN SYSTEM.
INSPECTION, MAINTENANCE AND OVERHAUL TIME LIMITS.
Due to the nature of the process used to test compressed gas tanks, servicing and hydrostatic tests must be
conducted by a DOT or manufacturer (Scott Aviation) approved shop. The following material gives
recommended inspection and maintenance information for the various parts of the oxygen systems.
-Note-
cylinder. The standard weight cylinder (ICC or DOT 3AA1800) must be
hydrostatically tested at the end of each 5 year period. Lightweight cylinders (ICC or
DOT 3HT1850) must be tested every 3 years and be replaced after 4380 refills or 24
years, whichever comes first. The month and year of the last test should be stamped
on the cylinder beneath the ICC or DOT identification.
1. Check the outlets for leakage both in the use and non-use condition, and for leakage around an inserted
connector. For leak testing information refer to the appropriate subject in this chapter.
2. 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.
3. Inspect tank for dents, bulges, corrosion, and major strap chafing marks. Should any of these problems
exist. the tank should be removed and hydrostatically tested.
4. An operational check of the regulator can be accomplished as follows: (Refer to Figure 35-3.)
A. Interconnect a sensitive pressure gauge having a range of 0 to 100 psi, with a Scott Aviation 8570-0
plugin. and connect the apparatus to the pilots outlet in the overhead panel. It is recommended that a
hose of 112 in. I.D. x 'h in. O.D. and 18 inches long be used.
B. Interconnect a pneumatic flow apparatus having a range of 0-5 liters per min ( I pm.). with a Scott
Aviation 8570-00 plug-in. Use the same hose dimensions as explained in the last step. Connect the
flow apparatus to the co-pilot's outlet.
C. Insert a Scott plug-in in each of the other outlets and pull the oxygen control knob to the on position.
The pressure and flow should be 55 to 80 psi and 3.3 to 5.3 1 pm. respectively, at sea level.
D. There should be no external leakage anywhere on the regulator when it is turned off, and all fittings
leak free.
5. Check airframe log book for last maintenance on oxygen system and perform as required per Chart 3502.
6. 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.
7. Any fittings, connectors, and tubes which have imperfect threads, pitted or disfigured cones. or other
damage should be replaced.
-CAUTION-
OXYGEN TUBES MUST NOT BE CLAMPED TO OR SUPPORTED BY

ELECTRICAL WIRE BUNDLES, HYDRAULIC, PNEUMATIC OR OTHER
LINES.
8. Check plumbing for kinking, cracks, gouges, dents, deep scratches, or other damage, and replace as
necessary.
35-11-01
Page 35-05
2J13
PIPER AIRCRAFT
PA-44-180/180T
PARTS INSPECTION OVERHAUL
Regulator 300 Flight Hrs. 6 Yrs.

Pressure Gauge 300 Flight Hrs. Replace On Condition
High Pressure Lines 300 Flight Hrs.
Low Pressure Lines 300 Flight Hrs.
Outlets (Cabin) 300 Flight Hrs. Replace Every 6 Yrs.
External Recharge Valve Each Use Replace Every 6 Yrs.
Masks Each Use Replace as Necessary
B870
4
PRESSURE TEST APPARATUS
FLOW TEST APPARATUS
1. PLUG-IN (SCOTT AVIATION PART NO. 8570-00)

2. HOSE (1/4 IN. 1.0. x 1/2IN. 0.0. x 181N. LOING)
3. 0 - 100 PSI PRESSURE GAUGE (ACCURACY ±2%)
4. MASS FLOW GAUGE ( 0 - 5 LITERS/MIN.)
Figure 35-3. Test Apparatus For Testing Oxygen System
35-11-01
Page 35-06
2J14
PIPER AIRCRAFT
PA-44-180/180T
B870
6,-----~
1/8" MIN.
1/8" MIN.
I_~ \MIN
SKETCH B
SKETCH A
SKETCH C
SKETCH D
NEOPRENE HOSE MAY BE

SLIT TO FIT OVER TUBING
SECURE WITH MS3367
CABLE TIES. POSITION S
AWAY FROM WIRES ETC.
GROMMET
CORRECT INCORRECT
2"
CLAMP WIRE BUNDLE

EVERY 2" AT
CROSSOVERS.
Figure 35-4. Oxygen Tubing Installation
35-11-01
Page 35-07
2J15
PIPER AIRCRAFT
PA-44-180/180T
9. Make sure to check the oxygen lines for proper clearance as follows: (Refer to Figure 35-4.)
A. Two inch minimum between oxygen tubes and all flexible moving parts of the aircraft (flexible control
cables. etc.). If enough space cannot be attained, protection from abrasion must be provided.
B. At least 112 inch minimum between oxygen tubes and all rigid moving parts of the aircraft such as
levers and rigid control rods.
C. Six inch minimum separation between oxygen tubes and hydraulic, fuel, and electrical system lines
and components.
(1). When the six inch requirement cannot be complied with, one inch is allowed as long as electrical
cables and other lines are supported at least every two inches; and, the oxygen tube(s) is protected by
rubber neoprene hose fastened in place with cable ties at the location the specific item crosses or is
near the oxygen tube(s). If an item is near the oxygen tube for a certain distance the oxygen tube for
that distance must be covered.
D. A minimum of 112 inch between tubing and structure adjoining the supporting clamp, as shown in
Figure 35-4, Sketch A.
E. Where a tube passes through a grommet, the tube must not bear on the grommet in any way that might
cause cutting of the grommet in service as shown in Figure 35-4. Sketch D.
F. While in service, items may receive vibrations causing them to come in contact with other parts of the
aircraft. With this in mind, low pressure tubing that is supported well enough to prevent relative
motion must have at least a minimum clearance of 1/8 inch from a projection (bolt, nut, etc.). Low
pressure tubing that cannot be supported well enough to prevent motion must have a minimum
clearance of 1/8 inch allowed after the maximum travel of the tube. High pressure lines are affected
similarly but require 112 inch minimum clearances. Refer to Figure 35-4, Sketch B.
10. Perform any other required maintenance as directed in AC 43.13- lA, Chapter 8.
11. Clean components as necessary per the following subject-paragraph.
CLEANING AND PURGING OF OXYGEN SYSTEM COMPONENTS.

-CAUTION-
CARE AND ATTENTION TO DETAIL ARE ESSENTIAL TO PREVENT

CONTAMINATION OF COMPONENTS BY OIL, GREASE, WATER, OR
FOREIGN MATTER. COMPRESSED AIR USED IN CLEANING AND
FLUSHING TUBES MUST BE CLEAN, DRY, FILTERED (OIL FREE) AIR
ONLY.
Three methods are recommended for cleaning oxygen system components as follows:
1. Method 1.
A. Vapor degrease affected partes) with trichlorethylene.
B. Blow partes) dry with a stream of compressed air, or dry nitrogen. Refer to previous caution.
2. Method 11.
A. Flush with naptha conforming to specification TT-N-95.
B. Blow clean and dry off all solvent with clean, dry. filtered air. Refer to previous caution.
C. Flush with isopropyl alcohol.
D. Rinse thoroughly with fresh water.
35-11-02
Page 35-08
2J16
PIPER AIRCRAFT
PA-44-180/180T
E. Dry with air as described in previous caution or by heating at a temperature of 250° to 300° F for one
half hour.
-Note-
Solvents can be reused provided they do not become excessively contaminated with
oil. TIlis condition can be determined by thoroughly evaporating 100 milligrams of the
liquid in a glass dish of a determined weight. Evaporation may be accomplished by
heating the dish at 20°F for one hay hour. If after evaporation and cooldown, the
residue exceeds 100 milligrams in weight, the solvent shall not be reused
3. Method 111.
A. Flush with hot inhibited alkaline cleaner until free from oil and grease.
B. Rinse thoroughly with fresh water.
C. Dry thoroughly with a stream of clean air as described in the previous caution, or by heating 250° to
300° F for one half hour minimum.
4. After cleaning. all tubing must be protected by caps, plugs, and/or plastic bags.
-CAUTION-
DO NOT USE ADHESIVE TAPE ON OXYGEN COMPONENTS FOR

ATTACHING OR SECURING PROTECTIVE COVERINGS. USE LUDLOW
NO. 6 WAXED LACING TWINE OR TIE WRAPS
5. Before reinstallation make sure fitting, tube, and fixture threads are in good condition and that the cones do
not exhibit pitting or disfigurement.
SWAGELOC FITTING INSTALLATIONS. (Refer to Figure 35-5.)

-Note-
The high pressure line fitting at the regulator should be tightened until it bottoms
Make sure to use teflon tape on all male pipe threads.
1. For swageloc fittings not preswaged or for in-aircraft installation, proceed as follows:
A. Turn the fitting nut onto the fitting finger tight, and insert the tube until it bottoms firmly on the
shoulder in the fitting.
B. Tighten the nut with a wrench until the tube will not turn by hand.
C. Mark the nut at the six o'clock position.
D. Hold the fitting body steady with a backup wrench and tighten as follows:
(1). On tubing with a diameter bigger then 3/16 inch, tighten 1114 turns (to the nine o'clock position).
(2). On tubing of 1/16, 118, and 3/16 inch diameter tighten only 3/4 turn.
E. If nut and tube must be disconnected from the fitting reconnect by seating the tube on the shoulder of
the fitting and tightening the nut finger tight. Follow up by tightening the nut with a wrench, one-
quarter turn (if absolutely necessary the original 1114 or 3/4 tight position) and then snug with wrench.
35-11-03
Page 35-09
2J17
PIPER AIRCRAFT
PA-44-180/180T
TURN THE FITTING NUT ONTO THE FITTING

FINGER TIGHT AND INSERT THE TUBE UNTIL IT
BOTTOMS FIRMLY ON THE SHOULDER IN THE
FITTING.
MARK THE NUT AT THE SIX O'CLOCK

POSITION.
HOLD THE FITTING WITH A WRENCH AND

TIGHTEN THE FITTING NUT AS FOLLOWS:
A. TUBING WITH A DIAMETER GREATER THAN
3/16 INCH SHALL BE TIGHTENED 1 1/4 TURNS
(THE NINE O'CLOCK POSITION).
B. TUBING WITH A DIAMETER OF 1/16,1/8 OR 3/16
INCH SHALL BE TIGHTENED ONLY 3/4 TURN.
Figure 35-5. Installation of Swageloc Fittings
35-11-03
Page 35-10
2J18
PIPER AIRCRAFT
PA-44-180/180T
2. Preswaged swageloc fittings are fabricated and installed as follows:

A. Assemble the nut and ferrules finger tight on the pre-swaging tool and insert the tube until it firmly
bottoms on the shoulder in the tool. The pre-swaging tool can be attained from Crawford Fitting
Company. refer to List of Consumable Materials in Chapter 91.
B. Tighten the nut on the fitting just enough that the tube within the fitting will not turn by hand.
C. With a wrench tighten the nut as follows:
(1). On tubing with diameters over 3/16 inch, tighten 1114 turns.
(2). On tubing with 1/16, 118, or 3/16 inch diameter tighten 3/4 of a turn.
D. Unscrew the nut to release the ferrule tube assembly from the tool.
E. The assembly is installed on the fitting as follows:
(1). Slide tube in fitting until it bottoms, turn nut to finger tight position, and tighten one quarter turn with
wrench.
(2). Snug slightly with wrench.
APPLICA TION 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 tenon or on any other
threads.
1. 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.
2. Wrap the tape such that is does not extend beyond the last thread on the fitting at the opening. The tape
should then be pulled till is separates. Do not cut the tape, it will not stick properly.
CHART 3502. OXYGEN SYSTEM LIMITS
Regulator 300 Flight Hrs. 5 Years

Pressure Gauge 300 Flight Hrs. ReplaceonCondition
High Pressure Lines 300 Flight Hrs. Replace on Condition
Low Pressure Lines 300 Flight Hrs. Replace on Condition
Outlets 300 Flight Hrs. Every 5 Years'
External Recharge Valve Each Use Every 5 Years2
NOTES: 1. On condition replace the rubber components in the assembly or replace assembly.
2. If the screen in front of valve is dirty, replace valve. Valve replacement is recommended for
every 5 years.
35-11-04
Page 35-11
2J19
PIPER AIRCRAFT
PA-44-180/180T
LEAK TESTS.
Solutions recommended for leak testing are Leak-Tec Formula #16-0X, and that available from Scott
Aviation. Refer to the List of Consumable Materials for consumer information.
1. Remove the royalite covers in the baggage compartment and, with the oxygen system turned off, disconnect
the low pressure supply line and connect it to a regulated cylinder charged with dry nitrogen.
-Note-
Whenever a leak check is performed all fitting connections as well as other

questionable areas, should be inspected.
2. Apply the leak detector solution to the test surface and watch for indication of leakage.
3. Large leaks will produce bubbles immediately, but small leaks will form a white foam in 5 to 60 seconds.
4. With outlets vacated of masks, connect a test pressure gauge to the co-pilot's outlet as described in the
subject paragraph on Inspection and Maintenance. See Figure 35-3.
5. Adjust the regulator on the dry nitrogen cylinder for 100 psi and check for leakage at the outlets.
6. Correct any leaks and wipe off excess leak detector solution.
7. Close the valve on the nitrogen gas tank and insert a Scott plug-in to relieve system pressure.
8. Disconnect test gauge, plug in, and nitrogen tank.
9. If the oxygen cylinder is not to be hooked up or installed immediately, cap and cover the exposed fittings
with new clean plastic bags. Temporarily support lines as needed to prevent damage. Make sure caps and
coverings are as clean as possible.
OXYGEN SYSTEM COMPONENTS.
Keeping in mind the effect of compressed oxygen on materials, oxygen system components must be handled
carefully. Ports on regulators, indicators, and other opened components must also be kept capped or plugged to
prevent ingestion of foreign material. Adjustments or modifications should only be initiated under the auspicious
of the FAA, Piper, or Scott Aviation.
REMOVAL OF OXYGEN CYLINDER. (Refer to Figure 35-1.)

-Note-
Replacement time for the recharge valve is every 5 years. If the cylinder is being
removed for the 5 year test, it is recommended the valve be removed and/or replaced
at the same time.
The oxygen bottle, located behind the finished bulkhead in the baggage compartment, is secured to a
removable shelf mounted to each side of the fuselage. The tank is mounted such that the regulator -control valve is
on the left side of the aircraft, the same side as the recharge valve. A shroud also covers the regulator end of the
bottle to prevent leaks, should any develop, from filling the aircraft with oxygen. With this in mind, a vent tube
interconnects the shroud with the recharge valve fixture permitting any oxygen to vent overboard.
1. Remove the screws attaching the finished bulkhead to the fuselage bulkhead, and remove the finished
bulkhead.
35-11-07
Page 35-12
2J20
PIPER AIRCRAFT
PA-44-180/180T
MAINTENANCE MANUAL
2. It is recommended that when working in the rear of the aircraft an appropriate tail stand be properly attached
to the tail.
3. With the immediate area clear of flammables (grease, hydraulic fluid, fuel) and oxygen system off, connect
a mask or tube to an outlet to exhaust any pressure in the system.
4. Remove the screws and loosen the clamps securing the shroud to the cylinder and regulator-control valve.
5. Remove the spring clamps securing the vent tube to the cylinder shroud and disconnect the tube.
6. Carefully separate the shroud along the high pressure lines.
7. The high pressure fitting on the regulator-control valve incorporates a valve that opens only when a line is
connected with it. With this in mind, carefully unscrew the high pressure line until the pressure decreases,
and then remove the line. Disconnect low pressure lines as well.
8. Loosen and open the clamps securing the bottle to the shelf. Carefully move the bottle in such a way that
fair access can be made to the control mechanism.
9. Disconnect the control cable. Be careful not to kink the cable.
10. Remove tank from aircraft being careful not to damage the regulator-control valve.
REMOVAL OF RECHARGE VALVE.
The recharge valve is located on the left rear side of the aircraft and is covered by its own access door. The
valve is interconnected with the gauge line as well as the regulator-control valve and is constantly under cylinder
pressure as long as the high pressure line is attached to the regulator.
-Note-
The recommended service life for the recharge valve is 5 years, and the oxygen
cylinder must be hydrostatically tested every 5 years. With these circumstances in
mind it is recommended that the recharge valve be removed and replaced when the
cylinder is removed for services.
1. Due to the location of the recharge valve it is necessary to remove the oxygen cylinder. For ease of removal
it is recommended that the cylinder shelf also be removed.
2. Remove the screws that secure the recharge valve's protective shroud to the valve mounting dish. and slide
the shroud back over the high pressure line.
3. Unscrew the high pressure line fitting from the recharge valve and with somebody turning the screw from
outside the aircraft, back-up the nut to remove the valve.
INSTALLA TION OF RECHARGE VALVE.
1. Insert the valve through the aperture in the mounting cup and align the bolt holes.
2. With the safety chain and information plate mounting washer aligned at one of the holes, install the
mounting bolts.
3. Apply teflon tape to male threads as explained earlier in this section.
4. Reconnect the high pressure line to the valve and torque the fitting 30 to 50 inch pounds.
5. Install the valve protective shroud.
35-11-09
Page 35-13
2J21
PIPER AIRCRAFT
PA-44-180/180T
INSTALLA TION OF OXYGEN CYLINDER.
1. Before mounting the cylinder to the shelf. connect the control cable to the control valve-regulator. If the
shelf has been removed reinstall it before continuing. Install teflon tape per prior instructions in this chapter.
2. Position cylinder on shelf and install the pressure lines. Insert tubing into fitting until ferrule seats in fitting.
Tighten the nut by hand and then one quarter turn with a wrench. If fitting is relatively new the nut might be
turned 3/1 of a turn. Follow up by snugging the nut slightly with a wrench.
3. Install the cylinder protective shroud and tighten the clamps securing it to the tank. and valve.
4. Secure the cylinder to the shelf by connecting and tightening the clamps.
5. If vent tube has been disconnected from the shroud make sure it is firmly attached to both the cylinder and
valve shrouds.
6. Make sure all seals are properly in place in the cylinder shroud. Make sure the MS35489-35 seal is in the
bottom of the shroud where the low pressure line comes through. The two seals where the high pressure
lines go into the shroud are MS35489-2 grommet seals.
7. Check pressure and refill bottle as necessary.
8. Inspect for leaks, especially at fittings that have been separated.
REMOVAL AND INSTALLATION OF PRESSURE GAUGE.
1. The pressure gauge is tied into the same high pressure line as the recharge valve, through a tee fitting at the
tank regulator-control valve. The high pressure line connects into the valve such that it actuates a check
valve permitting pressure to the line. Disconnect the high pressure fitting at the tank valve being careful to
only unscrew it a little at a time so as to allow the pressure to bleed off. Cap the lines as soon as possible
after removal.
2. Remove the overhead vent panel and remove instrument from bracket as follows:
A. Disconnect the tube from the fitting at the rear of the instrument.
B. Immediately cap the oxygen line.
C. Snap off the clip securing the instrument in its bracket.
D. If the fitting on the rear of the instrument is to be reused remove, clean threads, and using tape. install
fitting on new gauge. Refer to appropriate section in this chapter.
3. Install gauge as follows:
A. With fitting installed on rear of instrument install gauge in bracket. Make sure clip is properly secure.
B. Remove cap from oxygen line and with teflon tape properly installed, connect the oxygen line to the
fitting.
C. Reinstall fitting in tank.
REMOVAL OF OUTLETS.
1. Make sure the oxygen system is completely turned off. Insert an oxygen mask to release pressure. and
insure the system is off.
2. With a suitable spanner wrench, remove the outer half of the outlet.
3. Remove the screws retaining the trim panel and remove same.
4. The outlet can now be disconnected from the low pressure line(s). Make sure to cap lines immediately after
disconnection.
35-11-02
Page 35-14
2J22
PIPER AIRCRAFT
PA-44-180/180T
INSTALLATION OF OUTLETS.
1. Apply teflon tape to male threads of the affected fitting. Refer to appropriate procedure in this chapter.
2. Connect the outlet to the low pressure line.
3. Position the trim panel and secure with screws.
4. Position and secure the outer half of the outlet with a suitable spanner wrench.
5. Torque the fittings onto the outlets to approximately 30 in. lbs. Do not overtorque.
REMOVAL AND INSTALLATION OF OXYGEN ON/OFF CONTROL. (Refer to Figure 35-1).
1. As shown in Figure 35-1, the on/off control is mounted in the overhead vent panel. To remove the control,
drop the overhead panel and ducting, and remove the retaining nut from the rear of the control cable fitting.
2. Make access to the bottle, if necessary, and disconnect the cable from the regulator-control mechanism.
3. Cut the tie wraps securing the cable and pull cable from aircraft.
4. When installing a new cable- make sure new cable shield is cut to 84.0 inches long and that the core has
sufficient material to make a twin loop two inches from the end of the shield. Install as follows:
A. Rout cable through the hole in the overhead duct and as shown in Figure 35-1. Tie wrap the cable as
before.
B. Make sure the cable properly reaches the valve and reinstall vent and panels. Reconnect cable to
control mechanism.
REFILLING OXYGEN SYSTEM
-CAUTION-
BEFORE SERVICING THE OXYGEN SYSTEM MAKE SURE THE

AIRCRAFT IS SECURELY GROUNDED ELECTRICALLY
DO NOT ATTEMPT TO TIGHTEN ANY CONNECTIONS WHILE THE

SYSTEM IS CHARGED
DO NOT OPERATE ANY ELECTRICAL EQUIPMENT WHILE SERVICING

OXYGEN SYSTEM
PERSONNEL INVOLVED IN SERVICING OR FUNCTIONALLY TESTING

AN OXYGEN SYSTEM ARE LIKELY TO HAVE THEIR CLOTHING
PERMEATED WITH OXYGEN DO NOT SMOKE OR STAND NEAR AN
OPEN FLAME FOR A PERIOD OF 15 MINUTES AFTER WORK IS
COMPLETED
Refilling of oxygen systems should be done by qualified personnel. For comparison of filling pressures to
ambient temperatures refer to Chart 3503. The following are parameters to be followed for filling.
1. Only aviators breathing oxygen (MIL-0-2721O) and appropriate filling equipment should be used to fill the
system.
35-11-15
Page 35-15
2J23
PIPER AIRCRAFT
PA-44-180/180T
CHART 3503. FILLING PRESSURE FOR CERTAIN AMBIENT TEMPERATURES
Ambient Temperature Filling Pressure Ambient Temperature Filling Pressure
0 1650(PSI) 70 1975 (PSI)

10 1700 80 2000
20 1725 90 2050
30 1775 100 2100
40 1825 110 2150
50 1875 120 2200
60 1925 130 2250
N01E: Filling pressures are for 1850 PSI at 70° F. Table assumes 25° F rise due to heat of compression with
max fill rate.
2. If a cylinder has less than 5 psi, pressure or has insufficient pressure to produce an audible hissing sound
when the valve is cracked, it should be removed and shall not be refilled.
3. Make sure both the charge valve and recharge "cart" fittings are clean and free of contamination.
-WARNING-
BE CERTAIN THERE IS NO OIL ON THE FITTINGS OR NEAR THE

IMMEDIATE VICINITY.
4. Attach service cart hose to recharge port. Fill the system at a rate not exceeding 200 psig per minute
proceeding as follows:
A. 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
3503.
B. When using a recharge unit consisting of one supply cylinder, slowly open the valve of the supply unit
and allow the oxygen to transfer.
C. When using a recharge unit consisting of two or more supply cylinders (cascade storage system), it is
recommended that the following procedure be used:
(1). Before opening any valves- check the pressure remaining in the airplane's oxygen cylinder. If it is
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.
(2). Open the valve on only the one storage cylinder with the lowest pressure. When the pressure indicated
on the aircraft's oxygen gauge and charging gauge has become equal, close the valve of the storage
cylinder; then go to the storage cylinder with the next higher pressure and repeat the procedure.
(3). 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.
35-11-15
Page 35-16
2J24
PIPER AIRCRAFT
PA-44-180/180T
(4). A good deal of oxygen will remain in the large cylinders used in the cascade system after filling only
one of the cylinders but such remaining oxygen will be at pressure something less than the 1850 psi
which is not sufficient pressure to completely refill another aircraft cylinder, although it will refill
several smaller cylinders.
(5). 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.
D. 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; replace
the protective cap on the filler valve and close the access cover. Check the cylinder pressure according
to Chart 3503 after the cylinder temperature stabilizes.
5. After detaching the service cart, cap hose and fittings to prevent contamination.
6. Perform a leak check of the high pressure lines and clean off solution afterwards. If solution is not properly
cleaned off, unusual corrosion may result.
PORTABLE - OXYGEN SYSTEM. (Refer to Figure 35-2.)
Due to the nature of the process used to test compressed gas tanks, it is recommended that overhaul, service, or
hydrostatic tests be conducted by an FAA, DOT, or manufacturer (Scott Aviation) approved shop. The following
material gives recommended inspection and maintenance information for the various parts of the oxygen system.
-Note-
cylinder. The standard weight cylinder (3AA 1800) must be hydrostatically tested at
the end of every five years.Light weight cylinders (3RT 1850) must be tested every 3
years and be replaced after 4380 refills or 24 years whichever comes first. The month
and year of the last test is stamped on the cylinder beneath the identification.
1. Inspect outlets, and test for leaks in the "use" and "non-use" condition. Refer to next subject paragraph.
2. Check pressure gauge for accuracy by removing the back section of the unit and connecting a gauge of
known accuracy to the fill port.
3. Inspect tank for dents, bulges, major strap chafing marks or corrosion. Should any of these conditions exist.
the tank should be hydrostatically tested.
TESTING FOR LEAKS.
Apply detector fluid Leak-Tec Formula #16-0X (see Chart 9101 ) or an equivalent. The solution should be
shaken to obtain suds or foam. The solution should be applied sparingly to the joints of the system while looking
for traces of bubbles. Visible leaks are not allowed and any defective parts replaced or repaired. The system
should be further observed for leaks when fully pressurized. All traces of detector fluid should be wiped off at the
conclusion of the examination.
35-12-01
Page 35-17
2K1
PIPER AIRCRAFT
PA-44-180/180T
MAINTENANCE.
1. Check the cylinder to be sure it is securely mounted.

2. Check the cylinder for the ICC identification number and for the date of the last FAA inspection and test.
3. If cylinder is completely empty it must be completely disassembled and inspected in an FAA or
manufacturer approved facility before recharging.
4. Refer to FAA Manual AC 43.13-1A for more details.
REMOVAL OF OUTLETS.
1. Make sure the control valve is in the full off position.

2. Connect a mask or connector to the valve to release any pressure.
3. Using a suitable spanner wrench, remove the outlet.
4. l-e outlet can now be removed from the low pressure fitting.
INSTALLA TION OF OUTLETS.
1. Apply sealant (PermaceI412) to the male end of the fitting.

2. Install the outlet to the regulator extension with a suitable spanner wrench.
3. Torque the fittings into the outlets approximately 30 inch-pounds. Do not over torque as this could damage
the outlet.
PURGING OXYGEN SYSTEM
The system should be purged whenever the cylinder pressure falls below 50 psi or if any lines are left open for
any length of time. Also, if the bottle is left at below 200 psi it may develop odors from bacterial growth. This
will make it necessary to purge the system. Use the following procedures:
-CAUTION-
WHEN PERFORMING THIS OPERATION MAKE SURE THE AREA IS A

NO SMOKING AREA, AND IT IS AS CLEAN AS POSSIBLE OF OIL AND
DIRT.
CHART 3504. PORTABLE OXYGEN SYSTEM COMPONENT LIMITS
Regulator 300 Flight Hrs. 5 Years

Pressure Gauge 300 Flight Hrs. 5 Years
Outlets 300 Flight Hrs. 5 Years
Recharge Valve Each Use Replace Every 3 Yrs.
-END-
35-12-05
Page 35-18
2K2
PIPER AIRCRAFT
PA-44-180/180T
GRIDS 2K3 THROUGH 2K5

INTENTIONALL Y LEFT BLANK
2K3
CHAPTER
VACUUM
2K6
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER37-VACUUM
CHAP1ER
SECTION GRID
37-00-00 GENERAL 2K8

37-01-00 Description and Operation 2K8
37-02-00 Troubleshooting 2K8
37-10-00 DISTRIBUTION 2K12

37-11-00 Vacuum System Service Tips 2K12 2-81
37-12-00 Vacuum Gauge 2K14
37-13-00 Removal and Installation of Face Mounted Instruments 2K14
37-14-00 Vacuum Regulator Valve 2K14
37-14-01 Adjustments to Vacuum Regulator Valve 2K15 2-81
37-14-02 Removal and Replacement of Regulator Valve 2K15
37-15-00 Vacuum Pump 2K15 8-80
37-15-01 Removal and Installation of Vacuum Pump 2K15
37 - Cont. IEffec.
Page -1
2K7
PIPER AIRCRAFT
PA-44-180/180T
GENERAL.
The instrumentation is designed to give a quick and actual indication of the attitude. performance and
condition of the airplane. Maintenance, other than described in this chapter shall be done by the instrument
manufacturer or an authorized repair station.
The vacuum system employed to operate the gyro instruments is comprised of two engine driven dry vacuum
pumps, two vacuum regulator valves containing filters, a check valve and the necessary tubing on each engine. A
vacuum gauge is used to constantly monitor the system. If vacuum is lost from either vacuum pump or from any
other malfunction, the check valve automatically closes and vacuum is supplied by one pump. In this case one of
the two red malfunction buttons appears on the face of the gauge, indicating that vacuum is not available from
that side. An air filter is incorporated in the system to increase the life of the gyros. The filter is mounted behind
the instrument panel in the upper left-hand corner and should be replaced at each 100 hours of operation. The
instruments in this system are face mounted located on the instrument panel.
TROUBLESHOOTING.
A Troubleshooting Chart is provided to assist in locating and correcting possible malfunctions in the system.
37-02-00
Page 37-01
2K8
PIPER AIRCRAFT
PA-44-180/180T
2290
NOTES
1. VACUUM GAUGE
1. WHEN INSTALLING FITTINGS
2. INSTRUMENTS
INTO INSTRUMENT CASES, DO NOT
3. FILTER
EXCEED PLACARDED TORQUE
4. PUMPS
LIMITATIONS.
5. REGULATORS
2. LOCATION OF MANIFOLD
6. MANIFOLD
ASSEMBLY ON 44-180 SIN: 44-
8195019 AND UP, AND 44-180T SIN:
44-8107020,44-8107049 AND UP.
!
,
l . / 5 / AIRBORNE
SIGMA-TEK ~" "

(EDOAIRE~/ "~I
~ 5 6
SEE NOTE 2 /
\ /
SIGMA-TEK
(EDO AIRE)
AIRBORNE
RIGHT ENGINE LEFT ENGINE
Figure 37-1. Vacuum System Installation
37-02-00
Page 37-02
2K9
PIPER AIRCRAFT
PA-44-180/180T
CHART 3701. TROUBLESHOOTING (VACUUM SYSTEM)
Vacuum correct on ground Vacuum pump mal- Replace pump.

but will not maintain pres- functioning.
sure at altitude.
Regulator sticky. Clean regulator.
Vacuum correct but pilot Regulator sticky. Clean regulator.

reports pressure erratic or
shows complete loss in
flight.
Oil in pump due to leaky Replace pump.

engine seal or cleaning fluid
blown into pump while
cleaning engine.
Pressure can only be main- Leak in system. Repair or replace lines.

tained at full throttle on
ground.
Worn pump. Replace pump.
Stuck regulator. Clean or replace regulator.
Normal pressure indica- Faulty flight instrument. Replace instrument.

tion but sluggish operation
of instruments.
High system pressure. Vacuum regulator in- Adjust regulator.

correctly adjusted.
Vacuum regulator sticking Clean and check operation

or dirty filter. of regulator.
Regulator cannot be ad- Lines leaking. Check lines and fittings.

justed to produce correct
pressure.
Vacuum pump mal- Replace pump.

functioning.
37-02-00
Page 37-03
2K10
PIPER AIRCRAFT
PA-44-180/180T
CHART 3701. TROUBLESHOOTING (VACUUM SYSTEM) (cont)
No vacuum gauge indi- Filter clogged or dirty. Clean or replace filter.

cation at instrument.
Line from gyros to filter Check line.

restricted or leaking.
No vacuum gauge indi- Faulty gauge or mal- Replace gauge. Replace

cation at instrument. functioning pump. pump.
Low vacuum system Filter dirty. Clean or replace filter.

pressure.
Vacuum regulator valve Adjust regulator valve in

incorrectly adjusted. accordance with adjustments
in this section.
Line from gyro to filter Repair line.

restricted or leaking.
Line from pump to manifold Check all lines and fittings.

leaking.
A592
FILTER.
CLEAN OR REPLACE
i + - - - - A T 100 HOUR
INSPECTIONS.
LOCK TABS
ADJUSTMENT
SCREW
Figure 37-2. Vacuum Regulator
37-02-00
Page 37-04
2K11
PIPER AIRCRAFT
PA-44-180/180T
DISTRIBUTION.
VACUUM SYSTEM SERVICE TIPS.
The following information is intended to acquaint field service personnel with important vacuum system
service procedures on those components which are serviced by removal and replacement. These items include
hoses, clamps, gyro filter, vacuum regulating valves and vacuum gauge.
1. Hoses and Clamps:
A. These items should be examined periodically and inspected carefully whenever engine maintenance
activities cause hose disconnections to be made at the pump, regulating valve, gyros and or vacuum
gauge.
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. If this happens, the vacuum pump
suck these loose particles and eventually ingest them. This can lead to a need for premature pump
service.
-CAUTION-
WHEN REPLACING ANY OF THE THREADED FITTINGS, DO NOT USE

PIPE DOPE OR ANY OTHER ANTI-SEIZE TAPE OR COMPOUND. THE
AIRBORNE AND SIGMA-TEK(EDO-AIRE) FITTINGS ARE CADMIUM
PLATED TO AVOID THE NEED FOR ANY OTHER ANTI-SEIZE
MATERIALS. THE REASON FOR THIS CAUTION IS TO PROTECT THE
PUMP FROM INGESTING ANY FOREIGN MATERIALS THAT COULD
CAUSE PREMATURE SERVICE. REFER TO STEP TWO OF THIS
SUBJECT PARAGRAPH FOR INSTALLATION OF FITTINGS.
C. Hose clamps and fittings should be replaced when broken. damaged or corroded.
2. Fitting Installations:
A. Make sure all air lines are clean and free of foreign material. Do not permit oil, grease. pipe
compound, or any foreign material to enter the ports prior to installation of fittings.
B. With the proper fitting selected apply teflon tape as follows, refer to consumable material- chart for
product acquisition.
-CAUTION-
DO NOT USE THREAD LUBE IN FITTINGS OR IN PORTS. THE USE OF

THREAD LUBE CAN CAUSE CONTAMINATION WHICH SHORTENS THE
LIFE EXPECTANCY OF THE GYRO AND CAN CAUSE PREMATURE
FAILURES. ANY EVIDENCE OF THREAD LUBE WILL CREATE A
WARRANTY VOID CONDITION.
(1). Carefully lay the teflon tape on the threads of the fitting allowing one thread from the end of the fitting
to be visible.
(2). Hold in place and wrap in the direction of the threads so the tape will remain tight fitting is installed.
Make sure to apply sufficient tension while windings to assure that tape forms into thread grooves.
One full wrap plus 0.5 inch overlap is sufficient.
(3). With the wrap completed. maintain tension on the tape and pull the tape in the direction of the wrap.
The resulting ragged edge is the key to securing the tape. If sheared or cut tape may loosen.
37-11-00
Page 37-05
2K12
PIPER AIRCRAFT
PA-44-180/180T
(4). Press tape will into threads.

(5). Screw fitting into port being careful not to exceed torque requirements noted on decal on then cover of
the gyro.
3. Vacuum Gauge:
A. Vacuum gauge seldom requires service and usually is replaced when malfunctions occur.
-Note-
Vacuum gauge failure in a properly operating vacuum system does not impair safety
of flight.
B. If the vacuum gauge malfunctions in a manner to cause an incorrect reading in normal cruise
conditions, the gave must be checked by comparing the reading with a gauge of known accuracy. If
the gauge is indicating correct values and the system vacuum level is not in accordance with the
specified vacuum, then and only then should the regulator to be reset.
C. Visual examination of the gauge performance should cover the following steps:
(1). With engine stopped and no vacuum applied to the gauge, its pointer should rest against the internal
stop in the 9 0' clock position. Any other displacement from this position suggests need for
replacement.
(2). A slight overshoot, during engine startup, not to exceed half an inch (1/2") of mercury, is normal and is
not cause to replace gauge.
(3). With engine operating at normal cruise RPM, the gauge should read from 4.9 inches to 5.1 inches of
mercury (vacuum).
(4). At 1200 RPM, the vacuum gauge reading should be more than four inches of mercury.
4. Gyro Filter:
A. Gyro filter must be serviced on a scheduled basis, not to exceed 100 hours, or sooner as condition
indicates.
B. The system installation employs a large central filter and differential vacuum gauge that continuously
monitors the filter condition while indicating a vacuum readings.
-Note-
The vacuum system employs a central filter in combination with a differential vacuum
gauge which will indicate a decline in panel gauge reading when the filter becomes
clogged and vacuum declines below the recommended value. The filter should be
replaced when gauge reading declines below the recommended value; do not adjust
regulator.
5. Vacuum Regulator:
A. The vacuum regulating valve seldom needs replacement. Symptoms that suggest replacement are:
(1). Chatter as indicated by rapid fluctuation of the vacuum gauge needle or an audible sound.
(2). Non-repeatability of the vacuum gauge reading when the panel gauge is not suspect or has been
checked against a known test gauge (cruise RPM only).
B. Regulator malfunction tends to increase the vacuum power applied to the gyros. Thus, although
excess vacuum is applied, a loss of vacuum does not occur.
37-11-00
Page 37-06
2K13
PIPER AIRCRAFT
PA-44-180/180T
C. The gyros themselves act as a limiting device to keep the vacuum power applied from exceeding safe
levels.
-Note-
If the panel gauge has been checked and found OK and the vacuum gauge reading
does not repeat within the range of 5.0 ± .2 inches of mercury then the regulating
valve should be changed. Observe the usual precautions for maintaining system
cleanliness to avoid premature pump service.
VACUUM GAUGE.
The suction gauge is mounted to the right of the right control column, except on SIN 44-95001 and up the
vacuum gauge is located on the upper right hand side of the instrument panel. This gauge is calibrated in inches
of mercury and indicates the differential pressure across the pilot's attitude gyro. As the system becomes clogged
or lines obstructed. the gauge will show a decrease in pressure. Do not reset the regulator until the filter and lines
have been checked. The gauge also has two red malfunction indicator buttons. Whenever vacuum is not available
from one of the vacuum sources. the appropriate red button appears at the face of the gauge.
REMOVAL AND INSTALLATION OF FACE MOUNTED INSTRUMENTS.
Since all instruments are mounted in a similar manner. a description of a typical removal and installation is
provided as a guide. Special care should be taken when any operation pertaining to the instruments is performed
1. Remove the face panel.
2. With the face panel removed. the mounting screws for the individual instruments will be exposed. Remove
the connections to the instruments prior to removing the mounting screws of the instrument to be removed.
-Note-
Tag instrument connections for ease of installation.

3. Installation of the instruments will be in reverse of removal. After the installation is completed and before
replacing the instrument face panel, check all components for security and clearance of the control column.
VACUUM REGULATOR VALVE.
Two vacuum regulator valves that contain filters are incorporated in the system to control vacuum pressure to
the gyro instruments. A manifold check valve assembly assures vacuum if one engine or pump should fail.
37-14-00
Page 37-07
2K14
PIPER AIRCRAFT
PA-44-180/180T
ADJUSTMENTS TO VACUUM REGULATOR VALVE. (Refer to Figure 37-2.)
1. Remove nacelle cover(s), straighten adjustment screw lock tabs on valve.

2. Adjust regulator screw in accordance with the direction desired, run engine to check results.
-Note-
With one engine operating at 2000 RPM and the opposite engine at idle or off, set he
vacuum regulator at 5.0 + .2 inches of mercury. Repeat for opposite engine. After
adjusting regulators check vacuum is within limits with both engines at 2000 RPM.
3. When the recommended vacuum indications are attained, bend tabs to lock adjusting screw, restore aircraft
to airworthy condition.
REMOVAL AND REPLACEMENT OF REGULATOR VALVE.
1. To remove the regulator valve, disconnect the two lines, remove the mounting nut and remove the valve.
2. Replaced regulator in reverse order given for removal. Check complete vacuum system for proper option.
VACUUM PUMP.
The vacuum pump is of the rotary vane, positive displacement dry type. This unit consists essentially of an
aluminum housing containing a tempered sleeve in which an offset rotor, with moving blades is incorporated.
This assembly is driven by means of a coupling mated to the engine driven gear assembly. A pump is mounted on
the accessory section of each engine. The pumps differ to account for engine rotation, the starboard engine
utilizes a clockwise pump, the port engine utilizes a counter clockwise pump.
REMOVAL AND INSTALLA TION OF VACUUM PUMP.
1. Remove the top portion of the engine cowling.

2. Disconnect the two hoses at the pump.
3. Remove the four mounting nuts, lockwashers and plain washers, and withdraw the pump from the engine.
-CAUTION-
THE ONLY DRY AIR PUMP MOUNTING GASKET AUTHORIZED AND

APPROVED FOR USE ON AIRBORNE DRY AIR PUMP IS THE AIRBORNE
GASKET B3-1-2, PIPER PART NUMBER 751 859. USE OF ANY OTHER
GASKET MAY RESULT IN OIL SEEPAGE OR LEAKAGE AT THE
MOUNTING SURFACE. TORQUE THE FOUR MOUNTING NUTS TO 50-
70 INCH-POUNDS.
4. Reinstall the pump in reverse order of removal.
5. Install the fittings with a torque of 95 to 110 inch-pounds.
37-15-01
Page 37-08
2K15
PIPER AIRCRAFT
PA-44-180/180T
GRIDS 2K16 THROUGH 2K18

2K16
CHAPTER
ELECTRICAU
ELECTRONIC PANELS AND
MULTIPURPOSE PARTS
2K19
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 39 - ELECTRICALIELECTRONIC PANELS AND MULTIPURPOSE PARTS
CHAP1ER
SECTION GRID
39-10-00 INSTRUMENT AND CONTROL PANELS 2K21 A 8-82

39-11-00 Removal and Replacement of Face Mounted
Instruments 2K21 A 8-82
39-12-00 Annunciator Panel 2K21 A 8-82
39-12-01 Troubleshooting Annunciator 2K21 A 8-82
39-12-02 Replacement of Annunciator Panel Light Bulbs 2L1 A 8-82
39-12-03 Removal and Installation of Vacuum Gyro Air
Sensor Switch 2L1 A 8-82
39-12-04 Removal and Installation of Oil Pressure Sensor
Switch 2L1 A 8-82
39-12-05 Removal and Installation of Carburetor Ice
Sensor Probe 2L1 A 8-82
39-12-06 Removal and Installation of Overboost Sensor
Switch 2L1 A 8-82
39-13-00 Electric Clock 2L1 A 8-82
39-13-01 Removal of Instrument Panel Mounted Clock 2L4 A 8-82
39-13-02 Installation of Instrument Panel Mounted Clock 2L4 A 8-82
39-13-03 Removal of Control Wheel Mounted Clock 2L4 A 8-82
39-13-04 Installation of Control Wheel Mounted Clock 2L4 A 8-82
39-40-00 MULTIPURPOSE ELECTRICAL PARTS 2L4

39-41-00 Electrical Switches and Circuit Breakers 2L4 8-81
39-41-01 Removal of Electrical Switches 2L5
39-41-02 Installation of Electrical Switches 2L5
39-41-03 Removal of Circuit Breakers 2L5
39-41-04 Installation of Circuit Breakers 2L5
39 - Cont. IEffec.
Page - 1
2K20
PIPER AIRCRAFT
PA-44-180/180T
INSTRUMENT AND CONTROL PANELS.
REMOVAL AND REPLACEMENT OF FACE MOUNTED INSTRUMENTS.
The instrument panel installed on aircraft SIN 44-95001 and up, consist of two all metal panels without a face
panel. When removing panels on these aircraft, ignore any references to the cover panel. Since all instruments
are mounted in a similar manner, a description of a typical removal and installation is provided as a guide.
Special care should be taken when any operation pertaining to the instruments is performed. The tagging of
connections prior to removing an instrument will help in the installation process.
1. Remove the face panel.
2. With the face panel removed, the mounting screws for the individual instruments will be exposed. Remove
the connections to the instrument prior to removing the mounting screws of the instrument to be removed.
Plug openings on gyro instruments immediately to prevent contamination.
3. Installation of the instruments will be in the reverse of removal. After the installation is completed and
before replacing the instrument face panel, check all components for security and clearance of the control
column.
ANNUNCIATOR PANEL.
The annunciator panel, located near the top center of the instrument panel, is a series of lights which warns of
malfunctions in critical systems and circuits necessary for safe operation. A malfunction is indicated by the
illumination of an individual warning light. There are three lights on the PA-44 180 (VAC, ALT, and OIL); five
on the 44-180 with carb ice detector (OIL, GYRO AIR, ALT, CARB ICE LEFT and CARB ICE RIGHT); five on
the 44-180T (OIL, GYRO AIR, ALT and two OVERBST)and five on the 44-180 (SIN 44-95001 and up) (ALT,
OIL, VAC, LO BUS, HTR OVERTEMP).
The yellow VAC warning light is controlled by a vacuum sensor switch located at the firewall and is attached
to the vacuum regulator. The sensor switch will activate when the differential pressure is below 4+ .25 in. hg.
The yellow OIL warning light is controlled by an oil pressure sensor switch incorporated in the oil line to the
oil pressure gauge and is located at the firewall. The sensor switch will activate when the oil pressure is (15 psi)
and decreasing.
The yellow AL T warning light is illuminated by current flowing from the bus bar to the alternator circuit. This
condition exists when the alternator is not operating properly and the output is zero. During normal operation,
the alternator warning circuit is also supplied with power from the top diode terminal. This current flows to two
resistors and diodes creating a no-flow condition and extinguishing the AL T light.
The CARB ICE lights are activated when a buildup of ice occurs on the light sensitive probe installed in the
throat of the carburetor. The light will remain lit until the ice has melted.
The OVERBST lights are activated whenever the respective engine's manifold pressure exceeds 36.1 to 36.5
inches of mercury.
The GYRO AIR light (44-180T) is tied into both sides of the vacuum system through vacuum switches. The
vacuum switches, which are attached to the vacuum regulators, are set to close at 4 ± .25 inches of mercury and
activate the light on the annunciator panel.
The red LO BUS light illuminates when bus voltage (14 volts) drops to battery voltage (approx. 12 volts).
The red HTR OVER TEMP light activates when the overheat limit switch energizes, indicating an
overtemperature condition in the heater vent jacket and rendering the heater inoperative.
With the battery master switch on, a press-to-test button located adjacent to the annunciator lights will check
the operation of the lights.
TROUBLESHOOTING ANNUNCIA TOR.

Chart 3901 gives information on those problems most commonly experienced. For further information contact
the service representative at Vero Beach, Florida.
39-12-01
Page 39-01
2K21
PIPER AIRCRAFT
PA-44-180/180T
CHART 3901. TROUBLESHOOTING (ANNUNCIATOR PANEL)
All lights fail to operate. No current. Check all wire segments, connections
and the receptacle at the side of
the annunciator panel.
All the warning lights fail to Test switch grounded out. Check terminals and replace
extinguish after engine is switch if necessary.
running.
Oil or gyro air warning light Sensor activates at too high Replace.
fails to extinguish. a setting.
Sensor terminals bridged. Remove material between terminals.
Defective sensor. Replace.
Oil or gyro air warning light Lamp burned out. Replace.

fails to operate.
Sensor activates at too low Replace.

a setting.
Defective sensor. Replace.
Overboost warning light fails Manifold pressure gauge Check sensor activation. Sensors
to extinguish. sensors set too low. should activate at 36.1 to 36.5 inches
of mercury.
Overboost warning light fails Lamp burned out. Replace.

to activate.
Defective sensor switches. Check. Replace gauge as necessary.
Alternator warning light fails Lamp burned out. Replace.

to operate.
Alternator warning light fails Circuit breake tripped. Reset, if it trips a second time, check
to extinguish. CB, replace if defective.
Defective alternator output circuit. Check and repair.
Test switch fails to activate Bad switch or connections. Check wires and replace
warning lights. switch if necessary.
39-12-01
Page 39-02
2K22
PIPER AIRCRAFT
PA-44-180/180T
CHART 3901. TROUBLESHOOTING (ANNUNCIATOR PANEL)
LO BUS warning light fails Lamp burned out. Replace lamp.

to illuminate.
HTR OVER1EMP light fails Lamp burned out. Replace lamp.

to illuminate.
HRT OVER1EMP light fails Temperature in heater vent Press reset button in nose, then
to extinguish. jacket to high. activate FAN only for a minimum
of two minutes.
C179
&;8 0oeee ~i
,------------------------------------
PRESS-TO-TEST
SWITCH - -...........
RESISTORS
DIODES (5 EA) ---"~Il~~
, -
~O\ ~~~~ . .
IO~"
; 0;
@\l&~~~
10 1
1'9. . / :0'
, -'
PA-44-180 SIN 44-8095022 AND UP WITH CARB ICE DETECTOR
Figure 39-1. Annunciator Panel Installation
39-12-01
Page 39-03
2K23
PIPER AIRCRAFT
PA-44-180/180T
C179
:~.; [I@J @eeOee@(~~-p~~iE

~~-------------------------------------
PRESS-TO-TEST
SWITCH --+
NUT
PLATE
DIODE (7 EA)
RESISTOR
PA-44-180T
Figure 39-1. Annunciator Panel Installation (cont)
PRESS-TO-TEST
1"'
,, 0'·,
,
,0 '
,0/
.
e BUS
o
@;u:
:0·
\~.
NUT
PLATE
SWITCH
NUT
PLATE
DIODE (7 EA) -~::~=i=~===0:, dJ- RESISTOR
PA-44-180 (SIN 44-95001 AND UP
Figure 39-1a. Annunciator Panel Installation (SIN 44-95001 and up)
39-12-01
Page 39-04
2K24
PIPER AIRCRAFT
PA-44-180/180T
REPLACEMENT OF ANNUNCIATOR PANEL LIGHT BULBS.
Replacement of a bulb does not require removal of the annunciator panel. The lenses are designed to be a
friction fit in the annunciator panel and the light bulbs fit into the back side of the lenses. To replace a defective
bulb, simply pull the lens out of the annunciator panel. Withdraw the defective bulb from the lens and replace
with a new bulb. Align the key on the lens with the key way on the annunciator panel socket and press the lens
into position.
REMOVAL AND INSTALLATION OF VACUUM/GYRO AIR SENSOR SWITCH.
The vacuum/gyro air switch for each engine is mounted on the pressure regulator attached to the aft side of the
firewall.
1. Remove nacelle panels as necessary to gain access to the sensor switch.

2. Note the position of the wires on the sensor switch, then disconnect the wires from the switch.
3. Unscrew the sensor switch from the pressure regulator.
4. If a new switch is not to be installed immediately, cover the opening to prevent dirt or other foreign matter
from entering.
5. Install the switch in reverse order given for removal.
REMOVAL AND INSTALLATION OF OIL PRESSURE SENSOR SWITCH.
For removal and installation procedures, refer to Chapter 79.
REMOVAL AND INSTALLATION OF CARBURETOR ICE SENSOR PROBE.
For removal and installation procedures, refer to Chapter 30.
REMOVAL AND INSTALLATION OF OVERBOOST SENSOR SWITCH.
The manifold pressure overboost switches are built into the manifold pressure gauge and are not field
serviceable. Should it be determined that a problem exists within the gauge, the gauge must be removed and sent
to an authorized repair station. (Refer to Chapter 77 for removal and installation procedures.)
ELECTRIC CLOCK.
The standard electric clock is a Borg Instruments CA-7287 which receives its power from the aircraft battery.
The clock is mounted in the upper left corner of the instrument panel.
Available as an option is the control wheel mounted Astrotech LC-2P electric chronometer. This clock also
receives its power from the aircraft battery.
For electrical schematic, refer to Chapter 91.
39-13-00
Page 39-05
2L1
PIPER AIRCRAFT
PA-44-180/180T
eGBB
INSTRUMENT PANEL CLOCK - CA7287

MOUNTED CLOCK BORG INSTRUMENT
INSTRUMENT PANEL
(REAR VIEW)
PWR ___
WIRE ASSEMBLY 87352-60
86414-2 (REF) ~Cil!!!=~=:==::iiMii2iiB;R~=ia=~~~iiiiiiiJ(GROUND)

INSTRUMENT PANEL
HARNESS
BATTERY BOX
MASTER
SOLENOID
M2AR
PIC
FUSE ASSEMBLY
(5 AMP)
PID
FUSE LOCATION FOR INSTRUMENT PANEL

MOUNTED AND CONTROL WHEEL CLOCKS
Figure 39-2. Electric Clock Installation
39-13-00
Page 39-06
2L2
PIPER AIRCRAFT
PA-44-180/180T
C679
CONTROL WHEEL MOUNTED

CLOCK INSTALLATION - OPTIONAL
ASTROTECH LC-2P NO.4 FLAT HEAD, SELF-TAPPING,

CHRONOMETER 7/8 IN. LONG, SCREW (4 EACH)
A
C689
CONTROL
WHEEL
CONTROL WHEEL TUBE ASSEMBLY
PART OF
86414-2
o WIRE
ASSEMBLY
CONNECTOR
VIEW A-A
M2BR
--------;.~ TO G ROU N D
Figure 39-2. Electric Clock Installation (cont)
39-13-00
Page 39-07
2L3
PIPER AIRCRAFT
PA-44-180/180T
REMOVAL OF INSTRUMENT PANEL MOUNTED CLOCK.
1. Remove power from electric clock circuit.

2. Remove two screws from face of clock that secure clock in panel.
3. Withdraw clock from panel and remove wires from back of clock.
INSTALLATION OF INSTRUMENT PANEL MOUNTED CLOCK.
1. Attach wires to back of clock.

2. Position clock in panel and secure with two screws previously removed.
3. Re-apply power to circuit.
REMOVAL OF CONTROL WHEEL MOUNTED CLOCK.
1. Remove power from electric clock circuit.

2. Disconnect wires at the point where they exit the control wheel tube assembly (behind instrument panel).
Attach a piece of cord of sufficient length to wire connectors to aid in re-routing wire during installation.
3. Remove four screws which secure clock in control wheel and withdraw clock. Disconnect cord from wire
connectors on. clock and allow cord to remain in control wheel tube assembly.
INSTALLATION OF CONTROL WHEEL MOUNTED CLOCK.
1. Attach cord to wire connectors of clock. Using cords to aid in re-routing electrical wiring, insert clock in
control wheel and secure with screws.
2. Remove cords from connectors. Connect wires to appropriate mating wire.
3. Re-apply power to circuit.
4. Refer to Pilot's Operating Handbook for instructions on setting clock.
MUL TIPURPOSE ELECTRICAL PARTS.
ELECTRICAL SWITCHES AND CIRCUIT BREAKERS.
The switches are of the rocker type. The switches are mounted on the left side panel. The circuit breakers arc
single hole mounting, push button type with manual reset; they must be reset by the pilot whenever tripped.
They arc on a circuit breaker panel on the lower right hand corner of the instrument panel.
-Note-
PA-44-180 SIN 44-7995001 thru 44-8195016 and PA-44-180T SIN 44-8107001 thru
44-8107044 refer to latest revision Piper Service Bulletin No. 696.
39-41-00
Page 39-08
2L4
PIPER AIRCRAFT
PA-44-180/180T
REMOVAL OF ELECTRICAL SWITCHES.
1. For a particular switch removal, remove the screws on the front of the panel.
2. From behind the panel remove the switch, and disconnect the electrical connections.
-Note-
Make note of the placement of the electrical leads to facilitate reinstalltion.
INSTALLATION OF ELECTRICAL SWITCHES.
1. Reconnect electrical leads with mounting screws in their proper place.

2. Insert switch into its designated slot on the panel and secure with the screws previously removed.
REMOVAL OF CIRCUIT BREAKERS.
1. Remove knurl nut from circuit breaker face plate, front of instrument panel.
2. From behind instrument panel remove circuit protector from instrument panel.
3. Disconnect electrical connections fastened with screws to the circuit breaker.
-Note-
Make note of the placement of the electrical leads to facilitate reinstallation.
INSTALLA TION OF CIRCUIT BREAKERS.
1. Connect the electrical leads to their proper screw and secure.

2. Insert circuit protector into its proper hole on the instrument panel.
3. Fasten and tighten knurl nut to circuit breaker face plate, front of instrument panel.
-END-
39-41-04
Page 39-09
2L5
PIPER AIRCRAFT
PA-44-180/180T
2L6
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER
51
Structures
2L7
PIPER AIRCRAFT
PA-44-180/180T
2L8
PIPER AIRCRAFT
PA-44-180/180T
Chapter 51 - Structures
Table of Contents
Chapter Grid
Section Subject No.
51-00-00 GENERAL 2L11
51-10-00 Investigation, cleanup and aerodynamic smoothness 2L15

Corrosion Control 2L15
Forms of Corrosion 2L15
Conditions Affecting Corrosion 2L15
Inspection 2L17
Corrosion Removal and Control 2L17
Corrosion Prone Areas 2L18
Hail Damage 2L20
Inspection of Dents 2L20
Classification of Dents 2L21
Disposition of Dents 2L21
Continued Inspection Requirements 2L21
51-70-00 Repairs 2L23

Fiberglass Repairs 2L23
Touch-up and Surface Repairs 2L23
Hole Repair 2L24
Fracture and Patch Repairs 2L24
Adding Layers to Undamaged Areas. 2L26
Thermoplastic Repairs. 2L26
Surface Preparation 2L26
Surface Scratches, Abrasion or Ground-in-Dirt 2L26
Deep Scratches, Shallow Nicks and Small Holes 2L26
Cracks 2L30
Repairing Major Damage - Larger than 1 inch in diameter (See Figure 51-8.) 2L30
Stress Lines 2L32
Painting the Repair 2L32
Safety Walk Repair 2L34
Liquid Safety Walk Compound Installation 2L34
Application 2L34
Pressure Sensitive Safety Walk Installation 2L34
Application Procedure 2L34
Metal / Wire Stitching Repair 2L35
51 - CONTENTS
Page 1
2L9 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
Chapter 51 - Structures
Chapter Grid
Section Subject No.
51-80-00 Electrical Bonding 2L37

General 2L37
100 Hour Inspection 2L37
On Condition Inspection 2L37
51 - CONTENTS
Page 2
April 15, 2012 2L10
PIPER AIRCRAFT
PA-44-180/180T
GENERAL
The PA-44-180/PA-44-180T airplanes are built as an all metal semi-monocoque structure. The fuselage
is constructed of bulkheads, stringers and stiffeners, to which all of the outer skin is riveted. The cabin
entrance door is located on the right side of the fuselage above the wing. An emergency exit is provided on
the left side of the fuselage, and consists of the pilot's side window and surrounding window frame. The
wings and empennage are all metal, full cantilever semi-monocoque type construction with removable tips.
51-00-00
Page 51-1
2L11 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
2316
14
5 5 10 14
10 5 5
SKIN MATERIAL THICKNESS
1 2024-T3 0.016
2 2024-T3 0.020
3 2024-T3 * 0.020
4 2024-T3 0.025
5 2024-T3 0.032
6 2024-T3 * 0.032
7 2024-T3 0.040
8 2024-T3 0.051
9 5052-H34 0.040
10 BONDOLITE Z-3A 0.125
11 THERMOPLASTIC 0.125
14 FIBERGLASS
15 2024-T3 0.050
16 GALVANIZED STEEL 0.018
17 5052-H34 0.032
* HEAT TREAT TO 2024-T42 AFTER FORMING.
Figure 51-1. Skin Material and Thickness (Sheet 1 of 2)
51-00-00
Page 51-2
April 15, 2012 2L12
PIPER AIRCRAFT
PA-44-180/180T
11
2 4
7 8
4
14
2 2
5
2 0--5 5'0
14 2
4 6 b b 7
2 4
11 14
LEFT WING AND NACELLE SHOWN, RIGHT WING OPPOSITE
14 5
05 3
5 5
14 5 6 2
7
3
5 6
Figure 51-1. Skin Material and Thickness (Sheet 2 of 2)
51-00-00
Page 51-3
2L13 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
51-00-00
Page 51-4
April 15, 2012 2L14
PIPER AIRCRAFT
PA-44-180/180T
Investigation, cleanup and aerodynamic smoothness
1. 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 (See Chart 5101.)
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 to 3 coats of zinc chromate on each surface; plus, if one of the
surfaces is magnesium, a 0.003 inch thick piece of vinyl tape).
(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 (i.e. - dissimilar) metals and their relative sizes affect resistance or susceptibility to
corrosion.
(3) Frequent contributing factors to corrosion:
(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 solution.
(e) Welding, brazing, and soldering flux residue.
51-10-00
Page 51-5
2L15 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
CHART 5101
TYPES OF METAL CORROSION
Type of Material Type of Corrosion Remedy (2)
Steel. Rust (1). Complete removal of
corrosion by mechanical
means.
Aluminum. White to grey powdery material. Mechanical polishing or
brushing with material
softer than aluminum.
Magnesium White powdery snow-like Mechanical polishing or
(highly susceptible mounds and white spots. brushing for a smooth
to corrosion). finish.
Cadmium (plating). White to brown to black mottling Mechanical removal of
of surface (plating is still corrosion is limited to metal
protecting until iron appears). surfaces from which
cadmium has been
depleted.
Chromium (plating). May pit in chloride environment. Polishing and buffing.
— Notes —
(1) Red rust generally shows on bolts, nuts, and other aircraft hardware. Rust in these areas is
generally not dangerous, however, it shows a need for maintenance and the possibility of
corrosive attack in more critical areas. Any surface corrosion on highly stressed steel parts is
potentially dangerous. A careful removal of corrosion using mild abrasives (rouge or fine grit
aluminum oxide paper) is necessary. Do not overheat metal when removing corrosion.
(2) For abrasion, do not use dissimilar material (for example steel wool on aluminum). Remove
only material required to clean affected area.
51-10-00
Page 51-6
April 15, 2012 2L16
PIPER AIRCRAFT
PA-44-180/180T
(4) A clean aircraft will resist corrosion better than a dirty one. Cleaning frequency depends on
several factors, including geographical location, type of operation, etc. Remove soil as soon as
possible, especially when in a high temperature area.
(5) After cleaning, verify that no cleaning solution remains in any holes, crevices, or joints as it may
lead to increased corrosion. All exposed areas (landing gear, flap tracks, control surface, hinge
parts, etc) must be lubricated after cleaning.
C. Inspection
CAUTION: Inspection for corrosion must be performed by personS
familiar with corrosive problems and remedies.
Check for corrosion at every inspection. In trouble areas, inspection frequency must be increased.
In addition to routine inspections:
(1) Aircraft operating around a marine environment must be given special inspections on a weekly
basis. See Per Specific Operation / Operating Environment, 5-30-00.
(2) Aircraft operating in semi-acid conditions must be inspected monthly. Semi-acid conditions are
likely to occur in industrialized areas where sulphur-bearing particles in dust, smoke, and smog
will attack painted surfaces. See Per Specific Operation / Operating Environment, 5-30-00.
(3) Inspection for corrosion must be performed by personnel familiar with corrosive problems and
remedies.
(a) Daily and preflight inspection must include engine frontal areas, all intake vents, engine
compartments, gaps, seams, and fraying surfaces in exterior skins, wheel and wheel well
areas, battery compartment, fuel cell, all other drains, and any bilge areas not requiring
extensive removal of inspection access covers.
(b) Detailed inspection must include above referenced areas along with areas requiring removal
of inspection plates and panels to thoroughly inspect internal cavities of aircraft.
(4) Paint tends to hide corrosion in its initial stages. The results of corrosion can sometimes be seen
as blisters, flakes, chips, and other irregularities in paint.
D. Corrosion Removal and Control
CAUTION: The depth of material removed must not exceed safe limits.
CAUTION: Removal of severe corrosion may be considered a major repair.
Any repair of This type must be approved by the faa before the
airplane can be returned 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 not removed, corrosion will begin
again, even though affected area is refinished.
(1) Before beginning any rework:
(a) Position airplane in a wash rack or provide some type of washing apparatus for rapid rinsing
of all surfaces.
(b) Connect static ground line to airplane.
(c) Remove airplane battery if required.
51-10-00
Page 51-7
2L17 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
(d) Protect pitot-static ports, engine openings, airscoops, louvers, wheels, tires, and other
portions of airplane from moisture and chemical brightening agents.
(e) Protect surfaces next to rework areas from chemical paint strippers, corrosion removal
agents, and surface treatment materials.
(2) Evaluate corrosion damage to determine type and extent of repairs required. Proceed as follows:
(a) Light Corrosion: discoloration or pitting. Remove by light hand sanding or a small amount
of chemical treatment.
(b) Moderate Corrosion: similar to light corrosion except there is blistering or evidence of
scaling and flaking. Remove by extensive hand or mechanical sanding.
(c) Severe Corrosion: similar to moderate corrosion with severe blistering, exfoliation, scaling,
or flaking. Remove by extensive mechanical sanding or grinding.
E. Corrosion Prone Areas
Certain areas are more prone to corrosion than others. The following list is 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 (or equivalent) before reinstallation. The paint should be
wet when the fastener is installed.
(2) Fluids tend to seep into fraying surfaces, seams and joints due to capillary action. The effect of
this type of intrusion is usually detectable by irregularities in the skin’s 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 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. Their protective coatings
wear away and they naturally trap dirt, salt and moisture.
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(9) Control cables may have bare spots in their preservative coating which will lead to corrosion.
Cables having external corrosion must be checked for internal corrosion. If internal corrosion is
present, replace the cable. If only external corrosion is present, remove corrosion with wire brush
and recoat cable with preservative.
(10) Check and clean drain holes regularly.
(11) Battery compartment and vent openings are especially 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 in this area.
(12) Magnesium parts are prone to corrosion. Special attention must be given to their surface treatment,
proper insulation (due to dissimilar metal corrosion), and paint coatings.
(13) Electrical components and connectors must be checked. Inspection frequency is based on
operational environment and past trouble.
(14) Skin joints and lap-overs are two areas that can trap and hold 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 trimmed ends of sandwich panels must be protected. Use an inhibitor solution
or sealant application. Any gaps or cavities which allow dirt or moisture to enter must be filled
with sealant.
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2. Hail Damage (PIR-SL1095, Orig.)
Classification and disposition of hail damage can be accomplished as follows.

A. Inspection of Dents
(1) Determine in which of the following locations the dents are present:
(a) Metallic skin of the fuselage, wings, or empennage.
(b) Control surfaces.
(c) Composite components.
(2) Measure the maximum depth and circumscribable diameter of the dents from the aircraft exterior.
For depth measurements on curved surfaces, measure the maximum depth of the dent from the
general contour. The dent diameter is measured to the point where the skin material rejoins the
general contour. See Figure 10.
(3) Measure the distance from the above circumscribable diameter to the nearest fastener. Note the
diameter of the fastener.
(4) Visually inspect the dent area for cracks, abrasions, creases, or abrupt changes in contour within
an area encompassing two times the circumscribable diameter. Use a 10-power magnifier or an
equivalent inspection method.
(5) Visually inspect interior adjacent structural members for deformation.
Figure 51-2. Hail Profile Definitions
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B. Classification of Dents
(1) Negligible Dents:
(a) Limited to metallic skin of the fuselage, wings and empennage.
(b) Depth no greater than 0.030 inches and a circumscribable diameter no greater than 2.0
inches.
(c) A minimum distance of two times the applicable fastener diameter from the circumscribable
diameter to the nearest fastener.
(d) No cracks, abrasions, or creases within an area encompassing two times the circumscribable
diameter.
(e) Control Surface Dents: Do not meet negligible dent limitation (a).
(2) Minor Dents: Must meet all the limitations of negligible dents, except the dents are less than two
times the applicable fastener diameter from the nearest fastener (dent limitation (c)).
(3) Major Dents: Exceed one of the above negligible dent limitations (b), (d), or (e).
(4) Composite Components.
(5) Control Surface Dents: Do not meet negligible dent limitation (a).
C. Disposition of Dents
(1) Negligible Dents: Acceptable as is.
(2) Minor Dents: Replace affected part or repair as follows:
For each fastener that is within an area encompassing 2 times the applicable fastener diameter
from any dent edge, install one adjacent midspace fastener of the same type. Midspace fasteners
shall be located a minimum of 2 times the fastener diameter from the dent, a minimum of 3 times
the fastener diameter from existing fasteners, and a minimum of 2 times the fastener diameter
from component edges.
(3) Major Dents: Replace affected part or repair (using FAA approved data).
(4) Composite Components: Evaluate and disposition per the latest revision of AC43.13-1, “Chapter
3, Fiberglass and Plastics” prior to returning to service.
(5) Control Surface Dents:
(a) Replace control surface if dents exceed any one of the negligible limits (b), (d), or (e).
(b) Replace surface if dents disturb the trailing edge contour or any formed radius.
NOTE: Movable control surfaces must remain free of body filler, or any other modification that
could affect weight and balance.
D. Continued Inspection Requirements
For any airplane where dents were acceptable or repaired, make a logbook entry containing the
following:
“Visually inspect all dents for cracks every 250 hours, or annually, whichever comes first. Paint
cracking around the area of the dent may indicate cracking of the skin and requires further inspection.”
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Repairs
wARNING: No access holes are permitted in any control surface.

wARNING: 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.
CAUTION: CONTROL SURFACE SKINS MUST BE REPLACED IF THEY SUSTAIN DAMAGE
OR EXHIBIT CRACKS. LIMITED REPAIRS TO CONTROL SURFACE SKINS ARE
AUTHORIZED ONLY AS PROVIDED IN THIS MANUAL.
Structural repair methods used for minor repairs must be in accordance with FAA Advisory Circular 43.13-
1, latest revision. To assist in making repairs, Figure 51-1, 51-00-00, identifies type and thickness of
various skin material used.
Repairs to areas defined in FAR Part 43, Appendix A, must be shown (using approved engineering data) to
not diminish strength or the Fatigue Life of the component, if a life limit is stated herein (see 4-00-00) or
in the aircraft type certificate data sheet (TCDS).
When a repair is proposed, it is the responsibility of the repairer per AC 43.13-1 to determine that the
proposed repair is not contrary to manufacturer’s data. The repairer or aircraft owner or his agent should
contact Piper directly to determine that a proposed repair is not in conflict with minimum type design
capability.
Temporary repairs, when required, must add Instructions for Continued Airworthiness (ICA) to the
maintenance record. Any such ICA must be based on approved data.
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 766-222, that contains the necessary material for
such repairs, is available through Piper Distributors.
NOTE: Very carefully follow resin and catalyst mixing instructions furnished with repair kit.
Note: The following repairs are not intended for use on glue joints.
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) Scrape damaged area with a fine blade knife or a power drill with burr attachment to roughen
bottom and sides of damaged area. Feather edge surrounding scratch or cavity. Do not undercut
edge. (If 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. Use a
hypodermic needle to inject gel into small cavities not requiring fiberglass millings mixed with
the gel.
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(4) Work the mixture of resin, fibers and catalyst into the damaged area. Use 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.
(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. Hole Repair
(1) Rough up hole bottom and edges with electric burr attachment or rough sandpaper. Feather hole
into surrounding gel coat, do not undercut.
(2) Pour out a small amount of resin, add catalyst, and mix thoroughly (use a cutting motion rather
than stirring). Use no fibers.
(3) Using tip of a putty knife or fingertips, fill hole to about one-sixteenth of an inch above surrounding
surface with gel coat mixture.
(4) Lay cellophane over patch to start curing process. Repeat step f, trimming patch when partially
cured.
(5) After trimming patch, immediately place small amount of gel coat on cut edge of patch and
cover with cellophane. Use a squeegee or the back of a razor blade, squeegee level with area
surrounding patch. Leave cellophane on patch for 1 or 2 hours or overnight for complete cure.
(6) After repair has cured 24 hours, sand patched area using a sanding block with fine wet sandpaper.
Finish by priming, sand again, and apply color coat.
C. 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.
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(4) Working inside the structure, bevel the edges to approximately a 30 degree angle and rough-sand
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.
(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 re-sand.
(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 re-sand.
(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.
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D. Adding Layers to Undamaged Areas.

(1) Rough sand area to be laminated with 80 grit dry sandpaper.
(2) Thoroughly clean area to be laminated with acetone, MEK, or equivalent.
(3) Mix resin and catalysts according to the manufacturers instructions. Mix only enough to be used
one step at a time.
(4) Thoroughly wet fiberglass cloth with catalyzed resin. Lay cloth on part and squeegee from center
to edges of cloth to remove all air bubbles, and to assure adhesion. Air bubbles will show white
and all should be worked out to the edge. Remove excess resin before it gels on the part.
(5) Repeat step d until the desired number of cloth layers have been added.
(6) Allow parts to cure for 24 hours at room temperature.
(7) After part has cured it may be sanded and painted as required.
2. Thermoplastic Repairs.
The following procedure will assist in making field repairs to items made of thermoplastic which are used
throughout the airplane. Chart 5102 lists materials needed to perform these repairs along with suggested
suppliers. 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 51-3.)
(1) Shallow scratches and abraded surfaces are usually repaired by following directions on containers
of conventional automotive buffing and rubbing compounds.
CAUTION: When using a hot air gun, be careful not to overheat the
thermoplastic.
(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 51-4.)
(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.
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PIPER AIRCRAFT
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871
HOT AIR GUN
Figure 51-3. Surfaces Scratches, Abrasions or Ground-In Dirt
871
Figure 51-4. Deep Scratches, Shallow Nicks and Small Holes
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CHART 5102
LIST OF MATERIALS (THERMOPLASTIC REPAIRS)
Items Descriptions Suppliers
Buffing and Rubbing Automotive Type - DuPont #7 DuPont Company
Compounds
Ram Chemical #69 x 1 Ram Chemicals
Mirror Glaze #1 Mirror Bright Polish Co., Inc.
Cleaners Fantastic Spray Obtain From Local Suppliers
Perchlorethylene
V M & P Naphtha (Lighter Fluid )
ABS-Solvent Cements Solarite #11 Series Solar Compounds Corp.
Solvents Methylethylketone Obtain From Local Suppliers
Methylene Chloride
Acetone
Epoxy Patching Solarite #400 Solar Compounds Corp.
Compound
Hot Melt Adhesives Stick Form 1/2 in. dia. Sears Roebuck & Co. or
Polyamids and Hot 3 in. long Most Hardware Stores
Melt Gun
Hot Air Gun Temp. Range 300° to 400° F Local Suppliers
Figure 51-5. Mixing of Epoxy Patching Compound
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(5) Adhesion can be increased by roughing the bonding surface with sandpaper and by utilizing as
much surface area for the bond as possible.
(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 51-5).
(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 plastic 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 51-6).
(11) After the repair is completed, sanding is allowed to obtain a surface finish of acceptable
appearance.
Figure 51-6. Welding Repair Method
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Figure 51-7. Repairing of Cracks
D. Cracks (See Figure 51-7.)

(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 51-8.)
(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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830
828
PATCH
Figure 51-8. Various Repairs
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F. Stress Lines (See Figure 51-9.)

(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 51-10).
(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.
G. Painting the Repair
CAUTION: Not all lacquers or enamels can be used on thermoplastic.
Some paint solvents will affect and degrade the plastic
properties.
CAUTION: Do not use hard, brittle coatings in flexing, impact, or high
stress areas. Such coating may crack, creating a weak area.
(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.
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PIPER AIRCRAFT
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827
STRESS
LINES ~
\
,>< "-
Figure 51-9. Repair of Stress Lines
829 832
,
/
Figure 51-10. Repair of Impacted Damage
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2L33 April 15, 2012
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3. SAFETY WALK REPAIR.

Safety walk (i.e. - non-skid) is installed on the right wing root, right inboard flap end, and the top of the
boarding step to provide a secure non-slip path to the cabin door. It may be either a liquid compound or
adhesive-backed pressure sensitive material.
A. Liquid Safety Walk Compound Installation
Existing shelf stocks approved for use until exhausted.
(1) Surface Preparation
(a) Clean all surfaces with a suitable cleaning solvent to remove dirt, grease, and oils. Apply
solvents by dipping, spraying, or mopping.
(b) Check no moisture remains. Wipe surface with a clean dry cloth.
(c) Outline the area to which liquid safety walk compound is to be applied, and mask adjacent
surfaces.
NOTE: For newly painted surfaces, allow 2.5 hours minimum drying time before application
of safety walk.
(2) Application
note: Apply in an area which is free of moisture for a period of 24 hours minimum after
application.
note: Do not apply when surface to be coated is below 50°F (10° C).
note: Do not walk on coated surface for a minimum of six hours after final coating.
(a) Mix and thin liquid safety walk compound per manufacturer’s instructions on container.
(b) Coat surfaces with a smooth, unbroken film of liquid safety walk compound. A nap type
roller or a stiff bristle brush is recommended, using fore and aft strokes.
(c) Allow coating to dry for 15 minutes to 1 hour before recoating or touch-up, if required, after
the initial coating.
(d) After coating or touch-up, allow coating to dry for 15 minutes to 1 hour before removing
masking.
B. Pressure Sensitive Safety Walk Installation (PIR-PPS45010, Rev. F.)
(1) Surface Preparation

(a) Allow newly painted surfaces to dry a minimum of 2 hours prior to applying the safety walk.
(b) If the paint becomes contaminated, remove the contamination with clean dry rags or paper
wipers moistened with MIL-S-18718 Safety Solvent.
(c) Prior to applying the safety walk, wipe the applicable surface with a clean dry cloth, ensuring
that no moisture remains on the surface.
(2) Application Procedure
(a) Do not apply when surface temperature is below 50°F.
(b) Peel back the full width of the protective liner leading edge approximately two inches.
(c) Adhere the leading edge of the safety walk to the forward edge of the area being covered.
(d) Remove the remaining protective liner as the safety walk is being adhered from front to
back.
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(e) Roll firmly with a long handled cylindrical brush in both lengthwise directions.
(f) Seal all edges of the safety walk with “3M Company Safety Walk Edge Sealing Compound”
(P/N 914-055) or “Flex-Tred Edge Sealer” (P/N 688-440). Position the bead with half the
bead on the safety walk and half on the surface on which the safety walk is mounted.
(g) Reintall riveted leading edge retainer.
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 previously 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
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When materials being joined include Stainless Steel, Galvanized Steel or Steel, use:
MS20615M4 Rivet (Monel)

NAS 1149CN432R Washer
Install with manufactured (factory) head against hardest material. Install washer against
NAS 1149CN432R Washer
MS20615M4 Rivet (Monel)
When materials being joined include only aluminum and nonmetallic materials use:
MS20470A4 Rivet
NAS 1149DN432H Washer
Install with manufactured (factory) head against hardest material. Install washer against
NAS 1149DN432H Washer
MS20470A4 Rivet (Soft AI)
Figure 51-11. Metal / Wire Stitching Repair
51-70-00
Page 51-26
April 15, 2012 2L36
PIPER AIRCRAFT
PA-44-180/180T
Electrical Bonding
1. General (PIR-PPS55006, Rev. AC.)
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. All parts shall be bonded with as short a lead as possible.
B. All bonding surfaces shall be cleaned prior to the installation of the bonded joint.
C. All nuts used in bonding shall be of the self-locking type. (Do Not use fiber-locking type).
D. All electrical bonding shall be accomplished without affecting the structural integrity of the airframe.
2. 100 Hour Inspection (PIR-AC 43.13-1, Rev. B.)
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 intermittent contact between conducting
surfaces. Arcing can be prevented by bonding or insulation, as appropriate.
Inspect the components listed in Chart 5103 as follows:
A. Bond connections shall be secure and free from corrosion.
B. Bonding jumpers installed so as not to interfere in any way with the operation of moveable components
of the aircraft.
C. No self-tapping screws used for bonding purposes.
D. 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.
E. Parts shall be bonded directly to the primary structure rather than to other bonded parts.
F. 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.
3. On Condition Inspection
Whenever any electrically bonded component (see Chart 5103) 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 5103.
A. Measurements should be performed after the grounding and bonding mechanical connections are
complete to determine if the measured resistance values meet the basic requirements.
B. A high quality test instrument (AN/USM-21A or equivalent) will accurately measure the very low
resistance values specified.
C. Another method of measurement is the millivolt drop test as shown in Figure 51-12.
51-80-00
Page 51-27
2L37 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
CHART 5103
Electrical Bonding Resistance Index
Maximum Allowable
Component Resistance Value in Ohms
Engine Mount(s) .003
Generator(s) .010
Ailerons .003
Elevator / Stabliator .003
Rudder .003
Alternator(s) .010
Trim Tab(s)
Conventional Hinge .003
Piano Hinge .010
Instrument Panel Inserts .010
Exterior Lights Mounted on Non-Conductive Material .003
Avionics “Black Boxes” .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 .010
Static wick mounting plates (TCO Model B-4) P/N 452-094 1.00
Feed thru Connector .003
NOTE: 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
equipment that is internally grounded.
51-80-00
Page 51-28
April 15, 2012 2L38
PIPER AIRCRAFT
PA-44-180/180T
COMPONENT SURFACE VOLT METER AIRCRAFT STRUCTURE SURFACE
MV
BONDING STRAP
Adjust rheostat (R1) so that ammeter (A)

reads 10 Amps.
28 VDC SOURCE
- 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:
A
AMMETER
R1 30 MV
= .003 OHMS RESISTANCE
10 AMPS
Figure 51-12. Millivolt Drop Test
51-80-00
Page 51-29
2L39 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
GRIDS 2L40 THRU 3A16

INTENTIONALLY BLANK
51-80-00
Page 51-30
April 15, 2012 2L40
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER
52Doors
3A17
PIPER AIRCRAFT
PA-44-180/180T
3A18
PIPER AIRCRAFT
PA-44-180/180T
Chapter 52 - Doors
Table of Contents
Chapter Grid
Section Subject No.
52-00-00 GENERAL 3A20
52-10-00 PASSENGER, CREW 3A20

Door Assembly 3A20
Removal of Door 3A20
Installation of Door 3A20
Adjustment of Door 3A20
Door Latch Mechanism 3A20
Removal of Door Latch Mechanism 3A20
Installation of Door Latch Mechanism 3A20
Adjustment of Door Latch Mechanism 3A22
Door Lock Assembly 3A22
Removal of Door Lock Assembly 3A22
Installation of Door Lock Assembly 3A22
Door Auxiliary Latch 3A22
Removal of Door Auxiliary Latch 3A22
Installation of Door Auxiliary Latch 3A22
Adjustment of Auxiliary Latch 3A22
Door Seal Snubbers 3A23
Removal and Installation of Door Seal Snubbers 3A23
Baggage Door 3A24
Removal of Baggage Door 3A24
Installation of Baggage Door 3A24
Baggage Door Lock Assembly 3B1
Removal 3B1
Installation 3B1
52-20-00 EMERGENCY EXIT 3B1

Removal 3B1
Installation 3B1
Testing 3B3
52 - CONTENTS
Page 1
3A19 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
GENERAL.
TIlis airplane has one entrance door located on the right side of the fuselage and a baggage door also on the
right side aft of the entrance door.
PASSENGER/CREW. (Refer to Figure 52-1.)
DOOR ASSEMBLY.
REMOVAL OF DOOR.
1. Remove the clevis bolt, washer and bushing from the door holder assembly.
2. Remove the cotter pins and clevis pins from the door hinges.
3. Remove the door from the airplane.
INSTALLA TION OF DOOR.
1. Insert the door into position and install the hardware previously removed.
2. Make appropriate adjustments to the door.
3. Install the door holder assembly with the hardware previously removed.
ADJUSTMENT OF DOOR.
1. To acquire proper adjustment of the door insert the necessary washers to eyebolts between the fuselage and
flange on the eyebolts.
2. Additional adjustments may be made by loosening the hinges on the door.
3. To insure longer life of the door seals and improve sealing characteristics, it is recommended they be
lubricated with a fluorocarbon or similar dry lubricant in a spray can.
DOOR LATCH MECHANISM.
REMOVAL OF DOOR LATCH MECHANISM.
1. Remove the door latch mechanism by removing the door trim upholstery and the screws that attach the latch
plate and latch mechanism to the door.
2. Disconnect the latch pull rod from the inside door handle.
3. Remove the complete latch mechanism.
INSTALLATION OF DOOR LATCH MECHANISM.
1. Place the latch assembly into position on the door.

2. Connect the latch pull rod to the inside door handle.
3. Replace the screws that attach the latch plate and mechanism to the door. Install the door trim upholstery
and secure with screws.
52-12-02
Page 52-01
3A20
PIPER AIRCRAFT
PA-44-180/180T
230
1. SCREW 23. PANEL ASSEMBLY

2. HANDLE 24. SCREW
3. WASHER 25. KNOB
4. PLATE 26. HANDLE
5. CAM 27. LATCH ASSEMBLY
6. SPRING 28. SPRING
7. WASHER 29. TUBE ASSEMBLY
8. WASHER 30. BOLT ASSEMBLY
9. HOOK ASSEMBLY 31. LOCK PAWL
10. BUSHING 32. LOCK ASSEMBLY
11. LATCH ASSEMBLY 33. PIN
12. PAN 34. BOLT
13.
14.
SCREW
PLACARD
35.
36.
PIN
BUSHING
15. HANDLE 37. WASHER
16. DOOR ASSEMBLY 38. LINK
17. HINGE 39. DOOR HANDLE
18. PLACARD 40. BOX ASSEMBLY
19. PLACARD 41. SPRING
20. ARMREST 42. LATCH
21. ASHTRAY 43. COVER
22. COVER ASSEMBLY 44. WASHER
17
18 ~.......-.:::::- 22
19--+~
31}32L;
// r-- 33
34) ~ 35 1 l,.-37
1 I
36 . ....., 38
~l ~ 39
9 -- 42
-d.
~
43 ..........,... ~- 44
Figure 52-1. Door Installation
52-12-02
Page 52-02
3A21
PIPER AIRCRAFT
PA-44-180/180T
ADJUSTMENT OF DOOR LATCH MECHANISM.
To adjust the door latch, loosen the screws on the striker plate, make necessary adjustment, and retighten the
screws.
DOOR LOCK ASSEMBLY.
REMOVAL OF DOOR LOCK ASSEMBLY.
1. Remove the door trim upholstery by removing the attachment screws.

2. Loose the nut on the lock assembly and remove the lock by turning it sideways.
INSTALLATION OF DOOR LOCK ASSEMBLY.
1. Install the lock in the door by turning it sideways and placing it through the opening provided.
2. Replace the nut on the back of the lock assembly and tighten.
3. Replace the door trim upholstery and secure with the attachment screws.
DOOR AUXILIARY LATCH.
REMOVAL OF DOOR AUXILIARY LATCH.
1. Remove the latch assembly by removing the two handles.

2. Remove six screws holding the pan on the inside of the door.
3. Remove the pan and pull the latch assembly through the opening on the door.
INSTALLA TION OF DOOR AUXILIARY LATCH.
1. Place the latch assembly into position for installation.

2. Replace the pan and install the six screws and handles.
3. Check latch assembly for operation and be certain that it is free of rubbing on the trim panels.
ADJUSTMENT OF AUXILIARY LATCH.
1. To adjust the door auxiliary latch remove the two screws from the latch plate found at the top of the door
opening.
2. Remove the plate and turn the loop assembly in or out to make necessary adjustments.
3. Replace the latch plate and secure with the two attachment screws.
52-14-03
Page 52-03
3A22
PIPER AIRCRAFT
PA-44-180/180T
DOOR SEAL SNUBBER.
REMOVAL AND INSTALLATION OF DOOR SEAL SNUBBERS. (Refer to Figure 52-1a.)
1. To remove old seals use a thinner. such as toluol, that won't affect the painted surface, and strip off the old
seal.
2. Install the door seal as follows:
A. If the surface has just been painted, allow to dry for a minimum of 2 hours before installing the seal.
B. Wipe the surface clean with a cleaner solvent, such as DuPont Prepsol 3919S.
-Note-
Refer to the List of Consumable Materials in Chapter 91 for types of appropriate

neoprene adhesive.
C. Make sure both the seal and surface are 65 ° to lOO°F.
8852
ORIENT
SNUBBER FLAT
WITH THIS
SURFACE
STRIKER
PLATE
SECTION B - B
SCUFF
PLATE
SNUBBER
jE!fi5:!!!!ji~-
ORIENT SNUBBER
FLAT WITH THIS
D
SURFACE
D SECTION D - D
BUTT JOINT SHOULD OCCUR

AT DOOR DRAIN AREA.
Figure 52-1a. Door Snubber Installation
52-15-01
Page 52-04
3A23
PIPER AIRCRAFT
PA-44-180/180T
888
Figure 52-2. Fabricated Tool for Baggage Door Lock
D. Adhesive should only be applied to that area to be covered by the seal. If necessary, tape off the
affected area. The adhesive can be thinned as required with toluol. Apply adhesive in a continuous
coat of .002 to .010 of an inch thick.
E. Apply a continuous coat of adhesive of the same thickness to the seal.
F. With the adhesive applied to the mating surface and seal, allow them to cure 30 to 60 min. apart before
bonding them in place.
G. With reference to Figure 52-la, make sure the seal is properly aligned before allowing the surfaces to
come in contact. The seal should not be stretched or pulled such that the cross section of the seal is
reduced or distorted. Make sure the door closes properly and that an airtight seal is produced.
H. After positioning the seal, apply pressure to remove air bubbles and assure firm contact.
BAGGAGE DOOR.
REMOVAL OF BAGGAGE DOOR.
With the door open remove the hinge pin from the hinge and remove the door.
INSTALLATION OF BAGGAGE DOOR.
Place the door in position so that the hinge halves are properly matched and install the hinge pin. It will not be
necessary to replace the hinge pin with a new pin if it is free of bends and wear.
52-16-02
Page 52-05
3A24
PIPER AIRCRAFT
PA-44-180/180T
BAGGAGE DOOR LOCK ASSEMBLY.

A. Removal.
(1) With the door open remove two screws securing the access plate, remove the access plate.
(2) Remove the nut from the back of the lock assembly with the use of a special wrench. (This tool
may be fabricated from the dimensions given in Figure 52-2.)
(3) Remove the lock assembly through the front of the door.
B. Installation.
(1) Place the lock into position for installation.
(2) Install the nut on the lock assembly and tighten with the use of a special wrench.
(3) Install access plate and secure with two screws.
EMERGENCY EXIT.
A. Removal (Refer to Figure 52-3.)
(1) Remove the safety wire securing the lock handle and push the handle forward to unlock the exit.
CAUTION: Do not push door open more than four inches beyond the
bottom door sill or the top rear skin or the door will be
damaged.
(2) Carefully push outward along the bottom of the door till the door just clears the door sill, and
slowly shift the door back and forth out of the top of the fuselage skin.
(3) Clean all old sealant from around the exit opening and exit assembly.
B. Installation (Refer to Figure 52-3.)
(1) Before installation inspect:
(a) Emergency door latch rod assembly welds for cracks.
(b) Forward and aft emergency door latch arm assembly and hardwear (nut, pin, and cotter pin)
for wear.
(2) Inside the door frame apply Lubriplate around both fore and aft latch tubes.
(3) Ensure that all gaps and holes between the sills and longeron are filled with polyurethane,
urethane, acrylic, or polysulfide sealant (see Figure 52-3).
(4) Ensure that neoprene seal is securely bonded to the emergency exit assembly.
(5) Cover the contacting surfaces of the assembly with vinyl film. (See Note 3, Figure 52-3.)
(6) Insert the bottom edge of the exit assembly over the longeron, then push in on the top and sides
until it is properly seated. With the assembly seated, push the lock handle aft to lock the assembly
in place. Safety the handle in place with tinned copper wire AWG 26, .0159 dia. wire.
NOTE: Verify that the Emergency Exit Door Assembly is securely installed as follows:
a) Remove the top row of screws that fasten the cockpit panel assembly (i.e., the
interior panel) to the airframe directly below the Emergency Exit Door Assembly.
Apply gentle hand pressure near the forward lower corner of the Emergency Exit
Door Assembly and carefully lift the cockpit panel assembly inboard a few inches,
to gain access to the forward Emergency Door Latch Arm Assembly.
52-20-00
Page 52-6
3B1 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
6
6 2
B-B c-c D-D
2313
5
c
5
D D
I ,~ b-~~~~~~~~_-~_-______~_~~___~_
TINNED COPPER WIRE

AWG 26, .0159 DIA.
NOTES:
1. FILL ALL GAPS AND HOLES BETWEEN SILLS AND LONGERON WITH SEALANT, AIRFRAME AND COMPONENT,
CHART 9105.
2. NEOPRENE SEAL BONDED TO DOOR SILLS WITH ADHESIVE - NEOPRENE RUBBER, CHART 9105.
3. COVER CONTACTING SURFACE WITH VINYL CHLORIDE COPOLYMER FILM (SARAN-48 GAUGE TYPE B) MIL-P-6264B.
4. WHEN THE ADJUSTMENT OF DOOR IS COMPLETED, TRIM THE EXCESS POLYMER FILM FROM THE INSIDE AND
OUTSIDE OF THE INSTALLATION.
5. FILL EXTERIOR GAPS BETWEEN THE DOOR AND FUSELAGE WITH SEALANT, AIRFRAME AND COMPONENT,
CHART 9105.
6. FOR WINDOW SEALING AND INSTALLATION INFORMATION, REFER TO CHAPTER 56.
Figure 52-3. Emergency Exit Installation
52-21-01
Page 52-07
3B2 August 31, 2008
PIPER AIRCRAFT
PA-44-180/180T
b) Apply finger pressure to the forward Emergency Door Latch Arm Assembly, as
needed, to achieve full engagement over the frame-mounted striker. Verify that the
Emergency Door Latch Rod Assembly is straight, with no bows or deflections.
c) Reinstall all screws that were removed for this inspection.
(7) After installation, ensure there are no gaps between the emergency door latch arm and the frame
mounted striker plate.
(8) Test the latch mechanism per Testing, below, for operation prior to applying any sealant around
the door.
(9) When exit is secured in place, add sealant around perimeter of door and trim any excess vinyl
film from inside and outside of the unit.
(10) Fill all gaps around the outside of the emergency exit and fuselage with sealant.
(11) Check for water leaks by spraying water over the emergency exit and window assembly.
C. Testing
(1) Remove the side panel access cover to the emergency release handle.
(2) Attach a calibrated spring scale 1.0 inch from the top of the handle.
(3) With the scale reading the force applied, rotate the handle forward to an angle of 45°. The force
required to rotate the handle shall be 20 pounds minimum, 30 pounds maximum.
(4) Remove the spring scale and rotate the handle sufficiently to completely disengage the latch
mechanism.
Note: There should be no noticeable increase in force to finish rotating the handle after
performing the last procedure.
CAUTION: Do not push door open more than four inches beyond the
bottom door sill or the top rear skin oVer the door will be
damaged.
(5) Sitting in the pilot’s seat, carefully push outward along the bottom of the door. The force required
to cause door to move should not exceed 40 pounds maximum.
(6) Push the door just clear of the door sill and wiggle it down out of the overlapping top skin.
(7) After testing of door reinstall per Steps 1 thru 7 and 9 thru 11 under Installation, above.
52-20-00
Page 52-8
3B3 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
52-20-00
Page 52-9
April 15, 2012 3B4
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER
53
Fuselage
3B5
PIPER AIRCRAFT
PA-44-180/180T
3B6
PIPER AIRCRAFT
PA-44-180/180T
Chapter 53 - Fuselage
Table of Contents
Chapter Grid
Section Subject No.
53-20-00 MAIN 3B6C

Aft Wing Attach Fittings 100 Hour Inspection 3B6C
Background 3B6C
Inspection Procedure 3B6C
Aft Wing Attach Fittings Replacement 3B6F
Removal 3B6F
Installation 3B6F
Baggage Compartment Inspection Holes and Cover Plates 3B6G
General 3B6G
Baggage Compartment Inspection Holes Fabrication Procedure 3B6G
Layout cut lines 3B6G
Cutting the holes 3B6G
Installing covers 3B6I
53 - CONTENTS
Page 1
3B6A April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
53 - CONTENTS
Page 2
3B6B
April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
MAIN
1. Aft Wing Attach Fittings 100 Hour Inspection

A. Background
Should the seals for the windows and doors not be maintained, leaks may develop which, if not
corrected, will allow water ingress. This water contamination will wet the insulation around the aft
wing attach fittings creating a highly corrosive environment.
B. Inspection Procedure
Note: The following inspection assumes the airplane has been previously modified with the
installation of baggage floor inspection access panels and drain holes in the fuselage bottom. If
not, install them per the Baggage Compartment Inspection Hole and Cover Plate, Fabrication
Procedure, below, before continuing with the inspection.
Each 100 hours, inspect to determine condition of the aircraft window and door seals, the condition of
the aft wing attach fittings, the insulation material around the affected area, and the drain holes in the
bottom fuselage skin at the aft attach fittings area.
Wing Attach Fittings

Figure 53-1
53-20-00
Page 53-1
3B6C April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
(1) Gain access to the left and right aft wing attach fittings. (See Figure 53-1.)
(a) Remove rear seats and the rear floorboard.
(b) Remove interior mouldings and carpet as necessary.
(c) Remove the carpet from the baggage area floor and remove the two access panels in the
baggage area floor.
(2) Inspect thoroughly the left and right aft wing attach fittings for evidence of flaking paint and/or
corrosion. (Flaking paint may be a symptom of hidden corrosion.)
(a) If corrosion exists:
1) If corrosion is superficial and there is no metal flaking and/or pitting, clean and paint
fittings, using a good quality aircraft primer.
2) If serious corrosion is found, consult the appropriate Piper Illustrated Parts Catalog
(see Supplementary Publications in the Introduction) for replacement part numbers and
obtain and install new parts before next flight. See removal and installation procedure
below.
3) Upon completion of the inspection and after replacement or refurbishment of fittings,
treat the aft attach fittings area using DINOL AV 8 corrosion compound (P/N 89500-
800). The treatment may be brushed or sprayed.
(b) If no corrosion exists, continue with these instructions.
(3) Inspect insulation in and around the rear fittings.
(a) If insulation is wet or matted down where it has been wet, it will be necessary to replace this
insulation and it will be necessary to inspect all windows, doors, and exterior panels leading
to the cabin.
1) Check door seals for deterioration, cracks, and voids in adhesive.
2) Check window seals for voids, cracks, and deterioration.
3) Perform a leak check with water to determine where the water is entering. Cure all leak
paths before continuing these instructions.
4) Consult the appropriate Piper Illustrated Parts Catalog (see Supplementary Publications
in the Introduction) for replacement part numbers and obtain and install new parts
before continued operation.
5) If sealing windows, use P/N 279-058 Sealant (Bostik 1100 FS) or equivalent.
6) If using insulation other than Piper original material, be sure that the insulation is flame
resistant and conforms to FAR part 23.853.
(b) If the insulation material has not been wet, or if new material is being installed, ensure a
six (6) inch clearance in the insulation has been cut out in all directions around each attach
fitting.
1) Locate the two 0.191 inch drain holes, one beneath each rear attach fitting, in the
bottom fuselage skin and ensure each is clean and free of obstruction.
NOTE: If there are no drain holes, install them as described in Figure 53-2.
2) Re-install floorboards, seats, interior panels, and other articles previously removed.
Perform a functional test of any system or component that may have been interrupted
or removed.
53-20-00
Page 53-2
3B6D
April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
TYPICAL TWIN
FROM BOTTOM OF AIRCRAFT LOCATE &

DRILL ONE .191 DRAIN HOLE EACH SIDE
BENEATH EACH ATTACH FITTING USING
MEASUREMENTS SHOWN. (ALL)
SKIN LAP JOINT

1.1 INCH
• 1.1 INCH ~I-----
FWD
Drain Hole Installation

Figure 53-2
53-20-00
Page 53-3
3B6E April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
2. Aft Wing Attach Fittings Replacement

NOTE: The following is basic guidance. More extensive disassembly may be required to remove the rear
attach fitting(s). Thoroughly access the job before beginning to determine if additional steps or
parts may be required. Consult the appropriate Piper Illustrated Parts Catalog (see Supplementary
Publications in the Introduction) for additional parts as required.
A. Removal
(1) Remove electrical power from aircraft by disconnecting the battery.
(2) Place jacks under wings and tail - tie down to stabilize aircraft.
(3) Remove seats, removable floorboards and interior panels necessary to gain access to the rear
wing attach fittings.
(4) On L/H side, remove bus bar assembly from spar.
(5) If necessary, drill off baggage compartment floor and remove from aircraft.
NOTE: If both fittings are to be changed, remove and replace one fitting at a time.
(6) Remove bolt from wing rear spar and fuselage attach fitting.
(7) Carefully drill out the rivets that attach the fitting to the spar.
(8) With all the rivets removed, remove wing attach fitting from the aircraft. Discard fitting.
(9) Clean and inspect the areas that were under bracket for any signs of corrosion.
(a) If corrosion is found, repair or replace parts as necessary. Coat the area with primer and
allow to dry.
(b) If no corrosion is found, coat the area with primer. Allow time to dry.
B. Installation
(1) Install new wing attach fitting and align rivet holes. It may be necessary to ream open the bolt
hole to proper size. The hole is close tolerance and should be .3115 / .3135 (5/16) or .3745 /
.3765 (3/8) depending on model and year (see Wing Aft Spar-to-Fuselage Attachment Hardware
100 Hour Inspection, 57-40-00). Replace attach fitting bolt should there be any sign of wear or
corrosion.
(2) Re-rivet wing attach fitting into place with appropriate fasteners.
NOTE: For hard to reach areas. it is permissible to replace the existing MS20470AD-5 rivets
with Hi Lok fasteners. Use HL30-5 with HL-94 Hi Lok collars. Torque to 15 to 25 inch
lbs. Observe standard practices for use of Hi Lok fasteners.
(3) Install wing spar and fuselage attach fitting bolt per 57-40-00.
(4) Seal edges of attach fittings with PRC PR1422 (or equivalent) before installing interior.
(5) Complete same process for the opposite side, if replacing both fittings.
(6) Reinstall baggage compartment floor, interior panels, floorboards, and seats.
(7) Connect battery and check for operation.
53-20-00
Page 53-4
3B6F
April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
3. Baggage Compartment Inspection Holes and Cover Plates

A. General.
Early airplanes may not have had control cable inspection access holes in the baggage compartment
floor. The following is a method of fabricating inspection access holes in the floor of the baggage
compartment, if desired.
B. Baggage Compartment Inspection Holes Fabrication Procedure. (Refer to Figure 53-3.)
While Figure 53-3 shows the hole in the left side of the baggage compartment, a similar hole is also
cut out in the right side baggage compartment floor. Installation will require two each inspection
access covers, P/N 62109-000.
(1) Layout cut lines.
(a) Gain access to baggage compartment.
(b) Carefully remove:
1) Right side baggage compartment Royalite plastic close out panel.
2) Rear close out panel.
3) Carpeting from baggage compartment floor.
(c) Determine and mark a reference center line running through baggage compartment. Refer
to Figure 53-3 for measurements.
(d) Measure two points 14.99 inches each side of the reference centerline. Joining these two
points will form the centerlines of each inspection hole.
(e) Measure two points on each side of each centerline of both holes at distances of 8.48 inches
and 10.98 inches from the aft edge of the baggage compartment floor.
(f) Connect the two 8.48 inch points and the two 10.98 inch points so that the resulting lines
cross the centerline of each hole.
(g) Using the intersection of the lines constructed in step (f) with each hole’s centerline as the
center, scribe an arc having a radius of 2.00 inches.
(h) Draw a line (four lines total) tangent to the each side of the arcs constructed on step (g).
(i) There should now be two ovals, like the one in Figure 53-3, laid out on each side of the
baggage compartment floor.
(2) Cutting the holes.
CAUTION: Baggage compartment flooring is made of 0.025 inch thick
aluminum. Use care when cutting through flooring so as
not to damage cables and wiring routed below the floor.
(a) Drill a 1/4 inch hole inside of, and adjacent to, one of the scribed lines layed out for each
hole.
(b) Using a 1/8 inch router bit, cut out the two inspection holes by following the lines layed out
on each side of the baggage compartment floor.
(c) Deburr each cut edge using a file or emery wheel.
53-20-00
Page 53-5
3B6G April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
21.80
FORWARD
14.99
2.28 R CL
TYP
2.00 R
TYP;M
0.120 HOLE THRU
N0.8 X 38 CRES TRUSS
RECESSED HEAD SHEET
METAL SCREWS (16 REQ.)
2.50
COVER (2 REQ.)
30° TYP PIPER P/N 62109-0
10.98
8.48
AFT
19.11
Baggage Compartment Inspection Holes Cutout Details

Figiure 53-3
53-20-00
Page 53-6
3B6H
April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
(3) Installing covers.

(a) Lay one of the 62109-000 covers over one of the inspection holes. Using the screw holes in
the cover, scribe the position for the screw holes on the baggage compartment floor.
(b) Drill a 0.120 inch hole in baggage compartment floor at each position layed out in step (a).
(c) Attach cover to flooring with No.8 X 0.38 corrosion resistant steel sheet metal screws.
(d) Repeat steps (a) through (c) on remaining hole.
(4) Install baggage compartment rear and side close out panels.
(5) Install baggage compartment floor rug.
53-20-00
Page 53-7
3B6I April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
53-20-00
Page 53-8
3B6J
April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER
55
Stabilizers
3B7
PIPER AIRCRAFT
PA-44-180/180T
3B8
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 55 - STABILIZERS
CHAP1ER
SECTION GRID
55-20-00 STABILATOR AND TAB 3BlO Al - 83
55-21-00 Stabilator 3BlO

55-21-01 Removal and Installation of Stabilator 3BlO
55-22-00 Stabilator Trim Tab 3BlO Al - 83
55-22-01 Removal and Installation of Stabilator Trim Tab 3BlO
55-23-00 Stabilator Balance 3BlO 1 - 83
55-23-01 Balancing Equipment 3B12
55-23-02 Balancing Stabilator 3B12 2 - 81
55-30-00 VERTICAL STABILIZER 3B14

55-31-00 Vertical Fin 3B14 A 1-83
55-31-01 Removal and Installation of Vertical Fin 3B14
55-40-00 RUDDER 3B14

55-41-00 Rudder and Tab 3B14 Al - 83
55-41-01 Removal and Installation of Rudder 3B14
55-42-00 Rudder Trim Tab 3B14 Al - 83
55-42-01 Removal and Installation of Trim Tab 3B16
55-43-00 Rudder Balance 3B16 1 - 83
55-43-01 Balancing Rudder 3B17 1 - 83
55 - Cont.lEffec.
Page -1
389
PIPER AIRCRAFT
PA-44-180/180T
STABILATOR AND TAB.
STABILATOR.
REMOVAL AND INSTALLATION OF STABILATOR. (Refer to Figure 55-1.)
The stabilator assembly can be removed by following the procedure given below.
1. Remove the fin tip attachment screws and disconnect the light at quick disconnect then remove tip
assembly.
2. Disconnect trim push rod and push rod attached to stabilator balance weight arm.
3. Remove balance weight arm from stabilator by removing attachment bolt at the forward and aft arm
mounting fitting.
4. Remove the two hinge bolts at the pivot points and remove the stabilator.
5. Reinstall the stabilator in reverse of removal instructions.
6. Check attaching hardware for proper installation.
STABILATOR AND TRIM TAB.
REMOVAL AND INSTALLATION OF STABILATOR TRIM TAB. (Refer to Figure 55-1.)
The trim tab can be removed by following the procedure given below.
1. Disconnect the trim push rod from the trim horn.
2. Remove the hinge pins and remove the trim tab.
3. Reinstall the trim tab in reverse of removal instructions, with new hinge pins.
STABILATOR BALANCE.
The stabilator has been statically balanced at the time of installation at the factory and normally should not
require rebalancing. Where possible the stabilator was set with the balance weight on the heavy side of the limits
to permit limited repair or paint touch-up without adjusting the balance weight. It should be noted, however, that
spare stabilators are delivered unpainted and the static balance will not necessarily fall within the limits provided.
This is more pronounced on the stabilators and rudders. The completed stabilator including paint should be
within the limits given in Figures 55-2. If the surface is not to be painted, the balance weight will probably
require adjustment. Replacement stabilators or stabilators that have been repainted or repaired should be
rebalanced according to the procedures given in this chapter. The static balance of the surfaces must be as
specified in the figures referenced above.
Before balancing any control surface, it must be complete including tip, trim / servo tabs as applicable and tab
actuating arms or push rods with bearings as applicable and all optional equipment which is mounted on or in the
control surface when it is flown, including paint, position lights and wiring, static wicks, scuff boots, etc.
If optional equipment is added or removed after balancing, the control surface must be rebalanced. During
balancing, trim/servo tabs must be maintained in the neutral position.
55-23-00
Page 55-01
3810
PIPER AIRCRAFT
PA-44-180/180T
A595
r-----------,
10 0 0 0,
r-----------,
,0 0 0 0,
r---------
10 0 0
'0 0 0 0
IL _ _ _ _ _ _ _ _ _ _ _ _ _ J 0 1
SKETCH A SKETCH B SKETCH C
BOLT AN3-4A WASHER AN960-416L OR BOLT AN4-6A

WASHER AN960-10L WASHER AN960-416 WASHER AN960-416
NUT MS20365-1032C
(2 REO.)
ALTERNATE WASHERS AS
REOUIRED TO LIMIT SIDE
PLAY TO .010 MAX. /
A \
NUT MS20365-428C
(4 REO.)
BOLT AN3-10A
---~~-- _is.. __~_
:f:::::¥~==::::::::::::::===~
WASHER AN960-10
(2 REO.)
NUT MS20365-1032C
BOLT AN4-7A
BOLT AN3-4A
~---WASHER AN960-416
WASHER AN960-10L BOLT NAS1104-17 NUT MS20365-428C
(6 REO.) WASHER AN960-416 (UNDER BOLT
SKETCH D (4 REO.)
HEAD)
WASHER AN960-416 (UNDER NUT) SKETCH E
NUT H10-4 (2 REO.)
96564-0 BAL. PLATES

AN4H-6A BOLTS (2 REO. )
AN960-416C WASHER(S)
AN4-20A
AN960-416A (UNDER HEAD)
MS20365-428C (2 REO. )
BOLT AN4-12
WASHER AN960-416 (2 REO.)
NUT AN310-4
COTTER PIN MS24665-132
SKETCH F
Figure 55-1. Stabilator Installation
55-23-00
Page 55-02
3811
PIPER AIRCRAFT
PA-44-180/180T
850
BALANCING TOOL
(REFER TO CHAPTER 91)
HOLDING FIXTURE
LEVEL SUPPORT
STABILATOR AND TAB

STATIC BALANCE LIMITS (IN. - LBS.)
LEADING LEADING
EDGE EDGE
HEAVY LIGHT
-12 -37 TAPE TRIM TAB IN

NEUTRAL POSITION
Figure 55-2. Stabilator Balance Configuration
BALANCING EQUIPMENT.
The balancing must be done using a suitable tool capable of measuring unbalance in inch-pounds from the
center line of the control surface hinge line. A suggested tool configuration is shown in Chapter 91. Other tool
configurations may be used, provided accuracy is maintained and recalibration capability is provided. The tool
shown may be calibrated by placing it on the control surface to be balanced with the balance points over the
control surface hinge center line and balance bar parallel to the cord line. Position the trailing edge support on
the tool to align the tool with the control surface cord line and secure it in this position. Remove the tool without
disturbing the trailing edge support and balance the tool by adding weight to the light end as required. (The
movable weight must be at the center line.) Place the tool on the control surface perpendicular to the hinge center
line as shown in Figure 55-2. Read the scale when the bubble level has been centered by
adjustment of the movable weight.
BALANCING STABILATOR. (Refer to Figure 55-2.) PPS50011-2
Refer to Balancing Control Surfaces at the end of this chapter.
55-23-02
Page 55-03
3812
PIPER AIRCRAFT
PA-44-180/180T
AN4-7A
AN960-416C
MS20365-428C
2 PLACES
AN5-6A (SEE NOTE)

AN960-516 AN5-6A
AN960-516L AN960-516 UNDER NUT
1 PLACE AN960-516L UNDER NUT
AN960-516L UNDER BOLT
MS20365-524C
5 PLACES
NOTE
THIS BOLT NOT INSTALLED ON PA-44-180
SIN 44-8195015 AND UP, AND PA-44-180T
SIN 44-8107039.
Figure 55-3. Vertical Fin Installation
55-23-02
Page 55-04
3813
PIPER AIRCRAFT
PA-44-180/180T
VERTICAL STABILIZER.
VERTICAL FIN.
REMOVAL AND INSTALLATION OF VERTICAL FIN. (Refer to Figure 55-3.)
1. Remove the fin tip, tail fairing, dorsal fin at the forward edge of the fin. Disconnect upper and lower tail
lights at the quick disconnects.
2. Separate the stabilator trim cable, rudder trim cable and rudder cable at the turnbuckles and remove the
cables.
3. Remove the rudder per removal instructions.
4. Remove the stabilator per removal instructions.
5. Disconnect the antenna wire from the antenna assembly, attach a fishing line to the antenna cable before
removing it from the fin conduit.
6. Remove stabilator control push rod from the fin by disconnecting attachment hardware at the balance
weight arm and at bellcrank.
7. Remove the two bolts at the leading edge of the fin.
8. Remove the bolts which secure the fin spar to the aft bulkhead. Remove the fin.
9. Install the fin in reverse of removal instructions. Check all bolts for safety. Refer to installation and rigging
of stabilator trim cable, rudder trim cable and rudder cable for adjustment of cables.
RUDDER.
RUDDER AND TAB.
REMOVAL AND INSTALLATION OF RUDDER. (Refer to Figure 55-4.)
1. Remove the fairing.

2. Disconnect the trim push rod by removing one bolt from the push rod.
3. Disconnect the rudder cables at the turnbuckles within the fuselage tail section and disconnect the cable
from the rudder sector.
4. While supporting the rudder, remove the hinge bolts and remove the rudder from the fin.
5. Install the rudder in reverse of removal instructions; check cable tension if disturbed.
RUDDER TRIM TAB.
REMOVAL AND INSTALLATION OF RUDDER TRIM TAB. (Refer to Figure 55-4.)
1. Disconnect trim push rod.

2. Remove the hinge pin and remove trim tab.
3. Install the trim tab in reverse of removal instructions, with new hinge pin.
55-42-01
Page 55-05
3814
PIPER AIRCRAFT
PA-44-180/180T
2303
/ / -----l
' c --~~L'
--
,/ -------2__ ----r--~
~' --~
---
1. UPPER RUDDER HINGE
2. RUDDER TRIM TAB
3. TRIM TAB HINGE
4. RUDDER SECTOR
5. RUDDER SECTOR STOP
6. LOWER RUDDER HINGE
7. RUDDER STOP ADJUSTMENT BOLT
Figure 55-4. Rudder Installation
55-42-01
Page 55-06
3815
PIPER AIRCRAFT
PA-44-180/180T
MOO
LOCATE TOOL BALANCING TOOL (REFER TO CHAPTER 91)
BALANCE POINTS
DIRECTLY OVER
HINGE CENTERLINE.
BALANCE
WEIGHT
TAP TRIM TAB
INTO NEUTRAL
POSITION
RUDDER - STATIC
BALANCE LIMITS (IN. - LBS.)
LEADING LEADING
EDGE EDGE
HEAVY LIGHT
-10 -26
Figure 55-5. Rudder Balancing
RUDDER BALANCE.
The rudder has been statically balanced at the time of the installation at the factory and normally should not
require rebalancing. Where possible the rudder was set with the balance weight on the heavy side of the limits to
permit limited repair or paint touch-up without adjusting the balance weight. It should be noted, however, that
spare rudders are delivered unpainted and the static balance will not necessarily fall within the limits provided.
The completed rudder including paint should be within the limits given in Figure 55-5. If the rudder is not to be
painted, the balance weight will probably require adjustment. All replacement rudders or rudders that have been
repainted or repaired should be rebalanced according to the procedures given in this chapter. The static balance
of the rudder must be within the limits specified in the figure referenced above.
Before balancing any control surface, it must be complete including tip,trim/servo tabs as applicable and tab
actuating arms or push rods with bearings as applicable and all optional equipment which is mounted on or in the
control surface when it is flown, including paint, position lights and wiring, static wicks, scuff boots, etc.
If optional equipment is added or removed after balancing, the control surface must be rebalanced. During
balancing, trim/servo tabs must be maintained in the neutral position.
55-43-00
Page 55-07
3816
PIPER AIRCRAFT
PA-44-180/180T
BALANCING RUDDER. (Refer to Figure 55-5.) PPS50011-2
1. Insure that the control surface is in its final flight configuration, static wicks, trim tabs, trim tab push-pull
rod 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. Avoiding rivets, place the balancing tool on the control surface with the tool's hinge centerline directly over
the hinge line of the control surface.
4. Adjust the movable trailing edge support to fit the width of the control surface. Tighten the set screw on the
trailing edge support.
5. Adjust the trailing edge support vertically until the beam is parallel with the control surface chord line.
6. 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 bar's hinge
centerline.
7. After balancing the tool, reattach it to the control surface. Keep the beam positioned 90° from the control
surface hinge line.
8. Determine balance of control surface by sliding movable weight along the balance beam.
9. Read the scale when the bubble in the level has been centered. Since the movable weight weighs three
pounds, every inch it is moved from the center of the beam equals three inch-pounds of force.
-END-
55-43-01
Page 55-08
3817
PIPER AIRCRAFT
PA-44-180/180T
GRIDS 3B18 THRU 3B20

INTENTIONALLY BLANK
55-40-00
Page 55-9
April 15, 2012 3B18
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER
56
Windows
3B21
PIPER AIRCRAFT
PA-44-180/180T
3B22
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 56 - WINDOWS
CHAP1ER
SECTION GRID
56-10-00 FLIGHT COMPAR1MENT 3B24

56-11-00 Windshield 3B24 Al - 83
56-11-01 Removal and Installation of Windshield 3B24
56-20-00 CABIN 3B24

56-21-00 Side Windows 3B24 Al - 83
56-21-01 Removal and Installation of Side Windows 3B24
56-30-00 DOOR 3C2

56-31-00 Emergency Exit Window 3C2
56-31-01 Removal and Installation of Emergency Exit Window 3C2
56 - Cont.lEffec.
Page -1
3823
PIPER AIRCRAFT
PA-44-180/180T
FLIGHT COMPARTMENT.
WINDSHIELD.
REMOVAL AND INSTALLATION OF WINDSHIELD. (Refer to Figure 56-1.)
1. Remove the collar from around the bottom of the windshield and the trim strip from between the windshield
halves by removing the attaching screws.
2. Remove the windshield by raising the lower portion of the windshield and carefully pulling it out and down
to release the top and side edges.
-Note-
A damaged windshield should be saved to provide a pattern for shaping the new
window.
3. Clear old tape and/or sealer off the affected mating surfaces.
4. Cut or grind the new windshield to acquire proper dimensions.
5. Isocrylic sealant as described in Chart 9105 (per PMSC1012-2-2), is used to provide a resiliant seal for the
windows. Proceed as follows:
A. With the protective covering left on, force round bead solvent (PMSC1012-2-2) into the bottom of the
windshield channel starting at the top center and continuing to the lower end of the channel on the side
of the fuselage. After the sealant is firmly and completely seated in the bottom of the channel, remove
the protective paper.
B. Firmly press tape type sealant (PMSC1012-2-6) over the edge of the windshield that runs from the top
center down to the side of the aircraft. Equal width of tape should be on each surface of the
windshield. Remove the protective tape.
6. Insert each windshield into its fuselage channel. The excess sealant will "squeeze-out- but should not be
trimmed away immediately.
7. Insert each windshield into its fuselage channel allowing clearance between the two windshields for
expansion.
8. Firmly apply sealant tape to the surfaces of the windshield retaining trim strips and then remove protective
paper.
9. Install trim strips.
10. A tool made of acrylic sheet with a wedged end (.25 inch thick and 1.5 inch wide) should be used to trim
away excess sealant.
CABIN
SIDE WINDOWS.
REMOVAL AND INSTALLATION OF SIDE WINDOWS. (Refer to Figure 56-2.)
PA-44 airplanes are equipped with single frame side windows. For removal and installation of the windows,
the following instructions may be used.
1. Remove the retainer molding from around the window by removing the attaching screws.
56-21-01
Page 56-01
3824
PIPER AIRCRAFT
PA-44-180/180T
B855 B854 B857
ISOCRYL TAPE ISOCRYL TAPE
ISOCRYL
TAPE
A-A 8-8 c-c
2019
B859 B858 B856

,-
ISOCRYL TAPEt
ISOCRYL TAPE
l~~
~ ISOCRYL TAPE
D-D E-E F-F
Figure 56-1. Windshield Installation
56-21-01
Page 56-02
3C1
PIPER AIRCRAFT
PA-44-180/180T
2. Carefully remove the window from the frame.

-Note-
A damaged window should be saved to provide a pattern for shaping the new window.
3. Remove old tape and sealer from window frame and molding.
4. Cut or grind the new window to the same dimensions as the window removed.
5. Apply Norton Tape Division, Troy. New York type II vinyl foam tape series 510 or equivalent, on both sides
of the window around the outer edges.
6. Insert the window in the frame and install the retainer moldings.
7. Secure the molding with attachment screws and tighten until the vinyl foam tape is 25 % compressed by the
retainers.
8. Apply Behr-Manning, Norton sealant number PR307 or equivalent, completely around the outer surface of
the window at all attachment flanges.
9. Remove the excess exposed sealer and tape.
DOOR.
EMERGENCY EXIT WINDOW.
REMOVAL AND INSTALLATION OF EMERGENCY EXIT WINDOW. (Refer to Figure 56-2.)
The PA-44 airplanes are equipped with a single pane window installed in the emergency exit door located on
the left side of the pilot's seat. For removal and installation of the emergency exit refer to Chapter 52 of this
manual.
-Note-
A damaged window will require the removal of the emergency exit door from The
fuselage. If possible the damaged window should be saved to provide a pattern for
shaping the new window.
56-31-01
Page 56-03
3C2
PIPER AIRCRAFT
PA-44-180/180T
-~
ISOCRYL TAPE ..
J
,.=.
~
V
Figure 56-2. Side Window Installation
1. Remove the molding and retainer from around the window by removing attaching screws and rivets.
2. Carefully remove the damaged window from the frame.
3. Remove old tape and sealer from the window frame and molding.
4. Cut or grind the new window to the same dimensions as the one removed.
5. Apply vinyl foam tape series 530 or equivalent (refer to Chapter 91, Consumable Materials list for suppliers)
on both sides of the window around the outer edges.
6. Insert the window in the frame and install the retainer molding.
7. Secure the retainer molding with attaching screws and rivets, tighten until the foam tape is 25% compressed
by the retainers.
8. Apply PR307 sealant or equivalent completely around the outer surface of the window, remove any excess
exposed sealer or tape.
-END-
56-31-01
Page 56-04
3C3
PIPER AIRCRAFT
PA-44-180/180T
56-30-00
Page 56-5
April 15, 2012 3C4
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER
57 Wings
3C5
PIPER AIRCRAFT
PA-44-180/180T
3C6
PIPER AIRCRAFT
PA-44-180/180T
Chapter 57 - Wings
Table of Contents
Chapter Grid
Section Subject No.
57-00-00 GENERAL 3C9

Description 3C9
57-20-00 AUXILIARY STRUCTURE 3C11

Wing Tip 3C11
Removal 3C11
Installation 3C11
Repair 3C11
57-40-00 ATTACH FITTINGS 3C13

Wing 3C13
Removal 3C13
Installation 3C16
Wing Aft Spar-to-Fuselage Attachment Hardware 100 Hour Inspection 3C18
57-50-00 FLIGHT SURFACES 3C19

Aileron 3C19
Removal 3C19
Installation 3C19
Aileron Balance 3C19
Balancing Equipment and Procedure 3C22
Skin Bead Repair 3C23
Limitations 3C23
Procedure 3C23
Aileron Skin Replacement 3C24
Limitations 3C24
Procedure 3C24
Wing Flap 3C24
Removal 3C24
Installation 3C24
57 - CONTENTS
Page 1
3C7 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
57 - CONTENTS
Page 2
April 15, 2012 3C8
PIPER AIRCRAFT
PA-44-180/180T
GENERAL
This chapter explains the removal and installation procedures for the wings and related components from
the aircraft.
Description.
Each wing panel is an all metal, full cantilever, semi-monocoque type structure with removable tips and
access panels. Attached to each wing are the aileron, flap, main landing gear and powerplant. Installed in
each engine nacelle is a bladder type fuel tank with a capacity of 54 U.S. gallons each or a total capacity
of 108 U.S. gallons. The wings are attached to each side of the fuselage by inserting the butt ends of the
main spars into a spar box carry through. The spar box is an integral part of the fuselage structure which
provides, in effect, a continuous main spar with splices at each side of the fuselage. There are also fore and
aft attachments at the front and rear spars.
Note: The major subassemblies of the wing may be removed individually or the wing may be removed
as a unit. To remove a wing, a fuselage and wing supporting cradle is required
57-00-00
Page 57-1
3C9 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
57-00-00
Page 57-2
April 15, 2012 3C10
PIPER AIRCRAFT
PA-44-180/180T
AUXILIARY STRUCTURE
Wing Tip
A. Removal
(1) Remove the screws holding the wing tip to the wing being careful not to damage the wing or
wing tip.
(2) Pull off the wing tip far enough to disconnect the navigation light wire assembly. The ground
lead may be disconnected at the point of connection on the wing rib and the positive lead may be
disconnected at the wire terminal or unscrewed from the light assembly.
(3) Inspect the fiberglass wing tip to ascertain that it is free of cracks, severe nicks and minor damage.
B. Installation
(1) Place the wing tip in a position that the navigation light leads may be connected. Connect the
ground lead to the wing rib by use of a screw and nut and the positive lead to the navigation light
by connecting the wire terminals or screwing the connectors together. Insulate the wire terminals
and be certain that the ground lead is free of dirt and film to insure a good connection.
(2) Insert the wing tip into position and install the screws around the tip. Use caution to refrain from
damaging the wing tip or wing. Check operation of the navigation light.
C. Repair
Fiberglass wing tips may be repaired in accordance with fiberglass repair procedures in the structural
repairs portion of Chapter 51. Badly damaged thermoplastic tips should be replaced.
57-20-00
Page 57-3
3C11 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
57-20-00
Page 57-4
April 15, 2012 3C12
PIPER AIRCRAFT
PA-44-180/180T
ATTACH FITTINGS
1. Wing.
NOTE: The major subassemblies of the wing may be removed individually or the wing may be removed
as a unit. To remove a wing, a fuselage supporting cradle is required
(1) Disconnect the battery.
(2) Close the fuel valve and drain the fuel from the wing to be removed. (Refer to Draining Fuel
System, Chapter 12.)
(3) Drain the brake lines and reservoir. (Refer to Draining Brake System, Chapter 12.)
(4) Remove the engine from the wing to be removed. (Refer to Removal of Engine, Chapter 71.)
(5) Drain the hydraulic lines of the landing gear of the wing to be removed by separating the lines
and elbows at the actuating cylinder.
(6) Remove the access plate at the wing butt rib and wing inspection panels.
(7) Remove the front and back seats from the airplane.
(8) Expose the spar box and remove the side trim cockpit panel assembly that corresponds with the
wing being removed.
(9) Place the airplane on jacks. (Refer to Jacking, Chapter 7.)
(10) Disconnect the aileron balance and control cables at the turnbuckles that are located within the
fuselage aft of the spar.
Note: To help facilitate reinstallation of control cables, power plant controls, and fuel and
hydraulic lines, mark cable and line ends in some identifying manner and attach a line
where applicable to cables before drawing them through the fuselage or wing.
(11) If the left wing is being removed, remove the cotter pin from the pulley bracket assembly to
allow the left aileron balance cable end to pass between the pulley and bracket.
(12) Disconnect the flap from the torque tube by extending the flap to its fullest degree and removing
the bolt and bushing from the bearing at the aft end of the control rod.
CAUTION: To prevent damage or contamination of fuel, hydraulic
and miscellaneous lines, place a protective cover over
the line fittings and ends.
(13) Disconnect the fuel line at the fitting located inside of the wing by removing the access panel
on the forward inboard portion of the wheel well and reaching through to the fuel line coupling.
(14) Remove the clamps that are necessary to release the electrical harness assembly. Disconnect the
leads from the terminal strip by removing the cover and appropriate nuts and washers.
(15) With the appropriate trim panel removed, disconnect the hydraulic brake line at the fitting located
within the cockpit at the leading edge of the wing.
(16) Disconnect the landing gear hydraulic lines at the fittings aft of the spar and within the fuselage.
(17) If the left wing is being removed, it will be necessary to disconnect pitot and static tubes at the
elbows located within the cockpit at the wing butt line.
(18) Arrange and put in place a suitable fuselage cradle and supports for both wings.
(19) Remove the wing jacks.
57-40-00
Page 57-5
3C13 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
BOLT LEGEND WASHER
POS BOLT NUT1 UNDER HEAD UNDER NUT
A-1 NAS464P6LA 17 MS21 042-6 (1)NAS1149F0663P (1 )NAS1149F0663P 3

A-2 NAS464P6LA 16 MS21 042-6 (1 )NAS1149F0663P (1 )NAS1149F0663P 4
B-1 NAS464P6LA 15 H19300-6 (1 )NAS1149F0632P (1 )K19301-6 2
B-2 NAS464P6LA 14 H19300-6 (1 )NAS1149F0663P (1 )K19301-6 2
B-3 NAS464P6LA 14 H19300-6 (1 )NAS1149F0663P (1 )K19301-6 2
B-4 NAS464P6LA 14 H19300-6 (1 )NAS1149F0663P (1 )K19301-6 2
B-5 NAS464P6LA 14 H19300-6 (1)NAS1149F0663P (1 )K19301-6 2
C-1 NAS464P5LA20 MS21 042-5 (1 )NAS1149F0532P (1 )NAS1149F0563P 3
C-3 NAS464P6LA20 MS21042-6 (1 )NAS1149F0632P (1 )NAS1149F0663P 3
C-5 NAS464P6LA21 MS21 042-6 (1 )NAS1149F0632P (1 )96352-3 2
C-6 NAS464P5LA21 MS21 042-5 (1 )NAS1149F0532P (1 )96352-22
0-1 NAS464P5LA20 MS21 042-5 (1 )NAS1149F0532P (1 )NAS1149F0563P 3
0-5 NAS464P6LA21 MS21 042-6 (1 )NAS1149F0632P (1 )96352-3 2
0-6 NAS464P5LA21 MS21 042-5 (1 )NAS1149F0532P (1 )96352-22
NOTES: 1. Torque bolt head on upper spar cap and nut on lower spar cap as follows:
for a 5/16 BOLT - 205-225 IN-LBS
for a 3/8 BOLT - 360-390 IN-LBS
2. A maximum of two NAS1149F06663P or two NAS1149F0563P on the
appropriate bolt are allowed under the special washer.
3. An additional washer of the same type may be installed, as required. SKETCH C
4. In addition to the one NAS1149F06663P washer specified under nut, one
additional NAS1149F06632P washer or one additional NAS1149F0663P
washer to accomodate manufacturing tolerances. If the NAS1149F06632P
washer is used, place it between the NAS1149F06663P washer and the nut.
A296
o
o
o
o
o
om·'~'!--
~ill! '
~~
0- -3 D-4~= ; -
SKETCH 0
Figure 57-1. Wing Installation
57-40-00
Page 57-6
April 15, 2012 3C14
PIPER AIRCRAFT
PA-44-180/180T
FORWARD SPAR ATTACHMENT 86504 AH

(LOOKING AFT, LEFT SIDE)
SKETCH A
WING SPAR --,-

----,I
ATTACH FITTING I I
I I
I I
I I
I I
I I
I I
I I
I I
I I
Iii __ L - - - --=--.-:~
I SEE NOTE
DETAIL A-A
BOLT NAS464P5LA15
WASHER NAS1149F0563P NOTE
WASHER NAS1149F0532P (UNDER HEAD) MINIMUM OF ONE WASHER UNDER NUT,
NUT MS21 042-5 THEN AS REQUIRED TO LEAVE A MAXIMUM
MAX TORQUE 70-90 IN.-LBS. OF 1 1/2 VISIBLE THREADS OR MINIMUM
OF BOLT CHAMFER EXPOSED.
REAR SPAR ATTACHMENT

(LOOKING AFT, LEFT SIDE)
SKETCH B
TORQUE NUT
360-390 IN.-LBS.
WING SPAR ATTACH FITTING
SEE NOTE 1
DETAIL A-A
~
A
NOTES
1. MAXIMUM NUMBER OF WASHERS ALLOWED BETWEEN FORWARD FACE BOLT NAS464P6LA6
OF WING FITTING AND AFT FACE OF FUSELAGE FITTING IS ONE WASHER NAS1149F0663P (BETWEEN FITTINGS)
NAS1149F0632P AND ONE NAS1149F0633P. (ALL THREE WASHERS WASHER NAS1149F0632P (BETWEEN FITTINGS)
ALWAYS REQUIRED WITH ONLY THE NAS1149F0632P WASHER ALLOWED WASHER NAS1149F0632P (UNDER HEAD)
UNDER THE BOLT HEAD. NUT MS21 042-6
2. NEW SERVICE WINGS ARE NOT DRILLED FOR THE REAR SPAR
ATTACHMENT BOLT. ACCORDINGLY, WHEN INSTALLING A NEW SERVICE
WING, DRILL A 0.3745 - 0.3765 INCH HOLE IN THE REAR SPAR
ATTACHMENT POINT.
Figure 57-1. Wing Installation (cont)
57-40-00
Page 57-7
3C15 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
(20) Remove the front and rear wing spar to fuselage attach nuts, washers and bolts. Discard nuts.
NOTE: Note the number and placement of washers at each attach point to facilitate reinstallation.
WARNING: DO NOT DRIVE OUT SPAR TO FUSELAGE ATTACH BOLTS. TAKE

EXTREME CARE NOT TO DAMAGE BOLTS OR BOLT HOLES. NUMBER
BOLTS AND BOLT HOLES TO ENSURE THAT, IF REUSED, THE SAME
BOLTS ARE REINSTALLED IN THE SAME HOLES.
(21) For the wing(s) being removed, remove the twenty-two (22) main spar to fuselage (i.e. - spar
carrythrough) attachment bolts. Discard nuts.
(22) Slowly remove the wing being certain that all electrical leads, cables and lines are disconnected.
Ensure that no undue up or down pressure is exerted on the inboard spar within the spar
carrythrough.
NOTE: If a factory replacement wing is being installed, the wing aft spar fitting must have a
0.3745 / 0.3765 diameter hole installed in line with the existing hole in the fuselage fitting,
using suitable tooling to ensure alignment of the holes.
(1) Ascertain that the fuselage is positioned solidly on a support cradle.
(2) Place the wing in position for installation, with the spar end a few inches from the side of the
fuselage and set on trestles.
(3) Prepare the various electrical leads, fuel lines, control cables, and power plant controls for
insertion into the wing or fuselage when the wing is eased into place.
(4) Slide the wing into position on the fuselage.
WARNING: DO NOT DRIVE SPAR TO FUSELAGE ATTACH BOLTS IN. TAKE EXTREME
CARE NOT TO DAMAGE BOLTS OR BOLT HOLES. IF REUSING BOLTS,
ENSURE THE SAME BOLTS ARE REINSTALLED IN THE SAME HOLES.
(5) Install the twenty-two (22) main spar to fuselage (i.e. - spar carrythrough) attachment bolts in
accordance with the bolt legend in Figure 57-1. Use twenty-two (22) new nuts (see bolt legend,
Figure 57-1).
(6) Install the main spar bolts in accordance with the information given in Figure 57-1, Sketches C
and D.
(7) Install the bolt, washers, and nut that attaches the front spar and fuselage fitting. A minimum
of one washer is required under the bolt head; then add washers as needed to leave a maximum
of one and one-half threads visible or a minimum of bolt chamfer exposed. (Refer to Sketch A,
Section A-A of Figure 57-1.)
(8) Insert the number of washers required at the rear wing spar between the forward face of the wing
fitting and aft face of the fuselage fitting, as specified in Sketch B, Figure 57-1, to fill the gap. A
true “no-gap” condition with the faces of the fittings against each other is also acceptable. After
the required washers are inserted between the plates, install the bolt and check to insure that no
threads are bearing on the forward plate prior to installing the nut. Add washers, as specified in
Sketch B, Figure 57-1, as required (minimum of one), to leave a maximum of one and one-half
usable threads exposed.
57-40-00
Page 57-8
April 15, 2012 3C16
PIPER AIRCRAFT
PA-44-180/180T
CAUTION: BE CERTAIN THAT ALL BOLTS, NUTS AND WASHERS ARE INSTALLED IN
ACCORDANCE WITH FIGURE 1 (I.E. - THE BOLT LEGEND AND SKETCHES
A, B, C, AND D).
(9) Torque the bolt heads on the upper main spar cap and the nuts on the lower main spar cap as
specified in Figure 57-1, bolt legend. Torque the forward wing spar to fuselage attach nut as
specified in Figure 57-1, Sketch A. Torque the rear wing spar to fuselage attach nut as specified
in Figure 57-1, Sketch B.
(10) Install the wing jacks and tail support to the tail skid with approximately 250 pounds of ballast
on the base of the tail support. Remove the fuselage cradle and wing supports.
(11) If the left wing was removed, it is necessary that the pitot and static tubes be connected at the
elbows located within the cockpit at the wing butt line. Replace or install clamps where found
necessary.
(12) Connect the hydraulic brake line onto the fitting located within the cockpit at the leading edge
of the wing and the landing gear hydraulic lines at the fittings within the fuselage aft of the spar.
(13) Connect the leads to the appropriate posts on the terminal strip and install the washers and nuts.
(For assistance in connecting the electrical leads, refer to the electrical schematics in Chapter
91.) Place the clamps along the electrical harness to secure it in position and install the terminal
strip dust cover.
(14) Connect the fuel line at the fitting located inside the wing, by reaching through the access panel
on the forward inboard portion of the wheel well.
(15) Connect the aileron balance and control cables at the turnbuckles that are located within the
fuselage aft of the spar. After the left balance cable has been inserted through the bracket
assembly and connected, install a cotter pin cable guard into the hole that is provided in the
bracket assembly.
(16) Connect the flap by placing the flap handle in the full flap position; place the bushing on the
outside of the rod end bearing and insert and tighten bolt.
(17) Install the engine. (Refer to Installation of Engine, Chapter 71.)
(18) Check the rigging and control cable tension of the ailerons and flaps. (Refer to Rigging and
Adjustment of Ailerons, and Rigging and Adjustment of Flaps, Chapter 27.)
(19) Service and refill the brake system with hydraulic fluid in accordance with Servicing Brake
System, Chapter 12. Bleed the system as outlined in Chapter 32 and check for fluid leaks.
(20) Connect battery.
(21) Check the fluid level of the landing gear hydraulic system and fill in accordance with Servicing
Hydraulic Pump/ Reservoir, Chapter 12. With the airplane sitting on jacks, operate the gear
through several retraction and extension cycles to be certain that there are no hydraulic leaks.
Bleed the hydraulic system in accordance with Chapter 29. Ascertain that the landing gear is
down and locked.
(22) Service and fill the fuel system in accordance with Servicing Fuel System, Chapter 12. Open the
fuel valve and check for leaks and fuel flow.
(23) Check the operation of all electrical equipment, pitot and static systems.
(24) Remove the airplane from jacks.
(25) Install the cockpit trim panel assembly, spar box carpet, the front and back seats and wing root
rubber. Replace all the access plates and panels.
(26) Ground run airplane to verify proper operation of fuel and brake systems.
57-40-00
Page 57-9
3C17 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
2. Wing Aft Spar-to-Fuselage Attachment Hardware 100 Hour Inspection

Each 100 hours time-in-service, inspect the aft wing spar-to-fuselage attachment hardware for both the
right and left wings as follows:
NOTE: Perform the following with weight on wheels (i.e. – not on jacks).
A. Remove the lower wing-to-fuselage fairing in the area of the wing aft spar.
B. Lower the flaps to gain access to the head of the wing-to-fuselage attachment bolt.
C. Inspect the bolt for tightness in the fittings.
(1) If bolt is tight:
(a) Ensure that the washer(s) are in place on the bolt and ensure the bolts are torqued as specified
in Figure 57-1, Sketch B.
(b) Re-install the fairings and make a log book entry indicating completion of this inspection.
(2) If the bolt is loose:
(a) Remove the bolt and inspect the holes in the fittings for size and make sure no out-of-round
condition exists outside of allowable limits. The specified hole size for each fitting is:
0.3745 - 0.3765 (3/8) inch diameter.
(b) If the holes meet the requirements specified above, inspect gap between the fittings.
1) If gap is below 0.032 inches, it is acceptable to install a replacement nut P/N 404-
532 (MS21042-6), bolt P/N 402-915 (NAS464P6LA6), and washers P/N’s 690-629
(NAS1149F0663P) and P/N 690-620 (NAS1149F0632P) and torque as specified in
Figure 57-1, Sketch B. Ensure that 1½ threads of the bolt protrude from the nut.
2) If the gap is above 0.032 inches, install a thick or thin washer (or any combination) as
necessary to fill the gap, as described in Figure 57-1, Sketch B, prior to installation of
the nut/bolt combination above.
Note: If the gap (before shimming with washers) exceeds 0.15 inches, contact Piper
factory Technical Support through your Piper Dealer for further instructions.
(c) If the holes do not meet the requirements specified above, contact Piper Factory Techinical
Support through your Piper Dealer for further instructions.
(d) Upon successful disposition, re-install the fairings and make a log book entry indicating
completion of this inspection.
57-40-00
Page 57-10
April 15, 2012 3C18
PIPER AIRCRAFT
PA-44-180/180T
FLIGHT SURFACES
1. Aileron
(1) Disconnect the aileron control rod at the center hinge by removing the nut, washers, and bolt
from the rod end bearing. To simplify installation, note the location of the washers.
(2) Support the aileron and disconnect the inboard, outboard and center aileron hinges by removing
the nuts, washers and hinge bolts. Remove the aileron by lifting and pulling aft.
(1) Position the aileron in the wing and install the bolts, washers, and nuts at the hinges.
(2) Connect the aileron control rod to the aileron at the center hinge brackets with bolt, washers and
nut.
C. Aileron Balance (Refer to Figure 57-3.) (PIR-PPS50011-2.)
The ailerons have been statically balanced at the time of installation at the factory and normally should
not require rebalancing. Where possible the ailerons were set with the balance weight on the heavy
side of the limits to permit limited repair or paint touch-up without adjusting the balance weight. It
should be noted; however, that spare ailerons are delivered unpainted and the static balance will not
necessarily fall within the limits provided. The completed ailerons including paint should be within
the limits given in Figure 57-3. If the ailerons are not to be painted, the balance weight will probably
require adjustment. All replacement ailerons or ailerons that have been repainted or repaired should be
rebalanced according to the procedures given in this chapter. The static balance of the ailerons must
be as specified in the figures referenced above.
Before balancing any control surface, it must be complete including tip, trim/servo tabs as applicable
and tab actuating arms or push rods with bearings as applicable and all optional equipment which
is mounted on or in the control surface when it is flown, including paint, position lights and wiring,
static wicks, scuff boots, etc.
If optional equipment is added or removed after balancing, the control surface must be rebalanced.
During balancing, trim servo tabs must be maintained in the neutral position.
57-50-00
Page 57-11
3C19 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
A322
AN3-11A
AN960-10
MS20365-1032C
AN3-13A 63900-19 (2 REO.)
AN960-10
MS20365-1 032C
63900-20 (2 REO.)
SKETCH A SKETCH B
A288
AILERON/
HINGE
WING HINGE
/
AN3-7A AN3-7A
AN960-10 (3 REO.) AN960-10 (3 REO.)
2 REO. UNDER NUT 2 REO. UNDER NUT
MS20365-1 032C MS20365-1 032C
SKETCH C SKETCH D
Figure 57-2. Aileron and Flap Installation
57-50-00
Page 57-12
April 15, 2012 3C20
PIPER AIRCRAFT
PA-44-180/180T
A381
AN3-11A
A380
AN960-10L
MS20365-1 032C
//--- --- --- --

M\
I /-" J
/ ( \
/
/ I I
\ / /
/ '-./ /
/ /
I /
/
I /_~
~
SKETCH E SKETCH F
A313
( o
~
o
BOLT AN23-18
NUT AN310-3
WASHER AN960-10
COTTER PIN
MS24665-132
SKETCH G
Figure 57-2. Aileron and Flap Installation (cont)
57-50-00
Page 57-13
3C21 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
Figure 57-3. Aileron Balancing
2. Balancing Equipment and Procedure (Refer to Figure 57-3.) (PIR-PPS50011.)
The balancing must be done using a suitable tool capable of measuring unbalance in inch-pounds from
the hinge pin center line of the control surface. A suggested tool configuration is shown in Chapter 91.
Other tool configurations may be used, provided accuracy is maintained and recalibration capability is
provided. The tool shown in Figure 57-3 is calibrated by placing it on the control surface to be balanced
with the balance points over the control surface hinge center line and the balance bar parallel to the cord
line. Position the trailing edge support to align the tool with the control surface cord line and secure in
this position. Remove the tool without disturbing the trailing edge support and balance the tool by adding
weight to the light end as required. (The movable weight must be at the center line of the bar.) Place the
tool on the control surface perpendicular to the hinge center line as shown in Figure 57-3. Read scale when
the bubble level has been centered by adjustment of the movable weight and determine the static balance.
If the static balance is not within the limits specified. proceed as follows:
(1) Leading Edge Heavy: This condition is highly improbable; recheck measurements and
calculations.
(2) Trailing Edge Heavy: There are no provisions for adding weight to balance weight to counteract
a trailing edge heavy condition; therefore, it will be necessary to determine the exact cause of the
unbalance. If the aileron is too heavy because of painting over old paint, it will be necessary to
strip all paint from the aileron and repaint. If the aileron is too heavy resulting from repair to the
skin or ribs, it will be necessary to replace all damaged parts and recheck the balance.
57-50-00
Page 57-14
April 15, 2012 3C22
PIPER AIRCRAFT
PA-44-180/180T
3. Skin Bead Repair (See Figure 57-4.)

CAUTION: CONTROL SURFACE SKINS MUST BE REPLACED IF THEY SUSTAIN DAMAGE
OR EXHIBIT CRACKS. LIMITED REPAIRS TO aileron SKINS ARE AUTHORIZED
ONLY AS PROVIDED IN THIS MANUAL.
A. Limitations
NOTE: These repairs are authorized only as a temporary measure until replacement parts (i.e. - skins)
can be obtained and installed.
In PA-44-180 airplanes only, repair of minor cracks in aileron surface skins only is authorized, but
limited as follows:
(1) Cracks of no more that 0.5 inch at the ends of the skin stiffening beads;
(2) No more than two cracks per surface side.
(3) Cracks are limited to either end of a bead (see Figure 57-4), but not on the same bead;
(4) For wrap-around skins, two crack repairs are acceptable per side, but repairs may not be opposite
to one another on opposite sides (i.e. - top and bottom or left and right).
B. Procedure
Only cracks confined to the bead end area shown in Figure 3 may be repaired.
(1) Cracks 0.5 inch long or less may be repaired by stop drilling;
(2) Stop drill the extreme ends of the crack with a #50 (0.070) drill.
Note: Cracks stop drilled once cannot be stop drilled again, should crack growth continue.
TYPICAL BEAD
0.5 INCH MAX.
0.25 INCH
FORE AND AFT
TYPICAL CRACK
CONTROL SURFACE SKIN
CRACK LIMIT LINE
Figure 57-4. Skin Bead Repair
57-50-00
Page 57-15
3C23 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
4. Aileron Skin Replacement (See Figure 57-5.)

A. Limitations
The PA-44-180/180T ailerons are designed with a built-in twist. The geometry between the aileron
trailing edge and its hinge points must be maintained if an aileron skin is replaced.
B. Procedure
Caution: the aileron design incorporates a twist. Failure to use a
suitable holding fixture when removing and replacing an
aileron skin will result in a repaired aileron which is not
airworthy.
(1) Construct a holding fixture per Piper Kit No. 88427-002.
(2) Mount the existing aileron in the holding fixture as shown in Figure 57-5 and verify correct
alignment of the aileron trailing edge by sighting along a string stretched tightly between the
appropriate sight hole in each end plate.
(a) If the aileron trailing edge alignment is off at any point, or any hinge point, jig, or T-pin fails
to align and engage properly; replace the aileron.
(b) If alignment is verified as correct, proceed with step (3).
(3) Remove the skin or skins to be replaced.
(4) Cleco the new skin or skins in place and verify the aileron trailing edge alignment is correct.
(5) Rivet the new skin or skins in place and verify the aileron trailing edge alignment is correct.
5. WING FLAP
(1) Extend the flaps to their fullest degree and remove the bolt and bushing from the rod end bearing
by use of an angle or offset screwdriver.
(2) Remove the nuts, washers, bushing, and hinge bolts that hold the flap to the wing assembly.
(3) Pull the nap straight back off the wing.
Note: The inboard trailing edge of the flap should clear the fuselage by 0.20–0.50 inch. When
installing a new flap, trimming is permissible to obtain proper clearance.
(1) Replace the wing flap by placing the flap into its proper position and inserting the hinge bolts,
bushings, washers and nuts.
(2) With the flap control in the full flap position, place the bushing on the outboard side of the rod
end bearing and insert and tighten the bolt.
(3) Operate the flap several times to be certain it operates freely.
57-50-00
Page 57-16
April 15, 2012 3C24
PIPER AIRCRAFT
PA-44-180/180T
LEFT AILERON RIGHT AILERON
A_--.--J~~~~A
VIEW A-A
Figure 57-5. Aileron Holding Fixture
57-50-00
Page 57-17
3C25 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
88427 A
TRAILING EDGE SIGHT LINES
LEFT AILERON SHOWN
Figure 57-5. Aileron Holding Fixture (cont.)
57-50-00
Page 57-18
April 15, 2012 3C26
CHAPTER
PROPELLER
301
PIPER AIRCRAFT
PA-44-180/180T
Chapter 61 - Propellers
Table of Contents
Chapter Grid
Section Subject No.
61-10-00 PROPELLER ASSEMBLY 3D3

Maintenance of Propeller 3D3
Removal of Propeller 3D3
Cleaning, Inspection and Repair of Propeller 3D3
Installing Propeller 3D3
Blade Track 3D6
61-20-00 CONTROLLING 3D6

Propeller Governor 3D6
Removal of Propeller Governor 3D6
Installation of Propeller Governor 3D6
Rigging and Adjustment of Propeller Governor
(S/N’s 44-7995001 thru 44-8195026 and 44-8107001 thru 44-8207020) 3D7
Rigging and Adjustment of Propeller Governor (S/n’s 4495001 3D8
Engine Synchrophaser 3D8
Test Equipment 3D8
Ground Test 3D12
Prop-Synch Switch 3D13
Removal and Installation of Prop-Synch Switch 3D13
Pulse Generator(s) 3D13
Removal of Pulse Generator(s) 3D13
Installation and Coordinated Timing of Pulse Generator(s) 3D15
Post Installation Check 3D16
Flight Check 3D16
Propeller Unfeathering System 3D17
Accumulator Service 3D17
61 - CONTENTS
Page 1
3D2 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
PROPELLER ASSEMBLY.
I MAINTENANCE OF PROPELLER.
REMOVAL OF PROPELLER.
1. Insure that the master and magneto switches are off.

2. Move fuel selector to off position.
3. Place the mixture control in idle cut-off.
4. Note position of each component to facilitate reinstallation.
5. Remove the screws from around the spinner assembly and remove spinner. (Refer to latest revision of
Hartzell Service Instructions No. 118.)
6. Remove the safety wire from the six propeller nuts on studs and remove studs.
7. Place a drip pan under the propeller to catch oil spillage, then remove the propeller.
CLEANING, INSPECTION AND REPAIR OF PROPELLER.
1. Check for oil and grease leaks.

2. Clean the spinner, propeller hub interior and 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 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, the pitch change mechanism should be removed so that each blade can be
checked individually. If blades are tight, the propeller should be disassembled.
7. Inspect blades for damage or cracks. Nicks in leading edges of blades should be filed out and all edges
rounded, as cracks sometimes start from such places. Use fine emery cloth for finishing. (Refer to Figure
61 -1 for propeller blade care.) Each blade face should be sanded lightly and painted, when necessary, with a
flat black paint to retard glare. A light application of oil or wax may be applied to the surfaces to prevent
corrosion.
8. It is recommended that for severe damage, internal repairs and replacement of parts, the propeller should be
referred to the Hartzell Factory or an authorized Service Station.
9. Grease blade hub through zerk fittings. Remove one of the two fittings for each propeller blade, alternate the
next time. Apply grease through the zerk fitting until fresh grease appears at the fitting hole of the removed
fitting. Care should be taken to avoid blowing out hub gaskets.
10. Check condition of the propeller mounting nuts on studs.
INSTALLING PROPELLER.
1. Insure master and magneto switches are off.

2. Place fuel selector to off position.
3. Place mixture control in idle cut-off.
61-11-01
Page 61-01
3D3
PIPER AIRCRAFT
PA-44-180/180T
EXAGGERATED VIEW OF
NICK IN LEADING EDGE EXAGGERATED VIEW OF EXAGGERATED VIEW OF
SURFACE CRACK NICK IN FACE OF BLADE
BLEND DEEPEST
PORTION OF NICKS
INTO LEADING EDGE
ALIGNMENT WITH
SMOOTH CURVES
NOTE: RECOMMENDED METHOD FOR REMOVING

NICKS, CRACKS, AND SCRATCHES IS BY
USING RIFFLE FILE AND/OR CROCUS CLOTH.
Figure 61-1. Typical Nicks and Removed Method
4. Observe the starter ring gear to make sure it is mounted properly on the engine crankshaft flange. One of
the bushings on the crankshaft is stamped with an "0" mark and it must be inserted in the starter ring gear
hole. likewise identified with an "0" mark.
5. Wipe crankshaft and propeller pilot to assure that no chips or foreign matter enter the propeller mechanism.
6. Check interior of propeller hub for proper seating of O-ring. Wipe inside of hub to remove any traces of dirt.
Check to see that O-ring is covered with grease.
7. Raise propeller into position so that each stud mates with an engine flange bushing and screw each stud in a
few threads at a time until all are tight. Torque to 60 to 70 foot pounds. (Refer to Figure 61-2 for additional
information on three blade propeller installation.)
8. Check the propeller blade track.
9. Safety the propeller mounting bolts with MS20995-C41 safety wire.
10. Install the spinner torque cap bolts 35 to 40 inch pounds.
CHART 6101. PROPELLER TORQUE LIMITS

DESCRIPTION REQUIRED TORQUE
Propeller Mounting Nuts 60 - 70 Foot-Pounds
Forward Bulkhead Attachment Bolts 20 - 22 Foot-Pounds
Spinner Attachment Screws 20 - 25 Inch-Pounds
61-11-03
Page 61-02
304
PIPER AIRCRAFT
PA-44-180/180T
NUT AND BOLT

TORQUE 20 TO 22 FT. LBS.
(4 EACH ON TWO BLADE PROP.)
(6 EACH ON THREE BLADE PROP.)
SPINNER~ /CER
SCREWS ~
CHECK NUT SUPPLIED WITH

PROP. TORQUE 15 TO 20 FT. LBS.
SAFETY WITH 0.041 SAFETY WIRE
LOCK NUT.
TORQUE
15 TO 20 FT. LBS. TORQUE 60 TO 70 FT.
LBS. AND SAFETY
WIRE IN PAIRS
WITH 0.041
SAFETY WIRE
LOCATE ONE BLADE :;?~~,

IN TH IS POSITION
(BOTH ENGINES)
,~
SECTION A - A
(THREE BLADE PROP.
INSTALLATION ONLY)
NOTE
INSTALL A 169-7 SPACERS AS NECESARY (8 MAX.)
BETWEEN LOW PITCH STOP CHECK NUT AND AFT
FACE OF FORWARD SPINNER BULKHEAD TO OBTAIN
ALIGNMENT OF AFT ATTACHMENT HOLES IN SPINNER
WITH HOLES IN AFT SPINNER BULKHEAD.
Figure 61-2. Propeller Installation (Two and Three Blade Propellers)
61-10-00
Page 61-3
3D5 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
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 .0625 inch - may be an indication of bent blades or improper
propeller installation. Check blade track as follows:
1. With the engine shut down and blades vertical, secure to the aircraft a smooth board 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 propeller by hand to bring the opposite blade down. Center the tip and scribe a pencil
line as before and check that lines are not separated more than .0625 inch.
3. Propellers having excess blade track should be removed and inspected for bent blades. Constant speed
propellers should be checked for parts of sheared "0" ring, or foreign particles, which have lodged
between hub and crankshaft mounting faces. Bent blades will require repair and overhaul of assembly.
CONTROLLING.
PROPELLER GOVERNOR.
REMOVAL OF PROPELLER GOVERNOR.
1. Remove the upper engine cowl.
2. Disconnect the
A. Control cable end from the governor control arm. (Sin's 44-7995001 thru 44-8195026 and 44-
8107001 and up.)
B. Control rod rod end bearing from the governor control arm. (Sin's 4495001 and up)
-NOTE-
Have a means available to catch oil that will drip from governor
when the oil line is disconnected.
3. Disconnect the governor oil line from the governor. (Sin's 4495001 and up)
4. Remove the governor mounting stud nuts. It will be necessary to raise the governor as the nuts are
being removed before the nuts can be completely removed.
5. Remove the mounting gasket. If another unit not substituted, and the governor is to be removed for a
considerable length of time cover, the mounting pad to prevent foreign matter.damage.
INSTALLATION OF PROPELLER GOVERNOR.

1. Clean the mounting pad thoroughly. Ensure that there are no foreign particles in the recess around the
drive shaft.
2. Place the governor mounting gasket in position with the raised portion of the screen facing away from
the engine.
3. Align the splines on the governor shaft with the engine drive and slide the governor into position.
4. With the governor in position, raise the governor enough to install washers and start mounting nuts.
Torque nuts 110 to 150 inch-pounds.
5. Connectthe:
A. control cable end to the governor control arm. The ball stud is installed in the inner hole of the
control arm. (Sin's 44-7995001 thru 44-8195026 and 44-8107001 and up.)
B. Control rod rod end bearing to the governor control arm. (Sin's 4495001 and up)
61-21-00
Page 61-04
3D6
PIPER AIRCRAFT
PA-44-180/180T
6. Adjust governor control per the following paragraph.
7. Install engine cowl.
RIGGING AND ADJUSTMENT OF PROPELLER GOVERNOR. (Sin's 44-7995001 thru 44-8195026

and 44-8107001 thru 44-8207020.) (Refer to Figure 61-3.)
FULL LOW
PITCH = 14°
~-ARM
CONTROL
4 ;
I
NEUTRAL
=4]0 30'
/~/\
RPM
ADJUSTMENT KCH~-CONTROL
SCREW ~----~.~ WHEEL
-') FEATHER
/' = 47° 30'
-~ I
--2~l
LOCKNUT
Figure 61-3. Propeller Governor Figure 61-3. Propeller Control Adjustment

(Sheet 1 of 2) (Sheet 2 of 2)
1. Start engine. Park 90° to wind direction and warm in normal manner.
2. To check the high rpm, low pitch setting, move the propeller control all the way forward. The governor
(speed) control arm should be against the high rpm (fine) adjusting screw. With the throttle full
forward, engine rpm should be 2700 rpm. If not, adjust the high rpm setting as follows:
A. Shut down the engine. Remove the upper engine cowl.
-NOJE-
One revolution of the fine adjustment screw will increase or
decrease the engine speed approximately 20 rpm.
B. Using the (fine) adjustment screw, adjust the governor to 2700 rpm. Loosen the high rpm (fine
adjustment screw) locknut. Turn the screw clockwise to decrease engine speed or counterclock-
wise to increase engine speed.
C. Install upper engine cowl. Repeat step b to ensure proper rpm setting.
D. After completing the high rpm adjustment, run the self-locking nut on the fine adjustment screw
against the base projection to lock.
E. Check that the governor control arm is adjusted to the proper angle on the control wheel as shown
in Figure 61-3 (Sheet 1 of2).
61-10-00
Page 61-05
3D7
PIPER AIRCRAFT
PA-44-180/180T
F. After completion of the high rpm adjustment, adjust the control system so that the governor con-
trol arm will contact the high rpm stop. The cockpit control lever should be .031 to .062 of an
inch from its full forward stop. (Refer to Figure 61-4, Sheet 2 of 2) To adjust the control travel,
disconnect the control cable end from the control arm. Loosen the cable jam nut and rotate the
end to obtain the desired level clearance. Connect the cable end and tighten jam nut.
G. It is only necessary to adjust the governor control system high rpm setting. This action
automatically satisfies the positive high pitch setting.
RIGGING AND ADJUSTMENT OF PROPELLER GOVERNOR. (Sin's 4495001 and up.) (Refer to
Figure 61-4.)
Information Pending.
ENGINE SYNCHROPHASER. (Sin's 44-7995001 thru 44-8195026 and 44-8107001 thru 44-8207020.)
(Refer to Figures 61-5 and 61-6.)
The synchronizer installation is a Hartzell system which utilizes two pulse generators, a computer, and an
electrically slaved, mechanically operated propeller governor.
With this system, the right engine is utilized as the slave engine and the left engine as the master. The
pulse generators, attached in line with the tachometer cables or rods, on the 44-180 installation are intercon-
nected through the computer which senses the speed of the engines through the magnetic pickups in the pulse
generators. The computer synchronizes the right engine to the left, through a solenoid in the right propeller
governor (slave governor) .
TEST EQUIPMENT.
The Hartzell B-4467 -1 Test Set should be used to perform the following tests. The test lights, as they
appear on the set, are defined as follows:
1. POWER light on, indicates power supply to the system computer is of the correct polarity.
-NOTE-
If the engine lights come ON, and STAY ON, when the propellers
are rotated, the pulse generator(s), cables, or tester are defective.
2. RIGHT ENGINE and LEFT ENGINE lights ON, indicate that their respective pulse generator is
wired, and working properly.
3. MANUAL and PHASE lights ON, indicate that, each respective function of the propeller synch switch
is wired correctly.
-NOTE-
The propeller governor with the solenoid is a Hartzell supplied
product. Contact Hartzell for replacement of coil or governor or
Piper for replacement of entire assembly. Hartzell also has the
D-4469 Computer Analyzer unit, which can be purchased from
them, to test the computer.
4. The COIL light ON indicates that the circuit for the propeller governor solenoid coil is correctly wired.
An open circuit, or a grounded wire on Pin 8 is indicated, should the COIL light fail to illuminate.
5. COIL SHORT light ON, indicates an internal dead-short in the right engine propeller governor sole-
noid coil, or a short between the coil leads. The light may also come on if power supply voltage
exceeds 14 volts.
61-10-00
Page 61-06
3D8
PIPER AIRCRAFT
PA-44-180/180T
3D9
PIPER AIRCRAFT
PA-44-180/180T
PULSE
GENERATOR
DRIVE
GOVERNOR
TACH DRIVE CABLE

(ON 180 ONLY)
TACHOMETERS ' _-....u..;1 - _ _ _ _
(ON 180 ONLY) --

I ~,
F-
1
SYNCROPHASI~q
COMPUTER)
~
_ _ _ 2::::..:.:.--~~
0 0 _----- ~/
--
TACH DRIVE CABLE

(ON 180 ONLY)
PULSE
GENERATOR
SLAVE
GOVERNOR
Figure 61-5. Synchrophaser System Installation

(Sheet 1 of 2)
61-10-00
Page 61-8
3DIO
PIPER AIRCRAFT
PA-44-180/180T
AUTO-SYNC
SWITCH
POWER
QUADRANT
VIEW LOOKING AT POWER QUADRANT

CROSS SECTION A - A
NOTE
TACH. DRIVE END
IS CAPPED ON
180T INSTALLATION
PLUG
MS31 06A 1OSL -3S
CABLE TO
COMPUTER
PULSE GENERATOR
(PHASE GENERATOR) A4478 PULSE GENERATOR POSITION
ORIENTATION DEPENDS ON SET UP
TACH DRIVE END PROCEDURE AND MAY BE IN A
(ON 180 ONLY) DIFFERENT ROTATED POSITION THAN
DEPICTED. THE GENERATOR SHOULD
ALWAYS BE IN THE REAR OPENING
VIEW LOOKING THROUGH ACCESS JlANEL
ON NACELLE CROSS SECTION B - B
Figure 61-5. Synchrophaser System Installation

(Sheet 2 of 2)
61-10-00
Page 61-09
3D11
PIPER AIRCRAFT
PA-44-180/180T
GENERATOR SHOWN CENTERALIZED - KEYWAY

IN SHAFT ALIGNED WITH TIMING MARK
ENGINE
CABLE END
TIMING MARK AND

~~===-- SHAFT KEYWAY
(TIMING NOTCH)
TACH DRIVE END

(PA-44-180 ONLY)
SECTION A - A
Figure 61-6. Pulse Generator Assembly
GROUND TEST. PPS-50041C
The purpose of the following procedure is to make sure all circuits and the propeller governor solenoid coil
are functioning properly.
-NOJE-
Before starting test, check that the B-4467-1 test box is being
used. Ensure that all system hardware and equipment, except
the computer, are installed and connected properly to the wiring
harness. Do not plug the computer in until the entire test has
been satisfactorily completed
1. Loosen the nose cone and tilt it forward to make access to the computer station 21.55 on the left side
of the aircraft.
2. Disconnect the main wiring harness from the computer and connect the test box in its place.
-NOJE-
If the proper lights fail to illuminate, check the input voltage.
If necessary, use an auxiliary power source to obtain at least 12-
volts dc.
3. Place the master switch in the ON position. With at least 12 to 14 volts dc applied to the system, the
power and coil lights should illuminate.
61-10-00
Page 61-10
3D12
PIPER AIRCRAFT
PA-44-180/180T
-NOJE-
With the exception of the coil short light, disregarded other
lights that may come on at this time .
5. The illumination of the coil short light indicates that the solenoid coil in the right (slave) propeller
governor is shorted. Position the aircraft master switch to OFF and replace the coil or governor.
-NOJE-
It may be necessary to rotate the propeller two full turns to
illuminate or extinguish the light.
6. If the light for the right engine is OUT, rotate the propeller in the direction of normal rotation until it
becomes lit.
7. If the light is illuminated, rotate the propeller as explained in Step 6, until it just extinguishes.
8. Repeat Steps 6 and 7 for the left engine.
9. Place the synchronization prop-synch switch on the power control quadrant in the manual position.
10. Check to see that the MANUAL light is illuminated on the test box, and the PHASE light extinguished.
When the switch is set to the auto-synch position, the PHASE light should illuminate.
11. If any test set lights did not operate properly, check the following:
A. Wiring harness for shorts.
B. Open circuit breaker.
C. Broken wires.
D. Wires connected to the wrong pins.
E. Compliance with schematic/wiring diagram.
F. Malfunctioning pulse generator as explained in Figure 61-7.
12. If the wiring harness checks good, but the right or left engine, or coil light does not function properly,
check the pulse generator as explained in Figure 61-7, Pulse Generator Backup Test. Replace the
generator or governor as necessary.
PROP-SYNCH SWITCH.
REMOVAL AND INSTALLATION OF PROP-SYNCH SWITCH.
1. Remove the knobs from the control levers. Remove the upper control quadrant cover.
2. Remove the retaining nut from the toggle side of the switch; remove the switch from the cover.
3. Slide the shaded wire protective covering off the soldered connections.
4. Make a note of where each specific wire is soldered; remove the wires from their terminals.
5. Install the wires on the new switch as noted. Install the switch in the opposite manner of removal.
Install the switch in the cover with the barrel keying slot in the MANUAL direction of the switch.
PULSE GENERA TOR(S).

REMOVAL OF PULSE GENERA TOR(S). (Refer to Figure 61-6.)
1. The pulse generator is located behind the access panel on the outboard side of each nacelle just above
the leading edge of each wing, Refer to Figure 6-3 (cont.)
2. Remove the electrical connection. Remove the four screws fastening the bracket (to which the pulse
generator is attached) to the web; pull the unit through the access hole. If the tachometer cables are
too tight, loosen or remove the clamps holding them.
61-10-00
Page 61-11
3D13
PIPER AIRCRAFT
PA-44-180/180T
SCHEMATIC OF FABRICATED TESTER
RESISTOR
MIN.5K
ALiGATOR
CONNECTIONS
SOLDER
CONNECTIONS
FABRICATED TESTER SET-UP
A4478 PULSE GENERATOR

POSITION ORIENTATION
DEPENDS ON SET-UP
PROCEDURE AND MAY BE
DIFFERFENT THAN DEPICTED
5K RESISTOR
VOLTMETER
(V.M.) HOOKUP
MS3196A-3S
MODIFIED PLUG
To check the pulse generator, disconnect the drive cables and make note of the generator shaft
position. Connect this setup to the generator, and with a small screwdriver rotate the shaft. The
voltmeter should peak out each time the slot in the appropriate end of the shaft, reaches the notch
In the housing.
Figure 61-7. Pulse Generator Backup Test
61-10-00
Page 61-12
3D14
PIPER AIRCRAFT
PA-44-180/180T
3. Disconnect the tachomoter cable(s). Tape cable(s) to the aircraft to prevent itlthem from falling into
the nacelle.
4. Remove the pulse generator from the bracket by releasing the lock tab washer and unscrewing the
reliance nut. Note location of the electrical plug relative to the plate to facilitate installation.
INSTALLATION AND COORDINATED TIMING OF PULSE GENERATORS. (Refer to Figures 61-5

and 61-6.)
-NOJE-
For proper operation of the synchronization system, adjust pulse
generators while attached to the aircraft. If a pulse generator has
been removed, centralize the shaft before installing. Make final
adjustments with the pulse generator loosely attached to its
bracket.
1. With the pulse generator mounting bracket removed from the airplane, loosely attach the generator to
the bracket. The top of the bracket is the bent out edge.
2. Rotate the propeller of the affected engine in its proper direction until the forward outboard cylinder is
at the top dead center (TDC) of its compression stroke.
3. After determining the keyway in the tachomoter drive end of the generator is aligned with the timing
mark on the housing, approximate the position of the mounted bracket and attach the drive cable from
the engine to the inboard side of the generator. If the cable will not line up in the unrotated generator
shaft, rotate the generator on the bracket till the cable fits. Be sure the slot in the tachometer drive end
still lines up with the timing mark.
-NOJE-
The lights on the test box for the left and right engine pulse
generators will remain illuminated for several degrees of
rotation of the generator housing. The correct timing position,
however, is at the point where the light just comes on.
4. Install the power cable.

5. Positioned as shown in Figure 61-5. Temporarily install the bracket on the nacelle web with a screw on
each side to hold it firmly, and again check that the timing mark and slot align.
6. If the opposing generator was removed proceed with steps 1 through 5 above. If the opposing generator
has not been removed, and the light on the test box for this engine does not come on, proceed as follows:
A. Remove the pulse generator as previously described and, if appropriate, the driven cable
(tachometer cable). Release the lock tab washer, and slightly release the reliance nut so that the
generator can be rotated on its bracket.
B. Temporarily reinstall the assembly with only one screw on each side of the bracket and rotate the
generator housing till the timing mark aligns with the key slot in the shaft.
7. With both engines at the TDC of their compression strokes, check to see if their respective lights on the
test set are ON.
-NOJE-
The correct timing position is signified where and when the light
JUST comes on.
61-10-00
Page 61-13
3D15
PIPER AIRCRAFT
PA-44-180/180T
8. If the test set lights are NOT ON, rotate the required generator (in the opposite direction of the other)
on its bracket to its exact point the light comes on. If BOTH LIGHTS ARE OFF on the test set, rotate
the generators to their timing mark alignments. Remember to turn opposing generators in opposite
directions in reference to viewing each through their access holes.
-NOTE-
Any time a question develops as to the condition of a generator,
test the generator as explained in Figure 61-7.
9. Tighten the reliance nuts as much as possible to prevent the generators from turning; cross mark the
generators to their brackets.
10. Carefully remove bracket and generator.
11. Check mark on bracket and generator to make sure the generator has not moved, and tighten the
reliance nuts on the generators to secure them on their brackets. Bend the tab washer to lock the
reliance nut in place.
12. Permanently install assemblies and perform the ground test.
13. Check to make sure the propeller synch switch is in the manual position.
POST INSTALLATION CHECK.

1. Refer to the wiring diagram in Chapter 91 and check that all wiring has been correctly installed.
2. Check continuity between the pins of the Amphenol plug, 57-30140, to see that any two pins are not
shorted together. 1his usually occurs between pins that are side by side. Plug the harness into the computer.
3. Connect a DC ammeter with at least a two amp scale in series with one of the governor wires. Refer to
the wiring diagram to be sure the ammeter is connected with the proper polarity. The solenoid coil
gets its power from pin 13 of the Ampheno157-30140 plug.
4. Put the prop-synch switch in the MANUAL position and turn the ship's master switch on. The current
reading should go immediately to about one amp and rest there. Turn the master switch off and connect
the governor wire into the harness.
5. Connect a voltmeter from pin C of the MS3106A lOSL-3S plug at the pulse generator to ground. With
the master switch ON, rotate the engine either direction. The voltage reading should alternate from
zero to about twelve volts once for every two revolutions of the propeller.
-NOTE-
See Figure 61-7 for a backup check on the pulse generators.
FLIGHT CHECK. PPS-55041C
-NOTE-
1his operation must be conducted by two people; one to concentrate
on flying and the other to conduct the check procedure.
1. Before starting engines make sure the prop-synch switch is in the manual position.
2. Attain a cruise altitude and set the power controls at 75% power.
3. Beat synchronize the propellers manually.
4. Increase or decrease the propeller speed by 30 RPM with the propeller control.
5. Move the prop-synch switch to its auto-synch position. If synchronization is not accomplished, repeat
the above procedure but using 25 RPM instead of 30 RPM.
6. If synchronization still is not accomplished repeat the Ground and Installation Checks.
61-10-00
Page 61-14
3D16
PIPER AIRCRAFT
PA-44-180/180T
PROPELLER UNFEATHERING SYSTEM.
The optional propeller unfeathering system provides a means for storing air and oil pressure in an
accumulator so that the propeller may be moved out of the feathered position when so desired. Refer to the
Pilot's Operating Handbook for proper operating procedures.
ACCUMULATOR SERVICE.
-WARNING-
WHEN REMOVING THE UNIT FROM THE AIRPLANE,
COMPLETELY DISCHARGE ALL NITROGEN PRESSURE
BEFORE DISCONNECTING THE OIL LINE, .
This is a free piston type accumulator that is charged with nitrogen to a working pressure of 90 to 100 psig
at normal room temperature. Accumulator overhaul should coincide with governor overhaul. Refer to
McCauley - Service Manual No. 780401 for detailed instructions.
General servicing of the accumulator during its use between overhauls consists of periodically checking
the nitrogen charge and visually inspecting the unit for any oil leaks. Refer to the Pilot's Operating Handbook
for proper operational check procedure.
61-10-00
Page 61-15
3D17
PIPER AIRCRAFT
PA-44-180/180T
1. GOVERNOR ASSEMBLY
2. ACCUMULATOR
3. HOSE BRACKET
4. BRACKET
Figure 61-8. Propeller Unfeathering System.
61-10-00
Page 61-16
3D18
PIPER AIRCRAFT
PA-44-180/180T
GRIDS 3D19 AND 3D20

3D19
CHAPTER
POWER PLANT
3021
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 71 -POWER PLANT
CHAP1ER
71-00-00 GENERAL 3D23

71-01-00 Description 3D23 PR 6-20
71-02-00 Troubleshooting 3D23
71-03-00 Removal of Engine 3E6 2 - 81
71-04-00 Installation of Engine 3E11 PR 6-20
71-05-00 Engine Pre-oil 3E11 8 - 80
71-10-00 COWLING 3E12
71-11-00 Cowling Maintenance 3E12 Al - 83
71-11-01 Removal and Installation of Engine
Cowling 3E12
Engine Cowling 3E12
71-12-00 Engine Cowl Flaps 3E12
71-12-01 Operation and Adjustment of Cowl
Flaps 3E12
71-20-00 MOUNTS 3E14
71-21-00 Engine Shock Mounts 3E14 Al - 83
71-21-01 Installation of Engine Shock Mounts 3E14 PR 6-20
71-60-00 AIR INTAKES 3E14
71-61-00 PA -44-180 Induction System 3E14
71-61-01 Removal and Installation of PA-44-180
Air Filter Housing 3E14
71-61-02 Inspection, Removal, and Installation
of Carburetor Air Box (180) 3E14
71-61-03 Removal and Installation of PA-44-180
Carburetor Heat Shroud 3E16
71-62-00 PA -44-180T Sniffle Valve Maintenance 3E16
71-63-00 PA -44-180T Induction System 3E17
71-63-01 PA-44-180T Air Inlet Filter Housing
Inspection and Maintenance 3E17
71-63-02 Maintenance and Inspection of
PA -44-180T Compressor Inlet Duct
and Alternate Air Door 3E17
71-63-03 Compressor to Carburetor Intake
Assembly 3E19
71 - Cont.lErree.
Page-l
3D22
PIPER AIRCRAFT
PA-44-180/180T
GENERAL.
TIlis chapter covers the power plants used in this airplane, and is comprised of instructions for the removal
and installation, minor repairs, and service.
DESCRIPTION.
The PA-44-180, sin's 44-7995001 through 44-8195026 are powered by two 0-360-EIA6D or LO-360-
EIA6D Textron Lycoming engines rated at 180 horsepower each. Sin's 4495001 and up are equipped with
two 0-360-AIH6 or LO-360-AIH6 Textron Lycoming engines rated at 180 horsepower each.
-CAUTION-
To ensure adequate outflow through oil breather tube on
-AIH6 engines, do not permit cutout in shroud around
breather vent holes to become blocked.
The -AIH6 model engines have the oil breather pipe wrapped in a sheath to decrease the probability of
condensation freezing and blocking the pipe during winter operations. (Refer to Figure 71-1, Sheet 2 of 3.)
Both model power plants used on the PA-44-180 are four cylinder, horizontally opposed units. See
Chapter 6, Leading Particulars, for the differences between these two engine models operating limits.
The PA-44-180T Turbocharged Seminole uses T0360-EIA6D and LTO 360-EIA6D Textron Lycoming
engines. These engines are very similar to those used in the normally aspirated version with the exception of
the turbocharger and related peculiarities. Notable differences involve a sniffle valve, change in timing, and a
change in maximum permissible oil pressure during engine start and warmup. The turbocharged version is set
to maintain 75%, power to approximately 20,000 ft. density altitude. TIlis engine also incorporates a bypass
overboost valve but should not be adjusted except by Lycoming procedures. Induction air is forced through
an Airsearch TA04 turbocharger where it is compressed prior to reaching the carburetor. Leading particulars on
the engine can be found in Chart 601 in Chapter 6.
The propellers installed are Hartzell constant speed units. (Refer to Chapter 61 for complete detail and
service information.) The induction system on these engines consists of Marvel-Schebler HA-6 float type
carburetors with dry type air filters. Also incorporated with the carburetor on the PA-44-180, sin's
44-7995001 through 44-8195026, is a Piper installed carburetor ice detector.
The magnetos are:
1. PA-44-180, sin's:
A. 44-7995001 through 44-8195026 (Right Engine) = Bendix D4RN-2021 or D4RN 3021 (LW-382555-14)
(Left Engine) = Bendix D4LN-2021 or D4LN 3021 (LW-382555-14))
B. 4495001 and up = Refer to Textron Lycoming Manuals (Slick 4270, 4273, 4202, 4230 Series).
2. PA-44-180T, sin's
A. 44-8107001 through 44-8107049 = Bendix D4RN-2021 D4LN-2021
B. 44-8107050 and up = Bendix D4RN 3021 or D4LN 3021
The Bendix magneto is a dual magneto utilizing a single drive. It incorporates an impulse coupling to provide
ignition at engine cranking speed. The engines on the PA-44-180, sin's 4495001 and up, utilize individual
left and right magneto with individual drives. The left magneto incorporates an impulse coupling to provide
ignition at engine cranking speed. (Refer to Chapter 74 for detailed information.)
TROUBLESHOOTING.
Troubles peculiar to the power plant are listed in Chart 7101 of this chapter, and consists of Troubles,
Probable Causes and Suggested Remedies. When troubleshooting these engines ground the magneto primary
circuit before performing any checks on the engines.
71-02-00
Page 71-01
3D23
PIPER AIRCRAFT
PA-44-180/180T
CHART 7101. TROUBLESHOOTING (ENGINE)

TROUBLE CAUSE REMEDY
Failure of engine to start. Lack of fuel Fill fuel tank. Check fuel
system for leaks. Clean dirty
lines, strainers or fuel valves.
Check fuel selector valve for
proper tank. Check fuel pressure
with electric boost pump ON.
Check mixture control knob
for full rich.
Overpriming Open throttle and unload

engine by engaging starter.
Mixture in idle-cut-off.
Incorrect throttle setting. Open throttle to one-eighth of

its range.
Defective spark plugs. Clean and adjust or replace

spark plugs.
Defective ignition wire. Check with electric tester and

replace defective wires.
Defective battery. Replace with charged battery.
Improper operation of magneto Clean points. Check internal

breaker. timing of magnetos.
Lack of sufficient fuel flow. Disconnect fuel line at fuel

injector and check fuel flow.
Internal failure. Check oil screens for metal

particles. If found, complete
overhaul of engine may be
indicated.
Water in fuel injector Drain fuel injector or carburetor

or carburetor. and fuel lines.
Failure of engine to Incorrect idle mixture. Adjust mixture.

idle properly.
Leak in the induction system. Tighten all connections in the
induction system. Replace
any parts that are defective.
71-02-00
Page 71-02
3024
PIPER AIRCRAFT
PA-44-180/180T
CHART 7101. TROUBLESHOOTING (ENGINE) (cont)
Failure of engine to idle Sniffle valve stuck open, 180T Clean or replace valve.
properly. (cont) only.
Fouled spark plugs. Clean or replace plugs.
Incorrect idle adjustment. Adjust throttle stop to obtain

correct idle.
Uneven cylinder compression. Check condition of piston rings

and valve seats.
Faulty ignition system. Check entire ignition system.
Insufficient fuel pressure. Adjust fuel pressure.
Low power and uneven Mixture too rich; indicated by Readjustment of carburetor
running. sluggish engine operation, red by authorized personnel is
exhaust flame at night. indicated.
Extreme cases indicated by
black smoke from exhaust.
Mixture too lean; indicated Check fuel lines for dirt or

by overheating and backfiring. other restrictions.
Leaks in induction system. Tighten all connections.
Defective spark plugs. Clean and gap or replace

spark plugs as necessary.
Improper fuel. Drain fuel tank and refill with

recommended grade fuel.
Magneto breaker points not Clean points. Check internal

working properly. timing of magnetos.
Defective ignition wire. Check wire with electric tester.

Replace defective wire.
Defective spark plug terminal Replace connections on spark

connectors. plug wire.
Sniffle valve stuck open, 180T Clean and/or replace valve.

only. Refer to sniffle valve this chapter.
71-02-00
Page 71-03
3E1
PIPER AIRCRAFT
PA-44-180/180T
Failure of engine to Leak in the induction system. Tighten all connections and
develop full power. replace defective parts.
Throttle lever out of adjustment Adjust throttle lever.
Sniffle valve stuck open, 180T Clean or replace valve.

only.
Turbocharger malfunctioning, Check for unusual noise in turbo.

180T only. If malfunction is suspected check
for damaged rotor assembly, for
possible rubbing in housing,
damaged rotor, coked bearings.
Repair or replace turbocharger.
Improper fuel flow. Check strainer, gauge and

flow at the fuel inlet.
Restriction in air induction. Examine air intakes and remove

restrictions.
Improper fuel. Drain and refill tank with

recommended fuel.
Faulty ignition. Tighten all connections. Check

system with tester. Check
ignition timing.
Exhaust system gas leakage, Inspect exhaust system for gas

180Tonly. leakage, gaskets at turbine inlet
flanges, etc., and correct as
applicable.
Improperly adjusted pressure Adjust valve.

relief valve, 180T.
Possible leak in lines to sniffle Inspect and repair. Refer to

valve. sniffle valve information in this
chapter.
Rough engine. Cracked engine mount. Replace or repair mount.
Defective mounting bushings. Install new mounting bushings.
71-02-00
Page 71-04
3E2
PIPER AIRCRAFT
PA-44-180/180T
Rough engine. (cont) Uneven compression. Check compression.
Low oil pressure. Insufficient oil. Fill sump with recommended oil.
Air lock or dirt in relief valve. Remove and clean oil pressure
relief valve.
Leak in suction line or Check gasket between accessory

pressure line. housing and crankcase.
Dirty oil strainers. Remove and clean oil strainers.
Defective pressure gauge. Replace gauge.
Stoppage in oil pump intake Check line for obstruction.

passage. Clean suction strainer.
High oil temperature. See "High Oil Temperature" in

"Trouble" column.
Leaking oil seal in turbo, Check for oil in turbo exhaust

180T only. outlet. Replace turbocharger.
Defective check valve in Disassemble and clean valve

turbocharger oil supply line, or replace.
180Tonly.
High oil temperature. Insufficient air cooling. Check air inlet and outlet of oil
cooler for deformation or
obstruction.
Insufficient oil supply. Fill oil sump to proper level

with specified oil.
Low grade of oil. Replace with oil conforming

to specifications.
Clogged oil lines or strainers. Remove and clean oil strainers.
Excessive blow-by. Usually caused by worn or stuck

rings.
71-02-00
Page 71-05
3E3
PIPER AIRCRAFT
PA-44-180/180T
High oil temperature. Failing or failed bearing. Examine sump for metal particles.
(cont) If found, overhaul engine.
Defective temperature gauge. Replace gauge.
Defective oil cooler lines. Check inside of oil lines for

obstruction flush out lines and
oil cooler.
Excessive oil consumption. Low grade of oil. Fill with oil conforming to
specifications.
Failing or failed bearings. Check sump for metal particles.
Wom piston rings. Install new rings.
Incorrect installation of Install new rings.

piston rings.
Failure of rings to seat (new Use mineral base oil. Climb to

nitrided cylinders). cruise altitude at full power and
operate at 75% cruise power
setting with high oil temperature
until oil consumption stabilizes.
Leaking oil seal in turbocharger, Check for oil in turbo exhaust.

180T only. Replace turbocharger.
Leaking or damaged oil lines. Replace item.
Poor acceleration. Idle mixture too lean. Readjust mixture.
Incorrect fuel air mixture. Service carburetor.
Wom control linkage or Tighten loose connections;

restricted air cleaner. and/or service air cleaner.
Ignition defective. Check ignition cables, plugs,

timing and magnetos.
Malfunctioning turbocharger, Check operation and listen for any

180Tonly unusual noises. Check overboost
valve and exhaust system for
defects. Tighten loose
connections.
71-02-00
Page 71-06
3E4
PIPER AIRCRAFT
PA-44-180/180T
Low fuel pressure. Restricted flow. Check and flush fuel lines.
Air leakage in fuel pump Locate and correct.

pressure line.
Fuel selector not to correct travel. Adjust fuel selector control.
Fluctuating fuel pressure. Vapor in fuel lines. Operate auxiliary pump till
system clears.
Fuel gauge line leak. Purge gauge line and tighten

connections.
White smoke emitting Turbo is coking, oil forced Clean or change turbocharger.
from exhaust, 180T only. through seal in housing.
71-02-00
Page 71-07
3E5
PIPER AIRCRAFT
PA-44-180/180T
REMOVAL OF ENGINE. (Refer to Figure 71-1.)
1. Make sure all electrical switches are turned off, and the battery ground wire is disconnected at the battery.
2. Move the fuel selector to its off position.
3. Remove the engine cowls. On the 180T a sniffle valve, attached to the inboard side of each bottom cowl,
must be removed from the cowl or disconnected from the manifold bleed line.
4. Remove the propellers per instructions in Chapter 6. Make sure to cap or cover the end of the crankshaft.
-Note-
After disconnecting any fuel, oil, or vacuum lines, make sure they and their fittings
are capped. To prevent any question arising at installation as to where certain lines or
fixtures need to be connected, items should be "TAGGED" or identified before
separation.
5. Remove the positive and ground leads from the starter. Disconnect from the engine mount and move the
leads clear of the engine. For the 180T also refer to Step 7, A.
6. The PA-44-180 engine is removed as follows:
A. Disconnect the primer system hose from the tee fitting at the rear of the engine, and tie it back out of
the way of the engine.
B. Disconnect the throttle, mixture, and carburetor heat controls and make sure they will not interfere
with removal. The carburetor can be removed if desired.
C. Disconnect the prop control cable from the governor and dismount the cable from the engine. Move
the cable out of the way, so as not to interfere with engine removal.
D. Separate the fuel supply hose from the "L" fitting at the rear of the engine and make sure it is clear of
the engine.
E. Remove the tubes from the intake drain valves, at the bottom of the engine.
F. Remove the ignition leads from the spark plugs, so they can be made clear of the engine mount. Tag
and note the leads as to which cylinder they affect, unscrew the support clamps, and cut the tie raps
retaining the leads to the engine mount. Remove the necessary grommets in the baffles and pull the
leads back to the rear of the engine. The leads and distributor caps should be removed from the
magnetos (making sure they are noted as to their installation), or coiled and wrapped so they can be
tied to the back of the engine to keep them out of the way.
7. The PA-44-180T engine is removed as follows:
A. Remove the safety wire and bolts retaining the magnetic pickup and bracket to the front of the engine.
B. Follow the cable for the primer solenoid back through the rear baffle and separate the plug. If the plug
is attached to the magneto harness, remove the tie rap and move the cable leading to the fuselage, clear
of the engine. The magnetic pickup must be protected against any adverse handling and should
therefore be taped or tied up out of the way.
C. Disconnect the fuel pump drain line and pressure feed line from their fittings on the pump, and
disconnect the pressure feed line from the carburetor. These lines must be made clear of the engine
before removal.
D. Unbolt the fuel supply hose from the fitting on the left rear side of the engine and make sure it is clear
of the engine during removal.
E. Remove the air cooling hose held to the fitting mounted on the left rear baffle.
71-03-00
Page 71-08
3E6
PIPER AIRCRAFT
PA-44-180/180T
F. Disconnect the oil cooler drain hose attached to the oil cooler shield.
G. Disconnect the throttle. mixture, and alternate air door control cables from their actuating arms.
H. The turbocharger is mounted to the engine such that the engine and turbocharger can be removed as a
unit or individually. For removal of the engine proceed as follows:
(1). If the turbocharger is to remain attached to the engine the compressor intake duct, turbine intake
pipe. and turbo exhaust pipe must be removed, refer to the back of this chapter for the removal of
the intake duct.
(2). The turbo can be removed by removing the compressor inlet duct, carburetor inlet duct, turbine
exhaust pipe. and engine manifold. It is recommended that the turbocharger be removed along
with its support plate. Make sure to disconnect any lubrication lines from the turbocharger, and
the engine.
I. Disconnect the propeller governor control cable and with any supporting fixtures removed, move the
cable clear of the engine.
8. The lines leading to the oil cooler circumvent the engine mount and must therefore be removed or one end
of each unattached from its fitting at either the cooler or the filter. Whichever method is followed, make
sure the open hoses and fittings are capped.
9. Remove the "P" leads at the magnetos. Install a cap or protective cover over each of the distributor blocks
openings.
1O.Disconnect the oil temperature lead at the top. aft end of the engine and make sure it is clear of the engine at
removal.
I1.Unscrew the tachometer cable out of the back of the engine and move clear for removal.
I2.Disconnect the vacuum lines from the pump. and if tied to any item being removed with the engine release
the line.
I3.Disconnect the oil breather tube from the back of the engine and make sure it is held clear of the engine.
I4.Disconnect the alternator leads, their cable attachments and move them clear of the engine.
I5.If desired. drain the oil from the engine.
I6.Remove the lifting lugs from the left side of the nose gear well. just aft of the starter solenoids.
I7.Attach a half ton (minimum) hoist to the lifting lugs using a strap arrangement.,
I8.Check the engine for anything still attached that might be damaged at removal. Make sure all lines and
fixtures are clear of the engine and the engine mount if attached to the engine.
19. Up-load the hoist just enough to take the weight off the mounts and remove the four engine mount
assemblies.
20.If the hoist is the type that rolls. move the engine and hoist forward so the engine moves out of the engine
mount. If the hoist is stationary or attached to an "overhead ham" carefully swing the engine forward out of
the mount. If the turbocharger is still attached to the engine (180T), the engine may have to be jockeyed
around. Be careful not to damage any attaching assemblies.
71-03-00
Page 71-09
3E7
PIPER AIRCRAFT
PA-44-180/180T
PA-44-18 INSTALLATION
(SIN'S 44-7995001 TH R U
44-81 95026).
\
'\ \
,c/
TORQUE ENGINE MOUNT TO FIREWALL

"~:9-- BOLTS 240-270 INCH-LBS. MAINTAIN 11/2
TO 2 THREADS EXPOSED THROUGH NUT
AN7-47A BOLT
AN960-716 WASHER
~
~ASHER SUPPLIED MS20365-720C N U T \
WITH KIT 2 EACH REQUIRED WASHER SUPPLIED
TORQUE TO WITH KIT
J9613-40 KIT
450 - 500 IN. LBS.
~///
(PURCHASED
FROM LORD)
~ J9613-40 KIT
85012-101 (PURCHASED
WASHER FROM LORD)
AN7-47A BOLT
AN960-716 WASHER~
MS20365-720C NUT
2 EACH REQUIRED
TORQUE TO LOWER MOUNT UPPER MOUNT
450 - 500 IN. LBS. VIEW A-A VIEW 8-8
Figure 71-1. Engine and Shock Mount Installation (Sheet 1 of3)

(SIn's 44-7995001 thru 44-8195026)
71-03-00
Page 71-10
3E8
PIPER AIRCRAFT
PA-44-180/180T
SIN'S 4495001 AND UP A
FIREWALL-
BREATHER TUBE
SHIELD CUTOUT
AROUND VENT
HOLE
OIL BREATHER
TUBE SHIELD
BREATHER TUBE
SHIELD CUTOUT
AROUND VENT
HOLE
AN6-11 A BOLT
AN960-616 WASHER
PS10062-8-624C NUT
4 EACH REQUIRED
TORQUE TO 240-270 IN.-LBS.
AN7-45A BOLT
AN960-716 WASHER-::\ WASHER SUPPLIED WASHER SUPPLIED
MS20365-720C NUT WITH KIT WITH KIT
('
2 EACH REQUIRED / J9613-40 KIT
TORQUE TO . //
450 - 500 IN. LBS. oil (PURCHASED
FROM LORD)
62833-140 .
WASHER
(2 REQUIRED)
62833-140
WASHER
J9613-40 KIT (2 REQUIRED)
(PURCHASED 85012-101
FROM LORD) WASHER
AN7-46 A BOLT
AN960-716 WASHER
MS20365-720C NUT
2 EACH REQUIRED
UPPER MOUNT TORQUE TO LOWER MOUNT
VIEW A-A 450 - 500 IN. LBS. VIEW 8-8
Figure 71-1. Engine and Shock Mount Installation (Sheet 2 of 3)

(Sin's 4495001 and up)
71-03-00
Page 71-11
3E9
PIPER AIRCRAFT
PA-44-180/180T
11/2 TO 2
THREADS
EXPOSED
THROUGH
NUT
AN6-11A BOLT
AN960-616 WASHER
PS1006-8-624C NUT
TORQUE 240-270 IN. LBS.
(4 PLACES)
AN7-47A BOLT
AN960-11 WASHER
PS10062-8-720C NUT
WASHER SUPPLIED TORQUE 450-500 IN. LB.
WITH KIT 2 REQUIRED /
/ J9613-40 KIT J9613-40 KIT "-
M /(PURCHASED (PURCHASED "-
FROM LORD) FROM LORD) "
DAMPER
PART OF KIT
~AN7-47ABOLT
AN960-11 WASHER
PS10062-8-720C NUT
TORQUE 450-500 IN. LB.
2 REQUIRED
85012-101 WASHER
I
LOWER MOUNT UPPER MOUNT
VIEW A-A VIEW 8-8
Figure 71-1. Engine and Shock Mount Installation (Sheet 3 of3)

(Sin's 44-8107001 thru 44-8207020)
71-03-00
Page 71-12
3EIO
PIPER AIRCRAFT
PA-44-180/180T
INSTALLATION OF ENGINE. (Refer to Figure 71-1.)
The information contained herein deals with the main items pertaining to engines installed on both the 180
and 180T. For those items peculiar to the installation of a specific engine (normally aspirated or turbo-
charged), refer to the appropriate removal information, and reverse the procedure.
-CAUTION-
THE BYPASS VALVE ON THE TURBOCHARGED
VERSION IS SET AT THE FACTORY AND SHOULD
NEED NO FURTHER ADJUSTMENT CONTACT PIPER
CUSTOMER SERVICE, VERO BEACH FOR ANY
ADDITIONAL INFORMATION.
1. Attach a one-half ton (minimum) hoist to the engine hoisting straps and swing the engine into
alignment with its attaching points.
2. Install the engine shock mounts. Refer to paragraph titled, Installation of Engine Shock Mounts.
3. Connect the alternator leads and secure cables with clamps.
4. Connect the oil pressure line, tachometer drive cable, oil temperature lead and the engine vent tube to
the aft end of the engine.
5. Connect the vacuum pump line at the pump.
6. Secure the ignition harness, hoses and lines at the aft end of the engine.
7. Connect both lines to the oil cooler.
8. Connect the fuel pump supply line.
9. Connect the magneto "P" leads to the magnetos.
10. Connect the throttle, mixture and carburetor heat cable to the engine components.
11. Connect the starter positive and ground leads at the starter and secure with attachment clamps.
12. Be certain that the magneto switches are OFF and install the propeller. Refer to Chapter 61.
13. Install the proper grade and amount of engine oil. Refer to Lubrication Chart. Refer.to Chapter 12.
14. Connect the battery ground wire at the battery.
15. Open the throttle and fuel valve completely. Turn on the electric fuel pump and check the fuel line for
leaks.
16. Install the engine cowlings and remove the tail stand. Make sure the appropriate drains are installed.
-CAUTION-
TO PREVENT DAMAGE TO THE ENGINE (AND TURBOCHARGER) AT

INITIAL RUN-IN, BE SURE TO PERFORM THE ENGINE PRE-OILING
INSTRUCTIONS CONTAINED IN THE LATEST REVISION OF TEXTRON
LYCOMING SERVICE INSTRUCTION NO. 1241.
17. Perform an engine operational check. Refer to the engine manufacturer's appropriate operator's manual.
ENGINE PRE-OILING.
Textron Lycoming recommends pre-oiling prior to the initial start after an engine change, overhaul or any
prolonged period of inactivity in order to avoid possible high speed bearing failure resulting from lack of
lubrication. Refer to the latest revision of Textron Lycoming Service Instruction No. 1241 for proper pre-oiling
procedure.
71-04-00
Page 71-13
3EII
PIPER AIRCRAFT
PA-44-180/180T
COWLING.
The cowling consists of an upper and lower section and a nose section. A cowl flap is an integral part of
the lower cowl.
COWLING MAINTENANCE.
REMOVAL AND INSTALLATION OF ENGINE COWLING. (Refer to Figure 71-2.)
The procedure for removing the engine cowling is the same for the engines on both the -180 and -180T.
1. Remove the fasteners securing the top cowl and remove the cowl.
2. Disconnect the cowl flap control, and on the 180T remove the sniffle valve or disconnect it from the
tubing.
3. Support the bottom cowl and remove the screws that attach the cowl to nose cowl, engine mount and
nacelle.
4. The nose cowl may be removed by removing the attaching screws and separating the two cowl halves.
5. Install the cowling in reverse of removal.
CLEANING, INSPECTION AND REPAIR OF ENGINE COWLING.

1. The cowl should be cleaned with a suitable solvent then wiped with a clean cloth.
2. Inspect the cowling for dents, cracks, loose rivets, damaged or missing fasteners and damaged fiberglass
areas.
3. Repair all defects to prevent further damage. Fiberglass repair procedures may be accomplished according
to Fiberglass Repairs, Chapter 51.
ENGINE COWL FLAPS. (Refer to Figure 71-3.)

The cowl flaps are all metal flaps located on the rear of the bottom cowls. The flaps are manually operated
through a push-pull control from the cockpit. The cowl flaps are connected to the engine cowls with full
length piano type hinges.
OPERA TION AND ADJUSTMENT OF COWL FLAPS.

The cowl flaps are all metal flaps located on the rear of the bottom cowls. The flaps are manually operated
through the push-pull controls mounted in the lower portion of the console. When the control levers are in the
up position, the flaps are closed. To operate the cowl flaps, depress the lock and move the lever down, releasing
the lock after the initial down movement will allow the lock to stop the flap travel at the intermediate position.
For full open position, depress the lock and move the control down; release the lock after the initial movement
and continue to move the control down until the lock stops the travel of the control. To raise the cowl flaps
reverse the procedure. The cowl flaps should be adjusted as follows:
1. Place the control in the up position.
2. Ascertain that the control lock is engaged.
3. Check the cowl flap to visually determine that the flap is flush with the bottom of the engine cowl.
4. If the flap is not flush, disconnect the push-pull control from the arm on the inboard side of the flap.
5. Loosen the jam nut on the clevis end and adjust the clevis to get a flush fit between the cowl flap and
engine cowl.
71-12-01
Page 71-14
3El2
PIPER AIRCRAFT
PA-44-180/180T
1. NOSE BOWL
2. UPPER COWLING
3. OIL FILL DOOR 3
4. OIL DRAIN DOOR
5. LOWER COWLING 2 o
o
1~
o
o
o
Figure 71-2. Engine Cowling Installation.
1. COWL FLAP ASSEMBLY

2. ROD ASSEMBLY
Figure 71-3. Cowl Flap Installation
71-21-01
Page 71-15
3E13
PIPER AIRCRAFT
PA-44-180/180T
6. Reconnect the control to the flap and operate the cowl flap through its full range a few times; then
place the control in the closed position and visually check the flap to determine if it is flush with the
engine cowl.
7. If the cowl flap is not flush, repeat Steps 4 through 6.
8. When the adjustment is completed, tighten the clevis jam nut and secure the push-pull control to the
cowl flap.
MOUNTS.
ENGINE SHOCK MOUNTS.
INSTALLATION OF ENGINE SHOCK MOUNTS. (Refer to Figure 71-1.)
1. Assemble the engine shock mounts on the engine mount as shown in Figure 71-1. Note the position of
each mount carefully.
2. Swing the engine into place, positioning the engine mounting lugs so they align with the engine mount
attachment points.
3. Position the shock mount bolts through the shock mounts and then through the mounting lugs and
secure with nuts. Torque the nuts progressively, following a circular sequence until a torque value of
450-500 inch-pounds is reached.
AIR INTAKES.
PA-44-180INDUCTION SYSTEM. (Refer to Figure 71-4.)
Induction air is taken from the right rear engine baffle, routed through a short duct into the filter housing,
and down to the carburetor through another duct and the carburetor air box. The filter housing, mounted to the
firewall, is supported by connections to the two ducts and by a bracket to the engine mount structure. The
carburetor air box is connected to the carburetor heat duct, which is additionally utilized as an alternate air
source should the main inlet become blocked.
REMOVAL AND INSTALLATION OF PA-44-180 AIR FILTER HOUSING.

1. To make access to the assembly remove both the top and bottom cowlings.
2. Remove the cover of the filter housing and withdraw the air filter.
3. Loosen the clamps retaining the ducts to the filter housing and move them aside.
4. Where the housing is mounted to the firewall make note of the amount and situation of the
spacers,washers used. Remove the bolt and washers.
5. With the housing upheld, remove the bolts from the housing support bracket that attach it to the engine
mount.
6. Install the unit in the reverse order.
INSPECTION, REMOVAL, AND INSTALLATION OF PA-44-180 CARBURETOR AIR BOX.

1. The carburetor and air box are at the rear of the engine under the dual magnetos. Access to the car-
buretor air box must be made with at least the bottom cowl removed. Disconnect the cable from the
flutter valve arm.
2. Loosen the clamps on the duct tubes and move them clear of the air box inlets.
3. Remove the eight screws on the back of the box, and two on the top and bottom, aft of the valve shaft.
These screws secure the back of the box which acts as a bearing support for the flapper valve.
71-61-02
Page 71-16
3E14
PIPER AIRCRAFT
PA-44-180/180T
MS2007 4-04-04 BOLT ~\

,
AN936-A416 WASHER
I
, TORQUE 40 - 50 IN. LBS.
i ~:
-:v---.i
2
1
1. AIR FILTER BOX

2. AIR FILTER
3. CARBURETOR AIR BOX
4. AIR CONTROL ARM
5. MOUNTING BOLTS
6. 0.032 DIA. SAFETY WI RE
Figure 71-4. PA-44-180 Inductioon System
71-61-02
Page 71-17
3EtS
PIPER AIRCRAFT
PA-44-180/180T
4. Remove the back of the air box and flapper valve assembly. Lubricate the shaft with lubriplate as
necessary.
5. Check the condition and operation of the flapper. Make sure the shaft moves freely in the bearings and
the rivets retaining the bearings are in proper condition. Replace the rivets if the bearings exhibit any
looseness, and make sure the bearings retain their proper alignment.
6. Remove the safety wire and follow with the four bolts securing the assembly to the carburetor.
7. With the assembly removed inspect the box for cracks and proper sealing.
8. Reinstallation should be accomplished in the reverse order of removal. Once the assembly is installed
make sure the flapper valve moves freely before installing control cable.
REMOVAL AND INSTALLA TION OF PA-44-180 CARBURETOR HEAT SHROUD.

1. Remove the bottom cowl.
2. Carburetor heat is supplied by a duct interconnected with a shroud mounted to the cylinder No.4
exhaust manifold. The duct can be removed by first removing the clamps retaining it to the air box
and shroud fixtures.
3. Remove the screws securing the outboard shell of the shroud and slide it forward out of the main
shroud support.
4. Remove the bolts securing the shroud to the exhaust stack.
PA-44-180TSNIFFLE VALVE MAINTENANCE.

The sniffle valve, located on the inboard side of each bottom cowl, functions to permit any liquid in the
intake manifold to drain when the engine is shut down. If the valve mechanism fouls and engine operation is
erratic, the valve should be replaced or cleaned as follows:
1. Remove the back/up retaining nut and washer, which will release the valve from the bottom cowl.
2. Remove the bottom cowling and inspect the hose, tubing, and fittings interconnected with the valve for
excessive wear, corrosion, or other defects.
-NOJE-
If the engine is running lean at low power settings, and rich at
high power setting, with the sniffle valve in working condition,
the lines interconnecting the sniffle valve and intake manifold
may be allowing air to enter or escape the manifold.
3. Make sure the hose is not touching the engine and that it is installed without dips.
4. Disconnect the valve from the hose.
5. The valve can be checked for proper operation by trying to inhale or exhale through the valve outlet.
The valve should prevent either. If a leak exists soak the valve in an ultrasonic cleaner, or lacquer thinner.
The valve should operate properly or be replaced.
6. Connect the valve to the hose.
7. Position the valve in the cowling and secure with nut and washer.
8. Run the engine to insure proper installation.
71-62-00
Page 71-18
3E16
PIPER AIRCRAFT
PA-44-180/180T
PA-44-180TINDUCTION SYSTEM. (Refer to Figure 71-6.)
-CAUTION-
AFTER ANY REPAIRS TO THE INLET DUCTS, BE
SURE THEY ARE PROPERLY EVACUATED TO
PREVENT INGESTION IN COMPRESSOR OR ENGINE.
The induction system for the turbocharged Seminole is similar to that of the standard version only in that it
also takes induction air from the right rear baffle. Air flows into the air box through a flat filter and into the
compressor inlet duct. The compressor inlet duct also incorporates a means of alternate air with a suck in door.
The alternate air door can also be manually operated from the cockpit.
At the front of each engine inlet is a deflector to help prevent turbo bootstrap and give protection against
ice.
PA-44-180T AIR INLET FILTER HOUSING INSPECTION AND MAINTENANCE.

The filter housing is an integral part of the baffling. Repairs to this assembly are limited to standard metal
skin repairs as specified in AC 43.13-1 A. Whenever an inspection is carried out, or the filter is changed, the
housing should be checked for corrosion and cracks. If damage is observed it should be repaired and any holes
sealed. For replacement of the filter refer to chapter on servicing.
MAINTENANCE AND INSPECTION OF PA-44-180TCOMPRESSOR INLET DUCT AND ALTER-

NATE AIR DOOR.
-NOJE-
For Inspection information refer to Step 2 of the subject paragraph.
1. The compressor inlet duct is an assembly unto itself, and is supported through connection with the filter
housing and the compressor inlet. Any repairs to the alternate air door or inlet duct should be done
with the assembly removed to prevent foreign object damage to the compressor. Remove the inlet
duct as follows:
A. Remove the top and cowl of the affected engine
B. Disconnect the alternate air door control cable from the actuating lever, and bracket on air duct.
C. Unscrew those clamps retaining the duct to the filter housing and with the aluminum supports
removed, slide the sleeve back over the housing.
D. Loosen the clamp securing the duct to compressor inlet and move the duct out of the support
sleeve.
2. Check the duct for pinholes, excessive corrosion, and cracks, especially at the welds and flanges.
Check the roller on the door actuating lever for wear and freeness of rotation.
A. Weld all cracks or pinholes that have been discovered. Make sure the surface is smooth on the
inside of the tube.
B. If corrosion is detected,.lightly sand the surface, and properly coat or treat.
3. To replace the roller on the actuating lever, center punch the rivet and, as accurately as possible to
prevent enlarging the hole, drill out the rivet. Replace the rivet with an appropriate MS20470AD4
rivet.
71-63-20
Page 71-19
3E17
PIPER AIRCRAFT
PA-44-180/180T
NOTE
DRY AIR PUMP COOLING
INSTALLED ON AIRPLANES
EQUIPPED WITH DEICE BOOTS
~1----4
3
2 1
TO DRY AIR PUMP
(SEE NOTE)
V 2
~5
1. LATCH
2. FILTER
3. FILTER HOUSING 1 --....; )J:::::!:===~
4. ALTENATE AIR DOOR
5. ACTUATING ARM
6. TURBOCHARGER INLET
Figure 71-5. PA-44-180TInduction System
71-63-03
Page 71-20
3Et8
PIPER AIRCRAFT
PA-44-180/180T
4. The actuating arm and alternate air door can be removed as follows:
A. Make note of where and the amount of washers used, and remove the hinge bolt from the actuating
arm.
B. If the alternate air door doesn't close properly but moves freely the spring may need to be
replaced. The door must be removed to replace the spring or the door. To remove the doors drill
out the rivets and remove door and spacer.
5. When replacing door remember to use the spacer between the hinge and box wall.
6. Replace all assemblies in the reverse of the removal and make sure to use appropriate replaceable hardware.
COMPRESSOR TO CARBURETOR INTAKE ASSEMBLY.

The relief valve in the intake duct between the compressor and carburetor is a sealed unit. For information
on intake rigging refer to Lycoming information.
-END-
71-63-03
Page 71-21
3E19
PIPER AIRCRAFT
PA-44-180/180T
GRIDS 3E20 THRU 3E24

3E20
CHAPTER
ENGINE FUEL SYSTEM
3F1
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 73 -ENGINE FUEL SYSTEM
CHAP1ER
73-10-00 DISTRIBUTION 3F3

73-10-01 Carburetor Maintenance 3F3
73-10-02 Adjustment of Idle Mixture 3F4
73-10-03 Adjustment of Idle Speed 3F4
73-10-04 Engine Primer Installation 3F5 2R 2 - 81
73-10-05 Manual Primer (180) 3F5 2R 2 - 81
73-10-06 Removal of Primer (180) 3F5
73-10-07 Disassembly, Cleaning and Assembly
of Primer (180) 3F5
73-10-08 Installation of Primer (180) 3F5
73-10-09 Electric Primer (PA-44-180 sin's 4495001
and up) 3F9 9R 6-95
73-10-10 Primer Jets 3F9
73-20-00 CONTROLLING 3F9
73-20-01 Adjustment of TIrrottle, Mixture and
Carburetor Heat Controls. (PA44-180,
sin's 44--7195001 thru 44-8195026, and
PA-44-180T, sin's 44-8107001 and up 3F9 9R 6-95
73-20-02 Adjustment of TIrrottle, Mixture and
Carburetor Heat Controls. (PA44-180,
sin's 4495001 and up) 3FlO A 6-95
73-30-00 INDICATING 3FlO
73-30-01 Fuel Pressure Gauge 3FlO
73-30-02 Fuel Pressure Sender Testing 3Fll 2R 2 - 81
73-30-03 Troubleshooting (Fuel Pressure Gauge) 3F12
73 - Cont.lErree.
Page -1
Reissued: June 20,1995
3F2
PIPER AIRCRAFT
PA-44-180/180T
DISTRIBUTION.
CARBURETOR MAINTENANCE.
-Note-
For any information on the carburetor ice detector refer to Chapter 71.
In general, little attention is required between carburetor overhauls. However, it is recommended that the
following items be checked during recommended inspection periods of the engine.
1. Check tightness and safety of all nuts and screws which fasten the carburetor to the engine.
2. Check all fuel lines for tightness and evidence of leakage.
3. Check throttle and mixture control rods and levers for travel, tightness and safety.
4. Clean the fuel inlet screen. (Refer to Figure 73-1.)
5. Remove the plug at the aft position of the carburetor and drain any accumulation of foreign matter.
6. Check carburetor air box for wear and full travel of heat door.
-CAUTION-
GROUND RUNNING WITH THE COWLING REMOVED: MAXIMUM

POWER GROUND RUNNING IS LIMITED TO TWO (V MINUTES OR
CYLINDER HEAD TEMPERATURE OF 475°F, WHICHEVER IS REACHED
FIRST. AIRCRAFT WITHOUT CYLINDER HEAD TEMPERATURE GAUGE
MUST NOT BE OPERA TED AT MAXIMUM POWER WITH COWLING
REMOVED. PROLONGED GROUND RUNNING WITH THE COWLING
REMOVED COULD CAUSE LOCAL HOT SPOTS IN THE CYLINDERS AND
IRREVERSIBLE ENGINE DAMAGE.
A570
FUEL PRESSURE CONNECTION
MIXTURE ADJUSTMENT
FUEL INLET
IDLE SPEED ADJUSTMENT
THROTTLE ARM
Figure 73-1. Carburetor
73-11-00
Page 73-01
3F3
PIPER AIRCRAFT
PA-44-180/180T
7. Check the adjustment of the idle mixture and idle speed.
ADJUSTMENT OF IDLE MIXTURE. (Refer to Figure 73-1.)

-WARNING-
WHEN PERORMING ENGINE WARM-UP INDOORS, PROVIDE A BARRIER

ABOUT THE ENGINE TO PREVENT SERIOUS INJURY. ALSO PROVIDE
ADEQUATE MEANS OF VENTILATING THE WORK AREA.
1. After performing the standard engine starting procedure, operate the engine for at least two minutes between
800 to 1200 RPM to insure proper engine warm-up.
2. Position the cockpit throttle control lever to obtain a reading of approximately 550 RPM on the tachometer
with the idle mixture control at the full rich position.
3. While observing the tachometer, slowly pull the mixture control towards the idle cut-off position. The
optimum mixture is obtained when the RPM increases slightly (10 to 50 RPM) prior to engine speed
decreasing.
4. Following the momentary increase in RPM, the engine speed will start to drop. Immediately move the
mixture control to the full rich position to prevent the engine from cutting out completely.
5. Should these steps reveal that the idle mixture is not correct make the following adjustments and perform
Steps 2 thru 4 again.
A. With the engine set to idle at 550 RPM turn the idle mixture adjusting screw at the rear of the
carburetor, clockwise, leaning the fuel mixture. Continue to do this until the engine begins to run
roughly, at which time the engine speed will decrease.
B. Turn the adjustment screw counterclockwise until the engine runs smoothly again. Continue to turn
the screw in the same direction until the engine begins to run roughly once more. At this point, the
fuel mixture will be too rich and engine speed will decrease again.
C. Now adjust the screw to a midway position between the lean and rich fuel mixture; the RPM of the
engine will reach a minimum speed for idle mixture settings.
6. After adjusting the idle mixture, recheck it several times to insure its remaining consistent from high power
settings back to idle.
ADJUSTMENT OF IDLE SPEED. (Refer to Figure 73-1.)
1. Pull back the cockpit throttle control lever until it is completely aft and in the closed position. Observe the
engine speed on the tachometer.
2. Adjust the idle speed adjustment screw to obtain from 550 to 650 RPM. Rotate the screw clockwise to
increase the speed of the engine; counterclockwise to decrease the engine speed. The screw is located on
the throttle arm.
-Note-
One complete revolution of the carburetor idle screw provides a variation of

approximately 100 RPM in idling speed.
73-11-02
Page 73-02
3F4
PIPER AIRCRAFT
PA-44-180/180T
ENGINE PRIMER INSTALLATION (Refer to Figure 73-2.)
The PA-44-180 and PA-44-180T, as shown in Figure 73-2, utilize different systems. The PA-44-180 uses hand
pumps, except on SIN 44-95001 and up, high pressure electric pumps for priming are utilized and the PA-44-
180T uses high pressure electric pumps for the priming system.
MANUAL PRIMER (PA-44-180).
The PA-44-180 primer pumps, one for each engine, are mounted on the control pedestal above the cowl flap
lever. Each primer can be operated, after rotating the handle to unlock it, by pulling and pushing the handle to
create a pressure. Fuel is forced through the related primer lines and jets mounted in the bottom of each intake of
the number 2,3 and 4 cylinders.
REMOVAL OF PRIMER (PA-44-180). (Refer to Figure 73-2.)
1. Disconnect the fuel lines from the primer behind the instrument panel.
2. Loosen the locknut from behind the panel.
3. Unscrew the knurled face nut and remove the pump handle and piston from the cylinder.
4. Remove the remaining portion of the primer.
DISASSEMBLY, CLEANING AND ASSEMBLY OF PRIMER (PA-44-180). (Refer to Figure 73-2 .. )
1. The primer may be further disassembled after removal by removing the screws, springs and check balls
from the end of the cylinder housing.
2. Clean the primer parts with acetone or a dry type solvent.
3. Install new O-rings to the piston and lubricate with light motor oil.
4. Install the balls, springs and screws to the cylinder housing.
5. Insert the pump handle and piston into the cylinder and finger tighten the knurled face nut.
6. Immerse the pump in gasoline and operate several times to insure proper operation.
INSTALLATION OF PRIMER (PA-44-180). (Refer to Figure 73-2.)
1. Remove the pump handle and piston by unscrewing the knurled face nut, if previously installed.
2. Insert the cylinder assembly through the back side of the panel.
3. Insert the piston into the cylinder and tighten the knurled face nut.
4. Position the primer and tighten the locknut on the cylinder behind the panel.
5. Connect the fuel lines to the primer.
6. Disconnect the primer line inside the engine compartment. Operate the pump to ascertain proper operation.
73-12-04
Page 73-03
3F5
PIPER AIRCRAFT
PA-44-180/180T
2286
3 4 5 6 7 8
2 13 12 11 10 9
1. CHECK BALL
2. BALL SPRING
3. RETAINER SCREW
4. O-RINGS
5. CYLINDER
6. SEALING SPRING
7. PISTON
8. STOP PIN
9. PUMP HANDLE
10. FACE NUT
11. WASHER
12. LOCK NUT
13. SEALING PIN
Figure 73-2. Engine Primer System (PA-44-180)
3093
,----
I
I
7 I
'-.. I 2
D-_Jj
I 1,---
3 3
j
_J~ :: 4
:: II
"~ ;1: I r:.==================~
4
8
FUEL SELECTORS
' -___- _
- '::---::..:'/
5
12
6 6
13 I=====::V ~====! 13
1. PRIMER SOLENOID VALVE 8. FUEL PRESSURE GAUGE

2. PRESSURE SENSOR 11 9. FILTER AND SUMP
3. ENGINE DRIVEN PUMP ~===========!I 10. SELECTOR VALVE
4. FILLER PORT 11. QUICK DRAIN
5. FINGER STRAINER 12. SCUPPER DRAIN
6. ELECTRIC PUMP 13. FUEL CELL VENT
7. PRIMER BUTTON 14. CARBURETOR
Figure 73-3. Fuel System Schematic (PA-44-180T)
73-12-04
Page 73-04
3F6
PIPER AIRCRAFT
PA-44-180/180T
TO HEATER
COMBUSTION HEATER
FUEL PUMP ...
L. FUEL R. FUEL
PRESS. PRESS
TO GAUGE GAUGE TO
CYL'S CYL'S
/ 1,2&4 1,2&4
PRIMER
SOLENOID
VALVES
\ ENGINE DRIVEN FUEL

PUMP
PRIMER
SWITCHES
FUEL SECTOR CONTROLS

ENGINE DRIVEN FUEL
PUMP
I
L. ENGINE R. ENGINE
ELECTRIC FUEL PUMP ON ON ELECTRIC FUEL PUMP
OFF OFF
X-FEED X-FEED
FILLER CAP FILLER CAP
SELECTOR VALVE
QUICK DRAIN
Figure 73-3a. Electric Primer System (PA-44-180 SIN 44-95001 and up)
73-12-04
Page 73-05
3F7
PIPER AIRCRAFT
PA-44-180/180T
C275 VIEW A-A NOTE

1.. 06 MINIMUM CLEARANCE
BETWEEN CLAMP AND ELECTRICAL
SEE NOTE 1 WIRE.
2. APPLY LUBON #404 TO ALL MALE
+ FWD
PIPE THREADS. DO NOT ALLOW
SEALANT TO ENTER INTO THE
SYSTEM.
~-- -.l
----------------
,I
PRIMER I
I
I
SOLENOID VALVE TO CYLINDER)'

NO.2
'1--) T--
CLAMP
...... SAFETY WIRE WITH MIL-W-6713

TYPE 316.032 DIAMETER
A
DETAIL B
Figure 73-4. Engine Primer System (PA-44-180T)
73-12-04
Page 73-05
3F8
PIPER AIRCRAFT
PA-44-180/180T
ELECTRIC PRIMER (PA-44-180, sins 4495001 and up).
-NOJE-
The electric fuel pumps must be on to operate the electric primers.
The PA-44-180 priming system, installed on sins 4495001 and up, makes use of high pressure electric
pumps mounted in each wing and solenoid controlled primer valves. Each system is operated by switching on
the appropriate electric fuel pump thus supplying fuel to the engine driven pump. Fuel for the primer system is
fed through the engine driven pump to the primer solenoid valve. With fuel pressure available, the primer
button is depressed, actuating the primer solenoid valve, and allowing fuel to flow through the lines to the
primer jets in the intake of the number 1, 2 and 4 cylinders.
PRIMER JETS.
1. To remove the primer jets, disconnect the supply line from each jet. With a deep socket and light pressure,
remove the jet from the cylinder.
2. To clean the jet, soak in carbon remover solution long enough to loosen any dirt and blow clean with
air pressure. Do not use sharp objects or wire brush to clean the jet tube.
3. Install the jet finger tight to assure that the threads are not crossed and then torque 60 inch-pounds.
Align and install the fuel supply lines, tighten to a snug fit.
-Note-
Should further fuel stoppage of the primer system exist, check for blocked supply
lines and bent or collapsed walls.
CONTROLLING.
ADJUSTMENT OF THROTTLE, MIXTURE AND CARBURETOR HEAT CONTROLS. (PA-44-180,
sin's 44-7195001 thru 44-8195026, and PA-44-180T, sin's 44-8107001 and up.) (Refer to Figure 73-5,
Sheet 1 of 2.)
Throttle and mixture controls are adjusted so that when the throttle arm on the carburetor is rotated for-
ward against its full throttle stop and the mixture control is rotated forward against its full rich stop, the cockpit
control levers of the throttle and mixture should have a 0.030 inch spring back on instrument panel stop when
in full throttle or full rich position.
1. Adjust the throttle as follows:
A. At the carburetor, disconnect the clevis end of the throttle control cable from the control arm.
Loosen the jam nut that secures the clevis end.
B. Adjust the linkage by rotating the clevis end of the cable to obtain 0.030 to 0.060 inch spring back
on instrument panel stop when in full throttle position.
C. Reconnect the clevis end to the control arm and safety.
2. Adjust the mixture as follows:
A. At the carburetor, disconnect the clevis end of the mixture control cable from the control arm.
B. Adjust the linkage by rotating the clevis end on the cable to obtain 0.030 to 0.060 inch spring
back on the instrument panel stop when in full rich position.
73-20-01
Page 73-06
3F9
PIPER AIRCRAFT
PA-44-180/180T
PA-44-180
THROTTLE VALVE MIXTURE
15° OFFSET
-180 ONLY B==ElF::;CF~
THROTTLE IN
FULL FORWARD
POSITION
PA-44-180T
THROTTLE VALVE THROTTLE
Figure 73-5. Adjustment of Engine Controls (Sheet 1 of 2)
(PA-44-180, sin's 44-7195001 thru 44-8195026, and PA-44-180T, sin's 44-8107001 and up.)
3. Check security of cable casing attachments.
4. Pull the throttle and mixture levers in the cockpit full aft to ascertain that the idle screw contacts its top
and the mixture control arm contacts its lean position.
5. Adjust the carburetor heat control as follows:
A. Position the air box valve in the full cold position and the cockpit control 0.16 inch below the cold
detent.
B. The air box valve must be in the full heat position when the cockpit control is in the hot position.
ADJUSTMENT OF THROTTLE, MIXTURE AND CARBURETOR HEAT CONTROLS. (PA-44-180,

sin's 4495001 and up.) (Refer to Figure 73-5, Sheet 2 of 2.)
1. Throttle
With the engine throttle control at full throttle position, rig quadrant throttle lever to provide a 0.030
to 0.060 inch cushion from forward stop. Adjust the throttle as follows:
A. Disconnect the clevis end of the throttle control cable from the control arm at the carburetor.
B. Adjust the linkage by rotating the clevis end of the cable to obtain 0.030 to 0.060 inch cushion on
instrument panel stop when in full throttle position.
2. Mixture
With the engine mixture control at full rich position, rig quadrant mixture lever to provide a 0.030 to
0.060 inch cushion from forward stop. Adjust the mixture as follows:
73-20-02
Page 73-07
3FIO
PIPER AIRCRAFT
PA-44-180/180T
A. At the carburetor, disconnect the clevis end of the mixture control cable from the control arm.
B. Adjust the linkage by rotating the clevis end on the cable to obtain a 0.030 to 0.060 inch cushion
from the instrument panel stop when in full rich position.
THROTTLE
VALVE MIXTURE
IDLE Ji:~~~~
CUT-OFF
OPEN
Figure 73-5. Adjustment of Engine Controls (Sheet 2 of2)

(PA-44-180, sin's 4495001 and up.)
3. Check security of cable casing attachments.

4. Pull the throttle and mixture cockpit levers full aft to ensure that the carburetor idle screw contacts
its stop and the carburetor mixture control arm contacts its lean position.
5. Adjust the carburetor heat control as follows:
A. Position the air box valve in the full cold position and the cockpit control 0.16 inch below the cold
detent.
B. The air box valve must be in the full heat position when the cockpit control is in the hot position.
INDICA TING.
FUEL PRESSURE GAUGE.
The fuel pressure gauge instruments are mounted on the instrument panel in the cluster for their respective
engines. The gauges are electrically connected to pressure senders for their respective engines: The senders
are mounted through the aft side. and outboard half of each firewall to the fuel pressure line. running from
each engine's carburetor to the firewall. The oil pressure senders are those units with the two terminals on the
aft side of the instrument.
73-30-01
Page 73-08
3F11
PIPER AIRCRAFT
PA-44-180/180T
FUEL PRESSURE SENDER TESTING. (Refer to Chart 7301.)
The fuel pressure sender works on the relationship of pressure to resistance. As the pressure rises the
resistance rises and alters the position of the needle in the instrument.
1. The sender may be tested by removing it from the aircraft and applying a calibrated pressure to the
pressure port.
2. Attach an ohmmeter to the two terminals on the reverse side of the pressure port, and check the
resistances as shown in Chart 7301 .
3. To test the sender and gauge in conjunction with each other, disconnect the gauge from the aircraft
system, connect it in series (using a 12 to 14-volt system) with the sender, and proceed as follows:
A. Slowly increase the pressure to the sender till 9 + 0.5 psi is reached.
B. Let the system set at the pressure for a couple of seconds, recheck the pressure, and lower the
pressure to 8.0 psi.
C. Reduce the pressure to 0.5 psi. The gauge should indicate 0.5, + 1, - 0 needle widths.
-NOJE-
The sender and gauge are nonadjustable, therefore that which
does not meet specifications should be replaced.
4. Reinstall the gauge and sender.

CHART 7301. FUEL PRESSURE SENDER TEST SPECIFICATION
Pressure (Psi) Resistance (Ohms) Tolerance (Ohms)
0 10
.5 11.5 +1, - 0
5 42 ±1
8 60 +112, - 0
10 72 ±1
The gauge (Piper PIN 86750-2) should indicate 8 psi + 112. - 0 needle widths.
73-30-02
Page 73-09
3F12
PIPER AIRCRAFT
PA-44-180/180T
TROUBLESHOOTING.
CHART 7302. TROUBLESHOOTING FUEL PRESSURE GAUGE

No fuel pressure indication. Fuel valve stuck. Check valve.
No fuel in tanks. Check fuel, fill.
Defective fuel pump. Check pump for pressure build

up. Check diaphragm and relief
valves in engine pump. Check
for obstruction in electric pump.
Check bypass valve. Air leak in
intake lines.
Pressure low or pressure surges. Obstruction in inlet side of pump. Trace lines and locate obstruction.
Faulty bypass valve. Replace.
Faulty diaphragm. Replace or rebuild pump.
Needle fluctuation. Surge dome or pump filled with Remove and empty.
fuel.
Air in line. Loosen line at gauge, turn on

electric pump. Purge line of air
and retighten.
High fuel pressure with engine Fuel in line expanding due to Normal.
shut off right after flight. heat build up in cowling.
-END-
73-30-03
Page 73-10
3F13
PIPER AIRCRAFT
PA-44-180/180T
GRIDS 2F14 AND 2F15

3F14
CHAPTER
IGNITION
3F16
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 74 - IGNITION
CHAP1ER
SECTION GRID
74-00-00 GENERAL 3F18

74-01-00 Description and Operation 3F18 8 - 82
74-02-00 Troubleshooting 3F18
74-10-00 ELECTRICAL POWER SUPPLY 3F19

74-11-00 Magneto 3F19
74-11-01 Inspection of Magneto 3F19 2R 8 - 82
74-11-02 Magneto Installation and Timing Procedure
(Timing Magneto to Engine) 3F22 8 - 82
74-11-03 Magneto Timing Procedure (Internal Timing) 3G2
74-11-04 Impulse Coupling Removal 3G6
74-11-05 Inspection of Impulse Coupling 3G6
74-11-06 Impulse Coupling Installation 3GlO
74-20-00 DISTRIBUTION 3G12

74-21-00 Ignition Harness 3G12
74-21-01 Inspection of Harness 3G12
74-21-02 Maintenance of Harness 3G12
74-22-00 Spark Plugs 3G18
74-22-01 Removal of Spark Plugs 3G18
74-22-02 Inspection and Cleaning of Spark Plugs 3G20
74-22-03 Installation of Spark Plugs 3G20
74-30-00 SWITCHING 3G21 A 8 - 81

74-31-00 Magneto and Starter Switches 3G21 A 8 - 81
74-31-01 Removal and Installation of Magneto Switches 3G21 A 8 - 81
74-31-02 Removal and Installation of Starter Switch 3G21 A 8 - 81
74 - Cont.lEffec.
Page -1
3F17
PIPER AIRCRAFT
PA-44-180/180T
GENERAL.
The magnetos feature two electrically independent ignition circuits in one housing. A single four pole rotor
provides the magnetic energy for both circuits. This magneto uses an impulse coupling to provide reliable
ignition to engine cranking speed. A single cam operates the main breakers for both magneto circuits.
Suppression of contact point arching and conducted radio interference is accomplished by feed-thru capacitors
which are mounted in the magneto cover which forms a part of the magneto harness assembly. At low engine
cranking speeds the impulse coupling automatically retards the magneto until the engine is also at its retard firing
position. The spring action of the impulse coupling is then released to spin the rotating magnet and produce the
spark required to fire the engine. After the engine starts, the impulse coupling flyweights do not engage due to
centrifugal action. The coupling then acts as a straight drive and the magneto fires at the normal firing position of
the engine.
-CAUTION-
ASCERTAIN THAT THE PRIMARY CIRCUITS OF BOTH ENGINES ARE

GROUNDED BEFORE WORKING ON THE ENGINE.
TROUBLESHOOTING.
CHART 7401. TROUBLESHOOTING (MAGNETO)
Failure of engine to start. Defective spark plugs. Clean and adjust or replace
spark plugs.
Defective ignition wire. Check with electric tester and

replace defective wires.
Defective battery. Replace with charged battery.
Improper operation of Check points. Check internal

magneto breaker. timing of magnetos.
Failure of engine to idle Faulty ignition system. Check entire ignition system.
properly.
74-02-00
Page 74-01
3F18
PIPER AIRCRAFT
PA-44-180/180T
CHART 7401. TROUBLESHOOTING (MAGNETO) (cont.)
Low power and uneven Defective spark plugs. Clean and gap or replace
running. spark plugs.
Magneto breaker points not Clean points. Check internal

working properly. timing of magnetos.
Defective ignition wire. Check wire with electric

tester. Replace defective wire.
Defective spark plug terminal Replace connectors on spark

connectors. plug wire.
Failure of engine to develop Faulty ignition. Tighten all connections.

full power. Check system with tester.
Check ignition timing.
ELECTRICAL POWER SUPPLY.
MAGNETOS.
INSPECTION OF MAGNETO.
-Note-
Comply with Bendix Service Bulletin No. 608 at first opportunity, but no later than
next magneto overhaul. Install self-locking cam retaining screw (10-391213) and
torque 21-25 inch-pounds. If self-locking screw is removed at any time, always
replace with new self-locking screw and torque to the specified value.
74-11-01
Page 74-02
3F19
PIPER AIRCRAFT
PA-44-180/180T
After the first 50 hour period and every 100 hours thereafter, the magneto ignition system should be checked.
If engine operating troubles develop which appear to be caused by the ignition system, it is advisable to check the
spark plugs and wiring first before working on the magneto. Should trouble appear definitely associated with the
magneto, the most effective measure is to install a replacement magneto which is known to be in satisfactory
condition and send the suspected unit to the overhaul shop for test and repair. Should this not be possible, a
visual inspection of the following items may disclose the source of trouble.
1. Check the lead terminals for definite contact with spring contacts in outlets.
2. Remove the harness outlet cover from the magneto and inspect for the presence of moisture and carbon
tracking due to moisture.
3. Check contact springs in distributor block for evidence of spark erosion.
4. Check height of contact springs (0.422 maximum from top of block tower to spring). (Refer to Figure 74-
1.)
5. With the cover and harness separated from the magneto housing, check contact assemblies to see that cam
follower is securely riveted to its spring.
6. Examine the contact points for excessive wear or burning. Figure 74-2 shows how the average contact point
will look when surfaces are separated for inspection.
-CAUTION-
DO NOT OPEN POINT CONTACTS MORE THAN .0625 OF AN INCH FOR

EXAMINATION OF CONTACT SURFACES EXCESSIVE SPREADING OF
THE BREAKER POINTS WILL OVERSTRESS AND DAMAGE THE
CONTACT SPRING.
Desired contact surfaces have a dull gray, sand-blasted (almost rough) or frosted appearance, over the area
where electrical contact is made. This means that points are worn in and mated to each other, thereby providing
the best possible electrical contact and highest efficiency of performance. Minor irregularities or roughness of
point surfaces are not harmful. (Refer to Figure 74-2, center.) Neither are small pits or mounds, if not too
pronounced. If there is a possibility of pit becoming deep enough to penetrate pad (refer to Figure 74-2. right),
reject contact assembly.
-Note-
No attempt should be made to stone or dress contact points. Should contact assembly
have bad points or show excessive wear, the complete contact assembly should be
replaced.
7. Check condition of cam follower felts for proper lubrication. If oil has migrated from one follower felt to
another, it may be necessary to remove the lubrication from one felt strip while oiling another. If felt is
overlubricated, remove oil by using a clean, lintless cloth. If dry, apply one or two drops of Bendix Breaker
Felt Lubricant 10-86527.
74-11-01
Page 74-03
3F20
PIPER AIRCRAFT
PA-44-180/180T
236
.,'--......1...-,.
~\ ..
Figure 74-1. Height of Spring in Distributor Block Tower
236
WELL DEFINED MOUND NORMAL POINT IS SMOOTH MINOR IRREGULARITIES-

EXTENDING NOTICEABLY AND FLAT. SURFACE HAS SMOOTH ROLLING HILLS
ABOVE SURROUNDING DULL GRAY "SANDBLASTED" AND DALES WITHOUT ANY
SURFACE, REJECT POINTS. APPEARANCE DEEP PITS OR HIGH PEAKS.
THIS IS A NORMAL
CONDITION OF POINT WEAR.
Figure 74-2. Contact Points
74-11-01
Page 74-04
3F21
PIPER AIRCRAFT
PA-44-180/180T
8. Check the capacitors for looseness in the magneto cover of the harness assembly and for any physical
damage. Using a Bendix 11-1767-1, -2 or -3 condenser tester or equivalent, check capacitors for
capacitance, series resistance and leakage. Capacitance shall be 0.34 to 0.41 microfarads.
9. Check magneto to engine timing per instructions given in the following paragraph.
10. Check action of impulse coupling. With the ignition switch off, observe breaker cam end of r.otor while
manually cranking the engine through a firing sequence. The rotor should alternately stop and then (with an
audible snap) be rotated rapidly through a retard firing position. If impulse action is not correct, remove the
magneto for overhaul.
MAGNETO INSTALLATION AND TIMING PROCEDURE. (Timing Magneto to Engine)
1. Installation of the magneto to the engine may be accomplished without removal of the cover from the
magneto. Also, the magneto cover has switch terminal outlets for the right and left sides of the magneto
located in the center of the harness lead outlet sections of the cover.
2. The magneto incorporates a built-in pointer and a degree wheel with sufficient reference to assist the
mechanic in magneto timing procedures. Printed upon the rotating magnet are marks to indicate magneto
neutral and magneto HE" gap (8°). (Refer to Figure 74-5.) Also included are retard angle references of 15,
20 and 25 degrees. These marks are set up for either clockwise (R) or counterclockwise (L) rotation of the
magneto as viewed from the magneto drive end. The timing tooth of the large distributor gear is marked
with red paint. (Refer to Figure 74-6.)
3. When correctly timed internally, a magneto will have the timing teeth of the large distributor gears
approximately centered in the timing windows, the R or L (HE" gap) mark on the rotor in alignment with the
pointer and both main breaker points opening, all occuring simultaneously. These three references, HE" gap,
painted teeth and point opening, are all used when timing the magneto to the engine.
4. Remove the spark plug from the No.1 cylinder and turn the crankshaft in the direction of normal rotation
until the compression stroke is reached.
5. Continue turning the crankshaft until the 23° advance timing mark is in alignment with the small hole
located on the top face of the starter housing at the two o'clock position. (Refer to Figure 74-3.)
6. Install the magneto-to-engine gasket on the magneto flange.
-WARNING-
DO NOT ATTACH HARNESS SPARK PLUG ENDS TO THE SPARK PLUGS

UNTIL AN MAGNETO TO ENGINE TIMING PROCEDURES AND
MAGNETO-TO-SWITCH CONNECTIONS ARE ENTIRELY COMPLETED
-Note-
The use of a timing light, unit Part No. 11-9110 or 11-9110-1 will simplify the timing
procedure. This unit is availablefrom theBendix Corporation, Sidney, New York
13838.
It is recommended that short adapter leads be fabricated to facimate connecting the

timing light unit to the switch outlet terminals of the cover. (Refer to Figure 74-4.)
74-11-02
Page 74-05
3F22
PIPER AIRCRAFT
PA-44-180/180T
ROTATION
ROTATION
RIGHT ENGINE LEFT ENGINE
Figure 74-3. Engine Timing Marks
.", to
BENDIX SWITCH
RED LEAD TERMINAL
KIT PIN 10-382698
Figure 74-4. Timing Light Connected to Magneto
74-11-02
Page 74-06
3F23
PIPER AIRCRAFT
PA-44-180/180T
A"
~ ~Oo
15°
RETARD ANGLES
8°
"E" GAP ANGLES
8°
Figure 74-5. Timing Marks on Magneto Rotor
7. Remove the magneto drive gear backlash by turning the propeller opposite to normal rotation approximately
40° past the No.1 firing position. Then turn the propeller in the direction of normal rotation up to the No.1
firing position of 23 ° BTC.
8. Remove the timing window plug from the most convenient side of the magneto housing. Also, remove the
plug from the rotor viewing window in the center of the housing.
9. Turn the rotating magnet drive shaft in the normal direction of magneto rotation until the red distributor
tooth is centered in the timing hole. Also, check to ensure that the built-in pointer just ahead of the rotor
viewing window aligns with the R or L mark on the rotor depending on whether the magneto is for right or
left-hand rotation as specified by the magneto data plate.
10. While holding the magneto in its No.1 firing position (tooth in window center and pointer over R or L mark
on rotor), install the magneto to the engine and loosely clamp in position.
-Note-
Engine should be in No.1 cylinder firing position of 23° BTDC.
74-11-02
Page 74-07
3F24
PIPER AIRCRAFT
PA-44-180/180T
239 240
.': .: ."
.:,
,,'I
~: ..
~ .. '.~ J....
.'. ' .\
..:"\
..:. :·: )·~ '~ I:.:~..~:\::,~:~.~.•>::-.~<~,~.~:;., :.~

... ... :
Figure 74-6. Painted Tooth Centered Figure 74-7. Timing Mark on Rotor
in Timing Window Aligned with Pointer
11. Attach red lead from the 11-9110 timing light to the left switch adapter lead, the green timing light lead to
the right switch adapter lead and the black timing light lead to the magneto housing. (Refer to Figure 744.)
-Note-
An internal timing tolerance is allowed when adjusting the two main breakers.
Therefore, one of the main breakers may open slightly before the other. Magneto-to-
engine timing should be accomplished using the first main breaker to open as a
reference point when the engine is in the firing position for the No.1 cylinder. This
will insure that ignition created by either spark plug will not occur prior to the desired
engine firing point.
12. If both timing lights are ON (indicating breaker contacts are closed) proceed to Step 13. If either or both are
OFF proceed as follows:
A. Turn the entire magneto to the right until both timing lights are ON.
B. Ensure that the red painted distributor gear tooth is still visible in the timing hole.
74-11-02
Page 74-08
3G1
PIPER AIRCRAFT
PA-44-180/180T
13. Rotate the entire magneto in the direction of rotor rotation until one of the timing lights just goes OFF.
Then, evenly tighten the magneto mounting clamps.
14. Back the engine up approximately 10° and then carefully "bump" the engine forward while observing the
timing lights.
15. At the No.1 cylinder firing position the same timing light mentioned in Step 13 should go OFF. Continue
turning the engine in its normal direction of rotation until the other timing light goes OFF. This should not
be more than 3 engine degrees later than the first light.
16. Repeat Steps 12 13 and 14 until the condition described in Step 15 is obtained.
17. Complete tightening of the magneto securing clamps by torqueing to 150 inch-pounds.
18. Recheck timing once more and if satisfactory, disconnect the timing light and remove the adapter leads.
19. Reinstall plugs in timing inspection holes and torque to 12-15 inch-pounds.
20. Loosely install the harness with clamps and/or brackets.
MAGNETO TIMING PROCEDURE. (Internal Timing)

-Note-
On aircraft equipped with counter-rotating engines, the engines utilize counter-rotating

magnetos as well. Refer to the data plate on the magneto to determine magneto
rotation. As explained earlier, the "L"mark refers to left-hand or counterclockwise
rotation, and the "R " mark refers to right-hand or clockwise rotation as viewed from
the shaft end.
1. Remove magneto cover.
2. Loosen flange clamps and remove magneto from engine.
3. Check condition of points: replace if necessary.
4. Rotate the magneto drive shaft until a main cam lobe touches the follower of the left main breaker assembly
and adjust the breaker points to an initial opening of .016 inch. Wire feeler gauge is recommended.
5. Adjust right main breaker contact assembly to an initial point opening of .016 inch just as in Step 4.
6. Fixed contact support may be bent to adjust clearance. If support is bent, main breaker contact must be
rechecked. Torque breaker securing screws to 20-25 inch-pounds.
-Note-
Bend bracket carefully. Do not correct by bending back y bent too much; this
weakens the bracket.
7. Position rotor so keyway is at 12 o'clock position and red painted distributor teeth are visible in timing
windows.
8. Loosen drive shaft nut and position the Rotor Holding Tool(Bendix PIN 11-8465)under washer or bushing
on drive end of rotor shaft with clamp at 40' clock position so any shaft deflection caused by clamping
action will be in a plane parallel to breaker contacts. Tighten nut to secure holding tool to shaft. Check to
insure proper location of keyway and tighten adjusting screw of holding tool to lock rotor in position.
9. Loosen rotor holding tool and turn magnet in direction of rotation until adjacent "R" or "L" ("E" gap) mark
is aligned with pointer and lock in position. Both red painted teeth should be approximately centered in
timing windows.
74-11-03
Page 74-09
3G2
PIPER AIRCRAFT
PA-44-180/180T
-Note-
The use of the timing light unit, PIN 11-9110-1 available from Bendix will simplify
the internal timing procedure and breaker synchronization.
10. Connect the timing light black lead to any unpainted surface of the magneto.
11. Connect the red timing light lead to the left breaker terminal and the green lead to the right main breaker
terminal. (Refer to Figure 74-8.)
12. Loosen rotor holding tool and move the rotor back a few degrees; then move it forward. Both lights should
go out to indicate opening of the main breakers when the timing pointer is indicating within the width of the
"R" or "L" mark and the red painted teeth are centered in timing windows.
13. If breaker timing is not correct, loosen cam securing screw (refer to Figure 74-9) and unseat main breaker
cam from taper. Using 11-3031 Retaining Ring Pliers inserted in holes in cam, rotate main breaker cam in
direction of rotation until left main breaker points just open and press cam onto taper. Tighten screw to seat
main breaker cam.
14. Loosen rotor holding tool to turn rotating magnet back a few degrees; then turn rotating magnet in normal
direction of rotation. Timing light should go out when timing pointer is aligned with "R" or "L" ("E" gap)
mark. Lock rotating magnet in position where points just open.
15. Loosen right main breaker securing screws and position breaker so cam follower is pressed against cam
with points closed. Tighten contact assembly securing screws to prevent contact assembly from bouncing
back when moved. Using a small mallet and drift, tap right breaker in until points just open.
16. Turn rotating magnet back a few degrees; then turn rotating magnet in normal direction of rotation. Both
timing lights should go out within one degree or half the width of "R" or "L" mark on rotor. If breakers are
not properly synchronized, reset right breaker.
17. Check right main breaker contact for 0.016 + .004 inch point opening and torque right breaker contact
securing screws to 20-25 inch-pounds. If point opening is out of limits, repeat timing procedure setting left
main breaker opening at .016 + .002 inch. If right contacts open beyond .020 inch, set left contacts closer to
.018 inch. If right contacts open less than .012 inch, set left contacts closer to .014 inch.
18. Using timing light, recheck timing to insure main breakers open within one-half the width of "R"or "L"
mark and that retard breaker opens at correct degree setting. Using a wire feeler gauge, check left main
breaker for .016 + .002 inch point opening and right main breaker and retard breaker for .016 ± .004 inch
point opening.
-Note-
If correct breaker timing cannot be achieved, refer to Bendix Service Bulletin No. 605
or remove magneto and have it overhauled.
74-11-03
Page 74-10
3G3
PIPER AIRCRAFT
PA-44-180/180T
Figure 74-8. Timing Light Connected to Magneto and Breakers
74-11-03
Page 74-11
3G4
PIPER AIRCRAFT
PA-44-180/180T
A561
DATA PLATE RIGHT MAIN
(TOP OF MAGNETO) BREAKER CONTACT
ASSEMBLY
LEFT MAGNETO RIGHT MAGNETO

HIGH TENSION LEFT MAIN AND HIGH TENSION
OUTLETS OUTLETS
RETARD BREAKER
ASSEMBLY
1. RIGHT MAIN CONTACT ASSEMBLY

2. LEFT MAIN CONTACT ASSEMBLY VIEW A-A
3. RETARD BREAKER
4. SCREW
k:
5. LOCK WASHER
6. FLAT WASHER
7. RETARD CAM
8. MAIN CAM
='==--- 6
3 - -......
L.Ut r- 7
Figure 74-9. Cam End View of Magneto
74-11-03
Page 74-12
3G5
PIPER AIRCRAFT
PA-44-180/180T
19. Check capacitors for looseness in the magneto cover of the harness assembly and for any physical damage.
The capacitors should be checked for capacitance, series resistance and leakage. Capacitance should be 0.34
to 0.41 microfarads. The use of a Bendix condenser tester, part number 11-1767 -1, -2 or-3 or equivalent
will simplify this test. Replace defective capacitors and torque securing nut to 60-70 inch-pounds.
-Note-
Spring in capacitor outlet may cause an indication of a short to ground if adapter lead
is not used. (Refer to Figure 744.)
IMPULSE COUPLING REMOVAL.
1. Using heavy gloves or shop cloth, grasp the coupling body firmly to prevent the internal spring from
unwinding suddenly. Pull outward on the coupling body only enough to release it from the cam assembly.
Keep the coupling body close against the cam and allow the body to turn as the spring unwinds. After one
or two turns, the spring coils will wedge against the projections on the body, restraining the spring from
further unwinding.
2. Look into the hole in body and note the location of the inner eye of spring where it engages with mating
recess in cam hub. Insert a screwdriver under spring end and pry spring eye out of recess. Remove the
body and spring together. Uncoil spring from body and pry spring eye from body recess to disengage
spring.
3. Thread protective cap of 11-702-1 puller securely on end of shaft. Engage puller over protective cap and
cam assembly with wide jaws of puller hooked under cam assembly as shown in Figure 74-10.
4. Tighten puller handle to remove coupling from shaft. If coupling does not release with maximum hand
torque at puller handle, apply penetrating thread release compound between coupling and shaft. Then while
puller is still fully tightened, hold tip of hot heavy duty soldering iron in contact with hub of coupling cam
assembly. Solder wetting of the tip at point of contact with the cam hub will assist in heat transfer to the
parts. Retighten puller after about a minute of heat application.
-CAUTION-
DO NOT STRIKE THE PULLER WITH A HAMRNER. IF PULLER IS

STRUCK WITH A HAMMER THE MAIN BEARINGS MUST BE
REPLACED.
5. Do not tighten puller handle further after coupling cam releases from the shaft. This could damage the
flyweight if the flyweight is caught under the woodruff key. Remove the puller from the shaft. Then while
holding both flyweight tips inward, lift cam from the shaft, and remove woodruff key from rotor shaft.
INSPECTION OF IMPULSE COUPLING.
1. Check clearance between each flyweight and each stop pin by the following method:
A. Bend the end of a stiff piece of wire into a right angle, 1/8 inch long maximum.
B. Hold the magneto as shown in Figure 7411. Pull the heel of the flyweight outward with the fabricated
hooked wire and make certain that a feeler gauge of 0.015 of an inch minimum thickness will pass
between the stop pin and the highest point of the flyweight.
74-11-05
Page 74-13
3G6
PIPER AIRCRAFT
PA-44-180/180T
805 806
Figure 74-10. Removing Impulse Coupling Figure 74-11. Checking Flyweight to

Stop Pin Clearance
0.005 - 0.020
Figure 74-12. Stop Pin Installation Dimension
74-11-05
Page 74-14
3G7
PIPER AIRCRAFT
PA-44-180/180T
No. 35 DRILL
FLYWEIGHT
GAUGE 11-10041
Figure 74-13. Checking Flyweight Axial Figure 74-14. Checking Flyweight Radial
Wear with Drill Shank Wear with Gauge
-NOJE-
A true and accurate check of the clearance between the flyweights and stop pins can
only be obtained by pulling the flyweight outward as described Do not attempt the
check by pushing in on the flyweight at point" A" of Figure 74-11.
2. Inspect impulse coupling stop pins for damage. If pins are bent, damaged or excessively worn, remove pins
using a suitable drift and arbor press. Press new pins into flange until dimension shown in Figure 7412 is
obtained.
3. Visually inspect flyweight securing washers and flyweights, particularly in area around the axle hole.for
cracks. Grip washers with pliers and exert moderate turning force to check looseness. If washer moves or
any cracks are found, reject cam assembly.
4. Inspect for axial wear between flyweight and axle using shank of a new No. 35 drill as a gauge. Hold
flyweight so the outer radius is in alignment with the rim of the cam flange and try to insert the drill shank
between the flange and flyweight as shown in Figure 7414. Do not force the drill. If the drill can be
inserted, replace the cam assembly.
74-11-05
Page 74-15
3G8
PIPER AIRCRAFT
PA-44-180/180T
823
Figure 74-15. Points of Coupling Body Wear

803
ACCEPTABLE REJECT
Figure 74-16. Acceptable and Deformed Coupling Springs
74-11-05
Page 74-160
3G9
PIPER AIRCRAFT
PA-44-180/180T
5. Inspect for excess radial wear between the flyweight and axle using the 11-10041 flyweight gauge. Insert
the gauge between flyweights and against cam hub as shown in Figure 7414. If the gauge cannot be
inserted easily, remove burr from edges of hub keyway with a small file. Hold the gauge firmly against the
hub, at the same time squeezing the flyweights against the gauge. If the inner end of either flyweight heel
touches the gauge, replace the cam assembly. If parts are near limits, check clearance between flyweight
and gauge with a .003 inch feeler. If flyweight heel is tight on feeler, replace the cam assembly.
-CAUTION-
NEVER ATTEMPT TO REPAIR ANY PART OF A REJECTED CAM AND

FLYWEIGHT ASSEMBLY.
6. Inspect ears of the coupling body for grooves worn by the tail of the flyweights and wear at the triggering
ramp and cam stop contact areas. (Refer to Figure 7415.) If either ear shows a perceptible groove or a ridge
can be felt when fingernail is drawn across the surface, replace the coupling body.
7. Inspect drive lugs of body. If wear is noted, measure difference between worn and unworn areas on drive
lug surface. If difference is in excess of .015 of an inch, replace the body.
8. With spring released and free, it should form a smooth spiral curve with no sharp bends or flat spots. (Refer
to Figure 7416.) If spring is deformed, replace it.
9. Inspect spring for cracks particularly at the ends and around spring eyes. Inspect coils of spring for
excessive wear. If grooves or ridges are worn in coils or cracks are found, replace spring.
10. Inspect the housing for cracks, stripped threads or other damage. Replace if necessary.
IMPULSE COUPLING INSTALLA TION.
1. Check mating cam assembly and body for magnetization which would prevent flyweights from engaging.
Hold the assembly as shown in Figure 7417 and push upper flyweight against body. When released,
flyweight must drop down. If flyweight sticks to body, parts are magnetized and coupling may not function.
Perform test on both flyweights.
2. To demagnetize, place body over shaft of a charged rotating magnet and spin body rapidly by hand. While
body is still spinning, invert magnet so body falls off. Catch body in hand and repeat test for magnetization.
3. Clamp one drive lug of the body in a padded jaw vise with the spring recess side up.
4. Orient the spring with the body for correct rotation. On clockwise couplings, the spring must coil in a
clockwise direction from the outside toward the center when viewed from the spring recess side of the body.
(Refer to Figure 7418.) Insert eye of outer end of spring into hole drilled in inner rim of body.
5. Using heavy gloves to protect the hands, wind spring into body manually, lifting spring coils one at a time
over projections on body. Extreme care should be used to avoid scratching or nicking the spring. After
winding the spring, brush a coating of light oil over the spring coils.
6. Pry up one and one-half turns at the inner end of the spring with a small screwdriver and support in position
as shown in Figure 7419.
7. Engage recess in the hub on the cam assembly with eye at inner end of spring. With eye engaged, rotate
cam assembly slightly in direction to unwind spring to permit hub of cam to slip into the inner turn of the
spring. Rotate the cam in the opposite direction, winding spring slightly, until projections on edge of cam
clear over the projections on the body. Push the cam assembly down into the body, at the same time taking
the screwdriver out.
74-11-06
Page 74-17
3G10
PIPER AIRCRAFT
PA-44-180/180T
813 813A
Figure 74-17. Checking Impulse Coupling Figure 74-18. Orientation of Spring

for Magnetization in Coupling Body
Figure 74-19. Lifting Inner End of Spring
74-11-06
Page 74-18
3G11
PIPER AIRCRAFT
PA-44-180/180T
8. Insert a spare rotating magnet, with woodruff key in taper, into cam assembly. Turn magnet slightly in
direction of coupling rotation (to wind spring). Lift magnet with cam only enough to clear projections on
the body. Wind spring one-half turn and re-engage the cam assembly into the body.
9. Tension of the spring assembly in the assembled coupling when wound to point of impulse tripping must not
be less than 9 or more than 15 inch-pounds.
DISTRIBUTION.
IGNITION HARNESS.
INSPECTION OF HARNESS.
1. Inspect cover for cracks or other damage. Inspect lead assemblies for abrasions, mutilated braid or other
physical damage.
2. Inspect grommets for tears and eyelets for spark erosion.
3. Disconnect harness coupling nuts from the spark plugs and extract the lead terminations. Inspect contact
springs and compression springs for any damage or distortion. Inspect sleeves for cracks or carbon
tracking.
4. Inspect coupling nuts and elbow assemblies for damaged threads or other defects.
-Note-
Replace any damaged components per instructions given in paragraph titled

Maintenance of Harness.
5. Test continuity of each harness lead using a High Tension Lead Tester, Part No. 11-8888 or 11-8888-1 from
Bendix as follows:
A. Connect black test lead to contact spring and red lead to eyelet of the same lead. (Refer to Figure 74-
20.)
B. Observe that the continuity lamp illuminates.
6. Test insulation resistance of each harness lead by using the 11-8888 or 11-8888-1 tester as follows:
A. Attach the red high voltage test lead to contact spring of harness lead. (Refer to Figure 74-21.)
B. Attach the black test lead to the ferrule of the same harness lead. (Refer to Figure 74-21.)
C. Depress PRESS-TO-TEST pushbutton switch.
D. Observe that indicator lamp flashes and GAP fires simultaneously as long as the PRESS-TO-TEST
switch is held depressed. Whenever indicator lamp flashes and GAP fails to fire, lead under test is
defective and must be replaced.
MAINTENANCE OF HARNESS.
Minor repairs of the harness assembly, such as replacement of contact springs, sleeves, compression springs,
eyelets, or grommets can be accomplished with the harness mounted on the engine. Lead assemblies may also be
replaced with harness mounted on the engine unless inaccessibility of installation or number of leads to be
replaced makes it unreasonable.
74-21-03
Page 74-19
3G12
PIPER AIRCRAFT
PA-44-180/180T
A566 243
~
_ "If
...... "rl.'
:~c:=
.-.
Figure 74-20. Checking Harness Lead Figure 74-21. Checking Harness Lead
Continuity Insulation Resistance
244 230
CUT NOTCH TO FIT

SNUG ON NO. 58 DRILL
WITH JAWS CLOSED
Figure 74-22. Modified Pliers Figure 74-23. Removing Spring

From Lead Assembly
74-21-02
Page 74-20
3G13
PIPER AIRCRAFT
PA-44-180/180T
To replace grommets or eyelets, pull the conductor through the shielding sufficiently to make eyelet
accessible. Remove the eyelet being careful not to damage conductor wire. Replace grommet and eyelet using
the "AB" groove of Crimping Tool No. 11-152 or a pair of diagonal pliers modified as shown in Figure 7422.
Work the wire back into the shielding so the grommet fits properly against the ferrules in the plate. Slack in
shielding or wire can be removed by grasping the lead in one hand and sliding the other hand firmly along the
lead towards the magneto cover.
To replace contact springs, insulating sleeves, compression spring or elbows, proceed as follows:
1. Using a Bendix 11-7073 needle or a mechanical pencil with the lead retracted, hook the end of the contact
spring as shown in Figure 7423.
2. Using the needle or pencil, unscrew the spring.
3. Slide insulating sleeve and spring retainer assembly off end of lead assembly.
4. Replace defective component and reassemble as follows:
A. Fabricate a tool as shown in Figure 7424 for installing the insulating sleeves over cable terminals.
B. Slide elbow assembly over lead and attach nut finger tight to ferrule.
C. Push the fabricated tool through insulating sleeve and spring retainer assembly as shown in Figure
7425. Screw the cable terminal into the tool.
D. Work insulating sleeve and spring retainer assembly into position over the cable and unscrew the tool.
Install contact spring on cable terminal.
-Note-
It may be necessary to lubricate the cable and insulating sleeve with a thin film of DC-
200 (200,000 centistokes) or commercial grade alcohol to facilitate assembly.
5. To replace one of the lead assemblies, proceed as follows:
A. Remove clamps and brackets from defective lead assembly. Cut cable ties from assembly and discard.
B. Cut the eyelet from the lead and remove grommet.
C. Grip the ferrule of the lead with a pair of vise grip or water pump pliers and with a twist-pull action
remove the ferrule from the cover and discard ferrule. Pull lead from cover.
D. Thread pre-stripped end of replacement lead through cover.
-Note-
Replacement leads are available from Bendix in lengths of 17 thru 74 inches in 3 inch
increments. Use nearest next longer length to replace defective lead.
E. Scrape blue coating being careful not to cut braid for .50 of an inch from end of lead.
-CAUTION-
NEW FERRULES MUST BE USED AND INSERTED UNDER THE BRAID

EXACTLY AS STATED IN STEP F.
F. Push back braid and thread a new ferrule over wire and under braid until braid just covers knurling.
(Refer to Figure 7426.)
74-21-02
Page 74-21
3G14
PIPER AIRCRAFT
PA-44-180/180T
r BRAZE
~l/=======~t
DRILL NO. 47 1/4 IN. DEEP
TAP 3-48
21/2 IN.
I.~
L I
12.000 IN.
BLEND 0.0. TO
POLISH 0.0. I
MAT: NO. 30 DRILL ROD OR EQUIVALENT
Figure 74-24. Assembly Tool
C346A
SPRING RETAINER ASSEMBLY
SLEEVE TOOL CABLE
Figure 74-25. Using Assembly Tool
74-21-02
Page 74-22
3G15
PIPER AIRCRAFT
PA-44-180/180T
C473
1/2" COATING SCRAPED

FROM BRAID
BRAID TO EDGE OF
KNURLING
BLUE COATING
Figure 74-26. Ferrule Positioned Under Braid
C347
~ 2.750 --------;-a....
,
0.506
0.250
-
MATERIAL - BRASS
Figure 74-27. Ferrule Seating Tool
74-21-02
Page 74-23
3G16
PIPER AIRCRAFT
PA-44-180/180T
C473 C473A
11-8625
L \
PLUNGER
ASSEMBLY 11-3699
HANDLE
11-8626
SPRING ~ ~
INSERTION
GUIDE
/ t 4 - - - - DISTRIBUTOR
~ _ _ _ DISTRIBUTOR
BLOCK
BLOCK
Figure 74-28. Position of 11-8627 Kit and Figure 74-29. Position of 11-8627 Kit and
Contact Spring at Start of Installation Contact Spring after Installation
C467 C467A
f
COAT
LUBRICATE
Figure 74-30. Lubricating Sleeve Figure 74-31. Lubricating Ferrule Shoulder
74-21-02
Page 74-24
3G17
PIPER AIRCRAFT
PA-44-180/180T
G. Pull the lead back into the cover to wedge the braid between the tapers of the cover and ferrule.
R. Provide a back up support for the cover and seat the ferrule using the 11-7074 Ferrule Seating Tool
(refer to Figure 74-27) and a mallet. Ferrule must be driven straight into the cover and fully seated.
I. Thread the pre-stripped end of conductor through grommet. Place a new eyelet on conductor and
Crimp per instructions given in second paragraph of Maintenance of Harness.
6. When lead being replaced is of the elbow type, salvage the used elbow and compression springs for
installation on replacement lead. Install these and new sleeve and contact spring (refer to Figures 74-28 and
74-29) furnished with replacement lead per instructions given in Steps I thru 4.
7. Reposition clamps and brackets and replace cable ties removed earlier. Clean the grommets, sleeves and the
inside of the cover with methyl ethyl ketone or denatured alcohol.
8. Spray grommets and sleeves with Fluorocarbon Spray, such as MS 122, supplied by Miller-Stephenson
Chemical Co. Inc., 16 Sugar Hollow Road, Danbury, Connecticut 06810, or equivalent.
9. Prior to seating spark plug lead terminal in plug barrel use fluorocarbon spray on spark plug terminal
insulating sleeve (refer to Figure 74-30) to prevent heat from sticking sleeve to spark plug barrel. Lightly
lubricate the shoulder of ferrule to minimize twisting of ferrule. (Refer to Figure 74-31 .) Use GO-JO NO
LOK manufactured by GO-JO Inc., Akron, Ohio 44309.
10. Check cam securing screw. Screw must be torqued to 16-20 inch-pounds.
11. With all high tension terminal grommets seated against the ferrules in the cover, attach the bottom capacitor
lead to the right main breaker and then the top capacitor lead to the left main breaker. Position the cover on
the magneto and secure. Torque cover screws to 30-35 inch-pounds.
12. Carefully route the high tension spark plug leads away from any hot spots such as manifolds and sharp
edges which might cause heat damage or chafing. Check leads for proper location in clamps so when
clamps are tightened the leads will not be crushed. Leads should be taut to prevent chafing due to vibration,
but not so taut as to produce undue strain on leads.
13. After all leads have been properly routed and secured to the engine, recheck all clamp securing screws for
tightness. Fasten coupling nuts to proper spark plugs and torque as specified in Chart 7402. Do not allow
ferrules to turn while torqueing nuts.
CHART 7402. COUPLING TORQUES
Spark Plug Torque

Coupling Threads (lb.-in.)
5/8-24 90 - 95
3/4-20 110 - 120
SPARK PLUGS.
REMOVAL OF SPARK PLUGS.
1. Loosen the coupling nut on the harness lead and remove the terminal insulator from the spark plug barrel
well.
74-22-01
Page 74-25
3G18
PIPER AIRCRAFT
PA-44-180/180T
234
Figure 74-32. Removing Spark Plug Frozen to Bushing
-Note-
When withdrawing the ignition cable lead connection from the plug, care must be
taken to pull the lead straight out and in line with the center line of the plug barrel;
otherwise a side load win be applied, which frequently results in damage to the barrel
insulator and connector. If the lead cannot be removed easily in this manner, the
resisting contact between the neoprene collar and the barrel insulator will be broken
by a rotary twisting of the collar. Avoid undue distortion of the collar and possible
side loading of the barrel insulator.
2. Remove the spark plug from the engine. In the course of engine operation, carbon and other combustion
products will be deposited on the end of the spark plug and will penetrate the lower threads to some degree.
As a result, greater torque is frequently required for removing a plug than for its installation. Accordingly,
the torque limitations given do not apply to plug removal and sufficient torque must be used to unscrew the
plug. The higher torque in removal is not as detrimental as in installation, since it cannot stretch the
threaded section. It does, however, impose a shearing load on this section and may, if sufficiently severe,
produce a failure in this location.
74-22-01
Page 74-26
3G19
PIPER AIRCRAFT
PA-44-180/180T
-Note-
Torque indicating handle should not be used for spark plug removal because of the
greater torque requirement.
3. Place spark plugs in a tray that will identify their position in the engine as soon as they are removed.
-Note-
Spark plugs should not be used if they have been dropped.

4. Removal of seized spark plugs in the cylinder may be accomplished by application of liquid carbon dioxide
by a conical metal funnel adapter with a hole in the apex just large enough to accommodate the funnel of a
C02 bottle. (Refer to Figure 74-32.) When a seized spark plug cannot be removed by normal means, the
funnel adapter is placed over and around the spark plug. Place the funnel of the C02 bottle inside the funnel
adapter and release the carbon dioxide to chill and contract the spark plug. Break the spark plug loose with a
wrench. A warm cylinder head at the time the carbon dioxide is applied will aid in the removal of an
excessively seized plug.
5. Do not allow foreign objects to enter the spark plug hole.
INSPECTION AND CLEANING OF SPARK PLUGS.
1. Visually inspect each spark plug for the following non-repairable defects: A. Severely damaged shell or
shield threads nicked up, stripped or cross-threaded. B. Badly battered or rounded shell hexagons. C. Out-
of-round or damaged shielding barrel. D. Chipped, cracked or broken ceramic insulator portions. E. Badly
eroded electrodes worn to approximately 50% of original size.
2. Clean the spark plug as required, removing carbon and foreign deposits.
3. Test the spark plug both electrically and for resistance.
4. Set the electrode gap at 0.015 to 0.018 inches.
INSTALLATION OF SPARK PLUGS.
Before installing spark plugs, ascertain that the threads within the cylinder are clean and not damaged.
1. Apply anti-seize compound sparingly on the threads and install gasket and spark plugs. Torque 360 to 420
inch-pounds.
-CAUTION-
MAKE CERTAIN THE DEEP SOCKET IS PROPERLY SEATED ON THE

SPARK PLUG HEXAGON AS DAMAGE TO THE PLUG COULD RESULT IF
THE WRENCH IS COCKED TO ONE SIDE WHEN PRESSURE IS APPLIED
2. Carefully insert the terminal insulator in the spark plug and tighten the coupling nut.
74-22-03
Page 74-27
3G20
PIPER AIRCRAFT
PA-44-180/180T
SWITCHING.
MAGNETO AND STARTER SWITCHES. (Refer to Figure 74-33.)
The magneto switches and the starter switch are located on a switch panel positioned to the left of the
instrument panel.
REMOVAL AND INSTALLATION OF MAGNETO SWITCHES. (Refer to Chapter 30 for removal and
installation procedures.)
REMOVAL AND INSTALLATION OF STARTER SWITCH. (Refer to Chapter 39 for removal and
installation procedures.)
C274
LINK
MAGNETO SWITCHES
(REAR VIEW)
K1BL
'F'
STARTER SWITCHES
(REAR VIEW)
SWITCH PANEL
Figure 74-33. Magneto and Starter Switches
74-31-02
Page 74-28
3G21
PIPER AIRCRAFT
PA-44-180/180T
GRIDS 3G22 THROUGH 3G24

3G22
CHAPTER
ENGINE INDICATING
3H1
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 77 - ENGINE INDICATING
CHAP1ER
SECTION GRID
77-00-00 GENERAL 3H3

77-01-00 Cluster Mounted Instruments 3H5 A 8 - 82
77-01-01 Removal and Replacement of Cluster Mounted
Instruments 3H5
77-01-01 Removal and Replacement of Cluster Mounted
Instruments (PA-44-180 SIN 44-95001 and up) 3H5
77-10-00 POWER 3H5

77-11-00 Manifold Pressure Gauge 3H5
77-11-01 Troubleshooting Manifold Pressure Gauge 3H6
77-11-02 Removal and Replacement of Manifold Pressure
Gauge 3H6 8 - 82
77-12-00 Tachometer Indicator (PA -44-180) 3H6
77-12-01 Troubleshooting Tachometer 3H7
77-12-02 Removal and Replacement of Tachometer
Indicator 3H7
77-13-00 Electric Tachometer Installation (PA-44-180T) 3H8 A 8 - 82
77-13-01 Removal and Installation of Tach Indicator 3H8 A 8 - 82
77-13-02 Removal and Installation of EMI Filter 3H8 A8 - 82
77-13-03 Removal and Installation of Magnetic Pickup 3H8 A8 - 82
77-20-00 1EMPERATURE 3H11 A8 - 82

77-21-00 Cylinder Head Temperature Gauge 3H11
77-21-01 Troubleshooting Cylinder Head Temperature
Gauge 3H11
77-21-02 Removal and Replacement 3H11
77-21-03 Cylinder Head Temperature Gauge
Calibration (PA-44-180 SIN 44-95001 and up) 3H12
77-30-00 ANALYZERS 3H13

77-31-00 Exhaust Gas Temperature Gauge 3H13 8 - 80
77-31-01 Cleaning and Inspection 3H13
77-31-02 Troubleshooting Exhaust Gas Temperature Gauge 3H14
77-31-03 Removal and Replacement of Gauge 3H14
77-32-00 Exhaust Gas Temperature Probe 3H14 A8 - 82
77-32-01 Removal ofEGT Probe (PA-44-180) 3H14 8 - 80
77-32-02 Installation ofEGT Probe (PA-44-180) 3H14 8 - 80
77-32-03 Removal ofEGT Probe (PA-44-180T) 3H15 A 8 - 80
77-32-04 Installation ofEGT Probe (PA-44-180T) 3H15 A 8 - 80
77 - Cont.lEffec.
Page -1
3H2
PIPER AIRCRAFT
PA-44-180/180T
GENERAL.
The power plant instrumentation is designed to give an accurate and quick indication of the power
conditions at which the engines are operating. Line routing for the instruments may be seen in Figure 77-1.
3265
1. OIL PRESSURE GAUGE SENDER
2. OIL PRESSURE SWITCH
3. HOURMETER SWITCH
4. FUEL PRESSURE GAUGE SENDER
5. FUEL PRESSURE LINE
6. OIL PRESSURE LINE
7. VACUUM LINE
8. TACH CABLE
9. DUAL TACHOMETER GAUGE
10. MANIFOLD PRESSURE GAUGE
11. DRAIN VALVE (2)
12. TACHOMETER GAUGE (RIGHT)
13. TACHOMETER GAUGE (LEFT)
14. MANIFOLD PRESSURE LINE FILTER
\
\
PA-44-180 ONLY
Figure 77-1. Engine Instrument Lines Installation
77-00-00
Page 77-01
3H3
PIPER AIRCRAFT
PA-44-180/180T
3264
1. MANIFOLD PRESSURE GAUGE

2. FUEL PRESSURE GAUGE SENDER
3. OIL PRESSURE SWITCH
4. OIL PRESSURE GAUGE SENDER
5. MANIFOLD PRESSURE LINE
6. OIL PRESSURE LINE
7. MANIFOLD PRESSURE LINE FILTER
8. MANIFOLD PRESSURE LINE FILTER HOUSING
9. MANIFOLD PRESSURE LINE DRAIN
DETAIL "A'
./
//
.:/-'/~ .~.~
(/Z_./~;:/
/~/~-
"\\~'
.,\,
\\
)\ 2
\..
<
PA-44-180T ONLY
Figure 77-1. Engine Instrument Lines Installation (cont.)
77-00-00
Page 77-02
3H4
PIPER AIRCRAFT
PA-44-180/180T
CLUSTER MOUNTED INSTRUMENTS.
REMOVAL AND REPLACEMENT OF CLUSTER MOUNTED INSTRUMENTS.
1. Remove the face panel by springing the plastic material from the channels.
2. With the face panel held in a vertical position the screws securing the clusters are accessible. Remove the
screws and the lens of the cluster to be repaired.
3. Remove the plastic light seals adjacent to the instrument to be replaced.
4. Remove the wires or tube to the instrument. Tag wires so they can be returned to the same terminal during
the replacement of the instrument.
5. Remove the nuts and insulating washers on electrical instruments, then move instrument aft. Mechanical
instruments have only one large nut and lock washer.
6. Replace instrument in the reverse order of removal. Check all mountings and connections for security.
REMOVAL AND REPLACEMENT OF CLUSTER MOUNTED INSTRUMENTS.

(PA-44-180 SIN 44-95001 and up.)
1. Remove the four screws on the panel which will be holding the cluster to the panel.
2. Label the wires to facilitate reinstallation.
3. Remove the clear lens cluster cover.
4 Remove the nuts and washers from the terminals of the gauge to be replaced.
5. Remove the gauge through the front of the cluster housing.
6. Replace instrument in the reverse order.
7. Check all connections for security and correctness.
POWER.
MANIFOLD PRESSURE GAUGE.
The manifold pressure gauge is a vapor proof, absolute pressure type instrument. Pressure from the intake
manifold of each engine is transmitted to the instrument through individual lines. There are two in line filters
which are located in the lines ahead of each instrument. They are accessible from underneath the instrument
panel and should be checked for moisture and/or replaced at each 100 hour or annual inspection. Also connected
to the back of the gauge are quick drains to permit draining of any fuel or liquid that might accumulate in the
lines.
77-11-01
Page 77-03
3H5
PIPER AIRCRAFT
PA-44-180/180T
TROUBLESHOOTING MANIFOLD PRESSURE GAUGE.
CHART 7701. MANIFOLD PRESSURE INDICATOR
Excessive error at existing Pointer shifted. Replace instrument.

barometric pressure.
Excessive error when Line Leaking. Tighten line connections.

engine is running.
Sluggish or jerky pointer Defective instrument. Replace instrument.

movement.
Dull or discolored Age. Replace instrument.

marking.
Incorrect reading. Moisture or oil in line. Disconnect lines and blow

out.
REMOVAL AND REPLACEMENT OF MANIFOLD PRESSURE GAUGE.
Refer to Chapter 34 and Removal of Face Mounted Instruments.
TACHOMETER INDICATOR (PA-44-180)
Each tachometer is connected to the engine accessory cover by a flexible cable and provides an indication of
crankshaft speed in revolutions per minute. The instrument has a recording mechanism for recording the time
that the engine is in actual operation. The right-hand tachomter has a reversing drive to correct for the counter-
rotation of the right -hand engine.
-Note-
Tachometer PIN 62177-3 must be used with Hartzell Propeller HC-C2YK-

2CLGF/FJC7666A or HC-2YK-2CGF/FC7666A. For information on the electric
tachometer in the 180T refer to Chapter 61.
77-12-01
Page 77-04
3H6
PIPER AIRCRAFT
PA-44-180/180T
TROUBLESHOOTING TACHOMETER.
CHART 7702. TACHOMETER
No reading on indicator, Broken drive cable. Replace cable.

either permanent or inter-
mittent.
Loose cable connections. Tighten cable.
Pointer oscillates Rough spot on, or sharp Repair or replace.

excessi vel y. bend in cable.
Excessive friction in Replace instrument.

instrument.
Indicator changes in Excessive clearance in Replace instrument.

climb. speed cup.
Pointer goes all the way Excessive lubricant in Replace instruments.

to stop, more noticeable instruments.
in cold weather.
Pointer jumps at idle. Speed cup hitting rotating Replace instrument.

magnet.
Tachometer cable breaks. Cable bent too sharply. Reroute cable, replace shaft.
REMOVAL AND REPLACEMENT OF TACHOMETEER INDICATOR.
Refer to Chapter 34 and Removal of Face Mounted Instruments.
77-13-03
Page 77-05
3H7
PIPER AIRCRAFT
PA-44-180/180T
ELECTRIC TACHOMETER INSTALLATION (PA-44-180T). (Refer to Figure 77-2.)
The tachometer on the 44-180T is an electrical instrument which utilizes an EMI filter, and magnetic pickups
on the engines. On top of each engine is a pickup mounted to a bracket. The pickup is positioned so that it
senses the passing of the ring gear teeth. The pulse is then read by the indicator. The electrical schematic can be
found in Chapter 91.
REMOVAL AND INSTALLA TION OF TACH INDICATOR.
The tachometer is located on the pilot's side of the instrument panel and is back mounted to the panel.
1. Disconnect the harness from the back of the instrument.
2. With the instrument supported, remove the four retaining screws, and withdraw the unit from the airplane.
3. The unit can be reinstalled in the reverse order.
REMOVAL AND INSTALLATION OF EMI FILTER. (Refer to Figure 77-2.)
1. Under the panel mounted to the panel support, remove the electrical connections making note of their
installed positions, and remove the two screws securing the filter.
2. Install the wires where previously noted and reinstall filter.
REMOVAL AND INSTALLATION OF MAGNETIC PICKUP. (Refer to Figure 77-2.)
1. Remove the top cowl of the desired engine.

2. Remove the screws and clamps attaching the pickup to the bracket.
3. The unit can now be removed by cutting the tie wrap and disconnecting the butt splices.
4. For installation, proceed as follows:
A. The clearance between the teeth of the ring gear and pickup should be .015 ± .005 inch with the
crankshaft pushed aft. Using a feeler gauge align the mounting clamps and pickup to give the proper
gap, and install the mounting screws.
B. Rotate propeller, making sure the crankshaft is pushed aft and insure the proper clearance is
maintained.
-CAUTION-
WHEN REMOVING A PROPELLER, FIRST REMOVE THE PICKUP TO

PREVENT DAMAGE TO THE UNIT.
77-13-03
Page 77-06
3H8
PIPER AIRCRAFT
PA-44-180/180T
B867
AI
Ii
PLAN VIEW
II A
'I '.
f-.--~-.. ___.u.~>1
,:, - 1:, '
B866
,--=...c::::: -:-=-:.--::..::: -:- - _ . - -
/-""
' ' - - - . -_ ~C--_ _

) ,
CIRCUIT BREAKER II
~=""F'---. CANNON PLUG --~
r~ ) :a,
i ' B953 1-'1
,;/ n~~_~~~1-)~~1
:
J
I
I
II 1
I
I
'I
,~~
/,,/
' : i
-!
:
.:
I •Y
r: ~ ..r-L
,_J
I
' - ~-;/
.... /".. \
\
\f---\
- "t: _._"'" ~ 0/
i:~ r n n
't I !I
! '
',TOP VIEW l J l/Y
I • I
" ~~ ~ T3L (ON L. ENGINE)

MAGNETIC PICKUP T3R (ON R. ENGINE)
ROUTE WITH MAG
LEADS
WHITE
VIEW C - C ROTATED 90° CW
Figure 77-2. Electric Tachometer Installation
77-13-03
Page 77-07
3H9
PIPER AIRCRAFT
PA-44-180/180T
B868
NOTE
INSTALL MAGNETIC PICKUP AND SET CLEARANCE
AFTER PROPELLER INSTALLATION. USE FEELER
GAUGE TO ADJUST CLEARANCE BETWEEN RING GEAR
AND TIP OF PICKUP TO .015/ .005 WITH CRANKSHAFT
PUSHED AFT. CHECK ALL AROUND RING GEAR TO
INSURE THAT PROPER CLEARANCE IS MAINTAINED.
R. ENGINE PICKUP
L. ENGINE PICKUP
WIRE DETAIL & SCHEMATIC

CIRCUIT BREAKER II
TlO
T1A
T3L T3R
•
LINE
0 EMI FILTER
LOAD
•
T1B
T2R
T1C
CAUTION
ANYTIME THE PROPELLER IS REMOVED OR
INSTALLED THE PICKUP SHOULD ALSO BE
REMOVED TO PREVENT DAMAGE TO THE UNIT.
Figure 77-2. Electric Tachometer Installation (cont.)
77-13-03
Page 77-08
3H10
PIPER AIRCRAFT
PA-44-180/180T
TEMPERA TURE.
CYLINDER HEAD TEMPERATURE GAUGE.
The cylinder head temperature gauges are in their respective instrument clusters, located on the
instrument panel. These instruments measure cylinder head temperature using a sender located in a cylinder head
in each engine. The cylinder head used is determined by the engine manufacturer. This gauge is an electrical
instrument and is wired thru the instruments circuit breaker.
-Note-
Each cylinder head gauge needle should be centered + 112 a needle width on the dot
with electrical power off. With 14 VDC applied to the system the gauge should
indicate approximately the known temperature. On a cold engine there should be a
drop of the needle.
TROUBLESHOOTING CYLINDER HEAD TEMPERATURE GAUGE.
CHART 7703. CYLINDER HEAD TEMPERATURE
Instrument shows no Engine is cold. Warm up engine.

indication.
Power supply wire open. Repair wire.
Defective sender. Replace sender.
Defective instrument. Replace instrument.
Open circuit breaker. Troubleshoot for fault.
Instrument goes all the Wire grounded between Repair wire.

way to upper stop. sender and gauge.
Defective sender. Replace sender.
Refer to the General section of this chapter under Removal of Cluster Mounted Instruments.
77-21-02
Page 77-09
3H11
PIPER AIRCRAFT
PA-44-180/180T
CYLINDER HEAD TEMPERATURE GAUGE CALIBRATION (PA-44-180 SIN 44-95001 and up)
A calibration chart has been included for use in verifing that the suspected faulty gauge is within tolerance.
Actual recalibration of the gauge must be performed by the manufacturer or an approved instrument repair
facility.
1. With the instrument installed in the aircraft, the aircrafts' power connected (14 VDC) and the ground
connected.
2. Remove the connection to the terminal marked SEND and connect a specified amount of resistance as
indicated on the chart, by use of a fixed resistor or a test unit capable of simulating the resistance indicated
on the chart (Power Resistor Decade Box).
3. If the gauge does not meet the tolerances set forth in the chart, it must be replaced or recalibrated.
4. Reinstallation should be the reverse of the procedure used to disconnect it.
-Note-
To facilitate installation, mark or label all wires prior to removal.
* NOTE:
CALIBRATION CHART TOLERANCES IS IN POINTER WIDTHS
GRADUATION OHMS DEGREES TOLERANCE*
DOT MECH ZERO -40 0

± 1/2
0
200 F 745 -30 0
± 1
0 0
350 F 110 +5 ± 1
0
500 F 34 +28 0
+ 1, - 0 USE 14 VDC
USE WITH SW338 OR ROCHESTER

GAUGE 3080-14 SENDER ("Q' CURVE)
• WXXX><IXX>OII
200 350 500
SEND IGN
@ GND
@c
Figure 77-3. Cylinder Head Temperature Calibration (PA-44-180 SIN 44-95001 and up)
77-21-02
Page 77-10
3H12
PIPER AIRCRAFT
PA-44-180/180T
ANALYZERS.
EXHAUST GAS TEMPERATURE GAUGE.
This dual instrument, which is commonly referred to as EGT, is used to aid the pilot in setting the most
economical fuel-air mixture for cruising flight at a power setting of 75% or less. It is a sensing device which
monitors the temperature of exhaust gases leaving the engine cylinders. If it is found defective after checking
with the troubleshooting chart, it should be replaced. If the leads to the gauge are defective in any way, they must
be replaced. When replacing leads, it is necessary to use the same type and length of wire, because the resistance
of the leads is critical for the proper operation of this gauge. When troubleshooting this instrument be certain the
system being checked coincides with the system selected on the indicator.
CLEANING AND INSPECTION.
Unless mechanical damage is evident such as broken glass, bent or broken pointer, or broken case, the
following checks should be performed before removing the instrument:
1. Remove probe from exhaust stack and check for broken weld (at tip end) or burnt off end. Measured
resistance of probe should be .8 ohms. Clean the connections with steel wool before reassembly.
2. Disconnect lead wires at instrument and measure length and diameter. Resistance with lead wires connected
to probe should be 3.3 ohms. Clean connections with steel wool before reassembly.
3. With leads connected to instrument, heat probe with propane torch to dull red. The meter should read up to
the fourth graduation or approximately 1500° F. Before making this check, make sure that the adjustment
screw, which is located in the rear of the instrument case, is in the center of its travel. If this screw has been
turned to either end of full travel, it will shut the instrument off and no indication will be shown on the
pointer. If meter still does not read, replace it.
-CAUTION-
DO NOT CONNECT OHMMETER ACROSS METER. IT WILL BURN OUT

THE MOVEMENT OF THE METER.
77-31-02
Page 77-11
3H13
PIPER AIRCRAFT
PA-44-180/180T
TROUBLESHOOTING EXHAUST GAS TEMPERATURE GAUGE.
CHART 7704. EXHAUST GAS TEMPERATURE
Gauge inoperative. Master Switch OFF. Turn switch ON.
Circuit Breaker OUT. Push breaker IN.
Defective gauge, probe Check probe and lead

or wiring. wires for chafing, breaks
or shorting between wires
and/or metal structure.
Adjusting potentiometer Reset potentiometer.

turned off scale.
Fluctuating reading. Loose, frayed or broken Clean and tighten connections.

electrical leads or faulty Repair or replace defective
connections. leads.
REMOVAL AND REPLACEMENT OF GAUGE. (Refer to Figure 77-1.)
1. Disconnect and label the wires from the EGT gauge at the instrument panel.
2. Remove the three bolts (*four screws) securing the instrument to the panel.
3. Install the gauge by reattaching the cables to their appropriate terminals.
* Referenced PA-44-180 SIN 44-95001 and up.
EXHAUST GAS TEMPERATURE PROBE.
REMOVAL OF EGT PROBE (PA-44-180).
1. Disconnect the lead cable from the rear of the instrument and remove it through the aircraft to the engine.
2. Cut the safety wire at the probe clamp and remove the probe from the number one cylinder exhaust.
77-32-02
Page 77-12
3H14
PIPER AIRCRAFT
PA-44-180/180T
INSTALLATION OF PA-44-180 EGT PROBE.
-NOJE-
When installing the probe, make sure to leave a minimum of 112
inch slack between where the lead cable attaches to the engine
and engine mount, to accommodate engine shock movement.
1. Sin's 44-7995001 thru 44-8195026:

A. If not already done, drill a .129 inch hole for the probe in the number one cylinder exhaust
manifold at 45°(typical) to the centerline of the cylinder, and 1.5 inches down from the mounting
flange of the manifold.
B. Install the probe in the hole drilled for it, and torque the worm screw clamp to 45 inch-pounds.
C. Cut off any excess of the clamp over .75 inch and file corners smooth.
D. Safety wire the screwhead of the clamp to the .75 inch clamp extension with .032 diameter safety
wire.
-CAUTION-
WHEN COILING THE LEAD CABLE, DO NOT LET IT
BEND PAST A 1/8 INCH RADIUS.
E.Run the cable back across the engine and mount, through the leading edge of the wing (where
extra cable should be coiled and tied to an existing bundle), and into the fuselage to the rear of the
instrument.
F. Attach the lead wires to their appropriate terminals of the instrument as shown in Figure 77-1.
2. Sin's 4495001 and up:
A. If not already done, drill a .129 inch hole for the probe in the number one cylinder exhaust
manifold at 45°(typical) to the centerline of the cylinder, and 4.5 inches down from the mounting
flange of the manifold.
B. Install the probe in the hole drilled for it, and torque the worm screw clamp to 45 inch-pounds.
C. Cut off any excess of the clamp over. 75 inch and file corners smooth.
-CAUTION-
WHEN COILING THE LEAD CABLE, DO NOT LET IT
BEND PAST A 1/8 INCH RADIUS.
D. Run the cable back across the engine and mount, through the leading edge of the wing (where
extra cable should be coiled and tied to an existing bundle), and into the fuselage to the rear of the
instrument.
E. Attach the lead wires to their appropriate terminals of the instrument
REMOVAL OF PA-44-180TEGT PROBE.

1. Disconnect the wires from the rear of the instrument and remove the wires through the aircraft to the
engine.
2. Loosen the EGT probe jam nut and unscrew the EGT probe from the exhaust stack.
77-32-03
Page 77-13
3H15
PIPER AIRCRAFT
PA-44-180/180T
EGT
YELLOW GAUGE
F==== =
--EB-
r--- - -
,
I
L __
INSERT PROBE SO THAT

SMALL DIAMETER TIP
PORTION IS ENTIRELY IN ~....;:a",.,_
THE EXHAUST FLOW.
EGT
PROBE
CAUTION
MINIMUM BEND RADIUS OF
LEAD CABLE IS 1/8 INCH.
DO NOT KINK OR PINCH
Figure 77-4. EGT Probe Installation (PA-44-180T)
77-32-04
Page 77-14
3H16
PIPER AIRCRAFT
PA-44-180/180T
INSTALLATION OF PA-44-180TEGT PROBE. (Refer to Figure 77-4)
-NOJE-
When routing lead cable, leave a minimum of 112 inch slack
between the engine and the engine mount to compensate for
engine shock movement.
1. Install the probe in the exhaust stack.) Maintaining the 2.75 inch dimension indicated, secure the probe
by tightening the jam nut.
-CAUTION-
DO NOT KINK OR PINCH THE LEAD WIRE. MINIMUM
BEND RADIUS OF THE LEAD WIRE IS 1/8 INCH.
2. Secure the lead cable to the engine mount and route cable through the leading edge of the wing and into
the fuselage to the rear of the EGT gauge.
3. Attach the lead wires to the appropriate terminals of the gauge.
-END-
77-32-04
Page 77-15
3H17
PIPER AIRCRAFT
PA-44-180/180T
3H18
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER
78
Exhaust
3H19
PIPER AIRCRAFT
PA-44-180/180T
3H20
PIPER AIRCRAFT
PA-44-180/180T
Chapter 78 - Exhaust
Table of Contents
Chapter Grid
Section Subject No.
78-00-00 GENERAL 3H23

Exhaust System (PA-44-180). 3H23
100 Hour Inspection 3H23
Removal 3H24
Installation 3H24
Leak Test of Muffler (PA-44-180) 3H25
78 - CONTENTS
Page 1
3H21 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
78 - CONTENTS
Page 2
April 15, 2012 3H22
PIPER AIRCRAFT
PA-44-180/180T
GENERAL
1. Exhaust System (PA-44-180).

This exhaust system is a muffler system, exhaust gases are discharged through an opening in the center of
the lower cowl. A heat shroud is installed for an alternate air heat rise for the carburetor.
A. 100 Hour Inspection (See Figure 1.)
WARNING: A very thorough inspection of the entire exhaust system,
including EXHAUST HEATER MUFF ASSEMBLY, CROSSOVER TUBES,
muffler and muffler baffles, stacks and all exhaust
connections and welds must be accomplished at each 100 hour
inspection.
The possibility of exhaust system failure increases with use. Check the system even more carefully as
the number of hours increase; for example an inspection at the 700 hour period would be more critical
than one in the 100 hour period. The system should also be checked carefully before winter operation
when cabin heat will be used.
NOTE: When installing an exhaust clamp having an alignment pin be certain that the pin engages the
mating holes in exhaust pipe and muffler to prevent separation of components.
(1) Removal of the tail pipe and stacks are required for inspection of the muffler baffles.
(2) Remove or loosen all exhaust shields, cabin heat shroud, heat blankets, etc., as required to permit
inspection of the complete system.
(3) Perform the necessary cleaning operations and inspect all external surfaces for dents, cracks and
missing parts.
(4) Pay particular attention to welds, clamps, supports and support attachment lugs, slip joints, stack
flanges and gaskets.
Note: Inspect each muffler clip joint for excessive exhaust leakage (some minor discoloration
and leakage is normal). If excessive leakage is displayed repair or replace as required.
In PA-44-180 S/N’s 44-7995001 thru 44-8095013 only, verify compliance with latest
revision of Piper Service Letter No. 860.
(5) Inspect internal baffles or diffusers. Any cracks, warpage or severe oxidation are cause for
replacement of muffler or tail pipe assembly.
(6) If any component is inaccessible for a thorough visual inspection, accomplish one of the
following:
(a) Perform a submerged pressure check of the muffler and exhaust stack at 2 psi air pressure.
See Leak Test of Muffler, below.
(b) Conduct a ground test using a carbon monoxide indicator by heading the airplane into the
wind, warming the engine on the ground, advancing the throttle to full static RPM with
cabin heat valves open, and taking readings of the heated airstream inside the cabin at
each outlet. Appropriate sampling procedures applicable to the particular indicator must be
followed. If carbon monoxide concentration exceeds .005 percent or if a dangerous reading
is obtained on an indicator not calibrated in percentages, the muffler must be replaced.
78-00-00
Page 78-1
3H23 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
Figure 78-1. Muffler Inspection
B. Removal
(1) Remove lower cowling.
CAUTION: When removing or installing coupling clamp, slide clamp
over end of pipe before assembly / disassembly. Excessive
spreading can lead to premature failure of clamp.
(2) Remove hardware from the alternate air tube and disconnect tube from shroud.
(3) Remove hardware attaching exhaust system to engine, remove exhaust system.
C. Installation
CAUTION: When removing or installing coupling clamp, slide clamp over
end of pipe before assembly / disassembly. Excessive spreading
can lead to premature failure of clamp.
NOTE: When installing an exhaust clamp having an alignment pin be certain that the pin engages the
mating holes in exhaust pipe and muffler to prevent separation of components.
(1) Position exhaust system in place and reinstall hardware attaching exhaust system to engine.
(2) Position alternate air tube in place and reinstall hardware attaching alternate air tube to shroud.
(3) Reinstall lower cowling.
78-00-00
Page 78-2
April 15, 2012 3H24
PIPER AIRCRAFT
PA-44-180/180T
2. Leak Test of Muffler (PA-44-180).

Each muffler should be subjected to the following leak test:
A. Plug muffler inlets.
B. Connect low pressure air supply to outlet (approximately 2 psi).
C. Submerge the muffler in water.
D. Repair or replace any muffler that leaks.
E. Upon completion of repairs, retest mufflers.
78-00-00
Page 78-3
3H25 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
78-00-00
Page 78-4
April 15, 2012 3H26
CHAPTER
OIL
311
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 79 - OIL
CHAP1ER
SECTION GRID
79-00-00 GENERAL 313

79-01-00 Oil Coller 313 Al - 83
79-01-01 Installation of Oil Cooler 313
79-30-00 INDICATING 313

79-31-00 Oil Pressure 313
79-31-01 Removal of Oil Pressure Sensors 313 Al - 82
79-31-02 Oil Pressure Sender Test 313
79-31-03 Installation of Oil Pressure Senders 314
79-31-04 Engine Oil Pressure Gauge 314
79-31-05 Troubleshooting Oil Pressure Gauge 315
79-31-06 Removal and Replacement of Gauge 315
79-31-07 Oil Pressure Gauge Calibration 315
79-32-00 Oil Temperature Gauge 317
79-32-01 Troubleshooting Oil Temperature Gauge 317
79-32-02 Removal and Replacement of Gauge 317
79-32-03 Oil Temperature Gauge Calibration 317
79 - Cont.lEffec.
Page -1
312
PIPER AIRCRAFT
PA-44-180/180T
GENERAL.
OIL COOLER.
INSTALLA TION OF OIL COOLER.
1. When installing fittings in the oil coolers, care should be used to prevent excessive torque being applied to
the cooler. When a rectangular fitting boss is provided, a backup wrench should be used, employing a
scissor motion, so that no load is transmitted to the cooler. When the oil cooler has a round fitting boss, care
should be taken not to permit excessive torque on the fittings.
2. If a pipe thread fitting is used, it should be installed only far enough to seal with sealing compound.
3. Apply Lubon No. 404 to all male pipe thread fittings, do not allow sealant to enter the system.
4. When installing hoses and fittings make sure a minimum of .5 inch clearance is maintained between hose
and engine mount, and .12 inch between hose and oil filter case.
5. If fitting cannot be positioned correctly using a torque of 10 to 15 foot-pounds, another fitting should be
used.
6. When attaching lines to the cooler, a backup wrench should be used.
7. After installation, inspect the cooler for distorted end cups.
8. Run-up engine, after run-up check for oil leaks.
-Note-
Winterization plates should be installed between oil cooler seal and engine baffle
when ambient temperature is below 50° F.
INDICA TING.
OIL PRESSURE.
REMOVAL OF OIL PRESSURE SENDERS.
There are two sending units for each engine. One for oil pressure and the other for a warning light. Both units
are mounted on a common manifold located behind each engine firewall. The upper unit is for the pressure
gauge and the lower unit is for the warning light. Access to the units is through access panels on each side of the
forward nacelle. Removal is accomplished by the following:
1. Disconnect the electrical leads from the particular unit. It is suggested that the leads be marked for easy
connection upon reinstallation of the sensor.
2. Unscrew the unit from the manifold.
3. catch spillage and cover the fitting on the manifold to prevent foreign matter from entering the system.
OIL PRESSURE SENDER TEST. (Refer to Chart 7901)
The oil pressure sender works on the relationship of pressure to resistance. As the pressure increases so does
the resistance and inturn alters the position of the needle of the instrument.
To test the sender the following procedure should be followed:
1. Connect a calibrated pressure source to the pressure port.
2. Attach ohmmeter leads to the one pole extending from the sender and one to the sender itself.
3. Raise and lower the pressure to the sender and crosscheck with the required tolerances in Chart 7901.
79-31-02
Page 79-01
313
PIPER AIRCRAFT
PA-44-180/180T
CHART 7901. OIL PRESSURE SENDER TEST SPECIFICATIONS
Pressure (Psi g) Resistance (Ohms) Tolerance(Ohms)
0 10 -
25 46 -5, +0
60 90 -
90 126 -0, +15
INSTALLA TION OF OIL PRESSURE SENDERS.
1. Apply thread sealant tape (3M - Teflon 48 x 1/4") to the male threads of the sensors being careful not to
cover the first three threads.
2. Remove the protective cover from the fitting and screw the unit into the manifold.
3. Reconnect the electrical leads to the unit.
4. Perform an operational check of the system.
-Note-
Refer to Chapter 91 for Electrical Schematics.
ENGINE OIL PRESSURE GAUGE.
The oil pressure gauges are mounted in two respective clusters or in an adjacent configuration on the
instrument panel, the latter is installed on SIN 44-95001 and up. Each gauge indicates the amount of oil pressure
available at the pressurized engine oil passage through a sender at the firewall.
-Note-
The needle of each gauge should be centered + 112 a needle width on the dot with
electric power off. With positive 14 VDC applied to the electrical bus, each gauge
should iondicate 0 psi + 1 needle width.
79-31-04
Page 79-02
314
PIPER AIRCRAFT
PA-44-180/180T
TROUBLESHOOTING PRESSURE GAUGE.
CHART 7902. OIL PRESSURE GAUGE
Excessive error at zero. Pointer loose on shaft. Repalce instrument.

Overpressure or seasoning
of burdon tube.
Excessive scale error. Improper calibration Replace instrument.

adjustment.
Excessive pointer Air in line or rough engine Disconnect line and fill
oscillation. relief. with light oil. Check for
leaks. If trouble persists,
clean and adjust relief valve.
Sluggish operation of Engine relief valve open. Clean and check.

pointer or pressure fails
to build up.
Line restriction to Clean and check.

instrument.
Loss of oil in engine or Shut down engine.

other engine failure.
NOTE
Gauge will take longer to indicate in cold weather.
Refer to the General sectrion of Chapter 77 for Removal of Cluster Mounted Instruments.
OIL PRESSURE GAUGE CALIBRATION. (PA-44-180 SIN 44-95001 AND UP)
facility.
connected.
79-32-02
Page 79-03
315
PIPER AIRCRAFT
PA-44-180/180T
OIL PRESSURE GAUGE CALIBRATION. (cont)
-Note-
* NOTE:
DOT MECH ZERO -40° ± 1/2
0# 10 -34.5° ± 1/2
25# 45 -16° ± 1
55# 84.5 +8.5° ± 1
95# 132 +27.5° ± 1

USE 14 VDC
115# 153 +32° +1, -0
USE WITH ROCHESTER GAUGE 3060-
18 SENDER ("K" CURVE)
WHITE
~SIOQAS· ~"1l888EII
25 55 115 25 55 115 SEND IGN
@J e@ GND 14 VDC
Figure 79-1. Oil Pressure Gauge Calibration (PA-44-180 SIN 44-95001 and up)
79-32-02
Page 79-04
316
PIPER AIRCRAFT
PA-44-180/180T
OIL TEMPERATURE GAUGE.
The oil temperature indicator is mounted in the instrument cluster or in an adjacent configuration on the
instrument panel. This instrument will provide a temperature indication of the engine oil in degrees Fahrenheit.
The instrument has a temperature bulb located in the oil screen assembly, on the engine accessory section.
-Note-
With electrical power off, each gauge pointer should center ± 112 a needle width on the
dot. When positive 14 VDC is applied to the bus, the gauge should indicate the
approximate known temperature.
TROUBLESHOOTING OIL TEMPERATURE GAUGE.
CHART 7903. OIL TEMPERATURE GAUGE
Instrument fails to show Broken or damaged bulb. Check engine unit and
any reading. Wiring open. wiring to instrument.
Excessive error. Improper calibration Replace instrument.

adjustment.
Pointer fails to move Broken or damaged bulb Check engine unit and
as engine is warmed up. or open wiring. wiring.
Dull or discolored Age. Replace instrument.

marking.
Refer to the General section of Chapter 77 for Removal of cluster mounted instruments.
OIL TEMPERATURE GAUGE CALIBRATION. (PA-44-180 SIN 44-95001 and up)
facility.
connected.
79-32-04
Page 79-05
317
PIPER AIRCRAFT
PA-44-180/180T
OIL TEMPERATURE GAUGE CALIBRATION (cont)
-Note-
* NOTE:
DOT MECH ZERO -40° ± 1/2
75° F 903.5 -33.5° ± 1
180° F 100 +12.5° ± 1
245° F 36 +35° - 0, + 1 USE 14 VDC
USE WITH SW362 OR ROCHESTER

GAUGE 3080-13 SENDER ("E' CURVE)
• WtlW9CI>O<>OII
75 180 245
• WMXXIXX>OfI'
75 180 245 SEND IGN
@ GND
,®C
Figure 79-2. Oil Temperature Gauge Calibration (PA-44-180 SIN 44-95001 and up)
79-32-04
Page 79-06
318
PIPER AIRCRAFT
PA-44-180/180T
GRIDS 319 THROUGH 3110

319
CHAPTER
STARTING
3111
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 80 - STARTING
CHAP1ER
SECTION GRID
80-00-00 GENERAL 3113

80-00-01 Description of Operation 3113
80-10-00 CRANKING 3116

80-10-01 Maintenance of Starting System 3116
80-10-02 Overhaul of Starting Motor 3117
80-10-03 Removal of Starting Motor 3117
80-10-04 Disassembly of Starting Motor 3117
80-10-05 Brushes 3117
80-10-06 Armature 3118
80-10-07 Field Coils 3118
80-10-08 Brush Holders 3118
80-10-09 Gear and Pinion Housing 3118
80-10-10 Bendix Drive 3118
80-10-11 Assembly of Starting Motor 3120
80-10-12 Bench Tests 3120
80-10-13 Starting Motor Control Circuit 3120
80-10-14 Starting Motor Service Test Specifications 3121
80 - Cont. IEffec.
Page -1
3112
PIPER AIRCRAFT
PA-44-180/180T
GENERAL.
DESCRIPTION OF OPERATION.
The gear reduction starting motor consists of six major components: The Commutator End Head Assembly,
the Armature, the Frame and Field Assembly, the Gear Housing, the Pinion Housing, and the Bendix Drive
Assembly.
When the starting circuit is energized, battery current is applied to the starting motor terminal. Current flows
through the field coils, creating a strong magnetic field. At the same time, current flows through the brushes to
the commutator, through the armature windings to ground. The magnetic force created in the armature combined
with that created in the field windings begins to turn the armature.
The gear cut on the drive end of the armature shaft extends through the gear housing, where it is supported by
a roller bearing. The gear mates with the teeth of the reduction gear that drives the bendix shaft. The shaft is
keyed to the reduction gear. The Bendix drive is held in position on the shaft by a "spiral" pin. The shaft is
supported in the gear housing by a closed end roller bearing and in the pinion housing by a graphitized bronze
bearing.
When the armature turns the reduction gear, the Bendix drive pinion meshes with the flywheel ring gear by
inertia and action of the screw threads within the Bendix sleeve. A detent pin engages in a notch in the screw
threads which prevents demeshing if the engine fails to start when the starting circuit is de-energized.
When the engine reaches a predetermined speed, centrifugal action forces the detent pin out of the notch in the
screw shaft and allows the pinion to demesh from the flywheel.
TROUBLESHOOTING.
CHART 8001. TROUBLESHOOTING (STARTER)

STARTER
Starter fails to operate. Low battery charge. Check and recharge if

necessary.
Defective or improper wiring Refer to electrical wiring

or loose connections. diagram and check all wiring.
Defective starter solenoid or Replace faulty unit.

control switch.
80-00-02
Page 80-01
3113
PIPER AIRCRAFT
PA-44-180/180T
CHART 8001. TROUBLESHOTTING (STARTER) (cont)

Starter fails to operate. (cont) Binding, worn, or improperly Brushes should be a free fit in
seated brush, or brushes with in the brush boxes without
excessive side play. excessive side play.
Binding brushes and brush
boxes should be wiped clean
with a gasoline (undoped)
moistened cloth. A new brush
should be run in until at least
50 percent seated; however, if
facilities are not available for
running in brushes, then the
brush should be properly
seated by inserting a strip of
number 000 sandpaper
between the brush and com-
mutator, with the sanded side
next to the brush.
Pull sandpaper in the
direction of rotation, being
careful to keep it in the same
contour as the commutator.
-CAUTION-
DO NOT USE COARSE
SANDPAPER OR EMERY
CLOTH. AFTER SEATING,
CLEAN THOROUGHLY TO
REMOVE ALL SAND AND
METAL PARTICLES TO
PREVENT EXCESSIVE
WEAR. KEEP MOTOR
BEARING FREE FROM SAND
OR METAL PARTICLES.
80-00-02
Page 80-02
3114
PIPER AIRCRAFT
PA-44-180/180T
CHART 8001. TROUBLESHOTTING (STARTER) (cont)

Starter fails to operate. (cont) Dirty commutator. If commutator is rough or
dirty, smooth and polish with
number 000 sandpaper. If too
rough and pitted, remove and
turn down. Blowout all
particles.
Shorted,grounded,oropen Remove and replace with an

armature. armature known to be in
good condition.
Grounded or open field Test, repair if possible or

circuit. replace with a new part.
Low motor and cranking Worn, rough, or improperly Disassemble, clean, inspect,
speed. lubricated motor or starter and relubricate, replacing
gearing. ball bearings if worn.
Same electrical causes as Same remedies listed for

listed under "Motor fails these troubles.
to operate."
Excessive arcing of motor Binding, worn, or improperly See information above

brushes. seated brush or brushes dealing with this trouble.
with excessive side play.
Dirty commutator, rough Clean as outlined above.

pitted or scored.
Excessive wear and arcing Rough or scored commutator. Remove and turn commutator
of motor brushes. down on a lathe.
Armature assembly not Reface commutator.

concentric.
80-00-02
Page 80-03
3115
PIPER AIRCRAFT
PA-44-180/180T
CRANKING.
MAINTENANCE OF STARTING SYSTEM.
The starting system should be inspected at regular intervals, the frequency of which should be determined by
the amount of service and the conditions under which the aircraft is operated. It is recommended that such
inspection be made at each 100 hours and include the following:
1. The battery should be checked with a hydrometer to be sure it is fully charged and filled to the proper level
with approved water. A load test should be made to determine battery condition. If dirt and corrosion have
accumulated on the battery, it should be cleaned with solution of baking soda and water.
2. The starting circuit wiring should be inspected to be sure that all connections are clean and tight and that the
insulation is sound. A voltage loss test should be made to locate any high resistance connections that would
affect starting motor efficiency. This test is made with a low reading voltmeter while cranking the engine or
at approximately 100 RPM. The following limits should be used:
A. Voltage loss from insulated battery post to starting motor terminal 0.3 volt maximum.
B. Voltage loss from battery ground post to starter frame 0.1 volt maximum.
-Note-
If voltage loss is greater than the above limits, additional tests should be made over
each part of the circuit to locate the high resistance connections.
374
---=======
, , _ _ - - - - - - - - - C . E . HEAD ASS'Y
./
~-----COVER
BRUSHSPRING
BRUSH SET
BAND
SET
, - - - SEALED BALL BEARING

ARMATURE
~--- BUSHING SET

~-- NEEDLE BEARING
FRAME & FIELD ASS'Y
GEAR HOUSING ASS'Y
* TRUST WASHERS
Figure 80-1. Exploded View of Gear Reduction Starter Motor
80-10-01
Page 80-04
3116
PIPER AIRCRAFT
PA-44-180/180T
3. No lubrication is required on the starting motor except at the time of overhaul. Then lubricate the entire
shaft under Bendix Drive, fill grooves in armature shaft at drive end and pack gear box with 1.3 to 2.0
ounces of Lithium Soap Base Grease 1925 Molytex "0" or equivalent.
4. The starting motor should be operated for a few seconds with the ignition switch off to make sure that the
pinion engages properly and that it turns freely without binding or excessive noise. Then the engine should
be started two or three times to see that the pinion disengages properly when the engine is turned off.
OVERHAUL OF STARTING MOTOR.
If during the above inspection any indication of starting motor difficulty is noted, the starting motor should be
removed from the engine for cleaning and repair.
REMOVAL OF STARTING MOTOR.
To remove the starting motor from the engine, first disconnect the ground cable from the battery post to
prevent short circuiting. Disconnect the lead from the starting motor terminal, then take out the mounting bolts.
The motor can then be lifted off and taken to the bench for overhaul.
DISASSEMBLY OF STARTING MOTOR.
1. Remove the frame screws from the commutator end head and pull end head and armature from frame. Lift
brushes and lock in elevated position with brush springs. Use a puller to remove the end head from the
armature. Use a special bearing puller to remove the sealed ball bearing from the armature shaft.
2. Remove the frame screws that secure the gear housing to the frame. Remove bolts and nuts holding the gear
housing to the pinion housing and separate the two units. Pull the Bendix shaft from the pinion housing. Do
not lose the steel spacer that is located on the pinion end of the shaft. Remove the reduction gear, woodruff
key and spacer from shaft.
3. Turn the Bendix pinion until it locks in the extended position. Locate "spiral" pin and use a punch to
remove. Slide drive assembly off the shaft. Do not attempt to disassemble the drive and do not dip it in
cleaning solvent.
4. To remove the roller bearings from the gear housing, use an arbor press and the correct bearing arbor. DO
NOT HAMMER OUT. Each part should be cleaned and inspected for excessive wear or damage. Bearings
should be checked for proper clearance and evidence of roughness or galling. Oil and dirt should be
removed from insulation and the condition of the insulation checked.
BRUSHES.
Check the brushes to see that they slide freely in their holders and make full contact on the commutator. If
worn to half their original length or less, they should be replaced.
80-10-05
Page 80-05
3117
PIPER AIRCRAFT
PA-44-180/180T
ARMATURE.
1. Check the commutator for uneven wear, excessive glazing or evidence of excessive arcing. If only slightly
dirty, glazed or discolored, the commutator can be cleaned with 00 or 000 sandpaper. If the commutator is
rough or worn, it should be turned in a lathe. Refer to Figure 80-2. The armature shaft should be inspected
for rough bearing surfaces and rough or damaged splines.
2. To test the armature for grounds, a set of test probes connected in series with a 110 volt light should be used.
Touch one probe to the commutator segment and the other to the armature core. If the test lamp lights, the
armature is grounded and should be replaced.
3. To test for shorted armature coils, a growler is used. Refer to Figure 80-3. The armature is placed on the
growler and slowly rotated by hand while a steel strip is held over the core so that it passes over each
armature core slot. If a coil is shorted, the steel strip will vibrate.
4. A quick check for opens can be made by inspecting the trailing edge (in direction of rotation) of the
commutator segments for excessive discoloration. This condition indicates an open circuit.
FIELD COILS. (See Figure 80-4.)
1. Check the field coils for grounds by placing one test probe on the frame and the other on the starter
terminal. Be sure the brushes are not accidently touching the frame. If the lamp lights, the fields are
grounded. Repair or replace.
2. Inspect all connections to make sure they are clean and tight and inspect insulation for deterioration.
BRUSH HOLDERS.
1. To test brush holders, touch one test probe to the brush plate and the other to each brush holder.
2. The test lamp should light when the grounded brush holders are touched and should not light when the
insulated brush holders are touched.
GEAR AND PINION HOUSING.
Inspect the housing for cracks and bearings for excessive wear. Remove rust, paint or grease from mounting
surfaces.
BENDIX DRIVE.
The Bendix Drive should be wiped clean with a dry cloth. The pinion should turn smoothly in one direction
and should lock in the other direction. Replace drive if it fails to check as above or if the pinion teeth are
excessively worn or damaged.
80-10-10
Page 80-06
3118
PIPER AIRCRAFT
PA-44-180/180T
375 376
Figure 80-2. Turning Motor Commutator Figure 80-3. Testing Motor Armature for Shorts
376A 376B
CARBON
PILE
BATTERY
.,
' - - - - - - - - ' GROUND STARTING
MOTOR
Figure 80-4. Testing Motor Fields for Grounds Figure 80-5. No Load Test Hookup
80-10-10
Page 80-07
3119
PIPER AIRCRAFT
PA-44-180/180T
ASSEMBLY OF STARTING MOTOR.
1. When assembling the starting motor, always use an arbor press and the proper bearing arbor for installing
graphitized bronze and roller bearings. The Bendix shaft should have a thin film of Lubriplate #777 or
equivalent on the Bendix portion of the shaft. End play should be .005 to .050 of an inch.
2. New brushes should be properly seated when installing by wrapping a strip of 00 sandpaper around the
commutator, with sanding side out, 1 114 to 1 112 times maximum. Drop brushes on sandpaper covered
commutator and turn the armature slowly in the direction of rotation. Dust should be blown out of the
motor after sanding.
-Note-
The spring tension is 32 to 40 ounces with new brushes This tension is mea-red with a
spring scale hooked under the brush spring near the brush and the reading is taken at
right angles to the line of force exerted by the brush spring.
3. Check the position of the pinion to be sure the unit will mesh properly with the flywheel ring gear. See
Chart 8002 for specifications.
BENCH TESTS.
1. After the starting motor is reassembled, it should be tested to see that no load current at a certain voltage is
within specification as given in Chart 8002. To make this test, connect as shown in Figure 80-5. If current
is too high, check the bearing alignment and end play to make sure there is no binding or interference. Two
or three sharp raps on the frame with a rawhide hammer will often help to align the bearings and free the
armature.
2. If no difficulty is indicated in the above test, a stall torque test may be made to see if the starting motor is
producing its rated cranking power. Make test connections as shown in Figure 80-6.
3. If torque and current are not within specifications, check the seating of the brushes and internal connections
for high resistance. If these checks are made and found to be in good order, replace frame and field
assembly and retest starter.
STARTING MOTOR CONTROL CIRCUIT.
1. Inspect the control circuit wiring between the battery, solenoid and manual starting switch for breaks, poor
connections and faulty insulation. Tighten all ground connections and make sure solenoid is firmly
mounted and makes a good ground connection.
2. Check the voltage loss across the switch contacts during normal starting. If loss is in excess of 0.2 volts per
100 amps, the solenoid should be replaced.
3. If solenoid fails to operate when the manual starting switch is turned on, or if it fails to release when the
manual starting switch is released, it should be replaced.
80-10-13
Page 80-08
3120
PIPER AIRCRAFT
PA-44-180/180T
378
CARBON PILE
KNIFE SWITCH
AMMETER
VOLTMETER
STARTING SPRING SCALE

MOTOR
BATTERY
GROUND
Figure 80-6. Stall Torque Hookup
STARTING MOTOR SERVICE TEST SPECIFICATIONS.
Prestolite specifications for 12 volt starting motors installed as standard equipment on PA 44-180 series
airplanes are as follows:
CHART 8002. STARTING MOTOR SPECIFICATIONS
Motor Model MZ-4220
Min. Brush Tension 32 oz.

Max. Brush Tension 40 oz.
No-Load Test (77° F)

Volt 10
Max. Amps 75
Min. R.P.M. 2000
Stall Torque
Amps 560
Min. Torque, Ft. Lbs. 38.0
Approx. Volts 4.0
Pinion Position*
Drive at rest 1.748 in. - 1.855 in.
Drive extended 2.388 in. - 2.495 in.
*This dimension is measured from the centerline of the mounting hole nearest the drive end head to the edge of the pinion.
80-10-14
Page 80-09
3121
PIPER AIRCRAFT
PA-44-180/180T
GRIDS 3122 THROUGH 3124

3122
CHAPTER
TURBINES
3J1
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER 81 - TURBINES
CHAP1ER
SECTION GRID
81-00-00 GENERAL 3J3

81-01-00 Description and Operation 3J3
81-03-00 Turbocharger Nomenclature 3J3
81-20-00 TURBOCHARGER 3J9

81-21-00 Removal of Turbocharger 3J9
81-22-00 Installation of Turbocharger 3J9
81-23-00 Prelubrication of Turbocharger 3J11
81-24-00 Initial Run-In Procedure Precautions 3J13
81-25-00 Routine Turbocharger Maintenance 3J13
81-25-01 Periodic Inspection 3J13
81-26-0 Absolute Pressure Relief Valve 3J13
81-26-01 Removal of Absolute Pressure Relief Valve 3J14
81-26-2 Installation of Absolute Pressure Relief Valve 3J14
81-27-0 Exhaust Bypass Valve 3J14 8 - 82
81-27-01 Adjustment of Exhaust Bypass Valve 3J14 8 - 82
81 - Cont. IEffec.
Page - 1
3J2
PIPER AIRCRAFT
PA-44-180/180T
GENERAL.
The turbocharger system (Figure 81-1) consists of a turbine and compressor assembly, ground adjustable
exhaust bypass screw and the necessary hose and engine air intake ducts. The ground adjustable exhaust bypass
screw allows some exhaust gas to bypass the turbine and flow directly overboard. The turbocharger requires little
attention between overhauls. However, it is recommended that the items outlined in the Inspection Report be
checked periodically.
-CAUTION-
EXTREME CARE SHOULD BE EXERCISED AT ALL TIMES WHILE

SERVICING OPERATING TURBOCHARGERS. KEEP FINGERS AND
FOREIGN OBJECTS AWAY FROM OPENINGS. AVOID CONTACT WITH
HOT SURFACES.
OPERATION OF THE ENGINE AT ANY SPEED FASTER THAN IDLE

IMMEDIATELY AFTER START-UP CAN RESULT IN "OIL LAG" FAILURE
OF TURBOCHARGER BEARINGS, ESPECIALLY IN COLD WEATHER OR
AFTER A PROLONGED NON-OPERATIVE PERIOD.
TROUBLESHOOTING.
CHART 8101. TROUBLESHOOTING (TURBOCHARGER)
Manifold pressure low or Restriction in duct between air Remove restriction.

fluctuating. cleaner and turbocharger.
Aircraft cannot reach critical Restriction in duct between Remove restriction.

altitude. compressor and engine intake
manifold.
Restriction in engine exhaust Remove restriction.

system after turbocharger.
Restriction in engine intake or Refer to appropriate engine

exhaust manifold. manufacturers maintenance
manual.
Pressure relief valve opens at too Recalibrate or replace relief

low of a pressure. valve.
81-02-00
Page 81-01
3J3
PIPER AIRCRAFT
PA-44-180/180T
CHART 8101. TROUBLESHOOTING (TURBOCHARGER) (cont.)
Oil leakage. At too slow idle, turbocharger Increase idle speed.

won't turn. Turbine seal leaks oil
seen as blue smoke.
Engine oil wrong type or Refer to engine manufacturer's

viscosity or unauthorized oil maintenance manual.
additives used.
Restriction in duct between air Remove restriction.

cleaner and turbocharger.
Restriction or faulty check valve Remove restriction or replace

in turbocharger oil lines. defective check valve.
Engine malfunction allowing oil Refer to engine manufacturer's

to enter exhaust (rings, pistons, maintenance manual.
valves, etc.)
Engine overboosts. Pressure relief valve fails to Recalibrate, overhaul or replace

open. relief valve.
Exhaust bypass valve Adjust bypass valve.

improperly adjusted.
Turbocharger output low or Restriction in duct between Remove restriction.

operates sluggishly. compressor and engine intake
manifold.

Restriction in engine exhaust Remove restriction.

system after turbocharger.
Restriction in engine intake or Refer to engine manufacturer's

exhaust manifold. maintenance manual.
Heavy carbon build-up behind Overhaul turbocharger as

turbine wheel. needed.
81-02-00
Page 81-02
3J4
PIPER AIRCRAFT
PA-44-180/180T
Turbocharger output low or Heavy sludge or coking in center Overhaul turbocharger as

operates sluggishly (cont.) housing. needed. Service engine
lubrication system.
Turbocharger rotating assembb Compressor wheel damaged by Clean and repair air induction
binding or dragging. foreign object. system. Overhaul turbocharger.
Turbine wheel damaged by Clean and repair exhaust

foreign object. system. Overhaul turbocharger.
Heavy carbon buildup behind Overhaul turbocharger as

turbine wheel. needed.
Heavy sludge or coking in center Overhaul turbocharger. Service

housing. engine lubrication system.
Turbocharger seal leakage at Excessive prelube of turbo- Perform correct prelube of

turbine end. charger. turbocharger.
Restriction in engine crankcase Remove restriction,

breather.
Restriction or faulty check valve Remove restrictions or replace

in turbocharger oil drain line. faulty check valve.
Malfunction in oil scavenge Refer to engine manufacturer's

pump or drain sump. maintenance manual.
Worn or damaged turbine Clean and repair exhaust system

wheel. as needed. Overhaul turbo-
charger.
Heavy sludge or coking in center Overhaul turbocharger -service

housing. engine lubrication system.
Engine malfunction (Piston Refer to engine manufacturer's

blowby or high internal crank- maintenance manual.
case pressure.
81-02-00
Page 81-03
3J5
PIPER AIRCRAFT
PA-44-180/180T
Turbocharger seal leakage at Air cleaner element clogged. Service air cleaner.
compressor end.
Restriction or faulty check valve Remove restriction or replace

in turbocharger oil drain line. faulty check valve.

Malfunction in oil scavenge Refer to engine manufacturer's

pump or drain pump. maintenance manual.
Restriction in engine crankcase Remove restriction.

breather.
Worn or damaged compressor Clean and repair induction

wheel. system. Overhaul turbocharger.
Engine malfunction (Piston Refer to engine manufacturer's

blowby or high internal maintenance manual.
crankcase pressure.)
Pressure relief valve fails to Relief valve aneroid bellows Overhaul or replace relief valve.
open. failed.
Relief valve out of calibration. Recalibrate or replace relief

valve.
Excessive noise or vibration. Improper bearing lubrication. Supply required oil pressure,
clean or replace oil line, clean
oil screen. If trouble persists,
overhaul turbocharger.
Leak in engine intake or exhaust Tighten loose connections or

system. replace manifold exhaust
gaskets as necessary.
Dirty impeller blades. Disassemble and clean turbo-

charger.
Engine will not deliver rated Clogged induction system. Clean all ducting and filter.
power.
81-02-00
Page 81-04
3J6
PIPER AIRCRAFT
PA-44-180/180T
Engine will not deliver rated Foreign material lodged in Disassemble and clean.
power. (cont) compressor, impeller or turbine.
Excessive dirt build-up in Clean compressor assembly.

compressor. Service air cleaner and check
for leakage .
Leak in engine intake or Tighten loose connections or

exhaust. replace exhaust manifold
gaskets as necessary.
Turbocharger impeller binding, Check bearing. Replace turbo-

frozen or fouling housing. charger as necessary.
Rotating assembly bearing Overhaul turbocharger.

seizure.
-Note -
Due to the critical tolerances and the high standards of workmanship involved, it is
recommended that only qualified personnel attempt the overhaul of the
turbochargers.
TURBOCHARGER NOMENCLATURE.
Many unfamiliar terms may appear on the folowing pages of this manual. An understanding of these will be
helpful in performing maintenance and troubleshooting. The following is a list of commonly used terms and a
brief description of each.
81-03-00
Page 81-05
3J7
PIPER AIRCRAFT
PA-44-180/180T
TURBOCHARGER NOMENCLATURE
1ERM MEANING
Absolute Pressure Pressure measured above a vacuum rather than above ambient pressure.
Bootstrapping This is a term used in conjunction with turbo machinery. If you were to take all
the air coming from a turbocharger compressor and duct it directly back into
the turbine of the turbocharger, it would be called a bootstrap system and if no
losses were encountered, it would theoretically run continuously. It would also
be very unstable because if for some reason the turbo speed would change, the
compressor would pump more air to drive the turbine faster, etc. A turbo-
charged engine above critical altitude is similar to the example mentioned
above, except now there is an engine placed between the compressor discharge
and turbine inlet. Slight system changes cause the exhaust gas to change
slightly, which causes the turbine speed to change slightly, which causes the
compressor air to the engine to change slightly, which in turn again affects the
exhaust gas, etc.
Centrifugal Acting in a direction away from a center or axis, as in the centrifugal, radial
outflow of air in the turbocharger compressor.
Centripetal Acting in a direction toward a center or axis, as in the centripetal, radial inflow
of air in the turbocharger turbine.
Coking Common term for the process in which oil is carbonized by overheating.
Compressor That portion of the turbocharger which directs ambient air to the compressor
wheel which compresses the air and discharges it to the engine throttle for
mixing with fuel.
Critical Altitude Altitude at which the engine can no longer maintain rated horsepower.
Deck Pressure Pressure measured between the compressor discharge and the engine throttle
valve (not to be confused with "manifold pressure".
Exhaust Bypass Valve Valve in the exhaust system which can be adjusted to bypass some of the
exhaust gas away from the turbocharger turbine thus reducing turbocharger
speed and the degree of compression of air.
Intake Manifold That part of the engine air intake system downstream of the throttle valve.
Manifold Pressure Pressure measured downstream of the engine throttle valve. This pressure is
almost directly proportional to engine power output.
Overboost Condition detrimental to engine life and performance in which manifold
pressure exceeds the limits at which the engine was tested and FAA certified.
81-03-00
Page 81-06
3J8
PIPER AIRCRAFT
PA-44-180/180T
TURBOCHARGER NOMENCLATURE
1ERM MEANING
Prelubrication Coating of all interior surfaces of the turbocharger with engine oil. Performed
before storage of the turbocharger, at installation on an engine at each engine
oil and filter change and after prolonged non-operation.
Static Pressure Pressure measured in a housing or duct through a hole in the wall parallel to
the direction of flow.
Turbine That portion of the turbocharger which directs hot exhaust gas through the
turbine wheel thus driving the shaft on which the compressor wheel is also
mounted.
Turbocharger Device which compresses air for the engine combustion chamber and in
some cases for cabin pressurization, using a compressor driven by an exhaust-
gas turbine.
TURBOCHARGER.
REMOVAL OF TURBOCHARGER.
1. Remove the upper cowling.

2. Disconnect the oil supply and return lines from the center housing of the turbocharger.
3. Disconnect the air ducts from the compressor inlet and outlet and the exhaust system from the turbine inlet
and outlet.
4. Remove the bolts which secure the turbocharger to the mounting bracket and remove the turbo charger
assembly.
5. Install protective covers on all openings on the turbocharger and the engine.
INSTALLA TION OF TURBOCHARGER.

-CAUTION-
INSTALLATION OF THE TURBOCHARGER WITH THE CENTERLINE OF

THE OIL DRAIN MORE THAN 35 DEGREES FROM VERTICAL CAN
RESULT IN DAMAGE FROM INADEQUATE LUBRICATION.
1. Remove the protective covers from the turbocharger and the engine.
2. Check to ensure that the turbocharger compressor and turbine housings are properly oriented to the center
housing and locked. (Refer to Airesearch Overhaul Manual TP20-0120-1 for proper orientation.)
81-22-00
Page 81-07
3J9
PIPER AIRCRAFT
PA-44-180/180T
2043
COMPRESSOR HOUSING
COMPRESSOR WHEEL
EXHAUST TURBINE HOUSING
@74~~---~,~--TAIL PIPE
...
.,
:::= ..
/-
AIR INLET
COMPRESSOR
AIR DISCHARGE
GROUND ADJUSTABLE
ABSOLUTE EXHAUST BYPASS VALVE
PRESSURE RELIEF
VALVE
o \I AMBIENT AIR
~ TURBOCHARGED AIR
• EXHAUST AI R
Figure 81-1. Schematic Diagram of Typical Turbocharger System
81-22-00
Page 81-08
3J10
PIPER AIRCRAFT
PA-44-180/180T
3. Position the turbocharger on the engine mounting flange, secure with three bolts and torque to 360 in. lbs.
Safety with .032 safety wire.
4. Mate the turbine housing inlet to the exhaust system mounting flange. Coat the threads of the mounting
bolts with Fel-Pro high temperature compound (or equivalent). Install and tighten the hardware to 360 in.
lbs.
5. After installing new gaskets, connect the engine oil supply line to the turbocharger oil inlet port and connect
the engine oil return line to the oil drain port.
6. Align the exhaust system mounting flange to the turbine housing outlet and secure.
7. Perform the prelubrication procedure as described in "Prelubrication of Turbocharger".
8. Align the carburetor inlet duct with the compressor housing outlet and secure.
9. Align the duct from the engine air cleaner to the turbocharger compressor inlet. Before tightening the duct
connection, check whether bending loads are imposed upon the turbocharger by the ducting or other engine
components.
-Note-
Bending loads imposed upon the turbocharger can add stress and reduce service life.
Should bending loads be present, perform the necessary repairs to alleviate the loads and then tighten the duct
connection.
PRELUBRICA TION OF TURBOCHARGER.
Upon completion of engine oil and filter change and following any prolonged period of non-operation,
prelubrication of the turbocharger should be completed as follows:
1. Temporarily disconnect the engine oil supply line from the turbocharger oil inlet port and the engine air duct
from the compressor housing inlet.
2. Fill the turbocharger oil inlet port with clean engine oil and manually turn the compressor wheel several
revolutions to coat all journal and bearing surfaces with oil. Reconnect the air duct.
3. Place a suitable container under the disconnected engine oil supply line to avoid spilling oil on the engine.
4. Check that engine oil is at the 6 quart level. Remove the lower spark plugs, place the magneto switches
"OFF", mixture control in "IDLE CUT-OFF" and the fuel selector in "OFF".
5. Using a 12 to 15 volt external power source, crank the engine until a steady flow of oil is obtained from the
supply line indicating that air has been purged from the system. Reconnect the oil supply line.
6. If the turbocharger is being installed on a new or newly overhauled engine which has not completed its
initial run-in period, refer to "Initial Run-in Procedure Precautions."
-CAUTION-
OPERATION OF THE ENGINE AT A SPEED GREATER THAN IDLE

IMMEDIATELY AFTER START CAN RESULT IN "OIL LAG" FAILURE OF
THE TURBOCHARGER BEARINGS. THIS IS ESPECIALLY TRUE DURING
COLD WEATHER OR AFTER A PROLONGED NON-OPERA TIONAL
PERIOD
7. Ensure that all air and exhaust inlet ducts and filters are properly installed. Start the engine and idle for
three or four minutes allowing engine oil pressure and flow to stabilize. Shut-down the engine and check
for for oil leaks. Tighten or repair as needed.
81-23-00
Page 81-09
3J11
PIPER AIRCRAFT
PA-44-180/180T
EXHAUST TURBINE ::
A COMPRESSOR HOUSING
GROUND ADJUSTABLE HOUSING _~,L-,-_ B
EXHAUST BYPASS VALVE
" .
,---,1
,
"
, '
-,
--- "\--~\- -
; ~' ~ '\
\ ' .... ' -
ABSOLUTE
,------.----,-------. PRESSURE
A RELIEF VALVE B
REAR VIEW OF ENGINE SHOWING TURBOCHARGER INSTALLATION
GROUND ADJUSTABLE
COMPRESSOR HOUSING
EXHAUST BYPASS VALVE - ."'
'---.""--"-
,.- - ~
,
~- ....
=
EXHAUST TURBINE
HOUSING
.~ "
- ='~.::' ABSOLUTE PRESSURE

RELIEF VALVE
VIEW A-A VIEW B - B
Figure 81-2. Turbocharger Installation
81-23-00
Page 81-10
3J12
PIPER AIRCRAFT
PA-44-180/180T
INITIAL RUN-IN PROCEDURE PRECAUTIONS.
To protect the turbocharger during engine initial run-in on new or newly overhauled engines, perform the
following precautions:
1. 1EMPORARILY install a screen of 100 mesh or finer in the oil supply line to the turbocharger to trap metal
particles from the engine.
-CAUTION-
BECAUSE CLEANING OF THE EXTRA SCREEN IS NOT PROVIDED FOR

IN THE PERIODIC INSPECTION GUIDE, THE SCREEN MUST NOT BE
LEFT IN PLACE AFTER THE INITIAL RUN-IN PERIOD OPERATION OF
THE TURBOCHARGER WITH A CLOGGED SCREEN WILL CAUSE
TURBOCHARGER FAILURE DUE TO A LACK OF LUBRICATION.
2. Upon completion of the initial run-in period, remove the screen from the oil supply line.
ROUTINE TURBOCHARGER MAINTENANCE.
PERIODIC INSPECTION.
Whenever routine service of the engine is performed, inspect the turbocharger as follows:
1. Inspect all components of the air induction system for loose connections, cuts, cracks, punctures, corrosion
or other evidence of deterioration.
2. Check the air duct connection between the compressor and the engine intake manifold and between the
intake manifold and engine.
3. Ensure that the engine air cleaner has been inspected and serviced.
4. Inspect the exhaust system for leakage.
5. Disconnect the exhaust ducting from the turbine outlet and examine the turbine wheel blades for damage.
Check for oil in the turbine wheel housing indicating seal leakage. Check for evidence of wheel rub on the
housing.
6. Inspect for oil leakage at the turbocharger center housing oil inlet and drain port connections.
7. Check the engine crankcase breather for restrictions to air flow. Correct as required.
ABSOLUTE PRESSURE RELIEF VALVE.
The absolute pressure relief valve is mounted on the duct between the compressor outlet and the engine intake
manifold. Deck pressure acting upon an aneroid bellows opens the valve at a predetermined value thereby
limiting any possible damaging overboost.
81-26-00
Page 81-11
3J13
PIPER AIRCRAFT
PA-44-180/180T
REMOVAL OF ABSOLUTE PRESSURE RELIEF VALVE.
1. Remove the four screws and washers which secure the relief valve to the duct.
2. Lift the relief valve assembly from the duct.
3. Remove the O-ring from the seating surface of the relief valve mounting flange on the duct.
INSTALLA TION OF ABSOLUTE PRESSURE RELIEF VALVE.
1. Install a new O-ring and position the relief valve on the mounting flange of the duct.
2. Install the washers, screws and safety wire.
EXHAUST BYPASS VALVE.
The exhaust bypass valve is mounted on the crossover tube between the exhaust turbine inlet duct and the
tailpipe. This ground adjustable unit is set to a predetermined value, thus bypassing a fixed amount of exhaust
gas away from the turbocharger turbine limiting the turbocharger speed and the degree of compression of the air
leaving the compressor.
ADJUSTMENT OF EXHAUST BYPASS VALVE.

-Note-
Before making any adjustments to the exhaust bypass valve, perform a complete
inspection of the power plant system.
The exhaust bypass valve is preset at the factory so as to reach critical altitude at 12,000 feet density altitude.
full throttle and 36.5 inches hg. manifold pressure. Adjustment should be accomplished only if the critical
altitude cannot be reached and the powerplant system has been thoroughly checked.
1. After removing the upper cowling to gain access to the exhaust bypass valve, remove the safety wire from
the valve.
2. Adjust the exhaust bypass valve initially so that there is 114 inch between the bolt head and the top of the
jam nut.
3. If critical altitude is not obtainable at the initial setting, further adjustments should be made as follows:
a. To increase critical altitude turn bolt clockwise. To decrease turn bolt counterclockwise.
b. For each flat turned of the adjusting bolt head the critical altitude will change 200 feet.
4. Upon completion of adjustments, safety wire the adjusting bolt and reinstall the cowling.
-END-
81-27-00
Page 81-12
3J14
PIPER AIRCRAFT
PA-44-180/180T
GRIDS 3JlS THROUGH 3L24

3J15
PIPER AIRCRAFT
PA-44-180/180T
CHAPTER
91 CHARTS
AND
WIRING DIAGRAMS
4A1
PIPER AIRCRAFT
PA-44-180/180T
4A2
PIPER AIRCRAFT
PA-44-180/180T
Chapter 91 - Charts and Wiring Diagrams
Table of Contents
Chapter Grid
Section Subject No.
91-00-00 GENERAL 4A20

Torque Requirements 4A20
General Requirements 4A20
Decimal Conversions 4A23
Decimal Millimeter Equivalents of Drill Sizes 4A24
Tire Balancer Building Instructions 4B1
List of Consumable Materials 4B2
Metric Conversion Tables 4B7
91-10-00 SPECIAL TOOLS 4B11

Control Surface Balancing Too1 4B11
Fabricated Aileron Bellcrank Rigging Tool 4B12
Fabricated Aileron and Flap Rigging Tool 4B13
Fabricated Stabilator Rigging Tool 4B14
Fabricated Rudder Rigging Tool 4B14
91-20-00 ELECTRICAL SCHEMATICS 4B15

Electrical Wire Coding 4B15
Electrical Symbols 4B16
Electrical System Component Load 4B19
Electrical Schematic Index 4B21
91 - CONTENTS
Page 1
4A3 April 15, 2012
PIPER AIRCRAFT
PA-44-180/180T
91 - CONTENTS
Page 2
April 15, 2012 4A4
PIPER AIRCRAFT
PA-44-180/180T
GRIDS 4A5 THRU 4A19

INTENTIONALLY BLANK
4A5
PIPER AIRCRAFT
PA-44-180/180T
TORQUE REQUIREMENTS.
The torque values given in Chart 9102 are derived from oil-free cadmium-plated threads and are recommended
for all airframe installation procedures where torqueing is required, unless otherwise noted in sections where
other values are stipulated. Propeller torque values are found in Chapter 61 of this manual. Chart 9101 lists the
torque values for flared fittings of various sizes and material.
-CAUTION-
DO NOT OVERTORQUE FITTINGS
-Note-
When flared fittings are being installed, ascertain that the male threads are properly
lubricated. Torque the fittings in accordance with Chart 9101.
CHART 9101. FLARE FITTING TORQUES
TORQUE-INCH-POUNDS
TUBING ALUMINUM - ALLOY STEEL TUBING HOSE END FITTING

OD TUBING FLARE - AND FLARE AND
INCHES 10061 OR AND 10078 AND 10061 HOSE ASSEMBLIES
MINIMUM MAXIMUM MINIMUM MAXIMUM MINIMUM MAXIMUM
118 -- -- -- -- -- --
3 16 -- -- 90 100 70 100
114 40 65 135 150 70 120
5/16 60 80 180 200 85 180
3/8 75 125 270 300 100 250
112 150 250 450 500 210 420
5/8 200 350 650 700 300 480
3/4 300 500 900 1000 500 850
1 500 700 1200 1400 700 1150
1 - 114 600 900 -- -- -- --
I - 112 600 900 -- -- -- --
1-3/4 -- -- -- -- -- --
2 -- -- -- -- -- --
91-01-00
Page 91-01
4A20
PIPER AIRCRAFT
PA-44-180/180T
CHART 9102. RECOMMENDED NUT TORQUES

TORQUES: The importance of correct application can not be overemphasized. CHART B
Undertorque can result in unnecessary wear of nuts and bolts as well as the parts 1 - - - - - - - - - - - - - - - - - - - - - - - - 1
they are holding together. When insufficient pressures are applied, uneven loads
COARSE THREAD SERIES
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 1 - - - - - - - . - - - - - - - - - - - - - - - 1
failure of a bolt or nut from overstressing the threaded areas. The following BOLTS
procedures should be followed to assure that the correct torque is applied: Steel Tension
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 AN 3 THROUGH AN 20
torque. This would be the actual reading on the torque wrench. To determine AN 42 THROUGH AN 49
friction drag torque for sizes 1/2 through 1 1/4, tum the nut fully on to the bolt AN 73 THROUGH AN 81
and determine the torque required to tum the nut. Add this friction drag torque
AN 173 THROUGH AN 186
to the torque given in Chart "B".
2. Castellated and Non-Self Locking Nuts - Use only the torque given in Chart MS 20033 THROUGH MS 20046
"B". Unless otherwise specified, when castellated nuts are used with a cotter MS 20073
pin on moving joints, do not torque the nut. Tum the nut onto the bolt until MS 20074
proper grip is established and alignment with the cotter pin hole is achieved. AN 509 NK9
Then install the cotter pin. MS 24694
GENERAL REQUIREMENTS. AN 525 NK525
1. Calibrate the torque wrench periodically to assure accuracy. Recheck
MS 27039
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 NUTS
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 Steel Tension Steel Shear
complete chamfer or end radius of the bolt or screw must extend through the
nut. AN 310 AN 320
4. Unique torques specified in the text of this manual supercede the torques AN 315 AN 364
given in Charts "A" and "B".
AN 363 NAS 1022
5. Refer 0 the latest revision of Lycoming Service Table Limits, SSP1776, for
AN 365 MS 17826
torques on parts used on Lycoming engines.
6. A maximum of two AN960 washers may be added under bolt heads or nuts to NAS 1021 MS 20364
correct for variations in material thickness within the tolerances permitted. MS 17825
7. Self-Locking Fasteners - Limitations of the use of self-locking nuts, bolts and MS 21045
screws including fasteners with non-metallic inserts are as follows: MS 20365
A. Fasteners incorporating self-locking devices shall not be reused if they MS 20500
can be run-up using only fingers. They may be reused if hand tools are NAS 679
required to required to run them up providing there is no obvious damage
to the self-locking device prior to installation. I--N-ut---b-o-It-+------+--------I
B. Bolts 5/16 inch diameter and over with cotter pin holes may be used with Torque Limits Torque Limits
self-locking nuts. Nuts with non-metallic locking devices may be used in size in-Ibs. in-Ibs.
this application only if the bolts are free from burrs around the cotter pin 1 - - - - - - + - - - - - , - - - + - - - - - - , - - - - 1
hole. Min. Max. Min. Max.
C. Do not use self-locking nuts at joints which subject either the nut or bolt
to rotate. 8-32 12 15 7 9
D. Never tap or rethread self-locking fasteners. Do not use nuts, bolts or 10-24 20 25 12 15
screws with damaged threads or rough ends. 1/4-20 40 50 25 30
5/16-18 80 90 48 55
CHART A 3/8-16 160 185 95 110
7/16-14 235 255 140 155
BOLT FRICTION DRAG 1/2-13 400 480 240 290
SIZE TORQUE (IN. -LB.) 9/16-12 500 700 300 420
5/8-11 700 900 420 540
8 (course thread) 15 3/4-10 1,150 1,600 700 950
10 18 7/8-9 2,200 3,000 1,300 1,800
1/4 30
1-8 3,700 5,000 2,200 3,000
5/16 60
3/8 80 1-1/8-8 5,500 6,500 3,300 4,000
7/16 100 1-1/4-8 6,500 8,000 4,000 5,000
91-01-01
Page 91-02
4A21
PIPER AIRCRAFT
PA-44-180/180T
CHART 9102. RECOMMENDED NUT TORQUES (cont.)
FINE THREAD SERIES
BOLTS BOLTS BOLTS

Steel Tension Steel Tension Aluminum
AN 3 THRU AN 20 MS 20004 THRU MS 20024 AN 300 THRU AN 2000

AN 42 THRU AN 49 NAS 144 THRU NAS 158 AN 17300 THRU AN 18600
AN 73 THRU AN 81 NAS 333 THRU NAS 340 AN 50900
AN 173 THRU AN 186 NAS 583 THRU NAS 590 AN 5250
MS 20033 THRU MS 20046 NAS 624 THRU NAS 644 MS 270390
MS 20073 NAS 1303 THRU NAS 1320 MS 2469400
MS 20074 NAS 172
AN 509 NK9 NAS 174 Steel shear bolt
MS 24694 NAS 517 I - - - - - - - - - - - l
AN 525 NK525 NAS 464
MS 27039
NUTS NUTS NUTS

Steel Tension Steel Shear Steel Tension Steel Shear Alum. Tension Alum. Shear
AN 310 AN 320 AN 310 AN 320 AN 3650 AN 3200

AN 315 AN 364 AN 315 AN 364 AN 3100 AN 3640
AN 363 NAS 1022 AN 363 NAS 1022 NAS 10210 NAS 10220
AN 365 MS 17826 AN 365 MS 17826
NAS 1021 MS 20364 MS 17825 MS 20364
MS 17825 MS 20365
MS 21045 MS 21045
MS 20365 NAS 1021
MS 20500 NAS 679
NAS 679 NAS 1291
Nut-bolt Torque Limits Torque Limits Torque Limits Torque Limits Torque Limits Torque Limits
size in-Ibs. in-Ibs. in-Ibs. in-Ibs. in-Ibs. in-Ibs.
Min. Max. Min. Max. Min. Max. Min. Max. Min. Max. Min. Max.
8-36 12 15 7 9 5 10 3 6
10-32 20 25 12 15 25 30 15 20 10 15 5 10
1/4-28 50 70 30 40 80 100 50 60 30 45 15 30
5/16-24 100 140 60 85 120 145 70 90 40 65 25 40
3/8-24 160 190 95 110 200 250 120 150 75 110 45 70
7/16-20 450 500 270 300 520 630 300 400 180 280 110 170
1/2-20 480 690 290 410 770 950 450 550 280 410 160 260
9/16-18 800 1,000 480 600 1,100 1,300 650 800 380 580 230 360
5/8-18 1,100 1,300 660 780 1,250 1,550 750 950 550 670 270 420
3/4-16 2,300 2,500 1,300 1,500 2,650 3,200 1,600 1,900 950 1,250 560 880
7/8-14 2,500 3,000 1,500 1,800 3,550 4,350 2,100 2,690 1,250 1,900 750 1,200
1-14 3,700 4,500 2,200 3,300 4,500 5,500 2,700 3,300 1,600 2,400 950 1,500
1-1/8-12 5,000 7,000 3,000 4,200 6,000 7,300 3,600 4,400 2,100 3,200 1,250 2,000
1-1/4-12 9,000 11,000 5,400 6,600 11,000 13,400 6,600 8,000 3,900 5,600 2,300 3,650
91-01-01
Page 91-03
4A22
PIPER AIRCRAFT
PA-44-180/180T
CHART 9103. DECIAMAL CONVERSIONS
4TH' Snt. 1&M' 32N1)s 64rH~ TO a TO I ....... 4TH. SnI. ~6rH' 32l1li 641'"' TO. TO I ......
PLACES PI.ACIlS £QUIV. I'l.Acat II't.ACII IOU IV.
1 _
it-
n- i4-
.R .016
.031
.047
.02
.03
.05
.397
.794
1.191
H
.516
.531
~- .547
.52
.53
.55
13.097
13.494
13.891
rt .062 .06 1.587 1i .562 .56 14.288
~- .078 .08 1.984 $i- .578 .58 14.684
~ .094 .09 2.381 ~ .594 .59 15.081
1
ja- .109 .11 2.778 H- .609 .61 15.478
e .125 .12 3.175 f .625 .62 15.875
i2
l- .141
.156
.14
.16
3.572
3.969 21
~
at- .641 .64
.656 .66
16.272
16.669
~- .172 .17 4.366 11
tj- .672 .67 17.065
fs .188 .19 4.762 ~ .688 .69 17.462
ft
a- .203
.219
.20
.22
5.159
5.556 H
§
64- .703
.119
.70
.12
17.859
18.256
Ai- .234 .23 5.593 £1. .734 .73 18.653
64
1
'4 .250 .25 6.350 .a.4 .750 .75 19.050
4~_
~- .266 .27 6.747 25 .766 .77 19.447
~
64
.281 .28 7.144 ~ .781 .78 19.844
~
ki. .297 .30 7.540 13 ai- .797 .80 20.241
16 .312 .31 7.937 rn .812 .81 20.637 .
11
ji- .328
.344
.33
.34
8.334
8.731 27 H- .828
.844
.83
.14
21.034
21.431
32 ~
23 5 _
~ .159 .36 9.128 641 .859 .86 21.828
~
7
.375 .38 9.525 S' .875 .88 22.225
~- .391
64 .39 9.922 ia- .891 .89 22.622
H .406 .41 10.319 29
~ .906 .91 23.019
7 H- .422 .42 10.716
}i
~- .922 .92 23.416
rn .438 .44 11.112 .938 .94 23.812
iR- .453 .45 11.509 ~- .953 .95 24.209
H- - .469 .47 11.906 ia .969 .97 24.606
il .484
.500
.48
.50
12.303
12.700
u- .984
1.000
.98 25.003
1.00 25.400
91-02-00
Page 91-04
4A23
PIPER AIRCRAFT
PA-44-180/180T
CHART 9104. DECIMAL / MILLIMETER EQUIVALENTS OF DRILL SIZES
Decimal/Millimeter Equivalents of Drill Sizes From 112" to No. 80
Size Decimal Millimeter Size Decimal Millimeter Size Decimal Millimeter Size Decimal Millimeter
Equiv. Equiv. Equiv. Equiv. Equiv. Equiv. Equiv. Equiv.
1/2 0.500 12.7000 G 0.261 6.6294 5/32 0.1562 3.9687 51 0.067 1.7018
31/64 0.4843 12.3031 F 0.257 6.5278 23 0.154 3.9116 52 0.0635 1.6129
15/32 0.4687 11.9062 E-1/4 0.250 6.3500 24 0.152 3.8608 1/16 0.0625 1.5875
29/64 0.4531 11.5094 D 0.246 6.2484 25 0.1495 3.7973 53 0.0595 1.5113
7/16 0.4375 11.1125 C 0.242 6.1468 26 0.147 3.7338 54 0.055 1.397
27/640.4218 10.7156 B 0.238 6.0452 27 0.144 3.6576 55 0.052 1.3208

Z0.413 10.4902 15/64 0.2343 5.9531 9/64 0.1406 3.5719 3/64 0.0468 1.1906
13/320.4062 10.3187 A 0.234 5.9436 28 0.1405 3.5687 56 0.0465 1.1811
Y 0.404 10.2616 1 0.228 5.7912 29 0.136 3.4544 57 0.043 1.0922
X 0.397 10.0838 2 0.221 5.6134 30 0.01285 3.2639 58 0.042 1.0668
25/64 0.3906 9.9212 7/32 0.2187 5.5562 1/8 0.125 3.1750 59 0.041 1.0414
W 0.386 9.8044 3 0.213 5.4102 31 0.120 3.048 60 0.040 1.016
V 0.377 9.5758 4 0.209 5.3086 32 0.116 2.9464 61 0.039 0.9906
3/8 0.375 9.5250 5 0.2055 5.2197 33 0.113 2.8702 62 0.038 0.9652
U 0.368 9.3472 6 0.204 5.1816 34 0.111 2.8194 63 0.037 0.9398
23/64 0.3593 9.1262 13/64 0.2031 5.1594 35 0.110 2.794 64 0.036 0.9144
T 0.358 9.1281 7 0.201 5.1054 7/64 0.1093 2.7781 65 0.035 0.899
S 0.346 8.7884 8 0.199 5.0546 36 0.1065 2.7051 66 0.033 0.8382
11/32 0.3437 8.7300 9 0.196 4.9784 37 0.104 2.6416 1/32 0.0312 0.7937
R 0.339 8.6106 10 0.1935 4.9149 38 0.1015 2.5781 67 0.032 0.8128
Q 0.332 8.4328 11 0.191 4.8514 39 0.0995 2.5273 68 0.031 0.7874

21/64 0.3281 8.3337 12 0.189 4.8006 40 0.098 2.4892 69 0.029 0.7366
P 0.323 8.2042 3/16 0.1875 4.7625 41 0.096 2.4384 70 0.028 0.7112
0 0.316 8.0264 13 0.185 4.699 3/32 0.0937 2.3812 71 0.026 0.6604
5/16 0.3125 7.9375 14 0.182 4.6228 42 0.0935 2.3749 72 0.025 0.635
N 0.302 7.6708 15 0.180 4.572 43 0.089 2.2606 73 0.024 0.0696

19/64 0.2968 7.5387 16 0.177 4.4958 44 0.086 2.1844 74 0.0229 0.58166
M 0.295 7.4930 17 0.173 4.3942 45 0.082 2.0828 75 0.021 0.5334
L 0.290 7.3660 11/64 0.1718 4.3656 46 0.081 2.0574 76 0.020 0.508
9/32 0.2812 7.1425 18 0.1695 4.3053 47 0.0785 1.9939 77 0.018 0.4572
K 0.281 7.1374 19 0.166 4.2164 5/64 0.0781 1.9844 1/64 0.0156 0.3969
J 0.277 7.0358 20 0.161 4.0894 48 0.076 1.9304 78 0.016 0.4064
I 0.272 6.9088 21 0.159 4.0386 49 0.073 1.8542 79 0.0145 0.3683
H 0.266 6.7564 22 0.157 3.9878 50 0.070 1.778 80 0.0135 0.3429
17/64 0.2656 6.7462
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.
91-03-00
Page 91-05
4A24
PIPER AIRCRAFT
PA-44-180/180T
The following list of materials were used in making the balancer:

9.375
-1 1 ea. Base 12x 11 0.1902024 T3 clad aluminum alloy
-2 2 ea. Tee 2.5 x 2 x 11 0.1902024 T4 extruded aluminum alloy
-3 2 ea. Sides 14 x 11 0.125 2024 T3 clad aluminum alloy
-4 1 ea. Axle 0.125x 10.25 4130 Steel. normalized
-5 2 ea. Nuts AN 365-624
-6 2 ea. Spacer 0.50 x 2.25 5052-0 aluminum tubing
3 2 ea. Spacer 0.50 x 1.25 5052-0 aluminum tubing
-7 2 ea. Bushing 1.480 x 1.625 x 1.00 phenolic or aluminum
2 ea. Bushing 2.240 x 1.37 x 1.00 phenolic or aluminum
-8 1 ea. Pipe 1/8 x 9.3 black steel pipe
2 ea. Bearings Save two of each size worn wheel bearing from
previous inspections.
Figure 91-1. Tire Balancer Fixture
TIRE BALANCER BUILDING INSTRUCTIONS.
1. Chamfer top edges of -3 sides, leaving 1/16 inch flat on top inboard edge. Rivet -2 tee's to -3 sides using
AN 470-ADS rivets 2" spacing. Use AN 426-ADS rivets 2" center to center to secure -2 tee's to - 1 base. If
tee extrusion is unavailable, heavy angle extrusion could be used. -3 sides must be vertical.
2. The -4 axle must slide through the -8 pipe. The -5 nuts were made by reaming the existing threads in the
AN 365-624 nuts with an R drill, then tapping with a 1/8-27 pipe tap.
3. The -6 spacers were made from 112 inch aluminum tubing. The two lengths of spacers are suitable for
balancing most any aircraft wheel.
4. The -7 bushings may be made from one inch phenolic or aluminum using a 1-112 inch hole saw to cut out
the smaller bushing and a 1-3/4 hole saw to cut out the larger. By inserting a 1/4 inch long threaded bolt
through the pilot hole and securing with a washer and nut, a drill press and file may be used to make the off-
set on the bushing. The turned-down part should just slide inside the bearing race. Ream the pilot hole to
slide over the -8 pipe threads.
5. The -8 pipe was made from a piece of 1/8 inch black pipe and threaded with a 1/8-27 pipe die. Thread 3
inches in from each end of the pipe.
91-04-00
Page 91-06
481
PIPER AIRCRAFT
PA-44-180/180T
CHART 9105. LIST OF CONSUMABLE MATERIALS
Material Specification Product Vendor
ABS-Solvent/ Solarite, #11 Series Solar Compounds Corp.
Cements
Adhesive, EC 1300L Minnesota Mining and
Neoprene Rubber Manufacturing
Adhesive Coating and
Sealers Division
Anti-Galling MIL-A-907 Ease-Off Taxacone Company
Solution
Anti-Seize Compound MIL-T-5544 Armite Product Armite Laboratories
(Graphite Petrolatum)
Anti-Seize Compound Exxon Oil Company
Royco 44 Royal Lubricants Co.
Anti-Seize Compound TT-A-580 Armite Product Armite Laboratories
(TT-S-1732)
Anti-Seize Thread Fel-Pro C5-A Fel-Pro Incorporated
Compound “HIGH
TEMPERATURE”
Cleaners, General Fantastic Spray Local Supplier
Perchlorethylene
VM&P Naphtha
(Lighter Fluid)
Compound, Automotive Type DuPont Company
Buffing and Rubbing DuPont #7
Ram Chemical #69 Ram Chemicals
Corrosion Retardant MIL-PRF-16173E LPS-3 Heavy Duty LPS Laboratories
Compounds (Piper P/N 197-508 *) Rust Inhibitor
* = 1 Gallon Protecto Flex WECHEM, Inc.
Metal Parts Protector
Deicer Boot Surface Agemaster B.F. Goodrich
Coatings
Dry Lubricant MS-122AD Miller-Stephenson
Grease, Aircraft MIL-PRF-23827C Supermil Grease Amoco
Instrumentation, (See Note at end.) No. A72832
Gear and Actuator
Screw Royco 27A Royal Lubricants Co.
(-73 to +121 °C)
(-94 to +250 °F) Shell 6249 Grease Shell Oil Company
RR-28 Socony Mobil Oil Co.
Castrolease A1 Burmah-Castrol LTD.
Low-Temp. Grease E.P. Texaco Incorp.
5114 E.P. Grease Standard Oil of Calif.
AV55
91-00-00
Page 91-07
August 31, 2008
4B2
PIPER AIRCRAFT
PA-44-180/180T
CHART 9105. LIST OF CONSUMABLE MATERIALS (cont.)
Grease, Aircraft Aeroshell Grease 7 Shell Oil Company
Instrumentation, Braycote 627S
Gear and Actuator Mobil Grease 27 Mobil Oil Corporation
Screw (cont.) B.P. Aero Grease 31B B.P. Trading Limited
Grease, General MIL-PRF-81322E Marfax All Purpose Texaco Incorporated
Purpose, Wide
Temperature Aeroshell No. 6 Shell Oil Company
(-54 to +177 °C)
(-65 to +350 °F) Mobil Grease 77 Mobil Oil Corporation
or Mobilux EP2
Shell Alvania EP2 Shell Oil Company
Royco 22 Royal Lubricants
Company
Mobil Grease 28 Mobil Oil Corporation
Aeroshell No. 22 Shell Oil Company
Grease, Waterproof, Aero Lubriplate LUBRIPLATE
High and Low Lubricants Co.
Temperature
“Hot Melt” Adhesive Stick Form 1/2 in. Sears, Roebuck and
Polyamids and “Hot diameter, 3 in. Company or most
Melt” Gun. long hardware stores.
Hydraulic Fluid MIL-PRF-5606 Brayco 756D Bray Oil Company
TL-5874 Texaco Incorporated
PED 3565 Standard Oil Company
of California
Aircraft Hydraulic Texaco Incorporated
Oil AA
RPM Aviation Oil Standard Oil Company
No. 2 Code of California
PED 2585
PED 3337
3126 Hydraulic Oil Exxon Company U.S.A.
(Univis 40)
Aeroshell Fluid 4, Shell Oil Company
SL-7694
Aero HF Mobil Oil Corporation
Royco 756, 756A Royal Lubricants Co.
and 756B
Isopropyl Alcohol Fed. Spec. TT-I-735 Local Supplier
Isocryl Tape Schnee-Moorehead, Inc.
91-00-00
Page 91-08
August 31, 2008
4B3
PIPER AIRCRAFT
PA-44-180/180T
Kevlar Kevlar Kevlar Special Products
Leak Detector MIL-PRF-25567 ALPHA 73 U.S. Gulf Corporation
Solution for Oxygen Leak Detector
Oxygen Systems Type 1
Leak Tec #16-OX American Gas and
Chemical Co. LTD.
Loctite ASTM-D-5363 Loctite 290 Loctite Corporation
(Red)
Loctite 222
(Brown)
Methylethylketone Fed. Spec. TT-M-261 Local Supplier
Molybdenum Disulfide, SAE-AMS-M-7866 Molykote-Type G Dow Corning Corp.
Lubrication Grade (Paste)
Molykote - Type 2
(Powder)
O-Ring Lubricant Parker O-LUBE Parker Hannifin Corp
Oil Lubricating, MIL-PRF-7870C Caltex Low Temp. Caltex Oil Products
General Purpose, Oil Company
Low Temperature
Sinclair Aircraft Sinclair Refining
Orbit Lube Company
1692 Low Temp Oil Texaco Incorporated
Aviation Instrument Standard Oil Company
Oil of California
Royco 363 Royal Lubricants Co.
Patching Compound, Solarite #400 Solar Compounds Corp.
Epoxy
Primer, Piper P/N 279-179 EWDE072A/B PPG Aerospace
Fluid Resistant Epoxy PRC-DeSoto
Piper P/N 279-181 10P8-10 / EC-283 Akzo Nobel Aerospace
Coatings
Piper P/N 279-108 10P30-5 / EC-275
44GN036 Deft, Inc.
Propeller Slip Ring CRC-2-26 Corrosion Reaction
Cleaning Solvent Consultants, Inc.
Rain Repellent FSCM 50150 Repcon Unelco Corporation
Safety Walk Flextred 300 Wooster Products,
Pressure Sensitive Incorporated
Sealant, Adhesive, A-A-59293 PRC 5000 PPG Aerospace
Polysulfide PRC 383 PRC-DeSoto
91-00-00
Page 91-09
August 31, 2008
4B4
PIPER AIRCRAFT
PA-44-180/180T
Sealant, Airframe Piper PMS-C1012-1 Bostik 1100 FS Bostik Findley
and Component (Urethane)
Piper PMS-C1012-3 3M Marine Sealant 101 3M
Piper PMS-C1012-4 Bostik 940A Bostik Findley
(Silyl Modified Polymer)
Sealant, Fuel *RS-36b, Stripper CEE BEE Chemical Co.
Tank Sealing (thin)
*RS-24b, Stripper
(thick)
*PR 1422 A-2 Sealant PPG Aerospace
(Brushing Consistency) PRC-DeSoto
*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 Union Carbide Plastics
Balloons Division
* ERL-2795, Epoxy
Resin
* 22LA-0340
Polyamid Hardener
Class A-2 * Thiokol MC-236
* NOTE: Use of Equivalent Sealant Approved.
Sealant, Fuselage Class A-1/2, A-2, B-2 H.S. Bancroft Corp.
Structure B-4, B-6, B-8
EC 1239 Minnesota Mining and
Manufacturing
Industrial Specialties
Division
EC 612 (Leak Marker or
Weather Stripping, etc)
G.E.-SS-4004 (Primer) General Electric
RTV-88 with Silicone Products
RTV-9811 Department
Sealant, B-2 PR 1425 PPG Aerospace
Windshield & Windows PRC-DeSoto
91-00-00
Page 91-10
August 31, 2008
4B5
PIPER AIRCRAFT
PA-44-180/180T
Sealer PR 1321 B-1/2 PPG Aerospace
PRC-DeSoto
Sealing Compound, Tite-Seal Radiator Specialty Co.
Gasket and Joint
Silicone Compound SAE-AS-8660 DC-4, DC-6 Dow Corning
-54 to +204 °C (Piper P/N 279-149) Compound
-65 to +400 °F
G-624 General Electric Co.
Silicone Products
Department
Solvents Methylethyl Ketone Local Suppliers
Methylene Chloride
Acetone
Y2900 Union Carbide; Plastic
Division
Fed. Spec. PD 680 Local Supplier
Type I - Stoddard
Solvent
Type II - High Local Supplier
Temperature
Teflon Tape .003" x .5" wide/-1 Minnesota Mining and
Manufacturing Company
Shamban W.S. and Co.
.003" x .25" wide/-2 Johnson & Johnson, Inc.
Permacel Division
Thread Lubricant MIL-PRF-907E Kopr-Kote Jet Lube, Inc.
Oleo Strut, Air Valve
Thread Sealant A-A-58092 Permacel 412 Johnson & Johnson, Inc.
for High Pressure Permacel Division
Oxygen System
Toluol TT-M-261 Local Supplier
Trichlorethylene MIL-T-7003 Perm-A-Clor Dextrex Chemical
Industries, Inc.
Turco 4217 Turco Products, Inc.
Vinyl Foam 1 in. x 1/8 in. 530 Series, Type I Norton Tape Division
Vinyl, Foam Tape 1/8 in. x 1 in. 501 Series, Type II Norton Tape Division
Vinyl, Black Plastic 2 in. x 9 mil. and/or
1 1/2 in. x 9 mil.
NOTE: Take precautions when using MIL-PRF-23827 and engine oil. These lubricants contain
chemicals harmful to painted surfaces.
91-00-00
Page 91-11
August 31, 2008
4B6
PIPER AIRCRAFT
PA-44-180/180T
CHART 9106. METRIC CONVERSION TABLES
1. These charts contain the various conversion data that may be useful when figuring capacities, lengths,
temperatures. and various weights and measures from the English system values to the metric system values
or back again.
2. The English system is in use by England and the United States. All other countries use the metric system.
3. Procedure for Converting Inches to Millimeters. (Refer to Chart 9106.)
A. 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).
4. Procedure for Converting Fahrenheit (0 F) and Celsius (0 C) (Centigrade) Temperature. (Refer to Chart
9106.)
A. Read number in middle column, if in degrees Celsius (0 C), read Fahrenheit equivalent in right hand
column. If in degrees Fahrenheit (0 F), read Celsius equivalent in left-hand column.
(1) 70°F=21.1°C.
(2) 30° C = 86.0° F.
91-06-00
Page 91-12
487
PIPER AIRCRAFT
PA-44-180/180T
CHART 9106. METRIC CONVERSION TABLES (cont)
CENTIGRADE - FAHRENHEIT CONVERSION TABLE
Example: To convert 20°C, to Fahrenheit, find 20 in the center column headed

(OF_°C); then read 68.0°F, in the column (OF) to the right. To convert 20°F, to
Centigrade; find 20 in the center column and read -6.67°C, in the (0C) column to
the left.
°C °F_oC of °C °F_oC of
-56.7 -70 -94.0 104.44 220 428.0

-51.1 -60 -76.0 110.00 230 446.0
- 45.6 -50 -58.0 115.56 240 464.0
- 40.0 -40 -40.0 121.11 250 482.0
- 34.0 -30 -22.0 126.67 260 500.0
- 38.9 -20 -4.0 132.22 270 518.0
- 23.3 -10 14.0 137.78 280 536.0
- 17.8 0 32.0 143.33 290 554.0
-12.22 10 50.0 148.89 300 572.0
-6.67 20 68.0 154.44 310 590.0
-1.11 30 86.0 160.00 320 608.0
4.44 40 104.0 165.56 330 626.0
10.00 50 122.0 171.11 340 644.0
15.56 60 140.0 176.67 350 662.0
21.11 70 158.0 182.22 360 680.0
26.67 80 176.0 187.78 370 698.0
32.22 90 194.0 193.33 380 716.0
27.78 100 212.0 198.89 390 734.0
43.33 110 230.0 204.44 400 752.0
38.89 120 248.0 210.00 410 770.0
54.44 130 266.0 215.56 420 788.0
60.00 140 284.0 221.11 430 806.0
65.56 150 302.0 226.67 440 824.0
71.00 160 320.0 232.22 450 842.0
76.67 170 338.0 257.78 460 860.0
82.22 180 356.0 243.33 470 878.0
87.78 190 374.0 248.89 480 896.0
93.33 200 392.0 254.44 490 914.0
98.89 210 410.0 260.00 500 932.0
91-06-00
Page 91-13
488
PIPER AIRCRAFT
PA-44-180/180T
INCHES TO MILLIMETER
INCHES 0.0000 0.0001 0.0002 0.0003 0.0004 0.0005 0.0006 0.0007 0.0008 0.0009
MILLIMETER
0.000 0.0025 0.0050 0.0076 0.0101 0.0127 0.0152 0.0177 0.0203 0.0228
0.001 0.0254 0.0279 0.0304 0.0330 0.0355 0.0381 0.0406 0.0431 0.0457 0.0482
0.002 0.0508 0.0533 0.0558 0.0584 0.0609 0.0635 0.0660 0.0685 0.0711 0.0736
0.003 0.0762 0.0812 0.0838 0.0863 0.0889 0.0914 0.0939 0.0965 0.0965 0.0990
0.004 0.1016 0.1041 0.1066 0.1092 0.1117 0.1143 0.1168 0.1193 0.1219 0.1244
0.005 0.1270 0.1295 0.1320 0.1346 0.1371 0.1397 0.1422 0.1447 0.1447 0.1498
0.006 0.1524 0.1549 0.1574 0.1600 0.1625 0.1651 0.1676 0.1701 0.1727 0.1752
0.007 0.1778 0.1803 0.1828 0.1854 0.1879 0.1905 0.1930 0.1955 0.1981 0.2006
0.008 0.2032 0.2057 0.2082 0.2108 0.2133 0.2159 0.2184 0.2209 0.2235 0.2260
0.009 0.2286 0.2311 0.2336 0.2362 0.2387 0.2413 0.2438 0.2463 0.2489 0.2514
INCHES 0.000 0.001 0.002 0.003 0.004 0.005 0.006 0.007 0.008 0.009
MILLIMETER
0.00 0.025 0.050 0.076 0.101 0.127 0.152 0.177 0.203 0.228
0.01 0.254 0.279 0.304 0.330 0.355 0.381 0.406 0.431 0.457 0.482
0.02 0.508 0.533 0.558 0.584 0.609 0.635 0.660 0.685 0.711 0.736
0.03 0.762 0.787 0.812 0.838 0.863 0.889 0.914 0.939 0.965 0.990
0.04 1.016 1.041 1.066 1.092 1.117 1.143 1.168 1.193 1.219 1.244
0.05 1.270 1.295 1.320 1.346 1.371 1.397 1.422 1.447 1.473 1.498
0.06 1.524 1.549 1.574 1.600 1.625 1.651 1.676 1.701 1.727 1.752
0.07 1.778 1.803 1.828 1.854 1.879 1.905 1.930 1.955 1.981 2.006
0.08 2.032 2.057 2.082 2.108 2.133 2.159 2.184 2.209 2.235 2.260
0.09 2.286 2.311 2.336 2.362 2.387 2.413 2.438 2.463 2.489 2.514
INCHES 0.00 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09
MILLIMETER
0.0 0.254 0.508 0.762 0.016 1.270 1.524 1.778 2.032 2.286
0.1 2.540 2.794 3.048 3.302 3.556 3.810 4.064 4.318 4.572 4.826
0.2 5.080 5.334 5.558 5.842 6.096 6.350 6.604 6.858 7.112 7.366
0.3 7.620 7.874 8.128 8.382 8.636 8.890 9.144 9.398 9.652 9.906
0.4 10.160 10.414 10.668 10.922 11.176 11.430 11.684 11.938 12.192 12.446
0.5 12.700 12.954 13.208 13.462 13.716 13.970 14.224 14.478 14.732 14.986
0.6 15.240 15.494 15.748 16.002 16.256 16.510 16.764 17.018 17.272 17.526
0.7 17.780 18.034 18.288 18.542 18.796 19.050 19.304 19.558 19.812 20.066
0.8 20.320 20.574 20.828 21.082 21.336 21.590 21.844 22.098 22.352 22.606
0.9 22.860 23.114 23.368 23.622 23.876 24.130 24.384 24.638 24.892 25.146
INCHES 0.00 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
MILLIMETER
O. 2.54 5.08 7.62 10.16 12.70 15.24 17.78 20.32 22.86
1. 25.40 27.94 30.48 33.02 35.56 38.10 40.64 43.18 45.72 48.26
2. 50.80 53.34 55.88 58.42 60.96 63.50 66.04 68.58 71.12 73.66
3. 76.20 78.74 81.28 83.82 86.36 88.90 91.44 93.98 96.52 99.06
4. 101.60 104.14 106.68 109.22 111.76 114.30 116.84 119.38 121.92 124.46
5. 127.00 129.54 132.08 134.62 137.16 139.70 142.24 144.78 147.32 149.86
6. 152.40 154.94 157.48 160.02 162.56 165.10 167.64 170.18 172.72 175.26
7. 177.80 180.34 182.88 185.42 187.96 190.50 193.04 195.58 198.12 200.66
8. 203.20 205.74 208.28 210.82 213.36 215.90 218.44 220.98 223.52 226.06
9. 228.60 231.14 233.68 236.22 238.76 241.30 243.84 246.38 248.92 251.46
91-06-00
Page 91-14
489
PIPER AIRCRAFT
PA-44-180/180T
MULTIPLY BY TO OBTAIN MULTIPLY BY TO OBTAIN
CENTIMETERS 0.3937 IN. KILOGRAMS 2.205 LB.

0.03281 FT. 35.27 OZ.
1000 GRAMS
CU. CENTIMETERS 0.001 LITERS
0.06102 CU. IN LITERS 1000 CU. CM.
0.0002642 U.S. GAL. 61.03 CU. IN.
0.03532 CU. FT.
CU. FT. 28.320 CU. CM 0.2642 U.S. GAL.
1.728 CU. IN. 0.22 IMPERIAL GAL.
7.481 U.S. GAL. 1.057 QUARTS
28.32 LITERS
CU. IN. 16.39 CU. CM METERS 39.37 IN.
0.01639 LITERS 3.281 FT.
0.004329 U.S. GAL. 1000 MM.
0.01732 QUARTS
METER-KILOGRAM 7.233 FT.-LB.
CU. METERS 1000000 CU. CM 9.807 JOULES
35.314 CU. FT.
61.023 CU. IN OUNCES, AVDP 0.0625 LB., AVDP
264.17 GAL. 28.35 GRAMS
999.97 LITERS 437.5 GRAINS
FEET 0.3048 METERS OUNCES, FLUID 29.57 CU. CM.

12.000 MILS 1.805 CU. IN.
304.8 MM.
0.3333 YARDS LB., AVDP 453.6 GRAMS
7000 GRAINS
FT.-LB. 0.1383 M-KG 16.0 OUNCES
0.001285 BTU
0.000000376 KW-HR SQUARE INCH 6.4516 SQ.CM.
FLUID OZ. 8 DRAM POUND PER 0.0703 KG.-CM

29.6 CU. CM SQUARE INCH SQUARED
(PSI)
GAL., IMPERIAL 277.4 CU. IN.
1.201 U.S. GAL. STATUTE MILE 1.609 KILOMETER
4.546 LITERS 0.8684 NAUTICAL MILE
GAL., U.S. DRY 268.8 CU. IN. NAUTICAL MILE 1.151 STATUTE
0.1556 CU. FT. MILE
1.164 U.S. GAL., LlQ.
4.405 LITERS QUART .9463 LITER
GAL., U.S. LlQ. 231.0 CU. IN. MILLIMETER 1000 MICRON

0.1337 CU. FT.
3.785 LITERS MICRON 0.001 MILLIMETER
0.8327 IMPERIAL GAL. 0.000039 INCH
128 FLUID OZ.
INCH 11.521 METER
IN. 2.540 CM. POUNDS GRAMS
.08333 FT .
INCH 0.72 METER
JOULES 0.000948 FT. OUNCES GRAMS
0.7376 FT.-LB.
POUNDS 0.453 KILOGRAMS
91-06-00
Page 91-15
4810
PIPER AIRCRAFT
PA-44-180/180T
SPECIAL TOOLS.
A399
8599
3 LB. MOVABLE WEIGHT
" -
.. ~
90°
,---- WITH MARKED CENTERLINE
0/
NUTS
BALANCE
AND/OR
WASHERS ADDED
AS REQUIRED TO
TOOL
t HOLDING FIXTURE ~ ITSELF
~
,
PARALLEL
~~
-7
SURFACE CHORD LINE
LEVEL SUPPORT
~
\
5 FT. EXTRUDED CHANNEL •
BEAM BALANCING VOLT (USED
FOR BALANCING THE TOOL
ITSELF ONCE THE TRAILING
EDGE SUPPORT HAS BEEN SET
HINGE CENTERLINE
MARK GRADUATIONS IN INCHES PLACED DIRECTLY OVER
HINGE LINE OF CONTROL
SURFACE
BUBBLE LEVEL
SET SCREW
VERTICALLY AND HORIZONTALLY

ADJUSTABLE TRAILING EDGE SUPPORT
VERTICALLY ADJUSTABLE
FOR SETTING BEAM
PARALLEL TO CHORD LINE
OF CONTROL SURFACE
Figure 91-2. Control Surface Balancing Tool
91-11-00
Page 91-16
4811
PIPER AIRCRAFT
PA-44-180/180T
3.85
t
f
1.0
f' .062 R /
.062 R,,,, .125
t
.625
!
t
~
L
I; .062 R .062 R ~ ~ .250
t
~ 3.10 .750
Figure 91-3. Fabricated Aileron Bellcrank Rigging Tool
91-12-00
Page 91-17
4812
PIPER AIRCRAFT
PA-44-180/180T
A115
MATERIAL: NOTES
.750 X 31.50 X 4.00 ALUM. BAR OR 1. DRILL AND TAP TO 10-32 NF. AN-3 BOLT, JAM NUT AND
.750 X 31.50 X .750 SQ. ALUM. INTERNAL STAR WASHER MAY BE USED FOR SPACER
BARSTOCK (MIN.) OR AN-3 BOLT WITH HEAD FILED TO REQUIRED
LENGTH.
2. SPAR STOCK AMY BE USED IN PLACE OF ALUM. BAR
STOCK.
SEE NOTE 1
... 31.50 - - - - - - - -.....
Figure 91-4. Fabricated Aileron and Flap Rigging Tool
91-13-00
Page 91-18
4813
PIPER AIRCRAFT
PA-44-180/180T
932
SURFACE PARALLEL TO BASE LINE
MATERIAL:
1.0 X 23.19 X 3.82 ALUM. BAR
STABILATOR CONTOUR
1.60 1.10
.803 1.12 1.39 .25 SET BACK
1.29 .82
-r-~~-----+------+-~~---~--------------------+-~--~----r
2.00 I
-- T - .82 3.82
BASE LINE
. -........--+_ .94
22.19 ...---+- 20.00 --+-........- .......--+- 1.53
~
2.28 .......----.-1.00
24.03 21.03 18.03 15.03
LEADING EDGE
Figure 91-5. Fabricated Stabilator Rigging Tool
839
24.55 _ _ _ _ _ _ _ _ _~
16.65
7.30
T
6.85 ~ FWD
FOR 36°
RUDDER
I
7.50
~--4~r~0__~1___
TRAVEL
~,~ 6~.65
___________ __________________
MAKE FROM .12 ALUM.
Figur 91-6. Fabricated Rudder Rigging Tool
91-10-00
Page 91-19
April 15, 2012 4B14
PIPER AIRCRAFT
PA-44-180/180T
ELECTRICAL SCHEMA TICS.
CHART 9107. ELECTRICAL WIRE CODING
.--------CIRCUIT FUNCTION LETTER----'
r-------WIRE NUMBER--------'
,....----- WIRE SEGMENT LETTER-------J
WIRE GAUGE - - - - - - - - - - '
CIRCUIT FUNTION CIRCUITS

LETTER
A AUTOPILOT
C CONTROL SURFACE
F FLIGHT INSTRUMENT
G LANDING GEAR
H HEATER - VENTILATING & DEICING
L LIGHTING
P POWER
Q FUEL, OIL & ENGINE INSTRUMENT
RP RADIO POWER
RZ RADIO AUDIO
J IGNITION
W WARNING
K STARTER
91-21-00
Page 91-20
4815
PIPER AIRCRAFT
PA-44-180/180T
CHART 9108. ELECTRIC SYMBOLS (Old Style) (Sheet 1 of 3)
KNIFE
BATTERY CONNECTORS BUS BAR
~IIIIII~I--~>~
..---<~
CIGAR
LIGHTER
ELECTRICAL
ALTERNATOR SOCKET CLUTCH
G SOLENOID
PNUMATIC PNUMATIC THERMAL
BLOCK POTENTIOMETER
SWITCH SWITCH
0 0
0 0
0 0
0 0
LAMP
ZENER
DIODE DIODE FUSE GROUND
BUTT CONNECTORS
~ PUSH-BUTT~N
~~
NOISE
~
FILTER
l+!-J SWITCH
SWITCH
SHIELDED CONDUCTORS CONDUCTORS SHIELDED CONNECTORS
, (~ «(~ f
r <~
* CONNECTORS: CROSSINGS AND JUNCTIONS OF
CONDUCTORS. THE DOT AT THE INSTERSECTION
INDICATES A JOINING OF CONDUCTORS b OLENOID
VALVE
Q-I
91-22'-00
Page 91-21
4B16
PIPER AIRCRAFT
PA-44-180/180T
CHART 9108. ELECTRIC SYMBOLS (New Style) (Sheet 2 of 3)
AIRCRAFT LOCATION SYMBOLS ADJUSTABILITY BATTERIES BUS
Y Y Y ~
/ ~~ ---111 f----
GENERAL GENERAL MULTICELL
FUSELAGE STATION WATER LINE BUTT LINE
CABLES AND CONDUCTORS

P T ("'i
-@ ! OR
TWISTED
± ± TWISTED
C"';
'-'
SHIELDED
SINGLE
0
COAXIAL
CABLE
: :
:::c:
SHIELDED TWO
CONDUCTOR
i:
\ .. )
SHIELDED
TWISTED
GROUPING OF LEADS
PAIR TRIPLE CONDUCTOR
W/GROUND PAIR
CAPACITOR CIRCUIT BREAKERS ----1r- CONNECTORS
----3f--
GENERAL
c:)Q
CB
BASIC
0'0
PUSH
BREAKER
c?'o
PUSH-PULL
BREAKER
oTo
SWITCH
BREAKER 0= D=
RECEPTACLE PLUG
-t
-B
MATED PLUG
CURRENT LIMITER
.~
& RECEPTACLE
DIODES FUSE GROUNDS
.1
GENERAL
~(
)
ZENER,
~f"
ZENER,
~ ------:::L
GROUND OR
-=- ----ct
GROUND TO
UNIDIRECTIONAL BIDIRECTIONAL OR
CIRCUIT CHASSIS
RETURN (WITH TERMINAL)
'1....fb
HORN HEATED ELEMENT SQUIB ELECTRIC LAMPS

A'
IGNITER
=ill C9= ~
[D= ----IU1Jlr- ~
1'1
INDICATOR LIGHT
(' LETTER DENOTES
COLOR - ASTERISK
INCANDESCENT
LAMP
FLUORESCENT
LAMP
IS NOT PART OF SYMBOL)
METER POLARITY POTENTIOMETER

MOTOR
8 0
, LETTER DENOTES THE
+ -
c:e::::==::::::
?---------
TYPE OF METER POSITIVE NEGATIVE
i.e. A = AMMETER
6
RESISTOR
SPLICE
TERMI NAL BOARD
RELAY COIL RHEOSTAT
---rv- •
[}= ~
PERMANENT
----ce:==::::J:
~
--.1 ..
DISCONNECT
TRANSISTORS
~ L
TRANSFORMERS
Y
TRANSDUCER
Y
~ Jlle
GENERAL PNP TYPE NPN TYPE
~IIL THERMAL ELEMENT COILS
~
(TRANSDUCER)
SINGLE PHASE ------"Xr- (J'(YJ
(3) WINDING NON SATURATING
GENERAL GENERAL ADJUSTABLE
W/CORE
91-22-00
Page 91-22
4B17
PIPER AIRCRAFT
PA-44-180/180T
CHART 9108. ELECTRIC SYMBOLS (New Style) (Sheet 3 of 3)
PUSH BUTTON MOMENTARY OR

CONTACT SWITCH ASSEMBLIES
SPRING RETURN
BASIC
0 -.L
0--0 ~
0 0 al.o a.lo
~ 0 0
(MAKE) (BREAK)
CLOSED OPEN TRANSFER CIRCUIT TWO
CIRCUIT
CONTACT CONTACT CLOSING CIRCUIT
OPENING
MOMENTARY OR LOCKING AND NON-LOCKING

NON-LOCKING
SPRING RETURN
~A-
...---- al.o
OFF
--0---
A-
~ oi"o
(MAKE) (MAKE OR BREAK) (BREAK)
~ A- OFF
O~
CIRCUIT TWO TRANSFER THREE POSITION THREE POSITION
CIRCUIT CIRCUIT
CLOSING CLOSING OR OPENING OPENING CIRCUIT ONE POLE TWO POLE
r,
TEMPERATURE ACTUATED
PRESSURE OR VACUUM ACTUATED SWITCH
T
NOTE: t* SYMBOL
SHALL BE REPLACED
CLOSES ON OPENS ON
or, 0"
CLOSES ON
or, 0"
OPENS ON
BY DATA GIVING THE
OPERATING
TEMPERATURE
OF THE DEVICE
RISING PRESSURE RISING PRESSURE
RISING TEMPERATURE RISING TEMPERATURE
THERMAL SWITCHES
LIMIT SWITCH, DIRECTLY ACTUATED - SPRING RETURN
NORMALLY OPEN
CLOSES ON
RISING TEMPERATURE
NORMALLY NORMALLY OPEN NORMALLY NORMALLY CLOSED t

OPEN HELD CLOSED CLOSED HELD OPEN ---0--0-
NORMALLY OPEN
NORMALLY CLOSED INTERNAL HEATER
OPENS ON
SHOWN
RISING TEMPERATURE
SELECTOR OR MULTI - POSITION SWITCH EXAMPLE

ON-ON-ON SWITCH ACUTATION
~o o
o
TOGGLE IN THE TOGGLE IN THE
DOWN POSITION UP POSITION
ANY NUMBER OF TRANSMISSION PATHS MAY BE SHOWN
y'.
SWITCHES WITH TIME/DELAY FEATURE
0-- cy T ROTARY
+ I
~
SWITCH NOTE: Viewed from end
OPEN CLOSED
TIME-DELAY TIME-DELAY oo",ro' ,"0'
io-- CLOSING OPENING
~
] rOPEN
TIME-DELAY
T
CLOSED
TIME-DELAY
)~
EXAMPLE OF OPENING CLOSING
RELAY ARROW INDICATES DIRECTION

OF SWITCH OPERATION
IN WHICH CONTACT
ACTION IS DELAYED
t \
91-22-00
Page 91-23
4B18
PIPER AIRCRAFT
PA-44-180/180T
CHART 9109. ELECTRICAL SYSTEM COMPONENT LOAD (Sheet 1 of 2)
DUTY 1 CYCLE 2 EQUIPMENT CKT.- (AMPS) OPT.
RKR
X ALTERNATOR FIELD (2) 5 5.OEA
X STARTER SOLENOID (LEFT
AND RIGHT) 10 10.0
X CIGAR LIGHTER(ACCESSORY) - 8.0
X STARTER - 175.0
X FUEL PUMP (LEFT) 8 0.5
X FUEL PUMP (RIGHT) 8 0.5
X ENGINE GAGES (LEFT) 5 appx. 1.0
X ENGINE GAGES (RIGHT) 5 appx. 1.0
X HYDRAULIC PUMP 25 25.0
X LANDING GEAR CONT. & WARN. 5 -
X LANDING GEAR SOLENOID - 0.8

X GEAR DOWN LIGHTS (3) - Total 0.3
X GEAR UNSAFE LIGHT - 0.08
X GEAR WARN HORN - 0.4
X MASTER CONTACTOR - 0.6
X COMBUSTION HEATER 15 13.0
X PITOTHEAT 15 13.2
X STALL WARNING HORN 5 0.4
X ELECTRIC TURN & BANK 5 0.5
X PITCH TRIM 5 5.0
X LANDING LIGHT (PA-44-180, SIN'S
44-7995001 THRU 44- 8195026, AND
PA-180T, SIN'S 44-8107001 AND UP) 10 8.0
X LANDING LIGHT - 2 BULBS.
(PA-44-180, SIN' 4495001 AND UP) 15 14.0
Varies on
AVIONICS LIGHTS 5 Avionics
Instls.
X INSTRUMENT PNL. LIGHTS 10 2.5
FLOOD LIGHTS 5
X RED FLOOD - 1.0
X DOME LIGHT - 0.6
X POSITION LIGHTS 10 7.3
1 CONTINUOUS
2 INTERMITTENT
91-23-00
Page 91-24
4B19
PIPER AIRCRAFT
PA-44-180/180T
CHART 9109. ELECTRICAL SYSTEM COMPONENT LOAD (Sheet 2 of 2)
DUTY 1 CYCLE 2 EQUIPMENT CKT.-BKR. (AMPS) OPT.
X ANTI-COLLISION LIGHT (WING

TIP STROBES) 10 7.0
X AUTOPILOT 5 - X
X PITOTHEAT 15 13.2 X
X HOUR METER Fuse 5 0.25 X
AVIONICS (SEE MFG. INSTL.
MANUAL) - X
1 CONTINUOUS
2 INTERMITTENT
91-23-00
Page 91-25
4B20
PIPER AIRCRAFT
PA-44-180/180T
ELECTRICAL SCHEMA TIC INDEX
FIGURE NO. SCHEMATIC GRID NO.

ANNUNCIATOR
91-7. P A -44-180 Annunciator Panel
Sin's 44-7995001 thru 44-8195026) 4C1
91-8. P A -44-180T Annunciator Panel
(Sin's 44-8107001 thru 44-8207026) 4C2
91-9 PA-44-180 Annunciator Panel (Sin's 4495001 and up) 4C3
DEICE SYSTEMS
91-10. Pitot Heat (Sin's 4495001 and up) 4C5
91-11. Pitot Heat (Sin's 44-7995001 thru 44-819502695001
and P A -44-180T) 4C5
91-12. Heated Windshield 4C5
91-13. Optional Pitot Heat System (Sin's 4495001 and up) 4C6
91-14 Propeller Deice (2 and 3 Blade) 4C7
91-15 Surface Deice 4C8
91-16 Heated Lift Detector 4C8
ELECTRICAL POWER
91-18. Alternator and Starters (PA-44-180, s/n's7995001 thru
44-8095027, and PA-44-180T, sin's 44-8107001 thru
44-8107066) 4ClO
91-19. Alternator (PA-44-180, sin's 44-8195001 thru
44-8195026, and PA-44-180T, sin's 44-8207001 thru
44-8207066) 4Cll
91-20. Starters (PA-44-180, sin's 44-8195001 thru
44-8195026, and PA-44-180T, sin's 44-8207001 thru 4C12
44-8207066))
91-21. Power Distribution and Control (PA-44-180, sin's 4495001
and up) 4C13
91-22. Power Monitor and Control (PA-44-180, sin's 4495001
and up) 4C14
91-23. Starter and Ignition Control (PA-44-180, sin's 4495001
and up) 4C15
91-24. Avionics Bus Power (Early PA-44-180/l80T Models) 4C16
91-25. Avionics Bus Power (PA-44-180T, sin's 8207001 and up) 4C16
91-26. Optional Avionics Master Switch 4C17
ENGINE SYSTEMS
91-30. Engine Gauges (PA-44-180, sin's 44-7995001 to 44-8095027) 4C20
91-31. Engine Gauges (PA-44-180, s/n'44- 8195001 thru 44-8195026
and PA-44-180T sin's 8107001 to 8207020) 4C21
91-32. Fuel and Ampere Indicators (PA-44-180, sin's 4495001
and up) 4C22
91-33. Cylinder Head Temperature and Oil PressurelTemperature
Indicators (PA-44-180, sin's 4495001 and up) 4C23
91-23-00
Page 91-26
4B21
PIPER AIRCRAFT
PA-44-180/180T
ELECTRICAL SCHEMATIC INDEX (cont.)

ENGINE SYSTEMS (cont.)
91-34. P A -44-180T Electric Tachometer Installation 4C24
91-35. Electric Tachometer (PA-44-180, sin's 4495001 and up) 4D1
91-36. Left and Right Engine Magnetos 4D2
91-37. Primer Solenoids 4D2
91-38. Fuel Pumps (PA-44-180, sin's 44-7995001 thru 44-8195026,
and PA-44-180T' s) 4D2
91-39. Fuel Pumps (PA-44-180, sin's 4495001 and up) 4D3
91-40. Engine Hour Meter (PA-44-180, sin's 4495001 and up) 4D4
ENVIRONMENTAL SYSTEMS
91-43. Air Conditioning System (PA-44-180, sin's 44- 8195001 thru
44-8195026. and PA-44-180T. sin's 44-8107001 and up) 4D7
91-44. Heater System (PA-44-180, sin's 44- 8195001 thru
91-45 Cabin Heat (PA-44-180, sin's 4495001 and up) 4D9
91-46. Optional Blower Motor (PA-44-180T) 4DlO
91-47. Vent Blower (PA-44-180, sin's 4495001 and up) 4DlO
FUEL SYSTEM
91-38. Fuel Pumps (PA-44-180, sin's 44-7995001 thru 44-8195026,
and PA-44-180T' s) 4D2
91-39. Fuel Pumps (PA-44-180, sin's 4495001 and up) 4D3
INDICATORS
91-50. Panel Mounted Clock 4D13
91-51. Control Wheel Mounted Clock 4D13
91-52. Turn and Bank (PA-44-180, sin's 44- 8195001 thru
44-8195026, and PA-44-180T, sin's 44-8107001 and up) 4D13
91-53. Optional Turn Coordinator (PA-44-180, sin's 44- 8195001 thru
Electric Turn and Bank (PA-44-180, sin's 4495001 and up) 4D14
91-30. Engine Gauges (PA-44-180, sin's 44-7995001 to 44-8095027) 4C20
91-31. Engine Gauges (PA-44-180, s/n'44- 8195001 thru 44-8195026
and PA-44-180T sin's 8107001 to 8207020) 4C21
91-32. Fuel and Ampere Indicators (PA-44-180, sin's 4495001
and up) 4C22
91-33. Cylinder Head Temperature and Oil PressureiTemperature
Indicators (PA-44-180, sin's 4495001 and up) 4C23
LANDING GEAR
91-57. Hydraulic Pump and Landing Gear Control and Warning
(PA-44-180, sin's 44- 7995001 thru 44-8195026, and
PA-44-180T, sin's 44-8107001 and up) 4D17
91-23-00
Page 91-27
4B22
PIPER AIRCRAFT
PA-44-180/180T
ELECTRICAL SCHEMA TIC INDEX (cont.)

LANDING GEAR (cont.)
91-58. Hydraulic Pump (PA-44-180, sin's 4495001 and up) 4D18
91-59. Landing Gear Position Indicators (PA-44-180, sin's 4495001
and up) 4D19
LIGHTING EXTERNAL
91-62. Anti-Collision Lights 4D22
91-63. Reserved 4D22
91-64. Strobe Lights (PA-44-180, sin's 4495001 and up) 4D22
91-65. Position Lights (PA-44-180, sin's 44- 7995001 thru 44-8195026,
and PA-44-180T, sin's 44-8107001 and up) 4D23
91-66. Position Lights (PA-44-180, sin's 4495001 and up) 4D23
91-67. Landing Light (PA-44-180, sin's 44- 7995001 thru 44-8095027,
and PA-44-180T, sin's 44-8107001 thru 44-8107026) 4D24
91-68. Reserved 4D24
91-69. PA-44-180 Dual Landing Lights (Sheet 1 of2) (Sin's 44-8195001
thru 44-8195026 4D24
91-69. PA-44-180T Dual Landing Lights (Sheet 2 of2) (Sin's 8107001
and up) 4E1
91-70. Landing Lights (PA-44-180, sin's 4495001 and up) 4E1
91-71. Wing (Ice) Inspection Light (PA-4-180T, sin's 44-8107033 and up) 4E2
91-73. Recognition Lights (PA-44-180, sin's 4495001 and up) 4E3
LIGHTING INTERNAL
91-76. Flood Lights (PA-44-180, sin's 44-7995001 thru 44-8095006) 4E6
91-77. Flood Lights (PA-44-180, sin's 44-8095007 thru 44-8195026, and
PA-44-180T, sin's 8107001 and up) 4E6
91-78. Cockpit Flood Lights (PA-44-180, sin's 4495001 and up) 4E6
91-79. Avionics and Instrument Lighting (PA-44-180,
sin's 44- 7995001 thru 44-8195026, and PA-44-180T,
sin's 44-8107001 and up) 4E7
91-80. Panel and Switch Lighting (PA-44-180, sin's 4495001 and up) 4E8
PROPELLER SYSTEMS
91-83. Propeller Synchrophaser System 4Ell
91-13. Propeller Deice (2 and 3 Blade) 4C6
WARNING SYSTEMS
91-7. thru 91-9. Annunciator (See ANNUNCIA TOR, page 26)
91-57. Hydraulic Pump and Landing Gear Control and Warning
(PA-44-180, sin's 44- 7995001 thru 44-8195026, and
PA-44-180T, sin's 44-8107001 and up) 4D17
91-85. Landing Gear Warning (PA-44-180, sin's 4495001 and up) 4E13
91-86. Stall Warning(PA-44-180, sin's 44- 7995001 thru 44-8195026,
and PA-44-180T, sin's 44-8107001 and up) 4E14
Stall Detection (PA-44-180, sin's 4495001 and up) 4E15
91-23-00
Page 91-28
4B23
PIPER AIRCRAFT
PA-44-180/180T
4B24
PIPER AIRCRAFT
PA-44-180/180T
TO STARTER
ACCESS
---,
I
I
I
I
!
1
Figure 91-7. P A -44-180 Annuciator Panel

(Sin's 44-7995001 thru 44-8195026)
91-23-00
Page 91-30
4Cl
PIPER AIRCRAFT
PA-44-180/180T
---I
I
I
I
I
I
t
I
I
I
I
I
I
I
I
: ~ LAMP I
L ____ l~E~T I
...
MANIFOLD
PRESSURE
GAUGE
Figure 91-8. PA-44-180T Annuciator Panel

(Sin's 44-8107001 thru 44-8207026)
91-23-00
Page 91-31
4C2
ANNUNCIA TOR
._-------------------------------------------------------------------------------------, 1
1
1
1
1
1
LOW
VOLTAGE
MONITOR »
::I1 JJ
r:ro ""C
r
~ »
~
\0
......
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...... 0
LAMP TEST SW S3S8 zo:C
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»
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II
--------------- i ' iii' ii, ! , i I I
[ ANNUNCIA TOR 1 ";' - 1 I - - L 317 I'" I • I ~ I

c:
~W1A »
t
1 I I I t'
W WW W '-_ _ _ _ _ _ _ _ B1A -----c- TO MAIN BUS SEE PAGE 2.1 r
~CB S2~ 4 6 5 7 _ H7B t:> TO CABIN
TO -=:I-- P7BL A A ~"-06---=-P2:-:-0-:-6
-W--S-20-7-- HEAT SENSOR SEE PAGE 2.20
VOLTAGE 12 12 7B 0 -er- W7CN 1
~
Ie
~.
REGULATRS
SEE PAGE -=:I-- P7BR
11 11 W5B
S205_
0
S106
er-W5CN
-+-
-+-
,-=-
'"Ie 2.1 '---.. . _-[ill-[ill-- W6B 0 -er- W6CN----=r=-
Po-
;..., '- ~W4B S1~4-er-W4CN-r
=~
=
Ie ~
JSOS P103 _
N (l'Q \0
= Ie '""'
:"\ON
\O'""'~
\O~=
OlN=
PIPER AIRCRAFT
PA-44-180/180T
4C4
PIPER AIRCRAFT
PA-44-180/180T
PITOT HEAT S323

309 J310 P110
~H2A1
~C~"33-0
H2B16~2C16~ H2D16
~--®
NOTE: ®CONNECTS TO SWITCH LIGHTS DIMMER.
Figure 91-10. Pitot Heat

(PA-44-180, sin's 4495001 and up)
~
I PITOT NAV
HEAT BUS BAR
HZA , 15 AMP
HEATED
~
WINDSHIELD
(LEFT)
161
J~
\)1)
RED
PLUG
HEATED
GLASS PANEL
J.
I
i OPTIONAL BLACK
I
I PLUG
I
Figure 91-11. Pitot Heat (PA-44-180 (S/ln's Figure 91 -12. Windshield Heat
44-7995001 thru 44-8195026 and PA-44-180T)
91-23-00
Page 91-34
4CS
ANNUNCIATOR ASSYEMBL Y
1- ----------------------------,
70W ANNUN I
'TI
......
(JO
PITOT
HEAD
H3D16
~H3H20
PITOT HEAT INOP
[0 r~+1;~DC
ASSY.
CONN.
»
:II
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~Ei TO PH GND r
~~ »
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~,
....... zm "'C
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Po H3G20
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~ 0 H2D16 H3C16 F302 -I~»
~ rFJ i:l
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te:. O~ ~WHT1:rYl,
H3E20---4 11
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c:
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S H2B16 341 J 341 P
!
3
2 - [J HEAT »
r
ON
Q..-.--'IIIo. BLK
TO SWITCH
LIGHTS DIMMER I .,1' ,
~
- L I_ _ _ _- - - - '
'"
('1)
Q"
?t
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1,0, ,
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Ul 'JI 0
PIPER AIRCRAFT
PA-44-180/180T
BUS
AMMETER BAR
HEATED
PROP
3 BLADE
LEFT ENGIINE SHUNT SWITCH

RIGHT ENGINE
DEICER DEICER
r------- -- .- ,-, r-------·

IL _ _ _ _ _ _ _"_ II _ I II II
-- ~-------
I' - -- "\
,,_ _ J
THREE BLADE PROPELLER INSTALLATION

BUS
BAR
AMMETER
HEATED
PROP
3 BLADE
,r--,I SHUNT SWITCH r--,

I I
I I I I
I
I
, I I I
, I
I I 03A I
I
I
I
I
I
, I I
I RIGHT ENGINE
LEFT ENGIINE I
DEICER ,I II I
I
I DEICER
"- .J L .J
-"
, -J I - ~
~
I
-- ..,I I -.,
I I I I
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I I
I
I I I I
I I I I
IL _ _ JI TIMER IL__ J I
TWO BLADE PROPELLER INSTALLATION
Figure 91-14. Propeller Deice

(2 and 3 Bladed Propellers)
91-23-00
Page 91-36
4C7
PIPER AIRCRAFT
PA-44-180/180T
~
TIME
MODULE
nfc
-::-
LEFT
CONTROL
VALVE 10A
14V
BUS
DEFLATE
VALVE
PRESSURE
GROUND TO SWITCH
MODULE
MOUNT SCREW 2
-::- GROUND TO
VALVE MOUNT
Figure 91-15. Surface Deice
LIFT
DETECTOR
HEATERS
LIFT
DETECTOR
HEATER
CASE HEATER (TYP)
TO
PITOT HEAT
PITOT
HEAT
SWITCH
PITOT
(PART OF STD. HARNESS) HEAT
Figure 91-16. Heated Lift Detector
91-23-00
Page 91-37
4C8
PIPER AIRCRAFT
PA-44-180/180T
4C9
PIPER AIRCRAFT
PA-44-180/180T
ALTERNATOR
FIELD
L R
~
''f J
MASTER, LH RH
SWITCH P38 ALT. ALT.
18 Sw. ~ , <;> Sw.
----------------®)-~) ALTERNATOR
---------------
STARTER
FIELD ACESS
L R
Sr S}
P2AL P2AR
~_ __ _ _________ 20_ _ _ _ _ _ _ 20
TO
4
LH RH
iANNUNCIATOR
PANEL
ALT. ALT.
Sw. Sw.
P2CR
I HIA-I
1 (18 1
1 1
18
1
I'
r1S I
~
1
1
CIGAR
KIA 1 LIGHTER 1
SEE OPT. I(OPTIONAL)I

CLOCK
INST.
I
LEFT
STARTER K-2
STARTER
SWITCH
Figure 91-18. Alternator and Starter (PA-44-180, sin's 44-7795001 thru

44-8095027, and PA-44-180T, sin's 44-8107001 thru 44-8107066)
91-23-00
Page 91-39
4CIO
PIPER AIRCRAFT
PA-44-180/180T
EXT'L. POWER
CONTACTOR
IIII~
12VBATIERY _
TO
STARTERS
o.v.
RELAY
Figure 91-19. Alternator (PA-44-180, sin's 44-8195001 thru

44-8195026, and PA-44-180T, sin's 44-8207001 and up)
91-23-00
Page 91-40
4Cll
PIPER AIRCRAFT
PA-44-180/180T
~--------------~PIFr-------------~
CIGAR
r-------~~~ LIGHTER
BATIERY
MASTER
CONTACTOR
Figure 91-20. Starters (PA-44-180, sin's 44-8195001 thru

44-8195026, and PA-44-180T, sin's 44-8207001 and up)
91-23-00
Page 91-41
4C12
CR308
aI f ) P4DR6 ~) t MAIN BUS t () P4DL6 {l
CRS05
~ ..
.---~~CBS42=---_ _...,
,4 PR1B10 K406 +AV # 1 © AV # 2 + K407 PR2B10 A.
-------.c:::XZ
R1C~ PR1D PR2D
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=
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RIGHT LEFT
ALTERNATOR ALTERNATOR
RED~J417P J402 P302 S303 S302 P302 J402 J416P

LAV 1 P3CRmm=s P3BRr! P3AR P3AL P3BLllim=4 P3CL 1 LAV
.........."---'.---GRN S P8AR 9 9 P8BR~ -I 1 P8JP 1 Ie ~ P8BL 8 8 P8CL S GRN ~.......
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VOLT. , YEL ---, TO TO YEL -==----1'VOLT.
REG. _ : ORG _ I ANNUNCIATOR
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CONT ACTOR --r-
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K2AL4~ I I ~K2AR
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I I
RIGHT ENGINE
»
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-
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c:
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=~
=
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N (l'Q \0
=
:"\oN Ie '""'
\o'""'~
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01-"'=
PIPER AIRCRAFT
PA-44-180/180T
PITCH AUTO AUDIO COM 1 COM2 NAV 1 NAV2

TRIM PILOT PANEL GIS
SEE
II SEE RADIO
SEE SEE
I PITCH TRIM
INSTALLATION
AUTOPILOT
INSTALLATION
AUDIO SYSTEM
INSTALLATION I INSTALLATION
SEE RADIO
INSTALLATION
SEE RADIO
INSTALLATION
SEE RADIO
INSTALLATION
I
I ADF TRANSPONDER DME NSD 360A
L ___
~
--~-
SEE SEE SEE RADIO
RADIO INST. TRANSPONDER INSTALLATION
INSTALLATION INSTALLATION
Figure 91-24. Aviaonics Bus Power

(Early PA-44-1801180T Models)
R. AVIONICS
RIGHT BUS RELAY
BUS
Figure 91-25. PA-44-180T Avionics Bus Power

(Sin's 44-8207001 and up)
91-23-00
Page 91-45
4C16
PIPER AIRCRAFT
PA-44-180/180T
EMERGENCY
AVIONICS BUS
SWITCH
OFF fON
AVIONICS
MASTER
SWITCH
Figure 91-26. Optional Avionics Master Switch
91-23-00
Page 91-46
4C17
PIPER AIRCRAFT
PA-44-180/180T
4C18
PIPER AIRCRAFT
PA-44-180/180T
4C19
PIPER AIRCRAFT
PA-44-180/180T
LEFT INSTRUMENT CLUSTER

5Ur
'-.../
~
5
»z
G)m
CG)
G)-
JJmi9j
y (j)
RIGHT INSTRUMENT CLUSTER
Figure 91-30. PA44-180 Engine Gauges

(Sin's 44-7995001 to 44-8095027)
91-23-00
Page 91-49
4C20
PIPER AIRCRAFT
PA-44-180/180T
LEFT INSTRUMENT CLUSTER
r--------------------~~2.:::0':+.==;;;..;;:;@D---oiU]
RIGHT INSTRUMENT CLUSTER
~ ~
A A
C C
E E
BK""WT
RIGHT
RPM
-. SENSOR
LEFT
RPM
SENSOR
Figure 91-31. Engine Gauges (PA-44-180, sin's 44-8185001 thru 44-8195026

and PA-44-180T, sin's 44-8107001 thru 44-8207020)
91-23-00
Page 91-50
4C21
PIPER AIRCRAFT
PA-44-180/180T
, - - - - - - - - - - - - - - -----,-----.. . . . . . . -----,--1
.....
al
CJ
~
J .....
al
CJ
I
I
--~
>
I-
i=
:z
<C
~
CJ
.....J
W
~
U.
Figure 91-32. Fuel and Ampere Indicators

(PA-44-180, sin's 4495001 and up)
91-23-00
Page 91-51
4C22
PIPER AIRCRAFT
PA-44-180/180T
.....-____1....-_-.........,- - - - - - -- -r--=----'------.---,
I- a.
::t:....J~
(!JC5w
a: I-
I
I
Il----o ~
0 ' - ..., CL. - _ - 0 ' - ..., a.
r- c :z-411
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u.. _..c;
wow
....J I- I
I
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__ -.J
a:
<
.-
o
Figure 91-33. Cylinder Head Temperature and Oil Pressure/Temperature Indicators

(PA-44-180, sin's 4495001 and up)
91-23-00
Page 91-52
4C23
PIPER AIRCRAFT
PA-44-180/180T
a: E E ( )
wa: F F I J
1--0
WI--
~<C B B
00
I- A A
0°
Z
<c C c 0
-eL
I-- LOAD
0 0 1--1--::>
LLW::::s:::
LINE wZO
--l~_
<CeL
~
ELEC
TACH
~~--( WHITE
BLACK
Figure 91-34. PA-44 -180T Electric Tachometer Installation
91-23-00
Page 91-53
4C24
CB317 P321
~3 l>TACHOMETER T3A rA
J104 P304 I F
LEFT »
MAGNETO 121
H
JJ
r1
JHP TACH ""C
r
~BLU
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'i:j ......
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I ~
I (' WHT IORt:} (' I If \ WHT IORG I INDICATOR »
z
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SENSOR ~BLK I I I WHT IBLU I I I II I WHT IBLU I I B m ""C
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MAGNETO T2A T2B zO):C
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PIPER AIRCRAFT
PA-44-180/180T
LEFT ENGINE RIGHT ENGINE
LEFT RIGHT LEFT RIGHT

MAGNETO MAGNETO MAGNETO
MAGNETO
MAGNETO
91-36. Left and Right Engine Magnetos
PRIMER FUELPUMP8
VALVE
8-34
LEFT RIGHT
RIGHT FUEL FUEL
PRIMER PUMP PUMP
SOLENOID
VALVE, I'
I ,11----t'~~0v1W
\.- -_./
Figure 91-37. Primer Solenoids Figure 91-38. Fuel Pumps (PA-44-180, sin's
44-7995001 thru 44-8195026, and PA-44-180T's
91-23-00
Page 91-55
4D2
L. FUEL PUMP 8311
J303 P103 J 116 P
~Q4Al18 2 SGj-Q4Bl18--{]]-{]}-- a4Cl 18~
~CBJ~1~ ~ rct--®
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p.
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zo:::C
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oi:I:
00
zco:::C
....... ~ (")0»
r- M3GN ~G - -
~ '""I m-l."
as::
~ (1)
4- *S208
MaF----.. r M3E s: ~
"0(; »
'...-'""1
z
P c:
»
r
* OIL PRESSURE SWITCHES 214J ctGJ
~
'"Q"
('1)
S203
?t RT sa
::
('1)
"'d
~
SWITCH
N rr.'I
0('1)""
1,0 SHOWN WITH WEIGHT ON WHEELS
~ 1,0 ~
-""(,N
1,0, ,
1,0 Ul
0
Ul-lO
PIPER AIRCRAFT
PA-44-180/180T
4DS
PIPER AIRCRAFT
PA-44-180/180T
4D6
PIPER AIRCRAFT
PA-44-180/180T
AIC
BLOWER AIC
.,
I
I
I
I I
I-I
I..._-_J
COMPRESSOR
CLUTCH
CONDENSER
BLOWER
-.,i MANIFOLD
I PRESSURE
I SWITCH
_.1
Figure 91-43. Air Conditioning System

(PA-44-180, sin's 44- 8195001 thru 44-8195026. and PA-44-180T. sin's 44-8107001 and up)
91-23-00
Page 91-60
4D7
PIPER AIRCRAFT
PA-44-180/180T
I
I z I
r I·
Qf-
_z
f-- I
I ...JW Z~ I
0: 0.. w> C)
w
f- :2
I ~...J
LL;; I· I' I
« « I I
w U? :2 0: .
I ~ I «-$ I
w IE 0:«(1')
I I I
z 5(I')
as I I
« I 0: C)
0 w z I
I $ ::J
I 9r::o 0
>-
...z I
0 IE
I f-
z
0:0.:
W:2
...z I
I w >w IE I
> Of-
I I
I I
L_ _ ________ -.1
ID
Figure 91-44. Heater System

(PA-44-180, sin's 44-7995001 thru 44-8195026. and PA-44-180T. sin's 44-8107001 and up)
91-23-00
Page 91-61
4D8
' J 412 P a.
K405
NOSE ~H5D
UPLOCK
SWITCH ~ ~5EN=l- CR
-.J- NOTE: ® CONNECTS TO SWITCH LIGHTS DIMMER.
3 S401 -=- 405 tIC....l.-/
I
HEAT P301 J401 H5C: 4
~H3A161~3
~ ~~3;3
H
5
H5A16 11
H4A16
11
10
~!:~:~H5FI'1~OJ~ .____ ~A~!~ _~~_~ !_E_~ _____ ,
»
JJ
'"C
~ 12 12 r
>''Tj
NOd> I ____ : »
~H5G16~RNF z
J J
i:. . .·
,(fQ
...... ~ 5! 4~ CT
A--
S405 C
m
s;g=c
""C
®~3:4
00"'; I COMBUSTION
0(0
M »Im
, \0
, ~ H5HN16 5 BLOWER -~:c
....
r/J ......
........ z~
::l +:>.
~
r/J' ~ '------H4C16----<..V~ 9 -I':"">
mO)-
\0 tn lOVER zo:C
»~(")
~§.
0 ..... ·
TO -=:J--H71:l1------' \ 117A~ zO):C
O::l
. . . :r: ANNUNCIATOR PANEL 4H16~SPLICE I 114F16~1 (,)0>
P' (0 SEE PAGE 2.11 H4G18---1' . ~!4G20 I .......:
m-l"T1
8.~
~20 ~H4E18 2 ====::::=:"-d S -I
~ A405 »
z
P H4D18 c:
MT405 A404
THERMOSTAT »
r
HEATER HTR TB
FUEL SHUT -OFF TB-402 L _______________________ _
FUEL PUMP SOLENOID VALVE
~
HOUR METER
~
Ie
~. H4G20Nl
'"Q.
Ie
;...,
=~
=
Ie ~
N (JQ \0
= \0
~
Ie
N
'""'
'""''""'~
\ 0, ,
\00\=
OlN=
PIPER AIRCRAFT
PA-44-180/180T
VENT
BLOWER
LOW ... ,
Figure 91-46. Optional Blower Moter

(PA -44-180T)
VENT
P334
! ffi=:~~
BLOWER
1 P J
~B1A1- VB1B14
VB1C14
BLK~
3
CB334
-
S325 -
o CONNECTS TO SWITCH LIGHT DIMMER
Figure 91-47. Vent Blower

(PA-44-180, sin's 4495001 and up)
91-23-00
Page 91-63
4DIO
PIPER AIRCRAFT
PA-44-180/180T
4Dll
PIPER AIRCRAFT
PA-44-180/180T
4D12
PIPER AIRCRAFT
PA-44-180/180T
CLOCK
CLOCK
}---+ol (CONTROL
WHEEL)
CLOCK
TO 86414-2-
TO
INSTRUMENT 1 - - - - ' - - - - 1 DIMMER
PANEL LIGHT CONTROL
Figure 91-50. Panel Mounted Clock Figure 91-51. Control Wheel Mounted Clock
TURN AND BANK
TURN COORDINATOR
NOTE
USED ON PA-44-1BO, SIN'S 44-B095001
THRU 44-B195026,and PA-44-1BOT,
SIN'S 44-B1 07001 AND UP
Fig 91-52. Turn and Bank

91-23-00
Page 91-66
4D13
PIPER AIRCRAFT
PA-44-180/180T
ALTERNATE
LIGHTED
INDICATOR
TO INSTRUMENT
PANEL LIGHTS
Figure 91-53. Optional Turn Coordinator

TURN & BANK

TURN & BANK INDICATOR
,---
.---------F2A-------------------------------------------~ A
-1-~-------F2DN----------------~~
L...-_ _ _ _......
JGB1-N
Figure 91-54. Electric Turn and Bank

(PA-44-180, sin's 4495001 and up)
6391-23-00
Page 91-67
4D14
PIPER AIRCRAFT
PA-44-180/180T
4D15
PIPER AIRCRAFT
PA-44-180/180T
4D16
PIPER AIRCRAFT
PA-44-180/180T
LANDING GEAR
HYDRAULIC CONTROL &
PUMP WARNING
CD25A
) - E : : E : r - - - - - ( 20
GSA
10
I G2C)
20
GEAR
INDICATOR
LIGHT
DIMMER
NOTE
GEAR SHOWN IN DOWNLOCK
POSITION WITH STRUTS
COMPRESSED, THROTTLE
SWITCHES OPEN, AND FLAPS
UP
Figure 91-57. Hydraulic Pump and Landing Gear Control and Warning
(PA-44-180, sin's 44-7995001 thru 44-8195026, and PA-44-180T, sin's 44-8107001 and up)
91-23-00
Page 91-70
4D17
~OWER
HYDRAULIC PUMP G13B - I UP T.-- . .
------~.~~~
~B I ~
~~ ~
(SPLICE) T
"-.. G13C _ DOWN
,
G13A , G12C GRN BLU

321 G12En.
CR, CR
302 »
JJ
HYDRAULIC PUMP 303 ""C
~
---=--m
309 r
»
~
ONTROL
>'TJI .....
r--12-:>."1""l<""'1-
G12D P J J z
+:>.CJO
+:>.~
3 G12A K303 I
K302 m ""C
I
......
.-;
(0 G12B 4 G :s:""Cij
CB S313
»~m
00 \0
0
•
......
I
320 GEAR' •• ' 6 1
-~:c
....~ r/J
~?O
UI
SELECT r DOWN lOCK 2
L
z~
-I':"">
r/J:r: SWITCH -= GG SWITCHES mO)-
I--'
t<-< 1 1 BlK zo:C
$j09
QfJ
\0 Sf LEFT J 113 p P105 J405 »~(")
2 2
~
7 G12a~
UlP'
O~
o::=:
...... 0 G12H G F
• 8 G12RN, G
-1 zO):C
(,,)0>
m-l"T1
P' ~ G
8.8 S102 --+-_ 1 :s: -I
1
~"d
"d G12J -
2
2 »
z
'--'
TB P
r- G12K
S402
401 ~.
G12V--------<'V)
G12WN=l- G G
M c:
»
r
lEFT MAIN -= 1 1
~ SaUA T SWITCH 2 2
Ie GHT J 213 p P208 J408 S N
;:;:.
'"Ie ~ G12T --ffi{il---J
Po-
~ G12UN=l-
~ SWITCHES SHOWN WEIGHT ON WHEELS S202
=~
Ie
N
~
(l'Q \0
=
:"\oN Ie '""'
\o'""'~
\o.!..J=
01,"",=
DOWN LOCK
SWITCHES
LANDING GEAR TB401
CD
~
NDICA TION ~ J405 P105 P 113 J ; S102
---EJ-EJ--- G1B -----:-rr G2AL --(il-[!J-- G2BL
0
~ . 3 G1A ~ 1 ~ L. MAIN »
~ CB P301 J401 I I G2DL ---[D-[D- G2CL 3 ) JJ
""C
~~ 318 :: J303 P103 r
~";""' I I »
z
~ u. I I
~ :-0 ~ ~ m ""C
~ l"
? ~
I
I I
~
G3A
P
413
Gl
J
1 a...L
; 0 S402
NOSE
s;g=ti
»,m
-~:c
....~ (POSITION LIGHTS SW) z~
I--'
\0 £ag
u.'-;
r:--,
I ~ ....... .. "'e, -
I
- P301 J401
-I':"">
mO)-
zo:c
»~(")
zO):C
L
o'i:j ---I-e I I
~. ~: I
r
(,,)0>
8 J408 P208 P 213 J "'7 0 S202 m-l"T1
8. g f:V : G2AR --(il-[!J-- G2BR ~ 1~R. MAIN S -I
.§
~~.
g: G2FN~
L"Y: 5 : L.
M N R.
M G2DR ----J3113L- G2CR
~~.
3 3 ) »
z
~ ~ I
i
g ---~ G2E A 0 A J306 P206 c:
-= S316 I I I SWITCHES SHOWN GEAR DOWN AND LOCKED
»
r
JGB1-M POSITION LIGHT INN.
I SWITCH SHOWN IN OFF
~ POSITION; GEAR LIGHTS
~
Ie NOTDIMMED G2GN--=L
~.
IVV I ullvllvn:uJ
'"Ie
Po- JGB1-R
;...,
=~
=
Ie ~
N (JQ \0
=
:"\ON Ie '""'
\O'""'~
\O.!.J=
OlN=
PIPER AIRCRAFT
PA-44-180/180T
4D20
PIPER AIRCRAFT
PA-44-180/180T
4D21
PIPER AIRCRAFT
PA-44-180/180T
ANTI-COLLISION
LIGHT
s
RESERVED
L. WING
r
Fig 91-62. Anti-COllision Lights Fig 91-63 Reserved
ANTI COLLISION LIGHTS

J309 p J332
~L4A18-1--8""" G-+-L4B18~L4C18 1 STROBE
~CB328 ®
--.r=-L4DN18 2
POWER
SUPPLY
S317
NOTE: ® CONNECTS TO SWITCH LIGHTS DIMMER.

L.H.
WING
Figure 91-64. Strobe Lights

(PA-44-180, sin's 4495001 and up)
91-23-00
Page 91-75
4D22
PIPER AIRCRAFT
PA-44-180/180T
NAV
LIGHTS
WHITE
BOT., TAIL
XL4
RED RED
L. WING R. WING
XL5A XL6A
WHITE
TOP, TAIL
XL3
Figure 91-65. Position Lights
POSITION
LIGHTS S316
~L1A16 J310 P110

t---L 1CL18 ---0{3]--- L1DL18
~CB327
J311 P211
~.,.--G2FN~ L1CR18 ---o:J-ill---- L1DR18
TO
LANDING GEAR
'-------G2E----t::>- POSITION
INDICATORS
PAGE 2.9
NOTE: ® CONNECTS TO SWITCH LIGHTS DIMMER.
Figure 91-66. Position Lights

(PA-44-180, sin's 4495001 and up)
91-23-00
Page 91-76
4D23
PIPER AIRCRAFT
PA-44-180/180T
LANDING
LIGHT
RESERVED
Figure 91-67. Landing Light (PA-44-180, sin' Figure 91-68. Reserved

44-7995001 thru 44-8095027, & PA-44-180T
sin's 44-8107001 thru 44-8107026)
LANDING LIGHTS
Figure 91-69. PA-44-180 Dual Landing Lights (Sheet 1 of2)

(Sin's 44-8195001 thru 44-8195026)
91-23-00
Page 91-77
4D24
PIPER AIRCRAFT
PA-44-180/180T
LANDING LIGHTS
Figure 91-69. PA-44-180T, Dual Landing Lights (Sheet 2 of2)

(Sin's 44-8107027 and up)
LANDING LIGHTS
P301 J401
L7A16 ---1>-f:2r- ~3+--L7B18~L7C18------" L7FN18--=l.-
~-®
P302 J402
L5A 16 -----J~5 6e-+-L5B18----[I}-{I}--L5C18-----..
S315
415
J L-T-JL-j-JL....r-JL....r-J
NOTE: ® CONNECTS TO SWITCH LIGHTS DIMMER. r-----~~ ~------~
L7D18--e- L7E18
LANDING LIGHTS
L5D18--e-L5E18-~
Figure 91-70. Landing Lights

(PA-44-180, sin's 4495001 and up)
91-23-00
Page 91-78
4El
PIPER AIRCRAFT
PA-44-180/180T
14V
BUS BAR
INSPECTION
LIGHT
Figure 91-71. Wing (Ice) Inspection Light

(PA-44-180T, sin's 44- 8107033 and up)
91-23-00
Page 91-79
4E2
PIPER AIRCRAFT
PA-44-180/180T
CD
T"""
z:
a:
w
co
CD CD
CD ......
,..... z: ,..... ......
CD
z:
-.J -.J a: a::
CI w CI w
co co co to
-.J -.J -.J -.J
,.....
0
......
,.....
a...
411 ,.....
N
a...
411
0 ......
......
T"""
('I') ('I')
J J
CD CD
T'""" 'r""
-.J a:
u u
co co
-.J -.J
a:
w
::?!
::?!
cs
00
I-
::c
(!:I
-.J
::c
~@ CD
'r""
u
I-
a:
(Xl
to
s:
00
-.J
0
.....
00
CD
.....
U
T"""
('I') W
00 :z
z:
0
u
00
T""" @
«
co w
.....
ztJ
-.J
0
o N :z
-00 ('I')
.......... ('I')
~::c ~ (Xl
o~ U
u-.J
w
a:
Figure 91-73. RecognitionLights
(PA-44-180, sin's 4495001 and up)
91-23-00
Page 91-80
4E3
PIPER AIRCRAFT
PA-44-180/180T
4E4
PIPER AIRCRAFT
PA-44-180/180T
4ES
PIPER AIRCRAFT
PA-44-180/180T
FLOOD
LIGHTS
FLOOD ? 16 \
LIGHTS SAar
NOTES
1. L2C ON PA-44-180T
2. L2D-20 ON PA-44-180T
DIMMER
~---..' SWITCH
INSTR.
FLOOD
LIGHT
Figure 91-76. Flood Lights Figure 91-77. Flood Lights

PA-44-180, sin's 44-7995001 thru 44-8095006 PA-44-180, sin's 44-8095007 thru 44-8195026, &
PA-44-180T, sin's 8107001 and up
FLOOD LGHTS
~ ES09 ES31 J
~ 5a -L2A~10110~L2B~L2C------'
CB331
Figure 91-78. Cockpit Flood Lights

(PA-44-180, sin's 4495001 and up)
91-23-00
Page 91-83
4E6
PIPER AIRCRAFT
PA-44-180/180T
AVIONICS INSTRUMENT
PANEL LIGHTS ,--------
LIGHTS
T _ /----1
r:J...:1
(~~----------------------------------------~ ~3~: I
'"
SA ~ I I
F
'OA 2
I
1r-@D-;?1
- L_:J
SEE INSERT
FOR 180T
HOOKUP 2>
r
3:JI1:
,-------------------------,
~-----~
1
37399-3
C~~f~6t
,------ I
:
I
I
I
~~ I
L88 I _ _ I
I - I
I J14 .., I TO MANIFOLD
L- - - - - - - - - _I, Z 3 J..J PRESSURE GAUGE
P14 L
L--_ _-<~---- AUTO PILOT

RADIO COUPLER
LOWER INSTRUMENT
PANEL LIGHTS INSTRUMENT
CLUSTER LIGHTS
UPPER INSTRUMENT
PANEL LIGHTS
Figure 91-79 . Avionics and Instrument Lights

91-23-00
Page 91-84
4E7
PIPER AIRCRAFT
PA-44-180/180T
II
CI)
CI):::)
om
-~
~~
~------------------------~ >~
2 ~~
r--------------,~ ~
l
I
I ...JCIOW
I
I
..
I
I
I
...JI
~CIOO-------------------------J
~I
I
NJ--
1 Zl
COOl
.... 01
:ga:ll I
CW)w
1M
~I '0
~I
C: !2~
I
,0
IN
.....-------- ~ --l ~
!
I
I C:::J:
I ~~
I a:~
lL
I I
I I
F-__l-lo___
W___ ti:-'__}
...J c:I
::::i
1 t
It I
It ICT'"
I" t~
I lO-
I t
I t
... --------------~
Figure 91-80. Panel and Switch Lighting

(PA-44-180, sin's 4495001 and up)
91-23-00
Page 91-85
4E8
PIPER AIRCRAFT
PA-44-180/180T
4E9
PIPER AIRCRAFT
PA-44-180/180T
4EIO
PIPER AIRCRAFT
PA-44-180/180T
1-------1
I COMPUTER I
I HARTZELL C-4362-2 I
I I
CIRCUIT .------{KB7A }---+--{TH'1

BREAKER
PANEL
1---'
I~I
L ~ I. SYNCROPHASER
I MODE SWITCH
'------------l._-.-J.-{BLAO~+-"~ (SHOWN IN MANUAL
POSITION)
JMT-123
~------------~IKB~}-----~
FUSELAGE
SIDE
=!==IH="""'" FIREWALL FIREWALL ~i=+=+-
LEFT PULSE
RIGHT PULSE GENERATOR
GENERATOR A4478
A4478
rtf:
I
L_
I
J
RIGHT
GOVERNOR
(E-8-2L)
Figure 91-83. Propeller Synchrophaser System
91-23-00
Page 91-88
4Ell
PIPER AIRCRAFT
PA-44-180/180T
4E12
AIRCRAFT O~ ~~~U~~ lOCKED
NOTE: GEAR SHOW
~
--ffif21- G5BL ~ SWITCHES
P301 J401 405105 113 S102 DOWN LOCK
i~ G101l---@@-G10~ ---00-- G5CL ~ L. MAIN I

GEAR WARN J P
00 ;B _r- G4A---ffi-0-G4B G5AL
G50L
~G10C
413
~G10D
GEAR UNSAFE
W 1I G6A p
~
5
J
S402
,'1"--
I
~
G6B NOSE »
JJ
.....
'Tj ""C
r;---{1 S2025
l
r:ro m 406 208 r
»
;;@ I I
G58R~4
~~
FLASHER GEAR HORNP316
....... -L J P
G5AR=ffiffi=2 p213 J i z
r
S~
, \0
............ GEAR 1 m ""C
00 ,
000
SELECT I I GSDR 3 3 GSCR J s;g=ti
•
r/J
UI
• »,m
a-.t'""' -~:c
....
tr'j
r/J
+:>.::l
P' S~3
SWITCH J P
405 105
--
S103 SaUA T
z~
-I':"">
mO)-
f41 f41
~ ~1J
I--' +:>.&.
G7E UP G7A G7B P114 J AIR";' J SWITCH zo:c
~ ~AIN
W \O::l 5 : eO
Ulr:ro »~(")
80 ----..
...... (0 zO):C
~ K304 G11M 4DN - G70 G7C 2 (,,)0>
~ ~_
~
P'
m-l"T1
8.~
1fI:---;-~!2-~-
3 S -I
~
I ±~S339 G8Bl~1
~~WITCHES
.g~
'--' 8.
-L 11TN-J THROTTLE
~ 112 8101 UP lOCK »
S L z
2~L~
r:ro G8AL =l2=S J 1 -:
c:
1 S340 P332 G8Dl 6 6 G8 MAIN
»
r
0: ®
~
9 9 G11l Cl
~1
~
G11N 2 G118 5 5 G11A 9 J405 P105
G11U 1 S329 412 8401
~ P331 G11C 6 6 G110 11 ::: P . . 1 : 2 NOSE
Ie
~.
'"Ie
Po-
;...,
C
..... G11GWG11F 7 7 G11E '2-
=~ S330G11H p 3 JG11J 6 8 G11K J 208
408 P
G8BR~~M8201
=
G8CR~AIN
4
Ie ~ FLAP 309 P301 J401 G8AR. p212 ..... 3
=
N
~ \0 N
(l'Q
Ie
\0
';"'
G8DR 5 5
'""''""'~
\0, ,
01==
\0\0=
PIPER AIRCRAFT
PA-44-180/180T
HORN
STALL
WARNING
(IN FLIGHT)
NO
INBOARD
LEFT
SENSOR
OUTBOARD
LIFT
SENSOR
Figure 91-86. Stall Warning

91-23-00
Page 91-91
4E14
PIPER AIRCRAFT
PA-44-180/180T
iW-~-t11
...J
..-
u..
" . . - - - - - - - 1 C\I C\I t - - - - '
. - - - \ ..- ..- t - - -.......
C)
C)
..- ..-
..-
....,
C'I)
Q..
o
mo
N-:t
u..
..-
LL.
CQ CQ
UJ
..- C) C)
LL. ....,
C'I) C\I
Q..
' - - - - - - I C\I
Figure 91-88. Stall Detection

(PA-180, sin's 4495001 and up)
91-23-00
Page 91-92
4E15
PIPER AIRCRAFT
PA-44-180/180T
GRIDS 4E16 THROUGH 4L24

4E16

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Airplane Maintenance Manual

Piper Aircraft CORPORATION

© 1979–1984, 1986, 1989, 1995, 2008, 2012 Piper Aircraft, Inc.

Revision Publication Date Aerofiche Card Effectivity

* Piper has ceased production of all Aerofiche (i.e., microfiche) products.

THIS PAGE INTENTIONALLY BLANK

Paragraph Grid No.

1. Instructions for Continued Airworthiness . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A7

List of Illustrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A19

THIS PAGE INTENTIONALLY BLANK

1. Instructions for Continued Airworthiness

TYPE CERTIFICATE DESIGNATION SEQUENCE NUMBER

MODEL YEAR MODEL CODE 07 = PA-44-180T

TYPE CERTIFICATE DESIGNATION SEQUENCE NUMBER

MODEL CODE 95 = PA-44-180

5. Assignment of Subject Material

8. Identifying Revised Material

11. Supplementary Publications

(4) FUEL CELLS:

(8) RADAR ALTIMETER:

THIS PAGE INTENTIONALLY BLANK

12. System/Chapter Index Guide

CHAPTER SECTION TITLE GRID NO.

4 AIRWORTHINESS LIMITATIONS 1A29

5 TIME LIMITS / MAINTENANCE CHECKS 1A35

6 DIMENSIONS AND AREAS 1B1

7 LIFTING AND SHORING 1C1

8 LEVELING AND WEIGHING 1C5

9 TOWING AND TAXIING 1C10

10 PARKING AND MOORING 1C14

11 REQUIRED PLACARDS 1C17

20 STANDARD PRACTICES - AIRFRAME 1E2

21 ENVIRONMENTAL SYSTEM 1E12

24 ELECTRICAL POWER 1I10

25 EQUIPMENT / FURNISHINGS 1J12

26 FIRE PROTECTION 1J17

27 FLIGHT CONTROLS 1J23

29 HYDRAULIC POWER 2B17

CHAPTER SECTION TITLE GRID NO.

30 ICE AND RAIN PROTECTION 2D1

32 LANDING GEAR 2F11

34 NAVIGATION & PITOT/STATIC 2I16

39 ELECTRICAL/ELECTRONIC PANELS AND

71 POWER PLANT 3D21

73 ENGINE FUEL SYSTEM 3F1

77 ENGINE INDICATING 3H1

CHAPTER SECTION TITLE GRID NO.

91 CHARTS AND WIRING DIAGRAMS 4A1

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lIST OF Charts (continued)

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