Service Manual Cherokee Warrior (Part Number 761-539)

PIPER
cherol-1ee 'AfARRI OR
SERVICE MANUAL
PA-28-151
PA-28-161
(S/N’S THRU 2816119)
PIPER AIRCRAFT CORPORATION

PART NUMBER 761-539 JULY 11, 2019
Published by
Piper Aircraft, Inc.

Attn: Technical Publications
2926 Piper Drive
Vero Beach, Florida 32960
U.S.A.
© 1973, 2009, 2019 Piper Aircraft, Inc.
Member
General Aviation
Manufacturers Association
GAMA
ii
PIPER CHEROKEE WARRIOR SERVICE MANUAL
REVISION STATUS
1. Definitions
A. Revision
The data in the revision column is comprised of two elements:
(1) A Type of Revision Code: ORG = Original, CR = Complete Revision, and PR = Partial Revision.
NOTE: Partial Revisions (PR) are listed only until the next Complete Revision (CR) is published.
Then they are removed.
(2) The Revision Date in YYMMDD format.
NOTE: The Revision Date is the date placed on each revised page. It exists to separate one
version of a page from another. Revision Date does not indicate the calendar date when
the revision was actually published and available to the public. However, this is the date
that appears in the Current Revision Checklist in the Customer Service Information
File.
B. Publication Date
Publication Date usage has varied over the years. 1997–2013 it generally was synchronized with the
revision date regardless of when the revision was published. In mid 2013 and later, the Publication
Date is the calendar date when the revision was actually published and available to the public.
NOTE: This date does not appear in the Current Revision Checklist in the Customer Service
Information File.
2. Revisions
Revisions to this Service Manual (P/N 761-539) originally published August 22, 1973 are as follows:
Revision Publication Date Revision Publication Date

ORG730822 August 22, 1973 PR800724 July 24, 1980
PR740806 August 6, 1974 PR801013 October 13, 1980
PR750630 June 30, 1975 PR810623 June 23, 1981
PR760501 May 1, 1976 PR820412 April 12, 1982
PR760507 May 7, 1976 PR821130 November 30, 1982
PR761201 December 1, 1976 PR830609 June 9, 1983
PR770527 May 27, 1977 PR830712 July 12, 1983
PR771212 December 12, 1977 PR840605 June 5, 1984
PR780801 August 1, 1978 PR950228 February 28, 1995
PR790616 June 16, 1979 PR090101 January 1, 2009
PR790823 August 23, 1979 PR190711 November 27, 2019
PR800303 March 3, 1980
3. Availability
This service manual, related inspection reports and manuals, service publications (SB, SL, etc.) and other
Piper publications are available as described in the Owner Publications Catalog in the Customer Service
Information File. Verify latest revision in the “Customer Service Information File” (a free download from
the Piper Aircraft, Inc. website at http://www.piper.com/technical-publications-documents/ ).
7/11/19 REVISION STATUS
iii
THIS PAGE INTENTIONALLY BLANK
REVISION STATUS 7/11/19
iv
INTRODUCTION
LIST OF EFFECTIVE PAGES
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
Intro-List of 1 Jul 11/19

Effective Pages 2 Jul 11/19
Intro-Table of Contents 1 Jul 11/19

2 Jul 11/19
Introduction 1 Jul 11/19

2 Jul 11/19
3 Jul 11/19
4 Jul 11/19
5 Jul 11/19
6 Jul 11/19
7 Jul 11/19
8 Jul 11/19
9 Jul 11/19
10 Jul 11/19
List of Illustrations 1 Jul 11/19

2 Jul 11/19
3 Jul 11/19
4 Jul 11/19
5 Jul 11/19
6 Jul 11/19
List of Charts 1 Jul 11/19

2 Jul 11/19
3 Jul 11/19
4 Jul 11/19
7/11/19 INTRO - LIST OF EFFECTIVE PAGES
v
INTRO - LIST OF EFFECTIVE PAGES 7/11/19
vi
INTRODUCTION
TABLE OF CONTENTS
SUBJECT SECTION PAGE
REVISION STATUS
iii
Definitions iii
Revision iii
Publication Date iii
Revisions iii
Availability iii
INTRODUCTION INTR 1
Instructions for Continued Airworthiness 1
General 1
Effectivity 2
Serial Number Explanation 3
Assignment of Subject Material 3
Pagination 3
1973–2009 3
2019 and up 3
Lists of Effective Pages 3
Aerofiche Grid Numbering 4
Identifying Revised Material 4
Indexing 5
Warnings, Cautions and Notes 5
Accident/Incident Reporting 5
Supplementary Publications 5
Piper Publications 5
Vendor Publications 5
Section Index Guide 9
LIST OF ILLUSTRATIONS LOI 1

LIST OF TABLES LOT 1
7/11/19 INTRO - CONTENTS
vii
INTRO - CONTENTS 7/11/19
viii
INTRODUCTION
1. Instructions for Continued Airworthiness

WARNING: INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA) FOR ALL NON-PIPER
APPROVED STC INSTALLATIONS ARE NOT INCLUDED IN THIS MANUAL.
WHEN A NON-PIPER APPROVED STC INSTALLATION IS INCORPORATED
ON THE AIRPLANE, THOSE PORTIONS OF THE AIRPLANE AFFECTED BY
THE INSTALLATION MUST BE INSPECTED IN ACCORDANCE WITH THE ICA
PUBLISHED BY THE OWNER OF THE STC. SINCE NON-PIPER APPROVED
STC INSTALLATIONS MAY CHANGE SYSTEMS INTERFACE, OPERATING
CHARACTERISTICS AND COMPONENT LOADS OR STRESSES ON ADJACENT
STRUCTURES, THE PIPER PROVIDED ICA MAY NOT BE VALID FOR AIRPLANES
SO MODIFIED.
The PIPER PA-28-151 (Cherokee Warrior) / PA-28-161 (Warrior II–III) Service Manual constitutes the
Instructions for Continued Airworthiness in accordance with Federal Aviation Regulations (FAR) Part 23,
Appendix G. Section I is the Airworthiness Limitations Section and the Inspection Program is in Section
III.
2. General
This publication is prepared in a PIPER proprietary format with respect to arrangement and content.
WARNING: USE ONLY GENUINE PIPER PARTS OR PIPER 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
PIPER PA-28-151 (Cherokee Warrior) / PA-28-161 (Warrior II–III) Parts Catalog, P/N 761-538, and FAR
43 for proper utilization.
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.
In any question concerning the care of your airplane, be sure to include the airplane serial number in any
correspondence.
7/11/19 INTRODUCTION
INTR1
3. Effectivity
This service manual is effective for PA-28-151 Cherokee Warrior airplanes, serial numbers 28-7415001
thru 28-7715314; PA-28-161 Cherokee Warrior II airplanes, serial numbers 28-7716001 thru 28-8616057
and serial numbers 2816001 thru 2816105 (less 2816066); and PA-28-161 Warrior III airplanes, serial
numbers 2816110 thru 2816119.
This encompasses the following model years:
NOTE: The following is provided as a general reference only.
Model Sub-Model Serial Numbers Model Year
PA-28-151 Cherokee Warrior 28-7415001 thru 28-7415713 1974
28-7515001 thru 28-7515459 1975
28-7615001 thru 28-7615445 1976
28-7715001 thru 28-7715314 1977
PA-28-161 Cherokee Warrior II 28-7716001 thru 28-7716323 1977

28-7816001 thru 28-7816695 1978
28-7916001 thru 28-7916617 1979
28-8016001 thru 28-8016382 1980
28-8116001 thru 28-8116342 1981
28-8216001 thru 28-8216236 1982
28-8316001 thru 28-8316112 1983
28-8416001 thru 28-8416131 1984
28-8516001 thru 28-8516099 1985
28-8616001 thru 28-8616057, 1986
2816001, 2816003 thru 2816010
2816002, 2816011 thru 2816036 1987
2816037 thru 2816075 1988
(less 2816066(1))
2816076 thru 2816094 1989
2816095 thru 2816099 1990
2816100 thru 2816103 1992
2816106 thru 2816109 1993
2816104 and 2816105 1994
PA-28-161 Warrior III 2816110 1994

2816111 thru 2816119 1995
(1) 2816066 was the proof of concept airframe for the Cadet and was later renumbered 2841061.
INTRODUCTION 7/11/19
INTR2
4. Serial Number Explanation

Example (1974-1986): 28 - 74 15 163
28 - 77 16 001
TYPE CERTIFICATE DESIGNATION SEQUENCE NUMBER (3 digits)
MODEL YEAR MODEL CODE

15 = PA-28-151
16 = PA-28-161
Example (1986 and Up): 28 16 001
TYPE CERTIFICATE DESIGNATION SEQUENCE NUMBER (3 digits)

(No Model Year Designation) MODEL CODE
16 = PA-28-161
5. Assignment of Subject Material

This publication is prepared in a PIPER proprietary format with respect to arrangement and content. It is
divided into logical subject groupings based on aircraft system or task function. Refer to “Section Index
Guide” on page INTR9.
6. Pagination
This manual is in transition.
A. 1973–2009
Pages are numbered per the legacy Aerofiche grid numbering system or the modified Aerofiche grid
numbering system in “Aerofiche Grid Numbering” on page INTR4.
B. 2019 and up
A modified Aerofiche grid numbering system (explained below) is used to indicate location within
the manual in Sections which are only partially revised. In Sections which are completely revised,
the Aerofiche grid numbers are replaced by Section page numbers (i.e., I-1, I-2, etc.) indicating the
Section and the consecutive page number following the Table of Contents. Section front matter is
numbered I-i, I-ii, etc.
7. Lists of Effective Pages
Lists of Effective Pages are being added as Sections are completely revised 2019 and up.
INTR3
8. Aerofiche Grid Numbering

Piper has ceased production of all Aerofiche (i.e., microfiche) products. As Sections are completely revised,
Aerofiche grid numbers will be replaced by Section page numbers (i.e., I-1, I-2, etc.) as described above. In
the interim, as Sections are partially revised, the legacy 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.
9. Identifying Revised Material
A. 1976 through May 1977:
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. Symbols indicate only current revisions with
changes and additions to or deletions of existing text and illustrations. Changes in capitalization,
spelling, punctuation, the physical location of the material or complete page additions are not
identified by symbols.
B. Dec 1977 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.
C. 2009 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., chapter/section/subject, page number
and date), indicates that the text was unchanged but the material was relocated to a different page.
Example.
NOTE: Change bars are not used in the title pages, List of Effective Pages, Section Index Guide, List
of Illustrations, or List of Tables. Likewise, when a publication is completely revised (i.e.,
reissued), change bars will only appear in the Tables of Contents.
INTR4
10. Indexing
The “Section Index Guide” on page INTR9 assists the user in locating desired information. In addition,
each Section begins with an individual Table of Contents. The Lists of Illustrations and Tables also aid in
locating information.
11. Warnings, Cautions and Notes
These adjuncts to the text are used to highlight or emphasize important points when necessary. WARNINGS
call attention to use of materials, processes, methods, procedures or limits which must be followed precisely
to avoid injury or death to persons. CAUTIONS call attention to methods and procedures which must be
followed to avoid damage to equipment. NOTES call attention to methods which make the job easier.
Warnings and Cautions shall be located directly above and Notes directly beneath the text and be in line
with the paragraphs to which they apply.
12. Accident/Incident Reporting
To improve our Service and Reliability system and aid in 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.
13. Supplementary Publications
The following publications/sources provide servicing, overhaul and parts information for the
PIPER PA-28-151 (Cherokee Warrior) / PA-28-161 (Warrior II–III) airplane and its various components.
Use them to supplement this manual.
A. Piper Publications Piper P/N
(1) Parts Catalog 761-538
(2) Periodic Inspection Report 230-802
(3) Progressive Inspection Manual 761-540
B. Vendor Publications
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN
SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER
AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY.
(1) AIR CONDITIONING COMPRESSOR:
Vendor: T/CCI Manufacturing LLC PH: (217) 422-0055
2120 N. 22nd Street
Decatur, Illinois 62526
http://tccimfg.com
Service Manual: 2-Cylinder Service Manual
(2) ALTERNATOR:
Vendor: Hartzell Engine Technologies PH: (877) 359-5355
2900 Selma Hwy FAX: (334) 386-5410
Montgomery, Alabama 36108
http://hartzell.aero/
Overhaul Manual: OE-A2 Starter and Alternator Overhaul Manual
INTR5
(3) AUTOFLIGHT:
Vendor: Honeywell (or) S-TEC Corporation
One Technology Center One S-TEC Way
23500 W. 105th St., M/D #45 Mineral Wells, Texas 76067
Olathe, Kansas 66061-1950 PH: (940) 325-9406
http://www.bendixking.com/ http://www.s-tec.com
or
Rockwell Collins, Inc.
400 Collins Road N.E.
Cedar Rapids, IA 52498
PH: (888) 265-5467
http://www.rockwellcollins.com
(4) BATTERY:
Vendor: GILL Batteries PH: (800) 456-0070
A Division of Teledyne Industries
http://www.gillbatteries.com
(5) BRAKES AND WHEELS:
Vendor: Parker Hannifin Corp PH: (800) 272-5464
Aircraft Wheel and Brake Division
1160 Center Road
Avon, Ohio 44011
http://www.parker.com/ag/wbd
(6) EMERGENCY LOCATOR TRANSMITTER:
Vendor: Artex Aircraft Supplies PH: (800) 547-8901
14405 Keil Road NE
Aurora, Oregon 97002
http://www.artex.net/
(7) ENGINE:
Vendor: Lycoming Engines PH: (717) 323-6181
652 Oliver Street FAX: (717) 327-7101
Williamsport, PA 17701
http://www.lycoming.com/
Overhaul Manual: Direct Drive Models - P/N 60294-7
Parts Catalog: O, IO, LIO-320 Series Engines - P/N PC-103
O-320 A & E Series Engines - P/N PC-203-1
O-320 B & D Series Engines - P/N PC-203-2
Operators Handbook: O-320 Series - P/N 60297-30
INTR6
(8) 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
(9) LIGHTS: (Navigation, Strobe, And Map Lights)
Vendor: Whelen Engineering Co. Inc. PH: (860) 526-9504
Route 145, Winthrop Rd. FAX: (860) 526-2009
Chester, Conneticut 06412
http://www.whelen.com/
(10) MAGNETOS:
Vendor: Continental Motors PH: (251) 438-3411
P.O. Box 90 (800) 718-3411
Mobile, AL 36601 FAX: (251) 432-7352
http://www.continentalmotors.aero/
Service Support Manual: S-20 / S-200 Series High Tension Magnetos, P/N x42002
or, if installed:
Vendor: Slick Aircraft Products PH: (864) 843-1162
Champion Aerospace, LLC FAX: (864) 843-5469
1230 Old Norris Rd
Liberty, SC 29657
https://www.championaerospace.com/
Installation, Operation
and Maintenance
Instructions: F1100 Master Service Manual
(11) PROPELLER:
Vendor: Sensenich Corporation PH: (717) 569-0435
14 Citation Lane FAX: (717) 560-3725
Lititz, PA 17543
http://www.sensenich.com/
Repair Manual: Metal Propeller Repair Manual - SPRM 590
or,
Vendor: McCauley Propeller Systems
P.O. Box 7704
Wichita, KS 67277-7704
Service Manual: McCAULEY Fixed Pitch - P/N 730720
INTR7
(12) STARTER:
Vendor: Sky-Tec PH: (800) 476-7896
350 Howard Clemmons Rd. FAX: (817) 573-2252
Granbury, Texas 76048
http://www.skytecair.com
or
Kelly Aerospace (formerly Electro Systems, Inc.)
See listing under “Alternator:” on page INTR5.
(13) VACUUM PUMP:
Vendor: Aero Accessories, Inc. PH: (800) 822-3200
1240 Springwood Avenue
Gibsonville, NC 27249
http://www.aeroaccessories.com/index.html
(14) VACUUM REGULATOR:
Vendor: Parker Hannifin Corp. PH: (800) 382-8422
Airborne Division
711 Taylor Street
Elyria, Ohio 44035
http://www.parker.com/ag/nad
(15) VOLTAGE REGULATOR:
Vendor: Electro Systems, Inc.
See listing under “Alternator:” on page INTR5.
INTR8
14. Section Index Guide

PAGE /
SECTION TITLE GRID NO.
INTRODUCTION INTR1
I AIRWORTHINESS LIMITATIONS I-i
II HANDLING AND SERVICING 1A16
III INSPECTION III-i
IV STRUCTURES 1E3
V SURFACE CONTROLS 1G9
VI Not used
VII LANDING GEAR AND BRAKES 1I10
VIII POWERPLANT 1J19
IX FUEL SYSTEM 2A10
X INSTRUMENTS 2B11
XI ELECTRICAL SYSTEM 2D4
XII ELECTRONICS 2J11
XIII HEATING AND VENTILATION SYSTEM 2K5
XIV ACCESSORIES AND UTILITIES 3A8
INTR9
INTR10
LIST OF ILLUSTRATIONS
Figure Page /
No. Grid No.
2-1. Three View............................................................................................ 1A20
2-2. Station Reference Lines......................................................................... 1A21
2-3. Access Plates and Panels....................................................................... 1B1
2-3a. Torque Wrench Formula........................................................................ 1B2
2-3b. Hose, Tube, and Line Markings............................................................ 1B13
2-4. Jacking Arrangement............................................................................. 1B14
2-5. Weighing Arrangement......................................................................... 1B15
2-6. Leveling Longitudinally........................................................................ 1B16
2-7. Leveling Laterally.................................................................................. 1B16
2-8. Servicing Points..................................................................................... 1B22
2-8a. Tire Balancer......................................................................................... 1C2
2-9. Induction Air Filter................................................................................ 1C5
2-10. Fuel Strainer........................................................................................... 1C7
2-11. Lubrication Chart (Landing Gear, Main)............................................... 1C16
2-12. Lubrication Chart (Landing Gear, Nose)............................................... 1C17
2-13. Lubrication Chart (Control System, Aileron)........................................ 1C18
2-14. Lubrication Chart (Control System, Flap)............................................. 1C19
2-15. Lubrication Chart (Control System, Rudder)........................................ 1C20
2-16. Lubrication Chart (Control System, Rudder Trim)............................... 1C21
2-17. Lubrication Chart (Cabin Door, Baggage Door and Seats)................... 1C22
2-18. Lubrication Chart (Power Plant and Control Pivot Points)................... 1C23
2-19. Lubrication Chart (Optional Air Conditioning Condenser and Compressor)
PA-28-161, S/N’s 7716002 thru 28-8616057
and 2816001 thru 2816109.............................................................. 1C24
2-20. Cherrylock Rivet Removal.................................................................... 1D16
3-1. Stabilator Attach Fitting Corrosion Inspection...................................... III-40
3-2. Flap Control Cable Attachment Bolt Inspection (Typical).................... III-41
3-3. Wing Attach Fittings.............................................................................. III-43
3-4. Drain Hole Installation.......................................................................... III-44
3-5. Fuel Tank and Wing Spar Corrosion Inspection................................... III-47
3-6. Main Gear Strut Cylinder...................................................................... III-49
3-7. Main Landing Gear Torque Link Greaser Bolt Inspection.................... III-51
3-8. Typical Muffler Fatigue Areas.............................................................. III-53
3-9. Exhaust System Inspection Points......................................................... III-53
4-1. Aileron and Flap Installation................................................................. 1E9
4-2. Wing Installation................................................................................... 1E14
4-3. Not used.
4-4. Methods of Securing Control Cables..................................................... 1E19
4-5. Empennage Group Installation.............................................................. 1E20
4-6. Windshield Installation (Typical).......................................................... 1E25
4-7. Side Window Installation (Typical)....................................................... 1E26
4-8. Door Seal Snubber Installation.............................................................. 1F4
4-9. Fabricated Tool for Baggage Door Lock............................................... 1F5
4-10a. Seat Back Lock...................................................................................... 1F6
7/11/19 LIST OF ILLUSTRATIONS
LOI1
LIST OF ILLUSTRATIONS (cont.)
Figure Page /
No. Grid No.
4-10b. Lumbar Seat Bladder Installation.......................................................... 1F8
4-10c. Millivolt Drop Test ............................................................................... 1F11
4-11. Skin Materials and Thickness................................................................ 1F13
4-11a. Skin Bead Repair .................................................................................. 1F14
4-11b. Metal Wire Stitching Repair ................................................................. 1F16
4-12. Typical Access Plates............................................................................ 1F18
4-13. Baggage Compartment Inspection Holes Cutout Details...................... 1F19
4-14. Surface Scratches, Abrasions or Ground-in-Dirt................................... 1F24
4-15. Deep Scratches, Shallow Nicks and Small Holes.................................. 1F24
4-16. Mixing of Epoxy Patching Compound.................................................. 1F26
4-17. Welding Repair Method........................................................................ 1F26
4-18. Repairing of Cracks............................................................................... 1F27
4-19. Various Repairs..................................................................................... 1F28
4-20. Repair of Stress Lines............................................................................ 1F29
4-21. Repair of Impacted Damage.................................................................. 1F29
4-22. Control Surface Balance Tool............................................................... 1G2
4-23. Aileron Balance..................................................................................... 1G4
4-24. Factory Installed Aileron Balance Weight
(1974 and 1975 Models Only)........................................................ 1G5
4-25. Rudder Balance...................................................................................... 1G5
4-26. Rudder Balance Weight......................................................................... 1G6
4-27. Stabilator Balance.................................................................................. 1G6
5-1. Correct Method of Installing Rod End Bearings................................... 1G13
5-2. Control Cable Inspection....................................................................... 1G14
5-3. External Cable Patterns.......................................................................... 1G15
5-4. Internal Cable Patterns........................................................................... 1G16
5-5. Pulley Wear Patterns.............................................................................. 1G16
5-6. Control Column Assembly.................................................................... 1G21
5-7. Universal, or Flex, Joint Installation...................................................... 1G22
5-8. Aileron Controls.................................................................................... 1G24
5-9. Bellcrank Rigging Tool (1974 and 1975 Models Only)........................ 1H3
5-10. Bellcrank Rigging Tool (1976 and Subsequent Models Only)............. 1H3
5-11. Stabilator Controls................................................................................. 1H6
5-12. Stabilator Rigging Tool......................................................................... 1H8
5-13. Stabilator Trim Controls........................................................................ 1H10
5-14. Methods of Securing Trim Cables......................................................... 1H12
5-15. Rudder and Steering Pedal Assembly.................................................... 1H15
5-16. Rudder Controls..................................................................................... 1H18
5-17. Rudder Rigging Tool............................................................................. 1H20
5-18. Clamping Rudder Pedals....................................................................... 1H20
5-19. Rudder and Stabilator Travel Adjustments............................................ 1H21
5-20. Rudder Trim Control............................................................................. 1H23
5-21. Flap Control System.............................................................................. 1H26
5-22. Flap Stop Adjustment............................................................................ 1H30
LIST OF ILLUSTRATIONS 7/11/19
LOI2
Figure Page /
No. Grid No.
5-23. Flap Rigging Tool.................................................................................. 1H30
5-24. Fabricated Rudder Rigging Tool........................................................... 1I6
5-25. Fabricated Stabilator Rigging Tool....................................................... 1I6
5-26. Fabricated Flap Rigging Tool................................................................ 1I7
7-1. Nose Gear Oleo Strut Assembly............................................................ 1I13
7-2. Nose Gear Installation........................................................................... 1I16
7-3. Clamping Rudder Pedals in Neutral Position........................................ 1I18
7-4. Rudder Pedals at Neutral Angle............................................................ 1I18
7-5. Main Gear Oleo Strut Assembly............................................................ 1I20
7-5a. Main Gear Oleo Strut Assembly (cont.)................................................ 1I21
7-6. Main Gear Installation........................................................................... 1I23
7-7. Nose Wheel Assembly........................................................................... 1J1
7-8. Main Wheel Assembly.......................................................................... 1J3
7-9. Wheel Brake Assembly......................................................................... 1J4
7-10. Removal of Anchor Bolt........................................................................ 1J5
7-11. Installation of Anchor Bolt.................................................................... 1J6
7-12. Brake System Installation...................................................................... 1J7
7-13. Brake Master Cylinder (Hand/Parking Brake)...................................... 1J8
7-14. Brake Cylinder (Toe Brake) (10-27, 10-30, 17000).............................. 1J11
7-15. Retainer Ring Installation Tool............................................................. 1J16
8-1. Typical Nicks and Removal Method..................................................... 1J23
8-2. Propeller and Cowling Installation........................................................ 1J24
8-3. Engine Installation................................................................................. 1K3
8-4. Engine Shock Mount Installation.......................................................... 1K5
8-5. Adjustment of Engine Controls............................................................. 1K6
8-6. Carburetor.............................................................................................. 1K7
8-7. Exploded View of Magneto (4200/4300 Series)................................... 1K12
8-8. T-100 Assembly and Timing Tool Kit.................................................. 1K13
8-9. Removing Coil Wedges......................................................................... 1K14
8-10. Index Plate and Timing Plug................................................................. 1K15
8-11. Installation of Bearings and Bearing Plate............................................ 1K16
8-12. Position of Magneto on T-100 Tool and Oil Seal Installation............... 1K16
8-13. Timing Magneto Internally and Assembly............................................ 1K17
8-14. Magneto Inspection (Bendix)................................................................ 1K21
8-15. Contact Spring Inspection...................................................................... 1K21
8-16. Impulse Coupling Inspection................................................................. 1K21
8-17. Magneto Timing Marks......................................................................... 1K23
8-18. Timing Pointer....................................................................................... 1K23
8-19. Timing Kit Installed............................................................................... 1K23
8-20. Breaker Compartment with Cast Timing Marks................................... 1K23
8-21. Stripping Tool........................................................................................ 1L3
8-22. Inserting Stripping Tool......................................................................... 1L3
8-23. Cutting Insulation.................................................................................. 1L3
8-24. Removing Silicone Rubber from Wire.................................................. 1L3
LOI3
Figure Page /
No. Grid No.
8-25. Installation of Plug End Nut.................................................................. 1L4
8-26. Flaring Out of Shielding........................................................................ 1L4
8-27. Installation of Ferrule............................................................................ 1L5
8-28. Driving Tool.......................................................................................... 1L5
8-29. Installation in Housing........................................................................... 1L5
8-30. Securing Wire in Housing..................................................................... 1L5
8-31. Installation of Electrical Screw.............................................................. 1L6
8-32. Installation of Insulation Sleeve............................................................ 1L6
8-33. Installation of Spring............................................................................. 1L6
8-34. Removing Spark Plug Frozen to Bushing............................................. 1L6
8-35. Warrior II Ice Detection System............................................................ 1L10
8-36. Warrior III Ice Detection System.......................................................... 1L12
8-37. Static Rpm (SEA LEVEL ± 500’ PRESSURE ALTITUDE ONLY)... 1L16
8-38. Change in Static Rpm Vs. Engine Oil Temperature.............................. 1L17
8-39. Psychrometric Chart.............................................................................. 1L18
9-1. PA-28-151 and PA-28-161, Warrior II Fuel System Diagram.............. 2A14
9-2. PA-28-161, Warrior III Fuel System Diagram...................................... 2A15
9-3. Tolerances, Union Nut and Tubing Nut................................................ 2A17
9-4. Resistance Decade Test Box Set Up...................................................... 2A21
9-5. Warrior III Fuel Quantity Needle Deviation......................................... 2A21
9-6. Fuel Quantity Transmitter Checking Jig................................................ 2A23
9-7. Fabricated Fuel Quantity Transmitter Checking Jig.............................. 2A24
9-8. Locking Fuel Cap.................................................................................. 2B1
9-9. Fuel Filter Bowl and Screen.................................................................. 2B2
9-10. Plunger Fuel Pump................................................................................ 2B4
9-11. Engine Primer........................................................................................ 2B6
10-1. PA-28-151, Warrior and PA-28-161, Warrior II Vacuum Pump.......... 2B16
10-2. PA-28-161, Warrior III Vacuum Pump................................................. 2B16
10-3. Warrior I and II Instrument Panel (Typical).......................................... 2B17
10-4. Warrior III VFR Instrument Panel (Typical)......................................... 2B18
10-4a. Vacuum Pump Vane Wear Inspection - Aero Accessories only........... 2B23
10-5. Warrior II and III Auxiliary Vacuum System Installation..................... 2C1
10-6. Warrior II and III Auxiliary Vacuum Electrical Schematic.................. 2C2
10-7. Pitot and Static Air Systems.................................................................. 2C6
10-8. Warrior III Instrument Cluster -
Oil Temperature, Fuel Pressure, and Oil Pressure Gauge............... 2C18
10-9. Warrior III Fuel Quantity Gauge........................................................... 2C20
10-10. Exhaust Gas Temperature Probe Installation........................................ 2C24
11-1. Exploded View of Prestolite and Electrosystems Alternators............... 2E4
11-2. Lamp Bank Load................................................................................... 2E5
11-3. Removal of Rectifier.............................................................................. 2E6
11-4. Removal of Slip Ring End Bearing....................................................... 2E6
11-5. Removal of Drive End Head.................................................................. 2E7
11-6. Removal of End Head Bearing.............................................................. 2E7
LOI4
Figure Page /
No. Grid No.
11-7. Testing Rotor for Grounds..................................................................... 2E7
11-8. Testing Rotor for Shorts........................................................................ 2E7
11-9. Installation of Bearing........................................................................... 2E9
11-10. Installation of Rectifier.......................................................................... 2E9
11-11. Terminal Assembly................................................................................ 2E10
11-12. Slip Ring End Bearing Assembly.......................................................... 2E10
11-13. Testing Alternator.................................................................................. 2E10
11-14. Brush Installation................................................................................... 2E11
11-15. Internal Wiring Diagram........................................................................ 2E11
11-16. Exploded View of Chrysler Alternator.................................................. 2E14
11-17. Checking Chrysler Alternator Field Current Draw............................... 2E16
11-18. Testing Chrysler Alternator Field Circuit.............................................. 2E17
11-19. Chrysler Alternator Rectifier End Shield and Stator Assembly............ 2E18
11-20. Testing Positive Rectifiers With C-3829 Tester.................................... 2E19
11-21. Testing Negative Rectifiers With C-3829 Tester.................................. 2E19
11-22. Testing Positive Rectifiers With Test Lamp.......................................... 2E20
11-23. Testing Negative Rectifiers With Test Lamp........................................ 2E20
11-24. Rectifier and Heat Sink Assembly Removal......................................... 2E21
11-25. Rectifier End Shield Assembly.............................................................. 2E21
11-26. Testing Stator......................................................................................... 2E22
11-27. Removal of Pulley................................................................................. 2E22
11-28. Removal of Bearing............................................................................... 2E22
11-29. Removal of Rectifier End Shield Bearing............................................. 2E22
11-30. Testing Rotor for Ground...................................................................... 2E23
11-31. Testing Rotor for Opens or Shorts......................................................... 2E23
11-32. Installation of Grease Retainer.............................................................. 2E24
11-33. Installation of Rectifier End Shield Bearing.......................................... 2E24
11-34. Installation of Drive End Shield Bearing............................................... 2F1
11-35. Installation of Pulley.............................................................................. 2F1
11-36. Installation of Insulators Assembly....................................................... 2F1
11-37. Installation of Positive Rectifier............................................................ 2F1
11-38. Installation of Capacitor........................................................................ 2F3
11-39. Installation of Battery Output Insulator................................................ 2F3
11-40. Installation of Negative Rectifier Assembly.......................................... 2F3
11-41. Installation of Stator.............................................................................. 2F3
11-42. Battery Installation - 12 Volt (Warrior/Warrior II)............................... 2F7
11-43. Battery Installation - 24 Volt (Warrior III S/N’s 2816110 and up)....... 2F10
11-44. Lamar 14 Vdc Regulator Check............................................................ 2F17
11-45. Lamar 28 Vdc Regulator Check............................................................ 2F18
11-46. Application of Wico Overvoltage Control............................................ 2F20
11-47. Lamar 14 Vdc System Overvoltage Check........................................... 2F21
11-48. Lamar 28 Vdc System Overvoltage Check........................................... 2F21
11-49. Exploded View of Gear Reduction Starter Motor................................. 2F23
11-50. Turning Starting Motor Commutator..................................................... 2G1
LOI5
Figure Page /
No. Grid No.
11-51. Testing Motor Armature for Shorts....................................................... 2G1
11-52. Testing Motor Fields for Grounds......................................................... 2G3
11-53. No Load Test Hookup........................................................................... 2G3
11-54. Stall Torque Hookup.............................................................................. 2G3
11-55. Strobe Light Connections (Warrior/Warrior II).................................... 2G9
11-56. Strobe Light Connections (Warrior II).................................................. 2G10
11-57. Strobe Light Connections (Warrior III)................................................. 2G11
11-58. Annunciator Panel (Warrior/Warrior II)................................................ 2G15
11-59. Annunciator Panel (Warrior III)............................................................ 2G16
11-60. Ignition Switch Wire Positions.............................................................. 2G21
11-60a. Circuit Breaker Panel (Warrior/Warrior II - Typical)........................... 2G22
See Section XI. Electrical Charts and Wiring Diagram Index for
11-61 thru 11-128............................................................................ 2H3
12-1. Two Year, Magnesium Battery Connections......................................... 2J15
12-2. Garrett ELT Schematic.......................................................................... 2J15
12-3. Communications Components ELT Schematic..................................... 2J17
12-4. Narco ELT 10 Wiring Schematic (Prior to S/N 2816053).................... 2J19
12-5. Narco ELT 10 Wiring Schematic (S/N’s 2816053 thru 2816093)........ 2J19
12-6. ELT Portable Folding Antenna (Narco)................................................ 2J20
12-7. ELT Using Fixed Aircraft Antenna (Narco).......................................... 2J20
12-8. Narco ELT 910 Wiring Schematic ....................................................... 2J22
12-9. ELT 910 Battery Pack........................................................................... 2J23
12-10. Artex 110 ELT....................................................................................... 2J24
12-11. Artex ELT 110 Wiring Schematic......................................................... 2K1
13-1. Cabin Heater, Defroster and Fresh Air System..................................... 2K7
14-1. Air Conditioning System Installation.................................................... 3A17
14-2. Service Valves....................................................................................... 3A22
14-3. Test Manifold and Charging Cart.......................................................... 3A23
14-4. Manifold Set Operation......................................................................... 3A23
14-5. Manifold to Recharging/Test Stand Hookup......................................... 3A24
14-6. Robinair 34700 Control Panel and Hose Connections.......................... 3B1
14-7. Robinair 34700 Hose Hookup............................................................... 3B2
14-8. Compressor and Fabricated Oil Dipstick............................................... 3B11
14-9. Compressor and Alternator Belt Installation......................................... 3B13
14-10. Magnetic Clutch..................................................................................... 3B16
14-11. Condenser Air Scoop Installation.......................................................... 3B18
14-12. Expansion Valve.................................................................................... 3B19
14-13. Components Installation........................................................................ 3B21
14-14. Typical Air Conditioning Wiring Schematic......................................... 3B23
LOI6
LIST OF TABLES
Table Page /
No. Grid No.
II-I. Leading Particulars and Principal Dimensions...................................... 1A22
II-II. Flare Fitting Torque Values................................................................... 1B4
II-III. Recommended Nut Torques.................................................................. 1B6
II-IV. Conversion Tables................................................................................. 1B8
II-V. Decimal/Millimeter Equivalents of Drill Sizes..................................... 1B11
II-VI. Maximum Distance Between Supports For Fluid Tubing..................... 1B12
II-VII. Hose Clamp Tightening. (Initial Installation)....................................... 1B12
II-VIII. Lubricant Specification Cross-Reference.............................................. 1C12
II-IX. Thread Lubricants.................................................................................. 1C14
II-X. Special Instructions................................................................................ 1C15
II-XI. List of Consumable Materials................................................................ 1C25
II-XII. Vendor Contact Information.................................................................. 1D6
II-XIII. Types of Metal Corrosion...................................................................... 1D11
III-I. Inspection Report................................................................................... III-11
III-II. Service Publications List....................................................................... III-65
IV-I. List of Materials - Thermoplastic Repair............................................... 1F23
IV-II. Balance Specifications........................................................................... 1G1
IV-III. Electrical Bonding Resistance Index..................................................... 1F11
V-I. Cable Tension vs. Ambient Temperature.............................................. 1G12
V-II. Flight Control Surfaces Rigging Limits................................................ 1G19
V-III. Troubleshooting Chart (Surface Controls)............................................ 1I1
VII-I. Landing Gear Troubleshooting.............................................................. 1J14
VIII-I. Propeller Torque Limits......................................................................... 1J24
VIII-II. Propeller Applicability........................................................................... 1L14
VIII-III. Static Rpm PA-28-161 With 74DM6-0-60 Propeller............................ 1L19
VIII-IV. Static Rpm PA-28-161 With 74DM6-0-58 Propeller............................ 1L19
VIII-V. Engine Troubleshooting......................................................................... 1L20
IX-I. Transmitter/Fuel Gauge Tolerances...................................................... 2A18
IX-II. Fuel Quantity Gauge Resistance/Tolerance Values.............................. 2A19
IX-III. 14 Vdc Fuel Quantity Gauge Tolerance Values.................................... 2A19
IX-IV. 28 Vdc Fuel Quantity Gauge Resistance/Tolerance Value................... 2A20
IX-V. 28 Vdc Fuel Quantity Gauge Tolerance Values.................................... 2A22
IX-VI. Fuel Quantity Transmitter Calibration Tolerance.................................. 2A22
IX-VII. Fuel System Troubleshooting................................................................ 2B8
X-I. Troubleshooting Vacuum System.......................................................... 2B19
X-II. Troubleshooting (Directional Gyro) Indicator....................................... 2C3
X-III. Troubleshooting Attitude Deviation Indicator....................................... 2C5
X-IV. Troubleshooting Vertical Speed Indicator............................................. 2C7
X-V. Troubleshooting Altimeter..................................................................... 2C8
X-VI. Troubleshooting Pitot/Static Tubes and Airspeed Indicator.................. 2C10
X-VII. Troubleshooting Magnetic Compass..................................................... 2C11
X-VIII. Troubleshooting Tachometer................................................................. 2C12
X-IX. Troubleshooting PA-28-151, Warrior and PA-28-161, Warrior II
Engine Oil Pressure Gauge............................................................. 2C15
7/11/19 LIST OF TABLES
LOT1
LIST OF TABLES (cont.)
Table Page /
No. Grid No.
X-X. Troubleshooting PA-28-151, Warrior and PA-28-161, Warrior II
Engine Oil Temperature Gauge...................................................... 2C15
X-XI. Troubleshooting PA-28-161, Warrior III Engine Oil Pressure Gauge.. 2C16
X-XII. Troubleshooting PA-28-161, Warrior III Engine Oil Temperature Gauge 2C16
X-XIII. Troubleshooting Fuel Pressure Gauge................................................... 2C17
X-XIV. Warrior III Instrument Calibration Chart.............................................. 2C18
X-XV. Turn and Bank Indicator........................................................................ 2C19
X-XVI. Troubleshooting Fuel Quantity Indicator.............................................. 2C20
X-XVII. Troubleshooting Cylinder Head Temperature Gauge............................ 2C23
X-XVIII. Troubleshooting Exhaust Gas Temperature Gauge............................... 2D1
XI-I. Troubleshooting Electrical System........................................................ 2D10
XI-II. Prestolite and Electrosystems Alternator Specifications ...................... 2E12
XI-III. Chrysler Alternator Specifications ....................................................... 2F4
XI-IV. Alternator Belt Tension......................................................................... 2F4
XI-V. Hydrometer Reading and Battery Charge Percent Warrior/Warrior II
12 Volt Battery................................................................................ 2F6
XI-VI. Hydrometer Reading and Battery Charge Percent Warrior III
24 Volt Battery................................................................................ 2F13
XI-VII. Electrolyte Temperature Corrections..................................................... 2F13
XI-VIII. Specific Gravity Temperature Correction............................................. 2F13
XI-IX. Discharge Rate....................................................................................... 2F14
XI-X. Electrolyte Freezing Point..................................................................... 2F14
XI-XI. Starting Motor Specifications................................................................ 2G4
XI-XII. Annunciator Lights Description and Function (Warrior III)................. 2G14
XI-XIII. Lamp Replacement Guide..................................................................... 2G23
XI-XIV. Warrior/Warrior II Electrical System Component Loads...................... 2G24
XI-XV. Warrior III Electrical System Component Loads.................................. 2H1
XI-XVI. Electrical Wire Coding.......................................................................... 2H9
XI-XVII. Electrical Symbols (Old Style).............................................................. 2H10
XI-XVIII. Electrical Symbols (New Style)............................................................. 2H11
XIV-I. Troubleshooting Air Conditioner.......................................................... 3A11
XIV-II. Troubleshooting Air Conditioning System............................................ 3A13
XIV-III. Refrigerant Temperature Pressure......................................................... 3A19
XIV-IV. Aluminum Tubing Torque..................................................................... 3A21
XIV-V. System Vacuum..................................................................................... 3A24
XIV-VI. Compressor Oil Charge......................................................................... 3B11
XIV-VII. Compressor Misalignment and Idler Pulley Nominal Location............ 3B12
XIV-VIII. Blower System Wire Color Codes......................................................... 3C1
LIST OF TABLES 7/11/19
LOT2
7/11/19 LIST OF TABLES
LOT3
— END OF SECTION —
LIST OF TABLES 7/11/19
LOT4
SECTION
I
AIRWORTHINESS
LIMITATIONS
I-i
I-ii
I-ii
SECTION I - Airworthiness Limitations
CHAPTER CHAPTER
I - List of 1 Jul 11/19

Effective Pages 2 Jul 11/19
I - Table of Contents 1 Jul 11/19

2 Jul 11/19
I - Airworthiness 1 Jul 11/19

Limitations 2 Jul 11/19
7/11/19 I - AIRWORTHINESS
I - LIST OF EFFECTIVE
LIMITATIONS
PAGES
I-iii
I - LIST
AIRWORTHINESS
OF EFFECTIVE
LIMITATIONS
PAGES 7/11/19
I-iv
SECTION I - AIRWORTHINESS LIMITATIONS
TABLE OF CONTENTS
SUBJECT SECTION PAGE NO.
AIRWORTHINESS LIMITATIONS I I-1

Approved Mandatory Replacement Times for Type Certification I-1
Approved Mandatory Structural Inspection Intervals I-1
Inspection Procedures for those Approved Mandatory Structural Inspection Items I-1
7/11/19 I - CONTENTS
I-v
I - CONTENTS 7/11/19
I-vi
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 2A13, Rev. 59.)
No limitations related to fatigue life of the airplane and its components have been established for the
PIPER PA-28-151 (Cherokee Warrior) / PA-28-161 (Warrior II–III) airplanes.
2. Approved Mandatory Structural Inspection Intervals
None.
3. Inspection Procedures for those Approved Mandatory Structural Inspection Items
None.
7/11/19 I - Airworthiness Limitations
I-1
– END OF SECTION –
I - Airworthiness Limitations 7/11/19
I-2
SECTION
II
HANDLING
AND SERVICING
1A15
1A16
SECTION II - HANDLING AND SERVICING
TABLE OF CONTENTS
Paragraph Grid No.
2-1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A19

2-2. Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A19
2-3. Station Reference Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A19
2-4. Weight and Balance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A19
2-5. Serial Number Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A19
2-6. Access and Inspection Provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A19
2-7. Tools and Test Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A19
2-8. Threaded Fastener Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B2
2-8a. Torque Wrenches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B3
2-8b. Torque Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B3
2-8c. Metric Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B7
2-9. Walkway, Handhold and Step . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B14
2-10. Ground Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B14
2-11. Introduction to Ground Handling . . . . . . . . . . . . . . . . . . . . . . . . . 1B14
2-12. Jacking. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B14
2-13. Weighing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B15
2-14. Leveling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B15
2-15. Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B16
2-16. Locking Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B16
2-17. Parking. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B16
2-18. Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B17
2-19. Taxiing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B17
2-20. 14 Vdc External Power Receptacle (Optional) . . . . . . . . . . . . . . . . . . 1B17
2-20a. 28 Vdc External Power Receptacle . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B17
2-21. Operation of 14 Vdc External Power Receptacle. . . . . . . . . . . . . . 1B17
2-21a. Operation of 28 Vdc External Power Receptacle. . . . . . . . . . . . . . 1B19
2-22. Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B19
2-23. Cleaning Engine Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B19
2-24. Cleaning Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B20
2-25. Cleaning Exterior Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B20
2-26. Cleaning Windshield and Windows . . . . . . . . . . . . . . . . . . . . . . . . 1B20
2-27. Cleaning Headliner, Side Panels and Seats . . . . . . . . . . . . . . . . . . 1B21
2-28. Cleaning Carpets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B21
2-29. Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B21
2-30. Introduction to Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B21
2-31. Landing Gear System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B21
2-32. Servicing Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B21
2-33. Oleo Struts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B21
2-34. Servicing Oleo Struts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B21
2-35. Filling Nose Gear Oleo Strut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B23
01/01/09 II - TABLE OF CONTENTS

1A16A
TABLE OF CONTENTS (cont.)
Paragraph Grid No.
2-36. Filling Main Gear Oleo Strut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B24

2-37. Inflating Oleo Struts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C1
2-38. Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C1
2-39. Servicing Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C1
2-40. Filling Brake Cylinder Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . 1C1
2-41. Draining Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C1
2-42. Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C2
2-43. Servicing Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C2
2-43a. Tire Balancer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C2
2-44. Power Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C4
2-45. Servicing Power Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C4
2-46. Induction Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C4
2-47. Removal of Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C4
2-48. Service Instructions (Inspection and Replacement) . . . . . . . . . . . 1C4
2-49. Installation of Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C4
2-50. Propeller. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C4
2-51. Servicing Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C4
2-52. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C4
2-53. Servicing Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C4
2-54. Filling Fuel Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C6
2-55. Anti-lcing Fuel Additive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C6
2-56. Fuel Drain Valve and Strainer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C6
2-57. Draining Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C6
2-58. Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C7
2-59. Servicing Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C7
2-60. Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C8
2-61. Oil System (Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C8
2-62. Servicing Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C8
2-63. Filling Oil Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C8
2-64. Draining Oil Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C8
2-65. Oil Screens (Suction) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C8
2-66. Oil Screens (Pressure) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C8
2-67. Oil Filter (Full Flow) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C9
2-68. Recommendations for Changing Oil . . . . . . . . . . . . . . . . . . . . . . . 1C9
2-69. Lubrication Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C10
2-69a. Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C10
2-70. Application of Grease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C10
2-71. Application of Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C10
2-71a. Lubrication of Threads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C11
2-72. Winterization Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C11
2-73. Lubrication Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C11
II - TABLE OF CONTENTS 01/01/09

1A16B
Paragraph Grid No.
2-74. Corrosion Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D9

2-75. Form of Corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D9
2-76. Conditions Affecting Corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D9
2-77. Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D10
2-78. Corrosion Removal and Control . . . . . . . . . . . . . . . . . . . . . . . . . . 1D10
2-79. Areas Prone to Corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D12
2-80. Repainting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D13
2-81. Product Listing For Urethane Enamel Aircraft Finish . . . . . . . . . . 1D13
2-82. Not used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D14
2-83. Preparation and Application of DuPont Imron Urethane Enamel . 1D14
2-84. Product Listing For Randolph Paint Finish . . . . . . . . . . . . . . . . . . 1D14
2-85. Not used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D14
2-86. Finish Painting With Randolph Paint (B5420/D7784) . . . . . . . . . 1D15
2-87. Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D15
2-88. Removal of Cherrylock Rivets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D16
01/01/09 II - TABLE OF CONTENTS

1A17
II - TABLE OF CONTENTS 01/01/09

1A18
SECTION II
HANDLING AND SERVICING
2-1. INTRODUCTION: This section contains routine handling and servicing procedures that are most
frequently encountered. Frequent reference to this section will aid the individual by providing information
such as the location of various components, ground handling procedures, routine service procedures and
lubrication. When any system or component requires service other than the routine procedures as outlined in
this section, refer to the appropriate section for that component.
2-2. DIMENSIONS: The principal airplane dimensions are shown in Figure 2-1 and are listed in Table 11-1.
2-3. 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 (Sta.), wing station or buttock
line (LB), and waterline (WL) designations is frequently employed in this manual. (Refer to Figure 2-2.)
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. Station O of the fuselage is 44. 5 inches ahead of the lower edge of the fire wall; station O (BL) of the
wing and stabilator is the centerline of the airplane; and station O (WL) of the fuselage vertical stabilizer and
rudder is 20.5 inches below the cabin floor as measured at the rear wing spar with the airplane level. The
reference datum line is located 78.4 inches ahead of the wing leading edge at the intersection of the straight
and tapered section.
2-4. 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.
2-5. SERIAL NUMBER PLATE: The serial number plate is located on the left side of the fuselage near the
leading edge of the stabilator. The serial number should always be used when referring to the airplane on ser-
vice or warranty matters.
2-6. ACCESS AND INSPECTION PROVISIONS: The access and inspection provisions for the airplane
are shown in Figure 2-3. 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. To enter the aft sec-
tion of the fuselage, open the baggage compartment door and remove the upholstery panel.
CAUTION
Before entering the aft section of the fuselage, be sure the
airplane is supported at the tail skid.
2-7. TOOLS AND TEST EQUIPMENT: Because of the simplicity and easy accessibility of components,
few special tools outside normal shop tools will be required. Tools that are required may be fabricated from
dimensions given in the section that pertains to a particular component.
Issued: August 22, 1973 HANDLING AND SERVICING

1A19
5'13"
Figure 2-1. Tirree View

1A20
~
~
@
@
I• ~
~
~ -
I J.
ws
208.05
@@ THEORETICAL TIP
STA
7.00
JjijiJJj~;t~:_F~;:__~J=~*l;s~~-@ WL
45.00
STA STA STA STA

156.00 191.00 228.30 68.63
Figure 2-2. Station Reference Lines

1A21
TABLE II-I. LEADING PARTICULARS AND PRINCIPAL DIMENSIONS
MODEL PA-28-151, WARRIOR

PA-28-161, WARRIOR II
PA-28-161, WARRIOR III
ENGINE
Manufacturer Lycoming
Model O-320-E3D2/O-320-D2A3
O-320-D3G3 & 4
FAA Type Certificate 274
Rated Horsepower 1502/1603 & 4
Rated Speed:
Full Throttle 2700 RPM
Oil, SAE Number See Lubrication Chart
Oil Sump Capacity 8 U.S. qts
Fuel, Aviation Grade, Specified Minimum Octane 80/871, 100/1303 & 4
Carburetor, Marvel-Schebler MA-4SPA
Magnetos, Slick
Left 4051, 4251
Right 4050, 4250
Magnetos, Bendix
Left S4LN-21
Right S4LN-204
Spark Plugs (Shielded) and Spark Plug Gap Setting Refer to the latest issue of
Lycoming Service Instruction No. 1042.
Firing Order 1-3-2-4
Tachometer Drive, Ratio to Crankshaft 0.5:1
Starter:
Prestolite, 12 Volt MZ42042 MZ42183
Prestolite, 28 Volt MHB40164
Sky Tec 149-24PM4
Alternator:
Prestolite (60 Amp) ALY-642146/ALY-642246
Chrysler (60 Amp) 3656624/411181033
Electro Systems, Inc. (60 Amp) LYC-32C19553A4
Alternator Voltage Regulator, Wico X26300B7
Alternator Voltage Regulator, Lamar B-00331-2
Alternator Overvoltage Relay, Wico X167992 & 3
Alternator Control, Lamar B00368-2 (28 Vdc)4
Fuel Pump Drive Plunger
Refer to end of Table II-I for footnotes.
II - HANDLING AND SERVICING 01/01/09

1A22
TABLE II-I. LEADING PARTICULARS AND PRINCIPAL DIMENSIONS (cont.)
MODEL PA-28-151, WARRIOR

PROPELLER
Fixed Pitch:
Manufacturer Sensenich
Model 74 DM6-0-585 , 74 DM6-0-60 3 &4
Diameter 74 in
Diameter, Minimum 72 in
Manufacturer McCauley
Model 1C160/EGM76532
Diameter 76 in
Diameter, Minimum 74.5 in
FUEL SYSTEM
Inboard (Main Tanks) Two
Capacity (each) 25 U.S. gal.
Unusable Fuel (each tank) 0.125 U.S. gal.
Total Capacity 50 U.S. gal.
Total Unusable Fuel 0.25 U.S. gal.
LANDING GEAR
Type Fixed
Shock Strut Type Combination Air-Oil
Fluid Required (Struts and Brakes) MIL-PRF-5606
Strut Exposure (under static load):
Nose 3.25 ± .25 in
Main 4.50 ± .50 in.
Wheel Tread 10.0 ft.
Wheel Base 6 ft. 8 in.
Nose Wheel Travel 30 ° ± 1° Left 30° ± 1° right
Wheel, Nose Cleveland 40-77B, 5:00 x 5
Wheel, Main Cleveland 40-28, 6:00 x 6
Brake Type Cleveland 30-55
Tires, Nose 5:00 x 5, 4 ply rating
Tires, Main 6:00 x 6, 4 ply rating
Tire Pressure, Nose 30 psi.
Tire Pressure, Main 24 psi.
Refer to end of Table II-I for footnotes.
01/01/09 II - HANDLING AND SERVICING

1A23
TABLE 11-1. LEADING PARTICULARS AND PRINCIPAL DIMENSIONS (cont.)

MODEL: PA-28-151, WARRIOR
CONTROL SURFACE TRAVELS:

Refer to Section V, Table V-V-1.
CABLE TENSIONS:
Refer to Section V, Table V-V-1.
FOOTNOTES
1. The specified minimum octane aviation grade fuel for the PA-28-151 is 80/87 octane. Whenever 80/87
is not available, the lowest lead 100 grade should be used. The continuous use of the higher leaded
fuels (more than 25% of the operating time) can result in increased engine deposits both in the com-
bustion chamber and the engine oil. It may require increased spark plug maintenance and more fre-
quent oil changes. This will be governed by the amount of lead per gallon and the type of operation,
such as operating at full rich mixture. When using alternate fuels, refer to the latest revision of
Lycoming Service Letter No. Ll85.
2. PA-28-151, Warrior
3. PA-28-161, Warrior II
4. PA-28-161, Warrior III
5. Standard on PA-28-151, Warrior. Optional climb propeller on PA-28-161, Warrior II
6. Refer to Piper Parts Catalog for effective serial numbers.
7. PA-28-151, Warrior, S/N's 7515001 and up.
THIS SPACE INTENTIONALLY LEFT BLANK
Revised: February 28, 1995 HANDLING AND SERVICING

1A24
1
Ft~;~~~0il UPPER SURFACE
- LOWER SURFACE
23 4
5 6 7 8 13 7 6 5
• • - •
9 9
1. TIP, STABILATOR
2. TIP, RUDDER
3. FAIRING, FIN
4. TAIL CONE, CONTROL CABLE AND TRIM SCREW
5. TIP,WING
6. COVER, BELLCRANK AND CONTROL CABLES
7. FAIRING, MAIN GEAR STRUT ASSEMBLY
8. FAIRING, FLAP TORQUE TUBE AND AILERON CABLES
9. CAP, FUEL TANK FILLER
10. CAP, STRUT FILLER
11. FAIRING, FUEL LINES
12. COVER, FUEL LINES AND SPAR ATTACHMENT BOLTS
13. COVER, CONTROL CABLES
14. COWL ASSEMBLY, ENGINE
15. SPINNER, PROPELLER
16. SEAT, BATTERY, TORQUE TUBE AND CONTROL CABLES
17. PLATE, CONTROL CABLES, MIDDLE
18. PLATE, AILERON AND STABILATOR CONTROL CABLES, FORWARD
19. COVERS, AILERON AND STABILATOR CONTROL CABLES
20. PANEL, AFT AREA OF FUSELAGE, STROBE LIGHT POWER SUPPLY
21. PLATE, CONTROL CABLES AND PULLEYS, REAR
22. COVER, FLAP CONTROL
23. EMERGENCY LOCATOR TRANSMITTER
24. CONTROL CABLE INSPECTION PANELS (AIRPLANES MANUFACTURED
BEFORE 1979 MAY NOT HAVE THESE PANELS. REFER TO SECTION IV
FOR PROCEDURES TO INSTALL CONTROL CABLE INSPECTION PANELS.)
(REFER TO LATEST REVISION OF PIPER SERVICE BULLETIN NO. 977.)
Figure 2-3. Access Plates and Panels

1B1
2-8. THREADED FASTENER INSTALLATION (PIR-PPS20015-1, Rev. U.)
a. Fastener Lengths
Fastener lengths must be long enough to prevent bearing loads on threads. The complete chamfer or
end radius of the fastener or screw must extend through the nut.
The specified fastener grip length can be varied by one size (longer or shorter) to meet requirements
stated above.
b. Washer Usage
Add a maximum of two NAS1149 washers (of the correct diameter, material and finish that
matches the fastener being installed) under fastener heads or nuts to correct for variations in
material thickness within the tolerances permitted. Where needed, use a maximum of two standard
filler washers (spacers) under the nut to adjust for fastener length or alignment of cotter key hole.
Where nutplates are used, adjust for protruding head fastener length by using up to a maximum of
two standard filler washers under the fastener head.
c. Self-locking Fasteners
The use of self-locking nuts, fasteners and screws, including fasteners with non-metallic inserts is
subject to the following limitations:
1. Fasteners incorporating self-locking devices must not be re-used if they can be run up using
less than the required minimum torque values specified or as shown in Table II-III. They may
be reused, if hand tools are required to run them up, providing there is no obvious damage to
the self-locking device prior to installation.
2. Fasteners 5/16 inch diameter and over with cotter pin holes may be used with self-locking
nuts. Nuts with non-metallic locking devices may be used in this application only if the
fasteners are free from burrs around the cotter pin holes.
3. Self-locking nuts must not be used at joints which subject either the nut or the fastener to
rotation.
4. Self-locking fasteners shall never be tapped or rethreaded. Nuts, fasteners and screws with
damaged threads or rough ends shall not be used, or rethreaded.
d. Torque
See Torque Wrenches and Torque Requirements, below.
------I~-- A--~
Figure 2-3a. Torque Wrench Formula

1B2
2-8a. TORQUE WRENCHES

Torque wrenches should be checked daily and calibrated by means of weights and a measured lever arm
to ensure that inaccuracies are not present. Checking one torque wrench against another is not sufficient
and is not recommended. Some wrenches are quite sensitive to the way they are supported during a
tightening operation. Any instructions furnished by the manufacturer must be followed 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 2-3a.)
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=AxT
A+B
EXAMPLE: A bolt requires 30 foot pounds and a 3 inch adapter (one-quarter of a foot or
0.25’) 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 = 30
1 + 0.25 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.
2-8b. TORQUE REQUIREMENTS (PIR-PPS20015-1, Rev. S.)
CAUTION: DO NOT OVERTORQUE FITTINGS.

Table II-II lists the torque values for flared fittings of various sizes and material.
NOTE: When installing flared fittings, verify that male threads are properly lubricated.
The torque values given in Table II-III are derived from oil-free cadmium-plated threads and are
recommended for all airframe installation procedures where torquing is required, unless other values are
specified in subject chapter/section. Engine torque values are found in the latest revision of Lycoming
Service Table of Limits SSP-1776; and propeller torque values are found in Section VIII.
NOTE: If normal operation requires movement between any of the components being clamped together,
tighten the nut (or bolt) enough to ensure intended operation of the assembly.
a. Calibrate the torque wrench periodically to assure accuracy, and recheck frequently.

1B3
b. If the fastener, screw, or nut is listed in Table II-III, but the mating fastener is not listed, tighten only
to the low end of the torque range specified for the listed fastener. In addition, the following
limitations shall apply:
1. Fastener and nut threads shall be clean and dry (free of lubricants). If the subject
chapter/section requires the fastener and/or nut to be lubricated prior to tightening and does not
specify a torque requirement, use the Table II-III torque range reduced 50 percent.
2. Table II-III, Sheet 1, shall be used for free running nuts, provided minimal friction drag is
determined as specified below.
3. The friction drag torque can be determined as follows: Run the nut down to near contact (but
not in contact) with the bearing surface and check the "friction drag torque" required to turn
the nut.
NOTE: Check the friction drag torque by attaching a scale type torque wrench to the nut and
determining the torque required to turn the nut on the bolt. (Before the nut makes
contact with the bearing surface.)
4. The friction drag torque (if any) shall be added to the desired torque specified in Table II-III,
Sheet 1. This final torque should register on the indicator or be the setting for a snap-over
torque limiting device.
5. Torque requirements do not apply to cross recessed or slotted screws or to fasteners installed
into rivnuts, pressnuts or other nuts not designed to rotate for wrenching at the fastener unless
otherwise specified in the subject chapter/section.
6. Fasteners listed in Table II-III installed into nutplates, and which are accessible to be torqued at
the fastener, must be tightened to the low end of the torque range specified in the appropriate
“shear” column. Torque requirements do not apply if the fastener can not be torqued due to
torque device accessibility.
TABLE II-II. FLARE FITTING TORQUE VALUES

(PIR-AC65-9A.)
Torque — Inch-Pounds
Tubing Hose End Fitting
OD and
Inches Aluminum - Alloy Tubing Steel Tubing Hose Assemblies
Minimum Maximum Minimum Maximum Minimum Maximum
1/8 20 30 ——— ——— ——— ———
3/16 30 40 90 100 70 120
1/4 40 65 135 150 100 250
5/16 60 85 180 200 210 420
3/8 75 125 270 300 300 480
1/2 150 250 450 500 500 850
5/8 200 350 650 700 700 1150
3/4 300 500 900 1000 ——— ———
7/8 500 600 1000 1100 ——— ———
1 500 700 1200 1400 ——— ———
1-1/4 600 900 ——— ——— ——— ———
1-1/2 600 900 ——— ——— ——— ———

1B4
NOTE: When the fastener is stationary and the nut is torqued, use the lower side of the torque
range.
When the nut is stationary and the fastener is torqued, use the higher side of the torque
range. In this case, ensure one (1) washer is installed under the head as follows:
(a) If the subject chapter/section does not specify the use of a washer under the head,
install one (1) NAS1149 .032 thick washer under the head. If additional washers are
required under nut to adjust for grip length variation as described under Threaded
Fastener Installation above: reduce them .032 to allow for the additional .032 washer
now installed under head. Check to ensure threads are not bearing loads, due to the
added .032 washer thickness.
(b) All added washers are to be of the correct diameter, material and finish that matches
the fastener being installed.
7. Apply a smooth even pull when applying torque pressure. If chattering or a jerking motion
occurs during final torque, back off and re-torque.
8. When installing a castellated nut, start alignment with the cotter pin hole at minimum
recommended torque, and do not exceed maximum recommended torque. If the hole in the
fastener shank and the nut castellation do not align within this range, change washers and try
again. Do not exceed the maximum recommended torque. If self-locking castellated nuts are
used, include friction drag torque.
9. Unless otherwise specified in the subject chapter/section, when castellated nuts are used with a
cotter pin on moving joints, the nut shall not be torqued to Table II-III values. Nuts shall be
tightened to remove looseness in the joint and then the cotter pin installed.
c. Gap Conditions Between Parts Attached with Threaded Fasteners
If a gap condition exists between mating parts where a threaded fastener is to be installed, install
fasteners and associated hardware per subject chapter/section or to buildup noted during removal.
Then, torque to a value 10% of the final torque required plus the friction drag torque.
For example, if Table II-III, Sheet 2, torque is 190 in.-lbs. and the friction drag torque of the nut is
80 in.-lbs. (i.e. - Table II-III, Sheet 2, torque minus Table II-III, Sheet 1, torque), torque to a value
of:
Maximum Permissible
Gap Closing Torque = (Table II-III, Sheet 1, torque x .10) + (Sheet 2 - Sheet 1) torque
Example: 3/8-24 (190 x .10) + (270-190) = 19 + 80 = 99 in.-lbs.
Accomplish this for all fasteners common to the gapped interface. If no gap exists after
accomplishing the above, finish torquing to final torque. If a gap remains consult your Piper
Dealer’s Service Advisor (DSA) for further assistance.
d. After the final torque, apply a slippage mark to the nut or bolt or screw head as applicable.
NOTE: For more details on torquing, refer to FAA AC 43.13-1, latest revision.

1B5
TABLE II-III. RECOMMENDED NUT TORQUES (SHEET 1 OF 2)
Bolts - Steel Bolts - Aluminum

AN 3 thru AN 20 MS 20004 AN 3DD Series
AN 42 thru AN 49 NAS 333 thru NAS 340
AN 525 NAS 464
MS 20033 thru MS 20046 NAS 624 thru NAS 644
MS 20073 NAS 1580
MS 20074 NAS 6203 thru NAS 6220
MS 24694 NAS 6603 thru NAS 6620
MS 27039 NAS 6703 thru NAS 6720
Nuts - Steel Nuts - Aluminum
Tension Shear Tension Shear Tension Shear
AN 310 AN 320 AN 310 AN 320 AN 310D AN 320D
AN 315 MS 20364 AN 315 MS 20364 AN 315D
MS 20365 MS 21083 MS 20365 MS 21083
MS 21042 MS 21245 MS 21042 MS 21245
MS 21044 MS 21044
MS 21045 MS 21045
NAS 679 NAS 679
FINE THREAD SERIES - ADD FRICTION DRAG
Nut-Bolt Torque Limits Torque Limits Torque Limits Torque Limits Torque Limits Torque Limits
Size In.-Lbs. In.-Lbs. In.-Lbs. In.-Lbs. In.-Lbs. In.-Lbs.
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
COARSE THREAD SERIES - ADD FRICTION DRAG
Nut-Bolt Torque Limits Torque Limits
Size In.-Lbs. In.-Lbs.
Min. Max. Min. Max.
8-32 12 15 7 9
10-24 20 25 12 15
1/4-20 40 50 25 30 NOTE: Unless otherwise specified, torque size No. 6
5/16-18 80 90 48 55 screws used with self-locking nutplates to no greater
3/8-16 160 185 95 110 than 4 to 5 in.-lbs.
7/16-14 235 255 140 155 Use an appropriately calibrated driver.
1/2-13 400 480 240 290
9/16-12 500 700 300 420
5/8-11 700 900 420 540
3/4-10 1,150 1,600 700 950
7/8-9 2,200 3,000 1,300 1,800
1-8 3,700 5,000 2,200 3,000
1-1/8-8 5,500 6,500 3,300 4,000
1-1/4-8 6,500 8,000 4,000 5,000

1B6
TABLE II-III. RECOMMENDED NUT TORQUES (SHEET 2 OF 2)
Bolts - Steel Bolts - Aluminum

AN 3 thru AN 20 MS 20004 AN 3DD Series
AN 42 thru AN 49 NAS 333 thru NAS 340
AN 525 NAS 464
MS 20033 thru MS 20046 NAS 624 thru NAS 644
MS 20073 NAS 1580
MS 20074 NAS 6203 thru NAS 6220
MS 24694 NAS 6603 thru NAS 6620
MS 27039 NAS 6703 thru NAS 6720
Nuts - Steel Nuts - Aluminum
Tension Shear Tension Shear Tension Shear
AN 310 AN 320 AN 310 AN 320 AN 310D AN 320D
AN 315 MS 20364 AN 315 MS 20364 AN 315D
MS 20365 MS 21083 MS 20365 MS 21083
MS 21042 MS 21245 MS 21042 MS 21245
MS 21044 MS 21044
MS 21045 MS 21045
NAS 679 NAS 679
FINE THREAD SERIES - INCLUDES FRICTION DRAG
Nut-Bolt Torque Limits Torque Limits Torque Limits Torque Limits Torque Limits Torque Limits
Size In.-Lbs. In.-Lbs. In.-Lbs. In.-Lbs. In.-Lbs. In.-Lbs.
Min. Max. Min. Max. Min. Max. Min. Max. Min. Max. Min. Max.
10-32 38 43 30 33 43 48 33 38 28 33 23 28
1/4-28 65 100 60 70 110 130 80 90 60 75 45 60
5/16-24 160 200 120 145 180 205 130 150 100 125 85 100
3/8-24 240 270 175 190 280 330 200 230 155 190 125 150
7/16-20 550 600 370 400 620 730 400 500 280 380 210 270
COARSE THREAD SERIES - INCLUDES FRICTION DRAG
Nut-Bolt Torque Limits Torque Limits
Size In.-Lbs. In.-Lbs.
Min. Max. Min. Max. NOTE: Unless otherwise specified, torque size No. 6
8-32 27 30 22 24 screws used with self-locking nutplates to no greater
10-24 38 43 30 33 than 4 to 5 in.-lbs.
1/4-20 70 80 55 60 Use an appropriately calibrated driver.
5/16-18 140 150 108 115
3/8-16 240 265 175 190
7/16-14 335 355 240 255
2-8c. METRIC CONVERSION

Use the following tables to convert capacities, lengths, temperatures, and various weights and measures
from the English system values to the metric system values or vice versa.

1B7
TABLE II-IV. CONVERSION TABLES
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
METERS 39.37 IN.
CU. IN. 16.39 CU. CM.
3.281 FT.
0.01639 LITERS
1000 MM.
0.004329 U.S. GAL.
0.01732 QUARTS METER-KILOGRAM 7.233 FT.-LB.
9.807 JOULES
CU. METERS 1000000 CU. CM.
35.314 CU. FT. OUNCES, AVDP 0.0625 LB., AVDP
61.023 CU. IN. 28.35 GRAMS
264.17 GAL. 437.5 GRAINS
999.97 LITERS
OUNCES, FLUID 29.57 CU. CM.
FEET 0.3048 METERS 1.805 CU. IN.
12.000 MILS
LB., AVDP 453.6 GRAMS
304.8 MM.
7000 GRAINS
0.3333 YARDS
16.0 OUNCES
FT.-LB. 0.1383 M-KG
SQUARE INCH 6.4516 SQ. CM.
0.001285 BTU
0.000000376 KW-HR POUND PER 0.0703 KG.-CM
SQUARE INCH SQUARED
FLUID OZ. 8 DRAM
(PSI)
29.6 CU. CM.
STATUTE MILE 1.609 KILOMETER
GAL., IMPERIAL 277.4 CU. IN.
0.8684 NAUTICAL MILE
1.201 U.S. GAL.
4.546 LITERS NAUTICAL MILE 1.151 STATUTE
MILE
GAL., U.S. DRY 268.8 CU. IN.
0.1556 CU. FT. QUART .9463 LITER
1.164 U.S. GAL., LIQ.
4.405 LITERS MILLIMETER 1000 MICRON
GAL., U.S. LIQ. 231.0 CU. IN. MICRON 0.001 MILLIMETER

0.1337 CU. FT. 0.000039 INCH
3.785 LITERS INCH 11.521 METER
0.8327 IMPERIAL GAL. POUNDS GRAMS
128 FLUID OZ.
INCH 0.72 METER
IN. 2.540 CM. OUNCES GRAMS
.08333 FT.
POUNDS 0.453 KILOGRAMS
JOULES 0.000948 BTU
0.7376 FT.-LB.

1B8
TABLE II-IV. CONVERSION TABLES (cont.)

Read number in middle column. If in degrees Celsius (°C), read Fahrenheit equivalent in right-hand
column. If in degrees Fahrenheit (°F), read Celsius equivalent in left-hand column.
(1) 70°F = 21.1°C.
(2) 30°C = 86.0°F.
CENTIGRADE - FAHRENHEIT
Example: To convert 20°C, to Fahrenheit, find 20 in the center column headed (°F - °C);
then read 68.0°F, in the column (°F) to the right. To convert 20°F, to
Centigrade; find 20 in the center column and read -6.67°C, in the (°C) column
to the left.
°C °F - °C °F °C °F - °C °F
-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

1B9
TABLE II-IV. CONVERSION TABLES (cont.)

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).
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
0.0 2.54 5.08 7.62 10.16 12.70 15.24 17.78 20.32 22.86
1.0 25.40 27.94 30.48 33.02 35.56 38.10 40.64 43.18 45.72 48.26
2.0 50.80 53.34 55.88 58.42 60.96 63.50 66.04 68.58 71.12 73.66
3.0 76.20 78.74 81.28 83.82 86.36 88.90 91.44 93.98 96.52 99.06
4.0 101.60 104.14 106.68 109.22 111.76 114.30 116.84 119.38 121.92 124.46
5.0 127.00 129.54 132.08 134.62 137.16 139.70 142.24 144.78 147.32 149.86
6.0 152.40 154.94 157.48 160.02 162.56 165.10 167.64 170.18 172.72 175.26
7.0 177.80 180.34 182.88 185.42 187.96 190.50 193.04 195.58 198.12 200.66
8.0 203.20 205.74 208.28 210.82 213.36 215.90 218.44 220.98 223.52 226.06
9.0 228.60 231.14 233.68 236.22 238.76 241.30 243.84 246.38 248.92 251.46

1B10
TABLE II-V. DECIMAL MILLIMETER EQUIVALENTS OF DRILL SIZES
Decimal/Millimeter Equivalents of Drill Sizes From 1/2" 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
27/64 0.4218 10.7156 B 0.238 6.0452 27 0.144 3.6576 55 0.052 1.3208

Z 0.413 10.4902 15/64 0.2343 5.9531 9/64 0.1406 3.5719 3/64 0.0468 1.1906
13/32 0.4062 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 0.1285 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
O 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.

1B11
TABLE II-VI. MAXIMUM DISTANCE BETWEEN SUPPORTS FOR FLUID TUBING
TUBE OD DISTANCE BETWEEN SUPPORTS (IN.)

(IN.) ALUMINUM ALLOY STEEL
1/8 9 -1/2 11 -1/2

3/16 12 14
1/4 13 -1/2 16
5/16 15 18
3/8 16 -1/2 20
1/2 19 23
5/8 22 25 -1/2
3/4 24 27 -1/2
1 26 -1/2 30
TABLE II-VII. HOSE CLAMP TIGHTENING. (INITIAL INSTALLATION)
TYPES OF HOSE TYPES OF CLAMPS

WORM SCREW TYPE ALL OTHER TYPES
Self sealing Finger-tight- plus Finger-tight- plus
2 complete turns 2 1/2 complete turns
All other hose Finger-tight- plus Finger-tight- plus
1 1/4 complete turns 2 complete turns
NOTE: If clamps do not seal at specified tightening, examine hose connection and replace parts as
necessary.

1B12
TWO COTTON BRAIDS- IMPREGNATED

WITH SYNTHETIC COMPOUND
YELLOW NUMERALS,
LETTERS AND STRIPES
~
794:Size-6-2/68-Mfg Symbol
E
B . NON - SELF-SEALING AROMATIC
SINGLE WIRE BRAID RESISTANT HOSE
SYNTHETIC INNER TUBE _ _.,
A. FLAME AND AROMATIC RESISTANT HOSE
l
-0
WHITE NUMERALS, LETTERS AND STRIPE RED
CW MIL-H-6000-Size-3-4168 ( jEM!g Symbol
(VIEW SHOWS OPPOSITE SIDES OF HOSE)

C. NON-SELF-SEALING AROMATIC AND HEAT-RESISTANT HOSE
WHITE
RED NUMERALS, LETTERS AND STRIPE
AR-194
E. SELF-SEALING AROMATIC
RESISTANT HOSE
D. FLAME, AROMATIC AND OIL RESISTANT HOSE
HOSE IDENTIFICATION MARKINGS

BROWN ORANGE ORANGE ORANGE GRAY BLUE YELLOW GRAY
DE •IC ING
DE -IC ING
DE-ICING
ELECTRICAL COMPRESSED INSTRUMENT HYDRAULIC DE-ICING

CONDUIT GAS AIR
RED ORANGE BLUE YELLOW
□
~ □
-- □
□
0XYGIN
-- □
LUBRICATION
BREATHING FUEL PNEUMATIC LUBRICATION AIR

OXYGEN CONDITION
RED
Figure 2-3b. Hose, Tube, and Line Markings

1B13
2-9. WALKWAY, HANDHOLD AND STEP: The walkway is made of a non-skid compound applied to the
wing surface. A fixed handhold is located on the right side of the fuselage near the rear window. A step is
available as optional equipment and is installed just aft of the trailing edge of the right flap. Refer to
latest revision of Piper Service Kit No.763 848 (PAC Drawing 78802)
2-10. GROUND HANDLING.
2-11. INTRODUCTION TO GROUND HANDLING: Ground handling covers all essential information
governing the handling of the airplane while on the ground. This includes jacking, weighing, leveling,
mooring, parking, towing and taxiing. When the airplane is handled in the manner described in the
following paragraphs, the chance of possible damage to the airplane and its equipment will be prevented.
2-12. JACKING: Jacking the airplane is necessary to service the landing gear and to perform other service
operations. Proceed as follows: (Refer to Figure 2-4.)
a. Place jacks under jack pads on the front wing spar.
b. Attach the tail support to the tail skid. Place approximately 250 pounds of ballast on the base of the
tail support to hold down the tail.
CAUTION: BE SURE TO APPLY SUFFICIENT TAIL SUPPORT BALLAST; OTHERWISE THE
AIRPLANE WILL TIP FORWARD.
c. Raise the jacks until all three wheels are clear of the surface.
Figure 2-4. Jacking Arrangement

1B14
2-13. WEIGHING. (Refer to Figure 2-5.)

The airplane may be weighed by the following procedure:
a. Position a scale and ramp in front of each of the three wheels.
b. Secure the scales from rolling forward and tow the airplane up onto the scales.
c. Remove the ramp so as not to interfere with the scales.
d. If the airplane is to be weighed for weight and balance computations, level the airplane per
instructions given in Paragraph 2-14.
v~-
~0Q0
-7
'-..__
Figure 2-5. Weighing Arrangement
2-14. LEVELING.
NOTE: Always level the airplane laterally first, then level the airplane longitudinally.
All configurations of the airplane are provided with a means for lateral and longitudinal leveling. The
airplane may be leveled while on jacks, during the weighing procedure while the wheels are on scales, or
while the wheels are on the ground. To level the airplane for purposes of weighing or rigging, the
following procedures may be used:
a. To laterally level the airplane, place a level across the spar box assembly under the rear seat. (Refer
to Figure 2-7.) Raise or lower one wing tip by deflating the appropriate tire on the high side of the
airplane or adjust either jack until the bubble of the level is centered.
b. To longitudinally level the airplane, partially withdraw the two leveling screws located immediately
below the left front side window. (Refer to Figure 2-6.) Place a level on these screw heads and
adjust the jacks until the level is centered. Should the airplane be either on scales or on the floor,
first block the main gear oleos to full extension; then deflate the nose wheel until the proper
position is reached.

1B15
896 902
Figure 2-6. Leveling Longitudinally Figure 2-7. Leveling Laterally
2-15. MOORING. The airplane is moored to ensure its immovability, protection and security under various
weather conditions. The following procedure gives the instructions for proper mooring of the airplane.
a. Head the airplane into the wind, if possible.
b. Block the wheels.
c. Secure the aileron and stabilator controls using the front seat belt or control surface blocks.
CAUTION: USE SQUARE OR BOWLINE KNOTS. DO NOT USE SLIP KNOTS.
d. 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 nonsynthetic 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 on the landing gear
forks and securing the rudder.
2-16. LOCKING AIRPLANE. The cabin and baggage compartment doors are provided with a key lock on
the outside. The ignition switch and cabin door require the same key while the baggage compartment
door has a separate key.
2-17. PARKING. When parking the airplane, ensure 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 as in Paragraph 2-15.
a. To park the airplane, head it into the wind, if possible.
b. 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 brake, pull back on the brake
lever to disengage the catch mechanism, and 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.

1B16
c. The aileron and stabilator controls may be locked by using the front seat belt.
2-18. TOWING. The airplane may be moved by using the nose wheel steering bar that is stowed in the
baggage area, or power equipment that will not damage or cause excess strain to the nose gear steering
assembly. Towing lugs are incorporated as part of the nose gear fork.
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, AVOID PUSHING ON THE
TRAILING EDGE OF THE AILERONS AS THIS WILL CAUSE THE AILERON
CONTOUR TO CHANGE RESULTING IN AN OUT-OF-TRIM CONDITION.
DO NOT TOW AIRPLANE WITH CONTROLS OR CONTROL SURFACES SECURED.
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.
2-19. 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:
a. Taxi forward a few feet and apply brakes to determine their effectiveness.
b. While taxiing, make slight turns to determine the effectiveness of steering.
c. Observe wing clearances when taxiing near buildings or other stationary objects. If possible, station
a guide outside the airplane to observe.
d. When taxiing on uneven ground, avoid holes and ruts
e. Do not operate the engine at high rpm when running up or taxiing over ground containing loose
stones, gravel, or any loose material that may cause damage to the propeller blades.
2-20. 14 VDC EXTERNAL POWER RECEPTACLE. The 14 Vdc external power receptacle is installed as
an option on the PA-28-151, Warrior (S/N’s 28-7415001 thru 28-7715314), and on the PA-28-161,
Warrior II (S/N’s 28-7716002 thru 28-8616057, and 2816001 thru 2816109).
2-20a. 28 VDC EXTERNAL POWER RECEPTACLE. The 28 Vdc external power receptacle is standard
equipment on the PA-18-161, Warrior III (S/N’s 2816110 and up).
2-21. OPERATION OF EXTERNAL 14 vdc POWER RECEPTACLE. The 14 Vdc external power
receptacle is located on the right side of the fuselage aft of the wing on the PA-28-151, Warrior, and on
the PA-28-161, Warrior II, S/N’s 29-7716002 thru 28-8216226. On Warrior II’s, S/N’s 28-8316001 thru
28-8616057, and 2816001 thru 2816109, it is located on the right side of the fuselage near the leading
edge of the wing.
a. Using 14 Vdc external power for starting the PA-28-151, Warrior (S/N’s 28-7415001 thru 28-
7615435), or operation of any of the airplane’s equipment, the following procedure should be
followed:
1. Turn aircraft MASTER SWITCH and all electrical equipment OFF.

1B17
2. Ensure that the RED lead of PEP (Piper External Power) kit jumper cable goes 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. Turn the aircraft MASTER SWITCH ON and proceed with NORMAL engine starting
technique.
5. After the engine has been started, turn the MASTER SWITCH and all electrical equipment
OFF and remove the jumper cable plug from the aircraft.
6. Turn the aircraft MASTER SWITCH to the ON position and check the alternator ammeter for
an indication of output.
WARNING: DO NOT ATTEMPT FLIGHT WITHOUT AN INDICATION OF ALTERNATOR
OUTPUT.
b. Using 14 Vdc external power for starting the PA-28-151, Warrior (S/N’s 28-7715001 thru 28-
7715314), and the PA-28-161. Warrior II, or operation of any of the airplane’s equipment, the
following procedure should be followed:
1. Turn aircraft MASTER SWITCH and all electrical equipment OFF.
2. Ensure that the RED lead of PEP (Piper External Power) kit jumper cable goes 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.
CAUTION: DURING ENGINE START, IT IS POSSIBLE TO USE THE SHIP’S BATTERY
IN PARALLEL BY TURNING ONLY THE BATTERY MASTER SWITCH ON.
THIS WILL GIVE LONGER CRANKING CAPABILITIES, BUT WILL NOT
INCREASE THE AMPERAGE. CARE SHOULD HE EXERCISED, BECAUSE
IF THE SHIP’S BATTERY HAS BEEN DEPLETED, THE EXTERNAL
POWER SUPPLY CAN BE HE REDUCED TO THE LEVEL THE SHIP’S
BATTERY. THIS CAN BE TESTED BY TURNING ONLY THE BATTERY
MASTER SWITCH ON MOMENTARILY WHILE THE STARTER IS
ENGAGED. IF CRANKING SPEED INCREASES, THE SHIP’S BATTERY IS
AT A HIGHER LEVEL THAN THE EXTERNAL POWER SUPPLY. IF THE
BATTERY IS AT A LOWER LEVEL THAN THE EXTERNAL POWER
SUPPLY, CONTINUE STARTING WITH THE BATTERY MASTER SWITCH
OFF.
4. Proceed with NORMAL engine starting technique.
5. After the engine has been started remove the jumper cable plug from the aircraft.
6. Turn the aircraft MASTER SWITCH to the ON position and check the alternator ammeter for
an indication of output.
OUTPUT.

1B18
2-21a. OPERATION OF EXTERNAL 28 vdc POWER RECEPTACLE. On the PA-18-161, Warrior III,
S/N’s 2816110 and up, the 28 Vdc external power receptacle is located on the right side of the fuselage
just aft of the baggage door.
When using 28 Vdc external power for starting or operation of any of the airplane’s equipment, the
following procedure should be followed:
a. Turn aircraft BATTERY switch, ALTERNATOR switch, and all electrical equipment OFF.
b. Insert the plug of a 28Vdc power supply into the MS3506-1 receptacle located on the aircraft
fuselage.
CAUTION: DURING ENGINE START, IT IS POSSIBLE TO USE THE SHIP’S BATTERY IN
PARALLEL BY TURNING ONLY THE BATTERY SWITCH ON. THIS WILL GIVE
LONGER CRANKING CAPABILITIES, BUT WILL NOT INCREASE THE
AMPERAGE. CARE SHOULD HE 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
ONLY THE BATTERY SWITCH ON MOMENTARILY WHILE THE STARTER IS
ENGAGED. IF CRANKING SPEED INCREASES, THE SHIP’S BATTERY IS AT A
HIGHER LEVEL THAN THE EXTERNAL POWER SUPPLY. IF THE BATTERY IS AT
A LOWER LEVEL THAN THE EXTERNAL POWER SUPPLY, CONTINUE STARTING
WITH THE BATTERY SWITCH OFF.
c. Proceed with NORMAL engine starting technique.
d. After the engine has been started remove the jumper cable plug from the aircraft.
e. Turn the BATTERY switch and ALTERNATOR switch to the ON position. Check the alternator
ammeter for an indication of output.

OUTPUT.
2-22. CLEANING.
2-23. CLEANING ENGINE COMPARTMENT. Before cleaning the engine compartment, place strips of
tape on the magneto vents to prevent any solvent from entering these units.
a. Place a pan under the engine to catch waste.
b. 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.
CAUTION: DO NOT SPRAY SOLVENT INTO THE ALTERNATOR, STARTER, VACUUM
PUMP, AIR INTAKE, AND ALTERNATE AIR INLETS.
c. 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 EVAPORATED OR
OTHERWISE BEEN REMOVED.
d. Remove the protective covers from the magnetos.
e. Lubricate controls, bearing surfaces, etc., per Lubrication Chart.

1B19
2-24. CLEANING LANDING GEAR.

a. Struts and Torque Links
Before cleaning the landing gear struts and torque links, 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 (low pressure only) or brush the gear area with solvent or a mixture of solvent and
degreaser, as desired. Brushing may be necessary where heavy grease and dirt deposits have
collected.
3. Allow the solvent to remain on the gear for five to ten minutes. Rinse gear with additional
solvent and allow to dry.
4. Remove cover from wheel and remove the catch pan.
5. Lubricate gear per Lubrication Chart.
b. Wheels and Brakes
CAUTION: DO NOT USE HIGH PRESSURE SPRAY WASH EQUIPMENT. ITS USE CAN
INJECT SOAP SOLUTION AND WATER INTO THE WHEEL BEARINGS AND
OTHER INTERNAL CAVITIES RESULTING IN CORROSION AND REDUCED
SERVICE LIFE.
1. Hand wash wheels and brakes with a mild soap and water solution.
2. Rinse with low-pressure spray.
3. Lubricate gear per Lubrication Chart, if not already done, above.
2-25. 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:
a. Flush away loose dirt with water.
b. Apply cleaning solution with a rag, sponge or soft bristle brush.
c. To remove stubborn oil and grease, use a cloth dampened with naptha.
d. Where exhaust stains exist, allow solution to remain on the surface longer.
e. Any good automotive wax may be used to preserve the painted surfaces. Soft cleaning cloths or 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.
2-26. CLEANING WINDSHIELD AND WINDOWS.
a. Remove dirt, mud, etc., from exterior surfaces with clean water.
b. 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.
c. 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.

1B20
d. After cleaning plastic surfaces, apply a thin coat of hard polishing wax. Rub lightly with a soft
cloth. Do not use a circular motion.
e. A 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.
f. To improve visibility through windshield and windows during flights through rain, a rain repellent
such as REPCON should be applied to the windshield and windows. The surfaces of the windshield
and windows treated becomes so smooth that water beads up and readily flows off the surface.
Apply this product in accordance with the manufacturer’s instructions. (Refer to Table II-X.
Consumable Materials for Specifications and Manufacturer’s address.)
2-27. CLEANING HEADLINER, SIDE PANELS AND SEATS.
a. Clean headliner, side panels, and seats with a stiff bristle brush and vacuum where necessary.
CAUTION: SOLVENT CLEANERS REQUIRE ADEQUATE VENTILATION.
b. 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.
c. Leather material should be cleaned with saddle soap or mild soap and water.
2-28. CLEANING CARPETS. Use a small whisk broom or vacuum to remove dirt. For soiled spots, use a
non-inflammable dry-cleaning fluid.
2-29. SERVICING.
2-30. INTRODUCTION TO SERVICING. (Refer to Figure 2-8.) Servicing the airplane includes the
replenishment of fuel, oil, hydraulic brake fluid, tire pressures, lubrication requirements and other
required items.
2-31. LANDING GEAR SYSTEM.
2-32. SERVICING LANDING GEAR: The landing gear consists of tires, brakes and oleo strut assemblies.
These should be inspected for proper gear extension, scored piston tubes, possible hydraulic fluid
leakage, security, and condition of all connection points. Check the brake linings for wear and frayed
edges, and brake discs for scoring. Replace if found necessary. Minor servicing is described in the
following paragraphs, and for detailed service and overhaul instructions, refer to Section VII.
2-33. OLEO STRUTS.
2-34. SERVICING OLEO STRUTS.
The air-oil type oleo strut should be maintained at proper strut tube exposures for best oleo action. Refer
to Table II-I.
CAUTION: DO NOT EXCEED THESE TUBE EXPOSURES.
WARNING: DO NOT RELEASE AIR BY REMOVING THE STRUT VALVE CORE OR FILLER
PLUG. DEPRESS THE VALVE CORE PIN UNTIL STRUT CHAMBER PRESSURE
HAS DIMINISHED.
These measurements are taken with the airplane setting on a level surface under normal static load
(empty weight of airplane plus full fuel and oil). If the strut has less tube exposed than that prescribed,
determine whether it needs air or oil by raising the airplane on jacks.

1B21
12
ALLER, LEFT FUEL TANK 13. CARBURETOR, ENGINE

DRAIN, LEFT FUEL TANK 14. ALTER, INDUCTION AIR
ALTER, VACUUM REGULATOR 15. SCREEN, ENGINE OIL PRESSURE
RESERVOIR, BRAKE SYSTEM 16. FUEL MANIFOLD DRAINS, LAND R
SCREEN OR CARTRIDGE ALTER, 17. ALLER, OLEO SHOCK STRUT, LAND R
ENGINE OIL 18. DRAIN, RIGHT FUEL TANK
6. ALER/ INDICATOR, ENGINE OIL 19. TIRE, MAIN WHEEL, LAND R
7. ALTER, ELECTRIC FUEL PUMP 20. ALLER, RIGHT FUEL TANK
8. SCREEN, FUEL DRAIN 21. ALTER, INSTRUMENTS
9. ALLER, NOSE OLEO SHOCK STRUT 22. BATTERY(ALLPA-28-151 &PA-28-161
10. DRAIN, ENGINE FUEL SIN's 28-n16001 THRU 28-8216236
11. SCREEN, ENGINE OILSUCTION 23. BATTERY (PA-28-161, WARRIOR ll's
12. TIRE, NOSE WHEEL & Ill's, SIN's 28-8316001 AND UP)
Figure 2-8. Servicing Points

1B22
CAUTION: DIRT AND FOREIGN PARTICLES FORM AROUND THE FILLER PLUGS OF THE
LANDING GEAR STRUTS, THEREFORE, BEFORE ATTEMPTING TO REMOVE
THESE PLUGS, THE TOPS OF THE STRUTS SHOULD BE CLEANED WITH
COMPRESSED AIR AND/OR WITH A QUICK DRYING SOLVENT.
With the strut extended, remove the cap from the air valve at the top of the housing and depress the valve
core to allow air to escape from the strut piston until it is fully compressed. Allow the foam from the
air-oil mixture to settle and then determine if oil is visible up to the bottom of the filler plug hole. If oil is
visible at the bottom of the hole, then all that is required is the valve be checked for unsatisfactory
conditions and air added as described in Paragraph 2-37. Should fluid be at any level below the bottom
of the filler plug hole, the oleo should be checked for leaks, etc., and oil added as described in Paragraph
2-35 for the nose gear, or Paragraph 2-36 for the main gear. For repair procedures of the landing gear
and/or oleo struts, refer to Section VII.
2-35. FILLING NOSE GEAR OLEO STRUT. To fill the nose gear oleo strut with hydraulic fluid (MIL-
PRF-5606), whether it be only the addition of a small amount or if the unit has been completely emptied
and will require a large amount, it should be filled as follows:
a. Raise the airplane on jacks until the nose wheel is completely clear of the ground. (Refer to
Paragraph 2-12.)
b. Place a pan under the gear to catch spillage.
c. If not previously accomplished, remove the engine cowl and relieve air from the strut housing
chamber by removing the cap from the air valve and depressing the valve core.
d. There are two methods by which the strut chamber may be filled and these are as follows:
Method 1:
1. Remove the valve core from the filler plug at the top of the strut housing. Allow the plug to
remain installed.
2. Attach one end of a clear plastic hose to the valve stem of the filler plug and submerge the
other end in a container of hydraulic fluid. Ascertain that the end of the hose on the valve stem
is tight and the fluid container is approximately equal in height to the top of the strut housing.
3. Fully compress and extend the strut thus drawing fluid from the fluid container and expelling
air from the strut chamber. By watching the fluid pass through the plastic hose, it can be
determined when the strut is full and no air is present in the chamber.
4. When air bubbles cease to flow through the hose, compress the strut fully and remove the hose
from the valve stem.
5. With the strut compressed, remove the filler plug to determine that the fluid level is visible up
to the bottom of the filler plug hole.
6. Reinstall the core in the filler plug and the plug in the top of the strut housing. Torque the plug
from 350 to 400 inch-pounds.
Method 2:
1. Remove the filler plug from the top of the strut housing.
2. Raise the strut piston until it is fully compressed.
3. Pour fluid from a clean container through the filler opening until it reaches the bottom of
housing.
4. Install the filler plug finger tight, and extend and compress the strut two or three times to
remove any air that may be trapped in the housing.

1B23
5. Remove the filler plug; raise the strut to full compression and fill with fluid if needed.
6. Reinstall the filler plug and torque from 350 to 400 inch-pounds.
e. With the airplane raised, compress and extend the gear strut several times to ascertain that the strut
actuates freely. The weight of the gear fork and wheel should extend the strut.
f. Clean off overflow of fluid, and inflate the strut as described in Paragraph 2-37.
g. Check that fluid is not leaking from around the strut piston at the bottom of the housing.
2-36. FILLING MAIN GEAR OLEO STRUT. To fill a main gear oleo strut with fluid that is partly full or
one that has been completely emptied, proceed as follows:
a. Raise the airplane on jacks until the landing gear torque link assembly has almost reached its full
travel. (Refer to Paragraph 2-12.)
b. Place a pan under the gear to catch spillage.
c. If not previously accomplished, remove the cap on top of the wing to gain access to the top of the
strut housing, and relieve air from the strut housing chamber by removing the cap from the air valve
and depressing the valve core.
d. Remove any one of the three torque link bolts, and again raise the airplane until a minimum of ten
inches (do not exceed twelve inches of tube exposure) of strut tube is exposed with the wheel
remaining on the ground. With this amount of tube exposed, it will allow fluid to flow from the
middle chamber to the bottom chamber of the strut housing insuring that the bottom chamber is
filled with fluid.
CAUTION: WITH THE TORQUE LINKS DISCONNECTED, THE PISTON TUBE IS FREE TO
SLIDE FROM THE STRUT HOUSING.
e. Fill the main gear housing by one of two methods which are as follows:
Method 1:
1. Remove the valve core from the filler plug at the top of the strut housing. Allow the plug to
remain installed.
2. Attach one end of a clear plastic hose to the valve stem of the filler plug and submerge the
other end in a container of hydraulic fluid.
3. Fully compress and extend (10 + 2-0 inches of strut tube exposed) the strut thus drawing fluid
from the strut chambers. 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 chambers. The strut must be
extended to full ten inches to allow fluid to enter the bottom chamber of strut housing.
4. When air bubbles cease to flow through the hose, compress the strut fully and remove the hose
from the valve stem.
5. With the strut fully compressed, remove the filler plug to determine that the fluid level is
visible up to the bottom of the filler plug hole.
6. Reinstall the core in the filler plug and the plug in the top of the strut housing: torque the plug
from 350 to 400 inch-pounds.

1B24
Method 2:
1. Remove the filler plug from the top of the strut housing.
2. Raise the strut to full compression.
3. Pour fluid from a clean container through the filler opening until it is visible at the top of the
strut chamber. If the housing has been completely emptied or nearly so, allow sufficient time
for the fluid to drain through the orifice from the upper chamber into the middle chamber.
4. Lower the gear until the wheel touches the ground (10 + 2-0 inches of strut exposure), and then
fully compress and extend the strut three or four times to remove any air that may be trapped
and to allow fluid to enter the bottom chamber of the housing.
5. Raise the strut to full compression and if needed, fill with fluid to the bottom of the filler plug.
6. Reinstall the filler plug; torque from 350 to 400 inch-pounds.
f. Replace the torque link bolt. Tighten bolt only tight enough to allow no side play in the connection.
g. With the airplane raised, retract and extend the gear strut several times to ascertain that the strut
actuates freely. The weight of the gear fork and wheel should extend the strut.
h. Clean off overflow of fluid and inflate the strut as described in Paragraph 2-37.
i. Check that fluid is not leaking around the strut piston at the bottom of the housing.
2-37. INFLATING OLEO STRUTS. After making certain that the oleo strut has sufficient fluid, attach a
strut pump to the air valve and inflate the oleo strut. The strut should be inflated until the correct inches
of piston is exposed with normal static load (empty weight of airplane plus full fuel and oil on the gears.
(Refer to Paragraph 2-34.) Rock the airplane several times to ascertain that the gear settles back to the
correct strut position. (If a strut pump is not available, the airplane may be raised and line pressure from
a high pressure air system used. Lower the airplane and while rocking it, let air from the valve bring the
strut down to the proper extension.) Before capping the valve, check for valve core leakage.
2-38. BRAKE SYSTEM.
2-39. SERVICING BRAKE SYSTEM: The brake system incorporates a hydraulic fluid reservoir through
which the brake system is periodically serviced. Fluid is drawn from the reservoir by the brake cylinders
to maintain the volume of fluid required for maximum braking efficiency. Spongy brake pedal action is
often an indication that the brake fluid reservoir is running low on fluid. Instructions for filling the
reservoir are given in Paragraph 2-40. When found necessary to accomplish repairs to any of the brake
system components, or to bleed the system, these instructions may be found in Section VII.
2-40. FILLING BRAKE CYLINDER RESERVOIR: The brake cylinder reservoir should be filled to the
level marked on reservoir, with the fluid specified in Table II-I. The reservoir, located on the left side of
the fire wall in the engine compartment, should be checked at every 50-hour inspection and replenished
as necessary. No adjustment of the brakes is necessary, though they should be checked periodically per
instructions given in Section VII.
2-41. 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 clean the
brake system, flush with denatured alcohol.

1C1
2-42. TIRES.
2-43. SERVICING TIRES: The tires should be maintained at the pressure specified in Table II-I. When
checking tire pressure, examine the tires for wear, cuts, bruises and slippage on the wheel. The tire,
tube, and wheel shall be properly balanced when installed by aligning the red dot on the tire with the
silver arrow on the tube.
2-43a. 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.
a. Tire Balancer
An inexpensive balancing fixture that will balance almost any light aircraft tire can be made from
the materials shown in Figure 2-8a.
1. Chamfer top edges of -3 sides, leaving 1/16 inch flat on top of the inboard edge. Rivet -2 tee’s
to -3 sides using AN 470-AD5 rivets, with 2 inch spacing, and using AN 426-AD5 rivets ( 2
inch 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 are made by reaming the existing
threads in the AN 365-624 nuts with an R drill, then tapping them with a 1/8-27 pipe tap.
USE THE FOLLOWING LIST OF MATERIALS TO MAKE THE BALANCER
-1.1 EA BASE 12 X 11 0.190 2024 T3 CLAD ALUMINUM ALLOY

- 2. 2 EA TEE 2.5 X2 X 11 0.190 2024 T4 EXTRUDED ALUMINUM
ALLOY
- 3. 2 EA SIDES 14 X 11 0128 2024 T3 CLAD ALUMINUM ALLOY
-4.2 EA AXLE 0.125 X 10.25 4130 STEEL, NOMALIZED
3 -5. 2 EA NUTS AN 365-624
- 6. 2 EA SPACER 0.50 X 2.25 5052-0 ALUMINUM TUBING
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 • 2 EA BEARINGS SAVE TWO OF EACH SIZE WORN WHEEL BEARINGS
c; FROM PREVIOUS INSPECTIONS.
Q
0 0~ ~
~
5 6 '~r:£.-11 6
7
loJ~ J 4
~
Figure 2-8a. Tire Balancer

1C2
3. The -6 spacers were made from 1/2 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 1-1/2 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 and then 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,
this will be thread 3 inches in from each end of the pipe.
b. Procedure
Balance tires as follows:
1. Mount the tire and tube (if one is used) on the wheels, but do not install the securing bolts.
Install the wheel bearings in the wheels; then, using the -7 bushings, -6 spacers, and -5 nuts,
install the wheel/tire assembly on the -8 pipe. Secure the -5 nuts finger tight so that the wheel
halves touch each other. Be sure the bolt holes are aligned. Insert the -4 axle through the -8
pipe and place the wheel in the center of the balancer. Make sure the axle is only on the
chamfered edges of the balancer and that it is at 90° to the sides of the balancer.
2. Release the tire. If it is out of balance it will rotate, coming to rest with the heaviest point on
the bottom. Tape an ounce patch across the top center of the tire. Rotate the tire 45° and release
it again. If the tire returns to the same position, add a 1 ounce patch and again rotate the tire
and release it. Continue this procedure until the tire is balanced.
3. When balance is attained, put a chalk mark on the sidewall directly below the patch. Use one
mark for each half ounce of weight needed. Mark the valve stem location on the tire and the
opposite wheel half to assure reassembly in the same position. Remove the wheel from the
balance stand, break it down and clean the inside of the tire with toluol. Apply a coat of patch
cement to both the patch and the inside center of the tire in line with the chalk marks. When
the cement has dried, install the patches making certain they are on the centerline of the tire
and aligned with the chalk marks on the sidewall. Burnish the patches to remove trapped air,
etc.
4. When reassembling the wheel, powder the inside of the tire. Mount the tire on the valve side of
the wheel in the same position it was in when it was balanced. Install the other wheel half,
aligning the chalk marks. Install the bolts and tighten to required torque, then inflate the tire to
the pressure specified in Table II-I, and recheck the balance. The wheel should not be more
than one ounce out of balance.

1C3
2-44. POWER PLANT.

2-45. SERVICING POWER PLANT: Regularly check the engine compartment for oil and fuel leaks,
chafing of lines, loose wires and tightness of all parts. For cleaning of the engine compartment, refer to
Paragraph 2-23. Maintenance instructions for the power plant may be found in Section VIII of this
manual and in the appropriate manufacturer’s manuals.
2-46. INDUCTION AIR FILTER.
2-47. REMOVAL OF AIR FILTER: The induction air filter is located on the right side and midway in the
engine compartment, and may be removed by the following procedure:
a. Open the cowling on the right side of the engine.
b. Loosen the four quarter turn fasteners and separate the filter housing.
c. Remove the filter element from its screen housing by removing the four screws.
d. Inspect filter per instructions in Paragraph 2-48.
2-48. SERVICE INSTRUCTIONS (INSPECTION AND REPLACEMENT):
a. The wet-type polyurethane foam air filter must be inspected at least once every 50 hours. Under
extremely adverse operating conditions, it must be inspected more frequently. The maximum filter
life is 100 hours, however, do not hesitate to replace filter if inspection reveals an excessively dirty,
punctured or ruptured filter. Refer to PA-28-151/-161 Parts Catalog for appropriate filter part
number.
b. When returning existing filter element to service, shake filter to remove dirt particles.
c. Inspect filter housing for damage and condition of seal.
d. The filter housing may be cleaned by wiping with a clean cloth soaked in a suitable quick drying
type solvent. When housing is dry, reinstall filter.
2-49. INSTALLATION-OF AIR FILTER: After replacement and/or inspection, install filter element in
screen housing. On PA-28-151 (S/N 28-7415001 through 28-7715314) and PA-28-161 (S/N 28-7716001
through 28-8116074) ensure the two retainers are properly positioned around the filter element
according to Figure 2-9. Also available is a one-piece retainer screen which can replace the two retainer
screen (refer to latest revision of Service Letter 891). The one-piece retainer screen will be installed in
PA-28-161 (S/N 28-8116075 thru 28-8616057, and 2816001 and up) and is mounted to the lower cowl
or housing. Position in place and secure with four quarter turn fasteners.
2-50. PROPELLER.
2-51. SERVICING PROPELLER: The propeller surfaces along with the spinner and back plate should be
cleaned and inspected frequently for nicks, scratches, corrosion and cracks. Minor nicks and scratches
on the propeller may be removed per instructions given in Section VIII. The face of each propeller blade
should be painted when necessary with a flat black paint to retard glare. To prevent corrosion, wipe
surfaces with a light oil or wax.
2-52. FUEL SYSTEM.
2-53. SERVICING FUEL SYSTEM: At intervals of 50 hours or 90 days, whichever comes first, clean the
fuel strainer screen located in the fuel bowl, mounted on the lower left side of the fire wall. There is a
screen in the electric fuel pump, located at the lower left side of the engine compartment, and a screen in
the inlet side of the carburetor.

1C4
PA-28-151 WARRIOR
SIN 28-7415001 THAU 28-7715314
PA-28-161 ,WARRIOR II
SIN 28-7716001 THAU 28-8116074
13
~~ \ 12
11
10
I
\
\
,f !
! '
9
--JJ 7
8
\ 4 5
1. CARBURETOR AIR INTAKE DUCT

2. AIR FILTER BOX SEAL
3. COVER PLATE
4. RETAINER
5. FILTER ELEMENT
6. RETAINER
7. HOUSING
8. AIR FILTER BOX SEAL
9. CARBURETOR AIR FILTER BOX ASSEMBLY
10. SPRING
11. WASHER
12. FASTENER
13. RETAINER, ONE PIECE
Figure 2-9. Induction Air Filter

1C5
Remove and clean the screens in accordance with the instructions outlined in Section IX. Additional
service information may also be found in Section IX. Inspection intervals of the various fuel system
component may be found in Section III.
2-54. FILLING FUEL TANKS. Observe all required precautions for handling gasoline. Fill the fuel tanks
with the fuel as specified in Table II-I. Each fuel tank holds a maximum of 25 U.S. gallons. To obtain the
standard fuel quantity of 36 U.S. gallons total, or 18 gallons per tank, the tanks are filled only to the
bottom of the visual indicator. To obtain the standard plus reserve quantity, the tanks are filled to the top
of the filler neck.
2-55. ANTI-ICING FUEL ADDITIVE. (Refer to the latest revision of Lycoming Service Letter No. L172.)
CAUTION: ASSURE THAT THE ADDITIVE IS DIRECTED INTO FLOWING FUEL STREAM.
THE ADDITIVE FLOW SHOULD START AFTER AND STOP BEFORE THE FUEL
FLOW. DO NOT PERMIT THE CONCENTRATED ADDITIVE TO COME IN
CONTACT WITH THE AIRCRAFT PAINTED SURFACES OR THE INTERIOR
SURFACES OF THE FUEL TANKS.
CAUTION: SOME FUELS HAVE ANTI-ICING ADDITIVES PREBLENDED IN THE FUEL AT THE
REFINERY, SO NO FURTHER BLENDING SHOULD BE PERFORMED.
CAUTION: THIS ADDITIVE SHOULD NOT BE USED AS A REPLACEMENT FOR PREFLIGHT
DRAINING OF THE FUEL SYSTEM DRAINS.
The operation of the aircraft is approved with an anti-icing additive in the fuel. When an anti-icing
additive is used it must meet the specification MIL-DTL-27686, must be uniformly blended with the fuel
while refueling, must not exceed 0.15% by volume of the refueled quantity, and, to ensure its
effectiveness, should be blended at not less than 0.10% by volume. One and one half liquid ozs. per ten
gallon 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.
2-56. DRAINING FUEL VALVE AND STRAINER.
CAUTION: WHEN DRAINING ANY AMOUNT OF FUEL, CARE SHOULD BE TAKEN TO
ENSURE THAT NO FIRE HAZARD EXISTS BEFORE STARTING ENGINE.
a. The fuel strainer, equipped with an easy drain valve is mounted on the lower left side of the fire
wall. The fuel strainer should be drained regularly to check for water or dirt accumulations. (Refer
to Figure 2-10.)
b. The procedure for draining the right and left tanks and lines is to open the easy drain valve for a few
seconds with the fuel tank selector valve on one tank. Then change the fuel selector to the opposite
tank and repeat the process, allowing enough fuel to flow out to clear the fuel line as well as the fuel
strainer.
2-57. DRAINING FUEL SYSTEM. The bulk of the fuel may be drained from the system by opening the
drain valve at the manifold assembly inboard of each fuel tank at the wing root. Push up on the arms of
the drain valve and turn counterclockwise to hold the drain in the open position. The remaining fuel in
the system may be drained through the filter bowl. Any individual tank may be drained by closing the
selector valve and then draining the desired tank.

1C6
A640
1. STRAINER HOUSING
2. SCREEN
3. GASKET
4. STRAINER BOWL
4---
5. BAIL WIRE
6. BAIL ASSEMBLY
5 -----1t-----H"
7. SAFETY WIRE
8. DRAIN VAL VE 6
Figure 2-10. Fuel Strainer
2-58. ELECTRICAL SYSTEM.

2-59. SERVICING ELECTRICAL SYSTEM: Servicing the electrical system involves adding distilled
water to the battery to maintain correct electrolyte level, checking cable connections, and checking for
any spilled electrolyte that would lead to corrosion. (Refer to latest Piper Service Bulletin No. 631.) The
security of all electrical connections should be checked as well as the operation of all lights, general
condition of the alternator and starter. All electrical wires should be inspected for chafing and bare
wires. For detailed information on this system, refer to Section XI of this manual.

1C7
2-60. LUBRICATION.
2-61. OIL SYSTEM (ENGINE).
2-62. SERVICING OIL SYSTEM.
CAUTION: DO NOT INTRODUCE ANY TRADE ADDITIVE TO THE BASIC LUBRICANT
UNLESS RECOMMENDED BY THE ENGINE MANUFACTURER.
The engine oil level should be checked before each flight and changed after each 50 hours of engine
operation or four months. During oil change the oil screen(s) should be removed and cleaned, and when
installed, the oil filter cartridge replaced.
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.
The engine manufacturer does not recommend oils by brand names. Use a quality brand Aviation Grade
Oil of the proper season viscosity. For information on the use of detergent oil, refer to Paragraph 2-68
and/or latest revision of Lycoming Service Instruction Letter No. 1014.
2-63. FILLING OIL SUMP.
The oil sump should normally be filled with oil to the mark on the engine dipstick. The quantity of oil
required for the engines may be found in Table II-I. The specified grade of oil may be found in the
Lubrication Chart, or on the right cowl panel. To service the engine with oil, open the right cowl panel,
and remove the oil filler cap with dipstick.
2-64. 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 engine cowl and open the oil drain valve located on the underside of the engine by
pushing the arms of the drain up and turning counterclockwise. This will hold the drain in the open
position. It is recommended the engine be warmed to operating temperature to ensure complete draining
of the old oil.
2-65. OIL SCREENS (SUCTION).
The oil suction screen, located either on the bottom aft end of the engine sump, installed horizontally, or
forward of the carburetor installed vertically. To remove both types, 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.
2-66. OIL SCREEN (PRESSURE) (IF INSTALLED).
For engines employing an oil pressure screen in lieu of an external full-flow cartridge oil filter, change
the oil and clean the screen each 25 hours time-in-service or each four months, whichever comes first.
The oil pressure screen, located in a housing on the accessory case of the engine, between the magnetos,
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. When reinstalling the screen, it is recommended that a new gasket be used. Ascertain that the
screen fits flush with the base surface of the screen housing. Position housing on mounting pad and
install attachment bolts. Torque bolts within 50 to 70 inch-pounds.

1C8
2-67. OIL FILTER (FULL FLOW).

a. The oil filter element should be replaced after each 50 hours of engine operation or four months;
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.
b. Before discarding the filter element, remove the outer perforated paper cover, and using a sharp
knife, cut through the folds of the element at both ends, close to the metal caps. Then, carefully
unfold the pleated element and 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 particle 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.
c. After the element 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.
2-68. RECOMMENDATIONS FOR CHANGING OIL. (Refer to latest revision of Lycoming Service
Instruction No. 1014 and Lycoming Service Letter No. L185.)
a. In engines that have been operating on straight mineral oil for several hundred hours, a change to
additive oil should be made with a degree of caution, since the cleaning action of some additive 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
additive or compounded oil should be deferred until after the engine is overhauled.
b. When changing from straight mineral oil to compounded oil, the following precautionary steps
should be taken:
1. Do not add additive oil to straight mineral oil. Drain the straight mineral oil from the engine
and fill with additive oil.
2. Do not operate the engine longer than five hours before the first oil change.
3. Check all oil screens for evidence of sludge or plugging and change oil every ten hours if
sludge conditions are evident. Resume normal oil drain periods after sludge conditions
improve.

1C9
2-69. LUBRICATION INSTRUCTIONS.

Proper lubrication procedures are valuable both as a means of prolonging the service life of the airplane
and reducing the frequency of repairs. The periodic application of recommended lubricants to their
relevant bearing surfaces, together with cleanliness, ensures the maximum efficiency and utmost service
life of all moving parts. Instructions regarding the locations, time intervals, and types of lubricant used
are found in the Lubrication Charts. See also Table II-XI, List of Consumable Materials.
Note: If the airplane is inactive for long periods of time, it should be lubricated in accordance with
Lubrication Charts every 90 days.
2-69a. PRECAUTIONS.
To ensure the best possible results from the application of lubricants, observe the following precautions:
CAUTION: MIL-PRF-23827 AND MIL-PRF-81322, CONTAIN CHEMICALS WHICH MAY BE
HARMFUL TO PAINTED SURFACES.
CAUTION: DRY LUBRICANT (I.E. - PTFE BASED MS-122) WILL ATTACK ANY ACRYLIC
BASED PLASTIC (LUCITE), POLYCARBONATES (LEXAN), POLYSTYRENE AND
ITS COPOLYMERS (ABS), AND CELLULOSE ACETATE.
CAUTION: AFTER THOROUGHLY WASHING AIRPLANE, ENSURE LANDING GEAR, FLIGHT
CONTROLS, FLAP TRACKS, STABILATOR TRIM SCREW, AND ENGINE
COMPARTMENT ARE STILL PROPERLY LUBRICATED.
a. Use recommended lubricants. Where general purpose lubricating oil is specified, but unavailable,
clean engine oil may be used.
b. Check components to be lubricated for evidence of excessive wear and replace as required.
c. Remove excess lubricant from components to prevent collecting dirt and sand in quantities capable
of causing excess wear or damage to bearing surfaces.
2-70. APPLICATION OF GREASE.
Before using a grease gun, ensure that gun is filled with new, clean grease of the grade specified for the
particular application.
a. Where a reservoir is not provided around a bearing, apply the lubricant sparingly and wipe off any
excess.
b. 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.
2-71. APPLICATION OF OIL.
Whenever specific lubrication instructions for individual components are not available, observe the
following precautions:
a. Apply oil sparingly, never more than enough to coat the bearing surfaces.
b. Do not oil control cables.

1C10
2-71a. LUBRICATION OF THREADS.

Lubricate all fittings on external lines, including attachment points at engine and other components, with
proper lubricant (specified in Table II-IX).
When applying thread lubricants, proceed as follows:
a. Thoroughly clean threads before applying lubricant.
b. Use thread lubricant sparingly.
c. Apply thread lubricant to male threads only.
d. Lubricate first three threads only on straight fittings.
e. Do not lubricate first two threads on tapered fittings; apply lubricant to next three threads only.
f. Ensure lubricant does not enter fittings or flared areas.
g. Lubricate any fittings going to engine with same fluid going through lines.
2-72. WINTERIZATION PLATE.
For winter operations there is a winterization plate kit available. When the ambient temperature is 50°F
or less the plate is installed on the inlet opening of the oil cooler pleunum chamber.
2-73. LUBRICATION CHARTS. (PIR-35121, Rev. F.)
(PIR-PPS65102-134, Rev. New.)
The lubrication charts consist of individual illustrations for the various aircraft systems. Each component
to be lubricated is indicated by a number, the type of lubricant and the frequency of application. Special
instructions are listed in Table II-X before the lubrication charts.
NOTE: When the average ambient air temperature is approximately at the dividing line, use the lighter oil.
While the specified lubricant should be used if available, lubricants listed in the Lubrication Charts
should all be considered “or equivalent.” Lubricant specifications become problematic over time. Where
a specific product is called out, that manufacturer may go out of business, may be sold, or renamed. The
named product may subsequently be no longer available, or renamed itself. Many lubricant military
specifications have been superceded over the last several years. Accordingly, a cross-reference chart
(Table II-VIII, Lubrication Specification Cross-Reference) is provided for lubricants where specification
or product changes have been identified.

1C11
TABLE II-VIII (Sheet 1 of 2)

LUBRICANT SPECIFICATION CROSS-REFERENCE
Old Spec / Product superceded by New Spec / Product Product Type
MIL-C-16173 MIL-PRF-16173E Corrosion Preventative
Compound, Solvent Cutback,
Cold Application.
MIL-G-3278 MIL-PRF-23827C Grease, Aircraft & Instrument,
Gear and Actuator Screw.
MIL-G-3545 MIL-PRF-81322G Grease, Aircraft, General
Purpose, Wide Temp.
(-54 to 177 Degrees C)
(-65 to 350 Degrees F).
MIL-G-6032 SAE-AMS-G-6032 Grease, Plug Valve,
Gasoline & Oil Resistant.
MIL-G-7711 MIL-PRF-81322G See MIL-PRF-81322G above.
MIL-G-18709 DOD-G-24508 Grease, High Perfomance,
Multipurpose.
MIL-G-23827C MIL-PRF-23827C See MIL-PRF-23827C above.
MIL-G-81322 MIL-PRF-81322G See MIL-PRF-81322G above.
MIL-H-5606 MIL-PRF-5606H Hydraulic Fluid, Petroleum
Base, Aircraft, Missile, and
Ordnance.
MIL-L-6082 SAE J 1966 Oil, Lubricating, Aircraft Piston
Engine (Non-Dispersant
Mineral Oil).
MIL-L-7870 MIL-PRF-7870C Oil, Lubricating, Low Temp.
MIL-L-22851 SAE J 1899 Oil, Lubricating, Aircraft Piston
Engine (Ashless Dispersant).
MIL-L-25567 MIL-PRF-25567 Leak Detection Compound,
Oxygen Systems.
MIL-L-60326 MS-122AD * Dry-Lubricant.
MIL-M-7866 SAE-AMS-M-7866 Molybdenum Disulfide,
Technical, Lubrication Grade.
MIL-S-11031B A-A-59293 Adhesive (Curing),
Sealing Compound
(Polysulfide Base).
MIL-S-22473 ASTM-D-5363 Adhesive, Anaerobic
Single-Component.
MIL-S-8660 SAE-AS-8660 Silicone Compound,
Nato S-736,
(-54 to 204 Degrees C)
(-65 to 400 Degrees F)
MIL-T-5544 SAE-AMS-2518 Thread Compound, Anti-Seize,
Graphite-Petrolatum

1C12
TABLE II-VIII (Sheet 2 of 2)

LUBRICANT SPECIFICATION CROSS-REFERENCE
Old Spec / Product superceded by New Spec / Product Product Type
MIL-T-27730 A-A-58092 Tape, Anti-Seize,
Polytetrafluoroethylene
MS-122 * MS-122AD * Dry-Lubricant
MS-122-6075 * MS-122AD * Dry-Lubricant
Parker O-Ring Lube * Parker O-LUBE * O-Ring Lubricant
Parker 6PB * or 6PB Parker * MIL-PRF-907E (aka Kopr-Kote *) Anti-Seize Thread Compound,
High Temp.
(up to 566 Degrees C )
(up to 1050 Degrees F)
TT-A-580 (JAN-A-669) TT-A-580 (TT-S-1732) Sealing Compound, Pipe Joint
and Thread, Lead Free,
General Purpose.
* Product Nomenclature

1C13
TABLE II-IX. THREAD LUBRICANTS
Line Lubricant
WARNING: DO NOT PERMIT SAE-AMS-2518 ANTI-SEIZE COMPOUND TO ENTER
SYSTEM. APPLY TO FITTING THREADS ONLY.
Air Conditioning Refrigerant SAE-AMS-2518, Anti-Seize, Compound, Graphite Petrolatum
Brakes MIL-PRF-5606
Fuel SAE-AMS-2518, Anti-Seize, Compound, Graphite Petrolatum
Landing Gear Air Valve MIL-PRF-907E, Anti-Seize, Thread Compound,
High Temperature
Oil SAE-AMS-G-6032, Grease
(Gasoline and Oil Resistant)
Pitot and Static TT-A-580 (TT-S-1732). Anti-Seize Compound
CAUTION: LUBRICATE ENGINE FITTINGS ONLY WITH THE FLUID CONTAINED IN THE
PARTICULAR LINE.

1C14
TABLE II-X. SPECIAL INSTRUCTIONS
1. BEARINGS AND BUSHINGS - Clean exterior with a quick drying solvent before lubricating.
2. LUBRICATION POINTS - Wipe all lubrication points clean of old grease, oil, dirt, etc., before
lubricating.
3. WHEEL BEARINGS - Disassemble and clean with a quick drying solvent. Ascertain that grease is
packed between the roller and cone. Do not pack grease in wheel housing. Wheel bearings require
cleaning and repacking after exposure to any abnormal quantity of water.
4. OLEO STRUTS AND BRAKE RESERVOIR - Fill per instructions on unit or container, or refer to
applicable section in this manual.
5. DOOR SEALS - Apply release agent/dry lubricant to door seals at least once a month to improve
sealing characteristics and to prevent the seal from sticking.
6. CONTROL CABLES - Do not oil control cables. Grease control cables where they pass over a pulley
or through a fairlead.
7. AIR FILTER - To clean filter, tap gently to remove dirt particles. Do not blow out with compressed air
or use oil. Replace filter if excessively contaminated, damaged, or punctured.
8. OIL AND FILTER - Lycoming recommends changing the oil and filter every 50 hours or four months,
whichever comes first. Intervals between oil changes can be increased as much as 100% on engines
equipped with full-flow (cartridge-type) oil filters, provided the specified octane fuel is used and the
filter replaced each 50 hours of operation. 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.
9. See the latest revision of Lycoming Service Instructions No. 1014 for use of detergent oil.
10. O-RING, CONTROL WHEEL SHAFT BUSHING - Disassemble the retainer plates and lubricate the
O-ring around the control wheel shaft bushing as required. Ensure thick retainer plate is reassembled
with slot up.
11. Not used
12. AIR CONDITIONING CONDENSER DOOR ACTUATING TRANSMISSION - Transmission to be
1/2 full of grease. Apply grease during assembly and lubricate transmission ball nut and screw with
MIL-PRF-23827 grease.
13. AILERON HINGES - Aileron hinges with teflon sleeves should NOT be lubricated. Aileron hinges
without teflon sleeves should first be cleaned with a dry type solvent then lubricated with MIL-PRF-
7870.
14. ALTERNATOR IDLER PULLEY BEARING - Lubricate bearing by removing front grease seal.
15. BUNGEE - Lubricate springs if bungee is disassembled.

1C15
COMPONENT LUBRICANT FREQUENCY

1. OLEO STRUT FILLER POINT (See Spec. Instr. 4) MIL-PRF-5606 AS REQUIRED
2. UPPER TORQUE LINK BEARING (See Spec. Instr. 1) MIL-PRF-23827 100 HRS
3. TORQUE LINK BUSHING (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
4. TORQUE LINK CONNECTING BUSHING (See Spec. Instr. 1) MIL-PRF-23827 100 HRS
5. MAIN GEAR WHEEL BEARINGS (See Spec. Instr. 3) MOBIL-GREASE 28
MIL-PRF-81322E 100 HRS
6. EXPOSED OLEO STRUT (See Spec. Instr. 2) DRY LUBRICANT
MS-122AD 100 HRS
7. BRAKE RESERVOIR (See Spec. Instr. 4) MIL-PRF-5606 100 HRS
NOTES:
1. PA-28-151 (S/N's 28-7415001
THRU 28-7615435.
2. PA-28-151 (S/N's 28-7715001
THRU 28-7715314), AND
PA-28-161 (S/N's 7716002 AND UP).
Figure 2-11. Lubrication Chart (Landing Gear, Main)

1C16

1. OLEO STRUT FILLER POINT (See Spec. Instr. 4) MIL-PRF-5606 as required
2. STEERING BELLCRANK PIVOT POINT (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
3. SHIMMY DAMPENER PIVOT POINT (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
4. TORQUE LINK ASSEMBLY (See Spec. Instr. 2) MIL-PRF-7870 100 HRS
5. NOSE WHEEL BEARINGS (See Spec. Instr. 3) MOBIL-GREASE 28
MIL-PRF-81322E 100 HRS
6. NOSE GEAR STEERING ROD END BEARINGS (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
7. BUNGEE SEAL (1974 models and up) PARKER O-LUBE
(See Spec. Instr. 15) 100 HRS
8. EXPOSED OLEO STRUT (See Spec. Instr. 2) DRY LUBRICANT
MS-122AD 100 HRS
Figure 2-12. Lubrication Chart (Landing Gear, Nose)

1C17

1. AILERON HINGE PINS (See Spec. Instr. 1 and 13) MIL-PRF-7870 100 HRS
2. FLAP HINGE BEARINGS (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
3. STABILATOR HINGE PINS (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
4. RUDDER HINGE BEARINGS (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
5. CONTROL CABLE PULLEYS (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
6. TRIM CONTROL WHEEL OR OVERHEAD CRANK
(See Spec. Instr. 1 and Caution) MIL-PRF-7870 100 HRS
7. O-RING, CONTROL SHAFT BUSHING PARKER O-LUBE
(See Spec. Instr. 10 and Caution) AS REQUIRED
8. TEE BAR PIVOT POINT (See Spec. Instr. 1 and Caution) MIL-PRF-7870 100 HRS
9. CONTROL COLUMN CHAIN (See Spec. Instr. 2 and Caution) MIL-PRF-7870 500 HRS
10. CONTROL COLUMN FLEX JOINTS AND SPROCKET
(See Spec. Instr. 2 and Caution) MIL-PRF-7870 100 HRS
11. STABILATOR CONTROL (See Spec. Instr. 1 and Caution) MIL-PRF-7870 100 HRS
12. CONTROL T-BAR DOUBLE SPROCKET SHAFT
(S/N’s 28-1 thru 28-971 only) (See Spec. Instr. 1 and Caution) MIL-PRF-7870 50 HRS
13. AILERON, STABILATOR, AND RUDDER CONTROL CABLES,
AND STABILATOR TRIM CABLES (See Spec. Instr. 2 & 6) AEROSHELL 33 /
( Not Shown ) MIL-PRF-23827 100 HRS
CAUTION: DO NOT LUBRICATE CONTROL WHEEL SHAFT OR BUSHING. CLEAN ONLY USING ALCOHOL OR OTHER
SUITABLE SOLVENT.
CAUTION: DO NOT OVER-LUBRICATE COCKPIT CONTROLS.
(TYPICAL)
SKETCH A
Figure 2-13. Lubrication Chart (Control System, Aileron)

1C18

1. FLAP TORQUE TUBE BEARING BLOCKS (See Spec. Instr. 2) MIL-PRF-7870 100 HRS
2. FLAP CONTROL ROD END BEARINGS (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
3. FLAP HANDLE PIVOT POINT, LOCK MECHANISM
AND TURNBUCKLE END MIL-PRF-7870 100 HRS
4. FLAP RETURN AND TENSION CHAINS MIL-PRF-7870 500 HRS
5. AILERON BELLCRANK pivot points (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
6. AILERON CONTROL ROD END BEARINGS (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
7. AILERON BELLCRANK cable ends (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
8. FLAP CABLE (See Spec. Instr. 2 & 6) AEROSHELL 33
MIL-PRF-23827 100 HRS
CAUTION: DO NOT OVER-LUBRICATE COCKPIT CONTROLS.
SKETCH A SKETCH B
Figure 2-14. Lubrication Chart (Control System, Flap)

1C19

1. RUDDER TUBE BEARING BLOCKS (See Spec. Instr. 2) DRY LUBRICANT
MS-122AD 100 HRS
2. TOE BRAKE CYLINDER ATTACHMENTS (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
3. RUDDER TUBE CONNECTIONS (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
4. BRAKE ROD ENDS (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
5. RUDDER BEARINGS (See Spec. Instr. 2) DRY LUBRICANT
MS-122AD 100 HRS
Figure 2-15. Lubrication Chart (Control System, Rudder)

1C20

1. RUDDER ARM CABLE ENDS (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
2. STABILATOR TRIM SCREW (See Spec. Instr. 2) LUBRIPLATE #907 100 HRS
3. STABILATOR SCREW/TAB LINKS (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
4. STABILATOR HINGE POINTS (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
5. RUDDER TRIM ASSEMBLY (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
SKETCH A SKETCH B
Figure 2-16. Lubrication Chart (Control System, Rudder Trim)

1C21

1. DOOR HINGES (See Spec. Instr. 2) MIL-PRF-7870 100 HRS
2. DOOR SEALS (See Spec. Instr. 5) DRY LUBRICANT
MS-122AD 50 HRS
3. DOOR LATCH MECHANISMS (See Spec. Instr. 2) MIL-PRF-7870 500 HRS
4. SEAT TRACK ROLLERS, STOP PINS AND REAR SEAT
LEG RETAINER (CLIP AND CAM) (See Spec. Instr. 2) LUBRIPLATE #907 100 HRS
Figure 2-17. Lubrication Chart (Cabin Door, Baggage Door and Seats)

1C22

1. ENGINE SUMP Air Temperature MIL-PRF-6082 MIL-PRF-22851 50 HRS
LUBRICATING OIL, or SAE J 1966 or SAE J 1899
AIRCRAFT RECIPROCATING (Ashless Dispersant)
ENGINE (PISTON) All SAE 15W50 or 20W50
Above 80°F (26.67°C) SAE 60 SAE 60
(See Spec. Instr. 8 and 9) Above 60°F (15.55°C) SAE 50 SAE 40 or SAE 50
30° TO 90°F (-1.11° to 32.22°C) SAE 40 SAE 40
0° TO 70°F (-17.77° to 21.11°C) SAE 30 SAE 30,40,20W40
0° TO 90°F (-17.77° TO 32.22°C) SAE20W50 SAE20W50, 15W50
Below 10°F (-12.22°C) SAE 20 SAE 30,20W30
2. CARTRIDGE TYPE OIL FILTER (See Spec. Instr. 8) 50 HRS
3. AIR FILTERS (See Spec. Instr. 7) 50 HRS
4. ENGINE CONTROL AND ENVIRONMENTAL
CONTROL PIVOT POINTS (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
5. FRESH AIR VENT SHAFTS (See Spec. Instr. 2) MIL-PRF-7711 500 HRS
6. ALTERNATOR AND COMPRESSOR IDLER PULLEY BEARINGS MIL-PRF-81322 100 HRS
(IF INSTALLED) (See Spec. Instr. 2 and 14)
5 1 4
Figure 2-18. Lubrication Chart (Power Plant and Control Pivot Points)

1C23

1. CONDENSER HINGE AND ACTUATORS (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
2. CONDENSER DOOR ACTUATING TRANSMISSION MIL-PRF-23827 500 HRS
(See Spec. Instr. 2 and 17)
3. ALTERNATOR AND COMPRESSOR IDLER PULLEY BEARINGS MIL-PRF-81322 100 HRS
(IF INSTALLED) (See Spec. Instr. 2 and 14)
/: [·U). .
' ,
' ... - ~ \'
\./
Figure 2-19. Lubrication Chart (Optional Air Conditioning Condenser and Compressor)
PA-161, S/N’s 7716002 thru 28-8616057 and 2816001 thru 2816109

1C24
TABLE II-XI. LIST OF CONSUMABLE MATERIALS
MATERIAL SPECIFICATION PRODUCT VENDOR

ABS-Solvent/ Solarite, #11 Series Solar Compounds Corp.
Cements
Adhesive EC 801 Minnesota Mining and
EC 807 Manufacturing
EC 1357 Adhesive Coating and
Scotch Grip 210 Sealers Division
(Rubber Adhesive)
Anti-Galling MIL-A-907 Ease-Off Taxacone Company
Solution
Anti-Seize Compound SAE-AMS-2518 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”
Cleaner and Polish, P-P-560 Part Number 403D Permatex Co., Inc.
Plexiglas Kansas City, Kansas
66115
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

Compound, Mirror Glaze Mirror Bright Polish
Polishing Co., Incorporated
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
Dry Lubricant MS-122AD Miller-Stephenson
Gasket Cement Permatex No. 2 Permatex Company, Inc.
Grease, Actuator 2196-74-1 Dukes Astronautics Co.

1C25
TABLE II-XI. LIST OF CONSUMABLE MATERIALS (cont.)

Grease, Aircraft MIL-PRF-23827 Supermil Grease Amoco
and Instrument, (See Note at end.) No. A72832
Gear and Actuator
Screw B.P. Aero Grease 31B B.P. Trading Limited
(-73°C to +121°C)
(-100°F to +250°F) Castrolease A1 Burmah-Castrol LTD.
1916 Uni-Temp California Texas Oil
Grease Corporation
Mobil Grease 27 Mobil Oil Corporation
Royco 27A Royal Lubricants Co.
Royco 78
Aeroshell Grease 7 Shell Oil Company
Aeroshell Grease 7A
L-1212 Sinclair Refining Co.
RR-28 Socony Mobil Oil Co.
5114 E.P. Grease Standard Oil of Calif.
AV55
RPM Aviation Grease Standard Oil of Calif.
5, Supermil Grease
No. 8723
Low-Temp. Grease E.P. Texaco Incorporated
Unitemp E.P.
Grease Ball and DOD-G-24508 Regal ASB-2 Formula Texaco Incorporated
Roller Bearing TG-10293
Andok B Exxon Company, U.S.A.
Code 1-20481, Darina Shell Oil Company
Grease 1 XSG-6213
Code 71-501, Darina
Grease 2 XSG-6152
Code 71-502, Alvania
Grease 2 XSG-6151
Code 71-012, Cyprina
Grease 3 XSG-6280
Code 71-003

1C26

Grease, General MIL-PRF-81322E Mobil Grease 28 Mobil Oil Corporation
Purpose Wide
Temperature Royco 22 Royal Lubricants Co.
(-54°C to +177°C) Aeroshell No. 6 Shell Oil Company
(-65°F to +350°F) Aeroshell No. 22
Grease, High MIL-PRF-81322E Mobil Grease 28 Mobil Oil Corporation
Temperature
Royco 45A Royal Lubricants Co.
Shellaire Grease HT Shell Oil Company
Aeroshell Grease 5
L-1231 Sinclair Refining
Company
Grease, Aircraft MIL-PRF-81322E Royco 11 Royal Lubricants Co.
General Purpose
Aeroshell Grease 6 Shell Oil Company
PED 3040 Standard Oil of Calif.
Regal AFB2 Regal Texaco Incorporated
Starfak Premium
Grease, Lubricating, MIL-G-21164 Aeroshell Grease Shell Oil Company
Molybdenum No. 17
Disulfide, Low and
High Temperature Royco 64C Royal Lubricants Co.
Castrolease MSA (c) Burmah Castrol LTD.
Grease, Plug Valve, SAE-AMS-G-6032 Royco 32 Royal Lubricant Co.
Gasoline and
Oil Resistant Castrolease PV Burmah Castrol LTD.
Parker Fuel Lube 44 Parker Seal Company
B.P. Aero Grease 32 B.P. Trading Limited
L-237 Lehigh Tenneco
Chemicals Co., Inc.
Rockwell 950 Rockwell International
Grease, Waterproof, Lubriplate LUBRIPLATE
High and Low Lubricants Company
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.

1D1

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
Aeroshell Fluid 4, Shell Oil Company
SL-7694
Aero HF Mobil Oil Corporation
Isopropyl Alcohol Fed. Spec. TT-I-735 Local Supplier
Isocryl Tape (PMS-C1012-2) Schnee Moorehead
Chemicals, Incorporated
Kevlar Kevlar Kevlar Special Products
Loctite ASTM-D-5363 Loctite 290 Loctite Corporation
(Red)
Loctite 222
(Brown)
Lubricant, O-Rings Parker O-Lube Parker Hannifin Corp.
Methylethylketone Fed. Spec. TT-M-261 Local Supplier
Molybdenum SAE-AMS-M-7866 Molykote-Type G Dow Corning Corp.
Disulfide (Paste)
Molykote - Type 2
(Powder)
Oil, Air Conditioner, R12 Frigidaire #525 Virginia Chemical
Suniso #5 Sun Oil Company of
Pennsylvania
Texaco Capilla "E" Texaco Incorporated
Oil, Air Conditioner, Piper P/N 923-384 PAG-21941
HFC-134a

1D2

Oil Lubricating, MIL-PFR-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
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.
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
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

1D3

Sealant, Fuel * ERL-2795, Epoxy
Tank Sealing (cont.) 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
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

1D4

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. 510 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.

1D5
TABLE II-XII. (Sheet 1 of 3)

VENDOR CONTACT INFORMATION
A Corrosion Reaction H
Consultants, Inc.
American Gas and H. S. Bancroft Corp.
Limekin Pike
Chemical Co. LTD One Rockhill
Dresher, PA 19025
220 Pegasus Avenue Industrial Park
Northvale, NJ 07647 D Cherry Hill, NJ 08003
201-767-7300 609-854-8000
Deft, Inc.
Amoco Oil Co. 17451 Von Karman Ave. J
200 E. Randolph Drive Irvine, CA 92614
Jet Lube, Inc.
Chicago, IL 60601 800-544-3338
P.O. Box 21258
312-856-5111 www.deftfinishes.com/
Houston, TX 77226-1258
Armite Laboratories Dextrex Chemical PH: 800-538-5823
1845-49 Randolph Street P. O. Box 501 www.jetlube.com
Los Angeles, CA 90001 Detroit, MI 48232
Johnson & Johnson, Inc.
213-587-7744
Dow Corning Corporation Permacel Division
Akzo Nobel Aerospace Coatings Alpha Molykote Plant 501 George Street
East Water Street 64 Harvard Avenue New Brunswick, NJ 08901
Waukegan, IL 60085 Stanford, CT 06902 201-524-0400
847-625-3340
Dukes Astronautics Co. K
www.anac.com/
7866 Deering Avenue
Kevlar Special Products
B Canoga Park, CA 91304
E.I. DuPont de Nemours & Co.,
BP Trading Limited DuPont Company (Inc.)
Moore Lane Finishes Div. Textile Fibers Department
Brittanic House DuPont Building Centre Road Building
London E.C. 2 Wilmington, DE 19898 Wilmington, DE 19898
England 302-774-1000 302-999-3156
Bray Oil Company E L
1925 N. Marianna Avenue
Exxon Oil Company Lehigh - Tenneco Chem. Co., Inc.
Los Angeles, CA 98103
1251 Avenue of the Americas Chestertown, MD 21620
213-268-6171
New York, NY 10020 301-778-1991
Burmah - Castrol Inc. 212-398-3093
Loctite Corporation
30 Executive Avenue
F 777 N. Mountain Road
Edison, NJ 08817
Newington, CT 06111
201-287-3140 Fel-Pro Incorporated
800-243-8160
7450 N. McCormick Blvd.
C In CT 800-842-0225
Box C1103
California Texas Oil Corp., Skokie, IL 60076 LPS Laboratories
380 Madison Avenue 312-761-4500 4647 Hugh Howell Rd.
New York, NY 10017 Tucker, GA 30084
G
800-241-8334
Caltex Oil Products Co.
General Electric Co. www.lpslabs.com/
New York, NY 10020
Silicone Products Dept.
LUBRIPLATE Lubricants Co.
CEE BEE Chemical Co. Waterford, NY 12188
129 Lockwood St.
9520 E. CEE BEE Drive 518-237-3330
Newark, NJ 07105
Box 400
800-733-4755
Downey, CA 92041
www.lubriplate.com

1D6

M PPG Aerospace PRC-DeSoto Solar Compounds Corp.

11601 United Street 1201 W. Blancke Street
Miller-Stephenson
Mojave, California 93501 Linden, NJ 07036
George Washington Hwy.
661-824-4532 201-862-2813
Danbury, CT 06810
818-549-7999
203-743-4447 Standard Oil of California
http://corporateportal.ppg.com/na/
www.miller-stephenson.com 225 Bush Street
aerospace/
San Francisco, CA 94104
Minnesota Mining and MFG
R 415-894-7700
3M Center
St. Paul, MN 55144 Radiator Specialty Co. Sun Oil Company of Penna
612-733-1110 P.O. Box 34689 5 Penn Center Plaza
Charlotte, NC 28234 Philadelphia, PA 19103
Mirror Bright Polish Co., Inc.
704-377-6555 215-972-2000
Irvine Industrial Complex
P.O. Box 17177 Ram Chemicals T
Irvin, CA 92713 201 E. Alondra Blvd.
Taxacone Company
714-557-9200 Gardena, CA 90248
P.O. Box 10823 TR
213-321-0710
Mobil Oil Corporation Dallas, TX 75208
150 E. 42nd Street Rockwell International
Texaco, Inc.
New York, NY 10017 600 Grant Street
2000 Westchester Avenue
212-883-4242 Pittsburgh, PA 15219
White Plains, NY 10650
412-565-2000
Morton Inc. 914-253-4000
7341 Anacona Ave Royal Lubricants Company
Turco Products Inc.
Garden Grove, CA 92641 Anderol, Inc
24600 S. Main Street
724-373-2837 E. Hanover, NJ 07936
Box 6200
Fax 724-373-1913 973-887-7410
Carson, CA 90749
N S 213-835-8211
Norton Tape Division Schnee-Moorhead, Inc. U
Department 6610 111 North Nursery Road
U.S. Gulf Corp.
Troy, NY 12181 Irving, TX 75060
P.O. Box 233
518-273-0100 972-438-9111
Stoney Brook, NY 11790
www.trustsm.com
P 212-683-9221
Shamban W.S. and Co.
Parker Hannifin Corp. Unelko Corporation
1857 Centinela Avenue
O-Ring Division 727 E. 110th Street
Santa Monica, CA 90404
2360 Palumbo Drive Chicago, IL 60628
213-397-2195
Lexington, KY 40509
Union Carbide; Plastic Div.
859-269-2351 Shell Oil Company
270 Park Avenue
www.parker.com 909 Fannin St STE 700
New York, NY 10017
Houston TX 77010-1016
Parker Seal Company 212-551-3763
713-220-6697
17325 Euclid Avenue
V
Cleveland, OH 44112 Sinclair Refining Co.
216-531-3000 600 Fifth Avenue Virginia Chemical
New York, NY 10020 3340 W. Norfolk Rd.
Permatex Co., Inc.
Portsmouth, VA 23703
P.O. Box 11915 Socony Mobil Oil Co.
703-484-5000
Newington, CT 06111 Washington 5, DC 20005
203-527-5211

1D7

W
WECHEM, INC.
5734 Susitna Drive
Harahan, LA 70123
800-426-0512
504-733-2218
www.wechem.com
Wooster Products, Inc.
1000 Spruce Street
Wooster, OH 44691
800-321-4936
In OH 216-264-2844

1D8
2-74. 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: 1) a direct chemical attack (ex. spilled
battery acid); and, 2) 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.
2-75. FORM OF CORROSION: The following are the most common forms of corrosion:
a. 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.
b. 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 fluid resistant, epoxy primer on each surface; plus, if one of the
surfaces is magnesium, a 0.003 inch thick piece of vinyl tape).
c. Intergranular Corrosion is difficult to detect in its early stages. When severe, it causes the surface of
the metal to exfoliate (flake or lift).
d. 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.
e. Fretting Corrosion takes place when two parts rub together, constantly exposing fresh active metal
to the corrosive effects of the atmosphere.
f. Filiform Corrosion is the appearance of numerous meandering thread like filaments of corrosion on
the surface of various types of metal.
2-76. CONDITIONS AFFECTING CORROSION: Some conditions which affect the occurrence of
corrosion are:
a. The environmental conditions affect the corrosion characteristics. A hot, humid climate increases
corrosion. One of the worst conditions would be allowing the aircraft to be constantly exposed to
the corrosive elements found near the ocean.
b. Different metals and their sizes affect resistance to corrosion. The foreign materials which most
frequently contribute to corrosion are:
1. Soil and atmospheric dust.
2. Oil, grease and exhaust residues.
3. Salt water and salt moisture condensation.
4. Spilled battery acids and caustic cleaning solution.
5. Welding, brazing and soldering flux residue.
A clean aircraft will resist corrosion better than a dirty one. Cleaning frequency depends on several
factors (such as geographical location, type of operation, etc.). Soil should be removed as soon as
possible, especially when it is on a high temperature area.
After cleaning, ensure that no cleaning solution remains in any holes, crevices or joints, as it may lead to
increased corrosion. Also, all exposed areas (landing gear, flap tracks, control surface, hinge parts, etc.)
should be lubricated after cleaning.

1D9
2-77. INSPECTION: Corrosion should be inspected for at every inspection. In trouble areas, the inspection
frequency should be increased.
In addition to routine inspections:
a. Aircraft operating around a marine environment should be given special checks on a weekly basis.
b. Aircraft operating in semi-acid condition should be inspected monthly.
c. Inspections for corrosion should be performed by personnel familiar with corrosive problems and
their remedies as follows:
1. Daily and preflight inspections should include the engine frontal areas, all intake vents, engine
compartment, gaps, seams, and faying surfaces in the exterior skins, wheel and wheel well
areas, battery compartments, fuel cell and all other drains, and any bilge areas not requiring
extensive removal of inspection access covers.
2. Detailed inspection should include the above referenced areas along with areas requiring
removal of screw attached inspection plates and panels to thoroughly inspect the internal
cavities of the aircraft.
d. During inspection remember that paint tends to hide corrosion in its initial stages. However, the
results of corrosion can sometimes be seen as blisters, flakes, chips and other irregularities in the
paint.
2-78. CORROSION REMOVAL AND CONTROL: Corrosion cannot be prevented or eliminated on
aircraft; it can only be reduced to an acceptable level by proper control methods.
CAUTION: REMOVAL OF SEVERE CORROSION MAY BE DEEMED AS A MAJOR REPAIR.
THE REPAIR MUST BE APPROVED BY THE FAA UPON COMPLETION.
All corrosion products must be removed prior to refinishing. If they are not removed, corrosion will
begin again, even though the affected area is refinished.
Before beginning any rework:
a. Position the airplane in a wash rack or provide some type of washing apparatus for rinsing of all
surfaces.
b. Connect a static ground line to the airplane.
c. Remove the airplane battery if required.
d. Protect the pitot-static ports, engine openings airscoops, louvers, wheels, tires and other portions of
the airplane from moisture and chemical brightening agents.
e. Protect the surfaces next to the rework areas from chemical paint strippers, corrosion removal
agents and surface treatment materials.
An evaluation of the corrosion damage is necessary to determine the type and extent of repairs required.
The following are general guidelines:
a. Light Corrosion: discoloration or pitting normally removed by light hand sanding or a small amount
of chemical treatment.
b. Moderate Corrosion: similar to light corrosion except there could be some blistering or evidence of
sealing and flaking; removed by extensive hand sanding or mechanical sanding.
c. Severe Corrosion: similar to moderate corrosion with severe blistering, exfoliation, sealing and/or
flaking; normally removed by extensive mechanical sanding or grinding.

1D10
There are several methods for removing corrosion; chemical treatment; hand sanding with abrasive paper
or metal wool; and, mechanical sanding or buffing with abrasive mats or grinding wheels. The method
selected depends on the type and extent of the corrosion.
Depressions resulting from rework must be faired into the surrounding surface.
The depth of materials removed should not exceed the safe limits.
Reprotecting the surface after corrosion removal is very important. It should be done as soon as the
repair work is finished. The surface should be protected in the same manner as the original surface was
protected unless the manufacturer recommends some other procedure or protective coating.
TABLE II-XIII. 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 (highly susceptible White powdery snow-like Mechanical polishing or

to corrosion) mounds and white spots brushing for a smooth finish
Cadmium (plating) White to brown to black mott Mechanical removal of

ling of surface (plating is corrosion is limited to metal
still protecting until iron surfaces from which cadmium
appears) has been depleted
Chromium (plating) May pit in chloride environment Polishing and buffing

(1)
Red rust generally shows on bolts, nuts, and other aircraft hardware. Rust in these areas is generally
not dangerous. 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 corro-
sion 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.

1D11
2-79. AREAS PRONE TO CORROSION. Certain areas are more prone to corrosion than others. The
following list is intended to be a general guide to areas where corrosion is frequently found:
a. Areas around steel fasteners are susceptible to corrosion. The paint on these areas cracks which
allows moisture to seep in and corrode the under-lying metal. Each time the fastener is removed, it
should be coated with zinc chromate (or equivalent) before reinstallation. The paint should be wet
when fasteners are installed.
b. Fluids tend to seep into faying surfaces, seams and joints due to capillary action. The effect of this
type of intrusion is usually detectable by irregularities in the skin’s surface.
c. 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.
d. Areas which are exposed to exhaust gases may have their finish damaged by deposits. These
deposits may result in an aggressive attack on the metal by corrosion. Heat from the exhaust may
also blister or otherwise damage the paint. Gaps, seams, hinges and fairings are some places where
exhaust gas deposits may be trapped and not reached by normal cleaning methods.
e. The wheel well and landing gear are the most exposed parts of the aircraft. Due to the complexity
of its shape, maintaining a protective coverage is difficult. The especially troublesome areas are:
magnesium wheels, around bolt threads, lugs and wheel well areas; exposed rigid tubing, B-nuts,
ferrules: under clamps and tubing identification tape; exposed position indicator switches and other
electrical equipment; crevices between stiffeners, ribs and lower skin surfaces.
f. Flaps, flight control slots and equipment installed in these areas may corrode unnoticed unless a
careful surveillance is maintained.
g. 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.
h. Hinges (piano hinges especially) are extremely vulnerable to corrosion due to the wearing away of
their protective coating and their being a natural trap for dirt, salt and moisture.
i. Control cables may have bare spots in their preservative coating which could lead to corrosion.
Cables having external corrosion should be checked for internal corrosion. If internal corrosion is
present, replace the cable. If only external corrosion is present, remove corrosion with a wire brush
and recoat cable with preservative.
j. Any area where water may be trapped is a trouble spot for corrosion. Drain holes should be checked
and cleaned regularly.
k. Battery compartment and vent openings are particularly prone to corrosion due to spilled
electrolyte. Fumes from overheated battery electrolyte will spread to adjacent areas and cause rapid
corrosion of unprotected surfaces. Frequent cleaning and neutralization of deposits will minimize
corrosion from this cause.
l. Due to magnesium parts being prone to corrosion, special attention should be given to their surface
treatment, proper insulation (due to dissimilar metal corrosion) and paint coatings.
m. Electrical components and connectors should be checked. Their inspection frequency should be
based on their operational environment and past trouble with them.

1D12
n. Skin joints and layovers are two areas which may contain moisture. Corrosion in these areas may
go unnoticed unless particular attention is paid to them during inspection.
o. Hoses having an internal wire braid which are located in a position where they are frequently water
soaked need a protective treatment.
p. Drilled holes and the trimmed end of sandwich panels should be protected. An inhibitor solution
and/or sealant application is recommended. Any gaps or cavities which allow dirt or moisture to
enter should be filled with a sealant.
2-80. REPAINTING: If it becomes necessary or desirable to repaint the aircraft, the following procedures
will apply:
NOTE: Solvent resistant masking tapes are authorized for use.
NOTE: Masking tapes should be removed as soon as practicable after finish application.
a. Mask all glass and areas not to be painted.
NOTE: Solvent may be applied by dipping, spraying or mopping.
b. Clean all surfaces with a suitable cleaning solvent to remove dirt, grease and oils.
c. If the metal surface has been stripped, prime with an aircraft quality primer according to
instructions for appropriate finish.
d. If the previous coating has not been stripped or removed thoroughly, wet or dry sand the previous
coating with 400 to 600 grit “wet or dry” abrasive paper.
e. Thoroughly wash the sanded area with a suitable cleaning solvent and wipe dry with clean rags or
other suitable materials free of lint and silicones.
f. Repaint with desired color according to instructions.
2-81. PRODUCT LISTING FOR URETHANE ENAMEL AIRCRAFT FINISH (OPTIONAL FINISH):
a. Prime Coat:
Use compatible primer
Primer 825S
Primer Catalyst 826S
Primer Reducer 3602S
b. Color Coat:
DuPont Baron Urethane Enamel (Selective)
Color Catalyst 192S
Color Reducer Y8485S
Accelerator 189S
Additive 259S
c. Suggested Solvents:
Safety Solvent per MIL-S-18718
Sherwin Williams Lacquer Thinner R7KC120
Glidden Thinner No. 207

1D13
2-82. Not Used

2-83. PREPARATION AND APPLICATION OF DUPONT IMRON URETHANE ENAMEL:
a. MIXING RATIO: Three parts enamel with one part activator 192S. Thin with approximately one
part reducer Y8485S.
NOTE: For each gallon of the above mixture, add and mix in four ounces of accelerator 189S, and
two to four ounces per gallon (as required to prevent craters, surface imperfections, etc.) of
additive 259S.
b. APPLICATION: Two wet coats of the enamel. The first coat shall be allowed to flash dry for ten
minutes minimum prior to application of the second coat. The enamel shall be forced dried at 100°
± 5°F for 90 minutes minimum after the second coat.
c. DRY FILM THICKNESS: Of the combined coatings shall be 0.0018 to 0.0022 inch.
2-84. PRODUCT LISTING FOR RANDOLPH PAINT FINISH:
a. Prime Coat:
Use Fluid Resistant Epoxy Primer.
b. Color Coat:
Randolph Paints B5420/D7784
Thinner B5408A
Solvent P6737
c. Suggested Solvents:
2-85. Not Used

1D14
2-86. FINISH PAINTING WITH RANDOLPH PAINT (B5420/D7784).

a. MIXING RATIO: When Randolph B5420 is sprayed it should be thinned for proper spraying
results for either hot or cold spray. Randolph D7784 is prethinned, but may be thinned if required.
b. APPLICATION: May be hot or cold sprayed.
c. DRY FILM THICKNESS: Desirable finish varies from 0.00175 to 0.003 inch dry film thickness.
2-87. REPAIRS. Removal of spots, sags, curtains, overspray and other blemishes which appear in the
finished paint film can be removed by the most suitable of the following methods:
a. Remove the blemish using 400 to 600 grit “wet or dry” abrasive paper. Clean and dry thoroughly. If
necessary, spray with the paint manufacturer’s recommended thinner or thinned finish to blend.
b. Undried overspray may be leveled by spraying with a light coat of paint manufacturer’s
recommended thinner.
c. Dried overspray may be dissolved by spraying with Randolph BS408A thinner or P6737 solvent.
d. Rub with a fine grit rubbing compound manufactured for use on automotive finishes. Types
containing wax shall not be used unless the wax is removed using a suitable solvent such as
gasoline, turpentine, or soap solution. Water soluble types are preferred. After rubbing, spray with
the paint manufacturer’s thinner or thinned finish to blend, if required.

1D15
2-88. CHERRYLOCK RIVETS, REMOVAL (Refer to

Figure 2-20.) B361
Use following procedure to remove cherrylock

rivets: 1.
a. To remove from thick material, use a tapered
steel drift pin to drive out rivet stem. (See DRIFT PIN
Figure 2-20, View 1.) /
CAUTION: DRIVING OUT THE LOCKED
STEM OF RIVETS
INSTALLED IN THIN
MATERIAL MAY DAMAGE
THE MATERIAL.
NOTE: Drilling completely through the rivet
sleeve, when removing rivets, tends
to enlarge hole.
b. To remove from thin material, drill away
tapered portion of stem to destroy the lock.
Use a small center drill bit on top of the rivet
stem to provide a guide for a larger bit. (See
Figure 2-20, Views 2 and 3.)
c. Pry remainder of locking collar out of rivet
head with a drift pin. (See Figure 2-20, View
3.)
d. Drill almost, but not completely, through head
of rivet. Use a drill bit the same size as the
rivet shank. (See Figure 2-20, View 4.)
e. Use a drift pin as a lever to break off rivet
head. (See Figure 2-20, View 5.)
f. Drive out remaining rivet shank with a pin
having same diameter as rivet shank. (See
Figure 2-20, View 6.)
1
11
Figure 2-20. Cherrylock Rivet Removal

1D16

1D17

1D18
SECTION
III
INSPECTION
III-i
III-ii
SECTION III - Inspection
CHAPTER CHAPTER
III - List of 1 Jul 11/19 36 Jul 11/19

Effective Pages 2 Jul 11/19 37 Jul 11/19
38 Jul 11/19
III - Table of Contents 1 Jul 11/19 39 Jul 11/19
2 Jul 11/19 40 Jul 11/19
41 Jul 11/19
III - Inspection 1 Jul 11/19 42 Jul 11/19
2 Jul 11/19 43 Jul 11/19
3 Jul 11/19 44 Jul 11/19
4 Jul 11/19 45 Jul 11/19
5 Jul 11/19 46 Jul 11/19
6 Jul 11/19 47 Jul 11/19
7 Jul 11/19 48 Jul 11/19
8 Jul 11/19 49 Jul 11/19
9 Jul 11/19 50 Jul 11/19
10 Jul 11/19 51 Jul 11/19
11 Jul 11/19 52 Jul 11/19
12 Jul 11/19 53 Jul 11/19
13 Jul 11/19 54 Jul 11/19
14 Jul 11/19 55 Jul 11/19
15 Jul 11/19 56 Jul 11/19
16 Jul 11/19 57 Jul 11/19
17 Jul 11/19 58 Jul 11/19
18 Jul 11/19 59 Jul 11/19
19 Jul 11/19 60 Jul 11/19
20 Jul 11/19 61 Jul 11/19
21 Jul 11/19 62 Jul 11/19
22 Jul 11/19 63 Jul 11/19
23 Jul 11/19 64 Jul 11/19
24 Jul 11/19 65 Jul 11/19
25 Jul 11/19 66 Jul 11/19
26 Jul 11/19 67 Jul 11/19
27 Jul 11/19 68 Jul 11/19
28 Jul 11/19 69 Jul 11/19
29 Jul 11/19 70 Jul 11/19
30 Jul 11/19
31 Jul 11/19
32 Jul 11/19
33 Jul 11/19
34 Jul 11/19
35 Jul 11/19
7/11/19 III - LIST OF EFFECTIVE PAGES
III-iii
III - LIST OF EFFECTIVE PAGES 7/11/19
III-iv
SECTION III - INSPECTION
TABLE OF CONTENTS
SUBJECT SECTION PAGE NO.
INSPECTION III 1
General 1
Time Limits 3
General 3
Life Limited Parts Marking and Disposition 3
Scheduled Maintenance 5
Description 5
Definitions 5
Inspection Requirements 8
Annual / 100 Hour Inspection Procedure 9
Propeller Group 11
Engine Group 11
Cabin And Cockpit Group 13
Fuselage And Empennage Group 14
Wing Group 16
Landing Gear Group 17
Special Inspections 18
Operational Inspection 18
General 19
Notes 20
Special Inspections 23
Requirements 23
Per Flight Hour 23
Per Calendar Year 26
Per Specific Operation / Operating Environment 29
Procedures 33
Engine Mount Corrosion Inspection, Immersion in Water 33
Wing Spar Inspection 34
Wing Aft Spar-to-Fuselage Attachment Hardware 100 Hour Inspection 38
Stabilator Attach Fittings Corrosion Inspection 40
Flap Control Cable Attachment Bolt Inspection 41
Aft Wing Attach Fittings 100 Hour Inspection 42
Fuel Tank/Wing Spar Corrosion Inspection 46
Cast Main Landing Gear Strut Cylinder 100 Hour Inspection 48
Main Landing Gear Torque Link Greaser Bolt Inspection 51
Exhaust System Inspection 52
Aileron Centering Cable Inspection 54
Unscheduled Maintenance Checks 57
Service Publications List 65
7/11/19 III - CONTENTS
III-v
III - CONTENTS 7/11/19
III-vi
INSPECTION
1. 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-28-151 Cherokee Warrior, PA-28-161 Warrior II. and
PA-28-161 Warrior III (S/N’s 2816110 thru 2816119) is provided in “Table III-I” on page III-11.
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. U.S. registered owners are notified by postcard and encouraged to download these service
publications from http://www.piper.com/.
NOTE: Piper mails flight manual (AFM / POH) revisions as well as the postcards cited above 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.
F. 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 “http://www.faa.gov”.
G. Owners should periodically check with a Piper Dealer/Service Center to find out the latest information
to keep his aircraft up to date.
H. Service Bulletins, Service Letters, and Service Spares Letters are also available by subscription. See
Availability in Revision Status on page iii.
7/11/19 III - Inspection
III-1
III - Inspection 7/11/19
III-2
2. Time Limits
A. General
(1) Refer to Section I for the FAA-approved Airworthiness Limitations Section. It sets forth each
mandatory replacement time, structural inspection interval, and related structural inspection
procedure required for type certification.
(2) Refer to the remainder of this section for Piper’s recommended Inspection Programs. They
include the frequency and extent of the inspections required for the continued airworthiness of
these airplanes.
(3) 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, or are listed individually in
“Special Inspections” on page III-23.
B. 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. As stated in Section I, there are no
life limited parts defined by Type Certificate (TC) for these airplanes. Other parts which are replaced
or rebuilt after having accumulated cycles, hours, or other replacement intervals are specified in
“Table III-I – Inspection Report – PA-28-151/161” on page III-11 or in “Special Inspections” on page
III-23.
(1) 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.
(2) 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.
III-3
III-4
3. Scheduled Maintenance
WARNING: GROUND THE MAGNETO PRIMARY CIRCUIT (P LEAD), BEFORE PERFORMING
ANY MAINTENANCE OPERATION ON THE ENGINE.
This section provides instructions for conducting inspections - see “Table III-I” on page III-11. Repair or
replacement instructions for those components found to be unserviceable during inspections will be found
in the applicable airplane system section. (See the Section Index Guide in the Introduction.)
A. Description
SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN
PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE
INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.)
The recurring maintenance schedule for the PA-28-151 Cherokee Warrior, PA-28-161 Warrior II, and
PA-28-161 Warrior III (S/N’s 2816110 thru 2816119) is provided herein as an Annual / 100 Hour
Inspection. A Progressive Inspection Program (50 Hour) is available in a separate manual form. See
the Availability statement in Revision Status on page iii.
Piper inspection programs comply with the F.A.A. Federal Aviation Regulations Parts 43, 91 and
135. The owner/operator is primarily responsible for maintaining the airplane in an airworthy
condition, including compliance with all applicable Airworthiness Directives and conformity with the
requirements in FAR 91.409, 91.411 and 91.413.
The first overhaul or replacement of components should be performed at the given periods. The
condition of various components can then be used as criteria for determining subsequent periods
applicable to the individual airplane, depending on usage, providing the owner/operator has an
established Part 91 Progressive Inspection Program (see 91.409(d)) or Part 135 Approved Aircraft
Inspection Program (see 135.419).
The time periods given for inspections of various components are based on average usage and
environmental conditions.
NOTE: The listed inspection, overhaul and replacement schedules do not guarantee that a particular
item or component will reach the listed time without malfunction. Unique operating conditions
encountered by individual airplanes cannot be controlled by the manufacturer.
B. Definitions
(1) Inspections - Must be performed only by persons authorized by the FAA or appropriate National
Aviation Authority who are qualified on these aircraft, using acceptable methods, techniques and
practices to determine physical condition and detect defects.
(a) Routine Inspection - Consists of a visual examination or check of the aircraft and its
components and systems without disassembly.
NOTE: This includes examination of all fasteners for broken torque stripe. If broken torque
stripe is found, loosen fastener, retorque, apply torque stripe, and safety, as required.
Please report broken torque stripe via the FAA Service Difficulty Reporting (SDR)
system.
(b) Detailed Inspection - Consists of a thorough examination of the aircraft, appliance,
component, or system; with disassembly as necessary to determine condition.
III-5
(c) Special Inspection - Involves those components, systems or structure which by their
application or intended use require an inspection peculiar to, more extensive in scope or
at a time period other than that which is normally accomplished during an event or annual
inspection.
(2) Checks - Can be performed by pilots, owners, and/or mechanics who are qualified on this aircraft
and consists of examinations in the form of comparisons with stated standards for the purpose of
verifying condition, accuracy and tolerances.
(3) Approved Inspection - Means a continuing airworthiness inspection of an airplane and its various
component and systems at scheduled interval in accordance with procedures approved by the
FAA under FAR Part 91.409(d) or Part 135.419.
(4) Tests - Operation of aircraft components, appliances or systems to evaluate functional
performance.
(a) Operational Test - A task to determine that an item, is fulfilling its intended purpose.The
task does not require quantitative tolerances. This is a fault finding task.
(b) Functional Test - A quantitative check to determine if one or more functions of an item
performs within specified limits. This test may require the use of supplemental bench test
equipment.
(c) In addition, each of the above tests must be performed by an FAA Certified Repair Station
with appropriate ratings or by a Certified Mechanic who is qualified on this aircraft. The
recording of the above function must be made in the permanent aircraft records by the
authorized individual performing the test.
(5) Bench Test - Means removal of component from the aircraft to inspect for cleanliness, impending
failure, need for lubrication, repair or replacement of parts and calibration to at least the
manufacturers specifications using the manufacturers recommended test equipment or standards
or the equivalent.
Each bench test will be performed by a Piper Service Center, FAA Certified Repair Station
with appropriate rating or by a certified mechanic. This test will be performed at the scheduled
interval regardless of any bench test performed on a particular component while being repaired/
overhauled before scheduled interval bench test. After the component is installed into the
aircraft, an operational test of the component and its related system should be performed to
ensure proper function. Serviceable parts that were issued to the component will be filed in the
aircraft permanent records. The person performing the test must make appropriate entries in the
aircraft’s permanent maintenance record.
(6) Maintenance - The word maintenance as defined by FAR Part 1, means “inspection, overhaul,
repair, preservation and the replacement of parts, but excludes preventive maintenance.”
(7) On Condition Maintenance - A primary maintenance process having repetitive inspections or
tests to determine the condition of units, systems, or portions of structure with regard to continued
serviceability (corrective action is taken when required by item condition.)
III-6
(8) Time - as used in this manual.

(a) Time-in-service for aircraft components, unless otherwise specified, is a cumulative total of
flight hours or calendar time calculated from the time a new or overhauled component was
first installed in any aircraft, and including:
1) the aircraft time that elapses from the initial installation to the first removal, if any; and,
2) the aircraft time that elapses from each subsequent installation to each subsequent
removal, if any; or,
3) the calendar time elapsed since the installation.
NOTE: Dates stamped on individual components at the time of manufacture are typically
applied to determine shelf life - i.e. the maximum time allowed from manufacture/
assembly/cure until actually installed in an aircraft and are not relevant.
Do not, however; ignore markings applied to life-limited parts when removed with
time and/or cycles remaining on them.
(b) Aircraft time, flight hours, or aircraft hours are the “Hobbs Time” shown on, or calculated
from, the installed “Hour Meter.”
III-7
C. 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. Checks may be performed by a pilot or owner who is qualified on the airplane.
(1) Annual / 100 Hour Inspection. (See paragraph “D” on page III-9.)
Owners/operators may maintain the airplane solely under FAR 91.409 (a) and (b) inspection
requirements. The 100 hour inspection cycle is a complete inspection of the airplane and is
identical in scope to an annual inspection.
(2) Progressive Inspection.
The Progressive Inspection program is designed to permit the best utilization of the aircraft
through the use of a planned inspection schedule. This schedule:
P/N 761-540 for the PA-28-151 Cherokee Warrior, PA-28-161 Warrior II, and PA-28-161
Warrior III (S/N’s 2816110 thru 2816119).
is prepared in a separate manual form, see Availability in Revision Status on page iii.
NOTE: The 50 Hour Progressive Inspection Manual (P/N 761-540) referenced above is not a
stand-alone document. It constitutes a snapshot of the Airworthiness Limitations and
Inspection sections of the Instructions for Continued Airworthiness (ICA) and is current
only at the time of printing. Use it as follows:
(a) Owners/operators desiring to establish a Part 91 Progressive Inspection Program
(PIP) (see 91.409(d)) or a Part 135 Approved Aircraft Inspection Program (AAIP)
(see 135.419) should use the appropriate Progressive Inspection Manual as a
template for submission to their regional FAA office.
(b) Service centers conducting Event Cycle inspections under a FAA-approved PIP or
AAIP can use the appropriate Progressive Inspection Manual as a working check-
off list/form, provided they verify its currency against the FAA-approved PIP or
AAIP.
(3) Overlimits Inspection.
If the airplane has been operated so that any of its components have exceeded their maximum
operational limits, special inspections may be required by Piper and/or the component
manufacturer. See Section III and applicable vendor publications.
III-8
D. Annual / 100 Hour Inspection Procedure

(1) Scheduled Maintenance
(a) The required periodic inspection procedures are listed in “Table III-I” on page III-11. These
inspection procedures are broken down into major groups which include Propeller, Engine,
Cabin and Cockpit, Fuselage and Empennage, Wing, Landing Gear, Special Inspections,
Operational Inspection, and General. The first column in each group lists the inspection
or procedure to be performed. The second column is divided into two sub-columns
indicating the required inspection interval of 50 hours or 100 hours. Each inspection or
operation is required at each of the inspection intervals indicated by a circle (O). When
a vendor publication specifies a time outside the 50 / 100 hour cycle, it will be listed in
“Special Inspections” on page III-23.
(b) Refer to the applicable section of this manual for instructions on how to gain access to
remove any item that must be removed and is not completely accessible.
(c) Inspection Report Forms.
To help in the performance of periodic inspections, an Inspection Report form:
P/N 230-802 for the PA-28-151 Cherokee Warrior, PA-28-161 Warrior II, and PA-28-
161 Warrior III (S/N’s 2816110 thru 2816119).
is available, see Availability in Revision Status on page iii.
NOTE: Service centers conducting Part 91 Annual / 100 Hour Inspections can use the
appropriate Inspection Report Form (above), as a working check-off list, provided
they verify its currency against an up-to-date copy of the ICA (i.e., this Service
Manual, see Section I and Table III-I).
(d) In addition to inspection intervals required in scheduled maintenance (i.e. - Table III-I),
preflight inspection must also be performed.
(e) References to service manual applicable areas are per the Piper proprietary system defined
by the Section Index Guide in the Introduction.
(2) Special Inspections (See “4. Special Inspections” on page III-23.)
(3) Unscheduled Maintenance (See “5. Unscheduled Maintenance Checks” on page III-57.)
III-9
III-10
Table III-I – INSPECTION REPORT – PA-28-151/161

Refer to Notes 1, 2, 3, and “4” on page III-20 before performing the following inspections.
Inspection
NATURE OF INSPECTION Interval (Hrs)
50 100
A. PROPELLER GROUP
WARNING: USE EXTREME CAUTION WHEN ROTATING PROPELLER BY
HAND; PROPELLER MAY KICK BACK. PRIOR TO ROTATING
PROPELLER ENSURE BOTH MAGNETO SWITCHES ARE OFF
(GROUNDED). IF MAGNETOS ARE NOT GROUNDED, TURNING
PROPELLER MAY START ENGINE.
1. Inspect spinner and backplate for cracks, dents, missing screws,
and security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
2. Inspect blades for nicks and cracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
3. Inspect spinner mounting brackets for cracks and security . . . . . . . . . . . . . . . . . . O
4. Inspect propeller mounting bolts for condition and security.
If safety is broken, re-torque and safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
5. Inspect hub parts for cracks and corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
6. Inspect complete propeller and spinner assembly for security, chafing,
cracks, deterioration, wear, and correct installation . . . . . . . . . . . . . . . . . . . . . . . O
B. ENGINE GROUP
WARNING: IF MAGNETOS ARE NOT GROUNDED, TURNING PROPELLER
MAY START ENGINE. USE EXTREME CAUTION WHEN
ROTATING PROPELLER BY HAND; PROPELLER MAY KICK
BACK. PRIOR TO ROTATING PROPELLER ENSURE BOTH
MAGNETO SWITCHES ARE OFF (GROUNDED).
NOTE: Read Note “5” on page III-20 prior to completing this group.
1. Remove engine cowling and inspect for internal and external damage . . . . . . . . O O
2. Clean and inspect cowling for cracks, distortion, and loose or missing
fasteners. (See Note “6” on page III-20.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
3. Drain oil sump. (See Note “7” on page III-20.) . . . . . . . . . . . . . . . . . . . . . . . . . . O O
4. Clean suction oil strainer at oil change; inspect strainer for foreign particles . . . O O
5. Clean pressure oil strainer or change full-flow (cartridge-type) oil filter element.
Inspect strainer or element for foreign particles . . . . . . . . . . . . . . . . . . . . . . . . . . O O
6. Inspect oil temperature sender unit for leaks and security . . . . . . . . . . . . . . . . . . O
7. Inspect oil lines and fittings for leaks, security, chafing, dents, and cracks . . . . . O O
8. Clean and inspect oil radiator cooling fins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
9. Fill engine with oil per information on cowling or in Lubrication Charts,
Section II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
CAUTION: DO NOT CONTAMINATE VACUUM PUMP WITH CLEANING
FLUID.
10. Clean engine with approved solvents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
III-11
TABLE III-I – INSPECTION REPORT – PA-28-151/161 (cont.)

Inspection
50 100
B. ENGINE GROUP (CONT.)
11. Inspect condition of spark plugs. Clean and adjust gap as required; adjust per
latest revision of Lycoming Service Instruction No. 1042 . . . . . . . . . . . . . . . . . . O
NOTE: If fouling of spark plugs is apparent, rotate bottom plugs to upper plugs.
12. Inspect spark plug cable leads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
13. Test cylinder compression. (Refer to AC 43.13-1, latest revision.) . . . . . . . . . . . . O
14. Inspect cylinders for cracked or broken fins. (See Note “8” on page III-21.) . . . . O
15. Inspect rocker box covers for evidence of oil leaks. If found, replace gasket;
torque cover screws 50 inch-pounds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
16. Inspect ignition harness and insulators for high tension leakage
and continuity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
17. Inspect magnetos for oil seal leakage (See Note “9” on page III-21.) . . . . . . . . . O
18. Inspect magnetos to engine timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
19. Inspect security of carburetor throttle arm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
20. Remove air filter from screen housing and clean per Section II.
Replace as required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
21. Drain carburetor and clean inlet line fuel strainer . . . . . . . . . . . . . . . . . . . . . . . . . O O
22. Inspect condition of carburetor heat air door and box.
(See Note “10” on page III-21.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
23. Inspect intake seals for leaks and clamps for tightness.
(Torque clamps 40-50 in·lbs.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
24. Inspect all air inlet ducts and alternate heat duct. . . . . . . . . . . . . . . . . . . . . . . . . . O O
25. Remove and clean fuel filter bowl and screen on lower left side of firewall.
26. Drain and flush the fuel filter and carburetor bowl completely . . . . . . . . . . . . . . . O
27. Inspect condition of flexible fuel lines. Replace as required . . . . . . . . . . . . . . . . . O
28. Inspect fuel system for leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
29. Inspect engine-driven and electric fuel pumps for condition and operation.
Replace as required. Clean screens in electric fuel pump(s) . . . . . . . . . . . . . . . . . O O
30. Inspect and operationally test engine-driven vacuum pump and lines.
(See Notes “11” and “12” on page III-21.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
31. If equipped, inspect auxiliary vacuum pump system hoses, clamps, and electric
harness for security. (Optional in PA-28-161, S/N’s 28-8616001 and up.) . . . . . . O
32. Inspect throttle, carburetor heat, and mixture controls for security,
travel and operating condition. (See Note “13” on page III-21.) . . . . . . . . . . . . . O
33. Inspect exhaust stacks, connections, and gaskets per
“Exhaust System Inspection” on page III-52. Replace gaskets as required . . . . . O O
34. Inspect muffler, heat exchanger, and baffles per
“Exhaust System Inspection” on page III-52 . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
35. Inspect breather tube for obstructions and security . . . . . . . . . . . . . . . . . . . . . . . . O
36. Inspect crankcase for cracks, leaks, and security of seam bolts . . . . . . . . . . . . . . O
37. Inspect engine mounts for cracks and loose mounting . . . . . . . . . . . . . . . . . . . . . O
III-12

Inspection
50 100
B. ENGINE GROUP (CONT.)
38. Inspect all engine baffles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
39. Inspect engine compartment wiring for condition (chafing, cracked insulation,
general deterioration), security, proper routing, and correct installation . . . . . . . O O
40. Inspect rubber engine-mount bushings for deterioration. Replace as required. . . O
41. Inspect firewall seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
42. Inspect condition and tension of alternator drive belt.
(See Checking Generator and Alternator Belt Tension, Section XI.) . . . . . . . . . . O
43. Lubricate alternator idler pulley and, if installed, compressor idler pulley;
remove front grease seal and add grease per Lubrication Chart, Section II.
Disregard if sealed bearing is installed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
44. Inspect condition of alternator and starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
45. Inspect starter ring gear for broken or chipped teeth and condition of pulley slot.
(Refer to Lycoming Service Bulletin No. 486.) . . . . . . . . . . . . . . . . . . . . . . . . . . O
46. Inspect security of alternator and mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
47. If installed, inspect condition of A/C compressor belt and tension.
(See Adjustment of Drive Belt Tension, Section XIV, Paragraph 14-23.) . . . . . . O
48. If installed, inspect A/C compressor oil level. (See Note “14” on page III-21.) . . O
49. If installed, inspect A/C compressor clutch security and wiring.
(See Note “16” on page III-21.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
50. If installed, inspect A/C compressor mounting for cracks, corrosion,
and security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
51. Check fluid in brake reservoir. Fill as required . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
52. Inspect and lubricate all controls per Lubrication Chart, Section II . . . . . . . . . . . O
53. Install engine cowling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
C. CABIN AND COCKPIT GROUP
1. Inspect cabin door latch and hinges, and windows, for damage,
operation and security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
2. Inspect windows for scratches, crazing, and condition . . . . . . . . . . . . . . . . . . . . . O
3. Check window and door seals for deterioration, cracks, and voids . . . . . . . . . . . O
4. Inspect upholstery for tears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
5. Inspect seats and attaching brackets and hardware for condition, security,
and operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
6. Inspect seat belts and shoulder harnesses per Section XIV, Restraint System . . . O
7. Inspect trim control operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
8. Inspect rudder pedals for operation and adjustment.
9. Inspect parking brake valve and brake handle for operation and cylinder leaks . . O
10. Inspect throttle and mixture controls for security, travel and
operating condition. (See Note “27” on page III-22.) . . . . . . . . . . . . . . . . . . . . . . O
III-13

Inspection
50 100
C. CABIN AND COCKPIT GROUP (CONT.)
11. Inspect control wheels, column, pulleys, cables, turnbuckles, and fittings for
condition, security, and full travel per Control Cable Inspection, Section V,
paragraph 5-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
12. Perform “Flap Control Cable Attachment Bolt Inspection” on page III-41.
Inspect cable per Control Cable Inspection, Section V, paragraph 5-4 . . . . . . . . . O
13. Inspect landing, navigation, strobe, cabin and instrument lights for operation,
condition, and security. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
14. Cycle each circuit breaker with airplane power OFF . . . . . . . . . . . . . . . . . . . . . . O O
15. Inspect instruments, avionics, lines, and attachments . . . . . . . . . . . . . . . . . . . . . . O
16. Inspect gyro-operated instruments and electric turn and bank. (Overhaul or
replace as required.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
17. If equipped, replace attitude indicator and heading indicator air filters . . . . . . . . O
18. If installed, replace vacuum regulator filter element . . . . . . . . . . . . . . . . . . . . . . . O
19. Inspect static system, altimeter and transponder for installation/certification
per latest revision of AC 43.13-1 and current test/inspection per
FAR’s 91.411 and 91.413, respectively . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
20. Inspect operation of fuel selector valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O

21. Inspect condition of heater controls and ducts . . . . . . . . . . . . . . . . . . . . . . . . . . . O
22. Inspect condition and operation of air vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
23. If installed, inspect condition of air conditioning ducts . . . . . . . . . . . . . . . . . . . . O
24. If installed, remove and clean air conditioning evaporator filter . . . . . . . . . . . . . . O
25. If installed, inspect disposable-type (non-gauged) fire extinguisher minimum
weight as specified on nameplate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
D. FUSELAGE AND EMPENNAGE GROUP
1. Remove inspection plates and panels. (See Figure 2-3.) . . . . . . . . . . . . . . . . . . . O
2. Inspect aft wing attach fittings per
“Aft Wing Attach Fittings 100 Hour Inspection” on page III-42 . . . . . . . . . . . . . O
3. Inspect baggage door, latch and hinges for damage, operation and security . . . . O O
4. Inspect battery, box and cables. Flush or clean area as required and fill battery
per instructions on box and in Electrical System, Section XI . . . . . . . . . . . . . . . . O O
5. Conduct a general visual inspection of electrical and electronic installations
(mounting, wiring, harnesses, shields, connectors, etc.) for
condition and security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
6. Inspect skins, bulkheads, frames, and stringers for damage,
irregularities, or structural defects (i.e., skin cracks, distortion, dents,
corrosion and loose or missing rivets) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
7. Inspect condition and security of antenna mounts and electric wiring . . . . . . . . . O
8. If installed, inspect air conditioning system for refrigerant leaks.
III-14

Inspection
50 100
D. FUSELAGE AND EMPENNAGE GROUP (CONT.)
9. If installed, inspect refrigerant level in sight gauge of receiver-dehydrator.
Refer to Section XIV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
10. If installed, inspect air conditioner condenser air scoop for condition
and rigging. (See Note “15” on page III-21.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
11. Inspect fuel lines, valves, and gauges for damage and operation . . . . . . . . . . . . . O
12. Inspect security of all lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
13. Inspect vertical fin for surface damage or irregularities (i.e., skin cracks,
distortion, dents, and corrosion); structural defects (i.e., loose or
missing rivets); and missing or worn hardware . . . . . . . . . . . . . . . . . . . . . . . . . . . O
14. Inspect rudder for surface damage or irregularities (i.e., skin
cracks, distortion, dents, and corrosion); structural defects (i.e., loose or
missing rivets); misrigging; hinge damage, excessive wear, freedom of
movement and proper lubrication; and attachment points for missing or
worn hardware . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
15. Inspect rudder hinges, horn, and attachments for damage, security,
and operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
16. Inspect vertical fin attachments for security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
17. Inspect rudder control stops to ensure stops have not loosened and
locknuts are tight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
18. Inspect rudder hinge bolts for excess wear. Replace as required . . . . . . . . . . . . . O
19. Inspect stabilator and trim tab for surface damage or irregularities (i.e., skin
cracks, distortion, dents, and corrosion); structural defects (i.e., loose or
missing rivets); misrigging; hinge damage, excessive wear, freedom of
movement and proper lubrication; and attachment points for missing or
worn hardware . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
20. Inspect stabilator, trim tab hinges, horn, and attachments for damage, security,
and operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
21. Inspect stabilator attachments per
“Stabilator Attach Fittings Corrosion Inspection” on page III-40 . . . . . . . . . . . . . O
22. Inspect stabilator control stops to ensure stops are not loose. Ensure bolts and
locknuts are tight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
23. Inspect stabilator and tab hinge bolts and bearings for excess wear.
Replace as required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
24. Inspect aileron, rudder, stabilator, and stabilator trim cables; and cable terminals,
turnbuckles, guides, fittings, and pulleys for safety, condition, and operation per
Control Cable Inspection, Section V, paragraph 5-4.
(See Note”17” on page III-21.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
25. Inspect rudder, stabilator, and stabilator trim cable tension per Table V-II.
Use a tensiometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
26. Lubricate per Lubrication Chart, Section II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
27. Inspect strobe light for security and operation . . . . . . . . . . . . . . . . . . . . . . . . . . . O
28. Inspect rotating beacon for security and operation . . . . . . . . . . . . . . . . . . . . . . . . O
III-15

Inspection
50 100
D. FUSELAGE AND EMPENNAGE GROUP (CONT.)
29. If installed, inspect security of Autopilot servo bridle cable clamps.
Inspect cables per Control Cable Inspection, Section V, paragraph 5-4 . . . . . . . . O
30. Inspect all non-flight control cables, air ducts, electrical leads, harnesses, lines,
radio antenna leads, and attaching parts for security, routing, chafing,
deterioration, wear, and correct installation. Inspect cables per
Control Cable Inspection, Section V, paragraph 5-4 . . . . . . . . . . . . . . . . . . . . . . . O
31. Inspect ELT battery mount for condition and security . . . . . . . . . . . . . . . . . . . . . O
32. Inspect ELT antenna for condition, and security.
Replace antenna if bent or damaged . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
33. Install inspection plates and panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
E. WING GROUP
1. Remove inspection plates and fairings. (See Figure 2-3.) . . . . . . . . . . . . . . . . . . . O
2. Inspect exterior surfaces, skins, and tips for damage and loose or
missing fasteners, and condition of walk-way . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
3. Inspect visible interior structural components (skins, spars, ribs, stringers, etc.)
for condition, security, distortion, or failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
4. Inspect wing carry-through structure for condition, security, distortion, or
failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
5. Inspect ailerons for surface damage or irregularities (i.e., skin cracks,
distortion, dents, and corrosion); structural defects (i.e., loose or missing
rivets); misrigging; hinge damage, excessive wear, freedom of movement and
proper lubrication; and attachment points for missing or worn hardware . . . . . . O
6. Inspect aileron hinges and attachments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
7. Inspect aileron control stops to ensure stops are not loose. Ensure bolts
and locknuts are tight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
8. Inspect aileron cables and cable terminals, turnbuckles, fittings, guides, pulleys,
and bellcranks for safety, condition and operation per
Control Cable Inspection, Section V, paragraph 5-4 . . . . . . . . . . . . . . . . . . . . . . . O
9. Inspect aileron cable tension per Table V-II. Use a tensiometer. . . . . . . . . . . . . . . O
10. Inspect flaps for surface damage or irregularities (i.e., skin cracks, distortion,
dents, and corrosion); structural defects (i.e., loose or missing rivets);
misrigging; hinge damage, excessive wear, freedom of movement and proper
lubrication; and attachment points for missing, damaged or worn hardware . . . . O
11. Inspect condition of flap hinge bolts. Replace as required . . . . . . . . . . . . . . . . . . O
13. Inspect wing fore and aft attach fittings, and bolts for security, corrosion
and condition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
14. Retorque wing aft spar attach bolts per Wing Aft Spar-to-Fuselage Attachment
Hardware 100 Hour Inspection on page “III-38” . . . . . . . . . . . . . . . . . . . . . . . . . O
15. Inspect pitot tube for damage and condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
III-16

Inspection
50 100
E. WING GROUP (CONT.)
CAUTION: SEVERE BURNS CAN RESULT FROM COMING IN CONTACT
WITH A HEATED PITOT TUBE.
16. If installed, inspect pitot heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
17. Inspect fuel caps, cap gaskets, fuel gage transmitter gaskets, and gage
transmitter access covers for condition, proper sealing, security, alignment,
etc. Ensure to service and clean these areas, replacing parts as necessary . . . . . . O
18. Inspect the interior of metal fuel tanks for signs of corrosion, which may
indicate water contamination. If signs of contamination are found, alert the
owner and fuel supplier of your findings for corrective action.
19. Inspect fuel tanks for minimum octane markings . . . . . . . . . . . . . . . . . . . . . . . . . O
20. Confirm fuel tanks are marked for capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
21. Inspect fuel tank vents clear of obstructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
22. Inspect fuel lines for leaks and water. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
23. Inspect all non-flight control cables, air ducts, electrical leads, lines, and
attaching parts for security, routing, chafing, deterioration, wear, and correct
installation. Inspect cables per Control Cable Inspection, Section V,
paragraph 5-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
24. Install inspection plates and fairings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
F. LANDING GEAR GROUP
1. Inspect oleo struts for proper extension and evidence of fluid leakage.
See Landing Gear, Section II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
2. Inspect nose gear steering control and travel. (See Note “19” on page III-21.) . . O
3. Remove wheel fairings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
4. Inspect wheel alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
5. Put airplane on jacks. (Refer to Section II.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
6. Inspect tires for cuts, uneven or excessive wear, and slippage . . . . . . . . . . . . . . . O
7. Remove wheels; clean, inspect, and repack bearings . . . . . . . . . . . . . . . . . . . . . . O
8. Inspect wheels for cracks, corrosion, and broken bolts . . . . . . . . . . . . . . . . . . . . . O
9. Check tire pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
10. Inspect brake linings and discs for condition and wear . . . . . . . . . . . . . . . . . . . . . O O
11. Inspect brake backing plates for condition and wear . . . . . . . . . . . . . . . . . . . . . . O
12. Inspect brake lines for condition and security . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
13. Inspect shimmy dampener operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
14. Inspect gear forks for damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
15. Inspect oleo struts for fluid leaks and scoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
16. Inspect gear struts and mounting bolts for condition and
security. (See Note “20” on page III-22.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
17. Inspect torque links for cracks, bolts for condition and security. Inspect
assembly for excessive side play. (See Note “21” on page III-22.) . . . . . . . . . . . . O
III-17

Inspection
50 100
F. LANDING GEAR GROUP (CONT.)
18. Inspect wheel fairings and attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
19. Inspect hydraulic lines and attaching parts for condition and security
(i.e., routing, chafing, damage, wear, etc.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
21. Install wheel fairings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
22. Remove airplane from jacks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
G. SPECIAL INSPECTIONS
Review inspections in Special Inspections, “Requirements” on page III-23. Perform
all special inspections applicable to your aircraft and currently due per the given
inspection interval.
H. OPERATIONAL INSPECTION
NOTE: Refer to Note “22” on page III-22 prior to starting engine or taxiing airplane.
1. Inspect fuel pump and fuel tank selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
2. Inspect fuel quantity and pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
3. Inspect oil pressure and temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
4. Inspect alternator output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
5. Inspect carburetor heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
6. Inspect parking brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
7. Inspect vacuum gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
8. Inspect auxiliary vacuum pump system operation.
9. Inspect gyros for noise and roughness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
10. Inspect cabin heater operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
11. Inspect magneto switch operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
12. Inspect magneto RPM variation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
13. Inspect throttle and mixture operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
14. Inspect propeller smoothness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
15. Inspect engine idle speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
16. Inspect electronic equipment operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
17. Inspect operation of autopilot, including automatic pitch trim, and manual
electric trim. (See Note “24” on page III-22.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
18. If installed, inspect air conditioner compressor clutch operation . . . . . . . . . . . . . O O
19. If installed, inspect air conditioner condenser scoop operation . . . . . . . . . . . . . . O O
20. Inspect free and correct operation of flight controls . . . . . . . . . . . . . . . . . . . . . . . O O
III-18

Inspection
50 100
I. 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 or Airplane Flight Manual
is in the airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
4. Inspect airplane for required placards as identified in the Limitations section
of the AFM or POH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
5. Appropriate entries made in the Aircraft and Engine Logbooks . . . . . . . . . . . . . . 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
III-19
TABLE III-I - INSPECTION REPORT - PA-28-151/161 (cont.)
J. NOTES
1. Refer to Piper’s Customer Service Information File (available online, see Availability in Revsion
Status) for latest revision dates to Piper Inspection Reports/Manuals and this service manual.
References to section, paragraph, figure, or table are to the appropriate section, paragraph, figure,
or table 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 100 hour cycle are listed as special inspections in Section III on page “III-23”.
Inspections must be accomplished by persons authorized by the FAA or appropriate National
Aviation Authority. Checks may be accomplished by a pilot or owner who is checked out on the
airplane.
(a) The 50 hour inspection accomplishes preventive maintenance, lubrication and servicing as
well as inspecting of 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 to verify latest revision. See
also Table III-II.
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 manual
(Lycoming P/N 60297‑16) for these airplanes. Any changes issued to the engine manufacturer’s
operator’s manual shall supersede or supplement the inspections outlined in this report. In the
PA-28-151 only, should fuel other than 80/87 minimum octane rating be used, refer to the latest
revision of Lycoming Service Letter No. L185.
6. Inspect teflon bushings and pins attaching top and bottom engine cowlings at nose for condition
and security. Replace as required.
7. Refer to latest revision of Lycoming Service Bulletin No. 480 and Service Instruction 1014.
III-20
J. NOTES
8. Inspect 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 exceeded these conditions, the cylinder should be replaced.
9. 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 Continental/TCM/Bendix Magnetos: inspect magneto(s) per
the procedures in the Periodic Maintenance section of the applicable Service Support
Manual.
10. Inspect carburetor throttle body attaching screws for tightness; the correct torque for these screws
is 40 to 50 inch‑pounds.
11. For airplanes equipped with Parker Hannifin / Airborne vacuum pump(s), verify compliance with
Parker Hannifin / Airborne Service Letter No. 72.
12. For airplanes equipped with an Aero Accessories Inc., Tempest Dry Air Pump only, as indicated
by the 600 hour Vane Wear Inspection, inspect vacuum pump vane wear per the latest revision of
Aero Accesories Service Bulletin SB-08.
13. During inspection of throttle, determine if there is internal cable ballooning. If so, replace the
affected cables.
CAUTION: ENVIRONMENTAL REGULATIONS MAY REQUIRE SPECIAL EQUIPMENT
AND PROCEDURES BE USED WHEN CHARGING AIR CONDITIONING
SYSTEMS.
14. The compressor oil level should not be inspected unless a refrigerant leak has occurred or system
pressure has been released, requiring an addition of refrigerant to the system.
15. Refer to Section XIV (Paragraphs 14-28 through 14-32) for condenser assembly rigging and
adjustment.
16. Clean any traces of oil from the clutch surface.
17. If not accomplished already, create access panels for inspection (refer to Sec. IV, Para. 4-56).
Inspect stabilator control cables.
18. Sloshing of fuel tanks not approved. For airplanes with fuel tanks which have previously been
sloshed, perform Sloshed Fuel Tank 100 Hour Inspection in Section IX.
19. PA-28-161 Warrior II airplanes, S/N’s 28-7716001 thru 28-8416095, may have bungee-type
nose wheel steering unless kit 764-975 has been installed. Those airplanes that have kit 764-975
installed will have pushrod type nosewheel steering.
III-21
J. NOTES
20. In PA-28-151 S/N’s 28-7415001 thru 28-7715314 and PA-28-161 S/N’s 28-7716001 thru 28-
7816110; for airplanes which are not equipped with forged main landing gear strut cylinders P/N
65489-002 on both left and right sides, perform “Cast Main Landing Gear Strut Cylinder 100
Hour Inspection” on page III-48.
21. In PA-28-151 S/N’s 28-7415001 thru 28-7715314 and PA-28-161 S/N’s 28-7716001 thru 28-
7816253; for those airplanes which have not installed Piper Kit No. 760-910 or a new greaser
bolt P/N 79543-002 and have accumulated 500 hours time-in-service: perform “Main Landing
Gear Torque Link Greaser Bolt Inspection” on page III-51.
22. Refer to Section 4 of the Flight Manual/Pilot’s Operating Handbook for preflight and flight
check list.
23. Refer to operational check procedure in Section X, paragraph 10-18.
24. Refer to Flight Manual/Pilot’s Operating Handbook Supplement for preflight and flight check
and for intended function in all modes.
25. In airplanes equipped with a rudder pedal and bar assembly and/or rudder bar support assembly
which has accumulated 1,200 hours time-in-service, inspect per latest revision Piper Service
Bulletin 1242.
26. When installing the fuel filter bowl, safety wire the bail wire as shown in the latest revision of
Piper Service Letter 1141.
27. If control quadrant friction adjusting handle is difficult to operate or anytime the control quadrant
is serviced, see latest revision of Piper Service Letter 1229.
III-22
4. Special Inspections
AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION
- SUPPLEMENTARY PUBLICATIONS.)
A. Requirements
The following inspections are in addition to those listed in “Table III-I”. These inspections are
performed 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.
NOTE: A logbook entry should be made upon completion of any inspections.
(1) Per Flight Hour

(a) Each 10 Hours
[ ] In S/N’s 28-7415001 thru 28-7515228, for airplanes which have not installed Piper
Kit No. 760-847V, inspect the aileron-centering cable installation per “Aileron
Centering Cable Inspection” on page III-54.
(b) 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.
(c) 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 keepers,
springs, and spring seats. If any indications are found, the cylinder and all of its
components must 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 SSP
1776.
III-23
(d) Each 500 Hours

[ ] 1) Lubricate per Lubrication Charts, Section II.
[ ] 2) If installed, the auxiliary vacuum pump/motor assembly must be removed from
service and replaced at 500 hours operating time as indicated on the elapsed time
indicator, or at 10 years of installed time in the aircraft, whichever comes first.
[ ] 3) 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, and at vacuum pump
replacement, whichever comes first.
[ ] 4) Clean and lubricate stabilator trim drum screw.
[ ] 5) For airplanes equipped with Champion/Slick Magnetos: inspect and clean
magneto(s) per the appropriate 500 Hour Inspection in the Slick F1100 Master
Service Manual.
[ ] 6) For airplanes equipped with Continental/TCM/Bendix Magnetos: inspect and
clean magneto(s) per the procedures in the Periodic Maintenance section of the
applicable Service Support Manual.
[ ] 7) In PA-28-151 S/N’s 28-7415001 thru 28-7715314 and PA-28-161 S/N’s 28-
7716001 thru 28-7816253; for those airplanes which have installed either Piper
Kit No. 760-910V or main landing gear torque link greaser bolt P/N 79543-
002, each 500 hours time-in-service, perform “Main Landing Gear Torque Link
Greaser Bolt Inspection” on page III-51.
(e) First 600 Hours
[ ] For airplanes equipped with an Aero Accessories Inc., Tempest Dry Air Pump
only, upon the vacuum pump reaching 600 hours time-in-service, perfom the initial
vacuum pump Vane Wear Inspection, per the latest revision of Aero Accesories
Service Bulletin SB-08.
(f) Each 1000 Hours
[ ] 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) Muffler replacement is recommended at or near 1000 hours time-in-service.
[ ] 3) For airplanes equipped with Slick 4200 Series Magnetos: replace magneto rotor
shaft bearings each 1000 hours time-in-service.
III-24
(g) Each 1600 Hours

[ ] 1) For airplanes in Usage Class “B” (i.e. - severe usage), which have accumulated
3700 hours total time-in-service or 3700 hours factored time-in-service; conduct
Wing Spar Inspection (see Special Inspections, Procedures).
NOTE: Instructions for determining “Usage Class” are included in the Wing Spar
Inspection, (see Special Inspections, Procedures).
[ ] 2) For airplanes in Usage Class “C” (i.e. - extreme usage); conduct Wing Spar
Inspection (see Special Inspections, Procedures).
(h) Each 2000 Hours
[ ] 1) Each 2000 hours or seven (7) years, whichever occurs first, remove interior panels
and headliner and conduct detailed inspection of aircraft structure (skin, bulkheads,
stringers, etc.) for condition and security. Inspection of structure concealed by
headliner may be accomplished by alternate means (i.e. - through the use of a
borescope) without removing the headliner, providing access is obtained to all
concealed areas and borescope provides sufficient detail to adequately accomplish
the inspection. 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) Recommended Time-Between-Overhaul (TBO) / Reconditioning of Sensenich
Fixed-Pitch Metal Propellers is 2000 hours, if propeller does not receive damage
requiring immediate attention. Airplanes in flight school operations or operating
from unpaved or poorly maintained runways may expose the propeller to increased
foreign object damage which will require a shorter interval between overhauls.
Reconditioning is removal of fatigued surface metal and accumulated small nicks
too numerous to repair individually. Contact a Sensenich factory approved repair
station. (Refer to latest revision of Sensenich Service Bulletin No. R17.)
[ ] 3) Overhaul McCauley Fixed Pitch propellers each 2000 hours or 72 calendar months
which ever occurs first; or as specified in the latest revision of McCauley, Owner/
Operator Information Manual, MPC26.)
[ ] 4) Each 2,000 operating hours or seven (7) calendar years time-in-service, whichever
occurs first, inspect the aft wing attach fittings and adjacent structure for corrosion
per the latest revision of Piper Service Bulletin 1244.
[ ] 5) In airplanes equipped with a stabilator flight control cable, turnbuckle, and/or
cable terminal fitting that has accumulated fifteen (15) calendar years time-in-
service or more, each two thousand (2,000) hours or seven (7) calendar years
time-in-service, whichever occurs first, inspect per the latest revision of Piper
Service Bulletin 1245.
[ ] 6) If equipped with a Hartzell Engine Technologies (formerly Kelly Aerospace,
Electrosystems, Prestolite) Alternator: each 2,000 Hours, Twelve (12) Years, or at
engine overhaul, whichever comes first; overhaul or replace the alternator.
III-25
(i) Each 6000 Hours

[ ] For airplanes in Usage Class “A” (i.e. - normal usage), which have accumulated
62,900 hours total time-in-service; conduct Wing Spar Inspection (see Special
Inspections, Procedures).
(2) Per Calendar Year

(a) Each Thirty (30) Days
NOTE: The following checks can be performed and signed off by the pilot or owner.
[ ] 1) Check battery, box or shelf, and cables. Flush box as required and fill battery
per instructions on box and/or in Electrical System, Section XI. (Not required if
maintenance free battery installed.
[ ] 2) If installed, check disposable-type (non-gauged) fire extinguisher for condition
and charge. Verify nozzle is unobstructed and safety seal is intact. Determine
charge by “hefting” extinguisher.
[ ] 3) If installed, check rechargeable (gauged) fire extinguisher for condition and
charge. Verify nozzle is unobstructed and safety seal is intact. Verify that the
gauge pressure is in the operable (green) range.
(b) Each Ninety (90) Days
NOTE: The following checks can be performed and signed off by the pilot or owner.
[ ] 1) Remove and clean fuel filter bowl and screen, at lower left side of firewall. Refer
to Fuel System, Section IX. (See also Note “26” on page III-22.)
[ ] 2) Operationally test ELT per the Test procedure in Section XII, or the ELT
manufacturer’s literature, for the appropriate installed ELT at least every 90 days.
(c) Each Four (4) Months
[ ] Change the engine oil and full-flow cartridge-type oil filter each four (4) months
or every 50 hours time-in-service, whichever comes first.
(d) Each Twelve (12) Months
[ ] 1) Inspect McCauley Fixed-Pitch Propellers propeller mounting bolt torque at least
once per year. Propeller mounting bolts must be magnetic particle inspected per
ASTM E-1444 or liquid penetrant inspected per ASTM E-1417 or replaced at
every overhaul. See latest revision of McCauley Service Bulletin No. 137.
[ ] 2) 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, and at vacuum pump
replacement, whichever comes first.
[ ] 3) For vacuum system equipped airplanes, beginning at five years from date of check
valve manifold manufacture and each 12 months thereafter, inspect the Airborne
1H5 series check valve manifolds per the latest revision of Airborne SL 39A.
III-26
(d) Each Twelve (12) Months (cont.)

[ ] 4) If equipped, each twelve (12) months, have the rechargeable (gauged) fire
extinguisher professionally inspected.
(e) Each Two (2) Years
[ ] 1) Test and inspect the static pressure system and altimeters. Ensure compliance with
the requirements of FAR 43, Appendix E. (See FAR 91.411.)
[ ] 2) Test and inspect the transponder. Ensure compliance with the requirements of
FAR 43, Appendix F. (See FAR 91.413.)
(f) Each Four (4) Years
[ ] For airplanes equipped with Continental/TCM/Bendix Magnetos: overhaul or
replace TCM/Bendix magnetos at engine overhaul, or each four (4) years time-in-
service, whichever comes first.
(g) Each Six (6) Years
[ ] 1) Overhaul McCauley Fixed Pitch propellers each 2000 hours or 72 calendar months
which ever occurs first. See latest revision of McCauley Service Bulletin No. 137.
[ ] 2) For airplanes equipped with Aero Accessories, Inc. vacuum pump(s), replace the
shear coupling each six (6) years time-in-service.
[ ] 3) For airplanes equipped with a rechargeable (gauged) fire extinguisher, each
six years time-in-service, completely discharge the extinguisher and have it
professionally inspected and recharged.
(h) Each Seven (7) Years
[ ] 1) Each 2000 hours or seven (7) years, whichever occurs first, remove interior panels
and headliner and conduct detailed inspection of aircraft structure (skin, bulkheads,
stringers, etc.) for condition and security. Inspection of structure concealed by
headliner may be accomplished by alternate means (i.e. - through the use of a
borescope) without removing the headliner, providing access is obtained to all
concealed areas and borescope provides sufficient detail to adequately accomplish
the inspection. 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) Each seven (7) years time-in-service, drain and remove the inboard metal fuel
tank from each wing and inspect for corrosion as specified in “Fuel Tank/Wing
Spar Corrosion Inspection” on page III-46.
[ ] 3) Replace fuel tank flexible hose interconnect couplings and fuel tank vent line
flexible hose and hose couplings as required; but not to exceed seven (7) years or
fuel tank removal, whichever comes first.
[ ] 4) Each 2,000 operating hours or seven (7) calendar years time-in-service, whichever
occurs first, inspect the aft wing attach fittings and adjacent structure for corrosion
per the latest revision of Piper Service Bulletin 1244.
III-27
(h) Each Seven (7) Years

[ ] 5) In airplanes equipped with a stabilator flight control cable, turnbuckle, and/or
cable terminal fitting that has accumulated fifteen (15) calendar years time-in-
service or more, each two thousand (2,000) hours or seven (7) calendar years
time-in-service, whichever occurs first, inspect per the latest revision of Piper
Service Bulletin 1245.
(i) Each Eight (8) Years
[ ] 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.
(j) Each Ten (10) Years
[ ] Each ten (10) years time-in-service, test fuselage and wing fluid hoses to system
pressure. Visually inspect for leaks. Hoses that pass inspection may remain in
service, but must be rechecked each five (5) years additional time-in-service. No
fluid hose may exceed twenty (20) years total time-in-service.
(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 at each twelve (12)
years time-in-service.
[ ] 3) If equipped with a Hartzell Engine Technologies (formerly Kelly Aerospace,
Electrosystems, Prestolite) Alternator: each 2,000 Hours, Twelve (12) Years, or at
engine overhaul, whichever comes first; overhaul or replace the alternator.
(l) Each Twenty (20) Years
[ ] No fluid hose may exceed 20 years total time-in-service.
III-28
(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.
(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.
III-29
(c) Operation in High Salt or High Humidity Environment (continued)

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.
(d) Operation in Extreme Cold

Hydraulic, Pneumatic Check all fittings and attachments for First 100 Hour, then
and Environmental. security and leaks. as required.
(e) 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.
Wheel Wells. Inspect for foreign material, damage 100 Hours.
and corrosion.
Brakes. Inspect for damage, foreign material, Daily.
cracks and overheating.
Flaps, Lower Fuselage Inspect for damage, cracks and 100 Hours.
and Wing. corrosion.
(f) At Engine Overhaul

Oil Cooler. Replace or overhaul at engine Each Occurrence.
overhaul.
Alternator Replace or overhaul at engine Each Occurrence.
(Hartzell Engine Technologies overhaul.
(formerly Kelly Aerospace,
Electrosystems, Prestolite) only.)
III-30
(g) Before Each Flight

In PA-28-161 S/N’s In those airplanes which have not Before each flight
2816110–2816119 only, complied with Piper Service Bulletin and during each usage.
Seat Belts. 990, the Pilot-in-Command must inspect
seat belts for secure positive latching and
that they are free of anomalies.
In PA-28-161 S/N’s Weigh unit. Weight must be above Before each flight.
28-7716094 thru 28-8616057, the minimum specified on the
and 2816001–2816119 only, nameplate.
if equipped with an
H3R Fire Extinguisher,
Model RT-A600, with date
code 2012 and later.
See Piper Service Bulletin 1280A.
III-31
III-32
B. Procedures
(1) Engine Mount Corrosion Inspection, Immersion in Water
The following guidance is general in nature and should be applied or varied to fit the individual
situation based on water level during immersion, length of time immersed, length of time since
exposure, etc. Proceed as follows:
(a) Inspection
1) Level the aircraft in accordance with Section II in this service manual.
2) In two of the larger, lower, engine mount tubes, drill a 3/16 inch hole in the bottom of
each tube, at the approximate mid-point.
3) Visually inspect the interior surface of each tube through the 3/16 inch hole for evidence
of internal corrosion. Pay particular attention to the lower end of each tube as this is
where corrosion is most likely to appear first.
4) Should evidence of corrosion be detected in step (3), above, replace the engine mount.
If no corrosion is detected, proceed with Corrosion Prevention, below.
(b) Corrosion Prevention
If no evidence of corrosion is detected in step (3), above, proceed as follows:
1) Place a drip pan below the inspection holes in each engine mount tube.
2) Insert a plastic tube thru each inspection hole and feed it up to the high point of the
engine mount tube.
3) Using a syringe inserted into the end of the plastic tube, pump linseed oil into the upper
end of the engine mount tube while rotating the syringe / plastic tube assembly to
assure maximum coverage. Continue pumping until the lower end of the engine mount
tube is filled with linseed oil to the level of the inspection hole.
4) Now, draw the plastic tube out of the upper end of the engine mount tube and reinsert
it in the opposite direction, feeding it to the lower end of the engine mount tube.
5) Suck excess linseed oil out of the engine mount tube with the syringe / plastic tube
assembly.
6) When linseed oil can no longer be picked up by the syringe / plastic tube assembly,
remove it and allow the engine mount tube to drain into drip pans for approximately
two hours.
7) Purge excess oil from tubes by applying air pressure to each 3/16 inch inspection hole,
one at a time.
8) Ensure that roughly the same amount of linseed oil that was pumped in is retrieved in
the drip pans.
9) Apply a liberal coating of an approved fuel tank sealant (see Consumable Materials,
Section II) to each inspection hole and seal the hole with an appropriate blind rivet.
After installing the rivet, apply a liberal coating of the approved fuel tank sealant over
the head of the rivet.
III-33
(2) Wing Spar Inspection

WARNING: FAILURE TO FULLY COMPLY WITH THIS INSPECTION COULD
SERIOUSLY AFFECT THE STRUCTURAL INTEGRITY; SAFETY AND
AIRWORTHINESS OF THE AIRCRAFT.
This inspection incorporates the recurring inspection requirements of Piper Service Bulletins
886 and 978A.
(a) Background
On March 30, 1987, a PA-28 engaged in pipeline patrol operations suffered an inflight wing
separation resulting in a fatal accident. Investigation revealed the wing failure was due to
propagation of a fatigue crack, which originated in the wing lower main spar cap.
Based on more than five hundred (500) inspections of PA-28 and PA-32 airplanes with more
than 5000 hours total time-in-service, and extensive wing fatigue and fracture analysis by
Piper, the following inspection requirements have been developed.
NOTE: In the course of the inspections cited above, only two (2) negative findings were
reported on a pair of PA-32’s operating in a severe environment and with considerable
damage histories. Piper understands that the majority of aircraft are, have been, and
will continue to be operated well within the aircraft’s design parameters during all
of their operational life. HOWEVER, Piper also realizes that some small number
of aircraft engage in operations which are defined herein as “severe” or “extreme”
and those airplanes will require more frequent wing removal and inspection.
(b) Procedure
First, determine the airplane’s “usage class”; second, determine the recurring inspection
intervals; and, third, when required, accomplishing the wing spar inspection.
1) Determining Usage Class
NOTE: Airplane operating history and usage class are established during initial
compliance with Piper Service Bulletin No. 886 or 978A, check the logbook
entry.
Complete documentation and/or knowledge of the airplane’s entire operating history
is required in order to make a valid determination of “Usage Class” and inspection
intervals.
a) Usage Class “A” - Normal
All aircraft which do not and have nor engaged in operations considered as
“Severe,” “Extreme,” or “Unknown” in the Usage Classes described below. Most
aircraft will fall into this “Usage Class.” Normal flight training operations fall into
this class as well.
NOTE: If there is any doubt as to the airplane’s operating history, it is
recommended that the initial inspection be conducted in accordance with
the “Next 50 Hours” inspection requirement, below.
III-34
b) Usage Class “B” - Severe

Aircraft which have engaged in severe usage, involving contour or terrain following
operations, (such as power/pipeline patrol, fish/game spotting, aerial application,
aerial-advertising, police patrol, livestock management or other activities) where
a significant part of the total flight time has been spent below one-thousand (1000)
feet AGL altitude.
NOTE: Aircraft with part of total time-in-service in Usage Class “B” operations
and part in Usage Class “A”, may adjust inspection intervals by a
“Factored Service Hours” calculation. See “Factored Service Hours,”
below.
c) Usage Class “C” - Extreme
Aircraft which have been damaged due to operations from extremely rough
runways, flight in extreme damaging turbulence or other accident/incident which
required major repair or replacement of wing(s), landing gear or engine mount.
d) Usage Class “D” - Unknown
Aircraft and/or wings of unknown or undetermined operational or maintenance
history.
e) Factored Service Time
NOTE: This formula applies only to airplanes in Usage Class “B” - Severe. It
may be used to calculate the initial and repetitive inspection times in
factored hours, provided a portion of the airplane’s operating time-in-
service has been in Usage Class “A” - Normal.
Determine Factored Service Time as follows:
Hours in
Hours in
Example Normal Service = Factored Service Hours
Severe Service +
(PA-28-161) 17
(1) 800 + 4000 = 1035

17
(2) 1000 + 14000 = 1823

17
Results
(1) Initial inspection not required at this time. Will require initial inspection
when Total Factored Service Hours reach 1800.
(2) Initial inspection required within the next 50 hours time-in-service.
III-35
2) Inspection Requirements.
a) Next 50 Hours:
For airplanes in “Usage Class D” (i.e. - unknown usage), conduct Wing Spar
Inspection and establish usage class for next inspection based on current
aircraft operations.
b) Each 1600 Hours:
For airplanes in “Usage Class B” (i.e. - severe usage), beginning at 3700
hours total time-in-service, and each 1600 hours thereafter, conduct Wing
Spar Inspection.
For airplanes in “Usage Class C” (i.e. - extreme usage), conduct Wing Spar
Inspection, each 1600 hours time-in-service.
c) Each 6000 Hours:
For airplanes in “Usage Class A” (i.e. - normal usage), beginning at 62,900
hours total time-in-service, and each 6000 hours thereafter, conduct Wing
Spar Inspection.
3) Inspection.
CAUTION: USE EXTREME CARE IN REMOVING AND REPLACING THE
WING MAIN SPAR TO FUSELAGE (I.E. - SPAR CARRYTHROUGH)
ATTACHMENT BOLTS (18 PER SIDE) TO PRECLUDE DAMAGING
THE BOLT HOLES OR BOLT HOLES. DO NOT DRIVE THE BOLTS
IN OR OUT OF THE HOLES. AS THE BOLTS ARE REMOVED,
NUMBER EACH BOLT AND HOLE TO ENSURE REPLACEMENT
IN THE SAME HOLE. USE PROPER TORQUE VALUES WHEN
INSTALLING BOLTS. IF REPLACEMENT OF SOME BOLTS
IS REQUIRED, ENSURE PROPER PART NUMBER AND GRIP
LENGTH. INSTALLATION OF EIGHTEEN (18) NEW NUTS (SEE
BOLT LEGEND, FIGURE 4-2) DURING WING REINSTALLATION
IS RECOMMENDED.
a) Remove both wings in accordance with Wings - Removal, Section IV.
b) Visually inspect, using a 10-power (minimum) magnifying glass and a dye-
penetrant method or equivalent, for cracks in the wing lower spar cap from the
wing skin line outboard of the outboard row of wing attach bolt holes to an area
midway between the second and third row of bolt holes from the outboard row.
1] If no cracks are found, prior to further flight, accomplish the actions specified
in paragraph “c)” on page III-37.
2] If any cracks are found, prior to further flight, replace the spar or wing with
a new or serviceable unit shown to be free of cracks when subjected to the
inspections specified in this paragraph.
III-36
c) Visually inspect for cracks in each upper wing skin adjacent to the fuselage and
forward of each main spar.
1] If no cracks are found, reinstall the wings in accordance with Wings
-Installation, Section IV.
2] If cracks are found, prior to further flight, replace with new parts or repair
in accordance with latest revision of AC 43.13-1, and reinstall the wings in
accordance with Wings - Installation, Section IV.
d) Make an appropriate entry in the aircraft logbook documenting this inspection
and any maintenance actions taken as a result.
III-37
(3) 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 Section IV, Figure 4-2, Sketch B or E, as appropriate.
b) Re-install the fairings and make a logbook entry indicating completion of this
inspection.
2) If the bolt is loose, proceed with Steps (d) thru (h):
(d) 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:
1) All PA-28-151 and PA-28-161 S/N’s 28-7716001 thru 28-8116010: 0.3115 - 0.3135
(5/16) inch diameter;
2) PA-28-161 S/N’s 28-8116011 and up, and all service replacement 1980 and up: 0.3745–
0.3765 (3/8) inch diameter.
(e) If the holes meet the requirements specified in Step (d), inspect gap between the fittings.
1) For airplanes with 0.3745 - 0.3765 (3/8) inch diameter hole:
a) 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 Section IV, Figure 4-2, Sketch E. Ensure that 1½ threads of the bolt
protrude from the nut.
b) 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 Section IV, Figure 4-2, Sketch E, 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.
III-38
2) For airplanes with 0.3115 - 0.3135 (5/16) inch diameter hole:

a) If gap is below 0.032 inches, install new hardware as called out in Section IV,
Figure 4-2, Sketch B and torque as specified therein. Ensure that 1½ threads of the
bolt protrude from the nut.
b) 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 Section IV, Figure 4-2, Sketch B, prior
to installation of the new hardware.
NOTE: If the gap (before shimming with washers) exceeds 0.15 inches, contact
Piper factory Technical Support through your Piper Dealer for further
instructions.
(f) If the holes do not meet the requirements specified in Step (d):
1) In airplanes with 0.3745–0.3765 (3/8) inch diameter holes, contact Piper factory
Technical Support through your Piper Dealer for further instructions.
2) In airplanes with 0.3115–0.3135 (5/16) inch diameter holes:
a) If it will clean out the out of round condition, it is acceptable to line ream the holes
perpendicular to each fitting to 0.3745–0.3765 (3/8) inch and 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 Section IV, Figure 4-2, Sketch E.
b) If the out of round condition cannot be cleaned out as described in Step a), contact
Piper factory Technical Support through your Piper Dealer for further instructions.
(g) Upon successful disposition, re-install the fairings and make a log book entry documenting
completion of this inspection.
(h) Retorque the nut/bolt combination at each regularly scheduled 100 hour inspection.
III-39
(4) Stabilator Attach Fittings Corrosion Inspection

This inspection incorporates the recurring requirements of Piper Service Bulletin 856. At each
annual or 100 hour inspection or anytime the stabilator is removed:
(a) Remove upper and lower tailcone fairing assembly.
(b) Remove the aft fuselage closeout plate assembly, if so equipped.
(c) Inspect the steel attach fittings (4 places) for the stabilator and adjacent fuselage structure
for rust and/or corrosion. (See “Figure III-1”.)
(d) If rust and/or corrosion is found, repair or replace as required, and add corrosion protection
per latest revision of AC43.13-1.
(e) If so equipped, reinstall aft fuselage closeout plate assembly. (Verify integrity of rubber
seals, replace if required).
(f) Reinstall upper and lower tailcone fairing assembly.
STABILATOR
ATTACH
BRACKETS
Figure III-1
Stabilator Attach Fitting Corrosion Inspection
III-40
(5) Flap Control Cable Attachment Bolt Inspection

This inspection incorporates the recurring requirements of Piper Service Bulletin 965. See
“Figure III-2”.
Each 100 hours time-in-service, or annually, whichever comes first, inspect the flap control cable
attachment bolt as specified below. Should any evidence of wear be detected replace the bolt.
(a) Remove the royalite flap or flap/trim cover.
(b) On aircraft having the flap handle only, proceed as follows:
1) Remove flap handle mounting bracket attachment bolts.
2) Raise flap handle and bracket assembly to gain access to the control cable attachment
bolt.
(c) On aircraft having the flap handle and trim wheel mounted together, proceed as follows:
1) Loosen the trim wheel attachment bolt.
2) Remove the trim wheel bracket attachment bolts and remove bracket from top of tunnel.
3) Remove flap handle mounting bracket attachment bolts and raise handle and bracket
assembly to gain access to control cable attachment bolt.
(d) Remove and inspect cable attachment bolt for possible wear. Should wear be detected,
replace bolt with new AN23-11 clevis bolt.
(e) Reinstall all parts that were removed and make appropriate log book entry.
MOUNTING BRACKET
TRIM WHEEL BOLT
-----
BUSHING INSPECT THIS BOLT
AT EACH 100 HOURS
Figure III-2
Flap Control Cable Attachment Bolt Inspection (Typical)
III-41
(6) Aft Wing Attach Fittings 100 Hour Inspection

This inspection incorporates the recurring requirements of Piper Service Bulletin 977.
(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, perform Fabrication Procedure, para. 4-79. Baggage
Compartment Inspection Hole and Cover Plate, before continuing with the
inspection.
(c) 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.
1) Gain access to the left and right aft wing attach fittings. (See “Figure III-3” on page
III-43.)
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 Piper Illustrated Parts Catalog (P/N
761-538) 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 Piper Illustrated Parts Catalog (P/N 761-538) for replacement
part numbers and obtain and install new parts before continued operation.
III-42
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.
4) 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 III-4” on page
III-44.
5) 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.
AFT
REAR ATTACH FITTING
~
INSPECTION ACCESS
PAN\S
-;,, ~
REAR ATTACH FITTING
Figure III-3
Wing Attach Fittings
III-43
FROM THE BOTTOM OF THE AIRCRAFT

LOCATE & DRILL ONE .191 INCH DRAIN
HOLE EACH SIDE BENEATH EACH ATTACH
FITTING USING THE MEASUREMENTS
SHOWN . (LEFT & RIGHT) SET DRILL STOP
_l
TO 1/8 INCH DEPTH.
1--------+-------1
SKIN LAP JOINT
1.1 INCH
FUSELAGE BOTTOM SKIN

LOOKING DOWN
LEFT HAND SHOWN RIGHT
HAND OPPOSITE
---•-► 1.1 INCH..-.---

FROM SIDE OF
FUSELAGE
FWD
TYPICAL SINGLE
Figure III-4
Drain Hole Installation
III-44
(d) Removal and Installation Procedure (if required).

See “Figure III-3” on page III-43.
NOTE: If both fittings are to be changed, remove and replace one fitting at a time.
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.
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 fuselage. Discard
fitting.
9) Clean and inspect the areas that were under bracket for any signs of corrosion.
10) If corrosion is found, repair or replace parts as necessary. Coat the area with primer
and allow to dry.
11) If no corrosion is found, coat the area with primer. Allow time to dry.
12) 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 0.3115–0.3135
(5/16) or 0.3745–0.3765 (3/8) depending on model and year. Replace attach fitting bolt
should there be any sign of wear or corrosion.
13) Re-rivet wing attach fitting into place with appropriate fasteners.
NOTE: For hard to reach areas the existing MS20470AD-5 rivets may be replaced
with Hi Lok fasteners. Use HL30-5 with HL-94 Hi Lok collars. Torque 15–25
in·lbs. Observe standard practices for use of Hi Lok fasteners.
14) Install wing spar and fuselage attach fitting bolt per Section IV and Figure 4-2.
15) Seal edges of attach fittings with PRC PR1422 (or equivalent) before installing interior.
16) Complete same process to the opposite side, if replacing both attach fittings.
17) Reinstall baggage door, floorboards, interior panels, and seats. Connect battery and
check for operation.
III-45
(7) Fuel Tank/Wing Spar Corrosion Inspection

This inspection incorporates the recurring inspection requirements of Piper Service Bulletin
1006. Paragraphs (a) and (b) are keyed to “Figure III-5” on page III-47 (i.e., (a) 1) corresponds
to A1 in figure).
(a) Each seven calendar years time-in-service, remove the fuel tanks and conduct inspections
as specified below. Each inspection is for corrosion (intergranular, exfoliation, etc.), but
while exposed all areas and parts should be checked for other anomalies such as damage,
cracking, or wear. Any part or area determined to be defective must be repaired or replaced
using standard FAA approved parts and methods.
1) Inspect the fuel tank attach hardware and gang channels (nut plate strips).
2) Inspect the exterior of the fuel tanks for leaks. Inspect the interior for corrosion or
sloshing compound. If either condition exists, clean, repair, or replace the fuel tank as
required.
3) Remove fuel quantity senders. Inspect for condition, operation, and security and
freedom of movement of the float arm. Inspect condition of wires and terminals.
Replace components as required. Replace gaskets.
4) Inspect hard fuel vent lines for interior and exterior corrosion, wear, or deposits. Flush
and clean with mineral spirits under pressure. If excessive debris, deposits, or corrosion
observed, replace the line.
5) Inspect flexible fuel hoses and couplings. Replace as required. Replacement is
recommended regardless of serviceability.
6) Inspect the spar, spar angles (cap), and ribs behind and adjacent to the fuel tank. If
corrosion is detected, conduct a thorough inspection of the entire wing.
7) Remove the lacing at the wing root and inspect the spar and forward wing attach fittings.
(b) Treat the following areas with Dinotrol AV 8 before reassembly.
1) Wing spar at root and forward wing attach fittings.
2) Entire wing spar, spar angles (cap), and ribs behind and adjacent to the fuel tank.
III-46
'-----
\
A1
••
•
• •
••
11
A2
/.
4 '
·', ~,:<0
,.-
A4
Figure III-5
Fuel Tank and Wing Spar Corrosion Inspection
III-47
(8) Cast Main Landing Gear Strut Cylinder 100 Hour Inspection
This inspection incorporates the recurring inspection requirements of Piper Service Bulletin
1131A.
In PA-28-151 S/N’s 28-7415001 thru 28-7715314 and PA-28-161 S/N’s 28-7716001 thru
2816110, for those airplanes which are not equipped with forged main landing gear strut cylinders
P/N 65489-002 on both left and right sides; each 100 hours time-in-service, inspect the cast main
landing gear strut cylinders (P/N’s 65319-002/-003/-004) as follows:
NOTE: Installation of the improved forged main landing gear strut cylinder P/N 65489-002 on
both the left and right sides eliminates this repetitive inspection requirement.
(a) Disconnect the torque link assembly by removing the cotter pin, nut, washers and bolt
at the location indicated in “Figure III-6” on page III-49. Discard the cotter pin. Note the
arrangement of all hardware, including shims and spacers, for reinstallation. To provide
access for this inspection, rotate the torque link assembly away from the torque link attach
lugs.
(b) Thoroughly clean the area to be inspected as indicated in “Figure III-6” on page III-49, using
a suitable cleaner.
(c) Using a 10X power magnifying glass, visually inspect the radii of the main landing gear strut
cylinder’s torque link attach lugs for cracks. Refer to “Figure III-6” on page III-49 for the
inspection locations. If no cracks are found by visual inspection, proceed to liquid penetrant
inspection per Chapter 5, Section 5, of FAA Advisory Circular AC 43.13-1B, to check for
cracks. Strip the paint and primer from the areas to be inspected using a commercially
available chemical paint stripper, taking care to only remove paint and primer from the
inspection areas.
1) If a crack is detected, prior to further flight replace the “cast” main gear strut cylinder
with the “forged” main gear strut cylinder per Section VII.
NOTE: Installation of the “forged” main gear strut cylinder in both the right hand
and left hand gear position eliminates the need for the 100 hour repetitive
inspection requirement for the aircraft.
2) If no cracks are detected, then thoroughly clean the affected surfaces and touch up the
primer and paint where it was removed.
(d) Reconnect the torque link assembly to the main landing gear strut cylinder:
1) Reinstall all components that were removed in Step “(a)”, being careful to return all
components to their original location.
2) Install a new cotter pin,
(e) Make an appropriate logbook entry indicating completion of this inspection.
III-48
r MAIN LANDING GEAR

STRUT CYLINDER
INSPECT
FOR CRACKS
VIEW A−A
REMOVE HARDWARE
I
-~t
-.1;~
A A
TORQUE LINK
ASSEMBLY
., 0t
Inspect
for Cracks
lnsp
for
Cra
VIEW LOOKING AT LEFT HAND SIDE.

RIGHT SIDE OPPOSITE.
Figure III-6
Main Gear Strut Cylinder
III-49
III-50
(9) Main Landing Gear Torque Link Greaser Bolt Inspection

This inspection incorporates the recurring inspection requirements of Piper Service Letter 842.
In PA-28-151 S/N’s 28-7415001 thru 28-7715314 and PA-28-161 S/N’s 28-7716001 thru
28-7816253; inspect the main landing gear torque link greaser bolts as follows:
NOTE: The 100 hour inspection requirement can be extended to 500 hours by the installation of
Piper Kit No. 760-910V (to replace Sketch “A” bolt) or a new greaser bolt P/N 79543-
002 (to replace Sketch “B” bolt) depending on which bolt is being replaced (see “Figure
III-7”).
(a) If the aircraft is on jacks, the main gear struts must be deflated (see Section II) and the piston
axle assembly supported before proceeding.
(b) Remove the greaser bolt holding the main landing gear torque links together.
(c) Thoroughly inspect each bolt using a 10X magnifying glass, or dye check, or magnetic
partical inspection for cracks as shown in Sketches “A” and “B”, “Figure III-7”.
(d) If any cracks are found, replace the bolt:
1) When replacing bolts shown in Sketch “A,” install Piper Kit No. 760-910V.
NOTE: For bolts shown in Sketch “A,” Piper recommends they be replaced even if no
cracks are found.
2) When replacing bolts shown in Sketch “B,” replace with P/N 79543-002.
(e) If the struts were deflated, above, re-inflate the struts per Section II and remove airplane
from jacks.
(f) Make appropriate log book entry documenting performance of this inspection.
"°'------ INSPECT THIS AREA - - - - - - - .
SKETCH "A" SKETCH "B"
GREASE FITTING
Figure III-7
Main Landing Gear Torque Link Greaser Bolt Inspection
III-51
(10) Exhaust System Inspection

Refer to “Figure III-8” and “Figure III-9” on page III-53.
WARNING: A VERY THOROUGH INSPECTION OF THE ENTIRE EXHAUST SYSTEM,
INCLUDING EXHAUST HEATER SHROUD ASSEMBLY, 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. It is recommended that the system
be checked more carefully as the number of hours increase, therefore inspection at the 700 hour
period, that the exhaust system has been in use would be more critical than ones in the 100 hour
period. The system should also be checked carefully before winter operation when the cabin heat
will be in use.
NOTE: Piper recommends that all PA-28 airplanes be fitted with a new muffler at or near the
1000 hour period of which the muffler has been used.
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.
Removal of the tail pipe and stacks is required for inspection of the muffler baffle. Remove
or loosen all exhaust shields, carburetor and cabin heat muffs, shrouds, heat blankets, etc., as
required to permit inspection of the complete system. Perform the necessary cleaning operations
and inspect all external surfaces for dents, cracks and missing parts. Pay particular attention
to welds, clamps, supports and support attachment lugs, slip joints, stack flanges and gaskets.
Inspect internal baffle or diffusers. Any cracks, warpage or severe oxidation are cause for
replacement of the muffler.
If any component is inaccessible for a thorough visual inspection, accomplish one of the
following:
(a) Accomplish a submerged pressure check of the muffler and exhaust stack at 2 psi air
pressure.
(b) Conduct a ground test using a carbon monoxide indicator by heading the airplane into the
wind, warming the engine on the ground, advancing the throttle to full static RPM with
cabin heat valves open, and taking readings of the heated airstream inside the cabin at
each outlet (including rear seat heat outlet, if installed). Appropriate sampling procedures
applicable to the particular indicator must be followed. If carbon monoxide concentration
exceeds .005 percent or if a dangerous reading is obtained on an indicator not calibrated in
percentages, the muffler must be replaced.
III-52
REFERTO
FATIGUE AREAS LATEST REVISION
INDICATED BY OF FAA AC-43.13-1
ARROWS
Figure III-8
Typical Muffler Fatigue Areas
ALL WELDS REFERTO

AS INDICATED LATEST REVISION
BY ARROWS OF FAA AC-43.13-1
Figure III-9
Exhaust System Inspection Points
III-53
(11) Aileron Centering Cable Inspection

This inspection incorporates the requirements of Piper Service Bulletin 435.
Refer to “Figure III-10” on page III-55.
In PA-28-151 S/N’s 28-7415001 thru 28-7515228; at each ten (10) hours of operation until
installation of Piper Kit No. 760 847V, inspect the aileron centering cable as follows:
(a) Gain visible access to the right hand control column sprocket assembly and inspect the
aileron centering system for the following:
1) Evidence of cable fraying.
2) Spring breakage.
3) Set screw security (the set screw should not allow any cable movement).
NOTE: Refer to Figure 3-10 for identification of inspection areas.
(b) If the inspection reveals no evidence of the above described conditions, record a log book
entry indicating compliance with this inspection.
(c) If the inspection reveals discrepancies, complete the following as required.
1) Replace as necessary:
a) Cable
b) Spring
2) Adjust the set screw as necessary.
(d) Record a log book entry indicating completion of this inspection.
III-54
CABLE ASSY.
(INSPECT)
\
)
Figure III-10
Aileron Centering Cable Inspection
III-55
III-56
5. 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.
NOTE: A log book entry should be made upon completion of any inspections.
A. Lightning Strike
Propeller. McCauley Propellers - see latest Each occurrence,
revision of McCauley SB 177. before further flight.
Engine. See latest revisions of appropriate Each occurrence,
Lycoming Service Bulletins before further flight.
and Overhaul Manual.
Electrical and Avionics Inspect and check harness, connections, Each occurrence,
Systems. and equipment for high voltage damage, before further flight.
burns and insulation degradation. Replace
or overhaul as required. Consult with
appropriate avionics vendor(s) for
inspections and operational checks. Bench
test alternator and voltage regulator(s)
(see Electrical System, Section XI).
Antennas. Inspect all antenna connections Each occurrance,
for condition and security. before further flight.
All exterior surfaces, skins, Inspect for burns, evidence of arcing, Each occurrence,
and structure. and damage on surfaces and bearings. before further flight.
Check for correct material properties in
the area of the strike path. Degauss
engine mount. Replace or repair
affected areas/parts.
System Components. Inspect instrumentation, vacuum, Each occurrence,
pitot/static, and fuel systems, before further flight.
for damage and correct operation.
Static Wicks. Replace. Each occurrence,
before further flight.
Bearings. Inspect all control surface hinges and Each occurrence,
bearings, and landing gear and wheel before further flight.
bearings for pitting and damage.
Replace as required.
III-57
B. Engine Overtemp, Loss of Oil, or Sudden Stoppage

Engine. See latest revisions of appropriate Each occurrence,
Lycoming Service Bulletins before further flight.
and Overhaul Manual.
Sensenich Propeller. Refer to latest Sensenich Repair Manual. Each occurrence,
(Sudden Stoppage only.) Remove and recondition before before further flight.
return to service, if required.
McCauley Propeller. See latest revision of McCauley SB 176 Each occurrence,
for stoppages/strikes; McCauley before further flight.
SL 1998-23 for overspeed.
Aero Accessories, Replace. Each occurrence,
Tempest Vacuum Pump. before further flight.
(Sudden Stoppage only.)
Engine Mount and Inspect for distortion and Each occurrence,
Attachments. damage. Replace or repair before further flight.
as required.
C. Severe Turbulence, Hard or Overweight Landing

CAUTION: MINOR OR APPARENTLY SUPERFICIAL DAMAGE MAY INDICATE A MORE
SEVERE CONDITION SOMEWHERE ELSE IN THE STRUCTURE.
(1) Place aircraft in a normal level attitude.
(2) Make a preliminary inspection of checking alignment and out-of-track condition of engine,
wings, tail, landing gear and doors.
(3) Follow Piper and Lycoming Maintenance Manual procedures. If there are any questions regarding
repairs or procedures, contact your Piper Dealer’s Service Advisor (DSA).
(4) Inspect the following items closely to determine the extent of damage:
Landing Gear Struts. Cracks, signs of overstress Each occurrence,
(Not required for deformation, loose or damaged before further flight.
severe turbulence.) strut housings. Axles for cracks,
bending or flat spots. Damaged oleos
and seals, hydraulic leaks and landing
gear alignment.
Wheels, Tires, Brakes. Cracks, chips, loose or cracked Each occurrence,
(Not required for mounting bolts, alignment of slippage before further flight.
severe turbulence.) marks, sidewall distress, hydraulic or
air leaks. Inspect the wheels (dye
penetrant method) and wheel bolts
(magnetic particle method).
III-58
D. Severe Turbulence, Hard or Overweight Landing (continued)

Wheel Wells and Landing Buckling, cracks, overstress, wing skin Each occurrence,
Gear attach points. buckling, and side brace for before further flight.
(Not required for damage and condition. Inspect
severe turbulence.) landing gear attachment bolts
(magnetic particle method).
Wings. Wing attach bolts for slippage, damage Each occurrence,
and overstress. Fasteners securing before further flight.
wing attachment fittings to fuselage
frames and wing spars for condition and
security. Upper and lower wing
skins for wrinkles, cracks, popped or
loose rivets.
Remove access plates and inspect for Each occurrence,
internal damage to ribs, stringers and before further flight.
sparwebs; and fuel tanks for damage,
attachment, and leaks.
Engine. Engine mounts for distortion and Each occurrence,
damage to elastomeric parts. before further flight.
Propeller for evidence of ground strike
(i.e. - hard or overweight landing).
Fuselage. Loose or missing rivets, door alignment, Each occurrence,
windows and attachments for overstress, before further flight.
cracks or damage. Wing carry through
member for overstress damage.
Stringers, bulkheads, keel beams for
buckling, cracks, or damage. Avionics,
instruments and accessories installation
for security and operation.
Empennage. Skins for buckling wrinkles, loose or Each occurrence,
missing rivets. Stabilator, rudder, and before further flight.
vertical fin for security of attachment
and overstress of bolts. Ribs, stringers
for buckling, cracks and damage.
E. Flaps Extended Above Maximum Flap Extension Speed (Vfe)

Flap torque tube/pushrod. Inspect for distortion. Replace as Each occurrence,
required. (See Flap Torque Tube/Pushrod before further flight.
Distortion Inspection.)
Flaps. Inspect for damage to the skin and Each occurrence,
attach points. Replace as required. before further flight.
III-59
F. Flood Damage, Immersion in Water

(1) These guidelines are general in nature and should be applied or varied to fit the individual aircraft
according to water level, length of time of exposure and other variables. Only those areas that
might not be obvious to the mechanic are addressed.
CAUTION: MAKE ALL REPAIRS AND/OR ADJUSTMENTS IN ACCORDANCE WITH
THE APPROPRIATE PIPER MAINTENANCE MANUAL, THE COMPONENT
MANUFACTURER’S MAINTENANCE MANUAL, AND FAR PART 43. PAY
PARTICULAR ATTENTION TO SILT, CORROSION AND CONTAMINANTS.
(2) Follow Piper and Lycoming Maintenance Manual procedures. If there are any questions regarding
repairs or procedures, contact your Piper Dealer’s Service Advisor (DSA).
(3) Determine the water level on the aircraft. Determine which operating and/or electrical components
have been exposed to the water.
(4) If the following items were immersed, inspect them closely to determine the extent of damage:
Airframe. Clean silt and contaminants from airframe. If immersed, each event,
Tubular Structures. Check for internal corrosion. If immersed, each event,
(i.e. - Engine Mounts, etc.) Clean and represerve as required. before further flight.
(See Engine Mount Corrosion
Inspection, Immersion in Water.)
Wings. Inspect to ensure that contaminants If immersed, each event,
are cleaned from fuel cell areas. before further flight.
Landing Gear and associated Jack airplane and cycle landing If immersed, each event,
Bearings, Torque Links, gear oleos and torque links before further flight.
Shimmey Dampeners, etc. to ensure proper operation.
Control Surfaces. Remove surface, clean and check If immersed, each event,
all bearings - relube or replace before further flight.
as necessary.
Rebalance before installation.
Flight Control System. Clean and inspect all cables, pulleys, If immersed, each event,
and bearings for evidence of corrosion. before further flight.
Replace corroded cables.
Re-preserve galvanized cable
with MIL-C-11796 Class 2 (hot).
Trim Control System. Clean and inspect all trim system If immersed, each event,
cables, pulleys, drums, bearings, before further flight.
jack screws, etc. Do not apply
preservation to trim cables.
Actuating Cables. Inspect “push-pull” actuating cables If immersed, each event,
for powerplant, heating and before further flight.
ventilating system, fuel system, etc.
for proper operation.
III-60
F. Flood Damage, Immersion in Water (continued)

Engine. Remove, disassemble, and inspect. If immersed, each event,
Examine all parts paying particular before further flight.
attention for evidence of corrosion,
rust or contaminants imbedded on
bearing surfaces, piston, mounting
flanges or any aluminum, magnesium
or bronze surface that may be porous.
Remove evidence of rust, or corrosion. If immersed, each event,
If pitting in stressed areas is found the before further flight.
part should not be reused. Silt imbedded
in porous surfaces may be removed.
Be certain oil passages, dowel holes and
similar hidden openings and recesses
are thoroughly free from contaminants.
Test electrical components and fuel If immersed, each event,
metering devices in accordance with before further flight.
manufacturer’s instructions to determine
fitness for future use.
Reassemble engine using new seals, If immersed, each event,
gaskets, stressed bolts nuts and before further flight.
crankshaft sludge tubes. All reused parts
must conform with Lycoming Table of
Limits No. SSP-1776 for fits and
clearances.
See latest revision of Lycoming Service If immersed, each event,
Bulletin No. 357. before further flight.
Engine Accessories. Inspect. Aircraft systems that supply If immersed, each event,
either fuel or oil to the engine must be before further flight.
thoroughly cleaned, including oil cooler,
lines, valves, etc. to prevent
contamination of the engine after
reinstallation.
Propeller. Inspect and repair as necessary If immersed, each event,
in an authorized propeller shop. before further flight.
III-61

Electrical Systems. Replace all circuit breakers and If immersed, each event,
switches. before further flight.
Replace all solenoids, relays and If immersed, each event,
master contactors. before further flight.
Replace battery. If immersed, each event,
Disassemble all connectors; clean If immersed, each event,
and inspect for corrosion. Replace all before further flight.
corroded or pitted connectors. Inspect
for wire corrosion at connector.
Check all harness assemblies for If immersed, each event,
entrapped contaminants. Clean and before further flight.
check for short circuits.
Remove electric motors and electric If immersed, each event,
pumps. before further flight.
Remove all potted solid state electrical If immersed, each event,
equipment such as alternator inop. before further flight.
switches, low fuel warning switches, etc.
Clean, dry and bench test per
appropriate maintenance manual.
Clean and check voltage regulators and If immersed, each event,
overvoltage relays. Replace as necessary before further flight.
Clean and check aIl strobe light power If immersed, each event,
supplies. Refer to appropriate before further flight.
maintenance manual.
Replace all fuel senders, etc. If immersed, each event,
Clean, inspect and check heated If immersed, each event,
pitot systems. before further flight.
Autopilot System. Bench test in accordance with If immersed, each event,
(If Installed.) appropriate maintenance manual. before further flight.
Pay particular attention to clutch settings.
III-62

Vacuum and Pitot-Static Replace gyros. If immersed, each event,
Systems. before further flight.
Replace filters. If immersed, each event,
Clean and inspect all lines, and pitot If immersed, each event,
and static vents. before further flight.

Clean and check all regulating valves. If immersed, each event,
Remove and inspect engine driven and If immersed, each event,
auxiliary vacuum pumps. before further flight.
Induction System. Clean and inspect for silt and If immersed, each event,
corrosion. Check all ducts and gaskets. before further flight.
Replace as necessary.
Clean and inspect all heat shrouds If immersed, each event,
and ducting. before further flight.
Fuel System. Perform Fuel Tank/Wing Spar Corrosion If immersed, each event,
Inspection. Remove and clean before further flight.
fuel cells and fuel cells wing area. Clean
all associated lines and pumps.
Clean and inspect all fuel tank vents, If immersed, each event,
cap vents and vent lines. before further flight.
Instruments. Clean and inspect instruments. Bench If immersed, each event,
check per appropriate maintenance before further flight.
manual.
Heating and Ventilating Replace blower. If immersed, each event,
Systems. before further flight.
Clean and inspect all distribution boxes, If immersed, each event,
ducting and valves. before further flight.
Inspect and check system control cables. If immersed, each event,
Replace corroded or binding cables. before further flight.
If installed, clean and inspect air If immersed, each event,
conditioning evaporator, condenser, before further flight.
and compressor.
III-63

Avionics Systems. Replace avionics. If immersed, each event,
Clean and inspect antennas If immersed, each event,
and connectors. before further flight.
Insulation and Upholstery. Remove all wet insulation and upholstery. If immersed, each event,
Thoroughly clean and dry (or replace) before further flight.
to ensure corrosion is not promoted in
adjacent structures.
III-64
6. Service Publications List

“Table III-II” is a cumulative list of Piper service publications (i.e., Service Bulletins, Service Letters, etc.)
applicable to the airplane models covered by this manual, with the following exceptions:
A. Service publications which have been fully incorporated into this manual are not listed – i.e., Service
Bulletins 435, 856, 886, 965, 977, 978A, 990, 1006, 1048, 1131A, and 1280A; Service Letters 740,
903A, 997, 1041, 1052, 1069, 1135, 1141, and 1229.
B. Nor are service publications which have become obsolete.
Kits are listed when installation of that single kit indicates compliance with the associated service
publication. Kits listed may be no longer available or may have been replaced.
Effectivity is listed by airplane model and year. See the individual service publication for specific serial
number applicability.
Table III-II
SERVICE PUBLICATIONS LIST
Aircraft Model
Model Year Pub No. Kit No. Subject
PA-28-151 1974 SB 424 760-878V Wing Reinforcement Modification

SL 700 760-842V Toe Brake System Modification
SL 715 760-876V Emergency Locator Transmitter Switch Cover Modification
SL 731 Cherokee Warrior Product Refinement Program
1 - Fuel System Placard Inspection
760-855V 2 - Induction Air Inlet Hose Inspection
3 - Oil Cooler Hose Fitting Repositioning
760-856V 4 - Bottom Cowling Support Modification
760-854V 5 - Superseded by SL 859
6 - Propeller Spinner / Spinner Bulkhead Modification
7 - Left Rear Engine Baffle Inspection
SL 734 760-857V Bendix ADF-T-12 C/D Installation Inspection and Modification
SL 744 760-934V Steering System Modification
SL 745 Wing Main Spar Attach Bolts Inspection
1974-1975 SB 448 Throttle and Mixture Control Cable Operation Inspection
SB 449A Alternator (Chrysler) Modification and Wire End Terminal
Replacement
SB 450 Quick Drain Valve Inspection Fuel Gascolator
SB 454 760-922V Induction Air Shroud Modification
SB 474 760-985V Carburetor Air Box Modification
SB 475 Instrument Panel Dimmer Control Assembly Modification
SL 735 Muffler Shroud Modification
SL 738A 760-901V Overhead Fresh Air Vent System Modification
SL 761 760-795V Magnetic Compass Relocation Kit
SL 762 761-009V ELT Remote Switches Modification
SL 785 Carburetor Induction Air Shroud Modification
III-65
TABLE III-II
SERVICE PUBLICATIONS LIST (CONT.)
Aircraft Model
PA-28-151 1974-1976 SB 548 Engine Control Rod End Bearing Inspection

(cont.) SL 749 760-910V Torque Link Greaser Bolt Replacement Kit
SL 756 Dual Glideslope Indicator Placard (King installations only.)
SL 758 Bendix Service Bulletin 583, Ignition Switch Inspection
SL 800 Narco ADF-140 Installation Performance Refinement
SL 813 761-103V Vertically Adjustable Seat Refinement
1974-1977 SB 533 Fuel Gauge Calibration Inspection
SB 536 Carburetor Air Filter Box Inspection
SB 631B 764-303V Battery Protection and Correct Rear Seat Installation
SB 717 Fuel Selector Line Inspection
SB 836A Aluminum Wire Inspection/Replacement
SB 855 Automobile Gas (MOGAS) Prohibited
SB 896 Shoulder Harness Installation and Usage
SB 1026 Parker Hanniffin Airborne Service Letter 48,
Dry Air Pump Flexible Couplings Inspection/Replacement
SB 1041 Airborne Service Letter 56, Airborne Air Filter Elements
Inspection and Cleaning
SB 1122 Wing Rib Inspections
SB 1197E Gontrol Wheel Shaft Inspection (AD 2010-15-10)
SB 1251 Stabilator Trim Barrel Inspection
SB 1284B Lycoming Service Bulletin 622A, Slick Champion SB1-15A
SB 1297 Altimeter Inspection and Replacement
(United Instruments SB 13)
SB 1309A Fuel Tank Selector Placard Inspection (AD 2018-02-05)
SB 1311 Baggage Compartment Closeout Inspection
SB 1313 Stabilator Trim Pulley Bracket Inspection
SL 653 Lycoming Service Instruction 1265, Serrated Throttle Lever
and Shaft
SL 793 Flap Warning Placard
SL 826 Spinner Bulkhead Doubler
SL 845 763-828V Engine Breather Tube Winterization Kit
SL 859 760-854V Landing Light Installation Modification
SL 861 763-890V Forward Facing Seat Back Modification
SL 864 763-870V Cabin Heat Control Refinement (Part II)
SL 891 87349-02 Air Induction Filter Retainer Improvement
SL 1093B Electrical Contactor Replacement Kits
SL 1125 88472-02 Stall Horn Bracket Replacement
VSP 196 Lycoming Service Bulletin 583A, Slick SB2-08A,
4300/6300 Magneto Inspections
VSP 197A Lycoming Service Bulletin 584B, Slick SB3-08A,
4200/4300/6300 Magneto Inspections
VSP 221 Lycoming Service Bulletin 601, Non-Compliant Oil Tubes,
P/N 77527
VSP 244 Lycoming Service Letter L264, Engine Start Problems Due to
Drift in Magneto-to-Engine Timing; Slick Service Letter 4300/
6300-74-20-001, Supplemental Timing Inspection Information
III-66
TABLE III-II
Aircraft Model
1975-1977 SB 623 Diode Assembly Inspection

SB 631B 764-303V Battery Protection / Correct Rear Seat Installation
SL 836 Narco ADF-140/141 Antenna Inspection and Modification
1976–1977 SL 864 Forward Cabin Door Stop (Striker Plate) Installation (Part I)
1977 SB 538 Engine Control Cable Inspection
SB 543 Starter/Magneto Switch Inspection and Replacement
PA-28-161 1977 SB 548 Engine Control Rod End Bearing Inspection
SL 826 Spinner Bulkhead Doubler
SL 813 761-103V Vertically Adjustable Seat Refinement
SL 859 760-854V Landing Light Installation Modification
1977-1978 SB 623 Diode Assembly Inspection
SB 631B 764-303V Battery Protection / Correct Rear Seat Installation
SL 836 Narco ADF-140/141 Antenna Inspection and Modification
SL 845 763-828V Engine Breather Tube Winterization Kit
SL 864 763-870V Cabin Heat Control Refinementt (Part II)
1977–1979 SL 861 763-890V Forward Facing Seat Back Modification
SL 864 Forward Cabin Door Stop (Striker Plate) Installation (Part I)
1977-1981 SB 717 Fuel Selector Line Inspection
SL 891 87349-02 Air Induction Filter Retainer Improvement
1977-1982 SB 631B 764-303V Battery Protection and Correct Rear Seat Installation
SB 836A Aluminum Wire Inspection/Replacement
1977-1984 SB 896 Shoulder Harness Installation and Usage
1977-1995 SB 1026 Parker Hanniffin Airborne Service Letter 48,
Dry Air Pump Flexible Couplings Inspection/Replacement
SB 1041 Airborne Service Letter 56, Airborne Air Filter Elements
Inspection and Cleaning
SB 1122 Wing Rib Inspections
SB 1167 767-514 Nose Gear Centering Springs
SB 1197E Gontrol Wheel Shaft Inspection (AD 2010-15-10)
SB 1251 Stabilator Trim Barrel Inspection
SB 1284B Lycoming Service Bulletin 622A, Slick Champion SB1-15A
SB 1297 Altimeter Inspection and Replacement
(United Instruments SB 13)
SB 1309A Fuel Tank Selector Placard Inspection (AD 2018-02-05)
SB 1311 Baggage Compartment Closeout Inspection
SB 1313 Stabilator Trim Pulley Bracket Inspection
SL 653 Lycoming Service Instruction 1265, Serrated Throttle Lever
and Shaft
SL 682B Lycoming Service Bulletin 367D, Required Inspection of
Piston Pin
SL 1047 767-343 Pilot Sidepost Handgrip Kit
SL 1093B Electrical Contactor Replacement Kits
SL 1125 88472-02 Stall Horn Bracket Replacement
SL 1153 88509-02 Auxiliary Vacuum Pump Elapsed Time Indicator (ETI)
Replacement
1978 SB 582 Pitot and Static Sump Drain Inspection
SB 612 Fuel Gascolator Assembly Inspection
III-67
TABLE III-II
Aircraft Model
PA-28-161 1978-1979 SB 630A Collins VIR-350 / 351 Navigation Receiver Modification
(cont.) SB 638 Fuel Line Union Fitting Inspection
SB 646A 763-934V Fuel Tank Vent Modification and Vent Hose Replacement
SL 862 763-918V Main Landing Gear and Strut Fairing Replacement
1978-1980 SB 681 Boom Microphone Isolation Relay
1979-1981 SL 899 36757-03 Part I - Aft Spinner Bulkhead Refinement
87325-05 Part II - Forward Spinner Bulkhead Refinement
1980 SL 901 764-013V Cabin Air Intake Duct Modification
SL 908 Instrument Panel Lighting - Century 21 and 41 Autopilot
Installation
1980–1990 SB 916B 765-399 Addition of Wing Stall Strips
1983-1984 SB 801 King Autopilot Servo Bridle Clamp Installation
1986–1995 SB 1302B Rear Seat Inspection
SL 1218A 76356-03 Crew Seat Control Cable Modification
1994-1995 SB 1020 Artex 110-4 ELT and Attachment Bracket Inspection
SB 1040 Flight Control Wheel Collar Retainer Modification
SB 1079 Untested Fuel Pump
SL 1106A Sky-Tec Starter Cranking Instructions
SL 1161 88536-01 Fuel Quantity Gauge Installation and Calibration Requirements
VSP 184 Lycoming SB 577, Sky-Tec SB 07-01 C, Sky-Tec PM Model
Starter Replacement
VSP 196 Lycoming Service Bulletin 583A, Slick SB2-08A,
4300/6300 Magneto Inspections
VSP 197A Lycoming Service Bulletin 584B, Slick SB3-08A,
4200/4300/6300 Magneto Inspections
VSP 244 Lycoming Service Letter L264, Engine Start Problems Due to
Drift in Magneto-to-Engine Timing; Slick Service Letter 4300/
6300-74-20-001, Supplemental Timing Inspection Information
III-68
III-69
— END OF SECTION —
III-70
SECTION
IV
STRUCTURES
1E1
1E2
SECTION IV - STRUCTURES
TABLE OF CONTENTS
Paragraph Grid No.
4-1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E7

4-2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E7
4-3. Wing Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E7
4-4. Wing Tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E7
4-5. Removal of Wing Tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E7
4-6. Installation of Wing Tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E8
4-7. Aileron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E8
4-8. Removal of Aileron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E8
4-9. Installation of Aileron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E8
4-10. Wing Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E8
4-11. Removal of Wing Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E8
4-12. Installation of Wing Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E11
4-13. Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E11
4-14. Removal of Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E11
4-15. Installation of Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E12
4-15a. Installation of Stall Strips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E17
4-16. Empennage Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E17
4-17. Stabilator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E17
4-18. Removal of Stabilator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E17
4-19. Installation of Stabilator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E19
4-20. Stabilator Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E22
4-21. Removal of Stabilator Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . 1E22
4-22. Installation of Stabilator Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . 1E22
4-23. Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E22
4-24. Removal of Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E22
4-25. Installation of Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E23
4-26. Vertical Fin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E23
4-27. Removal of Vertical Fin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E23
4-28. Installation of Vertical Fin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E23
4-29. Fuselage Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E24
4-30. Windshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E24
4-31. Removal of Windshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E24
4-32. Installation of Windshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E24
4-33. Side Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E26
4-34. Removal of Side Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E26
4-35. Installation of Side Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E26
4-36. Door (Entrance) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F1
4-37. Removal of Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F1
4-38. Installation of Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F1
4-39. Adjustment of Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F1
01/01/09 IV - TABLE OF CONTENTS

1E3
Paragraph Grid No.
4-40. Removal of Door Latch Mechanism . . . . . . . . . . . . . . . . . . . . . . . 1F1

4-41. Installation of Door Latch Mechanism . . . . . . . . . . . . . . . . . . . . . 1F1
4-42. Adjustment of Door Latch Mechanism . . . . . . . . . . . . . . . . . . . . 1F1
4-43. Removal of Door Lock Assembly . . . . . . . . . . . . . . . . . . . . . . . . 1F2
4-44. Installation of Door Lock Assembly . . . . . . . . . . . . . . . . . . . . . . . 1F2
4-45. Removal of Door Safety Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F2
4-46. Installation of Door Safety Latch . . . . . . . . . . . . . . . . . . . . . . . . . 1F2
4-47. Adjustment of Door Safety Latch . . . . . . . . . . . . . . . . . . . . . . . . . 1F2
4-47a. Removal and Installation of Door Seal Snubbers . . . . . . . . . . . . . 1F2
4-48. Baggage Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F5
4-49. Removal of Baggage Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F5
4-50. Installation of Baggage Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F5
4-51. Removal of Baggage Door Lock Assembly . . . . . . . . . . . . . . . . . 1F5
4-52. Installation of Baggage Door Lock Assembly . . . . . . . . . . . . . . . 1F5
4-53. Removal of Baggage Door Hinge . . . . . . . . . . . . . . . . . . . . . . . . . 1F5
4-54. Installation of Baggage Door Hinge . . . . . . . . . . . . . . . . . . . . . . . 1F6
4-54a. Rigging Instructions - Seat Back Lock and Release . . . . . . . . . . . . . . 1F6
4-54b. Not used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F7
4-54c. Lumbar Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F7
4-54d. Electrical Bonding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F10
4-55. Structural Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F12
4-55a. Skin Bead Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F14
4-55b. Metal Wire Stitching Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F15
4-56. Baggage Compartment Inspection Holes Fabrication Procedure . . . . 1F17
4-56a. Fabricating Inspection Holes . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F17
4-57. Fiberglass Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F20
4-57a. Minor Scratch and Crack Repair . . . . . . . . . . . . . . . . . . . . . . . . . . 1F20
4-57b. Hole Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F20
4-57c. Fiberglass Fracture and Patch Repairs . . . . . . . . . . . . . . . . . . . . . . 1F21
4-57d. Adding Layers to Undamaged Areas . . . . . . . . . . . . . . . . . . . . . . . 1F22
4-58. General Thermoplastic Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F22
4-59. Control Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F30
4-59a. Checking Control Surface Free Play . . . . . . . . . . . . . . . . . . . . . . 1F30
4-59b. Control Surface Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F30
4-59c. Checking Control Surface Balance . . . . . . . . . . . . . . . . . . . . . . . . 1F30
4-60. Balancing Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G1
4-61. Balancing Ailerons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G3
4-62. Balancing Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G3
4-63. Balancing Stabilator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G3
IV - TABLE OF CONTENTS 01/01/09

1E4
Paragraph Grid No.
4-64. Safety Walk Repair/Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G7

4-65. Liquid Safety Walk Compound - Surface Preparation . . . . . . . . . 1G7
4-66. Liquid Safety Walk Compound - Product Listing . . . . . . . . . . . . 1G7
4-67. Liquid Safety Walk Compound - Application . . . . . . . . . . . . . . . 1G7
4-68. Pressure Sensitive Safety Walk - Surface Preparation . . . . . . . . . 1G8
4-69. Pressure Sensitive Safety Walk - Application . . . . . . . . . . . . . . . . 1G8
01/01/09 IV - TABLE OF CONTENTS

1E5
IV - TABLE OF CONTENTS 01/01/09

1E6
SECTION IV
STRUCTURES
4-1. INTRODUCTION.
This section explains the removal and installation procedures for the structural surfaces of the airplane.
For the removal, installation, and rigging and adjustment procedures of the controlling components of
the various structural surfaces, refer to Section V.
NOTE: When torquing structural assemblies, standard torque values are to be used as found in Table II-
III of this manual or latest revision of FAA AC 43.13-1, unless otherwise stated in this section.
4-2. DESCRIPTION.
The airplane is an all metal semi-monocoque structure with an overall length 23 feet 8 inches. The
fuselage is constructed of bulkheads, stringer and stiffeners, to which all of the outer skin is riveted.
Windows include a single pane windshield and six side windows, all windows are single pane. A storm
window is located in the forward lower section of the left window and can be opened inward when the
latch is released. The cabin entrance door is located on the right side of the fuselage, above the wing, and
is equipped with a safety latch on the top of the door, which can be operated from the inside or outside.
A door is provided for entrance to the baggage compartment and is located just aft of the right wing with
a key lock installed.
Each wing panel is an all-metal, full cantilever semi-monocoque type construction with a removable
thermoplastic tip. Installed in each wing ahead of the main spar is a metal fuel tank with a capacity of 25
U.S. gallons each or 50 U.S. gallons total. Attached to each wing is an aileron, flap and main landing
gear. 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.
The all metal empennage group is a full cantilever design consisting of a vertical stabilizer (fin), rudder
and stabilator, all with removable thermoplastic tips. The stabilator has a trim tab attached that is
controllable from the cockpit. The stabilator also incorporates a one channel main spar that runs the full
length of the stabilator and hinges to the aft bulkhead assembly of the fuselage. All exterior surfaces are
coated with enamel or acrylic lacquer. As an option the airplane may be completely primed with zinc
chromate.
4-3. WING GROUP.
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.
4-4. WING TIP.
4-5. REMOVAL OF WING TIP.
a. Remove the screws holding the wing tip to the wing, being careful not to damage the wing or
thermoplastic wing tip.
b. Pull the wing tip off far enough to disconnect the position 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.
01/01/09 IV - STRUCTURES
1E7
c. Inspect the thermoplastic wing tip to ascertain that it is free of cracks, severe nicks and minor
damage. If repair is required, refer to Paragraph 4-56.
4-6. INSTALLATION OF WING TIP.
a. 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 position 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 ensure a good connection.
b. Insert the wing tip into position and install the screws around the tip. Use caution to refrain from
damaging the thermoplastic or wing. Check the operation of the position light.
4-7. AILERON.
CAUTION: AILERON SKINS MUST BE REPLACED IF THEY SUSTAIN DAMAGE OR EXHIBIT
CRACKS. LIMITED REPAIRS TO AILERON SKINS ARE AUTHORIZED ONLY AS
PROVIDED IN THIS MANUAL.
4-8. REMOVAL OF AILERON. (Refer to Figure 4-1.)
a. Disconnect the aileron control rod at the middle of the aileron by removing the nut, washers and
bolt from the rod end bearing. To simplify installation note location of the washers.
b. Remove the attaching screws, with nuts, from the three hinges within the aileron, and remove the
aileron by moving it aft.
4-9. INSTALLATION OF AILERON. (Refer to Figure 4-1.)
WARNING: ALL AILERONS THAT HAVE BEEN REPLACED, REPAINTED OR REPAIRED AS
AUTHORIZED IN THIS MANUAL, MUST BE BALANCED BEFORE INSTALLATION
PER INSTRUCTIONS IN CONTROL SURFACE BALANCING, PARAGRAPH 4-59b.
a. Move the aileron into place and install attaching screws and nuts. Ascertain that the aileron is free
to move with no interference.
b. Attach the aileron control rod with bolt, washers and nut, dividing the washers so that the aileron is
free to rotate from stop to stop without the control rod binding or rubbing on the opening in the aft
spar. Be certain that the rod end bearing has no side play when tightening the bolt and that the rod
does not contact the side of the bracket.
c. Actuate the aileron controls to ensure freedom of movement.
4-10. WING FLAP.
CAUTION: FLAP SKINS MUST BE REPLACED IF THEY SUSTAIN DAMAGE OR EXHIBIT
CRACKS.
4-11. REMOVAL OF WING FLAP. (Refer to Figure 4-1.)
a. 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.
b. Remove the nuts, washers, bushing and hinge bolts that hold the flap to the wing assembly.
c. Pull the flap straight back off the wing.
IV - STRUCTURES 01/01/09
1E8
PA-28-151 , S/N's: 28-7415001 TO 28-7515459
©@ ®
PA-28-151, $/N's 28-7615001 AND UP
PA-28-161, $/N's 28-7716001 AND UP
AN3-11A
AN960-10L
MS20365-1032C
~ .,.,,-- ' ~,fl'
/
/ -- "
- a::.
/
!,,,
;
I I I /
\ / I
'-- - ,, I
I
I
SKETCH A1
SKETCH B1
Figure 4-1. Aileron and Flap Installation
1E9
AILERON HINGE WING HINGE
/
WING HINGE /
WING HINGE AILERON
/
HINGE
AN3-7A AN3-13A AN3-7A

AN960-10 ( REQ) AN960-10 (5 REQ) AN960-10 (3 REQ)
2 REQ UNDER NUT 2 REQ UNDER NUT 2 REQ UNDER NUT
MS20365-1032C MS20365-1032C MS20365-1032C
SKETCH A2 SKETCH 82 SKETCH C
0
SKETCH F
BOLT AN23-18
SCREW - AN525-10-B NUT AN310-3
WASHER - AN960-10 WASHER AN960-10
NUT - MS20365-1032 COTTER PIN
(13 REQ) MS24665-132
---......
SKETCH A
SKETCH D
\ AN3--13A
AN960-10
MS20365-12C
63900-20 (2 REQ)
BOL T-AN3-12A
WASHER - AN960-10 (6 REQ)
NUT- MS20365-1032C SKETCH E
Figure 4-1. Aileron and Flap Installation (cont.)
1E10
4-12. INSTALLATION OF WING FLAP. (Refer to Figure 4-1.)

a. Replace the wing flap by placing the flap onto its proper position and inserting the hinge bolts,
bushings, washers, and nuts.
b. With the flap control in the full down position, place the bushing on the outboard side of the rod end
bearing and insert and tighten the bolt.
c. Operate the flap several times to be certain it is operating freely.
4-13. WING.
4-14. REMOVAL OF WING. (Refer to Figure 4-2.)
a. Disconnect battery.
b. Close the fuel valve and drain the fuel from the wing to be removed. (Refer to Draining Fuel
System, Section II.)
c. Drain the brake lines and reservoir. (Refer to Draining Brake System, Section II.)
d. Remove the access plate at the wing butt rib and wing inspection panels. (Refer to Access Plates
and Panels, Section II.)
e. Remove the front and back seats from the airplane.
f. Expose the spar box and remove the cockpit side trim panel assembly that corresponds with the
wing being removed.
g. Place the airplane on jacks. (Refer to Jacking, Section II.)
NOTE: To help facilitate reinstallation of control cables, and fuel and brake 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.
h. Disconnect the aileron balance and control cables at the turnbuckles that are located within the
fuselage aft of the spar.
i. 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.
j. Disconnect the flap from the torque tube by extending the flap to its fullest down position 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 PROTECTIVE COVER OVER THE LINE
FITTINGS AND ENDS.
k. Disconnect the fuel line at the fitting located aft of the spar at the wing butt line.
l. Remove the clamps necessary to release the electrical harness assembly. Disconnect the leads from
the terminal strip assembly by removing the cover, and appropriate nuts and washers.
m. 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.
n. If the left wing is being removed, it will be necessary to disconnect the pitot and static tubes at the
elbows located within the cockpit at the wing butt line.
o. Arrange a suitable fuselage cradle and supports for both wings.
1E11
p. Remove the wing jacks.

q. Remove the front and rear spar to fuselage attach nuts, washers and bolts, discard nuts. (Note
number and position of washers at each attach point for reinstallation.)
WARNING: DO NOT DRIVE BOLTS IN OR OUT OF THE MAIN SPAR ATTACHING BOLT
HOLES (SKETCHES C AND D IN FIGURE 4-2). TAKE EXTRA CARE IN
REMOVING AND REPLACING THESE BOLTS TO PRECLUDE DAMAGING
THE BOLT HOLES.
r. Remove the eighteen (18) main spar bolts. Do not drive out bolts. Take care not to damage bolt
holes. Number bolts and bolt holes to ensure that, if reused, each bolt is reinstalled in the same hole
it came out of.
s. Slowly and very carefully extract wing from fuselage being certain all electrical leads, cables and
lines are disconnected and that no undue upward or downward pressure is exerted upon the inboard
spar within the spar carrythrough.
NOTE: Inspect wing spar in accordance with Section III, Special Inspections, Procedures,
Wing Spar Inspection.
4-15. INSTALLATION OF WING. (Refer to Figure 4-2.)
NOTE: When installing a “replacement” wing, a Stall Warning Flight Test is required upon completion
of wing installation. Contact Piper factory Technical Support through your Piper Dealer for
further instructions.
WARNING: IF REPLACEMENT OF BOLTS IS REQUIRED, ENSURE PROPER GRIP LENGTH IS
MAINTAINED. INSTALL NEW NUTS ON MAIN SPAR AND FORWARD AND AFT
SPAR ATTACH BOLTS, SEE BOLT LEGEND, FIGURE 4-2 FOR PROPER
HARDWARE.
a. Ascertain that the fuselage is solidly positioned on the support cradle.
b. Place the wing in position for installation, with the spar end a few inches from the side of the
fuselage and set on trestles.
c. Prepare the various lines, cables and electrical leads for inserting into the wing or fuselage when the
wing is slid into place. Ensure that the front wing fitting bushing is installed.
d. Slide the wing into position in the fuselage, assuring that the lines, cables and electrical leads are
fed into place.
WARNING: DO NOT DRIVE BOLTS IN OR OUT OF THE MAIN SPAR ATTACHING BOLT
HOLES (SKETCHES C AND D IN FIGURES 4-2). TAKE EXTRA CARE IN
REMOVING AND REPLACING THESE BOLTS TO PRECLUDE DAMAGING
THE BOLT HOLES.
NOTE: Top spar cap shims must be in place prior to installing bolts, below.
e. Install the eighteen main spar bolts in accordance with the bolt legend. Do not drive bolts in. Take
care not to damage bolt holes. If reusing bolts, ensure that each bolt goes back into the same hole
that it came out of.
NOTE: If new bolts are used, install in accordance with the bolt legend in Figure 4-2.
NOTE: When replacing a wing assembly, ascertain the wing butt clearance is maintained. (Refer to
Sketch A, Figure 4-2.)
1E12
f. Install the bolt, washers and nut that attaches the front spar with the fuselage fitting. A minimum of
one washer is required under the nut, then add washers as needed to leave a maximum of one and
one-half threads visible or a minimum of the bolt chamfer exposed.
g. Insert the number of washers required between the forward face of the wing fitting and aft face of
the fuselage fitting. The maximum number of washers allowed is one AN960C-516L and one
AN960C-516. It is also acceptable to have the faces of the fittings against each other. After the
required washers are inserted between the plates, install the bolt and check to ensure that no threads
are bearing on the forward plate prior to installing the nut. Use the shortest bolt which will leave
0.580 of an inch minimum from the fitting to the end of the bolt. Add washers, AN960-516, as
required, (minimum of one), to leave a maximum of one and one-half visible thread, or minimum of
the bolt chamfer exposed after the nut is torqued.
h. Torque the eighteen main spar bolt nuts or bolt heads 360 to 390 inch-pounds. Be certain that the
bolts, nuts and washers are installed in accordance with the bolt legend. The forward spar
attachment bolt should be torqued in accordance with the chart of recommended torque
requirements given in Section II. Torque the rear spar attachment bolt from 200 to 225 inch-pounds.
i. Install the wing jacks and the 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.
j. If the left wing was removed, it is necessary that the pitot and static tubes to be connected at the
elbows located within the cockpit at the wing butt line. On occasion, one tube may be painted red,
denoting the pitot tube. Replace or install clamps where found necessary. In the event that a heated
pitot is installed, the plus lead must be connected at the fuselage.
k. Connect the hydraulic brake line onto the fitting located within the cockpit at the leading edge of
the wing and torque “B” nuts.
l. Connect the leads to the appropriate posts on the terminal strip and install the washers and nuts.
(For assistance in connecting the electrical lead, refer to the Electrical Schematics in Section VI.)
Place the clamps and ties along the electrical harness to secure it in position and install the terminal
strip dust cover.
m. Remove the cap from the fuel line and connect it at the fitting located aft of the spar at the wing butt
line. Torque “B” nuts.
n. 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 hold that is provided in the bracket assembly.
o. Connect the flap by placing the flap handle in the full flap position, place the bushing on the outside
of the rod end bearing, insert and tighten bolt.
p. 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, Section V.)
q. Service and refill the brake system with hydraulic fluid in accordance with Servicing Brake System,
Section II. Bleed the system as given in Section VII and check for fluid leaks.
r. Service and fill the fuel system in accordance with Servicing Fuel System, Section II. Open the fuel
valve and check for leaks and flow.
s. Check the operation of all electrical equipment, and pitot and static system.
t. Remove the airplane from the jacks.
1E13
u. Install the cockpit trim panel assembly, spar box carpet, the front and back seats, and wing butt
rubber molding. Check pilot’s and co-pilot’s seat operation.
v. Replace all the access plates and panels on the wing involved.
w. Ground run aircraft to verify proper operation of fuel and brake systems.
35630
38643
t:J
D
------~ ~
SKETCH A
SECTION A-A
BOLT NAS1104-17
WASHER AN960-416L (UNDER HEAD)
WASHER AN960-416 (UNDER NUT)
NUT MS21045-4
0.12t.llN.
0.35 t.lAX.
u u u --i\
0
01,
\J 0 u ' I NOTE
u A MINIMUM OF (1)
UNDER NUT . THEN
,.J AN960-416 OR
Q AN960-416L AS
REQUIRED TO LEAVE
A MAXIMUM OF 1 1/2
THREADS OR MINIMUM
OF BOLT CHAMFER
EXPOSED
Figure 4-2. Wing Installation
1E14
BOLT LEGEND WASHER
POSITION BOLT* NUT* UNDER HEAD UNDER NUT
A-1 AN176 - 13A OR NAS464-P6-LA13 MS21042-6 (1)AN96O -616 (1) AN960-616 & (1) 96352-3
A-2 AN176-12A OR NAS464-P6-LA11 MS21042-6 (1) AN96O-616 (1) AN960-616 & (1) 96352-3
A-3 AN176-12A OR NAS464-P6 -LA11 MS21042-6 (1)AN960-616 (1) AN960-616 & (1) 96352-3
A-4 AN176-12A OR NAS464-P6 -LA11 MS21042-6 (1) AN960-616 (1) AN960-616 & (1 ) 96352 -3
B -1 AN176-14A OR NAS464-P6-LA 15 MS21042 -6 (1) AN960-616 (2) AN960-616
B-2 AN176-13A OR NAS464-P6 -LA 13 MS21042-6 ( 1) AN96O-616 (2) AN960-616
B-3 AN176-13A OR NAS464-P6- LA13 MS21042-6 (1) AN96O-616 (2) AN960-616
B-4 AN176-13A OR NAS464-P6-LA 13 MS21042-6 (1) AN96O-616 (2) AN960-616
C-1 AN176-13A OR NAS464-P6 -LA13 MS21042-6 (1) 96352-3 (1) AN960-616
C-2 AN176-13A OR NAS464-P6-LA13 MS21042-6 (11 96352-3 (21 AN960-616
C-3 AN176-13A OR NAS464-P6-LA13 MS21042-6 (1) 96352-3 (2) AN960-616
C-4 AN176 -13A OR NAS464 -P6 -LA13 MS21042-6 (1) 96352-3 (2) AN960-616
C-5 AN176-13A OR NAS464-P6-LA13 MS21042-6 (1) 96352-3 (1) 96352-3
0 -1 AN176 -13A OR NAS464-P6-LA13 MS21042-6 (1) 96352- 3 (1 ) AN960-616
D-2 AN176-13A OR NAS464-P6 - LA13 MS21042-6 11) 96352-3 (2) AN960-616
D-3 AN176-13A OR NAS464-P6-LA13 MS21042-6 (1) 96352-3 (2) AN960-616
D-4 AN176-13A OR NAS464-P6-LA13 MS21042-6 (1) 96352- 3 (2) AN960-616
D-5 AN176-13A OR NAS464-P6-LA 13 MS21042 -6 (1) 96352-3 (1 ) 96352-2
*Torque Bolt Heads on Upper Spar Cap , and Nuts on Lower Spar Cap 360-390 in/lb
------
-
~
- .... \
)
c~- ,
\
''
I'
'
SKETCH C SKETCH D
Figure 4-2. Wing Installation (cont.)
1E15
NOTES
-:KETCH
~B-
-
__. ., fC
10]er' (_, ,- /
_, 1. THE INFORMATION IN THIS SKETCH APPLIES ONLY TO THE
REINSTALLATION OF WINGS ON SERIAL NOS . 287415001 AND UP
0 , G ! / FOR PA-28-151 , AND SERIAL NOS. 28-7716001 - 28-8016010 FOR
PA-28-161 .
i
/
-iii--- '
'I•'-'
C 0 ( 2. MAXIMUM OF (2) AN960-516 WASHERS BETWEEN FORWARD
~c/: ~/
I '
FACE OF WING FITTING AND AFT FACE OF FUSELAGE FITTING
FACES OF FITTING MAY BE AGAINST EACH OTHER.
c/ 3. AFTER REQUIRED WASHERS ARE INSERTED BETWEEN FITTINGS ,

INSTALL BOLT AND CHECK TO INSURE THAT NO THREADS ARE
BEARING ON THE FORWARD FITTING PRIOR TO INSTALLING THE
111
I
C·,• \ NUT. USE THE SHORTEST BOLT WHICH WILL LEAVE 0 . 580
Iii C- (..,, ' ~MINIMUM FROM FITTING TO END OF BOLT . ADD AN960-516
III C WASHERS AS REQUIRED (MINIMUM OF 1) TO LEAVE A MAXIMUM
r""_:11,_ C C OF 1 1/2 VISIBLE THREADS OR A MINIMUM OF THE BOLT CHAMFER
I Q , V EXPOSED AFTER NUT IS TORQUED TO 200-225 INCH-POUNDS .
BOLT AN5-6A
OR
I~ J; C C ,;_,., :...., L)' .580 MIN .
_ SECTION A-A
BOLT AN5-7A
WASHER AN960-516 (AS REQ.)
NUT MS20365-524C
CAUTION
IDENTIFY
HARDWARE
BEFORE
TORQUING
NOTES
SKETCH E 1. THE INFORMATION IN THIS SKETCH

APPLIES TO SERVICE WINGS FOR ALL
AIRCRAFT OR TO REINSTALLATION OF
WING ON PA-28-161 SERIAL NOS.
:1/~------~
8016011 AND UP.
2. MAXIMUM NUMBER OF WASHERS
ALLOWED BETWEEN FORWARD FACE
OF WING FITTING ANO AFT FACE OF
FUSELAGE FITTING IS ONE AN960-
616L ANO ONE AN960-616. (ALL 3
:Q I NAS464P6LA6 / WASHERS ALWAYS REQUIRED WITH
I' ONLY THE AN960-616L WASHER
) :;; I'II \ ALLOWED UNDER BOLT HEAD .)
,,,I '11 SEE NOTE

SECTION A-A
: ·'J 111 0
' ":) I ,
/4
vi
,,
'....1 ) ~:', I
I
TORQUE NUT
360-390 IN.-LBS.
(0 v v ":) ::)
Figure 4-2. Wing Installation (cont.)
1E16
4-15a. INSTALLATION OF STALL STRIPS. (See Figure 2-2.)

PA-28-161, Warrior II airplanes, S/N’s 28-8016363 thru 28-8616057, 2816001 thru 2816093, 2816095,
and 2816096 require stall strips installed on the leading edge of both wings as W.S. 106.19 (at the
leading edge skin splice outboard of the fuel tank).
If no stall strip is present at either or both W.S. 106.19, order Piper Kit No. 765-399 and install same.
4-16. EMPENNAGE GROUP.
4-17. STABILATOR.
CAUTION: STABILATOR SKINS MUST BE REPLACED IF THEY SUSTAIN DAMAGE OR
EXHIBIT CRACKS. LIMITED REPAIRS TO STABILATOR BOTTOM SKINS ARE
AUTHORIZED ONLY AS PROVIDED IN THIS MANUAL.
4-18. REMOVAL OF STABILATOR. (Refer to Figure 4-4.)
CAUTION: AT EACH REMOVAL OF THE STABILATOR, CONDUCT STABILATOR ATTACH
FITTINGS CORROSION INSPECTION, SECTION III, SPECIAL INSTRUCTIONS,
PROCEDURES.
NOTE: Before entering the aft portion of the fuselage, attach a stand to the tail skid for support; and
with the use of a heavy pad, protect the inside of the fuselage. Be certain to distribute weight on
top of the bulkheads so as not to damage the fuselage skin.
NOTE: Should it be necessary to move the rudder to its extreme left or right for clearance, do so with
the use of the rudder pedals or toe bar.
a. Remove the screws from around the upper and lower tail cone fairing assembly and remove the
fairing separately.
b. Block the trim cable at the barrel of the trim screw assembly to prevent the cable from unwrapping.
c. Remove the access panel to the aft section of the fuselage located at the back wall of the baggage
compartment.
d. Install cable blocks, as illustrated in Figure 4-4, on the stabilator trim control cable at the first set of
pulleys forward of the cable turnbuckles to prevent the forward cable from unwrapping.
e. Disconnect the trim cables at the turnbuckles within the aft section of the fuselage.
f. Relieve tension from the stabilator control cables by loosening one of the cable turnbuckles in the
aft section of the fuselage.
g. Disconnect the stabilator control cables from the stabilator balance arm by removing cotter pins,
nuts, washers, bushings and clevis bolts.
1E17
1E18
Figure 4-4. Methods of Securing Control Cables
h. Disconnect the trim assembly from the aft bulkhead of the fuselage by removing the attaching nuts,
washers and bolts of the horizontal and diagonal support brackets.
i. Move the trim assembly up through the tail cone fairing cutout in the stabilator and remove, with
cable, from the airplane.
j. Remove the stabilator by disconnecting the stabilator at its hinge points by removing attaching nuts,
washers and bolts.
4-19. INSTALLATION OF STABILATOR. (Refer to Figure 4-5.)
WARNING: ALL STABILATORS THAT HAVE BEEN REPLACED, REPAINTED OR REPAIRED AS
NOTE: A clearance of .25 + .06 of an inch between the stabilator and the side of the fuselage and .18 of
an inch minimum between all parts of the stabilator and the tail cone assembly must be
maintained throughout the stabilator travel. Use a proper washer combination on the stabilator
hinges to attain the necessary tolerances.
a. Insert the stabilator in position and install attaching hinge bolts, washers and nuts.
b. Move the trim assembly through the cutout in the stabilator and attach the brackets of the assembly
to the aft bulkhead with bolts, washers and nuts. Insert the trim cable ends into the fuselage.
c. Attach the stabilator control cables to the stabilator balance arm with clevis bolts, bushings,
washers, nuts and cotter pins.
d. Connect the ends of the fore and aft trim cables at the turnbuckles within the aft section of the
fuselage.
e. Remove the cable block from the trim control cable within the fuselage.
f. Set stabilator control cable tension and check rigging and adjustment according to Rigging and
Adjustment of Stabilator, Section V.
1E19
SKETCH A
-
~
r , . . ., -- ,. . . , --,. . . . - - ,......,7
I.,-.,, r""\ -.. ,_ ,- 1

v __, v v v ,
L... - - - - - - - - - - - - - ·
B
SKETCH B
4-34A
AN960-416 (AS REQ . )
0365-428C
( r----------,
'"' 0 ·" r,
BOLT AN23-12
WASHER NAS1149FO363P SKETCH C
NUT AN320-3
COTTER PIN MS24665-132
BUSHING 63900-31
2 PLACES
SKETCH F
BOLT AN3-11
NUT AN310-3
COTTER PIN MS24665-132
BOLT AN 3 - 3 A
WASHER AN960-10 (6 REQ.) W AS HER A N9 6 0-10L
WASHER AN960-10L (2 REQ,) 4 REQ.
SKETCH E
SKETCH D
Figure 4-5. Empennage Group Installation
1E20
BOLT AN 4-6A
WA S HER AN 96 0-41 6 L
TORQUE TO 100 IN .- LBS. BOLT AN3-10A
WASHER AN960-10 (3 REQ .)
NUT MS20365-1032C
BOLT AN4-6A
WASHER AN960-416
(2 REQ.)
NUT MS20365-428C
TORQUE TO
80-100 IN .LBS.
(4 PLACES)
SKETCH G SKETCH H
BOLT AN3-5A
WASHER AN960-10 (UNDER NUT) BOLT AN4-7A
NUT MS203 65-1032C WASHER AN960-416 (2 REQ.)
4 REQ. NUT MS20365-428
TORQUE NUT 35 TO 40 IN.-LBS. 4 PLACES
BOLT NAS464P3A5 BOLT AN4-6A

WASHER AN960-10 (UNDER NUT) WASHER AN960-416 (2 REQ.)
WASHER AN960-10L (UNDER HEAD) NUT MS20365-428
NUT MS21 045-L3
4 REQ. 4 PLACES
TORQUE NUT 65 ± 5 IN.-LBS.
SEE CAUTION
BOLT AN3-5A
NUT MS20365-1032C
4 REQ.
TORQUE NUT 35 TO 40 IN.-LBS.
BOLT AN3-5A
BOLT NAS464P3A4
WASHER AN960-10 (2 REQ.
UNDER NUT) WASHER AN960-10L (UNDER HEAD)
WASHER AN960-10 NUT MS21045-L3
(UNDER HEAD) 4 REQ .
NUT MS20365-1032C TORQUE NUT TO 65 ±5 IN.-LBS.
4 REQ.
SEE CAUTION
TORQUE NUT 35 TO 40 IN.-LBS.
BOLT NAS464P3A4
WASHER AN960-10 (2 REQ.
UNDER NUT) WASHER AN960-416L
WASHER AN960-10L (UNDER HEAD) AS REQ. TO CENTER
NUT MS21045-L3
4 REQ. STABILATOR AND
NAS 1104-17 OR
TORQUE NUT TO 65 ±5 IN.-LBS. BOLT AN174-13A LOCK BEARING INNER
SEE CAUTION WASHER AN960-416 RACE .
(1) UNDER HEAD l'---¼f---1!QL/
(1) UNDER NUT
NUT H10-4
TORQUE 80 TO 90
IN.-LBS.
<O 2 PLACES
"'"a, CAUTION: IDENTIFY HARDWARE
BEFORE TORQUING.
<O
SECTION A-A
"'"';;i; SKETCH I
<O
Figure 4-5. Empennage Group Installation (cont.)
1E21
g. Remove the cable blocks from the trim cable at the barrel of the trim screw assembly.
h. Set stabilator trim control cable tension and check rigging and adjustment according to Rigging and
Adjustment of Stabilator, Section V.
i. Remove the pad from the aft section of the fuselage and replace the access panel.
j. Install the tail cone fairing and remove tail stand.
4-20. STABILATOR TRIM TAB.
4-21. REMOVAL OF STABILATOR TRIM TAB. (Refer to Figure 4-5.)
a. Disconnect the stabilator trim control rod by removing the bolts that attach the control rod to the
stabilator trim tab.
b. Remove the stabilator trim hinge pins by cutting one end of the wire pins and removing.
c. The stabilator trim tab can now be removed.
4-22. INSTALLATION OF STABILATOR TRIM TAB. (Refer to Figure 4-5.)
a. Place the trim tab in position on the aft end of the stabilator.
b. Replace the old hinge pins. Refer to Parts Catalog for replacement pins.
c. Insert the pins and secure by bending the end to a 45 degree angle.
d. Install the control rod and attach with the four bolts and washers.
4-23. RUDDER.
CAUTION: RUDDER SKINS MUST BE REPLACED IF THEY SUSTAIN DAMAGE OR EXHIBIT
CRACKS. LIMITED REPAIRS TO RUDDER SKINS ARE AUTHORIZED ONLY AS
PROVIDED IN THIS MANUAL.
4-24. REMOVAL OF RUDDER.
a. Remove the screws from around the upper tail cone fairing assembly and remove the fairing.
b. Remove the rudder tip by removing the attaching screws and disconnect the tail position light wire
at the quick disconnect located at the tip of the rudder. Open the access panel in the rear of the
baggage compartment to gain access to the aft section of the fuselage.
c. Relieve the cable tension from the rudder control system by loosening one of the cable turnbuckles
in the aft section of the fuselage.
d. Disconnect the two control cables from the rudder horn by removing the cotter pins, nuts, washers,
bushings and bolts.
e. Remove the cotter pins, nuts, washers and bolts from the upper and lower rudder hinge pivot points.
f. Pull the rudder up and aft from the vertical fin.
1E22
4-25. INSTALLATION OF RUDDER. (Refer to Figure 4-5.)

WARNING: ALL RUDDERS THAT HAVE BEEN REPLACED, REPAINTED OR REPAIRED AS
a. Place the rudder in position and install the hinge bolts, washers, nuts and cotter pins.
NOTE: Use any washer combination of the hinge assembly to best suit the centering and operation
of the rudder.
b. Connect the tail position light electrical lead at the quick disconnect and cover the connector with
an insulating sleeve. Tie both ends of the sleeve with number six electrical lacing twine.
c. Connect the control cables to the rudder horn with bolts, washers, nuts and cotter pins.
d. Check the rudder in accordance with Rigging and Adjustment of Rudder, Section V.
e. Install the upper tail cone fairing and rudder tip and secure with the attachment screws. Secure the
access panel to the aft section of fuselage.
4-26. VERTICAL FIN.
4-27. REMOVAL OF VERTICAL FIN.
a. Remove the screws from the upper and lower tail cone fairing, the fin tip cover and the fairing at the
forward base of the fin.
b. Remove the rudder per instructions given in Paragraph 4-24.
c. Disconnect the leads from the antenna terminals (optional) and attach a line to the leads to assist in
reinstallation.
d. Disconnect the wire antenna (optional) if installed that attaches to the leading edge of the fin.
e. Disconnect the positive lead to the rotating beacon (optional) if installed and attach a line prior to
removal. Disconnect the ground lead by removing the attachment screw.
f. Remove the stabilator trim assembly and aft trim cable in accordance with Removal of Stabilator
Trim Assembly (Aft), Section V.
g. Remove the bolt and washer that attaches the leading edge of the fin to the fuselage.
h. Remove the nuts, washers and bolts that secure the fin spar to the aft bulkhead and remove the
vertical fin.
4-28. INSTALLATION OF VERTICAL FIN.
a. Insert the vertical fin into position and install the bolts, washers and nuts that secure the fin spar to
the aft bulkhead.
b. Install the bolt and washer that attaches the leading edge of the fin to the fuselage.
c. Install the stabilator trim assembly and aft trim cable per instructions given in Installation of
Stabilator Trim Assembly, Section V.
d. Install the rudder per Paragraph 4-25.
e. Pull the electrical and antenna leads through the vertical fin with the line that was attached.
f. Connect the antenna leads to the proper terminals and secure with washers and nuts.
g. Connect the electrical leads at the disconnects and insulate.
1E23
h. Rig and adjust the rudder and trim control cables as given in Section V.
i. Check the operation of the radios and electrical lights.
j. Replace all fairings and access plates, and secure with attaching screws.
4-29. FUSELAGE ASSEMBLY.
4-30. WINDSHIELD.
4-31. REMOVAL OF WINDSHIELD.
a. Remove the collar molding from around the bottom of the windshield and the trim strip from
between the windshield halves by removing the attaching screws.
b. Remove the windshield by raising the lower portion of the windshield and carefully pulling it out
and downward to release the top and side edges.
NOTE: A damaged windshield should be saved since it can be used as a pattern for drilling
required holes in the new windshield.
c. Clean the old tape and sealer from the windshield channels, strips and divider post.
4-32. INSTALLATION OF WINDSHIELD. (Refer to Figure 4-6.)
a. Be certain that the new windshield outside contours are the same as that of the old windshield. It
may be found that it is necessary to cut or grind the new windshield to acquire the proper
dimensions.
b. Apply black vinyl plastic tape around the outer edges of the entire windshield.
c. Apply Behr-Manning vinyl foam tape number 560 or equivalent over the plastic tape, completely
around the edges of the windshield.
d. Apply Behr-Manning sealant number PRC#307 or equivalent under the edge of the moldings and
trim strips.
e. Place the windshield in position for installation and slide the windshield aft and up into place, using
caution not to dislocate the tape around the edges. Allow clearance between the two windshields at
the divider post for expansion.
f. Lay sealant at the bottom and center (inboard) of the windshield in the hollow between the outside
edge and channel.
g. Lay a small amount of sealant under the center trim strip, install and secure.
h. Lay black vinyl tape on the underside of the collar molding, install and secure.
i. Seal with sealant any areas around windshield that may allow water to penetrate past the
windshield.
j. Remove excess exposed sealer to tape.
1E24
WHITE
SEALANT WHITE WHITE VINYL
VINYL SEALANT SEALANT FOAM
FOAM TAPE
TAPE VINYL
BLACK FOAM
VINYL TAPE
TAPE
BLACK
VINYL
TAPE
A-A 8-8 C-C
!
,i
)
__ ,.. _ _ __ _________ l
1 - -· - --- ,..
--~-~
,,
:.-
I
/
I
,
I
I
i
I ~---•-----------
. - . ___ ....._ _______
,/
·'
WHITE VINYL
SEALANT FOAM
TAPE
BLACK
_VINYL
TAPE
D-D E-E F-F
Figure 4-6. Window Installation (Typical)
1E25
4-33. SIDE WINDOWS.

4-34. REMOVAL OF SIDE WINDOWS.
a. Remove the retainer molding from around the window by removing the attachment screws.
NOTE: A damaged window should be saved to provide a pattern for shaping the new window.
b. Carefully remove the window from the frame.
c. Remove excess tape and sealer from the window frame and molding.
4-35. INSTALLATION OF SIDE WINDOWS. (Refer to Figure 4-7.)
a. Cut or grind the new window to the same dimension as the window removed.
b. Apply Behr-Manning vinyl foam tape number 560 or equivalent, on both sides of the window
around the outer edges.
c. Apply Behr-Manning Sealant number PRC#5000 or equivalent, completely around the outer
surface of the windows at all attachment flanges
d. Insert the window in the frame and install the retainer moldings.
e. Secure the molding with attachment screws and tighten until the vinyl foam tape is 25%
compressed by the retainers.
f. Remove the excess exposed sealer and tape.
WHITE
SEALANT - - ~ -
I I
I I
ll
Figure 4-7. Side Window Installation (Typical)
1E26
4-36. DOOR (ENTRANCE).

4-37. REMOVAL OF DOOR.
a. Remove the clevis bolt, washer and bushing from the door holder assembly.
b. Remove cotter pins, clevis pins and washers from serrated door hinges.
c. Remove the door from the airplane.
4-38. INSTALLATION OF DOOR.
a. Insert the door into position and install the washers, Clevis bolts and cotter pins on the door hinges.
b. For adjustment of door, refer to Paragraph 4-39.
c. Hook up and install the clevis bolt, bushing and washer into the door holder assembly.
4-39. ADJUSTMENT OF DOOR.
a. To acquire the proper vertical adjustment of the door, insert the necessary washer combination
between the cabin door hinge and fuselage bracket assembly.
b. Additional adjustments may be made by tapping out the serrated door hinge, bushings and rotating
them to obtain the hinge centerline location that will provide proper door fit.
c. To ensure long life of door seals and improve sealing characteristics, it is recommended they be
lubricated with a dry lubricant in a spray can.
4-40. REMOVAL OF DOOR LATCH MECHANISM.
a. 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.
b. Disconnect the latch pull rod from the inside door handle.
c. Remove the complete latch mechanism.
4-41. INSTALLATION OF DOOR LATCH MECHANISM.
a. Place the latch assembly into position on the door.
b. Connect the latch pull rod to the inside door handle.
c. Replace the screws that attach the latch plate and mechanism to the door, Install the door trim
upholstery and secure with screws.
4-42. ADJUSTMENT OF DOOR LATCH MECHANISM.
To adjust the door latch, loosen the screws on the striker plate, make necessary adjustment, and retighten
the screws.
1F1
4-43. REMOVAL OF DOOR LOCK ASSEMBLY.

a. Remove the door trim upholstery by removing the attachment screws.
b. Loosen the nut on the lock assembly and remove the lock by turning it sideways.
4-44. INSTALLATION OF DOOR LOCK ASSEMBLY.
a. Install the lock in the door by turning it sideways and placing it through the opening provided.
b. Replace the nut on the back of the lock assembly and tighten.
c. Replace the door trim upholstery and secure with the attachment screws.
4-45. REMOVAL OF DOOR SAFETY LATCH.
a. Remove the two handles and the five screws holding the pan on the inside of the door.
b. Remove the pan and pull the latch assembly through the opening on the door.
4-46. INSTALLATION OF DOOR SAFETY LATCH.
a. Place the latch assembly into position for installation.
b. Replace the pan and install the five screws and handles.
c. Check the latch assembly for operation and be certain that it is free of rubbing on the trim panels.
4-47. ADJUSTMENT OF DOOR SAFETY LATCH.
a. To adjust the door safety latch remove the two screws from the latch plate found at the top of the
door opening.
b. Remove the plate and turn the loop assembly in or out to make necessary adjustments.
c. Replace the latch plate and secure with the two attachment screws.
4-47a REMOVAL AND INSTALLATION OF DOOR SEAL SNUBBERS. (Refer to Figure 4-8.)
a. If the existing door seal is torn or has deteriorated it should be replaced. If rebonding is required
use:
NOTE: The normal “tack time” for 3M EC 1300L is 30 to 45 minutes at 75° F. However, adhesive
which has “set” may be reactivated by a clean rag moistened with Toluol or
Methylethylketone.
1. 3M EC 1300L (preferred)
2. Proco Adhesive 6205-1
3. Scotch Grip 2210
b. Remove wind lace retainers. Expose the door jamb by rolling back and taping the windlace.
c. Disconnect the door-holder attached to the lower door jamb and remove scuff plate.
d. Remove the striker plate. (Refer to Figure 4-8.)
1F2
e. Remove the snubber as follows:

1. Apply mineral spirits to the snubber to loosen the adhesive.
2. Using a plastic scraper (or other appropriate instrument), scrape off the snubber while applying
mineral spirits as necessary.
3. With the snubber removed, use a clean cloth and mineral spirits to remove excess adhesive.
f. Installation of the door snubber is as follows:
1. If the door jamb paint is flaking or is excessively scuffed, rub down with wet and dry emery
cloth. Clean the surface with Prep-Sol or equivalent cleaner which will not leave an oily
residue.
2. To effect a clean installation it is recommended that the door jamb is masked off with tape as
shown in Figure 4-8, View D.
3. Apply adhesive to the door jamb with a small brush on the area indicated in Figure 4-8, View
D.
4. Apply adhesive to the inside surface of the snubber.
NOTE: Do not stretch the rubber, especially in the corner areas, as this can cause cracks.
5. Position the snubber with the protruding leg facing outboard beginning at the lower center (±2)
inches) of the door jamb. Work progressively around the door jamb applying pressure to the
snubber to remove any trapped air and to ensure the edges are effectively bonded to the jamb.
6. It takes approximately one day for the bond to cure. It is recommended that the door be kept
open as long as possible during this time to effect maximum curing.
7. Remove masking tape if used, and clean off excessive adhesive using a clean cloth and mineral
spirits or Toluol.
8. Install the striker plate.
9. Reposition the windlace and secure with retainers previously removed.
10. Install the scuff plate and door holder previously removed.
11. Adjust the door latch to compensate for the snubber ensuring a good door to fuselage contour
fit with no increase in latching effort.
12. After all adjustments and curing have been accomplished, coat the snubber with silicone-wipe
off any excess.
1F3
NOTES
1. TRIM SNUBBER TO CLEAR DOOR

UI.TCH PINS WHEN REQUIRED.
2. DO NOT STRETCH SNUBBER
AROUND CORNERS.
3. BUTT JOINT SHOULD BE AT
r \ ~ .....
CENTER OF DOOR JAMB :!:2.01
INCHES.
4. ORIENT SNUBBER FLAT WITH THIS
SURFACE.
( '
I
I
~ I
) --._NOT£ 12
I
J
I
I
I
STRIKER
PUI.TE OVER
SNUBBER
/
STRIKER
PLATE UNDER -
SNUBBER
VIEW A-A VIEW C-C
SCUFF PLAT£
OVER SNUBBER
/
'[ADHESIVE
VIEW 8-B VIEWO
Figure 4-8. Door Seal Snubber Installation
1F4
4-48. BAGGAGE DOOR.

4-49. REMOVAL OF BAGGAGE DOOR.
With the door open remove the hinge pin from the hinge and remove the door.
4-50. 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.
4-51. REMOVAL OF BAGGAGE DOOR LOCK ASSEMBLY.
a. With the door open remove the nut from the back of the lock assembly by use of a special made
wrench. (This tool may be fabricated from the dimensions given in Figure 4-9.)
b. Remove the lock assembly through the front of the door.
4-52. INSTALLATION OF BAGGAGE DOOR LOCK ASSEMBLY.
a. Place the lock into position for installation.
b. Install the nut on the lock assembly and tighten with the use of a special wrench.
4-53. REMOVAL OF BAGGAGE DOOR HINGE.
a. Remove the door from the airplane as described in Removal of Baggage Door, Paragraph 4-49.
b. Remove the hinge half from the airplane or door by drilling out the rivets and removing the hinge.
0.19"
1.75"
Figure 4-9. Fabricated Tool For Baggage Door Lock
1F5
4-54. INSTALLATION OF BAGGAGE DOOR HINGE.

a. Place the hinge halves together and install the hinge pin.
b. Install the door into the closed position and drill the two end river holes and install the rivets.
c. Operate the door and check for proper fit and installation. Drill the remaining holes and install the
rivets.
4-54a. RIGGING INSTRUCTIONS - SEAT BACK LOCK AND RELEASE. (Refer to Figure 4-10a)
a. Loosen screws (1 and 2) and ascertain that clamps (3 and 4) are in a relaxed condition. (Push-pull
cable (6) is able to move within the clamps.)
b. Place a straightedge along the lower surface of bushing (5) of the seat back release.
c. Adjust the push-pull cable (6) by raising or lowering it until the lower surface of the stop assembly
(7) is parallel to the straightedge.
d. Secure the push-pull cable in this position by tightening screws (1 and 2) on clamps (3 and 4). The
stop (7) should be lubricated and free to swivel without excessive play.
e. Push on seat back with stop assembly (7) in an engaged position, to check engagement. Rotate the
seat back release handle and check for disengagement of seat back.
1. SCREW
2. SCREW
3. CLAMP
4. CLAMP
5. BUSHING
6. CABLE
7. STOP ASSY.
STOP SHOULD BE LUBRICATED AND FREE

STRAIGHTEDGE TO SWIVEL WITHOUT EXCESSIVE PLAY.
Figure 4-10a. Seat Back Lock
1F6
4-54b. Not Used.

4-54c. LUMBAR SEATS. (Refer to Figure 4-10b.)
Lumbar pilot and co-pilot seat installations are available on the Warrior II as an option (S/N’s 28-
7616001 thru 288616057 and 2816001 thru 2816109). The installation consists of an inflatable bladder
attached to the seat back filler and an inflation bulb located under and on the inboard side of the pilot
and co-pilot seat.
a. To remove the lumbar bladder for repair or replacement:
1. Remove seat from airplane.
2. Loosen velcro securing seat back filler cover.
3. Remove only enough of seat back filer cover to expose lumbar bladder.
NOTE: Inflation tube may be removed before or after bladder is removed from seat back filler.
Tube is not glued to nipple attachment; it can be removed by carefully pulling on tube.
4. Remove inflation tube from bladder.
CAUTION: DO NOT USE A CHEMICAL SOLVENT TO REMOVE BLADDER.
SOLVENT MAY DAMAGE SEAT BACK FILLER.
CAUTION: TO AVOID OR MINIMIZE DAMAGE TO SEAT BACK FILLER DURING

REMOVAL, USE ONE HAND TO RETAIN SEAT BACK FILLER IN PLACE,
WHILE GENTLY REMOVING BLADDER WITH OTHER HAND.
5. Starting at either right or left edge of bladder, carefully and slowly pull bladder and pad
assembly from seat back filler.
1F7
BLADDER INFLATION
AIR INLET AND VENT BLADDER
PAD
BLADDER
AND PAD
BLADDER
AIR
TUBE
SEAT BACK FILLER
BLADDER
INFLATION AND DEFLATION
CONTROLS
Figure 4-10b. Lumbar Seat Bladder Installation
1F8
b. Installation Of Lumbar Bladder:

NOTE: 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.
NOTE: 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.
1F9
4-54d. ELECTRICAL BONDING.

a. General (PIR-PPS55006, Rev. U.)
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.
1. All parts shall be bonded with as short a lead as possible.
2. All bonding surfaces shall be cleaned prior to the installation of the bonded joint.
3. All nuts used in bonding shall be of the self-locking type. (Do Not use fiber-locking type).
4. All electrical bonding shall be accomplished without affecting the structural integrity of the
airframe.
b. 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 Table IV-III as follows:
1. Bond connections shall be secure and free from corrosion.
2. Bonding jumpers installed so as not to interfere in any way with the operation of moveable
components of the aircraft.
3. No self-tapping screws used for bonding purposes.
4. 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.
5. Parts shall be bonded directly to the primary structure rather than to other bonded parts.
6. 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.
c. On Condition Inspection
Whenever any electrically bonded component (see Table IV-III) 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 Table IV-III.
1. Measurements should be performed after the grounding and bonding mechanical connections
are complete to determine if the measured resistance values meet the basic requirements.
2. A high quality test instrument (an AN/USM-21A or equivalent) will accurately measure the
very low resistance values specified.
3. Another method of measurement is the millivolt drop test as shown in Figure 4-10c.
1F10
TABLE IV-III. ELECTRICAL BONDING RESISTANCE INDEX
Maximum Allowable
Component Resistance Value in Ohms
Engine Mount(s) .003
Generator(s) .010
Ailerons .003
Elevator / Stabilator .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
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.
COMPONENT SURFACE VOLT METER

--------------------
1 AIRCRAFT STRUCTURE SURFACE
~-
i ~
MV
_ot----------+---_i
I BONDING STRAP I I
----- --------------
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
R1 30 MV
= .003 OHMS RESISTANCE
AMMETER 10 AMPS
Figure 4-10c. Millivolt Drop Test
1F11
4-55. STRUCTURAL REPAIRS.

WARNING: NO ACCESS HOLES ARE PERMITTED IN ANY CONTROL SURFACES.
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 must be in accordance with FAA Advisory Circular 43.13-1, latest
revision. To assist in making repairs, Figure 4-11 identifies type and thickness of various skin material
used. Never make a skin replacement or patch plate from material other than type of original skin, or of a
different thickness than original skin. Repair must be as strong as original skin. However, flexibility
must be retained so surrounding areas will not receive extra stress.
Repairs to areas defined in FAR Part 43, Appendix A, must be shown, using approved data, to not
diminish the Life of the component, if a life limit is stated herein (see Section I). Temporary repairs,
when required, must add Instructions for Continued Airworthiness (ICA) to the maintenance record. Any
such ICA must be based on approved data.
Specific, limited, repair procedures for control surface skins are authorized herein.
1F12
5 5
(BOTTOM CENTER)
4
(BOTTOM CENTER)
•••••••••••••••••••••••••••••••••••••••••••••••••••••••
•••••••••••••••••••••••••••••••••••••••••••••••••••••••
LEFT WING SHOWN. RIGHT
WING SAME AND OPPOSITE
EXCEPT AS NOTED
4
3 5 6 7 5
4 0 • RIGHT WING ONLY
9 , f - - - - - - - - - - - - - - 4 - - - - - 1 . . . -_ _J _ L __ _-I
3
3 4
3
3
NUMBER MATERIAL THICKNESS

(SKIN)
2 1 2024-T3 0.016
3 2 2014-0* 0.020
3
3 3 3 2024-T3 0.020
3
3 65 c55 4
5
2024-T3
2024-T3
0.025
0.032
9
6 2024-T3 0.040
s..P 4 65 7 2024-T3 0.051
3 5 6 8 FIBERGLASS
4
9 THERMOPLASTIC
10 5052-H34 0.032
7
*HEAT TREAT TO 2024- T3 AFTER FORMING
Figure 4-11. Skin Materials and Thickness
1F13
TYPICAL BEAD
0.5 INCH MAX.
0.25 INCH
FORE AND AFT
TYPICAL CRACK
CONTROL SURFACE SKIN
CRACK LIMIT LINE
Figure 4-11a. Skin Bead Repair
4-55a. SKIN BEAD REPAIR (See Figure 4-11a.)

CAUTION: FOR PA-28-161 WARRIOR II AND PA-28-161 WARRIOR III AIRPLANES ONLY.
NOTE: These repairs are authorized only as temporary measures until replacement parts (i.e. - skins)
can be obtained and installed.
A. Limitations.
(1) Aileron Skins.
Repair of minor cracks in Warrior II/III aileron skin surfaces is authorized, but limited as follows:
(a) Cracks of no more than 0.5 inch at the ends of the skin-stiffening beads;
(b) No more than two cracks per surface side.
(c) Cracks are limited to either end of a bead (see Figure 4-11a.), but not on the same bead;
(d) 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).
(2) Stabilator Skins.
Repair of minor cracks in Warrior II/III stabilator skin surfaces is authorized, but limited as follows:
CAUTION: BEAD CRACK REPAIRS ON TOP SURFACE STABILATOR SKINS ARE
NOT AUTHORIZED.
(a) Repairs are authorized in bottom surface stabilator skins only.
(b) Cracks of no more that 0.5 inch at the ends of the skin stiffening beads;
(c) No more than two cracks per surface side;
(d) Cracks are limited to either end of a bead (see Figure 4-11a.), but not on the same bead.
1F14
(3) Vertical Fin Skins.

Repair of minor cracks in Warrior II/III vertical fin skin surfaces is authorized, but limited as follows:
(a) Cracks of no more that 0.5 inch at the ends of the skin stiffening beads;
(b) No more than two cracks per surface side;
(c) Cracks are limited to either end of a bead (see Figure 4-11a.), but not on the same bead.
(4) Rudder Skins.
Repair of minor cracks in Warrior II/III rudder skin surfaces is authorized, but limited as follows:
(a) Cracks of no more that 0.5 inch at the ends of the skin stiffening beads;
(b) No more than two cracks per surface side;
(c) Cracks are limited to either end of a bead (see Figure 4-11a.), but not on the same bead;
(d) For wrap around skins, two crack repairs are acceptable per side except crack repairs may
not be opposite to one another on opposite sides.
B. Procedure.
CAUTION: REVIEW LIMITATIONS, ABOVE, BEFORE PROCEEDING.
NOTE: These repairs are authorized only as temporary measures until replacement parts (i.e. -
skins) can be obtained and installed.
(1) Only cracks confined to the bead end area shown in Figure 4-11a may be repaired;
(2) Cracks 0.5 inch long or less may be repaired by stop drilling;
(3) 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.
4-55b. METAL WIRE STITCHING REPAIR. (See Figure 4-11b.) (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 4-11b.)
(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 4-11b.)
(b) Install with manufactured (factory) head against hardest material. Install washer against
1F15
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 l 149CN432R Washer
MS20615M4 Rivet (Mone!)
When materials being joined include only aluminum and nonmetallic materials use:
MS204 70A4 Rivet

NAS 1149DN432H Washer
Install with manufactured (factory) head against hardest material. Install washer against
NAS l 149DN432H Washer
MS20470A4 Rivet (Soft Al)
Figure 4-11b. Metal Wire Stitching Repair
1F16
4-56. BAGGAGE COMPARTMENT INSPECTION HOLES FABRICATION PROCEDURE. (Refer to

Figure 4-13)
Warrior and Warrior II airplanes, manufactured before 1979, 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.
4-56a. FABRICATING INSPECTION HOLES.
While Figure 4-13 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, Piper P/N 62109-0.
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
4-13 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” points and the two 10.98” points so that the resulting lines cross the
centerline of each hole.
g Using the intersection of the lines constructed in step (6) with each hole’s centerline as the center,
scribe an arc having a radius of 2.00”
h Draw a line (four lines total) tangent to the each side of the arcs constructed on step (7).
i There should now be two ovals, like the one in Figure 4-13 laid out on each side of the baggage
compartment floor.
1F17
20370 ACCESS HOLE AN-4 2 6 ·ADJ ◄ 17317 ACCESS HOLE 17318 ACCESS HOLE
COVER PLATE (10 REQ) REINFORCEMENT COVER PLATE
PL.ATE
- - -- ' . . . /,,-~ -_.--;--=--*---~·--6-_ -,,0

-";::--. / -., "'oo
' ,, ''
/l, '- .
I
I
I
-
_.,.",;,
..... _ ..... (j
'' \ '
I
' , '\
I
'' ' '
21~1'l~
I \
I '' \
I
I I \ 00
I ':,
--~~- ~
0 I
/ 0
1..,,...,.~1-....-
!
2;-f~ - l
t ,~
I
1 1181
I \ ,, / ' '
_ _ _ _ _ _,_ _ _ ._ _ _ TI ~-:, 'I
,-- I
I
I
I I
0 0 I ,, I
I I I
I
I I
I .. . . ____ , __ _-;.,',,,-. -
I I
I
'
' /
' '
HOLE IN BOTTOM
AN507-8•32R10 WING SKIN
20372 ACCESS HOLE ' , _ _ / - DIAMETER 4 ll
16
REINFORCEMENT _/
PLATE MS20470AD ◄
17316 ACCESS HOLE (16 REQ)
COVER PLATE
17315 ACCESS HOLE 35362 ACCESS HOLE
REINFORCEMENT REINFORCEMENT
PLATE AN-426-AOl ◄ ANS O7 -8 -3 2 R l 0 PLATE
(22 REQ)
r-----------
1 0
----------------- 0 0
,r- - ---
0 I 0
I
I
I
I
! I
I I I
--+
\111t~ I I I
_..i"""'4 I 0 I I 0
,,,, I
"' : •• I
,:. ::,,
I I
I .. ~' I
I ! I I
0-·-- ~l.
l,,,
,., I
, 1
1 '',; ! ' ---·t
Q
0 I
I
I
I
I
0 0
/
- _,.,, ✓
I
/
I /
0 0 0 0 0 i 0 I
l~--------------6 _!1 _________<1

------------------ 4 - _ J ----~,,If
16
62109 ACCESS HOLE
COVER PLATE
Figure 4-12. Typical Access Plates
1F18
21.80
FORWARD
14.99
\
0
2.28 R CL
TYP
\ 2.00 R
TYP;M
0
0.120 HOLE THRU
N0.8 X 38 CRES TRUSS
RECESSED HEAD SHEET
\ 0
METAL SCREWS (16 REQ.)
\
2.50
COVER (2 REQ.)
\ 0
30° TYP PIPER P/N 62109-0
\
0
10.98
8.48
\ 0
AFT
19.11
Figure 4-13. Baggage Compartment Inspection Holes Cutout Details
1F19
4-57. FIBERGLASS REPAIRS.

The repair procedure in this manual describes repair methods for fiberglass reinforced structures,
fiberglass touch-up and surface repairs (blisters, open seams, delamination, cavities, small holes, and
minor damages) that have not harmed the fiberglass cloth material, and fiberglass fracture and patch
repairs (puncture, breaks, and holes that have penetrated through the structure and damaged the
fiberglass cloth). A repair kit, part number 766 222 gives necessary material for such repairs, and is
available from Piper Aircraft dealers.
CAUTION: FOLLOW RESIN AND CATALYST MIXING INSTRUCTIONS FURNISHED WITH
REPAIR KIT.
NOTE: Polyester resin has a limited storage life and the material should not be used if gelatin or hard
lumps are found in container. Storage life may be extended by refrigeration.
NOTE: The following repairs are not intended for use on glue joints.
4- 57a. MINOR SCRATCH AND CRACK REPAIR.
a. Remove wax, oil, and dirt from around damaged area with acetone, methylethylketone, or
equivalent and remove paint to gel coat.
b. 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 4-57b, b.)
c. Pour a small amount of resin into a jar lid or on a piece of cardboard, enough to fill damaged area.
Mix equal amount milled fiberglass with resin, (use a putty knife or stick. Add catalyst per kit
instruction, to resin and mix thoroughly. Use a hypodermic needle to inject gel into small cavities
not requiring fiberglass millings mixed with gel.
d. Work mixture of resin, fibers, and catalyst into damaged area. Use sharp point of putty knife or
stick to press it into bottom of hole and puncture any air bubbles. Fill scratch or hole above
surrounding undamaged area about 0.062 (1/16) of an inch.
e. Lay a piece of cellophane or waxed paper over repair to block air and start cure of gel mixture.
f. Allow gel to cure 10 to 15 minutes until it is rubbery to touch. Remove cellophane and trim flush
with surface, using a sharp razor blade or knife. Replace cellophane and cure completely for 30
minutes to an hour. Patch will shrink below structure surface as it cures. (If wax paper is used,
check wax is removed from surface.)
4-57b. HOLE REPAIR.
a. Rough up hole bottom and edges with electric burr attachment or rough sandpaper. Feather hole
into surrounding gel coat, do not undercut.
b. Pour out a small amount of resin, add catalyst, and mix thoroughly (use a cutting motion rather than
stirring). Use no fibers.
c. Using tip of a putty knife or fingertips, fill hole to about one-sixteenth of an inch above surrounding
surface with gel coat mixture.
d. Lay cellophane over patch to start curing process. Repeat step f, trimming patch when partially
cured.
1F20
e. 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.
f. 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.
4-57c. FIBERGLASS FRACTURE AND PATCH REPAIRS.
a. Remove wax, oil, and dirt from damaged area with acetone, methylethylketone, or equivalent.
b. Use a key hole saw, electric saber saw, or sharp knife to cut away ragged areas. Cut back to sound
material.
c. Remove paint three inches back from damaged area.
d. Use 80-grit dry paper and working inside the structure, bevel edges to approximately a 30 degree
angle and rough-sand hole and area around it. Feather back for about two inches all around hole to
roughen surface for strong bond with patch.
e. Cover a piece of cardboard or metal with cellophane. Tape it to outside of structure. Completely
cover hole. Cellophane must face toward inside of structure. Repair to a sharp contour or shaped
area requires a sheet of aluminum formed to a similar contour to be placed over area. The aluminum
must be covered with cellophane.
f. Prepare a patch of fiberglass mat and cloth to cover area two inches larger than hole.
g. Mix small amount of resin and catalyst, (enough for one step) per kit instructions.
h. Thoroughly wet mat and cloth with catalyzed resin. Daub resin to mat, then to cloth. Mat must be
placed on structure surface with cloth on top. Use enough fiberglass cloth and mat reinforcements
to maintain the original surface strength. Use extra layers of cloth if the damage was a stress crack.
i. Lay patch over hole (inside of structure). Cover with cellophane, and squeegee from center to edges
to remove all air bubbles. Air bubbles will show white and must all be worked out to edge. Remove
excess resin before it gels. Allow patch to cure completely.
j. Remove cardboard or aluminum sheet from outside of hole and rough-sand patch and hole edge.
Feather edge of hole about two inches into undamaged area.
k. Mask area around hole with tape and paper to protect surface. Cut a piece of fiberglass mat about
one inch larger than hole. Cut one or more pieces of fiberglass cloth two inches larger than hole.
Brush catalyzed resin over hole. Lay mat over hole and wet out with catalyzed resin. Brush with a
daubing action. Then apply additional layer or layers of fiberglass cloth to build up patch to surface
of structure. Wet out each layer thoroughly with resin.
l. Work out all air bubbles in patch using a squeegee or broad knife. Work from center to edge
pressing patch firmly against structure. Allow patch to cure 15 to 20 minutes.
m. As soon as the patch begins to set up, but while it is still rubbery, use a sharp knife and cut away
extra cloth and mat. Cut on outside edge of feathering. Strip cut edges of structure before cure is
complete to save extra sanding. Allow patch to cure overnight.
n. Use dry 80-grit sandpaper on a power sander or sanding block to 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 sand.
o. Mix catalyzed resin and work into patch with fingers. Smooth carefully and work into crevices.
1F21
p. Cover with cellophane and squeegee smooth. Cure completely before removing cellophane. Sand
the area.
q. Brush or spray catalyzed resin to seal patch. Sand and finish by priming. Sand again and apply
color coat.
NOTE: Clean brush and hands in solvent such as acetone. Use a strong solution of detergent and
water if solvents are not available.
4-57d. ADDING LAYERS TO UNDAMAGED AREAS.
a. Rough sand area to be laminated with 80 grit dry sandpaper.
b. Thoroughly clean area to be laminated with acetone, MEK, or equivalent.
c. Mix resin and catalysts according to the manufacturers instructions. Mix only enough to be used
one step at a time.
d. 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.
e. Repeat step d until the desired number of cloth layers have been added.
f. Allow parts to cure for 24 hours at room temperature.
g. After part has cured it may be sanded and painted as required.
4-58. GENERAL THERMOPLASTIC REPAIRS
WARNING: COMMON SAFETY PRECAUTIONS MUST BE FOLLOWED WHEN USING THE
MATERIALS AND TOOLS FOR THESE REPAIRS.
Thermoplastic material is used throughout the airplane except for wheel and strut fairings. Check the
following list of materials and vendors to aid in thermoplastic repairs.
a. Surface preparation:
1. Remove surface dirt and paint from item being repaired. Household cleaners are effective in
removing surface dirt.
2. Cleaning damaged area with perchlorethylene or VM&P Naptha will give a good bond
between epoxy compounds and thermoplastic.
b. Surface scratches, Abrasions or Ground-in-Dirt: (Refer to Figure 4-14.)
1. Shallow scratches and abraded surfaces are repaired using conventional automotive buffing and
rubbing compounds
CAUTION: WHEN USING A HOT AIR GUN, BE CAREFUL NOT TO OVERHEAT THE
THERMOPLASTIC.
2. Remove large dirt particles embedded in thermoplastic parts with a hot air gun capable of
heating to 300° to 400° F. Hold nozzle of gun about 1/4 inch away from surface and apply heat
with a circular motion until area is sufficiently soft to remove dirt particles.
3. Thermoplastic will return to its original shape upon cooling.
1F22
TABLE IV-I. LIST OF MATERIALS - THERMOPLASTIC REPAIR
ITEMS DESCRIPTIONS SUPPLIERS

Buffing and Rubbing Automotive Type - DuPont #7 DuPont Company
Compounds Wilmington, Del. 19898
Ram Chemical #69 x 1 Ram Chemicals
Gardena, Cal. 90248
Mirror Glaze #1 Mirror Bright Polish Co., Inc.
Irvin, Cal. 92713
Cleaners Fantastic Spray Obtain From Local Suppliers
Perchlorethylene
VM&P Naptha (Lighter Fluid)
ABS-Solvent Cements Solarite #11 Series Solar Compounds Corp.
Linden, N.J. 07036
Solvents Methylethyl Ketone Obtain From Local Suppliers
Methykne Chloride
Acetone
Epoxy Patching Compound Solarite #400 Solar Compounds Corp.
Linden, N.J. 07036
Hot Melt Adhesives Stick Form 1/2 in. dia. Sears Roebuck & Co. or
Polyamids and Hot Melt Gun 3 in. long Most Hardware Stores
Hot Air Gun Temp. Range 300° to 400°F Local Suppliers
c. Deep Scratches, Shallow Nicks, and Small Holes: (Less than 1 inch in diameter.) (Refer to Figure
4-15.)
1. Solvent cements will fit most applications. For small repairs make a satisfactory cement by
dissolving thermoplastic material of same type being repaired in solvent until desired paste-
like consistency is achieved.
2. Apply mixture to damaged area. When the solvent evaporates, the hard solids remaining can
easily be shaped to desired contour by filing or sanding.
3. Do not use solvent adhesives for highly stressed areas, thin walled parts, or for patching holes
greater than 1/4 inch in diameter.
4. For larger damages, use an epoxy patching compound. This type material is a two part, fast
curing. easy sanding commercially available compound.
1F23
871
HOT AIR GUN
Figure 4-14. Surfaces Scratches, Abrasions or Ground-In Dirt
I 871
,._,.._.__
~~- ~.~:'1,. 1,
I f/ I
_-=-- Y!;;!f
Figure 4-15. Deep Scratches, Shallow Nicks and Small Holes
1F24
NOTE: Increase adhesion by roughing bonding surface with sandpaper and by using as much
surface area for bond as possible.
5. Mix patching compound in equal portions on a hard flat surface (use a figure eight motion).
Clean damaged area with perchlorethylene or VM&P naphtha prior to applying compound
(Figure 4-16).
6. Use a mechanical sander after compound is cured. Keep sander in constant motion to prevent
heat buildup.
7. For repairs in areas involving little or no shear stress, use hot melt adhesives (polyamids)
supplied in stick form. This type of repair has a low cohesive strength factor.
8. For repairs in areas involving small holes, indentations, or cracks in material where high stress
is apparent, or thin walled sections are used, welding method is suggested.
9. The welding method requires a hot air gun and ABS rods. To weld, hold gun to direct the flow
of hot air into repair zone. Heat damaged area and rod simultaneously. Move the gun
continuously in a fanning motion to prevent discoloration of material. Pressure must be
maintained on rod to ensure good adhesion (Refer to Figure 4-17).
10. After repair is complete, sand to obtain a good surface finish.
d. Cracks: (Refer to Figure 4-18)
1. Before repairing a crack in thermoplastic parts, first determine what caused crack and alleviate
condition to prevent it from recurring.
2. Drill small stop holes at each end of crack.
3. If possible, bond a double plate to reverse side of crack to provide extra strength.
4. The crack should be V grooved and filled with repair material such as solvent cement, hot melt
adhesive, epoxy patching compound, or hot air weld.
5. After repair has cured, sand to match surrounding finish.
e. Repairing Major Damage: (Larger than 1 inch in diameter.) (Refer to Figure 4-19.)
1. Make a patch of same material and cut slightly larger than section being repaired.
2. When appearances are important, large holes, cracks, tears, etc., are repaired by cutting out
damaged area and replacing with a piece of similar material.
3. When cutting away damaged area, under cut perimeter and maintain a smooth edge. The patch
or plug should also have a smooth edge to ensure a good fit.
4. Coat patch with solvent adhesive and firmly attach it over damaged area.
5. Let the patch dry for approximately 1 hour before any additional work is performed.
6. Fill hole, etc. with repair material. A slight overfilling of repair material is suggested to allow
for sanding and finishing after repair has cured. If patching compound is used, repair should be
made in layers, not exceeding a 1/2 inch in thickness at a time. Allow compound to cure and
ensuring a good buildup of successive layers.
f. Stress lines: (Refer to Figure 4-20)
1. Stress lines produce a whitened appearance in a localized area. They are generally caused by
severe bending or impacting of material. (Refer to Figure 4-21.)
2. To restore material to original condition and color, use a hot air gun or similar heating device
to apply heat to affected area. Do not overheat material.
1F25
I 825
MIX THOROUGHLY USING "FIGURE 8" MOTION
-=------ -- -
Figure 4-16. Mixing of Epoxy Patching Compound
870
✓ PLASTIC ROD
Figure 4-17. Welding Repair Method
1F26
I 827
DOUBLER PLATE
BONDED TO UNDERSIDE
OF DAMAGED AREA.
STOP HOLES
Figure 4-18. Repairing of Cracks
g. Painting the Repair:

CAUTION: NOT ALL LACQUERS OR ENAMELS CAN BE USED ON THERMOPLASTICS.
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. Clean parts before painting with a commercial cleaner or a solution made from 1/4 cup of
detergent mixed with one gallon of water.
3. Use lacquer or enamel paint for thermoplastic repair.
1F27
831
.--/ PATCHING
_ / COMPOUND
,,,,..•- . -----
- - ~~- ,/
~ -~
828
DAMAGED"-
AREA - ---
PATCH
Figure 4-19. Various Repairs
1F28
827
STRESS
LINES ~
Figure 4-20. Repair of Stress Lines
I 829 832
\
I
~,:~;
'-~~:~t,'._
Figure 4-21. Repair of Impacted Damage
1F29
4-59. CONTROL SURFACES

4-59a. CHECKING CONTROL SURFACE FREE PLAY.
The following checks are recommended before balancing to ascertain the amount of “free play” in the
stabilator, stabilator trim tab and aileron:
a. Stabilator: Check the stabilator for any “free play” at its attachment points by grasping each half
near the tip and gently trying to move it up and down, fore and aft, and in and out. NO play is
allowed.
b. Stabilator Trim Tab: Set the stabilator trim tab in neutral position. This neutral position is
determined with the airplane properly rigged per instructions given in Section V of this Service
Manual and the trim indicator at its neutral position. Obtain a straightedge long enough to extend
from the ground up to a few inches above the trim tab trailing edge. Place the straightedge next to
the trim tab inboard (center) trailing edge; secure the stabilator in neutral and grasping the tab
gently move it up and down; mark the limits of tab free play on the straightedge. The overall travel
(free play) must not exceed 0.15 of an inch. The use of a dial indicator and fixed stand is
recommended.
c. Aileron: Set the aileron in its neutral position and secure the control wheel. Obtain a straightedge
long enough to extend from the ground up to a few inches above the aileron trailing edge. Place the
straightedge next to the aileron trailing edge at the actuator location and gently move the aileron up
and down; mark the limits of travel (free play) on the straightedge. The overall travel (free play)
must not exceed 0.24 of an inch.
Should free play exceed the limits stated, make the necessary repairs as required to eliminate
excessive free play.
4-59b. CONTROL SURFACE BALANCING.
4-59c. CHECKING CONTROL SURFACE BALANCE.
The movable control surfaces have been statically balanced at the time of installation at the factory and
normally should not require rebalancing. Where possible the control surfaces 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 control surfaces 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 control surface, including paint, should be within the limits given
in Table IV-II. All replacement control surfaces, or surfaces that have been repainted or repaired, should
be rebalanced according to the procedures given in Paragraphs 4-61 thru 4-63. The static balance of the
surfaces must be as specified in Table IV-II.
Before balancing any control surface, it must be complete including tip, trim/servo tabs 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 their neutral positions.
1F30
TABLE IV-II. BALANCE SPECIFICATIONS (PIR-PPS50015, REV. AF.)
(Maximum Limits - Flight Conditions)

Static Balance Limits (In.-Lbs.)
Leading Edge Trailing Edge
Surface Heavy Heavy
Ailerons (1) 0 to -12
Ailerons (2) 0 to -25
Stabilator +5 to -40
Rudder 0 to -13
NOTES: (l) For PA-28-151, S/N’s. 28-7415001 thru 28-7515459.
(2) For PA-28-151, S/N’s. 28-7615001 and UP, and
for PA-28-161, S/N’s. 28-7716001 thru 28-8616057 and 2816001 and UP.
4-60. BALANCING EQUIPMENT. (Refer to Figure 4-22.)

The balancing must be done using a suitable tool capable of measuring unbalance in inch-pounds from
the centerline of the control surface hinge pin. See the tool configuration in Figure 4-22. Other tool
configurations may be used if accuracy is maintained and recalibration capability is provided.
To use this tool:
a. Ensure 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.
b. Place hinge bolts through control surfaces and place control surface on a holding fixture.
c. Calibrate the tool.
1. 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.
2. Adjust the movable trailing edge support to fit the width of the control surface. Tighten the set
screw on the trailing edge support.
3. Adjust the trailing edge support vertically until the beam is parallel with the control surface
chord line.
4. 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.
d. After balancing the tool, reattach it to the control surface per Figures 4-23 thru 4-27. Keep the beam
positioned 90° from the control surface hinge line.
e. Determine balance of control surface by sliding movable weight along the balance beam.
1G1
A399
8599
31b
Movable
Weight with
Marked
Centerline
Parallel
Surface C h o r d ~
Line
Beam Balancing
5 ft Extruded Channel Bolt (Used for
Balancing the
Tool Itself Once
the Trailing
Edge Support
Has Been Set)
Mark Graduations in Inches

Hinge Centerline
Placed Directly Over
Hinge Line of Control Surface
\
Horizontally
Adjustable for
Setting Tool to
Width of Control
Surface
Vertically and Horizontally

Adjustable Trailing Edge Support
Vertically Adjustable
for Setting Beam
Parallel to Chord
Line of Control Surface
Figure 4-22. Control Surface Balance Tool
1G2
f. Read the scale when the bubble level has been centered. Multiply by three to determine inch-lbs.
(I.E. - Since the movable weight weighs three pounds, every inch it is moved from the center of the
beam equals three inch-lbs of force.)
4-61. BALANCING AILERONS. (Refer to Figure 4-23.)
Position the aileron on the balancing fixture in a draft free area and in a manner which allows
unrestricted movement of the aileron. Place the tool on the aileron, avoid rivets and keep the beam
perpendicular to the hinge centerline. Calibrate the tool as described in Paragraph 4-60. Read the 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 in Table IV-II, proceed as follows:
a. Leading Edge Heavy: This condition is highly improbable; recheck measurements and calculations.
b. Trailing Edge Heavy: It will be necessary to determine the exact cause of the underbalance. If the
aileron is too heavy because of paint build-up, 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. There are no provisions for adding weight to
the factory installed balance weight on 1974 and 1975 ailerons. (Refer to Figure 4-24.) Balance
weights were not installed on 1976 and up models.
4-62. BALANCING RUDDER. (Refer to Figure 4-25.)
To balance the rudder, the assembly must be complete including the tip assembly with all attaching
screws and position light wiring. Place the complete assembly horizontally on knife edge supports in a
draft free area in a manner that allows unrestricted movement. Place the tool on the rudder with the beam
perpendicular to the hinge centerline. Calibrate the tool as described in Paragraph 4-60. Read the scale
when the bubble level has been centered by adjustment of the movable weight and determine the static
balance limit. If the static balance is not within the limits given in Table IV-II, proceed as follows:
a. Leading Edge Heavy: This condition is highly improbable; recheck calculations and measurements.
b. Trailing Edge Heavy: This condition is caused by a light balance weight or a heavy rudder as a
result of paint or repairs. A light balance weight is highly improbable because it is enclosed in
fiberglass per Figure 4-26, Section A-A. Paint build-up must be stripped and surface repainted. If
the rudder is too heavy as a result of repairs, the repairs must be removed and damaged parts
replaced.
4-63. BALANCING STABILATOR. (Refer to Figure 4-27.)
To balance the stabilator, the assembly must be complete including the trim tab, the tab push rod and end
bearing, stabilator tips and all attaching screws. Before balancing, tape the trim tab in neutral position
with a small piece of tape. Place the complete assembly on the knife edge supports in a draft free area in
a manner that allows unrestricted movement. Place the tool on the stabilator with the beam perpendicular
to the hinge centerline. Do not place the tool on the trim tab. Calibrate the tool as described in Paragraph
4-60. Read the scale when the bubble level has been centered by adjustment of the movable weight and
determine the static balance limit. If the static balance is not within the limits given in Table IV-II
proceed as follows:
a. Leading Edge Heavy: Remove balance plates from the mass balance weight until the static balance
is within limits.
b. Trailing Edge Heavy: Add balance plates to the mass balance weight until the static balance is
within limits.
1G3
AILERON (INVERTED)
1974 AND 1975 MODELS
HOLDING FIXTURE
BALANCE TOOL - REFER

TO FIGURE 4-22.
····································································································
1976 ANO UP MODELS
BALANCE TOOL - REFER

TO FIGURE 4-22.
LEVEL SUPPORT
Figure 4-23. Aileron Balance
1G4
FACTORY INSTALLED
BALANCE WEIGHT
-------------
Figure 4-24. Factory Installed Aileron Balance Weight (1974 and 1975 Models Only)
LEVEL SUPPORT
Figure 4-25. Rudder Balance
1G5
,..,---
/
---
/
0 0 0 0
"--
--
BALANCE~
WEIGHT~
SECTION A-A
c: ~ :)
t
Figure 4-26. Rudder Balance Weight
BALANCE TOOL-REFER
1_ _ TO FIGURE 4-22
HOLDING
FIXTURE
LEVEL
SUPPORT
TRIM TAB IN
NEUTRAL POSITION
Figure 4-27. Stabilator Balance
1G6
4-64. SAFETY WALK REPAIR/REPLACEMENT.

4-65. LIQUID SAFETY WALK COMPOUND - SURFACE PREPARATION.
NOTE: Newly painted surfaces shall be allowed to dry for 2.5 hours minimum prior to the application
of the safety walk.
a. Clean all surfaces with a suitable cleaning solvent to remove dirt, grease and oils. Solvents may be
applied by dipping, spraying or mopping.
b. Ensure that no moisture remains on the surface by wiping with a clean dry cloth.
c. Outline the area to which the liquid safety walk compound is to be applied, and mask adjacent
surfaces.
4-66. LIQUID SAFETY WALK COMPOUND - PRODUCT LISTING.
a. Suggested Solvents:
b. Safety Walk Material:
Walkway Compound and Matting Nonslip (included in Piper Part No. 179 872)
4-67. LIQUID SAFETY WALK COMPOUND - APPLICATION.
NOTE: Liquid safety walk compound shall be applied in an area free of moisture for a period of 24
hours minimum after application. Do not apply when surface to be coated is below 50°F.
Apply liquid safety walk compound as follows:
a. Mix and thin the liquid safety walk compound in accordance with the manufacturer’s instructions
on the container.
b. Coat the specified surfaces with a smooth unbroken film of the liquid safety walk compound. A nap
type roller or a stiff bristle brush is recommended using fore and aft strokes.
c. Allow the coating to dry for 15 minutes to one hour before recoating or touch-up, if required, after
application of the initial coating.
d. After recoating or touch-up, allow the coating to dry for 15 minutes to one hour before removing
masking.
NOTE: The coated surface shall not be walked on for six hours, minimum, after application of
final coating
1G7
4-68. PRESSURE SENSITIVE SAFETY WALK - SURFACE PREPARATION.

The areas to which the pressure sensitive safety walk is to be installed must be free from all
contaminates and no moisture present. If liquid safety walk is installed, the area must be prepared as
follows:
a. Area must be masked off to protect painted surfaces.
b. Apply suitable stripper MEK Federal Spec. TT-M-261, U.S. Rubber No. 3339 to wingwalk
compound. As compound softens remove by using putty knife or other suitable tool.
c. Area must be clean and dry prior to painting.
d. Prime and paint area.
NOTE: Newly painted surfaces, shall be allowed to dry for 2.5 hours minimum prior to the
application of the safety walk.
4-69. PRESSURE SENSITIVE SAFETY WALK - APPLICATION.
Wipe area with a clean dry cloth to ensure that no moisture remains on surface. Do not apply when
surface temperature is below 50°F.
Apply pressure sensitive safety walk as follows:
a. Peel back the full width of the protective liner approximately 2 inches from the leading edge of the
safety walk.
b. Apply the safety walk to the wing area, begin at the leading edge. Ensure proper alignment and
position from wing flap.
c. Remove the remaining protective liner as the safety walk is being applied from front to back of
wing area.
d. Roll firmly with a long handled cylindrical brush in both lengthwise directions. Make sure all edges
adhere to the wing skin.
e. Install and rivet leading edge retainer.
1G8
SECTION
V
SURFACE CONTROLS
1G8A
1G8B
SECTION V - SURFACE CONTROLS
TABLE OF CONTENTS
Paragraph
Grid No.
5-1. Introduction ........................................................................................... 1G11

5-2. Description ............................................................................................ 1G11
5-2a. Troubleshooting..................................................................................... 1G11
5-3. Standard Procedures ............................................................................. 1G11
5‑4. Control Cable Inspection....................................................................... 1G12B
5-5a. Flight Control Surface Travel ............................................................... 1G17
5-5b. Flight Control Cable Tension ............................................................... 1G17
5-6. Control Column Assembly ................................................................... 1G17
5-7. Removal of Control Column Assembly ......................................... 1G17
5-8. Installation of Control Column Assembly ..................................... 1G18
5-9. Installation of Universal Joint ........................................................ 1G22
5-10. Aileron Controls ................................................................................... 1G22
5-11. Removal of Aileron Control Cables ............................................... 1G22
5-12. Installation of Aileron Control Cables ........................................... 1G23
5-13. Removal of Aileron Bellcrank Assembly ...................................... 1H1
5-14. Installation of Aileron Bellcrank Assembly ................................... 1H2
5-15. Rigging and Adjustment of Aileron Controls ................................ 1H2
5-16. Stabilator Controls ................................................................................ 1H5
5-17. Removal of Stabilator Control Cables ........................................... 1H5
5-18. Installation of Stabilator Control Cables ........................................ 1H5
5-19. Rigging and Adjustment of Stabilator Controls ............................. 1H7
5-20. Stabilator Trim Controls ....................................................................... 1H9
5-21. Removal of Stabilator Trim Assembly (Forward) ......................... 1H9
5-22. Installation of Stabilator Trim Assembly (Forward) ...................... 1H11
5-23. Removal of Stabilator Trim Controls (Aft) .................................... 1H12
5-24. Installation of Stabilator Trim Controls (Aft) ................................ 1H12
5-25. Rigging and Adjustment of Stabilator Trim ................................... 1H13
5-26. Rudder and Steering Pedal Assembly ................................................... 1H14
5-27. Removal of Rudder and Steering Pedal Assembly ........................ 1H14
5-28. Installation of Rudder and Steering Pedal Assembly ..................... 1H16
5-29. Rudder Controls .................................................................................... 1H17
5-30. Removal of Rudder Control Cables ............................................... 1H17
5-31. Installation of Rudder Control Cables ............................................ 1H17
5-32. Rigging and Adjustment of Rudder Controls ................................. 1H19
5-33. Rudder Trim Controls ........................................................................... 1H21
5-34. Removal of Rudder Trim Controls ................................................ 1H21
5-35. Installation of Rudder Trim Controls ............................................. 1H22
5-36. Rigging and Adjustment of Rudder Trim Controls ........................ 1H25
7/11/19 V - TABLE OF CONTENTS
1G9
SECTION V - Surface Controls
TABLE OF CONTENTS (continued)
Paragraph
Grid No.
5-37. Wing Flap Controls ............................................................................... 1H25

5-38. Removal of Wing Flap Controls .................................................... 1H25
5-39. Installation of Wing Flap Controls ................................................. 1H27
5-39a. Torque Tube/Push Rod Distortion Inspection ................................ 1H28
5-40. Rigging and Adjustment of Wing Flaps Controls .......................... 1H29
V - TABLE OF CONTENTS 7/11/19
1G10
SECTION V
SURFACE CONTROLS
5-1. INTRODUCTION.
This section contains the explanation for the removal, installation, rigging and adjustment procedures for
the control assemblies of the various structural surfaces. The assemblies need not be removed in order
of paragraphs since each paragraph describes the individual removal and installation of the component.
For the removal and installation of the structural surfaces of the airplane, refer to Section IV.
5-2. DESCRIPTION.
The PA-151, Warrior, and the PA28-161, Warriors II and III are controlled in flight by the use of three
standard primary control surfaces, consisting of the ailerons, stabilator and rudder. Operation of these
controls is through the movement of the dual control columns and dual rudder pedals. The individual
surfaces are connected to their control components through the use of cables and push-pull tubes.
Provision for directional and longitudinal trim control is provided by an adjustable trim mechanism for
the rudder and stabilator. The flaps are mechanically operated and can be positioned in four locations of
0, 10, 25 and 40 degrees.
The aileron controls consist of two-control wheels connected by torque tubes to sprockets on each end of
the horizontal control column. A chain is wrapped around the sprockets and around a double sprocket on
the vertical post of the control column. The chain is connected to the primary aileron control cable which
is routed through the center of the fuselage to the main spar and out through the wings to a bellcrank in
each wing. A balance cable is also connected to the bellcrank. As the control wheels are moved, the
control cables move the bellcranks and actuate push-pull rods to move the ailerons. On early installations
a self-centering system was part of the aileron controls to maintain wings level attitude.
The stabilator controls are also connected to the control column. From the connecting point, cables are
routed around a series of pulleys down under the floor and aft to the tail section of the airplane. The aft
end of the cables connect to the stabilator balance arm which in turn is connected to the stabilator. When
the control wheels are moved forward or aft, the cables move the balance arm on the stabilator, up and
down rotating the stabilator at its hinge points.
The rudder is controlled by the pilot’s and co-pilot’s rudder pedals. Cables are connected to both sides of
the rudder pedal assembly and are routed aft through the bottom of the fuselage to the rudder horn.
When one rudder pedal is pushed, the cables move in opposite directions turning the rudder horn and
rudder. The wing flap system is operated by a lever located between the front seats.
For a visual description of the various control systems, refer to the illustrated figures throughout this
section.
5-2a. TROUBLESHOOTING.
See Table V-III.
5-3. STANDARD PROCEDURES.
The following tips may be helpful in the removal, installation and rigging of the various assemblies:
a. It is recommended, though not always necessary, to level and place the airplane on jacks during
rigging and adjustment.
b. Remove turnbuckle barrels from cable ends before withdrawing the cables through the structures.
c. Tie a cord to the cable end before withdrawing the cable through the structures to facilitate
reinstallation of cable.
01/01/09 V - SURFACE CONTROLS

1G11
d. Turnbuckle stations are given at their neutral positions.

e. Mark cable ends, etc., before disconnecting, using a felt tip marking pen.
f. Assemble and adjust the turnbuckles so that each terminal is screwed an approximately equal
distance into the barrel. Do not turn the terminals in such a manner that will put a permanent “twist”
into the cables.
g. Cable tensions should be taken with the appropriate control surface in its neutral position.
NOTE: Cable rigging tensions specified must be corrected to ambient temperature in the area
where the tension is being checked, using Table V-I.
h. After completion of each adjustment, check the turnbuckles to be sure not more than three terminal
threads are visible outside the barrel. Install the locking clips, and check for proper installation by
trying to remove the clips using fingers only. Both locking clips may be installed in opposite holes.
Locking clips which have been installed and removed must be scrapped and not reused.
Turnbuckles may be safetied in accordance with Advisory Circular 43.13-1 A Chapter 4, Section 2.
i. When push rods or rod ends are provided with an inspection hole, the screw must be screwed in far
enough to pass the inspection hole. This can be determined visually or by feel, inserting a piece of
wire into the inspection hole. If no hole is provided, there must be a minimum of .375 of an inch
thread engagement.
j. After completion of adjustments, each jam nut must be tightened securely (Refer to Figure 5-1 for
proper installation method).
NOTE: Torque all nuts in the flight control system (including nose wheel steering). Refer to
Table II-III.
TABLE V-I. CABLE TENSION VS. AMBIENT TEMPERATURE

"
120
110
Temperature, Degrees Fahrenheit (°F)
"'"'
100
90
I"-.
80
"'
70
"'"-
60
50
I'\.
40
I'\.
30
"'
20
-10 -8 -6 -4 -2 0 2 4 6 8 10
t
l
Subtract Add
Rigging Load Correction, Pounds
V - SURFACE CONTROLS 01/01/09

1G12
90 1A
DAMAGE
HERE
WRONG METHOD
DAMAGE
HERE
IMPROPER TOOL RESULTS IN LOCKED BALL
A SPECIAL WRENCH
WITH A LONG THROAT
MAY BE REQUIRED
ONLY CORRECT METHOD
Figure 5-1. Installing Rod End Bearings

1G12A
5-4. CONTROL CABLE INSPECTION.

Aircraft control cable systems are subject to a variety of environmental conditions and forms of
deterioration that, with time, may be easy to recognize as wire/strand breakage or the not-so-readily
visible types of wear, corrosion, and/or distortion. The following data may help in detecting the presence
of these conditions:
a. Cable Damage.
Critical areas for wire breakage are sections of the cable which pass through fairleads and around
pulleys. To inspect each section which passes over a pulley or through a fairlead, remove cable from
aircraft to the extent necessary to expose that particular section. Examine cables for broken wires by
passing a cloth along length of cable. This will clean the cable for a visual inspection, and detect
broken wires, if the cloth snags on cable. When snags are found, closely examine cable to determine
full extent of damage.
The absence of snags is not positive evidence that broken wires do not exist. Figure 5-2A 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 5-2B) when the cable was removed and
bent using the techniques depicted in Figure 5-2C.
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 5-3.
A
"If:~ ~ - .. ;a:;:-__ .,.._ ~
;· -::-:,;:__;::_~~-~~~,.-::~--:~_ : :-,: ;;.._~. . -~=--t,-
Figure 5-2. Control Cable Inspection

1G12B
INDIVIDUAL OUTER WIRES

INDIVIDUAL OUTER WIRES WORN
WORN MORE THAN 50%
MORE THAN 40 - 50 %
(NOTE BLENDING OF WORN AREAS)
INDIVIDUAL OUTER WIRES WORN LESS THAN 40%

(WORN AREAS INDIVIDUALLY DISTINGUISHABLE)
Figure 5-3. External Cable Patterns
c. Internal Cable Wear.

As wear is taking place on the exterior surface of a cable, the same condition is taking place
internally, particularly in the sections of the cable which pass over pulleys and quadrants. This
condition, shown in Figure 5-4, 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.
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.

1G13
..••••
-···· ,
............
,............
_.••, ••••••• .
-:,.:.,....:•· ,.
: . . . .· · · ~ CABLE WEAR
•lll ..:l••I•
CABLE WEAR
........
~-·
••14!t•
-.•
••••
•
Figure 5-4. Internal Cable Patterns
e. Cable Maintenance.
CAUTION: TO AVOID REMOVAL OF CORROSION-PREVENTATIVE COMPOUNDS AND
CABLE INTERNAL LUBRICANT, DO NOT USE VAPOR DEGREASING, STEAM
CLEANING, METHYLETHYLKETONE (MEK) OR OTHER SOLVENTS.
CAUTION: DO NOT OIL CONTROL CABLES.
Frequent inspections and preservation measures such as rust prevention treatments for bare cable
areas will help to extend cable service life. Where cables pass through fairleads, pressure seals, or
over pulleys, remove accumulated heavy coatings of corrosion prevention compound. Provide
corrosion protection for these cable sections by lubricating as specified in the Lubrication Chart,
Section II.
f. Cable Fittings.
1. 100 Hour Standard Inspection.
Check swaged terminal reference marks for any indication of cable slippage within fitting.
Inspect fitting assembly for distortion and/or broken strands at the terminal. Check that all
bearings and swivel fittings (bolted or pinned) pivot freely to prevent binding and subsequent
failure. Check turnbuckles for proper thread exposure and broken or missing safety wires/clips.
Pay particular attention to corrosion and “pitting” on cable terminals, turnbuckles and cable
fittings. Any corrosion or pitting found requires replacement of the corroded fitting and/or
cable.

1G14
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 5-5.
EXCESSIVE CABLE WEAR PULLEY MISALIGNMENT
PULLEY TOO LARGE FOR CABLE CABLE MISALIGNMENT
::J::r: ::wJ. 1&i:ill* •

FROZEN BEARING NORMAL CONDITION
Figure 5-5. Pulley Wear Patterns

1G15

1G16
5-5a. FLIGHT CONTROL SURFACE TRAVEL.

See Table V-II for specifications, see appropriate section for rigging instructions.
5-5b. FLIGHT CONTROL CABLE TENSION
CAUTION: CABLE TENSIONS GIVEN IN TABLE V-II APPLY ONLY TO AIRPLANES WITHOUT
AUTOPILOT BRIDLE CABLE INSTALLATIONS. IF AN AUTOPILOT USING BRIDLE
CABLES HAS BEEN INSTALLED, CONSULT THE APPROPRIATE AUTOPILOT
VENDOR PUBLICATION FOR CORRECT CABLE TENSIONS WITH AUTOPILOT
BRIDLE CABLES ATTACHED.
a. See Table V-II for specifications, see appropriate section for rigging instructions.
b. When a new cable is installed, cable tension must be rechecked after flight test.
5-6. CONTROL COLUMN ASSEMBLY.
5-7. REMOVAL OF CONTROL COLUMN ASSEMBLY. (Refer to Figure 5-6.)
a. To remove either control wheel (1) with it’s tube (2) the following procedure may be used:
1. Separate the control wheel tube (2) from the flexible joint (4) that is located on either side of
the tee bar assembly (5) by removing the nut, washer and bolt (3). Pull the tube from the
flexible joint.
2. If removing the left control tube, slide the stop (6) from the tube.
3. Should wires from 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 out through the forward end of the tube.
4. Remove the control wheel assembly from the instrument panel.

1G17
b. The tee bar (5) with assembled parts may be removed from the airplane by the following procedure:
1. Remove the access panel to the aft section of the fuselage.
2. Relieve the cable tension from the stabilator control cables (11) at one of the stabilator cable
turnbuckles in the aft section of the fuselage.
3. Relieve tension from the aileron control cables (12) chains (7 and 8) and at the turnbuckle (9)
that connects the chains at the top of the tee bar (5).
4. Disconnect the control chains from the control cables where the chains and cables join, by
removing the cotter pins, nuts, bolts and bushings.
5. Remove the tunnel cover by removing the rudder trim control knob and trim cover attaching
screws. Roll back the carpet from the tunnel and remove the tunnel plate that is located just aft
of the tee bar assembly, by removing the plate attaching screws.
6. Remove the tee bar assembly by removing the attaching bolts (15), washers and nuts, which
are through each side of the floor tunnel, and lifting it up and out through the right side of the
cabin.
5-8. INSTALLATION OF CONTROL COLUMN ASSEMBLY. (Refer to Figure 5-6.)
a. The tee bar assembly may be installed in the airplane by the following procedure:
1. Position the tee bar assembly into place from the right side of the cabin and secure in place
with attaching bolts (15), washers and nuts inserted in through each side of the floor tunnel.
2. Connect the stabilator controls (11) to the lower end of the tee bar with bolt, washer, nut and
cotter pin (16). Allow the cable ends to rotate freely.
3. Place the aileron control cables (12) around the pulleys (13) that attach to the lower section of
the tee bar (5): position the pulleys and secure with bolt, washers and nut (14).
4. Install the control wheel per Step b. (Refer to page 1G20.)
5. Place the control wheels in neutral (centered) position and install the aileron control chains (7
and 8) on the control wheel sprockets (17 and 18) and idler crossover sprockets (19 and 21).
This turnbuckle (9) must be centered between the two control wheel sprockets.
6. Loosen the connecting bolts (22) of the idler sprockets (19 and 21) to allow the chain to fit
snug around the control wheel sprockets and over the idler sprockets.
7. Connect the aileron control cables (12) to the ends of the chains (7 and 8) with bolts, bushings,
nuts and cotter pins (10).
8. Adjust the chain turnbuckle (9) between the two control wheel sprockets to allow the control
wheels to be neutral and obtain the proper cable tension. 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 as
instructed in Paragraph 5-13. Before safetying the turnbuckle, check to determine that the
ailerons and control wheels are both in their neutral position and the chain turnbuckle is
centered. Also, the aileron bellcranks should hit their stops before the control wheel hits its
stop. Maintain 0.030 to 0.040 inch clearance between sprocket pin and adjustable stop bolts on
models having adjustable aileron tee bar stops.

1G18
TABLE V-II. FLIGHT CONTROL SURFACES RIGGING LIMITS (PIR-PPS-50021-1, Rev. J.)
(PIR-PPS-50021-2, Rev. G.)
AILERON
1974 & 1975 MODELS
A = 23° ± 2° UP (SEE NOTE 3)
B = 17° ± 2° DN (SEE NOTE 3)
---------------------
1976 AND SUBSEQUENT MODELS
~+ AILERON IN NEUTRAL ~ B - - - -
ALIGNED WITH FLAPS E~ ~
NQIES
A= 25° ± 2° UP
1. FLAP ADJUSTMENT MUST BE COMPLETE BEFORE STARTING
B = 12.5° ± 2° DN AILERON ADJUSTMENT.
2. MAXIMUM FREE PLAY IS 0.24 OF AN INCH MEASURED AT THE
ACTUATOR LOCATION TRAILING EDGE.
3. ON 1974 AND 1975 MODELS RIG THE TRAVELS TO THE HIGH END
OF TOLERANCE DUE TO APPROX. 1 ° LOSS IN TRAVEL WHEN
CENTERING SPRINGS ARE INSTALLED.
STABILA TOR STABILATOR CHORD LINE

(NEUTRAL POSITION)
A. STABILATOR TRAILING EDGE UP

(SEE NOTE 2) -------1"
TRAVEL FROM NEUTRAL= 14° ± 1°
B. STABILATOR TRAILING EDGE DOWN

TRAVEL FROM NEUTRAL= 2° ± 1 °
L-c~~: 1i
--- f
B
STABILATOR TRIM TAB STABILATOR CHORD LINE

(NEUTRAL POSITION)
(SEE NOTE 2) 1\
A. STABILATOR TAB TRAILING EDGE UP
TRAVEL FROM NEUTRAL= 3° ± 1 ° \c - - ~~
B. STABILATOR TAB TRAILING EDGE DOWN
TRAVEL FROM NEUTRAL= 12° ± 1° 1.
r
MAXIMUM FREE PLAY FOR CONTROL SURFACE T A B ~
0.15 OF AN INCH MEASURED AT TAB TRAILING EDGE IS
B
.
2. NEUTRAL POSITION OF STABILIZER IS WITH THE

STABILATOR CHORD LINE PARALLEL WITH THE TOP OF
THE FRONT SEAT TRACK.
RUDDER
PA-28-151 AND PA-28-161 THAU S/N 28-8416095

A = 27° ± 2° LEFT
B = 27° ± 2° LEFT
-E ----
PA-28-161 SIN'S 28-8416096 & UP
A = 28° ± 1° LEFT
B = 28° ± 1° LEFT

1G19
TABLE V-II. FLIGHT CONTROL SURFACES RIGGING LIMITS (cont.) (PIR-PPS-50021-1, Rev. J.)
(PIR-PPS-50021-2, Rev. G.)
RUDDER PEDAL NEUTRAL ANGLE= 14° + 3° -1° AFT OF VERTICAL
FLAP FLAP IN NEUTRAL POSITION

WITH RIGGING TOOL INSTALLED ~
~
1
PER PARAGRAPH 5-37
A. 10° ± 2° FIRST NOTCH TRAVEL
8. 25° ± 2° SECOND NOTCH TRAVEL
C. 40° ± 2° THIRD NOTCH TRAVEL

Er---.._~) ~ I ' ~ C
~
CABLE TENSION NOTE
CABLE TENSIONS GIVEN APPLY ONLY TO AIRPLANES

WITHOUT AUTOPILOT BRIDLE CABLES ATTACHED.
AILERON SEE NOTE 1 30 LBS + 0 - 5 LBS REFER TO APPROPRIATE AUTOPILOT SERVICE MANUAL
~LERON SEENOTE2 40 LBS± 5 LBS FOR PROPER CABLE TENSION WHEN ATTACHING BRIDLE
FLAP 10 LBS± 1 LB CABLES.
STABILATOR 40 LBS± 5 LBS
STABILATOR TRIM TAB 14 LBS± 1 LB 1. SERIAL NOS. 28-7415001 THRU 28-7515449.
RUDDER 35 LBS± 5 LBS 2. SERIAL NOS. 28-7615001 AND UP; 28-7716001 AND UP.
9. Set the stabilator cable tension with turnbuckles in the aft section of the fuselage and
instructions given in Paragraph 5-18. Check safety of all turnbuckles upon completion of
adjustments.
10. Tighten the connecting bolts (22) of the idler sprockets (19 and 21). (Torque 45 ± 5 in.-lbs.)
11. Place the tunnel plate into position for installation and secure with the appropriate screws.
Roll the carpet into place and install the rudder trim cover and knob.
b. Either control wheel assembly may be installed by the following procedure:
1. Insert the control wheel tube through the instrument panel.
2. Should wires for the various Autopilot systems need to be installed in the control tube, route
them through the hole in the forward side of the tube and out of the small hole in the side of
the tube ahead of the control wheel. Position the rubber grommet in the hole in the side of the
tube to protect wires.
3. On the left control tube install the stop (6).
4. Connect the control wheel tube (2) to the flexible joint (4) 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 flexible joint to allow the control wheel to be neutral. Install
bolt, washer and nut (3) and tighten.

1G20
1
9 25 24
VIEW A-A
17
1. CONTROL WHEEL
2. CONTROL WHEEL TUBE
3. BOLT, WASHER & NUT
4. FLEXIBLE JOINT
5. TEE BAR
6. STOP SPACER
7. RIGHT ROLLER CHAIN
8. LEFT ROLLER CHAIN
9. CONTROL CHAINS TURNBUCKLE
10. BOLT, BUSHING, NUT & COTTER PIN
11. STABILATOR CONTROL CABLE
12. AILERON CONTROL CABLE
13. AILERON PULLEYS
14. BOLT, WASHER (4) & NUT
16. BOLT, BUSHING, NUT & COTTER PIN
17. RIGHT CONTROL WHEEL SPROCKET
18. LEFT CONTROL WHEEL SPROCKET
19. AFT IDLER SPROCKET
20. IDLER SPROCKETS SPACER
21. FORWARD IDLER SPROCKET
22. BOLT ASSEMBLY
23. PIN
16 24. AILERON TEE BAR STOPS
25. SPROCKET STOP PINS
Figure 5-6. Control Column Assembly
Revised: February 28, 1995 SURFACE CONTROLS

1G21
5-9. INSTALLATION OF UNIVERSAL JOINT (Refer to Figures 5-6 and 5-7.)

a. Carefully lay out location for hole to be drilled in flex 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 above.
c. Ream drilled hole, in steps, with a #1 reamer, checking to ensure 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 protrude past sprocket hub, install an AN960-10 washer
2. If pin shoulder does protrude past sprocket hub, install an AN975-3 washer
3. Install nut. Torque 35 - 40 inch-pounds.
68028
SMALL END OF TAPERED SHANK SHALL NOT EXTEND
MORE THAN 0.030 INSIDE THE O.D. OR 0.062 OUTSIDE
THE O.D. OF THE SPOCKET HUB. TAPER PIN (480-730)
WASHER (407-564 [AN960-10])
OR (494-093 [AN975-3])
NUT (484-835 [MS20364-1032C])
~ - - - - J ...•i' l·_·_·
··0--i---· ''
SHAFT (P/N 62716-07)
..... :····1"
,1--
: I
FWD ►
0.098 DIA.
SEE SAFE HOLE TO ENSURE PROPER SHAFT INSERTION
Figure 5-7. Universal, or Flex, Joint Installation
5-10. AILERON CONTROLS.

5-11. REMOVAL OF AILERON CONTROL CABLES. (Refer to Figure 5-8.)
a. For the removal of either the control cables in the fuselage or the wings, first remove the rear seat
bottom.
b. To remove either the right or left primary control cables (14 or 15) that are located in the fuselage,
the following procedure may be used:
1. Remove the two front seats from the airplane.
2. Remove the tunnel cover located aft of the tee bar assembly by removing the rudder trim
control knob and trim cover attaching screws. Roll back the carpet from the tunnel and remove
the tunnel plate that is located just aft of the tee bar assembly by removing the plate attaching
screws.

1G22
NOTE: To help facilitate reinstallation of control cables, mark the cable ends and attach a line
where applicable before drawing them through the fuselage or wing.
3. Separate the primary control cable (14 or 15) at the turnbuckle (12 or 16) located under the
floor panel aft of the main spar.
4. Remove the cable pulleys (8) attached to the lower section of the control column tee bar
assembly by removing the pulley attaching bolt (21).
5. Move the cable guard (28) under the pulley cluster (9) located just aft of the lower portion of
the tee bar by removing the cotter pin from the exposed end of the guard and sliding it to the
left or right as required.
6. Remove the cotter pins used as cable guards at the pulley (10) in the forward area of the floor
opening aft of the main spar.
7. Disconnect the cable (14 or 15) from the control chain (4) at the control column tee bar
assembly by removing the cotter pin, nut, bolt and bushing (23) that connect the two together.
Secure the chains in some manner to prevent them from unwrapping from around the
sprockets.
8. Draw the cable back through the floor tunnel.
c. The primary control cable (13 or 17) in either wing may be removed by the following procedure:
1. Remove the access plate to the aileron bellcrank (6) located on the underside of the wing
forward of the inboard end of the aileron.
2. If not previously disconnected, separate the cable at the turnbuckle (12 or 16) located in the
area aft of the main spar.
3. Disconnect the aileron centering springs from the plate on the bellcrank.
4. Disconnect the cable from the forward end of the aileron bellcrank by removing the cotter pin,
nut, washer and bolt.
5. Draw the cable from the wing.
d. Either balance cable (18 or 19) may be removed by the following procedure:
1. Separate the balance cable at the turnbuckle (24) in the right side of the opening aft of the main
spar.
2. If the left balance cable is to be removed, remove the cotter pin used as a cable guard at the
pulley (11) in the center of the opening.
3. Remove the access plate to the aileron bellcrank (6) located on the underside of the wing
forward of the inboard end of the aileron.
4. Disconnect the aileron centering springs from the plate on the bellcrank.
5. Disconnect the cable from the aft end of the aileron bellcrank by removing the cotter pin, nuts
washer and bolt.
6. Draw the cable from the wing.
e. When both the primary control cable and the balance cable are removed, the plate on the bellcrank
used as part of the aileron centering device is also removed.
5-12. INSTALLATION OF AILERON CONTROL CABLES. (Refer to Figure 5-8.)
a. The installation of either the right or left primary control cable (14 or 15) that is located in the
fuselage may be accomplished as follows:
1. Draw the cable through the fuselage floor tunnel.

1G23
1. CONTROL CHAINS TURNBUCKLE

2. CONTROL WHEEL SPROCKET
3. IDLER SPROCKET
4. AILERON CONTROL CHAIN
5. PULLEY BRACKET
6. AILERON BELLCRANK
7. AILERON CONTROL ROD
8. TEE BAR PULLEY
9. FORWARD CLUSTER PULLEY
10. PRIMARY CONTROL CABLE PULLEY
11. BALANCE CABLE PULLEY
12. RIGHT PRIMARY TURNBUCKLE
13. RIGHT WING PRIMARY CABLE
14. RIGHT FUSELAGE PRIMARY CABLE
15. LEFT FUSELAGE PRIMARY CABLE
16. LEFT PRIMARY TURNBUCKLE
17. LEFT WING PRIMARY CABLE
18. RIGHT BALANCE CABLE
19. LEFT BALANCE CABLE
20. PULLEY

23. BOLT, NUT, BUSHING & COTTER PIN
24. BALANCE CABLE TURNBUCKLE
25. BELLCRANK PIVOT BOLT
26.
27.
28.
BELL CRANK BUSHING
AILERON CENTERING SPRING (1974 & 1975 MODELS ONLY)
CABLE GUARD ROD
r
29. TEFLON TUBE
11
15
G<!J
ir----
I,
14 O
B
6
Figure 5-8. Aileron Controls

1G24
2. Connect the cable to the end of the control chain (4) and secure using bushing, bolt, nut and
cotter pin (23).
3. Place the cable around the pulley (9) that is located in the tunnel aft of the tee bar. Install the
cable guard (28) only after cables have been tensioned.
4. Position cables and install the cable pulleys (8) that attach to the lower section of the tee bar
assembly. Secure with bolt, washer and nut (21).
5. Place the cable around the pulley (10) that is located within access opening just aft of the
main spar and install cotter pin cable guards.
6. If the primary control cable in the wing is installed, connect the control cable ends at the
turnbuckle (12 or 16) located within access opening just aft of the main spar.
7. Check rigging and adjustment per Paragraph 5‑15.
8. Install the floor tunnel plate trim covers by placing the tunnel plate into position and secure
with the attachment screws. Roll the carpet into place and install the rudder trim cover and knob.
b. The primary control cable (13 or 17) in either wing may be installed by the following procedure:
1. Draw the control cable into the wing.
2. Connect the cable, along with the aileron centering plate, to the forward end of the aileron
bellcrank (6) using a bolt, washer, nut and cotter pin. Allow the cable end to rotate freely on the bellcrank.
3. If the primary control cable in the fuselage is installed, connect the ends at the turnbuckle (12
or 16) located under the rear seat aft of the main spar.
4. Hookup aileron centering springs from angle assembly to plate.
6. Install the access plate on the underside of the wing.
c. Either balance cable (18 or 19) may be installed by the following procedure:
1. Draw the cable into the wing.
2. Connect the cable, along with the aileron centering plate, to the aft end of the aileron
bellcrank (6) using a bolt, washer, nut and cotter pin. Allow the cable end to rotate freely on the bellcrank.
3. Connect the balance cable ends at the turnbuckle (24) that is located under the rear seat aft of
the main spar.
4. If the left cable was removed, install the cotter pin cable guard at the pulley (10) located
within the fuselage, aft of the main spar.
5. Hookup aileron centering springs from the angle assembly to the plate.
7. Install the access plate on the underside of the wing.
d. Replace the rear seat bottom or floor panel and the two front seats.
51‑13. REMOVAL OF AILERON BELLCRANK ASSEMBLY. (Refer to Figure 5‑8.)
a. Remove the bottom half of the rear seat.
b. Remove the access plate to the aileron bellcrank (6) located on the underside of the wing,
forward of the center aileron hinge.
c. Relieve tension from the aileron control cables by loosening the balance cable turnbuckle (24)
located in the opening aft of the main spar.
d. Disconnect the aileron centering springs from the plate on the bellcrank.
e. Disconnect the primary (13 or 17) and balance (18 or 19) control cables from the bellcrank
assembly by removing cotter pins, nuts, washers and bolts. (This also disconnects the aileron centering plate
from the bellcrank.)
f. Disconnect the aileron control rod (7) at the aft or forward end, as desired, by removing the cotter
pin, nut, washer and bolt.
7/11/19 V - Surface Controls
1H1
g. Remove the nut, pivot bolt (25) and washers that secure the bellcrank. The nut is visible from the
underside of the wing.
h. Remove the bellcrank from within the wing.
5‑14. INSTALLATION OF AILERON BELLCRANK ASSEMBLY. (Refer to Figure 5‑8.)
a. Install the bellcrank pivot bushing (26) with teflon tube (29) in torque tube portion of the bellcrank
(6).
b. Place the bellcrank in position in the wing with a washer located between each end of the torque
tube and the mounting brackets.
c. Install the bellcrank pivot bolt (25) with the head up. Install a washer and nut on the bolt, and
torque nut within 20 to 25 inch‑pounds. Check that the bellcrank rotates freely with little up‑down
play.
d. Install and adjust control rod (7) and check aileron travel per Table V-II.
e. Connect the ends of the primary (13 or 17) and balance (18 or 19) control cables along with the
aileron centering plate to the bellcrank using bolts, washers, nuts and cotter pins. Allow the cable
ends to rotate freely on the bellcrank.
f. Tighten the control cables at the balance cable turnbuckle (24) in the floor opening aft of the main
spar. Check cable tension per Table V-II.
g. Hookup the aileron centering springs from angle assembly to plate.
h. Install the access plate on the underside of the wing and replace the floor panel or rear seat bottom.
5-15. RIGGING AND ADJUSTMENT OF AILERON CONTROLS.
(PIR-PPS50021-1, Rev. J. / PPS50021-21, Rev. G.)
Refer to Figure 5-9 or Figure 5-10.

WARNING: VERIFY FREE AND CORRECT MOVEMENT OF AILERONS. WHILE IT WOULD
SEEM SELF-EVIDENT, FIELD EXPERIENCE HAS SHOWN THAT THIS CHECK IS
FREQUENTLY MISINTERPRETED OR NOT PERFORMED AT ALL. ACCORDINGLY,
UPON COMPLETION OF AILERON RIGGING AND ADJUSTMENT, VISUALLY
CONFIRM THAT THE RIGHT AILERON TRAILING EDGE MOVES UP AND THE
LEFT AILERON TRAILING EDGE MOVES DOWN WHEN THE CONTROL WHEEL
IS TURNED RIGHT; AND THAT THE LEFT AILERON TRAILING EDGE MOVES UP
AND THE RIGHT AILERON TRAILING EDGE MOVES DOWN WHEN THE CONTROL
WHEEL IS TURNED LEFT.
NOTE: Flap rigging and adjustment must be completed before starting aileron rigging and adjustment.
a. To check and adjust the rigging of the aileron controls, first set the right and left aileron bellcranks
at neutral position. (Ascertain that the control chains have been rigged per Paragraph 5‑8.) This
may be accomplished by the following procedure:
1. Remove the access plate to each aileron bellcrank located on the underside of the wing,
forward of the center aileron hinge by removing the plate attaching screws.
2. On 1974 and 1975 models install a bellcrank rigging pin, as shown in Figure 5‑9, through the
arm of each bellcrank and the support bracket. (This tool may be fabricated from dimension
given in Figure 5‑9.)
V - Surface Controls 7/11/19
1H2
MATERIALS
STEEL ROD 0.187
DIA.
3 TO 3.5 IN. LONG
OR
AN3-34 BOLT
NOTE
ADD RED STREAMER
FOR SAFETY.
RIGGING
TOOL----i t
I
~~
O.T187"f:!:!j_.....---=--===-===-----==-~~~
RED WARNING
STREAMER-___;~.._
Figure 5-9. Bellcrank Rigging Tool (1974 and 1975 Models Only)
TOOL MATERIAL
0.125 X 3.85 X 1.0
ALUM. PLATE
3.85 - - -...
RIGGING
I1.0
0.062R 0.062R 0.125 0.625
I t * I
TOOL 0.062R
'I !
- - - 8 . 1 0 ---.750-t 0.250
l
Figure 5-10. Bellcrank Rigging Tool (1976 and Subsequent Models)

1H3
3. On 1976 and subsequent models affix a bellcrank rigging tool, as shown in Figure 5-10,
between the forward arm of each bellcrank and the adjacent rib. (This tool may be fabricated
from dimensions given in Figure 5-10.) The slotted end of the tool fits on the arm forward of
and adjacent to the primary control cable end. The other end of the tool is positioned so that
the side of the tool contacts the aft side of the bellcrank stop. The bellcrank must be moved to
allow a snug fit of the tool between the bellcrank arm and rib. To do so, it may be necessary to
loosen a primary control cable or the balance cable. The neutral position may also be found by
locating the position at which the forward and aft cable connection holes are an equal distance
from the adjacent outboard wing rib.
b. With each bellcrank set at neutral, the ailerons may be checked and adjusted for neutral as follows:
1. Ascertain that the flaps are rigged in accordance with Paragraph 5-40, and in their up locked
position.
2. Place the control column tee bar in the full forward position and maintain in this position by
use of a suitable tool, or by placing weights on the aft side of the stabilator, if the stabilator
cables have been previously tensioned.
3. Ascertain that both bellcranks are at their neutral positions.
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. Ensure that the
flaps are rigged correctly per Paragraph 5-40. This is the aileron neutral position.
5. Should the two trailing edges (aileron and flap) not align, disconnect the aileron control push
rod from the bellcrank and aileron, and 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. Ascertain that there is sufficient thread engagement
at both rod ends. Any adjustment should be distributed between both rod ends.
The inboard ends of the ailerons on PA-28-151’s, Warrior (Serial Nos. 28-7615001 and up),
and PA-28-161’s, Warrior II and III, may be allowed to droop by approximately 1/8 inch.
c. Adjust primary and balance cable tension as given in Table V-II by the following procedure:
1. Remove the two front seats if desired, and raise the bottom of the rear seat to facilitate in the
necessary operation.
2. 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.
3. Check that both bellcranks are at their neutral position.
4. 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 center 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. Refer to Table
V-II for correct cable tension, and finish adjustment with even tension on all cables. Remove
rigging pin or tool.
d. On 1974 and 1975 models unhook the aileron centering springs from the plate on the bellcrank, if
previously installed.
e. Check the ailerons for correct travel from neutral per dimensions given in Table V-II. When
measuring down travel, maintain a light up pressure on the center of the aft edge of the aileron.
When measuring up travel, maintain a light down pressure (at the up position only). Use only
enough pressure to remove slack between the bellcrank and the aileron.

1H4
f. Check the bellcranks stops to assure that the bellcrank contacts are made simultaneously, but still
have cushion before contacting the control wheel stops. On airplanes having adjustable aileron tee
bar stops the afore mentioned cushion should be maintained at 0.030 to 0.040 inch between
sprocket pin and adjustable stop bolts. (Refer to Figure 5-6.)
g. On 1974 and 1975 models, hookup centering springs and recheck aileron travels per Table V-II.
h. Check complete system for operation and safety of turnbuckles, bolts, etc.
i. Install the access plates and panels, and any seats which were removed.
5-16. STABILATOR CONTROLS.
5-17. REMOVAL OF STABILATOR CONTROL CABLES. (Refer to Figure 5-11.)
a. To remove either the forward or aft stabilator cables, remove the access panel to the aft section of
the fuselage located in the baggage compartment, the two front seats, and raise the bottom of the
rear seat.
b. Disconnect the desired control cable at the turnbuckle in the aft section of the fuselage.
c. Either forward stabilator cable (2 or 3) may be removed by the following procedure:
1. Remove the rudder trim control knob and trim cover attaching screws. Roll back the carpet
from the tunnel and remove the tunnel plate that is located just aft of the tee bar assembly by
removing the plate attaching screws.
2. If the right (upper) stabilator control cable (2) is to be removed, remove the cotter pin guards at
the pulley (14) located in the forward area of the tunnel.
3. Disconnect the cables (2 and 3) from the lower end of the tee bar by removing cotter pin, nut,
washer and bolt (15).
4. Within the access opening aft of the main spar, remove the cable rub blocks that are attached to
the spar housing by removing the block attaching screws.
5. Remove the cotter pin cable guard at the pulley cluster located in the access opening aft of the
main spar.
NOTE: To facilitate in the installation of control cables, a line may be attached to the cable
end prior to removal.
6. Draw the cable aft through the floor tunnel.
d. Either aft stabilator control cable (4 or 5) may be removed by the following procedure:
1. Disconnect the cable end at the balance arm (18) of the stabilator by removing the cotter pin,
nut, washer and bolt (8).
2. Remove the cotter pin cable guard at the pulley (7) located either above or below the balance
arm.
3. Remove the cable from the airplane.
5-18. INSTALLATION OF STABILATOR CONTROL CABLES. (Refer to Figure 5-11.)
a. The forward stabilator cables (2 and 3) may be installed by the following procedure:
1. Draw the control cable through the floor tunnel. Ascertain that the right (upper) cable (2) is
routed around the pulley(s) (14) in the forward area of the floor tunnel.
2. Connect the cables (2 and 3) to the lower end of the control column tee bar (1) or the idler arm
with bolt, washer, nut and cotter pin (15). Allow the cable ends freedom to rotate.

1H5
1. CONTROL COLUMN TEE BAR

2.. RIGHT FORWARD CABLE
3. LEFT FORWARD CABLE
4. AFT LOWER LEFT CABLE
5.
6.
7.
RIGHT UPPER AFT CABLE
FORWARD PULLEY CLUSTER
AFT PULLEY
- ,---.._
~~-;!.-
8. BOLT , WASHER , NUT, & COTTER PIN
9. BOLT, WASHER & NUT DE
10. CABLE RUB BLOCK
11. TURNBUCKLE SAFETY CLIP
12. BOLT , WASHER (7) & NUT
13. BOLT , WASHER (11) & NUT
14. FORWARD PULLEY
15. BOLT , WASHER , NUT, & COTTER PIN
16. TURNBUCKLE
17. BALANCE ARM WEIGHT
18. BALANCE ARM
19. CENTER PULLEYS
4 -'
15
r9
14
2
Figure 5-11. Stabilator Controls

1H6
3. If the aft control cable (4 and 5) is not installed, install per step b.
4. Connect the control cable to the aft cable at the turnbuckle (16) in the aft section of the
fuselage.
5. For the right control cable (2), install the cotter pin cable guards at the pulley(s) (14) in the
forward area of the tunnel.
6. Within the access opening aft of the main spar, install the cable rub blocks (10) to the spar
housing and secure with screws.
7. In the access opening, install the cotter pin cable guard at the pulley cluster (6).
8. Set cable tension and check rigging and adjustment per Paragraph 5‑16.
9. Place the tunnel plate into position for installation and secure with the attaching screws. Roll
the carpet into place and install the rudder trim cover and knob.
10. Install the front seats and rear seat bottom on floor panel.
b. Either aft stabilator control cable (4 or 5) may be installed by the following procedure:
1. Route the cable (4 or 5) around its pulley (7) located either over or under the balance arm (18)
of the stabilator.
2. Connect the cable to the stabilator balance arm and secure with bolt, washer, nut and cotter pin
(8). (Ensure bushing is installed with bolt.)
3. Connect the cable to the forward cable at the turnbuckle (16) in the aft section of the fuselage.
The upper aft cable (5) connects to the right forward cable (2) and the lower cable (4) to the
left cable (3).
4. Install the cotter pin cable guard at the pulley (7), where required.
5. Set cable tension and check rigging and adjustment per Paragraph 5‑16.
6. Install the seats and access panels
5-19. RIGGING AND ADJUSTMENT OF STABILATOR CONTROLS.
WARNING: VERIFY FREE AND CORRECT MOVEMENT OF STABILATOR. WHILE IT WOULD
UPON COMPLETION OF STABILATOR RIGGING AND ADJUSTMENT, VISUALLY
CONFIRM THAT THE STABILATOR TRAILING EDGE MOVES UP WHEN THE
WHEEL IS PULLED BACK; AND, THAT THE STABILATOR TRAILING EDGE MOVES
DOWN WHEN THE WHEEL IS PUSHED FORWARD.
a. Level the airplane. (Refer to Leveling, Section II.)
b. To check and set the correct degree of stabilator travel, the following procedure may be used:
1. Check the stabilator travel by placing a rigging tool on the upper surface of the stabilator as
shown in Figure 5-12. (This tool may be fabricated from dimensions given in Figure 5-25.)
2. Set on a bubble protractor the number of degree up travel as given in Table V-II 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.
NOTE: The stabilator should contact both of its stops before the control wheel contacts its stops.
Refer to Figure 5-6 for tee bar stops.
1H7
A641
<~ '
:"'"- ....__
·-, .
TOOL: REFER TO FIGURE 5-25
Figure 5-12. Stabilator Rigging Tool
3. Set on the protractor the number of degrees down travel as given in Table V-II 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.
4. Should the stabilator travel be incorrect in either the up or down position, remove the tail cone
fairing by removing the attaching screws and with the use of the rigging tool and bubble
protractor turn the stops located at each stabilator hinge in or out (Refer to Figure 5-19.) to
obtain the correct degree of travel.
5. Ensure that the lock nuts of the stop screws are secure and reinstall the tail cone fairing.
c. To check and set stabilator control cable tension, the following procedure may be used:
1. Ascertain that the stabilator travel is correct.
3. Secure the control column in the near forward position. On PA-28-151’s, 1974 and 1975
models, allow 0.25 ± 0.031 inch between the column and the stop bumper. For all other
models, allow 0.25 + 0.12 -0.03 inch.
4. Check each control cable for the correct tension as given in Table V-II.
5. Should tension be incorrect, loosen the turnbuckle of the lower cable in the aft section of the
fuselage and adjust the turnbuckle of the upper cable to obtain correct tension. Cable tension
should be obtained with the control wheel at the one-quarter inch dimension from the stop and
the stabilator contacting its stop.
6. Check safety of all turnbuckles and bolts.
7. With the tension of the upper cable correct and the control wheel still forward, adjust the
turnbuckle of the lower cable to obtain correct tension.

1H8
8. Check the full travel of the control wheel with relation to the full travel of the stabilator to
determine 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 point where the
stabilator contacts its stops and the control wheel contacts its stops should approximately
equal. Adjust turnbuckles if incorrect.
9. Install access panels.
d. Remove the airplane from jacks.
5-20. STABILATOR TRIM CONTROLS.
5-21. REMOVAL OF FORWARD STABILATOR TRIM ASSEMBLY. (Refer to Figure 5-13.)
a. To remove the trim control wheel assembly and/or the trim control cables, first remove the panel to
the aft section of the airplane.
b. If the aft trim cable (12) is not to be removed, block the cables at the pulleys (13) in the upper aft
section of the fuselage to prevent them from unwrapping from the trim drum. (Refer to Figure
5-14.)
c. Loosen the cables if the trim control wheel (1) is to be removed or disconnect if the cables are also
to be removed. Do this at the trim cable turnbuckles (10 and 11) in the aft section of the fuselage.
d. The control wheel (1) with drum (3) may be removed by the following procedure:
1. Remove the control wheel cover by removing the cover attaching screws.
2. The wheel assembly may be removed from its mounting brackets by removing nut, washer and
bolt (8) that cures the wheel between the brackets. Draw the wheel from the brackets. Use
caution not to damage trim indicator wire (2).
3. Unwrap the left cable (9) from the drum.
4. The wheel and drum are joined by a push fit, separate the two items with their center bushing
and unwrap the right cable (8).
5. Tie the cables forward to prevent them from slipping back into the floor tunnel.
e. The trim control cables (8 and 9) may be removed by the following procedure:
1. Remove the rear seat bottom and the front seats, if desired.
2. Unfasten the carpet from the aft portion of the floor tunnel and lay it forward.
3. Remove the tunnel cover located between the trim control wheel and the spar cover by
removing attaching screws.
4. Remove the cable pulleys (6) located in the tunnel by removing the cotter pin, washer and
clevis pin (5).
5. Remove the cable rub blocks (37) located on the aft side of the main spar by removing the
block attaching screws.
6. Remove the cable guard pin (36) at the pulley cluster (34) located just aft of the wing flap
torque tube at station 127.25.
7. If installed, remove the cable pulleys (33) within the aft section of the fuselage at station 156.5
by removing nut, washer, bushing and bolt.
8. With the cables disconnected from the trim control wheel, draw the cable(s) through the floor
tunnel.

1H9
1. TRIM CONTROL WHEEL

2. TRIM POSITION INDICATOR
3. TRIM CABLE DRUM
4. MOUNTING BRACKET
5. CLEVIS PIN1 YIJASHER & COTTER PIN
6. PULLEY CLuSTER
7. BO~T.+BUSHIN~ WASHER&NUT
8. RIGn I FORWAr<D CABLE
9. LEFT FORWARD CABLE
10. RIGHTTURNBUCKLE
11 . LEFT TURNBUCKLE
12. AFT CABLE
13. PULLEY CLUSTER
1t ~g~ig~~~LfsD't~~~~JJl~~~& NUT
16. HORIZONTAL -:>UPPORT r<IB
17. RIB PLATE
18. GUARD
19. BARREL BUSHING
20. TRIM BARREL
21. DIAGONAL RIB CLIP
22. DIAGONAL SUPPORT RIB
23. TRIM SCREW
25. LINK
27. JAM NUT
28. TRIM CONTROL ARM
29. BARREL BUSHING
30. THRUST WASHER
31 . SPACER WASHER
32. SNAP RING
33. PULLEY CLUSTER
10
8
2077
36
34. PULLEY CLUSTER
37 35. BOLT, WASHER (2) & NUT
36. CABLE GUARD
37. RUB BLOCK
38. CABLE GUARD
39. TRIM WHEEL PLATE ASSEMBLY
4 E
Figure 5-13. Stabilator Trim Controls

1H10
5-22. INSTALLATION OF FORWARD STABILATOR TRIM ASSEMBLY. (Refer to Figure 5-13.)

a. The trim control wheel with drum may be installed by the following procedure:
1. 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.
2. 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.
3. 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.
4. Lubricate and install the bushing in the trim control wheel and trim drum.
5. 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.
6. Install the cover over the control wheel and secure with screws, unless the control cables have
yet to be installed.
b. The trim control cables may be installed by the following procedure:
1. Draw the cable(s) through the floor tunnel.
2. Wrap the cable drum and install the trim control wheel as given in step a.
3. Position the cable pulleys on their mounting bracket within the floor tunnel and install the
clevis pin, washer and cotter pin.
4. Connect the cable to the aft cable at the turnbuckle in the aft section of the fuselage. Install aft
cable if not installed.
5. If not previously installed, install the pulleys in the aft lower section of the fuselage at station
156.5 forward of the cable turnbuckles.
6. Install the cable guard at the underside of the pulleys located just aft of the flap torque tube at
station 127.25 and secure.
7. Install the cable rub blocks located on the aft side of the main spar housing and secure with
screws.
8. Remove the blocks that secure the aft trim cable and check that the cables are seated on their
pulleys.
c. Set cable tension and check rigging and adjustment per Paragraph 5-25. Check safety of all turn
buckles.
d. Install the tunnel cover on the tunnel and secure with screws.
e. Install the carpet over the floor tunnel.
f. Install the cover over the trim control wheel and secure with screws and special washers.
g. Install the floor panel and seat belt attachments aft of the main spar and secure panel with screws.
h. Install the panel to the aft section of the airplane and the seats.

1H11
A977
Figure 5-14. Methods of Securing Trim Cables
5-23. REMOVAL OF AFT STABILATOR TRIM ASSEMBLY. (Refer to Figure 5-13.)

a. Remove the access panel to the aft section of the fuselage.
b. Block the trim cables at the first set of pulleys (33) forward of the cable turnbuckles (10 and 11) in
the aft section of the fuselage by a method shown in Figure 5-14.
c. Disconnect the cable (12) at the turnbuckles (10 and 11) in the aft section of the fuselage.
d. Remove the tail cone by removing its attaching screws.
e. Disconnect the link (25) between the trim screw (23) and the trim control arm (28) by removing the
nut, washer and bolt (24) that connects the link to the screw.
f. Remove the cotter pin from the top of the screw (23), and turn the screw down and out of the barrel
(20).
g. Remove the snap ring (32), washer (31) and thrust washer (30) from the bottom of the barrel.
h. Disconnect the diagonal rib (22) from the horizontal rib (16) that supports the trim assembly by
removing the four attaching nuts, washers and bolts.
i. Draw the trim cable (12) from the fuselage.
5-24. INSTALLATION OF AFT STABILATOR TRIM ASSEMBLY. (Refer to Figure 5-13.)
a. Wrap trim barrel as follows:
1. Lay center (as measured equally from each end to center of cable) of trim cable in barrel slot.
NOTE: Wrap cable evenly to obtain 23 wraps on barrel, as viewed from side opposite slot,
and with cables extending out from slotted side.

1H12
2. Bring upper cable through diagonal slot in flange at upper end of barrel (20), and wrap down in
counterclockwise direction.
3. Bring lower cable through diagonal slot in lower end of barrel, and wrap up in clockwise
direction.
b. Clamp cables between two pieces of wood to prevent unwrapping. (Refer to Figure 5-14)
c. Check barrel bushings(19 and 29) are installed in rib plate (17) and clip (21).
d. Lubricate bushings and install trim barrel (20) in the bushings between the two support ribs. Attach
bottom diagonal rib (22) to horizontal rib (16)and secure with bolt, washers, and nuts.
e. Install thrust washer (30), washer (31), and snap ring (32) on low end of barrel.
f. Install trim screw (23) in barrel (20) and secure each end with cotter pin through the screw.
g. Attach link (25) between trim screw and trim control arm (28). Check bushing and sleeve are in
place before installing bolt, washer and nut (26).
h. Route cables into fuselage and attach ends to forward trim cables.
i. Remove blocks holding forward cables tight and holding aft cables at barrel.
j. Set cable tension and check rigging and adjustment per paragraph 5-25. Check safety of all
turnbuckles and install pulley guard pins (38).
k. Install tail cone and secure with screws.
l. Install access panel to aft section of fuselage.
5‑25. RIGGING AND ADJUSTMENT OF STABILATOR TRIM.
Refer to Figure 5-13.
WARNING: VERIFY FREE AND CORRECT MOVEMENT OF STABILATOR TAB. WHILE IT
WOULD SEEM SELF-EVIDENT, FIELD EXPERIENCE HAS SHOWN THAT THIS
CHECK IS FREQUENTLY MISINTERPRETED OR NOT PERFORMED AT ALL.
ACCORDINGLY, UPON COMPLETION OF STABILATOR TRIM RIGGING AND
ADJUSTMENT, VISUALLY CONFIRM THAT THE STABILATOR TAB TRAILING
EDGE MOVES UP WHEN THE TRIM WHEEL IS TRIMMED DOWN; AND, THAT THE
STABILATOR TAB TRAILING EDGE MOVES DOWN WHEN THE TRIM WHEEL IS
TRIMMED UP.
a. Level the airplane. (Refer to Leveling, Section II.)
b. Check for proper stabilator trim cable tension as given in Table V‑II. If cables were disconnected,
rotate control wheel several times to allow the cables to seat and recheck tension.
c. Secure the stabilator in neutral position. To find neutral, place a rigging tool on the upper surface of
the stabilator as shown in Figure 5‑5. Zero a bubble protractor, set it on the rigging tool and tilt the
stabilator until the bubble is centered.
d. With the stabilator centered, turn the trim wheel (1) until the aft end of the turnbuckle (10) of the
right trim cable (8) is approximately two inches forward of the double pulleys (13) at the top of the
rear bulkhead at station 228.3.
1H13
e. Check that the trim screw (23) is turned down until the cotter pin stop in the top of the screw is
contacting the plate (17) on the horizontal support rib (16) of the trim assembly. If the stop is not
contacting the plate, the links (25) between the screw (23) and the trim control arm (28) are not
disconnected, disconnect the two by removing the connecting nut, washers and bolt (24). With the
turnbuckle still at the two inch dimension from the pulley, turn the screw down until the pin
contacts the plate.
f. Check the rod end (26) on the tab actuating arm (28) for approximately six threads forward of the
jam nut (27).
g. Connect the links to the trim screw and secure with bolt, washers and nut.
h. Turn the trim control wheel until the trim tab streamlines with the neutral stabilator.
i. Check the bubble of the protractor over the neutral tab and then check tab travels as given in Table
V-II. The degree of travel on the protractor is determined by taking the difference between the
protractor reading at neutral and up, and neutral and down. The bubble must be centered at each
reading with the airplane level.
j. To obtain correct travels, if incorrect, adjust by disconnecting the links (25) at the actuating arm rod
end (26) and turning the end in or out as required. Reconnect links to rod end.
k. Secure the jam nut (27) on the actuating arm rod end.
l. Turn the trim wheel to full travel and check for turnbuckle clearance interference between
turnbuckles and pulleys, and location of tab indicator.
5-26. RUDDER AND STEERING PEDAL ASSEMBLY.
5-27. REMOVAL OF RUDDER AND STEERING PEDAL ASSEMBLY. (Refer to Figure 5-15.)
b. Relieve rudder and stabilator cable tension by loosening one of the rudder and stabilator cable
turnbuckles in the aft section of the fuselage.
c. Remove the tunnel plate located just aft of the tee bar by removing the rudder trim control knob and
trim cover attaching screws. Roll back the carpet from the tunnel and remove the tunnel plate that is
located just aft of the tee bar assembly by removing the plate attaching screws.
d. Disconnect the stabilator control cable from the lower end of the tee bar assembly. (Refer to Figure
5-11).
e. Remove the tee bar attaching bolts with their washers and nuts which are through each side of the
floor tunnel. Pull the lower end of the tee bar aft.
f. Disconnect the rudder control cable (19) ends from the arms on the torque tube (3) by removing the
cotter pins, washers, nuts and bolts (20).
g. Disconnect the rudder trim from the torque tube assembly by removing the cotter pin, washers and
bolt that connects the arm to the trim. [(36) and Figure 5-20 (7)]
h. Disconnect nose wheel steering bungees or push rods (21) at the inboard rudder bars (14) by
removing nuts and bolts (24).
i. Disconnect the brake cylinders (12) at the lower end of each cylinder rod (11) by removing the
cotter pins and clevis pins (13).

1H14
1. L. OUTERTUBE 19. RUDDER CONTROL CABLE

2. L. CENTERTUBE 20. SOLT, WASHER, NUT & COTTER PIN
3. R. CENTERTUBE 21. NOSE WHEEL STEERING BUNGEE OR PUSH ROD
4. R. OUTERTUBE 22. JAMNUT
5. PLATE 2a BUNGEERODENDORPUSHRODEND
6. BOLT & NUT 24. SOLT & NUT
~ UPPERSUPPORTBLOCK 25. BOLT, WASHER & NUT
8. LOWER SUPPORT BLOCK 26. SOLT, WASHER & NUT
9. SPACER WASHER 27. BOLT, WASHER & NUT
10. IDLER ARM 28. BRACKET
11. BRAKE CYLNDER ROD 29. VEE BRACE
12. BRAKE CYLNDER 30. CLEVIS PIN & COTTER PIN
13. CLEVIS PIN & COTTER PIN 31. L. OUTER RUDDER PEDAL
14. RUDDER CONTROL TUBE 32. L. INNER RUDDER PEDAL
15. CLEVIS ROD 33. R. INNER RUDDER PEDAL
16. CLEVIS PIN &COTTER PIN 34. R. OUTER RUDDER PEDAL
17. CLEVIS END 35. TUBE SUPPORT BRACKET
18. TOE BRAKE PEDAL 36. RUDDER TRIM ATTACH POINT
Figure 5-15. Rudder and Steering Pedal Assembly

1H15
j. Disconnect the vee braces (29) from the torque tube by removing nuts, washers and bolts (27) that
secure the strap bracket (28) to the vee brace.
k. Disconnect the torque tube support bracket (35) where it attaches to floor by removing attaching
bolts.
1. Remove the two bolts (25 and 26) that extend through the torque tube and are located at the center
of the tube assembly over the floor tunnel. Compress the tubes.
m. Disconnect the torque tube support blocks (7 and 8) from their support brackets on each side of the
fuselage by removing the attaching nuts, washers and bolts (6).
n. Remove the trim side panels, if desired.
o. Remove the assembly from the airplane. Note the spacer washer (9) on each end and between the
support blocks.
5-28. INSTALLATION OF RUDDER AND STEERING PEDAL ASSEMBLY. (Refer to Figure 5-15.)
NOTE: Prior to installation, S/N’s 28-74150001 thru 28-7415495 refer to Piper Kit No. 760 935. S/N’s
28-7716001 thru 28-8416095 refer to Piper Kit No. 764 975 .
a. Assemble the torque tube assembly (1, 2, 3 and 4) as shown in Figure 5-15. Do not at this time
install the two bolts (25 and 26) through the center of the tube assembly.
b. Place the upper support blocks (7) on the ends of the torque tube assembly. Note that a washer (9) is
required on each end of the tube.
c. Position the support blocks (7 and 8) 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, a plate (5) on top of the upper block, between the upper and lower blocks, and under
the block mounting bracket.
d. Align the bolt holes in the center area of the torque tube assembly, install bolts, washers and nuts
(25 and 26) and tighten.
e. Position the torque tube support bracket (35) on the floor tunnel and secure with bolts.
f. Position the vee braces (29) on the torque tube; install the strap bracket (28) around the torque tube
and brace and secure with bolts, washers and nuts (27).
g. Connect the ends of the brake cylinder rods (11) and clevis rods (15) to the idler arms (10) and
secure with clevis and cotter pins (13).
h. Connect the nose wheel steering bungees or push rods (21) to the rudder pedals (32 and 33) and
secure with bolts and nuts (24). Check nose wheel steering bungee or push rod adjustment per
Alignment of Nose Gear, Section VII.
i. 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.
j. Connect the ends of the rudder control cables (19) to the arms provided on the torque tube and
secure with bolts, washers, nuts and cotter pins (20). Allow the cable ends to rotate freely.
k. Swing the tee bar into place and secure with attachment bolts, washers and nuts (15) with the bolts
inserted in through each side of the floor tunnel.
l. Connect the stabilator control cables to the lower end of the tee bar with bolt, washer and nut, and
secure with cotter pin. (Refer to Figure 5-6.) Allow cable ends to rotate freely.

1H16
m. Set rudder cable tension per specifications in Table V-II. Check rigging and adjustment per
Paragraph 5-36.
n. Check safety of bolt and turnbuckles.
o. Install the floor tunnel plate and secure with screws. Fasten the tunnel carpet in place.
p. Install the rudder trim cover and control knob.
q. Install the access panel to the aft section of the fuselage.
5-29. RUDDER CONTROLS.
5-30. REMOVAL OF RUDDER CONTROL CABLES. (Refer to Figure 5-16.)
b. Disconnect the cable(s) to be removed at the turnbuckle (12 or 13) in the aft section of the fuselage.
c. Remove either forward rudder cable (10 or 11) by the following procedure:
1. Remove the rear seat or floor panel, whichever applies, and the front seats.
2. Remove the cable guard pin (7) from the underside of the pulley cluster (9) that is located in
the aft area of the flap torque tube.
3. From within the area aft of the main spar, remove the cable rub blocks (6) that are attached to
the spar housing by removing the block attaching screws.
4. Remove the rudder trim knob and the cover attaching screws.
5. Remove the tunnel plate just aft of the tee bar by removing enough carpet from the tunnel to
allow the plate attaching screws and the plate to be removed.
6. Move the cable guard pin (4) located under the pulley cluster (5) just aft of the tee bar by
removing the cotter pin from the exposed end and sliding it to the left or right, as required.
7. Disconnect the end of the cable from the arm on the rudder pedal torque tube by removing the
cotter pin, nut, washer and bolt (2).
8. Draw the cable from the floor tunnel.
d. Remove aft rudder control cables (14 or 15) by the following procedure:
1. Remove the tail cone fairing by removing its attaching screws.
2. Disconnect the cable (14 or 15) from the rudder horn (17) by removing cotter pin, nut, washer
and bolt (16).
3. Draw the cable through the fuselage.
5-31. INSTALLATION OF RUDDER CONTROL CABLES. (Refer to Figure 5-16.)
a. Install either forward rudder control cable (10 or 11) by the following procedure:
1. Draw the control cable through the floor tunnel.
2. Connect the end of the cable to the arm on the rudder pedal torque tube by installing bolt,
washer, nut and cotter pin (2). Allow the cable end free to rotate on the arm.
3. Connect the cable to the aft control cable at the turnbuckle (12 or 13) in the aft section of the
fuselage. If the aft control cables are not installed, install at this time per step b. Ascertain that
each cable is in the groove of its pulley.
4. Move the cable guard (4) into position, that is located in the forward area of the tunnel, under
the pulley cluster (5) and secure with cotter pin.

1H17
~
,~.
'-
--
,-,
~ I
,
Q)
16
,·'1 ae
,,,. ~,
,
1. RUDDER AND STEERING PEDAL ASSY.
2. BOLT, WASHER, NUT & COTTER PIN
3. BOLT, BUSHING, WASHER & NUT
4. CABLE GUARD PIN
5. PULLEY CLUSTER
6. RUB BLOCK
7. CABLE GUARD PIN
9. PULLEY CLUSTER
10. RIGHT FORWARD CABLE
11 . LEFT FORWARD CABLE
12. LEFT TURNBUCKLE
13. RIGHT TURNBUCKLE
14. RIGHT AFT CABLE
15. LEFT AFT CABLE
17. RUDDER HORN
18. TURNBUCKLE SAFETY PIN
Figure 5-16. Rudder Controls

1H18
5. Within the area aft of the main spar, install the cable guard blocks (6) onto the spar housing
and secure with screws.
6. Install the cable guard (7) under the pulley cluster (9) located just aft of the flap torque tube.
7. Set cable tension per specifications in Table V-II. Check rigging and adjustment per Paragraph
5‑32.
8. Install the forward tunnel plate aft of the tee bar and secure with screws.
9. Put the floor carpet in place and secure.
10. Install the lower and upper selector covers and secure with screws.
11. Install the rear seat or floor panel and install the seats.
b. Install aft rubber control cables by the following procedure:
1. Position the control cable in the fuselage.
2. Connect the end of the cable (14 or 15) to the rudder horn (17) with bolt, washer, nut and cotter
pin (16). Allow the cable end to rotate freely.
3. Connect the other cable end to forward control cable (10 or 11) at the turnbuckle (12 or 13) in
the aft section of the fuselage.
4. Set cable tension per specifications in Table V-II. Check rigging and adjustment per Paragraph
5‑32.
5. Install tail cone fairing and secure with screws.
c. Install the access panel to the aft section of the fuselage.
5-32. RIGGING AND ADJUSTMENT OF RUDDER CONTROLS.
WARNING: VERIFY FREE AND CORRECT MOVEMENT OF RUDDER. WHILE IT WOULD
UPON COMPLETION OF RUDDER RIGGING AND ADJUSTMENT, VISUALLY
CONFIRM THAT THE RUDDER TRAILING EDGE MOVES RIGHT WHEN THE RIGHT
PEDAL IS DEPRESSED; AND, THAT THE RUDDER TRAILING EDGE MOVES LEFT
WHEN THE LEFT PEDAL IS DEPRESSED.
a. Use the following procedure to check and set the correct degree of rudder travel:
1. If the rudder cables are connected, use the rudder pedals to swing the rudder until it contacts its
stops. If the cables are disconnected the rudder may be moved by hand. Refer to Table V‑II for
required rudder travel.
2. A rigging tool may be fabricated from dimensions given in Figure 5‑24 to aid in rudder
rigging. With the rudder against its stop, place the rigging tool against the side of the rudder
and vertical stabilizer as shown in Figure 5‑17. Be sure the tool is not contacting any rivets. If
no gaps exist between the rigging tool and the surface’s of the rudder and stabilizer the stop for
that direction of travel is correct as required in Table V‑II.
3. Swing the rudder in the other direction and check the travel as directed in step 2. Should the
rudder travel be incorrect, showing a gap between the tool and any part of the control surface,
the tail cone fairing should be removed and the stop reset to obtain the correct rudder travel.
(Refer to Figure 5-19.)
1H19
b. Use the following procedure to set rudder cable tension and alignment of the rudder and rudder
pedals:
2. Check that the nose gear steering has been aligned in accordance with Alignment of Nose
Landing Gear, Section VII.
3. Clamp the rudder pedals, so they align in a lateral position as shown in Figure 5-18.
4. Adjust the turnbuckles in the aft section of the fuselage to obtain the required cable tension, as
given in Table V-II and to allow the rudder to align at its neutral position. Neutral position can
be determined by standing behind the airplane and sighting the rudder with the vertical
stabilizer or the center of the trim screw.
5. Check the safety on the turnbuckles.
c. Check the adjustment of the rudder pedal stops by the following procedure:
1. Remove the clamp securing the rudder pedals in their neutral position, if not previously
removed.
2. Push on the pilots left rudder pedal until the rudder stop (at the tail) is contacted.
3. Ascertain that the rudder pedal stop (at the fire wall) has 0.060 to 0.120 of an inch clearance
between the pedal stop and the rudder pedal
4. Repeat steps 2 and 3 with the copilots right rudder pedal. Do not push harder than necessary to
avoid cable stretch.
d. Install the tail cone fairing access panel to the aft section of the fuselage.
.
j
TOOL - REFER TO FIGURE 5-24
Figure 5-17. Rudder Rigging Tool Figure 5-18. Clamping Rudder Pedals

1H20
1750
L ADJUSTMENT
21._ STABILATO
RUDDER TRRA-i:AVEL ADJUSTMENT
Figure 5-19. Rudder and Stabilator Travel Adjustments
5-33. RUDDER TRIM CONTROLS.

5-34. REMOVAL OF RUDDER TRIM CONTROLS. (Refer to Figure 5-20.)
a. Remove the cover (1) from over the trim control assembly by removing attaching screws.
b. Remove the rudder trim knob (2) and the cover attaching screws.
c. Rotate the trim knob to the extreme left (counterclockwise) trim position.
d. Disconnect the housing lug from the arm on the rudder pedal torque tube by removing cotter pin,
nut, washer and bolt (7).
e. Remove the threaded bushing (4) from the aft end of the mounting channel (8) by removing cotter
pin and clevis pin (5). Some mounting channels have two holes in the aft end, note from which hole
the clevis pin was removed.
f. The mounting channel may be removed by removing the channel attaching screws at the inside of
the channel.

1H21
5-35. INSTALLATION OF RUDDER TRIM CONTROLS. (Refer to Figure 5-20.)

a. Install the trim control mounting channel (8) on the upper side of the floor tunnel. A spacer plate
(14) on some models is installed between the channel and the tunnel. Install the attaching screws (9)
which are secured with anchor nuts.
b. Before attaching the assembly to the mounting channel, ascertain that the clips (11) are installed so
the safety wire (12) will be on top. Also, that the threaded bushing (4) is installed on the assembly
shaft (15) with the welded attachment bushing forward or toward the housing.
c. Attach the housing lug to the arm provided on the rudder pedal torque tube and secure with bolt,
washer and nut (7). Tighten the nut only finger tight and safety with cotter pin.
d. Clamp the rudder pedals in neutral and position the threaded bushing in the mounting channel (8).
Turn the control shaft until the holes in the bushing and channel align and then install the clevis pin
and cotter pin (5). Should two thru holes be located in the aft end of the mounting channel, the pin
must be installed through the hole that will give equal travel and hit rudder stops before bottoming
out of the trim assembly.
e. With the rudder pedals neutral and no pressure fore and aft on the clevis pin, install the assembly
cover (1) so that the indicator washer (13) and the neutral mark on the cover align.
f. Install the trim cover, secure with screws, and install the trim control knob.

1H22
0.25 INCH MUST BE MAINTAINED

WHEN TRIM ASSEMBLY INSTALLED
WITH RUDDER PEDALS IN NEUTRAL
POSITION
1. COVER
2. RUDDER TRIM KNOB
3. LOCK SCREW
4. BUSHING
5. CLEVIS PIN
6. CONTROL SHAFT HOUSING
7. BOLT ASSEMBLY
8. MOUNTING CHANNEL
9. SCREW
10. SCREW
11. CUPS
12. SAFETY WIRE
13. INDICATOR WASHER
14. SPACER PLATE
15. CONTROL SHAFT
Figure 5-20. Rudder Trim Control

1H23

1H24
5-36. RIGGING AND ADJUSTMENT OF RUDDER TRIM CONTROLS.

WARNING: VERIFY FREE AND CORRECT MOVEMENT OF RUDDER WHEN TRIMMED.
WHILE IT WOULD SEEM SELF-EVIDENT, FIELD EXPERIENCE HAS SHOWN
THAT THIS CHECK IS FREQUENTLY MISINTERPRETED OR NOT PERFORMED
AT ALL. ACCORDINGLY, UPON COMPLETION OF RUDDER TRIM RIGGING
AND ADJUSTMENT, VISUALLY CONFIRM THAT THE RUDDER TRAILING EDGE
MOVES LEFT WHEN THE RUDDER TRIM WHEEL IS TRIMMED LEFT; AND, THAT
THE RUDDER TRAILING EDGE MOVES RIGHT WHEN THE RUDDER TRIM WHEEL
IS TRIMMED RIGHT.
No adjustments are necessary other than those required during installation of the assembly in the airplane
as given in paragraph 5-35.
5‑37. WING FLAP CONTROLS.
5‑38. REMOVAL OF WING FLAP CONTROLS. (Refer to Figure 5‑21.)
a. Remove the flap torque tube assembly by the following procedure:
1. Remove the access plate located between the underside of the aft section of each wing and the
fuselage by removing attaching screws.
2. Remove the two front seats and the bottom half of the rear seat or floor panel, whichever
applies.
3. Disconnect the left and right flap control tubes (rods) (4) at the flaps by removing the nuts,
washers and bolts (2) or at the torque tube cranks (arms) (11) by removing the bolts (12) 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.
4. Using the flap handle (29), fully extend the flaps and disconnect the flap tension spring (22) at
the spar or the aft end of the control cable (23), as desired.
CAUTION: FORWARD PRESSURE WILL BE ON THE HANDLE WITH THE TENSION
SPRING DISCONNECTED.
5. Grasp the flap handle, release the plunger (33) and allow the flap to return to the retracted
position.
6. Disconnect the flap return spring (32) at the spar or return chain (30) as desired.
7. Disconnect the control cable from the chain (20) by removing cotter pin, nut and clevis bolt
(21).
8. Remove the tube support blocks (16 and 31) by removing the block attaching bolts (15).
9. Remove the nuts, washers and bolts (10) securing the right and left cranks (11) and stop fittings
(13) on the torque tube.
10. From between each wing and the fuselage, remove the cranks from the torque tube.
11. Disconnect one bearing block (7) from its mounting brackets (6) by removing nuts, washers
and bolts (5).
12. Slide the tube from the bearing block still attached to its brackets, raise the end and lift it from
the floor opening.
1H25
11
1707
19
25
1. ROD ATTACHMENT BRACKET 18. BOLT, WASHER & NUT

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

1H26
b. Remove the flap control cable (23) by the following procedure:

1. Remove the seats floor panel. Remove the seats.
2. Disconnect the flap tension spring (22) from the cable, if not previously disconnected, by
extending the flaps to relieve spring tension.
CAUTION: FORWARD PRESSURE WILL BE ON THE HANDLE WITH THE TENSION
SPRING DISCONNECTED.
3. Retract the flap.
4. Disconnect the cable from the chain (20) by removing cotter pin, nut, clevis pin and bushing
(21).
5. Remove the flap handle bracket and cover.
6. 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.
7. Remove the cotter pin guard from the flap cable pulley (24) located inside the floor tunnel just
ahead of the spar housing.
8. Remove the cable rub blocks located in the floor opening on the aft side of the spar housing by
removing the attaching screws.
9. Disconnect the cable turnbuckle (25) at the flap handle by removing cotter pin, nut and bolt
(26). Check clevis bolt (26) for wear. Replace bolt if any wear is evident.
c. Remove the flap handle (29) and bracket (28) by disconnecting the cable turnbuckle from the
handle and removing the bolts securing the bracket to the floor tunnel.
5-39. INSTALLATION OFF WING FLAP CONTROLS. (Refer to Figure 5-21.)
a. Install flap torque tube assembly using the following procedure:
1. Install the chain sprocket (17) with chain (20 and 30) on the torque tube (14) and secure with
bolts, washers and nuts (18).
2. Slide the tube stop fittings (13) on their respective ends of the torque tube.
3. Check that one bearing block fitting (7) is installed between its attachment brackets (6).
4. Slide the other bearing block over its respective end of the torque tube.
5. 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.
6. Position the remaining bearing block and secure with bolts, washers and nuts (5).
7. Push the torque tube cranks (arms) (11) on each end of the torque tube and slide the stop fitting
(13) 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 (7) thus allowing no side play of the assembly. Tighten the
bolt assemblies (10) on the stop fittings.
8. Install the tube support blocks (16 and 31) on their support brackets (19) and secure with bolts
(15).
9. Connect the flap return spring (32) to the return chain (30) and/or at the spar housing.
10. Connect the control cable end to the tension chain (20) and secure with bushing, clevis bolt,
nut and cotter pin.

1H27
11. Pull the flap handle full back and connect the tension spring (22). Release the flap handle to
the forward position.
12. Connect the flap control tube (4) to the flap and/or torque tube crank (11) and secure. The bolt
(12) 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.
b. Install the flap handle (29) with bracket (28) by placing the assembly on the floor tunnel and secure
with bolts.
c. Install the flap control cable (23) by the following procedure:
1. Attach the cable and turnbuckle (25) to the flap handle arm and secure with clevis bolt, nut and
cotter pin (26). Ascertain that the turnbuckle end is free to rotate on the arm.
2. Route the cable through the tunnel and spar housing.
3. Install the cable rub blocks on the aft side of the spar housing and secure with screws.
4. Install cotter pin cable guard over pulley (24) located just ahead of the spar housing in the floor
tunnel.
5. Attach the cable end to the tension chain (20) and secure with bushings, 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 a, 7.
6. Pull the flap handle (29) full back and connect the tension spring (22) to the cable end.
d. Install the tunnel cover and secure with screws. Also, the tunnel carpet and bracket cover.
e. Install and secure the seats.
5-39a. TORQUE TUBE/PUSH ROD DISTORTION INSPECTION.
If flaps have been extended at or above VFE, inspect the flap torque tube arms and pushrods for evidence
of distortion.
a. If the paint is cracked or peeling anywhere along the torque tube arm or pushrod, torsional
movement has occurred.
b. Remove the paint and inspect for cracks:
1. In the welds at the arm on the torque tube end.
2. In the rod ends and pushrod tube.
3. Use a dye penetrant method of inspection.
c. If cracks are not found, repaint the part(s) and reinstall.
d. If cracked, replace the affected part(s).

1H28
5-40. RIGGING AND ADJUSTMENT OF WING FLAP CONTROLS.

WARNING: VERIFY FREE AND CORRECT MOVEMENT OF FLAPS. WHILE IT WOULD
UPON COMPLETION OF FLAP RIGGING AND ADJUSTMENT, VISUALLY CONFIRM
THAT THE FLAP TRAILING EDGES MOVE UP WHEN THE FLAP HANDLE IS
PUSHED DOWN; AND, THAT THE FLAP TRAILING EDGES MOVE DOWN WHEN
THE FLAP HANDLE IS PULLED UP.
NOTE: Flap rigging and adjustment must be completed before starting aileron rigging and adjustment.
a. Place the flap handle in the full forward position. (Flaps Up)
b. If not previously removed, remove the bottom half of the rear seat.
c. Adjust the flap up stop and step lock as follows:
1. 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
2. Turn the stop screw to obtain approximately 0.60 inch between the stop fitting and the bearing
block as measured along the top side of the screw. (Refer to Figure 5‑22.) It may be necessary
to loosen the left stop adjustment screw.
3. Place a 0.125 inch spacer between the stop fitting and the end of the screw.
NOTE: Check that, when pressure is applied down on the flap, it will remain in the up-lock
position. If it extends, turn the adjustment screw out a few threads at a time until the flap
remains in the up-lock position with the spacer inserted. Tighten the jam nut.
4. Rotate the left stop adjustment screw until it contacts the stop fitting. Tighten the jam nut.
CAUTION: DO NOT ROTATE THE TORQUE TUBE WHILE RETENSIONING THE CABLE
OR TIGHTEN TIGHT ENOUGH TO ALLOW TUBE TO BE PULLED AWAY
FROM ITS STOPS.
5. Set the flap control cable tension (handle next to floor, 0 degrees) as given in Table V-II at
turnbuckle attached to the low end of the flap handle in the floor tunnel. To do this, and if not
previously removed, remove the flap handle cover and enough tunnel carpet to remove the
tunnel cover just aft of the handle.
6. Adjust and safety the turnbuckle.
d. To check up (0° position) of the flaps, place a flap rigging tool as shown in Figure 5‑23 against
the underside of the wing and flap as close as possible to the outboard end of the flap without
contacting any rivets. 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. (This tool may be fabricated from dimensions given in
Figure 5‑26.)
e. With the flap control rod connected between the torque tube crank arm and the flap, check that the
surface 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. The flap is neutral at this position.
f If the three points do not contact, loosen the jam nuts on each end of the control rod and rotate the
rod until the three points contact. Apply a slight up pressure against the trailing edge of the flap
while making this adjustment. After adjustment, tighten jam nuts.
1H29
~ FWD ,-- - 981

I
I
I
.60 INCH I
I
I
I
STOP SCREW~ I i I
I VIEW OUTBOARD
I (RIGHT SIDE SHOWN,
"l✓-i--, I LEFT SIDE OPPOSITE)
t'J.-
STOP
0
0
Figure 5-22. Flap Stop Adjustment
1. 0.375 INCH HEIGHT SPACER IS TO BE IN LINE WITH

AFT SPAR RIVET LINE, BUT SHOULD NOT MAKE
CONTACT WITH ANY RIVETS.
* UP NEUTRAL (0°) OF FLAPS WILL OCCUR WHEN
THESE POINTS MAKE CONTACT WITH WING AND
FLAP SKIN.
TOOL - REFER TO FIGURE 5-26
Figure 5-23. Flap Rigging Tool

1H30
g. Check and adjust the other flap in a like manner.

NOTE: In the event of wing heaviness during flight, the flap on the side of the heavy wing can be
adjusted down from neutral to remedy this condition by lengthening the control rod. Check
the inspection hole in each rod end to ascertain that there are sufficient threads remaining
and a wire cannot be inserted through these holes. Rod ends without check holes, maintain
a minimum of 0.375 of an inch thread engagement. Do not raise the flap of the other wing
above neutral.
h. Check the flap for full down travel to the degrees required in Table V-II. Should the travel not be as
that required, adjust the torque tube stop screw in or out as required. After adjusting the screw, it
will be necessary to review-steps d thru i.
i. Check operation of the flap and flap handle ratchet mechanism.
j. Install access plates and panels.

1H31

1H32
TABLE V-III. TROUBLESHOOTING - SURFACE CONTROLS
Trouble Cause Remedy

AILERON CONTROL SYSTEM
Lost motion between Cable tension too low. Adjust cable tension.
control wheel and aileron. (Refer to paragraph 5-12
and Table V-lI.)
Linkage loose or worn. Check linkage and tighten
or replace.
Broken pulley. Replace pulley.
Cables not in place on Install cables correctly.
pulleys. Check cable guards.
Resistance to control System not lubricated Lubricate system.
wheel rotation. properly.
Cable tension too high. Adjust cable tension.
(Refer to paragraph 5-15
and Table V-lI.)
Control column horizontal Adjust chain tension.
chain improperly adjusted. (Refer to paragraph 5-8
and Table V-lI.)
Pulleys binding or rubbing. Replace binding pulleys
and/or provide clearance
between pulleys and
brackets.
Bent aileron and/or Repair or replace aileron
hinge. and/or hinge.
Cables crossed or Check routing of control
routed incorrectly. cables.
Control wheels not Incorrect control Rig in accordance with
synchronized. column rigging. paragraph 5-8.
Control wheels not horizontal Incorrect rigging of Rig in accordance with
when ailerons are neutral. aileron system. paragraph 5-15.
Incorrect aileron travel. Aileron control rods Adjust in accordance
not adjusted properly. with paragraph 5-15.
Aileron bellcrank stops Adjust in accordance
not adjusted properly. with paragraph 5-15.

1I1
TABLE V-III. TROUBLESHOOTING - SURFACE CONTROLS (cont.)

AILERON CONTROL SYSTEM (cont.)
Correct aileron travel Incorrect rigging of Rig in accordance with

cannot be obtained by aileron cables, control paragraph 5-15.
adjusting bellcrank stops. wheel and control rod.
Control wheel stops Incorrect rigging Rig in accordance with
before control surfaces between control wheel paragraph 5-15.
reach full travel. and control cables.
STABILATOR CONTROL SYSTEM
Lost motion between Cable tension too low. Adjust cable tension
control wheel and stabilator. per paragraph 5-19
and Table V-lI.
Linkage loose or worn. Check linkage and
tighten or replace.
Cables not in place Install cables correctly.
on pulleys.
Resistance to stabilator System not lubricated Lubricate system.
control movement. properly.
Cable tension too high. Adjust cable tension
per paragraph 5-19
and Table V-lI.
Binding control column. Adjust and lubricate
per paragraph 5-8.
between pulleys and
brackets.
Cables not in place on pulleys. Install cables correctly.
Bent stabilator hinge. Repair or replace
stabilator hinge.
Incorrect stabilator travel. Stabilator stops incorrectly Adjust stop screws per
adjusted. paragraph 5-19.
Correct stabilator travel Stabilator cables Rig cables in accordance
cannot be obtained by incorrectly rigged. with paragraph 5-19.
adjusting stops.

1I2

STABILATOR TRIM CONTROL SYSTEM
Lost motion between trim Cable tension too low. Adjust in accordance
control wheel and trim tab. with paragraph 5-25
and Table V-lI.
Cables not in place on pulleys. Install cables according
to paragraphs 5-22
and 5-24.
Linkage loose or worn. Check linkage and tighten
or replace.
Trim control wheel moves System not lubricated properly. Lubricate system.
with excessive resistance.
Cable tension too high. Adjust in accordance
with paragraph 5-22
and Table V-lI.
Pulleys binding or rubbing. Replace binding pulleys.
Provide clearance between
pulleys and brackets.
Cables not in place on pulleys. Refer to paragraphs 5-22
and 5-24.
Trim tab hinge binding. Lubricate hinge.
If necessary, replace.
Trim tab fails to System incorrectly rigged. Check and/or adjust rigging
reach full travel. per paragraph 5-25
and Table V-lI.
Trim drum incorrectly Check and/or adjust rigging
wrapped. per paragraph 5-25
and Table V-lI.
Trim indicator fails to Trim indicator unit Adjust in accordance with
indicate correct trim position. not adjusted properly. paragraph 5-25
and Table V-lI.

1I3

RUDDER CONTROL SYSTEM
Lost motion between Cable tension too low. Adjust cable tension
rudder pedals and rudder. per paragraph 5-32
and Table V-lI.
Linkage loose or worn. Check linkage and
tighten or replace.
Bolts attaching rudder Tighten bellcrank bolts.
to bellcrank are loose.
Excessive resistance to System not lubricated Lubricate system.
rudder pedal movement. properly.
Rudder pedal torque Lubricate torque tube
tube bearing in need bearings.
of lubrication.
Cable tension too high. Adjust cable tension
per paragraph 5-32
and Table V-lI.
between pulleys and
brackets.
Cables crossed or routed Check routing of control
incorrectly. cables.
Rudder pedals not neutral Rudder cables Rig in accordance with
when rudder is streamlined. incorrectly rigged. paragraph 5-32
and Table V-lI.
Incorrect rudder travel. Rudder bellcrank stop Rig in accordance with
incorrectly adjusted. paragraph 5-32
and Table V-lI.
Nose wheel contacts Rig in accordance with
stops before rudder. paragraph 5-32
and Table V-lI.

1I4

RUDDER TRIM CONTROL SYSTEM
Trim control knob moves System not lubricated Lubricate system per
with excessive resistance. properly. Lubrication Chart in
Section II of this manual.
FLAP CONTROL SYSTEM
Flaps fail to extend Control cable broken Replace or reconnect

or retract. or disconnected. control cable. (Refer
to paragraph 5-39.)
Flaps not synchronized or Incorrect rigging Adjust flaps per
fail to move evenly when of system. paragraph 5-40.
retracted.

1I5
MATERIAL:
6.25 X 4.00 X 20 ALUM. ALLOY
r
5.296 ~FWD
0.687
0.531
0.281 YP)
f
6.187
1J --------J.___J___J_
3.34
i-------------20------------i
Figure 5-24. Fabricated Rudder Rigging Tool
MATERIAL:
1.00 X 4.00 X 24.00 ALUM. ALLOY
SURFACE PARALLEL TO BASE LINE
/iSTABILATOR CONTOUR - 1.10

803 1 .12 1.39 1.60 -.25 SET BACK 1.29 - -.82
'
2.00
1 --
/
- -- - ~~~ I 3.82
.82 I
- I I
BASE LINE
L l
..... .. 22.19
'
.9 4
20.00 1 . 53
_. ---2.28 1 . 00
-~24.03 ~21.03 -18.o3 15.03
LEADING EDGE
Figure 5-25. Fabricated Stabilator Rigging Tool

116
MATERIAL:
. 75 x 4 00 x 31.50 ALUM. ALLOY
.75 x .75 x 31.50 SQ. ALUM. ALLOY (MIN.)
NOTE:
DRILL AND TAP TO 10-32 NF. AN-3 BOLT, JAM NUT AND
INTERNAL STAR WASHER MAY BE USED FOR SPACER OR
AN-3 BOLT WITH HEAD FILED TO REQUIRED LENGTH .
. 375
Br-,.,
t
4.0
!
l 31.50
j
Figure 5-26. Fabricated Flap Rigging Tool

117
THIS PAGE INTENTIONALLY LEFT BLANK
118
SECTION
VII
LANDING GEAR AND
BRAKE SYSTEM
1I8A
1I8B
SECTION VII - LANDING GEAR AND BRAKE SYSTEM
TABLE OF CONTENTS
Paragraph Grid No.
7-1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I11

7-2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I11
7-3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I11
7-4. Landing Gear System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I11
7-5. Nose Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I11
7-6. Disassembly of Nose Gear Oleo . . . . . . . . . . . . . . . . . . . . . . . . . . 1I11
7-7. Cleaning, Inspection and Repair of Nose Gear Oleo . . . . . . . . . . . 1I14
7-7a. Nose Gear Oil Orifice Retainer Ring Installation . . . . . . . . . . . . . 1I14
7-8. Assembly of Nose Gear Oleo . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I15
7-9. Removal of Nose Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . 1I15
7-10. Cleaning, Inspection and Repair of Nose Landing Gear . . . . . . . . 1I17
7-11. Installation of Nose Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . 1I17
7-12. Alignment of Nose Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I18
7-13. Main Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I19
7-14. Disassembly of Main Gear Oleo . . . . . . . . . . . . . . . . . . . . . . . . . . 1I19
7-15. Cleaning, Inspection and Repair of Main Gear Oleo . . . . . . . . . . 1I22
7-16. Assembly of Main Gear Oleo . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I22
7-17. Removal of Main Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . 1I22
7-18. Cleaning, Inspection and Repair of Main Landing Gear . . . . . . . . 1I24
7-19. Installation of Main Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . 1I24
7-20. Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I24
7-21. Removal and Disassembly of Nose Wheel . . . . . . . . . . . . . . . . . . 1I24
7-22. Inspection of Nose Wheel Assembly . . . . . . . . . . . . . . . . . . . . . . . 1J1
7-23. Assembly and Installation of Nose Wheel . . . . . . . . . . . . . . . . . . . 1J2
7-24. Removal and Disassembly of Main Wheel . . . . . . . . . . . . . . . . . . 1J2
7-25. Inspection of Main Wheel Assembly . . . . . . . . . . . . . . . . . . . . . . . 1J2
7-26. Assembly and Installation of Main Wheel . . . . . . . . . . . . . . . . . . 1J3
7-27. Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J4
01/01/09 VII - TABLE OF CONTENTS

1I9
SECTION VII - LANDING GEAR AND BRAKE SYSTEM
Paragraph Grid No.
7-28. Wheel Brake Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J4

7-29. Brake Adjustment and Lining Tolerance . . . . . . . . . . . . . . . . . . . . 1J4
7-30. Removal and Disassembly of Wheel Brake Assembly . . . . . . . . . IJ4
7-31. Cleaning, Inspection and Repair of Wheel Brake Assemblies . . . IJ5
7-32. Assembly and Installation of Wheel Brake Assembly . . . . . . . . . . 1J6
7-33. Brake Master Cylinder (Hand Parking Brake) . . . . . . . . . . . . . . . . . . . 1J6
7-34. Removal of Brake Master Cylinder (Hand Brake) . . . . . . . . . . . . 1J6
7-35. Disassembly of Brake Master Cylinder . . . . . . . . . . . . . . . . . . . . . 1J8
7-36. Cleaning, Inspection and Repair of Brake Master Cylinder . . . . . 1J8
7-37. Assembly of Brake Master Cylinder . . . . . . . . . . . . . . . . . . . . . . . 1J9
7-38. Installation of Brake Master Cylinder (Hand Brake) . . . . . . . . . . 1J9
7-39. Toe Brake Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J9
7-40. Removal of Toe Brake Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . 1J9
7-41. Disassembly of Toe Brake Cylinder . . . . . . . . . . . . . . . . . . . . . . . 1J9
7-42. Cleaning, Inspection and Repair of Toe Brake Cylinder . . . . . . . . 1J10
7-43. Assembly of Toe Brake Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . 1J10
7-44. Installation of Toe Brake Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . 1J12
7-45. Bleeding Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J12
7-46. Brake Bleeding Procedure (Gravity) . . . . . . . . . . . . . . . . . . . . . . 1J12
7-47. Brake Bleeding Procedure (Pressure) . . . . . . . . . . . . . . . . . . . . . . 1J12
7-48. Brake System Leak Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J13
7-49. Bleeding of the Brakes After a Unit Has Been Changed . . . . . . . 1J13
VII - TABLE OF CONTENTS 01/01/09

1I10
SECTION VII
LANDING GEAR AND BRAKE SYSTEM
7-1. INTRODUCTION.
In this section are instructions for the removal, disassembly, inspection, overhaul and installation of the
various landing gear and brake system components used for landing gear repairs and servicing, service
of the brake system, and alignment of the nose gear.
7-2. DESCRIPTION.
The landing gear incorporated on the Warrior is a fixed, tricycle type, fitted with two 6:00 x 6 main
wheels and a 5:00 x 5 nose wheel. The landing gear struts are of the air-oil type. The nose gear, steerable
through a wide arc, enable a short turning radius in each direction. (For turning arc of the airplane, refer
to Table II-I.). Bungee devices, or spring assisted push rods (refer to Piper Service kit 760 934 or 764
975), are attached to the rudder pedal torque tube assemblies to aid in nose wheel and rudder centering.
A shimmy dampener is also incorporated in the nose wheel steering mechanism.
The two main wheels are equipped with a single disc hydraulic brake assembly which is actuated by a
hand lever connected to a cylinder located below and behind the center of the instrument panel, or by
individual cylinders attached to each rudder pedal. The hand lever also doubles as a parking brake and
may be operated by pulling back on the handle and pushing in on the button at the side of the handle. To
disengage the parking brake, pull back on the hand brake handle. A brake fluid reservoir is installed on
the left forward face of the engine fire wall.
7-3. TROUBLESHOOTING.
Troubles peculiar to the landing gear are listed in Table VII-I, at the back of this section, along with their
probable causes and suggested remedies. When troubleshooting the landing gear system, it may be found
that it is necessary to place the airplane on jacks. If so, refer to Jacking, Section II.
7-4. LANDING GEAR SYSTEM.
7-5. NOSE LANDING GEAR.
7-6. DISASSEMBLY OF NOSE GEAR OLEO. (Refer to Figure 7-1.).
The nose gear oleo strut assembly may be removed and disassembled from the strut housing with the
gear either removed from, or installed on, the airplane.
a. Remove the lower engine cowling by:
1. Releasing the cowl fasteners, two on each side and remove the top cowl.
2. Disconnect the electrical lead to the landing light at the quick disconnect at the inside of the
bottom cowl. Remove induction air hose between filter and air box.
3. Remove the bottom cowl attaching screws from around its aft end and remove cowl.
b. Place airplane on jacks. (Refer to Jacking, Section II.)
c. Place a drip pan under the nose gear to catch spillage.
d. To remove air from the strut, depress the air valve core pin found at the top of the strut assembly.
After the pressure in the strut chamber has diminished, remove the valve core pin, and attach a
small hose to the air valve, and drain the fluid by slowly compressing the piston tube. If it is
desirable to extract more fluid from the strut chamber, remove the filler plug, insert the siphon hose
and drain fluid from the upper area of the housing.
e. To remove the strut assembly from the strut housing (4), cut the safety wire at the top of the housing
that secures the steering horn attached bolt to the tube retainer nut. Then remove the steering horn
attaching bolt and the flat head pin, thus relieving the steering horn from the top of the strut housing.
01/01/09 VII - LANDING GEAR AND BRAKE SYSTEM

1I11
VII - LANDING GEAR AND BRAKE SYSTEM 01/01/09

1I12
30
1--0
2-©) ®----9 / /'qi ·~~
3~ . rf 29 ~ @-0. a~ "".. ._ " _.,.@
22~ ff Q 3 ~ ~ ~ 3 1
~®/-
10
®-~_
1· ,-y· /
Col <'."
1
,/---- 1. RETAINER NUT
ISi.~ / 2 WASHER
' .- 3: TOP BEARING
4 STRUT HOUSING
@ ®~~ 23 5: BOTTOM BEARING
@l) j ~ ~ 6. VALVECAP
<cl 7. AIR VALVE
8. FILLER PLUG
9. WASHER
10. CYLINDER
11. METERING TUBE
12. RETAINER RING
13. BEARING
13 14. O-RING PACKING
15. BACKUP O-RING AND WASHER
-+--24 16. WIPER STRIP
17. SNAP RING
18. SNAP RING
19. TUBE
20. O-RING
21. PLUG
22. TOW BAR LINK
23. BLOCKASSEMBLY
24. FORK
25. SPACER (2 REQ.)
26. AXLE
27. ROD
28. PLUG (2 REQ.)
29. BLOCK
30. UPPER LINK ASSEMBLY
19 31. LOWER LINKASSEMBLY
20--Q
21--0
Figure 7-1. Nose Gear Oleo Strut Assembly
Issued: August 22, 1973 LANDING GEAR AND BRAKE SYSTEM

1113
f. Loosen the strut assembly retainer nut (I) that secures the strut assembly in the strut housing. At
the same time, slide the strut assembly out through the bottom of the strut housing. Remove the nut (I) and
washer (2) from the top of the strut housing after the assembly is removed.
NOTE
The strut assembly may fa tight inside of the housing. It may
be necessary to tap the top of the fork with a plastic mallet
g. If desired, remove the top and bottom bearing (3 and 5) from the strut housing. The bearings are
compressed slightly into place, and light tapping may be needed to free them.
h. To remove the piston tube (19) and fork assembly (24) from the cylinder (10), proceed as follows:
I. Separate the upper and lower torque links by removing the connecting nut, washer and bolt.
2. Compress the piston tube and fork assembly slightly and remove the retainer ring ( 17) from
the annular slot in the bottom of the cylinder tube. Then remove piston tube and fork assembly by sliding out
from the bottom of the cylinder tube (10).
i. To remove the bearing assembly from the piston tube, release the snap ring ( 18) from the top of
the piston tube and slide bearing assembly off the end.
I. If desired, carefully remove the wiper strip (16), back-up washer and quad ring or O-ring (15)
from the inside of the bearing sleeve, and also the O-ring gasket (14) from the outside of the bearing sleeve.
j. To remove the piston tube plug (21) with O-ring (20) located in the lower end of the tube, the fol-
lowing procedure may be used:
I. Remove the nose wheel from the fork as described in paragraph 7-20.
2. Loosen and remove the bolt, washer and nut that extends through the piston tube and block
assembly.
3. Push the plug through the top of the piston tube by use of a rod inserted through the bottom of
the tube.
7-7. CLEANING, INSPECTION AND REP AIR OF NOSE GEAR OLEO
a. Clean all parts with a suitable dry type cleaning solvent.
b. Inspect the landing gear oleo assembly component for the following:
I. Cylinder tube assembly for corrosion, scratches, nicks and excessive wear.
2. Lock rings for cracks, butts, wear.
3. Fork assembly for corrosion, scratches, nicks, and misalignment.
4. Link assembly for elongated holes, cracks, corrosion, scratches, nicks and straightness.
5. General condition of air valve.
c. Repair of the oleo is limited to smoothing out minor scratches, nicks and dents and replacement of
parts.
7-7a. NOSE GEAR OIL ORIFICE RETAINER RING INSTALLATION. (Refer to Figures 7-1 and 7-17.)
a. With the piston tube (19) and fork (24) removed from the cylinder(I0), ascertain that all traces
of the old retainer ring ( 12) and removed from the metering tube ( 11 ).
b. A tool can be fabricated to simplify the installation of the new retainer ring. (Refer to Figure
7-15.)
c. With the use of the fabricated tool, position the new retainer ring on the end of the tool with
the locating stud.
d. Insert the tool into the cylinder (10), with the centering stud positioned into the hole in the
base of the metering tube ( 11 ).
Revised: February 28, 1995 LANDING GEAR AND BRAKE SYSTEM

1114
e. Hold the tool tightly against the metering tube and slide the sleeve of the tool towards the metering
tube. This will move the new retainer ring (12) over the end of the metering tube and position itself
into the groove of the metering tube (11).
7-8. ASSEMBLY OF NOSE GEAR OLEO. (Refer to Figure 7-1.)
a. Ascertain that all parts are cleaned and inspected.
b. To install the piston tube plug, proceed as follows:
1. Lubricate the tube plug (21) and O-ring (20) with hydraulic fluid (MIL-H-5606) and install the
O-ring on the plug.
2. Lubricate the inside wall of the piston tube, and insert the plug into the top of the tube, pushing
it to the fork end.
3. Align the bolt holes of the fork, tube and plug; install the bolt, washer and nut.
c. Carefully install in the bearing sleeve the quad ring (15), back-up washer and the wiper strip (16).
Slide the O-ring (14) in place on the outside sleeve.
d. Lubricate the bearing assembly and carefully install it on the piston tube (24).
e. Position the snap ring (18) on the upper end of the piston tube.
f. Insert the piston tube with bearing assembly in the cylinder tube (10). Secure it with the retainer
ring (17) in the annular slot at the bottom of the tube.
g. Connect the torque links on the tube and fork securing them with a bolt, washer and nut. Tighten
the nuts only tight enough to retard side play, but still allowing the links to rotate freely.
h. Ascertain that the upper and lower bearings (3 and 5) are installed in the strut housing. Bearings are
a press fit with the grooves in the inner and outer races in the up position.
i. Position washer (2) and strut assembly retainer nut (1) on top of the strut housing. Insert the strut
assembly up through the washer until it contacts the nut. Tighten the nut to a snug fit.
j. To install the steering horn assembly, insert the flat head pin through the side of the horn and top of
the strut assembly. When it protrudes through the other side of the steering horn, install the washer
and secure with a cotter pin.
k. Install the steering horn attaching bolt through the top of the horn into the strut assembly. Do not
tighten bolt at this time. If a space appears between the steering horn plate and the top of the strut
assembly, it will then be necessary to install spacer washer(s), (AN960-416L), between the horn
and strut. Then tighten the bolt and safety the bolt to the strut assembly retainer nut (1) with
MS20995C40 wire.
1. Compress and extend the strut several times to ascertain that the strut will operate freely. The
weight of the gear wheel and fork should allow the strut to extend.
m. Service the oleo strut with fluid and air. (Refer to Oleo Struts, Section II.)
n. Check the gear for alignment. (Refer to Alignment of Nose Landing Gear, Paragraph 7-19.)
7-9. REMOVAL OF NOSE LANDING GEAR. (Refer to Figure 7-2.)
a. Remove the engine cowling by the following procedure:
1. Release the fasteners, two on each side and six screws at the aft end of the top cowl.
2. Remove the screws on the sides of the nose cowl.
3. Lift the top cowl with the upper nose cowl attached and remove the assembly from the
airplane.
4. Disconnect the electrical lead to the landing light at the quick disconnect inside the bottom
cowl and remove the induction air hose from filter housing.
5. Remove strut fairing if installed by removing attaching screws.
6. Remove the bottom cowl attaching screws from around the aft end of the cowl and remove the
bottom cowl with the lower nose cowl attached.
b. Remove the propeller. (Refer to Removal of Propeller, Section VIII.)

1I15
2080
*NOTE 3
PA-28-161 , WARRIOR 11/111
S/N's 28-8616001 AND UP,
\ \I (SEE NOTE 1
S/N 's 2816001 AND UP
NEW RUDDER/STEERING
STOP ASSEMBLY.
0 5
11 (SEE NOTE 1)
8
{
c
:) ~ 15
NOTE 1
SEE PARTS CATALOG FOR
SERIAL NUMBER OF AIRCRAFT
USING STEERING BUNGEES OR
STEERING RODS ..,,/
16
SEE NOTE 2
NOTE2 c::,
AN6-25A ON PA-28-151 AND
PA-28-161 THRU S/N's
1/ --- 17 1.
2.
BOLT, WASHER & NUT
CAPSCREW
28-8616057. AN6-26A ON S/N's
2816001 AND UP . (4 REQ.) =.,,__-=--,,£------ 18 3. HORN ASSEMBLY
fH¾f-~-¥---,L------- 19 4. RIGHT STEERING CONTROL BUNGEE
OR ROD
~ ~ ~ - - - - - - - 20 5. ROD END BEARING
6. AIR VALVE CAP
7. AIR VALVE
// / ~ 8. BOLT
1/ / / / ~\\~\. 9. PIN, WASHER & COTTER PIN
/ / -4-+\------ 21 10. MOUNT ASSEMBLY
11. LEFT STEERING CONTROL BUNGEE
Figure 7-2. Nose Gear Installation

1I16
c. Place the airplane on jack. (Refer to Jacking, Section II.)

d. Remove the engine. (Refer to Removal of Engine, Section VIII.)
WARNING: DO NOT REMOVE THE LOCKING CLIPS FROM BUNGEE TYPE ASSEMBLIES.
THESE ASSEMBLIES ARE SPRING LOADED AND SHOULD BE HANDLED
WITH CARE. CHECK THE LOCK WIRE TO BE SURE IT IS HOLDING THE
LOCKING CLIPS IN PLACE.
e. Disconnect the two bungee or rod steering assemblies (4 and 11) and the centering springs (25) at
the steering horn assembly (3) by removing the cotter pins, nuts and washers and bolts.
f. Disconnect the oil lines, vacuum lines, fuel lines, hoses and wires which are secured to the engine
mount with clamps and Koroseal lacing. Mark all wires and lines for identification and
reinstallation.
g. Remove the nose gear and engine mount by removing the five bolts (16) which attach the mount to
the firewall.
7-10. CLEANING, INSPECTION AND REPAIR OF NOSE LANDING GEAR.
WARNING: NOSE GEAR STEERING BUNGEE TYPE ASSEMBLIES SHOULD BE HANDLED
CAUTIOUSLY. IF ONE OR BOTH ASSEMBLIES ARE FOUND TO BE DEFECTIVE
OR DAMAGED, THEY SHOULD BE REPLACED WITH NEW ASSEMBLIES.
NOTE: Bungee type steering assemblies are used only on the PA-28-151, Warrior. Operators of PA-28-
161, Warrior II’s, S/N’s 28-7716001 thought 28-8416095 should refer to Piper Kit No. 764 975
for replacing bungees with steering rods, Piper P/N 87468-2.
a. Clean all parts with a suitable quick drying type cleaning solvent.
b. Inspect the nose gear assembly for the following:
1. Bolts, bearings and bushings for excess wear, corrosion and damage.
2. Strut housing and torque links for cracks, bends or misalignment.
c. The shimmy dampener requires no service other than routine inspection in case of damage or
malfunction, the dampener should be replaced rather the repaired.
d. Repair to the landing gear is limited to reconditioning of parts, such as replacing bearings and
bushings, smoothing minor nicks and scratches, repainting of areas where paint has chipped or
peeled and replacement of parts.
7-11. INSTALLATION OF NOSE LANDING GEAR. (Refer to Figure 7-2.)
NOTE: PA-28-161 S/N’s 28-7716001 thru 2816119 require nose gear centering springs. If missing,
Piper Kit No. 767-514 contains all the parts necessary to install them.
NOTE: The use of either one or two AN960-6l6 washers is permissible on the bolt attachments of the
engine mount to the fuselage. Torque the bolt heads to 240-270 inch-pounds.
a. Install the nose gear and engine mount assembly to the firewall with bolts, washers and nuts.
1. PA-28-151, S/N’s 28-7415001 thru 28-7715314, and PA-28-161, S/N’s 28-7716001 thru S/N’s
28-8616057, uses 1 each AN6-35A at the top center of the mount, and 4 each AN6-25A bolts.
2. PA-28-161, S/N’s 2816001 and up, uses 1 each AN6-36A at the top center of the mount, and 4
each AN6-26A bolts.

1I17
b. Attach the two bungee or rod steering assemblies (4 and 11) to the nose gear steering horn (3) with
bolts, washers and nuts (1).
c. If removed, connect the shimmy dampener (12) to the steering horn with bolts, washers and nuts
(14). A spacer bushing and cotter pin are required at the body attachment point.
d. Install the engine and connect the controls. (Refer to Installation of Engine, Section VIII.)
e. Attach hoses, wires and cables to the engine mount tubing. Securing them with clamps, and Korosel
lacing where required.
f. Check the rigging of the nose gear per Paragraph 7-12.
g. Remove the airplane from jacks.
h. Install the propeller (refer to Installation of Propeller, Section VIII) and engine cowl.
i. Install strut fairing.
. •
\- \~
\ •
\ I
\-· ... \
VERTICAL 140 +3 - o
,_
POSITION
TO SEAT
RAIL
Figure 7-3. Clamping Rudder Pedals Figure 7-4. Rudder Pedals At Neutral Angle
in Neutral Position
7-12. ALIGNMENT OF NOSE GEAR. (PIR-PPS50021-1, Rev. J.) (PIR-PPS50021-2, Rev. G.)
a. Place the airplane on a smooth level floor that will accommodate the striking of a chalk line.
b. Place the airplane on jacks, (Refer to Jacking, Section II.)
c. Level the airplane. (Refer to Leveling, Section II.)
d. From the center of the tail skid, extend a plum bob, and mark the contact point on the floor.

1I18
e. 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.
f. Check that the rudder is properly rigged and the rudder cable tension is correct. (Refer to Rigging
of Rudder, Section V.)
g. Clamp the rudder pedals together to align them in a lateral position. (Refer to Figure 7-3.) The
rudder pedals are tilted 14° ± 3° -1° aft of vertical when in their neutral position.
h. Check that the nose wheel is in alignment with the longitudinal axis of the airplane. (Chalk line.)
i. To adjust the nose wheel to bring it into proper alignment, disconnect the steering bungee rod
assemblies, or steering rods, at the steering horn and adjust the nose wheel steering horn stops to
contact the steering horn when the nose wheel is turned 30° ± 1° (PA-28-151 and PA-28-161, S/N’s
28-7716001 thru 28-8416095) or 20° ± 1° (PA-28-161, S/N’s 28-8416096 and up) left and right of
center. Center the nose wheel.
j. Ensure that the steering bungee assemblies, or steering rods, fit between the steering horn and the
rudder pedals without any load on the bungees or steering rods. Adjust rod ends to obtain this no
load setting. Connect the bungees, or steering rods, to the steering horn.
NOTE: Check that the rod ends have sufficient thread engagement, by use of the check holes in the
rods.
k. Check that the rudder pedal stops are adjusted in accordance with instructions given in Rigging and
Adjustment of Rudder Controls, Section V.
l. Adjust the shimmy dampener by turning the nose wheel against its stops and adjusting the rod end
of the dampener for adequate travel to both directions. (Maintain a minimum of one-quarter in
thread engagement.
m. Remove the airplane from jacks.
7-13. MAIN LANDING GEAR.
7-14. DISASSEMBLY OF MAIN GEAR OLEO. (Refer to Figure 7-5.)
The main gear axle (15) and piston tube assembly (14) may be removed from the cylinder housing (7)
with the gear removed from or installed on the airplane.
a. Place the airplane on jacks. (Refer to Jacking, Section II.)
b. Place a drip pan under the main gear to catch spillage.
c. The gear axle and piston tube assembly may be removed by the following procedure:
1. Remove the air from the oleo chamber by depressing the air valve core pin found in the
inspection hole on top of the wing. After the pressure in the oleo chamber has diminished,
remove the valve core pin, attach a small hose to air valve, and drain the fluid by slowly
compressing the piston tube. If it is desirable to extract more fluid from the chamber, remove
the filler plug, insert a siphon hose and drain fluid from the upper area of the housing.
2. Disconnect the flexible brake line at the elbow on the brake assembly.
3. Disconnect the torque link assembly by removing any one of the three cotter pins, nuts,
washers and bolts. Note arrangement of the components for reinstallation. Carefully slide the
piston tube from the cylinder housing.
4. The scraper ring (11) is located inside the lower end of the cylinder housing may be removed
by first removing the retainer ring (13), spacer ring (12) and then the scraper ring.
5. The O-ring seal (10) located just before the scraper ring may be removed by using a curved
wire or spoon shaped tool and inserting it under the ring.
d. The cylinder head, may be removed cutting the wire and removing the bolts that secure the cylinder
head (4) in the top of the housing. Remove the assembly from the housing.

1I19
1699
62211 T
1
2
3
4
5
~
6 1. VALVE CAP
10/8
11 / 0
2.
3.
4.
5.
6.
FILLER PLUG
O-RING
CYLINDER HEAD
O-RING
ORIFICE ASSEMBLY
I 7 12/~ 7. CYLINDER HOUSING
8. NUT
13 9. TORQUE LINKS
10. O-RING OR QUAD RING
11. SCRAPER RING
12. SPACER RING
13. RETAINER RING
14 14. PISTON TUBE
15. AXLE STUB
16. SPACER
17. SPACER
18. WHEEL RETAINER NUT
19. CLEVIS PIN
Figure 7-5. Main Gear Oleo Strut Assembly

1I20
1698
6221 1 T
; 1
t
cb
2
-4
3
®t- .. 5
1. VALVE CAP
2. FILLER PLUG
3. O-RING
4. CYLINDER HEAD
5. O-RING
6. CYLINDER HOUSING ~ /
J 7
7. WASHER
8. NUT (
9. WASHER I
10. TORQUE LINKS I,,
8
~9
e, ,c::~---- 10
Figure 7-5a. Main Gear Oleo Strut Assembly

1I21
7-15. CLEANING, INSPECTION AND REPAIR OF MAIN GEAR OLEO.

a. Clean all parts with a suitable quick drying type cleaning solvent.
b. Inspect the landing gear oleo components for the following:
1. Bearing surfaces of housing for excess wear, corrosion, scratches and overall damage.
2. Retaining ring for cracks, burrs, etc.
3. Cylinder tube for corrosion, scratches, nicks, excessive wear and misalignment.
4. Air valve for operation and general condition.
5. Orifice plate for hole restriction.
c. Repair of the oleo is limited to smoothing out minor scratches, nicks and dents, and replacement of parts.
7-16. ASSEMBLY OF MAIN GEAR OLEO. (Refer to Figure 7-5.)
a. Assemble the components of the piston tube (14) on the tube by placing, in order, the retainer ring
(13), spacer ring (12) and scraper ring (11). Insert an O-ring (10) into the annular slot in the bottom
of the housing.
b. Lubricate the wall of the piston and carefully insert it into the housing being careful not to damage
or dislocate the O-ring in the housing.
c. Ascertain that the bushings are installed in the upper and lower torque links and then install links.
At cable end of each link, install with the use of brake line bracket, bearing washers, bolt, washer,
nut and cotter pins. Install washers (AN960-816L) under the head of the bolt to allow a firm sliding
fit between the two links.
d. Slide the scraper and spacer rings into place and secure with the retainer ring in the annular slot in
the bottom of the housing.
e. Lubricate and install an O-ring (5) or apply a thin layer of Loctite 515, directly underneath the
flange of the cylinder head (4).
NOTE: On models without the groove for the O-ring, apply Loctite 515 beneath the flange of the
cylinder head (4).
f. Install the hydraulic brake line.
g. If removed, install the landing gear as described in Paragraph 7-19.
h. Service the oleo strut as given in Oleo Struts, Section II.
i. Actuate the gear several times by hand to be certain it operates freely.
NOTE: Links should be loose enough to allow free action of the gear, but also resist side play. To
eliminate side play shim washers 633l1-03 (.005) may be used as required. Maximum side
play is .005/.007. For lubrication of links, refer to Section II.
7-17. REMOVAL OF MAIN LANDING GEAR. (Refer to Figure 74.)
a. Place the airplane on jacks. (Refer to Jacking, Section II.)
b. Place a drip pan under the main gear to catch spillage.
c. If desired, remove the air from the oleo chamber by depressing the air valve core pin found in the
inspection hole on top of the wing. After the pressure in the oleo chamber has diminished, remove
the valve core pin and attach a small hose to the air valve and drain the fluid by slowly compressing
the piston tube. If it is desirable to extract more fluid from the chamber, remove the filler plug,
insert the siphon hose and drain fluid from the upper area of the housing.
d. Remove the fairing from around the cylinder housing and the access plate located on the bottom of
the wing and to the rear of the housing by removing attaching screws.

1I22
1. SCREW
2. AIR VALVE CAP
3. BOLT
4. AIR VALVE
5. CYLINDER
6. BOLT
7. BRAKE LI NE HOSE
8. BOLT, WASHER, NUT & COTTER PIN
9. OLEO ASSEMBLY
10. TORQUE LINK ASSEMBLY
11. TORQUE LINK ASSEMBLY
12. AXLE STUB
! I
12
))
Figure 7-6. Main Gear Installation

1123
e. Unhook the hydraulic brake line inside the wing assembly. This is accessible through the access
plate. Cap the line by use of a threaded cap or wrapping with plastic.
f. Remove the top four bolts by holding them with a slotted screwdriver and turning the nut with the
appropriate wrench. Remove the remaining six by use of a wrench. Carefully remove the gear
assembly from the wing.
7-18. CLEANING, INSPECTION AND REPAIR OF MAIN LANDING GEAR.
NOTE: Repair of the landing gear is limited to reconditioning of parts, replacement of parts, smoothing
out minor nicks and scratches and repainting areas where paint has chipped or peeled.
a. Clean all parts with a suitable dry type cleaning solvent.
b. Inspect the gear components for excessive wear, corrosion and damage. Check the cylinder housing
and torque links for cracks, nicks and misalignment.
c. Use a 10-power glass to visually check cast gear cylinder top and bottom radii at drag link attach
lugs for cracks. If no cracks found by visual inspection, use dye penetrant procedure to check for
cracks.
7-19. INSTALLATION OF MAIN LANDING GEAR. (Refer to Figure 7-6.)
a. The main landing gear assembly may be installed on the wing by the following procedure:
1. Position the gear up in the wing through the access opening and secure with bolts, washers and
nuts.
2. Reconnect the brake line at the point of disconnection.
b. Service the oleo strut per Oleo Struts, Section II.
c. Service the brake system. (Refer to Brake System, Section II.)
d. Install the access plate to the bottom of the wing and the oleo housing fairing to the rear.
e. Slide the drip pan from under the gear and remove the airplane from the jacks.
7-20. WHEELS.
7-21. REMOVAL AND DISASSEMBLY OF NOSE WHEEL. (Refer to Figure 7-7.)
a. Jack the airplane enough to raise the nose wheel clear of the ground. (Refer to Jacking, Section II.)
b. If wheel fairing is installed, remove four bolts, two on each side, and the small plate on top held by
metal screws. Slide fairing up on the gear until wheel is removed.
c. Remove wheel by the following procedure:
1. Remove the nut and washer from one end of the axle rod and slide out the rod and axle plugs.
2. 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. This will make removal and
installation extremely difficult.
3. Remove the spacer tubes and the wheel assembly.
d. The wheel halves (7 and 10) may be separated by first deflating the tire. With the tire sufficiently
deflated, remove the wheel through bolts (18). Pull the wheel halves from the tire by removing the
wheel half opposite the valve stem first and then the other half.

1I24
e. The wheel bearing assemblies may be removed from each wheel half by first removing the snap
rings (1 or 16 that secures the grease seal retainers, and then the retainers, grease seals (4 or 13) and
bearing cones (6 or 12). The bearing cups (5 or 11) should be removed by tapping out evenly from
the inside.
7-22. INSPECTION OF NOSE WHEEL ASSEMBLY.
a. Visually check all parts for cracks, distortion, defects and excess wear.
b. Check tie bolts for looseness or failure.
c. Check internal diameter of felt grease seals. Replace the felt grease seal if surface is hard or gritty.
d. Check tire for cuts, internal bruises and deterioration.
e. Check bearing cones and cups for wear and pitting and relubricate.
f. Replace any wheel casting having visible cracks.
1686
lJ
2
3
4
5
6
1. SNAP RING 7
2. GREASE RETAINER RING
3. FELT RING
4. GREASE SEAL RING
5. BEARING CUP 10
6. BEARING CONE
7. WHEEL HALF
8. NUT 11
9. WASHER 12
10. WHEEL HALF 15. GREASE RETAINER RING 13
11 . BEARING CUP 16. SNAP RING
14
12. BEARING CONE 17. WASHER
13. GREASE SEAL RING 18. BOLT 15
14. FELT RING 19. RUBBER BUSHING 16
Figure 7-7. Nose Wheel Assembly

1J1
7-23. ASSEMBLY AND INSTALLATION OF NOSE WHEEL. (Refer to Figure 7-7.)

a. Ascertain that the bearing cup (5 or 11) for each wheel half (7 and 10) is properly installed. Install
the tire with tube on the wheel half with the valve stern hole and then join the two wheel halves. Install the
through bolts ( 18) with the washers (9 and 17) and nuts (8) to the valve stern side.
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.
NOTE
On McCauley Nose Wheel Assemblies only, bushing (19) is
required to prevent tube movement
b. 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 Table II-I
of Section II.
c. Lubricate the bearing cones (6 and 12) and install the cones, grease seals ( 4 or 13), felt rings (3 or
14) and seal retainer rings (2 or 15). Secure with snap rings (I or 16).
d. 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.
e. Turn fairing so it will fall into place and install it with the four bolts and screws in the small plate.
7-24. REMOVAL AND DISASSEMBLY OF MAIN WHEEL. (Refer to Figure 7-8.)
a. Place the airplane on jacks. (Refer to Jacking Section II.)
b. If wheel fairing is installed, remove attaching screws, bolt and remove the fairing.
c. 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.
d. Remove the dust cover and the cotter pin that safeties the wheel nut, remove the wheel nut and
slide the wheel from the axle.
e. The wheel halves (7 and 8) may be separated by first deflating the tire. With the tire sufficiently
deflated, remove the wheel through bolts ( 16). Pull the wheel halves from the tire by removing the inner half
(8) from the tire first, and then the other half.
f. The wheel bearing assemblies may be removed from each wheel half by first removing the snap
rings (I or 14) that secure the grease seal retainers (2 or 13), and then the retainers, grease seals ( 4 or 11) and
bearing cones (6 or 10). The bearing cups (5 or 9) should not be removed (except for replacement). They may
be removed by tapping out evenly from the inside.
7-25. INSPECTION OF MAIN WHEEL ASSEMBLY.
a. Visually check all parts for cracks, distortion, defects and excess wear.
b. Check tie bolts for looseness or failure.
c. Check internal diameter of felt grease seals. Replace the felt grease seal if surface is hard or gritty.
d. Check tire for cuts, internal bruises and deterioration.
e. Check bearing cones and cups for wear and pitting and relubricate.
f. Measure brake disc at 2 or 3 points for wear.
g. Replace any wheel casting having visible cracks.

1J2
NOTE
MEASURE 2 OR 3 POINTS TO
18 GET AVERAGE DISC WEAR -j ,_
17 LIMIT MINIMUM 0.205 INCH.
VIEW A-A
A
1
2 16
3
4
1. SNAP RING 5
2. GREASE RETAINER RING 6 7
3. FELT RING
4. GREASE SEAL RING
5. BEARING CUP
6. BEARING CONE
7. OUTER WHEEL HALF 8
8. INNER WHEEL HALF
9. BEARING CUP
10. BEARING CONE
11. GREASE SEAL RING 12
12. FELT RING
13. GREASE RETAINER RING 13
14. SNAP RING 14
15. BRAKE DISC
16. BOLT 15
17. WASHERS
18. NUT
Figure 7-8. Main Wheel Assembly

7-26. ASSEMBLY AND INSTALLATION OF MAIN WHEEL. (Referto Figure 7-8.)
a. Ensure that the bearing cup (5 or 9) for each wheel is properly installed. Install the tire with tube
on the outer wheel half (7) and then join the two wheel halves. Position the brake disc (15) 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.
b. 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 Table 11-1
of Section II.
c. Lubricate the bearing cones (6 or 10) and install the cones, grease seals (4 or 11), seal retainer
rings (2 or 13) and felt rings (3 or 12). Secure with snap rings (1 or 14).
d. 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.
Revised: June 16, 1979 LANDING GEAR AND BRAKE SYSTEM

1J3
e. 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.
f. Position the wheel fairing and secure it with attaching screws, bolt and remove airplane from jacks.
7-27. BRAKE SYSTEM.
7-28. WHEEL BRAKE ASSEMBLY.
7-29. 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. The linings are of the riveted type and should be replaced if the
thickness of any one segment becomes worn below 0.099 of an inch or unevenly worn.
15
17
1. WBOLT, BACK PLATE

2
· ASHER
7 3. NUT
4- WASHER
~: :E::~E~YLINDER
7. BLEEDER ~g~EW CAP
8. BLEEDER SEAiW
9
· RIVET
10. O-RING
11- PISTON
12· PRESSU
13. LINING RE PLATE
14. LINING
15. BACK PLATE
16. ANCHOR BOLT
17" TORQUE PLATE
Figure 7-9. Wheel Brake Assembly
7-30. REMOVAL AND DISASSEMBLY OF WHEEL BRAKE ASSEMBLY. (Refer to Figure 7-9.)
a. To remove the brake assembly:
1. Disconnect the brake line from the brake cylinder at the tube fitting.
2. Remove the two cap bolts that join the brake cylinder housing and the lining back plate
assembly.
3. Remove the back plate from between the brake disc and wheel.
4. Slide the brake cylinder housing from the torque plate.
5. Remove the pressure plate by sliding it off the anchor bolts of the housing.

1J4
6. Remove the piston by injecting low air pressure in the cylinder fluid inlet and forcing the
piston from the housing.
7. Check Anchor Bolt for wear.
b. To remove anchor bolt:
1. Position cylinder assembly on a holding fixture. (Refer to Figure 7-10).
2. Use a suitable arbor press to remove the anchor bolt from the cylinder body.
PRESS
CYLINDER
BODY
ANCHOR
BOLT
HOLDING
FIXTURE
Figure 7-10. Removal of Anchor Bolt
c. Install Anchor Bolt by the following procedure:

1. Support Anchor Bolt in a holding fixture. (Refer to Figure 7-11, Step A).
2. Align cylinder body over anchor bolt. (Refer to Figure 7-11, Step B).
3. Use a suitable arbor press and apply pressure on the spot face directly over the anchor bolt
hole. (Refer to Figure 7-11, Step C).
7-31. CLEANING, INSPECTION AND REPAIR OF WHEEL BRAKE ASSEMBLIES.
a. Clean the assembly with a suitable solvent and dry thoroughly.
b. Check the wall of the cylinder housing and piston for scratches, burrs, corrosion, etc., that may
damage O-rings.
c. Check the general condition of the brake bleeder screw and lines.
d. Check the brake disc for grooves, scratches, pits or coning. Coning beyond .015 in either direction
would be cause for replacement. A single groove or isolated grooves up to 0.031 of an inch deep would not
necessitate replacement, but a grooving of the entire surface would reduce lining life and should be replaced.
If a powdery rust appears on the disc, one or two taxi-braking applications should clear the rust up. Heavier
rust may require removal of the disc to wire brush it. Then finish sand with 220 grit sandpaper. Should it be
necessary to remove the wheel disc, refer to paragraph 7-24.

1J5
A 122
ANCHOR CYLINDER
BOLT BODY
HOLDING CYLINDER
FIXTURE BODY
HOLDING
FIXTURE
STEP A
CYLINDER
STEPC
BODY
HOLDING
FIXTURE
STEP B
Figure 7-11. Installation of Anchor Bolt
e. Remove lining from backing plates by drilling or punching out the old rivets. Install a new set using
the proper rivets and a rivet set that will properly stake the lining and form a correct flare of the
rivet. (A rivet setting kit is available through Piper Dealers under part number 754 165.) After
replacing brake linings, condition them as follows:
Perform a minimum of six light pedal effort braking applications from 25 to 40 mph. Allow the
brake discs to partially cool between stops.
7-32. ASSEMBLY AND INSTALLATION OF WHEEL BRAKE ASSEMBLY. (Refer to Figure 7-9.)
a. Lubricate the piston O-ring with fluid MIL-PRF-5606 and install on piston. Slide the piston in
cylinder housing until flush with surface of housing.
b. Slide the lining pressure plate onto the anchor bolts of the housing.
c. Slide the cylinder housing assembly on the torque plate of the gear.
d. Position the lining back plate between the wheel and brake disc. Install the back plate tie bolts and
torque to the proper “DRY” torque value, 75-80 in-lbs, to secure the assembly.
e. Connect the brake line to the brake cylinder housing.
f. Bleed the brake system as described in paragraph 7-45.
7-33. BRAKE MASTER CYLINDER. (Hand Parking Brake.)
7-34. REMOVAL OF BRAKE MASTER CYLINDER. (Hand Brake.) (Refer to Figure 7-12.)
a. To remove the brake master cylinder (10) first disconnect the inlet supply line (8) from the fitting at
the top of the cylinder and allow fluid to drain from the reservoir and line into a suitable container.
b. Disconnect the pressure line from the fitting on the cylinder and allow fluid to drain from the
cylinder line.

1J6
4 17
15
:~
J
./;1\ / .
//~)
1/
( - 3 VIEW A-A
/
4 ..
1. BRAKE RESERVOIR 10. MASTER CYLINDER ASSEMBLY

2. RIGHT BRAKE AND RUDDER PEDAL 11. BOLT ASSEMBLY
3. LEFT BRAKE AND RUDDER PEDAL 12. TORQUE TUBE
4. RIGHT BRAKE CYLINDER 13. COPILOT'S RIGHT BRAKE AND RUDDER PEDAL
5. LEFT BRAKE CYLINDER 14. COPILOT'S LEFT BRAKEANDRUDDERPEDAL
6. BRAKE HANDLE 15. TO LEFTV\/1-IEEL BRAKE
7. HANDLE RELEASE BUTTON 16. TO HAND BRAKE
8. INLET LINE 17. TORIGHTV\/1-IEELBRAKE
9. CLEVIS PIN
Figure 7-12. Brake System Installation

1J7
c. Disconnect the end of the cylinder rod from the brake handle (6) by removing the cotter pin that
safeties the connecting clevis pin (9). Remove the clevis pin and spacer washers.
d. Disconnect the base of the cylinder from its mounting bracket by removing the attaching bolt
assembly (11 ).
e. Remove the handle assembly by removing the attaching bolt assembly that secures the handle to
its mounting bracket.
COUNTER BORE
0.562 DIA. 0.0625 DEEP
1. HOUSING 6. PISTON 11. SNAP RING

r--LD 2. SNAPRING 7. DYNASEAL 12. PISTON ROD
--1.....I
""
r--r-- 3. RETAINER BUSHING 8. O-RING 13. RETAINING SPRING
1
4. SPRING 9. PACKING GLAND 14. ROLL PIN
_J_ 5. 0-RING 10. O-RING 15. WASHER
Figure 7-13. Brake Master Cylinder (Hand/Parking Brake)

7-35. DISASSEMBLY OF BRAKE MASTER CYLINDER. (Refer to Figure 7-13.)
a. Remove the cylinder from its mounting bracket in accordance with instructions given in paragraph
7-34.
b. To disassemble the cylinder, first remove the piston rod assembly by removing the snap ring (11)
from the annular slot at the rod end of the cylinder. Draw the piston rod assembly from the cylinder.
c. The piston rod assembly may be disassembled by first removing the small snap ring (2) securing
the retainer bushing spring (4), piston (6), seal (7), gland (9), and, if desired, the large return spring (13).
d. Remove the O-rings from the piston and gland.
7-36. CLEANING, INSPECTION AND REPAIR OF BRAKE MASTER CYLINDER.
a. Clean the cylinder parts with a suitable solvent and dry thoroughly.
b. Inspect the interior walls of the cylinder for scratches, burrs, corrosion, etc.
c. Inspect the general condition of the fitting threads of the cylinder.
d. Check the piston for scratches, burrs, corrosion, etc.
e. Repairs to the cylinder are limited to polishing out small scratches, burrs, etc., and replacing
O-rings.

1J8
7-37 ASSEMBLY OF BRAKE MASTER CYLINDER. (Refer to Figure 7-13.)
NOTE
Use is small amount of hydraulic fluid (MIL-H-5606) on the
0-rings and component parts to prevent damage and ease of
handling during reassembly.
a. Install new O-rings on the inside and outside of the packing gland (9) and on the outside of the pis-
ton (6). (When installing teflon O-ring ( 5) on piston, it is reconunended that it be installed with the use of a
cone placed against the piston. The cone may be constructed of plastic or metal from dimensions shown in
Figure 7-13.)
b. To assemble the piston rod assembly, install the following parts on the rod (12) in order, the roll
pin (14), return spring retainer washer (15), return spring (13), packing gland (9) with new O-rings, seal (10),
piston (6) with new O-ring, spring (4) and retainer bushing (3). Secure these pieces with the small snap ring
(2) on the end of the rod.
c. Insert the piston rod assembly in the cylinder ( 1) and secure the packing gland with snap ring ( 11 ).
d. Install the cylinder per paragraph 7-38.
7-38. INSTALLATION OF BRAKE MASTER CYLINDER. (Hand Brake.) (Refer to Figure 7-12.)
a. Install the brake handle assembly between its mounting bracket and secure with bolt, washers, nut
and cotter pin. Washers should be placed on each side of the handle, between the bracket, and under the nut.
b. Place the cylinder (10) between the mounting bracket and secure the base end with bolt, washers,
nut and cotter pin. This, too, should have washers placed on each side of the cylinder and under the nut.
c. Connect the rod end of the cylinder to the brake handle with a clevis pin and thin washers. Safety
the clevis with a cotter pin.
d. Connect the pressure line to the fitting at the bottom of the cylinder.
e. Connect the inlet supply line (8) to the fitting at the top of the cylinder and secure with spring
clamp.
f. Need the brake system per paragraph 7-45.
7-39. TOE BRAKE CYLINDER.
7-40. REMOVAL OF TOE BRAKE CYLINDER. (Refer to Figure 7-12.)
a. 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.
b. Remove the cylinder from its attachment fittings by first removing cotter pins that safety the cylinder
attaching pins and then removing the pins.
7-41. DISASSEMBLY OF TOE BRAKE CYLINDER.
a. Cleveland cylinder number 10-27. (Refer to Figure 7-14.)
1. Remove the cylinder from its mounting bracket per Paragraph 7-40.
2. To disassemble the cylinder, first remove the piston rod assembly by removing the retaining
ring (10) from the annular slot in the cylinder housing (1). Draw the piston rod assembly from the cylinder.
3. The piston rod assembly may be disassembled by first removing the roll pin (12) and then the
piston assembly (3), seal (5), packing gland (7).
4. Remove the O-rings from the piston and packing gland.

1J9
b. Cleveland cylinder number 10-30. (Refer to Figure 7-14.)

I. Remove the cylinder from its mounting bracket per Paragraph 7-40.
2. To disassemble the cylinder, first remove the piston rod assembly by removing the retaining
ring from the annular slot in the cylinder housing (I). Draw the piston rod assembly from the cylinder.
3. The piston rod assembly may be disassembled by first removing the retaining ring (2), sleeve
(3), spring (4), and then the piston assembly, O-ring (5), and gland (8), and, if desired, the return spring (14).
4. Remove the O-rings from the piston and packing gland.
c. Gar-Kenyon cylinder number 17000. (Refer to Figure 7-14.)
I. Remove the cylinder from its mounting bracket as per Paragraph 7-40.
2. To disassemble the cylinder, first remove the piston rod assembly by unscrewing the fitting (8)
from the cylinder.
3. The piston rod assembly may be disassembled by first removing the retaining ring (2) securing
the sleeve (3) and then removing the spring (4), piston (6), seal (7), fitting (8), and, if desired, the large return
spring ( 11 ).
4. Remove the O-rings from the piston and fitting.
7-42. CLEANING, INSPECTION AND REPAIR OF TOE BRAKE CYLINDER.
a. Clean cylinder components with a suitable solvent and dry thoroughly.
b. Inspect interior walls of cylinder for scratches, burrs, corrosion, etc.
c. Inspect general condition of fitting threads.
d. Inspect piston for scratches, burrs, corrosion, etc.
e. Repairs to the cylinder are limited to polishing out small scratches and burrs, and replacing seal
and O-rings.
7-43. ASSEMBLY OF TOE BRAKE CYLINDER. (Refer to Figure 7-14.)
NOTE
Rub a small amount of hydraulic fluid (MIL-H-5606) on all
0-rings and component parts for ease of handling during
reassembly and to prevent damage.
a. Cleveland cylinder number 10-27. (Refer to Figure 7-14.)

I. Install new O-rings on the inside and outside of the packing gland (7) and on the outside of the
piston (3).
2. To assemble the piston rod assembly, install on the rod (13), in order, the roll pin (15), washer
(14), spring (11), washer (9), packing gland (7), seal (5), piston assembly (3), spring (2), and roll pin (12).
3. Insert the piston rod assembly in the cylinder (I) and secure with the retaining ring (10).
4. Install the cylinder per Paragraph 7-44.
b. Cleveland cylinder 10-30. (Refer to Figure 7-14.)
I. Install new O-rings on the inside and outside of the packing gland (8) and on the outside of the
piston (6).
2. To assemble the piston rod assembly, install on the rod (13), in order, the roll pin (16), washer
(15), spring (14), washer(ll), packing gland (8) with O-rings, seal (5), piston assembly (6) with O-ring, spring
(4), sleeve (3) and retaining ring (2).
3. Insert the piston rod assembly in the cylinder (I) and secure with the retaining ring (12).

lJlO
14
~fl& -
15
14
. . ...141
13
12
)
SEE
, NOTE
10-27 13 10-30
I 17000
?13
0-12
@-11 NOTE
ON NEWER
~9 VERSIONS.
THE ROLL
,r--7 6 PIN (14) IS
~
DELETED AND
ITEM (13) IS A
PERMANENT
---~3 SHOULDER
RING.
~2
1 1
1 . HYDRAULIC
CYLINDER
1. HOUSING
2. SPRING 1. HOUSING 2. RETAINING RING
3. PISTON 2. RETAINING RING 3. SLEEVE
4. 0-RING 3. SLEEVE
4. SPRING
5. SEAL WASHER 4. SPRING
5. O-RING 5. 0-RING
6. 0-RING
6. PISTON 6. PISTON
7. PACKING GLAND 7. O-RING 7. SEAL
8. 0-RING 8. GLAND 8. FITTING
9. WIPER WASHER 9. 0-RING
10. O-RING 9. 0-RING
10. RETAINING RING 10. 0-RING
11. WASHER WIPER
11. SPRING 12. RETAINING RING 11. SPRING
12. ROLL PIN 13. ROD 12. PISTON ROD
13. PISTON ROD 14. SPRING
13. WASHER
14. WASHER 15. WASHER
16. ROLL PIN 14. ROLL PIN
15. ROLL PIN
Figure 7-14. 10-27, 10-30 and 17000 Toe Brake Brake Cylinders
Revised: April 12, 1982 LANDING GEAR AND BRAKE SYSTEM

lJll
c. Gar-Kenyon cylinder number 17000. (Refer to Figure 7-14.)

1. Install new O-rings on the inside and outside of the fitting (8) and on the outside of the piston (6).
2. To assemble the piston rod assembly, install on the rod (12), in order the roll pin (14), return
spring retainer washer ( 13 ), return spring ( 11) fitting (8) with O-rings, seal (7), piston (6) with O-ring, spring
(4) and sleeve (3). Secure these pieces with the retaining ring (2) on the end of the rod.
3. Insert the piston rod assembly in the cylinder (1) and secure fitting (8).
7-44. INSTALLATION OF BRAKE CYLINDER. (Refer to Figure 7-12.)
a. Position the cylinder at its mounting points and attach with clevis pins. Safety the pins with cotter
pms.
b. Connect the brake lines to the cylinder fittings.
c. Bleed the brakes per paragraph 7-45.
7-45. BLEEDING BRAKES.
7-46. BRAKE BLEEDING PROCEDURE (Gravity).
a. Attach a clean, clear plastic tube to the brake bleeder of the right landing gear. Extend the free end
of the tube to a container partially filled with hydraulic fluid (MIL-H-5606). Determine that the end of the
tube is submerged in the fluid. Open the bleeder 1/2 to 1 turn.
b. Fill the brake fluid reservoir located on the firewall with hydraulic fluid.
c. Check to determine the right hand toe brake pedal(s) in the cockpit have been pulled full aft.
d. Pull the hand brake handle and slowly pump the master cylinder approximately 50 times or until
hydraulic fluid is observed passing through the plastic tube at the brake bleeder.
NOTE
Fluid level in the reservoir must be maintained to prevent air
from entering the system.
e. Pump right brake cylinder very slowly approximately 12 times. This will purge air from the toe
brake cylinder system. Watch for any air forced through the clear plastic tube during this operation to insure
air has been forced from the toe brake system.
f. Pump the hand brake an additional 25 times or until no air is observed through the clear plastic
tube.
g. Tighten brake bleeder and remove the plastic tube.
h. Repeat steps a through f to the left main landing gear.
7-47. BRAKE BLEEDING PROCEDURE (Pressure).
a. Place a clean, clear plastic tube on the vent fitting on top of the brake fluid reservoir. Extend the
free end of the tube to a container partially filled with hydraulic fluid (MIL-H-5606). Be certain the end of the
tube is submerged in the fluid.
b. Attach another clear plastic tube to the brake bleeder of the right landings gear. Connect the free
end of this tube to the pressure source. Open the bleeder 1 to 2 turns and pressure fill the system with fluid.
c. With fluid continually flowing through the system. SLOWLY and simultaneously actuate the hand
brake and toe brake pedal, of the side being bled, several times to purge the cylinders of air. On dual brake
installations, both pedals for the brake being bled must be actuated.

1J12
NOTE
By watching the fluid pass through the plastic hose at the fluid
reservoir and the bleeder fiiting on the gear being bled, it can
be deternuned whether any air is left in the system. If air bub -
bles are evident, filling of the system shall be continued until
all the air is out of the system and a steady flow offluid is
obtained. Should the brake handle remain spongy, it may be
necessary to disconnect the bottom of the toe brake cylinders
(next to the pedal) and rotating the cylinder horizontally or
even above horizontal and by use of the hand brake alone,
purge the air from the system.
d. Close the open bleeder fitting to which the pressure hose is attached. Do not remove the tube from
the fluid reservoir until both brakes have been bled. Check the brakes on the side being bled for proper pedal
pressure. Replace cap on bleeder fitting.
NOTE
It may be necessary to remove any trapped air in the top of the
wheel brake unit by applying pressure to the system with the
brake hand lever and slowly opening the bleeder and release
the hand lever.
e. Repeat steps b through d to the left main landing gear.

f. Drain excess fluid from the reservoir to fluid level with a syringe.
7-48. BRAKE SYSTEM LEAK CHECK.
Pull for a good, firm hand brake and lock parking brake mechanism. Allow system to stand for
approximately 10 minutes, then by gripping the park brake handle it should not be able to be pulled aft further
than the original set. Should the handle be able to be pulled towards the panel and feel spongy, a leak is present
at some point in the system. This leak may appear at any one of the connections throughout the system or
internally in the master brake cylinder or wheel brake assemblies.
7-49. BLEEDING OF THE BRAKES AFTER A UNIT HAS BEEN CHANGED.
a. Actuate the hand brake handle until some pressure builds up in the system. At this time, crack the
attaching B nuts at any of the hose connections of the replaced unit. Most of the handle sponge feeling should
be displaced by this action.
b. Actuate the master cylinder and the toe brake cylinder of the side unit was changed and bleed fluid
through the brake assembly on the wheel by pumping pressure and cracking bleeder until pressure drops.
CAUTION
Do not allow pressure to bleed off before closing bleeders for
this wi.ll allow air to enter the system. Repeat the pumping and
bleeding approximately 10 or more times or until all the air is
releasedfrom the system. During all bleeding, fluid level of the
reservoir must be maintained
Revised: December 12, 1977 LANDING GEAR AND BRAKE SYSTEM

1J13
TABLE VII-I. TROUBLESHOOTING - LANDING GEAR

Nose landing gear Internal wear in Replace shimmy
shimmies during fast taxi, shimmy dampener. dampener.
takeoff or landing.
Shimmy dampener or Replace necessary
bracket loose at parts and bolts.
mounting.
Tire out of balance. Check balance and
replace tire if necessary.
Worn or loose wheel Replace and/or adjust
bearings. wheel bearings.
Loose torque links. Adjust side play.
Worn torque link bolts Replace bolts and/or
and/or bushings. bushings.
Excessive or uneven wear Incorrect operating Inflate tire to correct
on nose tires. pressure. pressure.
Wear resulting from Refer to proceedings
shimmy. for correction.
Nose gear fails to Oleo cylinder binding Lubricate strut housing
steer properly. in strut housing. (Refer to Lubrication
Chart).
Cylinder and/or strut
housing bushings
damaged.
One brake dragging. Determine cause and
correct.
Steering bellcrank loose Readjust bearing and/or
on attachment plate. bolt.
Steering bellcrank bearing Replace bearing and/or
and/or bolt worn. bolt.
Shimmy dampener galling Replace.
or binding.

1J14
TABLE VII-I. TROUBLESHOOTING - LANDING GEAR (cont.)

Main landing gear Tire out of balance. Check balance and replace
shimmies during fast taxi, tire if necessary.
takeoff or landing.
Worn or loose wheel Replace and/or adjust
bearings. wheel bearings.
Loose torque links. Adjust side play.
Worn torque link bolts Replace bolts and/or
and/or bushings. bushings.
Excessive or uneven wear Incorrect operating Inflate tire to correct
on main tires. pressure. pressure.
Wheel out of alignment Check wheel alignment.
(toe 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 ground.
Defective internal parts Replace defective parts.
in strut.

1J15
HANDLE
0.50
DIA. WELD
o.aoll
=-=----==-------=-~
- _-_-_-_-l_.,~1
~~~~=--.:__::_::::;;;;;;;;_;;._~--~~--~--t-f_-_-_-_-_......___
---------------,
~~-"j
~4.00---i----3.50--
------7.50
0.1~1-
0.150
Figure 7-15. Retainer Ring Installation Tool
Added: June 30, 1975 LANDING GEAR AND BRAKE SYSTEM

1J16
1J17
1J18
SECTION
VIII
POWER PLANT
1J18A
1J18B
SECTION VIII - POWER PLANT
TABLE OF CONTENTS
Paragraph Grid No.
8-1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J21

8-2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J21
8-2a. Standard Practices - Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J22
8-3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J22
8-4. Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J23
8-5. Removal of Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J23
8-6. Cleaning, Inspection and Repair of Propeller . . . . . . . . . . . . . . . . 1J23
8-7. Installation of Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K1
8-8. Blade Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K1
8-9. Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K1
8-10. Removal of Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K1
8-11. Installation of Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K2
8-12. Installation of Engine Shock Mounts . . . . . . . . . . . . . . . . . . . . . . 1K4
8-13. Installation of Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K6
8-14. Adjustment of Throttle and Mixture Controls . . . . . . . . . . . . . . . . . . . 1K6
8-14a. Induction Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K7
8-15. Carburetor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K7
8-16. Carburetor Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K7
8-17. Adjustment of Idle Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K8
8-18. Adjustment of Idle Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K8
8-19. Slick 4000, 4200, and 4300 Series Magnetos . . . . . . . . . . . . . . . . . . . 1K8
8-20. Removal of Slick 4000, 4200, and 4300 Series Magnetos . . . . . . 1K8
8-21. Inspection of Slick 4000, 4200, and 4300 Magnetos . . . . . . . . . . 1K9
8-22. 4000 Series Magnetos
Installation and Timing Procedure . . . . . . . . . . . . . . . . . . . . . . 1K10
8-23. Overhaul Instructions for Slick 4200/4300 Series Magnetos . . . . 1K11
8-24. Disassembly of Slick 4200/4300 Series Magnetos . . . . . . . . . . . . 1K11
8-25. Cleaning and Inspection of 4200/4300 Series Magnetos . . . . . . . 1K12
8-26. Assembly of 4200/4300 Series Magnetos . . . . . . . . . . . . . . . . . . . 1K14
8-27. Internal Timing of 4200/4300 Series Magnetos . . . . . . . . . . . . . . 1K18
8-28. 4200/4300 Series Magnetos
Installation and Timing Magneto to Engine Procedure . . . . . . 1K18
01/01/09 VIII - TABLE OF CONTENTS

1J19
SECTION VIII - POWER PLANT
Paragraph Grid No.
8-29. Bendix Magnetos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K20

8-30. Inspection of Bendix Magnetos. . . . . . . . . . . . . . . . . . . . . . . . . . . 1K20
8-31. Removal of Bendix Magnetos . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K22
8-32. Internal Timing of Bendix -20 And -200 Series Magnetos . . . . . 1K22
8-33. Bendix Magneto Installation and Timing To Engine Procedure . . 1K24
8-34. Harness Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L2
8-35. Inspection of Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L2
8-36. Removal of Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L2
8-37. Disassembly of Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L2
8-38. Harness Assembly Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L3
8-39. Installation of Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L7
8-40. Spark Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L7
8-41. Removal of Spark Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L7
8-42. Inspection and Cleaning of Spark Plugs . . . . . . . . . . . . . . . . . . . . 1L8
8-43. Installation of Spark Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L8
8-44. Lubrication System (Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L8
8-45. Oil Pressure Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L8
8-46. Carburetor Ice Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L9
8-47. Removal of Ice Detector Probe . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L9
8-48. Installation of Ice Detector Probe . . . . . . . . . . . . . . . . . . . . . . . . . 1L9
8-49. Carburetor Ice Detection System Test . . . . . . . . . . . . . . . . . . . . . . 1L10
8-50. Static Rpm Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L13
8-51. Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L13
8-52. Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L13
8-53. Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L13
8-54. Simplified Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L13
8-55. Expanded Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L13
8-56. Test Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L14
VIII - TABLE OF CONTENTS 01/01/09

1J20
SECTION VIII
POWERPLANT
8-1. INTRODUCTION.
This section covers the power plant used in the PA-28-151 and PA-28-161 airplanes, and is comprised
of instructions for the removal and installation, minor repairs and service of the propeller, engine, induction
system components, ignition system components and engine lubrication system.
For further instructions and for major repairs, consult the appropriate publications of the engine or component
manufacturer.
8-2. DESCRIPTION.
The PA-28-151 is powered by an Textron-Lycoming engine, of 150 horsepower and the PA-28-161 is
powered by an Textron-Lycoming engine, of 160 horsepower, (Refer to Power Plant Specifications in Table
11-1.) The power plant is an 0-320 series, four cylinder, wet sump, horizontally opposed, direct drive, air-cooled
engine. The cylinders are not directly opposed from each other but are staggered, thus permitting a separate
throw on the crankshaft for each connecting rod.
The propeller installed on the aircraft is a fixed pitch type, (Refer to Table 11-1 for Propeller
Specifications).
The induction system on these engines consists of a wet type air filter, a Marvel-Schebler float type
carburetor and a diaphragm type fuel pump, (Refer to Table 11-1 for Specifications).
The magneto used on these engines may be either Bendix S-20 and S-200 series, or Slick 4000, 4200
or 4300 series.
The Bendix series magnetos are installed with their associated components along with Slick
harness assembly. The Slick harnesses for Bendix magnetos are furnished with an adapter plate and grommet
for fast easy connection to the magnetos. The Bendix series magneto system consists of two single contact
magnetos with the left magneto incorporating an impulse coupling to aid in starting. They are serviceable
units.
The Slick 4000/4200/4300 series magnetos are installed with their associated components. These
magnetos are completely self contained and consists of impulse coupling on the left magneto to aid in starting.
They are engineered to give trouble free ignition, and are exchanged, at a nominal cost, for factory rebuilt
units upon engine overhaul. Slick 4000/4200/4300 series magnetos are non-serviceable units.
In addition to the previously mentioned components, each engine installed in the Warrior and Warrior
II is furnished with a starter, 60 ampere alternator, 14-volt electrical system, shielded ignition, vacuum pump
drive and fuel pump. The exhaust system is stainless steel with two mufflers. A shroud is provided to supply
heat for both the cabin and carburetor. The engine installed in the Warrior III is equipped with a 28 volt 70
ampere alternator, providing the airplane with a 28 V de electrical system. All other components, except for
the 28 V de starter, are the same as on earlier models.
The lubrication system is the pressure wet sump type. The oil pump is located in the accessory housing
and draws oil through a drilled passage leading from the oil suction screen located in the sump. The oil from
the pump then enters a drilled passage in the accessory housing, which feeds the oil to a threaded connection on
the rear face of the accessory housing, where a flexible line leads the oil to the external oil cooler. Pressure oil
from the cooler returns to a second threaded connection on the accessory housing from which point a drilled
passage conducts the oil through the pressure screen or filter. In the event that cold or an obstruction should
restrict the flow of oil to the cooler, an oil by-pass also is provided to pass the oil directly from the oil pump to
the oil pressure screen or filter.
The oil pressure screen or filter element, located on the accessory housing is provided as a means to
filter any solid particles from the oil that may have passed through the suction screen in the sump. After being
filtered, the oil is fed through a drilled passage to the oil pressure relief valve, located in the upper right side of
the crankcase in front of the accessory housing. This relief valve regulates the engine oil pressure by allowing
excess oil to return to the sump while the balance of the pressure oil is fed to the main oil gallery in the right
half of the crankcase. Residual oil is returned by gravity to the sump where, after passing through the suction
screen in the sump, it is again circulated through the engine.
Revised: March 3, 1980 POWER PLANT

1J21
8-2a. ST AND ARD PRACTICES -ENGINE.

The following suggestions should be applied wherever they are needed when working on the power plant.
a. To insure proper reinstallation and or assembly, tag and mark all parts, clips, and brackets as to
their location prior to their removal and or disassembly.
b. During removal of various tubes or engine parts, inspect them for indications of scoring, burning,
or other undesirable conditions. To facilitate reinstallation, observe the location of each part during removal.
Tag any unserviceable part and or units for investigation and possible repair.
c. Extreme care must be taken to prevent foreign matter from entering the engine, such as lockwire,
washers, nuts, dirt, dust, etc. This precaution applies whenever work is done on the engine, either on or off the
aircraft. Suitable protective caps, plugs, and covers must be used to protect all openings as they are exposed.
NOTE
Dust caps used to protect open lines must abvays be installed
OVER the tube ends and NOT IN the tube ends. Flow
through the lines may be blocked off if lines are inadvertently
installed with dust caps in the tube ends.
d. Should any items be dropped into the engine. The assembly process must stop and the item
removed, even though this may require considerable time and labor. Insure that all parts are thoroughly clean
before assembling.
e. Never reuse any lockwire, lock washers, tab locks, tab washers, or cotter pins. All lockwire and
cotter pins must fit snugly in holes drilled in studs and bolts for locking purposes. Cotter pins should be
installed so the head fits into the castellation of the nut, and unless otherwise specified, bend one end of the pin
back over the stud or bolt and the other end down flat against the nut. Use only corrosion resistant steel lock-
wire and or cotter pins. Bushing plugs shall be lockwired to the assembly base or case. Do not lockwire the
plug to the bushing.
f. All gaskets, packings and rubber parts must be replaced with new items of the same type at
reassembly. Insure the new nonmetallic parts being installed show no sign of having deteriorated in storage.
g. Use only a plastic or rawhide hammer when installing engine parts which require the use of a
hammer to facilitate assembly or installation. .
h. Anti-seize lubrication should be applied to all loose-fit spline drives which are external to the
engine and have no other means of lubrication. For certain assembly procedures, molybdenum disulfide in
either paste or pondered form mixed with engine oil or grease may be used.
CAUTION
Ensure that Anti-seize compounds are applied in thin even
coats, and that excess compound is completely removed to
avoid contamination of adjacent parts.
i. Temporary marking methods are those markings which will ensure identification during ordinary
handling, storage and final assembly of parts.
Troubles peculiar to the power plant are listed in Table VIII-II, at the end of this section, along with
their probable cause and suggested remedies. When troubleshooting the engine, ground the magneto primary
circuit before performing any checks on the engine.
Revised: November 30, 1982 POWER PLANT

1J22
EXAGGERATED VIEW OF
NICK IN LEADING EDGE EXAGGERATED VIEW OF EXAGGERATED VIEW 0
SURFACE CRACK NICK IN FACE OF BLADE
CROSS-SECTION
BEFORE REPAIR
ND DEEPEST PORTIO
OF NICKS INTO LEADING
EDGE ALIGNMENT WITH
CROSS-SECTION
SMOOTH CURVES
AFTER REPAIR
NOTE: RECOMMENED METHOD FOR REMOVING

NICKS, CRACKS, AND SCRATCHES IS BY
USING RIFFLE FILE AND/OR CORCUS CLOTH.
Figure 8-1. Typical Nicks and Removed Method

8-4. PROPELLER.
8-5. REMOVAL OF PROPELLER.
a. Insure master and magneto switches are off.
b. Move fuel selector to off position and place mixture control in idle cut-off.
c. Note the position of each component to facilitate reinstallation.
d. Remove the screws attaching the spinner assembly and remove the spinner.
e. Remove the safety wire that secures the six attaching bolts and remove the bolts. The propeller is
now free to be removed.
8-6. CLEANING, INSPECTION AND REPAIR OF PROPELLER.
a. Clean the spinner back plate and propeller surfaces with a non-corrosive solvent, and inspect for
nicks, scratches, corrosion and cracks.
b. Nicks in the leading edges of the blades should be filed out and all edges rounded, as cracks some-
times start from such places. Use fine emery cloth for finishing, (Refer to Figure 8-1 for propeller blade care.)
A propeller with several nicks, scratches, corrosion or cracks should be returned to a propeller overhaul shop
or the manufacturer for inspection and repair.
c. 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.
Revised: February 28, 1995 POWER PLANT

1J23
TABLE VIII-I. PROPELLER TORQUE LIMITS

DESCRIPTION REQUIRED TORQUE
Propeller Mounting Bolts
McCauley 300-360 in-lbs.
Sensenich 280-300 in-lbs.
Spinner Backplate Attachment Screws 30-35 in-lbs.
Spinner Attachment Screws 20-25 in-lbs.
CAUTION
GROUND RUNNING WITH THE COWLING

REMOVED. MAXIMUM GROUND RUNNING
POWER IS LIMITED TO TWO (2) MINUTES OR
CYLINDER HEAD TEMPERATURE OF 475° F,
WHICHEVER IS REACHED FIRST. AIRPLANES
WITHOUT CYLINDER HEAD TEMPERATURE
GAUGE MUST NOT BE OPERATED AT MAXIMUM
POWER WITH COWLING REMOVED.
PROLONGED GROUND RUNNING WITH COWLING
REMOVEDCOULDCAUSELOCALHOTSPOTS
IN THE CYLINDERS AND IRREVERSIBLE
ENGINE DAMAGE.
1. PROPELLER MOUNTING BOLTS

2. SPINNER BACKPLATE ATTACHMENT SCREWS
3. SPINNER ATTACHMENT SCREWS
4. LOUVERS
SEE
4 NOTE
NOTE
LOUVER'S USED ON PA-28-161,
3
S/N's 28-8216176, 28-8316001
AND UP
Figure 8-2. Propeller and Cowling Installation

1J24
8-7. INSTALLATION OF PROPELLER. (Refer to Figure 8-2.)
NOTE
If the propeller-engine combination feels rough on initial
run-up or flight, propeller may be rotated 180° from initial
installation.
a. Insure magneto switch is OFF.

b. Place the alternator drive belt in the groove of the starter ring gear and position the starter gear on
the flange of the crankshaft. Ascertain that the stamped "O" on the gear is aligned with the "O" on the crank-
shaft flange.
c. Install the propeller spinner back plate or bulkhead on the starter ring gear.
d. Rotate crankshaft until the top center (TC) mark on the starter gear and the crankcase parting
flange or the index mark on the starter housing are aligned.
e. On model PA-28-151 with McCauley propeller (1Cl60/EGM7653) or Sensenich propeller
(74DM6-0-58), install propeller with tips pointing at the two and eight o clock position, when viewed from the
cockpit or by indexing number one propeller blade counterclockwise one hole from the engine ring gear "t."
mark.
f. On model PA-28-161 (Sensenich - 74DM6-0-60), install propeller by indexing number one pro-
peller blade over "O" mark on ring gear support.
g. Place the doubler in position. Install and tighten each propeller bolt, with washer, finger tight.
Use a torque wrench for final tightening and tighten in sequence so that all bolts are pulled down evenly,
(Refer to Table VIII-I for specific torque requirements.)
h. Check the propeller blade track as given in Paragraph 8-8.
1. Safety the propeller mounting bolts with MS20995-C41 wire.
j. Install the spinner and torque attachment screws per Table VIII-I. On PA-28-16l's Serial Nos.
28-7916001 and up, the minimum allowable gap between propeller and spinner components is .040 inch.
k. Adjust alternator drive belt as given in Checking Alternator Belt Tension, Section XI.
8-8. BLADE TRACK.
Blade track is the ability of one blade tip to follow the other, while rotating, in almost the same plane.
Excessive difference in blade track - more than 0.062 inch - may be an indication of bent blades or improper
propeller installation. Check blade track as follows:
a. 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.
b. 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 0.062 inch.
c. Propellers having excess blade track should be removed and inspected for bent blades. Bent
blades will require repair and overhaul of assemble.
8-9. ENGINE.
8-10. REMOVAL OF ENGINE. (Refer to Figure 8-3.)
CAUTION
Place a tail stand under the tail of the airplane before
removing the engine.

lKl
a. Turn off all electrical switches in the cockpit and then disconnect the battery ground wire at the
battery.
b. Move the fuel selector lever in the cockpit to the OFF position.
c. Remove the engine cow lings by releasing the cowl fasteners and the attachment screws. Be
certain that all electrical leads are disconnected prior to removal of the cowl.
d. Remove the propeller per Paragraph 8-5.
CAUTION
Identify (tag) all hoses, lines and wires as they are disconnected
and separated to facilitate installation. Cap all open fuel, oil
and vacuum lines and fiitings to prevent contamination.
e. Disconnect the starter positive and ground leads at the starter and their attachment clamps.
f. Disconnect the cabin heat and defroster tubes from the muffler.
g. Disconnect the primer line at the tee connection.
h. Disconnect the throttle and mixture cables at the carburetor and carburetor heat control. The
carburetor may be removed if it is desirable.
1. Disconnect the mechanical fuel pump supply line at the pump.
J. Disconnect the engine oil cooler lines from the cooler.
k. Disconnect the magneto "P" leads at the magnetos. Insert a protective cover over the connection.
1. Disconnect the engine oil temperature lead at the aft end of the engine.
m. Disconnect the tachometer drive cable from the rear of the engine.
n. Untie the ignition harness, hoses and lines at the aft end of the engine.
o. Disconnect the vacuum pump lines at the pump.
p. Disconnect the oil pressure line from the rear of the engine.
q. Disconnect the generator or alternator leads and the cable attachment clamps.
r. Attach a one-half ton (minimum) hoist to the hoisting straps and relieve the tension from the
mounts.
s. Check the engine for any attachments remaining to obstruct its removal.
t. Drain the engine oil, if desired, and close the drain.
u. Remove the four engine mount assemblies and swing the engine free, being careful not to damage
any attaching parts.
8-11. INSTALLATION OF ENGINE. (Refer to Figure 8-3.)
NOTE
Ensure that all hex nuts on the exhaust stack flanges are
tightened until the underside of the flange contacts its mating
surface at all four locations. Then torque hex nuts to 110-115
inch pounds.
a. Prior to installing the engine, be certain that all components of the engine such as exhaust stacks,
carburetor, etc, are installed.
b. Attach a one-half ton (minimum) hoist to the engine hoisting straps and swing the engine into
alignment with its attaching points.

1K2
5
34 67
2 8
9
10
11
22
21
20
l! 19
18
~: 1
SECTION A-A
12
13
15 14
NOTE: A maximum of 3 AN960-616
washers can be used to permit a 16
maximum of 2.5 threads exposed on
the bolt. Torque to 240 /270 inch-pounds.
1. LEFT BAFFLE ASSEMBLY 9. OIL FILTER 17. LEFT MAGNETO

2. STARTER RING GEAR 10. MAGNETO BLAST TUBE 18. HEAT MUFF TUBE
3. SHOCK MOUNT (SEE FIGURE 8-4) 11. ENGINE MOUNT ASSEMBLY 19. OIL COOLER
4. LIFTING STRAP 12. HEATER DUCT 20. MUFFLER
5. RIGHT BAFFLE ASSEMBLY 13. TACHOMETER DRIVE CABLE 21. EXHAUST STACK
6. VACUUM PUMP 14. OIL FILTER 22. INTAKE TUBE
7. SPARK PLUG 15. ENGINE FUEL PUMP
8. RIGHT MAGNETO 16. INDUCTION AIR BOX
Figure 8-3. Engine Installation
Revised: August 23, 1979 POWER PLANT

1K3
c. Assemble the engine shock mounts as shown in Figure 8-4. Note the position of each mount
carefully. The upper right and lower left mounts are installed the same. The upper left and lower right are
installed the same.
d. Swing the engine into place and position the engine mounting lugs so they align with the engine
mount attachment points.
e. Position the shock mount bolts 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.
f. Connect the alternator leads and secure cables with clamps.
g. Connect the oil pressure line, tachometer drive cable oil temperature lead and the engine vent tube
to the aft end of the engine.
h. Connect the vacuum pump line at the pump.
1. Secure the ignition harness, hoses and lines at the aft end of the engine using koroseal lacing.
J. Connect both lines to the oil cooler. Use a back up wrench on the cooler fitting.
k. Connect the mechanical fuel pump supply line at the pump.
1. Connect the magneto "P" leads to the magnetos.
m. Connect the throttle mixture and carburetor heat cables at the engine components.
n. Connect the cabin heat and defroster tubes to the muffler.
o. Connect the starter positive and ground leads at the starter and secure with attachment clamps.
p. Be certain that the magneto switches are OFF and install the propeller per paragraph 8-7.
NOTE
Refer to the latest revision of Textron Lycoming Service
Instruction No. 1014 for appropriate oil grades and permissible
additives.
q. Install the proper grade and amount of engine oil.

r. Connect the battery ground wire at the battery.
s. Open the throttle and fuel valve completely. Tum on the electric fuel pump and check the fuel line
for leaks.
t. Install the engine cow lings and remove the tail stand.
CAUTION
To avoid possible high speed bearing failure due to lack of
lubrication refer to the latest revision of Lycoming Service
Instruction 1241 for instructions on pre-oiling the engine prior
to initial start after engine installation.
u. Perform an engine operational check. Refer to appropriate engine manufacturer's operator's manual.
8-12. INSTALLATION OF ENGINE SHOCK MOUNTS. (Refer to Figure 8-4.)
a. Assemble the engine shock mounts on the engine mount as shown in Figure 8-4. Note the position
of each mount carefully. The upper right and lower left mounts are the same, as are the upper left and lower
right.
b. Swing the engine into place, positioning the engine mounting lugs so they align with the engine
mount attachment points.
c. Position the shock mount bolts 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.

1K4
~~:!:::::; i-.----- B O L T - - - - - ~ :::::::~~

~~:------WASHER----➔.:,s~
-L/i..---SHOCK MOUNT--~::--,
~ ' - - - - - SPACER
- - ENGINE MOUNT-~
//-"lle----SHOCK MOUNT---
SECTION A-A I
SECTION 8- B
TORQUE 450 - 500 IN. LBS.
SPACER WASHER
SECTION C-C SECTION D- D
Figure 8-4. Engine Shock Mount Installation
Issued: August 22, 1973 POWER PLANT

1K5
8-13. INSTALLATION OF OIL COOLER.

a. When installing fittings in the oil coolers, care should be used to prevent excessive torque to the
cooler. Where 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 to prevent excessive torque on the fitting.
b. Apply LUBON 404 sealing compound to all male pipe thread fittings. Do not allow sealant to
enter the system.
c. When attaching hoses to the oil cooler a backup wrench should be used.
d. After installation, inspect the cooler for distorted end cup.
e. Oil line routing should provide .50 in, minimum clearance between oil line and engine, engine
mount or cowling, except for oil outlet line where it crosses over the engine mount. This area should have a
clearance of .75 in. minimum.
f. If a fitting (3/5 inch) cannot be positioned correctly by torquing it from 9 to 15 ft.-lbs., it should be
replaced with another.
g. After tightening the fitting, apply an alignment mark to the fitting and oil cooler boss.
h. Run up engine. After run-up, check for oil leaks.
COCKPIT
CONTROLS
STOP
Figure 8-5. Adjustment of Engine Controls
8-14. ADJUSTMENT OF THROTTLE AND MIXTURE CONTROLS. (Refer to Figure 8-5.)

Throttle and mixture controls are adjusted so that when the throttle arm on the carburetor is rotated
forward 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 0.010 to 0.030 of an inch spring back on instrument
panel stop when in full throttle or full rich position.
a. Adjust the throttle as follows:
1. At the carburetor, disconnect the rod end of the throttle control cable from the control arm.
Loosen the jam nut that secures the rod end.
2. Adjust the linkage by rotating the rod end on the cable to obtain 0.010 to 0.030 of an inch
spring back on instrument panel stop when in full throttle position.
3. Reconnect the rod end to the control arm and safety.
Revised: October 13, 1980 POWER PLANT

1K6
b. The mixture may be adjusted as follows:

1. At the carburetor, disconnect the rod end of the mixture control cable from the control arm.
Loosen the jam nut that secures the rod end.
2. Adjust the linkage by rotating the rod end of the cable to obtain 0.010 to 0.0300 fan inch
spring back on the instrument panel stop when in full rich position.
3. Reconnect the rod end to the control arm and safety.
c. Check security of cable casing attachments.
d. Pull the throttle and mixture levers in the cockpit full aft to determine that the idle screw contacts
its stop and the mixture control arm contacts its lean position stop.
8-14a. INDUCTION AIR FILTER.
Refer to Section II, Paragraphs 2-47, 2-48 and 2-49 for information regarding removal, service instruc-
tions and installation of induction air filter.
8-15. CARBURETOR.
8-16. CARBURETOR MAINTENANCE.
The carburetor requires little attention between overhauls. Check the following items during recom-
mended inspection periods of the engine.
a. Check tightness and safety of all nuts and screws which fasten the carburetor to the engine.
b. Check all fuel lines for tightness and evidence of leakage.
c. Check throttle and mixture control rods and levers for travel, tightness and safety.
d. Clean the fuel inlet screen, (Refer to Figure 8-6.)
e. Remove the plug at the aft position of the carburetor and drain any accumulation of foreign matter.
f. Check carburetor air box for wear and full travel of heat door.
g. Check the adjustment of the idle mixture and idle speed. (Refer to Paragraphs 8-17 and 8-18.)
1. IDLE MIXTURE ADJUSTMENT 7

2. MIXTURE CONTROL ARM
3. BOWL DRAIN 6
4. FUEL INLET SCREEN ~i----5
5. THROTTLE ARM ~~~r-- 4
6. IDLE ADJUSTMENT 2
7. ARM SET SCREW (TORQUE
20 - 25 IN. LBS. AND SAFETY)
Figure 8-6. Carburetor

1K7
8-17. ADJUSTMENT OF IDLE MIXTURE. (Refer to Figure 8-6.)

a. After performing the standard engine starting procedure, operate the engine for at least two min-
utes between 800 to 1200 RPM to insure proper engine warm-up.
b. Draw back on the cockpit throttle control lever to obtain a reading of approximately 5 50 RPM on
the tachometer.
c. Tum the idle mixture adjusting screw ( 1) located near 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.
d. Turn the screw counterclockwise until the engine runs smoothly again. Continue to tum 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.
e. Now advance 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.
8-18. ADJUSTMENT OF IDLE SPEED.
a. Pull back the cockpit throttle control lever until it is completely aft and in the closed position.
Observe the engine speed on the tachometer.
NOTE
One complete revolution of the carburetor idle screw provides
a variation of approximately 100 RPM in idling speed.
b. Adjust the idle speed adjustment screw to obtain from 5 50 to 650 RPM. Rotate the screw clock-
wise to increase the speed of the engine; counterclockwise to decrease the engine speed. The screw is located
on the throttle arm.
8-19. SLICK 4000, 4200, AND 4300 SERIES MAGNETOS
WARNING
Ensure that the magneto primary circuit (P lead) is grounded
before working on the engine.
NOTE
The 4000/4200/4300 series magnetos are non-serviceable.
Refer to the latest revision of Textron Lycoming Service
Letters Nos. L173 and L177.
8-20. REMOVAL OF SLICK 4000, 4200, AND 4300 SERIES MAGNETOS.
WARNING
The magneto is NOT internally grounded When the ground
(P) lead is disconnected the magneto is still hot Removing the
harness assemblies first, and installing them last, minimizes
the danger of starting the engine accidentally when the ground
(P) lead is removedfrom the magneto.
a. Ensure the magneto switches are OFF.

b. Remove the harness assembly with the spark plug wire housing from the magneto.

lKS
c. Disconnect the ground lead at the magneto.

d. Remove the nuts and washers and remove the magnetos from the engine.
8-21. INSPECTION OF SLICK 4000, 4200, AND 4300 MAGNETOS.
The 4000 series magnetos require very little inspection. These units are sealed and tampering with
them will void their warranty. (Refer to the latest revision of Textron Lycoming Service Letter No. Ll 77 and
Slick pro rata instruction form (No. 1001).
The 4200 and 4300 series magnetos can be inspected in the field.
Perform the following checks at the time of engine inspection, or when a magneto has been removed
from the engine:
a. Check magneto to engine timing:
1. 4000 series: every 200 hours time-in-service, or at annual inspection, whichever comes first.
2. 4200 and 4300 series: every 100 hours time-in-service, or at annual inspection, whichever
comes first.
b. Inspect the distributor block for cracks and burned areas.
c. Use the following steps to check the contact assemblies on 4200 series for burning and wear every
500 hours time-in-service.
1. Inspect the points for discoloring. If points have a white frosty surface around edges the
points are functioning properly. Apply M-1827 cam grease sparingly to each cam lobe before reassembly.
NOTE
Point opening for the 4200/4300 series magnetos is critical To
obtain the most efficient spark set breaker points to
0. 008-0. 010 inch.
2. Inspect points for discoloring and pitting. If these conditions are evident replace both
condenser and points.
3. Recheck the gap after retainer screws have been tightened, (Refer to Paragraph 8-26 for
assembly.)
d. Every 500 hours time-in-service, use the following steps to inspect the carbon brush in the distributor
gear for wear, cracks and chipping :
1. Measure carbon brush length from distributor gear shaft to end of brush. Minimum length is
1/32 inch. If the above conditions are evident the distributor gear must be replaced.
2. Check bearing in distributor block and bearing bar for lubrication. If required put a drop of
SAE #20 non-detergent oil in each oilite.
e. Inspect the high tension lead from the coil to ensure it makes contact with the carbon brush on
distributor gear shaft.
f. Each 500 hours time-in-service, visually inspect the impulse coupling shell and hub for cracks,
loose rivets or rounded pawls. Replace coupling, if any of these conditions are evident.
g. Look for frayed insulation or broken shielding wire strands in the leads at the back of the
magnetos. Check that terminals are secure and properly positioned.
h. Check the lead conduits. A few broken shielding strands are acceptable. If the insulation is
deteriorated replace it. The special high temperature coating, used on the harness is provided chiefly for
vibration resistance and mechanical protection. The integrity of the harness is not sacrificed if small areas of
the shielding braid show peeling or flaking of this coating.
i. Check the springs for breaks, corrosion, or deformation. If possible, check continuity from block
with tester or light.
Revised: February 28, 1995 POWERPLANT

Elfectivity Magneto (SLICK)
1K9
j. Check insulators for cracks, breaks or evidence of dry rot. Be sure they are clean.
k. Check ventilator plugs. Ventilator has drilled holes and should be in the lowest hole in the magneto
to serve as a drain for excess water or oil.
8-22. SLICK 4000 SERIES MAGNETOS INSTALLATION AND TIMING PROCEDURE.
To install and time 4000 series magnetos to the engine:
a. Remove the top spark plug from the number one cylinder. Place the thumb of one hand over the
spark plug hole and rotate the crankshaft in the direction of normal rotation until the compression
stroke is reached. The compression stroke is indicated by a positive pressure inside the cylinder
tending to lift the thumb off the spark plug hole. In this position both valves of the number one
cylinder are closed. Turn the crankshaft opposite to its normal direction of rotation until it is
approximately 35 degrees BTC on the compression stroke of number one cylinder. Rotate the
crankshaft in its normal direction of rotation until the 25 degree timing mark on the starter ring gear
and the hole in the starter housing align.
NOTE: Verify correct engine timing for the airplane being worked on by checking the engine dataplate.
b. Ensure magnetos are functioning properly (producing a spark) before installing them on the engine.
1. Use the following method for magnetos with an impulse coupler:
A. Remove the bottom vent plug from the magneto.
B. Hold the lead wire spring 0.062 to 0.125 of an inch away from the magneto frame.
NOTE: Hold the magneto firmly so the coupling will not move beyond the point where it
trips and spark occurs.
C. Turn the impulse coupling, or gear, one “click” at a time until a strong spark jumps
between the spring and magneto frame.
D. Reverse the rotation approximately 25 degrees until the timing pin hole appears in the
center of the vent plug hole.
E. Hold the rotor by inserting the timing pin, and line the timing pin with the center of the
vent plug holes.
2. Use the following method for magnetos without impulse coupler:
A. Install the gear and hold the number one lead wire 0.062 of an inch away from the
magneto frame.
B. Turn the gear counterclockwise (left hand) vigorously through the flux lines until a strong
spark occurs at the number one lead.
C. Reverse the rotation until the timing pin hole appears. Insert the timing pin in the hole.
c. Use the following procedure for installation and timing of magnetos:
CAUTION: INSTALL THE IMPULSE COUPLING MAGNETO ONLY ON THE LEFT SIDE OF
THE ENGINE (AS VIEWED FROM THE REAR).
1. Install the magneto with impulse coupler, and gasket, on the left mounting pad of the accessory
housing. Remove the timing pin; tighten the nuts only finger tight.
2. Install the magneto without impulse coupler, and gasket, on the right mounting pad of the
accessory housing. Remove the timing pin; tighten the nuts only finger tight.
VIII - POWER PLANT 01/01/09

1K10
3. Fasten the ground wire of an electric timing light to any unpainted metallic portion of the
engine, and one of the positive wires of the timing light to a suitable terminal connected to the
ground terminal connection of the left magneto.
4. Connect the other positive wire of the timing light to a suitable terminal connection of the right
magneto.
5. Turn the engine crankshaft several degrees from BTC in direction opposite to that of normal
rotation.
NOTE: AC timing lights operate exactly the opposite of the following description - i.e., the
light goes OUT when the breaker points open.
6. Turn switch of the timing light ON.
7. Turn the crankshaft very slowly in the direction of normal rotation until the timing mark on the
front face of the starter ring gear aligns with the drilled hole in the starter housing. The timing
light should come on (battery operated models).
8. If timing light does not illuminate, turn the magneto in its mounting flange slots and repeat the
procedure until the timing light goes ON at 25 degrees before top dead center.
9. Tighten the two mounting nuts and replace the bottom vent plug.
d. After both magnetos have been timed leave the timing light wires connected and recheck the
magneto timing as previously described to make sure both magnetos are set to fire together. If
timing is correct, both timing lights will come ON simultaneously when the 25 degree timing mark
on the ring gear aligns with the drilled hole in the starter housing. If the points open early, loosen
the mounting nuts and rotate the magneto counterclockwise. Secure the nuts and remove the timing
lights.
8-23. OVERHAUL INSTRUCTIONS FOR SLICK 4200/4300 SERIES MAGNETOS.
The 4200/4300 series magnetos must be completely overhauled at every engine overhaul or when
conditions indicate.
8-24. DISASSEMBLY OF SLICK 4200/4300 SERIES MAGNETOS. (Refer to Figure 8-7 and latest revision
of Slick Service Bulletin No. SB2-88A.)
Magneto disassembly is accomplished in the following manner:
NOTE: Although not required, use of the Slick T-100 assembly and timing kit is strongly
recommended. (Refer to Figure 8-8.) The tools contained in this kit will greatly facilitate
magneto disassembly/assembly and help prevent damage to parts.
a. Remove cotter pin, nut, washer and gear. Grasp shell of impulse coupling assembly and gently pull
the assembly outward to clear the unlatching ears.
b. Allow the shell to turn, cautiously releasing spring tension and withdraw the shell and coil spring.
Using slick puller T-106 engaged in the grooves on the impulse hub, pull the assembly off shaft
taper and discard. Remove key.
c. Remove four screws, and four washers. Separate the distributor housing sufficiently to disconnect
the condenser lead at the contact breaker assembly.
d. Remove two screws and two washers. Withdraw and discard bearing bar, distributor gear and
distributor block from distributor housing.
01/01/09 VIII - POWER PLANT

1K11
C698
1. IMPULSE COUPLING NUT 11. BEARING PLATE
2. IMPULSE COUPLING WASHER 12. BEARING PLATE CLAMP
3. IMPULSE COUPLING ASSY. 13. SCREW
4. OIL SEAL 14. THICK LOCK WASHER
5. FRAME 15. ROTOR GEAR
6. WOODRUFF KEY 16. COIL
7. BEARING RETAINER WASHER 17. COIL WEDGE
8. ROTOR 18. SCREW
9. BALL BEARING
10. LOADING SPRING
26
3 21
4
5
9 7 27
8
22. DISTRIBUTOR GEAR
23. DISTRIBUTOR BLOCK
24. DISTRIBUTOR HOUSING
25. SCREW
19. CONTACT POINT SCREW 26. AIR VENT WITH HOOD
20. SCREW 27. AIRVENT
21. BEARING BAR 28. CONDENSER
Figure 8-7. Exploded View of 4200/4300 Series Magneto
e. Using two flat blade screwdrivers or equivalent, placed under the rotor gear, gently pry the gear off
the rotor shaft and discard.
f. Remove and discard the breaker assembly by removing screw and washer. Remove cam by prying
straight up with a screwdriver blade and discard.
g. Remove two screws, two washers and two bearing plate clamps. Press against the drive end of the
rotor shaft and withdraw the rotor, bearing plate, loading spring and washer from the end frame.
Place the rotating magnet in a suitable keeper and press the ball bearings off the journals. Discard
the ball bearings and washer.
h. Using coil wedge extractor T-122, remove coil wedges and lift out and discard coil. (Refer to
Figure 8-9.) Remove air vents. Remove and discard oil seal.
i. The following parts MUST BE REPLACED at TBO on 4200 series magnetos:
1. Nine thick washers. 8. One retaining washer.
2. One condenser. 9. One loading spring.
3. One distributor block. 10. One impulse coupling.
4. One bearing bar. 11. Oil seal.
5. Two ball bearings. 12. One contact point kit.
6. One distributor gear. 13. One rotor gear.
7. One coil.
Refer to Slick Part List for Part No’s. of the above items.
8-25. CLEANING AND INSPECTION OF 4200/4300 SERIES MAGNETOS.
NOTE: No structural repairs are permissible. Replace all items showing wear or damage, or that are not
within the tolerances specified.

1K12
T125 ASSEMBLY FIXTURE
T509 SPACER
T119 BUSHING ADAPTER

~ T103 OIL SEAL
PLATE (0.595" DIA.)
ASSEMBLING
PLUG
/ T101 BEARING
T117 BASE ASSEMBLING PLUG
ADAPTER PLATE
'----- I
-
~ ~ I N G PLUG '
~ .__________
u I
T1 02 ROTOR AND
T121 BEARING PULLER
(2 HALVES) / ~ \ FRAME ~~G~MBLING
T118 TIMING PIN T122 WEDGE EXTRACTOR
Figure 8-8. T-100 Assembly and Timing Tool Kit

Effectivity Magneto (SLICK)
1K13
1-
1. WEDGE EXTRACTOR
2. COIL WEDGE
3. COIL
Figure 8-9. Removing Coil Wedges
a. Inspect internal and external threads of all threaded hardware. Damaged or worn parts must be
replaced.
b. Inspect the bearing plate for excessive wear and damage. (Maximum bearing bore I.D. to be
1.5752 inch.)
c. Check the rotor for damaged or worn keyway. Check the rotor bearing surfaces for wear.
(Minimum O.D. to be 0.6690 inch.)
d. Inspect the magneto frame and distributor housing for cracks or other damage. Check the bearing
bore in the drive end frame for wear. (Maximum I.D. to be 1.5741 inch.)
e. Clean all parts thoroughly with a grease solvent before assembling.
8-26. ASSEMBLY OF 4200/4300 SERIES MAGNETOS. (Refer to Figures 8-10 thru 8-13.)
NOTE
Before using the slick T-100 assembly and timing tool it will be
necessary to align the inde-..: plate (bottom of tool) to number
67 to time the magneto, (Refer to Figure 8-10.)
a. Loosen the screws and align number 67 with the mark on the base of tool.
b. Tighten screws and check alignment. Reverse the tool.
c. Place the frame on the T-100 assembly and timing tool. Insert the coil into the frame making sure
that it is back against the stops. Insert the coil wedges between the bridge and the frame.
d. Drive the two wedges tight, using a hammer and flat punch. Attach the white ground wire of the
coil to the frame, using screw and lock washer. Torque to 20 in. lbs.
e. Check the vertical portion of the high tension lead of the coil, making sure it protrudes 1 1/6"
beyond the face of the frame. This provides spring pressure against the thrust bearing in the distributor block.

1K14
TIMING PLUG
INDEX PLATE
Figure 8-10. Index Plate and Timing Plug
f. Insert the base plate (T-117) and the adapter plate bushing(T-119) into the base of the T-100 assembly
and timing tool. Assemble both ball bearings on the rotor shaft, making sure the grease shield of each bearing
is toward the magnet. Place the rotor shaft into the base plate, threaded end down, (See Figure 8-12.) Using
bearing assembly plug (T-101), tum the T-screw down until both bearings are seated tightly against the shoul-
der on the rotor shaft. Remove the base plate (T-117) and adapter plate bushing (T-119).
g. Assemble the bearing retaining washer into the frame, raised side against the frame. Place the
loading spring into the bearing plate flat side down.
h. Assemble by hand the rotor shaft with bearings (cam slot end) into the bearing plate making sure it
is square on the bearing.
i. Using rotor and frame assembling plug (T-102), tum the T-screw down until the plate bottoms in
the frame, (Refer to Figure 8-11.) Install bearing plate clamp on bearing plate and install screw and lockwash-
er. Torque to 20-24 in. Lbs.
j. Reverse the magneto on the T-100 assembly and timing tool so the flange of the magneto is facing
up, (Refer to Figure 8-12.)
k. Lubricate the oil seal with light grease and assemble the seal over the end of the rotor shaft. Using
oil seal assembling plug (T-103), tum the T-screw to press the seal flush with the frame of the magneto.
1. Assemble the Woodruff key into the key slot of the rotor shaft.
m. Install the impulse coupling assembly on the shaft, and tighten the nut. Torque to 120 to 300 in.
lbs., so the coupling is properly seated on the taper shaft and install cotter pin. Check to see if the coupling is
free by snapping it through 3 or 4 times.
n. Assemble the contact point kit on the bearing plate using screws from the kit. Insert the cam in the
cam slot with a screwdriver blade, and tap with a light hammer. Drive the cam all the way to the bottom of the
cam slot. Apply M-1827 cam grease sparingly to each lobe of cam before reassembly.

1K15
1. BASE PLUG
2. BEARING ASSY. PLUG
3. BALL BEARING
4. ROTOR SHAFT
5. T-SCREW
6. BEARING PLATE
7. FRAME ASSY. PLUG
8. FRAME 4
Figure 8-11. Installation of Bearings and Bearing Plate
1. OIL SEAL ASSY. PLUG

2. OIL SEAL
3. T-SCREW
4. FLANGE
Figure 8-12. Position of Magneto on T-100 and Oil Seal Installation
Revised: April 13, 1982 POWER PLANT

1K16
o. Assemble the rotor gear onto the rotor, making sure the key slot of the gear fits into the cam slot of
the rotor. Tap with a light hammer until the gear bottoms on the shaft.
p. Time the magneto internally by placing the magneto on the T-100 assembly and timing tool hole.
(Refer to Figure 8-13.) Make sure the coupling lugs are in the slots of the index plate. Swing the frame
counterclockwise against the pin to line up the rotor and cam for E gap position.
q. Attach either the red or green wire of the timing light to the bronze point terminal and the black
wire to the frame of the magneto. (Refer to Figure 8-13.) With a screwdriver, adjust the points so the timing
light indicates point openings. Check thats points are open to gap of0.008 - 0.010 inch. Secure the points by
tightening the screws. Attach the coil wire to the vertical bronze male terminal of the point assembly.
1. TIMING LIGHT
2. RED OR GREEN WIRE
3. BLACK GROUND WIRE
4. VENT
Figure 8-13. Timing Magneto Internally and Assembly
r. Assemble the condenser into the distributor housing, being careful to rotate the condenser wire the
same rotation as the condenser is tightened in the housing. Torque to 110 in. lbs. Assemble the distributor gear
in the distributor block, with the L and R facing you. Assemble the bearing bar to the distributor block so that
the open side of the dust collector is toward the air vent and hood. Assemble the distributor block in the
distributor housing, with the cut-away toward the condenser. Use screws and lock washers. Torque to 18-20 in.
lbs.
s. Connect the condenser wire to the slip terminal on the point assembly. Align the L or R (depend-
ing on magneto rotation) on the rotor gear so it points toward the high tension lead of the coil.
t. Align the L or R on the distributor gear with the L or R on the distributor block and insert the tim -
ing pin (T-118) through the block into the gear.

1K17
CAUTION: DO NOT BEND COIL HIGH TENSION LEAD.

u. Fit the distributor housing to the frame. Making sure the bosses of the distributor housing are seated
in the slots of the frame. Start by fitting the top boss (next to the vent) and assemble the distributor
housing into place.
v. Secure the distributor housing to the frame with four screws and four lock washers. Torque to 24
in. lbs. Remove timing pin.
8-27. INTERNAL TIMING OF 4200/4300 SERIES MAGNETOS.
When installing new or adjusting breaker points, the internal timing of the magneto must be correct, before
installing and timing the magneto to the engine. Perform the following to find the number one tower:
NOTE: No need to spark out these magnetos.
a. Insert the T-118 timing pin (refer to Figure 8-8) in the L or R hole in the distributor block
(depending on rotation of the magneto).
b. Turn rotor opposite the rotation of the magneto until the pin engages the gear.
c. If the pin is binding and will not go in the hole in the gear, a pointer on the gear has been hit. Pull
the pin out, enough to continue opposite rotation until the pointer has passed. Re-insert pin.
d. When the pin sticks through the hole in the gear about 1/4 inch, the magneto is now ready to fire
number one cylinder.
e. Install magneto on the engine and remove the timing pin. The magneto is now ready to be timed to
the engine.
8-28. 4200/4300 SERIES MAGNETOS INSTALLATION AND TIMING MAGNETO TO ENGINE
PROCEDURE.
WARNING: BE SURE MAGNETO SWITCH IS IN OFF POSITION AND THE “P” LEAD IS
GROUNDED.
a. Install magnetos to the engine.
b. Time magnetos by the following procedure:
NOTE: Verify correct engine timing for the airplane being worked on by checking the engine dataplate.
1. To time left magneto:
A. Remove the top spark plug from the number one cylinder. Place a thumb over the spark
plug hole and turn the engine crankshaft in the normal direction of rotation until the
compression stroke is reached. The compression stroke is indicated by positive pressure
inside the cylinder tending to lift the thumb off the spark plug hole. In this position both
valves of the number one cylinder are closed. Turn the crankshaft opposite to its normal
direction of rotation until it is approximately 35 degrees BTC on the compression stroke
of number one cylinder. Rotate the crankshaft in its normal direction of rotation until the
25 degree timing mark on the starter ring gear and hole in the starter housing align.
B. Insert the T-118 timing pin (refer to Figure 8-7) in L or R hole in the distributor block.
Turn rotor opposite the rotation of magneto until the pin engages the gear and install
magneto and gasket on the mounting pad of the accessory housing and remove the timing
pin. Tighten the bolts finger tight.
C. Connect a standard timing light between engine ground and the left magneto
condenser-terminal. Select magneto switch must be ON.

1K18
D. Rotate the complete magneto opposite normal rotation of the magneto on the engine
mounting until the timing light indicates the contact breaker points are just opening. Secure the magneto in
this position. Select magneto switch OFF.
E. Select timing light switch ON. Tum the crankshaft very slowly in the direction of nor-
mal rotation until the timing mark on the front face of the starter ring gear aligns with the drill hole in the
starter housing, at which point the light should come on, (on battery operated models). If not, tum the magneto
in its mounting flange slots and repeat the procedure until the light goes on at the 25 degrees before top dead
center. Tighten the two mounting bolts. Select timing light switch OFF
2. To time right magneto:
A Connect the other positive wire of the timing light to the right magneto condenser terminal.
B. Time right magneto in the same manner as described for the left magneto.
c. After both magnetos have been timed, leave the timing light wires connected and recheck the
magneto timing as previously described to make sure both magnetos are set to fire together. If timing is
correct, both timing lights will come on simultaneously when the 25 degree mark on the ring gear aligns with
the drill hole in the starter housing. If the points open early, loosen the mounting bolts and rotate the magneto
counterclockwise. Secure the bolts and remove the timing lights.

1K19
8-29. BENDIX MAGNETOS.

8-30. INSPECTION OF BENDIX MAGNETOS.
CAUTION
Ensure the primary (P) circuits of both engines are grounded
before working on the engine.
NOTE
Check all appropriate Textron Lycoming, Bendix, and
Teledyne Continental Service Bulletins.
At time of engine inspection, or when a magneto has been removed from the engine, perform the
following. Each step in the check list is keyed by number to a part shown in Figure 8-14.
I. Inspect distributor block contact springs. Top of spring must not be more than 0.422 of an inch below
top of tower as shown in Figure 8-15. Replace if broken or corroded ..
2. Inspect oil felt washer. It should be saturated with oil. If dry, check for worn bushing. If OK, add 30
weight oil.
3. Inspect distributor block for cracks or burned areas. The wax coating on the block should not be
removed. Do not use solvents.
4. Look for excess oil in breaker compartment. If present, check for a bad oil seal or oil seal bushing at
drive end. Check manufacturer's overhaul procedures.
5. Look for frayed insulation or broken wire strands in leads in back of magneto. Check that terminals
are secure and are properly positioned.
6. Inspect capacitor visually. Test for leakage, capacity and series resistance. An electrical failure of an
aircraft capacitor is rare.
7. Adjustment of breakers must be correct for proper internal timing of magneto. (Refer to paragraph 8-32.)
8. Check that breaker cam is clean and smooth. Check that cam screw is tight (25 in. lbs.). If new points
are installed, blot a drop of 30 weight oil on cam.
9. Inspect pulse coupling flyweight on the -21 and -204 magnetos for excessive looseness on the axles.
Design couplings having 0.927 inch thick body should be checked with 1/8 inch drill. Couplings with
0.974 inch thick body are checked with a No. 18 drill. If drill fits between cam and flyweight, replace
coupling. (Refer to Figure 8-16.)
10. Check impulse coupling for excess wear on the contact edges of body and flyweight.
11. Check that the impulse coupling flyweight axle rivets are tight and there are no cracks in body.
12. Look at the high tension lead conduits. A few broken strands are acceptable; replace if the insulation
is worn or cracked. The special high temperature coating, used on light-weight harnesses, is provided
for vibration resistance and mechanical protection. The integrity of the harness is not sacrificed if
small areas of the braid show peeling or flaking of this coating.
13. Check the springs for breaks, corrosion, or deformation. Check continuity from block with tester or
light.
14. Check insulators for cracks, breaks, cleanliness, or evidence of old age.
15. Timing and ventilator holes. Check that lowest hole in magneto is open to serve as drain for excess
water or oil. Check that a solid plug is inserted in upper hole, or if location is exposed to rain or water.

Elfectivity Magneto (BENDIX)
1K20
1. CONTACT SPRING 6. CAPACITOR 11. DELETED

2. RETAINING RING 7. BREALER ASSEMBLY 12. HIGH TENSION LEAD
3. DISTRIBUTOR BLOCK 8. BREAKER CAM 13. CONTACT SPRING
4. BREAKER COMPARTMENT 9. IMPULSE COUPLING 14. INSULATOR
5. LEADWIRE 10. FLYWEIGHTS 15. VENT PLUG
Figure 8-14. Magneto Inspection (Bendix)
r0.422 MAX.
MEASURE BODY
THICKNESS HERE
Figure 8-15. Contact Spring Inspection Figure 8-16. Impulse Coupling Inspection

Effectivity Magneto (BENDIX)
1K21
8-31. REMOVAL OF BENDIX MAGNETOS.

WARNING: BEFORE REMOVING THE MAGNETO, MAKE SURE MAGNETO SWITCHES ARE
OFF.
WARNING: THE MAGNETO IS NOT INTERNALLY GROUNDED. WHEN THE GROUND LEAD
IS DISCONNECTED, THE MAGNETO IS HOT. REMOVING THE HARNESS
ASSEMBLY TERMINAL PLATES FIRST, AND INSTALLING THEM LAST,
MINIMIZES THE DANGER OF STARTING THE ENGINE ACCIDENTALLY WHEN
THE GROUND (P) LEAD IS REMOVED FROM THE MAGNETO.
NOTE: The magneto service instructions in this manual are to cover minor repairs and timing. For
further repairs and adjustments, it is recommended that the magneto manufacturer’s service
instructions be followed.
a. Remove the harness assembly terminal plate from the magneto.
b. Disconnect the ground lead at the magneto.
c. Remove the nuts and washers and draw the magneto from the engine.
8-32. INTERNAL TIMING OF BENDIX -20 AND -200 SERIES MAGNETOS.
The internal timing of the magneto must be correct before adjusting breaker points, or installing a new
magneto, and before timing the magneto to the engine.
a. To internally time the -20 series and the early -200 series magneto, without timing marks in the
case, remove the magneto from the engine and determine “E’’ gap.
1. The distributor drive gear will have one chamfered tooth marked white or red. To determine
“E” gap, locate neutral position of the magneto drive by rotating the drive coupling in a left
hand direction until the red or white chamfered tooth on the distributor drive gear appears
through the timing inspection hole. (Refer to Figure 8-17.) At the same time, the drive should
feel to have fallen into a neutral position.
NOTE: A timing kit, including timing plate, etc, may be purchased through the engine or
magneto manufacturer. A pointer may be formed as shown in Figure 8-18.
NOTE: A pointer can also be made by wrapping a piece of soft wire tightly around the head
of cam securing screw and bending it to extend over timing marks.
2. With timing plate and pointer attached (Refer to Figure 8-19.) and pointer set at zero, rotate
coupling from neutral in a left hand direction 10 degrees. Appearing through timing hole,
check that the white or red tooth aligns with the white line of the distributor block (refer to
Figure 8-17). Alignment may not vary over ± 4 degrees.

1K22
CHAMFERED
RED OR
WHITE TOOTH
1--- 2 1 /4 IN.---,...,. ____
SOFT WIRE SOLDER '

3/4 IN.
CAM WASHER
TIMING MARK
Figure 8-17. Magneto Timing Marks Figure 8-18. Timing Pointer
HOUSING
CENTER MARK
0
"GAP
ERANCE
ARKS
- - - NUMBER OF DEGREES RETARD
Figure 8-19. Timing Kit Installed Figure 8-20. Breaker

Compartment with Cast Timing Marks

Effectivity Magneto (BENDIX)
1K23
3. Using the alignment of the chamfered red or white marked gear with the white line of the
distributor block as a reference, adjust breaker points to open at this position.
A. Turn the magneto drive until the cam follower is on high point of the cam lobe.
B. The breaker points clearance must be 0.018 inch ± 0.006 inch, with the “E’’ gap set at 10
degrees ± 4 degrees. Replace breaker points that do not come within this tolerance.
b. The -200 series magneto has “cast in” timing marks. (See Figure 8-20.)
1. Adjust main breaker points with magneto on engine as follows:
A. Turn engine crankshaft until notch in cam is aligned with mark at top of breaker
compartment.
B. Set wire pointer in center of the “E’’ gap boss at the side of breaker compartment.
C. Connect timing light across main breaker. Adjust main breaker points to open at this
point.
D. Turn engine crankshaft until cam follower is on the high point of the cam lobe.
E. The breaker points clearance must be 0.018 inch ± 0.006 inch. If necessary, readjust
breaker with the “E’’ gap set at 10 degrees ± 4 degrees. Replace breaker points that do not
come within this tolerance.
CAUTION: IF CAM SCREW WAS REMOVED, BE SURE TO REPLACE FLAT
WASHER LOCK WASHER AND SCREW. TORQUE TO 25 INCH-
POUNDS.
c. Time magneto to the engine. (Refer to paragraph 8-33.)
8-33. BENDIX MAGNETO INSTALLATION AND TIMING TO ENGINE PROCEDURE.
CAUTION: THE IMPULSE COUPLING MAGNETO MUST BE INSTALLED ONLY ON THE LEFT
SIDE OF THE ENGINE (AS VIEWED FROM REAR).
a. Install right (without impulse coupler) magneto on the mounting pad of the accessory housing.
b. Time right magneto to the engine by the following procedure:
NOTE: Check that the internal timing of breaker points is correct per paragraph 8-32.
NOTE: Verify correct engine timing for the airplane being worked on by checking the engine
dataplate.
1. Remove the top spark plug from No. one cylinder. Place the thumb of one hand over the spark
plug hole and rotate the crankshaft in direction of normal rotation until the compression stroke
is reached. The compression stroke is indicated by a positive pressure inside the cylinder
tending to lift the thumb off the spark plug hole. In this position both valves of No. one
cylinder are closed. Turn the crankshaft opposite to its normal direction of rotation until it is
approximately 35 degrees BTC on the compression stroke of No. one cylinder. Rotate the
crankshaft in its normal direction of rotation until the 25 degree timing mark on the starter gear
and the crankcase patting flange or the index on the front of the starter housing are aligned.
2. Rotate the magneto gear on the right magneto until the chamfered tooth on the distributor gear
inside the magneto aligns with the white pointer as seen through the window in the magneto
cover. Without allowing the gear to turn from this position, assemble the magneto and gasket.
Secure magneto in place with washers and nuts; finger tighten nuts.

1K24
3. Fasten ground wire on electric timing light to any unpainted metallic portion of the engine.
Attach one of the positive wires of the timing light to a suitable terminal connected to the
ground terminal connection of the right magneto. Turn engine crankshaft several degrees from
BTC in direction opposite to that of normal rotation.
4. Turn timing light switch on. Turn the crankshaft very slowly in direction of normal rotation
until the timing mark on the front face of the ring gear support aligns with the drilled hole in
the starter. The timing light should go ON (on battery operated models). If not, turn the
magneto in its mounting flange slots and repeat the procedure until the timing light goes ON at
25 degrees before top dead center. Tighten the two mounting nuts and replace magneto
inspection plug.
c. To install left magneto (with impulse coupler) adapter and gasket on the mounting pad of the
accessory housing:
1. Remove inspection plug, depress pawl on impulse coupling shaft.
2. Turn impulse coupler on left magneto until the white beveled tooth (or middle tooth, if timing
gear has three beveled teeth) aligns with the timing pointer.
3. Without allowing the magneto gear to turn from position established in step d, 2, assemble the
left magneto to the accessory housing and secure with washers and nuts. Finger tighten nuts.
d. Time left magneto to the engine by the following procedure:
NOTE: The crankshaft should not be rotated more than 10 degrees in direction opposite normal
rotation because the pawl on the impulse coupling will engage with the stop pin and late
timing will be indicated through the impulse coupling mechanism. In this event, rotate
crankshaft in normal direction until sharp click is heard; this will indicate that the impulse
coupling has passed through firing position. Turn crankshaft in direction opposite normal
rotation to approximately 35 degrees BTC and proceed with timing check.
NOTE: Verify correct engine timing for the airplane being worked on by checking the engine
dataplate.
1. Connect the remaining positive wire of the timing light to a suitable terminal connection of the
left magneto.
2. Time the left magneto in the same manner as described in steps b. 1 through 4.
e. After both magnetos have been individually timed, leave the timing light wires connected and
recheck magneto timing as previously described to make sure that both magnetos are set to fire
together. If timing is correct, both timing lights will go on simultaneously when the 25 degree
timing mark aligns with the centerline of the crankcase. If the breaker points open too early, loosen
the mounting nuts and rotate the magneto clockwise. If the breaker points open too late, rotate the
magneto counterclockwise. Remove timing light and ignition timing pointer, and replace timing
inspection plug in magneto.
f. After both magnetos have been properly timed, remove any trace of oil or dirt. Replace breaker
cover and lock the retaining screws together with lockwire.

1L1
8-34. HARNESS ASSEMBLY.

8-35. INSPECTION OF HARNESS.
a. Check lead assemblies for nicks, cuts, mutilated braiding, badly worn section or any other evidence
of physical damage. Inspect spark plug sleeves for chafing or tears, and damage or stripped threads
on coupling nuts. Check compression spring to see if it is broken or distorted. Inspect grommet for
tears. Check all mounting brackets and clamps to see that they are secure and not cracked.
b. Using an ohmmeter, buzzer, or other suitable low continuity checking device to check continuity of
each lead. If continuity does not exist, replace wire(s).
c. Use a high voltage, direct current, high voltage tester, capable of delivering a test potential of
10,000 volts, to make electrical test of harness assembly.
1. Connect ground lead to high voltage tester to outer shielding braid of a single lead.
2. Connect plug terminal.
3. Turn tester “ON” and apply 10,000 volts. Insulation resistance should be 100 megaohms
minimum.
4. Proceed to check other leads of harness in same manner.
d. Minor repair of the harness assembly, such as replacement of contact springs, spring retainer
assemblies, insulating sleeves or of one lead assembly, can be accomplished with the harness
assembly mounted on the engine. If more than one lead assembly, or a cable outlet plate, requires
replacement, remove harness and send to an overhaul shop.
8-36. REMOVAL OF HARNESS.
a. Disconnect clamps that secure wires to the engine and accessories.
b. Loosen coupling nuts at the spark plugs and remove insulators from the spark plug barrel well. Use
caution not to damage the insulator spring when withdrawing the insulator.
c. Place a guard over the harness insulators.
d. Remove the harness assembly terminal plate from the magneto.
e. Remove the harness from the airplane.
8-37. DISASSEMBLY OF HARNESS.
a. To remove Slick M-1455 spring from a damaged lead:
1. Turn the spring counterclockwise while pulling gently. The spring and the N1-1498 Electrode
Screw will also be removed from the end of the coiled conductor.
2. To separate the spring and the screw, hold the electrode screw with a pair of pliers and turn the
spring clockwise until it is through the threaded portion.
b. Remove the insulator sleeve from the end of the wire.
c. To remove a lead from the M-1569 Plug Wire Housing:
1. Cut the lead off close to the housing with diagonals or cutting pliers.
NOTE: Do not reuse the M-1458 Drive Ferrule.
2 Used a drift or punch to tap the ferrule loose from the housing.
NOTE: For further service on the Slick harness, contact Slick Aircraft Products as listed in
Introduction, Supplementary Publications, Vendor Publications.

1L2
8-38 HARNESS ASSEMBLY INSTRUCTIONS.

a. Cut a piece of harness wire to the length required. Do not stretch the wire when measuring it.
b. Make a mark on the magneto from one end of new harness wire:
1. 0.75 inch for slick magnetos.
2. 0.562 inch for Bendix magnetos.
c. Make a mark from the spark plug end of the wire of 0.937 inch.
d. Flare out shielding. Without allowing any of the shielding to fold under, insert Slick M-1743
Stripping Tool under the braided shielding. Refer to Figure 8-21.
d. Be sure the stripping tool is inserted past the cutting mark. Then cut the shielding with a sharp
knife using a rolling motion. Remove the shielding and stripping tool. Take care not to cut the silicone
insulation. Refer to Figure 8-22.
M - 1743
Figure 8-21. Stripping Tool Figure 8-22. Inserting Stripping Tool

e. Cut exposed insulation back from end:
1. 0.062 inch for slick magnetos.
2. 0.125 inch for Bendix magnetos.
A. Roll the insulation clockwise to remove it. Do not pull the insulation off the wire.
B. Trim the end of the coiled conductor to make a clear hole for inserting the stud. Refer to
Figure 8-23.
M - 1742
Figure 8-23. Cutting Insulation Figure 8-24. Removing Silicone Rubber from Wire

1L3
f. Using M-1742 Pin Vise, insert M-1741 Drill (#72 drill). Drill out the silicone rubber from inside
of coiled conductor approximately 0.375 inch deep. Refer to Figure 8-24.
g. On spark plug end of wire install M-1673 Nut followed by M-1671 Female Taper Hex Ferrule.
Refer to Figure 8-25.
h. After installation of nut and ferrule, bend and rotate the silicone insulation as Illustrated in Figure
8-26 to flare out the shielding so a drive ferrule can be inserted. Take care not to cut the silicone insulation
with the sharp braiding while the wire is being rotated. (Refer to Figure 8-26.)
M-1671
Figure 8-25. Installation of Plug End Nut Figure 8-26. Flaring out the Shielding
1. On spark plug end of wire:
1. Install M-1458 Male Tapered Drive Ferrule over silicone insulation and under shielding to
within .062 inch from flange of ferrule.
2. Ensure that shielding is away from ferrule flange. Slide Ferrule M-1671 over the M-1458
Drive Ferrule until tight. Refer to Figure 8-27.
3. Mount M-1747 Drive Plate in a bench vise. Set the hex ferrule in the slot of the drive plate.
Drive the M-1458 Drive Ferrule flush against the hex ferrule using the M-1744 Drive Tool. Refer to Figure 8-28
4. Clamp the threaded end of the M-1498 Electrode Screw in the M-1742 Pin Vise.
5. Insert the tapered pin of the electrode screw into the center of the coiled conductor by turning
the pin vise counterclockwise and pushing at the same time until the screw is flush with the insulation. Refer
to Figure 8-31.
6. Place green M-1677 Insulator Sleeve over the silicone insulation. Refer to Figure 8-32.
7. Tum M-1455 Spring clockwise on the electrode screw three full turns until the end is flush
with the first large coil of the spring. Refer to Figure 8-33.
j. On magneto end of wire:
1. Insert wire through appropriate hole in the M-1569 Plug Wire housing so the shielding is
through the hole as shown in Figure 8-29.
2. Install an M-1458 Male Tapered Drive Ferrule over insulation and under shielding as in step i
3. Drive the ferrule into the M-1569 or M-1893 Housing using the M-1744 Drive Tool, similar to
step i, 3. Refer to Figure 8-30.
4. Clamp the threaded end of the M-1498 Electrode Screw in the M-1742 Pin Vise.

1L4
/
M - 1458
M- 1744----,
rM-1747
/'
8-27. Installation of Ferrule Figure 8-28. Driving Tool
\ M-1569
Figure 8-29. Installation in Housing Figure 8-30. Securing wire in Housing
5. Insert the tapered pin of the electrode screw into the center of the coiled conductor by turning
the pin vise counterclockwise and pushing at the same time until the screw is flush with the insulation. Refer
to Figure 8-31.
6. Place M-1738 Insulator Sleeve (brown, 0. 75 inch long) over the silicone insulation.
7. Tum M-1455 Spring clockwise on the electrode screw three full turns until the end is flush
with the first large coil of the spring. Refer to Figure 8-33.

1L5
M - 1738 (BROWN)
OR
M - 1677 (GREEN)
~
(SEE NOTE)
'~~'
'·
~
NOTE
M- 1738 = MAGNETO END
M- 1677 = SPARK PLUG END
Figure 8-31. Installation of Electrical Screw Figure 8-32. Installation oflnsulator Sleeve
CO2 BOTTLE FUNNEL
, M- 1455 .-----FUNNEL ADAPTER
~ , /
'J --~~~~ .
_}
Figure 8-33. Installation of Spring Figure 8-34. Removing Spark Plug Frozen to Bushing

1L6
8-39. INSTALLATION OF HARNESS.

a. Check mating surfaces for cleanliness before installing harness on magneto, .
b. Place the harness terminal plate on the magneto. Tighten nuts around the plate alternately to seat
cover squarely on magneto. Torque nuts 18 to 22 inch pounds.
c. Route ignition wires to their respective cylinders.
d. Clamp the harness assembly in position and replace the engine baffle plate.
e. Connect the leads to the spark plugs.
8-40. SPARKPLUGS.
8-41. REMOVALOFSPARKPLUGS.
CAUTION
When withdrawi.ng the ignition cable lead connection from the
plug, pull lead straight out and in line with the center line of
the plug barrel Otherwise, a side load will be applied, which
results in damage to the barrel insulator and connector. 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.
a. Loosen the coupling nut on the harness lead. Remove the terminal insulator from the spark plug
barrel well.
NOTE
Do not use a torque wrench for spark plug removal
b. Remove the spark plug from the engine. Carbon and other combustion products, deposited on the
end of the spark plug, will penetrate the lower threads. Thus, greater torque is required for removing a plug
than for its installation, and torque limitations given do not apply to plug removal. The higher torque required
for removal is not detrimental when removing plugs, unless it imposes a shearing load sufficiently severe to
produce a failure in this location.
NOTE
Spark plugs should not be used if they have been dropped
c. Place spark plugs in a tray that will identify their position in the engine as soon as they are
removed.
d. To remove seized spark plugs in the cylinder:
I. Apply liquid carbon dioxide by using a conical metal funnel adapter, with a hole at the apex
precisely large enough to accommodate the funnel of a CO2 bottle. (Refer to Figure 8-34.)
2. Place funnel adapter over and around the spark plug.
3. Place the funnel of the CO 2 bottle inside the funnel adapter.
4. Release CO2 to chill and contract the spark plug.
5. 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.
e. Do not allow foreign objects to enter the spark plug hole.

1L7
8-42. INSPECTION AND CLEANING OF SPARK PLUG.

a. Visually inspect each spark plug. Replace any plug found to have one or more of the following
defects.
1. Severely damaged shell or shield threads nicked up, stripped or cross threaded.
2. Badly battered or rounded shell hexagons.
3. Out-of-round or damaged shielding barrel.
4. Chipped, cracked, or broken ceramic insulator portions.
5. Badly eroded electrodes worn to approximately 50% of original size.
b. Clean the spark plug as required, removing carbon and foreign deposits.
c. Test the spark plug both electrically and for resistance.
NOTE
Plugs with a wide gap setting must be serviced at more frequent
intervals
d. Set the electrode gap at 0.015 to 0.018 of an inch. If smoother operation at idle speed and reduced
magneto drop-off is desired, set gap at 0.018 to 0.022 of an inch.
e. Fine wire platinum or iridium electrodes must be set at 0.015 to 0.018 of an inch
8-43. INSTALLATION OF SPARK PLUGS.
Before installing spark plugs, check that the threads within the cylinder are clean and not damaged.
CAUTION
Ensure the deep socket is properly seated on the spark plug
hexagon. Plug damage could result if wrench is cocked to one
side when pressure is applied
a. Apply anti-seize compound sparingly on the threads and install gasket and spark plugs. Torque
360 to 420 inch pounds.
b. Carefully insert the terminal insulator in the spark plug and tighten the coupling nut.
8-44. ENGINE LUBRICATION SYSTEM
8-45. OIL PRESSURE RELIEF VAL VE.
Subject engines may be equipped with either an adjustable or non-adjustable oil pressure relief valve.
A brief description of both types follows:
a. Non-adjustable Oil Pressure Relief Valve - The valve is not adjustable; however, the pressure can be
controlled by the addition of a maximum of three STD-425 washers under the cap to increase pressure
or the use of a spacer (Lycoming PIN 73629 or 73630) to decrease pressure. Particles of metal or other
foreign matter lodged between the ball and seat will result in a drop in oil pressure. Disassemble,
inspect, and clean the valve if excessive pressure fluctuations are noted. The oil pressure relief valve
is not to be mistaken for the oil cooler by-pass valve, whose function is to permit pressure oil to
by-pass the oil cooler in case of an obstruction.

lLS
b. Adjustable Oil Pressure Relief Valve - The adjustable oil pressure relief valve enables the operator
to maintain engine oil pressure within the specified limits (refer to the appropriate engine manufacturer's
manual).
The valve is located above and to the rear of No. 3 cylinder. If the pressure under normal operat-
ing conditions should consistently exceed 90 psi., or run less than 60 psi., adjust the valve as follows:
1. With the engine thoroughly warmed up and running at a maximum of 2200 RPM, observe the
reading on the oil pressure gauge.
2. If pressure is above 90 psi, stop engine, loosen the adjusting locknut. Back off the adjusting
screw one or two full turns. Tighten locknut and retest.
3. If pressure is too low, increasing the tension on the relief valve spring by turning adjusting
screw further into the relief valve plug.
4. When valve is satisfactorily adjusted, tighten the lock nut. Lockwire the crown nut to the
drilled ear projecting from the valve mounting boss.
8-46. CARBURETOR ICE DETECTOR.
The optional PA-28-161 carburetor ice detection system 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 light is activated. When the ice melts, and enough light is sensed, the warning light will be extin-
guished. The probe has an expected service life of 50,000 hours. When a built in test circuit switch is turned
ON, the light will be lit momentarily.
8-47. REMOVAL OF ICE DETECTOR PROBE.
a. Remove the engine cowl.
b. The probe is mounted on the left side of the carburetor just below the throttle valve control arm.
c. Remove the safety wire and carefully unscrew the probe from the carburetor. Measure and note
how far the probe extends into the carburetor.
d. Remove probe wire insulation sleeves where they come off the engine mount. Make note of the
respective wire interconnects; disconnect the wires.
e. If the engine is to be operated with probe removed, install a suitable plug.
8-48. INSTALLATION OF ICE DETECTOR PROBE
a. 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 bendprobe components.
b. Carefully screw in the probe. When properly installed, the index mark on the probe housing will face
towards the carburetor air inlet. If necessary, use AN960-416L shim washers to position the probe
properly.
c. Hand tighten the probe as much as possible. Use a 3/8 inch, short handle, open end wrench to tighten
probe an additional quarter turn.
d. Connect the appropriate wires and position the sleeves over the connectors. If heat shrink has not been
used, lace or tie as appropriate.

1L9
RED +12V WARRIOR II

GRND
B 2 AMP
L FUSE
A
C
K
ARP
107AP
B W
L H R
A I E
C T D
K E
WHITE
RED
CARBURETOR
BLACK
KNIFE CONNECTORS
PROBE
Figure 8-35. Warrior II Ice Detection System
8-49. CARBURETOR ICE DETECTION SYSTEM TEST.

a. To test Warrior II and III probes: (Refer to Figure 8-35.)
CAUTION: DO NOT ATTEMPT TO TEST THE PROBE OR INSTRUMENT BY APPLYING A
VOLTAGE TO EACH. ANY VOLTAGE OVER 2 VOLTS WILL BURN OUT THE
PROBE LAMP, SENSOR, AND THE INSTRUMENT RED LIGHT SWITCHING
TRANSISTOR.
1. Disconnect probe from instrument at the knife connections.
2. Connect a red + ohmmeter test probe to black wire of ice detection probe.
3. In a subdued light (not in sunlight) touch the black ohmmeter test probe to the red wire of the
ice detection probe. The ohmmeter reading should be approximately 600 ohms with ordinary
light on the probe sensor.
4. Cover the ice detection probe sensor with the hand to eliminate most light. The ohmmeter
reading should be very high: approximately 10,000 ohms or more.
5. Remove ohmmeter black test probe from the red wire and touch it to the white wire. The
ohmmeter reading should be approximately 5 ohms. This indicates that the probe lamp is
operating.
6. Test probe housing for short to ground. Housing is insulated.
7. If the tests contained in the previous steps are satisfactory, the probe will operate satisfactorily.
b. To test Warrior II instrument:
1. Disconnect the probe at the knife connectors.

1L10
2. Apply + 12 V de to the red wire with the fuse holder. Apply -12 V de to the black ground wire.
3. The red carburetor ice light should illuminate. If it does not, the instrument is inoperative, and
must be returned to the manufacturer for repair. (See Note.)
4, If red light illuminates, touch the red wire connector to the black wire connector. The light
must extinguish. If the light does not go out, the instrument is inoperative, and must be returned to the
manufacturer for repair. (See Note.)
NOTE
The only FAA approved REPAIR shop for the instrument is:
ARP Industries
36 Bay Drive E.
Huntington, New York 11743
Tel (516) 427-1585
c. To test Warrior III instrument:

I. Disconnect the probe at the knife connectors.
2. Apply+ 24 V de to the red wire with the fuse holder. Apply -24 V de to the black ground wire.
3. The red carburetor ice light should illuminate. If it does not, the instrument is inoperative, and
must be returned to the manufacturer for repair. (See Note.)
4, If red light illuminates, touch the red wire connector to the black wire connector. The light
must extinguish. If the light does not go out, the instrument is inoperative, and must be returned to the
manufacturer for repair. (See Note.)
d. To test the probe and instrument's function:
I. Apply power to the system.
A. PA28-161, Warrior II~ 12Vdc.
B. PA 28-161, Warrior III~ 24 Vdc.
2. From its full counterclockwise position, tum sensitivity control up (clockwise) until red light
goes out. This should require 1/4 and 3/4 tum.
3. Place a piece of paper in the air gap between the sensor and housing lens. The red light should
illuminate.
e. Functional check of ice detection probe.
I. Aircraft BATTERY switch ON.
2. Ice detection switch ON./
3. Adjust sensitivity control until red light (ice light) goes OUT. This is a critical setting.
4. Tum ice detection system OFF, then ON. Red light must flash ON, then OFF, indicting all
components are operating normally.
Added: February 28, 1995 POWER PLANT

lLll
GARB ICE
ANNUNCIATOR
0
CONNECTOR J 3
GARB ICE 13 13
DETECT
SWITCH
I \
I
I
SENSITIVITY
KNIFE
CONTROL
CONNECTORS
TEMPERATURE
/PROBE
ARP 1---f+--{ RED / c;::::=

107004 f-------f-+-----iWHT)----J=B=11
f-------f-+-----i BLK '
BLACK
__l__
CARBURETOR
(f)
::J
al FIREWALL
a:
w
'<'.
c5
a:
al
t:: 1.5 A
::J
~
0
Figure 8--36. Warrior III Ice Detection System

lL12
8-50. STATIC RPM TEST PROCEDURE.

The maximum static rpm value for a fixed pitch propeller equipped aircraft provides an indication that
the engine/propeller combination is meeting rated power output.
Low static rpm indicates a low engine power or incorrect propeller (higher pitch/longer diameter)
while a high rpm indicates high engine power or incorrect propeller diameter), any of which is not desirable.
For this reason it is important that each propeller combination meets the criteria of this section. However,
many factors influence engine power and therefore the actual static rpm can change significantly. This section
provides a procedure whereby accurate and repeatable static rpm values may be obtained.
8-51. SCOPE.
This section describes the ground test procedure for determining the maximum static rpm value for
each fixed pitched propeller aircraft listed in Table VIII-III, Propeller Applicability.
8-52. EQUIPMENT.
The following equipment is required to accomplish this ground test procedure:
1. Vu-thru tachometer
2. Instrument or means to obtain outside air temperature and relative humidity or dew point.
The following list of instruments may be used, but are not the only means.
A ATIS
B. Calibrated Thermometer
C. Calibrated Psychrometer
D. National Weather Service
E. Omega Hand Held Hygrometers, models RH-201 and RH-30 or equivalent.
8-53. TEST PROCEDURE.
A simplified test procedure is provided to test static rpm under limited conditions. In the event that the
test conditions do not fall within the limits of Table VIII-III and VIII-IV, proceed to the expanded test proce-
dure.
8-54. SIMPLIFIED TEST PROCEDURE.
a. Obtain ambient outside air temperature and dew point.
b. Head aircraft into the wind.
c. Apply full throttle. Avoid prolong runs at full power.
d. Allow oil temperature to reach 180± 10 degrees.
e. Record the test static rpm using the Vu-thru tachometer.
f. Using the outside air temperature and dew point enter table VIII-III or VIII-IV, as appropriate, for
the aircraft configuration you are testing and read the corresponding BASELINE rpm value. With baseline
value and tested static rpm, proceed to Paragraph 8-56, Test Results.
NOTE
Use the temperature and dew point values on the table which
most closely correspond to the test condition. Interpolate base -
line rpm if temperature and/or dew point fall equally between
two or more blocks.
8-55. EXPANDED TEST PROCEDURE.

The worksheet found on the following page should be copied and the copy used to document the fol-
lowing expanded test procedure.
a. Obtain ambient outside air temperature and relative humidity.

1L13
NOTE
Relative humidity may he obtained using a psychrometric chart
(Figure 8-39) if the outside air temperature, and dew point, or
wet bulb are known.
b. Head aircraft into the wind.

c. Apply full throttle. A void prolonged runs at full power.
d. Allow oil temperature to reach at least 80 degrees F.
e. Record the test static rpm using the Vu-thm tachometer and engine oil temperature.
NOTE
If wind speed exceeds 10 knots, record static rpm and oil
temperature into the wind, left crosswind, downwind, and right
crosswind. Average the four test static rpm values.
f. With OAT and relative humidity, read static rpm from Figure 8-37.
g. With the oil temperature and OAT, read delta rpm from Figure 8-38.
h. Subtract the delta rpm obtained from Figure 8-38, from the static rpm obtained from Figure 8-37.
This is the BASELINE.
8-56. TEST RESULTS
The tested static rpm from the Vu-thm tachometer shall be within the tolerance specified in Table VIII-II of
the BASELINE static rpm.
TABLE VIII-II. PROPELLER APPLICABILITY
Propeller Tolerance of BASELINE
74DM6-0-58 +/- 50 rpm
74DM6-0-60 +/- 50 rpm

1L14
STATIC RPM WORKSHEET
Aircraft Model:
Aircraft SIN:
Date:
OAT:
Relative Humidity (Temp__) (Dew PT__ ) --------

%
Wind above 10 Knots
Tested
Static RPM: _ _ Avcr~c BBB B

Oil Temp: _ _ _ _ __
Rpm: (Reference Figure 71-1)
Delta rpm (subtract) (Reference Figure 71-2)
BASELINE Static rpm
Tested
Static rpm:
Result to be within tolerance (Reference (Table VIII-II)

1L15
PA-28-161
2440
··!··j··!··:···:•i-
2:
a.
0::
)~igfit;
S·;·j ·; ·;·; :·
·,··:··1··:··:··:··:··
~ 2360
··:··:···:··:··i··:··. :L(:1)):::)::
~
u,
'·,j;,wj·,i-j·,;j,;;:··· ·!··:··j··~--:···:··:··
·i··'.··1·-:---:---:--,--
··:-·":"··:··:-r;··:···: mid_ity(t:t.
.. ,. ·:. ·:·. :· -,- ·:. ·: · ·:
··:··:··;-·:··i··;··:··: -~·-:··i··;··:··:··:··
·:·:··l··:·i··:
2320-'-·-·-=~·:-··j-·;-·i-·:-..-- _;:1::)ttt
2280
2240
0 20 40 60 80 100 120 140
O.A. T. - DEG. F
NOTES:
When using the 74DM6-0-58 propeller add 35 RPM to the Static RPM.
Figure 8-37. Static Rpm (SEA LEVEL± 500' PRESSURE ALTITUDE ONLY)

1L16
STATIC RPM vs. ENGINE OIL TEMPERATURE
~
D....
0:::
<(
1-
_J
w
0
20 ., ... ,.
·1Li-:···
10
- -"'· .... .. .
..
,.... .
t~
I::
··,··,· ,· ··• '. •. ,.,,,1,:.. ··H .. •··'··:·0-Jo • •. • i
0 --!""'-'--'-...;....1.-'-'-~,f-'--'-'--'--'--'---"-'-
"+-"----'--'--'-'--'---'---'-'-!-'-'..--'-'--'..J....:.-'---'---'-+-'---'--c...:....I--'-'--'---'--+-"-'-
"c...:....1.....:....a..;...;.+-'---'---'---'--,L...:....:--'-'-+-'---'-'-.:....L..L...:....:-..:..+-'---'--"-'-'-.L...:....'-'--'-1
80 100 120 140 160 180 200 220 240 260

ENGINE OIL TEMP - DEG. F
Figure 8-38. Change in Static Rpm Vs. Engine Oil Temperature

1L17
PSYCHROMETRIC CHART
FOR
SEA LEVEL BAROMETRIC PRESSURE
EXAMPLE:
O.A.T. (Dry Bulb): 75.5

Wet Bulb: 62.5
Dew Point: 56
Rel. Humidity: 50%
20 40 60 80 100 120
DRY BULB TEMPERATURE DEG. F
Figure 8-39 Psychrometric Chart

1L18
TABLE VIII-III. STATIC RPM PA-28-161 WITH 74DM6-0-60 PROPELLER

"BASELINE" RPM (TYP)
TEMP /~DEW POlr,f (TYP)
40 36 33 30 26 23 21 17 12
40 2360 2300 2300 2300 2310 2310 2310 2310 2310
50 46 43 39 35 31 27 21 16
50 2300 2310 2310 2310 2310 2320 2320 2320 2330
60 56 53 50 45 41 34 28 21
60 2310 2310 2310 2320 2320 2330 2330 2330 2340
70 67 63 60 55 50 44 36 27
70 2300 2310 2310 2320 2330 2330 2340 2340 2350
80 76 73 68 65 60 53 45 33
80 2290 2300 2310 2320 2330 2340 2340 2350 2360
85 81 77 73 69 65 58 50 40
85 2290 2300 2310 2320 2330 2340 2350 2360 2370
90 86 83 78 74 69 63 55 43
90 2280 2290 2300 2310 2320 2330 2350 2360 2370
95 91 87 83 78 73 67 59 47
95 2260 2280 2290 2300 2320 2330 2350 2360 2370
100 96 93 88 84 78 72 64 52
100 2250 2260 2280 2300 2310 2330 2340 2360 2380
TABLE VIII-IV. STATIC RPM PA-28-161 WITH 74DM6-0-58 PROPELLER

"BASELINE" RPM (TYP)
TEMP / /DEW POINT (TYP)
40 36 33 30 26 23 21 17 12
40 23~0 2340 2340 2340 2340 2340 2340 2350 2350
50 46 43 39 35 31 27 21 16
50 2340 2340 2340 2350 2350 2350 2360 2360 2360
60 56 53 50 45 41 34 28 21
60 2340 2340 2350 2350 2360 2360 2370 2370 2370
70 67 63 60 55 50 44 36 27
70 2340 2340 2350 2360 2360 2370 2370 2380 2390
80 76 73 68 65 60 53 45 33
80 2330 2330 2340 2350 2360 2370 2380 2390 2400
85 81 77 73 69 65 58 50 40
85 2320 2330 2340 2350 2360 2370 2380 2390 2400
90 86 83 78 74 69 63 55 43
90 2310 2320 2330 2350 2360 2370 2380 2390 2400
95 91 87 83 78 73 67 59 47
95 2300 2310 2330 2340 2350 2370 2380 2390 2410
100 96 93 88 84 78 72 64 52
100 2280 2300 2320 2330 2350 2360 2380 2400 2410

1L19
TABLE VIII-V. ENGINE TROUBLESHOOTING CHART

Failure of engine to start. Lack of fuel. Check fuel system for leaks.
Fill fuel tank.
Clean dirty lines, strainers, or
fuel cocks.
Underpriming. Prime with two or three strokes

of primer.
Overpriming. Open throttle and "unload"engine

by turning propeller (crankshaft)
in counterclockwise direction.
Incorrect throttle setting. Open throttle to one-tenth of its

range.
Defective spark plugs. Clean and adjust or replace spark

plug or plugs. Refer to Textron
Lycoming Service Instructions
No. 1042 for spark plug gap
adjustments.
Defective ignition wire. Check with electric tester and

replace any defective wires.
Magneto not operating properly. Check timing of magnetos.
Internal failure. Check oil sump screen for metal

particles. If found, complete
overhaul of the engine may be
indicated. Check with engine
manufacturer.
Improper switch wiring for left Reverse magneto switch wires.

magneto starting.
Magnetized impulse coupling on Demagnetize impulse couplings.

left magneto.
Frozen spark plug electrodes. Replace spark plugs or dry out

removed plugs.
Mixture control in idle cut-off. Open mixture control.

1L20
TABLE VIII-V. ENGINE TROUBLESHOOTING CHART (cont.)

Failure of engine to start (cont.). Shorted ignition switch or loose Check and replace or repair.
ground.
Failure of engine to idle properly. Incorrect carburetor idle Adjust throttle stop to obtain
adjustment. correct idle.
Idle mixture. Adjust mixture. Refer to engine

manufacturer's handbook for
proper procedure.
Leak in the induction system. Tighten all connections in the

induction system. Replace any
parts that are defective.
Low cylinder compression. Check cylinder compression.
Faulty ignition system. Check entire ignition system.
Open primer. Lock primer.
Improper spark plug setting for Check spark plug gap.

altitude.
Dirty air filter. Clean or replace.
Low power and uneven running Check primer. Readjustment of

engme. Mixture too rich; indicated by carburetor indicated.
sluggish engine operation, red
exhaust flame and black smoke.
Check fuel lines for dirt or other
Mixture too lean, indicated by restrictions. Check fuel supply.
overheating or backfiring.
Tighten all connections.
Leaks in induction system. Replace defective parts.
Defective spark plugs. Clean or replace spark plug.
Defective thermostats. Replace.
Defective temperature gauge. Replace gauge.
Excessive blow-by. Usually caused by weak or

stuck rings. Top overhaul
engme.

1L21

Low power and uneven running Improper engine operation. Check entire engine.
engine (cont.).
Improper grade of fuel. Fill tank with recommended fuel
grade.
Magneto not working properly. Check timing of magneto.
Defective ignition wire. Check wire with electric tester.

Replace defective wire.
Defective spark plug terminal Replace connectors on spark plug

connectors. Wlfe.
Restriction in exhaust system. Check for loose muffler bafiles.
Improper ignition timing. Check magnetos for timing

and synchronization.
Failure of engine to develop full Throttle lever out of adjustment. Adjust throttle lever.
power.
Leak in induction system. Tighten all connections, and
replace defective parts.
Restriction in carburetor air Examine air scoop and remove

scoop. restriction.
Improper fuel. Fill tank with recommended fuel.
Faulty ignition. Tighten all connections.
Check system. Check ignition

timing.
Rough running engine. Cracked engine mounts. Repair or replace engine mount.
Unbalanced propeller. Remove propeller and have it

checked for balance.
Bent propeller blades. Check propeller for blade track.
Defective mounting bushings. Install new mounting bushings.

1L22

Rough running engine (cont.). Lead deposit on spark plug. Clean or replace plugs.
Malfunctioning engine. Check entire engine.
Low oil pressure. Insufficient oil. Check oil supply.
Dirty oil screens. Remove and clean oil screens.
Defective oil pressure gauge. Replace gauge.
Air lock or dirt in relief relief Remove and clean oil pressure
valve. valve.
Leak in suction line or pressure Check gasket between accessory

line. housing and crankcase.
High oil temperature. See High Oil Temperature in

Trouble column.
Stoppage in oil pump intake Check line for obstruction.

passage. Clean suction screen.
Worn or scored bearings. Complete engine overhaul.
High oil temperature. Insufficient air cooling. Check air inlet and outlet for
deformation or obstruction.
Insufficient oil supply. Fill oil sump to proper level.
Clogged oil lines or screens. Remove and clean oil screens.
Failing or failed bearing. Examine sump for metal particles

and, if found, overhaul engine.
Defective thermostats. Replace.
Defective oil temperature gauge. Replace gauge.
Excessive blow-by. Usually caused by weak or

stuck rings. Top overhaul
engme.
Improper engine operation.
Check entire engine.

1L23

Excessive oil consumption. Leakage through engine fuel Replace fuel pump O-ring.
pump vent.
Engine breather or vacuum pump Check engine compression. If

breather (blowing oil). too low, top overhaul engine.
Check engine and vacuum pump
breather for excessive leakage or
pressure. Overhaul or replace
vacuum pump
Engine breather or vacuum pump Check engine and vacuum pump

breather (leaking oil). breather fittings, couplings and
breather pipe for position.
Failing or failed bearing. Check sump for metal particles

and, if found, completely overhaul
engme.
Worn or broken piston rings. Install new piston rings.
Incorrect installation of piston Install new piston rings.

nngs.
External oil leakage. Check engine carefully for leaking

gaskets, O-rings or sand holes.
Inaccurate pressure readings after Cold weather. In extremely cold weather, until
initial engine start. engine has warmed to normal
operating temperature, oil pressure
readings up to 100 psi does not
necessarily indicate malfunctioning.
Overpriming during initial engine Cold weather. Rotate the crankshaft, by hand, in
start. the counterclockwise direction
with throttle FULL OPEN and
IGNITION SWITCH OFF.
Inaccurate pressure readings after Cold weather. High or low pressure readings,
initial engine start .. due to extremely cold weather,
are not necessarily a malfunction.
Small and long oil lines will not
transfer pressure readings
accurately until engine has
warmed to normal operating
temperature.

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1L25
PAGES 1L26 THRU 2A6

INTENTIONALLY BLANK

1L26
SECTION
IX
FUEL SYSTEM
2A7
2A8
SECTION IX - FUEL SYSTEM
TABLE OF CONTENTS
Paragraph Grid No.
9-1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A11

9-2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A11
9-3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A13
9-4. Fuel Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A13
9-5. Removal of Fuel Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A13
9-6. Inspection and Repair of Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . 2A13
9-6a. Sloshed Fuel Tank 100 Hour Inspection . . . . . . . . . . . . . . . . . . . . 2A14A
9-7. Installation of Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A14A
9-8. Fuel Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A14A
9-9. Inspection and Tightening of Fuel Union Fittings . . . . . . . . . . . . . 2A15
9-10. Replacement of Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A16
9-11. Fuel Quantity Transmitter Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A17
9-12. Removal of Fuel Quantity Transmitter Unit . . . . . . . . . . . . . . . . . 2A17
9-13. Installation of Fuel Quantity Transmitter Unit . . . . . . . . . . . . . . . 2A17
9-14. Fuel Quantity Transmitter/Gauge Check . . . . . . . . . . . . . . . . . . . . 2A17
9-15. Check and Adjustment of Fuel Quantity Transmitter Unit . . . . . . 2A22
9-16. Locking Fuel Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B1
9-17. Disassembly of Locking Fuel Cap . . . . . . . . . . . . . . . . . . . . . . . . . 2B1
9-18. Assembly of Locking Fuel Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B1
9-19. Fuel Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B2
9-20. Removal of Fuel Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B2
9-21. Installation of Fuel Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . 2B2
9-22. Fuel Filter Bowl and Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B2
9-23. Removal of Fuel Filter Bowl and Housing . . . . . . . . . . . . . . . . . . 2B2
9-24. Installation of Fuel Filter Bowl and Housing . . . . . . . . . . . . . . . . 2B3
9-25. Cleaning and Inspection of Filter Bowl Screen . . . . . . . . . . . . . . . 2B3
9-26. Electric Fuel Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B3
9-27. Plunger Type Electric Fuel Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B3
9-28. Removal of Electric Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B3
9-29. Disassembly of Electric Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . 2B3
9-30. Cleaning, Inspection and Repair of Electric Fuel Pump . . . . . . . . 2B4
9-31. Resistance Check of Plunger Type Electric Fuel Pump . . . . . . . . 2B5
9-32. Assembly of Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B5
9-33. Bench Test Adjustment of Electric Fuel Pump . . . . . . . . . . . . . . . 2B5
9-34. In Airplane Adjustment of Electric Fuel Pump . . . . . . . . . . . . . . . 2B5
9-35. Installation of Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B6
01/01/09 IX - TABLE OF CONTENTS

2A9
SECTION IX - FUEL SYSTEM
Paragraph Grid No.
9-36. Engine Primer Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B6

9-37. Removal of Engine Primer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B6
9-38. Disassembly, Cleaning and Assembly of Engine Primer . . . . . . . . 2B7
9-39. Installation of Engine Primer Pump . . . . . . . . . . . . . . . . . . . . . . . 2B7
9-40. Primer Jets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B7
9-41. Cleaning Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B7
IX - TABLE OF CONTENTS 01/01/09

2A10
SECTION IX
FUEL SYSTEM
9-1. INTRODUCTION.
The fuel system components covered in this section consist of the fuel tanks, selector valves, filter
screens and fuel pump. Instructions are given for remedying difficulties which may arise in the normal
operation of the fuel system. The instructions are organized so the mechanic can refer to: Removal,
Repair, Installation and Adjustment of each part of the system.
Maintenance for carburetion and fuel injection may be found under Power Plant, Section VIII.
9-2. DESCRIPTION.
a. PA-28-151, Warrior and PA-28-161, Warrior II. (Refer to Figure 9-1.)
The PA-28-151, Warrior and PA-28-161, Warrior II airplanes are equipped with aluminum fuel
tanks consisting of one in the inboard leading edge section of each wing. Each tank has a capacity
of 25 gallons, of which 24 gallons are usable.
To provide an even fuel flow, each fuel tank on the PA-28-151, S/N’s 28-7415001 thru 28-7515449,
has two outlets, one forward and one aft. Strainers are installed on each outlet. Fuel is pumped
through the forward and aft outlets to fuel manifolds in the inboard section of either wing. Each
manifold is a small collector with an inlet hose from each tank outlet, and an outlet hose to the fuel
selector valve located on the left side of the cabin in front of the pilot’s seat.
Only one outlet is required to obtain an even fuel flow on the PA-28-151, Warrior, S/N’s 28-
7615001 thru 28-7715314, and on all PA-28-161, Warrior II airplanes. A strainer is installed in the
fuel outlet of each tank. A fuel line is routed from the tank outlet through the wings to the fuel
selector valve located on the left side of the cabin in front of the pilot’s seat.
Fuel is then routed from the fuel selector valve to the fuel strainer bowl mounted on the left forward
face of the firewall. From the strainer bowl a fuel line is routed to the electric fuel pump, the
engine-driven fuel pump, and then to the carburetor and fuel inlet port.
Two electrical fuel quantity gauges are mounted within the instrument cluster of the PA-28-151 and
PA-28-161, S/N’s 28-7716001 thru 28-8616057, and 2816001 thru 2816109. Each gauge is
connected to a transmitter unit installed in the fuel tanks.
b. PA-28-161, Warrior III. (Refer to Figure 9-2.)
PA-28-161, Warrior III airplanes are equipped with aluminum fuel tanks consisting of one in the
inboard leading edge section of each wing. Each tank has a capacity of 25 gallons, of which 24
gallons are usable. A strainer is installed in the fuel outlet of each tank. A fuel line is routed from
the tank outlet through the wings to the fuel selector valve located on the left side of the cabin in
front of the pilot’s seat. (Refer to Figure 9-2.) A line from the fuel selector valve leads to the fuel
strainer bowl mounted on the left forward face of the firewall. From the strainer bowl a fuel line is
routed to the electric fuel pump, the engine-driven fuel pump, and then to the carburetor and fuel
inlet port.
01/01/09 IX - FUEL SYSTEM

2A11
The electric fuel pump is installed on the left forward side of the firewall. The outlet port on the
pump is equipped with a tee. One side of the tee is routed through the engine-driven pump to the
carburetor. The other side of the tee is routed through the primer solenoid valve (clamped to the left
side engine mount) to cylinders 1, 2, and 4. In the event of engine-driven fuel pump failure, the
electric fuel pump can be activated continuously by an ON-OFF rocker type FUEL PUMP switch
located in the switch panel.
The electric fuel primer system may be used for cold engine start. A push ON, spring-loaded OFF
primer (PRIME) switch, located just above the magneto/ignition switch on the instrument panel, is
used to activate the system. When pushed and held in, the switch activates a relay, which bypasses
the FUEL PUMP switch, and operates the electric fuel pump. At the same time, a solenoid valve is
opened electrically, permitting liquid fuel to be pumped directly to cylinders 1, 2, and 4.
The Warrior III has two electrical fuel gages, mounted in a common instrument, located on the
lower right side of the pilot’s instrument panel. The gauges are connected electrically to a
transmitter unit installed in each tank.
IX - FUEL SYSTEM 01/01/09

2A12
Troubles peculiar to the fuel system are listed in Table IX-III along with their probable causes and
suggested remedies. When troubleshooting, check from the power supply to the items affected. If no
trouble is found by this method, the trouble probably exists inside individual pieces of equipment; they
may be removed from the airplane and an identical unit or units, tested and known to be good, installed
in their place.
9-4. FUEL TANKS.
9-5. REMOVAL OF FUEL TANKS.
a. Drain the fuel from the fuel tank. (Refer to Draining Fuel System, Section II.)
b. Remove the screws from around the perimeter of the tank assembly.
c. Pull the tank away from the wing assembly far enough to gain access for removal of the sender wire
and disconnect the fuel line from the forward and aft outlets.
d. The tank is now free to be removed.
9-6. INSPECTION AND REPAIR OF FUEL TANK.
Visually inspect fuel tanks and adjacent areas for signs of leaks. Tell tale stains are frequently the first
indication. Fuel tanks found to be seeping or leaking fuel must be removed and repaired, as authorized
herein, or replaced.
WARNING: SLOSHING OF FUEL TANKS PROHIBITED.
a. Remove tank(s) as described above.
b. Fuel tanks which have previously been sloshed must be replaced if new leaks are detected.
c. Leaks in fuel tanks which have not been sloshed can be sealed with Products Research Corp.
PR-1422A2 sealant.
1. Allow sealant to cure 72 hours.
2. Leak check repair by filling the fuel tanks with 1.5 psi clean dry air and:
(a) applying a water and soap solution; or,
(b) submerging seams in clean water a minimum of one (1) to no more than six (6) inches.
NOTE: Replace the tank if it cannot be successfully repaired by the method above.

2A13
NOTE 1
THIS INSTALLATION USED
ON AIRPLANE SERIAL
NUMBERS 28-7 415001 TO
28-7 515449.
CARBURETOR
THROTTLE
MIXTURE
FUEL PRESSURE GAUGE
ENGINE FUEL PUMP
ELECTRIC FUEL PUMP
LEFT MAIN TANK FUEL TANK SELECTOR VALVE RIGHT MAIN TANK
SEE NOTE 1
LEFT MANIFOLD RIGHT MANIFOLD
FUEL QUANTITY GAUGES

NOTE2
TH IS INSTALLATION USED ON AIRPLANES
WITH SERIAL NUMBERS 28-7615001 AND
FUEL STRAINER UP, AND ON ALL WARRIOR ll's.
FUEL TANK SELECTOR VALVE RIGHT MAIN TANK

LEFT MAIN TANK
-=
-=
FUEL QUANTITY GAUGES

Figure 9-1. PA-28-151 and PA-28-161, Warrior II Fuel Systems Diagram
Revised: February 28, 1995 FUEL SYSTEM

2A14
9-6a. SLOSHED FUEL TANK 100 HOUR INSPECTION.

WARNING: SLOSHING OF FUEL TANKS PROHIBITED.
The seams in fuel tanks installed in early PA-28-151 / -161 airplanes were sealed at the factory by
sloshing. Replacement of fuel tanks which have previously been sloshed is recommended. If the fuel
tank must remain in service, each 100 hours inspect as follows:
a. The entire interior of the tank should be inspected with the tanks drained. Use a mirror and
inspection light through the filler neck and inspect for peeling of the sloshing compound. Small
scrapes in the film adjacent to the filler neck may be disregarded provided there is no indication of
peeling.
b. If peeling has occurred and separated material is found, the tank must be removed and replaced.
9-7. INSTALLATION OF FUEL TANK.
a. Slide the main tank partly into position and connect the sender wire and fuel line to the forward and
aft outlets.
b. Slide the tank completely into place and secure with screws around its perimeter.
c. Fill the fuel tank and check for leaks, unrestricted fuel flow, and proper sender indications on the
quantity gauge. (Refer to paragraph 9-14.)
9-8. FUEL LINES.

2A14A

2A14B
CARBURETOR
FUEL
PRESSURE FUEL
GAUGE - PRIMER
ENGINE SOLENOID
FUEL
PUMP
ELECTRIC
FUEL PUMP
RELAY
~
PRIMER
ELECTRIC SWITCH
FUEL PUMP
FUEL STRAINER
FUEL TANK
LEFT MAIN TANK SELECTOR RIGHT MAIN TANK
VALVE
FUEL
QUANTITY
GAUGE
Figure 9-2. PA-28-161, Warrior III Fuel Systems Diagram
9-9. INSPECTION AND TIGHTENING OF FUEL LINE UNION FITTINGS.

a. Remove the aft inboard inspection panel from the lower surface of the right and left wing.
b. Remove the pilot's seat and left cabin side panel. Fold back the carpeting that covers the forward
side of the spar box and remove the cover from the fuel line(s).
c. Inspect all union fittings used if the fuel system for signs of leakage. Note any leaking fittings for
later re-check.
CAUTION
Using other than a a crow's foot tubing type adapter will result
in deformation or severe damage to the union nut, and will
probably cause a leak, necessitating replacement of the union
and tubing.
Added: February 28, 1995 FUEL SYSTEM

2A15
NOTE
If a galled nut and union is suspected during the torque check,
back offthe nut and inspect the threads. Ifthe union is sewiceable.
Apply a thread lube such as Fluorocarbon Dry Lubricant
MS-122 (Miller Stephenson Co.), Slip Spray Lubricant
(Dupont) or Ferrulube (Parker-Hannifin), and torque the nut
to the proper values as listed in Step d Replace any unserviceable
unions per instructions given in paragraph 9-10.
d. Using a torque wrench and tubing crow's foot, carefully tighten each union fitting to the torques
listed below:
Tube Size Applied Torque
1/4 in. OD 75-95 inch-pounds Using a Tubing
3/8 in. OD 175-195 inch-pounds Crow's Foot
Apply thread lubricant to the male connector threads only. Do not permit lubricant to enter the throat
of the connector seat or contact the ferrule seat face.
e. After torquing each fitting, measure the distance between the face of the union nut and face of
tubing nut. Refer to Figure 9-3 for tolerance.
f. Replace all out of tolerance fittings in accordance with instructions given in paragraph 9-10.
g. After all unions have been checked for proper tightness, and all necessary repairs have been made,
fill fuel tanks. Run engine for three to five minutes on each tank.
h. After engine shut down, wiggle all unions. Repairs any leaking fittings in accordance with
paragraph 9-10.
1. When system is leak free, replace the side panel, carpet, access plates and seat.
J. Make appropriate logbook entry.
9-10. REPLACEMENT OF FITTINGS.
NOTE
Defueling airplane before replacing unions or tubing.
a. Repair fittings showing evidence of galling, or that do not meet the dimensional requirements of
Figure 9-3. Fittings that continue to leak after being tightened must be repaired.
b. To repair a leaking union:
1. Remove union.
2. Cut off the swaged ferrule and add a short length of tubing.
3. Replace union using a standard AN fitting as outlined in AC43.13-1A paragraph 392.
c. Fabricated replacement tubes and unions purchased from Piper have the ferrule pre-swaged onto
the tube. Install as follows:
1. Apply a thread lubericant as recommended in of paragraph 9-9, d to the threads of the union.
2. Carefully align the tube into the union and snug up the nut using a wrench.
3. Using the wrench, tighten nut one to two flats (1/6 to 1/3 of a tum).
d. Replacement tubes and unions purchased from Parker-Hannifin do not have pre-swaged ferrules
Installed as follows:
1. Cut off the tubing at a convenient location back from the fitting.
2. De-burr the end of the tube and prepare a short length of tube to splice into the line.
3. Lubricate nut and fitting threads with Fluorocarbon Dry Lubricant (Miller-Stephenson Co.),
Slip Spay Lubricant (Dupont), or Ferulube (Parker-Hannifin). Apply lubricant per paragraph 9-9.
4. Screw the nut and ferrule onto the union until solidly finger tight.

2A16
0.08"
1/4"0D ~
TUBING I I~TO
0.11"
3/8" OD
I ~ 0.12"
TO
TUBING__.., 0.17"
Figure 9-3. Tolerances, Union Nut and Tubing Nut
5. Insert the tubes into the unions, being careful to ensure proper straight alignment of the tubing
and union.
6. Using a tubing wrench tighten the nut one and one-quarter (1-1/4) turns.
e. After corrective action has been completed, perform leak test as outlined in paragraph 9-9, g and h.
9-11. FUEL QUANTITY TRANSMITTER UNIT.
9-12. REMOVAL OF FUEL QUANTITY TRANSMITTER UNIT.
a. Remove fuel tank. (Refer to Paragraph 9-5.)
b. Disconnect transmitter wire from the connection post.
c. Cut the safety wire securing the five attaching bolts.
d. Remove the five attaching bolts and washers. Remove the transmitter unit.
9-13. INSTALLATION OF FUEL QUANTITY TRANSMITTER UNIT.
a. Position transmitter and gasket to the fuel tank. Secure with five bolts and washers. Torque bolts to
25 inch-pounds.
b. Safety the bolts with NASM20995C32 wire.
c. Connect transmitter wire to the connection post.
d. Install the fuel tank. (Refer to Paragraph 9-7.)
9-14. FUEL QUANTITY TRANSMITTER/GAUGE CHECK.
a. To check PA-28-151 and P28-161, Warrior with A. C. Sparkplug fuel quantity transmitter unit and
gauges:
1. Level airplane, ± 1°, longitudinally and laterally.
2. Turn fuel selector valve off.
3. Completely drain fuel tank that relates to the gauge to be checked. (Refer to Draining Fuel
System, Section II.)
4. Place battery-alternator switch in OFF position.
CAUTION: POWER SUPPLY SHOULD BE CAPABLE OF SUPPLYING 14 VDC TO THE
GAUGE.
NOTE: External power supply used in order to supply consistent voltage to sender and gauge.

2A17
5. Connect external power supply unit. Connect the red (positive) lead to the starter solenoid
heavy terminal which is not connected to the starter.
6 Adjust power supply unit to provide 13.5 to 14.5 Vdc. Allow gauges to warm-up for a
minimum of three minutes.
-NOTE-
Connect a wire to the sender side of each gauge. To read gauge
ground wire momentarily to airframe through a 200 Q resis -
tor at the O and 5 gallon positions; through a 35 Q resistor at
the 10 through 20 gallon positions; no resistor at the full (25
gallon) position.
7 Place one U. S. gallon of fuel in each tank. Momentarily ground wire through a 200 0 resistor
to airframe.
8. After needle on each gauge descends to a stable reading (: 15 seconds minimum), observe fuel
quantity gauge. It should read empty. (Refer to chart 2802 for tolerances permitted between fuel gauge reading
and actual fuel in tank.)
9. Add fuel to tank in five U.S. gallon increments until tank is full. Ground wire through
appropriate resistor to airframe. Check gauge readings.
NOTE
To obtain specified tolerances, adjust float assembly per
instructions given in Paragraph 9-15,.
TABLE IX-I. TRANSMITTER/FUEL GAUGE TOLERANCES

MAIN TANK
Actual Fuel in Gauge Reading

Tank (U.S. Gal) (U.S. Gal)
Full 22 to Full*
20 17 to 24
15 12 to 17
10 7 to 12
5 2 to 6
0 0 to -2
*Plus one needle width
b. To check PA-28-151 and P28-161, Warrior II with Stewart Warner or Rochester fuel quantity
transmitter unit and gauges:
CAUTION
Rochester sending units are not compatible with A. C.
Sparkplug or Stewart Warner gauges. Rochester gauges must
he used with Rochester sending units
1. Pre-installation check:

2A18
Apply 14 V de to the terminals at the rear of the gauge through a resistor network comprised
of the resistive values specified in the Table IX-II. Verify that, for each resistive value, the gauge indication is
as specified in Table IX-II.
TABLE IX-II FUEL QUANTITY GAUGE RESISTANCE/TOLERANCE VALUES

RESISTANCE GAUGE TOLERANCE
IN OHMS (0) INDICATION (NEEDLEWIDTHS)
0 DOT ±1/2
3 0 -1/2, +O
14 5 ±1/2
23 10 ±1
33 15 ±1
45 F ±1
2. Post installation check.
A. Level airplane,± 1°, longitudinally and laterally.
B. Place battery-alternator switch in OFF position.
C. Completely drain fuel tank that relates to the gauge to be checked. (Refer to draining fuel
system, chapter 12.)
D. Connect external power supply unit. Connect the red (positive) lead to the starter solenoid
heavy terminal which is not connected to the starter.
E. Adjust power supply unit to provide 13.5 to 14.5 Vdc. Allow gauges to warm-up for a
minimum of three minutes.
NOTE
After measured amount offuel has been added, vibrate the
tank by humping its lower surface. Vibrate the gauge(s) by
tapping gently on the gauge glass with fingers.
F. Place 1 U. S. gallon of fuel in each tank. After recording reading, add fuel in increments
specified in Table IX-III. Check gauge readings.
TABLE IX-III. 14 VDC FUEL QUANTITY GAUGE TOLERANCE VALUES

ACCEPTABLE READINGS
ACTUAL FUEL (IN NEEDLE WIDTHS)
FUEL IN TANK GAUGE MINIMUM MAXIMUM
ADDED - U. S. GALLONS INDICATION
1 1 0 -1 1/2 +O
5 6 5 -1 +l
5 11 10 -1 +11/2
5 16 15 1 +11/2
9 25 F 1 +11/2

2A19
c.PA-28-161 Warrior III 28 Vdc Fuel Gauges

The Warrior III fuel gauges consist of individual indicators for the left and right fuel tanks
contained in a common instrument.
1. Bench check:
The bench check requires the use of a resistance decade box containing a six position switch.
(Refer to Figure 28-7)
A. Connect a 50 resistor between the ground terminal (GND) and left or right sender
terminal, appropriate to side not being tested. (Refer to Figure 9-4)
B. Connect resistance decade to the left or right sender terminal, appropriate to side being
tested. (Refer to Figure 9-4)
C Apply 28 Vdc, through the resistance decade, to the ground (GND) and positive(+)
terminals. (Refer to Figure 9-4)
D Low end adjustment: (Refer to Figure 9-4
(1) Select position Fon resistor decade switch.
(2) Verify the appropriate instrument needle points to zero (0).
(3) If needle does not point to 0, adjust NULL potentiometer, located on bottom of
instrument below side being tested, to center needle on 0.
E High end adjustment: (Refer to Figure 9-4
(a) Select position A on resistor decade switch.
(b) Verify the appropriate instrument needle points to F.
(c) If needle does not point to F, adjust gain potentiometer, located on bottom of
instrument below side being tested, to center needle on F.
(6) Full range check
(a) After low and high end adjustments have been completed check that, for each resistive
value, the gauge indication is as specified in Table IX-IV.
TABLE IX-IV. 28 VDC FUEL QUANTITY GAUGE RESISTANCE/TOLERANCE VALUE

2
(!)SWITCH RESISTANCE GAUGE ( ) TOLERANCE
POSITION IN OHMS INDICATION (NEEDLEWIDTHS)

F 3 0 +O, -1/2
E 14 5 ± 1/2
D 23 10 ± 1/2
C 33 15 ± 1/2
A 45 F ± 1/2
(!)
See Figure 9-4
(2)
See Figure 9-4

2A20
FUEL QUANTITY
INDICATOR
45 OHMS
5 OHM DUMMY
RESISTOR
A B
LEFT SEND RIGHT SE]\[)
C 33 OHMS
D 23 OHMS
+ SWITCH
28VDC 0 E 14 OHMS
F 3OHMS
LEFT NULL RIGHT NULL

AND GAIN AND GAIN
ADJUSTMENTS ADJUSTMENTS
Figure 9-4. Resistance Decade Test Box Set Up
J 1/2 Needle Width
r ~ I'-
~
Radial Mark
As Appropriate
NEEDLE DEVIATION
Needle
Figure 9-5. Wan·ior III Fuel Quantity Needle Deviation

2A21
b. Post installation functional check:

(1) Level airplane,± 1°, longitudinally and laterally.
(2) Place battery-alternator switch in OFF position.
(3) Completely drain fuel tank that relates to the gauge to be checked. (Refer to draining fuel
system, chapter 12.)
(4) Connect external power supply to airplane's electrical system using APU connector.
(5) Adjust power supply unit to provide 24 to 28 Vdc. Allow gauges to warm-up for a mini-
mum of three minutes.
(6) Place 1 U. S. gallon of fuel in each tank. After recording reading, add fuel in increments
specified in Table IX-V. Verify gauge readings.
TABLE IX-V. 28 VDC FUEL QUANTITY GAUGE TOLERANCE VALUES

FUEL ADDED ACTUAL FUEL GAUGE TOLERANCE RESISTANCE
(U.S. GALLONS) IN TANK (U. S. INDICATION (NEEDLEWIDTH) REFERENCE
GALLONS) (OHMS BOTH
SENDERS)
1 1 0 +0, -1 3
5 6 5 ±3/4 14
5 11 10 ±1 23
5 16 15 ±11/2 33
9 25 F ±11/2 45
9-15. CHECK AND ADJUSTMENT OF FUEL QUANTITY TRANSMITTER UNIT.

a. PA-28-151 and P28-161, Warrior II Stewart Warner Fuel Quantity Transmitter Check.
1. Remove transmitter unit to be checked from the fuel tank.
2. Check and adjust transmitter unit float position as follows:
(A) Fasten unit to a fabricated checking jig (Figure 9-6.) with washer and nuts. (Fabricate jig
per Figure 9-7 dimensions.)
(B) Check with the float arm down against mechanical stop on transmitter, the float is just
touching base of jig. (Float may be to 0.18 inch above base.) If float does not touch the base or float arm is not
against bottom stop, adjust float assembly arm stop by bending it per Figure 9-6. The entire surface of float
must be horizontal with the jig base.
3 Check transmitter unit for correct resistance and dead spots as follows:
(A) Connect an ohmmeter to transmitter unit and move float arm to its bottom mechanical
stop. Ohmmeter must read ohms resistance as per Table IX-VI.
(B) Move float arm to its upper mechanical stop and check ohms resistance.
(C) Check for dead spots by slowly moving float arm from bottom stop, to upper stop, and
back. Ohmmeter indicator must move steadily up and down scale without fluctuation as float arm is moved.
(D) If there is incorrect resistance or dead spots, replace sending unit.
TABLE IX-VI FUEL QUANTITY TRANSMITTER CALIBRATION TOLERANCES
UNIT POSITION RESISTANCE
PIN 486 520 Empty 240 +20, -0 ohms
(Rubber Float) Full 33.5 +0, -4.5 ohms

2A22
ADJUSTMENT
LOCATION - - - - - ; - ~ + - i - ; ; - ~
TEST JIG
REFER TO
FIGURE 9-5
Figure 9-6. Fuel Quantity Transmitter Checking Jig

b. Warrior II and III Rochester Fuel Quantity Transmitter Check.
1. Remove transmitter unit to be checked from the fuel tank.
2. Check and adjust transmitter unit float position as follows:
(A) Fasten unit to a fabricated checking jig with washer and nuts as shown in Figure 9-6.
(Fabricate jig per Figure 9-7 dimensions.)
(B) Check resistance with the float just touching the top, back of a 0.27 inch spacer.
Resistance of the sending unit is 3 ohms,± 0.5 ohm. If the resistance of the sending unit is not in this range,
adjust arm of the float assembly by gently bending it as shown in Figure 9-6. The entire float must be kept
horizontal to the base of the fixture.
3. Check transmitter unit for correct resistance and dead spots as follows:
(A) Remove sending unit from the checking fixture and connect it to an ohmmeter. Allow
float arm to rest on the bottom mechanical stop. The resistance must read 0, ± 0.5 ohms .
(B) Move float arm to its upper mechanical stop. The resistance must be 45, ± 2 ohms.
(C) To check for dead spots:
(1) Slowly moving float arm from bottom stop, to upper stop, and back.
(2) Check that ohmmeter moves steadily up and down scale without fluctuation as float
arm is moved.
(D) If any resistance is not correct, or any dead spots are found, replace sending unit.

2A23
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Fiure 9-7. Fabricated Fuel Quantity Transmitter Checking Jig.

2A24
9-16. LOCKING FUEL CAP
NOTE
The vent groove on the cover is filled with sealant PR 1422.
9-17. DISASSEMBLY OF LOCKING FUEL CAP. (Refer to Figure 9-8.)

a. Remove two screws on the back of the fuel cap.
b. Remove screw which secures the pawl to the back of the key lock assembly.
c. Remove the pawl from the back of the key lock assembly.
d. Remove the nut which secures the key lock to the cover.
e. Slide the lock, rubber gasket, teflon gasket and spring over the back of the key lock.
f. Remove key lock by pushing it through the cover. Do not lose O-ring under the key lock.
9-18. ASSEMBLY OF LOCKING FUEL CAP. (Refer to Figure 9-8.)
a. Install O-ring under the key lock.
b. Insert the key lock through the cover.
c. Slide the spring, teflon gasket, rubber gasket and lock over the back of the key lock.
d. Install the nut which secures the key lock to the cover.
e. Attach the pawl to the back of the lock assembly with screw. (Use Loctite #271 thread sealing
compound.)
f. Install the two screws on the back of the fuel cap. (Use Loctite #271 thread sealing compound.)
KEY LOCK
COVER
NOTE
ADD LOCTITE #271 THREAD
SEALING COMPOUND.
O-RING KEY LOCK

COVER
SPRING SYNTHETIC
RUBBER GASKET
SCREW
Figure 9-8. Locking Fuel Cap

2Bl
9-19. FUEL SHUTOFF VALVE.

CAUTION: NO FIELD DISASSEMBLY OR REPAIR OF FUEL SELECTOR VALVES IS
AUTHORIZED. MAINTENANCE IS LIMITED TO REMOVAL AND REPLACEMENT
OF THE WHOLE UNIT.
9-20. REMOVAL OF FUEL SHUTOFF VALVE.
a. Remove two screws holding the fuel valve placard plate and the screw holding the fuel shutoff valve
handle.
b. Remove fuel shutoff valve handle and placard plate.
c. Disconnect right and left fuel inlet lines from fuel valve assembly.
d. Disconnect fuel outlet line from fuel valve assembly.
e. Remove fuel valve assembly by removing attaching screws.
9-21. INSTALLATION OF SHUTOFF VALVE.
a. Secure the valve to the bulkhead attachment plate with attaching screws.
b. Connect the fuel lines to the valve.
c. Install the fuel valve placard with attaching screws.
d. Install the valve control handle with attaching screw.
9-22. FUEL FILTER BOWL AND SCREEN. (Refer to Figure 9-9.)
9-23. REMOVAL OF FUEL FILTER BOWL AND HOUSING.
a. Check that the fuel shutoff is in the off position.
b. Depending on the type installed, release cowl fasteners or attaching screws.
c. Disconnect all electrical leads prior to removal of cowl.
d. Remove engine cowlings.
e. Disconnect fuel lines from the filter bowl housing.
f. Cut the safety wire, loosen the bail nut, move the bail wire to the side and remove the filter bowl.
g. Remove the filter bowl housing by spreading the ends of the bail wire allowing the housing to be
lifted from the bracket.
A640
1. STRAINER HOUSING
2. SCREEN
3. GASKET
4. STRAINER BOWL 4------11
5. BAIL WIRE 5-~~-
6. BAIL ASSEMBLY
7. SAFETY WIRE 6
8. DRAIN VALVE
Figure 9-9. Fuel Filter Bowl and Screen

2B2
9-24. INSTALLATION OF FUEL FILTER BOWL AND HOUSING.

a. Position filter bowl housing in the bracket and connect the fuel lines.
b. Spread bail wire ends and insert them through the holes in the side of the mounting bracket and the
filter bowl housing.
c. Position the filter bowl and bail wire. Tighten the bail nut hand tight and then tighten one nut flat
with a wrench.
d. Safety the bail nut and the bail wire assembly.
e. Connect all electrical leads prior to installing cowl.
f. Install the engine cowling.
g. Secure cowl fasteners or attaching screws.
9-25. CLEANING AND INSPECTION OF FILTER BOWL AND SCREEN.
a. Follow steps a, b, c, d and f of paragraph 9-23 for removal of the filter bowl.
b. Remove the gasket and screen from the filter housing.
c. Clean the screen and bowl with acetone or a suitable dry type solvent. If damaged, replace screen.
d. Replace the screen and install a new gasket.
e. Position the filter bowl and bail wire. Tighten the bail nut hand tight and then tighten one nut flat
with a wrench.
f. Safety the bail nut and the bail wire assembly.
9-26. ELECTRIC FUEL PUMPS.
9-27. PLUNGER TYPE ELECTRIC FUEL PUMPS.
The PA-28-151, Warrior and PA-28-161, Warrior II are equipped with a 14 Vdc electric fuel pump, while
the PA-28-161, Warrior III is equipped with a 24 Vdc electric fuel pump. These pumps are not
interchangable. Refer to the parts catalog for replacement part numbers.
9-28. REMOVAL OF ELECTRIC FUEL PUMP.
To remove fuel pump:
1. Depending on the type installed, release cowl fasteners or attaching screws.
2. Disconnect all electrical leads prior to removal of cowl.
3. Remove engine cowlings.
4. Disconnect the fuel pump electrical leads.
5. Disconnect the fuel lines from the inlet and outlet sides of the pump.
6. Remove nuts and bolts securing the pump to its mounting bracket
7. Remove the pump.
9-29. DISASSEMBLY OF ELECTRIC FUEL PUMP. (Refer to Figure 9-10.)
The following procedure is given for complete disassembly of the fuel pump. For cleaning and servicing
purposes only, refer to Step 1, then proceed to Paragraph 9-30 for cleaning, inspection and repair of
component parts.
CAUTION: TO PREVENT DAMAGE TO FILTER SCREEN, BE VERY CAREFUUL WHEN
REMOVING IT FROM THE PUMP HOUSING.
1. Cut the safety wire and remove the bottom cover, gasket, magnet and filter screen from pump.
2. Use thin nose pliers to spread and remove the ends of the retainer spring from the tube.

2B3
CAUTION: DO NOT REMOVE THE BUFFER SPRING AND VALVE FROM THE
PLUNGER ASSEMBLY.
3. Remove the retainer spring from the plunger tube
CAUTION: DO NOT TAMPER WITH SEAL AT CENTER OF MOUNTING BRACKET AT
SIDE OF PUMP. IT RETAINS THE DRY GAS WHICH SURROUNDS THE
ELECTRIC SYSTEM IN THE UPPER PORTION OF THE PUMP.
4. Remove the washer, O-ring seal, cup valve, plunger assembly from the pump.
C349
1. COVER 7. 0-RING
2. COVER GASKET 8. CUP VALVE
3. MAGNET 9. BUFFER SPRING
4. FILTER SCREEN 10. PLUNGER
5. RETAINER SPRING 11. PLUNGER TUBE
6. WASHER 12. PUMP BODY
Figure 9-10. Plunger Fuel Pump
9-30. CLEANING, INSPECTION AND REPAIR OF ELECTRIC FUEL PUMP.

a. Clean all parts with acetone or a suitable dry type solvent. If plunger assembly does not come clean
or there are any rough spots, polish gently with crocus cloth.
b. Inspect the pump for the following:
1. Check the filter screen for damage or distortion.
2. Gently touch the cup valve and check for freedom of movement. Do not disassemble.
3. Shake the plunger assembly and listen for clicks to indicate valve action.
4. On the late model pumps, check O-ring condition.
5. Check the condition of the cover gasket and plunger spring cup gasket.
c. Repair of the pump is limited to replacement of parts found defective during inspection.

2B4
9-31. RESISTANCE CHECK OF PLUNGER TYPE ELECTRIC FUEL PUMP.

To check the resistance of the motor of a completely assembled pump, connect an ohmmeter to the lead
wire of the pump and the pump body.
a. Al2-volt pump should read 4.87 to 6.4 ohms.
b. A 24-volt pump should read 16.6 to 30 ohms.
9-32. ASSEMBLY OF FUEL PUMP. (Refer to Figure 9-10.)
a. Insert the plunger spring assembly (10) in the tube with the buffer spring end first.
b. Check fit by:
1. Slowly raising and lowering the plunger in the tube.
2. Be sure to move plunger a full stroke without any tendency to stick.
3. Replace pump, if a click cannot be heard while moving plunger, meaning the interrupter
assembly is not functioning properly; .
c. Install a new plunger spring cup gasket.
d. Install the plunger spring cup. Draw the screws reasonably tight, but do not over tighten them. To
prevent the plunger from binding in the tube, be sure the cup is not cocked .
e. Place the filter screen around the bottom cover magnet.
f. Carefully guide the screen around the plunger spring cup. The screen must fit snugly at both ends.
Do not pinch or distort the screen.
g. Draw the bottom cover tight with a wrench and safety.
9-33. BENCH TEST ADJUSTMENT OF ELECTRIC FUEL PUMP.
CAUTION
Pump wi.ll be damaged if run dry for a period greater than five
minutes.
a. Check that the pump is sufficiently lubricated.

b. Connect pump electrical lead, through a switch, to a 14-volt DC power source (PA-28-151 and PA-
28-161,.Warrior II), or a 24 Vdc power source (PA-28-161, Warrior III)
c. Ground pump case
d. Connect a fuel line from a container, containing the proper octane fuel, to the inlet (IN) side of the
pump.
e. Connect another line, incorporating a pressure gauge and by-pass valve, to the outlet (OUT) side
of the pump. Route open end of line back to fuel container.
f. Run pump, with the by-pass valve open, until a steady fuel flow is obtained.
g. When a steady fuel flow is obtained, close the by-pass valve. Check the pressure gauge for the
proper reading of 4 to 4.75 psi maximum, no flow.
h. Turn pump OFF and close by-pass valve.
1. If the proper pressure was not obtained, replace plunger spring. Repeat steps f, g, and h.
J. If a new plunger spring does not correct the problem, replace the complete pump assembly.
k. After pump tests satisfactorily, install in airplane.
9-34. IN AIRPLANE ADJUSTMENT OF ELECTRIC FUEL PUMP.
a. Ensure the fuel selector is in the OFF position, and that the FUEL PUMP switch is OFF.
b. Open engine cowling.
c. Remove the fuel line from pump outlet (OUT).
d. Connect a test line, incorporating a pressure gauge and by-pass valve, to pump outlet.

2B5
e. Place a container below the open end of the test line to catch any fuel during the adjustment of the
pump.
f. Turn the fuel selector ON, open the by-pass valve on the test line, and turn the FUEL PUMP
switch ON.
g. When a steady flow of fuel is obtained, close the by-pass valve and check the reading on the test
pressure gauge. It should read 4 to 4.75 psi maximum, no flow. Do not keep by-pass valve closed/or more
than one minute during pump operation and adjustment.
h. Place the fuel selector in the OFF position, and turn the FUEL PUMP switch OFF.
1. If the proper pressure was not obtained, replace plunger spring, and repeat steps f, g, and h.
j. If a new plunger spring does not correct the problem, replace the complete pump assembly.
Repeat steps f, g, and h.
k. Disconnect test lines from the fuel pump.
1. Connect the airplanes fuel line to the pump. Open fuel selector and run the pump to check for any
fuel leaks.
m. Shut off the pump, close the fuel selector, and secure the engine cowl.
9-35. INSTALLATION OF FUEL PUMP.
To install the fuel pump:
1. Position the fuel pump to the engine mount frame and secure with bolts, washers and nuts.
2. Connect the fuel lines to the pump.
3. Connect the electrical leads to the pump.
4. Turn the fuel shutoff on and operate the fuel pump. Check all fuel line fittings for leakage.
5. Install the cowling.
9-36. ENGINE PRIMER PUMP.
9-37. REMOVAL OF ENGINE PRIMER. (Refer to Figure 9-11.)
a. Disconnect the fuel lines from the primer behind the instrument panel.
b. Loosen the locknut (12) from behind the panel.
c. Unscrew the knurled face nut (10), and withdraw the pump handle (9) and piston (7) from the
cylinder (5).
d. Remove the remaining portion of the primer.
3 4 5 6 7 8
1. CHECK BALL 8. STOP PIN
2. BALL SPRING 9. PUMP HANDLE
3. RETAINER SCREW 10. FACE NUT
4. O-RINGS 11. WASHER
5. CYLINDER 12. LOCK NUT
6. SEALING SPRING 13. SEALING PIN
7. PISTON
1 2 13 12 11 10 9
Figure 9-11. Engine Primer

2B6
9-38. DISASSEMBLY, CLEANING AND ASSEMBLY OF ENGINE PRIMER (Refer to Figure 9-11.)
a. To disassemble primer
1. Remove the retainer screw (3) from the end of the cylinder housing.
2. Remove ball spring (2) and check ball (1) from the end of the cylinder housing.
b. Clean the primer parts with acetone or a dry type solvent.
c. To assemble primer:
1. Install new O-rings to the piston (7) and lubricate with light motor oil.
2. Install check ball (1), ball spring (2) and screw (3) to the cylinder housing.
e. Insert the pump handle (9) and piston (7) into the cylinder (5) end. Finger tighten the knurled
face nut (10).
f. Immerse the pump in gasoline and operate several times to insure proper operation.
9-39. INSTALLATION OF ENGINE PRIMER PUMP. (Refer to Figure 9-11.)
a. Remove the pump handle (9) and piston (7) by unscrewing the knurled face nut (10).
b. Insert the cylinder assembly through the back side of the panel.
c. Insert the piston into the cylinder ( 5) and tighten the knurled face nut.
d. Position the primer and tighten the locknut ( 12) on the cylinder behind the panel.
e. Connect the fuel lines to the primer.
f. Disconnect the primer line inside the engine compartment.
g. Place a suitable container under disconnected primer line to catch discharged fuel. Operate the
pump to check for proper operation.
h. If pump is operating satisfactorily, connect primer line inside engine compartment.
9-40. PRIME JETS
a. To remove the prime jets:
1. Disconnect the supply line from each jet.
2. Using a deep socket, and light pressure, remove the jet from the cylinder.
b. To cleanjets:
CAUTION
Do not use sharp objects or wire brush to clean the jet tube
1. Soak in carbon remover solution long enough to loosen any dirt.

2. Blow clean with air pressure.
c. Install the jet finger tight to assure that the threads are not crossed. Then torque 60 inch-pounds.
d. Align and install the fuel supply lines. Tighten to a snug fit.
NOTE
If fuel stoppage of the primer system still exist after flushing,
check the supply lines for stoppage, bent or collapsed walls.
9-41. CLEANING FUEL SYSTEM.
a. To flush the fuel tanks and selector valve:
CAUTION
Place suitable container under disconnected fuel line to catch
discharged fuel
1. Disconnect the fuel line at the carburetor or injector.

2B7
2. Select a fuel tank.
NOTE
During flushing operation, agitate fuel within the tank to help
pick up and remove any dirt.
3. Turn electric fuel pump ON. Flush fuel through the system until it is determined there is no
dirt and foreign matter in the fuel valve or tank.
c. Repeat procedure for other tank.
d. After both tanks have been flushed, clean all fuel filters.
TABLE IX-VII. FUEL SYSTEM TROUBLESHOOTING

Failure of fuel to flow. Blockage in fuel line. Flush fuel system.
Blockage of cap vent. Check and clean vent hole in cap.
Failure of mechanical or electri- Check and replace fuel pump(s)

cal fuel pump. if necessary.
Failure of fuel selector to be in Check position of selector and

proper position. adjust if required.
Damage of fuel selector valve. Replace fuel selector valve.
Fuel gauge fails to operate. Broken wire. Check and repair.
Gauge inoperative. Replace gauge.
Circuit breaker open or fuse Check and reset circuit breaker or

blown. replace fuse.
Fuel transmitter not completely Check ground connections at fuel

grounded. transmitter in wings.
Sticking fuel transmitter float and Check fuel transmitter float and
arm assembly in wing tank(s). arm in wing tank(s ). Repair or
replace.
Fuel gauge indicates full when Incomplete ground on transmitter Check ground connections.at fuel
tanks are not full. Wlfe transmitter in wings.

2B8
TABLE IX-VII. FUEL SYSTEM TROUBLESHOOTING (cont.)

No fuel pressure indication. Fuel valve stuck. Check valve.
No fuel in tanks. Check fuel level. Add fuel as

required.
Defective engine driven fuel Check engine driven pump for

pump. pressure build up. Check
diaphragm and relief valves in
engme pump. Check for
obstructions in electric pump.
Check for air leak in intake lines.
Defective fuel pressure gauge. Replace fuel pressure gauge.
Fuel selector not in proper Check position of selector .and

position adjust if required.
Pressure low or pressure Obstruction in inlet side of Trace lines. Locate and clear
surges. engine driven fuel pump. obstruction.
Faulty by-pass valve. Replace by-pass valve
Faulty diaphragm in engine driven Replace or rebuild engine driven

fuel pump. fuel pump.
Unidentified leak. Fuel line damaged or improperly Locate damaged fuel line and
installed. repair or replace. Tighten leak-
ing fitting.
Fuel selector valve leaks. Worn fuel selector valve O-rings. Replace O-rings or complete fuel
selector valve.

2B9
2B10
SECTION
X
INSTRUMENTS
2B10A
2B10B
SECTION X - INSTRUMENTS
TABLE OF CONTENTS
Paragraph Grid No.
10-1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B14A

10-2. Non-electrical Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B14A
10-3. Vacuum System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B14A
10-4. Vacuum System Service Tips . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B14A
10-5. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B19
10-6. Vacuum Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B20
10-7. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B20
10-9. Vacuum Regulator Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B20
10-10. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B20
10-11. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B20
10-12. Adjustment of Vacuum Regulator Valve . . . . . . . . . . . . . . . . . . . . 2B20
10-13. Removal and Installation of Vacuum Regulator Valve . . . . . . . . . 2B21
10-14. Engine-Driven Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B22
10-15. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B22
10-17a. Removal of Engine-Driven Vacuum Pump . . . . . . . . . . . . . . . . . . 2B22
10-17b. Installation of Engine-Driven Vacuum Pump . . . . . . . . . . . . . . . . 2B22
10-17c. Inspection - Aero Accessories Tempest Pumps Only . . . . . . . . . . 2B23
10-18. Warrior II and Warrior III Auxiliary Vacuum Pump . . . . . . . . . . . . . . 2B24
10-19. Replacing Pump Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B26
10-20. Heading Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C3
10-21. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C3
10-22. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C3
10-23. Removal and Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C4
10-24. Attitude Deviation Indicator (ADI). . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C4
10-25. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C4
10-26. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C5
10-28. Pitot and Static Air Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C6
10-29. Vertical Speed Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C7
10-30. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C7
10-33. Sensitive Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C8
10-34. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C8
10-37. Airspeed Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C9
01/01/09 X - TABLE OF CONTENTS

2B11
Paragraph Grid No.
10-40. Magnetic Compass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C10

10-41. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C10
10-43. Adjustment of Magnetic Compass . . . . . . . . . . . . . . . . . . . . . . . . 2C11
10-44. Tachometer Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C12
10-45. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C12
10-48. Engine Oil Pressure and Temperature . . . . . . . . . . . . . . . . . . . . . . . . . 2C13
10-49. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C13
10-50. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C14
10-52. Fuel Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C17
10-54. Electrical Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C19
10-55. Turn Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C19
10-56. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C19
10-59. Fuel Quantity indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C20
10-60. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C20
10-63. Oil Temperature Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C21
10-64. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C21
10-67. Ammeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C21
10-68. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C21
10-71. Removal and Replacement of Face Mounted Instruments . . . . . . . . . . 2C21
10-72. Removal and Replacement of Cluster Mounted Instruments . . . . . . . . 2C22
10-73. Cylinder Head Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C22
10-74. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C22
10-76. Exhaust Gas Temperature Gauge (Alcor) . . . . . . . . . . . . . . . . . . . . . . 2C23
10-77. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C23
10-78. Removal and Installation of EGT Probe and Gauge . . . . . . . . . . . 2C23
10-79. Cleaning and Inspection of EGT . . . . . . . . . . . . . . . . . . . . . . . . . . 2C23
10-80. Troubleshooting EGT Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D1
X - TABLE OF CONTENTS 01/01/09

2B12
Paragraph Grid No.
10-81. Outside Air Temperature Gauge (OAT) . . . . . . . . . . . . . . . . . . . . . . . . 2D1

10-82. Removing and Installing Outside Air Temperature Gauge . . . . . . 2D1
10-83. Piper AutoControl System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D1
01/01/09 X - TABLE OF CONTENTS

2B13
X - TABLE OF CONTENTS 01/01/09

2B14
SECTION X
INSTRUMENTS
10-1. 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 these sections, shall be done by the
instrument manufacturer or an authorized repair station.
The two types of instruments have been classified in this section as non-electrical and electrical. The first
part of this section will pertain to maintenance and troubleshooting of all the instruments and their
systems which depend on non-electrical sources for their operation. The remaining portion of this
section is directed to maintenance and troubleshooting of all the electrically-operated instruments.
NOTE: The original equipment A.C. Sparkplug and Stewart Warner engine gauges and sending units are
no longer available. See Piper Service Spares Letter No. 406 and the Parts Catalog, P/N 753-689,
if replacement is required.
10-2. NON-ELECTRICAL INSTRUMENTS.
10-3. VACUUM SYSTEM.
The vacuum system (optional on PA-28-151, Warrior and PA28 161, Warrior II, standard on PA-28-161,
Warrior III) consists of an engine-driven vacuum pump that supplies negative air pressure to operate the:
a. Attitude Deviation Indicator (Attitude Gyro).
b. Gyroscopic Heading Indicator.
c. A vacuum gauge to constantly monitor the system.
d. A central filter system.
e. An optional electrically-operated vacuum pump is available only on the Warrior II (12 Vdc) and
Warrior III (24 Vdc) models. It acts as a backup in the event the engine drive vacuum pump fails.
Both the ADI and Heading indicator require 4.8 to 5.2 inches of mercury (in. Hg) suction pressure
for proper gyro rotor speed. An annunciator (VAC on the Warrior and Warrior II, VACUUM INOP
on the Warrior III) will illuminate should the negative pressure decrease to 4.0 in. Hg. Activating the
optional electric vacuum pump (if equipped) will extinguish the annunciator when the suction
pressure increases to more than 4.0 in. Hg.
10-4. VACUUM SYSTEM SERVICE TIPS.
The following information is intended to acquaint field service personnel with a means to diagnose
vacuum system service symptoms on those components which are serviced by removal and replacement.
These items include hoses, clamps, gyro filters, vacuum regulating valves and vacuum gauges.
a. Hoses and Clamps:
1. These items should be examined periodically and inspected carefully whenever maintenance
activities cause hose disconnections.
2. Ends of hoses should be examined for rubber separation and slivers of rubber on inside
diameter of hoses. These slivers can and do become detached. If this happens, the loose
particles will migrate throughout the system and may eventually contribute to a failure.
01/01/09 X - INSTRUMENTS
2B14A
X - INSTRUMENTS 01/01/09
2B14B
3. Replace old, hard, cracked or brittle hose. Sections of the inner layers may separate.
4. Ensure hoses are clear and clean by blowing them out with shop air. Remove from aircraft as
required.
CAUTION: DO NOT WIGGLE HOSE FROM SIDE TO SIDE DURING INSTALLATION.
WIGGLING COULD CAUSE PARTICLES TO BE CUT FROM INNER WALL
OF HOSE WHICH CAN LEAD TO DAMAGE OF OTHER COMPONENTS.
5. Where hose clearance is tight, making it difficult to reinstall it onto a fitting or barb, spray the
fitting or barb with silicone. Let dry, then install hose by pushing it straight on.
CAUTION: WHEN REPLACING ANY THREADED FITTING, DO NOT USE PIPE DOPE,
THREADLUBE, OR TAPE. USE ONLY SILICONE SPRAY, LETTING IT DRY
BEFORE ASSEMBLY.
6. Hose clamps and fittings should be replaced when broken, damaged or corroded.
b. Vacuum Gauges:
NOTE: Replace vacuum gauge when a malfunction has occured.
1. Check vacuum gauges accuracy by comparing reading on suspect gauge with a gauge of
known accuracy.
2. Visually examine gauge performance as follows:
(a) With engine stopped and no vacuum applied to the gauge, its pointer should rest against
the internal stop in the nine o'clock position. Any other displacement from this position
suggests need for replacement.
(b) 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.
(c) With engine operating at normal cruise rpm, the gauge should read from 4.8 inches to 5.2
inches of mercury (vacuum).
(d) At 1200 rpm, the vacuum gauge reading should be more than four inches of mercury.
c. Gyro Filters:
CAUTION: GYRO FILTERS MUST BE SERVICED ON A SCHEDULED BASIS, NO LATER
THAN 100 HOURS TIME-IN-SERVICE, OR SOONER AS NEEDED.
The system has a large central filter and a differential vacuum gauge that monitors the filter
condition while indicating vacuum readings.
CAUTION: THE VACUUM GAUGE WILL INDICATE A DECREASE IN SUCTION WHEN
THE FILTER IS CLOGGED AND VACUUM DECREASES BELOW THE
RECOMMENDED VALUE. REPLACE FILTER WHEN GAUGE READING
DECREASE BELOW THE RECOMMENDED VALUE. DO NOT ADJUST
REGULATOR.
2B15
d. Vacuum Regulator Valve:

CAUTION: IF VACUUM GAUGE IS CHECKED AND FOUND TO BE ACCURATE, AND
VACUUM GAUGE READING DOES NOT REPEAT WITHIN THE RANGE OF 4.8
TO 5.2 INCHES OF MERCURY, REPLACE REGULATOR VALVE.
NOTE: A regulator malfunction tends to increase vacuum pressure (increase gauge reading) to the
gyros. An actual loss of vacuum does not occur. The gyros themselves act as a limiting
device to keep the vacuum pressure applied from exceeding safe levels.
Symptoms that indicate replacement of the vacuum regulating valve is required 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.
e. Engine-driven Vacuum Pump: (Refer to Replacing Pump Fittings, below.)
1/4-20 NUT
WASHER
MS27152-12 NUT
EXHAUST HOSETO/
VACUUM
HOSE
REGULATOR
COUPLING
ELBOW
ASSEMBLY KIT
VACUUM HOSETO ELBOW FITTING
" PUMP REGULATING
VALVE CLAMP DRY VACUUM
NUT AND PUMP
WASHER
Figure 10-1. PA-28-151, Warrior and Figure 10-2. PA-28-161, Warrior III
PA-28-161, Warrior II Vacuum Pump Vacuum Pump
2B16
8 10
19 21 23 24 25 27 28 29 30 31 32 33
20 22 26
NOTE
DOOR ON EARLY
MODELS ONLY
1. CLOCK 19. MAGNETO/STARTER SWITCH

2. TURN INDICATOR 20. PITCH CONTROL
3. AIRSPEED INDICATOR 21. RPM CRUISE CHART
4. HEADING INDICATOR 22. INSTRUMENT CLUSTER
5. ATTITUDE DEVIATION INDICATOR 23. TACHOMETER
6. VERTICAL SPEED INDICATOR 24. PRIMER
7. ALTIMETER 25. MICROPHONE
8. MAGNETIC COMPASS 26. THROTTLE QUADRANT
9. OMNI & GLIDE SLOPE INDICATORS 27. FRICTION LOCK
10. TRANSPONDER 28. CARBURETOR HEAT CONTROL
11. AUDIO SELECTOR PANEL 29. AMMETER GAUGE
12. VHF TRANSMITTER 30. INSTRUMENT PANEL LIGHTS
13. VACUUM GAUGE 31. CIRCUIT BREAKER PANEL
14. CIGAR LIGHTER 32. CIRCUIT BREAKER COVER (SEE NOTE)
15. MIKE JACK 33. HEAT AND DEFROSTER CONTROLS
16. PHONE JACK 34. ANNUNCIATOR PANEL (PA-28-151, SERIAL
17. AUTOPILOT NUMBERS 7515001 AND UP, AND PA-28-161,
18. OMNI COUPLER WARRIOR II, THRU SERIAL NUMBER 2816109.
Figure 10-3. Warrior I and II Instrument Panel (Typical)
Revised: February 28, 1995 INSTRUMENTS

2B17
10
21
3 4 5 6 7 8 9 11 12 13
2
14
1 15
Ci)
l.
o=••
HUT
~.~.~1Cj?1~1!1!1~1•1•1•1•1~1~1~ifi).~
···········®·®®®®
' ' ' ' ' ' ' ' ~ ' ,,,,, '='"""''~' Q
~
24 23 22 20 19 18 17 25 16
1. VACUUM GAUGE 13. IFR NAV /COMM PACKAGE

2. CLOCK 14. AMMETER
3. TURN INDICATOR 15. HOUR METER
4. AIRSPEED INDICATOR 16. CIRCUIT BREAKER PANEL
5. HEADING INDICATOR 17. SWITCH PANEL
6. ATTITUDE DEVIATION INDICATOR 18. OIL TEMP., OIL PRESS., CHT GAUGE
7. VERTICAL SPEED INDICATOR 19. TACHOMETER
8. ALTIMETER 20. FUEL QUANTITY GAUGE
9. ANNUNCIATOR PANEL 21. VFR NAV/COMM RADIOS
10. MAGNETIC COMPASS 22. RADIO COMPASS (ADF)
11. VOR/LOCALIZER & 23. IGNITION SWITCH
GLIDE SLOPE INDICATOR 24. PRIMER SWITCH
12. VOR/LOCALIZER INDICATOR 25. TRANSPONDER
Figure 10-4. Warrior III VFR Instrument Panel (Typical)
Added: February 28, 1995 INSTRUMENTS

2B18
TABLE X-1. TROUBLESHOOTING VACUUM SYSTEM

No vacuum gauge indication at Filter clogged or dirty. Clean or replace filter.
instrument.
Line from gyro to filter restricted. Check line.
No vacuum gauge indication at Faulty gauge or malfunctioning Replace gauge or pump.

gauge or pump. pump.
Low vacuum system pressure. Filter dirty. Clean or replace filter.
Vacuum regulator valve incorrectly Adjust regulator valve Ill

adjusted. accordance with adjustments in
this section.
Line from gyros to filter restricted. Repair line.
Line from pump to gyros leaking. Check all lines and fittings.
Replace or tighten as necessary.
Normal pressure indication but Faulty instrument. Replace instrument.

sluggish operation of instruments.
High system pressure. Vacuum regulator incorrectly Adjust regulator.

adjusted.
Vacuum regulator sticking or Clean screen and check operation

dirty screen. of regulator.
Regulator cannot be adjusted to Lines leaking. Check all lines and fittings.
produce correct pressure. Replace or tighten as necessary.
Vacuum pump malfunctioning. Replace pump.
Vacuum correct on ground, but Vacuum pump malfunctioning. Replace pump.

will not maintain pressure at
altitude. Regulator sticky. Clean regulator.
Vacuum correct, but pilot reports Regulator sticky. Clean regulator.

pressure erratic or shows complete
loss in fight. Oil in pump due to leaky engine Replace pump.
seal or cleaning fluid blown into
pump while clean
. .
mg engme.

2B19
TABLE X-I. TROUBLESHOOTING - VACUUM SYSTEM (cont.)

Pressure can only be Leak in system. Repair or replace
maintained at full lines.
throttle on ground.
Worn pump. Replace pump.
Stuck regulator. Clean or replace
regulator.
10-6. VACUUM GAUGE.

10-7. GENERAL.
The vacuum gauge is mounted in the right side of the Warrior II instrument panel, above the cigar
lighter. (Refer to Figure 10-3.) On the Warrior III, the gauge is mounted on the pilot’s instrument panel
to the left of the attitude deviation indicator. (Refer to Figure 10-4.) The gauge is calibrated in inches of
mercury and has a direct pressure line and vent line. Therefore, the gauge indicates the differential
pressure or actual negative pressure being applied to the air driven gyro instruments. Should the system
filter 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.
Refer to Table X-I for troubleshooting the vacuum gauge.
10-9. VACUUM REGULATOR VALVE.
10-10. GENERAL.
One vacuum regulator valve is incorporated in the system to control vacuum pressure to the gyro
instruments. The regulator valve is located under the instrument panel. Gain access to the valve for
maintenance and adjustment from below the instrument panel.
Refer to Table X-I for troubleshooting the vacuum regulator.
10-12. ADJUSTMENT OF VACUUM REGULATOR VALVE:
WARNING: DO NOT ATTEMPT ADJUSTMENT OF THIS VALVE WITH THE ENGINE IN
OPERATION.
CAUTION: VERIFY CENTRAL AIR FILTER AND VACUUM LINES ARE CLEAN BEFORE
ADJUSTING VACUUM REGULATOR.
a. Loosen locking nut or remove protective cap from the valve per type installed.
b. Start engine. After warm-up, run engine at medium rpm.
2B20
c. With the engine running at medium rpm, the suction gauge should indicate 4.8 to 5.2 inches of
mercury. If reading is not within this range, shut down engine, and adjust regulator valve by moving
the valve adjustment screw clockwise to increase the pressure and counterclockwise to decrease the
pressure. Start engine and repeat check. With engine running at medium rpm the suction gauge
should indicate 4.8 to 5.2 inches of mercury.
lf the airplane is not equipped with a suction gauge, it will be necessary to connect a temporary
gauge by:
1. Removing the plug from the back of the attitude deviation indicator.
2. Install a temporary gauge into the back of the attitude deviation indicator.
d. Restart engine and repeat check.
e. After system pressure has been adjusted to the recommended settings, replace the protective cap or
retighten the lock nut per type of valve installed.
f. If a temporary gauge was used, remove the gauge and install plug into the back of the attitude
deviation indicator.
10-13. REMOVAL AND INSTALLATION OF VACUUM REGULATOR VALVE.
a. Disconnect the three vacuum lines. Mark to facilitate installation.
b. Disconnect and mark electrical wires.
c. Remove mounting nut. Remove regulator valve.
d. Install regulator valve in reverse order of removal.
2B21
10-14. ENGINE-DRIVEN VACUUM PUMP.

10-15. GENERAL.
The engine-driven vacuum pump is a rotary vane, positive displacement type. This unit consists of an
aluminum housing containing a tempered sleeve in which an offset rotor is incorporated. This assembly
is driven by a coupling mated to the engine driven gear assembly. The pump is mounted on the accessory
section of the engine.
Refer to Table X-l for troubleshooting of the vacuum pump.
10-17a. REMOVAL OF ENGINE-DRIVEN VACUUM PUMP. (Refer to Figures 10-1 and 10-2).
a. Remove engine cowling.
b. Loosen hose clamp. Remove and mark hose to facilitate installation.
c. Remove the four retaining nuts, lock washers and plain washers that secure pump to engine.
d. Remove pump.
10-17b. INSTALLATION OF ENGINE-DRIVEN VACUUM PUMP. (Refer to Figures 10-1 and 10-2).
CAUTION: A PUMP THAT HAS BEEN DAMAGED OR DROPPED SHOULD NOT BE
INSTALLED.
NOTE: Change the vacuum system filter when installing a new pump.
a. AIRBORNE Vacuum Pump (Original Equipment):
1. If required, install fittings on pump per Replacing Pump Fittings, below.
2. Place the pump gasket in its proper place and align the spline on the pump drive, with spline
on engine drive assembly.
CAUTION: THE ONLY PUMP MOUNTING GASKET AUTHORIZED AND APPROVED
FOR USE ON AIRBORNE VACUUM PUMPS IS PIPER P/N 751 859
(WARRIOR II), OR 461 907 (WARRIOR III). ANY OTHER GASKETS CAN
RESULT IN OIL SEEPAGE OR LEAKAGE AT THE MOUNTING SURFACE.
3. Secure the pump to the engine with four plain washers, lock washers and retaining nuts.
Torque the nuts 40 to 50 inch-pounds.
4. Connect the hoses to the pump and secure with hose clamps.
5. Reinstall the engine cowling.
b. AERO ACCESSORIES Vacuum Pump (Service Replacement):
1. If required, install fittings on pump per Replacing Pump Fittings, below.
2. Place pump gasket in its proper place and align the spline on the pump drive, with spline on
engine drive assembly.
3. Secure pump to engine with four plain washers, lock washers and retaining nuts. Torque nuts
50 to 70 inch-pounds.
4. Connect hoses to pump and secure with hose clamps.
5. Reinstall the engine cowling.
2B22
10-17c. INSPECTION - AERO ACCESSORIES TEMPEST PUMPS ONLY. (Refer to Figure 10-4a.)
These vacuum pumps are available as service replacements. They feature a wear indicator inspection
port on the back cover which allows direct observation of pump vane wear. Beginning at 500 hours time-
in-service, and each 100 hours thereafter, remove the inspection port plug and observe vane wear as
shown in Figure 10-4a.
a. As the vanes wear, they slide outboard in the vane slots in the rotor.
b. When the portion of the vane that can be observed in the inspection hole covers approximately 1/8
of the inspection hole, replace the pump.
WEAR INDICATOR
INSPECTION ACCESS PORT
MINIMAL WEAR
- NOMINAL WEAR
TEMPEST
DRY AIR PUMP
0 REPLACE PUMP
WEAR INDICATOR
INSPECTION HOLE
VANE SLOT
VANE END
Figure 10-4a. Vacuum Pump Vane Wear Inspection - Aero Accessories only
2B23
10-18. WARRIOR II AND WARRIOR III AUXILIARY VACUUM PUMP. (Refer to Figures 10-5 and 10-
6.)
The auxiliary vacuum pump installation is basically the same in the Warrior II and Warrior III. The only
differences are:
– The Warrior II has a 12 Vdc pump motor and relay, while the Warrior III has a 24 Vdc pump motor
and relay.
– The VAC OFF/AUX ON switch is on the extreme right instrument panel on the Warrior II; the
switch is located on the extreme left instrument panel on the Warrior III.
CAUTION: REPLACE AUXILIARY VACUUM PUMP/MOTOR ASSEMBLY WITH A NEW,
WORKING UNIT, OR SEND UNIT TO VENDOR FOR REPAIR. FOR PROPER
OPERATION, IT IS IMPORTANT THAT THE PUMP/MOTOR ASSEMBLY BE
REPAIRED BY TRAINED PERSONNEL.
The auxiliary vacuum pump, mounted on the firewall, is a backup source to operate the gyro flight
instruments if the engine-driven pump fails. A 20 amp circuit breaker in the system protects the pump
motor circuit. A 5 amp circuit breaker protects the annunciator light switch.
a. Operational Check, Engine Off.
CAUTION: VERIFY ALL ELECTRICAL EQUIPMENT IS OFF BEFORE BEGINNING
ENGINE OFF OPERATIONAL CHECK.
CAUTION: RUN AUXILIARY PUMP FOR ONLY A SHORT PERIOD OF TIME. EXCESSIVE
TIME OF OPERATION WEAKENS BATTERY TO AN UNRELIABLE CHARGE
LEVEL.
1. Select battery master switch on. Check that VAC OFF annunciator illuminates.
2. Press VAC OFF/AUX ON annunciator switch. Check that AUX ON annunciator lights, and
VAC OFF annunciator extinguishes. Check that the vacuum gauge reads between 4.8 and 5.2
in. hg.
3. Press VAC OFF/AUX ON annunciator switch to cycle it to the off position. Check that AUX
ON annunciator goes out, and VAC OFF annunciator illuminates.
4. Select battery master switch off.
b. Removal.
WARNING: VERIFY BATTERY MASTER SWITCH IS OFF.
WARNING: COVER AUXILIARY VACUUM PUMP SWITCH ON THE INSTRUMENT PANEL
WITH AN INOP PLACARD, IF A REPLACEMENT AUXILIARY PUMP/MOTOR
ASSEMBLY IS NOT INSTALLED BEFORE NEXT FLIGHT.
CAUTION: THE AUXILIARY VACUUM PUMP AND MOTOR COMPRISE A SEALED
ASSEMBLY AND MUST BE REMOVED AS ONE ASSEMBLY.
CAUTION: THE ELAPSED TIME INDICATOR IS MATCHED TO THE PUMP/MOTOR
ASSEMBLY AND MUST BE REMOVED AND REPLACED WITH THE
PUMP/MOTOR ASSEMBLY.
1. Remove top engine cowling.
2. Disconnect and mark hoses from pump/motor assembly.
3. Disconnect and mark electrical leads at terminals on pump/motor assembly.
2B24
4. Loosen band clamps and remove pump/motor assembly from airplane.

5. Locate elapsed time indicator under instrument panel; disconnect and mark electrical leads.
CAUTION: INSULATE AND SECURE LEADS REMAINING IN AIRPLANE IF A
REPLACEMENT ELAPSED TIME INDICATOR IS NOT INSTALLED
IMMEDIATELY.
6. Remove elapsed time indicator.
7. If auxiliary vacuum pump will not be installed immediately, place protective covers over open
end of vacuum lines, insulate all electrical leads relative to the auxiliary vacuum system, and
install top engine cowling.
c. Installation.
WARNING: BE SURE BATTERY MASTER SWITCH IS OFF.
CAUTION: NEVER INSTALL A PUMP THAT HAS BEEN DAMAGED OR DROPPED.
CAUTION: THE ELAPSED TIME INDICATOR IS MATCHED TO THE PUMP/MOTOR
ASSEMBLY AND MUST BE REMOVED AND REPLACED WITH THE
PUMP/MOTOR ASSEMBLY.
1. Connect elapsed time indicator to two-pin connector on the leads coming from the back of the
switch.
CAUTION: DO NOT LOCATE ELAPSED TIME INDICATOR ON OR NEAR AVIONICS
OR OTHER EQUIPMENT THAT GENERATES A SIGNIFICANT AMOUNT
OF HEAT.
2. Secure elapsed time indicator to wire harness with a strap; check elapsed time indicator can be
easily inspected.
3. Secure excess lead wire.
4. Remove top engine cowling.
5. Mount pump motor assembly to bracket with band clamps. Do not tighten clamps.
NOTE: Rotate pump/motor assembly within clamps for easier installation.
6. Attach and secure electrical leads to terminals on pump motor assembly.
7. Measure hoses to obtain proper length. Cut hoses if necessary.
8. Attach and secure hoses to ports on pump/ motor assembly.
9. Position pump/motor assembly as per Figure 10-3.
10. Tighten clamps.
11. Install top engine cowling.
2B25
10-19. REPLACING PUMP FITTINGS

CAUTION: WHEN REPLACING ANY OF THE THREADED FITTINGS, DO NOT USE PIPE
DOPE, THREADLUBE, OR TAPE. PIPE DOPE / TAPE PARTICLES INGESTED BY
THE VACUUM PUMP COULD CAUSE THE PUMP TO FAIL. USE ONLY SILICONE
SPRAY, LETTING IT DRY BEFORE ASSEMBLY.
CAUTION: A PUMP THAT HAS BEEN DAMAGED OR DROPPED SHOULD NOT BE
INSTALLED.
a. Before installing any fittings on the pump, check for any external damage.
CAUTION: DO NOT APPLY VISE PRESSURE TO THE OUTSIDE DIAMETER OR OVERALL
LENGTH OF THE PUMP.
b. When a vise is used to hold the pump while installing fittings, suitable caution must be exercised to
avoid pump damage. The square mounting flange must be held between soft wood blocks and only
at right angles to the vise jaws. Use only enough vise pressure to hold the pump firmly.
c. The ports of the AIRBORNE pump have been treated with a dry film lubricant and the AIRBORNE
fittings are cadmium plated thus eliminating any need for thread lubricants. If thread lubricant is
required, use a powdered moly-sulfide or graphite in dry form or in an evaporating vehicle; or
employ a silicone spray. Apply sparingly to external threads of fittings only.
d. With the pump properly secured in the vise, insert fittings in ports and hand tighten firmly.
e. Using a wrench, tighten each fitting one-half (1/2) to two (2) turns only. Do not overtighten.
2B26
87773
85386
CAUTION ETI ASSEMBLY

SWITCH ASSEMBLY (WARRIOR II SHOWN·
(WARRIOR II SHOWN· PLACARD
STRAP WARRIOR Ill ON PILOT'S SIDE)
WARRIOR Ill ON PILOT'S SIDE)
...
'
20 AMP C I R C ~ ,
BREAKER '~
VACUUM
CIRCUIT
BREAKER
~ARD
',
I
~
ELECTRIC I
VACUUM
PUMP
RELAY
'
-~ ...
-~
Figure 10-5. Warrior II and III Auxiliary Vacuum System Installation
2C1
MOTOR EMI
37317 FILTER 37319 RELAY
,;=-=--=-F-=-=--=-=-=--=-=--=-=--=-=-=--=-=--=--cJi=i;::;:;:::;:;;::=i---______j I I
I I '
I I I
:: + 373 15 : 37313
V6A20
PUMP
(FRONT VIEW)
, AC
__ OFF
(REAR VIEW) SWITCH
V5A20 1,
(CJ
0/
I
I
I
V4A20
0
MANIFOLD
0
ETI ASSEMBLY
OJ
C
V3B20 (f)
L __ _ _ _ _
V1A20
____:__:-'---==--=--------------p 5
V2A20
V3A20
REGULATOR
Figure 10-6. Wan-ior II and III Auxiliary Vacuum Electrical Schematic
Added: February 28, 1995 INSTRUJ\iENTS

2C2
10-20. HEADING INDICATOR.

10-21. GENERAL.
The heading indicator is a flight instrument incorporating an air driven gyro stabilized in the vertical
plane. The gyro is rotated at high speed by lowering the pressure in the air tight case and simultaneously
allowing atmospheric air pressure to enter the instrument and be directed against the gyro buckets. Due
to gyroscopic inertia, the spin axis continues to point in the same direction even though the aircraft yaws
to the right or left. This relative motion between the gyro and the instrument case is shown on the
instrument dial which, on older models, is similar to the magnetic compass card. On later models, and on
all heading indicators used on the Warrior III, the compass card has a 360° face.
The heading indicator has no sense of direction and must be set to the magnetic compass. The card,
when set to agree with the airplane magnetic compass, provides a positive heading indication, free from
acceleration/deceleration and turning error. However, precession forces applied to the gyro during turns
may cause the gyro to “drift” and, upon completion of the turn, result in a difference in readings between
heading indicator and the magnetic compass, necessitating resetting the gyro. Even while maintaining a
given heading, the compass card tends to precess (drift) due to internal friction, spin axis error, air
turbulence, and airflow. Therefore, the heading indicator should be checked against the magnetic
compass (at least every 15 minutes), and reset as necessary. Maximum acceptable precession is 5° in 15
minutes.
Some heading indicators are limited to 55° of roll and pitch. Should these limits be exceeded, the gyro
will “tumble”. This is evidenced by a rapid spinning of the compass card. The gyro in a properly
operating instrument can be erected, after returning to level flight, by caging the gyro and resetting it.
Service is restricted to instrument installation and power source. Obvious malfunctions, such as failure
to erect, or compass card spinning that cannot be corrected by manually caging the instrument, require
repair or replacement. Typical installation examples of heading indicator malfunctions are due to
restricted air flow from air line kinks or leaks, contaminated air filters, deteriorating electrical grounds,
sagging instrument panel shock mounts, systems regulators, faulty vacuum/pressure gauges. (Air
pressure must be 5.5 plus or minus 0.5 in. Hg). Replace or repair the instrument only after the operating
system has proven to be good.
TABLE X-II. TROUBLESHOOTING - HEADING (DIRECTIONAL GYRO) INDICATOR

Excess precession (drift) in Setting error. Paragraph 10-21 above.
either direction.
Defective instrument. Replace instrument.
High or low vacuum. If vacuum
is not correct, check for the
following:
a. Relief valve improperly a. Adjust.
adjusted.
b. Incorrect gauge reading. b. Replace gauge.
2C3
TABLE X-II. TROUBLESHOOTING - HEADING (DIRECTIONAL GYRO) INDICATOR (cont.)

Excess precession (drift) in c. Pump failure. c. Repair or replace.
either direction. (cont,) d. Vacuum line kinked d. Check and repair. Check
or leaking. for collapsed inner wall
of hose.
Dial spins during turn. Limits (55° bank or pitch) of Recage gyro in level
gimbal exceeded. flight.
Blockage or leak in line between Check hose between

regulator and instrument. regulator and instrument
for blockage. Check hose
connections. Replace hose
and/or tighten connections.
Dial spins continuously. Defective mechanism. Replace instrument.
10-23. REMOVAL AND REPLACEMENT. (Refer to Paragraph 10-71 of this section.)

10-24. ATTITUDE DEVIATION INDICATOR (ADI).
10-25. GENERAL.
CAUTION: THE GYRO AIR FILTER MUST BE CLEAN OR REPLACED BEFORE ADJUSTING
GYRO AIR PRESSURE.
The ADI (formerly Gyro Horizon) is essentially an air-driven gyroscope rotating in a horizontal plane
and is operated by the same principle as the heading indicator. The gyro is driven primarily by the
engine-driven dry pneumatic vacuum pump. As an option on the Warrior II, and as a standard equipment
on the optional IFR version of the Warrior III, an electrically-operated vacuum pump is also installed as
a backup in the event of primary pump failure. Air volume, not air pressure, spins the gyro rotor. A
pressure regulator will automatically adjust air pressure within proper limits. If the air filter becomes
contaminated, restricting air flow, gyro rotor speed will be reduced.
Air flow directed at gyro buckets causes the rotor to spin approximately 17,000 to 22,000 rpm, allowing
gyroscopic ability to remain rigid in space. The instrument case moves freely about the spinning gyro
rotor in three dimensions due to a gimbal assembly. An attitude bar across the face of the indicator
represents the horizon and aligning the miniature airplane to the attitude bar simulates the alignment of
the airplane to the actual horizon. Any deviation simulates the deviation of the airplane from the true
horizon. The ADI is marked for different degrees of bank. The display is stable and shows minute
attitude changes of 1 degree. Unlike the directional gyro, the erection mechanism activity is seen by a
rapidly wobbling and leveling pitch bar, when vacuum is first applied. The instrument can be adjusted
for parallax by a knob on the lower center instrument face. Except on the Sigma Tech (formally Edo-
Aire) ADI used on the Warrior III, a second knob, when held to the IN position, engages forks which
cages the gyro rotor in the erect position.
2C4
TABLE X-III. TROUBLESHOOTING ATTITUDE DEVIATION INDICATOR
Bar fails to respond. Observe vacuum gauge for If insufficient vacuum exists,
insufficient vacuum. check pump and tubing.
Filter dirty. Clean or replace filter.
Defective instrument. Replace gyro instrument.
Bar does not settle. Insufficient vacuum. Check line and pump. Adjust
valve.
Incorrect instrument. Check part number.
Defective instrument. Replace.
Bar oscillates or shimmies Instrument loose in panel. Tighten mounting screws.

continuously.
Vacuum too high. Adjust vacuum regulators.
Defective mechanism. Replace instrument.
Instrument does not indicate Instrument not level in panel. Loosen screws and level
level flight. instrument.
Aircraft out of trim. Trim aircraft.
Bar high after 180° tum. Normal, if it does not exceed

1/16 inch.
Instrument tumbles in flight. Observe vacuum gauge for low If vacuum is low, reset regulator.
vacuum.
Dirty filter. Clean or replace filter.
Line to filter restricted. Replace line.
Plug m1ssmg or loose m Replace or tighten plug.

instrument.
10-27 REMOVAL AND REPLACEMENT. (Refer to Paragraph 10-71 of this section.)

2C5
10-28 PITOT AND STATIC AIR SYSTEMS. (Refer to Figure 10-7.)

The pitot air system consists of a pitot mast on the underside of the left wing with its related plumbing.
Impact air pressure entering the pitot is transmitted from the pitot inlet through hoseing and tubing routed
through the wing to the airspeed indicator on the instrument panel. A partially or completely blocked pitot
head will result in erratic or zero instrument readings.
The static air system consists of interconnected static ports on the underside and aft side of the (pitot)
static mast. The ports are connected to the airspeed indicator, altimeter, and vertical speed indicator by hoseing
and tubing routed through the wing.
An alternate static air source is located below the instrument panel in front of the pi tot. The alternate
static source is part of the standard system. It incorporates a shutoff valve to close the port when not needed.
Pitot and static lines are drained through separate drain valves on the left lower side of the fuselage
interior.
NOTE
BOTH THE PITOT AND STATIC LINES CAN BE
DRAINED THROUGH SEPARATE DRAIN
VALVES (6) LOCATED ON THE LEFT LOWER
SIDE OF THE FUSELAGE INTERIOR. 5 8
1. ALTIMETER
2. AIRSPEED INDICATOR
3. PITOT HEAT SWITCH
4. VERTICAL SPEED INDICATOR
5. PITOT PRESSURE SOURCE & LINE
6. DRAIN VALVES
7. ALTERNATE STATIC SOURCE
8. PRIMARY STATIC PRESSURE SOURCE & LINE
Figure 10-7. Pitot and Static Air Systems

2C6
10-29. VERTICAL SPEED INDICATOR.
10-30. GENERAL.
The vertical speed indicator measures rate of change in static pressure when the airplane is established
in a climb or descent. A pointer and dial will show the airplane's rate of climb or descent in feet per minute.
Due to instrument lag, the airplane will be climbing or descending before the instrument starts to indicate.
The instrument will continue to indicate a climb or descent after the airplane is level. Thus, the instrument is
unreliable in rough air. This lag is not considered a malfunction.
10-31. TROUBLESHOOTING
NOTE
If any connections in static system are opened for maintenance,
the complete system must he rechecked per F.A.R. 23.1325.
TABLE X-IV. TROUBLESHOOTING VERTICAL SPEED INDICATOR

TROUBLE CAUSE REMEDY
Pointer does not set on zero Aging of diaphragm. Use set screw to reset pointer on
when airplane is in accelerated zero. Tap instrument gently
level flight. while resetting.
Pointer fails to respond. Obstruction in static line. Disconnect all instruments con-
nected to static line.Clear line.
Static vents frozen over.
Check individual instrument for
Water in static line. obstruction in lines.
Obstruction in pitot head. Clean lines and head.
Pointer oscillates. Leaks in static lines. Disconnect all instruments

connected to static line. Check
individual instruments for leaks.
Connect instruments to static
line and test installation for
leaks.
Defective mechanism. Replace instrument.
Vertical Speed reads when Water in static line. Disconnect static lines and blow
airplane is banked. out lines from cockpit out to
pitot head.
Pointer has to be set before each Temperature compensator Replace instrument

flight. inoperative
Pointer cannot be reset to zero Diaphragm distorted. Replace instrument

2C7
TABLE X-IV. TROUBLESHOOTING VERTICAL SPEED INDICATOR (cont.)

Instrument reads excessively less Instrument case broken or Replace instrument.
than actual rate during climb or leaking.
descent.
10-32. REMOVAL AND REPLACEMENT. Refer to Paragraph 10-71 of this section.
10-33. SENSITIVE ALTIMETER.
10-34. GENERAL.
The altimeter indicates pressure altitude in feet above sea level. The indicator has three pointers and a
dial scale. The long pointer is read in hundreds of feet, the middle pointer in thousands of feet and the short
pointer in ten thousands 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 to compensate for variation from
standard sea level pressure. The altimeter is a sealed diaphragm connected to the pointers through a mechanical
linkage. The diaphragm mounting is made of bi-metallic temperature sensitive strips that compensates for
variation from standard temperatures.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.
NOTE
TABLE X-V. TROUBLESHOOTING ALTIMETER

Excessive scale error. Improper calibration adjustment. Replace instrument.
Excessive pointer oscillation. Defective mechanism. Replace instrument.
Altimeter sticks at or does not Water or restriction in altitude Remove static lines from all
change with change of altitude. static line. instruments. Blow line clear
from cockpit to pitot head.
Altimeter changes reading as Water in static line. Remove static lines.from all
aircraft is banked. instruments. Blow line clear fro
cockpit to pitot head.
Altimeter requ1res frequent Temperature compensator Change instrument.

resetting inoperative.
High or low reading. Improper venting. Eliminate leak or restrictions in

static pressure system. Check
alignment of pitot/static mast.

2C8
TABLE X-V. TROUBLESHOOTING ALTIMETER (cont.)

Setting knob is hard to tum. Wrong lubrication or lack of Replace instrument.
lubrication.
Inner reference marker fails to Out of engagement. Replace instrument.

move when setting knob is rotated.
Setting knob set screw loose or Not tight when altimeter was Tighten instrument screw, if
missmg. reset. loose. Replace instrument, if
screw 1s m1ssmg.
Cracked or loose cover glass. Case gasket hardened. Replace instrument.
Dull or discolored markings. Age. Replace instrument.
Barometric scale and reference Slippage of mating parts. Replace instrument.

markers out of synchronization.
Barometric scale and reference Drift in mechanism. Reset pointers. Refer to the latest
markers out of synchronization revision of AC 43 13-1.
with pointers.

10-37. AIRSPEED INDICATOR
The airspeed indicator reads the speed of the airplane passing through the air. Airspeed indication is
the differential pressure reading between pitot air pressure and static air pressure. The instrument has the
diaphragm vented to the pitot air source. The case is vented to static air system. As airplane speed increases,
pitot air pressure increases, causing diaphragm to expand. A mechanical linkage moves the pointer to show
speed. The instrument dial is calibrated in knots and miles per hour, and has operating range markings for safe
operation of the airplane.
10-38. TROUBLESHOOTING AIRSPEED INDICATOR.
NOTE

2C9
TABLE X-VI. TROUBLESHOOTING PITOT/STATIC TUBES AND AIRSPEED INDICATOR

Pointers of static instruments do Leak in instrument case or in Check for leak and seal.
not indicate property. pitot lines.
Pointer of instrument oscillates. Defective mechanism. Replace instrument.
Instrument reads high. Pointer not on zero. Replace instrument.
In flight=leaking static system. Find leak and correct.
Ground check=leaking pitot system Find leak and correct.
Instrument reads low. Pointer not on zero. Replace instrument.
In flight=leaking pitot Find leak and correct.
Ground check=leaking static Find leak and correct.

static system.
Airspeed changes as aircraft is Pitot head not aligned. Align pitot head.
banked.
Water in static line. Remove lines from static
instruments. Blow out lines from
cockpit to pitot head.
10-39. REMOVAL AND REPLACEMENT. (Refer to Paragraph 10-71 of this section.)

14-40 MAGNETIC COMPASS
10-41. GENERAL
The magnetic compass is a self-contained instrument. The compass card is mounted on two magnets,
which tend to align themselves with the Earth's magnetic field, permitting the compass to use Earth's magnetic
north as a reference. Due to magnetic attractions created by nearby metal surfaces and the airplanes' s electrical
equipment, the compass magnets are frequently "pulled" away from magnetic north. Much of this error (not
all) can be removed by a procedure called swinging the compass (see Adjustment of Magnetic Compass). This
involves placing the airplane on a magnetic compass rose, and, using a brass screwdriver to adjust compensators
incorporated in the instrument, removing as much of the error as possible while on headings of north, south,
east and west. The remaining error is then noted on a compass correction (deviation) card for each 30° of
heading. The completed correction card is then placed in a receptacle mounted on the instrument. The com-
pass should be swung whenever instruments or radios are changed and at least once a year. For night opera-
tions, the instrument is internally lit. The light is powered by the airplanes's instrument lighting circuit.

2C10
10-42 TROUBLESHOOTING
TABLE X-VII. TROUBLESHOOTING MAGNETIC COMPASS
Excessive card error. Compass not properly compensated. Compensate instrument. (Refer
to Paragraph 10-42)
External magnetic interference. Locate magnetic interference and

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

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

. .
• -----o·
Defective light. Burned out lamp or broken circuit.
Replace instrument.
Card sticks. Altitude compensating diaphragm

collapsed. Replace instrument.
Card does not move when The gears that tum compensating
compensating screws are turned. magnets are stripped.
Compass swings erratically when Normal.

radio transmitter is keyed.
10-43. ADJUSTMENT OF MAGNETIC COMPASS

Before attempting to compensate compass, place the aircraft in simulated flight conditions. Check to
see that the doors are closed, flaps in retracted position, engine running, throttle set at 1000 rpm or low idle,
and aircraft in level flight attitude. Aircraft master switch, alternator switch and all radio switches should be in
the ON position. All other cockpit controlled electrical switches should be in the OFF position. Use a brass or
other non-magnetic screwdriver to make adjustments to compensator screws.

2Cll
a Place airplane on a magnetic compass rose designed and intended for adjusting magnetic compasses.
b 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.
c Align airplane with magnetic North heading on the compass rose. Adjust N-S adjustment screw
until compass reads exactly North.
d Align airplane with magnetic East heading on the compass rose. Adjust E-W adjusting screw until
compass reads exactly East.
e Align airplane with magnetic South heading and note error. Adjust N-S adjusting screw until
one-half of the error has been removed.
f. Align airplane with magnetic West heading and note error. Adjust E-W adjusting screw until one-half
of the error has been removed.
g. Align airplane with magnetic north. Note heading being indicated on magnetic compass (may not
be North) and enter on compass deviation (correction) card.
h. Align airplane with successive magnetic 30° headings, i. e., 030°, 060°, 090°, 120°, etc. Enter
actual compass reading on each heading on compass deviation (correction) card.
i. If deviations (difference between actual magnetic heading and what compass indicates on that
particular heading) exceeds± 10° on any heading:
1. Check to be sure no magnetic metals are near compass (tools, flashlights, pocket knives,
wristwatches etc.)
2. Check to be sure screwdriver being used to make adjustments is either fiber or non-magnetic
metal, such as brass.
j. When satisfied that errors in excess of 10° is fault of the instrument, replace instrument.
k. After installing new instrument, repeat steps a through h.
10-44. TACHOMETER INDICATOR
10-45. GENERAL
The tachometer is connected to engine accessory by a flexible cable and provides a reading of
crankshaft speed in revolutions per minute. The instrument has a mechanism for recording and displaying
engine operating time. The time recorder will be accurate (i. e., records 1:00 hour in 60 minutes) at 75% power
setting under standard sea level conditions.
TABLE X-VIII. TROUBLESHOOTING TACHOMETER

No reading on indicator, either Broken shaft. Replace instrument
permanent or intermittent
Loose cable connections. Tighten cable.
Pointer oscillates excessively. Rough spot on, or sharp Bend in Repair or replace.
shaft.
Excessive friction in instrument. Replace instrument
Indicator changes in climb Excessive clearance in speed cup. Replace instrument

2C12
TABLE X-VIII. TROUBLESHOOTING TACHOMETER

Pointer goes all the way to stop; Excessive lubricant in instrument. Replace instrument.
more noticeable in cold weather.
Pointer jumps at idle. Speed cup hitting rotating magnet. Replace instrument.
Tachometer cable breaks Cable bent too sharply. Reroute cable.

10-48. ENGINE OIL PRESSURE AND TEMPERATURE.
10-49. GENERAL
a. PA-28-151, Warrior and PA-28-161, Warrior II
Oil pressure is sensed by a Bourdon tube installed as an integral part of the oil pressure instrument.
The oil pressure annunciator (OIL) light is activated by an electrical sensor installed under the instrument
panel.
Oil temperature is sensed by a sensor installed in the oil screen assembly on the engine accessory
section. Temperature is transmitted electrically to the gauge.
1. Removal of Oil Pressure Sensor
Gain access to sensor unit by reaching up under the instrument panel. To remove sensor:
A. Disconnect the two electrical leads.
B. Unscrew sensor unit from bulkhead fitting.
C. Catch spillage and cover hole to prevent foreign matter from entering oil line.
2. Removal of Oil Temperature Sensor
A. Disconnect wire from sender by removing nut and washer securing wire to sender.
B. Remove sender.
3. Installation of Oil Pressure Sensor
A. Seal sensor unit pipe threads with thread sealant tape (3M-Teflon no. 48 x 1/4").
B. Screw sensor unit into bulkhead fitting.
C. Connect the two electrical leads.
D. Perform operational check. Ensure fittings do not leak.
4. Installation of Oil Temperature Sensor
A. Install sensor in engine accessory section.
B. Connect wire to sender.
b. PA-28-161, Warrior III
Oil pressure is sensed by a sender installed to the left end of a union tee located on the upper aft
side of the firewall under the pilot's instrument panel. There is one electrical wire connected to it by a nut and
washer.
An oil pressure switch, that controls the oil pressure (OIL PRESS) annunciator and the hour
meter, is attached to the right end of the union tee . There are three wires leading from the switch to an elec-
trical connector. When the engine is not running, the switch closes the circuit to the annunciator light and
opens the circuit to the hour meter. As soon as the engine starts, and the pressure sensor senses oil pressure, it
throws the oil pressure switch, which activates the hour meter and turns the OIL PRESS annunciator light
OFF.
Oil temperature is sensed by a sensor installed in the accessory section of the engine immediately
in front of the oil filter. Temperature is transmitted to the instrument electrically.

2C13
1. Removal of Oil Pressure Sender

A. Gain access to the sender from under the pilot's (left) instrument panel.
B. Disconnect the single wire by removing the nut and washer securing it to the sender.
NOTE
There mil be some residual oil in the line leading to the sender
and switch. Provide a means to catch any spillage that may
occur when sender is removed.
C. Using a back up wrench on the union tee, remove oil pressure sender.
2. Removal of Oil Pressure Switch
A. Gain access to the switch from under the pilot's (left) instrument panel.
B. Disconnect electrical connector.
NOTE
There mil be some residual oil in the line leading to the sender
and switch. Provide a means to catch any spillage that may
occur when smtch is removed
C. Using a back up wrench on the union tee, remove oil pressure switch.
3. Removal of Oil Temperature Sensor
A. Remove safety wire securing cannon plug connector to sensor.
B. Remove cannon plug connector.
C. Remove sensor.
4. Installation of Oil Pressure Sender
A. Wrap sender threads with teflon sealant tape (3M-Teflon no 48 x 1/4").
B. Install sender to union tee and finger tighten.
C. Using a back up wrench on union tee, snug sender to tee.
D. Connect instrument wire to switch.
E. Perform operational check.
5. Installation of Oil Pressure Switch. Ensure fittings do not leak.
A. Wrap switch threads with teflon sealant tape (3M-Teflon no 48 x 1/4").
B. Install switch to union tee and finger tighten ..
C. Using a back up wrench on union tee, snug switch to tee.
D. Join electrical connector.
E. Perform operational check. Ensure fittings do not leak.
6. Installation of Oil Temperature Sensor
A. Install oil temperature sensor into engine.
B. Install cannon plug connector and safety.
C. Perform operational check. Ensure fittings do not leak.
10-50. TROUBLESHOOTING PRESSURE AND TEMPERATURE GAUGES.
a. PA-28-151, WarriorandPA-28-161, WarriorIIoilpressuregauge.
1. The oil pressure gauge is mounted in the cluster on the instrument panel. The gauge reads the
amount of oil pressure available at the pressurized oil passage.

2C14
TABLE X-IX. TROUBLESHOOTING PA-28-151, WARRIOR AND

PA-28-161, WARRIOR II ENGINE OIL PRESSURE GAUGE
Excessive error at zero. Pointer loose on shaft. Replace instrument.
Over pressure or seasoning of Replace instrument.

Bourdon tube.
Excessive pointer oscillation. Air in line or rough engine relief. Disconnect line and fill with light
oil. Check for leaks. If trouble
persists, clean and adjust relief
valve.
Sluggish operation of pointer or Engine relief valve open. Clean and check valve.
pressure fails to build up.
Loss of oil pressure. Immediately shut down (stop)
engme.
b. PA-28-151, Warrior and PA-28-161, Warrior II oil temperature gauge.

2. The oil temperature gauge is mounted in the instrument cluster on the instrument panel. The
gauge provides temperature reading of the engine oil in degrees fahrenheit.
TABLEX-X. TROUBLESHOOTING PA-28-151, WARRIOR AND

PA-28-161, WARRIOR II ENGINE OIL TEMPERATURE GAUGE
Instrument fails to read. Broken or damaged sensor. Check engine unit.
Open wire. Check wiring to instrument.
Excessive scale error. Improper calibration adjustment Replace instrument.
Pointer fails to move as engine is Broken or damaged sensor. Check engine unit.
warmed up.
Open wire(s ). Check wiring to instrument.
c. PA-28-161, Warrior III oil pressure gauge.

The oil pressure gauge is mounted in the cluster on the instrument panel, and reads the amount of
oil pressure available at the pressurized oil passage. The cluster consists of the fuel pressure gauge and the oil
temperature gauge, along with the oil pressure gauge, mounted in a common circular instrument head. Since
the instruments are inseparable, if any one becomes defective, necessitating replacement, it will require replacing
the complete cluster. Refer to Table X-IV and Figure 10-8 for data required to calibrate the Warrior III oil
pressure gauge.

2C15
TABLE X-XI. TROUBLESHOOTING WARRIOR III ENGINE OIL PRESSURE GAUGE

Excessive error at zero. Pointer loose on shaft. Replace instrument.
Excessive pointer oscillation. Air in line or rough engine relief. Disconnect line and fill with light
oil. Check for leaks. If trouble
persists, clean and adjust relief
valve.
Bad oil pressure sender. Replace sender.
Bad instrument. Replace instrument
Sluggish operation of pointer or Loss of oil pressure. Immediately shut down (stop)
pressure fails to build up. engme.
Engine relief valve open. Clean and check valve.
Bad oil pressure sender. Replace sender.
d. PA-28-161, Warrior III oil temperature gauge.

The oil temperature gauge is mounted in the cluster on the instrument panel, and reads the oil tem-
perature in degrees fahrenheit. The cluster consists of the fuel pressure gauge and the oil pressure gauge,
along with the oil temperature gauge, mounted in a common circular instrument head. Since the instruments
are inseparable, if any one becomes defective, necessitating replacement, it will require replacing the com-
plete cluster. Refer to Table X-IV and Figure 10-8 for data required to calibrate the Warrior III oil temperature
gauge.
TABLE X-XII. TROUBLESHOOTING WARRIOR III ENGINE OIL TEMPERATURE GAUGE

Instrument fails to read. Broken or damaged sensor. Check engine unit.
Open wire. Check wiring to instrument.
Excessive scale error. Improper calibration adjustment Replace instrument.
Pointer fails to move as engine is Broken or damaged sensor. Check engine unit.
warmed up.
Open wire(s). Check wiring to instrument.
10-51. REMOVAL AND REPLACEMENT. Refer to paragraph 10-72 of this section.

2C16
10-52. FUEL PRESSURE GAUGE.

The fuel pressure gauge instrument is mounted in the cluster on instrument panel. On the PA-28-151,
Warrior and PA-28-161, Warrior II, the gauge is connected to the fuel system at the carburetor fuel inlet fitting.
The fuel pressure gauge on the PA-28-161, Warrior III is also mounted in a cluster on the instrument
panel. Pressure information is transmitted electrically to the fuel pressure gauge by a sender unit clamped to
the upper left engine mount. The sender unit is connected by an independent fuel line, to a tee fitting at the
carburetor inlet, where it can sense the pressure of fuel entering the carburetor. Refer to Table X-IV and Figure
10-8 for data required to calibrate the Warrior III fuel pressure gauge.
TABLE X-XIII TROUBLESHOOTING FUEL PRESSURE GAUGE

No fuel pressure indication. Fuel valve stuck. Check valve.
No fuel in tanks. Check fuel, fill.
Defective fuel pump(s). Check pump(s) for pressure

buildup. Check diaphragm and
relief valves in engine driven
pump. Check for obstruction in
electric pump. Check bypass
valve. Air leak in in take lines.
Defective gauge. Replace gauge.
(Warrior III). Tripped ENGINE Reset circuit breaker. If breaker

GAUGE circuit breaker. does not remain set, check wiring
and components for short.
(Warrior III). Faulty sender. Replace sender.
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 on pump filled with Remove and empty.
fuel.
Air in line. Loosen line at gauge, tum on

electric pump. Purge line of air
and retighten.
High fuel pressure with engme Fuel in line expanding due to Normal.
shut off right after flight. heat build-up in cowling

2C17
TABLEX-XIV. WARRIORIIIINSTRUMENT CALIBRATION CHART

CALIBRATION CHART CALIBRATION CHART CALIBRATION CHART
OIL PRESSURE TOL ± 2% FUEL PRESSURE OIL TEMP. TOL ± 2%
PSI OHMS DEGREES PSI OHMS DEGREES op OHMS DEGREES
0 9 - 40.0 0 10 -40 0 84.50 -40.0
25 42 -16.4 5 42 -13.33 50 93.80 -27.0
60 90 10.5 8 60 2.67 150 114.49 1.0
100 135 30.9 10 72 13.33 275 144.60 40.0
GND 28V
@) @)
GAIN
"'~ (S)NUU.
a: -~-~--
"-
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UJ
:::)
Ll.
ROCHESTER GAUGES INC. OF TEXAS U.S

PART NUMBER SERIAL NO INSTRUMENT
PS50160-7 00001 LABLE
6246-00687
Figure 10-8. Warrior III Instrument Cluster - Oil Temperature, Fuel Pressure, and Oil Pressure Gauge

2C18
10-54 ELECTRIC INSTRUMENTS

10-55 TURN INDICATOR
10-56. GENERAL
PA-28-151, Warrior airplanes are equipped with a tum and slip (tum and bank) indicator. PA-28-161,
Warrior II and Warrior III airplanes are equipped with a tum coordinator. The conventional tum and slip
indicator(s) are available as an option on both models. The gyro in either type is electrically operated. The
tum portion of both indicators is a gyroscope, while a ball sealed in a curved glass tube filled with dampening
fluid is used to maintain coordinated flight. Both types work on the precession principle.
The gyro in the tum coordinator is installed so that the indicator, mechanically linked to the gyro,
responds to both the rate of yaw or tum, and rate (not degree) of roll. With this indicator, if the aircraft is rolled
right and left rapidly, the indicator will move while the airplane is rolling, indicating the rate (degrees per
second) of roll. If the aircraft is then held in at a constant bank angle, and rudder is applied to maintain heading
(such as when "slipping"), the indicator will come back to zero rate, indicating no roll or turn. Should the
airplane be permitted to turn once a desired bank angle is established, the indicator will remain deflected in
the direction of the roll/tum, now indicating rate of turn. Thus, using the flight controls to keep the indicator
on the appropriate tum index, will result in the airplane becoming established in a coordinated, standard rate
(3° per second) tum.
The gyro in the turn and slip indicator, which is the older style, is installed so that the needle responds
only to rate of yaw or rate turn. It has a vertical needle in the center of the dial mechanically linked to the
gyro. Unless the aircraft is turning or yawing, the needle will not move regardless of roll rate. The greater
the rate of turn (degree of heading change per second), the more the gyro is precessed, resulting in
greater needle deflection in the direction of turn.
TABLE X-XV. TROUBLESHOOTING TURN INDICATORS
Pointer fails to respond. Foreign matter lodged in Replace instrument.
instrument.
Incorrect sensitivity. Out of calibration. Replace instrument.
Incorrect turn rate Out of calibration. Replace instrument.
Aircraft not in coordinated Center ball in turn.

turn. (Turn and slip indictor)
Ball sticky. Flat spot on ball. Replace instrument.
Ball not in center when Instrument not level in panel. Level instrument.
aircraft is correctly trimmed.
Instrument will not indicate a No power to instrument. Check circuit and repair.
tum.
Instrument malfunction. Replace instrument.
10-57. REMOVAL AND REPLACEMENT. Refer to paragraph 10-71

2C19
10-59. FUEL QUANTITY INDICATORS.

10-60. GENERAL
The PA-28-151, Warrior, and PA-28-161, Warrior II, have two fuel quantity gauges mounted in the
cluster on the instrument panel. These instruments are calibrated in fractional divisions of one fourth, one half,
three fourths and full.
The PA-28-161, Warrior III, has two fuel quantity gauges, mounted in a common circular instrument,
located on the pilot's instrument panel just the right of the control wheel. (Refer to Figure 10-9 .)
In all three models, a transmitter unit is installed in each fuel cell. This unit contains a resistance
strip and a movable control arm. The position of this arm is controlled by a float in the fuel cell and this posi-
tion is transmitted electrically to the indicator gauge to show the amount of fuel in the cell.
Refer to Section IX, Fuel System, for procedures and information required to check and calibrate both
the 14 V de and 28 V de fuel gauge and transmitter.
Figure 10-9. Warrior III Fuel Quantity Gauge

TABLE X-XVI. TROUBLESHOOTING FUEL QUANTITY INDICATORS

Fuel gauge fails to indicate. Broken wiring. Check and repair.
Gauge not operating. Replace.
Circuit breaker tripped. Reset breaker. If breaker trips

again, check wiring for short.
Fuel gauge indicates empty when Incomplete ground. Check ground connections at fuel
tanks are full. transmitter in wings.
Fuel gauge indicates full with Incomplete ground. Check ground at transmitter and
tanks empty. instrument.
Float arm stuck. Replace fuel transmitter.

2C20
TABLE X-XVI. FUEL QUANTITY INDICATORS (cont.)

Fuel gauge indicates incorrectly. Intermittent ground. Check ground at transmitter and
instrument.
Float arm sticky. Replace fuel transmitter.

10-63. OIL TEMPERATURE INDICATORS.
Refer to paragraph 10-47.
10-64. GENERAL.
Refer to paragraph 10-48
10-65. TROUBLESHOOTING OIL TEMPERATURE INDICATOR.
Refer to paragraph 10-49
10-67. AMMETER.
10-68. GENERAL.
The ammeter is mounted in the instrument panel. This instrument measures the output of the alterna-
tor into the entire electrical system including the battery charging demand.
10-69. TROUBLESHOOTING. Refer to Section XI. (Alternator Section)
WARNING
It is the user's responsibility to refer to the applicable vendor
publication when servicing or inspecting vendor equipment
installed in Piper aircraft.
10- 71. REMOVAL AND REPLACEMENT OF FACE MOUNTED INSTRUMENTS.
CAUTION
Handle instruments with care to avoid instrument damage.
a. PA-28-151, Warrior, and PA-28-161, Warrior II,

1. Remove face panel by removing the screws from around panel perimeter.
NOTE
Tag instrument connections to aid installation.

2C21
2. With face panel removed, mounting screws for individual instruments will be exposed.
Remove the connections to the instrument before removing instrument mounting screws.
3. Install instruments by reversing removal instructions. After installation and before replacing
instrument face panel, check all components for security and control column clearance.
NOTE
I. Removal
A Remove all connections to the instrument
B Remove and retain screws securing instrument to the panel.
C Remove instrument.
2. Installation
A Position instrument in panel.
B Secure instrument to panel with the screws retained during removal.
C Install all instrument connections.
10-72 REMOVAL AND REPLACEMENT OF CLUSTER MOUNTED INSTRUMENTS
a. PA-28-151, Warrior, andPA-28-161, Warrior II,
The Warrior II contains five individual instruments installed in a cluster on the instrument panel.
To remove the instrument cluster:
NOTE
I. Remove face panel by removing screws from around the panel perimeter.
2. With face panel removed, the clear plastic cover on the cluster assembly will be exposed.
Remove cover and cluster by removing six mounting screws.
3. Remove the connection to the individual instrument and remove instrument from cluster
assembly.
4. Replace instruments by reversing removal instructions. Check all mountings and connections
for security.
NOTE
The cluster instruments installed in the Warrior III are mounted in a common circular head. They
are removed in the same manner as face mounted instruments. Refer to paragraph 10.70, b.
10-73. CYLINDER HEAD TEMPERATURE GAUGE.
10-74. GENERAL.
The cylinder head temperature gauge is installed as an option on the PA-28-151, Warrior, sin's 28-
7515001 and up, and on the PA-28-161, Warrior, sin's 28-7716001 and up. It is not available on the Warrior
Ill. The instrument is located on the instrument panel to the left of the instrument cluster. This instrument
measures the cylinder head temperature using a sender located in a cylinder head. The head location (normally
the one that creates the highest operating temperature) is determined by the engine manufacturer. It is an elec-
trical instrument and is wired through the instruments circuit breaker.

2C22
TABLE X-XVII. TROUBLESHOOTING CYLINDER HEAD TEMPERATURE GAUGE

Instrument shows no indication. Power supply wire. Repair wire broken.
Defective instrument. Replace instrument.
Master (BAT) switch OFF. Select master (BAT) switch ON.
Instrument goes all the way to Wire broken between sender and Repair wire.
upper stop. gauge.
Defective sender. Replace sender.
10-76. EXHAUST GAS TEMPERATURE GAUGE (Alcor)

10-77. GENERAL
This instrument, known as EGT, is used to aid the pilot in selecting an economical fuel-air mixture for
cruising flight at a power setting of 75 percent or less, and to adjust mixture setting at altitudes above 5,000
feet. It is a sensing device to monitor the temperature of exhuast gases leaving the engine cylinders. The
gauge is adjustable. If found defective after checking with troubleshooting chart, it must be replaced. If leads
to gauge are defective, they must be replaced. Because the resistance of the electrical leads is critical for proper
gauge operation, they must be replaced with the same type and length of wire, .
10-78. REMOVAL AND INSTALLATION OF EGT PROBE AND GAUGE
a. To remove EGT probe and gauge:
1. Disconnect wires from EGT gauge at instrument panel.
2. Remove four bolts holding gauge to instrument panel and remove gauge.
3. Remove wires from wire harness going to engine.
4. Loosen clamp holding EGT probe to number one cylinder exhaust manifold and remove
probe.
b. To install EGT probe and gauge (Refer to Figure 10-10):
1. Install probe into hole in number one cylinder exhaust manifold and secure with clamp.
2. Route thermocouple wires with existing wire harness to instrument panel.
3. Install EGT gauge into instrument panel and secure with four bolts.
4. Connect thermocouple wires to rear of EGT gauge.
10-79. CLEANING AND INSPECTION OF EGT
-CAUTION-
Do not connect ohmmeter across meter. It will burn out the
movement of the meter.
Unless mechanical damage is evident, broken glass, bent or broken pointer, or broken case, check as
follows (before removing instrument):
a. Remove probe from exhaust stack and check for broken weld (at tip end) or burnt off end.
Measured resistance of probe must be 0.8 ohms. Clean connections with steel wool before assembly.

2C23
b. Disconnect lead wires at instrument and measure. Resistance with lead wires connected to probe
must be 3.3 ohms. Clean connections with steel wool before assembly.
c. With leads connected to instrument, heat probe with propane torch to dull red. Meter must read up
to fourth graduation or approximately l 500°F. Before check, make sure adjustment screw, at rear of instrument
case, is in center of its travel. If screw is turned to either end of full travel, it will shut instrument off and no
reading will be shown on pointer. If meter still does not read, replace it.
____=7
-+----+-+----CENTERLINE------
__'-
SEE
NOTE
TOP VIEW
EGT PROBE (SEE NOTE)
SIDE VIEW
NOTE:
0.129 INCH HOLE IN NUMBER l CYLINDER EX-
HAUST MANIFOLD IN LINE WITH CENTERLINE OF
ENGINE. TIGHTEN CLAMP TO 45 INCH POUNDS
TORQUE AND SAFETY WIRE.
Figure I 0-10. Exhaust Gas Temperature Probe Installation

2C24
10-80. TROUBLE SHOOTING EFT GAUGE
TABLE X-XVIII. TROUBLESHOOTING EXHAUST GAS TEMPERATURE GAUGE (ALCOR)

Gauge inoperative. Defective gauge, probe, or Check probe and lead wires for
..
wmng. chafing, breaks, or shorting
between wires and metal structure.
Adjusting potentiometer turned Set potentiometer.

off scale.
Fluctuating reading. Loose, frayed, broken electrical Clean and tighten connections.
leads, or faulty connections. Repair or replace defective leads.
10-81. OUTSIDE AIR TEMPERATURE GAUGE (OAT)

OAT's are mounted in the pilot's windshield on all Warrior airplane models. Although unlit internally, the
dial on those installed in the Warrior II and Warrior III, s/n 28-7716001 and up, are finished in flourescent
luminescent paint.
10-82. REMOVING AND INSTALLING OUTSIDE TEMPERATURE GAUGE
CAUTION
During installation of all OAT's, only finger tighten gauge and
external threaded hex tube (sunshield). Over torquing will
damage instrument.
a Remove external sunshield by turning it counterclockwise. Turn by hand only.

b Remove bushing on outside of windshield by sliding it off of threaded shaft. Note position of any
washers or spacers.
3 Remove gauge and inner bushing by pulling gauge through windsield from inside the airplane.
4 Install new gauge in reverse sequence. Check that tapered face on inner and outer bushings are
positioned properly against windshield. Check gauge position before hand tightening sunshield
10-83. PIPER AUTOCONTROL SYSTEM. (See AutoControl Service Manual)

2D1
GRIDS 2D2 AND 2D3

INTENTIONALLY LEFT BLANK
2D2
SECTION
XI
ELECTRICAL
SYSTEM
2D3A
2D3B
SECTION XI - ELECTRICAL SYSTEM
TABLE OF CONTENTS
Paragraph Grid No.
11-1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D9

11-2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D9
11-3. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D10
11-4. Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E1
11-5. Prestolite and Electrosystem Alternator and Components . . . . . . . . . . 2E3
11-6. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E3
11-7. Description of Prestolite and Electrosystem Alternators . . . . . . . . 2E3
11-8. Checking Prestolite and Electrosystem Alternator System . . . . . . 2E3
11-9. Overhaul of Prestolite and Electrosystem Alternators . . . . . . . . . . 2E5
11-10. Disassembly of Prestolite and Electrosystem Alternators . . . . . . . 2E5
11-11. Inspection and Testing of Prestolite and Electrosystem Alternator
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E6
11-12. Assembly of Prestolite and Electrosystem Alternator . . . . . . . . . . 2E9
11-13. Testing of Prestolite and Electrosystem Alternators . . . . . . . . . . . 2E11
11-14. Prestolite and Electrosystem Alternator Service Tips . . . . . . . . . . 2E11
11-15. Prestolite and Electrosystem Alternator Service Test
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E12
11-16. Chrysler Alternator and Components . . . . . . . . . . . . . . . . . . . . . . . . . . 2E13
11-17. Description of Chrysler Alternator . . . . . . . . . . . . . . . . . . . . . . . . 2E13
11-18. Checking The Chrysler Alternator System . . . . . . . . . . . . . . . . . . 2E13
11-19. Overhaul of Chrysler Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . 2E15
11-20. Chrysler Alternator Rotor Field Current Draw . . . . . . . . . . . . . . . 2E15
11-21. Testing Chrysler Alternator Field Current . . . . . . . . . . . . . . . . . . . 2E16
11-22. Inspection of Chrysler Alternator . . . . . . . . . . . . . . . . . . . . . . . . . 2E17
11-23. Testing Rectifier Assemblies of Chrysler Alternator . . . . . . . . . . . 2E17
11-24. Testing Chrysler Alternator Positive Rectifiers
Using C-3829 Tester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E18
11-25. Testing Chrysler Alternator Negative Rectifiers
Using C-3829 Tester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E18
11-26. Testing Chrysler Alternator Rectifier Assemblies
Using Test Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E19
11-27. Removal of Chrysler Alternator Rectifier and Heat Sink Assembly 2E20
11-28. Testing Chrysler Alternator Stator . . . . . . . . . . . . . . . . . . . . . . . . . 2E20
11-29. Removal of Chrysler Alternator Pulley and Bearing . . . . . . . . . . . 2E21
11-30. Testing of Chrysler Alternator Rotor . . . . . . . . . . . . . . . . . . . . . . . 2E23
11-31. Chrysler Alternator Slip Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E23
11-32. Assembly of Chrysler Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . 2E23
11-33. Checking Alternator Belt Tension . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F4
01/01/09 XI - TABLE OF CONTENTS

2D3C
Paragraph Grid No.
11-34. Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F5

11-35. Battery Description (Warrior and Warrior II) . . . . . . . . . . . . . . . . 2F5
11-36. Servicing Battery (Warrior and Warrior II) . . . . . . . . . . . . . . . . . . 2F6
11-37. Removal of Battery (Warrior and Warrior II) . . . . . . . . . . . . . . . . 2F6
11-38. Installation of Battery (Warrior and Warrior II) . . . . . . . . . . . . . . 2F6
11-39. Charging Battery (Warrior and Warrior II) . . . . . . . . . . . . . . . . . . 2F6
11-40. Starting Through External Power Receptacle with Airplane’s
Battery Nearly Depleted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F8
11-41. Warrior/Warrior II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F8
11-42. Warrior III . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F8
11-43. Testing the Battery (Warrior and Warrior II) . . . . . . . . . . . . . . . . . 2F8
11-44. Battery Box (Warrior and Warrior II) . . . . . . . . . . . . . . . . . . . . . . . . . 2F8
11-45. Description (Warrior and Warrior II) . . . . . . . . . . . . . . . . . . . . . . 2F8
11-46. Removal of Battery Box (Warrior and Warrior II) . . . . . . . . . . . . 2F9
11-47. Installation of Battery Box (Warrior and Warrior II) . . . . . . . . . . 2F9
11-48. Battery Box Corrosion Prevention (Warrior and Warrior II) . . . . 2F9
11-49. Battery Description (Warrior III) . . . . . . . . . . . . . . . . . . . . . . . . . . 2F9
11-50. Battery Removal (Warrior III) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F9
11-51. Cleaning Battery (Warrior III) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F11
11-52. Battery Installation (Warrior III) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F11
11-53. Battery Charging (Gill Model G-243) (Warrior III) . . . . . . . . . . . . . . . 2F11
11-54. Hydrometer Reading and Battery Charge (Warrior III) . . . . . . . . . 2F12
11-55. Battery Discharge (Warrior III) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F14
11-56. Battery Temperatures Considerations (Warrior III) . . . . . . . . . . . 2F14
11-57. Battery Repairs, Storage, and Service Tips (Warrior III) . . . . . . . 2F15
11-58. Preparing New Dry Charged Battery for Installation . . . . . . . . . . . . . . 2F15
11-59. Voltage Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F15
11-60. Testing Wico 14 Volt System Regulator . . . . . . . . . . . . . . . . . . . . 2F15
11-61. Testing Lamar 14 Volt System Regulator . . . . . . . . . . . . . . . . . . . 2F16
11-62. Testing Lamar 28 Volt Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . 2F18
11-63. Overvoltage Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F18
11-64. Checking Wico 14 Volt Overvoltage Relay . . . . . . . . . . . . . . . . . . 2F19
11-65. Removal of Wico 14 Volt Overvoltage Relay . . . . . . . . . . . . . . . . 2F19
11-66. Installation of Wico 14 Volt Overvoltage Relay . . . . . . . . . . . . . . 2F20
11-67. Lamar 14 Volt Regulator Overvoltage Check . . . . . . . . . . . . . . . . 2F20
11-68. Checking Lamar 14 Volt Overvoltage Relay . . . . . . . . . . . . . . . . . 2F20
11-69. Lamar 28 Volt Regulator Overvoltage Check . . . . . . . . . . . . . . . . 2F22
XI - TABLE OF CONTENTS 01/01/09

2D4
Paragraph Grid No.
11-70. Starting Motors (Prestolite and Electrosystems) . . . . . . . . . . . . . . . . . 2F22

11-71. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F22
11-72. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F22
11-73. Starter Motor Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F23
11-74. Overhaul of Starting Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F24
11-75. Removal of Starting Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F24
11-76. Disassembly of Starting Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F24
11-77. Brushes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F25
11-78. Armature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F25
11-79. Field Coils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F25
11-80. Brush Holders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F26
11-81. Gear and Pinion Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F26
11-82. Bendix Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F26
11-83. Assembly of Starting Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F26
11-84. Bench Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F26
11-85. Starting Motor Control Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F26
11-86. Starting Motor Service Test Specifications . . . . . . . . . . . . . . . . . . 2G4
11-87. Landing and Taxi Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G4
11-88. Description (Warrior/Warrior II/Warrior III) . . . . . . . . . . . . . . . . . 2G4
11-89. Removal (Warrior/Warrior II/Warrior III) . . . . . . . . . . . . . . . . . . . 2G4
11-90. Installation (Warrior/Warrior II/Warrior III) . . . . . . . . . . . . . . . . . 2G4
11-91. Navigation Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G4
11-92. Navigation Lights Description (Warrior/Warrior II) . . . . . . . . . . . 2G4
11-93. Removal of Wing Navigation Lights (Warrior/Warrior II) . . . . . . 2G4
11-94. Installation of Wing Navigation Lights (Warrior/Warrior II) . . . . 2G5
11-95. Removal of Tail Navigation Light (Warrior/Warrior II) . . . . . . . . 2G5
11-96. Installation of Tail Navigation Light (Warrior/Warrior II) . . . . . . 2G5
11-97. Navigation Lights Description (Warrior III) . . . . . . . . . . . . . . . . . 2G5
11-98. Removing Navigation Light Bulb(s) (Warrior III) . . . . . . . . . . . . 2G5
11-99. Installing Navigation Light Bulb(s) (Warrior III) . . . . . . . . . . . . . 2G5
11-100. Anti-Collision Lights (Warrior/Warrior II) . . . . . . . . . . . . . . . . . . . . . 2G6
11-101. Anti-Collision Lights Description (Warrior/Warrior II) . . . . . . . . 2G6
11-102. Removal of Wing Tip Strobe (Warrior/Warrior II) . . . . . . . . . . . . 2G6
11-103. Installation of Wing Tip Strobe (Warrior/Warrior II) . . . . . . . . . . 2G6
11-104. Removal of Fin Tip Strobe (Warrior/Warrior II) . . . . . . . . . . . . . . 2G6
11-105. Installation of Fin Tip Strobe (Warrior/Warrior II) . . . . . . . . . . . . 2G6
11-106. Rotating Beacon Type Anti-Collision Lights Description
(Warrior/Warrior II) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G7
11-107. Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G7
11-108. Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G7

2D5
SECTION XI - Electrical Systems
Paragraph
Grid No.
11-109. Strobe Anti-Collision Lights Description (Warrior III)......................... 2G7

11-110. Removal of Wing Tip Strobe Light (Warrior III)........................... 2G7
11-111. Installation of Wing Tip Strobe Light (Warrior III)........................ 2G7
11-112. Strobe Power Supply............................................................................. 2G8
11-113. Removal of Strobe Power Supply
(Warrior/Warrior II/Warrior III)..................................................... 2G8
11-114. Installation of Strobe Power Supply
11-115. Troubleshooting Strobe Lights (Warrior/Warrior II/Warrior III)... 2G8
11-116. Instrument and Panel Lights.................................................................. 2G12
11-117. Instrument and Panel Lights Description (Warrior/Warrior II)...... 2G12
11-118. Removal of Dimmer Control Assembly (Warrior/Warrior II)....... 2G12
11-119. Installation of Dimmer Control Assembly (Warrior/Warrior II)... 2G12
11-120. Instrument and Panel Lights Description (Warrior III)................... 2G13
11-121. Removal of Dimmer Control (Warrior III)..................................... 2G13
11-122. Removal of Dimmer Control Potentiometer (Warrior III).............. 2G13
11-123. Installation of Dimmer Control (Warrior III).................................. 2G13
11-124. Installation of Dimmer Control Potentiometer (Warrior III).......... 2G13
11-125. Annunciator Panel................................................................................. 2G14
11-126. Annunciator Panel Description (Warrior/Warrior II)..................... 2G14
11-127. Annunciator Panel Description (Warrior III).................................. 2G14
11-128. Troubleshooting Annunciator Panel
11-129. Replacement of Annunciator Panel Bulbs (Warrior/Warrior II)..... 2G15
11-130. Replacement of Annunciator Panel Bulbs (Warrior/Warrior II)..... 2G16
11-131. Oil Pressure Sensor................................................................................ 2G17
11-132. Removal of Oil Pressure Sensor (Warrior/Warrior II).................... 2G17
11-133. Installation of Oil Pressure Sensor (Warrior/Warrior II)................ 2G17
11-134. Removal of Oil Pressure Sender (Warrior III)................................ 2G17
11-135. Installation of Oil Pressure Sender (Warrior IIÎ)............................ 2G17
11-136. Removal of Oil Pressure Switch (Warrior III)................................ 2G17
11-137. Installation of Oil Pressure Switch (Warrior IIÎ)............................ 2G17
11-138. Oil Temperature Sensor......................................................................... 2G18
11-139. Removal of Oil Temperature Sensor (Warrior/Warrior II)............. 2G18
11-140. Installation of Oil Temperature Sensor (Warrior/Warrior II)......... 2G18
11-141. Removal of Oil Temperature Sensor (Warrior III)......................... 2G18
11-142. Installation of Oil Temperature Sensor (Warrior III)...................... 2G18
11-143. Vacuum Sensor...................................................................................... 2G18
11-144. Removal of Vacuum Sensor (Warrior/Warrior II/Warrior III)....... 2G18
11-145. Installation of Vacuum Sensor (Warrior/Warrior II/Warrior III)... 2G18
XI - Electrical Systems 7/11/19
2D6
Paragraph Grid No.
11-146. Stall Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G18

11-147. Removal of Lift Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G18
11-148. Installation of Lift Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G19
11-149. Adjustment of Lift Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G19
11-150. Electrical Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G19
11-151. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G19
11-152. Removal of Electrical Switches (Warrior/Warrior II) . . . . . . . . . . 2G19
11-153. Installation of Electrical Switches (Warrior/Warrior II) . . . . . . . . 2G19
11-154. Removal of Electrical Switches (Warrior III) . . . . . . . . . . . . . . . . 2G20
11-155. Installation of Electrical Switches (Warrior III) . . . . . . . . . . . . . . 2G20
11-156. Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G20
11-157. Removal of Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G20
11-158. Installation of Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G20
11-159. Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G21
11-160. Removal of Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G21
11-161. Installation of Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G21
Electrical Charts and Wiring Diagram Index . . . . . . . . . . . . . . . . . . . . 2H3

2D7
XI - Electrical Systems 7/11/19
2D8
SECTION XI
ELECTRICAL SYSTEM
11-1. INTRODUCTION.
This section contains instructions and schematics for correcting difficulties which may arise in the
operation of the electrical system in the aircraft.
The instructions are organized so the mechanic can refer to: Description and Principles of Operation for
a basic understanding of the various electrical systems; Troubleshooting for a methodical approach in
locating the difficulty; Corrective Maintenance for removal, repair, and installation of components; and
adjustments and tests for operation of the repaired system. Schematics for the individual systems are
located at the end of this section. For information concerning electronic equipment, refer to Section XII
Electronics.
WARNING: WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER
AIRCRAFT, IT IS THE USER’S RESPONSIBILITY TO REFER TO THE APPLICABLE
VENDOR PUBLICATION.
11-2. DESCRIPTION.
a. Warrior/Warrior II (S/N’s 28-7415001 and up, 28-7716002 and up, 2816001 thru 2816109)
Electrical power is supplied by a 14 volt, direct current, negative ground electrical system. A 12
Vdc battery is incorporated into the system to furnish power for starting and as a reserve power
source in case of alternator failure.
The electrical generating system consists of an engine driven 60 ampere alternator. A solid state
voltage regulator maintains the system bus voltage at 14 volts. Also incorporated is an overvoltage
relay which prevents damage to electrical and avionic equipment in case of regulator malfunction.
The loads from the electrical bus system are protected by manual reset type circuit breakers
mounted on the lower right hand side of the instrument panel.
The master switch must be on before any electrical equipment will operate. The master switch
controls the battery relay and field circuit. The switch is a double pole single throw type.
The lighting system for night time operation is optional equipment and consists of a landing light,
anti-collision lights and navigation lights.
b. Warrior III (S/N’s 2816110 and up)
The electrical system is a 28 volt, direct current, single wire, negative ground system. All electrical
equipment is grounded to the metal structure of airplane. The structure takes the place of a second
wire. A 24 Vdc battery is incorporated into the system to furnish power for starting and as a reserve
power source in case of alternator failure.
The battery and 60 amp alternator are connected to the bus bar that powers all electrical equipment,
except the starter, which receives its power direct from battery. The battery relay and alternator field
circuit are controlled by independent rocker type master (BATT MASTR) and alternator (ALTR)
switches located on the instrument panel. The alternator switch (ALTR) may be used to turn OFF
the alternator field in the event of alternator failure. A warning light (ALTERNATOR INOP) on the
annunciator panel will illuminate if the alternator fails to produce current, accompanied by a zero
indication on the ammeter. A low voltage warning light (LOW BUS VOLTAGE) on the annunciator
panel will illuminate when alternator output is lost and the system is drawing power from the
battery alone. The master switch (BATT MASTR) must be ON before any electrical equipment will
operate.
01/01/09 XI - ELECTRICAL SYSTEM

2D9
The airplane is equipped with standard navigation lights and wing tip strobe type anti-collision lights,
which are controlled by rocker type switches (NAV LIGHT and STROB LIGHT) located on the instrument
panel. The airplane is also equipped with a landing light, located in the nose cowling, which is controlled by a
rocker type switch (LDG LIGHT) located on the instrument panel.
Troubles peculiar to the electrical system are listed in Table XI-I, along with their probable causes and sug-
gested remedies. The wiring diagrams, included in the back of this section, will give a physical breakdown of
the different electrical circuits used in this airplane.
After the trouble has been corrected, check the entire system for security and operation of its components.
TABLE XI-I TROUBLESHOOTING ELECTRICAL SYSTEM

ALTERNATOR
Zero output indicated on ammeter Open field circuit. With master switch turned on,
regardless of rpm (refer to check for battery voltage from
alternator system test procedure). ship's main bus through entire
field circuit to alternator field
terminal. Measure voltage from
ground (-) to the following points
(+) in sequence: bus bar, field
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 component or wire which
must be replaced. (See Wiring
Schematic.)
Open output circuit. With master switch turned on

check for battery voltage from
ship's main bus through entire
output circuit to alternator battery
post. Measure voltage from
ground (-) to the following points
(+) in sequence: bus bar, 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
(Continued on next page) Schematic.)
Revised: February 28, 1995 ELECTRICAL SYSTEM

2D10
TABLE XI-I. TROUBLESHOOTING ELECTRICAL SYSTEM (cont.)

ALTERNATOR (cont.)
Zero output indicated on ammeter Open output circuit. (cont.) Open circuit in alternator output
regardless of rpm (refer to will usually burn out ALT
alternator system test procwure). annunciator lamp and 50 ohm
(cont.) resistor. Check SA inline fuse.
Open field winding in alternator. Disconnect field terminal of

alternator from field wiring, and
check for continuity from field
terminal to ground with ohmmeter
(20-100 ohms) depending on
brush contact resistance.
WARNING
Turn magneto switch to off and

ensure magneto is grounded
before turning propeller by
hand.
Pull propeller through slowly by

hand, turning alternator rotor
through 360° of travel. If
resistance is high, check brushes
for spring tension and excessive
wear. Replace if necessary. If
brushes are good and field reads
open, replace alternator.
Output indicated on ammeter Faulty voltage regulator. Start engine; tum ON load (refer
does not meet minimum values to alternator test procedure). Set
specified in alternator system test throttle at 2300 RPM. Check
procedure. voltage at bus bar to ground (-).
Voltage should be 13.5 volts min-
imum (14 volt system), and 27.5
volts minimum (28 volt system).
If voltage is below these values,
replace regulator.
(Continued on next page)

2D11

ALTERNATOR (cont.)
Output indicated on ammeter High resistance connections in Check visually for loose binding
does not meet minimum values field or output circuit. posts at the various junction
specified in alternator system test points in system: alternator, battery
procedure. (cont.) post, lugs on ammeter, connections
at voltage regulator, circuit
breaker, etc. Examine crimped
terminal ends for signs of
deterioration at crimp or strands
of broken wire at crimp. Tighten
any loose binding posts. Replace
bad wire terminals.
Open rectifier. Internally opening of any of the

six rectifiers will result in a
definite limitation on the current
that can be drawn from the
alternator. If no fault is found
after checking the previous causes
of low output, assume a faulty
rectifier exists. Have rectifier
replaced.
Field circuit breaker trips. Short circuit in field circuit. Disconnect field wiring at terminal
of alternator. Tum master switch
ON. If breaker continues to trip,
proceed to disconnect each leg of
field circuit, working from the
alternator towards the circuit
breaker, until breaker holds when
reset. Replace component or
w1re which was isolated as
defective.
Short circuit in field winding of Disconnect field wiring at termi-

alternator. nal of alternator. Turn master
switch ON. Reset breaker. If
breaker fails to trip again, the
short is in the alternator field
circuit. Check brush holders for
shorting against frame. If there
are no signs of a physical short
circuit at field terminal or brush
(Continued on next page) holder, replace alternator.

2D12

ALTERNATOR (cont.)
Field circuit breaker trips. Short circuit in field winding of WARNING

(cont.) alternator. (cont.)
Be/ore turning propeller by
hand, turn magneto switch OFF,
and ensure magneto is grounded.
Internal short circuit of the field

can occur at various positions
of the rotor. Reconnect field,
reset breaker, and pull propeller
through slowly by hand, turning
alternator rotor through 360° of
travel. If circuit breaker trips,
replace alternator.
Short circuit in output circuit. Disconnect wiring at battery post

Output circuit breaker trips. of alternator Tum master switch
ON. Reset breaker. If breaker
continues to trip, disconnect each
leg of output circuit, working
from the alternator towards the
circuit breaker, until breaker
holds when reset. Replace
component or wire isolated as
defective.
Shorted alternator diode. Disconnect wiring at battery post

of alternator. Tum master switch
ON. Reset breaker. If breaker
fails to trip again, have alternator
overhauled or diode replaced.
Battery installed with reversed Remove battery and install with

polarity. correct polarity.

2D13

ALTERNATOR (cont.)
Output circuit breaker trips. Battery charged backwards. Remove battery. Connect load,
(cont.) such as landing light lamp or
similar load, and discharge
battery. Charge with correct
polarity. Test each cell for signs
of damage due to reversed
charging.
NOTE
This condition can occur ONLY
if a discharged battery has been
removed from the airplane and
put on a charger with the polarity
reversed. Reversed polarity
CANNOT occur in the airplane
due to a faulty alternator system
Excessive ammeter fluctuation. Defective voltage regulator. Replace voltage regulator.
Excessive resistance in field Check all connections and wire

circuit. terminals in field circuit, such as
loose binding posts, broken wire
strands at terminals, etc., for
deterioration. Tighten all
connections and replace faulty
terminals.
STARTER
Starter fails to operate. Low battery charge. Check and charge as required.
Defective or improper wiring or Refer to electrical wiring diagram

loose connections. and check all wiring.
Defective starter solenoid or Replace faulty unit.

control switch.
Revised: August 22, 1973 ELECTRICAL SYSTEM

2D14

STARTER (cont.)
Starter fails to operate. (cont.) Binding, worn, or improperly CAUTION

seated brush, or brushes
with excessive side play. Do not use coarse sandpaper or
emery cloth. After seating,
clean thoroughly to remove all
sand and metal particles to pre -
vent excessive wear. Keep motor
hearing free from sand or metal
particles.
Brushes must be a free fit in the

brush boxes without excessive
side play. Wiped binding brushes
and brush boxes clean with a
gasoline (undoped) moistened
cloth. New brushed should be
run in until 50 percent seated. If
facilities are not available for
running in brushes, seat brush by
inserting a strip of number 000
sandpaper between the brush and
commutator, with the sanded side
next to the brush. Being careful
to keep it in the same contour as
the commutator, pull sandpaper
in the direction of rotation, .
Dirty or pitted commutator. If commutator is rough or dirty,

smooth and polish with number
0000 sandpaper. If too rough and
pitted, remove and turn down.
Blow out all particles
Shorted, grounded, or open Remove and replace with an

armature. armature known to be in good
condition.
Grounded or open field circuit. Test, repair if possible, or replace

with a new part.

2D15

STARTER (cont.)
Low motor and cranking speed. Worn, rough, or improperly lubri- Disassemble, clean, inspect, and
cated motor or starter gearing. lubricate. Replace worn ball
bearings.
Same electrical causes as listed Same remedies as listed for those

under MOTOR FAILS TO CAUSES.
OPERATE.
Excessive arcing of motor brushes. Binding, worn, or improperly See REMEDY information above
seated brush(es) or brushes with for these CAUSES.
excessive side play.
Dirty, rough, pitted or scored Clean or tum down commutator

commutator. as outlined above.
Excessive wear and arcing of Rough or scored commutator. Remove and turn down
motor brushes. commutator on a lathe.
Armature assembly not concentric. Reface commutator.
BATTERY
Discharged battery. Battery worn out (dead). Install new battery.
Low electrical system voltage. Check regulator input voltage

from alternator and output
voltage to battery.
Battery left standing too long. Remove and charge battery if left
in unused airplane 3 weeks or
more.
Equipment left on accidentally. Remove and charge.
Impurities in electrolyte. Install new battery.
Short circuit (ground) in wiring. Check wiring.
Broken cell partitions. Install new battery.

2D16

BATTERY
Battery life is short. Overcharge due to level of Maintain proper electrolyte level.
electrolyte being below top of
plates.
Sulfation due to disuse. Install new battery.
Impurities in electrolyte. Install new battery.
Low charging rate. Check regulator input voltage

from alternator and output
voltage to battery.
Cracked cells. Hold-down bracket loose. Install new battery. Tighten

hold-down bracket.
Frozen battery Install new battery.
Compound on top of battery Charging rate too high. Reduce charging rate. Check
melts. regulator voltage output.
Electrolyte runs out of vent Too much water added to battery Drain and keep at proper level.
plugs. and charging rate too high. Check regulator voltage output.
Excessive corrosion inside Spillage from over filling. Use care when adding water.
container.
Vent lines leaking or clogged. Repair or clean.
Charging rate too high. Adjust voltage regulator.
Battery electrolyte freezes. Discharged battery. Replace battery.
Water added and battery not When temperatures are at, or

charged immediately. below freezing, always recharge
battery for 1/2 hour following
addition of water.
Leaking battery cell. Frozen electrolyte. Replace battery.
Battery polarity reversed. Battery connected backwards Completely discharge battery

on airplane or charger. Charge correctly and test.

2D17

BATTERY
Battery consumes excessive Charging rate too high, if loss is Correct charging rate.
water. in all cells.
Cracked cell (loss in one only). Replace battery.
WARRIORIWARRIOR II
ANNUNCIATOR PANEL
All the warning lights fail to Blown fuse. Replace the 5 amp fuse behind
operate. instrument panel.
No current from bus. Check all w1re segments,

connections, and the receptacle at
the left side of the annunciator
panel.
All the warning lights fail to Test switch grounded out. Check terminals and replace
extinguish after engine is started. switch if necessary.
OIL warning light fails to Bulb burned out. Replace bulb

illuminate.
No current to sensor. Check all wire segments and

connections.
Sensor activates at too low of Replace sensor.

a setting.
Defective sensor. Replace sensor.
OIL warnmg light fails to Sensor activates at too high of a Replace sensor.
extinguish. setting.
Sensor terminals bridged. Remove material from between

terminals.
Revised: December 16, 1994 ELECTRICAL SYSTEM

2D18

WARRIORIWARR/OR II
ANNUNCIATOR PANEL (cont.)
VAC warning light fails to Bulb burned out. Replace bulb.

illuminate.
connections.
Sensor activates at too low of a Replace sensor.

setting.
VAC warnmg light fails to Sensor activates at too high of a Replace sensor.

terminals.
ALT warnmg light fails to Bulb burned out. Replace bulb.

illuminate.
No current from bus to resistor. Check all wire segments and
connections.
ALT warnmg light fails to Blown fuse. Replace 5 amp fuse aft of the
extinguish. diode heat sink.
No current from the fuse to the Check all wire segments and
resistor and fuse is good. connections.
Test switch fails to activate warning Bad switch or connections. Check wires and connections.
lights. Replace switch if necessary.

2D19

WARRIOR III
ANNUNCIATOR PANEL
All warnmg lights fail to 5 amp ANNUNCIATOR PANEL Reset (push in) circuit breaker.
illuminate. circuit breaker open.
No current from bus .. Check all wire segments, connections,

and receptacle at the left side of
annunciator panel.
Test switch fails to activate Bad switch or connections. Check wires and replace switch if
warning lights. necessary.
All warnmg lights do not Test switch shorted or bad Check wire connections and
extinguish after engine is running. connections. replace switch if necessary.
Lights fail to dim when DAY- Defective K-3 relay in annunciator Replace relay.
NIGHT switch placed in NIGHT box assembly.
position.
Open wires from DAY-NIGHT Check wire connections.
switch to dimmer box.
LOW BUS VOLT AGE fails to Blown bulb(s) Replace bulb(s).

illuminate.
Blown in-line fuse between bus Replace fuse.
bar and low voltage monitor.
Defective low voltage monitor in Replace low voltage monitor.

ammeter dimming control
assembly.
LOW BUS VOLT AGE fails to Open wire between buss bar and Locate and repair open wire.
dim with switch in NIGHT low voltage monitor; between
position. low voltage monitor and
annunciator box assembly;
between annunciator box
assembly and annunciator light.
Defective K-3 relay in annunciator Replace relay.

box assembly.
Added: February 28, 1995 ELECTRICAL SYSTEM

2D20

WARRIOR/II
ANNUNCIATOR PANEL (cont)
PITOT HEAT OFF/INOP fails to Blown bulb(s). Replace bulb(s).

illuminate.
If pitot heat switch is OFF, faulty Replace switch.
switch.
Faulty pitot sensor assembly. Replace sensor assembly.
PITOT HEAT OFF/INOP fails to Open R-4 resistor in annunciator Replace resistor.
dim with switch in NIGHT box assembly.
position.
box assembly.
STARTER ENGAGE fails to Blown bulb(s). Replace bulb(s).

illuminate.
Blown 5 amp in-line fuse Replace fuse.
between starter contactor and
annunciator panel.
STARTER ENGAGE fails to Open R-8 resistor in annunciator Replace resistor.

dim with switch in NIGHT box assembly.
position.
box assembly.
VACUUM INOP fails to Blown bulb(s). Replace bulb(s ).

illuminate.
No voltage to sensor. Check all wire segments and
connections.

setting.

t page)

2D21

WARRIOR III
VACUUM INOP light does not Sensor activates at too high of a Replace sensor.

terminals.
VACUUM INOP fails to dim Open R-6 resistor in annunciator Replace resistor.
with switch in NIGHT position. box assembly.

box assembly.
ALTERNATOR INOP fails to Blown bulb(s). Replace bulb(s).

illuminate.
ALTERNATOR INOP fails to Blown 1/4 amp fuse between Replace fuse.
extinguish. alternator and alternator out
switch.
Defective ALTERNATOR Replace switch.

OUT switch.
Open w1nng or connector Check wires W2A and W2B, and

between ALTERNATOR OUT connectors R2-6 and P2-6 for
switch and annunciator panel. open or bad connections. Repair
as necessary.
ALTERNATOR INOP fails to Open R-10 resistor m Replace resistor.

dim with switch in NIGHT posi- annunciator box assembly.
tion.
box assembly.

2D22

WARRIOR III
OIL PRESSURE fails to Blown bulb(s). Replace bulb(s).

illuminate.
connections.

setting.
Sensor activates at a too high Replace sensor.

OIL PRESSURE fails to setting.
extinguish.
terminals.
Open R-5 resistor in annunciator Replace resistor.

OIL PRESSURE fails to dim box assembly.
with switch in NIGHT position.
box assembly.

2D23
2D24
11-4. PRECAUTIONS
The following precautions must be observed when testing or servicing the electrical system. Failure to
observe these precautions will result in serious damage to the electrical equipment.
CAUTION
Do not use aluminum cable to repair wiring. If there is a fault
in the aluminum cable, the complete cable assembly must be
replaced with copper wire and suitable terminals. Aluminum
cable wiring was used in: 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 individual schematics). (Refer to latest revision of Piper
Service Bulletin No. 836A.)
CAUTION
Disconnect 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 units and/or wiring.
CAUTION
Alternator must not be operated on an open circuit with the
rotor winding energized
CAUTION
Do not attempt to polarize the alternator. No polarization is
required Any attempt to do so could damage alternator, regu -
lator, or circuits.
CAUTION
Grounding alternator output terminal will damage alternator
and/or circuit and components.
CAUTION
Reversed battery connections will damage rectifiers, wiring,
and other charging system components. Battery polarity must
be checked with a voltmeter before connecting battery. This
aircraft is negative ground.
CAUTION
If booster battery or fast charger is used, its polarity must be
connected correctly to prevent damage to electrical system
components.

2El
C4UTION
If booster battery or fast charger is used, its polarity must be
connected correctly to prevent damage to electrical system
components.
CAU110N
Refer to wiring diagram and Figure 11-13 when installing or
testing alternator.
Revised: February 28, 1995 ELECTRlCAL SYSTEM
2E2
11-5. PRESTOLITE AND ELECTROSYSTEMS AL TERNATOR AND COMPONENTS

11-6. GENERAL
The PA-28-151, Warrior and PA-28-161, Warrior II were equipped with either a 14 Vdc, 60 amp
Prestolite or Chrysler alternator. The later version of the PA-28 161, Warrior II were equipped 14 V de, 60 amp
Electrosystems (formally Prestolite) alternators. The PA-28-161, Warrior III is equipped with an
Electrosysterns 28 V de, 70 amp alternator.
11-7 DESCRIPTION OF PRESTOLITE AND ELECTROSYSTEMS ALTERNATORS (See Figure 11-1)
The principle components of both 14 V de, 60 amp, and either the 14 V de, 60 amp or 28 V de, 70 amp
Prestolite and Electrosysterns alternators are basically the same. Thus, the following applies to both of these
alternators.
The principle components of the alternator are the brush holder assembly (1), the slip ring end head
(2), the rectifiers (3), the stator (4), the rotor (5), and the drive end head (6).
a. The brush and holder assembly contains two brushes, two brush springs, a brush holder and
insulator. Each brush is connected to a separate terminal stud and is insulated from ground. The brush and
holder assembly can easily be removed for inspection or brush replacement purposes.
b. The slip ring end head provides the mounting for the rectifiers and rectifier mounting plate,
output and auxiliary terminal studs, and the brush and holder assembly. The slip ring end head contains a
roller bearing and outer race assembly and a grease seal.
c. The rectifiers used in these units are rated at 150 peak inverse voltage (PIV) minimum for
transient voltage protection. Three positive rectifiers are mounted in the rectifier mounting plate while the
three negative rectifiers are mounted in the slip ring end head. Each pair of rectifiers is connected to a stator
lead with high temperature solder. The stator leads are anchored to the rectifier mounting plate with epoxy
cement for vibration protection.
d. The stator contains a special lead which is connected to the center of the three phase windings,
and is used to activate low voltage warning systems or relays. The stator has been treated with a special epoxy
varnish for high temperature resistance.
e. The rotor contains the slip ring end bearing inner race and spacer on the slip ring end of the
shaft. The rotor winding and winding leads have been specially treated with a high temperature epoxy cement
to provide vibration and temperature resistance characteristics. High temperature solder is used to secure the
winding leads to the slip rings.
f. The drive end head supports a sealed, pre-lubricated ball bearing in which the drive end of the
rotor shaft rotates.
11-8 CHECKING PRESTOLITE AND ELECTROSYSTEMS ALTERNATOR SYSTEM
With the engine operating, and all electrical equipment, except master switch, OFF, the ammeter will
read amount of charging current demanded by battery. The amount will vary, depending on percentage of battery
charge. As the battery is charged, the current displayed on the ammeter will reduce to approximately two
amperes. Current reading on the ammeter will show if the alternator system is operating normally.

2E3
Figure 11-1. Exploded View of Prestolite and Electrosystems Alternators
NOTE
Current reading on ammeter is the load in amperes demanded
by the electrical system from alternator. Check,for example, a
condition where battery is demanding 10 amperes charging
current, then switch on landing light. Note value in amperes
placarded on circuit breaker panel for landing light circuit
breaker (10 amps) and multiply by 80 percent. You will arrive
at a current of 8 amperes. This is approximate current drawn
by the light. When light is switched on, there will be an
increase of current from 10 to 18 amperes on ammeter. As
each unit of electrical equipment is switched on, current will
add up and the total, including battery, will read on ammeter.
Use the example of an airplane's maximum continuous load with all equipment on is approximately 48
amperes for 60 ampere alternator. This approximate 48 ampere value, plus approximately two amperes for a
fully charged battery, will appear continuously under these flight conditions. If the ammeter reading were to
go much below this value, under the aforementioned conditions, trouble with the alternator system would be
indicated and corrective action should be taken by switching off the least essential equipment. Locate faulty
components as follows:

2E4
CAUTION
On air-conditioned aircraft, full alternator output on ground
must he limited to not more than 10 minutes. Refer to Pilot's
Operating Handbook.
a. Check airplane is positioned so prop blast will not interfere with other operations going on near by.
Start engine and set throttle for 1000 to 1200 rpm.
b. Switch on the following loads and observe ammeter output increase as follows:
1 Rotating beacon - 3 to 6 amps.
2 Navigation and instrument lights (bright position) - 4 to 6 amps.
3 Landing light - 7 to 9 amps.
If alternator does not meet above readings refer to troubleshooting chart. Follow troubleshooting pro-
cedure outlined on the chart. Check each cause and isolation procedure under a given trouble.
On airplanes without night-flying equipment, load required by test can be simulated by connecting a
lamp-bank load consisting of 8 landing lights wired in parallel from main bus (+) to airframe ground (-), (refer
to Figure 11-2) or 8, 3-ohm, 100-watt resistors.
Alligator Clips
(8) BA Landing Lights
60 - Ampere Alternator
Figure 11-2. Lamp Bank Load

11-9. OVERHAUL OF PRESTOLITE AND ELECTROSYSTEMS ALTERNATORS
Complete alternator disassembly may not be required for alternator repair. However, in this section,
the complete overhaul is covered step-by-step to provide detailed information on each operation. In actual
service practice, these operations may be used as required.
11-10 DISASSEMBLY OF PRESTOLITE AND ELECTROSYSTEMS ALTERNATORS
a. Remove the two number 10-24 screws holding brush holder assembly in slip ring end head.
Remove brush and holder assembly from end head.
b. Remove safety wire from through bolts. Hold pulley with a strap wrench and remove pulley nut.
Pulley must be removed with a puller. Remove fan, woodruff key, and spacer from shaft.
c. Remove the four through bolts and tap drive end head lightly to separate drive end head and rotor,
as a unit, from stator and slip ring end head.

2E5
d. Remove nuts, lock washers, flat washers, and insulators from output and auxiliary terminal studs.
(Note carefully the correct assembly of insulator washers and bushings.) Using special tools shown in Figure
11-3, support end head and press out the three negative rectifiers. End head can now be separated from stator
assembly.
e. To remove slip ring end bearing and grease seal, have a hook type or impact type bearing puller as
shown in Figure 11-4. (Do not remove bearing unless replacement is necessary.)
NOTE
The inner race of slip ring end hearing is pressed onto rotor
shaft. When hearing replacement is necessary, replace com -
plete hearing assembly, including inner race.
f. To remove drive end head from rotor shaft, use a puller that grips on bearing retainer plate as in
Figure 11-5. Do not attempt to remove by supporting end head and pressing on shaft, as this may result in dis-
tortion of end head or stripping of retainer plate screws. Remove the three retainer plate screws and press
bearing out of end head. (Refer to Figure 11-6.)
11-11 INSPECTION AND TESTING OF PRESTOLITE AND ELECTROSYSTEMS ALTERNATOR
COMPONENTS
Upon disassembly completion, all parts must be cleaned and visually inspected for cracks, wear, dis-
tortion, any signs of overheating, or mechanical interference.
a. Rotor: Rotor must be tested for grounded or shorted windings. Ground test is made with test
probes, connected in series with a 110-volt test lamp, an ohmmeter, or any type of continuity tester. (Refer to
Figure 11-7.) There must not be continuity between slip rings and rotor shaft or poles. To test for shorted turns
in rotor winding, connect a voltmeter, ammeter, and rheostat as in Figure 11-8, or use an ohmmeter. Rotor
current draw and resistance are listed in Paragraph 11-14 and Table XI-II. Excessive current draw or a low
ohmmeter reading indicates shorted windings. No current draw or an infinite ohmmeter reading indicate an
open winding.
Figure 11-3. Removal of Rectifier Figure 11-4. Removal of Slip Ring End Bearing

2E6
Figure 11-5. Removal of Drive End Head Figure 11-6. Removal of End Head Bearing
RHEOSTAT
~to-------t
AMMETER
(~ BATTERY
VOLTMETER
Figure 11-7. Testing Rotor for Ground Figure 11-8. Testing Rotor for Shorts

2E7
b. Rectifiers: A diode rectifier tester will detect and pinpoint open or shorted rectifiers without
disconnecting stator leads. On both the 12 V de and 24 V de alternators, if a tester is not available, test probes
and a no. 57 bulb, connected in series with a 12 volt battery can be used as follows:
1 Touch one test probe to a rectifier heat sink and the other test probe to a lead from one of the
rectifiers in that heat sink.
2 Reverse position of the leads.
NOTE
Test bulb must light in one direction and not light in the other
direction. If test bulb lights in both directions, one or more of
the rectif,ers in that heat sink is shorted
3 To pinpoint defective rectifier, stator leads must be disconnected and above test repeated on
each rectifier.
NOTE
Open rectif,ers can only be detected, when using test bulb, by
disconnecting stator leads. Test bulb will fail to light in either
direction if rectifier is open.
c. Stator: The stator is tested for open or grounded windings with a 12-volt test bulb, described in
rectifier section, or an ohmmeter, as follows:
1 Separate stator from slip ring end head just far enough to insert a fold of rags or block of wood
(insulate stator from end head).
2 Test for grounded windings by touching one test bulb or ohmmeter probe to auxiliary terminal
or any other stator lead, and the other test bulb or ohmmeter probe to stator frame. If test bulb lights, or
ohmmeter indicates continuity, stator is grounded.
3 Test for open windings by connecting one test probe to auxiliary terminal or stator winding
center connection, and touch each of three stator leads. (Test bulb must light, or ohmmeter must show continuity.)
NOTE
Due to low resistance in stator mndings, shorted mndings are
difficult to locate. Shorted stator mndings will usually cause
alternator to growl or be noisy during operation, and mll usu -
ally show signs of overheating. If all other electrical checks
are normal and alternator fails to supply its rated output, sta -
tor must be replaced to determine if it is the faulty component
d. Bearings and seals: When alternator is overhauled, new bearings and oil or grease seals are recom-
mended (even though bearings and seals may appear to be in good condition).
NOTE
A faulty seal will cause alternator to fail within a very short
period of time.

2E8
11-12. ASSEMBLY OF PRESTOLITE AND ELECTROSYSTEMS ALTERNATOR

a. Press ball bearing into drive end head using a flat block approximately two inch square, so pres-
sure is exerted on outer race of bearing. Install retainer plate. With snap ring and retainer cup in place on rotor
shaft, use a tool that fits over shaft and against inner bearing race, and press until inner bearing race is against
snap ring retainer cup. (Refer to Figure 11-9.)
CAUTION
Use an arbor press, do not hammer. Connect stator leads to
rectifiers. When soldering connections, use pliers as a heat
dam on lead between solder joint and rectifier. Too much heat
will damage rectifiers.
b. Carefully install rectifiers in slip ring end head or rectifier mounting plate by supporting unit and
using special tools illustrated in Figure 11-10.
c. Assemble rectifier mounting plate studs and insulators. Verify they are in correct order. (Refer to
Figure 11-11.)
d. After slip ring end head is completely assembled, stator and rectifier leads must be secured to rec-
tifier mounting plate with epoxy. Verify stator leads are positioned so they do not interfere with rotor.
e. Install slip ring end bearing and oil seal. Verify oil seal lip is toward bearing. Stake oil seal in
place. Assemble bearing, seal, inner race, and spacer as in Figure 11-12.
f. Assemble alternator and install the through bolts. Spin rotor to verify no mechanical interference.
Tighten through bolts to torque of 30 to 35 inch-pounds. Safety wire must be installed after unit bench test for
output. Install spacer, woodruff key, fan, pulley, lock washer, and nut. Tighten nut to torque of 35 foot-
pounds. Use strap wrench to hold pulley.
g. Install brush and holder assembly and retaining screws. Spin rotor and check for interference
between brush holder and rotor. Check between field terminal and ground with ohmmeter. Ohmmeter will
read rotor resistance. (Refer to Paragraph 11-15 and Table XI-II.)
Figure 11-9. Installation of Bearing Figure 11-10. Installation of Rectifier

2E9
OUTPUT(+)
TERMINAL
AUXILLARY
TERMINAL
Figure 11-11. Terminal Assembly
SEAL - INSTALL SEAL WITH CARBON

LIP TOWARD BEARING PILE
INNER RACE
I
,-- - ~
GREASE
- - i
CAVITY
~
~ --- - - - - - ---,---------"
SPACER
TEST VOLTMETER
Figure 11-12. Slip Ring End Bearing Assembly Figure 11-13. Testing Alternator

2E10
11-13. TESTING OF PRESTOLITE AND ELECTROSYSTEMS ALTERNATORS
CAUTION
Alternator should not be run more than 2 minutes for each test
point.
NOTE
Always refer to the appropriate alternator and starter
schematic wiring diagram when installing or testing the
alternator.
a. Wiring connections for bench testing the alternator are shown in Figure 11-13. Refer to the
Service Paragraph 11-14 and Table XI-II for output test figures. Adjust the carbon pile if necessary, to obtain
the specified voltage.
b. After bench testing the alternator, install the safety wire and install the alternator on the engine.
/
PIN I
F
END I VIEW SIDE VIEW
'---- ..I~
Figure 11-14. Brush Installation Figure 11-15. Internal Wiring Diagram

11-14. PRESTOLITE AND ELECTROSYSTEMS ALTERNATOR SERVICE TIPS
a. Bearings: These units have a sealed ball bearing at the drive end and a two-piece roller bearing at
the slip ring end. The inner race is pressed onto the rotor shaft and the rest of the bearing is in the slip ring end
head. When unit is assembled, inner race aligns with bearing. When the bearing is replaced, the new inner
race must be installed on the rotor shaft.
b. Lubrication: The slip ring end bearing must be lubricated when the alternator is disassembled.
The bearing should be thoroughly cleaned and repacked with Shell Alvania no. 2 or equivalent bearing
lubricant. The cavity behind the bearing must be packed one-third to one-half full with the same lubricant.

2Ell
c. Brushes: These units have a separate brush holder assembly that is installed after the alternator has
been assembled. The brush holder has a small hole that intersects the brush cavities. Use a pin or wire, as in
figure 11-14 to hold brushes in holder during assembly. Remove pin after brush holder retaining screws are
tightened. Make a continuity check to be sure brushes are seated against slip rings.
d. Drive Pulley: Tighten drive pulley retaining nut to a torque of 35 foot-pounds.
11-15. PRESTOLITE AND ELECTROSYSTEMS ALTERNATOR SERVICE TEST SPECIFICATIONS
Refer to Figure 11-13 for test circuit used. Specifications for Prestolite and Electrosystems alternators
installed on the PA-28-151 or Warrior, PA-28-161, Warrior II (14 Vdc), and the PA-28-161, Warrior III
(28 Vdc) series airplanes are as follows:
TABLE XI-II. PRESTOLITE AND ELECTROSYSTEMS ALTERNATOR SPECIFICATIONS

ALTERNATOR MODEL PRESTOLITE ELECTRO SYSTEMS ELECTRO SYSTEMS
(!) Standard - AL Y6421 ( ) Standard ALX8421LS ( lALU8421LS
2 3
Air Cond. -ALY6422
Voltage 12 Vdc 12 Vdc 24 Vdc
Rated Output 60 Amperes (

4
l 60 Amperes 4
( ) s60 Amperes
Ground Polarity Negative Negative Negative
Rotation Bi-directional Bi-directional Bi-directional
Rotor (70°F to 80°F)

Current Draw 2.4 to 4.0 Amps@ 12 Vdc 2.4 to 4.0 Amps@ 12 Vdc 1.9 to 2.3 Amps @ 24 Vde
Resistance 3.5 to 5.0 Ohms 3.5 to 5.0 Ohms 10.5 to 12.5 Ohms
Output Test (70°F to

80°F)
Volts 14 14 14 14 28 28
Output Amperes 13.0 47.0 14.0 33.0 23.0 61.0
Min. Alt. Rpm 2000 4000 3000 6000 4000 8000
( lUsed on PA-28-151, Warrior
1
(
2
lUsed on PA-28-161, Warrior II
( lUsed on PA-28-161, Warrior III
3
( lUseful load 60 amperes, rated load 70 amperes

4

2E12
11-16. CHRYSLER AL TERNATOR AND COMPONENTS

11-17. DESCRIPTION OF CHRYSLER AL TERNATOR
Chrysler alternators were installed only on the PA-28-151, Warrior.
The alternator is located on the front lower right side of the engine and utilizes a belt drive from the
engine crankshaft. Many advantages both in operation and maintenance are derived from this system. The
main advantage is that full electrical power output is available regardless of engine rpm.
The alternator has no armature or commutator and only a small pair of carbon brushes which make
contact with a pair of copper slip rings. The rotating member of the alternator, known as the rotor, is actually
the field windings. The rotor draws only li20th of the current output. Therefore, there is very little friction
and negligible wear and heat in this area. The alternating current is converted to direct current by diodes. The
diodes are highly reliable solid state devices, but are easily damaged if current flow is reversed through them.
The alternator system does not require a reverse current relay because of the high back resistance of
the diodes and the inability of the alternator to draw current or motorize. A current regulator is unnecessary
because the windings have been designed to limit the maximum current available. Therefore the voltage con-
trol is the only control needed.
An additional latching circuit keeps the master solenoid closed when battery voltage is low and the
engine starter is being operated. This circuit transfers voltage from the alternator to the master solenoid coil,
holding the master solenoid in the closed position and allowing the starter to function. This circuit will also
supply voltage to the battery. A diode is placed into this circuit to prevent reverse current flow from the
battery to the alternator.
Sin's 28-7415001 through 28-7415703 have two circuit breakers to control the generating system.
One is marked ALTERNATOR OUTPUT and the other ALTERNATOR FIELD. The output circuit breaker
protects the alternator and electrical system from overloads. The field circuit breaker protects the voltage
regulator and alternator field. Tripping of either the OUTPUT or the FIELD circuit breaker will result in a
complete shut down of power from the generating system. After a one or two minute cool down period the
breakers can be reset manually. Recurring tripping indicates a short in the alternator circuit.
Sin's 28-7515001 and up have only an ALTERNATOR FIELD circuit breaker, which protects the
voltage regulator and alternator field. Tripping of the FIELD circuit breaker will result in a complete shut
down of power from the generating system. After a one or two minute cool down period the breaker can be
reset manually. Recurring tripping indicates a short in the alternator circuit.
The ammeter displays the load in amperes placed on the generating system. It does not indicate battery
discharge. With the engine operating, and all electrical equipment, except the master switch OFF, 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 ammeter 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.
11-18. CHECKING THE CHRYSLER ALTERNATOR SYSTEM
With the engine operating, and all electrical equipment, except the master switch OFF, 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 ammeter 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.

2E13
7 12\-__~18~
~~
~~~·
6
.'~·
1 14 '
19
~✓
Q- >
-~- 5
1. RECTIFIER END SHIELD ASSEMBLY
2. DRIVE END SHIELD ASSEMBLY
3. DRIVE END BEARING
-· 4.
5.
BEARING RETAINER PLATE
STATOR ASSEMBLY
15 6. ROTOR ASSEMBLY
7. BATTERY TERMINAL PACKAGE
8. RECTIFIER END BEARING
9. BRUSH HOLDER
10. PULLEY ASSEMBLY
11. FRAME SCREW
12. TERMINAL BLOCK
13. BRUSH
14. CAPACITOR
15. END SHIELD BUSHING
16. NEGATIVE RECTIFIER ASSEMBLY
17. BRUSH ASSEMBLY
18. POSITIVE RECTIFIER ASSEMBLY
19. CAPACITOR ASSEMBLY
Figure 11-16. Exploded View of Chrysler Alternator

2E14
NOTE
Current shown on ammeter is the load in amperes demanded
by electrical system from alternator. For example, consider a
condition where battery is demanding 10 amperes charging
current; then switch on the landing light. Note the value in
amperes placarded on circuit breaker panel for landing light
circuit breaker (10 amps) and multiply by 80 percent. Current
will be 8 amperes. This is the approximate current drawn by
the light When the light is switched on, an increase of current
from 10 to 18 amperes reads on ammeter. As each unit of
electrical equipment is switched on, the current will add up.
The total, including the battery, wi.ll read on the ammeter.
Use the example that the airplane's maximum continuous load, with all electrical equipment on, is
approximately 48 amperes for 60 ampere alternator. The approximate 48 ampere value, plus approximately
two amperes for fully charged battery, will appear continuously under these flight conditions. Ammeter
readings below this value are indicative of trouble with alternator system. Take corrective action by switching
off the least essential equipment.
Locate faulty components as follows:
CAUTION
On air conditioned aircraft, full alternator output on ground
must be limited to not more than 10 minutes. Refer to Pi.lot's
Operating Handbook.
a. Check airplane is positioned so prop blast will not interfere with other near by operations. Start
engine and set throttle for 1000 to 1200 rpm.
b. Switch on following loads and observe ammeter output increase as follows:
1. Rotating beacon - 3 to 6 amps.
2. Navigation and instrument lights (bright position) - 4 to 6 amps.
3. Landing light - 7 to 9 amps.
If alternator does not meet above indications, refer to troubleshooting chart. Follow troubleshooting
procedure outlined on chart. Check each cause and isolation procedure under a given trouble.
On airplanes without night-flying equipment, load required by test can be simulated by connecting a
lamp-bank load consisting of 8 landing lights wired in parallel from main bus (+)to airframe ground (-), (refer
to figure 11-1) or 3 ohm, 100 watt resistors.
11-19. OVERHAUL OF CHRYSLER ALTERNATOR
When repairing alternator, complete disassembly may not be required. In some cases it will only be
necessary to perform operations required for repair.
11-20. CHRYSLER ALTERNATOR ROTOR FIELD COIL CURRENT DRAW (Refer to Figure 11-17.)
a. Connect jumper wire between one field terminal of alternator and positive terminal of fully
charged battery.
b. Connect test ammeter positive lead to the other alternator field terminal. Connect test ammeter
negative lead to battery negative terminal.

2E15
CAUTION
A low rotor coil draw indicates high resistance in the field coil
circuit (brushes, slip rings or rotor coils). A higher rotor coil
draw indicates possible shorted rotor coil or grounded rotor.
c. Watch the ammeter, slowly rotate alternator rotor by hand.

1. Field coil draw must be 4.5 to 6.5 amperes at 12-volts.
2. No reading indicates an open rotor or defective brushes.
ALTERNATOR
EL]
..J--------~+ -
AMMETER
/
BATTERY
Figure 11-17. Checking Chrysler Alternator Field Current Draw

11-21. TESTING CHRYSLER ALTERNATOR INTERNAL FIELD CIRCUIT
CAUTION
The stack of parts attaching insulated brush holder assembly
to end shield must he installed in the following sequence:
Insulated brush holder, field terminal, insulating washer, lock
washer, and attaching screw.
Test alternator internal field circuit for short circuit to ground, as follows:
a. Remove ground brush and place one test probe of 110-volt test lamp to field terminal. Attach
remaining test probe to machined surface at one of the alternator end shields. Test lamp should not light.
b. If test lamp lights, proceed as follows:
1 Remove insulated brush assembly.
2 Remove three through bolts and separate the two end shield assemblies.

2E16
3 Touch one test lamp probe to one slip ring and remaining test probe to rotor shaft. Lamp
should not light. Lighted test lamp indicates a grounded rotor assembly and requires rotor replacement. If test
lamp does not light, a ground condition exists in insulated brush assembly. (Brush assembly has either been
improperly assembled or was damaged and has short circuited through to ground.) Inspect brush holder and
insulated washer. Replace if damaged.
BRUSH
REMOVED
TEST
LAMP
TO 110V
Figure 11-18. Testing Chrysler Alternator Field Current
11-22. INSPECTION OF CHRYSLER ALTERNATOR

a. Inspect condition of alternator components and slip rings. Check for burning, wear, or oil.
b. Inspect brushes for signs of sticking in holder or shield and for wear.
c. Inspect bearing surface of rotor shaft and roller bearings at rectifier end.
1. Rotate rotor in drive end shield to feel for roughness in bearing.
2. Inspect grease retainer.
3. Inspect rectifier leads at connections for good solder joint and condition of insulation.
4. Verify rectifier/stator lead is pushed down into slots cast in end shield and cemented with
MoParcementNo. 2299314. (Refer to Figure 11-19)
11-23. TESTING RECTIFIER ASSEMBLIES OF CHRYSLER ALTERNATOR
CAUTION
Plastic cases surrounding rectifiers are for protection against
corrosion and must not he broken. When performing tests,
always touch test probe to metal strap nearest rectifier.
The two methods of testing rectifiers are the test lamp method and a method utilizing a special
Rectifier Tester Tool no. C-3829. The Rectifier Tester Tool method is preferred. It gives quick, simple, and
accurate test of alternator rectifiers without disconnecting stator phase leads (Figure 11-19). Both methods are
described in this Section.

2E17
TERMINAL
BLOCK STUDS
STATOR
Figure 11-19. Chrysler Alternator Rectifier End Shield and Stator Assembly
11-24. TESTING OF CHRYSLER ALTERNATOR POSITIVE RECTIFIERS USING C-3829
TESTER (Refer to Figure 11-20.)
a. Place rectifier end shield and stator assembly on an insulated surface.
b. Plug tester C-3829 power source lead into 110-volt ac power supply.
c. Connect test lead alligator clip of tester C-3829 to alternator output terminal.
d. Touch metal strap of each positive rectifier to test probe.
1. A reading of 1.75 amps or more is a satisfactory rectifier. Readings and direction of needle
movement must be the same for all three rectifiers.
2. When two rectifiers are good and one is shorted, reading taken at the good rectifiers will be
low and reading at shorted rectifier will be zero. Disconnect lead to rectifier reading zero and test. With the
defective rectifier disconnected, the reading of good rectifiers will be a satisfactory range.
3. When one rectifier is open, tester will read approximately one amp while the two good recti-
fiers will read within the satisfactory range.
11-25. TESTING OF CHRYSLER ALTERNATOR NEGATIVE RECTIFIERS USING C-3829
TESTER (Refer to Figure 11-21.)
a. Connect test lead alligator clip to rectifier end housing.
b. Touch metal strap of each negative rectifiers to test probe and note each reading.
c. Test indications for negative rectifiers are the same for positive rectifiers except test meter will
read on the opposite side of scale. (Refer to Note on next page.)

2E18
NOTE
If negative rectifier shows shorted, isolate stator from rectifier
end shield and retest. Stator winding could be grounded to
stator lamination or rectifier end shield which would indicate a
shorted negative rectifier.
POSITVE
RECTIFIER
TEST PROBE STRAPS
TEST PROBE
Figure 11-20. Testing Positive Rectifiers Figure 11-21. TestingNegative Rectifiers

With C-3829 Tester With C-3829 Tester
11-26. TESTING OF CHRYSLER ALTERNATOR RECTIFIER ASSEMBLIES USING TEST LAMP
(Refer to Figures 11-22 and 11-23.)
a. Remove nuts from terminal block studs holding stator windings and positive and negative rectifier
straps.
b. Lift off stator winding terminals and carefully pry stator assembly from end shield.
c. Test rectifiers with 12-volt battery and a test lamp equipped with a no. 67 bulb.
1. Connect one side of test lamp to positive battery post and the other side of lamp to test probe.
2. Connect another test probe to the negative battery post.
d. Place one test probe on rectifier heat sink and the other test probe on strap on top of rectifier. Note
whether or not test lamp lights. Repeat test for each rectifier.
e. Reverse test probes (move probe from rectifier heat sink to rectifier strap and move probe from
rectifier strap to rectifier heat sink), and repeat test for each rectifier.
NOTE
If test lamp lights in one direction but not in the other, rectifier
is satisfactory. If the test lamp lights in both directions, the
rectifier is shorted. If test lamp fails to light in either direction,
rectifier is open.

2E19
NOTE
Lamp must light in the same direction for all rectifiers on each
assembly.
-NOTE-
Replace rectifier and heat sink assemblies which have shorted
or open rectifiers.
TEST
LAMP PROBE FROM NEGATIVE
SIDE OF BATTERY
---::.
,,
FROM NEGATIVE
SIDE OF BATTERY RECTIFIER TEST LAMP PROBE
HEAT SINK
Figure 11-22. Testing Positive Rectifiers Figure 11-23. Testing Negative Rectifiers
With Test Lamp With Test Lamp
11-27. REMOVAL OF CHRYSLER ALTERNATOR RECTIFIER AND HEAT SINK ASSEMBLY
a. Remove four screws holding negative rectifier and heat sink assembly to rectifier end shield.
b. Remove nut and washer from output terminal, and remove round plastic insulator.
c. Turn rectifier end shield over, and remove nut and washer from end shield stud.
d. Remove capacitor attaching screw, and lift out capacitor, insulated washer, and heat sink assembly.
Remove round plastic insulator from output terminal hole.
e. Remove mica insulator from end shield stud.
11-28. TESTING OF CHRYSLER ALTERNATOR STATOR (Refer to Figure 11-26.)
a. Remove varnish from a spot on stator frame.
b. Press test probe firmly onto bare spot.
c. Press other test probe firmly to each of three stator lead terminals one at a time. If lamp lights
individual stator lead is grounded.
d. Press one of the test probes firmly on one stator lead and press the other test probe firmly onto
each of the other two stator leads one at a time. Test lamp must light. If lamp does not light stator winding is
open.
e. If stator is grounded or open, replace stator.

2E20
NUT AND
NUT AND WASHER HEAT SINK ASSEMBLY
WASHER
ASSEMBLY
-~---~--~
j ~
1 d1
NEGATIVE RECTIFIER
ASSEMBLY ATTACHMENT ATTACHMENT
PLASTIC MICA CAPACITOR SCREW
SCREWS
INSULATOR INSULATOR
Figure 11-24. Rectifier and Heat Sink Figure 11-25. Rectifier End Shield Assembly
Assembly Removal
11-29. REMOVAL OF CHRYSLER ALTERNATOR PULLEY AND BEARING
CAUTION
Pulley and bearing are installed on rotor shaft with an
interference fit. Use Puller Tool C-4068 to reduce possibility
of damage to pulley or bearing.
a. Remove pulley with tool C-4068. (Refer to Figure 11-27.)

b. Remove three bearing retainer screws.
c. Pry drive end bearing retainer from end shield with screwdriver.
d. Support end shield and tap rotor shaft with plastic hammer to separate rotor from end shield.
e. Remove drive end ball bearing with Puller Tool C-4068. (Refer to figure 11-28.)
f. Needle bearing in rectifier end shield is a press fit. If necessary to remove rectifier end shield nee-
dle bearing, protect end shield by supporting shield with tool C-3925 when pressing the bearing out with tool
C-3770A. (Refer to figure 11-29.)

2E21
BEARING PULLEY
RETAINER
SCREW
Figure 11-26. Testing Stator Figure 11-27. Removal of Pulley
TOOL
C-4068
OR
C-4333
BEARING
RETAINER
Figure 11-28. Removal ofBearing Figure 11-29. Removal ofRectifier

End Shield Bearing

2E22
11-30. TESTING OF CHRYSLER ALTERNATOR ROTOR (Refer to Figures 11-30 and 11-31.)
a. Check for a grounded field coil by connecting an ohmmeter from each slip ring to rotor shaft.
Ohmmeter should read infinite. Rotor is grounded if reading is zero or higher.
b. To check for an open field coil, connect ohmmeter to slip rings.
1. Ohmmeter must read between 1.5 and 2.0 ohms on rotor coils at room ambient conditions.
2. Ohmmeter must read between 2.5 and 3.0 ohms on rotor coils that have been operated on air-
craft at higher engine compartment temperatures.
3. Readings above 3.5 ohms indicate high resistance rotor coils and further testing or replace-
ment is required.
c. To check for a shorted field coil, connect ohmmeter to the two slip rings. Reading below 1.5
ohms, indicates field coil is shorted.
ROTOR SHAFT
Figure 11-30. Testing Rotor for Ground Figure 11-31. Testing Rotor for Opens or Shorts
11-31. CHRYSLER ALTERNATOR SLIP RINGS
Slip rings are part of rotor assembly and are not serviced separately.
11-32. ASSEMBLY OF CHRYSLER ALTERNATOR
a. Position grease retainer on rotor shaft and press retainer on shaft with installer tool C-3921.
Plastic retainer is properly positioned when inner bore of installer tool bottoms on rotor shaft. (Refer to Figure
11-32.)
b. Position rectifier end shield bearing on base of tool C-4201. Place alternator end shield atop
bearing and properly align. With top part of tool C-4201 on end shield, press into place until it bottoms against
it. (Refer to Figure 11-33.)
-NOTE-
New bearings are pre-lubricated No Additional lubrication is
required

2E23
c. Insert drive end bearing in drive end shield and install bearing retainer plate to hold bearing in
place. Install all three bearing retainer screws. Tighten to torque of 25 to 45 inch-pounds.
CAUTION
Verify bearing is installed squarely at installation or damaged
bearing will result. Press bearing on rotor shaft until bearing
contacts shoulder on rotor shaft fan hub.
d. Position bearing and drive end shield on rotor shaft, hold rotor shaft base, and press bearing end
shield into position on rotor shaft with an arbor press and tool C-3858. (Refer to Figure 11-34.)
CAUTION
Press pulley onto rotor shaft until pulley contacts inner race of
drive end bearing. Do not exceed 6800 pounds pressure. Do
not hammer.
e. Install pulley on rotor shaft. Rotor shaft must be supported so all pressing force is on pulley hub
and rotor shaft. (Refer to Figure 11-3 5.)
f. Install mica insulator on heat sink mounting stud in the end shield.
g. Install round plastic insulator, flat face up, in battery stud hole in the end shield. (Refer to Figure
11-36.)
h. Install positive heat sink assembly by placing battery terminal through round plastic insulator and
capacitor end over heat sink mounting stud. Check three rectifier straps are over studs on terminal block.
1. Install capacitor terminal over heat sink stud and install capacitor insulator. Verify insulator
seats properly in capacitor terminal and heat sink hole.
C-4201-2 ALTERNATOR
i END SHIELD
~ BEARING
Figure 11-32. Installation of Grease Retainer Figure 11-33. Installation ofRectifierEnd

Shield Bearing

2E24
TOOL C-3858
PRESS
BEARING RETAINER
SCREWS
Figure 11-34. Installation of Drive End Shield Figure 11-35. Installation of Pulley
Bearing
TERMINAL
BLOCK
I~
©~
7CJI
\ I
J '
'" ,/ Ii
STUD
ROUND PLASTIC
INSULATOR
Figure 11-36. Installation oflnsulators Figure 11-3 7. Installation of Positive Rectifier

Assembly

2Fl
NOTE
PA-28-151 SIN 28-7415001 thru 28-7715314, and PA-28-161
SIN 28-7716001 thru 28-8216162, capacitor is on aft alternator
bracket per SPL366A and Kit 764 347. installed kit mll pro -
vide improved service life of alternator bracket and filter
capacitor.
j. Secure capacitor bracket to end shield with attachment screw and tighten screw to torque of 30 to
40 inch-pounds.
k. Install positive heat sink nut and lock washer, and tighten to a torque of 20 to 30 inch- pounds.
(Refer to Figure 11-3 8.)
I. Turn end shield over, install round plastic insulator over battery terminal with flat side up. Install
nut and washer. Tighten to a torque of30 to 50 inch-pounds. (Refer to figure 11-39.)
m. Slide negative rectifier and heat sink assembly into place in the end shield with three rectifier
straps on terminal block studs.
n. Install hex-head screws through end shield and into heat sink assembly. Tighten to a torque of 15
to 25 inch-pounds.
CAUTION
Do not allow stator mnding leads to touch rotor or sharp edges
ofnegative heat sink.
o. Position stator over rectifier end shield assembly, and place winding terminals on terminal block
studs. Press stator into end shield, and install terminal nuts. Tighten to a torque of 11 to 17 inch-pounds.
(Refer to figure 11-40.)
p. Position rotor and drive end shield assembly over stator and rectifier end shield assembly. Align
through bolt holes in stator, rectifier end shield, and drive end shield.
q. Compress stator and both end shields manually, install through bolts and washers. Tighten to a
torque of25 to 55 inch-pounds.
r. Place field brushes in insulated holders, and install in rectifier end shield. Place insulating washer
on each field brush terminal. Install lock washers and attaching screws. Tighten to a torque of 15 to 35 inch-
pounds.
s. Slowly rotate alternator pulley by hand. Verify rotor fan blades do not contact stator winding
leads.
t. Install alternator, and adjust drive belt to specifications.
CAUTION
After installing alternator on engine, test complete charging
system to verify proper function.

2F2
NUT AND WASHER

TORQUE
MICA 30 TO 40 IN. _ LB
INSULATOR HEAT SINK
ASSEMBLY BATTERY
OUTPUT
TERMINAL
ROUND
NEGATIVE RECTIFIER
PLASTIC
TORQUE ASS EM BL y A TT ACHING
INSULATOR
20 TO 30 SCREWS. TORQUE
IN. - LB TO 15 TO 25 IN. - LB
Figure 11-38. Installation of Capacitor Figure 11-39. Installation of Battery

Output Insulator
TORQUE
~
-~(~/~ 11 TO 17 STATOR
NEGATIVE
RECTIFIER
ASSEMBLY
I
I r{
I
,
r:r
p .,._____________
-------- 18 ST ATOR
I ,, ,-·-
TERMINAL BLOCK STUDS
Figure 11-40. Installation of Negative Rectifier Figure 11-41. Installation of Stator

Assembly

2F3
TABLE XI-III. CHRYSLER ALTERNATOR SPECFICATIONS
Alternator Model Chrysler 3656624 or 4111810

Rated Output 60 amperes
Ground Polarity Negative
Rotation Clockwise at Drive End
Rotor:
Current Draw 4.5 to 6.5 amps 12-volts
Resistance 1.5 to 2.0 ohms
Output Test:
Amperes Output 57 amperes minimum
Voltage 15-volts 1250 Engine rpm
11-33. CHECKING ALTERNATOR BELT TENSION. (PIR-Lycoming S.I.-1129, Rev B.)
CAUTION: AN IMPROPERLY TENSIONED BELT WILL WEAR RAPIDLY, SLIP, AND REDUCE
ALTERNATOR OUTPUT. BELT MUST BE CHECKED FOR PROPER TENSION AT
INSTALLATION, AFTER FIRST 25 HOURS OPERATION, AND EACH 100 HOURS
THEREAFTER.
There are three acceptable methods of checking alternator belt tension: the torque method, the deflection
method,and using a belt tension gauge.
a. Torque Method: This method of checking belt tension consists of measuring torque required to slip
the belt at the small pulley as follows:
NOTE: Chrysler alternators do not have a nut on the shaft, and therefore, cannot be checked by this
method.
1. Apply a torque indicating wrench to the nut attaching pulley to alternator and turn in a
clockwise direction. Observe torque shown on wrench at the instant the pulley slips.
2. Adjust belt to proper tension (i.e., to torque specified in Table XI-IV).
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.
TABLE XI-IV. ALTERNATOR BELT TENSION
Belt Width Belt Condition Torque Indicated

(at Alternator Pulley)
3/8 inch New 11 to 13 ft.-lb.
3/8 inch Used 7 to 9 ft.-lb.
1/2 inch New 13 to 15 ft.-lb.
1/2 inch Used 9 to 11 ft.-lb.
XI - ELECTRICAL SYSTEM 01/01/09

2F4
b. Deflection Method: Check belt tension by measuring the amount of deflection caused by a
predetermined amount of tension as follows:
1. Attach the hook of a small spring-scale to the belt at the mid-point between rear gear support
and alternator.
2. Pull scale until it reads 14 pounds. (10 pounds for used belts.)
3. Measure the distance the belt moved with the 10 or 14 pound load. The distance (deflection)
must be 5/16 inch. If less than 5/16 inch, belt is too tight.
c. Use a belt tension gauge such as the Burroughs deluxe model or equivalent.
1. Attach gauge over the belt per manufacturer’s instructions.
2. Quickly release handle and read tension.
3. Repeat steps 1 and 2 several times to eliminate the possibility of an inaccurate reading.
NOTE: Slight variations in readings taken at different locations on the belt are normal.
4. If a new belt is installed, set tension 25 percent above operating range to allow for stretch that
will occur as soon as belt is operated.
d. Complete alternator belt tension adjustment, and tighten alternator pivot bolts to a torque of 225 to
255 inch-pounds.
11-34. BATTERY.
CAUTION: DO NOT USE ALUMINUM CABLE TO REPAIR WIRING. IF THERE IS A FAULT IN
THE ALUMINUM CABLE, THE COMPLETE CABLE ASSEMBLY MUST BE
REPLACED WITH COPPER WIRE AND SUITABLE TERMINALS. ALUMINUM
CABLE WIRING WAS USED IN: 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 INDIVIDUAL SCHEMATICS). (REFER TO LATEST REVISION OF
PIPER SERVICE BULLETIN NO. 836A.)
11-35. BATTERY DESCRIPTION. (WARRIOR and WARRIOR II)
The battery is located underneath the rear bench seat on all PA-28-151 models and PA-28-161 S/N’s: 28-
7716001 thru 28-8216231. Access is gained to the battery by lifting the rear bench seat. On PA-28-161
S/N’s: 28-8316001 thru 28-8616057 and 2816001 thru 2816109, the battery is located forward of the fire
wall on the right side of the airplane. Access to the battery is gained by releasing the cowl fasteners and
lifting up the engine cowl.
The battery is enclosed in a thermoplastic box. (Refer to Figure 11-42.)

2F5
11-36. SERVICING BATTERY. (WARRIOR and WARRIOR II)

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 Table XI-V.)
TABLE XI-V. HYDROMETER READING AND BATTERY CHARGE PERCENT

WARRIOR/WARRIOR II 12 VOLT BATTERY
Hydrometer Reading Percent of Charge
1.280 100
1.250 75
1.220 50
1.190 25
1.160 Very little useful capacity
1.130 or below Discharged
11-37. REMOVAL OF BATTERY (WARRIOR and WARRIOR II) (Refer to Figure 11-42.)
a. To gain access to the battery lift the rear bench seat (all PA-28-151’s and PA-28-161 S/N’s: 28-
7716001 thru 28-8216231), or lift the right engine cowl (PA-28-161 S/N’s: 28-8316001 thru 28-
8616057 and 2816001 thru 2816109).
b. Loosen and remove four cam locks from battery box lid and remove lid.
c. Disconnect the battery cables.
CAUTION: ALWAYS REMOVE THE GROUND CABLE FIRST AND INSTALL LAST TO
PREVENT ACCIDENTAL SHORT CIRCUITING OR ARCING.
d. Lift the battery from the box.
11-38. INSTALLATION OF BATTERY. (WARRIOR and WARRIOR II) (Refer to Figure 11-42.)
a. Check that the battery and battery box have been cleaned and are free of acid. (Refer to Paragraph
11-48) Also ensure that the drain tube is capped per Paragraph 11-45.
b Position battery in battery box.
c. Connect the positive lead to the positive battery terminal and secure.
d. Connect the ground cable to the negative battery terminal and secure.
e. Replace battery box lid and secure with four cam locks.
f. If not already accomplished, refer to latest revision of Piper Service Bulletin No. 631 for battery
protection and correct rear seat installation.
NOTE: When reinstalling seat base, ensure that rear seat locators are seated in saddle clamps.
g. Replace seat.
11-39. CHARGING BATTERY. (WARRIOR and WARRIOR II)
If the battery is below normal charge, remove the battery and charge, starting with a charging rate of 4
amps and finishing with 2 amps. A fast charge is not recommended.

2F6
·,
~......._
'-(_=:?""--/
/, /
~
1 BATTERY BOX ASSEMBLY

2. BATTERY
3 VENT HOSES
4 COVER ASS EMBLY
5. CONTACTOR. POWER RELAY
6 DIODE ASSEMBLY
Figure 11-42. Battery Installation - 12 volt

(Warrior / Warrior II)

2F7
11-40. STARTING THROUGH EXTERNAL POWER RECEPTACLE WITH AIRPLANE’S BATTERY

NEARLY DEPLETED.
11-41. WARRIOR/WARRIOR II
Use the following procedure for starting with a 12 volt battery for external power when the airplane’s
battery is nearly depleted:
a. Disconnect the airplane’s battery at the negative terminal to prevent excessive loading of the
external starting battery.
b. Position master switch OFF.
c. Position all electrical equipment OFF.
d. Connect red lead of external power cable to the positive post of an external 12 Vdc battery.
e. Connect black lead of external power cable to the negative post of an external 12 Vdc battery.
f. Connect external battery power cable plug into fuselage external power receptacle.
g. Start engine using normal starting procedure.
h. Reduce power to lowest possible rpm.
i. Disconnect external battery power cable from fuselage external power receptacle.
j. Position master switch ON.
k. Check ammeter.
l. Check oil pressure.
11-42. WARRIOR III
Use the following procedure for starting with a 24 volt battery for external power when the airplane’s
battery is nearly depleted:
a. Position master switch OFF.
b. Position all electrical equipment OFF.
c. Connect red lead of external power cable to the positive post of an external 24 Vdc battery.
d. Connect black lead of external power cable to the negative post of an external 24 Vdc battery.
e. Connect external battery power cable plug into fuselage external power receptacle.
f. Start engine using normal starting procedure.
g. Reduce power to lowest possible rpm.
h. Disconnect external battery power cable from fuselage external power receptacle.
i. Position master switch ON.
j. Check ammeter.
k. Check oil pressure.
11-43. TESTING THE BATTERY. (WARRIOR and WARRIOR II)
The Specific Gravity check method is listed in Table XI-V. If the alternator output is known to be
correct, the question of battery capability can be more accurately determined with a load type tester.
11-44. BATTERY BOX. (WARRIOR and WARRIOR II)
11-45. DESCRIPTION. (WARRIOR and WARRIOR II)
The box is made of thermoplastic with a vent and drain system. The vents allow 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.

2F8
11-46. REMOVAL OF BATTERY BOX. (WARRIOR and WARRIOR II) (Refer to Figure 11-42.)
a. Remove battery according to instructions in Paragraph 11-37.
b. Remove the two bolts and nuts securing the Master Contactor to the side of the battery box. Lay
master contactor aside.
c. Remove the four mounting bolts securing the battery box to the airframe. These are located on the
four corners at the bottom of the box.
d. Remove the battery box from the airplane.
11-47. INSTALLATiON OF BATTERY BOX. (WARRIOR and WARRIOR II) (Refer to Figure 11-42.)
a. Position the battery box into place.
b. Secure the battery box with the four bolts previously removed.
c. Position the master contactor on the side of the battery box and secure with the two bolts and nuts
previously removed.
d. Install the battery according to instructions in Paragraph 11-38.
11-48. BATTERY BOX CORROSION PREVENTION. (WARRIOR and WARRIOR II)
The battery should be checked for spilled electrolyte or corrosion at each 50 hour inspection or at least
every 30 days, whichever comes first. Should corrosion be found in the box, on the terminals, or around
the battery, the battery should be removed and both the box and battery cleaned by the following
procedure:
a. 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 SODA SOLUTION TO ENTER BATTERY.
b. Clean the battery and the box. Corrosion effects may be neutralized by applying a solution of
baking soda and water mixed to a consistency of thin cream. The application of this mixture should
be applied until all bubbling action has ceased.
c. Rinse the battery and box with clean water and dry.
d. Place the cap over the battery box drain.
e. Install battery. (Refer to Paragraph 11-38.)
11-49. BATTERY DESCRIPTION. (WARRIOR III)
The battery is located on a shelf on the forward, right hand side of the fire wall. Access is gained by
releasing the engine cowl fasteners and lifting up the cowl.
11-50. BATTERY REMOVAL. (WARRIOR III) (Refer to Figure 11-43.)
a. Gain access to the battery.
CAUTION: ALWAYS REMOVE THE GROUND CABLE FIRST AND INSTALL LAST TO
PREVENT ACCIDENTAL SHORT CIRCUITING OR ARCING.
b. Disconnect both positive and negative battery cables.
c. Disconnect vent tube from battery.
d. Remove the two AN3-73A bolts, AN970-3 washers, and 84316-02 insulators securing battery to
shelf.
e. Remove battery.

2F9
~~
~ ~
~
5
0
1. BATTERY
2. COVER
3. MOUNTING BOLT, WASHER, INSULATOR
4. VENT TUBE
5. CONTACTOR
6. DIODE ASSEMBLY
7. FUSE ASSEMBLY
Figure 11-43. Battery Installation - 24 volt

(Warrior III S/N's 2816110 and up)

2F10
11-51. CLEANING BATTERY. (WARRIOR III)

a. Remove all accumulated contamination from the battery exterior with a stiff bristle brush. (Do not
use a metal brush or abrasive materials.) Wipe exterior of battery and interior of manifold, including manifold
top cover, with a cloth saturated with a solution of bicarbonate of soda mixed - one part soda to twenty parts of
water. (Check that cell plugs are tight - do not allow soda solution to enter any cells.)
b. Wash entire battery with clear water and dry thoroughly.
c. Clean battery shelf, hold down supports, connectors and cable ends with a soda solution followed
by clear water. Dry entire area and component parts thoroughly. Apply fresh acid resistant paint if required.
d. Check battery vent tubes for obstructions.
11-52. BATTERY INSTALLATION. (WARRIOR III) (Refer to Figure 11-43.)
a. Check battery and battery shelf are clean and free of acid.
b. Position battery on battery shelf.
c. Install and secure battery vent tubes.
d. Install battery cover.
CAUTION
Do not tighten battery cover hold down bolts more than 10
inch-pounds.
e. Secure battery and battery cover with two each 84316-02 insulators, AN970-3 washers, and
AN3-73A bolts.
CAUTION
Always remove the ground cable fu-st and install last to prevent
accidental short circuiting or arcing.
f. Connect ground cable to negative battery terminal and secure.

g. Connect positive cable to positive battery terminal and secure.
h. Secure engine cow I.
11-53. BATTERY CHARGING. (Gill Model G-243) (WARRIOR III)
The National Electric Code forbids charging batteries installed in aircraft or within 10 feet of fuel tank
areas. The battery must be removed from the aircraft for charging. Further, an aircraft battery should not be
allowed to deteriorate to the point where safety of flight is jeopardized. The batteries emergency capacity
should be sufficient to power the essential bus for a minimum of thirty minutes.
a. Remove cell plugs and ensure that vents in plugs are open and that vent valves operate freely.
b. Check that the electrolyte level in each cell is at the bottom of the split ring.
c. A hydrometer check of each cell should be accomplished. (Refer to "Hydrometer Reading and
Battery Charge" in this chapter.)
CAUTION
If charging is necessary wear eye protection - don't take
chances. Also make sure the charging area is well ventilated
If central air conditioning is used, the battery charging area
should be vented to the outside air to prevent hydrogen gasses
from being circulated throughout the building.

2Fll
d. It is recommended that vent caps be left on the battery while charging. In addition a wet cloth
should be placed over the vent caps within the manifold.
e. The battery may be charged at any rate, in amperes, not to exceed that point which would produce
bubbling and gassing of the electrolyte or a cell temperature of 115° F in any case.
NOTE
If a cell temperature reaches the 115° F. limit, the charging
rate shall be reduced and the charge completed at 3 amperes
or less. DO NOT CHARGE AT A HIGHER RATE WHEN
CELLS ARE GASSING. Refer to Gill Service Manual
G.S.M-682 for alternate charging methods and service proce -
dares.
f. If a constant current (recommended) charge is available, the charge should be started at 3 amperes
and reduced in half if and when cells start gassing until fully charged.
g. As charging occurs, if any cells sputter or flood, the electrolyte level is too high and the excess
must be removed. In any case the electrolyte level shall be adjusted at the end of the charge. The level will
rise due to acid returning to the electrolyte mix, normal gassing, and expansion due to temperature rise.
h. Thoroughly clean battery after charging to prevent remaining acid bridges which can form during
charging.
NOTE
Never allow lead acid batteries or tools used on them to be
near Ni-Cad batteries and Ni-Cad battery tools.
11-54. HYDROMETER READING AND BATTERY CHARGE. (WARRIOR III)

Whenever checking the battery, ascertain that all connections are clean and tight and that the fluid
level is above the baffle plates. If it is necessary to add fluid, fill cell with distilled water to the bottom of the
split ring. After adding water, charge the battery until gassing before taking a hydrometer reading. Otherwise,
the water and electrolyte will not be mixed, giving a false reading. Temperatures different from the established
norm will effect the hydrometer readings. Refer to Chart 3 for the temperature corrections. Specific gravity
values for a fully charged battery are as follows:
To adjust low specific gravity, charge the battery (see Charging Battery) until it is gassing and until the
specific gravity rises no higher over a 3-hour period. Then remove some electrolyte and replace with 1.300
specific gravity electrolyte. Repeat this step if, after one hour of charging, the specific gravity is still too low.
DO NOT ADJUST A CELL THAT DOES NOT GAS.
To adjust high specific gravity, charge the battery (see Charging Battery) until it is gassing and until
the specific gravity rises no higher over a 3-hour period. Remove some electrolyte and replace with distilled
water. Repeat this step if, after one hour of charging, the specific gravity is still too high.
CAUTION
In the operation of the battery, gases are formed which may be
explosive if ignited. Never create sparks of any kind or bring
an open flame near the battery. Ventilate the battery when
charging to dispose of the gas generated by the battery.

2F12
TABLE XI-VI. HYDROMETER READING AND BATTERY CHARGE PERCENT

WARRIORIII,24 VOLT BATTERY
Hydrometer Reading Percent of Charge
1.285 to 1.295 100

1.250 75
1.217 50
1.184 25
1.150 Discharged
TABLE XI-VII. ELECTROLYTE TEMPERATURE CORRECTIONS

Electrolyte Temperature Specific Gravity
47° F 1.280 to 1.300
77° F 1.280 to 1.290
107° F 1.260 to 1.280
Temperature change of30° F changes the reading 0.010.
TABLE XI-VIII SPECIFIC GRAVITY TEMPERATURE CORRECTION

Electrolyte Temperature
oc op Correction
60 140 1.024
55 130 1.020
49 120 1.016 Add to
43 110 +.012 Reading
38 100 +.008
33 90 +.004
27 80 0.000
23 70 -.004
15 60 -.008
10 50 -.012
5 40 -.016 Subtract
-2 30 -.020 From
-7 20 -.024 Reading
-13 10 -.028
-18 0 -.032
-23 -10 -.036
-28 -20 -.040
-35 -30 -.044

2F13
11-55. BATTERY DISCHARGE (WARRIOR III)

The capacity of a storage battery is measured in units of ampere hours, which is the product of the
electrical current in amperes multiplied by the time in hours. Although current may be obtained after the end
of the time, the voltage of the battery has dropped to a point beyond which it is not very useful. The ampere
hours which may be obtained from a battery are greater for a long low-rate or intermittent rate discharge than
for a short high-rate discharge because the voltage will drop faster at the higher discharge rate. The maximum
permissible rate of discharge is limited only by the current-carrying ability of the wiring, motor, or other appa-
ratus to which the battery is connected or by the current-carrying ability of the cell terminals and connectors
and not by the plates themselves. Listed below are recommended discharge rates:
TABLE XI-IX DISCHARGE RATE

TELEDYNE (5 HRS.)
Battery Ampere
Type Volts Hours
GILL-G243 24 15.5
11-56. BATTERY TEMPERATURE CONSIDERATIONS (WARRIOR 111)

Operation of storage batteries beyond their ambient temperature or charging voltage limits will result
in excessive cell temperatures leading to electrolyte boiling, rapid deterioration of the cell, and finally battery
failure. The relationship between the maximum charging voltage and the number of cells in the battery is also
significant, since this will determine (for a given ambient temperature and state of charge) the rate at which
energy is absorbed as heat within the battery. The maximum voltage per cell should not exceed 2.35 - volts,
and the maximum temperature should not exceed 115° F.
Low electrolyte temperatures temporarily reduce the battery capacity and the freezing point depends
on the specific gravity. To prevent freeze damage, maintain the specific gravity at a reasonably high level as
indicated by Chart 6.
NOTE
Lead-acid batteries are subject to a constant discharge due to
the internal chemical action.
TABLE XI-X. ELECTROLYTE FREEZING POINT

Specific Gravity oc op
1.300 -70 -95
1.275 -62 -80
1.250 -52 -62
1.225 -37 -35
1.200 -26 -16
1.175 -20 -4
1.150 -15 5
1.125 -10 13
1.100 -8 19

2F14
11-57. BATTERY REPAIRS, STORAGE, AND SERVICE TIPS (WARRIOR III)

The internal parts of the battery have been designed to wear at approximately the same rate, making it
uneconomical to replace any of the parts with new ones. Replacing the entire battery is simpler and
cheaper.
Before storing the battery, it should be properly charged, the vent plugs put tightly in place, and the leads
disconnected to prevent use during idle periods. The battery should be charged at intervals during the
idle period. Before returning the battery to service, it should be thoroughly charged. The battery will be
sufficiently charged when, after a 3-hour period, the specific gravity does not rise any higher with the
electrolyte gassing and a charging rate of 1-1/2 amperes.
Long battery life and trouble-free service is obtained from the battery if the following simple tips are
observed:
a. Keep it clean.
b. Keep it charged.
c. Maintain proper electrolyte levels.
d. Keep specific gravity equal among all cells.
11-58. PREPARING NEW DRY CHARGED BATTERY FOR INSTALLATION (WARRIOR III)
The Teledyne, dry-charged, Model GILL/G-243 Battery shall be stored as received from Teledyne. Do
not remove vent seals, add acid, nor attempt to charge a dry-charged battery until ready to install the
battery into an airplane.
CAUTION: PRIOR TO INSTALLING A NEW DRY-CHARGED BATTERY, FOLLOW THE
PREPARATION INSTALLATION INSTRUCTIONS FURNISHED WITH THE
BATTERY BY TELEDYNE.
11-59. VOLTAGE REGULATOR
The PA-28-151, Warrior, S/N’s 28-7415001 and up, and the PA-28-161, Warrior II, S/N’s 28-7716001
thru 28-8416028, were originally equipped with Wico voltage regulators. These regulators are no longer
available, and have been replaced by Lamar voltage regulators. Refer to Piper’s Alternator Control
Service Replacement Kit No. 764 928.
Both the Wico and Lamar voltage regulators are a fully transistorized unit. The components are
encapsulated in epoxy, making field repair of the unit impractical. Before performing any of the
following checks on either the 14 Vdc or 28 Vdc regulators, verify proper functioning of the alternator
per manufacturer’s instructions. If it does not meet the specifications, the alternator must be replaced.
11-60. TESTING Wico 14 VOLT SYSTEM REGULATORS
a. Be sure that the battery is fully charged and in good condition.
b. Check that the alternator is functioning properly. Refer to Paragraph 11-8.
c. The regulator test must be done with the regulator out of the circuit. After completing the test,
connect the regulator into the circuit.
d. Use a good quality accurate voltmeter with at least a 15 volt scale.
CAUTION: DO NOT CONNECT THE VOLTMETER ACROSS THE BATTERY, BECAUSE THE
REGULATOR IS DESIGNED TO COMPENSATE FOR RESISTANCE
CONTAINED WITHIN THE WIRING HARNESS.
e. Connect the positive voltmeter lead to the red wire at the regulator harness connector. Connect the
negative voltmeter lead to the regulator housing.

2F15
f. With the alternator turning at sufficient rpm to produce a half load condition or approximately 25
amperes output, the voltmeter should read between 13.6 and 14.3 volts. The ambient temperature around the
voltage regulator should be between 50° F and 100° F while this test is being made.
g. The voltage regulator heat sink, or case, is the ground connection for the electronic circuit.
Therefore, if this unit is tested on the bench, it is important that a wire, No. 14 or larger be connected between
the regulator case and the alternator. If the regulator does not regulate between 13.6 and 14.4 volts, one of the
following conditions exists:
I. Regulates, but out of specification. The regulator is out of calibration and must be replaced.
2. The voltmeter continues to read battery voltage.
A. Poor or open connections within the wiring harness.
B. The regulator is "open".
3. Voltage continues to rise.
A. Regulator housing not grounded.
B. Regulator shorted, it must be replaced.
h. Check the following in the event oftest failure:
I. Poor or loose connections.
2. Poor ground on the regulator housing.
3. Shorted alternator windings.
4. A grounded output or input wire. (This will cause instantaneous failure).
5. Disconnecting the regulator while the circuit is energized.
6. Open circuit operation of the alternator. (The battery disconnected)
11-61. TESTING LAMAR 14 VOLT SYSTEM REGULATORS (Refer to Figure 11-44)
a. Use only a good quality, adjustable de power source.
b. This test must be accomplished with the regulator out of the circuit.
c. Connect regulator into circuit after completing test.
CAUTION
When testing the alternator control with an operating alternator,
never bypass the regulator bus to field (RED to BLUE) to
check operation of the alternator or the overvoltage protection
action.
d. Use two quality, accurate voltmeters with at least a 15-volt scale.
CAUTION
Ambient temperatures surrounding voltage regulator must be
between 50°F and J00°F.
CAUTION
Do not connect the voltmeter across the battery. The regulator
is designed to compensate for resistance in wiring harness.

2F16
A RED
V1
B BLK VOLTAGE
REGULATOR
R
1000 OHM
V2 1/2W
+ C BLUE
+
11-18 VDC
VARIABLE
POWER SUPPLY
Figure 11-44. Lamar 14 V de Regulator Check
l. Vl Counections.
A. Conne.ct positive voltmeter lead to red wire (supply) at regulator harness connector or ter-
minal block.
B. Com1ect negative voltmeter lead to regulator ground wire (black).
2. V2 Connections
A. Connect positive voltmeter lead to blue wire (field) at regulator harness connector or ter-
minal block.
B. Connect negative voltmeter lead to regulator ground wire (black). Incorporate a 1000
ohm, 1/2 watt resistor into the circuit. (Refer to figure 11-44.)
e. In the regulation check procedure, connect Rend of resistor to the common ground wire (black).
f. Increase voltage to regulator and monitor both Vl and V2.
1. As Vl increases from a low value, V2 should follow Vl at a reading only slightly less than
Vl.
2. Values must read between 13.6 and 14.3 volts.
g. As the regulation point of a properly flmctioning control unit is approached, V2 will peak, decreas-
ing rapidly with further increase of V l until V2 goes to zero. The change of Vl from peak V2 to zero V2 may
be about one-half of a volt.
h. If regulator does not regulate between 13.6 and 14.3 volts, one of the following conditions may
exist:
1. Regulates out of specification. (Regulator is out of calibration and must be replaced.)
-NOTE-
The 68804-04 (Lamar) regulator has a black ground wire that
must have a low resistance connection to the ground system. It
is adjustable and must be set to 14, 0 volts,
2. The volm1eter continues to read battery voltage.

A. Poor or open com1ections within wiring harness.
B. The regulator is open.

2F17
3. Voltage continues to rise.

a. Regulator housing not grounded.
b. Regulator shorted, must be replaced.
1. In case of failure check for:
1. Poor or loose connections.
2. Poor ground on regulator housing.
4. A grounded wire.
5. Disco1mecting the regulator while circuit is energized.
6. Open circuit operation of alternator. (Battery disconnected).
RED
+
VOLTMETER
~----a--------A-a------~B=L~K~-~ VOLTAGE
REGULATOR
28VDC
BULB
BLUE
s•----==---~
+
0 -35 VDC
VARIABLE
POWER SUPPLY
Figure 11-45. Lamar 28 Vde Regulator Check
11-62. TESTING LAMAR 28 vo1;r REGULATOR

a. Use only a good quality, adjustable de power source.
CAU110N
All tests must be accomplished with the regulator out of the
circuit.
b. CT se a quality, accurate voltmeter with at least a 35-volt scale.
CAUTION
Ambient temperatures surrounding voltage regulator must be
between 5 0°F and 100°F.
1. Voltmeter connections. (Refer to Figure 11-47.)

A Connect positive voltmeter lead to red wire (supply) at regulator harness connector or wire.
B. Connect negative voltmeter lead to regulator ground wire (black).

2F18
2. Light Bulb Connections. (Refer to Figure 11-47.)

A. Connect one bulb lead to blue wire (field) at regulator harness connector or wire.
B. Connect other bulb lead to regulator ground wire (black).
3. In the regulation check procedure, increase voltage to regulator and monitor both the voltmeter
and bulb.
4. As the regulation point of a properly functioning control unit is approached, the bulb will blink
off and on. At regulation, the bulb will be ON continuously.
5. If regulator does not regulate to 28 Volts, it is out of calibration, and must be replaced.
c. If regulator checks good, check airplane for:
I. Poor or loose connections.
2. Poor ground on regulator housing.
4. A grounded wire.
d. After completing test, connect regulator into circuit
11-63. OVERVOLTAGERELAY
The PA-28-151, Warrior, sin's 28-7415001 and up, and the PA-278-16, sin' 28-7716001 through sin's
28-8416028, were originally equipped with Wico overvoltage relays. These relays are no longer available, and
have been replaced by Lamar overvoltage relays. Refer to Piper's Alternator Control Service Replacement
Kit No. 764 928.
11-64. CHECKING WICO 14 VOLT OVERVOLTAGERELAY (Refer to Figure 11-45)
To test the relay, use of a good quality, accurate voltmeter, with a scale of at least 20 volts and a
suitable power supply, with an output of at least 20 volts. Sufficient batteries, with a voltage divider to regulate
voltage, may be used as a power supply. Connect the test equipment as follows:
a. B+ is connected to "BAT" terminal of the overvoltage control.
b. B- is connected to the frame of the overvoltage control.
c. Be sure both connections are secure and connected to a clean, bright surface.
d. Connect the positive lead of the voltmeter to the "BAT" terminal of the overvoltage control.
e. Connect the negative lead of the voltmeter to the frame of the overvoltage control.
f. 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.
g. If the relay does not operate between 16.2 to 17.3 volts the overvoltage relay is out of specification
and must be replaced.
11-65. REMOVAL OF WICO 14 VOLT OVERVOLTAGE RELAY.
a. The overvoltage relay is located on the left side of the airplane just below the instrument panel.
Gain access from beneath the instrument panel
b. Remove the two electrical leads attached with screws.
NOTE
Ensure that the master switch is off before performing any
work on the overvoltage relay.

2F19
c. Remove the two bolts securing the overvoltage relay in place and remove the relay for testing.
(See Paragraph 11-60.)
REGULATOR
YELLOW
RED
AMMETER
OVERVOLTAGE
CONTROL
BAT.
0
+
BATTERY
ALTERNATOR OR
IGNITION SWITCH
Figure 11-46. Application ofWico Overvoltage Control

11-66. INSTALLATION OF WICO 14 VOLT OVERVOLTAGE RELAY.
a. Position the overvoltage relay and secure with two bolts previously removed.
b. Reconnect the two electrical leads and secure with appropriate screws.
11-67. LAMAR 14 VOLT REGULATOR OVERVOLTAGE CHECK
The Lamar regulator has an incorporated overvoltage relay. To check relay operation use the same
test connections as testing the regulator, except the Rend of resistor must be connected to the RED
wire at the regulator harness connector or terminal block. (Refer to figure 11-46.) Test as follows:
a Increase voltage to circuit slowly. Monitor both Vl and V2 until V2 suddenly drops.
b Sudden V2 voltage drop indicates overvoltage circuit has tripped.
c Overvoltage control is set to operate between 16.0 volts and 19.0 volts. If overvoltage control
does not operate between values indicated it must be replaced.
11-68. CHECKING LAMAR 14 VOLT OVERVOLTAGE RELAY
Test relay with a good quality, accurate voltmeter (20 volt scale), and a suitable power supply
(20 volt output), or sufficient batteries with a voltage divider to regulate voltage. Connect test equip-
ment as follows:
a. Connect B to BAT of the overvoltage control.
b. Connect B- to overvoltage control frame.
c. Check connections are secure, and connected to a clean, bright surface.
d. Connect voltmeter positive lead to BAT terminal of the overvoltage control.
e. Connect voltmeter negative lead to overvoltage control frame.

2F20
f. Overvoltage control is set to operate between 16.2-volts and 17.3-volts. By adjusting the voltage,
click will be heard when relay operates.
g. If overvoltage control does not operate between 16.2 and 17.3-volts, it must be replaced.
A RED
V1
B BLK VOLTAGE
REGULATOR
R
1000 OHM
V2 1/2 W
+ C BLUE
+
11-18 VDC
VARIABLE
POWER SUPPLY
Figure 11-47. Lamar 14 Vdc System Overvoltage Check
A
- RED
VOLTMETER
-
BLK VOLTAGE
~
REGULATOR
28VDC
BULB
r7 r7 BLUE
B
+ -
0 -35 VDC
VARIABLE
POWER SUPPLY
Figure 11-48. 28 Vde System Lamar Overvoltage Check

2F21
11-69 LAMAR28V0LTREGULATOROVERVOLTAGECHECK
The Lamar regulator has an incorporated overvoltage relay. To check relay operation use the same test
connections as testing the regulator, except connect the bulb across the RED and BLUE wires. (Refer to figure
11-48.) Test as follows:
a. While monitoring both the voltmeter and the light bulb, increase voltage to circuit slowly to 32
volts.
b. After a slight delay, the bulb will light.
c. If overvoltage control fails to operate at 32 V de, it must be replaced.
11-70. STARTING MOTORS. (PRESTOLITE and ELECTROSYSTEMS)
WARNING
It is the user's responsibili1y to refer to the applicable vendor
installed in Piper aircraft, .
11-7 1. DESCRIPTION. (See Figure 11-49.)

The PA28-151, Warrior, and the PA-28-161, Warrior II, are equipped with a 12 Vdc starter; the PA-28-
161, Warrior II has a 24 V de starter. The following description and procedures apply to both the 12 V de and 24
V de starters.
The gear reduction starting motor has 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.
11-72. OPERATION.
When the starting circuit is energized, battery current ( 12 or 24 V de, as applicable) 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 tum the armature.
The gear cut on the drive end of the armature shaft extends through the gear housing, and is support-
ed 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 engages with the flywheel ring
gear by inertia and action of the screw threads within the Bendix sleeve. A detent pin fits in a notch in the
screw threads and prevents disengaging if 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 disengage from the flywheel.

2F22
- - - - - - - - - - C.E.HEAD ASSY.
~ - - - - - - - B R U S H SET
- - - - - - - BRUSH SPRING SET
- - - - - - COVER BAND
~ - - - SEALED BALL BEARING
~ - - - BRUSH SET
ARMATURE ~ - - NEEDLE BEARING
FRAME & FIELD ASSY.
GEAR HOUSING ASSY.
(i
.'ii>
'&~
PINION HOUSING ASSY.

RONZE BEARING
Figure 11-49. Exploded View of Gear Reduction Starter Motor

11-73. STARTERMOTORMAINTENANCE
The starting system installation requires inspection each 50 hour inspection interval or every 30 days
whichever occurs first.
a. The battery must be checked with a hydrometer to be sure it is fully charged and filled to proper
level with approved water. A load test must be made to determine battery condition. If dirt and corrosion have
accumulated on the battery, clean with a solution of baking soda and water. Be sure no solution enters the
battery cells.
b. The starting circuit wiring must be inspected to be sure that all connections are clean, tight, and the
insulation is sound. A voltage loss test must be made to find any high resistance connections that affect start-
ing motor efficiency. The test is made with a low-reading voltmeter while cranking engine or at approximately
100 amperes. The following limits must be used:
1. Voltage loss from insulated battery post to starting motor terminal - 0.3 volt maximum.
2. Voltage loss from battery ground post to starter frame - 0. 1 volt maximum.
NOTE
If voltage loss is greater than above limits, additional tests
must he made over each part of circuit to locate high resistance
connections.

2F23
c. No lubrication is required on starting motor except at overhaul. Then lubricate 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 Texaco #1925 Molytex O or equivalent. Thoroughly clean and pack needle bearings with
Shell Alvania #2 or equivalent bearing lubricant.
d. Starting motor must be operated a few seconds with ignition switch off to make sure pinion
engages properly and turns freely without binding or excessive noise. Engine must be started two or three
times to see that pinion disengages properly when engine is off.
CAUTION
Do not use aluminum cable to repair mring. If there is a fault
in the aluminum cable, complete cable assembly must be
replaced mth copper mre and suitable terminals. Aluminum
cable wiring was used in: battery circuit, battery to ground,
battery to master relay, master relay to starter solenoid, starter
solenoid to starter, and engine return ground mre to airframe
Refer to individual schematics and latest revision of Piper
Service Bulletin No. 836A.).
e. Check aluminum cables in battery circuit for unsatisfactory conditions such as loose or corroded
terminals.
11-74. OVERHAUL OF STARTING MOTOR
If any indication of starting motor difficulty is noted, remove motor from engine for cleaning and
reparr.
11-75. REMOVAL OF STARTING MOTOR
To remove starting motor:
a. Disconnect ground cable from battery post to prevent a short circuit.
b. Disconnect lead from starting motor terminal.
c. Remove mounting bolts.
d. Remove motor.
11-76. DISASSEMBLY OF STARTING MOTOR
a. Remove frame screws from 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 end head from armature.
Use a special bearing puller to remove sealed ball bearing from armature shaft.
b. Remove frame screws holding gear housing to frame. Remove bolts and nuts holding gear hous-
ing to pinion housing and separate two units. Pull Bendix shaft from pinion housing. Do not use steel spacer
on pinion end of shaft. Remove reduction gear, woodruff key and steel spacer from shaft.
c. Turn Bendix pinion until it locks in extended position. Locate spiral pin and use a punch to
remove. Slide drive assembly off shaft. Do not disassemble drive and do not dip it in cleaning solvent.
d. Remove roller bearings from gear housing, with arbor press and correct bearing arbor. Do not
hammer out. Parts must be cleaned and inspected for excessive wear or damage. Bearings must be checked
for proper clearance, evidence of roughness, or galling. Oil and dirt must be removed from insulation.
e. Check insulation condition.

2F24
11-77. BRUSHES
Check brushes slide freely in their holders and make full contact on commutator. If worn one quarter
inch or less, they must be replaced.
11-78. ARMATURE
a. Check commutator for uneven wear, excessive glazing, or evidence of excessive arcing. If slightly
dirty, glazed or discolored, commutator can be cleaned with 00 or 000 sandpaper. lf commutator is rough or
worn, tum in a lathe. (Refer to Figure 11-50.) Armature shaft must be inspected for rough bearing surfaces
and rough or damaged splines.
b. Test armature for grounds, with a set of test probes connected in series with a 110-volt light.
Touch one probe to commutator segment and the other to armature core. lf test lamp lights, armature is
grounded and must be replaced.
c. To test for shorted armature coils, use a growler. (Refer to figure 11-51.) Armature is placed on
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, steel strip will vibrate.
d. Make quick check for opens by inspecting trailing edge (in direction of rotation) of commutator
segments for excessive discoloration. This condition indicates an open circuit.
Figure 11-50. Turning Starting Motor Commutator Figure 11-51. Testing Motor Armature for Shorts
11-79. FIELD COILS.
a. Check the field coils for grounds (refer Figure 11-52.) by placing one test probe on the frame and
the other on the starter terminal. Be sure the brushes are not accidentally touching the frame. If the lamp lights,
the fields are grounded. Repair or Replace.
b. Inspect all connections to make sure they are clean and tight and inspect insulation for deterioration.

2Gl
11-80. BRUSH HOLDERS.

a. To test brush holders, touch one test probe to the brush plate and the other to each brush holder.
b. The test lamp should light when the grounded brush holders are touched and should not light when
the insulated brush holders are touched.
11-81. GEAR AND PINION HOUSING.
Inspect the housing for cracks and bearings for excessive wear. Remove rust, paint or grease from
mounting surfaces.
11-82. 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.
11-83. ASSEMBLY OF STARTING MOTOR
a. When assembling starting motor, use an arbor press and proper bearing arbor for installing graphi-
tized bronze and roller bearings.
b. New brushes must be properly seated when installing by wrapping a strip of 00 sandpaper around
commutator (sanding side out) 1-1/4 to 1-1/2 times maximum. Drop brushes on sandpaper covered commutator
and tum armature slowly in direction of rotation. Dust must be blown out of motor after sanding.
NOTE
Spring tension is 32 to 40 ounces with new brushes. Tension is
measured with scale hooked under brush spring at brush. Pull
on a line opposite the line offorce exerted by spring and take
reading just as spring leaves brush.
c Check position of pinion to be sure unit will mesh properly with flywheel ring gear.
11-84. BENCH TEST
a. After starting motor is assembled test to see that the no-load current at a certain voltage is per
specifications in starting motor service test specifications. To test, connect as shown in figure 11-53. If current
is too high, check bearing alignment and end play to make sure there is no binding or interference. Two or
three sharp raps on frame with a rawhide hammer will often help to align bearings and free armature.
b. If no difficulty is indicated in the above test, conduct a torque test to see if starting motor is pro-
ducing its rated cranking power. Make test connections as shown in figure 11-54.
c. If torque and current are not within specifications, check seating of brushes and internal connec-
tions for high resistance. If found to be in good order, replace frame and field assembly and test starter.
11-85. STARTING MOTOR CONTROL CIRCUIT.
a. Inspect control circuit between battery, solenoid, and manual starting switches for breaks, poor
connections and faulty insulation. Tighten all connections and make sure solenoid is firmly mounted and
makes good ground connection.
b. Check voltage loss across switch contacts during normal starting. If loss is in excess of 0.2 volts
per 100 amperes, solenoid must be replaced.
c. If solenoid fails to operate when manual starting switch is turned on or if it fails to release when
manual starting switch is released, it must be removed and tested to specifications. If either opening or closing
voltages are not to specifications, replace solenoid.

2G2
VOLTMETER
~
AMMETER
□ BATTERY
GROUND STARTING MOTOR
Figure 11-52. Testing Motor Fields for Grounds Figure 11-53. No Load Test Hookup
CARBON PILE VOLTMETER
KNIFE
a:::::>-tlol
~
~ t(j
SWITCH AMMETER
BATTERY GROUND
li
SPRING
SCALE
GROUND STARTING MOTOR
Figure 11-54. Stall Torque Hookup

2G3
11-86. STARTING MOTOR SERVICE TEST SPECIFICATIONS.

Prestolite specifications for 12 or 24 volt starting motors installed as standard equipment on the PA-28-
151, Warrior, and the PA-28-161, Warrior II/Warrior III series aircraft are as follows:
TABLE XI-XI. STARTING MOTOR SPECIFICATIONS
Motor Model MZ-4206 MHB-4016 (Lyc # LW15572)

Brush Tension
Min. 32 oz. 32 oz.
Max. 40 oz. 40 oz.
No-Load Test (75° F)
Volt 10 20
Max. Amps 75 35
Min. R.P.M. 1600 1300
Stall Torque
Amps 560 260 Maximum
Min. Torque, Ft.-Lbs. 37.5 27
Approx. Volts 4.0 14
11-87. LANDING AND TAXI LIGHT.

11-88. DESCRIPTION. (WARRIOR/WARRIOR II/WARRIOR III)
The landing and taxi light consists of one light bulb. It is 100 watts and located in the nose cowl section.
The light is controlled by a switch on the instrument panel to a 10 amp (Warrior/Warrior II) or 5 amp
(Warrior III) circuit breaker.
11-89. REMOVAL. (WARRIOR/WARRIOR II/WARRIOR III)
a. Be sure electrical power is removed from aircraft and/or applicable system.
b. Remove the screw securing the clamp to the bottom of the lamp.
c. Pull lamp out and remove the two electrical leads from the back of the lamp. Lamp is now free.
NOTE: Make note of the placement of the wires to facilitate installation.
11-90. INSTALLATION. (WARRIOR/WARRIOR II/WARRIOR III)
a. Replace electrical leads and secure with the appropriate screws.
b. Insert lamp into position fit clamp on bottom of lamp and secure with appropriate screw.
11-91. NAVIGATION LIGHTS.
11-92. NAVIGATION LIGHTS DESCRIPTION. (WARRIOR/WARRIOR II)
There are three navigation lights, one on each wing tip and one on the tail, controlled by a single switch
on the instrument panel and a 10 amp circuit breaker.
11-93. REMOVAL OF WING NAVIGATION LIGHTS. (WARRIOR/WARRIOR II)
NOTE: To remove the complete lamp assembly, the wing tip must be removed.

2G4
b. Remove screw securing the lens retainer.

c. Remove the lens and bulb.
11-94. INSTALLATION OF WING NAVIGATION LIGHTS. (WARRIOR/WARRIOR II)
a. Install bulb.
b. Set Nav Lights circuit breaker.
c. Verify that bulb(s) is/are working by selecting the Battery Master and Nav Light switches On, and
checking that all navigation light bulbs are lit. Select Battery Master and Nav Light switches Off.
d. Secure with the appropriate screw.
e. Install lens and retainer.
f. Secure with appropriate screw.
11-95. REMOVAL OF TAIL NAVIGATION LIGHT. (WARRIOR/WARRIOR II)
b. Remove the two screw securing the lens and lens retainer.
c. Remove the bulb.
NOTE: To remove the complete tail light assembly, unsolder the electrical lead from the base of
the light assembly and disconnect the remaining electrical lead at the connector.
11-96. INSTALLATION OF TAIL NAVIGATION LIGHT. (WARRIOR/WARRIOR II)
a. Install bulb and lens in light assembly.
b. Place light assembly in position on tail and secure with screws previously removed.
11-97. NAVIGATION LIGHTS DESCRIPTION. (WARRIOR III)
Individual red and white navigation lights are installed in the left wing tip. The right wing tip contains
individual green and white navigation lights. The lights are controlled by a rocker type switch (NAV
LIGHT) located on the instrument panel. The circuit is protected by a 5 amp NAV LIGHTS circuit
breaker.
11-98. REMOVING NAVIGATION LIGHT BULB(S). (WARRIOR III)
a. Ensure that the BATT MASTR and NAV LIGHT switches are in OFF position.
b. Disengage (pull out) NAV LIGHTS circuit breaker.
c. Remove the two screws securing the lens cover plate.
d. Carefully remove cover plate. The red (left wing) or green (right wing) lens, along with the white
and anti-collision light lenses, may be removed with the cover plate.
e. To remove the left or right navigation light bulb (bulbs behind the green or red lenses), twist bulb
counterclockwise to release bulb and pull out.
f. To remove the white (aft) navigation light, pull straight out on bulb.
11-99. INSTALLING NAVIGATION LIGHT BULB(S). (WARRIOR III)
a. To install left or right navigation light bulb (the bulbs behind the green or red lenses):
1. Align bulb in socket.
2. Push in on bulb, while twisting clockwise, until bulb is seated in position.
b. To install the white (aft) navigation light, align bulb with socket and push straight in until bulb is
seated.
c. Set (push in) NAV LIGHTS circuit breaker.
d. Verify that bulb(s) is/are working by selecting BATT MASTR and NAV LIGHT switches ON and
checking that all navigation light bulbs are lit. Select BATT MASTR and NAV LIGHT switches
OFF.

2G5
e. Locate lenses over appropriate bulbs and position cover plate over lenses and light fixture. Be sure
that the red lens (right wing) or green lens (left wing) is located over the forward bulb.
f. Install cover plate over lenses and secure with the two screws removed in Paragraph 11-91 (c).
11-100. ANTI-COLLISION LIGHTS
11-101. ANTI-COLLISION LIGHTS DESCRIPTION. (WARRIOR/WARRIOR II)
The Warrior/Warrior II airplanes were equipped with strobe type anti-collision lights located on each
wing tip in the same assembly with the navigation lights, and in an independent mounting on the vertical
stabilizer, or a rotating beacon type anti-collision light installed on the tip of the vertical stabilizer. The
strobe type are rated to flash at approximately 50 times per minute. There is just one power supply for all
strobe lights. (Refer to Figures 11-55 or 11-56.)
11-102. REMOVAL OF WING TIP STROBE LIGHT. (WARRIOR/WARRIOR II)
a. Ensure electrical power is removed from aircraft and/or applicable system.
b. Remove the screw securing the navigation light cover and remove cover.
c. Remove the three screws securing navigation light bracket assembly and pull out.
d. Remove the strobe lamp by cutting the wires on the lamp beneath the mounting bracket.
e. Remove the defective lamp.
f. Remove and discard the plug with the cut wires from its electrical socket.
11-103. INSTALLATION OF WING TIP STROBE LIGHT. (WARRIOR/WARRIOR II)
a. Route the wires from the new lamp down through the hole in the navigation light bracket.
b. Insert the wire terminals in the plastic plug supplied with the new lamp. Wire according to the
schematic diagram located in the back of this section.
c. Position strobe lamp on navigation light bracket.
d. Secure navigation light assembly and bracket with appropriate screws.
e. Set Anti-Collision Lights circuit breaker.
f. Verify that bulb(s) is/are working by selecting the Battery Master and Strobe Light switches On,
and checking that both strobe lights flash. Select Battery Master and Strobe Light switches Off.
g. Install navigation light cover and secure with appropriate screw.
11-104. REMOVAL OF FIN TIP STROBE LIGHT. (WARRIOR/WARRIOR II)
a. Ensure electrical power is removed from aircraft and/or applicable system.
b. Remove clamp securing lens to mounting plate on fin tip.
c. Remove lens from strobe light assembly.
d. Remove screws securing fin tip to fin.
e. Lift up fin tip and disconnect electrical plug.
f. Pull Strobe light assembly out of fin tip, electrical plug will pull up through hole in middle of
mounting plate.
11-105. INSTALLATION OF FIN TIP STROBE LIGHT. (WARRIOR/WARRIOR II)
a. Insert new electrical plug down through hole in mounting plate and position strobe light assembly
in place.
b. Position lens in place.
c. Secure lens to mounting plate by the clamp previously removed.
d. Reconnect electrical plugs underneath fin tip.
e. Replace fin tip and secure with appropriate screws.

2G6
11-106. ROTATING BEACON TYPE ANTI-COLLISION LIGHT. (WARRIOR/WARRIOR II)

11-107. REMOVAL.
a. Loosen screw securing clamp around rotating beacon lens. Remove clamp and lens.
b. Remove light bulb from bayonet socket.
NOTE: To remove complete rotating beacon assembly remove screws securing it to rudder tip.
Next pull rotating beacon assembly out and disconnect the electrical leads. Take note of
their placement to facilitate reinstallation. Rotating beacon assembly can now be removed.
11-108. INSTALLATION.
a. Install light bulb in bayonet socket.
b. Replace lens and clamp and secure by tightening screw on clamps.
11-109. STROBE ANTI-COLLISION LIGHTS DESCRIPTION. (WARRIOR III)
A white strobe anti-collision light is installed in each wing tip in the same assembly with navigation
lights. These units are rated to flash approximately 45 times per minute. The anti-collision lights are
controlled by an independent rocker switch (STROBE LIGHT) located on the instrument panel, through
a power supply unit located in the aft section of the fuselage. The circuit is protected by a 5 amp ANTI-
COLL LIGHTS circuit breaker. (Refer to Figure 11-57.)
11-110. REMOVAL OF WING TIP STROBE LIGHT. (WARRIOR III)
a. Ensure that the BATT MASTR and STROB LIGHT switches are in OFF position.
b. Disengage (pull out) ANTI-COLL LIGHTS circuit breaker.
c. Remove two screws securing navigation light cover and remove cover.
d. Remove three screws securing navigation light bracket assembly.
e. Separate light bracket assembly from wing tip by pulling out on bracket assembly.
f. Cut Ty-Wrap securing connector together. Pull connector apart.
g. Remove wire protection grommet from light bracket.
h. Remove defective lamp from light bracket.
11-111. INSTALLATION OF WING TIP STROBE LIGHT. (WARRIOR III)
a. Route wires from new lamp through the hole in navigation light bracket.
b. Install wire protection grommet onto light bracket.
c. Connect plug to receptacle. Ensure like color wires on plug and receptacle are aligned or opposite
each other. Secure plug and receptacle connection with a Ty-Wrap.
d. Position strobe and navigation light assembly in place on wing tip.
e. Secure navigation light assembly and bracket to wing tip with the three screws removed during
disassembly.
f. Set (push in) ANTI-COLL LIGHTS circuit breaker.
g. Verify that bulb(s) is/are working by selecting BATT MASTR and STROB LIGHT switches ON
and checking that both strobe lights flash. Select BATT MASTR and STROB LIGHT switches
OFF.
h. Install navigation light cover. Check that red or green lens, as appropriate, are properly located.
Secure cover with the two screws removed during disassembly.

2G7
11-112. STROBE POWER SUPPLY

The strobe power supply is in the aft section of the fuselage.
11-113. REMOVAL OF STROBE POWER SUPPLY. (WARRIOR/WARRIOR II/WARRIOR III)
b. Remove access panel to the aft section of the fuselage in the rear baggage compartment to gain
access to power supply.
c. Disconnect the electrical plugs. (one to four plugs depending on installation. Make note of the
placement of the plugs to facilitate reinstallation.)
d. Disconnect the other electrical leads.
NOTE: Make note of the placement of the leads to facilitate installation.
e. Remove the four screws securing power supply to the fuselage. Power supply can now be removed.
11-114. INSTALLATION OF STROBE POWER SUPPLY. (WARRIOR/WARRIOR II/WARRIOR III)
(Refer to Figures 11-55, 11-56, and 11-57)
a. Position the power supply in place and secure with screws previously removed.
b. Connect electrical leads in proper place.
c. Connect electrical plugs in proper place.
d. Set Anti-Collision lights circuit breaker.
e. Verify lights are working by selecting Battery Master and Strobe Light switches On and checking
that both strobe lights flash. Select Battery Master and Strobe Light switches Off.
f. Replace access panel in rear baggage compartment.
11-115. TROUBLESHOOTING STROBE LIGHTS. (WARRIOR/WARRIOR II/WARRIOR III)
When troubleshooting the strobe light system, it must first be 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 an audible tone of 1 to 1.5 KHZ. If there is no sound emitted, check
the system according to the following instructions. When troubleshooting the system, utilize the
appropriate schematic at the back of this section.
CAUTION: WHEN DISCONNECTING POWER SUPPLY, ALLOW FIVE MINUTES OF BLEED
DOWN TIME BEFORE HANDLING UNIT.
a. Check that the input voltage at the power supply is 14 volts (Warrior/Warrior II) or 28 volts
(Warrior III).
CAUTION: WHEN DISCONNECTING AND CONNECTING THE POWER SUPPLY INPUT
CONNECTIONS, DO NOT GET THE CONNECTIONS REVERSED. REVERSED
POLARITY OF THE INPUT VOLTAGE FOR JUST AN INSTANT WILL
PERMANENTLY DAMAGE THE POWER SUPPLY. THE REVERSED POLARITY
DESTROYS A PROTECTIVE DIODE IN THE POWER SUPPLY, CAUSING SELF-
DESTRUCTION FROM OVERHEATING OF THE POWER SUPPLY. THIS
DAMAGE IS SOMETIMES NOT IMMEDIATELY APPARENT, BUT WILL CAUSE
FAILURE OF THE SYSTEM IN TIME.

2G8
BLACK L4B
SPLIT SWITCH
BLACK (WITH SHIELDI
VIEWA
TO FIN TIP
(SEE VIEW Al
TO RIGHT
TO LEFT WING TIP
WINGTIP
(SEE VIEW Al
(SEE VIEW Al
PA-28-151 AND PA-28-161 WITH FIN STROBE
Figure 11-55. Strobe Light Connections

(Warrior/Warrior 11)

2G9
L4A
L4F
L48
SPLIT SWITCH SPLIT SWITCH
BLACK (WITH SHIELD) -

RED
--
--
·-
WHITE
VIEWA
TO LEFT WING
JUMPER (SEE VIEWA)
NOT USED
BLACK---../
PA-28-161 WITH ROTATING BEACON

(Warrior 11)

2G10
TO LIGHT
DIMMER CONTROL l.
AVG #22 BUS WIRE BLA~ OFF
#20 VINYL GLASS TO
TUBING GROUND
STROBE
LIGHT
SWITCH
L4A 20 ',__----J
WIRE
CONNECTIONS SWITCH
FACE
BLACK (WITH SHIELD)
[fl -- --
--
GND- BLK
MS35206-244 SCREW
MS35206-244 SCREW
AN936-B8 WASHER
AN936-B8 WASHER
(UNDER TERMINAL)
(UNDER TERMINAL)

(Warrior III)

2Gll
b. Check for malfunction in interconnecting cables.

1. Check Pins 1 and 3 of interconnecting cable are not reversed.
2. Using an ohmmeter, check continuity between Pin 1 and 3 of interconnecting cable. If a reading
is obtained on the meter, the cable is shorted and should be replaced.
NOTE
A short of the type described in steps 1 and 2 will not cause
permanent damage to the power supply, but the system will be
inoperative if such a short exists. A void any connection
between Ans 1 and 3 of the interconnecting cable as this mll
discharge the condenser in the power supply and destroy the
trigger circuits.
c. Check interconnecting cables for shorts.

1. Disconnect the output cables from the power supply outlets.
2. The following continuity checks in Steps 3 and 4 can be made with an ohmmeter.
3. 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. When making these checks if no continuity exists, the cable is
broken and should be replaced.
4. 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 should be replaced.
d. Check the tube socket assembly for shorts.
1. Disconnect the tube socket assembly of the anti-collision light from the interconnecting cable.
2. The following continuity checks can be made with an ohmmeter.
3. 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.
11-116. INSTRUMENT AND PANEL LIGHTS.
11-117. INSTRUMENT AND PANEL LIGHTS DESCRIPTION (WARRIOR/WARRIOR II).
The instrument lights are controlled by a 5 amp circuit breaker through a switch to a transistorized
dimmer control unit, located in the middle of the instrument panel. There are two control knobs, one for radio
light dimming and one for panel light dimming. To gain access to the dimmer control assembly follow the
instructions below.
11-118. REMOVAL OF DIMMER CONTROL ASSEMBLY (WARRIOR/WARRIOR II).
a. Be sure electrical power is removed from aircraft and/ or applicable system.
b. From behind the instrument panel, remove the electrical plug from the dimmer control assembly.
c. From behind the instrument panel, remove the two machine screws securing the dimmer control
assembly to the instrument panel. There is one on top and one on the bottom of the assembly.
d. Dimmer control assembly can now be removed.
11-119. INSTALLATION OF DIMMER CONTROL ASSEMBLY (WARRIOR/WARRIOR II)
a. Position the assembly into place.
b. Insert and secure with the machine screws previously removed.
c. Connect the electrical plug.

2G12
11-120. INSTRUMENT AND PANEL LIGHTS DESCRIPTION (WARRIOR III).

Instrument post lights, switch lights, and avionics lights are controlled by individual electronic dimmer
control assemblies, located on the right side on the back of the firewall. They are operated by HI-LOW adjust-
ment potentiometers located on the instrument panel below the pilot's control wheel,. The instrument post and
switch lights power supplies are protected by a 7.5 amp PANEL/SWITCH LIGHTS circuit breaker. The
avionics power supply is protected by a 5 amp RADIO LIGHTS circuit breaker.
11-121. REMOVAL OF DIMMER CONTROL (WARRIOR III)
a. Place BATT MAS TR switch in OFF position and disengage (pull) BATTERY FEEDER circuit
breaker
b. Disengage (pull) PANEL/SWITCH LIGHTS or RADIO LIGHTS circuit breaker, as appropriate.
c. Gain access to appropriate dimmer control, mounted on the rear of the firewall, from under the
right side instrument panel.
d. Disconnect electrical plug from dimmer control.
e. Remove machine screws holding dimmer control to the firewall.
f. Remove dimmer control.
11-122. REMOVAL OF DIMMER CONTROL POTENTIOMETER (WARRIOR III)
a. Place BATT MAST switch in OFF position and disengage (pull) BATTERY FEEDER circuit
breaker
b. Disengage (pull) PANEL/SWITCH LIGHTS or RADIO LIGHTS circuit breaker, as appropriate.
c. Remove dimmer control potentiometer control knob by loosening set screw with appropriate size
alien wrench.
d. Remove nut securing dimmer control potentiometer to instrument panel. Potentiometer should
now hang down below bottom of panel.
e. Mark wires attached to back of dimmer control potentiometer for proper location. Unsolder wires
from back of dimmer control.
f. Remove dimmer control.
11-123. INSTALLATION OF DIMMER CONTROL (WARRIOR III)
a. Position dimmer control in proper location on back of firewall.
b. Install machine screws holding dimmer control to the firewall.
c. Connect electrical plug to power supply
d. Engage (push in) PANEL/SWITCH LIGHTS or RADIO LIGHTS circuit breaker, as appropriate.
e. Engage (push in) BfilTERY FEEDER circuit breaker and place BATT MAST switch in ON position.
f. Check that lights associated with replaced dimmer control operate properly.
g. Place BATT MAST switch in OFF position.
11-124. INSTALLATION OF DIMMER CONTROL POTENTIOMETER (WARRIOR III)
a. Solder wires to proper contacts on back of new dimmer potentiometer.
NOTE
Check that potentiometer control is turnedfully counterclockwise.
b. Position potentiometer in proper location and insert from back of instrument panel. Check that
key lugs on switch align with key holes in back of panel.
c. Install nut securing potentiometer to face of instrument panel.
d. Install control knob. Check that knob pointer is in appropriate position. Tighten alien screw.
e. Engage (push in) PANEL/SWITCH LIGHTS or RADIO LIGHTS circuit breaker, as appropriate.

2G13
f. Engage (push in) BATTERY FEEDER circuit breaker and place BATT MAST switch in ON
position.
g. Check that lights associated with replaced potentiometer control operate properly.
h. Place BATT MAST switch in OFF position.
11-125. ANNUNCIATOR PANEL.
11-126. ANNUNCIATOR PANEL DESCRIPTION (WARRIOR/WARRI OR 11).
The annunciator panel is a small cluster of lights which warn of malfunctions in circuits or systems. A
malfunction is identified by a warning light. There are three amber warning lights and a push-button test
switch. Power is supplied from the bus bar through a 5 amp fuse behind switch panel.
The VAC warning light is controlled by a vacuum sensor switch at the firewall and is attached to the vacu-
um regulator. The sensor switch will activate whenever differential pressure is below 3.5 in. hg.
The 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 whenever the oil pressure is
below 35 psi.
The ALT 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 its output is zero. During normal opera-
tion the alternator warning circuit is also supplied with power from the top diode terminal. This current flows
through a 5 amp fuse (near the diode heat sink) to the resistor and diode, creating a no-flow condition, which
does not allow warning light illumination.
The test button is used to check operation of lights when engine is running. Lights will work when engine
is not running if master switch is turned on.
11-127. ANNUNCIATOR PANEL DESCRIPTION (WARRIOR 111).
While provisions are made for nine lights, the lighted cluster incorporates only five lights . Refer to
Table XI-XII for the description and function of each annunciator light.
TABLE XI-XII. ANNUNCIATOR LIGHTS DESCRIPTION AND FUNCTION (WARRIOR III)

Nomenclature Color Cause Of Illumination
LOW BUS VOLTAGE RED Illuminates when the electrical system drops
from bus voltage (28 Vdc) to battery voltage
(24.5 Vdc).
PITOT HEAT OFF/INOP AMBER Illuminates when the pitot heat fails or is
selected OFF.
STARTER ENGAGE RED Illuminates when engine starter is engaged.
VACUUMINOP AMBER Illuminates when the vacuum sensor switch
on the firewall is activated. The vacuum
sensor switch is attached to a regulator, set
to close when pressure falls below 3.5 inches
ofHg.
ALTERNATOR INOP RED Illuminates when the alternator fails or is
selected OFF.
OIL PRESSURE AMBER Illuminates when the in-line oil pressure
sensor switch, located at the firewall, senses
oil pressure has fallen below 35 psi.
CARBICE RED Illuminates when ice forms in carburetor
throat. Adusted by sensitivity control knob
on carburetor heat panel
BLACK LINE GREEN Blank.

2G14
Power is supplied from the bus through a 5 amp circuit breaker and the annunciator box assembly.
The DAY-NIGHT toggle switch, located to the left of the annunciator panel, is placed in the NIGHT position
to dim the annunciator lights for night flight. This switch also activates the ammeter dimmer relay.
An annunciator PRESS-TO-TEST switch is located to the right of the annunciator panel. With the
BATT MAST switch in the ON position, depressing this switch will illuminate all installed annunciator lights.
Should any annunciator light(s) fail to illuminate, refer to Chart 3303, Toubleshooting Annunciator Panel.
11-128. TROUBLESHOOTING ANNUNCIATOR PANEL (WARRIOR/WARRI OR 11/WARRI OR 111)
-CAUTION-
Oil pressure sensor and vacuum sensor switches are similar in
looks and size. Verify the correct unit is installed per parts catalog
part number and description.
Table XI-I gives information on most commonly experienced problems on all Warrior model. For
further information contact a service representative at Vero Beach, Florida.
11-129. REPLACEMENT OF ANNUNCIATOR PANEL LIGHT BULBS (WARRIOR/WARRI OR 11)
Light bulb replacement does not require removal of annunciator panel. The lenses are designed to be a
friction fit. The bulbs fit into the back side of the lens. To replace a defective bulb, pull the corresponding
lens out of annunciator panel. Withdraw defective bulb from lens and replace with a new bulb. Align the key
on the lens with the keyway in the annunciator panel socket and press lens into place.
1;E)ooeee _
__________________
\..
;t))- - NUT PLATE
,o,I
'
:9,i
PRESS TO TEST
SWITCH
DIODES
CONNECTOR
Figure 11-58. Annunciator Panel (Warrior/Warrior 11)

2G15
11---130. REPLACEMENT OF ANNUNCIATOR PANEL LIGHT BULBS (WARRIOR III)

It is not necessary to remove the annunciator panel assembly to replace lamp bulbs. Simply "PUSH--
IN" on the function light until it "clicks", and release pressure. The cover assembly will be partially ejected
from the lamp base assembly. Pull the cover from the base and rotate to expose the lamp bulbs. Replace
defective bulb(s) and reverse removal procedure. Select BATT MASTR switch ON; then depress "Test"
switch to v~'fify lamp is functioning.
(OPTIONAL)
LOW BUS PITOT HEAT STARTER

VOLTAGE OFF/INOP ENGAGE
[Q I
VACUUM
INOP
I
ALTERNATOR
INOP
OIL
PRESSURE a
CARBICE
I 11 I
(OPTIONAL)
TO ANNUNCIATOR
PANEL
..----==-f'.'.'._'.'.'._'.'.'._'.'.'._~c~~~~~~~~l-~-==-~~-=~~~~~-~--~,'s~==~aa-caa_of_=_"'_'""_~-~-~==t___ H---,
'
0 01 0 0
0
0 0
~ C\J C') -s:j- LO (0 SW f'-- co 0)
0
~
C\J
~ 0 0 KS
a: a: a: a: a: a: 560
a: a: a: a: a:
(11 REQ'D)
0 0 0 0
K4
K1 K2 K3
r-1
0 '-✓
oBoo IN2071A 0 0 0
0 ~ 00 0
0 0 0 DIODE 0 0 0 0 00
0 00 (5REQ'D 0 00 0 00
0000 0 00 0 0 0
Figure 11-59. Annunciator Panel and Box Assembly

(Warrior III)

2G16
11-131. OIL PRESSURE SENSOR

11-132. REMOVAL OF OIL PRESSURE SENSOR (WARRIOR/WARRIOR II)
a. Gain access to sensor unit by reaching up under the instrument panel.
b. Disconnect the two electrical leads.
c. Unscrew sensor unit from bulkhead fitting.
d. Catch spillage and cover hole to prevent foreign matter from entering oil line.
11-133. INSTALLATION OF OIL PRESSURE SENSOR (WARRIOR/WARRIOR II)
a. Screw sensor unit into bulkhead fitting.

b. Test resistance between sensor’s body and aircraft ground. Resistance should be less than 0.003
ohms.
c. Connect the two electrical leads.
d. Perform operational check.
11-134. REMOVAL OF OIL PRESSURE SENDER (WARRIOR III)
a. Gain access to the sender from under the pilot’s (left) instrument panel.
b. Disconnect the single wire by removing the nut and washer securing it to the sender.
NOTE: There will be some residual oil in the line leading to the sender and switch. Provide a
means to catch any spillage that may occur when sender is removed.
c. Using a back up wrench on the union tee, remove oil pressure sender.
11-135. INSTALLATION OF OIL PRESSURE SENDER (WARRIOR III)
a. Install sender to union tee and finger tighten.

b. Using a back up wrench on union tee, snug sender to tee.
c. Test resistance between sender’s body and aircraft ground. Resistance should be less than 0.003
ohms.
d. Connect instrument wire to switch.
e. Perform operational check.
11-136. REMOVAL OF OIL PRESSURE SWITCH (WARRIOR III)
a. Gain access to the switch from under the pilot’s (left) instrument panel.
b. Disconnect electrical connector.
NOTE: There will be some residual oil in the line leading to the sender and switch. Provide a
means to catch any spillage that may occur when switch is removed.
c. Using a back up wrench on the union tee, remove oil pressure switch.
11-137. INSTALLATION OF OIL PRESSURE SWITCH (WARRIOR III)
a. Wrap switch threads with teflon sealant tape (3M-Teflon no 48 x 1/4”).
b. Install switch to union tee and finger tighten..
c. Using a back up wrench on union tee, snug switch to tee.
d. Join electrical connector.
e. Perform operational check.

2G17
11-138. OIL TEMPERATURE SENSOR

11-139. REMOVAL OF OIL TEMPERATURE SENSOR (WARRIOR/WARRIOR II)
a. Gain access to engine accessory section.
b. Disconnect wire from sender by removing nut and washer securing wire to sender.
c. Remove sender.
11-140. INSTALLATION OF OIL TEMPERATURE SENSOR (WARRIOR/WARRIOR II)
a. Install sensor in engine accessory section.
b. Connect wire to sender.
11-141. REMOVAL OF OIL TEMPERATURE SENSOR (WARRIOR III)
a. Gain access to engine accessory section.
b. Remove safety wire securing cannon plug connector to sensor.
c. Remove cannon plug connector.
d. Remove sensor.
11-142. INSTALLATION OF OIL TEMPERATURE SENSOR (WARRIOR III)
a. Install oil temperature sensor into engine.
b. Install cannon plug connector and safety.
c. Perform operational check.
11-143. VACUUM SENSOR
11-144. REMOVAL OF VACUUM SENSOR (WARRIOR/WARRIOR II/WARRIOR III)
a. Gain access to sensor unit by reaching up under the instrument panel to the vacuum regulator.
b. Disconnect the two electrical leads.
c. Unscrew the sensor unit from the vacuum regulator.
d. Cover hole to prevent foreign matter from entering regulator.
11-145. INSTALLATION OF VACUUM SENSOR (WARRIOR/WARRIOR II/WARRIOR III)
a. Screw sensor unit into vacuum regulator.
b. Connect the two electrical leads.
c. Perform operational check.
11-146. STALL WARNING
The stall warning system consists of a lift detector electrically connected to a stall warning horn. As
stalling conditions are approached, the lift detector activates the stall warning horn.
The lift detector is on the leading edge of the left wing. A tab will extend beyond the leading edge
at the point where lift detector is mounted. With the master switch in the ON position, gently lift the tab; the
stall warning horn should sound.
The electrical circuit is protected by a 5 amp STALL WARNING circuit breaker mounted in the
circuit breaker panel on the lower right side of the instrument panel.
11-147. REMOVAL OF LIFT DETECTOR
CAUTION: MASTER SWITCH MUST BE OFF BEFORE WORKING ON LIFT DETECTOR OR

WARNING HORN. WHEN INSTALLING WING, PLACE REFERENCE MARKS ON
HOLDING PLATE AND WING SKIN.

2G18
a. Remove four screws holding plate around tab. Lift detector is fastened to the plate; remove unit
from wing.
b. Mark electrical wires and terminals to aid installation. Remove electrical wires from lift detector;
remove lift detector from airplane.
11-148. INSTALLATION OF LIFT DETECTOR
NOTE
Refer to electrical schematic of stall warning system located at
the end of this section.
a. Attach electrical wires to their correct terminals on lift detector.

b. Position lift detector with its mounting plate on wing, so sensor blade drops down freely; secure in
position with the four screws previously removed.
11-149. ADJUSTMENT OF LIFT DETECTOR
The lift detector switch is adjusted at the factory when the airplane is test flown, and should not
require further adjustment during normal service life of the airplane. If service on the wing requires removing
the switch, the following instructions will aid in proper switch positioning.
CAUTION
Never adjust switch by bending vane.
a. Loosen the two Phillips head screws; one on either side of vane. If stall warning sounds too late,
move switch up. If stall warning sounds too early, move switch down. Tighten screws after adjustments.
b. The only way to test accuracy of the setting is to fly the airplane into a full stall condition and note
speed at which the stall warning sounds. Stalls must be made with flaps 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 must sound not less than five mph, or more than ten mph before the stall occurs.
11-150. ELECTRICAL SWITCHES
11-151. DESCRIPTION.
The main electrical switches are rocker type and are mounted in the middle of the instrument panel.
11-152. REMOVAL OF ELECTRICAL SWITCHES (WARRIOR/WARRIOR II)
a. Disconnect positive battery cable.
b. For a particular switch removal, remove the screw above and screw below the switch on the front
of the instrument panel.
c. From behind the instrument panel, remove the switch, and disconnect the electrical connections.
NOTE
Note placement of electrical leads to aid installation.
11-153. INSTALLATION OF ELECTRICAL SWITCHES (WARRIOR/WARRIOR II)
a. Connect electrical leads with mounting screws in their proper place.
b. Insert switch into its designated slot on the instrument panel and secure with the two screws previ-
ously removed.
c. Connect positive battery cable.

2G19
11-154. REMOVAL OF ELECTRICAL SWITCHES (WARRIOR III)

b. Reach behind instrument panel and, while squeezing on the upper and lower clips, push switch out
through front of panel.
NOTE: Note placement of electrical leads to aid installation.
c. Disconnect electrical connections on back of switch(es).
11-155. INSTALLATION OF ELECTRICAL SWITCHES (WARRIOR III)
a. With electrical leads extending through switch hole in panel, attach electrical leads with mounting
screws to their proper place on back of switch.
b. Position switch in proper location and, while squeezing on lower and upper retaining clip, push in
on switch until it “snaps” into place.
c. Connect positive battery cable.
11-156. CIRCUIT BREAKERS (See Figure 11-60a.)
The circuit breaker panel is located on the lower right corner of the instrument panel.
On the Warrior/Warrior II, the circuit breakers are a single hole mounting, push button type. The circuit
breaker buttons are a flush type, which means they are flush with the face of the circuit breaker panel
when engaged (pushed in). The circuit breakers are white, and when disengaged (tripped), they show
white. This type of circuit breaker is not intended to be used as a routine method of turning a system on
and off.
On the Warrior III, the circuit breakers are single hole mounting, push to set - pull to disengage type. The
circuit breaker buttons protrude approximately 1/2 inch from the face of the circuit breaker panel when
engaged (pushed in). The circuit breaker buttons are black, but when disengaged (tripped), will show a
white indicator on the circuit breaker shaft. This type of circuit breaker can be used as a method of
turning a system on and off.
The circuit breakers on both models are removed and installed in a similar manner.
11-157. REMOVAL OF CIRCUIT BREAKERS
b. Remove knurled nut from circuit breaker face plate on front of instrument panel.
c. From behind instrument panel, disconnect electric bus bar from circuit breaker.
d. From behind instrument panel, remove circuit protector from instrument panel.
NOTE: Note placement of electrical leads to aid installation.
e. Disconnect electrical connections fastened with screws to circuit breaker.
11-158. INSTALLATION OF CIRCUIT BREAKERS
a. Check circuit breaker amperage is correct.
b. Connect electrical leads to their proper screws on new breaker and secure.
c. From behind instrument panel, insert circuit protector into its proper hole on instrument panel.
d. From behind instrument panel, install electric bus bar to circuit breakers.

2G20
e. Fasten and tighten knurled nut to circuit breaker face plate on front of instrument panel.
f. Connect positive battery cable.
g. Activate circuit protected by replaced breaker. Check appropriate electrical items are functioning.
11-159. IGNITION SWITCH
11-160. REMOVAL OF IGNITION SWITCH
a. Make sure ignition switch is in OFF position.
b. Gain access to and disconnect power lead(+) from battery.
c. Remove retaining nut from switch and pull switch from back of instrument panel.
d. Note location of wires on ignition switch. Remove wires from switch.
11-161. INSTALLATION OF IGNITION SWITCH
a. Connect wires to ignition switch as shown in Figure 11-60.
b. Check for proper operation of ignition switch as follows:
1. Remove Plead from right magneto.
2. Attach P lead of right magneto to ohmmeter and to airframe ground.
3. With switch in OFF, Lor START position, ohmmeter must indicate a closed circuit.
4. With switch in R or BOTH position ohmmeter should indicate an open circuit.
g. Connect Plead to magneto.
h. Position ignition switch in instrument panel and install retaining nut.
1. Connect power lead(+) to battery.
J. Install any access covers previously removed.
K1A J1A
s
®Q Q
Figure 11-60. Ignition Switch Wire Positions

2G21
~
/ '
~
DOOR ON EAR LY PA-28-151
NOTE MODELS ONLY.
Figure 11-60a. Circuit Breaker Panel (Warrior/Warrior II - Typical)

2G22
TABLE XI-XIII. LAMP REPLACEMENT GUIDE
WARRIOR/WARRIOR II
Location Piper Part No. Lamp No.
Annunciator Panel 453 695 328

472 054 330
Cabin Light 472 036 89
Flood Light 472 034 1414
Landing Light 472 661 4509
Magnetic Compass Light 472 665 330
Panel Lights 472 056 53
WARRIOR III
Location Piper Part No. Lamp No.
Annunciator Panel 472 028 327
Rocker Switches 472200 85
Instrument Post Lights 472 028 327
Overhead Map Light 761 285 A-322-28
Overhead Cabin Light 472 027 1495
Magnetic Compass Light 472 028 327
Landing Light 472 071 4594

2G23
TABLE XI-XIV. WARRIOR/WARRIOR II ELECTRICAL SYSTEM COMPONENT LOADS
Duty Cycle
Circuit Load
Cont. Inter. Equipment Breaker (Amps) Optional
X Alternator Field 5 3.0

X Anti-Collision (Strobe) 15 4.4 X
X Cabin Dorne Light 15 0.5
X Cigar Lighter 15 8.0
X Cockpit Flood Light 5 0.5 X
X Fuel Pump 10 5.0
X Instrument Cluster 5 0.7
X Instrument Lights ( 18) 5 2.2 X
X Landing Light 10 8.0 X
X Master Contactor 0.6
X PitotHeat 15 13.2 X
X Position Lights 10 4.0 X
X Stall Warning 5 neg!.
X Starter 175.0
X Starter & Accessories 15 10
X Turn&Bank 5 0.5 X

2G24
TABLE XI-XV. WARRIOR III ELECTRICAL SYSTEM COMPONENT LOADS
Duty Cycle
Circuit Load
Cont. Inter. Equipment Breaker (Amps) Optional
X Alternator Field 5 2.3

X Anti-Collision (Strobe) 5 3.5
X Auxiliary Vacuum Pump 20 5.0 X
X Cabin Dorne Light 5 0.3
X Cockpit Flood Light 5 0.3
X Electric Clock - Neg!. X
X Engine Gauge 5 0.2
X Fuel Pump 5 5.0
Instr. Panel/Switch Lights 7.5
X Panel Lights - 0.8
X Switch Lights - 0.8
X Landing Light 5 3.6
X Master Contactor - 0.5
X PitotHeat 7.5 6.0 X
X Position (Nav) Lights 5 4.0
X Primer Valve - 0.4
X Radio Lights 5 0.5
X Recognition Lights 5 3.0 X
X Starter - 175.0
X Starter Contactor - 0.74
X Tum&Bank 5 0.3
Avionics (See Mfg's

Installation Manual. )I

2Hl
2H2
SECTION XI - ELECTRICAL CHARTS AND WIRING DIAGRAM INDEX
FIGURE NO SCHEMATIC GRID NO.
TABLES
Table XI-XVI. Electrical Wiring Code 2H9
Table XI-XVII. Electrical Symbols (Old Style) 2Hl0
Table XI-XVIII. Electrical Symbols (New Style) 2Hll
WIRING DIAGRAMS
ANNUNCIATOR SYSTEMS
PA-28-151: S/N's:
11-61 28-7515001 to 28-7615435 2Hl3
11-62 S/N's: 28-7715001 to 28-7716314 2Hl4
PA-28-161:
11-62 S/N's: 28-7716001 to 28-8216059 2Hl4
11-63 S/N's: 28-8216060 to 28-8216226 2Hl5
11-64 S/N's: 28-8316001 thru 28-8616057 &
2816001 thru 2816109 2Hl6
11-65 S/N's 2816110 and up (Sheet 1 of3) 2Hl7
ANNUNCIATOR INTERNAL WIRING
PA-28-161:
COMFORT SYSTEM
Cigar Lighter
11-66 Warrior/Warrior II 2H20
DEICE SYSTEMS
Pitot Heat
11-67 PA-28-151 2H20
11-67 PA-28-161: Early Models 2H20
11-69 Warrior III 2H21
Pitot and Static Heat
11-68 PA-28-161: Later Models (Optional) 2H20
ELECTRICAL SYSTEMS
Alternator and Optional External Power Receptacle
PA-28-151:
11-71 S/N's: 28-7415001 to 28-7415703 2H22
11-72 S/N's: 28-7515001 to 28-7615435 2H23
11-73 S/N's: 28-7715001 to 28-7715314 2H24

2H3
SECTION XI - ELECTRICAL CHARTS AND WIRING DIAGRAM INDEX (Cont.)
ELECTRICAL SYSTEMS
Alternator and Optional External Power Receptacle (Cont.)
PA-28-161:
11-73 S/N's: 28-7716001 to 28-8216059 2H24
11-74 S/N's: 28-8216060 to 28-8216226 211
11-75 S/N's: 28-8316001 thru 28-8616057 &
2816001 thru 2816093 212
11-76 S/Ns 2816094 thru 2816109 213
Alternator System
PA-28-161:
11-77 S/Ns 2816110 214
Avionics Master Switch
PA-28-161
11-78 S/N's: 28-8016001 to 28-8216216 (Optional) 215
11-79 S/N's: 28-8216217 thru 2816109 (Optional) 215
11-80 S/N's: 2816110 and up 215
ENGINE SYSTEMS
Starter
PA-28-151:
11-81 S/N's: 28-7415001 to 28-7415703 216
11-82 S/N's: 28-7515001 to 28-7716314 216
PA-28-161:
11-82 S/N's: 28-7716001 to 28-8216059 216
11-83 S/N's: 28-8216060 28-8616057 &
2816001 thru 2816109 217
Starter/External Power
PA-28-161:
11-85 S/N's: 2816110 and up 218
ENVIRONMENTAL SYSTEM
Air Conditioning/Air Blower
11-86 PA-28-161, (Warrior II only) 219
FLIGHT CONTROLS
Stall Warning
11-87 PA-28-151, WarriorandPA-28-161, Warriorll
Sheet 1 of2 2110
11-87 PA-28-161, Warrior II, S/N's 216110 and up)
Sheet 2 of2 2110

2H4
FUEL SYSTEM
Electric Fuel Pump
PA-28-151
11-88 S/N's: 28-7415001 thru 28-7515004 2111
11-89 S/N's: 28-7515005 and up 2111
PA-28-161
11-89 S/N's:28-7716001 thru 28-8616057 and
2816001 thru 2816109 2111
Electric Fuel Pump and Primer System
11-90 S/N's: 2816110 and up 2111
INDICATORS
Ammeter
PA-28-151
11-71 S/N's: 28-7415001 to 28-7415703 2H22
11-72 S/N's: 28-7515001 to 28-7615435 2H23
11-73 S/N's: 28-7715001 to 28-7715314 2H24
PA-28-161:
11-73 S/N's: 28-7716001 to 28-8216059 2H24
11-74 S/N's: 28-8216060 to 28-8216226 211
11-75 S/N's: 28-8316001 thru 28-8616057 &
2816001 thru 2816093 212
11-76 S/Ns 2816094 thru 2816109 213
11-77 S/Ns 2816110 214
Clock, Electric and Digital (Optional)
PA-28-161:
11-91 S/N's: 28-8216060 to 28-8216226 2112
11-92 SN s: 28-8316001 thru 2816109 2112
Hour Meter (Optional)
PA-28-161:
11-93 S/N's: 28-8216060 to 28-8216226 2112
11-94 S/N's: 28-8316001 thru 2816109 2112
Clock and Hour Meter
PA-28-161
11-95 S/N's: 2816110 and up 2114
Engine Gauges
PA-28-151
11-96 S/N's: 28-7415001 and up 2114
PA-28-161
11-96 Warrior II, Early Models 2114
11-97 Warrior II, Later Models 2114
11-98 Pressure and Temperature (Warrior III. S/N's 2816110
and up) 2115
11-99 Fuel (Warrior III. S/N's 2816110 and up) 2115

2H5
TABLE XI-I. ELECTRICAL SCHEMATIC INDEX (Cont.)
INDICATORS (cont.)
Turn Indicators
PA-28-151:
11-100 S/N's: 28-7415001 and up 2116
PA-28-161:
11-100 S/N's: 28-7716001 to 28-8216008 2116
11-101 Alternate Vendor 2116
11-102 S/N's: 28-8216009 thru 28-8616057 and
2816001 thru 2816109 2116
11-103 S/N's 2816110 and up 2116
LIGHTING - EXTERIOR
Wing and Fin Anti-Collision Strobes
PA-28-151
11-104 S/N's: 28-7415001 thru 28-7716314 2117
PA-28-161:
11-104 (Early Models) 2117
11-111 S/N's: 28-7916205 thru 28-8616057 and
2816001 thru 2816109 2119
Anti-Collision Rotating Beacon
PA-28-151:
11-105 S/N's: 28-7415001 thru 28-7716314 2117
PA-28-161:
11-105 S/N's: 28-7716001 to 28-7916204 2117
11-106 S/N's: 28-7916205 thru 28-8616057 and
2816001 thru 2816109 2117
Wing Strobe Anti-Collision and Rotating Beacon
PA-28-161:
11-107 Early Models 2118
11-109 S/N's: 28-7916205 thru 28-8616057
and 2816001 thru 2816109 2119
Fin Strobe Anti-Collision
PA-28-161:
11-108 S/N's: 28-7916205 thru 28-8616057
and 2816001 thru 2816109 2119
Wing Strobe Anti-Collision.
PA-28-161
11-110 PA-28-161: S/N's: 28-7916205 thru 28-8616057
and 2816001 thru 2816109 2119
Anti-Collision and Navigation Lights
PA-28-161
11-112 S/N's 2816110 and up 2120

2H6

LIGHTING - EXTERIOR (cont.)
Landing Light
PA-28-151
11-113 S/N's 28-7415001 thru28-7715314 2121
PA-28-161
11-113 S/N's 28-7716001 thru 28-8616057 and 2816001 2121
thru 2816109)
11-114 S/N's 2816110 and up 2121
Recognition Lights
PA-28-161
11-115 S/N's 2816110 and up 2122
LIGHTING - INTERIOR
Cabin Light
PA-28-151:
11-116 (Optional) S/N's 28-7415001 thru28-7715314 2122
PA-28-161, Warrior II:
11-116 (Optional) Early Models 2122
Instrument Flood Lights
PA-28-151:
11-117 (Optional) S/N's 28-7415001 thru 28-7715314 2122
11-120 (Optional) Later Models 2Jl
Instrument Flood and Cabin Lights
11-121 (Optional) Later Models 2124
Instrument Panel
PA-28-151
11-118 (Optional) S/N's 28-7415001 tbru 28-7715314 2123
Navigation and Radio Lights
PA-28-151
11-119 (Optional) S/N's 28-7415001 thru 28-7715314 2123
Instrument Panel, Radio and Navigation Lights
Instrument Flood and Cabin Lights

2H7

LIGHTING - INTERIOR (cont.)
Dimmer Panel Wiring
PA-28- 161:
11-123 Later Models 2Jl
Overhead Flood
PA-28-161
11-124 S/N's 2816110 and up 2Jl
Cabin Dome
PA-28-161
11-125 S/N's 2816110 and up 2J2
Radio Lights and Dimmer Control
PA-28-161
11-126 S/N's 2816110 and up 2J2
Instrument Lights
PA-28-161
11-127 S/N's 2816110 and up 2J3
Switch Lighting
PA-28-161
11-128 S/N's 2816110 and up 2J4
WARNING SYSTEM
Stall
(See Flight Controls)

2H8
TABLE XI-XVI. ELECTRICAL WIRE CODING (PIR-PPS55006, Rev. X.)
. - - - - - - CIRCUIT FUNCTION LETTER

- - - - - - - W I R E NUMBER _ _ _ _ __.
...----WIRE SEGMENT LETTER _ _ _ _____,
WIRE GAUGE -----------.J
Circuit Function
Letter Circuit
A AUTOPILOT
AC AIR CONDITIONING
C CONTROL SURFACE
E ENGINE INSTRUMENT
F FLIGHT INSTRUMENT
G LANDING GEAR
H HEATER, VENTILATING
J IGNITION
K STARTER
L LIGHTING
M MISC. EQUIP. - (Cigar Lighter, Hour Meter, etc.)
P DC POWER
Q FUEL & OIL QUANTITY
RP RADIO POWER
RG RADIO GROUND
RZ RADIO AUDIO
W WARNING

2H9
TABLE XI-XVII. ELECTRICAL SYMBOLS (Old Style)
BATTERY KNIFE CONNECTORS BUS BAR
~ I IIII I.,._,---..)>------4
....-<~ SWITCH
TYPE
PUSH
TYPE
PUSH-PULL
TYPE
CIGAR
LIGHTER
ALTERNATOR SOCKET BEACON
THERMAL SWITCH ELECTRICAL CLUTCH
0 @~@ ))
PNEUMATIC PNEUMATIC THERMAL
SOLENOID SWITCH SWITCH BLOCK POTENTIOMETER
0 0
~
0 0
i :t t=:=11
·8· v8• -
0
0
0
0
PRESS - NC PRESS - NO LAMP

OR OR
ZENER VACUUM- NO VACUUM- NC
DIODE DIODE FUSE RESISTOR
GROUND
BUTT CONNECTORS
[J
NOISE
FILTER
SWITCH PUSH-BUTTON
CONDUCTORS SWITCH
SHIELDED CONDUCTORS SHIELDED CONNECTOR
+-9-----1,
1--1 ,,_-+-£._-+~..... Jt-..(-+-~----<(( (~ I
"'-----c:(~
* CONNECTORS: CROSSINGS AND JUNCTIONS OF
CONDUCTORS. THE DOT AT THE INTERSECTION
INDICATES A JOINING OF CONDUCTORS
L SOLENOID
VALVE

2H10
TABLE XI-XVIII. ELECTRICAL SYMBOLS (New Style)

AIRCRAFT LOCATION SYMBOLS BATTERIES BUS
y y y
ADJUSTABILITY
~
)"
-'-j 1---'- ~111-
GENERAL GENERAL MUL TIC ELL
FUSELAGE STATION WATERLINE BUTT LINE
CABLES AND CONDUCTORS

p T
-@
GROUPING OF LEADS
l OR
TWISTED
± ±TWISTED
SHIELDED
SINGLE
CONDUCTOR
0
COAXIAL
CABLE
y
SHIELDED TWO
CONDUCTOR
i:
SHIELDED
TWISTED
PAIR TRIPLE
W /GROUND PAIR
CAPACITOR CIRCUIT BREAKERS --+- CONNECTORS
o'o c?o o7'o

Q= Q= =@=
CURRENT LIMITER
-------l f-- 00
CB PUSH
GENERAL BASIC BREAKER
PUSH-PULL
BREAKER
SWITCH
BREAKER
.
RECEPTACLE PLUG MATED PLUG
& RECEPTACLE
DIODES FUSE GROUNDS
. '
") ►f◄ ----rn- -------i ------q
GENERAL ZENER, ZENER,
GROUND OR GROUND TO
UNIDIRECTIONAL BIDIRECTIONAL OR
CIRCUIT CHASSIS
RETURN (WITH TERMINAL)
cz_0
HORN HEATED ELEMENT SQUIB ELECTRIC LAMPS

IGNITER =IDA"
©= ~
[D= ---"UUlr- ~
1•1
INDICATOR LIGHT
(* LETTER DENOTES
COLOR-ASTERISK
INCANDESCENT
LAMP
FLUORESCENT
LAMP
IS NOT PART OF SYMBOL)
MITER POLARITY POTENTIOMETER

MOTOR
0 8
LITTER DENOTES THE
+ -
ce==::JJ
""
TYPE OF MITER POSITIVE NEGATIVE
1e A= AMMETER
6
RESISTOR
SPLICE
TERMINAL BOARD
RELAY COIL RHEOSTAT
~
~ ~
~
_j
PERMANENT
-·
DISCONNECT
!P
TRANSISTORS
TRANSDUCER TRANSFORMERS
3E y y
~
GENERAL
lllE
PNP TYPE NPN TYPE
_jllE THERMAL ELEMENT COILS
~
(TRANSDUCER)
SINGLE PHASE -----r;G-- 11111
(3) WINDING NON SATURATING
GENERAL GENERAL ADJUSTABLE
W/CORE

2Hll
TABLE XI-XVIII. ELECTRICAL SYMBOLS (New Style) (Cont,)
PUSH BUTTON MOMENTARY OR

CONTACT SWITCH ASSEMBLIES
SPRING RETURN
BASIC
0 _L
0----0 ~
0 0 a.lo a.lo
~ 0 0
(MAKE) (BREAK)
CLOSED OPEN TRANSFER CIRCUIT CIRCUIT
1WO
CONTACT CONTACT CLOSING CIRCUIT
OPENING
MOMENTARY OR LOCKING AND NON-LOCKING

NON-LOCKING
SPRING RETURN
OFF
..,----
✓,L_ --0--- ~ a.lo ~,L_
Oi'() ,L_
,L_
____.. 0
(MAKE) (MAKE OR BREAK) (BREAK)

,L_ 0-
... OFF
0~ ,L_
CIRCUIT CIRCUIT CIRCUIT 1WO TRANSFER THREE POSITION THREE POSITION

CLOSING CLOSING OR OPENING OPENING CIRCUIT ONE POLE TWO POLE
PRESSURE OR VACUUM ACTUATED SWITCH

TEMPERATURE ACTUATED
NOTE 1' SYMBOL
SHALL BE REPLACED
~ ~ ~ P, BY DATA GIVING THE

LI, OR r t ORT
OPERATING
TEMPERATURE
CLOSES ON OPENS ON OF THE DEVICE
CLOSES ON OPENS ON
RISING PRESSURE RISING PRESSURE
RISING TEMPERATURE RISING TEMPERATURE
THERMAL SWITCHES
LIMIT SWITCH, DIRECTLY ACTUATED - SPRING RETURN
~o'-
@-
NORMALLY OPEN
°v2 ~
040 c4o 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
~ ~
0
~o
0
0 0
~ TOGGLE IN THE
i O
TOGGLE IN THE
'O DOWN POSITION cY UP POSITION
ANY NUMBER OF TRANSMISSION PATHS MAY BE SHOWN oJ Cr
()' 0
SWITCHES WITH TIME/DELAY FEATURE
~
D--
f T ROTARY
SWITCH i I NOTE v,ewed tmm ecd
Ct·"'""'"'
OPEN CLOSED
TIME-DELAY TIME-DELAY
iD-- CLOSING OPENING ~
~
l °f T -----
~
OPEN CLOSED
TIME-DELAY TIME-DELAY
OPENING CLOSING
EXAMPLE OF
RELAY ARROW INDICATES DIRECTION
OF SWITCH OPERATION
IN WHICH CONTACT
ACTION IS DELAYED
t \
2H12
ANNUNCIATOR
LIGHTS 5 AMP
'OIL',
5 AMP
TO AMMETER
(ALTERNATOR)
LAMP
TEST d
VACUUM OIL PIIESSURE

SENSOR SENSOR SWITCH
SWITCH
=. BATTERY
1
Figure 11-61. Annunciators (PA-28-151, S/N's 28-7515001 thm 28-7615435)

2H13
ANNUNCIA TOIi
LIGHTS 5 AMP
50
6.5W
5 AMP
TO AMMETER
( ALTERNATOR)
LAMP
TEST
Ji
4
VACUUM OL ..,_ESSURf:
KNSOR SENSOR SWITCH
SWITCH
== BATTERY
I
Figure 11-62. Annunciators (PA-28-151, S/N's 28-7715001 thm 28-7715314;
PA28-161, S/N's 28-7716001 to 28-8216059)

2H14
ANNUNCIATOR
LIGHTS
TO AMMETER
(ALTERNATOR)
ANNUNCIATOR
P'ANEL
FOR INTERINAL WIRING SEE

"ANNUNCIATOR INTERNAL WIRING"
MASTER
SOLENOID
Bt p
VACUUM 01 L PRESSURE
SENSOR SWITCH SENSOR SWITCH
ANNUNCIATOR BOX
INTERNAL WIRING
r-- ------c::J----7
1
I
I I
I
I
- I
I I
I I
I so.n 6.5w
I
I I
I I
I I
I I
I I
I I
I I
L__ l-3-+--+--1--+-+--+--+--+- - - - - - 79333-00 _ \JNIT
3
~
FOR AIRFRAME
WIRING INTERCONNECT
REFER TO
THE APPROPRIATE
ANNUNCIATOR
} SYSTEM WIRING
DIAGRAM
Figure 11-63. Annunciator (PA-28-161, S/N's 28-8216060 thru 28-8216226)

2H15
ANNUNCIATOR
LIGHTS
ANNUNCIATOR
PANEL
FOR INTERNAL WIRING SEE

---"""II TO AMMETER "ANNUNCIATOR INTERNAL WIRING".
{ALTERNATOR)
8!
VACUUM OIL PRESSURE
SENSOR SWITCH SENSOR SWITCH
ANNUNCIATOR BOX
INTERNAL WIRING
r-- -------c::J----7
1
I
I
I
½: - I
I
I
I I
I so.n 6.5w
I
I I
I I
I I
I I
I I
I I
I I
L__ l-3_ _ _ _ ___,___,___,_ - - - - - 79333-00 _ \JNIT ~
3
FOR AIRFRAME
WIRING INTERCONNECT
REFER TO
THE APPROPRIATE
ANNUNCIATOR
} SYSTEM WIRING
DIAGRAM
Figure 11-64. Annunciator (PA28-161, S/N's 28-831601 thru 28-8616057 &

2816001 thru 2816109

2H16
)>
C.
~
P.-
DN10A22
N10A - ...
~ u,
.,"" TO DIM
RE[!,Y 0)
.=~"
N 0
DN4A22
TO PITOT
DN18A 22
S"
,...
"'
""'" HEAT SENSOR;-
H~~ :~~TCH ; - DN20A 22

DN19A 22 'PITOT H AT
OFF/IN( p
"C
"C
"'u, "'"' DN9A22 m
::c
"".t'j STE1 20 NG 0
d<i"
:::c
z►
DN21A 22
-
Ei
(I)
~
7 0
z
TO ALTERNATOR
w
"':::
z
C
m
::c
°''
!-'' ~
N
T
0 TO LOW
OUT SWITCH
II
•Z
0
0
;iii;
)>
N
z
":.! VOLTAGE
"w o- m
~~
MONITOR )>
TO STARTER
m
~=""
CONTACT OR
"'"' SAMPFUSE oo
~
0
N ""
"' " DN14A 22 j; JJ
-
=
(D ()
~- r ""Cl
::c
z► z►
(I)
~ 0
-
I-'~ W2A20 ::c
--l
o~ z DN16A2 m 0
~z
"""'l C,I)
oo'
C
z
0
~
~~~
=aSt;s-
g~r=
W6A 20
r
::c
(/)
--"' DN12A 22
N
00
►
-I
VACUUM m
0 ,11 W4B20~ ::c
~
0
JJ -
W4A20
DN11A22
OP
<
.,
::, OJ 0
Q.. 0 m
PGC 20 OLT
.,," X DN22A22 s
► ►
~
'GARB IC E
(f)
(f) DN13A 22 :z
m C
trj
~
TO CARBURETOR
r
trj
('l
..
--l
:,0
~
OJ
~ DN30A22
N1B 22
N1C 22 z
"
~
ICE DETECTOR
-- ~
~
CN1A2?---~
N2A22----0
~u-oi
,;:
"
)> C
z z
11
r►
('l m'2
)> r )>
r 3! ~
o : l _ ~N3A22---~ c1
"',.-: N
~
N3B 22 ----' 7J ;::;
:Il
"'--l
trj ,1µ GPS
~
ANNUNCIATOR LIGHT ASSEMBLY
(OPT) (OPT)
3 3 3 w 3
"' CJ
w
2 ~ CL
2 :, 2 Q
:, 0
Oz "';s: ':;"' "'a:
"' -
>
00
~> "'
<.)
1
J3 J3A
I~~
I I LIGHT
IN2071A DIODES
I I SCHEMATIC SOLDER SLEEVE - 9 REQ'D - ~

I 1 2 3 I
L ______ _
Figure ll-65. Annunciator Lights (S/N's 2816110 and up)

(Sheet 2 of 3)

2HJ8
ANNUNCIATOR BOX ASSEMBLY
21 20 19 18 17 16 15 22 14
A2 2 C2
- 1 A3 - - B1 -B3 - C1 C3
KS
N 0
ii: ii:
TO
K4
PINX2
13 7 12 11 10 9 8 6 5 4 3 2 1
03
TO D2 C2 B2 A2 A2 B2
KS
PINX2 D3 D1 C3 C1 B3 B1 A3 A1 A1 A3 B1 B3
it ii:
B1 I
A3 I
Figure 11-65. Annunciator Box Assembly (S/N's 2816110 and up)

(Sheet 3 of 3)

2HJ9
SEE
STARTER AND ACCESSORIES
15 AMP CIRCUIT BREAKER NOTE USED ON SIN'S 7515001 AND UP.
C" .,
1 1
CIGAR
: ) LIGHTER
I I
~
L. .J
cp
Q PITOT
HEATER
~ , : ~ SEE NOTE
~-...L
Figure 11-66. Cigar Lighter Figure 11-67. Pitot Heat (PA-28-151 and
(Warrior/Warrior II) Early PA-28-161 Models)
STATIC&
PITOTHEAT
15AMP
THIS SPACE INTENTIONALLY LEFT

BLANK
PITOT
HEATER
Figure 11-68 Pitot and Static Heat (Optional, Figure 11-69. Unassigned
Later PA-28-161 Models)

2H20
PITOT
HEAT ANNUNCIATOR PANEL
(REF.)
PITOT HEAT
OFF/INOP
0
N
~
_J
PITOT
s HEAT
SWITCH 7 8 9 10 P3A
c______c,-~~~-~I~
4
OFF 0 N
N N
~ - - - - - - - - - D N 2 0 A 2,1------~ <(
a,
<(
co
m o PTT z
N 0
~ - - - , 119B 2:0----------""'7------~
H3A 18
~ H3B181
L I ----►~TO P 1-
CONT-7
2D 1 8 ~ H 2 E 181
P302 J302
co
co
0
0 C')
N I
I
PITOT <
1oow;:: 70W <~

HEAD
_, ~
PITOT SENSOR ASSY.
Figure 11-70. Warrior III Pilot Heat

(S/N's 2816110 and up)

2H21
r------------------ -----,
, LAMAR ALT. CONTROL UNIT IF KIT 764928V INSTALLED 1
I I
1 I
__ .JI AL TERNA TOIi
SWITCH
14 P28
I
\SEE NOTE) I
FIELD Rl!:SISTOR I
I
I
r ______ l
I ALTERNATOR
FIELD 5 AMP
I
ALTERNATOR
I
OUTPUT I
60AMP I
I
I
I
__ J
~-------------------------
'
+
foPTIONAI. I
I I
I I
I EXTERNAL I
I so~-::0 I
I I
I
I
I ~~i\~NAL
I RECEPTACLE
I L.-...,_~l---+----t<,r---
L __________ _I
1
TO STARTl!:R
SOLENOID
I_ MECHANICAL _ _ _ _ _ _ _ _ _ _ _ _ _
INTERLOCK
r -~ ALTERNATOR SOURCE
I t>-A/V\,-..--o---' I POWER RELAY
NOTE ENERGIZING CIRCUIT
IL _ _ _ _ _ _ _ _ _ _ -1I
S/N's: 28-7415003. 28-7415422 TO
28-7415713 ONLY.
Figure 11-71. Alternator ad Optional External Power Receptacle

(PA-28-151, S/N's 28-7415001 thru 28-7415703)

2H22
r-----------------------,
I I
I I
,__ _
I I
I
I
I
I
I
r - ---- _I
I ALTERNATOR
I FIELD 5 AMP
FILTER I
CAPACITOR
I
I
I
I
I
__ J
r MECIIANICAL SWITCM INTERLOCK
I
I
I +
I
i
I
I foPTIONAL- - - - - - 7
I I
I I I
I
I I EXTERNAi. I
I POWER I
I I SOLENOID
I I
I TO ANNUNCIATOR
I I
I EXTERNAL
I
I I ~~:TACLE
I I
I IL _________ _J
I
I
I
I
I
I
I TO STARTER
SOLENOID
IL _______________ _
r - - - - - - - - --, ALTERNATOR SOURCE

I r\.J'\./V\._.,_ _ -o-___, I POWER RELAY
IL __________ _jI ENERGIZING CIRCUIT

(PA-28-151, S/N's 28-7515001 thm 28-7615435)

2H23
r------------------ ----,
I
: ➔>-- BLUE
I
I
I
I
I
, - - - - - _I
I ALTERNATOR
FIELD 5 AMP
I
FILTER I
CAPACITOR
I
I
I
I
I
__ J
r ME:CHANI CAL SWITCH INTERLOCK (SEE NOTE I} - - - - -
I
I
I ...... +
I
I
i
I
r"oPTIONAL- - - - - - 7
I
I I
I I I
I
I I EXTERNAL I
I POWER I
I I SOLENOID
I I
I TO ANNUNCIATOR
I I
I EXTERNAL
I
I I ~~;TACLE
I I
I I
L _________ _I -:
I
I
I
I
I
I
I ALI ~ TO STARTER
SOLENOID
IL _______________ _
NOTES:
1. MECHANICAL INTERLOCK NOT
USED ON PA-28-161 S/N's:
r --, ALTERNATOR SOURCE
I n,...,'VVl,-M----o-- i POWER RELAY
28-8116253 AND UP.
IL __________ ..JI ENERGIZING CIRCUIT
2. PA-28-161 S/N's: 28-8116001
AND UP.

(PA-28-151, S/N's 28-7715001 thm 28-7715314; PA-1-28-161, S/Ns 28-7716001 thm 28-8216059)

2H24
r--------------- --- -----,

: LAMAR ALT. CONTROL UNIT IF KIT 764928V INSTALLED 1
ALTERNATOR
FIELD 5 AMP
FILTER
CAPACITOR
TO OPTIONAL CLO-:K 8' HOURMETER
foPTIONAI.- - - - - - 7
I I
I I
I EXTE RNAI. I
I POWER I
I SOLENOID I
I
I
I EXTERNAi.
I ~~~TACI.E
I
IL _________ I ~
'-+-----"\ PIC TO STARTER

SOLENOID
r - - - - - - - - -, ALTERNATOR SOURCE
I I
o-.J\IVv+---o--' POWER RELAY
IL __________ JI ENERGIZING CIRCUIT

(PA-1-28-161, S/Ns 28-8216060 thm 28-8216226)

211
r-----------------------,
1LAMAR ALT. CONTROL UNIT IF KIT 764928V INSTALLED
1
I I
I I
I I
ALTERNATOR
FIELD 5 AMP
FILTER
CAPACITOR
TO OPTIONAL CLOCK a HOURMETER
r"oPTIONAL- - - - - - 7
I I
I I
I EXTERNAL I
I POWER I
I SOLENOID I
I
I
I EXTERNAL
I ~°'ti:TACLE
I
I
L _________ _I -=-
r - - - - - - - - --, ALTERNATOR SOURCE

I 6-J'JV\,------o---' I POWER RELAY
IL __________ JI ENERGIZING CIRCUIT

(PA-1-28-161, S/Ns 28-8316001 thru 28-8616057 and 2816001 thru 2816093)

212
r-----------------------,
1LAMAR ALT. CONTROL UNIT IF KIT 764928V INSTALLED
1
I I
I I
I I
ALTERNATOR
FIELD 5 AMP
FILTER
CAPACITOR
TO OPTIONAL CLOCK a HOURMETER
r"oPTIONAL- - - - - - 7
I I
I I
I EXTERNAL I
I POWER I
I SOLENOID I
I
I
I EXTERNAL
I ~°'ti:TACLE
I
I
L _________ _I -=-

(PA-28-161, S/Ns 2816094 thru 2816109)

213
ALTERNATOR
FIELD
"SA~
ELECTRICAL BUS
i"" i i
0 0 0
N N
N
<( 50mv "'"'
[L
<( <(
N
[L 100A if "'
[L
SHUNT
3
k: WITCH
m
1 I SA SA SA~
•
FUSE
J 1A
""~ ASSEMBLY J
[L
0
N
0 0 0
N N TO
0 8"
"'
N
[L 8"
ANNUN
PNL
ALTERNATOR
P2 R2
W2B 20 --------[Iill--W2A 20-+---+-~,1
B
F G 0
AMMETER
AUX P3D4]__ : ~ KL H859B1
8" 0 0
0
N
0 0
3: 1/4A ALT
N
0
r:========iPAMM
~ W2C 20 W2D20
OUT
2 1 4 3 5 J AMM
"'
[L
P2C 20
RED
SWITCH
_._
BLK
-+----+---DN17B22---+---+-----4-----4-+---+--f-----+-~
0
N 0
N
"'
a,
[L
LL
if
0
N
0
N
0
N
P9A20----~
"' "'"'
if [L
0
N
[L
~ - - - - - - - - P S G 20 - - ~
w
_,
:::, ~--P5D20---~
"' PSC 20 l
i-----;::=='---__J
z P6D20Nl
RAMM
N 8 7 9 10 11 12
N
PAMM
VOLT REG ;ii _,
RED
OVER VOLT
& z
0
~ ffi "'
z
"
RELAY
"'.5
0
1 IN- IN+
3
OLJT +
LOW
_._"' CONTROLASSY AMMETER DIMMING
Figure ll-77. Alternator System (PA-28-161, S.iN's 2816110 and up)

214
EMERGENCf
AVIONICS
BUS
SWITCH
PR3B
AVIONICS
MASTER
SVVITCH
AVIONICS
MASTER
SWITCH
Figure 11-78. Avionics Master (Optional) Figure 11-79. Avionics Master (Optional)
(PA28-161, S/N's 28-8016001 thru 28-8216216) (PA28-161, S/N's 28-8216217 thru 2816109)
AVIONICS BUS ELECTRICAL BUS
PR1B10 PR1A 10
A3 M
I I
QIO;
!f.PR2A
I X1 ~--]~
20
AVIONICS
MASTER
CONTACTOR
X2
IPR2B 20
AVIONICS
MASTER
SWITCH
31
ON
2
J~FF
1
Figure 11-80. Avionics _Master

(PA28-161, S/N's 2816110 and up)

215
MASTER
,0 STARTER
H SWITCH
STARTER a ACC.
15 AMP
SOLENOID
c:::::::i
~
) STARTER
~
TO CABIN LIGHT
SOLENOID
TO
CIGAR LIGHTER
Figure 11-81. Starter (PA-28-151, S/N's 28-7415001 thru 28-7415703)
STARTER & ACC.

MASTER 15 AMP
SOLENOID
STARTER
SOLENOID
'T
(f
TO
CIGAR LIGHTER
Figure 11-82. Starter (PA-28-151, S/N's 28-7515001 thru 28-7715314;

(PA-28-161, S/N's 28-7716001 thru 28-8216059)

216
MASTER
SOLENOID
MAGNETO
STARTER
c::::::J SWITCH
STARTER TO CABIN LIGHT

SOLENOID
TO
CIGAR LIGHTER
Figure 11-83. Starter ((PA-28-161, S/N's 28-8216060 thru 28-8616057,

and 2816001 thru 2816109)
Figure 11-84. Unassigned

217
85423 F
BATTERY STARTER
FEEDER & ACC.
ELECTRICAL BUS
70 A 10 A
STARTER
SWITCH
B K1A 18
GND GND B20
P1A 4
S
L
STARTER
J2A 16
R
J1A 16
1
K2A 4
,l,
K2B 4
TO ENGINE
MAGNETOS
K1B 18
TO
1
ANNUNCIATOR STE1 20
PANEL
5A
R1 P1
BATTERY K1C 18 33
CONTACTOR
P1D 4 P1C 4
_[ -
+
STARTER EXTERNAL POWER
CONTACTOR CONTACTOR
T
4
EXTERNAL
j_ POWER
RECEPTACLE
P4AA 20
BATTERY
SWITCH 1
P2 R2 2 OFF
4I
[ 4 ]- P4A 20 3
P4B20N
ON
5A
L9A 20 L9B 20 L9C 20 22 TO COURTESY
11 LIGHT SWITCH
5A
M1B 20 M3A 20 TO HOUR
77 METER
M2C 20 55 M2A 20
TO
CLOCK
Figure 11-85. Starter/External Power (S/N’s 2816110 and up)

2I8
DOOR
NO CL.OSE
LIMIT 2
57 --....:>-----<AC5Ci--------o SEE NOTE /
NC r- ---------------( BL.OWER
I OFF I MOTOR
LOGIC
RELAY .+-0--M
, , , -~
C , - L ~ M~
~H~ I
""- -- ---- - -- -- __ J <1•)
DOOR
CLOSE
3 RELAY 2
5 4 o----,
rJJJ AIR
CONO.
SW.
DOOR
OPEN
LIMIT
SW,
DOOR
OPEN
FREON PRESS. 4 3 RELAY 2
LIMIT SWITCH 5
Kl
Figure 11-86. Air Conditioning/Air Blower (PA-28-161, Warrior II only)

219
NOTE USED ON SIN'S 7515001 AND UP.

STALL
WARNING
5AMP
LIFT
~~ DETECTOR '---+-__, TERMINAL 8
Figure ll-87. Stall Warning(PA-28-151, Wan-iorandPA-28-161, Warrior II)

Sheet 1 of2
LIFT
DETECTOR
F1 D 20 ---I I
1
~--F1C20----~
STALL
WARNING
CJ
HORN
_jz
_J-
~ P1 R1
<( z 0--F1 A 20 ~ F1 B 20----m--F1 E 20
I- a:
1-
sow
Cl) <(
_j
w
Figure 11-87. Stall Warning (PA-28-161, S1N's 2816110 and up)

Sheet 2 of2

2110
~FUEL PUMP
FUEL PUMP CJ10 AMP
10AMP
FILTER
FUEL
PUMP
,-------.J
' FUEL
PUMP
Figure 11-88. Electric Fuel Pump (PA-28-151 Figure 11-89. Electric Fuel Pump (PA-28-151 S/N's
SIN' 28-7415001 thru 28-7515004) 28-7515005 & Up; PA-28-161, S/N's 28-7716001
thru 28-8616057, and 2816001 thru 2816109)
PRIMER
SWITCH PRIMER
_L P1 R1 .,,,
SOLENOID
,.(YYYl ..1
02D 20-----ITID---? ~ Q 2 G 20------m---02H 20---<<s::---V u-i I 1
~11 I
~~ wr
IA
I
r17
I
W~~
(fJ
:)
co
a..
....J ....J
w:;:;: <C o P1 R1
~
:J:)
LL a_ g: 2 3~02B 20-----HEJ-----02c 20
~
....J
FUEL
w PUMP
SWITCH
Figure 11-90. Electric Fuel Pump and Primer System (PA-28-161 , S/N's 2816110 and up)

2111
~ 5A
TOP~:~
5A
TO P1 D, MASTER
SOLENOID (ALTERNATOR.)
!
SEE INSTR
~ c: WHT UGSTS
r-H1-~-'9'\
ELECTRIC
l ~ - - ~ CLOCK
\ TO NARCO
RADIO INSTL
~
TO HOUR METER
TO HOUR METER (OPT)
NOTE THE OPTIONAL CLOCKS USE THE SAME CONNECTOR
Figure 11-91. Electric Clock and Optional Digital Figure 11-92. Electric Clock and Optional Digital
Clock (PA-28-161, S/N's 28-8216060 thru 28-8216226) Clock (PA-28-161, S/N's 28-8216001 thru 2816109)
5A
5A
TO P1 D, MASTER
SOLENOID Q--! TOP1D,MASTER
(ALTERNATOR) SOLENOID
(ALTERNATOR)
TO ELECTRIC OR DIGITAL TO ELECTRIC OR DIGIT AL

CLOCK (OPTIONAL) CLOCK (OPTIONAL)
TO NARCO
RADIO INSTL.
HOUR METER
) HOUR METER
Figure 11-93. Optional Hour Meter Figure 11-94. Optional Hour Meter
(PA-28-161, S/N's 28-8216060 thru 28-8216226) (PA-28-161, S/N's 28-8216001 thru 2816109)

2112
85423 F
BATTERY
FEEDER
ELECTRICAL BUS
70 A
P1A 4
BATTERY
CONTACTOR
P1D 4 P1C 4 - - ~ I L : : : , .
_[ I
STARTER
CONTACTOR
T
4
1
HOUR METER
5A P2 R2
-----rn---M3A 20
M1B 20 77 2 0 0 0 0
P2 R2
M2C 20 ---rn-
55 M2A 20 1
7
~
NC
(OPT.) CLOCK
PWR
□
1
M3B 20N
3
1
C
2 W6B 20N
NO
GND --D--
2 M2B 20N
]_ OI L
P
- PRESSURE
SWITCH
TO P3, PIN 4
ANNUNCIATOR
PANEL s-- W6A 20
Figure 11-95. Clock and Hour Meter (PA-28-161, S/N’s 2816110 and up)

2I13
NOTE USED ON SERIAL NUMBERS 7515001 AND UP. ENGINE

GAUGES
5AMP
LEFT '' , OIL

'I ,
RIGHT~ 1 "..
FUEL TEMP FUEL
1SEE NOTE .____.,....;;.; } SEE NOTE
- TEMP.
SENSOR
---- TERMINAL9
Figure 11-96. Engine Gauges (PA28-151, S/N's 28-7415001 and up;

PA-28-161, Warrior II, Early Models)
ENGINE
GAUGES
5AMP
- TEMP.
SENSOR
Figure 11-97. Engine Gauges (PA-28-161, Warrior II, Later Models)

2114
ENGINE
GAUGE
ELECTRICAL BUS ~-------Q6C20----~
SA
OIL
PRESS
Q6A20 SENDER
FUEL
Q8A20Nl PRESS
SENDER
~-+-~
P2 3 _[Q6D20N
28V GND R2
OIL
PRESS
OIL FUEL
TEMP PRESS
OIL
TEMP
~---Q6B20 SENSOR
Q5A20
~-----Q7A20--~
P1 R1
I
~-------,IIBJ---QSB 20---~
Figure 11-98. Engine Pressure and TLmperature Gauges

(PA-28 -161, Warrior III, S/N's 2816110 and up)
FUEL
GAUGE ~----Q3C20------~
ELECTRICAL BUS
3A Q4C20---~
10 9
Q1A20
Q4B20 Q3B20
Q3E20Nl
P2
1
R2
28V GND
R1 14
P1 14
LEFT RIGHT RIGHT

SENDER
Figure 11-99. Fuel Gauge (PA-28 -161, Wa1Tior III, S/N's 2816110 and up)

2115
TUR N & BANK

5 AMP
TURN & BANK
5AMP
TURN
INDICATOR
-------------....
I
I
I
TO INSTR I
_ _ _ LIGHTS CIRCUllj
Figure 11-100. Turn Indicator Figure 11-101. Turn Indicator (PA-28-161)

(PA-28-151, S/N’s 28-7415001 and up, and Alternate Vendor
PA-28-161, S/N’s 28-7716001 thru 28-8216008)
35543 AL 85423 F TURN
ELECTRICAL BUS
& BANK
TURN & BANK 5 AMP 5A

F2A 20
- -- - 1 2
F2A 20N
1 2
F2B 20
F2C 20
TURN
ALTERNATE SEE INSTR.
INDICATOR
LIGHTED PANEL LIGHTS
INDICATOR
IND
Figure 11-102. Turn Indicator (PA-28-161, Figure 11-103. Turn Indicator

S/N’s 28-8216009 thru 28-8616057 (PA-28-161, S/N’s 2816110 and up)
and 2816001 thru 2816109

2I16
LEFT ANTI-COLLISION
WINGTIP
STROBE POWER SUPPLY
RIGHT
FINTIP WINGTIP
Figure 11-104. Wing and Fin Anti-Collision Strobes

(PA28-151 S/N's: 28-7415001 thru 28-7716314, and PA-28-161, Early Models)
, 18
A i ANTI-COLLISION LIGHT
15AMP
A
, 18
BEACON
ANTI-COLLISION
10AMP
ANTI-COLLISION
SWITCH
NOTE USED ON SIN'S 7515001 AND UP
TERMINAL 7 TERMINAL 7
ROTATING
BEACON
Figure 11-105. Anti-Collision Rotating Beacon Figure 11-106. Anti-Collision Rotating Beacon
(PA-28-151, S/N's 28-7415001 thru 28-7716314 (PA-28-161, S/N's 28-7916025 thru 28-8616057,
PA-28-161, S/N's 28-7716001 thru 28-7916204) and 2816001 thru 2816109)

2117
ANTI-
COLLISION
10AMP
ANTI-COLLISION SWITCH
RIGHT WING
LEFT WING STROBE
STROBE
TERMINAL
BOARD
RED
POWER
SUPPLY
3 3
BEACON
NAV LIGHT
' - - - - - - - - - - - - { L1E . , _ _ - - - ~ ~
Figure 11-107. Wing Strobe Anti-Collision and Rotating Beacon

PA28- l 6 l, Early Models)

2118
~ F I N STROBE
·-a:;:-
ANTI-COLLISION
Ql 10AMP
C®
cp
j
ANTI-COLLISION SWITCH
16
BEACON
fl E
FIN STROBE
-
II I I
-
)
7
- WING STROBES '~'

~
)
L.H R.H.
Figure 11-108. Fin Strobe Anti-Collision Figures 11-109. Wing Strobe Anti-Collision and
(PA-28-161, S/N's 28-7916205 thru 28-8616057, Rotating Beacon (PA-28-161, S/N's 28-7916205 thru
and 2816001 thru 2816109) 28-8616057, and 2816001 thru 2816109)
r--7 WING & FIN STROBE
WING STROBES ~ ) - ANTI-COLLISION
10AMP
ANTI-COLLISION
ANTI-COLLISION
10 AMP
C®
SWITCH GP,
✓ ANTI-COLLISION SWITCH
~
~
POWER SUPPLY
ra0m~
L.H. WING STROBES R.H.
Figure 11-110. Wing Strobe Anti-Collision Figure 11-111. Wing and Fin Strobe Anti Collision
(PA-28-161, S/N's 28-7916205 thru 28-8616057 (PA-28-161, S/N's 28-7916205 thru 28-8616057
and 2826002 thru 2816109 and 2826002 thru 2816109

2119
NAV ANTI-COLLISION
LIGHTS LIGHTS
ELECTRICAL BUS
5A 5A
L 1A20
WHITE
POSIT ION -----"I-~
LIGHT
LEFT
STROBE
LIGHT
RED
NAV
LIGHT
LEFT RIGHT
WING WING L4A20
L 1G 20
L 1C20
NAV LIGHTS "'

SWITCH STROBE
f
LIGHTS SWITCH
w
L 1B 20 11
L4C 20
R2
P2 L4B20
L4D 20
R1 P1
Figure 11-112. Anti-Collision and Navigation Lights

PA-28-161, S/N's 2816110 and up.

2120
NOTE
USED ON SIN'S 7615404 AND UP.
LANDING LIGHT
10 AMP
LANDING
SEE NOTE LIGHT
Figure 11-113. Optional Landing Light (PA-28-151. S!N's 28-7415001 thrn 28-7715314
and PA-161, S1N's 28-7716001 thru 28-8616057 and 2816001 thru 2816109)
LANDING
if) LIGHT
L
:::, SWITCH
co
CJ _, 1
z>- <C
-I 0 P1 R1
oCJ -
z_ ~
~ ~
SA L3B 20 L3D 20
<(-' 0 L3A 20----6/:
_, w 3
_, 2 2
w
L3C 20
1,
LANDING
LIGHT
Figure 11-114. Landing Light

PA28-161, Warrior III, S/N's 2816110 and up)

2121
L 13B 20
Cf)
~
co
_J 1
c3 ~ R2 P2
a:I- 5A L
14 20
A 0-- L 14B 20 ------@Jfil---- L 14C 20 RECOGNITION
0 LIGHTS
w 3
_J
w RECOGNITION
LIGHTS
SWITCH
L 14D 20
Figure 11-115. Recognition Lights (PA28-161, S/N's 2816110 and up)
r-----<RPSA>------
INSTRUMENT
FLOOD LIGHT
5AMP
STARTER AND ACCESSORIES
15 AMP CIRCUIT BREAKER
SEE
NOTE
2
NOTES
1. USED ON SIN'S 7515001 AND UP
2. USED ON SIN'S 7615404 AND UP
FLOOD
LIGHT
CABIN CONTROL
LIGHT
Figure 11-116. Optional Cabin Light (PA-28-151 Figure 11-117. Optional Instrument Flood Light
S/N's 28-7415001 thru28-7715314, and (PA-28-151 S/N's 28-7415001 thru 28-7715314, and
Early Models of PA-28-161, Warrior II & Early Models of PA-28-161, Warrior II

2122
r~ 4. ,.---,. ,...,---,--._ .,..iLS INSTRUMENT PANEL

JO LIGHTS
5AMP
LOWER PANEL LIGHTS
r-- -EOTUSED
I
I
I 8
I UPPER PANEL LIGHTS
I
SEE NOTE 1
-
-«~----
---...::::::>-'--......
INSTRUMENT
7
-
LIGHT
SEE DIMMER COMPASS
NOTE 2 LIGHT
y
NOTES
1. NOT USED ON SIN'S 7515385 AND UP.
2. USED ON LATER MODELS.
Figure 11-118. Optional Instrument Panel Lights (PA-28-151,S/N's 28-7415001 thm 28-7715314,
and Early Models of PA-28-161, Warrior 11)
NOTES NOTE 1
1. USED ON SIN'S 7415001 TO 7515377.
2. USED ON SIN'S 7515001 AND UP.
~I
NAVIGATION
&: . .___ I
I
LIGHTS
10AMP
7 AMP
LsEE
NOTE 2
RADIO
LIGHTS
5AMP
RADIO
LIGHTS
CONTROL 0 0 0 0
RADIO LIGHTS BUS
LATER MODELS
Figure 11-119. Optional Navigation and Radio Lights (PA-28-151,S/N's 28-7415001 thm 28-7715314,
and Early Models of PA-28-161, Warrior 11)

2123
INSTRUMENT
INSTRUMENT FLOOD LIGHT
-- ,..,---,.~,FLOODLIGHT
? \
5AMP
o} 5A
DIMMER
FLOOD
LIGHT
FLOOD
LIGHT
CONTROL
NOTE SIN'S 28-8116292 AND UP.
Figure 11-120. Optional Instrument Flood Lights Figure 11-121. Optional Instrument Flood and Cabin
(Later Models of PA-28 -161, Warrior II) Lights (Later Models of PA-28 -161, Warrior II)
INSTRUMENT
PANEL LIGHTS
SEE
DIMMER RADIO LIGHTS
PANEL
WIRING
NAVLIGHTS
~~~RADIO
i..=....;;;...;;..;;;..i LIGHTING BUS
r-+Jl..t+IE----,,,----, SEE DIGITAL

CLOCK
(ALTERNATOR)
L. WING-:-
UPPER
PANEL -:- FIN TIP (OPT)
NOTE PA-28-161 SIN'S 28-8216001 AND UP
Figure 11-122. Optional Instrument Panel, Radio and Navigation Lights

(Later Models of PA-28 -161, Warrior II)

2124
FOR APPROPRIATE FRAME WIRING INTERCONNECT, REFER

TO SPECIFIC INSTRUMENT PANEL, RADIO AND NAV LIGHTS
WIRING DIAGRAM.
R5
Figurel 1-123. Dimmer Panel Wiring (Later Models of PA-28 -161, Warrior II)
FLOOD
LIGHT
WHT ---0----~~KD ~I
_J
1
P1 R1
- - - L2A 20-----{zliJ-----L2D 20--~-(-L2B 20
FLOOD
LIGHT
CONTROL
Figure 11-124. Overhead Flood Light (PA-18-161, Warrior III, S/N's 2816110 and up)

2J1
(f)
::J
c:o DOME
_J
WI- P1 R1 LIGHT
~:r: c3
0
Q_J
('.l a:
I- 5A
L6A 20------@li]-----L6C 2 0 ~ ~ GND ---1 I 1
0
w
_J
w
Figure 11-125. Cabin Dorne Light (PA-18-16L Wan-ior III, SiN's 2816110 and up)
RADIO
LIGHTS
ELECTRICAL BUS
5A
LSA 20
o AVIONICS
DIMMING
LIGHTS
o BUS
------1 SC 20N~ I 1
RADIO 2 SK
LIGHTS LSD 20 --o~
DIMMER
ASSY f------LS E 20 ---a..J
1
i - - - - - - - - - - L S B 20
Figure 11-126. Radio Lights and Dimmer Control

(PA-18-161, Wan-ior III, S/N's 2816110 and up)

2J2
PANEUSWITCH
LIGHTS
ELECTRICAL BUS
71/2A
LSA 20
LSB 20
FUEL ALT A/I A/S

QTY CLOCK
(OPT)
VSI DG TIC
TACH VAC
LSE 20------a----------a •3G 2 0 - - -7
COMPASS
Figure 11-127. Instrument Lights ((PA-18-161, Warrior III, S/N's 2816110 and up)

2J3
PANEUSWITCH
LIGHTS
's ELECTRICAL BUS (
71/2~
4
L7A20
BATT FUEL NAV STROBE LANDING RECOG PITOT

MASTER
~~
~ ~
ALT
,::::::: I (fl)
,
~
PUMP
~ ~~
~
LIGHTS
~
LIGHT
7) -'
LIGHT
,,-
~ I "
- LIGHTS
':;)
~ ,,
~
HEAT (OPT)
,
" ,,,1
~,
H <h N: N: <h: 1h: H ,, <lh ~
J--( e( ch o, ; <lh:
_____,, '-- ---''- ______, '- ___,
_/~ ~ ' - j_,./ ''-..__ ____,....,..,/ '--- v"-- v'-- ___/ ' - _ / ' - ~''--
r'----' '------- ~ '----' ~~
~7B 20N~I, PRIMER

SWITCH
UGHTS
A~
D
B
2 SK
I-L7C20=r
c-1
DIMMER
ASSY
~
C
~
L7D 20 1 "
F
~
_r:-L 7F 20N
L7E 20
~
2
-
-
_70 20
~L7H20
2
f--
1
~
.
Figure 11-128. Switch Lightmg (PA-18-161, Warnor III, SIN's 2816110 and up)

2J4

2J5

2J6

2J7

2J8

2J9

2J10
SECTION
XII
ELECTRONICS
2J10A
2J10B
SECTION XII - ELECTRONICS
TABLE OF CONTENTS
Paragraph Grid No.
12-1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J13

12-2. Garrett Emergency Locator Transmitter . . . . . . . . . . . . . . . . . . . . . . . 2J14
12-3. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J14
12-4. Garrett ELT Battery Removal and Installation
(2 Year Magnesium Battery) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J14
12-5. Communication Components Corporation Emergency Locator Transmitter 2J16
12-6. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J16
12-7. Battery Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . 2J16
12-8. Testing Garrett or Communications Component Emergency Locator Transmitters 2J17
12-9. Narco 10 and 910 Emergency Locator Transmitter . . . . . . . . . . . . . . 2J18
12-10. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J18
12-11. Narco ELT 10 Battery Removal and Installation . . . . . . . . . . . . . . 2J18
12-12. Testing Narco 10 Emergency Locator Transmitter . . . . . . . . . . . . 2J21
12-13. Narco ELT 910 Battery Removal and Installation . . . . . . . . . . . . . 2J22
12-14. Testing Narco 910 Emergency Locator Transmitter . . . . . . . . . . . 2J22
12-15. Description, Operation and Testing of ELT 10 and ELT 910
Pilot’s Remote Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J23
12-16. Artex 110 ELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J23
12-17. General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J23
12-18. Artex ELT 110 Battery Removal and Installation . . . . . . . . . . . . . 2J24
12-19. Testing Artex 110 Emergency Locator Transmitter . . . . . . . . . . . . 2K1
12-20. Avionics Master and Emergency Switch Circuit . . . . . . . . . . . . . . . . . 2K2
12-21. Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K2
12-22. Autoflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K2
12-23. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K2
12-24. Non-Piper A.F.C.S. Equipment Contacts . . . . . . . . . . . . . . . . . . . . 2K2
12-25. Piper A.F.C.S. Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K2
12-26. Rack-Mounted Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K3
01/01/09 XII - TABLE OF CONTENTS

2J11
Aerofiche
Paragraph Grid No.
2J12
SECTION XII
ELECTRONICS
WARNING
It is the user's responsibility to refer to the applicable vendor
installed in Piper aircraft .
12-1. INTRODUCTION
This section of the manual contains the information necessary to perform operational checks of the
Emergency Locator Transmitter (ELT) installed in the Warrior, Warrior II, or Warrior III, with and without a
pilot's remote switch. Included are the appropriate removal and installation instructions to facilitate battery
replacement. Also included in this Section is the Century 21 Auto-Pilot System, removal and installation pro-
cedures for Century 21 Controller and Roll Servo. For further information on Auto-Flight Systems, refer to
the appropriate Manufacturers Maintenance Manual.
Revised: February 28, 1995 ELECTRONICS

2J13
12-2. GARRETT EMERGENCY LOCATOR TRANSMITTER.

12-3. DESCRIPTION
Electrical power for the ELT is supplied by its own self-contained battery. FAA regulations require
the battery be replaced at the expiration date printed on battery, or if transmitter has been used in an
emergency situation, or has more than one hour accumulated test time. To replace battery pack in transmitter,
remove transmitter from aircraft. (Refer to Paragraph 12-4 or 12-5.)
12-4. GARRETT ELT BATTERY REMOVAL AND INSTALLATION. (2 YEAR, MAGNESIUM
BATTERY) (Refer to Figure 12-1.)
CAUTION
Inspect external whip antenna for damage. Do not bend whip.
Any sharply bent or kinked whip must be replaced Antenna
damage wi.ll cause structural failure of whip in-jlight
The ELT is located on mounting brackets on right side of fuselage aft of sta. 228.30.
a. Remove access plate on right side of fuselage aft of sta. 228.30.
b. Set ON/ ARM/ OFF switch on the transmitter to OFF position.
c. Disconnect antenna coax from transmitter.
d. Disconnect harness to pilot's remote switch.
e. Remove rear mounting bracket by pulling plastic knob out. Remove transmitter from airplane.
f. Remove two long or four short screws holding the transmitter plain end cap. Remove plain end
cap.
g. Disconnect battery connector from board terminals.
h. Withdraw battery pack from transmitter case.
i. Check replacement date printed on battery before installing new battery pack. Write the date on
the outside of the EL T.
J. Slide new battery pack, plain end first, into transmitter. Rotate battery slightly to properly fit in
transmitter case and to achieve proper orientation of battery connector.
k. Connect battery connector to board terminals.
I. Verify O-ring is fitted in plain end cap and correctly seated. (Red EL T's have no O-ring; replace
end cap using fresh RTV silicone rubber compound.)
CAUTION
Do not over tighten the end cap screws.
m. Refit end cap and secure with screws previously removed.

n. Place transmitter into mounting bracket. Replace rear mounting bracket by pushing plastic knob
into place.
o. Connect pilot's remote switch harness to transmitter.
p. Connect antenna coax to transmitter.
CAUTION
Before installing access plate verify transmitter switch is in
ARM position. Test unit operation before installing access
panel (Refer to paragraph 12-8.)
q .. Install access plate on the right side of fuselage aft of station 228.30. Write entry in aircraft
logbook, include new battery run out date.

2J14
BATTERY
LONG
CONNECTOR
SCREWS
VERIFY
BATTERY LEADS
ARE LOCATED
IN VEE OF PLAIN BATTERY
O-RING
TRANSMITTER END PACK
BOARD CAP
Figure 12-1. Two Year, Magnesium Battery Connections
GARRETT MFG. LTD.
r\ I,
7 ON/RESET
I I I I
4 ,_._! __________ \
ELT I
--..____,0ARMED
SW. - 79599
TRANSMITTER NO. 627674-1

MAGNESIUM BATTERY
Figure 12-2. Garrett ELT Schematic

2J15
12-5. COMMUNICATIONS COMPONENTS CORPORATION EMERGENCY LOCATOR

TRANSMITTER.
12-6. DESCRIPTION.
The electrical power for the ELT transmitter is totally supplied by its own self-contained battery.
Aircraft power is required to shut off transmitter with the remote switch. For portable use, the EL T can be easi-
ly removed from its mounting in the aircraft. The battery must be replaced if the transmitter has been used in
an emergency situation or if accumulated test time exceeds one hour. The replacement date is marked on the
transmitter label.
12-7. BATTERY REMOVAL AND INSTALLATION (Refer to Figure 12-3)
CAUTION
Inspect external whip antenna for damage. Do not bend whip.
Any sharply bent or kinked whip mnst be replaced Antenna
damage will cause structural failure of whip in-flight
The EL T is located on the right side of the airplane tail section, ahead of the stabilator. (Refer to
Figure 12-3.)
a. Remove the access plate on the right side of fuselage aft of sta. 228.30.
b. Rotate the ON/ARM/OFF switch to the OFF position.
c. Disconnect the antenna coax cable (twist left, then pull outward).
d. Disconnect the harness to the pilot's remote switch.
e. Remove the forward mounting bracket by pulling the black plastic knob out. Remove the trans-
mitter from the airplane.
f. Remove the six Phillips-head screws securing the transmitter cover. Remove the cover.
g. Lift out the old battery pack.
h. Copy the expiration date on the new battery into the space provided on the external EL T name and
date plate.
i. Disconnect and replace with a new battery pack. The nylon battery connector is a friction fit and
is easily removed by pulling on the exposed end.
j. Insert transmitter into airplane and fit into place. Replace mounting bracket by pushing the black
plastic knob into place.
k. Reconnect the pilot's remote switch harness and the antenna coax cable to the transmitter.
I. Set the ON/ARM/OFF switch to the ARM position.
CAUTION
Test unit operation before installing access panel (Refer to
paragraph 12-8.)
m. Install the access plate.

n. Write entry in aircraft logbook, include new battery run out date.

2J16
COMMUNICATIONS COMPONENTS CORP.

SWITCH POSITIONS
OFF/ RESET~ NORMAL
REMOTE AUTO/ARM FLIGHT
RESET ON POSITION
ELT I I
-----A
,"--7RED,--~~------1
I I
OR I I
: I WHTl-----_l:-''---'====r
', - - - _Vl'rll_T_E _ - - _', , _ ______ ~ SW-79762-2
REMOTE
ON + 14 VOLT DC KEYWAY
(TEST) TO OVERHEAD
n
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 12-3. Communications Components ELT Schematic

12-8. TESTING GARRETT OR COMMUNICATIONS COMPONENT EMERGENCY LOCKI'OR
TRANSMITTERS
Conduct ECI' tests in a screen room or metal enclosure to ensure that electromagnetic energy is not
radiated during testing. If a shielded enclosure is not available. perform tests in accordance with the following
procedures:
NOTE
Consult Ji:4A Advisory Circular AC 20-81 for detailed testing
uiformation and precautions
a. Conduct test only during the first five minutes after any hour.
b. 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.
c. Test should be no longer than three audio sweeps.
d. If the antenna is removed. a dummy load should be substituted during the test.
1. Remove the access panel or cover to gain access to the transmitter.
2. Tum the alfcraft n1aster switch ON.
3. Tune the aircraft communications receiver to 121.5 mHz and tum the vo!U111e up until a slight
backgrmmd noise is heard.
NOTE
If the aircraft is not fllted with a communications receiver,
request that the nearest FAA.facili1y listen for the ELTsignal

2Jl7
4. Set the ON/ ARM/OFF switch on the transmitter to the ON position. Keep the switch in this
position for only a few seconds; then set to the OFF position. Return to the ARM position.
5. If transmitter is only labeled ON/ ARM, set to ON position for a few seconds, then return to
ARM position
NOTE
The test transmission should be received by the aircraft
communications receiver and/or control tower or FAA Flight
Service Station. During cold weather, there may be a slight
delay before transmission occurs.
6. A properly functioning transmitter emits a characteristic downward swept tone.

7. When test is completed, ensure transmitter ON/ARM/OFF, or ON/ARM, switch is in the ARM
position.
NOTE
Whenever unit is checked by moving transmitter
ON/ARM/OFF switch from the ARM to ON position, it must
first be moved to the OFF position before resetting to ARM
position.
e. Install access panel at aft fuselage station 228.30 and secure with the appropriate screws.
12-9. NARCO 10 AND 910 EMERGENCY LOCATOR TRANSMITTER
12-10. DESCRIPTION.
The electrical power for both the Narco 10 and Narco 910 ELT's are totally supplied by their own
self-contained battery. The battery must be replaced on or before replacement date marked on battery pack
label. If the transmitter has been used in an emergency situation or it has more than one hour of accumulated
test time, the battery must be replaced.
A remote switch located on the left side panel is provided to allow the transmitter to be turned on from
inside the cabin. The pilot's remote switch is placarded ON and ARMED. The switch is normally in the
ARMED position. Moving the switch to ON will activate the transmitter. Moving the switch back to the
ARMED position will tum off the transmitter only if the impact switch has not been activated.
12-11. NARCO ELT 10 BATTERY REMOVAL AND INSTALLATION (Refer to Figure 12-4, 12-5, 12-
6, or 12-7.)
a. Remove the access plate on the right side of fuselage aft of sta. 228.30.
b. Set the ON/OFF/ARM switch on the transmitter to OFF.
c. Disconnect antenna coaxial cable from EL T.
d. Remove EL T from its mounting bracket by releasing the latch on the strap and sliding the EL T off
the bracket.
e. Extend the portable antenna.
f. Unscrew the four screws that hold the control head to the battery casing and slide apart.
g. Disconnect the battery by unsnapping the snap-off battery pigtail terminals from the bottom of the
transmitter printed circuit board.
h. Discard old battery pack. (DO NOT EXPOSE TO FLAME.)

2J18
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.
i. Connect new battery pack terminals to the bottom of the circuit board.
j. Insert the control head section into battery pack being careful not to pinch any wires and replace the
four screws. If the four holes do not line up, rotate the battery pack 180° and reinsert.
k. Slide the portable antenna back into the stowed position.
l. Place transmitter into its mounting bracket and fasten the strap latch.
m. Connect the antenna coaxial cable to the ELT and ensure that the contact separator is inserted
between the antenna contact finger and portable antenna. (Refer to Figure 12-7.)
n. Press RESET button and set ON/OFF/ARM switch to ARM.
o. A unit operational check may now be performed on the ELT. (Refer to paragraph 12-11.)
p. Install the access plate on the right side of the fuselage aft sta. 228.30.
q. Write entry in aircraft logbook, include new battery run out date.
B126
0
WHITE
, ........ ----~,
RED (WHT.) ARMED
~----~
I I
- ~ - t - - - - + - - + - - - - o ON/RESET
SHIELD SHIELD
Figure 12-4. Narco ELT 10 Wiring Schematic

(Prior to S/N 2816053)
E.L.T.
I I I I
I I I I ON /RESET
,.1.. _________ ....i...,1
ARMED

(S/N’s 2816053 thru 2816093)
01/01/09 XII - ELECTRONICS

2J19
NOTCH PIN PORTABLE

STOP ANTENNA
OPERATIVE
ANTENNA BLADE
TOUCHES ANTENNA
PORTABLE EXTENSION
TAB
VIEW
A
ANTENNA SET
EXTENSION -...._.,,,.,._>i, ON-OFF-ARM
TAB SWITCH
ANTENNA
LATCH TO "ON"
POPS OUT
OF
CHANNEL
AND DOWN
VIEW
B
PIN
STOP
VIEW
C
Figure 12-6. ELT Portable Folding Antenna (Narco)
CONTACT
PORTAVLE ANTENNA BLADE
SEPARATOR
PORTABLE NOT
ANTENNA
CONTACT
'-- , HANDLE RELAESE

~-
''-
FIXED AMTENNA'S
CABLE CONNECTOR AND
STOP
PIN RESET
TO REMOTE SWITCH - - - -
Figure 12-7. ELT Using Fixed Aircraft Antenna (Narco)

2J20
12-12. TESTING NARCO 10 EMERGENCY LOCATOR TRANSMITTERS

Conduct EL T tests in a screen room or metal enclosure to ensure that electromagnetic energy is not
radiated during testing. If a shielded enclosure is not available, perform tests in accordance with the following
procedures:
NOTE
Consult FAA Advisory Circular AC 20-81 for detailed testing
information and precautions
d. If the antenna is removed, a dummy load should be substituted during the test.
1. Remove the access panel or cover to gain access to the transmitter.
2. Tum the aircraft master switch ON.
3. Tune the aircraft communications receiver to 121.5 mHz and tum the volume up until a slight
background noise is heard.
NOTE
lf the aircraft is not fitted with a communications receiver,
request that the nearest FAA facility listen for the ELT signal
4. Set the ON/ARM/OFF switch on the transmitter to the ON position. Keep the switch in this
position for only a few seconds; then set to the OFF position. Return to the ARM position.
5. If transmitter is only labeled ON/ARM, set to ON position for a few seconds, then return to
ARM position
NOTE
The test transmission should be received by the aircraft
communications receiver and/or control tower or FAA Flight
Service Station. During cold weather, there may be a slight
delay before transmission occurs.

7. When test is completed, ensure transmitter ON/ ARM/OFF, or ON/ARM, switch is in the ARM
position.
NOTE
Whenever unit is checked by moving transmitter
ON/ARM/OFF switch from the ARM to ON position, it must
first be moved to the OFF position before resetting to ARM
position.
e. Install access panel at aft fuselage station 228.30 and secure with the appropriate screws.
Added: February 28, 1995 ELECTRONICS

2J21
12-13. NARCO ELT 910 BATTERY REMOVAL AND INSTALLATION (PRIOR TO S/N 2816094)
(Refer to Figures 12-8 and 12-9.)
a. Remove access panel located at fuselage station 228.30.
b. Set ON/OFF/ARM switch on transmitter to OFF.
c. Disconnect antenna coaxial cable from ELT.
d. Disconnect wiring harness connector from ELT.
e. Remove ELT from its mounting tray.
f. Remove 8 flat head screws from unit. (Refer to Figure 12-9.)
g. Carefully separate unit into two sections.
h. Unsnap battery connector (connector toward back end of circuit board). (Refer to Figure 12-9.)
i. Carefully remove battery pack (contained in white foam jacket) from the ELT.
j. Cut tape holding the two halves of foam together and remove old battery pack.
k. Install new battery pack in foam jacket. Tape foam halves together with a good quality glass
filament tape.
l. Install battery pack assembly into ELT. Plug connector into circuit board.
m. Slide the two unit section together. Ensure red gasket in header is sitting flat.
n. Secure with 8 new screws provided with replacement battery. Ensure all 8 screws are snugged up.
o. Install ELT into tray in airplane. Perform tests as specified below.
NOTE: Inspect the external whip antenna for any damage. Avoid bending the whip. Any sharply
bent or kinked whip should be replaced. Antenna damage may cause structural failure of
whip in flight.
P203 J501
TERMINAL
20B 6 06
GND
8 08 F1 BUS
7 7 20R 20R ELT SW PWR ---0
1/2 A +14 VDC
9 9
5 5
4 4
3 3
2 2
1 1
ELT 910 ELT
REMOTE
SWITCH
12-14. TESTING NARCO 910 EMERGENCY LOCATOR TRANSMITTER

NOTE: Consult FAA Advisory Circular AC 20-81 for detailed testing information and precautions.
XII - ELECTRONICS 01/01/09

2J22
d. If the antenna is removed, a dummy load should be substituted during the test.
1. Remove access panel or cover to gain access to transmitter.
2. Tum aircraft master switch ON. Tum the aircraft communications receiver ON and tune to
121.5 mhz.
3. Tum receiver volume up until a slight background noise is heard. If equipped, automatic
squelch must be overridden.
4. If aircraft is not fitted with a communications receiver, request the nearest FAA facility to lis-
ten for ELT signal.
5. Set ON/ARM/OFF switch on the transmitter to the ON position for approximately 2 seconds.
Return to OFF, then ARM position.
6. 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.
8. 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.
e. Install access panel on dorsal fin aft of fuselage station 259.30 and secure with the appropriate
screws.
#6-32 FLAT
~EADSCREWS
(8 PLACES)
Figure 12-9. ELT 910 Battery Pack

12-15. DESCRIPTION, OPERATION, AND TESTING OF ELT 10 AND ELT 910 PILOT'S REMOTE
SWITCH
Refer to Pilot's Operating Handbook.
12-16. ARTEX 110 ELT (SIN'S 2816094 AND UP)
12-17. GENERAL INFORMATION
The Artex ELT-110 transmits on 121.5 hmHz and 243.0 mHz, and is designed to meet or exceed the
requirements of TSO C9 la and FAR Part 91.

2J23
MOLEX
CONNECTOR
t
r - ' - - - - - ' - r - - - - - - ~ ~ -~
SIDE VIEW
3. 6. 9• •12
2 • • 8• •11
MOUNTING
HOLES
I FRONT
I
'I VIEW
~ - ----'---'------- - -- - - ·®
~i=--L_)- - - - -"1 I
BOTTOM VIEW END

CAP
Figure 12-10. Artex 110 ELT
The Artex 110 cannot be accidentally activated by dropping the unit, handling it roughly, or during
shipping. However, when properly mounted, and locked into its mounting tray, the ELT will activate in a
crash, regardless of the cockpit remote switch and ELT switch position. The normal position of the ELT
switch is in the down or OFF position. The normal position of the remote cockpit switch is in down or ARM
position
Whenever the ELT is activated, a red light located just above the remote cockpit switch will blink to
alert the pilot or maintenance personnel. Should the ELT be activated accidentally, it must be reset. To reset:
a. Position the remote cockpit switch to ON, then immediately reposition it to ARM, or;
b. Position the switch on the ELT transmitter to ON, then immediately reposition it to OFF.
12-18. ARTEX 110 ELT BATTERY REMOVAL AND INSTALLATION (S/N's 2816094 and up) (Refer
to Figures 12-10 and 12-11)
a. Disconnect and remove positive cable from battery.
b. Remove ELT from the airplane by:
1. Loosening the two screws on the front of the mounting tray and pull mounting tray cap off.
2. Disconnecting coax (antenna) cable.
3. Disconnecting the Molex cable from the ELT unit.
4. Remove unit from airplane.
c. Remove the four screws on the bottom of the ELT securing the battery pack.
d. Discollllect battery pack collllector from main unit.
e. Remove battery pack from unit.
f. Securely plug in new battery pack connector to main unit.
g. Immediately reset unit by positioning unit switch to ON, then to OFF.
h. Fit new battery pack into place. Ensure all gaskets are properly aligned.

2J24
i. Replace the four screws. Dress wires away from standoffs to avoid pinching wires between
standoffs and the battery pack.
j. Install unit into mounting tray:
1. Connect molex and coax cables to ELT unit.
2. Install mounting tray cap and secure to front of mounting tray with the two screws.
k. Install positive cable to battery.
l. Test transmitter.
P203 J501
1A TO
LIGHT 1 8 1 BATTERY
+14 VDC BUS
RESET 1 3 5
(WARRIOR II)
RESET 2 6 2 3 NO CONNECTION
EXTERNAL ON 7 7 6
NO CONNECTION 12
G-SWITCH LOOP 5
G-SWITCH LOOP 8 1 NO CONNECTION
NO CONNECTION 9
1A TO
NO CONNECTION 10 3 BATTERY
+28 VDC BUS
GROUND 11 6 (WARRIOR III)
NO CONNECTION 2
NO CONNECTION 4 9
AIRTEX ELT
ELT 110 REMOTE
SWITCH
Figure 12-11. Artex ELT 110 Wiring Schematic
12-19. TESTING ARTEX 110 EMERGENCY LOCATOR TRANSMITTER.

NOTE: Consult FAA Advisory Circular AC 20-81 for detailed testing information and precautions.
d. Tune airplane communications receiver to 121.5 mHz. Check that aircraft battery and radio master
switches are ON.
e. Position ELT cockpit switch to ON. The ELT should immediately begin signaling and the panel
light should immediately come ON. Although the light may illuminate after a few seconds, failure
of the light to immediately come ON indicates trouble with the g-switch circuit, pins 5 and 8 on tray
connector, and that the unit is not working properly. Repairs should be done only by a licensed
aviation radio repair shop.

2K1
12-20. AVIONICS MASTER AND EMERGENCY SWITCH CIRCUIT.

12-21. DESCRIPTION AND OPERATION.
a. PA-28-161, Warrior II (Optional)
Electrical power for various avionics components is controlled by the avionics master switch near
the top of the instrument panel between radio stacks. It controls power to all radios through aircraft
master switch.
An emergency bus switch is also provided for auxiliary power to avionics bus if the radio master
switch circuit fails. The emergency bus switch is behind the lower right shin guard to the left of the
circuit breaker panel.
Refer to Section XI, Wiring Diagrams, for switch schematics.
b. Warrior III
Electrical power for various avionics components is controlled by the radio master rocker-type
switch located in the center instrument panel just below the radios. The battery master (BATT
MASTR), located in the overhead switch panel, must also be ON in order to provide power to the
RADIO MASTER switch. An emergency bus switch is not required on the Warrior III.
Refer to Section XI, Wiring Diagrams, for switch schematics.
12-22. AUTOFLIGHT.
12-23. GENERAL.
WARNING: DO NOT USE A SUBSTITUTE TRIM SYSTEM COMPONENT PART FOR AN
ORIGINAL DESIGN PART. THE FAIL-SAFE CHARACTERISTICS OF THE SYSTEM
WILL BE COMPROMISED. A TRIM SYSTEM RUNNING THE WRONG DIRECTION
IS THE SAME AS A RUN-AWAY. SUCH CONDITIONS WILL CAUSE EXCESSIVE
PILOT YOKE FORCE IN ONLY 3 TO 4 SECONDS.
Due to the wide variety of Automated Flight Control System (A.F.C.S.) options, it is mandatory to
follow service literature published by the individual manufacturer of the A.F.C.S. equipment installed in
any airplane. This includes mechanical service such as; adjusting bridle cable tension, servo removal and
installation, servo clutch adjustments, etc.
12-24. NON-PIPER A.F.C.S. EQUIPMENT CONTACTS.
Refer to Introduction - Supplementary Publications - Vendor Publications for a listing of
AutoPilot/Flight Director manufacturers from which to obtain service direction, parts support, and
service literature.
12-25. PIPER A.F.C.S. EQUIPMENT.
In the case of early models, Piper AutoPilot equipment bears the Piper name, and the appropriate Piper
AutoPilot/Flight Director Service Manual shall be used.
NOTE: If a Roll Axis-only AutoPilot is installed, or if no AutoPilot is installed, consult Piper Pitch Trim
Service Manual - 753-771 for manual electric pitch trim service information.
XII - ELECTRONICS 01/01/09

2K2
The following is a complete listing of Piper A.F.C.S. equipment service literature. It is imperative to
correctly identify the AutoPilot system by “faceplate” model name, in order to consult the appropriate
service manual. Consult the aircraft's parts catalog for replacement parts.
NAME PIPER PART NO.
AutoControl I/II & AltiMatic I/II 753-798
AutoControl III and AltiMatic III and IIIB 753-723
AutoControl III B and AltiMatic III B-1 761-502
AltiMatic IIIC 761-602
AltiMatic V and V-1 761-525
AltiMatic V F/D and V F/D-1 761-526
AltiMatic X F.D./A.P./ & X A.P. 761-668
AutoFlite 753-720
AutoFlite II 761-481
Piper Pitch Trim (Manual-Electric) 753-771
12-26. RACK-MOUNTED AVIONICS (PIR-PPS60237, Rev. New.)
For airplanes with modern upgraded instrument / avionics panels, some avionics may be rack-mounted.
If installed, these front-removable units are generally secured to the instrument panel tray/rack by a
single jackscrew located in the center of their faceplate. Remove and install them as follows:
a. Removal
1. Insert an appropriate size (generally 3/32 inch) allen wrench into the jackscrew access hole in
the faceplate.
2. Unscrew the jackscrew in a counterclockwise direction.
3. Slide the avionics unit aft and out of the instrument panel tray/rack.
b. Installation
NOTE: Inspect the front of the panel-mounted avionics tray/rack to verify it is not significantly
inset from the panel. If so, correct the tray/rack installation before proceeding.
NOTE: The high insertion forces required to seat a unit with “high density” connectors tend to
limit the effectiveness of the first seating attempt. Accordingly, the following procedure
requires sequential applications of force, and subsequent tightening of the jackscrew, to
ensure all connectors seat properly.
1. Slide the avionics unit into the instrument panel rack and forward applying a moderate
insertion force.
2. Insert an appropriate size (generally 3/32 inch) allen wrench into the jackscrew access hole in
the faceplate and tighten to remove any slack, but do not try to “pull” unit into place with the
jackscrew.
3. Apply additional insertion force to front of unit.
4. Tighten jackscrew again.
5. Apply additional insertion force to front of unit.
6. Finish tightening jackscrew.
7. Ensure that unit bezel is “tight” against panel.

2K3
2K4
SECTION
XIII
HEATING
AND
VENTILATING
2K5
2K6
SECTION XIII - HEATING AND VENTILATING
TABLE OF CONTENTS
Paragraph Grid No.
13-1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K9

13-2. Cabin Heat and Defroster System Description . . . . . . . . . . . . . . . . . . 2K9
13-3. Overhead Vent System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K9
13-4. Heater Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K9
01/01/09 XIII - TABLE OF CONTENTS

2K7
XIII - TABLE OF CONTENTS 01/01/09

2K8
SECTION XIII
HEATING AND VENTILATING SYSTEM
13-1. INTRODUCTION.
The operation and maintenance instructions for the heating and ventilating system components installed
on the PA-28-151 and -161 are contained in Paragraph 13-3. Refer to Figure 13-1 for a pictorial
description of these systems.
13-2. CABIN HEAT AND DEFROSTER SYSTEM DESCRIPTION.
Cabin heat is provided by a hot air heater installed on the exhaust manifold. Fresh air enters the engine
compartment through the nose cowling, passes over the engine, and is vented to the heater muff through
a flexible hose located on the baffling at the rear of the engine. The air is then heated and vented into the
cabin area through a valve which is controlled from the instrument panel. When the valve is completely
closed off, the heated air is vented back into the engine compartment. The heater outlet in the cabin is
located between the two front seats. Control for the heater system is located on the right panel, below the
instruments.
The defroster system, which is used to keep the windshield clear of frost, ice, etc., also operates from the
heater muff. The defroster system has independent controls.
Fresh air is picked up from an inlet in the leading edge of each wing. The air passes through the wings to
individually controlled outlets located just forward of each seat. An air vent is located in the bottom of
the fuselage to exhaust air from the cabin interior.
13-3. OVERHEAD VENT SYSTEM DESCRIPTION.
The overhead vent system utilizes the ducting noted in Figure 13-1. Air enters an inlet at the top of the
fin and is ducted through the vent system. Small louvers control the flow of air into the cabin. This vent
system may also be equipped with an optional blower.
When installed, the blower is mounted aft of the close-out panel underneath the top of the fuselage.
When turn ON, it will force air through the overhead vent system. Refer to Section XIV for detailed
blower information
13-4. HEATER MAINTENANCE.
A defective exhaust manifold may permit carbon monoxide fumes to be discharged into the cabin area.
Accordingly, the recurring maintenance schedules provide for regular 50 and 100 hour exhaust system
inspection; see Section III, Special Inspections, Procedures. The heater muff must be removed in order to
inspect the manifold assembly. Check the operation of the push-pull controls to ensure the valve doors
function properly. Refer to Figure 13-1 for an illustration of the heater system.
01/01/09 XIII - HEATING AND VENTILATING

2K9
1. FRESH AIR INLET

2. DRAIN TUBE
3. FRESH AIR BLOWER
4. BULKHEAD ASSEMBLY
5. FRESH AIR DUCT
6. CABIN EXHAUST OUTLET
7. DEFROSTER OUTLET
8. BLOWER SWITCH PANEL 8
9. DEFROSTER OUTLET (-r;;
10. HEATER CONTROL 1 ~;:
11. CABIN HEAT DIVERSION CONTROL
12. FRESH AIR CONTROL
13. DUCT ASSEMBLY (1980 PA-28-161's AND UP)
• FRESH AIR
f; CABIN HEAT ',"I{,/>
------7/ i ------ ( /
.-----..-Y :.,_.,.- - - ' /~

. #
/ I
~ ·
13
Figure 13-1. Cabin Heater, Defroster and Fresh Air System
XIII - HEATING AND VENTILATING 01/01/09

2K10
01/01/09 XIII - HEATING AND VENTILATING

2K11
GRIDS 2K12 THRU 3A4

INTENTIONALLY BLANK
XIII - HEATING AND VENTILATING 01/01/09

2K12
SECTION
XIV
ACCESSORIES
AND
UTILITIES
3A5
3A6
SECTION XIV- ACCESSORIES AND UTILITIES
TABLE OF CONTENTS
Paragraph Grid No.
14-1. Air Conditioning Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A9

14-2. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A9
14-3. Air Conditioning System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 3A10
14-4. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A10
14-5. Malfunction Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A18
14-6. Special Servicing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A18
14-7. Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A21
14-8. Service Valve Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A22
14-9. Charging Station and Hand Manifold Set . . . . . . . . . . . . . . . . . . . . . . 3A22
14-10. Evacuating the System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A23
14-11. Leak Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B4
14-12. Discharging (Bleeding or Purging) System . . . . . . . . . . . . . . . . . 3B5
14-13. Charging the System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B6
14-14. Post Charging Operational Check . . . . . . . . . . . . . . . . . . . . . . . . 3B7
14-15. Compressor Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B9
14-16. Compressor Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B9
14-17. Compressor Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B10
14-18. Checking Compressor Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B10
14-19. Replacement of Compressor and/or Alternator Drive Belts . . . . . . . . 3B11
14-20. Adjustment of Drive Belt Tension . . . . . . . . . . . . . . . . . . . . . . . . 3B12
14-21. Magnetic Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B15
14-22. Magnetic Clutch Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B15
14-23. Magnetic Clutch Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B15
14-24. Refrigerant Lines and Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B16
14-25. Receiver-Dehydrator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B17
14-26. Receiver-Dehydrator Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B17
14-27. Receiver-Dehydrator Installation . . . . . . . . . . . . . . . . . . . . . . . . . 3B17
14-28. Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B17
14-29. Condenser Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B17
14-30. Condenser Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B17
14-31. Condenser Door Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B19
14-32. Condenser Door Assembly Rigging Instructions . . . . . . . . . . . . . 3B19
14-33. Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B19
14-34. Expansion Valve Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B19
14-35. Expansion Valve Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B20
01/01/09 XIV - TABLE OF CONTENTS

3A7
SECTION XIV- ACCESSORIES AND UTILITIES
Paragraph Grid No.
14-36. Evaporator Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B20

14-37. Evaporator Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . 3B20
14-38. Evaporator Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . 3B20
14-39. Pressure Relief Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B22
14-40. Removal and Installation of Pressure Relief Switch . . . . . . . . . . 3B22
14-41. Electrical Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B22
14-42. Fuse Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B22
14-43. Adjustment of Air Conditioning Throttle Switch . . . . . . . . . . . . . . . . 3B22
14-44. Overhead Vent Blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B22
14-45. Overhead Vent Blower Description . . . . . . . . . . . . . . . . . . . . . . . 3B22
14-46. Removal of Blower Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B24
14-47. Disassembly of Blower Assembly . . . . . . . . . . . . . . . . . . . . . . . . 3B24
14-48. Assembly of Blower Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . 3B24
14-49. Installation of Blower Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 3B24
14-50. Restraint System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C2
14-51. Portable Fire Extinguisher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C3
XIV - TABLE OF CONTENTS 01/01/09

3A8
SECTION XIV
ACCESSORIES AND UTILITIES
14-1. AIR CONDITIONING INSTALLATION.

Air conditioning is installed as an option only in the PA-28-161, Warrior II, S/N’s 28-7716001 thru 28-
8616057, and 2816001 through 28-16109.
14-2. DESCRIPTION.
CAUTION: OPERATE AIR CONDITIONING SYSTEM AT LEAST ONCE A MONTH TO KEEP
SYSTEM LUBRICATED AND PREVENT STICKING VALVES.
This installation consists of a compressor with its special bracketry, and an evaporator, condenser,
receiver-dehydrator, circulating fan, thermal expansion valve, and related plumbing.
The evaporator cools and dehumidifies air. The evaporator is mounted in a fabricated housing with the
air filter, receiver/dehydrator, circulating fan, thermal expansion valve, and related plumbing. The
housing is in the rear cabin, aft of baggage area closeout panel. The compressor is a two cylinder, piston
type supported by special bracketry at the front of the engine. A V-belt connected to engine ring gear
drives the compressor through a magnetic clutch. (Refer to Figure 14-1.) The condenser is on a hinge
mounted door, on the bottom of the fuselage tail section. The condenser door is hinge mounted to allow
extension into airstream during system operation. The condenser door is electrically activated to the
system. When ON it is fully extended. When the system is OFF the door is fully retracted.
A Ranco type pressure switch protects the system and automatically controls condenser maximum head
pressure by temporarily de-clutching the compressor if pressure becomes excessively high. The air
conditioning control switch, a fan control switch to govern cold air velocity, and a temperature control
are on aircraft instrument panel adjacent to heater and defroster levers.
System design does not increase aircraft drag during take-off. During maximum power demands the
compressor is de-clutched and the condenser door automatically retracts.
01/01/09 XIV - ACCESSORIES AND UTILITIES

3A9
14-3. AIR CONDITIONING SYSTEM OPERATION.

The air conditioning system is a recirculating, independent unit. It filters, dehumidifies, and cools air as
air cycles through evaporator. The unit operates from controls mounted on right side instrument panel.
The air conditioning master switch has two positions, ON-OFF. When the ON position is selected, the
compressor clutch engages, the condenser scoop opens, and the circulating fan is turned on. Temperature
is controlled by temperature control selector thermostat. A three or four position fan switch (refer to
Paragraph 14-45) operates the blower. The fan may be operated to circulate air without using air
conditioning unit.
The air conditioning system installed in Warrior II models uses refrigerant R12. Refrigerant enters the
compressor as a vapor. The compressor pressurizes the heat laden vapor until the vapor temperature
becomes warmer than the outside air temperature. The compressor then pumps the vapor to the
condenser where the refrigerant is cooled and changes to liquid. The liquid now passes to the
receiver/dehydrator. The receiver/dehydrator filter, removes moisture, and ensures a steady flow of liquid
refrigerant into the evaporator through the expansion valve. The expansion valve is a temperature
controlled metering valve which regulates the flow of liquid refrigerant to evaporator. The evaporator
enables the liquid refrigerant to absorb heat from the outside air passing over coils, converting it back to
a vapor. From the evaporator, heat laden refrigerant in a vapor state returns to compressor, and the cycle
repeats.
Troubles peculiar to air conditioner system components are listed in Tables XIV-I and XIV-II, with
probable causes, and suggested remedies. Correct trouble and check entire system for security and
components operation.
XIV - ACCESSORIES AND UTILITIES 01/01/09

3A10
The following definitions apply:

a. High Side: Consists of all lines and components between the compressor outlet and the expansion
valve. It includes the condenser and receiver sight gauge.
b. Low Side: Consists of all lines and components between the expansion valve and the compressor
inlet. It includes the evaporator.
c. Service Ports: Located on evaporator unit, and are used for evacuating and charging the system.
The port in the short line between the receiver and the expansion valve is the high side service port. The other
port, located nearby, is the low side service port.
The Schrader valves used on the Warrior II are threaded so that service hoses can be screwed onto
them. When attached, a device inset into the service hose will depress and open the Schrader valve core.
NOTE
United States environmental regulations require use of a
collection system when necessary to evacuate refrigerant from
air conditioner.
NOTE
Check all environmental regulations for your local area before
servicing air conditioning system
TABLE XIV-I. TROUBLESHOOTING AIR CONDITIONER

GAUGE INDICATION PROBABLE CAUSES REMEDY
High discharge pressure. Refrigerant overcharge. 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
blocked air passage. condenser fins. Straighten bent
fins.
Flooded evaporator indicated by Check capillary bulb is securely

heavy frosting on suction line clamped to suction line. If
and compressor suction service capillary bulb ok replace
valve. expansion valve.
Restriction in liquid line from Check for kinked hoses and
condenser. clogged filter.
Low discharge pressure. Refrigerant undercharge. Sight Add refrigerant until bubbles
glass shows bubbles or foam. disappear. Check system leaks.
Damaged compressor valves or Replace compressor.
dirt under valves.
Damaged compressor. Worn or Replace compressor.
broken piston or piston rings.
Revised: February 28, 1995 ACCESSORIES AND UTILITIES

3All
NOTE
air conditioner.
NOTE
TABLE XIV-I. TROUBLESHOOTING AIR CONDITIONER (cont.)

GAUGE INDICATION PROBABLE CAUSES REMEDY
Low suction pressure. Low air supply through Repair blower or blower motor
(Accompanied by icing evaporator) ducts. Clean stoppage in air
evaporator.
Very dirty evaporator fins and Clean and flush with water.
coils. Add refrigerant. Install new
dryer. Evacuate and charge.
Low suction pressure. Refrigerant undercharge. Remove screen. Clean with

(Evaporator not cold Moisture freezing in expansion solvent and replace. Warm cap-
enough)Suction gauge reads valve. Valve shows frost. illary by holding in hand. If
vacuum indicating Expansion valve inlet screen suction pressure does not
evaporator lacks refrigerant. clogged. Inoperative expansion charge, replace expansion
valve. Valve stuck closed or valve.
capillary bulb has lost charge.
Restriction in liquid line. Locate restriction and repair.

Restriction will show frost.
High suction pressure. Capillary bulb clamp loose on Clean contact surfaces of suction
suction line. Suction line shows line and cap bulb Tighten
frost. clamp.
Expansion valve not closing. Replace expansion valve.

Evaporator flooded. Suction line
frosted to compressor.
Compressor drive belt slipping. Adjust belt tension.
Check electrical circuit for
proper voltage to clutch coil.
Magnetic clutch slipping.
Clean oily clutch surfaces.
Leaking or broken compressor.
Replace compressor valves.

3A12
NOTE
air conditioner.
NOTE
TABLE XIV-II. TROUBLESHOOTING AIR CONDITIONING SYSTEM

Condenser door will not close Faulty K-2 relay. Replace relay.
when air conditioner switch is
in OFF position.
System does not cool. Electrical

Blown fuse in control head. Replace fuse.
Open circuit breaker. Set circuit breaker.
Broken or disconnected electri- Check all terminals for loose
cal wire. connections. Check wiring for
hidden breaks.
Broken or disconnected ground Check ground wire is not loose,

Wlfe. 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.
Mechanical
Loose or broken drive belt. Replace drive belts and tighten
to specifications.
Compressor partially or Remove compressor. Service or
completely locked. replace.
Expansion valve stuck in open Replace expansion valve.
position.

3A13
NOTE
air conditioner.
NOTE
TABLE XIV-II. TROUBLESHOOTING AIR CONDITIONING SYSTEM (cont.)

System does not cool. (cont.) 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 cooling inadequate. Electrical
Blower motor operation sluggish Remove blower motor for ser-
vice or replacement.
Mechanical
Compressor clutch slipping. Remove clutch assembly for ser-
vice or replacement.
Obstructed blower passage. Examine entire passage for
obstruction. Correct as
necessary.
Insufficient air circulation over Clean condenser coils.
condenser coils; fins clogged
with dirt or bugs.
Clogged evaporator filter. Clean with cleaning solvent
to remove cigarette tars.

3A14
NOTE
air conditioner.
NOTE

TROUBLE. CAUSE REMEDY
System cooling inadequate. Refrigeration
(cont.)
System refrigerant low. Recharge system until bubbles
disappear in receiver dehydrator
and gauge readings stabilize to
specifications.
Clogged screen in expansion Purge system, replace expansion
valve. valve.
Expansion valve thermal bulb Purge system, replace expansion
has no charge. valve.
Clogged receiver dehydrator Purge system, replace receiver
screen. dehydrator.
Purge system, replace receiver
dehydrator.
Excessive moisture in system. Purge, evacuate, and charge
Air in system. 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.

3A15
NOTE
air conditioner.
NOTE

Excessively noisy system. Mechanical
(cont.)
Compressor noisy. Check mountings and repair.
Remove compressor for service
or replacement.
Compressor oil level low. Fill with proper amount of
specified oil.
Refrigeration
Excessive system charge. Remove excess Freon until high
pressure gauge drops within
specifications.
Low system charge. Check system for leaks. Charge
system.
Excessive moisture in system. Replace dehydrator, purge,
evacuate, and charge system.

3A16
1. COMPRESSOR
2. FREON LINES
3. ALTERNATOR
4. PULLY POSITIONS
5. DUCT ASSEMBLY
6. EVAPORATOR FILTER AND COVER
7. EXPANSION VALVE
8. PRESSURE SWITCH
9. RECEIVER/DEHYDRATOR
10. EVAPORATOR
11 . BLOWER MOTOR
12. CONDENSOR
13. COVER ASSEMBLY
14. BELLCRANK ASSEMBLY
I '
COMPRESSOR AND
ALTERNATOR ASS'Y , - - - - - - - -
!_'_______
,-.,- / - - - - - - =---:::\
U_
EV~~ORATO~ AND DUCT ---(SEE SKE~ C)
CONDENSOR
(SEE SKETCH A 1
1 ' 1 : (SEE SKETCH B)
I I ' "
I Fi~EON LINES :
\ '\
13
~
-q~ETCHB
~ 1 1 ,...... ? " \ ~ .
9 10
Figure 14-1. Air Conditioning System Installation
Added: May 27, 1977 ACCESSORIES AND UTILITIES

3A17
14-5. MALFUNCTION DETECTION.

Detection of system malfunctions largely depends on the mechanic's ability to interpret gauge pressure
readings into system problems. A system operating normally will have low side gauge pressure reading that
will correspond with the temperature of the refrigerant evaporating, allowing for a few degrees temperature
rise due to loss in 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 tube walls and fms.
Any deviation from that which is normal indicates a malfunction within the system due to faulty
control device, obstruction, defective part, or improper installation.
Early detection and repair saves time and prevents additional complications.
System performance tests verify efficient systems operation. Whenever possible, the air conditioning
system should be given this test before work is begun on it. However, if system is completely inoperative,
repairs must be performed before system can be properly tested. Performance tests should always be performed
after repair work has been done and before the aircraft is returned to service. Careful testing ensures proper
repairs have been accomplished and that the system is operating satisfactorily.
Performance tests include thorough outside and inside examination. Perform a thorough visual
inspection of the complete system, followed by an operating inspection of the system.
Detection of system malfunction is made easier with the knowledge that temperature and pressure of
refrigerant R12 is in close proximity between the pressures of 20 and 60 psi. A glance at the pressure-
temperature table will show that there is only a slight variation between the temperature and pressure of the
refrigerant in the lower range. Refer to Table XIV-III for exact values.
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 a temperature increase to 25°F.
NOTE
Gauge readings are about one inch mercury or 112 psi higher
than chart reads for each 1000 feet elevation above sea level
Actual air temperature of air passing over the evaporator coils will be several degrees warmer allowing
for a temperature rise caused by the loss in the fins and tubing of the evaporator.
14- 6. SPECIAL SERVICING PROCEDURES.
NOTE
United States environmental regulations prohibit the release of
refrigerant into the atmosphere. Special equipment is required
when testing, discharging, or charging the system.
United States federal environmental regulations require that air conditioning system repairs be
accomplished by a qualified shop with appropriately trained personnel.
System efficiency depends upon the pressure-temperature relationship of pure refrigerant. If the system
contains only the appropriate pure refrigerant (R12), plus a specified amount of the appropriate compressor oil
(mixed with refrigerant), it is considered chemically stable. Foreign materials within system affects chemical
stability, contaminates the system, and decreases efficiency.

3A18
TABLE XIV-III. REFRIGERANT TEMPERATURE PRESSURE CHART
Refrigerant R12 Refrigerant R12 Refrigerant R12 Refrigerant R12

Evaporator Pressure Evaporator Temperature Evaporator Pressure Evaporator Temperature
Gauge Reading p.s.i. °F. Gauge Reading p.s.i. °F.
0 -21 29.2 31
2.4 -15 30 32
4.5 -10 30.9 33
10.1 2 31.7 34
11.2 4 32.5 35
12.3 6 33.4 36
13.4 8 34.3 37
14.6 10 35.1 38
15.8 12 36 39
17.1 14 36.9 40
18.3 16 37.9 41
19.7 18 38.8 42
21 20 39.7 43
22.4 22 41.7 45
23.1 23 43.6 47
23.8 24 45.6 49
24.6 25 48.7 52
25.3 26 49.8 53
26.1 27 55 4 57
26.8 28 60 62
27.6 29 64.9 66
28.4 30
a. Refrigerant safety precautions:

WARNING: AIR CONDITIONING REFRIGERANT R12 IS ODORLESS AND COLORLESS IN
EITHER ITS LIQUID OR GASEOUS STATE. R12, USED FOR CHARGING
REFRIGERATION SYSTEMS, IS IN A PRESSURIZED CONTAINER (APPROX.
70 PSI AT 70°F) IN LIQUID FORM. R12 REFRIGERANT IS INERT AT ROOM
TEMPERATURE. THE PRESSURE AND REFRIGERATION EFFECTS OF
RELEASE AND EVAPORATION OF THE PRESSURIZED LIQUID IS
DANGEROUS.
WARNING: WEAR SUITABLE EYE PROTECTION WHEN HANDLING REFRIGERANT. THE
EYE WILL FREEZE IF CONTACTED BY ESCAPING LIQUID REFRIGERANT.
If liquid refrigerant contacts eye:
1. DO NOT RUB THE EYE.
2. Splash large quantities of cool water into eye to raise temperature.
3. Apply eye patch to avoid possibility of dirt entering eye.
4. Rush to physician or hospital for immediate medical care.
5. DO NOT ATTEMPT TO TREAT YOURSELF.

3A19
WARNING
Liquid refrigerant on the skin will cause frostbite. Treat with
cool water and protect with petroleum jelly. Seek medical
attention.
WARNING
Use care not to discharge refrigerant into a closed room.
Refrigerant displaces air in the room and causes oxygen
starvation. Gaseous refrigerant is heavier than air and flows
to container bottom.
WARNING
Use care not to discharge refrigerant into an open flame or
onto a very hot surface (500° F). Poisonous phosgene gas is
generated by heat action on the refrigerant.
WARNING
Do not apply direct flame or other high heat source to a
refrigerant container, because high pressures result. If
heating refrigerant containers, container pressure must be
monitored and kept below 150 psi
b. System Servicing Precautions
WARNING
Discharge systems slowly to prevent escape ofliquid refrigerant
and loss of lubricating oil. Read and follow all instructions
provided by manufacturer of equipment used for discharging
system.
WARNING
Do not let air conditioning systems open to the atmosphere
when discharged Moisture and other contaminates wi.ll enter
and damage open systems.
WARNING
Never add anything but pure R12 refrigerant, as appropriate,
and appropriate refrigerant oil (mineral oil} into system.
WARNING
Keep refrigerant oil containers tightly sealed and clean to
prevent absorption of moisture or other contamination.
WARNING
Use only approved refrigeration oil in compressor (mineral oil)
Replace with new oil if in doubt about compressor oil
cleanliness.

3A20
WARNING
Do not reuse oil removed from the system Properly dispose of
it.
WARNING
Heat joint to 400°F before disassembly if Loctite Refrigerant
Sealant was used. Use Loctite to seal any system line pipe
threads.
WARNING
When R-12 Refrigerant comes in contact with moisture it
forms a very strong acid (HCZ).
CAUTION
Replace receiver dehydrator assembly on any system operating
with a leak allowing air to enter system Receiver dehydrator
left open to the atmosphere must he replaced due to loss of
effectiveness of the drying compound it contains.
CAUTION
New receiver dehydrator must he opened and connected to
system only when ready to charge system with refrigerant.
CAUTION
Use recommended torque values on all flare fitting and O-ring
joints. (See TahleXW-lV)
TABLE XIV-IV. ALUMINUM TUBING TORQUE

Metal Tube 0. D. Thread and Fitting Size Aluminum. Tubing Torque
1/4 7/16 5-7 ft. lbs.

3/8 5//8 11-13 ft. lbs.
1/2 3/4 15- 20 ft. lbs.
5/8 7/8 21-17 ft. lbs.
3/4 1-1/16 28-33 ft. lbs.
14-7. SERVICE VALVES. (Refer to Figure 14-2.)
CAUTION
Service valves located on compressor are not recommended for
normal servicing.)
CAUTION
Replace core assembly if Schrader valve is not serviceable.

3A21
Use service valves to service air conditioning system (testing, bleeding, evacuating, and charging). The
aircraft is equipped with service valves mounted in the suction and discharge lines of the evaporator assembly
located behind rear close-out panel. These valves are two-position screw-on type Schrader valves. Use these
valves for all normal air conditioning servicing.
YORK COMPRESSOR SCHRADER CHARGING VALVE SCHRADER INLINE SERVICE VALVE
Figure 14-2. Service Valves

14-8. SERVICE VALVE REPLACEMENT.
CAUTION
If air conditioning refrigerant lines or system is opened, lines
and fittings must he CAPPED and sealed immediately to prevent
dirt and other contaminants from entering the system. (DO
NOT put a PLUG into the hoses or fittings.)
Valves on the compressor used on Warrior II models are sealed with a gasket in the valve port boss and
should not be used to service the system .. Lubricate gasket with tube fitting facing aft and secure with 0.312
bolts; tighten to a torque of 15 to 23 inch pounds.
14-9. CHARGING STATION AND HAND MANIFOLD SET.
NOTE
United States environmental regulations prohibit the intentional
release of refrigerant into the atmosphere.
United States environmental regulations require that an approved charging station be used when
servicing any air conditioning system. The following text, describing the use of a charging station, is in
reference to the Robinair 34 700 and should be augmented by reference to the instructions supplied by
Robinair. This does not imply that Piper Aircraft specifically recommends the use of the Robinair 34 700.
Refer to the instructions supplied by the manufacturer if another brand of station is employed.
The Warrior II utilizes Rl2 refrigerant, which uses mineral oil as a lubricant. The service valves are
threaded screw-on type. Newer systems utilizes HFC134a refrigerant, which uses polyalkylene-glycol
(P.A.G.) as a lubricant. Because mineral oil and P.A.G. are not compatible, a separate manifold test set and/or
test stand must he used for each system

3A22
Proper testing and diagnosis of air conditioning system requires a manifold gauge set and/or an appropriate
test stand be attached to system. The manifold gauge set comprises a high pressure gauge in the discharge side
of the the system and a low pressure gauge in the suction side of the system. The manifold has fittings for both
gauges and hose connections for controlling refrigerant flow through manifold. (See Figures 14-3 and 14-4.)
The center port of the manifold set is connected to the charging station for evacuating, charging, and servicing
the system.
When a manifold set is used in conjunction with a test stand, the test stand low and high pressure valves
must be in the OPEN position. Both the high and low side of the manifold set have hand shutoff valves, which
are used to control flow with in the system. When a given hand valve is turned clockwise all the way in it closes
that particular manifold section. Pressures on that side of system will, however, be recorded on the gauge above
the hose. Refer to Figure 14-5 for connecting manifold to the charging/test stand.
Turning either hand valve counterclockwise opens the system to the middle service port of the manifold
set. This is desirable only when necessary to let refrigerant out of or into system. (Refer to Figures 14-3 and 14-4.)
When using only the charging cart/test stand all flow is controlled by the valves on the stand.
Compound
Pressure Gauge
Red Hose
To Discharge
Blue Hose Service Valve
To Suction DIAGRAM A
ServiceValve Yellow Hose
To Charging Station CRACK
or Refrigerant Tank
DIAGRAM B
ROBINAIR CHARGING/ TEST STAND
Figure 14-3. Test Manifold and Charging Cart Figure 14-4. Manifold Set Operation
14-10. EVACUATING THE SYSTEM.
CAUTION
Evacuate system before leak check.

3A23
LOW SIDE SERVICE PORT
EVAPORATOR COIL
--
CONDENSER
VL = LOW SIDE HAND VALVE
VH = HIGH SIDE HAND VALVE
RECEIVER-DRYER
L
WITH SIGHT GAUGE
HIGH SIDE SERVICE PORT
YELLOW EXPANSION VALVE

LINE FRIM RED HIGH PRESSURE CHARGING LINE
MANIFOLD.
APPLICABLE
CONNECT TO
TEST STAND
(BLUE) LOW
(ROBINAIR 34700)
PRESSURE
OR APROPRIATE
CHARGE PORT
CONTAINER
ON TEST STAND
(ROBINAIR 34700)
Figure 14-5. Manifold to Recharging/Test Stand Hookup

If system is operated in a discharged condition, or has been open to atmospheric pressure, the
receiver/dehydrator must be replaced, and the system evacuated to remove non-condensible gases and any
trapped moisture from within the system. Use the Robinair or comparable charging/test stand to evacuate sys-
tem. Water in vapor form will be pulled from system as lower pressure and lower water boiling temperatures
occur. Table XIV-V shows the temperature at which water will vaporize at various vacuum (negative) pressures.
TABLEXIV-V. SYSTEMVACUUM
System Vacuum Temperature °F
27.95 101
COMPOUND GAUGE 28.74 84
READING IN INCHES 29.53 52
OF MERCURY VACUUM 29.76 29
29.84 15
29.88 1
NOTE
Compound gauge reading will he approximately one inch
lower, numerically, each 1000 feet elevation above sea level

3A24
a. Using the Robinair 34700 (Refer to Figures 14-6 and 14-7.)

1. Remove access panel at rear of cabin to gain access to service valves.
2. Remove protective caps from the high and low side service ports on the evaporator unit.
3. Close both the low side and high side valves on charging unit. (Refer to Figure 14-6.)
COUPLING
VALVE
I
OIL INJECTION
LOW HIGH SIDE VALVE(OFF)
SIDE BEEPER HOSE
DISPLAy GAUGE HIGH RED)
SIDE OIL DRAIN
GAUGE VALVE
MAIN (CLOSED)
I ' l BLUE HOSE

POWER LOW SIDE
SWITCH HOSE
(BLUE)
I YELLOW
HOSE
COUPLING RED HOSE

VALVE
LBS/KG
7 SELECTOR
LOW SIDE HIGH SWITCH
VALVE SIDE
VALVE
Figure 14-6. Robinair 34700 Control Panel and Hose Connections
4. Connect the blue and red hoses to the service ports as shown in Figure 14-7. On systems
equipped with quick disconnect connections, open coupler valves.
5. Open blue (low side) valve (1) on unit’s control panel.
6. Open both the red GAS (vapor) valve and the blue LIQUID valve on the tank. (Refer to
Figure 14-6.)
7. Program the length of evacuation time.
A. Press the VACUUM key on control panel key pad.
B. Display will show unit is in VACUUM mode.
C. Refer to operator’s manual for further detail.
8. Enter the required time in minutes and seconds (30:00 minutes minimum) by pressing
appropriate keys and then ENTER on keypad. The display will show selected time in minutes
and seconds. Example: one hour and fifteen minutes (1:15) would be entered as 7500. The
display will show 75:00. Thirty minutes is entered as 3000. The display will show 30:00.
9. To start the vacuum pump press the VACUUM key on keypad again.
10. Vacuum sequence will continue for the programmed time. Digital display will then show CPL,
indicating that the evacuation is completed.
11. If, after 5 minutes of pump operation, the RED gauge does not indicate a little below zero:
A. Stop the pump by pressing the 1 key or the SHFT/RESET key.
B. Eliminate blockage in the system by replacing faulty parts.
C. Repeat steps (1) through (8) above.

3B1
INLET
EVAPORATOR COIL COMPRESSOR
SYSTEM LO
W S ID E - -
-- -- -- -- H S ID E
S Y S T E M H IG
-=-=
- - _______ I
OUTLET
EXPANSION
VALVE
'- CONDENSER
LOW SIDE
SERVICE PORT RECEIVER - DRYER - SIGHT GLASS
I
HIGH SIDE SERVICE PORT
GAUGE 2
GAUGE 1 RED HIGH PRESSURE CHARGING LINE
LOW HIGH
BLUE LOW
PRESSURE
SIDE SIDE
MICROPROCESSOR
CONTROLLED
7
CHARGING
LINE LOW SIDE
CHARGING
HIGH SIDE VALVE
VALVE (1) VALVE (2)
VACUUM
PUMP RECOVERY PRESSURE
AUTOMATIC
SWITCH
PROTECTION EXPANSION VALVE ROBINAIR
SWITCH
MODEL
RECOVERY RECYCLING
VACUUM VALVE VALVE
34700
SOLENOID MOISTURE
INDICATOR STATION
AIR PURGE
VACUUM
PUMP
OIL SEPARATOR
HEAT EXCHANGER
SERVICE PORT
OIL
DRAIN HIGH
FILTER - DRIER VALVE PRESSURE GAS
LIQUID
OIL SWITCH (VAPOR)
DRAIN
BOTTLE
50 LB. (23 KG)

RECOVERY REFILLABLE
FAN REFRIGERANT
COMPRESSOR TANK
COMPRESSOR
OIL SEPARATOR
PRESSURE EQUALIZING &

OIL RETURN VALVE SCALE ASSEMBLY
-- - I
Figure 14-7. Robinair 34700 Hose Hookup

3B2
12. When RED gauge indicated a little below zero, open red (high side) valve (2), and continue
evacuation.
13. Operate vacuum pump for 0: 15 minutes, or until low side gauge (GAUGE 1) indicates 24 to
26 inches of mercury (in. Hg.), whichever occurs first.
14. Close low side ( 1) and high side (2) valves.
15. Stop vacuum pump and observe low side gauge (GAUGE 1). If gauge rises at a rate greater
than 1 in. Hg. in 0:05 minutes. there is a leak in the system. Locate leak as described in paragraph 4, Leak
Detection.
16. Repair leak. Repeat steps (1) through (15). as necessary.
17. With the low side (1) and high side (2) valves OPEN, continue pumping, holding system
below 26 in. Hg. for a minimum of 30 minutes.
NOTE
All specified pumping times may be included in the 0:30
minutes, provided no blockage or leaks are noted, and provided
the system is not opened by disconnecting or removing
components.
18 When panel display reads CPL (complete), close both the low side valve (1) and the high side
(2) valves. Perform charging procedure immediately. (Refer to paragraph 6)
b. Using A Hand Manifold Set
1. Remove access panel at rear of cabin to gain access to service valves.
2. Remove protective caps from the high and low side service ports on the evaporator unit.
3. Disconnect small end of blue hose from low side port of Robinair charging/test stand.
Connect yellow manifold hose to units low side port. See manufacturer's instructions for other model charg-
ing/test stands. (Refer to Figure 10)
4. Check that all valves on manifold and test stand are closed. Connect manifold hoses to service
valves. On systems equipped with quick disconnect connections, open coupler valves. (Refer to Figure 9.)
5. OPEN Low side valve on recharging/test stand.
6. Open both the red GAS (vapor) valve and the blue LIQUID valve on the tank.
7. Program the length of evacuation time.
A. Press the VACUUM key on control panel key pad.
B. Display will show unit is in VACUUM mode.
C. Refer to operator's manual for further detail.
8. Enter the required time in minutes and seconds (30:00 minutes minimum) by pressing appro-
priate keys and then ENTER on keypad. The display will show selected time in minutes and seconds.
Example: one hour and fifteen minutes (1: 15) would be entered as 7500. The display will show 75:00. Thirty
minutes is entered as 3000. the display will show 30:00.
9. OPEN the low side manifold hand set valve.
10. To start the vacuum pump press the VACUUM key on keypad again.
11. Vacuum sequence will continue for the programmed time. Digital display will then show
CPL, indicating that the evacuation is completed.
12. If, after 5 minutes of pump operation, the high side manifold hand set gauge does not indicate
a little below zero:
A. Stop the pump by pressing the 1 key or the SHFT/RESET key.
B. Eliminate blockage in the system by replacing faulty parts.
C. Repeat steps (7) through (10) above.
Added: February 28, 1995 ACCESSORIES AND UTILITIES

3B3
13. When High side manifold hand set gauge indicates a little below zero, open High side
manifold hand set valve and continue evacuation.
14. Operate vacuum pump for 0: 15 minutes, or until manifold hand set low side gauge indicates
24 to 26 inches of mercury (in. Hg.), whichever occurs first.
15. Close manifold hand set low side and high side valves.
16. Stop vacuum pump and observe manifold hand set low side gauge. If gauge rises at a rate
greater than 1 in. Hg. in 0:05 minutes, there is a leak in the system. Locate leak as described in paragraph 4,
Leak Detection.
17. Repair leak. Repeat steps (7) through (15) as necessary.
18. With the manifold hand set low side and high side valves OPEN, continue pumping, holding
system below 26 in. Hg. for a minimum of 30 minutes.
NOTE
All specified pumping times may be included in the 0:30
minutes, provided no blockage or leaks ore noted, and provided
the system is not opened by disconnecting or removing
components.
19. When panel display reads CPL (complete), close the manifold hand set low side and high side
valves. Perform charging procedure immediately. (Refer to paragraph 14-14.)
14-11. LEAKDETECTION.
WARNING
Do not use an open flame leak detector.
a. Using the Robinair 34700 charging/test station

If step a, 15, in paragraph 14.10 above, indicates a leak, and location of the leak is not obvious,
use the following procedure to locate leak.
1. If recharge/test stand is not already connected to system, follow steps a, 1 through 4, in
paragraph 14.10 above.
2. Open the high side (2) valve and allow 1/2 pound of refrigerant to enter the system. Close
high (2) side valve. (Refer to Figures 14-6 and 14-7.)
3. Locate leak(s) using an electronic leak detector designed to detect Rl2. Or, use soap and
water in a thick solution.
4. Repair leak(s ).
5. Discharge system per paragraph 14-12.
6. Perform evacuation procedure per paragraph 14-10, a.
7. Immediately perform charging procedure per paragraph 14-13.
b. Using A Manifold Hand Set.
If step b, 16, in paragraph 14.10 above, indicates a leak, and location of the leak is not obvious,
use the following procedure to locate leak.
1. Close both the low side and high side valves on manifold hand set.
2. Disconnect manifold hand set middle port (yellow) hose from low side port on charging stand
and connect it to a container of Rl2.
3. Open refrigerant container service valve.
4. Open the manifold hand set high side valve until a pressure of 50 psig is reached on low side
gauge. Close high side valve.

3B4
5. Locate leak(s) using an electronic leak detector designed to detect Rl2. Or, use soap and
water in a thick solution.
6. Repairleak(s)
7. Check that the both high side and low side valves on the manifold hand set are closed.
8. Close service valve on refrigerant container. Disconnect yellow manifold hand set center hose
from refrigerant container.
9. On systems equipped with quick disconnect connections, close coupler valves. Disconnect
manifold hand set red and blue hoses from airplane service ports. Remove manifold hand set.
10. Recover remaining refrigerant from system using the Robinair 34700 (or other approved)
charging station. (Refer to paragraph 14-12.) Any quantity of oil recovered from aircraft must be measured
and a equal amount of new oil (mineral oil) must be added to system before recharging.
11. Disconnect charging/test station from service ports.
12. Perform evacuation procedure per paragraph 14-10, a.
13. Immediately charge system per paragraph 14-13.
14-12. DISCHARGING (BLEEDING OR PURGING) SYSTEM. (Refer to Figure 14-6.)
This procedure is required when it is necessary to remove all refrigerant from air conditioning system.
The following instructions pertain to the Robinair 34700 charging/recovery station. Refer to manufac-
turers instructions when using a different make station.
NOTE
Because United States environmental regulations prohibit the
release of refrigerant into the atmosphere, an appropriately
certified charging/recovery station MUST BE USED to discharge
any air conditioning system.
NOTE
See Operator's Manual for detailed instructions for discharging
system.
a. Gain access to service valves by removing rear access panel.

b. Remove protective caps from access valves.
c. Connect high side (red) hose to air conditioner high side service valve. On systems equipped with
quick disconnect connections, open coupler valve.
d. Connect low side (blue) hose to air conditioner low side service valve. On systems equipped with
quick disconnect connections, open coupler valve.
e. Check the low side gauge (GAUGE 1) and high side gauge (GAUGE 2) to determine that there is
pressure in the system. If there is no pressure, there is no refrigerant in the system to recover.
f. Check that the oil drain valve is closed.
g. Open both the low side and high side valves on control panel.
h. Open the red GAS (vapor) and the blue LIQUID valves on the charging station's refrigerant tank.
i. SLOWLY open the oil drain valve to see if system oil separator contains oil. If it does, let oil
drain into the oil drain bottle (located at the bottom of the rear side of the charging station) until separator is
empty.
j. Close the oil drain valve. Dispose of collected oil in an environmentally (EPA) acceptable manner.
Return collection bottle to its place on the charging stand.
k. Plug unit into a proper voltage outlet. Turn MAIN POWER switch ON.

3B5
I. Press the RECOVER key on charging station keypad.

m. To assure complete recovery of refrigerant:
1. Wait 5 minutes. Observe pressure gauges for a rise above zero (0),
2. If a rise occurs, press the HOLD/CONT keys.
3. Repeat as necessary until system maintains pressure for two minutes.
NOTE
Drain oil separator after each job. Display mil indicate OIL
(OUNCES) or (GRAMS) as a reminder
n. SLOWLY open oil drain valve. Drain oil into the oil catch bottle. When all recovered oil has
been completely drained, close oil drain valve.
o. Measure the amount of oil in the catch bottle. The same amount of new oil must be added to the
system before charging the system.
p. To enter diagnostic mode simultaneously press the SHIFT/RESET and ENTER keys To display
the amount of refrigerant recovered by the unit, press the 3 key. The panel display will read the amount of
recovered refrigerant in pounds or kilograms.
q. Simultaneously press the SHIFT/RESET and ENTER keys to clear internal counter. Press
SHIFT/RESET to return to the main menu.
14-13. CHARGING THE SYSTEM.
NOTE
Because United States environmental regulations prohibit the
release of refrigerant into the atmosphere, an appropriately
certif,ed charging station MUST BE USED to charge any air
conditioning system.
a. Using Robinair 34700 charging stand. (Refer to Figure 10)

When system is able to maintain 24 to 26 in Hg. pressure on the low side gauge (GAUGE 1) per
paragraph 14-10, a, 13 through 15, or 14-10, b, 14 through 16, above, charge system as follows:
1. Check that main power switch is OFF.
CAUTION
Do not place any weight, including hands and/or feet, on
refrigerant tank or scale during charging process. Any weight
disturbance will cause an incorrect transfer of refrigerant
2. Check that the LBS!KG. selector switch on back of unit is in desired measurement mode.
NOTE
You m.ay enter the am.aunt of refrigerant to be charged when
the unit is turned ON. The unit will STORE the amount in
memory UNTIL it is TURNED OFF.
3. Open the low side (blue) valve on units control panel.

4. If message PROGRAM and CHANGE do not display, press the CHG key to enter the
PROGRAM mode.

3B6
NOTE
The amount of refrigerant required must be determined for
each airplane. It is the amount that wi.ll result in bubble-free
operation at the system sight gauge specified in paragraph
14-14, Post Charging Operational Check.
5. Enter amount of refrigerant required to charge the system by pressing the appropriate number
keys and ENTER on keypad.
6. To begin charging process, press CHG key on keypad.
A. The digital display will read AUTOMATIC and show the amount of refrigerant programmed
for the charge.
B. As the solenoid opens, it will make an audible sound.
C. The display will countdown to zero, and display message CPL, when charging is complete.
7. Close low side (blue) valve. Check that the high (red) valve is also closed.
8. Perform post charging operational check per paragraph 14-14.
14-14. POST CHARGING OPERATIONAL CHECK
WARNING
Verify area around the airplanes is clear and that a qualified
person is at the airplane controls.
NOTE
Airplane must be headed into the wind during the following
check.
a. Using Robinair 34700 charging stand.

I. Check the the charging stand's blue hose is connected to the airplane's low side service port.
2. Check that the charging stand's red hose is connected the airplane's high side service port.
3. Ensure that the charging stand's low and high side valves and both are closed.
4. Start engine.
A. Operate at 1000 rpm for two minutes. Check sight gauge for bubbles.
B. Operate at 2000 rpm for two minutes. Check sight gauge for bubbles.
5. Any bubbles passing through sight gauge indicates that additional refrigerant is required.
NOTE
United States environmental regulations prohibit adding
refrigerant to any air conditioning system with leaks.
Normally, a tight system wi.ll not loose refrigerant
6. Add refrigerant slowly through the low side valve until sight gauge remains bubble free.

3B7
8. Operate engine at 1000 rpm to 1500 rpm. The low and high side gauges on the control panel
shall indicate as follows:
AMBIENT GAUGE
GAUGE TEMPERATURE INDICATION
Low Side (Pressure) All 10 to 35 psig
High Side (Pressure) Up thru 75° F 125 psig minimum to 175
. .
maximum psig
High Side (Pressure) Over 75° F 150 psig minimum to 300
. .
maximum psig
9. When charge is properly established:

A. Stop engine.
B. Close low side valve on control panel.
10. Disconnect charging stand hoses from service valves.
11. Install protective caps on service valve.
12. Install rear close out panel.
b. Using A Hand Manifold Set.
1. Check the the blue hose on manifold set is connected to the airplane's low side service port.
2. Check that the red hose on manifold set is connected the airplane's high side service port.
3. Check that the yellow hose on manifold set is connected to a tank of RI 2 refrigerant.
4. Ensure that both the low and high side (pressure) valves are closed.
5. Start engine.
A Operate at 1000 rpm for two minutes. Check sight gauge for bubbles.
B Operate at 2000 rpm for two minutes. Check sight gauge for bubbles.
6. Any bubbles passing through sight gauge indicates that additional refrigerant is required.
NOTE
United States environmental regulations prohibit adding
refrigerant to any air conditioning system with leaks.
Normally, a tight system will not loose refrigerant.
7. Open refrigerant tank valve.
8. Add refrigerant slowly through the low side valve until sight gauge remains bubble free.
9. Operate engine at 1000 rpm to 1500 rpm. The low and high side gauges on the manifold set
shall indicate as follows:
AMBIENT GAUGE
GAUGE TEMPERATURE INDICATION
Low Side (Pressure) All 10 to 35 psig
High Side (Pressure) Up thru 75° F 125 psig minimum to 175
. .
maximum psig
High Side (Pressure) Over 75° F 150 psig minimum to 300
. .
maximum psig

3B8
11. When charge is properly established:

A. Stop engine.
B. Close valve on refrigerant tank.
C. Close low side valve on manifold set.
(12) Disconnect manifold set hoses from service valves.
( 13) Install protective caps on service valve.
(14) Install rear close out panel.
14-15. COMPRESSOR SERVICE.
CAUTION
Prevent dirt or foreign material from entering system. Cap all
hose and tubing ends immediately. Use same type refrigerant
oil (mineral oil} as in compressor to lubricate components for
assembly.
Do not service compressor in the field. Service must be done by a qualified shop having special
equipment and trained personnel to properly service unit.
Maintenance to unit and related components is limited to worn drive belt and magnetic clutch
replacement. Other service requires compressor removal from system.
14-16. COMPRESSORREMOVAL.
CAUTION
Cap all open lines immediately to prevent dirt and moisture
from entering system.
NOTE
when discharging or charging system.
a. Circuit protector for air conditioning system must be off.

b. Remove engine cowl and right front baffles.
c. Disconnect electrical leads to magnetic clutch on compressor.
d. Using an approved refrigerant recovery system, completely discharge and depressurize air
conditioning system. Refer to Paragraph 14-12.
e. Remove suction and discharge lines from compressor service valves.
f. Loosen bolt securing compressor idler pulley to release belt tension and remove belt from
compressor pulley. Do not force belt over pulleys.
g. Support compressor and remove 6 bolts securing compressor to engine mounting brackets and
remove compressor from engine compartment.

3B9
14-17. COMPRESSOR INSTALLATION.
WARNING
If air conditioner is operated on ground for servicing, clear
test area of loose objects. Ensure that a qualif,ed person is at
the airplane controls. Use service valves on evaporator
assembly for testing.
a. Place compressor to mounting brackets. Install six bolts and progressively tighten to a torque of
14 to 17 foot pounds. (Safety all bolts with 0.032 safety wire.)
b. Check oil level in compressor per instructions in paragraph 14-18, Checking Compressor Oil.
CAUTION
Do not force belt into pulley sheave. If necessary, remove idler
assembly.
c. Place drive belt over clutch pulley and adjust alignment of pulleys and belt per instructions in
replacement of compressor and alternator drive belts.
d. Connect discharge and suction lines to service valve fittings on compressor.
NOTE
when evacuating, discharging or charging system.
e. Evacuate system per paragraph 14-10.

f. Charge system per paragraph 14-13.
g. Install right front baffle.
h Install engine cowl.
14-18. CHECKING COMPRESSOR OIL.
WARNING
Do not remove oil plug with pressure in system.
CAUTION
The 10 ounce oil level is required in compressors installed on
new systems. Some oil is distributed in the system during
operation. Charge replacement compressors with 10 ounces of
oil
Check oil level each time system is discharged. Check compressor oil as follows:
NOTE
United States environn,ental regulations prohibit the release of
when evacuating, discharging or charging system.

3B10
TORQUE
....---.Gs---
~ 6-23 FT. LBS.
..,.__+'1.50
4 PLCS
THIS END FOR
HORIZONTAL
MOUNT
IL CHECK PLUG
(TYPICAL TWO SIDES)
NOTE: 12 NOTCHES 1/8 INCH APART---
STARTING AT EACH END
,. .?
THIS END FOR
VERTICAL MOUNT
F209-16764 COMPRESSOR USING PIPER

PMS-L2000 (MINERAL OIL) LUBRICANT
Figure 14-8. Compressor and Fabricated Oil Dipstick

(1) Discharge system. (Refer to Paragraph 14-12.)
(2) Make an oil dipstick. (Refer to Figure 14-8.)
(3) Remove 0.375 inch oil fill plug in top side of compressor crankcase.
(4) Before inserting dipstick, crankshaft Woodruff key must be in up position. (Front face of
compressor clutch is marked with a stamped K indicating key position.) Measure oil level
from lowest point in crankcase. Use long end of dipstick. (See Figure 14-8.)
(5) When compressor is installed, use Table XIV-VI for proper amount of oil in crankcase.
(6) Do not operate compressor with less than 6 ounces oil. Oil level must not exceed 10 ounces
total oil. Use Piper refrigerant oil PMS-L2000 or equivalent 500 viscosity refrigerant oil.
(7) Evacuate and charge system. (Refer to Paragraphs 14-10 and 14-13.)
TABLE XIV-VI. COMPRESSOR OIL CHARGE
Oil Charge Ounces 6 8 10
Dipstick Reading Inches 13/16" 1.00" 1-3/16"
14-19. REPLACEMENT OF COMPRESSOR AND/OR ALTERNATOR DRIVE BELT. (Refer to

Figure 14-9.)
a. Remove old belt by removing spinner, propeller, nose cowl, engine baffles as required, starter ring
gear assembly, and drive belt.
CAUTION
Do not force belt into pulley sheave. Remove idler assemblies,
if necessary, and alternator lower mounting bolts to install
belt.
b. Position new belt on starter ring gear sheaves.

c. Install starter ring gear assembly, propeller, and spinner.
d. Route belt to proper pulley sheave per Figure 14-9, Sheet 2 of 2.

3Bll
e. Check compressor and alternator belt and pulley alignment as follows:
CAUTION
Verify there is ring gear surface contact to provide a solid base
for straightedge.
1. Establish a datum line for checking belt and pulley alignment. Establish a nominal dimension
between forward edge of compressor belt and forward machined surface of ring gear. This dimension must be
taken at ring gear assembly where the belt is in its sheave. Check for misalignment at the other pulley sheaves
by using a stiff straightedge long enough to extend from front of ring gear to component sheaves.
2. Obtain a basic measurement from top of ring gear by measuring the width of starter ring gear
plus the dimension from the forward machined surface of ring gear to forward edge of compressor drive belt.
(Refer to figure 21-13.)
3. Checks and adjustments of compressor and alternator drive belts require different procedures.
Refer to the following instructions.
f Compressor Belt Alignment: (Refer to Figure 14-9, Sheet 1 of 2.)
1. Place straightedge against right forward side of ring gear and measure belt alignment at com-
pressor sheave (Point-B).
2. Measure belt alignment at compressor idler pulley (Point-A). Belt misalignment at Point-A
must be half the misalignment of Point-B and the dimension at top of ring gear and same direction fore and aft.
(Refer to Table XIV-VII.)
TABLE XIV-VII. COMPRESSOR MISALIGNMENT AND IDLER PULLEY NOMINAL LOCATION
Compressor Pulley Misalighment
From Ring Gear Pullev 0.010 0.020 0.030 0.040 0.050 0.060
Idler Pulley Nominal Location 0.006 O.Oll 0.017 0.022 0.028 0.033
3 If Point-A nominal misalignment is not within 0.030 inch, per Step (b ), add or remove shims
as required. Belt alignment must be made as close to nominal as shims will allow.
g. Alternator Belt Alignment: (Refer to Figure 14-9, Sheet 2 of 2.) Align idler pulley in the belt plane
by adding or removing Piper PIN 62833-82 shims, with alternator belt installed.
14-20. ADJUSTMENT OF DRIVE BELT TENSION.
CAUTION
The higher tension specified for a new belt is to compensate
for initial stretch at first operation. Do not apply higher
tension values to used belts.
Proper adjustment of compressor and alternator drive belts will ensure longer belt life and proper com-
ponent operation. Adjust Dayco belts per subparagraph a. Adjust Gates belts per subparagraph b.
a. Adjust Dayco belts as follows:.
1. Use a calibrated belt tension gauge to adjust a new compressor belt to 120 pounds span tension.
2. Use a calibrated belt tension gauge to adjust a new alternator belt to 90 to 100 pounds span
tension.
3. Install right front engine baffle, ifremoved, and secure the engine cowl side latches.

3B12
FWD~
G'
3
I
3/;; ( POINT A
SEE VIEW A
/ {( Ell~
~
POINT B
4 II
I
II
3
1. SAFETY WIRE
2. RING GEAR
3. COMPRESSOR IDLER PULLEY
4. COMPRESSOR
5. COMPRESSOR
6. ALTERNATOR
7. RING GEAR
8. COMPRESSOR BELT
9. COMPRESSOR IDLER SHEAVE
10. COMPRESSOR SHEAVE
11. RING GEAR SHEAVE
12. ALTERNATOR BELT
13. ALTERNATOR SHEAVE
14. ALTERNATOR IDLER SHEAVE
ADD OR REMOVE SHIMS (P /N

62833-83) AS REQUIRED FOR
PROPER COMPRESSOR BELT
ALIGNMENT.
VIEWA
Figure 14-9. Compressor and Alternator Belt Installation (Sheet 1 of 2)

3B13
NOMINAL DIMENSION FOR

COMPRESSOR BELT ALIGNMENT
MISALIGNMENT
DIMENSION
CHECK
DATUM LINE
(FORWARD SURFACE OF RING GEAR)
+-----t BRACKET ASS. P/N 79584-2
ADD OR REMOVE SHIMS PIN 62833-82

-----1 AS REQUIRED TO ALIGN IDLER IN
BELT PLANE
13
VIEW A-A
POINT A
13
Figure 14-9. Compressor and Alternator Belt Installation (Sheet 2 of 2)

3B14
CAUTION
If air conditioner is operated on the groundfor servicing, clear
test area of any loose objects lying on ramp. Ensure that a
qua/if,ed person is at the airplane controls.
4. Run engine 15 minutes at 1200 rpm.

5. Shut down engine, open engine cowl, and check both belt tensions. If compressor belt tension
falls to 60 pounds, tension to 80 pounds. If alternator belt tension falls below 50 pounds, tension to 70
pounds.
6. Check tension every 100 hours or annual inspection, whichever comes first.
7. Check all idler and bracket bolts for safety. Close and latch engine cowl.
b. Adjust Gates belts as follows:
1. Use a calibrated belt tension gauge to adjust a new compressor belt 73 to 87 pounds of static
tension.
2. Use a calibrated belt tension gauge to adjust a new alternator belt 65 to 70 pounds static
tension. Adjust a used belt 35 to 40 pounds static tension.
3. Install right front engine baffle, if removed, and secure the engine cowl side latches.
CAUTION
If air conditioner is operated on the groundfor servicing, clear
test area of any loose objects lying on ramp. Ensure that a
qua/if,ed person is at the airplane controls.
4. Run engine 15 minutes at 1200 rpm.

5. Shut down engine, open engine cowl, and check both belt tensions.
6. Check tension every 100 hours or annual inspection, whichever comes first.
7, Check all idler and bracket bolts for safety. Close and latch engine cowl.
14-21. MAGNETIC CLUTCH.
14-22. MAGNETIC CLUTCH REMOVAL. (Refer to Figure 14-10.)
CAUTION
Do not use a wheel puller on outer flange ofpulley. This will
damage pulley grooves or clutch bearings.
a. Remove self-locking cap screw and washer from compressor shaft.

b. Insert 5/8 - 11 UNC-2B bolt in threaded part of hub and tighten. Pressure exerted by the bolt on
compressor crankshaft end will force off rotor pulley assembly without clutch or compressor damage.
c. Remove four bolts securing field assembly against compressor bosses and remove bolts, washers,
and field assembly.
14-23. MAGNETIC CLUTCH INSTALLATION. (Refer to Figure 14-10.)
CAUTION
Compressor shaft must be clean andfree from burrs.
a. Position field assembly against the compressor bosses, with electrical leads to cylinder side of
compressor.

3B15
1. CAPSCREW
2. ROTOR PULLLEY ASSY.
3. CAPSCREW AND LOCK WASHERS
4. FIELD ASSY.
5. COMPRESSOR
(Pl--
Figure 14-10. Magnetic Clutch

b. Secure field assembly with four cap screws and lock washers. Do not torque at this time.
c. Connect electrical lead from the field assembly.
d. Slide pulley assembly over field assembly and onto crankshaft. Tighten field assembly to a torque
of 85 to 120 inch-pounds. Secure pulley assembly with washer and new self-locking cap screw. Tighten cap
screw to a torque of 180 to 240 inch-pounds.
NOTE
If clutch is not engaged while tightening cap screw, insert a
spanner into holes in armature face.
e. Spin pulley by hand to check interference between the field and rotor pulley assemblies. If there is
interference, a rubbing noise can be heard as pulley rotates. Remove rotor pulley assembly and adjust field
assembly mounting until the interference is eliminated.
14-24. REFRIGERANT LINES AND ROUTING.
CAUTION
Discharge system completely before hose couplings are
uncoupled. (See paragraph 14-12, Discharging System)
NOTE
when discharging or recharging system

3B16
Handle refrigerant lines carefully. Refrigerant lines are flexible high pressure hoses. Hoses in power
plant area are routed for maximum protection from heat and abrasion. They couple at firewall to hoses routed
through the two inboard, external hat sections on bottom of fuselage, up through floor to condenser and evapo-
rator in tail cone. Discharge is in the right hand hat section. The suction is in the left hand hat section.
14-25. RECEIVER-DEHYDRATOR.
14-26. RECEIVER-DEHYDRATOR REMOVAL.
-CAUTION-
Receiver-dehydrator is not serviceable; it must be replaced.
Receiver-dehydrator must be replaced when system has operated
without a charge or has been left open.
The unit is mounted on inboard side of evaporator assembly housing.
a. Discharge system of all refrigerant. (See Paragraph 14-10, Discharging.)
b. Uncouple refrigerant lines at receiver-dehydrator. (See special servicing procedures.
c. Remove clamp attaching unit to evaporator housing.
14-27. RECEIVER-DEHYDRATOR INSTALLATION.
a. Slip mounting bracket around receiver and put it in place on evaporator housing with tube fitting
on top. Align fittings to proper line before securing mounting bracket.
NOTE
Tighten flilings to torque listed in Table XIV-IV.
b. Evacuate and charge system per evacuating the system (Paragraph 14-10) and charging the system
(Paragraph 14-12).
14-28. CONDENSER.
14-29. CONDENSER REMOVAL.
Condenser is mounted in a frame assembly in fuselage bottom between stations 156.00 and 191.00.
a. Discharge system. (See special servicing procedures and discharging.)
b. Remove access panel from aft bulkhead of cabin.
c. Remove forward cover panel.
d. Uncouple suction and discharge hoses at condenser fitting. (See special servicing procedures.)
Remove hose clamps holding hoses to condenser frame.
e. Remove AN-3 bolts from upper ends of side hinges and rod ends.
f. Support condenser assembly and remove bolt attaching actuating rod to condenser assembly.
g. Lower aft end of assembly on the piano hinge at assembly forward end.
h. Remove eight screws attaching piano hinge to condenser frame assembly and remove.
1. To remove condenser core from assembly, remove screws in the side mounting frame.
14-30. CONDENSER INSTALLATION.
a. Install condenser core to frame assembly with hose fittings forward and RT fitting pointed inboard.
b. Place condenser and frame assembly to fuselage frame mounting bracket and insert the eight
screws into piano hinge.
c. Attach side hinges, actuating rod, and rig per condenser assembly rigging instructions.

3B17
d. Seal and couple hose fittings (seal with Loctite refrigerant sealant applied to flares only).
e. Adjust condenser per condenser assembly rigging instructions.
WARNING
Cabin rear panel must be replaced and sealed in the original
manner. If not sealed properly, exhaust gases can seep into
cabin due to low pressure area in cabin.
WARNING
Test for carbon monoxide on ground and in flight with and
without air conditioner operating. Presence of CO must not
exceed 1 part in 20,000.
f. Seal around forward cover panel (and aft cover panel if removed) with Permagum Bead no. 576
purchased from Prestolite Engineering Company. (See Figure 14-11.)
SEAL ALL AROUND FORWARD AND AFT COVERS WITH PERMAGUM BEAD NO. 576
PURCHASED FROM PRESTOLITE ENGINEERING COMPANY.
1. ACTUATING TRANSMISSION ASSEMBLY

2. BELLCRANK ASSEMBLY (CONDENSER)
3. PUSH ROD ASSEMBLY
4. BELLCRANK ASSEMBLY (MECHANISM)
5. OPEN LIMIT SWITCH
6. CLOSED LIMIT SWITCH
7. CONDENSER Q.12 PRELOAD
8. CONDENSER DOOR
9. PUSH ROD 0.22 NOM. CLEARANCE
10. TRANSMISSION MOTOR ASSEMBLY PRIOR TO PRELOAD
Figure 14-11. Condenser Air Scoop Installation

3B18
14-31. CONDENSERDOORACTUATOR.
The actuator is on a bracket mounted between two bulkheads in tail cone. It is coupled to the
condenser assembly through a bellcrank mounted to a bracket on bulkhead aft of condenser. Actuator travel is
controlled by two limit switches. Both up and down switches are on the actuator. Refer to Figure 14-11 for
switch locations.
14-32. CONDENSER DOOR ASSEMBLY RIGGING INSTRUCTIONS. (Refer to Figure 14-11.)
The condenser assembly is actuated by an electric motor through bellcranks, push rods, and limit
switches. Condenser door must fit flush with fuselage skin, and with increased force along forward edge. Use
the following steps:
a. Adjust open limit switch to open condenser door 5.00 inches measured from leading edge of door
to fuselage skin.
b. Adjust side push rods so a vertically measured gap of 0.156 inch exists along trailing edge of door
at the instant forward edge of door is flush with fuselage skin.
c. Fully close door and adjust CLOSED limit switch so actuator travels an additional 0.12 inch with
door fully closed, (required to pre-load mechanism). (Refer to Figure 14-11.)
d. Cycle assembly several times. Verify proper operation without binding.
TO EVAPORATOR
VALVE ASS'Y
FROM RECEIVER
DEHYDRATOR
CAPILLARY
COIL
Figure 14-12. Expansion Valve
14-33. EXPANSION VALVE.
14-34. EXPANSION VALVE REMOVAL. (Refer to figure 14-12.)
NOTE
If part is not serviceable, it must he replaced with a new part.

3B19
The expansion valve is in evaporator assembly between receiver dehydrator and evaporator inlet. The
capillary coil is attached to evaporator outlet line.
a. Remove access panels, and discharge system. Refer to paragraph D, 5.
b. Remove capillary coil from outlet line. (Do not kink capillary tube.)
c. Uncouple all related tube fittings. (See special servicing procedures.)
14-35. EXPANSION VAL VE INSTALLATION.
a. Install expansion valve in inlet line of evaporator core by coupling related fittings. Seal all cou-
plings with sealant applied to tube flanges only. Tighten fittings to a torque listed in Table XIV-IV.
b. Secure capillary coil to evaporator outlet line.
c. Evacuate and charge system. (See evacuating the system and charging the system. Refer to para-
graphs 14-10 and 14-12.)
d. Check forleaks. (See checking the system forleaks. Refer to paragraph 14-11.)
e. Replace access panels.
14-36. EVAPORATOR ASSEMBLY.
The evaporator assembly consists of evaporator core, receiver-dehydrator, expansion valve, circulating
fan, pressure switch, necessary housing, and plumbing. The housing is made ofCycolac (thermoplastic) type
material. The condensed moisture is dumped overboard through a hose clamped to a fitting on the bottom of
the evaporator housing.
14-37. EVAPORATOR ASSEMBLY REMOVAL.
CAUTION
Discharge the system before disassembling any components
for service.
NOTE
when discharging or recharging system.
The evaporator assembly is behind cabin rear panel, attached to the mounting panel with 12 screws,
washers, and a bracket securing the back to mounting panel.
a. Remove air conditioning filter cover, filter, and rear access panels.
b. Uncouple the liquid line from inlet side of receiver-dehydrator and suction line from evaporator
core outlet. (See special servicing procedures.)
c. Disconnect related electrical wires.
d. Remove flexible air duct from housing outlet. Remove drain hose from housing.
e. Remove temperature probe from evaporator housing.
f. Remove screws attaching support bracket and evaporator housing to mounting panel.
g. Remove assembly through access hole in bulkhead.
14-38. EVAPORATOR ASSEMBLY INSTALLATION.
a. Cement gasket in place on flanges of evaporator housing and attach large end of mounting gasket
to back of housing.
b. Install housing through access hole with air duct outlet on top. Mate mounting flanges to surface
of mounting panel and insert screws. (Do not tighten at this time.)

3B20
c. Line mounting bracket with mating holes in mounting panel, insert screws and tighten. Tighten
screws in flange. Check gasket is in place. Flange seal must be air tight.
d. Couple suction and discharge lines to their proper fittings (apply Loctite refrigerant sealant to tube
flares only).
e. Evacuate and charge system. (See evacuating the system and charging the system.)
f. Check for leaks ( see checking the system for leaks). If no leaks are detected, seal, and install
access panel on evaporator housing.
g. Couple flexible air duct and drain tube.
h. Make and check electrical connections. (Refer to Figure 14-14.)
1. Check blower operation and refrigerant systems.
WARNING
Rear cabin panel must be replaced and sealed in original
manner to prevent exhaust from entering cabin. After removing
and replacing rear panel, conduct a carbon monoxide (CO)
test on the ground and in flight with and without air conditioner
operating. Presence of CO must not exceed one part in 20,000.
J. Install and seal rear bulkhead panels.
SEE NOTE
. SEE NOTE
:-" l♦l 1
, I 2
I I
I
0 WRAP TAPE AROUND THERMOSTAT
CAPILLARY LEAVING SERVICE PORT
ACCESSIBLE.
6 7 1. SIGHT GLASS
2. SERVICE VALVE - SCHRADER - HI
3. CAPILLARY COIL
4. HOUSING ASSEMBLY
5. SERVICE VALVE - SCHRADER - LOW
6. RECEIVER DEHYDRATOR CLAMP
7. RECEIVER DEHYDRATOR
NOTE 8. PRESSURE RELIEF SWITCH
TORQUE FITTINGS TO 270-300 IN. LB. 9. EXPANSION VAVLE
10. OUTLET HOUSE
Figure 14-13. Components Installation

3B21
14.39. PRESSURE RELIEF SWITCH. (Refer to Figure 14-13.)

14-40. REMOVAL AND INSTALLATION OF PRESSURE RELIEF SWITCH.
-CAUTJON-
Before relief switch removal, air conditioning system must be
discharged. (Refer to paragraph D, 5, Discharging.)
-NOTE-
when discharging or recharging system.
a. Remove electrical connections from switch.

b. Remove switch assembly from service port on steel line.
c Apply sealant sparingly to flare.
d. Install new switch.
e. Charge system.
14-41. ELECTRICAL INSTALLATION.
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 (2) wires are taken off
for the compressor clutch. The harness then passes aft along the left side of the fuselage where it connects to
the blower motor, pressure relief switch and the condenser actuating motor. Three fuses located behind the air
conditioning system control panel and a 20 amp circuit breaker mounted in the circuit breaker panel protects
the complete air conditioning electrical system.
14-42. FUSE REPLACEMENT.
Locate the fuse to be replaced behind the air conditioning system control panel.
a. Open the fuse holder by applying a slight pushing and counterclockwise twisting pressure.
b. Remove blown fuse and insert a new 5 amp fuse
c. Close the fuse holder by applying a slight pushing and clockwise twisting pressure.
14-43. ADJUSTMENT OF AIR CONDITIONING THROTTLE SWITCH.
The throttle switch is mounted forward and below the throttle arm. The switch must be adjusted to
actuate at the last quarter inch (6.35 mm) of full open throttle travel. Position the switch so that the throttle
arm contacts the center of the switch actuator button. When throttle is fully open (forward) it must not contact
switch body.
14-44. OVERHEAD VENT BLOWER.
14-45. OVERHEAD VENT BLOWER DESCRIPTION
The blower is mounted in the aft section of the fuselage and is connected to the overhead vent system.
On the PA-28-150, S/N's 28-7415001 and up, and on PA-28-161, S/N's 28-7716001 through 28-7916598 and
up, the blower draws air in from the dorsal fin, and forces it through the ducting.
The blower on the PA-28-161, S/N's 28-8016001 through 28-8616057, and 2816001 and up, is also
mounted in the aft section of the fuselage and is connected to the overhead vent system. But, on these models,
the blower draws air in from the left side of the fuselage and forces it through the ducting.
The blower switch is mounted on the instrument panel. On sin's PA-28-150, sin's 28-7415001 and up,
and on the PA-28-161, SIN'S 28-7716001 through 28-7916598, the switch has four positions providing three
blower speeds. The blower switch installed on PA-28-161, sin' 28-8016001 through 28-8616057, and
2816001 provides only three position with two blower speeds.

3B22
SNNote! ~CIA
!
14V BUS !SW.
1FAN ~ •
'-L-~~
'>-
: __ _
II H - fACIOA \....I'~
~ '·
CBI II AC2A Klt763 US.V
L--------------------
CLOSE
"'C..,;L;;;.IM..;.IT;.__--(AC5C.___ _ _ _-02 s..-Note
- - - - - - - - - - - - - - - - , BLOWER
LOGIC
RELAY c~~~
-~H~~
.. cf
AIR
COND.
sw.
ACIE
OPEN
LIMIT
SW,
COMPRESSOR
CLUTCH
SHOWN WITH AIR CONDITIONING FAN SWITCH IN OFF

POSITION. THROTTLE NOT WIDE OPEN, AIR CONDI-
TIONING SWITCH IN ON POSITION, FREON PRESSURE
BELOW LIMIT. THERMOSTAT CALLING FOR COOLING,
AND CONDENSER DOOR CLOSED.
NOTE:
Piper Kit No. 763 815V is used when replacing
NOTE: the fan switch on Serial No.'s. 28-7816001 to
REFER TO ELECTRICAL SCHEMATICS. SECTION XI. 28-7816171 incl. Kit 763-815 is installed as
FOR DETAILED PA-28-161 WIRING SCHEMATIC. standard equipment on Serial No.'s
28-7816172 and up.
Figure 14-14. Typical Air Conditioning Wiring Schematic

3B23
14-46. REMOVAL OF BLOWER ASSEMBLY

a. Remove access door from aft wall of baggage area.
b. With master switch off, disconnect plug assemblies at blower assembly.
c. Remove inlet and outlet hoses from blower assembly by removing clamps.
d. Remove screws, washers, and nuts that secure blower assembly to hanger braces.
e. Remove screws and washers which secure blower assembly to retainer and hangers.
f. Remove blower assembly from aircraft.
14-47. DISASSEMBLY OF BLOWER ASSEMBLY
a. Remove hose duct from forward edge of blower assembly by removing nuts, washers, and screws.
b. Remove cover from blower assembly by removing nuts, washers, and screws.
c. Remove blower an from motor shaft by removing set screw.
d. Remove motor, as follows:
1. Separate plate from motor cover by carefully drilling out connecting rivets.
2. Cut motor wires at edge of receptacle and plug. Remove wire ends from blocks.
3. Remove motor from mounting plate by removing nuts, washers, and bolts.
14-48. ASSEMBLY OF BLOWER ASSEMBLY
a. Mount motor on plate and secure with bolts, washers, and nuts. Check motor nuts are snug and
shaft spins freely.
b. Position cover over motor plate with motor wires protruding through cover grommet.
c. Match holes in cover to holes in motor plate and secure the two parts together with rivets.
d. Apply PR-307 sealant to fill any opening left after wires are brought through grommet.
e. Install wires in plug and receptacle.
f. Position blower in on motor shaft and secure with set screw.
g. Secure cover to blower assembly with screws, washers, and nuts.
h. Position hose duct on blower assembly, secure with screws, washers, and nuts. Screws must be
installed with their heads inside duct.
i. After cleaning surfaces of all old sealant, use white rubber chalk PRC-5000 sealant to seal where
duct attaches to blower assembly.
14-49. INSTALLATION OF BLOWER ASSEMBLY
a. Position blower assembly in hangers and retainer. Install washers and screws.
b. Install nuts, washers, and screws securing blower assembly to hanger braces.
C. Seal all hose joints with Arno no. C-520 wrap tape. Install inlet and outlet hoses and secure with
clamps.
d. With master switch off, connect plug and receptacles at blower.
e. Check blower or proper operation.
f. Install access door to aft wall of baggage area and secure with the attaching hardware.

3B24
TABLE XIV-VIII. BLOWER SYSTEM WIRE COLOR CODES

S/N's 28-7716001 thru 28-7816171 when kit No's 763 814 or 763 815 NOT installed
AIRCRAFT
MOTOR WIRES WIRES
E362Q µ
Singer
Controls
or
YY7S062
ESB -
15920-01 Universal F0018075FA
Pin General Elect. Leece- Aircraft Pin
Nos. Industries Company Neville Harness Nos.
(j.)
Ground CJ) 2 Brown Brown Black 2AC26A 2 u

;::l .s0..
p:; (j.)
u
Low Speed 1 Red Yellow Yellow Black 1 (j.)
~
(j.)
Medium Speed u 2 Black Red Red White 2
.s0.. CJ)
;::l
High Speed
(j.)
u 1 Yellow Orange Orange Red 1 p:;
(j.)
~
NOTE
Pin number 1 is at the pointed side of the plug receptacle
END

3Cl
14-50. RESTRAINT SYSTEM.

a. Inspections.
1. Shoulder Harness:
(a) Inspect ends and attachment points for condition and security.
(b) Inspect harness web material for condition and wear over its entire length. Particularly
look for wear and fraying where harness web passes in and out of inertial reel. If
excessively worn, replace.
(c) Check inertia reel mechanism by pulling sharply on strap. Verify reel will lock in place
under sudden stress.
2. Lap Belt:
(a) Inspect ends and attachment points for condition and security.
(b) Inspect harness web material for condition and wear over its entire length. Particularly
look for wear and fraying where harness web passes in and out of adjustable buckle end.
If excessively worn, replace.
(c) Inspect shoulder harness keeper nylon bushing. If excessively worn or missing,
replacement of that half of the lap belt is required.
3. In S/N’s 2816110 thru 2816119 only:
(a) If Piper Service Bulletin No. 990 has been complied with, no further action is required. If
not, then inspect seat belts at each position.
(b) Replace all belts manufactured by Pacific Scientific: if the seat belt has a date stamp of
6/94 thru 8/95; and the seat belt buckle end has an old Piper logo (large stylized “P”) or
no logo; and the seat belt fitting end I.D. tag has a date stamp of 6/94 thru 8/95.
(c) Replacement belts, fitting end, and buckle end should be ordered under the same part
number(s) found on the suspect seat belts as no new part numbers were issued. Order the
appropriate quantity of: Seat Belt, Fitting End - P/N 564-887; Buckle End (short) - P/N
564-868; Buckle End (medium) - P/N 564-889; and/or, Buckle End (long) - P/N 564-862.
(d) Check the new seat belts for operation and security after installation.
(e) Make an appropriate logbook entry of compliance with Service Bulletin No. 990
(f) Pending replacement of the suspect seat belts, the aircraft may be flown provided the
Pilot-In-Command inspects each seat belt being used for secure positive latching and that
the seat belts are free of any anomalies prior to each flight and during each use.
b. Inertial Reel Adjustment.
The inertial reel locking feature prevents the shoulder strap from extending and holds occupant in
place. For normal movement strap will extend and retract as required. If required, adust inertial reel
as follows:
1. Allow harness to wind up on reel as much as possible.
2. On end of reel, pry off plastic cover over spring. Make sure spring does not come out of plastic
cover. Set aside plastic cover.
3. Unwind the harness completely. Measure and mark the harness 24 inches from the reel center.
4. Wind harness onto reel until the 24-inch mark is reached. Hold reel and place cap with spring
over reel shaft end.

3C2
5. Align slot in shaft with spring tang. Wind spring 6 1/2 turns and snap plastic cover into holes
in reel end shaft.
6. Release harness and allow harness to wind up. Extend harness several times to check reel for
smooth operation.
7. Hold inertia reel with reel completely wound and inertia mechanism end up. Pry off plastic
cover over mechanism and set reel aside.
8. Install nut in plastic cover so that stud in cover is flush with nut surface. Position cover over
reel and snap cover into place. Extend harness several times to ensure reel operates smoothly.
14-51. PORTABLE FIRE EXTINGUISHER
a. Inspection
Disposable type fire extinguishers should be maintained and inspected in accordance with the
nameplate instructions.
1. Monthly
Inspect monthly or more frequently. Ensure nozzle is not obstructed and safety seal is intact.
Inspection is a "quick check" that an extinguisher is available and will operate. It is intended to
give reasonable assurance that the extinguisher is fully charged and operable. This is done by
seeing that it is in its designated place, that it has not been actuated (discharged) or tampered
with, and that there is no obvious physical damage or condition to prevent operation.
Determine fullness by weighing or "hefting."
2. 100 Hour / Annual
Each 100 hours or annually, whichever comes first, weigh the extinguisher. Replace and return
to manufacturer if gross weight is below the minimum specified on the nameplate.

3C3
END

3C4

Service Manual Cherokee Warrior (Part Number 761-539)

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PIPER

PIPER AIRCRAFT CORPORATION

Piper Aircraft, Inc.

© 1973, 2009, 2019 Piper Aircraft, Inc.

Revision Publication Date Revision Publication Date

7/11/19 REVISION STATUS

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REVISION STATUS 7/11/19

LIST OF EFFECTIVE PAGES

Intro-List of 1 Jul 11/19

Intro-Table of Contents 1 Jul 11/19

Introduction 1 Jul 11/19

List of Illustrations 1 Jul 11/19

List of Charts 1 Jul 11/19

7/11/19 INTRO - LIST OF EFFECTIVE PAGES

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INTRO - LIST OF EFFECTIVE PAGES 7/11/19

SUBJECT SECTION PAGE

LIST OF ILLUSTRATIONS LOI 1

7/11/19 INTRO - CONTENTS

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INTRO - CONTENTS 7/11/19

1. Instructions for Continued Airworthiness

PA-28-161 Cherokee Warrior II 28-7716001 thru 28-7716323 1977

PA-28-161 Warrior III 2816110 1994

4. Serial Number Explanation

TYPE CERTIFICATE DESIGNATION SEQUENCE NUMBER (3 digits)

MODEL YEAR MODEL CODE

Example (1986 and Up): 28 16 001

TYPE CERTIFICATE DESIGNATION SEQUENCE NUMBER (3 digits)

5. Assignment of Subject Material

8. Aerofiche Grid Numbering

(8) FIRE EXTINGUISHER (PORTABLE):

14. Section Index Guide

I AIRWORTHINESS LIMITATIONS I-i

II HANDLING AND SERVICING 1A16

III INSPECTION III-i

V SURFACE CONTROLS 1G9

VII LANDING GEAR AND BRAKES 1I10

VIII POWERPLANT 1J19

IX FUEL SYSTEM 2A10

XI ELECTRICAL SYSTEM 2D4

XII ELECTRONICS 2J11

XIII HEATING AND VENTILATION SYSTEM 2K5

XIV ACCESSORIES AND UTILITIES 3A8

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7/11/19 LIST OF ILLUSTRATIONS

LIST OF ILLUSTRATIONS (cont.)

LIST OF ILLUSTRATIONS 7/11/19

LIST OF ILLUSTRATIONS (cont.)

7/11/19 LIST OF ILLUSTRATIONS

LIST OF ILLUSTRATIONS (cont.)

LIST OF ILLUSTRATIONS 7/11/19

LIST OF ILLUSTRATIONS (cont.)

7/11/19 LIST OF ILLUSTRATIONS

LIST OF ILLUSTRATIONS (cont.)