AIRPLANE MAINTENANCE MANUAL

CARD 1 OF 8

PA-32R-301

(S/N’s 3246001 & UP)

PA-32R-301T

(S/N’s 3257001 & UP)

THE NEW PIPER AIRCRAFT, INC.

PART NUMBER 761-879 February 9, 2007
1A1

Island Enterprises
 Published by
Technical Publications

© THE NEW PIPER AIRCRAFT, INC.

2926 Piper Drive
Vero Beach, Florida 32960
U.S.A.

Member
General Aviation
Manufacturers Association

1A2

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

AEROFICHE REVISION STATUS

Revisions to this Maintenance Manual (P/N 761-879) originally published June 24, 1996 and reissued
September 30, 2006 are as follows:

Effectivity Publication Date Aerofiche Card Effectivity

ORG950712 June 24, 1996 1, 2, 3, and 4

CR970701 July 1, 1997 1, 2, 3, 4, and 5
PR990715 July 15, 1999 1, 2, 3, 4, and 5
PR011215 December 15, 2001 1
PR020331 March 31, 2002 1
PR040216 February 16, 2004 1, 3, and 5
PR050319 March 19, 2005 1, 2, 3, and 4
CR060930 September 30, 2006 1, 2, 3, 4, 5, 6, 7, and 8
PR070209 * February 9, 2007 1 and 7

* COMPLETE REVISION OF MAINTENANCE MANUAL 761-879

Revisions appear only in Aerofiche Cards 1 and 7. Accordingly, discard your

existing Aerofiche Cards 1 & 7 and replace them with these dated 02/09/07.

Consult the Piper Customer Service Information Aerofiche (P/N 1753-755) for current revision dates for this
manual.

1A3 AEROFICHE EFFECTIVITY PAGE 1

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

INTRODUCTION

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

Intro-List of 1 Feb 9/07

Effective Pages 2 Sep 30/06

Intro-Table of Contents 1 Sep 30/06

2 Sep 30/06

Introduction 1 Sep 30/06

2 Feb 9/07
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Feb 9/07
7 Feb 9/07
8 Feb 9/07
9 Sep 30/06
10 Sep 30/06
11 Sep 30/06
12 Sep 30/06
13 Sep 30/06
14 Sep 30/06
15 Feb 9/07
16 Sep 30/06

Index 1 Sep 30/06

2 Feb 9/07
3 Feb 9/07
4 Feb 9/07
5 Feb 9/07
6 Feb 9/07
7 Sep 30/06
8 Sep 30/06

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

Introduction
Instructions for Continued Airworthiness 1 1A9
General 1 1A9
Effectivity 1 1A9
Serial Number Explanation 2 1A10
Assignment of Subject Material 2 1A10
Pagination 3 1A11
Aerofiche Effectivity 3 1A11
Identifying Revised Material 3 1A11
Indexing 3 1A11
List of Effective Pages 3 1A11
Warnings, Cautions, and Notes 4 1A12
Accident / Incident Reporting 4 1A12
Supplementary Publications 4 1A12
PIPER Publications 4 1A12
Vendor Publications 4 1A12
Chapter/Section Index Guide 11 1A19

Index
Index 1 1B1

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

INTRODUCTION

1. Instructions for Continued Airworthiness

WARNING: INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA) FOR ALL NON-PIPER
APPROVED STC INSTALLATIONS ARE NOT INCLUDED IN THIS MANUAL. WHEN A
NON-PIPER APPROVED STC INSTALLATION IS INCORPORATED ON THE AIRPLANE,
THOSE PORTIONS OF THE AIRPLANE AFFECTED BY THE INSTALLATION MUST BE
INSPECTED IN ACCORDANCE WITH THE ICA PUBLISHED BY THE OWNER OF THE
STC. SINCE NON-PIPER APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS
INTERFACE, OPERATING CHARACTERISTICS AND COMPONENT LOADS OR
STRESSES ON ADJACENT STRUCTURES, THE PIPER PROVIDED ICA MAY NOT BE
VALID FOR AIRPLANES SO MODIFIED.
The PIPER PA-32R-301 Saratoga II HP / PA-32R-301T Saratoga II TC Maintenance Manual constitutes
the Instructions for Continued Airworthiness in accordance with Federal Aviation Regulations (FAR) Part
23, Appendix G. Chapter 4 contains the Airworthiness Limitations section (4-00-00) and the Inspection
Program is in Chapter 5 (5-20-00).
2. General
This publication is prepared in accordance with the General Aviation Manufacturers Association (GAMA)
Specification No. 2, with respect to the arrangement and content of the System/Chapters within the
designated Chapter/Section-numbering system.
WARNING: USE ONLY GENUINE PIPER PARTS OR PIPER APPROVED PARTS OBTAINED FROM
PIPER APPROVED SOURCES, IN CONNECTION WITH THE MAINTENANCE AND
REPAIR OF PIPER AIRPLANES.
This manual does not contain hardware callouts for installation. Hardware callouts are only indicated
where a special application is required. To confirm the correct hardware used, refer to the PA-32R Parts
Catalog P/N 761-880, and FAR 43 for proper utilization.
Genuine PIPER parts are produced and inspected under rigorous procedures to ensure airworthiness
and suitability for use in PIPER airplane applications. Parts purchased from sources other than PIPER,
even though identical in appearance, may not have had the required tests and inspections performed,
may be different in fabrication techniques and materials, and may be dangerous when installed in an
airplane.
Additionally, reworked or salvaged parts or those parts obtained from non-PIPER approved sources,
may have service histories which are unknown or cannot be authenticated, may have been subjected to
unacceptable stresses or temperatures or may have other hidden damage not discernible through
routine visual or nondestructive testing. This may render the part, component or structural assembly,
even though originally manufactured by PIPER, unsuitable and unsafe for airplane use.
THE NEW PIPER AIRCRAFT, INC. expressly disclaims any responsibility for malfunctions, failures,
damage or injury caused by use of non-PIPER approved parts.
NOTE: THE NEW PIPER AIRCRAFT, INC. expressly reserves the right to supersede, cancel and/or
declare obsolete any part, part numbers, kits or publication that may be referenced in this
manual without prior notice.
In any question concerning the care of your airplane, be sure to include the airplane serial number in
any correspondence.
3. Effectivity
This maintenance manual is effective for PA-32R-301 Saratoga II HP airplane serial numbers 3246001
and up and PA-32R-301T Saratoga II TC airplane serial numbers 3257001 and up. This encompasses
the model years shown in Chart 1.

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 1
MODEL YEARS
PA-32R-301 Saratoga II HP PA-32R-301T Saratoga II TC
Model Year Serial Numbers Model Year Serial Numbers
1995 3246001 thru 3246017 Prototype 3257001
1996 3246018 thru 3246059 1998 3257002 thru 3257075
1997 3246060 thru 3246087 1999 3257076 thru 3257123
1998 3246088 thru 3246125 2000 3257124 thru 3257155;
1999 3246126 thru 3246153 less 3257144
2000 3246154 thru 3246165 2000.5 3257156 thru 3257198;
and 3257144
2000.5 3246166 thru 3246181
2001 3257199 thru 3257266
2001 3246182 thru 3246203
2002 3257267 thru 3257296
2002 3246204 thru 3246209
2003 3257297 thru 3257338
2003 3246210 thru 3246217
2004 3257339 thru 3257369
2004 3246218 thru 3246226
2005 3257370 thru 3257400
2005 3246227 thru 3246232
2006 3257401 thru 3257439
2006 3246233 thru 3246244
2007 3257440 and up

NOTE: The above is provided as a general reference only.

4. Serial Number Explanation

Example:
32 46 001

SEQUENCE NUMBER
TYPE CERTIFICATE DESIGNATION

MODEL CODE
46 = PA-32R-301 SARATOGA II HP
57 = PA-32R-301T SARATOGA II TC

5. Assignment of Subject Material

This publication is divided into industry standard, three element, numeric subject groupings as follows:
A. System/Chapter - The various groups are broken down into major systems such as Environmental
Systems, Electrical Power, Landing Gear, etc. They are assigned a number, which becomes the first
element of the standardized numbering system. Thus, the element “28” of the number 28-40-01
refers to the chapter “Fuel”. Everything concerning the fuel system will be covered in this chapter.
B. Sub-System/Section - The major systems/chapters of an airplane are broken down into
subsystems. These sub-systems are identified by the second element of the standard numbering
system. The element “40” of the number 28-40-01 concerns itself with the indicating section of the
fuel system.

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

C. Unit/Subject - The individual units within a sub-system/section may be identified by the third
element of the standard numbering system. The element “01” of the number 28-40-01 is a subject
designator. This element is assigned at the option of the manufacturer and is normally zeroed out by
PIPER.
Refer to Chapter/Section Index Guide, for a complete breakdown and list. The material is arranged in
ascending numerical sequence.
6. Pagination
The Chapter - Section (i.e. - 28-40-00) numbering system (explained above) forms the primary page
numbering system for this manual. Within each Section, pages are numbered consecutively beginning
with Page 1 (i.e. - 28-40-00, Page 1). Additionally, the aerofiche grid numbering system (explained
below) is also used to indicate location within the manual.
7. Aerofiche Effectivity
A. The General Aviation Manufacturers Association (GAMA) have developed specifications for
microfiche reproduction of aircraft publications. The information compiled in this Aerofiche
Maintenance Manual will be kept current by revisions distributed periodically. These revisions will
supersede all previous revisions and will be complete Aerofiche card replacements and shall
supersede Aerofiche cards of the same number in the set. The “Aerofiche Effectivity” page at the
front of this manual lists the current revision for each card in this set.
B. Conversion of Aerofiche alpha/numeric grid code numbers:
First number is the Aerofiche card number.
Letter is the horizontal row reference per card
Second number is the vertical column reference per card.
Example: 2J16 = Aerofiche card number two, row J, column 16.
C. To aid in locating information, the following is provided at the beginning of each aerofiche card:
(1) A complete Introduction containing the Chapter/Section Index Guide for all fiche in this set.
(2) A complete subject Index for all fiche in this set.
8. Identifying Revised Material
A revision to a page is defined as any change to the printed matter that existed previously.
Revisions, additions and deletions are identified by a vertical line (i.e. - change bar) along the left-
hand margin of the page opposite only that portion of the printed matter that was changed.
A change bar in the left-hand margin opposite the footer (i.e. - chapter/section/subject, page
number and date), indicates that the text was unchanged but the material was relocated to a
different page.
Example.
NOTE: Change bars are not used in the title pages, list of effective pages, or index.
9. Indexing
An alphabetically arranged subject Index follows this introduction to assist the user in locating desired
information. In addition, each System/Chapter begins with an individual Table of Contents.
10. List of Effective Pages
Each System/Chapter has a List of Effective Pages preceding the Table of Contents to identify the
effective revision date for each page in that chapter.

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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
PA-32R-301/301T airplanes and its various components. Use them to supplement this manual.
A. Piper Publications: Part Number
(1) Parts Catalog 761-880
(2) Progressive Inspection Manuals (50 hour):
SARATOGA II HP (S/N’s 3246001 & up) 761-881 (pending)
SARATOGA II TC (S/N’s 3257001 & up) 761-896 (pending)
(3) Periodic Inspection Report Forms:
SARATOGA II HP (S/N’s 3246001 & up) 230-1047
SARATOGA II TC (S/N’s 3257001 & up) 230-2047
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: Climate Control Inc. (or) Sanden International (USA), Inc.
2120 N. 22nd Street 601 South Sanden Blvd.
Decatur, Illinois 62526 Wylie, TX 75098-4999
(217) 422-0055 (972) 442-8400
http://www.ccicompressor.com http://www.sanden.com
(2) ALTERNATOR:
Vendor: Kelly Aerospace, Power Systems PH: (334) 227-8306
Airport Complex
P. O. Box 273
Fort Deposit, Alabama 36032
http://www.kellyaerospace.com/index.htm/
Overhaul Manual: Manual OE-A2

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(3) AUTOFLIGHT:
Vendor(s): Honeywell (or) S-TEC Corporation
One Technology Center One S-TEC Way
23500 W. 105th St., M/D #45 Mineral Wells, Texas 76067-9236
Olathe, Kansas 66061-1950 PH - (940) 325-9406
http://www.bendixking.com/ www.s-tec.com
(4) BRAKES:
Vendor: Parker Hannifin Corp. PH: (800) 272-5464
Aircraft Wheel and Brake Division
1160 Center Road
Avon, Ohio 44011
http://www.parker.com/cleveland/Universe/book.pdf
(5) ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)
Vendor: Avidyne Corporation PH: (800) 284-3963
55 Old Bedford Road
Lincoln, MA 01773
http://www.avidyne.com/index.htm
Instructions for Continued Airworthiness:
Primary Flight Display
and Magnetometer/OAT: Document No. AVPFD-174
Multifunction Display: Document No. AVMFD-167
Data Acquisition Unit: Document No. AVSIU-011
or,
Vendor: Garmin International PH: (913) 397-8200
1200 East 151ST Street
Olathe, KS 66062
http://www.garmin.com
(6) EMERGENCY LOCATOR TRANSMITTER:
Vendor: Artex Aircraft Supplies PH: (800) 547-8901
14405 Keil Road NE
Aurora, Oregon 97002
http://www.artex.net/
(7) EMERGENCY BATTERY:
Vendor: Concorde Battery Corporation PH: (626) 813-1234
2009 San Bernardino Road FAX: (626) 813-1235
West Covina, CA 91790
http://www.concordebattery.com/index.htm
Instructions for Continued Airworthiness:
Maintenance Manual
Supplement,
Concorde Valve
Regulated Lead-Acid
Emergency Battery: Drawing No. 5-0143

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(8) ENGINE:
Vendor: Textron Lycoming PH: (717) 323-6181
652 Oliver Street FAX: (717) 327-7101
Williamsport, PA 17701
http://www.lycoming.textron.com/main.html
Overhaul Manual: DIRECT DRIVE MODELS - P/N 60294-7
Parts Catalog: IO-540- ..... - K1G5, ..... ENGINES - P/N PC-615
TIO-540-AH1A ENGINES - P/N PC-615-12
Operators Handbook: O-540, IO-540 SERIES - P/N 60297-10
TIO-540 Series - P/N 60297-23

NOTE: The above Lycoming publications can be ordered as a set on CD-ROM from
Avantext. See www.avantext.com or PH - (800) 998-8857.

(9) ENGINE FUEL CONTROL SYSTEMS:

Vendor: Precision Airmotive LLC PH: (360) 651-8282
14800 40th Ave NE FAX: (360) 651-8080
Marysville, WA 98271
http://www.precisionairmotive.com/
Vendor: Textron Lycoming (See Engine, above.)
Operation and Service
Manual: FM-250 Fuel Control System

(10) ELECTRIC FUEL PUMP:

Vendor(s): Parker Hannifin Corp. (or) Weldon Pump
Airborne Division 640 Golden Oak Parkway
711 Taylor Street Oakwood Village, OH 44146
Elyria, Ohio 44035 PH - (216) 232-2282
PH - (800) 382-8422
http://www.parker.com/cleveland/Universe/book.pdf
(11) FUEL CELLS:
Vendor: Engineered Fabrics Corporation PH: 770-684-7855
669 Goodyear Street FAX: 770-684-7438
Rockmart, Georgia 30153-0548
http://www.kfefc.com/index.htm
(12) GEAR LOCKING ACTUATORS, NOSE GEAR DOOR ACTUATOR, HYDRAULIC PUMP,
AND ALL HYDRAULIC COMPONENTS:
Vendor: Parker Hannifin Corp.
(See Brakes, above)
(13) HI-LOK FASTENERS AND TOOLS:
Vendor: Hi-Shear Corporation PH: (213) 326-8110
2600 Skypark Drive
Torrance, California 90509

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(14) INADVERTENT ICE PROTECTION SYSTEM (TKS):

Vendor: Aerospace Systems and Technologies, Inc.
3213 Arnold Ave. PH: (785) 493-0946
Salina, Kansas 67401 FAX: (785) 493-0950
http://www.weepingwings.com/
(15) LIGHTS - NAVIGATION/STROBE LIGHTS STANDBY/MAP:
Vendor: Whelen Engineering Co. Inc. PH: (860) 526-9504
Route 145, Winthrop Rd. FAX: (860) 526-2009
Chester, CT 06412
http://www.whelen.com/
(16) MAGNETOS:
Vendor: Slick Aircraft Products PH: (904) 739-4000
Unison Industries FAX: (904) 739-4006
Attn: Subscription Dept.
7575 Baymeadows Way
Jacksonville, FL 32256
http://www.unisonindustries.com/
Installation, Operation F1100 MASTER SERVICE MANUAL,
and Maintenance 4300/6300 SERIES MAGNETO
Instructions: MAINTENANCE AND
OVERHAUL MANUAL - L-1363
(17) NAVIGATION, COMMUNICATIONS, AND GPS (NAV/COM/GPS):
Vendor: Garmin International PH: (913) 397-8200
1200 East 151ST Street
Olathe, KS 66062
http://www.garmin.com
(18) OXYGEN SYSTEM: (TC ONLY)
Vendor: Scott Aviation PH: (716) 683-5100
2225 Erie Street
Lancaster, New York 14086
http://www.scottaviation.com/
(19) PROPELLER:
Vendor: Hartzell Propeller Inc. PH: (937) 778-4379
One Propeller Place FAX: (937) 778-4321
Piqua, OH 45356-2634
http://www.hartzellprop.com/index2.htm
Standard Practices: Manual No. 202A
Overhaul
and Maintenance: Manual No. 113B
Aluminum Blade
Overhaul: Manual No. 133C
Propeller Owner’s
Manual and Logbook: Manual No. 115N

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(20) PROPELLER GOVERNOR:

Vendor: Hartzell Propeller Inc. PH: (937) 778-4379
One Propeller Place FAX: (937) 778-4321
Piqua, OH 45356-2634
http://www.hartzellprop.com/index2.htm
Governor Maintenance: Manual No. 130B
(21) STANDBY ATTITUDE INDICATOR:
Vendor: Mid-Continent Instruments Co., Inc. PH: (316) 630-0101
9400 E. 34 TH Street N. FAX: (316) 630-0723
Wichita, KS 67226
http://www.mcico.com/index.html
Installation Manual and
Operating Instructions: Manual No. 9015762
(22) STARTER:
Vendor: See listing under (or) Sky-Tec
Alternator, above. 350 Howard Clemmons Rd
Granbury, Texas 76048
PH - (800) 476-7896
FAX - (817) 573-2252
http://www.skytecair.com
(23) VACUUM PUMPS:
Vendor: Aero Accessories, Inc. PH: (800) 822-3200
1240 Springwood Avenue
Gibsonville, NC 27249
http://www.aeroaccessories.com/index.html
(24) VACUUM REGULATORS:
Vendor: Parker Hannifin Corporation PH: (800) 382-8422
Airborne Division
711 Taylor St.
Elyria, OH 44035
http://www.parker.com/cleveland/Universe/book.pdf

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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PA-32R-301/301T, SARATOGA II HP/TC
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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

14. Chapter/Section Index Guide

NOTE: The following GAMA Specification No. 2 standard chapters are not included in this Maintenance
Manual: 36, 38, 49, 54, 60, 72, 75 and 83. These chapters are omitted because the subject
system is either: not installed in these airplanes; adequately covered in vendor or other manuals;
or, for ease of use, has been combined with another chapter.

CHAPTER SECTION TITLE GRID NO.

4 AIRWORTHINESS LIMITATIONS 1C1

00 Airworthiness Limitations

5 TIME LIMITS/MAINTENANCE CHECKS 1C9

00 General
10 Time Limits
20 Scheduled Maintenance
30 Special Inspections
50 Unscheduled Maintenance Checks

6 DIMENSIONS AND AREAS 1F1

00 General

7 LIFTING AND SHORING 1F15

10 Jacking

8 LEVELING AND WEIGHING 1F23

10 Weighing
20 Leveling

9 TOWING AND TAXIING 1G9

10 Towing
20 Taxiing

10 PARKING AND MOORING 1G19

10 Parking
20 Mooring

11 PLACARDS AND MARKINGS 1H5

20 Exterior Placards and Markings

30 Interior Placards

12 SERVICING 1I1

00 General
10 Replenishing
20 Scheduled Servicing

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

20 STANDARD PRACTICES - AIRFRAME 2C1

00 General
20 Painting

21 ENVIRONMENTAL SYSTEMS 2D3

00 General
20 Distribution
40 Heating
50 Cooling

22 AUTOFLIGHT 2G5

10 Autopilot

23 COMMUNICATIONS 2H9

00 General
50 Audio Integrating
60 Static Discharging

24 ELECTRICAL POWER 2I1

00 General
30 DC Generation
40 External Power
50 Electrical Load Distribution

25 EQUIPMENT/FURNISHINGS 3C1

10 Flight Compartment
20 Passenger Compartment
60 Emergency

26 FIRE PROTECTION 3D1

20 Extinguishing

27 FLIGHT CONTROLS 3D11

00 General
10 Aileron and Tab
20 Rudder and Tab
30 Stabilator and Tab
50 Flaps

28 FUEL 3G15

00 General
10 Storage
20 Distribution
40 Indicating

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

29 HYDRAULIC POWER 3I11

00 General
10 Main

30 ICE AND RAIN PROTECTION 4C1

00 General
10 Airfoil
30 Pitot and Static
60 Propeller
80 Detection

31 INDICATING / RECORDING SYSTEMS 4E7

50 Central Warning Systems

32 LANDING GEAR 4F3

00 General
10 Main Gear and Doors
20 Nose Gear and Doors
30 Extension and Retraction
40 Wheels and Brakes
60 Position and Warning

33 LIGHTS 4J5

00 General
10 Flight Compartment
40 Exterior

34 NAVIGATION 5C1

00 General
10 Flight Environment Data
20 Attitude and Direction
50 Dependent Position Determining

35 OXYGEN 5J1

10 Crew/Passenger

37 VACUUM 6C1

00 General
10 Distribution
20 Indicating

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

39 ELECTRICAL/ELECTRONIC PANELS 6C21

10 Instrument and Control Panels

51 STRUCTURES 6E1

00 General
10 Investigation, Cleanup and Aerodynamic Smoothness
70 Repairs
80 Electrical Bonding

52 DOORS 6F13

00 General
10 Passenger/Crew
30 Cargo

53 FUSELAGE 6G9

20 Main

55 STABILIZERS 6G19

20 Stabilator
30 Vertical Stabilizer
40 Rudder

56 WINDOWS 6H15

10 Flight Compartment
20 Passenger Compartment

57 WINGS 6I3

00 General
20 Auxiliary Structure
40 Attach Fittings
50 Flight Surfaces

61 PROPELLERS 6J9

10 Propeller Assembly
20 Controlling

70 STANDARD PRACTICES - ENGINE 7C1

00 General

PAGE 14
Sep 30/06 INTRODUCTION 1A22

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

71 POWER PLANT 7C9

00 General
10 Cowling
20 Mounts

73 ENGINE FUEL AND CONTROL 7D11

10 Distribution
20 Controlling

74 IGNITION 7E7

10 Electrical Power Supply

20 Distribution
30 Switching

76 ENGINE CONTROLS 7F21

10 Power Control

77 ENGINE INDICATING 7G7

00 General
10 Power
20 Temperature
40 Integrated Engine Instrument Systems

78 EXHAUST 7I1

00 General

79 OIL 7I11

20 Distribution
30 Indicating

80 STARTING 7J1

10 Cranking

81 TURBINES 7J17

20 Turbo-Supercharger

91 CHARTS & WIRING DIAGRAMS 8C1

10 Charts
21 & Up Wiring Diagrams (Schematics)

1A23 INTRODUCTION PAGE 15

Feb 9/07

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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PAGE 16
Sep 30/06 INTRODUCTION 1A24

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

A Avidyne Entegra EFIS Corrosion

Component Locator: 5D5 Control: 6E11
Access Plates and Panels: 1F12
Description: 5D1 Forms: 6E11
Accident/Incident Reporting: 1A12
Instrument Panel: 5D1
Aerofiche Grid Code: 1A11 D
Magnetic Heading System
Aileron
Calibration: 5I1 Definitions
Balancing: 6J4
Magnetometer: 5H24 Inspections: 1C19
Checking Free Play: 6J1
Wiring Harness: 5D8 Defrosters: 2D17
Installation: 6J2
Avionics Deicing Fluid: 4C7
Ailerons
Installation: 2H18 Doors
Control System
Rack-Mounted: 6D3 Baggage Door Lock Tool: 6G7
Installation: 3E11
Rigging and Adjustment: Cabin: 6G1
B Upper Door Latch -
3E13
Limits: 3E15 Balancing Equipment: 6H1, 6H5, Adjustment: 6G2, 6G4
Troubleshooting: 3E4 6H12 Description: 6F19
Tab: 3E16 Ball Diameters for Testing Hose Snubber Seals: 6F19
Air Conditioning Restrictions: 2C10 Installation: 6F20
Charging Stand Battery - See Electrical
Brakes E
Hookup: 2E21
Kent Moore J23500: 2E17 Bleeding: 4I17 EFIS - See Avidyne or Garmin
Robinar 34700: 2E16 Parking Brake: 1H1 EGT Gauge: 7G19
Hookup: 2E23 Servicing: 1I22 Electrical
Compressor System Battery: 2J6
Belt Installation: 2F12 Installation: 4I13 Servicing: 1I23
Sanden: 2F11 Leak Check: 4I16 Bonding: 6F9
Magnetic Clutch: 2F16 Toe Brake Cylinder: 4I17 Millivolt Drop Test: 6F10
York: 2F9 Toe Brake Installation: 4I15 Resistance Index: 6F10
Magnetic Clutch: 2F18 Wheel Brake Assembly: 4I9 Bonding Straps: 2H23
Condenser Buttock Lines: 1F10 Electrical System
Air Scoop Installation: 2F21 Alternator: 2I10
C Belt Tension Adjustment:
Evacuation Hookup: 2F4
Installation: 2E8 Cabin 2I21
Leak Test: 2F3 Heat: 2D17 Troubleshooting: 2I12
Service Valves: 2E9 Ventilation: 2D11, 2D17 Component Loads: 2J17
Test Gauge and Manifold Set: Chapter/Section Index Guide: Description and Operation:
2F1, 2F2 1A19 2I7
Torque Specifications: 2E15 Cherrylock Rivet Removal: 2C9 Load Distribution: 2J17
Troubleshooting: 2E3 CHT Gauge: 7G21 Standby Alternator: 2I23
Air Filter Circuit Breaker Panel: 6D4 Installation: 2J5
Servicing: 1J5 Cleaning: 1I8 Troubleshooting: 2J1
Airworthiness Aircraft Finish Care: 1I7 Emergency Battery: 2J9
Directives (AD’s): 1C15 Fuel Filter: 1I16 External Power: 2J15
Instructions for Continued Consumable Materials: 8C23 On Aircraft Checks: 2I18
Airworthiness: 1A9 Control Column Assembly: 3E5 Schematics
Limitations: 1C7 Control Wheel Installation: 3E9 ADF: 8I16
Annunciator Conversion Tables: 8C12 AHRS: 8I8
Description: 4E13 Decimal: 8C17 Air Conditioning: 8D19
Troubleshooting: 4E14, 4E20 Drill Sizes: 8C21 Air Data Computer: 8I9
Autopilot - See System 55/55X Metric: 8C20 Alternator Power: 8E13
Temperature: 8C18 Ammeter: 8E19
Weights and Measures: 8C19 Annunciator: 8G1
Attitude Gyro: 8I4
Autopilot: 8D23

1B1 INDEX SepPAGE 1

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Schematics (cont.) Switch: 8G19 Installation: 7C20, 7D8

Auxiliary Vacuum System: Taxi: 8H15 Instruments
8I20 Low Voltage Monitor: 8E19 Analog Instruments: 7H7
Avionics Magneto Switch: 8I23 Single / Dual Instrument:
Cooling: 8D17 MAP: 8J2, 8J3, 8J16 7H7
Lighting: 8D17 Multi-Function Display CHT Gauge - See CHT
Baggage Door Ajar: 8H11 (MFD): 8I7 Gauge
Cabin Temp: 8J16 OAT Probe: 8I1 Description: 7G13
CHT: 8J5, 8J11, 8J15 Oil Pressure: 8J19, 8J21 EGT Gauge - See EGT
Clock: 8H7 Oil Temperature: 8J19, 8J21 Gauge
Configuration Module: 8J16 Overhead Speakers: 8E9 Engine Instruments & DDMP:
Data Acquisition Unit: 8J10 Pitot Heat: 8F21 7H3
Data Link: 8F23 Power Point: 8F3 Alarm Conditions: 7H9
DDMP: 8J6 Power Switching: 8E22 Electrical Mode: 7H10
DME: 8I17 Primary Flight Display (PFD): Exceedance Condition:
EGT: 8J12, 8J13 8I7 7H9
Electric Flaps: 8F9 Radio Master Switch: 8E7 Exceedance Mode: 7H11
ELT: 8F5 RPM: 8J1, 8J3, 8J21 Failure Condition: 7H9
Engine / Airframe Unit: 8J17 Skywatch: 8I13 Fuel Mode: 7H13
Engine Digital Display Squat Switch, R.H.: 8I1 Instrument Mode: 7H10
Monitoring Panel: 8J6 Stall Warning: 8F7 Integrated Engine
Engine Gauge: 8J8 Standby Alternator: 8E20 Instrumentation
Entertainment Console: 8H6 Standby Attitude Indicator: Calibration: 7H16
Exceedance Audio Alert: 8I5 Percent Power: 7H12
8F17 Starter and Accessories: 8K1 Temperature Mode: 7H13
External Power: 8F1 Stormscope: 8I14 Manifold Pressure Gauge -
Fresh Air Blower: 8D15 TIT: 8J12, 8J14, 8J15 See MAP Gauge
Fuel Flow: 8J12, 8J13, 8J14, TKS System: 8F19 Oil Pressure: 7I19
8J21 Transponder: 8I15 Oil Temperature: 7I21
Fuel Pump: 8F11 Turn and Bank Indicator: 8I3 Tachometer - See
Fuel Quantity: 8F13 VAC: 8J5 Manifold Pressure vs Oil
GMA 1347 Audio Panel: Vacuum Inop: 8I19 Temperature: 7E4
8E10 Static Wicks: 2H23 Mixture Control Adjustment:
Ground Blocks: 8E23 Symbols: 8D10, 8D11 7G3
Ground Clearance: 8E3 System Mount
Hour Meter: 8H7 Servicing: 1J6 Corrosion Inspection: 7D5
Integrated Avionics Units: Voltage Regulator: 2J9 Shock Mounts: 7D6
8I10 Wire Coding: 8D9 Serial Number Location: 1F7
Landing Gear ELT Standard Practices: 7C7
Control: 8G13 Artex ELT 110-4: 3C19 Starter
Position and Warning: Battery: 3C19 Bench Tests: 7J12
8G15 Testing: 3C20 Description: 7J7
Lights Wiring Schematic: 3C21 Exploded View: 7J7
Baggage: 8H7 Empennage Group: 6H2 Service Test Specifications:
Courtesy: 8H2 Engine 7J13
Flood: 8H12 Description: 7C15 Troubleshooting: 7J8
Landing: 8H15 Exhaust System - See Exhaust Using External Power: 7J12
Navigation: 8H20 System Throttle Control Adjustment:
Panel: 8G19 Fuel 7G3
Radio: 8H1 Air Bleed Nozzles: 7E1 Timing Marks: 7E15
Reading: 8H2 Injection System: 7D24 Troubleshooting: 7C15
Recognition: 8H24 Troubleshooting: 7D17
Strobe: 8H20 Ignition - See Ignition System

PAGE 2
Feb 9/07 INDEX 1B2

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Turbocharger Troubleshooting: 3G24 Troubleshooting: 5D16

Description: 7K1 Fuselage Stations: 1F10 Engine / Airframe
Installation: 7K7 SensorFailures: 5D21
Nomenclature: 7K4 G GDC 74A: 5F1
Troubleshooting: 7K2 Garmin 1000 EFIS GDL 69/69A: 5F7
Wastegate Alerts and Annunciations: 5D18 GDU 1040: 5E4
Adjustment: 7K9 Calibration GEA 71: 5E21
Installation: 7K9 GRS 77/GMU 44: 5H4 GIA 63W: 5E12
Exhaust System Magnetic: 5I4 GMA 1347: 5E10
100 Hour Inspection: 7I7 Components: 5E3 GMU 44: 5F5
Inspection Points: 7I8 Configuration Mode Overview: GRS 77: 5F3
Extinguishing 5F12 GTX 33: 5E23
Portable Fire Extinguisher: 3D7 Description: 5D10 LRU Failures: 5D19
Description: 3D7 Displays: 5D10 Software
Inspection: 3D7 Inspections: 5D24 Load / Configuration: 5G1
Lighting Setup: 5H14 GMA-340
F Cockpit: 5H17 Adjustment: 2H19
Fiberglass Repairs - See Repairs - Magnetic Heading System Audio Panel: 2H17
Fiberglass Calibration: 5I4 Functional Test: 2H17
Flaps Post-Installation Setup: 5F12 Removal and Installation: 2H17
Control System Required Equipment List: 5I9 GNS 430/530
Installation: 3G6 Shield Block Installation: 5F11 Post Installation Setup: 5I11
Rigging and Adjustment: 3G8 Spider Grounds: 5F10 GTX-330
Troubleshooting: 3G5 System Communications: 5D11 Post Installation Setup: 5I16
Inspection Engine / Airframe Interface:
Flap Torque Tube/Pushrod 5D14
H
Distortion Inspection: Flight Instrumentation Heated Pitot-Static Mast: 4C7,
3G11 Interface: 5D13 4D15
Installation: 6J2 Hierarchy: 5G2 Heated Windshield Panel: 4D19
Flareless Tube Fittings: 2C12 Navigation / Communications Hose Specifications: 8C22
Flight Instruments - See also EFIS Interface: 5D15 Hose, Tube, and Line Markings:
Airspeed Indicator: 5C18 Testing 2C11
Altimeter: 5C17 AHRS / ADC Backup Path: Hydraulic System
Attitude Indicator: 5C23 5H13 Installation: 3I20
Directional Gyro: 5H19 Aircraft Interface: 5G17 Pump: 3J2
Magnetic Compass: 5I6 Display Failure: 5H13 Servicing: 1I23
Standby Attitude Indicator: Emergency Power: 5H5 Schematic Diagram: 3I18
5C24 Engine / Airframe: 5H2 Servicing: 3J5
Turn and Bank Indicator: 5I8 GDC 74A: 5G23 Testing: 3J5
Vertical Speed Indicator: 5C16 GIA 63W: 5G21
Fluid Line Identification: 2C10 GIA Failure: 5H12 I
Fluid Tubing Support: 2C13 GMA 1347: 5G20 Ice Protection: 4C5
Fuel System GPS Failure: 5H11 Ignition System
Filter Assembly: 3H18 GRS 77/GMU 44: 5G24 Description: 7E13
Fuel Cells: 3H6 GTX 33: 5G22 Ignition Harness: 7F9
Components: 3H7 Initial Display: 5G16 Harness Cap: 7F13
Fuel Quantity Optional Systems: 5H7 Stripping Tool: 7F10
Calibration: 3I1, 3I5, 3I6 S-TEC 55X Interface: 5H5 Magnetos: 7E14
Needle Deviation: 3H22 Wiring Harness: 5F20 100 Hour Inspection: 7E14
Inspection 500 Hour Inspection and
Fuel Tank / Wing Spar Cleaning: 7E17
Corrosion Inspection: Bearing Bar: 7F4
3H5 Bearings: 7F1

1B3 INDEX PAGE 3

Feb 9/07

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Magnetos (cont.) Per Event Leading Particulars: 1F8

Carbon Brush Assembly: Engine Events/Stoppages: Leveling Airplane: 1G7
7E20 1E16 Life Limited Parts: 1C7
Coil Wedge: 7F1 Flaps Extended Above Lights
Exploded View: 7E22 Maximum Flap Exterior
Impulse Coupling Extension Speed: Landing Lights: 4J15
Pawl Clearance: 7E18 1E17 Navigation Lights: 4J23
Pawls: 7E18 Flood Damage: 1E18 Recognition Lights: 4J23
Internal Timing: 7F4 Hard or Overweight Strobe Lights: 4J24
Oil Seal: 7F1 Landing: 1E16 Interior
Rotor and Stop Pin: 7E17 Lightning Strike: 1E15 Annunciator
Rotor Gear: 7F4 Severe Turbulence: 1E16 Lamp Replacement: 4J13
Testing: 7F6 Progressive Inspection: 1C21 Dimmer Control: 4J13
Timing to Engine: 7E14 Special: 1E5 Locking Airplane: 1H1
Timing Tool Kit Unscheduled: 1E15 Lubrication
Troubleshooting: 7E14 Instruments Application of Grease: 1J8
Spark Plugs: 7F14 Face-Mounted: 6D3 Application of Oil: 1J8
Coupling Torque: 7F16 Introduction: 1A7 Charts: 1J9
Inspection And Cleaning: Air Conditioning: 1J24
7F15 J Baggage Doors: 1J23
Inadvertent Ice Protection System Jacking: 1F21 Cabin Doors: 1J23
- See TKS Control System: 1J14
Index: 1B1 L Fuel Selector: 1J22
Inspection - See also System Landing Gear Main Landing Gear: 1J10
Chapter/Section Description: 4F11 Nose Landing Gear: 1J12
Definitions: 1C19 Emergency Release: 4I1 Power Plant: 1J20
Procedures Extension and Retraction Propeller: 1J20
100 Hour Standby Alternator: Functional Test: 4H17 Seats: 1J23
2I24 Troubleshooting: 4H11
Aft Wing Attach Fitting: 6G15 M
Limit Switches: 4I21
100 Hour: 6G15 Main Magnetic Heading Systems: 5H20
Alternate Air Door: 1J5 Actuating Cylinder: 4H23 Magnetos - See Ignition System
Control Cables: 3D20 Adjustment: 4G5 MAP Gauge: 7G15
Dye Penetrant: 2C14 Aligning: 4G7 Markings - See See Placards
Electrical Bonding: 6F9 Door: 4G9 Mooring: 1H3
Flap Torque Tube/Pushrod Installation: 4G2 Muffler - See Exhaust System
Distortion Inspection: Oleo Strut: 4F22
3G11 Toe-In and Toe-Out
N
Flexible Hoses: 2C10 Correction: 4G8 Nylon Tubing Coupling: 2C14
Garmin 1000 EFIS Tolerances: 4G10
1000 Hour: 5E2 Nose O
Annual / 100 Hour: 5D24 Actuating Cylinder: 4H22
Nylon Tubing Couplings: Olive Clenching: 2C15
Adjustment: 4G24 Outside Air Temperature: 5C19
2C15 Alignment: 4G24
Propeller: 1J6 Oxygen System
Doors: 4H3 Cylinder: 5J7, 5J13, 5J19, 5J21
Restraint System: 3C10 Installation: 4G20
Requirements: 1C21 Description: 5J7
Oleo Strut: 4G16 Inspections: 5J12
Annual / 100 Hour Inspection: Tolerances: 4H4
1C21 Installation: 5J8
Servicing: 1I19 On/Off Control: 5J7, 5K1
Procedure: 1C22 Troubleshooting: 4F13
Overlimits Inspection: 1C21 Outlets: 5J7, 5J12, 5J13, 5J24
Warning: 4I24
Operational Check: 4J1

PAGE 4
Feb 9/07 INDEX 1B4

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Pressure Gauge: 5J7, 5J12, R Stabilator Balancing: 6H4

5J13, 5J23 Stabilator Trim Tab: 6H1
Repairs
Recharge Valve: 5J7, 5J11, Trim Control System
Fiberglass: 6E19
5J13, 5J22 Installation: 3F20
Impacted Damage: 6F4
Regulator Valve: 5J7, 5J13, Rigging and Adjustment:
Metal / Wire Stitching: 6F5
5J21 3F23
Stress Lines: 6F3
Servicing Stall Strips - See TKS
Thermoplastic: 6E21
Cleaning: 5J16 Stall Warning System: 3G1
Cracks: 6F1
Component Limits: 5J13 Functional Tests: 3G1
Deep Scratches: 6E22
Filling Pressures vs. Temp: Standard Practices Airframe: 2C5
Epoxy Patching Compound:
5J12 Starter - See Engine, Starter
6E23
Leak Tests: 5J16 Station Reference Lines: 1F11
List of Materials: 6E24
Purging: 5J16 Steering Pedal Assembly: 3F5
Surface Scratches: 6E22
Refilling: 5J10 Structures
Welding Repair: 6E23
Test Apparatus: 5J13 Description: 6E7
Various: 6F2
Swageloc Fittings: 5J18 Switches
Restraint System: 3C10
Troubleshooting: 5J9 Overhead Panel: 6D5
Revisions
Tubing Installation: 5J15 Push ON/OFF: 6D6
Aerofiche Revision Status: 1A3
Radio Master: 2H15
P Identifying Revised Material:
Rocker-Type: 6D5
1A11
Painting: 2C21 System 55/55X: 2G11
Rod End Bearing Installation: 2C8
Parking: 1H1 Flap Compensator: 2H6
Rudder
Parking Brake: 1H1 GPSS: 2G15
Control System
Piper Pitch Servo: 2H1
Installation: 3E23
Publications: 1A12 Pressure Transducer: 2G18
Rigging and Adjustment: 3F1
Pitot Heat: 4C7, 4D15 Roll Servo: 2G20
Limits: 3F2
Pitot/Static System Servo Clutch Torque
Troubleshooting: 3E21
Description: 5C11 Adjustment: 2H4
Rudder Balancing: 6H12
Installation: 5C12 Trim Monitor: 2G18
Trim Control System
Placards Trim Servo: 2G22
Installation: 3F3
Exterior: 1H11 Troubleshooting: 2G15
Rigging and Adjustment: 3F4
Interior: 1H16
Entertainment Console: 1H23 S T
Instrument Panel: 1H18 Taxiing: 1G17
Safety Walk Installation: 6F5
Principal Dimensions: 1F8 Testing
Seats
Propeller A/C Leaks: 2F3
Seat Back Lock: 3C7
Governor Control Arm: 6J21 ELT: 3C20
Serial Number
Installation: 6J16 Fuel Quantity Gauge: 3H23
Effectivity: 1A9
Torque Limits: 6J15 Garmin 1000 EFIS: 5G16
Explanation: 1A10
Typical Nicks and Removal GMA-340 Functional Test: 2H17
Location: 1F7
Methods: 6J18 Hydraulic System: 3J5
Service Points: 1I15
Propeller Deicing: 4D23 Magnetos: 7F6
Skin Material Specifications: 6E8
Propeller Governor: 6J22 Stall Warning System: 3G1
Spark Plugs - See Ignition System
Adjustment: 6J21 Thermoplastic Repairs - See
Stabilator: 6H1
Publications Repairs - Thermoplastic
Attach Brackets: 6H6
Piper: 1A12 Three View: 1F7
Control System
Vendor: 1A12 Tires
Installation: 3F14
Balancing: 1J6
Rigging and Adjustment.:
Servicing: 1I22
3F16
Limits: 3F17
Troubleshooting: 3F11

1B5 INDEX PAGE 5

Feb 9/07

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

TKS: 4C9 Magnetic Compass: 5I7 Windows and Windshields

Drain Valve: 1J2 Magnetos: 7E14 Windows: 6I1
Electrical Schematic: 4D13 Manifold Pressure Gauge: Installation: 6I1
Fluid Quantity Sender: 4D4 7G15 Windshield: 6H21
Fluid Schematic: 4D11 Oil Pressure Gauge: 7I19 Defrost: 2D17
Fluid Tank: 4D1 Oil Temperature Indicator: 7I21 Installation: 6H22
Fluid Tank Strainer: 4D3 Oxygen System: 5J9 Windshield Heat: 4D20
Porous Panel: 4C15 RSA Fuel Injection System: Wing
Finishing with Sealant: 4C20 7D17 Description: 6I9
Installation: 4C19 Rudder Control System: 3E21 Installation: 6I14
Stall Strips: 4C21 Stabilator Control System: 3F11 Tip: 6I11
Propeller Boot: 4E2 Standby Alternator Regulator: Wing Stations: 1F10
Propeller Installation: 4E1 2J1
Propeller Slinger Ring: 4D23 Starter: 7J8
Proportioning Unit Flow Rates: Strobe Lights: 4J24
4D7 Tachometer: 7G16
Pump and Drain Valve: 4C23 TKS Fault Isolation: 4C11
System TKS Tubing: 4D12
Servicing: 1J1 Turbocharger: 7K2
Test Apparatus: 4C14 Turn and Bank Indicator: 5I8
Troubleshooting: 4C10 Vacuum System: 6C8
Torque Vertical Speed Indicator: 5C16
Conversion: 8C15 Turbocharger - See Engine,
Requirements: 8C11 Turbocharger
Flare Fitting: 8C11
Nuts: 8C13 V
Torque Wrench Formula: 2C8 Vacuum System
Towing: 1G15 Description: 6C7
Troubleshooting Filter: 6C11
Aileron Control System: 3E4 Gauge: 6C11, 6C17
Air Conditioning System: 2E3 Inspection: 6C12
Airspeed Indicator: 5C19 Pump: 6C12
Alternator System: 2I13 Pump Fittings: 6C13
Altimeter: 5C17 Pump Vane Wear: 6C12
Annunciator: 4E14, 4E20 Regulator: 6C14
Attitude Indicator: 5C23 Service: 6C14, 6C17
Cylinder Head Temperature Switch: 6C18
Gauge: 7G21 Troubleshooting: 6C8
Directional Gyro: 5H19 Vendor
Engine: 7C16 Contact Information: 8D7
Engine Instrument & DDMP: Publications: 1A12
7H2 Vertical Stabilizer: 6H9
Exhaust Gas Temperature
Gauge: 7G19 W
Extension and Retraction: 4H11 Water Lines: 1F10
Flap Control System: 3G5 Weeping Wings - See TKS
Fuel System: 3G24 Weighing Airplane: 1G5
Garmin 1000 EFIS: 5D16 Wheels
Inadvertent Ice Protection Balancer: 1J7
System (TKS): 4C11 Main
Landing Gear: 4F13 Assembly: 4I5
Lycoming FM-250 Fuel Control Nose
System: 7D19 Assembly: 4I7

PAGE 6
Feb 9/07 INDEX 1B6

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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1B7 INDEX SepPAGE 7

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

GRIDS 1B8 THRU 1B24

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Sep 30/06 INDEX 1B8

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER

4
AIRWORTHINESS
LIMITATIONS

1C1

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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1C2

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER 4

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

4-List of 1 Sep 30/06

Effective Pages 2 Sep 30/06

4-Table of Contents 1 Sep 30/06

2 Sep 30/06

4-00-00 1 Sep 30/06

2 Sep 30/06

1C3 4 - LIST OF EFFECTIVE PAGES SepPAGE 1

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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Sep 30/06 4 - LIST OF EFFECTIVE PAGES 1C4

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER 4 - AIRWORTHINESS LIMITATIONS

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

AIRWORTHINESS LIMITATIONS 4-00-00 1 1C7

Limitations 1 1C7
Inspections 1 1C7
Life Limited Parts Marking and Disposition 1 1C7

1C5 4 - CONTENTS SepPAGE 1

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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PAGE 2
Sep 30/06 4 - CONTENTS 1C6

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

AIRWORTHINESS LIMITATIONS

NOTE: The Airworthiness Limitations section is FAA approved and specifies maintenance required
under §§ 43.16 and 91.403 of the Federal Aviation Regulations unless an alternative program
has been FAA approved.
1. Limitations
No limitations, related to fatigue life of the airplane and its components, have been established for the
PA-32R-301 nor the PA-32R-301T.
NOTE: Refer to the LIMITATIONS section in the Pilot’s Operating Handbook for a detailed delineation of
the flight limitations of the airplane.
2. Inspections
Refer to 5-20-00 for Piper’s recommended Inspection Program.
3. Life Limited Parts Marking and Disposition
14 CFR Part 43.10, Disposition of Life-Limited Aircraft Parts requires that proper procedures are
followed when removing life limited parts with time and/or cycles remaining on them as well as the
disposition of life limited parts with no time and/or cycles left. Life limited parts defined by Type
Certificate (TC) are listed in paragraph 1, above. Other parts which are replaced or rebuilt at specified
intervals are listed in Chapter 5.
A. Parts that are removed prior to accumulating their life limit, are to be marked with indelible ink or
marker with the part number, serial number and accumulated life status as defined in 14 CFR Part
43.10 in a manner that does not affect part structural integrity, i.e. - no surface deformation such as
vibration/etching allowed.
B. Parts that have accumulated the life limit shall be disposed of in accordance with the applicable
FARs. Piper recommends life limited parts with no time and/or cycles remaining be completely
destroyed.

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CHAPTER

5
TIME LIMITS /
MAINTENANCE
CHECKS
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CHAPTER 5

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

5-List of 1 Feb 9/07 5-20-00 (cont.) 31 Sep 30/06

Effective Pages 2 Sep 30/06 32 Sep 30/06
33 Sep 30/06
5-Table of Contents 1 Sep 30/06 34 Sep 30/06
2 Sep 30/06
5-30-00 1 Sep 30/06
5-00-00 1 Sep 30/06 2 Sep 30/06
2 Sep 30/06 3 Sep 30/06
4 Sep 30/06
5-10-00 1 Sep 30/06 5 Sep 30/06
2 Sep 30/06 6 Feb 9/07
7 Sep 30/06
5-20-00 1 Sep 30/06 8 Sep 30/06
2 Sep 30/06 9 Sep 30/06
3 Sep 30/06 10 Sep 30/06
4 Sep 30/06
5 Sep 30/06 5-50-00 1 Feb 9/07
6 Sep 30/06 2 Feb 9/07
7 Sep 30/06 3 Feb 9/07
8 Sep 30/06 4 Sep 30/06
9 Feb 9/07 5 Sep 30/06
10 Sep 30/06 6 Sep 30/06
11 Sep 30/06 7 Sep 30/06
12 Sep 30/06 8 Sep 30/06
13 Sep 30/06 9 Sep 30/06
14 Sep 30/06 10 Sep 30/06
15 Sep 30/06
16 Sep 30/06
17 Sep 30/06
18 Sep 30/06
19 Sep 30/06
20 Sep 30/06
21 Sep 30/06
22 Feb 9/07
23 Feb 9/07
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26 Sep 30/06
27 Sep 30/06
28 Sep 30/06
29 Sep 30/06
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CHAPTER 5 - TIME LIMITS / MAINTENANCE CHECKS

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

GENERAL 5-00-00 1 1C15

TIME LIMITS 5-10-00 1 1C17

SCHEDULED MAINTENANCE 5-20-00 1 1C19

Description 1 1C19
Definitions 1 1C19
Inspection Requirements 3 1C21
Annual / 100 Hour Inspection 3 1C21
Progressive Inspection 3 1C21
Overlimits Inspection 3 1C21
Annual / 100 Hour Inspection Procedure 4 1C22
Scheduled Maintenance - Saratoga II HP 7 1D1
Propeller Group 7 1D1
Engine Group 7 1D1
Cabin and Cockpit Group 9 1D3
Fuselage and Empennage Group 10 1D4
Wing Group 11 1D5
Landing Gear Group 12 1D6
Special Inspections 13 1D7
Operational Inspection 13 1D7
General 14 1D8
Notes 15 1D9
Scheduled Maintenance - Saratoga II TC 21 1D15
Propeller Group 21 1D15
Engine Group 21 1D15
Turbocharger Group 23 1D17
Cabin and Cockpit Group 23 1D17
Fuselage and Empennage Group 24 1D18
Wing Group 26 1D20
Landing Gear Group 26 1D20
Special Inspections 27 1D21
Operational Inspection 27 1D21
General 28 1D22
Notes 29 1D23

SPECIAL INSPECTIONS 5-30-00 1 1E5

Per Flight Hour 1 1E5
Per Calendar Year 2 1E7
Per Specific Operation / Operating Environment 4 1E10
High Dust or Industrial Pollution 4 1E10
High Salt or High Humidity 5 1E11
Operation in Extreme Cold 5 1E11
Operation in Soft or Unusual Terrain 6 1E12

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CHAPTER 5 - TIME LIMITS / MAINTENANCE CHECKS

TABLE OF CONTENTS (cont.)

SUBJECT SECTION PAGE GRID NO.

UNSCHEDULED MAINTENANCE CHECKS 5-50-00 1 1E15

Lightning Strike 1 1E15
Engine Overspeed, Overtemp, Overtorque, or Sudden Stoppage 2 1E16
Severe Turbulence, Hard or Overweight Landing 2 1E16
Flaps Extended Above Maximum Flap Extension Speed (VFE) 3 1E17
Flood Damage, Immersion in Water 4 1E18

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GENERAL

The New Piper Aircraft, Inc. (Piper) takes a continuing interest in having the owner get the most efficient
use from his airplane, and keeping the airplane in the best mechanical condition. To that end, Piper
publishes a recurring maintenance schedule which is supplemented with Service Bulletins, Service
Letters and Service Spares Letters as required.
A. The recurring maintenance schedule for the PA-32R-301/301T Saratoga II HP / TC is provided in
5-20-00.
B. Piper Service Bulletins are of special importance and Piper considers compliance mandatory.
These are sent to the latest U.S. registered owners and Piper Service Centers.
C. Service Letters deal with product improvements and service hints pertaining to the aircraft. They are
sent to Piper Service Centers and sometimes directly to owners, so they can properly service the
aircraft and keep it up to date with the latest changes. Owners should give careful attention to the
service letter information.
D. Service Spares Letters, which are sent only to Piper Service Centers, offer improved parts, kits and
optional equipment which were not available originally and which may be of interest to the owner.
NOTE: Piper mails Service Bulletins, Service Letters, and P.O.H. Revisions to the registered
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 Bulletins and Letters to the operating location(s) or
person(s).
Changes in aircraft registration may take a substantial amount of time to be recorded by
the Federal Aviation Administration and received by Piper to change the mailing address.
Owners and operators should make arrangements to keep abreast of service releases
during this interim period through their Piper Service Center.
The Federal Aviation Administration (FAA) publishes Airworthiness Directives (AD’s) that apply to
specific aircraft. They are mandatory changes and are to be complied within a time limit set by the FAA.
When an AD is issued, it is sent to the latest registered owner of the affected aircraft and also to
subscribers of the service. The owner is solely responsible for being aware of and complying with
airworthiness directives.
NOTE: A searchable database of AD’s is available on the FAA website. See the “Airworthiness
DIrectives” link at “www1.faa.gov”. Additionally, Avantext offers a free email notification service
for new AD’s as well as the last six weeks worth of AD’s at “www.avantext.com”.
An owner should periodically check with a Piper Service Center to find out the latest information to keep
his aircraft up to date.
Piper has a subscription service for the Service Bulletins, Service Letters, and Service Spares Letters.
This service is offered to interested persons such as owners, pilots, and mechanics at a nominal fee and
may be obtained through Piper Service Centers. Owners residing outside of the United States are urged
to subscribe to this service since Piper cannot otherwise obtain the addresses of foreign owners.
Maintenance Manuals and Illustrated Parts Catalogs are also available through Piper Service Centers
and Dealers world wide.

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TIME LIMITS

1. Refer to 4-00-00 for the FAA-approved airworthiness limitations section. It sets forth each mandatory
replacement time, structural inspection interval, and related structural inspection procedure required for
type certification.
2. Refer to 5-20-00 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, and are listed individually in 5-30-00.

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SCHEDULED MAINTENANCE

This section provides instructions for conducting inspections. Repair or replacement instructions for
those components found to be unserviceable during inspections will be found in the applicable airplane
system chapter. (See Chapter/Section Index Guide, Introduction.)
WARNING: GROUND THE MAGNETO PRIMARY CIRCUIT (P LEAD), BEFORE PERFORMING ANY
MAINTENANCE OPERATION ON THE ENGINE.
1. Description
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING
OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
The recurring maintenance schedules for the PA-32R-301 Saratoga II HP and the PA-32R-301T
Saratoga II TC are provided herein as Annual / 100 Hour Inspections. Progressive Inspection Programs
will be available from Piper Dealers in a separate manual form.
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.
2. Definitions
A. Inspections - Must be performed only by Certified Mechanics who are qualified on these aircraft,
using acceptable methods, techniques and practices to determine physical condition and detect defects.
(1) Routine Inspection - Consists of a visual examination or check of the aircraft and its
components and systems without disassembly.
(2) Detailed Inspection - Consists of a thorough examination of the aircraft, appliance, component,
or system; with disassembly as necessary to determine condition.
(3) Special Inspection - Involves those components, systems or structure which by their
application or intended use require an inspection peculiar to, more extensive in scope or at a
time period other than that which is normally accomplished during an event or annual
inspection.
B. Checks - Can be performed by pilots and/or mechanics who are qualified on this aircraft and
consists of examinations in the form of comparisons with stated standards for the purpose of
verifying condition, accuracy and tolerances.
C. 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.

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D. Tests - Operation of aircraft components, appliances or systems to evaluate functional performance.

(1) Operational Test - A task to determine that an item, is fulfilling its intended purpose.The task
does not require quantitative tolerances. This is a fault finding task.
(2) Functional Test - A quantitative check to determine, if one or more functions of an item
performs within specified limits. This test may require the use of supplemental bench test
equipment.
(3) In addition, each of the above tests must be performed by an FAA Certified Repair Station with
appropriate ratings or by a Certified Mechanic who is qualified on this aircraft. The recording of
the above function must be made in the permanent aircraft records by the authorized individual
performing the test.
E. Bench Test - Means removal of component from the aircraft to inspect for cleanliness, impending
failure, need for lubrication, repair or replacement of parts and calibration to at least the
manufacturers specifications using the manufacturers recommended test equipment or standards
or the equivalent.
Each bench test will be performed by a Piper Service Center, FAA Certified Repair Station with
appropriate rating or by a certified mechanic. This test will be performed at the scheduled interval
regardless of any bench test performed on a particular component while being repaired/overhauled
before scheduled interval bench test. After the component is installed into the aircraft, an
operational test of the component and its related system should be performed to ensure proper
function. Serviceable parts that were issued to the component will be filed in the aircraft permanent
records. The person performing the test must make appropriate entries in the aircraft’s permanent
maintenance record.
F. Maintenance - The word maintenance as defined by FAR Part 1, means “inspection, overhaul,
repair, preservation and the replacement of parts, but excludes preventive maintenance.”
G. 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.)
H. Time - as used in this manual.
(1) Time-in-service for aircraft components, unless otherwise specified, is a cumulative total of
flight hours or calendar time calculated from the time a new or overhauled component was first
installed in any aircraft, and including:
(a) the aircraft time that elapses from the initial installation to the first removal, if any; and,
(b) the aircraft time that elapses from each subsequent installation to each subsequent
removal, if any; or,
(c) the calendar time elapsed since the installation.
NOTE: Dates stamped on individual components at the time of manufacture are typically
applied to determine shelf life - i.e. the maximum time allowed from manufacture/
assembly/cure until actually installed in an aircraft and are not relevant.
Do not, however; ignore markings applied to life-limited parts when removed with time
and/or cycles remaining on them.
(2) Aircraft time, flight hours, or aircraft hours are the “Hobbs Time” shown on, or calculated from,
the installed “Hour Meter.”

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3. 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.
A. Annual / 100 Hour Inspection. (See paragraph 4.)
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. Inspections must be accomplished by persons authorized by the
FAA.
B. Progressive Inspection.
The Progressive Inspection programs are designed to permit the best utilization of the aircraft
through the use of a planned inspection schedule. This schedule is prepared in a manual form,
which will be available from Piper Dealers:
P/N 761-881 (pending) for the Saratoga II HP (S/N’s 3246001 & up), and
P/N 761-896 (pending) for the Saratoga II TC (S/N’s 3257001 & up).
Refer to Piper's Customer Service Information Aerofiche P/N 1761-755 for a checklist to ensure
obtaining latest issue.
NOTE: The 50 Hour Progressive Inspection Manuals (P/N 761-881 and 761-896) referenced
above will not be stand-alone documents. They will constitute a snapshot of the
Airworthiness Limitations and Inspection sections of the Instructions for Continued
Airworthiness (ICA) and will be current only at the time of printing. Use them as follows:
(1) Owners/operators desiring to establish a Part 91 Progressive Inspection Program
(PIP) (see 91.409(d)) or a Part 135 Approved Aircraft Inspection Program (AAIP) (see
135.419) should use the appropriate Progressive Inspection Manual as a template for
submission to their regional FAA office.
(2) 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.
C. 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 5-50-00 and applicable vendor publications.

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4. Annual / 100 Hour Inspection Procedure

A. Scheduled Maintenance (i.e. - paragraphs 5 and 6).
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. Inspections must be accomplished by persons authorized by the
FAA.
(1) The required periodic inspection procedures are listed in paragraphs 5 (PA-32R-301) and 6
(PA-32R-301T). These inspection procedures are broken down into major groups which include
Propeller, Engine, Cabin and Cockpit, Fuselage and Empennage, Wing, Landing Gear, Special
Inspection, 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 vendor
publications specify times other than those designated in the the various columns, it will be
indicated as:
As required by
“applicable vendor See Note “X”
publication” or
in the inspection interval columns, or listed as a special inspection in 5-30-00, or both.
(2) Refer to the applicable chapter of this manual for instructions on how to gain access to remove
any item that must be removed and is not completely accessible.
(3) Inspection Report Forms.
To help in the performance of periodic inspections, Inspection Report forms are available
through Piper Dealers:
P/N 230-1047 for the Saratoga II HP (S/N’s 3246001 & up), and
P/N 230-2047 for the Saratoga II TC (S/N’s 3257001 & up).
NOTE: Service centers conducting Part 91 Annual / 100 Hour Inspections can use the
Inspection Report Forms (P/N’s 766-858), as working check-off lists, provided they
verify their currency against an up-to-date copy of the ICA (i.e. - this Maintenance
Manual, see 4-00-00 and 5-20-00).
(4) In addition to inspection intervals required in scheduled maintenance (i.e. - paragraph 5),
preflight inspection must also be performed.
(5) References to maintenance manual applicable areas are per the “chapter - system/sub-system”
assignment of subject material numbering system.
B. Special Inspections (see 5-30-00.)
C. Unscheduled Maintenance (see 5-50-00.)

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5. Scheduled Maintenance - Saratoga II HP (S/N’s 3246001 & up)

Refer to Notes 1, 2, 3, and 4 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 SWITCH(S) ARE OFF
(GROUNDED). IF MAGNETO(S) ARE NOT GROUNDED, TURNING
PROPELLER MAY START ENGINE.
1. Inspect spinner and back plate for cracks, dents, missing screws, and security... O O
2. Inspect blades for nicks and cracks....................................................................... O O
3. Check for grease and oil leaks .............................................................................. O O
4. Lubricate propeller per Lubrication Chart, 12-20-00 ............................................. O O
5. Inspect spinner mounting brackets for cracks and security................................... O
6. Inspect propeller mounting bolts for security and safety.
Recheck torque values if safety is broken. ............................................................ O
7. Inspect hub parts for cracks and corrosion ........................................................... O
8. Rotate blades and check for tightness in hub pilot tube ........................................ O
9. Inspect complete propeller and spinner assembly for security, chafing,
cracks, deterioration, wear, and correct installation .............................................. O
B. ENGINE GROUP
WARNING: IF MAGNETO(S) 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 SWITCH(S)
ARE OFF (GROUNDED).
NOTE: Read Notes 5, 21 and 46 prior to completing the following items.
1. Remove engine cowling and inspect for internal and external damage.
(See Note 26.) ....................................................................................................... O O
2. Clean and inspect cowling for cracks, distortion, and loose or missing fasteners. O
3. Drain oil sump ....................................................................................................... O O
4. Clean suction oil strainer at oil change; inspect strainer for foreign particles........ O O
5. Change full flow, cartridge type, oil filter element; inspect element for foreign
particles. (See Note 7.).......................................................................................... O O
6. Inspect oil temperature sender unit for leaks and security .................................... O
7. Inspect oil lines and fitting 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 cowl or lubrication chart, 12-20-00............. O O
CAUTION: USE CAUTION NOT TO CONTAMINATE VACUUM PUMP WITH
CLEANING FLUID. (REFER TO LATEST REVISION TEXTRON
LYCOMING SERVICE INSTRUCTION NO. 1221.)
10. Clean engine with approved solvents.................................................................... O

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5. Scheduled Maintenance - Saratoga II HP (S/N’s 3246001 & up) (continued)

Inspection
NATURE OF INSPECTION Interval (Hrs)
50 100

B. ENGINE GROUP (CONT.)

11. Inspect condition of spark plugs. Clean and adjust gap as required; adjust per
latest revision Textron 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. Check cylinder compression. (Refer to AC 43.13-1, latest revision.) .................... O
14. Inspect cylinders for cracked or broken fins. (See Note 9.) ................................... 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. Check magneto points for proper clearance.......................................................... O
18. Inspect magneto for oil seal leakage..................................................................... O
19. Inspect magnetos to engine timing ....................................................................... O
20. Remove air filter and clean per Chapter 12. Replace as required. (See Note 30.) O O
21. Clean fuel injector inlet line screen ....................................................................... O O
22. Inspect condition of alternate air valve and housing ............................................. 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 duct hoses. Replace as required. ............................................ O O
25. Inspect condition of flexible fuel lines .................................................................... O
26. Inspect fuel system for leaks ................................................................................. O
27. Inspect engine-driven and electric fuel pumps for operation................................. O
28. If installed, inspect and operationally test engine driven and auxiliary
vacuum pumps and lines. (See Notes 11, 12, and 33.)......................................... O
29. Inspect throttle, alternate air, mixture, and propeller governor controls
for security, travel, and operation condition ........................................................... O
30. Inspect exhaust stacks, connections and gaskets. Replace gaskets as required.
(Refer to Chapter 78) ........................................................................................... O O
31. Inspect muffler, heat exchange, and baffles. (Refer to Chapter 78.) ..................... O O
32. Inspect breather tube for obstructions and security .............................................. O
33. Inspect crankcase for cracks, leaks, and security of seam bolts........................... O
34. Inspect engine mounts for cracks and loose mounting ......................................... O
35. Inspect all engine baffles ...................................................................................... O
36. Inspect rubber engine mount bushings for deterioration. (Replace as required.).. O
37. Inspect firewall seals ............................................................................................. O
38. Inspect condition and tension of alternator drive belt.
(Refer to Chapters 21 and 24 if air conditioning is installed)................................. O O
39. Lubricate alternator idler pulley (if installed); remove front grease seal and
add grease. (Refer to lubrication chart, 12-20-00.)
(Disregard if sealed bearing is installed) ............................................................... O
40. Inspect condition of alternator and starter............................................................. O
41. Inspect security of alternator or mounting ............................................................. O

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PA-32R-301/301T, SARATOGA II HP/TC
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5. Scheduled Maintenance - Saratoga II HP (S/N’s 3246001 & up) (continued)

Inspection
NATURE OF INSPECTION Interval (Hrs)
50 100

B. ENGINE GROUP (CONT.)

42. If installed, inspect Standby Alternator per 100 Hour Standby Alternator
Inspection, 24-30-00 ............................................................................................. O
43. Check air conditioning compressor oil level. (See Note 14.) ................................. O
44. Inspect condition of compressor belt and tension. (Refer to Chapter 21.) ............ O O
45. Inspect compressor clutch security and wiring. (See Note 15.) ............................ O
46. Inspect compressor mounting for cracks, corrosion, and security ........................ O
47. Check fluid in brake reservoir. Fill as required....................................................... O O
48. If installed, perform Inadvertent Ice Protection System (TKS) 50 Hour
Inspection, 30-10-00 ............................................................................................. O O
49. Inspect condition and security of all controls......................................................... O
50. Lubricate per Lubrication Chart, 12-20-00 ............................................................ O O
51. Install engine cowling ............................................................................................ O O
C. CABIN AND COCKPIT GROUP
1. Inspect cabin entrance, doors, and windows for damage, operation,
and security. (See Note 37.) .................................................................................. O
2. Inspect windows for scratches, crazing, and condition.......................................... O
3. Check window and door seals for deterioration, cracks, and voids.
(Refer to Chapter 56.) ........................................................................................... O
4. Inspect upholstery for tears ................................................................................... O
5. Inspect seats, seat belts, shoulder harnesses, security brackets, and bolts.
(See Restraint System Inspection, 25-10-00.) ...................................................... O
6. Inspect trim operation............................................................................................ O
7. Inspect rudder pedals............................................................................................ O
8. Inspect parking brake valve and brake handle for operation and cylinder leaks ... O
9. Inspect control wheels, column, pulleys, and cables. (See Notes 16 and 32.)...... O
10. Check landing, navigation, strobe, cabin, and instrument lights ........................... O O
11. Inspect instruments, lines, and attachments. (See Notes 28, 36, 38,
40, 41, and 42.) ..................................................................................................... O
12. Inspect gyro operated instruments (if installed), and electric turn and bank.
(Overhaul or replace as required.) ........................................................................ O
13. If installed, replace central air filter........................................................................ O
14. If installed, clean or replace vacuum regulator filter .............................................. O
15. Inspect static system, altimeter (and ADAHRS (in Avidyne PFD),
if EFIS installed) and transponder for installation/certification per latest
revision of AC43.13-1 and current test/inspection per FAR’s 91.411
and 91.413, respectively........................................................................................ O
16. Inspect and test ELT per FAR 91.207. (See Testing ELT, 25-60-00.)..................... O
17. Inspect operation of fuel selector valve ................................................................. O
18. Inspect fuel valve drain lever cover for security. Check that door opens and
closes freely and prevents operation of lever when closed ................................... O O
19. Inspect condition of heater controls and ducts...................................................... O
20. Inspect condition and operation of air vents.......................................................... O
21. Inspect condition of air conditioning ducts ............................................................ O
22. Remove and clean air conditioning evaporator filter ............................................. O
23. If installed, inspect portable fire extinguisher minimum weight as specified
on nameplate ........................................................................................................ O

1D3 5-20-00 PAGE 9

Feb 9/07

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

5. Scheduled Maintenance - Saratoga II HP (S/N’s 3246001 & up) (continued)

Inspection
NATURE OF INSPECTION Interval (Hrs)
50 100

D. FUSELAGE AND EMPENNAGE GROUP

1. Remove inspection plates and panels................................................................... O
2. Inspect aft wing attach fittings for corrosion per Aft Wing
Attach Fittings 100 Hour Inspection, 53-20-00. .................................................... O
3. Inspect baggage doors, latches, and hinges for operation and security................ O O
4. Inspect battery, box or shelf, and cables.
Flush box as required and fill battery per instructions on box or in 24-30-00........ O
5. Inspect electronic installations .............................................................................. O
6. Inspect skins, bulkheads, frames, and stringers for damage ................................ O
7. Inspect antenna mounts and electric wiring .......................................................... O
8. Check hydraulic pump fluid level. Fill as required.................................................. O O
9. Inspect hydraulic pump lines for damage and leaks.............................................. O
10. Inspect air conditioning system for refrigerant leaks. (See Note 14.) .................... O
11. Inspect refrigerant level in sight gauge of receiver-dehydrator.
(Refer to Chapter 21.) ........................................................................................... O O
12. Inspect air conditioner condenser air scoop for condition and rigging.
(See Note 35.) ....................................................................................................... O O
13. Inspect fuel lines, valves, and gauges for damage and operation......................... O
14. Remove, drain, and clean fuel strainer bowl and screen located in bottom of
selector valve ........................................................................................................ O
15. Inspect security of all lines .................................................................................... O
16. Inspect electric flap screw jack and attachments for condition and lubrication ..... O
17. Inspect vertical fin for surface damage or irregularities
(i.e. - skin cracks, distortion, dents, corrosion, and excessive paint build up);
structural defects (i.e. - loose or missing rivets); and attachment points for
missing or worn hardware. .................................................................................... O
18. Inspect vertical fin attachments for security .......................................................... O
19. Inspect rudder for surface damage or irregularities
(i.e. - skin cracks, distortion, dents, corrosion, and excessive paint build up);
structural defects (i.e. - loose or missing rivets); misrigging or structural
imbalance; hinge damage, excessive wear, freedom of movement and
proper lubrication; and attachment points for missing or worn hardware. ............. O
20. Inspect rudder hinges, sector and attachments for damage, security and
proper operation. ................................................................................................... O
21. Inspect rudder control stops to ensure stops have not loosened and locknuts
are tight. ................................................................................................................ O
22. Inspect rudder hinge bolts for excessive wear. Replace as required..................... O
23. Inspect stabilator and tab for surface damage or irregularities
(i.e. - skin cracks, distortion, dents, corrosion, and excessive paint build up);
structural defects (i.e. - loose or missing rivets); misrigging or structural
imbalance; hinge damage, excessive wear, freedom of movement and
proper lubrication; and attachment points for missing or worn hardware. ............ O
24. Inspect stabilator tab hinges, horn, and attachments for damage, security,
and operation ........................................................................................................ O

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

5. Scheduled Maintenance - Saratoga II HP (S/N’s 3246001 & up) (continued)

Inspection
NATURE OF INSPECTION Interval (Hrs)
50 100

D. FUSELAGE AND EMPENNAGE GROUP (CONT.)

25. Inspect stabilator attachments and attach brackets per Stabilator
Attach Brackets Corrosion Inspection, 55-20-00. ................................................. O
26. Inspect stabilator control stops to ensure stops are not loose. Ensure bolts and
locknuts are tight ................................................................................................... O
27. Inspect rudder, stabilator, and stabilator trim cable tensions using a
tensiometer. (See Note 18.) .................................................................................. O
28. Inspect stabilator trim mechanism for safety, damage, and operation.
(See Notes 43 and 44.) ........................................................................................ O
29. Inspect aileron, rudder, stabilator, and stabilator trim cables, terminals,
turnbuckles, guides, fittings, and pulleys for safety, condition and operation.
(See Note 16.) ....................................................................................................... O
30. Lubricate per lubrication chart, 12-20-00 .............................................................. O O
31. Inspect anti-collision light for security and operation............................................. O O
32. If installed, inspect security of Autopilot bridle cable clamps. (See Note 16.) ....... O
33. Inspect air ducts, electrical leads, lines, radio antenna leads,
and attaching parts for security, routing, chafing, deterioration, wear, and
correct installation. ................................................................................................ O
34. Inspect ELT battery for condition/date per FAR 91.207. (See Note 29.)................ O
35. Inspect ELT installation and antenna for condition and security.
Replace antenna if bent or damaged .................................................................... O
36. Install inspection plates and panels ...................................................................... O
E. WING GROUP
1. Remove inspection plates and fairings.................................................................. O
2. Inspect surfaces and tips for damage, loose rivets, and conditions of walkway.... O
3. Inspect ailerons for surface damage or irregularities
(i.e. - skin cracks, distortion, dents, corrosion, and excessive paint build up);
structural defects (i.e. - loose or missing rivets); misrigging or structural
imbalance; hinge damage, excessive wear, freedom of movement and proper
lubrication; and attachment points for missing or worn hardware.
(See Notes 8 and 34.) ........................................................................................... O
4. Inspect aileron control stops to ensure stops have not loosened and
locknuts are tight. ................................................................................................. O
5. Inspect aileron cables, terminals, turnbuckles, fittings, guides, pulleys, and
bellcranks for safety, condition, and operation. (See Note 16.) ............................. O
6. Inspect aileron cable tension using a tensionmeter. (See Note 18.) ..................... O
7. Inspect pitot tube for damage and condition ......................................................... O
CAUTION: SEVERE BURNS CAN RESULT FROM COMING IN CONTACT WITH
A HEATED PITOT TUBE.
8. Check pitot heat .................................................................................................... O
9. Inspect flaps for surface damage or irregularities
(i.e. - skin cracks, distortion, dents, corrosion, and excessive paint build up);
structural defects (i.e. - loose or missing rivets); misrigging or structural
imbalance; hinge damage, excessive wear, freedom of movement and proper
lubrication; and attachment points for missing or worn hardware. ........................ O

1D5 5-20-00 Sep

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

5. Scheduled Maintenance - Saratoga II HP (S/N’s 3246001 & up) (continued)

Inspection
NATURE OF INSPECTION Interval (Hrs)
50 100

E. WING GROUP (CONT.)

10. Inspect condition of flap hinge bolts. Replace as required .................................... O
11. Lubricate per lubrication chart, 12-20-00 .............................................................. O O
12. Inspect wing attachment bolts and brackets for security and condition.
(See Note 19.) ....................................................................................................... O
13. Inspect fuel tanks and lines for leaks and water. (See Note 20.)........................... O
14. Inspect fuel tanks for minimum octane markings .................................................. O
15. Inspect fuel cell vents ............................................................................................ O
16. Inspect air ducts, electrical leads, lines, and attaching parts
for security, routing, chafing, deterioration, wear, and correct installation. ............ O
17. Install inspection plates and fairings...................................................................... O
F. LANDING GEAR GROUP
1. Check oleo struts for proper extension and evidence of fluid leakage.
See Landing Gear, 12-10-00................................................................................. O O
2. Inspect nose gear steering control and travel ....................................................... O
3. Inspect wheel alignment........................................................................................ O
4. Put airplane on jacks. (Refer to Chapter 7.) .......................................................... O
5. Inspect tires for cuts, uneven or excessive wear, and slippage............................. O
6. Remove wheels, clean, inspect, and repack bearings .......................................... O
7. Inspect wheels for cracks, corrosion, and broken bolts......................................... O
8. Check tire pressure ............................................................................................... O O
9. Inspect brake lining and disc for wear ................................................................... O
10. Inspect brake backing plates for cracks ................................................................ O
11. Inspect condition of brake and hydraulic lines....................................................... O
12. Inspect shimmy dampener operation .................................................................... O
13. Inspect gear forks for damage............................................................................... O
14. Inspect oleo struts for fluid leaks and scoring ....................................................... O
15. Inspect gear struts, attachments, torque links, retraction links, and bolts
for condition and security. (See Notes 13 and 25.) ............................................... O
16. Inspect down lock for operation and adjustment ................................................... O
17. Inspect torque link bolts and bushings. Rebush as required. ................................ O
18. Inspect drag and side brace link bolts. Replace as required. ................................ O
19. Inspect gear doors and attachments ..................................................................... O
20. Inspect warning horn and light for operation ......................................................... O
21. Check normal-emergency gear retraction operation ............................................. O
22. Retract gear-inspect doors for clearance and operation ....................................... O
23. Inspect anti-retraction system ............................................................................... O
24. Inspect actuating cylinders for leaks and security. (See Note 31.) ........................ O
25. Inspect all hydraulic lines, electrical leads, and attaching parts
for security, routing, chafing, deterioration, wear, and correct installation ............. O

PAGE 12
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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

5. Scheduled Maintenance - Saratoga II HP (S/N’s 3246001 & up) (continued)

Inspection
NATURE OF INSPECTION Interval (Hrs)
50 100

F. LANDING GEAR GROUP (CONT.)

26. Inspect position indicator switch and electrical leads for security ......................... O
27. Lubricate per lubrication chart, 12-20-00 .............................................................. O O
28. Ensure that landing gear is down and locked; remove airplane from jacks........... O
G. SPECIAL INSPECTIONS
See 5-30-00.
H. OPERATIONAL INSPECTION
NOTE: Refer to Note 22 prior to starting engine or taxiing airplane.
1. Check fuel pump and fuel tank selector ................................................................ O O
2. Check fuel quantity, pressure, and flow readings .................................................. O O
3. Check oil pressure and temperature ..................................................................... O O
4. Check alternator output......................................................................................... O O
5. Check manifold pressure....................................................................................... O O
6. Check alternate air ................................................................................................ O O
7. Check parking brake ............................................................................................. O O
8. If installed, check vacuum gauge .......................................................................... O O
9. If installed, check gyros for noise and roughness ................................................. O O
10. Check cabin heater operation ............................................................................... O O
11. Check magneto switch operation .......................................................................... O O
12. Check magneto rpm variation ............................................................................... O O
13. Check throttle and mixture operation .................................................................... O O
14. Check propeller smoothness................................................................................. O O
15. Check propeller governor action ........................................................................... O O
16. Check engine idle.................................................................................................. O O
17. Check annunciator light panel ............................................................................... O O
18. Check electronic equipment operation .................................................................. O O
19. If installed, check operation of autopilot, including automatic pitch trim,
and manual electric trim. (See Notes 23 and 27.) ................................................. O O
20. If installed, check air conditioner compressor clutch operation ............................. O O
21. If installed, check air conditioner condenser scoop operation............................... O O
22. Fly airplane, check Landing Gear System. (See Note 24.) ................................... O O

1D7 5-20-00 Sep

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

5. Scheduled Maintenance - Saratoga II HP (S/N’s 3246001 & up) (continued)

Inspection
NATURE OF INSPECTION Interval (Hrs)
50 100

I. GENERAL
1. Aircraft conforms to FAA Specification ................................................................. O O
2. All latest revisions of Airworthiness Directives complied with ............................... O O
3. All latest revisions of Manufacturers’ Service Bulletins and Letters complied with.
(See Notes 10 and 45.) ........................................................................................ O O
4. Check for proper Pilot’s Operating Handbook (See Note 17.)............................... O O
5. Aircraft papers in proper order .............................................................................. O O

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

5. Scheduled Maintenance - Saratoga II HP (S/N’s 3246001 & up) (continued)

J. NOTES
1. Refer to Piper's Customer Service Information Aerofiche P/N 1753-755 for latest revision dates
to Piper Inspection Reports/Manuals and this maintenance manual. References to Section are
to the appropriate Section in this manual.
WARNING: INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA) FOR ALL NON-
PIPER APPROVED STC INSTALLATIONS ARE NOT INCLUDED IN THIS
MANUAL. WHEN A NON-PIPER APPROVED STC INSTALLATION IS
INCORPORATED ON THE AIRPLANE, THOSE PORTIONS OF THE AIRPLANE
AFFECTED BY THE INSTALLATION MUST BE INSPECTED IN ACCORDANCE
WITH THE ICA PUBLISHED BY THE OWNER OF THE STC. SINCE NON-PIPER
APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS INTERFACE,
OPERATING CHARACTERISTICS AND COMPONENT LOADS OR STRESSES
ON ADJACENT STRUCTURES, THE PIPER PROVIDED ICA MAY NOT BE
VALID FOR AIRPLANES SO MODIFIED.
2. Inspections or operations are to be performed as indicated by a “O” at the 50 or 100 hour
inspection interval. Inspections or operations (i.e. - component overhauls/replacements, etc.)
required outside the 100 hour cycle are listed as special inspections in section 5-30-00.
Inspections must be accomplished by persons authorized by the FAA.
(a) The 50 hour inspection accomplishes preventive maintenance, lubrication and servicing
as well as inspecting critical components.
(b) The 100 hour inspection is a complete inspection of the airplane, identical to an annual
inspection.
NOTE: A log book entry should be made upon completion of any inspections.
3. Piper Service Bulletins are of special importance and Piper considers compliance mandatory.
In all cases, see Service Bulletin/Service Letter Index P/N 762-332 or Service Bulletin/Service
Letter Aerofiche Set P/N 1762-331 to verify latest revision.
4. Piper Service Letters are product improvements and service hints pertaining to servicing the
airplane and should be given careful attention.
5. Inspections given for the power plant are based on the engine manufacturer’s operator’s
manual (Textron Lycoming Part No. 60297-10) for this airplane. Any changes issued to the
engine manufacturer’s operator’s manual shall supersede or supplement the inspections
outlined in this report. See latest revision of Lycoming Service Letter No. L185 if fuel of the
specified octane rating for the power plant is not available.
6. Overhaul as required and at engine overhaul. In no case may Slick 6300 series magneto's
time-in-service exceed engine TBO.
7. Refer to latest revision of Textron Lycoming Service Bulletin No. 480.
8. In S/N’s 3246001 thru 3246081 only, for those airplanes which have not installed new aileron
center nose rib assemblies P/N’s 86398-002 (left) and 86398-003 (right); and, which also have
not installed new nutplates P/N 406-825 on existing aileron center nose rib assemblies;
perform Aileron Center Nose Rib Assembly 100 Hour Inspection, 57-50-00

1D9 5-20-00 Sep

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

5. Scheduled Maintenance - Saratoga II HP (S/N’s 3246001 & up) (continued)

J. NOTES (CONT.)
9. Check cylinders for evidence of excessive heat 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 airplane 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 a while. This condition is neither
harmful nor detrimental to engine performance and operation. If it can be proven that leakage
exceeds these conditions, the cylinder must be replaced.
10. In S/N’s 3246227 and up, for airplanes delivered from the factory in bare metal, verify
compliance with Piper Service Letter No. 1089.
11. For airplanes equipped with Aero Accessories Inc. Tempest Dry Air Pumps, which have
accumulated 500 hours time-in-service; each 100 hours, inspect vacuum pump vane wear per
Vacuum Pump(s), Inspection, 37-10-00.
12. Complete vacuum system inspection of airplanes equipped with the Auxiliary Vacuum Pump/
Motor Assembly (4A3-1), requires gaining access under the floorboard on the right side of the
forward baggage compartment, where this assembly is located.
13. In S/N’s 3246001 thru 3246267 only, verify compliance with Parker Hannifin Cleveland Service
Bulletin No. 7073A per Piper Vendor Service Publication No. 137A.
CAUTION: ENVIRONMENTAL REGULATIONS MAY REQUIRE SPECIAL EQUIPMENT AND
PROCEDURES BE USED WHEN CHARGING AIR CONDITIONING SYSTEMS.
14. The compressor oil level should not be checked unless a refrigerant leak has occurred or
system pressure has been released, requiring an addition of refrigerant to the system.
15. Clean any traces of oil from the clutch surface.
16. Examine cables for broken strands by wiping them with a cloth for their entire length. Visually
inspect the cable thoroughly for damage not detected by the cloth. Replace any damaged or
frayed cables.
(a) See Control Cable Inspection, 27-00-00, or the latest edition of FAA AC 43.13-1.
(b) At fifteen (15) years time-in-service, begin Cable Fittings 100 Hour Special Inspection
(27-00-00).
17. In S/N’s 3246154 and up (airplanes built in the year 2000 or later) with autopilot installed, verify
compliance with S-TEC/Meggitt Service Bulletin No. 02-001 per Piper Vendor Service
Publication No. 143.
18. Maintain cable tensions specified in Chapter 27.
19. Verify torque at forward and aft spar attach per 57-40-00, Figure 1.
20. Sloshing of fuel tanks not approved.
21. In S/N’s 3246001 and up, verify compliance with Lycoming Service Bulletin No. 554 and its
Supplement No. 1 per Piper Vendor Service Publication No. 148.
22. Refer to Section 4 of the Pilot's Operating Handbook for preflight and flight check list.
23. Refer to Pilot's Operating Handbook Supplement for preflight and flight check and for intended
function in all modes.
24. Fly airplane to check landing gear system in accordance with instructions given in Chapter 32,
Operational Check of Retractable Landing Gear System.
25. In S/N’s 3246001 thru 3246213 only, verify compliance with Parker Hannifin Cleveland Service
Bulletin No. 7076 per Piper Vendor Service Publication No. 155.

PAGE 16
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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

5. Scheduled Maintenance - Saratoga II HP (S/N’s 3246001 & up) (continued)

J. NOTES (CONT.)
26. In S/N’s 3246001 thru 3246070 only, verify compliance with Piper Service Bulletin No. 1005.
27. In S/N’s 3246001 thru 3246219 only, with autopilot installed, verify compliance with S-TEC/Meggitt
Service Bulletins No. 04-001 and No. 04-002R1 per Piper Vendor Service Publication No. 163.
28. In S/N’s 3246001 thru 3246087 only, verify compliance with Piper Service Bulletin No. 1015A.
29. In S/N’s 3246001 thru 3246144 only, verify compliance with Piper Service Bulletin No. 1020.
30. In S/N’s 3246001 thru 3246117 only, verify compliance with Piper Service Bulletin No. 1022.
See also AD 99-05-09.
31. In S/N’s 3246001 thru 3246115 only, verify compliance with Piper Service Bulletin No. 1023.
32. In S/N’s 3246001 thru 3246112 only, verify compliance with Piper Service Bulletin No. 1024.
33. In S/N’s 3246001 thru 3246120 only, verify compliance with Piper Service Bulletin No. 1026.
34. In S/N’s 3246102 thru 3246121 only, verify compliance with Piper Service Bulletin No. 1028.
35. Refer to 21-50-00, Condenser Assembly Rigging, and verify/check microswitch adjustment.
36. In S/N’s 3246001 thru 3246016 only, verify compliance with Piper Service Bulletin No. 993.
37. In S/N’s 3246001 thru 3246005 and 3246008 only, verify compliance with Piper Service
Bulletin No. 996.
38. In S/N’s 3246001 thru 3246094 only, verify compliance with Piper Service Bulletin No. 1009.
39. In S/N’s 3246088 thru 3246115 only, verify compliance with Piper Service Bulletin No. 1031.
40. In S/N’s 3246126, 3246130 thru 3246145 only, verify compliance with Piper Service Bulletin
No. 1036.
41. In S/N’s 3246016 thru 3246152 only, verify compliance with Piper Service Bulletin No. 1039.
42. In S/N’s 3246076 thru 3246296 only, verify compliance with Piper Service Bulletin No. 1135.
43. In S/N 3246213 only, verify compliance with Piper Service Bulletin No. 1137.
44. In S/N’s 3246213 and 3246214 only, verify compliance with Piper Service Bulletin No. 1141.
45. In S/N’s 3246218 thru 3257349 only, verify compliance with Piper Service Bulletin No. 1151E.
46. In S/N’s 3246001 and up, verify compliance with Lycoming Service Bulletin No. 566
Supplement No. 1 per Piper Vendor Service Publication No. 170A.

1D11 5-20-00 Sep

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

6. Scheduled Maintenance - Saratoga II TC (S/N’s 3257001 & up)

Refer to Notes 1, 2, 3, and 4 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 SWITCH(S) ARE OFF
(GROUNDED). IF MAGNETO(S) ARE NOT GROUNDED, TURNING
PROPELLER MAY START ENGINE.
1. Inspect spinner and back plate for cracks, dents, missing screws, and security... O O
2. Inspect blades for nicks and cracks....................................................................... O O
3. Check for grease and oil leaks .............................................................................. O O
4. Lubricate propeller per Lubrication Chart, 12-20-00 ............................................. O O
5. Inspect spinner mounting brackets for cracks and security................................... O
6. Inspect propeller mounting bolts for security and safety.
Recheck torque values if safety is broken. ............................................................ O
7. Inspect hub parts for cracks and corrosion ........................................................... O
8. Rotate blades and check for tightness in hub pilot tube ........................................ O
9. Inspect complete propeller and spinner assembly for security, chafing,
cracks, deterioration, wear, and correct installation .............................................. O
B. ENGINE GROUP
WARNING: IF MAGNETO(S) 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 SWITCH(S)
ARE OFF (GROUNDED).
NOTE: Read Notes 5 and 21 prior to completing the following items.
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. O
3. Drain oil sump ...................................................................................................... O O
4. Clean suction oil strainer at oil change; inspect strainer for foreign particles........ O O
5. Change full flow, cartridge type, oil filter element; inspect element for foreign
particles. (See Note 7.).......................................................................................... O O
6. Inspect oil temperature sender unit for leaks and security .................................... O
7. Inspect oil lines and fitting 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 cowl or Lubrication Chart, 12-20-00........... O O
CAUTION: USE CAUTION NOT TO CONTAMINATE VACUUM PUMP WITH
CLEANING FLUID. (REFER TO LATEST REVISION TEXTRON
LYCOMING SERVICE INSTRUCTION NO. 1221.)
10. Clean engine with approved solvents.................................................................... O

1D15 5-20-00 Sep

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

6. Scheduled Maintenance - Saratoga II TC (S/N’s 3257001 & up) (continued)

Inspection
NATURE OF INSPECTION Interval (Hrs)
50 100

B. ENGINE GROUP (CONT.)

11. Inspect condition of spark plugs. Clean and adjust gap as required; adjust per
latest revision Textron 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. Check cylinder compression. (Refer to: AC 43.13-1, latest revision.).................... O
14. Inspect cylinders for cracked or broken fins. (See Note 9.) ................................... 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. Check magneto points for proper clearance.......................................................... O
18. Inspect magneto for oil seal leakage..................................................................... O
19. Inspect magnetos to engine timing ....................................................................... O
20. Remove air filter and clean per Chapter 12. Replace as required......................... O O
21. Clean fuel injector inlet line screen ....................................................................... O O
22. Inspect condition of alternate air valve and housing. (See Note 34.) .................... 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 duct hoses. Replace as required. ............................................ O O
25. Inspect condition of flexible fuel lines .................................................................... O
26. Inspect fuel system for leaks ................................................................................. O
27. Inspect engine-driven and electric fuel pumps for operation. (See Note 36.)........ O
28. If installed, inspect and operationally test engine driven and auxiliary
vacuum pumps and lines. (See Notes 11, 12, and 30.)......................................... O
29. Inspect throttle, alternate air, mixture, and propeller governor controls
for condition, security, travel, and operation .......................................................... O
30. For airplanes equipped with the Lycoming FM-250 fuel control system, inspect
the idle linkage jam nuts for security ..................................................................... O
31. Inspect exhaust stacks, connections and gaskets. Replace gaskets as required.
(See 100 Hour Inspection, 78-00-00.) .................................................................. O O
32. Inspect muffler, heat exchange, and baffles.
(See 100 Hour Inspection, 78-00-00.) ................................................................... O O
33. Inspect breather tube for obstructions and security .............................................. O
34. Inspect crankcase for cracks, leaks, and security of seam bolts........................... O
35. Inspect engine mounts for cracks and loose mounting ......................................... O
36. Inspect all engine baffles ...................................................................................... O
37. Inspect rubber engine mount bushings for deterioration. (Replace as required.).. O
38. Inspect firewall seals ............................................................................................. O
39. Inspect condition and tension of alternator drive belt.
(Refer to 21-50-00 and 24-30-00 if air conditioning is installed.)........................... O O
40. Lubricate alternator idler pulley (if installed); remove front grease seal and add
grease. (Refer to Lubrication Chart, 12-20-00.) (Disregard if sealed bearing is
installed.) ............................................................................................................... O
41. Inspect condition of alternator and starter............................................................. O
42. Inspect security of alternator and mounting .......................................................... O
43. If installed, inspect Standby Alternator per 100 Hour Standby Alternator
Inspection, 24-30-00 ............................................................................................. O

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

6. Scheduled Maintenance - Saratoga II TC (S/N’s 3257001 & up) (continued)

Inspection
NATURE OF INSPECTION Interval (Hrs)
50 100

B. ENGINE GROUP (CONT.)

44. Check air conditioning compressor oil level. (See Note 14.) ................................. O
45. Inspect condition of compressor belt and tension. (Refer to Chapter 21.) ............ O O
46. Inspect compressor clutch security and wiring. (See Note 15.) ............................ O
47. Inspect compressor mounting for cracks, corrosion, and security ........................ O
48. Check fluid in brake reservoir. Fill as required....................................................... O O
49. If installed, perform Inadvertent Ice Protection System (TKS) 50 Hour
Inspection, 30-10-00 ............................................................................................. O O
50. Inspect condition and security of all controls......................................................... O
51. Lubricate per Lubrication Chart, 12-20-00 ............................................................ O O
52. Install engine cowling ............................................................................................ O O
C. TURBOCHARGER GROUP
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S),
WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT
INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT
UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
NOTE: Read Note 5 prior to completing the following items.
1. Inspect all oil inlet ducting and compressor discharge ducting
for worn spots, loose clamps, or leaks. ................................................................. O O
2. Inspect engine air inlet assembly for cracks, loose clamps, and screws.
(See Note 32.) ....................................................................................................... O O
3. Inspect exhaust ducting and exhaust stacks for tightness ................................... O O
4. Inspect exhaust heat exchanger ........................................................................... O
5. Carefully inspect all turbo support brackets, struts, etc., for damage, sagging,
and wear................................................................................................................ O O
6. Inspect all oil hoses, lines, and fittings for wear, leakage, heat damage, and
fatigue.................................................................................................................... O O
7. Inspect bypass valve for security and safety ......................................................... O O
8. Run up engine, and check all instruments for smooth, steady response .............. O O
D. CABIN AND COCKPIT GROUP
1. Inspect cabin entrance, doors, 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.
(Refer to Chapter 56.) ........................................................................................... O
4. Inspect upholstery for tears ................................................................................... O
5. Inspect seats, seat belts, shoulder harnesses, security brackets, and bolts.
(See Restraint System Inspection, 25-10-00.) ...................................................... O
6. Inspect trim operation............................................................................................ O
7. Inspect rudder pedals............................................................................................ O
8. Inspect parking brake valve and brake handle for operation and cylinder leaks ... O
9. Inspect control wheels, column, pulleys, and cables. (See Note 16 and 29.)........ O

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

6. Scheduled Maintenance - Saratoga II TC (S/N’s 3257001 & up) (continued)

Inspection
NATURE OF INSPECTION Interval (Hrs)
50 100

D. CABIN AND COCKPIT GROUP (CONT.)

10. Check landing, navigation, strobe, cabin, and instrument lights ........................... O O
11. Inspect instruments, lines, and attachments.
(See Notes 35, 37, 38, 39, and 43.) ...................................................................... O
12. Inspect gyro operated instruments (if installed), and electric turn and bank.
(Overhaul or replace as required.) ........................................................................ O
13. If installed, replace central air filter........................................................................ O
14. If installed, clean or replace vacuum regulator filter .............................................. O
15. Inspect static system, altimeter (and ADAHRS (in Avidyne PFD) or
GDC 74A (Garmin), if EFIS installed) and transponder for
installation/certification per latest revision of AC43.13-1 and
current test/inspection per FAR’s 91.411 and 91.413, respectively. ..................... O
16. Inspect and test ELT per FAR 91.207. (See Testing ELT, 25-60-00.)..................... O
17. Inspect operation of fuel selector valve. ................................................................ O
18. Inspect fuel valve drain lever cover for security. Check that door opens and
closes freely and prevents operation of lever when closed ................................... O O
19. Inspect condition of heater controls and ducts...................................................... O
20. Inspect condition and operation of air vents.......................................................... O
21. Inspect condition of air conditioning ducts ............................................................ O
22. Remove and clean air conditioning evaporator filter ............................................. O
23. If installed, inspect portable fire extinguisher minimum weight as specified
on nameplate ........................................................................................................ O
E. FUSELAGE AND EMPENNAGE GROUP
1. Remove inspection plates and panels................................................................... O
2. Inspect aft wing attach fittings for corrosion per Aft Wing
Attach Fittings 100 Hour Inspection, 53-20-00. .................................................... O
3. Inspect baggage doors, latches, and hinges for operation and security................ O O
4. Inspect battery, box or shelf, and cables.
Flush box as required and fill battery per instructions on box or in 24-30-00........ O
5. Inspect electronic installations .............................................................................. O
6. Inspect skins, bulkheads, frames, and stringers for damage ................................ O
7. Inspect antenna mounts and electric wiring .......................................................... O
8. Check hydraulic pump fluid level. Fill as required.................................................. O O
9. Inspect hydraulic pump lines for damage and leaks.............................................. O
10. Inspect air conditioning system for refrigerant leaks. (See Note 14.) .................... O
11. Inspect refrigerant level in sight gauge of receiver-dehydrator.
(Refer to Chapter 21.) ........................................................................................... O O
12. Inspect air conditioner condenser air scoop for condition and rigging.
(See Note 33.) ....................................................................................................... O O
13. Inspect fuel lines, valves, and gauges for damage and operation......................... O
14. Remove, drain, and clean fuel strainer bowl and screen located in bottom of
selector valve ........................................................................................................ O
15. Inspect security of all lines .................................................................................... O
16. Inspect electric flap screw jack and attachments for condition and lubrication ..... O

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
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6. Scheduled Maintenance - Saratoga II TC (S/N’s 3257001 & up) (continued)

Inspection
NATURE OF INSPECTION Interval (Hrs)
50 100

E. FUSELAGE AND EMPENNAGE GROUP (CONT.)

17. Inspect vertical fin for surface damage or irregularities
(i.e. - skin cracks, distortion, dents, corrosion, and excessive paint build up);
structural defects (i.e. - loose or missing rivets); and attachment points for
missing or worn hardware. .................................................................................... O
18. Inspect vertical fin attachments for security .......................................................... O
19. Inspect rudder for surface damage or irregularities
(i.e. - skin cracks, distortion, dents, corrosion, and excessive paint build up);
structural defects (i.e. - loose or missing rivets); misrigging or structural
imbalance; hinge damage, excessive wear, freedom of movement and
proper lubrication; and attachment points for missing or worn hardware. ............. O
20. Inspect rudder hinges, sector and attachments for damage, security and
proper operation. ................................................................................................... O
21. Inspect rudder control stops to ensure stops have not loosened and locknuts
are tight. ................................................................................................................ O
22. Inspect rudder hinge bolts for excessive wear. Replace as required..................... O
23. Inspect stabilator and tab for surface damage or irregularities
(i.e. - skin cracks, distortion, dents, corrosion, and excessive paint build up);
structural defects (i.e. - loose or missing rivets); misrigging or structural
imbalance; hinge damage, excessive wear, freedom of movement and
proper lubrication; and attachment points for missing or worn hardware. ............ O
24. Inspect stabilator tab hinges, horn, and attachments for damage, security,
and operation ........................................................................................................ O
25. Inspect stabilator attachments and attach brackets per Stabilator
Attach Brackets Corrosion Inspection, 55-20-00. ................................................. O
26. Inspect stabilator control stops to ensure stops are not loose. Ensure bolts and
locknuts are tight ................................................................................................... O
27. Inspect rudder, stabilator, and stabilator trim cable tensions using a
tensiometer. (See Note 18.) .................................................................................. O
28. Inspect stabilator trim mechanism for safety, damage, and operation.
(See Notes 40 and 41.) ......................................................................................... O
29. Inspect aileron, rudder, stabilator, and stabilator trim cables, terminals,
turnbuckles, guides, fittings, and pulleys for safety, condition and operation.
(See Note 16.) ....................................................................................................... O
30. Lubricate per lubrication chart, 12-20-00 .............................................................. O O
31. Inspect anti-collision light for security and operation............................................. O O
32. If installed, inspect security of Autopilot bridle cable clamps. (See Note 16.) ....... O
33. Inspect air ducts, electrical leads, lines, radio antenna leads,
and attaching parts for security, routing, chafing, deterioration, wear, and
correct installation. ................................................................................................ O
34. Inspect ELT battery for condition/date per FAR 91.207. (See Note 27.) ............... O
35. Inspect ELT installation and antenna for condition and security.
Replace antenna if bent or damaged .................................................................... O
36. If installed, inspect oxygen system per Servicing - Inspections, 35-10-00 ............ O
37. Install inspection plates and panels ...................................................................... O

1D19 5-20-00 Sep

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

6. Scheduled Maintenance - Saratoga II TC (S/N’s 3257001 & up) (continued)

Inspection
NATURE OF INSPECTION Interval (Hrs)
50 100

F. WING GROUP
1. Remove inspection plates and fairings.................................................................. O
2. Inspect surfaces and tips for damage, loose rivets, and conditions of walkway.... O
3. Inspect ailerons for surface damage or irregularities
(i.e. - skin cracks, distortion, dents, corrosion, and excessive paint build up);
structural defects (i.e. - loose or missing rivets); misrigging or structural
imbalance; hinge damage, excessive wear, freedom of movement and
proper lubrication; and attachment points for missing or worn hardware.
(See Notes 8 and 31.) .......................................................................................... O
4. Inspect aileron hinges and attachments. .............................................................. O
5. Inspect aileron control stops to ensure stops have not loosened
and locknuts are tight ............................................................................................ O
6. Inspect aileron cables, terminals, turnbuckles, fittings, guides, pulleys, and
bellcranks for safety, condition, and operation. (See Note 16.) ............................. O
7. Inspect aileron cable tension using a tensionmeter. (See Note 18.) ..................... O
8. Inspect pitot tube for damage and condition. ........................................................ O
CAUTION: SEVERE BURNS CAN RESULT FROM COMING IN CONTACT WITH
A HEATED PITOT TUBE.
9. Check pitot heat .................................................................................................... O
10. Inspect flaps for surface damage or irregularities
(i.e. - skin cracks, distortion, dents, corrosion, and excessive paint build up);
structural defects (i.e. - loose or missing rivets); misrigging or structural
imbalance; hinge damage, excessive wear, freedom of movement and
proper lubrication; and attachment points for missing or worn hardware. ............ O
11. Inspect condition of flap hinge bolts. Replace as required. ................................... O
12. Lubricate per Lubrication Chart, 12-20-00 ............................................................ O O
13. Inspect wing attachment bolts and brackets. (See Note 19.) ................................ O
14. Inspect fuel tanks and lines for leaks and water. (See Note 20.)........................... O
15. Inspect fuel tanks for minimum octane markings .................................................. O
16. Inspect fuel cell vents ............................................................................................ O
17. Inspect air ducts, electrical leads, lines, and attaching parts for security,
routing, chafing, deterioration, wear, and correct installation. (See Note 16.) ....... O
18. Install inspection plates and fairings...................................................................... O
G. LANDING GEAR GROUP
1. Check oleo struts for proper extension and evidence of fluid leakage.
See Landing Gear, 12-10-00................................................................................. O O
2. Inspect nose gear steering control and travel ....................................................... O
3. Inspect wheel alignment........................................................................................ O
4. Put airplane on jacks. (Refer to Chapter 7.) .......................................................... O
5. Inspect tires for cuts, uneven or excessive wear, and slippage............................. O
6. Remove wheels, clean, inspect, and repack bearings .......................................... O
7. Inspect wheels for cracks, corrosion, and broken bolts......................................... O
8. Check tire pressure ............................................................................................... O O

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

6. Scheduled Maintenance - Saratoga II TC (S/N’s 3257001 & up) (continued)

Inspection
NATURE OF INSPECTION Interval (Hrs)
50 100

G. LANDING GEAR GROUP (CONT.)

9. Inspect brake lining and disc for wear ................................................................... O
10. Inspect brake backing plates for cracks ................................................................ O
11. Inspect condition of brake and hydraulic lines....................................................... O
12. Inspect shimmy dampener operation .................................................................... O
13. Inspect gear forks for damage............................................................................... O
14. Inspect oleo struts for fluid leaks and scoring ....................................................... O
15. Inspect gear struts, attachments, torque links, retraction links, and bolts
for condition and security. (See Notes 13 and 25.) ............................................... O
16. Inspect down lock for operation and adjustment ................................................... O
17. Inspect torque link bolts and bushings. Rebush as required ................................. O
18. Inspect drag and side brace link bolts. Replace as required ................................. O
19. Inspect gear doors and attachments ..................................................................... O
20. Inspect warning horn and light for operation ......................................................... O
21. Check normal-emergency gear retraction operation ............................................. O
22. Retract gear-inspect doors for clearance and operation ....................................... O
23. Inspect anti-retraction system ............................................................................... O
24. Inspect actuating cylinders for leaks and security. (See Note 28.) ........................ O
25. Inspect all hydraulic lines, electrical leads, and attaching parts for security,
routing, chafing, deterioration, wear, and correct installation ................................ O
26. Inspect position indicator switch and electrical leads for security ......................... O
27. Lubricate per Lubrication Chart, 12-20-00 ............................................................ O O
28. Ensure that landing gear is down and locked; remove airplane from jacks........... O
H. SPECIAL INSPECTIONS
See 5-30-00.
I. OPERATIONAL INSPECTION
NOTE: Refer to Note 22 prior to starting engine or taxiing airplane.
1. Check fuel pump and fuel tank selector ................................................................ O O
2. Check fuel quantity, pressure, and flow readings .................................................. O O
3. Check oil pressure and temperature ..................................................................... O O
4. Check alternator output......................................................................................... O O
5. Check manifold pressure....................................................................................... O O
6. Check alternate air ................................................................................................ O O
7. Check parking brake ............................................................................................. O O
8. If installed, check vacuum gauge .......................................................................... O O
9. If installed, check gyros for noise and roughness ................................................. O O
10. Check cabin heater operation ............................................................................... O O
11. Check magneto switch operation .......................................................................... O O
12. Check magneto rpm variation ............................................................................... O O
13. Check throttle and mixture operation .................................................................... O O
14. Check propeller smoothness................................................................................. O O
15. Check propeller governor action ........................................................................... O O
16. Check engine idle.................................................................................................. O O

1D21 5-20-00 Sep

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

6. Scheduled Maintenance - Saratoga II TC (S/N’s 3257001 & up) (continued)

Inspection
NATURE OF INSPECTION Interval (Hrs)
50 100

I. OPERATIONAL INSPECTION (CONT.)

17. Check annunciator light panel ............................................................................... O O
18. Check electronic equipment operation .................................................................. O O
19. If installed, check operation of autopilot, including automatic pitch trim, and
manual electric trim. (See Notes 23 and 26.) ........................................................ O O
20. If installed, check air conditioner compressor clutch operation ............................. O O
21. If installed, check air conditioner condenser scoop operation............................... O O
22. Fly airplane, check Landing Gear System. (See Note 24.) ................................... O O
J. GENERAL
1. Aircraft conforms to FAA Specification .................................................................. O O
2. All latest revisions of Airworthiness Directives complied with ............................... O O
3. All latest revisions of Manufacturers’ Service Bulletins and Letters complied with.
(See Notes 10 and 42.) ........................................................................................ O O
4. Check for proper Pilot’s Operating Handbook. (See Note 17.) .............................. O O
5. Aircraft papers in proper order .............................................................................. O O

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

6. Scheduled Maintenance - Saratoga II TC (S/N’s 3257001 & up) (continued)

K. NOTES
1. Refer to Piper's Customer Service Information Aerofiche P/N 1753-755 for latest revision dates
to Piper Inspection Reports/Manuals and this maintenance manual. References to Section are
to the appropriate Section in this manual.
WARNING: INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA) FOR ALL NON-
PIPER APPROVED STC INSTALLATIONS ARE NOT INCLUDED IN THIS
MANUAL. WHEN A NON-PIPER APPROVED STC INSTALLATION IS
INCORPORATED ON THE AIRPLANE, THOSE PORTIONS OF THE AIRPLANE
AFFECTED BY THE INSTALLATION MUST BE INSPECTED IN ACCORDANCE
WITH THE ICA PUBLISHED BY THE OWNER OF THE STC. SINCE NON-PIPER
APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS INTERFACE,
OPERATING CHARACTERISTICS AND COMPONENT LOADS OR STRESSES
ON ADJACENT STRUCTURES, THE PIPER PROVIDED ICA MAY NOT BE
VALID FOR AIRPLANES SO MODIFIED.
2. Inspections or operations are to be performed as indicated by a “O” at the 50 or 100 hour
inspection interval. Inspections or operations (i.e. - component overhauls/replacements, etc.)
required outside the 100 hour cycle are listed as special inspections in section 5-30-00.
Inspections must be accomplished by persons authorized by the FAA.
(a) The 50 hour inspection accomplishes preventive maintenance, lubrication and servicing
as well as inspecting critical components.
(b) The 100 hour inspection is a complete inspection of the airplane, identical to an annual
inspection.
NOTE: A log book entry should be made upon completion of any inspections.
3. Piper Service Bulletins are of special importance and Piper considers compliance mandatory.
In all cases, see Service Bulletin/Service Letter Index P/N 762-332 or Service Bulletin/Service
Letter Aerofiche Set P/N 1762-331 to verify latest revision.
4. Piper Service Letters are product improvements and service hints pertaining to servicing the
airplane and should be given careful attention.
5. Inspections given for the power plant are based on the engine manufacturer’s operator’s
manual (Textron Lycoming Part No. 60297-23), for this airplane. Any changes issued to the
engine manufacturer’s operator’s manual shall supersede or supplement the inspections
outlined in this report. See latest revision of Lycoming Service Letter No. L185 if fuel of the
specified octane rating for the power plant is not available.
6. Overhaul as required and at engine overhaul. In no case may Slick 6300 series magneto's
time-in-service exceed engine TBO.
7. Refer to latest revision of Textron Lycoming Service Bulletin No. 480.
8. In S/N’s 3257001 and 3257002 only, for those airplanes which have not installed new aileron
center nose rib assemblies P/N’s 86398-002 (left) and 86398-003 (right); and, which also have
not installed new nutplates P/N 406-825 on existing aileron center nose rib assemblies;
perform Aileron Center Nose Rib Assembly 100 Hour Inspection, 57-50-00

1D23 5-20-00 Sep

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

6. Scheduled Maintenance - Saratoga II TC (S/N’s 3257001 & up) (continued)

K. NOTES (CONT.)
9. Check cylinders for evidence of excessive heat 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 airplane 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 a while. This condition is neither
harmful nor detrimental to engine performance and operation. If it can be proven that leakage
exceeds these conditions, the cylinder must be replaced.
10. In S/N’s 3257367 and up, for airplanes delivered from the factory in bare metal, verify
compliance with Piper Service Letter No. 1089.
11. For airplanes equipped with Aero Accessories Inc. Tempest Dry Air Pumps, which have
accumulated 500 hours time-in-service; each 100 hours, inspect vacuum pump vane wear per
Vacuum Pump(s), Inspection, 37-10-00.
12. Complete vacuum system inspection of airplanes equipped with the Auxiliary Vacuum Pump/
Motor Assembly (4A3-1), requires gaining access under the floorboard on the right side of the
forward baggage compartment, where this assembly is located.
13. In S/N’s 3257001 thru 3257204 only, verify compliance with Parker Hannifin Cleveland Service
Bulletin No. 7073A per Piper Vendor Service Publication No. 137A.
CAUTION: ENVIRONMENTAL REGULATIONS MAY REQUIRE SPECIAL EQUIPMENT AND
PROCEDURES BE USED WHEN CHARGING AIR CONDITIONING SYSTEMS.
14. The compressor oil level should not be checked unless a refrigerant leak has occurred or
system pressure has been released, requiring an addition of refrigerant to the system.
15. Clean any traces of oil from the clutch surface.
16. Examine cables for broken strands by wiping them with a cloth for their entire length. Visually
inspect the cable thoroughly for damage not detected by the cloth. Replace any damaged or
frayed cables.
(a) See Control Cable Inspection, 27-00-00, or the latest edition of FAA AC 43.13-1. 1.
(b) At fifteen (15) years time-in-service, begin Cable Fittings 100 Hour Special Inspection
(27-00-00).
17. In S/N’s 3257124 and up (airplanes built in the year 2000 or later) with autopilot installed, verify
compliance with S-TEC/Meggitt Service Bulletin No. 02-001 per Piper Vendor Service
Publication No. 143.
18. Maintain cable tensions specified in Chapter 27.
19. Verify torque at forward and aft spar attach per 57-40-00, Figure 1.
20. Sloshing of fuel tanks not approved.
21. In S/N’s 3257001 and up, verify compliance with Lycoming Service Bulletin No. 554 and its
Supplement No. 1 per Piper Vendor Service Publication No. 148.
22. Refer to Section 4 of the Pilot's Operating Handbook for preflight and flight check list.
23. Refer to Pilot's Operating Handbook Supplement for preflight and flight check and for intended
function in all modes.
24. Fly airplane to check landing gear system in accordance with instructions given in Chapter 32,
Operational Check of Retractable Landing Gear System.

PAGE 30
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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

6. Scheduled Maintenance - Saratoga II TC (S/N’s 3257001 & up) (continued)

K. NOTES (CONT.)
25. In S/N’s 3257001 thru 3257324 only, verify compliance with Parker Hannifin Cleveland Service
Bulletin No. 7076 per Piper Vendor Service Publication No. 155.
26. In S/N 3257001 thru 3257353 only, with autopilot installed, verify compliance with S-TEC/Meggitt
Service Bulletins No. 04-001 and No. 04-002R1 per Piper Vendor Service Publication No. 163.
27. In S/N’s 3257001 thru 3257039 only, verify compliance with Piper Service Bulletin No. 1020.
28. In S/N’s 3257001 thru 3257046 only, verify compliance with Piper Service Bulletin No. 1023.
29. In S/N’s 3257001 thru 3257036 only, verify compliance with Piper Service Bulletin No. 1024.
30. In S/N’s 3257001 thru 3257063 only, verify compliance with Piper Service Bulletin No. 1026.
31. In S/N’s 3257029 thru 3257064 only, verify compliance with Piper Service Bulletin No. 1028.
32. In S/N’s 3257076 thru 3257087 only, verify compliance with Piper Service Bulletin No. 1030.
33. Refer to 21-50-00, Condenser Assembly Rigging, and verify/check microswitch adjustment.
34. In S/N’s 3257002 thru 3257062 only, verify compliance with Piper Service Bulletin No. 1025.
35. In S/N’s 3257001 thru 3257055 only, verify compliance with Piper Service Bulletin No. 1031.
36. In S/N’s 3257001 thru 3257102 only, verify compliance with Piper Service Bulletin No. 1035.
37. In S/N’s 3257076 thru 3257105 and 3257107 only, verify compliance with Piper Service
Bulletin No. 1036.
38. In S/N’s 3257001 thru 3257115 only, verify compliance with Piper Service Bulletin No. 1039.
39. In S/N’s 3257076 thru 3257296 only, verify compliance with Piper Service Bulletin No. 1135.
40. In S/N’s 3257321, and 3257324 thru 3257327 only, verify compliance with Piper Service
Bulletin No. 1137.
41. In S/N’s 3257316 thru 3257326 only, verify compliance with Piper Service Bulletin No. 1141.
42. In S/N’s 3257344 thru 3257349 only, verify compliance with Piper Service Bulletin No. 1151E.
43. For airplanes equipped with Garmin 1000 EFIS, conduct the 100 Hour inspection per 34-20-
00, EFIS - Garmin, Inspections.

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SPECIAL INSPECTIONS

WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING

OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
The following inspections are required in addition to those listed in 5-20-00. These inspections are
required at intervals of:
 Flight hours;
 Calendar Year; or
 the specific operation being conducted or the environment being operated in.
Unless otherwise indicated, these inspections are to be repeated at each occurance of the specified
interval. Note that the items listed herein are guidelines based on past operating experience. Each
operator should closely monitor his own unique operating conditions/environment and react accordingly
to keep his aircraft airworthy.
NOTE: A log book entry should be made upon completion of any inspections.

1. Per Flight Hour

Each 200 Hours
 For aircraft 10 years old or older, 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 years
time-in-service.
Each 400 Hours
 Each 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 Textron
Lycoming Service Table of Limits SSP1776.
Each 500 Hours
 Remove propeller; clean sludge from propeller and crankshaft.
 Remove and flush oil radiator.
 Inspect magneto distributor block for cracks, burned areas, or corrosion.
 If installed, the auxiliary vacuum pump/motor assembly must be removed from service and replaced at
500 hours of operating time as indicated on the elapsed time indicator, or 10 years of installed time in
aircraft, whichever comes first.
 Inspect flap selector lever cable attachment for any signs of cable fraying per Control Cable Inspection,
27-00-00.
 Clean and lubricate stabilator trim drum screw.

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Each 1000 Hours

 Overhaul or replace magnetos.
 Replace engine compartment flexible hoses (fuel, oil, etc.) as required; but not to exceed 1000 hours
time-in-service, eight (8) years, or engine overhaul, whichever comes first.
 For TC only: remove all turbocharger components from the engine. Inspect and repair or replace as
necessary. Inspect turbocharger rotor for excessive play, carbon and dirt deposits. (Refer to Chapter 81.)
Remove and inspect turbine and compressor housings. Inspect turbine wheel and impeller for physical
damage and excessive build up of deposits. If excessive, replace turbocharger assembly.
 Clean and lubricate all exterior needle bearings.
 For airplanes equipped with Garmin 1000 EFIS: after the initial twelve (12) month or first 2000 hour
inspection; inspect the emergency battery each 1000 hours time-in-service or every twelve (12) months,
whichever comes first. See Concorde’s Instructions for Continued Airworthiness, Maintenance Manual
Supplement, Concorde Valve Regulated Lead-Acid Emergency Battery, Drawing No. 5-0143, available at
http://www.concordebattery.com/ for detailed inspection requirements and procedures.
 For airplanes equipped with Garmin 1000 EFIS: each 1000 hours time-in-service conduct the 1000 Hour
Inspection as specified in 34-20-00, EFIS - Garmin, Inspections.
Each 1500 Hours
 For airplanes equipped with the optional Inadvertent Ice Protection System (TKS): each three (3) years
or each 1500 hours, whichever comes first, replace the filter.
Each 1700 Hours
 If installed, each 1700 hours or at engine overhaul, whichever comes first, replace the Standby
Alternator with a new or overhauled unit.
Each 2000 Hours
 Each seven (7) years; or, each 2000 hours time-in-service, whichever comes 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.
 For airplanes equipped with the optional Inadvertent Ice Protection System (TKS): each 2000 hours,
replace pump or rebuild pump motor and replace brushes.
 Complete overhaul of engine or replace with factory rebuilt as required by Lycoming Service Instruction
No. 1009. See also Lycoming Service Bulletin No. 240.
 Overhaul or replace Hartzell propellers each five or six years or each 2000 or 2400 hours. (Refer to
latest revision of Hartzell Service Letter No. 61 to determine specific requirements for individual
airplanes.)
 For airplanes equipped with Garmin 1000 EFIS: upon completing the initial twelve (12) months or first 2000
hours time-in-service, whichever comes first, inspect the emergency battery. See Concorde’s Instructions for
Continued Airworthiness, Maintenance Manual Supplement, Concorde Valve Regulated Lead-Acid
Emergency Battery, Drawing No. 5-0143, available at http://www.concordebattery.com/ for detailed
inspection requirements and procedures.

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Each 2400 Hours

 Overhaul or replace Hartzell propeller governors each 2400 hours or at engine overhaul. (Verify TBO in
latest revision of Hartzell Service Letter No. 61.)
 Overhaul or replace Hartzell propellers each five or six years or each 2000 or 2400 hours. (Refer to
latest revision of Hartzell Service Letter No. 61 to determine specific requirements for individual
airplanes.)

2. Per Calendar Year

Each Seven (7) Days
WARNING: DO NOT USE GREASE OR ANY TYPE OF GREASE FITTING ON ANY OXYGEN
SYSTEM. WHEN WORKING WITH AN OXYGEN SYSTEM MAKE SURE HANDS,
CLOTHING, TOOLS, AND IMMEDIATE AREA ARE FREE OF GREASE.
 If installed, inspect the oxygen system cylinder for dents, bulges, corrosion, or chafing. See Servicing -
Inspections, 35-10-00.
Each Thirty (30) Days
 Inspect battery, box or shelf, and cables. Flush box as required and fill battery per instructions on box or
in 24-30-00.
 If installed, check portable fire extinguisher for condition and charge. Verify nozzle is unobstructed and
safety seal is intact. Determine charge by “hefting” extinguisher.
Each Ninety (90) Days
 For airplanes equipped with the Avidyne Entegra EFIS: if the Standby Attitude Indicator has not been
operated in the previous 90 days, charge the battery of the Standby Attitude Indicator. See Standby
Attitude Indicator, 34-20-00.
 Remove, drain, and clean fuel strainer bowl and screen located in bottom of fuel selector valve.
Each Twelve (12) Months
 For airplanes equipped with Garmin 1000 EFIS: each twelve (12) months conduct the Annual Inspection
as specified in 34-20-00, EFIS - Garmin, Inspections.
 For airplanes equipped with the Avidyne Entegra or Garmin 1000 EFIS: each twelve (12) months
perform a full capacity test of the Standby Attitude Indicator battery. See Standby Attitude Indicator, 34-
20-00.
 For airplanes equipped with the optional Inadvertent Ice Protection System (TKS): each twelve months,
perform Ice Protection System Annual Inspection, 30-10-00.
 For airplanes equipped with Garmin 1000 EFIS: upon completing the initial twelve (12) months or first 2000
hours time-in-service, whichever comes first, inspect the emergency battery. See Concorde’s Instructions for
Continued Airworthiness, Maintenance Manual Supplement, Concorde Valve Regulated Lead-Acid
Emergency Battery, Drawing No. 5-0143, available at http://www.concordebattery.com/ for detailed
inspection requirements and procedures.
 For airplanes equipped with Garmin 1000 EFIS: after the initial twelve (12) month or first 2000 hour
inspection; inspect the emergency battery each 1000 hours time-in-service or every twelve (12) months,
whichever comes first. See Concorde’s Instructions for Continued Airworthiness, Maintenance Manual
Supplement, Concorde Valve Regulated Lead-Acid Emergency Battery, Drawing No. 5-0143, available at
http://www.concordebattery.com/ for detailed inspection requirements and procedures.

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Each Two (2) Years

 Test and inspect the static pressure system and altimeters (including ADAHRS (in Avidyne PFD) or GDC
74A (Garmin), if EFIS installed). Ensure compliance with the requirements of FAR 43, Appendix E. (See
FAR 91.411.)
 Test and inspect the transponder. Ensure compliance with the requirements of FAR 43, Appendix F.
(See FAR 91.413.)
 For airplanes equipped with the Avidyne Entegra EFIS: swing the magnetic compass and recalibrate the
magnetometer every two (2) years. See Magnetometer, 34-20-00.
Each Three (3) Years
WARNING: DO NOT USE GREASE OR ANY TYPE OF GREASE FITTING ON ANY OXYGEN
SYSTEM. WHEN WORKING WITH AN OXYGEN SYSTEM MAKE SURE HANDS,
CLOTHING, TOOLS, AND IMMEDIATE AREA ARE FREE OF GREASE.
 If installed, remove and hydrostatically test oxygen cylinder every three (3) years (i.e. - light weight
composite cylinders - DOT E8162).
 For airplanes equipped with the Avidyne Entegra EFIS: replace the Standby Attitude Indicator battery as
required, but at least every three (3) years. See Standby Attitude Indicator, 34-20-00.
 For airplanes equipped with the optional Inadvertent Ice Protection System (TKS): each three (3) years
or each 1500 hours, whichever comes first, replace the filter.
Each Five (5) Years
WARNING: DO NOT USE GREASE OR ANY TYPE OF GREASE FITTING ON ANY OXYGEN
SYSTEM. WHEN WORKING WITH AN OXYGEN SYSTEM MAKE SURE HANDS,
CLOTHING, TOOLS, AND IMMEDIATE AREA ARE FREE OF GREASE.
 If installed, for each oxygen system outlet, replace rubber components or entire outlet assembly each
five (5) years time-in-service.
 If installed, oxygen system external recharge valve replacement is required only “On Condition,” but is
recommended each five (5) years time-in-service.
 If installed, overhaul or replace oxygen system masks each five (5) years time-in-service.
 Overhaul or replace engine-driven and electric fuel pumps as required, but at least every five (5) years or
at engine overhaul, whichever comes first. For engine overhaul, refer to latest revision of Textron
Lycoming Service Bulletin No. 240 and Textron Lycoming Service Instruction 1009.
 Overhaul or replace Hartzell propellers each five or six years or each 2000 or 2400 hours. (Refer to
latest revision of Hartzell Service Letter No. 61 to determine specific requirements for individual
airplanes.)
 For airplanes equipped with Garmin 1000 EFIS: update the GRS 77 AHRS’ “Earth magnetic field model”
each five (5) calendar years beginning in 2010. The updated “Earth magnetic field model” is expected to
be available from Garmin on July 1st of each fifth year - i.e. - 2010, 2015, 2020, etc.

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 THE NEW PIPER AIRCRAFT, INC.
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Each Six (6) Years

WARNING: DO NOT USE GREASE OR ANY TYPE OF GREASE FITTING ON ANY OXYGEN
SYSTEM. WHEN WORKING WITH AN OXYGEN SYSTEM MAKE SURE HANDS,
CLOTHING, TOOLS, AND IMMEDIATE AREA ARE FREE OF GREASE.
 If installed, overhaul or replace oxygen system regulator each six (6) years time-in-service.
 Overhaul or replace Hartzell propellers each five or six years or each 2000 or 2400 hours. (Refer to
latest revision of Hartzell Service Letter No. 61 to determine specific requirements for individual
airplanes.)
Each Seven (7) Years
 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 (28-10-00).
 Replace fuel tank flexible hose interconnect couplings and fuel tank vent line flexible hose and hose
couplings as required; but not to exceed 1000 hours time-in-service, seven (7) years, or fuel tank
removal, whichever comes first.
 Each seven (7) years; or, each 2000 hours time-in-service, whichever comes 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.
Each Eight (8) Years
 Replace engine compartment flexible hoses (fuel, oil, etc.) as required; but not to exceed 1000 hours
time-in-service, eight (8) years, or engine overhaul, whichever comes first.
Each Ten (10) Years
 If installed, the auxiliary vacuum pump/motor assembly must be removed from service and replaced at
500 hours of operating time as indicated on the elapsed time indicator, or 10 years of installed time in
aircraft, whichever comes first.
 For airplanes equipped with the Avidyne Entegra EFIS: replace the CMOS battery in the multifunction
display (MFD) as required, but at least each 10 years. See Multifunction Display (MFD), 34-20-00.
 Each ten years time-in-service, test fuselage and wing fluid hoses to system pressure. Visually inspect
for leaks. Hoses that pass inspection may remain in service, but must be rechecked each five years
additional time-in-service. No fluid hose may exceed 20 years total time-in-service.
Each Fifteen (15) Years
 No lightweight composite oxygen cylinder (i.e. - DOT E8162) may exceed fifteen (15) years total time-in-
service.
Each Twenty (20) Years
 No fluid hose may exceed 20 years total time-in-service.

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3. Specific Operation / Operating Environment

A. High Dust or Industrial Pollution
CAUTION: DISCONNECT LINES FROM PITOT/STATIC SYSTEM BEFORE CONDUCTING THIS
INSPECTION.
Item Inspection Inspection Interval
 Engine Air Filter. Clean and inspect. Daily.
 Fuel Injector Nozzles. Clean and inspect. 100 Hours.
(Lycoming FM-250 FCS only.)
 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 Up and Clean, inspect and lubricate. (Refer to 100 Hours.
Down Lock Assemblies. Lubrication Chart, 12-20-00.)
 Landing Gear Actuators Clean. Before each flight.
and Oleos.
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.

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B. High Salt or High Humidity

Item Inspection Inspection Interval
 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.
switches and wiring for condition.
WARNING: ENSURE BOTH MAGNETO SWITCHES ARE OFF (GROUNDED), BEFORE TURNING
PROPELLER. ENGINE MAY START IF BOTH SWITCHES ARE NOT OFF. USE EXTREME
CAUTION WHEN ROTATING PROPELLER BY HAND; PROPELLER MAY KICK BACK.
 Engines with more than Each five days, pull prop through five Each 5 days
50 hours total time. complete revolutions. and
Each 30 days, fly aircraft for 30 minutes each 30 days.
or, ground run until oil temperature is in
the green arc. Avoid excessive ground run.
 Engines with less than Each day, pull prop through five Daily
50 hours total time. complete revolutions. and
Each 30 days, fly aircraft for 30 minutes each 30 days.
or, ground run until oil temperature is in
the green arc. Avoid excessive ground run.
 Instruments and Wiring. Inspect for proper seal of cases and 100 Hours.
corrosion.
 Interior. Inspect upholstery, seat belts, seats and 100 Hours.
rugs for corrosion and integrity.
NOTE: Do not use metallic tie downs (i.e. - chains, cables, etc.) in high salt or high humidity
environments.

C. Operation in Extreme Cold

Item Inspection Inspection Interval
 Hydraulic, Pneumatic Check all fittings and attachments for First 100 Hour, then
and Environmental. security and leaks. as required.
 Oil cooler winterization If ground or inflight outside air temps are Each occurrence,
plates. expected to be below 15 °F, installation of before further flight.
(Saratoga II TC only, oil cooler winterization plates is recommended.
see Note, below.)
NOTE: Not applicable in S/N’s 3257273 and up.
Not applicable in S/N’s 3257001 thru 3257272 when Piper Kit P/N 767-332 installed.
In S/N’s 3257001 thru 3257102 only, ensure Piper Kit P/N 766-653 (Revision C or later) has
been installed per Piper Service Bulletin No. 1018A. See Sections 2 and 8 in the Pilot’s
Operating Handbook, VB-1647 (Revision 7 or later).

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D. Operation from Soft or Unusual Terrain

Item Inspection Inspection Interval
 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.

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UNSCHEDULED MAINTENANCE CHECKS

WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING

OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
The following inspections are required in response to specific anomalies encountered during aircraft
operation. Note that the items listed herein are guidelines based on past operating experience. Each
operator should closely monitor his own unique operating conditions/environment and react accordingly
to keep his aircraft airworthy.
NOTE: A log book entry should be made upon completion of any inspections.

1. Lightning Strike
Item Inspection Inspection Interval
 Propeller. Refer to latest Hartzell Service Letter. Each occurrence,
Overhaul prior to return to service. before further flight.
 Engine. See latest revisions of appropriate Each occurrence,
Textron-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 24-30-00.
 If Garmin 1000 equipped. Replace both Instrument Dimmer Each occurrence,
voltage suppressor units. Perform Before further flight.
electrical bonding resistance check
(see 51-80-00) for G1000 equipment.
 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.

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2. Engine Events
A. Overspeed, Overtemp, Loss of Oil, or Sudden Stoppage
Item Inspection Inspection Interval
 Engine. See latest revisions of appropriate Each occurrence,
Textron-Lycoming Service Bulletins before further flight.
and Overhaul Manual.
 Propeller. Propeller overspeed of more than 10%. Each occurrence,
Refer to latest Hartzell Service Letter. before further flight.
Remove and overhaul before
return to service.
 Engine Mount and Inspect for distortion and Each occurrence,
Attachments. damage. Replace or repair before further flight.
as required.

B. Engine Fire or External or Prolonged Air Intake Manifold Fire

Item Inspection Inspection Interval
 Lycoming FM-250 Overhaul per latest revision of Each occurrence,
Fuel Control System. appropriate Textron-Lycoming before further flight.
Overhaul Manual.

C. Engine Operated with Contaminated Fuel (Water, sand, rust, etc.)

Item Inspection Inspection Interval
 Lycoming FM-250 Overhaul per latest revision of Each occurrence,
Fuel Control System. appropriate Textron-Lycoming before further flight.
Overhaul Manual.

3. Severe Turbulence, Hard or Overweight Landing

CAUTION: MINOR OR APPARENTLY SUPERFICIAL DAMAGE MAY INDICATE A MORE SEVERE
CONDITION SOMEWHERE ELSE IN THE STRUCTURE.
A. Place aircraft in a normal level attitude.
B. Make a preliminary inspection of checking alignment and out-of-track condition of engine, wings,
tail, landing gear and doors.
C. Follow Piper and Textron-Lycoming Maintenance Manual procedures. If there are any questions
regarding repairs or procedures, contact your Piper Dealer’s Service Advisor (DSA).
D. Inspect the following items closely to determine the extent of damage:
Item Inspection Inspection Interval
 Landing Gear Struts. Cracks, signs of overstress Each occurrence,
(Not required for deformation, loose or damaged before further flight.
severe turbulence.) trunnion mounts. Axles for cracks,
bending or flat spots. Damaged oleos
and seals, hydraulic leaks and landing
gear alignment.

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 THE NEW PIPER AIRCRAFT, INC.
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3. Severe Turbulence, Hard or Overweight Landing (continued)

Item Inspection Inspection Interval
 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).
 Wheel Wells and Landing Buckling, cracks, overstress, wing skin Each occurrence,
Gear attach points. buckling, actuator and side brace for before further flight.
(Not required for damage and condition. Inspect
severe turbulence.) landing gear attachment and drag
link bolts (magnetic particle method).
 Wings. Wing attach bolts for slippage, damage Each occurrence,
and overstress. Upper and lower wing before further flight.
skins for wrinkles, cracks, popped or
loose rivets.
Remove access plates and inspect for
internal damage to ribs, stringers and
sparwebs; and fuel tanks for damage,
attachment, and leaks.
 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.

4. Flaps Extended Above Maximum Flap Extension Speed (VFE)

Item Inspection Inspection Interval
 Flap torque tube/pushrod. Inspect for distortion. Replace as Each occurrence,
required. (See Flap Torque Tube/Pushrod before further flight.
Distortion Inspection, 27-50-00.)
 Flaps. Inspect for damage to the skin and Each occurrence,
attach points. Replace as required. before further flight.

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 THE NEW PIPER AIRCRAFT, INC.
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5. Flood Damage, Immersion in Water

A. These guidelines are general in nature and should be applied or varied to fit the individual aircraft
according to water level, length of time of exposure and other variables. Only those areas that might
not be obvious to the mechanic are addressed.
CAUTION: MAKE ALL REPAIRS AND/OR ADJUSTMENTS IN ACCORDANCE WITH THE
APPROPRIATE PIPER MAINTENANCE MANUAL, THE COMPONENT
MANUFACTURER'S MAINTENANCE MANUAL, AND FAR PART 43. PAY
PARTICULAR ATTENTION TO SILT, CORROSION AND CONTAMINANTS.
B. Follow Piper and Textron-Lycoming Maintenance Manual procedures. If there are any questions
regarding repairs or procedures, contact your Piper Dealer’s Service Advisor (DSA).
C. Determine the water level on the aircraft. Determine which operating and/or electrical components
have been exposed to the water.
D. If the following items were immersed, inspect them closely to determine the extent of damage:
Item Inspection Inspection Interval
 Airframe. Clean silt and contaminants from airframe. If immersed, each event,
before further flight.
 Tubular Structures. Check for internal corrosion. If immersed, each event,
(i.e. - Engine Mounts, etc.) Clean and represerve as required. before further flight.
(See 71-20-00 - 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.
Shimmy 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.

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5. Flood Damage, Immersion in Water (continued)

Item Inspection Inspection Interval
 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 pitting in stressed areas is found the
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
metering devices in accordance with
manufacturer's instructions to determine
fitness for future use.
Reassemble engine using new seals,
gaskets, stressed bolts nuts and
crankshaft sludge tubes. All reused parts
must conform with Lycoming Table of
Limits No. SSP-2070 for fits and
clearances.
See latest revision of Lycoming Service
Bulletin No. 357.
 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.

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5. Flood Damage, Immersion in Water (continued)

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

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5. Flood Damage, Immersion in Water (continued)

Item Inspection Inspection Interval
 Vacuum and Pitot-Static Replace gyros. If immersed, each event,
Systems. before further flight.
Replace filters.

Clean and inspect all lines, and pitot

and static vents.

Clean and check all regulating valves.

Remove and inspect engine driven and

auxiliary vacuum pumps.
 Induction 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
and ducting.
 Fuel System. Perform Fuel Tank/Wing Spar Corrosion If immersed, each event,
Inspection, 28-10-00. 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,
cap vents and vent lines.
 Instruments. Clean and inspect instruments. Bench If immersed, each event,
test 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,
ducting and valves.

Inspect and check system control cables.

Replace corroded or binding cables.

If installed, clean and inspect air

conditioning evaporator, condenser,
and compressor.

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5. Flood Damage, Immersion in Water (continued)

Item Inspection Inspection Interval
 Oxygen System. Disconnect all lines from source and If immersed, each event,
(If installed.) outlets; clean all fittings and lines before further flight.
per MIL-I-5585A.

Remove and clean regulator valve per

appropriate Scott publication.

Replace pressure gauge.

 Avionics Systems. Replace avionics. If immersed, each event,
before further flight.
Clean and inspect antennas
and connectors.
 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.

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CHAPTER

6
DIMENSIONS
AND AREAS

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CHAPTER 6

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
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6-List of 1 Sep 30/06

Effective Pages 2 Sep 30/06

6-Table of Contents 1 Sep 30/06

2 Sep 30/06

6-00-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06
7 Sep 30/06
8 Sep 30/06

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CHAPTER 6 - DIMENSIONS AND AREAS

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

GENERAL 6-00-00 1 1F7

Leading Particulars and Principal Dimensions 2 1F8
Station Reference Lines 4 1F10
Access and Inspection Provisions 4 1F10

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GENERAL

The principal airplane dimensions are shown in Figure 1, and the leading particulars/principal
dimensions are listed in Chart 1. The airplane serial number is located on the Manufacturers Aircraft
Association (MAA) plate located on the left side of the fuselage at approximately F.S. 278.6. The engine
serial number plate is located on the right side of the engine oil sump just below cylinder number 5.

Three View
Figure 1

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1. Leading Particulars and Principal Dimensions

See Chart 1.

CHART 1 (Sheet 1 of 3)
LEADING PARTICULARS AND PRINCIPAL DIMENSIONS
MODEL (SARATOGA II) PA-32R-301 (HP) PA-32R-301T (TC)
ENGINE
Manufacturer Textron Lycoming
Model IO-540-K1G5 TIO-540-AH1A
FAA Type Certificate 1E4
Rated Horsepower 300 HP at Sea Level 300 HP to 12,000 ft.
Rated Speed 2700 RPM 2500 RPM
Oil Pressure (PSI):
Minimum Idling 25
Normal 55
Starting and Warmup 115
Maximum 95
Oil Type and Grade See Lubrication Chart
Oil Sump Capacity 12 U.S quarts (9.25 quarts usable)
Fuel, Aviation Grade
(Minimum and Specified Octane) 100/100LL
Magnetos:
(L/H) Slick 6351 Slick 6361
(R/H) 6350 6360
Magneto Timing 20 degrees BTC
Magneto Point Clearance .010 ± .002
Spark Plugs / Refer to latest revision of Textron
Spark Plug Gap Setting Lycoming Service Instruction No. 1042.
Firing Order 1-4-5-2-3-6
Starter:
Prestolite (12 volt) MZ4206(1)
Electrosystems (24 volt) MHB4016(2)
Skytech (28 volt) 149-24PM(3) 149-24PM
Alternator (90 amp):
Electrosystems (14 volt) P/N 690-019(1)
Electrosystems (28 volt) P/N 680-501 P/N 680-501
Voltage Regulator:
Lamar (14 volt) P/N 557-337(1)
Lamar (28 volt) P/N 68804-005(4) P/N 68804-005(4)
ESI VR320 (28 volt) P/N 68804-007 P/N 68804-007
NOTES: (1) S/N’s 3246001 thru 3246017 only. (3) S/N’s 3246088 and up.
(2) S/N’s 3246017 thru 3246087 only. (4) S/N’s 3246018 thru 3246125 and
S/N’s 3257001 thru 3257074.

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CHART 1 (Sheet 2 of 3)
LEADING PARTICULARS AND PRINCIPAL DIMENSIONS
MODEL (SARATOGA II) PA-32R-301 (HP) PA-32R-301T (TC)
PROPELLER THREE BLADE
Manufacturer Hartzell
Hub and Blade Model HC-I3YR-1RF / F7663DR
Diameter 78 in.
Diameter, Minimum 77 in.
Blade Angle:
Low Pitch (High RPM)(1) 12.4° ± 0.2° 15.2° ± 0.2°
High Pitch (Low RPM)(1) 32°± 1° 34.0° ± 0.5°
Governor Control Hartzell
Governor Model V-5-4 V-5-6
NOTE: (1) Measurement taken at 30 inch station.
FUEL SYSTEM
Fuel Tanks: (2 interconnected
each wing / 4 total)
Capacity: 53.5 U.S. Gallons / Wing
Total Fuel Onboard 107 U.S. Gallons
Total Usable Fuel 102 U.S. Gallons
Electric Fuel Pump (14 volt) Airborne 1B5-6(1)
(28 volt) Airborne 1B5-14 Weldon 461750
NOTE: (1) SN’s 3246001 thru 3246017 only.
LANDING GEAR
Type Hydraulically Retractable
Shock Strut Type Combination Air and Oil Oleo
Fluid Required
(Struts, Brakes & Hydraulics) MIL-H-5606
Wheel Tread 11.08 ft.
Wheelbase 7.95 ft.
Nose Wheel Travel 22.5° ± 2° Left and Right
Turning Distance (Min.) 75 ft., 6 in.
Turning Radius (Minimum):
Nose Wheel 22 ft., 11 in.
Wing Tip

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CHART 1 (Sheet 3 of 3)
LEADING PARTICULARS AND PRINCIPAL DIMENSIONS
MODEL (SARATOGA II) PA-32R-301 (HP) PA-32R-301T (TC)
LANDING GEAR (cont.)
Wheel, Nose 5.00 x 5
Cleveland 40-77B or
McCauley D-30500
Wheel, Main 6.00 x 6
Cleveland 40-120C
Brake Type Cleveland 30-83
Tire, Nose Type III, 5:00 x 5, 6 ply
(Michelin Air, B.F. Goodrich, or McCreary)
Tire, Main, Type III, 6:00 x 6, 8 ply
(Michelin Air, B.F. Goodrich, or McCreary)
Tire Pressure, Nose 35 psi
Tire Pressure, Main 38 psi

Nose Gear Strut Pressure 225 ± 22.5 psi

Nose Gear Visible Piston Extension
(Under Static Load)(1) 2.75 in. ± .25 in.

Main Gear Strut Pressure 250 ± 25 psi

Main Gear Visible Piston Extension
(Under Static Load)(1) 4.00 in. ± 25 in.

NOTE: (1) Static Load is the empty weight of the airplane plus full fuel and oil.

2. Station Reference Lines (See Figure 2.)

To locate various airplane components that require maintenance and servicing, a method utilizing
fuselage station, wing station, buttock line and waterline designations is frequently employed in this
manual. Fuselage stations (F.S.), wing stations, (W.S.) buttock lines (B.L.), and water lines (W.L.) 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. F.S. 0 is 78.4 inches ahead of the
wing leading edge; B.L. 0 is the centerline of the airplane; and W.L. 0 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.
3. Access And Inspection Provisions
CAUTION: BEFORE ENTERING THE AFT SECTION OF THE FUSELAGE, BE SURE THE
AIRPLANE IS SUPPORTED AT THE TAIL SKID.
The access and inspection provisions for the airplane are shown in Figure 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 section of the fuselage, remove the rear
trim panel.

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Station Reference Lines

Figure 2

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Access Plates and Panels

Figure 3

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CHAPTER

7
LIFTING
AND SHORING

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CHAPTER 7

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Effective Pages 2 Sep 30/06

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2 Sep 30/06

7-10-00 1 Sep 30/06

2 Sep 30/06

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CHAPTER 7 - LIFTING AND SHORING

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

JACKING 7-10-00 1 1F21

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JACKING

Jacking the airplane is necessary to service the landing gear and other operations. The jacking operation
is normally performed using tripod jacks. In other situations (i.e. - emergency, post-accident lifting, etc.),
slings or air bags may be more appropriate.
If wing or fuselage shoring is required, make sure the support is contoured to conform to the surface it is
supporting.
Jacking
A. Align jacks under the wing respective pads on the wing front spar.
CAUTION: BE SURE TO APPLY SUFFICIENT TAIL SUPPORT BALLAST. OTHERWISE, THE
AIRPLANE WILL SLIP FORWARD AND FALL ON THE FUSELAGE NOSE SECTION.
B. Attach a tail stand with approximately 250 pounds ballast to tail skid.
CAUTION: IF THE PURPOSE FOR PLACING THE AIRPLANE ON JACKS IS TO SERVICE THE
HYDRAULIC SYSTEM, THE FREE-FALL VALVE KNOB SHOULD BE PULLED FULL
OUT FROM THE INSTRUMENT PANEL.
C. Carefully raise jacks until all three wheels are clear of the surface.

Jacking
Figure 1

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CHAPTER

8
LEVELING
AND WEIGHING

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2 Sep 30/06

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2 Sep 30/06

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2 Sep 30/06

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CHAPTER 8 - LEVELING AND WEIGHING

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

WEIGHING 8-10-00 1 1G5

LEVELING 8-20-00 1 1G7

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WEIGHING

The airplane may be weighed by the following procedure (see Figure 1):
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. (Refer to Towing,
9-10-00.)
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 8-20-00.

Weighing Airplane
Figure 1

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LEVELING

All configurations of the airplane are provided with a means for longitudinal and lateral leveling.
The airplane may be leveled while on jacks, during the weighing procedure while the wheels are on
scales, or while the wheels are on the ground. To level the airplane for purposes of weighing or rigging,
the following procedures may be used:
NOTE: Level the airplane laterally first, then level it longitudinally.
A. To laterally level the airplane, place a spirit level across the baggage compartment floor along the
rear bulkhead (refer to Figure 1) and deflate the 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 (Figure 1). Place a spirit level on these screw heads and deflate the
nose wheel tire or adjust the jacks until the bubble of the level is centered.

Longitudinally Laterally

Leveling Airplane
Figure 1

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CHAPTER

9
TOWING AND TAXIING

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CHAPTER 9 - TOWING AND TAXIING

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

TOWING 9-10-00 1 1G15

TAXIING 9-20-00 1 1G17

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TOWING

CAUTION: DO NOT TURN THE NOSE GEAR BEYOND THE MARKED STEERING LIMITS. WHEN
TOWING WITH POWER EQUIPMENT, TURNING THE NOSE GEAR IN EITHER
DIRECTION BEYOND ITS STEERING RADIUS LIMITS WILL RESULT IN DAMAGE TO
THE NOSE GEAR AND STEERING MECHANISM.
CAUTION: DO NOT PUSH ON THE TRAILING EDGE OF THE AILERONS. PUSHING ON THE
AILERON TRAILING EDGES, WHEN MOVING THE AIRCRAFT FORWARD BY HAND,
WILL CAUSE THE AILERON CONTOUR TO CHANGE RESULTING IN AN OUT-OF-TRIM
CONDITION.
The airplane may be moved by using the nose wheel steering bar that is stowed in the forward baggage
compartment or by using power equipment that will not damage or cause excess strain to the nose gear
steering assembly. Tow bar engages front axle inside fork.
In the event towing lines are necessary, lines (rope) should be attached to both main gear struts as high
up on the tubes as possible. Lines should be long enough to clear the nose and/or tail by not less than
15 feet, and a qualified person to ride in the pilot’s seat to maintain control by use of the brakes.

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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:
CAUTION: DO NOT OPERATE THE ENGINE AT HIGH RPM WHEN RUNNING UP OR TAXIING
OVER GROUND CONTAINING LOOSE STONES, GRAVEL OR ANY LOOSE MATERIAL
THAT MAY CAUSE DAMAGE TO THE PROPELLER BLADES.
CAUTION: OBSERVE WING CLEARANCES WHEN TAXIING NEAR BUILDINGS OR OTHER
STATIONARY OBJECTS. IF POSSIBLE, STATION A GUIDE OUTSIDE THE AIRPLANE TO
OBSERVE.
CAUTION: AVOID HOLES AND RUTS, WHEN TAXIING ON UNEVEN GROUND.
A. Taxi forward a few feet and apply brakes to determine their effectiveness.
B. Taxi with propeller set in low pitch, high rpm setting.
C. While taxiing, make slight turns to ascertain the effectiveness of steering.

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CHAPTER

10
PARKING
AND MOORING

1G19

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CHAPTER 10

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

10-List of 1 Sep 30/06

Effective Pages 2 Sep 30/06

10-Table of Contents 1 Sep 30/06

2 Sep 30/06

10-10-00 1 Sep 30/06

2 Sep 30/06

10-20-00 1 Sep 30/06

2 Sep 30/06

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CHAPTER 10 - PARKING AND MOORING

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

PARKING 10-10-00 1 1H1

Parking 1 1H1
Locking Airplane 1 1H1

MOORING 10-20-00 1 1H3

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PARKING

1. 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.
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.
C. To release the parking brakes, pull back on the brake lever to disengage the catch mechanism.
Then allow the handle to swing forward.
NOTE: Take care when setting brakes that are overheated or during cold weather when
accumulated moisture may freeze the brakes.
D. The aileron and stabilator controls may be secured with the pilot’s seat belt.
2. Locking Airplane
The right front cabin door, left aft cabin door and the nose baggage compartment door are provided with
a key lock on the outside. All doors use the same key, except the locking gas caps (optional) 2006 and
later, which have a separate key.

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MOORING

CAUTION: WHEN MOORING, USE SQUARE OR BOWLINE KNOTS. DO NOT USE SLIP KNOTS.
The airplane is moored to ensure its immovability, protection, and security under various weather
conditions.
A. Head the airplane into the wind, if possible.
B. Block the wheels.
C. Lock the aileron and stabilator controls by looping the pilot’s seat belt around wheel.
CAUTION: WHEN USING ROPE CONSTRUCTED OF NON-SYNTHETIC MATERIAL, LEAVE
SUFFICIENT SLACK TO AVOID DAMAGE TO THE AIRPLANE WHEN THE ROPES
CONTRACT DUE TO MOISTURE.
D. Secure tie-down ropes to the wing tie-down rings and the tail skid at approximately 45 degree
angles to the ground.
NOTE: Additional preparations for high winds include using tie-down ropes from the landing gear
forks, and securing the rudder.

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CHAPTER

11
REQUIRED
PLACARDS

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1H6

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CHAPTER 11

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

11-List of 1 Sep 30/06

Effective Pages 2 Sep 30/06

11-Table of Contents 1 Sep 30/06

2 Sep 30/06

11-20-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06

11-30-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06
7 Sep 30/06
8 Sep 30/06

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MAINTENANCE MANUAL

CHAPTER 11 - REQUIRED PLACARDS

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

EXTERIOR PLACARDS AND MARKINGS 11-20-00 1 1H11

INTERIOR PLACARDS 11-30-00 1 1H15

Overview 1 1H15
Meyercord Decals 1 1H15

1H9 11 - CONTENTS SepPAGE 1

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EXTERIOR PLACARDS AND MARKINGS

The airplane nameplate placard (Figure 1, Item 16) is located on the left side of the fuselage near the
stabilator leading edge at approximately F.S. 278.60. The placard identifies the airplane by its model
number and serial number. Should a question arise concerning the care of the airplane, it is important to
include the airplane serial number in any correspondence to your Piper Dealer’s Service Advisor (DSA).
NOTE: Any time an airplane is repainted or touched up, inspect all placards to ensure that they are not
covered with paint, are legible, and securely attached.

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Exterior Placards and Markings

Figure 1 (Sheet 1 of 2)

PAGE 2
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PA-32R-301/301T, SARATOGA II HP/TC
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1. PLACARD - NO STEP
2. PLACARD - WARNING - FLAP STEP UNSAFE
3. PLACARD - DOOR RELEASE
4. PLACARD - EXTERNAL POWER
(HP S/N’S 3246088 & UP AND TC S/N’S 3257001 & UP)
5. PLACARD - EXTERNAL POWER (HP S/N’S 3246018 THRU 3246087 ONLY)
6. PLACARD - DOOR RELEASE (HP S/N’S 3246001 THRU 3246017 ONLY)
7. PLACARD - AVGAS ONLY
8. PLACARD - DO NOT PUSH
9. PLACARD - FUEL CHECK BOTTLE
10. PLACARD - OLEO SERVICE INSTRUCTIONS
11. PLACARD - LEVEL POINT
12. PLACARD - OLEO SERVICE INSTRUCTIONS
13. PLACARD - TURN LIMIT
14. PLACARD - TURN LIMIT CENTER MARK
15. PLACARD - STATIC VENT - KEEP CLEAN (EACH SIDE)
(HP S/N’S 3246018 & UP AND TC S/N’S 3257001 & UP)
16. PLACARD - AIRPLANE NAMEPLATE
17. PLACARD - ELT BEHIND PANEL
(MAY NOT BE INSTALLED ON EXPORT AIRPLANES)
18. PLACARD - OXY H.P. RELIEF (OPTIONAL IN TC)
19. PLACARD - NO FUEL (1)
20. PLACARD - TKS ICE PROTECTION TANK, USE ONLY THE FOLLOWING FLUIDS (1)
21. PLACARD - TKS ICE PROTECTION, CAUTION, POROUS DE-ICE PANELS (1)
22. PLACARD - PULL TO OPEN (HP S/N’S 3246182 & UP AND TC S/N’S 3257199 & UP)
23. PLACARD - RELEASE ABOVE HANDLE...
(HP S/N’S 3246182 & UP AND TC S/N’S 3257199 & UP)

NOTES: (1) If equipped with the optional Inadvertent Ice Protection System (TKS).

Exterior Placards and Markings

Figure 1 (Sheet 2 of 2)

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INTERIOR PLACARDS

1. Overview
See Figure 1 for interior placards, Figure 2 for instrument panel placards, and Figure 3 for entertainment
console placards, if installed.
2. Meyercord Decals (PIR-PPS-65104, Rev. G.)

Decals installed on the instrument panel are Meyercord type manufactured by Mark-It, 1055 Paramount
Tarkway, Batavia. IL 60510. The following procedures should be followed in the event one or more of
these decals must be replaced.
A. Removal
CAUTION: DO NOT USE LACQUER THINNER ON ANY PANEL THAT HAS BEEN PAINTED
WITH ENAMEL OR LACQUER. INSTRUMENT PANELS ARE PAINTED AT THE
FACTORY WITH POLYURETHANE PAINTS.
Remove placard to be replaced with a clean cloth dampened with lacquer thinner.
CAUTION: MARK-IT J-70 SOLVENT WILL REMOVE ENAMEL, LACQUER, AND
POLYUTHERANE BASED PAINT PRODUCTS IF LIQUID IS DROPPED ONTO
PAINTED SURFACE AND NOT REMOVED IMMEDIATELY.
If panel is painted with enamel or lacquer use a clean cloth dampened with Mark-It J-70 solvent to
remove placard to be replaced.
B. Installation
(1) If required, clean surface to receive decal using alcohol. Newly painted surfaces need no
preparation.
(2) Mix a solution consisting of six (6) parts water and one (1) part J-70 solvent (P/N 179-497).
(3) Submerge decal in the mixed J-70 solution for approximately 3 to 5 seconds.
(4) Remove decal from mixed solution and lay in position.
(5) Using a plastic squeegee, squeegee out from center to edges to remove excess solution.
(6) Wait approximately 30 to 60 seconds, then slide the backing paper off and wipe up the excess
solution with a damp cloth.
(7) Wait at least 30 minutes at room temperature before wiping the face of the decal with a cloth to
remove excess solvent residue.
(8) Allow the decal to dry thoroughly, (tack free in 2 hours at room temperature) before handling.

1H15 11-30-00 SepPAGE 1

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Interior Placards
Figure 1 (Sheet 1 of 2)

PAGE 2
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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

1. PLACARD - MAXIMUM BAGGAGE

2. PLACARD - SOFT WEAR ONLY
3. PLACARD - LATCH - OPEN
4. PLACARD - AIRPLANE OPERATING CATEGORY
5. PLACARD - FUEL SELECTOR
6. PLACARD - NOSE L - R
7. PLACARD - OIL GRADE
8. PLACARD - MAXIMUM BAGGAGE
9. PLACARD - STABILATOR TRIM
10. PLACARD - OPEN - LATCH
11. PLACARD - OPEN - LATCH (4)
12. PLACARD - FUEL SUMP DRAIN
13. PLACARD - STOW TABLE
PLACARD - CONSOLE STOWAGE (2)
14. PLACARD - TABLE - MAX. WGT.
PLACARDS - CONSOLE MAX. WGTS. AND AUX. POWER (2)
15. PLACARD - DO NOT OPEN ABOVE . . . . . .
16. PLACARD - MAX. REAR SEAT LOAD (3)
17. PLATE - FORWARD HEAT OUTLET
18. PLACARD - CABIN AIR (6)
19. PLACARD - COMPASS DEVIATION CAUTION
20. PLACARD - OPEN ABOVE LATCH (5)
21. PLACARD - NO SMOKING (1)
22. PLACARD - CONTROL QUADRANT
23. PLACARD - ARM REST WARNING (7)

NOTES: (1) HP S/N’s 3246088 and up; TC S/N’s 3257001 and up.
(2) With entertainment console in S/N’s 3246088 and up; TC S/N’s 3257001 and up.
(3) HP S/N’s 3246088 and up; TC S/N’s 3257001 and up;
as required by factory weight and balance.
(4) HP S/N’s 3246001 thru 3246017 only.
(5) HP S/N’s 3246182 and up; TC S/N’s 3257199 and up.
(6) HP S/N’s 3246018 thru 3246181; TC S/N’s 3257001 thru 3257198 only.
(7) HP S/N’s 3246018 and up; TC S/N’s 3257001 and up.

Interior Placards
Figure 1 (Sheet 2 of 2)

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Effectivity Instrument Panel Placards

3246001 thru 3246017 Figure 2 (Sheet 1 of 5)

PAGE 4
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Instrument Panel Placards Effectivity

Figure 2 (Sheet 2 of 5) 3246018 thru 3246087

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MAINTENANCE MANUAL

6 7 6

NO SMOKING
E LI T E LI T
OM E OM E

D
1 2 3 4 5 8 9
NIGHT PRESS

DAY TO TEST

DO NOT EXCEED 26 INCHES OF MANIFOLD

PRESSURE BELOW 2100 RPM

VA132 AT 3600 LBS

(SEE A.F.M.)
VLO130 DN. 110 UP
N0000
VLE130 MAX
DEMO X-WIND 17 KTS
N0000
26
AUX VAC
10
25 CAUTION
BEFORE USING
AUX PUMP
REDUCE AMP
LOAD IF
REQUIRED

11
12
WARNING
AIRCONDITIONER MUST BE OFF
TO INSURE NORMAL TAKEOFF
STORMSCOPE CLIMB PERFORMANCE

OL ER
CO
CLEAR HEAT LIFT TO ACTUATE

13
OFF ON
DEF
PHONE

13 PHONE
IT IS RECOMMENDED THAT THE OIL COOLER WINTERIZATION PLATES BE INSTALLED
WHEN GROUND OR IN-FLIGHT TEMPERATURES ARE EXPECTED TO BE BELOW +15° F.

NOTE: THE USE OF THE OIL COOLER WINTERIZATION PLATES IN AMBIENT TEMPERATURES
BELOW +15° F WILL PRECLUDE THE OCCURANCE OF IN-FLIGHT OIL CONGELATION AND IS
0°

F
L
ALTNR
FIELD
ENGINE
MONITOR
MAP RPM TIT/FF CHT/VAC OT/OP FUEL QTY FUEL
PUMP
LANDING GEAR
PUMP CONT
STALL
WARN
START
& ACC
FLAP
CONT
FLAP
MOTOR
MIKE

14
APPROVED FOR USAGE IN AMBIENT TEMPERATURES UP TO +85° F. CLOSE
OXYGEN A
P
PULL ON
10°
GEAR
UP ALT. ANNUN PITOT A/C-AIR AUX. VAC. PNL/SW RADIO READING FLOOD ANTI/COLL NAV LAND/TAXI TURN & ENT
PANEL HEAT BLOWER PUMP LIGHT LIGHTS BANK CONSOLE
108 KIAS MAX.
MIKE
DIMMING AIR 25°
SWITCH PANEL AVIONICS
40°

DOWN OPEN
PITCH AUTO COMPASS AUDIO NAV/COM NAV/COM GPS GPS ADF DME STRIKE ENCODER TELE XPONDER
TRIM PILOT AMP/MKR 1 & G/S 2 & G/S 1 2 FINDER PHONE
130 KIAS MAX.

14 ALTERNATE STATIC SOURCE

ALL CABIN VENTS AND STORM WINDOW MUST BE CLOSED
HEATER AND DEFROSTER MUST BE ON. PULL AFT TO OPEN
EMERGENCY GEAR
EXTENSION. PULL TO
RELEASE. SEE A.F.M.
BEFORE RE-ENGAGEMENT

24 23 22 21 20 19 18 17 16 15

1. PLATE - REGISTRATION NUMBER (ALTERNATE LOCATION)

2. PLACARD - DEMONSTRATED X-WIND
3. PLATE - REGISTRATION NUMBER
4. PLACARD - PLACARD - DO NOT EXCEED - MANIFOLD PRESSURE
5. PLACARD - DAY-NIGHT
6. PLACARD - DOME LITE
7. PLACARD - NO SMOKING
8. PLACARD - PRESS TO TEST
9. PLACARD - HEAT-DEF - ON OFF
10. PLACARD - 28 VOLT, 5 AMPS MAX
11. PLACARD - WARNING: AIR CONDITIONING MUST BE OFF (OPTIONAL)
12. PLACARD - COOLER (OPTIONAL)
13. PLACARD - PHONE
14. PLACARD - MIKE
15. PLACARD - CIRCUIT BREAKER PANEL (3)
16. PLACARD - STORMSCOPE + CLEAR (OPTIONAL)
17. PLACARD - FLAPS
18. PLACARD - ALT AIR - OPEN CLOSE
19. PLACARD - GEAR UP - DOWN SPEEDS
20. PLACARD - EMERGENCY GEAR EXTENSION
21. PLACARD - OXYGEN - PULL ON (TC ONLY)
22. PLACARD - SWITCH LIGHTS - PANEL LIGHTS
23. PLACARD - ALTERNATE STATIC SOURCE
24. PLACARD - OIL COOLER WINTERIZATION PLATES
25. PLACARD - CAUTION - BEFORE USING AUX PUMP
26. PLACARD - AUX VAC

Effectivity
3246088 thru 3246217 Instrument Panel Placards
3257001 thru 3257338 Figure 2 (Sheet 3 of 5)

PAGE 6
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MAINTENANCE MANUAL

06327 W
85196 BE
100946 N

1 2 3 4 5 6 7 8 9 4 10 24 11 12

Night press

Day to test

28 VDC
VA= 132 KIAS
5 AMPS MAX

Stormscope

Clear
OFF HEAT ON
DEF

22 PHONE PHONE
22

23 MIKE

CLOSE
MIKE
23
ALT-
AIR

Dimming
Switch Panel Avionics
OPEN

ALTERNATE STATIC SOURCE

ALL CABIN VENTS AND STORM WINDOW MUST BE CLOSED
HEATER AND DEFROSTER MUST BE ON PULL AFT TO OPEN

21 20 25 19 18 17 16 15 14 13

1. PLACARD - VA SPEED / DEMO X-WIND

2. PLACARD - PUSH ON/OFF
3. PLACARD - ELEV. TRIM
4. PLACARD - DOME LIGHT
5. PLACARD - REGISTRATION NUMBER
6. PLACARD - DAY / NIGHT
7. PLACARD - NO SMOKING
8. PLACARD - PUSH TO TEST
9. PLACARD - MANIFOLD PRESSURE LIMIT
10. PLACARD - WARNING: AIR CONDITIONING MUST BE OFF... (OPTIONAL)
11. PLACARD - 28 VDC 5 AMPS MAX
12. PLACARD - COOLER (OPTIONAL)
13. PLACARD - HEAT - DEF. - ON/OFF
14. PLACARD - CIRCUIT BREAKER
15. PLACARD - FLAP POSITION
16. PLACARD - ALT AIR OPEN / CLOSED
17. PLACARD - STORMSCOPE CLEAR (OPTIONAL)
18. PLACARD - GEAR UP/DOWN
19. PLACARD - EMERGENCY GEAR EXTENSION
20. PLACARD - DIMMING (SWITCH, PANEL, AVIONICS)
21. PLACARD - ALTERNATE STATIC SOURCE
22. PLACARD - PHONE
23. PLACARD - MIKE
24. PLACARD - ELT CAUTION
25. DECAL - OXYGEN PULL ON (TC ONLY)
Effectivity
3246218 and up
Instrument Panel Placards 3257339 and up
Figure 2 (Sheet 4 of 5) with Avidyne Entegra

PAGE 7
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85196 BF

1 2 3 4 5 6
B POST LIGHT HOLE FOR STORMSCOPE OPTION ADF (OPTIONAL) C

3 3 3 3 3 3 3 3 3 3 3
3 3
3
3 3

3 3
16

3 17 3
17 17 17

17 17 17 17
3
17 17 17
SEE
8 PLACES
DETAIL A (1D3)
17 3
16

17 17 17 17 16 16
19 16
19
3
4 4 3
19 19 CUTOUT
FOR
ELT
SWITCH

3 CUTOUT FOR 16 16 CUTOUT

CUTOUT FOR CUTOUT FOR B 15 15 3
AIRSPEED MFD FOR
PFD HOUR
INDICATOR CUTOUT B METER
FOR
AUDIO
PANEL

17 17 17 17
4
17 17 17
17

B 17 17 17 17 B
19 19

A
CUTOUT FOR OPTIONAL C
B
B 19 KR-87 ADF RECEIVER 19
3 CUTOUT FOR 17 17 17 17
ATTITUDE 16
INDICATOR
3
A/C (OPTIONAL)
22 22 16 16 16 16
CUTOUT CUTOUT FOR
FOR B A/C
SWITCHES 16 16
OPTIONAL CUTOUT CUTOUT OPT
16 TKS QTY 16 OFF HEAT ON
FOR FOR BLOWER
GAUGE 5 5 DEF
YOKE GEAR YOKE

19 19
4 4 WARNING SWITCH 8
PHONE 22 22 16
16 16 CUTOUT PHONE
10
FOR 16 16
OXYGEN CUTOUT 16
SUPPLY FOR
1 INDICATOR ELEV GEAR
CUTOUT FOR TRIM LIGHTS
3 ALTIMETER 3
10
16 16

20
16

20
17 16 8
MIKE 17 16 MIKE
4 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20
CUTOUT FOR 17
AUTOPILOT CLOSE 16
16
17 21
8 A
16 CUTOUT FOR 16
1

CUTOUT FOR
THROTTLE QUAD

ELECTRIC FLAPS
CUTOUT FOR

17
ALTERNATE AIR

ALT- 11 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20
AIR
16 16
Dimming
8 Switch Panel
9 9 16
7
11 OPEN 16
14 14 14 14 17 16 16 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20
3 16 3
13
ALTERNATE STATIC SOURCE 19 19 19 19
14
3 ALL CABIN VENTS AND STORM WINDOW MUST BE CLOSED 3 3 3 3 3
HEATER AND DEFROSTER MUST BE ON PULL AFT TO OPEN

B B

C OXYGEN (OPTIONAL) 12

PANEL (HP/TC)

WT. 7.13 LBS.

-003

18 17 16 15 14 13 12 11 10 9 8 7

1. PLACARD - VA SPEED / DEMO X-WIND

2. PLACARD - FLIGHT IN KNOWN ICING PROHIBITION (OPTIONAL)
3. PLACARD - MANIFOLD PRESSURE LIMIT
4. PLACARD - STORMSCOPE (OPTIONAL)
5. PLACARD - WARNING: AIR CONDITIONING MUST BE OFF... (OPTIONAL)
6. PLACARD - COOLER (OPTIONAL)
7. PLACARD - HEAT - DEF. - ON/OFF
8. PLACARD - CIRCUIT BREAKER
9. PLACARD - FLAP POSITION
10. PLACARD - ALT AIR OPEN / CLOSED
11. PLACARD - USE OF EMERGENCY BATTERY...
12. PLACARD - GEAR UP/DOWN
13. PLACARD - EMERGENCY GEAR EXTENSION
14. PLACARD - OXYGEN (OPTIONAL)
15. PLACARD - ELEV. TRIM (OPTIONAL)
16. PLACARD - PUSH ON/OFF (OPTIONAL)
17. PLACARD - DIMMING (SWITCH, PANEL)
18. PLACARD - ALTERNATE STATIC SOURCE
19. PLACARD - PHONE
20. PLACARD - MIKE

Effectivity Instrument Panel Placards

with Garmin 1000 Figure 2 (Sheet 5 of 5)

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 THE NEW PIPER AIRCRAFT, INC.
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B B
ENTERTAINMENT CONSOLE
ENTERTAINMENT CONSOLE
C D MAXIMUM WEIGHT 2 LBS. CUP DISPENSER

AUX POWER MAXIMUM (SHOWN WITH

MAXIMUM
12 VDC WEIGHT DOOR IN DOWN
WIEGHT
POSITION)
2 LBS. OUTBD 7 LBS.
D MAXIMUM
MAXIMUM FWD WEIGHT
WEIGHT MAXIMUM 10 LBS.
2.5 LBS. WEIGHT 4 LBS.

E E
MAXIMUM
MAXIMUM
F WEIGHT 8 LBS. F WEIGHT
12 LBS.

C VIEW A-A VIEW C-C

LOOKING FWD- RH SIDE LOOKING OUTBD- RH SIDE

AUX POWER
12 VDC

DECAL - MONITOR ALL LOOSE ITEMS...

DECAL - MAXIMUM WEIGHT ON SECTION D-D
CONSOLE IN EXTENDED
POSITION: 10 LBS.

MAXIMUM
WEIGHT 4 LBS.
MAXIMUM
MAXIMUM
WEIGHT
WEIGHT
2.5 LBS.
7 LBS.
COMPUTER ENTERTAINMENT
C
L
COMPARTMENT CONSOLE
FWD SHELF C
L C
L
CD CD PLAYER/RADIO
STORAGE COMPARTMENT SHELF

SECTION E-E
LOWER
SLIDING
DOOR
TRACK
C
L JEPP STORAGE L ICE CHEST DRAWER
C

MAXIMUM COMPARTMENT MAXIMUM EDGE OF LAMINATED

WEIGHT WEIGHT 10 LBS. SURFACE
MAXIMUM
12 LBS. WEIGHT 8 LBS.

C
L
VIDEO PLAYER
VIEW B-B COMPARTMENT
LOOKING DOWN- RH SIDE SECTION F-F

Effectivity
Optional Entertainment Console Placards 3246088 thru 3246217
Figure 3 3257001 thru 3257338

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CHAPTER

12
SERVICING

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CHAPTER 12

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

12-List of 1 Feb 9/07 12-20-00 1 Sep 30/06

Effective Pages 2 Sep 30/06 2 Sep 30/06
3 Sep 30/06
12-Table of Contents 1 Sep 30/06 4 Sep 30/06
2 Sep 30/06 5 Sep 30/06
6 Sep 30/06
12-00-00 1 Sep 30/06 7 Sep 30/06
2 Sep 30/06 8 Sep 30/06
3 Sep 30/06 9 Sep 30/06
4 Sep 30/06 10 Sep 30/06
5 Sep 30/06 11 Sep 30/06
6 Sep 30/06 12 Sep 30/06
7 Sep 30/06 13 Sep 30/06
8 Sep 30/06 14 Sep 30/06
15 Sep 30/06
12-10-00 1 Sep 30/06 16 Feb 9/07
2 Sep 30/06 17 Feb 9/07
3 Sep 30/06 18 Sep 30/06
4 Sep 30/06 19 Sep 30/06
5 Sep 30/06 20 Sep 30/06
6 Sep 30/06 21 Sep 30/06
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12 Sep 30/06
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CHAPTER 12 - SERVICING

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

GENERAL 12-00-00 1 1I7

Aircraft Finish Care 1 1I7
Polyurethane Enamel 1 1I7
Dupont Imron 6000 Paint System 1 1I7
Cleaning 2 1I8
Cleaning 2 1I8
Engine Compartment 2 1I8
Landing Gear 3 1I9
Windshield and Windows 3 1I9
Headliner, Side Panels and Seats 4 1I10
Carpets 4 1I10
TKS Porous Panels (If Installed) 4 1I10

REPLENISHING 12-10-00 1 1I15

Fuel System 2 1I16
Fuel Filter 2 1I16
Fuel Tanks 2 1I16
Filling 2 1I16
Draining Moisture 2 1I16
Draining Entirely 2 1I16
Flushing Tanks and Selector Valve 3 1I17
Oil System 3 1I17
Oil Sump 4 1I18
Draining 4 1I18
Filling 4 1I18
Oil Screen (Suction) 4 1I18
Recommendations for Changing Oil 4 1I18
Oil Filter 5 1I19
Landing Gear 5 1I19
Servicing Oleo Struts 5 1I19
Filling Nose Gear Oleo Strut 6 1I20
Filling Main Gear Oleo Strut 6 1I20
Inflating Oleo Struts 7 1I21
Brake System 8 1I22
Filling Brake Cylinder Reservoir 8 1I22
Draining Brake System 8 1I22
Tires 8 1I22
Hydraulics System 9 1I23
Battery 9 1I23
Oxygen System 9 1I23
Inadvertent Ice Protection System (TKS) (If Installed) 11 1J1
Deicing Fluid Tank 11 1J1
Pump Priming 12 1J2
TKS Porous Leading Edge Panels 12 1J2

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CHAPTER 12 - SERVICING

TABLE OF CONTENTS (continued)

SUBJECT SECTION PAGE GRID NO.

SCHEDULED SERVICING 12-20-00 1 1J5

Engine Air Filter 1 1J5
Alternate Air Door 1 1J5
Propeller 2 1J6
Electrical System 2 1J6
Tire Balance 2 1J6
Lubrication 4 1J8
Application of Grease 4 1J8
Application of Oil 4 1J8
Lubrication Charts 5 1J9
Landing Gear, Main 6 1J10
Landing Gear, Nose 8 1J12
Control System, Part 1 10 1J14
Control System, Part 2 12 1J16
Control System, Part 3 14 1J18
Power Plant and Propeller 16 1J20
Fuel Selector 18 1J22
Cabin Doors, Baggage Doors and Seats 19 1J23
Air Conditioning Condenser 20 1J24

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GENERAL

This chapter contains routine handling and servicing procedures that are most frequently encountered.
Frequent reference to this chapter will aid the individual by providing information such as the location of
various components, ground handling procedures, routing 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.
1. Aircraft Finish Care
A. Polyurethane Enamel - HP S/N’s 3246001 thru 3246125 and TC S/N’s 3257001 thru 3257075
WARNING: DO NOT USE GASOLINE, ALCOHOL, BENZENE, CARBON TETRACHLORIDE,
THINNER, ACETONE OR WINDOW CLEANING SPRAYS TO CLEAN AIRPLANE.
The entire airplane is carefully finished inside and out to assure maximum service life. The external
surfaces are coated with durable polyurethane enamel.
The airplane should be washed with a mild soap and water. Harsh abrasives or detergents used on
painted or plastic surfaces could make scratches or cause corrosion of metal surfaces. Cover areas
where cleaning solution could cause damage. To wash the airplane, the following procedure may be
used:
(1) Flush away loose dirt with water.
(2) Apply cleaning solution with a rag, sponge or soft bristle brush.
(3) To remove stubborn oil and grease, use cloth dampened with naphtha.
(4) Where exhaust stains exist, allow solution to remain on the surface longer.
(5) Any good automotive wax may be used to preserve the painted surfaces. Soft cleaning cloths
or a chamois should be used to prevent scratches when cleaning or polishing. A heavier
coating of wax on the leading surfaces will reduce the abrasion problems in these areas.
B. Dupont Imron 6000 Paint System - HP S/N’s 3246126 & up and TC S/N’s 3257076 & up
CAUTION: FAILURE TO OBSERVE THE PROPER "FINISH CARE" GUIDELINES MAY RESULT
IN DAMAGE OR LOSS OF SHINE OF THE AIRCRAFT PAINT. IMPROPER CARE
MAY ALSO VOID THE WARRANTY REGARDING THE AIRCRAFT FINISH.
New Piper aircraft delivered in 1999 and later use the new Dupont Imron 6000 paint system. The
guidelines outlined below must be followed to prevent damage to the finish and ensure long paint
life.
(1) For the first 30 days after painting:
(a) Hand wash the aircraft often. Use fresh water only.
(b) Avoid parking under trees or places where birds roost. If sap, bird droppings, or insect
remains are discovered, rinse them off immediately. (Sap, bird droppings, or insect
remains will damage the paint during this period.)
(2) For the first 120 days after painting:
(a) To remove heavy soil, use mild liquid soap. Never use detergent.
(b) DO NOT WAX THE AIRCRAFT WITHIN 120 DAYS OF PAINTING!

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(3) For long term paint finish protection:

(a) Park in a sheltered area whenever possible.
(b) Never use a scraper to remove ice or snow from painted surfaces.
(c) Never let avgas, oil, or hydraulic fluid stand on painted surfaces. (This will permanently
damage the finish.)
(d) Never wash the aircraft in the hot sun.
(e) Never wipe the finish with a dry cloth, always use fresh water.
(f) Avoid abrasive cleaners, chemicals, abrasive wax, or brushes.
(g) Have paint nicks or scratches touched up as soon as possible to maintain the aircraft's
corrosion protection.
To summarize, New Piper aircraft using the new Dupont paint system need special attention in the
early days of ownership.
C. Cleaning
CAUTION: IF PAINT IS LESS THAN SIX MONTHS, SEE “DUPONT IMRON 6000 PAINT
SYSTEM,” ABOVE.
CAUTION: DO NOT DIRECT ANY STREAM OF WATER OR CLEANING SOLUTION AT THE
OPENINGS IN THE PITOT HEAD, STATIC PORTS, ALTERNATE STATIC PORTS OR
FUSELAGE DRAINS.
The airplane should be washed with a mild soap and water. Harsh abrasives or detergents used on
painted or plastic surfaces could make scratches or cause corrosion of metal surfaces. Cover areas
where cleaning solution could cause damage. To wash the airplane, the following procedure may be
used:
(1) Flush away loose dirt with water.
(2) Apply cleaning solution with a rag, sponge or soft bristle brush.
(3) To remove stubborn oil and grease, use cloth dampened with naphtha.
(4) Where exhaust stains exist, allow solution to remain on the surface longer.
(5) Any good automotive wax may be used to preserve the painted surfaces. Soft cleaning cloths
or a chamois should be used to prevent scratches when cleaning or polishing. A heavier
coating of wax on the leading surfaces will reduce the abrasion problems in these areas.
2. Cleaning
A. Engine Compartment
Before cleaning the engine compartment, place strips of tape on the magneto vents to prevent any
solvent from entering these units.
(1) Place a pan under the engine to catch waste.
CAUTION: DO NOT SPRAY SOLVENT INTO THE ALTERNATOR, STARTER,
VACUUM PUMP(S), AIR INTAKE AND ALTERNATE AIR INLETS.
(2) With the engine cowling removed, spray or brush the engine with solvent or a mixture of
solvent and degreaser, as desired. It may be necessary to brush areas that were sprayed
where heavy grease and dirt deposits have collected in order to clean them.

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(3) Allow the solvent to remain on the engine from five to ten minutes; then rinse the engine clean
with additional solvent and allow to dry.
CAUTION: DO NOT OPERATE ENGINE UNTIL EXCESS SOLVENT HAS EVAPORATED
OR OTHERWISE BEEN REMOVED.
(4) Remove the protective covers from the magnetos.
(5) Lubricate controls, bearing surfaces, etc., per Lubrication Charts,12-20-00.
B. Landing Gear
Before cleaning the landing gear, plastic cover or similar material over the wheel and brake
assembly.
(1) Place a pan under the gear to catch waste.

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.
(2) Hand wash wheels and brakes with a mild soap and water solution.
(3) Spray or brush the gear area with solvent or a mixture of solvent and degreaser.
(4) Allow the solvent to remain on the gear for five to ten minutes. Rinse gear with additional
solvent and allow to dry.
(5) Remove cover from wheel and remove the catch pan.
(6) Lubricate gear per Lubrication Chart, 12-20-00.
C. Windshield and Windows.
WARNING: DO NOT USE GASOLINE, ALCOHOL, BENZENE, CARBON TETRACHLORIDE,
THINNER, ACETONE OR WINDOW CLEANING SPRAYS.
CAUTION: USE ONLY MILD SOAP AND WATER WHEN CLEANING THE HEATED WINDSHIELD
PANEL. USE OF ANY OTHER CLEANING AGENT OR MATERIAL MAY CAUSE
DISTORTION OR DAMAGE TO HEATED PANEL COATINGS
(1) Remove dirt, mud, etc., from exterior surfaces with clean water.
(2) Wash with mild soap and warm water, or an aircraft plastic cleaner using a soft cloth or sponge
and a straight rubbing motion. Do not rub surfaces harshly.
(3) Remove oil and grease with a cloth moistened with kerosene.
(4) After cleaning plastic surfaces, apply a thin coat of hard polishing wax. Rub lightly with a soft
cloth. Do not use a circular motion.
(5) A severe scratch or mar in plastic can be removed by using jeweler’s rouge to rub out the
scratch. Smooth both sides and apply wax.
(6) To improve visibility through windshield and windows during flight through rain, a rain repellent
such as REPCON should be applied to 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
91-10-00, Chart 10, List of Consumable Materials for Specifications and Manufacturer’s
address.)

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D. Headliner, Side Panels and Seats.

(1) Clean headliner, side panels, and seats with a stiff brush and vacuum where necessary.
WARNING: SOLVENT CLEANERS REQUIRE ADEQUATE VENTILATION.
(2) Soiled upholstery, except leather, may be cleaned by using an approved air drying type cleaner
or foam upholstery cleaner. Carefully follow the manufacturer’s instructions. Avoid soaking or
harsh rubbing.
(3) Leather material should be cleaned with saddle soap or mild soap and water.
E. Carpets.
Use a small whisk broom or vacuum to remove dirt. For soiled spots, use a non-inflammable dry-
cleaning fluid.
F. TKS Porous Panels (If Installed.)
CAUTION: USE ONLY APPROVED SOLVENTS, SEE BELOW, TO CLEAN ICE PROTECTION
SYSTEM POROUS PANELS.
DO NOT APPLY POLISH OR WAX TO ICE PROTECTION SYSTEM POROUS
PANELS.
DO NOT PAINT ICE PROTECTION SYSTEM POROUS PANELS.
MASK ICE PROTECTION SYSTEM POROUS PANELS WITH SOLVENT RESISTANT
MATERIALS WHEN USING METHYL ETHYL KEYTONE (MEK), ACETONE, PAINT
THINNERS AND STRIPPERS, AND ANY OTHER THINNERS, STRIPPERS, OR
UNAPPROVED SOLVENTS ON ADJACENT SURFACES.
Inadvertent Ice Protection System (TKS) Porous Panels, if installed, are mounted to the wing and
stabilator leading edges. These panels are functionally self-cleaning due to the flushing action of the
deice fluid when the system is in use.
(1) Dirt and insect debris.
Use mild soap and water with a soft cloth, sponge, or soft bristle brush. Rinse thoroughly.
NOTE: Removal of heavy insect debris should be aided by operating the ice protection
system for a sufficient period of time to wet the leading edges with deice fluid. Spread
the deice fluid with a soft cloth or sponge to cover the insect encrusted area and wait
ten (10) minutes for the fluid to soften the insect debris before proceeding with mild
soap and water cleaning.
(2) Oil, grease, adhesives, paints, etc. may be removed by using the following approved solvents
only:
WARNING: SOLVENT CLEANERS REQUIRE ADEQUATE VENTILATION. STODDARD
SOLVENT, ISOPROPYL ALCOHOL, DENATURED ALCOHOL, AND AVIATION
FUEL ARE FLAMMABLE. DO NOT USE NEAR OPEN FLAME.
Water, mild soap, approved deicing fluids (see Inadvertent Ice Protection System (TKS),
12-20-00), Stoddard Solvent, isopropyl alcohol, denatured alcohol, or aviation fuel (gasoline or
kerosene).

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(3) Polishing
CAUTION: DO NOT APPLY POLISH OR WAX TO ICE PROTECTION SYSTEM POROUS
PANELS.
Porous panel finish may be restored to original condition by polishing with “Scotchbrite” pads.
Polish in a chordwise direction to obtain a matching texture to the original. Use Very Fine grade
only if required for initial cleaning and difficult deposits. Use Ultra Fine grade for normal
cleaning and final polishing.

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REPLENISHING

Service Points
Figure 1

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1. Fuel System
A. Fuel Filter
At intervals of 50 hours or 90 days, whichever comes first, clean the fuel screen/filter (i.e. - strainer).
The filter in the bowl of the fuel selector valve (refer to Figure 2) is located under the floorboard aft
of the main spar and accessed from below the airplane through an access plate.
B. Fuel Tanks
(1) Filling
The fuel tanks of each wing are filled through filler necks located on the forward slope of the
wings. Each wing tank holds a capacity of 55.5 U.S. gallons. Observe all required safety
precautions for handling gasoline. Fill the tanks with fuel as specified on the placard adjacent
to the filler neck.
(2) Draining Moisture
CAUTION: WHEN DRAINING ANY AMOUNT OF FUEL, INSURE THAT NO FIRE HAZARD
EXISTS BEFORE STARTING ENGINE.
The fuel system should be drained daily prior to first flight and after refueling to avoid the
accumulation of water sediment. Each aluminum fuel tank is equipped with an individual quick
drain located at the lower inboard rear corner of the tank. This allows each wing to be drained
individually. The fuel selector valve is provided with a quick drain valve located on the forward
face of the spar box. Drain fuel tanks and selector valve per the following:
(a) Drain each wing through its individual quick drain located at the lower inboard rear corner
of the aluminum fuel tank, making sure that enough fuel has been drained to insure that
all water and sediment is removed.
CAUTION: AFTER EACH USE OF THE QUICK DRAIN VALVE, CHECK THE FUEL
SELECTOR VALVE DRAIN TO ENSURE THAT THE QUICK DRAIN VALVE
HAS PROPERLY SEATED AND THAT THERE IS NO LOSS OF FUEL
FROM THE DRAIN.
(b) Place a container under the fuel selector valve drain. Depress the quick drain handle and
allow a sufficient amount of fuel to drain from the strainer.
NOTE: The fuel selector should be positioned in the following sequence while draining
the strainer: “OFF,” “LEFT” and “RIGHT.” This is done to insure that the fuel in the
lines between each tank outlet and the fuel strainer is drained, as well as the fuel
in the fuel strainer. When the fuel tanks are full, it will take approximately six
seconds to drain all the fuel in one of the lines from a tank to the fuel strainer. If
the fuel tanks are less than full, it will take a few seconds longer.
(c) Examine the contents of the container placed under the fuel selector valve drain for water
and sediment and dispose of the contents.
(3) Draining Entirely
CAUTION: WHEN DRAINING ANY AMOUNT OF FUEL, INSURE THAT NO FIRE HAZARD
EXISTS BEFORE STARTING ENGINE.
Fuel may be drained from the system by opening the valve at the inboard end of each
aluminum fuel tank. The flush type drain valve requires the drain cup pin to hold the valve
open. The remaining fuel in the system may be drained through the filter bowl. Either wing may
be drained by closing the selector valve and then draining as desired.

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Fuel Filter Bowl and Screen

Figure 2

C. Flushing Tanks and Selector Valve

(1) To flush the fuel tanks and selector valve, disconnect the fuel line at the injector.
(2) Select a fuel tank, turn on the electric fuel pump and flush fuel through the system until it is
determined there is no dirt and foreign matter in the fuel valve or tank. During this operation,
agitation of the fuel within the tank will help pick up and remove any dirt.
(3) Repeat this procedure for each tank.
(4) When all tanks are flushed, clean all filters.
5. Oil System
CAUTION: DO NOT INTRODUCE ANY TRADE ADDITIVE TO THE BASIC LUBRICANT UNLESS
RECOMMENDED BY THE ENGINE MANUFACTURER.
Engine oil level should be checked before each flight. The engine oil and full flow cartridge filter should
be changed every 50 hours or four months, whichever occurs first. If a screen type filter is used, the
screen filter and oil should be changed every 25 hours or four months, whichever occurs first. Refer to
the latest revision of Lycoming Service Bulletin 480. Should fuel other than the specified octane rating for
the power plant be used, refer to the latest revision Lycoming Service Letter No. L185, for additional
information and recommended service procedures. Use a quality brand Aviation Grade Oil of the proper
season viscosity. For information on the use of detergent oil, refer to recommendations for Changing Oil
and/or the latest revision of Lycoming Service Instruction No. 1014.

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A. Oil Sump
(1) Draining
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 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 insure complete draining of the old oil.
(2) Filling
The oil sump should normally be filled with oil to the mark on the engine dipstick. The quantity
of oil required for the engine may be found in 6-00-00, Chart 1. The specified grade of oil may
be found in 12-20-00, Figure 5; on the inside surface of the engine oil filler access door; or in
the appropriate vendor publication. To service the engine with oil, open the quick release oil
filler access door on top of the cowling, and remove the oil filler cap with dipstick.
(3) Oil Screen (Suction)
The oil suction screen, located on the bottom aft end of the engine sump is installed
horizontally. To remove, cut the safety wire and remove the hex head plug. The screen should
be cleaned at each oil change to remove any accumulation of sludge and to examine for metal
filings or chips. If metal particles are found in the screen , the engine should be examined for
internal damage. To avoid possible damage to the screen,.after cleaning and inspection, place
the screen inside the recess in the hex head plug, and insert the screen into the housing
When certain that the screen is properly seated, tighten and safety the plug with MS-20995-
C41 safety wire.
(4) Recommendations for Changing Oil
NOTE: Lycoming recommends changing the oil and filter each 50 hours of operation or every
four months, whichever occurs first - for engines equipped with full flow
cartridge filters. Refer to the latest revision of Lycoming Service Instruction No. 1014
and Lycoming Service Bulletins No. 446 and No. 480.
(a) A change to additive oil should be made with a degree of caution in engines that have
been operating on straight mineral oil for several hundred hours, since the cleaning action
of some additive oils will tend to loosen sludge deposits and cause plugged oil passages.
On any engine that has been operating on straight mineral oil, and is known to be in
excessive dirty condition, do not switch to an additive or compounded oil until the engine
has been 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.

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B. Oil Filter
(1) The oil filter should be replaced after each 50 hours of engine operation. This is accomplished
by removing the lockwire from the bolt head at the end of the filter housing, loosening the bolt,
and removing the filter assembly from the adapter.
(2) Before discarding the throwaway filter, remove the element for inspection by using a Champion
cutter tool, CT-470, available from Champion Spark Plug Co., Toledo, Ohio 43601. It will cut
open any spin on type oil filter for inspection. Examine the material trapped in the filter for
evidence of internal engine damage, such as chips or particles from bearings. In new or newly
overhauled engines, some small particles of metallic shavings might be found; these are
generally of no consequence and should not be confused with particles produced by
impacting, abrasion or pressure. Evidence of internal engine damage found in the oil filter
justifies further examination to determine the cause.
(3) After the filter has been replaced, tighten the cartridge to 18 to 20 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. Use MS-20995-C41 safety wire.
3. Landing Gear
The landing gear consists of tires, brakes and oleo strut assemblies. These should be inspected for
scored piston tubes, possible hydraulic fluid leakage and security and condition of all connection points.
Check the brake linings for wear and frayed edges, and brake discs for scoring. Replace if necessary.
Minor servicing is described in the following paragraphs. For detailed services and overhaul instructions,
refer to Chapter 32.
A. Servicing Oleo Struts
CAUTION: DO NOT EXCEED SPECIFIED TUBE EXPOSURES.
Air-oil struts are incorporated in each landing gear oleo to absorb the shock resulting from the
impact of the wheels on the runway during landing. To obtain proper oleo action, the nose gear oleo
strut must have approximately 3.25 ± .25 inches of piston tube exposed, while the main gear struts
require approximately 4.00 ± .25 inches of tube exposure.
WARNING: DO NOT RELEASE AIR BY REMOVING THE STRUT VALVE CORE OR FILLER
PLUG. DEPRESS THE VALVE CORE PIN UNTIL STRUT CHAMBER PRESSURE
HAS DIMINISHED.
CAUTION: DIRT AND FOREIGN PARTICLES ACCUMULATE 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 DRY SOLVENT.
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. 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 the 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 Inflating Oleo Struts, below. 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 Filling Nose Gear Oleo Strut, below; or, Filling Main Gear Oleo Strut, below,
respectively. For repair procedures of the landing gear and/or oleo struts, refer to Chapter 32.

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B. Filling Nose Gear Oleo Strut

To fill the nose gear oleo strut with hydraulic fluid (MIL-H-5606), whether it be only the addition of a
small amount or if the unit has been completely emptied and will required a large amount, it should
be filled as follows:
(1) Raise the airplane on jacks until the nose wheel is completely clear of the ground. (See 7-10-00.)
(2) Place a pan under the gear to catch spillage.
(3) 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.
(4) There are two methods by which the strut chamber may be filled as follows:
(a) Method 1:
1 Remove valve core from filler plug at the top of strut housing. Do not remove plug.
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 strut to draw fluid from the fluid container and expel air
from strut chamber. By watching the fluid pass through the plastic hose, determine
when the strut is full and no air is present in the chamber.
4 When air bubbles cease to flow through hose, compress strut fully and remove hose
from the valve stem.
5 With strut compressed, remove filler plug to determine that the fluid level is visible up
to the bottom of filler plug hole.
6 Install core in filler plug. Apply an appropriate thread lubricant to threads of filler plug
and install plug in top of strut housing. Torque plug to 45 foot-pounds.
(b) Method II:
1 Remove filler plug from top of strut housing.
2 Raise strut piston until fully compressed.
3 Pour fluid from a clean container through filler opening until it reaches bottom of filler
plug hole.
4 Install filler plug finger tight. Extend and compress the strut two or three times to
remove any air that may be trapped in housing.
5 Remove filler plug. Raise strut to full compression and fill with fluid if needed.
6 Apply an appropriate thread lubricant threads of filler plug and install filler plug in the
top of strut housing. Torque plug to 45 foot-pounds.
(5) With airplane raised, compress and extend the gear strut several times. Ensure strut actuates
freely. The weight of the gear fork and wheel should extend strut.
(6) Clean off overflow of fluid, and inflate strut as described in Inflating Oleo Struts, below.
(7) Check that fluid is not leaking from around strut piston at bottom of housing.
C. Filling Main Gear Oleo Strut
Fill partly full or completely emptied main gear oleo strut with MIL-H-5606 fluid as follows:
(1) Raise the airplane on jacks until the main wheel is off the ground.
(2) Place a pan under the gear to catch spillage.

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(3) If not previously accomplished, remove a cap on top wing to gain access to top of strut
housing. Release air from strut housing chamber by removing cap from air valve and
depressing valve core.
(4) Fill the main gear housing by one or two methods which are as follows:
(a) Method I:
1 Remove valve core from filler plug at top of strut housing. Do not remove plug.
2 Attach one end of a clear plastic hose to valve stem of filler plug and submerge the
other end in a container of hydraulic fluid.
3 Fully compress and extend strut to draw fluid into the strut. By watching fluid pass
through plastic hose, determine when the strut is full and no air is present.
4 When air bubbles cease to flow through hose, compress strut fully and remove hose
from valve stem.
5 With strut fully compressed, remove filler plug to determine that fluid level is visible
up to bottom of filler plug hole.
6 Install core in filler plug. Apply an appropriate thread lubricant to threads of filler plug
and install plug in the top of strut housing. Torque plug to 45 foot-pounds.
(b) Method II:
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.
4 Lower the gear until the wheel touches the ground and then fully compress and
extend the strut three or four times to remove any air from the housing.
5 Raise the strut to full compression and if needed, fill with fluid to the bottom of the
filler plug.
6 Apply thread lubricant (Parker 6PB) to the threads of the filler plug. Reinstall the filler
plug and torque to 45 foot-pounds.
(5) With airplane raised, retract and extend gear strut several times to ascertain that the strut
actuates freely. The weight of gear fork and wheel should extend strut.
(6) Clean off overflow of fluid and inflate strut as described in Inflating Oleo Struts.
(7) Check that fluid is not leaking around the strut piston at the bottom of the housing.
D. Inflating Oleo Struts
Make certain that oleo strut has sufficient fluid and that torque link is properly connected. Attach a
strut pump to air valve and inflate oleo strut to proper visible piston extension, or a pressure of 250
± 25 psi (for the main gear struts) and 225 ± 22.5 psi for the nose gear strut.
When using pressure method pistons must be fully extended by raising aircraft off ground. (See
7-10-00.)
When using the extension method, the aircraft should be fully serviced with fuel and engine oil and
resting on its landing gear. Inflate strut until correct inches of piston is exposed. Rock aircraft several
times to ascertain that gear settles back to the correct strut position. If a strut pump is not available,
raise aircraft and use line pressure from a high pressure air system. Lower aircraft and, while
rocking it, bring strut down to proper extension by releasing air from valve.
Check for valve core leakage before capping valve.

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4. 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 Filling Brake Cylinder
Reservoir. When found necessary to accomplish repairs to any of the brake system components, or to
bleed the system, these instructions may be found in 32-40-00.
A. Filling Brake Cylinder Reservoir
The brake cylinder reservoir is located on the left side of the firewall in the engine compartment. It
should be checked at every 50 hour inspection and replenished as necessary. Fill with MIL-H-5606
fluid to level marked on reservoir. No brake adjustment is necessary, though they should be
checked periodically per instructions given in 32-40-00.
B. Draining Brake System
(1) Connect a hose to bleeder fitting on the bottom of the cylinder.
(2) Place other end of hose in a suitable container.
(3) Open bleeder fitting and slowly pump hand brake lever and appropriate brake pedal until fluid
ceases to flow.
(4) Clean brake system by flushing with denatured alcohol.
5. Tires
The airplane may be equipped with either tubed or tubeless tires.
Tubeless tires are designed to permit any air or nitrogen that is trapped in the cords or that diffuses
through the liner to escape through special sidewall vents. This venting prevents pressure build-up within
the cord body which might cause tread, sidewall or ply separation. Discounting tire growth after initial
inflation, once the tire has been inflated, the maximum permissible pressure drop due to diffusion is 5%
in any 24 hour period.
Vent holes penetrate the sidewall rubber to, or into, the cord body and may vary in size, depth and angle.
Therefore, the amount of diffusion through these holes will vary.
When water or a soap solution is brushed over the outside of an inflated tubeless tire, bubbles form.
Some vents may emit a continuous stream of bubbles. Others may produce intermittent bubbles. And
some may not bubble at all. This variety is normal and does not mean that there is anything wrong with
the tire. In fact, as long as a tubeless tire is inflated, there will be some diffusion from the vents. When
the loss rate exceeds 5% in 24 hours, recheck for possible injuries. Vents should remain open, so check
periodically to make sure they have not been covered over or closed by tire paint or spilled solvent. And
since vents may be covered during retreading, check for evidence that your retreads have been
revented.
A. Several basic characteristics of tubeless aircraft tires may be mistaken for problems:
(1) Tire growth in the first 12 to 24 hours after inflation will result in a seemingly severe pressure
drop. Simply inflate, wait for another 24 hours, then check pressure. It will probably be within
specs.
(2) Make sure that initial inflation is to recommended operating pressure to ensure full tire growth.
(3) It is normal for tubeless tires to show a small amount of pressure leakage throughout the life of
the tires.

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B. Maintain tires at pressure specified in 6-00-00, Chart 1. When checking tire pressure, examine tires
for wear, cuts, bruises and slippage on the wheel. Check that index mark on tire is aligned with
index mark on wheel. Apply Age-Master #1 to tires to protect against ozone attack and weathering
as follows:
(1) Clean oil and grease from all tire surfaces.
(2) Apply single heavy coat using brush at 0.4 - 0.5 fluid ounces per square foot. Cover surface
completely and evenly; allow to dry for 5 - 10 minutes.
(3) Apply second coat per step 2; allow to dry for 20 - 30 minutes before handling.
(4) Remove agent on wheel assembly with cleaning solvent.
(5) Apply as conditions dictate.
6. Hydraulic System
CAUTION: IF THE AIRPLANE MUST BE PLACED ON JACKS TO SERVICE THE HYDRAULIC
SYSTEM, THE EMERGENCY GEAR EXTENSION KNOB SHOULD BE PULLED FULL
OUT FROM THE INSTRUMENT PANEL.
The hydraulic pump and landing gear actuating cylinders should be checked for leaks, tightness of line
fittings and general condition. The cylinder rods are to be free of all dirt and grit. To clean the rods, use
an oil soaked rag and carefully wipe them. All the hydraulic lines should be checked for leaks, kinks,
corrosion and attachment fittings for tightness and security. Repair and check procedures for the
hydraulic pump, cylinders, and various components may be found in Chapter 29.
Hydraulic Pump / Reservoir
The fluid level of the reservoir of the combination pump and reservoir should be checked every 50
hours. Access to the pump is through the panel at the left side of the forward baggage
compartment. To check fluid level, remove the dipstick and ascertain the fluid level. Should fluid be
low, add fluid, MIL-H-5606, through the dipstick hole until full. Reinstall the dipstick.
NOTE: After tightening the dipstick, back it off 1 ½ turns to ensure proper venting of the reservoir.
7. Battery
The battery is located in the aft fuselage, aft of the rear baggage compartment, except in HP S/N’s
3246001 thru 3246087. In those airplanes, the battery is under the left floor of the forward baggage
compartment. Check battery for proper fluid level. Do not fill battery above the baffle plates. Do not fill the
battery with acid - use water only. A hydrometer check will determine the percent of charge in the
battery.
Check for spilled electrolyte and corrosion at each 50 hour inspection or every 30 days, whichever
comes first. Should corrosion be found on or around the battery, remove the battery and clean it and the
surrounding area in accordance with the instructions in 24-30-00.
8. Oxygen System
See 35-10-00.

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9. Inadvertent Ice Protection System (TKS) (If Installed.)

WARNING: INTENTIONAL FLIGHT INTO KNOWN ICING IS PROHIBITED.
NO DETERMINATION HAS BEEN MADE AS TO THE CAPABILITY OF THIS SYSTEM TO
REMOVE OR PREVENT ICE ACCUMULATION.
See Inadvertent Ice Protection System (TKS), 30-10-00, for a complete system description.
Ensure that the deicing fluid tank contains at least the minimum takeoff quantity of fluid (i. e. - 1/4 tank
(1.125 US GAL)), and that all system components are filled with fluid. If necessary, operate the pump
until all air is dispelled from components and pipelines (see Pump Priming, below). Recheck tank
contents.
Run the system at least once a month during flight for at least 15 minutes. Running this system assures
that it is operational, flushes any dirt or debris from the porous panels, and exercises the pump. This
activity will assure the system is functional and available for use.
A. Deicing Fluid Tank
(1) Filling
Use only fluid meeting the following specifications: TKS 80, AL-5 (DTD 406B), or TKS R328.
Fluids conforming to these specifications may be mixed in any proportion.
CAUTION: ALWAYS LOCK THE DEICING FLUID TANK FILLER CAP BETWEEN FLUID
FILLS. MONITOR AIRCRAFT FUELING TO ASSURE NO FUEL IS PUMPED
INTO THE DEICING FLUID TANK.
The filler cap is located on the right wing, inboard of the fuel filler. The tank has a capacity of
4.25 US gallons usable. To preclude the possibility of contaminated fluid, always clean the top
of fluid containers before dispensing, and if required maintain a clean measuring vessel solely
for deicing fluid. Secure the filler cap immediately after filling.
(2) Fuel Contamination
If fuel has been inadvertently pumped into the deicing fluid tank, the tank must be serviced. Do
not operate the ice protection system with fuel in the tank. The contaminated fluid must be
drained, see below, completely from the tank, and the tank should be flushed with clean water.
At least two complete tanks of water (ten (10) US GAL) should be drained through the system.
After the system has been thoroughly flushed, it must be filled and primed (see Pump Priming,
below).
(3) Draining
In the event that the deicing fluid tank must be drained, use the system drain valve located on
the lower, right inboard surface of the wing, forward of the landing gear area and main spar.
See Figure 3.
This valve can be locked open by pressing into the valve stem with a screwdriver, and turning
the stem 1/4 turn. This action will allow the entire contents to be drained without holding the
valve open.
After draining, return the valve to the closed position. When the tank has been drained, the
pump must be primed. See Pump Priming below.
(4) Strainer
The deicing fluid strainer in the fluid tank outlet should not require cleaning unless there is a
definite indication of foreign matter in the tank. If foreign matter is found in the tank, flush the
tank with clean water if foreign materials are evident in the bottom of the tank.

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B. Pump Priming
The metering pump is not self priming and may require priming in the event the deicing fluid tank is
run dry or emptied completely. Once prime is established, the pump will maintain the prime unless
air re-enters the pump. If priming is required, locate the system drain valve on the lower, right
inboard wing, near the landing gear. The valve is forward of the main spar. Fill the deicing fluid tank
completely. The valve is operated by pressing a screwdriver or center-pin cup into the valve, similar
to fuel strainers. The pin may be held in momentarily to drain for priming.
For complete pump priming, one (1) quart of fluid must be drained. The fluid may be returned to the
tank if kept clean. Assure that the drain valve is closed and not leaking fluid after use.
C. TKS Porous Leading Edge Panels
CAUTION: USE ONLY APPROVED SOLVENTS (SEE TKS POROUS PANELS, CLEANING, 12-
00-00) TO CLEAN TKS POROUS LEADING EDGE PANELS.
DO NOT APPLY POLISH OR WAX TO TKS POROUS PANELS.
DO NOT PAINT TKS POROUS PANELS.
MASK TKS POROUS PANELS WITH SOLVENT RESISTANT MATERIALS WHEN
USING METHYL ETHYL KEYTONE (MEK), ACETONE, PAINT THINNERS AND
STRIPPERS, AND ANY OTHER THINNERS, STRIPPERS, OR UNAPPROVED
SOLVENTS ON ADJACENT SURFACES.

Press in here.

TKS Drain Valve

Figure 3

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SCHEDULED SERVICING

Routine cleaning and lubrication of the airplane and its component parts will significantly extend its
service life and reduce the frequency of repairs.
1. Engine Air Filter
Check induction air filter each 50 hour maintenance inspection. Clean or replace if found to be dirty.
Replace the filter after one year, ten cleanings or 500 flight hours, whichever comes first.
A. Removal
(1) Remove lower engine cowling.
(2) HP only: Remove wing nuts securing air filter cover plate located on lower left aft engine
section.
TC only: Remove screws securing air filter retainer located between the propeller and nose
wheel.
(3) Remove air filter.
B. Installation
After cleaning or replacing the filter, install the filter in the reverse order of removal.
(1) Position air filter on engine.
(2) Secure air filter using cover plate with wingnuts (HP) or retainer and screws (TC).
(3) Install lower engine cowling.
C. Cleaning
(1) HP only:
(a) Tap gently to remove dirt particles. Do not blow out with compressed air.
(b) Flush excessively dirty filter with running water (less than 40 psi) and soak it in a solution
of Donaldson D-1400 compound and water. Do not use solvents or gasoline. Rinse until
clear water comes through the filter.
(c) Dry filter thoroughly before inspection. Mechanical dryers may be used provided the
heated air is circulated and maintained below 180 °F. Do not use a light bulb.
(d) Inspect filter medium for holes or tears and insure frame provides a good air seal.
Replace defective filters.
(2) TC only:
(a) To clean filter, blow out with compressed air from gasket side; or,
(b) Wash in warm water and mild detergent and dry.
(c) Do not use oil.
2. Alternate Air Door
The alternate door is located in the air induction box to provide a source of air to the engine should there
be an air stoppage through the filter system. The following should be checked during inspection:
A. Check that air door seals are tight and that the hinge is secure.
B. Check that when the cockpit control is in the closed position the door is properly seated in the
closed position.
C. Actuate the door by operating the control lever in the cockpit to determine that it is not sticking or
binding.
D. Check the cockpit control cable for free travel.

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3. Propeller
Inspect spinner, back plate and propeller surfaces for nicks, scratches, corrosion and cracks. Remove
minor nicks and scratches per instructions in 61-10-00. Paint face of each blade with a flat paint to retard
glare. Wipe surfaces with a light oil or wax to prevent corrosion.
Inspect propellers for grease or oil leakage and freedom of rotation on the hub pilot tube. To check
freedom of rotation, rock the blade back and forth through the slight freedom allowed by the pitch
change mechanism. Lubricate the propeller at 100 hour intervals in accordance with the Lubrication
Chart.
Additional service information for the propeller may be found in Chapter 61.
4. Electrical System
Servicing the electrical system involves adding distilled water to the battery to maintain correct
electrolyte level, and checking for any spilled electrolyte that would lead to corrosion. The security of all
electrical connections should be checked as well as the operation of all lights, general condition of the
generator or alternator and starter. All electrical wires should be inspected for chafing and bare wires.
For detailed information on this system, refer to 24-30-00 of this manual.
5. Tire Balance
Proper balancing is critical for the life of aircraft tires. If a new tire is balanced upon installation it will
usually remain balanced for the life of the tire without having any shimmy or flat spots. An inexpensive
balancer can be made that will balance almost any tire for light aircraft. See Figure 1 for balancer details.
Balance the tire as follows:
A. Mount tire and tube (if one is used) on wheel, but do not install the securing bolts. Install wheel
bearings in wheel; then, using the -7 bushings, -6 spacers, and -5 nuts, (refer to Figure 1) install the
wheel-tire assembly on the pipe. Secure the nuts finger-tight so that the wheel halves touch each
other. Be sure the bolt holes are aligned. Insert the axle through the 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.
B. Release the tire. If it is out of balance it will rotate, coming to rest with the heaviest point on the
bottom. Tape a one-half (1/2) ounce patch across top center of the tire. Rotate the tire 45° and
release it again. If the tire returns to the same position, add a one (1) ounce patch and again rotate
the tire and release it. Continue this procedure until the tire is balanced.
C. When balance is attained, put a chalk mark on the sidewall directly below the patch. Use one mark
for each half ounce of weight needed. Mark the valve stem location on the tire and the opposite
wheel half to assure reassembly in the same position. Remove the wheel from the balance stand,
break it down and clean the inside of the tire with toluol. Apply a coat of patch cement to both the
patch and the inside center of the tire in line with the chalk marks. When the cement has dried,
install the patches making certain they are on the center line of the tire and aligned with the chalk
marks on the sidewall. Burnish the patches to remove trapped air, etc.
D. When reassembling the wheel, powder the inside of the tire. Mount the tire on the valve side of the
wheel in the same position it was in when it was balanced. Install the other wheel half, aligning the
chalk marks. Install the bolts and tighten to required torque, then air the tire and recheck the
balance. The wheel should not be more than one-half (1/2) ounce out of balance.

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Wheel Balancer
Figure 1

CHART 1
THREAD LUBRICANTS
Line Lubricant
Brakes MIL-H-5606

WARNING: DO NOT PERMIT MIL-T-5544 ANTI-SEIZE COMPOUND TO ENTER SYSTEM. APPLY

TO FITTING THREADS ONLY.
Air Conditioning Refrigerant MIL -T-5544, Anti-Seize Compound

Fuel MIL -T-5544, Anti-Seize, Graphite Petrolatum

Landing Gear Air Valve 6PB Parker

Oil MIL-G-6032, Lubrication Grease

(Gasoline and Oil Resistant)

Pitot and Static TT-A-580 (JAN-A-669). Anti-Seize Compound

(White Lead Base)

CAUTION: LUBRICATE ENGINE FITTINGS ONLY WITH THE FLUID CONTAINED IN THE
PARTICULAR LINE.

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6. Lubrication
Proper lubrication procedures are valuable for prolonging the service life of the airplane and as a means
of reducing the frequency of extensive and expensive repairs. The periodic application of recommended
lubricants to their relevant bearing surfaces, combined with cleanliness, as detailed in the following
paragraphs, ensures maximum efficiency and utmost service of all moving parts. Lubrication instruction
regarding the locations, time intervals, and type of lubricants used are found in proper lubrication charts.
A. To ensure the best possible results from the application of lubricants, observe the following
precautions:
NOTE: If the airplane is inactive for long periods of time, it should be lubricated in accordance with
the Lubrication Charts every 90 days.
(1) Use only recommended lubricants. Where general purpose lubricating oil is specified, but
unavailable, clean reciprocating engine oil may be used as a satisfactory substitute.
(2) Check components for evidence of excessive wear and replace as necessary.
(3) Remove all excess lubricants from components to prevent collecting dirt and sand in quantities
capable of causing excessive wear or damage to bearing surfaces.
B. Application of Grease
When lubricating bearings and bearings surfaces with a grease gun, ensure gun is filled with new,
clean grease of the grade specified for the particular application before applying lubricant to grease
fittings.
(1) If a reservoir is not provided around a bearing, apply lubricant sparingly and wipe off excess.
(2) Remove wheel bearings from the wheel hub and clean thoroughly with a suitable solvent.
When packing with grease, be sure the lubricant enters the space between the rollers in the
retainer ring. Do not pack the grease into the wheel hub.
(3) Use extra care when greasing propeller hub to avoid blowing clamp gaskets. Remove one
grease fitting and apply grease to the other fitting until fresh grease appears at the hole of the
removed fitting. Uneven greasing effects propeller balance.
C. Application of Oil
If specific lubrication instructions for certain components are not available, observe the following
precautions:
CAUTION: AFTER THOROUGHLY WASHING AIRPLANE, ENSURE LANDING GEAR, FLIGHT
CONTROLS, FLAP TRACKS, ELEVATOR TRIM SCREW, AND ENGINE
COMPARTMENT ARE STILL PROPERLY LUBRICATED.
(1) Apply oil sparingly. Never apply more than enough to coat the bearing surfaces.
(2) Do not oil control cables.

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MAINTENANCE MANUAL

D. Lubrication Charts
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, Cautions, and Notes are listed at the beginning of the lubrication
charts, with each applicable component illustration, and are consistent throughout.
CAUTION: MIL-G-23827 AND MIL-G-81322, CONTAIN CHEMICALS WHICH MAY BE HARMFUL
TO PAINTED SURFACES.
CAUTION: DRY LUBRICANT (I.E. - PTFE BASED MS-122DF) WILL ATTACK ANY ACRYLIC
BASED PLASTIC (LUCITE), POLYCARBONATES (LEXAN), POLYSTYRENE AND
ITS COPOLYMERS (ABS), AND CELLULOSE ACETATE.

CHART 2
SPECIAL INSTRUCTIONS
1. BEARINGS AND BUSHINGS - clean exterior with a dry type solvent before lubricating.
2. LUBRICATING POINTS - wipe all lubrication points clean of old grease, oil, dirt, etc., before lubricating.
3. AIR FILTER (HP only) - to clean filter, tap gently to remove dirt particles or wash in warm water and
mild detergent and dry. do not blow out with compressed air. do not use oil. replace filter if damaged.
3A. AIR FILTER (TC only) - to clean filter, blow out with compressed air from gasket side or wash in warm
water and mild detergent and dry. do not use oil.
4. WHEEL BEARINGS - disassemble and clean with a dry type 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 an abnormal quantity of water.
5. OLEO STRUTS, HYDRAULIC PUMP RESERVOIR AND BRAKE RESERVOIR - fill per instructions on
unit or container, or refer to applicable chapter in this manual.
6. 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.
7. OIL AND FILTER - lycoming recommends changing the oil and filter every 50 hours or four months,
whichever comes first.
8. PROPELLER - for each blade: remove a grease fitting; apply grease through the remaining fitting until
fresh grease appears at hole of removed fitting. if annual usage is significantly less than 100 hours,
increase lubrication frequency to every six months.
9. Grease control cables where they pass over a pulley or through a fairlead.
10. FUEL SELECTOR VALVE - lubricate area where detent ball moves across cover plate (on external
valve only).
11. See the latest revision of Lycoming Service Instructions No. 1014 for use of detergent oil.
12, BATTERY - fluid level and condition check every 25 hours.

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CHART 3 (Sheet 1 of 2)
LUBRICATION - MAIN LANDING GEAR
COMPONENT LUBRICANT FREQUENCY
1. MAIN GEAR PIVOT POINTS (See Spec. Instr. 1 and 2) MIL-G-23827 100 hrs
2. MAIN GEAR DOOR HINGE (See Spec. Instr. 2) MIL-L-7870 100 hrs
3. MAIN GEAR TORQUE LINKS (See Spec. Instr. 1) MIL-L-7870 100 hrs
4 EXPOSED MAIN OLEO STRUT (See Spec. Instr. 2) Release Agent / Dry Lubricant
MIL-L-60326 100 hrs
5. MAIN GEAR WHEEL BEARINGS (See Spec. Instr. 4) Texaco Marfax All
Purpose Grease Or
Mobil Grease 77
(or Mobil EP2 Grease)
MIL-G-3545C 100 hrs
6. MAIN GEAR DOOR CONTROL ROD ENDS (See Spec. Instr. 1) MIL-L-7870 100 hrs

7. MAIN GEAR SIDE BRACE LINK ASSEMBLY (See Spec. Instr. 1 and 2) MIL-G-23827 100 hrs

8. UPPER SIDE BRACE SWIVEL FITTING (See Spec. Instr. 1 and 2) MIL-G-23827 100 hrs

9. MAIN GEAR DOWNLOCK ASSEMBLY RETRACTION FITTING AND CYLINDER

attachment points (See Spec. Instr. 1) MIL-L-7870 100 hrs
10. MAIN GEAR OLEO STRUT FILLER POINT (See Spec. Instr. 5 and Caution) MIL-L-5606 As Required
11. HYDRAULIC PUMP RESERVOIR (See Spec. Instr. 5 and Caution) MIL-H-5606 As Required
12. BRAKE RESERVOIR (See Spec. Instr. 5 and Caution) MIL-H-5606 As Required
CAUTION: DO NOT USE HYDRAULIC FLUID WITH A CASTOR OIL OR ESTER BASE.

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CHART 3 (Sheet 2 of 2)
LUBRICATION - MAIN LANDING GEAR

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CHART 4 (Sheet 1 of 2)
LUBRICATION - NOSE LANDING GEAR
COMPONENT LUBRICANT FREQUENCY
1. NOSE GEAR STRUT HOUSING GREASE FITTING (See Spec. Instr. 2) MIL-G-23827 100 hrs
2. NOSE GEAR PIVOT POINT AND HYDRAULIC CYLINDER ROD END MIL-L-7870 100 hrs
(See Spec. Instr. 2)
3. NOSE GEAR DOOR RETRACTION MECHANISM (See Spec. Instr. 2) MIL-L-7870 100 hrs
4. NOSE GEAR DOOR HINGES (See Spec. Instr. 2) MiL-L-7870 100 hrs
5. EXPOSED OLEO STRUT (See Spec. Instr. 2) Release Agent / Dry Lubricant
Mil-l-60326 100 hrs
6. NOSE WHEEL BEARINGS (See Spec. Instr. 4) Texaco Marfax All
Purpose Grease or
Mobil Grease 77
(or Mobil EP2 Grease)
MIL-G-3545c 100 hrs
7. NOSE GEAR DRAG LINK ASSEMBLIES (See Spec. Instr. 1) MIL-L-7870 100 hrs
8. NOSE GEAR TORQUE LINK ASSEMBLY AND STRUT HOUSING
(See Spec. Instr. 2) MIL-G-23827 100 hrs
9. DOWNLOCK HOOK. TENSION SPRING ARMS.SHIMMY DAMPENER
AND ALIGNING ROLLER PIVOT POINTS (See Spec. Instr. 1) MIL-L-7870 100 hrs
10. STEERING BELLCRANK PIVOT POINTS AND ROD ENDS
(See Spec. Instr. 1) MIL-L-7870 100 hrs
11. NOSE GEAR OLEO STRUT FILLER POINT
(See Spec. Instr. 5 and Caution) MIL-H-5606 As Required
CAUTION: DO NOT USE HYDRAULIC FLUID WITH A CASTOR OIL OR ESTER BASE.

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CHART 4 (Sheet 2 of 2)
LUBRICATION - NOSE LANDING GEAR

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CHART 5 (Sheet 1 of 2)
LUBRICATION - CONTROL SYSTEM, PART 1
COMPONENT LUBRICANT FREQUENCY
1. AILERON HINGE BEARINGS (See Spec. Instr. 1) MIL-L-7870 100 hrs
2. FLAP HINGE BEARINGS (See Spec. Instr. 1) MIL-L-7870 100 hrs
3. STABILATOR HINGE PINS (See Spec. Instr. 1) MIL-L-7870 100 hrs
4. RUDDER HINGE BEARINGS (See Spec. Instr. 1) MIL-L-7870 100 hrs
5. CONTROL CABLE PULLEYS (See Spec. Instr. 1 and Cautions) MIL-L-787 0 100 hrs
6. STABILATOR TRIM CONTROL WHEEL (See Spec. Instr. 1 and Cautions) MIL-L-7870 100 hrs
7. O-RING, CONTROL SHAFT BUSHING (See Spec. Instr. 2 and Cautions) Parker O-Ring
Lubricant (HP only) As Required
O-RING, CONTROL SHAFT BUSHING (See Spec. Instr. 2 and Cautions) MIL-L-7870 (TC Only) 100 hrs

8. TEE BAR PIVOT POINT (See Spec. Instr. 1 and Cautions) MIL-L-7870 100 hrs
9. CONTROL COLUMN CHAIN (See Spec. Instr. 2 and Cautions) MIL-L-7870 500 hrs
10. CONTROL COLUMN FLEX JOINTS AND SPROCKET MIL-L-7870 100 hrs
(See Spec. Instr. 2 and Cautions)
11. STABILATOR CONTROL (See Spec. Instr. 1 and Cautions) MIL-L-7870 100 hrs
12. AILERON, STABILATOR, AND RUDDER CONTROL CABLES
AND TRIM CABLES (Not Shown.) (See Spec. Instr. 9 and Cautions) MIL-G-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
CAUTION: DO NOT OIL CONTROL CABLES.

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CHART 5 (Sheet 2 of 2)
LUBRICATION - CONTROL SYSTEM, PART 1

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CHART 6 (Sheet 1 of 2)
LUBRICATION - CONTROL SYSTEM, PART 2
COMPONENT LUBRICANT FREQUENCY
1. FLAP TORQUE TUBE BEARING BLOCKS (See Spec. Instr. 2) MIL-L-7870 100 hrs
2. FLAP CONTROL ROD END BEARINGS (See Spec. Instr. 1) MIL-L-7870 100 hrs
3. FLAP ACTUATOR SCREW JACK (See Spec. Instr. 2) Lubriplate #907,
Fiske Bros. Refining Co.,
or, MIL-G-7711 100 hrs
4. FLAP ACTUATOR BELLCRANK (See Spec. Instr. 1) MIL-L-7870 100 hrs
5. FLAP TORQUE TUBE PULLEY (See Spec. Instr. 2) MIL-L-7870 100 hrs
6. AILERON BELLCRANK PIVOT POINTS (See Spec. Instr. 1) MIL-L-7870 100 hrs
7. AILERON CONTROL ROD END BEARINGS (See Spec. Instr. 1) MIL-L-7870 100 hrs
8. AILERON BELLCRANK CABLE ENDS (See Spec. Instr. 1) MIL-L-7870 100 hrs

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CHART 6 (Sheet 2 of 2)
LUBRICATION - CONTROL SYSTEM, PART 2

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CHART 7 (Sheet 1 of 2)
LUBRICATION - CONTROL SYSTEM, PART 3
COMPONENT LUBRICANT FREQUENCY
1. RUDDER TUBE BEARING BLOCKS (See Spec. Instr. 2 and Caution) Release Agent / Dry Lubricant
MIL-L-60326 100 hrs
2. TOE BRAKE CYLINDER ATTACHMENTS AND BRACES MIL-L-7870 100 hrs
(See Spec. Instr. 1 and Caution)
3. RUDDER TUBE CONNECTIONS (See Spec. Instr. 1 and Caution) MIL-L-7870 100 hrs
4. BRAKE ROD ENDS (See Spec. Instr. 1 and Caution) MIL-L-7870 100 hrs
5. RUDDER TUBE CABLE ENDS (See Spec. Instr. 1) MIL-L-7870 100 hrs
6. NOSE GEAR STEERING ROD ENDS (See Spec. Instr. 1) MIL-L-7870 100 hrs
7. RUDDER ARM CABLE ENDS (See Spec. Instr. 1) MIL-L-7870 100 hrs
8. STABILATOR TRIM SCREW (See Spec. Instr. 2) Lubriplate #907,
Fiske Bros. Refining Co.,
or, MIL-G-7711 100 hrs
9. STABILATOR SCREW/TAB LINKS (See Spec. Instr. 1) MIL-L-7870 100 hrs
10. STABILATOR HINGE POINTS (See Spec. Instr. 1) MIL-L-7870 100 hrs
11. RUDDER TRIM ASSEMBLY (See Spec. Instr. 1 and Caution) MIL-L-7870 100 hrs
CAUTION: DO NOT OVER LUBRICATE COCKPIT CONTROLS.

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CHART 7 (Sheet 2 of 2)
LUBRICATION - CONTROL SYSTEM, PART 3

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CHART 8 (Sheet 1 of 2)
LUBRICATION - POWER PLANT AND PROPELLER
COMPONENT LUBRICANT FREQUENCY
1. ENGINE SUMP Air Temperature MIL-L-6082 Mil-l-22851 50 hrs
LUBRICATING OIL, (Ashless Dispersant)
AIRCRAFT RECIPROCATING All SAE 15W50 or 20W50
ENGINE (PISTON) Above 80°F (26.67°c) SAE 60 SAE 60
(See Spec. Instr. 7 and 14) 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 40,30,20W40
Below 10°F (-12.22°c) SAE 20 SAE 30,20W30
2. CARTRIDGE TYPE OIL FILTERS 50 hrs
(See Spec. Instr. 7 and 11)
3. AIR FILTER (HP Only) (See Spec. Instr. 3) 50 hrs
3A. AIR FILTER (TC Only) (See Spec. Instr. 3A) 50 hrs
4. PROPELLER ASSEMBLY Aeroshell 6 100 hrs
(See Spec. Instr. 2 and 8)
5. ENGINE CONTROL AND ENVIRONMENTAL CONTROL
PIVOT POINTS (See Spec. Instr. 1 and Caution) MIL-L-7870 100 hrs
6. FRESH AIR VENT SHAFTS (See Spec. Instr. 2) MIL-G-7711 500 hrs
7. ALTERNATOR IDLER PULLEY BEARING MIL-G-81322 100 hrs
(See Spec. Instr. 2)
8. FUEL METERING SERVO THROTTLE SHAFT ENDS MIL-L-7870 50 hrs
(Lycoming FM-250 FCS only. See Spec. Instr. 2)
CAUTION: DO NOT OVER LUBRICATE COCKPIT CONTROLS.

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CHART 8 (Sheet 2 of 2)
LUBRICATION - POWER PLANT AND PROPELLER

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CHART 9
LUBRICATION - FUEL SELECTOR
COMPONENT LUBRICANT FREQUENCY
1. FUEL SELECTOR LINKAGE (See Spec. Instr. 1 and Caution) MIL-L-7870 100 hrs
2. FUEL SELECTOR VALVE COVER PLATE (See Spec. Instr. 10) Release Agent / Dry Lubricant
MIL-L-60326 100 hrs
CAUTION: DO NOT OVER LUBRICATE COCKPIT CONTROLS.

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CHART 10
LUBRICATION - CABIN DOORS, BAGGAGE DOORS, AND SEATS
COMPONENT LUBRICANT FREQUENCY
1. DOOR HINGES (See Spec. Instr. 2) MIL-L-7870 100 hrs
2 DOOR SEALS (See Spec. Instr. 6) Release Agent / Dry Lubricant
MIL-L-60326 50 hrs
3 DOOR LATCH MECHANISMS (See Spec. Instr. 2) MIL L-7870 500 hrs
4 SEAT TRACK ROLLERS, STOP PINS AND REAR SEAT Lubriplate #907 100 hrs
LEG RETAINER (CLIP AND CAM) (See Spec. Instr. 2) Fiske Bros. Refining Co.,
or, MIL-G-7711
5 SEAT LATCH STOP PIVOT POINT (COPILOT) (See Spec. Instr. 1) MIL-L-7870 100 hrs

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CHART 11
LUBRICATION - AIR CONDITIONING CONDENSER
COMPONENT LUBRICANT FREQUENCY
1. CONDENSER HINGE AND ACTUATORS (See Spec. Instr. 1) MIL-L-7870 100 hrs
2. CONDENSER DOOR ACTUATING TRANSMISSION (See Spec. Instr. 2) MIL-G-23827 500 hrs

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GRIDS 1K2 THRU 1L24

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Island Enterprises
AIRPLANE MAINTENANCE MANUAL
CARD 2 OF 8

PA-32R-301

(S/N’s 3246001 & UP)

PA-32R-301T

(S/N’s 3257001 & UP)

THE NEW PIPER AIRCRAFT, INC.

PART NUMBER 761-879 September 30, 2006
2A1

Island Enterprises
 Published by
Technical Publications

© THE NEW PIPER AIRCRAFT, INC.

2926 Piper Drive
Vero Beach, Florida 32960
U.S.A.

Member
General Aviation
Manufacturers Association

2A2

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

AEROFICHE REVISION STATUS

Revisions to this Maintenance Manual (P/N 761-879) originally published June 24, 1996 and reissued July 1, 1997
are as follows:

Effectivity Publication Date Aerofiche Card Effectivity

ORG950712 June 24, 1996 1, 2, 3, and 4

CR970701 July 1, 1997 1, 2, 3, 4, and 5
PR990715 July 15, 1999 1, 2, 3, 4, and 5
PR011215 December 15, 2001 1
PR020331 March 31, 2002 1
PR040216 February 16, 2004 1, 3, and 5
PR050319 March 19, 2005 1, 2, 3, and 4
CR060930 September 30, 2006 1, 2, 3, 4, 5, 6, 7, and 8

* COMPLETE REVISION OF MAINTENANCE MANUAL 761-879

Revisions appear in all Aerofiche Cards. Accordingly, discard your entire

existing aerofiche card set and replace it with this one dated 09/30/06.

Consult the Piper Customer Service Information Aerofiche (P/N 1753-755) for current revision dates for this
manual.

2A3 AEROFICHE EFFECTIVITY SepPAGE 1

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INTRODUCTION

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

Intro-List of 1 Sep 30/06

Effective Pages 2 Sep 30/06

Intro-Table of Contents 1 Sep 30/06

2 Sep 30/06

Introduction 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06
7 Sep 30/06
8 Sep 30/06
9 Sep 30/06
10 Sep 30/06
11 Sep 30/06
12 Sep 30/06
13 Sep 30/06
14 Sep 30/06
15 Sep 30/06
16 Sep 30/06

Index 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06
7 Sep 30/06
8 Sep 30/06

2A5 INTRO - LIST OF EFFECTIVE PAGES PAGE 1

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TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

Introduction
Instructions for Continued Airworthiness 1 2A9
General 1 2A9
Effectivity 1 2A9
Serial Number Explanation 2 2A10
Assignment of Subject Material 2 2A10
Pagination 3 2A11
Aerofiche Effectivity 3 2A11
Identifying Revised Material 3 2A11
Indexing 3 2A11
List of Effective Pages 3 2A11
Warnings, Cautions, and Notes 4 2A12
Accident / Incident Reporting 4 2A12
Supplementary Publications 4 2A12
PIPER Publications 4 2A12
Vendor Publications 4 2A12
Chapter/Section Index Guide 11 2A19

Index
Index 1 2B1

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INTRODUCTION

1. Instructions for Continued Airworthiness

WARNING: INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA) FOR ALL NON-PIPER
APPROVED STC INSTALLATIONS ARE NOT INCLUDED IN THIS MANUAL. WHEN A
NON-PIPER APPROVED STC INSTALLATION IS INCORPORATED ON THE AIRPLANE,
THOSE PORTIONS OF THE AIRPLANE AFFECTED BY THE INSTALLATION MUST BE
INSPECTED IN ACCORDANCE WITH THE ICA PUBLISHED BY THE OWNER OF THE
STC. SINCE NON-PIPER APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS
INTERFACE, OPERATING CHARACTERISTICS AND COMPONENT LOADS OR
STRESSES ON ADJACENT STRUCTURES, THE PIPER PROVIDED ICA MAY NOT BE
VALID FOR AIRPLANES SO MODIFIED.
The PIPER PA-32R-301 Saratoga II HP / PA-32R-301T Saratoga II TC Maintenance Manual constitutes
the Instructions for Continued Airworthiness in accordance with Federal Aviation Regulations (FAR) Part
23, Appendix G. Chapter 4 contains the Airworthiness Limitations section (4-00-00) and the Inspection
Program is in Chapter 5 (5-20-00).
2. General
This publication is prepared in accordance with the General Aviation Manufacturers Association (GAMA)
Specification No. 2, with respect to the arrangement and content of the System/Chapters within the
designated Chapter/Section-numbering system.
WARNING: USE ONLY GENUINE PIPER PARTS OR PIPER APPROVED PARTS OBTAINED FROM
PIPER APPROVED SOURCES, IN CONNECTION WITH THE MAINTENANCE AND
REPAIR OF PIPER AIRPLANES.
This manual does not contain hardware callouts for installation. Hardware callouts are only indicated
where a special application is required. To confirm the correct hardware used, refer to the PA-32R Parts
Catalog P/N 761-880, and FAR 43 for proper utilization.
Genuine PIPER parts are produced and inspected under rigorous procedures to ensure airworthiness
and suitability for use in PIPER airplane applications. Parts purchased from sources other than PIPER,
even though identical in appearance, may not have had the required tests and inspections performed,
may be different in fabrication techniques and materials, and may be dangerous when installed in an
airplane.
Additionally, reworked or salvaged parts or those parts obtained from non-PIPER approved sources,
may have service histories which are unknown or cannot be authenticated, may have been subjected to
unacceptable stresses or temperatures or may have other hidden damage not discernible through
routine visual or nondestructive testing. This may render the part, component or structural assembly,
even though originally manufactured by PIPER, unsuitable and unsafe for airplane use.
THE NEW PIPER AIRCRAFT, INC. expressly disclaims any responsibility for malfunctions, failures,
damage or injury caused by use of non-PIPER approved parts.
NOTE: THE NEW PIPER AIRCRAFT, INC. expressly reserves the right to supersede, cancel and/or
declare obsolete any part, part numbers, kits or publication that may be referenced in this
manual without prior notice.
In any question concerning the care of your airplane, be sure to include the airplane serial number in
any correspondence.
3. Effectivity
This maintenance manual is effective for PA-32R-301 Saratoga II HP airplane serial numbers 3246001
and up and PA-32R-301T Saratoga II TC airplane serial numbers 3257001 and up. This encompasses
the model years shown in Chart 1.

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CHART 1
MODEL YEARS
PA-32R-301 Saratoga II HP PA-32R-301T Saratoga II TC
Model Year Serial Numbers Model Year Serial Numbers
1995 3246001 thru 3246017 Prototype 3257001
1996 3246018 thru 3246059 1998 3257002 thru 3257075
1997 3246060 thru 3246087 1999 3257076 thru 3257123
1998 3246088 thru 3246125 2000 3257124 thru 3257155;
1999 3246126 thru 3246153 less 3257144
2000 3246154 thru 3246165 2000.5 3257156 thru 3257198;
and 3257144
2000.5 3246166 thru 3246181
2001 3257199 thru 3257266
2001 3246182 thru 3246203
2002 3257267 thru 3257296
2002 3246204 thru 3246209
2003 3257297 thru 3257338
2003 3246210 thru 3246217
2004 3257339 thru 3257369
2004 3246218 thru 3246226
2005 3257370 thru 3257400
2005 3246227 thru 3246232
2006 3257401 and up
2006 3246233 and up

NOTE: The above is provided as a general reference only.

4. Serial Number Explanation

Example:
32 46 001

SEQUENCE NUMBER
TYPE CERTIFICATE DESIGNATION

MODEL CODE
46 = PA-32R-301 SARATOGA II HP
57 = PA-32R-301T SARATOGA II TC

5. Assignment of Subject Material

This publication is divided into industry standard, three element, numeric subject groupings as follows:
A. System/Chapter - The various groups are broken down into major systems such as Environmental
Systems, Electrical Power, Landing Gear, etc. They are assigned a number, which becomes the first
element of the standardized numbering system. Thus, the element “28” of the number 28-40-01
refers to the chapter “Fuel”. Everything concerning the fuel system will be covered in this chapter.
B. Sub-System/Section - The major systems/chapters of an airplane are broken down into
subsystems. These sub-systems are identified by the second element of the standard numbering
system. The element “40” of the number 28-40-01 concerns itself with the indicating section of the
fuel system.

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

C. Unit/Subject - The individual units within a sub-system/section may be identified by the third
element of the standard numbering system. The element “01” of the number 28-40-01 is a subject
designator. This element is assigned at the option of the manufacturer and is normally zeroed out by
PIPER.
Refer to Chapter/Section Index Guide, for a complete breakdown and list. The material is arranged in
ascending numerical sequence.
6. Pagination
The Chapter - Section (i.e. - 28-40-00) numbering system (explained above) forms the primary page
numbering system for this manual. Within each Section, pages are numbered consecutively beginning
with Page 1 (i.e. - 28-40-00, Page 1). Additionally, the aerofiche grid numbering system (explained
below) is also used to indicate location within the manual.
7. Aerofiche Effectivity
A. The General Aviation Manufacturers Association (GAMA) have developed specifications for
microfiche reproduction of aircraft publications. The information compiled in this Aerofiche
Maintenance Manual will be kept current by revisions distributed periodically. These revisions will
supersede all previous revisions and will be complete Aerofiche card replacements and shall
supersede Aerofiche cards of the same number in the set. The “Aerofiche Effectivity” page at the
front of this manual lists the current revision for each card in this set.
B. Conversion of Aerofiche alpha/numeric grid code numbers:
First number is the Aerofiche card number.
Letter is the horizontal row reference per card
Second number is the vertical column reference per card.
Example: 2J16 = Aerofiche card number two, row J, column 16.
C. To aid in locating information, the following is provided at the beginning of each aerofiche card:
(1) A complete Introduction containing the Chapter/Section Index Guide for all fiche in this set.
(2) A complete subject Index for all fiche in this set.
8. Identifying Revised Material
A revision to a page is defined as any change to the printed matter that existed previously.
Revisions, additions and deletions are identified by a vertical line (i.e. - change bar) along the left-
hand margin of the page opposite only that portion of the printed matter that was changed.
A change bar in the left-hand margin opposite the footer (i.e. - chapter/section/subject, page
number and date), indicates that the text was unchanged but the material was relocated to a
different page.
Example.
NOTE: Change bars are not used in the title pages, list of effective pages, or index.
9. Indexing
An alphabetically arranged subject Index follows this introduction to assist the user in locating desired
information. In addition, each System/Chapter begins with an individual Table of Contents.
10. List of Effective Pages
Each System/Chapter has a List of Effective Pages preceding the Table of Contents to identify the
effective revision date for each page in that chapter.

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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
PA-32R-301/301T airplanes and its various components. Use them to supplement this manual.
A. Piper Publications: Part Number
(1) Parts Catalog 761-880
(2) Progressive Inspection Manuals (50 hour):
SARATOGA II HP (S/N’s 3246001 & up) 761-881 (pending)
SARATOGA II TC (S/N’s 3257001 & up) 761-896 (pending)
(3) Periodic Inspection Report Forms:
SARATOGA II HP (S/N’s 3246001 & up) 230-1047
SARATOGA II TC (S/N’s 3257001 & up) 230-2047
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: Climate Control Inc. (or) Sanden International (USA), Inc.
2120 N. 22nd Street 601 South Sanden Blvd.
Decatur, Illinois 62526 Wylie, TX 75098-4999
(217) 422-0055 (972) 442-8400
http://www.ccicompressor.com http://www.sanden.com
(2) ALTERNATOR:
Vendor: Kelly Aerospace, Power Systems PH: (334) 227-8306
Airport Complex
P. O. Box 273
Fort Deposit, Alabama 36032
http://www.kellyaerospace.com/index.htm/
Overhaul Manual: Manual OE-A2

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(3) AUTOFLIGHT:
Vendor(s): Honeywell (or) S-TEC Corporation
One Technology Center One S-TEC Way
23500 W. 105th St., M/D #45 Mineral Wells, Texas 76067-9236
Olathe, Kansas 66061-1950 PH - (940) 325-9406
http://www.bendixking.com/ www.s-tec.com
(4) BRAKES:
Vendor: Parker Hannifin Corp. PH: (800) 272-5464
Aircraft Wheel and Brake Division
1160 Center Road
Avon, Ohio 44011
http://www.parker.com/cleveland/Universe/book.pdf
(5) ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)
Vendor: Avidyne Corporation PH: (800) 284-3963
55 Old Bedford Road
Lincoln, MA 01773
http://www.avidyne.com/index.htm
Instructions for Continued Airworthiness:
Primary Flight Display
and Magnetometer/OAT: Document No. AVPFD-174
Multifunction Display: Document No. AVMFD-167
Data Acquisition Unit: Document No. AVSIU-011
or,
Vendor: Garmin International PH: (913) 397-8200
1200 East 151ST Street
Olathe, KS 66062
http://www.garmin.com
(6) EMERGENCY LOCATOR TRANSMITTER:
Vendor: Artex Aircraft Supplies PH: (800) 547-8901
14405 Keil Road NE
Aurora, Oregon 97002
http://www.artex.net/
(7) EMERGENCY BATTERY:
Vendor: Concorde Battery Corporation PH: (626) 813-1234
2009 San Bernardino Road FAX: (626) 813-1235
West Covina, CA 91790
http://www.concordebattery.com/index.htm
Instructions for Continued Airworthiness:
Maintenance Manual
Supplement,
Concorde Valve
Regulated Lead-Acid
Emergency Battery: Drawing No. 5-0143

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(8) ENGINE:
Vendor: Textron Lycoming PH: (717) 323-6181
652 Oliver Street FAX: (717) 327-7101
Williamsport, PA 17701
http://www.lycoming.textron.com/main.html
Overhaul Manual: DIRECT DRIVE MODELS - P/N 60294-7
Parts Catalog: IO-540- ..... - K1G5, ..... ENGINES - P/N PC-615
TIO-540-AH1A ENGINES - P/N PC-615-12
Operators Handbook: O-540, IO-540 SERIES - P/N 60297-10
TIO-540 Series - P/N 60297-23

NOTE: The above Lycoming publications can be ordered as a set on CD-ROM from
Avantext. See www.avantext.com or PH - (800) 998-8857.

(9) ELECTRIC FUEL PUMP:

Vendor(s): Parker Hannifin Corp. (or) Weldon Pump
Airborne Division 640 Golden Oak Parkway
711 Taylor Street Oakwood Village, OH 44146
Elyria, Ohio 44035 PH - (216) 232-2282
PH - (800) 382-8422
http://www.parker.com/cleveland/Universe/book.pdf
(10) FUEL CELLS:
Vendor: Engineered Fabrics Corporation PH: 770-684-7855
669 Goodyear Street FAX: 770-684-7438
Rockmart, Georgia 30153-0548
http://www.kfefc.com/index.htm
(11) GEAR LOCKING ACTUATORS, NOSE GEAR DOOR ACTUATOR, HYDRAULIC PUMP,
AND ALL HYDRAULIC COMPONENTS:
Vendor: Parker Hannifin Corp.
(See Brakes, above)
(12) HI-LOK FASTENERS AND TOOLS:
Vendor: Hi-Shear Corporation PH: (213) 326-8110
2600 Skypark Drive
Torrance, California 90509
(13) INADVERTENT ICE PROTECTION SYSTEM (TKS):
Vendor: Aerospace Systems and Technologies, Inc.
3213 Arnold Ave. PH: (785) 493-0946
Salina, Kansas 67401 FAX: (785) 493-0950
http://www.weepingwings.com/

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(14) LIGHTS - NAVIGATION/STROBE LIGHTS STANDBY/MAP:

Vendor: Whelen Engineering Co. Inc. PH: (860) 526-9504
Route 145, Winthrop Rd. FAX: (860) 526-2009
Chester, CT 06412
http://www.whelen.com/
(15) MAGNETOS:
Vendor: Slick Aircraft Products PH: (904) 739-4000
Unison Industries FAX: (904) 739-4006
Attn: Subscription Dept.
7575 Baymeadows Way
Jacksonville, FL 32256
http://www.unisonindustries.com/
Installation, Operation F1100 MASTER SERVICE MANUAL,
and Maintenance 4300/6300 SERIES MAGNETO
Instructions: MAINTENANCE AND
OVERHAUL MANUAL - L-1363
(16) NAVIGATION, COMMUNICATIONS, AND GPS (NAV/COM/GPS):
Vendor: Garmin International PH: (913) 397-8200
1200 East 151ST Street
Olathe, KS 66062
http://www.garmin.com
(17) OXYGEN SYSTEM: (TC ONLY)
Vendor: Scott Aviation PH: (716) 683-5100
2225 Erie Street
Lancaster, New York 14086
http://www.scottaviation.com/
(18) PROPELLER:
Vendor: Hartzell Propeller Inc. PH: (937) 778-4379
One Propeller Place FAX: (937) 778-4321
Piqua, OH 45356-2634
http://www.hartzellprop.com/index2.htm
Standard Practices: Manual No. 202A
Overhaul
and Maintenance: Manual No. 113B
Aluminum Blade
Overhaul: Manual No. 133C
Propeller Owner’s
Manual and Logbook: Manual No. 115N

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(19) PROPELLER GOVERNOR:

Vendor: Hartzell Propeller Inc. PH: (937) 778-4379
One Propeller Place FAX: (937) 778-4321
Piqua, OH 45356-2634
http://www.hartzellprop.com/index2.htm
Governor Maintenance: Manual No. 130B
(20) STANDBY ATTITUDE INDICATOR:
Vendor: Mid-Continent Instruments Co., Inc. PH: (316) 630-0101
9400 E. 34 TH Street N. FAX: (316) 630-0723
Wichita, KS 67226
http://www.mcico.com/index.html
Installation Manual and
Operating Instructions: Manual No. 9015762
(21) STARTER:
Vendor: See listing under (or) Sky-Tec
Alternator, above. 350 Howard Clemmons Rd
Granbury, Texas 76048
PH - (800) 476-7896
FAX - (817) 573-2252
http://www.skytecair.com
(22) VACUUM PUMPS:
Vendor: Aero Accessories, Inc. PH: (800) 822-3200
1240 Springwood Avenue
Gibsonville, NC 27249
http://www.aeroaccessories.com/index.html
(23) VACUUM REGULATORS:
Vendor: Parker Hannifin Corporation PH: (800) 382-8422
Airborne Division
711 Taylor St.
Elyria, OH 44035
http://www.parker.com/cleveland/Universe/book.pdf

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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MAINTENANCE MANUAL

14. Chapter/Section Index Guide

NOTE: The following GAMA Specification No. 2 standard chapters are not included in this Maintenance
Manual: 36, 38, 49, 54, 60, 72, 75 and 83. These chapters are omitted because the subject
system is either: not installed in these airplanes; adequately covered in vendor or other manuals;
or, for ease of use, has been combined with another chapter.

CHAPTER SECTION TITLE GRID NO.

4 AIRWORTHINESS LIMITATIONS 1C1

00 Airworthiness Limitations

5 TIME LIMITS/MAINTENANCE CHECKS 1C9

00 General
10 Time Limits
20 Scheduled Maintenance
30 Special Inspections
50 Unscheduled Maintenance Checks

6 DIMENSIONS AND AREAS 1F1

00 General

7 LIFTING AND SHORING 1F15

10 Jacking

8 LEVELING AND WEIGHING 1F23

10 Weighing
20 Leveling

9 TOWING AND TAXIING 1G9

10 Towing
20 Taxiing

10 PARKING AND MOORING 1G19

10 Parking
20 Mooring

11 PLACARDS AND MARKINGS 1H5

20 Exterior Placards and Markings

30 Interior Placards

12 SERVICING 1I1

00 General
10 Replenishing
20 Scheduled Servicing

2A19 INTRODUCTION Sep

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

20 STANDARD PRACTICES - AIRFRAME 2C1

00 General
20 Painting

21 ENVIRONMENTAL SYSTEMS 2D3

00 General
20 Distribution
40 Heating
50 Cooling

22 AUTOFLIGHT 2G5

10 Autopilot

23 COMMUNICATIONS 2H9

00 General
50 Audio Integrating
60 Static Discharging

24 ELECTRICAL POWER 2I1

00 General
30 DC Generation
40 External Power
50 Electrical Load Distribution

25 EQUIPMENT/FURNISHINGS 3C1

10 Flight Compartment
20 Passenger Compartment
60 Emergency

26 FIRE PROTECTION 3D1

20 Extinguishing

27 FLIGHT CONTROLS 3D11

00 General
10 Aileron and Tab
20 Rudder and Tab
30 Stabilator and Tab
50 Flaps

28 FUEL 3G15

00 General
10 Storage
20 Distribution
40 Indicating

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

29 HYDRAULIC POWER 3I11

00 General
10 Main

30 ICE AND RAIN PROTECTION 4C1

00 General
10 Airfoil
30 Pitot and Static
60 Propeller
80 Detection

31 INDICATING / RECORDING SYSTEMS 4E7

50 Central Warning Systems

32 LANDING GEAR 4F3

00 General
10 Main Gear and Doors
20 Nose Gear and Doors
30 Extension and Retraction
40 Wheels and Brakes
60 Position and Warning

33 LIGHTS 4J5

00 General
10 Flight Compartment
40 Exterior

34 NAVIGATION 5C1

00 General
10 Flight Environment Data
20 Attitude and Direction
50 Dependent Position Determining

35 OXYGEN 5J1

10 Crew/Passenger

37 VACUUM 6C1

00 General
10 Distribution
20 Indicating

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

39 ELECTRICAL/ELECTRONIC PANELS 6C21

10 Instrument and Control Panels

51 STRUCTURES 6E1

00 General
10 Investigation, Cleanup and Aerodynamic Smoothness
70 Repairs
80 Electrical Bonding

52 DOORS 6F13

00 General
10 Passenger/Crew
30 Cargo

53 FUSELAGE 6G9

20 Main

55 STABILIZERS 6G19

20 Stabilator
30 Vertical Stabilizer
40 Rudder

56 WINDOWS 6H15

10 Flight Compartment
20 Passenger Compartment

57 WINGS 6I3

00 General
20 Auxiliary Structure
40 Attach Fittings
50 Flight Surfaces

61 PROPELLERS 6J9

10 Propeller Assembly
20 Controlling

70 STANDARD PRACTICES - ENGINE 7C1

00 General

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

71 POWER PLANT 7C9

00 General
10 Cowling
20 Mounts

73 ENGINE FUEL AND CONTROL 7D11

10 Distribution
20 Controlling

74 IGNITION 7E5

10 Electrical Power Supply

20 Distribution
30 Switching

76 ENGINE CONTROLS 7F21

10 Power Control

77 ENGINE INDICATING 7G7

00 General
10 Power
20 Temperature
40 Integrated Engine Instrument Systems

78 EXHAUST 7I1

00 General

79 OIL 7I11

20 Distribution
30 Indicating

80 STARTING 7J1

10 Cranking

81 TURBINES 7J17

20 Turbo-Supercharger

91 CHARTS & WIRING DIAGRAMS 8C1

10 Charts
21 & Up Wiring Diagrams (Schematics)

2A23 INTRODUCTION Sep

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

A Avidyne Entegra EFIS Corrosion

Component Locator: 5D5 Control: 6E11
Access Plates and Panels: 1F12
Description: 5D1 Forms: 6E11
Accident/Incident Reporting: 1A12
Instrument Panel: 5D1
Aerofiche Grid Code: 1A11 D
Magnetic Heading System
Aileron
Calibration: 5I1 Definitions
Balancing: 6J4
Magnetometer: 5H24 Inspections: 1C19
Checking Free Play: 6J1
Wiring Harness: 5D8 Defrosters: 2D17
Installation: 6J2
Avionics Deicing Fluid: 4C7
Ailerons
Installation: 2H18 Doors
Control System
Rack-Mounted: 6D3 Baggage Door Lock Tool: 6G7
Installation: 3E11
Rigging and Adjustment: Cabin: 6G1
B Upper Door Latch -
3E13
Limits: 3E15 Balancing Equipment: 6H1, 6H5, Adjustment: 6G2, 6G4
Troubleshooting: 3E4 6H12 Description: 6F19
Tab: 3E16 Ball Diameters for Testing Hose Snubber Seals: 6F19
Air Conditioning Restrictions: 2C10 Installation: 6F20
Charging Stand Battery - See Electrical
Brakes E
Hookup: 2E21
Kent Moore J23500: 2E17 Bleeding: 4I17 EFIS - See Avidyne or Garmin
Robinar 34700: 2E16 Parking Brake: 1H1 EGT Gauge: 7G19
Hookup: 2E23 Servicing: 1I22 Electrical
Compressor System Battery: 2J6
Belt Installation: 2F12 Installation: 4I13 Servicing: 1I23
Sanden: 2F11 Leak Check: 4I16 Bonding: 6F9
Magnetic Clutch: 2F16 Toe Brake Cylinder: 4I17 Millivolt Drop Test: 6F10
York: 2F9 Toe Brake Installation: 4I15 Resistance Index: 6F10
Magnetic Clutch: 2F18 Wheel Brake Assembly: 4I9 Bonding Straps: 2H23
Condenser Buttock Lines: 1F10 Electrical System
Air Scoop Installation: 2F21 Alternator: 2I10
C Belt Tension Adjustment:
Evacuation Hookup: 2F4
Installation: 2E8 Cabin 2I21
Leak Test: 2F3 Heat: 2D17 Troubleshooting: 2I12
Service Valves: 2E9 Ventilation: 2D11, 2D17 Component Loads: 2J17
Test Gauge and Manifold Set: Chapter/Section Index Guide: Description and Operation:
2F1, 2F2 1A19 2I7
Torque Specifications: 2E15 Cherrylock Rivet Removal: 2C9 Load Distribution: 2J17
Troubleshooting: 2E3 CHT Gauge: 7G21 Standby Alternator: 2I23
Air Filter Circuit Breaker Panel: 6D4 Installation: 2J5
Servicing: 1J5 Cleaning: 1I8 Troubleshooting: 2J1
Airworthiness Aircraft Finish Care: 1I7 Emergency Battery: 2J9
Directives (AD’s): 1C15 Fuel Filter: 1I16 External Power: 2J15
Instructions for Continued Consumable Materials: 8C23 On Aircraft Checks: 2I18
Airworthiness: 1A9 Control Column Assembly: 3E5 Schematics
Limitations: 1C7 Control Wheel Installation: 3E9 ADF: 8I16
Annunciator Conversion Tables: 8C12 AHRS: 8I8
Description: 4E13 Decimal: 8C17 Air Conditioning: 8D19
Troubleshooting: 4E14, 4E20 Drill Sizes: 8C21 Air Data Computer: 8I9
Autopilot - See System 55/55X Metric: 8C20 Alternator Power: 8E13
Temperature: 8C18 Ammeter: 8E19
Weights and Measures: 8C19 Annunciator: 8G1
Attitude Gyro: 8I4
Autopilot: 8D23

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Schematics (cont.) Switch: 8G19 Installation: 7C20, 7D8

Auxiliary Vacuum System: Taxi: 8H15 Instruments
8I20 Low Voltage Monitor: 8E19 Analog Instruments: 7H7
Avionics Magneto Switch: 8I23 Single / Dual Instrument:
Cooling: 8D17 MAP: 8J2, 8J3, 8J16 7H7
Lighting: 8D17 Multi-Function Display CHT Gauge - See CHT
Baggage Door Ajar: 8H11 (MFD): 8I7 Gauge
Cabin Temp: 8J16 OAT Probe: 8I1 Description: 7G13
CHT: 8J5, 8J11, 8J15 Oil Pressure: 8J19, 8J21 EGT Gauge - See EGT
Clock: 8H7 Oil Temperature: 8J19, 8J21 Gauge
Configuration Module: 8J16 Overhead Speakers: 8E9 Engine Instruments & DDMP:
Data Acquisition Unit: 8J10 Pitot Heat: 8F21 7H3
Data Link: 8F23 Power Point: 8F3 Alarm Conditions: 7H9
DDMP: 8J6 Power Switching: 8E22 Electrical Mode: 7H10
DME: 8I17 Primary Flight Display (PFD): Exceedance Condition:
EGT: 8J12, 8J13 8I7 7H9
Electric Flaps: 8F9 Radio Master Switch: 8E7 Exceedance Mode: 7H11
ELT: 8F5 RPM: 8J1, 8J3, 8J21 Failure Condition: 7H9
Engine / Airframe Unit: 8J17 Skywatch: 8I13 Fuel Mode: 7H13
Engine Digital Display Squat Switch, R.H.: 8I1 Instrument Mode: 7H10
Monitoring Panel: 8J6 Stall Warning: 8F7 Integrated Engine
Engine Gauge: 8J8 Standby Alternator: 8E20 Instrumentation
Entertainment Console: 8H6 Standby Attitude Indicator: Calibration: 7H16
Exceedance Audio Alert: 8I5 Percent Power: 7H12
8F17 Starter and Accessories: 8K1 Temperature Mode: 7H13
External Power: 8F1 Stormscope: 8I14 Manifold Pressure Gauge -
Fresh Air Blower: 8D15 TIT: 8J12, 8J14, 8J15 See MAP Gauge
Fuel Flow: 8J12, 8J13, 8J14, TKS System: 8F19 Oil Pressure: 7I19
8J21 Transponder: 8I15 Oil Temperature: 7I21
Fuel Pump: 8F11 Turn and Bank Indicator: 8I3 Tachometer - See
Fuel Quantity: 8F13 VAC: 8J5 Manifold Pressure vs Oil
GMA 1347 Audio Panel: Vacuum Inop: 8I19 Temperature: 7D24
8E10 Static Wicks: 2H23 Mixture Control Adjustment:
Ground Blocks: 8E23 Symbols: 8D10, 8D11 7G3
Ground Clearance: 8E3 System Mount
Hour Meter: 8H7 Servicing: 1J6 Corrosion Inspection: 7D5
Integrated Avionics Units: Voltage Regulator: 2J9 Shock Mounts: 7D6
8I10 Wire Coding: 8D9 Serial Number Location: 1F7
Landing Gear ELT Standard Practices: 7C7
Control: 8G13 Artex ELT 110-4: 3C19 Starter
Position and Warning: Battery: 3C19 Bench Tests: 7J12
8G15 Testing: 3C20 Description: 7J7
Lights Wiring Schematic: 3C21 Exploded View: 7J7
Baggage: 8H7 Empennage Group: 6H2 Service Test Specifications:
Courtesy: 8H2 Engine 7J13
Flood: 8H12 Description: 7C15 Troubleshooting: 7J8
Landing: 8H15 Exhaust System - See Exhaust Using External Power: 7J12
Navigation: 8H20 System Throttle Control Adjustment:
Panel: 8G19 Fuel 7G3
Radio: 8H1 Air Bleed Nozzles: 7D18 Timing Marks: 7E13
Reading: 8H2 Injection System: 7D19 Troubleshooting: 7C15
Recognition: 8H24 Injector: 7D20
Strobe: 8H20 Ignition - See Ignition System

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Turbocharger Troubleshooting: 3G24 Troubleshooting: 5D16

Description: 7K1 Fuselage Stations: 1F10 Engine / Airframe
Installation: 7K7 SensorFailures: 5D21
Nomenclature: 7K4 G GDC 74A: 5F1
Troubleshooting: 7K2 Garmin 1000 EFIS GDL 69/69A: 5F7
Wastegate Alerts and Annunciations: 5D18 GDU 1040: 5E4
Adjustment: 7K9 Calibration GEA 71: 5E21
Installation: 7K9 GRS 77/GMU 44: 5H4 GIA 63W: 5E12
Exhaust System Magnetic: 5I4 GMA 1347: 5E10
100 Hour Inspection: 7I7 Components: 5E3 GMU 44: 5F5
Inspection Points: 7I8 Configuration Mode Overview: GRS 77: 5F3
Extinguishing 5F12 GTX 33: 5E23
Portable Fire Extinguisher: 3D7 Description: 5D10 LRU Failures: 5D19
Description: 3D7 Displays: 5D10 Software
Inspection: 3D7 Inspections: 5D24 Load / Configuration: 5G1
Lighting Setup: 5H14 GMA-340
F Cockpit: 5H17 Adjustment: 2H19
Fiberglass Repairs - See Repairs - Magnetic Heading System Audio Panel: 2H17
Fiberglass Calibration: 5I4 Functional Test: 2H17
Flaps Post-Installation Setup: 5F12 Removal and Installation: 2H17
Control System Required Equipment List: 5I9 GNS 430/530
Installation: 3G6 Shield Block Installation: 5F11 Post Installation Setup: 5I11
Rigging and Adjustment: 3G8 Spider Grounds: 5F10 GTX-330
Troubleshooting: 3G5 System Communications: 5D11 Post Installation Setup: 5I16
Inspection Engine / Airframe Interface:
Flap Torque Tube/Pushrod 5D14
H
Distortion Inspection: Flight Instrumentation Heated Pitot-Static Mast: 4C7,
3G11 Interface: 5D13 4D15
Installation: 6J2 Hierarchy: 5G2 Heated Windshield Panel: 4D19
Flareless Tube Fittings: 2C12 Navigation / Communications Hose Specifications: 8C22
Flight Instruments - See also EFIS Interface: 5D15 Hose, Tube, and Line Markings:
Airspeed Indicator: 5C18 Testing 2C11
Altimeter: 5C17 AHRS / ADC Backup Path: Hydraulic System
Attitude Indicator: 5C23 5H13 Installation: 3I20
Directional Gyro: 5H19 Aircraft Interface: 5G17 Pump: 3J2
Magnetic Compass: 5I6 Display Failure: 5H13 Servicing: 1I23
Standby Attitude Indicator: Emergency Power: 5H5 Schematic Diagram: 3I18
5C24 Engine / Airframe: 5H2 Servicing: 3J5
Turn and Bank Indicator: 5I8 GDC 74A: 5G23 Testing: 3J5
Vertical Speed Indicator: 5C16 GIA 63W: 5G21
Fluid Line Identification: 2C10 GIA Failure: 5H12 I
Fluid Tubing Support: 2C13 GMA 1347: 5G20 Ice Protection: 4C5
Fuel System GPS Failure: 5H11 Ignition System
Filter Assembly: 3H18 GRS 77/GMU 44: 5G24 Description: 7E11
Fuel Cells: 3H6 GTX 33: 5G22 Ignition Harness: 7F9
Components: 3H7 Initial Display: 5G16 Harness Cap: 7F13
Fuel Quantity Optional Systems: 5H7 Stripping Tool: 7F10
Calibration: 3I1, 3I5, 3I6 S-TEC 55X Interface: 5H5 Magnetos: 7E12
Needle Deviation: 3H22 Wiring Harness: 5F20 100 Hour Inspection: 7E12
Inspection 500 Hour Inspection and
Fuel Tank / Wing Spar Cleaning: 7E15
Corrosion Inspection: Bearing Bar: 7F2
3H5 Bearings: 7E23

2B3 INDEX SepPAGE 3

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Magnetos (cont.) Per Event Leading Particulars: 1F8

Carbon Brush Assembly: Engine Events/Stoppages: Leveling Airplane: 1G7
7E18 1E16 Life Limited Parts: 1C7
Coil Wedge: 7E23 Flaps Extended Above Lights
Exploded View: 7E20 Maximum Flap Exterior
Impulse Coupling Extension Speed: Landing Lights: 4J15
Pawl Clearance: 7E16 1E17 Navigation Lights: 4J23
Pawls: 7E16 Flood Damage: 1E18 Recognition Lights: 4J23
Internal Timing: 7F2 Hard or Overweight Strobe Lights: 4J24
Oil Seal: 7E23 Landing: 1E16 Interior
Rotor and Stop Pin: 7E15 Lightning Strike: 1E15 Annunciator
Rotor Gear: 7F2 Severe Turbulence: 1E16 Lamp Replacement: 4J13
Testing: 7F4 Progressive Inspection: 1C21 Dimmer Control: 4J13
Timing to Engine: 7E12 Special: 1E5 Locking Airplane: 1H1
Timing Tool Kit Unscheduled: 1E15 Lubrication
Troubleshooting: 7E12 Instruments Application of Grease: 1J8
Spark Plugs: 7F14 Face-Mounted: 6D3 Application of Oil: 1J8
Coupling Torque: 7F16 Introduction: 1A7 Charts: 1J9
Inspection And Cleaning: Air Conditioning: 1J24
7F15 J Baggage Doors: 1J23
Inadvertent Ice Protection System Jacking: 1F21 Cabin Doors: 1J23
- See TKS Control System: 1J14
Index: 1B1 L Fuel Selector: 1J22
Inspection - See also System Landing Gear Main Landing Gear: 1J10
Chapter/Section Description: 4F11 Nose Landing Gear: 1J12
Definitions: 1C19 Emergency Release: 4I1 Power Plant: 1J20
Procedures Extension and Retraction Propeller: 1J20
100 Hour Standby Alternator: Functional Test: 4H17 Seats: 1J23
2I24 Troubleshooting: 4H11
Aft Wing Attach Fitting: 6G15 M
Limit Switches: 4I21
100 Hour: 6G15 Main Magnetic Heading Systems: 5H20
Alternate Air Door: 1J5 Actuating Cylinder: 4H23 Magnetos - See Ignition System
Control Cables: 3D20 Adjustment: 4G5 MAP Gauge: 7G15
Dye Penetrant: 2C14 Aligning: 4G7 Markings - See See Placards
Electrical Bonding: 6F9 Door: 4G9 Mooring: 1H3
Flap Torque Tube/Pushrod Installation: 4G2 Muffler - See Exhaust System
Distortion Inspection: Oleo Strut: 4F22
3G11 Toe-In and Toe-Out
N
Flexible Hoses: 2C10 Correction: 4G8 Nylon Tubing Coupling: 2C14
Garmin 1000 EFIS Tolerances: 4G10
1000 Hour: 5E2 Nose O
Annual / 100 Hour: 5D24 Actuating Cylinder: 4H22
Nylon Tubing Couplings: Olive Clenching: 2C15
Adjustment: 4G24 Outside Air Temperature: 5C19
2C15 Alignment: 4G24
Propeller: 1J6 Oxygen System
Doors: 4H3 Cylinder: 5J7, 5J13, 5J19, 5J21
Restraint System: 3C10 Installation: 4G20
Requirements: 1C21 Description: 5J7
Oleo Strut: 4G16 Inspections: 5J12
Annual / 100 Hour Inspection: Tolerances: 4H4
1C21 Installation: 5J8
Servicing: 1I19 On/Off Control: 5J7, 5K1
Procedure: 1C22 Troubleshooting: 4F13
Overlimits Inspection: 1C21 Outlets: 5J7, 5J12, 5J13, 5J24
Warning: 4I24
Operational Check: 4J1

PAGE 4
Sep 30/06 INDEX 2B4

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Pressure Gauge: 5J7, 5J12, R Stabilator Balancing: 6H4

5J13, 5J23 Stabilator Trim Tab: 6H1
Repairs
Recharge Valve: 5J7, 5J11, Trim Control System
Fiberglass: 6E19
5J13, 5J22 Installation: 3F20
Impacted Damage: 6F4
Regulator Valve: 5J7, 5J13, Rigging and Adjustment:
Metal / Wire Stitching: 6F5
5J21 3F23
Stress Lines: 6F3
Servicing Stall Strips - See TKS
Thermoplastic: 6E21
Cleaning: 5J16 Stall Warning System: 3G1
Cracks: 6F1
Component Limits: 5J13 Functional Tests: 3G1
Deep Scratches: 6E22
Filling Pressures vs. Temp: Standard Practices Airframe: 2C5
Epoxy Patching Compound:
5J12 Starter - See Engine, Starter
6E23
Leak Tests: 5J16 Station Reference Lines: 1F11
List of Materials: 6E24
Purging: 5J16 Steering Pedal Assembly: 3F5
Surface Scratches: 6E22
Refilling: 5J10 Structures
Welding Repair: 6E23
Test Apparatus: 5J13 Description: 6E7
Various: 6F2
Swageloc Fittings: 5J18 Switches
Restraint System: 3C10
Troubleshooting: 5J9 Overhead Panel: 6D5
Revisions
Tubing Installation: 5J15 Push ON/OFF: 6D6
Aerofiche Revision Status: 1A3
Radio Master: 2H15
P Identifying Revised Material:
Rocker-Type: 6D5
1A11
Painting: 2C21 System 55/55X: 2G11
Rod End Bearing Installation: 2C8
Parking: 1H1 Flap Compensator: 2H6
Rudder
Parking Brake: 1H1 GPSS: 2G15
Control System
Piper Pitch Servo: 2H1
Installation: 3E23
Publications: 1A12 Pressure Transducer: 2G18
Rigging and Adjustment: 3F1
Pitot Heat: 4C7, 4D15 Roll Servo: 2G20
Limits: 3F2
Pitot/Static System Servo Clutch Torque
Troubleshooting: 3E21
Description: 5C11 Adjustment: 2H4
Rudder Balancing: 6H12
Installation: 5C12 Trim Monitor: 2G18
Trim Control System
Placards Trim Servo: 2G22
Installation: 3F3
Exterior: 1H11 Troubleshooting: 2G15
Rigging and Adjustment: 3F4
Interior: 1H16
Entertainment Console: 1H23 S T
Instrument Panel: 1H18 Taxiing: 1G17
Safety Walk Installation: 6F5
Principal Dimensions: 1F8 Testing
Seats
Propeller A/C Leaks: 2F3
Seat Back Lock: 3C7
Governor Control Arm: 6J21 ELT: 3C20
Serial Number
Installation: 6J16 Fuel Quantity Gauge: 3H23
Effectivity: 1A9
Torque Limits: 6J15 Garmin 1000 EFIS: 5G16
Explanation: 1A10
Typical Nicks and Removal GMA-340 Functional Test: 2H17
Location: 1F7
Methods: 6J18 Hydraulic System: 3J5
Service Points: 1I15
Propeller Deicing: 4D23 Magnetos: 7F4
Skin Material Specifications: 6E8
Propeller Governor: 6J22 Stall Warning System: 3G1
Spark Plugs - See Ignition System
Adjustment: 6J21 Thermoplastic Repairs - See
Stabilator: 6H1
Publications Repairs - Thermoplastic
Attach Brackets: 6H6
Piper: 1A12 Three View: 1F7
Control System
Vendor: 1A12 Tires
Installation: 3F14
Balancing: 1J6
Rigging and Adjustment.:
Servicing: 1I22
3F16
Limits: 3F17
Troubleshooting: 3F11

2B5 INDEX SepPAGE 5

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

TKS: 4C9 Manifold Pressure Gauge: Windows and Windshields

Drain Valve: 1J2 7G15 Windows: 6I1
Electrical Schematic: 4D13 Oil Pressure Gauge: 7I19 Installation: 6I1
Fluid Quantity Sender: 4D4 Oil Temperature Indicator: 7I21 Windshield: 6H21
Fluid Schematic: 4D11 Oxygen System: 5J9 Defrost: 2D17
Fluid Tank: 4D1 Rudder Control System: 3E21 Installation: 6H22
Fluid Tank Strainer: 4D3 Stabilator Control System: 3F11 Windshield Heat: 4D20
Porous Panel: 4C15 Standby Alternator Regulator: Wing
Finishing with Sealant: 4C20 2J1 Description: 6I9
Installation: 4C19 Starter: 7J8 Installation: 6I14
Stall Strips: 4C21 Strobe Lights: 4J24 Tip: 6I11
Propeller Boot: 4E2 Tachometer: 7G16 Wing Stations: 1F10
Propeller Installation: 4E1 TKS Fault Isolation: 4C11
Propeller Slinger Ring: 4D23 TKS Tubing: 4D12
Proportioning Unit Flow Rates: Turbocharger: 7K2
4D7 Turn and Bank Indicator: 5I8
Pump and Drain Valve: 4C23 Vacuum System: 6C8
System Vertical Speed Indicator: 5C16
Servicing: 1J1 Turbocharger - See Engine,
Test Apparatus: 4C14 Turbocharger
Troubleshooting: 4C10
Torque V
Conversion: 8C15 Vacuum System
Requirements: 8C11 Description: 6C7
Flare Fitting: 8C11 Filter: 6C11
Nuts: 8C13 Gauge: 6C11, 6C17
Torque Wrench Formula: 2C8 Inspection: 6C12
Towing: 1G15 Pump: 6C12
Troubleshooting Pump Fittings: 6C13
Aileron Control System: 3E4 Pump Vane Wear: 6C12
Air Conditioning System: 2E3 Regulator: 6C14
Airspeed Indicator: 5C19 Service: 6C14, 6C17
Alternator System: 2I13 Switch: 6C18
Altimeter: 5C17 Troubleshooting: 6C8
Annunciator: 4E14, 4E20 Vendor
Attitude Indicator: 5C23 Contact Information: 8D7
Cylinder Head Temperature Publications: 1A12
Gauge: 7G21 Vertical Stabilizer: 6H9
Directional Gyro: 5H19
Engine: 7C16 W
Engine Instrument & DDMP: Water Lines: 1F10
7H2 Weeping Wings - See TKS
Exhaust Gas Temperature Weighing Airplane: 1G5
Gauge: 7G19 Wheels
Extension and Retraction: 4H11 Balancer: 1J7
Flap Control System: 3G5 Main
Fuel System: 3G24 Assembly: 4I5
Garmin 1000 EFIS: 5D16 Nose
Inadvertent Ice Protection Assembly: 4I7
System (TKS): 4C11
Landing Gear: 4F13
Magnetic Compass: 5I7
Magnetos: 7E12

PAGE 6
Sep 30/06 INDEX 2B6

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

GRIDS 2B8 THRU 2B24

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER

20
STANDARD
PRACTICES -
AIRFRAME
2C1

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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2C2

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CHAPTER 20

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

20-List of 1 Sep 30/06

Effective Pages 2 Sep 30/06

20-Table of Contents 1 Sep 30/06

2 Sep 30/06

20-00-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06
7 Sep 30/06
8 Sep 30/06
9 Sep 30/06
10 Sep 30/06
11 Sep 30/06
12 Sep 30/06
13 Sep 30/06
14 Sep 30/06

20-20-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06

2C3 20 - LIST OF EFFECTIVE PAGES SepPAGE 1

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER 20 - STANDARD PRACTICES - AIRFRAME

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

GENERAL 20-00-00 1 2C7

Description 1 2C7
Torque Wrenches 1 2C7
Installing Rod End Bearings 2 2C8
Removing Cherrylock Rivet 3 2C9
Identification of Fluid Lines 4 2C10
Inspection of Flexible Hoses 4 2C10
Flareless Tube Assemblies 4 2C10
Support Clamps 7 2C13
Dye Penetrant Inspection 8 2C14
Nylon Tubing Couplings 8 2C14

PAINTING 20-20-00 1 2C21

Painting Safety 1 2C21
Polyurethane Paint Safety 1 2C21
Paint Application 2 2C22
Painting Sequence 2 2C22
Color Matching 2 2C22
Trim and Registration Numbers 2 2C22
Paint System Compatibility 3 2C23
Common Paint Troubles 3 2C23
Storage 4 2C24
Painting Facility 4 2C24
Aircraft Finish Care 4 2C24

2C5 20 - CONTENTS SepPAGE 1

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PA-32R-301/301T, SARATOGA II HP/TC
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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

GENERAL

1. Description
This chapter contains general information pertaining to standard aircraft hardware installation and
removal practices, as well as general information on corrosion control and painting issues.
For standard repair practices of a minor nature, see 51-70-00 and AC 43.13-1 (latest revision).
If non-destructive testing is needed after repair of 4130 steel, use a magnetic particle inspection method
such as Magnaflux.
Testing and inspecting of aluminum castings and machined aluminum parts may be done by the dye
penetrant method.
Usually, a good visual inspection with a 10X magnifying glass will show any damage or defect in a repair
that is of a significant nature.
2. 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 1.)
T = Torque desired at the part.
A = Basic lever length from center of wrench shank to center of handle or stamped on wrench or
listed for that model wrench.
B = Length of adapter extension, center of bolt to center of shank.
C = Scale reading needed to obtain desired torque (T).
The formula: C=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.

2C7 20-00-00 SepPAGE 1

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Torque Wrench Formula

Figure 1

3. Installing Rod End Bearings

Install rod end bearings as shown in Figure 2.

Installing Rod End Bearings

Figure 2

PAGE 2
Sep 30/06 20-00-00 2C8

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

4. Removing Cherrylock Rivets

Use following procedure to remove cherrylock rivets:
A. To remove from thick material, use a tapered steel drift
pin to drive out rivet stem. (See Figure 3, 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 3, Views 2 and 3.)
C. Pry remainder of locking collar out of rivet head with a
drift pin. (See Figure 3, 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 3, View 4.)
E. Use a drift pin as a lever to break off rivet head.
(See Figure 3, View 5.)
F. Drive out remaining rivet shank with a pin having same
diameter as rivet shank. (See Figure 3, View 6.)

Removing Cherrylock Rivets

Figure 3

2C9 20-00-00 SepPAGE 3

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

5. Identification of Fluid Lines (Refer to Figure 4.)

Aircraft fluid lines are identified by color code markers, words and geometric symbols. The markers
identify each line`s function, content, primary hazard, and the direction of fluid flow.
Most fluid lines are marked with 1 inch tape or decals. Paint is used on lines in the engine induction
system.
Certain lines may also be identified as to the specific function within a system. For example: DRAIN,
VENT, PRESSURE or RETURN.
Lines conveying fuel may be marked FLAM. Lines containing toxic materials are marked TOXIC. Line
containing physically dangerous materials, such as oxygen, nitrogen, or freon, are marked PHDAN.
The aircraft and engine manufacturer is responsible for the original installation of identification markers,
Aircraft maintenance personnel are responsible for their replacement when it becomes necessary.
Tapes, paint, tags and decals are placed on both ends of a line and at least once in each compartment
through which the line runs. Identification markers are also placed immediately adjacent to each valve,
regulator, filter or other accessory within a line.
6. Inspection of Flexible Hoses
NOTE: During the manufacturing process, a condition known as “rubber strike-through” occasionally
occurs. This condition is such that rubber material protrudes through the wire braid cover. This
condition has no effect on hose quality.
It is recommended that flexible hoses be inspected every 100 hours, especially those in the engine
compartments. When inspecting hoses, look for the following conditions:
A. Check each installation to be sure the hose is not kinked, twisted, or distorted. Check for evidence
of abrasion, cuts, and broken wires. Random broken wires are acceptable since wire breaks
sometimes occur during manufacture. Discard hose if two or more broken wires are found per plait
(braid) or more than six broken wires per lineal foot. Broken wires in an area where kinking is
evident is also a cause for rejection.
CAUTION: PUNCTURING THE OUTER COVER OF THE HOSE MAY CAUSE DAMAGE TO THE
HOSE.
B. Check each assembly for deterioration, ply separation of cover or braid, cracks, weather checking,
lack of flexibility, blisters or bulging, collapse, or sharp bending. Blisters on the outer synthetic cover
do not necessarily indicate a faulty hose.
C. Remove hose from assembly if hose shows any
CHART 1
visible wear. Inspect hose interior and check for
BALL DIAMETERS
signs of deterioration, tube collapse, cut rubber,
FOR TESTING HOSE RESTRICTIONS
wire braid puncture, or restriction. To inspect
hoses with elbow fittings, use flexible inspection Hose Size Ball Size
light and viewer, or inspection ball as described in -4 .................................... 5/64
Chart 1 Replace hose if any deterioration exists. -5 .................................... 9/65
-6 ................................... 13/64
-8 .................................... 9/32
- 10 .................................... 3/8
- 12 .................................... 1/2
- 16 .................................. 47/64
- 20 .................................. 61/64

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Sep 30/06 20-00-00 2C10

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
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Hose, Tube, and Line Markings

Figure 4

2C11 20-00-00 SepPAGE 5

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PA-32R-301/301T, SARATOGA II HP/TC
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Flareless Tube Fittings

Figure 5

PAGE 6
Sep 30/06 20-00-00 2C12

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

7. Flareless Tube Assemblies

NOTE: See 35-10-00 for installation of oxygen system tubing and fittings.
The use of flareless tube fittings eliminates all tube flaring. An operation, referred to as presetting, is
necessary prior to installing a new flareless tube assembly. Presetting is performed as follows:
A. Cut tube to correct length. Ensure ends are perfectly square. Deburr inside and outside of tube. Slip
nut, then sleeve, over the tube. (Refer to Figure 5, Step 1.)
B. Lubricate fitting and nut threads as specified in table contained in Figure 5.
C. Place fitting in a vise (refer to Figure 5, Step 2). Hold tubing firmly and squarely on seat in fitting.
(Tube must bottom firmly in the fitting.) Tighten nut until cutting edge of sleeve grips tube. This point
is determined by slowly turning tube back and forth while tightening nut. When tube no longer turns,
nut is ready for final tightening.
D. Final tightening depends upon type and size of tubing. On aluminum alloy tubing up to and including
half inch outside diameter, tighten nut from 1 to 1-1/6 turns. On aluminum alloy tubing over half inch
outside diameter, or steel tubing, tighten nut from 1-1/6 to 1-1/2 turns.
E. After presetting the sleeve, disconnect tubing from fitting and check the following points (refer to
Figure 5, Step 3):
(1) Tube extends 3/32 to 1/8 inch beyond sleeve pilot to prevent blow off.
(2) Sleeve pilot contacts tube. A maximum clearance of 0.005 inch for aluminum alloy tubing, or
0.015 inch for steel tubing, is acceptable.
(3) A slight collapse of tube at sleeve cut is permissible. No movement of sleeve pilot, except
rotation, is permissible.
8. Support Clamps
CAUTION: MAKE CERTAIN THAT CLAMPS ARE OF THE CORRECT SIZE. CLAMPS OR
SUPPORTING CLIPS SMALLER THAN THE OUTSIDE DIAMETER OF THE HOSE MAY
RESTRICT THE FLOW OF FLUID THROUGH THE HOSE.
Support clamps are used to secure the various lines to the airframe or power plant assemblies. Several
type of support clamps are used for this purpose. The rubber cushioned and plain are the most
commonly used clamps. The rubber cushioned clamp is used to secure lines subject to vibration; the
cushioning prevents chafing of the tubing. The plain clamp is used to secure lines in areas not subject to
vibration.
A teflon cushioned clamp is used in areas where
CHART 2
the deteriorating effects of hydraulic fluid or fuel is
FLUID TUBING SUPPORT
expected, however, because it is less resilient, it
does not provide as good a vibration damping Distance Between Supports (IN.)
effect as other cushion materials. Tube O.D. (IN.) Aluminum Alloy Steel
Use bonded clamps to secure metal hydraulic, fuel 1/8 9.5 11.5
and oil lines in place. Unbonded clamps should be 3/16 12 14
used only for securing wiring. Remove any paint or 1/4 13.5 16
anodizing from the portion of the tube at the 5/16 15 18
bonding clap location. 3/8 16.5 20
1/2 19 23
All plumbing lines must be secured at specified
5/8 22 25.5
inter vals. The maximum distance between
3/4 24 27.5
supports for rigid fluid tubing is shown in Chart 2.
1 26-1/2 30

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9. Dye Penetrant Inspections

NOTE: The following procedure is general in nature. See manufacturer's instructions, included with dye
penetrant kit, for specifics.
A. Using a volatile cleaner, thoroughly remove dirt, loose scale, oil and grease from surface to be
inspected.
B. Heat surface to at least 70°F (21°C), but not exceeding 130°F (54°C).
C. Apply penetrant by brushing, spraying, or dipping. Let stand 2 to 15 minutes, depending on
temperature.
D. Remove surplus penetrant by applying special cleaner recommended by penetrant manufacturer, or
by rinsing with water. Allow housing to dry.
E. Apply a light, even coat of developer by spraying, brushing, or dipping. Cracks or other opening in
surface being inspected will appear as bright red. An indication of size of the defect may be
obtained by watching the size and rate of growth of red indication.
10. Nylon Tubing Couplings
A. Disassembly (See Figure 6.)
(1) Hold the coupling body, unscrew the coupling nut(s) and extract the tubing from the coupling.
Remove and discard the sealing ring(s).
NOTE: When disassembling a coupling always hold the coupling body with a suitable wrench while
unscrewing the coupling nut.
(2) In the case of a bulkhead coupling, remove the tubing as detailed above, then hold the
coupling body using a suitable wrench and remove the locking nut from the extended thread of
the coupling. Extract the coupling from the bulkhead.

Nylon Tubing Coupling (Typical)

Figure 6

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B. Inspection
(1) Visually examine all component parts for damage, corrosion and wear with particular attention
to corrosion and cracking of aluminum alloy components.
(2) Examine the anti-seize coating on all aluminum alloy external threads. If more than 20% of the
total thread area is exposed renew the coating or reject the component.
(3) Check the olives for damage and overtightening. The olive may be capable of rotation by hand
on the tube, but must not be obviously loose. Suspect olives should be removed and the joint
reclenched as detailed in Remaking a Coupling, below.
(4) Check the nylon tube for cuts, cracks, abrasion and damage caused by crushing and kinking.
Check that the tubing is not permanently deformed in the region of the olive in such a way as
to make the olive loose (see Figure 7). Discoloration of the tubing is not detrimental and is
therefore acceptable.
C. Remaking a Coupling.
If a tubing end becomes damaged or a fluid line needs to be replaced, the coupling ends will need
to be remade as follows:
CAUTION: TO PREVENT TENSION OCCURRING AT THE COUPLING, ENSURE THAT THE
TUBING IS SUFFICIENTLY LONG TO ALLOW AT LEAST THREE PERCENT (3%)
OR ONE (1) INCH SLACK PER THREE (3) FEET OF TUBING WHEN THE TUBING
IS INSTALLED AND CLIPPED IN POSITION.
THE OLIVE MUST BE CLENCHED TO THE TUBING BEFORE THE INTRODUCTION
OF THE SEALING RING. CLENCHING THE OLIVE WITH THE SEALING RING IN
POSITION WILL PREVENT THE OLIVE FROM LOCKING CORRECTLY ON THE
TUBING AND WILL DESTROY THE SEALING RING. ALWAYS USE A NEW
SEALING RING WHEN ASSEMBLING ANY COUPLING.
(1) Slide the nut along the tubing away from the olive.
(2) Cut the tubing square as close as possible behind the olive to remove the damaged olive and
tubing.

Olive Clenching
Figure 7

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(3) Assemble a new olive onto the tubing and remake the coupling joint as detailed in the following
paragraphs.
NOTE: The olive may be clenched to the tubing using the coupling components but to obtain
maximum coupling security the use of a clenching tool is recommended.
(4) Clenching an Olive Using a Clenching Tool.
Clenching tools in various sizes are available from your Piper Dealer.
NOTE: The clenching tools for 3/16 inch and 5/16 inch O.D. tubing are fitted with a support
spigot. Ensure that the spigot is correctly fitted in the tool before use.
(a) Cut the end of the tubing square and remove all fraze.
(b) Assemble the nut and love over the end of the tubing and press the end of the tubing fully
home into the end of the clenching tool.
(c) Slide the nut and olive towards the end of the clenching tool, engage the nut and tighten
finger tight. Ensure that the spigot on the outer end of the olive is correctly located in the
bore of the nut.
(d) Tighten the nut until the torque begins to rise rapidly, approximately 315 degrees from
finger tight. A correctly clenched olive should be obtained if tightening ceases just after
the point where rapid torque increase begins.
(e) Unscrew the nut and remove the tubing from the clenching tool.
(f) Refer to Figure 7 and check that the olive is correctly clenched onto the tubing and the
required length of tubing extends beyond the clenched end of the olive.
(5) Clenching an Olive Using a Coupling Body.
CAUTION: USE A COUPLING BODY ONLY ONCE TO CLENCH AN OLIVE. AFTER
CLENCHING ENSURE THE COUPLING BODY IS PUT INTO SERVICE.
USING A COUPLING BODY FOR CLENCHING WILL CAUSE RAPID WEAR TO
THE INTERNAL CONICAL BORE OF THE COUPLING LEADING TO
INCORRECT CLENCHING OF THE OLIVE. THE SAME COUPLING BODY
MUST NOT BE USED REPEATEDLY FOR CLENCHING OLIVES.

NOTE: The preferred method of clenching an olive to the tubing is by use of a clenching tool
(see paragraph above). If required, a satisfactory but less strong joint may be obtained
using a coupling body in place of a clenching tool.
(a) Cut the end of the tubing square and remove all fraze.
(b) Assemble the nut and olive over the end of the tubing and press the tubing fully home in
the coupling body.
(c) Slide the nut and olive towards the coupling body, engage the nut and tighten finger tight.
Ensure that the spigot on the outer end of the olive is correctly located in the bore of the
nut.
CAUTION: IF THE COUPLING IS PART OF AN ASSEMBLED COMPONENT, DO NOT
PERMIT THE COUPLING TO ROTATE DURING THE CLENCHING
OPERATION.
(d) Tighten the nut until the torque begins to rise rapidly, approximately 315 degrees from
finger tight. A correctly clenched olive should be obtained if tightening ceases just after
the point where rapid torque increase begins.
(e) Unscrew the nut and remove the tubing from the coupling body.
(f) Refer to Figure 7 and check that the olive is correctly clenched onto the tubing and the
required length of tubing extends beyond the clenched end of the olive.

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D. Assembly
(1) If required, renew the anti-seize coating on aluminum alloy external threads as follows:
(a) Remove all traces of existing anti-seize compound using trichloroethane or a suitable
chemical solvent.
(b) Mix the Moly-vi-Bond anti-seize compound in accordance with the manufacturers
instructions, brush coat to cover the engaging parts of external thread.
CAUTION: WHEN FITTING A NEW SEALING RING ENSURE THAT IT IS CORRECTLY
LOCATED AND NOT TRAPPED OR TWISTED.
(2) Place a new sealing ring over the end of the tubing, then insert the tubing into the coupling
body and guide the sealing ring into the recess at the end of the coupling body.
(3) Push the tubing towards the coupling body so that the olive retains the sealing ring in position,
engage the nut and tighten finger tight.
(4) Tighten the nut until the torque just begins to rise rapidly, approximately 180 degrees from
finger tight.
(5) Safetywire the nut.

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PAINTING

1. Painting Safety
WARNING: OVERSPRAY FROM CERTAIN ENAMELS, IF PUT IN WATER, IS FLAMMABLE. STORE
ALL OVERSPRAY IN COVERED CONTAINERS AWAY FROM BUILDINGS WHERE
SPRAYING OPERATIONS ARE CONDUCTED.
WARNING: WASH ALL RAGS AND SPONGES USED TO APPLY ANY PHOSPHORIC ACID
CONVERSION COATINGS (ALODINE) BEFORE DISPOSAL. IF MATERIAL DRIES ON
RAG, THERE IS DANGER OF SPONTANEOUS COMBUSTION.
WARNING: MIX DOPES AND LACQUERS WITH AIR DRILL. DO NOT USE ELECTRIC DRILL.
ARCING ELECTRIC DRILL MOTOR WILL IGNITE FUMES.
WARNING: VERIFY SPRAY ROOM IS WELL VENTILATED. A CONCENTRATION OF FUMES WILL
CAUSE A DANGEROUS FIRE HAZARD OR INSUFFICIENT OXYGEN FOR THE
OPERATOR.
CAUTION: DO NOT ALLOW PAINT STRIPPER TO CONTACT FIBERGLASS REINFORCED PARTS
SUCH AS RADOMES, RADIO ANTENNAS, WING PARTS, OR WING TIPS. FIBERGLASS
STRUCTURES MAY BE FINISHED WITH ACRYLIC LACQUER OR POLYURETHANE
ENAMEL AND ARE DAMAGED BY THE STRIPPER.
2. Polyurethane Paint Safety
WARNING: POLYURETHANE PAINT MAY BE DANGEROUS TO YOUR HEALTH. SERIOUS INJURY
WILL RESULT IF SAFETY PRECAUTIONS ARE NOT FOLLOWED.
WARNING: DURING TRANSIT AND STORAGE CHECK FOR SIGNS OF A BULGING CAN, OTHER
THAN NORMAL ODOR, OR A CHANGE IN RESIN FROM A CLEAR TO A CLOUDY
STATE. A SLOW CARBON DIOXIDE BUILDUP WILL CAUSE CAN TO BURST. REMOVE
AND PROPERLY DISPOSE ANY DEFECTIVE CANS.
WARNING: ENSURE ADEQUATE VENTILATION AND WEAR APPROPRIATE BREATHING
PROTECTION FACE MASK WHEN PAINTING.
WARNING: POLYURETHANE PAINTS CAN PRODUCE IRRITATION OF THE SKIN, EYES, AND
RESPIRATORY TRACT DURING MIXING AND APPLICATION. EXPOSURE TO SPRAY
VAPORS AND MISTS DURING SPRAY APPLICATION MAY CAUSE BREATHING
DIFFICULTY, SHORTNESS OF BREATH, AND DRY COUGH. INDIVIDUAL
SUSCEPTIBILITY IS A CONTROLLING FACTOR. ONCE SENSITIZED, MANY PEOPLE
CANNOT TOLERATE ANY EXPOSURE AND MUST THEREAFTER AVOID EXPOSED
WORK AREAS.
WARNING: PRODUCTION TYPE MIXING AND SPRAY PAINTING OPERATIONS MUST BE IN
SPECIALLY DESIGNED, EXHAUST-VENTILATED AREAS.
WARNING: PAINTERS MUST BE FULLY CLOTHED WITH COLLARS BUTTONED AND SLEEVES
TAPED AT THE WRIST. PAINTERS MUST WEAR FITTED, DOUBLE CARTRIDGE
ORGANIC VAPOR RESPIRATOR WITH FRESH CARTRIDGE INSERTED DAILY,
SOLVENT-RESISTANT GAUNTLET STYLE GLOVES, AND SAFETY GOGGLES.

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3. Paint Application
WARNING: GROUND AIRCRAFT BEFORE PAINTING SO NO STATIC ELECTRICITY CHARGES
BUILD UP AND DISCHARGE.
CAUTION: PROTECT WINDSHIELD WHEN MASKING AIRCRAFT. PAINT STRIPPERS, METAL
BRIGHTENERS, AND SOLVENTS WILL DAMAGE WINDSHIELD.
CAUTION: BALANCE MOVABLE CONTROL SURFACES AFTER PAINTING. REFER TO
APPROPRIATE MAINTENANCE MANUAL SECTIONS.
CAUTION: BEFORE FORCE DRYING AT ELEVATED TEMPERATURES, VERIFY THAT ALL FUEL
TANK VENTS ARE UNOBSTRUCTED AND WILL NOT RESULT IN EXPANDED FUEL
SPILLING ON NEWLY PAINTED SURFACES OR PAINT BOOTH FLOOR.
CAUTION: DO NOT PAINT PITOT TUBES, GAS CAPS, OR ANTENNA COVERS THAT WERE NOT
FACTORY PAINTED.
CAUTION: DO NOT USE METALLIC PAINTS ON RADAR CONES OR ANTENNA COVERS.
CAUTION: DO NOT ALLOW SILICONE LUBRICANTS TO CONTACT ANY SURFACES TO BE
PAINTED. SILICONE LUBRICANT IS VERY DIFFICULT TO REMOVE COMPLETELY.
4. Painting Sequence
For primer, tack, finish coats, and lacquer application:
A. Position airplane so airflow is from tail toward nose and overspray ahead of you.
B. To minimize overspray problems, have two painters work simultaneously on opposite sides of
airplane.
C. Paint difficult areas such as landing gear, and wheel wells before flat surfaces. Paint the ends and
leading edges of ailerons and flaps. Paint flap and aileron wells, wing tips, and leading and trailing
edges.
D. Paint the bottom of the airplane first including bottom of horizontal tail surfaces. Starting at the root
and working outward, spray chordwise. Work up fuselage and allow spray to cover sides. Work up to
engine. Spray wing bottom. Start each painter at the root and work toward tip, spraying chordwise.
E. Lower airplane tail enough to reach fin top. When spraying fuselage top, tilt spray gun so overspray
is ahead of area being painted and new paint will wipe out overspray. Spray primer across fuselage,
vertical and horizontal tail surfaces, and wing.
5. Color Matching
See aircraft logbooks for color codes.
6. Trim and Registration Numbers
Apply predominant color first over entire surface. Apply trim colors over base color after it dries. When
top of fuselage is to be painted white with a dark color adjoining it, apply light color and feather into area
to be painted with dark color. When light color dries, place masking tape and paper along separation line,
and apply dark color.
Allow paint to dry several hours before removing masking tape. Remove tape by pulling slowly parallel to
surface. This will reduce the possibility of peeling off finish with tape.
Apply registration numbers by painting or affixing self-adhering plastic figures. They must be solid color
lines contrasting with background. Location and size of identification numbers vary, per aircraft size.
Location and size is found in Federal Aviation Regulations.

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7. Paint System Compatibility

Before applying new paint, find what type finish was used previously. Refer to the Piper parts catalog for
correct paint number and color.
Identify paint finishes by applying engine oil to a small surface area. Old nitrocellulose finishes will soften
in a few minutes. Acrylics, urethanes, and epoxy finishes show no effects.
If not identified, wipe down a small area with rag wet with methy ethyl ketone. MEK picks up pigments
from acrylic finishes, but not from epoxy or cured urethane coatings. Wipe surface, do not rub. Heavy
rubbing picks up epoxy and urethane pigments from coatings not fully cured.
The use of different types of paint, with several coatings, make repair of damaged and deteriorated
areas difficult. Paint finishes are not always compatible. The following are general rules for compatibility
and are not necessarily listed in order of importance.
A. Old type zinc chromate primer may be used directly for touchup of bare metal surfaces and on
interior finishes. It may be overcoated with wash primers if in good condition. Acrylic lacquer finishes
will not adhere to this material.
B. Modified zinc chromate primer will not adhere to bare metal. Never use it over a dried film of acrylic
nitrocellulose lacquer.
C. Nitrocellulose coatings will adhere to acrylic finishes, but reverse is not true. Do not use acrylic
nitrocellulose lacquers over old nitrocellulose finishes.
D. Acrylic nitrocellulose lacquers will not adhere to nitrocellulose and epoxy finishes and to bare metal.
For best results, apply lacquers over fresh, successive coatings of wash primer and modified zinc
chromate. They also adhere to freshly applied epoxy coatings (dried less than 6 hours).
E. Epoxy topcoats adhere to all paint systems in good condition. Use epoxy for general touch touchup,
including touchup of defects in baked enamel coatings.
F. Old wash primer coats may be overcoated directly with epoxy finishes. Apply a new second coat of
wash primer if an acrylic finish is to be applied.
G. Old acrylic finishes may be refinished with new acrylic provided old coating is thoroughly softened
using acrylic nitrocellulose thinner before paint touchup.
H. Repair damage to epoxy finishes by using more epoxy. Neither lacquer finish will stick to epoxy
surfaces. In some instances, air drying enamels may be used for touchup of epoxy coatings if edges
of damaged areas are roughened with abrasive paper.
8. Common Paint Troubles
A. Poor Adhesion - Paint properly applied to correctly pretreated surfaces will adhere satisfactorily.
When thoroughly dry, paint must not be easily removed. Poor adhesion can result from:
(1) Inadequate cleaning and pretreatment.
(2) Inadequate stirring of paint or primer.
(3) Coating at incorrect time intervals.
(4) Application under adverse conditions.
(5) Bad application.
B. Spray Dust - Spray dust caused by atomized particles drying before reaching surface being painted
fail to flow as a continuous film. Usual causes are incorrect air pressure or distance gun is held from
work.

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C. Sags and Runs - Excess paint causes wet paint film to move by gravity and presents a sagging
appearance. Incorrect viscosity, air pressure, and gun handling, or inadequate surface preparation
are frequent causes.
D. Spray Mottle - Sometimes known as orange peel or pebble, is caused by incorrect paint viscosity,
air pressure, spray gun setting, or the distance the gun is held from work.
E. Blushing is one of the most common troubles. It appears as clouding or blooming of paint film. It is
more common with cellulose than synthetic materials. It may be caused by moisture in air supply
line, adverse humidity, drafts, or sudden temperature changes.
9. Storage
A. Store paint, enamel, and other finishing material in dry storage away from direct sunlight and heat.
Mark each container with a code for identification.
B. Storage facilities must comply to Occupational Safety and Health Act (OSHA) requirements
regarding air circulation, lighting, and fire protection. Lock storage facilities to prevent children and
unauthorized personnel entry.
C. Invert pigmented materials every inventory so pigments will not pack to can bottom. Properly
dispose of empty containers.
D. Use older materials first. Useful life of some finishes is limited.
E. Storage area temperatures must be approximately 50-90°F. If finishes are stored in temperature
extremes, allow them to return to room temperature before using.
10. Painting Facility
WARNING: DO NOT BREATHE PAINT FUMES. FUMES DEPLETE THE OXYGEN SUPPLY
REQUIRED BY THE BODY.
A. Painting facilities must conform to local, state, and OSHA standards with respect to air circulation,
exhaust emissions, lighting, and fire protection.
B. Provide sufficient air movement in painting area so there is only a slight finishing material odor.
Exhaust fans must be belt-driven and located near floor level. Locate fan’s motor away from fumes.
C. All spraying area personnel must wear approved respiration safety equipment.
11. Aircraft Finish Care
See Aircraft Finish Care, 12-00-00.

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CHAPTER

21
ENVIRONMENTAL
SYSTEMS

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CHAPTER 21

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

21-List of 1 Sep 30/06 21-50-00 (cont.) 24 Sep 30/06

Effective Pages 2 Sep 30/06 25 Sep 30/06
26 Sep 30/06
21-Table of Contents 1 Sep 30/06 27 Sep 30/06
2 Sep 30/06 28 Sep 30/06
29 Sep 30/06
21-00-00 1 Sep 30/06 30 Sep 30/06
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21-20-00 1 Sep 30/06 33 Sep 30/06
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CHAPTER 21 - ENVIRONMENTAL SYSTEMS

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

GENERAL 21-00-00 1 2D9

Standard 1 2D9
Optional 1 2D9

DISTRIBUTION 21-20-00 1 2D11

Overhead Vent System 1 2D11

HEATING 21-40-00 1 2D17

Description and Operation 1 2D17
Heater Maintenance 3 2D19

COOLING 21-50-00 1 2E1

Fresh Air (Standard) 1 2E1
Air Conditioning (Optional) 1 2E1
Description and Operation 1 2E1
Troubleshooting 2 2E2
Servicing Cooling System 9 2E9
Definitions 9 2E9
Service Valves 9 2E9
Malfunction Detection 9 2E9
Special Servicing Procedures 11 2E11
Refrigerant Safety Precautions 11 2E11
System Servicing Precautions 12 2E12
Servicing the System with a Charging Stand 14 2E14
Discharging 14 2E14
Leak Detection 16 2E16
Evacuating the System 18 2E18
Charging the System 22 2E22
Post Charging Operational Check 24 2E24
Servicing the System with a Manifold Set 25 2F1
Test Gauge and Manifold Set 25 2F1
Leak Detection 27 2F3
Evacuating the System 28 2F4
Charging the System Using the Airplane Compressor 29 2F5
Post Charging Operational Check 29 2F5
Adding Partial Charge to System 30 2F6
Compressor 31 2F7
Compressor Service 31 2F7
Removal 31 2F7
Installation 32 2F8
Checking Compressor Oil Level 32 2F8
Drive Belt Service 35 2F11
Refrigerant Lines and Routing 43 2F19

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CHAPTER 21 - ENVIRONMENTAL SYSTEMS

TABLE OF CONTENTS (continued)

SUBJECT SECTION PAGE GRID NO.

COOLING (continued) 21-50-00

Receiver - Dehydrator 43 2F19
Removal 43 2F19
Installation 43 2F19
Condenser 44 2F20
Removal 44 2F20
Installation 45 2F21
Condenser Door Actuator 45 2F21
Condenser Assembly Rigging 45 2F21
Expansion Valve 45 2F21
Removal 45 2F21
Installation 46 2F22
Evaporator 46 2F22
Removal 46 2F22
Installation 46 2F22
Pressure Relief Switch 48 2F24
Electrical Installation 49 2G1
Adjustment of Throttle Switch 49 2G1
Fuse Replacement 49 2G1
Electrical Schematic 49 2G1

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GENERAL

Environmental control is available in a standard ram air configuration or one of two optional
configurations.
1. Standard
A. Ram Air Cabin Ventilation (See 21-20-00.)
Fresh air from an inlet on the left rear fuselage is ducted into overhead cabin vents.
B. Ram Air Heat and Defrost (See 21-40-00.)
Fresh air from a heater inlet duct on the lower cowling passes through a shroud around a(the)
muffler(s) and is ducted to the windshield and through the cabin.
2. Optional
A. Fresh Air Blower (See 21-20-00.)
Fresh air from an inlet on the left rear fuselage is ducted into overhead cabin vents by a two-speed
blower mounted aft of the rear closeout panel.
B. Air Conditioning (See 21-50-00.)
If installed, the optional air conditioning system uses a two-speed blower to recirculate cabin air
through an evaporator and filter located in the aft fuselage. The cooled air is then ducted back into
the cabin through the overhead vents.
A compressor mounted on the front of the engine takes heat-laden, vaporized, refrigerant from the
evaporator and pumps it to a condenser mounted in the aft fuselage where it is cooled to a liquid
state and pumped back into the evaporator.

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DISTRIBUTION

Overhead Vent System

When the optional air conditioning system is not installed cabin ventilation and cooling is provided solely
by fresh air through the overhead vent system (see 21-40-00, Figure 1).
A. Ram Air Installation (Standard)
Air enters an inlet located on the rear left side of the fuselage and is ducted through the overhead
vents to the cabin. Fresh air flow is controlled by a flapper valve positioned in the duct just forward
of F.S. 220. A CABIN AIR knob, located in the cockpit overhead, controls the flapper valve.
B. Overhead Vent Blower (Optional)
An optional two-speed blower will force air through the overhead vent system whenever desired. It is
mounted aft of the close-out panel underneath the top of the fuselage and is connected to the
overhead vent system. The vent blower draws air in from the left rear side of the fuselage and forces
it through the ducting. A three position blower switch on the instrument panel controls the two speed
blower.
(1) Removal
(a) Remove the access door from the aft wall of the baggage area.
(b) With the master switch off, disconnect the plug assemblies at the blower assembly.
(c) Remove the inlet and outlet hoses from the blower assembly by removing the clamps.
(d) Remove the screws, washers and nuts that secure the blower assembly to the hanger
braces.
(e) Remove the screws and washers which secure the blower assembly to the retainer and
hangers.
(f) Remove the blower assembly from the aircraft.
(2) Disassembly
(a) Remove the hose duct from the forward edge of the blower assembly by removing the
nuts, washers and screws.
(b) Remove the cover from the blower assembly by removing the nuts, washers and screws.
(c) Remove the blower fan from the motor shaft by removing the set screw.
(d) For removal of the motor, proceed as follows:
1 Separate the plate from the motor cover by carefully drilling out the connecting rivets.
2 Cut the motor wires at the edge of the receptacle and plug and remove the wire ends
from the blocks.
3 Remove the motor from the mounting plate by removing the nuts, washers and bolts.
(3) Assembly
(a) Mount motor on plate and secure with bolts, washers, and nuts. Check that motor nuts are
snug and shaft spins freely.
(b) Position cover over motor plate with motor wires protruding through cover grommet.
(c) With holes in cover matching holes in motor plate, secure the two parts together with
rivets.
(d) Fill any opening left where wires are pass through cover grommet with Sealant, Airframe
and Window (see 91-10-00, Chart 8).
(e) Install wires in plug and receptacle.

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MAINTENANCE MANUAL

(f) Position blower fan on motor shaft and secure with set screw.
(g) Position hose duct on blower assembly and secure with screws, washers, and nuts. Install
screws with heads inside duct.
(h) Clean old sealant from all surfaces where duct attaches to blower assembly.
(i) Seal all surfaces where duct attaches to blower assembly with Sealant, Airframe and
Window (see 91-10-00, Chart 8).
(4) Installation
(a) Position blower assembly in hangers and retainer. Install washers and screws.
(b) Secure blower assembly to hanger braces nuts, washers, and screws.
(c) Seal all hose joints with 3M 390 Duct Tape.
(d) Install inlet and outlet hoses. Secure with clamps.
(e) Ensure master switch is OFF. Connect plug and receptacles to blower.
(f) Check blower for proper operation.
(g) Install access door to aft wall of baggage area. Secure with attaching hardware.

NOTE: Pin number 1 is at pointed side of plug and receptacle.

CHART 1
BLOWER SYSTEM WIRE COLOR CODES

UNE-YY1S062 Magnetek
12 VOLT MOTOR WIRES AIRCRAFT WIRES
Pin Nos. Aircraft Harness Pin Nos.
Ground 2 Black AC26A 2
Low Speed 1 Yellow Black 1
Medium Speed 2 Red White 2
High Speed 1 Orange Red 1
1482-22-1 Dukes
24 VOLT MOTOR WIRES AIRCRAFT WIRES
Pin Nos. Aircraft Harness Pin Nos.
Ground 1 Green AC26A 1
Low Speed 2 Red AC8A 2
High Speed 2 Orange AC10A 2

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HEATING

1. Description and Operation (See Figure 1.)

CAUTION: WHEN CABIN HEAT IS OPERATED, HEAT DUCT SURFACE BECOMES HOT. THIS
COULD RESULT IN BURNS IF ARMS OR LEGS ARE PLACED TOO CLOSE TO HEAT
DUCT OUTLETS OR SURFACE.
Fresh air is ducted from the heating intake vent located on the left front of the lower cowling to the heater
shroud which is attached to the muffler. The heated air is then ducted to the valve box mounted on the
firewall. When the valve is open, heated air enters the heat ducts located along each side of the center
console. Outlets in the heat ducts are located at each seat location. Airflow to the rear seats can be
regulated by controls in the heat ducts located between the front seats. The temperature of the cabin is
regulated by the heater control located on the right side of the instrument panel.
Defrosting is accomplished by heat outlets located on the right and left side of the cowl cover. Heated air
is ducted directly from the heater valve box to the defroster shut-off valves at the firewall and then to the
defroster outlets. The airflow is regulated by a defroster control located below the heat control.
To aid air distribution, the cabin air is exhausted overboard by an outlet located on the bottom of the
fuselage. Cabin exhaust outlets are located below and aft of the rear seats.

Cabin Heater, Defrosters and Overhead Vent System

Figure 1 (Sheet 1 of 2)

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Cabin Heater, Defrosters, and Overhead Vent System

Figure 1 (Sheet 2 of 2)

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
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2. Heater Maintenance
If the exhaust manifold should become defective, carbon monoxide fumes may be discharged into the
cabin area. Therefore it is imperative that the exhaust manifold be inspected regularly. Refer to 78-00-00
for the inspection procedure. The heater shroud must be removed in order to inspect the manifold
assembly. Check the operation of the push-pull controls to insure the valve doors function properly. When
the controls are pulled out, the door should be completely open to permit full airflow. When the controls
are pushed in, the valves should close off all air passage and vent the air into the engine compartment.
Refer to Figure 1 for an illustration of the heater system.

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GRIDS 2D20 THRU 2D24

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COOLING

WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING

OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
1 Fresh Air (Standard) (See 21-20-02.)
When the optional air conditioning system is not installed cabin ventilation and cooling is provided solely
by fresh air through the overhead vent system.
2. Air Conditioning (Optional)
A. Description and Operation (Refer to Figure 1.)
WARNING: WHEN SERVICING THE AIR CONDITIONING SYSTEM, BE SURE TO IDENTIFY
THE SPECIFIC REFRIGERANT, LUBRICANT, AND COMPONENTS USED IN THE
PARTICULAR INSTALLATION. THE AIR CONDITIONING SYSTEM INSTALLED IN
THESE AIRPLANES USES HFC-134A REFRIGERANT, EXCEPT FOR HP S/N'S
3246001 THRU 3246017 WHICH USE R12.
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 special mounting brackets, and an evaporator,
condenser, receiver-dehydrator, circulating fan, high pressure switch, and related plumbing.
The compressor is a York two cylinder (HP S/N’s 3246001 thru 3246087) or Sanden five cylinder
(HP S/N’s 3246088 & up and TC S/N’s 3257001 & up) piston type mounted opposite the alternator
at engine front. A V-belt connected to engine ring gear drives the compressor through a magnetic
clutch. The evaporator filters, dehumidifies, and cools air. The evaporator is mounted in a fabricated
housing with the receiver/dehydrator, circulating fan, high pressure switch, and related plumbing
which is in the rear fuselage, aft of baggage area closeout panel. The condenser is mounted on a
door in the bottom of the fuselage section which is designed to allow extension into airstream
during system operation. Electrically activated, the door extends when the system is ON and
retracts when the system is OFF.
The system is designed not to increase aerodynamic drag during take-off and other maximum
power operations. A micro-switch connected to the throttle de-clutches the compressor and retracts
the condenser door automatically when full power is applied. To ensure maximum performance,
however; the air conditioner is placarded to be switched off for takeoff.
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. If AIR COND 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 two position fan
switch (LOW-HIGH) operates the blower. The fan may be operated to circulate air without using air
conditioning unit.
A pressure switch protects the system and automatically controls condenser maximum head
pressure by temporarily declutching 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.

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The air conditioning system in these airplanes uses HFC-134a (the new environmentally friendly
refrigerant), except for HP S/N's 3246001 thru 3246017 only, which use 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 (which is visible in the receiver/dehydrator’s sight glass) 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
absorbs 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.
B. Troubleshooting
Troubles peculiar to air conditioner system components are listed in Chart 1, with probable causes,
and suggested remedies. Correct trouble and check entire system for security and components
operation. See definitions under Servicing Cooling System, below.

CAUTION: UNITED STATES ENVIRONMENTAL REGULATIONS REQUIRE USE OF A

COLLECTION SYSTEM WHEN EVACUATING REFRIGERANT FROM AIR
CONDITIONER.

NOTE: Check all environmental regulations for your local area before servicing air conditioning
system.

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CHART 1 (Sheet 1 of 5)
TROUBLESHOOTING AIR CONDITIONING SYSTEM
Trouble Cause 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 Check capillary bulb is
by heavy frosting on suction line securely clamped to
and compressor suction service suction line. If capillary
valve. bulb is OK, replace
expansion valve.
Restriction in liquid line from Check for kinked hoses and
condenser. clogged filter.
Low discharge pressure. Refrigerant undercharge. Sight Add refrigerant until
glass shows bubbles or foam. bubbles disappear.
Check system for leaks.
Damaged compressor valves or Replace compressor.
dirt under valves.
Damaged compressor. Worn or Replace compressor.
broken piston or piston rings.
Low suction pressure Low air supply through Repair blower or blower
accompanied by icing evaporator. motor. Clean stoppage
of evaporator. in air ducts.

Very dirty evaporator fins and Clean and flush with water.
coils.
Low suction pressure. Refrigerant undercharge. Moisture Add refrigerant. Install new
(Evaporator not cold enough.) freezing in expansion valve. Valve dryer. Evacuate and
Suction gauge reads vacuum shows frost. recharge.
indicating evaporator lacks
refrigerant. Expansion valve inlet screen Remove screen. Clean with
clogged. Inoperative expansion solvent and replace.
valve. Valve stuck closed or Warm capillary by holding
capillary bulb has lost charge. in hand. If suction pressure
does not change replace
expansion valve.
Restriction in liquid line. Locate restriction and
Restriction will show frost. repair.

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CHART 1 (Sheet 2 of 5)
TROUBLESHOOTING AIR CONDITIONING SYSTEM
Trouble Cause Remedy
High suction pressure. Capillary bulb clamp loose on Clean contact surfaces of
suction line. Suction line shows suction line and cap bulb.
frost. Tighten clamp.
Expansion valve not closing. Replace expansion valve.
Evaporator flooded. Suction line
frosted to compressor.
Compressor drive belt slipping. Adjust belt tension.
Magnetic clutch slipping. Check electrical circuit for
proper voltage to clutch
coil. Clean oily clutch
surfaces.
Leaking or broken compressor. Replace compressor
valves.
Condenser door will not close Faulty K-2 relay. Replace relay.
when air conditioner switch is
in OFF position.
System does not cool. If electrical:
Blown fuse in control head. Replace fuse.
Open circuit breaker. Set circuit breaker.
Broken or disconnected Check all terminals for
electrical wire. loose connections. Check
wiring for hidden breaks.
Broken or disconnected ground Check ground wire is not
wire. loose, broken, or
disconnected.
Clutch coil burned out or Verify voltage to clutch.
disconnected. Replace if inoperative.
Thermostat sensing element Check thermostat and
defective. cabin comfort control
panel.
Blower motor disconnected or Verify voltage to blower.
burned out motor. Repair or replace if
inoperative.

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CHART 1 (Sheet 3 of 5)
TROUBLESHOOTING AIR CONDITIONING SYSTEM
Trouble Cause Remedy
System does not cool. (cont.) If mechanical:
Loose or broken drive belt. Replace drive belts and
tighten to specifications.
Compressor partially or Remove compressor.
completely frozen. Service or replace.
Expansion valve stuck in Replace expansion valve.
open position.
If 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. If electrical:
Blower motor operation sluggish. Remove blower motor for
service or replacement.
If mechanical:
Compressor clutch slipping. Remove clutch assembly
for service or replacement.
Check clutch airgap and
coil.
Obstructed blower passage. Examine 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 solvent.

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CHART 1 (Sheet 4 of 5)
TROUBLESHOOTING AIR CONDITIONING SYSTEM
Trouble Cause Remedy
System cooling inadequate. (cont.) If refrigeration:
System refrigerant low. Recharge system until
bubbles disappear in
receiver dehydrator
and gauge readings
stabilize to specifications.
Clogged screen in expansion valve. Purge system, replace
expansion valve.
Expansion valve thermal bulb Purge system, replace
has no charge. expansion valve.
Clogged receiver dehydrator Purge system, replace
screen. receiver dehydrator.
Excessive moisture in system. Purge system, replace
receiver dehydrator.
Air in system. Purge, evacuate, and
charge system. (Replace
receiver dehydrator.)
Excessively noisy system. If electrical:
Defective winding or connection Replace or repair as
in compressor clutch coil. necessary.
If mechanical:
Loose or worn drive belts, Tighten or replace as
crankshaft pulley, or idler pulley required.
or bearing.
Engine components such as: Check.
alternator, water pump, valves,
timing or mounts.
Compressor mounting bolts or Check, repair, replace.
brackets - broken or loose.
Compressor oil level low. Fill with proper amount of
specified oil.
Compressor failure. Check shaft turning
smoothness. Remove
compressor for service or
replacement.
Magnetic clutch failure. Check airgap, clutch pulley,
front plate, coil, and
bearing. Adjust, repair, or
replace, as required.

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
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CHART 1 (Sheet 5 of 5)
TROUBLESHOOTING AIR CONDITIONING SYSTEM
Trouble Cause Remedy
Excessively noisy system. (cont.) If refrigeration:
Excessive system charge. Remove excess refrigerant
until high pressure gauge
drops within specifications.
Low system charge. Check system for leaks.
Recharge system.
Excessive moisture in system. Replace dehydrator, purge,
evacuate, and recharge
system.

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Air Conditioning Installation (Typical)

Figure 1

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

3. Servicing Cooling System (PIR-PPS50003-3, Rev. E.)

NOTE: The maximum refrigerant capacity is 2.25 pounds. The total refrigerant capacity required is
determined separately for each system and is the amount that will result in bubble-free
operation at the sight gauge, as specified in the post charging operational check.
A. Definitions:
High Side: Consists of all lines and components between the compressor outlet and the expansion
valve. It includes the condenser and receiver sight gauge.
Low Side: Consists of all lines and components between the expansion valve and the compressor
inlet. It includes the evaporator.
B. Service Valves (see Figure 2.)
CAUTION: IF AIR CONDITIONING REFRIGERANT LINES OR SYSTEM IS OPENED, LINES
AND FITTINGS MUST BE CAPPED AND SEALED IMMEDIATELY TO PREVENT
DIRT AND OTHER CONTAMINANTS FROM ENTERING THE SYSTEM. (DO NOT
PUT A PLUG INTO THE HOSES OR FITTINGS.)
The service valves are installed to Test, Bleed (Discharge), Evacuate and Charge the air
conditioning system. The aircraft is equipped with inline service valves mounted in the suction and
discharge lines of the evaporator assembly located behind the cabin rear closeout panel.
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.

Service Valves
Figure 2

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These inline service valves are quick disconnect type Schrader valves (except in HP S/n’s 3246001
thru 3246017 only, see note below). The service hose couplers used in conjunction with this type of
valve have a manually operated valve built in. After attachment, this coupler valve must be manually
turned clockwise (in), to depress the Schrader valve spring and open it.
NOTE: If a Schrader service valve is not serviceable, the core assembly must be replaced.
NOTE: The Schrader valves used in HP S/n’s 3246001 thru 3246017 only are threaded so that the
service hose couplers must be screwed on. When attached, a device inset into the screw-
on type service hose coupler will depress and open the Schrader valve core automatically.
C. Malfunction Detection
NOTE: If the cooling system has leaked refrigerant or is discharged, the compressor oil level must
be checked.
Detection of system malfunction 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 corresponds with the temperature of the refrigerant condensing in the
condenser, allowing for a few degrees temperature drop due to loss in tube walls and fins.
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.

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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.
(1) Refrigerant R12 (HP S/N’s 3246001 thru 3246017 only).
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 chart will show that there is only a slight variation between
the temperature and pressure of the refrigerant in the lower range. Refer to Chart 2 for exact
values.
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 1/2 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.
(2) Refrigerant HFC134a (HP S/N’s 3246088 & up and TC S/N’s 3257001 & up).
Detection of system malfunction is made easier with knowledge of the relationship between
temperature and pressure of refrigerant HFC134a. Refer to Chart 2 for specific values.
NOTE: Gauge readings are about one inch mercury or 1/2 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.

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 THE NEW PIPER AIRCRAFT, INC.
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CHART 2
REFRIGERANT TEMPERATURE VS. PRESSURE
Refrigerant R12 Refrigerant HFC134a
Evaporator Pressure Evaporator Temperature Evaporator Pressure Evaporator Temperature
Gauge Reading psi °F Gauge Reading psi °F
0 -21 5 -27
2.4 -15 0 -15
4.5 -10 2 -9
10.1 2 4 -4
11.2 4 6 0
12.3 6 8 4
13.4 8 10 7
14.6 10 12 11
15.8 12 14 14
17.1 14 16 17
18.3 16 18 20
19.7 18 20 22
21 20 22 25
22.4 22 24 28
23.1 23 26 30
23.8 24 28 33
24.6 25 30 35
25.3 26 32 37
26.1 27 34 39
26.8 28 36 41
27.6 29 38 43
28.4 30 40 45
29.2 31 42 47
30 32 44 49
30.9 33 46 51
31.7 34 48 53
32.5 35 50 54
33.4 36 55 58
34.3 37 60 62
35.1 38 65 66
36 39 70 69
36.9 40
37.9 41
38.8 42
39.7 43
41.7 45
43.6 47
45.6 49
48.7 52
49.8 53
55.4 57
60 62
64.9 66

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PA-32R-301/301T, SARATOGA II HP/TC
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D. Special Servicing Procedures

The air conditioning system should be serviced by a qualified shop with trained personnel. The
following procedures and precautions should be observed.
CAUTION: UNITED STATES ENVIRONMENTAL REGULATIONS PROHIBIT THE RELEASE OF
REFRIGERANT INTO THE ATMOSPHERE. SPECIAL EQUIPMENT IS REQUIRED
WHEN TESTING, DISCHARGING, OR CHARGING THE SYSTEM.
System efficiency depends upon the pressure-temperature relationship of pure refrigerant. The
system is considered chemically stable when it contains only the appropriate pure refrigerant (R12
or HFC134a) plus a specified amount of the appropriate compressor oil (mixed with refrigerant).
Foreign material within the system affects chemical stability, contaminates the system, and
decreases efficiency.
(1) Refrigerant Safety Precautions:
WARNING: THE AIR CONDITIONING SYSTEM IN THESE AIRPLANES USES
REFRIGERANT HFC-134A, EXCEPT FOR HP S/N’S 3246001 THRU 3246017
ONLY, WHICH USE R12. ANYONE SERVICING THE AIR CONDITIONING
SYSTEM MUST BE FAMILIAR WITH THE REFRIGERANT, LUBRICANT, AND
COMPONENTS USED IN THAT PARTICULAR INSTALLATION.
WARNING: RELEASE AND EVAPORATION OF PRESSURIZED LIQUID REFRIGERANT IS
DANGEROUS DUE TO BOTH ITS HIGH PRESSURE AND EXTREME COOLING
PROPERTIES. AIR CONDITIONING REFRIGERANT (BOTH R12 OR HFC-
134A) IS ODORLESS AND COLORLESS IN EITHER ITS LIQUID OR GASEOUS
STATE. BOTH R12 AND HFC134A, USED FOR CHARGING REFRIGERATION
SYSTEMS, ARE IN A PRESSURIZED CONTAINER IN LIQUID FORM. BOTH
REFRIGERANTS ARE INERT AT ROOM TEMPERATURE.
WARNING: WEAR SUITABLE EYE PROTECTION WHEN HANDLING REFRIGERANTS.
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.
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).
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.

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(2) System Servicing Precautions:

WARNING: DISCHARGE SYSTEMS SLOWLY TO PREVENT ESCAPE OF LIQUID
REFRIGERANT AND LOSS OF LUBRICATING OIL. READ AND FOLLOW ALL
INSTRUCTIONS PROVIDED BY MANUFACTURER OF EQUIPMENT USED
FOR DISCHARGING SYSTEM.
NOTE: The term “Discharge”, as used throughout this section, in no sense implies or
suggests discharging refrigerant into the atmosphere. In all cases when discharging,
an environmentally approved refrigerant recovery station is to be used.
WARNING: USE ONLY APPROVED REFRIGERATION OIL IN COMPRESSOR:
MINERAL OIL FOR HP S/N’S 3246001 THRU 3246017 ONLY.
POLYALKYLENE-GLYCOL (PAG) FOR ALL OTHERS.
IF ANY DOUBT EXISTS ABOUT THE CLEANLINESS OF THE COMPRESSOR
OIL, REPLACE WITH NEW OIL.
WARNING: NEVER ADD ANYTHING BUT PURE REFRIGERANT (R12 FOR HP S/N’S
3246001 THRU 3246017 ONLY AND HFC134A FOR ALL OTHERS) INTO THE
SYSTEM.
WARNING: KEEP REFRIGERANT OIL CONTAINERS TIGHTLY SEALED AND CLEAN TO
PREVENT ABSORPTION OF MOISTURE OR OTHER CONTAMINATION.
WARNING: NEVER REUSE OIL REMOVED FROM THE SYSTEM -- DISCARD IT.
WARNING: DO NOT LET AIR CONDITIONING SYSTEMS OPEN TO THE ATMOSPHERE
WHEN DISCHARGED. MOISTURE AND OTHER CONTAMINATES WILL ENTER
AND DAMAGE OPEN SYSTEMS.
WARNING: KEEP REFRIGERANT FREE FROM MOISTURE. WHEN R-12 COMES IN
CONTACT WITH MOISTURE IT FORMS A VERY STRONG ACID (HCL). WHEN
HFC134A COMES IN CONTACT WITH MOISTURE, IT ABSORBS IT INTO THE
SYSTEM, WHICH WILL LEAD TO A SYSTEM FAILURE.
CAUTION: WHEN LOCTITE REFRIGERANT SEALANT HAS BEEN USED ON A JOINT IT
MUST BE HEATED TO 400°F PRIOR TO DISASSEMBLY. LOCTITE MUST BE
USED TO SEAL ANY PIPE THREADS IN THE SYSTEM LINES.
CAUTION: NEW RECEIVER DEHYDRATOR MUST BE 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 CHART 3.)
CAUTION: UNITED STATES ENVIRONMENTAL REGULATIONS PROHIBIT THE RELEASE
OF REFRIGERANT INTO THE ATMOSPHERE. SPECIAL EQUIPMENT IS
REQUIRED WHEN TESTING, DISCHARGING, OR CHARGING THE SYSTEM.
CAUTION: REPLACE RECEIVER DEHYDRATOR ASSEMBLY ON ANY SYSTEM
OPERATING WITH A LEAK ALLOWING AIR TO ENTER SYSTEM. RECEIVER
DEHYDRATOR LEFT OPEN TO THE ATMOSPHERE MUST BE REPLACED
DUE TO LOSS OF EFFECTIVENESS OF THE DRYING COMPOUND IT
CONTAINS.

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 3
RECOMMENDED TORQUE SPECIFICATIONS
ALUMINUM TUBING
Metal Tube O. D. Thread and Fitting Size 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.

FLARE CONNECTION O-RING CONNECTIONS

Tube O. D. Thread Size Ft./Lbs. Tube O. D. Thread Size Ft./Lbs.

3/8 5/8 18-20 3/8 5/8 11-13

1/2 3/4 36-39 1/2 3/4 15-20
5/8 7/8 52-57 5/8 7/8 21-27

E. Servicing the System with a Charging Stand

CAUTION: MINERAL OIL AND PAG ARE NOT COMPATIBLE. USE A SEPARATE MANIFOLD
TEST SET AND/OR TEST/CHARGING STAND AND RECOVERY SYSTEM FOR
EACH REFRIGERANT TYPE.
CAUTION: USE RECOVERY UNIT SPECIFICALLY DESIGNED FOR THE TYPE OF
REFRIGERANT USED IN THE AIRCRAFT
(1) Discharging (Bleeding/Purging) the System (with a Robinair 34700 or similar charging
stand/recovery station) (see Figures 3 and 6) (Required only if system contains refrigerant.)
CAUTION: APPLIES TO ROBINAIR 34700 OR SIMILAR CHARGING/RECOVERY STATION
AS USED WITH HFC-134A REFRIGERANT. SEE OPERATOR’S MANUAL OF
STATION BEING USED FOR DETAILED INSTRUCTIONS FOR DISCHARGING
SYSTEM.
NOTE: The term “Discharge”, as used throughout this section, in no sense implies or
suggests discharging refrigerant into the atmosphere. In all cases when discharging,
an environmentally approved refrigerant recovery station is to be used.
(a) Gain access to service valves by removing rear closeout panel in cabin.
(b) Remove protective caps from service 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.

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
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(h) Open the red GAS (vapor) valve and the blue LIQUID valve on the charging station's
refrigerant tank.
(i) Slowly open the oil drain valve to see if system oil separator contains oil. If it does, let oil
drain into the oil drain bottle (located at the bottom of the rear side of the charging station)
until separator is empty.
(j) Close the oil drain valve. Dispose of collected oil in an environmentally accepted manner.
Return collection bottle to its place on the charging stand.
(k) Plug unit into a proper voltage outlet. Turn MAIN POWER switch ON.
(l) 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.
2 If a rise occurs, press the HOLD/CONT key.
3 Repeat as necessary until system maintains pressure for two minutes.
(n) Slowly open oil drain valve. Drain oil into the oil catch bottle. When all recovered oil has
been completely drained, close oil drain valve.
NOTE: Drain oil separator after each job. Display will indicate OIL (OUNCES) or OIL
(GRAMS) as a reminder.
(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.

ROBINAIR 34700 Charging Stand

Figure 3

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
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(p) To enter diagnostic mode, simultaneously press the SHIFT/RESET and ENTER keys. To
display amount of refrigerant recovered by the unit, press the 3 key. The panel display will
read the amount of recovered refrigerant in pounds or kilograms.
(q) Simultaneously press the SHIFT/RESET and ENTER keys to clear internal counter. Press
SHIFT/RESET to return to the main menu.
(2) Leak Detection (refer to Figures 3 and 4).
When using a charging stand, a leak may be located as follows:
(a) Ensure that aircraft and/or ground power is OFF.
(b) Close all valves on the charging stand.
(c) Remove the protective caps from the high and low side service ports on the evaporator.
(d) Connect the blue and red hoses to the service ports as shown in Figure 6.
(e) Proceed following the instructions in either paragraph (f) or (g), below.
(f) Using gaseous dry nitrogen:
1 Remove the pressure switch located on the evaporator assembly.
2 Connect a regulated (0-300 psig) gaseous dry nitrogen source to the pressure switch
port on the evaporator assembly.
3 Slowly pressurize system with nitrogen to 200 psig max. Turn off the nitrogen source.
4 Monitor pressure on the charging station gauge for 20 minutes. A leak free system
will maintain the 200 psig pressure for 20 minutes.
5 If there is no pressure drop for 20 minutes, slowly release nitrogen pressure and
disconnect the nitrogen source from the evaporator assembly. Re-install the pressure
switch, lubricating the threads with Retro-fix CCI ESTER-25065 oil (P/N 197-511).
Proceed to step (i).

Kent Moore J23500 Charging Stand

Figure 4

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 THE NEW PIPER AIRCRAFT, INC.
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6 If there is a pressure drop, find leak(s) by applying a soap solution to all connections.
7 Tighten/re-tighten fittings as necessary to stop leak(s). If leaks are due to damaged
or worn components, proceed with refrigerant recovery/system discharge, perform
repairs or component replacement and repeat leak detection procedure.
(g) Using HFC-134a refrigerant:
1 Ensure that there is at least one pound of refrigerant in the charging cylinder.
2 Open the high pressure control valve and the refrigerant control valve on the
charging stand. Allow one pound of refrigerant to enter the system.
3 Close the high pressure control valve and the refrigerant control valve.
CAUTION: IT IS RECOMMENDED THAT A THICK SOLUTION OF SOAP AND
WATER BE USED TO CHECK FOR LEAKS INSTEAD OF THE
PROPANE LEAK DETECTOR THAT IS PROVIDED WITH SOME
BRANDS OF CHARGING STANDS.
4 Locate leak(s) using an electronic leak detector designed to detect HFC134a
refrigerant. Or, use soap and water in a thick solution.
5 If no leaks are found, proceed to step (h).
6 Tighten/re-tighten fittings as necessary to stop leak(s). If leaks are due to damaged
or worn components, proceed with refrigerant recovery/system discharge, perform
repairs or component replacement and repeat leak detection procedure.
(h) Recover remaining refrigerant from system using the Robinair 34700 (or other approved)
charging station (see Discharging the System, above). Any quantity of oil recovered from
aircraft must be measured and an equal amount of new oil (i.e. - PAG with HFC134a)
must be added to system before recharging.
(i) Evacuate the system, and charge see below.
(3) Evacuating the System
NOTE: Perform a Leak Detection check, above, before evacuating the system.
If the system has been operated in a discharged condition or anytime the system has been
open to atmospheric pressure, the receiver-dehydrator must be replaced and the system
evacuated to remove any trapped air and moisture which has entered it. A vacuum pump
capable of pulling 29 inches of mercury or better should be used. As the pressure in the air
conditioning system is lowered, the boiling temperature of the water (moisture) that may be
present is also lowered. This then forces any moisture, in the form of water vapor, out of the
system. Chart 4 demonstrates the effectiveness of moisture removal under a given vacuum.
(a) Using a Kent Moore J23500 or similar charging stand: (See Figure 4)
1 Ensure that aircraft and/or ground power is OFF.
2 Close all valves on the charging stand.
3 Remove closeout panel at the rear of the cabin to gain access to the service valves.
4 Remove protective caps from the high and low side service ports on the evaporator.
5 Remove the protective cap from the vacuum pump outlet.
6 Connect the blue and red hoses to the service ports.
7 Start the vacuum pump.
8 Open the valve on the vacuum pump. Open the low pressure control valve and the
vacuum control valve on the charging stand.

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PA-32R-301/301T, SARATOGA II HP/TC
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CHART 4
USING VACUUM TO EVACUATE MOISTURE

System Vacuum Boiling Point of Water (°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 be approximately one inch lower, numerically, for
each 1000 feet elevation above sea level.

9 After five minutes of pump operation, the high pressure gauge should indicate
slightly below zero.
a If it doesn’t, stop the pump and eliminate the blockage in the system replacing
the faulty component, then repeat steps (1)-(9).
b If it does, open the high pressure control valve on the charging stand and
continue to evacuate the system.
10 Operate the vacuum pump for fifteen minutes, or until the compound gauge indicates
24 to 26 in. Hg. whichever occurs first.
11 Close the low pressure control valve and the high pressure control valve on the
charging stand. Stop the vacuum pump and observe the compound gauge. If the
gauge rises at a rate faster than 1 in. Hg. in 5 minutes, there is a leak in the system.
Locate and fix the leak. Repeat the evacuation steps above.
12 Open the low pressure control valve and the high pressure control valve on the
charging stand. Continue pumping and hold the system pressure below 26 in. Hg. for
a minimum of 30 minutes. All the pumping time specified above may be included in
the 30 minutes provided that no leaks or blockages are noted, and provided that the
system is not opened by removal or disconnection of components.
13 Close the low pressure control valve, the high pressure control valve and the vacuum
control valve. Stop the vacuum pump and perform the charging procedure
immediately.
(b) Using a Robinair 34700 or similar charging/recovery stand: (See Figure 3)
1 Ensure that aircraft and/or ground power is OFF.
2 Close all valves on charging stand.
3 Remove closeout panel at rear of cabin to gain access to service valves.
4 Remove protective caps from the high and low side service ports on the evaporator.
5 Connect the blue and red hoses to the service ports (refer Figure 6), on systems
equipped with quick disconnect connections, open coupler valves.
6 Open blue (low side) valve (1) on unit’s control panel.
7 Open both the red GAS (vapor) valve and the blue LIQUID valve on the tank
(ref. Figure 6).

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PA-32R-301/301T, SARATOGA II HP/TC
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8 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.
9 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.
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 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 (12).
13 If, after 5 minutes of pump operation, the RED gauge indicates a little below zero,
open red (high side) valve (2), and continue evacuation.
a System vacuum (i.e. - low side gauge (GAUGE 1)) should attain 24 to 26 inches
of mercury (in. Hg.) in 10 to 15 minutes.
b Allow pump to hold a vacuum of 26 in. Hg. (or below) for a minimum of 15
minutes.
c Failure to achieve or hold a vacuum of 26 in. Hg. (or below) in either (a) or (b),
above, indicates a leak in the system. Locate leak as described in Leak
Detection, above.
d Repair leak. Repeat steps (1) through (13).
14 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.
15 When panel display reads CPL (complete), close both the low side valve (1) and the
high side (2) valves.
16 Perform charging procedure immediately, see Charging the System, below.

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(4) Charging the System

NOTE: Always evacuate the system (see above), before charging.
(a) Using a Kent Moore J23500 or similar charging stand (refer to Figures 4 and 5)
1 Open the valve at the base of the charging cylinder and fill the charging cylinder with
sufficient refrigerant to charge the system. If refrigerant stops filling the cylinder, open
the bleed valve at the top of the charging cylinder to relieve head pressure and allow
refrigerant to continue filling the charging cylinder.
2 Close the bleed valve and the valve at the base of the charging cylinder.
3 Turn the charging cylinder sight glass to match the pressure reading on the charging
cylinder pressure gauge. Keep the sight glass in this position during the remainder of
the charging operation.
4 Connect the heating element plug to a 110 volt power outlet.
5 With the low pressure control valve (3) closed, open the refrigerant control valve (11)
and the high pressure control valve (10).
6 Allow the correct amount of refrigerant to enter the high side of the system.
7 Close the high pressure control valve (10) and the refrigerant control valve (11).
8 Disconnect the hoses from the airplane’s system.

Charging Hookup
Figure 5

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PA-32R-301/301T, SARATOGA II HP/TC
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(b) Using a Robinair 34700 charging station or equivalent (Refer to Figures 3 and 6)
CAUTION: THE FOLLOWING PROCEDURE APPLIES TO ROBINAIR 34700 OR
SIMILAR CHARGING STATION. SEE OPERATOR'S MANUAL OF
CHARGING STATION BEING USED, FOR DETAILED INSTRUCTIONS FOR
CHARGING SYSTEM.
1 Check that main power switch and/or ground power is OFF.
2 Check that the LBS/KG selector switch on back of unit is in desired measurement
mode. Be sure to turn OFF the main power switch before changing the measurement
mode.
NOTE: You may enter the amount of refrigerant to be charged when the unit is
turned ON. The unit will store the amount in memory until it is turned off.
3 Remove protective caps from the high and low side service ports on the evaporator.
4 Connect the blue and red hoses to the service ports (ref. Figure 6), on systems
equipped with quick disconnect connections, open coupler valves.
CAUTION: DO NOT PLACE ANY WEIGHT, INCLUDING HANDS AND/OR FEET,
ON REFRIGERANT TANK OR SCALE DURING CHARGING
PROCESS. ANY WEIGHT DISTURBANCE WILL CAUSE AN
INDIRECT TRANSFER OF REFRIGERANT.

CAUTION: ADD REFRIGERANT THROUGH THE LOW PRESSURE SIDE ONLY.

5 Open the low side (blue) valve on the unit's control panel.
6 If the messages PROGRAM and CHARGE do not display, press the CHG key to
enter the PROGRAM mode.
NOTE: The amount of refrigerant required must be determined for each airplane. It
is the amount that will result in bubble-free operation at the system sight
gauge. The PA-32R-301 II HP and PA-32R-301T II TC require approximately
2.25 LBS.
7 Enter amount of refrigerant required to charge the system by pressing the
appropriate number keys and ENTER on keypad.
NOTE: You may enter the amount of refrigerant to be charged when the unit is
turned ON. The unit will store the amount in memory until it is turned off.
8 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 count down to zero, and display message CPL, when charging
is complete.
9 Close low side (blue) valve. Check that the high (red) valve is also closed. Also close
coupler valves.
10 Perform Post Charging Operational Check, see below.

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INLET
EVAPORATOR COIL COMPRESSOR

W S ID E
SYSTEM LO
H S ID E
S Y S T E M H IG

OUTLET

EXPANSION CONDENSER
VALVE
LOW SIDE
SERVICE PORT RECEIVER - DRYER - SIGHT GLASS
HIGH SIDE SERVICE PORT
GAUGE 2
GAUGE 1 RED HIGH PRESSURE CHARGING LINE

LOW HIGH
SIDE SIDE
BLUE LOW
MICROPROCESSOR
PRESSURE
CONTROLLED
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

Robinair 34700 Charging Station Hose Hookup

Figure 6

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
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(5) Post Charging Operational Check

(see Figures 3, 4, and 6 - numbers in parentheses refer to Figure 4, numbers in brackets refer
to Figure 6)
(a) Ensure that the low pressure control valve (3) [1] and the high pressure control valve (10)
[2] are closed. Hook up the charging stand to the system as shown in Figures 5 and 6.
(b) With Robinair 34700 style stands equipped with quick disconnect couplings only, ensure
coupler valves are open.
CAUTION: ASCERTAIN THAT THE AREA AROUND THE AIRPLANE IS CLEAR AND
THAT A QUALIFIED PERSON IS AT THE CONTROLS OF THE AIRPLANE.
CAUTION: ENSURE THE AIRPLANE IS HEADED INTO THE WIND.
(c) Activate the system and operate the engine at 1,000 rpm for 2 minutes. Then operate the
engine at 2,000 rpm for 2 minutes.
(d) Check the sight gauge on the receiver-dehydrator during the engine operation at 1,000
and 2,000 rpm. Any indication of bubbles passing the sight gauge indicates that additional
refrigerant is required.
(e) If additional refrigerant is required, add it slowly through the refrigerant control valve (11)
(Kent Moore J23500 style stands only) and the low pressure control valve (3) [1] until the
sight glass remains free of bubbles. Regulate the flow of refrigerant with the low pressure
control valve. Do not allow the compound gauge (2) or the low side gauge [1] to exceed a
reading of 40 psi.
(f) With the engine operating of 1,000-1,500 rpm, the low and high side gauges should
indicate as shown in Chart 5.
(g) With the charge properly established, stop the engine and, with Robinair 34700 style
stands equipped with quick disconnect couplings only, close the coupler valves.
(h) Close the low pressure control valve (3) [1] and, with Kent Moore J23500 style stands
only, the refrigerant control valve (11).
(i) Remove the charging stand. Replace all protective caps and covers.

CHART 5
AMBIENT TEMPERATURE INDICATION
Ambient
Gauge Temperature Indication
Low Pressure All 10 to 35 psig
High Pressure Up thru 75°F 125 psig min to 175 psig max
High Pressure Over 75°F 150 psig min to 275 psig max

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F. Servicing the System with a Manifold Set

(1) Test Gauge and Manifold Set
The proper testing and diagnosis of the air conditioning system require that a manifold gauge
set (or a charging stand) be attached to the system. This set consists of two gauges mounted
to a manifold. One gauge is a high pressure gauge used in the discharge side of the system.
The other is a low pressure gauge used in the suction side of the system. The manifold is a
device having fittings for both gauges and connection hoses with provisions for controlling the
flow of refrigerant through the manifold. (Refer to Figures 7 and 8.)
The center port of the manifold set is used for charging or evacuation procedures, or any other
service that may be necessary.
Both the high or low side of the manifold have hand shut-off valves. When the hand valve is
turned all the way in, in a clockwise direction, the manifold is closed. The pressures on that
side of the system will, however, be recorded on the gauge above the hose.
Cracking the hand valve, in the counterclockwise direction, opens the systems to the middle
service port of the manifold set. This is desirable only when it is necessary to let refrigerant out
of or into the system. (Refer to Figures 7 and 8.)

Test Gauge and Manifold Set

Figure 7

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
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Manifold Set Operation

Figure 8

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
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(2) Leak Detection (refer to Figure 9.)

(a) Close both the low side and high side valves on manifold hand set.
(b) Connect manifold hand set middle port (yellow) hose to a regulated (0-300 psig) gaseous
dry nitrogen source or a container of HFC-134a refrigerant.
(c) Open nitrogen source or refrigerant container service valve.
(d) Open the manifold hand set high side valve until a pressure of 50 psig is reached on low
side gauge. Close high side valve.
(e) Locate leak(s) using soap and water in a thick solution; or, if using HFC-134a, an
electronic leak detector designed to detect HFC134a refrigerant can also be used.
(f) Tighten/re-tighten fittings as necessary to stop leak(s). If leaks are due to damaged or
worn components, proceed with refrigerant recovery/system discharge, perform repairs or
component replacement and repeat leak detection procedure.
(g) Check that the both high side and low side valves on the manifold hand set are closed.
(h) Close service valve on nitrogen source or refrigerant container. Disconnect yellow
manifold hand set center hose from nitrogen source or refrigerant container.
(i) On systems equipped with quick disconnect connections, close coupler valves.
Disconnect manifold hand set red and blue hoses from airplane service ports. Remove
manifold hand set.
(j) If HFC-134a refrigerant was used, recover remaining refrigerant from system using the
Robinair 34700 (or other approved) charging station Any quantity of oil recovered from
aircraft must be measured and an equal amount of new oil (i.e. - PAG with HFC134a)
must be added to system before recharging.
(k) When refrigerant recovery is complete, on systems equipped with quick disconnect
connections, close coupler valves. Disconnect charging/test station from service ports.
(l) Evacuate the system, see below.
(m) Immediately charge the system, see below.

Leak Test Hookup

Figure 9

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(3) Evacuating the System (refer to Figure 10)

NOTE: Perform a Leak Detection check, above, before evacuating the system.
If the system has been operated in a discharged condition or anytime the system has been
open to atmospheric pressure, the receiver-dehydrator must be replaced and the system
evacuated to remove any trapped air and moisture which has entered it. A vacuum pump
capable of pulling 29 inches of mercury or better should be used. As the pressure in the air
conditioning system is lowered, the boiling temperature of the water (moisture) that may be
present is also lowered. This then forces any moisture, in the form of water vapor, out of the
system. Chart 4 demonstrates the effectiveness of moisture removal under a given vacuum.
(a) Ascertain that all system pressure is released.
(b) Connect the manifold set hoses to the service ports and vacuum pump as shown in
Figure 10.
(c) Close the high side (pressure) and low side (suction) hand valves on the manifold set.
(d) Start the vacuum pump.
(e) Open the low side manifold set hand valve. The low side gauge should show a vacuum.
(f) After five minutes of pump operation the high side gauge should indicate slightly below
zero. If it does not, stop the pump and eliminate the blockage in the system by replacing
the faulty component, then repeat the previous evacuation steps.
(g) Operate the vacuum pump for fifteen minutes or until the low side gauge indicates 24 to
26 in. Hg. whichever occurs first.
(h) Close the low side hand valve, stop the vacuum pump and observe the low side gauge. If
the gauge rises at a rate faster than 1 in. Hg. in 5 minutes, there is a leak in the system.
Locate and repair the leak, then repeat the previous evacuation steps.

Evacuation Hookup
Figure 10

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(i) With both the low and high side valves open, continue the pumping and hold the system
below 26 in. Hg. for a minimum of 30 minutes. All the previous pumping time may be
included in the 30 minutes provided that no leaks or blockages are noted, and provided
that the system is not opened by removal or disconnection of components.
(j) Close the low and high side hand valves, stop the vacuum pump and perform the
charging procedure immediately.
(4) Charging the System Using the Airplane Compressor
This method is the least desirable due to the requirement of operating the airplane’s engine to
run the compressor.
CAUTION: ASCERTAIN THAT THE AREA AROUND THE AIRPLANE IS CLEAR AND THAT
A QUALIFIED PERSON IS AT THE CONTROLS OF THE AIRPLANE.
(a) Keep the system under the vacuum established during the evacuating procedure with
both hand valves in the closed position.
(b) Attach a container of the refrigerant (HFC-134a) to the manifold set and open the
container service valve.
(c) Loosen the center hose at the manifold set until a hiss can be heard. Allow the gas to
escape for 2 to 3 seconds, then tighten the connection.
(d) Open the high side manifold set hand valve, observe the low side gauge, then close the
high side hand valve. The low side gauge should immediately change from an indication
of a vacuum to an indication of pressure. If it does not, the system is blocked, and the
blockage must be corrected before proceeding.
(e) Start the engine and operate it at 1000 rpm.
(f) Adjust the airplane air conditioning controls for maximum cooling, high blower speed.
(g) Keep the refrigerant cylinder in an upright position. A slug of liquid refrigerant entering the
system would damage the compressor.
(h) Open the low side manifold set hand valve and allow two pounds of refrigerant in the gas
state to enter the system.
(i) Close the low side manifold set hand valve.
(j) Proceed with the Post Charging Operational Check, below.
(5) Post Charging Operational Check
CAUTION: ASCERTAIN THAT THE AREA AROUND THE AIRPLANE IS CLEAR AND THAT
A QUALIFIED PERSON IS AT THE CONTROLS OF THE AIRPLANE.
NOTE: Head the airplane into the wind during these checks.
(a) With the manifold set installed, and both hand valves closed, actuate the system and
operate the engine at 1,000 rpm for two minutes, then operate the system at 2,000 rpm
for 2 minutes.
(b) Check the system sight gauge (on the receiver-dehydrator) during operation at 1,000 and
2,000 rpm. Any indication of bubbles passing the sight gauge indicates that additional
refrigerant is required.
(c) Add additional refrigerant slowly through the low side manifold set hand valve until the
sight glass remains free of bubbles.
(d) Close the low side hand valve and refrigerant container valve.

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CHART 6
AMBIENT TEMPERATURE INDICATION
Ambient
Gauge Temperature Indication
Low Pressure All 10 to 35 psig
High Pressure Up thru 75°F 125 psig min to 175 psig max
High Pressure Over 75°F 150 psig min to 275 psig max

(e) With the engine operating at 1,000 to 1,500 rpm, the gauges should indicate as shown in
Chart 6.
(f) Once the charge is properly established, stop the engine, close the refrigerant container
service valve. Remove the manifold set and replace all protective caps and covers.
(6) Adding Partial Charge to System
The system can be topped off with refrigerant by the following method:
(a) Remove the closeout panel at the rear of the cabin.
(b) Connect a charging hose to a refrigerant cylinder and also to the low pressure Schrader
valve fitting on the manifold assembly.
(c) Purge the charging hose by allowing a small amount of refrigerant gas to escape at the
Schrader valve fitting.
CAUTION: ASCERTAIN THAT THE AREA AROUND THE AIRPLANE IS CLEAR AND
THAT A QUALIFIED PERSON IS AT THE CONTROLS OF THE AIRPLANE.
NOTE: Head the airplane into the wind during this procedure.
(d) Start the engine, operate at 1000 rpm and turn the air conditioner on maximum cool.
(e) Remove the plastic plug (if installed) from the sight glass in top of the receiver-dehydrator.
(f) With a low refrigerant charge in the system, bubbles will be seen passing through the
sight glass when the system is operating.
(g) Open the valve on the refrigerant cylinder.
(h) Allow refrigerant to flow into the system until the bubbles disappear from the sight glass.
(i) Close the refrigerant valve and check to see that the sight glass remains clear during
system operation.
(j) When the sight glass stays clear of bubbles, add an additional pound of refrigerant to the
system. (Engine should be operating at 1,000 rpm.)
NOTE: This is done with OAT at 70°F, or higher, with the air conditioner operating.
(k) Shut off the air conditioner and engine. Remove the charging hose from the Schrader
valve with care due to refrigerant remaining in the line.
(l) Reinstall closeout panel.

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G. Compressor
(1) Servicing
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN
SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER
AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE
INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.)
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.
CAUTION: PREVENT DIRT OR FOREIGN MATERIAL FROM ENTERING THE SYSTEM.
CAP ALL HOSE AND TUBING ENDS IMMEDIATELY. USE SAME TYPE
REFRIGERANT OIL AS IN COMPRESSOR (MINERAL OIL FOR HP S/N’S
3246001 THRU 3246017 ONLY; PAG FOR ALL OTHERS) TO LUBRICATE
COMPONENTS FOR ASSEMBLY.
(2) Removal
CAUTION: CAP ALL OPEN LINES IMMEDIATELY TO PREVENT DIRT AND MOISTURE
FROM ENTERING SYSTEM.
CAUTION: UNITED STATES ENVIRONMENTAL REGULATIONS PROHIBIT THE RELEASE
OF REFRIGERANT INTO THE ATMOSPHERE. SPECIAL EQUIPMENT IS
REQUIRED WHEN DISCHARGING OR CHARGING SYSTEM.
(a) Circuit protector for air conditioning system must be OFF.
(b) Remove engine cowling and left or right front baffles, as appropriate.
(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 Servicing the System, Discharging, above.
(e) Remove suction and discharge lines from compressor.
(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 bolts securing compressor to engine mounting brackets
and remove compressor from engine compartment.

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(3) Installation
WARNING: IF AIR CONDITIONER IS OPERATED ON GROUND FOR SERVICING, CLEAR
TEST AREA OF LOOSE OBJECTS. ENSURE THAT A QUALIFIED PERSON IS
AT THE AIRPLANE CONTROLS. USE SERVICE VALVES ON EVAPORATOR
ASSEMBLY FOR TESTING.
(a) Place compressor to mounting bracket(s).
1 In HP S/N’s 3246001 thru 3246087 only: Install bolts and progressively tighten to a
torque of 14 - 17 foot pounds. (Safety all bolts with 0.032 safety wire.).
2 In TC S/N’s 3257001 & up and HP S/N’s 3246088 & up: Install bolts and
progressively tighten to a torque of 30 foot pounds. (Safety with cotter pins). If
required, adjust compressor drive sheave forward and aft alignment by adding shims
(LYC. P/N 76534 - 1.130 IN. OD x .410 IN. ID x .005 IN. THK) between the
compressor mounting bracket and compressor mounting ears. See Drive Belt
Service, Alignment, below.
NOTE: With the Sanden compressor only, after mounting attach a wench to the
center nut of the compressor and slowly rotate in the direction of engine
rotation 15 times. This step blows out any residual oil in the compressor
head that could cause damage when the system is operated under engine
power for the first time.
(b) Check oil level in the compressor as described in Checking Compressor Oil Level, below.
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 as described in
the following section: Compressor, Drive Belt Service, Alignment of Compressor Drive
Belt.
(d) Connect discharge and suction lines to service valves on evaporator unit.
(e) Evacuate system per Servicing the System, Evacuating, above.
(f) Charge system per Servicing the System, Charging, above.
(g) Install engine baffle(s).
(h) Install engine cowling.
(4) Checking Compressor Oil Level
Check oil level each time system is discharged, an oil leak is suspected, or it is specified as a
diagnostic procedure. Check compressor oil as follows:
(a) York Compressor (HP’s 3246001 thru 3246087 only):
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.
CAUTION: UNITED STATES ENVIRONMENTAL REGULATIONS PROHIBIT THE
RELEASE OF REFRIGERANT INTO THE ATMOSPHERE. SPECIAL
EQUIPMENT IS REQUIRED WHEN EVACUATING, DISCHARGING OR
CHARGING SYSTEM.
1 Discharge system (ref. discharging).

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2 Make an oil dipstick (ref. Figure 11).

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 (ref. Figure 11).
5 When compressor is installed, use Chart 7 to determine proper amount of oil to add
to compressor.
6 Do not operate compressor with less than 6 ounces oil. Do not add more than 10
ounces oil. On systems using R-12 refrigerant (HP S/N’s 3246001 thru 3246017
only), use Piper refrigerant oil PMS-L2000 or equivalent 500 viscosity refrigerant oil.
On systems utilizing HFC-134a (HP S/N’s 3246018 thru 3246087) use PAG-21941 or
equivalent.
7 Evacuate and charge system. (Per evacuating the system and charging the system,
above.)

CHART 7
YORK COMPRESSOR OIL CHARGE

Oil (Oz.) 6 8 10 16
Dipstick Reading (In.) 13/16 1 1 3/16 1 15/16

York Compressor and Fabricated Oil Dipstick Effectivity

Figure 11 3246001 thru 3246087

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(b) Sanden Compressor (HP’s 3246088 & up and TC S/N’s 3257001 & up):
1 Run the compressor for ten minutes at engine idle RPM.
2 Discharge system, recovering all refrigerant (refer to Servicing the System,
Discharging). Be careful not to lose oil.
3 Determine the mounting angle (or cant) by positioning an angle gauge across the flat
surfaces of the two front mounting ears. Center the bubble and read the mounting
angle to the nearest degree (needed for step h).
NOTE: From the factory, the mounting angle is essentially zero, but this procedure
may be of use if the airplane is being serviced on a slope or uneven surface.
4 Fabricate a dipstick as shown in Figure 12.
5 Remove oil filler plug. Referring to Figure 13, determine if the compressor is mounted
with a right or left cant and rotate the counterweight located on the front of the clutch
until it is at the angle shown relative to the oil filler hole.
6 Insert the dipstick to its “Stop” (the bend near the top of the dipstick) as shown in
Figure 12. Ensure the point of the bend is oriented appropriately for the cant of the
compressor mount.
7 Remove dipstick, count notches of oil.
8 Using Chart 8, determine correct oil level.
9 If the dipstick measured oil level is not within acceptable limits; add or subtract oil in
one ounce increments until the correct level is achieved. Care should be taken to
achIeve the precise mid-range value. I.E. - if the angle is 20°, the desired oil level is 7.

CHART 8
SANDEN COMPRESSOR OIL LEVEL VS. MOUNTING ANGLE

Mounting Angle 0° 10° 20° 30° 40° 50° 60° 90°

Oil Level 3-5 5-7 6-8 7-9 8-10 8-10 9-11 9-11
(in notches)

0.118 IN. (3mm) INCREMENTS

TYPICAL FOR 20 NOTCHES

30°
4.115 IN.
Fabricated Oil Dipstick for Sanden Compressor
Figure 12

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PA-32R-301/301T, SARATOGA II HP/TC
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Sanden Compressor Oil Measurement

Figure 13

(5) Drive Belt Service.

(a) Replacement (refer to Figure 14).
1 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.
2 Position new belt on starter ring gear sheave.
3 Install starter ring gear assembly, propeller, and spinner.
4 Route belt to proper pulley sheaves.
(b) Alignment (refer to Figure 14).
Check and adjust compressor belt and pulley alignment as follows:
1 Establish a datum line for checking belt and pulley alignment by clamping a
straightedge to the forward machined edge of the ring gear.
CAUTION: VERIFY THE STRAIGHTEDGE HAS SOLID CONTACT WITH THE
SURFACE OF THE RING GEAR TO ENSURE TRUE READINGS.
2 Obtain the nominal compressor belt offset at the ring gear. Measure the dimension
from the forward edge of the compressor belt (in its ring gear sheave) to the forward
machined surface of the ring gear.

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PA-32R-301/301T, SARATOGA II HP/TC
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Compressor and Alternator Belt Installation

Figure 14 (Sheet 1 of 2)

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Compressor and Alternator Belt Installation

Figure 14 (Sheet 2 of 2)

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PA-32R-301/301T, SARATOGA II HP/TC
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3 Measure actual compressor belt offset at the compressor sheave (Point-B). Measure
the dimension from the forward edge of the compressor belt (in its compressor
sheave) to the aft surface of the straightedge.
a In HP S/N’s 3246001 thru 3246087 only, note the measurement.
b In TC S/N’s 3257001 & up and HP S/N’s 3246088 & up, if the compressor
sheave offset is extreme, it may be adjusted by adding (or removing) shims
between the compressor mounting ears and the compressor mounting bracket
as described in Compressor, Installation, above. If zero offset is not obtainable,
note the measured offset.
4 Measure actual compressor belt offset at the compressor idler pulley (Point-A).
Measure the dimension from the forward edge of the compressor belt (in its idler
sheave) to the aft surface of the straightedge. Belt offset at Point-A should be
approximately half the offset (if any) measured at Point-B.
a In HP S/N’s 3246001 thru 3246087 only: Point-A nominal offset is indicated in
Chart 9, based on Point B measured offset. Add or remove shims (P/N 62833-
33) as required (see View A, Figure 14 (Sheet 2 of 2)) to align Compressor Idler
Pulley. Belt alignment must be made as close to nominal as shims will allow,
and in all cases to within 0.030 inch.
b In TC S/N’s 3257001 & up and HP S/N’s 3246088 & up: Compressor Idler Pulley
(Point A) offset is adjusted by adding (or removing) shims (LYC. P/N 76534 -
1.130 IN. OD x .410 IN. ID x .005 IN. THK) between the compressor mounting
ears and the compressor belt adjusting bracket until the idler pulley is in (or as
close as shims will allow to) the belt plane. The nominal idler pulley offset at
Point A will be approximately one-half the measured compressor sheave offset
at Point B.
(c) Alternator Drive Belt Alignment (see Figure 14). Align alternator idler pulley in the belt
plane by adding or removing shims, with alternator belt installed.
CAUTION: IN HP S/N’S 3246001 THRU 3246087 ONLY, ENSURE ALTERNATOR
DRIVE BELT IS CORRECT PART NUMBER FOR SERIAL NUMBER
RANGE, AND THAT THE ALTERNATOR IDLER PULLEY IS POSITIONED
AWAY FROM THE COWLING WHEN ADJUSTING DRIVE BELT TENSION.
IF IDLER PULLEY IS POSITIONED INCORRECTLY (I.E. - 180º OUT),
CONTACT WITH THE COWLING IS LIKELY, RESULTING IN DAMAGE TO
THE COWLING AND PULLEY, AND FAILURE OF THE DRIVE BELT.

CHART 9
YORK COMPRESSOR IDLER PULLEY NOMINAL OFFSET
Compressor Sheave (Point B)
Actual Offset From Ring Gear 0.010 0.020 0.030 0.040 0.050 0.060
Idler Pulley (Point A)
Nominal Offset 0.006 0.011 0.017 0.022 0.028 0.033

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PA-32R-301/301T, SARATOGA II HP/TC
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(d) Tension Adjustment (Compressor and/or Alternator)

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.
1 In HP S/N’s 3246001 thru 3246087 only:
a Compressor Belt: - use a calibrated belt tension gauge to adjust a new belt to 73
- 87 pounds of static tension.
b Alternator Belt:
1) HP S/N’s 3246001 thru 3246017 - use a calibrated belt tension gauge to
adjust a new belt to 65 - 70 pounds static tension. Adjust a used belt 35 -
40 pounds static tension.
2) HP S/N’s 3246018 thru 3246087 - use a calibrated belt tension gauge to
adjust a new belt to 90-120 pounds of static tension. Run in for 15
minutes. If tension falls below 50 lbs., re-tension to 70 lbs.
2 In TC S/N’s 3257001 & up and HP S/N’s 3246088 & up - Compressor or Alternator
Belts - use a calibrated belt tension gauge to adjust a new belt to 90-120 pounds of
static tension. Run in for 15 minutes. If tension falls below 50 lbs., re-tension to 70
lbs.
3 Install engine baffles if removed. Install engine cowl.
CAUTION: IF AIR CONDITIONER IS OPERATED ON THE GROUND FOR
SERVICING, CLEAR TEST AREA OF ANY LOOSE OBJECTS LYING
ON RAMP. ENSURE THAT A QUALIFIED PERSON IS AT THE
AIRPLANE CONTROLS.
4 Run engine 15 minutes at 1200 rpm.
5 Shut down engine, remove 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. Install engine cowl.

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(6) Magnetic Clutch

(a) Sanden Magnetic Clutch (TC S/N’s 3257001 & up and HP S/N’s 3246088 & up)
1 Removal (ref. Figure 15)
a All clutch service operations should be performed on the bench and require
special tools available from Sanden.
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S),
WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT
INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT
UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
b Insert the two pins of the front plate spanner into any two threaded holes of the
clutch front plate. Hold clutch plate stationary. Remove hex nut with 3/4 in.
(19mm) socket.
c Remove clutch front plate using puller as follows: align puller center bolt to
compressor shaft; thumb tighten the three puller bolts into the threaded holes;
turn center bolt clockwise with 3/4 in. (19mm) socket until front plate is
loosened.
d Remove shaft key by lightly tapping it loose with a slotted screw driver and
hammer.
e Remove the internal bearing snap ring with snap ring pliers. Note - on some
later model clutches this step is not necessary as the snap ring is below the
bearing.
f Remove the external front housing snap with snap ring pliers.

Effectivity
3246088 and up; Sanden Magnetic Clutch
3257001 and up Figure 15

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CAUTION: DO NOT USE A WHEEL PULLER ON OUTER FLANGE OF

PULLEY. THIS WILL DAMAGE PULLEY GROOVES OR CLUTCH
BEARINGS.
g Remove rotor pulley assembly with the Sanden rotor pulley set as follows: insert
the lip of the jaws into the snap ring groove; place rotor puller shaft protector
over the exposed shaft; align thumb head bolts to puller jaws and finger tighten;
turn center puller bolt clockwise with a 3/4 in. (19mm) socket until rotor pulley is
free.
h Remove field coil as follows: loosen coil lead wire from clip at top of compressor
front housing; remove external snap ring field coil retainer with snap ring pliers
and remove field coil.
2 Installation (ref. Figure 15)
a Install field coil as follows: match coil flange protrusion with hole in front housing
to prevent coil movement and correctly locate lead wire; install field coil retainer
snap ring; place lead wire under clip at top of compressor front housing and
tighten retaining screw.
b Replace rotor pulley as follows: support the compressor on the four mounting
ears at the compressor rear; if using a vice, clamp the mounting ears only, never
the compressor body; align rotor assembly squarely on the front housing hub;
using the Sanden rotor installer set, place the ring part of the set into the
bearing cavity; ensure that the outer edge rests firmly on the rotor bearing inner
race; place the tool set driver into the ring so that the collared end engages the
ring; tap the end of the driver with a hammer while guiding the rotor to prevent
binding; continue until the rotor bottoms against the compressor front housing
hub (denoted by a distinct change in sound while tapping).
c Reinstall the internal bearing snap ring, as required.
d Reinstall the external front housing snap ring.
e Replace front plate assembly as follows: check that original clutch shims are in
place on compressor shaft; replace compressor shaft key; align front plate
keyway with compressor shaft key; using Sanden shaft protector, tap front plate
to shaft until it bottoms to the clutch shims (again, denoted by a distinct change
in sound while tapping).
f Replace shaft hex nut. Torque to 25-30 ft. lbs.
g Check air gap with feeler gauge. Standard gap is 0.016 in. to 0.031 in. If air gap
is not consistent around the circumference, lightly pry up on the counter-
weighted front plate at the low spots and lightly tap down at the high spots.
NOTE: The air gap is determined by the shims. When reinstalling (or installing
a new) clutch assembly, try the original shims first. If the air gap cannot
be adjusted to standard as described above, then add or subtract
shims by repeating paragraphs e and f.

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(b) York Magnetic Clutch (HP S/N’s 3246001 thru 3246087 only).
1 Removal (ref. Figure 16).
CAUTION: DO NOT USE A WHEEL PULLER ON OUTER FLANGE OF PULLEY.
THIS WILL DAMAGE PULLEY GROOVES OR CLUTCH BEARINGS.
a Remove self-locking capscrew 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.
CAUTION: COMPRESSOR SHAFT MUST BE CLEAN AND FREE FROM BURRS.
2 Installation (ref. Figure 16)
a Position field assembly against the compressor bosses, with electrical leads to
cylinder side of compressor.
b Secure field assembly with four cap screws and lockwashers, (do not torque at
this time).
c Connect electrical lead from the field assembly. On HP S/N’s 3246018 thru
3246087, the ground wire must also be connected.
d Slide pulley assembly over field assembly and onto crankshaft, now torque field
assembly to 85 - 120 inch-pounds. Secure pulley assembly with washer and
new self-locking capscrew. Torque capscrew to 180 - 240 inch-pounds.
NOTE: If clutch is not engaged while tightening capscrew, insert a spanner into
holes in armature face.

Effectivity York Magnetic Clutch

3246001 thru 3246087 Figure 16

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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.
H. Refrigerant Lines And Routing
CAUTION: DISCHARGE SYSTEM COMPLETELY BEFORE HOSE COUPLINGS ARE
UNCOUPLED. (SEE DISCHARGING SYSTEM.)
CAUTION: UNITED STATES ENVIRONMENTAL REGULATIONS PROHIBIT THE RELEASE OF
REFRIGERANT INTO THE ATMOSPHERE. SPECIAL EQUIPMENT IS REQUIRED
WHEN DISCHARGING OR RECHARGING SYSTEM.
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 evaporator in tail cone. Discharge is in the right hand hat section. The suction is in
the left hand hat section.
I. Receiver-Dehydrator
(1) Removal
CAUTION: IF 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. (refer to.Servicing the System with a Charging Stand,
Discharging.)
(b) Uncouple refrigerant lines at receiver-dehydrator. (Servicing Cooling System, Special
Servicing Procedures).
(c) Remove clamp attaching unit to evaporator housing.
(2) Installation
NOTE: On systems utilizing HFC-134a refrigerant, use only receiver-dehydrators marked with
a GREEN arrow.
(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.
(b) Replace O-rings on HFC-134a systems.
(c) Tighten fittings to torque listed in Chart 3.
(d) Evacuate and charge system per evacuating the system and charging the system.

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J. Condenser
(1) Removal
Condenser is mounted in a frame assembly in fuselage bottom between stations 156.00 and
191.00.
(a) Discharge system (refer to.Servicing the System with a Charging Stand, 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.
(i) To remove condenser core from assembly, remove screws in the side mounting frame.
(2) 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.
(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 (CO) 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 (refer Figure 17).
(3) Condenser Door Actuator
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 Figure 17) for switch locations.
(4) Condenser Assembly Rigging (refer to Figure 17)
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 ± 0.50 inches measured from
leading edge of door to fuselage skin.
(b) Adjust side push rods so a vertically measured gap of 0.16 inch exists along trailing edge
of door the instant forward edge of door is flush with fuselage skin.

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(c) Fully close door and adjust CLOSED limit switch so actuator travels an additional 0.12
inch with door fully closed, (this is necessary to preload mechanism, refer Figure 17).
(d) Cycle assembly several times. Verify proper operation without binding.

Condenser Air Scoop Installation

Figure 17

2F21 21-50-00 Sep

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Components Installation
Figure 18

K. Expansion Valve
(1) Removal (refer Figure 18)
The expansion valve is in evaporator assembly between receiver dehydrator and evaporator
inlet. The capillary coil is attached to evaporator outlet line.
NOTE: If expansion valve is not serviceable, it must be replaced with a new part.
(a) Remove access panels, and discharge system (refer to Servicing the System with a
Charging Stand, Discharging).
(b) Remove capillary coil from outlet line. (Do not kink capillary tube.)
(c) Uncouple all related tube fittings. (See special servicing procedures.)
(2) Installation
(a) On systems using R-12 refrigerant (HP S/N’s 3246001 thru 3246017 only), install
expansion valve in inlet line of evaporator core. Seal all couplings with sealant applied to
tube flanges only. Systems using HFC-134a refrigerant, apply P.A.G. lubricant on O-rings
and replace O-rings on fittings, torque fittings to per Chart 3.
(b) Secure capillary coil to evaporator outlet line.

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(c) Evacuate and charge system (refer to Servicing the System with a Charging Stand,
Evacuating the System).
(d) Check for leaks (refer to.Servicing the System with a Charging Stand, Leak Detection).
(e) Replace access panels.
L. Evaporator
(1) Removal
CAUTION: DISCHARGE THE SYSTEM BEFORE DISASSEMBLING ANY COMPONENTS
FOR SERVICE.

CAUTION: UNITED STATES ENVIRONMENTAL REGULATIONS PROHIBIT THE RELEASE

OF REFRIGERANT INTO THE ATMOSPHERE. SPECIAL EQUIPMENT IS
REQUIRED WHEN DISCHARGING OR RECHARGING SYSTEM.
Evaporator assembly consists of evaporator core, receiver-dehydrator, expansion valve,
circulating fan, pressure switch, necessary housing, and plumbing. The housing is made of
thermoplastic material and the condensed moisture is dumped overboard through a hose
clamped to fitting on bottom of evaporator housing.
Evaporator assembly is behind cabin rear panel, attached to 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 and remove drain hose from housing.

Expansion Valve
Figure 19

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(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.
(2) 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 and mate mounting flanges
to surface of mounting panel and insert screws (Do not tighten at this time).
(c) Line mounting bracket with mating holes in mounting panel, insert screws and tighten.
Tighten screws in flange and check that the 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 (refer to Servicing the System with a Charging Stand,
Evacuating the System).
(f) Check for leaks (refer to.Servicing the System with a Charging Stand, Leak Detection), 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 Chapter 91-21-50, Figure 1)
(i) 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.
M. Pressure Relief Switch
Texas Instruments (except Ranco used in R-12 systems in HP S/N’s 3246001 thru 3246017 only).
CAUTION: BEFORE RELIEF SWITCH REMOVAL, AIR CONDITIONING SYSTEM MUST BE
DISCHARGED. (REFER TO DISCHARGING.)
CAUTION: UNITED STATES ENVIRONMENTAL REGULATIONS PROHIBIT THE RELEASE OF
REFRIGERANT INTO THE ATMOSPHERE. SPECIAL EQUIPMENT IS REQUIRED
WHEN DISCHARGING OR RECHARGING SYSTEM.
(1) Remove electrical connections from switch.
(2) Remove switch assembly from service port on steel line.
(3) Apply sealant sparingly to flare. When O-ring is present in HFC-134a systems, lube O-ring with
PAG oil.
(4) Install new switch.
(5) Charge system (Refer to.Servicing the System with a Charging Stand).

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N. 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 wires are
taken off for the compressor clutch. The harness then passes aft along the left side of fuselage
connecting to the blower motor, the pressure relief switch, and the condenser actuating motor. Two
fuses behind the air conditioning system control panel and a 10 amp circuit breaker mounted in
circuit breaker panel protect the complete air conditioning electrical system, except in HP S/N’s
3246001 thru 3246017 only. Those airplanes use a 20 amp circuit breaker.
(1) Adjustment of 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 of full open throttle travel. Position the switch so that the
throttle arm contacts the center of the switch actuator button.
(2) 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,, 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.
(3) Electrical Schematic
See 91-21-50, Figure 1.

2G1 21-50-00 Sep

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CHAPTER

22
AUTOFLIGHT

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CHAPTER 22

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

22-List of 1 Sep 30/06

Effective Pages 2 Sep 30/06

22-Table of Contents 1 Sep 30/06

2 Sep 30/06

22-10-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
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CHAPTER 22 - AUTOFLIGHT

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

AUTOPILOT 22-10-00 1 2G11

General 1 2G11
S-TEC System 55/55X 1 2G11
S-TEC System 55 1 2G11
S-TEC System 55X 1 2G11
Description 5 2G15
Troubleshooting 5 2G15
GPSS 5 2G15
System Operation 5 2G15
Maintenance 6 2G16
Post-Maintenance Operational Checkout 6 2G16
Panel-Mounted Components 8 2G18
Component Locator 8 2G18
Trim Monitor 8 2G18
Removal 8 2G18
Installation 8 2G18
Pressure Transducer 8 2G18
Removal 8 2G18
Installation 8 2G18
Roll Servo 10 2G20
Removal 10 2G20
Installation 10 2G20
Trim Servo 12 2G22
Removal 12 2G22
Installation 14 2G24
Pitch Servo 15 2H1
Removal 15 2H1
Installation 15 2H1
Servo Clutch Torque Adjustment 18 2H4
Flap Compensator 20 2H6

2G9 22 - CONTENTS SepPAGE 1

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AUTOPILOT

WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING

OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. SEE INTRODUCTION, SUPPLEMENTARY
PUBLICATIONS.
1. General
A. HP S/N’s 3246001 thru 3246125 (1995 - 1998) and TC S/N’s 3257001 thru 3257075 (1998):
A King Autopilot/Flight Director (A.P.F.D.), manufactured by then Allied Signal (now Honeywell), was
installed in these airplanes. Maintenance information for those systems is not included in this
manual. Follow the service literature published by the A.P.F.D. equipment manufacturer. This
includes mechanical service such as: adjusting bridle cable tension, servo removal and installation,
servo clutch adjustments, etc.
King/Allied Signal technical support, parts support, and service literature can be obtained from:
Honeywell
One Technology Center
23500 W. 105th St., M/D #45
Olathe, Kansas 66061-1950
http://www.bendixking.com/
B. HP S/N’s 3246126 and up and TC S/N’s 3257076 and up (1999 and up):
The S-TEC System 55/55X is installed in these airplanes. Maintenance information for these
systems only is provided herein.
2. S-TEC System 55/55X
A. S-TEC System 55
This system was adopted in 1999 and is installed in:
(1) Saratoga II HP S/N’s 3246126 thru 3246181 only.
(2) Saratoga II TC S/N’s 3257076 thru 3257198 only.
B. S-TEC System 55X
This system was adopted in 2001 is installed in:
(1) Saratoga II HP S/N’s 3246182 and up.
(2) Saratoga II TC S/N’s 3257199 and up.

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TRIM
2 AMP C/B
TRIM
MASTER (BLK)
SWITCH (3 PIN MOLEX) T2 TO A/C GND

TRIM MONITOR (RED)

(WHT) TRIM MASTER SW A/C BUSS

(RED) TRIM CB
TO DIMMER LIGHT RHEOSTAT
(3 PIN MOLEX) T1
TRIM
PROG/COMP
MONITOR
(BLK)
TO A/C GND
(WHT) (WHT)
P1-36 (6 PIN PILOT'S CONTROL WHEEL
A
HORN TO A/C GND
TO
P1-37 MOLEX) T3
(BLK)

A/P A+ (RED)
TO
(WHT)
P1-32 A/C GND
TO
P1-33

F/D 1
(4 PIN MOLEX)
P2 PROG/COMP

OPTION-F/D A/S
39328-6*
PROGRAMMER/
* 39327-( ) IN SYSTEM 55 (6 PIN MOLEX) B
COMPUTER A/S 1
39236-3
(BLK)
TO A/C GND
P1 (WHT) TO RADIO
LIGHT RHEOSTAT
(WHT)
TO A/P DISC (PIN 11 OF NAV/HDG
CONTROL WHEEL CONN)

ALTITUDE
ALT. SEL.
SELECTOR / ALERTER
(OPTIONAL) (ENC. ALT.) TO
CODE LINES
(BLK)
A/C GND
(WHT)
TO A/P DISC
(RED)
TO 28 VDC
(WHT)
TO P1-34
P1-35
(RED)
TO T&B C/B
TURN (5 AMP MAX.)
(BLK)
COORDINATOR TO AIRFRAME GND
TURN COORDINATOR
ANNUN

(BLK)
TO A/C GND C

F/D 2

MOLEX
(12 PIN)

STEERING HORIZON STR. HOR.

PROG/COMP

SYSTEM 55X SHOWN, SYSTEM 55 AS NOTED.

SEE SHEET 3 FOR EXCEPTIONS WHEN EITHER
ANNUNCIATOR ANNUNCIATOR AVIDYNE ENTEGRA EFIS OR GARMIN 1000 EFIS
IS INSTALLED.

Effectivity
3246126 and up System 55/55X Autopilot Installation
3257076 and up Figure 1 (Sheet 1 of 3)

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OPTIONAL CO-PILOT'S
TRIM CMD
CO-PILOT
CONTROL WHEEL PITCH SERVO

DIODE
30D05
(WHT)
(BLK)
(BLK)

(WHT)
(BLK) DUAL TRIM SWITCH RELAY
(WHT)
PILOT
CONTROL WHEEL

A
CONTROL WHEEL

PITCH
SERVO
CONTROL WHEEL
FD/AP SWITCH

B
A/P 1

TRANSDUCER

PRESSURE
TRANSDUCER

A/C GND

AP C/B
F/D A/P (3 PIN MOLEX)
MASTER SW ROLL SERVO FLAP POT FLAP COMP POT

FLAP
TRIM SERVO

A/C BUSS
(WHT) COMPENSATOR
(RED) A/P C/B FD/AP SW POTENTIOMETER

(RED) A/P A+

C
(RED) A/P A+

ROLL
SERVO
TRIM
101182 H SERVO
101847 G
104583 K

Effectivity
System 55/55X Autopilot Installation 3246126 and up
Figure 1 (Sheet 2 of 3) 3257076 and up

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Effectivity
3246126 and up System 55/55X Autopilot Installation
3257076 and up Figure 1 (Sheet 3 of 3)

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C. Description (See Figure 1.)

The S-TEC System 55/55X is a rate based autopilot that controls the roll and pitch axis of the
aircraft. The autopilot's main function is to convert pilot commands to logic signals for the roll and
pitch computers. As the pilot enters the desired mode by pressing the appropriate mode selector
switch, the computer acknowledges the mode, causing the appropriate annunciator to illuminate.
The Roll Computer receives select input signals from the Directional Gyro (DG) or Horizontal
Situation Indicator (HSI), VHF Omnidirectional Radio (VOR), Localizer (LOC) or Global Positioning
System (GPS), Deviation Indicators, and the Turn Coordinator. It then computes roll servo
commands for stabilization, turns, navigation intercepts, and tracking.
The Pitch Computer receives select input signals from the Altitude Pressure Transducer,
Accelerometer, Glideslope Deviation Indicator and Altitude Selector/Alerter (if installed). It then
computes pitch servo commands for vertical speed, altitude hold and glideslope intercept and
tracking. Sensing for trim annunciation or automatic stabilator trim is provided by the pitch servo.
Drive for the stabilator trim servo is provided by the pitch computer.
A typical S-TEC System 55/55X Autopilot installation includes the following:
(1) Panel Mounted:
Programmer/Computer, Turn Coordinator, Annunciator, D.G. or HSI, and Steering Horizon.
(2) Remote Mounted:
Roll Servo, Pitch Servo, Trim Servo, Trim Monitor, A/P Disconnect switch, and Altitude
(Pressure) Transducer.
Servo installations use aluminum brackets to secure the servos to the airframe. Attachment to
the airplane’s primary flight control and trim systems is accomplished with bridle cables and
extension attachments.
D. Troubleshooting
System functionality can be determined using functional checks described in the AFM Supplement
and autopilot Pilot’s Operating Handbook. More detailed troubleshooting should be accomplished by
authorized S-TEC Dealers, holding the appropriate FAA certification, with required test equipment
and service data.
E. GPSS (System 55X only.)
The Global Positioning System Steering (GPSS) is a function of the 55X autopilot only. In the GPSS
mode, the converter receives ground speed and bank angle digital signals that are calculated and
converted to a commanded turn rate. The turn rate is then scaled and converted to a DC heading
error signal that is compatible with S-TEC autopilots. The end result is an autopilot that can be
directly coupled to the roll steering commands produced by the GPS Navigator, eliminating the
need for the pilot to make any further adjustments to the HSI course arrow or the DG's heading
bug.
F. System Operation
Operation of the autopilot and other systems is described in the FAA-approved Airplane Flight
Manual Supplement (AFMS) - see airplane Pilot‘s Operating Handbook (POH), Section 9.
Specialized controls, annunciation, operation and interpretation are covered in this supplement and
in the S-TEC Autopilot POH that supplements the approved AFMS.

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G. Maintenance
Except as provided in 5-20-00, servicing and/or maintenance of the autopilot system is On-
Condition.
NOTE: Servicing of S-TEC System 55/55X Autopilot installations is best accomplished by
approved S-TEC dealers holding the appropriate FAA-certification. Locations of and access
to the components installed are described and depicted individually below. Removal and
replacement of components is generally indicated by functional checks provided in the
AFM Supplement,S-TEC Autopilot POH and/or below.
H. Post-Maintenance Operational Checkout (Ref. S-TEC Report No. 81191, Rev. 1.)
Standard and Avidyne Entegra EFIS equipped airplanes complete the following checkout procedure
after any maintenance to the system is performed.
Airplanes equipped with the Garmin 1000 EFIS complete the “S-TEC 55X Interface” procedure in
34-20-00 under Electronic Flight Instrument System (EFIS) - Garmin 1000, Post-Installation Setup,
System Testing and Checkout.
NOTE: The Systems 55/55X incorporate a SELF-TEST that requires a 100% pass rate before the
autopilot can be engaged.
NOTE: For airplanes equipped with the Avidyne Entegra EFIS, (see 34-20-00) references below to
the remote annunciator, flight director and HSI are to those functions in the Primary Flight
Display (PFD).
(1) Apply aircraft power.
(2) Avionics Master Switch ON
(3) Autopilot Master Switch Set to FD / AP
NOTE: Observe that all segments of the Programmer / Computer display and annunciators
illuminate for five (5) seconds during test. Satisfactory completion of the SELF-TEST
is indicated when the Ready (RDY) annunciator remains on at the end of the five (5)
second self-test. Should a fault be detected, the FAIL annunciator will remain on at the
conclusion of the self-test and the autopilot will not operate.
(4) Trim Master (ON / OFF) Switch ON
(5) HDG and VS switches PRESS / RELEASE
Ensure that HDG and VS illuminate on the Fifty Five X annunciator.
(6) VS Knob ROTATE CW
Pitch control (i.e. - the control yoke) should move slowly out (pilot may have to assist a heavy
yoke).
(7) VS Knob ROTATE CCW
Pitch control should move slowly in.
(8) A/P DISC Trim Interrupt Switch (on control yoke) PRESS
Verify the autopilot disconnects.
(9) HDG Mode ENGAGE

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(10) DG or HSI HDG bug MOVE LT / RT

Roll control should follow the HDG bug.
NOTE: If HSI equipped, center the course arrow under the lubber line and push the NAV
button. Move the course arrow on the HSI left then right. Roll control should follow the
course arrow. Channel a valid VOR signal and move course arrow just enough to
deflect the Ieft / right needle one (1) or two (2) dots. Roll control should follow the
Course Deviation Indicator (CDI) left / right needle during the test. (This test is only
valid if the left / right needle is centered with the course arrow under the lubber line.)
NOTE: If DG equipped, center the HDG bug under the lubber line. Channel a valid VOR
signal. Move the OBS to cause Ieft / right CDI needle deflection. The roll control
should follow the left / right needle movement.
(11) REV Mode button PUSH
Roll control should respond opposite to the course arrow and CDI Ieft / right needle inputs.
(12) Altitude Hold (ALT) button PUSH
Slowly pull out (nose up) on the pitch control (i.e. - control yoke). Autotrim should run nose
down with TRIM flashing on the remote annunciator and the autopilot computer / programmer
after approximately 3 seconds. Slowly move control yoke forward (nose down). After 3
seconds, autotrim should move nose up with TRIM flashing on the remote annunciator and the
autopilot computer / programmer after approximately 3 seconds.
(13) Trim Master (ON / OFF) Switch OFF
(14) Manual Electric Trim Test:
(a) Trim Master (ON / OFF) switch ON
1 Move each segment of the Manual Electric Trim Command Switch FWD and AFT.
Trim should not run.
2 Move both segments of the Trim Command switch FWD.
Trim should run nose down.
3 Move both segments of the Trim Command switch AFT.
Trim should run nose up.
(b) Re-trim aircraft for takeoff and check controls for freedom of movement. Be sure the
autopilot and trim servos are dis-engaged.
(15) Flight Director Test:
(a) Autopilot Master Switch SELECT FD
Note the roll, pitch and trim servos are disengaged. The steering bar should be in view on
the attitude indicator.
(b) HDG Mode ENGAGE
MOVE HDG bug 45 degrees left. The roll steering bar should slowly indicate a left
steering command. Repeat the same test for the right side.
(c) VS Mode ENGAGE
SELECT 1500 FPM rate of climb. Note the pitch steering bar moves slowly up. Repeat the
same test for the down direction.
(d) Autopilot Master Switch SELECT FD / AP
The servos should re-engage.

2G17 22-10-00 SepPAGE 7

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(e) Trim Master ON / OFF Switch ON

(f) Manual Electric Trim Command Switch MOVE FWD or AFT
The autopilot should disconnect.
NOTE: The Manual Electric Trim Command Switch will disconnect the autopilot only if
there is a Pitch Mode engaged.
I. Panel-Mounted Components
The flight director, HSI, autopilot programmer/computer, altitude selector/alerter (if installed),
remote annunciator, and turn coordinator are either face-mounted or rack-mounted in the
instrument panel. See 39-10-00 for removal and installation instructions.
J. Component Locator
See Figure 2.
K. Trim Monitor (See Figure 2.)
The trim monitor is mounted on the left side of the fuselage under the instrument panel.
(1) Removal
(a) Disconnect autopilot harness.
(b) Remove screws (4) holding trim monitor to mounting bracket and remove trim monitor.
(2) Installation
(a) Place trim monitor in position on mounting bracket and secure with screws (4).
(b) Connect autopilot harness.
(c) Perform Post-Maintenance Operational Checkout, above.
L. Pressure Transducer (See Figure 2.)
The pressure transducer is located on the forward side of the pilot’s instrument panel below the
control wheel shaft.
(1) Removal
(a) Remove the Ty-Rap and disconnect the transducer from the static-system by removing
the flexible hose.
(b) Disconnect the autopilot harness.
(c) Remove screws and washers (2 ea.) and remove transducer.
(2) Installation
(a) Place transducer in position. Secure transducer to instrument panel with screws and
washers (2 ea.)
(b) Connect the transducer to the static system by sliding the flexible hose over the hose
barb. Then position and tighten Ty-Rap.
(c) Connect the autopilot harness.
(d) Perform Post-Maintenance Operational Checkout, above.

PAGE 8
Sep 30/06 22-10-00 2G18

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

PITOT STATIC LINE - FLIGHT DIRECTOR (STEERING HORIZON)

- HSI
TRANSDUCER
TRIM / MASTER ANNUNCIATOR SWITCH
ANNUNCIATOR
ALTITUDE SELECTOR / ALERTER
(OPTIONAL)
INSTR PANEL (REF.)

LOOKING DOWN, PROGRAMMER / COMPUTER

BELOW
CONTROL WHEEL

A
B
TURN & BANK

FLAP COMPENSATOR
PARALLEX POTENTIOMETER,
FLIGHT DIRECTOR

ROLL SERVO

TRIM SERVO

UP
FWD
HORN
UP
AFT

ANTENNA
COUPLER
TRIM RADIO MASTER RELAY
MONITOR GROUND
CLEARANCE
RELAY A/C RELAY
(OPTIONAL)

LA
N
P DIN
LIGULS G /
VIEW A RE HT E
LA S
Y
LOOKING OUTBOARD
(GB1)
PULSE
LIGHT
ASSY
(GB2)

PITCH SERVO RELAY CABLE ASSEMBLY

(OPTIONAL DUAL TRIM SWITCH INSTL)

VIEW B
LOOKING OUTBOARD
Effectivity
Component Locator 3246126 and up
Figure 2 3257076 and up

2G19 22-10-00 SepPAGE 9

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

M. Roll Servo (See Figures 2 and 3.)

The roll servo is mounted underneath the right aft facing passenger seat or the entertainment
cabinet, whichever is installed. A bridle cable and clamps attach the servo capstan to the aileron
balance cable.
(1) Removal
(a) Remove the aft facing passenger seat or entertainment cabinet, whichever is installed.
(b) Remove adjacent carpet.
(c) Remove screws securing floor panel and remove panel.
(d) Disconnect autopilot harness.
(e) Remove nuts and bolts (2 ea.) securing each cable clamp (2) and remove cable clamps
from aileron balance cable and autopilot bridle cable.
(f) Remove nuts and bolts (4 ea.) and washers (8 ea.) securing roll servo to mounting
bracket and remove roll servo with attached bridle cable.
(2) Installation
(a) Rig ailerons per Aileron Control Rigging and Adjustment, 27-10-00.
(b) Place the control column tee bar in full forward position and secure by use of a suitable
tool or by placing weights on the aft side of the stabilator, if stabilator cables have been
previously tensioned.

FUEL SELECTOR CABLE .005 MIN. GAP BETWEEN CLAMP

VALVE (REF.) CLAMP HALVES AFTER TORQUING

AILERON TORQUE CLAMP BOLTS

BALANCE TO 55 ± 5 IN. LBS.
CABLE
DETAIL A

AILERON
BALANCE
CABLE
LOOKING DOWN
ROLL SERVO

FUEL LINE (REF.) BRIDLE CABLE

CABLE CLAMP AN3-5A BOLT (4 REQ'D.)

(LEFT SHOWN, RIGHT OPPOSITE) NAS1149F0363P WASHER (8 REQ'D.)
(SEE DETAIL A) NAS679A-3W NUT (4 REQ'D.)

Effectivity
3246126 and up Roll Servo Installation
3257076 and up Figure 3

PAGE 10
Sep 30/06 22-10-00 2G20

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(c) Lock the ailerons in neutral (i.e. - aligned with flaps) position using a suitable contour
fixture at the inboard ends of the ailerons and the outboard ends of the flaps. Verify
control wheels are centered and secure in that position.
(d) Remove screws (4) and remove capstan cover and cable guards from servo.
(e) Adjust roll servo clutch torque per Servo Clutch Torque Adjustment, below.
(f) Wrap autopilot bridle cable, align capstan, and and tighten center-ball setscrew as shown
in Figure 4.
(g) Replace cable guards and capstan cover, secure with screws (4).
(h) Position servo as shown in Figure 3 and install and secure nuts (4 ea.) , washers (8 ea.) ,
and bolts (4 ea.) holding servo to mounting bracket.
(i) Position cable clamps (2) as shown in Figure 3 and tighten nuts and bolts (2 ea.). Adjust
cable clamps in or out along the aileron cable to obtain a bridle cable tension of 15 + 10, -2
lbs (System 55X) or 15 ± 2 lbs (System 55). Torque cable clamp bolts to 55 ± 5 in. lbs.
(j) Remove the locking fixtures at the inboard ends of the ailerons. Aileron neutral (i.e. -
aligned with flaps) position should be maintained with the control wheels in neutral. A
droop of 1/8 inch is allowable.
(k) Remove the control wheel/tee bar locks. Check to insure that the left aileron up and right
aileron down stops are contacted simultaneously and vice versa. Adjust stops as required.
(l) Rotate the left (pilot's) control wheel in each direction until the bellcranks contact the
stops. The sprocket stops on the tee bar shall not be contacted until additional “override"
movement (cushion) of the wheel occurs. A "cushion" on 0.030 to 0.040 inches is to be
maintained as measured between the sprocket pin and adjustable control wheel stop
bolts.

WRAP 540° AND OUTBOARD

BRIDLE CABLE

WRAP 540° AND OUTBOARD

ROLL SERVO
BASE PLATE (REF.)

POSITION OF BRIDLE CABLE CENTER BALL WITH

LOOKING FORWARD, AILERON IN NEUTRAL POSITION. DEPRESS CENTER
CAPSTAN COVER & CABLE GUARDS REMOVED FOR CLARITY. BALL TO BOTTOM OF HOLE & TIGHTEN SETSCREW.

Effectivity
Roll Servo Capstan Wrapping 3246126 and up
Figure 4 3257076 and up

2G21 22-10-00 Sep

PAGE 11
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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(m) Place the ailerons in the neutral (aligned with the flaps) position. For each aileron, from
the neutral position, check that the "up" travel and the "down" travel are within the limits
shown in Figure 27-10:
1 Center bubble of a protractor over surface of aileron at neutral position. Note reading.
2 Move aileron full up and down. Check degree of travel in each direction. Degree of
travel on protractor is determined by taking the difference between protractor reading
at neutral and up, and neutral and down. Bubble must be centered at each reading.
When measuring "down" travel from the neutral position, a light "up" pressure shall
be maintained at the center of the aft edge of the aileron. When measuring "up"
travel from the neutral position, a light "down" pressure shall be maintained at the
center of the aft edge of the aileron (at the "up" position only), just sufficient to
remove the slack between the bellcrank and the aileron. Total free play measured at
the aileron trailing edges shall not exceed 0.120 inches.
(n) If steps (10) thru (13), above, reveal the aileron controls out of rig, repeat steps (1) thru
(9).
(o) Connect autopilot harness.
(p) Check aileron controls for free and correct movement.
(q) Perform Post-Maintenance Operational Checkout, above.
(r) Replace floor panel and secure with screws.
(s) Replace carpeting.
(t) Replace the aft facing passenger seat or entertainment cabinet, whichever was installed.
N. Trim Servo (See Figures 2 and 5.)
The trim servo is located on the centerline just aft of the cabin rear closeout panel. The left
stabilator trim cable wraps around the servo idler pulley and servo capstan.
(1) Removal
(a) Remove rear seats. Remove cabin rear closeout panel. Remove baggage compartment
carpet and floor.
(b) Tie a pull rope to the left trim cable exposed beneath the baggage compartment floor and
tie-off the pull rope to structure aft.
(c) Tie a pull rope to the left trim cable aft of the turnbuckle in the rear fuselage aft of the trim
servo and tie-off the pull rope to structure forward.
NOTE: The pull ropes apply tension to the trim cables to prevent the cables from
unwrapping from the trim wheel drum or the trim barrel, and to prevent the cables
from fouling at any of the pulleys.
(d) Slack-off the turnbuckle in the left trim cable segment aft of the trim servo sufficient to
relieve tension on the left trim cable as it wraps around the trim servo idler pulley and
capstan.
(e) Disconnect the autopilot harness.
(f) Remove the capstan cover and cable guards (4) by removing the retaining screws (4).
(g) Remove the bolt, nut, and washer securing the idler pulley to the trim servo baseplate and
mounting bracket and remove the idler pulley components.
NOTE: The idler pulley breaks down into the following components upon removal of the
bolt, above: mounting plate/cable guard assembly, idler pulley, and two washers.
(h) Remove the remaining bolts, nuts, and washers (3 ea.) securing the trim servo to its
mounting bracket and remove the trim servo.

PAGE 12
Sep 30/06 22-10-00 2G22

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

NUT, NAS679A-3W
IDLER PULLEY
SPACER WASHER, NAS1149F0363P
CABLE GUARDS TRIM SERVO BASEPLATE (REF.)
WASHER, NAS1149C0632R
BRACKET (REF.)
MOUNTING PLATE WASHER, NAS1149F0363P
STAR WASHER, WASHER, NAS1149C0632R
AN936-A4 (6 REQ'D.)

BOLT, AN3-14A
SCREW IDLER PULLEY BUILDUP DETAIL

SEE DETAIL
FOR BUILD-UP LEFT STABILATOR TRIM CABLE

.15
TRIM SERVO

BOLT, AN3-5A (3 REQ'D.)

WASHER, NAS1149F0363P (6 REQ'D.)
RIGHT NUT, NAS679A-3W (3 REQ'D.)

FWD

LOOKING DOWN AT TRIM SERVO INSTALLATION

LEFT STABILATOR TRIM CABLE

BAGGAGE COMPARTMENT
FLOOR (REF.)

UP
TRIM SERVO

FWD

LOOKING INBOARD
AT TRIM SERVO INSTALLATION
BULKHEAD F.S. 187.834

Effectivity
Trim Servo Installation 3246126 and up
Figure 5 3257076 and up

2G23 22-10-00 Sep

PAGE 13
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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(2) Installation
(a) Adjust trim servo clutch torque per Servo Clutch Torque Adjustment, below.
(b) With the capstan cover and cable guards removed, position the trim servo as shown in
Figure 5. Secure with bolts, nuts, and washers (3 ea. - i.e. - aft two and forward left).
(c) Assemble the idler pulley cable guards (3) to the mounting plate with screws (1 ea.) and
star washers (2 ea.). Place the center bolt through the mounting plate/cable guard
assembly and slide a washer over the threaded end and up against the mounting plate.
Set the mounting plate/cable guard/bolt assembly aside.
(d) Drape the slack left trim cable over the servo capstan.

CAUTION: IN STEPS (e) THRU (i), BELOW, USAGE OF LEFT AND RIGHT IS RELATIVE
TO THE VIEW OF THE TECHNICIAN IN THE CABIN BAGGAGE AREA
LOOKING AFT, EXCEPT WHERE AIRPLANE COMPONENT PARTS ARE
SPECIFICALLY NAMED.
(e) Place thumb and forefinger on top of the capstan over the trim cable in its groove.
Pressing the trim cable into its groove, slide thumb and forefinger down around opposite
sides of the servo capstan and pull the trim cable slack towards you and to your left.
(f) Holding the trim cable in that position, install the capstan cover and cable guards as
shown in Figure 5.
(g) Hold the idler pulley aft of the trim servo and to the right of the airplane's left trim cable.
Move the idler pulley left to the left trim cable and capture the trim cable in the bottom
cable groove on the left of the idler pulley.
(h) Keeping the trim cable in the bottom groove, slide the idler pulley forward along the trim
cable, left of the servo capstan, and bring it approximately to its installed position (See
Figure 5). At this point, the aft portion of the trim cable should be routed left, around the
front, and to the right of the idler pulley and to the left, around the rear, and to the right of
the capstan.
(i) Holding the idler pulley in this position, reach down and pull the forward portion of the trim
cable over the idler pulley and seat it in the top cable groove on the idler pulley. The left
trim cable should now be routed as shown in Figure 5.
(j) Place the spacer inside the idler pulley.
(k) Position the mounting plate/cable guard/bolt assembly as shown in Figure 5 and slide the
bolt through the spacer inside the idler pulley.
(l) Place a washer over the bolt end and put the bolt through the trim servo mounting bracket
and baseplate. Secure with a nut and washer, taking care to ensure that the cable guards
are positioned, and the left trim cable is routed, as shown in Figure 5.
(m) Take up the slack in the left trim cable with the turnbuckle and remove the pull ropes.
(n) Rig stabilator trim per Stabilator Trim Rigging and Adjustment, 27-30-00.
(o) Connect the autopilot harness.
(p) Perform Post-Maintenance Operational Checkout, above.
(q) Check elevator trim controls for free and correct movement.
(r) Reinstall baggage compartment floor and carpet, and cabin rear closeout panel.
(s) Reinstall rear seats.

PAGE 14
Sep 30/06 22-10-00 2G24

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

O. Pitch Servo (See Figures 2 and 6.)

The pitch servo is located in the aft fuselage just aft of F.S. 259.00. A bridle cable and clamps attach
the servo capstan to the upper and lower stabilator cables.
NOTE: The bridle cable routing, pulley buildup, and capstan wrapping and alignment differ
between the System 55 / early System 55X (see Figure 6, Sheet 2) installations and
current System 55X (see Figure 6, Sheet 1) installations.
(1) Removal
(a) Attach a tail stand under the tail skid.
(b) Remove the cabin rear closeout panel.
(c) Crawl into the tailcone until the pitch servo is accessible.
(d) Disconnect autopilot harness.
(e) Remove nuts and bolts (2 ea.) securing each cable clamp (2) and remove cable clamps
from upper and lower stabilator cables and autopilot bridle cable.
(f) Remove cotter pin from bridle cable pulley and pull upper portion of bridle cable free of
the pulley.
(g) Remove nuts and bolts (4 ea.) and washers (8 ea.), securing pitch servo to mounting
bracket and remove pitch servo with attached bridle cable.
(2) Installation
NOTE: The bridle cable routing, pulley buildup, and capstan wrapping and alignment differ
between the System 55 / early System 55X (see Figure 6, Sheet 2) installations and
current System 55X (see Figure 6, Sheet 1) installations.
For enhanced accessibility, the early System 55X installations (S/N’s listed below) can
be upgraded to the current System 55X configuration by replacing the following parts:
HP S/N’s 3246182 thru 3246204 only; and,
TC S/N’s 3257199 thru 3257296 only
Original Factory Installed Part Authorized Field Replacement Part
Bridle Cable S-TEC P/N 7002-7 S-TEC P/N 7002-48
Spacer S-TEC P/N 44234 S-TEC P/N 4407-14
Washer N/A NAS1149F0363P
(a) Rig stabilator controls per Stabilator Controls Rigging and Adjustment, 27-30-00.
(b) Remove screws (4) and remove capstan cover and cable guards from servo.
(c) Adjust pitch servo clutch torque per Servo Clutch Torque Adjustment, below.
(d) Wrap autopilot bridle cable, align capstan, and tighten center-ball setscrew as shown in
Figure 6.
NOTE: The capstan is wrapped and aligned differently on the System 55 (see Figure 6,
Sheet 2) and System 55X (see Figure 6, Sheet 1). Verify serial number effectivity for
your airplane.
(e) Replace cable guards and capstan cover, secure with screws (4).
(f) Position pitch servo as shown in Figure 6 and secure with bolts, nuts, and washers (4 ea.)

2H1 22-10-00 Sep

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30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

BRACKET
(REF.)
WRAP LONG END 405° AND
OVER PULLEY. BRACKET MS27039-0807 SCREW (2 REQD)
NAS1149FN832P WASHER (2 REQD)
MS21042-08 NUT (2 REQD)
UP
WASHER * NAS679A3W NUT
(NAS1149F0363P)

AFT COTTER PIN

BOLT AN3-12A
WASHER
PULLEY

WRAP SHORT END SPACER *

360° AND FWD. (S-TEC P/N 4407-14)

POSITION OF BRIDLE SPACER PULLEY BUILD-UP DETAIL

CABLE CENTERBALL
WITH STABILATOR
CONTROLS IN
NEUTRAL POSITION. WRAPPING CAPSTAN * FOR HP S/N'S 3246182 THRU 3246204 AND TC S/N'S 3257199 THRU 3257296 ONLY,
DEPRESS CENTERBALL THESE ARE REPLACEMENT PARTS TO UPGRADE TO CURRENT CONFIGURATION.
(CAPSTAN COVER AND CABLE
TO BOTTOM OF HOLE IF USING ORIGINAL FACTORY INSTALLED PARTS, BUILDUP PULLEY,
GUARDS REMOVED FOR CLARITY)
AND TIGHTEN SET SCREW. WRAP AND ALIGN CAPSTAN, AND ROUTE BRIDLE CABLE SOLELY AS SHOWN IN
FIGURE 6, SHEET 2.

UP

AFT

UPPER STABILATOR CABLE

STABILATOR MASS CABLE CLAMP

BALANCE WEIGHT
(REF.)

SEE DETAIL
FOR BUILD-UP
COTTER PIN

BRIDLE CABLE *
(S-TEC P/N 7002-48)

AN3-5A BOLT (4 REQD)

NAS1149F0363P WASHER (8 REQD)
NAS679A-3W NUT (4 REQD)

PITCH
PITCH SERVO
SERVO CABLE CLAMP

UP

LOWER STABILATOR CABLE

LEFT
OUTBD
LOOKING OUTBOARD LOOKING AFT OF BULKHEAD F.S. 259.00
BULKHEAD - F.S. 259.00
Effectivity
3246182 and up Pitch Servo Installation
3257199 and up Figure 6 (Sheet 1 of 2)

PAGE 16
Sep 30/06 22-10-00 2H2

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

POSITION OF BRIDLE CABLE CENTER BALL

SCREW, MS27039-0807 (2 REQ'D)
WITH STABILATOR CONTROLS IN FULL DOWN
WASHER, NAS1149FN832P (2 REQ'D)
POSITION. DEPRESS CENTER BALL TO
NUT, MS21042-08 (2 REQ'D)
BOTTOM OF HOLE AND TIGHTEN SETSCREW.

BRACKET
WRAP LONG END
600° AND UP. PULLEY
30°
NUT, MS21042-3
COTTER PIN

BOLT, AN3-12A WASHER, S-TEC

UP
WRAP SHORT END SPACER
200° AND AFT. (S-TEC P/N 44234)

AFT SPACER

PULLEY BUILD-UP DETAIL

WRAPPING CAPSTAN
(CAPSTAN COVER AND CABLE
GUARDS REMOVED FOR CLARITY)

CABLE CLAMP

STABILATOR MASS
BALANCE WEIGHT
(REF.)
UPPER STABILATOR CABLE

SEE DETAIL
FOR BUILD-UP UP
UP

COTTER PIN LEFT

OUTBD
AFT

BOLT, AN3-5A (4 REQ'D) BRIDLE CABLE

WASHER, NAS1149FO363P (8 REQ'D) (S-TEC P/N 7002-7)
NUT, MS21042-3 (4 REQ'D)

PITCH
SERVO
CABLE CLAMP PITCH
SERVO

LOWER STABILATOR CABLE

LOOKING OUTBOARD LOOKING AFT OF BULKHEAD F.S. 259.00

BULKHEAD F.S. 259.00

Effectivity
Pitch Servo Installation 3246126 thru 3246181
Figure 6 (Sheet 2 of 2) 3257076 thru 3257198

2H3 22-10-00 Sep

PAGE 17
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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(g) Lead upper portion of bridle cable through pulley as shown in Figure 6. Reinstall cotter
pin.
NOTE: The bridle cable is routed differently on the System 55 (see Figure 6, Sheet 2) and
System 55X (see Figure 6, Sheet 1). Verify serial number effectivity for your airplane.
(h) Position cable clamps (2) as shown in Figure 6 and tighten nuts and bolts (2 ea.). Adjust cable
clamps in or out along the stabilator cables to obtain a bridle cable tension of 15 ± 2 lbs
(System 55) or 15 + 10, -2 lbs (System 55X). Torque cable clamp bolts to 55 ± 5 in. lbs.
(i) Connect autopilot harness.
(j) Perform Post-Maintenance Operational Checkout, above.
(k) Check stabilator controls for free and correct movement.
(l) Reinstall and secure the cabin rear closeout panel.
(m) Remove tail stand.
P. Servo Clutch Torque Adjustment (See Figure 7 and Chart 1.)
(1) Remove servo per instructions under specific servo, above.
(2) Place servo in a holding fixture (i.e. - vice) with capstan up.
(3) Remove capstan cover, cable guards, and cable.
(4) Check capstan torque by attaching the capstan adjusting tool (special tool - see parts catalog)
to the capstan and using a currently calibrated torque wrench as shown in Figure 7.
(a) Acceptable torque is specified in Chart 1.
(b) If adjustment is required, proceed as follows.
(5) Remove cotter pin from end of servo shaft and remove castle nut, shim washers, and tension
washers.
(6) Replace tension washers as required (see Chart 1).
(7) Replace shim washers and castle nut.
(8) Tension castle nut so that capstan torque is as specified in Chart 1.

CHART 1
SERVO CLUTCH TORQUE
TORQUE (In. Lbs.) WASHERS REQUIRED
SERVO System 55 System 55X System 55 System 55X
Roll 40 ± 2 40 ± 2 One .032; Two .040 One .032; Two .040
Pitch 44 ± 2 44 ± 2 One .032; Two .040 One .032; Two .040
Trim 20 ± 2 27 ± 2 Two .040 Three .032

PAGE 18
Sep 30/06 22-10-00 2H4

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

SCREW (4 REQ'D.)

WASHER (4 REQ'D.)
AN936-A4
CAPSTAN COVER

TORQUE WRENCH

S-TEC TOOL
(SEE PARTS CATALOG)

CASTLE NUT
AN320-5 COTTER PIN
MS24665-3 (1/16)
SHIM WASHER (MIN. 1 REQ'D.)
CAN BE USED IN ANY COMBINATION TO
ALIGN COTTER PIN WITH SHAFT HOLE

TENSION WASHERS
S-TEC P/N 1253 (.032, RED) AND/OR
S-TEC P/N 1253-1 (.040, BLUE)
AS REQ'D. - SEE CHART 1.

CABLE GUARD (4 REQ'D.)

SERVO

Effectivity
Servo Clutch Torque Adjustment 3246126 and up
Figure 7 3257076 and up

2H5 22-10-00 Sep

PAGE 19
30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Q. Flap Compensator (See Figure 8.)

A flap compensator potentiometer is mounted underneath the right aft facing passenger seat or the
entertainment cabinet, whichever is installed. The pot is mounted on a bracket just aft of the wing
spar box and outboard of the fuel selector valve. The arm of the pot is linked to the flap torque tube
by a cable assembly.
(1) Adjustment
(a) With flaps in the full up position and set screw loose, turn A/P master switch ON.
(b) Connect a digital voltmeter (3 1/2 digit) between airframe ground and center terminal
(wiper) of potentiometer (pot).
(c) Turn pot shaft clockwise to stop. Voltmeter should read 5.00 vdc.
(d) Turn pot shaft slowly counter-clockwise until voltage just starts to decrease from 5.00
volts.
(e) Tighten set screw and recheck wiper voltage for 4.95 to 5.00 vdc.

FUEL SELECTOR VALVE (REF.)

FWD HYDRAULIC LINES (REF.)

RIGHT NUT, MS21042-06

OUTBD
ARM
WASHER, NAS1149FN632P

BRACKET
SETSCREW

SPACER
SPRING
CABLE ASSY.
POTENTIOMETER
SCREW, MS35206-230

DETAIL A

SCREW, MS35206-230

LOOKING DOWN
CABLE ASSY.

SPACER
POSITION WITH
FLAPS RETRACTED SEE DETAIL A

ARM
ROLL SERVO MOUNTING BRACKET (REF.)
60°
WASHER, NAS1149FN632P

NUT, MS21042-06
CABLE ASSEMBLY
DETAIL B

HYDRAULIC LINES (REF.)

FLAP TORQUE
TUBE (REF.)

SEE DETAIL B
UP FUEL LINE FROM RIGHT WING ARM

FWD

LOOKING INBOARD

Effectivity
3246126 and up Flap Compensator Installation
3257076 and up Figure 8

PAGE 20
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CHAPTER

23
COMMUNICATIONS

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LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

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CHAPTER 23 - COMMUNICATIONS

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

GENERAL 23-00-00 1 2H15

Radio Master Switch 1 2H15

AUDIO INTEGRATING 23-50-00 1 2H17

GMA-340 1 2H17
Removal and Installation 1 2H17
System Functional Test 1 2H17
Adjustment 3 2H19

STATIC DISCHARGING 23-60-00 1 2H23

Static Wicks 1 2H23
Bonding Straps 1 2H23

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GENERAL

Radio Master Switch (See 91-23-00, Figure 1.)

A separate master switch for the radios is located in the switch panel in the center of the instrument
panel. Both this switch and the battery master switch must be “ON” for the radios to operate.

MAIN AVIONICS
BUS BUS
A3 A4
PR1A 10 PR1B 10

PR2A 20

X1
RADIO
MASTER
X2 RELAY
PR2B 20

6 4
ON OFF
RADIO
5 MASTER
SWITCH

Radio Master Switch Schematic

Figure 1

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AUDIO INTEGRATING

WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING

OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
GMA-340
The Garmin GMA-340 Audio Panel is installed as standard equipment in HP S/N’s 3246182 and up; and
TC S/N’s 3257199 and up. It integrates the audio switching, amplifier, and intercom system with a marker
beacon receiver. Maintenance of the GMA-340 is “on condition” only and, with the exception of swapping
complete units, should be performed only by a qualified avionics shop in accordance with the GMA-340
Audio Panel Maintenance Manual (Garmin P/N 190-00149-02).
Information provided in this manual is intended to aid the removal and installation of the GMA-340 unit
and its associated wiring and to permit basic system functional test and adjustment.
A. Removal and Installation (See Figure 2.)
See Rack-Mounted Avionics, Removal and Installation, 39-10-00.
B. System Functional Test (See Figure 1.)
(1) On Ground
The following known good equipment is required prior to performing this test: microphone,
headset, speaker and avionics receivers.
(a) Lamp Test
1 Apply power to the unit by rotating the pilot intercom knob clockwise.
2 The test button checks the internal LED annunciator and marker beacon lamps.
Press TEST to confirm operation of the LED’s. Cover the photocell with a finger and
observe that the LED annunciators dim automatically. Check the front panel back-
lighting and dimming function. Each annunciator contains a lamp for illumination.
(b) Fail-safe Operation Check
1 Turn the unit off by rotating the pilot intercom knob counterclockwise.
2 Check fail-safe operation by exercising the COM 1 microphone, microphone key and
audio over the headphones.
3 Turn the unit back on to continue testing.

GARMIN GMA 340

A OM MKR
MUTE
COM1 COM2 COM3 NAV1 NAV2 DME ADF TEST

SQ HI SPKR PILOT SQ

LO COM1 COM2 COM3 COM

OFF/ CABIN AUDIO ICS ISOLATION VOL
VOL MIC MIC MIC 1/2 PULL
SENS PA CREW PASS
PILOT VOL CO-PILOT

Effectivity
GMA-340 Audio Panel 3246182 and up
Figure 1 3257199 and up

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101844 N GMA-340
P3402
55X AUTOPILOT COMPUTER P552
GNS-430 P3401
GNS-430 P551

BLACK WIRES
TO EXISTING TO EXISTING
GROUND BLOCK GROUND BLOCK
CONNECTORS CONNECTORS

JB1 THRU JB6 (REF)

PRIMARY FLIGHT DISPLAY

R
JB7 THRU JB12 (REF)
COM1, ANT
P43022
GPS1, ANT ATTITUDE
NAV1, COUPLER
GS1, COUPLER P43062
HORIZON
MULTI-FUNCTION DISPLAY P43012
MIC KEY WIRES TO
COM2, ANT P43022
CONTROL WHEEL CONN.
GPS2, ANT CW15H22 TO PIN 1,
NAV2, COUPLER CW16H22 TO PIN 2
ADF (OPTIONAL) P43062 AIRSPEED
GS2, COUPLER
P43012

J5/P5
CO-PILOT CONTROL P1061
BLOWER WHEEL WIRING
ADF IND VERTICAL
(OPT) SPEED PHONE
GI-106A CDI
IND-450 (OPT)
PHONE (OPT)
CB33

P4502 GTX-330 MIC

R
CB51 CB50 CB49 CB48 CB47 CB46 CB45 CB44 CB43 CB42 CB41 CB38 CB36 CB35
GEAR OXY
(OPT) TRANSPONDER P3301
MIC (OPT)

CONNECTOR
P-3202 "SPKR" MATES
(OPTIONAL) (REF) 3246218 & UP FROM XPDR ANTENNA
WITH CABIN
SPEAKER PLUG
3257339 & UP CONN P350P1 TO AK-350
ALTITUDE ENCODER

105304 C BLACK WIRE TO GROUND

BLUE WIRE TO DIM BUS
AUDIO PANEL COAX CABLE
340P1 J1
340P2
P1

CO-PILOT CONTROL P3201, PART OF

5 AMP WHEEL WIRING COMPASS HARNESS
P3208 CIRCUIT BREAKER MATES WITH CABIN
(AUDIO AMP POSITION) SPEAKER PLUG
J3208 J3201, PART OF
WIRE RP7A20 FROM MATES WITH COMPASS HARNESS
GND CLEARANCE RELAY CLOCK HARNESS
TO PASSENGER
WIRES RP7 TO RP7B20 FROM MIC KEY WIRES TO 1 MIC, PHONE & AUX
GND CLEARANCE RELAY CONTROL WHEEL CONN MUSIC INPUT JACKS
TO PASSENGER 3246182 & UP & AUX MUSIC INPUT JACKS
MIC & PHONE JACKS 3257199 & UP
Avionics Installation
Figure 2

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(c) Transceiver Operational Check

1 Perform a ramp test radio check by exercising the installed transceivers, microphone,
microphone key and audio over the headphones and speaker.
2 Verify that communications are loud and clear and push-to-talk (PTT) operation is
correct.
(d) Intercom System (ICS) Check
1 Set the intercom to the ALL mode (Crew and Pilot LED’s off).
2 Plug in headsets at each ICS position.
3 Adjust squelch and volume for each position and verify that the ICS is working
properly.
4 Check Pilot and Copilot ICS positions for isolation and proper operation of volume
and squelch controls.
5 Press the PA button. Verify that microphone audio is heard over the speaker.
(e) Aircraft Receivers Check
1 Select the audio source corresponding to each installed avionics unit and check for
audio over the headsets.
2 Check for Pilot/Copilot audio isolation when pressing the COM 1/2 button.
3 Press the SPKR button and verify that any selected audio is heard over the speaker.
(f) Music System Check
Connect a stereo music source to MUSIC 2. Press the CREW button to set the ICS to the
crew mode. Verify that stereo audio is heard in the passenger headsets only.
(2) In Flight
Verify proper operation of the marker lamps and marker audio, including the marker audio
mute function. Check proper operation of the marker sensitivity selection (using the SENS
button) by flying towards the outer marker position initially using HI sensitivity. When the OM
audio is just barely audible in the headset, switching to LO sensitivity should reduce or
eliminate the audio.
C. Adjustment (See Figure 3.)
CAUTION: USE ONLY A 2 MM (MAX BLADE WIDTH) FLAT-BLADE NON-CONDUCTIVE SCREW
DRIVER AS AN ADJUSTMENT TOOL. BE CAREFUL WHEN INSERTING
ADJUSTMENT TOOL THROUGH THE TOP COVER. THE UNIT MAY BE DAMAGED
IF AN ADJUSTMENT TOOL IS ACCIDENTALLY FORCED AGAINST UNINTENDED
COMPONENTS OR CIRCUIT BOARD PATHS.
The following adjustments can be made through access holes in the top cover of the GMA 340:
(1) Marker beacon audio level.
Counter-clockwise adjustment increases the marker audio level.
(2) Marker beacon sensitivity.
Clockwise (CW) adjustment increases the sensitivity. LOW sensitivity can be adjusted without
affecting HIGH sensitivity setting. Adjusting HIGH sensitivity will, however, affect the LOW
sensitivity. If the HIGH sensitivity setting is adjusted, then the LOW sensitivity setting should be
checked and adjusted afterwards, as needed. If your GMA-340 top cover does not have the
marker beacon sensitivity adjustment access holes as indicated in Figure 3, and you need to
adjust the sensitivity, contact Garmin for instructions.

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(3) Aircraft radio speaker output level.

(4) Pilot PA microphone speaker output level.
(5) Copilot PA microphone speaker output level.

MARKER BEACON HIGH SENSITIVITY

MARKER BEACON LOW SENSITIVITY

PILOT PA MIC SPKR LEVEL AIRCRAFT RADIO SPKR LEVEL

CO-PILOT PA MIC SPKR LEVEL

MARKER BEACON AUDIO LEVEL

MUSIC 1 MUTE TRIP LEVEL

(NOT USED IN THIS INSTALLATION)

FRONT
(VIEW LOOKING DOWN)

Effectivity
3246182 and up GMA-340 Audio Panel Adjustments
3257199 and up Figure 3

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STATIC DISCHARGING

1. Static Wicks
A. Description
This airplane is equipped with seven (7) static wicks: one (1) on the inboard end of each aileron;
one (1) on each outboard end of the stabilator; one (1) on the left-hand side of the rudder at the
bottom; and one (1) in the center of each flap.
B. Inspection
Static discharging wicks must be inspected each 100 hours as follows:
(1) General appearance and physical condition.
(2) Security of attachment to airframe.
(3) Discharge points visible.
(4) Resistance (1.0 to 100 megohms, 500 to 1,000 volt megohmmeter).
(5) Base resistance to airframe (one (1) ohm maximum).
2. Bonding Straps
NOTE: Perform Electrical Bonding - On Condition Inspection, 51-80-00, whenever a bonding strap is
installed/reinstalled.
To aid in dissipating static electricity buildup the ailerons, stabilator, stabilator tab, and rudder are bonded
to either the control’s hinge or spar.
When replacing the jumper assemblies (bonding straps), secure the end of the jumper that mounts to
the control’s hinge or spar as follows:
A. Clean an area of 1 1/2 times the diameter of the jumper’s washer down to bare metal.
B. Attach the jumper and washer to the control’s hinge or spar.
C. Seal the cleaned area with waterborne, chromated, fluid resistant, epoxy primer (i.e. - PRC Desoto)
and acrylic lacquer.

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CHAPTER

24
ELECTRICAL POWER

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CHAPTER 24

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

24-List of 1 Sep 30/06 24-40-00 1 Sep 30/06

Effective Pages 2 Sep 30/06 2 Sep 30/06

24-Table of Contents 1 Sep 30/06 24-50-00 1 Sep 30/06

2 Sep 30/06 2 Sep 30/06
3 Sep 30/06
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24-30-00 1 Sep 30/06

2 Sep 30/06
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CHAPTER 24 - ELECTRICAL POWER

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

GENERAL 24-00-00 1 2I7

Description and Operation 1 2I7

DC GENERATION 24-30-00 1 2I9

Alternator System (90 Amp Electrosystems) 1 2I9
Description 1 2I9
Precautions 4 2I12
Troubleshooting 5 2I13
On Aircraft Checks 10 2I18
Visual Inspection 10 2I18
Ammeter Validity Test 10 2I18
Battery Supply Voltage Test 10 2I18
Voltage Output No-Load Test 10 2I18
Voltage Output Load Test 11 2I19
Alternator 13 2I21
Removal 13 2I21
Installation 13 2I21
Belt Tension Adjustment 13 2I21
Bench Tests 13 2I21
Rectifier Ground and Positive Diode Test 13 2I21
Stator Ground and Negative Diode Test 14 2I22
Field Circuit Open or Ground Test 14 2I22
Standby Alternator 15 2I23
Description 15 2I23
Troubleshooting 16 2I24
Inspection 16 2I24
Set Point Voltage Check 16 2I24
Overvoltage Test 20 2J4
Repair 20 2J4
Installation 21 2J5
Battery 22 2J6
Removal 22 2J6
Installation 22 2J6
Testing 23 2J7
Charging 23 2J7
Corrosion Prevention 24 2J8
Emergency Battery 25 2J9
Checking Voltage Regulator 25 2J9
14 Volt Regulator 25 2J9
28 Volt Regulator 26 2J10
Checking Overvoltage Relay 27 2J11
14 Volt Overvoltage Relay 27 2J11
28 Volt Overvoltage Relay 27 2J11

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CHAPTER 24 - ELECTRICAL POWER

TABLE OF CONTENTS (continued)

SUBJECT SECTION PAGE GRID NO.

EXTERNAL POWER 24-40-00 1 2J15

Description 1 2J15
Operation 1 2J15

ELECTRICAL LOAD DISTRIBUTION 24-50-00 1 2J17

Electrical System Component Loads 1 2J17
14 Volt Systems 2 2J17
28 Volt Systems 2 2J17

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GENERAL

This chapter contains instructions for correcting difficulties which may occur in the electrical system. It
includes a general description and function of each part of the system along with test and adjustments of
the various components.
Description and Operation
The electrical system is a 28-volt ( HP S/N's 3246018 & up and TC S/N’s 3257001 & up ), or
14-volt ( HP S/N's 3246001 thru 3246017 only ), direct current, single wire, negative ground system. All
electrical equipment is grounded to the metal structure of the airplane; therefore, the structure takes the
place of the second wire. A 24-Volt, or 12-volt, as appropriate, battery is incorporated in the
system to furnish power for starting and as a reserve power source in case of alternator failure. With the
exception of the starter, which receives its power direct from the load side of the battery, the
battery and alternator ( 90 Amp Electrosystems, Inc. ) are both connected to the bus bar, from which all
electrical equipment is powered. The battery master switch controls the battery relay. A ground
clearance switch is installed as standard equipment ( except in HP S/N's 3246001 thru 3246017 ) and
provides a direct circuit to COMM1, speakers, and radio accessories when switched ON. Otherwise, the
battery master switch must be on before any electrical equipment will operate. The airplane is equipped
with standard navigation lights, anti collision lights, and landing lights.

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D.C. GENERATION

1. Alternator System (90 Amp Electrosystems)

A. Description (Keyed to Figure 1.)
The principal components of the alternator are the front housing, fan and pulley, rear housing and
terminal identification, stator core and coil assembly, rotor core and coil, brushes and holder
assembly and rectifier assembly.
(1) The front housing is a die-cast aluminum part which meets design requirements for a
lightweight, non-magnetic material. This casting incorporates the bosses used to attach the
assembly to its mounting bracket. It also provides the supporting surface for the rotor shaft
front bearing and vendor identification data stamped into the front housing.
The fan and pulley are attached to the rotor shaft with a nut and lock-washer. The forward end
of the shaft is threaded to accept the nut.
(2) The rear housing is also a die-cast aluminum part which supports the rotor shaft rear bearing
and provides mounting bosses for the rectifier assembly. The housing contains the various
electrical connections and openings for cooling airflow. (Refer to Figure 2 for Terminal
identification.)
(3) The stator core and coil assembly consists of a number of steel stampings riveted together to
form the stator core which contains 36 equally spaced vertical slots to accommodate the stator
coil windings. (Refer to Figure 3.)
(4) The rotor core and coil assembly consists of the rotor shaft, two slip rings, two rotor halves and
the coil assembly. The shaft is supported at each end by bearings. The front bearing (ball-type)
is a slip fit on the shaft and is retained in the front housing with a retainer. The rear bearing
(needle-type) is pressed into the rear housing. The slip rings, core and coil assembly are
press-fitted to the shaft with a rotor half enveloping each end of the coil.
The rotor core and coil assembly turns inside the stator core and coil assembly with a very
narrow air gap between the two assemblies, thus developing maximum magneto induction.
(5) The brush and holder assembly is installed in a cavity inside the rear housing. The brushes
ride the surfaces of the slip rings on the rotor shaft under spring pressure and transmit field
current through their circuit to ground. One brush or field terminal is, therefore, insulated from
the housing.
(6) The rectifier assembly is located between the stator and the inside surface of the rear housing.
Attachment to the housing is made by means of mounting studs that protrude from the positive
and negative diode plates (heat sinks). The positive plate is insulated from the housing, and
the negative plate is grounded to the housing through the studs. The rectifier assembly has a
printed circuit board spaced away from the heat sinks. (Refer to Figure 3.)
The stator winding leads are soldered to integral terminals on the back of the circuit board. The
stator phase top is attached to the insulated stator terminal. The heat sinks are attached to the
circuit board with insulated spacers and roll pins maintaining the necessary separation
between the two assemblies. The diodes themselves are exposed. The rectifier assembly has
three diode plates connected to an AC potential. Each of the three plates is connected to one
of the three stator leads. Two steel conductor plates or “bus bars”, one positive and the other
negative, circle the diodes beginning at the BAT and GND terminal studs. The bus bars act as
termination points for collecting the DC current from the terminal wire of each diode. One
positive and one negative diode is soldered to each of three stamped aluminum plates to form
the plate and diode assemblies. The aluminum plates serve as heat sinks to cool the diodes by
providing increased surface area to the air flow through vent slots in the rear housing to the fan
at the front of the alternator.

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Exploded View of Electrosystems Alternator

Figure 1

Rear View and Terminal Identification

Figure 2

PAGE 2
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Internal Relationships of Alternator Components

Figure 3

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One plate and diode assembly is connected to each of the three leads to form the full wave
bridge rectifier. Diode terminal wires are connected to the bus bars by means of a flexible
connector wire. One diode is connected to the positive bus bar, and the other diode, on each
plate, is connected to the grounded or negative bus bar. (Refer to Figure 3.)
B. Precautions
Considerable time and expense can be saved observing the following precautions prior to
testing the charging system.
(1) Always disconnect the battery ground cable before disconnecting wiring or components of
system.
(2) Whenever the battery cables are connected and the BATT MASTR switch is ON, avoid
contacting alternator output terminal (BAT), because it is directly connected to the battery bus
voltage
(3) Never connect the battery ground cable until all system wiring connections and components
are complete.
(4) When adjusting belt tension, always apply force near pulley of the alternator to avoid damage
to stator and rectifier, or use a 1 1/8” open end wrench on the adjustment lug of the alternator
case casting.
(5) Never attempt to polarize the alternator. Polarizing is not applicable to alternator and could
damage the regulator.
(6) Observe polarity when installing a battery in aircraft. Reverse polarity will destroy the diodes in
alternator.
(7) Always connect a booster battery in parallel, negative to negative, positive to positive.
(8) Before disconnecting a booster battery, reduce engine speed to idle. Turn taxi light ON to
prevent a voltage surge that could destroy small light bulbs. Disconnect booster battery; turn
landing light OFF.
(9) Disconnect the battery ground cable before connecting a charger to the battery.
C. Troubleshooting
WARNING: ALL CHECKS AND ADJUSTMENTS OF THE ALTERNATOR AND/OR ITS
COMPONENTS SHOULD BE MADE WITH THE ENGINE STOPPED. TO COMPLETE
SOME CHECKS OR ADJUSTMENTS, IT WILL BE NECESSARY TO REMOVE
THESE UNITS FROM THE AIRPLANE AND PLACE ON A TEST STAND.
Typical electrical system problems are listed in Chart 1 along with their probable causes and
suggested remedies. The wiring diagrams included in Chapter 91 will give a physical breakdown of
the different electrical circuits used in the airplane.
After the trouble has been corrected, check the entire electrical system for security and operation of
its components.

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CHART 1 (Sheet 1 of 4)
TROUBLESHOOTING ALTERNATOR SYSTEM
Trouble Cause Remedy
Zero output indicated Open field circuit With the battery switch on
ammeter regardless of turned on, check for battery
rpm (refer to alternator voltage from the airplane’s
system test procedure) main bus through the entire
field circuit to the alternator
field terminal.
Measure the voltage from
the ground (-) to the
following points (+) in
sequence: bus bar, field
circuit breaker (5A), field
terminals of master switch
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, Chapter
91.)
Open output circuit. With the battery switch
turned on, check for battery
voltage from the airplane’s
main bus through the entire
output circuit to the
alternator battery post
Measure voltage from
ground (-) to the following
points (+) in sequence: bus
bar, output current limiter,
ammeter, and alternator
battery post. Interruption of
voltage through any of
these points isolates the
faulty component or wire
which must be replaced.
(See wiring schematic,
Chapter 91.)
Open circuit in alternator
output will usually burn out
ALT annunciator and the
50 ohm resistor. Check
5.0 amp in line fuse.

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CHART 1 (Sheet 2 of 4)
TROUBLESHOOTING ALTERNATOR SYSTEM
Trouble Cause Remedy
Zero output indicated on Open field winding Disconnect field terminal of
ammeter regardless of in alternator. alternator from field wiring
rpm (refer to alternator and check for continuity
system test procedure). from field terminal to
(continued) ground with ohmmeter
(20-100 ohms) depending
on brush contact
resistance.
CAUTION: TURN MAGNETO SWITCH TO OFF BEFORE TURNING PROP.
Pull propeller slowly by
hand turning alternator
rotor through 360 of travel.
If resistance is high, check
brushes for spring tension
and excessive wear and
replace if necessary. If
brushes are okay and field
reads open, replace
alternator.
Output indicated on Faulty voltage Start engine, turn on load
ammeter does not meet regulator. (ref. alternator test
minimum values specified procedure), set throttle at
in alternator system test 2300 rpm.
procedure. Check voltage at buss bar
( remove cigar lighter and
check from center contact
(+) to ground (-)). Voltage
should be 27.5 volts
minimum. If voltage is
below this value, replace
regulator.
High resistance connections Check visually for loose
in field or output circuit. binding posts at the various
junction points in system,
alternator battery post, lugs
on ammeter, connections
at voltage regulator, circuit
breaker, etc. (See wiring
schematic, Chapter 91.)
Examine crimped terminal
ends for signs of
deterioration at crimp or
strands of broken wire at
crimp. Tighten any loose
binding posts or replace
bad wire terminals.

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CHART 1 (Sheet 3 of 4)
TROUBLESHOOTING ALTERNATOR SYSTEM
Trouble Cause Remedy
Output indicated on Open rectifier. If any of the six rectifiers
ammeter does not meet pressed into the rear bell
minimum values specified housing of the alternator
in alternator system test open up internally, it will
procedure. (continued) result in a definite limitation
on the current that can be
drawn from the alternator.
After having checked the
previous causes of low
output it can be assumed
that a faulty rectifier exists.
See paragraph titled
Inspection and Testing of
Components.
Field circuit breaker trips. Short circuit in field Disconnect field wiring at
circuit. terminal of alternator. Turn
on master switch. If
breaker continues to trip,
disconnect each leg of field
circuit, working from
alternator towards the
circuit breaker until breaker
can be reset and will hold.
Replace component or wire
which was isolated as
defective. (See wiring
schematic, Chapter 91.)
Short circuit in field Disconnect field wiring at
winding of alternator. terminal of alternator.
Turn on master switch. Set
breaker, and if breaker fails
to trip, this isolates short
circuit to field of alternator
itself. Check brush holders
for shorting against frame.
If there are no obvious
signs of a physical short
circuit at field terminal or
brush holder, replace
alternator.

NOTE: Intermittent short circuit. Internal short circuit of the field can occur at various
positions of the rotor, therefore, reconnect field, reset breaker.

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CHART 1 (Sheet 4 of 4)
TROUBLESHOOTING ALTERNATOR SYSTEM
Trouble Cause Remedy
CAUTION: TURN MAGNETO SWITCH TO OFF BEFORE TURNING PROP.
Field circuit breaker trips. Short circuit in field Pull propeller slowly by
(continued) winding of alternator. hand turning alternator
(continued) rotor through 360 of travel.
Observe circuit breaker for
signs of tripping.
Ammeter indicates 60 amps Short to ground in alternator Check condition of teflon
at 1400 rpm and above, ALT output wiring insulators on feet of diode
annunciator light on. heat sink. When the
mounting screws are over
torqued they can cut
through insulators
causing a short-to-ground.
Check other wiring for
chafing, etc.
Excessive ammeter Excessive resistance Check all connections and
fluctuation. in field circuit. wire terminals in field circuit
for deterioration such as
loose binding posts, broken
wire strands at terminals,
etc. Tighten all
connections and replace
faulty terminals.
High field circuit If problem persists, jump
resistance. across the terminals of the
following components one
at a time until the faulty unit
is isolated.
a. Field 5-amp (alternator
circuit protector).
b. Alternator switch.
c. Overvoltage relay.
Defective voltage Replace voltage regulator.
regulator.
Faulty grounds. Completely clean all
corrosion from grounding
points.

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D. On Aircraft Checks
(1) Visual Inspection.
Prior to testing, perform a visual inspection of charging system components. What appears to
be a charging system problem can, in some instances, be traced to some of the relatively
simple discrepancies outlined here that are easily corrected.
(a) Proper belt tension. If alternator pulley wheel can be slipped on belt by hand the belt is
too loose or glazed. Replace or tighten belt per specification.
(b) Specific gravity of battery reading. A fully charged battery should read 1.275.
(c) Clean and tighten battery posts and cable clamps.
(d) Clean and tighten wiring connection at alternator.
(e) Clean and tighten wiring connections at regulator.
(2) Ammeter Validity Test.
With engine off, place BATT MASTR switch in the ON position. Switch landing light switch ON.
Ammeter should show discharge. If ammeter needle does not move:
(a) Check wiring connections at ammeter are tight and clean, or;
(b) Ammeter is defective. Replace ammeter.
(3) Battery Supply Voltage Test.
If airplane ammeter shows discharge with engine running, perform the following test before
checking alternator voltage output. The test will verify that battery voltage is being supplied to
regulator. Alternator cannot provide output unless field voltage is supplied.
(a) Disconnect connector at voltage regulator.
(b) Connect voltmeter positive lead to pin 1 of disconnected plug (B lead of regulator) and
negative lead to aircraft structure.
(c) Turn BATT MASTR and ALTR switches ON. Voltmeter should read battery voltage. If
voltage is not present:
1 Check continuity of wiring harness from regulator plug to alternator circuit breaker.
2 Ensure that alternator regulator circuit breaker is closed and not defective.
(4) Voltage Output No-Load Test.
Perform this test, as well as the following voltage output load test, whenever an overcharging
or undercharging condition is suspected. Make a visual check as previously outlined. Engine
should be at normal operating temperature .
(a) Connect voltmeter positive lead to positive battery terminal and negative lead to negative
battery terminal. Record Reading.
(b) Assure that all switches and lights are off, i. e., no load condition.
(c) Start engine and slowly increase speed to approximately 1500 rpm.
(d) Voltmeter reading should increase, but not more than 4 volts above voltage recorded in
step 1.
(e) If the voltage does not increase, or if the increase is within the 4 volt limit, proceed to
Voltage Output Load Test.

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(f) If voltage increase exceeds 4 volts, stop engine, and isolate overvoltage problem as
follows:
1 Disconnect regulator plug from regulator and repeat the test with plug disconnected.
2 Voltmeter should show no increase in voltage because excitation voltage to
alternator is cut-off. Replace regulator.
3 If voltage increases, with the regulator plug disconnected, excitation voltage is being
supplied to alternator field by a short circuit. Isolate and check continuity of wiring
harness. Repair or replace.
(5) Voltage Output Load Test
This test will determine if there is an undercharge condition.
(a) Connect regulator plug.
(b) Connect voltmeter to negative and positive post of battery. Record voltage reading.
(c) Turn off all accessory switches. Open circuit breakers where switches do not control
circuits.
(d) Start the engine. Apply a load by turning on the landing light.
(e) Slowly increase engine speed to 1500 rpm.
(f) Voltage reading should increase a minimum of 0.5 volt above previous reading.
(g) Turn off landing light and shut down engine.
(h) If voltage fails to increase a minimum of 0.5 volt, position alternator switch to OFF. An
under voltage condition exists. Proceed as follows to isolate problem.
1 Disconnect regulator plug and install a jumper from positive terminal of battery to pin
2 (F pin of regulator plug).
CAUTION: DO NOT OPERATE ENGINE MORE THAN 2 MINUTES WITH
JUMPER INSTALLED. DAMAGE TO COMPONENTS OF ELECTRICAL
SYSTEM COULD OCCUR.
2 Start engine. Turn ALTR switch on. Apply electrical load by turning landing light on.
Slowly increase engine speed to determine that voltage obtained in step (b)
increases. Stop rpm increase when voltage measures 0 volts.
3 Voltage reading at battery should increase above previous reading a minimum of 0.5.
4 Turn landing light off Turn ALTR switch off. Shut down engine. If the increase in
voltage reading is still less than 0.5 volt, the problem is in the wiring harness or
alternator.
5 To isolate the wiring harness, remove jumper end from the voltage regulator plug and
connect it to the FLD pin of the alternator (plug removed).
6 Leave alternator regulator plug disconnected.
7 Start engine. Turn ALTR switch on. Apply electrical load by turning taxi and landing
lights on. Slowly increase engine speed to determine that voltage of step (b)
increases. Stop rpm increase when voltage measures 0.0 volts. Observe 2 minute
operation caution.
a If the voltage increase is now a minimum 0.5 volt, fault is wiring harness. Repair
or replace harness.
b If the voltage increase is still below 0.5 volt, fault is in alternator. Remove
alternator from aircraft for bench test.

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Rectifier Ground and Positive Diode Test

Figure 4

Stator Ground and Negative Diode Test

Figure 5

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2. Alternator
A. Removal
The alternator is factory-installed by the engine manufacturer (Lycoming) using Lycoming mounting
brackets. Removal and installation instructions may be found in the appropriate vendor service
publication or in the instructions / drawings for Lycoming Kit No. 05J22487.
B. Installation
The alternator is factory-installed by the engine manufacturer (Lycoming) using Lycoming mounting
brackets. Removal and installation instructions may be found in the appropriate vendor service
publication or in the instructions / drawings for Lycoming Kit No. 05J22487.
With a belt installed, align alternator idler pulley in the belt plane by adding or removing shims
between the alternator mounting ears and the alternator mounting bracket. (See 21-50-00, Figure
14.)
C. Belt Tension Adjustment
(1) Loosen bottom mounting bolt and belt adjusting bolt. Adjust alternator belt tension by
applying pressure to the adjusting lug of alternator with a one-inch open end wrench. Use a
calibrated belt tension gauge to adjust a new belt to 90 - 120 pounds of static tension. Run in
for 15 minutes. If tension falls below 50 lbs., re-tension to 70 lbs.
CAUTION: IF AIR CONDITIONER IS OPERATED ON THE GROUND FOR
SERVICING, CLEAR TEST AREA OF ANY LOOSE OBJECTS LYING ON RAMP.
ENSURE THAT A QUALIFIED PERSON IS AT THE AIRPLANE CONTROLS.
(2) Run engine 15 minutes at 1200 rpm.
(3) Shut down engine, remove engine cowling, and check both belt tensions.
(4) Check all idler and bracket bolts for safety. After tension is set and upper bolt safetied, tighten
lower mounting bolt 450 to 500 lb.-in. There should be no end play in alternator mount. Add
thin washers between alternator and mount to remove end play.
(5) Install engine cowling.
(6) Re-check tension every 100 hours or annual inspection, whichever comes first.
D. Bench Tests
The only equipment required to bench check the alternator is an ohmmeter. Zero ohmmeter when
each resistance setting is selected. Zeroing is accomplished by touching ohmmeter probes together
and adjusting zero knob to align meter on full scale reading.
(1) Rectifier Ground and Positive Diode Test (Refer to Figure 4.)
CAUTION: DO NOT USE DIGITAL OHMMETER FOR THIS TEST; IT WILL GIVE FALSE
INDICATIONS.
(a) Set the ohmmeter selector switch to resistance scale 10 and zero the meter.
(b) Attach one ohmmeter lead to BAT terminal and the other to the STA (Stator) terminal. A
reading of 60 ohms should be obtained. Reverse leads. An infinite (no needle movement)
should be obtained.
(c) A reading of 60 ohms or less in both directions indicates:
1 A defective positive diode.
2 A grounded positive diode plate.
3 A grounded alternator BAT terminal.
(d) Infinite reading (no needle movement) in both directions indicates an open STA terminal
connection.

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(2) Stator Ground and Negative Diode Test (Refer to Figure 5)

CAUTION: DO NOT USE DIGITAL OHMMETER FOR THIS TEST; IT WILL GIVE FALSE
INDICATIONS.
(a) Set the ohmmeter selector switch on resistance scale 10 and zero meter.
(b) Connect one lead to the “STA’’ terminal and the other lead to the GRD terminal. A reading
of approximately 60 ohms should be obtained. Reverse leads and check in opposite
direction. An infinite reading (no needle movement) should be obtained.
(c) A reading of 60 ohms or less in both directions indicates:
1 A defective negative diode.
2 A grounded positive diode plate.
3 A grounded alternator BAT terminal.
4 A grounded STA terminal.
5 A grounded stator winding (laminations grounded or windings grounded to front or
rear housing).
(d) Infinite readings (no needle movement) in both directions indicates an open STA terminal
connection.
(3) Field Circuit Open or Ground Test (Refer to Figure 6)
(a) Set ohmmeter selector switch to resistance scale one and zero meter.
(b) Connect one lead to the FLD terminal and the other lead to the GRD terminal.
(c) Spin alternator pulley and note ohmmeter reading. Meter should read between 4 and 200
ohms and fluctuate while rotor is turning.

Field Circuit Open or Ground Test

Figure 6

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(d) A reading lower than four ohms indicates:

1 A grounded positive brush.
2 A grounded field terminal.
3 A defective rotor.
(e) A reading higher than 200 ohms indicates:
1 Worn out or hung brushes.
2 An open brush lead.
3 A defective rotor.
E. Overhaul
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN
SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER
AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION
- SUPPLEMENTARY PUBLICATIONS.)
See Kelly Aerospace Power Systems, Inc., OE-A2 Overhaul Manual (Starters & Alternators).
3. Standby Alternator (In HP S/N’s 3246236 & up; and TC S/N’s 3257256 and 3257410 & up:
factory installed with Avidyne Entegra EFIS or with Garmin 1000 EFIS.)
A. Description
The standby system provides 20 amps of power to support continued flight in the event of primary
alternator failure. It turns on automatically, annunciating its operation to the pilot through the panel
mounted annunciator which doubles as a standby alternator load monitor.
If the primary alternator fails in flight, the standby regulator will sense the drop in system voltage
and automatically activate the standby alternator. If the current requirement is over 20 amps when
the standby alternator is activated, the STBY ALT ON annunciator light will flash. Reducing the
current usage to 20 amps or less will cause the annunciator light to cease flashing and light
steadily. The pilot may choose which equipment he needs for the given flight conditions by simply
keeping the total load below the flashing point of the annunciator. This will reserve battery energy
for transient loads (gear, flaps, landing lights, etc.) during approach. Loads may be beyond the
flashing point of the annunciator light for up to five (5) minutes without damaging the standby
alternator.
The standby alternator is mounted on the vacuum pump drive of the engine accessory case. Panel
mounted equipment includes the addition of a STBY ALT ON light to the annunciator, a STBY ALT
rocker switch and three standard pull type circuit breakers (1 amp, 5 amp and 40 amp). The
regulator is mounted under the floor in the forward baggage compartment, right side.
See 39-20-00 for illustrated component locations and Chapter 91 for electrical schematics.

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B. Troubleshooting
See Chart 2.
C. Inspection
100 Hour Standby Alternator Inspection
Each 100 Hours, or at each annual inspection, whichever comes first, inspect the standby
alternator installation as follows:
(a) Standby Alternator (BC410)
1 Inspect security and condition of standby alternator mounting and wiring.
2 Perform a normal preflight inspection
3 Move the aircraft to an area safe for engine start.
4 Perform a normal engine start and allow the engine to reach proper temperature for
runup RPM
5 Assure that the standby alternator "Field" and "Sense" circuit breakers and the
"Standby Alt" master are in the on position.
6 Reduce system electrical loads to approx. 10-15 amps.
7 Set engine to 2000 RPM minimum.
8 Switch primary alternator field switch to OFF.
9 Check that the "Stby Alt On" annunciator lights.
10 Increase the electrical load to over 20 amps. The "Stby Alt On" annunciator should be
blinking. Reduce the electrical load to less than 20 Amps. The "Stby Alt On"
annunciator should be ON steadily.
11 Switch primary alternator field switch to ON and verify primary alternator operation.
The "Stby Alt On" annunciator should be OFF.
12 Return the engine to idle RPM.
(b) Standby Alternator Regulator (BC203-3D)
1 Inspect security and condition of the case mounting bolts and wiring.
2 Inspect overvoltage protection by performing Overvoltage Test, below.
D. Set Point Voltage Check
Voltage adjustment of the BC203-2D is not normally required. Deviation from the factory set point of
26.0 volts by more than 0.2 volts may indicate the need for repair or replacement. This set point
voltage can be checked as follows:
(1) Connect a calibrated digital voltmeter directly between terminals 1 and 7 of the regulator.
(2) Ensure the airplane is in a suitable area and start the engine.
(3) Running the engine at over 2000 RPM and with a total bus load of under 3 amps, the voltmeter
should indicate 26.0 ± 0.2 volts.

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CHART 2 (Sheet 1 of 3) (PIR-BC203-2D-trouble.wpd, Rev. C.)

TROUBLESHOOTING STANDBY ALTERNATOR REGULATOR (BC203-2D)

Following this procedure will locate the most common system problems encountered. When calling for
additional factory support, the information gained from these checks should be readily available to aid
your Piper Dealer’s Service Advisor in narrowing the field of possibilities as quickly as possible. Record
the various measurements in the spaces indicated.
Refer to the electrical schematics in 91-24-30 and a high impedance (preferably digital) volt/ohmmeter
(DVM) to make the following checks.
1. Setup
A. Ensure the engine is not running,
B. The magnetos are OFF, and
C. That no external power is applied to the aircraft electrical system.
2. Turn all switches off. Use the lowest resistance scale on the DVM. Check resistance between the
battery negative (-) terminal and both Terminal 7 of the regulator and the engine case. Measurements
over 0.5 Ohm to either would be cause for investigation. In this case, check the engine ground strap,
battery ground strap, and regulator ground wire for loose or contaminated connections, broken
conductors or bad crimp joints. If these measurements are less than 0.5 Ohm, any of these three points
may be used as reference (-) for the following measurements.
A. Resistance from battery to Terminal 7: _________Ohms.
B. Resistance from battery to engine case: _________Ohms.
3. Turn on the battery master and alternator field switches. Measure the voltage on the battery bus and on
Terminal 1 of the regulator. The voltages should be equal within 0.2 volts. A difference of greater than
0.2 volts may be caused by using a breaker as the source for Terminal 1 that supplies another device of
considerable load. Change to a lightly loaded breaker or a breaker dedicated to Terminal 1 and the low
voltage lamp. It is recommended that Terminal 1 not be jumped to Terminal 6. If Terminal 1 has no
voltage, the regulator will not operate.
A. Bus voltage: __________ volts.
B. Terminal 1 voltage: ___________volts.
4. Measure the voltage on Terminal 6 of the regulator. It should be within 0.5 volts of the bus voltage. A
difference of greater than 0.5 volts may be caused by poor contacts in the field breaker or field switch,
poor crimp joints, or loose screw terminals in the wiring between the bus and Terminal 6. Absence of
voltage on Terminal 6 will prevent the regulator from operating.
Terminal 6 voltage:____________volts.
5. Check the voltage on Terminal 5 of the regulator. The voltage should be between 13 and 15 volts. A
voltage outside this range may indicate a bad regulator.
Terminal 5 voltage:___________volts.

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CHART 2 (Sheet 2 of 3)
TROUBLESHOOTING STANDBY ALTERNATOR REGULATOR (BC203-2D)
6. Move to the engine compartment. Without disconnecting the field connector, measure the field voltage
on the alternator. Use a thin probe or small gage wire wrapped around the probe to reach through the
connector body and measure the voltage on the male blade coming out of the alternator. It should
measure within 0.5 volts of the measurement on Terminal 5 of the regulator. A lack of voltage may
indicate an open circuit between Terminal 5 of the regulator and the field terminal. If an open field circuit
is suspected, the switches may be turned off, the alternator field connector removed, and a resistance
measurement made between the connector and Terminal 5 of the regulator. Look for near 0 Ohms.
Typically the field resistance of the alternator will be between 3 and 10 Ohms from the male field
terminal blade to alternator case.
A. Field terminal voltage:__________volts.
B. Alternator field resistance:__________Ohms.
7. With the switches on, check the voltage between the alternator output post (or B lead) and ground. It
should be battery voltage. If not, check the wiring between the alternator B lead and the battery positive
(+) terminal. Look for loose or contaminated connections, broken wires, or an open breaker or fuse.
Alternator B lead voltage:____________volts.
8. If all of the voltages in the first 6 steps are close to the value specified, the charging system should be
operative. If not, check for a broken or loose alternator belt or, if the alternator is spline driven, check
that the spline drive shear coupling is not sheared. Note that on spline drive alternators the engine
speed must be at or above run-up RPM before checking for useable output.
NOTE: During the following tests, if the annunciator is always ON or always OFF, check the
annunciator circuit by removing the wire from terminal 2 of the regulator. The lamp should be
OFF with the wire disconnected and should illuminate if the wire is connected to ground.
If the lamp circuit works properly but the lamp still remains fixed either ON or OFF all the time
with the lamp wire connected to Terminal 2, assume that the lamp driver is bad in the regulator.
Have the regulator repaired or replaced.
9. If the charging system seems to be generating power, but the STBY ALT ON annunciator will not flash
above 20 amps output, check the following:
A. With the Battery and Standby Alternator Master switches ON but the engine not running, check the
voltage between terminals 4 and 7 of the regulator. The voltage should be 10.0, " 0.1 volts. If it is
not within tolerance, remove the wire from Terminal 4 and re-check the voltage. If it is still not within
tolerance the regulator may be bad. If the voltage is now in tolerance, suspect a bad current
sensor or shorted sensor wire.
B. If the voltage originally measured in step A was in tolerance, divide the measurement by 2. This
value should be the voltage measured between terminals 3 and 7 of the regulator. If the voltage
measured is not close to 5.0 Volts, suspect the current sensor in the standby alternator output
lead.

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CHART 2 (Sheet 3 of 3)
TROUBLESHOOTING STANDBY ALTERNATOR REGULATOR (BC203-2D)
C. If the measurements in Steps A and B are satisfactory, prepare to monitor the voltage between
terminals 3 and 7 of the regulator with the engine running. Move the aircraft to a safe location for a
2000 RPM runup. Start the engine. Minimize the bus loads and bring the engine RPM up to
approximately 2000. Switch OFF the primary alternator. Wait for the STBY ALT ON annunciator to
illuminate. At light bus loads this could take a minute or two. Note the voltage between terminals 3
and 7 of the regulator and begin switching ON additional bus load. The monitored voltage should
increase at the rate of 0.056 Volts for each Amp of standby alternator load.
(1) If the voltage does not change, verify standby alternator output with the ship’s ammeter or a
clamp-on ammeter probe. If the standby output is verified and there is still no change in the
monitored voltage, suspect a bad current sensor.
(2) If the voltage decreases instead of increasing, the 10 Ga. current sensor wire is connected
backward. Reverse the connection and re-run the test.
(3) If the voltage increases at approximately the correct rate, continue adding load until the
voltage is greater than 6.2 volts. At or above this voltage, the lamp should be flashing. If not
suspect a bad regulator.
10. Intermittent problems are the hardest to find. Temporarily bring small test wires into the cockpit from 2
or 3 points in question to allow monitoring them with the DVM during periods of system failure. Double
check all screw terminals for security. Try a 5 pound pull test on all crimp joints and make sure that the
terminal is crimped on the wire, not the insulation.
11. Noise problems are also difficult to find. A few tips to help with curing noise problems follow:
A. A unitized grounding system helps prevent noise problems by preventing voltage differences
between different ground points.
B. The battery acts as a noise filter in the system. Poor connections to the battery or a battery that is
going bad can add to or even cause noise problems.
C. Shielding of low level audio leads (especially microphone leads or headset leads) is required.
Sometimes the shields in the cables can separate from repeated flexing. Try checking shield
continuity with an ohmmeter or substituting another headset, microphone, etc.
D. Wire routing may be important in some installations. Separation of noise carrying conductors such
as P leads from other wiring may help. Running noisy wiring parallel to other wiring in the same
bundle is asking for trouble. Wires at 90 degrees to one another, however, do not couple noise.
E. Running transmitter feed lines close to and in parallel with other wiring can cause a problem.
Normally, problems will only be encountered if there is a mismatch and therefore a high SWR in
the antenna system. If noise or charging system breaker tripping occurs during Comm transmit
only or when the transponder is ON only, check the corresponding antenna system carefully or
separate the transmission line from other wiring.
F. The best plan is to stop the noise at its source. Once the noise is loose, it can be difficult to filter it
out of all affected systems. Try to locate the offending item and correct the problem at that point.
Switching off the alternator, the mags (first one then the other), or any other electrical equipment
that generates noise should help to find the offender.

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E. Overvoltage Test
The BC203-2D contains internal over-voltage protection. Grounding for both regulation and
overvoltage protection is achieved through terminal 7 of the regulator, through the case mounting
bolts and through the grounding stud provided under the terminal strip. Overvoltage protection may
be tested for correct operation using either of the following two tests:
(1) Test 1
(a) Disconnect the aircraft wiring harness from terminal 6 of the regulator.
(b) Connect a current limited power supply with an output voltage adjustable between zero
and 35 volts to terminals 6 and 7 with the positive lead on terminal 6.
(c) Connect a 10 ohm, 10 watt resistor from terminal 6 to terminal 5.
CAUTION: THE POWER SHOULD BE REMOVED FROM TERMINAL 6 WITHIN FIVE
(5) SECONDS OF ACHIEVING THE SHORTED CONDITION.
(d) Limiting the output current to 5 amps or less, gradually raise the power supply voltage
until the regulator shorts the output of the power supply. Remove power from terminal 6
as soon as the short occurs.
(e) The short should occur between 32.0 and 33.0 volts. No short indicates the failure of the
overvoltage protection circuitry of the regulator and necessity for repair or replacement of
the regulator.
(f) If the test is satisfactory, switch power OFF, disconnect the power supply, remove the 10
ohm resistor, and reconnect terminal 6 to the aircraft wiring harness.
(2) Test 2
(a) Disconnect the aircraft wiring harness from terminal 6 of the regulator.
(b) Connect a 5 amp in-line fuse from the aircraft bus to the negative terminal of a 12 volt
lantern battery.
(c) Connect a 10 ohm, 10 watt resistor from terminal 6 to terminal 5.
(d) Energize the aircraft Bus and momentarily connect the positive terminal of the lantern
battery to terminal 6 of the regulator.
(e) The fuse should blow immediately. If the fuse does not blow, the over-voltage protection
circuit has failed and the regulator must be replaced or repaired.
(f) If the test is satisfactory, switch power off, reconnect terminal 6 to the aircraft wiring
harness, and remove the 10 ohm resistor.
F. Repair
Failure due to broken wires or damaged connectors may be corrected in the field using repair
procedures complying with the latest revision of AC43.13-1. All other repairs are by replacement
only.
G. Removal
(1) Ensure the magnetos are OFF, and no external power is applied to the aircraft electrical
system.
(2) Disconnect battery cables.
(3) Disconnect the wiring harness to the Standby Alternator.
(4) Remove nuts and washers (4 each), that mount the Standby Alternator to the engine block.
(5) Remove the Standby Alternator by sliding straight back from it’s original mounted position.
NOTE: Remove any gasket material present and take care to cover engine block opening in
order to prevent foreign particles from falling in to the exposed cavity.

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H. Installation
(1) Orientate standby alternator as shown in Figure 7.
(2) Locate new gasket and standby alternator on drive pad.
(3) Secure with washers and nuts (4 each).
(4) Torque nuts to 60-70 In/Lbs.
(5) Connect wiring harness.

Effectivity
3246236 and up; and
3257256 & 3257410 and up
Standby Alternator Installation with Avidyne Entegra EFIS
Figure 7 or with Garmin 1000 EFIS

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4. Battery (See also 12-10-00.)

The battery is located in the aft fuselage, aft of the rear baggage compartment, or under the left floor of
the forward baggage compartment ( HP S/N’s 3246001 thru 3246087 only ). Access to the battery is
through the aft fuselage access panel in the rear baggage compartment, below the hat shelf; or, in HP
S/N’s 3246001 thru 3246087 only, via the external access panel on the left side of the forward baggage
compartment fuselage section.
The manifold-type battery and its associated acid recovery sump jar are shelf mounted. Fumes
accumulated from the natural charging process are vented to the outside of the aircraft, through the
recovery jar. These vents must be checked for corrosion. Positive and negative drains extend from the
battery manifold and acid recovery jar and exit through vent tubes located on the bottom of the
fuselage.
In HP S/N’s 3246001 thru 3246017 only, the battery is enclosed in a box with a vent system and a drain.
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 off from the bottom of the fuselage and should be opened
occasionally to drain any accumulation of liquid or during cleaning of the box.
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. If the battery is not up to normal charge, remove it from the airplane and recharge.
A. Removal
(1) Open the appropriate access panel(s).
(2) In HP S/N’s 3246001 thru 3246017 only, cut the safety wire and remove wing nuts securing
battery box cover.
CAUTION: REMOVE GROUND CABLE FIRST AND INSTALL IT LAST TO PREVENT AN
ACCIDENTAL SHORT CIRCUIT OR ARCING.
(3) Disconnect battery cables.
(4) In HP S/N’s 3246018 & up and TC S/N’s 3257001 & up:
(a.) Disconnect manifold overflow tube and positive vent line, in that order.
(b.) Remove battery hold down bolts
(5) Remove battery.
B. Installation
CAUTION: DO NOT INSTALL BATTERY WITH REVERSE POLARITY. CONNECT GROUND TO
NEGATIVE TERMINAL OF BATTERY.
(1) In HP S/N’s 3246018 & up and TC S/N’s 3257001 & up, ensure that all vent lines are free of
kinks, cracks, and loose connections. Replace only with special hoses specified in Parts
Catalog. (DO NOT USE ORDINARY RUBBER HOSE.)
(2) Properly position battery on shelf or in box, as appropriate.
(3) In HP S/N’s 3246018 & up and TC S/N’s 3257001 & up:
Connect positive vent line and manifold overflow tube
(4) Connect battery cables. First, connect and secure the positive cable; then, connect and secure
the ground (negative) cable.
(5) In HP S/N’s 3246018 & up and TC S/N’s 3257001 & up, install and secure battery hold down
bolts
(6) In HP S/N’s 3246001 thru 3246017 only, install and safety wire wing nuts securing battery box
cover.
(7) Reinstall aft fuselage access panel or floor panel and external access panel, as appropriate.

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C. Testing
Specific gravity values for checking battery charge using a hydrometer are listed in Chart 2.
If the alternator output is known to be correct, battery capability can be more accurately determined
with a load type tester.
D. Charging
CAUTION: NEVER ALLOW LEAD ACID BATTERIES OR TOOLS USED ON THEM TO BE NEAR
NI-CAD BATTERIES AND NI-CAD BATTERY TOOLS.
The National Electric Code forbids charging batteries installed in aircraft or within 10 feet of fuel
tank areas. Remove battery from the airplane 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.
(1) Remove battery from airplane.
(2) Remove cell plugs and ensure that vents in plugs are open and that vent valves operate freely.
(3) Check that the electrolyte level in each cell is at the bottom of the split ring.
(4) A hydrometer check of each cell should be accomplished. (Refer to Chart 2)
(5) Place a wet cloth be over the vent caps within the manifold to prevent splashing of electrolyte.
(6) The battery may be charged at any rate (in amperes), but in no case to the point which would
produce bubbling and gassing of the electrolyte or a cell temperature of 115°F.
CAUTION: WEAR EYE PROTECTION WHEN CHARGING BATTERY. ENSURE THE
CHARGING AREA IS WELL VENTILATED. IF CENTRAL AIR CONDITIONING IS
USED, VENT BATTERY CHARGING AREA TO OUTSIDE AIR TO PREVENT
HYDROGEN GASSES FROM BEING CIRCULATED THROUGHOUT THE
BUILDING.
NOTE: Refer to latest version of applicable battery manufacturer’s service manual for any
limitations or special charging procedures.
(7) A constant current charge is recommended. Start charging at 3 amperes; finishing with 1.5
amps. A fast charge is not recommended.
(8) As charging occurs, if any cells sputter or flood, the electrolyte level is too high and the excess
must be removed. Adjust electrolyte level 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.
(9) Thoroughly clean battery after charging to remove acid bridges which can form during
charging.

CHART 3
HYDROMETER READING AND BATTERY CHARGE PERCENT
Hydrometer Reading Percent of Charge
1280 100
1250 75
1220 50
1190 25
1160 Very little useful capacity
1130 or below Discharged

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E. Corrosion Prevention
Check battery for spilled electrolyte or corrosion each 50 hour inspection or every 30 days,
whichever comes first. Should spilled electrolyte or corrosion be found in, on, or near the battery,
clean the battery, its mounting, and the general area as follows:
(1) Remove battery from airplane.
CAUTION: DO NOT ALLOW BAKING SODA SOLUTION TO ENTER BATTERY.
(2) In HP S/N’s 3246001 thru 3246017 only,
(a) Remove the box drain cap from the under side of the fuselage. Drain off any electrolyte
that may have overflowed into the box.
(b) Clean the battery and the box. Corrosion effects may he 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 cap over the battery box drain.
(3) In HP S/N’s 3246018 & up and TC S/N’s 3257001 & up:
(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) Wash down the battery support and floor area, hold down supports, connectors and cable
ends with a soda solution followed by clear water. Dry entire area and component parts
thoroughly. Apply fresh acid resistant paint if required.
(d) Removal of Battery Acid Recovery Jar
1 Remove battery.
2 Keeping the jar upright in a vertical position, remove the acid recovery jar by
removing the two bracket screws that secure jar to bracket.
(e) Cleaning Acid Recovery Jar and Vent Lines
1 Visually inspect all vent lines for kinks, cracks, flexibility, and loose connections.
Replace only with special hoses from parts catalog. ( DO NOT REPLACE WITH
ORDINARY RUBBER HOSE.)
2 Slowly pour the soda solution into the vent hoses, still attached to the bottom of the
aft fuselage surface, using a small funnel. The solution will flow out the bottom vents.
3 Follow with a final purge of clear water to flush the vent lines and then blow dry with
low pressure air. This ensures that the vent line is not kinked or restricted and that it
is neutralized.
4 Wipe down the bottom aft fuselage area surrounding the vents with soda solution
and clear water. Apply a fresh coat of high quality wax to entire area.
5 Unscrew the bottom of the recovery jar and separate from the top. Remove jar pad.
Observing environmental regulations, empty jar contents into a suitable container for
safe disposal.
6 Thoroughly wash and neutralize the jar, pad, top (including bracket), and the short
length of vent hose still attached to the jar top with soda solution and clear water
rinse.

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7 Thoroughly dry all components and recharge the jar with 0.75 bicarbonate of soda.
Place dry jar pad in the jar on top of the soda charge.
8 Screw jar back together and keep it in a vertical position.
9 Install jar in aircraft.
10 Install battery.
(4) Reinstall battery per Installation, above.
5. Emergency Battery
The emergency battery is located in the forward baggage compartment, under the floor on the left side.
In the unlikely event of an entire electrical failure an emergency battery provides power to an emergency
bus. The emergency battery bus powers a subset of the G1000, Standby Attitude gyro, illuminates the
three standby instruments and illuminates the whiskey compass for a minimum of 30 minutes.
6. Checking Voltage Regulator
A. 14 Volt Regulator ( HP S/N’s 3246001 thru 3246017 only )
The regulator is a fully transistorized unit in which all the components are encapsulated in epoxy,
which makes field repair of the unit impractical. If it does not meet specifications, it must be
replaced. Test the regulator by the following procedure:
(1) Check that battery is fully charged and in good condition.
(2) Disconnect regulator from circuit. Check alternator per manufactures instructions to determine
it is functioning properly. After completing check, connect regulator into circuit.
(3) Use a good quality voltmeter with at least a 15 volt scale.
(4) Connect the positive voltmeter lead to the red wire at the regulator harness connector or
terminal or terminal block.
(5) Connect the negative voltmeter lead to the regulator housing. do not connect the voltmeter
across the battery. The regulator is designed to compensate for resistance contained within the
wiring harness.
(6) If bench testing regulator, connect a number 14 wire between to regulator case and the
alternator.
(7) With the ambient temperature surrounding the regulator of 50°F to 100°F, and the alternator
turning to produce approximately 25 amperes output, the voltmeter should read between 13.6
to 14.3 volts.
(8) If regulator does not regulate between 13.6 to 14.3 volts, check the following:
(a) Regulates, but out of specifications: Regulator is out of calibration and must be replaced.
(b) The voltmeter continues to read battery voltage.
1 Poor or open connections within the wiring harness.
2 The regulator is “open.”
(c) Voltage continues to rise.
1 Regulator housing not grounded.
2 Regulator shorted, must be replaced.
(9) Major causes of regulator failure are:
(a) Poor or loose connections.
(b) Poor ground on the regulator housing.

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(c) Shorted alternator windings.

(d) A grounded yellow wire. (Will cause instantaneous failure.)
(e) Disconnecting the regulator while circuit is energized.
(f) Open circuit operation of the alternator. (Battery disconnected.)
B. 28 Volt Regulator ( HP S/N’s 3246018 & up and TC S/N’s 3257001 & up )
(1) Use only a good quality, adjustable DC power source.
CAUTION: ALL TESTS MUST BE ACCOMPLISHED WITH THE REGULATOR OUT OF THE
CIRCUIT.
(2) Use a quality, accurate voltmeter with at least a 35-volt scale.
CAUTION: AMBIENT TEMPERATURES SURROUNDING VOLTAGE REGULATOR MUST
BE BETWEEN 50°F AND 100°F.
(3) Voltmeter connections (refer to Figure 8)
(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).
(4) Light Bulb Connections (refer to Figure 8)
(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).
(5) In the regulation check procedure, increase voltage to regulator and monitor both the voltmeter
and bulb.
(6) 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.
(7) If regulator does not regulate to 28 Volts, it is out of calibration, and must be replaced.
(8) If regulator checks good, check airplane for:
(a) Poor or loose connections.
(b) Poor ground on regulator housing.
(c) Shorted alternator windings.
(d) A grounded wire.
(9) After completing test, connect regulator into circuit.

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6. Checking Overvoltage Relay

A. 14 Volt Overvoltage Relay ( HP S/N's 3246001 thru 3246017 only )
(1) Equipment required to test overvoltage relay.
(a) A good quality, accurate voltmeter, with a scale of at least 20-volts.
(b) A suitable power supply, with an output of at least 20-volts, or sufficient batteries with a
voltage divider to regulate voltage.
(2) Connect test equipment as follows:
(a) Connect B+ to BAT of the overvoltage control. Be sure connection is secure and made to
a clean, bright surface.
(b) Connect B- to frame of the overvoltage control. Be sure connection is secure and made to
a clean, bright surface.
(c) Connect positive lead of voltmeter to the BAT terminal of overvoltage control.
(d) Connect negative lead of voltmeter to frame of the overvoltage control.
(3) Set overvoltage control to operate between 16.2-volts to 17.3-volts. When adjusting the
voltage, an audible “click’’ may be heard when relay operates.
(4) Replace overvoltage control if it does not operate between 16.2 and 17.3-volts.
B. 28 Volt Overvoltage Relay ( HP S/N's 3246018 & up and TC S/N’s 3257001 & up )
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.
(See Figure 9.)
Test as follows:
(1) While monitoring both the voltmeter and the light bulb, increase voltage to circuit slowly to 32
volts.
(2) After a slight delay, the bulb will light.
(3) If overvoltage control fails to operate at 32 Vdc, it must be replaced.

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RED

VOLTMETER

_ A BLK VOLTAGE
REGULATOR

28 VDC
BULB

BLUE
B
+ _

0 - 35 VDC
VARIABLE
POWER SUPPLY
Lamar 28 Vdc Regulator Check
Figure 8

A RED

VOLTMETER

_
BLK VOLTAGE
REGULATOR

28 VDC
BULB

BLUE
B
+ _

0 - 35 VDC
VARIABLE
POWER SUPPLY

Lamar 28 Vdc Overvoltage Check

Figure 9

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EXTERNAL POWER

1. Description
The external power receptacle is located near the battery on the right side aft fuselage, aft of the rear
baggage compartment door, except in HP S/N’s 3246001 thru 3246087. In those airplanes the battery is
under the forward baggage compartment and the external power receptacle is accordingly located on
the lower left side of that fuselage section, if installed ( external power was optional in those aircraft and
requires the use of a special jumper cable supplied in a Piper External Power (PEP) kit ).
2. Operation
Proceed as follows when using external power for engine start or operation of any of the airplane’s
equipment:
A. Turn the master switch OFF.
B. Turn all electrical equipment OFF.
C. With TC S/N’s 3257001 & up and HP S/N’s 3246018 & up: Insert plug of a standard 28Vdc power
source into the external power socket in the fuselage. Note that, after inserting plug, the electrical
system is ON.
D. With HP S/N’s 3246001 thru 3246087 only: Connect RED lead of the PEP jumper cable to the
POSITIVE (+) terminal and BLACK lead to the NEGATIVE (-) terminal of an external 12-volt battery
and then plug jumper cable into external power socket located on fuselage. Note that, after inserting
plug, the electrical system is ON.
E. Proceed with the normal engine starting technique.
NOTE: Starter manufacturers recommend limiting cranking to thirty second periods with a two
minute rest between periods. Lengthy cranking will shorten the starter’s life.
F. After engine start:
(1) Reduce power to the lowest possible rpm to reduce sparking when disconnecting jumper
cable.
(2) Disconnect the jumper cable from the aircraft.
(3) Turn the master switch ON and check the alternator ammeter. DO NOT ATTEMPT FLIGHT IF
THERE IS NO INDICATION OF ALTERNATOR OUTPUT. If aircraft battery is weak, charging
current will be high. DO NOT TAKE OFF until charging current falls below 20 amps.
NOTE: For all normal operations using jumper cables, the master switch should be OFF. The
aircraft battery can be used in parallel with the external battery by turning the master
switch ON. This will give longer cranking capabilities, but will not increase the
amperage. Exercise care, because if the aircraft battery has been depleted, the
external power supply can be drawn down to the level of the aircraft battery. This can
be tested by turning the master switch ON momentarily while the starter is engaged. If
cranking speed increases, the aircraft battery is at a higher level than the external
power supply.
(4) When the engine is firing evenly, advance throttle to 800 RPM. If oil pressure is not indicated
within thirty seconds, stop engine and determine trouble. It will take a few seconds longer in
cold weather to get an oil pressure indication. If the engine fails to start, refer to the Lycoming
Operating Handbook: Engine Troubles and Their Remedies.

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ELECTRICAL LOAD DISTRIBUTION

Electrical System Component Loads

A. 14 Volt Systems
See Chart 1.
B. 28 Volt Systems
See Chart 2.

CHART 1
ELECTRICAL SYSTEM COMPONENT LOADS - 14 VOLT SYSTEM
Duty Cycle Circuit Circuit
Cont. Inter. Equipment Breaker (Amps) Optional
X X Alternator Field 5
X Nav Lights 10
X Anti-Collision Light
Whelen WRML-12 10 3.5
X Whelen White Strobe 10 3.8
X Landing Lights 10 8.0
X Panel Lights 5 2.4
Flood Lights 3 1.0
X Reading Light 5 0.6
X Fuel Pump 10
X Engine Gauges 5 Approx. 1.0
X Elec. Turn Coordinator 5 0.5
X Pitot Heat 15 13.2
X Starter Relay / 15 10.0
X Cigar Lighter 8.0
X Master Solenoid — 0.8

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CHART 2
ELECTRICAL SYSTEM COMPONENT LOADS - 28 VOLT SYSTEM
Duty Cycle Circuit Circuit
Cont. Inter. Equipment Breaker (Amps) Optional
X X Alternator Field 5
X Nav Lights 10 3.6
X Anti-Collision Lights 10 3.0
X Taxi Light / 15 3.6
X Landing Lights 7.2
X Panel Lights / 7.5 .88
X Switch Lights .96
X Courtesy/Reading Lights 5 1.5
X Cockpit Flood Lights 3 .6
X Fuel Pump 10 3.0
X Engine Gauges (1) 5 .2
X Engine Monitor (DDMP) (2) 3 .25
X MAP (2) 1 .06
X RPM (2) 1 .06
X TIT / FF (2) 1 .12
X CHT / VAC (2) 1 .12
X Oil Temp. / Press. (2) 1 .12
X Elec. Turn & Bank 5 .28
X Copilot Elec. Turn & Bank 5 .28 X
X Pitot Heat 10 8.0
X Starter Contactor / 15 1.47
X Cigar Lighter 8.0
X Master Contactor — .5

NOTES: (1) HP S/N’s 3246018 thru 3246087 only.

(2) TC S/N’s 3257001 & up and HP S/N’s 3246088 & up.

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GRIDS 2J20 THRU 2L24

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AIRPLANE MAINTENANCE MANUAL
CARD 3 OF 8

PA-32R-301

(S/N’s 3246001 & UP)

PA-32R-301T

(S/N’s 3257001 & UP)

THE NEW PIPER AIRCRAFT, INC.

PART NUMBER 761-879 September 30, 2006
3A1

Island Enterprises
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Technical Publications

© THE NEW PIPER AIRCRAFT, INC.

2926 Piper Drive
Vero Beach, Florida 32960
U.S.A.

Member
General Aviation
Manufacturers Association

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

AEROFICHE REVISION STATUS

Revisions to this Maintenance Manual (P/N 761-879) originally published June 24, 1996 and reissued July 1, 1997
are as follows:

Effectivity Publication Date Aerofiche Card Effectivity

ORG950712 June 24, 1996 1, 2, 3, and 4

CR970701 July 1, 1997 1, 2, 3, 4, and 5
PR990715 July 15, 1999 1, 2, 3, 4, and 5
PR011215 December 15, 2001 1
PR020331 March 31, 2002 1
PR040216 February 16, 2004 1, 3, and 5
PR050319 March 19, 2005 1, 2, 3, and 4
CR060930 September 30, 2006 1, 2, 3, 4, 5, 6, 7, and 8

* COMPLETE REVISION OF MAINTENANCE MANUAL 761-879

Revisions appear in all Aerofiche Cards. Accordingly, discard your entire

existing aerofiche card set and replace it with this one dated 09/30/06.

Consult the Piper Customer Service Information Aerofiche (P/N 1753-755) for current revision dates for this
manual.

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MAINTENANCE MANUAL

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

INTRODUCTION

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

Intro-List of 1 Sep 30/06

Effective Pages 2 Sep 30/06

Intro-Table of Contents 1 Sep 30/06

2 Sep 30/06

Introduction 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06
7 Sep 30/06
8 Sep 30/06
9 Sep 30/06
10 Sep 30/06
11 Sep 30/06
12 Sep 30/06
13 Sep 30/06
14 Sep 30/06
15 Sep 30/06
16 Sep 30/06

Index 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06
7 Sep 30/06
8 Sep 30/06

3A5 INTRO - LIST OF EFFECTIVE PAGES PAGE 1

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

Introduction
Instructions for Continued Airworthiness 1 3A9
General 1 3A9
Effectivity 1 3A9
Serial Number Explanation 2 3A10
Assignment of Subject Material 2 3A10
Pagination 3 3A11
Aerofiche Effectivity 3 3A11
Identifying Revised Material 3 3A11
Indexing 3 3A11
List of Effective Pages 3 3A11
Warnings, Cautions, and Notes 4 3A12
Accident / Incident Reporting 4 3A12
Supplementary Publications 4 3A12
PIPER Publications 4 3A12
Vendor Publications 4 3A12
Chapter/Section Index Guide 11 3A19

Index
Index 1 3B1

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MAINTENANCE MANUAL

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

INTRODUCTION

1. Instructions for Continued Airworthiness

WARNING: INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA) FOR ALL NON-PIPER
APPROVED STC INSTALLATIONS ARE NOT INCLUDED IN THIS MANUAL. WHEN A
NON-PIPER APPROVED STC INSTALLATION IS INCORPORATED ON THE AIRPLANE,
THOSE PORTIONS OF THE AIRPLANE AFFECTED BY THE INSTALLATION MUST BE
INSPECTED IN ACCORDANCE WITH THE ICA PUBLISHED BY THE OWNER OF THE
STC. SINCE NON-PIPER APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS
INTERFACE, OPERATING CHARACTERISTICS AND COMPONENT LOADS OR
STRESSES ON ADJACENT STRUCTURES, THE PIPER PROVIDED ICA MAY NOT BE
VALID FOR AIRPLANES SO MODIFIED.
The PIPER PA-32R-301 Saratoga II HP / PA-32R-301T Saratoga II TC Maintenance Manual constitutes
the Instructions for Continued Airworthiness in accordance with Federal Aviation Regulations (FAR) Part
23, Appendix G. Chapter 4 contains the Airworthiness Limitations section (4-00-00) and the Inspection
Program is in Chapter 5 (5-20-00).
2. General
This publication is prepared in accordance with the General Aviation Manufacturers Association (GAMA)
Specification No. 2, with respect to the arrangement and content of the System/Chapters within the
designated Chapter/Section-numbering system.
WARNING: USE ONLY GENUINE PIPER PARTS OR PIPER APPROVED PARTS OBTAINED FROM
PIPER APPROVED SOURCES, IN CONNECTION WITH THE MAINTENANCE AND
REPAIR OF PIPER AIRPLANES.
This manual does not contain hardware callouts for installation. Hardware callouts are only indicated
where a special application is required. To confirm the correct hardware used, refer to the PA-32R Parts
Catalog P/N 761-880, and FAR 43 for proper utilization.
Genuine PIPER parts are produced and inspected under rigorous procedures to ensure airworthiness
and suitability for use in PIPER airplane applications. Parts purchased from sources other than PIPER,
even though identical in appearance, may not have had the required tests and inspections performed,
may be different in fabrication techniques and materials, and may be dangerous when installed in an
airplane.
Additionally, reworked or salvaged parts or those parts obtained from non-PIPER approved sources,
may have service histories which are unknown or cannot be authenticated, may have been subjected to
unacceptable stresses or temperatures or may have other hidden damage not discernible through
routine visual or nondestructive testing. This may render the part, component or structural assembly,
even though originally manufactured by PIPER, unsuitable and unsafe for airplane use.
THE NEW PIPER AIRCRAFT, INC. expressly disclaims any responsibility for malfunctions, failures,
damage or injury caused by use of non-PIPER approved parts.
NOTE: THE NEW PIPER AIRCRAFT, INC. expressly reserves the right to supersede, cancel and/or
declare obsolete any part, part numbers, kits or publication that may be referenced in this
manual without prior notice.
In any question concerning the care of your airplane, be sure to include the airplane serial number in
any correspondence.
3. Effectivity
This maintenance manual is effective for PA-32R-301 Saratoga II HP airplane serial numbers 3246001
and up and PA-32R-301T Saratoga II TC airplane serial numbers 3257001 and up. This encompasses
the model years shown in Chart 1.

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 1
MODEL YEARS
PA-32R-301 Saratoga II HP PA-32R-301T Saratoga II TC
Model Year Serial Numbers Model Year Serial Numbers
1995 3246001 thru 3246017 Prototype 3257001
1996 3246018 thru 3246059 1998 3257002 thru 3257075
1997 3246060 thru 3246087 1999 3257076 thru 3257123
1998 3246088 thru 3246125 2000 3257124 thru 3257155;
1999 3246126 thru 3246153 less 3257144
2000 3246154 thru 3246165 2000.5 3257156 thru 3257198;
and 3257144
2000.5 3246166 thru 3246181
2001 3257199 thru 3257266
2001 3246182 thru 3246203
2002 3257267 thru 3257296
2002 3246204 thru 3246209
2003 3257297 thru 3257338
2003 3246210 thru 3246217
2004 3257339 thru 3257369
2004 3246218 thru 3246226
2005 3257370 thru 3257400
2005 3246227 thru 3246232
2006 3257401 and up
2006 3246233 and up

NOTE: The above is provided as a general reference only.

4. Serial Number Explanation

Example:
32 46 001

SEQUENCE NUMBER
TYPE CERTIFICATE DESIGNATION

MODEL CODE
46 = PA-32R-301 SARATOGA II HP
57 = PA-32R-301T SARATOGA II TC

5. Assignment of Subject Material

This publication is divided into industry standard, three element, numeric subject groupings as follows:
A. System/Chapter - The various groups are broken down into major systems such as Environmental
Systems, Electrical Power, Landing Gear, etc. They are assigned a number, which becomes the first
element of the standardized numbering system. Thus, the element “28” of the number 28-40-01
refers to the chapter “Fuel”. Everything concerning the fuel system will be covered in this chapter.
B. Sub-System/Section - The major systems/chapters of an airplane are broken down into
subsystems. These sub-systems are identified by the second element of the standard numbering
system. The element “40” of the number 28-40-01 concerns itself with the indicating section of the
fuel system.

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

C. Unit/Subject - The individual units within a sub-system/section may be identified by the third
element of the standard numbering system. The element “01” of the number 28-40-01 is a subject
designator. This element is assigned at the option of the manufacturer and is normally zeroed out by
PIPER.
Refer to Chapter/Section Index Guide, for a complete breakdown and list. The material is arranged in
ascending numerical sequence.
6. Pagination
The Chapter - Section (i.e. - 28-40-00) numbering system (explained above) forms the primary page
numbering system for this manual. Within each Section, pages are numbered consecutively beginning
with Page 1 (i.e. - 28-40-00, Page 1). Additionally, the aerofiche grid numbering system (explained
below) is also used to indicate location within the manual.
7. Aerofiche Effectivity
A. The General Aviation Manufacturers Association (GAMA) have developed specifications for
microfiche reproduction of aircraft publications. The information compiled in this Aerofiche
Maintenance Manual will be kept current by revisions distributed periodically. These revisions will
supersede all previous revisions and will be complete Aerofiche card replacements and shall
supersede Aerofiche cards of the same number in the set. The “Aerofiche Effectivity” page at the
front of this manual lists the current revision for each card in this set.
B. Conversion of Aerofiche alpha/numeric grid code numbers:
First number is the Aerofiche card number.
Letter is the horizontal row reference per card
Second number is the vertical column reference per card.
Example: 2J16 = Aerofiche card number two, row J, column 16.
C. To aid in locating information, the following is provided at the beginning of each aerofiche card:
(1) A complete Introduction containing the Chapter/Section Index Guide for all fiche in this set.
(2) A complete subject Index for all fiche in this set.
8. Identifying Revised Material
A revision to a page is defined as any change to the printed matter that existed previously.
Revisions, additions and deletions are identified by a vertical line (i.e. - change bar) along the left-
hand margin of the page opposite only that portion of the printed matter that was changed.
A change bar in the left-hand margin opposite the footer (i.e. - chapter/section/subject, page
number and date), indicates that the text was unchanged but the material was relocated to a
different page.
Example.
NOTE: Change bars are not used in the title pages, list of effective pages, or index.
9. Indexing
An alphabetically arranged subject Index follows this introduction to assist the user in locating desired
information. In addition, each System/Chapter begins with an individual Table of Contents.
10. List of Effective Pages
Each System/Chapter has a List of Effective Pages preceding the Table of Contents to identify the
effective revision date for each page in that chapter.

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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
PA-32R-301/301T airplanes and its various components. Use them to supplement this manual.
A. Piper Publications: Part Number
(1) Parts Catalog 761-880
(2) Progressive Inspection Manuals (50 hour):
SARATOGA II HP (S/N’s 3246001 & up) 761-881 (pending)
SARATOGA II TC (S/N’s 3257001 & up) 761-896 (pending)
(3) Periodic Inspection Report Forms:
SARATOGA II HP (S/N’s 3246001 & up) 230-1047
SARATOGA II TC (S/N’s 3257001 & up) 230-2047
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: Climate Control Inc. (or) Sanden International (USA), Inc.
2120 N. 22nd Street 601 South Sanden Blvd.
Decatur, Illinois 62526 Wylie, TX 75098-4999
(217) 422-0055 (972) 442-8400
http://www.ccicompressor.com http://www.sanden.com
(2) ALTERNATOR:
Vendor: Kelly Aerospace, Power Systems PH: (334) 227-8306
Airport Complex
P. O. Box 273
Fort Deposit, Alabama 36032
http://www.kellyaerospace.com/index.htm/
Overhaul Manual: Manual OE-A2

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(3) AUTOFLIGHT:
Vendor(s): Honeywell (or) S-TEC Corporation
One Technology Center One S-TEC Way
23500 W. 105th St., M/D #45 Mineral Wells, Texas 76067-9236
Olathe, Kansas 66061-1950 PH - (940) 325-9406
http://www.bendixking.com/ www.s-tec.com
(4) BRAKES:
Vendor: Parker Hannifin Corp. PH: (800) 272-5464
Aircraft Wheel and Brake Division
1160 Center Road
Avon, Ohio 44011
http://www.parker.com/cleveland/Universe/book.pdf
(5) ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)
Vendor: Avidyne Corporation PH: (800) 284-3963
55 Old Bedford Road
Lincoln, MA 01773
http://www.avidyne.com/index.htm
Instructions for Continued Airworthiness:
Primary Flight Display
and Magnetometer/OAT: Document No. AVPFD-174
Multifunction Display: Document No. AVMFD-167
Data Acquisition Unit: Document No. AVSIU-011
or,
Vendor: Garmin International PH: (913) 397-8200
1200 East 151ST Street
Olathe, KS 66062
http://www.garmin.com
(6) EMERGENCY LOCATOR TRANSMITTER:
Vendor: Artex Aircraft Supplies PH: (800) 547-8901
14405 Keil Road NE
Aurora, Oregon 97002
http://www.artex.net/
(7) EMERGENCY BATTERY:
Vendor: Concorde Battery Corporation PH: (626) 813-1234
2009 San Bernardino Road FAX: (626) 813-1235
West Covina, CA 91790
http://www.concordebattery.com/index.htm
Instructions for Continued Airworthiness:
Maintenance Manual
Supplement,
Concorde Valve
Regulated Lead-Acid
Emergency Battery: Drawing No. 5-0143

3A13 INTRODUCTION SepPAGE 5

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MAINTENANCE MANUAL

(8) ENGINE:
Vendor: Textron Lycoming PH: (717) 323-6181
652 Oliver Street FAX: (717) 327-7101
Williamsport, PA 17701
http://www.lycoming.textron.com/main.html
Overhaul Manual: DIRECT DRIVE MODELS - P/N 60294-7
Parts Catalog: IO-540- ..... - K1G5, ..... ENGINES - P/N PC-615
TIO-540-AH1A ENGINES - P/N PC-615-12
Operators Handbook: O-540, IO-540 SERIES - P/N 60297-10
TIO-540 Series - P/N 60297-23

NOTE: The above Lycoming publications can be ordered as a set on CD-ROM from
Avantext. See www.avantext.com or PH - (800) 998-8857.

(9) ELECTRIC FUEL PUMP:

Vendor(s): Parker Hannifin Corp. (or) Weldon Pump
Airborne Division 640 Golden Oak Parkway
711 Taylor Street Oakwood Village, OH 44146
Elyria, Ohio 44035 PH - (216) 232-2282
PH - (800) 382-8422
http://www.parker.com/cleveland/Universe/book.pdf
(10) FUEL CELLS:
Vendor: Engineered Fabrics Corporation PH: 770-684-7855
669 Goodyear Street FAX: 770-684-7438
Rockmart, Georgia 30153-0548
http://www.kfefc.com/index.htm
(11) GEAR LOCKING ACTUATORS, NOSE GEAR DOOR ACTUATOR, HYDRAULIC PUMP,
AND ALL HYDRAULIC COMPONENTS:
Vendor: Parker Hannifin Corp.
(See Brakes, above)
(12) HI-LOK FASTENERS AND TOOLS:
Vendor: Hi-Shear Corporation PH: (213) 326-8110
2600 Skypark Drive
Torrance, California 90509
(13) INADVERTENT ICE PROTECTION SYSTEM (TKS):
Vendor: Aerospace Systems and Technologies, Inc.
3213 Arnold Ave. PH: (785) 493-0946
Salina, Kansas 67401 FAX: (785) 493-0950
http://www.weepingwings.com/

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(14) LIGHTS - NAVIGATION/STROBE LIGHTS STANDBY/MAP:

Vendor: Whelen Engineering Co. Inc. PH: (860) 526-9504
Route 145, Winthrop Rd. FAX: (860) 526-2009
Chester, CT 06412
http://www.whelen.com/
(15) MAGNETOS:
Vendor: Slick Aircraft Products PH: (904) 739-4000
Unison Industries FAX: (904) 739-4006
Attn: Subscription Dept.
7575 Baymeadows Way
Jacksonville, FL 32256
http://www.unisonindustries.com/
Installation, Operation F1100 MASTER SERVICE MANUAL,
and Maintenance 4300/6300 SERIES MAGNETO
Instructions: MAINTENANCE AND
OVERHAUL MANUAL - L-1363
(16) NAVIGATION, COMMUNICATIONS, AND GPS (NAV/COM/GPS):
Vendor: Garmin International PH: (913) 397-8200
1200 East 151ST Street
Olathe, KS 66062
http://www.garmin.com
(17) OXYGEN SYSTEM: (TC ONLY)
Vendor: Scott Aviation PH: (716) 683-5100
2225 Erie Street
Lancaster, New York 14086
http://www.scottaviation.com/
(18) PROPELLER:
Vendor: Hartzell Propeller Inc. PH: (937) 778-4379
One Propeller Place FAX: (937) 778-4321
Piqua, OH 45356-2634
http://www.hartzellprop.com/index2.htm
Standard Practices: Manual No. 202A
Overhaul
and Maintenance: Manual No. 113B
Aluminum Blade
Overhaul: Manual No. 133C
Propeller Owner’s
Manual and Logbook: Manual No. 115N

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(19) PROPELLER GOVERNOR:

Vendor: Hartzell Propeller Inc. PH: (937) 778-4379
One Propeller Place FAX: (937) 778-4321
Piqua, OH 45356-2634
http://www.hartzellprop.com/index2.htm
Governor Maintenance: Manual No. 130B
(20) STANDBY ATTITUDE INDICATOR:
Vendor: Mid-Continent Instruments Co., Inc. PH: (316) 630-0101
9400 E. 34 TH Street N. FAX: (316) 630-0723
Wichita, KS 67226
http://www.mcico.com/index.html
Installation Manual and
Operating Instructions: Manual No. 9015762
(21) STARTER:
Vendor: See listing under (or) Sky-Tec
Alternator, above. 350 Howard Clemmons Rd
Granbury, Texas 76048
PH - (800) 476-7896
FAX - (817) 573-2252
http://www.skytecair.com
(22) VACUUM PUMPS:
Vendor: Aero Accessories, Inc. PH: (800) 822-3200
1240 Springwood Avenue
Gibsonville, NC 27249
http://www.aeroaccessories.com/index.html
(23) VACUUM REGULATORS:
Vendor: Parker Hannifin Corporation PH: (800) 382-8422
Airborne Division
711 Taylor St.
Elyria, OH 44035
http://www.parker.com/cleveland/Universe/book.pdf

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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PA-32R-301/301T, SARATOGA II HP/TC
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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

14. Chapter/Section Index Guide

NOTE: The following GAMA Specification No. 2 standard chapters are not included in this Maintenance
Manual: 36, 38, 49, 54, 60, 72, 75 and 83. These chapters are omitted because the subject
system is either: not installed in these airplanes; adequately covered in vendor or other manuals;
or, for ease of use, has been combined with another chapter.

CHAPTER SECTION TITLE GRID NO.

4 AIRWORTHINESS LIMITATIONS 1C1

00 Airworthiness Limitations

5 TIME LIMITS/MAINTENANCE CHECKS 1C9

00 General
10 Time Limits
20 Scheduled Maintenance
30 Special Inspections
50 Unscheduled Maintenance Checks

6 DIMENSIONS AND AREAS 1F1

00 General

7 LIFTING AND SHORING 1F15

10 Jacking

8 LEVELING AND WEIGHING 1F23

10 Weighing
20 Leveling

9 TOWING AND TAXIING 1G9

10 Towing
20 Taxiing

10 PARKING AND MOORING 1G19

10 Parking
20 Mooring

11 PLACARDS AND MARKINGS 1H5

20 Exterior Placards and Markings

30 Interior Placards

12 SERVICING 1I1

00 General
10 Replenishing
20 Scheduled Servicing

3A19 INTRODUCTION Sep

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

20 STANDARD PRACTICES - AIRFRAME 2C1

00 General
20 Painting

21 ENVIRONMENTAL SYSTEMS 2D3

00 General
20 Distribution
40 Heating
50 Cooling

22 AUTOFLIGHT 2G5

10 Autopilot

23 COMMUNICATIONS 2H9

00 General
50 Audio Integrating
60 Static Discharging

24 ELECTRICAL POWER 2I1

00 General
30 DC Generation
40 External Power
50 Electrical Load Distribution

25 EQUIPMENT/FURNISHINGS 3C1

10 Flight Compartment
20 Passenger Compartment
60 Emergency

26 FIRE PROTECTION 3D1

20 Extinguishing

27 FLIGHT CONTROLS 3D11

00 General
10 Aileron and Tab
20 Rudder and Tab
30 Stabilator and Tab
50 Flaps

28 FUEL 3G15

00 General
10 Storage
20 Distribution
40 Indicating

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

29 HYDRAULIC POWER 3I11

00 General
10 Main

30 ICE AND RAIN PROTECTION 4C1

00 General
10 Airfoil
30 Pitot and Static
60 Propeller
80 Detection

31 INDICATING / RECORDING SYSTEMS 4E7

50 Central Warning Systems

32 LANDING GEAR 4F3

00 General
10 Main Gear and Doors
20 Nose Gear and Doors
30 Extension and Retraction
40 Wheels and Brakes
60 Position and Warning

33 LIGHTS 4J5

00 General
10 Flight Compartment
40 Exterior

34 NAVIGATION 5C1

00 General
10 Flight Environment Data
20 Attitude and Direction
50 Dependent Position Determining

35 OXYGEN 5J1

10 Crew/Passenger

37 VACUUM 6C1

00 General
10 Distribution
20 Indicating

3A21 INTRODUCTION Sep

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

39 ELECTRICAL/ELECTRONIC PANELS 6C21

10 Instrument and Control Panels

51 STRUCTURES 6E1

00 General
10 Investigation, Cleanup and Aerodynamic Smoothness
70 Repairs
80 Electrical Bonding

52 DOORS 6F13

00 General
10 Passenger/Crew
30 Cargo

53 FUSELAGE 6G9

20 Main

55 STABILIZERS 6G19

20 Stabilator
30 Vertical Stabilizer
40 Rudder

56 WINDOWS 6H15

10 Flight Compartment
20 Passenger Compartment

57 WINGS 6I3

00 General
20 Auxiliary Structure
40 Attach Fittings
50 Flight Surfaces

61 PROPELLERS 6J9

10 Propeller Assembly
20 Controlling

70 STANDARD PRACTICES - ENGINE 7C1

00 General

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

71 POWER PLANT 7C9

00 General
10 Cowling
20 Mounts

73 ENGINE FUEL AND CONTROL 7D11

10 Distribution
20 Controlling

74 IGNITION 7E5

10 Electrical Power Supply

20 Distribution
30 Switching

76 ENGINE CONTROLS 7F21

10 Power Control

77 ENGINE INDICATING 7G7

00 General
10 Power
20 Temperature
40 Integrated Engine Instrument Systems

78 EXHAUST 7I1

00 General

79 OIL 7I11

20 Distribution
30 Indicating

80 STARTING 7J1

10 Cranking

81 TURBINES 7J17

20 Turbo-Supercharger

91 CHARTS & WIRING DIAGRAMS 8C1

10 Charts
21 & Up Wiring Diagrams (Schematics)

3A23 INTRODUCTION Sep

PAGE 15
30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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PAGE 16
Sep 30/06 INTRODUCTION 3A24

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

A Avidyne Entegra EFIS Corrosion

Component Locator: 5D5 Control: 6E11
Access Plates and Panels: 1F12
Description: 5D1 Forms: 6E11
Accident/Incident Reporting: 1A12
Instrument Panel: 5D1
Aerofiche Grid Code: 1A11 D
Magnetic Heading System
Aileron
Calibration: 5I1 Definitions
Balancing: 6J4
Magnetometer: 5H24 Inspections: 1C19
Checking Free Play: 6J1
Wiring Harness: 5D8 Defrosters: 2D17
Installation: 6J2
Avionics Deicing Fluid: 4C7
Ailerons
Installation: 2H18 Doors
Control System
Rack-Mounted: 6D3 Baggage Door Lock Tool: 6G7
Installation: 3E11
Rigging and Adjustment: Cabin: 6G1
B Upper Door Latch -
3E13
Limits: 3E15 Balancing Equipment: 6H1, 6H5, Adjustment: 6G2, 6G4
Troubleshooting: 3E4 6H12 Description: 6F19
Tab: 3E16 Ball Diameters for Testing Hose Snubber Seals: 6F19
Air Conditioning Restrictions: 2C10 Installation: 6F20
Charging Stand Battery - See Electrical
Brakes E
Hookup: 2E21
Kent Moore J23500: 2E17 Bleeding: 4I17 EFIS - See Avidyne or Garmin
Robinar 34700: 2E16 Parking Brake: 1H1 EGT Gauge: 7G19
Hookup: 2E23 Servicing: 1I22 Electrical
Compressor System Battery: 2J6
Belt Installation: 2F12 Installation: 4I13 Servicing: 1I23
Sanden: 2F11 Leak Check: 4I16 Bonding: 6F9
Magnetic Clutch: 2F16 Toe Brake Cylinder: 4I17 Millivolt Drop Test: 6F10
York: 2F9 Toe Brake Installation: 4I15 Resistance Index: 6F10
Magnetic Clutch: 2F18 Wheel Brake Assembly: 4I9 Bonding Straps: 2H23
Condenser Buttock Lines: 1F10 Electrical System
Air Scoop Installation: 2F21 Alternator: 2I10
C Belt Tension Adjustment:
Evacuation Hookup: 2F4
Installation: 2E8 Cabin 2I21
Leak Test: 2F3 Heat: 2D17 Troubleshooting: 2I12
Service Valves: 2E9 Ventilation: 2D11, 2D17 Component Loads: 2J17
Test Gauge and Manifold Set: Chapter/Section Index Guide: Description and Operation:
2F1, 2F2 1A19 2I7
Torque Specifications: 2E15 Cherrylock Rivet Removal: 2C9 Load Distribution: 2J17
Troubleshooting: 2E3 CHT Gauge: 7G21 Standby Alternator: 2I23
Air Filter Circuit Breaker Panel: 6D4 Installation: 2J5
Servicing: 1J5 Cleaning: 1I8 Troubleshooting: 2J1
Airworthiness Aircraft Finish Care: 1I7 Emergency Battery: 2J9
Directives (AD’s): 1C15 Fuel Filter: 1I16 External Power: 2J15
Instructions for Continued Consumable Materials: 8C23 On Aircraft Checks: 2I18
Airworthiness: 1A9 Control Column Assembly: 3E5 Schematics
Limitations: 1C7 Control Wheel Installation: 3E9 ADF: 8I16
Annunciator Conversion Tables: 8C12 AHRS: 8I8
Description: 4E13 Decimal: 8C17 Air Conditioning: 8D19
Troubleshooting: 4E14, 4E20 Drill Sizes: 8C21 Air Data Computer: 8I9
Autopilot - See System 55/55X Metric: 8C20 Alternator Power: 8E13
Temperature: 8C18 Ammeter: 8E19
Weights and Measures: 8C19 Annunciator: 8G1
Attitude Gyro: 8I4
Autopilot: 8D23

3B1 INDEX SepPAGE 1

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Schematics (cont.) Switch: 8G19 Installation: 7C20, 7D8

Auxiliary Vacuum System: Taxi: 8H15 Instruments
8I20 Low Voltage Monitor: 8E19 Analog Instruments: 7H7
Avionics Magneto Switch: 8I23 Single / Dual Instrument:
Cooling: 8D17 MAP: 8J2, 8J3, 8J16 7H7
Lighting: 8D17 Multi-Function Display CHT Gauge - See CHT
Baggage Door Ajar: 8H11 (MFD): 8I7 Gauge
Cabin Temp: 8J16 OAT Probe: 8I1 Description: 7G13
CHT: 8J5, 8J11, 8J15 Oil Pressure: 8J19, 8J21 EGT Gauge - See EGT
Clock: 8H7 Oil Temperature: 8J19, 8J21 Gauge
Configuration Module: 8J16 Overhead Speakers: 8E9 Engine Instruments & DDMP:
Data Acquisition Unit: 8J10 Pitot Heat: 8F21 7H3
Data Link: 8F23 Power Point: 8F3 Alarm Conditions: 7H9
DDMP: 8J6 Power Switching: 8E22 Electrical Mode: 7H10
DME: 8I17 Primary Flight Display (PFD): Exceedance Condition:
EGT: 8J12, 8J13 8I7 7H9
Electric Flaps: 8F9 Radio Master Switch: 8E7 Exceedance Mode: 7H11
ELT: 8F5 RPM: 8J1, 8J3, 8J21 Failure Condition: 7H9
Engine / Airframe Unit: 8J17 Skywatch: 8I13 Fuel Mode: 7H13
Engine Digital Display Squat Switch, R.H.: 8I1 Instrument Mode: 7H10
Monitoring Panel: 8J6 Stall Warning: 8F7 Integrated Engine
Engine Gauge: 8J8 Standby Alternator: 8E20 Instrumentation
Entertainment Console: 8H6 Standby Attitude Indicator: Calibration: 7H16
Exceedance Audio Alert: 8I5 Percent Power: 7H12
8F17 Starter and Accessories: 8K1 Temperature Mode: 7H13
External Power: 8F1 Stormscope: 8I14 Manifold Pressure Gauge -
Fresh Air Blower: 8D15 TIT: 8J12, 8J14, 8J15 See MAP Gauge
Fuel Flow: 8J12, 8J13, 8J14, TKS System: 8F19 Oil Pressure: 7I19
8J21 Transponder: 8I15 Oil Temperature: 7I21
Fuel Pump: 8F11 Turn and Bank Indicator: 8I3 Tachometer - See
Fuel Quantity: 8F13 VAC: 8J5 Manifold Pressure vs Oil
GMA 1347 Audio Panel: Vacuum Inop: 8I19 Temperature: 7D24
8E10 Static Wicks: 2H23 Mixture Control Adjustment:
Ground Blocks: 8E23 Symbols: 8D10, 8D11 7G3
Ground Clearance: 8E3 System Mount
Hour Meter: 8H7 Servicing: 1J6 Corrosion Inspection: 7D5
Integrated Avionics Units: Voltage Regulator: 2J9 Shock Mounts: 7D6
8I10 Wire Coding: 8D9 Serial Number Location: 1F7
Landing Gear ELT Standard Practices: 7C7
Control: 8G13 Artex ELT 110-4: 3C19 Starter
Position and Warning: Battery: 3C19 Bench Tests: 7J12
8G15 Testing: 3C20 Description: 7J7
Lights Wiring Schematic: 3C21 Exploded View: 7J7
Baggage: 8H7 Empennage Group: 6H2 Service Test Specifications:
Courtesy: 8H2 Engine 7J13
Flood: 8H12 Description: 7C15 Troubleshooting: 7J8
Landing: 8H15 Exhaust System - See Exhaust Using External Power: 7J12
Navigation: 8H20 System Throttle Control Adjustment:
Panel: 8G19 Fuel 7G3
Radio: 8H1 Air Bleed Nozzles: 7D18 Timing Marks: 7E13
Reading: 8H2 Injection System: 7D19 Troubleshooting: 7C15
Recognition: 8H24 Injector: 7D20
Strobe: 8H20 Ignition - See Ignition System

PAGE 2
Sep 30/06 INDEX 3B2

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Turbocharger Troubleshooting: 3G24 Troubleshooting: 5D16

Description: 7K1 Fuselage Stations: 1F10 Engine / Airframe
Installation: 7K7 SensorFailures: 5D21
Nomenclature: 7K4 G GDC 74A: 5F1
Troubleshooting: 7K2 Garmin 1000 EFIS GDL 69/69A: 5F7
Wastegate Alerts and Annunciations: 5D18 GDU 1040: 5E4
Adjustment: 7K9 Calibration GEA 71: 5E21
Installation: 7K9 GRS 77/GMU 44: 5H4 GIA 63W: 5E12
Exhaust System Magnetic: 5I4 GMA 1347: 5E10
100 Hour Inspection: 7I7 Components: 5E3 GMU 44: 5F5
Inspection Points: 7I8 Configuration Mode Overview: GRS 77: 5F3
Extinguishing 5F12 GTX 33: 5E23
Portable Fire Extinguisher: 3D7 Description: 5D10 LRU Failures: 5D19
Description: 3D7 Displays: 5D10 Software
Inspection: 3D7 Inspections: 5D24 Load / Configuration: 5G1
Lighting Setup: 5H14 GMA-340
F Cockpit: 5H17 Adjustment: 2H19
Fiberglass Repairs - See Repairs - Magnetic Heading System Audio Panel: 2H17
Fiberglass Calibration: 5I4 Functional Test: 2H17
Flaps Post-Installation Setup: 5F12 Removal and Installation: 2H17
Control System Required Equipment List: 5I9 GNS 430/530
Installation: 3G6 Shield Block Installation: 5F11 Post Installation Setup: 5I11
Rigging and Adjustment: 3G8 Spider Grounds: 5F10 GTX-330
Troubleshooting: 3G5 System Communications: 5D11 Post Installation Setup: 5I16
Inspection Engine / Airframe Interface:
Flap Torque Tube/Pushrod 5D14
H
Distortion Inspection: Flight Instrumentation Heated Pitot-Static Mast: 4C7,
3G11 Interface: 5D13 4D15
Installation: 6J2 Hierarchy: 5G2 Heated Windshield Panel: 4D19
Flareless Tube Fittings: 2C12 Navigation / Communications Hose Specifications: 8C22
Flight Instruments - See also EFIS Interface: 5D15 Hose, Tube, and Line Markings:
Airspeed Indicator: 5C18 Testing 2C11
Altimeter: 5C17 AHRS / ADC Backup Path: Hydraulic System
Attitude Indicator: 5C23 5H13 Installation: 3I20
Directional Gyro: 5H19 Aircraft Interface: 5G17 Pump: 3J2
Magnetic Compass: 5I6 Display Failure: 5H13 Servicing: 1I23
Standby Attitude Indicator: Emergency Power: 5H5 Schematic Diagram: 3I18
5C24 Engine / Airframe: 5H2 Servicing: 3J5
Turn and Bank Indicator: 5I8 GDC 74A: 5G23 Testing: 3J5
Vertical Speed Indicator: 5C16 GIA 63W: 5G21
Fluid Line Identification: 2C10 GIA Failure: 5H12 I
Fluid Tubing Support: 2C13 GMA 1347: 5G20 Ice Protection: 4C5
Fuel System GPS Failure: 5H11 Ignition System
Filter Assembly: 3H18 GRS 77/GMU 44: 5G24 Description: 7E11
Fuel Cells: 3H6 GTX 33: 5G22 Ignition Harness: 7F9
Components: 3H7 Initial Display: 5G16 Harness Cap: 7F13
Fuel Quantity Optional Systems: 5H7 Stripping Tool: 7F10
Calibration: 3I1, 3I5, 3I6 S-TEC 55X Interface: 5H5 Magnetos: 7E12
Needle Deviation: 3H22 Wiring Harness: 5F20 100 Hour Inspection: 7E12
Inspection 500 Hour Inspection and
Fuel Tank / Wing Spar Cleaning: 7E15
Corrosion Inspection: Bearing Bar: 7F2
3H5 Bearings: 7E23

3B3 INDEX SepPAGE 3

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Magnetos (cont.) Per Event Leading Particulars: 1F8

Carbon Brush Assembly: Engine Events/Stoppages: Leveling Airplane: 1G7
7E18 1E16 Life Limited Parts: 1C7
Coil Wedge: 7E23 Flaps Extended Above Lights
Exploded View: 7E20 Maximum Flap Exterior
Impulse Coupling Extension Speed: Landing Lights: 4J15
Pawl Clearance: 7E16 1E17 Navigation Lights: 4J23
Pawls: 7E16 Flood Damage: 1E18 Recognition Lights: 4J23
Internal Timing: 7F2 Hard or Overweight Strobe Lights: 4J24
Oil Seal: 7E23 Landing: 1E16 Interior
Rotor and Stop Pin: 7E15 Lightning Strike: 1E15 Annunciator
Rotor Gear: 7F2 Severe Turbulence: 1E16 Lamp Replacement: 4J13
Testing: 7F4 Progressive Inspection: 1C21 Dimmer Control: 4J13
Timing to Engine: 7E12 Special: 1E5 Locking Airplane: 1H1
Timing Tool Kit Unscheduled: 1E15 Lubrication
Troubleshooting: 7E12 Instruments Application of Grease: 1J8
Spark Plugs: 7F14 Face-Mounted: 6D3 Application of Oil: 1J8
Coupling Torque: 7F16 Introduction: 1A7 Charts: 1J9
Inspection And Cleaning: Air Conditioning: 1J24
7F15 J Baggage Doors: 1J23
Inadvertent Ice Protection System Jacking: 1F21 Cabin Doors: 1J23
- See TKS Control System: 1J14
Index: 1B1 L Fuel Selector: 1J22
Inspection - See also System Landing Gear Main Landing Gear: 1J10
Chapter/Section Description: 4F11 Nose Landing Gear: 1J12
Definitions: 1C19 Emergency Release: 4I1 Power Plant: 1J20
Procedures Extension and Retraction Propeller: 1J20
100 Hour Standby Alternator: Functional Test: 4H17 Seats: 1J23
2I24 Troubleshooting: 4H11
Aft Wing Attach Fitting: 6G15 M
Limit Switches: 4I21
100 Hour: 6G15 Main Magnetic Heading Systems: 5H20
Alternate Air Door: 1J5 Actuating Cylinder: 4H23 Magnetos - See Ignition System
Control Cables: 3D20 Adjustment: 4G5 MAP Gauge: 7G15
Dye Penetrant: 2C14 Aligning: 4G7 Markings - See See Placards
Electrical Bonding: 6F9 Door: 4G9 Mooring: 1H3
Flap Torque Tube/Pushrod Installation: 4G2 Muffler - See Exhaust System
Distortion Inspection: Oleo Strut: 4F22
3G11 Toe-In and Toe-Out
N
Flexible Hoses: 2C10 Correction: 4G8 Nylon Tubing Coupling: 2C14
Garmin 1000 EFIS Tolerances: 4G10
1000 Hour: 5E2 Nose O
Annual / 100 Hour: 5D24 Actuating Cylinder: 4H22
Nylon Tubing Couplings: Olive Clenching: 2C15
Adjustment: 4G24 Outside Air Temperature: 5C19
2C15 Alignment: 4G24
Propeller: 1J6 Oxygen System
Doors: 4H3 Cylinder: 5J7, 5J13, 5J19, 5J21
Restraint System: 3C10 Installation: 4G20
Requirements: 1C21 Description: 5J7
Oleo Strut: 4G16 Inspections: 5J12
Annual / 100 Hour Inspection: Tolerances: 4H4
1C21 Installation: 5J8
Servicing: 1I19 On/Off Control: 5J7, 5K1
Procedure: 1C22 Troubleshooting: 4F13
Overlimits Inspection: 1C21 Outlets: 5J7, 5J12, 5J13, 5J24
Warning: 4I24
Operational Check: 4J1

PAGE 4
Sep 30/06 INDEX 3B4

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Pressure Gauge: 5J7, 5J12, R Stabilator Balancing: 6H4

5J13, 5J23 Stabilator Trim Tab: 6H1
Repairs
Recharge Valve: 5J7, 5J11, Trim Control System
Fiberglass: 6E19
5J13, 5J22 Installation: 3F20
Impacted Damage: 6F4
Regulator Valve: 5J7, 5J13, Rigging and Adjustment:
Metal / Wire Stitching: 6F5
5J21 3F23
Stress Lines: 6F3
Servicing Stall Strips - See TKS
Thermoplastic: 6E21
Cleaning: 5J16 Stall Warning System: 3G1
Cracks: 6F1
Component Limits: 5J13 Functional Tests: 3G1
Deep Scratches: 6E22
Filling Pressures vs. Temp: Standard Practices Airframe: 2C5
Epoxy Patching Compound:
5J12 Starter - See Engine, Starter
6E23
Leak Tests: 5J16 Station Reference Lines: 1F11
List of Materials: 6E24
Purging: 5J16 Steering Pedal Assembly: 3F5
Surface Scratches: 6E22
Refilling: 5J10 Structures
Welding Repair: 6E23
Test Apparatus: 5J13 Description: 6E7
Various: 6F2
Swageloc Fittings: 5J18 Switches
Restraint System: 3C10
Troubleshooting: 5J9 Overhead Panel: 6D5
Revisions
Tubing Installation: 5J15 Push ON/OFF: 6D6
Aerofiche Revision Status: 1A3
Radio Master: 2H15
P Identifying Revised Material:
Rocker-Type: 6D5
1A11
Painting: 2C21 System 55/55X: 2G11
Rod End Bearing Installation: 2C8
Parking: 1H1 Flap Compensator: 2H6
Rudder
Parking Brake: 1H1 GPSS: 2G15
Control System
Piper Pitch Servo: 2H1
Installation: 3E23
Publications: 1A12 Pressure Transducer: 2G18
Rigging and Adjustment: 3F1
Pitot Heat: 4C7, 4D15 Roll Servo: 2G20
Limits: 3F2
Pitot/Static System Servo Clutch Torque
Troubleshooting: 3E21
Description: 5C11 Adjustment: 2H4
Rudder Balancing: 6H12
Installation: 5C12 Trim Monitor: 2G18
Trim Control System
Placards Trim Servo: 2G22
Installation: 3F3
Exterior: 1H11 Troubleshooting: 2G15
Rigging and Adjustment: 3F4
Interior: 1H16
Entertainment Console: 1H23 S T
Instrument Panel: 1H18 Taxiing: 1G17
Safety Walk Installation: 6F5
Principal Dimensions: 1F8 Testing
Seats
Propeller A/C Leaks: 2F3
Seat Back Lock: 3C7
Governor Control Arm: 6J21 ELT: 3C20
Serial Number
Installation: 6J16 Fuel Quantity Gauge: 3H23
Effectivity: 1A9
Torque Limits: 6J15 Garmin 1000 EFIS: 5G16
Explanation: 1A10
Typical Nicks and Removal GMA-340 Functional Test: 2H17
Location: 1F7
Methods: 6J18 Hydraulic System: 3J5
Service Points: 1I15
Propeller Deicing: 4D23 Magnetos: 7F4
Skin Material Specifications: 6E8
Propeller Governor: 6J22 Stall Warning System: 3G1
Spark Plugs - See Ignition System
Adjustment: 6J21 Thermoplastic Repairs - See
Stabilator: 6H1
Publications Repairs - Thermoplastic
Attach Brackets: 6H6
Piper: 1A12 Three View: 1F7
Control System
Vendor: 1A12 Tires
Installation: 3F14
Balancing: 1J6
Rigging and Adjustment.:
Servicing: 1I22
3F16
Limits: 3F17
Troubleshooting: 3F11

3B5 INDEX SepPAGE 5

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

TKS: 4C9 Manifold Pressure Gauge: Windows and Windshields

Drain Valve: 1J2 7G15 Windows: 6I1
Electrical Schematic: 4D13 Oil Pressure Gauge: 7I19 Installation: 6I1
Fluid Quantity Sender: 4D4 Oil Temperature Indicator: 7I21 Windshield: 6H21
Fluid Schematic: 4D11 Oxygen System: 5J9 Defrost: 2D17
Fluid Tank: 4D1 Rudder Control System: 3E21 Installation: 6H22
Fluid Tank Strainer: 4D3 Stabilator Control System: 3F11 Windshield Heat: 4D20
Porous Panel: 4C15 Standby Alternator Regulator: Wing
Finishing with Sealant: 4C20 2J1 Description: 6I9
Installation: 4C19 Starter: 7J8 Installation: 6I14
Stall Strips: 4C21 Strobe Lights: 4J24 Tip: 6I11
Propeller Boot: 4E2 Tachometer: 7G16 Wing Stations: 1F10
Propeller Installation: 4E1 TKS Fault Isolation: 4C11
Propeller Slinger Ring: 4D23 TKS Tubing: 4D12
Proportioning Unit Flow Rates: Turbocharger: 7K2
4D7 Turn and Bank Indicator: 5I8
Pump and Drain Valve: 4C23 Vacuum System: 6C8
System Vertical Speed Indicator: 5C16
Servicing: 1J1 Turbocharger - See Engine,
Test Apparatus: 4C14 Turbocharger
Troubleshooting: 4C10
Torque V
Conversion: 8C15 Vacuum System
Requirements: 8C11 Description: 6C7
Flare Fitting: 8C11 Filter: 6C11
Nuts: 8C13 Gauge: 6C11, 6C17
Torque Wrench Formula: 2C8 Inspection: 6C12
Towing: 1G15 Pump: 6C12
Troubleshooting Pump Fittings: 6C13
Aileron Control System: 3E4 Pump Vane Wear: 6C12
Air Conditioning System: 2E3 Regulator: 6C14
Airspeed Indicator: 5C19 Service: 6C14, 6C17
Alternator System: 2I13 Switch: 6C18
Altimeter: 5C17 Troubleshooting: 6C8
Annunciator: 4E14, 4E20 Vendor
Attitude Indicator: 5C23 Contact Information: 8D7
Cylinder Head Temperature Publications: 1A12
Gauge: 7G21 Vertical Stabilizer: 6H9
Directional Gyro: 5H19
Engine: 7C16 W
Engine Instrument & DDMP: Water Lines: 1F10
7H2 Weeping Wings - See TKS
Exhaust Gas Temperature Weighing Airplane: 1G5
Gauge: 7G19 Wheels
Extension and Retraction: 4H11 Balancer: 1J7
Flap Control System: 3G5 Main
Fuel System: 3G24 Assembly: 4I5
Garmin 1000 EFIS: 5D16 Nose
Inadvertent Ice Protection Assembly: 4I7
System (TKS): 4C11
Landing Gear: 4F13
Magnetic Compass: 5I7
Magnetos: 7E12

PAGE 6
Sep 30/06 INDEX 3B6

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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3B7 INDEX SepPAGE 7

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

GRIDS 3B8 THRU 3B24

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Sep 30/06 INDEX 3B8

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER

25
EQUIPMENT /
FURNISHINGS

3C1

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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3C2

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER 25

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

25-List of 1 Sep 30/06

Effective Pages 2 Sep 30/06

25-Table of Contents 1 Sep 30/06

2 Sep 30/06

25-10-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06
7 Sep 30/06
8 Sep 30/06

25-20-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06

25-60-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06

3C3 25 - LIST OF EFFECTIVE PAGES SepPAGE 1

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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Sep 30/06 25 - LIST OF EFFECTIVE PAGES 3C4

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER 25 - EQUIPMENT / FURNISHINGS

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

FLIGHT COMPARTMENT 25-10-00 1 3C7

Pilot’s Seat Lock and Release Rigging 1 3C7
Lumbar Support 2 3C7
Description 2 3C7
Removal 2 3C7
Installation 3 3C9
Carpets 3 3C9
Restraint System 4 3C10
Inspection 4 3C10
Inertial Reel Adjustment 4 3C10

PASSENGER COMPARTMENT 25-20-00 1 3C15

Entertainment/Executive Console 1 3C15
Removal 1 3C15
Installation 3 3C17

EMERGENCY 25-60-00 1 3C19

Artex ELT 110-4 Emergency Locator Transmitter 1 3C19
Description 1 3C19
Battery 1 3C19
Removal 1 3C19
Installation 1 3C19
Testing 2 3C20

3C5 25 - CONTENTS SepPAGE 1

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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PAGE 2
Sep 30/06 25 - CONTENTS 3C6

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

FLIGHT COMPARTMENT

1. Pilots Seat Lock and Release Rigging ( Refer to Figure 1 )

A. Loosen screws and loosen clamps to allow push-pull cable to move within the clamps.
B. Place a straightedge along lower surface of seat back release bushing.
C. Adjust push-pull cable by raising or lowering until lower surface of the stop assembly is parallel to
straightedge.
D. Secure push-pull cable in position by tightening screws on clamps. The stop must be lubricated and
free to swivel without excessive play.
E. Push on seat back to check stop assembly engagement. Rotate seat back release handle and
check for seat back disengagement.
2. Lumbar Support ( Refer to Figure 2.)
A. Description
Lumbar pilot and co-pilot seats are installed on the Saratoga II HP and TC as standard equipment.
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 each pilot and co-pilot seat.
B. Removal
(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.

Seat Back Lock

Figure 1

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Lumbar Seat Bladder Installation

Figure 2

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(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.
C. Installation
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.
3. Carpets
The carpets are individually fastened to the floor with Velcro fasteners and adhesive (Hysol EA9309 NA).

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4. Restraint System
Shoulder harnesses with inertia reels are on each front seat and forward facing rear seats. Check inertia
reel mechanism by pulling sharply on strap. Check reel will lock in place under sudden stress. The
locking feature prevents strap from extending, and holds occupant in place. For normal movement strap
will extend and retract as required. On aircraft with a single strap adjustable shoulder harness (above the
side window for each front and forward facing seat) shoulder strap is routed over the shoulder by the
window and attached to the lap belt at the occupant’s hip. Adjust strap so all controls are accessible
while maintaining adequate restraint. Optional shoulder straps are available for rear occupants. Shoulder
harnesses must be worn during takeoff, landing, and for an in flight emergency situation.
A. Inspection
(1) S/N’s 3246001 thru 3246158; 3257001 thru 3257139 only:
(a) Shoulder Harness
1 Inspect ends and attachment points for condition and security.
2 Inspect harness web material for condition and wear over its entire length.
Particularly look for wear and fraying where harness web passes in and out of inertial
reel. If excessively worn, replace.
3 Check inertia reel mechanism by pulling sharply on strap. Verify reel will lock in place
under sudden stress.
(b) Lap Belt
1 Inspect ends and attachment points for condition and security.
2 Inspect harness web material for condition and wear over its entire length.
Particularly look for wear and fraying where harness web passes in and out of
adjustable buckle end. If excessively worn, replace.
3 Inspect shoulder harness keeper nylon bushing. If excessively worn or missing,
replacement of that half of the lap belt is required.
(c) In S/N’s 3246001 thru 3246009 only.
1 If Piper Service Bulletin No. 990 has been complied with, no further action is
required. If not, then inspect seat belts at each position.
2 Replace all belts manufactured by Pacific Scientific and the seat belt has a date
stamp of 6/94 thru 8/95, if the seat belt buckle end has an old Piper logo (large
stylized “P”) or no logo, and if the seat belt fitting end I.D. tag has a date stamp of
6/94 thru 8/95.
3 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 564-867; Buckle End
(short) - P/N 564-868; Buckle End (medium) - P/N 564-889; and/or, Buckle End
(long) - P/N 564-862.
4 Check the new seat belts for operation and security, after installation.
5 Make an appropriate logbook entry of compliance with Service Bulletin No. 990.
6 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.

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(2) S/N’s 3246159 and up; 3257140 and up:

An integrated shoulder harness / lap belt restraint system (Schroth) is installed.
(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 and in and
out of the adjusting buckle. If excessively worn, replace.
(c) Check inertia reel mechanism by pulling sharply on strap. Verify reel will lock in place
under sudden stress.
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.
(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.

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PASSENGER COMPARTMENT

Entertainment/Executive Console
( HP S/N’s 32460088 & up and TC S/N’s 3257001 & up only ) ( See Figure 1.)
The Entertainment/Executive Console is optional in place of the right side aft facing seat.
The console features: a horizontally sliding, pull out table, which when in the extended position, reveals a
storage compartment; a cabinet designed to house a multimedia entertainment system, which is hidden
away by a vertically sliding tambour door (controls for the entertainment system are located in this
compartment); a fore and aft sliding beverage cooler drawer with a removable stainless steel container; a
pilot's reference material compartment; and a three-cup cup holder that folds into the side of the console
when not in use.
A. Removal ( Refer to Figure 2.)
WARNING: REMOVE ALL ELECTRICAL POWER FROM THE AIRPLANE BEFORE REMOVING
CONSOLE.
(1) Remove fire extinguisher from forward side of console (behind copilot seat).
(2) Disconnect electrical connections from console. (Electrical connections are standard
connections, no special tools are necessary.)
(3) Remove four mounting bolts from aft side, bottom of console (the side facing the forward facing
passenger seats). (Bolts may be hidden behind carpet.)

Entertainment / Executive Console

Figure 1

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Console Mounting Bolts

Figure 2

CAUTION: DO NOT LIFT CONSOLE BY PULLING UP ON TABLE. DAMAGE TO CONSOLE

COULD RESULT.

CAUTION: WHEN MOVING CONSOLE, BE SURE TO SECURE ALL DOORS AND

DRAWERS TO PREVENT THEM FROM SLAMMING OPEN AND CLOSED.
DAMAGE TO CONSOLE COULD RESULT.
(4) Slide console aft until back legs are clear of retainers.
CAUTION: SET CONSOLE DOWN ON TO SURFACE GENTLY TO PREVENT BENDING
ANGLE BRACKET.
(5) Carefully remove console from airplane.
NOTE: If the console is not going to be immediately reinstalled, tape over and/or cover the
retaining and stud plates to prevent dirt from fouling the assemblies. Also cover the
electrical connectors and secure the harnesses.
No option exists for field installation of a sixth seat in place of the console.
B. Installation ( Refer to Figure 2.)
CAUTION: DO NOT LIFT CONSOLE BY PULLING UP ON TABLE. DAMAGE TO CONSOLE
COULD RESULT.
CAUTION: WHEN MOVING CONSOLE, BE SURE TO SECURE ALL DOORS AND DRAWERS
TO PREVENT THEM FROM SLAMMING OPEN AND CLOSED. DAMAGE TO
CONSOLE COULD RESULT.
(1) Align console into position, engaging back legs into retainers.
(2) Install four mounting bolts to aft side, bottom of console (the side facing the forward facing
passenger seats).

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WARNING: REMOVE ALL ELECTRICAL POWER FROM THE AIRPLANE BEFORE

CONNECTING ELECTRICAL CONNECTIONS TO CONSOLE.
(3) Connect electrical connections to console. (Electrical connections are standard connections,
no special tools are necessary.)
(4) Install fire extinguisher to front of console (behind copilot seat).

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EMERGENCY

Artex ELT 110-4 Emergency Locator Transmitter (ELT)

A. Description
The Artex ELT 110-4 transmits on 121.5 mHz and 243.0 mHz, and is designed to meet or exceed
the requirements of TSO C91a and FAR Part 91. Electrical power for the ELT transmissions is
totally supplied by its own self-contained battery. The battery must be replaced if the transmitter has
been used in an emergency situation or if accumulated test time exceeds one hour, or no later than
the replacement date marked on the transmitter label, whichever comes first.
The Artex 110 cannot be accidentally activated by dropping the unit, handling it roughly, or during
shipping. However, when properly mounted, and locked into its mounting tray, the 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:
(1) Position the remote cockpit switch to ON, then immediately reposition it to ARM, or;
(2) Position the switch on the ELT to ON, then immediately reposition it to OFF.
B. Battery (Refer to Figure 1.)
(1) Removal
(a) In cabin, remove rear closeout panel.
(b) Disconnect and remove positive cable from battery.
(c) At right side of empennage, remove four (4) screws and remove ELT access panel.
(d) 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.
(e) Remove the four screws on the bottom of the ELT securing the battery pack.
(f) Disconnect battery pack connector from main unit.
(g) Remove battery pack from unit.
(2) Installation
(a) Securely plug in new battery pack connector to main unit.
(b) Immediately reset unit by positioning unit switch to ON, then to OFF.
(c) Fit new battery pack into place. Ensure all gaskets are properly aligned.
(d) Replace the four screws. Dress wires away from standoffs to avoid pinching wires
between standoffs and the battery pack.
(e) 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.

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(f) Replace ELT access panel and secure with four (4) screws.
(g) In cabin, install positive cable to battery.
(h) Replace cabin rear closeout panel.
(i) Test transmitter.
C. Testing
The transmitter operates on the emergency frequencies of 121.5 and 243.0 MHz; both of these
frequencies are monitored by the various FAA installations. Before performing any operational test
of the ELT, the following precautions should be observed:
CAUTION: TESTING OF AN ELT SHOULD BE CONDUCTED IN A SCREEN ROOM OR METAL
ENCLOSURE TO ENSURE THAT ELECTROMAGNETIC ENERGY IS NOT
RADIATED DURING TESTING. IF A SHIELDED ENCLOSURE IS NOT AVAILABLE,
TESTING MAY BE PERFORMED IN ACCORDANCE WITH THE FOLLOWING
PROCEDURES:
(1) Test should be no longer than three audio sweeps.
(2) Test should be conducted only within the time period made up of the first five minutes after any
hour.

M OL EX
CONNECTOR
3 6 9 12

2 5 8 11

SIDE VIEW 1 4 7 10

ON
MOUNTING BATTERY
OF F
HOLES COVER
SCREWS

FRONT
VIEW

B OT TO M V I E W END
CAP

Artex ELT 110-4

Figure 1

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(3) If the operational tests must be made at a time not included within the first five minutes after
the hour, the test should be coordinated with the closest FAA Tower or Flight Service Station.
CAUTION: CONSULT FAA ADVISORY CIRCULAR AC 20-81 FOR DETAILED
INFORMATION CONCERNING UNSHIELDED TESTING.
(4) Turn both the airplane master switch and the radio master switch ON.
(5) Tune airplane communications receiver to 121.5 mHz and select SPKR on the audio panel.
(6) Position ELT cockpit switch to ON. The ELT should immediately begin signaling and the panel
light should immediately come ON. Although the light may illuminate after a few seconds,
failure of the light to immediately come ON indicates trouble with the G-Switch circuit, pins 5
and 8 on tray connector, and that the unit is not working properly. Repairs should be done only
by a licensed aviation radio repair shop.

P203 J501 06311 T

LIGHT 1 WHT 8
RESET 1 3 WHT / BLU 5
RESET 2 6 WHT / ORG 2

EXTERNAL ON 7 WHT / GRN 7

NO CONNECTION 12
G-SWITCH LOOP 5
G-SWITCH LOOP 8 1 NO CONNECTION

NO CONNECTION 9
1A TO
NO CONNECTION 10 3 CLOCK
+28 VDC PWR WIRE
GROUND 11 WHT / RED 6
(SEE 91-33-10,
NO CONNECTION 2 FIGURE 5,
SHEETS 2 & 3)
NO CONNECTION 4 9

ARTEX ELT
110 ELT REMOTE
SWITCH

Artex ELT 110-4 Wiring Schematic

Figure 2

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GRIDS 3C22 THRU 3C24

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CHAPTER

26
FIRE
PROTECTION

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CHAPTER 26
LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

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Effective Pages 2 Sep 30/06

26-Table of Contents 1 Sep 30/06

2 Sep 30/06

26-20-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06

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CHAPTER 26 - FIRE PROTECTION

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

EXTINGUISHING 26-20-00 1 3D7

Portable Fire Extinguisher 1 3D7
Description 1 3D7
Inspection 1 3D7

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EXTINGUISHING

Portable Fire Extinguisher (See Figure 1.)

A. Description
A portable, disposable, Class 2B:C fire extinguisher (Model No. A600) is installed as standard
equipment. Containing 1.2 lbs. (550 grams) of Halon 1211/1301 blend, the extinguisher is located
on the bottom of the right hand rear facing seat. The extinguisher is secured by a quick release
bracket.
To operate the extinguisher, remove it from the quick-release bracket, hold it upright in either hand
by the handgrip, with the spray nozzle pointing forward. Remove the safety pin, direct the nozzle
towards the base of the fire source, depress the lever. Maximum extinguishing effect is obtained if
the fire fighter uses side to side motion and keeps moving in towards the base of the fire source as
it is extinguished. Releasing the lever closes a secondary seal inside the operating head. This
interrupts the flow of extinguishant, thus retaining part of the charge, for dealing with a flash back or
re-ignition should they occur, without waste or leakage. A partly or totally discharged extinguisher
should be replaced immediately after use.
B. 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.

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MOUNTED TO THE BACK

OF THE RIGHT REAR FACING SEAT

VIEW AFT

MAIN SPAR COVER

MOUNTING BRACKET

SEAT FRAME

VIEW DOWN

Handheld Fire Extinguisher

Figure 1

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CHAPTER

27
FLIGHT CONTROLS

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CHAPTER 27

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

27-List of 1 Sep 30/06 27-20-00 (cont.) 10 Sep 30/06

Effective Pages 2 Sep 30/06 11 Sep 30/06
12 Sep 30/06
27-Table of Contents 1 Sep 30/06 13 Sep 30/06
2 Sep 30/06 14 Sep 30/06

27-00-00 1 Sep 30/06 27-30-00 1 Sep 30/06

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CHAPTER 27 - FLIGHT CONTROLS

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

GENERAL 27-00-00 1 3D17

Description and Operation 1 3D17
Standard Practices and Procedures 1 3D17
Control Cable Inspection 4 3D20

AILERON AND TAB 27-10-00 1 3E3

Troubleshooting 1 3E3
Control Column 1 3E3
Removal 1 3E3
Installation 1 3E3
Flex Joint Replacement 5 3E7
Control Wheel 6 3E8
Aileron Control Cables 8 3E10
Removal 8 3E10
Installation 9 3E11
Aileron Bellcrank Assembly 10 3E12
Removal 10 3E12
Installation 11 3E13
Rigging and Adjustment 11 3E13

RUDDER AND TAB 27-20-00 1 3E21

Troubleshooting 1 3E21
Rudder Control Cables 2 3E22
Removal 2 3E22
Installation 4 3E24
Rigging and Adjustment 5 3F1
Rudder Trim Control 6 3F2
Removal 6 3F2
Installation 7 3F3
Rigging and Adjustment 8 3F4
Rudder and Steering Pedal Assembly 8 3F4
Removal 8 3F4
Installation 10 3F6

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CHAPTER 27 - FLIGHT CONTROLS

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

STABILATOR AND TAB 27-30-00 1 3F11

Troubleshooting 1 3F11
Stabilator Control Cables 3 3F13
Removal 3 3F13
Installation 5 3F15
Rigging and Adjustment 6 3F16
Stabilator Trim Controls 8 3F18
Forward Assembly 8 3F18
Removal 8 3F18
Installation 11 3F21
Aft Assembly 12 3F22
Removal 12 3F22
Installation 13 3F23
Rigging and Adjustment 13 3F23
Stall Warning System 15 3G1
Description and Operation 15 3G1
Functional Tests 15 3G1
Ground Check 15 3G1
Flight Test Procedure 15 3G1
Lift Detectors 16 3G2
Removal 16 3G2
Installation 16 3G2
Adjustment 16 3G2

FLAPS 27-50-00 1 3G5

Troubleshooting 1 3G5
Wing Flap Controls 1 3G5
Removal 1 3G5
Installation 3 3G7
Rigging and Adjustment 4 3G8
Flap Torque Tube/Pushrod Distortion Inspection 7 3G11

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GENERAL

1. Description and Operation

The airplane is controlled in flight by standard three-axis control surfaces, consisting of: ailerons (roll);
stabilator (pitch); and rudder (yaw). These controls are operated by movement of the control column-tee
bar assembly and rudder pedals.
On the forward end of each control wheel tube is a sprocket assembly. A chain is wrapped around the
sprockets to connect the right and left control wheels and then back to idler sprockets on the column’s
tee bar, which connect to the aileron primary control cables. The cables operate the aileron bellcrank and
push-pull rods. The stabilator is controlled by a cable connected to the bottom of the tee bar assembly
and operates an aft fuselage bellcrank which controls a push rod connected to the balance arm of the
stabilator. Cables also connect the rudder pedals with the rudder horn.
Pitch and yaw trim control is provided by separate adjustable trim mechanisms for both the stabilator and
the rudder. Stabilator trim is controlled by a wheel and drum mounted on the floor tunnel between the
front seats. Cables are routed aft from the drum to a screw assembly mounted above the stabilator
attachment point. This screw assembly in turn moves the push rod which controls the stabilator trim tab.
Rudder trim is controlled by a knob and screw assembly attached to the rudder pedal assembly.
The flaps are electrically operated.
2. Standard Practices and Procedures
The following tips may be helpful in the removal, installation, and rigging of individual control system
assemblies.
A. Turnbuckles must be assembled and adjusted in a manner that each terminal end is screwed into
the barrel an approximately equal distance. During adjustment, the terminals must not be turned in
a manner which would put a permanent twist in the cable.
B. After adjustment is completed, each turnbuckle must be checked. Not more than three terminal
threads shall be visible outside the barrel. Locking clips must be installed and checked for proper
installation by trying to remove the clips using fingers only. Locking clips which have been installed
and removed must be scrapped and new clips used.
C. Torque all nuts in the flight control surface rigging system in accordance with the latest revision of
AC 43.13-1 or to torques specified within this manual.
D. After completion of adjustment, each jam nut must be tightened securely and inspected.
E. On push rods or rod ends provided with an inspection hole, screws must be screwed in sufficiently
far to pass the hole. This can be determined visually or, by feel, by inserting a piece of wire into the
inspection hole. If no inspection hole is provided, a minimum of 0.375 of an inch thread engagement
must be maintained.
F. All cable rigging tensions given must be corrected to ambient temperature in the area where the
tension is being checked. Refer to Chart 1.
G. See Figure 1 for proper method of adjusting rod ends to prevent possible damage and binding of
bearing surface in rod end.
H. All pulley guard pins should be properly installed.

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MAINTENANCE MANUAL

CHART 1
CABLE TENSION VS AMBIENT TEMPERATURE

120

110
Temperature, Degrees Fahrenheit (°F)

100

90

80

70

60

50

40

30

20

-10 -8 -6 -4 -2 0 2 4 6 8 10
Subtract Add
Rigging Load Correction, Pounds

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Rod End Installation Method

Figure 1

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3. Control Cable Inspection

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

Control Cable Inspection Technique

Figure 2

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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 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.

Cable Wear Patterns

Figure 3

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E. Cable Maintenance
CAUTION: TO AVOID REMOVAL OF CORROSION-PREVENTATIVE COMPOUNDS AND
CABLE INTERNAL LUBRICANT, DO NOT USE VAPOR DEGREASING, STEAM
CLEANING, METHYLETHYLKETONE (MEK) OR OTHER SOLVENTS.
CAUTION: DO NOT OIL CONTROL CABLES.
Frequent inspections and preservation measures such as rust prevention treatments for bare cable
areas will help to extend cable service life. Where cables pass through fairleads, pressure seals, or
over pulleys, remove accumulated heavy coatings of corrosion prevention compound. Provide
corrosion protection for these cable sections by lubricating as specified in the Lubrication Chart,
12-20-00.
F. Cable Fittings
(1) 100 Hour Standard Inspection
Check swaged terminal reference marks for any indication of cable slippage within fitting.
Inspect fitting assembly for distortion and/or broken strands at the terminal. Check that all
bearings and swivel fittings (bolted or pinned) pivot freely to prevent binding and subsequent
failure. Check turnbuckles for proper thread exposure and broken or missing safety wires/clips.
Pay particular attention to corrosion and “pitting” on cable terminals, turnbuckles and cable
fittings. Any corrosion or pitting found requires replacement of the corroded fitting and/or cable.
(2) 100 Hour Special Inspection
For airplanes 15 years old or older, using a 10X magnifier, visually inspect the entire surface of
each cable terminal, turnbuckle, or other cable fitting for corrosion or cracking. Inspect under
safety wire or clips wrapped around the cable or fitting. Any evidence of corrosion or cracking,
however minute, is cause for replacement. A logbook entry documenting the replacement of a
cable terminal, turnbuckle, or other cable fitting relieves the inspection requirement for that
fitting only, until such time as that fitting has been in service for 15 years.

Internal Cable Wear

Figure 4

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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.
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.

Pulley Wear Patterns

Figure 5

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AILERON AND TAB

1. Troubleshooting
See Chart 1.
2. Control Column
A. Removal (Refer to Figure 1.)
(1) To remove either control wheel and tube:
(a) Separate the control wheel tube from the flexible joint that is located on either side of the
tee bar assembly by removing the nut, washer and bolt. Pull the tube from the flexible
joint.
(b) If removing the left control tube, slide the stop from the tube.
(c) Should wires for the various Autopilot systems be installed in the control tube, disconnect
them at the quick disconnect terminals behind the instrument panel. Draw the wires back
into the tube and back out through the forward end of the tube.
(d) Remove the control wheel assembly from the instrument panel.
(2) To remove tee bar with assembled parts:
(a) Remove access panel to aft section of the fuselage.
(b) Relieve cable tension from stabilator control cables at one of the stabilator cable
turnbuckles in the aft section of fuselage.
(c) Relieve tension from aileron control cables and chains at turnbuckle that connects the
chains at the top of the tee bar.
(d) Disconnect control chains from control cables where chains and cables join by removing
cotter pins, nuts, bolts and bushings.
(e) If control wheel assemblies have not been previously disconnected from tee bar
assembly, separate control wheel tubes at the flexible joints by removing nuts, washers
and bolts.
(f) Remove tunnel plate just aft of the tee bar by laying back enough tunnel carpet to remove
plate attachment screws.
(g) Remove the two aileron control cable pulleys attached to lower section of tee bar by
removing pulley attachment bolt.
(h) Disconnect stabilator control cables from lower end of tee bar assembly.
(i) Disconnect necessary engine control cables, such as the propeller pitch control, mixture
control, etc., to allow tee bar assembly to be removed.
(j) Remove tee bar assembly by removing attachment bolts with washers and nuts that are
through each side of the floor tunnel, and lifting it up and out through the right side of the
cabin.
B. Installation
(1) To install tee bar assembly (Refer to Figure 1.)
(a) Swing the tee bar assembly into place from the right side of the cabin and secure with
attachment bolts, washers and nuts inserted through each side of the floor tunnel.
(b) Connect the stabilator control cables to the lower end of the tee bar with bolt, washer, nut
and cotter pin. Allow the cable ends free to rotate.
(c) Place the aileron control cables around the pulleys that attach to the lower section of the
tee bar; position pulleys and secure with bolt, washers and nut.
(d) Install the control wheel per Step 2, below.

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CHART 1
TROUBLESHOOTING AILERON CONTROL SYSTEM
Trouble Cause Remedy
Lost motion between control Cable tension too low. Adjust cable tension.
wheel and aileron.
Linkage loose or worn. Check linkage and tighten
or replace.
Broken pulley. Replace pulley.
Cables not in place on Install cables correctly.
pulleys. Check cable guards.
Resistance to control wheel System not lubricated Lubricate system.
rotation. properly.
Cable tension too high. Adjust cable tension.
Control column horizontal Adjust chain tension.
chain improperly adjusted.
Pulleys binding or rubbing. Replace binding pulleys
and/or provide clearance
between pulleys and
brackets.
Cables not in place on Install cables correctly.
pulleys. Check cable guards.
Bent aileron and/ or hinge. Repair or replace aileron
and/or hinge.
Cables crossed or routed Check routing of control
incorrectly. cables.
Control wheels not synchronized. Incorrect control column Check control column
rigging. rigging.
Control wheels not horizontal Incorrect rigging of aileron Check aileron system.
when ailerons are neutral system.
Incorrect aileron travel. Aileron control rods not Adjust control rods.
adjusted properly.
Aileron bellcrank stops not Adjust bellcrank stops.
adjusted properly.
Correct aileron travel cannot Incorrect rigging of aileron Check controls for proper
be obtained by adjusting cables, control wheel and rigging
bellcrank stops. control rod.
Control wheel stops before Incorrect rigging between Check controls.
control surfaces reach full control wheel and control
travel. cables.

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Control Column Assembly

Figure 1

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(e) Place the control wheels in neutral (centered) position and install the aileron control
chains on the control wheel sprockets and idler cross-over sprockets. The turnbuckle must
be centered between the two control wheel sprockets.
(f) Loosen the connecting bolts of the idler sprockets to allow the chain to fit snug around the
control wheel sprockets and over the idler sprockets.
(g) Connect the aileron control cables to the ends of the chains with bolts, bushings, nuts and
cotter pins.
(h) Adjust the chain turnbuckle between the two control wheel sprockets to allow the control
wheels to be neutral and obtain proper cable tension as given in Figure 3. It may be
necessary in order to have both control wheels neutral to set the chain turnbuckle to
neutralize the wheels and then set cable tension with the turnbuckles located under the
floor panel aft of the main spar. Before safety wiring the turnbuckle, check that when the
ailerons are neutral, the control wheels will be neutral and the chain turnbuckle centered.
Also the aileron bellcranks should contact their stops before the control wheel hits its stop.
Maintain 0.030 to 0.040 inch clearance between sprocket pin and adjustable stop bolts on
models having adjustable tee bar stops.
(i) Set stabilator cable tension with the turnbuckle in the aft section of the fuselage. Check
safety of all turnbuckles upon completion of adjustments.
(j) Tighten the connecting bolts of the idler sprockets.
(k) Install the floor tunnel plate and secure with screws. Fasten the tunnel carpet in place.
(2) To install either control wheel assembly (Refer to Figure 1.)
(a) Insert the control wheel tube through the instrument panel.
(b) Should wires for the various Autopilot systems need to be installed in the control tube,
route them through the hole in the forward side of the tube and out of the small hole in the
side. Position the rubber grommet in the hole in the side of the tube.
(c) On the left control tube, install the stop.
(d) Connect the control wheel tube to the flexible joint of the tee bar assembly. If the control
cables and/or chains have not been removed or loosened, place the ailerons in neutral
and install the control tube on the flexible joint to allow the control wheel to be neutral.
Install bolt, washer and nut and tighten.

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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])

SHAFT (P/N 62716-07)

FWD

0.098 DIA.
SEE SAFE HOLE TO ENSURE PROPER SHAFT INSERTION 68028

Flex (Universal) Joint Assembly

Figure 2

C. Flex Joint Replacement (Refer to Figures 1 and 2)

Install a replacement control column flex joint as follows:
(1) Carefully lay out location for hole to be drilled in flex joint tube to match hole in control column
shaft.
(2) Using a #5 (0.2055) drill bit, drill hole through flex joint tube at location determined in
paragraph (1).
(3) 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.
(4) Install pin through tube and shaft.
(a) If pin shoulder does not protruded past tube surface, install a AN960-10 washer.
(b) If pin shoulder does protruded past tube surface, install a MS20364-1032C washer.
(5) Install nut. Torque 35 - 40 inch-pounds.

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3. Control Wheel
A. HP S/N’s 3246001 thru 3246097 and TC S/N’s 3257001 thru 3257027 only.
NOTE: In these airplanes, the control wheel and tube can be removed as a unit, see Control
Column below. Disassembly of the control wheel from the tube is not normally required.
(1) Removal
(a) Remove two screws from bottom of control wheel and remove cover/pad assembly to gain
access to locknut.
(b) Remove control wheel attachment bolt, spacer, washer, and locknut. Note build up to
facilitate reinstallation.
(c) Slide control wheel off of tube.
(d) If not already done, disconnect control wheel switches wiring harness.
(2) Installation
(a) Connect control wheel switches wiring harness.
(b) Slide control wheel onto tube.
(c) Position and secure control wheel attachment bolt, spacer, washer, and locknut.
(d) Position cover/pad assembly and secure with two screws from bottom of control wheel.
B. HP S/N’s 3246098 and up, TC S/N’s 3257028 and up. (See Figure 3.)
The retainer clip (P/N 104687-002) and MS24693-S40 screws (2 ea.) are factory installed in HP
S/N’s 3246215 and up, TC S/N’s 3257328 and up. HP S/N’s 3246098 thru 3246214 and TC S/N’s
3257028 thru 3257327 must individually procure and retrofit the retainer clip and screws.
(1) Removal
(a) Remove two (2) screws and retainer clip.
(b) Remove control wheel attachment screw and spacer.
(c) Slide control wheel off of tube.
(d) Disconnect control wheel switches wiring harness.
(2) Installation
(a) Degrease aft end of tube and inside of control wheel using acetone or naptha. Allow to
dry.
(b) Degrease control wheel attachment screw, the spacer, and the nutplate (inside the tube)
using acetone or naptha. Allow to dry.
(c) Prime inside of control wheel with Loctite 7649 (Piper P/N 279-073). Allow to dry.
(d) Connect control wheel switches wiring harness.
(e) Install control wheel onto tube using Loctite 271 (Piper P/N 279-128). Take care to ensure
screw hole in control wheel aligns with screw hole in tube.
NOTE: This step must be accomplished promptly due to short cure time.
(f) Prime threads of control wheel attachment screw with Loctite 7649 (Piper P/N 279-073).
Allow to dry.
(g) Install control wheel attachment screw (with spacer) into nutplate using Loctite 271 (Piper
P/N 279-128).
NOTE: This step must be accomplished promptly due to short cure time.
(h) Position retainer clip to capture spacer and control wheel attachment screw. Secure with
screws (2), being careful not to over tighten the screws and damage the logo medallion.

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Control Wheel Installation

Figure 3

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4. Aileron Control Cables

A. Removal (Refer to Figure 4.)
(1) To remove any of the aileron control cables in the fuselage or either wing:
(a) Remove center seats and seat belt attachments
(b) Remove screws securing floor panel located directly aft of the main spar. Lift panel and
remove from airplane.
(c) Remove tunnel plate just aft of the tee bar by laying back enough tunnel carpet to remove
plate attachment screws.
(d) Remove forward heat duct from side of floor tunnel from which the cable is to be removed
by removing trim control wheel cover, heater baffles from side of duct, floor carpet and the
duct attachment screws.
(e) Separate primary control cable at turnbuckle located in floor opening aft of main spar.
(f) Remove cable pulleys attached to lower section of control column tee bar assembly by
removing pulley attachment bolt.
(g) Move cable guard located under pulley cluster below the fuel selector by removing cotter
pin from exposed end of guard and sliding it to the left or right as required.
(h) Remove the cotter pins used as cable guards at the pulley in the forward area of the floor
opening aft of the main spar.
(i) Disconnect the cable from the control chain at the control column tee bar assembly by
removing the cotter pin, nut, bolt and bushing that connect the two together. Secure the
chains in some manner to prevent them from unwrapping from around the sprockets.
(j) Draw the cable back through the floor tunnel.
(2) To remove primary control cable in either wing:
(a) Remove the access plate to the aileron bellcrank located on the underside of the wing
forward of the inboard end of the aileron.
(b) If not previously disconnected, separate the cable at the turnbuckle located in the floor
opening aft of the main spar.
(c) Disconnect the pulley guard pin from pulley.
(d) Disconnect the cable from the forward end of the aileron bellcrank by removing the cotter
pin, nut, washer and bolt.
(e) Draw the cable from the wing.
(3) To remove either balance cable:
(a) Separate the balance cable at the turnbuckle in the right side of the floor opening aft of
the main spar.
(b) If the left balance cable is to be removed, remove the cotter pin used as a cable guard at
the pulley in the center of the floor opening.
(c) Remove the access plate to the aileron bellcrank located on the underside of the wing
forward of the inboard end of the aileron.
(d) Disconnect the cable from the aft end of the aileron bellcrank by removing the cotter pin,
nut, washer and bolt.
(e) Draw the cable from the wing.

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B. Installation (Refer to Figure 4.)

(1) To install left or right primary control cable in fuselage:
(a) Draw cable through fuselage floor tunnel.
(b) Connect cable to the end of control chain and secure using bushing, bolt, nut and cotter
pin.
(c) Place cable around pulley located in the tunnel below the fuel selector.

Aileron Controls
Figure 4

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(d) Position cables and install cable pulleys that attach to lower section of tee bar assembly.
Secure with bolt, washer and nut.
(e) Place the cable around pulley located in floor opening just aft of main spar.
(f) If primary control cable in the wing is already installed, connect control cable ends at
turnbuckle located in floor opening aft of main spar.
(g) Check rigging and adjustment per Rigging and Adjustment of Aileron Controls.
(h) Position heat duct and secure with screws.
(i) Install tunnel plate aft of tee bar assembly and secure with screws.
(j) Put floor carpet in place and secure.
(k) Install lower and upper selector covers and secure with screws.
(l) Place fuel selector knobs in place and secure with set screws.
(2) To install primary control cable in left or right wing:
(a) Draw control cable into wing.
(b) Connect cable to the forward end of aileron bellcrank using a bolt, washer, nut and cotter
pin. Allow cable end to rotate freely on bellcrank.
(c) If primary control cable is already installed in fuselage, connect ends at turnbuckle located
under rear seat aft of main spar.
(d) Check rigging and adjustment per Rigging and Adjustment of Aileron Controls.
(e) Install access plate on underside of wing.
(3) To install left or right balance cable:
(a) Draw the cable into wing.
(b) Connect cable to the aft end of aileron bellcrank using a bolt, washer, nut and cotter pin.
Allow the cable end to rotate freely on bellcrank.
(c) Connect balance cable ends at turnbuckle located under rear seat aft of main spar.
(d) If left cable was removed, install cotter pin cable guard at pulley located within fuselage aft
of main spar.
(e) Check rigging and adjustment per Rigging and Adjustment of Aileron Controls.
(f) Install access plate on the underside of wing.
(4) Install floor panel, seat belt attachments, rear seat and two front seats.
5. Aileron Bellcrank Assembly (Refer to Figure 4.)
A. Removal
(1) Remove rear seat and floor panel.
(2) Remove access plate to aileron bellcrank located on underside of wing, forward of inboard end
of aileron.
(3) Relieve aileron control cables tension by loosening balance cable turnbuckle located in
opening aft of main spar.
(4) Disconnect primary and balance control cables from bellcrank assembly by removing cotter
pins, nuts, washers and bolts.
(5) Disconnect aileron control rod at aft or forward end, as desired, by removing the cotter pin, nut,
washer and bolt.
(6) Remove nut, pivot bolt and washers that secure bellcrank. The nut is visible from underside of
wing.
(7) Remove bellcrank from within wing.

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B. Installation
(1) Ensure that bellcrank pivot bushing is lubricated. Install pivot bushing in torque tube portion of
bellcrank.
(2) Place bellcrank in position in wing with a washer located between each end of torque tube and
mounting brackets.
(3) Install bellcrank pivot bolt with head up. Install a washer and nut on bolt. Torque nut 20 to 25
inch-pounds. Check that bellcrank rotates freely with little up-down play.
(4) Install and adjust control rod. Check aileron travel per Rigging and Adjustment of Aileron
Controls.
(5) Connect ends of primary and balance control cables to bellcrank using bolts, washers, nuts
and cotter pins. Allow cable ends to rotate freely on the bellcrank.
(6) Tighten control cables at balance cable turnbuckle in floor opening aft of main spar. Check
cable tension per Rigging and Adjustment of Aileron Controls.
(7) Install access plate on underside of wing.
(8) Install floor panel, seat belt attachments and seats.
6. Rigging and Adjustment. (Refer to Figures 4 and 5.)
CAUTION: VERIFY FREE AND CORRECT MOVEMENT OF AILERONS. WHILE IT WOULD SEEM
SELF-EVIDENT, FIELD EXPERIENCE HAS SHOWN THAT THIS CHECK IS
FREQUENTLY MISINTERPRETED OR NOT PERFORMED AT ALL. ACCORDINGLY,
UPON COMPLETION OF AILERON RIGGING AND ADJUSTMENT, VERIFY THAT THE
RIGHT AILERON MOVES UP AND THE LEFT AILERON MOVES DOWN WHEN THE
CONTROL WHEEL IS TURNED RIGHT; AND THAT THE LEFT AILERON MOVES UP AND
THE RIGHT AILERON MOVES DOWN WHEN THE CONTROL WHEEL IS TURNED LEFT.
NOTE: Flap rigging and adjustment (see 27-50-00) must be completed before starting aileron rigging
and adjustment.
A. To check and adjust rigging of the aileron controls:
(1) Determine that control chains have been rigged per Control Column Assembly Installation.
(2) Set the right and left aileron bellcranks at neutral position by:
(a) Removing access plate to each aileron bellcrank located on underside of wing, forward of
inboard end of aileron, by removing plate attaching screws.
(b) Affix a bellcrank rigging tool between the forward arm of each bellcrank and the adjacent
rib as shown in Figure 5. (Tool may be fabricated from dimensions given in Figure 6.)
1 Slotted end of the tool fits on bellcrank arm forward of and adjacent to the primary
control cable end.
2 Position other end of the tool so that side of tool contacts aft side of bellcrank stop.
Bellcrank must be moved to allow a snug fit of tool between bellcrank arm and rib. It
may be necessary to loosen a primary control cable or balance cable.
3 Neutral position of bellcrank is position at which forward and aft cable connection
holes are an equal distance from adjacent outboard wing rib.

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Bellcrank Rigging
Figure 5

Bellcrank Rigging Tool

Figure 6

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(3) With each bellcrank set at neutral, the ailerons may be checked and adjusted for neutral as
follows:
(a) Ensure that bellcrank rigging tool fits snug between bellcrank and rib.
(b) Place an aileron rigging tool, as shown in Figure 8, against underside of the wing and
aileron as close as possible to inboard end of aileron without contacting any rivets. Tool
must be positioned parallel with wing ribs, with aft end of the tool even with trailing edge of
the aileron. (Tool may be fabricated from dimensions given in Figure 9.)
(c) With aileron control rod connected between bellcrank and aileron:
1 Check that surface of the wing contacts tool at its forward surface and at spacer.
2 Check that trailing edge of flap contacts aft end of the tool. The aileron is neutral at
this position.
(d) Should the three points not contact, loosen jam nut at the aft end of control rod and rotate
rod until the three points contact. While making this adjustment, apply a slight up pressure
against trailing edge of aileron. After adjustment, tighten jam nut.
B. To adjust primary and balance cable tension, as given in Figure 7:
(1) Remove the two front seats if desired, the rear seat and floor panel to facilitate in the
necessary operation.
(2) Loosen connecting bolts of idler cross-over sprockets at control tee bar to allow chain to fit
snug around control wheel sprockets and over idler sprockets.
(3) Ensure both bellcranks are at neutral position.
(4) Adjust turnbuckles of primary and balance cables, located in access opening just aft of main
spar, to proper tension. Maintain neutral-center position of control wheels. To obtain neutral
position of both control wheels, it may be necessary to adjust roller chain turnbuckle located
between the control wheel sprockets. During adjustment, apply a little more tension on primary
control cables to hold bellcranks in neutral position against rigging tools.
(5) When adjustment is complete there should be even tension on all cables.
(6) Tighten the bolts to secure the idler cross-over sprockets.
(7) Remove the aileron bellcrank rigging tool from each wing.

Aileron Rigging Limits

Figure 7

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

C. Aileron Tab.
In early Saratoga II HP’s, an aileron tab is located on the left aileron and is ground adjustable only.
NOTE: The aileron tab is installed only in Saratoga II HP’s (1995 thru mid-1998), as originally
delivered (i.e. - no tab is installed on service replacement ailerons).
D. Check ailerons for correct travel from neutral per limits given in Figure 7 by the following procedure:
(1) Center bubble of a protractor over surface of either aileron at neutral position. Note reading.
(2) Move aileron full up and down. Check degree of travel in each direction. Degree of travel on
protractor is determined by taking the difference between protractor reading at neutral and up,
and neutral and down. Bubble must be centered at each reading.
(3) If travel is not correct, set by rotating bellcrank stops in or out. Stops are attached to wing rib
adjacent to aileron bellcrank.
(4) Repeat procedure for other aileron.
(5) Check the bellcrank stops to assure that the bellcrank contact is made simultaneously, but still
have cushion before contacting the control wheel stops. Maintain 0.030 to 0.040 clearance
between sprocket pin and adjustable stop bolts on models having adjustable tee bar stops.
(6) Check complete system for operation and safety for turnbuckles, bolts, etc., install all pulley
guard pins.
(7) Install access plates and panels.
NOTE: When an out of trim condition exists after all rigging corrections have been made, the
possibility exists that the trailing edge of the aileron has been used to move the aircraft
forward. This will result in an out of rig condition, caused by a slight bulging of aileron
contour at the trailing edge, which could require replacement of the aileron to correct.

Aileron Rigging
Figure 8

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Fabricated Aileron and Flap Rigging Tool

Figure 9

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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MAINTENANCE MANUAL

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

RUDDER AND TAB

1. Troubleshooting
See Chart 1

CHART 1
TROUBLESHOOTING RUDDER CONTROL SYSTEM
Trouble Cause Remedy
Lost motion between rudder Cable tension too low. Adjust cable tension.
pedals and rudder.
Linkage loose or worn. Check linkage and tighten
or replace.
Broken pulley. Replace pulley.
Bolts attaching rudder to Tighten bellcrank bolts.
bellcrank are loose.
Excessive resistance to System not lubricated Lubricate system.
rudder pedal movement. properly.
Rudder pedal torque tube Lubricate torque tube
bearing in need of lubrication. bearings.
Cable tension too high. Adjust cable tension.
Pulleys binding or rubbing. Replace binding pulleys
and or provide clearance
between pulleys and
brackets.
Cables not in place on Install cables correctly.
pulleys. Check cable guards.
Cables crossed or routed Check routing of control
incorrectly. cables.
Rudder pedals not neutral Rudder cables incorrectly Check rigging of rudder
when rudder is streamlined. rigged. cables.
Incorrect rudder travel. Rudder bellcrank stop Check rigging of bellcrank
incorrectly adjusted. stops.
Nose wheel contacts stops Check rigging of nose
wheel stops. before rigging
rudder.
Trim control knob moves System not lubricated Lubricated system.
with excessive resistance. properly.

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

2. Rudder Control Cables

A. Removal (Refer to Figure 1.)
(1) To remove either forward rudder cable:
(a) Remove access panel to aft section of fuselage.
(b) Disconnect desired cable at turnbuckle in aft section of fuselage.
(c) Remove tunnel cover in the aft area of cabin by removing carpet over the tunnel and
cover attachment screws.
(d) Remove cable guard plate from underside of pulley cluster located in aft area of floor
tunnel, by removing guard attachment screws.
(e) Remove floor panel located directly aft of main spar by removing center seats, seat belt
attachments and screws securing floor panel. Lift panel and remove from airplane.
(f) From within area of floor opening, remove cable rub blocks attached to spar housing by
removing block attachment screws.
(g) Remove cable guard pin at pulley cluster in aft area of opening by removing cotter pin
from one end of the guard.
(h) Remove fuel selector panel cover by removing rudder trim knob and cover attachment
screws.
(i) Remove lower fuel selector cover and fuel selector control lever by removing attachment
pin at bottom of lever that holds lever on selector torque tube.
(j) Remove tunnel plate just aft of tee bar by removing enough carpet from tunnel to allow
plate attachment screws and plate to be removed.
(k) Remove forward head duct from one side of the floor tunnel from which control cable is to
be removed.
(l) Move cable guard pin located under pulley cluster and below fuel selector by removing
cotter pin from exposed end and sliding it to the left or right as required.
(m) Disconnect the end of cable from arm on rudder pedal torque tube by removing cotter pin,
nut, washer and bolt.
(n) Draw the cable from floor tunnel.
(2) To remove either aft rudder control cable:
(a) Remove access panel to aft section of fuselage.
(b) Remove tail cone by removing its attachment screws.
(c) Disconnect desired cable at turnbuckle in aft section of fuselage.
(d) Disconnect cable from rudder horn by removing cable clevis bolt, bushing, washer and
nut.
(e) Draw the cable through the fuselage.

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Rudder Controls
Figure 1

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
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B. Installation (Refer to Figure 1.)

(1) To install aft rudder control cable:
(a) Position control cable(s).(Refer to Figure 1)
(b) Connect cable(s) at turnbuckle(s) in aft section of fuselage.
(c) Connect cable to rudder horn with clevis bolt, bushing, washer and nut.
(d) Set cable tension and check rigging adjustment per Rigging and Adjustment of Rudder
Controls.
(e) Install tail cone and secure with screws.
(f) Install the access panel to the aft section of the fuselage.
(2) To install forward rudder control cables:
NOTE: Aft control cable(s) must be installed before installing forward cable(s), see above.
(a) Draw control cable through floor tunnel.
(b) Connect end of cable to arm on rudder pedal torque tube by installing bolt, washer, nut
and cotter pin. Ensure cable end is free to rotate.
(c) Connect forward cable to aft control cable at turnbuckles in aft section of fuselage. Ensure
each cable is in the groove of its pulley.
(d) Move cable guard, located in forward tunnel under pulley cluster and below the fuel
selector, into position, and secure with cotter pin.
(e) Install cable guard blocks, located within floor opening aft of main spar, onto spar housing.
Secure with screws.
(f) Install cable guard pin at pulley cluster in aft area of floor opening by sliding it into position
and fastening with a cotter pin.
(g) Install cable guard plate under pulley cluster located in aft area of aft floor tunnel. Secure
with screws.
(h) Set cable tension and check rigging adjustment per Rigging and Adjustment of Rudder
Controls.
(i) Install heat duct. Secure with screws.
(j) Install forward tunnel plate aft of tee bar. Secure with screws.
(k) Put floor carpet in place and secure.
(l) Place fuel selector lever on selector torque tube. Secure with pin and cotter pin.
(m) Install lower and upper selector covers. Secure with screws.
(n) Install floor panel and seat belt attachment aft of main spar. Secure panel with screws.
(o) Install seats.
(p) Install cover and carpet of aft floor tunnel.

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

C. Rigging and Adjustment

CAUTION: VERIFY FREE AND CORRECT MOVEMENT OF RUDDER. WHILE IT WOULD SEEM
SELF-EVIDENT, FIELD EXPERIENCE HAS SHOWN THAT THIS CHECK IS
FREQUENTLY MISINTERPRETED OR NOT PERFORMED AT ALL. ACCORDINGLY,
UPON COMPLETION OF RUDDER RIGGING AND ADJUSTMENT, VERIFY THAT
THE RUDDER MOVES RIGHT WHEN THE RIGHT PEDAL IS DEPRESSED; AND,
THAT THE RUDDER MOVES LEFT WHEN THE LEFT PEDAL IS DEPRESSED.
(1) To check and set correct degree of rudder travel:
(a) Check rudder travel by swinging rudder until it contacts its stop. If control cables are
connected, rudder pedals must be used to swing rudder .
(b) With rudder against either left or right stop, place a rigging tool (refer to Figure 8 for
fabrication details of this tool), against side of the rudder and vertical stabilizer as shown
in Figure 2. Be sure tool is not contacting any rivets. If no gap exists between rigging tool
and surfaces of the rudder and vertical stabilizer, rudder stop for that direction of travel is
correct. (see Figure 4).
(c) Swing the rudder in the other direction and check travel as directed in Step (b).
(d) Should rudder travel be incorrect, indicated by showing a gap between tool and any part
of control surface, remove tail cone fairing and the reset stops to obtain correct rudder
travel (see Figures 3 and 4).
(2) To set cable tension and align rudder:
(a) Remove tail cone and fuselage aft access panel.
(b) Check that nose gear steering has been aligned.
(c) Clamp rudder pedals together in neutral position. (Refer to Figure 5 and Alignment of
Nose Landing Gear, 32-20-00.)
(d) Adjust turnbuckles in aft section of fuselage to obtain proper cable tension and to allow
rudder to align at neutral position.

Rudder Rigging Rudder Travel Adjustments

Figure 2 Figure 3

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(e) Check safety of turnbuckles.

CAUTION: TO AVOID CABLE STRETCH, DO NOT PUSH RUDDER HARDER THAN
NECESSARY.
(f) Adjust rudder pedal stops by pushing on pilot’s left rudder pedal until rudder stop is
contacted.
1 Adjust pedal stop (on fire wall) to provide 0.06 to 0.120 of an inch clearance.
2 Repeat procedure with the copilot’s right rudder pedal.
(g) Install tail cone and fuselage aft access panel.
3. Rudder Trim Control
A. Removal (Refer to Figure 6.)
(1) Remove fuel selector panel cover by removing rudder trim knob and cover attachment screws.
(2) Place trim knob on assembly and rotate to extreme left (counterclockwise) trim position.
(3) Disconnect housing lug from arm on rudder pedal torque tube by removing cotter pin, nut,
washer and bolt.
(4) Remove threaded bushing from aft end of mounting channel by removing cotter pin and
clevis pin.
(5) Remove mounting channel may by removing channel attachment screws inside of channel.
(a) Middle and aft screws need only be turned out.
(b) Forward screw is secured by a nut on underside of tunnel. To remove forward screw
1 Lift floor carpet on right side of tunnel adjacent to channel and remove access plate
on side of tunnel.
2 Secure nut and turn out screw.

Rudder Rigging Limits Clamping Rudder Pedals

Figure 4 Figure 5

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
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B. Installation (Refer to Figure 6.)

(1) Install trim control mounting channel on upper side of floor tunnel. Install a spacer plate
between the channel and tunnel.
(a) Install the middle and aft attachment screws. Secure screws and with anchor nuts.
(b) Install forward screw. Forward screw is secured with a nut that must be held from within
the tunnel.
(2) Install the access plate on the side of the tunnel and secure carpet in place.
(3) Before attaching assembly to mounting channel, check that:
(a) Clips are installed so safety wire will be on top.
(b) Threaded bushing is installed on assembly shaft with welded attachment bushing forward
or toward housing.
(4) Attach housing lug to arm provided on rudder pedal torque tube. Secure with bolt, washer and
nut. Tighten nut only finger tight and safety with cotter pin.
(5) Clamp rudder pedals in neutral. Position threaded bushing and shaft extension in mounting
channel.
(a) Install the clevis pin and cotter pin.
(b) Check that dimensions noted in Figure 6 are maintained.
(6) Install fuel selector panel cover and cover attachment screws.
(7) Install rudder trim knob
(8) Ensure that neutral indicator aligns with neutral position on cover placard.

Rudder Trim Control

Figure 6

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

C. Rigging and Adjustment

CAUTION: VERIFY FREE AND CORRECT MOVEMENT OF RUDDER. WHILE IT WOULD SEEM
SELF-EVIDENT, FIELD EXPERIENCE HAS SHOWN THAT THIS CHECK IS
FREQUENTLY MISINTERPRETED OR NOT PERFORMED AT ALL. ACCORDINGLY,
UPON COMPLETION OF RUDDER TRIM RIGGING AND ADJUSTMENT, VERIFY
THAT THE RUDDER MOVES LEFT WHEN THE RUDDER TRIM WHEEL IS
TRIMMED LEFT; AND, THAT THE RUDDER MOVES RIGHT WHEN THE RUDDER
TRIM WHEEL IS TRIMMED RIGHT.
No adjustments are necessary, other than those required during installation of assembly in the
airplane. See Installation, above).
4. Rudder and Steering Pedal Assembly
A. Removal ( Refer to Figure 7.)
(1) Remove access panel to aft section of fuselage.
(2) Relieve rudder and stabilator cable tension by loosening one rudder and one stabilator cable
turnbuckle in aft section of fuselage.
(3) Remove fuel selector panel cover by removing rudder trim knob and cover attachment screws.
(4) Remove lower selector cover. Disconnect fuel selector control lever from selector torque tube
by removing attachment pin located at bottom of the lever.
(5) Remove tunnel plate just aft of tee bar by laying back enough tunnel carpet to remove plate
attachment screws.
(6) Disconnect stabilator control cable from lower end of tee bar assembly.
(7) Remove tee bar attachment bolts with their washers and nuts which are through each side of
the floor tunnel. Pull the lower end of the tee bar aft.
(8) Disconnect control cable ends from arms of torque tube by removing cotter pins, washers, nuts
and bolts.
(9) Disconnect rudder trim from torque tube assembly by removing cotter pin, washers and bolt.
(10) Disconnect steering rods at the rudder pedals by removing nuts and bolts.
(11) Disconnect brake cylinders at lower end of each cylinder rod by removing cotter pins, washers,
nuts and bolts.
(12) Disconnect vee braces from torque tube by removing nuts, washers and bolts that secure strap
bracket to vee brace.
(13) If an AutoPilot amplifier is installed over the torque tube at the right side of the fuselage,
disconnect electrical plug and release the two fasteners that secure it to its mounting bracket.
(14) Disconnect torque tube support bracket where it attaches to floor tunnel by removing its
attachment bolts.
(15) Remove two bolts located at the center of the torque tube assembly over the floor tunnel that
extend through torque tube. Compress the tubes.
(16) Disconnect torque tube support blocks from their support brackets on each side of fuselage by
removing attachment nuts, washers and bolts.
(17) Remove trim side panels, if desired.
(18) Remove assembly from airplane. Note the spacer washer on each end between support
blocks.

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Rudder and Steering Pedal Assembly

Figure 7

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
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B. Installation ( Refer to Figure 7.)

(1) Assemble torque tube assembly as shown in Figure 7. Do not install the two bolts through the
center of the tube assembly at this time.
(2) Place upper support blocks on the ends of the torque tube assembly. Note that a washer is
required on each end of tube.
(3) Position support blocks on their mounting brackets at each side of fuselage and secure with
bolts, washers and nuts.
(a) A bushing is required in bolt holes of upper support block.
(b) A plate is required on top of upper block, between upper and lower blocks and under
block mounting bracket.
(4) Align bolt holes in center area of torque tube assembly. Install bolts, washers and nuts and
tighten.
(5) Position torque tube support bracket on floor tunnel and secure with bolts.
(6) Position vee braces on torque tube. Install strap bracket around torque tube and brace. Secure
with bolts, washers and nuts.
(7) Connect ends of brake cylinder rods and clevis rods to idler arms. Secure with clevis and cotter
pins.
(8) Connect steering rods to rudder pedals and secure with bolts and nuts. Check steering rod
adjustment per Alignment of Nose Gear, Chapter 32.
(9) Connect rudder trim to arm of torque tube and secure with bolt, washer, nut and cotter pin.
Installed a thin washer under nut. Tighten nut only finger tight.
(10) Connect ends of rudder control cables to arms provided on torque tube. Secure with bolts,
washers, nuts and cotter pins. Ends must be free to rotate.
(11) Swing tee bar into place. Insert attachment bolts through each side of the floor tunnel. Secure
with washers and nuts.
(12) Connect stabilator control cables to lower end of tee bar with bolt, washer and nut. Secure with
cotter pin. Cable ends must be free to rotate.
(13) Set rudder cable tension and check rigging and adjustment per Rigging and Adjustment of
Rudder Controls.
(14) Set stabilator cable tension. Check rigging and adjustment per Rigging and Adjustment of
Stabilator Controls, Section 27-30.
(15) Check aileron cable tension.
(16) Check safety of bolt and turnbuckles.
(17) Install floor tunnel plate and secure with screws. Fasten tunnel carpet in place.
(18) Install fuel selector lever on selector torque tube. Secure with clevis pin and safety with cotter
pin.
(19) Install fuel selector covers and rudder trim control knob.
(20) Install access panel to aft section of the fuselage.

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Fabricated Rudder Rigging Tool

Figure 8

3F7 27-20-00 Sep

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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PA-32R-301/301T, SARATOGA II HP/TC
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STABILATOR AND TAB

1. Troubleshooting
See Chart 1.

CHART 1 (Sheet 1 of 2)
TROUBLESHOOTING STABILATOR CONTROL SYSTEM
Trouble Cause Remedy
Lost motion between Cable tension too low. Adjust cable tension.
control wheel and
stabilator. Linkage loose or worn. Check linkage and tighten
or replace.
Broken pulley. Replace pulley.
Cables not in place on Install cables correctly.
pulleys.
Resistance to stabilator System not lubricated Lubricate system.
control movement. properly.
Cable tension too high. Adjust cable tension.
Binding control column. Adjust and lubricate.
Resistance to stabilator Pulleys binding or rubbing. Replace binding pulleys
control movement.(cont) and/or provide clearance
between pulleys and
brackets.
Cables not in place on Install cables correctly.
pulleys.
Cables crossed or routed Check routing of control
incorrectly. cables.
Bent stabilator hinge. Repair or replace stabilator
Incorrect stabilator travel. Stabilator stops incorrectly Adjust stop screws.
adjusted.
Correct stabilator travel Stabilator cables incorrectly Check rigging of stabilator
cannot be obtained by rigged. cables.
adjusting stops.
Lost motion between trim Cable tension too low. Adjust cable tension.
control wheel and trim tab.
Cables not in place on Install cables properly.
pulleys.
Broken pulley. Replace pulley.
Linkage loose or worn. Check linkage and tighten
or replace.

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 1 (Sheet 2 of 2)
TROUBLESHOOTING STABILATOR CONTROL SYSTEM
Trouble Cause Remedy
Trim control wheel moves System not lubricated Lubricate system.
with excessive resistance. properly.
Cable tension too high. Adjust cable tension.
Pulleys binding or rubbing. Replace binding pulleys.
Provide clearance between
pulleys and brackets
Cables not in place on Install cables properly.
pulleys.
Trim tab hinge binding. Lubricate hinge. If
necessary, replace.
Cables crossed or routed Check routing of control
incorrectly. cables.
Trim tab fails to reach full System incorrectly rigged. Check and/ or adjust
travel. rigging.
Trim drum incorrectly Check and/ or adjust
wrapped. rigging.
Trim indicator fails to Trim indicator unit not ad- Adjust trim indicator.
indicate correct trim justed properly.
position.

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

2. Stabilator Control Cables

A. Removal ( Refer to Figure 1.)
(1) Forward Stabilator Control Cables:
(a) Remove access panel to aft section of the fuselage.
(b) Disconnect desired control cable at turnbuckle in aft section of fuselage.
(c) Remove floor tunnel cover in aft area of cabin by:
1 Removing trim plate.
2 Removing carpet over tunnel.
3 Removing cover attachment screws.
(d) Remove cable guard plate from underside of pulley cluster in aft area of tunnel opening by
removing guard attachment screws.
(e) Remove floor panel located directly aft of main spar by removing center seats, seat belt
attachments and screws securing the panel. Lift panel and remove from airplane.
(f) Remove cable rub blocks attached to the spar housing, located in floor opening, by
removing block attachment screws.
(g) Remove cotter pin cable guard at pulley cluster in aft area of floor opening.
(h) Remove fuel selector panel cover by removing rudder trim knob and cover attachment
screws.
(i) Remove lower fuel selector cover. Disconnect fuel selector control lever from selector
torque tube by removing attachment pin located at bottom of lever.
(j) Remove tunnel plate just aft of tee bar by removing enough carpet from tunnel to allow
plate attachment screws and plate to be removed.
(k) To remove right (upper) stabilator control cable:
1 Remove cotter pin cable guards at pulley located in forward area of the tunnel.
2 Disconnect cables from lower end of tee bar by removing cotter pin, nut, washer and
bolt.
3 Draw cable aft through the floor tunnel.
(2) Aft Stabilator Control Cable - either side:
(a) Remove access panel to aft section of the fuselage.
(b) Disconnect desired control cable at turnbuckle in aft section of fuselage.
(c) Disconnect cable end at stabilator balance arm by removing the cotter pin, nut, washer
and bolt.
(d) Remove cable guard pin at the pulley.
(e) Remove cable from airplane.

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Stabilator Controls
Figure 1

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B. Installation (Refer to Figure 1.)

(1) Aft Stabilator Control Cable - either side:
(a) Route left (lower) cable under pulley located beneath balance arm. Route right (upper)
cable over pulley located above balance arm.
(b) Connect cable to the stabilator balance arm. Insert bolt and washer. Install nut and finger
tighten as much as possible. Install cotter pin.
(c) Connect cable to forward cable at turnbuckle in aft section of fuselage. Upper aft cable
connects to right forward cable and lower cable to left forward cable.
(d) Install cable guard pin at pulley.
(e) Set cable tension. Check rigging and adjustment per Rigging and Adjustment, below.
(f) Install access panels to aft section of the fuselage.
(2) Forward Stabilator Control Cables:
NOTE: Aft control cable(s) must be installed before installing forward cable(s). See above.
(a) Draw control cable through floor tunnel. Be sure right (upper) cable is routed around the
pulley that is in the forward area of the forward floor tunnel.
(b) Connect cables to lower end of control column tee bar with bolt, washer, nut and cotter
pin. Ensure that cable is free to rotate.
(c) Connect control cable to aft cable at turn buckle in aft section of fuselage.
(d) If installing right cable, install cotter pin cable guard at pulley in forward area of tunnel
(e) Install the cable rub blocks to the spar housing located in forward area of floor opening aft
of main spar. Secure with screws.
(f) Install cotter pin cable guard at pulley cluster located in aft area of floor opening.
(g) Install cable guard under pulley cluster located in aft area of aft floor tunnel. Secure with
screws.
(h) Set cable tension. Check rigging and adjustment per Rigging and Adjustment, below.
(i) Install tunnel plate directly aft of tee bar assembly. Secure with screws.
(j) Put floor carpet in place and secure.
(k) Place fuel selector lever on selector torque tube. Secure with pin and safety with cotter
pin.
(l) Install lower and upper selector covers. Secure with screws.
(m) Install floor panel aft of main spar. Secure with screws.
(n) Install the seat belt attachments and seats.
(o) Install cover and carpet of aft floor tunnel.
(p) Install access panels to aft section of the fuselage.

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C. Rigging and Adjustment.

CAUTION: VERIFY FREE AND CORRECT MOVEMENT OF STABILATOR. 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 RIGGING AND ADJUSTMENT, VERIFY
THAT THE REAR EDGE OF THE STABILATOR MOVES UP WHEN THE WHEEL IS
PULLED BACK; AND, THAT THE REAR EDGE OF THE STABILATOR MOVES DOWN
WHEN THE WHEEL IS PUSHED FORWARD.
(1) To check and set the correct degree of stabilator travel:
(a) Level airplane. (Refer to Leveling, Chapter 8.)
(b) Place stabilator in neutral position. Neutral position is obtained when a level, placed on
stabilator rigging tool (Figure 2), indicates that stabilator is parallel (bubble centered) with
leveling holes noted in Chapter 8, Figure 1. (Rigging tool may be fabricated from
dimensions given in Figure 8.)
(c) To check the stabilator travel:
NOTE: The stabilator should contact both of its stops before the control wheel contacts
its stops.
1 Place rigging tool on the upper surface of stabilator.
2 Set number of degree up travel, specified in Figure 2, on a bubble protractor
3 Place protractor on rigging tool.
4 Raise trailing edge of stabilator. Check that, when stabilator contacts its stops,
protractor bubble is centered.
5 Set the number of degrees down travel specified Figure 2 on a bubble protractor
6 Place protractor on the rigging tool.
7 Lower trailing edge of stabilator. Check that, when stabilator contacts its stops,
protractor bubble is centered.
(d) If stabilator travel is not correct in either the up or down position:
1 Remove tail cone by removing the attachment screws.
2 With use of rigging tool and bubble protractor, turn stops located at each stabilator
hinge in or out to obtain correct degree of travel. (Refer to Figure 3.)
3 Check that locknuts of stop screws are secure.
4 Install the tail cone.
(2) Stabilator Control Cable Tension:
(a) Check that stabilator travel is correct.
(b) Remove access panel to aft section of fuselage and tail cone.
(c) Position and secure tee bar (control column) 1/2 inch ± 1/4 inch off forward tee bar stop .
(d) Check each stabilator control cable for correct tension as given in Figure 2.

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Stabilator and Tab Rigging Limits

Figure 2

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(e) If tension is not correct, loosen turnbuckle of lower cable in aft section of fuselage and
adjust turnbuckle of upper cable to obtain correct tension. Cable tension should be
obtained with control wheel one-quarter inch dimension from stop and stabilator
contacting its stop.
(f) With the tension of upper cable correct and control wheel still forward, adjust the
turnbuckle of lower cable to obtain correct tension.
(g) Check safety of all turnbuckles and bolts.
(h) Check the full travel of the control wheel with relation to the full travel of the stabilator.
Determine that stabilator contacts its stop before control wheel contacts its stops. Move
control wheel to full fore and aft positions. Travel distance from point where stabilator
contacts its stops, and control wheel contacts its stops, should be approximately equal.
Adjust turn buckles if incorrect.
(i) Install access panels and tail cone.
3. Stabilator Trim Controls
A. Forward Assembly (Refer to Figure 5.)
(1) Removal:
(a) Remove panel to the aft section of airplane.
(b) Remove trim control wheel assembly and/or trim control cables
(c) If aft trim cable is not to be removed, block cables at pulleys in aft section of fuselage to
prevent them from unwrapping from trim drum. (Refer to Figure 4.)
(d) To remove trim control wheel, loosen cables at trim cables turnbuckles in aft section of
fuselage.
(e) To remove trim cables, disconnect cables at trim cables turnbuckles in aft section of
fuselage.

Stabilator Rigging
Figure 3

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(f) Control wheel with drum:

1 Remove control wheel cover by removing cover attaching screws.
2 Remove wheel assembly from its mounting brackets by removing nut, washer and
bolt that secures wheel between the brackets. Draw wheel from brackets. Use
caution not to damage trim indicator wire.
3 Unwrap left cable from drum.
4 Wheel and drum are joined by a push fit. Separate these two items with their center
bushing. Unwrap right cable.
5 Tie cables forward to prevent them from slipping back into floor tunnel.
(g) Trim control cables:
1 Remove pilot and rear seats.
2 Remove seat belts attached to forward floor tunnel by removing attachment nuts,
washers and bolts.
3 Remove heater deflectors from each side of aft end of forward floor tunnel by sliding
deflector sideways and releasing retainer spring.
4 Unfasten carpet from aft portion of forward floor tunnel and lay it forward.
5 Remove tunnel cover located between trim control wheel and spar cover by removing
selector knobs and cover attachment screws.
6 Remove cable pulleys located in forward tunnel by removing cotter pin, washer and
clevis pin.
7 Remove floor panel aft of main spar by removing panel attachment screws and seat
belt attachments. Lift panel and remove from airplane.
8 Remove cable rub blocks located in floor opening on aft side of main spar by
removing block attachment screws.
9 Remove trim plate located on top of forward end of aft floor tunnel.
10 Remove carpet from aft floor tunnel.
11 Remove cover plate from top of aft floor tunnel by removing attachment screws.
12 Remove cable guard from underside of trim cable pulleys located in forward area of
aft floor tunnel by removing tinnerman nut and withdrawing the cable guard.
13 Remove cable guard plate from underside of pulley cluster located in aft area of floor
tunnel by removing plate attachment screws.

Methods of Securing Trim Cables

Figure 4

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Stabilator Trim Controls

Figure 5

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14 Remove cable guard from cable pulleys in aft lower section of fuselage forward of
cable turnbuckles.
15 With cables disconnected from trim control wheel, draw cable(s) through floor tunnel.
(2) Installation
(a) Trim Control Wheel with Drum:
1 Wrap right trim cable on trim drum by inserting swaged ball of cable in slot provided
in right side of drum that mates with the control wheel. Looking at this side, wrap
drum with three wraps of cable in a clockwise direction.
2 Attach trim control wheel to cable drum by aligning long lug of drum with long slot of
wheel and pushing the two pieces together.
3 Wrap left trim cable on drum by inserting swaged ball of cable in slot provided in the
flanged left side of drum. Looking at this side, wrap drum with three wraps of cable in
a clockwise direction.
4 Lubricate and install bushing in control wheel and drum.
5 Align control cables and position trim control wheel assembly between its mounting
brackets. Check that end of trim indicator wire is positioned in spiraled slot of drum
with no bind on end. Install retainer bolt from left side. Install washer and nut.
6 Install cover over trim control wheel. Secure with screws, unless the control cables
have to be installed.
(b) Trim Control Cables:
1 Draw cable(s) through floor tunnel.
2 Wrap cable drum and install trim control wheel as given in step (2), (a).
3 Position cable pulleys on their mounting bracket and install clevis pin, washer and
cotter pin.
4 Connect forward cable to aft cable at turnbuckle in aft section of fuselage. If aft cable
has not been installed, refer to Aft Assembly, Installation, below.
5 Install cable guard at cable pulleys in aft lower section of fuselage forward of cable
turnbuckles.
6 Install cable guard plate at underside of pulley cluster located in aft area of aft floor
tunnel. Secure with screws.
7 Install pin type cable guard at underside of pulleys located in forward area of aft floor
tunnel. Secure with a tinnerman nut.
8 Install cable rub blocks located on aft side of main spar housing. Secure with screws.
9 Remove blocks that secure aft trim cable. Check that cables are seated on their
pulleys.
10 Set cable tension. Check rigging and adjustment. Check safety of all turnbuckles.
11 Install tunnel cover on forward tunnel. Secure with screws.
12 Install carpet over floor tunnel.
13 Install heat deflectors on each side of floor tunnel.
14 Install cover over trim control wheel and secure with screws and special washers.
15 Install fuel selector knobs and secure with set screws.
16 Install seat belts removed from top of floor tunnel. Secure with bolt, washer and nut.
17 Install floor panel and seat belt attachments aft of main spar. Secure panel with
screws.
18 Install aft floor tunnel and secure with screws.

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19 Install carpet over aft floor tunnel.

20 Install trim plate on top of forward end of aft floor tunnel.
21 Install panel to aft section of airplane.
22 Install seats.
B. Aft Assembly
(1) Removal (Refer to Figure 5.)
(a) Remove access panel to aft section of the fuselage.
(b) Block trim cables at the first set of pulleys forward of cable turnbuckles in the aft section of
the fuselage (i.e. FS 187.93), by method shown in Figure 4.
(c) Disconnect cable at the turnbuckles in aft section of fuselage.
(d) Remove cable guard from pulley cluster.
(e) Remove tail cone by removing attachment screws.
(f) Disconnect link between trim screw and trim control arm by removing nut, washer and bolt
connecting link to screw.
(g) Remove cotter pin from top of trim screw. Turn screw down and out of barrel.
(h) Remove snap ring, washer and thrust washer from the bottom of barrel.
(i) Disconnect diagonal rib from the horizontal rib that supports trim assembly by removing
four attachment nuts, washers and bolts.
(j) Draw trim cable from fuselage.

Wrapping Trim Barrels

Figure 6

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(2) Installation
(a) Wrap the trim barrel by: (Refer to Figure 6.)
1 Laying center (as measured equally from each end to center of the cable) of trim
cable in slot of the barrel.
2 Bring half of cable to be used on right side through e diagonal slot in flange at
forward end of barrel and wrap aft in a clockwise direction 11.5 wraps to the center of
barrel.
3 Bring half of cable to be used on left side through diagonal slot in aft end of barrel
and wrap forward in a counterclockwise direction 11.5 wraps to the center of barrel.
4 Count a total of 23 cable wraps on top side of the barrel. (Refer to Figure 6.)
(b) Block cable by clamping between two pieces of wood laid next to wraps to prevent
unwrapping. Fabricate block with a notch so hardware can be installed After installation of
hardware safety wire the bolts.
(c) Ensure barrel bushings are installed in rib plate and clip.
(d) Lubricate bushings and install trim barrel in bushings between the two support ribs.
(e) Attach bottom diagonal rib to horizontal rib. Secure with bolt, washer and nut.
(f) Install thrust washer, washer and snap ring on lower end of barrel.
(g) Install trim screw in barrel. Secure both ends with a cotter pin through trim screw.
(h) Route cables into fuselage. Attach ends to forward trim cables.
(i) Remove blocks holding forward cables tight.
(j) Set cable tension. Check rigging and adjustment per Rigging and Adjustment of Stabilator
Trim. Check safety of all turnbuckles.
(k) Install tail cone and secure with screws.
(l) Install aft fuselage access panel.
C. Rigging and Adjustment (Refer to Figure 7.)
CAUTION: 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, VERIFY THAT THE STABILATOR TAB MOVES UP WHEN THE TRIM
WHEEL IS TRIMMED DOWN; AND, THAT THE STABILATOR TAB MOVES DOWN
WHEN THE TRIM WHEEL IS TRIMMED UP.
(1) Level the airplane. (Refer to Leveling, Chapter 8.)
(2) Check for proper stabilator trim cable tension as given in Figure 2. If cables were
disconnected, rotate trim control wheel several times to allow cables to seat and recheck
tension.
(3) Secure stabilator in neutral position. See Figure 7.
(4) Turn trim control wheel until aft end of turn buckle of right trim cable is approximately two
inches forward of double pulleys at top of rear bulkhead.
(5) Check that trim screw is turned down until cotter pin stop in top of screw is contacting plate on
horizontal support rib of trim assembly.
(a) If stop is not contacting plate, and links between the screw and trim control arm are not
disconnected, disconnect the two by removing nut, washers and bolt.
(b) With turnbuckle still two inches from pulley, turn screw down until pin contacts plate.

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(6) Check rod end on tab actuating arm for approximately six threads forward of jam nut.
(7) Connect links to trim screw and secure with bolt, washers and nut.
(8) Turn the trim wheel until trim tab streamlines with neutral stabilator.
(9) Check bubble of protractor over neutral tab; then check tab travels specified in Figure 2.
Degree of travel on protractor is determined by taking difference between protractor reading at
neutral and up position, and neutral and down. With airplane level, bubble must be centered at
each reading. To obtain correct travel:
(a) Disconnect links at actuating arm rod end.
(b) Turn rod end in or out, as required.
(c) Connect links to actuating arm rod end.
(d) Secure jam nut on actuating arm rod link
(10) Turn trim wheel full travel. Check for turnbuckle clearance and location of tab indicator.

Stabilator Rigging
Figure 7

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PA-32R-301/301T, SARATOGA II HP/TC
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4. Stall Warning System

A. Description and Operation
This system consists of two lift detectors located on the leading edge of the left wing, at wing station
174.00, that are electrically connected to the flap position switch and stall warning horn. As a
stalling condition is approached, the inboard lift detector will activate the stall warning horn when
flaps are set 0° and 10°; the outboard lift detector will activate the stall warning horn when flaps are
set 25° and 40°. Perform the following tests to determine that the lift detectors are functioning
properly.
B. Functional Tests
(1) Ground Check
The following ground check will determine if the lift detectors are correctly connected and
functioning properly. It also verifies the correct adjustment of the flap position switch. This
ground check does not test the proper adjustment of the lift detectors.
(a) Apply electrical power to the airplane.
(b) Extend flaps to the 10° position. The 0° and 10° flap position activates the inboard lift
detector only. Gently lifting the inboard lift detector vane should activate the stall warning
horn. Gently lifting the outboard lift detector vane should not activate the stall warning
horn.
(c) Position the flap to 25° or 40°. Gently lifting on the outboard lift detector vane should
activate the stall warning horn. Lifting on the inboard lift detector vane should not activate
the stall warning horn.
NOTE: In steps (b) and (c), above, if the stall warning horn sounds when it should not, or
does not sound when it should, the fault may be the flap position switch being out
of adjustment. See Wing Flap Controls, Rigging and Adjustment, 27-50-00.
(d) Remove electrical power from the airplane.
(2) Flight Test Procedure (PIR-FTP2001-6, Rev. D, FTP2001-6-1, Rev. C, FTP2001-14, Rev. D, FTP2001-14-1, Rev. C.)

WARNING: A QUALIFIED PILOT EXPERIENCED IN THIS MAKE AND MODEL AIRPLANE

MUST FLY ALL FLIGHT TESTS.
NOTE: Required whenever a “replacement” wing is installed.
At a suitable altitude, configure the airplane power OFF, gear DOWN, and flying at a rate of
1 KT/SEC maximum; record the following warning and stall speeds:
TRIM KIAS RECORD: WARNING KIAS STALL KIAS
0° FLAPS = 96 _____________ __________
FULL FLAPS = 88 _____________ __________
(a) Verify that the stall warning system performs within the following limits:
1 Maximum: stall warning begins at 5 to 10 KIAS prior to stall and continues until stall
occurs.
2 Desired: stall warning begins at 7 to 9 KIAS prior to stall and continues until stall
occurs.
(b) If the stall warning system fails to perform within the limits above, adjust the system and
refly the test.
(c) If not able to adjust the stall warning system sufficient to achieve the limits above, recheck
the “replacement” wing installation to ensure it is installed and rigged correctly.

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C. Lift Detectors.
(1) Removal
NOTE: The master (battery) switch must be off prior to performing any work on the lift
detector. Place reference marks on holding plate and wing skin for use when
installing.
(a) Remove screws holding plate around tab. The lift detector is attached to plate. Remove
unit from wing.
(b) Mark electrical wires and terminals to facilitate installation. Remove electrical wires from
lift detector. Remove lift detector from airplane.
(2) Installation
(a) Attach electrical leads to appropriate terminals of lift detector.
(b) Using reference marks made during removal, position lift detector and holding plate
assembly on wing. Determine that sensor blade of unit drops down freely.
(c) Ensuring unit is aligned with reference marks, secure in position with screws previously
removed.
(3) Adjustment
The lift detector switch is adjusted at the factory, when the airplane is test flown, and should
not require any further adjustment. If some type of service on the wing require moving the
switch, use the following procedure to position the switch at the proper position.
CAUTION: NEVER ADJUST THE SWITCH BY BENDING THE VANE.
(a) Loosen the two phillips head screws; one on either side of the vane.
1 If the stall warning comes on too late, move switch up.
2 If the stall warning comes on to early, move switch down.
(b) Tighten the screws after making any adjustments.

Stabilator Rigging Tool

Figure 8

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PA-32R-301/301T, SARATOGA II HP/TC
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FLAPS

The Saratoga II HP’s and TC’s are equipped with electrically operated flaps. A control lever and an
in-transit indicator light are located on the lower right instrument panel, left of the co-pilot’s control wheel.
Selection of a new flap position will activate the flap motor and the light. When the flaps reach the
desired position, the flap motor is switched off automatically and the indictor light goes out.
The flap control lever has four stops: 0°, 10°, 25°, and 40°.
1. Troubleshooting
See Chart 1.
2. Wing Flap Controls (Refer to Figure 1.)
A. Removal
(1) Flap Torque Tube Assembly:
(a) Extend flaps to 40° position.
(b Remove floor panel located aft of main spar by removing center seats, seat belt
attachments and screws securing panel. Lift panel and remove from airplane.
(c) Remove access plate located between underside of aft section of each wing and fuselage
by removing attaching screws.
(d) Disconnect left and right flap control tubes (rods) either:
1 At the flaps by removing nuts, washers and bolts at the torque tube cranks (arms) or
by;
2 Removing bolts and washers from inner side of each crank. Remove bolt through a
hole in the fuselage side skin located over torque tube .
(e) Disconnect electrical connections from limit switches mounted to torque tube switch plate.
(f) Disconnect cable ends from torque tube pulley assembly by removing the cotter pins.
(g) Disconnect jack screw actuator from torque tube bellcrank by removing nut, washers and
bolt.
(h) Remove tube support bearing blocks by removing block attachment bolts.
(i) Remove nuts, washers and bolts securing right and left cranks, and stop fittings on torque
tube.
(j) From between each wing and fuselage, remove cranks from torque tube.
(k) Disconnect one bearing block from its mounting brackets by removing nuts, washers and
bolts.
(l) Slide tube from bearing block still attached to its brackets. Raise end and lift it from floor
opening.

CHART 1
TROUBLESHOOTING FLAP CONTROL SYSTEM
Trouble Cause Remedy

Flaps fail to extend or retract. Control cable broken or Replace or reconnect

disconnected. control cable.
Flaps not synchronized or Incorrect rigging of system. Adjust flaps.
fail to move evenly when
retracted.

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Electrically Operated Flap System

Figure 1

(2) To remove flap control cable:

(a) Remove center seats. Remove center floor panel by removing screws securing panel.
(b) Remove aft heat deflectors on each forward floor tunnel by sliding them far enough to
release spring fasteners.
(c) Lift aft section of tunnel carpet far enough to remove screws securing tunnel cover.
Remove cover.
(d) Remove cotter pins securing cable ends to pulley assembly on torque tube.

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(e) Remove clamps securing cable housings to support bracket.

(f) Disconnect flap selector lever and cable from flap selector lever support bracket mounted
on aft side of instrument panel.
(g) Remove cable assembly from tunnel.
(3) To remove flap actuator jack screw and motor assembly:
(a) Remove center seats. Remove center floor panel by removing screws securing panel.
(b) Disconnect electrical leads to flap actuator motor.
(c) Remove nut, washers and bolt securing flap actuator jack screw to torque tube bellcrank.
(d) Remove nut, washers and bolt securing flap actuator jack screw to its mounting bracket.
Do not drop bushing in jack screw mounting end.
(e) Remove flap actuator jack screw and motor assembly through center floor opening
B. Installation (Refer to Figure 1)
(1) To install flap actuator jack screw and motor assembly:
(a) Position flap actuator jack screw and motor assembly through center floor opening. Do not
drop bushing in jack screw mounting end.
(b) Install nut, washers and bolt securing flap actuator jack screw to its mounting bracket.
(c) Install nut, washers and bolt securing flap actuator jack screw to torque tube bellcrank.
(d) Connect electrical leads to flap actuator motor.
(2) To install flap control cable:
(a) Position cable assembly in tunnel.
(b) Connect cable to flap selector lever and flap selector lever support bracket mounted on aft
side of instrument panel.
(c) Attach cable ends to pulley assembly on torque tube by installing cotter pins.
(d) Install clamps securing cable housings to support bracket.
(e) Install aft section tunnel cover and secure with screws.
(f) Install tunnel carpet and heat deflectors.
(g) Install center seats.
(3) To install flap torque tube assembly:
(a) Check that one end bearing block fitting is installed between its attachment brackets.
(b) Slide the other end bearing block over its respective end of torque tube.
(c) Position torque tube by placing end with bearing block attached between appropriate
mounting bracket Slide other end into previously attached end bearing block. Secure with
bolts, washers and nuts.
(d) Between each wing and fuselage, attach cranks to torque tube.
(e) Install nuts, washers and bolts securing right and left cranks, and stop fittings on torque
tube.
(f) Install tube support bearing blocks. Secure by installing block attachment bolts.
(g) Connect jack screw actuator to torque tube bellcrank and secure with nut, washers and
bolt.
(h) Connect cable ends to torque tube pulley assembly and secure with cotter pins.
(i) Connect electrical connections to limit switches mounted to torque tube switch plate.

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(j) Connect left and right flap control tubes (rods) either:
1 At flaps by installing nuts, washers and bolts at torque tube cranks (arms) or by;
2 Installing bolts and washers to inner side of each crank. Install bolt through a hole in
the fuselage side skin located over torque tube.
(k) Install access plate located between underside of aft section of each wing and fuselage
by installing attaching screws.
(l) Install floor panel located aft of main spar and secure with screws
(m) Install center seats and seat belt attachments.
(n) Retract flaps.
C. Rigging and Adjustment
CAUTION: VERIFY FREE AND CORRECT MOVEMENT OF FLAPS. WHILE IT WOULD SEEM
SELF-EVIDENT, FIELD EXPERIENCE HAS SHOWN THAT THIS CHECK IS
FREQUENTLY MISINTERPRETED OR NOT PERFORMED AT ALL. ACCORDINGLY,
UPON COMPLETION OF FLAP RIGGING AND ADJUSTMENT, VERIFY THAT THE
FLAPS MOVE UP WHEN THE SELECTOR LEVER IS UP; AND, THAT THE FLAPS
MOVE DOWN WHEN THE SELECTOR LEVER IS DOWN.
(1) To Rig Control Cable:
(a) Loosen lever cable clamp nut so that cable can move freely through cable clamp. Secure
lever in the full down position. (Refer to Figure 2).
(b) Position the swash plate assembly on torque tube and secure in place. (Refer to Figure 3.)
(c) Loosen cable housing clamps at pulley support channel. Adjust cable tension so that a 5
± 0.5 pound pull midway between cable housing clamps and swash plate assembly will
deflect the cable 0.38 inch from relaxed position. Tighten cable housing clamp. (Refer to
Figure 3.)
(d) Tighten lever cable lamp nut so that cable is compressed to 1/2 its full diameter. (Refer to
Figure 2.)
(2) To Adjust Cam:
(a) Pull the electric flap circuit breaker.
(b) Disconnect actuator motor power leads and connect a reversible 24 volt DC ( except
12 volt in HP S/N’s 3246001 thru 3246017 only ) power source.
(c) Run actuator out so that there is 0.10 inch clearance between torque tube and the
actuator push rod. (Refer to Figure 4)
(d) Connect aircraft wires to actuato motor and secure.

Flap Selector and Cable Assembly

Figure 2

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Electrically Operated Flap Torque Tube Assembly

Figure 3

(e) Pull electric flap circuit breaker. Apply power to aircraft buss.
NOTE: Be sure that switch rollers are in cam “null point,” as shown in Figure 3 inset, and
not 180 degrees off.
(f) Loosen set screw in cam and rotate until flap in-transit light is out (Refer to Figure 3).
Tighten the cam set screws.
(g) Push in electric flap circuit breaker and verify that flap motor does not run.
(h) Move selector lever to full DOWN position. Verify that actuator retracts and stops about
0.4 inch short of bottoming out.
(i) Move flap selector lever to the full UP position. Verify that clearance between actuator
push rod and torque tube is .07 inch minimum and 0.19 inch maximum. (Refer to Figure
4).
(j) Adjust left and right stop screws so that contact is just made with stop. Tighten jam nuts.
(Refer to Figure 5).

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Electrically Operated Flap Cam Adjustment

Figure 4

Stop Screws Adjustment

Figure 5

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MAINTENANCE MANUAL

(3) To Set Flap Angle

(a) Place flap selector in UP position.
NOTE: While making adjustment, maintain a slight up pressure on underside of flap
sufficient to take slack out of linkage.
(b) Adjust each flap push rod so that chord line of flap forms a 0° ± 1° angle with wing chord
at outboard end of flap.
(4) Flap Travel Check.
While checking flap travel, maintaining a light up pressure on underside of flap. Travel shall be:
(a) In the full UP position: 0° ± 1°.
(b) At FIRST stop:10° ± 2°.
(c) At the SECOND stop: 25° ± 2°.
(d) At full DOWN position: 40° ± 2°.
3. Flap Torque Tube/Pushrod 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).

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MAINTENANCE MANUAL

CHAPTER

28
FUEL

3G15

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3G16

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CHAPTER 28

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

28-List of 1 Sep 30/06 28-40-00 1 Sep 30/06

Effective Pages 2 Sep 30/06 2 Sep 30/06
3 Sep 30/06
28-Table of Contents 1 Sep 30/06 4 Sep 30/06
2 Sep 30/06 5 Sep 30/06
6 Sep 30/06
28-00-00 1 Sep 30/06 7 Sep 30/06
2 Sep 30/06 8 Sep 30/06
3 Sep 30/06 9 Sep 30/06
4 Sep 30/06 10 Sep 30/06
5 Sep 30/06 11 Sep 30/06
6 Sep 30/06 12 Sep 30/06
13 Sep 30/06
28-10-00 1 Sep 30/06 14 Sep 30/06
2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06
7 Sep 30/06
8 Sep 30/06
9 Sep 30/06
10 Sep 30/06
11 Sep 30/06
12 Sep 30/06
13 Sep 30/06
14 Sep 30/06

28-20-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06

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CHAPTER 28 - FUEL

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

GENERAL 28-00-00 1 3G21

Description 1 3G21
Troubleshooting 1 3G21

STORAGE 28-10-00 1 3H3

Fuel System Inspection 1 3H3
Fuel Tanks - Inboard (Aluminum) 1 3H3
Removal 1 3H3
Installation 1 3H3
Fuel Tank / Wing Spar Corrosion Inspection 2 3H4
Fuel Cells - Outboard (Bladder-type) 4 3H6
Removal 4 3H6
Cleaning 4 3H6
Inspection 4 3H6
Installation 6 3H8
Handling and Storage 6 3H8
Repair 7 3H9
Molded Nipple Fittings Installation 10 3H12
Accessory Replacement 10 3H12
Testing 11 3H13
Locking Fuel Cap 12 3H14
Disassembly 12 3H14
Assembly 12 3H14

DISTRIBUTION 28-20-00 1 3H17

Cleaning Fuel System 1 3H17
Cleaning Filter Assembly 1 3H17
Fuel Selector Valve and Filter Assembly 2 3H18
Removal 2 3H18
Installation 2 3H18
Flush Lines 3 3H19
Electric Fuel Pump 3 3H19
Inspection 3 3H19
Removal 3 3H19
Installation 3 3H19

3G19 28 - CONTENTS SepPAGE 1

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CHAPTER 28 - FUEL

TABLE OF CONTENTS (continued)

SUBJECT SECTION PAGE GRID NO.

INDICATING 28-40-00 1 3H21

Standard Installation 1 3H21
Fuel Quantity Sender and Gauge Check 1 3H21
Fuel Quantity Gauge Bench Test/Adjustment 2 3H22
Avidyne Entegra EFIS Installation 9 3I5
Garmin 1000 EFIS Installation 10 3I6

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GENERAL

1. Description
The fuel system consists of two interconnected tanks in each wing, having a combined capacity of 53.5
U.S. gallons per wing, for a total capacity of 107.0 U.S. gallons. The inboard tank is an integral part of the
wing surface. Fuel flow is indicated on the gauge located in the instrument panel. A fuel quantity dual
gauge is also located in the instrument panel, and indicates the amount of fuel remaining in each wing
system as transmitted by the electric fuel quantity sending units located in the wing tanks. An exterior
sight gauge is installed in the inboard tank of each wing so fuel quantities can be checked on the ground
during the preflight of the airplane.
Fuel is drawn through a finger screen located in the inboard fuel tank and routed to a three position fuel
selector valve and filter unit which is located aft of the main spar. The valve has OFF, LEFT and RIGHT
positions which are remotely selected by means of a torque tube operated by a handle located in the
pedestal. The handle has a spring loaded detent to prevent accidental selection to the OFF
position. From the selector valve the fuel goes to the electric fuel pump which is also mounted aft of the
main spar and then goes forward to the engine driven fuel pump which forces the fuel through the
injector unit into the engine.
Refer to Figure 1 for layout and relationship of the fuel system and components.
2. Troubleshooting
Electrical and mechanical troubles of the system are found in Chart 1. When troubleshooting, check from
the power supply to the items affected. If no problem is found by this method, the trouble probably exists
inside individual pieces of equipment, which may then be removed from the airplane and replaced with
an identical unit or units, tested and known to be good.

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FLOW
DIVIDER

FUEL
NOZZLES

FUEL
INJECTOR

TRANSDUCER

ENGINE DRIVEN
FUEL PUMP

FUEL FLOW
GAUGE

ELECTRIC
FUEL PUMP

FUEL SELECTOR
VALVE

FUEL FUEL FUEL FUEL

CELL CELL CELL CELL

VENT FUEL QUANTITY GAUGES VENT

F
F U F
L E R
40 40
L
30 30

20 20
QTY
10 10
51.0
. US GA L

E P E R TA N K
E
USA B L E

Effectivity
3246088 & up Fuel System
3257001 & up Figure 1 (Sheet 1 of 2)

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FLOW
DIVIDER

FUEL
NOZZLES

FUEL
INJECTOR

VENT ENGINE DRIVEN

LINE FUEL PUMP

FUEL FLOW PRESSURE ELECTRIC

GAUGE FUEL PUMP

FUEL SELECTOR
VALVE

FUEL FUEL FUEL FUEL

CELL CELL CELL CELL

VENT FUEL QUANTITY GAUGES VENT

Fuel System Effectivity

Figure 1 (Sheet 2 of 2) 3246001 thru 3246087 only

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CHART 1
TROUBLESHOOTING FUEL SYSTEM
Trouble Cause Remedy
Failure of fuel to flow. Fuel line blocked. Flush fuel system.
Fuel vent cap blocked. Check and clean vent
hole in cap.
Mechanical or electrical Check and replace if
fuel pump failure. necessary.
Fuel selector valve in improper Reposition as required.
position.
Check for obstructions in
the fuel selector leverage
mechanism.
Damaged fuel selector valve. Replace fuel selector valve.
Fuel quantity gauge fails to Broken wire. Check and repair.
operate.
Gauge inoperative. Replace gauge.
Fuel sender float partially or Replace sender.
completely filled with fuel.
Circuit breaker open. Check and reset.
Float and arm assembly of fuel Check.
sender sticking.
Bad ground. Check for good contact at
ground lip or rear of gauge.
No fuel pressure indication. Fuel selector valve stuck. Check fuel selector valve.
Fuel tanks empty. Check fuel tanks and fill.
Defective gauge. Replace gauge.
Fuel selector valve in improper Reposition fuel selector
position. valve lever.
Lower pressure or pressure Obstruction in inlet side of Trace lines and locate
surges. pump. obstruction.
Air in line to pressure gauge. Bleed line.

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STORAGE

1. Fuel System Inspection

Fill tanks with fuel. Inspect tanks and fuel line connections for leaks. Leaks will be indicated by telltale
stains.
A. If inboard fuel tanks leak, see Fuel Tanks - Inboard (Aluminum), below.
B. If outboard fuel cells leak, see Fuel Cells - Outboard (Bladder-type) - Repair, below.
C. If fuel line connections leak, tighten clamps.
D. If fuel line connections continue to leak:
(1) Drain tanks (see Fuel Tanks - Draining, 12-10-00).
(2) Replace hose connections.
2. Fuel Tanks - Inboard (Aluminum) (See Figure 1.)
WARNING: IF DRAIN VALVES ARE REMOVED TO DRAIN TANKS, APPLY PARKER HANNIFIN
THREAD LUBE, PIPER CODE NO. 913-224, TO MALE PIPE THREADS BEFORE
INSTALLING. DO NOT ALLOW LUBRICANT TO ENTER FUEL SYSTEM.
WARNING: SLOSHING OF FUEL TANKS IS PROHIBITED.
Completely drain fuel tanks ( Refer to Draining Fuel Systems, Chapter 12 ). Inspect each tank for signs
of leaks as indicated by telltale stains. If a fuel leak is detected, remove fuel tank and repair as follows:
Seal leaks with Products Research Corporation PR 1422A series or PR1433G series sealant. For
example: PR1422A1
A. Removal
(1) Completely drain fuel from tank ( Refer to Draining Fuel Systems, Chapter 12-10-00 ).
(2) Remove cover from access hole located on underside of wing between wing stations 88.75
and 115.95.
(3) Loosen clamps at hose connections on fuel line and fuel vent line. Slide hose connections
away from fuel tank.
(4) Disconnect fuel line on inboard side of tank.
(5) Remove screws from around perimeter of the tank. Carefully pull tank away from wing far
enough to gain access to/and remove sender wire.
(6) Remove tank.
B. Installation
(1) Position fuel tank in wing recess. Connect fuel sender wires. Slide tank completely into
position. Secure with screws around its perimeter.
(2) Through access hole located on underside of wing:
(a) Slide hose on interconnecting fuel line.
(b) Slide fuel vent line into position.
(c) Tighten clamps on both lines.
(3) Connect fuel line on inboard side of tank.

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(4) Fill fuel tanks and check for:

(a) Leaks
(b) Unrestricted fuel flow
(c) Accurate sender indications on fuel quantity gauge.
(d) Ground wire is securely attached to interconnecting fuel line, fuel vent line, and wing rib at
wing station 88.75.
C. Fuel Tank / Wing Spar Corrosion Inspection. (see Figure 1.)
NOTE: Paragraphs (1) and (2), below, are keyed to Figure 1.
(1) 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.
A1. Inspect the fuel tank attach hardware and gang channels (nut plate strips).
A2. 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.
A3. 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.
A4. 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.
A5. Inspect flexible fuel hoses and couplings. Replace as required. Replacement is
recommended regardless of serviceability.
A6. 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.
A7. Remove the lacing at the wing root and inspect the spar and forward wing attach fittings.
(2) Treat the following areas with Dinotrol AV 8 before reassembly.
B1. Wing spar at root and forward wing attach fittings.
B2. Entire wing spar, spar angles (cap), and ribs behind and adjacent to the fuel tank.

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Fuel Tank / Wing Spar Corrosion Inspection (Typical)

Figure 1

3H5 28-10-00 SepPAGE 3

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3. Fuel Cells - Outboard (Bladder-type)

A. Removal ( Refer to Figure 2.)
NOTE: Prior to removal, a used cell should be drained, purged with fresh air and swabbed out to
remove all traces of fuel.
(1) Drain fuel cell (see Fuel Tanks - Draining, 12-10-00).
(2) Remove the access covers located on bottom of wing at wing stations 111.8, 165.5, and 129.3.
(3) Remove the twelve screws securing fuel cap adapter assembly to upper wing surface (wing
station 140.09). Remove adapter assembly.
(4) Remove four screws securing fuel cell and nut ring and gasket to the top of wing. Remove nut
ring and gasket.
(5) Utilizing access opening at wing station 165.5, loosen the two clamps which secure fuel vent
line and fuel vent valve assembly in fuel cell nipple.
(6) Carefully separate \fuel vent line from fuel cell nipple.
(7) Reach in fuel cell and remove fuel vent valve assembly from fuel cell nipple.
(8) Utilizing access opening at wing station 111.8, loosen clamps securing fuel cell to upper and
lower fuel interconnecting lines. Separate interconnecting lines from fuel cell.
(9) Working through access opening at wing station 129.3 (lower wing surface), disconnect
electrical wire from fuel sender unit terminal. Remove the five bolts securing fuel sender unit
and remove sender unit from fuel cell.
(10) Inserting arm between fuel cell and top of wing, separate velcro strips which hold fuel cell in
place.
(11) Fold fuel cell into a manageable form and withdraw it through the access opening at top of
wing.
B. Cleaning
(1) New fuel cells kept in their shipping containers should not require cleaning prior to installation.
If a cell should become dirty, clean with soap and warm water.
(2) Prior to removal, a used cell should be drained, purged with fresh air and swabbed out to
remove all traces of fuel. Upon removal the cell should be cleaned thoroughly with soap and
warm water.
C. Inspection
(1) Inspect fuel cells during regularly scheduled airplane maintenance inspections.
(2) Inspect interior of each cell for cracking, porosity or other signs of deterioration.
(3) Inspect nipple as follows:
(a) Attempt to scrape the rubber off the nipple fitting with a fingernail. If rubber has not
degraded, the fingernail will glide across rubber without damage to the rubber. If an
unsatisfactory condition exists, the fingernail will dig into the rubber.
(b) Deteriorated rubber has consistency of either art gum or chewing gum. Usually it will have
changed from a light tan color to a dark reddish-brown, bluish or greenish color,
depending upon the color of fuel used.
(4) Replace any cell found seeping or with soft nipples.

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Fuel Cell Components

Figure 2

3H7 28-10-00 SepPAGE 5

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D. Installation
(1) Inspect fuel cell compartment for cleanliness and condition. Ensure that:
(a) All sharp edges have been rounded off. Where this is not possible tape over all sharp
edges or rough rivets;
(b) All filings, trimmings, loose washers, nuts, bolts, etc. have been removed from the
compartment.
(2) Do not use sharp tools such as screwdrivers, files, etc. for installation purposes.
(3) Roll cell into a shape and size which can be inserted through access opening of the cell
compartment.
(4) Place cell within cell compartment. Unroll and establish correct relationship of cell to
compartment.
(5) Secure cell by pressing velcro strips of fuel cell against velcro strips of cell compartment.
(6) Using appropriate access opening in bottom of wing, install fuel sender unit as shown in Figure
2, View “A”.
(7) Reaching into fuel cell, place fuel vent valve assembly in place in fuel cell vent nipple. Secure
with clamp installed through appropriate access opening in bottom of wing. Torque clamp 12-
16 inch - pounds.
(8) Insert fuel vent line one inch into fuel cell vent nipple and secure with clamp. Torque clamp 12-
16 inch - pounds.
(9) Insert fuel interconnect lines into appropriate fuel cell openings and secure with clamps.
Torque 3/4 inch fuel vent interconnect clamp (12HL) 15-20 inch - pounds. Torque 2 inch fuel
tank interconnect clamp (32HL) 30-35 inch - pounds.
(10) Align holes of cork gasket, fuel cell, and nut plate. Secure with four screws. Torque to 12-15
inch - pounds.
(11) Using a clean soft lint-free cloth, wipe inside of cell clean of all dirt and foreign material. Inspect
for cleanliness.
(12) Install a new gasket and fuel cap adapter assembly. Coat each of the twelve screws’ threads
with PR 1422 CL2 sealant. Install screws and torque from 20 to 25 inch-pounds. After torquing,
clean screws with MEK solvent.
(13) Fill fuel tanks and check for leaks, unrestricted fuel flow, and proper fuel level indication.
(14) Install access covers.
E. Handling and Storage
(1) Do not remove fuel cells from shipping container until time of installation.
(2) After removing fuel cell from its shipping container, inspect cell for damage due to crating or
removal from crate.
(3) Do not use fuel cell nipple fittings as handholds. Do not drag fuel cells.
(4) Stack fuel cells only in original shipping containers.
(5) Prior to storing used fuel cells, clean with soap and warm water.
(6) Fold fuel cells smoothly and loosely with a minimum number of folds. Protective wadding
should be placed between folds.
CAUTION: SHOULD THE TEMPERATURE BE BELOW 70° F MOVE THE CELLS TO A
WARMER STORAGE LOCATION.
(7) Store fuel cells in a dry area protected from sunlight. Recommended storage temperature is
70° F.

PAGE 6
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CHART 1
FUEL CELL REPAIR EQUIPMENT
Repair Kit, Goodyear Part No. 2F1-3-37813
GROUP I MATERIALS
80C27 Repair Cement 8 Pint cans (320 grams in each)
80C28 Cross-Linker 8 1 four oz bottle (81 cc in each)
Methylethylketone (MEK) 2 1 pint can
FT-192 Repair Fabric 2 Sheet 12 x 12
AP368 Manual 1
GROUP II MATERIALS
The following equipment is necessary to perform the repair.
Group II equipment will be furnished at additional cost, if ordered by customer.
Foam Rubber Cloth Sheet, 1/4 x 12 x 12 2
Paint Brush, 1 inch wide 2
Aluminum Plates, 1/4 x 6 x 6 4
Measuring Cup (250 ml) 1
Cellophane (Sheet 12 x 24) 2
NOTES: Accessories - order per individual cell requirements.
Phenol plates, phenol plate assemblies and phenol test equipment can be ordered as
required from cell manufacturer.
Alodine 1200 to be ordered as required from cell manufacturer.
Cure Iron (Set 240°F) Optional.

F. Repair (Refer to Chart 1.)

The following procedure is recommended for field repair of fuel cells constructed of Goodyear
Vithane material. These repairs may be accomplished by two methods. One method is by heat cure;
the other is air cure. The end result of either method is a neat, permanent repair. The heat repair
allows the cell to be cured and ready for reinstallation in two hours; while the air cure method
requires that the cell not be moved for 72 hours during the air cure period.
NOTE: Air cure repairs are to be made at a room temperature of approximately 75°F. For each
10°F drop in temperature, add 20 hours cure time. For instance, if the room temperature
reads 65°F, air cure for 92 hours instead of 72 hours.
NOTE: The repair of Goodyear Vithane fuel cells is restricted to authorized personnel. Authorized
personnel are those who have been certified and trained by Goodyear representatives, or
those who have received their training from persons who have been certified and trained
by Goodyear representatives.
(1) Handling of Repair Materials
(a) Protect all materials from dirt contamination, sunlight, and excessive heat or cold while in
storage. Keep containers tightly capped and stored at a temperature of 70°F.
NOTE: 80C27 repair cement requires thorough mixing to obtain full adhesive values.
(b) The 80C27 cement referred to in this text is prepared immediately prior to use by mixing
repair cement 80C27 (pint can with 320 gms) with cross-linker 80C28 (4 oz. bottle with
81cc).

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CAUTION: ALL CONTAINERS FOR CEMENTS AND SOLVENTS SHOULD BE

PROPERLY IDENTIFIED.
(c) Repair cement has a pot life of 20 minutes after mixing. The unmixed 80C27 and 80C28
have a shelf life of six months from the date of packaging.
(2) Limitations
NOTE: Fuel cells sustaining damage exceeding the limitations listed below should be
returned for evaluation to: Engineered Fabrics Corporation, 669 Goodyear Street,
Rockmart, Georgia 30153.
(a) FT-192 repair fabric is for repair of simple contours only. Patches referred to in this text are
of this material.
(b) Inside patches are to lap defect edges a minimum of 1.0 inches in each direction.
(c) Outside patches are to lap defect edges 0.25 to 0.50 inches inside patches.
(d) Outside patches are to be applied and cured prior to applying an inside patch.
(e) Blisters between inner liner and fabric larger than 0.25 of an inch in diameter require an
outside and an inside patch.
(f) Separations between layers or plies larger than 0.50 inch in diameter require an outside
and inside patch. Holes and punctures require an outside and inside patch.
(g) Slits or tears up to 6.0 inches maximum length require an outside and inside patch.
(h) External abraded or scuffed areas without fabric damage require an outside patch only.
(i) A loose edge may be trimmed provided a 0.50 inch minimum lap or seam is maintained.
CAUTION: FOR EACH 10°F DROP IN TEMPERATURE FROM 75°F, ADD 20 HOURS
CURE TIME. FOR EXAMPLE: AT 65°F, CURE FOR 92 HOURS.
(j) Air cure repair patches are to remain clamped and undisturbed for 72 hours at a room
temperature of approximately 75°F.
(k) All heat cured patches are ready for use when cool.
(l) Fitting repairs are confined to loose flange edges, seal surface rework and coat stock.
(m) The maximum number of heat cure repairs in the same area is four.
(3) Heat Cure Repair Patch Method
The exterior patch is applied to the exterior cell wall and cured, first; then, the interior patch is
applied to the interior cell wall.
(a) Preparation
1 Cut a repair patch from FT-192 material to size required to insure a proper lap over
injury in all directions. (See Limitations, above.)
a Hold shears at an angle to produce a beveled edge (feather) on patch. (Dull side
or gum contact face of repair patch should be largest surface after beveling.)
b Round corners of patch.
2 Wash one square foot of cell wall surrounding injury with a clean cloth soaked with
Methylethylketone solvent.
3 Wash repair patch contact side with a clean cloth soaked with Methylethylketone
solvent.
4 Abrade cell wall surface about the injury and on the contact side of patch with fine
emery cloth to remove the shine.
5 Repeat Methylethylketone washings two more times, for a total of three washings for
each surface.
6 Tape a 8’’ x 8’’ piece of cellophane inside the cell over the injury.

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(b) Position cell for patch application on repair table.

(c) Mix the 80C27 cement (320 gms) with the cross-linker 80C28 (81cc), and stir mixture
thoroughly, for five minutes.
NOTE: Cement must be at a minimum of 70°F before mixing. Keep away from water and
excessive heat.
(d) Brush one even coat of mixed repair cement on the cell wall around the injury and on the
contact side of the repair patch. Allow to dry for fifteen minutes.
CAUTION: DO NOT USE THE FIRST CAN OF MIXED CEMENT FOR SECOND COAT.
(e) Repeat a second mixing of repair cement and brush a second coat.
CAUTION: MAKE SURE CELLOPHANE INSIDE CELL OVER INJURY REMAINS IN
PLACE BECAUSE CEMENT WILL STICK CELL WALLS TOGETHER
WITHOUT IT AS A SEPARATOR.
(f) After cement has dried approximately five minutes, center patch over injury.
1 Lay patch by rolling it down on surface from center to edge without trapping air.
2 Hold unrolled portion of repair patch off cemented surface until roller contact insures
an air-free union.
3 The patch may now be moved by hand on the wet surface to improve lap. Do not lift
repair patch, slide it.
(g) Using two aluminum plates larger than patch:
1 Cover one smooth surface of each plate with fabric-backed air foam, fabric side out.
Foam must cover edges of plate for protection.
2 Tape air foam in place.
(h) Using a cellophane separator to prevent cement from sticking in the wrong place:
1 Fold cell adjacent to patch and place one prepared plate over repair patch.
2 Place second prepared plate outside of bladder opposite patch.
CAUTION: MAKE SURE THAT CELL FOLD IS NOT CLAMPED BETWEEN PLATES.
THIS WOULD CAUSE A HARD PERMANENT CREASE. ALSO MAKE
SURE THAT THE PATCH DOES NOT MOVE WHEN CLAMP IS
TIGHTENED.
(i) Center repair iron 2F1-3-25721-1 on plate over repair patch. Secure assembly with a
C-clamp. Tighten by hand. Check cement flow to determine pressure.
(j) Connect repair iron into 110-volt current and cure repair for two hours.
(k) After curing, unplug repair iron and allow it to cool to touch. Remove C-clamp. Wet
cellophane to remove it from repair.
CAUTION: APPLYING BOTH AN OUTSIDE AND INSIDE REPAIR PATCH
SIMULTANEOUSLY NOT RECOMMENDED.
(l) After outside patch has been cured, apply inside patch using same procedure as above,
except for side of repair patch (see Limitations, above.)

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(4) Air Cure Repair Patch Method

CAUTION: FOR EACH 10°F DROP IN TEMPERATURE FROM 75°F, ADD 20 HOURS CURE
TIME. FOR EXAMPLE: AT 65°F, CURE FOR 92 HOURS.
Follow procedure for heat cure method, above, except omit repair iron. Cure each patch for a
minimum of 72 hours, undisturbed at 75°F.
(5) Fuel Cell Defect Repairs
(1) Blisters:
1 Remove loose material by trimming.
2 Apply an outside and inside repair patch.
(2) Holes, Punctures, Cuts, Tears and Deep Abraded Areas:
1 Trim away any ragged material
2 Apply an outside and inside repair patch.
(3) Loose Seams:
1 Buff loose edges and contact surfaces with emery cloth.
2 Wash three times with Methylethylketone.
3 Apply 80C27 mixed cement in two coats as with a repair patch.
4 Clamp and cure. Cure by either heat cure or air cure method.
5 Loose seams may be trimmed if a minimum lap remains.
(4) Loose Fitting Flange - Inside:
1 Buff the edge of the flange and the contact surface under the flange.
2 Apply 80C27 mixed repair cement, cellophane, padded plates and clamp.
3 Follow procedure as outlined for repair patch.
(5) Looseness Against Metal:
1 Prepare metal as per metal fitting - sealing surfaces.
2 Apply 80C27 mixed cement and cure.
G. Molded Nipple Fittings Installation
The lightweight molded nipple fitting was developed for ease of installation. To receive the best
service from this type fitting, it is necessary to exercise certain precautions during installation.
(1) Unless otherwise specified, insert tubing into fitting until end is flush with inside edge of nipple.
(2) Hose clamp must clear end of fitting by 1/4 inch where possible.
(3) Locate hose clamp on fabric reinforced area of nipple.
(4) Do not use sealing paste or gasket compound.
(5) Use lightweight motor oil to facilitate insertion of tubing into nipple.
H. Accessory Replacement
(1) Obtain a cured repair accessory from cell manufacturer.
(2) Mark location of old accessory. Preserve markings for guide lines to locate new part.
(3) Remove old accessory by gradually loosening an edge with a blunt probe-like instrument.
(4) When a loose edge is created, grasp the accessory by loose edge with pliers and gently peel it
off cell wall. Be careful not to pull cell lap open while peeling accessory off. Pull from blind side
of a cell lap toward the exposed edge.
NOTE: Removal of the old accessory will probably leave an uneven cavity and surface.

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(5) Buff cell surface under accessory with emery cloth to smooth roughness and prepare for
cement.
(6) Prepare replacement accessory by buffing and washing contact surface. Also wash the cell
surface (see paragraphs G, 4, (a), 2 and 3.)
(7) Apply mixed 80C27 repair cement to both surfaces being sure to level cavity left by removal of
old accessory.
(8) Roll new accessory into place as with a repair patch. Place suitable padded plates in position
to insure adequate pressure when clamped. Use a cellophane separator to prevent the cement
from sticking in the wrong place [see paragraphs G, 4, (g) and (h)].
(9) Cure by either heat cure or air cure method.
I. Testing
Use either of the following procedures detect leaks in bladder cells:
(1) Soap Suds Test:
(a) Attach test plates to all fittings.
(b) Inflate the cell with air to a pressure of 1/4 psi maximum.
(c) Apply a soap and water solution to all repaired areas suspected of leakage. Bubbles will
appear at any point where leakage occurs.
(d) After testing, remove all plates and wipe soap residue from the exterior of the cell.
(2) Chemical Test:
NOTE: The chemical test is the more sensitive and preferred test.
(a) Attach a test plate to all fitting openings except one.
(b) Make up a Phenolphthalein solution as follows:
1 Add 40 grams Phenolphthalein crystals in 1/2 gallon of Ethyl Alcohol and mix, then;
2 Add 1/2 gallon of water.
(c) Pour ammonia on an absorbent cloth in the ratio of 3 ml per cubic foot of cell capacity.
Place ammonia saturated cloth inside the cell.
(d) Install remaining test plate to opening used to insert ammonia saturated cloth.
(f) Inflate cell with air to a pressure of 1/4 psi maximum. Cap and maintain pressure for
fifteen minutes.
(g) Soak a large white cloth in phenolphthalein solution. Wring it out thoroughly. Spread cloth
smoothly on outer surface of cell. Press cloth down to insure detection of minute leaks.
(h) Check cloth for red spots, which indicate a leak. Mark any leaks found and move cloth to a
new location. Repeat procedure until entire exterior surface of cell has been covered. Red
spots appearing on cloth may be removed by resoaking cloth in phenolphthalein solution.
(i) Phenolphthalein solution and test cloth are satisfactory only as long as they remain clean.
Any phenolphthalein solution that is not in immediate use should be stored in a closed
rust proof container to prevent evaporation and deterioration.
(j) After test, remove all plates and test equipment. Allow cell to air out.
(3) In conducting either test outlined above, the cell need not be confined by a cage or jig,
providing the 1/4 psi pressure is not exceeded.

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4. Locking Fuel Cap (Refer to Figure 3)

NOTE: These instructions do not apply to “new style” fuel caps, P/N 654-556, installed 2006 and later.
A. Disassembly
(1) Remove the two screws from top of fuel cap.
(2) Remove screw and lock washer that secures pawl to bottom of key lock. Remove pawl.
(3) Remove nut that secures key lock to cover.
(4) Slide lock, gaskets, and spring over back of key lock.
(5) Remove key lock by pushing key lock through cover. Ensure that the O–ring is not lost.
B. Assembly
(1) Insert key lock through cover. Make sure that O–ring gasket is installed under head of key lock.
(2) Slide spring, gaskets, and lock over back of key lock.
(3) Install nut that secures key lock to cover.
(4) Apply loctite #211 or #680 to screw threads primed with locquic “N” or “T”. Attach pawl to back
of lock assembly with screw and lock washer.
(5) Apply a thin coating of PR-1422 sealant to shank and thread of the screws removed from top
of cap. Install screws and lock washers on top of fuel cap.

Old Style Locking Fuel Cap Assembly

Figure 3

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DISTRIBUTION

1. Cleaning Fuel System

A. Remove all fuel from tanks (see Fuel Tanks - Draining, 12-10-00). Drain fuel through a chamois or
other straining equipment to inspect for presence of foreign matter.
B. Flush each tank by opening tank drain and adding two or three gallons of clean fuel. While fuel is
draining, raise and lower airplane wing to allow the fuel to rinse out any contamination remaining in
tank.
C. Cleaning Filter Assembly (Refer to Figure 1.)
NOTE: Cleaning the filter assembly can also be performed alone, with fuel in the system. Set the
fuel selector to OFF and proceed as indicated below.
(1) Remove access panel to filter bowl on bottom of fuselage.
(2) Remove fuel strainer bowl.
(3) Remove filter disc assembly from center stem by compressing filter retainer spring and
removing filter retainer washer.
(4) Inspect bowl gasket. Replace if necessary.
(5) Filter discs may be cleaned as follows:
(a) Plug open ends of filter disc center with stoppers to prevent dirt from entering.
CAUTION: DO NOT USE ACETONE, METHYLETHYLKETONE, ETC., TO CLEAN
NYLON FILTER DISCS.
(b) Wash metallic filter disc in acetone, gasoline, carbon tetrachloride, trichlorethylene
(permachor) or Bendix cleaner. Wash nylon filter disc with soap and water.
(c) Remove stubborn deposits from filter disc with a soft bristle brush.
(d) Rinse all traces of soap solution. Drain or blow dry. Remove stoppers.
(6) Replace the filter disc if damage is evident.
(7) Reinstall filter disc assembly and strainer bowl.
D. After the aircraft is refueled:
(1) Disconnect fuel inlet line to injector.
(2) Turn electric fuel pump ON to flush lines.
(3) While flushing, move fuel selector back and forth from one tank to another.

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2. Fuel Selector Valve and Filter Assembly

CAUTION: NO FIELD DISASSEMBLY OR REPAIR OF FUEL SELECTOR VALVES IS AUTHORIZED.
MAINTENANCE IS LIMITED TO REMOVAL AND REPLACEMENT OF THE WHOLE UNIT.
When the fuel selector handle is not in a positive selector detent position, more than one fuel port will be
open at the same time. Ensure that the fuel selector is positioned in a detent, which can be easily felt,
when moving the handle through its various positions.
A. Removal
(1) Drain fuel from tanks. (Refer to Draining Fuel System, Chapter 12.)
(2) Remove center seats, seat belt attachments and floor panel just aft of main spar by removing
floor attachment screws. Lift panel and remove.
(3) Remove plate from bottom of fuselage that covers fuel selector valve.
(4) Disconnect fuel lines and selector control linkage from selector valve assembly.
(5) Remove the four mounting screws that hold the fuel selector valve in place. Remove selector
valve assembly.
B. Installation
NOTE: When installing fuel selector valve, drain and flush complete fuel system and tanks to
ensure no contamination is present. (See Cleaning Fuel System, above.)
(1) Position the selector valve inside the airplane just aft of the main spar.
(2) Secure the selector valve with machine screws, washers and self-locking nuts.

Fuel Filter Assembly

Figure 1

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(3) Connect the fuel lines.

(4) Connect fuel selector control linkage to insure that selector handle engages the left indent
position when it is against the safety stop on the console cover.
(5) Fill the fuel tanks and check all connections for leaks.
(6) Install the rear seat and fuel drain placard cover.
(7) Install the access plate to the bottom of the fuselage with attaching screws.
C. Flush Lines
After fuel selector valve is installed and the aircraft is refueled:
(1) Disconnect fuel inlet line to injector.
(2) Turn electric fuel pump ON to flush lines.
(3) While flushing, move fuel selector back and forth from one tank to another.
(4) Connect fuel selector valve linkage to insure that selector handle engages the left indent
position when it is against the safety stop on the console cover.
(5) Fill the fuel tanks and check all connections for leaks.
(6) Install the rear seat and fuel drain placard cover.
(7) Install the access plate to the bottom of the fuselage with attaching screws.
3. Electric Fuel Pump
A. Inspection
Each 50 hours, visually inspect the fuel pump overboard drain line outlet (i.e. - underside of aircraft,
on the left side, opposite the fuel selector filter access plate) for evidence of fuel discharge. Fuel
discharge through this drain line is indicative of internal seal failure and cause for fuel pump
replacement.
B. Removal
(1) Turn fuel selector to off position.
(2) Remove center seats, seat belt attachments. Remove floor panel located directly aft of main
spar by removing screws that secure panel. Lift panel and remove it from the airplane.
(3) Disconnect electrical lead from pump.
(4) Disconnect pump inlet and outlet lines.
(5) Remove pump by removing pump attachment hardware.
C. Installation
(1) Position pump in airplane. Secure with attachment hardware.
(2) Connect pump inlet and outlet lines.
(3) Attach electrical leads to pump.
(4) Install floor panel in airplane and secure with screws. Install center seats and seat belt
attachments.
(5) Set fuel selector to desired position.

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PIPERPIPER
AIRCRAFT,
AIRCRAFT,
INC. INC.
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MAINTENANCE MANUAL

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INDICATING

1. Standard Installation
In the standard installation, these airplanes are equipped with traditional analog dual gauges to indicate
fuel quantity, but HP S/N’s 3246088 & up and TC S/N’s 3257001 & up also have a sophisticated multi-
function Digital Display Monitoring Panel ( see Figure 3 ). The DDMP can display numerous fuel
functions, such as: Flight Endurance, Fuel Remaining, Fuel Used, Nautical Miles Per Gallon, Estimated
Fuel Required to Destination, and Estimated Fuel Remaining at Destination. Calibrating fuel quantity is
the only function of the DDMP addressed in this chapter - the remaining functions are addressed in
Section 77-40-00.
Inboard and outboard fuel tanks in each wing are interconnected and have a total capacity of 53.5
gallons per wing. The cumulative quantity of fuel in each set of tanks is read on a single fuel quantity
gauge with dual (left and right) indications ( Refer to Figure 1 ). The gauge is mounted at the bottom right
of the two-inch engine instrument twin stacks to the right of the pilot’s flight instruments; or, in HP S/N’s
3246001 thru 3246087 only, in the instrument panel to the left of the gear selector handle.
A. Fuel Quantity Sender and Gauge Check (HP S/N’s 3246001 thru 3246087 only)
To check fuel quantity sender units and analog fuel quantity gauges while installed in airplane:
(1) Level airplane laterally and longitudinally ± 1° ( refer to Leveling, Chapter 8 ).
(2) Place battery switch in OFF position.
(3) Connect external power supply to airplane using APU connector. Adjust to provide 24 to 28
Vdc; or, for HP S/N's 3246001 thru 3246017 only, 12 to 14 Vdc.
(4) Desired fuel quantity in side to be tested is obtained by either:
(a) Completely draining fuel tanks on the side to be checked. Then adding fuel in increments
specified in Chart 1; or,
(b) With tanks completely full, defueling each tank 10 gallons at a time.
(c) After measured amount has been added or drained, vibrate tank by bumping lower wing
surface. Vibrate gauge by tapping gauge glass with fingers.

Fuel Quantity Dual Gauge Effectivity

Figure 1 3246001 thru 3246087

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WARNING: WHEN TESTING FUEL SENDER ELECTRICAL RESISTANCE, WITH SENDER

INSTALLED IN THE AIRPLANE, ENSURE ONLY A HIGH IMPEDANCE OHM-
METER IS USED.
(5) If gauge does not read within tolerances specified in Chart 1, verify sender’s resistance is as
specified in Chart 1.
(6) If sender checks out OK, remove gauge and bench test/adjust as specified, below.
(7) If gauge or sender fails to meet accuracy requirements in Chart 1, replace gauge or sender, as
applicable.

CHART 1
FUEL QUANTITY ANALOG GAUGE / SENDER TOLERANCES
(HP S/N’s 3246001 thru 3246087 only)
Total Fuel in Tanks Tolerance
[Side Being Tested] Required Gauge (Plus or Minus) Resistance (Ohms)
Gallons Reading Needle Widths* Both Senders
2 1/2 0 +0, -1 5
12 1/2 10 ± 3/4 21
22 1/2 20 ±1 32
32 1/2 30 ± 1 1/2 46
42 1/2 40 ± 1 1/2 63
53 1/2 F ± 1 1/2 90
* See Figure 2

1/2 Needle Width

Radial Mark
As Appropriate

NEEDLE DEVIATION

Needle

Needle Deviation
Figure 2

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B. Fuel Quantity Gauge Bench Test/Adjustment (HP S/N’s 3246001 thru 3246087 only.) (See Figure 3.)
(1) Install 5 ohm dummy resistor across sender terminal not to be tested as shown.
(2) Connect resistance decade across sender terminal to be tested as shown.
(3) Connect power supply as shown and adjust to provide 24 to 28 Vdc; or, for HP S/N's 3246001
thru 3246017 only, 12 to 14 Vdc.
(4) Low End Adjustment
Select position “F” on resistance decade. Verify that instrument needle points to “0”. If not,
adjust respective “NULL” potentiometer to center needle on “0” radial.
(5) High End Adjustment
Select position “A” on resistance decade. Verify that instrument needle points to “F”. If not,
adjust respective “GAIN” potentiometer to center needle on “F” radial.
(6) Full Range Check
After low and high end adjustments have been made, verify that for each resistance value, the
gauge indication is as shown in Chart 2.

FUEL QUANTITY 90 OHMS

28 (OR 14) VDC INDICATOR
AS
APPROPRIATE A B 63 OHMS

GND

C 46 OHMS

D 32 OHMS
LEFT RIGHT SWITCH
5 OHM DUMMY
RESISTOR E 21 OHMS
SEND

F 5 OHMS

LEFT NULL RIGHT NULL

AND GAIN AND GAIN
ADJUSTMENTS ADJUSTMENTS

NULL GAIN GAIN NULL

BOTTOM VIEW
Fuel Quantity Gauge Bench Test/Adjust Set-Up
Figure 3

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CHART 2
FUEL QUANTITY GAUGE BENCH TEST TOLERANCES
Tolerance
Switch Position** Required Gauge (Plus or Minus) Resistance (Ohms)
Reading Needle Widths*
F 0 +0, -1/2 5
E 10 ± 1/2 21
D 20 ± 1/2 32
C 30 ± 1/2 46
B 40 ± 1/2 63
A F ± 1/2 90
** See Figure 28-7 * See Figure 2

C. Fuel Quantity Gauge Calibration ( HP S/N’s 3246088 & up and TC S/N’s 3257001 & up )
CAUTION: REPLACEMENT OF THE FUEL QUANTITY INDICATOR REQUIRES THAT THE NEW
INDICATOR BE CALIBRATED PER THE PROCEDURE BELOW.
NOTE: Additional information on the Digital Display Monitoring Panel (DDMP) is in 77-40-00.
(1) Prepare the aircraft for testing as follows:
(a) Level the aircraft ± 1 degree laterally and longitudinally.
(b) Place the battery switch in the OFF position.
(c) Connect the external power supply unit to the aircraft electrical system using the APU
connector.
(d) Adjust the power supply to provide 24.0 to 28.0 Vdc.
(e) Record test results in logbook.

Effectivity
3246088 and up DDMP and Fuel Dual Gauge
3257001 and up Figure 4

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(2) Calibration Procedure

NOTE: If power failure occurs during calibration, the calibration must be started over.
(a) Enter the maintenance mode of the Digital Display Monitor Panel (DDMP) by turning the
rotary switch to "ELEC" ( HP S/N’s 3246126 & up and TC S/N’s 3257001 & up ) or
“MAINT” ( HP S/N’s 3246088 thru 3246125 only ), and pressing the key sequence up,
down, up, up, "SEL". If entered incorrectly, the DDMP will show an error message.
(b) The next screen allows you to select between maintenance mode, initiate self test, or set
the clock. Press the "SEL" key to select maintenance mode.
(c) Press the "SEL" key to start the password sequence. Enter the password using the
up/down arrow to change the character, and the "SEL" key to enter that character and
move to the next. The password is currently "A130".
NOTE: Figure 5 is a Menu Flow Chart for the remaining DDMP procedure.
(d) Select "FUEL" using the up/down arrow to move the cursor, then press the "SEL" button
to enter the selection.
(e) Select "LEFT" tank, then press the "SEL" key.
(f) One of two menus will appear, depending on whether or not the DDMP is currently
calibrated or is set at the factory default settings.
1 If “LEFT CAL COMPLETE RE-CAL” appears move cursor to “YES” and press “SEL”
and continue with paragraphs (g), (h), and (i), below.
2 If “FUEL LFT; CALIBRATE, CLR ALL, CANCEL” appears, jump to paragraph (j), below.
(g) Choose "YES" to delete all left info and press "SEL" key. (This will delete non-factory
calibration program).
(h) When "LEFT CALIBRATION DATA DELETED" menu appears press "SEL" key.
(i) Deleting existing calibration data will take you back to the "FUEL CAL; LEFT, RIGHT,
CANCEL" menu options. Move cursor to "LEFT" and press "SEL" key.
(j) The DDMP will now query the instrument to find out what calibration step it is at. The
instrument knows which quantities have been calibrated, and automatically goes to the
next quantity to be calibrated. This requirement forces the instrument to be calibrated
sequentially at "E", “10”, “20”, “30”, “40”, and "F". Once the DDMP has queried the
instrument, it displays the quantity to be calibrated, and gives the user three choices:
"CALIBRATE", "CLEAR ALL", or "CANCEL". "CANCEL" takes you out of the menu, with
nothing being modified, "CALIBRATE" begins the sequence and "CLEAR ALL"
uncalibrates the instrument. In other words, the clear command will delete all local
calibration data, and revert to the factory default settings.
(k) Add 2.5 gallons of fuel (unusable) to left wing tank. Select "CALIBRATE" from menu in
DDMP. Use up/down buttons to move cursor to selection noted above and enter by
pressing the "SEL" key. After selection has been made "0.0" will appear in upper part of
right window for the first quantity to be calibrated. Wait one minute for the fuel to stop
sloshing. Press "SEL" key and in middle of right window a message "WORKING" will flash.
In lower portion of left window, the digits will change until the number is within + or - (0.1)
of the number in upper portion of right window. When this occurs, the message changes
from "WORKING" to "PASS". If "ERROR" message appears, the resistance of the tank
senders is out of range and one or both senders may have to be replaced. Additionally,
during this step, the exceedence warning horn will sound indicating a low fuel exceedence
condition (i.e. - less than 5 gal. usable fuel). Press “SEL” and the horn will be cancelled.
NOTE: The fuel quantity gauges in HP S/N’s 3246130 & up and TC S/N’s 3257082 & up
incorporate updated software to add a low fuel exceedence latch that can only be
reset by cycling the aircraft power.

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FUEL LFT 0.0 GAL

SEL
CALIBRATE
CLR ALL >CANCEL

UP

PA-32R-301/301T, SARATOGA II HP/TC

DDMP Fuel Calibration Menu Flow Chart

PASSWORD GAUGE 200 PA FUEL CAL FUEL LFT 0.0 GAL FUEL LFT 0 GAL
SEL SEL DOWN

MAINTENANCE MANUAL
> .... > LEFT RIGHT > CALIBRATE CALIBRATE

PIPER AIRCRAFT, INC.

> FUEL TIT
CANCEL MAP CANCEL CANCEL (IF SET/ CLR ALL >CANCEL >CLR ALL CANCEL
RESET
TO
Figure 5

FACTORY
DEFAULT
SETTINGS) SEL
SEL

LEFT 0.0 GAL

WORKING
SEL DELETE
(IF LOCAL NO
ALL LEFT INFO?
CALIBRATION YES >NO
PREVIOUSLY
COMPLETED)

LEFT 0.0 GAL YES

SEL PASS
0.0 CAL
LEFT CALIBRATION
SEL
LEFT CAL COMPLETE DATA DELETED
NO YES
Re-Cal?
YES <NO
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(l) Once the "SEL" key is depressed after the message "PASS" has appeared, the menu will
display allowing a choice between "RIGHT" or "LEFT" tanks. Select "LEFT" tank and
depress "SEL" key. (10) will appear in the upper portion of the right screen. Add 10
gallons to left tank - during this step, the warning horn will sound again indicating a low
fuel (at 5 gallons, + or - 1 gallon) condition (except in HP S/N’s 3246130 & up and TC
S/N’s 3257082 & up). Depress "SEL" key and the horn will be canceled. After the 10
gallons has been added, wait one minute for fuel to stop sloshing. Press "SEL" key and a
"WORKING" message will appear. When the digits in the lower portion of the left window
agree to within + or - (0.1) of the (10) indicated in upper portion of right window, the
"WORKING" message will change to "PASS" and the "SEL" key can be depressed.
(m) Repeat step (l) for “20”, “30”, “40”, and “F” calibration points.
NOTE: The calibration must be done sequentially; otherwise, a possible error could be
introduced into the program.
(n) When "COMPLETE" message is displayed, depress "SEL" key and use cursor to select
right tank and hit "SEL" to accept.
(o) Repeat steps (j), (k), (l), (m), and (n), for right tank.
(p) When right tank calibration is complete, turn rotary switch to "INST" mode. This will save
the calibration.

CHART 3
FUEL QUANTITY GAUGE TOLERANCES
( HP S/N’s 3246088 & up and TC S/N’s 3257001 & up)
FUEL CALIBRATION (PIR-100930, Rev. W.)

TANK CAPACITY CALIBRATION

(EITHER SIDE) POINTS 1 GAUGE READINGS 3 TOLERANCE (GALS)
(GALLONS) (OHMS 2) ANALOG DIGITAL (ON GAUGE READING)

0.0 (E) 2.5 (+2.5, -2.5) ±0

(2.5) Gal. Unusable 2.5 (+2.5, -2.5) ±0
10 20.0 ±2
20 31.8 ±2
30 45.5 ±2
40 63.0 ±2
51 (F) 88.3 + 0, - 1

NOTES: 1. Sensor Full Scale Output is 5.0 to 87.8 OHMS (Empty to Full)
2. Allowed ± 1 OHM, unless otherwise noted.
3. One (1) gallon variance between digital and analog reading allowable.

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(3) Full Gauge Range Check

(a) Defuel both fuel tanks.
(b) Add 2.5 gallons of fuel to each tank (unusable).
(c) Verify that fuel gauges indicate "O" or "E". (See Figure 6)
(d) Add 10 gallons of fuel to each tank and again observe analog and digital gauge readings.
When adding fuel, wait one (1) minute after each filling before recording digital and analog
gauge readings.
(e) Repeat step (d) for 20, 30, and 40 gallon, and "F" increments for both left and right tanks.
See Figure 7 for analog needle display limits at “F”.
(f) Gauge reading tolerances are given in Chart 3, which can also be used to record the
data.

Analog Needle Display Limits at “E”

Figure 6

Analog Needle Display Limits at “F”

Figure 7

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2. Avidyne Entegra EFIS Installation - Fuel Quantity Indicator Calibration (PIR-PPS60208, Rev. B / PPS60208-1, Rev. New.)

In HP S/N’s 3246218 & up and TC S/N’s 3257339 & up, with the Avidyne FlightMax Entegra EFIS
installed, fuel quantity information is collected by the DAU and displayed on the MFD (Multifunction
Display). Whenever the MFD, DAU, or any fuel sender is replaced, calibrate the Fuel Quantity Indicator
as follows:
A. This process requires that the aircraft be placed in a leveled condition per the appropriate aircraft
leveling instructions.
B. From the maintenance page, depress LSK (L4) to access the Engine setup page.
C. Depress the Fuel Cal button (L1) to enter the fuel calibration page.
D. Depress “Begin Cal” button (R3) and follow the on-screen calibration Procedure for left & right tank
zero fuel (2.5 +.1-0 gal. unusable) and full fuel calibration (51 +0;-1gal. usable) points.
E. Use the Left Knob to select the current calibration point. The selected calibration point is highlighted
and the value displayed is the current reported fuel quantity from the DAU. A message at the bottom
of the screen prompts the operator to add the appropriate amount of fuel and then to select “Accept
Value” once the value reported from the DAU has stabilized.
If the DAU reported value is not within 2 gallons of the test point value, a message “DAU Reported
Fuel Quantity Out of Tolerance” will be presented and the value will not be accepted.
F. Once all points have been calibrated, the operator presses “Calibration Complete” to cause the
calibration factors to be computed and applied to the DAU reported fuel quantity.
G. Other options from the Calibration Underway state are to “Restore Last Cal” and “Clear Cal”.
(1) Pressing “Restore Last Cal” causes the calibration values from the last completed calibration to
be restored and the state to change to Calibrated.
(2) Pressing “Clear Cal” causes all calibration values to be cleared and the state to change to “Not
Calibrated”. An “Are Your Sure?” prompt will give the operator a chance to reconsider the
decision to either “Restore Last Cal” or “Clear Cal”.
H. When the calibration procedure has been completed, press the Save button. If you decide not to
save the changes, pressing the Cancel button from the Underway state causes the current
calibration session to be aborted with any unsaved interim calibration values being discarded.
Changes will not take effect until the MFD has been restarted.
NOTE: The “empty” and “full” fuel readings on this set-up page will NOT display zero (0) or 51
gallons usable fuel for the respective empty and full calibration points. However, the
appropriate zero and full (51 U.S. gallons) will be displayed on the MFD in normal operation
mode (not maintenance set-up).
I. For airplanes with MFD Software 530-00180-002 (latest revision) installed, two additional steps are
necessary:
(1) Verify DAU Status box reads: “DAU(s) configured for Piper PA-32 (correct model).”
(2) Verify Calibration Status box reads: “Fuel Tank Calibration Status: Calibrated.”

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3. Garmin 1000 EFIS Installation

A. Fuel Quantity Transducer Calibration
(1) Level the aircraft per 8-20-00.
(2) Fill each fuel tank with 2.5 gallons fuel (i. e. - unusable fuel). Use proper precautions when
handling fuel. Ensure that the aircraft is grounded correctly and that there is adequate
ventilation.
NOTE: If the G1000 system is shut down during fuel handling, it is imperative that the system
be allowed to stabilize for AT LEAST three minutes before proceeding.
(3) Go to the CAL Page Group on the PFD.
(4) Select the Fuel Calibration page (1st page in CAL group) (see Figure 8).
(5) This page is protected and requires a keystroke password to perform the calibration. Press the
following softkeys in sequence:
(a) softkey 12 (Far Right softkey)
(b) softkey 11
(c) softkey 10
(d) softkey 9
(6) Press the L RESET softkey. Press ENT to acknowledge the prompt: shown in Figure 9.
(7) Ensure that the CAL VAL indication for the Left 1 Sub-Tank is stable.
(8) Press the L EMPTY softkey.

Fuel Calibration Page

Figure 8

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Warning - Default Settings Prompt

Figure 9

(9) Press the R RESET softkey. Press ENT to acknowledge the prompt: shown in Figure 9.
(10) Ensure that the CAL VAL indication for the Right 1 Sub-Tank is stable.
(11) Press the R EMPTY softkey.
(12) Observe the CAL VAL indications for both Right 1 and Left 1 Sub-Tanks and record the
readings in Chart 4. The CAL VAL values should fall between -1 and 0 as shown in Figure 10.

CAL VAL Indications

Figure 10

CHART 4
GARMIN 1000 FUEL QUANTITY CALIBRATION
LEFT 1 SUB-TANK
Calibrated Value (CAL VAL) Range Is CAL VAL Within
Actual Record Actual Indicated
Specified Range?
Useable Minimum Allowed Maximum Allowed CAL VAL
Fuel Indication Indication here
Yes / No

0 -1 0
5 4 6

RIGHT 1 SUB-TANK
Calibrated Value (CAL VAL) Range Is CAL VAL Within
Actual Record Actual Indicated
Specified Range?
Useable Minimum Allowed Maximum Allowed CAL VAL
Fuel Indication Indication here
Yes / No

0 -1 0
5 4 6

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(13) Fill each fuel tank with an additional 5.0 ± 0.1 gallons usable fuel.
(14) Allow the system to stabilize before taking readings.
(15) Record ‘5 gallon’ CAL VAL indications for both Right 1 and Left 1 Sub-Tanks in Chart 4. The
CAL VAL values should fall between 4 and 6 gallons as shown in Figure 11.
(a) If both CAL VAL values fall within the specified ranges, the calibration is finished.
(b) If any CAL VAL value is outside of the specified ranges, perform the full-tank calibration
procedure, below.

CAL VAL Indications

Figure 11

B. Full-Tank Calibration
Perform this procedure ONLY if the Fuel Quantity Transducer Calibration, above, failed. Only the
failed tank(s) need to be calibrated at full fuel level.
(1) Fill the failed fuel tank(s) to maximum capacity.
(2) Allow system to stabilize.
(3) Ensure that the CAL VAL indication for tank is stable before proceeding.
(4) If the right tank failed, press the R FULL softkey. Likewise, if the left tank failed, press the L
FULL softkey.
(5) Drain the failed fuel tank(s).
(6) Add 2.5 gallons (unusable fuel) to the failed tank(s)
(7) Observe the CAL VAL indications for the failed tank(s) and record the readings in Chart 5. The
CAL VAL values should fall between –1 and 0 for the failed tank(s).
(8) Fill the failed fuel tank(s) with 5 gallons ± 0.1 gallons usable fuel.
(9) Allow the system to stabilize before taking readings.
(10) Record ‘5 gallon’ CAL VAL indications for the failed tank(s) in Chart 5.
(a) If the CAL VAL value(s) fall within the specified ranges, the calibration is finished.
(b) If any CAL VAL value is outside of the specified ranges, the fuel quantity system requires
service.

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CHART 5
GARMIN 1000 FUEL QUANTITY CALIBRATION AFTER INITIAL FAILURE
FAILED LEFT 1 SUB-TANK
Calibrated Value (CAL VAL) Range Is CAL VAL Within
Actual Record Actual Indicated
Specified Range?
Useable Minimum Allowed Maximum Allowed CAL VAL
Fuel Indication Indication here
Yes / No

0 -1 0
5 4 6

FAILED RIGHT 1 SUB-TANK

Calibrated Value (CAL VAL) Range Is CAL VAL Within
Actual Record Actual Indicated
Specified Range?
Useable Minimum Allowed Maximum Allowed CAL VAL
Fuel Indication Indication here
Yes / No

0 -1 0
5 4 6

3I9 28-40-00 Sep

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CHAPTER

29
HYDRAULIC POWER

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CHAPTER 29

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

29-List of 1 Sep 30/06

Effective Pages 2 Sep 30/06

29-Table of Contents 1 Sep 30/06

2 Sep 30/06

29-00-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06

29-10-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06

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CHAPTER 29 - HYDRAULIC POWER

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

GENERAL 29-00-00 1 3I17

Description 1 3I17
Troubleshooting 3 3I19

MAIN 29-10-00 1 3J1

Hydraulic Pump 1 3J1
Removal 1 3J1
Installation 1 3J1
Field Service 1 3J1
Disassembly 1 3J1
Assembly 4 3J4
Hydraulic Lines 4 3J4
Removal and Installation 4 3J4
Servicing Hydraulic Pump/Reservoir 5 3J5
Testing Hydraulic System 5 3J5

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GENERAL

This chapter provides an overview of the main hydraulic system which is used for landing gear extension
and retraction. Detailed information on the combination hydraulic pump and reservoir and the hydraulic
lines are provided herein. See 32-30-00 for detailed information on landing gear extension and retraction
components and operation.
The brake system, although hydraulically operated, is not included in Chapter 29 as it is entirely
independent of the gear retraction system. The brake system and its components are covered in 32-40-00.
WARNING: PRIOR TO STARTING ANY INVESTIGATION OF THE HYDRAULIC SYSTEM, PLACE THE
AIRPLANE ON JACKS. (REFER TO JACKING, CHAPTER 7.)
1. Description
Hydraulic fluid is supplied to the landing gear actuating cylinders by an electrically powered, reversible,
pump located below the raised floor in the forward baggage compartment at F.S. 45. A reservoir is also
an integral part of the pump. The pump is controlled by the landing gear selector switch located on the
instrument panel to the left of the throttle quadrant. As the switch is placed in either the up or down
position, the pump directs fluid through the particular pressure line to each individual actuating cylinder.
As fluid pressure increases at one side of a cylinder piston, fluid at the other side is directed back
through the other line to the pump. Both lines serve either as pressure or return passages depending on
the rotation of the pump to retract or extend the gear. (Refer to Figure 1.)
A pressure switch is installed on a cross fitting connected to the pump mount assembly. During
landing gear retraction the pressure switch is the primary means to shut down the pump. This switch
opens the electrical circuit to the pump solenoid when the gear fully retracts and the pressure in the
system increases to 1800 ± 100 psi. As long as the gear selector handle is in the up position the switch
will continue to hold the circuit open until system pressure drops to 200 to 400 psi. At that time, the pump
will again operate to build up pressure to prevent the gear from free falling. The pressure switch has no
effect on the system when the gear selector is in the down position.
The hydraulic pump is a gear type unit, driven by a 28-volt reversible motor ( except in HP S/N's
3246001 thru 3246017 only, which are 14-volt ), designed to operate in a pressure range of 2000 - 2500
psi. To prevent excessive buildup of pressure in the hydraulic system due to expansion, a thermal relief
valve is incorporated in the pump. The relief valve will open at 3000 ± 500 psi. Other valves in the pump
channel fluid to the proper outlet during retraction or extension of landing gear. A shuttle valve located in
the base of the pump allows fluid displaced by the cylinder pistons to return to the reservoir without
back-pressure. (Refer to Figure 1 and Chart 1 for specific pressures.)
A by-pass or free-fall valve allows the gear to drop should a malfunction in the pump system occur. This
valve is manually controlled by the Emergency Gear Extension Knob, located on the instrument panel,
below the gear selection switch. A special restrictor nipple on the main gear retraction line prevents the
gear from extending too fast.
Pulling the emergency gear extension knob out manually releases hydraulic pressure, permitting the
gear to free-fall, with spring assistance on the nose gear.
Refer to Chapter 32, Landing Gear, for a description of the landing gear and associated electrical
switches.

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Hydraulic System Schematic Diagram

Figure 1

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2. Troubleshooting
Malfunctions in the hydraulic system will result in failure of the landing gear to operate properly. When
trouble develops, place the airplane on jacks (refer to Jacking, 7-10-00), in order to determine the extent
of the problem. 32-30-00, Chart 1, lists troubles which may be encountered, along with their probable
cause, and suggests a remedy for the trouble involved. A hydraulic system operational check may be
conducted using Figures 1 or 2. Hydraulic system troubles are not always traceable to one cause. A
malfunction may be the result of more than one problem within the system. Starting with the most
obvious and most probable reasons for the trouble, check each possibility and, by process of elimination,
isolate the troubles.
NOTE: No field repair of Oildyne hydraulic pumps is authorized. Any faulty hydraulic pump must be
replaced; or, returned to Piper, via the local Piper distributor, for repairs.

CHART 1
HYDRAULIC SYSTEM LEADING PARTICULARS
Hydraulic Pump Oildyne
TC S/N’s 3257001 & up, and P/N 38992-8 (28V)
HP S/N’s 3246018 & up
HP S/N’s 3246001 thru 3246017 P/N 38992-5 (14V)
Hydraulic Pump
High Pressure 2000 ± 200 psi
Low Pressure 600 ± 200 psi
Flow Rate @ 1000 psi 60 cu. in. per min.
Hydraulic Fluid MIL-H-5606
Relief Valve (Thermal) 3000 +300 / -200 psi
Pressure Switch
Open (OFF) Pressure 1800 + 100 psi
Close (ON) Pressure 200 to 400 psi
Differential pressure

CHART 2
HYDRAULIC PUMP MOTOR ELECTRICAL CHARACTERISTICS
Voltage 28 V.d.c. or 14 V.d.c.
Rotation Reversible
Polarity Negative ground
Operating Current 25 amps, max. at 28-volts (both rotations)
18 amps, max. at 14-volts (both rotations)
Overload Protection 25 ampere
(Landing Gear Actuator circuit breaker)

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Hydraulic System Installation

Figure 2

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GRIDS 3I22 THRU 3I24

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MAIN

1. Hydraulic Pump
A. Removal (Refer to Figure 1.)
The hydraulic pump, with reservoir incorporated, is located in the nose section of the fuselage.
Access to the pump is through the access panel in the nose baggage compartment. To remove
pump:
(1) Disconnect the pump electrical leads from the pump solenoid relays and the ground wire from
the battery shelf.
(2) Disconnect the hydraulic lines from the pump. Cap the line ends to prevent contamination.
(3) Remove pump by removing pump attaching bolts.
(4) Cap or plug all ports.
(5) Clean exterior of pump using a dry cleaning solvent to remove accumulated dirt and dust.
B. Installation (Refer to Figure 1.)
(1) Position assembled pump, bracket, and pump mount on pump deck in airplane.
(2) Secure pump assembly to deck by installing the three AN3-10 bolts with one MS35489-64
washer under each bolt head and three No. 5712-45 (Piper P/N 494-192) washers between
Piper mount assembly and pump deck.
NOTE: Before positioning the complete hydraulic pump assembly on the mounting bracket,
ensure that the cushion pad is secured in place on the reservoir base.
(3) Install the UP and DOWN pressure hydraulic lines to pump mount.
(4) Connect the three knife connectors that attach the black, blue, and green forward and reverse
harness wires.
(5) Install nose baggage compartment access panel.
C. Field Service (Refer to Figure 1.)
Field service of the hydraulic pump is limited to removal, cleaning, and inspecting the hydraulic fluid
reservoir. Should pump malfunction, either replace pump, or return pump to Piper, via the local
Piper distributor, for servicing or repairs.
The Oildyne pump incorporates a dipstick to check the quantity of hydraulic fluid in the reservoir.
Replenish only with MIL-H-5606 petroleum base hydraulic fluid.
D. Disassembly (Refer to Figure 1)
(1) Hydraulic Pump from Bracket
(a) Remove safety wire securing two bolts that attach bracket to pump.
(b) Remove the two bolts and washers.
(c) Separate pump assembly from bracket.
(2) Motor Assembly from Pump-Adapter
(a) Remove two each mounting bolts on flange of motor assembly and separate the motor
assembly from the pump.
(b) Remove coupling and O-ring and discard.
NOTE: New O-ring and coupling are included in replacement motor assembly.

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Oildyne Hydraulic Pump

Figure 1 (Sheet 1 of 2)

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Oildyne Hydraulic Pump

Figure 1 (Sheet 2 of 2)

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(3) Reservoir Assembly from Pump-Adapter

CAUTION: DO NOT DISASSEMBLE PUMP ASSEMBLY FROM ADAPTER ASSEMBLY.
DAMAGE TO VALVES AND CHANGES TO PRESSURE SETTINGS, WHICH
ARE NON-ADJUSTABLE, WILL OCCUR.
(a) Remove screw and O-ring securing the reservoir to the adapter assembly.
(b) Remove reservoir and reservoir seal.
(c) When replacing reservoir, remove the cushion pad. It will have to be bonded to the new
reservoir base using Scotch Grip 2210 or Contact Adhesive B-10161 rubber cement.
E. Assembly (Refer to Figure 1)
(1) Reservoir to Pump-Adapter Assembly
(a) Locate the cushion pad and bond it to the bottom surface of the reservoir using Scotch
Grip 2210, or Contact Adhesive B-10161 rubber cement.
(b) Position the reservoir seal between the reservoir and the adapter assembly.
(c) Locate the O-ring and bolt that secures the reservoir to the pump-adapter assembly and
apply a light coating of Titeseal No. 3 in back of first two bolt threads.
(d) Position the O-ring on the bolt, and install it through the reservoir and into the pump-
adapter securing the reservoir.
(e) Tighten this bolt to a torque value of 40 - 50 inch pounds.
(2) Motor Assembly to Pump-Adapter Assembly
(a) Locate the replacement O-ring and coupling.
(b) Place the coupling and O-ring into position between the motor assembly and pump-
adapter assembly.
(c) Apply light coating of Titeseal No. 3 in back of the first two threads of mounting bolts.
(d) Positioning the two units in place, install two each mounting bolts through the flange of the
motor assembly and into the pump-assembly housing.
(e) Torque bolts to 15 -20 inch pounds.
(3) Bracket to Hydraulic Pump Assembly
(a) If bracket was removed from was removed from pump mount, install bracket to Piper
pump mount with four MS24693-S298 screws.
(b) Position pump assembly on bracket so that tapped holes in oildyne adapter align with bolt
holes on bracket.
(c) Install two AN960-616 washers and two MS20074-06-05 bolts to secure pump assembly
to bracket.
(d) Safety bolts with MS20995-C41 wire.
2. Hydraulic Lines
Removal and Installation
Remove a damaged hydraulic line by disconnecting fitting at each end and by disconnecting where
secured by brackets. Refer to 29-00-00, Figure 2 as an aid in the location of attaching brackets and
bends in lines. Provide a small container for draining line. Install a new or repaired line in reverse.
Operate hydraulic pump to purge the system of air. Check fluid level in reservoir.

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3. Servicing Hydraulic Pump/Reservoir

NOTE: Hydraulic pump/reservoir fluid level must be checked with landing gear down and locked.
A. Check fluid level in reservoir of combination pump and reservoir at least every 50 hours.
B. To check fluid level:
(1) Using a screwdriver, remove dipstick/filler plug located on right front of pump. (See Figure 1.)
(2) If fluid level is between the ADD zone and FULL mark, fluid level is satisfactory.
(3) If fluid level is in the ADD zone, add MIL-H-5606A fluid through dip stick hole to bring level up
to at least top of ADD zone.
(4) Install and, using a screwdriver, tighten dipstick. Then, back off 1 1/2 turns to allow
reservoir to be vented.
4. Testing Hydraulic System
Test hydraulic system after performing any service or repairs to determine that it functions properly. See
32-30-00 for a complete functional test of the landing gear extension and retraction system.
A. Place airplane on jacks per 7-10-00.
CAUTION: TURN MASTER SWITCH OFF BEFORE INSERTING OR REMOVING EXTERNAL
POWER SUPPLY PLUG.
B. Connect airplane to an outside power source. (Refer to 24-40-00.)
C. With gear down, master switch ON, and hydraulic pump circuit breaker closed, place landing gear
selector switch in the UP position. Check that hydraulic pump starts operating immediately, and that
gear retracts. Check that red gear unsafe light on instrument panel is ON until gear is fully retracted.
Confirm hydraulic pump stops operating after full gear retraction.
D. Place gear selector switch in DOWN position. Gear should extend and lock in position. Gear down
lights on instrument panel will be ON when all three gears are locked in position. Inspect hydraulic
system for leakage of hydraulic fluid.
E. Recycle the landing gear to determine that it functions properly.
CAUTION: PRIOR TO REMOVING THE AIRPLANE FROM JACKS, TURN MASTER SWITCH ON
AND DETERMINE THAT ALL THREE GEAR DOWN GREEN LIGHTS ARE ON.
F. Confirm that the three (3) green gear down lights are illuminated.
G. Turn master switch OFF.
H. Disconnect external power from airplane.
I. Remove airplane from jacks.

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AIRPLANE MAINTENANCE MANUAL
CARD 4 OF 8

PA-32R-301

(S/N’s 3246001 & UP)

PA-32R-301T

(S/N’s 3257001 & UP)

THE NEW PIPER AIRCRAFT, INC.

PART NUMBER 761-879 September 30, 2006
4A1

Island Enterprises
 Published by
Technical Publications

© THE NEW PIPER AIRCRAFT, INC.

2926 Piper Drive
Vero Beach, Florida 32960
U.S.A.

Member
General Aviation
Manufacturers Association

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

AEROFICHE REVISION STATUS

Revisions to this Maintenance Manual (P/N 761-879) originally published June 24, 1996 and reissued July 1, 1997
are as follows:

Effectivity Publication Date Aerofiche Card Effectivity

ORG950712 June 24, 1996 1, 2, 3, and 4

CR970701 July 1, 1997 1, 2, 3, 4, and 5
PR990715 July 15, 1999 1, 2, 3, 4, and 5
PR011215 December 15, 2001 1
PR020331 March 31, 2002 1
PR040216 February 16, 2004 1, 3, and 5
PR050319 March 19, 2005 1, 2, 3, and 4
CR060930 September 30, 2006 1, 2, 3, 4, 5, 6, 7, and 8

* COMPLETE REVISION OF MAINTENANCE MANUAL 761-879

Revisions appear in all Aerofiche Cards. Accordingly, discard your entire

existing aerofiche card set and replace it with this one dated 09/30/06.

Consult the Piper Customer Service Information Aerofiche (P/N 1753-755) for current revision dates for this
manual.

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INTRODUCTION

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

Intro-List of 1 Sep 30/06

Effective Pages 2 Sep 30/06

Intro-Table of Contents 1 Sep 30/06

2 Sep 30/06

Introduction 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06
7 Sep 30/06
8 Sep 30/06
9 Sep 30/06
10 Sep 30/06
11 Sep 30/06
12 Sep 30/06
13 Sep 30/06
14 Sep 30/06
15 Sep 30/06
16 Sep 30/06

Index 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06
7 Sep 30/06
8 Sep 30/06

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TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

Introduction
Instructions for Continued Airworthiness 1 4A9
General 1 4A9
Effectivity 1 4A9
Serial Number Explanation 2 4A10
Assignment of Subject Material 2 4A10
Pagination 3 4A11
Aerofiche Effectivity 3 4A11
Identifying Revised Material 3 4A11
Indexing 3 4A11
List of Effective Pages 3 4A11
Warnings, Cautions, and Notes 4 4A12
Accident / Incident Reporting 4 4A12
Supplementary Publications 4 4A12
PIPER Publications 4 4A12
Vendor Publications 4 4A12
Chapter/Section Index Guide 11 4A19

Index
Index 1 4B1

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

INTRODUCTION

1. Instructions for Continued Airworthiness

WARNING: INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA) FOR ALL NON-PIPER
APPROVED STC INSTALLATIONS ARE NOT INCLUDED IN THIS MANUAL. WHEN A
NON-PIPER APPROVED STC INSTALLATION IS INCORPORATED ON THE AIRPLANE,
THOSE PORTIONS OF THE AIRPLANE AFFECTED BY THE INSTALLATION MUST BE
INSPECTED IN ACCORDANCE WITH THE ICA PUBLISHED BY THE OWNER OF THE
STC. SINCE NON-PIPER APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS
INTERFACE, OPERATING CHARACTERISTICS AND COMPONENT LOADS OR
STRESSES ON ADJACENT STRUCTURES, THE PIPER PROVIDED ICA MAY NOT BE
VALID FOR AIRPLANES SO MODIFIED.
The PIPER PA-32R-301 Saratoga II HP / PA-32R-301T Saratoga II TC Maintenance Manual constitutes
the Instructions for Continued Airworthiness in accordance with Federal Aviation Regulations (FAR) Part
23, Appendix G. Chapter 4 contains the Airworthiness Limitations section (4-00-00) and the Inspection
Program is in Chapter 5 (5-20-00).
2. General
This publication is prepared in accordance with the General Aviation Manufacturers Association (GAMA)
Specification No. 2, with respect to the arrangement and content of the System/Chapters within the
designated Chapter/Section-numbering system.
WARNING: USE ONLY GENUINE PIPER PARTS OR PIPER APPROVED PARTS OBTAINED FROM
PIPER APPROVED SOURCES, IN CONNECTION WITH THE MAINTENANCE AND
REPAIR OF PIPER AIRPLANES.
This manual does not contain hardware callouts for installation. Hardware callouts are only indicated
where a special application is required. To confirm the correct hardware used, refer to the PA-32R Parts
Catalog P/N 761-880, and FAR 43 for proper utilization.
Genuine PIPER parts are produced and inspected under rigorous procedures to ensure airworthiness
and suitability for use in PIPER airplane applications. Parts purchased from sources other than PIPER,
even though identical in appearance, may not have had the required tests and inspections performed,
may be different in fabrication techniques and materials, and may be dangerous when installed in an
airplane.
Additionally, reworked or salvaged parts or those parts obtained from non-PIPER approved sources,
may have service histories which are unknown or cannot be authenticated, may have been subjected to
unacceptable stresses or temperatures or may have other hidden damage not discernible through
routine visual or nondestructive testing. This may render the part, component or structural assembly,
even though originally manufactured by PIPER, unsuitable and unsafe for airplane use.
THE NEW PIPER AIRCRAFT, INC. expressly disclaims any responsibility for malfunctions, failures,
damage or injury caused by use of non-PIPER approved parts.
NOTE: THE NEW PIPER AIRCRAFT, INC. expressly reserves the right to supersede, cancel and/or
declare obsolete any part, part numbers, kits or publication that may be referenced in this
manual without prior notice.
In any question concerning the care of your airplane, be sure to include the airplane serial number in
any correspondence.
3. Effectivity
This maintenance manual is effective for PA-32R-301 Saratoga II HP airplane serial numbers 3246001
and up and PA-32R-301T Saratoga II TC airplane serial numbers 3257001 and up. This encompasses
the model years shown in Chart 1.

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 1
MODEL YEARS
PA-32R-301 Saratoga II HP PA-32R-301T Saratoga II TC
Model Year Serial Numbers Model Year Serial Numbers
1995 3246001 thru 3246017 Prototype 3257001
1996 3246018 thru 3246059 1998 3257002 thru 3257075
1997 3246060 thru 3246087 1999 3257076 thru 3257123
1998 3246088 thru 3246125 2000 3257124 thru 3257155;
1999 3246126 thru 3246153 less 3257144
2000 3246154 thru 3246165 2000.5 3257156 thru 3257198;
and 3257144
2000.5 3246166 thru 3246181
2001 3257199 thru 3257266
2001 3246182 thru 3246203
2002 3257267 thru 3257296
2002 3246204 thru 3246209
2003 3257297 thru 3257338
2003 3246210 thru 3246217
2004 3257339 thru 3257369
2004 3246218 thru 3246226
2005 3257370 thru 3257400
2005 3246227 thru 3246232
2006 3257401 and up
2006 3246233 and up

NOTE: The above is provided as a general reference only.

4. Serial Number Explanation

Example:
32 46 001

SEQUENCE NUMBER
TYPE CERTIFICATE DESIGNATION

MODEL CODE
46 = PA-32R-301 SARATOGA II HP
57 = PA-32R-301T SARATOGA II TC

5. Assignment of Subject Material

This publication is divided into industry standard, three element, numeric subject groupings as follows:
A. System/Chapter - The various groups are broken down into major systems such as Environmental
Systems, Electrical Power, Landing Gear, etc. They are assigned a number, which becomes the first
element of the standardized numbering system. Thus, the element “28” of the number 28-40-01
refers to the chapter “Fuel”. Everything concerning the fuel system will be covered in this chapter.
B. Sub-System/Section - The major systems/chapters of an airplane are broken down into
subsystems. These sub-systems are identified by the second element of the standard numbering
system. The element “40” of the number 28-40-01 concerns itself with the indicating section of the
fuel system.

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PA-32R-301/301T, SARATOGA II HP/TC
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C. Unit/Subject - The individual units within a sub-system/section may be identified by the third
element of the standard numbering system. The element “01” of the number 28-40-01 is a subject
designator. This element is assigned at the option of the manufacturer and is normally zeroed out by
PIPER.
Refer to Chapter/Section Index Guide, for a complete breakdown and list. The material is arranged in
ascending numerical sequence.
6. Pagination
The Chapter - Section (i.e. - 28-40-00) numbering system (explained above) forms the primary page
numbering system for this manual. Within each Section, pages are numbered consecutively beginning
with Page 1 (i.e. - 28-40-00, Page 1). Additionally, the aerofiche grid numbering system (explained
below) is also used to indicate location within the manual.
7. Aerofiche Effectivity
A. The General Aviation Manufacturers Association (GAMA) have developed specifications for
microfiche reproduction of aircraft publications. The information compiled in this Aerofiche
Maintenance Manual will be kept current by revisions distributed periodically. These revisions will
supersede all previous revisions and will be complete Aerofiche card replacements and shall
supersede Aerofiche cards of the same number in the set. The “Aerofiche Effectivity” page at the
front of this manual lists the current revision for each card in this set.
B. Conversion of Aerofiche alpha/numeric grid code numbers:
First number is the Aerofiche card number.
Letter is the horizontal row reference per card
Second number is the vertical column reference per card.
Example: 2J16 = Aerofiche card number two, row J, column 16.
C. To aid in locating information, the following is provided at the beginning of each aerofiche card:
(1) A complete Introduction containing the Chapter/Section Index Guide for all fiche in this set.
(2) A complete subject Index for all fiche in this set.
8. Identifying Revised Material
A revision to a page is defined as any change to the printed matter that existed previously.
Revisions, additions and deletions are identified by a vertical line (i.e. - change bar) along the left-
hand margin of the page opposite only that portion of the printed matter that was changed.
A change bar in the left-hand margin opposite the footer (i.e. - chapter/section/subject, page
number and date), indicates that the text was unchanged but the material was relocated to a
different page.
Example.
NOTE: Change bars are not used in the title pages, list of effective pages, or index.
9. Indexing
An alphabetically arranged subject Index follows this introduction to assist the user in locating desired
information. In addition, each System/Chapter begins with an individual Table of Contents.
10. List of Effective Pages
Each System/Chapter has a List of Effective Pages preceding the Table of Contents to identify the
effective revision date for each page in that chapter.

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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
PA-32R-301/301T airplanes and its various components. Use them to supplement this manual.
A. Piper Publications: Part Number
(1) Parts Catalog 761-880
(2) Progressive Inspection Manuals (50 hour):
SARATOGA II HP (S/N’s 3246001 & up) 761-881 (pending)
SARATOGA II TC (S/N’s 3257001 & up) 761-896 (pending)
(3) Periodic Inspection Report Forms:
SARATOGA II HP (S/N’s 3246001 & up) 230-1047
SARATOGA II TC (S/N’s 3257001 & up) 230-2047
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: Climate Control Inc. (or) Sanden International (USA), Inc.
2120 N. 22nd Street 601 South Sanden Blvd.
Decatur, Illinois 62526 Wylie, TX 75098-4999
(217) 422-0055 (972) 442-8400
http://www.ccicompressor.com http://www.sanden.com
(2) ALTERNATOR:
Vendor: Kelly Aerospace, Power Systems PH: (334) 227-8306
Airport Complex
P. O. Box 273
Fort Deposit, Alabama 36032
http://www.kellyaerospace.com/index.htm/
Overhaul Manual: Manual OE-A2

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PA-32R-301/301T, SARATOGA II HP/TC
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(3) AUTOFLIGHT:
Vendor(s): Honeywell (or) S-TEC Corporation
One Technology Center One S-TEC Way
23500 W. 105th St., M/D #45 Mineral Wells, Texas 76067-9236
Olathe, Kansas 66061-1950 PH - (940) 325-9406
http://www.bendixking.com/ www.s-tec.com
(4) BRAKES:
Vendor: Parker Hannifin Corp. PH: (800) 272-5464
Aircraft Wheel and Brake Division
1160 Center Road
Avon, Ohio 44011
http://www.parker.com/cleveland/Universe/book.pdf
(5) ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)
Vendor: Avidyne Corporation PH: (800) 284-3963
55 Old Bedford Road
Lincoln, MA 01773
http://www.avidyne.com/index.htm
Instructions for Continued Airworthiness:
Primary Flight Display
and Magnetometer/OAT: Document No. AVPFD-174
Multifunction Display: Document No. AVMFD-167
Data Acquisition Unit: Document No. AVSIU-011
or,
Vendor: Garmin International PH: (913) 397-8200
1200 East 151ST Street
Olathe, KS 66062
http://www.garmin.com
(6) EMERGENCY LOCATOR TRANSMITTER:
Vendor: Artex Aircraft Supplies PH: (800) 547-8901
14405 Keil Road NE
Aurora, Oregon 97002
http://www.artex.net/
(7) EMERGENCY BATTERY:
Vendor: Concorde Battery Corporation PH: (626) 813-1234
2009 San Bernardino Road FAX: (626) 813-1235
West Covina, CA 91790
http://www.concordebattery.com/index.htm
Instructions for Continued Airworthiness:
Maintenance Manual
Supplement,
Concorde Valve
Regulated Lead-Acid
Emergency Battery: Drawing No. 5-0143

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(8) ENGINE:
Vendor: Textron Lycoming PH: (717) 323-6181
652 Oliver Street FAX: (717) 327-7101
Williamsport, PA 17701
http://www.lycoming.textron.com/main.html
Overhaul Manual: DIRECT DRIVE MODELS - P/N 60294-7
Parts Catalog: IO-540- ..... - K1G5, ..... ENGINES - P/N PC-615
TIO-540-AH1A ENGINES - P/N PC-615-12
Operators Handbook: O-540, IO-540 SERIES - P/N 60297-10
TIO-540 Series - P/N 60297-23

NOTE: The above Lycoming publications can be ordered as a set on CD-ROM from
Avantext. See www.avantext.com or PH - (800) 998-8857.

(9) ELECTRIC FUEL PUMP:

Vendor(s): Parker Hannifin Corp. (or) Weldon Pump
Airborne Division 640 Golden Oak Parkway
711 Taylor Street Oakwood Village, OH 44146
Elyria, Ohio 44035 PH - (216) 232-2282
PH - (800) 382-8422
http://www.parker.com/cleveland/Universe/book.pdf
(10) FUEL CELLS:
Vendor: Engineered Fabrics Corporation PH: 770-684-7855
669 Goodyear Street FAX: 770-684-7438
Rockmart, Georgia 30153-0548
http://www.kfefc.com/index.htm
(11) GEAR LOCKING ACTUATORS, NOSE GEAR DOOR ACTUATOR, HYDRAULIC PUMP,
AND ALL HYDRAULIC COMPONENTS:
Vendor: Parker Hannifin Corp.
(See Brakes, above)
(12) HI-LOK FASTENERS AND TOOLS:
Vendor: Hi-Shear Corporation PH: (213) 326-8110
2600 Skypark Drive
Torrance, California 90509
(13) INADVERTENT ICE PROTECTION SYSTEM (TKS):
Vendor: Aerospace Systems and Technologies, Inc.
3213 Arnold Ave. PH: (785) 493-0946
Salina, Kansas 67401 FAX: (785) 493-0950
http://www.weepingwings.com/

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(14) LIGHTS - NAVIGATION/STROBE LIGHTS STANDBY/MAP:

Vendor: Whelen Engineering Co. Inc. PH: (860) 526-9504
Route 145, Winthrop Rd. FAX: (860) 526-2009
Chester, CT 06412
http://www.whelen.com/
(15) MAGNETOS:
Vendor: Slick Aircraft Products PH: (904) 739-4000
Unison Industries FAX: (904) 739-4006
Attn: Subscription Dept.
7575 Baymeadows Way
Jacksonville, FL 32256
http://www.unisonindustries.com/
Installation, Operation F1100 MASTER SERVICE MANUAL,
and Maintenance 4300/6300 SERIES MAGNETO
Instructions: MAINTENANCE AND
OVERHAUL MANUAL - L-1363
(16) NAVIGATION, COMMUNICATIONS, AND GPS (NAV/COM/GPS):
Vendor: Garmin International PH: (913) 397-8200
1200 East 151ST Street
Olathe, KS 66062
http://www.garmin.com
(17) OXYGEN SYSTEM: (TC ONLY)
Vendor: Scott Aviation PH: (716) 683-5100
2225 Erie Street
Lancaster, New York 14086
http://www.scottaviation.com/
(18) PROPELLER:
Vendor: Hartzell Propeller Inc. PH: (937) 778-4379
One Propeller Place FAX: (937) 778-4321
Piqua, OH 45356-2634
http://www.hartzellprop.com/index2.htm
Standard Practices: Manual No. 202A
Overhaul
and Maintenance: Manual No. 113B
Aluminum Blade
Overhaul: Manual No. 133C
Propeller Owner’s
Manual and Logbook: Manual No. 115N

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(19) PROPELLER GOVERNOR:

Vendor: Hartzell Propeller Inc. PH: (937) 778-4379
One Propeller Place FAX: (937) 778-4321
Piqua, OH 45356-2634
http://www.hartzellprop.com/index2.htm
Governor Maintenance: Manual No. 130B
(20) STANDBY ATTITUDE INDICATOR:
Vendor: Mid-Continent Instruments Co., Inc. PH: (316) 630-0101
9400 E. 34 TH Street N. FAX: (316) 630-0723
Wichita, KS 67226
http://www.mcico.com/index.html
Installation Manual and
Operating Instructions: Manual No. 9015762
(21) STARTER:
Vendor: See listing under (or) Sky-Tec
Alternator, above. 350 Howard Clemmons Rd
Granbury, Texas 76048
PH - (800) 476-7896
FAX - (817) 573-2252
http://www.skytecair.com
(22) VACUUM PUMPS:
Vendor: Aero Accessories, Inc. PH: (800) 822-3200
1240 Springwood Avenue
Gibsonville, NC 27249
http://www.aeroaccessories.com/index.html
(23) VACUUM REGULATORS:
Vendor: Parker Hannifin Corporation PH: (800) 382-8422
Airborne Division
711 Taylor St.
Elyria, OH 44035
http://www.parker.com/cleveland/Universe/book.pdf

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

14. Chapter/Section Index Guide

NOTE: The following GAMA Specification No. 2 standard chapters are not included in this Maintenance
Manual: 36, 38, 49, 54, 60, 72, 75 and 83. These chapters are omitted because the subject
system is either: not installed in these airplanes; adequately covered in vendor or other manuals;
or, for ease of use, has been combined with another chapter.

CHAPTER SECTION TITLE GRID NO.

4 AIRWORTHINESS LIMITATIONS 1C1

00 Airworthiness Limitations

5 TIME LIMITS/MAINTENANCE CHECKS 1C9

00 General
10 Time Limits
20 Scheduled Maintenance
30 Special Inspections
50 Unscheduled Maintenance Checks

6 DIMENSIONS AND AREAS 1F1

00 General

7 LIFTING AND SHORING 1F15

10 Jacking

8 LEVELING AND WEIGHING 1F23

10 Weighing
20 Leveling

9 TOWING AND TAXIING 1G9

10 Towing
20 Taxiing

10 PARKING AND MOORING 1G19

10 Parking
20 Mooring

11 PLACARDS AND MARKINGS 1H5

20 Exterior Placards and Markings

30 Interior Placards

12 SERVICING 1I1

00 General
10 Replenishing
20 Scheduled Servicing

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 THE NEW PIPER AIRCRAFT, INC.
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CHAPTER SECTION TITLE GRID NO.

20 STANDARD PRACTICES - AIRFRAME 2C1

00 General
20 Painting

21 ENVIRONMENTAL SYSTEMS 2D3

00 General
20 Distribution
40 Heating
50 Cooling

22 AUTOFLIGHT 2G5

10 Autopilot

23 COMMUNICATIONS 2H9

00 General
50 Audio Integrating
60 Static Discharging

24 ELECTRICAL POWER 2I1

00 General
30 DC Generation
40 External Power
50 Electrical Load Distribution

25 EQUIPMENT/FURNISHINGS 3C1

10 Flight Compartment
20 Passenger Compartment
60 Emergency

26 FIRE PROTECTION 3D1

20 Extinguishing

27 FLIGHT CONTROLS 3D11

00 General
10 Aileron and Tab
20 Rudder and Tab
30 Stabilator and Tab
50 Flaps

28 FUEL 3G15

00 General
10 Storage
20 Distribution
40 Indicating

PAGE 12
Sep 30/06 INTRODUCTION 4A20

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

29 HYDRAULIC POWER 3I11

00 General
10 Main

30 ICE AND RAIN PROTECTION 4C1

00 General
10 Airfoil
30 Pitot and Static
60 Propeller
80 Detection

31 INDICATING / RECORDING SYSTEMS 4E7

50 Central Warning Systems

32 LANDING GEAR 4F3

00 General
10 Main Gear and Doors
20 Nose Gear and Doors
30 Extension and Retraction
40 Wheels and Brakes
60 Position and Warning

33 LIGHTS 4J5

00 General
10 Flight Compartment
40 Exterior

34 NAVIGATION 5C1

00 General
10 Flight Environment Data
20 Attitude and Direction
50 Dependent Position Determining

35 OXYGEN 5J1

10 Crew/Passenger

37 VACUUM 6C1

00 General
10 Distribution
20 Indicating

4A21 INTRODUCTION Sep

PAGE 13
30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

39 ELECTRICAL/ELECTRONIC PANELS 6C21

10 Instrument and Control Panels

51 STRUCTURES 6E1

00 General
10 Investigation, Cleanup and Aerodynamic Smoothness
70 Repairs
80 Electrical Bonding

52 DOORS 6F13

00 General
10 Passenger/Crew
30 Cargo

53 FUSELAGE 6G9

20 Main

55 STABILIZERS 6G19

20 Stabilator
30 Vertical Stabilizer
40 Rudder

56 WINDOWS 6H15

10 Flight Compartment
20 Passenger Compartment

57 WINGS 6I3

00 General
20 Auxiliary Structure
40 Attach Fittings
50 Flight Surfaces

61 PROPELLERS 6J9

10 Propeller Assembly
20 Controlling

70 STANDARD PRACTICES - ENGINE 7C1

00 General

PAGE 14
Sep 30/06 INTRODUCTION 4A22

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

71 POWER PLANT 7C9

00 General
10 Cowling
20 Mounts

73 ENGINE FUEL AND CONTROL 7D11

10 Distribution
20 Controlling

74 IGNITION 7E5

10 Electrical Power Supply

20 Distribution
30 Switching

76 ENGINE CONTROLS 7F21

10 Power Control

77 ENGINE INDICATING 7G7

00 General
10 Power
20 Temperature
40 Integrated Engine Instrument Systems

78 EXHAUST 7I1

00 General

79 OIL 7I11

20 Distribution
30 Indicating

80 STARTING 7J1

10 Cranking

81 TURBINES 7J17

20 Turbo-Supercharger

91 CHARTS & WIRING DIAGRAMS 8C1

10 Charts
21 & Up Wiring Diagrams (Schematics)

4A23 INTRODUCTION Sep

PAGE 15
30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

PAGE 16
Sep 30/06 INTRODUCTION 4A24

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

A Avidyne Entegra EFIS Corrosion

Component Locator: 5D5 Control: 6E11
Access Plates and Panels: 1F12
Description: 5D1 Forms: 6E11
Accident/Incident Reporting: 1A12
Instrument Panel: 5D1
Aerofiche Grid Code: 1A11 D
Magnetic Heading System
Aileron
Calibration: 5I1 Definitions
Balancing: 6J4
Magnetometer: 5H24 Inspections: 1C19
Checking Free Play: 6J1
Wiring Harness: 5D8 Defrosters: 2D17
Installation: 6J2
Avionics Deicing Fluid: 4C7
Ailerons
Installation: 2H18 Doors
Control System
Rack-Mounted: 6D3 Baggage Door Lock Tool: 6G7
Installation: 3E11
Rigging and Adjustment: Cabin: 6G1
B Upper Door Latch -
3E13
Limits: 3E15 Balancing Equipment: 6H1, 6H5, Adjustment: 6G2, 6G4
Troubleshooting: 3E4 6H12 Description: 6F19
Tab: 3E16 Ball Diameters for Testing Hose Snubber Seals: 6F19
Air Conditioning Restrictions: 2C10 Installation: 6F20
Charging Stand Battery - See Electrical
Brakes E
Hookup: 2E21
Kent Moore J23500: 2E17 Bleeding: 4I17 EFIS - See Avidyne or Garmin
Robinar 34700: 2E16 Parking Brake: 1H1 EGT Gauge: 7G19
Hookup: 2E23 Servicing: 1I22 Electrical
Compressor System Battery: 2J6
Belt Installation: 2F12 Installation: 4I13 Servicing: 1I23
Sanden: 2F11 Leak Check: 4I16 Bonding: 6F9
Magnetic Clutch: 2F16 Toe Brake Cylinder: 4I17 Millivolt Drop Test: 6F10
York: 2F9 Toe Brake Installation: 4I15 Resistance Index: 6F10
Magnetic Clutch: 2F18 Wheel Brake Assembly: 4I9 Bonding Straps: 2H23
Condenser Buttock Lines: 1F10 Electrical System
Air Scoop Installation: 2F21 Alternator: 2I10
C Belt Tension Adjustment:
Evacuation Hookup: 2F4
Installation: 2E8 Cabin 2I21
Leak Test: 2F3 Heat: 2D17 Troubleshooting: 2I12
Service Valves: 2E9 Ventilation: 2D11, 2D17 Component Loads: 2J17
Test Gauge and Manifold Set: Chapter/Section Index Guide: Description and Operation:
2F1, 2F2 1A19 2I7
Torque Specifications: 2E15 Cherrylock Rivet Removal: 2C9 Load Distribution: 2J17
Troubleshooting: 2E3 CHT Gauge: 7G21 Standby Alternator: 2I23
Air Filter Circuit Breaker Panel: 6D4 Installation: 2J5
Servicing: 1J5 Cleaning: 1I8 Troubleshooting: 2J1
Airworthiness Aircraft Finish Care: 1I7 Emergency Battery: 2J9
Directives (AD’s): 1C15 Fuel Filter: 1I16 External Power: 2J15
Instructions for Continued Consumable Materials: 8C23 On Aircraft Checks: 2I18
Airworthiness: 1A9 Control Column Assembly: 3E5 Schematics
Limitations: 1C7 Control Wheel Installation: 3E9 ADF: 8I16
Annunciator Conversion Tables: 8C12 AHRS: 8I8
Description: 4E13 Decimal: 8C17 Air Conditioning: 8D19
Troubleshooting: 4E14, 4E20 Drill Sizes: 8C21 Air Data Computer: 8I9
Autopilot - See System 55/55X Metric: 8C20 Alternator Power: 8E13
Temperature: 8C18 Ammeter: 8E19
Weights and Measures: 8C19 Annunciator: 8G1
Attitude Gyro: 8I4
Autopilot: 8D23

4B1 INDEX SepPAGE 1

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Schematics (cont.) Switch: 8G19 Installation: 7C20, 7D8

Auxiliary Vacuum System: Taxi: 8H15 Instruments
8I20 Low Voltage Monitor: 8E19 Analog Instruments: 7H7
Avionics Magneto Switch: 8I23 Single / Dual Instrument:
Cooling: 8D17 MAP: 8J2, 8J3, 8J16 7H7
Lighting: 8D17 Multi-Function Display CHT Gauge - See CHT
Baggage Door Ajar: 8H11 (MFD): 8I7 Gauge
Cabin Temp: 8J16 OAT Probe: 8I1 Description: 7G13
CHT: 8J5, 8J11, 8J15 Oil Pressure: 8J19, 8J21 EGT Gauge - See EGT
Clock: 8H7 Oil Temperature: 8J19, 8J21 Gauge
Configuration Module: 8J16 Overhead Speakers: 8E9 Engine Instruments & DDMP:
Data Acquisition Unit: 8J10 Pitot Heat: 8F21 7H3
Data Link: 8F23 Power Point: 8F3 Alarm Conditions: 7H9
DDMP: 8J6 Power Switching: 8E22 Electrical Mode: 7H10
DME: 8I17 Primary Flight Display (PFD): Exceedance Condition:
EGT: 8J12, 8J13 8I7 7H9
Electric Flaps: 8F9 Radio Master Switch: 8E7 Exceedance Mode: 7H11
ELT: 8F5 RPM: 8J1, 8J3, 8J21 Failure Condition: 7H9
Engine / Airframe Unit: 8J17 Skywatch: 8I13 Fuel Mode: 7H13
Engine Digital Display Squat Switch, R.H.: 8I1 Instrument Mode: 7H10
Monitoring Panel: 8J6 Stall Warning: 8F7 Integrated Engine
Engine Gauge: 8J8 Standby Alternator: 8E20 Instrumentation
Entertainment Console: 8H6 Standby Attitude Indicator: Calibration: 7H16
Exceedance Audio Alert: 8I5 Percent Power: 7H12
8F17 Starter and Accessories: 8K1 Temperature Mode: 7H13
External Power: 8F1 Stormscope: 8I14 Manifold Pressure Gauge -
Fresh Air Blower: 8D15 TIT: 8J12, 8J14, 8J15 See MAP Gauge
Fuel Flow: 8J12, 8J13, 8J14, TKS System: 8F19 Oil Pressure: 7I19
8J21 Transponder: 8I15 Oil Temperature: 7I21
Fuel Pump: 8F11 Turn and Bank Indicator: 8I3 Tachometer - See
Fuel Quantity: 8F13 VAC: 8J5 Manifold Pressure vs Oil
GMA 1347 Audio Panel: Vacuum Inop: 8I19 Temperature: 7D24
8E10 Static Wicks: 2H23 Mixture Control Adjustment:
Ground Blocks: 8E23 Symbols: 8D10, 8D11 7G3
Ground Clearance: 8E3 System Mount
Hour Meter: 8H7 Servicing: 1J6 Corrosion Inspection: 7D5
Integrated Avionics Units: Voltage Regulator: 2J9 Shock Mounts: 7D6
8I10 Wire Coding: 8D9 Serial Number Location: 1F7
Landing Gear ELT Standard Practices: 7C7
Control: 8G13 Artex ELT 110-4: 3C19 Starter
Position and Warning: Battery: 3C19 Bench Tests: 7J12
8G15 Testing: 3C20 Description: 7J7
Lights Wiring Schematic: 3C21 Exploded View: 7J7
Baggage: 8H7 Empennage Group: 6H2 Service Test Specifications:
Courtesy: 8H2 Engine 7J13
Flood: 8H12 Description: 7C15 Troubleshooting: 7J8
Landing: 8H15 Exhaust System - See Exhaust Using External Power: 7J12
Navigation: 8H20 System Throttle Control Adjustment:
Panel: 8G19 Fuel 7G3
Radio: 8H1 Air Bleed Nozzles: 7D18 Timing Marks: 7E13
Reading: 8H2 Injection System: 7D19 Troubleshooting: 7C15
Recognition: 8H24 Injector: 7D20
Strobe: 8H20 Ignition - See Ignition System

PAGE 2
Sep 30/06 INDEX 4B2

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Turbocharger Troubleshooting: 3G24 Troubleshooting: 5D16

Description: 7K1 Fuselage Stations: 1F10 Engine / Airframe
Installation: 7K7 SensorFailures: 5D21
Nomenclature: 7K4 G GDC 74A: 5F1
Troubleshooting: 7K2 Garmin 1000 EFIS GDL 69/69A: 5F7
Wastegate Alerts and Annunciations: 5D18 GDU 1040: 5E4
Adjustment: 7K9 Calibration GEA 71: 5E21
Installation: 7K9 GRS 77/GMU 44: 5H4 GIA 63W: 5E12
Exhaust System Magnetic: 5I4 GMA 1347: 5E10
100 Hour Inspection: 7I7 Components: 5E3 GMU 44: 5F5
Inspection Points: 7I8 Configuration Mode Overview: GRS 77: 5F3
Extinguishing 5F12 GTX 33: 5E23
Portable Fire Extinguisher: 3D7 Description: 5D10 LRU Failures: 5D19
Description: 3D7 Displays: 5D10 Software
Inspection: 3D7 Inspections: 5D24 Load / Configuration: 5G1
Lighting Setup: 5H14 GMA-340
F Cockpit: 5H17 Adjustment: 2H19
Fiberglass Repairs - See Repairs - Magnetic Heading System Audio Panel: 2H17
Fiberglass Calibration: 5I4 Functional Test: 2H17
Flaps Post-Installation Setup: 5F12 Removal and Installation: 2H17
Control System Required Equipment List: 5I9 GNS 430/530
Installation: 3G6 Shield Block Installation: 5F11 Post Installation Setup: 5I11
Rigging and Adjustment: 3G8 Spider Grounds: 5F10 GTX-330
Troubleshooting: 3G5 System Communications: 5D11 Post Installation Setup: 5I16
Inspection Engine / Airframe Interface:
Flap Torque Tube/Pushrod 5D14
H
Distortion Inspection: Flight Instrumentation Heated Pitot-Static Mast: 4C7,
3G11 Interface: 5D13 4D15
Installation: 6J2 Hierarchy: 5G2 Heated Windshield Panel: 4D19
Flareless Tube Fittings: 2C12 Navigation / Communications Hose Specifications: 8C22
Flight Instruments - See also EFIS Interface: 5D15 Hose, Tube, and Line Markings:
Airspeed Indicator: 5C18 Testing 2C11
Altimeter: 5C17 AHRS / ADC Backup Path: Hydraulic System
Attitude Indicator: 5C23 5H13 Installation: 3I20
Directional Gyro: 5H19 Aircraft Interface: 5G17 Pump: 3J2
Magnetic Compass: 5I6 Display Failure: 5H13 Servicing: 1I23
Standby Attitude Indicator: Emergency Power: 5H5 Schematic Diagram: 3I18
5C24 Engine / Airframe: 5H2 Servicing: 3J5
Turn and Bank Indicator: 5I8 GDC 74A: 5G23 Testing: 3J5
Vertical Speed Indicator: 5C16 GIA 63W: 5G21
Fluid Line Identification: 2C10 GIA Failure: 5H12 I
Fluid Tubing Support: 2C13 GMA 1347: 5G20 Ice Protection: 4C5
Fuel System GPS Failure: 5H11 Ignition System
Filter Assembly: 3H18 GRS 77/GMU 44: 5G24 Description: 7E11
Fuel Cells: 3H6 GTX 33: 5G22 Ignition Harness: 7F9
Components: 3H7 Initial Display: 5G16 Harness Cap: 7F13
Fuel Quantity Optional Systems: 5H7 Stripping Tool: 7F10
Calibration: 3I1, 3I5, 3I6 S-TEC 55X Interface: 5H5 Magnetos: 7E12
Needle Deviation: 3H22 Wiring Harness: 5F20 100 Hour Inspection: 7E12
Inspection 500 Hour Inspection and
Fuel Tank / Wing Spar Cleaning: 7E15
Corrosion Inspection: Bearing Bar: 7F2
3H5 Bearings: 7E23

4B3 INDEX SepPAGE 3

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Magnetos (cont.) Per Event Leading Particulars: 1F8

Carbon Brush Assembly: Engine Events/Stoppages: Leveling Airplane: 1G7
7E18 1E16 Life Limited Parts: 1C7
Coil Wedge: 7E23 Flaps Extended Above Lights
Exploded View: 7E20 Maximum Flap Exterior
Impulse Coupling Extension Speed: Landing Lights: 4J15
Pawl Clearance: 7E16 1E17 Navigation Lights: 4J23
Pawls: 7E16 Flood Damage: 1E18 Recognition Lights: 4J23
Internal Timing: 7F2 Hard or Overweight Strobe Lights: 4J24
Oil Seal: 7E23 Landing: 1E16 Interior
Rotor and Stop Pin: 7E15 Lightning Strike: 1E15 Annunciator
Rotor Gear: 7F2 Severe Turbulence: 1E16 Lamp Replacement: 4J13
Testing: 7F4 Progressive Inspection: 1C21 Dimmer Control: 4J13
Timing to Engine: 7E12 Special: 1E5 Locking Airplane: 1H1
Timing Tool Kit Unscheduled: 1E15 Lubrication
Troubleshooting: 7E12 Instruments Application of Grease: 1J8
Spark Plugs: 7F14 Face-Mounted: 6D3 Application of Oil: 1J8
Coupling Torque: 7F16 Introduction: 1A7 Charts: 1J9
Inspection And Cleaning: Air Conditioning: 1J24
7F15 J Baggage Doors: 1J23
Inadvertent Ice Protection System Jacking: 1F21 Cabin Doors: 1J23
- See TKS Control System: 1J14
Index: 1B1 L Fuel Selector: 1J22
Inspection - See also System Landing Gear Main Landing Gear: 1J10
Chapter/Section Description: 4F11 Nose Landing Gear: 1J12
Definitions: 1C19 Emergency Release: 4I1 Power Plant: 1J20
Procedures Extension and Retraction Propeller: 1J20
100 Hour Standby Alternator: Functional Test: 4H17 Seats: 1J23
2I24 Troubleshooting: 4H11
Aft Wing Attach Fitting: 6G15 M
Limit Switches: 4I21
100 Hour: 6G15 Main Magnetic Heading Systems: 5H20
Alternate Air Door: 1J5 Actuating Cylinder: 4H23 Magnetos - See Ignition System
Control Cables: 3D20 Adjustment: 4G5 MAP Gauge: 7G15
Dye Penetrant: 2C14 Aligning: 4G7 Markings - See See Placards
Electrical Bonding: 6F9 Door: 4G9 Mooring: 1H3
Flap Torque Tube/Pushrod Installation: 4G2 Muffler - See Exhaust System
Distortion Inspection: Oleo Strut: 4F22
3G11 Toe-In and Toe-Out
N
Flexible Hoses: 2C10 Correction: 4G8 Nylon Tubing Coupling: 2C14
Garmin 1000 EFIS Tolerances: 4G10
1000 Hour: 5E2 Nose O
Annual / 100 Hour: 5D24 Actuating Cylinder: 4H22
Nylon Tubing Couplings: Olive Clenching: 2C15
Adjustment: 4G24 Outside Air Temperature: 5C19
2C15 Alignment: 4G24
Propeller: 1J6 Oxygen System
Doors: 4H3 Cylinder: 5J7, 5J13, 5J19, 5J21
Restraint System: 3C10 Installation: 4G20
Requirements: 1C21 Description: 5J7
Oleo Strut: 4G16 Inspections: 5J12
Annual / 100 Hour Inspection: Tolerances: 4H4
1C21 Installation: 5J8
Servicing: 1I19 On/Off Control: 5J7, 5K1
Procedure: 1C22 Troubleshooting: 4F13
Overlimits Inspection: 1C21 Outlets: 5J7, 5J12, 5J13, 5J24
Warning: 4I24
Operational Check: 4J1

PAGE 4
Sep 30/06 INDEX 4B4

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Pressure Gauge: 5J7, 5J12, R Stabilator Balancing: 6H4

5J13, 5J23 Stabilator Trim Tab: 6H1
Repairs
Recharge Valve: 5J7, 5J11, Trim Control System
Fiberglass: 6E19
5J13, 5J22 Installation: 3F20
Impacted Damage: 6F4
Regulator Valve: 5J7, 5J13, Rigging and Adjustment:
Metal / Wire Stitching: 6F5
5J21 3F23
Stress Lines: 6F3
Servicing Stall Strips - See TKS
Thermoplastic: 6E21
Cleaning: 5J16 Stall Warning System: 3G1
Cracks: 6F1
Component Limits: 5J13 Functional Tests: 3G1
Deep Scratches: 6E22
Filling Pressures vs. Temp: Standard Practices Airframe: 2C5
Epoxy Patching Compound:
5J12 Starter - See Engine, Starter
6E23
Leak Tests: 5J16 Station Reference Lines: 1F11
List of Materials: 6E24
Purging: 5J16 Steering Pedal Assembly: 3F5
Surface Scratches: 6E22
Refilling: 5J10 Structures
Welding Repair: 6E23
Test Apparatus: 5J13 Description: 6E7
Various: 6F2
Swageloc Fittings: 5J18 Switches
Restraint System: 3C10
Troubleshooting: 5J9 Overhead Panel: 6D5
Revisions
Tubing Installation: 5J15 Push ON/OFF: 6D6
Aerofiche Revision Status: 1A3
Radio Master: 2H15
P Identifying Revised Material:
Rocker-Type: 6D5
1A11
Painting: 2C21 System 55/55X: 2G11
Rod End Bearing Installation: 2C8
Parking: 1H1 Flap Compensator: 2H6
Rudder
Parking Brake: 1H1 GPSS: 2G15
Control System
Piper Pitch Servo: 2H1
Installation: 3E23
Publications: 1A12 Pressure Transducer: 2G18
Rigging and Adjustment: 3F1
Pitot Heat: 4C7, 4D15 Roll Servo: 2G20
Limits: 3F2
Pitot/Static System Servo Clutch Torque
Troubleshooting: 3E21
Description: 5C11 Adjustment: 2H4
Rudder Balancing: 6H12
Installation: 5C12 Trim Monitor: 2G18
Trim Control System
Placards Trim Servo: 2G22
Installation: 3F3
Exterior: 1H11 Troubleshooting: 2G15
Rigging and Adjustment: 3F4
Interior: 1H16
Entertainment Console: 1H23 S T
Instrument Panel: 1H18 Taxiing: 1G17
Safety Walk Installation: 6F5
Principal Dimensions: 1F8 Testing
Seats
Propeller A/C Leaks: 2F3
Seat Back Lock: 3C7
Governor Control Arm: 6J21 ELT: 3C20
Serial Number
Installation: 6J16 Fuel Quantity Gauge: 3H23
Effectivity: 1A9
Torque Limits: 6J15 Garmin 1000 EFIS: 5G16
Explanation: 1A10
Typical Nicks and Removal GMA-340 Functional Test: 2H17
Location: 1F7
Methods: 6J18 Hydraulic System: 3J5
Service Points: 1I15
Propeller Deicing: 4D23 Magnetos: 7F4
Skin Material Specifications: 6E8
Propeller Governor: 6J22 Stall Warning System: 3G1
Spark Plugs - See Ignition System
Adjustment: 6J21 Thermoplastic Repairs - See
Stabilator: 6H1
Publications Repairs - Thermoplastic
Attach Brackets: 6H6
Piper: 1A12 Three View: 1F7
Control System
Vendor: 1A12 Tires
Installation: 3F14
Balancing: 1J6
Rigging and Adjustment.:
Servicing: 1I22
3F16
Limits: 3F17
Troubleshooting: 3F11

4B5 INDEX SepPAGE 5

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

TKS: 4C9 Manifold Pressure Gauge: Windows and Windshields

Drain Valve: 1J2 7G15 Windows: 6I1
Electrical Schematic: 4D13 Oil Pressure Gauge: 7I19 Installation: 6I1
Fluid Quantity Sender: 4D4 Oil Temperature Indicator: 7I21 Windshield: 6H21
Fluid Schematic: 4D11 Oxygen System: 5J9 Defrost: 2D17
Fluid Tank: 4D1 Rudder Control System: 3E21 Installation: 6H22
Fluid Tank Strainer: 4D3 Stabilator Control System: 3F11 Windshield Heat: 4D20
Porous Panel: 4C15 Standby Alternator Regulator: Wing
Finishing with Sealant: 4C20 2J1 Description: 6I9
Installation: 4C19 Starter: 7J8 Installation: 6I14
Stall Strips: 4C21 Strobe Lights: 4J24 Tip: 6I11
Propeller Boot: 4E2 Tachometer: 7G16 Wing Stations: 1F10
Propeller Installation: 4E1 TKS Fault Isolation: 4C11
Propeller Slinger Ring: 4D23 TKS Tubing: 4D12
Proportioning Unit Flow Rates: Turbocharger: 7K2
4D7 Turn and Bank Indicator: 5I8
Pump and Drain Valve: 4C23 Vacuum System: 6C8
System Vertical Speed Indicator: 5C16
Servicing: 1J1 Turbocharger - See Engine,
Test Apparatus: 4C14 Turbocharger
Troubleshooting: 4C10
Torque V
Conversion: 8C15 Vacuum System
Requirements: 8C11 Description: 6C7
Flare Fitting: 8C11 Filter: 6C11
Nuts: 8C13 Gauge: 6C11, 6C17
Torque Wrench Formula: 2C8 Inspection: 6C12
Towing: 1G15 Pump: 6C12
Troubleshooting Pump Fittings: 6C13
Aileron Control System: 3E4 Pump Vane Wear: 6C12
Air Conditioning System: 2E3 Regulator: 6C14
Airspeed Indicator: 5C19 Service: 6C14, 6C17
Alternator System: 2I13 Switch: 6C18
Altimeter: 5C17 Troubleshooting: 6C8
Annunciator: 4E14, 4E20 Vendor
Attitude Indicator: 5C23 Contact Information: 8D7
Cylinder Head Temperature Publications: 1A12
Gauge: 7G21 Vertical Stabilizer: 6H9
Directional Gyro: 5H19
Engine: 7C16 W
Engine Instrument & DDMP: Water Lines: 1F10
7H2 Weeping Wings - See TKS
Exhaust Gas Temperature Weighing Airplane: 1G5
Gauge: 7G19 Wheels
Extension and Retraction: 4H11 Balancer: 1J7
Flap Control System: 3G5 Main
Fuel System: 3G24 Assembly: 4I5
Garmin 1000 EFIS: 5D16 Nose
Inadvertent Ice Protection Assembly: 4I7
System (TKS): 4C11
Landing Gear: 4F13
Magnetic Compass: 5I7
Magnetos: 7E12

PAGE 6
Sep 30/06 INDEX 4B6

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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4B7 INDEX SepPAGE 7

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

GRIDS 4B8 THRU 4B24

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PAGE 8
Sep 30/06 INDEX 4B8

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER

30
ICE AND RAIN
PROTECTION

4C1

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

4C2

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER 30

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

30-List of 1 Sep 30/06 30-30-00 1 Sep 30/06

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CHAPTER 30 - ICE AND RAIN PROTECTION

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

GENERAL 30-00-00 1 4C7

Standard 1 4C7
Optional 1 4C7

AIRFOIL 30-10-00 1 4C9

Inadvertent Ice Protection System (TKS) (Optional) 1 4C9
Description 1 4C9
Troubleshooting 2 4C10
50 Hour Inspection 2 4C10
Annual Inspection 2 4C10
Testing 5 4C13
Components 7 4C15
Porous Panels 7 4C15
Pump 15 4C23
Fluid Tank 17 4D1
Fluid Tank Strainer 19 4D3
Fluid Quantity Sender 20 4D4
Fluid Quantity Indicator 21 4D5
Filter 22 4D6
Proportioning Units 23 4D7
Tubing 28 4D12
Electrical 28 4D12

PITOT AND STATIC 30-30-00 1 4D15

WlNDOWS AND WINDSHIELD 30-40-00 1 4D19

Heated Windshield Panel 1 4D19
Removal and Installation 1 4D19

PROPELLER 30-60-00 1 4D22

Inadvertent Ice Protection System (TKS) (Optional) 1 4D22
Description 1 4D22
Troubleshooting 1 4D22
Components 2 4D23
Slinger Ring 2 4D23
Propeller Blade Feed Tubes 2 4D23
Grooved Rubber Boots 4 4E2

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GENERAL

WARNING: INTENTIONAL FLIGHT INTO KNOWN ICING IS PROHIBITED.

The Saratoga II HP and TC are not approved for operation in known icing conditions.
1. Standard
The only ice and rain protection provided is a heated pitot-static mast.
The pitot-static heat system is activated by the PITOT HEAT switch located on the center instrument
panel just above the engine power quadrant. In addition to the switch, the system incorporates a
heated pitot-static head and the 10 amp (except 15 amp in HP S/N’s 3246001 thru 3246017)
PITOT HEAT circuit breaker.
NOTE: Refer to 91-30-30 for pitot heat wiring schematic.
2. Optional (Inadvertent Ice Protection System (TKS))
WARNING: INTENTIONAL FLIGHT INTO KNOWN ICING IS PROHIBITED.
NO DETERMINATION HAS BEEN MADE AS TO THE CAPABILITY OF THIS SYSTEM TO
REMOVE OR PREVENT ICE ACCUMULATION.
The optional Inadvertent Ice Protection System is a TKS “weeping wings” system which pumps a glycol-
based deicing fluid out the wing and stabilator leading edges and along the propeller blades to reduce
ice formation and adherence. This is intended to allow a pilot inadvertently encountering icing conditions
additional time to find non-icing conditions safely.

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AIRFOIL

Inadvertent Ice Protection System (TKS) (Optional)

WARNING: INTENTIONAL FLIGHT INTO KNOWN ICING IS PROHIBITED. NO DETERMINATION HAS
BEEN MADE AS TO THE CAPABILITY OF THIS SYSTEM TO REMOVE OR PREVENT
ICE ACCUMULATION.
The optional Inadvertent Ice Protection System (TKS) is a “weeping wings” system which pumps a
glycol-based deicing fluid out the wing and stabilator leading edges and along the propeller blades to
reduce ice formation and adherence. This is intended to allow a pilot inadvertently encountering icing
conditions additional time to find non-icing conditions safely.
A. Description
The TKS system consists of laser-drilled titanium porous panels attached to the leading edges of
the wings and stabilator. Grooved rubber boots are attached to the inner leading edge of each
propeller blade. Nylon and stainless steel tubing feed these panels and boots from a deice fluid tank
mounted in the right wing. A two-speed pump and four proportioning units meter the fluid flow. A
micro-filter ensures contaminants are removed from the deice fluid and not allowed to clog the
porous panels. A deice fluid quantity indicator and a control switch are mounted in the instrument
panel.

AS&T-12751-01
Ice Protection Systems

Fluid Porous Panels

Tank (One Each Side)

Pump
Assembly

Proportioning Unit
(Tail)

Porous Panels
(Each Wing) Proportioning
Unit
(Each Wing)

Propeller Fluid Supply

Filter

Inadvertent Ice Protection System (TKS) Effectivity

Figure 1 Early

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B. Troubleshooting
See Charts 1 and 5. See also Figure 14 and Chart 4 to identify specific components.
NOTE: A common occurance with all TKS porous panels is “leaking” when not in use. Specifically,
panels will stream very small quantities of fluid in flight or drip while parked. This fluid
comes from the porous panel reservoirs only, typically in 60 to 70 °F temperatures. This is
a normal characteristic of the design and not a maintenance issue.
It is, however; an operational issue. If panel reservoirs are drained it can take 5 to 10
minutes of system operation to refill them. Proper observation of TKS pre-flight procedures
assures that the system will be ready and fully operational when activated.
C. 50 Hour Inspection
Each 50 hours time-in-service and as part of the annual inspection:
(1) Remove engine cowling, if not already removed.
(2) Check security and condition of visible components. Pay particular attention to those
components attached to the engine and propeller.
(3) Switch ON electrical power. Check that deice fluid quantity indicator illuminates and stabilizes
at a sensible value within 1.5 minutes. Replenish tank contents if required.
(4) Set TKS Switch to “MAX”, check that deicing fluid flows evenly from the active zone of each
porous panel and that fluid is discharged into the propeller slinger ring from the nozzle fitted at
the front of the engine.
NOTE: Fluid should be exuded evenly over the active zone of the porous panels. At high
ambient temperatures a "waterline" may be observed at the top of some panels due to
insufficient pressure being developed to expel entrained air. This is acceptable unless
performance of the panel in icing conditions indicates that this is other than of a
temporary nature.
(5) Set TKS Switch from “MAX” to “NORM”, check that pump speed reduces (audible check) and
that deicing fluid continues to flow evenly from the active zone of each porous panel and that
fluid continues to be discharged into the propeller slinger ring from the nozzle fitted at the front
of the engine.
(6) Switch OFF electrical power.
D. Annual Inspection
Each 12 months:
(1) Conduct 50 Hour Inspection, above.
(2) Remove floor and wing access panels; and, tailcone fairing. Check security and condition of
components pipelines and wiring paying particular attention to those components close to
control cables and other moving parts, etc.
(3) Drain deicing fluid tank. Remove and clean strainer in tank outlet.
(4) Refill tank. Check accuracy of fluid quantity indicator during process.
(5) Reinstall wing and floor access panels; and, tailcone fairing.

PAGE 2
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CHART 1
TROUBLESHOOTING INADVERTENT ICE PROTECTION SYSTEM (TKS)
Trouble Cause Remedy
No deicing fluid flow from Various See Chart 2.
entire airframe/propeller system.
No deicing fluid flow from Various See Chart 3.
individual parts of
airframe/propeller system.

CHART 2
TKS FAULT ISOLATION - ENTIRE SYSTEM INOPERATIVE

DEICE FLUID FAILS TO FLOW FROM

WINGS, STABILATOR AND PROPELLER.

IS FLUID QUANTITY INDICATOR ILLUMINATED? YES ARE FLUID LEVELS ADEQUATE?

NO NO YES

CHECK ELECTRICAL SUPPLY. REPLENISH DOES PUMP OPERATE?

(I.E. - MASTER SWITCH ON, OTHER FLUID. (AUDIBLE CHECK.)
ELECTRICAL COMPONENTS ENERGIZED.)

NO YES

CHECK ELECTRICAL SUPPLY AT PUMP. PUMP PRIMED, PRIME PUMP.

SYTEM STILL INOP. (SEE 12-10-00.)

NOT OK OK
CHECK SUPPLY AND FEED TUBING
FOR LEAKS, KINKS, OR BLOCKAGE. OK

CHECK TKS SWITCH ON. REPAIR/REPLACE

PUMP.
TUBING OK, SYSTEM STILL INOP.

SWITCH ON,
SYSTEM STILL INOP. CHECK TANK OUTLET STRAINER
FOR BLOCKAGE.

CHECK WIRING.
STRAINER OK, SYSTEM STILL INOP.

REPLACE SYSTEM FILTER ELEMENT.

FILTER OK, SYSTEM STILL INOP.

REPAIR/REPLACE PUMP.

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CHART 3
TKS FAULT ISOLATION - SYSTEM PARTLY INOPERATIVE

NO FLUID FLOW AT PROPELLER BOOTS. CHECK SUPPLY AND FEED TUBING AND HOSE FOR
LEAKS, KINKS, OR BLOCKAGE.

SUPPLY AND FEED TUBING AND HOSE OK, STILL NO FLOW.

CHECK NOZZLE AND SLINGER RING FOR CORRECT

MOUNTING AND ALIGNMENT.

NOZZLE AND SLINGER RING OK, STILL NO FLOW.

REPLACE PROPELLER PROPORTIONING UNIT.

NO FLUID FLOW FROM LEFT WING PANELS. FROM TEE IN FUSELAGE, CHECK LEFT WING SUPPLY AND
FEED TUBING FOR LEAKS, KINKS, OR BLOCKAGE.

SUPPLY AND FEED TUBING OK, STILL NO FLOW.

REPLACE LEFT WING PROPORTIONING UNIT.

NO FLUID FLOW FROM RIGHT WING PANELS. FROM TEE IN FUSELAGE, CHECK RIGHT WING SUPPLY AND
FEED TUBING FOR LEAKS, KINKS, OR BLOCKAGE.

SUPPLY AND FEED TUBING OK, STILL NO FLOW.

REPLACE RIGHT WING PROPORTIONING UNIT.

NO FLUID FLOW FROM STABILATOR PANELS. FROM TEE IN FUSELAGE, CHECK EMPENAGE SUPPLY AND
FEED TUBING FOR LEAKS, KINKS, OR BLOCKAGE.

SUPPLY AND FEED TUBING OK, STILL NO FLOW.

REPLACE TAIL PROPORTIONING UNIT.

NO FLUID FLOW FROM AN INDIVIDUAL PANEL. CHECK APPROPRIATE FEED TUBING FOR LEAKS, KINKS,
OR BLOCKAGE.

FEED TUBING OK, STILL NO FLOW.

CHECK APPROPRIATE PROPORTIONING UNIT OUTLET(S)

FOR BLOCKAGE.

PROPORTIONING UNIT OK, STILL NO FLOW.

CHECK PANEL, REPLACE IF REQUIRED.

PAGE 4
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E. Testing
(1) System Functional Test - Use 50 Hour Inspection, above.
(2) Component Tests - Porous panel, pump, fluid quantity indicator/sender, and proportioning unit
tests are listed under the individual component, below.
(3) System Flow Test - The following test validates fluid distribution from the test port (adjacent to
the system filter) through the proportioning units and the porous panels. It can also be used to
overcome the “waterline” effect encountered when testing porous panels on a hot day. (See
Porous Panels, Testing, under Components, below.)
(a) Access the test port below the forward baggage compartment floor, left side. Remove
5/16 nut and nylon ball plug from the test port (i.e. - bulkhead tee mounted on firewall).
See Figure 14.
(b) Connect the supply line from the TKS Test Apparatus to the test port.
(c) Test Apparatus Set-up (See Figure 2.)
CAUTION: RESERVOIR MAY BE UNDER PRESSURE. ADJUST PRESSURE
REGULATOR TO ZERO AND BLEED PRESSURE FROM RESERVOIR BY
PULLING THE POP-OFF VALVE, BEFORE ATTEMPTING TO REFILL.
1 Check which pop-off (i.e. - pressure relief) valve is installed. If required, install the
75 PSI relief valve on the test apparatus fluid reservoir (i.e. - pressure vessel).
2 Open the top of the test apparatus fluid reservoir. Fill reservoir ¾ full with approved
TKS deice fluid. Close top.
3 Adjust pressure regulator to zero.
4 Connect shop air to pressure regulator.
(d) Slowly increase pressure downstream of the pressure regulator to 60 PSI.
(e) Inspect flow distribution along porous panels (wings and stabilator) and propeller blade
feed lines. Wipe leading edges as flow becomes evident. Determine if panel flow is
consistent and even along the entire leading edge between rivet rows on each porous
panel.
(f) Determine if flow is adequate, allowing flow to continue up to 30 minutes, if required.
(g) If flow is adequate on all panels and feed lines, the flow test is completed.
(h) Disconnect shop air and close pressure regulator.
(i) Pull pop-off valve to depressurize the test apparatus fluid reservoir.
(j) Disconnect supply line at the tee fitting test port and re-install nylon ball plug and 5/16 nut
on test port.
(k) For any porous panels which did not demonstrate adequate flow evenly over the active
zone, proceed with Proportioning Units, Testing; and, Porous Panel, Testing; under
Components, below.

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FULL SYSTEM TEST

SYSTEM TEST PORT

(UNDER BAGGAGE
COMPARTMENT FLOOR
AT FIREWALL)

FULL PANEL TEST

MANIFOLD

SINGLE ACTIVE AREA TEST PORUS PANEL

3/16 FEED LINES 5/16 INCH NYLON

"TKS" TUBING

5 TO 10 GALLON POP-OFF (RELIEF) VALVE

PRESSURE VESSEL (75 PSI FOR FULL SYSTEM TEST,
(RATED TO 170 PSI) 25 PSI FOR PANEL TESTS.)

PRESSURE GAUGE
(0 to 100 PSI)
PRESSURE
REGULATOR

0.8 MICRON FILTER

SHOP AIR
SOURCE
QUICK DISCONNECT

TKS Test Apparatus

Figure 2

PAGE 6
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F. Components
(1) Porous Panels
Ice protection with a TKS system is achieved by mounting laser drilled titanium panels to the
leading edges of the wings and horizontal stabilizer.
The outer skin of the ice protection panels are manufactured with 0.9 mm thick titanium.
Titanium provides excellent strength, durability, light weight, and corrosion resistance. The
panel skin is perforated by laser drilling holes, 0.0025 inches in diameter, 800 per square inch.
The porous area of the titanium panels is designed to assure fluid coverage from best rate of
climb speed to maximum operational speed.
The back plate of a typical panel is manufactured titanium. It is formed to create a reservoir for
the ice protection fluid, allowing fluid supply to the entire porous area. A porous membrane
between the outer skin and the reservoir assure even flow and distribution through the entire
porous area of the panel.
The porous panels are bonded to the leading edges of the protected surfaces with a two-part
adhesive. Porous panels cover a majority of the leading edges of the wings. Likewise, the
horizontal stabilizer is completely protected with porous panels.

TKS Porous Panel Cross-Section

Figure 3

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(a) Testing
Perform when a blockage or uneven flow is suspected in an individual panel.
NOTE: The following procedure describes the “Full Panel Test” as shown in Figure 2. If
desired, individual “active areas” can be tested by connecting the appropriate
3/16 inch single feed line directly to the TKS Test Apparatus 5/16 inch supply line
using a male/male straight or bulkhead coupling, as available.
1 Gain access to the proportioning unit feeding the suspect porous panel.
2 Disconnect suspect panel’s feed lines from proportioning unit outlet ports. Mark the
feed lines to facilitate reconnecting them to the correct proportioning unit outlet ports.
3 Using a locally produced manifold, connect the 5/16 inch supply line from the TKS
Test Apparatus to the 3/16 inch feed lines to the suspect porous panel.
4 Test Apparatus Set-up (See Figure 2.)
CAUTION: RESERVOIR MAY BE UNDER PRESSURE. ADJUST PRESSURE
REGULATOR TO ZERO AND BLEED PRESSURE FROM RESERVOIR
BY PULLING THE POP-OFF VALVE, BEFORE ATTEMPTING TO
REFILL.
a Check which pop-off (i.e. - pressure relief) valve is installed. If required, install
the 25 PSI relief valve on the test apparatus fluid reservoir (i.e. - pressure
vessel).
b Open top of test apparatus fluid reservoir (i.e. - pressure vessel). Drain and
rinse reservoir with water. Fill reservoir ¾ full with water. Close top.
c Adjust pressure regulator to zero.
d Connect shop air to pressure regulator.
CAUTION: ENSURE PRESSURE DOES NOT EXCEED 20 PSI.
5 Slowly increase pressure downstream of the pressure regulator to 20 PSI.
6 Inspect porous panel to ensure deice fluid is being purged from the system.
CAUTION: RESERVOIR MAY BE UNDER PRESSURE. ADJUST PRESSURE
REGULATOR TO ZERO AND BLEED PRESSURE FROM RESERVOIR
BY PULLING THE POP-OFF VALVE, BEFORE ATTEMPTING TO
REFILL.
7 Refill reservoir with water as required to maintain 30 minutes of water flow.
8 After the system has been flushed with water for 30 minutes, allow reservoir to empty
and purge system with air, adjusting pressure regulator to maintain 15 PSI.
NOTE: When water empties from the reservoir, the pressure will drop.
9 Purge system with air for 10 minutes.
10 Adjust pressure regulator to zero and depressurize fluid reservoir by pulling pop-off
valve.
11 Open top of test apparatus fluid reservoir. Fill reservoir ¾ full with approved TKS
deice fluid. Close top.
CAUTION: ENSURE PRESSURE DOES NOT EXCEED 20 PSI.
12 Slowly increase pressure downstream of the pressure regulator to 20 PSI.

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13 Inspect flow distribution along porous panel being checked. Wipe leading edge as
flow becomes evident. Determine if panel flow is consistent and even along its entire
length between rivet rows.
14 If flow is adequate, the panel is good.
a Disconnect shop air and adjust pressure regulator to zero. Depressurize fluid
reservoir by pulling pop-off valve.
b Disconnect panel feed lines and the test apparatus supply line from the
manifold. Reconnect the panel feed lines to the proportioning unit outlet ports
per the markings made during disconnection. See also Chart 4 and Figure 14.
Use new seals, if required.
c If desired, a full system test can now be conducted per Testing - System Flow
Test, above.
15 If fluid fails to flow evenly from the active zone of each porous panel, during the
above test, replace panel.
NOTE: Fluid should be exuded evenly over the active zone of the porous panels. At
high ambient temperatures a "waterline" may be observed at the top of
some panels due to insufficient pressure being developed to expel entrained
air. This is acceptable unless performance of the panel in icing conditions
indicates that this is other than of a temporary nature.
(b) Removal
Porous panels are bonded to the wing and stabilator leading edges using polysulfide
rubber sealant material. Rivets are inserted through the corners of each panel, primarily
for electrical bonding purposes. Removal of these panels without causing a significant
amount of damage to them is extremely difficult. In most cases reuse of a removed panel
is impractical.
NOTE: If the porous panel being replaced has a stall strip installed, the location of the
stall strip must be marked and the stall strip removed before panel removal.
Likewise, the stall strip must be reinstalled after panel installation. See Stall
Strips, below.
1 Observe the porous panel to be removed and compare it to the new panel to be
installed. Note any cutouts or trimming of the panel to be removed.
2 Protect wing and/or stabilator skins behind the edges of the porous panel to be
removed. Use masking tape or other suitable material.
3 Drill out rivets attaching panel to skin.
4 If the panel is unserviceable and not repairable, the most expedient means of
removal is to peel the panel from the wing by tearing the outer panel skin and
winding the edges of the panel around a pair of pliers to peel them from the skin.
With the edges removed the central part of the panel can be pulled away from the
skin by working inwards from the ends.
5 If the panel is serviceable and/or repairable it may be possible with care to remove it
in a relatively undamaged condition by progressively cutting and parting the sealant
which attaches the panel to the skin using a thin flexible blade. (A suitable blade can
be made by grinding a hacksaw blade.)
6 Withdraw the panel and disconnect the nylon feed tubing. Cap the end of each line to
prevent contamination/blockage. Mark each line to facilitate reconnecting to the
correct inlet port.

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(c) Installation (See Figure 4.)

CAUTION: IF INSTALLING A POROUS PANEL ON EITHER OR BOTH SIDES OF THE
STABILATOR, BE SURE TO REBALANCE THE STABILATOR AFTER
POROUS PANEL INSTALLATION IS COMPLETE. SEE BALANCING, 55-10-
00.
1 Dry fit the panel as follows:
a Using notes made during removal of the old panel, trim the new panel to fit.
Avoid trimming closer than .05 inch to the ends of the inner skin or to the air
bleed tube where it is routed across the end of the panel.
b Position panels and adjust edges by hand, bending panel to achieve a snug fit
at the top and bottom trailing edge of the panels. With panels held firmly in
place, the panel edges should be in continuous contact with the wing skin.
NOTE: Align top edge and roll panel down by hand, applying pressure
sufficient to form panel to wing contour.
2 Clean and degrease rear surfaces of panel using alcohol. Do not touch rear surfaces
after this operation.
3 Clean and degrease leading edge where panel is to be attached. Do not touch
leading edge surface after this operation.
4 Connect fluid feed lines to fluid inlet ports on the panel. See Chart 4 and Figure 14,
as well as markings on the lines made during disassembly to ensure connecting the
correct feed line to the correct inlet port. Be sure to install O-ring seal as described in
Nylon Tubing Couplings, 20-00-00.
5 Apply a sealant bead (approx. 0.2 inch diameter) (AC-236 B2 sealant) along the
edges of the panel (along backplate joggle) and around each feed inlet/nylon tubing
coupling and each air bleed valve. Also apply a sealant bead around each drilled
rivet hole in the aircraft leading edge skin (see Figure 4).
6 Apply sealant to cover each fluid inlet and coupling. Cover exposed connector
threads, nut and feed line for at least 1/2 inch beyond the nut.
7 Press panel into place, and hold with sufficient force to help sealant flow into place.
Insert clecos in rivet holes to ensure panel is properly located on aircraft.
8 Wrap panel and wing or stabilator with load straps. Cinch tight ensuring that panel is
pressed onto leading edge.
9 Remove any surplus sealant from edges.
10 Allow sealant to cure 72 hours, then remove load straps.
11 Countersink holes and install rivets.
12 If the panel installed replaces a panel which had a stall strip installed, reinstall the
stall strip per Stall Strip Installation, above.
13 Finish installation as shown in Figure 5. Allow sealant to cure 72 hours.
14 Prime pump per Pump Priming, Inadvertent Ice Protection System, 12-10-00.
15 Perform 50 Hour Inspection, above. Check for leaks while pump is running.

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LEADING EDGE SKIN

POROUS PANEL

NYLON TUBING COUPLING

NYLON TUBING

VIEW OUTBOARD

SEALANT BEAD
(APPROX. 0.2 INCH DIAMETER)

OUTBOARD

NYLON TUBING COUPLING

AIR BLEED VALVE

BACKSIDE OF PANEL - TYPICAL VIEW

COUPLING COVERED
WITH SEALANT
RIVETS (4 PLACES)

AS&T 12751-30 VIEW OUTBOARD

TKS Porous Panel Installation

Figure 4

4C19 30-10-00 Sep

PAGE 11
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AS&T 12751-41

FILL INBOARD PANEL

END GAP WITH SEALANT
(BOTH STABILIZERS)

FILL OUTBOARD PANEL

END GAP WITH SEALANT
(BOTH STABILIZERS)

FILL AND FAIR WITH

SEALANT THE AREA
AROUND THE
STALL STRIP
(BOTH WINGS)

FILL PANEL END GAP

FILL AND FAIR WITH SEALANT B
WITH SEALANT
AREA "B" BETWEEN STALL VANE
(BOTH WINGS)
AND POROUS PANEL.
Finishing Panel Installation with Sealant
Figure 5

(d) Stall Strips

If a porous panel being replaced has a stall strip installed, the location of the stall strip
must be marked prior to panel removal. With care, the stall strip can be removed from the
existing porous panel and reused, but installation of a new stall strip is always
recommended. In either case, a new or serviceable stall strip must be installed after
installation of the new porous panel.
1 Marking and Removal (See Figure 6.)
a Measure horizontally from a reference point to either the inboard or outboard
edge of the stall strip. Record the measurement and which edge it was from.
b Place a piece of masking tape on the top surface of the wing, approximately
nine (9) inches aft of the the inboard and outboard apex of stall strip. Write the
number "10" on each strip of masking tape.
c Place the measuring tape’s 10-inch mark on the inboard apex of the stall strip.
d With the measuring tape taut, mark where the end of the measuring tape falls
on the masking tape.
e Repeat steps c and d for the outboard apex of the same stall strip.

PAGE 12
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AS&T 12751-08

TAPE MARKED AT END OF MEASURING TAPE

REFERENCE POINT

MEASURE AND RECORD

THIS DISTANCE

10 INCH MARK

STALL STRIP APEX

MASKING TAPE
(TOP AND BOTTOM)
Marking and Removing Stall Strips
Figure 6

f Repeat steps a thru e on the underside of that wing.

g Repeat steps a thru f for the opposite wing.
h Remove stall strip only if you intend to reuse it on another porous panel.
i Stall strips are installed with adhesive sealant and can be removed by
progressively cutting and parting the sealant which attaches the stall strip to the
panel by using a thin flexible blade. (A suitable blade can be made by grinding a
hacksaw blade.)
2 Installation (See Figure 7.)
Install only the TKS stall strip. Standard stall strips will not work on porous panels.
a Attach the stall strip to the leading edge of the titanium panel with masking tape
at the approximate location it was removed from.
b Measure from either mark on the masking tape on the top of the wing over the
apex of the stall strip to the corresponding mark on the masking tape on the
underside of the wing. Keep measuring tape taut.
c Take the measurement and divide it by two. This is the index value.
d Measure from the inboard mark on the top of the wing to the inboard apex of the
stall strip. Adjust the stall strip to match the index value.
e Repeat step 4 for the outboard mark and apex of the stall strip.
f Verify steps d and e by repeating and measuring from the marks on the tape on
the underside of the wing.
g After the stall strip has been positioned correctly, outline the stall strip with
masking tape. This will keep excess adhesive off of the panel.

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MAINTENANCE MANUAL

h Mark the masking tape outline with alignment marks to show the exact location
of the stall strip.
i Remove the stall strip and cover the face of the stall strip completely with
masking tape to prevent any sealant from covering the holes.
j If not already present, notch the stall strip at the bottom center sufficient to allow
the air bleed line to fit behind.
k Degrease the mating surfaces of the porous panel and stall strip with alcohol.
l Re-wet the TKS stall strip foam inserts. Remove excess water and install the
foam inserts inside the stall strip.
m Apply sealant (AC-236 B2) to the mating surfaces of the stall strip using a brush.
n Align the stall strip with the marks on the masking tape outline and press into
place. Put tape across the stall strip to hold it against the panel. Re-measure
and adjust if necessary (see steps d, e, and f, above).
o Allow adhesive to cure 72 hours, then remove tape.

AS&T 12751-31
PANEL

STALL STRIP

FOAM INSERT

NOTCH

AIR BLEED LINE

SIDE VIEW FRONT VIEW

PANEL

STALL
STRIP

ALIGNMENT MARKS TAPE TAPE

FINAL POSITIONING SECURING STALL STRIP

WHILE SEALANT CURES

Installing Stall Strips

Figure 7

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(2) Pump (See Figure 8.)

Fluid is supplied to the panels and propeller by a positive displacement, constant volume
metering pump located in the right wing just inboard of W.S. 49.25 and forward of the main
spar. The two-speed pump provides two flow rates to the panels and propeller and operates at
a nominal system pressure of 50 PSI. The low speed (NORM) supplies fluid for the design
point of anti-icing during a typical icing conditions. The high speed (MAX) doubles the flow rate
for removing accumulated ice or providing ice protection for more severe conditions.
If the pump is run dry, it must be primed. See Pump Priming, Inadvertent Ice Protection
System, 12-10-00.
(a) Testing
1 Fill tank to top of filler tube.
2 Operate pump at NORM for a timed period.
3 Refill tank, measuring the quantity necessary to replenish to the original level.
4 Operate pump at MAX for a timed period.
5 Refill tank, measuring the quantity necessary to replenish to the original level.
6 Using the quantities required to refill the tank, above, versus the time of pump
operation at each pump speed, calculate flow rate.
Permitted limits are:
NORM = 140 to 150 ml/minute
MAX = 280 to 300 ml/minute
7 If pump fails to meet the above specifications, replace or rebuild.
(b) Removal
1 Drain TKS system. See Draining, Deicing Fluid Tank, Inadvertent Ice Protection
System, 12-10-00.
2 Remove wing access plate adjacent to system drain valve.
3 Disconnect and cap the deice fluid tubing from the pump inlet, outlet, and drain ports.

PUMP
PUMP SYSTEM DRAIN VALVE

MA
IN
SP
W.S. 49.25 AR

BOLT, WASHER, NUT SCREWS PUMP & VALVE

AS&T 12751-20
(4 PLACES) (3 EA.) ACCESS

TKS Pump and Drain Valve Installation

Figure 8

4C23 30-10-00 Sep

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

4 Disconnect pump electrical harness.

5 Remove four (4) bolts, washers, and nuts securing pump to wing.
6 Remove pump.
(c) Installation
1 Position pump in wing and secure with four (4) bolts, washers, and nuts.
2 Connect pump electrical harness.
3 Uncap and connect the appropriate deice fluid tubing to the pump inlet, outlet, and
drain ports.
4 Refill TKS system. See Filling, Deicing Fluid Tank, Inadvertent Ice Protection System,
12-10-00.
5 Prime pump. See Pump Priming, Inadvertent Ice Protection System, 12-10-00.
6 Perform 50 Hour Inspection, above. Check for leaks while pump is running.
7 Replace and secure wing access plate.

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(3) Fluid Tank (See Figure 9.)

The TKS deice fluid tank is located in the right wing between the ribs at W.S. 106.19 and
117.50 and forward of the main spar. This tank is serviced through a single filler located on the
right wing, inboard of the fuel filler. The tank has a capacity of 4.25 US gallons useable. A
minimum indication of ¼ tank is required before takeoff if the system is to be considered
operational.
Fluid quantity is measured by a sender (see below) which transmits an electrical signal to the
fluid quantity indicator (see below).
A strainer (see below) is fitted inside the tank outlet.
(a) Removal
1 Drain TKS system. See Draining, Deicing Fluid Tank, Inadvertent Ice Protection
System, 12-10-00.
2 Remove filler cap.
3 Loosen and remove six (6) screws securing filler throat to wing skin and tank bladder
nutplate.
4 Remove wing access plate aft of tank and inboard W. S. 117.50.
5 Disconnect fluid tank vent line from fluid tank.
6 Remove fluid tank strainer as described below under Fluid Tank Strainer, Removal,
steps (3) thru (6).

AS&T 12751-12

A FILLER CAP
SCREW
W.S. 117.50
(6 PLACES)
B VENT FILLER THROAT
FLUID TANK
(BLADDER)
C CORK SEAL WING
Up SKIN
Fwd rd W.S. 117.50
Outboa

OUTLET VIEW A FLUID TANK

ACCESS PLATE (LOOKING AFT)

BOLT
(5 PLACES) BONDED DOMED NUTPLATE
SENDER ASSY.

VIEW B STUD, WASHER, NUT

(LOOKING OUTBOARD) (2 PLACES)

CORK
GASKET VIEW C
COAT MATING SURFACES (LOOKING OUTBOARD)
WITH SEALANT.

MOUNTING BRACKET FLANGE

FLUID TANK BONDED DOMED NUTPLATE
MOUNTING BRACKET
TKS Fluid Tank Installation
Figure 9

4D1 30-10-00 Sep

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7 Remove fluid quantity sender as described below under Fluid Quantity Sender,
Removal, steps (3) thru (8).
8 Fully collapse tank bladder and remove through access plate opening.
(b) Installation
1 Collapse tank bladder and place in wing through access plate opening.
2 Ensure it completely fills the space forward of the access plate and that the velcro
strip on the tank bladder upper surface fully engages the corresponding velcro strip
on the underside of the upper wing skin.
3 Position filler throat through cork seal into wing skin filler opening and into tank
bladder filler opening. Secure filler throat to wing skin and tank bladder nutplate with
six (6) screws.
4 Reinstall fluid quantity sender as described below Fluid Quantity Sender, Installation,
steps (1) thru (4).
5 Reinstall fluid tank strainer as described below under Fluid Tank Strainer, Installation,
steps (1) thru (5).
6 Connect vent line to fluid tank vent.
7 Refill TKS system. See Filling, Deicing Fluid Tank, Inadvertent Ice Protection System,
12-10-00.
8 Reinstall filler cap.
9 Prime pump. See Pump Priming, Inadvertent Ice Protection System, 12-10-00.
10 Perform 50 Hour Inspection, above. Check for leaks while pump is running.
11 Replace and secure wing access plate.

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Island Enterprises
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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(4) Fluid Tank Strainer (See Figure 10.)

A strainer is fitted inside the fluid tank (see above) outlet.
(a) Removal
1 Drain TKS system. See Draining, Deicing Fluid Tank, Inadvertent Ice Protection
System, 12-10-00.
2 Remove wing access plate aft of fluid tank and inboard W. S. 117.50.
3 Disconnect and cap the deice fluid tubing from the fluid tank outlet.
4 Loosen the hose clamp around the fluid tank outlet nipple.
5 Grasping the aft lower edge of the fluid tank bladder, twist it counterclockwise until
sufficient clearance is gained to pull the strainer aft and out of the outlet nipple.
6 Capture and retain the hose clamp.
(b) Installation
1 Slide the hose clamp over the fluid tank outlet nipple.
2 Grasping the aft lower edge of the fluid tank bladder, twist it counterclockwise until
sufficient clearance is gained to insert the strainer into the outlet nipple and slide it
forward until home.
3 Rotate the outlet fitting until it faces aft.
4 Tighten the hose clamp around the fluid tank outlet nipple.
5 Uncap and connect the deice fluid tubing to the fluid tank outlet.
6 Refill TKS system. See Filling, Deicing Fluid Tank, Inadvertent Ice Protection System,
12-10-00.
7 Prime pump. See Pump Priming, Inadvertent Ice Protection System, 12-10-00.
8 Perform 50 Hour Inspection, above. Check for leaks while pump is running.
9 Replace and secure wing access plate.

W.S.106.19 W.S.117.50 AS&T 12751-09

STRAINER
FLUID TANK

FLUID
TANK
NIPPLE
CLAMP
OUTLET
A A FITTING

LOOKING FWD VIEW A - A

TKS Fluid Tank Strainer Installation

Figure 10

4D3 30-10-00 Sep

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(5) Fluid Quantity Sender (See Figures 9 and 11.)

Fluid quantity is measured by a sender in the fluid tank (see above) which transmits an
electrical signal to the fluid quantity indicator (see Figure 11).
(a) Testing / Calibration
The fluid quantity sender can be bench tested and calibrated as follows:
1 Remove sender from airplane per removal, below.
2 Connect the sender to a 28 Vdc regulated power supply and a voltmeter as shown in
Figure 11.
3 Apply power to the sender and verify that the voltmeter shows zero Vdc for EMPTY.
Turn power OFF.
4 Submerge the sender in TKS-approved deicing fluid in a container sufficiently deep
to cover the full length of the sender as if it were installed in the fluid tank. See
Figure 11.
5 Apply power to the sender and verify that the voltmeter shows five (5) Vdc for FULL.
If not, adjust the gain potentiometer on the top of the sender until the voltmeter
shows five (5) Vdc.
6 Turn power OFF. Calibration is complete.
(b) Removal
1 Drain TKS system. See Draining, Deicing Fluid Tank, Inadvertent Ice Protection
System, 12-10-00.
2 Remove wing access plate aft of tank and inboard W. S. 117.50.
3 Disconnect and cap the deice fluid tubing from the tank vent.
4 Disconnect fluid quantity sender electrical harness.
5 Loosen and remove two (2) nuts and washers securing fluid quantity sender
mounting bracket to studs on hat section. (See Figure 9, View C.)
6 Collapsing fluid tank bladder, gain access to the top of the fluid quantity sender.
NOTE: This may be more easily accomplished if the fluid tank filler throat is first
disconnected / removed as described under Fluid Tank - Removal, above.

(Female)
FLUID QUANTITY
C5 Power
SENDER
28 Vdc
REGULATED Signal
POWER Ground FLUID LEVEL
SUPPLY
(FULL = COVERS THE
ENTIRE LENGTH OF
THE SENDER)
EMPTY = 0
FULL = 5 TKS
CONTAINER
DEICE
FLUID
Vdc

TKS Fluid Quantity Sender Calibration

Figure 11

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PA-32R-301/301T, SARATOGA II HP/TC
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7 Loosen and remove five (5) bolts securing fluid quantity sender to mounting bracket
and tank bladder nutplate.
8 Remove sender and bracket.
(c) Installation
1 Collapse aft upper surface of tank bladder until fluid quantity sender opening is
accessible. Place sender through sender mounting bracket and into tank bladder
opening. Secure fluid quantity sender to mounting bracket and tank bladder nutplate
with five (5) bolts.
NOTE: If the fluid tank filler throat was previously disconnected / removed, reinstall
it now as described under Fluid Tank - Installation, above.
2 Raise tank bladder until sender mounting bracket engages studs on hat section.
Secure mounting bracket to studs with two (2) nuts and washers. (See Figure 9,
View C.)
3 Uncap and connect the deice fluid tubing to the tank vent.
4 Connect fluid quantity sender electrical harness.
5 Refill TKS system. See Filling, Deicing Fluid Tank, Inadvertent Ice Protection System,
12-10-00.
6 Prime pump. See Pump Priming, Inadvertent Ice Protection System, 12-10-00.
7 Perform 50 Hour Inspection, above. Check for leaks while pump is running.
8 Replace and secure wing access plate.
(6) Fluid Quantity Indicator
Fluid quantity is measured by a sender (see above) in the fluid tank (see above) which
transmits an electrical signal to the lighted fluid quantity indicator. The fluid quantity indicator is
an analog gauge. This display dims for night operation.
Removal and Installation
See Removal and Installation, Face-Mounted Instruments, 39-10-00.

4D5 30-10-00 Sep

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(7) Filter (See Figure 12.)

The deicing fluid passes through a microfilter (located under the forward baggage
compartment floor - left side, or in later airplanes, in the right wing root) prior to distribution to
the porous panels and propeller. The filter assures all contaminants are removed from the fluid
and prevents panel blockage.
(a) Removal
1 Drain TKS system. See Draining, Deicing Fluid Tank, Inadvertent Ice Protection
System, 12-10-00.
2 Remove the forward baggage compartment floor and the access panel on the left
side of the nose, or in later airplanes, the right wing access panels.
3 Disconnect and cap the deice fluid tubing from the filter inlet and outlet.
4 Remove four (4) nuts and washers and remove filter.
(b) Installation
1 Place filter into position, sliding its mounting lugs over the four (4) studs.
2 Secure with four (4) nuts and washers.
3 Uncap and connect the deice fluid tubing to the filter inlet and outlet.
4 Refill TKS system. See Filling, Deicing Fluid Tank, Inadvertent Ice Protection System,
12-10-00.
5 Prime pump. See Pump Priming, Inadvertent Ice Protection System, 12-10-00.
6 Perform 50 Hour Inspection, above. Check for leaks while pump is running.
7 Replace and secure either the forward baggage compartment floor and the access
panel on the left side of the nose, or in later airplanes, the right wing access panels.

AS&T 12751-06
STUD, WASHER, AND NUT
(4 PLACES)

BAGGAGE
DOOR

FILTER

Effectivity TKS System Filter Installation

Early Figure 12

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PA-32R-301/301T, SARATOGA II HP/TC
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(8) Proportioning Units

The proportioning units divide the flow into the volumetric requirements of each panel or
device supplied through the unit. Four units are installed: one in each wing, one in the tail, and
one under the forward baggage compartment floor. See Figure 13 for specific locations.
(a) Testing
The following test provides a simple flow / no-flow check and can be used when a
blockage is suspected.
1 Gain access to the specific unit.
2 For wing or stabilator, consult Chart 4 and Figure 14 to determine which port feeds
the suspect area of the panel in question.
3 Disconnect the installed feed line from the outlet port feeding the suspect panel area.
NOTE: If desired, a length of nylon tubing with the appropriate coupling can be
fashioned and installed to route fluid to a collection jar.
4 Turn ON the master switch and the set the TKS switch to NORM. Observe (or have
an assistant observe) the suspect port (or tubing routed to a collection jar from the
suspect port). If fluid flow is observed from the outlet port, the proportioning unit is
OK. If no flow observed, replace proportioning unit.
5 Turn OFF TKS switch and turn OFF master switch.
6 If used, disconnect the nylon test tubing from the suspect port. Remove it and the
collection jar.
7 Reconnect the nylon feed line from the porous panel or propeller to the outlet port
just tested. Clean up any split fluid.
8 Replace and secure any access plates or panels previously removed.

CHART 4
PROPORTIONING UNIT FLOW RATES
(with Wing Landing Light)
Unit Port Panel No./Feed Location Panel No./Feed Location Flow Rate (Ml/Min.)
Left Wing 1 680-876 / Center 680-880 / Inboard 7.96
2 680-876 / Outboard 680-880 / Outboard 6.61
3 690-929 690-929 1.00
4 680-876 / Inboard 680-879 7.96
5 680-875 680-875 13.76
6&7 Blank Blank
Right Wing 1 680-877 680-877 13.76
2 Blank Blank
3 690-929 690-929 1.00
4 680-878 / Inboard 680-882 11.26
5 680-878 / Outboard 680-881 11.26
6&7 Blank Blank
Tail 1 Blank
2 680-884 16.92
3 680-883 16.92
Propeller — — — 30.61

4D7 30-10-00 Sep

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AS&T 12751-22

PROPORTIONING UNIT PROPORTIONING UNIT

FWD
FWD
W.S. 140.090 RE
R AR
S PA SP
AR AR
RE
PORT 1

PORT 1

BOLT, WASHER, AND SPACER BOLT, WASHER, AND SPACER

(2 PLACES) (2 PLACES)
RIGHT WING LEFT WING

SCREW,
LOCK WASHER, PORT 2
AND WASHER
(2 PLACES)

PORT 3
PROPORTIONING UNIT

AS&T 12751-23
LEFT
BULKHEAD (F.S. 187.837)
FWD

FILTER

FUEL LINE
BAGGAGE
DOOR
PROPORTIONING UNIT

FLOW

AS&T 12751-19
FIREWALL

Effectivity TKS Proportioning Unit Installation

Early Figure 13

PAGE 24
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PA-32R-301/301T, SARATOGA II HP/TC
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(b) Removal
1 Wing unit
The wing units are outboard the rib at W. S. 140.090 and just forward of the rear spar.
Access is via the adjacent access plates on the underside of the wing.
a Drain TKS system. See Draining, Deicing Fluid Tank, Inadvertent Ice Protection
System, 12-10-00.
b Remove wing access plates inboard and outboard of W. S. 140.090.
c Via the outboard access: disconnect four (4) (right wing) or five (5) (left wing)
nylon feed tubes from the outlet ports.
NOTE: Refer to Figure 13 to identify outlet Port 1 and label each feed tube with
its corresponding port number as it is disconnected. Outlet ports are
numbered clockwise from Port 1.
d Via the inboard access: disconnect the nylon supply tubing from the inlet port.
e Via the outboard access: loosen and remove two (2) bolts, washers, and
spacers.
f Remove proportioning unit.
2 Tail unit
The tail unit is aft of the cabin rear closeout panel (i.e. - aft of the bulkhead at F. S.
187.837).
a Drain TKS system. See Draining, Deicing Fluid Tank, Inadvertent Ice Protection
System, 12-10-00.
b Remove cabin rear closeout panel.
c Disconnect two (2) nylon feed tubes from the outlet ports.
NOTE: Refer to Figure 13 to identify the outlet ports and label each feed tube
with its corresponding port number as it is disconnected.
d Disconnect the nylon supply tubing from the inlet port.
e Loosen and remove two (2) screws, lockwashers, and washers.
f Remove proportioning unit.
3 Propeller unit
The propeller unit is clamped to a fuel line aft of the firewall and under the forward
baggage compartment floor. It is on the left side adjacent to the TKS system filter.
(See Figure 13.)
a Drain TKS system. See Draining, Deicing Fluid Tank, Inadvertent Ice Protection
System, 12-10-00.
b Remove forward baggage compartment floor.
c Disconnect nylon feed tubing from the outlet port.
d Disconnect the nylon supply tubing from the inlet port.
e Loosen and remove bolt, washer, and nut from clamp.
f Remove proportioning unit.

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PA-32R-301/301T, SARATOGA II HP/TC
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(c) Installation
1 Wing unit
The wing units are outboard the rib at W. S. 140.090 and just forward of the rear spar.
Access is via the adjacent access plates on the underside of the wing.
a Place proportioning unit in position and secure with two (2) bolts, washers, and
spacers.
b Via the inboard access: connect the nylon supply tubing to the inlet port.
c Via the outboard access: connect four (4) (right wing) or five (5) (left wing) nylon
feed tubes to the appropriate outlet ports as marked on each tube during
removal.
d Refill TKS system. See Filling, Deicing Fluid Tank, Inadvertent Ice Protection
System, 12-10-00.
e Prime pump. See Pump Priming, Inadvertent Ice Protection System, 12-10-00.
f Perform 50 Hour Inspection, above. Check for leaks while pump is running.
g Reinstall wing access plates inboard and outboard of W. S. 140.090.
2 Tail unit
The tail unit is aft of the cabin rear closeout panel (i.e. - aft of the bulkhead at F. S.
187.837).
a Place propor tioning unit in position and secure with two (2) screws,
lockwashers, and washers.
b Connect the nylon supply tubing to the inlet port.
c Connect the two (2) nylon feed tubes to the appropriate outlet ports as marked
on each tube during removal.
d Refill TKS system. See Filling, Deicing Fluid Tank, Inadvertent Ice Protection
System, 12-10-00.
e Prime pump. See Pump Priming, Inadvertent Ice Protection System, 12-10-00.
f Perform 50 Hour Inspection, above. Check for leaks while pump is running.
g Replace and secure cabin rear closeout panel.
3 Propeller unit
The propeller unit is clamped to a fuel line aft of the firewall and under the forward
baggage compartment floor. It is on the left side adjacent to the TKS system filter.
(See Figure 13.)
a Place proportioning unit in position at clamp.
b Secure with bolt, washer, and nut.
c Connect the nylon supply tubing to the inlet port.
d Connect nylon feed tubing to the outlet port.
e Refill TKS system. See Filling, Deicing Fluid Tank, Inadvertent Ice Protection
System, 12-10-00.
f Prime pump. See Pump Priming, Inadvertent Ice Protection System, 12-10-00.
g Perform 50 Hour Inspection, above. Check for leaks while pump is running.
h Reinstall forward baggage compartment floor.

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PA-32R-301/301T, SARATOGA II HP/TC
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1 2 Left Wing Right Wing 2 1

4
Landing Light Option Landing Light Option
680-880 680-881
680-879 680-882
13
2 1 1 2
1 1
680-875
5 680-877
680-876 14 680-878

5 5

1. POROUS PANEL 10
2. STALL STRIP (P/N 690-929)
3. PROPELLER BOOT 9
4. PROPELLER SLINGER 7
5. PROPORTIONING UNIT 12
6. SYSTEM FILTER
7. FLUID PUMP 15 11
8. SYSTEM DRAIN
9. FLUID TANK
10. FLUID QUANTITY SENDER 8
11. STRAINER 5 FLUID LINES
12. FLUID TANK VENT 3/16 IN. Stainless Steel
13. FLEXIBLE HOSE 3/16 IN. O.D. Nylon
14. TEST PORT 5/16 IN. O.D. Nylon
15. CHECK VALVE 1 1 1/2 IN. O.D. Nylon
680-883 680-884
Note: Part numbers shown are reference only.
AS&T-12751-02
See Parts Catalog before ordering.

TKS Fluid Schematic

Figure 14

4D11 30-10-00 Sep

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(9) Tubing
A system of nylon and stainless steel tubing distributes the deice fluid from the fluid tank to
proportioning units (supply tubing). And from the proportioning units to the porous panels and
propeller blades (feed tubing). See Figure 14.
(a) Troubleshooting
See Chart 5.
(b) Inspection
See Inspection, Nylon Tubing Couplings, 20-00-00.
(c) Removal and Installation
See Nylon Tubing Couplings, 20-00-00.
G. Electrical
See Figure 15.

CHART 5
TROUBLESHOOTING TKS TUBING
Trouble Cause Remedy
Loose olive. Insufficient clenching Apply additional
torque applied. tightening action.
Clenching tool or Renew clenching tool
coupling body warn. or coupling body and
reclench olive.
Distorted olive. Overtightening during Discard tubing with
clenching operation. distorted olives,
remake joints with
new components using
less torque.
Leakage from Sealing damaged, Reassemble joint as
coupling joint. omitted or incorrectly detailed in 20-00-00.
fitted.
Olive loose, damaged Renew olive and tubing
or incorrectly fitted. as necessary.
Coupling body worn or Renew coupling body
damaged. as necessary.
Coupling nut loose. Tighten coupling nut
as detailed in 20-00-00.

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Light Control Power

Connectors
Inverter
1 2 3 4 5 3 1
6 4
6 7 8 9 9 7

FLUID
QUANTITY C1 C2 C3, C4, C5
INDICATOR

C1 (Male) (Female)
9 8 7 6 5 3 1 C5 Power

Signal

Ground

(Male)
C4 (Female) FLUID
3 QUANTITY
2 SENDER
1

(Female) 3
1 2 3 5 7 9 2
1
C2
(Male) (Female) (Male)
A4 C3
HI GND

0V
(MAX) LO
A7 METERING PUMP
1 Amp CB A3
6
5 A2
A6 4

28 VDC 1 A1 TKS
CONTROL
2 MAX
5 Amp CB SWITCH FRONT
3 OFF
(SHOWN OFF)
(NORM) TKS
NORM
A5
F

FLUID 1/2
QTY
E
Electrical Load Schedule
Current - Ampere Power Watts
Component Type of Load FLUID
Normal Starting (Nominal)
Operating Peak QUANTITY
BACK
D.C. Motor INDICATOR
Metering 42
MAX 1.5 12 approx
Pump 36
NORM 1.3 12 approx
Fluid Quantity 1 2 3 4 5

Indicator Resistive 0.1 - 2.8

6 7 8 9

Fluid Qty Indicator

Lamp .01 - .28
E.L. Light
C1
AS&T 12751-03

TKS Electrical Schematic

Figure 15

4D13 30-10-00 Sep

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PITOT AND STATIC

The heated pitot-static mast installed in these airplanes is controlled by a single switch in the center of the
instrument panel.
The system is quite simple in that it comprises only a heated pitot-static head, an ON-OFF switch, and a
circuit breaker to protect the circuit. The pitot-static head is installed on the left wing.

Effectivity
Pitot Static System Installation HP S/N’s 3246018 & up
Figure 1 (Sheet 1 of 3) TC S/N’s 3257001 & up

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RIVETS (10 PLCS)

MAST ASSY

COVER

PRESSURE SEE FIGURE 91-3 FOR WIRING DETAIL

SCREW
AND
LOCKWASHER (4 PLCS)

PITOT TUBE

DETAIL - 5
Effectivity
HP S/N's 3246018 & up Pitot Static System Installation
TC S/N’s 3257001 & up Figure 1 (Sheet 2 of 3)

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Effectivity
Pitot Static System Installation HP S/N’s 3246001 thru
Figure 1 (Sheet 3 of 3) 3246017 only

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WINDOWS AND WINDSHIELD

Heated Windshield Panel

A. Description
The heated windshield panel is a rectangular glass panel containing electrically heated wires
imbedded in the glass which is mounted in a metal frame. The assembly is mounted on the exterior
side of the pilot’s windshield and is hinged at its base to facilitate windshield cleaning. The heated
panel is operated by a single pole, single throw rocker type switch located among the deice
switches installed directly in the instrument panel above the throttle quadrant. It is protected by the
WSHLD HEAT circuit breaker installed in the circuit breaker panel.
B. Removal and Installation
(1) Disconnect the electrical connector located next to the heated panel on the exterior side of the
windshield, by removing the two screws and pulling the plug out of the receptacle.
(2) Remove the two screws that attach the panel assembly to the windshield collar. Remove the
panel from the airplane.
(3) If the airplane is to be flown with the heated panel removed, rotate the receptacle plate 180°
and replace it to cover the holes in the fuselage skin. Also replace the windshield collar screws.
(4) Installation of the heated windshield panel is accomplished in the reverse order of removal.

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Windshield Heat
Figure 1

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PROPELLER

Inadvertent Ice Protection System (TKS) (Optional)

WARNING: INTENTIONAL FLIGHT INTO KNOWN ICING IS PROHIBITED. NO DETERMINATION HAS
BEEN MADE AS TO THE CAPABILITY OF THIS SYSTEM TO REMOVE OR PREVENT
ICE ACCUMULATION.
The optional Inadvertent Ice Protection System (TKS) is a “weeping wings” system which pumps a
glycol-based deicing fluid out the wing and stabilator leading edges and along the propeller blades to
reduce ice formation and adherence. This is intended to allow a pilot inadvertently encountering icing
conditions additional time to find non-icing conditions safely.
A. Description
(1) General
The TKS system consists of laser-drilled titanium porous panels attached to the leading edges
of the wings and stabilator. Grooved rubber boots are attached to the inner leading edge of
each propeller blade. Nylon and stainless steel tubing feed these panels and boots from a
deice fluid tank mounted in the right wing. A two-speed pump and four proportioning units
meter the fluid flow. A micro-filter ensures contaminants are removed from the deice fluid and
not allowed to clog the porous panels. A deice fluid quantity indicator and a control switch are
mounted in the instrument panel.
See 30-10-00 for details of the fluid storage and distribution system.
(B) Propeller
The feed to the propeller consists of nylon tubing from the system filter to the proportioning unit
and then to the firewall. A flexible hose runs from the firewall to the rear engine baffle and
stainless steel tubing is used from the rear engine baffle to the front of the engine. There a
nozzle is fitted to direct fluid into the slinger ring which is attached to the spinner backplate.
The slinger ring has three outlets which feed fluid through a tube to the root of each propeller
blade. Grooved rubber boots attached to the inner leading of each propeller blade aid the even
distribution of deicing fluid over the propeller blades.
B. Troubleshooting
See Chart 1, 30-10-00.

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C. Components
(1) Slinger Ring (See Figure 1.)
The slinger ring is mounted on the aft side of the spinner bulkhead. Deice fluid is caught in the
inner lip of the slinger ring and routed through the slinger ring and spinner bulkhead to a
stainless steel feed tube mounted at the root of each propeller blade via three hollow feed
bolts.
(a) Removal
1 Remove propeller per 61-10-00.
2 Loosen the propeller blade feed tube connector nut at each of the three slinger ring
feed bolts.
3 Cut safetywire at each of the three slinger ring feed bolts.
4 Remove three (3) feed bolts, bonded seals, O-rings, spacers, washers, and nuts; and
remove slinger ring.
(b) Installation
1 Install spinner bulkhead, if not already.
2 Assemble three (3) feed bolts, bonded seals, O-rings, and spacers on slinger ring
and position slinger ring on spinner bulkhead.
3 Secure feed bolts with washers and nuts; and tighten.
4 Safetywire feed bolt nuts to adjacent safetywire screws.
5 Connect each of the three (3) feed tube nuts to the corresponding slinger ring feed
bolt and tighten.
6 Install propeller per 61-10-00.
(2) Propeller Blade Feed Tubes (See Figure 1.)
A stainless steel feed tube mounted at the root of each propeller blade routes deice fluid from
the slinger ring feed bolt to the grooved rubber boot on the blade.
(a) Removal
1 Loosen the connector nut at the slinger ring feed bolt.
2 Loosen the propeller hub bolt securing the P-clip and slide the feed tube inboard until
the tube end clears the P-clip.
(b) Installation
1 Insert the outlet end of the feed tube into the inboard side of the P-clip and slide the
feed tube outboard until the inlet tube end aligns with the slinger ring feed bolt.
2 Connect the feed tube nut to the slinger ring feed bolt and tighten.
3 If not already, set the propeller fully in fine pitch.
4 Position the outlet end of the feed tube approximately .25 inch above the second
groove (from forward edge) of the propeller boot and tighten propeller hub bolt to
hold P-clip and feed tube in that position.

PAGE 2
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SAFETYWIRE SCREW, WASHER, & LOCKNUT

(3 PLACES)

SAFETYWIRE
SPINNER BULKHEAD

FEED TUBE
NUT SLINGER RING

FEED BOLT

A
FEED TUBE BONDED SEAL
NUT O-RING
WASHER SPACER
FEED TUBE
2ND GROOVE
PROP BOOT
P-CLIP
FEED TUBE
PROP HUB
BOLT
AFT FWD
VIEW A AS&T 12751-37
(ROTATED 90°) FEED TUBE / PROP BOOT ALIGNMENT

TKS Propeller Installation

Figure 1

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(3) Grooved Rubber Boots

Grooved rubber boots are attached to the inner leading of each propeller blade to aid the even
distribution of deicing fluid over the propeller blades.
(a) Removal
See Hartzell Manual No. 133C, Revision 17 or later.
(b) Installation
Trim and locate the new boot as shown in Figure 30-16. Install per Hartzell Manual No.
133C, Revision 17 or later.

AS&T 12751-33
12.5 IN.

TRIM BOOT TO 12.5 IN. LENGTH

WITH A 2.0 IN. RADIUS.
BOOT
C/L

R 2.0 IN.

1.5 IN.
HUB

BLADE

THIS DIMENSION MUST BE SYMMETRICAL ON BOTH SIDES OF THE

PROPELLER BLADE TO PLACE THE CENTER RIB OF THE RUBBER
BOOT DIRECTLY OVER THE LEADING EDGE OF THE PROPELLER.

TKS Propeller Boot Trimming and Alignment

Figure 2

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CHAPTER

31
INDICATING /
RECORDING
SYSTEMS
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CHAPTER 32

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

31-List of 1 Sep 30/06

Effective Pages 2 Sep 30/06

31-Table of Contents 1 Sep 30/06

2 Sep 30/06

31-50-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06
7 Sep 30/06
8 Sep 30/06
9 Sep 30/06
10 Sep 30/06
11 Sep 30/06
12 Sep 30/06
13 Sep 30/06
14 Sep 30/06

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CHAPTER 31- INDICATING / RECORDING SYSTEMS

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

CENTRAL WARNING SYSTEMS 31-50-00 1 4E13

Description and Operation 1 4E13
Troubleshooting 1 4E13
Annunciator Panel 7 4E17

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CENTRAL WARNING SYSTEMS

1. Description and Operation

A. Standard and Avidyne Entegra EFIS-equipped
The annunciator panel includes OIL PRESSURE, ALTERNATOR INOP, LOW BUS VOLTAGE,
VACUUM INOP, GEAR WARN (GEAR WARNING), FLAPS IN TRANSIT (FLAPS), STARTER
ENGAGE, BAGGAGE DOOR (BAGG DOOR ajar), PITOT HEAT OFF/INOP (except in HP S/N’s
3246001 thru 3246017 only), and AIR/COND DOOR OPEN (AIR/COND DOOR) (if installed)
indicator lights. Annunciator panel lights are provided only as a warning to the pilot that a system
may not be operating properly. The applicable system gauge should be checked and monitored to
determine when, or if, any action is required.
Circuit breakers are located on lower right instrument panel.
B. Garmin 1000 EFIS-equipped
Annunciation in airplanes equipped with Garmin 1000 EFIS is integrated into the PFD with the
exception of landing gear warning. See Chart 2 for an explanation of the Garmin 1000 annunciation
and alerts.
Landing gear warning is provided by a single red GEAR WARN annunciator light on the instrument
panel above the landing gear selector and the three landing gear green lights. It functions the same
as the standard and Avidyne EFIS-equipped GEAR WARN annunciator.
2. Troubleshooting
See Chart 1 for standard and Avidyne EFIS-equipped airplanes. See Chart 2 for Garmin 1000 EFIS-
equipped airplanes. When checking the lighting system, the master switch must be on in order for lights
to operate. Ensure that the appropriate circuit breaker is pushed ON.
NOTE: Press-to-Test switch tests only the operation of the annunciator light bulbs. It does not test
functioning of the warning circuit.

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CHART 1
TROUBLESHOOTING ANNUNCIATOR (Sheet 1 of 4)
Trouble Cause Remedy
All warning lights Defective/tripped Reset/replace 5 amp CB.
fail to operate circuit breaker.
No current from bus. Check all wire 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
extinguish after engine is replace switch if necessary.
running
OIL PRESSURE warning light Bulb burned out. Replace.
fails to operate.
No ground to sensor. Check all wire segments
and connections
Sensor activates at too low Replace.
a setting.
Defective sensor. Replace.
OIL PRESSURE warning light Sensor activates at too high Replace sensor.
fails to extinguish. a setting.
Sensor terminals bridged. Remove material between
terminals.
Defective sensor. Replace sensor.
VACUUM INOP warning light Bulb burned out. Replace bulb.
fails to operate.
No ground to sensor. Check all wire segments
and connections.
Sensor activates at too low a Replace sensor.
setting.
Defective sensor. Replace sensor.
VACUUM INOP warning light Sensor activates at too high a Replace sensor.
fails to extinguish. setting.
Sensor terminals bridged. Remove material between
terminals.
Defective sensor. Replace sensor.
ALTERNATOR INOP warning Bulb burned out. Replace bulb.
light fails to operate.
No current from bus Check all wire segments
to resistor. and connections.
Defective Alt out switch. Replace switch.

PAGE 2
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CHART 1
TROUBLESHOOTING ANNUNCIATOR (Sheet 2 of 4)
Trouble Cause Remedy
ALTERNATOR INOP warning Blown fuse. Replace 1/4 amp fuse near
light fails to extinguish. the alternator.
No current from the fuse to Check all wire segments
the Alternator out switch. and connections.
Test switch fails to activate Bad switch or connections. Check wires and replace
warning lights switch if necessary
ALTERNATOR INOP warning Diode heat sink shorted Replace teflon insulating
light fails to extinguish, ammeter to airframe. washers. Do not tighten
reads full output. screws excessively.
GEAR WARN fails to light. Nose gear down limit Replace nose gear down
switch fails to open. limit switch.
One of the main gear down Replace appropriate main
limit switches fails to open. gear down limit switch.
Wire broken between a gear
down lock switch and gear Locate break. Fix or
warn light annunciator. replace wire.
GEAR WARN fails to light Faulty landing gear warning Replace switch.
when power is reduced to (throttle) switch.
approx. 14 inches Hg.
GEAR WARN fails to go out. Nose gear up limit switch fails Replace nose gear up limit
to close. switch.
One of the main gear up limit Replace appropriate main
switches fails to close. gear down limit switch.
GEAR WARN fails to light Faulty bulb Replace bulb.
when Press-To-Test button is
pushed. Faulty squat switch Replace squat switch.
BAGGAGE DOOR light Bulb burned out. Replace bulb.
fails to operate.
No ground to switch. Check all wire segments
and connections.
Defective switch. Replace switch.
BAGGAGE DOOR light Switch terminals bridged. Remove material between
fails to extinguish. terminals.
Defective switch. Replace switch.
LOW BUS VOLTAGE light Bulb burned out. Replace bulb.
fails to operate.
No ground to monitor. Check wiring to monitor.
Sensor activates at too low
a setting. Replace sensor.
Defective sensor. Replace sensor.

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CHART 1
TROUBLESHOOTING ANNUNCIATOR (Sheet 3 of 4)
Trouble Cause Remedy
LOW BUS VOLTAGE light 1A fuse open. Replace fuse.
fails to extinguish.
Sensor activates at too high
a setting. Replace sensor.
Defective sensor. Replace sensor.
AIR/COND DOOR OPEN light Bulb burned out. Replace bulb.
fails to operate.
No current to sensor. Check all wire segments
and connections.
Sensor activates at too low
a setting. Replace sensor.
Defective sensor. Replace sensor.
AIR/COND DOOR OPEN light Sensor terminals bridged. Remove material between
fails to extinguish. terminals.
Sensor activates at too high
a setting. Replace sensor.
Defective sensor. Replace sensor.
STARTER ENGAGE light Bulb burned out. Replace bulb.
fails to operate.
5A fuse open. Replace fuse.
Sensor activates at too low
a setting. Replace sensor.
Defective sensor. Replace sensor.
STARTER ENGAGE light Starter contactor terminal Replace contactor.
fails to extinguish. shorted.
Defective annunciator. Replace annunciator.
FLAPS IN TRANSIT light Bulb burned out. Replace bulb.
fails to operate.
No current to sensor. Check all wire segments
and connections.
Sensor activates at too low
a setting. Replace sensor.
Defective sensor. Replace sensor.
FLAPS IN TRANSIT light Sensor terminals bridged. Remove material between
fails to extinguish. terminals.
Sensor activates at too high
a setting. Replace sensor.
Defective sensor. Replace sensor.

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CHART 1
TROUBLESHOOTING ANNUNCIATOR (Sheet 4 of 4)
Trouble Cause Remedy
PITOT HEAT OFF/INOP light Bulb burned out. Replace bulb.
fails to operate.
No current to sensor. Check all wire segments
and connections.
Defective sensor. Replace sensor.
PITOT HEAT OFF/INOP light Heat switch fails to open. Replace switch.
fails to extinguish.
Sensor activates at too high
a setting. Replace sensor.
Defective sensor. Replace sensor.

3. Annunciator Panel - Standard and Avidyne Entegra EFIS-equipped only (See Figure 1.)
The annunciator panel is a small cluster of lights which warn of malfunctions in various circuits or
systems. A malfunction is identified by illumination of an individual warning light. There are seven to ten
warning lights (depending on installed options). Power is supplied from bus bar through a 5 amp ANNUN
PANEL circuit breaker. The annunciator lights function as follows:
AIR/COND - AIR COND. DOOR ( optional ) Illuminates when air conditioner door is not properly
closed.
ALTERNATOR INOP On 14-volt systems ( HP S/N's 3246001 thru 3246017
only ) the warning light is illuminated by current flowing
from bus bar to alternator circuit. This condition exists
when alternator is not operating properly and output is
zero. During normal operation, alternator warning circuit
is also supplied with power from top diode terminal.
This current flows through a 5 amp fuse, located above
diode heat sink, to resistor and diode creating a no-flow
condition which does not allow warning light to light.
On 28-volt systems ( HP S/N's 3246018 & up and TC
S/N’s 3257001 & up ) the warning light comes from the
alternator winding through a fuse to an alternator out
switch which controls the annunciator light.
BAGGAGE DOOR / BAGG DOOR AJAR Illuminates when baggage door is not properly closed
FLAPS IN TRANSIT / FLAPS Illuminates whenever a new flap position is selected
and remains on while the flaps are moving.

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GEAR WARN Illuminates whenever:

A. Power is reduced below approximately 14 inches
of manifold pressure with the landing gear up.
B. Gear selector switch is in UP position while
airplane is on ground with weight on wheels
C. Flaps are extended beyond approach position
(10°) and landing gear is retracted.
LOW BUS VOLTAGE Illuminates to indicate low voltage supply to the bus.
OIL PRESSURE Illuminates when oil pressure is below 35 psi. The
warning light is controlled by an oil pressure switch in
oil line, located at bulkhead.
PITOT HEAT OFF/INOP (S/N’s in Figure 1) Illuminates when pitot heat fails or is selected off.
STARTER ENGAGE Illuminates to indicate when the starter is engaged.
STBY ALTR ON (S/N’s in Figure 1) If the primary alternator fails in flight, the standby
regulator will sense the drop in system voltage and
automatically activate the standby alternator. If the
current requirement is over 20 amps when the standby
alternator is activated, the STBY ALT ON annunciator
light will flash. Reducing the current usage to 20 amps
or less will cause the annunciator light to cease flashing
and light steadily.
VACUUM INOP Illuminates when differential pressure is below 3.5 in.
hg. The warning light is controlled by a vacuum sensor
switch located at bulkhead and is attached to vacuum
regulator.
The press-to-test button is used to check operation of lights when engine is running. Lights will work
when engine is not running with master switch turned on.

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85316 P

HP S/N’s 3246236 & UP; TC S/N’s 3257410 & UP.

OIL ALTERNATOR LOW BUS GEAR FLAPS STARTER BAGGAGE

PRESSURE INOP VOLTAGE WARN IN TRANSIT ENGAGE DOOR

PITOT HEAT AIR / COND STBY ALTR

OFF / INOP ON

HP S/N’s 3246218 & UP; TC S/N’s 3257339 & UP.

OIL ALTERNATOR LOW BUS GEAR FLAPS STARTER BAGGAGE

PRESSURE INOP VOLTAGE WARN IN TRANSIT ENGAGE DOOR

PITOT HEAT AIR / COND

OFF / INOP

HP S/N’s 3246088 THRU 3246217 ONLY; TC S/N’s 3257001 THRU 3257338 ONLY.

OIL ALTERNATOR LOW BUS VACUUM GEAR FLAPS STARTER BAGGAGE

PRESSURE INOP VOLTAGE INOP WARN IN TRANSIT ENGAGE DOOR

PITOT HEAT
AIR / COND
OFF / INOP

HP S/N’s 3246018 THRU 3246087 ONLY. HP S/N’s 3246001 THRU 3246017 ONLY.

ALTERNATOR OIL ALTERNATOR OIL

FLAPS FLAPS
INOP PRESSURE INOP PRESSURE

GEAR VACUUM BAGG DOOR PITOT HEAT GEAR VACUUM BAGG DOOR
WARN INOP AJAR OFF / INOP WARN INOP AJAR

STARTER AIR COND. LOW BUS STARTER AIR COND. LOW BUS
ENGAGE DOOR VOLTAGE ENGAGE DOOR VOLTAGE

* OPTIONAL
*

* INDICATES OPTIONAL LIGHT POSITIONS.

POSITIONS NOT USED ARE REPLACED WITH GREEN CAP WITH BLACK BAR.

Annunciator Panel
Figure 1

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CHART 2 (Sheet 1 of 6)
TROUBLESHOOTING GARMIN 1000 ANNUNCIATION
Annunciation Window (Color) Alert Message Solution
ALTNTR INOP (Red) No output from alternator. Ensure that ALTNR FIELD
circuit breaker is closed and
engine is running.
Ensure that the
ALTERNATOR SWITCH is
ON.
Ensure that the EMER
BATT SWITCH is OFF.
Check the fuse between the
alternator and the ALT OUT
SWITCH.
Check wiring between
ALT OUT SWITCH and the
GEA 71.
Troubleshoot alternator and
aircraft electrical system per
24-30-00.
STARTER ENGD (Red) Starter is engaged. Start engine and turn
engine off to see if the
annunciation extinguishes.
Check the fuse between the
starter contactor and the
GEA 71.
Check wiring between the
starter contactor and the
GEA 71.
Troubleshoot starter system
per 81-10-00.
ESS BUS LOW (Red) Essential bus voltage is Start engine to engage
less than 24.5V. alternator.
Ensure that ALTNR FIELD
circuit breaker is closed.
Check for ALTNTR INOP
annunciation.
Check ALT LOAD gauge to
verify that alternator is
outputting current.
Replace voltage regulator.

PAGE 8
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MAINTENANCE MANUAL

CHART 2 (Sheet 2 of 6)
TROUBLESHOOTING GARMIN 1000 ANNUNCIATION
Annunciation Window Alert Message Solution
EMER BATT LOW (Red) Emergency battery voltage is Ensure that the emergency
less than 24V. battery is fully charged
(refer to Concorde Owner /
or Operator manual).
Emergency battery state of Ensure that EMER BAT
charge is less than 75%. circuit breaker is closed.
Plug in Ground Power Unit
or start engine to engage
alternator.
Ensure that ALTNR FIELD
circuit breaker is closed.
Check for ALTNTR INOP
annunciation.
Check ALT LOAD gauge to
verify that alternator is
outputting current.
Ensure that the EMER
BATT switch is in the ‘Off’
position.
If the EMER BAT voltage is
shown as zero, check the
EMER BAT VOLT fuse.
Check the wiring between
the emergency battery and
the GEA 71.
Check wiring between the
emergency battery and the
GEA 71.
NO STBY ALT (Red) No output from standby Ensure that the STBY
alternator. ALTNR circuit breaker is
closed.
Ensure that the STBY ALTR
SWITCH is ON.
Check the fuses connecting
the standby alternator shunt
to the GEA.
Check wiring between the
standby alternator shunt
and the GEA.
Check wiring between the
standby alternator and the
Essential Bus.

4E21 31-50-00 SepPAGE 9

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MAINTENANCE MANUAL

CHART 2 (Sheet 3 of 6)
TROUBLESHOOTING GARMIN 1000 ANNUNCIATION
Annunciation Window Alert Message Solution
NO STBY ALT (Red) (cont.) No output from standby Troubleshoot the voltage
alternator. (cont.) regulator and standby
alternator per 24-30-00.
OIL PRES LOW (Red) Oil pressure is below 25 psi. Check aircraft oil level.
Sometimes caused by high
temperatures and low
engine RPM. Raise engine
RPM above idle to see if oil
pressure increases.
Troubleshoot oil pressure
sensor for proper operation.
See also 79-30-00.
If oil pressure sensor is OK,
troubleshoot engine oil
system.
OIL PRES HI (Red) Oil pressure is above 115 psi. Check to see if the oil
pressure drops as the
engine oil warms up.
Troubleshoot oil pressure
sensor for proper operation.
If the oil pressure remains
high, troubleshoot engine
oil system.
BAGGAGE DOOR (Yellow) Baggage door is open. Close baggage door.
If annunciation does not
extinguish, check door
switch for proper operation.
Check wiring between
baggage door switch and
GEA 71.
AIR COND DR (Yellow) Air conditioning door is open. Ensure that the A/C-AIR
BLOWER circuit breaker is
closed.
Ensure that the EMER
BATT switch is in the ‘Off’
position.
Close air conditioning door.
If annunciation does not
extinguish, check door
switches for proper operation.
Check wiring between the
switches and the GEA 71.

PAGE 10
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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 2 (Sheet 4 of 6)
TROUBLESHOOTING GARMIN 1000 ANNUNCIATION
Annunciation Window Alert Message Solution
EMER BAT NC (Yellow) The emergency battery is not Plug in Ground Power Unit
charging. or start engine to engage
alternator. The voltage of
the GPU or the alternator
needs to be at least 27 V.
Check to see that EMER
BAT circuit breaker is
closed.
Ensure that ALTNR FIELD
circuit breaker is closed.
Check for ALTNTR INOP
annunciation.
Check ALT LOAD gauge to
verify that alternator is
outputting current.
Check to see that the
EMER BATT switch is in the
‘Off’ position.
Check wiring between the
circuit breaker panel and
the emergency battery.
PITOT FAIL (Yellow) Pitot heat is inoperative. Ensure that PITOT HEAT
circuit breaker is closed.
Cycle pitot heat switch to
see if the annunciation
extinguishes.
Check both of the discrete
inputs to the GEA 71 and
the associated wiring.
Troubleshoot pitot heat
system.
PITOT OFF (Yellow) Pitot heat is off. Turn on pitot heat.
Ensure that PITOT HEAT
circuit breaker is closed.
Carefully feel the pitot tube
to see if it is warm.
Check both of the discrete
inputs to the GEA 71 and
the associated wiring.
Troubleshoot pitot heat
system.

4E23 31-50-00 Sep

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 2 (Sheet 5 of 6)
TROUBLESHOOTING GARMIN 1000 ANNUNCIATION
Annunciation Window Alert Message Solution
FLAPS (Yellow) Flap position and flap setting Ensure that the FLAP
do not agree. MOTOR circuit breaker is
closed.
Move flaps.
Check the wiring between
the flap relays and
the GEA 71.
Troubleshoot flap system.
SHED LOAD (Yellow) Shed electrical load. The SHED LOAD
annunciation is only active
when the main alternator is
offline, causing the standby
alternator to supply more
than 20 amps.
Troubleshoot the loss of the
main alternator per the
instructions for the ALTNTR
INOP warning, above.
Shed non-essential loads
by turning OFF switches or
opening circuit breakers.
NOTE: The SHED LOAD annunciation begins as a white advisory message, see below, then after
five (5) minutes it transitions to a CAUTION alert.
None DISPLAY FAN – The cooling fan This advisory applies to
for the display is inoperative. both the PFD and MFD fan.
Ensure that the AVIONICS
COOLING circuit breaker is
closed.
Check cooling fan wiring.
Replace cooling fan.
None AVIONICS FAN – The cooling fan Ensure that the AVIONICS
for the remote avionics is inop. COOLING circuit breaker is
closed.
Check cooling fan wiring.
Replace cooling fan.

PAGE 12
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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 2 (Sheet 6 of 6)
TROUBLESHOOTING GARMIN 1000 ANNUNCIATION
Annunciation Window Alert Message Solution
None STBY ALT ON - Standby Normal when main
alternator is ON. alternator is offline. If this
message is present at other
times, check the voltage
regulator setting for the
main alternator and the
standby alternator. The
standby alternator voltage
should be set to 27.0 VDC.
None SHED LOAD - Shed electrical load. The SHED LOAD
annunciation is only active
when the main alternator is
offline, causing the standby
alternator to supply more
than 20 amps.
Troubleshoot the loss of the
main alternator per the
instructions for the ALTNTR
INOP warning, above.
Shed non-essential loads
by turning OFF switches or
opening circuit breakers.
NOTE: The SHED LOAD annunciation begins as a white advisory message, then after 5 minutes it
transitions to a CAUTION alert.
None Air COND DR - Air conditioning Normal when the air
conditioning door is open.
Ensure that the A/C-AIR
BLOWER circuit breaker is
closed.
If annunciation does not
extinguish when the door is
closed, check the K3 logic
relay for proper operation.
Measure the voltage at pin
66 of P701. 28 VDC should
be present when the air
conditioning door is open,
and zero volts (open)
should be measured at the
pin when the air
conditioning door is closed.

4F1 31-50-00 Sep

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MAINTENANCE MANUAL

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER

32
LANDING GEAR

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CHAPTER 32

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

32-List of 1 Sep 30/06 32-20-00 (cont.) 10 Sep 30/06

Effective Pages 2 Sep 30/06 11 Sep 30/06
12 Sep 30/06
32-Table of Contents 1 Sep 30/06 13 Sep 30/06
2 Sep 30/06 14 Sep 30/06
15 Sep 30/06
32-00-00 1 Sep 30/06 16 Sep 30/06
2 Sep 30/06 17 Sep 30/06
3 Sep 30/06 17 Sep 30/06
4 Sep 30/06 19 Sep 30/06
5 Sep 30/06 20 Sep 30/06
6 Sep 30/06
7 Sep 30/06 32-30-00 1 Sep 30/06
8 Sep 30/06 2 Sep 30/06
9 Sep 30/06 3 Sep 30/06
10 Sep 30/06 4 Sep 30/06
5 Sep 30/06
32-10-00 1 Sep 30/06 6 Sep 30/06
2 Sep 30/06 7 Sep 30/06
3 Sep 30/06 8 Sep 30/06
4 Sep 30/06 9 Sep 30/06
5 Sep 30/06 10 Sep 30/06
6 Sep 30/06 11 Sep 30/06
7 Sep 30/06 12 Sep 30/06
8 Sep 30/06 13 Sep 30/06
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10 Sep 30/06 15 Sep 30/06
11 Sep 30/06 16 Sep 30/06
12 Sep 30/06 17 Sep 30/06
13 Sep 30/06 18 Sep 30/06
14 Sep 30/06
15 Sep 30/06 32-40-00 1 Sep 30/06
16 Sep 30/06 2 Sep 30/06
17 Sep 30/06 3 Sep 30/06
18 Sep 30/06 4 Sep 30/06
5 Sep 30/06
32-20-00 1 Sep 30/06 6 Sep 30/06
2 Sep 30/06 7 Sep 30/06
3 Sep 30/06 8 Sep 30/06
4 Sep 30/06 9 Sep 30/06
5 Sep 30/06 10 Sep 30/06
6 Sep 30/06 11 Sep 30/06
7 Sep 30/06 12 Sep 30/06
8 Sep 30/06 13 Sep 30/06
9 Sep 30/06 14 Sep 30/06

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CHAPTER 32

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
32-20-00 (cont.) 15 Sep 30/06
16 Sep 30/06

32-60-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06
7 Sep 30/06
8 Sep 30/06

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Sep 30/06 32 - LIST OF EFFECTIVE PAGES 4F6

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER 32 - LANDING GEAR

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

GENERAL 32-00-00 1 4F11

Description and Operation 1 4F11
Troubleshooting 2 4F12

MAIN GEAR 32-10-00 1 4F21

Main Gear Oleo 1 4F21
Disassembly 1 4F21
Cleaning, Inspection and Repair 1 4F21
Assembly 4 4F24
Main Landing Gear 5 4G1
Removal 5 4G1
Cleaning, Inspection and Repair 5 4G1
Installation 8 4G4
Adjustment 9 4G5
Alignment 12 4G8
Main Gear Door Assembly 13 4G9
Removal 13 4G9
Installation 13 4G9

NOSE GEAR 32-20-00 1 4G15

Nose Gear Oleo 1 4G15
Disassembly 1 4G15
Cleaning, Inspection and Repair 1 4G15
Assembly 4 4G18
Nose Landing Gear Assembly 5 4G19
Removal 5 4G19
Cleaning, Inspection and Repair 7 4G21
Installation 8 4G22
Adjustment/Gear Up Stop and Shimmy Dampener 10 4G24
Alignment/Steering Adjustment 10 4G24
Nose Gear Door Assembly 13 4H3
Removal 13 4H3
Cleaning, Inspection and Repair 13 4H3
Installation 13 4H3
Adjustment 13 4H3

4F7 32 - CONTENTS SepPAGE 1

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 THE NEW PIPER AIRCRAFT, INC.
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MAINTENANCE MANUAL

CHAPTER 32 - LANDING GEAR

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

EXTENSION AND RETRACTION 32-30-00 1 4H11

Troubleshooting 1 4H11
Functional Test 7 4H17
Landing Gear Actuating Cylinders 11 4H21
Landing Gear Free-Fall Valve Assembly 15 4I1
Removal 15 4I1
Installation 16 4I2
Inspection and Repair 16 4I2

WHEELS AND BRAKES 32-40-00 1 4I5

Wheels 1 4I5
Nose Wheel Assembly 1 4I5
Removal and Disassembly 1 4I5
Inspection 2 4I6
Assembly and Installation 2 4I6
Main Wheel Assembly 2 4I6
Removal and Disassembly 2 4I6
Inspection 2 4I6
Assembly and Installation 3 4I7
Repair 4 4I8
Bearing Cup Replacement 4 4I8
Brakes 4 4I8
Brake Adjustment and Lining Tolerance 4 4I8
Wheel Brake Assembly 4 4I8
Removal and Disassembly 4 4I8
Cleaning, Inspection and Repair 6 4I10
Assembly and Installation 8 4I12
Hand/Parking Brake Master Cylinder 8 4I12
Removal 8 4I12
Disassembly 8 4I12
Cleaning, Inspection and Repair 8 4I12
Assembly 8 4I12
Installation 10 4I14
Toe Brake Cylinder(s) 12 4I16
Removal 12 4I16
Disassembly 12 4I16
Cleaning, Inspection and Repair 12 4I16
Assembly 12 4I16
Installation 12 4I16
Brake System Leak Check 12 4I16
Bleeding Brakes 13 4I17
Gravity Procedure 13 4I17
Pressure Procedure 14 4I18
After a Unit Has Been Changed 14 4I18

PAGE 2
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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER 32 - LANDING GEAR

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

POSITION AND WARNING 32-60-00 1 4I21

Landing Gear Limit Switches 1 4I21
Adjustment of Nose Gear UP Limit Switch 1 4I21
Adjustment of Nose Gear DOWN Limit Switch 2 4I22
Adjustment of Main Gear UP Limit Switch 2 4I22
Adjustment of Main Gear DOWN Limit Switch 2 4I22
Adjustment of Landing Gear Safety Switch 3 4I23
Landing Gear Up/Power Reduced Warning Switch 4 4I24
Removal 4 4I24
Installation 4 4I24
Adjustment 4 4I24
Operational Check of Retractable Landing Gear and Flap Warning Systems 5 4J1
Normal Landing Gear Extension and Retraction 5 4J1
Emergency Gear Extension 6 4J2
Gear Warning Horn 6 4J2
Flap / Landing Gear Position Warning Horn 6 4J2

4F9 32 - CONTENTS SepPAGE 3

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MAINTENANCE MANUAL

GENERAL.

This chapter contains instructions for the overhaul, inspection, and adjustment of the landing gear, extension
and retraction, and brake systems; and, adjustments for the electrical limit, safety and warning systems.
Information on the hydraulic pump and distribution system is found in Chapter 29, Hydraulics.
1. Description and Operation
The SARATOGA II HP and SARATOGA II TC are equipped with a retractable tricycle air-oil strut type
landing gear which is hydraulically operated by an electrically powered reversible pump. A selector
handle on the instrument panel to the left of the control quadrant is used to select gear up or down
positions.
Gear positions are indicated by three green lights located above the selector lever for gear down and
locked position. A red gear warning light located on the annunciator panel indicates gear unsafe
condition. There are no indications that the landing gear has fully retracted other than all lights are out.
When the landing gear moves to the down position and each downlock hook moves into its locked
position, a limit switch is actuated to its normally closed (NC) condition. This will illuminate a green light
indicating that the individual gear is safely down and locked. The activation of all three downlock switches
will also shut off the hydraulic pump. When the Day/Night switch is in the night position, the green lights
will dim. When the gear begins to retract and the downlock hook disengages, the down limit switch
actuates to the NC position and is in series with the NC circuit of the up limit switch allowing the gear
unsafe light to come on. The gear unsafe light will remain on until the gear is up and all up limit switches
are actuated to their normally open (NO) position. When the gear begins to extend, the up limit switches
will again move to their NC position. Since the down limit switches are already in their NC position, the
unsafe light will illuminate, and the gear horn will sound, until the downlock hooks engage, moving the
down limit switches to their NO position.
The red gear unsafe light also operates simultaneously with the warning horn. Both serve a dual
purpose. Their primary purpose is to give warning when power is reduced below approximately 14
inches of manifold pressure and the landing gear has not reached the down and locked position. This
circuit is controlled by the three paralleling down limit switches connected in series with the throttle
switch. The secondary function of the warning light and horn is to give warning when the gear selector
handle is up while the airplane is on the ground. The warning light will also illuminate, and the warning
horn will sound, when the flaps are extended more than 10° and the landing gear is not down and
locked. A microswitch installed on a cam located on the flap torque tube will, when closed, give an
indication that the gear is not down and locked regardless of the gear lever up or down position. When
the airplane is setting on the ground, the warning circuit is controlled through the NO side of the safety
switch (squat switch) located on the left gear and on the up position of the gear selector lever. When the
airplane is raised from the ground, such as in flight, far enough to move the safety switch to its NC
position, current is directed in series through the hydraulic pressure switch, the pump switch, and the up
positioned selector lever. The up limit, safety, pressure and selector switch, and pump solenoids are all
protected by the landing gear control and warning circuit protector. (Refer to Chapter 91 for electrical
schematic.)
Each landing gear is retracted and extended by a single hydraulic cylinder attached to the drag link
assembly of the nose gear, and the side brace link assemblies of each main gear. As the gear retracts,
doors partially enclose each gear through mechanical linkage. Each main gear is held in its up position
by hydraulic pressure on each cylinder. There are no up locks, and loss of hydraulic pressure will allow
the gears to drop. The landing gears are normally extended and retracted by the operation of the gear
selector switch.

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There is an emergency system for extending the gear in the event the gear fails to extend after placing
the gear selector switch in the down position. A gear down emergency free fall valve, located under the
floorboard on the left side of the forward baggage compartment, allows the landing gear to extend when
opened by the operation of a push pull cable knob, located on the instrument panel just below the
primary gear selector switch.
To help the nose gear to extend, there are two springs, one inside the other, mounted on arms above the
gear links. The main gear requires no assist springs. Once the gear is down and the downlock hooks
engage, a spring maintains each hook in a locked position until hydraulic pressure releases it. A further
description of the hydraulic system will be found in Chapter 29, Hydraulic System.
The nose gear is steerable through a 45 degree arc by use of the rudder pedals. Nose gear
steering/alignment is controlled by a bellcrank which bears on the steering arm when the gear is
extended. As the gear retracts, however, the steering linkage becomes disengaged from the gear so that
rudder pedal action with the gear retracted is not impeded by the nose gear operation. A shimmy
dampener is also incorporated in the nose wheel steering mechanism.
The two main wheels are equipped with self-adjusting heavy duty double piston, single-disc hydraulic
brake assemblies. Toe brakes are standard on both pilot and copilot’s rudder pedals.
A parking brake is incorporated with a handle and is applied by pulling back on the handle and, while
holding the handle back, pushing forward on the button located left of the handle. To release the hand
brake, pull aft on the handle and allow it to swing forward. Hydraulic fluid for the cylinder is supplied by a
reservoir installed on the left forward side of the fire wall.
B. Troubleshooting
Mechanical and electrical switch troubles peculiar to the landing gear system are listed in Chart 1. When
troubleshooting, first eliminate hydraulic malfunctions as listed in Chapter 29 and Chart 3. Then proceed
to switch malfunctions and last to the mechanical operation of the gear itself, both of which are listed in
this section. Always place the airplane on jacks before attempting any troubleshooting of the gear.

PAGE 2
Sep 30/06 32-00-00 4F12

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 1 (Sheet 1 of 4)
TROUBLESHOOTING LANDING GEAR
Trouble Cause Remedy
Red GEAR WARN annunciator Indicator lamp burned out. Replace lamp.
out light while gear is in transit.
Indicator light ground incomplete. Check ground circuit.
indicator light circuit wire Check wiring.
broken.
Indicator light circuit breaker Reset circuit breaker and
open. determine cause for open
circuit breaker.
Red GEAR WARN annunciator One or more limit switches Isolate and replace
light on though gear has failed. * switch(es).
retracted.
Nose gear up limit switch out Check gear up adjustment
of adjustment. * and readjust up limit switch.
Main gear not retracting Check gear up adjustment.
enough to actuate switch.
Red GEAR WARN annunciator One or more down limit Isolate and replace
on though gear is down and switches failed. * switch(es).
locked.
Nose gear down limit switch Readjust down limit switch.
out of adjustment. *
Main gear down limit switch Readjust down limit switch.
out of adjustment. *
Red GEAR WARN annunciator Light circuit wire loose. Check wiring.
light operates on and off after
gear has retracted. Hydraulic system losing Refer to Hydraulic System,
pressure. Chapter 29.
Gear up switch out of Check gear up adjustment
adjustment. * and then switch adjustment.
Red GEAR WARN annunciator Lamp burned out. Replace lamp.
and one green gear down light
out though gear is down and Gear down limit switch failed. * Replace switch.
locked.
Light circuit wire broken. Check wiring.
* The out of adjustment or failed switch may be determined by noting which down light is not lit.
Red GEAR WARN annunciator Indicator lights circuit breaker Reset circuit breaker and
and all green lights out. open. determine cause for open
circuit breaker.
Light circuit wire broken. Check wiring.

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CHART 1 (Sheet 2 of 4)
TROUBLESHOOTING LANDING GEAR
Trouble Cause Remedy

Red GEAR WARN annunciator Landing gear selector circuit Reset circuit breaker and
and horn fail to operate when breaker open. determine cause for open
throttle is near closed and circuit breaker.
landing gear is retracted.
Microswitch “A” at throttle Adjust microswitch “A”
out of adjustment.
Microswitch “A” failed. Replace switch.
Warning horn and light Check wiring.
circuit wire broken.
NOTE: When replacing diode, connect banded end (cathode) to terminal ends of wires G2K and
G2L on mounting block.
Diode in circuit between Replace diode.
throttle switch “A” and
light/horn open.
After gear has been extended Gear selector handle in up Place handle in down
through use of the free fall position. position.
knob, Red GEAR WARN
annunciator and horn fail to
stop when throttle is closed.
Red GEAR WARN annunciator
and horn fail to operate when
selector switch is moved to
up position with gear extended
and throttle not full forward:
1. In flight Annunciator light and horn Check wiring.
circuit wire broken.
2. On ground Defective safety (squat) switch. Replace switch.
Hydraulic pump shuts off after Gear not fully retracted. Check gear retraction
gear retraction, but Red GEAR adjustments.
WARN annunciator remains on.
Gear not contacting up micro Check gear up switches.
switches.
Green gear down lights dim Lights grounding through - Replace switch.
though position light switch is dimming resistor instead of
off,and gear is down and instrument panel control
locked. switch. (Failed instrument
panel light control switch.)
Green gear down light fails to Gear down limit switch failed. Replace switch.
go out with gear in transit or
retracted.
Green gear down lights blink Microswitch out of Adjust microswitch.
momentarily before the down adjustment.
lock is engaged on roller.

PAGE 4
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PA-32R-301/301T, SARATOGA II HP/TC
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CHART 1 (Sheet 3 of 4)
TROUBLESHOOTING LANDING GEAR
Trouble Cause Remedy
Nose landing gear shimmies Internal wear in shimmy Replace shimmy
during fast taxi, take-off or dampener. dampener.
landing.
Shimmy dampener or bracket Replace necessary parts
loose at mounting. and bolts.
Tire out of balance. Check balance and replace
tire if necessary.
Worn or loose wheel. Replace and/or adjust
bearings. wheel bearings.
Worn torque link bolts and/or Replace bolts and/or
bushings. bushings.
Excessive or uneven wear on Incorrect operating pressure. Inflate tire to correct
nose tire. pressure.
Wear resulting from shimmy. Refer to preceding for
correction; then replace
tire.
Nose gear fails to steer properly. Oleo cylinder bindings in strut Lubricate strut housing
housing. (see Lubrication Chart,
12-20-00).
Cylinder and/or strut
housing bushings
damaged.
One brake dragging. Determine cause and
correct.
Steering arm roller sheared at Replace defective roller.
top of strut.
Steering bellcrank loose on Readjust and tighten.
attachment plate.
Steering bellcrank bearing Replace bearing and/or
and/or bolt worn. bolt.
Shimmy dampener galling or Replace.
binding.
Nose gear fails to straighten Steering arm roller sheared at Replace defective roller.
when landing gear extends. top of strut.
Incorrect rigging of nose gear Check nose gear steering
steering. adjustment.
Nose gear fails to straighten Centering guide roller sheared. Replace roller.
when landing gear retracts.
Damaged guide. Replace guide.

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CHART 1 (Sheet 4 of 4)
TROUBLESHOOTING LANDING GEAR
Trouble Cause Remedy
Main landing gear shimmies Tire out of balance. Check balance and replace
during fast taxi, take-off, or tire if necessary.
landing.
Worn or loose wheel bearings. Replace and/or adjust
wheel bearings.
Worn torque link bolts and/or Replace bolts and/or
bushings. bushings.
Excessive or uneven wear on Incorrect operating pressure. Inflate tire to correct
main tires. pressure.
Wheel out of alignment (toe Check wheel alignment
in or out).
Lower side brace link out of Check gear adjustment.
adjustment, allowing gear to
slant in or out.
Strut bottoms on normal landing Insufficient air and/or fluid in Service strut with air and/or
or taxiing on rough ground. strut. fluid.
Defective internal parts in strut. Replace defective parts.
Landing gear doors fail to Landing gear not retracting Check adjustment of
completely close. completely. landing gear.
Door retraction mechanism out Check adjustment.
of adjustment.

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PAGE 10
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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

MAIN GEAR

1. Main Gear Oleo

A. Disassembly (See Figure 1.)
The main gear oleo assembly may be removed and disassembled from the gear oleo housing with
the gear removed from or installed in the airplane.
(1) Place airplane on jacks. (See 7-10-00.)
(2) Place a drip pan under main gear to catch spillage.
(3) Remove air and fluid from oleo. Depress air valve core pin until strut pressure has diminished;
remove filler plug and with a thin hose siphon as much hydraulic fluid from strut as possible.
(4) Disconnect brake line at joint located in wheel well.
(5) Remove piston tube assembly from oleo housing:
(a) Remove upper and lower torque link connecting bolt assembly and separate links.
(b) Note number and thickness of spacer washer(s) between two links.
(6) Compress piston tube; reach up into tube and release snap ring from annular slot at bottom of
oleo housing.
(7) Pull piston tube with component parts from cylinder housing.
(8) Remove piston tube components by reaching in tube and pushing out upper bearing retainer
pins. Slide off upper bearing with O-rings, wiper and washer.
(9) Remove orifice tube from oleo housing by removing locknut and washer from top of housing.
Draw tube with O-ring and retainer from housing.
(10) Removed orifice plate from bottom of orifice tube by releasing snap ring holding plate in
position.
(11) To remove piston tube plug and O-ring located in bottom end of tube, remove bolt assembly
and insert a rod up through hole in body of fork and push plug with O-ring from top of tube.
B. Cleaning, Inspection and Repair
(1) Clean all parts with a suitable dry type cleaning solvent.
(2) Inspect landing gear oleo assembly components for following:
(a) Bearings and bushings for excess wear, corrosion, scratches and overall damage.
(b) Retaining pins for wear and damage.
(c) Lock rings for cracks, burrs, etc.
(d) Cylinder and orifice tube for corrosion, scratches, nicks and excess wear.
(e) Orifice plate for hole restriction.
(f) Fork tube for corrosion, scratches, nicks, dents and misalignment.
(g) Air valve general condition.
(3) Repair of oleo is limited to smoothing out minor scratches, nicks and dents and replacement of
parts.

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MAINTENANCE MANUAL

Main Gear Oleo Strut Assembly

Figure 1 (Sheet 1 of 2)

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Main Gear Oleo Strut Assembly

Figure 1 (Sheet 2 of 2)

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C. Assembly (See Figure 1.)

(1) Determine that all parts are cleaned and inspected.
(2) To install piston tube plug, first lubricate plug o-ring with hydraulic fluid (MIL-H-5606A) and
install it on plug. Lubricate inside wall of tube. Insert plug into top of tube and push it to fork
end. Align the bolt holes of fork, tube and plug, and install bolt assembly.
(3) If desired, cement a cork in hole in bottom of fork body to prevent dirt from entering between
fork and tube.
(4) To assemble components of orifice tube, insert orifice plate into bottom of tube and secure with
snap ring.
(5) To install tube in oleo housing, insert tube up through housing. With end of tube exposed
through top of housing, install o-ring, retainer, washer, and locknut. Tighten locknut only
finger tight at this time.
(6) Assemble components of piston tube on tube by placing, in order, snap ring, washer, lower
bearing with outer and inner o-ring and upper bearing. Align two .125 diameter holes and lock
pin holes with corresponding holes in piston tube and install pins.
(7) Lubricate wall of cylinder oleo housing and tube, and carefully insert tube assembly into
housing, guiding orifice tube into piston tube. Install wiper strip, slide washer into position and
secure assembly with snap ring.
(8) Tighten locknut at top of housing.
(9) Ascertain that bushings are installed in upper and lower torque links and then install links.
Torque link bolt assemblies should be lubricated and installed with flat of bolt head hex
adjacent to milled stop of wide end of link. (Use same thickness of spacer washers between
two links as those removed to maintain correct wheel alignment.) Tighten bolts only tight
enough to allow no side play in links, yet be free enough to rotate.
(10) On left oleo strut assemblies only: assemble squat switch actuator bracket on bolt assembly.
Insert a rivet through hole provided in bracket into upper link and install nut. Install squat switch
bracket immediately above actuator bracket.
(11) Attach spring attachment plate to mounting lug on base of housing immediately above upper
link.
(12) Connect brake line and bleed brakes.
(13) Lubricate gear assembly. (Refer to Lubrication Chart, 12-20-00.)
(14) Compress and extend strut several times to ascertain strut will operate freely. Weight of gear
wheel and fork should allow strut to extend.
(15) Service oleo strut with fluid and air. (Refer to Oleo Struts, 12-10-00.)
(16) Check main gear alignment (refer to Alignment of Main Landing Gear) and gear operation.
Ascertain that gear is down and locked.
(17) Remove airplane from jacks.

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PA-32R-301/301T, SARATOGA II HP/TC
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2. Main Landing Gear

A. Removal (See Figure 2.)
(1) Place airplane on jacks. (See 7-10-00.)
(2) Side brace link assembly may be removed by following procedure:
(a) With gear in extended position, disconnect gear downlock spring.
(b) Disconnect rod end of actuating cylinder from retraction fitting on upper side brace
removing nut, washer and bolt, and bushing and spring swivel.
(c) Disconnect lower side brace link from gear housing by removing attachment nut, washer
and bolt. Note bushings on each side of end bearing.
(d) Disconnect upper side brace link from side brace support fitting stud by removing cotter
pin, nut, washer and attachment bolt.
(e) Remove side brace support fitting by removing cap bolts securing fitting to web of spar.
(f) Remove assembly and further disassemble and inspect as needed.
(3) Strut housing with components may be removed by following procedure:
(a) Disconnect brake line at its upper end in wheel well.
(b) Disconnect gear door actuating rod at gear housing.
(c) Remove access plate located on underside of wing, aft of landing gear.
(d) If not previously disconnected, disconnect lower side brace link from gear housing.
(e) Disconnect forward support fitting of housing from web of main spar by removing fitting
attachment bolts.
(f) Remove retainer tube in aft support fitting that supports aft arm of housing by reaching
through access opening on underside of wing, through hole in web and removing bolt that
secures tube in housing. Insert a hook through bolt hole in tube, and slide it aft from
support fitting. Remove tube from wing.
(g) Allow gear to drop free from wing.
(h) Aft support fitting may be removed by holding nuts in position, reaching through access
opening, and removing fitting attachment bolts.
(i) Forward support fitting may be removed from arm of housing by removing bolt and
washer from base side of fitting. Slide fitting from arm. Remove washer from arm.
(4) Either bearing installed in support fittings may be removed by removing snap rings that hold
bearing in housing. Push bearing from housing.
B. Cleaning, Inspection and Repair
(1) Clean all parts with suitable dry type cleaning solvent.
(2) Inspect gear components for the following unfavorable conditions:
(a) Bolts, bearing and brushing for excess wear, corrosion and damage.
(b) Gear housing, side brace links, torque links and attachment plates for cracks, bends or
misalignment.
(c) downlock hook for excessive wear of bearing surfaces.

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Main Gear Installation

Figure 2 (Sheet 1 of 2)

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Main Gear Installation

Figure 2 (Sheet 2 of 2)

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(3) Inspect gear downlock spring for the following:

(a) Excessive wear or corrosion, especially around hook portion of spring. A spring should be
rejected if wear or corrosion exceeds one-quarter diameter of spring. Clean away all
corrosion and repaint.
(b) Check spring for load tensions below minimum allowable tolerance. Minimum tension of
spring is 48 pounds pull at 7.9 inches. Measurement is taken from inner side of each
hook.
(4) Check general condition of each limit switch and its actuator, and wiring for fraying, poor
connections or conditions that may lead to failures.
(5) Check side brace link through center travel by attaching upper and lower links, setting them on
a surface table, and ascertaining that when stop surfaces of the two links touch, linkage is not
less than .062 nor more than .125 of an inch through center. Should distance exceed required
through center travel and bolt and bushings are tight, replace one or both links.
(6) With side brace links assembled and checked, ensure that when stop surfaces of the two links
contact, clearance between each downlock hook and flat of downlock pin is not less than 0.010
of an inch. Should clearance be less than that required, hook only may be filed not to exceed a
gap of more than 0.025 of an inch. Maximum allowable clearance between each hook and
downlock pin that are service worn is 0.055 of an inch. Should clearance be more than 0.055
of an inch, replace pin, check clearance and then if still beyond tolerance, replace hooks. Gap
between each hook should be equal.
(7) Repair of landing gear is limited to reconditioning of parts such as replacing components,
bearings and bushings, smoothing out minor nicks and scratches and repainting areas where
paint has chipped or peeled.
C. Installation (See Figure 2.)
NOTE: When assembling components of landing gear, lubricate bearings, bushings and friction
surfaces with proper lubricant as described in 12-20-00.
(1) Insert a gear support bearing in each support fitting and secure with snap rings. Check bearing
for excess end play, shim as necessary with shim washers (P/N 62833-44).
(2) Gear housing may be installed in wheel well of wing by the following procedure:
(a) Place spacer washer and then forward support fitting on forward arm of housing.
Determine that barrel nut is properly positioned in arm and insert attachment bolt through
washer and fitting into arm. Tighten bolt and ascertain that bearing is free to rotate.
(b) Position aft support fitting at its attachment point in wheel well and secure with bolts,
washers and nuts. Install nuts and washers by reaching through access hole on underside
of wing.
(c) With retainer tube for aft arm of housing in hand, reach up through access opening and
insert tube into support fitting through hole in web.
(d) Position gear housing in wheel well and install forward support fitting with bolts and
washers (One each AN960-416 and AN960-416L washer per bolt.)

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(e) Push retainer tube into arm of housing and secure with bolt.
(f) Check that gear rotates freely in its support fittings and recheck thrust.
(g) Connect brake line to its mating line in wheel well and bleed brakes.
(3) Gear side brace link assembly may be installed by the following procedure:
(a) Position link support bracket with swivel stud installed at its attachment point on web of
spar and secure with bolts and washers.
NOTE: When installing new wing, it will be necessary to back drill two (2) holes 0.250
inch and countersink 100 x .499 through spar cap. (Screw head should be flush
with spar.) Use hole in support bracket as guide in drilling.
(b) Check that upper and lower links are assembled with downlock hook retraction fitting, etc,
attached, and through travel of links and downlock hook clearance checked according to
cleaning inspection and repair of main landing gear.
(c) Attach upper link to swivel stud of support fitting and secure with bolt, bushing, washer,
nut and copper pin.
(d) Actuating cylinder rod end bearing and lower side brace link may be attached respectively
to retraction fitting and strut housing during adjustment of landing gear.
(4) Ensure that the landing gear is lubricated per Lubrication Chart, 12-20-00.
(5) Check adjustment of landing gear per Adjustment, below.
(6) Check alignment of wheel per Alignment, below.
(7) Install access plate on underside of wing and remove airplane from jacks. (See 7-10-00.)
D. Adjustment
(1) Place airplane on jacks.
(2) Level airplane laterally and longitudinally. (Refer to 8-20-00.)
(3) Disconnect gear door actuating rods at either door or housing, as desired, by removing rod
attachment bolt. Secure door out of way.
(4) Adjust rod end on upper side brace link with no load on wheels, to obtain 90 degree angle
between wheel centerline and level floor line on outboard side of gear.
(5) Check that rod end has sufficient thread engagement in end bearing, align flat sides of bearing
casting with flat side of bearing and tighten jam nut.
(6) Adjust turnbuckle of downlock mechanism by first determining that gear is down and locked,
and then move retraction fitting outboard until it contracts stop slot of side brace link. Hold
fitting in this position and turn turnbuckle barrel until downlock hooks make contact with lock
pin. Safety the turnbuckle.
(7) For easier adjustment of downlock limit switch, set it at this time as explained in Adjustment of
Main Gear Down Limit Switch.
(8) Retract and extend gear manually several times to ensure that side brace link falls through
center; downlock hook falls into position and there is no binding of gear assembly.

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(9) Adjust gear in up position to allow gear fork to press lightly into rubber bumper pad on wing.
Adjust as follows:
NOTE: If it requires less than .025 of an inch to move gear into correct adjustment,
paragraphs (c), (d), and (e) below, may be skipped.
(a) Check that rod end bearing of actuating cylinder is disconnected from retraction fitting.
(b) Actuate hydraulic system to bring hydraulic cylinder to up position by turning master
switch on and moving gear selector handle to up position. Piston of cylinder should be
bottomed.
(c) Raise gear by pushing up on retracting fitting, thus disengaging hooks, and pushing up on
pivot point at bottom of side brace links to bring links out of locked position. Raise gear
until fork presses lightly into rubber pad. Retain gear in this position.
(d) Loosen jam nut on piston rod of actuating cylinder and turn rod end gearing in or out to
allow a slip fit of attachment bolt.
(e) Install with attachment bolt, bushing, spring swivel, and secure with washer and nut.
Install gear downlock spring.
(f) When gear is to within 0.125 of an inch of correct adjustment, rod end need not be
disconnected Just loosen jam nut, place a wrench on the flat at end of piston rod and turn
to obtain correct adjustment.
(g) Check rod end bearing for adequate thread engagement and tighten jam nut.
(h) If downlock limit switch is properly adjusted, retract and extend gear to ensure that the
gear operates properly.

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Aligning Main Gear

Figure 3

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PA-32R-301/301T, SARATOGA II HP/TC
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E. Alignment (See Figure 3.)

(1) Place a straightedge no less than 12 feet long across front of both main landing gear wheels.
Butt straightedge against tire at hub level of landing gear wheels. Jack airplane up just high
enough to obtain a six and one-half inch dimension between centerline of strut piston and
centerline of center pivot bolt of gear torque links. Devise a support to hold straightedge in this
position.
(2) Set a square against straightedge and check to see if its outstanding leg bears on front and
rear side of brake disc. (It may be necessary to remove brake assembly to have clear access
to disc.) If it touches both forward and rear flange, landing gear is correctly aligned. Toe-in for
main landing gear wheels is 0 ± 1/2 degree.
NOTE: A carpenter’s square, because of its especially long legs, is recommended for
checking main landing gear wheel alignment.
(3) If square contacts rear side of disc, leaving a gap between it and front flange, wheel is toed-
out. If a gap appears at rear flange, wheel is toed-in.
(4) To rectify toe-in and toe-out condition, remove bolt connecting upper and lower torque links
and remove or add spacer washers to move wheel in desired direction. Refer to Chart 2.

CHART 2
TOE-IN AND TOE-OUT CORRECTION
TOE-IN
TOE-OUT SHIM WASHERS WASHERS AN 174
ANGLE WASHERS UNDER HEAD UNDER NUT BOLT
0° AN960-416 AN960-416 (3) -14
0° 33’ AN960-416 AN960-416 AN960-416 (2) -14
0° 48’ AN960-416L AN960-416 AN960-416 -14
AN960-416
1° 04’ AN960-416 (2) AN960-416 AN960-416 -14
1° 19’ AN960-416L AN960-416L AN960-416 -14
AN960-416 (2)
1° 35’ AN960-416 (3) AN960-416 AN960-416 (2) -15
2° 05’ AN960-416 (4) AN960-416 AN960-416 -15
Max. Allow.

AN960-416L Washers 0.031 Thick

AN960-416 Washers 0.062 Thick

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(5) Should a condition exist that all spacer washers have been removed and it is still necessary to
move wheel further in or out, then it will be necessary to turn torque link assembly over. This
will put link connecting point on opposite side allowing use of spacers to go in same direction.
(6) Recheck wheel alignment. If alignment is correct, safety castellated nut with cotter pin.
(7) If a new link on top left main gear had to be installed or it had to be reversed during alignment
check, it will be necessary to check gear safety switch (squat switch) bracket for engagement
and locking in place. If large machine surface of link is inboard, bracket is mounted with small
rivet hole next to link. (Refer to Sketch A, Figure 3.) This hole should be aligned with centerline
of link and a .096 inch hold drilled .150 inch deep. Insert an MS20426AD3-3 rivet in hole. This
locking rivet is held in place by the flat washer, castellated nut and cotter pin. If link has to be
reversed, then bracket and bolt are also reversed. (Refer to Sketch B, Figure 3.)
(8) Check adjustment of landing gear safety switch (squat switch).
3. Main Gear Door Assembly
A. Removal
(1) With landing gear extended, disconnect door retraction rod from door by removing nut,
washers, and bolt.
(2) Remove door from wing panel by bending door hinge pin straight and from other end pulling
out pin.
(3) Door retraction rod may be removed from gear housing by cutting safety wire and removing
attachment bolt and washer. Note number of washers between rod end bearing and housing.
B. Cleaning, Inspection and Repair
(1) Clean door and retraction rod with a suitable cleaning solvent.
(2) Inspect door for cracks or damage, loose or damaged hinges and brackets.
(3) Inspect door retraction rod and end bearing for damage and corrosion.
(4) Repairs to a door may be replacement of hinge, repair of fiberglass and painting.
C. Installation
(1) Install door by positioning hinge halves of door and wing, and inserting hinge pin. It is
recommended a new pin be used. Bend end of pin to secure in place.
(2) Install door retraction rod by positioning rod at its attachment points at door and strut housing.
At door attachment, thin washers are inserted at each side of rod end bearing and it is secured
with bolt, washer and nut. At strut housing, place washers between rod end bearing and
housing not to exceed .12 of an inch to obtain proper clearance and secure with bolt. Safety
bolt with MS20995C41 wire.
(3) Check that all around clearance between door and wing skin is not less than .032 of an inch.

4G9 32-10-00 Sep

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Main Gear Tolerances

Figure 4 (Sheet 1 of 3)

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
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Item Manufacturers Service Service

No. Part No. Nomenclature Dimension (1) Dimension (1) Tolerance Remarks

1 67514-002 Link, Upper 0.3645 No Rotation

Side Brace 0.3625
2 63900-089 Bushing, Upper Side 0.249 0.248 0.004 SEE NOTES 2
Brace Link 0.251 0.252 AND 5
3 95643-006 Support Bracket, 0.7465
95643-007 Side Brace 0.7470
4 67026-012 Bushing, 0.624 0.624 0.002 SEE NOTE 2
Support Bracket 0.625 0.626
5 78717-002 Stud, Side Brace OD 0.6235 OD 0.6220
Support 0.6225
6 78717-002 Stud, Side Brace 0.4365 0.4355 0.004
Support 0.4385 0.4395
7 67514-002 Link, Upper 0.4945 0.4925
Side Brace 0.4935
8 14843-016 (2) Bushings, 0.376 0.374 SEE NOTES 2
Side Brace Link 0.375 AND 5
9 67514-002 Link, Upper 0.4945 0.4925
Side Brace 0.4935
10 402-921 Bolt, OD 0.373+0 OD.373+0 0.004
(NAS 464 P6-20) Link/Stud -0.002 -0.004
11 67514-002 Link, Upper . 0.4945 0.4925
Side Brace 0.4935
12 14843-016 (2) Bushings, 0.3745 0.374 SEE NOTE 2
Side Brace Link 0.3755
13 67797-003 Link, Lower 0.4925 0.500
Side Brace 0.4905
14 65003-044 (2) Bushings, Lower 0.373 0.372 0.004 SEE NOTES 2
Side Brace Link AND 5
15 402-927 Bolt, OD 0.3742+.00 0.3740
(NAS-464-6-16) Side Brace Link -0.0005
16 452-368 Bearing Assembly, 50 +0.0015 .50 +0.0030 .0035
Rod End -0.0005 -0.0005
17 67926-024 Trunnion Housing, 0.7530 0.7530
67926-025 Side Brace Attachment 0.7550 0.7550
or
67926-034 Trunnion Housing, 0.7530 0.7530
67926-035 Side Brace Attachment 0.7550 0.7550

Main Gear Tolerances

Figure 4 (Sheet 2 of 3)

4G11 32-10-00 Sep

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
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Item Manufacturers Service Service

No. Part No. Nomenclature Dimension (1) Dimension (1) Tolerance Remarks

18 67026-005 Trunnion Bushing 0.4995 0.498 0.004 SEE NOTES 3

0.5010 0.502 AND 4
or
67026-017 (2) Trunnion Bushing 0.4975 0.4995 SEE NOTES 2,
0.4990 0.5010 3, 4 AND 5
19 402-960 Bolt, Trunnion OD 0.04991+.00 0.4972
(NAS-464-P8A-44) Side Brace Attachment -0.0009
20 67926-024 Trunnion Housing, 0.4410 0.4410
67926-025 Torque Link Attachment 0.4430 0.4440
or
67926-034 Trunnion Housing, 0.4410 0.4410
67926-035 Torque Link Attachment 0.4430 0.4440
21 67026-007 (2) Trunnion Bearing 0.313 0.315 SEE NOTES 3,
0.314 4 AND 5
22 67012-000 Torque Link 0.312 +0.001 0.312 +0.00
-0.0 -0.0
23 67012-000 Torque Link 0.3760 0.3770 0.0025
0.3745 0.3745
24 31796-000 Bushing, 0.252 0.253 0.002 SEE NOTES 2
Torque Link 0.251 0.251 AND 5
25 67037-004 Strut Assembly 0.4385 0.4395 0.0025
0.4370 0.4370
26 67026-007 Strut Bearing 0.313 0.313 0.002 SEE NOTES 2
0.314 0.315 AND 5
27 67012-000 Torque Link 0.312 +0.001 0.312 +0.002
-0.0 -0.0

NOTES: 1. All dimensions are inside dimensions (ID), unless specified otherwise.
2. Line ream to this dimension after installation of new part.
3. Degrease mating surfaces using commercial degreaser or solvent.
4. Install using Loctite 601. rotate part while inserting, if possible, to ensure complete coverage.
5. Press fit.

Main Gear Tolerances

Figure 4 (Sheet 3 of 3)

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NOSE GEAR

1. Nose Gear Oleo

A. Disassembly (see Figure 1)
Nose gear oleo assembly may be removed and disassembled from gear oleo housing with gear
either removed from or installed on the airplane.
(1) Place airplane on jacks. (Refer to Jacking, Chapter 7.)
(2) Place a drip pan under nose gear to catch spillage.
(3) Remove air and fluid from oleo strut. Depress air valve core pin until strut chamber pressure
has diminished; remove filler plug and with a small hose siphon as much hydraulic fluid from
strut as possible.
(4) Remove complete cylinder and fork assembly from oleo housing:
(a) Cut safety wire at top of unit.
(b) Remove cap bolts that attach steering arm and aligner guide bracket to top of oleo
cylinder.
(5) Disconnect shimmy dampener by removing each cotter pin, nut, washer and bolt that connects
dampener to oleo cylinder and housing.
(6) Release and remove snap ring and washer(s), if installed, at top of housing, and pull complete
cylinder and fork assembly from bottom of housing.
(7) To remove piston tube and fork from cylinder:
(a) Separate upper and lower torque links by removing link connecting bolt assembly.
(b) Separate the two links. Note spacer washer between the two links.
(8) Compress piston tube; reach up along tube and release snap ring from annular slot at bottom
of oleo housing.
(9) Pull piston tube with component parts from cylinder.
(10) Piston tube components may be removed by reaching in tube and pushing out upper bearing
retainer pins. Slide from tube, upper bearing, lower bearing with outer and inner O-rings, wiper
strip, washer and snap ring.
(11) To remove orifice tube
(a) Remove large locknut and lock washer from top of cylinder.
(b) Pull tube from cylinder.
(12) Remove orifice plate from bottom of orifice tube by releasing snap ring that holds plate in
position.
(13) To remove piston tube plug with o-ring located in lower end of tube:
(a) Remove bolt assembly.
(b) Insert a rod up through hole in body of fork and push plug out through top of tube.
B. Cleaning, Inspection and Repair
(1) Clean all parts with a suitable dry type cleaning solvent.

4G15 32-20-00 SepPAGE 1

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Nose Gear Oleo Strut Assembly

Figure 1 (Sheet 1 of 2)

PAGE 2
Sep 30/06 32-20-00 4G16

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Nose Gear Oleo Strut Assembly

Figure 1 (Sheet 2 of 2)

4G17 32-20-00 SepPAGE 3

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(2) Inspect landing gear oleo assembly component for the following:
(a) Bearings and bushings for excess wear, corrosion, scratches and overall damage.
(b) Retaining pins for wear and damage.
(c) Lock rings for cracks, burrs, etc.
(d) Cylinder and orifice tube for corrosion, scratches, nicks and excess wear.
(e) Upper and lower cylinder bushings loose or turning in cylinder.
(f) Orifice plate for hole restriction.
(g) Fork tube for corrosion, scratches, nicks, dents and misalignment.
(h) Air valve general condition.
(3) Repair of oleo is limited to smoothing out minor scratches, nicks and dents and replacement of
parts.
C. Assembly (see Figure 1)
(1) Check that parts are cleaned and inspected.
(2) To install piston tube plug:
(a) Lubricate tube plug and O-ring with hydraulic fluid (MIL-H5606A).
(b) Install o-ring on plug.
(c) Lubricate inside wall of tube.
(d) Insert plug into top of tube and push it to fork end.
(e) Align bolt holes of fork, tube and plug.
(f) Install bolt assembly.
(3) Cement a cork in hole in bottom of fork body to prevent dirt from entering between fork and
tube.
(4) To assemble components of orifice tube:
(a) With countersunk side of orifice hole exposed, insert orifice plate into bottom of tube.
(b) Secure plate with snap ring.
(c) Lubricate and install o-ring on upper end of tube.
(5) Insert orifice tube up through bottom of cylinder. With tube exposed through top of cylinder,
install lock washer and insert roll pins through lock washer into piston. Install tube locknut
finger tight at this time.
(6) Assemble fork and tube assembly by:
NOTE: Install tube components on tube in the order shown.
(a) Slide snap ring, washer, lower bearing with outer and inner o-rings and upper bearing
onto tube.
(b) Align lock pin holes in upper bearing with pin holes in piston tube
(c) Install pins.

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(7) Lubricate inner wall of cylinder with hydraulic fluid. Carefully insert piston tube assembly into
bottom of cylinder, allowing orifice tube to guide itself into fork tube, until snap ring can be in-
stalled in annular slot at bottom of cylinder. Install wiper strip, slide washer into piston and
secure assembly with snap ring.
(8) Tighten (torque) orifice tube locknut at top of cylinder.
(9) Check that bushings are installed in upper and lower torque links and then install both links.
Torque link bolt assemblies should be lubricated and installed with flat of bolt head hex
adjacent to milled stop on wide end of link. Tighten bolts only tight enough to allow no side play
in link, yet be free enough to rotate.
(10) Install cylinder into oleo housing., Position spacer washer(s) over top of cylinder and secure
with snap ring. Install spacer washers as required to obtain .0 to .015 of an inch thrust of
cylinder within housing.
(11) At top of oleo housing, install on cylinder aligner guide bracket and steering arm. Install cap
bolts, tighten 20 to 25 inch-pounds torque and safety with MS20995C40 wire.
(12) Install shimmy dampener and safety.
(13) Lubricate gear assembly. (Refer to Lubrication Chart, 12-20-00.)
(14) Compress and extend strut several times to ascertain that strut will operate freely. Weight of
gear wheel and fork should allow strut to extend.
(15) Service oleo strut with fluid and air. (Refer to Oleo Struts, 12-10-00.)
(16) Check nose gear for alignment (refer to Alignment of Nose Landing Gear) and gear operation.
2. Nose Landing Gear
A. Removal (See Figure 2.)
(1) Remove engine cowling by:
(a) Release quarter-turn fasteners (5 on each side, 2 on top aft).
(b) Remove machine screws from around intake (2 each side).
(c) Pull slightly aft and then up, and remove upper cowling.
(d) Remove the screws securing the bottom cowling at its aft end and fuselage firewall flange.
(e) Remove screws which support bottom cowling to the nose gear doors support brackets
and fuselage firewall flange.
(f) Remove screws securing induction filter housing to lower cowling (8 places) and
disengage housing from NACA duct.
(g) Remove clamps securing fresh air inlet.
(h) Remove clamps securing alternator cooling air.
(i) Push nose gear doors inward against spring pressure and remove bottom cowling.
(2) Place airplane on jacks. (Refer to 7-10-00.)
(3) Disconnect gear tension springs from forward spring arm that is attached to right side of strut
housing.
(4) Retract nose gear slightly to remove gear from its downlocked position.

4G19 32-20-00 SepPAGE 5

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Nose Gear Installation

Figure 2

PAGE 6
Sep 30/06 32-20-00 4G20

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(5) To remove upper and lower drag links, the following procedure may be used:
(a) Disconnect rod end of hydraulic cylinder from downlock hook by removing nut and bolt
that connect these two units. This will require manually unlocking nose gear to allow
clearance from engine mount.
CAUTION: BEFORE MANUALLY RETRACTING NOSE GEAR ASSEMBLY, WITH
AIRPLANE ON JACKS , ENSURE NOSE GEAR DOWNLOCK IS FULLY
DISENGAGED BEFORE RELEASING NOSE GEAR DRAG LINKS.
DAMAGE COULD OCCUR TO DOWNLOCK IF NOT DISENGAGED FULLY.
(b) Retract gear and disconnect gear downlock spring from upper drag link.
(c) Remove cotter pins, washers and nuts from bolts that secure upper drag link and lower
drag link.
(d) Remove lower and upper gear tension spring arms.
(e) Slide attachment bolts from upper and lower drag links and remove links.
(6) With lower drag link disconnected from gear oleo housing, housing may be removed by
removing cotter pins, nuts, washers, and bolts at attachment points on each side of housing at
engine mount.
(7) Steering bellcrank may be removed by removing nut and bolt at steering rod, and nut and bolt
with bushing at bellcrank pivot point.
B. Cleaning, Inspection and Repair
(1) Clean all parts with a suitable dry type cleaning solvent.
(2) Inspect gear components for following unfavorable conditions:
(a) Bolts, bearings and bushings for excess wear, corrosion and damage.
(b) Gear housing, drag links, torque links, and tension spring arm for cracks, bends or
misalignment.
(c) Downlock hook for excess wear of the hook and bearing surfaces.
(d) Downlock pin to ensure no looseness is present.
(3) Inspect gear tension and downlock hook springs for the following:
(a) Excess wear or corrosion, especially around hook portion of springs. A spring should be
rejected if wear or corrosion exceeds one-quarter diameter of spring. Clean away all
corrosion and repaint.
(b) Check gear tension springs for load tensions below minimum allowable tolerances.
Minimum allowable tension of inner spring is 37 pounds pull at 13.75 inches and outer is
60 pounds pull at 13.75 inches. Measurement is taken from inner side of each hook. If it is
found that either spring should be rejected, replace both springs.
(c) Check gear downlock hook spring for load tension below minimum allowable tolerance.
Minimum tension of spring is 10.5 pounds pull at 4.5 inches. Measurement is also taken
from inner side of each hook.
(4) Check general condition of each limit switch and its actuator, and wiring for fraying, poor
connections or conditions that may lead to failures.
(5) Check drag link through center travel by attaching upper and lower drag links, and checking
that when stop surfaces of two links touch, linkage is not less than .062 nor more than .250 of
an inch through center. Should distance exceed required through center travel and bolt and
bushing are tight, replace one or both drag links.

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(6) Shimmy dampener requires no service other than routine inspection. In case of damage or
malfunction, dampener should be replaced rather than repaired.
(7) Repair to landing gear is limited to reconditioning of parts such as replacing bearings and
bushings, smoothing out minor nicks and scratches, repainting of areas where paint has
chipped or peeled and replacement of parts.
C. Installation (see Figure 2)
NOTE: When assembling any units of landing gear, lubricate bearings, bushings, and friction
surfaces with proper lubricant as described in 12-20-00.
(1) Attach steering bellcrank with bushing to its mounting plate on engine mount and connect
steering rods. Secure each with bolt and nut. Adjustment, fore and aft, of bellcrank may be
made after gear has been installed and rigged and adjusted.
(2) To install gear housing assembly, position the gear so that bolt attachment points on housing
align with attachment points on engine mount. Install pivot bolts, washers and nuts. Tighten
nuts to a snug fit, yet allowing gear to swing free, and safety.
(3) Drag links and gear tension spring arms may be installed by following procedure:
(a) Determine that the upper and lower links are assembled with downlock hook attached,
and through center travel of links checked according to Cleaning, Inspection and Repair,
above.
(b) Position link assembly to allow bolt holes in links to align with holes in gear housing and
engine mount.
(c) Add upper gear tension spring arm, bushings and washers on upper link attachment bolt.
(d) Install bolt and tighten nut to allow link to rotate freely and safety.
(e) Install lower gear tension spring arm on drag link bolt on right side of gear oleo housing,
secure and safety. A washer is installed on bolt between lower drag link and arm.
(4) Connect gear downlock spring between downlock and upper drag link.
(5) Connect two gear tension springs.
(6) Adjust eccentric bushing (used for downlock pin) with gear extended and downlock engaged to
obtain .001 to .010 clearance between bottom of downlock pin (bearing) and downlock hook
(Refer to Figure 3).
(7) Retract gear and tighten with eccentric bushing in its adjusted position. Cycle gear a minimum
of three times to ensure proper operation and engagement.
(8) Ensure that landing gear is lubricated per Lubrication Chart, 12-20-00.
(9) Check adjustment of gear per Adjustment / Gear Up Stop and Shimmy Dampener, below.
(10) Install engine cowling.
(11) Retract landing gear and check door operation as per Adjustment of Nose Gear Doors.
(12) Check alignment of nose gear per Alignment / Steering Adjustment, below.
(13) Remove airplane from jacks. (See 7-10-00.)

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Sep 30/06 32-20-00 4G22

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Adjustment of Eccentric Bushing

Figure 3

Nose Gear Adjustment

Figure 4

4G23 32-20-00 SepPAGE 9

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

D. Adjustment / Gear Up Stop and Shimmy Dampener (Refer to Figure 4)

The gear up stop is located on under side of upper drag link.
(1) Remove engine cowl.
(2) Place airplane on jacks. (Refer to Jacking, 7-10-00.)
(3) Retract landing gear hydraulically by turning master switch on and moving gear selector switch
to up position.
(4) Check adjustment of gear up stop by placing a carpenters square with longest end along
bottom of fuselage, and shortest end running up through centerline of wheel axle. Measure up
along square from bottom of fuselage 4.80 inches, to determine if center of wheel axle meets
this measurement. If this measurement is incorrect, extend gear, loosen jam nut on gear up
stop, and make required adjustment by turning stop.
(5) Adjust rod end of nose gear retracting cylinder so that at least 0.07 to 0.10 rod travel remains
to full extension when downlock is fully engaged. Check rod end safety hole and tighten safety
nut.
(6) Recheck all adjustments and retighten jam nut on gear up stop. When gear is fully retracted,
strut tube should be firmly against gear up stop. Extend gear.
(7) Adjust shimmy dampener by turning nose wheel against stops and adjusting rod end of
dampener for adequate travel to both extremes.
(8) Install engine cowling.
(9) Confirm that downlocks are engaged and that the three green gear down lights are on.
(10) Remove airplane from jacks.
E. Alignment / Steering Adjustment
(1) Place airplane on a smooth level floor that will accommodate striking of a chalk line.
(2) Check that nose gear is properly adjusted as given in Adjustment / Gear Up Stop and Shimmy
Dampener, above.
(3) With landing gear in down-locked position, weight proportionally on nose gear and nose wheel
facing forward, adjust steering bellcrank. Bellcrank is attached to lower front of engine mount
directly aft of gear housing and may be adjusted by loosening its attachment bolt and sliding
bellcrank fore and aft until it clears each steering arm rollers by 0.03 of an inch. Retighten
attachment bolt.
(4) Place airplane on jacks. (Refer to Jacking, 7-10-00.)
(5) Level airplane laterally and longitudinally. (Refer to Leveling, 8-20-00.)
(6) From center point of tail skid, extend a plumb bob and mark contact point on floor.
(7) Extend a chalk line from mark on floor below tail skid to a point approximately three feet
forward of nose wheel. Allow line to pass under wheel at centerline of tire. Snap chalk line.
(8) Clamp rudder pedals to align them in a lateral position. Ensure that rudder pedals are in their
neutral position. (Refer to Figure 5 and Figure 6)

PAGE 10
Sep 30/06 32-20-00 4G24

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Clamping Rudder Pedals in Neutral Rudder Pedals at Neutral Angle

Figure 5 Figure 6

(9) Adjust rod end bearings of each steering control rod to align nose wheel with chalk line and to
bring rudder pedals into neutral angle fore and aft.
(10) Install steering push rods on rudder pedals. Adjust rods so lengths are both same and rudder
pedals are at their neutral position.
(11) To align nose wheel straight forward, stand in front of nose gear and align center rib of tire with
chalk line, or lay a straightedge along side of tire and parallel straightedge with chalk line.
(12) Place a bubble protractor against a rudder pedal steering tube to check the neutral angle.
(Refer to Figure 6).
(13) One end of each rod must be disconnected and jam nuts loosened to make any adjustment.
Do not attempt to make adjustment by means of one rod end bearing, but divide adjustment
between bearings at each end of each rod. Check that rod ends have sufficient thread
engagement by ascertaining that a wire will not go through check hole in rod. Where no check
holes are provided, ascertain a minimum of 3/8 inch thread engagement. Reinstall rods and
tighten jam nuts.
(14) To check nose gear steering for its 22.5° ± 2° maximum right and left travel, mark on each side
of nose wheel an angle line from centerline and wheel pivot point. Turn wheel to its maximum
travel in both directions to check for allowable travel. Should travel be exceeded in one
direction and not enough in other direction, check for possible damage to gear fork or torque
links.

4H1 32-20-00 Sep

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Nose Gear Doors

Figure 7

PAGE 12
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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

3. Nose Gear Doors

A. Removal (See Figure 7.)
(1) With nose gear extended, disconnect spring from door arms by removing upper attachment
hardware.
(2) Disconnect link assemblies from doors and remove mechanism.
(3) To remove doors from cowl, bend end of hinge pin straight and pull out pin.
B. Cleaning, Inspection and Repair
(1) Clean all parts with a suitable cleaning solvent.
(2) Inspect doors for damage, loose or damaged hinges and brackets.
(3) Inspect door retraction link assemblies and arms for damage and wear.
(4) Check door tension springs for wear and tension. Reject springs if tension does not maintain
doors in full open position.
(5) Repairs to doors may be replacement of hinges and painting.
(6) Repairs to retraction mechanism is limited to replacement of parts, and sanding and painting.
C. Installation (See Figure 7.)
(1) Install gear doors by positioning hinge valves of door and door support assembly, and inserting
hinge pins. New pins are recommended. Bend ends of pins to secure in place.
(2) Assemble door mechanism to doors and attach springs.
D. Adjustment
(1) Place airplane on jacks. (Refer to Jacking, 7-10-00.)
(2) Adjust door retraction links to align doors with lower cowl in closed position.
(3) Door down adjustment bolts should be positioned to limit doors travel to 90 degrees from
closed position.
(4) Check attaching hardware and jam nuts for safety and tightness.
(5) Remove airplane from jacks.

4H3 32-20-00 Sep

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Nose Gear Tolerances

Figure 8 (Sheet 1 of 4)

PAGE 14
Sep 30/06 32-20-00 4H4

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Item Manufacturers Service Service

No. Part No. Nomenclature Dimension (1) Dimension (1) Tolerance Remarks

1 65003-045 Upper Draglink .4385 .4395 002

Bushing .4375 .4375
2 452-474 Upper Drag Brace .4385 .4395 .002
Bearing L.H. .4375 .4375
3 452-623 Upper Drag Brace .502 .503 .002
Bearing R.H. .501 .501
4 95061-133 Bushing .376 .376 .002
.375 .377
5 95061-134 Bushing .645 .640 .002
.640 .647
6 452-450 Upper Drag Brace .2505 .2515 .002
Bearing .2495 .2495
7 61402-093 Upper Drag .189 .193 .004
Brace Bushing .191 .189
8 67026-007 Drag link .313 .3130 .0025 SEE NOTE 4
Trunnion Bearing .314 .3165
9 67026-007 Bearing .313 .313 .002 SEE NOTES 2,
.314 .315 3 AND 5
10 452-366 Link Assembly .2495 .2495 .002 SEE NOTES 3
Bearing .2505 .2515 AND 5
11 21831-004 Nose Gear Strut .247 .247 .003 SEE NOTE 3
Tube Bearing .248 .250
12 82732-099 Nose Gear .241 .241 .010
Arm Bushing .246 .251
13 95061-144 Trunnion .248 .249 .010 SEE NOTE 4
Assembly Bushing .250 .259
14 95061-168 Bushing .250
15 82732-095 Bushing .249 .253 .008
.251 .245
16 63900-122 Nose Gear .443 .443 .0015
Outer Bushing .441 .4445
17 452-477 Sleeve Bearing .375 .395 .020
.375
18 63900-109 Nose Gear .3125 .3235 .011
Inner Bushing .3180 .3125
19 14976-015 Bushing .385 .385 .010
.390 .395
20 14976-016 Bushing .260 .270 .010
.265 .260
21 452-445 Steering Cam .502 .512 .020
Bearing .502
22 82732-099 Nose Gear .241 .241 .010 SEE NOTE 5
Arm Bushing .246 .251

Nose Gear Tolerances

Figure 8 (Sheet 2 of 4)

4H5 32-20-00 Sep

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Item Manufacturers Service Service

No. Part No. Nomenclature Dimension (1) Dimension (1) Tolerance Remarks

23 65003-030 Downlock .193 .196 .003

Bushing .195 .193
24 96061-135 Bushing .2495 .2515 .002
.2505 .2495
25 95061-136 .2495 .2515 .002
.2505 .2495
26 67026-011 Bearing SEE NOTE 4
27 35662-002 Eccentric .189
Bushing .191
28 38068-002 Downlock .191
Bearing .189
29 67050-002 Lower Strut Assy.
Torque Link Fitting
30 20735-005 Torque Link .377 .377 .002 SEE NOTE 5
.3785 .3790
31 67148-000 Trunnion .4385 .4385 .0015
Torque Link Fitting .4370 .4370
32 20735-005 Torque Link .312 .312 .002
.313 .314
33 44386-003 Steering .4370 .0015 .0015
Arm .4385
34 67054-003 Trunnion Assy. .302 .302 .0015
Assist Spring Fitting .303 .3035
35 20735-005 Torque Link .312 .312 .002 SEE NOTE 2
.313 .314
36 67148-000 Shimmy Dampener .3745 .3745 .001
Fitting .3760 .3760
37 67054-003 Trunnion Housing .4415 .4415 .0010
Drag Link Attachment .4425 .4424
38 38043-000 Upper Drag .378 .3775 .002
Link .379 .3795
39 67054-003 Trunnion Assy. .6285 .6285 .001
Main Attachment Fitting .6295 .6295
40 38043-000 Upper Drag .4385 .4385 .002
Link .4375 .4405
41 38043-000 Downlock Spring .247
Attachment Fitting .248
42 38043-000 Upper Drag .6235 .6230 .002
Link .6245 .6250

Nose Gear Tolerances

Figure 8 (Sheet 3 of 4)

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
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NOTES: 1. All dimensions are inside dimensions (ID), unless otherwise noted.
2. Line ream to this dimension after installation of part.
3. Install bushing with wet zinc chromate.
4. Install new bushing by coating O.D. of bushing with Loctite 601, rotating bushing while inserting it to
ensure coverage.
5. Press fit.

Nose Gear Tolerances

Figure 8 (Sheet 4 of 4)

4H7 32-20-00 Sep

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
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4H9 32-20-00 Sep

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PAGE 20
Sep 30/06 32-20-00 4H10

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

EXTENSION AND RETRACTION

The landing gear extension and retraction system is hydraulically operated. This section provides
detailed information on troubleshooting and testing the system, and on maintaining the free-fall
(emergency release) valve assembly and the gear actuating cylinders. Detailed information on other
components (i. e. - the hydraulic pump and lines) is in Chapter 29.
1. Troubleshooting
When trouble develops, place the airplane on jacks (refer to Jacking, 7-10-00), in order to determine the
extent of the problem. Chart 1 lists troubles which may be encountered, along with their probable cause,
and suggests a remedy for the trouble involved. Hydraulic system troubles are not always traceable to
one cause. A malfunction may be the result of more than one problem within the system. Starting with
the most obvious and most probable reasons for the trouble, check each possibility and, by process of
elimination, isolate the troubles.

CHART 1 (Sheet 1 of 5)
TROUBLESHOOTING EXTENSION AND RETRACTION
Trouble Cause Remedy
Landing gear retraction system Landing gear actuator circuit Reset circuit breaker and
fails to operate. breaker open. determine cause for open
circuit breaker.
Landing gear selector circuit Reset circuit breaker and
breaker open. determine cause for open
circuit breaker.
Landing gear actuator circuit Check wiring.
wires broken.
Landing gear selector circuit Check wiring.
wires broken.
Safety (squat) switch out of Readjust switch. (Refer to
adjustment. 32-60-00)
Squat switch inoperative. Replace switch.
Pressure switch inoperative. Replace switch.
Pump retraction solenoid Replace solenoid.
inoperative (upper solenoid).
Gear selector switch ground Check ground.
incomplete.
Gear selector switch inoperative. Replace switch.
NOTE: If you hear the retracting solenoid on the pump actuate when the gear selector switch is
operated, assume the gear control circuit is operating properly and check the actuator circuit
further.
Hydraulic pump ground Check ground.
incomplete.

4H11 32-30-00 SepPAGE 1

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MAINTENANCE MANUAL

CHART 1 (Sheet 2 of 5)
TROUBLESHOOTING EXTENSION AND RETRACTION
Trouble Cause Remedy
Landing gear retraction system Hydraulic pump inoperative. Replace or overhaul pump.
fails to operate. (cont.) Return to Piper, via local
Piper distributor, for
overhaul.
Hydraulic fluid in reservoir Fill reservoir with hydraulic
below operating level. fluid.
Battery low or dead. Check condition of battery.
Landing gear extension Landing gear actuator circuit Reset circuit breaker and
system fails to operate. breaker open. determine cause for open
circuit breaker.
Landing gear selector circuit Reset circuit breaker and
breaker open. determine cause for open
circuit breaker.
Check wiring. Wires broken.
Landing gear selector circuit Check wiring.
wires broken.
Pump extension solenoid Replace solenoid.
inoperative (lower solenoid).
Gear selector switch ground Check ground.
incomplete.
Gear selector switch inoperative. Replace switch.
NOTE: If you hear the retracting solenoid on the pump actuate when the gear selector switch is
operated, assume the gear control circuit is operating properly and check the actuator circuit
further.
Hydraulic pump ground Check ground.
incomplete.
Hydraulic pump inoperative. Replace or overhaul pump.
Return to Piper, via local
Piper distributor, for
overhaul.
Hydraulic fluid in reservoir Fill reservoir with hydraulic
below operating level. fluid.
Low or dead battery. Check condition of battery.
Landing gear retraction Hydraulic fluid in reservoir Fill reservoir with hydraulic
extremely slow. below operating level. fluid.
Restriction in hydraulic lines. Isolate and check hydraulic
lines.
Shuttle valve sticking in pump Check cause.
base.

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Sep 30/06 32-30-00 4H12

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 1 (Sheet 3 of 5)
TROUBLESHOOTING EXTENSION AND RETRACTION
Trouble Cause Remedy
Pump stops during gear Landing gear actuator circuit Reset circuit breaker and
retraction. breaker opens. determine overload cause.
Landing gear selector circuit Reset circuit breaker and
breaker opens. determine overload cause.
Pressure switch out of Remove and readjust or
adjustment. replace switch.
Hydraulic pump may Replace and/or return
require overhaul. pump to Piper, via local
Distributor, for overhaul.
Mechanical restriction or Place airplane on jacks and
obstruction in hydraulic system run retraction check. Isolate
allows pressure to build up and and determine cause.
shut off pump before gear has
retracted.
Shuttle valve sticking in pump Check cause.
base.
Pump stops during gear Landing gear actuator circuit Reset circuit breaker and
extension. breaker opens. determine overload cause.
Landing gear selector circuit Reset circuit breaker and
breaker opens. determine overload cause.
Pump fails to shut off though Pressure switch inoperative. * Replace switch.
gear has fully retracted.
Pressure switch out of Replace switch.
adjustment. *
* The out of adjustment or failed switch may be determined by noting which down light is not ON.
Pump retraction solenoid Replace solenoid.
sticking (inboard solenoid).
Internal leakage of system. Check gear actuating
cylinders for internal
leakage.
Internal damage to
hydraulic pump. Return to
Piper Aircraft via local Piper
distributor for overhaul.

4H13 32-30-00 SepPAGE 3

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 1 (Sheet 4 of 5)
TROUBLESHOOTING EXTENSION AND RETRACTION
Trouble Cause Remedy
Pump fails to shut off though External leakage of system. Check gear actuating
gear has fully retracted. cylinders for external
leakage.
Check free-fall valve for
external leakage.
External damage to
hydraulic pump. Return to
Piper Aircraft via local Piper
distributor for overhaul.
Pump relief valve out of Replace pump.
adjustment.
Pump fails to shut off though Pump extension solenoid Replace solenoid.
the gear has fully extended. sticking (out-board solenoid).
Nose gear down limit switch Adjust switch actuator.
actuator out of adjustment. * (Refer to Adjustment of
Nose Gear Down Limit
Switch, 32-60-00)
Pump fails to shut off though Nose gear down limit switch Replace switch.
the gear has fully extended. failed. *
(cont.)
Main gear down limit switch Adjust switch. (Refer to
out of adjustment. * Adjustment of Main Gear
Down Limit Switch,
32-60-00)
Main gear down limit switch Replace switch.
failed. *
* The out of adjustment or failed switch may be determined by noting which down light is not ON.
Pump running intermittently Leakage of high pressure Remove pump. Return
after gear has retracted. check valve. to Piper Aircraft, via
local Piper distributor,
for overhaul.
Internal leakage of system. Check auxiliary retraction
unit valve for internal
leakage.
Check gear actuating
cylinders for internal
leakage.
External leakage of system. Check gear actuating
cylinders for external
leakage.
Check for broken or
damaged hydraulic lines.

PAGE 4
Sep 30/06 32-30-00 4H14

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 1 (Sheet 5 of 5)
TROUBLESHOOTING EXTENSION AND RETRACTION
Trouble Cause Remedy
Gear stops part way up, but Pump high pressure relief Replace pump.
pump continues to run. valve out of adjustment.
Internal leakage of system. Check gear actuating
cylinders for internal
leakage.
Check for broken or
damaged hydraulic lines.
Hydraulic fluid in reservoir Fill reservoir with hydraulic
below operating level. fluid.
All gears fail to free fall. Free-fall valve fails to open. Replace valve.
With gear selector down and Shorted gear up solenoid. Replace solenoid.
three green lights on, gear unsafe
light comes on or intermittently
on.
With gear selector down and Shorted gear up solenoid. Replace solenoid.
three green lights on, pump
motor circuit breaker opens.
With gear unsafe light on, pump Shorted gear down solenoid. Replace solenoid.
operates on and off.
With gear unsafe light on, pump Shorted gear down solenoid. Replace solenoid.
motor circuit breaker opens.

4H15 32-30-00 SepPAGE 5

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

2. Functional Test (PIR-PPS60033-8, Rev. F.)

CAUTION: VERIFY THAT HYDRAULIC PUMP RESERVOIR IS FILLED. AFTER FILLING

RESERVOIR, TIGHTEN DIPSTICK, THEN BACK OFF 1 1/2 TURNS. THIS IS ESSENTIAL
TO ALLOW THE RESERVOIR TO BE VENTED.
The following tests and checks shall be performed in the sequence shown. Any failure of the system to
respond as specified indicates a malfunction which shall be corrected before proceeding.
A. Verify that nose and main gears are properly adjusted. (See 32-10-00 and 32-20-00)
B. Place the airplane on jacks. (See 7-10-00)
C. Connect a 28 volt (dc) (or 14 vdc in HP S/N’s 3246001 thru 3246017 only) ground power unit
capable of supplying a minimum of 50 amperes to the aircraft electrical system.
D. Gear Lights.
(1) All switches off and gear selector in the down position.
(2) Throttle in mid position.
(3) Master switch on. (Remains on-through all tests.)
Check: Three green safe lights on.
Red warning light off.
Gear warning horn does not sound.
E. Gear Down Microswitches.
(1) Throttle in mid position.
(2) Gear selector switch up.
(3) When nose gear is approximately half retracted, pull the landing gear pump circuit breaker.
Operate the gear free fall control. Manually restrain nose gear from failing. Main gear shall fall
to the extended position. Return free fall control to the "NORMAL" position.
(4) Push in 25 amp landing gear pump circuit breaker and with gear selector switch down;
Check: Pump operates.
Main gear green safe lights on.
Nose gear green safe lights off.
Red warning light on.
Gear warning horn does not sound.
(5) Allow nose gear to extend slowly.
Check: Pump continues to operate and nose gear green safe light remains off until nose gear
is fully extended and nose gear downlock is engaged on roller.

NOTE: Momentary "blinking" of the nose gear green light before the downlock is engaged on
the roller indicates an improperly adjusted microswitch.
Red warning light off when all green safe lights are on.
Gear warning horn does not sound.
(6) "Unlock" left gear downlock manually.
Check: Pump operates.
Correct green safe light off.
Red warning light on.
Gear warning horn does not sound.
(7) Repeat step (6) for the right main gear.

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

F. Squat Switch.
(1) Deactivate squat switch on left main gear by one of the following methods:
(a) Loosen the squat switch adjustment screws and rotate the switch until the tang is free.
(b) Partially compress the left main gear shock absorber so that the squat switch operating
tang is free.
(2) Gear selector switch up.
Check: Pump does not operate.
Three green gear safe lights remain on.
Red warning light on.
(3) Open throttle fully.
Check: Pump does not operate.
Red warning light remains on.
Three green lights remain on.
(4) Close throttle.
Check: Pump does not operate.
Red warning light remains on.
Three green lights remain on.
Horn sounds (intermittently).
(5) Gear selector switch down.
(6) Re-activate squat switch.
NOTE: Do Not perform steps (7) thru (11) if airplane is Avidyne Entegra EFIS-equipped or
Garmin 1000 EFIS-equipped.
(7) Locate connector R2 on L/G side of Instrument Panel harness on far outboard side. It may be
necessary to cut tywraps to access connector.
(8) With aircraft on ground and right squat switch mated (Weight-On-Wheels), check for ground at
pin 3 of connector R2.
(9) Repeat step (1) to ensure that gear microswitch is operating properly. With switch open, check
that pin 3 from previous step is now open to ground
(10) With switch still in weight-off-wheels position, check for ground at pin 15 of connector P2 or R2
depending on aircraft configuration. This ground is for the transponder.
(11) Return right hand squat switch to original configuration.
NOTE: If discrepancies are found, refer to applicable Schematic Wiring diagram for
troubleshooting purposes.

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

G. Retraction and Extension.

NOTE: The gear free-fall control must be in the normal position throughout G, H, I and J until
instructed otherwise.
(1) Throttle in mid position.
(2) Move landing light switch from off to on position and verify landing light is illuminated.
(3) Gear selector switch up. Hold for 5 minutes.
Check: Three green safe lights off.
Red warning light on.
Gear retracts in less than ten seconds.
Pump stops operating when gear is fully retracted.
Red warning light out.
Gear warning horn does not sound.
Taxi light/Landing light is extinguished
(applicable only to aircraft equipped with nose gear taxi light/landing light).
(4) Gear selector switch down.
Check: Pump operates.
Red warning light on.
Pump stops operating when gear is fully extended.
Red warning light out.
Three green gear safe lights on in less than 15 seconds.
Nose gear downlock fully engaged.
Landing light is illuminated
(applicable only to aircraft equipped with nose gear taxi light/landing light).
(5) Wait eight seconds, then move gear selector switch up.
Check: Gear retracts in less than ten seconds.
Red warning light off.
H. Second Retraction Test.
The second retraction check (see G (4) and (5), above) after an eight second wait, tests the
functioning of the pump base shuttle valve. Retraction time will be prolonged beyond the time
specified if the shuttle valve is sticking.
I. Throttle Closed Microswitch.
(1) With gear still up, close throttle.
Check: Red warning light on.
Gear warning horn sounds.
(2) Open throttle to mid position.
Check: Red warning light off.
Gear warning horn stops sounding.

4H19 32-30-00 SepPAGE 9

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

J. Free-fall.
(1) Pull out 25 amp landing gear pump circuit breaker.
(2) Operate gear free fall control to the extend position.
Check: All gear return to the "down and locked” position, with down latches engaged.
Three green gear safe lights on. (Within 10 seconds max)
(3) Return gear free fall control to the normal position.
(4) Gear selector switch down.
(5) Push in 25 amp landing gear pump circuit breaker.
Check: Pump does not operate.
Red warning light remains off.
Three green gear safe lights remain on.
K. Flap Position Warning Check (Throttle to be in Middle Position)
(1) Flap rigging complete.
(2) Gear selector switch up.
Check: Gear retracts.
Pump stops.
Red warning light out.
(3) Flap selector in first down (10°) position.
Check: Flaps operate to first position.
Warning horn does not sound.
(4) Flap selector in second down (25°) position.
Check: Flaps operate to second position.
Warning horn sounds.
(5) Flap selector in full down position.
Check: Flaps operate to full down position.
Warning horn continues to sound.
(6) Flap selector back to first down (10°) position.
Check: Flaps operate to first position.
Warning horn stops sounding.
(7) Flap selector to full up (0°) position.
Check: Flaps retract.
Warning horn does not sound.
(8) Gear selector switch down.
Check: Gear extends.
Three green safe lights on.
Pump stops.

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(9) Flap selector to full down position.

Check: Flaps operate to full down position.
Warning horn does not sound.
(10) Flap selector to full up position.
Check: Flaps operate to full up position.
Warning horn does not sound.
(11) Master switch off.
L. Disconnect the ground power unit.
M. Verify gear remains full down and locked. Remove airplane from jacks. (See 7-10-00)
3. Landing Gear Actuating Cylinders
A. Nose Gear Actuating Cylinder
(1) Removal
(a) Place airplane on jacks. (Refer to Jacking, 7-10-00)
(b) Disconnect hydraulic lines from actuating cylinder. Cover open line ends to prevent
contamination.
CAUTION: WHENEVER AIRCRAFT IS PLACED ON JACKS FOR PURPOSE OF
MANUALLY RETRACTING NOSE GEAR ASSEMBLY, ENSURE NOSE
GEAR DOWNLOCK IS FULLY DISENGAGED BEFORE RELEASING NOSE
GEAR DRAG LINKS. DAMAGE COULD OCCUR TO DOWNLOCK IF NOT
FULLY DISENGAGED.
(c) Disconnect cylinder operating rod end. Manually unlock nose gear to allow clearance from
engine mount for removal of attachment bolt.
(d) Disconnect aft end of cylinder from its attachment fitting. Remove cylinder from the wheel
well.
(2) Installation
(a) Attach cylinder to its attachment fitting using bolt and nut.
(b) Attach operating rod end to downlock. Manually unlock nose gear to provide necessary
clearance from engine mount for installing attaching bolt.
(c) Connect hydraulic lines to cylinder fittings.
(d) Check adjustment of cylinder rod end. (Refer to Adjustment of Nose Landing Gear.)
(e) Operate pump to purge system of air. Check fluid level in reservoir.
(f) Remove the airplane from jacks.
(3) Disassembly (Refer to Figure 1).
(a) With cylinder removed from airplane, mark position of end gland to facilitate reinstallation.
(b) Remove safety wire and unscrew end gland.
(c) Remove piston and O-rings .

4H21 32-30-00 Sep

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Nose Gear Actuating Cylinder

Figure 1

(4) Cleaning, Inspection, and Repair

(a) Clean cylinder parts with a suitable dry type solvent. Dry thoroughly.
(b) Inspect cylinder assembly for the following:
1 Interior walls of cylinder and exterior surfaces of piston for scratches, burrs,
corrosion, etc.
2 Threaded areas for damage.
3 Rod end fitting and swivel fitting of cylinder for wear and corrosion.
(c) Repairs to cylinder are limited to polishing out small scratches, burrs, etc., and replacing
O-rings.
(4) Assembly (Refer to Figure 1)
(a) Install O-ring on the exterior of end gland.
(b) Install O-ring in the interior of end gland.
(c) Install O-ring on the body of piston assembly.
(d) Lubricate areas around O-rings with hydraulic fluid. Slide end gland on piston rod. Screw
end gland in cylinder body.
(e) Align reference marks and secure end gland with safety wire.
(f) Check smoothness of piston operation.

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Sep 30/06 32-30-00 4H22

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Main Gear End Gland Locking Device

Figure 2

B. Main Gear Actuating Cylinder

(1) Removal
(a) Place airplane on jacks. (Refer to Jacking, 7-10-00)
(b) Disconnect hydraulic lines from actuating cylinder. Cover open line ends to prevent
contamination.
(c) Disconnect gear downlock spring from swivel fitting at upper end of spring.
(d) Remove downlock spring swivel fitting. Disconnect cylinder operating rod end from upper
side brace retraction fitting by removing attaching nut, washer and bolt.
(e) Disconnect cylinder from its attachment by removing nut and bolt.
(f) Remove cylinder from wheel well.
(2) Installation
(a) Attach the cylinder to its attachment fitting in the wheel well using bolt and nut.
(b) Attach the operating rod end and downlock spring swivel fitting to the upper side brace
retraction fitting by using bolt, washer and nut. Ascertain swivel fitting is free to rotate.
(c) Connect the downlock spring to the swivel fitting.
(d) Check the adjustment of the cylinder rod end. (Refer to Adjustment of Main Landing Gear,
32-10-00)
(e) Operate pump to purge system of air and check fluid level in reservoir.
(f) Remove the airplane from jacks.

4H23 32-30-00 Sep

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Main Gear Actuating Cylinder

Figure 3

(3) Disassembly (Refer to Figures 2 and 3)

(a) With cylinder removed from airplane, push piston rod (by hand) toward clevis to remove
oil from unit.
(b) Put clevis only in a soft jaw vise and clamp against clevis bearing.
(c) If no pipe fitting is installed in port of end gland, install a fitting (1/8-27) into port. This
fitting will be used for leverage only and need not be tight.
(d) Rotate gland counterclockwise (with use of fitting) until end of gland lock ring shows in
slot in cylinder body. Reverse rotation of gland (clockwise direction) to allow lock ring to
move out of the slot. (Refer to Figure 2) It may be necessary to give ring an assist to start
out of slot. If so, insert a strong wire pick or other available tool in slot to lift up end of ring
and then rotate gland.
(e) Pull piston and end gland from cylinder.
(f) Remove O-rings as desired.
(4) Cleaning, Inspection and Repair
(a) Clean cylinder parts with a suitable dry type solvent and dry thoroughly.
(b) Inspect cylinder assembly for following:
1 Interior walls of cylinder and exterior surfaces of piston for scratches, burrs,
corrosion, etc.
2 Threaded areas for damage.
3 End fitting retainer slot for excess wear.
4 Rod end fitting and swivel fitting of cylinder for wear and corrosion.

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(c) Repairs to cylinder are limited to polishing out small scratches, burrs, etc., and replacing
O-rings. (Refer to Parts Catalog for replacement part numbers.)
(5) Assembly (Refer to Figure 3).
(a) Install O-ring on exterior of end gland.
(b) Install O-ring and back-up ring in the interior of end gland.
(c) Install O-ring on the body of piston assembly.
(d) Lubricate areas around O-rings with hydraulic fluid, park-o-lube or vaseline. Slide end
gland on piston rod. Slide piston into the cylinder housing.
(e) Insert hook end of a new lock ring (P/ N 755-997) in slot in cylinder body and slot in end
gland. Rotate gland counterclockwise to completely wrap lock ring into assembly.
(f) Align port in end gland and cylinder body.
(g) Check smoothness of piston operation. Static pressure test unit to check for possible cut
O-rings.
4. Landing Gear Free-Fall (Emergency Release) Valve Assembly
The valve is located is located in the nose section of the fuselage. Access to the valve is through the
access panel in the nose baggage compartment.
A. Removal (Refer to Figure 4.)
(1) Loosen screw securing cable to valve arm.
(2) Loosen clamp securing cable in position. Withdraw cable.
(3) Loosen (do not disconnect) hydraulic lines connected to the valve. Place a rag in position to
absorb any hydraulic fluid spillage that may result.
(4) Remove clamps nuts and bolts securing the valve to bracket.
(5) Disconnect and remove hydraulic lines connected to valve. Cap the lines to avoid
contamination.

Free-Fall Valve Assembly

Figure 4

4I1 32-30-00 Sep

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(6) Remove the assembly from the airplane.

(7) Note direction of tees and elbows connected to valve. Remove tees and elbows.
B. Installation (Refer to Figure 4.)
(1) Apply Titeseal No. 3 in back of first two male threads of elbows and tees. Titeseal should be
applied sparingly to prevent it entering the hydraulic system.
(2) Insert tees and elbows. Tighten to same direction noted during removal.
(3) Connect hydraulic lines to tee and elbow fittings in valve; finger tighten only
(4) Install valve on bracket and secure in position with clamp bolts and nuts..
(5) Push arm assembly fully forward.
(6) Pull cable full forward. Insert loose end of cable through the hole in the bushing of the arm
assembly
(7) Place clamp over reinforced portion of cable and tighten screws.
(8) Tighten arm lock screw on cable
(9) Tighten all hydraulic lines.
(10) Check for leaks. (Refer to Testing Hydraulic System, 29-10-00).
(11) Install nose compartment access panel.
C. Inspection and Repair
(1) Inspection is limited to determining if any signs of hydraulic fluid leakage are evident around
the seam between the end fitting and valve body, and around the periphery of the piston
assembly shaft.
(2) Repair is impractical. If leaks appear, the valve assembly should be replaced.

PAGE 16
Sep 30/06 32-30-00 4I2

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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4I3 32-30-00 Sep

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

WHEELS AND BRAKES

1. Wheels
A. Nose Wheel Assembly
(1) Removal and Disassembly (see Figure 1)
(a) Jack airplane enough to raise nose wheel clear of ground. (Refer to Jacking, Chapter 7.)
(b) To remove nose wheel, first remove cotter pin and washer that secures safety clevis pin of
wheel nut. Next remove clevis pin, wheel nut and then slide wheel from axle.
(c) Wheel halves may be separated by first deflating tire. With tire sufficiently deflated,
remove wheel through bolts. Pull wheel halves from tire by removing wheel half opposite
valve stem first and then other half.
(d) Wheel bearing assemblies may be removed from each wheel half by first removing snap
rings that secure grease seal retainers, and then retainers, grease seals and bearing
cones. Bearing cups should be removed by tapping out evenly from inside.

Nose Wheel Assembly

Figure 1

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(2) Inspection
(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 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.
(3) Assembly and Installation (see Figure 1.)
(a) Check that bearing cup for each wheel is properly installed. Install tire with tube on wheel
half with valve stem hole and then join two wheel halves. Install through bolts with
washers and nuts to valve stem side. Torque nuts to 90 inch-pounds.
(b) Lubricate bearing cones and install cones, grease seals, felt rings and seal retainer rings.
Secure with snap rings.
(c) Slide wheel on axle and secure with retainer nut. Tighten nut to allow no side play, yet
allow wheel to rotate freely. Safety nut with clevis pin and secure pin with washer and
cotter pin.
(d) Ensure nose gear is down and locked. Remove jack.
B. Main Wheel Assembly
(1) Removal and Disassembly (see Figure 2.)
(a) Place airplane on jacks. (Refer to Jacking, 7-10-00.)
(b) To remove main wheel, remove cap bolts that join brake cylinder housing and lining back
plate assemblies. Remove back plate from between brake disk and wheel.
(c) Remove dust cover, cotter pin and flat head pin that safeties wheel nut, and slide wheel
from axle.
(d) Wheel halves may be separated by first deflating tire. With tire sufficiently deflated,
remove wheel through bolts. Pull wheel halves from tire by removing inner half from tire
first, and then outer half.
(e) Wheel bearing assemblies may be removed from each wheel half by first removing
retainer snap rings that secure grease seal retainers, and then retainers, grease seals
and bearing cone. Bearing cups should not be removed only for replacement. See Repair
of Nose and Main Wheel Assemblies for bearing cup replacement instructions.
(2) Inspection
Inspect brake disk for cracks, excessive wear or scoring, rust, corrosion and warpage. Remove
rust and blend out nicks, using fine 400 grit sandpaper. Replace disk if cracked or when disk is
worn below minimum thickness. (Refer to Cleaning, Inspection and Repair of Wheel Brake
Assembly.) In addition also perform same inspection for nose wheel in Inspection of Nose
Wheel Assembly.

PAGE 2
Sep 30/06 32-40-00 4I6

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Main Wheel Assembly

Figure 2

(3) Assembly and Installation (see Figure 2)

(a) Check that bearing cup for each wheel is properly installed. Install tire with tube and
wheel half with valve stem hole. Ascertain that index mark is aligned with index mark on
tire to ensure proper tire, tube and wheel balance. Join two wheel halves and position
brake disk in inner wheel half. Install through bolts with nuts on valve stem side. Torque
wheel nuts to 150 inch-pounds and inflate tire.
(b) Lubricate bearing cones and install cones, grease seals and seal retainer rings. Secure
retainer with snap ring.
(c) Slide wheel on axle and secure with retainer nut. Tighten nut to allow no side play, yet
allow wheel to rotate freely. Safety nut with a flat head pin, washer and cotter pin. Install
dust cover.
(d Position brake lining back plates between wheel and brake disk and brake cylinder on
torque plate. Insert spacer blocks between back plates and cylinder, and install four bolts
to secure assembly. If brake was disconnected, connect line and bleed brakes.

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

C. Repair
NOTE: Remove rust and blend out small nicks, using fine 400 grit sandpaper.
Repairs of Nose and Main Wheel Assemblies are limited to blending out small nicks, scratches,
gouges and areas of slight corrosion, plus replacement of parts which are cracked or badly
corroded.
NOTE: Never paint working surfaces of bearing cups.
Wheels may also be repainted if parts have been repaired and thoroughly cleaned. Paint exposed
areas with one coat zinc chromate primer and one coat of aluminum lacquer.
D. Bearing Cup Replacement:
(1) Removal:
(a) Insert wheel half into boiling water for 15 minutes or place in an oven not exceeding
250°F (121°C) for 15 minutes.
(b) Remove from source of heat and invert wheel half. If cup does not drop out, tap cup
evenly from axle bore with a fiber drift pin or suitable arbor press.
(2) Installation:
(a) To replace a new cup, apply one coat of zinc chromate primer to wheel half bearing bore.
(b) Insert wheel half into boiling water for 15 minutes or place in an oven not exceeding
250°F (121°C) for 15 minutes. Chill new bearing cup in dry ice for a minimum of 15
minutes.
(c) Remove wheel half from source of heat and bearing cup from dry ice. Install chilled
bearing cup into bearing bore of heated wheel half. Tap gently to seat evenly in
place,using a fiber drift pin or suitable arbor press.
2. Brakes
A. Brake Adjustment and Lining Tolerance
Because they are self-adjusting, no adjustment of brake lining clearance is necessary. Inspection of
lining is necessary, and may be inspected visually while installed on airplane.
B. Wheel Brake Assembly
(1) Removal and Disassembly (see Figure 3.)
(a) Disconnect brake line from brake cylinder at tube fitting.
(b) Remove cap bolts that join brake cylinder housing and lining back plate assembly.
Remove back plate from between brake disk and wheel.
(c) Slide brake cylinder housing from torque plate.
(d) Remove pressure plate by sliding off anchor bolts of housing.
(e) Piston(s) may be removed by injecting low air pressure in cylinder fluid inlet and forcing
piston from housing.
(f) Check anchor bolt for wear.

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

30-83 Wheel Brake Assembly

Figure 3

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MAINTENANCE MANUAL

Removal and Installation of Anchor Bolt

Figure 4

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(g) Remove anchor bolt by the following procedure:

1 Position cylinder assembly on a holding fixture. (Refer to Figure 4.)
2 Use a suitable arbor press to remove anchor bolt from cylinder body.
(h) Install anchor bolt by the following procedure:
1 Support anchor bolt in a holding fixture. (Step A.)
2 Align cylinder body over anchor bolt. (Step B.)
3 Use a suitable arbor press and apply pressure on spot face directly over anchor bolt
hole. (Step C.)
(2) Cleaning, Inspection and Repair
(a) Clean assembly with a suitable solvent and dry thoroughly.
(b) Check wall of cylinder housing and piston for scratches, burrs, corrosion, etc., that may
damage O-rings.
(c) Check general condition of brake bleeder screw and lines.
(d) Check brake disk for wear, grooves, scratches, or pits. Minimum disk thickness of Disk
164-46 used on Wheel Assembly 40-120 is 0.405. A single groove or isolated grooves up
to .030 of an inch deep would not necessitate disk replacement. A grooving of entire disk
surface would reduce lining life and should be replaced. If necessary to remove wheel
disk, refer to Removal and Disassembly of Main Wheel.
(e) Check lining expansion groove. If groove is not showing replace linings. Remove linings by
prying loose with a screwdriver or a thin flat wedge. To install linings:
1 Position linings onto pins
2 Apply pressure to snap into position.
NOTE: After installation, condition new linings by performing two (2) consecutive full stop
braking applications from 30 to 35 kts. Do not allow brake discs to cool
substantially between stops.

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(3) Assembly and Installation (see Figure 3.)

(a) Lubricate piston O-ring(s) with fluid MIL-H-5606A and install on piston(s). Slide piston(s)
in cylinder housing until flush with surface of housing.
(b) Slide lining pressure plate onto anchor bolts of housing.
(c) Slide cylinder housing assembly on torque plate of gear.
(d) Position lining back plate between wheel and brake disc. Install bolts and torque to 40
inch -pounds to secure assembly.
(e) Connect brake line to brake cylinder housing.
(f) Bleed brake system as described in Bleeding Brakes.
C. Hand/Parking Brake Master Cylinder
(1) Removal (See Figure 5.)
(a) To remove brake master cylinder, first disconnect inlet supply line from fitting at top of
cylinder and allow fluid to drain from reservoir and line into a suitable container.
(b) Disconnect pressure line from fitting on cylinder and allow fluid to drain from cylinder line.
(c) Disconnect end of cylinder rod from brake handle by removing cotter pin that safeties
connecting clevis pin. Remove clevis pin and spacer washers.
(d) Disconnect base of cylinder from its mounting bracket by removing attaching bolt
assembly.
(e) Handle assembly may be removed by removing attaching bolt assembly that secures
handle to its mounting bracket.
(2) Installation (See Figure 5.)
(a) Install brake handle assembly between its mounting bracket and secure with bolt,
washers, nut and cotter pin. Place washers on each side of handle, between bracket and
under nut.
(b) Place the cylinder between the mounting bracket and secure the base end with bolt,
washers,nut and cotter pin. Place washers on each side of the cylinder and under the nut.
(c) Connect rod end of cylinder to brake handle with a clevis pin and thin washers Safety
clevis with a cotter pin.
(d) Connect pressure line to fitting at bottom of cylinder.
(e) Connect inlet supply line to fitting at top of cylinder and secure with spring clamp.
(f) Bleed brake system per Bleeding Brakes.
(3) Disassembly (See Figure 6.)
(a) Remove cylinder from its mounting bracket as per Removal of Brake Master Cylinder.
(b) To disassemble cylinder, first remove piston rod assembly by removing snap ring from
annular slot at rod end of cylinder. Draw piston rod assembly from cylinder.
(c) Piston rod assembly may be disassembled by first removing small snap ring securing
retainer bushing, spring, piston, seal, gland, and, if desired, large return spring.
(d) Remove o-rings from piston and gland.
(4) Cleaning, Inspection and Repair
(a) Clean cylinder parts 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 of cylinder.
(d) Check piston for scratches, burrs, corrosion, etc.
(e) Repairs to cylinder are limited to polishing out small scratches, burrs, etc., and replace O-
rings.

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Brake System Installation

Figure 5

(4) Assembly (See Figure 6.)

NOTE: Use a small amount of hydraulic fluid (MIL-H-5606A) on O-ring and component parts
to prevent damage and ease of handling during assembly.
(a) Install new O-rings on outside of packing gland and on outside of piston. (Install teflon
O-ring on piston, with use of a cone placed against piston. Cone may be constructed of
plastic or metal with dimensions shown in Figure 6.)
(b) To assemble piston rod assembly, install on rod, in order:
1 Roll pins.
2 Return spring retainer washer.
3 Return spring, packing gland with O-rings.

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Hand/Parking Brake Master Cylinder

Figure 6

4 Seal.
5 Piston with O-ring.
6 Spring and retainer bushing.
7 Secure with small snap ring on end of rod.
(c) Insert piston rod assembly in cylinder and secure packing gland with snap ring.
(d) Install cylinder per Installation of Brake Master Cylinder.
D. Toe Brake Cylinder(s) (10-30)
(1) Removal (See Figure 7.)
(a) Disconnect upper and lower lines from cylinder to be removed and cap lines to prevent
fluid leakage or drain fluid from brake reservoir and master cylinder.
(b) Remove cylinder from its attachment fittings by first removing cotter pins that safety
cylinder attaching pins and then removing pins.
(2) Disassembly (See Figure 8.)
(a) Remove cylinder from its mounting bracket per Removal of Brake Cylinder.
(b) To disassemble cylinder, first remove piston rod assembly by removing retaining ring from
annular slot in cylinder housing. Draw piston rod assembly from cylinder.
(c) Piston rod assembly may be disassembled by first removing retaining ring, sleeve, spring,
and then piston assembly, O-ring, and gland, washer wiper, and if desired, return spring.
(d) Remove O-ring from piston and packing gland.

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Toe Brake Installation

Figure 7

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PA-32R-301/301T, SARATOGA II HP/TC
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(3) Cleaning, Inspection and Repair

(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 cylinder are limited to polishing out small scratches and burrs, and replacing
seal and O-rings.
(4) Assembly (See Figures 8.)
NOTE: Rub a small amount of hydraulic fluid (MIL-H-5606A) on all O-rings and component
parts for ease of handling during reassembly and to prevent damage.
(a) Install new O-rings on inside and outside of packing gland and on outside of piston.
(b) To assemble piston rod assembly, install on rod, in order, roll pin, washer, spring, washer,
packing gland with O-rings, seal, piston assembly with O-ring, sleeve and retaining ring.
(c) Insert piston rod assembly in cylinder and secure with retaining ring.
(d) Install cylinder per Installation of Brake Cylinder.
(5) Installation (See Figure 8.)
(a) Position cylinder at its mounting points and attach with clevis pins. Safety pins with cotter
pins.
(b) Connect brake lines to cylinder fittings.
(c) Bleed brakes per Bleeding Brakes.
E. 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 parking brake handle, it should not be able to be pulled
aft further than original set. Should handle be able to be pulled towards panel and feel spongy, a
leak is present at some point in system. This leak may appear at any one of the connections
throughout system or internally in master brake cylinder or wheel brake assemblies.

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Toe Brake Cylinder (10-30)

Figure 8

F. Bleeding Brakes
(1) Gravity Procedure
(a) On both main landing gear wheel brake assemblies, attach a clear plastic hose to brake
bleeders and extend into container partially filled with hydraulic fluid, MIL-H-5606A. Ends
of this hose should be submerged in the fluid. Open both bleeders approximately one and
one-half to two turns.
(b) Fill brake reservoir on firewall with hydraulic fluid, MIL-H-5606A.
(c) Disconnect toe brake cylinders from pedal connection by removing clevis pin, washer and
cotter pin.
(d) Invert toe brake cylinder to aid in releasing trapped air in top of cylinder.
(e) Check toe brake pedals in cockpit to ensure pedals are pulled full aft.
(f) Pull hand brake handle, pumping master cylinder very slowly approximately 25 times until
fluid is observed passing through clear plastic hoses at wheel cylinder.
NOTE: Maintained fluid level in reservoir to prevent air from entering line.
(g) Tighten both wheel bleeders.
(h) Pull hand brake until a firm handle is maintained.

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(2) Pressure Procedure

(a) Place a small clear plastic hose on vent tube of brake reservoir and place a second small
clear plastic hose on bleeder fitting on one main landing gear. Place open ends of these
tubes in a suitable container to collect fluid overflow. Open bleeder fitting one or two turns.
(b) On other main gear, slide hose of pressure unit over bleeder fitting then open fitting one or
two turns and pressure fill brake system with MIL-H-5606A fluid.
(c) With fluid continually flowing through brake system, SLOWLY and together actuate hand
brake and toe brake pedal of side being bled, several times, to purge cylinders of air. On
dual brake installations, both right and left pedals must be actuated.
NOTE: To determine if any air is left in system, watch fluid passing through the plastic
hose at fluid reservoir and bleeder fitting on gear being bled . If air bubbles are
evident, continue filling system until all air is out of system and a steady flow of
fluid is observed. If brake handle remains spongy, disconnect bottom of toe brake
cylinders (next to pedal) and rotate cylinder horizontally, or above horizontal, and,
by use of hand brake alone, purge air from system.
(d) Close open bleeder fitting on gear being bled. Close open bleeder fitting to which
pressure hose is attached; then close pressure unit and remove hoses from bleeder
fittings. Check brakes for proper pedal pressure. Replace caps over bleeder fittings.
NOTE: It may be necessary to remove any trapped air in top of wheel brake unit by
applying pressure to system with hand brake lever, slowly opening bleeder, and
releasing hand lever.
(e) Repeat this procedure, if necessary, on other gear.
(f) Drain excess fluid from reservoir to fluid level line with a syringe.
(3) After a Unit Has Been Changed.
CAUTION: TO PREVENT AIR FROM ENTERING SYSTEM, DO NOT ALLOW PRESSURE
TO BLEED OFF BEFORE CLOSING BLEEDERS. REPEAT PUMPING AND
BLEEDING APPROXIMATELY 10 OR MORE TIMES OR UNTIL ALL AIR IS
RELEASED FROM SYSTEM. MAINTAINED RESERVOIR FLUID LEVEL
DURING ALL BLEEDING.
(a) Actuate hand brake handle until some pressure builds up in system. At this time, crack
attaching B nuts at any of hose connections of replaced unit. Most of handle sponge
feeling should be displaced by this action. Retighten B nuts.
(b) Actuate master cylinder and toe brake cylinder of side on which unit was changed. Bleed
fluid through brake assembly on wheel by pumping pressure and cracking bleeder until
pressure drops.

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POSITION AND WARNING

1. Landing Gear Limit Switches

NOTE: Make all adjustments of limit switches with airplane on jacks. Do not bend actuator springs
mounted on limit switches.
A. Adjustment of Nose Gear UP Limit Switch.
The gear up limit switch is mounted on a bracket above the point where right side of upper drag link
attaches to engine mount. (Refer to Figure 1.)
(1) Raise airplane on jacks. (Refer to Jacking, 7-10-00.)
(2) Disconnect gear doors or remove bottom cowl, as desired.
(3) Retract landing gear hydraulically by turning master switch on and moving gear selector switch
to UP position.
(4) Block nose gear in up position. Turn master switch off.
(5) Push gear up tight and block.
(6) Loosen lower attachment screw of switch bracket and rotate switch toward actuator tang until
0.06 to 0.08 inch measurement (noted in Figure 1) is obtained. Switch tang should be actuated
a minimum of 0.12 inches in from lower end of tang.
(7) Manually move gear up and down only as far as necessary to check that switch actuates within
0.12 of full up position. Remove block from under gear.
(8) Select master switch ON. Cycle gear hydraulically several times. Check that red gear unsafe
light will go out when gear has retracted and pump has shut off. Select master switch OFF.
(9) Confirm gear is down and locked. Remove airplane from jacks.

Adjustment of Nose Gear Limit Switches

Figure 1

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B. Adjustment of Nose Gear DOWN Limit Switch.

Gear down limit switch is mounted on horizontal support tube of engine mount that runs between
right attachment points of gear housing and upper drag link.
(1) Check that gear is down and locked. Check the master switch is OFF.
(2) Raise airplane on jacks. (Refer to Jacking, 7-10-00)
(3) Down limit switch should actuate only after leading edge of downlock hook, when moving to
locked position, has passed downlock roller by 0.06 of an inch. (Refer to Figure 1.) Position
hook at this location in relation to roller by moving actuator piston manually toward up position.
If necessary, disconnect downlock spring
(4) Loosen lower attachment screw of switch mounting bracket. Move bracket toward downlock
hook until it is heard to actuate (click). Retighten bracket attachment screw.
(5) Manually move hook from locked to unlocked position and determine that switch actuates
(clicks) at correct location of hook.
(6) Turn master switch ON. Using gear selector switch, cycle gear hydraulically several times. As
gear begins to retract, the appropriate green light above selector switch should go out and red
GEAR WARN annunciator light come on.
(7) Select master switch OFF
(8) Confirm gear is down and locked. Remove airplane from jacks.
C. Adjustment of Main Gear UP Limit Switch
A gear up limit switch is located in each wheel well above gear door hinge. There is no adjustment
of these switches other than to check that gear, when retracting, will actuate switch within 0.88 of an
inch of full up. Switch operation will extinguish red GEAR WARN annunciator light.
D. Adjustment of Main Gear DOWN Limit Switch.
A gear down limit switch is mounted on a bracket attached to the lower drag link of each main gear.
The switch should be adjusted so that, when the downlock hook has entered locked position, and is
within 0.025 and 0.035 of an inch of contacting downlock pinto, it actuates and illuminates the
appropriate green indicator light in cockpit . (Refer Figure 2.) Adjust switch as follows:
(1) Check that main gear downlock is properly adjusted as described in Adjustment of Main
Landing Gear.
(2) Raise airplane on jacks. (Refer to Jacking, 7-10-00)
(3) Check that master switch is OFF.
(4) Confirm that landing gear is down and pressure is relieved from hydraulic system. To relieve
pressure, pull out the emergency extender knob
(5) Raise downlock hook assembly and place a 0.030 of an inch feeler gauge between horizontal
surface of hook that is next to switch (surface that contacts downlock pin) and rounded surface
of pin. Lower hook and allow it to rest on feeler gauge.
(6) Loosen attaching screws of switch and, while pushing up on center of link assembly, rotate
switch toward hook until it is heard to actuate (clicks). Retighten attaching screws of switch.

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(7) Manually move hook assembly up from pin until hook nearly disengages from pin. Then, with
pressure against bottom of link assembly, move back to check that switch actuates within
0.025 to 0.035 of an inch of full lock.
(8) Push emergency extender knob IN.
(9) Turn master switch on. Using gear selector switch, cycle gear hydraulically several times. As
gear begins to retract, appropriate green light above selector should go OUT and red gear
unsafe light at top of instrument panel should come ON.
(10) Select master switch OFF.
(11) Confirm gear is down and locked. Remove airplane from jacks.
E. Adjustment of Landing Gear Safety Switch (Squat Switch)
CAUTION: BEFORE BEGINNING THE FOLLOWING PROCEDURES, CHECK THAT THE LEFT
GEAR OLEO HAS BEEN SERVICED PER SECTION 32-10-00, PARAGRAPH A, 3.
The landing gear safety switch, located on left main gear housing, is adjusted so that switch is
actuated within last quarter of an inch of gear extension.
(1) Compress strut until 7.875 inches is obtained between top of gear fork and bottom of gear
housing. Maintain gear at this measurement.
(2) Adjust switch down until it actuates at this point. Secure switch.
(3) Extend and then compress strut to ascertain that switch will actuate within last quarter of an
inch of oleo extension.

Adjustment of Main Gear Down Limit Switch

Figure 2

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PA-32R-301/301T, SARATOGA II HP/TC
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2. Landing Gear Up/Power Reduced Warning Switch

The gear up/power reduced warning switch (refer to Figure 3, switch A) is within control quadrant below
throttle control lever. This switch will actuate the warning horn and the red GEAR WARN annunciator
light simultaneously, when the landing gear is not down and locked, and the throttle is reduced below 14
inches of manifold pressure.
A. Removal
(1) Loosen quadrant cover by removing cover attaching screws from each side and at bottom of
cover.
(2) Pull cover aft enough to remove screws that secure reinforcing clip to top underside of cover.
Remove cover.
(3) Remove switch from its mounting bracket by removing switch attaching screws.
(4) Disconnect electrical leads from switch.
B. Installation
(1) Connect electrical leads to switch.
(2) Position switch with actuator follower against its mounting bracket and secure with screws.
(3) Switch may be adjusted at this time per instructions in Adjustment of Landing Gear Up/Power
Reduced Warning Switch.
(4) With control levers aft, slide quadrant cover into position around controls far enough to allow
cover reinforcement clip to be installed at top underside of cover and secure with screws.
(5) Install cover and secure with screws.
C. Adjustment
(1) Remove control quadrant cover as given in Removal of Landing Gear Up/Power Reduced
Warning Switch.
(2) Flight test airplane and at a safe altitude, establish a normal descent with gear up and
propeller control at a desired low pitch setting.
(3) Retard throttle to a manifold pressure of approximately 14 inches.
(4) In some manner, mark throttle lever in relation to its position next to mounting bracket.
(5) With airplane on ground and throttle positioned to mark, loosen screws that secure switch and
rotate it toward throttle until it is heard to actuate. Retighten switch attachment screws.
(6) Advance and retard throttle to check that switch actuates at desired throttle lever setting.
(7) Flight test airplane to determine that horn and light will actuate when throttle is reduced below
approximately 14 inches of manifold pressure with gear up.
(8) Install quadrant cover as given in Installation of Landing Gear Up/Power Reduced Warning
Switch.

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PA-32R-301/301T, SARATOGA II HP/TC
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Throttle Warning Switch

Figure 3

3. Operational Check of Retractable Landing Gear and Flap Warning Systems

WARNING: ALL FLIGHT TESTS SHALL BE CONDUCTED BY A QUALIFIED PILOT EXPERIENCED
IN THIS PARTICULAR MAKE AND MODEL AIRPLANE.
The following checks must be in done in flight
A. Normal landing gear extension and retraction
(1) Maximum Gear Extend.
Place the gear selector in the down position at 130 KIAS. In approximately 5 to 10 seconds the
three green gear lights should be on indicating that the gear is down and locked.
(2) Maximum Gear Retract:
Allow approximately 8 seconds for the pressure in the hydraulic system to normalize between
gear extension and retraction. Place the selector switch in the UP position at 108 KIAS. In
approximately 5 to 10 seconds all the gear indicating lights should be out, indicating that the
gear is fully retracted.

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B. Emergency Gear Extension:

(1) Establish level flight cruise condition at 90 KIAS.
(2) Pull 25 amp hydraulic pump circuit breaker.
(3) Place landing gear selector handle in down position and note hydraulic pump does not
operate.
(a) While fishtailing airplane, pull emergency landing gear extension control.
(b) Landing gear should extend, and three green locked down position lights should come
ON, within 10 seconds.
(c) After green position lights are ON, release emergency gear extension control. Reset 25
amp hydraulic pump circuit breaker. Pump should not operate. If pump does run, it could
indicate gear not fully down and locked.
(d) Retract gear, system should operate normally.
C. Gear Warning Horn:
The horn will sound, in conjunction, whenever red gear unsafe light is on and throttle is closed.
Reduce throttle at a normal rate. The gear warning horn and red light should come on at 14 + 2
inches of manifold pressure.
D. Flap / Landing Gear Position Warning Horn:
Reduce to appropriate flap extended airspeed. With landing gear retracted:
(1) Extend flaps to 10°. Check that horn does not sound.
(2) Extend flaps to 25° position. Check that horn sounds before flaps reach 25° position.

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER

33
LIGHTS

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CHAPTER 33

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

33-List of 1 Sep 30/06

Effective Pages 2 Sep 30/06

33-Table of Contents 1 Sep 30/06

2 Sep 30/06

33-00-00 1 Sep 30/06

2 Sep 30/06

33-10-00 1 Sep 30/06

2 Sep 30/06

33-40-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06
7 Sep 30/06
8 Sep 30/06
9 Sep 30/06
10 Sep 30/06
11 Sep 30/06
12 Sep 30/06
13 Sep 30/06
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CHAPTER 33 - LIGHTS

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

GENERAL 33-00-00 1 4J11

Description and Operation 1 4J11
Troubleshooting 1 4J11

FLIGHT COMPARTMENT 33-10-00 1 4J13

Instrument Post and Overhead Map / Flood Lights 1 4J13
Dimmer Control Assembly 1 4J13
Removal 1 4J13
Installation 1 4J13
Annunciator Panel 1 4J13
Lamp Replacement 1 4J13

EXTERIOR 33-40-00 1 4J15

Description 1 4J15
Nose Gear Landing / Taxi Light 1 4J15
Removal 1 4J15
Installation 1 4J15
Wing Tip Landing / Taxi Lights 2 4J16
Removal 2 4J16
Installation 2 4J16
Adjustment 2 4J16
Wing Leading Edge Landing / Taxi Lights 3 4J17
Removal 3 4J17
Installation 3 4J17
Adjustment 3 4J17
Recognition Lights 9 4J23
Navigation Lights 9 4J23
Anti-Collision Strobe Light 10 4J24
Removal 10 4J24
Installation 10 4J24
Strobe Power Supply 10 4J24
Removal 10 4J24
Installation 10 4J24
Troubleshooting Procedure 10 4J24

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GENERAL

1. Description and Operation

Exterior lighting switches are located in the overhead switch panel, except for HP S/N's 3246001 thru
3246017 only. (In those airplanes the exterior lighting switches are located in the center of the
instrument panel.) Interior flood/map lights are located in the overhead switch panel and controlled by
adjacent rheostats. Instrument panel and avionics lighting are controlled by separate dimmer switches
located below the pilot’s control wheel.
Circuit breakers are located on lower right instrument panel.
2. Troubleshooting
When checking the lighting system, the master switch must be on in order for lights to operate. Ensure
that the appropriate circuit breaker is pushed ON.

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FLIGHT COMPARTMENT

1. Instrument Post and Overhead Map / Flood Lights

Instruments are illuminated by use of instrument post lights. They are powered through the
PANEL/SWITCH LIGHTS 7.5 amp circuit breaker (or PANEL LIGHTS 5 amp circuit breaker in HP S/N’s
3246001 thru 3246017 only) and lights dimmer assembly. The dimmer controls are located below the
pilot’s control wheel. An additional dimmer controls light intensity for all avionic equipment.
Two lights, located in the overhead panel, provide instrument and cockpit lighting for night flying. They
are controlled by rheostats located adjacent to overhead switches. A map light window in each lens is
actuated by the slide switch.
2. Dimmer Control Assembly
A. Removal
(1) Access to Dimmer Control Assembly is from beneath instrument panel.
(2) Disconnect electrical connection from assembly.
(3) Remove two screws securing assembly to instrument panel.
(4) Remove assembly from airplane.
B. Installation
(1) Position assembly in instrument panel with control knobs inserted into appropriate slots.
(2) Secure assembly to instrument panel with two screws previously removed.
(3) Connect electrical connection to assembly.
(4) Check operation of Dimmer Control Assembly.
3. Annunciator Panel
The annunciator panel, located at the top center of the whole instrument panel (HP S/N’s 3246088 & up;
TC S/N’s 3257001 & up) or at the top right of the pilot’s side instrument panel (HP S/N’s 3246001 thru
3246087 only), provides visual warning of critical aircraft systems status. A complete functional
description is provided in 31-50-00.
NOTE: In airplanes equipped with the Garmin 1000 EFIS, annunciation is incorporated into the PFD
and MFD.
Lamp Replacement
(1) Push in the individual annunciator light until it “clicks”, and release pressure. The cover
assembly will be partially ejected from the annunciator base assembly. Pull the cover from the
base and rotate to expose the lamp bulb. Replace defective bulb and reinstall by pushing the
lamp cover assembly home.
(2) Verify lamp function by pressing the “Press-to-Test” switch.
NOTE: Press-to-Test switch tests only the operation of the annunciator light bulbs. It does not
test functioning of the warning circuit.

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EXTERIOR

1. Description
The landing lights consist of two wing tip lights and one nose gear light, except in HP S/N's 3246001 thru
3246017 and HP S/N's 3246227 thru 3246231 and TC S/N’s 3257370 thru 3257385 only(see below).
In HP S/N's 3246001 thru 3246017 only, the landing and taxi light is contained in one light bulb. This 100
watt unit is located on the nose gear. The light is controlled by a switch in the center of the
instrument panel which is wired through the 10 amp LANDING LIGHT circuit breaker.
In HP S/N’s 3246018 thru 3246125 and TC S/N’s 3257001 thru 3257075, the lights are controlled by a
single 3-position switch located in the overhead switch panel and wired through the 15 amp LANDING /
TAXI LIGHT circuit breaker. When LAND LIGHT (down) is selected, all three lights illuminate. When TAXI
LIGHT (up) is selected, only the nose gear light illuminates.
HP S/N’s 3246126 thru 3246226, 3246232 & up and TC S/N’s 3257076 thru 3257369, 3257385 & up
incorporate a pulse relay to allow flashing the wing tip landing lights for recognition purposes. Two
rocker-type switches in the overhead switch panel (wired through the 15 amp LANDING / TAXI LIGHT
circuit breaker) control these three lights. A two-position (on/off) Taxi lights switch allows the nose gear
mounted light to be controlled independently for ground operation. A three-position Landing/Pulse lights
switch controls all three lights in flight. When the switch is in the up (landing) position, all three lights (one
on the nose gear and one on each wing tip) illuminate. When the switch is in the center (off) position, all
three lights are off. When the switch is in the down (pulse) position, the nose gear mounted light is off
and wing tip lights will illuminate alternately (i.e. - pulse) at 55 pulses-per-minute.
HP S/N's 3246227 thru 3246231 and TC S/N’s 3257370 thru 3257385 only incorporate a pulse relay to
allow flashing the wing leading edge landing lights for recognition purposes. One three-position
Landing/Pulse lights rocker-type switch in the overhead switch panel (wired through the 15 amp
LANDING / TAXI LIGHT circuit breaker) controls these two lights. When the switch is in the up (landing)
position, both lights in each wing leading edge illuminate. When the switch is in the center (off) position,
all lights are off. When the switch is in the down (pulse) position, the wing leading edge lights will
illuminate alternately (i.e. - pulse) at 55 pulses-per-minute.
If installed, the nose gear light is wired through a safety switch mounted on the nose gear which turns off
the nose gear light when the landing gear is retracted.
2. Nose Gear Light
A. Removal
(1) Remove screws (4) securing retainer ring/bezel and remove retainer ring/bezel.
(2) Pull lamp out and remove electrical leads connected to it. (Make note of wire placement on
lamp to facilitate installation.)
B Installation
(1) To install lamp, reconnect electrical leads and insert lamp into position
(2) Position retainer ring/bezel and secure with screws (4).

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3. Wing Tip Landing / Taxi Lights (See Figure 1.)

In HP S/N’s 3246018 thru 3246226, 3246232 & up and 3246125 and TC S/N’s 3257001 thru 3257369,
3257385 & up
A. Removal
(1) Remove screws/washers (9) securing the appropriate Plexiglas lens and remove lens.
NOTE: Use care not to disturb adjustment bolts when removing landing light bulb(s). Should
adjustment bolt settings be disturbed, check light alignment after installing new bulb.
(2) Remove the three lamp retaining screws. Remove retaining ring. (Refer to Figure 1.)
(3) Pull lamp forward far enough to gain access to the electrical connection tabs on back of the
lamp.
(4). Remove the two brass screws connecting the electrical leads to the lamp.
(5) Remove and discard defective bulb.
B. Installation
(1) Connect electrical leads to replacement bulb using two brass screws.
(2) Position lamp in place and install retainer ring.
(3) Install the three lamp retaining screws.
(4) Check lamp function by turning BATT MAST switch on and selecting LND LIGHT switch on.
(5) Place BATT MAST and landing light switch in OFF position.
(6) Install Plexiglas lens and secure with screws/washers (9).
C. Adjustment (Alignment) (See Figures 1 and 2.) (PIR-PPS50047-1, Rev. B.)

(1) Locate airplane 20 feet from a target wall as shown in Figure 2.

(2) Level airplane both vertically and horizontally. (Refer to 8-20-00.)
(3) Remove the appropriate Plexiglas cover lens.
(4) Connect airplane to a 28 Vdc external power supply.
(5) Position the BATT MAST and LDG LIGHT switches ON.
(6) Adjust the three (3) landing light adjustment bolts (see Figure 1) as necessary to move the
landing light housing so that the center of the light beam illuminates the target wall at the
following locations. (Refer to Figure 2.):
(a) Left light beam is centered at a point 32 ± 1 inches up from the floor and 15 feet ± 3
inches outboard to the left from the airplane’s centerline.
(b) Right light beam is centered at a point 32 ± 1 inches up from the floor and 15 feet ± 3
inches outboard to the right from the airplane’s centerline.
(7) Position the BATT MAST and LDG LIGHT switches OFF.
(8) Disconnect 28 Vdc external power supply.
(9) Install Plexiglas cover lens.
(10) Remove devices used to level airplanes. (Refer to 8-20-00.)

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4. Wing Leading Edge Landing / Taxi Lights (See Figure 3.)

HP S/N’s 3246227 thru 3246231 and TC S/N’s 3257370 thru 3257385
A. Removal
(1) Remove screws/washers (18) securing the appropriate Acrylic lens. Remove lens.
NOTE: Should adjustment screw settings be disturbed, check light alignment after installing
new bulb.
(2) Remove the four (4) lamp retaining screws and coil springs. Remove retainer bezel. (Refer to
Figure 3.)
(3) Pull lamp forward far enough to gain access to the electrical connection tabs on back of the
lamp.
(4). Remove the two brass screws connecting the electrical leads to the lamp.
(5) Remove and discard defective bulb.
B. Installation
(1) Connect electrical leads to replacement bulb using two brass screws.
(2) Position lamp in place and install retainer bezel.
(3) Install the four (4) lamp retaining screws and coil springs.
(4) Check lamp function by turning BATT MAST switch on and selecting LND LIGHT switch on.
(5) Place BATT MAST and landing light switch in OFF position.
(6) Install Acrylic lens and secure with screws/washers (18).
C. Adjustment (Alignment) (See Figures 3 and 4.) (PIR-PPS50047-3, Rev. NEW.)

(1) Locate airplane 20 feet from a target wall as shown in Figure 4.

(2) Level airplane both vertically and horizontally. (Refer to 8-20-00.)
(3) Remove the appropriate Acrylic cover lens.
(4) Connect airplane to a 28 Vdc external power supply.
(5) Position the BATT MAST and LDG LIGHT switches ON.
(6) Adjust the four (4) landing light adjustment screws (see Figure 3) as necessary to move the
landing light housing so that the center of the light beam illuminates the target wall at the
following locations. (Refer to Figure 4.):
(a) Left light beam is centered at a point 30 ± 1 inches up from the floor and 12 feet ± 3
inches outboard to the left from the airplane’s centerline.
(b) Right light beam is centered at a point 30 ± 1 inches up from the floor and 13 feet ± 3
inches outboard to the right from the airplane’s centerline.
(7) Position the BATT MAST and LDG LIGHT switches OFF.
(8) Disconnect 28 Vdc external power supply.
(9) Install Acrylic cover lens.
(10) Remove devices used to level airplanes. (Refer to 8-20-00.)

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Effectivity
3246018 thru 3246226 Wing Tip Landing Light Installation
32573001 thru 3257369 Figure 1

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Effectivity
Wing Tip Landing Light Aiming 3246227 thru 3246231
Figure 2 3257370 thru 3257385

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Effectivity
3246227 thru 3246231 Wing Leading Edge Landing Light Installation
3257370 thru 3257385 Figure 3

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Effectivity
Wing Leading Edge Landing Light Aiming 3246227 thru 3246231
Figure 4 3257370 thru 3257385

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Effectivity
3246126 and up Landing / Pulse Lights Assembly and Relay
3257076 and up Figure 5 (Sheet 1 of 2)

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1 2

FROM PULSE YELLOW 3 4 BLUE FROM PULSE

LIGHT ASSY. LIGHT ASSY.
5 6

FROM PULSE L10R16 A B

LIGHT ASSY.
1 1
2 2
R355 / P355
VIEW A - A

Effectivity
Landing / Pulse Lights Assembly and Relay 3246126 and up
Figure 5 (Sheet 2 of 2) 3257076 and up

2. Recognition Lights
In HP S/N's 3246001 thru 3246017 only, a recognition light is located in the leading edge of each wing
tip. Recognition lights are controlled by a single switch in the center of the instrument panel and a 10
amp circuit breaker. Removal and Installation is the same as “For wing tip lights”, paragraph A.1 above.
3. Navigation (Position) Lights
Two navigation lights are located in each wing tip in the same assembly as the wing tip strobe light. The
navigation lights are controlled by a single switch and a 10 amp circuit breaker.

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4. Anti-Collision Strobe Light

Anti-collision strobe lights are mounted on each wing tip in the same assembly as the navigation lights.
These units are rated to flash at approximately 45 times per minute and are controlled by the STROBE
LT switch through the 10 amp ANTI COLL circuit breaker.
A. Removal
(1) Remove screw securing navigation light cover and remove cover.
(2) Remove the three screws securing navigation light bracket assembly and pull out.
(3) Remove strobe lamp by cutting wires on lamp beneath mounting bracket.
(4) Remove defective lamp.
(5) Remove and discard plug with cut wires from its electrical socket.
B. Installation
(1) Route wires from new lamp down through hole in navigation light bracket.
(2) Insert wire terminals in plastic plug supplied with new lamp. Wire according to schematic
diagram located in back of this section. Connect plug to receptacle.
(3) Position strobe lamp on navigation light bracket.
(4) Secure navigation light assembly and bracket with appropriate screw.
C. Strobe Power Supply (See Figure 5).
Strobe power supply is in aft section of fuselage.
(1) Removal
(a) Remove access panel to aft section of fuselage in rear baggage compartment to gain
access to power supply.
(b) Remove power supply disconnect electrical plugs and leads. (Make note of placement of
plugs to facilitate installation.)
(c) Remove screws securing power supply to fuselage. Power supply can now be removed.
(2) Installation(see Figure 5)
(a) Position power supply in place and secure with four screws previously removed.
(b) Connect electrical leads in their proper place.
(c) Connect electrical plugs in their proper place.
(d) Replace access panel in rear baggage compartment.
D. Troubleshooting Procedure
Strobe light functions as a condenser discharge system. A condenser in the power supply is
charged to approximately 450 volts DC then discharged across Xenon flash tube at intervals of
approximately 45 flashes per minute. Condenser is parallel across the Xenon flash tube which is
designated to hold off the 450 volts DC applied until flash tube is triggered by an external pulse.
This pulse is generated by a solid state timing circuit in power supply.
When troubleshooting strobe light system, it must first be determined if trouble is in flash tube or
power supply. Replacement of flash tube will confirm if 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 system
according to the following instructions. When troubleshooting system, utilize appropriate schematic
at back of this section.

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(1) Verify input voltage at power supply is 28 volts (unless in HP S/N's 3246001 thru 3246017 only,
then 14 volts).
CAUTION: WHEN DISCONNECTING AND CONNECTING POWER SUPPLY INPUT
CONNECTIONS, DO NOT GET CONNECTIONS REVERSED. REVERSED
POLARITY OF INPUT VOLTAGE FOR JUST AN INSTANT WILL PERMANENTLY
DAMAGE POWER SUPPLY. REVERSED POLARITY DESTROYS A
PROTECTIVE DIODE IN POWER SUPPLY, CAUSING SELF-DESTRUCTION
FROM OVERHEATING OF POWER SUPPLY. THIS DAMAGE IS SOMETIMES
NOT IMMEDIATELY APPARENT, BUT WILL CAUSE FAILURE OF SYSTEM IN
TIME.
(2) Check for malfunction in interconnecting cables.
NOTE: A short of type described in steps 1 and 2, below, will not cause permanent damage
to power supply, but system will be inoperative if such a short exists. Avoid any
connection between pins 1 and 3 of interconnecting cable as this will discharge
condenser in power supply and destroy trigger circuits.
(a) Ascertain pins 1 and 3 of interconnecting cables are not reversed.
(b) Using an ohmmeter, check continuity between pin 1 and 3 of interconnecting cable. If a
reading is obtained on meter, cable is shorted and should be replaced.
CAUTION: WHEN DISCONNECTING POWER SUPPLY, ALLOW FIVE MINUTES OF
BLEED DOWN TIME PRIOR TO HANDLING UNIT.
(3) Check interconnecting cables for shorts.
(a) Disconnect output cables from power supply outlets.
(b) The following continuity checks can be made with an ohmmeter.
(c) Check for continuity between connectors of each interconnecting cable by checking from
pin 1 to pin 1, pin 2 to pin 2, and pin 3 to pin3. When making these checks if no continuity
exists, cable is broken and should be replaced.
(d) Check continuity between pins 1 and 2, 1 and 3, 2 and 3 of interconnecting cable. If
continuity exists between any of these connections, cable is shorted and should be
replaced.
(4) Check tube socket assembly for shorts.
(a) Disconnect tube socket assembly of anti-collision light from interconnecting cable.
(b) The following continuity checks can be made with an ohmmeter.
(c) 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, tube socket assembly is broken
and should be replaced.

4K1 33-40-00 Sep

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Strobe Light Connections

Figure 6

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GRIDS 4K4 THRU 4L24

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Island Enterprises
AIRPLANE MAINTENANCE MANUAL
CARD 5 OF 8

PA-32R-301

(S/N’s 3246001 & UP)

PA-32R-301T

(S/N’s 3257001 & UP)

THE NEW PIPER AIRCRAFT, INC.

PART NUMBER 761-879 September 30, 2006
5A1

Island Enterprises
 Published by
Technical Publications

© THE NEW PIPER AIRCRAFT, INC.

2926 Piper Drive
Vero Beach, Florida 32960
U.S.A.

Member
General Aviation
Manufacturers Association

5A2

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MAINTENANCE MANUAL

AEROFICHE REVISION STATUS

Revisions to this Maintenance Manual (P/N 761-879) originally published June 24, 1996 and reissued July 1, 1997
are as follows:

Effectivity Publication Date Aerofiche Card Effectivity

ORG950712 June 24, 1996 1, 2, 3, and 4

CR970701 July 1, 1997 1, 2, 3, 4, and 5
PR990715 July 15, 1999 1, 2, 3, 4, and 5
PR011215 December 15, 2001 1
PR020331 March 31, 2002 1
PR040216 February 16, 2004 1, 3, and 5
PR050319 March 19, 2005 1, 2, 3, and 4
CR060930 September 30, 2006 1, 2, 3, 4, 5, 6, 7, and 8

* COMPLETE REVISION OF MAINTENANCE MANUAL 761-879

Revisions appear in all Aerofiche Cards. Accordingly, discard your entire

existing aerofiche card set and replace it with this one dated 09/30/06.

Consult the Piper Customer Service Information Aerofiche (P/N 1753-755) for current revision dates for this
manual.

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INTRODUCTION

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

Intro-List of 1 Sep 30/06

Effective Pages 2 Sep 30/06

Intro-Table of Contents 1 Sep 30/06

2 Sep 30/06

Introduction 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06
7 Sep 30/06
8 Sep 30/06
9 Sep 30/06
10 Sep 30/06
11 Sep 30/06
12 Sep 30/06
13 Sep 30/06
14 Sep 30/06
15 Sep 30/06
16 Sep 30/06

Index 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06
7 Sep 30/06
8 Sep 30/06

5A5 INTRO - LIST OF EFFECTIVE PAGES PAGE 1

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TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

Introduction
Instructions for Continued Airworthiness 1 5A9
General 1 5A9
Effectivity 1 5A9
Serial Number Explanation 2 5A10
Assignment of Subject Material 2 5A10
Pagination 3 5A11
Aerofiche Effectivity 3 5A11
Identifying Revised Material 3 5A11
Indexing 3 5A11
List of Effective Pages 3 5A11
Warnings, Cautions, and Notes 4 5A12
Accident / Incident Reporting 4 5A12
Supplementary Publications 4 5A12
PIPER Publications 4 5A12
Vendor Publications 4 5A12
Chapter/Section Index Guide 11 5A19

Index
Index 1 5B1

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INTRODUCTION

1. Instructions for Continued Airworthiness

WARNING: INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA) FOR ALL NON-PIPER
APPROVED STC INSTALLATIONS ARE NOT INCLUDED IN THIS MANUAL. WHEN A
NON-PIPER APPROVED STC INSTALLATION IS INCORPORATED ON THE AIRPLANE,
THOSE PORTIONS OF THE AIRPLANE AFFECTED BY THE INSTALLATION MUST BE
INSPECTED IN ACCORDANCE WITH THE ICA PUBLISHED BY THE OWNER OF THE
STC. SINCE NON-PIPER APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS
INTERFACE, OPERATING CHARACTERISTICS AND COMPONENT LOADS OR
STRESSES ON ADJACENT STRUCTURES, THE PIPER PROVIDED ICA MAY NOT BE
VALID FOR AIRPLANES SO MODIFIED.
The PIPER PA-32R-301 Saratoga II HP / PA-32R-301T Saratoga II TC Maintenance Manual constitutes
the Instructions for Continued Airworthiness in accordance with Federal Aviation Regulations (FAR) Part
23, Appendix G. Chapter 4 contains the Airworthiness Limitations section (4-00-00) and the Inspection
Program is in Chapter 5 (5-20-00).
2. General
This publication is prepared in accordance with the General Aviation Manufacturers Association (GAMA)
Specification No. 2, with respect to the arrangement and content of the System/Chapters within the
designated Chapter/Section-numbering system.
WARNING: USE ONLY GENUINE PIPER PARTS OR PIPER APPROVED PARTS OBTAINED FROM
PIPER APPROVED SOURCES, IN CONNECTION WITH THE MAINTENANCE AND
REPAIR OF PIPER AIRPLANES.
This manual does not contain hardware callouts for installation. Hardware callouts are only indicated
where a special application is required. To confirm the correct hardware used, refer to the PA-32R Parts
Catalog P/N 761-880, and FAR 43 for proper utilization.
Genuine PIPER parts are produced and inspected under rigorous procedures to ensure airworthiness
and suitability for use in PIPER airplane applications. Parts purchased from sources other than PIPER,
even though identical in appearance, may not have had the required tests and inspections performed,
may be different in fabrication techniques and materials, and may be dangerous when installed in an
airplane.
Additionally, reworked or salvaged parts or those parts obtained from non-PIPER approved sources,
may have service histories which are unknown or cannot be authenticated, may have been subjected to
unacceptable stresses or temperatures or may have other hidden damage not discernible through
routine visual or nondestructive testing. This may render the part, component or structural assembly,
even though originally manufactured by PIPER, unsuitable and unsafe for airplane use.
THE NEW PIPER AIRCRAFT, INC. expressly disclaims any responsibility for malfunctions, failures,
damage or injury caused by use of non-PIPER approved parts.
NOTE: THE NEW PIPER AIRCRAFT, INC. expressly reserves the right to supersede, cancel and/or
declare obsolete any part, part numbers, kits or publication that may be referenced in this
manual without prior notice.
In any question concerning the care of your airplane, be sure to include the airplane serial number in
any correspondence.
3. Effectivity
This maintenance manual is effective for PA-32R-301 Saratoga II HP airplane serial numbers 3246001
and up and PA-32R-301T Saratoga II TC airplane serial numbers 3257001 and up. This encompasses
the model years shown in Chart 1.

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 1
MODEL YEARS
PA-32R-301 Saratoga II HP PA-32R-301T Saratoga II TC
Model Year Serial Numbers Model Year Serial Numbers
1995 3246001 thru 3246017 Prototype 3257001
1996 3246018 thru 3246059 1998 3257002 thru 3257075
1997 3246060 thru 3246087 1999 3257076 thru 3257123
1998 3246088 thru 3246125 2000 3257124 thru 3257155;
1999 3246126 thru 3246153 less 3257144
2000 3246154 thru 3246165 2000.5 3257156 thru 3257198;
and 3257144
2000.5 3246166 thru 3246181
2001 3257199 thru 3257266
2001 3246182 thru 3246203
2002 3257267 thru 3257296
2002 3246204 thru 3246209
2003 3257297 thru 3257338
2003 3246210 thru 3246217
2004 3257339 thru 3257369
2004 3246218 thru 3246226
2005 3257370 thru 3257400
2005 3246227 thru 3246232
2006 3257401 and up
2006 3246233 and up

NOTE: The above is provided as a general reference only.

4. Serial Number Explanation

Example:
32 46 001

SEQUENCE NUMBER
TYPE CERTIFICATE DESIGNATION

MODEL CODE
46 = PA-32R-301 SARATOGA II HP
57 = PA-32R-301T SARATOGA II TC

5. Assignment of Subject Material

This publication is divided into industry standard, three element, numeric subject groupings as follows:
A. System/Chapter - The various groups are broken down into major systems such as Environmental
Systems, Electrical Power, Landing Gear, etc. They are assigned a number, which becomes the first
element of the standardized numbering system. Thus, the element “28” of the number 28-40-01
refers to the chapter “Fuel”. Everything concerning the fuel system will be covered in this chapter.
B. Sub-System/Section - The major systems/chapters of an airplane are broken down into
subsystems. These sub-systems are identified by the second element of the standard numbering
system. The element “40” of the number 28-40-01 concerns itself with the indicating section of the
fuel system.

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MAINTENANCE MANUAL

C. Unit/Subject - The individual units within a sub-system/section may be identified by the third
element of the standard numbering system. The element “01” of the number 28-40-01 is a subject
designator. This element is assigned at the option of the manufacturer and is normally zeroed out by
PIPER.
Refer to Chapter/Section Index Guide, for a complete breakdown and list. The material is arranged in
ascending numerical sequence.
6. Pagination
The Chapter - Section (i.e. - 28-40-00) numbering system (explained above) forms the primary page
numbering system for this manual. Within each Section, pages are numbered consecutively beginning
with Page 1 (i.e. - 28-40-00, Page 1). Additionally, the aerofiche grid numbering system (explained
below) is also used to indicate location within the manual.
7. Aerofiche Effectivity
A. The General Aviation Manufacturers Association (GAMA) have developed specifications for
microfiche reproduction of aircraft publications. The information compiled in this Aerofiche
Maintenance Manual will be kept current by revisions distributed periodically. These revisions will
supersede all previous revisions and will be complete Aerofiche card replacements and shall
supersede Aerofiche cards of the same number in the set. The “Aerofiche Effectivity” page at the
front of this manual lists the current revision for each card in this set.
B. Conversion of Aerofiche alpha/numeric grid code numbers:
First number is the Aerofiche card number.
Letter is the horizontal row reference per card
Second number is the vertical column reference per card.
Example: 2J16 = Aerofiche card number two, row J, column 16.
C. To aid in locating information, the following is provided at the beginning of each aerofiche card:
(1) A complete Introduction containing the Chapter/Section Index Guide for all fiche in this set.
(2) A complete subject Index for all fiche in this set.
8. Identifying Revised Material
A revision to a page is defined as any change to the printed matter that existed previously.
Revisions, additions and deletions are identified by a vertical line (i.e. - change bar) along the left-
hand margin of the page opposite only that portion of the printed matter that was changed.
A change bar in the left-hand margin opposite the footer (i.e. - chapter/section/subject, page
number and date), indicates that the text was unchanged but the material was relocated to a
different page.
Example.
NOTE: Change bars are not used in the title pages, list of effective pages, or index.
9. Indexing
An alphabetically arranged subject Index follows this introduction to assist the user in locating desired
information. In addition, each System/Chapter begins with an individual Table of Contents.
10. List of Effective Pages
Each System/Chapter has a List of Effective Pages preceding the Table of Contents to identify the
effective revision date for each page in that chapter.

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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
PA-32R-301/301T airplanes and its various components. Use them to supplement this manual.
A. Piper Publications: Part Number
(1) Parts Catalog 761-880
(2) Progressive Inspection Manuals (50 hour):
SARATOGA II HP (S/N’s 3246001 & up) 761-881 (pending)
SARATOGA II TC (S/N’s 3257001 & up) 761-896 (pending)
(3) Periodic Inspection Report Forms:
SARATOGA II HP (S/N’s 3246001 & up) 230-1047
SARATOGA II TC (S/N’s 3257001 & up) 230-2047
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: Climate Control Inc. (or) Sanden International (USA), Inc.
2120 N. 22nd Street 601 South Sanden Blvd.
Decatur, Illinois 62526 Wylie, TX 75098-4999
(217) 422-0055 (972) 442-8400
http://www.ccicompressor.com http://www.sanden.com
(2) ALTERNATOR:
Vendor: Kelly Aerospace, Power Systems PH: (334) 227-8306
Airport Complex
P. O. Box 273
Fort Deposit, Alabama 36032
http://www.kellyaerospace.com/index.htm/
Overhaul Manual: Manual OE-A2

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PA-32R-301/301T, SARATOGA II HP/TC
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(3) AUTOFLIGHT:
Vendor(s): Honeywell (or) S-TEC Corporation
One Technology Center One S-TEC Way
23500 W. 105th St., M/D #45 Mineral Wells, Texas 76067-9236
Olathe, Kansas 66061-1950 PH - (940) 325-9406
http://www.bendixking.com/ www.s-tec.com
(4) BRAKES:
Vendor: Parker Hannifin Corp. PH: (800) 272-5464
Aircraft Wheel and Brake Division
1160 Center Road
Avon, Ohio 44011
http://www.parker.com/cleveland/Universe/book.pdf
(5) ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)
Vendor: Avidyne Corporation PH: (800) 284-3963
55 Old Bedford Road
Lincoln, MA 01773
http://www.avidyne.com/index.htm
Instructions for Continued Airworthiness:
Primary Flight Display
and Magnetometer/OAT: Document No. AVPFD-174
Multifunction Display: Document No. AVMFD-167
Data Acquisition Unit: Document No. AVSIU-011
or,
Vendor: Garmin International PH: (913) 397-8200
1200 East 151ST Street
Olathe, KS 66062
http://www.garmin.com
(6) EMERGENCY LOCATOR TRANSMITTER:
Vendor: Artex Aircraft Supplies PH: (800) 547-8901
14405 Keil Road NE
Aurora, Oregon 97002
http://www.artex.net/
(7) EMERGENCY BATTERY:
Vendor: Concorde Battery Corporation PH: (626) 813-1234
2009 San Bernardino Road FAX: (626) 813-1235
West Covina, CA 91790
http://www.concordebattery.com/index.htm
Instructions for Continued Airworthiness:
Maintenance Manual
Supplement,
Concorde Valve
Regulated Lead-Acid
Emergency Battery: Drawing No. 5-0143

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(8) ENGINE:
Vendor: Textron Lycoming PH: (717) 323-6181
652 Oliver Street FAX: (717) 327-7101
Williamsport, PA 17701
http://www.lycoming.textron.com/main.html
Overhaul Manual: DIRECT DRIVE MODELS - P/N 60294-7
Parts Catalog: IO-540- ..... - K1G5, ..... ENGINES - P/N PC-615
TIO-540-AH1A ENGINES - P/N PC-615-12
Operators Handbook: O-540, IO-540 SERIES - P/N 60297-10
TIO-540 Series - P/N 60297-23

NOTE: The above Lycoming publications can be ordered as a set on CD-ROM from
Avantext. See www.avantext.com or PH - (800) 998-8857.

(9) ELECTRIC FUEL PUMP:

Vendor(s): Parker Hannifin Corp. (or) Weldon Pump
Airborne Division 640 Golden Oak Parkway
711 Taylor Street Oakwood Village, OH 44146
Elyria, Ohio 44035 PH - (216) 232-2282
PH - (800) 382-8422
http://www.parker.com/cleveland/Universe/book.pdf
(10) FUEL CELLS:
Vendor: Engineered Fabrics Corporation PH: 770-684-7855
669 Goodyear Street FAX: 770-684-7438
Rockmart, Georgia 30153-0548
http://www.kfefc.com/index.htm
(11) GEAR LOCKING ACTUATORS, NOSE GEAR DOOR ACTUATOR, HYDRAULIC PUMP,
AND ALL HYDRAULIC COMPONENTS:
Vendor: Parker Hannifin Corp.
(See Brakes, above)
(12) HI-LOK FASTENERS AND TOOLS:
Vendor: Hi-Shear Corporation PH: (213) 326-8110
2600 Skypark Drive
Torrance, California 90509
(13) INADVERTENT ICE PROTECTION SYSTEM (TKS):
Vendor: Aerospace Systems and Technologies, Inc.
3213 Arnold Ave. PH: (785) 493-0946
Salina, Kansas 67401 FAX: (785) 493-0950
http://www.weepingwings.com/

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(14) LIGHTS - NAVIGATION/STROBE LIGHTS STANDBY/MAP:

Vendor: Whelen Engineering Co. Inc. PH: (860) 526-9504
Route 145, Winthrop Rd. FAX: (860) 526-2009
Chester, CT 06412
http://www.whelen.com/
(15) MAGNETOS:
Vendor: Slick Aircraft Products PH: (904) 739-4000
Unison Industries FAX: (904) 739-4006
Attn: Subscription Dept.
7575 Baymeadows Way
Jacksonville, FL 32256
http://www.unisonindustries.com/
Installation, Operation F1100 MASTER SERVICE MANUAL,
and Maintenance 4300/6300 SERIES MAGNETO
Instructions: MAINTENANCE AND
OVERHAUL MANUAL - L-1363
(16) NAVIGATION, COMMUNICATIONS, AND GPS (NAV/COM/GPS):
Vendor: Garmin International PH: (913) 397-8200
1200 East 151ST Street
Olathe, KS 66062
http://www.garmin.com
(17) OXYGEN SYSTEM: (TC ONLY)
Vendor: Scott Aviation PH: (716) 683-5100
2225 Erie Street
Lancaster, New York 14086
http://www.scottaviation.com/
(18) PROPELLER:
Vendor: Hartzell Propeller Inc. PH: (937) 778-4379
One Propeller Place FAX: (937) 778-4321
Piqua, OH 45356-2634
http://www.hartzellprop.com/index2.htm
Standard Practices: Manual No. 202A
Overhaul
and Maintenance: Manual No. 113B
Aluminum Blade
Overhaul: Manual No. 133C
Propeller Owner’s
Manual and Logbook: Manual No. 115N

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(19) PROPELLER GOVERNOR:

Vendor: Hartzell Propeller Inc. PH: (937) 778-4379
One Propeller Place FAX: (937) 778-4321
Piqua, OH 45356-2634
http://www.hartzellprop.com/index2.htm
Governor Maintenance: Manual No. 130B
(20) STANDBY ATTITUDE INDICATOR:
Vendor: Mid-Continent Instruments Co., Inc. PH: (316) 630-0101
9400 E. 34 TH Street N. FAX: (316) 630-0723
Wichita, KS 67226
http://www.mcico.com/index.html
Installation Manual and
Operating Instructions: Manual No. 9015762
(21) STARTER:
Vendor: See listing under (or) Sky-Tec
Alternator, above. 350 Howard Clemmons Rd
Granbury, Texas 76048
PH - (800) 476-7896
FAX - (817) 573-2252
http://www.skytecair.com
(22) VACUUM PUMPS:
Vendor: Aero Accessories, Inc. PH: (800) 822-3200
1240 Springwood Avenue
Gibsonville, NC 27249
http://www.aeroaccessories.com/index.html
(23) VACUUM REGULATORS:
Vendor: Parker Hannifin Corporation PH: (800) 382-8422
Airborne Division
711 Taylor St.
Elyria, OH 44035
http://www.parker.com/cleveland/Universe/book.pdf

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14. Chapter/Section Index Guide

NOTE: The following GAMA Specification No. 2 standard chapters are not included in this Maintenance
Manual: 36, 38, 49, 54, 60, 72, 75 and 83. These chapters are omitted because the subject
system is either: not installed in these airplanes; adequately covered in vendor or other manuals;
or, for ease of use, has been combined with another chapter.

CHAPTER SECTION TITLE GRID NO.

4 AIRWORTHINESS LIMITATIONS 1C1

00 Airworthiness Limitations

5 TIME LIMITS/MAINTENANCE CHECKS 1C9

00 General
10 Time Limits
20 Scheduled Maintenance
30 Special Inspections
50 Unscheduled Maintenance Checks

6 DIMENSIONS AND AREAS 1F1

00 General

7 LIFTING AND SHORING 1F15

10 Jacking

8 LEVELING AND WEIGHING 1F23

10 Weighing
20 Leveling

9 TOWING AND TAXIING 1G9

10 Towing
20 Taxiing

10 PARKING AND MOORING 1G19

10 Parking
20 Mooring

11 PLACARDS AND MARKINGS 1H5

20 Exterior Placards and Markings

30 Interior Placards

12 SERVICING 1I1

00 General
10 Replenishing
20 Scheduled Servicing

5A19 INTRODUCTION Sep

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MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

20 STANDARD PRACTICES - AIRFRAME 2C1

00 General
20 Painting

21 ENVIRONMENTAL SYSTEMS 2D3

00 General
20 Distribution
40 Heating
50 Cooling

22 AUTOFLIGHT 2G5

10 Autopilot

23 COMMUNICATIONS 2H9

00 General
50 Audio Integrating
60 Static Discharging

24 ELECTRICAL POWER 2I1

00 General
30 DC Generation
40 External Power
50 Electrical Load Distribution

25 EQUIPMENT/FURNISHINGS 3C1

10 Flight Compartment
20 Passenger Compartment
60 Emergency

26 FIRE PROTECTION 3D1

20 Extinguishing

27 FLIGHT CONTROLS 3D11

00 General
10 Aileron and Tab
20 Rudder and Tab
30 Stabilator and Tab
50 Flaps

28 FUEL 3G15

00 General
10 Storage
20 Distribution
40 Indicating

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MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

29 HYDRAULIC POWER 3I11

00 General
10 Main

30 ICE AND RAIN PROTECTION 4C1

00 General
10 Airfoil
30 Pitot and Static
60 Propeller
80 Detection

31 INDICATING / RECORDING SYSTEMS 4E7

50 Central Warning Systems

32 LANDING GEAR 4F3

00 General
10 Main Gear and Doors
20 Nose Gear and Doors
30 Extension and Retraction
40 Wheels and Brakes
60 Position and Warning

33 LIGHTS 4J5

00 General
10 Flight Compartment
40 Exterior

34 NAVIGATION 5C1

00 General
10 Flight Environment Data
20 Attitude and Direction
50 Dependent Position Determining

35 OXYGEN 5J1

10 Crew/Passenger

37 VACUUM 6C1

00 General
10 Distribution
20 Indicating

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

39 ELECTRICAL/ELECTRONIC PANELS 6C21

10 Instrument and Control Panels

51 STRUCTURES 6E1

00 General
10 Investigation, Cleanup and Aerodynamic Smoothness
70 Repairs
80 Electrical Bonding

52 DOORS 6F13

00 General
10 Passenger/Crew
30 Cargo

53 FUSELAGE 6G9

20 Main

55 STABILIZERS 6G19

20 Stabilator
30 Vertical Stabilizer
40 Rudder

56 WINDOWS 6H15

10 Flight Compartment
20 Passenger Compartment

57 WINGS 6I3

00 General
20 Auxiliary Structure
40 Attach Fittings
50 Flight Surfaces

61 PROPELLERS 6J9

10 Propeller Assembly
20 Controlling

70 STANDARD PRACTICES - ENGINE 7C1

00 General

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

71 POWER PLANT 7C9

00 General
10 Cowling
20 Mounts

73 ENGINE FUEL AND CONTROL 7D11

10 Distribution
20 Controlling

74 IGNITION 7E5

10 Electrical Power Supply

20 Distribution
30 Switching

76 ENGINE CONTROLS 7F21

10 Power Control

77 ENGINE INDICATING 7G7

00 General
10 Power
20 Temperature
40 Integrated Engine Instrument Systems

78 EXHAUST 7I1

00 General

79 OIL 7I11

20 Distribution
30 Indicating

80 STARTING 7J1

10 Cranking

81 TURBINES 7J17

20 Turbo-Supercharger

91 CHARTS & WIRING DIAGRAMS 8C1

10 Charts
21 & Up Wiring Diagrams (Schematics)

5A23 INTRODUCTION Sep

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

A Avidyne Entegra EFIS Corrosion

Component Locator: 5D5 Control: 6E11
Access Plates and Panels: 1F12
Description: 5D1 Forms: 6E11
Accident/Incident Reporting: 1A12
Instrument Panel: 5D1
Aerofiche Grid Code: 1A11 D
Magnetic Heading System
Aileron
Calibration: 5I1 Definitions
Balancing: 6J4
Magnetometer: 5H24 Inspections: 1C19
Checking Free Play: 6J1
Wiring Harness: 5D8 Defrosters: 2D17
Installation: 6J2
Avionics Deicing Fluid: 4C7
Ailerons
Installation: 2H18 Doors
Control System
Rack-Mounted: 6D3 Baggage Door Lock Tool: 6G7
Installation: 3E11
Rigging and Adjustment: Cabin: 6G1
B Upper Door Latch -
3E13
Limits: 3E15 Balancing Equipment: 6H1, 6H5, Adjustment: 6G2, 6G4
Troubleshooting: 3E4 6H12 Description: 6F19
Tab: 3E16 Ball Diameters for Testing Hose Snubber Seals: 6F19
Air Conditioning Restrictions: 2C10 Installation: 6F20
Charging Stand Battery - See Electrical
Brakes E
Hookup: 2E21
Kent Moore J23500: 2E17 Bleeding: 4I17 EFIS - See Avidyne or Garmin
Robinar 34700: 2E16 Parking Brake: 1H1 EGT Gauge: 7G19
Hookup: 2E23 Servicing: 1I22 Electrical
Compressor System Battery: 2J6
Belt Installation: 2F12 Installation: 4I13 Servicing: 1I23
Sanden: 2F11 Leak Check: 4I16 Bonding: 6F9
Magnetic Clutch: 2F16 Toe Brake Cylinder: 4I17 Millivolt Drop Test: 6F10
York: 2F9 Toe Brake Installation: 4I15 Resistance Index: 6F10
Magnetic Clutch: 2F18 Wheel Brake Assembly: 4I9 Bonding Straps: 2H23
Condenser Buttock Lines: 1F10 Electrical System
Air Scoop Installation: 2F21 Alternator: 2I10
C Belt Tension Adjustment:
Evacuation Hookup: 2F4
Installation: 2E8 Cabin 2I21
Leak Test: 2F3 Heat: 2D17 Troubleshooting: 2I12
Service Valves: 2E9 Ventilation: 2D11, 2D17 Component Loads: 2J17
Test Gauge and Manifold Set: Chapter/Section Index Guide: Description and Operation:
2F1, 2F2 1A19 2I7
Torque Specifications: 2E15 Cherrylock Rivet Removal: 2C9 Load Distribution: 2J17
Troubleshooting: 2E3 CHT Gauge: 7G21 Standby Alternator: 2I23
Air Filter Circuit Breaker Panel: 6D4 Installation: 2J5
Servicing: 1J5 Cleaning: 1I8 Troubleshooting: 2J1
Airworthiness Aircraft Finish Care: 1I7 Emergency Battery: 2J9
Directives (AD’s): 1C15 Fuel Filter: 1I16 External Power: 2J15
Instructions for Continued Consumable Materials: 8C23 On Aircraft Checks: 2I18
Airworthiness: 1A9 Control Column Assembly: 3E5 Schematics
Limitations: 1C7 Control Wheel Installation: 3E9 ADF: 8I16
Annunciator Conversion Tables: 8C12 AHRS: 8I8
Description: 4E13 Decimal: 8C17 Air Conditioning: 8D19
Troubleshooting: 4E14, 4E20 Drill Sizes: 8C21 Air Data Computer: 8I9
Autopilot - See System 55/55X Metric: 8C20 Alternator Power: 8E13
Temperature: 8C18 Ammeter: 8E19
Weights and Measures: 8C19 Annunciator: 8G1
Attitude Gyro: 8I4
Autopilot: 8D23

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Schematics (cont.) Switch: 8G19 Installation: 7C20, 7D8

Auxiliary Vacuum System: Taxi: 8H15 Instruments
8I20 Low Voltage Monitor: 8E19 Analog Instruments: 7H7
Avionics Magneto Switch: 8I23 Single / Dual Instrument:
Cooling: 8D17 MAP: 8J2, 8J3, 8J16 7H7
Lighting: 8D17 Multi-Function Display CHT Gauge - See CHT
Baggage Door Ajar: 8H11 (MFD): 8I7 Gauge
Cabin Temp: 8J16 OAT Probe: 8I1 Description: 7G13
CHT: 8J5, 8J11, 8J15 Oil Pressure: 8J19, 8J21 EGT Gauge - See EGT
Clock: 8H7 Oil Temperature: 8J19, 8J21 Gauge
Configuration Module: 8J16 Overhead Speakers: 8E9 Engine Instruments & DDMP:
Data Acquisition Unit: 8J10 Pitot Heat: 8F21 7H3
Data Link: 8F23 Power Point: 8F3 Alarm Conditions: 7H9
DDMP: 8J6 Power Switching: 8E22 Electrical Mode: 7H10
DME: 8I17 Primary Flight Display (PFD): Exceedance Condition:
EGT: 8J12, 8J13 8I7 7H9
Electric Flaps: 8F9 Radio Master Switch: 8E7 Exceedance Mode: 7H11
ELT: 8F5 RPM: 8J1, 8J3, 8J21 Failure Condition: 7H9
Engine / Airframe Unit: 8J17 Skywatch: 8I13 Fuel Mode: 7H13
Engine Digital Display Squat Switch, R.H.: 8I1 Instrument Mode: 7H10
Monitoring Panel: 8J6 Stall Warning: 8F7 Integrated Engine
Engine Gauge: 8J8 Standby Alternator: 8E20 Instrumentation
Entertainment Console: 8H6 Standby Attitude Indicator: Calibration: 7H16
Exceedance Audio Alert: 8I5 Percent Power: 7H12
8F17 Starter and Accessories: 8K1 Temperature Mode: 7H13
External Power: 8F1 Stormscope: 8I14 Manifold Pressure Gauge -
Fresh Air Blower: 8D15 TIT: 8J12, 8J14, 8J15 See MAP Gauge
Fuel Flow: 8J12, 8J13, 8J14, TKS System: 8F19 Oil Pressure: 7I19
8J21 Transponder: 8I15 Oil Temperature: 7I21
Fuel Pump: 8F11 Turn and Bank Indicator: 8I3 Tachometer - See
Fuel Quantity: 8F13 VAC: 8J5 Manifold Pressure vs Oil
GMA 1347 Audio Panel: Vacuum Inop: 8I19 Temperature: 7D24
8E10 Static Wicks: 2H23 Mixture Control Adjustment:
Ground Blocks: 8E23 Symbols: 8D10, 8D11 7G3
Ground Clearance: 8E3 System Mount
Hour Meter: 8H7 Servicing: 1J6 Corrosion Inspection: 7D5
Integrated Avionics Units: Voltage Regulator: 2J9 Shock Mounts: 7D6
8I10 Wire Coding: 8D9 Serial Number Location: 1F7
Landing Gear ELT Standard Practices: 7C7
Control: 8G13 Artex ELT 110-4: 3C19 Starter
Position and Warning: Battery: 3C19 Bench Tests: 7J12
8G15 Testing: 3C20 Description: 7J7
Lights Wiring Schematic: 3C21 Exploded View: 7J7
Baggage: 8H7 Empennage Group: 6H2 Service Test Specifications:
Courtesy: 8H2 Engine 7J13
Flood: 8H12 Description: 7C15 Troubleshooting: 7J8
Landing: 8H15 Exhaust System - See Exhaust Using External Power: 7J12
Navigation: 8H20 System Throttle Control Adjustment:
Panel: 8G19 Fuel 7G3
Radio: 8H1 Air Bleed Nozzles: 7D18 Timing Marks: 7E13
Reading: 8H2 Injection System: 7D19 Troubleshooting: 7C15
Recognition: 8H24 Injector: 7D20
Strobe: 8H20 Ignition - See Ignition System

PAGE 2
Sep 30/06 INDEX 5B2

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Turbocharger Troubleshooting: 3G24 Troubleshooting: 5D16

Description: 7K1 Fuselage Stations: 1F10 Engine / Airframe
Installation: 7K7 SensorFailures: 5D21
Nomenclature: 7K4 G GDC 74A: 5F1
Troubleshooting: 7K2 Garmin 1000 EFIS GDL 69/69A: 5F7
Wastegate Alerts and Annunciations: 5D18 GDU 1040: 5E4
Adjustment: 7K9 Calibration GEA 71: 5E21
Installation: 7K9 GRS 77/GMU 44: 5H4 GIA 63W: 5E12
Exhaust System Magnetic: 5I4 GMA 1347: 5E10
100 Hour Inspection: 7I7 Components: 5E3 GMU 44: 5F5
Inspection Points: 7I8 Configuration Mode Overview: GRS 77: 5F3
Extinguishing 5F12 GTX 33: 5E23
Portable Fire Extinguisher: 3D7 Description: 5D10 LRU Failures: 5D19
Description: 3D7 Displays: 5D10 Software
Inspection: 3D7 Inspections: 5D24 Load / Configuration: 5G1
Lighting Setup: 5H14 GMA-340
F Cockpit: 5H17 Adjustment: 2H19
Fiberglass Repairs - See Repairs - Magnetic Heading System Audio Panel: 2H17
Fiberglass Calibration: 5I4 Functional Test: 2H17
Flaps Post-Installation Setup: 5F12 Removal and Installation: 2H17
Control System Required Equipment List: 5I9 GNS 430/530
Installation: 3G6 Shield Block Installation: 5F11 Post Installation Setup: 5I11
Rigging and Adjustment: 3G8 Spider Grounds: 5F10 GTX-330
Troubleshooting: 3G5 System Communications: 5D11 Post Installation Setup: 5I16
Inspection Engine / Airframe Interface:
Flap Torque Tube/Pushrod 5D14
H
Distortion Inspection: Flight Instrumentation Heated Pitot-Static Mast: 4C7,
3G11 Interface: 5D13 4D15
Installation: 6J2 Hierarchy: 5G2 Heated Windshield Panel: 4D19
Flareless Tube Fittings: 2C12 Navigation / Communications Hose Specifications: 8C22
Flight Instruments - See also EFIS Interface: 5D15 Hose, Tube, and Line Markings:
Airspeed Indicator: 5C18 Testing 2C11
Altimeter: 5C17 AHRS / ADC Backup Path: Hydraulic System
Attitude Indicator: 5C23 5H13 Installation: 3I20
Directional Gyro: 5H19 Aircraft Interface: 5G17 Pump: 3J2
Magnetic Compass: 5I6 Display Failure: 5H13 Servicing: 1I23
Standby Attitude Indicator: Emergency Power: 5H5 Schematic Diagram: 3I18
5C24 Engine / Airframe: 5H2 Servicing: 3J5
Turn and Bank Indicator: 5I8 GDC 74A: 5G23 Testing: 3J5
Vertical Speed Indicator: 5C16 GIA 63W: 5G21
Fluid Line Identification: 2C10 GIA Failure: 5H12 I
Fluid Tubing Support: 2C13 GMA 1347: 5G20 Ice Protection: 4C5
Fuel System GPS Failure: 5H11 Ignition System
Filter Assembly: 3H18 GRS 77/GMU 44: 5G24 Description: 7E11
Fuel Cells: 3H6 GTX 33: 5G22 Ignition Harness: 7F9
Components: 3H7 Initial Display: 5G16 Harness Cap: 7F13
Fuel Quantity Optional Systems: 5H7 Stripping Tool: 7F10
Calibration: 3I1, 3I5, 3I6 S-TEC 55X Interface: 5H5 Magnetos: 7E12
Needle Deviation: 3H22 Wiring Harness: 5F20 100 Hour Inspection: 7E12
Inspection 500 Hour Inspection and
Fuel Tank / Wing Spar Cleaning: 7E15
Corrosion Inspection: Bearing Bar: 7F2
3H5 Bearings: 7E23

5B3 INDEX SepPAGE 3

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Magnetos (cont.) Per Event Leading Particulars: 1F8

Carbon Brush Assembly: Engine Events/Stoppages: Leveling Airplane: 1G7
7E18 1E16 Life Limited Parts: 1C7
Coil Wedge: 7E23 Flaps Extended Above Lights
Exploded View: 7E20 Maximum Flap Exterior
Impulse Coupling Extension Speed: Landing Lights: 4J15
Pawl Clearance: 7E16 1E17 Navigation Lights: 4J23
Pawls: 7E16 Flood Damage: 1E18 Recognition Lights: 4J23
Internal Timing: 7F2 Hard or Overweight Strobe Lights: 4J24
Oil Seal: 7E23 Landing: 1E16 Interior
Rotor and Stop Pin: 7E15 Lightning Strike: 1E15 Annunciator
Rotor Gear: 7F2 Severe Turbulence: 1E16 Lamp Replacement: 4J13
Testing: 7F4 Progressive Inspection: 1C21 Dimmer Control: 4J13
Timing to Engine: 7E12 Special: 1E5 Locking Airplane: 1H1
Timing Tool Kit Unscheduled: 1E15 Lubrication
Troubleshooting: 7E12 Instruments Application of Grease: 1J8
Spark Plugs: 7F14 Face-Mounted: 6D3 Application of Oil: 1J8
Coupling Torque: 7F16 Introduction: 1A7 Charts: 1J9
Inspection And Cleaning: Air Conditioning: 1J24
7F15 J Baggage Doors: 1J23
Inadvertent Ice Protection System Jacking: 1F21 Cabin Doors: 1J23
- See TKS Control System: 1J14
Index: 1B1 L Fuel Selector: 1J22
Inspection - See also System Landing Gear Main Landing Gear: 1J10
Chapter/Section Description: 4F11 Nose Landing Gear: 1J12
Definitions: 1C19 Emergency Release: 4I1 Power Plant: 1J20
Procedures Extension and Retraction Propeller: 1J20
100 Hour Standby Alternator: Functional Test: 4H17 Seats: 1J23
2I24 Troubleshooting: 4H11
Aft Wing Attach Fitting: 6G15 M
Limit Switches: 4I21
100 Hour: 6G15 Main Magnetic Heading Systems: 5H20
Alternate Air Door: 1J5 Actuating Cylinder: 4H23 Magnetos - See Ignition System
Control Cables: 3D20 Adjustment: 4G5 MAP Gauge: 7G15
Dye Penetrant: 2C14 Aligning: 4G7 Markings - See See Placards
Electrical Bonding: 6F9 Door: 4G9 Mooring: 1H3
Flap Torque Tube/Pushrod Installation: 4G2 Muffler - See Exhaust System
Distortion Inspection: Oleo Strut: 4F22
3G11 Toe-In and Toe-Out
N
Flexible Hoses: 2C10 Correction: 4G8 Nylon Tubing Coupling: 2C14
Garmin 1000 EFIS Tolerances: 4G10
1000 Hour: 5E2 Nose O
Annual / 100 Hour: 5D24 Actuating Cylinder: 4H22
Nylon Tubing Couplings: Olive Clenching: 2C15
Adjustment: 4G24 Outside Air Temperature: 5C19
2C15 Alignment: 4G24
Propeller: 1J6 Oxygen System
Doors: 4H3 Cylinder: 5J7, 5J13, 5J19, 5J21
Restraint System: 3C10 Installation: 4G20
Requirements: 1C21 Description: 5J7
Oleo Strut: 4G16 Inspections: 5J12
Annual / 100 Hour Inspection: Tolerances: 4H4
1C21 Installation: 5J8
Servicing: 1I19 On/Off Control: 5J7, 5K1
Procedure: 1C22 Troubleshooting: 4F13
Overlimits Inspection: 1C21 Outlets: 5J7, 5J12, 5J13, 5J24
Warning: 4I24
Operational Check: 4J1

PAGE 4
Sep 30/06 INDEX 5B4

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Pressure Gauge: 5J7, 5J12, R Stabilator Balancing: 6H4

5J13, 5J23 Stabilator Trim Tab: 6H1
Repairs
Recharge Valve: 5J7, 5J11, Trim Control System
Fiberglass: 6E19
5J13, 5J22 Installation: 3F20
Impacted Damage: 6F4
Regulator Valve: 5J7, 5J13, Rigging and Adjustment:
Metal / Wire Stitching: 6F5
5J21 3F23
Stress Lines: 6F3
Servicing Stall Strips - See TKS
Thermoplastic: 6E21
Cleaning: 5J16 Stall Warning System: 3G1
Cracks: 6F1
Component Limits: 5J13 Functional Tests: 3G1
Deep Scratches: 6E22
Filling Pressures vs. Temp: Standard Practices Airframe: 2C5
Epoxy Patching Compound:
5J12 Starter - See Engine, Starter
6E23
Leak Tests: 5J16 Station Reference Lines: 1F11
List of Materials: 6E24
Purging: 5J16 Steering Pedal Assembly: 3F5
Surface Scratches: 6E22
Refilling: 5J10 Structures
Welding Repair: 6E23
Test Apparatus: 5J13 Description: 6E7
Various: 6F2
Swageloc Fittings: 5J18 Switches
Restraint System: 3C10
Troubleshooting: 5J9 Overhead Panel: 6D5
Revisions
Tubing Installation: 5J15 Push ON/OFF: 6D6
Aerofiche Revision Status: 1A3
Radio Master: 2H15
P Identifying Revised Material:
Rocker-Type: 6D5
1A11
Painting: 2C21 System 55/55X: 2G11
Rod End Bearing Installation: 2C8
Parking: 1H1 Flap Compensator: 2H6
Rudder
Parking Brake: 1H1 GPSS: 2G15
Control System
Piper Pitch Servo: 2H1
Installation: 3E23
Publications: 1A12 Pressure Transducer: 2G18
Rigging and Adjustment: 3F1
Pitot Heat: 4C7, 4D15 Roll Servo: 2G20
Limits: 3F2
Pitot/Static System Servo Clutch Torque
Troubleshooting: 3E21
Description: 5C11 Adjustment: 2H4
Rudder Balancing: 6H12
Installation: 5C12 Trim Monitor: 2G18
Trim Control System
Placards Trim Servo: 2G22
Installation: 3F3
Exterior: 1H11 Troubleshooting: 2G15
Rigging and Adjustment: 3F4
Interior: 1H16
Entertainment Console: 1H23 S T
Instrument Panel: 1H18 Taxiing: 1G17
Safety Walk Installation: 6F5
Principal Dimensions: 1F8 Testing
Seats
Propeller A/C Leaks: 2F3
Seat Back Lock: 3C7
Governor Control Arm: 6J21 ELT: 3C20
Serial Number
Installation: 6J16 Fuel Quantity Gauge: 3H23
Effectivity: 1A9
Torque Limits: 6J15 Garmin 1000 EFIS: 5G16
Explanation: 1A10
Typical Nicks and Removal GMA-340 Functional Test: 2H17
Location: 1F7
Methods: 6J18 Hydraulic System: 3J5
Service Points: 1I15
Propeller Deicing: 4D23 Magnetos: 7F4
Skin Material Specifications: 6E8
Propeller Governor: 6J22 Stall Warning System: 3G1
Spark Plugs - See Ignition System
Adjustment: 6J21 Thermoplastic Repairs - See
Stabilator: 6H1
Publications Repairs - Thermoplastic
Attach Brackets: 6H6
Piper: 1A12 Three View: 1F7
Control System
Vendor: 1A12 Tires
Installation: 3F14
Balancing: 1J6
Rigging and Adjustment.:
Servicing: 1I22
3F16
Limits: 3F17
Troubleshooting: 3F11

5B5 INDEX SepPAGE 5

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

TKS: 4C9 Manifold Pressure Gauge: Windows and Windshields

Drain Valve: 1J2 7G15 Windows: 6I1
Electrical Schematic: 4D13 Oil Pressure Gauge: 7I19 Installation: 6I1
Fluid Quantity Sender: 4D4 Oil Temperature Indicator: 7I21 Windshield: 6H21
Fluid Schematic: 4D11 Oxygen System: 5J9 Defrost: 2D17
Fluid Tank: 4D1 Rudder Control System: 3E21 Installation: 6H22
Fluid Tank Strainer: 4D3 Stabilator Control System: 3F11 Windshield Heat: 4D20
Porous Panel: 4C15 Standby Alternator Regulator: Wing
Finishing with Sealant: 4C20 2J1 Description: 6I9
Installation: 4C19 Starter: 7J8 Installation: 6I14
Stall Strips: 4C21 Strobe Lights: 4J24 Tip: 6I11
Propeller Boot: 4E2 Tachometer: 7G16 Wing Stations: 1F10
Propeller Installation: 4E1 TKS Fault Isolation: 4C11
Propeller Slinger Ring: 4D23 TKS Tubing: 4D12
Proportioning Unit Flow Rates: Turbocharger: 7K2
4D7 Turn and Bank Indicator: 5I8
Pump and Drain Valve: 4C23 Vacuum System: 6C8
System Vertical Speed Indicator: 5C16
Servicing: 1J1 Turbocharger - See Engine,
Test Apparatus: 4C14 Turbocharger
Troubleshooting: 4C10
Torque V
Conversion: 8C15 Vacuum System
Requirements: 8C11 Description: 6C7
Flare Fitting: 8C11 Filter: 6C11
Nuts: 8C13 Gauge: 6C11, 6C17
Torque Wrench Formula: 2C8 Inspection: 6C12
Towing: 1G15 Pump: 6C12
Troubleshooting Pump Fittings: 6C13
Aileron Control System: 3E4 Pump Vane Wear: 6C12
Air Conditioning System: 2E3 Regulator: 6C14
Airspeed Indicator: 5C19 Service: 6C14, 6C17
Alternator System: 2I13 Switch: 6C18
Altimeter: 5C17 Troubleshooting: 6C8
Annunciator: 4E14, 4E20 Vendor
Attitude Indicator: 5C23 Contact Information: 8D7
Cylinder Head Temperature Publications: 1A12
Gauge: 7G21 Vertical Stabilizer: 6H9
Directional Gyro: 5H19
Engine: 7C16 W
Engine Instrument & DDMP: Water Lines: 1F10
7H2 Weeping Wings - See TKS
Exhaust Gas Temperature Weighing Airplane: 1G5
Gauge: 7G19 Wheels
Extension and Retraction: 4H11 Balancer: 1J7
Flap Control System: 3G5 Main
Fuel System: 3G24 Assembly: 4I5
Garmin 1000 EFIS: 5D16 Nose
Inadvertent Ice Protection Assembly: 4I7
System (TKS): 4C11
Landing Gear: 4F13
Magnetic Compass: 5I7
Magnetos: 7E12

PAGE 6
Sep 30/06 INDEX 5B6

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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PAGE 8
Sep 30/06 INDEX 5B8

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER

34
NAVIGATION

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER 34

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

34-List of 1 Sep 30/06 34-20-00 (cont.) 26 Sep 30/06

Effective Pages 2 Sep 30/06 27 Sep 30/06
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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER 34

LIST OF EFFECTIVE PAGES (continued)

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

34-20-00 (cont.) 71 Sep 30/06 34-20-00 (cont.) 111 Sep 30/06

72 Sep 30/06 112 Sep 30/06
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Sep 30/06 34 - LIST OF EFFECTIVE PAGES 5C4

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER 34 - NAVIGATION

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

GENERAL 34-00-00 1 5C9

FLIGHT ENVIRONMENT DATA 34-10-00 1 5C11

Pitot / Static System 1 5C11
Vertical Speed Indicator 6 5C16
Description 6 5C16
Troubleshooting 6 5C16
Altimeter 7 5C17
Description 7 5C17
Troubleshooting 7 5C17
Airspeed Indicator 8 5C18
Description 8 5C18
Troubleshooting 8 5C18
Outside Air Temperature 9 5C19

ATTITUDE AND DIRECTION 34-20-00 1 5C23

Attitude Indicator 1 5C23
Description 1 5C23
Troubleshooting 1 5C23
Standby Attitude Indicator 2 5C24
Electronic Flight Instrument System - Avidyne 3 5D1
Description 3 5D1
Maintenance 4 5D2
Primary Flight Display (PFD) 4 5D2
Multifunction Display (MFD) 4 5D2
Data Acquisition Unit (DAU) 5 5D3
Magnetometer / OAT Sensor Assembly 5 5D3
Component Locator 5 5D4
Magnetometer / OAT Sensor Assembly 5 5D4
Standby Attitude Indicator 6 5D4
Electronic Flight Instrument System - Garmin 12 5D10
Description 12 5D10
Power Distribution 18 5D16
Troubleshooting 18 5D16
Recommended Tools 18 5D17
Inspections 26 5D24
Components 29 5E3
General 29 5E3
GDU 1040 29 5E3
GMA 1347 Audio Panel 35 5E9
GIA 63W Integrated Avionics Unit 37 5E11
GEA 71 Engine/Airframe Unit 46 5E20
GTX 33 Mode S Transponder 48 5E22
GDC 74A Digital Air Computer 50 5E24

5C5 34 - CONTENTS SepPAGE 1

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER 34 - NAVIGATION

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

ATTITUDE AND DIRECTION (continued) 34-20-00

GTP 59 OAT Probe 50 5E24
GRS 77 Attitude and Heading Reference System 52 5F2
GMU 44 Magnetometer 55 5F5
GDL 69/69A Data Link Unit 56 5F6
Configuration Module 58 5F8
GEA 71 Backshell Thermocouple 59 5F9
Spider Grounds 60 5F10
Shield Block Installation 61 5F11
Post-Installation Set-up 62 5F12
Required Test Equipment 62 5F12
Operation 62 5F12
Configuration Mode Overview 62 5F12
Configuration Mode Navigator 68 5F18
Post Installation Procedures 70 5F20
Final Configuration and Setup Items 81 5G7
System Testing and Checkout 90 5G16
Final System Checkout 108 5H10
Directional Gyro 117 5H19
Description 117 5H19
Troubleshooting 117 5H19
Magnetic Heading Systems (1995 - 1998) 118 5H20
Magnetic Heading Systems (1999 - 2003) 118 5H20
Flux Detector 118 5H20
Removal 118 5H20
Installation 118 5H20
Magnetic Heading Compensation / Calibration 120 5H22
Required Equipment 120 5H22
Procedure 120 5H22
Magnetic Heading Systems - Avidyne EFIS 122 5H24
Magnetometer/OAT (MAG/OAT) Assembly 122 5H24
Removal 122 5H24
Installation 122 5H24
Calibration 123 5I1
PFD - Inertial Reference Unit (IRU) Calibration 123 5I1
PFD - Magnetometer Calibration (Preferred Procedure) 124 5I2
PFD - Magnetometer Calibration (Alternate Procedure) 125 5I3
Magnetic Heading Systems - Garmin EFIS 126 5I4
Description 126 5I4
GRS 77/GMU 44 Magnetic Calibration 126 5I4
Magnetic Compass 128 5I6
Description 128 5I6
Troubleshooting 128 5I6
Adjustment 128 5I6

PAGE 2
Sep 30/06 34 - CONTENTS 5C6

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER 34 - NAVIGATION

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

ATTITUDE AND DIRECTION (continued) 34-20-00

Turn and Bank Indicator 130 5I8
Description 130 5I8
Troubleshooting 130 5I8

DEPENDENT POSITION DETERMINING 34-50-00 1 5I11

COM/NAV/GPS 1 5I11
Maintenance 1 5I11
Removal and Installation 1 5I11
Post Installation Setup Procedure 1 5I11
Transponder 5 5I15
S/N’s 3246166 thru 3246181; and 3257144, 3257156 thru 3257198 5 5I15
Maintenance 5 5I15
Removal and Installation 5 5I15
S/N’s 3246182 and up; and 3257199 and up 5 5I15
Maintenance 5 5I15
Removal and Installation 5 5I15
Post Installation Setup 6 5I16

5C7 34 - CONTENTS SepPAGE 3

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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PAGE 2
Sep 30/06 34 - CONTENTS 5C8

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

GENERAL

WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING

OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
1. 1995 thru 2003 (HP S/N’s 3246001 thru 3246217 and TC S/N’s 3257001 thru 3257338.)
Traditional 3.25 inch flight instruments are installed as standard equipment. These instruments are face
mounted, see 39-10-00 for removal and installation.
2. 2004 and up (HP S/N’s 3246218 & up and TC S/N’s 3257339 & up.)
A. In early airplanes, traditional 3.25 inch flight instruments are installed as standard equipment. These
instruments are face mounted, see 39-10-00 for removal and installation.
B. Available initially as an option, and then as later as standard equipment, the Avidyne FlightMax Entegra
Electronic Flight Instrument System (EFIS) may be installed.
This system uses two large 10.4-inch diagonal, high-resolution, sunlight-readable full color displays
(PFD and MFD), to provide standard flight instrumentation including attitude direction indicator
(EADI), horizontal situation indicator (EHSI), altitude, airspeed, vertical speed, moving map, weather,
terrain and traffic data, as well as all engine instrumentation. Standard primary flight instruments (i.e.
- airspeed, electric attitude indicator, and altimeter) provide redundancy. (See 34-20-00, Figure 2.)
The EFIS installation consists of the following components: Primary Flight Display (PFD); Multi-function
Display (MFD); Data Acquisition Unit (DAU), and associated sensors; and a Magnetometer/OAT
Sensor Assembly.
Line maintenance of this system is limited to basic troubleshooting and that is addressed in 34-20-00.
C. Beginning in 2007 models, the Garmin 1000 Electronic Flight Instrument System (EFIS) is available as
an option.
The G1000 avionics system consists of two displays, one dedicated as a Primary Flight Display
(PFD) and the other as a Multi-function Display (MFD). Functions provided by the system include
display of attitude, heading, navigation, traffic (future option), air data, engine and airframe status,
and situational awareness of a moving map display with position derived by GPS. In addition to
display functions, GPS navigation, VHF/Com, VOR/ILS and transponder functions are provided by
the system and controlled by knobs and buttons located on the PFD and MFD bezels.
Standard altitude and airspeed indicators and a magnetic compass are also installed as secondary,
independent sources of altitude, airspeed, and (non-stabilized) heading information. An electric
attitude indicator is installed to provide an independent source for attitude information.
Line maintenance of this system is limited to basic troubleshooting and that is addressed in 34-20-00.

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FLIGHT ENVIRONMENT DATA

WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING

OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
These airplanes are equipped with conventional air, vacuum, and mechanically driven flight instruments
as standard equipment. An Electronic Flight Instrument System is also available in HP S/N’s 3246218
and up and TC S/N’s 3257339 and up.
Removal and installation instructions are given in 39-10-00.
1. Pitot / Static System
A. Description and Operation (Refer to Figure 1 and See Also 30-30-00)
The pitot air system consists of a pitot mast located on underside of left wing, with its related
plumbing. Ram air pressure entering the pitot is transmitted from the pitot inlet through hose and
tubing (routed through the wing) to the airspeed indicator (and, if EFIS installed, to the Primary
Flight Display (PFD) ) on the instrument panel. A partially or completely blocked pitot head will give
erratic or zero readings on the instruments.
The static air system consists of two static ports located on the left and right side of the aft
fuselage, except in HP S/N’s 3246001 thru 3246017. Those seventeen airplanes have a single
static port located on the bottom of pitot mast. The static ports are directly connected to the
airspeed, altimeter and rate of climb indicators in the instrument panel by means of hose and tubing
(and, if EFIS installed, to the Primary Flight Display (PFD) ). An alternate static air source is located
below instrument panel in front of pilot. Alternate static source is part of standard system and has a
shutoff valve which closes port when it is not needed. A placard giving instructions for use is located
on instrument panel. Pitot and static lines can be drained through separate drain valves located on
left lower side of fuselage interior.

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Effectivity Pitot-Static System Installation

3246001 thru 3246017 Figure 1 (Sheet 1 of 4)

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Effectivity
Pitot-Static System Installation 3246018 and up
Figure 1 (Sheet 2 of 4) 3257001 and up

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85462 N+

PRIMARY FLIGHT DISPLAY (PFD) (REF.)

AIRSPEED
INDICATOR (REF.)

ALTIMETER (REF.)

AUTOPILOT
ALTITUDE
(PRESSURE)
TRANSDUCER STATIC LINE
(REF.)

TO ENCODER

PITOT LINE

AVIDYNE ENTEGRA INSTALLATION

Effectivity
3246218 and up Pitot-Static System Installation
3257339 and up Figure 1 (Sheet 3 of 4)

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85462 W

PRIMARY FLIGHT DISPLAY (PFD) (REF.)

AIRSPEED INDICATOR (REF.)

ALTIMETER (REF.)

PITOT LINE

VIEW A - A
LOOKING AFT

AUTOPILOT ALTITUDE STATIC LINE

(PRESSURE) TRANSDUCER
(REF.)

GARMIN 1000 INSTALLATION

AIRSPEED INDICATOR (REF.)

ALTIMETER (REF.)

AUTOPILOT ALTITUDE
(PRESSURE) TRANSDUCER
(REF.)

STATIC LINE

PITOT LINE
A
LOOKING INBOARD FROM LEFT

Pitot-Static System Installation Effectivity

Figure 1 (Sheet 4 of 4) with Garmin 1000

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2. Vertical Speed Indicator

NOTE: In airplanes equipped with either the Avidyne Entegra EFIS or the Garmin 1000 EFIS, this
function is provided solely by the Primary Flight Display (PFD).
A. Description
Vertical speed indicator measures rate of change in static pressure when airplane is climbing or
descending. By means of a pointer and dial this instrument will indicate a rate of ascent or descent
of airplane in feet per minute. But due to lag of the instrument, aircraft will be climbing or
descending before instrument starts to read and instrument will continue to read after aircraft has
assumed level flight. In rough air this should not be considered a malfunction.
NOTE: When any connections in the static system are opened for checking, system must be
rechecked per F.A.R. 23.1325.
B. Troubleshooting
See Chart 1.

CHART 1
TROUBLESHOOTING VERTICAL SPEED INDICATOR
Trouble Cause Remedy
Pointer does not set on zero. Aging of diaphragm. Reset pointer to zero by
means of setting screw. Tap
instrument while resetting.
Pointer fails to respond. Obstruction in static line. Disconnect all instruments
connected to the static line.
Clear line.
Pitot head frozen over. Water in static line. Check individual instruments
for obstruction in lines.
Obstruction in pitot head. Clean lines and head.
Pointer oscillates. Leak in static lines. Disconnect all instruments
connected to the static line.
Check individual
instruments for leaks.
Reconnect instruments to
static line and test
installation for leaks.
Defective mechanism. Replace instrument.
Vertical speed indicates when Water in static line. Disconnect static lines and
aircraft is banked. blow out lines from cockpit
out to pitot head.
Pointer has to be set before every Temperature compensator Replace instrument.
flight. inoperative.
Pointer cannot be reset to zero. Diaphragm distorted. Replace instrument.
Instrument reads very low Case of instrument broken or Replace instrument.
during climb or descent. leaking.

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3. Altimeter
NOTE: In airplanes equipped with either the Avidyne Entegra EFIS or the Garmin 1000 EFIS, the
primary altimeter is the Primary Flight Display (PFD).
A. Description
The altimeter indicates pressure altitude in feet above mean sea level. The indicator has three
pointers and a dial scale; long pointer is read in hundreds of feet, middle pointer in thousands of
feet and short pointer in ten thousands of feet. A barometric pressure window is located on right
side of indicator dial is set by knob located on lower left corner of instrument. Altimeter consists of a
sealed diaphragm that is connected to pointers through a mechanical linkage. Instrument case is
vented to static air system and as static air pressure decreases, diaphragm expands, causing
pointers to move through mechanical linkage.
NOTE: When any connections in the static system are opened for checking, system must be
rechecked per F.A.R. 23.1325.
B. Troubleshooting
See Chart 2.

CHART 2 (Sheet 1 of 2)
TROUBLESHOOTING ALTIMETER
Trouble Cause Remedy
Excessive scale error. Improper calibration adjustment. Replace instrument.
Excessive pointer oscillation. Defective mechanism. Replace instrument.
High or low reading. Improper venting. Eliminate leak in static
pressure system and check
alignment of airspeed tube.
Setting knob is hard to turn. 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
missing. reset. loose.Replace instrument,
if screw is missing.
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 synchronism.
Barometric scale and reference Drift in mechanism. Refer to the latest revision
markers out of synchronism of AC43.13-1.
with pointers.
Altimeter sticks at altitude or Water or restriction in static Remove static lines from all
does not change with change of line. instruments, blow line clear
altitude. from cockpit to pitot head.

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CHART 2 (Sheet 2 of 2)
TROUBLESHOOTING ALTIMETER
Trouble Cause Remedy
Altimeter charges reading Water in static line. Remove static lines from all
as aircraft is banked instruments, and blow line
clear from cockpit to pitot
head.
Altimeter requires resetting Temperature compensator Change instrument.
frequently. inoperative.

4. Airspeed Indicator
NOTE: In airplanes equipped with either the Avidyne Entegra EFIS or the Garmin 1000 EFIS, the
primary airspeed indicator is the Primary Flight Display (PFD).
A. Description
The airspeed indicator provides a means of indicating speed of airplane passing through air.
Airspeed indication is differential pressure reading between ram air to pressure and static air
pressure. This instrument has diaphragm vented to pitot air source and case is vented to static air
system. As airplane increases speed, pitot air pressure increases, causing diaphragm to expand. A
mechanical linkage picks up this motion and moves instrument pointer to indicated speed.
Instrument dial is calibrated in knots, and also has necessary operating range markings for safe
operation of airplane.
NOTE: When any connections in the static system are opened for checking, system must be rechecked
per F.A.R. 23.1325.
B. Troubleshooting
See Chart 3.

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CHART 3
TROUBLESHOOTING AIRSPEED INDICATOR AND TUBES
Trouble Cause Remedy
Pointers of stick instruments Leak in instrument case or Check for leak and seal.
do not indicate properly. in pitot lines.
Pointer of instrument Defective mechanism. Replace instrument.
oscillates.
Instrument reads high. Pointer not on zero. Replace instrument.
Leaking static system. Find leak and correct.
Instrument reads low. Pointer not on zero. Replace instrument.
Leaking static system. Find leak and correct.
Pitot head not aligned correctly. Realign pitot head.
Airspeed changes as aircraft Water in pitot line. Remove lines from static
is banked. instruments and blow out
lines from cockpit to pitot
head.

5. Outside Air Temperature (OAT)

A. In HP S/N’s 3246001 thru 3246087 only, OAT is provided by a direct reading thermometer mounted
in the lower forward corner of the pilot’s side window.
B. In HP S/N’s 3246088 & up and TC S/N’s 3257001 & up, OAT is provided by a sensor probe,
mounted in the underside of the outboard right wing, which feeds temperature data to the Digital
Display Monitoring Panel (DDMP). See 77-40-00 and 91-77-20, Sheet 1 for additional information.
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN
SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER
AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION
- SUPPLEMENTARY PUBLICATIONS.)
C. In HP S/N’s 3246218 & up and TC S/N’s 3257339 & up with the Avidyne Entegra Electronic Flight
Instrument System installed, OAT is provided by the Magnetometer / OAT Sensor Assembly
(Mag/OAT) mounted in the underside of the outboard left wing, which feeds temperature data to the
Primary Flight Display (PFD) and Multifunction Display (MFD).
See Electronic Flight Instrument System and Magnetometer in 34-20-00 for additional information.
D. In airplanes equipped with the Garmin G1000 Electronic Flight Instrument System, OAT is provided
by the GTP 59 OAT Probe mounted to the bottom of the right wing, which feeds temperature data to
the PFD and MFD.

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ATTITUDE AND DIRECTION

1. Attitude Indicator
NOTE: In airplanes equipped with either the Avidyne Entegra EFIS or the Garmin 1000 EFIS, the
primary attitude indicator is the Primary Flight Display (PFD).
A. Description
Attitude Indicator is essentially an air driven gyroscope rotating in a horizontal plane and is
operated by same principal as directional gyro (see below). Due to gyroscopic inertia, spin axis
continues to point in vertical direction, providing a constant visual reference to attitude of airplane
relative to pitch and roll axis. A bar across face of indicator represents horizon and aligning
miniature airplane to horizon bar simulates alignment of airplane to actual horizon. Any deviation
simulates deviation of airplane from true horizon. Attitude Indicator is marked for different degrees
of bank.
B. Troubleshooting
See Chart 1.

CHART 1
TROUBLESHOOTING ATTITUDE INDICATOR
Trouble Cause Remedy
Bar fails to respond. Insufficient vacuum. Check pump and tubing.
Filter dirty. Clean or replace filter.
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 valve.
Defective mechanism. Replace instrument.
Instrument does not indicate Instrument not level in Loosen screws and level
level flight. panel.instrument.
Aircraft out of trim. Trim aircraft.
Bar high after 180° turn. Normal, if it does not exceed
1/16 inch.
Instrument tumbles in flight. Low vacuum. Reset regulator.
Dirty filter. Clean or replace filter.
Line to filter restricted. Replace line.
Plug missing or loose in Replace or tighten plug.
instrument.

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2. Standby Attitude Indicator

WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING
OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
NOTE: In airplanes equipped with either the Avidyne Entegra EFIS or the Garmin 1000 EFIS, the
primary attitude indicator is the Primary Flight Display (PFD).
In HP S/N’s 3246218 & up and TC S/N’s 3257339 & up for airplanes equipped with either the Avidyne
Entegra EFIS or the Garmin 1000 EFIS, an electric standby attitude indicator is installed to the left of the
Primary Flight Display (PFD).
Other than removing and replacing the unit itself (see 39-10-00), the only line replaceable part is the
emergency power battery which is located under the instrument panel mounted to a bracket on the left
side of the fuselage (Avidyne) or under the floor of the forward baggage compartment (Garmin).
Required periodic maintenance is listed in 5-20-00 and 5-30-00. Checkout and test procedures and
Instructions for Continued Airworthiness are provided in Mid-Continent Instruments Manual No.
9015762.

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3. Electronic Flight Instrument System (EFIS) - Avidyne

WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING
OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
The Avidyne Entegra Electronic Flight Instrument System (EFIS) is available as an option in HP S/N’s
3246218 and up and TC S/N’s 3257339 and up.
A. Description
This system uses two large 10.4-inch diagonal, high-resolution, sunlight-readable full color displays
(PFD and MFD), to provide primary flight and engine information as well as a wide variety of other
data. Standard primary flight instruments (i.e. - airspeed, electric attitude indicator, and altimeter)
provide redundancy. (See Figure 1.)
The EFIS installation consists of the following components Primary Flight Display (PFD),
Multifunction Display (MFD), Data Acquisition Unit (DAU) and associated sensors, and
Magnetometer/OAT Sensor Assembly.

Effectivity
3246218 and up
Avidyne Entegra Instrument Panel 3257339 and up
Figure 1 with Avidyne Entegra

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B. Maintenance
The Instructions for Continued Airworthiness (ICA) published by Avidyne provide the necessary
information for maintaining this system as installed in Piper airplanes, except as noted below.
(1) Primary Flight Display (PFD)
Use 700-00006-0XX PFD & 700-00011-0XX Mag/OAT ICA, Avidyne Document No. AVPFD-
174, with the following exceptions:
NOTE: Before attempting to set-up the PFD, ensure the GTX-330, if installed, is configured
per the Post Installation Set-Up Procedure under GTX-330 in 34-50-00.
(a) In para 6, Troubleshooting Information, in the chart where it says “OAT (Optional),” cross
out “optional.” The OAT is standard in the Piper installation.
(b) In para 7.2 and Figure 7, where the standard Avidyne installation describes alignment
pins and retaining clips on the sides of the PFD, the Piper installation uses a single
alignment pin on the top of the PFD engaging a slot in the upper rear cross bracket (see
Sheet 1, Figure 2.)
(c) Replace para 7.5.2.2 GNS-430 Units(s) with the Post Installation Set-Up Procedure under
GNS-430/530 in 34-50-00.
(d) In para 7.5.4.3, below the heading “Autopilot Unit - S-Tec Autopilots” insert the following:
“If the PFD is replaced, the IRU calibration* and Magnetometer calibration must be
completed before continuing with the following steps.” (* software prior to 530-00177-000)
(e) In para 7.5.7.2, below the heading “Magnetometer Calibration Procedure,” see
Magnetometer Heading System - Avidyne, below.
(2) Multifunction Display (MFD)
Use 700-00004-0XX-() Multifunction Display ICA, Avidyne Document No. AVMFD-167, with the
following exceptions:
NOTE: The following is written for airplanes with MFD Software 530-00180-002 (latest
revision); exceptions or differences for airplanes equipped with earlier software
versions are noted as required.
(a) In para 2, items 7 and 8 are standard in the Piper installation.
(b) Engine Setup (PIR-PPS60208, Rev. B / PIR-PPS60208-1, Rev. New.)

1 From the MFD maintenance page, depress LSK (L4) to access the Engine
Instruments Setup page.
2 Using the right knob to select the configuration field and the left knob to change the
desired configuration; configure the Engine Setup page for the following conditions:
a Aircraft Model: PA32 (Select Correct Model)
b Serial Port: RS232 4
c Vacuum System Installed: Box NOT Checked
d DAU Status Box should indicate proper engine for above selection.
(Earlier software versions only.)
e Depress Save button (R1).
3 When configuring a MFD for the first time only, the following set-up box appears:
“Select ACFT Model and Port(s)”
“Then Press “Resync” to connect to DAU”
1 Press “Resync”
2 Press “Save”

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(c) Aircraft Setup

1 From the maintenance page, depress LSK (R2) to access the Aircraft setup page.
2 Using the right knob to select the configuration field and the left knob to change the
desired configuration; configure the Aircraft Setup page for the following conditions:
a NarrowCast: Quake SC (If Data Link option installed, otherwise “Not Installed”).
b Port: RS232 6 (Data Link Default)
c Broadcast: XM Radio (Not available in earlier software version)
d Port: RS232 1 (Not available in earlier software version)
e Aux Data: Entegra PFD (Avidyne PFD in earlier software version)
f Port: ARINC 429 4
g Dimming Bus Voltage: Shows current voltage - No Setting Required (0.0 volts
when annunciator day/night switch in “DAY” position. Dimming bus voltage
shown when day/night switch in “NIGHT” position).
h Brightest Dimming Voltage: 24 volts
i Darkest Dimming Voltage: 5 volts
j When the Aircraft Setup has been configured correctly, press the Save button.
If you decide not to save the changes, press the Cancel button. Changes will
not take effect until the MFD has been restarted
(3) Data Acquisition Unit (DAU)
Use 200-00041-000 DAU ICA, Avidyne Document No. AVSIU-011, with the following
exceptions:
(a) In para 6, in “Table 2 - DAU Pinout,” pins J1-2 and J1-21 have “No Connection” in the
Piper installation.
(b) In para 6, in “Table 4 - DAU Sensor Compatibility,” parameter “VAC” is not used in the
Piper installation.
(4) Magnetometer/OAT Sensor Assembly
See information under Primary Flight Display, above. Removal and installation instructions are
provided under “Magnetometer/OAT Sensor Assembly,” below.

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C. Component Locator
See Figure 2.
D. Magnetometer/OAT Sensor Assembly (See Figure 2, Sheet 2.)
The Magnetometer / OAT Sensor Assembly (Mag/OAT) is mounted on a wing access cover plate in
the underside of the outboard left wing and supplies magnetic heading information to the Primary
Flight Display (PFD). The cover plate - Mag/OAT sensor assembly is removed and installed as a
unit.
(1) Removal
(a) Remove eight (8) screws and support cover plate with your hand.
(b) Drop cover plate down sufficient to reach inside and disconnect the wiring harness.
(c) Remove cover plate - Mag/OAT sensor assembly.
(2) Installation
(a) Prior to installation, the arrow on the magnetometer must be aligned as shown in Figure
2.
(b) Connect the Mag/OAT sensor assembly wiring harness.
(c) Position the cover plate - Mag/OAT sensor assembly in the access hole with the arrow on
the magnetometer pointing forward.
(d) Secure with screws (8).
E. Standby Attitude Indicator
See Standby Attitude Indicator, above.

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PFD

TORQUE TO 31 - 32 IN.-LBS.
(4 PLACES)

INSTRUMENT PANEL - LOOKING FWD MFD

ALIGNMENT
TURN CO-ORDINATOR (REF)
PIN AND SLOT

DC-50 ANTENNA COUPLER (REF)

RELAY K17 (REF)

PFD
GI-106A CDI (REF)

MFD INSTRUMENT PANEL - LOOKING AFT

DIODE D1 (REF) DAU Effectivity
3246218 and up
Avidyne Entegra Component Locator 3257339 and up
Figure 2 (Sheet 1 of 3) with Avidyne Entegra

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Effectivity
3246218 and up
3257339 and up Avidyne Entegra Component Locator
with Avidyne Entegra Figure 2 (Sheet 2 of 3)

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101843 A

INSTRUMENT PANEL (REF.)

FS
49.500

FS
73.040

PITOT HEAT
CURRENT SENSOR
ASSEMBLY (REF.)

LANDING LIGHT RELAY (REF.)

STANDBY ATTITUDE INDICATOR

BATTERY

MS35206-214 SCREW
(4 PLACES)

REGULATOR ASSEMBLY (REF.)

STANDBY ATTITUDE INDICATOR

BATTERY HARNESS VIEW A
Effectivity
3246218 and up
Avidyne Entegra Component Locator 3257339 and up
Figure 2 (Sheet 3 of 3) with Avidyne Entegra

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P551
AVIONICS SYSTEM HARNESS ASSY
P552

GMA
MFD 340 PFD
55X
P732
P530 P730
P901 P43011 J732 ADI
P43061
DAU GNS 430 #1 J731 P731
K17 J903 J530 J733 J730
P43012
J902
D1 J901 P43016 ASI
GNS 430 #2 P733

JB1 THRU JB6

JB7 THRU JB12 GI
106 ALT
A/P SWITCH
CB2
10 AMP

P729

PFD WIRING HARNESS INSTALLATION (TO LEFT WING ROOT

(LOOKING AFT) PB CONNECTOR)

AVIONICS SYSTEM HARNESS ASSY

MFD GMA-340 PFD

55X
P902 P732
P530
P43011
J732 ADI
J731
DAU GNS 430 #1
J903 J530 J733 J730
J902 P43012
J901 ASI
GNS 430 #2
JB1 THRU JB6
JB7 THRU JB12
GI
106 ALT
A/P SWITCH
CB3
7.5 AMP

TO GROUND BLOCK
E7S22
MFD WIRING HARNESS INSTALLATION TO EXCEEDANCE ALERT HORN
J735 (LOOKING AFT)
(TO STORMSCOPE /
SKYWATCH PB CONNECTOR)

Effectivity
3246218 and up
3257339 and up Wiring Harness Installation
with Avidyne Entegra Figure 3 (Sheet 1 of 2)

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AVIONICS SYSTEM HARNESS ASSY

DC-50 ANTENNA COUPLER

MFD GMA-340 PFD

P505
P531 55X
P503

J732 ADI
P502
DAU GNS 430 #1 J731
J903 J530
J733 J730
P501 COM ANT
J902
J901 ASI
GNS 430 #2

CB42 GI
106 ALT
COM 2 A/P SWITCH

TO GROUND BLOCK

TO COM2 / DATALINK ANT

ANTENNA COUPLER WIRING HARNESS INSTALLATION
(LOOKING AFT)

Effectivity
3246218 and up
Wiring Harness Installation 3257339 and up
Figure 3 (Sheet 2 of 2) with Avidyne Entegra

5D9 34-20-00 Sep

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4. Electronic Flight Instrument System (EFIS) - Garmin (PIR-190-00343-03, Rev. C.)

WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING

OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
A. Description (See Figure 4.)
The Garmin 1000 (G1000) Electronic Flight Instrument System (EFIS) installation provides a fully
integrated avionics suite that interfaces with an S-Tec System 55X Autopilot. Standard altitude and
airspeed indicators and a magnetic compass are also installed as secondary, independent sources
of altitude, airspeed, and (non-stabilized) heading information. An electric attitude indicator is
installed to provide an independent source for attitude information.
The G1000 avionics system consists of two displays, one dedicated as a primary flight display
(PFD) and the other as a multi-function display (MFD). Functions provided by the system include
display of attitude, heading, navigation, traffic (future option), air data, engine and airframe status,
and situational awareness of a moving map display with position derived by GPS. In addition to
display functions, GPS navigation, VHF/Com, VOR/ILS and transponder functions are provided by
the system and controlled by knobs and buttons located on the PFD and MFD bezels.
See the Garmin Cockpit Reference Guide and Garmin Airplane Flight Manual Supplement for
system control and operation.

Effectivity Garmin 1000 Displays

with Garmin 1000 Figure 4

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GDL 69A
XM Data Link
GMU 44 Receiver
Master Configuration
Module Magnetometer
ETHERNET

RS-232 RS-485
RS-232
AHRS Configuration
GDU 1040 Module GDU 1040
PFD ARINC 429 GRS 77 ARINC 429
MFD
AHRS

ARINC 429

GDC Configuration GTP 59 OAT Probe

Module
ARINC 429 GDC 74A ARINC 429
Air Data RS-232
Computer

ETHERNET ETHERNET

REVERSIONARY SWITCH REVERSIONARY SWITCH

GMA 1347
Audio
ETHERNET
Panel ETHERNET

RS-232 RS-232
No. 1 No. 1
ARINC 429 ARINC 429
GIA 63W GIA 63W
Integrated RS-232 ARINC 429 Integrated
Avionics ARINC 429 RS-232
Avionics
Unit Unit
RS-232

GEA 71 RS-485

RS-485 Engine/Airframe GEA Configuration GTX 33

Unit Module Transponder
RS-232 RS-232

Garmin 1000 System Communications Effectivity

Figure 5 with Garmin 1000

5D11 34-20-00 Sep

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THIS PAGE INTENTIONALLY BLANK

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(1) Flight Instrumentation (See Figure 6.)

The GRS 77 AHRS, GDC 74A Air Data Computer, and GMU 44 Magnetometer are responsible
for providing the G1000/PA32 system with flight instrumentation. Data consists of aircraft
attitude, heading, altitude, airspeed, vertical speed, and outside air temperature information, all
displayed on the PFD (data is displayed on the MFD in reversionary mode only).
Primary data outputs from the GRS and GDC are sent directly to the PFD via ARINC 429.
Secondary data paths connect the GRS and GDC to the MFD. Additional communications
paths connect the GRS and GDC to both GIA 63W units, providing quadruple redundant
interface.
The GRS 77 receives GPS data from both GIAs, airspeed data from the GDC, and magnetic
heading from the GMU. Using these three external sources, combined with internal sensor
data, the GRS accurately calculates aircraft attitude and heading.

High-Speed Data Bus (Ethernet)

GDU 1040 GDC 74A GDU 1040

PFD Air Data MFD
Display of Flight Computer
Display of Flight
Instrumentation OAT Instrumentation
Airspeed (Reversionary
Altitude Mode Only)
Vertical Speed

No. 1 GIA 63W GRS 77 No. 2 GIA 63W

Integrated AHRS Integrated
Avionics Unit Attitude Avionics Unit
Pitch
Rate of Turn
GPS Slip/Skid GPS
Output Output

GMU 44
Magnetometer
Heading

Flight Instrumentation Interface Effectivity

Figure 6 with Garmin 1000

5D13 34-20-00 Sep

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(2) Engine Indicator System (See Figure 7.)

The GEA 71 provides engine/airframe data to the G1000 system. The unit interfaces to
transducers shown in Figure 6. Analog data is received from the transducers and is converted
to a digital signal by the GEA 71. Digital information is then sent through the primary RS-485
serial path to the #1 GIA 63W. From the GIA, data is sent through the HSDB connection to the
PFD, then on to the MFD for display. A backup data path from the GEA to the #2 GIA 63W, then
on to the MFD, exists in the event the primary path fails.

High-Speed Data Bus (Ethernet)

GDU 1040 GDU 1040

PFD MFD
Display of Display of
Engine/Airframe Engine/Airframe
Instruments Instruments
(Reversionary Mode Only)

No. 1 GIA 63W No. 2 GIA 63W

Integrated Integrated
Avionics Unit Avionics Unit

GEA 71
Engine/Airframe
Unit

Engine/Airframe
Transducers:
RPM, Manifold Air Pressure, Oil Pressure,
Oil Temperature, CHT, TIT,
Fuel Flow, Fuel Quantity,
Pitot Heat Sensor, Open Baggage Door Switch,
Start Engage System, Electrical System Sensors

Effectivity Engine / Airframe Interface

with Garmin 1000 Figure 7

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(3) Communications/Navigation Systems (See Figure 8.)

The GIA 63W IAUs contain VHF COM, VHF NAV, and GPS receivers. COM and NAV audio is
sent via digital audio to the GMA 1347 Audio Panel.
GPS information is sent to the GRS 77 AHRS and to both displays for processing.
The GTX 33 Mode S Transponder communicates with both GIAs. Transponder data is sent from
the GIAs to the PFD where control and operation occurs.
The #2 GIA outputs analog HSI signals to the S-TEC 55X, along with ARINC 429 roll steering,
and altitude data, and digital selected altitude data.
The GMA 1347 Audio Panel controls the display reversionary mode.
(4) See Components, below, for detailed descriptions of the individual G1000 components/Line
Replaceable Units (LRU’s).

High-Speed Data Bus (Ethernet)

GDU 1040 GMA 1347 GDU 1040

Audio Panel MFD
PFD Control & Display Of:
Reversionary Control COM/NAV Radios
Control & Display Of:
COM/NAV Radios Various Navigational Functions
Transponder Interface Marker Beacon
Various Navigational Functions Intercom Control Transponder Interface
Digital Audio Control (Reversionary Mode Only)

No. 1 GIA 63W No. 2 GIA 63W

Integrated Avionics Unit Integrated Avionics Unit
VHF COM VHF COM
VHF NAV/LOC VHF NAV/LOC
GPS GPS
Glideslope Glideslope
Various I/O Processors Various I/O Processors

Digital COM/NAV Audio Digital COM/NAV Audio

Voice Alerts Voice Alerts

GTX 33
Mode S Course/Heading Datum
Transponder Selected Altitude
HSI Output Signals

To Autopilot

Navigation / Communications Interface Effectivity

Figure 8 with Garmin 1000

5D15 34-20-00 Sep

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B. Power Distribution
Distribution of power to the G1000 system occurs on four aircraft electrical busses.
Essential Bus: The Essential bus is tied directly to the main aircraft battery via the battery master
switch. When the master switch is turned on, power is immediately supplied to the Essential bus.
The Essential bus is tied via a bus contactor to the Main bus. The emergency battery (EMER BAT)
switch is connected to this bus contactor, and when turned on, the connection between the Main
and Essential busses is broken and the alternator field current is interrupted. In case of a failure of
the main alternator, the standby alternator supplies power to the Essential bus.
Main Bus: The Main bus receives power from the aircraft battery when tied to the Essential bus.
After the aircraft engine is started, the alternator supplies power to the Main bus and to the rest of
the system.
Emergency Bus: The Emergency bus exists as a backup power bus to the G1000 system. When the
emergency battery switch is turned on, power is removed from the Main bus. At the same time, the
relay connecting the Emergency bus to the emergency battery is closed, providing emergency
power to the connected equipment.
Avionics Bus: The Avionics bus is tied to the Main aircraft bus via the Radio Master switch and
switch relay.
C. Troubleshooting
Troubleshoot the G1000 system by first identifying, then isolating the specific failure to the
responsible LRU. There are several indications that the G1000 presents to the pilot or technician,
showing overall system condition. A course of action should be determined based on the
information presented on the display.
The 5th AUX group page on the MFD (see Figure 9) provides LRU health status by means of a
green check or a red ‘X’. Also, LRU software versions are shown along with other database versions
and dates. If a red ‘X’ is shown for an LRU, see the appropriate LRU troubleshooting chart for
guidance.
Typically, the G1000 Alerting System provides alerts/annunciations in conjunction with the
information presented at the 5th AUX page. (See Figure 10.)
CAUTION: “POST INSTALLATION SET-UP,” BELOW, PROVIDES DETAILED INSTRUCTIONS ON
EQUIPMENT CONFIGURATION AND RETURN-TO-SERVICE TESTING. ANYTIME A
G1000 COMPONENT OR LRU IS REMOVED, SWAPPED, OR REPLACED, THE
TECHNICIAN MUST FOLLOW THE PROCEDURES GIVEN IN “POST INSTALLATION
SET-UP” TO ENSURE PROPER OPERATION OF THE SYSTEM.
Troubleshooting information is provided as follows:
(1) Line Replaceable Unit (LRU) Failures - see Chart 2.
(2) Engine / Airframe Sensor Failures - see Chart 3.
(3) GDU 1040 - see Chart 6.
(4) GMA 1347 - see Chart 7.
(5) GIA 63W - see Chart 8.
(6) GEA 71 - see Chart 9.
(7) GTX 33 - see Chart 10.
(8) GDC 74A - see Chart 11.
(9) GRS 77 - see Chart 12.
(10) GMU 44 - see Chart 13.
(11) GDL 69/69A - see Chart 14.

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D. Recommended Tools
The following tools (or equivalent) are recommended to perform various maintenance tasks on the
G1000 EFIS.
(1) Voltmeter capable of measuring 0-32 Volts DC.
(2) #2 Phillips Screwdriver.
(3) 3/32nd inch Hex Tool.
(4) Digital Level with 0.25 degrees of accuracy capability.
(5) VHF NAV/COM/ILS ramp tester.
(6) Transponder ramp tester including Mode S capability for Mode S transponder equipped
aircraft.
(7) Air Data Test Set (ADTS) capable of simulating altitude up to the aircraft’s service ceiling.
(8) Headset/Microphone.

System Status Page (AUX Group Normal Mode) Effectivity

Figure 9 with Garmin 1000

5D17 34-20-00 Sep

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Effectivity Alerts and Annunciations

with Garmin 1000 Figure 10

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CHART 2 (Sheet 1 of 2)
TROUBLESHOOTING LRU FAILURES

5D19 34-20-00 Sep

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CHART 2 (Sheet 2 of 2)
TROUBLESHOOTING LRU FAILURES

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CHART 3 (Sheet 1 of 3)
TROUBLESHOOTING ENGINE / AIRFRAME SENSOR FAILURES

5D21 34-20-00 Sep

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CHART 3 (Sheet 2 of 3)
TROUBLESHOOTING ENGINE / AIRFRAME SENSOR FAILURES

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CHART 3 (Sheet 3 of 3)
TROUBLESHOOTING ENGINE / AIRFRAME SENSOR FAILURES

5D23 34-20-00 Sep

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E. Inspections (PIR-190-00343-01, Rev. C.)

(1) Annual / 100 Hour Inspection

Each 12 months or 100 hours time-in-service, whichever comes first, inspect the emergency
power system for proper operation per the following procedure.
NOTE: Additional information on the emergency power system can be found in 24-30-00.
(a) Ensure no ground power is connected to the aircraft.
(b) Power up the G1000 system by turning ON the Battery Master and Radio Master
switches.
(c) Open the EMER BAT circuit breaker and verify that the EMER BAT voltage on the MFD
reads at least 25.4 V. If the voltage is below this level, service the battery in accordance
with the Concorde Aircraft Battery Owner/Operator Manual.
(d) Close the EMER BAT circuit breaker.
(e) Start the engine in accordance with the Pilot’s Operating Handbook (POH).
(f) Verify the Radio Master switch is ON.
(g) Wait approximately one minute for the system to initialize.
(h) Verify that the EMER BAT NC annunciation is not displayed.
(i) Verify that the battery master, main alternator and standby alternator switches are ON.
(j) Set engine at 2000 RPM.
(k) Turn the main alternator OFF.
(l) Verify that the ALTNTR INOP and STBY ALT ON annunciations are displayed on the PFD.
(m) Verify on the MFD that the standby alternator is generating current.
(n) Turn the standby alternator OFF.
(o) Verify the NO STBY ALT is annunciated on the PFD.
(p) Turn the EMER BAT switch ON. See Chart 4.
(q) Verify that the MFD turns off and that the PFD enters reversionary mode (engine
instruments displayed). Since the audio panel is off, the intercom will not function and
Com1 will be tied directly to the pilot’s headset
(r) Turn the battery master switch OFF.
(s) Verify that each of the following components is receiving power:
1 GDU 1040 PFD – should be on and in reversionary mode.
2 GRS 77 AHRS – Attitude and heading should be displayed.
3 GDC 74A Air Data – Altitude, Vertical Speed, Airspeed, and True Airspeed displayed.
4 GEA 71 Engine Airframe – Engine instruments should be displayed.
5 GIA 63W #1 Integrated Avionics – Com1 and Nav1 should be displayed. GPS
position should still function.
6 Backup ADI – The backup attitude indicator should not be flagged. The gyro should
be powered.
7 Compass – The compass light should be illuminated.
8 Post lights – The post lights for the attitude, airspeed, and altitude indicators should
be illuminated.
(t) Shut down the engine.
(u) Turn the EMER BAT switch OFF.
(v) Verify that all equipment turns off.
(w) Turn the Radio Master switch OFF.

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CHART 4
NORMAL ANNUNCIATION WITH EMER BAT SWITCH ON AND BATTERY MASTER SWITCH ON
Annunciation / Flag Reason
ALTNTR INOP annunciation EMER BAT switch has interrupted the
alternator field current.
DISPLAY FAN annunciation Avionics bus is unpowered.
AVIONICS FAN annunciation Avionics bus is unpowered.
EMER BAT NC or EMER BAT switch has interrupted the alternator
EMER BAT LOW annunciation field current. The emergency battery is now
powering the emergency bus.
COM2/NAV2 fields flagged Avionics bus is unpowered.
ESS BUS LOW annunciation (see Note) The essential bus is not receiving power from the
alternator or battery.
NOTE: ESS BUS LOW may or may not annunciate, depending on the state of charge of the aircraft
battery.

CHART 5
NORMAL ANNUNCIATION WITH EMER BAT SWITCH ON AND BATTERY MASTER SWITCH OFF
Annunciation / Flag Reason
In addition to the Annunciations/Flags shown in Chart 4, when the Battery Master switch is turned OFF,
the following additional annunciations / flags are normal:
ESS BUS LOW annunciation The essential bus is not receiving power from the
alternator or battery.

5E1 34-20-00 Sep

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(2) 1000 Hour Inspection

Each 1000 hours time-in-service visually inspect each unit listed below for corrosion, damage,
or other defects. Replace any damaged parts as required. Inspection may require the
temporary removal of a unit or units to gain access to connectors.
(a) GDU 1040 PFD & MFD
Remove the PFD & MFD. Inspect the mounting surface and connector for corrosion, heavy
oxidation, or other damage.
(b) GMA 1347 Audio Panel
Inspect the GMA 1347 unit, rack, and connectors for corrosion or other defects.
(c) GIA 63W Integrated Avionics Unit (2 ea.)
Inspect the GIA 63W #1 and #2 unit, rack, and connectors for corrosion or other defects.
(d) GEA 71 Engine/Airframe Unit
Inspect the GEA 71 unit, rack, and connectors for corrosion or other defects.
(e) GTX 33 Mode S Transponder (if installed)
Inspect the GTX 33 unit, rack, and connectors for corrosion or other defects.
(f) GDL 69/69A - Datalink (if installed)
Inspect the GDL 69/69A unit, rack, and connectors for corrosion or other defects.
(g) PFD & MFD Cooling Fan
Inspect both PFD & MFD cooling fans for accumulation of dust or other damage. Remove
excess dust as required. Close the AVIONICS COOLING circuit breaker and verify that the
PFD and MFD cooling fans are functional.
(h) Avionics Cooling Fan
Inspect the avionics cooling fan for accumulation of dust or other damage. Remove excess
dust as required. Close the AVIONICS COOLING circuit breaker and verify that the
avionics cooling fan is functional.
(i) GRS 77 AHRS
Inspect the GRS 77 unit, rack, and connector for corrosion or other defects.
(j) GMU 44 Magnetometer
Remove the GMU 44 and inspect the mounting hardware and GMU 44 for corrosion or
other damage.

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F. Components
(1) General
Maintenance of Garmin 1000 system components is “On Condition” only. The following
provides basic information regarding unit removal, installation, and troubleshooting. Basic
guidance on loading and configuring software is provided under Post Installation Set-up, below.
When removing and/or replacing any G1000 component, always ensure that aircraft power is
off. Unplug any auxiliary power supplies.
Before removing any G1000 LRU, it is required that the technician verify the LRU software part
number and version against the Required Equipment List, Chart 33.
To check an LRU software part number and/or version:
(a) Start the G1000 system in configuration mode as described in Configuration Mode
Overview under Post Installation Set-up, below.
(b) The System Status page shows a list of LRUs in the LRU window. Activate the cursor and
highlight the LRU window.
(c) Use the FMS knob to scroll through the list in the window and select the desired LRU.
(d) The software part number and version is displayed in the DATA window. Compare this to
the data in the Required Equipment List, Chart 33.
NOTE: If a faulty LRU is not reporting its software version and part number, check aircraft
maintenance logs for last software version loaded and verify against the Required
Equipment List, Chart 33. The Software Manifest page may also be used to check part
numbers and versions.
(2) GDU 1040 MFD and PFD (See Figure 4.)
CAUTION: THE GDU 1040S USE A LENS COATED WITH A SPECIAL ANTI-REFLECTIVE
COATING THAT IS VERY SENSITIVE TO SKIN OILS, WAXES AND ABRASIVE
CLEANERS. CLEANERS CONTAINING AMMONIA WILL HARM THE ANTI-
REFLECTIVE COATING. IT IS VERY IMPORTANT TO CLEAN THE LENS USING
A CLEAN, LINT-FREE CLOTH AND AN EYEGLASS LENS CLEANER THAT IS
SPECIFIED AS SAFE FOR ANTI-REFLECTIVE COATINGS.
(a) Description
Two Garmin GDU 1040 CDUs are installed in the instrument panel. One is configured as
a PFD and the other as an MFD (Configuration is determined by wiring harness and
configuration files). Both displays provide control and display of nearly all functions of the
G1000 integrated cockpit system.
The displays are located side-by-side, with the GMA 1347 Audio Panel located in the
middle.
Both displays are installed in the instrument panel using built-in ¼-turn fasteners. Each
display uses a single Garmin 62-pin connector. Electrical power to the PFD is from the
‘Essential’ power bus, whereas the MFD receives power from the ‘Avionics’ bus.
On the panel, traditional attitude, altitude, and airspeed indicators are retained as backup
instruments. These are mounted in a vertical configuration to the left of the PFD.
(b) Troubleshooting
See Chart 6.

5E3 34-20-00 Sep

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CHART 6 (Sheet 1 of 4)
TROUBLESHOOTING GDU 1040
Common Problems
Symptom Recommended Action
Display will not track photocell Ensure that the panel dimming potentiometer is set to
minimum level.
Check display lighting settings on the Main Lighting page.
If problem persists, replace defective unit.
Keypad/bezel will not track photocell Ensure that the panel dimming potentiometer is set to
minimum level.
Check keyboard lighting settings on the Main Lighting
page. If problem persists, replace defective unit.
Display will not track dimmer bus Check display lighting settings on the Main Lighting page.
Check wiring.
Switch MFD and PFD: If problem follows unit, replace
defective unit.
Keypad/bezel will not track dimmer bus Check keyboard lighting settings on the Main Lighting
page.
Check wiring.
Switch MFD and PFD: If problem follows unit, replace
defective unit.
Software/Configuration Alerts
Failure Message Cause Solution
FAILED PATH – A data path A data path(s) connected to the Check wiring to the failed
has failed. GDU or GIA has failed. LRU.
SW MISMATCH – GDU The system has found the PFD Load correct software
software version mismatch. and MFD software versions do version.
Xtalk is off. not match.
MANIFEST – PFD1 software The system has detected an Load correct software
mismatch. Communication incorrect software version version.
Halted. loaded in the PFD.
MANIFEST – MFD software The system has detected an Load correct software
mismatch. Communication incorrect software version version.
Halted. loaded in MFD.
MFD1 CONFIG – A configuration mismatch has Reconfigure MFD and/or
configuration error. Config occurred between the display PFD. If unable to
service req’d. and the Master Configuration reconfigure, replace
Module. defective master
configuration module.

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CHART 6 (Sheet 2 of 4)
TROUBLESHOOTING GDU 1040
Software/Configuration Alerts (cont.)
Failure Message Cause Solution
PFD1 CONFIG – A configuration mismatch has Reconfigure MFD and/or
configuration error. Config occurred between the display PFD. If unable to
service req’d. and the Master Configuration reconfigure, replace
Module. defective master
configuration module.
CNFG MODULE – PFD1 The PFD1 configuration Replace the configuration
configuration module is module is inoperative. module.
inoperative.
Database Alerts
Failure Message Cause Solution
MFD1 DB ERR – MFD1 The MFD has encountered an Reload Jeppesen database.
aviation database error exists. error in the Jeppesen aviation Replace the MFD.
database.
PFD1 DB ERR – PFD1 The PFD has encountered an Reload Jeppesen database.
aviation database error exists. error in the Jeppesen database. Replace the PFD.
MFD1 DB ERR – MFD1 The MFD has encountered an Replace the MFD.
basemap database error exists. error in the basemap database.
PFD1 DB ERR – PFD1 The PFD has encountered an Replace the PFD.
basemap database error exists. error in the basemap database.
MFD1 DB ERR – MFD1 The MFD has encountered an Confirm terrain datacard is
terrain database error exists. error in the terrain database. inserted properly.
Replace terrain datacard.
Replace the MFD.
PFD1 DB ERR – PFD1 terrain The PFD has encountered an Confirm terrain datacard is
database error exists. error in the terrain database. inserted properly.
Replace terrain datacard.
Replace the PFD.
DB MISMATCH – Aviation The system has found the Load current database
database version mismatch. aviation database cycles in the versions.
Xtalk is off. PFD and MFD do not match.
DB MISMATCH – Aviation The system has found the Load current database
database type mismatch. aviation database types in the versions.
Xtalk is off. PFD and MFD do not match.
DB MISMATCH – Airport The system has found the Load current database
Terrain database version airport database cycles in the versions.
mismatch. Xtalk is off. PFD and MFD do not match.
DB MISMATCH – Obstacle The system has found the Load current database
database version mismatch. obstacle database versions in versions.
Xtalk is off. the PFD and MFD do not match.

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CHART 6 (Sheet 3 of 4)
TROUBLESHOOTING GDU 1040
Database Alerts (cont.)
Failure Message Cause Solution
DB MISMATCH – Terrain The system has found the Confirm terrain datacard is
database version mismatch. terrain database versions in the inserted properly.
Xtalk is off. PFD and MFD do not match.
Replace terrain datacard.
Replace the PFD or MFD.
DB MISMATCH – Terrain The system has found the Confirm terrain datacard is
database type mismatch. terrain database types in the inserted properly.
Xtalk is off. PFD and MFD do not match.
Replace terrain datacard.
Replace the PFD or MFD.
Cooling Alerts
Failure Message Cause Solution
MFD1 COOLING – has poor MFD1 has exceeded its Check MFD Fan for proper
cooling. Reducing power operating temperature range. operation.
usage.
Replace the MFD.
If problem persists contact
Garmin.
PFD1 COOLING – has poor The PFD has exceeded its Check PFD Fan for proper
cooling. Reducing power operating temperature range. operation.
usage.
Replace the PFD.
If problem persists contact
Garmin.
Key Alerts
Failure Message Cause Solution
MFD1 “key” KEYSTK – key The SYSTEM has determined Exercise stuck key.
is stuck. a key is stuck on MFD1. Replace the MFD.
PFD “key” KEYSTK – key The SYSTEM has determined Exercise stuck key.
is stuck. a key is stuck on PFD. Replace the PFD.

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CHART 6 (Sheet 4 of 4)
TROUBLESHOOTING GDU 1040
Miscellaneous Alerts
Failure Message Cause Solution
XTALK ERROR – A flight A communication error has Check the System
display cross talk error has occurred between the MFD Configuration page:
occurred. and PFD. - Ensure that MFD1 and
PFD1 are green;
- If configuration is not
correct, reconfigure the
PFD and MFD.
Check Ethernet
interconnect.
Replace PFD with a known
good unit to verify location
of problem:
- If problem persists,
replace MFD;
- If problem does not
persist, replace PFD.
DATA LOST – Pilot stored Pilot stored data has been lost. Cycle power to PFD.
data lost. Recheck settings. If problem persists,
replace PFD.
MFD1 SERVICE – needs The system has determined Replace MFD.
service. Return unit for repair. MFD1 needs service.
PFD1 SERVICE – needs The system has determined Replace PFD.
service. Return unit for repair. PFD needs service.

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(c) Removal
1 Using a 3/32nd hex tool, rotate all four ¼-turn fasteners counter-clockwise until they
reach their stops.
2 Carefully remove the display from the panel.
3 While supporting the display, disconnect the connector.
(d) Installation
1 Visually inspect the connector and pins for signs of damage. Repair any damage.
While supporting the display, connect the connector to the rear of the unit.
2 Carefully insert the display into the panel cutout, ensuring that all 4 ¼-turn fasteners
align with the corresponding holes.
3 Seat the display in the panel cutout. Do not use excessive force while inserting the
display.
4 Once seated, rotate all four ¼-turn fasteners clockwise to lock the display to the
panel.
5 Configure and test the MFD and/or PFD according to Post-Installation Setup, below.
(3) GMA 1347 Audio Panel (See Figure 4.)
(a) Description
The Garmin GMA 1347 Audio Panel is a digital audio panel with integrated marker
beacon receiver. The GMA 1347 provides control of all cockpit intercom/mic systems as
well as NAV/COM/ILS audio. The unit also provides display reversion mode control
through a large red button. Power is received from the ‘Avionics’ bus; consequently the
unit only powers up when the radio master switch is turned on. The GMA 1347 interfaces
with the marker beacon antenna as well as mic and phone jacks.
(b) Troubleshooting
See Chart 7.
(c) Removal
1 Using a 3/32nd hex tool, turn the hex nut counter-clockwise until the GMA 1347 is
unlocked from its location.
2 Carefully remove the GMA 1347 from its rack.
(d) Installation
1 Visually inspect the connectors using a flashlight to ensure there are no bent or
damaged pins. Repair any damage.
3 Gently insert the GMA 1347 into the rack until the locking tab engages the rack.
4 Begin to turn the hex nut clockwise. This draws the unit into the rack until seated. Do
not overtighten the nut.
5 Configure and test the GMA 1347 according to Post-Installation Setup, below.

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CHART 7
TROUBLESHOOTING GMA 1347
Alerts
Failure Message Cause Solution
GMA1 SERVICE – GMA1 A failure has been detected in Replace GMA 1347.
needs service. Return unit for audio panel. It may still be
repair. usable.
GMA1 FAIL – GMA1 in A failure has been detected in Replace GMA 1347.
inoperative. audio panel. It is not available.
MANIFEST – GMA1 The system has detected an Load correct software
software mismatch. incorrect software version version.
Communication Halted. loaded in GMA 1347.
GMA1 CONFIG – GMA1 The system has detected a Reconfigure GMA 1347.
configuration error. Config GMA 1347 configuration
service req’d. mismatch.

Primary Data Path Secondary Data Path

GDU 1040 GDU 1040 GDU 1040 GDU 1040

PFD MFD PFD MFD

ETHERNET ETHERNET

ETHERNET ETHERNET

No. 1 RS-232 RS-232 No. 2

GIA 63W GMA 1347 GMA 1347 GIA 63W

GMA 1347 Data Paths

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(4) GIA 63W Integrated Avionics Unit (See Figure 11.)

(a) Description
Two Garmin GIA 63W IAUs provide VHF
COM, VHF NAV, GPS NAV and other various
navigation functions. GIAs provide
communication interface to all other
G1000/PA32 LRUs in the system. Both GIAs
are located directly behind the MFD, installed
into their respective LRU racks. The #1 GIA is
powered through the ‘Essential’ power bus and
immediately powers up when the battery
master switch is tur ned on. The #2 GIA
receives power through the ‘Avionics’ bus and
powers up when the radio master switch is
turned on. Both GIA 63Ws interface to the GIA 63W Integrated Avionics Unit
following equipment: Figure 11
- S-TEC 55X Autopilot (GIA 2 Only)
- VOR/LOC/Glideslope Antenna System
- VHF COM 1 & 2 Antennas
- GPS 1 & 2 Antennas
- GDL 69/69A (GIA2 Only)
- Skywatch 497 TAS (GIA2 Only)
- WX500 StormScope (GIA2 Only)
NOTE: The GIA 63W is compatible only with the antennas listed in the GIA 63W
Installation Manual, Garmin P/N 190-00303-05.
(b) Troubleshooting
See Chart 8.
(c) Removal
1 Remove the MFD as described above.
2 Unlock the GIA 63W handle by loosening the Phillips screw on the handle.
3 Pull the handle upward to unlock the GIA 63W. Gently remove the unit from the rack.
(d) Installation
1 Visually inspect the connectors to ensure there are no bent or damaged pins. Repair
any damage.
2 Gently insert the GIA 63W into its rack. The handle should engage the dogleg track.
3 Press down on the GIA 63W hand to lock the unit into the rack.
4 Lock the handle to the GIA 63W body using the Phillips screw.
5 Reinstall the MFD as described above.
6 Configure and test the GIA 63W(s) according to Post-Installation Setup, below.

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CHART 8 (Sheet 1 of 7)
TROUBLESHOOTING GIA 63W
General Alerts
Failure Message Cause Solution
FAILED PATH – A data path A data path(s) connected to Check wiring to the failed
has failed. the GDU or GIA has failed. LRU.
GIA1 SERVICE – GIA1 needs A failure has been detected Replace GIA1.
service. Return unit for repair. in GIA1. It may still be usable.
GIA2 SERVICE – GIA1 needs A failure has been detected Replace GIA2.
service. Return unit for repair. in GIA2. It may still be usable.
HW MISMATCH – GIA A GIA mismatch has been Replace non-WAAS GIA 63
hardware mismatch, GIA1 detected in which only one is with a WAAS capable
communication halted. WAAS capable. GIA 63W.
HW MISMATCH – GIA A GIA mismatch has been Replace non-WAAS GIA 63
hardware mismatch, GIA2 detected in which only one is with a WAAS capable
communication halted. WAAS capable. GIA 63W.
COM
Symptom Recommended Action
Weak COM transmit power Check COM antenna and cabling.
Switch GIA1 and GIA2, to identify whether the unit or
connectors/wiring is at fault. (Both GIAs must be
configured when swapped. If problem follows unit,
replace defective unit.
Weak COM receiver Check COM antenna and cabling.
Switch GIA1 and GIA2, to identify whether the unit or
connectors/wiring is at fault. (Both GIAs must be
configured when swapped.). If problem follows unit,
replace defective unit.
No COM sidetone Switch GIA1 and GIA2, to identify whether the unit or
connectors/wiring is at fault. (Both GIAs must be
configured when swapped.):
- If problem follows GIA, replace defective GIA.
- If problem persists, replace defective GMA 1347.
COM Alerts
Failure Message Cause Solution
COM1 SERVICE – COM1 The system has determined Replace GIA1.
needs service. Return unit for COM1 needs service.
repair.
COM2 SERVICE – COM2 The system has determined Replace GIA2.
needs service. Return unit for COM1 needs service.
repair.

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CHART 8 (Sheet 2 of 7)
TROUBLESHOOTING GIA 63W
COM Alerts (cont.)
Failure Message Cause Solution
COM1 TEMP – COM1 over COM1 is reporting high Ensure that the avionics fan
temp. Reducing transmitter temperature. Transmitter is functioning properly.
power. power is reduced.
Ensure that the scat tubing
from the avionics fan is
connected to GIA1.
COM2 TEMP – COM2 over COM2 is reporting high Ensure that the avionics fan
temp. Reducing transmitter temperature. Transmitter is functioning properly.
power. power is reduced.
Ensure that the scat tubing
from the avionics fan is
connected to GIA2.
COM1 PTT – COM1 push-to-talk The COM1 external push-to-talk Press the push-to-talk
key is stuck. (PTT) switch is stuck in switch(s) again to cycle
the enabled (or “pressed”) its operation.
state.
Check push-to-talk
switch(s) and wiring.
Check GIA1/GMA 1347
interconnect.
Switch GIA1 and GIA2, to
identify whether the unit or
connectors/wiring is at fault.
(Both GIAs must be
configured when swapped.):
- If problem follows the unit,
replace GIA1;
- If problem persists replace
defective GMA 1347.

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CHART 8 (Sheet 3 of 7)
TROUBLESHOOTING GIA 63W
COM Alerts (cont.)
Failure Message Cause Solution
COM2 PTT – COM2 push-to-talk The COM2 external push-to-talk Press the push-to-talk
key is stuck. (PTT) switch is stuck in switch(s) again to cycle
the enabled (or “pressed”) its operation.
state.
Check push-to-talk
switch(s) and wiring.
Check GIA2/GMA 1347
interconnect.
Switch GIA1 and GIA2, to
identify whether the unit or
connectors/wiring is at fault.
(Both GIAs must be
configured when swapped.):
- If problem follows the unit,
replace GIA2;
- If problem persists replace
defective GMA 1347.
COM1 RMT XFR – COM1 The COM1 external remote Switch GIA1 and GIA2, to
remote transfer key is stuck. transfer switch is stuck in the identify whether the unit or
enabled (or “pressed”) state. connectors/wiring is at fault.
(Both GIAs must be
configured when swapped.)
- If problem follows the unit,
replace GIA1;
- If problem persists,
continue to troubleshoot
remote transfer switch &
wiring.
COM2 RMT XFR – COM1 The COM2 external remote Switch GIA1 and GIA2, to
remote transfer key is stuck. transfer switch is stuck in the identify whether the unit or
enabled (or “pressed”) state. connectors/wiring is at fault.
(Both GIAs must be
configured when swapped.)
- If problem follows the unit,
replace GIA2;
- If problem persists,
continue to troubleshoot
remote transfer switch &
wiring.

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CHART 8 (Sheet 4 of 7)
TROUBLESHOOTING GIA 63W
NAV
Symptom Recommended Action
Weak NAV receiver Check NAV antenna, coupler, and cabling.
Switch GIA1 and GIA2, to identify whether the unit or
connectors/wiring is at fault (Both GIAs must be
configured when swapped. If problem follows unit,
replace defective unit.
NAV Alerts
Failure Message Cause Solution
NAV1 SERVICE – NAV1 The system has detected a Replace GIA1.
needs service. Return unit for failure in NAV1 receiver.
repair. It may still be usable.
NAV2 SERVICE – NAV2 The system has detected a Replace GIA2.
needs service. Return unit for failure in NAV2 receiver.
repair. It may still be usable.
NAV1 RMT XFR – NAV1 The NAV1 external remote Switch GIA1 and GIA2, to
remote transfer key is stuck. transfer switch is stuck in the identify whether the unit or
enabled (or “pressed”) state. connectors/wiring is at fault.
(Both GIAs must be
configured when swapped.):
- If problem follows unit,
replace GIA1;
- If problem persists,
continue to troubleshoot
remote transfer switch &
wiring.
NAV2 RMT XFR – NAV2 The NAV2 external remote Switch GIA1 and GIA2, to
remote transfer key is stuck. transfer switch is stuck in the identify whether the unit or
enabled (or “pressed”) state. connectors/wiring is at fault.
(Both GIAs must be
configured when swapped.):
- If problem follows unit,
replace GIA2;
- If problem persists,
continue to troubleshoot
remote transfer switch &
wiring.

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CHART 8 (Sheet 5 of 7)
TROUBLESHOOTING GIA 63W
Glideslope (G/S)
Symptom Recommended Action
Weak G/S receiver Check G/S antenna, coupler, and cabling.
Switch GIA1 and GIA2, to identify whether the unit or
connectors/wiring is at fault. (Both GIAs must be
configured when swapped.) If problem follows unit,
replace defective unit.
Glideslope Alerts
Failure Message Cause Solution
G/S1 SERVICE – G/S1 needs The system has detected a Replace GIA1.
service. Return unit for repair. failure in G/S1 receiver.
It may still be usable.
G/S2 SERVICE – G/S2 needs The system has detected a Replace GIA2.
service. Return unit for repair. failure in G/S2 receiver.
It may still be usable.
G/S1 FAIL – G/S1 is inoperative. The system has detected a Check G/S1 antenna and
failure in G/S1 system. cabling.
The receiver is not available.
Replace GIA1 if problem
persists.
G/S2 FAIL – G/S2 is inoperative. The system has detected a Check G/S2 antenna and
failure in G/S2 system. cabling.
The receiver is not available.
Replace GIA2 if problem
persists.
GPS
Symptom Recommended Action
Will Not Acquire Satellites Go to AUX 3 Page on MFD and confirm which GPS
receiver is inoperative (GPS 1 or GPS 2).
Check appropriate GPS Antenna and Cabling.
Switch GIA1 and GIA2, to identify whether the unit or
connectors/wiring is at fault. (Both GIAs must be
configured when swapped.) If problem follows unit,
replace defective unit.
GPS Alerts
Failure Message Cause Solution
MANIFEST – GPS1 software The system has detected an Load correct software
mismatch. Communication Halted. incorrect software version version.
loaded in GIA1.
MANIFEST – GPS2 software The system has detected an Load correct software
mismatch. Communication Halted. incorrect software version version.
loaded in GIA2.

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CHART 8 (Sheet 6 of 7)
TROUBLESHOOTING GIA 63W
GPS Alerts (cont.)
Failure Message Cause Solution
GPS1 SERVICE – GPS1 The system has detected a Replace GIA1.
needs service. Return unit for failure in GPS1 receiver.
repair. It may still be usable.
GPS2 SERVICE – GPS2 The system has detected a Replace GIA2.
needs service. Return unit for failure in GPS2 receiver.
repair. It may still be usable.
GPS1 FAIL – GPS1 is inoperative. The system has detected a Check GPS1 antenna and
failure in GPS1 system. cabling.
Replace GIA1 if problem
persists.
GPS2 FAIL – GPS2 is inoperative. The system has detected a Check GPS2 antenna and
failure in GPS2 system. cabling.
Replace GIA2 if problem
persists.
LOI – GPS integrity lost. The GPS position is degraded. This message may clear as
Crosscheck with other NAVS. GPS coverage improves.
Check GPS1 and GPS2
antennas and cabling.
GPS NAV LOST - Loss of The GPS position has been This message may clear as
GPS navigation. Insufficient lost. GPS position integrity
satellites. improves.
Check GPS1 and GPS2
antennas and cabling.
GPS NAV LOST - Loss of The GPS position has been Message may clear as GPS
GPS navigation. Position error. lost. position integrity improves.
Check GPS1 and GPS2
antennas and cabling.
GPS NAV LOST - Loss of The GPS position has been Message may clear as GPS
GPS navigation. GPS fail. lost. position integrity improves.
Check GPS1 and GPS2
antennas and cabling.
ABORT APR - Loss of GPS The GPS position has been Message may clear as GPS
navigation. Abort approach. lost. position integrity improves.
Check GPS1 and GPS2
antennas and cabling.
APR DWNGRADE - The GPS position has been Message may clear as GPS
Approach downgraded. lost. position integrity improves.
Check GPS1 and GPS2
antennas and cabling.

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CHART 8 (Sheet 7 of 7)
TROUBLESHOOTING GIA 63W
GIA Cooling Alerts
Failure Message Cause Solution
GIA1 COOLING – GIA1 GIA1 operating temperature is Allow unit to warm up.
temperature too low. too low.
GIA2 COOLING – GIA2 GIA2 operating temperature is Allow unit to warm up.
temperature too low. too low.
GIA1 COOLING – GIA1 over GIA1 has exceeded its Check Avionics Fan for
temperature. operating temperature range. proper operation.
Replace GIA1.
If problem persists contact
Garmin.
GIA2 COOLING – GIA2 over GIA2 has exceeded its Check Avionics Fan for
temperature. operating temperature range. proper operation.
Replace GIA2.
If problem persists contact
Garmin.
GIA Configuration Alerts
Failure Message Cause Solution
MANIFEST – GIA1 software The system has detected an Load correct software
mismatch. Communication Halted. incorrect software version version.
loaded in GIA1.
MANIFEST – GIA2 software The system has detected an Load correct software
mismatch. Communication Halted. incorrect software version version.
loaded in GIA2.
GIA1 CONFIG – GIA1 The system has detected a GIA1 Configure GIA1 correctly.
configuration error. Config configuration mismatch. If
service req’d. GIAs are not properly configured
after being swapped/replaced, this
message appears.
GIA2 CONFIG – GIA2 The system has detected a GIA2 Configure GIA2 correctly.
configuration error. Config configuration mismatch. If
service req’d. GIAs are not properly configured
after being swapped/replaced, this
message appears.
GIA1 CONFIG – GIA1 audio The system has detected an error Configure GIA1 correctly.
config error. Config service req’d. in the audio configuration of GIA1.
GIA2 CONFIG – GIA2 audio The system has detected an error Configure GIA2 correctly.
config error. Config service req’d. in the audio configuration of GIA2.

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(5) GEA 71 Engine/Airframe Unit (See Figure 12.)

(a) Description
The Garmin GEA 71 Engine/Airframe Unit provides
engine/airframe data to the G1000/PA32 system.
Data received from transducers/sensors is
processed, then sent via RS-485 to a GIA 63W, and
subsequently to the GDU 1040 MFD. The GEA 71 is
connected to both GIA 63Ws for redundant
communications. In display reversionary mode,
engine instrumentation is displayed on the PFD as
well. The GEA is located directly behind the PFD in
its LRU rack. Power is received from the ‘Essential’
power bus.
The GEA interfaces to the following:
- Manifold Pressure Sensor (MAP) GEA 71 Engine / Airframe Unit
- Oil Pressure Sensor Figure 12
- Tachometer Sensor
- Oil Temperature Sensor
- Fuel Flow Sensor
- Six Cylinder Head Temperature (CHT) Sensors
- TIT Sensor
- Alternator & Battery Current Monitor Shunts
- Fuel Probes
- Pitot Heat System
- Cabin Air Temp Sensor
- Baggage Door Detection Switch
- Landing Gear Position Switch
- Starter Engage System Monitor
- Flaps In Transit System Monitor
(b) Troubleshooting
See Chart 9.
(c) Removal
1 Remove the PFD as described above.
2 Unlock the GEA 71 handle by unscrewing the Phillips screw.
3 Pull the handle upward to unlock the GEA 71.
4 Gently remove the GEA 71 from its rack.
(d) Installation
1 Visually inspect the connectors to ensure there are no bent or damaged pins. Repair
any damage.
2 Gently insert the GEA 71 into the rack. The handle should engage the dogleg track.
3 Press down on the handle to lock the unit into place.
4 Lock the handle to the GEA 71 body using the Phillips screw.
5 Reinstall the PFD as described above.
6 Configure and test the GEA 71 according to Post-Installation Setup, below.

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CHART 9
TROUBLESHOOTING GEA 71
GEA Alerts
Failure Message Cause Solution
MANIFEST – GEA1 software The system has detected an Load correct software
mismatch. Communication Halted. incorrect software version version.
loaded in GEA 71.
GEA1 CONFIG – GEA1 The system has detected a Configure GEA 71 correctly.
configuration error. Config GEA 71 configuration mismatch.
service req’d.

Primary Data Path Secondary Data Path

GDU 1040 GDU 1040 GDU 1040 GDU 1040

PFD MFD PFD MFD

ETHERNET ETHERNET

ETHERNET ETHERNET

No. 1 RS-485 RS-485 No. 2

GIA 63W GEA 71 GEA 71 GIA 63W

GEA 71 Data Paths

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(6) GTX 33 Mode S Transponder (See Figure 13.)

(a) Description
The Garmin GTX 33 provides Mode A, C, and S
altitude and position reporting information from
the G1000/PA32 system. The unit is mounted
directly behind the PFD in its LRU rack. Power is
received from the ‘Essential’ bus. Similarly to the
GEA 71, the GTX 33 sends data via RS-232
directly to a GIA 63W. Information is then sent to
the PFD, where the pilot can control the
transponder. The GTX 33 is connected to both
GIA 63Ws for redundant communications. The
GTX 33 interfaces with the transponder
antenna. A remote ident switch is also installed
on the pilot’s control yoke. GTX 33 Mode S Transponder
(b) Troubleshooting Figure 13
See Chart 10.
(c) Removal
1 Remove the PFD as described above.
2 Unlock the GTX 33 handle by loosening the Phillips screw on the handle.
3 Pull the handle upward to unlock the GTX 33. Gently remove the unit from the rack.
(d) Installation
1 Visually inspect the connectors to ensure there are no bent or damaged pins. Repair
any damage.
2 Gently insert the GTX 33 into its rack. The handle should engage the dogleg track.
3 Press down on the GTX 33 hand to lock the unit into the rack.
4 Lock the handle to the GTX 33 body using the Phillips screw.
5 Reinstall the PFD as described above.
6 Configure and test the GTX 33 according to Post-Installation Setup, below.

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CHART 10
TROUBLESHOOTING GTX 33
GTX Alerts
Failure Message Cause Solution
MANIFEST – GTX1 software The system has detected an Load correct software
mismatch. Communication Halted. incorrect software version version.
loaded in GTX 33.
XPDR1 CONFIG – XPDR1 The system has detected a Configure GTX 33 correctly.
configuration error. Config GTX 33 configuration mismatch.
service req’d.
XPDR1 SRVC – XPDR1 A failure has been detected in Replace GTX1.
needs service. Return unit for transponder1. The transponder
repair. may still be usable.
XPDR1 FAIL – XPDR1 is The system cannot Reload configuration file.
inoperative. communicate with
transponder1. Check wiring.
Replace GIA1 with a known
good unit, to verify location
of problem:
- If problem persists,
replace the GTX 33.
- If problem does not
persist, replaced GIA1.

Primary Data Path Secondary Data Path

GDU 1040 GDU 1040 GDU 1040 GDU 1040

PFD MFD PFD MFD

ETHERNET ETHERNET

ETHERNET ETHERNET

No. 1 RS-232 RS-232 No. 2

GIA 63W GTX 33 GTX 33 GIA 63W

GTX 33 Data Paths

5E23 34-20-00 Sep

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(7) GDC 74A Digital Air Computer (See Figure 14.)

(a) Description
The Garmin GDC 74A provides digital air data
computations to the G1000/PA32 system. The
unit is mounted to its rack directly behind the
PFD. Power is received from the ‘Essential’
bus. The GDC 74A connects to pitot/static
ports. Air data is sent to the PFD for display.
Four redundant data paths exist to the PFD,
MFD, and both GIAs.
(b) Troubleshooting
See Chart 11. GDC 74A Digital Air Computer
Figure 14
(c) Removal
1 Remove the PFD as described above.
2 Disconnect the pitot/static plumbing from the rear of the unit. Disconnect the single
connector.
3 Loosen each thumbscrew on the hold-down clamp and remove the clamp.
4 Carefully remove the unit from its mount.
(d) Installation
1 Place the unit in the mounting tray.
2 Position the locking clamp and fasten using the thumbscrews.
3 Connect the pitot/static plumbing.
4 Inspect the connector and pins for damage. Repair any damage. Connect the
connector to the unit.
5 Reinstall the PFD as described above.
6 Configure and test the GDC 74A according to Post-Installation Setup, below.
(8) GTP 59 OAT Probe
(a) Description
The Garmin GTP 59 OAT Probe provides the GDC 74A with air temperature data. The
OAT probe is mounted to the bottom side of the right wing.
(b) Removal
1 Remove the OAT probe cover assembly from the underside of the right wing by
removing the Phillips screws.
2 Disconnect the connector.
3 Use a deep-socket to hold the probe in place on the outside of the cover. On the
inside of the cover, loosen the GTP 59 mounting nut and remove the GTP 59.
(C) Installation
1 Replacement is the reverse of removal.
2 No configuration is required for the GTP 59. Test according to Post-Installation Setup,
below.

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CHART 11
TROUBLESHOOTING GDC 74A
GDC 74A Alerts
Failure Message Cause Solution
MANIFEST – GDC1 software The system has detected an Reload software.
mismatch. Communication Halted. incorrect software version
loaded in GDC 74A.
GDC1 SERVICE – GDC1 The system has detected a Replace GDC1.
needs service. Return unit for failure in GDC1.
repair.
GDC1 FAIL – GDC1 has The system has detected a Replace GDC1.
failed. failure in GDC1.

Primary Data Path Secondary Data Path

No.1 ARINC 429 No.1 No.1 ARINC 429 No.1

GDU 1040 GDC 74A GDU 1040 GDU 1040 GDC 74A GDU 1040
PFD MFD PFD MFD

ETHERNET ETHERNET

Third Data Path Fourth Data Path

No.1
No.1 No.1 No.1
GDU 1040 GDC 74A GDC 74A
GDU 1040 GDU 1040 GDU 1040
ARINC 429

PFD

ARINC 429
MFD PFD MFD

ETHERNET ETHERNET

ETHERNET ETHERNET

No.1 No.2
GIA 63W GDC 74A Data Paths GIA 63W

5F1 34-20-00 Sep

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(9) GRS 77 Attitude and Heading Reference System (See Figure 15.)
(a) Description
The Garmin GRS 77 AHRS provides attitude
and heading information to the G1000/PA32
system. The unit is mounted below the forward
baggage compartment. Power is received from
the ‘Essential’ bus. The GRS 77 interfaces with
and provides power to the GMU 44
Magnetometer. The GRS 77 supplies attitude
and heading information directly to the PFD,
MFD, and to both GIAs.
(b) Troubleshooting GRS 77 AHRS
See Chart 12. Figure 15
(c) Removal
1 Remove forward baggage compartment floor.
2 Disconnect the AHRS connector.
3 Remove the four Phillips thumbscrews with a screwdriver and set them aside.
4 Gently lift the GRS 77 from the mounting plate. (If the mounting plate is removed, the
GRS 77 must be re-calibrated. See Post-Installation Setup, below.)
(d) Installation
1 Place the GRS 77 on the mounting plate, ensuring the orientation is correct.
2 Fasten the unit to the plate using the Phillips thumbscrews.
3 Visually inspect the connectors to ensure there are no bent or damaged pins. Repair
any damage. Connect the connector to the GRS 77.
4 Calibrate and test the GRS 77 according to Post-Installation Setup, below.
5 Reinstall forward baggage compartment floor.

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CHART 12 (Sheet 1 of 2)
TROUBLESHOOTING GRS 77
GRS 77 Alerts
Failure Message Cause Solution
MANIFEST – GRS1 software The system has detected an Reload software.
mismatch. Communication Halted. incorrect software version
loaded in GRS 77.
AHRS SERVICE – AHRS1 The AHRS magnetic field Required in 2010 and
Magnetic-field model needs model should be updated. each five (5) years
update. Appears on ground only. thereafter. Contact Garmin
for procedure.
GEO LIMITS – AHRS1 too far The aircraft is outside of its Operate the aircraft only
North/South, no magnetic operating limits; i.e., too far within the limits as
compass. North or South. Heading will specified in the
be flagged invalid. G1000 Flight Manual Suppl.
AHRS1 TAS – AHRS1 not The GRS 77 is not receiving Check GRS/GDC
receiving airspeed. airspeed from the GDC 74A. interconnect.
AHRS1 GPS – AHRS1 not The GRS 77 is not receiving Ensure that both GPS1
receiving GPS information. GPS data from the GPS and GPS2 can lock on
receivers. to GPS signals:
- If GPS receivers are
faulty, replace GIA unit(s);
- If GPS receivers operate
correctly, check GRS/GIA
interconnects;
- If interconnects operate
correctly, replace GRS 77.
AHRS1 GPS – AHRS1 using The GRS 77 is using the Ensure that both GPS1
backup GPS source. backup GPS data path. and GPS2 can lock on
to GPS signals:
- If GPS receivers are
faulty, replace GIA unit(s);
- If GPS receivers operate
correctly, check GRS/GIA
interconnects;
- If interconnects operate
correctly, replace GRS 77.
AHRS1 GPS – AHRS1 not The GRS 77 is not receiving Ensure that both GPS1
receiving backup GPS data from the backup GPS and GPS2 can lock on
information. data path. to GPS signals:
- If GPS receivers are
faulty, replace GIA unit(s);
- If GPS receivers operate
correctly, check GRS/GIA
interconnects;
- If interconnects operate
correctly, replace GRS 77.

5F3 34-20-00 Sep

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CHART 12 (Sheet 2 of 2)
TROUBLESHOOTING GRS 77
GRS 77 Redundant Paths
Failure Message Cause Solution
AHRS1 GPS – AHRS1 The GRS 77 is operating in Ensure that both GPS1
operating exclusively in reversionary mode because it and GPS2 can lock on
no-GPS mode. is not receiving any GPS to GPS signals:
information. - If GPS receivers are
faulty, replace GIA unit(s);
- If GPS receivers operate
correctly, check GRS/GIA
interconnects;
- If interconnects operate
correctly, replace GRS 77.

Primary Data Path Secondary Data Path

GDU 1040 ARINC 429 GDU 1040 GDU 1040 ARINC 429 GDU 1040
GRS 77 GRS 77
PFD MFD PFD MFD

ETHERNET ETHERNET

Third Data Path Fourth Data Path

GDU 1040 GRS 77 GDU 1040 GDU 1040 GRS 77 GDU 1040
PFD MFD PFD MFD
ARINC429

ARINC429

ETHERNET ETHERNET

ETHERNET ETHERNET

No.1 No.2
GIA 63W GRS 77 Data Paths GIA 63W

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(10) GMU 44 Magnetometer (See Figure 16.)

(a) Description
The GMU 44 provides horizontal and vertical
magnetic field information to the GRS 77 AHRS.
This allows heading to be calculated and provides
assistance during AHRS alignment. The GMU 44 is
mounted in the left wingtip.
(b) Troubleshooting
GMU 44 Magnetometer
See Chart 13.
Figure 16
(c) Removal
1 Remove left wingtip cover by unscrewing the Phillips screws.
2 Unscrew the three screws that hold the GMU 44 to its mounting rack.
3 Carefully lift the GMU 44 from the rack.
4 Disconnect the wiring harness.
(d) Installation
1 Visually inspect the connectors to ensure there are no bent or damaged pins. Repair
any damage. Connect the wiring harness to the GMU 44.
2 Lower the GMU 44 into the rack and secure the plate with the three Phillips screws.
3 Reinstall left wingtip cover.
4 Calibrate and test the GMU 44 according to Post-Installation Setup, below.

CHART 13
TROUBLESHOOTING GMU 44
GMU 44 Alerts
Failure Message Cause Solution
MANIFEST – GMU1 The system has detected an Reload software.
software mismatch. incorrect software version
Communication Halted. loaded in GMU 44.
HDG FAULT – A A fault has occurred in the Replace GMU 44.
magnetometer fault has magnetometer; heading will be
occurred. flagged invalid.

5F5 34-20-00 Sep

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(11) GDL 69/69A Data Link Unit (See Figure 17.)

(a) Description
The Garmin GDL 69 Data Link Unit provides
NEXRAD weather information to the G1000
system. The GDL 69A Data Link Unit provides
NEXRAD weather information and XMTM audio
entertainment channels to the G1000 system.
Data received from the GDL 69 or 69A is sent
directly to the MFD via High Speed Data Bus
(Ethernet). The GDL 69 or 69A is located directly
behind the PFD in its LRU rack and receives
power from the Avionics bus.
(b) Troubleshooting
See Chart 14.
(c) Removal GDL 69/69A Data Link Unit
1 Remove the PFD as described above. Figure 17

2 Unlock the GDL 69A handle by unscrewing the Phillips screw.

3 Pull the handle upward to unlock the GDL 69A.
4 Gently remove the GDL 69A from its rack.
(d) Installation
1 Visually inspect the connectors to ensure there are no bent or damaged pins. Repair
any damage.
2 Gently insert the GDL 69A into the rack. The handle should engage the dogleg track.
3 Press down on the handle to lock the unit into place.
4 Lock the handle to the GDL 69A body using the Phillips screw.
5 Reinstall the PFD as described above.
6 Configure and test the GDL 69A according to Post-Installation Setup, below.

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CHART 14
TROUBLESHOOTING GDL 69/69A
GDL Alerts
Failure Message Cause Solution
GDL69 CONFIG – GDL 69 The system has detected an Reload software.
config error. Config service error in the configuration of
req’d. the GDL69.
GDL69 FAIL – GDL 69 has A failure has been detected in Replace GDL 69 or 69A.
failed. the GDL 69/69A. The unit is
unavailable.

Primary Data Path

GDU 1040 GDU 1040

PFD MFD

ETHERNET

GDL 69A
DATA LINK

GDL 69/69A Data Path

5F7 34-20-00 Sep

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(12) Configuration Module

7
The configuration module is located in the
backshell of the connector it is terminated
8 (2 PLACES)

to. 1
(a) Removal
2
1 Disconnect connector from LRU.
2 Remove 2 screws (8) from cover 3
(7) and remove cover.
3 Unplug connector from 4
configuration module (1).
4 Remove configuration module.
(b) Installation 6
1 Inspect connector for damaged
pins (4).
2 Place configuration module (1) in
position. 5
3 Inser t connector into
Configuration Module Installation
configuration module (1).
Figure 18
4 Assembly of the connector is the
reverse of disassembly.

NOTE: If the GRS 77 AHRS Configuration Module is replaced:

All three GRS 77/GMU 44 calibration procedures must be performed. Proceed to
Post-Installation Setup, below.
NOTE: If GDC 74 Configuration Module is replaced:
Configuration settings must be reloaded to the GDC 74A. Proceed to Post-
Installation Setup, below.
NOTE: If the Master Configuration Module is replaced:
1. Start the G1000 system in configuration mode.
2. Go to the Configuration Upload Page on the PFD.
3. Press the UPDT CFG softkey.
NOTE: If both the PFD and Master Configuration Module is replaced:
The G1000 system (except GRS 77/GMU 44 and GDC 74A) must be
reconfigured. Proceed to Post-Installation Setup, below.

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(13) GEA 71 Backshell Thermocouple

7 (2 PLACES)
(a) Removal
1 Remove GEA 71 as described
above.
6
2 Remove GEA connector
backplate. 3
3 Remove connector J701 (5) from
the backplate.
4 Remove cover (6) from the 1
backshell.
5 Unscrew ther mocouple from 2
boss on backshell. Extract the
ther mocouple pins from the
connector. 5
(b) Installation
1 Crimp pins (2) onto each of the
thermocouple wires (1). Ensure
that pre-stripped wire length is
1/8” prior to crimping. 4
2 Insert newly crimped pins and
wires into the appropriate GEA 71 Backshell Thermocouple
connector housing location (4) as Figure 19
specified in the electrical schematic.
3 Place thermocouple body (1) onto the backshell boss (5). Place the thermocouple as
shown in Figure 19 so that the wires exit towards the bottom of the backshell.
4 Fasten thermocouple tightly to backshell using the provided screw (3).
5 Fasten cover (6) to backshell using the provided screws (7).

5F9 34-20-00 Sep

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(14) Spider Grounds

Most G1000 connectors employ a SPIDER grounding system to provide necessary ground
reference to shielding and/or transducers. A single 16-gauge wire is connected locally to the
airframe. Additional SPIDER wires, 24-gauge, are used to connect shield grounds. The
assembly is fastened directly to the backshell housing with two screws. Figure 18 shows an
example SPIDER installation.

3 PLACES

2 PLACES
SEE DETAIL A

2 PLACES
24 AWG

24 IN.

16 AWG TO GROUND
(AIRFRAME OR TAB ON RACK)

6.0 IN. MAX.

1.5 TO 3.0 IN.

DETAIL A
Effectivity Spider Grounds
with Garmin 1000 Figure 20

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(15) Shield Block Installation

Most G1000 connectors employ a shield block grounding system to provide necessary ground
reference to shielding and/or transducers.

16
17 15

14

13

7
3
9 6 5

12
11 4
10

7 5

1. CAST HOUSING 10. SCREW

2. SHIELD BLOCK(S) 11. SPLIT WASHER
3. SCREW 12. FLAT WASHER
4. MULTIPLE CONDUCTOR SHIELDED CABLE 13. SILICON FUSION TAPE
(2–CONDUCTOR DEMONSTRATED HERE) 14. STRAIN RELIEF
5. DRAIN WIRE SHIELD TERMINATION (METHOD OPTIONAL) 15. SCREW
6. BRAID, FLAT 16. LID
7. FLOATING SHIELD TERMINATION (METHOD OPTIONAL) 17. SCREW
8. PINS
9. RING TERMINAL, #8, INSULATED

Shield Block Installation to Backshell Effectivity

Figure 21 with Garmin 1000

5F11 34-20-00 Sep

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G. Post-Installation Setup (PIR-Garmin Doc. No. 190-00343-02, Rev. B.)

This section covers the procedures that must be performed after accomplishing the mechanical and
electrical installations. The person performing the post-installation checks is assumed to be familiar
with the aircraft, have a working knowledge of typical avionics systems, and have experience using
the test equipment defined in this section. All installation work must be completed before beginning
any of the following procedures.
(1) Required Test Equipment
The following test equipment is required to conduct and complete all post installation checkout
procedures: (All test equipment should have current calibration records.)
• A VHF NAV/COM/ILS ramp tester or equivalent.
• A transponder ramp tester or equivalent.
• A pitot/static ramp tester.
• A Digital Multi-Meter (DMM).
• A ground power unit capable of supplying 28 Vdc power to the aircraft systems and avionics.
• Outdoor line-of-site to GPS satellite signals or GPS indoor repeater.
• IBM-compatible PC computer.
• Headset/Microphone.
• Digital Level or equivalent.
(2) Operation
See the Garmin Cockpit Reference Guide and the Pilot’s Operating Handbook (POH) for
system control and operation.
(3) Configuration Mode Overview
CAUTION: THE CONFIGURATION MODE CONTAINS CERTAIN PAGES AND SETTINGS
THAT ARE CRITICAL TO AIRCRAFT OPERATION AND SAFETY. SUCH PAGES
ARE PROTECTED AND CANNOT BE MODIFIED, UNLESS THE TECHNICIAN IS
PROPERLY AUTHORIZED AND EQUIPPED. HOWEVER, MOST PROTECTED
PAGES ARE VIEWABLE TO ALLOW SYSTEM AWARENESS FOR
TROUBLESHOOTING.
The Configuration Mode exists to provide the technician with a means of configuring, checking,
and calibrating various G1000 sub-systems. Troubleshooting and diagnostics information can
also be viewed in this mode.
(a) To start the system in Configuration Mode:
1 Start the system in normal mode as described in the POH.
2 Remove power to the PFD and MFD by pulling the circuit breakers labeled PFD and
MFD.
3 Press and hold the ENT key on the PFD while applying power using the PFD circuit
breaker.
4 Release the ENT key after ‘INITIALIZING SYSTEM’ appears in the upper left corner
of the PFD.
5 Power on the MFD in the same manner. It is best to have both displays in
Configuration Mode whenever performing post-installation practices.
NOTE: For a complete description and breakdown of each Configuration Mode page, see
the G1000 Configuration Manual, Garmin P/N 190-00303-04.

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(b) Loader Card Interface

CAUTION: ALWAYS USE CAUTION WHEN USING CODE LOADER CARDS DURING
MAINTENANCE. THE G1000 SYSTEM IS DESIGNED TO IMMEDIATELY
INITIALIZE THE CARD UPON POWER-UP. ON-SCREEN PROMPTS MUST
BE GIVEN CAREFUL ATTENTION IN ORDER TO AVOID POTENTIAL
LOSS OF DATA. ALWAYS READ THROUGH PROCEDURES GIVEN IN
HEREIN, AND/OR THE REQUIRED EQUIPMENT LIST, CHART 33,
BEFORE ATTEMPTING TO USE THE CODE LOADER CARDS.
The G1000/PA32 Code Loader Card interface exists to provide a means of loading
software and configuration files to the system and LRUs. The G1000/PA32 Code Loader
Card uses a 128 MB Secure Digital (SD) data card that contains:
- All G1000 LRU Software Files
- All G1000 Configuration Files
All software and configuration files were pre-determined by Garmin and/or Piper during
design of the system. During removal and replacement of LRUs, software and
configuration files may need to be reloaded, see below. To satisfy TC/STC requirements,
the technician must use the correct G1000/PA-32 Code Loader Card part number when
servicing the G1000 system.
The G1000/PA-32 Code Loader Card part number defines all files specific to the G1000
system as installed in the PA32. Approved Loader Card part numbers for the PA-32 can
be found in the Required Equipment List, Chart 33.
(c) Configuration Files
A G1000/PA-32 Code Loader Card typically contains the following configuration files:
- AIRFRAME: Contains data such as airspeed parameters, engine/airframe sensor
limitations, fuel tank parameters and alerting system settings that tailor a G1000 PFD
or MFD to the PA-32.
- SYSTEM: Configures the G1000 Ethernet to expect a PFD, MFD, and two GIAs.
- MANIFEST: Loads a manifest of all software part numbers and versions
associated with an approved system configuration.
- MFD1: Configures MFD serial/discrete communication and alert system settings.
- PFD1: Configures PFD serial/discrete communication and alert system settings.
- GIA1/GIA2: Configure GIA1/GIA2 serial/discrete communication settings.
- GMA1: Configures GMA 1347 audio and serial communication settings.
- GTX1: Configures GTX 33 transponder and serial communications settings.
- GEA1: Configures GEA 71 engine/airframe parameters.
- GDC1: Configures GDC 74A air data values for the PA-32.
- CAL: Configures the fuel quantity calibration settings.
- AUDIO: Configures the audio messages played by the GIAs.
The above files are loaded during the configuration processes listed in Section 6 and
Required Equipment List, Chart 33. Each file is sent directly to the applicable LRU. The
same file is also stored in PFD internal configuration memory. The PFD also sends a copy
of all configuration files to its connector configuration module. If the PFD is replaced, the
configuration module retains all configuration files in the aircraft.
NOTE: The GRS 77 AHRS and GMU 44 Magnetometer do not use a configuration file.
However, these LRUs do require several calibrations during installation checkout
to tailor sensor characteristics to a specific PA32 airframe. While performing
maintenance on these units, re-calibration may be required. See below.

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(d) Configuration File Storage

The G1000 system is designed to store all configuration settings in various places so that
the configuration is retained in the aircraft during unit maintenance. See Figures 22 and 23.
The GRS 77 and GDC 74A configuration modules function differently than the rest of the
system. The GDC 74A’s configuration file is loaded directly to GDC internal memory. A
copy of the file is stored in the GDC configuration module.
The GRS 77 configuration module does not store any configuration settings. Rather, it
stores calibration data recorded during installation calibration procedures.

G1000 Master Configuration Module

(Located in PFD backshell connector)

Master configuration module contains identical

backup configuration files of PFD configuration
memory.

PFD cross-checks these backup files against files

contained within PFD memory. PFD self configures
to match master configuration module.

High-Speed Data Bus (Ethernet)

GDU 1040 GMA 1347 GDU 1040

PFD Audio Panel MFD
Contains ‘ACTIVE’ PFD settings Contains ‘ACTIVE’ GMA
Represents ‘SET’ column for all LRUs settings. Contains ‘ACTIVE’ MFD settings
Stores all configuration files in internal
memory. Uses PFD Internal The MFD uses PFD internal
Uses master configuration module for configuration files for configuration files for backup.
backup. backup.
RS-232
RS-232

No. 1 GIA 63W No. 2 GIA 63W

Contains ‘ACTIVE’ configuration settings internally.
Contains ‘ACTIVE’ configuration settings internally.
GIA1 uses PFD internal configuration files for
backup. GIA1 uses PFD internal configuration files for
backup.
RS-232
RS-485

GEA 71
RS-485

RS-232

Contains ‘ACTIVE’ configuration settings internally.

GTX 33
Contains ‘ACTIVE’ transponder settings internally.
The GEA 71 configuration module is NOT used for
configuration settings. The GTX 33 uses PFD internal configuration
files for backup.
The GEA 71 uses PFD internal configuration
files for backup.

Effectivity LRU Configuration File Storage

with Garmin 1000 Figure 22

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GRS 77 Config Module GDC 74A Config Module

(Located in GRS backshell connector) (Located in GDC backshell connector)
Stores a copy of AHRS/Magnetometer
calibration values that are recorded upon
completion of post-installation calibration
procedures.

GRS 77 GDC 74A

AHRS Air Data Computer
The GDC 74A stores the GDC configuration file internally.

The GDC 74A also stores factory calibration data internally.

Should internal memory or the configuration module
fail, loss of some or all data outputs will result.

GRS Internal Memory GDC Internal Memory

Contains internal sensor calibration data that
Is not installation specific. Data is stored from
factory calibrations.

GRS / GDC Configuration Settings Storage Effectivity

Figure 23 with Garmin 1000

(e) SET>ACTV Interface

CAUTION: THE ACTV>SET SOFTKEY MUST BE USED WITH CAUTION! IF AN
IMPROPERLY CONFIGURED UNIT IS INSTALLED, THIS SOFTKEY
CAUSES THE WRONG CONFIGURATION TO REPLACE THE CORRECT
AIRCRAFT CONFIGURATION!
1 Throughout various Configuration Mode pages, there are SET and ACTIVE columns
for input/output settings and other parameters.
SET: Refers to a setting or group of settings that reside in PFD Internal Memory
and/or the Master Configuration Module.
ACTIVE: Refers to an ‘active’ setting or parameter currently being used by the LRU.
LRUs store the ‘active’ settings within internal memory.
2 Data can be manually copied from one column to the other by using the following two
softkeys, when available:
- SET>ACTV (read ‘Set to Active’) softkey: Allows the installer to send the
information in the SET column (data stored in the master config module) to the ACTV
column (data used by LRU).
- ACTV>SET (read ‘Active to Set’) softkey: Causes the LRUs current settings to be
copied to the master configuration module as SET items.
3 In the first example shown in Figure 24, the SET columns do not match the ACTIVE
columns. The inequality between SET and ACTIVE indicates a configuration
mismatch. By pressing the SET>ACTV softkey, this copies the SET column to the
LRU unit’s configuration memory. The settings then become the ACTIVE settings for
the LRU being configured.

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Effectivity Set > Active Example

with Garmin 1000 Figure 24

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Set > Active - Loss of Communications Effectivity

Figure 25 with Garmin 1000

4 When troubleshooting the system, technicians can look for inequalities between SET
and ACTIVE columns. Certain problems can be resolved simply by pressing the
SET>ACTV softkey, which reloads settings to the specific LRU from the PFD.
NOTE: This can also be accomplished by reloading the configuration files for the
LRU using the G1000/PA32 Code Loader Card. See below.
5 A blank active column, as shown in Figure 25, represents loss of communication
between the display and the particular unit. See above.
(f) Configuration Prompts
When configuration settings are changed, the technician receives on-screen prompts
and/or confirmations such as those shown in old Figures 27 and 28.
(g) Data Transmission Indicators (See Figure 26.)
Several configuration screens utilize an indicator light system to show discrete (ON/OFF)
data and/or hardware component status. Unless otherwise noted, the following applies to
all such status indicators:
- Green Light: Expected data is successfully received and is ON. A green light could also
indicate that the parameter/component is working correctly.
- Red Light: Expected data is not received. A red light could also indicate that a
parameter/component is invalid.
- No Light (Black): Expected data is successfully received and is OFF, no data is
expected. A black light could also indicate that the parameter/component is not
responding.

Data Transmission Indicators Effectivity

Figure 26 with Garmin 1000

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(4) Configuration Mode Navigator

Figure 28 lists the various page groups and pages shown in the G1000 configuration mode.
Pages that are bold are used during post-installation setup. Pages that are grayed-out are
either not used for setup or are protected so that information cannot be changed.
Using the FMS knob, a user can navigate through different pages and page groups in the
Configuration Mode.
Figure 27 shows the typical layout and organization of Configuration Mode Navigator.
Specifically, it shows the “SYSTEM” configuration mode page group selected, and the third
page of that grouping being selected.

Effectivity Configuration Page Navigator

with Garmin 1000 Figure 27

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Configuration Pages and Groups Effectivity

Figure 28 with Garmin 1000

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(5) Post Installation Procedures

NOTE: This entire procedure must be successfully accomplished in order for the G1000
system to be airworthy in your airplane.
(a) Wiring Harness Checkout
The following is required only when a harness has been repaired, modified, or replaced,
but is recommended when troubleshooting.
Prior to installing any LRUs, the wiring harness should be checked for proper connections
to the aircraft systems and other avionics systems. Point to point continuity should be
checked to expose any faults such as shorting to ground. Any faults or discrepancies
found should be corrected before proceeding.
After accomplishing a continuity check, perform the following power and ground checks to
verify power distribution to the LRUs. Any faults or discrepancies should be corrected at
this time. Remove power to the aircraft upon completion of harness checkout.
1 Ensure all G1000 LRU’s are removed and the cooling fans are disconnected.
2 Verify that the pins indicated in Chart 15 are connected to aircraft ground.
3 Ensure all circuit breakers are closed.
4 Apply external power to aircraft. Ensure that the Emergency Power switch is OFF. Set
the Radio Master switch to ON to energize the avionics bus.
5 For the first pin listed in Chart 16 verify that the indicated pin has the appropriate
voltage. Open the associated circuit breaker and verify that the voltage is removed
from the pin. Close the associated circuit breaker.
6 Repeat step 5 for the remainder of the pins listed in Chart 16.
7 Turn the Emergency Power switch ON.
8 Verify that the three post lights for the standby instruments are illuminated. Remove
the EMER LIGHTING fuse and verify that the post lights extinguish. Replace the fuse.
9 For the first pin listed in Chart 17 verify that the indicated pin has the appropriate
voltage. Remove the associated fuse and verify that the voltage is removed from the
pin. Replace the associated fuse.
10 Repeat step 8 for the remainder of the pins listed in Chart 17.
11 Turn the Emergency Power switch OFF. Turn the Radio Master switch OFF.
11 Remove power from aircraft.

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CHART 15
GROUND CHECKS
Location Equipment Connector Pin Verified ? Comments
Bag Cmpt GRS 77 P771 22 ______ Grounded to GB1 -L
Cockpit GDU 1040 #1 1P10001 27 ______ Grounded to GB1-D
Cockpit GDU 1040 #2 2P10001 27 ______ Grounded to GB2-D
Cockpit GIA 63W #1 1P601 30 ______ Grounded to GB1-A
Cockpit GIA 63W #1 1P601 31 ______ Grounded to GB1-B
Cockpit GIA 63W #1 1P605 76 ______ Grounded to GB1-C
Cockpit GIA 63W #2 2P601 30 ______ Grounded to GB2-A
Cockpit GIA 63W #2 2P601 31 ______ Grounded to GB2-B
Cockpit GIA 63W #2 2P605 76 ______ Grounded to GB2-C
Cockpit GEA 71 P701 20 ______ Grounded to GB1 -G
Cockpit GEA 71 P701 43 Grounded to GB1-H
______ (for Analog Input Low)
Cockpit GEA 71 P701 47 Grounded to GB1-J
______ (for Analog Input Low)
Cockpit GEA 71 P702 55 Grounded through
______ Left Fuel Qty Sender
Cockpit GEA 71 P702 57 Grounded through
______ Right Fuel Qty Sender
Cockpit GEA 71 P702 63 Grounded when Pitot Heat
______ switch is OFF
Cockpit GEA 71 P702 64 Grounded when Emer Power
______ switch is ON
Cockpit GMA 1347 P3472 14 ______ Grounded to GB1-F
Cockpit GDC 74A P741 17 ______ Grounded to GB1-M
Cockpit GTX 33 P3301 27 ______ Grounded to GB2-H
Cockpit GDL69A P691 20 ______ Grounded to GB2-F
Cockpit Turn Coord N/A B ______
Cockpit PFD Fan 1P3281 3 ______ Grounded to GB1-K
Cockpit MFD Fan 2P3281 3 ______ Grounded to GB2-K
Cockpit Avionics Fan 3P3281 3 ______ Grounded to GB2-L
Cockpit Standby ADI P261 A ______ Grounded to GB1-N
Cockpit Pwr Pt Recept N/A Outer ______ Grounded to GB2-P

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CHART 16
NORMAL POWER CHECKS
Voltage Circuit
Location Equipment Connector Pin (VDC) Breaker Verified ?
Bag Cmpt GRS 77 P771 18 28 AHRS ______
Cockpit GDU 1040 #1 1P10001 35 28 PFD ______
Cockpit GDU 1040 #1 1P10001 59 5 - 28 PNL/SW LIGHTS ______
Cockpit GDU 1040 #2 2P10001 35 28 MFD ______
Cockpit GDU 1040 #2 2P10001 59 5 - 28 PNL/SW LIGHTS ______
Cockpit GIA 63W #1 1P601 17 28 COMM 1 ______
Cockpit GIA 63W #1 1P601 19 28 COMM 1 ______
Cockpit GIA 63W #1 1P605 29 28 NAV1/GPS1 ______
Cockpit GIA 63W #2 2P601 17 28 COMM 2 ______
Cockpit GIA 63W #2 2P601 19 28 COMM 2 ______
Cockpit GIA 63W #2 2P605 29 28 NAV2/GPS2 ______
Cockpit GEA 71 P701 35 28 ENG INSTR ______
Cockpit GEA 71 P701 42 28 ENG INSTR ______
Cockpit GEA 71 P701 46 27.3 * EMER BATT ______
Cockpit GMA 1347 P3472 53 28 AUDIO AMP/MKR ______
Cockpit GMA 1347 P3472 52 5 - 28 PNL/SW LIGHTS ______
Cockpit GDC 74A P741 55 28 AIR DATA ______
Cockpit GTX 33 P3301 21 28 XPONDER ______
Cockpit GDL69A P691 35 28 DATA LINK ______
Cockpit Turn Coord N/A A 28 TURN & BANK ______
Cockpit PFD Fan 1P3281 1 28 AVIONICS COOLING ______
Cockpit MFD Fan 2P3281 1 28 AVIONICS COOLING ______
Cockpit Avionics Fan 3P3281 1 28 AVIONICS COOLING ______
Cockpit Standby ADI P261 C 28 STBY ADI ______
* Voltage on GEA 71 Pin 46 will drop to 24 VDC when EMER BATT circuit breaker is opened.

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CHART 17
EMERGENCY POWER CHECKS
Voltage
Location Equipment Connector Pin (VDC) Fuse Verified ?
Bag Cmpt GRS 77 P771 20 24 AHRS ______
Cockpit GDU 1040 #1 1P10001 39 24 PFD ______
Cockpit GIA 63W #1 1P601 23 24 COMM 1 ______
Cockpit GIA 63W #1 1P601 25 24 COMM 1 ______
Cockpit GIA 63W #1 1P605 33 24 NAV1/GPS1 ______
Cockpit GEA 71 P701 37 24 ENG INSTR ______
Cockpit GEA 71 P701 46 24 ENG INSTR ______
Cockpit GDC 74A P741 58 24 AIR DATA ______
Cockpit Standby ADI P261 C 24 STBY ADI ______

(b) G1000 Hardware/Software Compatibility Check

Before installing replacement hardware, the technician must first ensure that hardware
part numbers are compatible with the G1000/PA-32 Loader Card that is to be used. A
G1000/PA-32 Loader Card is required to install software and configuration settings to a
new G1000 components. The part number of this card is directly associated with the
particular PA-32/32R model, and with the combination of software file part numbers and
version levels that are defined on the card. Should software part numbers or versions
change, a new Loader Card part number is issued.
The Required Equipment List, Chart 33, shows all available combinations of hardware and
Loader Cards. Using the REL, the technician must verify that the PA-32/32R model and all
hardware part numbers are compatible with the Loader Card to be used. The REL allows
the technician to correlate each LRU hardware part number to a compatible Loader Card.
NOTE: After verifying hardware/Loader Card compatibility, it’s important to record the
Loader Card part number and all LRU hardware part numbers in the appropriate
aircraft logbook before proceeding.
(c) System Installation
Upon completion of continuity, power, and compatibility checks, the LRUs can be installed
as described for the individual component under Components, above. Each LRU must be
installed into its respective rack and secured. The units and accessories must be
connected to the wiring harness. Any additional connections, such as pitot/static plumbing,
must also be accomplished at this time.

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NOTE: The remainder of this section uses many screen shot examples to illustrate the
software loading and configuration process. Considering the fluid nature of software
development, you may notice slight differences in the screens appearing in your
airplane. Always refer to the Required Equipment List, Chart 33, for the correct
software file names, versions and part numbers.
(d) G1000 Software/Configuration Procedure
The G1000 is not airworthy unless software and configuration are accomplished
successfully as described in these procedures. The system upload controls the sequence
of software and configuration loaded in to the system. Figure 29 depicts an overview of the
software/configuration upload for the G1000 system. If any problems are encountered
during the loading process, see Chart 18. It is extremely important that each LRU software
load be completed successfully.
(e) System Power Up
Apply power to the G1000 by doing the following
1 Connect a ground power unit to the external power receptacle and turn on the ground
power unit.
2 Turn on the RADIO MASTER switch. At this moment, all G1000 equipment is
receiving power.

GDU 1040 Software Load

Software is first loaded to the MFD and PFD. From the

factory, G1000 units do not contain usable software or
configuration settings.

Load MFD first and then PFD.

G1000 System Upload

System Upload controls the loading sequence for all

software and configuration uploading.

Effectivity Software Load / Configuration Overview

with Garmin 1000 Figure 29

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CHART 18
TROUBLESHOOTING SOFTWARE LOAD / CONFIGURATION
Problem Solutions
GDU 1040 MFD or PFD display does not power up Ensure that the criteria listed in Chart 18 are
fulfilled for the applicable situation.
Ensure power is present at display backshell
connector.
Replace display.
Software file load fails: Ensure that criteria listed in Chart 18 are fulfilled
for the applicable situation.
Ensure that the LRUs report being online on the
System Status page. Check data path wiring as
needed.
Retry software file load or try using a different
card. Ensure that the MFD is not touched during
the loading process.
Ensure that LRU part number is compatible with
software version and Loader Card. Refer to the
Required Equipment List, Chart 33, and to
Software Load Confirmation, below.
Replace LRU.
Configuration file load fails: Ensure that criteria listed in Chart 18 are fulfilled
for the applicable situation.
Ensure that LRU is reporting data on System
Status page. Check data path wiring as required.
Retry configuration file load or try using a
different card. Ensure that the MFD is not
touched during the loading process.
Ensure that LRU part number is compatible with
Loader Card. Refer to the Required Equipment List,
Chart 33, and to Software Load Confirmation, below.
Replace LRU.
GIA1 to LRU serial data path not working. Ensure that the criteria listed in Chart 18 are
fulfilled for the applicable situation.
Ensure GlA1 and GIA2 are configured correctly.
Check wiring, connectors and pins as required.
Software File Mismatch Alert appears in lower Ensure that proper software file part number and
corner of PFD when started in normal mode: version were loaded to LRU. Refer to the Required
Equipment List, Chart 33, Software Load
Confirmation, below, and Chart 18.
Check and ensure that correct Loader Card was
used during load process. Refer to the Required
Equipment List, Chart 33.
Reload software to LRU.

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CHART 19
SYSTEM COMMUNICATION HIERARCHY
Desired Operation Criteria for Success
Load Software to GDU 1040 MFD or PFD Displays. G1000/PA-32 Loader Card card must be inserted
in top slot for each display to be loaded.
CLR & ENT keys must be held during power up
of display.
Power only one display on at a time during
software loading.
Load Software/Configuration files to GIA 63Ws. G1000 system must be powered on.
PFD and MFD must have correct software.
PFD and MFD must be successfully configured
with AIRFRAME, SYSTEM, MFD1, and PFD1
configuration files.
Load Software/Configuration files to: G1000 must be powered on.
GMA 1347, GDC 74A, GEA 71, G1000/PA-32 Loader Card must be inserted into
GRS 77 (software only), GTX 33, and GDL 69A. PFD top slot.
PFD and MFD must have correct software and
configuration settings.
GIA 63Ws must have correct software.
GIA 63Ws must be successfully configured with
GlA1 and GIA2 configuration files.
Serial data path from GlA1 to each LRU must be
operational.

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(f) MFD & PFD Software Load

1 Pull the MFD and PFD circuit breaker.
2 Insert the correct G1000/PA-32 Loader Card into the MFD top card slot.
3 While holding the ENT and CLR keys on the MFD, restore power by closing the MFD
circuit breaker.
4 When the words INITIALIZING SYSTEM appear in the upper left corner of the
MFD, release the ENT and CLR keys.
5 Press the ENT key to acknowledge the following prompt:
DO YOU WANT TO CLEAR USER SETTINGS:
PRESS CLR FOR NO AND ENT FOR YES.
YOU HAVE 10 SECONDS BEFORE YES IS RETURNED.
6 Press the ENT key to acknowledge the following prompt:
DO YOU WANT TO UPDATE SYSTEM FILES?
NO WILL BE ASSUMED IN 21 SECONDS.
UPDATING SYSTEM FILES, PLEASE WAIT.
..............................
7 The following screen is displayed.
UPDATED 77 FILES SUCCESSFULLY!
PRESS ANY KEY TO CONTINUE.
CONTINUING IN 8 SECONDS.
8 New software is loaded to the MFD. When complete, the MFD starts in configuration
mode.
9 Remove power to the MFD by pulling the MFD circuit breaker.
10 Remove the G1000/PA-32 Loader Card from the MFD and insert it into the top card
slot on the PFD. Repeat Steps 3 through 6 for the PFD.
11 When PFD update is complete, it starts in the configuration mode. Do not remove
power.
12 While holding the ENT key on the MFD, restore power to the MFD by closing the
MFD circuit breaker.
CAUTION: FOR THE REST OF THE SOFTWARE/CONFIGURATION PROCEDURE,
DO NOT OPERATE THE MFD WHILE LOADING SOFTWARE OR
CONFIGURATION FILES UNLESS SPECIFICALLY INSTRUCTED TO DO
SO. A FAILED OR CANCELLED LOAD MAY RESULT.

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Effectivity Selecting Airframe Type

with Garmin 1000 Figure 30

(g) System Upload

Go to the System Upload page (Figure 30) using the small FMS knob.
1 Activate the cursor and use the small FMS knob to highlight the airframe type in the
FILE field. Press the ENT key to select the appropriate airframe type.
CAUTION: ENSURE THAT THE CORRECT AIRFRAME TYPE IS SELECTED
BEFORE PROCEEDING; OTHERWISE, INCORRECT CONFIGURATION
INFORMATION WILL BE LOADED.
2 Once an airframe type is selected, the cursor moves to the file field. Rotate the small
FMS knob to generate a pick list. Move the cursor to highlight the appropriate aircraft
model. Press ENT.
3 Product page will be filled with data pertaining to each LRU. The LRU and CARD
VERS columns show their respective software versions. The Software and
Configuration columns have all the check boxes checked. Any file with a checked box
will be loaded into the respective LRU.
4 Press the LOAD softkey.
(h) System Upload Activity
1 Monitor the status of the upload by observing the SUMMARY window in the lower
portion of the display (see Figure 31). The bottom line will show the active load with
the lines above scrolling off the screen. Each successful upload will show PASS next
to the check box as completed.
2 When the upload is finished (Figure 32), press the ENT key to acknowledge the
following confirmation.
3 De-activate cursor by pressing the small FMS knob.

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Monitoring Upload Status Effectivity

Figure 31 with Garmin 1000

System Upload Complete Effectivity

Figure 32 with Garmin 1000

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(i) Software Load Confirmation

1 Go to the System Status page using the FMS knob. Activate the cursor and toggle to
the LRU window (Figure 33).
2 Highlight each of the following items in the LRU window and verify that the software
part number and version matches the information in the Required Equipment List,
Chart 33.
3 De-activate the cursor.
4 Remove the G1000/PA-32 Loader Card from the PFD top slot and set aside.
CAUTION: IF ANY SOFTWARE VERSION AND/OR PART NUMBER DOES NOT
MATCH, OR IS NOT SUCCESSFULLY LOADED, DO NOT CONTINUE WITH
POST-INSTALLATION PROCEDURES. TROUBLESHOOT AND RESOLVE
THE ISSUE BEFORE CONTINUING, SEE CHART 17.

Effectivity LRU Window - System Status Page

with Garmin 1000 Figure 33

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(6) Final Configuration and Setup Items

(a) Optional System Activation
CAUTION: IF THE CONFIGURATION FOR AN OPTIONAL SYSTEM IS
INADVERTENTLY LOADED FOR A SYSTEM THAT IS NOT
INSTALLED, THE BASIC PIPER PA-32 CONFIGURATION FOR
AIRFRAME, GIA 1, GIA 2 AND THE GMA MUST BE RELOADED.
FOLLOWING THIS, CONFIGURATION OF THE OPTIONAL SYSTEMS
MUST BE REPEATED.
This section describes the steps that must be completed in order to configure the
G1000 for optional systems. Configure only those systems which are installed.
1 WX-500 Stormscope (if installed)
a Go to System Upload page and highlight PA-32 Options. Press ENT.
b Highlight PA-32 Options- WX-500, press ENT.
c On product section verify LRU VERS and CARD VERS are listed. Verify both
Software and Configuration check boxes are checked.
d Press LOAD softkey.
e Verify the Summary field lists the software and configuration are complete and
PASS is displayed next to both check boxes
2 GDL 69A Datalink (if installed)
a Go to System Upload page and highlight PA-32 Options. Press ENT.
b Highlight PA-32 Options- GDL69, press ENT.
c On product section verify LRU VERS and CARD VERS are listed. Verify both
Software and Configuration check boxes are checked.
d Press LOAD softkey.
e Verify the Summary field lists the software and configuration are complete and
PASS is displayed next to both check boxes.
3 SKY497 Sky Watch (if installed)
a Go to System Upload page and highlight PA-32 Options. Press ENT
b Highlight PA-32 Options- SKY497, press ENT
c On product section verify LRU VERS and CARD VERS are listed. Verify both
Software and Configuration check boxes are checked.
d Press LOAD softkey.
e Verify the Summary field lists the software and configuration are complete and
the PASS is displayed next to both check boxes.

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(b) Aircraft Registration Number Entry

1 Select the GTX page group, then select the TRANSPONDER CONFIGURATION
page (Figure 34) on the PFD.
2 Ensure that the ‘ADDRESS TYPE’ is ‘US TAIL’ under the ‘SET’ and ‘ACTIVE’ columns.
3 Activate the cursor and highlight the 'ADDRESS’ field. Use the small/large FMS
knobs to enter the aircraft registration number.
4 Once the correct registration number is entered, press the ENT key. Transponder
configuration is in process as shown in Figure 35.
5 When complete the transponder alerts the technician as shown in Figure 36.
6 Press the ENT key on the PFD and deactivate the cursor.

Effectivity Transponder Configuration Page

with Garmin 1000 Figure 34

Transponder Configuration in Progress Transponder Configuration Complete

Figure 35 Figure 36

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(c) GDC 74A Configuration Check

1 Select the GDC page group on the PFD. The GDC Configuration page (Figure 37) is
shown by default.
2 Verify that ‘MANUAL ENTRY’ appears to the right of the ‘SELECT AIRCRAFT’ field.
3 Verify that ‘0.353’ appears to the right of the ‘AIRSPEED FLTR TIME CONST’ field.
4 Verify that ‘3.57’ appears to the right of the ‘VERT SPD FLTR TIME CONST’ field.
5 Verify that ‘GTP 59’ appears to the right of the ‘SELECT OAT’ field.

GDC Configuration Page Effectivity

Figure 37 with Garmin 1000

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Effectivity System Upload Page

with Garmin 1000 Figure 38

(d) TAWS
1 Installation
a Remove power from the PFD and MFD by opening the PFD and MFD circuit
breakers.
b A special TAWS Enable card, referenced in the Required Equipment List, Chart 33,
is required to enable TAWS. Insert this card in the upper slot of the PFD.
NOTE: The TAWS Enable card can only enable TAWS on one system (one
aircraft). A new TAWS Enable card must be used for each aircraft.
c While holding the ENT key on the PFD, restore power by closing the PFD circuit
breaker.
d When the words INITIALIZING SYSTEM appear in the upper left corner of
the PFD, release the ENT key.
e Repeat steps 3 and 4 for the MFD.
f On the PFD, go to the System Upload page (Figure 38) using the FMS knob.
g Activate the cursor and use the small FMS knob to highlight Configuration Files
in the AIRFRAME field.
h Activate the cursor and use the small FMS knob to highlight Enable TAWS in the
FILE field.
i Verify there is a check mark in the box in the configuration column for Airframe.

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j Press the LOAD softkey.

k Monitor the status of the upload.
When the upload is finished, press the
ENT key to acknowledge the
confirmation shown in Figure 39.
l View the SUMMARY field and ensure
that the item is “PASS” as shown in Load Confirmation
Figure 40. Figure 39
m De-activate the cursor.
n Power down the system and remove the TAWS Enable card from the PFD.
o Install a GDU 10XX Terrain Data Base Card in the bottom slot of the PFD and
MFD. Refer to the Required Equipment List, Chart 33, for the data base card part
number.

Summary Field Shows “PASS” Effectivity

Figure 40 with Garmin 1000

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Effectivity TAWS Page

with Garmin 1000 Figure 41

2 TAWS Check
a Ensure that matching terrain data base cards are installed in the bottom card
slots in the PFD and MFD and the aircraft has a GPS position.
b Select the TAWS page (last page in the MAP group) (Figure 41)
c Verify that the title at the top of the page reads “MAP – TAWS”. If TAWS has not been
enabled, the title will read “MAP – TERRAIN PROXIMITY” or “MAP - TERRAIN”.
d Press the MENU button and select “Test TAWS” from the pop-up menu and
press ENT.
e After the TAWS test has completed, verify that “TAWS System Test Okay” is
heard over the cockpit speaker.
(e) Chartview
1 Installation
a Remove power from the PFD and MFD by opening the PFD and MFD circuit
breakers.
b A special Chartview Enable card, referenced in the Required Equipment List, Chart
33, is required to enable Chartview. Insert this card in the upper slot of the PFD.
NOTE: The Chartview enable card can only enable Chartview on one system
(one aircraft). A new chartview enable card must be used for each
aircraft.

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System Upload Page Effectivity

Figure 42 with Garmin 1000

c While holding the ENT key on the PFD, restore power by closing the PFD circuit
breaker.
d When the words INITIALIZING SYSTEM appear in the upper left corner of
the PFD, release the ENT key.
e Repeat steps 3 and 4 for the MFD.
f On the PFD, go to the System Upload page (Figure 42) using the FMS knob.
g Activate the cursor and use the small FMS knob to highlight Configuration Files
in the AIRFRAME field.
h Activate the cursor and use the small FMS knob to highlight Enable Chartview in
the FILE field.
i Verify there is a check mark in the box in the configuration column for Airframe.
j Press the LOAD softkey.
k Monitor the status of the upload. When the upload is finished, press the ENT key
to acknowledge the confirmation (see Figure 39).
l View the SUMMARY field and ensure that the item is ‘PASS’ as shown in Figure 43.
m De-activate the cursor.
n Power down the system and remove the Chartview Enable card from the PFD.
o Install a GDU 10XX Chartview Data Base Card in the top slot of the MFD. Refer
to the Required Equipment List, Chart 33, for the data base card part number.

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Effectivity Summary Field Shows “PASS”

with Garmin 1000 Figure 43

2 Check
a Ensure that a Chartview data base card is installed in the top card slot of the
MFD.
b Select the Airport Information page (first page in the WPT group) (Figure 44).
c Verify that the title at the top of the page reads “WPT - airport Information”.
d Enter KVRB as the waypoint and verify that the CHRT softkey is available.
e Press the CHRT softkey and verify the electronic chart is viewable (Figure 45).
(f) Fuel Quantity Transducer Calibration and Full Tank Calibration
See 28-40-00.

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Airport Information Page Effectivity

Figure 44 with Garmin 1000

Airport Chart is Viewable Effectivity

Figure 45 with Garmin 1000

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(g) Aviation Database Loading

1 Remove power from the system.
2 Insert an aviation database update SD card into the top slot of the PFD.
3 Turn the G1000 system on. The following prompt is displayed in the upper left corner
of the PFD:
DO YOU WANT TO UPDATE THE AVIATION DATABASE?
PRESS CLR FOR NO AND ENT FOR YES
YOU HAVE 30 SECONDS BEFORE NO IS RETURNED
4 Press the ENT key to confirm the database update. The following prompt is displayed:
DO YOU WANT TO UPDATE THE AVIATION DATABASE?
PRESS CLR FOR NO AND ENT FOR YES
YOU HAVE 30 SECONDS BEFORE NO IS RETURNED
UPDATING AVIATION DATABASE
UPDATED 1 FILES SUCCESSFULLY!
5 After the update completes, the PFD starts in normal mode. Remove the aviation
database update SD Card from the PFD.
6 Power the G1000 system down.
7 Repeat steps 1 through 4 for the MFD. The MFD and PFD aviation databases are
now updated.
8 Confirm that the correct update cycle and version is loaded during startup of the
MFD.
9 Remove the aviation database update SD Card from the MFD.
10 Continue to System Testing and Checkout, below.
(7) System Testing and Checkout
For the remainder of the system checkout procedures, the G1000 system is tested while
operating in the normal mode unless otherwise specified. Restart the PFD by cycling the PFD
circuit breaker to start the display in the normal mode. Cycle power to the MFD in the same
manner. Press the ENT key to acknowledge the agreement on the MFD.
In the normal operating mode, data fields that are invalid have large red X’s through them (see
Figure 10). A valid field does not display a red X. Allow the displays to initialize for
approximately one minute. The GDC 74A requires a longer initialization period than do the
other LRUs. During normal operation, this causes the airspeed, altitude, vertical speed, and
OAT fields to be invalid during the first 40 to 60 seconds after PFD power up.
NOTE: Outputs from the GRS 77 AHRS and GMU 44 are invalid until the units have been
calibrated as described below.
(a) Initial Display Testing
Check the PFD and MFD displays for the following:
1 Verify that all COM/NAV fields are valid in the top corners of the PFD and MFD.
2 Verify that altitude, airspeed, vertical speed and OAT fields are valid on the PFD.
3 Verify that there are no BACKUP PATH alerts on the PFD. If and LRU is not
communicating over its primary path, the BACKUP PATH alert will identify which LRU
is having the problem. correct the problem before proceeding any further.
4 Verify that engine instrument fields are valid on the MFD.

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Satellite Status Page Effectivity

Figure 46 with Garmin 1000

5 Push the red display backup button on the GMA 1347. Verify both displays enter
reversionary mode: both should have valid altitude, airspeed, vertical speed, and
engine instruments.
6 De-activate reversionary mode by pushing the GMA 1347 display backup button
again.
7 GPS Signal Acquisition
The GIA 63W units should normally acquire a 3D GPS navigation solution within 2
minutes of startup, provided the aircraft is outside (or indoors with a GPS repeater).
Select the satellite status page on the MFD (3rd page in AUX group - see Figure 46).
Two softkeys on the bottom of the display allow the user to toggle between GPS 1
and GPS 2. Verify that both receivers show 3D Navigation on the MFD.
(b) Aircraft Interface Testing
1 CHT Probes
Verify the CHT interfaces as follows:
a Go to the LEAN page in the MFD by pressing the ENGINE softkey, followed by
the LEAN softkey.
b Verify that all six cylinders have a valid cylinder head temperature display,
showing ambient temperature
NOTE: An invalid CHT display will have a red ‘X’ through it.
c Apply heat to the area around the #1 CHT probe using a heat gun. Verify that the
#1 cylinder CHT display shows the temperature increasing when the area
around the sensor is heated.

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d Repeat step 3 for the remaining CHT sensors, and verify that the corresponding
CHT display on the MFD shows the temperature increasing when the area
around the sensor is heated.
2 TIT Probes
Verify the TIT interface as follows:
While on the LEAN page, verify that the TIT display is valid and shows ambient
temperature.
NOTE: An invalid TIT display will have a red ‘X’ through it.
3 Flaps
Verify the interface to the flaps system as follows:
a Open the FLAP MOTOR circuit breaker.
b Set the flaps handle to a setting at least 10 degrees from the current setting.
c Verify that the amber FLAPS annunciation is displayed on the PFD
approximately 9 seconds after the flaps handle is moved.
d Return the flaps handle to its original setting and close the FLAP MOTOR circuit
breaker.
e Verify that the amber FLAPS annunciation extinguishes.
4 Landing Gear Position Discrete
Check this during the next available flight. Verify that the Vy speed displayed on the
PFD airspeed tape changes depending upon whether the gear is up or down.
5 Air Conditioner Door (Option)
Verify the two air conditioner door open discretes as follows:
a Set the FAN switch to LOW and the AIR COND switch to ON. Ensure that the
throttle is not wide open.
b Verify that the ‘AIR COND DR’ annunciation is displayed.
c Ensure that the air conditioning door is not closed, and then open the A/C AIR
BLOWER circuit breaker.
d Verify that the ‘AIR COND DR’ annunciation goes to yellow.
e Close the A/C AIR BLOWER circuit breaker and verify that the ‘AIR COND DR’
annunciation is white.
f Set the FAN switch and AIR COND switch to OFF.
g After the air conditioning door closes, verify that the ‘AIR COND DR’
annunciation is removed.

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6 Baggage Door
Verify the baggage door open annunciation as follows:
a Open the forward baggage door. Observe the PFD and verify that ‘BAGGAGE
DOOR’ is displayed.
b Close the baggage door and verify that the BAGGAGE DOOR annunciation is
removed.
7 Pitot Heat
Verify the pitot heat annunciation as follows:
Cycle the PITOT HEAT switch. Observe that the PITOT OFF annunciation on the
PFD disappears when the switch is ON. Do not leave pitot heat on for more than
20 seconds.
8 Battery Voltage / Current and Cabin Temperature
Verify the battery voltage and current displays as follows:
a Go to the SYSTEM page on the MFD by pressing the SYSTEM softkey.
b Verify that the ESS BUS display shows approximately the same as the external
power cart.
c Verify that the EMER BAT display shows approximately 0.7V less than the ESS
bus display.
d Open the EMER BAT circuit breaker and verify that the EMER BAT display drops
to approximately 24V (the actual voltage displayed will depend upon the charge
on the emergency battery).
e Close the EMER BAT circuit breaker.
f Verify that the BAT LOAD display is negative and less than -5A.
9 Cabin Temperature
Verify that the CAT (cabin temperature) display shows the ambient temperature.
10 Cooling Fans
Verify the operation of the cooling fans as follows:
a Open the AVIONICS COOLING circuit breaker and verify that ‘DISPLAY FAN’
and ‘AVIONICS FAN’ annunciations are displayed on the PFD.
b Close the AVIONICS COOLING circuit breaker and verify that ‘DISPLAY FAN’
and ‘AVIONICS FAN’ annunciations are removed
11 Panel and Switch Lighting
Verify the operation of the panel and switch lighting as follows:
a Set the PANEL and SWITCH DIMMING potentiometers to minimum brightness.
b Verify that the PFD and MFD brightness is controlled by the two photocells on
each display by covering the photocells and ensuring that each display dims.
c Verify that each of the post lights and switch lights is extinguished.
d Slowly set the PANEL DIMMING potentiometer to maximum brightness.
e Verify that the PFD and MFD brightness track the setting of the PANEL
DIMMING potentiometer.
f Verify that the bezel keys on the PFD, MFD and audio panel illuminate and track
the setting of the PANEL DIMMING potentiometer.
g When at maximum brightness, verify that each post light is illuminated.
h Return the PANEL DIMMING potentiometer to minimum brightness and set the
SWITCH DIMMING potentiometer to maximum brightness.

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i Verify that the legends on each of the rocker switches is illuminated.

j Return the SWITCH DIMMING potentiometer to minimum brightness.
NOTE: If it is desired to further adjust the G1000 lighting characteristics, refer to
Cockpit Lighting Setup under Final System Checkout, below.
(c) GMA 1347 Testing
Except for marker beacon operation, an in-aircraft checkout may be performed in the
aircraft on the ramp with known good microphone, headset, and speaker.
1 Intercom System (ICS) Check
a Plug in headsets at each ICS position.
b Ensure that the MAN SQ key is off (no light).
c Adjust volume for each position and verify that the ICS is working properly.
d Check Pilot and Copilot ICS positions for isolation and proper operation of
volume and squelch controls.
e Press the PA key. Verify that microphone audio is heard over the speaker when
the Push-To-Talk (PTT) key is pressed.
2 Transceiver Operational Check
Perform a ramp test radio check by exercising the installed transceivers, microphone,
microphone key and audio over the headphones and speaker. Verify that
communications are clear and PTT operation is correct for each pilot position.
a Select the audio source corresponding to each installed avionics unit (i.e. NAV1,
NAV2, COM1, COM2) and check for audio over the headsets.
b Press the SPKR key and verify that the selected audio is heard over the
speaker.
3 Failsafe Operation Check
a Turn the GMA 1347 off by pulling the AUDIO circuit breaker. This directs all COM
1 phone audio, MIC audio and MIC key to the pilot’s position.
b Check the failsafe operation by exercising the COM 1 microphone, microphone
key and audio over the headphones. All volume control for the COM audio
should be through the PFD/MFD volume control. Verify proper operation of COM
1 using the failsafe operation.
c Close the AUDIO circuit breaker to continue testing.
4 Marker Beacon Test
Using a ramp tester, simulate the outer marker, middle marker and inner marker
signals by following the test equipment manufacturer’s instructions. Verify that each
marker audio signal is present over the headphones and speaker.
Verify that the outer, middle, and inner annunciations appear on the PFD when the
corresponding signal is applied. Marker beacon annunciations appear at the upper
left corner of the altitude indicator on the PFD (Figure 47). Operate the MKR MUTE
key on the GMA 1347 and ensure that the audio signal is muted.

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Marker Beacon Symbology Effectivity

Figure 47 with Garmin 1000

(d) GIA 63W Testing

The following section applies to both GIA 63W units. Any differences in testing will be
noted.
1 VHF COM Interference Test
This test must be conducted outside. Use of a GPS repeater inside a hangar may
result in a failed test. This procedure assumes that the system is currently set to 25
kHz COM channel spacing. Once the signal acquisition test under Initial Display
Testing, above, has been completed successfully, perform the following steps:
a On the MFD, monitor GPS signal strength bars on the 3rd AUX page (Figure 46).
b On the PFD, ensure that the CDI is set to GPS. If it is not, press the ‘CDI’ softkey
until GPS ENR is displayed.
c Verify that the GPS “INTEG” flag is out of view.
d Select 121.150 MHz on the No. 1 COM transceiver.
e Transmit for a period of 35 seconds while monitoring GPS 1 signal strength
levels.
f During the transmit period, verify that the GPS “INTEG” flag does not come into
view on the PFD and verify that GPS 1 does not lose a 3-D navigation solution
on the MFD.
g Repeat steps e and f and re-transmit while monitoring GPS 2 signal levels on
the MFD.
h Repeat steps d through g for each of the following frequencies:
• 121.175 MHz
• 121.200 MHz
• 131.250 MHz
• 131.275 MHz
• 131.300 MHz
i Repeat steps d through h for the No. 2 COM transceiver (GIA2).
j On the MFD, select the 4th AUX page.
k Under the COM CONFIG field, change the COM channel spacing from 25 kHz
to 8.33 kHz.
l Go back to the 3rd AUX page.
m Select 121.185 MHz on the No. 1 COM transceiver.

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n Transmit for a period of 35 seconds while monitoring GPS 1 signal strength

levels.
o During the transmit period, verify that the GPS “INTEG” flag does not come into
view on the PFD and verify that GPS 1 does not lose a 3-D navigation solution
on the MFD.
p Repeat steps n and o and re-transmit while monitoring GPS 2 signal levels on
the MFD.
q Repeat steps n through p for each of the following frequencies:
• 121.190 MHz
• 130.285 MHz
• 131.290 MHz
r Repeat steps n through q for the No. 2 COM transceiver (GIA2).
s On the MFD, select the 4th AUX page and change the COM channel spacing
back to 25 kHz
2 VOR/LOC/GS Test
Check the VOR, ILS, and Glideslope functions with ramp test equipment. Operate the
equipment according to the test equipment manufacturer’s instructions. Adjust the RF
signal to a level adequate to perform the test. Select the appropriate HSI source by
using the CDI softkey.
NOTE: The PFD HSI does not show a course deviation bar unless a valid VHF nav
frequency is tuned.
Simulate a VOR signal on radial 000° with a course-width of 20°. Verify full scale
deflection of the CDI while applying a 10° deviation signal. Exercise the CDI with both
right and left deviations for both NAV 1 and 2. Exercise the Glideslope deviation
indicator with up and down deviation indications.
3 COM Antenna VSWR Checks
Check for insertion loss and VSWR (Voltage Standing Wave Ratio). VSWR should be
checked with an in-line type VSWR/wattmeter inserted in the coaxial transmission
line between the transceiver and the antenna. The VSWR should be inserted as close
to the transceiver as possible. Any problem with the antenna installation is most likely
seen as high reflected power. A VSWR of 3:1 may result in up to a 50% loss in
transmit power. Ideally, the VSWR should be 2.5:1 or less.
(e) GTX 33 Testing
Operation of the GTX 33 Mode-S transponder is accomplished using the G1000 PFD.
Refer to the Garmin Cockpit Reference Guide, for basic operation. Perform a basic
operational check on the transponder. Any discrepancies or anomalies should be
corrected before proceeding. The integrated transponder/altitude reporting system must
be verified in accordance with §§ 91.411 and 91.413 of the Federal Air Regulations
(FARs).

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(f) GDC 74A Testing

Verification of the altimeter and airspeed must be performed using a pitot/static ramp
tester. The static port and altimeter must be verified in accordance with §§ 91.411 and
Appendix E to Part 43 of the Federal Aviation Regulations (FARs).
NOTE: The following tests are above and beyond those required by Appendix E to Part 43.
1 Pitot/Static Airspeed Test
a Command air data test set (ADTS) to simulate air speeds shown in the table
below.
b Wait for ADTS to report that target values have been achieved.
c Verify that computed air speeds shown on the PFD are within the tolerances
specified in Chart 20.
2 Static Port Vertical Speed (Rate of Climb) Test
a Command ADTS to change the altitude at the rates shown in the table below.
b Wait for ADTS to report that target rates have been achieved.
c Verify that the Rate of Climb reported by the Vertical Speed field on the PFD is
within the tolerances specified in Chart 21.
3 OAT Probe Check
Check the outside air temperature (OAT) measurement shown on the PFD to ensure
it reads ambient temperature.

CHART 20 CHART 21
AIRSPEED TEST TOLERANCES VERTICAL SPEED TEST TOLERANCES
Calibrated Air Speed Allowed tolerance Vertical Speed Allowed tolerance
(Knots) (± Knots) (Feet/Minute) (± Feet/Minute)
50 5.0 2000 100
80 3.5 1000 50
100 2.0 500 45
120 2.0 200 45
150 2.0 0 45
-200 45
-500 45
-1000 50
-2000 100

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(g) GRS 77/GMU 44 Initial Alignment

The GRS 77 AHRS unit and the GMU 44 magnetometer unit are calibrated in three
stages. Whenever either or both units are replaced, all three calibration procedures must
be completed before first flight.
There are three procedures to be carried out. The aircraft engine must be started after the
first procedure is complete. When ready to perform the procedures, shut the PFD and
MFD off by pulling the PFD and MFD circuit breakers. Restar t both displays in
configuration mode.
1 GRS 77 Pitch/Roll Offset Calibration
This procedure must be carried out with the engine off. Rotate the large FMS knob to
select the GRS page group on the PFD. Rotate the small FMS knob clockwise to
access the GRS/GMU calibration page (Figure 48) on the PFD.
a Enter the following softkey password:
1) 9
2) 10
3) 11
4) 12 (Far Right softkey)
b Level the aircraft to within +0.25 of zero pitch and zero roll per 8-20-00.
c Initiate the AHRS Ground Pitch/Roll Aircraft Level compensation mode by
performing the following steps:
1) Ensure that the No. 1 GRS 77 is selected.
2) Select PITCH/ROLL OFFSET, then press the ENT key.

Effectivity GRS / GMU Calibration Page - Pitch / Roll Offset

with Garmin 1000 Figure 48

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3) Follow the checklist items displayed on the PFD and press the ENT key as
each one is completed or confirmed. When the CALIBRATE field is blinking,
press the ENT key to begin the procedure.
4) After several seconds, a new checklist appears in the lower half of the PFD.
Press the ENT key as each item is confirmed. When the CONFIRM
AIRCRAFT IS LEVEL field is blinking, press the ENT key to continue.
d The result of the pitch/roll offset compensation is displayed on the PFD. If
successful, the AHRS records the required pitch and roll offsets, informs the
operator of a successful conclusion and returns to normal operation.
e Press the ENT key on the PFD to conclude this procedure.
f Restart both displays in normal mode and proceed to step (h), below.

Engine Page Effectivity

Figure 49 with Garmin 1000

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(h) Engine / Airframe Transducer Checks

To carry out the two remaining GRS/GMU procedures, the aircraft engine must be started.
In order to start the engine, all engine/airframe transducers must have been checked to
ensure proper operation.
1 Engine off Checks
On the MFD, check the indication for each of the sensor or monitor inputs with the
aircraft engine off. Observe the ‘Engine’ page (Figure 49) by using the ENGINE
softkey on the MFD. While in reversionary mode observe the ‘Engine’ ‘Lean’ page,
and ‘System’ page by using the ENGINE, LEAN, and SYSTEM softkeys on the MFD.
At the appropriate EIS section, observe and verify the sensor indications against
those shown in Chart 22.
2 Engine On Checks
The aircraft engine can now be started as needed to carry out the remaining
GRS/GMU calibrations listed in Final GRS 77 / GMU 44 Calibration Procedures,
below. Follow the procedures in the POH, and start the engine. Monitor engine
instruments during startup for proper operation.
When engine is running, verify the sensor indications at the appropriate EIS section
against those shown in Chart 23.
Verify the starter engaged annunciation as follows:
a Engage the starter and verify that the STARTER ENGD annunciation is
displayed.
b Disengage the starter and verify that STARTER ENGD annunciation is removed.

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CHART 22
ENGINE OFF CHECKS
Indicator Desired Reading Check
MAP Atmospheric Pressure ______
Tachometer ‘0’ RPM ______
Fuel Qty Gal ‘Full’ on MFD with fully fuelled tanks ______
Fuel Flow ‘0’ ______
Oil Pressure Approximately 0 ______
Oil Temperature Ambient temperature ______
TIT Ambient Temperature ______
CHT (qty 6) Ambient Temperature ______
EMER BAT Volts (GPU voltage -0.7) or Emergency battery volts
*EMER Bat NC annunciation may appear ______
if GPU is disconnected.
ESS Bus Volts GPU voltage (Battery volts when GPU disconnected) ______
MAIN ALT Approx ‘0’ amps ______
BAT LOAD Negative value (indicating battery is discharging) ______
STBY ALT Approx ‘0’ amps ______

CHART 23
ENGINE ON CHECKS
Indicator Desired Reading Check
MAIN ALT Positive ______
BAT LOAD Positive value (indicating battery is charging)
*BAT AMPS may still indicate a negative value if ______
the engine RPM is too low
STBY ALT Turn off the MAIN ALT switch and ALTNTR
INOP and STBY ALT ON annunciation appear.
Positive value (indicating battery is charging)
MAIN ALT says STBY ALT on the Engine strip ______
*May indicate a ‘0’ value if the engine RPM is too
low.
SHED LOAD Turn on equipment until the current draw from the
STBY ALT increases above 20. Verify that the
SHED LOAD annunciation appears. Decrease the ______
current draw and verify the SHED LOAD
annunciation is removed.
ESS Bus Volts Approximately 28 volts ______
EMER BAT Volts Approximately 27.3 volts ______

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(i) Final GRS 77/GMU 44 Calibration Procedures

1 GRS 77/GMU 44 Magnetic Calibration
Perform calibration procedure under “Magnetic Heading Systems,” “Garmin 1000 -
EFIS,” below.
2 Engine Run-Up
a Initiate the AHRS engine run-up vibration test procedure by performing the
following steps:
1) Select the ENGINE RUN-UP TEST procedure and press the ENT key.
2) Follow the checklist items displayed on the PFD, and press the ENT key as
each one is completed or confirmed. When the CALIBRATE field is blinking
(Figure 50), press the ENT key to begin the procedure.
b The PFD display instructs the operator to gradually increase power from idle to
full throttle and back to idle over a period of 2-4 minutes.
c When the operator has completed the engine run-up and the engine is back to
an idle setting, press the ENT key to indicate that the process is complete. When
this is done, the TEST COMPLETE field stops blinking.
d The PFD informs the operator if the installation has passed or failed the vibration
test. If the test fails, the specific measurements causing the failure are identified
and numeric values are displayed on the PFD.
e Press the ENT key on the PFD to conclude this procedure.
NOTE: Complete the Emergency Power Check, below, before shutting down
the engine.
The aircraft can now be taxied back and the engine can be shut down for final testing.
Restart both displays in normal mode to conduct emergency power, lighting, autopilot
and final system checks. When the PFD powers up in normal mode, the AHRS
attitude and heading information displayed should become valid within one (1) minute
of power-up.

Effectivity GRS / GMU Calibration Page - Engine Run-Up

with Garmin 1000 Figure 50

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(j) Emergency Power

Verify the operation of the emergency power system as follows:
1 Start the aircraft engine following the procedures referenced in the POH.
2 Ensure that both the PFD and MFD are operating in normal mode and ensure that
the ALTR switch is in the ON position.
3 Set the EMER BAT switch to the ON position.
4 Verify that the MFD is automatically switched off, and the PFD goes into reversionary
mode.
5 Set the BATT MASTR switch OFF to ensure that a reduced subset of the G1000 is
running on the emergency battery.
6 Verify that the COM1/NAV1 fields remain valid in the top corners of the PFD.
7 Verify that altitude, airspeed, vertical speed and OAT fields remain valid on the PFD.
8 Verify that there are no BACKUP PATH alerts on the PFD. If an LRU is not
communicating over its primary path, the BACKUP PATH alert will identify which LRU
is having the problem. Correct the problem before proceeding any further.
9 Verify that all engine instrument fields remain valid on the PFD.
10 Set the BATT MASTR switch back to ON.
11 Set the EMER BATT switch to OFF.
12 Verify that the system recovers and returns to the normal operating mode.
13 Shut the engine down.
(k) S-TEC 55X Interface
The S-TEC 55X (55X computer) autopilot system interface to the G1000 must be verified,
and the S-TEC55X must be adjusted for roll centering for optimum system performance.
See also S-TEC 55X General Installation Information Bulletin, S-TEC bulletin number 600.
CAUTION: WHEN THE AUTOPILOT IS ENGAGED, FLIGHT CONTROL SURFACE
MOVEMENT CAN OCCUR.
1 Power up the aircraft and set the Radio Master switch to ON. Turn on the cockpit
speaker and set the AP Master switch to ON. Verify that after approximately five
seconds the RDY annunciation is annunciated on the 55X computer.
2 Verify that a green RDY is annunciated on the PFD above the compass rose.
3 Set the Trim Master switch to ON
4 Press the Heading Select knob on the PFD to center the heading bug, and center the
course pointer using the Course Select knob.
5 Press the HDG and VS button on the 55X computer to engage the heading and
vertical speed modes (HDG and VS will be displayed on both the 55X computer and
on the PFD).
6 Rotate the Heading Select knob on the PFD to move the heading bug left of center
and right of center. Verify that the control wheel movement follows the direction of the
commanded input. Center the heading bug.
7 Using the ALT SEL knob on the PFD, select an altitude approximately 1000 ft above
the current elevation. Simultaneously press the ALT and VS keys on the 55X. Verify
that ALT and VS are displayed on the 55X.

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8 Press the AP Disconnect switch on the control wheel. Verify that an audible tone is
heard over the speaker indicating the autopilot disconnection.
9 On the PFD press the CDI softkey to select the CDI to ‘GPS’.
10 On the 55X computer press the NAV button twice and verify that GPSS FAIL is
annunciated. Press the NAV button once more to return to the normal NAV mode.
11 On the PFD press the CDI softkey to select the CDI to ‘NAV’. On the 55X computer
press the NAV button once and verify that GPSS is NOT annunciated (the NAV
annunciation will remain unchanged).
NOTE: GPSS cannot be completely checked out on the ground due to a
groundspeed limitation in the 55X. Consequently, the interfaces related to
GPSS must be checked during a flight test by verifying that GPSS FAIL is
not annunciated when GPSS is selected.
12 With the 55X in NAV mode, rotate the Course Select knob on the PFD to move the
course pointer left of center and right of center. Verify that the control wheel
movement follows the direction of the commanded input. Center the course pointer.
13 Using a VOR/ILS ramp generator, create a valid VOR signal and adjust the deviation
signal until the deviation bar on the PFD is centered.
14 With the CDI needle centered, adjust the S-TEC 55X roll centering (three-turn pot
accessible through the 55X face plate between the ALT and REV mode select
buttons). Adjust for zero roll servo activity with the CDI needle centered.
15 Adjust the VOR/ILS ramp generator so that the course deviation bar on the PFD
moves to the left of center and right of center. Verify that the control wheel movement
follows the direction of the needle deflection.
16 Channel an ILS frequency on the active G1000 Nav receiver. On the VOR/ILS ramp
generator, set this same ILS frequency and adjust the test set until you are with 1/2
dot vertical deviation. Press the ALT and APR buttons on the 55X (the ALT, APR and
NAV modes should now be selected). Press the ALT button again to arm the
glideslope, and the GS annunciation should appear and the ALT annunciation should
extinguish.

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(l) Optional System Checkouts

This section describes the checks that must be completed in order to verify the system
interface to the G1000. The checks must be completed only for those systems that are
installed. Following the interface verification with the G1000, additional system checks may
be required – refer to the appropriate system installation manual for additional details.
1 WX-500 Stormscope (if installed)
a Restart the G1000 in configuration mode by opening the PFD and MFD circuit
breakers. While holding the ENT keys on the PFD and MFD, restore power by
closing the PFD and MFD circuit breakers.
b Select the OTHER page group on the PFD. The STORMSCOPE page is shown
by default.
c Activate the cursor and highlight the DATA field. Use the small FMS knob to
select ‘Config’ and press the ENT key on the PFD.
d Verify that the DATA window shows the following:
Hdg: None: J3-1 Open
J3-2 Open
Hdg Valid Flag N/A
Flag Sense N/A
Hdg Value N/A
Inhibit Line Off
Antenna Mount Bottom
J3-3 Open
e Deactivate the cursor.

Stormscope Page Effectivity

Figure 51 with Garmin 1000

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2 GDL 69A Datalink (if installed)

NOTE: This section verifies correct installation in the aircraft. It does not activate the
GDL 69 XM data link radio. If the XM Radio is activated, the channel list will
contain more channels than the three that are shown for a radio that has not
been activated. Complete instructions for activating the XM data link can be
found in Garmin Document No. 190-00355-04.
a Select the AUX – XM RADIO page (Figure 52) on the MFD.
b Using the channel control located in the cabin, verify that you can increment and
decrement the channels (the white arrow to the left of the channel list indicates
the currently selected channel). Select channel 1 when complete.
c Using the volume control located in the cabin, verify that you can increase and
decrease the XM radio volume (the volume bar at the bottom of the screen will
show changes to the volume level). Set the volume to the mid position when
done.
d Plug a set of headphones into one of the passenger stations and verify that you
can hear the XM radio playing in both left and right channels. The volume level
may be adjusted to a comfortable level at this point.
e Plug a set of headphones into one of the pilot station and verify that you can
hear the XM radio playing in both left and right channels.
f Gently lift the stall vane on the left wing to set off the stall horn. Verify that the
GDL 69 audio is muted as long as the stall vane is lifted and the stall horn is
heard.
g While in flight activate the gear warning. Verify that the GDL 69 audio is muted
as long as the gear horn is heard.
h Plug and external audio source into the AUX input and verify audio can be heard
in the passenger headsets.

Effectivity AUX - XM Radio Page

with Garmin 1000 Figure 52

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3 SKY497 Skywatch (if installed)

NOTE: Configuration settings must be saved in the SKY497 unit prior to doing this
test. Refer to the SKY497 installation manual.
a Select the TRAFFIC MAP map page (Figure 53) on the MFD.
b Verify that the STANDBY, OPERATE, TEST (only when in Standby mode) and
ALT MODE soft keys are available on the bottom of the display. Verify that a TAS
mode (and not TAS FAIL) is displayed in the upper left corner of the traffic map.
Verify that NO DATA is not displayed in yellow in the center of the display (in
place of the ownship symbol)
NOTE: If TIS is displayed instead of TAS, the G1000 has not been properly
configured for Skywatch.
c Press the OPERATE soft key and verify that TAS OPERATING is displayed in
the upper left corner of the traffic map.
d Press the STANDBY soft key and verify that TAS STANDBY is displayed in the
upper left corner of the traffic map.
e Press the TEST soft key and verify that TAS TEST is displayed in the upper left
corner of the traffic map and a traffic test pattern is displayed. Upon completion
of the test, verify that “TRAFFIC ADVISORY SYSTEM TEST PASSED” is heard
over the cockpit speaker.
f Using a pitot/static ramp tester set the airspeed to 60 KIAS. Verify that the
Skywatch mode changes from TAS STANDBY to TAS OPERATING within 15
seconds of exceeding 50 KIAS.

Traffic Map Page Effectivity

Figure 53 with Garmin 1000

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g Return the airspeed on the pitot/static ramp tester to 0 KIAS and disconnect the
test set if it is no longer required. Verify that the Skywatch mode changes from
TAS OPERATING to TAS STANDBY within 30 seconds of decreasing below 50
KIAS.
h Open the TRAFFIC ALERT circuit breaker on the avionics circuit breaker panel.
On the MFD, verify that NO DATA is displayed in yellow after several seconds.
i Close the TRAFFIC ALERT circuit breaker on the avionics circuit breaker panel
and verify that NO DATA is removed after several seconds.
j Connect SKY497 to a computer per SKY497 installation manual.
k Monitor the Audio Inhibit input through the computer interface.
l On the TAWS map page press the menu button.
m Scroll down to “TAWS Test” and press enter.
n Verify the Audio Inhibit line is toggled through the computer interface.
o Pull GPS/NAV 1 Circuit breaker.
NOTE: “TAWS Not AVAILABLE” audio followed by a “TAWS AVAILABLE” audio
may be heard.
p Restore power back to GIA #1 by closing the GPS/NAV 1 Circuit breaker.
q Pull GPS/NAV 2 circuit breaker.
r Scroll down to :TAWS Test” and press enter.
s Verify the Audio Inhibit line is toggled.
t Restore power back to GIA #2 by closing the GPS/NAV 2 Circuit breaker.
(8) Final System Checkout
The final checkout tests various secondary communications paths to ensure that the desired
backup paths are in place. Restart the PFD and MFD by cycling the PFD and MFD circuit
breakers to start the displays in the normal mode. Press the ENT key to acknowledge the
agreement on the MFD. Perform the following steps and verify the results of each test.
(a) LRU Failure Tests
1 GPS Failure Test - see Chart 24.
2 GIA Failure Test - see Chart 25.
3 Display Failure Test - see Chart 26.
4 AHRS/ADC Backup Failure Test - see Chart 27.

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CHART 24
GPS FAILURE TEST
Step Desired Result
Single GPS Failure Conditions: GPS Failure - For each of the specified GPS failure
1. Place a shroud over the GPS antenna for conditions, the following shall remain valid on the
GIA 1 to prevent signal reception. Verify PFD throughout the procedure:
loss of signal on MFD AUX page 3.
Altitude and Heading from AHRS.
2. Remove shroud from the GIA 1 GPS
antenna. Airspeed, altitude, Vertical Speed, and OAT from
3. Place a shroud over the GPS antenna for Air Data Computer.
GIA 2 to prevent signal reception. Verify
loss of signal on MFD AUX page 3. GPS CDI remains valid on PFD.
4. Remove shroud from the GIA 2 GPS
antenna.
Dual GPS Failure Conditions: Dual GPS Failure - For a dual GPS failure, the
1. Cover both GPS antennas. Verify loss of following shall occur:
signal on MFD AUX page 3. GPS CDI flags INTEG on PFD.
2. Remove shrouds from GPS antennas. Attitude and Heading remain valid from AHRS.
Airspeed, Altitude, Vertical Speed, and OAT
remain valid from Air Data Computer.

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CHART 25
GIA FAILURE TEST
Step Desired Result
Single GIA Failure Conditions: GIA 1 Failure - For a GIA 1 failure, only the following
shall flag invalid:
1. Remove power from GIA 1 by pulling
NAV/GPS1 and COM1 breakers COM/NAV 1 field.
2. Restore power to GIA 1. Allow to NAV 1 CDI loses deviation bar.
reacquire satellites.
3. Remove power from GIA 2 by pulling GIA 2 Power Failure - For a GIA 2 failure, only the
NAV/GPS2 and COM2 breakers following shall flag invalid:
4. Restore power to GIA 2. COM/NAV 2 field.
NAV 2 CDI loses deviation bar.
Dual GIA Failure Conditions: Dual GIA Failure - For a dual GIA failure, only the
following shall occur:
1. Remove power from both GIA units COM/NAV 1 & COM/NAV 2 fields flag invalid.
2. Restore power to both GIA units GPS CDI flags INTEG on PFD.
NAV 1, 2 CDI loses deviation bar.
XPDR field flags invalid on PFD.
Engine Instrument field flags invalid on MFD.
All AHRS & ADC fields remain valid.

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CHART 26
DISPLAY FAILURE TEST
Step Desired Result
MFD Display Failure Conditions: The following shall occur when power is removed
from the MFD:
1. Remove power from MFD. PFD switches to reversion mode.
Attitude and Heading remain valid from AHRS.
2. Restore power to MFD. Airspeed, Altitude, Vertical Speed, and OAT
remain valid from Air Data Computer.
Engine Instrumentation appears on PFD.
COM/NAV 2 fields flag invalid.
PFD Display Failure Conditions: The following shall occur when power is removed
from the PFD:
1. Remove power from PFD. MFD switches to reversion mode.
Attitude and Heading remain valid from AHRS.
2. Replace power to PFD. Airspeed, Altitude, Vertical Speed, and OAT
remain valid from Air Data Computer.
MFD retains engine instrumentation.
COM/NAV 1 fields flag invalid.

CHART 27
AHRS / ADC BACKUP PATH TEST
Step Desired Result
Secondary AHRS/ADC path check: The following shall occur on the MFD when power is
removed from the PFD and GIA2:
1. Remove power from PFD. MFD switches to reversion mode.
2. Remove power from GIA2. Attitude and Heading remain valid from AHRS.
3. Check for desired results. Airspeed, Altitude, Vertical Speed, and OAT
remain valid from Air Data Computer.
4. Restore power to the PFD and GIA2.
Engine Instrumentation flags invalid.
All COM & NAV fields flag invalid.

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(b) Lighting Setup

The lighting control system offers excellent configuration capability. During G1000
configuration, default lighting values are loaded. The following is provided to allow for
further refinement of the lighting system as determined by the technician.
1 Main Lighting Page
Through configuration settings on this main lighting page (Figure 54), G1000 lighting
can be setup and adjusted to suit each installation/cockpit environment. Each GDU
must be configured for individual performance. The GMA 1347 lighting is also
controlled from this page. Audio panel lighting is directly tied to display configuration,
normally to the PFD (if the PFD fails, the MFD supplies lighting information to the
GMA).
a Display/Key Parameters
The following parameters apply to both display lighting and key/bezel lighting.
The two are divided into separate windows on screen as shown in Figure 54.
INPUT: Input level is provided from two photocells on the display (ambient light)
or an external avionics dimmer bus voltage. Range is between 0 and 99.99. The
higher number indicates a corresponding demand for a brighter display. Input
level is shown on the graph as the ‘x’ (horizontal) axis, with a vertical magenta
line showing the current input value. The input value is only adjustable by varying
the amount of light reaching the photocell or by manipulating the appropriate
aircraft dimmer bus, if equipped.

Effectivity Main Lighting Page

with Garmin 1000 Figure 54

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BRIGHTNESS: Depicts actual brightness level of the display, shown on the

graph as the ‘y’ (vertical) axis with a horizontal yellow line. For any given
condition, the brightness is determined by the intersection of the input level and
the lighting curve. Range is between 0.0 and 99.99.
EDIT CURVE VERTEX: (See Figure 55 and Chart 28.) Selects which point
(vertex) on the lighting curve to adjust. By adjusting the vertices, the lighting curve
slope(s) can be adjusted as functions of a single curve. This sets the brightness
level for any given input level. When a point is selected for adjustment, the map-
panning joystick on the PFD/MFD is used to manipulate the point.

CHART 28
LIGHTING CURVE VERTICES ADJUSTMENT
Selection Description
NONE No vertex point is selected.
1. The #1 vertex (bottom endpoint of curve) is selected for adjustment. This
point cannot be moved in the vertical (y) direction. It is only adjustable in
the horizontal (right/left) direction.
2. The #2 vertex is selected for adjustment.
3. The #3 vertex is selected for adjustment.
4. The #4 vertex (top endpoint of curve) is selected for adjustment. This
point cannot be moved in the vertical (y) direction. It is only adjustable in
the horizontal (right/left) direction.
ALL All vertex points are selected for adjustment. Movement is only allowed
within each respective bound of a vertex (vertex #1 and #2, the curve
endpoints, can not move vertically). The most pronounced resultant
movements would be a step or trough shaped curve.

Lighting Curve Vertices Effectivity

Figure 55 with Garmin 1000

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b GMA ANNUNCIATOR PARAMETERS (arrow lights above keys)

BRIGHTNESS: Depicts actual brightness level of the arrow lights beneath the
keys on the GMA. Range is between 0.0 and 99.99.
GAIN: Controls the brightness level of the arrow lights beneath the keys on the
GMA. Range is between 0 and 2. Gain is a brightness multiplier and is best
suited for small adjustments.
OFFSET: Allows an offset control of the brightness level for the arrow lights
beneath the keys on the GMA. Range is between -100 and 100. Offset allows for
the largest change in brightness in efforts to match other cockpit lighting.
c GMA KEY PARAMETERS
BRIGHTNESS: Depicts actual brightness level of the keys on the GMA. Range is
between 0.0 and 99.99.
GAIN: Controls the brightness level of the keys on the GMA. Range is between 0
and 2. The gain is a multiplier that lends itself best to small adjustments, mainly
used for tweaking the brightness.
OFFSET: Allows an offset control of the brightness level for the keys on the
GMA. Range is between -100 and 100. Offset allows for the largest change in
brightness in efforts to match other cockpit lighting.
When the lighting input source is set to use dimmer bus voltage (14 Vdc, 28 Vdc,
5 Vdc, 5 V AC), installers can set a transition point where the display switches
from using dimmer bus voltage to using the photocell (see Figure 56). The light
green curve represents the selected input. If something other than photo input is
used, the light-green curve will represent that input, while the dark-green input
will represent the photo input.

Effectivity Main Lighting Page

with Garmin 1000 Figure 56

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PHOTO TRANSITION %: Sets the input level point at which the display
transitions from using the photocell to dimmer bus. At input levels greater than
the transition point, the display uses the dimmer bus. At input levels less than the
transition point, the display uses the photocell. Should the installer desire to
completely operate the display entirely on dimmer bus voltage, the transition
point should be set to 0.0. This allows the brightness to track the full range of the
dimmer bus voltage from the maximum input value to the minimum value.
EDIT PHOTO CURVE VERTEX: Controls the slopes of the lighting curve used
by the photocell when the dimmer bus input level falls below the set transition
point. Operation is identical to that of the normal vertex adjustment described
above.
2 Cockpit Lighting Setup
The following guidance is recommended to help the installer determine a suitable
setup. A test flight is recommended upon completion of the setup.
NOTE: To accurately configure the lighting, the ability to adjust ambient light
conditions is required. The installer should be prepared to simulating
complete darkness in the cockpit. Simply covering the photocells may not
allow the installer’s eye to properly judge whether the display brightness is
too bright, or too dim, for night use.
a Photocell Configuration:
1) Start configuration with a linear lighting curve slope (45° Straight Line).
2) Minimize photocell input levels by simulating night conditions in the cockpit.
Any other instrument panel or cockpit lighting should be turned on for this
adjustment. Seek uniform consistency between display lighting, bezel/key
lighting, and any other illuminated objects.
a) If a display/keypad is too bright, lower the minimum setting and/or
adjust the lighting curve to achieve the desired brightness.
b) If the display is not bright enough, raise the minimum setting to the
desired brightness.
c) In the case of the GMA, adjust gain and offset settings to achieve the
desired brightness relative to other lighting.
3) Simulate direct maximum sunlight in the cockpit (best if done outside).
Verify that the display produces maximum brightness on the graph.
4) Simulate average sunlight conditions in the cockpit (between ~50-75% input
level).
a) If the display is too bright or too dim, use a combination of lighting
curve changes to achieve desired brightness at mid-range lighting
input levels.
b) Ensure that the lighting curve and minimum setting still maintain the
low-light configuration achieved in Step 2. Repeat Step 2 if necessary
to re-adjust night lighting settings.
c) Adjust the response time to smooth changes to brightness as required.

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b Dimmer Bus Configuration:

1) Select the appropriate source voltage for the dimmer bus. Set the Photo
Transition point to 0.0 for initial dimmer knob calibration.
2) Simulate night conditions in the cockpit. Turn the dimmer bus knob to its
minimum setting and observe the graph for corresponding change to the
input level. Attempt to seek uniform consistency between display lighting,
bezel key lighting, and any other cockpit illuminated information.
a) If a display/keypad is too bright, lower the minimum setting and/or
adjust the lighting curve to achieve the desired brightness.
b) If the display is too dim, increase the minimum setting to achieve
desired levels.
c) In the case of the GMA, adjust gain and offset settings to achieve the
desired brightness relative to other lighting.
3) Simulate direct sunlight conditions in the cockpit. Turn the dimmer bus knob
to its maximum setting and observe the graph for a corresponding change
to the input level.
a) If the brightness is below maximum on the graph, adjust the lighting
curve settings to achieve maximum brightness.
b) Check for smoothness in the transition from dark to light and adjust the
lighting curve and response time settings to achieve desired results.
If desired, set the photocell transition point and associated photo lighting curve to
achieve desired display performance over a variety of lighting conditions.

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5. Directional Gyro
NOTE: In airplanes equipped with either the Avidyne Entegra EFIS or the Garmin 1000 EFIS, this
function is provided solely by the Primary Flight Display (PFD).
A. Description
Directional gyro is a flight instrument incorporating an air driven gyro stabilized in vertical plane.
Gyro is rotated at high speed by lowering pressure in air tight case and simultaneously allowing
atmospheric air pressure to enter instrument against gyro buckets. Due to gyroscopic inertia, spin
axis continues to point in same direction even though aircraft yaws to right or left. This relative
motion between gyro and instrument case is shown on instrument dial which is similar to a
compass card. Dial, when set to agree with airplane magnetic compass, provides a positive
indication free from swing and turning error. However, directional gyro has no sense of direction and
must be set to magnetic compass. Since magnetic compass is subject to errors due to magnetic
fields, electric instruments, etc, directional gyro is only accurate for heading it has been set for. If
gyro is set on 270°, for instance, and aircraft is turned to some other heading, there can be a large
error between gyro and magnetic compass due to error in compass compensation. This will appear
as gyro precession. Gyro should only be checked to heading on which it was first set. Due to
internal friction, spin axis error, air turbulence and airflow, gyro should be set at least every 15
minutes for accurate operation, whether it has drifted or not.
B. Troubleshooting
See Chart 29.

CHART 29
TROUBLESHOOTING DIRECTIONAL GYRO
Trouble Cause Remedy
Excess drift in either Setting error. Review paragraph titled
direction. “General” for gyro
operation.
Defective instrument. Replace instrument.
High or low vacuum. If vacuum
is not correct, check for the
following:
1. Relief valve improperly 1. Adjust relief valve.
adjusted.
2. Incorrect gauge reading. 2. Replace gauge.
3. Pump failure. 3. Repair or replace.
4. Vacuum line kinked or 4. Check and repair. Check
leaking. for collapsed inner wall
of hose.
Dial spins during turn. Limits (55° bank) of gimbal Recage gyro in level flight.
exceeded.
Dial spins continuously. Defective mechanism Replace.

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6. Magnetic Heading Systems (1995-1998)

S/N’s 3246001 thru 3246125 (1995-1998), and 3257001 thru 3257074 (1998):
Slaving compasses (i.e. - KCS 55A) installed in these airplanes are part of the installed King/Allied
Signal (now Honeywell) Autopilot System. Follow the service literature published by the autopilot
equipment manufacturer. See also 22-10-00.
King/Allied Signal technical support, parts support, and service literature can be obtained from:
Honeywell
One Technology Center
23500 W.105th St., M/D #45
Olathe, Kansas 66061-1950
http://www.bendixking.com/
7. Magnetic Heading Systems (1999-2003)
S/N’s 3246126 thru 3246217 (1999 - 2003), and 3257075 thru 3257338 (1999 - 2003):
The S-TEC ST-180 HSI Slaved Compass System may be installed as optional equipment.
A. Flux Detector (See Figure 57.)
A flux detector installed in the wing tip of the left wing is used to provide heading data to the HSI.
(1) Removal
CAUTION: PERFORM MAGNETIC HEADING COMPENSATION / CALIBRATION, BELOW,
WHENEVER THE FLUX DETECTOR IS CHANGED.
(a) Remove the left wing tip fairing to expose the flux detector.
(b) Disconnect the wiring harness from the top of the flux detector to be removed.
(c) Unscrew and remove the three brass screws and washers and remove the flux detector.
(2) Installation
CAUTION: THE FLUX DETECTOR IS SECURED TO THE MOUNTING BRACKET WITH
BRASS SCREWS. ENSURE ONLY BRASS SCREWS ARE USED WHEN
REINSTALLING.
(a) Place the flux detector into position on its mounting bracket and secure with brass screws
and washers (3 ea.)
(b) Connect wiring harness to the connector on top of the flux detector.
(c) Reinstall the Left wing tip.
NOTE: Ensure correct hardware is used when reinstalling wing tip over flux detector.

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104391G

MAGNETIC FLUX SENSOR

LEFT WING EDGE,

TOP VIEW, LOOKING DOWN

LEFT WING VIEW,

LOOKING INBOARD
F.S.
SCREW, 106.628
WASHER (REF.)
(3 REQ.)

FLUX DETECTOR
HARNESS

SCREW, WASHER
NUT (6 REQ.)

FLUX SENSOR

FWD
BRACKET ASSEMBLY
(REF.)

Effectivity
Flux Detector Installation 3246126 thru 3246217,
Figure 57 3257075 thru 3257338

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B. Magnetic Heading Compensation / Calibration (PIR-PPS60191, Rev. New.)

WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN

SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER
AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION
SUPPLEMENTARY PUBLICATIONS.)
Accuracy of the entire heading system is dependent on the location of the flux detector and proper
calibration. Accuracies of plus or minus one degree are possible when care is taken during
installation and calibration. To obtain such results:
The flux detector must be positioned so that it points in the direction of aircraft flight; and,
The north-south and east-west correctors must be adjusted to compensate for extraneous magnetic
fields near the location of the flux detector.
(1) Required Equipment
Instrument Flight Research Corp. RF signal generator NAV-40IL or equivalent. Characteristics
of the signal generator include: Frequency ranges 108 to 118 MHz, 117 to 136 Mhz, 328 to
336 MHz; +1/-0.01% accuracy, output level continuously adjustable from 1 .0uV to 0.1V into a
50 ohm load; 50 ohm output impedance; and internal adjustable or stepped VOR, LOC, and
GS modulation. The RF signal generator should be portable and convenient for use while
sitting in the aircraft cockpit.
(2) Procedure
(a) Apply power to the Model ST-180 HSI System. Allow at least three (3) minutes for the gyro
to erect and synchronize.
(b) Prior to actual alignment of the flux sensor, turn the aircraft to both north and east
headings. Apply power to electrical equipment such as navigation and beacon lights and
verify that the compass system is not affected.
(c) Align the aircraft to an approximate magnetic north heading. On Chart 30, record the
actual magnetic heading and the HSI heading card reading.
(d) Determine and record on Chart 30 the deviation between the actual magnetic heading
and the heading card heading. If the heading card reads high, the deviation is a plus.
(e) Repeat steps (c) and (d) for east, south, and west headings. Record actual magnetic
headings, heading card readings, and deviations on Chart 30.
(f) Plot deviations on the initial deviation graph in Figure 58.
(g) Realign the aircraft to north. Adjust the north-south corrector on the Slaving Panel, for one
half of the difference between the north and south deviations. Record the new deviation
for north and south on the initial deviation graph in Figure 58.
(h) Realign the aircraft to east. Adjust the east-west corrector on the Slaving Panel, for one
half the difference between the east and west deviations. Record the new deviation for
east and west on the initial deviation graph in Figure 58.
(i) If the pattern is not centered around zero, rotate the flux sensor clockwise to correct for
minus deviations or counterclockwise for plus deviations. Plot final deviations on the final
deviation graph in Figure 58.
(j) The deviations should now center around the zero reference line of the graph. If the error
exceeds the specified system error limits (± 3°), repeat the complete procedure.

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CHART 30
DEVIATION CHART
Approx. Magnetic Actual Magnetic Heading Card
Heading Heading Reading Deviation

North

East

South

West

ST-180 Deviation Graphs

Figure 58

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8. Magnetic Heading Systems (Avidyne EFIS)

A. Magnetometer / OAT Sensor Assembly (See Figure 2.)
In HP S/N’s 3246218 and up, and TC S/N’s 3257339 and up with the Avidyne Entegra EFIS
installed, the Magnetometer / OAT Sensor Assembly (Mag/OAT) mounted on a wing access cover
plate in the underside of the outboard left wing, supplies magnetic heading information to the
Primary Flight Display (PFD). The cover plate - Mag/OAT sensor assembly is removed and installed
as a unit.
(1) Removal
(a) Remove eight (8) screws and support cover plate with your hand.
(b) Drop cover plate down sufficient to reach inside and disconnect the wiring harness.
(c) Remove cover plate - Mag/OAT sensor assembly.
(2) Installation
(a) Prior to installation, the arrow on the magnetometer must be aligned as shown in Figure
2.
(b) Connect the Mag/OAT sensor assembly wiring harness.
(c) Position the cover plate - Mag/OAT sensor assembly in the access hole with the arrow on
the magnetometer pointing forward.
(d) Secure with screws (8).

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B. Calibration
NOTE: For airplanes with PFD Software 530-00177-000 (latest revision or later); exceptions or
differences for airplanes equipped with earlier software versions are noted as required.
NOTE: For airplanes with PFD Software 530-00177-000 (latest revision or later); the IRU
calibration is performed at the factory and MUST NOT be recalibrated at the time of PFD
configuration / setup.
NOTE: Ensure GNS-430 setup per Post Installation Set-Up Procedure in 34-50-00.
(1) PFD - Inertial Reference Unit (IRU) Calibration (PIR-PPS60209, Rev. New.)

(a) IRU Calibration Procedure:

Approximate duration: 20 minutes
Required Equipment: Digital Level with 0.25° resolution and +/- 0.025° accuracy
(b) Level the aircraft in accordance with the leveling procedures outlined in the aircraft
maintenance manual.
(c) Verify longitudinal and lateral level using the digital level (see 8-20-00, Figure 1 for
longitudinal leveling location). Laterally level the aircraft using the “hat section” stringers
on the belly of the forward fuselage as the reference.
(d) The Inertial Reference Unit (IRU) within the PFD and Magnetometer require calibration
upon initial installation or when replaced. The IRU must be calibrated prior to the
Magnetometer calibration.
(e) Allow the PFD to align (approximately 3 minutes) until the ADAHRS countdown timer
expires and the Gyro Warm-up box is removed from view.
(f) Wait in the aligned state for an additional 10 minutes
(g) Enter the System Setup mode on the PFD as described below:
1 Apply power to all the sensors that interface with the PFD, including the Garmin
GNS-430 radios and S-TEC 55X autopilot. (Battery Master Switch “ON” or External
Power applied and Radio Master Switch “ON”).
2 The system will begin its normal start-up sequence. Simultaneously press and hold
the top left (L1) and third down from top left (L3) Line Select Keys (LSK) until the
countdown timer in the lower left corner of the display (adjacent to the L4 LSK)
indicates zero (0).
(h) Press the “Perform IRU Cal” LSK L1. Note the IRU Installation page is displayed.
(i) Following the instructions on the IRU installation page, adjust the “IRU Installed Pitch
Attitude” counter to be equal to the digital level reading (within +/- ¼°). If aircraft is level
within specification, no adjustments for pitch & roll are necessary.
(j) To set roll attitude, place the digital level across the hat section stringers on the belly of
the aircraft fuselage. Following the instructions on the IRU installation page, adjust the
“IRU Installed Roll Attitude” counter to be equal to the digital level reading (within +/- ¼°).
(k) Press the Calibrate IRU line select key (R4) when proper pitch and roll is displayed.
(l) After the display indicates the IRU calibration is done, wait 10 seconds and then cycle
power on the PFD by pulling & resetting the PFD circuit breaker (CB-10), in order for the
IRU calibration to take effect.
(m) The IRU calibration is now completed.

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(2) PFD - Magnetometer Calibration (Preferred Procedure): (PIR-PPS60209-1, Rev. New.)

This procedure is done using the Compass Rose and Engine Run.
(a) Perfor m nor mal engine star t and tur n on Avionics Master, if needed, for taxi
communications.
(b) Remain stationary and allow the PFD to align (approximately 3 minutes) until the
ADAHRS countdown timer expires and the Gyro Warm-up Box is removed from the PFD
screen.
NOTE: The PFD countdown timer might automatically restart its count before the
countdown expires. This is a normal operation and does not indicate a problem
with the PFD.
(c) Allow the system 10 additional minutes in the aligned state to ensure complete stability.
(d) Taxi to the compass rose with a technician to act as a spotter to aid in the alignment.
(e) Enter the System Setup mode on the PFD as described below:
1 Apply power to all the sensors that interface with the PFD, including the Garmin
GNS-430 radios and S-TEC 55X autopilot. (Battery Master Switch “ON” or External
Power applied and Radio Master Switch “ON”).
2 The system will begin its normal start-up sequence. Simultaneously press and hold
the top left (L1 LSK) and third down from top left (L3 LSK) until the countdown timer
in the lower left corner of the display (adjacent to the L4 LSK) indicates zero (0).
(f) Select the Calibration Page by highlighting the “Calibration” tab at the bottom of the
screen by rotating the lower left control knob.
(g) Depress the “Perform MAG Cal” LSK (L2) to begin the heading system calibration.
(h) Align the aircraft with magnetic north on the compass rose with the assistant to achieve
+/- 1° accuracy
(i) Follow the directions on the magnetometer calibration page and press “Calibrate Heading”
LSK (R4) and wait until “Done” is displayed.
(j) Align the aircraft to each of the remaining 11 consecutive 30° headings using the same
steps to achieve the 360° heading alignment and press “Calibrate Heading” LSK (R4) at
each of these points when satisfactory alignment is achieved.
(k) At the final alignment point (330°), remain stationary until “Done” is displayed. This could
take up to one minute as data from the 12 calibration points is loaded into the PFD.
(l) When completed and if your aircraft has the initial software version, press the “Back to
PFD” LSK (L4). Otherwise continue with the following instruction.
(m) A message will appear indicating that the calibration is completed and that the power to
the PFD must be removed (cycled) for the cal to take effect. Cycle power by pulling and
resetting (after 20 sec.) the PFD circuit breaker.
(n) Verify the calibration by aligning the aircraft with consecutive 90° headings, starting with
360°. Use the same alignment procedure as before and view the digital heading display
on the PFD at each of these headings (360°, 90°, 180° and 270°). Allowable tolerance is
+/- 4°.
(o) The magnetometer calibration is now complete.

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(3) PFD - Magnetometer Calibration (Alternate Procedure): (PIR-PPS60209-1, Rev. New.)

This procedure is done using a bore sight reference compass and 2 technicians.
NOTE: A hand-held bore sight reference compass is required for this procedure.
(a) Apply external power to the aircraft. This allows the PFD to align while conserving the
battery for the remaining calibration procedure.
(b) Allow the PFD to align (approximately 3 minutes) until the ADAHRS countdown timer
expires and the Gyro Warm-up box is removed from view Aircraft in “level flight attitude”
NOTE: The PFD countdown timer might automatically restart its count before the
countdown expires. This is a normal operation and does not indicate a problem
with the PFD.
(c) Allow an additional 10 minutes in the aligned state to ensure complete stability.
(d) Place Battery Master Switch “ON”.
(e) Remove external power from the aircraft.
(f) Position the aircraft in an area located away from metal structures and magnetic
interference such as that caused by underground power lines, etc.
(g) Using the bore sight compass, align the aircraft to a heading of 360º +/- 1º.
(h) Enter the System Setup mode on the PFD as described below:
1 Apply power to all the sensors that interface with the PFD, including the Garmin
GNS-430 radios and S-TEC 55X autopilot.
2 The system will begin its normal start-up sequence. Simultaneously press and hold
the top left (L1) and third down from top left (L3) Line Select Keys (LSK) until the
countdown timer in the lower left corner of the display (adjacent to the L4 LSK)
indicates zero (0).
(i) Select the Calibration Page by highlighting the “Calibration” tab at the bottom of the
screen by rotating the lower left control knob.
(j) Press the “Perform MAG Cal” LSK (L2) to begin the heading system calibration.
(k) Follow the directions on the “Magnetometer Calibration Page” (press the “Calibrate
Heading” Line Select Key (R4) and wait until “Done” is displayed).
(l) Align the aircraft to each of the remaining 11 consecutive 30° headings using the same
steps used to align the aircraft to the 360° heading and press the “Calibrate Heading” Line
Select Key (R4) at each of these alignment points after satisfactory alignment is achieved.
(m) At the final alignment point (330°), remain stationary until “Done” is displayed. This could
take up to one minute as data from the 12 calibration points is loaded into the PFD.
(n) When completed and if your aircraft has the initial software version, press the “Back to
PFD” LSK (L4). Otherwise continue with the following instruction.
(o) A message will appear indicating that the calibration is completed and that the power to
the PFD must be removed (cycled) for the cal to take effect. Cycle power by pulling and
resetting (wait 20 seconds) the PFD circuit breaker.
(p) Verify the calibration by aligning the aircraft with consecutive 90° headings, starting with
360°. Use the same alignment procedure as before and view the digital heading display
on the PFD at each of these headings (360°, 90°, 180°, and 270°). Allowable tolerance is
+/- 4°.
(q) The magnetometer calibration is now complete

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9. Magnetic Heading Systems (Garmin EFIS)

A. Description
In airplanes equipped with the Garmin 1000 EFIS, magnetic heading information is provided by the
GRS 77 Attitude and Heading Reference System (AHRS). The GRS 77 interfaces with and provides
power to the GMU 44 Magnetometer. The GRS 77 supplies attitude and heading information
directly to the PFD, MFD, and to both GIAs. Location, removal, and installation information is
provided under Electronic Flight Instrument System (EFIS) - Garmin, Components, above.
B. GRS 77/GMU 44 Magnetic Calibration
CAUTION: THIS PROCEDURE MUST BE CARRIED OUT ON A COMPASS ROSE IN ORDER
TO GUARANTEE MEASUREMENTS FREE OF ENVIRONMENTAL MAGNETIC
DISTURBANCES. ATTEMPTING TO CARRY OUR THIS MANEUVER ON ATYPICAL
RAMP AREA MAY NOT YIELD A SUCCESSFUL CALIBRATION. THE ACCURACY OF
THE AHRS CANNOT BE GUARANTEED IF THIS CALIBRATION IS NOT
PERFORMED ON A MAGNETICALLY CLEAN COMPASS ROSE OR EQUIVALENT.
(1) Start the aircraft engine following the procedures referenced in the POH.
(2) After aircraft engine startup, taxi the aircraft to a properly calibrated compass rose. At the
compass rose, align the aircraft to a heading of magnetic north (±5°)
(3) Restart the PFD and MFD in configuration mode.
NOTE: The engine performance can be monitored on the GRS/GMU calibration pages during
the procedure.
(4) Go to the GRS Page Group on the PFD.
(5) Select the GRS/GMU Calibration page (Figure 59) and enter the following softkey password:
(a) 9
(b) 10
(c) 11
(d) 12 (Far Right softkey)
(6) Activate the cursor and highlight the SELECT PROCEDURE window and select
MAGNETOMETER.
(7) Press the ENT button.
(8) Use the cursor to highlight the BEFORE CALIBRATION window.
(9) Follow the checklist items displayed on the PFD and press the ENT key as each one is
completed or confirmed. When the CALIBRATE field is blinking, press the ENT key to begin
the procedure.
(10) The PFD display advises the operator when to turn the aircraft, when to stop, and when to turn
again.
(11) Upon instruction to turn, taxi the aircraft in a right turn. After approximately 25° to 30° of turn
from the last heading, the PFD display advises the operator to stop the aircraft.
NOTE: Due to the difficulties in executing smooth, accurate turns the PFD may incorrectly
interpret a station and instruct to “HOLD POSITION” prior to full completion of a 30°
turn. If this scenario is encountered, it is best for the operator to ignore the “HOLD
POSITION” command and instead use outside references to complete the
approximate 30° turn. Instead of using the PFD instruction to turn as a real-time
indication of when to turn, simply judge the 30° (±5°) turn increments of the aircraft by
using the compass rose radials, Dwelling at these 30° increments for the time
recommended by the PFD should result in successful calibration.

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(12) The PFD guides the operator to dwell at multiple headings around a complete circle.
NOTE: Due to high winds or excessive airframe vibration, the operator may encounter a
condition where the PFD restarts the 18-second countdown without full completion of
the previous countdown. If this is encountered more than once for a given station, the
operator should begin turning to the next station (approximately 30°). A minimum of 2
successful stations per quadrant is required, where a successful station is a full 18-
second countdown followed by instruction to move. Ensure that at least 2 stations per
quadrant are completed. Thus, it may sometimes be required to dwell at a station after
a countdown restart. A maximum of 20 stations is allowed for the entire calibration
procedure. If too many countdown restarts are encountered, the calibration will fail
with the message, “TOO MANY STATIONS.”
(13) Repeat the turn-and-stop process until the PFD advises that a successful calibration is
complete. The GRS 77 AHRS then enters its normal operational mode. Press the ENT button
on the PFD to conclude this procedure.
(14) Perform the adjustment of the magnetic compass as specified below.

GRS/GMU Calibration Page

Figure 59

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10. Magnetic Compass

A. Description
Magnetic compass is a self-contained instrument. This instrument has an individual light which is
connected to instrument lighting circuit. Compass correction card is located in card holder mounted
on instrument. Compass should be swung whenever instruments or radios are changed and at least
once a year.
B. Troubleshooting
See Chart 31.
C. Adjustment
Before attempting to compensate compass, every effort should be made to place aircraft in
simulated flight conditions; check to see that doors are closed, flaps in retracted position, engine
running, throttle set at cruise position and aircraft in level flight attitude. Aircraft master switch,
alternator switch and all radio switches should be in ON position. All other cockpit controlled
electrical switches should be in OFF position.
NOTE: Use a non-magnetic screwdriver to adjust magnetic compass
(1) Set adjustment screws of compensator on zero. Zero position of adjusting screws is when dot
of screw is lined up with dot of frame.
(2) Head aircraft on a magnetic North heading. Adjust N-S adjustment screw until compass reads
exactly North.
(3) Head aircraft on a magnetic East heading. Adjust E-W adjustment screw until compass reads
exactly East.
(4) Head aircraft on a magnetic South heading and note resulting South error. Adjust N-S
adjusting screw until one-half of this error has been removed.
(5) Head aircraft on a magnetic West heading and note resulting West error. Adjust E-W adjusting
screw until one-half of this error has been removed.
(6) Head aircraft in successive magnetic 30° headings and record compass readings on
appropriate deviation card. Deviations must not exceed ± 10° on any heading.

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CHART 31
TROUBLESHOOTING MAGNETIC COMPASS
Trouble Cause Remedy
Excessive card error. Compass not properly Compensate instrument.
compensated.
External magnetic Locate magnetic
interference. interference and eliminate if
possible.
Excessive card oscillation. Insufficient liquid. Replace instrument.
Card sluggish. Weak card magnet. Replace instrument.
Excessive pivot friction or Replace instrument.
broken jewel.
Liquid leakage. Loose bezel screws. Replace instrument.
Broken cover glass. Replace instrument.
Defective sealing gaskets. Replace instrument.
Discolored markings. Age Replace instrument.
Defective light. Burned out lamp or broken Check lamp or continuity of
circuit wiring.
Card sticks. Altitude compensating Replace instrument.
diaphragm collapsed.
Card does not move when The gears that turn Replace instrument.
compensating screws are compensating magnets
turned. are stripped.
Compass swings erratically Normal.
when radio transmitter is
keyed.

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11. Turn and Bank Indicator

NOTE: In airplanes equipped with either the Avidyne Entegra EFIS or the Garmin 1000 EFIS, this
function is provided solely by the Primary Flight Display (PFD).
A. Description
These airplanes are equipped with electric Turn Coordinators, which indicate both rate of turn and
rate of roll. This instrument consists of two components:
(1) An electrically driven, inclined, gyro rotor is slaved to the turn indicator (small airplane). The
spinning gyro resists change in position as the airplane moves around it. This resistance is
mechanically translated into indicator movement. If the aircraft is rolled right or left rapidly, the
small airplane will move, indicating a turn. But, if aircraft is held in a bank and opposite rudder
is applied, the small airplane will come back to zero (level) indicating no turn. When the aircraft
is established in a coordinated turn, the small airplane will remain deflected, indicating the
turn.
(2) A metal ball sealed in a curved glass tube filled with dampening fluid provides a sensitive
indication of yaw (slip/skid) and is used to maintain coordinated flight. The ball rolls freely
within the curved glass tube display on the lower instrument face. Any deflection from center
indicates the presence of side forces on the aircraft.
B. Troubleshooting
See Chart 32.

CHART 32
TROUBLESHOOTING TURN AND BANK INDICATOR
Trouble Cause Remedy
Pointer fails to respond. Foreign matter lodged in Replace instrument.
instrument.
Incorrect sensitivity. Out of calibration. Replace instrument.
Incorrect turn rate (electric). Out of calibration. Replace instrument.
Aircraft not in coordinated Center ball in turn.
turn.
Ball sticky. Flat spot on ball. Replace instrument.
Ball not in center when air- Instrument not level in Level instrument.
craft is correctly trimmed. panel.
Instrument will not run No power to instrument. Check circuit and repair.
(electric).
Instrument malfunction. Replace instrument.

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5I9

CHART 33
REQUIRED EQUIPMENT LIST - GARMIN 1000 EFIS
Code
LRU Loader Software
Part Part Part Software
Description Number Number Number Version
GTX 33 Mode S Transponder 011-00779-10 010-00605-01 (1) 006-B0172-XX 4.05
GEA 71 Engine Airframe Unit 011-00831-00 “ 006-B0193-05 2.07
GDC 74a Air Data Computer 011-00882-00 “ 006-B0261-03 2.05
“ 006-C0055-00 1.05
GMU 44 Magnetometer 011-00870-00 “ 006-B0224-00 2.01

PA-32R-301/301T, SARATOGA II HP/TC

“ 006-C0048-00 2.00

THE NEW PIPER AIRCRAFT, INC.

GDU 1040 Display Unit, PFD 011-00972-03 “ 006-B0319-5X 7.10

MAINTENANCE MANUAL
GDU 1040 Display Unit, MFD 011-00972-03 “ 006-B0319-5X 7.10
GIA 63W Avionics Integration Unit No. 1 011-01105-00 “ 006-B0544-XX 5.xx
“ 006-B0339-04 2.4
“ 006-D0425-02 2.02
GIA 63W Avionics Integration Unit No. 2 011-01105-00 “ 006-B0544-XX 5.xx
“ 006-B0339-04 2.4
“ 006-D0425-02 2.02
GRS 77 Attitude Heading Reference Unit 011-00868-10 “ 006-B0223-XX 2.09
“ 006-C0049-00 2.00
GMA 1347 Audio Panel 011-00809-00 “ 006-B0203-33 3.03
PA-32 Configuration File N/A “ 006-D0717-01 (2) 3.00
GDL69 Satellite Datalink 011-00986-00 N/A 006-B0317-12 3.02.00
34-20-00 PAGE

GDL69A Satellite Datalink with Audio 011-00987-00 N/A 006-B0317-12 3.02.00

GDU 10XX Terrain Data Base Card (3) N/A 010-00330-41
GDU 10XX Chartview Data Card N/A 010-00330-70
GDU 10XX Chart Unlock N/A 010-00330-50
GDU 10XX TAWS Unlock N/A 010-00330-51
Notes: 1. 010-00605-01 contains software image 006-B0648-01. Upon initial power-up, this appears in the upper right corner of the
Sep 30/06

MFD as “Piper PA32 System 0648.01”.

2. Enable Flight Director Option.
131

3. Two (2) terrain/obstacle/airport cards are required, one (1) for each GDU 1040 display unit.

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THIS PAGE INTENTIONALLY BLANK

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DEPENDENT POSITION DETERMINING

1. COM/NAV/GPS - GNS 430/530

WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING
OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
A. Maintenance
In HP S/N’s 3246126 thru 3246165, and; TC S/N’s 3257076 thru 3257155 excluding 3257144, as
well as HP S/N’s 3246218 and up, and; TC S/N’s 3257339 and up, with Entegra EFIS, dual Garmin
GNS-430 COM/NAV/GPS systems are installed as standard equipment. Each installation consists
of the GNS-430 transceiver/display unit, associated wiring, and antennas.
In HP S/N’s 3246166 thru 3246217, and; TC S/N’s 3257144, 3257156 thru 3257338 Garmin GNS-
430/530 COM/NAV/GPS systems are installed as standard equipment. the installation consists of
the GNS-430/530 transceiver/display unit, associated wiring, and antennas.
Maintenance of the GNS-430/530 is “on condition” only and, with the exception of swapping
complete units, should be performed only by a qualified avionics shop in accordance with the
GARMIN Series 400 & 500 Maintenance Manual (Garmin P/N - 190-00140-05 & P/N - 190-00181-05).
Information provided in this manual is intended solely to aid the removal and installation of the
GNS-430/530 transceiver/display units, their associated wiring and antennas.
B. Removal and Installation
See 39-10-00.
C. Post Installation Setup Procedure (PIR-PPS-60199, REV. NEW / PIR-PPS-60199-2, REV. I..)

(1) Aircraft Preparation and Configuration

Setup and preliminary checks may be made using the aircraft battery or external power
supplied by an external power source. Final checks (CDI/HSI accuracy) should be made with
the engine running and the aircraft configured as in Chart 1.
(2) Configuration Setup Procedure
Access the Configuration Mode of the unit by depressing and holding the ENT key while
applying power to the unit. Release the ENT key when the display activates. After the data
base pages, press the ENT key twice to display the MAIN ARINC 429 CONFIG page. Pages
may be selected by ensuring the cursor is off and rotating the inner concentric knob on the
right side of the unit.

CHART 1
FINAL CHECK CONFIGURATION (PIR-PPS-60199, REV. NEW / PIR-PPS-60199-2, REV. I..)

Engine running, alternators On Avionics On

Instrument Panel Lights Full Bright Day/Night Switch Day
Navigation Lights On Strobe Lights On
Pitot Heat Off Air Conditioning Off
Cabin Blower Fan Low Vent Blower Off

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To change data on the displayed Configuration Page, the cursor must be selected. Press the
inner concentric knob on the right side of the unit to activate the cursor. Rotating the outer
concentric knob on the right side of the unit changes the selected data field. Rotating the inner
concentric knob changes the data within the selected field. To accept entry of the desired
selection, press the ENT key.
(a) Press the ENT key twice to display the MAIN ARINC 429 CONFIG page. Setup per Chart
2, 3, or 4, as applicable.
(b) Deselect the cursor and rotate the inner concentric knob on the right side of the unit to
display the MAIN RS232 CONFIG page. Configure per Chart 5
(c) Deselect the cursor and rotate the inner concentric knob on the right side of the unit to
display the MAIN LIGHTING page. Configure per Chart 6.

CHART 2
MAIN ARINC 429 CONFIG PAGE
- WITH DUAL 430 AND MECHANICAL INDICATORS (PIR-PPS-60199, REV. NEW.)

MAIN ARINC 429 #1 GNS #2 GNS

CONFIG Page 430 430
BUS SPEED DATA SPEED DATA
GPS ARINC IN 1 HIGH OFF HIGH OFF
“TRAFFIC ADVISORY” “TRAFFIC ADVISORY”
HIGH HIGH
W/SKYWATCH W/SKYWATCH
GPS ARINC IN 2 HIGH OFF HIGH OFF
GAMA 429 GAMA 429
GPS ARINC OUT HIGH HIGH
GRAPHICS W/INT GRAPHICS W/INT
SDI LNAV 1 LNAV 2

CHART 3
MAIN ARINC 429 CONFIG PAGE
- WITH 530 / 430 AND MECHANICAL INDICATORS (PIR-PPS-60199-2, REV. I.)

MAIN ARINC 429 #1 GNS #2 GNS

CONFIG Page 530 430
BUS SPEED DATA SPEED DATA
GPS ARINC IN 1 HIGH GARMIN GTX 330 HIGH GARMIN GTX 330
“AIRDATA” “AIRDATA”
HIGH HIGH
W/SKYWATCH W/SKYWATCH
GPS ARINC IN 2 HIGH OFF HIGH OFF
“TRAFFIC ADVISORY” “TRAFFIC ADVISORY”
HIGH HIGH
W/SKYWATCH W/SKYWATCH
GAMA 429
GPS ARINC OUT HIGH HIGH OFF
GRAPHICS W/INT
SDI LNAV 1 LNAV 2

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CHART 4
MAIN ARINC 429 CONFIG PAGE - WITH AVIDYNE ENTEGRA (PIR-PPS-60199-2, REV. I.)

MAIN ARINC 429 #1 GNS #2 GNS

CONFIG Page 430 430
BUS SPEED DATA SPEED DATA
GPS ARINC IN 1 LOW SANDEL EHSI LOW SANDEL EHSI
GPS ARINC IN 2 HIGH “AIRDATA” HIGH “AIRDATA”
GAMA 429 GAMA 429
GPS ARINC OUT LOW LOW
GRAPHICS W/INT GRAPHICS W/INT
SDI LNAV 1 LNAV 2

CHART 5
MAIN RS-232 CONFIG PAGE (PIR-PPS-60199-2, REV. I.)

MAIN RS232 #1 GNS #2 GNS

CONFIG page 530/430 430
INPUT OUTPUT INPUT OUTPUT
CHNL 1 OFF AVIATION NO ALT OFF OFF *
CHNL 2 OFF OFF OFF OFF

CHNL 3 CROSSFILL CROSSFILL CROSSFILL CROSSFILL

CHNL 4 OFF ** OFF ** OFF ** OFF **
“WX-500” “WX-500” “WX-500” “WX-500”
W/STORMSCOPE W/STORMSCOPE
CHNL 5 OFF OFF OFF OFF
CHNL 6 OFF OFF OFF OFF
* “AVIATION NO ALT” with Horizon DDMP / ** “OFF” with Avidyne Entegra

CHART 6
MAIN LIGHTING PAGE (PIR-PPS-60199, REV. NEW / PIR-PPS-60199-2, REV. I.)

MAIN LIGHTING PAGE DISPLAY KEY

LIGHTING NO SETTING NO SETTING
SOURCE PHOTO PHOTO *
RESP TIME/MIN 4 ** 80 ** 4 ** 40 **
SLOPE/OFFSET 50 ** 50 ** 50 ** 50 **
Prior to EFIS:
* “28V DC” / ** retain factory setting

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(d) Deselect the cursor and rotate the inner concentric knob on the right side of the unit to
display the MAIN CDI/OBS CONFIG page. Setup is only required for selected course
calibration.
Adjust the OBS or HSI course needle to indicate a selected course of 150 degrees. The
SELECTED COURSE field on the GNS unit should indicate very close to 150 degrees.
Select the “Calibrate to 150?” field and press ENT. Verify the OBS (or HSI course)
operation by checking that the course displayed on the GNS unit is within 2° of the
selected course. Verify the accuracy at cardinal headings around the OBS card.
(e) Deselect the cursor and rotate the inner concentric knob on the right side of the unit to
display the COM SETUP page. Change only the “SPACING” setting to display “Select 25.0
KHz”.
(f) Deselect the cursor and rotate the inner concentric knob on the right side of the unit to
display the VOR/LOC/GS/CDI page. Change only the “DME CHNL MODE” setting to
display “Parallel 2x5”.
(g) VOR/LOC/GS ARINC 429 CONFIG Page Setup per Chart 7 or 8.

CHART 7
VOR/LOC/GS ARINC 429 CONFIG PAGE
- WITHOUT AVIDYNE ENTEGRA (PIR-PPS-60199-2, REV. I.)

#1 GNS RX TX
SPEED HIGH HIGH
SDI VOR/ILS 1
DME MODE DIRECTED FREQ 1

#2 GNS RX TX
SPEED HIGH HIGH
SDI VOR/ILS 2
DME MODE DIRECTED FREQ 2

CHART 8
VOR/LOC/GS ARINC 429 CONFIG PAGE
- WITH AVIDYNE ENTEGRA (PIR-PPS-60199-2, REV. I.)

#1 GNS RX TX
SPEED LOW LOW
SDI VOR/ILS 1
DME MODE DIRECTED FREQ 1

#2 GNS RX TX
SPEED LOW LOW
SDI VOR/ILS 2
DME MODE DIRECTED FREQ 2

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2. Transponder
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING
OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
A. GTX-327 (HP S/N’s 3246166 thru 3246181, and; TC S/N’s 3257144, 3257156 thru 3257198)
(1) Maintenance
A Garmin GTX-327 Transponder is installed as standard equipment. Maintenance of the GTX-
327 is “on condition” only and, with the exception of swapping complete units, should be
performed only by a qualified avionics shop in accordance with the Garmin GTX-327
Maintenance Manual (Garmin P/N - 190-00187-05).
Information provided in this manual is intended solely to aid the removal and installation of the
GTX-327 transceiver/display unit, its associated wiring and antenna.
(2) Removal and Installation
See 39-10-00.
B. GTX-330 (HP S/N’s 3246182 and up, and; TC S/N’s 3257199 and up)
(1) Maintenance
A Garmin GTX-330 Transponder is installed as standard equipment. Maintenance of the GTX-
330 is “on condition” only and, with the exception of swapping complete units, should be
performed only by a qualified avionics shop in accordance with the GARMIN GTX-330
Maintenance Manual (Garmin P/N - 190-00207-02).
Information provided in this manual is intended solely to aid the removal and installation of the
GTX-330 transceiver/display unit, its associated wiring and antenna.
(2) Removal and Installation
See 39-10-00.

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(3) Post Installation Setup Procedure (PIR-PPS-60206 REV. H.)

Access the Configuration Mode of the unit by depressing and holding the FUNC key while
applying power to the unit. Release the FUNC key when the display activates. The FUNC key
sequences forward through the configuration pages. The START/STOP key reverses through
the pages, stopping at the Menu page. The CRSR key highlights selectable fields on each
page. When a field is highlighted, the 0-9 keys enter numeric data and the 8 or 9 keys move
through list selections. Press the CRSR key to accept changes. When a field is highlighted,
pressing the FUNC key moves to the next configuration page without saving the changes. To
exit the configuration pages, turn the power off and then turn the unit on again without holding
the FUNC key for normal operation.
NOTE: When the unit it turned on for the first time, or an invalid address is recognized, the
unit will prompt the user to enter a valid aircraft address. See Mode S Address (ICAO
Aircraft Address Code) and FLIGHT ID Entry Page paragraph, below.
(a) Configuration Menu
The JUMP TO menu page provides the capability to select a configuration mode starting
page without having to step through all of the pages. Press the CRSR key and sequence
through to the desired section with the 8 and 9 keys. Jump to the selection vy pressing the
CRSR key again with the desired selection highlighted. The FUNC key steps to the next
configuration page, after which the START/STOP key reverses until stopping at the JUMP
TO menu page. Following is a list of selections and their descriptions
SELECTION DESCRIPTION
DIAGNOSTICS Jumps to Gray Code Input Page
DISPLAY/AUDIO Jumps to Audio Volume Page
I/O CONFIG Jumps to ARINC INPUt #1 Page
ACFT CONFIG Jumps to Operation Configuration #1 Page
(b) Refer to Charts 9-13 for required settings on the configuration pages.
(c) On the TEMPERATURE Page, select “NO” for SENSOR INSTALLED.
(d) MODE S Address (ICAO Aircraft Address Code) and FLIGHT ID Entry Page
When the unit is turned on for the first time, or an invalid address is recognized, the unit
will prompt the user to enter a valid aircraft address.
NOTE: U.S. registered aircraft ICAO Aircraft Address Code (ADDRESS HEX) is the
“N number” and is displayed as such on the ATC-601. On Non-U.S. registered
aircraft, verify only that the hexadecimal code displayed on ATC-601 matches the
“ADDRESS HEX” code programmed on the GTX-330.
1 U.S. Registered Aircraft
a To highlight the “U.S. Tail #” address field, press the CRSR key one time.
b Enter the registration number using the number keys. Press a key repeatedly to
scroll through the digit/alpha characters for that entry field.
c Press the CRSR key to select the numeric entry field. Enter the next character
as stated in step 2 , then move onto the next one, repeating the process until
the complete number is entered.
d When finished, press the CRSR key to accept the number entry.
e For entering the Flight ID number, press the CRSR key one time.
f Repeat steps 2 and 3.
g When finished, press the CRSR key to accept the number entry.

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2 Non-US Registered Aircraft

a For entering Non-U.S. Aircraft Registration, press the CRSR key one time, then
8 or 9 to select ADDRESS HEX.
b Non-U.S. Aircraft Registry normally supplies a 24 bit binary code, known as the
ICAO Aircraft Code for the Mode S address in lieu of directly entering the N# for
U.S. registered aircraft.
c The GTX 330 only accepts a hexadecimal format for the Non-U.S. Registered
Aircraft, so the 24 bit binary code must be converted to a hexadecimal format.
d Convert the 24 bit binary code to hexadecimal as follows:
1) 24 bit binary code: 11100100011111101101101
2) Separate for hex conversion: 1110 / 0100 / 0111 / 1110 / 1110 / 1101
3) Apply the hexadecimal values found in Chart 14.
E 4 7 E E D
1110/ 0100/ 0111/ 1110/ 1110/ 1101
4) “ADDRESS HEX” = E47EED
e Enter the hexadecimal address using the number keys. Press a key repeatedly
to scroll through the digit/alpha characters for that entry field.
f Press the CRSR key to select the numeric entry field. Enter the next character
as stated in step 5 , then move onto the next one, repeating the process until
the complete number is entered.
g For FLIGHT ID select “CONFIG ENTRY” and enter the Hex code or select
“POWER UP ENTRY”.
h When finished, press the CRSR key to accept the number entry.
(e) On the “MODE S Aircraft Type” Page, select “<15.5k Lb” for AC TYPE, and “<=300 kt” for
MAX AIRSPEED.
(f) When entries are complete, cycle unit power and check for entries.

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CHART 9
VOICE AND VOLUME
Function Selection Description
VOLUME MAX
VOICE MALE
MESSAGE (0-5) Selected Audio Tones and Messages
0= Toggle a continuous tone on and off
1= Attention Tone, precedes voice messages to
attract the pilot’s attention.
2= “Leaving Altitude”, when altitude monitor is
active and the altitude deviation is exceeded.
3= “Traffic”, when a TIS traffic alert is received.
4= “Time Expired”, when the countdown expires.
5= “Traffic Not Available”, when TIS service is not
available or out or range of an operating TIS
MODE S site.
6-9 are not used.
ALTITUDE MONITOR OFF When Altitude Pre-Select is installed.
TONE When Altitude Pre-Select is not installed.
PAGE CHANGE ENABLE
COUNTDOWN TIMER TONE

CHART 10
DISPLAY MODE AND KEY LIGHTING
DISPLAY MODE AUTO
LEVEL 75
BKLT AUTO
LVL Not Selectable
RSP TIME 4
MIN 8
BKLT SRCE PHOTO
SLOPE 50
OFFSET 50
KEY AUTO

LVL Not Selectable

RSP TIME 4
MIN 5
KEY SRCE 28V
SLOPE 20
OFFSET 30
CONTRAST MODE AUTO

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CHART 11
ARINC 429 CONFIGURATION PAGE
GTX 330
429 INPUT SPEED DATA
CHANNEL 1 HIGH GPS/FMS
CHANNEL 2 HIGH OFF
CHANNEL 3 LOW OFF
CHANNEL 4 OFF

429 OUTPUT DATA

CHANNEL 1 OFF
CHANNEL 2 GARMIN W/TIS
“GARMIN” W/SKYWATCH

CHART 12 CHART 13
RS-232 INPUT AND OUTPUT OPERATION CONFIGURATION
RS-232 CONFIG GTX VS RATE 500
232 INPUT INPUT OUPUT FORMAT FEET
VFR ID 1200
CHANNEL 1 OFF OFF ALTITUDE ALERT DEVIATION 200
CHANNEL 2 OFF OFF SQUAT SWITCH YES
SENSE LOW
DELAY TIME 24
AUTO FLIGHT TIMER MANUAL

CHART 14
HEXADECIMAL CONVERSION
Binary Hexadecimal Decimal Binary Hexadecimal Decimal
/0000 0 0 /1000 8 8
/0001 1 1 /1001 9 9
/0010 2 2 /1010 A 10
/0011 3 3 /1011 B 11
/0100 4 4 /1100 C 12
/0101 5 5 /1101 D 13
/0110 6 6 /1110 E 14
/0111 7 7 /1111 F 15

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CHAPTER

35
OXYGEN
( TC S/N’S 3257001 & UP ONLY )

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CHAPTER 35

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

35-List of 1 Sep 30/06

Effective Pages 2 Sep 30/06

35-Table of Contents 1 Sep 30/06

2 Sep 30/06

35-10-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06
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18 Sep 30/06
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CHAPTER 35 - OXYGEN

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

CREW/PASSENGER 35-10-00 1 5J7

Description and Operation 1 5J7
Troubleshooting 3 5J9
Servicing the Oxygen 4 5J10
Refilling 4 5J10
Inspections 6 5J12
Leak Tests 10 5J16
Cleaning and Purging 10 5J16
Swageloc Fitting Installation 11 5J17
Application of Teflon Tape Thread Sealant 13 5J19
Oxygen System Components 13 5J19
Oxygen Cylinder 13 5J19
Removal 13 5J19
Installation 14 5J20
Recharge Valve 16 5J22
Removal 16 5J22
Installation 16 5J22
Pressure Gauge 17 5J23
Removal 17 5J23
Installation 17 5J23
Outlets 18 5J24
Removal 18 5J24
Installation 18 5J24
Oxygen ON/OFF Control 19 5K1
Removal 19 5K1
Installation 19 5K1

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CREW / PASSENGER

WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING

OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
CAUTION: WHEN REFILLING ANY OXYGEN CYLINDER MAKE SURE TO USE ONLY AVIATION
BREATHING OXYGEN AS SPECIFIED IN MIL-O-27210C. THE MOISTURE CONTENT OF
AVIATION OXYGEN CANNOT EXCEED 0.005 MILLIGRAMS OF WATER VAPOR PER
LITER OF GAS AT 70°F (21°C) AND 29.92 INCHES OF MERCURY (760 MM HG.).
The following provides supplemental information for the servicing of the oxygen system. Major repairs to
the oxygen system should be accomplished by an approved shop.
1. Description and Operation ( See Figure 1.)
When refilling any oxygen cylinder make sure to use only aviation breathing oxygen as specified in MIL-
O-27210C. The moisture content of aviation oxygen cannot exceed 0.005 milligrams of water vapor per
liter of gas at 70°F (21°C) and 29.92 inches of mercury (760 mm Hg.).
WARNING: DO NOT USE GREASE OR ANY TYPE OF GREASE FITTING ON ANY OXYGEN
SYSTEM. WHEN WORKING WITH AN OXYGEN SYSTEM MAKE SURE HANDS,
CLOTHING, TOOLS, AND IMMEDIATE AREA ARE FREE OF GREASE.
A fixed oxygen system is available in TC S/N’s 33257001 & up only, as an option. The major
components for this system are manufactured by Scott Aviation. Accordingly, Scott Aviation, as well as
Piper Distributor Service Administrators (DSA’s), should be contacted for information / procedures not
covered herein.
The oxygen system cylinder is installed in the tailcone, behind the baggage compartment, and is
connected to an external recharge valve mounted to the left side of the fuselage, aft of FS 222.437. The
low pressure (L.P.) feed line for the outlets is routed to the right side of the fuselage and then up into the
cabin overhead. It joins the outlets’ distribution manifold at a tee-fitting on the right rear passenger outlet.
The PULL-ON regulator valve control knob and pressure gauge are installed in the pilot’s instrument
panel below, and slightly to the right of, the control wheel. The control knob actuates a cable routed
through the center cabin overhead and attached to the oxygen system cylinder regulator valve. The
pressure gauge is fed by a high pressure line routed from the oxygen system cylinder along the right
side of the fuselage and then up into the center cabin overhead where it joins the control cable and the
two are then routed down the windshield centerpost and into the back of the instrument panel.
NOTE: Oxygen cylinders are identified by the ICC or DOT identification stamped on the cylinder. The
lightweight cylinder of composite construction (DOT E8162) installed in these airplanes must be
hydrostatically tested every 3 years, and the service life may not exceed 15 years. The month
and year of the last test is stamped beneath the ICC/DOT identification.

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Fixed Oxygen System Installation

Figure 1

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2. Troubleshooting
See Chart 1.

CHART 1
TROUBLESHOOTING OXYGEN SYSTEM
Trouble Cause Remedy
No indication of pressure Cylinder empty or leak in Purge, charge, and check
on pressure gauge. system has exhausted pressure. system for leaks.
Pressure gauge or regulator Replace gauge.
defective.

Pressure indication normal Oxygen cylinder regulator Remove tank and have
but no oxygen flowing. assembly defective. regulator removed.

Offensive odors in oxygen. Cylinder pressure below 50 psi. Purge the oxygen system.
Foreign matter has entered the
system during previous servicing.

WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S) WHEN SERVICING OR

INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER
THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
CAUTION: DO NOT ATTEMPT TO TIGHTEN ANY CONNECTIONS WHILE THE SYSTEM IS
CHARGED.
CAUTION: BOTTLES WHICH HAVE BEEN EVACUATED TO 200 PSI FOR A SIGNIFICANT LENGTH
OF TIME, OR THOSE THAT DO NOT PRODUCE AN AUDIBLE HISSING SOUND WHEN
THE VALVE IS CRACKED, SHOULD BE REMOVED AND HYDROSTATICALLY TESTED. IF
EITHER OF THESE CONDITIONS HAS EXISTED FOR A SIGNIFICANT LENGTH OF
TIME, PURGE THE SYSTEM.
CAUTION: MAKE SURE THERE IS NO OIL, GREASE, HYDRAULIC FLUID, OR FUEL IN THE
VICINITY OF ANY FITTINGS BEING SERVICED.
CAUTION: DO NOT USE THREAD LUBRICANTS OF ANY KIND. USE TEFLON TAPE (3M NO. 48)
ON TAPERED PIPE THREADS, WITHOUT TAPE EXTENDING BEYOND THE FIRST
THREAD. SEE PARA 3, F -APPLICATION OF TEFLON TAPE THREAD SEALANT.
CAUTION: BEFORE WORKING WITH THE SYSTEM, MAKE SURE AIRCRAFT IS ELECTRICALLY
GROUNDED AND YOUR HANDS TOOLS, AND CLOTHES ARE FREE OF OIL, GREASE
AND DIRT.

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3. Servicing
Due to the nature of the process used to test compressed gas tanks, servicing and hydrostatic tests
must be conducted by a DOT or manufacturer (Scott Aviation) approved shop. The following material
gives recommended inspection and maintenance information for the various parts of the oxygen
systems.
A. Refilling
CAUTION: BEFORE SERVICING THE OXYGEN SYSTEM, MAKE SURE THE AIRCRAFT IS
SECURELY GROUNDED ELECTRICALLY.
CAUTION: DO NOT OPERATE ELECTRICAL EQUIPMENT WHILE SERVICING OXYGEN
SYSTEM.
CAUTION: DO NOT ATTEMPT TO TIGHTEN ANY CONNECTIONS WHILE THE SYSTEM IS
CHARGED.
Refilling of oxygen systems should be done by qualified personnel. For comparison of filling
pressures to ambient temperatures refer to Chart 2. The following are parameters to be followed for
filling.
(1) Only aviators breathing oxygen (MIL-0-27210) and appropriate filling equipment should be
used to fill the system.
(2) If a cylinder has less than 5 psi pressure or has insufficient pressure to produce an audible
hissing sound when the valve is cracked, it should be removed and/or purged, and if the
condition has existed for a significant length of time, hydrostatically test cylinder.
(3) Make sure both the charge valve and recharge car t fittings are clean and free of
contamination.
WARNING: BE CERTAIN THERE IS NO OIL OR OTHER PETROLEUM BASED MATERIAL
ON THE FITTINGS OR IN THE IMMEDIATE VICINITY.
(4) Attach service cart hose to recharge port. Fill the system at a rate not exceeding 200 psig per
minute proceeding as follows:
(a) To obtain the correct filling pressure for the oxygen system at various ambient
temperatures, a table is included for your convenience. The pressures given are not exact,
but sufficiently accurate for practical purposes of working pressures between 1800 and
2400 psig cylinders. The cylinder should be allowed to cool to a stabilized temperature
after filling before checking against the values in Chart 2.
(b) When using a recharge unit consisting of one supply cylinder, slowly open the valve of the
supply unit and allow the oxygen to transfer.
(c) When using a recharge unit consisting of two or more supply cylinders (cascade storage
system), it is recommended that the following procedure be used:
1 Before opening any valves, check the pressure remaining in the airplane's oxygen
cylinder. If it is still partly charged, note the pressure indicated on the cylinder gauge.
Then open and close each valve on the cascade storage system and determine
which cylinder has the lowest pressure. When found, if this cylinder has a pressure
lower than the oxygen cylinder in the aircraft, do not attempt using it for filling; use
the storage cylinder that has a pressure higher than the aircraft's cylinder but lower
than the others.
2 Open the valve on only the one storage cylinder with the lowest pressure. When the
pressure indicated on the aircraft's oxygen gauge and charging gauge has become
equal, close the valve of the storage cylinder, then go to the storage cylinder with the
next higher pressure and repeat the procedure.

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Oxygen System Recharge Valve Installation

Figure 2

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CHART 2
FILLING PRESSURES* FOR CERTAIN AMBIENT TEMPERATURES
Ambient Temperature °F/°C Filling Pressure Ambient Temperature °F/°C Filling Pressure

0 / -17.78 1650 (PSI) 70 / 21 1975 (PSI)

10 / -12.22 1700 80 / 27 2000
20 / - 6.67 1725 90 / 32 2050
30 / - 1.11 1775 100 / 38 2100
40 / 4.44 1825 110 / 43 2150
50 / 10 1875 120 / 49 2200
60 / 15.56 1925 130 / 54 2250
* Filling pressures are for 1850 PSI at 70°F (21.11°C). Table assumes 25°F (11.8°C) rise due to heat of
compressor with max. fill rate.

3 If after using the last storage cylinder the aircraft's oxygen system is still not fully
charged, a full storage cylinder should be put in place of a cylinder with the lowest
pressure and used in the same manner.
4 A good amount of oxygen will remain in the large cylinders used in the cascade
system after filling only one of the cylinders. This remaining oxygen will be at a
pressure something less than the 1850 psi. This is not sufficient pressure to
completely refill another aircraft cylinder, although it will refill several small cylinders.
5 It is not economical, even on a three or four cylinder cascade system, to begin
recharging with oxygen at less than 300 psi pressure in the 300 cubic foot bank of
cylinders. So use 300 cubic foot cylinders down to approximately 300 psi; then return
for refilling. In two cylinder systems use to approximately 100 psi; then return for
filling.
(d) When the pressure gauge on the recharge unit or in the aircraft reaches 1800 to 1850 psi,
close the pressure regulator valve on the recharge unit. Disconnect the filler hose from the
filler valve; replace the protective cap on the filler valve and close the access cover. Check
the cylinder pressure according to Chart 2 after the cylinder temperature stabilizes.
(5) After detaching the service cart, cap hose and fittings to prevent contamination.
(6) Perform a leak check of the high pressure lines and clean off solution afterwards. If solution is
not properly cleaned off, corrosion may result.
B. Inspections
(1) Check the outlets for leakage both in the use and non-use condition and for leakage around an
inserted connector. For leak testing information, refer to the appropriate subject in this chapter.
(2) Check the high pressure gauge for accuracy by comparing its indicated pressure with that of a
gauge of known accuracy connected to the fill port.
(3) Inspect tank for dents, bulges, corrosion, and major strap chaffing marks. Should any of these
problems exist, the tank should be removed and hydrostatically tested.
NOTE: Oxygen cylinders are identified by the ICC or DOT identification stamped on the
cylinder. On these airplanes, the lightweight cylinder of composite construction (DOT
E8162), must be hydrostatically tested every 3 years, and the service life may not
exceed 15 years. The month and year of the last test should be stamped on the
cylinder beneath the ICC, DOT identification.

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Oxygen System Test Apparatus

Figure 3

CHART 3
FIXED OXYGEN SYSTEM COMPONENT LIMITS
Component Inspection Overhaul
Cylinder Weekly 1 Each 3 Years
Regulator On Condition / Each Use 2 Every 6 Years
Pressure Gauge On Condition / Each Use 2 Replace on Condition
High Pressure Lines On Condition / Each Use 2 Replace on Condition
Low Pressure Lines On Condition / Each Use 2 Replace on Condition
Outlets On Condition / Each Use 2 Every 5 Years 3
External Recharge Valve On Condition / Each Use 2 Replace on Condition 4
Masks On Condition / Each Use 2 Every 5 Years
NOTES:
1. Visual inspection for dents, bulges, corrosion, or chafing.
2. Visual inspection in the normal course of use.
3. On condition, replace the rubber components in the assembly or replace assembly.
4. If the screen in front of valve is dirty, replace valve. Valve replacement is recommended every 5
years.

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(4) An operational check of the regulator can be accomplished as follows: (Refer to Figure 3.)
(a) Using an 18 inch (45.72 cm) long hose having a 1/4 in. (0.635cm) I.D. x 1/2 in. (1.27cm)
O.D., attach a Scott Aviation 8570-00 plug-in to a sensitive pressure gauge having a
range of 0 to 100 psi. Connect the apparatus to the pilot's outlet in the overhead panel.
(b) Using a second 18 inch long hose having a 1/4 in. (0.635cm) I.D. x 1/2 in. (1.27cm) O.D.,
attach a Scott Aviation 8570-00 plug-in to a pneumatic flow apparatus having a range of
0-5 liters per minute. Connect the flow apparatus to the copilot's outlet.
(c) Insert a Scott plug-in in each of the other outlets and pull the oxygen control knob to the
on position. The pressure and flow at sea level should be 55 to 80 psi and 3.3 to 5.3 liters
per minute respectively.
(5) Check airframe logbook for last maintenance on oxygen system and perform as required per
Chart 3.
(6) Test the oxygen for odor. Pure oxygen is odorless and tasteless. Any system having a
significant odor present in the gas should be purged and the bottle replaced or removed and
purged.
(7) Any fittings, connectors, and tubes which have imperfect threads, pitted or disfigured cones, or
other damage should be replaced.
(8) Check plumbing for kinking, cracks, gouges, dents, deep scratches, or other damage. Replace
as necessary.
CAUTION: OXYGEN TUBES MUST NOT BE CLAMPED TO, OR SUPPORTED BY
ELECTRICAL WIRE BUNDLES, HYDRAULIC, PNEUMATIC OR OTHER LINES.
(9) Make sure to check the oxygen lines for proper clearance as follows: (Refer to Figure 4.)
(a) Two inch minimum between oxygen tubes and all flexible moving parts of the aircraft
(flexible control cables, etc.). If enough space cannot be attained, protection from abrasion
must be provided.
(b) At least 1/2 inch minimum between oxygen tubes and all rigid moving parts of the aircraft
such as levers and rigid control rods.
(c) Six inch minimum separation between oxygen tubes and hydraulic, fuel and electrical
system lines and components.
NOTE: When the six inch requirement cannot be complied with, one inch is allowed as
long as electrical cables and other lines are supported at least every two inches;
and, the oxygen tube(s) is protected by rubber neoprene hose fastened in place
with cable ties at the location the specific item crosses or is near the oxygen
tube(s). If an item is near the oxygen tube for a certain distance the oxygen tube
for that distance must be covered.
(d) A minimum of 1/8 inch between tubing and structure adjoining the supporting clamp as
shown in Figure 4, Sketch A.
(e) Where a tube passes through a grommet, the tube must not bear on the grommet in any
way that might cause cutting of the grommet in service as shown in Figure 4, Sketch D.
(f) While in service, items may receive vibrations causing them to come in contact with other
parts of the aircraft. With this in mind, low pressure tubing that is supported well enough
to prevent relative motion must have at least a minimum clearance of 1/8 inch from a
projection (bolt, nut, etc). Low pressure tubing that cannot be supported well enough to
prevent motion must have a minimum clearance of 1/8 inch allowed after the maximum
travel of the tube. High pressure lines are affected similarly but require 1/2 inch minimum
clearances. (Refer to Figure 4, Sketch B.)

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Oxygen Tubing Installation

Figure 4

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(10) Perform any other required maintenance as directed in AC43.13-1A, Chapter 8.

(11) Clean components as necessary per the following subject-paragraph.
C. Leak Tests
Solutions recommended for leak testing are Leak-Tec Formula #16-OX and is available from Scott
Aviation. Refer to the List of Consumable Materials for consumer information.
(1) Remove the royalite covers in the baggage compartment and, with oxygen system turned off,
disconnect the low pressure supply line and connect it to a regulated cylinder charged with dry
nitrogen.
NOTE: Whenever a leak check is performed, all fitting connections as well as other
questionable areas, should be inspected.
(2) Apply the leak detector solution to the test surface and watch for indication of leakage.
(3) Large leaks will produce bubbles immediately, but small leaks will form a white foam in 5 to 60
seconds.
(4) With outlets vacated of masks, connect a test pressure gauge to the copilot's outlet as
described in paragraph A, 1, Inspections, see Figure 2.
(5) Adjust the regulator on the dry nitrogen cylinder for 100 psi and check for leakage at the
outlets.
(6) Correct any leaks and wipe off excess leak detector solution.
(7) Close the valve on the nitrogen gas tank and insert a Scott plug-in to relieve system pressure.
(8) Disconnect test gauge, plug-in, and nitrogen tank.
(9) If the oxygen cylinder is not to be hooked up or installed immediately, cap and cover the
exposed fittings with new clean plastic bags. Temporarily support lines as needed to prevent
damage. Make sure caps and coverings are as clean as possible.
D. Cleaning and Purging
CAUTION: CARE MUST BE EXERCISED TO PREVENT CONTAMINATION OF COMPONENTS
BY OIL, GREASE, WATER, OR FOREIGN MATTER. COMPRESSED AIR USED IN
CLEANING AND FLUSHING TUBES MUST BE CLEAN, DRY, FILTERED (OIL FREE)
AIR ONLY.
(1) Three methods are recommended for cleaning oxygen system components:
(a) Method I.
1 Vapor degrease part(s) with trichlorethylene.
2 Blow part(s) dry with a stream of compressed air or dry nitrogen. Refer to previous
caution.

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(b) Method II.

1 For tubing, flush with naptha per specification TT-N-95.
2 Blow clean and dry off all solvent with clean, dry, filtered air. Refer to previous
caution.
3 Flush with isopropyl alcohol.
4 Rinse thoroughly with fresh water.
5 Dry with air as described in previous caution or by heating at a temperature of 250°
to 300°F for one-half hour.
NOTE: Solvents can be reused provided they do not become badly contaminated
with oil. This condition can be determined by thoroughly evaporating 100
millimeters of the liquid in a glass dish of a determined weight. Evaporation
may be accomplished by heating the dish at 200°F (93°C) for one-half hour.
If after evaporation and cool down, the residue exceeds 100 milligrams in
weight, the solvent cannot be used for this purpose.
(c) Method III.
1 Flush with hot inhibited alkaline cleaner until free from oil and grease.
2 Rinse thoroughly with fresh water.
3 Dry thoroughly with a stream of clean air as described in the previous caution or by
heating 250°F to 300°F (121°C to 149°C) for one-half hour minimum.
CAUTION: DO NOT USE ADHESIVE TAPE FOR ATTACHING OR SECURING
PROTECTIVE COVERINGS ON OXYGEN COMPONENTS. USE
WAXED LACING TWINE OR TIE RAPS.
(2) After cleaning, all tubing must be protected by caps, plugs and/or plastic bags.
(3) Before installation, make sure fitting, tube, and fixture threads are in good condition and that
the cones do not exhibit pitting or disfigurement.
E. Swageloc Fitting Installation (Refer to Figure 5)
NOTE: The high pressure line fitting at the regulator should be tightened until it bottoms. Make
sure to use teflon tape on all male pipe threads.
(1) For swageloc fittings not preswaged or for in-aircraft installation, proceed as follows:
(a) Turn the fitting nut onto the fitting finger tight and insert the tube until it bottoms firmly on
the shoulder in the fitting.
(b) Tighten the nut with a wrench until the tube will not turn by hand.
(c) Mark the nut at the six o'clock position.
(d) Hold the fitting body steady with a backup wrench and tighten as follows:
1 On tubing with a diameter bigger than 3/16 inch, tighten 1 1/4 turns (to the nine
o'clock position).
2 On tubing of 1/16, 1/8, and 3/16 inch diameter, tighten only 3/4 turn.
(e) If nut and tube must be disconnected from the fitting, reconnect by seating the tube on the
shoulder of the fitting and tightening the nut finger tight. Follow up by tightening the nut
with a wrench, one quarter turn (if absolutely necessary the original 1 1/4 or 3/4 tight
position) and then snug with wrench.

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Installation of Swageloc Fittings

Figure 5

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(2) Preswaged swageloc fittings are fabricated and installed as follows:

(a) Assembly the nut and ferrules finger tight on the preswaging tool and insert the tube until
it firmly bottoms on the shoulder in the tool. The preswaging tool can be attained from
Crawford Fitting Company, refer to List of Consumable Materials in Chapter 91.
(b) Tighten the nut on the fitting just enough that the tube within the fitting will not turn by
hand.
(c) With a wrench, tighten the nut as follows:
1 On tubing with diameters over 3/16 inch, tighten 1 1/4 turns.
2 On tubing with 1/16, 1/8, or 3/16 inch diameter, tighten 3/4 of a turn.
(d) Unscrew the nut to release the ferrule-tube assembly from the tool.
(e) The assembly is installed on the fitting as follows:
1 Slide tube in fitting until it bottoms, turn nut to finger tight position and tighten one
quarter turn with wrench.
2 Snug slightly with wrench.
F. Application of Teflon Tape Thread Sealant
All male pipe (tapered) threads of the oxygen system should be sealed with 3M No. 48 teflon tape.
Teflon tape should not be used on straight threads. Do not use any other lubricants in place of the
teflon or on any other threads.
(1) Wrap tape on the threads, starting with those farthest from the opening, in the direction of the
thread spiral. Circle the threads, making sure that each side of the tape has a slight overlap.
(2) Wrap the tape such that it does not extend beyond the last thread on the fitting at the opening.
The tape should then be pulled till it separates. Do not cut tape, it will not stick properly.
4. Oxygen System Components
Keeping in mind the effect of compressed oxygen on materials, oxygen system components must be
handled carefully. Ports on regulators, indicators, and other opened components must also be kept
capped or plugged to prevent ingestion of foreign material. Adjustments or modifications should only be
initiated under the auspices of the FAA, Piper, or Scott Aviation.
NOTE: Replacement time for the recharge valve is on condition, but recommended each 5 years. The
regulator requires overhaul every six (6) years. The lightweight composite cylinder must be
removed every 3 years for hydrostatic test.
A. Oxygen Cylinder (Refer to Figure 6.)
(1) Removal
CAUTION: BEFORE ENTERING THE TAIL CONE, FIRST SUPPORT THE AIRCRAFT TAIL
WITH A SUITABLE TAILSTAND.
From inside the aft cabin:
(a) Remove screws attaching finished bulkhead to fuselage bulkhead.
(b) Remove finished bulkhead.
(c) With immediate area clear of flammables (grease, hydraulic fluid, fuel, etc.) and oxygen
system off; connect a mask or tube to an outlet to exhaust any pressure in the system.
NOTE: Continuous pressure is applied to high pressure line until it is disconnected from
cylinder. A check valve will close when high pressure line is disconnected from
cylinder. The closing of this valve is frequently accompanied by a loud popping
sound.

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(d) Carefully unscrew high pressure feed/recharge line at regulator until pressure decreases
and then remove line. Cap line immediately after removal.
(e) Disconnect high pressure relief line from regulator. Cap line immediately after removal.
(f) Disconnect low pressure line from regulator. Cap line immediately after removal.
(g) Loosen and open clamps securing oxygen cylinder to its shelf.
(h) If necessary, move cylinder slightly to gain access to regulator valve control arm.
Disconnect regulator valve control cable from cylinder by removing the retaining screw
and clamp from the cable support bracket and the cotter pin attaching the cable to the
control arm. Take care not to kink cable.
CAUTION: OPENING CONTROL VALVE DURING REMOVAL OF OXYGEN LOW
PRESSURE LINE FROM CYLINDER WILL RESULT IN AN UNCHECKED
FLOW OF OXYGEN INTO BAGGAGE COMPARTMENT UNTIL VALVE CAN
BE CLOSED.
(i) Safety valve on cylinder in the OFF position.
(j) Remove cylinder from airplane.
(2) Installation
(a) If cylinder mounting shelf has been removed, reinstall it first.
(b) Position cylinder in airplane as shown in Figures 1 and 5. Ensure that regulator valve
control arm is free to move and does not contact surrounding area.
(c) Attach and secure regulator valve control cable (use a new cotter pin), before securing
cylinder to shelf.
(d) Install and secure two cylinder hold down clamps.
(e) Connect L.P. line to regulator Insert tubing into fitting until ferrule seats in fitting. Tighten
the nut by hand and then one quarter turn with a wrench. If fitting is relatively new the nut
might be turned 3/4 of a turn. Follow up by snugging the nut slightly with a wrench.
NOTE: Apply teflon tape to all tapered male threads as advised above.
(f) Connect H.P. feed/recharge and relief lines to regulator. Insert tubing into fitting until
ferrule seats in fitting. Tighten the nut by hand and then one quarter turn with a wrench. If
fitting is relatively new the nut might be turned 3/4 of a turn. Follow up by snugging the nut
slightly with a wrench.
(g) Unsafety valve on cylinder. Check that valve remains in OFF position.
(h) Check pressure and refill bottle as necessary.
(i) Inspect for leaks, especially at fittings that have been separated.
(j) Reinstall finished bulkhead in aft cabin, secure with screws.
(k) If used, remove tailstand from airplane.

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Oxygen Cylinder and Regulator Valve

Figure 6

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B. Recharge Valve (See Figure 2.)

(1) Removal
The recharge valve is located on the left rear side of the aircraft and is covered by its own
access door. This valve is connected to a T-fitting which interconnects the H.P. line from the
regulator and the H.P. gauge feeder line. Accordingly, the recharge valve and its line are under
constant cylinder pressure as long as the H.P. line is connected to the regulator.
(a) Remove oxygen cylinder (see para A, above) before attempting work on the recharge
valve assembly. Removal of the oxygen cylinder mounting shelf is also recommended to
further improve access.
NOTE: Continuous pressure is applied to high pressure line until it is disconnected from
cylinder. A check valve will close when high pressure line is disconnected from
cylinder. The closing of this valve is frequently accompanied by a loud popping
sound.
(b) Remove screws securing the recharge valve shroud to the valve mounting dish and slide
the shroud back up the high pressure line.
(c) Disconnect the high pressure line from the recharge valve assembly. Cap line immediately
after removal.
(d) Remove three screws from recharge valve mounting plate.
(e) Remove valve from airplane.
(2) Installation
NOTE: Apply teflon tape to all tapered male threads as described in paragraph 3, F.
(a) Insert valve assembly into hole in mounting dish.
(b) Align screw holes in valve mounting plate with those in mounting dish.
(c) Install the three mounting screws. Attach cap chain, with information plate attached, with
one of the screws.
CAUTION: CONNECT HIGH PRESSURE LINE TO VALVE BEFORE CONNECTING TO
CYLINDER.
(d) Connect H.P. line to valve. Torque to 30 - 150 in. lbs.
(e) Slide shroud down H.P. line and secure with screws (3).
(f) Reinstall oxygen cylinder (and mounting shelf, if previously removed), per Oxygen
Cylinder, Installation, above.

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C. Pressure Gauge
The oxygen system pressure gauge is installed in the bottom center of the pilot’s instrument panel
below, and slightly right of, the control wheel. Access is obtained from beneath the instrument
panel.
The pressure gauge is tied into the same high pressure line as the recharge valve, through a T-
fitting near the tank regulator-control valve.
(1) Removal
CAUTION: BEFORE ENTERING THE TAIL CONE. FIRST SUPPORT THE AIRCRAFT TAIL
WITH A SUITABLE TAILSTAND.
(a) At the oxygen cylinder:
1 Remove screws attaching finished bulkhead to fuselage bulkhead.
2 Remove finished bulkhead.
3 With immediate area clear of flammables (grease, hydraulic fluid, fuel, etc.) and
oxygen system off; connect a mask or tube to an outlet to exhaust any pressure in
the system.
NOTE: Continuous pressure is applied to high pressure line until it is disconnected
from cylinder. A check valve will close when high pressure line is
disconnected from cylinder. The closing of this valve is frequently
accompanied by a loud popping sound.
4 Carefully unscrew high pressure line until pressure decreases and then remove line.
Cap line immediately after removal.
(b) At the instrument panel:
1 Disconnect high pressure line from gauge and cap immediately.
2 Remove two nuts from brass studs securing gauge to panel.
3 Remove gauge from pilot’s side of instrument panel.
(2) Installation
(a) Insert pressure gauge into instrument panel.
(b) Secure to panel by installing nuts on the two brass studs extending from gauge. Finger
tighten, then snug with wrench. Be careful not to over torque; studs break off easily.
(c) Connect H. P. line to gauge.
(d) Connect H. P. line to cylinder.
(e) Inspect fittings that have been separated for leaks.
(f) Reinstall finished bulkhead in aft cabin, secure with screws.
(g) If used, remove tailstand from airplane.

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D. Outlets
(1) Removal
(a) Check that the oxygen system is completely turned off. Insert an oxygen mask to release
pressure and ensure the system is off.
(b) With a suitable spanner wrench, unscrew and remove the outlet retainer ring(s) and
information plate(s).
(c) Remove or drop overhead panel sufficiently to gain access to low pressure line
connections.
(d) Disconnect outlet(s) from L.P. feed lines:
1 If removing right side outlet(s), for each outlet, as appropriate: disconnect the two
T-unions or the one elbow-union connecting the outlet to main L.P. feed line and one
union connecting outlet to left outlet branch L.P. feed line.
2 If removing left side outlet(s), disconnect one union connected to branch L. P. feed
line(s).
(e) Remove outlet(s) from airplane.
(2) Installation
(a) Position outlet(s) in airplane.
(b) Connect outlet(s) to L.P. feed lines:
1 If installing left side outlet(s), connect union(s) to branch L.P. feed line(s) from right
side outlet(s).
2 If installing right side outlet(s), for each outlet, as appropriate: connect the two T-
unions or the one elbow-union connecting the outlet to main L.P. feed line and one
union connecting outlet to left outlet branch L.P. feed line.
(c) Inspect fittings that have been separated for leaks.
(d) Replace overhead paneling and secure in place.
(e) For each outlet, position the information plate so that the word “OXYGEN” can be read
when viewed from the seat that is supported by that outlet. With a suitable spanner
wrench, screw on the outlet retainer ring.

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E. Oxygen On/Off Control

The oxygen system PULL ON ( push off ) control knob is installed in the bottom center of the pilot’s
instrument panel below, and slightly right of, the control wheel. Access is obtained from beneath the
instrument panel.
(1) Removal
CAUTION: BEFORE ENTERING THE TAIL CONE, FIRST SUPPORT THE AIRCRAFT TAIL
WITH A SUITABLE TAILSTAND.
(a) Disconnect cable from regulator-control mechanism on cylinder:
1 Remove screws attaching finished bulkhead to fuselage bulkhead.
2 Remove finished bulkhead.
3 If necessary, move cylinder slightly to gain access to regulator valve control arm.
Disconnect regulator valve control cable from cylinder / control arm by removing the
retaining screw from the cable support bracket and the cotter pin attaching the cable
to control arm. Cut loop off end of cable core.
4 Release cable from all clamps and cut the tie wraps securing cable to H.P. Gauge
feed line. Note position of tie wraps for reinstallation.
(b) Remove or drop overhead panel sufficiently to gain access to the control cable running
the entire length of the cabin.
(c) Release cable from all clamps and cut the tie wraps securing cable to H.P. Gauge feed
line, both in the cabin overhead and under the instrument panel. Note position of tie wraps
for reinstallation.
(d) Remove retaining nut from rear of control knob.
(e) Pull cable from airplane through instrument panel. Retrieve retainer nut as cable bitter end
pulls through the instrument panel.
(2) Installation:
(a) Insert cable through instrument panel. Slide retainer nut onto cable and secure control
knob to instrument panel.
(b) Feed cable up through windshield centerpost and along H.P. Gauge feed line to
cylinder.
(c) Secure cable to H.P. Gauge feeder line and structure with same number of tie wraps, CR-
2M ring connectors and clamps installed at same locations as those cut or loosened to
remove cable.
(d) Trim cable shield and core to allow sufficient material to make a two turn loop, two inches
(5.08 cm) from the end of the shield.
(e) Bend core wire end for 1 1/2 to 2 turns with 0.188 (0.478 cm) inside diameter.
(f) Place loop over pin on regulator control arm and secure with washer and cotter pin.
Secure cable with retaining screw and clamp to cable support bracket
(g) Check operation, adjust as required.
(h) Replace and secure overhead panels in the cabin.
(i) Replace and secure finished bulkhead in aft cabin. If used, remove tailstand.

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GRIDS 5K4 THRU 5L24

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AIRPLANE MAINTENANCE MANUAL
CARD 6 OF 8

PA-32R-301

(S/N’s 3246001 & UP)

PA-32R-301T

(S/N’s 3257001 & UP)

THE NEW PIPER AIRCRAFT, INC.

PART NUMBER 761-879 September 30, 2006
6A1

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 Published by
Technical Publications

© THE NEW PIPER AIRCRAFT, INC.

2926 Piper Drive
Vero Beach, Florida 32960
U.S.A.

Member
General Aviation
Manufacturers Association

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AEROFICHE REVISION STATUS

Revisions to this Maintenance Manual (P/N 761-879) originally published June 24, 1996 and reissued July 1, 1997
are as follows:

Effectivity Publication Date Aerofiche Card Effectivity

ORG950712 June 24, 1996 1, 2, 3, and 4

CR970701 July 1, 1997 1, 2, 3, 4, and 5
PR990715 July 15, 1999 1, 2, 3, 4, and 5
PR011215 December 15, 2001 1
PR020331 March 31, 2002 1
PR040216 February 16, 2004 1, 3, and 5
PR050319 March 19, 2005 1, 2, 3, and 4
CR060930 September 30, 2006 1, 2, 3, 4, 5, 6, 7, and 8

* COMPLETE REVISION OF MAINTENANCE MANUAL 761-879

Revisions appear in all Aerofiche Cards. Accordingly, discard your entire

existing aerofiche card set and replace it with this one dated 09/30/06.

Consult the Piper Customer Service Information Aerofiche (P/N 1753-755) for current revision dates for this
manual.

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INTRODUCTION

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

Intro-List of 1 Sep 30/06

Effective Pages 2 Sep 30/06

Intro-Table of Contents 1 Sep 30/06

2 Sep 30/06

Introduction 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06
7 Sep 30/06
8 Sep 30/06
9 Sep 30/06
10 Sep 30/06
11 Sep 30/06
12 Sep 30/06
13 Sep 30/06
14 Sep 30/06
15 Sep 30/06
16 Sep 30/06

Index 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06
7 Sep 30/06
8 Sep 30/06

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MAINTENANCE MANUAL

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

Introduction
Instructions for Continued Airworthiness 1 6A9
General 1 6A9
Effectivity 1 6A9
Serial Number Explanation 2 6A10
Assignment of Subject Material 2 6A10
Pagination 3 6A11
Aerofiche Effectivity 3 6A11
Identifying Revised Material 3 6A11
Indexing 3 6A11
List of Effective Pages 3 6A11
Warnings, Cautions, and Notes 4 6A12
Accident / Incident Reporting 4 6A12
Supplementary Publications 4 6A12
PIPER Publications 4 6A12
Vendor Publications 4 6A12
Chapter/Section Index Guide 11 6A19

Index
Index 1 6B1

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MAINTENANCE MANUAL

INTRODUCTION

1. Instructions for Continued Airworthiness

WARNING: INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA) FOR ALL NON-PIPER
APPROVED STC INSTALLATIONS ARE NOT INCLUDED IN THIS MANUAL. WHEN A
NON-PIPER APPROVED STC INSTALLATION IS INCORPORATED ON THE AIRPLANE,
THOSE PORTIONS OF THE AIRPLANE AFFECTED BY THE INSTALLATION MUST BE
INSPECTED IN ACCORDANCE WITH THE ICA PUBLISHED BY THE OWNER OF THE
STC. SINCE NON-PIPER APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS
INTERFACE, OPERATING CHARACTERISTICS AND COMPONENT LOADS OR
STRESSES ON ADJACENT STRUCTURES, THE PIPER PROVIDED ICA MAY NOT BE
VALID FOR AIRPLANES SO MODIFIED.
The PIPER PA-32R-301 Saratoga II HP / PA-32R-301T Saratoga II TC Maintenance Manual constitutes
the Instructions for Continued Airworthiness in accordance with Federal Aviation Regulations (FAR) Part
23, Appendix G. Chapter 4 contains the Airworthiness Limitations section (4-00-00) and the Inspection
Program is in Chapter 5 (5-20-00).
2. General
This publication is prepared in accordance with the General Aviation Manufacturers Association (GAMA)
Specification No. 2, with respect to the arrangement and content of the System/Chapters within the
designated Chapter/Section-numbering system.
WARNING: USE ONLY GENUINE PIPER PARTS OR PIPER APPROVED PARTS OBTAINED FROM
PIPER APPROVED SOURCES, IN CONNECTION WITH THE MAINTENANCE AND
REPAIR OF PIPER AIRPLANES.
This manual does not contain hardware callouts for installation. Hardware callouts are only indicated
where a special application is required. To confirm the correct hardware used, refer to the PA-32R Parts
Catalog P/N 761-880, and FAR 43 for proper utilization.
Genuine PIPER parts are produced and inspected under rigorous procedures to ensure airworthiness
and suitability for use in PIPER airplane applications. Parts purchased from sources other than PIPER,
even though identical in appearance, may not have had the required tests and inspections performed,
may be different in fabrication techniques and materials, and may be dangerous when installed in an
airplane.
Additionally, reworked or salvaged parts or those parts obtained from non-PIPER approved sources,
may have service histories which are unknown or cannot be authenticated, may have been subjected to
unacceptable stresses or temperatures or may have other hidden damage not discernible through
routine visual or nondestructive testing. This may render the part, component or structural assembly,
even though originally manufactured by PIPER, unsuitable and unsafe for airplane use.
THE NEW PIPER AIRCRAFT, INC. expressly disclaims any responsibility for malfunctions, failures,
damage or injury caused by use of non-PIPER approved parts.
NOTE: THE NEW PIPER AIRCRAFT, INC. expressly reserves the right to supersede, cancel and/or
declare obsolete any part, part numbers, kits or publication that may be referenced in this
manual without prior notice.
In any question concerning the care of your airplane, be sure to include the airplane serial number in
any correspondence.
3. Effectivity
This maintenance manual is effective for PA-32R-301 Saratoga II HP airplane serial numbers 3246001
and up and PA-32R-301T Saratoga II TC airplane serial numbers 3257001 and up. This encompasses
the model years shown in Chart 1.

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MAINTENANCE MANUAL

CHART 1
MODEL YEARS
PA-32R-301 Saratoga II HP PA-32R-301T Saratoga II TC
Model Year Serial Numbers Model Year Serial Numbers
1995 3246001 thru 3246017 Prototype 3257001
1996 3246018 thru 3246059 1998 3257002 thru 3257075
1997 3246060 thru 3246087 1999 3257076 thru 3257123
1998 3246088 thru 3246125 2000 3257124 thru 3257155;
1999 3246126 thru 3246153 less 3257144
2000 3246154 thru 3246165 2000.5 3257156 thru 3257198;
and 3257144
2000.5 3246166 thru 3246181
2001 3257199 thru 3257266
2001 3246182 thru 3246203
2002 3257267 thru 3257296
2002 3246204 thru 3246209
2003 3257297 thru 3257338
2003 3246210 thru 3246217
2004 3257339 thru 3257369
2004 3246218 thru 3246226
2005 3257370 thru 3257400
2005 3246227 thru 3246232
2006 3257401 and up
2006 3246233 and up

NOTE: The above is provided as a general reference only.

4. Serial Number Explanation

Example:
32 46 001

SEQUENCE NUMBER
TYPE CERTIFICATE DESIGNATION

MODEL CODE
46 = PA-32R-301 SARATOGA II HP
57 = PA-32R-301T SARATOGA II TC

5. Assignment of Subject Material

This publication is divided into industry standard, three element, numeric subject groupings as follows:
A. System/Chapter - The various groups are broken down into major systems such as Environmental
Systems, Electrical Power, Landing Gear, etc. They are assigned a number, which becomes the first
element of the standardized numbering system. Thus, the element “28” of the number 28-40-01
refers to the chapter “Fuel”. Everything concerning the fuel system will be covered in this chapter.
B. Sub-System/Section - The major systems/chapters of an airplane are broken down into
subsystems. These sub-systems are identified by the second element of the standard numbering
system. The element “40” of the number 28-40-01 concerns itself with the indicating section of the
fuel system.

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

C. Unit/Subject - The individual units within a sub-system/section may be identified by the third
element of the standard numbering system. The element “01” of the number 28-40-01 is a subject
designator. This element is assigned at the option of the manufacturer and is normally zeroed out by
PIPER.
Refer to Chapter/Section Index Guide, for a complete breakdown and list. The material is arranged in
ascending numerical sequence.
6. Pagination
The Chapter - Section (i.e. - 28-40-00) numbering system (explained above) forms the primary page
numbering system for this manual. Within each Section, pages are numbered consecutively beginning
with Page 1 (i.e. - 28-40-00, Page 1). Additionally, the aerofiche grid numbering system (explained
below) is also used to indicate location within the manual.
7. Aerofiche Effectivity
A. The General Aviation Manufacturers Association (GAMA) have developed specifications for
microfiche reproduction of aircraft publications. The information compiled in this Aerofiche
Maintenance Manual will be kept current by revisions distributed periodically. These revisions will
supersede all previous revisions and will be complete Aerofiche card replacements and shall
supersede Aerofiche cards of the same number in the set. The “Aerofiche Effectivity” page at the
front of this manual lists the current revision for each card in this set.
B. Conversion of Aerofiche alpha/numeric grid code numbers:
First number is the Aerofiche card number.
Letter is the horizontal row reference per card
Second number is the vertical column reference per card.
Example: 2J16 = Aerofiche card number two, row J, column 16.
C. To aid in locating information, the following is provided at the beginning of each aerofiche card:
(1) A complete Introduction containing the Chapter/Section Index Guide for all fiche in this set.
(2) A complete subject Index for all fiche in this set.
8. Identifying Revised Material
A revision to a page is defined as any change to the printed matter that existed previously.
Revisions, additions and deletions are identified by a vertical line (i.e. - change bar) along the left-
hand margin of the page opposite only that portion of the printed matter that was changed.
A change bar in the left-hand margin opposite the footer (i.e. - chapter/section/subject, page
number and date), indicates that the text was unchanged but the material was relocated to a
different page.
Example.
NOTE: Change bars are not used in the title pages, list of effective pages, or index.
9. Indexing
An alphabetically arranged subject Index follows this introduction to assist the user in locating desired
information. In addition, each System/Chapter begins with an individual Table of Contents.
10. List of Effective Pages
Each System/Chapter has a List of Effective Pages preceding the Table of Contents to identify the
effective revision date for each page in that chapter.

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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
PA-32R-301/301T airplanes and its various components. Use them to supplement this manual.
A. Piper Publications: Part Number
(1) Parts Catalog 761-880
(2) Progressive Inspection Manuals (50 hour):
SARATOGA II HP (S/N’s 3246001 & up) 761-881 (pending)
SARATOGA II TC (S/N’s 3257001 & up) 761-896 (pending)
(3) Periodic Inspection Report Forms:
SARATOGA II HP (S/N’s 3246001 & up) 230-1047
SARATOGA II TC (S/N’s 3257001 & up) 230-2047
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: Climate Control Inc. (or) Sanden International (USA), Inc.
2120 N. 22nd Street 601 South Sanden Blvd.
Decatur, Illinois 62526 Wylie, TX 75098-4999
(217) 422-0055 (972) 442-8400
http://www.ccicompressor.com http://www.sanden.com
(2) ALTERNATOR:
Vendor: Kelly Aerospace, Power Systems PH: (334) 227-8306
Airport Complex
P. O. Box 273
Fort Deposit, Alabama 36032
http://www.kellyaerospace.com/index.htm/
Overhaul Manual: Manual OE-A2

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PA-32R-301/301T, SARATOGA II HP/TC
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(3) AUTOFLIGHT:
Vendor(s): Honeywell (or) S-TEC Corporation
One Technology Center One S-TEC Way
23500 W. 105th St., M/D #45 Mineral Wells, Texas 76067-9236
Olathe, Kansas 66061-1950 PH - (940) 325-9406
http://www.bendixking.com/ www.s-tec.com
(4) BRAKES:
Vendor: Parker Hannifin Corp. PH: (800) 272-5464
Aircraft Wheel and Brake Division
1160 Center Road
Avon, Ohio 44011
http://www.parker.com/cleveland/Universe/book.pdf
(5) ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)
Vendor: Avidyne Corporation PH: (800) 284-3963
55 Old Bedford Road
Lincoln, MA 01773
http://www.avidyne.com/index.htm
Instructions for Continued Airworthiness:
Primary Flight Display
and Magnetometer/OAT: Document No. AVPFD-174
Multifunction Display: Document No. AVMFD-167
Data Acquisition Unit: Document No. AVSIU-011
or,
Vendor: Garmin International PH: (913) 397-8200
1200 East 151ST Street
Olathe, KS 66062
http://www.garmin.com
(6) EMERGENCY LOCATOR TRANSMITTER:
Vendor: Artex Aircraft Supplies PH: (800) 547-8901
14405 Keil Road NE
Aurora, Oregon 97002
http://www.artex.net/
(7) EMERGENCY BATTERY:
Vendor: Concorde Battery Corporation PH: (626) 813-1234
2009 San Bernardino Road FAX: (626) 813-1235
West Covina, CA 91790
http://www.concordebattery.com/index.htm
Instructions for Continued Airworthiness:
Maintenance Manual
Supplement,
Concorde Valve
Regulated Lead-Acid
Emergency Battery: Drawing No. 5-0143

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(8) ENGINE:
Vendor: Textron Lycoming PH: (717) 323-6181
652 Oliver Street FAX: (717) 327-7101
Williamsport, PA 17701
http://www.lycoming.textron.com/main.html
Overhaul Manual: DIRECT DRIVE MODELS - P/N 60294-7
Parts Catalog: IO-540- ..... - K1G5, ..... ENGINES - P/N PC-615
TIO-540-AH1A ENGINES - P/N PC-615-12
Operators Handbook: O-540, IO-540 SERIES - P/N 60297-10
TIO-540 Series - P/N 60297-23

NOTE: The above Lycoming publications can be ordered as a set on CD-ROM from
Avantext. See www.avantext.com or PH - (800) 998-8857.

(9) ELECTRIC FUEL PUMP:

Vendor(s): Parker Hannifin Corp. (or) Weldon Pump
Airborne Division 640 Golden Oak Parkway
711 Taylor Street Oakwood Village, OH 44146
Elyria, Ohio 44035 PH - (216) 232-2282
PH - (800) 382-8422
http://www.parker.com/cleveland/Universe/book.pdf
(10) FUEL CELLS:
Vendor: Engineered Fabrics Corporation PH: 770-684-7855
669 Goodyear Street FAX: 770-684-7438
Rockmart, Georgia 30153-0548
http://www.kfefc.com/index.htm
(11) GEAR LOCKING ACTUATORS, NOSE GEAR DOOR ACTUATOR, HYDRAULIC PUMP,
AND ALL HYDRAULIC COMPONENTS:
Vendor: Parker Hannifin Corp.
(See Brakes, above)
(12) HI-LOK FASTENERS AND TOOLS:
Vendor: Hi-Shear Corporation PH: (213) 326-8110
2600 Skypark Drive
Torrance, California 90509
(13) INADVERTENT ICE PROTECTION SYSTEM (TKS):
Vendor: Aerospace Systems and Technologies, Inc.
3213 Arnold Ave. PH: (785) 493-0946
Salina, Kansas 67401 FAX: (785) 493-0950
http://www.weepingwings.com/

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(14) LIGHTS - NAVIGATION/STROBE LIGHTS STANDBY/MAP:

Vendor: Whelen Engineering Co. Inc. PH: (860) 526-9504
Route 145, Winthrop Rd. FAX: (860) 526-2009
Chester, CT 06412
http://www.whelen.com/
(15) MAGNETOS:
Vendor: Slick Aircraft Products PH: (904) 739-4000
Unison Industries FAX: (904) 739-4006
Attn: Subscription Dept.
7575 Baymeadows Way
Jacksonville, FL 32256
http://www.unisonindustries.com/
Installation, Operation F1100 MASTER SERVICE MANUAL,
and Maintenance 4300/6300 SERIES MAGNETO
Instructions: MAINTENANCE AND
OVERHAUL MANUAL - L-1363
(16) NAVIGATION, COMMUNICATIONS, AND GPS (NAV/COM/GPS):
Vendor: Garmin International PH: (913) 397-8200
1200 East 151ST Street
Olathe, KS 66062
http://www.garmin.com
(17) OXYGEN SYSTEM: (TC ONLY)
Vendor: Scott Aviation PH: (716) 683-5100
2225 Erie Street
Lancaster, New York 14086
http://www.scottaviation.com/
(18) PROPELLER:
Vendor: Hartzell Propeller Inc. PH: (937) 778-4379
One Propeller Place FAX: (937) 778-4321
Piqua, OH 45356-2634
http://www.hartzellprop.com/index2.htm
Standard Practices: Manual No. 202A
Overhaul
and Maintenance: Manual No. 113B
Aluminum Blade
Overhaul: Manual No. 133C
Propeller Owner’s
Manual and Logbook: Manual No. 115N

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MAINTENANCE MANUAL

(19) PROPELLER GOVERNOR:

Vendor: Hartzell Propeller Inc. PH: (937) 778-4379
One Propeller Place FAX: (937) 778-4321
Piqua, OH 45356-2634
http://www.hartzellprop.com/index2.htm
Governor Maintenance: Manual No. 130B
(20) STANDBY ATTITUDE INDICATOR:
Vendor: Mid-Continent Instruments Co., Inc. PH: (316) 630-0101
9400 E. 34 TH Street N. FAX: (316) 630-0723
Wichita, KS 67226
http://www.mcico.com/index.html
Installation Manual and
Operating Instructions: Manual No. 9015762
(21) STARTER:
Vendor: See listing under (or) Sky-Tec
Alternator, above. 350 Howard Clemmons Rd
Granbury, Texas 76048
PH - (800) 476-7896
FAX - (817) 573-2252
http://www.skytecair.com
(22) VACUUM PUMPS:
Vendor: Aero Accessories, Inc. PH: (800) 822-3200
1240 Springwood Avenue
Gibsonville, NC 27249
http://www.aeroaccessories.com/index.html
(23) VACUUM REGULATORS:
Vendor: Parker Hannifin Corporation PH: (800) 382-8422
Airborne Division
711 Taylor St.
Elyria, OH 44035
http://www.parker.com/cleveland/Universe/book.pdf

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14. Chapter/Section Index Guide

NOTE: The following GAMA Specification No. 2 standard chapters are not included in this Maintenance
Manual: 36, 38, 49, 54, 60, 72, 75 and 83. These chapters are omitted because the subject
system is either: not installed in these airplanes; adequately covered in vendor or other manuals;
or, for ease of use, has been combined with another chapter.

CHAPTER SECTION TITLE GRID NO.

4 AIRWORTHINESS LIMITATIONS 1C1

00 Airworthiness Limitations

5 TIME LIMITS/MAINTENANCE CHECKS 1C9

00 General
10 Time Limits
20 Scheduled Maintenance
30 Special Inspections
50 Unscheduled Maintenance Checks

6 DIMENSIONS AND AREAS 1F1

00 General

7 LIFTING AND SHORING 1F15

10 Jacking

8 LEVELING AND WEIGHING 1F23

10 Weighing
20 Leveling

9 TOWING AND TAXIING 1G9

10 Towing
20 Taxiing

10 PARKING AND MOORING 1G19

10 Parking
20 Mooring

11 PLACARDS AND MARKINGS 1H5

20 Exterior Placards and Markings

30 Interior Placards

12 SERVICING 1I1

00 General
10 Replenishing
20 Scheduled Servicing

6A19 INTRODUCTION Sep

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MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

20 STANDARD PRACTICES - AIRFRAME 2C1

00 General
20 Painting

21 ENVIRONMENTAL SYSTEMS 2D3

00 General
20 Distribution
40 Heating
50 Cooling

22 AUTOFLIGHT 2G5

10 Autopilot

23 COMMUNICATIONS 2H9

00 General
50 Audio Integrating
60 Static Discharging

24 ELECTRICAL POWER 2I1

00 General
30 DC Generation
40 External Power
50 Electrical Load Distribution

25 EQUIPMENT/FURNISHINGS 3C1

10 Flight Compartment
20 Passenger Compartment
60 Emergency

26 FIRE PROTECTION 3D1

20 Extinguishing

27 FLIGHT CONTROLS 3D11

00 General
10 Aileron and Tab
20 Rudder and Tab
30 Stabilator and Tab
50 Flaps

28 FUEL 3G15

00 General
10 Storage
20 Distribution
40 Indicating

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

29 HYDRAULIC POWER 3I11

00 General
10 Main

30 ICE AND RAIN PROTECTION 4C1

00 General
10 Airfoil
30 Pitot and Static
60 Propeller
80 Detection

31 INDICATING / RECORDING SYSTEMS 4E7

50 Central Warning Systems

32 LANDING GEAR 4F3

00 General
10 Main Gear and Doors
20 Nose Gear and Doors
30 Extension and Retraction
40 Wheels and Brakes
60 Position and Warning

33 LIGHTS 4J5

00 General
10 Flight Compartment
40 Exterior

34 NAVIGATION 5C1

00 General
10 Flight Environment Data
20 Attitude and Direction
50 Dependent Position Determining

35 OXYGEN 5J1

10 Crew/Passenger

37 VACUUM 6C1

00 General
10 Distribution
20 Indicating

6A21 INTRODUCTION Sep

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

39 ELECTRICAL/ELECTRONIC PANELS 6C21

10 Instrument and Control Panels

51 STRUCTURES 6E1

00 General
10 Investigation, Cleanup and Aerodynamic Smoothness
70 Repairs
80 Electrical Bonding

52 DOORS 6F13

00 General
10 Passenger/Crew
30 Cargo

53 FUSELAGE 6G9

20 Main

55 STABILIZERS 6G19

20 Stabilator
30 Vertical Stabilizer
40 Rudder

56 WINDOWS 6H15

10 Flight Compartment
20 Passenger Compartment

57 WINGS 6I3

00 General
20 Auxiliary Structure
40 Attach Fittings
50 Flight Surfaces

61 PROPELLERS 6J9

10 Propeller Assembly
20 Controlling

70 STANDARD PRACTICES - ENGINE 7C1

00 General

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PA-32R-301/301T, SARATOGA II HP/TC
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CHAPTER SECTION TITLE GRID NO.

71 POWER PLANT 7C9

00 General
10 Cowling
20 Mounts

73 ENGINE FUEL AND CONTROL 7D11

10 Distribution
20 Controlling

74 IGNITION 7E5

10 Electrical Power Supply

20 Distribution
30 Switching

76 ENGINE CONTROLS 7F21

10 Power Control

77 ENGINE INDICATING 7G7

00 General
10 Power
20 Temperature
40 Integrated Engine Instrument Systems

78 EXHAUST 7I1

00 General

79 OIL 7I11

20 Distribution
30 Indicating

80 STARTING 7J1

10 Cranking

81 TURBINES 7J17

20 Turbo-Supercharger

91 CHARTS & WIRING DIAGRAMS 8C1

10 Charts
21 & Up Wiring Diagrams (Schematics)

6A23 INTRODUCTION Sep

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

A Avidyne Entegra EFIS Corrosion

Component Locator: 5D5 Control: 6E11
Access Plates and Panels: 1F12
Description: 5D1 Forms: 6E11
Accident/Incident Reporting: 1A12
Instrument Panel: 5D1
Aerofiche Grid Code: 1A11 D
Magnetic Heading System
Aileron
Calibration: 5I1 Definitions
Balancing: 6J4
Magnetometer: 5H24 Inspections: 1C19
Checking Free Play: 6J1
Wiring Harness: 5D8 Defrosters: 2D17
Installation: 6J2
Avionics Deicing Fluid: 4C7
Ailerons
Installation: 2H18 Doors
Control System
Rack-Mounted: 6D3 Baggage Door Lock Tool: 6G7
Installation: 3E11
Rigging and Adjustment: Cabin: 6G1
B Upper Door Latch -
3E13
Limits: 3E15 Balancing Equipment: 6H1, 6H5, Adjustment: 6G2, 6G4
Troubleshooting: 3E4 6H12 Description: 6F19
Tab: 3E16 Ball Diameters for Testing Hose Snubber Seals: 6F19
Air Conditioning Restrictions: 2C10 Installation: 6F20
Charging Stand Battery - See Electrical
Brakes E
Hookup: 2E21
Kent Moore J23500: 2E17 Bleeding: 4I17 EFIS - See Avidyne or Garmin
Robinar 34700: 2E16 Parking Brake: 1H1 EGT Gauge: 7G19
Hookup: 2E23 Servicing: 1I22 Electrical
Compressor System Battery: 2J6
Belt Installation: 2F12 Installation: 4I13 Servicing: 1I23
Sanden: 2F11 Leak Check: 4I16 Bonding: 6F9
Magnetic Clutch: 2F16 Toe Brake Cylinder: 4I17 Millivolt Drop Test: 6F10
York: 2F9 Toe Brake Installation: 4I15 Resistance Index: 6F10
Magnetic Clutch: 2F18 Wheel Brake Assembly: 4I9 Bonding Straps: 2H23
Condenser Buttock Lines: 1F10 Electrical System
Air Scoop Installation: 2F21 Alternator: 2I10
C Belt Tension Adjustment:
Evacuation Hookup: 2F4
Installation: 2E8 Cabin 2I21
Leak Test: 2F3 Heat: 2D17 Troubleshooting: 2I12
Service Valves: 2E9 Ventilation: 2D11, 2D17 Component Loads: 2J17
Test Gauge and Manifold Set: Chapter/Section Index Guide: Description and Operation:
2F1, 2F2 1A19 2I7
Torque Specifications: 2E15 Cherrylock Rivet Removal: 2C9 Load Distribution: 2J17
Troubleshooting: 2E3 CHT Gauge: 7G21 Standby Alternator: 2I23
Air Filter Circuit Breaker Panel: 6D4 Installation: 2J5
Servicing: 1J5 Cleaning: 1I8 Troubleshooting: 2J1
Airworthiness Aircraft Finish Care: 1I7 Emergency Battery: 2J9
Directives (AD’s): 1C15 Fuel Filter: 1I16 External Power: 2J15
Instructions for Continued Consumable Materials: 8C23 On Aircraft Checks: 2I18
Airworthiness: 1A9 Control Column Assembly: 3E5 Schematics
Limitations: 1C7 Control Wheel Installation: 3E9 ADF: 8I16
Annunciator Conversion Tables: 8C12 AHRS: 8I8
Description: 4E13 Decimal: 8C17 Air Conditioning: 8D19
Troubleshooting: 4E14, 4E20 Drill Sizes: 8C21 Air Data Computer: 8I9
Autopilot - See System 55/55X Metric: 8C20 Alternator Power: 8E13
Temperature: 8C18 Ammeter: 8E19
Weights and Measures: 8C19 Annunciator: 8G1
Attitude Gyro: 8I4
Autopilot: 8D23

6B1 INDEX SepPAGE 1

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Schematics (cont.) Switch: 8G19 Installation: 7C20, 7D8

Auxiliary Vacuum System: Taxi: 8H15 Instruments
8I20 Low Voltage Monitor: 8E19 Analog Instruments: 7H7
Avionics Magneto Switch: 8I23 Single / Dual Instrument:
Cooling: 8D17 MAP: 8J2, 8J3, 8J16 7H7
Lighting: 8D17 Multi-Function Display CHT Gauge - See CHT
Baggage Door Ajar: 8H11 (MFD): 8I7 Gauge
Cabin Temp: 8J16 OAT Probe: 8I1 Description: 7G13
CHT: 8J5, 8J11, 8J15 Oil Pressure: 8J19, 8J21 EGT Gauge - See EGT
Clock: 8H7 Oil Temperature: 8J19, 8J21 Gauge
Configuration Module: 8J16 Overhead Speakers: 8E9 Engine Instruments & DDMP:
Data Acquisition Unit: 8J10 Pitot Heat: 8F21 7H3
Data Link: 8F23 Power Point: 8F3 Alarm Conditions: 7H9
DDMP: 8J6 Power Switching: 8E22 Electrical Mode: 7H10
DME: 8I17 Primary Flight Display (PFD): Exceedance Condition:
EGT: 8J12, 8J13 8I7 7H9
Electric Flaps: 8F9 Radio Master Switch: 8E7 Exceedance Mode: 7H11
ELT: 8F5 RPM: 8J1, 8J3, 8J21 Failure Condition: 7H9
Engine / Airframe Unit: 8J17 Skywatch: 8I13 Fuel Mode: 7H13
Engine Digital Display Squat Switch, R.H.: 8I1 Instrument Mode: 7H10
Monitoring Panel: 8J6 Stall Warning: 8F7 Integrated Engine
Engine Gauge: 8J8 Standby Alternator: 8E20 Instrumentation
Entertainment Console: 8H6 Standby Attitude Indicator: Calibration: 7H16
Exceedance Audio Alert: 8I5 Percent Power: 7H12
8F17 Starter and Accessories: 8K1 Temperature Mode: 7H13
External Power: 8F1 Stormscope: 8I14 Manifold Pressure Gauge -
Fresh Air Blower: 8D15 TIT: 8J12, 8J14, 8J15 See MAP Gauge
Fuel Flow: 8J12, 8J13, 8J14, TKS System: 8F19 Oil Pressure: 7I19
8J21 Transponder: 8I15 Oil Temperature: 7I21
Fuel Pump: 8F11 Turn and Bank Indicator: 8I3 Tachometer - See
Fuel Quantity: 8F13 VAC: 8J5 Manifold Pressure vs Oil
GMA 1347 Audio Panel: Vacuum Inop: 8I19 Temperature: 7D24
8E10 Static Wicks: 2H23 Mixture Control Adjustment:
Ground Blocks: 8E23 Symbols: 8D10, 8D11 7G3
Ground Clearance: 8E3 System Mount
Hour Meter: 8H7 Servicing: 1J6 Corrosion Inspection: 7D5
Integrated Avionics Units: Voltage Regulator: 2J9 Shock Mounts: 7D6
8I10 Wire Coding: 8D9 Serial Number Location: 1F7
Landing Gear ELT Standard Practices: 7C7
Control: 8G13 Artex ELT 110-4: 3C19 Starter
Position and Warning: Battery: 3C19 Bench Tests: 7J12
8G15 Testing: 3C20 Description: 7J7
Lights Wiring Schematic: 3C21 Exploded View: 7J7
Baggage: 8H7 Empennage Group: 6H2 Service Test Specifications:
Courtesy: 8H2 Engine 7J13
Flood: 8H12 Description: 7C15 Troubleshooting: 7J8
Landing: 8H15 Exhaust System - See Exhaust Using External Power: 7J12
Navigation: 8H20 System Throttle Control Adjustment:
Panel: 8G19 Fuel 7G3
Radio: 8H1 Air Bleed Nozzles: 7D18 Timing Marks: 7E13
Reading: 8H2 Injection System: 7D19 Troubleshooting: 7C15
Recognition: 8H24 Injector: 7D20
Strobe: 8H20 Ignition - See Ignition System

PAGE 2
Sep 30/06 INDEX 6B2

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Turbocharger Troubleshooting: 3G24 Troubleshooting: 5D16

Description: 7K1 Fuselage Stations: 1F10 Engine / Airframe
Installation: 7K7 SensorFailures: 5D21
Nomenclature: 7K4 G GDC 74A: 5F1
Troubleshooting: 7K2 Garmin 1000 EFIS GDL 69/69A: 5F7
Wastegate Alerts and Annunciations: 5D18 GDU 1040: 5E4
Adjustment: 7K9 Calibration GEA 71: 5E21
Installation: 7K9 GRS 77/GMU 44: 5H4 GIA 63W: 5E12
Exhaust System Magnetic: 5I4 GMA 1347: 5E10
100 Hour Inspection: 7I7 Components: 5E3 GMU 44: 5F5
Inspection Points: 7I8 Configuration Mode Overview: GRS 77: 5F3
Extinguishing 5F12 GTX 33: 5E23
Portable Fire Extinguisher: 3D7 Description: 5D10 LRU Failures: 5D19
Description: 3D7 Displays: 5D10 Software
Inspection: 3D7 Inspections: 5D24 Load / Configuration: 5G1
Lighting Setup: 5H14 GMA-340
F Cockpit: 5H17 Adjustment: 2H19
Fiberglass Repairs - See Repairs - Magnetic Heading System Audio Panel: 2H17
Fiberglass Calibration: 5I4 Functional Test: 2H17
Flaps Post-Installation Setup: 5F12 Removal and Installation: 2H17
Control System Required Equipment List: 5I9 GNS 430/530
Installation: 3G6 Shield Block Installation: 5F11 Post Installation Setup: 5I11
Rigging and Adjustment: 3G8 Spider Grounds: 5F10 GTX-330
Troubleshooting: 3G5 System Communications: 5D11 Post Installation Setup: 5I16
Inspection Engine / Airframe Interface:
Flap Torque Tube/Pushrod 5D14
H
Distortion Inspection: Flight Instrumentation Heated Pitot-Static Mast: 4C7,
3G11 Interface: 5D13 4D15
Installation: 6J2 Hierarchy: 5G2 Heated Windshield Panel: 4D19
Flareless Tube Fittings: 2C12 Navigation / Communications Hose Specifications: 8C22
Flight Instruments - See also EFIS Interface: 5D15 Hose, Tube, and Line Markings:
Airspeed Indicator: 5C18 Testing 2C11
Altimeter: 5C17 AHRS / ADC Backup Path: Hydraulic System
Attitude Indicator: 5C23 5H13 Installation: 3I20
Directional Gyro: 5H19 Aircraft Interface: 5G17 Pump: 3J2
Magnetic Compass: 5I6 Display Failure: 5H13 Servicing: 1I23
Standby Attitude Indicator: Emergency Power: 5H5 Schematic Diagram: 3I18
5C24 Engine / Airframe: 5H2 Servicing: 3J5
Turn and Bank Indicator: 5I8 GDC 74A: 5G23 Testing: 3J5
Vertical Speed Indicator: 5C16 GIA 63W: 5G21
Fluid Line Identification: 2C10 GIA Failure: 5H12 I
Fluid Tubing Support: 2C13 GMA 1347: 5G20 Ice Protection: 4C5
Fuel System GPS Failure: 5H11 Ignition System
Filter Assembly: 3H18 GRS 77/GMU 44: 5G24 Description: 7E11
Fuel Cells: 3H6 GTX 33: 5G22 Ignition Harness: 7F9
Components: 3H7 Initial Display: 5G16 Harness Cap: 7F13
Fuel Quantity Optional Systems: 5H7 Stripping Tool: 7F10
Calibration: 3I1, 3I5, 3I6 S-TEC 55X Interface: 5H5 Magnetos: 7E12
Needle Deviation: 3H22 Wiring Harness: 5F20 100 Hour Inspection: 7E12
Inspection 500 Hour Inspection and
Fuel Tank / Wing Spar Cleaning: 7E15
Corrosion Inspection: Bearing Bar: 7F2
3H5 Bearings: 7E23

6B3 INDEX SepPAGE 3

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Magnetos (cont.) Per Event Leading Particulars: 1F8

Carbon Brush Assembly: Engine Events/Stoppages: Leveling Airplane: 1G7
7E18 1E16 Life Limited Parts: 1C7
Coil Wedge: 7E23 Flaps Extended Above Lights
Exploded View: 7E20 Maximum Flap Exterior
Impulse Coupling Extension Speed: Landing Lights: 4J15
Pawl Clearance: 7E16 1E17 Navigation Lights: 4J23
Pawls: 7E16 Flood Damage: 1E18 Recognition Lights: 4J23
Internal Timing: 7F2 Hard or Overweight Strobe Lights: 4J24
Oil Seal: 7E23 Landing: 1E16 Interior
Rotor and Stop Pin: 7E15 Lightning Strike: 1E15 Annunciator
Rotor Gear: 7F2 Severe Turbulence: 1E16 Lamp Replacement: 4J13
Testing: 7F4 Progressive Inspection: 1C21 Dimmer Control: 4J13
Timing to Engine: 7E12 Special: 1E5 Locking Airplane: 1H1
Timing Tool Kit Unscheduled: 1E15 Lubrication
Troubleshooting: 7E12 Instruments Application of Grease: 1J8
Spark Plugs: 7F14 Face-Mounted: 6D3 Application of Oil: 1J8
Coupling Torque: 7F16 Introduction: 1A7 Charts: 1J9
Inspection And Cleaning: Air Conditioning: 1J24
7F15 J Baggage Doors: 1J23
Inadvertent Ice Protection System Jacking: 1F21 Cabin Doors: 1J23
- See TKS Control System: 1J14
Index: 1B1 L Fuel Selector: 1J22
Inspection - See also System Landing Gear Main Landing Gear: 1J10
Chapter/Section Description: 4F11 Nose Landing Gear: 1J12
Definitions: 1C19 Emergency Release: 4I1 Power Plant: 1J20
Procedures Extension and Retraction Propeller: 1J20
100 Hour Standby Alternator: Functional Test: 4H17 Seats: 1J23
2I24 Troubleshooting: 4H11
Aft Wing Attach Fitting: 6G15 M
Limit Switches: 4I21
100 Hour: 6G15 Main Magnetic Heading Systems: 5H20
Alternate Air Door: 1J5 Actuating Cylinder: 4H23 Magnetos - See Ignition System
Control Cables: 3D20 Adjustment: 4G5 MAP Gauge: 7G15
Dye Penetrant: 2C14 Aligning: 4G7 Markings - See See Placards
Electrical Bonding: 6F9 Door: 4G9 Mooring: 1H3
Flap Torque Tube/Pushrod Installation: 4G2 Muffler - See Exhaust System
Distortion Inspection: Oleo Strut: 4F22
3G11 Toe-In and Toe-Out
N
Flexible Hoses: 2C10 Correction: 4G8 Nylon Tubing Coupling: 2C14
Garmin 1000 EFIS Tolerances: 4G10
1000 Hour: 5E2 Nose O
Annual / 100 Hour: 5D24 Actuating Cylinder: 4H22
Nylon Tubing Couplings: Olive Clenching: 2C15
Adjustment: 4G24 Outside Air Temperature: 5C19
2C15 Alignment: 4G24
Propeller: 1J6 Oxygen System
Doors: 4H3 Cylinder: 5J7, 5J13, 5J19, 5J21
Restraint System: 3C10 Installation: 4G20
Requirements: 1C21 Description: 5J7
Oleo Strut: 4G16 Inspections: 5J12
Annual / 100 Hour Inspection: Tolerances: 4H4
1C21 Installation: 5J8
Servicing: 1I19 On/Off Control: 5J7, 5K1
Procedure: 1C22 Troubleshooting: 4F13
Overlimits Inspection: 1C21 Outlets: 5J7, 5J12, 5J13, 5J24
Warning: 4I24
Operational Check: 4J1

PAGE 4
Sep 30/06 INDEX 6B4

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Pressure Gauge: 5J7, 5J12, R Stabilator Balancing: 6H4

5J13, 5J23 Stabilator Trim Tab: 6H1
Repairs
Recharge Valve: 5J7, 5J11, Trim Control System
Fiberglass: 6E19
5J13, 5J22 Installation: 3F20
Impacted Damage: 6F4
Regulator Valve: 5J7, 5J13, Rigging and Adjustment:
Metal / Wire Stitching: 6F5
5J21 3F23
Stress Lines: 6F3
Servicing Stall Strips - See TKS
Thermoplastic: 6E21
Cleaning: 5J16 Stall Warning System: 3G1
Cracks: 6F1
Component Limits: 5J13 Functional Tests: 3G1
Deep Scratches: 6E22
Filling Pressures vs. Temp: Standard Practices Airframe: 2C5
Epoxy Patching Compound:
5J12 Starter - See Engine, Starter
6E23
Leak Tests: 5J16 Station Reference Lines: 1F11
List of Materials: 6E24
Purging: 5J16 Steering Pedal Assembly: 3F5
Surface Scratches: 6E22
Refilling: 5J10 Structures
Welding Repair: 6E23
Test Apparatus: 5J13 Description: 6E7
Various: 6F2
Swageloc Fittings: 5J18 Switches
Restraint System: 3C10
Troubleshooting: 5J9 Overhead Panel: 6D5
Revisions
Tubing Installation: 5J15 Push ON/OFF: 6D6
Aerofiche Revision Status: 1A3
Radio Master: 2H15
P Identifying Revised Material:
Rocker-Type: 6D5
1A11
Painting: 2C21 System 55/55X: 2G11
Rod End Bearing Installation: 2C8
Parking: 1H1 Flap Compensator: 2H6
Rudder
Parking Brake: 1H1 GPSS: 2G15
Control System
Piper Pitch Servo: 2H1
Installation: 3E23
Publications: 1A12 Pressure Transducer: 2G18
Rigging and Adjustment: 3F1
Pitot Heat: 4C7, 4D15 Roll Servo: 2G20
Limits: 3F2
Pitot/Static System Servo Clutch Torque
Troubleshooting: 3E21
Description: 5C11 Adjustment: 2H4
Rudder Balancing: 6H12
Installation: 5C12 Trim Monitor: 2G18
Trim Control System
Placards Trim Servo: 2G22
Installation: 3F3
Exterior: 1H11 Troubleshooting: 2G15
Rigging and Adjustment: 3F4
Interior: 1H16
Entertainment Console: 1H23 S T
Instrument Panel: 1H18 Taxiing: 1G17
Safety Walk Installation: 6F5
Principal Dimensions: 1F8 Testing
Seats
Propeller A/C Leaks: 2F3
Seat Back Lock: 3C7
Governor Control Arm: 6J21 ELT: 3C20
Serial Number
Installation: 6J16 Fuel Quantity Gauge: 3H23
Effectivity: 1A9
Torque Limits: 6J15 Garmin 1000 EFIS: 5G16
Explanation: 1A10
Typical Nicks and Removal GMA-340 Functional Test: 2H17
Location: 1F7
Methods: 6J18 Hydraulic System: 3J5
Service Points: 1I15
Propeller Deicing: 4D23 Magnetos: 7F4
Skin Material Specifications: 6E8
Propeller Governor: 6J22 Stall Warning System: 3G1
Spark Plugs - See Ignition System
Adjustment: 6J21 Thermoplastic Repairs - See
Stabilator: 6H1
Publications Repairs - Thermoplastic
Attach Brackets: 6H6
Piper: 1A12 Three View: 1F7
Control System
Vendor: 1A12 Tires
Installation: 3F14
Balancing: 1J6
Rigging and Adjustment.:
Servicing: 1I22
3F16
Limits: 3F17
Troubleshooting: 3F11

6B5 INDEX SepPAGE 5

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

TKS: 4C9 Manifold Pressure Gauge: Windows and Windshields

Drain Valve: 1J2 7G15 Windows: 6I1
Electrical Schematic: 4D13 Oil Pressure Gauge: 7I19 Installation: 6I1
Fluid Quantity Sender: 4D4 Oil Temperature Indicator: 7I21 Windshield: 6H21
Fluid Schematic: 4D11 Oxygen System: 5J9 Defrost: 2D17
Fluid Tank: 4D1 Rudder Control System: 3E21 Installation: 6H22
Fluid Tank Strainer: 4D3 Stabilator Control System: 3F11 Windshield Heat: 4D20
Porous Panel: 4C15 Standby Alternator Regulator: Wing
Finishing with Sealant: 4C20 2J1 Description: 6I9
Installation: 4C19 Starter: 7J8 Installation: 6I14
Stall Strips: 4C21 Strobe Lights: 4J24 Tip: 6I11
Propeller Boot: 4E2 Tachometer: 7G16 Wing Stations: 1F10
Propeller Installation: 4E1 TKS Fault Isolation: 4C11
Propeller Slinger Ring: 4D23 TKS Tubing: 4D12
Proportioning Unit Flow Rates: Turbocharger: 7K2
4D7 Turn and Bank Indicator: 5I8
Pump and Drain Valve: 4C23 Vacuum System: 6C8
System Vertical Speed Indicator: 5C16
Servicing: 1J1 Turbocharger - See Engine,
Test Apparatus: 4C14 Turbocharger
Troubleshooting: 4C10
Torque V
Conversion: 8C15 Vacuum System
Requirements: 8C11 Description: 6C7
Flare Fitting: 8C11 Filter: 6C11
Nuts: 8C13 Gauge: 6C11, 6C17
Torque Wrench Formula: 2C8 Inspection: 6C12
Towing: 1G15 Pump: 6C12
Troubleshooting Pump Fittings: 6C13
Aileron Control System: 3E4 Pump Vane Wear: 6C12
Air Conditioning System: 2E3 Regulator: 6C14
Airspeed Indicator: 5C19 Service: 6C14, 6C17
Alternator System: 2I13 Switch: 6C18
Altimeter: 5C17 Troubleshooting: 6C8
Annunciator: 4E14, 4E20 Vendor
Attitude Indicator: 5C23 Contact Information: 8D7
Cylinder Head Temperature Publications: 1A12
Gauge: 7G21 Vertical Stabilizer: 6H9
Directional Gyro: 5H19
Engine: 7C16 W
Engine Instrument & DDMP: Water Lines: 1F10
7H2 Weeping Wings - See TKS
Exhaust Gas Temperature Weighing Airplane: 1G5
Gauge: 7G19 Wheels
Extension and Retraction: 4H11 Balancer: 1J7
Flap Control System: 3G5 Main
Fuel System: 3G24 Assembly: 4I5
Garmin 1000 EFIS: 5D16 Nose
Inadvertent Ice Protection Assembly: 4I7
System (TKS): 4C11
Landing Gear: 4F13
Magnetic Compass: 5I7
Magnetos: 7E12

PAGE 6
Sep 30/06 INDEX 6B6

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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6B7 INDEX SepPAGE 7

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

GRIDS 6B8 THRU 6B24

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PAGE 8
Sep 30/06 INDEX 6B8

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER

37
VACUUM

6C1

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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6C2

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER 37

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

37-List of 1 Sep 30/06

Effective Pages 2 Sep 30/06

37-Table of Contents 1 Sep 30/06

2 Sep 30/06

37-00-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06

37-10-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06

37-20-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06

6C3 37 - LIST OF EFFECTIVE PAGES SepPAGE 1

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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Sep 30/06 37 - LIST OF EFFECTIVE PAGES 6C4

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER 37 - VACUUM

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

GENERAL 37-00-00 1 6C7

Description and Operation 1 6C7
Troubleshooting 1 6C7

DISTRIBUTION 37-10-00 1 6C11

Hoses and Clamps 1 6C11
Gyro Filter 1 6C11
Vacuum Pump 2 6C12
Inspection 2 6C12
Removal 3 6C13
Installation 3 6C13
Replacing Pump Fittings 3 6C13
Vacuum Regulator 4 6C14
Service Tips 4 6C14
Adjustment 4 6C14
Removal 4 6C14
Installation 4 6C14

INDICATING 37-20-00 1 6C17

Vacuum Gauge 1 6C17
Service Tips 1 6C17
HP S/N’s 3246001 thru 3246087 only 1 6C17
HP S/N’s 3246088 & up, TC S/N’s 3257001 & up 1 6C17
Removal and Installation 1 6C17
Vacuum INOP Sensor/Switch 2 6C18
Removal 2 6C18
Installation 2 6C18

6C5 37 - CONTENTS SepPAGE 1

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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PAGE 2
Sep 30/06 37 - CONTENTS 6C6

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

GENERAL

1. Description and Operation

WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING
OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
NOTE: In HP S/N’s 3246218 & up and TC S/N’s 3257339 & up, when equipped with either the Avidyne
Entegra EFIS or the Garmin 1000 EFIS, no vacuum system is installed.
The vacuum system operates the gyro instruments which provide critical flight information (i.e. - attitude
and direction). It consists of an engine driven dry vacuum pump, a vacuum regulator and filter, and
necessary plumbing to connect the components. An auxiliary dry air pump system provides a backup
source to operate gyro flight instruments, should the engine driven pump fail. A vacuum gauge is used to
monitor the system constantly.
Maintenance, other than that described, must be performed by the instrument manufacturer or an
authorized instrument repair station.
2. Troubleshooting
See Chart 1.

6C7 37-00-00 SepPAGE 1

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 1 (Sheet 1 of 2)
TROUBLESHOOTING VACUUM SYSTEM
Trouble Cause Remedy
No vacuum gauge indication. Open vacuum line. Locate and repair.
Faulty instrument. Replace.
Faulty transducer. * Replace transducer.
No vacuum gauge indication Faulty gauge and/or Replace gauge, and/or
at instrument or source. malfunctioning pump. pump(s).
Low vacuum system indications. Filter dirty. Clean or replace filter.
Vacuum regulator valve Adjust regulator valve per
needs adjusting. instructions in 37-10-00.
Restrictions in gyros to Repair or replace line.
filter line.
Pump(s) to gyros line leaking. Check all lines and fittings.
Faulty transducer. * Replace transducer.
Abnormal gyro precession - Dirty filter. Replace filter and adjust
vacuum gauge reading correct regulator.
or at maximum pressure.
Normal vacuum indication but Faulty instrument. Replace instrument.
sluggish operation of instruments.
Dirty or clogged filter Replace filter.
Vacuum line kinked. Repair lines.
Faulty transducer. * Replace transducer.
High System vacuum. Vacuum regulator is improperly Adjust regulator properly.
adjusted.
Dirty or clogged filter. Replace filter.
Vacuum lines bent, kinked, Repair or replace.
or restricted.lines.
Vacuum regulator sticking or Clean screen and check
dirty screen regulator operation.
Regulator cannot be adjusted Lines leaking. Check all lines and fittings.
to maintain correct pressure.
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.

* HP S/N’s 3246088 & up, TC S/N’s 3257001 & up.

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CHART 1 (Sheet 2 of 2)
TROUBLESHOOTING VACUUM SYSTEM
Trouble Cause Remedy
Vacuum correct but pilot Regulator sticky. Clean regulator.
reports pressure erratic or
shows complete loss in flight. Oil in pump due to leaky engine Replace pump.
seal or cleaning fluid blown into
pump while cleaning engine.
Faulty transducer. * Replace transducer.
Pressure can only be maintained Leak in system. Repair or replace lines.
at full throttle on ground.
Worn pump. Replace pump.
Stuck regulator. Clean or replace regulator.
AUX ON selected on ground Circuit breaker open. Reset circuit breaker(s).
check and auxiliary vacuum
pump will not run. Faulty electrical motor. Isolate and check operation.
Replace pump or motor
assembly if required.
Faulty contactor. Check operation. Replace
if required.
Loose or broken wire Tighten all wire connections
connections.and terminals.
Check all wires for open
breaks and repair as needed.
AUX ON selected on ground Leak in vacuum system. Tighten clamps and check
check and/or no vacuum indicated. hoses. Replace if necessary.
AUX ON annunciator will Restriction in hose lines. Inspect, repair, or replace
not light. hose line if necessary.
Dirty filter. Replace filter.
Regulator not adjusted properly. Adjust properly.
VAC OFF AUX ON annunciator Circuit breaker open. Reset circuit breaker(s).
switching will not engage auxiliary
vacuum pump system. Faulty switch. Test switch for operation.
Replace if necessary.
Auxiliary vacuum pump maintains Auxiliary vacuum pump Replace auxiliary vacuum
correct pressure on ground is worn. pump assembly.
but not at altitude.
Regulator is sticky. Clean or replace regulator.

* HP S/N’s 3246088 & up, TC S/N’s 3257001 & up.

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DISTRIBUTION

The following information is intended to aid in diagnosing vacuum system service symptoms on those
components which are serviced by removal and replacement - I.E. - hoses, clamps, gyro filters, vacuum
pumps, and vacuum regulators.
1. Hoses and Clamps
A. These items should be examined periodically and inspected carefully whenever maintenance
activities cause hose disconnections to be made at the pumps, manifold, regulators, tube
assemblies, gyros and/or vacuum gauge.
B. 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 vacuum
pump(s) will suck in the loose particles and eventually ingest them. This can cause pump failure.
C. Replace old, hard, cracked or brittle hose. Sections of the inner layers may separate, causing pump
failure.
D. 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
WOULD DAMAGE THE PUMP.
E. 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 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.
F. Hose clamps and fittings should be replaced when broken, damaged or corroded.
2. Gyro Filter
A. Gyro filters must be serviced on a scheduled basis, not to exceed 100 hours, and on condition.
B. The system installation employs a large central filter and differential vacuum gauge that
continuously monitors filter condition while indicating vacuum readings.
NOTE: A decline in panel gauge reading indicates the filter is becoming clogged. Filters should be
replaced when gauge reading declines; DO NOT adjust regulator(s).

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3. Vacuum Pump
NOTE: In HP S/N’s 3246218 & up and TC S/N’s 3257339 & up, when equipped with either the Avidyne
Entegra EFIS or the Garmin 1000 EFIS, no vacuum system is installed.
Vacuum pump is a rotary vane, positive displacement type. This unit consists essentially of an aluminum
housing, a carbon rotor and carbon vanes. This assembly is driven by means of a coupling mated to
engine driven gear assembly. Pump is mounted on accessory section of engine.
A. Inspection (See Figure 1.)
NOTE: Aero Accessories (Tempest) Dry Air (Vacuum) Pumps are installed in HP S/N’s 3246218 &
up and TC S/N’s 3257339 & up, and as service replacements. The following inspection
applies only to those pumps.
The Aero Accessories (Tempest) vacuum pumps 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 1.
(1) As the vanes wear, they slide outboard in the vane slots in the rotor.
(2) When the portion of the vane that can be observed in the inspection hole covers approximately
1/8 TH of inspection hole, replace the pump.

Vacuum Pump Vane Wear Inspection

Figure 1

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B. Removal
(1) Remove top portion of engine cowling, (Refer to Chapter 71.)
(2) Loosen hose clamp and remove hose from pump fitting.
(3) Remove four retaining nuts, lock washers and plain washers used to secure pump to engine;
then remove pump.
C. Installation
NOTE: Change the vacuum system filter when installing a new pump.
(1) If required, install fittings on pump per Replacing Pump Fittings, below.
CAUTION: ONLY PUMP MOUNTING GASKET AUTHORIZED AND APPROVED FOR USE
ON AIRBORNE VACUUM PUMP IS AIRBORNE GASKET B3-1-2, PIPER PART
NUMBER 751-859. USE OF ANY OTHER GASKET MAY RESULT IN OIL
SEEPAGE OR LEAKAGE AT MOUNTING SURFACE.
(2) Place pump gasket in its proper place and align spline on 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 engine cowling.
D. 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.
(1) Before installing any fittings on pump, check for any external damage. A pump that has been
damaged or dropped should not be installed.
CAUTION: DO NOT APPLY VISE PRESSURE TO OUTSIDE DIAMETER OR OVERALL
LENGTH OF PUMP.
(2) When a vise is used to hold pump while installing fittings, suitable caution must be exercised to
avoid pump damage. Square mounting flange must be held between soft wood blocks and only
at right angles to vise jaws. Use only enough vise pressure to hold pump firmly.
(3) The ports of AIRBORNE pumps have been treated with a dry film lubricant and AIRBORNE
fittings are cadmium plated thus eliminating any need for thread lubricants. If thread lubricant is
required, use only a silicone spray. Apply sparingly to external threads of fittings only and let
dry before assembly.

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4. Vacuum Regulator
One vacuum regulator valve is incorporated in system to control vacuum pressure to gyro instruments.
Regulator valve is located under instrument panel. Access to valve for maintenance and adjustment is
gained from below instrument panel.
A. Service Tips
(1) Vacuum regulators seldom needs replacement. Symptoms that suggest replacement are:
(a) Chatter as indicated by rapid fluctuation of vacuum gauge needle or an audible sound.
(b) Non-repeatability of vacuum gauge reading when panel gauge is not suspect or has been
checked against a known test gauge (cruise RPM only).
(2) All modes of regulator malfunction tend to increase vacuum power applied to gyros. Thus,
although excess vacuum is applied, a loss of vacuum does not occur.
(3) Gyros themselves act as a limiting device to keep vacuum power applied from exceeding safe
levels.
NOTE: If panel gauge has been checked and found OK and vacuum gauge reading does not
repeat within the normal operating range as marked on the gauge, then the vacuum
regulator should be changed. Observe usual precautions for maintaining system
cleanliness to avoid pump failure from ingested debris.
B. Adjustment
(1) Loosen locking nut or remove protective cap from valve, depending on which type is installed.
NOTE: Do not attempt adjustment of this valve with engine in operation, without qualified pilot
or other responsible person at controls.
(2) Start engine, after allowing time for warm-up, run engine at 2000 rpm
(3) With engine running at 2000 rpm suction gauge should indicate within the normal operating
range as marked on the gauge. If vacuum reading fails to fall within this range, shut down
engine and adjust regulator valve by moving valve adjustment screw clockwise to increase
pressure, and counterclockwise to decrease pressure. Start engine and repeat check. With
engine running at 2000 rpm suction gauge should indicate within the normal operating range
as marked on the gauge.
(4) Restart engine and repeat check.
(5) After system pressure has been adjusted to these recommended settings, replace protective
cap or retighten locknut, whichever applies to type of valve installed.
C. Removal
(1) Disconnect and cap the three (3) lines and remove mounting nut.
(2) Remove valve from airplane.
D. Installation
(1) Position regulator in airplane and secure with mounting nut. Uncap and connect the three (3)
lines.
(2) Check complete vacuum system for proper operation.

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INDICATING

The following information is intended to aid in diagnosing vacuum system service symptoms on those
components which are serviced by removal and replacement - I.E. - vacuum gauges and switches.
1. Vacuum Gauge
A. Service Tips
(1) Vacuum gauges seldom require service and usually are replaced when malfunctions occur.
NOTE: Vacuum gauge failure in a properly operating vacuum system does not impair safety
of flight.
(2) If vacuum gauge malfunctions in a manner to cause an incorrect reading in normal cruise
conditions, gauge must be checked by comparing reading with a gauge of known accuracy. If
gauge is indicating correct values and system vacuum level is not in accordance with specified
vacuum, then and only then should regulator be reset.
(3) Visual examination of gauge performance should cover the following steps:
(a) With engine stopped and no vacuum supplied to gauge, its pointer should rest against the
the internal stop in 7 o’clock position (or 9 o’clock in HP S/N’s 3246001 thru 3246087
only). Any other displacement from this position suggests need for replacement.
(b) A slight overshoot during engine startup, not to exceed half an inch of mercury, is normal
and is not cause to replace gauge.
(c) With engine operating at normal cruise RPM, gauge should read within the normal
operating range as marked on the gauge.
NOTE: In HP S/N’s 3246001 thru 3246087 only, the normal operating range is 4.8 to 5.2
IN. HG.
In HP S/N’s 3246088 & up and TC S/N’s 3257001 & up, the normal operating
range is either 4.8 to 5.2 or 4.5 to 5.2 IN. HG., depending on the gauge installed
in the individual aircraft.
(d) At 1200 rpm, vacuum gauge reading should be more than four inches of mercury.
B. HP S/N’s 3246001 thru 3246087 only.
Suction gauge is mounted on left side of instrument panel. This gauge is calibrated in inches of
mercury and indicates amount of vacuum created by engine driven vacuum pump. Suction gauge
has a direct pressure line and vent line. Therefore, the gauge indicates differential pressure or
actual pressure being applied to gyro instruments. As system filter becomes clogged or lines
obstructed, gauge will show a decrease in pressure. Do not reset regulator until filter and lines have
been checked.
C. HP S/N’s 3246088 & up and TC S/N’s 3257001 & up.
CHT/VAC gauge is mounted on left side of instrument panel in the twin stack under the Digital
Display Monitoring Panel. The VAC side of this gauge is calibrated in inches of mercury and
measures the differential pressure across the gyros by use of a transducer mounted between the
system filter and the regulator. As system filters becomes clogged or lines obstructed, gauge will
show a decrease in pressure. Do not reset regulator until filter and lines have been checked.
D. Removal and Installation
See Face-Mounted Instruments, 39-10-00.

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2. Vacuum INOP Sensor/Switch

Access to VACUUM INOP sensor/switch unit is gained by reaching up under instrument panel to vacuum
regulator.
A. Removal
(1) Disconnect the two electrical leads.
(2) Unscrew sensor/switch unit from vacuum regulator.
(3) Cover hole to prevent foreign matter from entering regulator.
B. Installation
(1) Screw sensor/switch unit into vacuum regulator.
(2) Reconnect the two electrical leads.
(3) Perform operational check.

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CHAPTER

39
ELECTRICAL /
ELECTRONIC PANELS

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CHAPTER 39

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

39-List of 1 Sep 30/06

Effective Pages 2 Sep 30/06

39-Table of Contents 1 Sep 30/06

2 Sep 30/06

39-10-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06

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CHAPTER 39 - ELECTRICAL / ELECTRONIC PANELS

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

INSTRUMENT AND CONTROL PANELS 39-10-00 1 6D3

General 1 6D3
Face-Mounted Instruments 1 6D3
Removal 1 6D3
Installation 1 6D3
Rack-Mounted Avionics 1 6D3
Removal 1 6D3
Installation 2 6D4
Circuit Breaker Panel 2 6D4
Removal 2 6D4
Installation 2 6D4
Switches 3 6D5
Overhead Switch Panel 3 6D5
Removal 3 6D5
Switch Replacement 3 6D5
Installation 3 6D5
Rocker-type Switches 3 6D5
Removal 3 6D5
Installation 3 6D5
Push ON - Push OFF Switches 4 6D6
Removal 4 6D6
Installation 4 6D6

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INSTRUMENT AND CONTROL PANELS

1. General
A. Face-Mounted Instruments
Most instruments are face-mounted and secured to the instrument panel by screws from the front of
the panel. Most instruments are removed out the back of the panel, but a few are removed through
the front of the panel. Take special care when any operation pertaining to the instruments is
performed.
(1) Removal
(a) Disconnect the plumbing and/or electrical connectors from the back of the instrument.
Where two or more lines connect to an instrument, identify and tag each line to facilitate
installation. Attach a dust cap to each fitting.
NOTE: For those instruments which remove through the front of the panel, disconnecting
and tagging plumbing and/or electrical connectors can be done after the
instrument retaining screws are removed and the instrument is slid gently forward
to expose the connections at the rear.
(b) Remove the screws that secure the instrument in the panel cutout.
(c) Remove the instrument from the panel.
(2) Installation
(a) Place the instrument in its proper panel cutout and secure with screws.
NOTE: For those instruments which install through the front of the panel, connecting
plumbing and/or electrical connectors can be done from the front of the panel
before the instrument retaining screws are installed. After the connections are
secure, slide the instrument into place and install the retaining screws.
(b) Connect the plumbing and/or electrical connectors to back of instrument.
(c) Check instrument operation.
B. Rack-Mounted Avionics
Most avionics are rack-mounted front-removable units generally secured to the instrument panel
tray/rack by a single jackscrew located in the center of their faceplate.
(1) Removal
(a) Insert an appropriate size (generally 3/32 inch) allen wrench into the jackscrew access
hole in the faceplate.
(b) Unscrew the jackscrew in a counterclockwise direction.
(c) Slide the avionics unit aft and out of the instrument panel tray/rack.

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(2) Installation
NOTE: Inspect the front of the panel-mounted avionics tray/rack to verify it is not significantly
inset from the panel. If so, correct the tray/rack installation before proceeding.
NOTE: The high insertion forces required to seat a unit with “high density” connectors tend to
limit the effectiveness of the first seating attempt. Accordingly, the following procedure
requires sequential applications of force, and subsequent tightening of the jackscrew,
to ensure all connectors seat properly.
(a) Slide the avionics unit into the instrument panel rack and forward applying a moderate
insertion force.
(b) Insert an appropriate size (generally 3/32 inch) allen wrench into the jackscrew access
hole in the faceplate and tighten to remove any slack, but do not try to “pull” unit into place
with the jackscrew.
(c) Apply additional insertion force to front of unit.
(d) Tighten jackscrew again.
(e) Apply additional insertion force to front of unit.
(f) Finish tightening jackscrew.
(g) Ensure that unit bezel is “tight” against panel.
2. Circuit Breaker Panel
Circuit breakers are installed in the lower right instrument panel and are of the single hole mounting,
pushbutton type, with manual reset.
Should a circuit breaker be replaced or added, exercise extreme caution ensuring the breakers are in
proper mechanical alignment, any insulators that are called out are installed correctly, and all electrical
wiring and connections meet aviation standards. Do not deviate from the parts manual requirements
when replacing circuit breakers.
NOTE: This type of circuit breaker can be used as a method of turning a system on and off.
A. Removal
(1) Disconnect positive battery cable.
(2) Remove knurled nut from circuit breaker face plate on front of instrument panel.
(3) From behind instrument panel, disconnect electric bus bar from circuit breaker.
(4) From behind instrument panel, remove circuit protector from instrument panel.
NOTE: Record placement of electrical leads to aid installation.
(5) Disconnect electrical connections fastened with screws to circuit breaker.
B. Installation
(1) Check circuit breaker amperage is correct.
(2) Connect electrical leads to their proper screws on new breaker and secure.
(3) From behind instrument panel, insert circuit protector into its proper hole on instrument panel.
(4) From behind instrument panel, install electric bus bar to circuit breakers.
(5) Reconnect positive battery cable.

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3. Switches
A. Overhead Switch Panel (Not installed in HP S/N’s 3246001 thru 3246017.)
Most switches are located in the overhead switch panel. When working on the overhead switch
panel, remove it from the aircraft first.
(1) Removal
(a) Remove panel retaining screws (8).
(b) Slide the switch panel down to gain access to the electrical connectors at the back of the
panel.
(c) Disconnect the electrical connectors and remove panel from aircraft.
(2) Switch Replacement
Switches in the overhead switch panel are not replaceable. If one switch fails, the entire switch
panel must be replaced.
(3) Installation
NOTE: The overhead switch panel is lighted with electroluminescent placards. The left and
right placards bear part of the load exerted by the panel retaining screws. Take care
not to overtighten the panel retaining screws when installing the switch panel or you
may damage the placards.
(a) Holding the switch panel below the opening in the headliner, connect the electrical
connectors to the rear of the panel.
(b) Slide the panel into position and secure with screws (8).
B. Rocker-type Switches
A few rocker-type switches are used in the instrument panel, except in HP S/N’s 3246001 thru
3246017. Those seventeen airplanes have all their electrical switches in the middle of the
instrument panel.
CAUTION: ALTHOUGH SMALL SWITCH ASSEMBLIES ARE EASIER TO REMOVE IF WIRING
IS FIRST DISCONNECTED, THE LIMITED WORK SPACE BEHIND THE PANEL CAN
RESULT IN BURNED WIRE INSULATION. DO NOT ATTEMPT TO UNSOLDER
THESE SMALL ELECTRICAL CONNECTIONS BEHIND THE INSTRUMENT PANEL
UNDER ANY CONDITIONS. IF NECESSARY, CUT WIRES AT POINT OF
CONNECTION. IN ANY CASE, IT’S BETTER TO DAMAGE THE SWITCH AND
REPLACE IT, RATHER THAN DAMAGE THE WIRING HARNESS LEADS.
(1) Removal
(a) Gain access to the switch from behind the instrument panel.
(b) Squeeze retainer blades on top and bottom of the switch together and push switch from
the panel.
(c) Make note of the placement of, and / or tag, wires on the switch to facilitate installation.
(d) Disconnect wires from the switch. Remove switch.
(2) Installation
(a) Connect wires to the switch.
(b) Squeeze retainer blades on top and bottom of the switch together and push switch into
panel until retainer blades engage the panel.

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C. Push ON - Push OFF Switches

A few Push ON - Push OFF switches are used in the instrument panel.
(1) Removal
(a) Gently pry off the switch cap.
(b) With a small screwdriver, rotate the two retaining tabs until they disengage.
(c) Slide the switch out.
(2) Installation
(a) Slide the switch into place.
(b) With a small screwdriver, rotate the two retaining tabs until they engage.
(c) Press on the switch cap.

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GRIDS 6D8 THRU 6D24

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CHAPTER

51
STRUCTURES

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CHAPTER 51

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
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CHAPTER 51 - STRUCTURES

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

GENERAL 51-00-00 1 6E7

INVESTIGATION, CLEANUP
AND AERODYNAMIC SMOOTHNESS 51-10-00 1 6E11
Corrosion Control 1 6E11
Forms of Corrosion 1 6E11
Conditions Affecting Corrosion 1 6E11
Inspection 3 6E13
Corrosion Removal and Control 3 6E13
Corrosion Prone Areas 4 6E14

REPAIRS 51-70-00 1 6E19

Fiberglass Repairs 1 6E19
Touch-up and Surface Repairs 1 6E19
Fracture and Patch Repairs 2 6E20
Thermoplastic Repairs 3 6E21
Pressure Sensitive Safety Walk Installation 11 6F5
Metal Wire Stitch Repair 11 6F5

ELECTRICAL BONDING 51-80-00 1 6F9

General 1 6F9
100 Hour Inspection 1 6F9
On Condition Inspection 1 6F9

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GENERAL

These airplanes have an all metal semi-monocoque structure. The fuselage is constructed of bulkheads,
stringers and stiffeners, to which all of the outer skin is riveted. Crew entrance door is located on right
side of fuselage above wing. Forward baggage door is forward of the wing on the right side of fuselage,
just aft of firewall. Passenger entrance door is provided on left side of fuselage aft of wing and is
adjacent to the aft baggage door. Wings and empennage are all metal, full cantilever semi-monocoque
type construction with removable tips.

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Skin Material Thickness

Figure 1 (Sheet 1 of 2)

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Skin Material Thickness

Figure 1 (Sheet 2 of 2)

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INVESTIGATION, CLEANUP AND AERODYNAMIC SMOOTHNESS

1. Corrosion Control
Corrosion is the deterioration of metal by chemical or electrochemical attack. Water which is allowed to
remain on the aircraft and industrial pollution are the major causes of corrosion in aircraft. The two
general types of corrosion are:
-- Direct chemical attack (i.e. spilled battery acid).
-- Electrochemical attack which requires a medium (usually water).
The latter is the most common and is responsible for most forms of aircraft corrosion.
Since corrosion is a constant threat, the only effective method to control it is a routine of regular
inspection, cleaning, and surface refinishing.
A. Forms of Corrosion (See Chart 1.)
The following are the most common forms of corrosion:
(1) Surface Corrosion appears as a general roughening or pitting on the surface usually
accompanied by a powdery deposit of corrosion products. It may spread under the surface and
not be recognized until the paint or plating is lifted off the surface in small blisters.
(2) Dissimilar Metal Corrosion may occur when two dissimilar metals are contacting each other.
This type may be serious because it usually takes place out of sight. The only way to find it
before structural failure is by disassembly and inspection. Insulating is necessary between two
contacting dissimilar surfaces (2 to 3 coats of zinc chromate on each surface; plus, if one of the
surfaces is magnesium, a 0.003 inch thick piece of vinyl tape).
(3) Intergranular Corrosion is difficult to detect in its early stages. When severe, it causes the
surface of the metal to exfoliate (flake or lift).
(4) Stress Corrosion is the result of sustained tensile stresses and corrosive environment. It
usually occurs in assemblies such as aluminum alloy bellcranks with pressed in bushings;
landing gear shock struts with pipe thread grease fittings, clevis pin joints and shrink fit parts.
(5) Fretting Corrosion takes place when two parts rub together, constantly exposing fresh active
metal to the corrosive effects of the atmosphere.
(6) Filiform Corrosion is the appearance of numerous meandering thread like filaments of
corrosion on the surface of various types of metal.
B. Conditions Affecting Corrosion
Some conditions which affect the occurrence of corrosion are:
(1) Heat and humidity increase corrosion.
(2) Different (i.e. - dissimilar) metals and their relative sizes affect resistance or susceptibility to
corrosion.
(3) Frequent contributing factors to corrosion:
(a) Soil and atmosphere dust.
(b) Oil, grease, and exhaust residues.
(c) Salt water and salt moisture condensation.
(d) Spilled battery acids and caustic cleaning solution.
(e) Welding, brazing, and soldering flux residue.

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CHART 1
TYPES OF METAL CORROSION
Type of Material Type of Corrosion Remedy (2)
Steel. Rust (1). Complete removal of
corrosion by mechanical
means.
Aluminum. White to grey powdery material. Mechanical polishing or
brushing with material
softer than aluminum.
Magnesium White powdery snow-like Mechanical polishing or
(highly susceptible mounds and white spots. brushing for a smooth
to corrosion). finish.
Cadmium (plating). White to brown to black mottling Mechanical removal of
of surface (plating is still corrosion is limited to metal
protecting until iron appears). surfaces from which
cadmium has been
depleted.
Chromium (plating). May pit in chloride environment. Polishing and buffing.
NOTES:
(1) Red rust generally shows on bolts, nuts, and other aircraft hardware. Rust in these areas is generally
not dangerous, however, it shows a need for maintenance and the possibility of corrosive attack in
more critical areas. Any surface corrosion on highly stressed steel parts is potentially dangerous. A
careful removal of corrosion using mild abrasives (rouge or fine grit aluminum oxide paper) is
necessary. Do not overheat metal when removing corrosion.
(2) For abrasion, do not use dissimilar material (for example steel wool on aluminum). Remove only
material required to clean affected area.

(4) A clean aircraft will resist corrosion better than a dirty one. Cleaning frequency depends on
several factors, including geographical location, type of operation, etc. Remove soil as soon as
possible, especially when in a high temperature area.
(5) After cleaning, verify that no cleaning solution remains in any holes, crevices, or joints as it
may lead to increased corrosion. All exposed areas (landing gear, flap tracks, control surface,
hinge parts, etc) must be lubricated after cleaning.

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C. Inspection
CAUTION: INSPECTION FOR CORROSION MUST BE PERFORMED BY PERSONS FAMILIAR
WITH CORROSIVE PROBLEMS AND REMEDIES.
NOTE: Some areas of the airplane have been treated with a corrosion inhibiting compound which
requires re-treatment at five (5) year intervals. See Each Five (5) Years, Per Calendar Year,
5-30-00.
Check for corrosion at every inspection. In trouble areas, inspection frequency must be increased.
In addition to routine inspections:
(1) Aircraft operating around a marine environment must be given special inspections on a weekly
basis. See Per Specific Operation / Operating Environment, 5-30-00.
(2) Aircraft operating in semi-acid conditions must be inspected monthly. Semi-acid conditions are
likely to occur in industrialized areas where sulphur-bearing particles in dust, smoke, and smog
will attack painted surfaces. See Per Specific Operation / Operating Environment, 5-30-00.
(3) Inspection for corrosion must be performed by personnel familiar with corrosive problems and
remedies.
(a) Daily and preflight inspection must include engine frontal areas, all intake vents, engine
compartments, gaps, seams, and faying surfaces in exterior skins, wheel and wheel well
areas, battery compartment, fuel cell, all other drains, and any bilge areas not requiring
extensive removal of inspection access covers.
(b) Detailed inspection must include above referenced areas along with areas requiring
removal of inspection plates and panels to thoroughly inspect internal cavities of aircraft.
(4) Paint tends to hide corrosion in its initial stages. The results of corrosion can sometimes be
seen as blisters, flakes, chips, and other irregularities in paint.
D. Corrosion Removal and Control
CAUTION: THE DEPTH OF MATERIAL REMOVED MUST NOT EXCEED SAFE LIMITS.
CAUTION: REMOVAL OF SEVERE CORROSION MAY BE CONSIDERED A MAJOR REPAIR.
ANY REPAIR OF THIS TYPE MUST BE APPROVED BY THE FAA BEFORE THE
AIRPLANE CAN BE RETURNED TO SERVICE.
Corrosion cannot be prevented or eliminated on aircraft; it can only be reduced to an acceptable
level by proper control methods.
All corrosion products must be removed prior to refinishing. If not removed, corrosion will begin
again, even though affected area is refinished.
(1) Before beginning any rework:
(a) Position airplane in a wash rack or provide some type of washing apparatus for rapid
rinsing of all surfaces.
(b) Connect static ground line to airplane.
(c) Remove airplane battery if required.
(d) Protect pitot-static ports, engine openings, airscoops, louvers, wheels, tires, and other
portions of airplane from moisture and chemical brightening agents.
(e) Protect surfaces next to rework areas from chemical paint strippers, corrosion removal
agents, and surface treatment materials.

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(2) Evaluate corrosion damage to determine type and extent of repairs required. Proceed as
follows:
(a) Light Corrosion: discoloration or pitting. Remove by light hand sanding or a small amount
of chemical treatment.
(b) Moderate Corrosion: similar to light corrosion except there is blistering or evidence of
scaling and flaking. Remove by extensive hand or mechanical sanding.
(c) Severe Corrosion: similar to moderate corrosion with severe blistering, exfoliation, scaling,
or flaking. Remove by extensive mechanical sanding or grinding.
E. Corrosion Prone Areas
Certain areas are more prone to corrosion than others. The following list is a general guide to areas
where corrosion is frequently found.
(1) Areas around steel fasteners are susceptible to corrosion. The paint on these areas cracks
which allows moisture to seep in and corrode the underlying metal. Each time the fastener is
removed, it should be coated with zinc chromate (or equivalent) before reinstallation. The paint
should be wet when the fastener is installed.
(2) Fluids tend to seep into 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.
(3) Spot welded assemblies are particularly prone to corrosion. The only means to prevent this
type of corrosion is by keeping potential moisture entry points in the spot weld filled with a
sealant or preservative compound. On an aluminum spot welded assembly, a chromate
conversion coating before paint is applied will help prevent corrosion.
(4) Areas exposed to exhaust gases may have their finish damaged by deposits. These deposits
may result in an aggressive attack on the metal by corrosion. Heat from the exhaust may also
blister or otherwise damage the paint. Gaps, seams, hinges and fairings are some places
where exhaust gas deposits may be trapped and not reached by normal cleaning methods.
(5) The wheel well and landing gear are the most exposed parts of the aircraft. Due to the
complexity of its shape, assemblies and fittings, maintaining a protective coverage is difficult.
The especially troublesome areas are:
(a) Magnesium wheels: around bolt heads, lugs and wheel well areas:
(b) Exposed rigid tubing, B-nuts, ferrules, under clamps and tubing identification tape:
(c) Exposed position indicator switches and other electrical equipment:
(d) Crevices between stiffeners, ribs and lower skin surfaces.
(6) Flaps, flight control slots and equipment installed in these areas may corrode unnoticed unless
a careful surveillance is maintained.
(7) Engine frontal areas, air inlet ducts and the leading edge of wings, because they are constantly
exposed to abrasion by dirt, dust, gravel and rain, should be checked frequently for the
beginning of corrosion.
(8) Hinges (piano hinges especially) are extremely vulnerable to corrosion. Their protective
coatings wear away and they naturally trap dirt, salt and moisture.

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(9) Control cables may have bare spots in their preservative coating which will lead to corrosion.
Cables having external corrosion must be checked for internal corrosion. If internal corrosion is
present, replace the cable. If only external corrosion is present, remove corrosion with wire
brush and recoat cable with preservative.
(10) Check and clean drain holes regularly.
(11) Battery compartment and vent openings are especially prone to corrosion due to spilled
electrolyte. Fumes from overheated battery electrolyte will spread to adjacent areas and cause
rapid corrosion of unprotected surfaces. Frequent cleaning and neutralization of deposits will
minimize corrosion in this area.
(12) Magnesium parts are prone to corrosion. Special attention must be given to their surface
treatment, proper insulation (due to dissimilar metal corrosion), and paint coatings.
(13) Electrical components and connectors must be checked. Inspection frequency is based on
operational environment and past trouble.
(14) Skin joints and lap-overs are two areas that can trap and hold moisture. Corrosion in these
areas may go unnoticed unless particular attention is paid to them during inspection.
(15) Hoses, having an internal wire braid, which are located in a position where they are frequently
water soaked, need a protective treatment.
(16) Drilled holes and trimmed ends of sandwich panels must be protected. Use an inhibitor
solution or sealant application. Any gaps or cavities which allow dirt or moisture to enter must
be filled with sealant.

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REPAIRS

Structural repair methods used must be in accordance with regulations set forth in FAA Advisory Circular
43.13-1, latest revision. To assist in making repairs and/or replacements, Figure 1, 51-00-00, identifies
type and thickness of various skin material used.
WARNING: NO ACCESS HOLES ARE PERMITTED IN ANY CONTROL SURFACE. USE OF PATCH
PLATES FOR REPAIRS OF ALL MOVABLE TAIL SURFACES IS PROHIBITED. USE OF
ANY FILLER MATERIAL NORMALLY USED FOR REPAIR OF MINOR DENTS AND/OR
MATERIALS USED FOR FILLING INSIDE OF SURFACES IS ALSO PROHIBITED ON ALL
MOVABLE TAIL SURFACES.
Never make a skin replacement or patch plate from material other than type of original skin, or of a
different thickness than original skin. Repair must be as strong as original skin. However, flexibility must
be retained so surrounding areas will not receive extra stress.
1. Fiberglass Repairs
The repair procedure in this section will describe the methods for the repair of fiberglass reinforced
structures. This section describes Touch-up and Surface Repairs such as blisters, open seams,
delaminations, cavities, small holes and minor damages that have not harmed the fiberglass cloth
material. Also covered are Fracture and Patch Repairs such as puncture, breaks and holes that have
penetrated through the structure and damaged the fiberglass cloth. A repair kit, Piper P/N 766-222, that
contains the necessary material for such repairs, is available through Piper Distributors.
NOTE: Very carefully follow resin and catalyst mixing instructions furnished with repair kit.
A. Touch-up and Surface Repairs
(1) Remove wax, oil and dirt from around the damaged area with acetone. Methylethylketone or
equivalent and remove paint to gel coat.
(2) The damaged area may be scraped with a fine blade knife or a power drill with a burr
attachment to roughen the bottom and sides of the damaged area. Feather the edge
surrounding the scratch or cavity. Do not undercut the edge. (If the scratch or cavity is shallow
and penetrates only the surface coat, continue to step (8)
(3) Pour a small amount of resin into a jar lid or on a piece of cardboard, just enough to fill the
area being worked on. Mix an equal amount of milled fiberglass with the resin, using a putty
knife or stick. Add catalyst, according to kit instruction, to the resin and mix thoroughly. A
hypodermic needle may be used to inject gel into small cavities not requiring fiberglass millings
mixed with the gel.
(4) Work the mixture of resin, fibers and catalyst into the damaged area, using the sharp point of a
putty knife or stick to press it into the bottom of the hole and to puncture any air bubbles which
may be present. Fill the scratch or hole above the surrounding undamaged area about .062 of
an inch.
(5) Lay a piece of cellophane or waxed paper over the repair to cut off air and start the cure of gel
mixture.
(6) Allow the gel to cure 10 to 15 minutes until it feels rubbery to the touch. Remove the
cellophane and trim flush with the surface, using a sharp razor blade or knife. Replace the
cellophane and allow to cure completely for 30 minutes to an hour. The patch will shrink slightly
below the structure surface as it cures. (If wax paper is used, make sure the wax is removed
from surface.)

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(7) Rough up the bottom and edges of the hole with the electric burr attachment or rough
sandpaper. Feather hole into surrounding gel coat, do not undercut.
(8) Pour out a small amount of resin, add catalyst and mix thoroughly, using a cutting motion
rather than stirring. Use no fibers.
(9) Using the tip of a putty knife or fingertips, fill the hole to about .062 of an inch above the
surrounding surface with the gel coat mixture.
(10) Lay a piece of cellophane over the patch to start the curing process. Repeat step (6), trimming
patch when partially cured.
(11) After trimming the patch, immediately place another small amount of gel coat on one edge of
the patch and cover with cellophane. Then, using a squeegee or the back of a razor blade,
level with area surrounding the patch; leave the cellophane on patch for one to two hours or
overnight, for complete cure.
(12) After repair has cured for 24 hours, sand patched area, using a sanding block with fine wet
sandpaper. Finish by priming, again sanding and applying color coat.
B. Fracture and Patch Repairs
(1) Remove wax, oil and dirt from around the damaged area with acetone, methylethylketone or
equivalent.
(2) Using a key hole saw, electric saber saw, or sharp knife cut away ragged edges. Cut back to
sound material.
(3) Remove paint three inches back from around damaged area.
(4) Working inside the structure, bevel the edges to approximately a 30 degree angle and rough-
sand the hole and the area around it, using 80 grit dry paper. Feather back for about two
inches all around the hole. This roughens the surface for strong bond with patch.
(5) Cover a piece of cardboard or metal with cellophane. Tape it to the outside of the structure,
covering the hole completely. The cellophane should face toward the inside of the structure. If
the repair is on a sharp contour or shaped area, a sheet of aluminum formed to a similar
contour may be placed over the area. The aluminum should also be covered with cellophane.
(6) Prepare a patch of fiberglass mat and cloth to cover an area two inches larger than the hole.
(7) Mix a small amount of resin and catalyst; enough to be used for one step at a time, according
to kit instructions.
(8) Thoroughly wet mat and cloth with catalyzed resin. Daub resin on mat first, and then on cloth.
Mat should be applied against structures surface with cloth on top. Both pieces may be wet out
on cellophane and applied as a sandwich. Enough fiberglass cloth and mat reinforcements
should be used to at least replace the amount of reinforcements removed in order to maintain
the original strength. If damage occurred as a stress crack, an extra layer or two of cloth may
be used to strengthen area.
(9) Lay patch over hole on inside of structure, cover with cellophane, and squeegee from center to
edges to remove all air bubbles and assure adhesion around edge of hole. Air bubbles will
show white in the patch and they should all be worked out to the edge. Remove excess resin
before it gels on the part. Allow patch to cure completely.

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(10) Remove cardboard or aluminum sheet from outside of hole and rough-sand the patch and
edge of hole. Feather edge of hole about two inches into undamaged area.
(11) Mask area around hole with tape and paper to protect surface. Cut a piece of fiberglass mat
about one inch larger than the hole and one or more pieces of fiberglass cloth two inches
larger than the hole. Brush catalyzed resin over hole, lay mat over hole and wet out with
catalyzed resin. Use a daubing action with brush. Then apply additional layer or layers of
fiberglass cloth to build up patch to the surface of structure. Wet out each layer thoroughly with
resin.
(12) With a squeegee or broad knife, work out all air bubbles in the patch. Work from center to edge
pressing patch firmly against the structure. Allow patch to cure for 15 to 20 minutes.
(13) As soon as the patch begins to set up, but while still rubbery, take a sharp knife and cut away
extra cloth and mat. Cut on outside edge of feathering. Strip cut edges of structure. Do this
before cure is complete, to save extra sanding. Allow patch to cure overnight.
(14) Using dry 80 grit sandpaper on a power sander or sanding block, smooth patch and blend with
surrounding surface. Should air pockets appear while sanding, puncture and fill with catalyzed
resin. A hypodermic needle may be used to fill cavities. Let cure and resand.
(15) Mix catalyzed resin and work into patch with fingers. Smooth carefully and work into any
crevices.
(16) Cover with cellophane and squeegee smooth. Allow to cure completely before removing
cellophane. Let cure and resand.
(17) Brush or spray a coat of catalyzed resin to seal patch. Sand patch, finish by priming, again
sanding and applying color coat.
NOTE: Brush and hands may be cleaned in solvents such as acetone or methylethylketone. If
solvents are not available, a strong solution of detergent and water may be used.
2. Thermoplastic Repairs
The following procedure will assist in making field repairs to items made of thermoplastic which are used
throughout the airplane. Chart 1 lists materials needed to perform these repairs along with suggested
suppliers. Common safety precautions should be observed when handling some of the materials and
tools used while making these repairs. Refer to Vendor Information, Chapter 91, for supplier addresses.
A. Surface Preparation
(1) Surface dirt and paint if applied must be removed from the item being repaired. Household
cleaners have proven most effective in removing surface dirt.
(2) Preliminary cleaning of the damaged area with perchlorethylene or V M & P Naphtha will
generally ensure a good bond between epoxy compounds and thermoplastic.
B. Surface Scratches, Abrasion or Ground-in-Dirt (See Figure 1.)
(1) Shallow scratches and abraded surfaces are usually repaired by following directions on
containers of conventional automotive buffing and rubbing compounds.
(2) If large dirt particles are embedded in thermoplastic parts they can be removed with a hot air
gun capable of supplying heat in the temperature range of 300° to 400° F. Use care not to
overheat the material. Hold the nozzle of the gun about 1/4 of an inch away from the surface
and apply heat with a circular motion until the area is sufficiently soft to remove the dirt
particles.
(3) The thermoplastic will return to its original shape upon cooling.

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Surface Scratches - Abrasions or Ground in Dirt

Figure 1

Deep Scratches, Shallow Nicks and Small Holes

Figure 2

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Mixing of Epoxy Patching Compound

Figure 3

Welding Repair Method

Figure 4

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CHART 1
LIST OF MATERIALS (THERMOPLASTIC REPAIRS)
Items Descriptions Suppliers
Buffing and Rubbing Automotive Type - DuPont #7 DuPont Company
Compounds
Ram Chemical #69 x 1 Ram Chemicals
Mirror Glaze #1 Mirror Bright Polish Co., Inc.
Cleaners Fantastic Spray Obtain From Local Suppliers
Perchlorethylene
V M & P Naphtha (Lighter Fluid )
ABS-Solvent Cements Solarite #11 Series Solar Compounds Corp.
Solvents Methylethylketone Obtain From Local Suppliers
Methylene Chloride
Acetone
Epoxy Patching Solarite #400 Solar Compounds Corp.
Compound
Hot Melt Adhesives Stick Form 1/2 in. dia. Sears Roebuck & Co. or
Polyamids and Hot 3 in. long Most Hardware Stores
Melt Gun
Hot Air Gun Temp. Range 300° to 400° F Local Suppliers

C. Deep Scratches, Shallow Nicks and Small Holes - Less than 1 inch in diameter (See Figure 2.)
(1) Solvent cements will fit virtually any of these applications. If the area to be repaired is very
small, it may be quicker to make a satisfactory cement by dissolving thermoplastic material of
the same type being repaired in solvent until the desired paste like consistency is achieved.
(2) This mixture is then applied to the damaged area. Upon solvent evaporation, the hard durable
solids remaining can easily be shaped to the desired contour by filing or sanding.
(3) Solvent adhesives are not recommended for highly stressed areas, or thin walled parts or for
patching holes greater than 1/4 inch in diameter.
(4) For larger damages, an epoxy patching compound is recommended. This type material is a
two part, fast curing, easy sanding commercially available compound.
(5) Adhesion can be increased by roughing the bonding surface with sandpaper and by utilizing as
much surface area for the bond as possible.
(6) The patching compound is mixed in equal portions on a hard flat surface using a figure eight
motion. The damaged area is cleaned with perchlorethylene or V M & P Naphtha prior to
applying the compound (see Figure 3).
(7) A mechanical sander can be used after the compound is cured, providing the sander is kept in
constant motion to prevent heat buildup.

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(8) For repairs in areas involving little or no shear stress, the hot melt adhesives, polyamids which
are supplied in stick form, may be used. This type of repair has a low cohesive strength factor.
(9) For repairs in areas involving small holes, indentations or cracks in the material where high
stress is apparent or where thin walled sections are used, the welding method is suggested.
(10) This welding method requires a hot air gun and ABS rods. To weld, the gun should be held to
direct the flow of hot air into the fusion (repair) zone, heating the damaged area and rod
simultaneously. The gun should be moved continuously in a fanning motion to prevent
discoloration of the material. Pressure must be maintained on the rod to ensure good adhesion
(see Figure 4).
(11) After the repair is completed, sanding is allowed to obtain a surface finish of acceptable
appearance.
D. Cracks (See Figure 5.)
(1) Before repairing a crack in the thermoplastic part, first determine what caused the crack and
alleviate that condition to prevent it from recurring after the repair is made.
(2) Drill small stop holes at each end of the crack.
(3) If possible, a double plate should be bonded to the reverse side of the crack to provide extra
strength to the part.
(4) The crack should be “V” grooved and filled with repair material, such as solvent cement, hot
melt adhesive, epoxy patching compound or it should be hot air welded, whichever is
preferred.
(5) After the repair has cured, it may be sanded to match the surrounding finish.

Repairing of Cracks
Figure 5

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Various Repairs
Figure 6

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E. Repairing Major Damage - Larger than 1 inch in diameter (See Figure 6.)
(1) If possible, a patch should be made of the same material, and cut slightly larger than the
section being repaired.
(2) When appearances are important, large holes, cracks, tears, etc, should be repaired by cutting
out the damaged area and replacing it with a piece of similar material.
(3) When cutting away the damaged area, under cut the perimeter and maintain a smooth edge.
The patch and/or plug should also have a smooth edge to ensure a good fit.
(4) Coat the patch with solvent adhesive and firmly attach it over the damaged area.
(5) Let the patch dry for approximately one hour before any additional work is performed.
(6) The hole, etc, is then filled with the repair material. A slight overfill of the repair material is
suggested to allow for sanding and finishing after the repair has cured. If patching compound is
used, the repair should be made in layers, not exceeding a 1/2 inch thickness at a time. This
will allow the compound to cure and ensure a good solid buildup of successive layers as
required.

Repair of Stress Lines

Figure 7

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Repair of Impacted Damage

Figure 8

F. Stress Lines (See Figure 7.)

(1) Stress lines produce a whitened appearance in a localized area and generally emanate from
the severe bending or impacting of the material (see Figure 8).
(2) To restore the material to its original condition and color, use a hot air gun or similar heating
device and carefully apply heat to the affected area. Do not overheat the material.
G. Painting the Repair
(1) An important factor in obtaining a quality paint finish is the proper preparation of the repair and
surrounding area before applying any paint.
(2) It is recommended that parts be cleaned prior to painting with a commercial cleaner or a
solution made from one-fourth cup of detergent mixed with one gallon of water.
(3) The paint used for coating thermoplastic can be either lacquers or enamels, depending on
which is preferred by the repair facility or customer.
NOTE: It is extremely important that solvent formulations be considered when selecting a
paint, because not an lacquers or enamels can be used satisfactorily on
thermoplastic. Some solvents used in the paints can significantly affect and degrade
the plastic properties
(4) Another important matter to consider is that hard, brittle coatings that are usually best for
abrasion resistance should not be used in areas which incur high stress, flexing or impact.
Such coating may crack, thus creating a weak area.

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3. Pressure Sensitive Safety Walk Installation (PIR-PPS45010, Rev. F.)

Pressure sensitive safety walk (i.e. - non-skid) is installed on the right wing root, right inboard flap end,
and the top of the boarding step to provide a secure non-slip path to the cabin door.
A. Surface Preparation
(1) Allow newly painted surfaces to dry a minimum of 2 hours prior to applying the safety walk.
(2) If the paint becomes contaminated, remove the contamination with clean dry rags or paper
wipers moistened with MIL-S-18718 Safety Solvent.
(3) Prior to applying the safety walk, wipe the applicable surface with a clean dry cloth, ensuring
that no moisture remains on the surface.
B. Application Procedure
(1) Do not apply when surface temperature is below 500°F.
(2) Peel back the full width of the protective liner leading edge approximately two inches.
(3) Adhere the leading edge of the safety walk to the forward edge of the area being covered.
(4) Remove the remaining protective liner as the safety walk is being adhered from front to back.
(5) Roll firmly with a long handled cylindrical brush in both lengthwise directions.
(6) Seal all edges of the safety walk with “3M Company Safety Walk Edge Sealing Compound”
(P/N 914-055) or “Flex-Tred Edge Sealer” (P/N 688-440). Position the bead with half the bead
on the safety walk and half on the surface on which the safety walk is mounted.
4. Metal / Wire Stitching Repair (See Figure 9.) (PIR-PPS20024, Rev. A.)

CAUTION: METAL/WIRE STITCHING (AND THE ALTERNATE METHOD OF JOINING DESCRIBED

BELOW) SHALL ONLY BE USED FOR NON-STRUCTURAL, NON-LOAD CARRYING
APPLICATIONS.
A metal/wire stitching process is used to staple fabric and rubber seal materials to engine baffles and
some composite materials. The following alternate method of joining is approved for field use when
replacing these fabric and rubber seal materials.
Alternate (Rivet) Method of Joining.
(1) Substitute two rivets in lieu of each staple where stitching was previously used or is specified.
Maintain a minimum of .75 inch spacing between rivets.
(2) When materials being joined include Stainless Steel, Galvanized Steel or Steel, use:
(a) MS20615M4 Rivet (Monel) and NAS1149CN432R Washer (See Figure 9.)
(b) Install with manufactured (factory) head against hardest material. Install washer against
opposite side of joint and upset rivet (bucktail) against washer.
(3) When materials being joined include only aluminum and nonmetallic materials use:
(a) MS20470A4 Rivet and NAS1149DN432H Washer (See Figure 9.)
(b) Install with manufactured (factory) head against hardest material. Install washer against
opposite side of joint and upset rivet (bucktail) against washer.

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Metal / Wire Stitching Repair

Figure 9

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ELECTRICAL BONDING

1. General (See also 23-60-00.) (PIR-PPS55006, Rev. T.)

All electrical and electronic equipment and specified components shall be installed in such a manner as
to provide a continuous low resistance path (bonds) from the equipment enclosure/component to the
airplane structure. Bonds must be installed to ensure that the structure and equipment are electrically
stable and free from the hazards of lightning, static discharge, electrical shock, etc.
A. All parts shall be bonded with as short a lead as possible.
B. All bonding surfaces shall be cleaned prior to the installation of the bonded joint.
C. All nuts used in bonding shall be of the self-locking type. (Do Not use fiber-locking type).
D. All electrical bonding shall be accomplished without affecting the structural integrity of the airframe.
2. 100 Hour Inspection (PIR-AC 43.13-1, Rev. B.)

Each 100 hours, visually inspect shield and shield terminations of each electrical harness for integrity,
condition, and security. If electrical arcing is evident, check for intermittent contact between conducting
surfaces. Arcing can be prevented by bonding or insulation, as appropriate.
Inspect the components listed in Chart 1 as follows:
A. Bond connections shall be secure and free from corrosion.
B. Bonding jumpers installed so as not to interfere in any way with the operation of moveable
components of the aircraft.
C. No self-tapping screws used for bonding purposes.
D. Exposed conducting frames or parts of electrical or electronic equipment should have a low
resistance bond of less than 2.5 millohms to structure. If the equipment design includes a ground
terminal or pin, which is internally connected to such exposed parts, a ground wire connection to
such terminal will satisfy this requirement.
E. Parts shall be bonded directly to the primary structure rather than to other bonded parts.
F. Where aluminum or copper is bonded to dissimilar metallic structures, ensure installed hardware
(typically washers) is as called out in the parts catalog to minimize electrolytic corrosion and ensure
the hardware should corrode first.
3. On Condition Inspection
Whenever any electrically bonded component (see Chart 1) is removed and reinstalled, or visual
inspection reveals the electrical bonding to be suspect, measure resistance between component and
aircraft structure.
To ensure proper operation and suppression of radio interference from hazards, electrical bonding of
equipment must not exceed the maximum allowable resistance values specified in Chart 1.
A. Measurements should be performed after the grounding and bonding mechanical connections are
complete to determine if the measured resistance values meet the basic requirements.
B. A high quality test instrument (an AN/USM-21A or equivalent) will accurately measure the very low
resistance values specified.
C. Another method of measurement is the millivolt drop test as shown in Figure 1.

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CHART 1
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 AIRCRAFT STRUCTURE SURFACE

MV

BONDING STRAP

Adjust rheostat (R1) so that ammeter (A)

reads 10 Amps.
28 VDC SOURCE
- Resistance in milliohms is then the reading
on the volt meter (i.e. - millivolts (MV))
divided by the amps (10) set on the
+ ammeter. For example, where MV equals
30:
A
R1 30 MV
= .003 OHMS RESISTANCE
AMMETER 10 AMPS

Millivolt Drop Test

Figure 1

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CHAPTER

52
DOORS

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CHAPTER 52

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

52-List of 1 Sep 30/06

Effective Pages 2 Sep 30/06

52-Table of Contents 1 Sep 30/06

2 Sep 30/06

52-00-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06

52-10-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06

52-30-00 1 Sep 30/06

2 Sep 30/06

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CHAPTER 52 - DOORS

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

GENERAL 52-00-00 1 6F19

Description 1 6F19
Door Snubber Seals - Replacement 1 6F19

PASSENGER/CREW 52-10-00 1 6G1

Cabin Doors 1 6G1
Removal 1 6G1
Installation 1 6G1
Adjustment 1 6G1
Door Locks 1 6G1
Removal 1 6G1
Installation 1 6G1
Door Latch Mechanisms 2 6G2
Forward Cabin Door - Upper 2 6G2
Aft Cabin Door 4 6G3
Lower Latch 4 6G3
Upper Latch 4 6G3

CARGO 52-30-00 1 6G7

Baggage Doors 1 6G7
Removal 1 6G7
Installation 1 6G7
Baggage Door Locks 1 6G7
Removal 1 6G7
Installation 1 6G7
Baggage Door Hinges 1 6G7
Removal 1 6G7
Installation 1 6G7

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GENERAL

1. Description
These airplanes are equipped with a forward cabin (or crew) door located on the right side of fuselage
over the wing and an aft cabin (or passenger door) on the left side of fuselage aft of the wing. A rear
baggage compartment door adjoins the passenger door. The forward baggage compartment door is
located on right side of fuselage at station 41.1.
2. Door Snubber Seals - Replacement
Door snubber seals are incorporated in the door jambs to improve door sealing in all doors except the
forward cabin door of HP S/N’s 3246018 & up and TC S/N’s 3257001 & up. On those airplanes, the
latching mechanism used in the forward cabin door has improved sealing characteristics sufficient to
allow the removal of snubber seals from those doors.
NOTE: If existing seal is torn or badly deteriorated, it should be replaced. If seal is loose or bond is
“marginal’’, it should be rebonded. Adhesives listed below are recommended for rebonding:
3M EC 1300L (Preferred)
Proco Adhesive 6205-1
Scotch Grip 2210
A. To replace door snubber seal, proceed with the following steps:
(1) Remove windlace retainers, “roll” back windlace (tape to secure) out of way, remove all scuff
plates and disconnect door holder.
(2) Remove all striker plates except where shown in Figure 1, Section A-A.
(3) With a plastic scraper or other appropriate instrument, scrape off snubber while applying
mineral spirits as necessary to loosen strip and wipe off excess adhesive with a clean cloth.
B. Install snubber as follows:
(1) If door jamb is flaking or excessively scuffed, rub down with wet and dry emery cloth. Clean
surface using Prep-Sol or equivalent cleaner which will not leave an oily residue.
(2) Mask jamb as shown in View E of Figure 1.
(3) Apply adhesive to door jamb as shown in View E of Figure 1.
(4) Apply adhesive to inside surface of snubber.
(5) Position snubber with protruding leg facing outboard beginning at lower center of door jamb
and work progressively around jamb applying pressure to snubber to remove any trapped air
and to ensure a proper bond. Do not prestretch snubber as this can induce cracks.
NOTE: Normal tack time for 3M EC 1300L is 30-45 minutes at 75°F. However, adhesive that
has “set” may be reactivated by a clean rag moistened with Toluol or MEK.
(6) It takes approximately 1 day for bond to cure. Do Not allow door to close during this period. It is
recommended that door be left open as long as possible to effect curing.
(7) Remove masking tape if used and clean off excessive adhesive smears using Mineral Spirits
or Toluol and a clean cloth. Install striker plates and windlacing. Cut snubber for aft cabin door
as shown in Figure 1.
(8) Check that doors close properly and readjust as necessary to achieve a flush fit. Latching
effort must not have increased.
(9) With all hardware and plates installed, coat snubbers with silicone.

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Door Snubber Seal Installation

Figure 1 (Sheet 1 of 3)

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Door Snubber Seal Installation

Figure 1 (Sheet 2 of 3)

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Door Snubber Seal Installation

Figure 1 (Sheet 3 of 3)

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PASSENGER / CREW

1. Cabin Doors
A. Removal
(1) Remove the clevis bolt, washer and bushing from the door holder assembly.
(2) Remove cotter pins, clevis pins and washers from door hinges.
(3) Remove the door from the airplane.
B. Installation
(1) Insert the door into position and install the washers, clevis bolts and cotter pins on the door
hinges.
(2) For adjustment of door, refer to Adjustment, below.
(3) Hook up and install the clevis bolt, bushing and washer into the door holder assembly.
C. Adjustment
(1) To achieve the proper vertical adjustment of the door, insert the necessary washer combination
between the cabin door hinge and fuselage eyebolt.
NOTE: To ensure long life of door seals and improve sealing characteristics, lubricate with a
dry lubricant in a spray can.
2. Door Locks
A. Removal
(1) Remove the door trim upholstery by removing the attachment screws.
(2) Loosen the nut on the lock assembly and remove the lock by turning it sideways.
B. Installation
(1) Install the lock in the door by turning it sideways and placing it through the opening
provided.
(2) Replace the nut on the back of the lock assembly and tighten.
(3) Replace the door trim upholstery and secure with the attachment screws.

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3. Door Latch Mechanisms

A. Forward Cabin Door - Upper - Adjustment (see Figure 1)
( TC S/N’s 3257001 & up and HP S/N’s 3246018 & up )
CAUTION: DO NOT LUBRICATE LOCK PIN / LOCK PIN TEFLON GUIDE BEARING.
(1) Remove the door trim upholstery by removing the attachment screws.
(2) Remove upper cabin door access cover on inside of door to gain access to the upper door
latch assembly.
(3) Remove lockwire from nut at aft end of pin assembly.
(4) Back nut off from lock plate.
(5) Move lock plate to disengage from aft pin.
(6) Adjust pin so that, in extended position, rigging groove on pin aligns with forward face of pin
receptacle on aft door frame.
(7) Engage lock plate, making sure safety wire tab on lock plate is facing inboard.
(8) Tighten nut.
(9) Install safety wire.

Effectivity
3246018 and up Adjustment of Upper Door Latch on Forward Cabin Door
3257001 and up Figure 1 (Sheet 1 of 2)

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Effectivity
Adjustment of Upper Door Latch on Forward Cabin Door 3246018 and up
Figure 1 (Sheet 2 of 2) 3257001 and up

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B. Aft Cabin Door

(1) Lower Latch
(a) Removal
1 Remove the door latch mechanism by removing the door trim upholstery and the
screws that attach the latch plate and latch mechanism to the door.
2 Disconnect the latch pull rod from the inside door handle.
3 Remove the complete latch mechanism.
(b) Installation
1 Place the latch assembly into position on the door.
2 Connect the latch pull rod to the inside door handle.
3 Replace the screws that attach the latch plate and mechanism to the door. Install the
door trim upholstery and secure with screws.
(c) Adjustment
To adjust the door latch, loosen the screws on the striker plate, make necessary
adjustment, and retighten the screws.
(2) Upper Latch (and, in HP S/N’s 3246001 thru 3246017 only, Upper Fwd Door Latch)
(a) Removal
1 Remove the inside and outside handles and the screws holding the pan on the inside
of the door.
2 Remove the pan and pull the latch assembly through the opening on the door. With
the aft door only, pull the pan and latch forward to ensure the locking pin assembly
comes free from its receptacle and exits the opening without bending.
(b) Installation
1 Place the latch assembly into position for installation. With the aft door only, insert the
locking pin assembly first and guide it into its receptacle as the latch assembly
reaches its final position.
2 Replace the pan and install the screws and handles.
3 Check the latch assembly for operation and be certain that it is free of rubbing on the
trim panels.
(c) Adjustment
1 To adjust the door safety latch, remove the two screws from latch plate found at the
top of the door opening.
2 Remove the plate and turn the loop assembly in or out to make necessary
adjustments.
3 Replace the latch plate and secure with the two attachment screws.
4 In the aft door only, the locking pin may be adjusted through the opening near the
locking pin receptacle.

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CARGO

1. Baggage Doors
A. Removal
With door open remove hinge pin from hinge and remove the door.
B. Installation
Place door in position so that hinge halves are properly matched and install hinge pin. It will not be
necessary to replace hinge pin with a new pin if it is free of bends and wear.
2. Baggage Door Locks
A. Removal
(1) With door open remove nut from back of lock assembly by use of a special made wrench. (This
tool may be fabricated from dimensions given in Figure 1.)
(2) Remove lock assembly through front of door.
B. Installation
(1) Place lock into position for installation.
(2) Install nut on lock assembly and tighten with use of a special wrench.
3. Baggage Door Hinges
A. Removal
(1) Remove door from airplane as described in Removal of Baggage Door.
(2) Remove hinge half from airplane or door by drilling out rivets and removing hinge.
B. Installation
(1) Place hinge halves together and install hinge pin.
(2) Install door into closed position and drill two end rivet holes and install rivets.
(3) Operate door and check for proper fit and installation. Drill remaining holes and install rivets.

Baggage Door Lock Tool

Figure 1

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CHAPTER

53
FUSELAGE

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CHAPTER 53

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

53-List of 1 Sep 30/06

Effective Pages 2 Sep 30/06

53-Table of Contents 1 Sep 30/06

2 Sep 30/06

53-20-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06

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CHAPTER 53 - FUSELAGE

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

MAIN 53-20-00 1 6G15

Aft Wing Attach Fittings 100 Hour Inspection 1 6G15
Aft Wing Attach Fitting Replacement 1 6G16

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MAIN

1. Aft Wing Attach Fittings 100 Hour Inspection

A. Background
Should the seals for the windows and doors not be maintained, leaks may develop which, if not
corrected, will allow an ingress of water. This water contamination will wet the insulation around the
aft wing attach fittings creating a highly corrosive environment.
B. Procedure
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 1.)
(a) Remove center seats and the center floorboard.
(b) Remove interior mouldings and carpet as necessary.

Aft Wing Attach Fittings

Figure 1

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(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 no corrosion exists, continue with these instructions.
(b) If corrosion is superficial and there is no metal flaking and/or pitting, clean and paint
fittings, using a good quality aircraft primer.
(c) If serious corrosion is found, consult the Piper Illustrated Parts Catalog (P/N 761-880) for
replacement part numbers and obtain and install new parts before next flight.
(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.
(4) 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 761-880) for replacement part
numbers and obtain and install new parts before continued operation.
5 If sealing windows, use P/N 279-058 Sealant (Bostik 1100 FS) or equivalent.
6 If using insulation other than Piper original material, be sure that the insulation is
flame resistant and conforms to FAR part 23.853.
(b) If the insulation material has not been wet, or if new material is being installed, ensure a
six (6) inch clearance in the insulation has been cut out in all directions around each
attach fitting.
(5) 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.
(6) 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.
2. Aft Wing Attach Fitting Replacement
NOTE: The following is basic guidance. More extensive disassembly may be required to remove the
rear attach fitting(s). Thoroughly access the job before beginning to determine if additional steps
or parts may be required. Consult the Piper Illustrated Parts Catalog (P/N 761-880) for
additional parts as required.
A. Removal
(1) Remove electrical power from aircraft by disconnecting the battery.
(2) Place jacks under wings and tail - tie down to stabilize aircraft. Provide support for fuselage in
affected area.
(3) Remove seats, interior panels and center floorboard to gain access to rear wing attach fittings.
(4) Remove or relocate systems components to gain access to the attach fittings.
(5) Remove bolt that attaches fuselage to wing spar.

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(6) Carefully remove rivets, screws, inner panels, channels and brackets as necessary to remove
attach fitting.
NOTE: In order to remove some channels, it may be necessary to remove the wings.
(7) Clean and inspect the areas that were under bracket for any signs of corrosion.
(a) If corrosion is found, repair or replace parts as necessary. Coat the area with primer and
allow to dry.
(b) If no corrosion is found, coat the area with primer. Allow time to dry.
B. Installation
(1) Install new wing attach fitting and align rivet holes. It may be necessary to ream open the bolt
hole to proper size. The hole is close tolerance and should be .3745 / .3765 (3/8) (see 57-40-00,
Figure 1).
(2) Re-rivet wing attach fitting into place with appropriate fasteners.
NOTE: For hard to reach areas. it is permissible to replace the existing MS20470AD-5 rivets
with Hi Lok fasteners. Use HL30-5 with HL-94 Hi Lok collars. Torque to 15 to 25 in.-lbs.
Observe standard practices for use of Hi Lok fasteners.
(3) Install wing spar and fuselage attach fitting bolt per 57-40-00, Figure 1.
NOTE: Replace attach fitting bolt should there be any sign of wear or corrosion.
(4) Seal the edges of the attach fittings with PRC PR1422 (or equivalent) before installing interior.
(5) Complete the same process to the opposite side.
(6) Reinstall center floorboard, interior panels, and seats.
(7) Connect battery and check for operation.

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CHAPTER

55
STABILIZERS

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CHAPTER 55

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
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CHAPTER 55 - STABILIZERS

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

STABILATOR 55-20-00 1 6H1

Checking Free Play 1 6H1
Removal 1 6H1
Installation 1 6H1
Balancing 1 6H1
Balancing Equipment 1 6H1
Balancing Stabilator 4 6H4
Attach Brackets Corrosion Control Inspection 4 6H4

VERTICAL STABILIZER 55-30-00 1 6H9

Vertical Fin 1 6H9
Removal 1 6H9
Installation 1 6H9

RUDDER 55-40-00 1 6H11

Removal 1 6H11
Installation 1 6H11
Balancing 2 6H12

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STABILATOR

CAUTION: CONTROL SURFACE SKINS MUST BE REPLACED IF THEY SUSTAIN DAMAGE OR

EXHIBIT CRACKS.
1. Checking Free Play
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. Neutral position is determined with
the airplane properly rigged per 27-30-00, Stabilator Trim Controls, Rigging and Adjustment; and
the trim indicator set 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 limit 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.
2. Removal (Refer to Figure 1.)
CAUTION: AT EACH REMOVAL / INSTALLATION OF THE STABILATOR, CONDUCT ATTACH
BRACKETS CORROSION CONTROL INSPECTION AS SPECIFIED, BELOW.
A. Remove the tail cone assembly.
B. Relieve the tension on the trim cable and remove the trunnion assembly.
C. From inside the fuselage, disconnect the two stabilator control cables from the stabilator balance
arm assembly.
D. Remove the two hinge bolts at the pivot points and remove the stabilator as a complete assembly.
3. Installation (Refer to Figure 1.)
WARNING: ALL CONTROL SURFACES THAT HAVE BEEN REPLACED OR REPAINTED MUST BE
REBALANCED BEFORE INSTALLATION PER INSTRUCTIONS IN BALANCING, BELOW.
A. Reinstall the stabilator in reverse of removal instructions, above.
B. Tension trim cable and stabilator control cables to specifications given in Figure 2, 27-30-00.
4. Balancing
A. Balancing Equipment (Refer to Figure 2)
Balancing must be done using a suitable tool capable of measuring unbalance in inch-pounds from
centerline of control surface hinge pin. A suggested tool configuration is shown in Figure 3. Other
tool configurations may be used, provided accuracy is maintained and recalibration capability is
provided. The tool shown in Figure 3 may be calibrated by placing it on the control surface to be
balanced with balance points over control surface hinge centerline and balance bar parallel to cord
line. Position trailing edge support to align tool with control surface cord line and secure in this
position. Remove tool without disturbing trailing edge support and balance tool by adding weight to
light end as required. (Movable weight must be at centerline.) Place tool on control surface
perpendicular to hinge centerline. Read scale when bubble level has been centered by adjustment
of movable weight.

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Empennage Group
Figure 1 (Sheet 1 of 2)

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Empennage Group
Figure 1 (Sheet 2 of 2)

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B. Balancing Stabilator (Refer to Figure 2.)

To balance stabilator, assembly must be complete including trim tab, tab pushrod and end bearing,
stabilator tips and all attaching screws. Before balancing, tape trim tab in neutral position with a
small piece of tape. Place complete assembly on knife edge supports in a draft-free beam
perpendicular to hinge centerline. Do not place tool on trim tab. Calibrate tool as described in
Balancing Equipment. Read scale when bubble level has been centered by adjustment of movable
weight and determine static balance limit. If static balance is not within limits given, proceed as
follows:
(1) If the stabilator is out of limits on the leading edge heavy side, remove balance plates from the
mass balance weight until the static balance is within limits.
(2) If stabilator is out of limits on trailing edge heavy side, add balance plates (4 Maximum) to
mass balance weight until static balance is within limits.

Stabilator Balancing
Figure 2

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Control Surface Balancing Tool

Figure 3

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5. Attach Brackets Corrosion Control Inspection (Refer to Figure 4.)

During each annual inspection, use the following method to inspect stabilator attach brackets for rust
and corrosion between the steel attach fittings and the adjacent fuselage structure. Take corrective
action as required.
A. Remove upper and lower tail cone fairing assembly.
B. Remove the aft fuselage closeout plate assembly on the applicable models.
C. Inspect the steel stabilator attach fittings (4 places) and adjacent fuselage structure for the
presence of rust and/or corrosion. (Refer to Figure 4.)
NOTE: Refer to F.A.A. Advisory Circular AC43-4A, Corrosion. Control for Aircraft.
D. If rust and/or corrosion is present, repair or replace as required. Add corrosion protection per AC43-
4A.
E. Install aft fuselage closeout plate assembly. Verify integrity of rubber seals; replace if required
F. Install upper and lower tail cone fairing assembly.

Stabilator Attach Brackets (Typical)

Figure 4

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VERTICAL STABILIZER

1. Vertical Fin (Refer to 55-20-00, Figure 1.)

A. Removal
(1) Remove tail cone fairing and fairing at forward edge of fin.
(2) Remove rudder.
(3) Disconnect antenna wire from antenna assembly, attach a fish line to antenna cable before
removing it from fin.
(4) Separate stabilator trim cable at turnbuckle, and remove cable from trim mechanism.
(5) Remove one bolt at leading edge of fin.
(6) Remove the two bolts which secure trim mechanism to fin spar. Remove the four bolts which
secure fin spar to aft bulkhead. Remove fin.
B. Installation
(1) Install fin in reverse of removal instructions, above.
(2) Torque per 55-20-00, Figure 1.
(3) Check all bolts for safety.

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RUDDER

CAUTION: CONTROL SURFACE SKINS MUST BE REPLACED IF THEY SUSTAIN DAMAGE OR

EXHIBIT CRACKS.
1. Removal (Refer to 55-20-00, Figure 1.)
A Remove tail cone fairing.
B. Disconnect the two control cables from rudder horn.
C. Disconnect rudder from lower rudder hinge bracket.
D. Remove the one remaining hinge bolt.
E. Disconnect tail light electrical wire and remove rudder.
2. Installation
WARNING: ALL CONTROL SURFACES THAT HAVE BEEN REPLACED OR REPAINTED MUST BE
REBALANCED BEFORE INSTALLATION PER INSTRUCTIONS IN BALANCING, BELOW.
A. Position the rudder in place and install the upper hinge bolt, washers, nut, and cotter pin.
B. Connect tail light electrical wire.
C. Install bolt, washer, and nut in lower rudder hinge bracket.
D. Torque per 55-20-00, Figure 1.
E. Connect the two control cables to the rudder horn.
F. Check all bolts and pins for safety.
G. Install tail cone fairing.

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Rudder Balancing
Figure 1

3. Balancing (Refer to Figure 1.)

WARNING: ALL CONTROL SURFACES THAT HAVE BEEN REPLACED OR REPAINTED MUST BE
REBALANCED BEFORE INSTALLATION PER INSTRUCTIONS IN BALANCING, BELOW.
To balance rudder, assembly must be complete including sector assembly. Place complete assembly
horizontally on knife edge support in a draft-free area in a manner that allows unrestricted movement.
Place tool on rudder with beam perpendicular to hinge centerline. Calibrate tool as described in Control
Surface Balancing Tool, 55-20-00 Figure 3. Read scale when bubble level has been centered by
adjustment of moveable weight and determine static balance limit. If static balance is not within limits
given proceed as follows:
A. Nose Heavy: This condition is highly improbable; recheck calculations and measurements.
B. Nose Light: In this case, the mass balance weight is too light or the rudder is too heavy because of
painting; it will be necessary to strip the paint and repaint. If the rudder is too heavy as a result of
repairs, the repair must be removed and the damaged parts replaced.

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CHAPTER

56
WINDOWS

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CHAPTER 56

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
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CHAPTER 56 - WINDOWS

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

FLIGHT COMPARTMENT 56-10-00 1 6H21

Windshield 1 6H21
Removal 1 6H21
Installation 1 6H21

PASSENGER COMPARTMENT 56-20-00 1 6I1

Side Windows 1 6I1
Removal 1 6I1
Installation 1 6I1

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FLIGHT COMPARTMENT

Windshield (Refer to Figure 1.)

A. Removal
(1) Remove the collars from around the bottom of the windshield and the trim strip from between
the windshield halves by removing the attaching screws.
(2) Remove the windshield by raising the lower portion of the windshield and carefully pulling it out
and down to release the top and side edges.
NOTE: A damaged windshield should be saved to provide a pattern for shaping the new
window.
(3) Clean old tape and sealer off the affected mating surfaces.
B. Installation
(1) Match new windshield to old. If necessary, cut or grind the new windshield to matching
dimensions.
(2) Apply 1/8 in. by 1 in. vinyl foam tape, Norton V510 or equivalent (i.e. - Tape - Vinyl Foam,
Type 2; 91-10-00, Consumable Materials), around entire edge of windshield.
(3) Place windshield into position, sliding aft and up into place. Take care not to dislocate vinyl
foam tape. Allow clearance for expansion between the two windshield sections at the center
post.
(4) Apply 1.5 in., 9 mil, black vinyl tape covering the previously applied vinyl foam tape and sealing
the joint between the windshield and airframe as indicated in Figure 1.
(5) Apply polyurethane, urethane, acrylic, or polysulfide sealant (i.e. - Sealant - Window and
Airframe; 91-10-00, Consumable Materials), to seal the forward edge of the vinyl tape at the
bottom of the center post, as indicated in Figure 1, View E-E.
(6) Reinstall collars and trim strip. Apply sealant as indicated in Figure 1 by forcing the sealant
between the mating parts. Mating parts may be separated slightly using a soft wooden wedge
or a tongue depressor. Force sealant deep into the gap. Take care to avoid bending or
scratching aluminum or windshield surfaces. Joints should be completely filled, and blended
smoothly with adjacent surfaces after clean-up.
(7) Remove excess sealant and exposed tape. Sealant may be cleaned from window areas using
rags, disposable wipers or plastic scrapers. A tool made of acrylic sheet with a wedged end
(.25 in. thick and 1.5 in. wide) can be fabricated and used. Tirpolene solvent or Apperson
solvent No. 120 may be used to clean polysulfide sealants.

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Windshield Installation (Typical)

Figure 1

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PASSENGER COMPARTMENT

Side Windows
These airplanes are equipped with single pane side windows.
A. Removal (Refer to Figure 1.)
(1) Remove the molding and retainer from around the window by removing attaching screws.
(2) Carefully remove the damaged window from the frame.
(3) Remove old tape and sealer from window frame and molding.
NOTE: A damaged window should be saved to provide a pattern for shaping the new
window.
B. Installation (Refer to Figure 1.)
(1) Match new window to old. If necessary, cut or grind the new window to the same dimensions.
(2) Apply 1/8 in. by 1 in. vinyl foam tape, Norton V510 or equivalent (i.e. - Tape - Vinyl Foam,
Type 2; 91-10-00, Consumable Materials), around entire edge of window.
(3) Insert the window into the frame, install the retainer moldings and attachment screws, but do
not tighten. Take care not to damage or dislocate the vinyl foam tape.
(4) Apply polyurethane, urethane, acrylic, or polysulfide sealant (i.e. - Sealant - Window and
Airframe; 91-10-00, Consumable Materials), completely around the outer surface of the
window at all attachment flanges as indicated in Figure 1. Force the sealant between the
mating parts, which may be separated slightly using a soft wooden wedge or a tongue
depressor. Force sealant deep into the gap. Take care to avoid bending or scratching aluminum
or window surfaces. Joints should be completely filled, and blended smoothly with adjacent
surfaces after clean-up.
(5) Tighten attachment screws until vinyl foam tape is compressed approximately 25 percent.
(6) Remove excess sealant from window areas using rags, disposable wipers or plastic scrapers.
A tool made of acrylic sheet with a wedged end (.25 inch thick and 1.5 inch wide) can be
fabricated and used. Tirpolene solvent or Apperson solvent No. 120 may be used.to clean
polysulfide sealants.

Side Window Installation

Figure 1

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CHAPTER

57
WINGS

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CHAPTER 57

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

57-List of 1 Sep 30/06

Effective Pages 2 Sep 30/06

57-Table of Contents 1 Sep 30/06

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CHAPTER 57 - WINGS

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

GENERAL 57-00-00 1 6I9

Description 1 6I9

AUXILIARY STRUCTURE 57-20-00 1 6I11

Wing Tip 1 6I11
Removal 1 6I11
Installation 1 6I11
Repair 1 6I11

ATTACH FITTINGS 57-40-00 1 6I13

Wing to Fuselage 1 6I13
Removal 1 6I13
Installation 4 6I16

FLIGHT SURFACES 57-50-00 1 6J1

Aileron 1 6J1
Checking Free Play 1 6J1
Removal 1 6J1
Installation 1 6J1
Balancing 4 6J4
Wing Flap 4 6J4
Removal 4 6J4
Installation 4 6J4

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GENERAL

This chapter explains the removal and installation procedures for the wings and related components
installed on these aircraft.
Description
Each wing is an all metal, full cantilever, semi-monocoque type structure with removable tips and access
panels. Attached to each wing are the aileron, flap, main landing gear and fuel tank. The wings are
attached to each side of the fuselage by inserting the butt ends of the main spars into a spar box carry
through. The spar box is an integral part of the fuselage structure which provides, in effect, a continuous
main spar with splices at each side of the fuselage. There are also fore and aft attachments at the front
and rear spars.
NOTE: The major subassemblies of the wing may be removed individually or the wing may be removed
as a unit. To remove a wing, a fuselage and wing supporting cradle is required.

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AUXILIARY STRUCTURE

Wing Tip
A. Removal
(a) Remove the screws holding the wing tip to the wing, being careful not to damage the wing or
wing tip.
(b) Pull off the wing tip far enough to disconnect the landing light and navigation and strobe light
wire assemblies. Be sure to unscrew the ground lead at the wing rib.
(c) Inspect the wing tip to ascertain that it is free of cracks, severe nicks and minor damage. If
repair is required, refer to Repair, below.
B. Installation
(a) Place the wing tip in a position that the landing light and navigation and strobe light leads may
be connected. Be sure to connect the navigation/strobe ground lead to the wing rib by use of a
screw and nut. Ensure 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 round the tip. Take care to refrain from
damaging the wing tip or wing. Check operation of the lights.
C. Repair
Limited thermoplastic repairs are provided in 51-70-00. Badly damaged thermoplastic tips should
be replaced with new parts.

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ATTACH FITTINGS

Wing to Fuselage Fittings

A. Removal (See Figure 1.)
(1) Close the fuel valve and drain the fuel from the wing to be removed. (Refer to Draining Fuel
System, 12-10-00.)
(2) Drain the brake line and reservoir. (Refer to Draining Brake System, 12-10-00.)
(3) Remove the access plate at the wing butt rib and wing inspection panels. (See Figure 3, 6-00-00.)
(4) Remove the front and back seats from the airplane.
(5) Expose the spar box and remove the cockpit side trim panel assembly that corresponds with
the wing being removed.
(6) Place the airplane on jacks. (Refer to Jacking, 7-10-00.)
NOTE: To help facilitate reinstallation of control cables, and fuel and hydraulic lines, mark
cable and line ends in some identifying manner and attach a line where applicable to
cables before drawing them through the fuselage or wing.
(7) Disconnect the aileron balance and control cables at the turnbuckles that are located within the
fuselage aft of the spar.
(8) 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.
(9) Disconnect the flap from the torque tube by extending the flap to its fullest degree, and
removing the bolt and bushing from the bearing at the aft end of the control rod.
(10) Disconnect the fuel line at the fitting located forward of the spar at the wing butt line.
CAUTION: TO PREVENT DAMAGE OR CONTAMINATION OF FUEL, HYDRAULIC AND
MISCELLANEOUS LINES, PLACE A PROTECTIVE COVER OVER THE LINE
FITTINGS AND ENDS.
(11) 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.
(12) 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.
(13) If the left wing is being removed, it will be necessary to disconnect the pitot static tube at the
elbows located within the cockpit at the wing butt line.
(14) Arrange a suitable fuselage cradle and supports for both wings.
(15) Remove the jacks.
(16) Remove the front and rear spar nuts, washers and bolts.
CAUTION: DO NOT DRIVE BOLTS OUT. 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.
REPLACEMENT OF ALL (18) NUTS IS RECOMMENDED.
(17) Remove the eighteen 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. Replacement of all (18) nuts is recommended.
(18) Slowly remove the wing being certain that all electrical leads, cables and lines are
disconnected.

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Wing Installation
Figure 1 (Sheet 1 of 2)

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Wing Installation
Figure 1 (Sheet 2 of 2)

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B. Installation (see to Figure 1.)

(1) Ascertain that the fuselage is positioned solidly on a support cradle.
(2) Place the wing in position for installation, with the spar end a few inches from the side of the
fuselage and set on trestles.
(3) Prepare the various lines, control cables, etc., for inserting into the wing or fuselage when the
wing is slid into place.
(4) Slide the wing into position on the fuselage.
CAUTION: DO NOT DRIVE BOLTS IN. TAKE CARE NOT TO DAMAGE BOLT HOLES.
ENSURE THAT, IF REUSED, EACH BOLT IS REINSTALLED IN THE SAME HOLE
IT CAME OUT OF. REPLACEMENT OF ALL (18) NUTS IS RECOMMENDED.
(5) 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. Use of new nuts (18) is recommended.
NOTE: When replacing a wing assembly, ascertain the wing butt clearance is maintained
(Refer to Sketch A, Figure 1.)
(6) Install the bolt, washers and nut that attaches the front spar with the fuselage fitting. A
minimum of one washer under the nut and one washer under the head is required. Then add
washers as needed to leave a maximum of one and one-half threads visible or a minimum of
the bolt chamfer exposed.
(7) Insert the number of washers required between the forward face of the wing fitting and aft face
of the fuselage fitting of the rear spar attachment. The maximum number of washers allowed is
one AN960-616L and two AN960-616. 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.
(8) Torque the eighteen main spar bolt nuts or bolt heads as specified in Figure 1. Be certain that
the bolts, nuts and washers are installed in accordance with the bolt legend. The forward spar
attachment bolt should be torqued as specified in Figure 1. Torque the rear spar attachment
bolt as specified in Figure 1.
(9) 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.
(10) If the left wing was removed, it is necessary that the pitot static tube to be connected at the
elbows located within the cockpit at the wing butt line. 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.
(11) Connect the hydraulic brake line onto the fitting located within the cockpit at the leading edge
of the wing.
(12) 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
Chapter 91.) Place the clamps along the electrical harness to secure it in position and install
the terminal strip dust cover.
(13) Remove the cap from the fuel line and connect it at the fitting located forward of the spar at the
wing butt line.
(14) Connect the aileron balance and control cables at the turnbuckles that are located within the
fuselage aft of the spar. After the left balance cable has been inserted through the bracket
assembly and connected, install a cotter pin cable guard into the hole that is provided in the
bracket assembly.

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(15) Connect the flap by placing the flap handle in the full flap position, place the bushing on the
outside of the rod end bearing and insert and tighten bolt.
(16) Check the rigging and control cable tension of the ailerons and flaps. (Refer to Rigging and
Adjustment, 27-10-00; and Wing Flap Controls, Rigging and Adjustment, 27-50-00.)
(17) Service and refill the brake system with hydraulic fluid in accordance with Servicing Brake
System, 12-10-00. Bleed the system as given in 32-40-00 and check for fluid leaks.
(18) Service and fill the fuel system in accordance with Servicing Fuel System, 12-10-00. Open the
fuel valve and check for leaks and flow.
(19) Check the operation of all electrical equipment, and pitot system.
(20) Remove the airplane from the jacks.
(21) Install the cockpit trim panel assembly, spar box carpet, the front and back seats, and wing butt
rubber molding.
(22) Replace all the access plates and panels on the wing involved.

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GRIDS 6I18 THRU 6I24

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FLIGHT SURFACES

1. Aileron (Refer to Figure 1.)

CAUTION: CONTROL SURFACE SKINS MUST BE REPLACED IF THEY SUSTAIN DAMAGE OR
EXHIBIT CRACKS.
A. Checking Free Play
(1) Set the aileron in its neutral position and secure.
(2) 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 and gently move
the aileron up and down, mark the limit of travel (free play) on the straightedge.
(3) The overall travel (free play) must not exceed 0.24 of an inch. Should free play exceed the limit
stated make necessary repairs as required to eliminate free play.
(4) Grasp the aileron and move it spanwise (inboard/outboard) to ensure maximum end play of
0.035 of an inch is not exceeded.
B. Removal
(1) Disconnect the aileron control rod at the aileron attachment point by removing the nut,
washers and bolt from the rod end bearing. To simplify installation note location of washers
removed.
(2) Remove the attaching nuts, bolts and washers from the hinges at the leading edge of the
aileron, and remove the aileron.
C. Installation
WARNING: ALL CONTROL SURFACES THAT HAVE BEEN REPLACED OR REPAINTED MUST
BE BALANCED BEFORE INSTALLATION PER INSTRUCTIONS IN BALANCING,
BELOW.
(1) Move the aileron into place and install attaching bolts, washers and nuts. Ascertain that the
aileron is free to move with no interference.
(2) Attach the aileron control rod with bolts, 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.
(3) Actuate the aileron controls to ensure freedom of movement.

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Aileron and Flap Installation

Figure 1 (Sheet 1 of 2)

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Aileron and Flap Installation

Figure 1 (Sheet 2 of 2)

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D. Balancing (Refer to Figure 2.)

WARNING: ALL CONTROL SURFACES THAT HAVE BEEN REPLACED OR REPAINTED MUST
BE BALANCED BEFORE INSTALLATION.
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 (see 55-20-00, Figure 3) on the aileron,
avoiding rivets, and keep the beam perpendicular to the hinge centerline. 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 Figure 2, proceed as follows:
(1) Leading edge heavy: This condition is highly improbable; recheck measurements and
calculations.
(2) Trailing edge heavy: There are no provisions for adding weight to balance weight to counteract
a trailing edge heavy condition. Therefore, it will be necessary to determine the exact cause of
the unbalance. If the aileron is too heavy because of painting over old paint, it will be
necessary to strip all paint from the aileron and repaint. If the aileron is too heavy resulting
from repair to the skin or ribs, it will be necessary to replace all damaged parts and recheck
the balance.
2. Wing Flap (Refer to Figure 1.)
CAUTION: CONTROL SURFACE SKINS MUST BE REPLACED IF THEY SUSTAIN DAMAGE OR
EXHIBIT CRACKS.
A. Removal
(1) Extend the flaps to their fullest degree and remove the bolt and bushing from the rod end
bearing.
(2) Remove the nuts, washers, bushing and hinge bolts that hold the flap to the wing assembly.
(3) Pull the flap straight back off the wing.
B. Installation
(1) Replace the wing flap by placing the flap onto its proper position and inserting the hinge bolts,
bushings, washers and nuts.
(2) With the flap control in the full flap position, place the bushing on the outboard side of the rod
end bearing and insert and tighten the bolt.
(3) Operate the flap several times to be certain it is operating freely. (Refer to 27-50-00, Wing Flap
Controls, Rigging and Adjustment.)

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Balancing Aileron
Figure 2

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CHAPTER

61
PROPELLERS

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CHAPTER 61

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

61-List of 1 Sep 30/06

Effective Pages 2 Sep 30/06

61-Table of Contents 1 Sep 30/06

2 Sep 30/06

61-10-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06

61-20-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06

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CHAPTER 61 - PROPELLERS

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

PROPELLER ASSEMBLY 61-10-00 1 6J15

Propeller 1 6J15
Removal 1 6J15
Installation 1 6J15
Cleaning, Inspection and Repair 4 6J18
Checking Propeller Blade Track 5 6J19

CONTROLLING 61-20-00 1 6J21

Propeller Governor 1 6J21
Removal 1 6J21
Installation 1 6J21
Rigging and Adjustment 1 6J21

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PROPELLER ASSEMBLY

Propeller
This section lists procedures for the removal, cleaning, inspection, repair, and installation of the propeller
assembly. Servicing information may be found in 12-20-00.
A. Removal
(1) Ensure that the master and magneto switches are off.
(2) Move fuel selector to off position.
(3) Place the mixture control in idle cut-off.
(4) Note position of each component to facilitate reinstallation.
(5) Remove the screws from around the spinner assembly and remove spinner.
(6) Remove the safety wire from the six propeller mounting nuts on studs and remove studs.
(7) Place a drip pan under the propeller to catch oil spillage, then remove the propeller.
B. Installation (Refer to Figure 1.)
(1) Ensure master and magneto switches are off.
(2) Place fuel selector to off position.
(3) Place mixture control in idle cut-off.
(4) Observe the starter ring gear to make sure it is mounted properly on the engine crankshaft
flange. One of the bushings on the crankshaft is stamped with an “O” mark and it must be
inserted in the starter ring gear hole, likewise identified with an “O” mark.
(5) Wipe crankshaft and propeller pilot to assure that no chips or foreign matter enter the propeller
mechanism.
(6). Check interior of propeller hub for proper seating of “O” ring. Wipe inside of hub to remove any
traces of dirt. Check to see that “O” ring is covered with grease.
(7) Install rear spinner bulkhead.
(8) Slide propeller carefully over pilot, taking care that “O” ring is not damaged.
(9) Install the six hexagon head propeller hub mounting bolts and torque per Chart 1.
(10) Check propeller blade track as given in Blade Track.
(11) Safety the propeller mounting bolts with MS20995-C41 safety wire.
(12) Grease blade hub through zerk fittings. Remove one of the two fittings for each propeller blade,
alternate the next time. Apply grease through the zerk fitting until fresh grease appears at the
fitting hole of the removed fitting. Care should be taken to avoid blowing out hub gaskets.
(13) Install spinner. Torque all attachment screws per Chart 1.

CHART 1
PROPELLER TORQUE LIMITS
Description Required Torque (Dry)
Propeller Mounting Nuts 60-70 foot-pounds
Fwd. Bulkhead Attachment Bolts 20-24 inch-pounds
Spinner Attachment Screws 20-22 inch-pounds

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Propeller Installation
Figure 1 (Sheet 1 of 2)

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Propeller Installation
Figure 1 (Sheet 2 of 2)

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C. Cleaning, Inspection, and Repair

(1) Check for oil and grease leaks.
(2) Clean the spinner, propeller hub interior and exterior, and blades with a non-corrosive
solvent.
(3) Inspect the hub parts for cracks.
(4) Steel hub parts should not be permitted to rust. Use aluminum paint to touch up if necessary,
or replate during overhaul.
(5) Check all visible parts for wear and safety.
(6) Check blades to determine whether they turn freely on the hub pivot tube. This can be done by
rocking the blades back and forth through the slight freedom allowed by the pitch change
mechanism. If they appear tight and are properly lubricated, the pitch change mechanism
should be removed so that each blade can be checked individually. If blades are tight, the
propeller should be disassembled.
(7) Inspect blades for damage or cracks. Nicks in leading edges of blades should be filed out and
all edges rounded, as cracks sometimes start from such places. Use fine emery cloth for
finishing. Refer to Figure 2 for propeller blade care.

Typical Nicks and Removal Methods

Figure 2

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D. Checking Propeller Blade Track

Blade track is the ability of one blade tip to follow the other while rotating in almost the same plane.
Excessive difference in blade track - more than .0625 inch - may be an indication of bent blades or
improper propeller installation. Check blade track as follows:
(1) With the engine shut down and blades vertical, secure to the aircraft a smooth board just
under the tip of the lower blade. Move the tip fore and aft through its full “blade-shake”
travel, making small marks with a pencil at each position. Then center the tip between these
marks and scribe a line on the board for the full width of the tip.
(2) Carefully rotate propeller by hand to bring the opposite (or next) blade down. Center the tip and
scribe a pencil line as before and check that lines are not separated more than .0625 inch.
(3) Propellers having excess blade track should be removed and inspected for bent blades, or for
parts of sheared “O” ring, or foreign particles, which have lodged between hub and
crankshaft mounting faces. Bent blades will require repair and overhaul of assembly.

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CONTROLLING

Propeller Governor
A. Removal
(1) Remove the upper engine cowl.
(2) Disconnect the control cable end from the governor control arm.
(3) Remove the governor mounting stud nuts. It will be necessary to raise the governor as the nuts
are being removed before they can be completely removed.
(4) Remove the mounting gasket. If the governor is to be removed for a considerable length of
time and another unit not substituted, it is advisable to cover the mounting pad to prevent
damage caused by foreign matter.
B. Installation
(1) Clean the mounting pad thoroughly, making very certain that there are no foreign particles in
the recess around the drive shaft.
(2) Place the governor mounting gasket in position with the raised portion of the screen facing
away from the engine.
(3) Align the splines on the governor shaft with the engine drive and slide the governor into
position.
(4) With the governor in position, raise the governor enough to install washers and start
mounting nuts. Torque nuts even.
(5) Connect the control cable end to the governor control arm. The ball stud is installed in the inner
hole of the control arm.
(6) Adjust governor control per Rigging and Adjustment of Propeller Governor.
(7) Install engine cowl.
C. Rigging and Adjustment (Refer to Figure 1.) (PIR-FTP2001-6, Rev. D / PIR-FTP2001-6-1, Rev. B.)
(PIR-FTP2001-14, Rev. D / PIR-FTP2001-14-1, Rev. B.)

(1) Prior to adjusting the propeller governor high rpm setting, the control linkage should be
thoroughly checked for correct function.
NOTE: A calibrated tachometer must be used to ascertain propeller high rpm setting. Final
high rpm adjustment must be checked in flight or during high speed taxi.
To check rigging, move propeller control full forward. The propeller governor high rpm stop
must contact the adjusting screw when the cockpit control is 0.010 to 0.030 inch from the
cockpit mechanical stop.
(2) If adjustment is required complete the following steps.
(a) Ensure that the governor control arm is located approximately as shown on Figure 1.
(b) Adjust control cable end hardware to obtain cockpit control cushion. Ensure there is
adequate thread engagement of clevis end and rod end bearing (witness holes) after
adjustment.
(c) Ensure that the control cable assembly is not bottoming internally.
(3) Start engine, park 90° to wind direction and warm in normal manner.

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MAINTENANCE MANUAL

Propeller Governor
Figure 1

(4) To check high rpm low pitch setting, move the propeller control all the way forward. At this
position the governor speed control arm should be against the high rpm fine adjusting screw.
With the throttle full forward, observe engine rpm which should be adjusted as follows:
(a) Shut down the engine and remove the upper engine cowl.
(b) Adjust the governor by means of the fine adjustment screw to: 2650 - 2700 RPM for HP
S/N’s 3246001 & up; 2460 - 2500 RPM for TC S/N’s 3257001 & up. To do this, loosen the
high RPM fine adjustment screw locknut and turn the screw in a clockwise direction to
decrease engine speed or in a counterclockwise direction to increase engine speed.
NOTE: One revolution of the fine adjustment screw will increase or decrease the engine
speed approximately 20 rpm.
(c) Reinstall upper engine cowl and repeat step b to ascertain proper rpm setting.
(d) After setting the proper high rpm adjustment, run the self-locking nut on the fine
adjustment screw against the base projection to lock.
(e) Ascertain that the governor control arm is adjusted to the proper angle on the control
wheel as shown in Figure 1.
(5) With the high rpm adjustment complete, the control system should be adjusted so that the
governor control arm will contact the high rpm stop when the propeller lever is 0.010 to 0.030
of an inch from forward stop on the power quadrant. To adjust the control travel,
disconnect the control cable end from the control arm, loosen the cable end jam nut and rotate
the rod end to obtain the desired lever clearance. Reconnect the cable end and tighten jam
nut.
(6) It is usually only necessary to adjust the high rpm setting of the governor control system, as
the action automatically takes care of the positive high pitch setting.

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Island Enterprises
AIRPLANE MAINTENANCE MANUAL
CARD 7 OF 8

PA-32R-301

(S/N’s 3246001 & UP)

PA-32R-301T

(S/N’s 3257001 & UP)

THE NEW PIPER AIRCRAFT, INC.

PART NUMBER 761-879 February 9, 2007
7A1

Island Enterprises
 Published by
Technical Publications

© PIPER AIRCRAFT, INC.

2926 Piper Drive
Vero Beach, Florida 32960
U.S.A.

Member
General Aviation
Manufacturers Association

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

AEROFICHE REVISION STATUS

Revisions to this Maintenance Manual (P/N 761-879) originally published June 24, 1996 and reissued
September 30, 2006 are as follows:

Effectivity Publication Date Aerofiche Card Effectivity

ORG950712 June 24, 1996 1, 2, 3, and 4

CR970701 July 1, 1997 1, 2, 3, 4, and 5
PR990715 July 15, 1999 1, 2, 3, 4, and 5
PR011215 December 15, 2001 1
PR020331 March 31, 2002 1
PR040216 February 16, 2004 1, 3, and 5
PR050319 March 19, 2005 1, 2, 3, and 4
CR060930 September 30, 2006 1, 2, 3, 4, 5, 6, 7, and 8
PR070209 * February 9, 2007 1 and 7

* COMPLETE REVISION OF MAINTENANCE MANUAL 761-879

Revisions appear only in Aerofiche Cards 1 and 7. Accordingly, discard your

existing Aerofiche Cards 1 & 7 and replace them with these dated 02/09/07.

Consult the Piper Customer Service Information Aerofiche (P/N 1753-755) for current revision dates for this
manual.

7A3 AEROFICHE EFFECTIVITY PAGE 1

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INTRODUCTION

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

Intro-List of 1 Feb 9/07

Effective Pages 2 Sep 30/06

Intro-Table of Contents 1 Sep 30/06

2 Sep 30/06

Introduction 1 Sep 30/06

2 Feb 9/07
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Feb 9/07
7 Feb 9/07
8 Feb 9/07
9 Sep 30/06
10 Sep 30/06
11 Sep 30/06
12 Sep 30/06
13 Sep 30/06
14 Sep 30/06
15 Feb 9/07
16 Sep 30/06

Index 1 Sep 30/06

2 Feb 9/07
3 Feb 9/07
4 Feb 9/07
5 Feb 9/07
6 Feb 9/07
7 Sep 30/06
8 Sep 30/06

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MAINTENANCE MANUAL

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

Introduction
Instructions for Continued Airworthiness 1 7A9
General 1 7A9
Effectivity 1 7A9
Serial Number Explanation 2 7A10
Assignment of Subject Material 2 7A10
Pagination 3 7A11
Aerofiche Effectivity 3 7A11
Identifying Revised Material 3 7A11
Indexing 3 7A11
List of Effective Pages 3 7A11
Warnings, Cautions, and Notes 4 7A12
Accident / Incident Reporting 4 7A12
Supplementary Publications 4 7A12
PIPER Publications 4 7A12
Vendor Publications 4 7A12
Chapter/Section Index Guide 11 7A19

Index
Index 1 7B1

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MAINTENANCE MANUAL

INTRODUCTION

1. Instructions for Continued Airworthiness

WARNING: INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA) FOR ALL NON-PIPER
APPROVED STC INSTALLATIONS ARE NOT INCLUDED IN THIS MANUAL. WHEN A
NON-PIPER APPROVED STC INSTALLATION IS INCORPORATED ON THE AIRPLANE,
THOSE PORTIONS OF THE AIRPLANE AFFECTED BY THE INSTALLATION MUST BE
INSPECTED IN ACCORDANCE WITH THE ICA PUBLISHED BY THE OWNER OF THE
STC. SINCE NON-PIPER APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS
INTERFACE, OPERATING CHARACTERISTICS AND COMPONENT LOADS OR
STRESSES ON ADJACENT STRUCTURES, THE PIPER PROVIDED ICA MAY NOT BE
VALID FOR AIRPLANES SO MODIFIED.
The PIPER PA-32R-301 Saratoga II HP / PA-32R-301T Saratoga II TC Maintenance Manual constitutes
the Instructions for Continued Airworthiness in accordance with Federal Aviation Regulations (FAR) Part
23, Appendix G. Chapter 4 contains the Airworthiness Limitations section (4-00-00) and the Inspection
Program is in Chapter 5 (5-20-00).
2. General
This publication is prepared in accordance with the General Aviation Manufacturers Association (GAMA)
Specification No. 2, with respect to the arrangement and content of the System/Chapters within the
designated Chapter/Section-numbering system.
WARNING: USE ONLY GENUINE PIPER PARTS OR PIPER APPROVED PARTS OBTAINED FROM
PIPER APPROVED SOURCES, IN CONNECTION WITH THE MAINTENANCE AND
REPAIR OF PIPER AIRPLANES.
This manual does not contain hardware callouts for installation. Hardware callouts are only indicated
where a special application is required. To confirm the correct hardware used, refer to the PA-32R Parts
Catalog P/N 761-880, and FAR 43 for proper utilization.
Genuine PIPER parts are produced and inspected under rigorous procedures to ensure airworthiness
and suitability for use in PIPER airplane applications. Parts purchased from sources other than PIPER,
even though identical in appearance, may not have had the required tests and inspections performed,
may be different in fabrication techniques and materials, and may be dangerous when installed in an
airplane.
Additionally, reworked or salvaged parts or those parts obtained from non-PIPER approved sources,
may have service histories which are unknown or cannot be authenticated, may have been subjected to
unacceptable stresses or temperatures or may have other hidden damage not discernible through
routine visual or nondestructive testing. This may render the part, component or structural assembly,
even though originally manufactured by PIPER, unsuitable and unsafe for airplane use.
THE NEW PIPER AIRCRAFT, INC. expressly disclaims any responsibility for malfunctions, failures,
damage or injury caused by use of non-PIPER approved parts.
NOTE: THE NEW PIPER AIRCRAFT, INC. expressly reserves the right to supersede, cancel and/or
declare obsolete any part, part numbers, kits or publication that may be referenced in this
manual without prior notice.
In any question concerning the care of your airplane, be sure to include the airplane serial number in
any correspondence.
3. Effectivity
This maintenance manual is effective for PA-32R-301 Saratoga II HP airplane serial numbers 3246001
and up and PA-32R-301T Saratoga II TC airplane serial numbers 3257001 and up. This encompasses
the model years shown in Chart 1.

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CHART 1
MODEL YEARS
PA-32R-301 Saratoga II HP PA-32R-301T Saratoga II TC
Model Year Serial Numbers Model Year Serial Numbers
1995 3246001 thru 3246017 Prototype 3257001
1996 3246018 thru 3246059 1998 3257002 thru 3257075
1997 3246060 thru 3246087 1999 3257076 thru 3257123
1998 3246088 thru 3246125 2000 3257124 thru 3257155;
1999 3246126 thru 3246153 less 3257144
2000 3246154 thru 3246165 2000.5 3257156 thru 3257198;
and 3257144
2000.5 3246166 thru 3246181
2001 3257199 thru 3257266
2001 3246182 thru 3246203
2002 3257267 thru 3257296
2002 3246204 thru 3246209
2003 3257297 thru 3257338
2003 3246210 thru 3246217
2004 3257339 thru 3257369
2004 3246218 thru 3246226
2005 3257370 thru 3257400
2005 3246227 thru 3246232
2006 3257401 thru 3257439
2006 3246233 thru 3246244
2007 3257440 and up

NOTE: The above is provided as a general reference only.

4. Serial Number Explanation

Example:
32 46 001

SEQUENCE NUMBER
TYPE CERTIFICATE DESIGNATION

MODEL CODE
46 = PA-32R-301 SARATOGA II HP
57 = PA-32R-301T SARATOGA II TC

5. Assignment of Subject Material

This publication is divided into industry standard, three element, numeric subject groupings as follows:
A. System/Chapter - The various groups are broken down into major systems such as Environmental
Systems, Electrical Power, Landing Gear, etc. They are assigned a number, which becomes the first
element of the standardized numbering system. Thus, the element “28” of the number 28-40-01
refers to the chapter “Fuel”. Everything concerning the fuel system will be covered in this chapter.
B. Sub-System/Section - The major systems/chapters of an airplane are broken down into
subsystems. These sub-systems are identified by the second element of the standard numbering
system. The element “40” of the number 28-40-01 concerns itself with the indicating section of the
fuel system.

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
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C. Unit/Subject - The individual units within a sub-system/section may be identified by the third
element of the standard numbering system. The element “01” of the number 28-40-01 is a subject
designator. This element is assigned at the option of the manufacturer and is normally zeroed out by
PIPER.
Refer to Chapter/Section Index Guide, for a complete breakdown and list. The material is arranged in
ascending numerical sequence.
6. Pagination
The Chapter - Section (i.e. - 28-40-00) numbering system (explained above) forms the primary page
numbering system for this manual. Within each Section, pages are numbered consecutively beginning
with Page 1 (i.e. - 28-40-00, Page 1). Additionally, the aerofiche grid numbering system (explained
below) is also used to indicate location within the manual.
7. Aerofiche Effectivity
A. The General Aviation Manufacturers Association (GAMA) have developed specifications for
microfiche reproduction of aircraft publications. The information compiled in this Aerofiche
Maintenance Manual will be kept current by revisions distributed periodically. These revisions will
supersede all previous revisions and will be complete Aerofiche card replacements and shall
supersede Aerofiche cards of the same number in the set. The “Aerofiche Effectivity” page at the
front of this manual lists the current revision for each card in this set.
B. Conversion of Aerofiche alpha/numeric grid code numbers:
First number is the Aerofiche card number.
Letter is the horizontal row reference per card
Second number is the vertical column reference per card.
Example: 2J16 = Aerofiche card number two, row J, column 16.
C. To aid in locating information, the following is provided at the beginning of each aerofiche card:
(1) A complete Introduction containing the Chapter/Section Index Guide for all fiche in this set.
(2) A complete subject Index for all fiche in this set.
8. Identifying Revised Material
A revision to a page is defined as any change to the printed matter that existed previously.
Revisions, additions and deletions are identified by a vertical line (i.e. - change bar) along the left-
hand margin of the page opposite only that portion of the printed matter that was changed.
A change bar in the left-hand margin opposite the footer (i.e. - chapter/section/subject, page
number and date), indicates that the text was unchanged but the material was relocated to a
different page.
Example.
NOTE: Change bars are not used in the title pages, list of effective pages, or index.
9. Indexing
An alphabetically arranged subject Index follows this introduction to assist the user in locating desired
information. In addition, each System/Chapter begins with an individual Table of Contents.
10. List of Effective Pages
Each System/Chapter has a List of Effective Pages preceding the Table of Contents to identify the
effective revision date for each page in that chapter.

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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
PA-32R-301/301T airplanes and its various components. Use them to supplement this manual.
A. Piper Publications: Part Number
(1) Parts Catalog 761-880
(2) Progressive Inspection Manuals (50 hour):
SARATOGA II HP (S/N’s 3246001 & up) 761-881 (pending)
SARATOGA II TC (S/N’s 3257001 & up) 761-896 (pending)
(3) Periodic Inspection Report Forms:
SARATOGA II HP (S/N’s 3246001 & up) 230-1047
SARATOGA II TC (S/N’s 3257001 & up) 230-2047
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: Climate Control Inc. (or) Sanden International (USA), Inc.
2120 N. 22nd Street 601 South Sanden Blvd.
Decatur, Illinois 62526 Wylie, TX 75098-4999
(217) 422-0055 (972) 442-8400
http://www.ccicompressor.com http://www.sanden.com
(2) ALTERNATOR:
Vendor: Kelly Aerospace, Power Systems PH: (334) 227-8306
Airport Complex
P. O. Box 273
Fort Deposit, Alabama 36032
http://www.kellyaerospace.com/index.htm/
Overhaul Manual: Manual OE-A2

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(3) AUTOFLIGHT:
Vendor(s): Honeywell (or) S-TEC Corporation
One Technology Center One S-TEC Way
23500 W. 105th St., M/D #45 Mineral Wells, Texas 76067-9236
Olathe, Kansas 66061-1950 PH - (940) 325-9406
http://www.bendixking.com/ www.s-tec.com
(4) BRAKES:
Vendor: Parker Hannifin Corp. PH: (800) 272-5464
Aircraft Wheel and Brake Division
1160 Center Road
Avon, Ohio 44011
http://www.parker.com/cleveland/Universe/book.pdf
(5) ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)
Vendor: Avidyne Corporation PH: (800) 284-3963
55 Old Bedford Road
Lincoln, MA 01773
http://www.avidyne.com/index.htm
Instructions for Continued Airworthiness:
Primary Flight Display
and Magnetometer/OAT: Document No. AVPFD-174
Multifunction Display: Document No. AVMFD-167
Data Acquisition Unit: Document No. AVSIU-011
or,
Vendor: Garmin International PH: (913) 397-8200
1200 East 151ST Street
Olathe, KS 66062
http://www.garmin.com
(6) EMERGENCY LOCATOR TRANSMITTER:
Vendor: Artex Aircraft Supplies PH: (800) 547-8901
14405 Keil Road NE
Aurora, Oregon 97002
http://www.artex.net/
(7) EMERGENCY BATTERY:
Vendor: Concorde Battery Corporation PH: (626) 813-1234
2009 San Bernardino Road FAX: (626) 813-1235
West Covina, CA 91790
http://www.concordebattery.com/index.htm
Instructions for Continued Airworthiness:
Maintenance Manual
Supplement,
Concorde Valve
Regulated Lead-Acid
Emergency Battery: Drawing No. 5-0143

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(8) ENGINE:
Vendor: Textron Lycoming PH: (717) 323-6181
652 Oliver Street FAX: (717) 327-7101
Williamsport, PA 17701
http://www.lycoming.textron.com/main.html
Overhaul Manual: DIRECT DRIVE MODELS - P/N 60294-7
Parts Catalog: IO-540- ..... - K1G5, ..... ENGINES - P/N PC-615
TIO-540-AH1A ENGINES - P/N PC-615-12
Operators Handbook: O-540, IO-540 SERIES - P/N 60297-10
TIO-540 Series - P/N 60297-23

NOTE: The above Lycoming publications can be ordered as a set on CD-ROM from
Avantext. See www.avantext.com or PH - (800) 998-8857.

(9) ENGINE FUEL CONTROL SYSTEMS:

Vendor: Precision Airmotive LLC PH: (360) 651-8282
14800 40th Ave NE FAX: (360) 651-8080
Marysville, WA 98271
http://www.precisionairmotive.com/
Vendor: Textron Lycoming (See Engine, above.)
Operation and Service
Manual: FM-250 Fuel Control System

(10) ELECTRIC FUEL PUMP:

Vendor(s): Parker Hannifin Corp. (or) Weldon Pump
Airborne Division 640 Golden Oak Parkway
711 Taylor Street Oakwood Village, OH 44146
Elyria, Ohio 44035 PH - (216) 232-2282
PH - (800) 382-8422
http://www.parker.com/cleveland/Universe/book.pdf
(11) FUEL CELLS:
Vendor: Engineered Fabrics Corporation PH: 770-684-7855
669 Goodyear Street FAX: 770-684-7438
Rockmart, Georgia 30153-0548
http://www.kfefc.com/index.htm
(12) GEAR LOCKING ACTUATORS, NOSE GEAR DOOR ACTUATOR, HYDRAULIC PUMP,
AND ALL HYDRAULIC COMPONENTS:
Vendor: Parker Hannifin Corp.
(See Brakes, above)
(13) HI-LOK FASTENERS AND TOOLS:
Vendor: Hi-Shear Corporation PH: (213) 326-8110
2600 Skypark Drive
Torrance, California 90509

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(14) INADVERTENT ICE PROTECTION SYSTEM (TKS):

Vendor: Aerospace Systems and Technologies, Inc.
3213 Arnold Ave. PH: (785) 493-0946
Salina, Kansas 67401 FAX: (785) 493-0950
http://www.weepingwings.com/
(15) LIGHTS - NAVIGATION/STROBE LIGHTS STANDBY/MAP:
Vendor: Whelen Engineering Co. Inc. PH: (860) 526-9504
Route 145, Winthrop Rd. FAX: (860) 526-2009
Chester, CT 06412
http://www.whelen.com/
(16) MAGNETOS:
Vendor: Slick Aircraft Products PH: (904) 739-4000
Unison Industries FAX: (904) 739-4006
Attn: Subscription Dept.
7575 Baymeadows Way
Jacksonville, FL 32256
http://www.unisonindustries.com/
Installation, Operation F1100 MASTER SERVICE MANUAL,
and Maintenance 4300/6300 SERIES MAGNETO
Instructions: MAINTENANCE AND
OVERHAUL MANUAL - L-1363
(17) NAVIGATION, COMMUNICATIONS, AND GPS (NAV/COM/GPS):
Vendor: Garmin International PH: (913) 397-8200
1200 East 151ST Street
Olathe, KS 66062
http://www.garmin.com
(18) OXYGEN SYSTEM: (TC ONLY)
Vendor: Scott Aviation PH: (716) 683-5100
2225 Erie Street
Lancaster, New York 14086
http://www.scottaviation.com/
(19) PROPELLER:
Vendor: Hartzell Propeller Inc. PH: (937) 778-4379
One Propeller Place FAX: (937) 778-4321
Piqua, OH 45356-2634
http://www.hartzellprop.com/index2.htm
Standard Practices: Manual No. 202A
Overhaul
and Maintenance: Manual No. 113B
Aluminum Blade
Overhaul: Manual No. 133C
Propeller Owner’s
Manual and Logbook: Manual No. 115N

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(20) PROPELLER GOVERNOR:

Vendor: Hartzell Propeller Inc. PH: (937) 778-4379
One Propeller Place FAX: (937) 778-4321
Piqua, OH 45356-2634
http://www.hartzellprop.com/index2.htm
Governor Maintenance: Manual No. 130B
(21) STANDBY ATTITUDE INDICATOR:
Vendor: Mid-Continent Instruments Co., Inc. PH: (316) 630-0101
9400 E. 34 TH Street N. FAX: (316) 630-0723
Wichita, KS 67226
http://www.mcico.com/index.html
Installation Manual and
Operating Instructions: Manual No. 9015762
(22) STARTER:
Vendor: See listing under (or) Sky-Tec
Alternator, above. 350 Howard Clemmons Rd
Granbury, Texas 76048
PH - (800) 476-7896
FAX - (817) 573-2252
http://www.skytecair.com
(23) VACUUM PUMPS:
Vendor: Aero Accessories, Inc. PH: (800) 822-3200
1240 Springwood Avenue
Gibsonville, NC 27249
http://www.aeroaccessories.com/index.html
(24) VACUUM REGULATORS:
Vendor: Parker Hannifin Corporation PH: (800) 382-8422
Airborne Division
711 Taylor St.
Elyria, OH 44035
http://www.parker.com/cleveland/Universe/book.pdf

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

14. Chapter/Section Index Guide

NOTE: The following GAMA Specification No. 2 standard chapters are not included in this Maintenance
Manual: 36, 38, 49, 54, 60, 72, 75 and 83. These chapters are omitted because the subject
system is either: not installed in these airplanes; adequately covered in vendor or other manuals;
or, for ease of use, has been combined with another chapter.

CHAPTER SECTION TITLE GRID NO.

4 AIRWORTHINESS LIMITATIONS 1C1

00 Airworthiness Limitations

5 TIME LIMITS/MAINTENANCE CHECKS 1C9

00 General
10 Time Limits
20 Scheduled Maintenance
30 Special Inspections
50 Unscheduled Maintenance Checks

6 DIMENSIONS AND AREAS 1F1

00 General

7 LIFTING AND SHORING 1F15

10 Jacking

8 LEVELING AND WEIGHING 1F23

10 Weighing
20 Leveling

9 TOWING AND TAXIING 1G9

10 Towing
20 Taxiing

10 PARKING AND MOORING 1G19

10 Parking
20 Mooring

11 PLACARDS AND MARKINGS 1H5

20 Exterior Placards and Markings

30 Interior Placards

12 SERVICING 1I1

00 General
10 Replenishing
20 Scheduled Servicing

7A19 INTRODUCTION Sep

PAGE 11
30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

20 STANDARD PRACTICES - AIRFRAME 2C1

00 General
20 Painting

21 ENVIRONMENTAL SYSTEMS 2D3

00 General
20 Distribution
40 Heating
50 Cooling

22 AUTOFLIGHT 2G5

10 Autopilot

23 COMMUNICATIONS 2H9

00 General
50 Audio Integrating
60 Static Discharging

24 ELECTRICAL POWER 2I1

00 General
30 DC Generation
40 External Power
50 Electrical Load Distribution

25 EQUIPMENT/FURNISHINGS 3C1

10 Flight Compartment
20 Passenger Compartment
60 Emergency

26 FIRE PROTECTION 3D1

20 Extinguishing

27 FLIGHT CONTROLS 3D11

00 General
10 Aileron and Tab
20 Rudder and Tab
30 Stabilator and Tab
50 Flaps

28 FUEL 3G15

00 General
10 Storage
20 Distribution
40 Indicating

PAGE 12
Sep 30/06 INTRODUCTION 7A20

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

29 HYDRAULIC POWER 3I11

00 General
10 Main

30 ICE AND RAIN PROTECTION 4C1

00 General
10 Airfoil
30 Pitot and Static
60 Propeller
80 Detection

31 INDICATING / RECORDING SYSTEMS 4E7

50 Central Warning Systems

32 LANDING GEAR 4F3

00 General
10 Main Gear and Doors
20 Nose Gear and Doors
30 Extension and Retraction
40 Wheels and Brakes
60 Position and Warning

33 LIGHTS 4J5

00 General
10 Flight Compartment
40 Exterior

34 NAVIGATION 5C1

00 General
10 Flight Environment Data
20 Attitude and Direction
50 Dependent Position Determining

35 OXYGEN 5J1

10 Crew/Passenger

37 VACUUM 6C1

00 General
10 Distribution
20 Indicating

7A21 INTRODUCTION Sep

PAGE 13
30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

39 ELECTRICAL/ELECTRONIC PANELS 6C21

10 Instrument and Control Panels

51 STRUCTURES 6E1

00 General
10 Investigation, Cleanup and Aerodynamic Smoothness
70 Repairs
80 Electrical Bonding

52 DOORS 6F13

00 General
10 Passenger/Crew
30 Cargo

53 FUSELAGE 6G9

20 Main

55 STABILIZERS 6G19

20 Stabilator
30 Vertical Stabilizer
40 Rudder

56 WINDOWS 6H15

10 Flight Compartment
20 Passenger Compartment

57 WINGS 6I3

00 General
20 Auxiliary Structure
40 Attach Fittings
50 Flight Surfaces

61 PROPELLERS 6J9

10 Propeller Assembly
20 Controlling

70 STANDARD PRACTICES - ENGINE 7C1

00 General

PAGE 14
Sep 30/06 INTRODUCTION 7A22

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

71 POWER PLANT 7C9

00 General
10 Cowling
20 Mounts

73 ENGINE FUEL AND CONTROL 7D11

10 Distribution
20 Controlling

74 IGNITION 7E7

10 Electrical Power Supply

20 Distribution
30 Switching

76 ENGINE CONTROLS 7F21

10 Power Control

77 ENGINE INDICATING 7G7

00 General
10 Power
20 Temperature
40 Integrated Engine Instrument Systems

78 EXHAUST 7I1

00 General

79 OIL 7I11

20 Distribution
30 Indicating

80 STARTING 7J1

10 Cranking

81 TURBINES 7J17

20 Turbo-Supercharger

91 CHARTS & WIRING DIAGRAMS 8C1

10 Charts
21 & Up Wiring Diagrams (Schematics)

7A23 INTRODUCTION PAGE 15

Feb 9/07

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

PAGE 16
Sep 30/06 INTRODUCTION 7A24

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

A Avidyne Entegra EFIS Corrosion

Component Locator: 5D5 Control: 6E11
Access Plates and Panels: 1F12
Description: 5D1 Forms: 6E11
Accident/Incident Reporting: 1A12
Instrument Panel: 5D1
Aerofiche Grid Code: 1A11 D
Magnetic Heading System
Aileron
Calibration: 5I1 Definitions
Balancing: 6J4
Magnetometer: 5H24 Inspections: 1C19
Checking Free Play: 6J1
Wiring Harness: 5D8 Defrosters: 2D17
Installation: 6J2
Avionics Deicing Fluid: 4C7
Ailerons
Installation: 2H18 Doors
Control System
Rack-Mounted: 6D3 Baggage Door Lock Tool: 6G7
Installation: 3E11
Rigging and Adjustment: Cabin: 6G1
B Upper Door Latch -
3E13
Limits: 3E15 Balancing Equipment: 6H1, 6H5, Adjustment: 6G2, 6G4
Troubleshooting: 3E4 6H12 Description: 6F19
Tab: 3E16 Ball Diameters for Testing Hose Snubber Seals: 6F19
Air Conditioning Restrictions: 2C10 Installation: 6F20
Charging Stand Battery - See Electrical
Brakes E
Hookup: 2E21
Kent Moore J23500: 2E17 Bleeding: 4I17 EFIS - See Avidyne or Garmin
Robinar 34700: 2E16 Parking Brake: 1H1 EGT Gauge: 7G19
Hookup: 2E23 Servicing: 1I22 Electrical
Compressor System Battery: 2J6
Belt Installation: 2F12 Installation: 4I13 Servicing: 1I23
Sanden: 2F11 Leak Check: 4I16 Bonding: 6F9
Magnetic Clutch: 2F16 Toe Brake Cylinder: 4I17 Millivolt Drop Test: 6F10
York: 2F9 Toe Brake Installation: 4I15 Resistance Index: 6F10
Magnetic Clutch: 2F18 Wheel Brake Assembly: 4I9 Bonding Straps: 2H23
Condenser Buttock Lines: 1F10 Electrical System
Air Scoop Installation: 2F21 Alternator: 2I10
C Belt Tension Adjustment:
Evacuation Hookup: 2F4
Installation: 2E8 Cabin 2I21
Leak Test: 2F3 Heat: 2D17 Troubleshooting: 2I12
Service Valves: 2E9 Ventilation: 2D11, 2D17 Component Loads: 2J17
Test Gauge and Manifold Set: Chapter/Section Index Guide: Description and Operation:
2F1, 2F2 1A19 2I7
Torque Specifications: 2E15 Cherrylock Rivet Removal: 2C9 Load Distribution: 2J17
Troubleshooting: 2E3 CHT Gauge: 7G21 Standby Alternator: 2I23
Air Filter Circuit Breaker Panel: 6D4 Installation: 2J5
Servicing: 1J5 Cleaning: 1I8 Troubleshooting: 2J1
Airworthiness Aircraft Finish Care: 1I7 Emergency Battery: 2J9
Directives (AD’s): 1C15 Fuel Filter: 1I16 External Power: 2J15
Instructions for Continued Consumable Materials: 8C23 On Aircraft Checks: 2I18
Airworthiness: 1A9 Control Column Assembly: 3E5 Schematics
Limitations: 1C7 Control Wheel Installation: 3E9 ADF: 8I16
Annunciator Conversion Tables: 8C12 AHRS: 8I8
Description: 4E13 Decimal: 8C17 Air Conditioning: 8D19
Troubleshooting: 4E14, 4E20 Drill Sizes: 8C21 Air Data Computer: 8I9
Autopilot - See System 55/55X Metric: 8C20 Alternator Power: 8E13
Temperature: 8C18 Ammeter: 8E19
Weights and Measures: 8C19 Annunciator: 8G1
Attitude Gyro: 8I4
Autopilot: 8D23

7B1 INDEX SepPAGE 1

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Schematics (cont.) Switch: 8G19 Installation: 7C20, 7D8

Auxiliary Vacuum System: Taxi: 8H15 Instruments
8I20 Low Voltage Monitor: 8E19 Analog Instruments: 7H7
Avionics Magneto Switch: 8I23 Single / Dual Instrument:
Cooling: 8D17 MAP: 8J2, 8J3, 8J16 7H7
Lighting: 8D17 Multi-Function Display CHT Gauge - See CHT
Baggage Door Ajar: 8H11 (MFD): 8I7 Gauge
Cabin Temp: 8J16 OAT Probe: 8I1 Description: 7G13
CHT: 8J5, 8J11, 8J15 Oil Pressure: 8J19, 8J21 EGT Gauge - See EGT
Clock: 8H7 Oil Temperature: 8J19, 8J21 Gauge
Configuration Module: 8J16 Overhead Speakers: 8E9 Engine Instruments & DDMP:
Data Acquisition Unit: 8J10 Pitot Heat: 8F21 7H3
Data Link: 8F23 Power Point: 8F3 Alarm Conditions: 7H9
DDMP: 8J6 Power Switching: 8E22 Electrical Mode: 7H10
DME: 8I17 Primary Flight Display (PFD): Exceedance Condition:
EGT: 8J12, 8J13 8I7 7H9
Electric Flaps: 8F9 Radio Master Switch: 8E7 Exceedance Mode: 7H11
ELT: 8F5 RPM: 8J1, 8J3, 8J21 Failure Condition: 7H9
Engine / Airframe Unit: 8J17 Skywatch: 8I13 Fuel Mode: 7H13
Engine Digital Display Squat Switch, R.H.: 8I1 Instrument Mode: 7H10
Monitoring Panel: 8J6 Stall Warning: 8F7 Integrated Engine
Engine Gauge: 8J8 Standby Alternator: 8E20 Instrumentation
Entertainment Console: 8H6 Standby Attitude Indicator: Calibration: 7H16
Exceedance Audio Alert: 8I5 Percent Power: 7H12
8F17 Starter and Accessories: 8K1 Temperature Mode: 7H13
External Power: 8F1 Stormscope: 8I14 Manifold Pressure Gauge -
Fresh Air Blower: 8D15 TIT: 8J12, 8J14, 8J15 See MAP Gauge
Fuel Flow: 8J12, 8J13, 8J14, TKS System: 8F19 Oil Pressure: 7I19
8J21 Transponder: 8I15 Oil Temperature: 7I21
Fuel Pump: 8F11 Turn and Bank Indicator: 8I3 Tachometer - See
Fuel Quantity: 8F13 VAC: 8J5 Manifold Pressure vs Oil
GMA 1347 Audio Panel: Vacuum Inop: 8I19 Temperature: 7E4
8E10 Static Wicks: 2H23 Mixture Control Adjustment:
Ground Blocks: 8E23 Symbols: 8D10, 8D11 7G3
Ground Clearance: 8E3 System Mount
Hour Meter: 8H7 Servicing: 1J6 Corrosion Inspection: 7D5
Integrated Avionics Units: Voltage Regulator: 2J9 Shock Mounts: 7D6
8I10 Wire Coding: 8D9 Serial Number Location: 1F7
Landing Gear ELT Standard Practices: 7C7
Control: 8G13 Artex ELT 110-4: 3C19 Starter
Position and Warning: Battery: 3C19 Bench Tests: 7J12
8G15 Testing: 3C20 Description: 7J7
Lights Wiring Schematic: 3C21 Exploded View: 7J7
Baggage: 8H7 Empennage Group: 6H2 Service Test Specifications:
Courtesy: 8H2 Engine 7J13
Flood: 8H12 Description: 7C15 Troubleshooting: 7J8
Landing: 8H15 Exhaust System - See Exhaust Using External Power: 7J12
Navigation: 8H20 System Throttle Control Adjustment:
Panel: 8G19 Fuel 7G3
Radio: 8H1 Air Bleed Nozzles: 7E1 Timing Marks: 7E15
Reading: 8H2 Injection System: 7D24 Troubleshooting: 7C15
Recognition: 8H24 Troubleshooting: 7D17
Strobe: 8H20 Ignition - See Ignition System

PAGE 2
Feb 9/07 INDEX 7B2

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Turbocharger Troubleshooting: 3G24 Troubleshooting: 5D16

Description: 7K1 Fuselage Stations: 1F10 Engine / Airframe
Installation: 7K7 SensorFailures: 5D21
Nomenclature: 7K4 G GDC 74A: 5F1
Troubleshooting: 7K2 Garmin 1000 EFIS GDL 69/69A: 5F7
Wastegate Alerts and Annunciations: 5D18 GDU 1040: 5E4
Adjustment: 7K9 Calibration GEA 71: 5E21
Installation: 7K9 GRS 77/GMU 44: 5H4 GIA 63W: 5E12
Exhaust System Magnetic: 5I4 GMA 1347: 5E10
100 Hour Inspection: 7I7 Components: 5E3 GMU 44: 5F5
Inspection Points: 7I8 Configuration Mode Overview: GRS 77: 5F3
Extinguishing 5F12 GTX 33: 5E23
Portable Fire Extinguisher: 3D7 Description: 5D10 LRU Failures: 5D19
Description: 3D7 Displays: 5D10 Software
Inspection: 3D7 Inspections: 5D24 Load / Configuration: 5G1
Lighting Setup: 5H14 GMA-340
F Cockpit: 5H17 Adjustment: 2H19
Fiberglass Repairs - See Repairs - Magnetic Heading System Audio Panel: 2H17
Fiberglass Calibration: 5I4 Functional Test: 2H17
Flaps Post-Installation Setup: 5F12 Removal and Installation: 2H17
Control System Required Equipment List: 5I9 GNS 430/530
Installation: 3G6 Shield Block Installation: 5F11 Post Installation Setup: 5I11
Rigging and Adjustment: 3G8 Spider Grounds: 5F10 GTX-330
Troubleshooting: 3G5 System Communications: 5D11 Post Installation Setup: 5I16
Inspection Engine / Airframe Interface:
Flap Torque Tube/Pushrod 5D14
H
Distortion Inspection: Flight Instrumentation Heated Pitot-Static Mast: 4C7,
3G11 Interface: 5D13 4D15
Installation: 6J2 Hierarchy: 5G2 Heated Windshield Panel: 4D19
Flareless Tube Fittings: 2C12 Navigation / Communications Hose Specifications: 8C22
Flight Instruments - See also EFIS Interface: 5D15 Hose, Tube, and Line Markings:
Airspeed Indicator: 5C18 Testing 2C11
Altimeter: 5C17 AHRS / ADC Backup Path: Hydraulic System
Attitude Indicator: 5C23 5H13 Installation: 3I20
Directional Gyro: 5H19 Aircraft Interface: 5G17 Pump: 3J2
Magnetic Compass: 5I6 Display Failure: 5H13 Servicing: 1I23
Standby Attitude Indicator: Emergency Power: 5H5 Schematic Diagram: 3I18
5C24 Engine / Airframe: 5H2 Servicing: 3J5
Turn and Bank Indicator: 5I8 GDC 74A: 5G23 Testing: 3J5
Vertical Speed Indicator: 5C16 GIA 63W: 5G21
Fluid Line Identification: 2C10 GIA Failure: 5H12 I
Fluid Tubing Support: 2C13 GMA 1347: 5G20 Ice Protection: 4C5
Fuel System GPS Failure: 5H11 Ignition System
Filter Assembly: 3H18 GRS 77/GMU 44: 5G24 Description: 7E13
Fuel Cells: 3H6 GTX 33: 5G22 Ignition Harness: 7F9
Components: 3H7 Initial Display: 5G16 Harness Cap: 7F13
Fuel Quantity Optional Systems: 5H7 Stripping Tool: 7F10
Calibration: 3I1, 3I5, 3I6 S-TEC 55X Interface: 5H5 Magnetos: 7E14
Needle Deviation: 3H22 Wiring Harness: 5F20 100 Hour Inspection: 7E14
Inspection 500 Hour Inspection and
Fuel Tank / Wing Spar Cleaning: 7E17
Corrosion Inspection: Bearing Bar: 7F4
3H5 Bearings: 7F1

7B3 INDEX PAGE 3

Feb 9/07

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Magnetos (cont.) Per Event Leading Particulars: 1F8

Carbon Brush Assembly: Engine Events/Stoppages: Leveling Airplane: 1G7
7E20 1E16 Life Limited Parts: 1C7
Coil Wedge: 7F1 Flaps Extended Above Lights
Exploded View: 7E22 Maximum Flap Exterior
Impulse Coupling Extension Speed: Landing Lights: 4J15
Pawl Clearance: 7E18 1E17 Navigation Lights: 4J23
Pawls: 7E18 Flood Damage: 1E18 Recognition Lights: 4J23
Internal Timing: 7F4 Hard or Overweight Strobe Lights: 4J24
Oil Seal: 7F1 Landing: 1E16 Interior
Rotor and Stop Pin: 7E17 Lightning Strike: 1E15 Annunciator
Rotor Gear: 7F4 Severe Turbulence: 1E16 Lamp Replacement: 4J13
Testing: 7F6 Progressive Inspection: 1C21 Dimmer Control: 4J13
Timing to Engine: 7E14 Special: 1E5 Locking Airplane: 1H1
Timing Tool Kit Unscheduled: 1E15 Lubrication
Troubleshooting: 7E14 Instruments Application of Grease: 1J8
Spark Plugs: 7F14 Face-Mounted: 6D3 Application of Oil: 1J8
Coupling Torque: 7F16 Introduction: 1A7 Charts: 1J9
Inspection And Cleaning: Air Conditioning: 1J24
7F15 J Baggage Doors: 1J23
Inadvertent Ice Protection System Jacking: 1F21 Cabin Doors: 1J23
- See TKS Control System: 1J14
Index: 1B1 L Fuel Selector: 1J22
Inspection - See also System Landing Gear Main Landing Gear: 1J10
Chapter/Section Description: 4F11 Nose Landing Gear: 1J12
Definitions: 1C19 Emergency Release: 4I1 Power Plant: 1J20
Procedures Extension and Retraction Propeller: 1J20
100 Hour Standby Alternator: Functional Test: 4H17 Seats: 1J23
2I24 Troubleshooting: 4H11
Aft Wing Attach Fitting: 6G15 M
Limit Switches: 4I21
100 Hour: 6G15 Main Magnetic Heading Systems: 5H20
Alternate Air Door: 1J5 Actuating Cylinder: 4H23 Magnetos - See Ignition System
Control Cables: 3D20 Adjustment: 4G5 MAP Gauge: 7G15
Dye Penetrant: 2C14 Aligning: 4G7 Markings - See See Placards
Electrical Bonding: 6F9 Door: 4G9 Mooring: 1H3
Flap Torque Tube/Pushrod Installation: 4G2 Muffler - See Exhaust System
Distortion Inspection: Oleo Strut: 4F22
3G11 Toe-In and Toe-Out
N
Flexible Hoses: 2C10 Correction: 4G8 Nylon Tubing Coupling: 2C14
Garmin 1000 EFIS Tolerances: 4G10
1000 Hour: 5E2 Nose O
Annual / 100 Hour: 5D24 Actuating Cylinder: 4H22
Nylon Tubing Couplings: Olive Clenching: 2C15
Adjustment: 4G24 Outside Air Temperature: 5C19
2C15 Alignment: 4G24
Propeller: 1J6 Oxygen System
Doors: 4H3 Cylinder: 5J7, 5J13, 5J19, 5J21
Restraint System: 3C10 Installation: 4G20
Requirements: 1C21 Description: 5J7
Oleo Strut: 4G16 Inspections: 5J12
Annual / 100 Hour Inspection: Tolerances: 4H4
1C21 Installation: 5J8
Servicing: 1I19 On/Off Control: 5J7, 5K1
Procedure: 1C22 Troubleshooting: 4F13
Overlimits Inspection: 1C21 Outlets: 5J7, 5J12, 5J13, 5J24
Warning: 4I24
Operational Check: 4J1

PAGE 4
Feb 9/07 INDEX 7B4

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Pressure Gauge: 5J7, 5J12, R Stabilator Balancing: 6H4

5J13, 5J23 Stabilator Trim Tab: 6H1
Repairs
Recharge Valve: 5J7, 5J11, Trim Control System
Fiberglass: 6E19
5J13, 5J22 Installation: 3F20
Impacted Damage: 6F4
Regulator Valve: 5J7, 5J13, Rigging and Adjustment:
Metal / Wire Stitching: 6F5
5J21 3F23
Stress Lines: 6F3
Servicing Stall Strips - See TKS
Thermoplastic: 6E21
Cleaning: 5J16 Stall Warning System: 3G1
Cracks: 6F1
Component Limits: 5J13 Functional Tests: 3G1
Deep Scratches: 6E22
Filling Pressures vs. Temp: Standard Practices Airframe: 2C5
Epoxy Patching Compound:
5J12 Starter - See Engine, Starter
6E23
Leak Tests: 5J16 Station Reference Lines: 1F11
List of Materials: 6E24
Purging: 5J16 Steering Pedal Assembly: 3F5
Surface Scratches: 6E22
Refilling: 5J10 Structures
Welding Repair: 6E23
Test Apparatus: 5J13 Description: 6E7
Various: 6F2
Swageloc Fittings: 5J18 Switches
Restraint System: 3C10
Troubleshooting: 5J9 Overhead Panel: 6D5
Revisions
Tubing Installation: 5J15 Push ON/OFF: 6D6
Aerofiche Revision Status: 1A3
Radio Master: 2H15
P Identifying Revised Material:
Rocker-Type: 6D5
1A11
Painting: 2C21 System 55/55X: 2G11
Rod End Bearing Installation: 2C8
Parking: 1H1 Flap Compensator: 2H6
Rudder
Parking Brake: 1H1 GPSS: 2G15
Control System
Piper Pitch Servo: 2H1
Installation: 3E23
Publications: 1A12 Pressure Transducer: 2G18
Rigging and Adjustment: 3F1
Pitot Heat: 4C7, 4D15 Roll Servo: 2G20
Limits: 3F2
Pitot/Static System Servo Clutch Torque
Troubleshooting: 3E21
Description: 5C11 Adjustment: 2H4
Rudder Balancing: 6H12
Installation: 5C12 Trim Monitor: 2G18
Trim Control System
Placards Trim Servo: 2G22
Installation: 3F3
Exterior: 1H11 Troubleshooting: 2G15
Rigging and Adjustment: 3F4
Interior: 1H16
Entertainment Console: 1H23 S T
Instrument Panel: 1H18 Taxiing: 1G17
Safety Walk Installation: 6F5
Principal Dimensions: 1F8 Testing
Seats
Propeller A/C Leaks: 2F3
Seat Back Lock: 3C7
Governor Control Arm: 6J21 ELT: 3C20
Serial Number
Installation: 6J16 Fuel Quantity Gauge: 3H23
Effectivity: 1A9
Torque Limits: 6J15 Garmin 1000 EFIS: 5G16
Explanation: 1A10
Typical Nicks and Removal GMA-340 Functional Test: 2H17
Location: 1F7
Methods: 6J18 Hydraulic System: 3J5
Service Points: 1I15
Propeller Deicing: 4D23 Magnetos: 7F6
Skin Material Specifications: 6E8
Propeller Governor: 6J22 Stall Warning System: 3G1
Spark Plugs - See Ignition System
Adjustment: 6J21 Thermoplastic Repairs - See
Stabilator: 6H1
Publications Repairs - Thermoplastic
Attach Brackets: 6H6
Piper: 1A12 Three View: 1F7
Control System
Vendor: 1A12 Tires
Installation: 3F14
Balancing: 1J6
Rigging and Adjustment.:
Servicing: 1I22
3F16
Limits: 3F17
Troubleshooting: 3F11

7B5 INDEX PAGE 5

Feb 9/07

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

TKS: 4C9 Magnetic Compass: 5I7 Windows and Windshields

Drain Valve: 1J2 Magnetos: 7E14 Windows: 6I1
Electrical Schematic: 4D13 Manifold Pressure Gauge: Installation: 6I1
Fluid Quantity Sender: 4D4 7G15 Windshield: 6H21
Fluid Schematic: 4D11 Oil Pressure Gauge: 7I19 Defrost: 2D17
Fluid Tank: 4D1 Oil Temperature Indicator: 7I21 Installation: 6H22
Fluid Tank Strainer: 4D3 Oxygen System: 5J9 Windshield Heat: 4D20
Porous Panel: 4C15 RSA Fuel Injection System: Wing
Finishing with Sealant: 4C20 7D17 Description: 6I9
Installation: 4C19 Rudder Control System: 3E21 Installation: 6I14
Stall Strips: 4C21 Stabilator Control System: 3F11 Tip: 6I11
Propeller Boot: 4E2 Standby Alternator Regulator: Wing Stations: 1F10
Propeller Installation: 4E1 2J1
Propeller Slinger Ring: 4D23 Starter: 7J8
Proportioning Unit Flow Rates: Strobe Lights: 4J24
4D7 Tachometer: 7G16
Pump and Drain Valve: 4C23 TKS Fault Isolation: 4C11
System TKS Tubing: 4D12
Servicing: 1J1 Turbocharger: 7K2
Test Apparatus: 4C14 Turn and Bank Indicator: 5I8
Troubleshooting: 4C10 Vacuum System: 6C8
Torque Vertical Speed Indicator: 5C16
Conversion: 8C15 Turbocharger - See Engine,
Requirements: 8C11 Turbocharger
Flare Fitting: 8C11
Nuts: 8C13 V
Torque Wrench Formula: 2C8 Vacuum System
Towing: 1G15 Description: 6C7
Troubleshooting Filter: 6C11
Aileron Control System: 3E4 Gauge: 6C11, 6C17
Air Conditioning System: 2E3 Inspection: 6C12
Airspeed Indicator: 5C19 Pump: 6C12
Alternator System: 2I13 Pump Fittings: 6C13
Altimeter: 5C17 Pump Vane Wear: 6C12
Annunciator: 4E14, 4E20 Regulator: 6C14
Attitude Indicator: 5C23 Service: 6C14, 6C17
Cylinder Head Temperature Switch: 6C18
Gauge: 7G21 Troubleshooting: 6C8
Directional Gyro: 5H19 Vendor
Engine: 7C16 Contact Information: 8D7
Engine Instrument & DDMP: Publications: 1A12
7H2 Vertical Stabilizer: 6H9
Exhaust Gas Temperature
Gauge: 7G19 W
Extension and Retraction: 4H11 Water Lines: 1F10
Flap Control System: 3G5 Weeping Wings - See TKS
Fuel System: 3G24 Weighing Airplane: 1G5
Garmin 1000 EFIS: 5D16 Wheels
Inadvertent Ice Protection Balancer: 1J7
System (TKS): 4C11 Main
Landing Gear: 4F13 Assembly: 4I5
Lycoming FM-250 Fuel Control Nose
System: 7D19 Assembly: 4I7

PAGE 6
Feb 9/07 INDEX 7B6

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

7B7 INDEX SepPAGE 7

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

GRIDS 7B8 THRU 7B24

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CHAPTER

70
STANDARD
PRACTICES
- ENGINE
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CHAPTER 70

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
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CHAPTER 70 - STANDARD PRACTICES - ENGINE

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

GENERAL 70-00-00 1 7C7

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GENERAL

Review the following suggestions before working on the power plant.

1. To ensure proper reinstallation and/or assembly, tag and mark all parts, clips, and brackets as to their
location prior to their removal and/or disassembly.
NOTE: Use tags or temporary marking methods which are durable enough to ensure identification
during ordinary handling, storage and final assembly of parts.
2. 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.
3. 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 always be installed OVER the tube ends and NOT IN
the tube ends. Flow through the lines may be blocked off if lines are inadvertently installed with
dust caps in the tube ends.
4. 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. Ensure that all parts are thoroughly clean
before assembling.
5. Never reuse any lockwire, lockwashers, tablocks, tabwashers 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
lockwire and/or cotter pins. Bushing plugs shall be lockwired to the assembly base or case. Do not
lockwire the plug to the bushing.
6. All gaskets, packings and rubber parts must be replaced with new items of the same type at reassembly.
Ensure the new nonmetallic parts being installed show no sign of having deteriorated in storage.
7. When installing engine parts which require the use of a hammer to facilitate assembly or installation, use
only a plastic or rawhide hammer.
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.
8. 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 powdered form mixed with engine oil or grease may be used.

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CHAPTER

71
POWER PLANT

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CHAPTER 71

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

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71-Table of Contents 1 Sep 30/06

2 Sep 30/06

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2 Sep 30/06
3 Sep 30/06
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4 Sep 30/06
5 Sep 30/06
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CHAPTER 71 - POWER PLANT

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

GENERAL 71-00-00 1 7C15

Description 1 7C15
Troubleshooting 1 7C15
Engine 7 7C21
Removal 7 7C21
Installation 8 7C22

COWLING 71-10-00 1 7D3

Removal 1 7D3
Cleaning, Inspection, and Repair 1 7D3
Installation 1 7D3

MOUNTS 71-20-00 1 7D5

Engine Shock Mounts 1 7D5
Engine Mount Corrosion Inspection, Immersion in Water 1 7D5

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GENERAL

WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING

OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
1. Description
A. SARATOGA II HP (S/N’s 3246001 and up).
This airplane is powered by a 300 horsepower Lycoming engine, Model IO-540-K1G5. The engine
is furnished with a starter, a 90 ampere 28-volt alternator (except 14-volt in HP S/N’s 3246001 thru
3246017 only), a voltage regulator, a shielded ignition system, a vacuum pump drive, both engine-
driven and electric fuel pumps, a fuel injector and a dry paper element induction air filter. In the
event of air stoppage through the filter, an alternate air source can be opened manually by the use
of a lever in the cockpit.
The exhaust system consists of two individual mufflers, one on each side of the engine. The left
side cylinders feed into a muffler on the left side of the engine and the right side cylinders feed into
a muffler on the right side of the engine. A heat shroud encircles each muffler to provide heat for
both the cabin and defrosting.
The engine is provided with a constant speed propeller controlled by a governor mounted on the
engine supplying oil through the propeller shaft at various pressures.
B. SARATOGA II TC (S/N’s 3257001 and up).
This airplane is powered by a 300 horsepower turbocharged Lycoming engine, Model TIO-540-
AH1A. The engine is furnished with a starter, a 90 ampere 28-volt alternator, a voltage regulator, a
shielded ignition system, a vacuum pump drive, both engine-driven and electric fuel pumps, a fuel
injector and a dry paper element induction air filter. In the event of air stoppage through the filter, an
alternate air source can be opened manually by the use of a lever in the cockpit.
Exhaust from the left cylinders is collected into a single pipe and routed through a heat shroud
above the induction air filter to provide heat for both the cabin and defrosting. The left side exhaust
joins the right side above the turbocharger installation. Exhaust is then alternately routed through
the turbocharger or the wastegate and out a single tailpipe on the right side.
The engine is provided with a constant speed propeller controlled by a governor mounted on the
engine supplying oil through the propeller shaft at various pressures.
2. Troubleshooting
WARNING: GROUND THE MAGNETO PRIMARY CIRCUIT BEFORE PERFORMING ANY CHECKS
OF THE ENGINE.
Troubles peculiar to the power plant are listed in Chart 1 along with their probable causes and suggested
remedies.

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CHART 1 (Sheet 1 of 4)
TROUBLESHOOTING ENGINE
Trouble Cause Remedy
Failure of engine to start. Lack of fuel. Check fuel system for
leaks.
Fill Fuel tank.
Clean dirty lines, strainers
or fuel valves.
Check fuel selector valve
for proper tank.
Check fuel pressure with
electric boost pump ON.
Check mixture control knob
for full rich.
Overpriming. Open throttle and “unload”
engine by engaging starter.
Mixture in idle cut-off.
Incorrect throttle setting. Open throttle to one-eighth
of its range.
Defective spark plugs. Clean and adjust, or
replace spark plugs.
Defective ignition wire. Check with electric tester
and replace defective
wires.
Defective battery. Replace with charged
battery.
Improper operation of Clean points. Check
magneto breaker. internal timing of
magnetos.
Lack of sufficient fuel Disconnect fuel line at fuel
flow. injector and check fuel flow.
Water in fuel injector. Drain fuel injector and fuel
lines.
Internal failure. Check oil screens for metal
particles. If found, complete
overhaul of engine may be
indicated.

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CHART 1 (Sheet 2 of 4)
TROUBLESHOOTING ENGINE
Trouble Cause Remedy
Failure of engine to idle Incorrect idle mixture. Adjust mixture.
properly.
Leak in the induction system. Tighten all connections in
the induction system.
Replace any parts that are
defective.
Incorrect idle adjustment. Adjust throttle stop to
obtain correct idle.
Uneven cylinder compression. Check condition of piston
rings and valve seats.
Faulty ignition system. Check entire ignition
system.
Insufficient fuel pressure. Adjust fuel pressure.
Lower power and uneven Mixture too rich; indicated by Readjustment of fuel
running. sluggish engine operation, injector by authorized
red exhaust flame at night. personnel is indicated.
Extreme cases indicated by
black smoke from exhaust.
Mixture too lean; indicated by Check fuel lines for dirt or
overheating or backfiring. other restrictions. Check
fuel injection nozzles.
Leaks in induction system. Tighten all connections in
the induction system.
Replace any parts that are
defective.
Defective spark plugs. Clean and gap, or replace
spark plugs.
Improper fuel. Drain and refill tank with
recommended fuel.
Magneto breaker points not Clean points. Check
working properly. internal timing of
magnetos.
Defective ignition wire. Check wire with electric
tester. Replace defective
wire.
Defective spark plug terminal Replace connectors on
connectors. spark plug wire.

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CHART 1 (Sheet 3 of 4)
TROUBLESHOOTING ENGINE
Trouble Cause Remedy
Failure of engine to develop Leak in the induction Tighten all connections in
full power. system. the induction system.
Replace any parts that are
defective.
Throttle lever out of Adjust throttle lever.
adjustment.
Improper fuel flow. Check strainer, gauge, and
flow at fuel injector inlet.
Restriction in air scoop. Examine air scoop and
remove restrictions.
Improper fuel. Drain and refill tank with
recommended fuel.
Faulty ignition. Tighten all connections.
Check system with tester.
Check ignition timing.
Rough engine. Cracked engine mount. Replace or repair mount.
Defective mounting bushings. Install new mounting
bushings.
Uneven compression. Check compression.
Low oil pressure. Insufficient oil. Fill sump with
recommended oil.
Air lock or dirt in relief Remove and clean oil
valve. pressure relief valve.
Leak in suction line or Check gasket between
pressure line. accessory housing and
crankcase.
Dirty oil strainers. Remove and clean oil
strainers.
Defective pressure gauge. Replace gauge.
Stoppage in oil pump Check line for obstruction.
intake passage.
Clean suction strainer.
High oil temperature. See “High Oil Temperature”
in “Trouble” column.

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CHART 1 (Sheet 4 of 4)
TROUBLESHOOTING ENGINE
Trouble Cause Remedy
High Oil Temperature. Insufficient air cooling. Check air inlet and outlet
for deformation or
obstruction.
Insufficient oil supply. Fill oil sump to proper level
with specified oil.
Low grade of oil. Replace with oil conforming
to specifications.
Clogged oil lines or Remove and clean oil
strainers. strainers.
Excessive blow-by. Usually caused by worn or
stuck rings.
Failing or failed bearing. Examine sump for metal
particles. If found, overhaul
of engine is indicated.
Defective temperature gauge. Replace gauge.
Excessive oil consumption. Low grade of oil. Fill tank with oil conforming
to specifications.
Failing or failed bearings. Check sump for metal
particles.
Worn piston rings. Install new rings.
Incorrect installation of Correctly install new rings.
piston rings.
Failure of rings to seat Use mineral base oil. Climb
(new nitrided cylinders). to cruise altitude at full
power and operate at 75%
cruise power setting with
high oil temperature until oil
consumption stabilizes.

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Engine Installation
Figure 1

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3. Engine
A. Removal (Refer to Figure 1.)
(1) Turn off all electrical switches in the cockpit and then disconnect the battery ground wire at the
battery.
(2) Ascertain that the fuel selector lever is in the “OFF” position.
(3) Remove the cowling and propeller. (See 71-10-00 and 61-10-00.)
NOTE: Tag hoses, lines and wires at separation to facilitate reinstallation. Open fuel, oil,
vacuum lines and fittings should be covered to prevent contamination.
(4) Disconnect the following electrical systems/components:
(a) Starter positive and ground leads at the injector. (The injector may be removed if desired.)
(b) Alternator leads and the cable attachment clamps.
(c) Magneto “P” leads at the magnetos.
(d) Tachometer magnetic sensor lead at the left magneto. (HP S/N’s 3246088 & up and TC
S/N’s 3257001 & up.)
(e) Oil temperature, cylinder head temperature (CHT), and exhaust gas temperature (EGT)
(or turbine inlet temperature (TIT) in TC S/N’s 3257001 & up) leads.
(5) Disconnect the following mechanical systems/components:
(a) Governor control cable at the governor and cable attachment clamps.
(b) Throttle and mixture cables at the injector. (The injector may be removed if desired.)
(c) Tachometer drive cable at the engine. (HP S/N’s 3246001 thru 3246087 only.)
(d) Induction air intake duct hose.
(e) Cooling ducts to vacuum pump, if installed, and fuel pump shroud.
(f) In TC S/N’s 3257001 & up only, the injector intake ducting and associated lines.
(6) Disconnect the following environmental systems/components:
(a) Heater and defroster hoses.
(b) Air conditioning compressor lines (if installed).
(7) The following engine lines should also be disconnected:
(a) Fuel pump supply line at the left side of the pump. Disconnect pump vent line.
(b) Both lines from each oil cooler at the coolers.
(c) Engine vent tube at the engine.
(d) Untie the ignition harness hoses and lines at the aft of the engine.
(e) If installed, vacuum pump lines at pump and remove the fittings from pump.
(f) Oil pressure line at the engine.
(g) Deck pressure and fuel flow lines.
(h) Manifold pressure line.
(i) Injector line at the flow divider.

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(8) Attach a one-half ton (minimum) hoist to the hoisting straps and relieve the tension from the
engine mounts .
CAUTION: PLACE A TAIL STAND UNDER THE TAIL OF THE AIRPLANE BEFORE
REMOVING THE ENGINE.
(9) Check the engine for any attachments remaining to obstruct its removal.
(10) Drain the engine oil, if desired, and then close drain.
(11) Remove the four engine shock mount assemblies and swing the engine free, being careful not
to damage any attaching parts.
B. Installation (Refer to Figure 1.)
(1) Attach a one-half ton (minimum) hoist to the engine hoisting straps and swing the engine into
alignment with its attaching points.
(2) Insert an engine mount bolt, with washer against head, in the engine mount and slide half of
the mount assembly on the bolt. (Refer to Figure 1 or 71-20-00, Figure 1, as appropriate, for
proper shock mount buildup.) Repeat this procedure for the other three attachment points.
NOTE: Shock mount Part No. J-7763-1 sandwich must be positioned on the compression side
of the engine lugs, with the upper mounts on the forward side, and the lower mounts
on the aft side. The part number is stamped on the metal face of the mount.
(3) Position the mounting lugs of the engine so that they align with the engine shock mount
attaching points, then move the engine rearward onto the mounts.
(4) Slide onto each mounting bolt a spacer and the forward half of the shock mount. Install
washers and nut, and torque the nuts to 550 to 600 inch-pounds.
(5) Turn off all electrical switches in the cockpit and, if not already done, disconnect the battery
ground wire at the battery.
(6) Ascertain that the fuel selector lever is in the “OFF” position.
(7) Connect the following engine lines:
(a) Fuel pump supply line, at the left side of the pump, and pump vent line.
(b) Both lines from each oil cooler at the coolers.
(c) Engine vent tube at the engine.
(d) Resecure the ignition harness hoses and lines at the aft of the engine.
(e) If so equipped, vacuum pump lines at pump and remove the fittings from pump.
(f) Oil pressure line at the engine.
(g) Deck pressure and fuel flow lines.
(h) Manifold pressure line.
(i) Injector line at the flow divider.
(8) Connect the following environmental systems/components:
(a) Heater and defroster hoses.
(b) Air conditioning compressor lines (if installed).

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(9) Connect the following mechanical systems/components:

(a) Governor control cable at the governor and cable attachment clamps.
(b) Throttle and mixture cables at the injector. (Reinstall the injector if previously removed.)
(c) Tachometer drive cable at the engine. (HP S/N’s 3246001 thru 3246087 only.)
(d) Induction air intake duct hose.
(e) Cooling ducts to vacuum pump, if installed, and fuel pump shroud.
(f) In TC S/N’s 3257001 & up only, the injector intake ducting and associated lines.
(10) Connect the following electrical systems/components:
(a) Starter positive and ground leads at the injector.
(b) Alternator leads and the cable attachment clamps.
(c) Magneto “P” leads at the magnetos.
(d) Tachometer magnetic sensor lead at the left magneto. (HP S/N’s 3246088 & up and TC
S/N’s 3257001 & up.)
(e) Oil temperature, cylinder head temperature (CHT), and exhaust gas temperature (EGT)
(or turbine inlet temperature (TIT) in TC S/N’s 3257001 & up) leads.
(11) Secure the ignition harness, lines,and any hoses, wires, etc. that may be loose.
(12) Check the engine for any additional components/systems still disconnected.
(13) Fill engine oil, if previously drained.
(14) Install cowling and propeller. (Refer to 71-10-00 and 61-10-00.)
NOTE: To avoid possible high speed bearing failure resulting from lack of lubrication during
initial starts after engine installation, refer to the latest revision of Lycoming Service
Instruction No. 1241 for instructions on Pre-Oiling engines.
(15) Reconnect the battery ground wire at the battery.
(16) Perform an engine operation check.

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COWLING

1. Removal
A. In HP prior to S/N’s 3246217 and TC prior to S/N’s 3257334: release quarter-turn fasteners (5 on
each side, 2 on top aft).
In HP S/N’s 3246217 & up and TC S/N’s 3257334 & up: release quarter-turn fasteners (5 on each
side, 6 on top aft) and one screw on top aft center.
B. Remove machine screws from around intake (2 each side).
C. Pull slightly aft and then up, and remove upper cowling.
D. Remove the screws securing the bottom cowling at its aft end and fuselage firewall flange.
E. In TC S/N’s 3257001 & up only: remove screws (12) from around the induction air intake grill and
remove grill.
F. Remove screws which support bottom cowling to the nose gear doors support brackets and
fuselage firewall flange.
G. In HP S/N’s 3246001 & up only: remove screws securing induction air filter housing to lower cowling
(8 places) and disengage housing from NACA duct.
H. Remove clamps securing fresh air inlet.
I. Remove clamps securing alternator cooling air.
J. Push nose gear doors inward against spring pressure and remove bottom cowling.
2. Cleaning, Inspection and Repair
A. Clean cowling with a suitable cleaning solvent and wipe dry with a clean cloth.
B. Inspect cowling for dents, cracks, loose rivets, elongated holes and damaged or missing fasteners.
C. Repair all defects to prevent further damage.
3. Installation
A. Position the bottom cowling in place.
B. In HP S/N’s 3246001 & up only: engage filter housing to NACA duct.
C. Secure bottom cowling with screws along the sides, nose gear doors support brackets, and
firewall flange.
D. In TC S/N’s 3257001 & up only: replace the induction air intake grill and reinstall and secure screws
(12).
E. In HP S/N’s 3246001 & up only: secure lower cowling assembly to induction air filter housing with
screws (8).
F. Install hose and secure clamp for fresh air inlet.
G. Install hose and secure clamp for alternator cooling air.
H. Install the upper cowling. Secure with screws and quarter turn fasteners.

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MOUNTS

1. Engine Shock Mounts

Rubber vibration isolators are installed at each of the four engine mount to engine attachment points.
A. In S/N’s HP 3246001 thru 3246017 only, see 71-00-00, Figure 1, for buildup.
B. In S/N’s HP 3246018 & up; and, TC 3257001 & up; see Figure 1 for buildup.
2. 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 (See Figure 2.)
(1) Level the aircraft in accordance with 8-20-00.
(2) In the two lower tubes drill a 3/16 inch hole in each tube, at the approximate mid-point.
(3) Visually inspect the interior surface of each tube through the 3/16 inch hole for evidence of
internal corrosion.
(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 List of Consumables, 91-10-00) to
each inspection hole and seal the hole with an appropriate blind rivet. After installing the rivet,
apply a liberal coating of the approved fuel tank sealant over the head of the rivet.

7D5 71-20-00 SepPAGE 1

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Effectivity Engine Shock Mounts

3246018 and up Figure 1 (Sheet 1 of 2)

PAGE 2
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Engine Shock Mounts Effectivity

Figure 1 (Sheet 2 of 2) 3257001 and up

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Engine Mount Installation

Figure 2

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CHAPTER

73
ENGINE FUEL
AND CONTROL

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CHAPTER 73

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

73-List of 1 Feb 9/06

Effective Pages 2 Sep 30/06

73-Table of Contents 1 Feb 9/06

2 Sep 30/06

73-10-00 1 Feb 9/06

2 Feb 9/06
3 Feb 9/06
4 Feb 9/06
5 Feb 9/06
6 Feb 9/06
7 Feb 9/06
8 Feb 9/06

73-10-00 1 Feb 9/06

2 Feb 9/06

73-20-00 1 Feb 9/06

2 Feb 9/06
3 Feb 9/06
4 Feb 9/06

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CHAPTER 73 - ENGINE FUEL AND CONTROL

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

GENERAL 73-00-00 1 7D17

DISTRIBUTION 73-10-00 1 7E1

Fuel Nozzles (Air Bleed) 1 7E1
Removal 1 7E1
Installation 1 7E1
Cleaning and Inspection 2 7E2

CONTROLLING 73-20-00 1 7E3

Fuel Metering Servo Maintenance 1 7E3
Idle Speed and Mixture Adjustment 1 7E3
Full Power Performance 2 7E4

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GENERAL

These airplanes are equipped with fuel injected engines. Two similar fuel injection systems (see Figure 1)
are installed, each comprised of a fuel metering servo, a flow divider, and fuel nozzles (one per cylinder).
A. Saratoga II HP S/N’s 3246001 thru 3246244 and Saratoga II TC S/N’s 3257001 thru 3257459 are
equipped with a Precision Airmotive RSA fuel injection system.
(1) Troubleshooting
See Chart 1. See also 71-00-00, Chart 1.
(2) Maintenance
See 73-20-00.
B. Saratoga II TC S/N’s 3257460 and up are equipped with the Lycoming FM-250 Fuel Control
System.
(1) Troubleshooting
See Chart 2. See also 71-00-00, Chart 1.
(2) Maintenance
See 73-20-00.

CHART 1 (Sheet 1 of 2)
TROUBLESHOOTING - RSA FUEL INJECTION SYSTEM
Trouble Cause Remedy
High fuel flow reading. Plugged nozzle, if high fuel flow Remove and clean nozzles;
is accompanied by loss of power check system for source
and roughness. of contamination.
Faulty gauge. Replace gauge.
Poor cut-off. Improper rigging of mixture Adjust rigging.
control linkage.
Rough engine (charges) Nozzle airbleed hole(s) clogged Clean or replace
and poor cut-off. turbo nozzles.
Engine won't accelerate Oil in air chamber. See Precision Airmotive
past a given RPM. Service Information Letter
No. RS-40.
Rough idle. Slight induction leaks through Repair.
loose pipes or bad O-rings.
(Usually able to adjust inital idle
but rough in 1000-1500 RPM range.)
Large induction leaks such as Repair.
missing pipe plugs, etc.
(Usually unable to throttle below
800-900 RPM.)

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CHART 1 (Sheet 2 of 2)
TROUBLESHOOTING - RSA FUEL INJECTION SYSTEM
Trouble Cause Remedy
Rough idle. (cont.) Fuel vaporizing in lines or Avoid excessive ground run.
flow divider. (Encountered only Keep RPMs as high as
under high ambient temperature practical.
conditions or following prolonged
operation at low idle RPMs.) Upon restart of hot engine,
operate at 1200-1500 RPM
for several minutes to
reduce residual heat in
engine compartment.
Low takeoff fuel flow. Faulty gauge. Replace gauge.
Sticky flow divider. Clean flow divider.
Rough engine. Mixture too rich or too lean. Confirm with mixture
control. Rich will be
corrected and roughness
decreased during lean out
while lean will be aggravated
and roughness increased.
Adjust idle to give a 25-50
RPM rise at 700 RPM.
Plugged nozzle(s). Usually accompanied by
high takeoff fuel flow
readings. Remove and
clean nozzles for 20 min. in
Hoppes #9 gun cleaning
solvent, rinse with stoddard
solvent and blow dry.
Check system for source of
contamination.
Slight induction leak through Confirm by temporarily
manifold drain check valve. plugging drain line.
(Usually able to adjust initial idle Replace check valve if
but rough in 1000-1500 RPM necessary.
range.)
Air leak in fuel line from tank Confirm by connecting
to servo. clear tubing between servo
and flow divider and watch
for air bubbles. Locate and
correct source of leakage.

PAGE 2
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CHART 2 (Sheet 1 of 5)
TROUBLESHOOTING - LYCOMING FM-250 FUEL CONTROL SYSTEM
Trouble Cause Remedy
Rough Idle. Restricted nozzle. Flow test and clean nozzles
High take-off fuel flow may per instructions in Sections
also be indicated on a fuel 7-5 and 7-6.
flow gauge which measures
nozzle back pressure.
NOTE: References to Sections 7-5 and 7-6, above, and similar references throughout this
troubleshooting chart are to those Sections in Lycoming’s FM-250 Fuel Control System
Operation and Service Manual.
Sheared nozzle restrictor. Replace Injector Nozzle
Caused by overtorquing nozzle Assembly. Torque nozzle
line B-nut. line B-nut to 20-30 in.-lbs.
Restricted flow divider port. Flow test and clean per
instructions in Sections 7-7
and 7-8.
Restricted bleed air supply to Make sure bleed air rails
injector nozzles. Pinched hoses and hoses are not
connecting bleed air rail to restricted. Bleed air rail
nozzles. hoses must be connected
to high pressure area in
intake manifold (turbo
discharge).
Loose nozzle shield. Replace injector nozzle.
Stuck flow divider valve. Check for contamination
and correct. DO NOT
SAND OR REMOVE
METAL FROM VALVE.
Clean with solvent.
Wipe with clean cloth, blow
dry. See Section 7-8.
Air in fuel supply. Test per instructions in
Section 7-3.
Fuel vaporizing in nozzle lines See Section 4-4.
or flow divider. Encountered
under high ambient temperature
conditions, or following
prolonged operation at low
RPM’S.
Baffling hitting cowling. Make sure only rubber seal
strips contact cowling.

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CHART 2 (Sheet 2 of 5)
TROUBLESHOOTING - LYCOMING FM-250 FUEL CONTROL SYSTEM
Trouble Cause Remedy
Unable to lean idle mixture. Sticking fuel control regulator. Return fuel control for
(Foreign material in regulator.) repair.
Clogged air bleeds on injector Inspect and repair as
nozzles. Restricted bleed air necessary.
rail.
Off idle stumble. Idle mixture too lean. Reset idle mixture. See
Section 5-1.
Intake manifold leak. Inspect and repair as
required.
Incorrect ignition timing. Reset per 74-10-00.
Air in fuel supply. Test per instructions in
Section 7-3.
Fuel vaporizing in nozzle lines, See Section 4-4.
or flow divider. Encountered
under high ambient temperature
conditions, or following prolong
operation at low RPM’S.
Fuel pump leaking fuel into Repair fuel pump.
reference line.
Engine hangs on first Air in fuel control. A brief hesitation is
acceleration of the day common on first start-up.
This symptom should clear
after the engine is run up.
Oil or fuel contamination in Normally this is an
the air section of the fuel indication of a
control. turbocharger seal leak.
Return fuel control for
repair.
Engine slow to transition from Propeller. Low pitch stop incorrectly
mid-range to full throttle power set. Possible prop governor
and runs rich. problem.
Turbo system. Differential pressure
control, waste gate, or
waste gate control
malfunction.
Ignition. Make sure ignition is
operating correctly and is
timed per 74-10-00.

PAGE 4
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CHART 2 (Sheet 3 of 5)
TROUBLESHOOTING - LYCOMING FM-250 FUEL CONTROL SYSTEM
Trouble Cause Remedy
Low Take-Off Fuel Flow. Lean Insufficient inlet fuel pressure. Confirm fuel pressure
Engine Operation. required for maximum HP.
Plugged inlet filter. Remove filter fitting, clean
Plugged flow divider filter. and reinstall. Remove flow
divider cover and
diaphragm/valve assy.
Back flush screen. See
Section 7-8.
Restricted fuel supply to engine Test for restriction in
driven fuel pump. Problem can aircraft fuel system
sometimes be confirmed by plumbing, filters, valves,
turning on electric fuel pump. fittings, etc.
Stuck flow divider valve. Flow divider valve must
move freely. Check for
contamination and correct.
DO NOT SAND OR
REMOVE METAL FROM
VALVE. Clean with solvent.
Wipe with clean cloth, blow
dry. See Section 7-8.
Air in fuel supply. Test per instructions in
Section 7-3.
Induction system air leaks. Inspect and repair as
necessary. Pressure test
induction system.
(Disconnect M.A.P. gauge
or transducer before
performing pressure test.)
Leaks or restrictions at nozzle Check nozzle lines for
lines. loose fitting or B-nuts.
Check for kinks in line and
cracks at braze joints.
Incorrect gage reading. Insure gauge is calibrated
(Accompanied by normal EGT.) for correct number and size
of nozzles. (When using
nozzle back pressure
gauge for flow meter.)
Insure correct K factor is
installed in turbine type flow
meter computer.

7D21 73-00-00 PAGE 5

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CHART 1 (Sheet 4 of 5)
TROUBLESHOOTING - LYCOMING FM-250 FUEL CONTROL SYSTEM
Trouble Cause Remedy
High Take-Off Fuel Flow. Restricted nozzle. Remove and clean
Rich Engine. Accompanied by high fuel flow nozzles per instructions
reading if pressure gauge type in Section 7-6.
fuel flow gauge is used.
Incorrect full throttle fuel/air Return fuel control for
ratio. (Accompanied by low EGT.) repair.
Incorrect gauge reading. Insure gauge is calibrated
(Accompanied by normal EGT.) for correct number and size
of nozzles. (When using
nozzle back pressure
gauge for flow meter
Restricted air inlet. Check for clogged air filter,
collapsed or obstructed
inlet duct.
Heated air inlet. Pulling inlet air from inside
the cowl area may result in
rich operation and low
power output due to low air
density (heated air).
Engine will not accelerate Restricted nozzle if accompanied Remove and clean injector
past a given RPM properly. by high fuel flow reading on nozzles per instructions
pressure type fuel flow gauge. in Section 7-6.
Improper internal engine timing Correct timing problem.
or ignition problem.
Restricted exhaust system. Correct.
Restricted intake manifold. Insure correct gaskets are
used and are installed
correctly on intake
manifold.
Incorrectly pitched propeller. Correct.
Throttle control not rigged. Insure throttle on fuel
control opens to wide open
stop when throttle control is
at full throttle.
Turbo system. Differential pressure
control, waste gate, or
waste gate control
malfunction.
Improper rigging of mixture Adjust. ICO side of mixture
control. control stop lever must
be against plastic stop.

PAGE 6
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CHART 1 (Sheet 5 of 5)
TROUBLESHOOTING - LYCOMING FM-250 FUEL CONTROL SYSTEM
Trouble Cause Remedy
Poor Idle Cut-Off Vapor in nozzle lines. See Sections 4-5 and 4-6.

Scoring of mixture control valve. Return fuel control for

repair.

Test for mixture control

leakage as outlined
in Section 7-4.

NOTE: 3 to 8cc/min. leakage is normal for the mixture control in the ICO
position. The purpose of the mixture valve is to shut the engine off
in the ICO position, not to replace the aircraft fuel shut off valve.
Restricted nozzle air bleed. Remove and clean nozzles
per instructions in Section
7-6.
Flow Divider stuck open. Flow divider valve must
move freely. Check for
contamination and correct.
DO NOT SAND OR
REMOVE METAL FROM
VALVE. Clean with solvent.
Wipe with clean cloth, blow
dry. Refer to Section 7-8
Restriction on inlet side of fuel Check for clogged filters,
pump. restricted fittings or hoses,
incorrect sized fuel supply
lines.
Inlet Fuel Pressure Gauge Fuel boiling on inlet side of Turn ON electric fuel pump
Fluctuations. pump (vapor locking pump). before reducing power.
This is common when using a Leave electric fuel pump
vane type engine driven fuel ON during idle operation.
pump with higher under cowling
temperatures and low RPM.
Air in fuel system. Test per instructions in
Section 7-3.
No bleed or too large restrictor See Section 3-2.
in gauge line.
Air in gauge line. Purge air from line.
Engine runs rich and rough The fuel injection system is not Contact engine
until oil temperature reaches affected by oil temperature. manufacturer.
130-140 degrees F. Valve train problem, excessive
oil pressure, malfunctioning
hydraulic lifters, spalled lifters,
incorrect valve lash.

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Schematic Diagram of RSA Fuel Injection System (FM-250 FCS similar)

Figure 1

PAGE 8
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DISTRIBUTION

Fuel Nozzles (Air Bleed) (Refer to Figure 1.)

NOTE: The following instructions apply only to the Precision Airmotive RSA fuel injection system. See
Lycoming’s Operation and Service Manual for airplanes equipped with the FM-250 Fuel Control
System.
A. Removal
CAUTION: THE FUEL NOZZLES MUST BE CAREFULLY REMOVED, OR THE CYLINDERS MAY
BE DAMAGED.
(1) Remove the upper engine cowling.
(2) Disconnect the fuel line from the nozzle.
(3) Carefully remove the nozzle, using the correct size deep socket.
(4) Clean and inspect the nozzle per Cleaning and Inspection, below.
B. Installation
CAUTION: WHEN INSTALLING THE FUEL NOZZLES, BE CAREFUL AS YOU APPROACH THE
CYLINDERS TO AVOID DAMAGING THE CYLINDERS AND FUEL NOZZLES.
(1) Installation and torque procedures for the fuel nozzles are per Lycoming Service Instruction
No. 1275, rev. B or latest revision.
(2) Carefully install the nozzle, using the correct size deep socket.
(3) Connect the fuel line to the nozzle.
(4) Install the upper engine cowling.

Fuel - Air Bleed Nozzle

Figure 1

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C. Cleaning and Inspection

(1) Clean the nozzle with acetone or equivalent and blow out all foreign particles with compressed
air in the direction opposite that of fuel flow. Do not use wire or other hard objects to clean
orifices. Refer to Lycoming Service Instruction No. 1275, rev. B or latest revision.
(2) Inspect the nozzle and cylinder threads for nicks, stripping or cross-threading.
(3) Inspect for battered or rounded hexagons.
(4) A test procedure for air bleed nozzles is described in Lycoming Service Instruction No. 1275,
rev. B or latest revision.

PAGE 2
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CONTROLLING

1. Fuel Metering Servo Maintenance (See Figure 1.)

NOTE: The following instructions apply only to the Precision Airmotive RSA fuel metering servo. See
Lycoming’s Operation and Service Manual for airplanes equipped with the FM-250 Fuel Control
System.
In general, little attention is required between servo overhauls. However, it is recommended that the
following items be checked during periodic inspection of the engine:
A. Check tightness and lock of all nuts and screws which fasten the injector to the engine, torquing all
nuts to 135-150 inch-pounds.
B. Seat the pal type locknuts and finger tighten them against the plain nuts. After this has been done
tighten the locknuts an additional 1/3 to 1/2 turn.
C. Check all fuel lines for tightness and evidence of leakage. A slight fuel stain adjacent to the air
bleed nozzles is not cause for concern.
D. Check throttle and mixture control rod ends and levers for tightness and lock.
E. Remove and clean the injector inlet strainer at the first 25 hours of operation and each 50 hour
inspection thereafter. Check the screen for distortion or openings in the strainer. Replace for either
of these conditions. Clean screen assembly in solvent and dry with compressed air. Damaged
strainer O-rings should be replaced. To install the screen assembly, place the gasket on the screen
assembly and install the assembly in the throttle body and tighten to 35-40 inch-pounds torque.
2. Idle Speed and Mixture Adjustment (See Figures 1 and 2.)
WARNING: USE EXTREME CAUTION WHILE WORKING AROUND RUNNING ENGINES. BE AWARE
OF YOUR POSITION RELATIVE TO THE PROPELLER. PLACE THE AIRCRAFT IN AN
AREA THAT IS SAFE FOR ENGINE RUN AND SECURE IT WITH TIE DOWNS. ENSURE
A QUALIFIED PERSON IS IN THE COCKPIT AT THE CONTROLS DURING THIS
ADJUSTMENT.
DO NOT ATTEMPT THIS ADJUSTMENT ALONE.
DO NOT LEAVE THE COCKPIT EMPTY OR RUNNING ENGINE UNATTENDED.
A. Start the engine and warm up in the usual manner until oil and cylinder head temperatures are
normal.
NOTE: The relationship of the airplane to the prevailing wind will affect the propeller load and its
RPM. Accordingly, place the airplane 90 degrees to the wind to reduce it’s impact.
B. Check magnetos. If the “mag-drop” is normal, proceed with idle adjustment.
C. Set throttle stop screw or bolt so that the engine idles at 700 RPM ( ± 50 RPM ). If the RPM
changes appreciably after making the mixture adjustment during the succeeding steps, readjust the
idle speed to the desired RPM.
D. When the idling speed has been stabilized, move the cockpit mixture control lever with a smooth,
steady pull toward the “Idle Cut-Off” position and observe the tachometer for any change during the
leaning process. Caution must be exercised to return the mixture control to the “Full Rich” position
before the RPM can drop to a point where the engine cuts out. An increase of more than 10 RPM
while “leaning out” indicates an excessively rich idle mixture. An immediate decrease in RPM (if not
preceded by a momentary increase) indicates the idle mixture is too lean.

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E. If the above indicates that the idle adjustment is too rich or too lean, turn the idle mixture
adjustment in the direction required for correction (i.e. - shorten the linkage to Lean the mixture or
lengthen the linkage to Richen the mixture), and check this new position by repeating the above
procedure. Make additional adjustments as necessary until a check results in a momentary pick-up
of approximately 5 (never more than 10) RPM. Each time the adjustment is changed, the engine
should be run up to 2000 RPM to clear the engine before proceeding with the RPM check. Make
final adjustment of the idle speed adjustment to obtain the desired idling RPM with closed throttle.
F. The above method aims at a setting that will obtain maximum RPM with minimum manifold
pressure. In case the setting does not remain stable, check the idle linkage; any looseness in this
linkage would cause erratic idling. In all cases, allowance should be made for the effect of weather
conditions and field altitude upon idling adjustment.
3. Full Power Performance (See Figures 1 and 2.) (PIR-PPS50026-7, Rev. New.)

In Saratoga II TC S/N’s 3257001 and up only, check and adjust full power performance:
A. With the aircraft pointed in the direction of the prevailing wind, run engine at 1500 to 1800 rpm until
the oil temperature is 160°F to 180°F.
B. With the propeller control set to 2500 rpm (using a digital handheld tachometer) and fuel flow set
between 33.2 and 37.3 gallons per hour, set the manifold pressure with the throttle in the full
forward position to the value shown in Chart 1 (+0, -0.5 IN. HG.) by adjusting the screw on the end
of the sloped controller (which is accessible thru the Nose Gear opening).
NOTE: Turning the adjustment screw in the clockwise direction will increase manifold pressure and
in the counter-clockwise direction will decrease manifold pressure. A slight turn of the
adjusting screw will result in a noticeable change in manifold pressure.
C. Set up the propeller governor as follows: with the manifold pressure set to 38 inches and the
propeller control in the full forward position, adjust the stop screw on the governor, and associated
rod end if necessary, to obtain 2500 rpm (+0, -25 rpm).

CHART 1
MANIFOLD PRESSURE VS OIL TEMPERATURE

PAGE 2
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Fuel Metering Servo (Precision)

Figure 1

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Fuel Metering Servo (Lycoming FM-250 FCS)

Figure 2

PAGE 4
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CHAPTER

74
IGNITION

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CHAPTER 74

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

74-List of 1 Feb 9/06 74-20-00 1 Sep 30/06

Effective Pages 2 Feb 9/06 2 Sep 30/06
3 Sep 30/06
74-Table of Contents 1 Feb 9/06 4 Sep 30/06
2 Feb 9/06 5 Sep 30/06
6 Sep 30/06
74-10-00 1 Feb 9/06 7 Sep 30/06
2 Feb 9/06 8 Sep 30/06
3 Feb 9/06 9 Sep 30/06
4 Feb 9/06 10 Sep 30/06
5 Feb 9/06
6 Feb 9/06 74-30-00 1 Sep 30/06
7 Feb 9/06 2 Sep 30/06
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9 Feb 9/06
10 Feb 9/06
11 Feb 9/06
12 Feb 9/06
13 Feb 9/06
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16 Feb 9/06
17 Feb 9/06
18 Feb 9/06
19 Feb 9/06
20 Feb 9/06

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CHAPTER 74 - IGNITION

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

ELECTRICAL POWER SUPPLY 74-10-00 1 7E13

Ignition System 1 7E13
Description 1 7E13
Troubleshooting 1 7E13
Replacement Magnetos 1 7E13
Overhaul 1 7E13
Magnetos 2 7E14
100 Hour Inspection 2 7E14
Removal 4 7E16
500 Hour Inspection and Cleaning 5 7E17
Disassembly 8 7E20
Assembly 12 7E24
Testing 18 7F6
Installation 19 7F7

DISTRIBUTION 74-20-00 1 7F9

Ignition Harness 1 7F9
Inspection 1 7F9
Removal 1 7F9
Disassembly 1 7F9
Assembly 4 7F12
Installation 6 7F14
Spark Plugs 6 7F14
Removal 6 7F14
Inspection and Cleaning 7 7F15
Installation 8 7F16

SWITCHING 74-30-00 1 7F19

Magneto and Starter Switches 1 7F19
Removal and Installation 1 7F19

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THIS PAGE INTENTIONALLY BLANK

PAGE 2
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ELECTRICAL POWER SUPPLY

1. Ignition System
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING
OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
A. Description
Ignition of the fuel charge in each cylinder is accomplished by two spark plugs independently
excited by one of two Slick 6300 series magnetos. Each magneto separately generates, times and
distributes high tension (voltage) through leads to each cylinder. In TC S/N’s 3257001 & up only,
both magnetos are pressurized by turbo compressor bleed air to improve magneto efficiency at
altitude.
The magnetos are controlled by two switches in the overhead switch panel (HP S/N’s 3246018 &
up; TC S/N’s 3257001 & up) or by the combination magneto/ignition keylocked switch in the pilot’s
instrument panel (HP S/N’s 3246001 thru 3246017 only). With its switch OFF, the magneto is
grounded and will not produce spark. The right magneto fires all the lower spark plugs. The left
magneto fires all the upper spark plugs.
The right magneto is standard and the left magneto is an impulse-coupled type installed to retard
magneto ignition timing (see lag angle on magneto dataplate) and provide spark for engine starting.
As the engine is cranked, a spring in the impulse coupling is wound. When the engine crankshaft
reaches the proper position for starting, the spring in the impulse coupling is released to spin the
rotating magnet and produce the spark required to fire the engine. After the engine starts, the
impulse coupling flyweights disengage the coupling due to centrifugal action. The coupling then acts
as a straight drive and the magneto fires at the normal firing position of the engine.
NOTE: Check the magneto dataplate to verify the specific model number and series of the
magneto being worked on.
B. Troubleshooting
See Chart 1.
C. Replacement Magnetos
An alternative to overhaul is complete magneto replacement with a new Slick magneto. New Slick
magnetos incorporate all the latest design features and may be a cost effective alternative to
overhaul.
D. Overhaul
Overhaul is required as conditions indicate, but in no case may Slick 6300 series magnetos time-in-
service exceed the TBO for the engine. Magnetos must also be overhauled after a lightning strike or
following a sudden engine stoppage.
Information provided in this section is intended to support magneto removal, cleaning, inspection,
replacement and timing. For magneto overhaul procedures, see Slick’s F-1100 Master Service
Manual available from:
Slick Aircraft Products
(See Introduction, Supplementary Publications, Vendor Publications, Magnetos.)

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CHART 1
TROUBLESHOOTING MAGNETOS
Trouble Cause Remedy
Failure of engine to start. Defective spark plugs. Clean and adjust or replace
spark plugs.
Defective ignition wire. Check with electric tester
and replace defective
wires.
Defective battery. Replace with charged
battery.
Improper operation of Check points. Check
magneto breaker. internal timing of
magnetos.
Failure of engine to idle Faulty ignition system. Check entire ignition
properly. system.
Low power and uneven Defective spark plugs. Clean and gap or replace
running. spark plugs.
Magneto breaker points not Clean points. Check
working properly. internal timing of
magnetos.
Defective ignition wire. Check wire with electric
tester. Replace defective
wire.
Defective spark plug terminal Replace connectors on
connectors. spark plug wire.
Failure of engine to develop Faulty ignition. Tighten all connections.
full power.
Check system with tester.
Check ignition timing.

2. Magnetos
A. 100 Hour Inspection
Every 100 hours or at annual inspection, whichever comes first, perform the following checks.
WARNING: BE SURE IGNITION SWITCH IS IN THE “OFF” POSITION AND THE
CONDENSER P-LEAD IS GROUNDED.
(1) Adjust timing to engine. (See Figure 1.)
(a) Turn the engine crankshaft in the normal direction of rotation until the No. 1 cylinder is in
the full-advance firing position.
1 Cover spark plug hole of number one cylinder with thumb. Rotate crankshaft until
pressure is felt on thumb.

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2 Rotate crankshaft slowly until the advance timing mark on the starter ring gear is in
alignment with the small hole located at the two (2) o’clock position on the front face
of the starter housing. When the 20° mark on the gear is aligned with the small hole,
number one piston is at 20° BTC.
NOTE: Always verify correct BTC on the engine dataplate.
(b) Scribe a reference mark on the magneto mounting flange and engine accessory case.
(c) Loosen the magneto mounting bolts, and connect a standard timing light between engine
ground and the magneto condenser terminal.
WARNING: DO NOT ROTATE PROPELLER WHEN IGNITION SWITCH IS IN THE “ON”
POSITION. THE MAGNETOS WILL FIRE THE SPARK PLUGS IF THE
PROPELLER IS ROTATED - FATAL INJURY IS POSSIBLE.
(d) Turn ignition switch ON.
(e) Rotate the magneto, in its mounting, in the direction of normal operating rotation until the
timing light indicates the contact breaker points are open.
(f) Slowly rotate the magneto opposite normal rotation of the magneto on the engine
mounting until the timing light (or audible signal) goes out.
(g) Measure the distance from the reference mark previously scribed on the accessory case
and the corresponding reference mark on the magneto. If this measurement is more than
1/8 inch, remove the magneto (paragraph B) and inspect/adjust the contact breaker points
per paragraphs C (4) & (5) and E (9) & (10), respectively. A 1/8 inch change corresponds
to an approximate 5° change in internal magneto timing.

Engine Timing Marks (Typical)

Figure 1

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(h) Secure the magneto in this position, alternately tightening the magneto mounting clamps -
first to 8 ft-lbs. and finally to 17 ft-lbs. of torque.
(i) Turn ignition switch OFF.
(2) Inspect harness. See Section 74-20-00.
(3) In HP S/N’s 3246001 & up only (i.e. - non-pressurized magnetos), inspect vent holes. Ensure
vent holes are clean and clear of any obstruction.
(4) Inspect P-lead attachment. The P-lead connects the magneto primary circuit to the ignition
switch. If the P-lead is disconnected, the magneto will be “HOT” and will fire the spark plug if
the propeller is rotated. Verify that the P-lead is attached to the condenser stud. Torque to 13 to
15 in-lbs.
(5) In TC S/N’s 3257001 & up only (i.e. - pressurized magnetos):
(a) Inspect turbo filter. Look for yellow or red color, condensation, water, or foreign matter in
the filter element. If the filter is contaminated: replace filter; inspect and repair
pressurization system; and remove and inspect magnetos.
(b) Inspect and clean inlet nozzle. Yellow or white particles or any oily film indicates moisture
contamination and possible lack of pressurization. Inspect and repair pressurization
system.
(c) Inspect and clean orifice vent. Maximum orifice diameter is .025 inch.
B. Removal
CAUTION: ASCERTAIN THAT THE PRIMARY CIRCUIT OF THE ENGINE IS GROUNDED
BEFORE WORKING ON THE ENGINE.
Before removing the magnetos, make sure the 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
FIRST AND INSTALLING THEM LAST, MINIMIZES THE DANGER OF STARTING
THE ENGINE ACCIDENTALLY WHEN THE GROUND LEAD IS REMOVED FROM
THE MAGNETO.
(1) Turn the engine crankshaft in the normal direction of rotation until the No. 1 cylinder is in the
full-advance firing position.
(2) Remove the harness cap from the magneto. Before doing this, place an index mark on the
harness cap and distributor housing to ensure proper alignment upon reassembly.
(3) Disconnect the P-lead and pressurization tube from magneto.
(4) Remove the nuts, washers and clamps, and remove the magnetos from the engine.
(5) Cover the magneto accessory opening with suitable material to prevent internal engine
contamination.

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C. 500 Hour Inspection and Cleaning

Each 500 hours, remove magneto per paragraph B, above, and disassemble magneto, as
necessary, per procedures in paragraph D, below. Inspect and clean magneto as follows:
(1) Inspect ball bearing assembly by rotating rotor shaft. Shaft should rotate freely without binding
or sticking, but should not appear loose. If not, replace bearings.
(2) Inspect rotor for damage or worn keyway. Check rotor surfaces for wear.
(a) Inspect oil seal location on shaft.
(b) Assemble bearings and rotor per paragraph E (1) & (2), below.
(c) In the left magnetos only (i.e. - impulse coupled), inspect magneto rotor shaft at impulse
coupling (see Figure 2). If the heel of the pawl has struck the shaft and caused the shaft
to dimple in excess of .006 inch per side, the rotor shaft must be replaced.
(3) In the left magnetos only (i.e. - impulse coupled), clean and inspect the impulse coupling:
(a) Clean to bare metal to ensure a reliable inspection. Use a suitable degreasing solvent to
remove all oil or sludge buildups.
(b) Inspect impulse coupling shell and hub for cracks, rust or corrosion. Replace impulse
coupling, if found.
(c) Inspect hub shaft and keyway for deformation or damage. Replace impulse coupling, if
found.
(d) Inspect impulse coupling pawl latching ends (see Figure 4). If rounded, peened, or
excessively worn, replace impulse coupling.
NOTE: Stringers, inclusions, and heat checks may appear on the surfaces of impulse
coupling components. These conditions are normal and, by themselves, generally
do not require impulse coupling replacement.
(e) Inspect pawl retaining rivets. If loose or, if they show indications of movement, replace
impulse coupling.

Rotor and Stop Pin Impulse Coupling

Figure 2 Figure 3

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(f) Measure the clearance between the boss on the underside of each impulse pawl and the
pawl plate using a feeler gauge. Position the latching end of the impulse pawl over the
pawl plate as shown in Figure 4.
(g) Maximum clearance for pawls with one boss is .150 inch (see Figure 5). Maximum
clearance for pawls with two bosses is .150 inch for left-hand rotation couplings and .140
inch for right-hand rotation couplings. If the feeler gauge passes between the full width of
the boss(es) and the pawl plate, replace the impulse coupling.
(4) In the left magnetos only (i.e. - impulse coupled), reassemble and install the impulse coupling:
(a) Lubricate the pawl assembly, hub and spring with aircraft engine oil. Verify that pawls
move freely.
(b) Reassemble impulse coupling per paragraph E (5), below.
(c) Inspect stop pin for looseness, cracks or corrosion (see Figure 2). Replace magneto
frame, if found.
(d) Inspect stop pin for flat spots. These are a normal sign of wear and do not, of themselves,
mandate component replacement. However, if the flat spots allow the impulse coupling
pawls to slip past the stop pin, then either or both the impulse coupling and the magneto
frame must be replaced.
(e) Install impulse coupling per paragraph E (6), below.
(5) Inspect coil for visible radial cracks. Replace coil if cracks evident. Inspect coil for primary and
secondary circuit resistance and continuity, as follows: primary coil - .50 to 1.2 ohms;
secondary coil - 13,000 to 20,500 ohms. Replace, if required.
(6) Inspect primary contact points for signs of pitting and discoloration. If points are not discolored
and have a white, frosty surface around the edges, points are functioning properly and can be
reused. If points are blue (indicating excessive arcing) or pitted, they should be discarded.
Replace primary contact point assembly, condenser and cam.

Impulse Coupling Pawls Measuring Pawl Clearance

Figure 4 Figure 5

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(7) Clean and inspect condenser.

(a) If the external surfaces of the condenser are dirty, clean with light soapy water. Rinse
thoroughly with clear water and pat dry before reinstalling into the magneto housing.
(b) Using a magnifying lens, examine the glass bead end seals of the capacitor for broken
glass or for glass separation from the retaining steel rings. Replace, if required.
(c) Inspect the condenser for signs of corrosion. Replace, if required.
(d) Inspect the condenser P-lead stud for twisting or "pulled" condition. Replace, if required.
(e) Test the electrical properties of the condenser using appropriate calibrated test
equipment. Test for capacitance value with condenser charged to 400 volts DC. Service
limit: .35 microfarad + 10 percent. Test for resistance, measured between condenser lead
wire and condenser shell. Resistance should be greater than 10 megaohms.
NOTE: No field repairs of any type to the condenser are approved.
(f) Install condenser per paragraph E (12), below.
(8) Clean and Inspect Distributor Block
CAUTION: DO NOT PUT CLEANER IN EITHER BRONZE OILITE BUSHING. THESE
BUSHINGS ARE IMPREGNATED AT THE FACTORY AND CLEANER WILL
DRAW THE LUBRICANT OUT OF THE BUSHING.
(a) Disassemble and clean the distributor block bearing bar. Use standard non-filming non-
conductive cleaner. Clean distributor gear with soapy water and rinse with clean water.
(b) Clean all surfaces free of dirt, oil, carbon dust and other contaminants using a cotton
swab or "Q-Tip".
(c) Inspect the distributor block for cracks or other physical damage. Replace, as required.
(d) Inspect the brass electrode posts for signs of physical wear. Replace block assembly, as
required, but note that during normal operation, the post will experience an electrical-
metal transfer with the distributor gear electrode.
(e) Inspect oilite bushing for gumming oil. The bushing should be free of contamination and
the gear should turn freely in the distributor block with no appreciable drag. If the bushing
is gummed, wipe the bushing with MEK and lubricate with one drop of Exxon Teresstic
100 or Slick P/N M-3306. No other oils should be placed in these bushings.
(f) Ensure the distributor block surfaces are free of all oil and carbon dust prior to
reassembly.
(g) Inspect distributor gear teeth for wear and general integrity. Replace block assembly as
required.
(h) Inspect the electrode finger for looseness. The electrode should be held securely to the
shaft when tested with light finger pressure. If loose, replace block and gear.
(i) Clean the end of the electrode to remove electrical deposits.
(j) Inspect bearing bar for cracks or other physical damage. Replace as required.
(k) Ensure the bearing bar is free of all and carbon dust prior to reassembly.

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(9) Inspect the carbon brush. Overall

length must be greater than 19/64
(.297) inch and the outside diameter
must be unifor m (see Figure 6).
Replace as required.
(10) Inspect the loading spring. Overall free
standing length should be greater than
19/32 (.594) inch. Springs that appear
worn, that have flat spots or are too Carbon Brush Assembly
short must be replaced. Figure 6
(11) In TC S/N’s 3257001 & up only (i.e. - pressurized magnetos):
(a) Inspect turbo filter. Look for yellow or red color, condensation, water, or foreign matter in
the filter element. If the filter is contaminated: replace filter; inspect and repair
pressurization system; and remove and inspect magnetos.
(b) Inspect and clean inlet nozzle. Yellow or white particles or any oily film indicates moisture
contamination and possible lack of pressurization. Inspect and repair pressurization
system.
(c) Inspect and clean orifice vent. Maximum orifice diameter is .025 inch.
(d) Inspect frame gasket for wear. Replace as required. Use only Slick replacement gaskets
as gasket contains a metal mesh to ensure proper ground between magneto frame and
housing. Inspect screw gaskets for wear. Replace as required.
(e) Inspect harness cap O-ring for wear. Replace as required.
D. Disassembly (see Figures 7 and 8.)
NOTE: Use of the Slick T-100 Assembly and Timing Kit (Figure 7) is strongly recommended. The
tools contained in this kit will greatly facilitate magneto disassembly/assembly and help
prevent damage to parts.
(1) Remove impulse coupling:
CAUTION: THE SHELL OF THE IMPULSE COUPLING ASSEMBLY IS UNDER
CONSIDERABLE SPRING TENSION.
(a) Remove cotter pin, nut, washer, bushing and drive gear, where applicable.
(b) Firmly holding the shell of the impulse coupling assembly, gently pull shell of impulse
coupling assembly out enough to clear the latching ears of the impulse hub assembly.
(c) Turn shell to release spring tension. Remove shell and attached impulse spring.
(d) Engage T-106 hub puller into grooves in the hub assembly. Tighten T-106 puller bolt to
remove impulse coupling hub assembly.
(2) Remove Woodruff key by prying key from rotor shaft using pliers.
(3) Remove distributor housing assembly
(a) Remove three long screws and single short screw from distributor housing.
(b) Separate distributor housing from magneto frame.
(c) Disconnect condenser lead from contact breaker assembly.

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Slick T-100 Assembly and Timing Tool Kit

Figure 7

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Exploded View of 6300 Series Magneto

Figure 8

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(4) Remove the distributor block assembly by removing two screws and remove distributor bearing
bar, distributor gear and distributor block from the housing.
(5) Remove condenser. When removing the condenser from the distributor housing, carefully
rotate the condenser wire counterclockwise in the same direction as the condenser to
eliminate twisting the condenser lead.
(6) Remove rotor gear by prying it out of the end of the rotor assembly using two flat-blade
screwdrivers.
(7) Remove contact breaker assembly - Impulse Coupled and Direct Drive Magnetos
(a) Disconnect coil lead wire from contact breaker assembly.
(b) Remove screws and washers from breaker assembly.
(c) Remove contact breaker assembly from bearing cap.
(d) Remove cam by prying straight up with a screwdriver blade.
(8) Remove rotor assembly
CAUTION: DO NOT ALLOW ROTOR TO COME INTO CONTACT WITH METAL CHIPS OR
FILINGS. ROTOR IS MAGNETIZED.
(a) Remove two screws and two bearing plate clamps.
(b) Press against the drive end of the rotor shaft and withdraw the rotor and bearing cap
assembly from the drive frame.
(9) Remove bearings from shaft and discard
CAUTION: DO NOT DISASSEMBLE BEARING CAP ASSEMBLY SLICK PART NUMBER
M-3485. THIS ASSEMBLY HOLDS A DOUBLE-SHIELDED BEARING CAPTIVE
IN THE BEARING CAP AND IS PRE-LUBRICATED AT THE FACTORY WITH
SPECIAL GREASE THAT TOLERATES THE OZONE RICH ENVIRONMENT
WITHIN THE MAGNETO.
CAUTION: DO NOT ALLOW ROTOR TO COME INTO CONTACT WITH METAL CHIPS OR
FILINGS. ROTOR IS MAGNETIZED.
(a) Place rotor on T-152 spacer with drive end down. Using T-125 assembly fixture, press
rotor shaft, removing bearing cap assembly.
(b) Reverse rotor shaft and insert T-121 bearing puller (both halves) between the drive end
bearing and the rotor magnet head.
(c) Place rotor and T-121 on T-152 spacer.
(d) Press rotor shaft and remove drive end bearing.
(10) Remove coil (See Figure 9.)
(a) Remove coil primary ground screw.
(b) Using coil wedge extractor T-122, remove coil wedges and lift out coil.
(11) Remove air vent/pressure vent plug from magneto.
(12) Remove oil seal from magneto.

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E. Assembly
NOTE: The following parts MUST BE REPLACED at engine overhaul (refer to Slick Service
Bulletin No. SB-2-80C). Condenser, drive end bearing, bearing cap assembly, impulse
coupling, coil, rotor gear, oil seal, contact point kit and distributor block and gear assembly.
Refer to Slick Part List for part numbers. At each 500 hour inspection replace parts that are
worn or damaged.
(1) Assemble new bearings onto shaft (see Figure 10.)
CAUTION: DO NOT ALLOW ROTOR TO COME INTO CONTACT WITH METAL CHIPS OR
FILINGS. ROTOR IS MAGNETIZED.
(a) Insert the base plate (T-117) and adapter plate bushing (T-119) into T-125 assembly
fixture.
(b) Place one drive-end bearing and one bearing cap assembly onto the rotor shaft.
(c) Insert the rotor shaft into the adapter plate bushing (threaded end down).
(d) Place the bearing assembly plug (T-101) onto the exposed end of the rotor shaft.
(e) Turn T-handle screw to seat the bearings against the bearing shoulders on the rotor shaft.
(f) Remove the rotor shaft, adapter bushing, adapter plate and bearing assembly plug from
T-125 assembly fixture.
(2) Install rotor shaft assembly (see Figure 10.)
(a) Place magneto frame in T-125 assembly fixture (flange down).
(b) Position rotor shaft assembly in the magneto frame.
(c) Insert rotor and frame assembly plug (T-102) into the T-handle.
(d) Turn T-handle until the bearing cap bottoms in the frame. Place cap over end of rotor shaft
first.
(e) Place T-151 cam and rotor set onto the end of the rotor shaft and turn T-handle until the
shaft bottoms in magneto frame.
(f) Install bearing clamps and the hold-down screws.
(g) Torque screws to 20-24 in-lbs.
(3) Install oil seal (see Figure 11.)
(a) Lubricate oil seal with engine oil.
(b) Reverse the magneto on the T-125 assembly fixture so the flange is facing up.
(c) Insert the oil seal over the rotor shaft.
(d) Press the oil seal flush into the frame using the oil seal assembly plug (T-103) and the T-
handle screw.
(4) Install Woodruff Key by pressing Woodruff Key into the key slot of the rotor shaft.

PAGE 12
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Coil Wedge Removal Oil Seal Installation

Figure 9 Figure 11

Installing Bearings
Figure 10

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(5) In the left magnetos only (i.e. - impulse coupled), assemble impulse coupling:
(a) Assemble inner eye of the impulse spring into the grooves in the impulse hub.
(b) Set the impulse shell and untensioned impulse spring on the hub.
(c) Holding the shell in one hand and the pawls with the thumb and forefinger of the other
hand, pull the hub slowly, straight back, until its far enough to clear the projections on the
shell.
CAUTION: DO NOT WIND THE IMPULSE SPRING MORE THAN 1/4 TURN.
(d) Hold the shell stationary and rotate the hub to wind the impulse spring until the
projections on the other section of the pawl plate pass the projections on the shell.
(Approximately 1/4 revolution or 90 degrees.)
(e) Ensure the shell is seated squarely on the hub and turns freely.
(6) In the left magnetos only (i.e. - impulse coupled), install impulse coupling:
(a) Install impulse coupling assembly onto the rotor shaft and install impulse washer.
(b) Install coupling nut and torque to 120 to 320 in. lbs. to seat the coupling on the rotor shaft.
If cotter pin will not align with pin hole within the specified torque range, remove the nut
and lightly lap its bottom surface with emory cloth.
(c) Verify that the coupling is free by snapping it through 3 or 4 times.
(7) Install coil
(a) Place the frame on the T-125 assembly fixture. Insert the coil into the frame, being sure
that it is back against the stops. Insert coil wedges between the bridge and the frame.
(b) Drive the two wedges tight, using a hammer and flat punch. Attach the ground wire coil
(either black or white - depending on coil type) to the frame with a screw. Torque to 20 in-
lbs.
CAUTION: IF THE HIGH TENSION LEAD PROTRUDES ABOVE THE MAGNETO
FRAME, IT CAN MAKE DIRECT CONTACT WITH THE DISTRIBUTOR
GEAR AND CAUSE THE MAGNETO TO MALFUNCTION.
(c) Position the coil high tension lead flush to 1/32 (.031) inch below the parting surface of the
magneto frame.
(8) Install contact points - All magnetos
Attach contact point assembly on the bearing cap using appropriate screw.
(9) Install rotor cam
(a) Install cam using a light hammer and T-151 cam and rotor set.
(b) Drive the cam until it bottoms in the rotor cam slot.

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(10) Time the magneto internally - Set primary points - All magnetos
(a) Place the magneto on the T-125 assembly fixture, flange down, with the T-509 timing base
adapter removed.
(b) In the right magnetos only (i.e. - non-impulse coupled), install the T-123 timing plug on the
rotor shaft before placing the magneto on the T-125 assembly fixture.
(c) Looking directly down on the magneto, align the magneto so that the coil is oriented in the
12 o'clock position.
(d) Insert T-150 "E" Gap Gauge between the pole laminations in the rotor shaft and the pole
laminations in the frame. Read the magneto dataplate for magneto rotation.
1 For old style rotor (i.e. - no slots on the magnet head), insert flat end of T-150 "E"
Gap Gauge. Insert the "E" Gap Gauge against the right lamination for right-hand
rotation magnetos and against the left laminations for left-hand rotation magneto.
2 For new style rotors (with slots on magnet head), insert notched end of T-150 "E"
Gap Gauge. Locate the appropriate "L" or "R" timing slot on the rotor magnet head
and insert the notched end of the "E" gap gauge. Use the "L" slot for left-hand
rotation magnetos and the "R" slot for right-hand rotation magnetos.
(e) Rotate the magneto frame on the T-125 assembly fixture until the T-150 "E" Gap Gauge
rests against the pole lamination in the magneto frame. Rotate the magneto frame
clockwise for left-hand rotation magnetos and counterclockwise for right-hand rotation
magnetos. The magneto rotor shaft is now in "E" Gap position.
(f) Using a timing light (see Figure 12), adjust the contact points to be just opening when the
frame is against the T-150 gauge. This will provide a point gap opening of .008-.012
inches.
(g) Secure the points in this position by tightening the screws. Torque adjusting screw to 18-
20 in-lbs. Torque the pivot screw to 15-18 in-lbs.
(h) Apply cam grease sparingly to each lobe of the cam.
(i) Attach coil lead wire to the vertical bronze male terminal of the primary point assembly.
(11) Assemble the condenser into the distributor housing, being sure to rotate the condenser wire
the same rotation as the condenser is tightened in the housing..
(12) Distributor gear assembly
(a) Install carbon brush into spring.
1 Insert small end of carbon brush tapered end of spring.
2 Turn carbon brush clockwise until shoulder of carbon brush seats spring.
(b) Install carbon brush assembly into distributor gear.
1 Insert the open end of the spring into open end of the distributor gear shaft.
2 Gently press the carbon brush and spring assembly into the shaft until the spring
seats on the bottom of the shaft. The top of the carbon brush should protrude from
the top of the shaft approximately 1/4 inch.
(13) Install distributor block
(a) Assemble the distributor gear in the distributor block with the L&R facing you.
(b) Assemble the bearing bar to the distributor block as shown in Figure 13.

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Magneto Internal Timing

Figure 12

Bearing Bar Assembly Rotor Gear Alignment

Figure 13 Figure 14

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(14) Install rotor gear onto end of rotor shaft.

(15) Align the "L" or "R" (depending on the rotation of the magneto—look at dataplate) on the rotor
gear so that it points up, toward the high tension lead of the coil. Secure rotor shaft to prevent
rotation during assembly. Alignment of rotor gear is critical. (See Figure 14.)
(16) Align the "L" or "R" hole in the distributor gear with the "L" or "R" in the distributor block. Use
"L" for left-hand rotation and "R" for right-hand rotation magnetos.
CAUTION: DO NOT ROTATE MAGNETO ROTOR SHAFT WITH THE T-118 TIMING PIN
INSERTED IN THE DISTRIBUTOR BLOCK. IF ROTOR SHAFT IS ROTATED
WITH TIMING PIN INSERTED, THE MAGNETO MUST BE DISASSEMBLED
AND INSPECTED FOR DISTRIBUTOR BLOCK AND GEAR DAMAGE.
(17) Lock the distributor gear in place with the T-118 timing pin through the appropriate hole in the
block and gear. Then:
(a) Place distributor block spacers on magneto frame.
(b) Place distributor block on magneto frame. The distributor gear and rotor gear are properly
meshed when the index mark on the rotor gear aligns with the index mark on the
distributor block.
(c) Secure distributor block to frame with screws provided.
(18) Connect condenser wire
(a) Connect condenser wire to the remaining terminal of the contact assembly.
(b) Attach the terminal with the lead pointing left.
(19) In TC S/N’s 3257001 & up only (i.e. - pressurized magnetos), install the distributor housing
gasket.
(20) Insert the top boss of the distributor housing into its mating pilot on the magneto frame.
CAUTION: MAKE SURE THE CARBON BRUSH IS CONTAINED WITHIN THE
DISTRIBUTOR SHAFT DURING ASSEMBLY. IF THE CARBON BRUSH
CATCHES ON THE SIDE OF THE DISTRIBUTOR SHAFT, THE COIL STRAP
WILL BE BENT INTO THE WRONG POSITION DURING ASSEMBLY.
(21) Gently rotate the distributor housing onto the magneto frame.
(22) Secure the housing with three long screws and one short screw. Torque all four to 24 in-lbs.
(23) Remove T-118 timing pin.

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F. Testing
Complete Magneto Reassembly, above. Verify that the T-118 Timing Pin has been removed.
(1) Mount the magneto on a suitable test stand in the same relative position as installed on the
engine.
(2) Install a Slick High-Temperature Ignition Harness on the magneto and connect each output
lead to a 5mm spark gap.
CAUTION: DO NOT OPERATE THE MAGNETO UNLESS THE IGNITION HARNESS IS
INSTALLED AND THE OUTPUT LEADS ARE CONNECTED TO THE 5MM GAP.
(3) Impulse Coupling
(a) Rotate the test stand drive pulley in the same direction of rotation stated on the magneto
dataplate.
(b) The impulse coupling should engage the stop pin in the magneto frame below
approximately 200 RPM. If the impulse coupling pawls slip past the stop pin or engage
intermittently, the impulse coupling is not operating properly.
(4) Coming-in Speed
(a) Determine the lowest speed at which the magneto can be turned and still spark all 5mm
gaps without missing.
(b) The test gap must fire consistently at 200 RPM on non-impulse coupled magnetos and
350 RPM on impulse coupled magnetos.
(5) Pressure Testing - In TC S/N’s 3257001 & up only (i.e. - pressurized magnetos)
After magneto reassembly, install a pressurized harness cap and apply 15 psi filtered air to the
inlet nozzle of the magneto (see Figure 15). Air flow at 15 psi is not to exceed 40 standard
cubic feet per hour (SCFH). If flow is excessive, reposition gaskets and retorque housing and
harness cap screws. Screws should be torqued to 21-25 in-lbs. for 6300 series magnetos.
Testing should be conducted with magneto at room temperature.

Pressurized Magneto Pressure Testing

Figure 15

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G. Installation
WARNING: BE SURE SWITCH IS IN OFF POSITION AND THE P LEAD IS GROUNDED.
When installing new or adjusting breaker points and before timing the magneto to the engine, it is
important that the internal timing of the magneto be correct. To find number one tower, the following
instructions should be performed:
NOTE: No need to spark out these magnetos.
(1) Insert the T - 118 timing pin in the L or R hole in the distributor block (depending on rotation of
the magneto).
(2) Turn rotor opposite the rotation of the magneto until the pin engages the gear.
(3) If the pin is binding and will not go in the hole in the gear, you have hit the pointer on the gear.
Pull the pin out, enough to continue opposite rotation until the pointer has passed, re-insert
pin.
(4) When the pin sticks through the hole in the gear about 1/4 inch, you are now ready to fire
number one cylinder.
(5) Turn the engine crankshaft in the normal direction of rotation until the No. 1 cylinder is in the
full-advance firing position.
(a) Cover spark plug hole of number one cylinder with thumb. Rotate crankshaft until
pressure is felt on thumb.
(b) Remove plug in front of number six cylinder. Rotate crankshaft slowly to observe timing
mark on alternator drive gear. When the mark on the gear (see Figure 1) is centered in
the viewing hole, number one piston is at 20° BTC.
NOTE: Always verify correct BTC on the engine dataplate.
(6) Place a new gasket on magneto flange. Install magneto carefully so drive coupling lugs mate
with slots of drive bushings. Install holding washers, lockwashers, and nuts.
NOTE: Do not tighten completely. Allow for turning magneto for final timing.
(7) After the magneto is installed on engine, remove the timing pin. The magneto is now ready to
be timed to the engine.
(8) Complete magneto to engine timing procedure listed under 100 Hour Inspection, above.
WARNING: THE MAGNETO IS NOT INTERNALLY GROUNDED, WHEN THE GROUND
LEAD IS DISCONNECTED THE MAGNETO IS HOT. REMOVING THE
HARNESS ASSEMBLY FIRST AND INSTALLING IT LAST, MINIMIZES THE
DANGER OF STARTING THE ENGINE ACCIDENTALLY WHEN THE GROUND
LEAD IS REMOVED FROM THE MAGNETO.
(9) Replace the harness cap onto the magneto. Align the index marks made on the harness cap
and distributor housing when removed.
(10) Connect the P-lead and pressurization tube to magneto. Connect the retard breaker lead to the
starting circuit to the left magneto.

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DISTRIBUTION

1. Ignition Harness
A. Inspection
(1) 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 is not broken or distorted.
Inspect grommet for tears. Check all mounting brackets and clamps to see that they are secure
and not cracked.
(2) Use an ohmmeter, buzzer, or other suitable low voltage device, and check each lead for
continuity. If continuity does not exist, wire is broken and must be replaced.
(3) For electrical test of harness assembly, use high voltage, direct current tester such as TAKK
model 86 or 86A or equivalent direct current high voltage tester capable of delivering test
potential of 10,000 volts. Connect ground lead to high voltage tester to outer shielding braid of
a single lead. Connect plug terminal. Turn tester ON and apply 10,000 volts. Insulation
resistance should be 100 megohms minimum. Check all other harness leads in same manner.
(4) Minor repair to harness assembly, such as replacement of contact springs, spring retainer
assemblies, insulating sleeves, or of one lead assembly, is done with harness assembly
mounted on engine. To replace more than one lead assembly or cable outlet plate, harness
should be removed from engine and sent to an overhaul shop.
B. Removal
(1) Disconnect clamps holding wires to engine and accessories.
(2) Loosen coupling nuts at spark plugs and remove insulators from spark plug barrel well. Do not
damage insulator spring when withdrawing insulator.
(3) Place a guard over harness insulators.
(4) Remove harness assembly terminal plate from magneto.
(5) Remove harness from airplane.
C. Disassembly
(1) To remove spring, Slick M-2929, from damaged lead, turn spring counterclockwise while
pulling gently. This will remove spring and M-1498 electrode screw from end of coiled
conductor.
(2) To separate spring and screw, hold electrode screw with pliers and turn spring clockwise until it
is through the threaded portion.
(3) Remove insulator sleeve from end of wire.
(4) To remove lead from M-1568 harness cap, use diagonals or cutting pliers and cut lead off
close to cap. Use drift or punch to tap ferrule loose from harness cap.
NOTE: Further service on Slick harnesses will require the use of Slick T-200 or M-1495
Service Tool Kit, obtained from:
Slick Aircraft Products
(See Introduction, Supplementary Publications, Vendor Publications, Magnetos.)

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Stripping Tool Inserting Stripping Tool

Figure 1 Figure 2

Cutting Insulation Removing Silicone Rubber from Wire

Figure 3 Figure 4

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Installation of Plug Endnut Flaring out the Shielding

Figure 5 Figure 6

Installation of Ferrule Driving Tool

Figure 7 Figure 8

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D. Assembly
NOTE: HP S/N’s 3246001 & up use spark plugs with 5/8”-24 harness connectors while
TC S/N’s 3257001 & up use spark plugs with 3/4”-20 harness connectors.
(1) Cut a piece of harness wire to length required. Do not stretch wire when measuring it.
(2) On magneto end, make a final mark one inch from wire end. Another mark must be made
0.9375 inch from spark plug end of wire.
(3) Flare out shielding, then without allowing any shielding to fold under, insert Slick T-112 or
M-1743 stripping tool under braided shielding. (Refer to Figure 1.)
(4) Make sure stripping tool is inserted past cutting mark, and cut shielding with a sharp knife
using a rolling motion. Remove shielding and stripping tool. Do not cut silicone insulation.
(Refer to Figure 2.)
(5) Cut exposed insulation 0.125 inch back from end and roll insulation clockwise to remove. Do
not use a pulling motion when removing insulation. Trim end of coiled conductor to make a
clear hole for inserting stud. (Refer to Figure 3.)
(6) Using T-111 or M-1742 pin vise, insert T-110 or M-1741 drill (#72 drill), drill out silicone rubber
from inside coiled conductor approximately 0.5 inch deep. (Refer to Figure 4.)
(7) On spark plug end of wire install M-1673 (HP only) / M-1462 (TC only) nut followed by M-1671
(HP only) / M-1459 (TC only) female taper hex ferrule. (Refer to Figure 5.)
(8) After installation of nut and ferrule, bend and rotate silicone insulation as per Figure 6 to flare
out shielding so drive ferrule can be inserted. Do not cut silicone insulation with sharp braiding
while wire is being rotated.
CAUTION: DO NOT REUSE THE M-1458 DRIVE FERRULE.
(9) On spark plug end of wire install M-1458 male tapered drive ferrule over silicone insulation and
under shielding to within 0.0625 inch from flange of ferrule. Make sure that shielding is away
from ferrule flange then slide ferrule M-1671 (HP only) /M-1459 (TC only) over the M-1458
drive ferrule until tight. (Refer to Figure 7.)
(10) For spark plug end, mount M-1747 drive plate in a bench vise. Set hex ferrule in drive plate
slot. Drive M-1458 drive ferrule flush against the hex ferrule using the M-1744 drive tool. (Refer
to Figure 8.) Or, press into place using T-109 pressing tool.
(11) For magneto end of wire, insert wire through hole in M-1568 harness cap so shielding is
through hole as shown in Figure 9.
(12) Install an M-1458 male tapered drive ferrule over insulation and under shielding as in step 9,
then drive ferrule into M-1568 harness cap using M-1744 drive tool, similar to step 10. (Refer to
Figure 10.) Or, press into place using T-109 pressing tool.
(13) Clamp threaded end of M-1498 electrode screw in T-111 or M-1742 pin vise. Insert tapered pin
of electrode screw into center of coiled conductor by turning pin vise counterclockwise and
pushing at same time until screw is flush with insulation. This is done at both ends of the wire
assembly. (Refer to Figure 11.)
(14) On magneto end of wire, place M-3168 insulator sleeve over silicone insulation. On spark plug
end of wire, use M-1677 insulator sleeve (HP only) or K-3300 insulator sleeve and washer
(TC only). (Refer to Figure 12.)
(15) Turn M-2929 spring clockwise on electrode screw three full turns until end is flush with first
large coil of spring. This applies to both ends of wire. (Refer to Figure 13.)

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Installation of Harness Cap Securing Wire in Harness Cap

Figure 9 Figure 10

Installation of Electrode Screw Installation of Insulator Screw

Figure 11 Figure 12

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E. Installation
(1) Before installing harness on magneto,
check mating surfaces for cleanliness.
(2) Place har ness ter minal plate on
magneto and tighten nuts around plate
alternately to seat cover squarely on
magneto.
NOTE: The left magneto is wired to fire
all top spark plugs in this
engine. The right magneto fires
all bottom plugs.
(3) Route ignition wires to their respective
cylinders.
(4) Clamp harness assembly in position
and replace engine baffle plate.
(5) Connect leads to spark plugs. Installation of Spring
2. Spark Plugs (Refer to Figure 14.) Figure 13

A. Removal
CAUTION: WHEN WITHDRAWING IGNITION CABLES LEAD CONNECTION FROM PLUG,
CAREFULLY PULL LEAD STRAIGHT OUT AND IN LINE WITH CENTER LINE OF
PLUG BARREL; OTHERWISE, A SIDE LOAD WILL BE APPLIED WHICH
FREQUENTLY RESULTS IN DAMAGE TO BARREL INSULATOR AND CONNECTOR.
A LEAD CANNOT BE REMOVED EASILY IN THIS MANNER, RESISTING CONTACT
BETWEEN NEOPRENE COLLAR AND BARREL INSULATOR WILL BE BROKEN BY
A ROTARY TWISTING OF COLLAR. AVOID UNDUE DISTORTION OF COLLAR AND
POSSIBLE SIDE LOADING OF BARREL INSULATOR.
(1) Loosen coupling nut on harness lead and remove terminal insulator from spark plug barrel
well.
CAUTION: DUE TO GREATER TORQUE VALUE REQUIREMENTS, TORQUE WRENCHES
SHOULD NOT BE USED TO REMOVE SPARK PLUG.
CAUTION: DO NOT ALLOW FOREIGN OBJECTS TO ENTER SPARK PLUG HOLE.
(2) Remove spark plug from engine.
(a) In the course of engine operation, carbon and other combustion products are deposited
on the end of spark plugs and will penetrate lower threads to some degree. As a result, a
greater torque is required for removing a plug than for installation. Torque limitations given
do not apply to plug removal, as sufficient torque must be used to unscrew plug.
(b) The higher torque required to remove plugs is not as detrimental as in installation, since it
cannot stretch the threaded section. It does, however, impose a shearing load on this
section and may, if sufficiently severe, produce a failure in this location.
(3) Immediately upon removal, place spark plugs in a tray in a manner that will identify their
position in the engine.

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Removing Frozen Spark Plug

Figure 14

(4) Removal of seized spark plugs in cylinder is done by application of liquid carbon dioxide (CO2)
by a conical metal funnel adapter with a hole at the apex just large enough to accommodate
the funnel of a 20 lb bottle. (Refer to Figure 14.) When a seized spark plug cannot be removed
by normal means, funnel adapter is placed over and around spark plug. Place funnel of CO2
bottle inside funnel adapter and release carbon dioxide to chill and contract spark plug. Break
spark plug loose with a wrench. A warm cylinder head at the time carbon dioxide is applied will
aid in removal of excessively seized plug.
B. Inspection And Cleaning
(1) Visually inspect each spark plug for the following non-repairable defects.
(a) Severely damaged shell or shield; threads nicked up, stripped, or crossthreaded.
(b) Badly battered or rounded shell hexagons.
(c) Out-of-round or damaged shielding barrel.
(d) Chipped, cracked, or broken ceramic insulator portions.
(e) Badly eroded electrodes worn to approximately 50 percent of original size.
(2) Clean spark plug as required; remove carbon and foreign deposits.

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(3) Test spark plug both electrically and for resistance.

(4) Set electrode gap at 0.016 to 0.022 inch.
C. Installation
CAUTION: DO NOT INSTALL ANY SPARK PLUG THAT HAS BEEN DROPPED.
(1) Before installing spark plugs, make sure that threads within cylinder are clean and not
damaged.
CAUTION: MAKE CERTAIN DEEP SOCKET IS PROPERLY SEATED ON SPARK PLUG
HEXAGON AS DAMAGE TO PLUG WILL RESULT IF WRENCH IS COCKED TO
ONE SIDE WHEN PRESSURE IS APPLIED.
(2) Apply anti-seize compound sparingly on threads; install gasket and spark plugs. Tighten to a
torque of 420 inch-pounds.
(3) Carefully insert terminal insulator in spark plug and tighten coupling nut per Chart 1.

CHART 1
SPARK PLUG COUPLING TORQUE
Application Spark Plug Coupling Threads Torque (In. - Ib.)
HP S/N’s 3246001 & UP 5/8-24 90 - 95
TC S/N’s 3257001 & UP 3/4-20 110 - 120

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SWITCHING

Magneto and Starter Switches

In HP S/N’s 3246001 thru 3246017 only, the magneto switches and the starter switch are combined in a
key operated switch located on the lower left of the instrument panel.
In HP S/N’s 3246018 & up and TC S/N’s 3257001 & up, the magneto switches and the starter switch are
located in the overhead switch panel.
Removal and Installation
The magneto switches and the starter switch are located in the overhead switch panel.See
Switches, 39-10-00.

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CHAPTER

76
ENGINE CONTROLS

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CHAPTER 76

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

76-List of 1 Sep 30/06

Effective Pages 2 Sep 30/06

76-Table of Contents 1 Sep 30/06

2 Sep 30/06

76-10-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06

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CHAPTER 76 - ENGINE CONTROLS

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

POWER CONTROL 76-10-00 1 7G3

Throttle and Mixture Controls Adjustment 1 7G3

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POWER CONTROL

Throttle and Mixture Control Adjustment (Refer to Figure 1.)

Throttle and Mixture Controls are adjusted so that when the throttle arm on the fuel injector 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. The throttle may be adjusted as follows:
(1) At the fuel injector, disconnect the clevis end of the throttle control cable from the control arm.
Loosen the jam nut that secures the clevis end.
(2) Adjust the linkage by rotating the clevis 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) On aircraft equipped with air conditioning systems, a micro switch is located below the throttle
control which is set to actuate in the full open position. With the throttle adjusted to obtain a
clearance of .010 to .030, adjust the micro switch to actuate at this point also.
(4) Reconnect the clevis end to the control arm and safety.
B. The mixture may be adjusted as follows:
(1) At the fuel injector, disconnect the clevis end of the mixture control cable from the control arm.
Loosen the jam nut that secures the clevis end.
(2) Adjust the linkage by rotating the clevis end on the cable to obtain 0.010 to 0.030 of an inch
spring back on the instrument panel stop when in full rich position.
(3) Reconnect the clevis end to the control arm and safety.
C. Check security of cabling casing attachments.
D. Pull the throttle and mixture levers in the cockpit full aft to ascertain that the idle screw contacts it’s
stop and the mixture control arm contacts it’s lean position. A mixture control lock is incorporated in
the quadrant cover which prevents the mixture control from being moved to the idle cutoff position
inadvertently. The lock must be depressed before the control can be moved completely aft.
Ascertain that the lock operates freely without any tendency to bind or hang up.

Engine Controls Adjustment

Figure 1

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CHAPTER

77
ENGINE INDICATING

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CHAPTER 77

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

77-List of 1 Sep 30/06 77-40-00 1 Sep 30/06

Effective Pages 2 Sep 30/06 2 Sep 30/06
3 Sep 30/06
77-Table of Contents 1 Sep 30/06 4 Sep 30/06
2 Sep 30/06 5 Sep 30/06
6 Sep 30/06
77-00-00 1 Sep 30/06 7 Sep 30/06
2 Sep 30/06 8 Sep 30/06
9 Sep 30/06
77-10-00 1 Sep 30/06 10 Sep 30/06
2 Sep 30/06 11 Sep 30/06
3 Sep 30/06 12 Sep 30/06
4 Sep 30/06 13 Sep 30/06
14 Sep 30/06
77-20-00 1 Sep 30/06 15 Sep 30/06
2 Sep 30/06 16 Sep 30/06
3 Sep 30/06 17 Sep 30/06
4 Sep 30/06 18 Sep 30/06
5 Sep 30/06 19 Sep 30/06
6 Sep 30/06 20 Sep 30/06

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MAINTENANCE MANUAL

CHAPTER 77 - ENGINE INDICATING

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

GENERAL 77-00-00 1 7G13

Description 1 7G13
Removal and Installation 1 7G13

POWER 77-10-00 1 7G15

Manifold Pressure Gauge 1 7G15
Description 1 7G15
Troubleshooting 1 7G15
Tachometer Indicator 2 7G16

TEMPERATURE 77-20-00 1 7G19

Exhaust Gas Temperature (EGT) Gauge 1 7G19
Description 1 7G19
Troubleshooting 1 7G19
Removal 1 7G19
Installation 2 7G20
Cleaning and Inspection 2 7G20
Cylinder Head Temperature (CHT) Gauge 3 7G21
Description 3 7G21
Troubleshooting 3 7G21

INTEGRATED ENGINE
INSTRUMENT SYSTEMS 77-40-00 1 7H1
(Engine Instrument and Digital Display Monitoring Panel)
(HP S/N’s 3246088 & up and TC S/N’s 3257001 & up) 1 7H1
Introduction 1 7H1
Troubleshooting 1 7H1
Analog Instruments 7 7H7
Instrument Self Test 7 7H7
Instrument Status LED 7 7H7
Digital Display Monitoring Panel (DDMP) 8 7H8
Self Test 8 7H8
DDMP Controls 8 7H8
Alarm Mode 8 7H8
Instrument Mode 10 7H10
Electrical Mode 10 7H10
Exceedance Mode 11 7H11
Percent Power Mode 12 7H12
Temperature Mode 13 7H13
Fuel Mode 13 7H13
RS-232 Interface 15 7H15

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GENERAL

1. Description
Significantly different engine instrumentation packages are installed in these aircraft.
HP S/N’s 3246001 thru 3246087 only use traditional 3-inch analog display, electrically or mechanically
actuated engine instruments. These instruments and their function are addressed in 77-10-00, 77-20-00
and 79-30-00.
HP S/N’s 3246088 & up and TC S/N’s 3257001 & up use an electronic engine monitoring system by
Flightline/Horizon which incorporates 2-inch analog display, electronically actuated engine
instruments and a multi-function Digital Display Monitoring Panel (DDMP). This system is addressed in
77-40-00.
In HP S/N’s 3246218 and up and TC S/N’s 3257339 and up, for airplanes equipped with either the
Avidyne Entegra EFIS or the Garmin 1000 EFIS; engine data is displayed on the Multi-Function Display
(MFD) and Primary Flight Display (PFD). These systems are addressed in 34-20-00.
2. Removal and Installation
A. Engine Instruments
CAUTION: REPLACEMENT OF FUEL QUANTITY INDICATOR REQUIRES THAT THE
INDICATOR BE CALIBRATED PER THE PROCEDURE GIVEN IN 28-40-00.
(1) Remove instruments as follows:
(a) From front of instrument panel, loosen the larger of the two screws next to the instrument.
(No need to remove screw completely.)
(b) Pull instrument out to gain access to connector on back of instrument.
(c) Twist connector on back of instrument to disconnect connector from instrument.
(2) Install instruments as follows:
(a) Holding instrument in front of proper position at instrument panel, connect connector to
back of instrument.
(b) Insert instrument completely into instrument panel.
(c) Tighten screw.
B. Digital Display Monitoring Panel (DDMP)
(Saratoga II HP S/N’s 3246088 & up; Saratoga II TC S/N’s 3257001 & up)
(1) Remove DDMP as follows:
(a) From front of instrument panel, loosen four screws securing DDMP to the instrument
panel.
(b) Pull DDMP out to gain access to connectors on back of DDMP.
(c) Twist connectors on back of DDMP to disconnect connectors from DDMP.
(2) Install DDMP as follows:
(a) Holding DDMP in front of proper position at instrument panel, connect connectors to back
of DDMP.
(b) Insert DDMP completely into instrument panel.
(c) Tighten screws.

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POWER

1. Manifold Pressure Gauge ( HP S/N’s 3246001 thru 3246087 only.)

A. Description
The manifold pressure gauge is a vapor proof, absolute pressure type instrument. Pressure from
the intake manifold of the engine is transmitted to the instrument through a line. A pointer indicates
the manifold pressure available at the engine in inches of mercury.
B. Troubleshooting
Refer to Chart 1.

CHART 1
TROUBLESHOOTING MANIFOLD PRESSURE GAUGE

Trouble Cause Remedy

Excessive error at existing Pointer shifted. Replace instrument.

barometric pressure.
Excessive error when engine Line leaking. Tighten line connections.
is running.
Sluggish or jerky pointer Defective instrument. Replace instrument.
movement.
Dull or discolored marking. Age. Replace instrument.
Incorrect reading. Moisture or oil in line. Disconnect lines and blow
out.

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2. Tachometer Indicator (HP S/N’s 3246001 thru 3246087 only.)

A. Description
The tachometer is connected to the engine accessory by a flexible cable and provides an indication
of crankshaft speed in revolutions per minute. The instrument has a recording mechanism for
recording the time that the engine is in actual operation.
B. Troubleshooting
Refer to Chart 2.

CHART 2
TROUBLESHOOTING TACHOMETER

Trouble Cause Remedy

No reading on indicator, Broken shaft. Replace instrument.
either permanent or
intermittent. Loose cable connections. Tighten cable.
Pointer oscillates excessively. Rough spot on, or sharp Repair or replace.
bend in shaft.
Excessive friction in Replace instrument.
instrument.
Indicator changes in climb. Excessive clearance in Replace instrument.
speed cup.
Pointer goes all the way to Excessive lubricant in Replace instrument.
stop, more noticeable in instruments.
cold weather.
Pointer jumps at idle. Speed cup hitting rotating Replace instrument.
magnet.
Tachometer cable breaks. Cable bent too sharply. Reroute cable.

PAGE 2
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TEMPERATURE

1. Exhaust Gas Temperature (EGT) Gauge ( HP S/N’s 3246001 thru 3246087 only.)
A. Description
This instrument, which is commonly referred to as EGT, is used to aid the pilot in selecting the most
economical fuel-air mixture for cruising flight at a power setting of 75% or less. It is a sensing device
to monitor the fuel-air mixture leaving the engine cylinders. This gauge is adjustable. If it is found
defective after checking with troubleshooting chart, it should be replaced. If the leads to the gauge
are defective in any way, they should be replaced. When replacing leads, it is very important to use
the same type and length of wire, as the resistance of the leads is critical for the proper operation of
this gauge. The EGT probe is the clamp mounted type which is adjusted for proper depth into the
exhaust stream.
B. Troubleshooting
See Chart 1.
C. Removal
(1) Gauge
(a) Disconnect wires from the EGT gauge at the instrument panel.
(b) Remove four bolts which secure the gauge to the instrument panel and remove the
gauge.
(2) Probe
(a) Remove wires from the wire harness going to the engine.
(b) Loosen the nut or clamp which secures the EGT probe to the exhaust system and remove
the probe.

CHART 1
TROUBLESHOOTING EXHAUST GAS TEMPERATURE GAUGE (ALCOR)

Trouble Cause Remedy

Gauge inoperative. Defective gauge, probe, Check probe and lead
or wiring. wires for chafing, breaks or
shorting between wires
and / or metal structure.
Adjusting potentiometer Recalibrate instruments.
turned off scale.
Fluctuating reading. Loose, frayed or broken Clean and tighten
electrical leads or faulty connections. Repair or
connections. replace defective leads.

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D. Installation
(1) Probe
(a) Install the probe and secure with locknut or clamp.
(b) Route the thermocouple wires along with the existing wire harness to the instrument
panel.
(2) Gauge
(a) Install the EGT gauge into the instrument panel and secure with four bolts.
(b) Connect the thermocouple wires to the rear of the EGT gauge.
E. Cleaning and Inspection
Unless mechanical damage is evident, broken glass, bent or broken pointer, or broken case, the
following checks should be performed before removing the instrument.
(1) Remove probe and check for broken weld (at the tip end) or burnt off end. Measured
resistance of probe should be .8 ohms. Clean the connections with steel wool before
reassembly.
(2) Disconnect lead wires at instrument and measure. Resistance with lead wires connected to
probe should be 3.3 ohms. Clean connections with steel wool before reassembly.
CAUTION: DO NOT CONNECT OHMMETER. IT WILL BURN OUT THE MOVEMENT OF
THE METER.
(3) With leads connected to instrument, heat probe with propane torch to dull red. The meter
should read up to the fourth graduation or approximately 1500°F. Before making this check,
make sure that the adjustment screw, which is located in the rear of the instrument case, is in
the center of its travel. If this screw has been turned to either end of full travel, it will shut
instrument off and no indication will be shown on the pointer. If meter still does not read.
replace it.

PAGE 2
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2. Cylinder Head Temperature (CHT) Gauge ( HP S/N’s 3246001 thru 3246087 only.)
A. Description
The cylinder head temperature gauge is part of the combination engine gauge which also includes
the oil pressure gauge and the oil temperature gauge. This traditional 3-inch instrument measures
the cylinder head temperature using a sender located in the #2 cylinder head. It is an electrical
instrument and it is wired through the instruments circuit breaker.
B. Troubleshooting
Refer to Chart 2.

CHART 2
TROUBLESHOOTING CYLINDER HEAD TEMPERATURE GAUGE
Trouble Cause Remedy

Gauge inoperative. Defective gauge, probe, Check probe and lead

or wiring. wires for chafing, breaks or
shorting between wires
and / or metal structure.
Adjusting potentiometer Recalibrate instruments.
turned off scale.
Fluctuating reading. Loose, frayed or broken Clean and tighten
electrical leads or faulty connections. Repair or
connections. replace defective leads.

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INTEGRATED ENGINE INSTRUMENT SYSTEMS

This section applies only to HP S/N’s 3246088 & up; TC S/N’s 3257001 & up; less airplanes equipped
with Avidyne Entegra EFIS or Garmin 1000 EFIS.
1. Introduction
The Engine Instrument and Digital Display Monitoring Panel (DDMP) forms a complete state of the art
engine monitoring system. Each analog instrument accepts signals from a variety of engine sensors. The
DDMP communicates with each instrument via a digital interface, constantly receiving data regarding the
status of each instrument parameter. In addition, the DDMP receives data directly from sensors that
monitor Outside Air Temperature, Cabin Air Temperature, and Electrical System Parameters. The DDMP
provides a digital readout of each parameter, continually monitors for out of range (exceedance)
conditions, and utilizes the data provided for auxiliary functions including Fuel Management and, in HP
S/N’s 3246126 & up and TC S/N’s 3257001 & up, Engine Percent Power Calculations.
2. Troubleshooting (Refer to Chart 1.)
A. The following error codes may be output by the DDMP.
“Error Showing Exceed Press SEL to Continue”
Might show up in exceedance mode if there is a problem reading the EEPROM. Try deleting
exceedances through the aux. Comm port to reset the state of the EEPROM.
“Commun Error Err 256”
There was bad communication between the DDMP and the Instrument during calibration.
Check the connection between the two.
“Data Not Valid Err 512”
The instrument data was invalidated by the DDMP. Instrument and sensor failures can
invalidate data. Old data eventually is marked as invalid. Check that the input to the instrument
and connection to the DDMP are working.
“Non-Valid Index Err 8”
The instrument was asked to calibrate to a point for which it cannot. For example, if a Seneca
DDMP is mistakenly being used to calibrate a Saratoga fuel gauge - the Saratoga instrument
cannot calibrate 61 gallons.
“Write Fail Bit Err 16”
There was an error in the instrument’s attempt to write to it’s own EEPROM.
“Command Disabled Err 128”
The command the instrument was asked to perform is disabled.
“Sensor Overflow Err 2”
The raw sensor input is causing an overflow. The sensor signal is carefully offset and scaled in
the instrument; check for correct input to the instrument.
B. There are a few messages indicating that the available range of trim for Fuel Quantity, MAP, TIT,
either null or span has been exceeded. Check that the input to the instrument is correct for the
adjustment being made. (See Chart 3.)
“DDMP FAIL OP SYS SHUTDOWN CODE 1”
This appears only if the OS attempts to interrupt itself. This could happen if a periodic timer
value was corrupted (and as a result ran too fast) or the task that is running is taking too long
to complete its job. This is a protection against non-terminating loops in the task code.

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“DDMP FAIL OP SYS SHUTDOWN CODE 2”

This message appears when a task has been “blocked” too long. The OS has a prioritization
scheme built in which selects the most important task waiting to be run and the runs it. If a lot
of high priority task requests happen they could conceivably preempt a lower priority task from
running. The system is designed for this not to happen but this message is the result of the
“catch-all” code to deal with this occurrence, should it arise.
To summarize, the two Op Sys Shutdown messages (above) are indications of some kind of software
timing problem; either a piece of software is taking too long to execute (CODE 1) or waiting too long to
be executed (CODE 2).

CHART 1
TROUBLESHOOTING ENGINE INSTRUMENT AND DIGITAL DISPLAY MONITORING PANEL
(HP S/N’s 3246088 & up; TC S/N’s 3257001 & up)
SYMPTOM SOLUTION
Red LED Flashing on Instrument • Input sensor providing erroneous information. Check
(4 times per second) input sensor.
Red LED Flashing on Instrument • Self test has determined problem within the instrument.
(2 times per second) Cycle power and check if instrument resets.
Instrument pointer parked off scale • No status LED. Instrument not receiving power. Check power
connection and circuit breakers. Cycle power to determine if
instrument self test is initiated.
• Red LED flashing 4 times per second. Input-sensor providing
erroneous information. Check input sensor.
• Red LED flashing 2 times per second. Self test has determined
problem within the instrument. Cycle power and check
if instrument resets.
“----” appears on DDMP display • Check sensor inputs
in Temperature or Electrical Mode
“----“ appears on DDMP • Indicates Sensor, Instrument, or Communications Failure. Use
display in Instrument Mode status LED on Instrument to determine cause and verify as
described above.
• If status LED is off, and instrument appears to be operating
properly, Run Self Test to check communications.
“----“ appears on DDMP in • If weight on wheels, DDMP functioning properly
% Power Mode • Check MAP, RPM and Fuel Flow Instruments for proper
operation.
• Check communications using Self Test
• Check Pressure Altitude in the DDMP Maintenance Mode.
• Check OAT display in Temperature Mode
“----“ appears on DDMP in • Verify a valid file load was entered.
Fuel Mode • Check Fuel Flow Instrument for proper operation.
• Check communications using Self Test.
• Check GPS Input
Instrument Fail message on • Verify power to instrument.
DDMP following Power On • Check connection between Instrument and DDMP
Self Test. i.e “RPM FAIL” • Run self test from Maintenance Mode

PAGE 2
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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

LEFT MO DE S E L E CT I O N RI G HT
DI G I TA L D I SP L AY ROTARY KNO B DI G I TAL DI SP L AY

DI G I TAL D ISPLAY
MO NI TO RI N G PA N EL
(D D MP)

5 .2 VAC 65 OP
INST
FUEL ELEC

U P / D OW N
BU TTO N S
15 .0 M AP 16 5 OT SELEC T
BU TTON
14 0 0 EGT T EMP
MAINT
EXCD
26 20 RPM

35
5
G REEN / R ED
30
MAP
28 RPM ANNUNCI ATOR LIGH T
X 10 0
IN HG
8
M A N IFO L D 26
P R ESSU RE 25 10
P RO P E LLER R PM
( M A P) 24 (R PM)
12
22
20 10 14
20
15 18 16

16 26
14
15 30 22 12
E X H AU ST G A S 14 10 O I L T E M P E RATU R E (OT)
18
TEM PER AT URE ( E G T ) 13
20 8 AND
AND 14 6 O I L P RE S S U R E (OP)
FU E L FLOW ( F F ) 12
10 4
10
11 EGT FF OT OP 2
10 F GPH 0 0 F PSI 0
X 100 X 10 X 10

G REEN / R ED
F
ANNUNCI ATOR LIGH T
5.5 50 F U F (T URNS RE D AT 5 GA L.
L E R
VAC U U M 40
40 40 O R L E S S USAB LE FU EL)
L
P R ESSU RE ( VAC ) 30 30
AND 5.0 30
F UE L QUA N TITY
C YLIN D E R HE A D 20 20 (L E F T AN D R IGH T)
TEM PER AT URE ( CHT ) 20 10
QTY
10
VAC CHT 51.0
. US GA L
4.5 0
IN.HG. F E P E R TA N K
E
X 10 USA B L E

Engine Instruments and DDMP Effectivity

Figure 1 (Sheet 1 of 4) 3246088 thru 3246125

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

LEFT M O D E SE L E CT I O N RI G HT
D IG ITAL DI SP L AY ROTARY KNO B DI G I TAL DI SP L AY

DI G I TAL DI SP L AY
M O NI TO RI NG PANEL
(DDM P)

5 .0 V AC 65 OP
INST
FUEL ELEC

UP / D OWN
BU TTO N S
15 .0 MAP 16 5 OT S E L E CT
BUT TON
14 0 0 EG T T EMP
% PW R
EXCD
26 20 RPM

35
5
G RE E N / RED
30
MAP
28 RPM ANNUNCI ATO R L I G HT
X 10 0
IN HG
8
MA N IFO LD 26
PR E S S U R E 25 10
P RO P E L L E R RPM
( MA P ) 24 (RP M)
12
22
20 10 14
20
15 18 16

16 26
14
15 30 22 12
EXH AU ST G A S 14 10 O I L T E M P E RAT URE (OT)
18
T E M PER ATU R E ( E G T ) 13
20 8 AND
AN D 14 6 O I L P RE S S URE (O P)
F UEL FLOW ( FF ) 12
10 4
11 10
EGT FF OT OP 2
10 F GPH 0 0 F PSI 0
X 100 X 10 X 10

G RE E N / RED
F
ANNUNCI ATO R L I G HT
6.0 50 F U F (T URNS RE D AT 5 G A L.
L E R
VAC U U M 40 40 40 O R L E S S USABL E F UE L)
L
PR E S S U R E ( VAC) *
AN D 5.0 30
30 30
?** F UE L QUANT I TY
CY LIN D E R H EA D 20 20 (L E F T AND RI G H T)
T E M PER ATU R E ( CHT ) 20
10
QTY
10
VAC CHT 51.0
. US GA L
4.0 IN.HG. F 0 E P E R TA N K
E
X 10 USA B L E

* H P S /N ' S 3 246126 T HRU 3246129 HAV E VAC / CHT G AUG E AS I N SHE E T 1.

** H P S/N ' S 3 24613 0 & UP F U E L QUANT I T Y G AUG E I NCO RP O RAT E S S O F T WARE
C H A N G E S ADDI NG A L OW- F UE L E X CE E DE NCE L AT CH T HAT CAN BE RE SE T
O N LY B Y CY C L I N G A I R C R A F T P OW E R.

Effectivity Engine Instruments and DDMP

3246126 and up Figure 1 (Sheet 2 of 4)

PAGE 4
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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

LEFT M O DE SE L E CT I O N RI G HT
DI G I TA L D I SP L AY ROTARY KNO B DI G I TAL DI SP L AY

DI G I TAL D ISPLAY
M O NI TO RI N G PA N EL
(D D MP)

5 .2 VAC 65 OP
INST
FUEL ELEC

U P / D OW N
BU TTO N S
2 2 .5 M AP 16 5 OT SELEC T
BUTTON
16 0 0 TIT T EMP
% PW R
EXCD
2430 RPM

40 G REEN / R ED
RPM 5 ANNUNCI ATOR LIGH T
MAP X 10 0
35 IN HG 10 26
M A N IFO L D 8
PR E S S URE 24 P RO P E LLER R PM
(MAP) 10 (R PM)
30 15 22
12
20
25 20 18 14
16

18 26
40 14
17 22 12
TU R B IN E I NL E T 16 30
10 O I L T E M P E RATU R E (OT)
18
TE M P E R AT URE ( T I T ) 15 8 AND
AND 20
14 6 O I L P RE S S U R E (OP)
FU EL FL OW ( F F ) 14
10 10 4
13 TIT FF OT OP 2
12 F GPH 0 0 F PSI 0
X 100 X 10 X 10

G REEN / R ED
F
ANNUNCI ATOR LIGH T
5.5 50 F U F (T URNS RE D AT 5 GA L.
L E R
VAC U U M 40
40 40 O R L E S S USAB LE FU EL)
L
PR E S S URE ( VAC ) 30 30
AND 5.0 30
F UE L QUA N TITY
C Y LIN D E R HE A D 20 20 (L E F T AN D R IGH T)
TE M P E R AT URE ( CHT ) 20 10
QTY
10
VAC CHT 51.0
. US GA L
4.5 IN.HG. 0 E P E R TA N K
E
F
X 10 USA B L E

Engine Instruments and DDMP Effectivity

Figure 1 (Sheet 3 of 4) 3257001 thru 3257075

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

LEFT M O D E SE L E CT I O N RI G HT
D IG ITAL DI SP L AY ROTARY KNO B DI G I TAL DI SP L AY

DI G I TAL DI SP L AY
M O NI TO RI NG PANEL
(DDM P)

5 .0 V AC 65 OP
INST
FUEL ELEC

UP / D OW N
BU TTO N S
2 2 .5 MAP 16 5 OT SELECT
BUT TON
16 0 0 T IT T EMP
% PW R
EXCD
2430 RPM

40 G RE E N / RED
RPM 5 ANNUNCI ATO R L I G HT
MAP X 10 0
35 IN HG 10 26
MA N IFO LD 8
PR ESSU R E 24 P RO P E L L E R RPM
( MA P) 10 (RP M)
30 15 22
12
20
25 20 18 14
16

18 26
40 14
17 22 12
T UR B IN E IN LE T 16 30
10 O I L T E MP E RAT URE (OT)
18
T EM P E R ATU R E ( T I T ) 15 8 AN D
AND 20
14 6 O I L P RE S S URE (OP)
F UE L FLOW ( FF ) 14
10 4
13 10
TIT FF OT OP 2
12 F GPH 0 0 F PSI 0
X 100 X 10 X 10

G RE E N / RED
F
ANNUNCI ATO R L I G HT
6.0 50 F U F (T URNS RE D AT 5 G A L.
L E R
VAC U U M 40
40 40 O R L E S S USABL E F UE L)
L
PR ESSU R E ( VAC ) *
AND 5.0 30
30 30
?** F UE L QUANT I TY
CY LIN D ER H E A D 20 20 (L E F T AND RI G HT)
T EM P E R ATU R E ( CHT ) 20 10
QTY
10
VAC CHT 51.0
. US GA L
4.0 IN.HG. F 0 E P E R TA N K
E
X 10 USA B L E

* TC S/N' S 3257076 T H RU 3 25708 1 HAV E VAC / CHT G AUG E AS I N SHE E T 3.

** TC S /N ' S 325708 2 & U P F UE L QUANT I T Y G AUG E I NCO RP O RAT E S S O F T WARE
C H A N G E S A D D I N G A L OW- F U E L E X CE E DE NCE L AT CH T HAT CAN BE RE SE T
O N LY B Y CY C L I N G A I R C R A F T P OW E R.

Effectivity Engine Instruments and DDMP

3257076 and up Figure 1 (Sheet 4 of 4)

PAGE 6
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3. Analog Instruments
(HP S/N’s 3246088 & up; TC S/N’s 3257001 & up.)
The system uses 2-inch round analog engine instruments with either a single or dual pointer
configuration. Instrument readings are displayed using a familiar rotating pointer against a fixed scale
plate. An in-line pointer configuration is provided to minimize parallax and maximize viewing angle.
A. Instrument Self Test
Each instrument is microprocessor based and performs a power-on self test, a continuous self test,
and a continuous sensor validity test. A two color (green/red) status LED is provided for each
instrument. Upon initial power up, each instrument performs a power-on self test. During this test,
and prior to assuming normal operation, the status LED glows red then green and the pointer is
driven to the full scale position, followed by the off scale zero position. The alarm audible alert is
energized for one second at the end of the power-on test.
B. Instrument Status LED
The status LED provides an instant indication of the instrument status as follows:
• No LED Indication: Instrument is functioning normally. (If pointer is parked off scale low, no
power to instrument)
• Green LED glows constantly: The instrument is being displayed in digital form on the DDMP.
• Red LED glows constantly: The parameter being measured is in an exceedance condition. (An
Alarm Message is also displayed on the DDMP. See DDMP: Alarm Mode)
• Red LED flashes quickly (4 times per second): The input sensor has failed, or is providing
erroneous information.
• Red LED flashes slowly (2 times per second): Self Test has identified a problem within the
instrument. Instrument Failure.

STATUS LED'S

5 26
28 RPM 14
X 10 0 22 12
8
26 18 10
10 8
24 14 6
12 4
22 10
OT OP 2
14 0 0
20 F PSI
18 16 X 10 X 10

SINGLE DUAL
INSTRUMENT INSTRUMENT
Single Instrument / Dual Instrument (Typical)
Figure 2

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4. Digital Display Monitoring Panel (DDMP)

(HP S/N’s 3246088 & up; TC S/N’s 3257001 & up.)
The DDMP continuously monitors each analog instrument via a digital communications link. Direct
sensor inputs are provided for Outside Air Temperature, Cabin Air Temperature, and Electrical System
Inputs. A Global Positioning System input allows the DDMP to communicate with the aircraft GPS
system to provide enhanced fuel management capabilities. The DDMP operates in one of six operating
modes as explained below, and continuously monitors for exceedance conditions in the background. In
the event that an exceedance condition is detected, an exceedance message will temporarily override
the display of the selected mode of operation.

Digital Display Monitoring Panel (DDMP) (Typical)

Figure 3

A. Self Test
Upon power on, the DDMP will perform an internal self test, and will test communications with each
of the instruments. If failure codes are displayed, or the system does not appear to be functioning
properly, see the error codes, and instructions on initiating a self test from a power on state.
B. DDMP Controls
The operating mode of the DDMP is selected using the rotary Mode Selector Switch located at the
center of the instrument. Within a given mode, a cursor ">" is moved throughout different display
locations to provide an easy to understand user interface. The Up, Down and Select buttons are
used in a multi-function manner as described in the following sections.
C. Alarm Mode
The DDMP goes into the Alarm Mode if an exceedance or instrument failure is detected. In the
Alarm Mode, the alarm overrides the current DDMP display and a display similar to one of the
following is shown:

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Instrument Failure Condition (Typical)

Figure 4A

Instrument Exceedance Condition (Typical)

Figure 4B

The instrument will be identified on the side of the DDMP corresponding with instrument failure.
To return to normal operation, press the SELECT button to acknowledge the alarm. The DDMP will
return to normal operation, and will not return to the ALARM MODE unless a new exceedance is
detected. If an exceedance is still occurring when it is acknowledged, the Red LED will continue to glow
on the instrument in exceedance, the DDMP will continue to record the exceedance, but no Alarm
Message will appear on the DDMP until a new alarm condition occurs. To view the current exceedance
on the DDMP, simply turn the Mode Selector Switch to “EXCD” (See DDMP: EXCEEDANCE MODE).
The alarm conditions shown in Chart 2 may occur.

CHART 2
ALARM CONDITIONS
Condition Visual Alarm Audible Alarm
Instrument Exceedance. DDMP Display. Horn until acknowledged.
Red LED Glows on Instrument.
DDMP Exceedance. DDMP Display. Horn for 3 seconds.
Instrument Failure. DDMP Display. Horn for 3 seconds.
Red LED flashes twice per
second on instrument.
Sensor failure. DDMP Display. Horn for 3 seconds
Red LED flashes four times
per second on instrument.

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D. Instrument Mode
In the Instrument Mode, each of the DDMP’s two displays can be setup to display any three of the
analog instrument values in a digital form. The left hand DDMP display can display any three of the
instruments in the left column of instruments, plus the Left Fuel Quantity. The right hand DDMP
display can display any three of the instruments in the right column of instruments, except for the
Left Fuel Quantity.
To use the Instrument Mode, turn the Mode Selector Switch to “INST.” On initial power up, the
DDMP will default to the following screen:
To change the configuration, use the SELECT button to move the cursor to the location of the
display you wish to modify. Press the UP or DOWN buttons to scroll through the options for that
display. Continue as above to select the configuration for the remaining five displays as desired.
After completing your configuration, the DDMP will default to that configuration until power is turned
off.

Instrument Mode
Figure 5

E. Electrical Mode
In the Electrical Mode, the DDMP displays Alternator Current, System Voltage, and Battery Charge
Current. To access the Electrical Mode, turn the Mode Selector Switch to “ELEC.” The following
display will appear:
NOTE: A special maintenance mode is accessed from the Electrical Mode using a button
sequence password. The UP, DOWN, and SELECT buttons serve no other purpose in the
electrical mode. If a button is inadvertently pressed, an error message “INVALID KEY
SEQUENCE SEL TO CONTINUE” will appear. Press SELECT to continue.

Electrical Mode
Figure 6

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F. Exceedance Mode
Each instrument continually monitors its input for out of limit, or exceedance conditions, and alerts
the DDMP to such conditions. Over 200 exceedance events are stored in the DDMP memory. The
exceedance mode is used to view and/or delete the exceedances that are stored in memory.
To view exceedances, turn the Mode Selector Switch to “EXCD.” The DDMP automatically defaults
to the most recent or current exceedance. A display similar to the following will appear (Figure 7A):
To view additional exceedances, use the UP or DOWN buttons to scroll through the exceedances
stored in memory.
To delete exceedances, press the SELECT button and the following screen appears (Figure 7B):

Exceedance Mode - Viewing (Typical) Exceedance Mode - Deleting (Typical)

Figure 7A Figure 7B

Press the UP button to move the cursor to CLEAR ALL and press SELECT to delete all
exceedances. Move the cursor back to the CANCEL position if you decide not to delete all
exceedances.
After SELECT is pressed, the DDMP will default back to the original exceedance screen. If the
exceedances were deleted, the message NO EXCEEDS will appear, otherwise the original
exceedance screen will appear.
The following abbreviations are used in the Exceedance Mode:
LO VLT Low System Voltage
HI VLT High System Voltage
MAP High Manifold Pressure
RPM High RPM
TIT High Turbine Inlet Temperature
CHT High Cylinder Head Temperature
OT High Oil Temperature
LOP Low Oil Pressure
HOP High Oil Pressure
LO VAC Low Vacuum
HI VAC High Vacuum
LFQ Low Left Fuel Quantity
RFQ Low Right Fuel Quantity

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G. Percent Power Mode (HP S/N’s 3246126 & up; TC S/N’s 3257001 & up.)
The DDMP displays the current Percent Power in 5% increments, and makes recommendations of
desired MAP and Fuel Flow settings based on the current RPM to achieve the pilot’s desired power
setting.
To display the current Percent Power, turn the Mode Selector Switch to “% PWR.” A display similar
to the following will appear (Figure 8A).
To estimate new engine settings for a given % Power, press the SELECT button. The DDMP rounds
the current settings to the nearest 5% Power and displays the following (Figure 8B).
Press the UP or DOWN button to change the % Power setting and the DDMP estimates new MAP
and FF settings for the desired % Power and current RPM.
If the selected % Power is not obtainable at the current RPM setting, the DDMP will change the
RPM to the nearest value within the range of the desired % Power. To select a new RPM value,
press the SELECT button to move the cursor to the RPM position. Using the UP or DOWN button,
select the desired value.
Adjust the engine MAP and FF settings to the recommended values and press SELECT two more
times to return to the actual % Power screen.
The Percent Power function is only enabled when the aircraft is airborne. If the Percent Power Mode
is entered while on the ground, or if an attempt is made to calculate estimated engine settings
based on a combination of Fuel Flow, RPM, MAP, and Static Pressure values that are out of range,
“----” will appear on the display.

Current Percent Power (Typical)

Figure 8A

Calculating Percent Power

Figure 8B

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H. Temperature Mode
In the Temperature Mode, the DDMP displays Outside Air Temperature and Cabin Air Temperature.
Turn the Mode Selector Switch to “TEMP” and the following display appears (Figure 9):
Press the SELECT button to toggle between Degrees Fahrenheit and Degrees Celsius.

Temperature Mode (Typical)

Figure 9

I. Fuel Mode
All fuel management functions are based on total usable fuel available, therefore it is very
important to visually verify and input accurate fuel loadings.
NOTE: Usable fuel load entries are the combined total of all fuel tanks and not a per tank value.
CAUTION: ALL OF THE FUEL CALCULATIONS ARE BASED ON THE MANUAL ENTRY OF THE
PROPER FUEL LOAD AFTER REFUELING. FUEL LOAD MUST BE MANUALLY
ENTERED INTO THE DDMP FOR IT TO FUNCTION PROPERLY. THERE IS NO
CONSISTENCY CHECKING BETWEEN THE ENTERED FUEL LOAD AND THE
ACTUAL FUEL QUANTITY.
After entering the fuel load, the DDMP performs all fuel calculations based on information from the
Fuel Flow Instrument. To enter the Fuel Mode, turn the Mode Selector Switch to “FUEL.” The
following screen will be displayed (Figure 10A):

Fuel Remaining (Typical)

Figure 10A

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Press SELECT to view the next screen (Figure 10B).

Fuel To Destination (Typical)

Figure 10B

Press SELECT to view the next screen (Figure 10C).

Fuel Load Entry (Typical)

Figure 10C

Press SELECT to return to the first screen (Figure 10A).

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NOTE: Fuel load is the total fuel for both tanks, not a per tank value.
To enter a fuel load, use the Up/Down arrows to position the cursor next to “FULL” or “PARTIAL” and
press Select. “FULL” defaults to 102 gallons (maximum usable fuel) and allows the pilot to decrease
the fuel loading to lower fuel loading values if desired. “PARTIAL” defaults to 0 gallons and allows
the pilot to increase the fuel loading value to any value up to maximum usable fuel (102 gallons).
Pressing Select again will bring up the fuel loading confirmation window. Choose yes or no using
the Up/Down arrows then press Select to enter. If the fuel loading window has been selected in
error, the CANCEL option can be chosen using the Up/Down arrows then the Select button to
terminate the fuel loading sequence.
Press SELECT when the proper value has been entered.
Using the UP button move the cursor to YES and press SELECT to accept the new value or press
SELECT to reject the new value.
After SELECT the display will revert back to the first Fuel screen.
5. RS-232 Interface (HP S/N’s 3246088 & up; TC S/N’s 3257001 & up.)
An RS-232 interface is available to connect to the DDMP. It can be used to connect the ship’s system to
a computer to download exceedance data, or to connect a laptop system to log data during flight. The
RS-232 connector is located under the pilot’s side of the instrument panel.
To communicate/download information from the DDMP, proceed with the following:
A. Hyperterminal Setup:
The DDMP will communicate with any standard PC using the computer serial port, and any
standard terminal emulation software such as MS Windows Hyperterminal, or Symantec ProComm.
The following procedure uses Windows Hyperterminal.
(1) Open the Windows Hyperterminal (normally located in the Start/Programs/Accessories
Folder).
(2) Create a new connection titled “DDMP”.
(3) In the “Connect To” Window, change the “Connect Using” box the proper serial port (normally
COM1).
(4) In the “COM1 Settings” Window establish the following settings:
9600 Baud
8 Data Bits
No Parity
1 Stop Bit
No Flow Control

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(5) Under the File Drop-down Menu , select the “Properties” option.
(6) In the “DDMP Properties” Window, select the “Settings” Tab, and choose the “ASCII Setup”
button.
(7) Under the “ASCII Receiving” section, check “Append Line Feeds to Incoming Line Ends”, and
“Wrap Lines that Exceed Terminal Width”.
(8) Under the File Drop-down Menu , select the “Save” option.
B. Establishing Connection:
(1) Connect the Aircraft’s RS-232 port to the Computer’s Serial Port.
(2) Open the “DDMP” Connection in Hyperterminal.
(3) Apply Power to the DDMP.
(4) Press the Enter Key on the computer and the DDMP Menu should appear.

CHART 3 (Sheet 1 of 2)
INTEGRATED ENGINE INSTRUMENTATION CALIBRATION
NOTE: Fuel Quantity calibration specifications and procedures are in Section 28-40-00.
INDICATOR SENSOR FULL CALIBRATION POINTS
TYPE SCALE OUTPUT EACH INDICATOR SHALL MEET THE CRITERIA SPECIFIED BELOW
(UNLESS NOTED) WITH ITS APPLICABLE SENDER UNIT

84.23 TO 121.32 OHMS TEST POINT DEG C -40 0 20 55

OAT (- 40 TO 55 °C) MAXIMUM OHMS 84.62 100.39 108.20 121.72
MINIMUM OHMS 83.84 99.61 107.42 120.93

- 1.527 TO 2.229 mV TEST POINT DEG C -40 0 20 55

CAT (- 40 TO 55 °C) MAXIMUM DEG C -37 3 23 58
MINIMUM DEG C -43 -3 17 52

TEST POINT VDC 10 16 22 28 32

VOLTS 10 TO 32 VDC MAXIMUM VDC 10.2 16.2 22.2 28.2 32.2
MINIMUM VDC 9.8 15.8 21.8 27.8 31.8

TEST POINT AMPS -99 -50 0 50 99

AMPS - 50 TO 50 mV MAXIMUM mV -48.5 -24 1 26 50.5
MINIMUM mV -50.5 -26 -1 24 48.5

1.0 TO 5.0 VDC TEST POINT IN HG(ABS) 10 20 30 38 42

MAP 1, 3 (O TO 25 PSIA) MAXIMUM VDC 1.811 2.597 3.383 4.012 4.327
MINIMUM VDC 1.761 2.547 3.333 3.962 4.277

12.50 HZ TO 67.50 HZ TEST POINT RPM 500 1400 2000 2500 2700
RPM 1, 4 (500 TO 2700 RPM) MAXIMUM HZ 13.05 35.55 50.55 63.05 68.05
MINIMUM HZ 11.95 34.45 49.45 61.95 66.95

26.978 TO 40.581 mV TEST POINT DEC F 1200 1600 1650 1800

TIT 1 (1200 - 1800 °F) MAXIMUM DEG F 1216 1616 1666 1816
MINIMUM DEG F 1184 1584 1634 1784

0 TO 285.745 HZ TEST POINT GPH 7.5 15 25 30 44

FUEL FLOW 1 (0 TO 44 GPH) MAXIMUM HZ 56.138 107.538 173.148 204.700 288.605
MINIMUM HZ 50.418 101.818 167.428 198.980 282.885

OIL 84.5 TO 140.86 OHMS TEST POINT DEG F 0 140 180 245 260
TEMPERATURE (NON~LINEAR) MAXIMUM OHMS 84.90 112.78 121.79 137.53 141.46
MINIMUM OHMS 84.10 111.78 120.79 136.53 140.26

OIL 1.0 TO 4.867 VDC TEST POINT PSI 0 25 55 95 115 145

PRESSURE (0 TO 145 PSIG) MAXIMUM VDC 1.039 1.706 2.506 3.572 4.106 4.906
MINIMUM VDC 0.961 1.628 2.428 3.494 4.028 4.828

60.09 TO 143.8 OHMS TEST POINT DEG F 100 200 300 400 500
CHT (NON-LINEAR) MAXIMUM OHMS 61.34 78.00 96.79 119.21 144.70
MINIMUM OHMS 59.59 76.27 95.39 117.61 142.90

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CHART 3 (Sheet 2 of 2)
INTEGRATED ENGINE INSTRUMENTATION CALIBRATION
INDICATOR SENSOR FULL CALIBRATION POINTS
TYPE SCALE OUTPUT EACH INDICATOR SHALL MEET THE CRITERIA SPECIFIED BELOW
(UNLESS NOTED) WITH ITS APPLICABLE SENDER UNIT

4.000 TO 4.667 VDC TEST POINT IN HG 4.5 4.8 5.0 5.2 5.5
VAC 5, 6 (4.5 TO 5.5 IN HG) MAXIMUM VDC 4.020 4.220 4.353 4.487 4.687
MINIMUM VDC 3.980 4.180 4.313 4.447 4.647

3.667 TO 5.000 VDC TEST POINT IN HG 4.0 4.4 5.0 5.4 6.0
VAC 5, 7 (4.0 TO 6.0 IN HG) MAXIMUM VDC 3.686 3.953 4.353 4.620 5.020
MINIMUM VDC 3.646 3.913 4.313 4.580 4.980

1.786 TO 3.752 VDC TEST POINT IN HG(ABS) 10 2.0 30 35

MAP 2 (10 TO 35 IN HG ABS) MAXIMUM VDC 1.806 2.592 3.378 3.772
MINIMUM VDC 1.766 2.552 3.338 3.732

12.50 HZ TO 70.00 HZ TEST POINT RPM 500 1400 2000 2500 2700 2800
RPM 2, 8 (500 TO 2800 RPM) MAXIMUM HZ 13.08 35.58 50.58 63.08 68.08 70.58
MINIMUM HZ 11.93 34.43 49.43 61.93 66.93 69.43

22.255 TO 36.166 mV TEST POINT DEG F 1000 1200 1400 1600

EGT 2 (1000 TO 1600 °F) MAXIMUM DEG F 1016 1216 1416 1616
MINIMUM DEG F 984 1184 1384 1584

0 TO 238.601 HZ TEST POINT GPH 7.5 15 25 30 36

FUEL FLOW 2 (0 TO 36 GPH) MAXIMUM HZ 55.374 106.694 172.204 203.707 240.991
MINIMUM HZ 51.186 102.658 168.368 199.970 236.211

FUEL
QUANTITY SEE SECTION 28-40-00 PIR-100930, Rev.W

NOTES:
1. TC S/N’s 3257001 & up.
2. HP S/N’s 3246088 & up.
3. When the MAP indicator receives a signal from 37.1 IN HG to 38.9 IN HG, the digital indicator will
snap to 38 IN HG. The analog MAP indicator will continue to display the actual IN HG.
4. When the RPM indicator receives a signal from 2460 RPM to 2540 RPM, the digital indicator will
snap to 2500 RPM. The analog RPM indicator will continue to display the actual RPM.
5. When the vacuum indicator receives a signal below 3.0 IN HG (3.000 VDC), the digital indicator
will snap to 0 IN HG.
6. TC S/N’s 3257001 thru 3257081 only; HP S/N’s 3246088 thru 3246129 only.
7. TC S/N’s 3257082 & up; HP S/N’s 3246130 & up.
8. When the RPM indicator receives a signal from 2660 RPM to 2740 RPM, the digital indicator will
snap to 2700 RPM. The analog RPM indicator will continue to display the actual RPM.

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GRIDS 7H20 THRU 7H24

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CHAPTER

78
EXHAUST

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CHAPTER 78

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

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78-Table of Contents 1 Sep 30/06

2 Sep 30/06

78-00-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06

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CHAPTER 78 - EXHAUST

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

GENERAL 78-00-00 1 7I7

100 Hour Inspection 1 7I7

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GENERAL

100 Hour Inspection (See Figures 1 and 2.)

WARNING: A VERY THOROUGH INSPECTION OF THE ENTIRE EXHAUST SYSTEM, INCLUDING
EXHAUST HEATER MUFF ASSEMBLY, CROSSOVER TUBES, MUFFLER AND MUFFLER
BAFFLES, STACKS AND ALL EXHAUST CONNECTIONS AND WELDS MUST BE
ACCOMPLISHED AT EACH 100 HOUR INSPECTION.
NOTE: See the latest revision of AC 43.13-1 for additional information on inspecting exhaust systems
and components.
The possibility of exhaust system failure increases with use. Check the system even more carefully as
the number of hours increase; for example an inspection at the 700 hour period would be more critical
than one in the 100 hour period. The system should also be checked carefully before winter operation
when cabin heat will be used.
NOTE: Piper recommends that all airplanes be fitted with a new muffler at or near 1000 hours
of service life.
CAUTION: WHEN REMOVING OR INSTALLING COUPLING CLAMP, SLIDE CLAMP OVER END OF
PIPE BEFORE ASSEMBLY. 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.
A. Removal of the tail pipe and stacks are required for inspection of the muffler baffles.
B. Remove or loosen all exhaust shields, cabin heat shroud, heat blankets, etc., as required to permit
inspection of the complete system.
C. Perform the necessary cleaning operations and inspect all external surfaces for dents, cracks and
missing parts.
D. Pay particular attention to welds, clamps, supports and support attachment lugs, slip joints, stack
flanges and gaskets.
E. Inspect internal baffles or diffusers. Any cracks, warpage or severe oxidation are cause for
replacement of muffler or tail pipe assembly.
F. If any component is inaccessible for a thorough visual inspection, accomplish one of the following:
(1) Perform a submerged pressure check of the muffler and exhaust stack at 2 psi air pressure.
(2) Conduct a ground test using a carbon monoxide indicator by heading the airplane into the
wind, warming the engine on the ground, advancing the throttle to full static RPM with cabin
heat valves open, and taking readings of the heated airstream inside the cabin at each outlet.
Appropriate sampling procedures applicable to the particular indicator must be followed. If
carbon monoxide concentration exceeds .005 percent or if a dangerous reading is obtained on
an indicator not calibrated in percentages, the muffler must be replaced.

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Effectivity Exhaust System Inspection Points

3246001 and up Figure 1 (Sheet 1 of 2)

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Exhaust System Inspection Points Effectivity

Figure 1 (Sheet 2 of 2) 3257001 and up

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CHAPTER

79
OIL

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CHAPTER 79

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
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2 Sep 30/06

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CHAPTER 79 - OIL

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

DISTRIBUTION 79-20-00 1 7I17

Oil Cooler 1 7I17

INDICATING 79-30-00 1 7I19

Oil Pressure 1 7I19
Gauge 1 7I19
Transducer 2 7I20
Oil Temperature 3 7I21
Gauge 3 7I21
Bulb 3 7I21

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DISTRIBUTION

Oil Cooler
A. When installing fittings in the oil cooler, care should be used to prevent excessive torque being
applied to the cooler. When a rectangular fitting boss is provided, backup wrench should be used,
employing a scissor motion, so that no load is transmitted to the cooler. When the oil cooler has a
round fitting boss. care should be taken not to permit excessive torque on the fittings.
B. If a pipe thread fitting is used, it should be installed only far enough to seal with sealing compound.
C. Apply Lubon No. 404 to all male pipe thread fittings; do not allow sealant to enter the system.
D. If fitting cannot be positioned correctly using a torque of 9 to 15 foot-pounds, another fitting should
be used.
E. When attaching lines to the cooler, a backup wrench should be used.
F. After installation, inspect the cooler for distorted end cups.
G. Run-up engine. After run-up, check for oil leaks.

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INDICATING

1. Oil Pressure
NOTE: In HP S/N’s 3246088 & up and TC S/N’s 3257001 & up, an electronic engine monitoring system
is used. The Flightline/Horizon system incorporates 2-inch analog gauges, electronically
actuated engine instruments, and a multi-function Digital Display Monitoring Panel (DDMP). This
system is addressed in 77-40-00.
In HP S/N’s 3246218 and up and TC S/N’s 3257339 and up, for airplanes equipped with either the
Avidyne Entegra EFIS or the Garmin 1000 EFIS, engine data is displayed on the Multi-Function
Display (MFD) and Primary Flight Display (PFD). See the specific EFIS system in 34-20-00.
A. Gauge
(1) Description
In HP S/N’s 3246001 thru 3246087 only, the oil pressure gauge is part of the combination
engine gauge which also includes the oil temperature and the cylinder head temperature
gauges. This traditional 3-inch gauge will indicate the amount of oil pressure available at the oil
pressure transducer (sensor).
(2) Troubleshooting
See Chart 1.
(3) Removal and Installation
See Face-mounted Instruments, 39-10-00.

CHART 1
TROUBLESHOOTING OIL PRESSURE GAUGE
Trouble Cause Remedy
Excessive error at zero. Pointer loose on shaft. Replace instrument.
Overpressure or seasoning
of bourdon tube.
Excessive scale error. Improper calibration Replace instrument.
adjustment.
Excessive pointer oscillation Air in line or rough engine Disconnect line and fill with
relief. light oil. Check for leaks. If
trouble persists, clean and
adjust relief valve.
Sluggish operation of pointer Engine relief valve open. Clean and check.
or pressure fails to build up.

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B. Transducer
In all installations, an oil line carries pressurized engine oil from the engine to the transducer which
is mounted on the top right rear of the forward bulkhead, under the instrument panel.
(1) Removal
(a) Disconnect the two electrical leads.
(b) Unscrew the transducer from the T-fitting on the bulkhead.
(c) Catch spillage and cover hole to prevent foreign matter from entering oil line.
(2) Installation
(a) Seal transducer pipe threads with thread sealant tape.
(b) Screw the transducer into the bulkhead fitting.
(c) Reconnect the two electrical leads.
(d) Perform operational check.

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2. Oil Temperature
NOTE: In HP S/N’s 3246088 & up and TC S/N’s 3257001 & up, an electronic engine monitoring system
is used. The Flightline/Horizon system incorporates 2-inch analog gauges, electronically
actuated engine instruments, and a multi-function Digital Display Monitoring Panel (DDMP). This
system is addressed in 77-40-00.
In HP S/N’s 3246218 and up and TC S/N’s 3257339 and up, for airplanes equipped with either the
Avidyne Entegra EFIS or the Garmin 1000 EFIS, engine data is displayed on the Multi-Function
Display (MFD) and Primary Flight Display (PFD). See the specific EFIS system in 34-20-00.
A. Gauge
(1) Description
In HP S/N’s 3246001 thru 3246087 only, the oil temperature indicator is part of the combination
engine gauge which also includes the oil pressure gauge and the cylinder head temperature
gauge. This traditional 3-inch instrument will display a temperature indication of the engine oil
in degrees Fahrenheit.
(2) Troubleshooting
See Chart 2.
(3) Removal and Installation
See Face-mounted Instruments, 39-10-00.
B. Bulb
A standard temperature bulb, located in the oil screen assembly on the engine accessory section,
provides a signal to the gauge.
(1) Removal
(a) Remove safety wire from electrical connector and temperature bulb.
(b) Remove electrical connector.
(c) Unscrew and remove temperature bulb.
(2) Installation
(a) Screw in and tighten temperature bulb, then safety.
(b) Connect electrical connector and safety.

CHART 2
TROUBLESHOOTING OIL TEMPERATURE INDICATOR
Trouble Cause Remedy
Instrument fails to show Broken or damaged bulb, Check engine unit and
any reading. or open wiring. wiring.
Excessive scale error. Improper calibration Repair or replace.
adjustment.
Pointer fails to move as Broken or damaged bulb, Check engine unit and
engine is warmed up. or open wiring. wiring.
Dull or discolored marking. Age. Replace instrument.

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CHAPTER

80
STARTING

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CHAPTER 80

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

80-List of 1 Sep 30/06

Effective Pages 2 Sep 30/06

80-Table of Contents 1 Sep 30/06

2 Sep 30/06

80-10-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06
7 Sep 30/06
8 Sep 30/06
9 Sep 30/06
10 Sep 30/06

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CHAPTER 80 - STARTING

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

CRANKING 80-10-00 1 7J7

Description 1 7J7
Troubleshooting 2 7J8
Starter 4 7J10
Removal 4 7J10
Installation 4 7J10
Cranking Tests 5 7J11
Bench Tests 6 7J12
No-Load Test 6 7J12
Stall Torque Test 6 7J12
Starter Control Circuit 6 7J12
Starting with External Power 6 7J12

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CRANKING

1. Description (See Figure 1.)

The gear reduction starting motor consists of six major components: Commutator End Head Assembly,
Armature, Frame and Field Assembly, Gear Housing, Pinion Housing, and Drive Assembly. When the
starting circuit is energized, battery current is applied to the starting motor terminal. Current flows
through the field coils, creating a strong magnetic field. At the same time, current flows through the
brushes to the commutator, through the armature windings to ground. The magneto force created in the
armature combined with that created in the field windings begins to turn the armature.
The gear cut on the drive end of the armature shaft extends through the gear housing, where it is
supported by a roller bearing. The gear mates with the teeth of the reduction gear that drives the shaft,
and the shaft is keyed to the reduction gear. The drive is held in position on the shaft by a “spiral” pin
and, the shaft is supported in the gear housing by a closed end roller bearing and in the pinion housing
by a bronze bearing.
When the armature turns the reduction gear, the drive pinion meshes with the flywheel ring gear by
inertia and action of the screw threads within the sleeve. A detent pin engages in a notch in the screw
threads which prevents demeshing if the engine fails to start when the starting circuit is de-energized.
When the engine reaches a predetermined speed, centrifugal action forces the detent pin out of the
notch in the screw shaft and allows the pinion to demesh from the flywheel.

Exploded View of Gear Reduction Starting Motor (Typical)

Figure 1

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2. Troubleshooting
See Chart 1.
NOTE: In Chart 1, for any remedy which requires disassembly and cleaning or repair of the starter;
replacement with a new, or known good, unit is always an alternative solution.
NOTE: NEVER USE JUMPER CABLES to test voltage to the starter. The "toothed" jaws of jumper
cables are meant to "bite" into soft, leaded terminals on car batteries, and simply WILL NOT
provide enough contact with the starter terminal to supply the needed amperage to engage the
starter properly.
NOTE: Use an analog voltage meter if you can. Digital meters take intermittent 'snap shots' of voltage.
In situations where voltage is being supplied intermittently (even in rapid cycles), the digital
meter will simply not provide the correct 'picture' of the aircraft's voltage situation.

CHART 1 (Sheet 1 of 2)
TROUBLESHOOTING - STARTER
Trouble Cause Remedy
Starter fails to operate. Low battery charge. Check and recharge if
necessary.
Defective or improper Refer to wiring diagram
wiring or loose connections. and check all wiring.
Defective starter solenoid Replace faulty unit.
or control switch.
Binding, worn, or Brushes should be a free fit
improperly seated brush, in the brush boxes without
or brushes with excessive excessive side play. Binding
side play. brushes and brush boxes
should be wiped clean with
a gasoline (undoped)
moistened cloth. A new
brush should be run in until
at least 50% seated;
however, if facilities are not
available for running in
brushes, then the brush
should be properly seated
by inserting a strip of No.
0000 sandpaper between
the brush and commutator
with the sanded side next
to the brush.

CAUTION: DO NOT USE COARSE SANDPAPER OR EMERY CLOTH.

Pull sandpaper in the
direction of rotation, being
careful to keep it in the
same contour as the
commutator.

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CHART 1 (Sheet 2 of 2)
TROUBLESHOOTING - STARTER
Trouble Cause Remedy
Starter fails to operate. Binding, worn, or After seating, clean
(continued) improperly seated brush, thoroughly to remove all
or brushes with excessive sand and metal particles to
side play (continued). prevent excessive wear.
Keep motor bearing free
from sand or metal
particles.
Dirty commutator. If commutator is rough or
dirty, smooth and polish
with No. 0000 sandpaper. If
too rough and pitted,
remove and turn down.
Blow out all particles.
Shorted, grounded, or Remove and replace with
open armature. an armature known to be in
good condition.
Grounded or open field Test and then replace with
circuit. new part.
Motor operates at proper Faulty Bendix drive. Remove Bendix drive
speed but fails to crank. assembly. Clean and
check engine. Reinstall.
Low motor and cranking Worn, rough, or improperly Disassemble, clean,
speed. lubricated motor or starter inspect and relubricate,
gearing. replacing ball bearings,
if worn.
See electrical causes See remedies listed for
listed under “Starter fails “Starter fails to operate,”
to operate,” above. above.
Excessive arcing of motor Binding, worn, or improperly See information above
brushes. seated brush or brushes, dealing with this trouble.
with excessive side play.
Dirty, rough, pitted or Clean as outlined above.
scored commutator.
Excessive wear and arcing Rough or scored commutator. Remove and turn
of motor brushes. commutator down
on the lathe.
Armature assembly not Reface commutator.
concentric.

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3. Starter
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING
OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
The starting circuit should be inspected at regular intervals, the frequency of which should be
determined by the amount of service and the conditions under which the vehicle is operated. It is
recommended that such inspection be made at each 100 hours and include the following:
The battery should be checked with a hydrometer to be sure it is fully charged and filled to the proper
level with approved water. A load test should be made to determine battery condition. If dirt and
corrosion have accumulated on the battery, it should be cleaned with a solution of baking soda and
water. Be sure none of the solution enters the battery cells.
The starting circuit wiring should be inspected to be sure that all connections are clean and tight and
that the insulation is sound. A voltage loss test should be made to locate any high-resistance
connections that would affect starting motor efficiency. This test is made with a low-reading voltmeter
while cranking the engine or at approximately 100 amperes, and the following limits should 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 the above limits, additional tests should be made over
each part of the circuit to locate the high resistance connections.
No lubrication is required on the starting motor except at the time of overhaul. Then lubricate the entire
shaft under Drive, fill grooves in armature shaft at drive end and pack gear box with 1.3 - 2.0 ounces of
Lithium Soap Base Grease or equivalent.
The starting motor should be operated for a few seconds with the ignition switch off to make sure that
the pinion engages properly and that it turns freely without binding or excessive noise. Then the engine
should be started two or three times to see that the pinion disengages properly when the engine is
turned off.
A. Removal
CAUTION: TO PREVENT SHORT CIRCUITING, DISCONNECT THE GROUND CABLE FROM
THE BATTERY BEFORE REMOVING THE STARTER FROM THE ENGINE.
(1) Disconnect starter cable from starter terminal post.
(2) Remove mounting bolts.
(3) Lift off starter motor.
B. Installation
(1) Clean all traces of rust, corrosion, or dirt from all mounting surfaces and mounting hardware.
All ground points or straps must be clean and tight.
(2) Place starting motor in position with no stresses or binding forces being present and install
mounting bolts. Torque bolts to 204 in.-lbs. or as specified in Lycoming SSP-1776.
(3) Reinstall starter cable to starter terminal post. Torque to 24 in.-lbs. or as specified in Lycoming
SSP-1776.
(4) Reconnect ground cable to negative post of battery.
(5) Perform cranking tests, below.

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4. Cranking Tests
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING
OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
NOTE: NEVER USE JUMPER CABLES to test voltage to the starter. The "toothed" jaws of jumper
cables are meant to "bite" into soft, leaded terminals on car batteries, and simply WILL NOT
provide enough contact with the starter terminal to supply the needed amperage to engage the
starter properly.
NOTE: Use an analog voltage meter if you can. Digital meters take intermittent 'snap shots' of voltage.
In situations where voltage is being supplied intermittently (even in rapid cycles), the digital
meter will simply not provide the correct 'picture' of the aircraft's voltage situation.
The starting circuit should be inspected at regular intervals. The frequency should be determined by the
type of starting conditions and the amount of starter usage. In any case, it is recommended that the
following tests be conducted each six months or every 100 hours time-in-service.
A. Check the battery with a hydrometer to make sure it is fully charged and filled to the proper level. A
load test should be made on the battery to verify proper condition before proceeding.
B. Check all starter circuit wiring, making sure all connections, including battery terminals, are clean
and tight and that all insulation is sound and complete.
C. A voltage loss test should be made to locate any high-resistance connections that would impair
starting motor electrical efficiency. Using a low-reading voltmeter scale while cranking engine (or at
approximately 100 amperes current flow) measure for the following limits:
(1) Voltage loss from the insulated (positive) battery post to the starter motor terminal = 0.3 volt
maximum.
(2) Voltage loss from the battery negative (ground) terminal to the starter motor frame = 0.1 volt
maximum.
NOTE: If voltage loss exceeds the above limits, measure the voltage drops across all connections
to discover the faulty connection. When within the maximum limits proceed to next step.
D. The starter motor should be operated for several seconds with the ignition OFF. The starter motor
engagement should be prompt and the motor should turn freely at a uniform speed without binding
or producing unusual sounds.
E. Re-engage the starter two or three times, listening for prompt engagement, without the clashing of
gears, and to determine that the pinion disengages properly when the starter switch is released.

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5. Bench Tests (See Figures 2 and 3.)

A. No-Load Test
(1) Connect as shown in Figure 2.
(2) Current measured on voltmeter should be within specifications shown in Chart 2. If current is
too high, the bearings may be mis-aligned or end play may be unacceptable. Two or three
sharp raps on the frame with a rawhide hammer will often help to align the bearings and free
the armature.
(3) If the starter passes the No-Load Test, proceed to the Stall-Torque Test, below.
B. Stall-Torque Test
To see if the starter is producing its rated cranking power:
(1) Make test connections and set-up as shown in Figure 3.
(2) See specifications in Chart 2.
C. If torque and current are not within specifications, overhaul or replace the starter.
6. Starter Control Circuit
A. Inspect the control circuit wiring between the 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 a good ground connection.
B. Check the voltage loss across the switch contacts during normal starting. If loss is in excess of 0.2
volts per 100 amperes, the solenoid should be replaced.
C. If solenoid fails to operate when the manual starting switch is turned on or if it fails to release when
the manual starting switch is released, it should be removed and tested to specifications, if
available. If either opening or closing voltages are not to specifications, or tests cannot be
performed, replace the solenoid.
7. Starting with External Power
See 24-40-00.

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No Load Current Test Stall Torque Test

Figure 2 Figure 3

CHART 2
STARTER SERVICE TEST SPECIFICATIONS
Motor Model MZ-4206 MHB-4016 149-24PM
Min Brush Tension 32 oz 32 oz 32 oz
Max Brush Tension 40 oz 40 oz 48 oz
No-Load Test (75° F:)
Volt 10 20 23
Max Amps 75 35 40
Min rpm l600 1300 1000
Stall Torque
Amps 560 260 Maximum 270
Min Torque, ft lbs 37.5 27 27
Approx Volts 4.0 14 18

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CHAPTER

81
TURBINES
( TC S/N’S 3257001 & UP ONLY )

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CHAPTER 81

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

81-List of 1 Sep 30/06

Effective Pages 2 Sep 30/06

81-Table of Contents 1 Sep 30/06

2 Sep 30/06

81-20-00 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06
7 Sep 30/06
8 Sep 30/06
9 Sep 30/06
10 Sep 30/06

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CHAPTER 81 - TURBINES

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

TURBO-SUPERCHARGER 81-20-00 1 7K1

Description 1 7K1
Troubleshooting 1 7K1
Nomenclature 4 7K4
Turbocharger 6 7K6
Removal 6 7K6
Lubrication System Priming 6 7K6
Installation 6 7K6
V-Band Coupling 100 Hour Inspection 6 7K6
Decoking 8 7K8
Throttle Control Stop Limits 8 7K8
Exhaust Wastegate Assembly 8 7K8
Removal 8 7K8
Installation 8 7K8
Adjustment 8 7K8

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TURBO - SUPERCHARGER

WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING

OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
1. Description
A turbocharger on the engine is operated by the engine exhaust gases. The exhaust gases drive a
turbine wheel which is coaxial with a compressor impeller. Induction air entering the compressor impeller
is compressed and flows to the engine induction distribution system and subsequently to each cylinder.
The amount of induction air compression is a function of engine power - low power = low compression;
high power = high compression. Excessive pressure and flow above the established limit is expelled by
the overboost valve.
The turbocharger control system consists of a hydraulically activated wastegate bypass valve, a sloped
controller and turbocharger. Automatic wastegate control of the turbocharger provides a constant
manifold pressure from sea level to critical altitude.
The turbocharger system requires little attention between turbo overhauls, with the exception of routine
inspections as specified in 5-20-00. Should trouble occur, refer to the Troubleshooting, below, and seek
out the possible cause. Do not break the clamp seal joining the turbine and compressor units.
2. Troubleshooting
Troubles peculiar to the turbocharger are listed in Chart 1 along with their probable causes and
suggested remedies.

7K1 81-20-00 SepPAGE 1

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CHART 1 (Sheet 1 of 2)
TROUBLESHOOTING TURBOCHARGER
Trouble Cause Remedy
Waste gate won’t close Broken linkage. Repair linkage and adjust
completely. wastegate to open
or closed position.
Improper adjustment. Re-rig actuator control.
Turbine won’t come up Worn or coked bearings. Replace or overhaul
to speed. turbocharger.
Damage to turbine or Replace or overhaul
compressor wheel. turbocharger.
Exhaust leaks. Repair leaks.
Excessive noise or Improper bearing Supply required oil
vibration. lubrication. pressure.
Clean or replace oil line;
clean oil strainer.
If trouble persists,
overhaul turbocharger.
Leak in engine intake Tighten loose connections
or exhaust manifold. or replace manifold
gaskets as necessary.
Dirty impeller blades. Disassemble and clean.
Engine will not deliver Clogged manifold system. Clear all ducting.
rated power.
Foreign material lodged Disassemble and clean.
in compressor impeller
or turbine.
Excessive dirt build-up Thoroughly clean
in compressor. compressor assembly.
Service air cleaner
and check for leakage.
Leak in engine intake Tighten loose connections
or exhaust. or replace manifold
gaskets as necessary.
Rotating assembly bearing Overhaul turbocharger.
seizure.
Wastegate butterfly not Butterfly shaft binding.
closing. Check bearings.
Turbocharger impeller Check bearings. Replace
binding, frozen or turbocharger.
fouling housing.

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
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CHART 1 (Sheet 2 of 2)
TROUBLESHOOTING TURBOCHARGER
Trouble Cause Remedy
Critical altitude lower Waste gate valve Clean and free action.
than specified. sticking.
Check actuator system.
Engine surges or Clogged induction Check induction duct
smokes. duct. for restrictions to air flow.
Bootstrapping. Operate engine within
range outlined in
operation manual.

NOTE: Smoke would be normal if engine has idled for a prolonged period.
High deck pressure. Waste gate sticking Butterfly shaft binding.
(Compressor discharge closed. Check bearings.
pressure.)
Replace waste gate valve
or correct actuator rigging.
Oil in induction housing. Engine idles too slow, Increase engine idle
turbo doesn’t turn speed to a maximum of
allowing oil to leak from 700 RPM, if turbo still
compressor seal. smokes, it must be
replaced.
Check interconnect control
for proper adjustment.

NOTE: A new turbo may smoke for a short period of time.

Turbine oil bearing Check spring actuated
check valve not check valve at turbo
closing at engine oil inlet fitting.
shut down.
White exhaust. Leaking oil seal in Clean drain passages.
turbine (coked oil It is sometimes necessary
drain passages.) to overhaul or replace
turbo.
Engine idles too slow, Increase engine idle
turbo not turning. speed to a maximum of
700 RPM, if turbo still
smokes, it must be
overhauled or replaced.
Check interconnect control
for proper adjustment.

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3. Nomenclature
The following is a list of commonly used terms that apply to turbocharging.
Term Definition
Supercharge To increase the air pressure (density) above or higher than ambient conditions.
Supercharger A device that accomplishes the increase in pressure.
Turbo-supercharger More commonly referred to as a “Turbocharger” this device is driven by a turbine.
The turbine is spun by energy extracted from the engine exhaust gas.
Compressor The portion of a turbocharger that takes in ambient air and compresses it before
discharging it to the engine.
Turbine The exhaust driven end of the turbocharger unit.
Wastegate The wastegate is a butterfly type valve in the exhaust by-pass which, throughout
its travel from open to closed, allows varied amounts of exhaust pressure to by-
pass the turbine, controlling its speed, hence the output of the compression.
Ground Boosted or These phrases indicate that the engine depends on a certain amount of
Ground Turbocharged turbocharging at sea level to produce the advertised horsepower. An engine
that is so designed will usually include a lower compression ratio to avoid
detonation.
Deck Pressure The pressure measured in the area downstream of the turbo compressor
discharge and upstream of the engine throttle valve. This should not be confused
with manifold pressure.
Manifold Pressure The pressure measured downstream of the engine throttle valve and is almost
directly proportioned to the engine power output.
Normalizing If a turbocharger system is used only to regain power losses caused by
decreased air pressure of high altitude, it is considered that the engine has been
“normalized.”
Overboost An overboost condition means that manifold pressure is exceeding the limits at
which the engine was tested and FAA certified and can be detrimental to the life
and performance of the engine. Overboost can be caused by malfunctioning
controllers or improperly operating wastegate in the automatic system or by pilot
error in a manual controlled system.
NOTE: Refer to the latest revision of Lycoming Service Bulletin No. 369 for recommended engine
inspections after any Overspeed or Overboost conditions.
Overshoot Overshoot is a condition of the automatic controls not having the ability to
respond quickly enough to check the inertia of the turbocharger speed increase
with rapid engine throttle advance. Overshoot differs from overboost in that the
high manifold pressure lasts only for a few seconds. This condition can usually
be overcome by smooth throttle advance.

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Bootstrapping This is a term used in conjunction with turbo machinery. If you were to take all
the air coming from a turbocharger compressor and duct it directly back into the
turbine of that turbocharger, it would be called a bootstrap system and if no
losses were encountered, it would theoretically run continuously. It would also be
very unstable because if for some reason the turbo speed would change, the
compressor would pump more air to drive the turbine faster, etc. A turbocharged
engine above critical altitude (wastegate closed) is similar to the example
mentioned above, except now there is an engine placed between the
compressor discharge and turbine inlet. Slight system changes cause the
exhaust gas to change slightly, which causes the turbine speed to change
slightly, which causes the compressor air to the engine to change slightly, which
in turn again affects the exhaust gas, etc.
Critical Altitude A turbocharged engine’s wastegate will be in a partially open position at sea
level. As the aircraft is flown to high altitude (lower ambient pressures) the
wastegate closes gradually to maintain the preselected manifold pressure. At the
point where the wastegate reaches its full closed position, the preselected
manifold pressure will start to drop and this is considered critical altitude.

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4. Turbocharger (See Figures 1 and 3.)

A. Removal
(1) Remove the engine cowling. (Refer to 71-10-00.)
(2) Remove the turbocharger compressor and turbine assembly by the following procedure:
(a) Disconnect the oil supply and return lines from the center section of the turbo.
CAUTION: WHEN REMOVING OR INSTALLING COUPLING CLAMPS, SLIDE CLAMP
OVER THE END OF THE PIPE BEFORE ASSEMBLY/ DISASSEMBLY.
EXCESSIVE SPREADING CAN LEAD TO PREMATURE CLAMP FAILURE.
(b) Disconnect the air ducts from the compressor inlet and outlet, and the exhaust system
from the turbine inlet and outlet.
(c) Disconnect the tailpipe support bracket at the turbocharger and remove the tailpipe and
wastegate assembly.
(d) Remove the bolts that attach the turbocharger to the mounting bracket and remove the
turbocharger assembly.
B. Lubrication System Priming
Immediately prior to mounting the unit, prime the lubrication system as follows:
(1) Invert turbocharger and fill center housing with new clean oil through oil drain.
(2) Turn rotating assembly by hand to coat bearings and thrust washer with oil.
(3) Coat threads of attaching bolts or studs with high temperature thread lubricant.
NOTE: If the turbocharger is to be installed on a new or newly overhauled engine, operate the
engine with a separate oil filter in the oil supply line to the turbocharger during the first hour
of operation. This must be done to ensure that no metal particles are carried from the
engine into the turbocharger lubrication system.
C. Installation
(1) Position the turbocharger assembly in the mounting bracket and secure with mounting
hardware.
(2) Carefully align exhaust system with the turbo inlet.
(3) Carefully position the exhaust tailpipe and wastegate assembly to the turbocharger outlet.
(4) Install coupling clamp and while tightening the coupling clamp nuts, gently tap around the
periphery of the couplings with a soft mallet while shaking the tailpipe. This will distribute the
band tensions evenly. Continue tightening the clamp nuts until a torque of 40-50 inch pounds is
reached on the turbocharger to tailpipe clamp and 80-90 inch pounds on the bypass coupling.
Safety the clamp nuts.
(5) Connect the induction tube to the compressor outlet and the diverter box assembly to the
compressor inlet.
(6) After installing turbocharger, flush oil through oil inlet line and ensure that line is clean and
unobstructed.
(7) Fill engine and oil inlet line with new, clean lubricating oil, and connect line.
(8) Connect the oil supply and return lines to the turbocharger center section.
(9) Install the engine cowling. (Refer to 71-10-00.)
D. V-Band Coupling 100 Hour Inspection (See Figure 2.)
Each 100 hours, inspect lockwiring on V-band couplings for condition and security. If lockwiring is
found broken, inspect T-bolt for stretching, cracking, or any other damage. Replace coupling as
required.

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Turbocharger Installation
Figure 1

Lockwiring V-Band Couplings

Figure 2

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E. Decoking
Mouse Milk lubricant may be used for decoking the turbine and compressor drive shaft by the
following procedure:
(1) Disconnect the oil inlet and outlet lines from the turbocharger and allow all oil to drain.
(2) Cap the outlet port on the turbocharger.
(3) Pour Mouse Milk into the oil inlet port of the turbocharger and allow the unit to soak overnight.
(4) Drain all Mouse Milk from the turbocharger and flush the unit with engine oil.
(5) Prime the turbocharger in accordance with Turbocharger Lubrication System Priming.
F. Throttle Control Stop Limits
The adjustment of the throttle control stop limits is limited to just checking that the throttle control
arm contacts the full open stop before the turbo wastegate contacts the fully closed stop.
5. Exhaust Wastegate Assembly (See Figure 3.)
A. Removal
(1) Remove engine cowling. (Refer to 71-10-00.)
(2) Remove nut, bolt and washers securing wastegate actuator rod to wastegate control arm.
(3) Remove V-band clamps securing wastegate to exhaust transition and tailpipe.
B. Installation
NOTE: The wastegate valve should be lubricated with Mouse Milk or WD-40 at the butterfly pivot
points every 50 hours. Mouse Milk may be purchased from: Worldwide Aircraft Filter Corp.,
1685 Abram Ct., San Leandro, CA 94577.
(1) Install wastegate assembly with gasket between exhaust transition and tailpipe.
(2) Secure wastegate with V-band clamps. Torque clamps to specifications given in Lycoming
Special Service Publication (SSP) 1776, Table of Limits, and safety.
(3) Secure the wastegate actuator rod to the control arm with the appropriate washers, bolt and nut.
C. Adjustment (See Figures 3 and 4.)
The exhaust wastegate (butterfly) valve is mechanically linked to a hydraulically-driven servo by the
wastegate actuator rod. The butterfly valve/actuator rod orientation is set at the factory, but may
occasionally require adjustment in the field.
(1) Remove the engine cowling as described in 71-10-00.
(2) Remove the clamp securing the tailpipe assembly to the wastegate and separate wastegate
and tailpipe assembly (separate sufficiently to access the butterfly valve within the wastegate).
(3) Place the shank end of a #20 drill bit between the inner wall of the wastegate assembly and
the butterfly valve (Figure 4).
(5) A slight drag should be felt when the drill bit is moved in an in and out motion. Should the
throttle control arm not contact its stop, or should the drill bit be too loose, adjust the actuator
rod end to obtain the proper clearance.
(6) Place the tailpipe assembly in position and secure with the appropriate clamps.
(7) Install upper and lower cowling as described in 71-10-00.
(8) Flight test the aircraft to determine critical altitude (12,000 feet minimum) at MAX power of
2500 RPM and 38 inches Hg.
NOTE: See also Full Power Performance, 73-20-00.
(9) If the above criteria is not met, further ground adjustment of the wastegate will be required.

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Wastegate Installation
Figure 3

Wastegate Adjustment
Figure 4

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GRIDS 7K10 THRU 7L24

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Island Enterprises
AIRPLANE MAINTENANCE MANUAL
CARD 8 OF 8

PA-32R-301

(S/N’s 3246001 & UP)

PA-32R-301T

(S/N’s 3257001 & UP)

THE NEW PIPER AIRCRAFT, INC.

PART NUMBER 761-879 September 30, 2006
8A1

Island Enterprises
 Published by
Technical Publications

© THE NEW PIPER AIRCRAFT, INC.

2926 Piper Drive
Vero Beach, Florida 32960
U.S.A.

Member
General Aviation
Manufacturers Association

8A2

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

AEROFICHE REVISION STATUS

Revisions to this Maintenance Manual (P/N 761-879) originally published June 24, 1996 and reissued July 1, 1997
are as follows:

Effectivity Publication Date Aerofiche Card Effectivity

ORG950712 June 24, 1996 1, 2, 3, and 4

CR970701 July 1, 1997 1, 2, 3, 4, and 5
PR990715 July 15, 1999 1, 2, 3, 4, and 5
PR011215 December 15, 2001 1
PR020331 March 31, 2002 1
PR040216 February 16, 2004 1, 3, and 5
PR050319 March 19, 2005 1, 2, 3, and 4
CR060930 September 30, 2006 1, 2, 3, 4, 5, 6, 7, and 8

* COMPLETE REVISION OF MAINTENANCE MANUAL 761-879

Revisions appear in all Aerofiche Cards. Accordingly, discard your entire

existing aerofiche card set and replace it with this one dated 09/30/06.

Consult the Piper Customer Service Information Aerofiche (P/N 1753-755) for current revision dates for this
manual.

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INTRODUCTION

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

Intro-List of 1 Sep 30/06

Effective Pages 2 Sep 30/06

Intro-Table of Contents 1 Sep 30/06

2 Sep 30/06

Introduction 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06
7 Sep 30/06
8 Sep 30/06
9 Sep 30/06
10 Sep 30/06
11 Sep 30/06
12 Sep 30/06
13 Sep 30/06
14 Sep 30/06
15 Sep 30/06
16 Sep 30/06

Index 1 Sep 30/06

2 Sep 30/06
3 Sep 30/06
4 Sep 30/06
5 Sep 30/06
6 Sep 30/06
7 Sep 30/06
8 Sep 30/06

8A5 INTRO - LIST OF EFFECTIVE PAGES PAGE 1

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TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

Introduction
Instructions for Continued Airworthiness 1 8A9
General 1 8A9
Effectivity 1 8A9
Serial Number Explanation 2 8A10
Assignment of Subject Material 2 8A10
Pagination 3 8A11
Aerofiche Effectivity 3 8A11
Identifying Revised Material 3 8A11
Indexing 3 8A11
List of Effective Pages 3 8A11
Warnings, Cautions, and Notes 4 8A12
Accident / Incident Reporting 4 8A12
Supplementary Publications 4 8A12
PIPER Publications 4 8A12
Vendor Publications 4 8A12
Chapter/Section Index Guide 11 8A19

Index
Index 1 8B1

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INTRODUCTION

1. Instructions for Continued Airworthiness

WARNING: INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA) FOR ALL NON-PIPER
APPROVED STC INSTALLATIONS ARE NOT INCLUDED IN THIS MANUAL. WHEN A
NON-PIPER APPROVED STC INSTALLATION IS INCORPORATED ON THE AIRPLANE,
THOSE PORTIONS OF THE AIRPLANE AFFECTED BY THE INSTALLATION MUST BE
INSPECTED IN ACCORDANCE WITH THE ICA PUBLISHED BY THE OWNER OF THE
STC. SINCE NON-PIPER APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS
INTERFACE, OPERATING CHARACTERISTICS AND COMPONENT LOADS OR
STRESSES ON ADJACENT STRUCTURES, THE PIPER PROVIDED ICA MAY NOT BE
VALID FOR AIRPLANES SO MODIFIED.
The PIPER PA-32R-301 Saratoga II HP / PA-32R-301T Saratoga II TC Maintenance Manual constitutes
the Instructions for Continued Airworthiness in accordance with Federal Aviation Regulations (FAR) Part
23, Appendix G. Chapter 4 contains the Airworthiness Limitations section (4-00-00) and the Inspection
Program is in Chapter 5 (5-20-00).
2. General
This publication is prepared in accordance with the General Aviation Manufacturers Association (GAMA)
Specification No. 2, with respect to the arrangement and content of the System/Chapters within the
designated Chapter/Section-numbering system.
WARNING: USE ONLY GENUINE PIPER PARTS OR PIPER APPROVED PARTS OBTAINED FROM
PIPER APPROVED SOURCES, IN CONNECTION WITH THE MAINTENANCE AND
REPAIR OF PIPER AIRPLANES.
This manual does not contain hardware callouts for installation. Hardware callouts are only indicated
where a special application is required. To confirm the correct hardware used, refer to the PA-32R Parts
Catalog P/N 761-880, and FAR 43 for proper utilization.
Genuine PIPER parts are produced and inspected under rigorous procedures to ensure airworthiness
and suitability for use in PIPER airplane applications. Parts purchased from sources other than PIPER,
even though identical in appearance, may not have had the required tests and inspections performed,
may be different in fabrication techniques and materials, and may be dangerous when installed in an
airplane.
Additionally, reworked or salvaged parts or those parts obtained from non-PIPER approved sources,
may have service histories which are unknown or cannot be authenticated, may have been subjected to
unacceptable stresses or temperatures or may have other hidden damage not discernible through
routine visual or nondestructive testing. This may render the part, component or structural assembly,
even though originally manufactured by PIPER, unsuitable and unsafe for airplane use.
THE NEW PIPER AIRCRAFT, INC. expressly disclaims any responsibility for malfunctions, failures,
damage or injury caused by use of non-PIPER approved parts.
NOTE: THE NEW PIPER AIRCRAFT, INC. expressly reserves the right to supersede, cancel and/or
declare obsolete any part, part numbers, kits or publication that may be referenced in this
manual without prior notice.
In any question concerning the care of your airplane, be sure to include the airplane serial number in
any correspondence.
3. Effectivity
This maintenance manual is effective for PA-32R-301 Saratoga II HP airplane serial numbers 3246001
and up and PA-32R-301T Saratoga II TC airplane serial numbers 3257001 and up. This encompasses
the model years shown in Chart 1.

8A9 INTRODUCTION SepPAGE 1

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CHART 1
MODEL YEARS
PA-32R-301 Saratoga II HP PA-32R-301T Saratoga II TC
Model Year Serial Numbers Model Year Serial Numbers
1995 3246001 thru 3246017 Prototype 3257001
1996 3246018 thru 3246059 1998 3257002 thru 3257075
1997 3246060 thru 3246087 1999 3257076 thru 3257123
1998 3246088 thru 3246125 2000 3257124 thru 3257155;
1999 3246126 thru 3246153 less 3257144
2000 3246154 thru 3246165 2000.5 3257156 thru 3257198;
and 3257144
2000.5 3246166 thru 3246181
2001 3257199 thru 3257266
2001 3246182 thru 3246203
2002 3257267 thru 3257296
2002 3246204 thru 3246209
2003 3257297 thru 3257338
2003 3246210 thru 3246217
2004 3257339 thru 3257369
2004 3246218 thru 3246226
2005 3257370 thru 3257400
2005 3246227 thru 3246232
2006 3257401 and up
2006 3246233 and up

NOTE: The above is provided as a general reference only.

4. Serial Number Explanation

Example:
32 46 001

SEQUENCE NUMBER
TYPE CERTIFICATE DESIGNATION

MODEL CODE
46 = PA-32R-301 SARATOGA II HP
57 = PA-32R-301T SARATOGA II TC

5. Assignment of Subject Material

This publication is divided into industry standard, three element, numeric subject groupings as follows:
A. System/Chapter - The various groups are broken down into major systems such as Environmental
Systems, Electrical Power, Landing Gear, etc. They are assigned a number, which becomes the first
element of the standardized numbering system. Thus, the element “28” of the number 28-40-01
refers to the chapter “Fuel”. Everything concerning the fuel system will be covered in this chapter.
B. Sub-System/Section - The major systems/chapters of an airplane are broken down into
subsystems. These sub-systems are identified by the second element of the standard numbering
system. The element “40” of the number 28-40-01 concerns itself with the indicating section of the
fuel system.

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C. Unit/Subject - The individual units within a sub-system/section may be identified by the third
element of the standard numbering system. The element “01” of the number 28-40-01 is a subject
designator. This element is assigned at the option of the manufacturer and is normally zeroed out by
PIPER.
Refer to Chapter/Section Index Guide, for a complete breakdown and list. The material is arranged in
ascending numerical sequence.
6. Pagination
The Chapter - Section (i.e. - 28-40-00) numbering system (explained above) forms the primary page
numbering system for this manual. Within each Section, pages are numbered consecutively beginning
with Page 1 (i.e. - 28-40-00, Page 1). Additionally, the aerofiche grid numbering system (explained
below) is also used to indicate location within the manual.
7. Aerofiche Effectivity
A. The General Aviation Manufacturers Association (GAMA) have developed specifications for
microfiche reproduction of aircraft publications. The information compiled in this Aerofiche
Maintenance Manual will be kept current by revisions distributed periodically. These revisions will
supersede all previous revisions and will be complete Aerofiche card replacements and shall
supersede Aerofiche cards of the same number in the set. The “Aerofiche Effectivity” page at the
front of this manual lists the current revision for each card in this set.
B. Conversion of Aerofiche alpha/numeric grid code numbers:
First number is the Aerofiche card number.
Letter is the horizontal row reference per card
Second number is the vertical column reference per card.
Example: 2J16 = Aerofiche card number two, row J, column 16.
C. To aid in locating information, the following is provided at the beginning of each aerofiche card:
(1) A complete Introduction containing the Chapter/Section Index Guide for all fiche in this set.
(2) A complete subject Index for all fiche in this set.
8. Identifying Revised Material
A revision to a page is defined as any change to the printed matter that existed previously.
Revisions, additions and deletions are identified by a vertical line (i.e. - change bar) along the left-
hand margin of the page opposite only that portion of the printed matter that was changed.
A change bar in the left-hand margin opposite the footer (i.e. - chapter/section/subject, page
number and date), indicates that the text was unchanged but the material was relocated to a
different page.
Example.
NOTE: Change bars are not used in the title pages, list of effective pages, or index.
9. Indexing
An alphabetically arranged subject Index follows this introduction to assist the user in locating desired
information. In addition, each System/Chapter begins with an individual Table of Contents.
10. List of Effective Pages
Each System/Chapter has a List of Effective Pages preceding the Table of Contents to identify the
effective revision date for each page in that chapter.

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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
PA-32R-301/301T airplanes and its various components. Use them to supplement this manual.
A. Piper Publications: Part Number
(1) Parts Catalog 761-880
(2) Progressive Inspection Manuals (50 hour):
SARATOGA II HP (S/N’s 3246001 & up) 761-881 (pending)
SARATOGA II TC (S/N’s 3257001 & up) 761-896 (pending)
(3) Periodic Inspection Report Forms:
SARATOGA II HP (S/N’s 3246001 & up) 230-1047
SARATOGA II TC (S/N’s 3257001 & up) 230-2047
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: Climate Control Inc. (or) Sanden International (USA), Inc.
2120 N. 22nd Street 601 South Sanden Blvd.
Decatur, Illinois 62526 Wylie, TX 75098-4999
(217) 422-0055 (972) 442-8400
http://www.ccicompressor.com http://www.sanden.com
(2) ALTERNATOR:
Vendor: Kelly Aerospace, Power Systems PH: (334) 227-8306
Airport Complex
P. O. Box 273
Fort Deposit, Alabama 36032
http://www.kellyaerospace.com/index.htm/
Overhaul Manual: Manual OE-A2

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(3) AUTOFLIGHT:
Vendor(s): Honeywell (or) S-TEC Corporation
One Technology Center One S-TEC Way
23500 W. 105th St., M/D #45 Mineral Wells, Texas 76067-9236
Olathe, Kansas 66061-1950 PH - (940) 325-9406
http://www.bendixking.com/ www.s-tec.com
(4) BRAKES:
Vendor: Parker Hannifin Corp. PH: (800) 272-5464
Aircraft Wheel and Brake Division
1160 Center Road
Avon, Ohio 44011
http://www.parker.com/cleveland/Universe/book.pdf
(5) ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)
Vendor: Avidyne Corporation PH: (800) 284-3963
55 Old Bedford Road
Lincoln, MA 01773
http://www.avidyne.com/index.htm
Instructions for Continued Airworthiness:
Primary Flight Display
and Magnetometer/OAT: Document No. AVPFD-174
Multifunction Display: Document No. AVMFD-167
Data Acquisition Unit: Document No. AVSIU-011
or,
Vendor: Garmin International PH: (913) 397-8200
1200 East 151ST Street
Olathe, KS 66062
http://www.garmin.com
(6) EMERGENCY LOCATOR TRANSMITTER:
Vendor: Artex Aircraft Supplies PH: (800) 547-8901
14405 Keil Road NE
Aurora, Oregon 97002
http://www.artex.net/
(7) EMERGENCY BATTERY:
Vendor: Concorde Battery Corporation PH: (626) 813-1234
2009 San Bernardino Road FAX: (626) 813-1235
West Covina, CA 91790
http://www.concordebattery.com/index.htm
Instructions for Continued Airworthiness:
Maintenance Manual
Supplement,
Concorde Valve
Regulated Lead-Acid
Emergency Battery: Drawing No. 5-0143

8A13 INTRODUCTION SepPAGE 5

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(8) ENGINE:
Vendor: Textron Lycoming PH: (717) 323-6181
652 Oliver Street FAX: (717) 327-7101
Williamsport, PA 17701
http://www.lycoming.textron.com/main.html
Overhaul Manual: DIRECT DRIVE MODELS - P/N 60294-7
Parts Catalog: IO-540- ..... - K1G5, ..... ENGINES - P/N PC-615
TIO-540-AH1A ENGINES - P/N PC-615-12
Operators Handbook: O-540, IO-540 SERIES - P/N 60297-10
TIO-540 Series - P/N 60297-23

NOTE: The above Lycoming publications can be ordered as a set on CD-ROM from
Avantext. See www.avantext.com or PH - (800) 998-8857.

(9) ELECTRIC FUEL PUMP:

Vendor(s): Parker Hannifin Corp. (or) Weldon Pump
Airborne Division 640 Golden Oak Parkway
711 Taylor Street Oakwood Village, OH 44146
Elyria, Ohio 44035 PH - (216) 232-2282
PH - (800) 382-8422
http://www.parker.com/cleveland/Universe/book.pdf
(10) FUEL CELLS:
Vendor: Engineered Fabrics Corporation PH: 770-684-7855
669 Goodyear Street FAX: 770-684-7438
Rockmart, Georgia 30153-0548
http://www.kfefc.com/index.htm
(11) GEAR LOCKING ACTUATORS, NOSE GEAR DOOR ACTUATOR, HYDRAULIC PUMP,
AND ALL HYDRAULIC COMPONENTS:
Vendor: Parker Hannifin Corp.
(See Brakes, above)
(12) HI-LOK FASTENERS AND TOOLS:
Vendor: Hi-Shear Corporation PH: (213) 326-8110
2600 Skypark Drive
Torrance, California 90509
(13) INADVERTENT ICE PROTECTION SYSTEM (TKS):
Vendor: Aerospace Systems and Technologies, Inc.
3213 Arnold Ave. PH: (785) 493-0946
Salina, Kansas 67401 FAX: (785) 493-0950
http://www.weepingwings.com/

PAGE 6
Sep 30/06 INTRODUCTION 8A14

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(14) LIGHTS - NAVIGATION/STROBE LIGHTS STANDBY/MAP:

Vendor: Whelen Engineering Co. Inc. PH: (860) 526-9504
Route 145, Winthrop Rd. FAX: (860) 526-2009
Chester, CT 06412
http://www.whelen.com/
(15) MAGNETOS:
Vendor: Slick Aircraft Products PH: (904) 739-4000
Unison Industries FAX: (904) 739-4006
Attn: Subscription Dept.
7575 Baymeadows Way
Jacksonville, FL 32256
http://www.unisonindustries.com/
Installation, Operation F1100 MASTER SERVICE MANUAL,
and Maintenance 4300/6300 SERIES MAGNETO
Instructions: MAINTENANCE AND
OVERHAUL MANUAL - L-1363
(16) NAVIGATION, COMMUNICATIONS, AND GPS (NAV/COM/GPS):
Vendor: Garmin International PH: (913) 397-8200
1200 East 151ST Street
Olathe, KS 66062
http://www.garmin.com
(17) OXYGEN SYSTEM: (TC ONLY)
Vendor: Scott Aviation PH: (716) 683-5100
2225 Erie Street
Lancaster, New York 14086
http://www.scottaviation.com/
(18) PROPELLER:
Vendor: Hartzell Propeller Inc. PH: (937) 778-4379
One Propeller Place FAX: (937) 778-4321
Piqua, OH 45356-2634
http://www.hartzellprop.com/index2.htm
Standard Practices: Manual No. 202A
Overhaul
and Maintenance: Manual No. 113B
Aluminum Blade
Overhaul: Manual No. 133C
Propeller Owner’s
Manual and Logbook: Manual No. 115N

8A15 INTRODUCTION SepPAGE 7

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

(19) PROPELLER GOVERNOR:

Vendor: Hartzell Propeller Inc. PH: (937) 778-4379
One Propeller Place FAX: (937) 778-4321
Piqua, OH 45356-2634
http://www.hartzellprop.com/index2.htm
Governor Maintenance: Manual No. 130B
(20) STANDBY ATTITUDE INDICATOR:
Vendor: Mid-Continent Instruments Co., Inc. PH: (316) 630-0101
9400 E. 34 TH Street N. FAX: (316) 630-0723
Wichita, KS 67226
http://www.mcico.com/index.html
Installation Manual and
Operating Instructions: Manual No. 9015762
(21) STARTER:
Vendor: See listing under (or) Sky-Tec
Alternator, above. 350 Howard Clemmons Rd
Granbury, Texas 76048
PH - (800) 476-7896
FAX - (817) 573-2252
http://www.skytecair.com
(22) VACUUM PUMPS:
Vendor: Aero Accessories, Inc. PH: (800) 822-3200
1240 Springwood Avenue
Gibsonville, NC 27249
http://www.aeroaccessories.com/index.html
(23) VACUUM REGULATORS:
Vendor: Parker Hannifin Corporation PH: (800) 382-8422
Airborne Division
711 Taylor St.
Elyria, OH 44035
http://www.parker.com/cleveland/Universe/book.pdf

PAGE 8
Sep 30/06 INTRODUCTION 8A16

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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8A17 INTRODUCTION SepPAGE 9

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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Sep 30/06 INTRODUCTION 8A18

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

14. Chapter/Section Index Guide

NOTE: The following GAMA Specification No. 2 standard chapters are not included in this Maintenance
Manual: 36, 38, 49, 54, 60, 72, 75 and 83. These chapters are omitted because the subject
system is either: not installed in these airplanes; adequately covered in vendor or other manuals;
or, for ease of use, has been combined with another chapter.

CHAPTER SECTION TITLE GRID NO.

4 AIRWORTHINESS LIMITATIONS 1C1

00 Airworthiness Limitations

5 TIME LIMITS/MAINTENANCE CHECKS 1C9

00 General
10 Time Limits
20 Scheduled Maintenance
30 Special Inspections
50 Unscheduled Maintenance Checks

6 DIMENSIONS AND AREAS 1F1

00 General

7 LIFTING AND SHORING 1F15

10 Jacking

8 LEVELING AND WEIGHING 1F23

10 Weighing
20 Leveling

9 TOWING AND TAXIING 1G9

10 Towing
20 Taxiing

10 PARKING AND MOORING 1G19

10 Parking
20 Mooring

11 PLACARDS AND MARKINGS 1H5

20 Exterior Placards and Markings

30 Interior Placards

12 SERVICING 1I1

00 General
10 Replenishing
20 Scheduled Servicing

8A19 INTRODUCTION Sep

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

20 STANDARD PRACTICES - AIRFRAME 2C1

00 General
20 Painting

21 ENVIRONMENTAL SYSTEMS 2D3

00 General
20 Distribution
40 Heating
50 Cooling

22 AUTOFLIGHT 2G5

10 Autopilot

23 COMMUNICATIONS 2H9

00 General
50 Audio Integrating
60 Static Discharging

24 ELECTRICAL POWER 2I1

00 General
30 DC Generation
40 External Power
50 Electrical Load Distribution

25 EQUIPMENT/FURNISHINGS 3C1

10 Flight Compartment
20 Passenger Compartment
60 Emergency

26 FIRE PROTECTION 3D1

20 Extinguishing

27 FLIGHT CONTROLS 3D11

00 General
10 Aileron and Tab
20 Rudder and Tab
30 Stabilator and Tab
50 Flaps

28 FUEL 3G15

00 General
10 Storage
20 Distribution
40 Indicating

PAGE 12
Sep 30/06 INTRODUCTION 8A20

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

29 HYDRAULIC POWER 3I11

00 General
10 Main

30 ICE AND RAIN PROTECTION 4C1

00 General
10 Airfoil
30 Pitot and Static
60 Propeller
80 Detection

31 INDICATING / RECORDING SYSTEMS 4E7

50 Central Warning Systems

32 LANDING GEAR 4F3

00 General
10 Main Gear and Doors
20 Nose Gear and Doors
30 Extension and Retraction
40 Wheels and Brakes
60 Position and Warning

33 LIGHTS 4J5

00 General
10 Flight Compartment
40 Exterior

34 NAVIGATION 5C1

00 General
10 Flight Environment Data
20 Attitude and Direction
50 Dependent Position Determining

35 OXYGEN 5J1

10 Crew/Passenger

37 VACUUM 6C1

00 General
10 Distribution
20 Indicating

8A21 INTRODUCTION Sep

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

39 ELECTRICAL/ELECTRONIC PANELS 6C21

10 Instrument and Control Panels

51 STRUCTURES 6E1

00 General
10 Investigation, Cleanup and Aerodynamic Smoothness
70 Repairs
80 Electrical Bonding

52 DOORS 6F13

00 General
10 Passenger/Crew
30 Cargo

53 FUSELAGE 6G9

20 Main

55 STABILIZERS 6G19

20 Stabilator
30 Vertical Stabilizer
40 Rudder

56 WINDOWS 6H15

10 Flight Compartment
20 Passenger Compartment

57 WINGS 6I3

00 General
20 Auxiliary Structure
40 Attach Fittings
50 Flight Surfaces

61 PROPELLERS 6J9

10 Propeller Assembly
20 Controlling

70 STANDARD PRACTICES - ENGINE 7C1

00 General

PAGE 14
Sep 30/06 INTRODUCTION 8A22

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER SECTION TITLE GRID NO.

71 POWER PLANT 7C9

00 General
10 Cowling
20 Mounts

73 ENGINE FUEL AND CONTROL 7D11

10 Distribution
20 Controlling

74 IGNITION 7E5

10 Electrical Power Supply

20 Distribution
30 Switching

76 ENGINE CONTROLS 7F21

10 Power Control

77 ENGINE INDICATING 7G7

00 General
10 Power
20 Temperature
40 Integrated Engine Instrument Systems

78 EXHAUST 7I1

00 General

79 OIL 7I11

20 Distribution
30 Indicating

80 STARTING 7J1

10 Cranking

81 TURBINES 7J17

20 Turbo-Supercharger

91 CHARTS & WIRING DIAGRAMS 8C1

10 Charts
21 & Up Wiring Diagrams (Schematics)

8A23 INTRODUCTION Sep

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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Sep 30/06 INTRODUCTION 8A24

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

A Avidyne Entegra EFIS Corrosion

Component Locator: 5D5 Control: 6E11
Access Plates and Panels: 1F12
Description: 5D1 Forms: 6E11
Accident/Incident Reporting: 1A12
Instrument Panel: 5D1
Aerofiche Grid Code: 1A11 D
Magnetic Heading System
Aileron
Calibration: 5I1 Definitions
Balancing: 6J4
Magnetometer: 5H24 Inspections: 1C19
Checking Free Play: 6J1
Wiring Harness: 5D8 Defrosters: 2D17
Installation: 6J2
Avionics Deicing Fluid: 4C7
Ailerons
Installation: 2H18 Doors
Control System
Rack-Mounted: 6D3 Baggage Door Lock Tool: 6G7
Installation: 3E11
Rigging and Adjustment: Cabin: 6G1
B Upper Door Latch -
3E13
Limits: 3E15 Balancing Equipment: 6H1, 6H5, Adjustment: 6G2, 6G4
Troubleshooting: 3E4 6H12 Description: 6F19
Tab: 3E16 Ball Diameters for Testing Hose Snubber Seals: 6F19
Air Conditioning Restrictions: 2C10 Installation: 6F20
Charging Stand Battery - See Electrical
Brakes E
Hookup: 2E21
Kent Moore J23500: 2E17 Bleeding: 4I17 EFIS - See Avidyne or Garmin
Robinar 34700: 2E16 Parking Brake: 1H1 EGT Gauge: 7G19
Hookup: 2E23 Servicing: 1I22 Electrical
Compressor System Battery: 2J6
Belt Installation: 2F12 Installation: 4I13 Servicing: 1I23
Sanden: 2F11 Leak Check: 4I16 Bonding: 6F9
Magnetic Clutch: 2F16 Toe Brake Cylinder: 4I17 Millivolt Drop Test: 6F10
York: 2F9 Toe Brake Installation: 4I15 Resistance Index: 6F10
Magnetic Clutch: 2F18 Wheel Brake Assembly: 4I9 Bonding Straps: 2H23
Condenser Buttock Lines: 1F10 Electrical System
Air Scoop Installation: 2F21 Alternator: 2I10
C Belt Tension Adjustment:
Evacuation Hookup: 2F4
Installation: 2E8 Cabin 2I21
Leak Test: 2F3 Heat: 2D17 Troubleshooting: 2I12
Service Valves: 2E9 Ventilation: 2D11, 2D17 Component Loads: 2J17
Test Gauge and Manifold Set: Chapter/Section Index Guide: Description and Operation:
2F1, 2F2 1A19 2I7
Torque Specifications: 2E15 Cherrylock Rivet Removal: 2C9 Load Distribution: 2J17
Troubleshooting: 2E3 CHT Gauge: 7G21 Standby Alternator: 2I23
Air Filter Circuit Breaker Panel: 6D4 Installation: 2J5
Servicing: 1J5 Cleaning: 1I8 Troubleshooting: 2J1
Airworthiness Aircraft Finish Care: 1I7 Emergency Battery: 2J9
Directives (AD’s): 1C15 Fuel Filter: 1I16 External Power: 2J15
Instructions for Continued Consumable Materials: 8C23 On Aircraft Checks: 2I18
Airworthiness: 1A9 Control Column Assembly: 3E5 Schematics
Limitations: 1C7 Control Wheel Installation: 3E9 ADF: 8I16
Annunciator Conversion Tables: 8C12 AHRS: 8I8
Description: 4E13 Decimal: 8C17 Air Conditioning: 8D19
Troubleshooting: 4E14, 4E20 Drill Sizes: 8C21 Air Data Computer: 8I9
Autopilot - See System 55/55X Metric: 8C20 Alternator Power: 8E13
Temperature: 8C18 Ammeter: 8E19
Weights and Measures: 8C19 Annunciator: 8G1
Attitude Gyro: 8I4
Autopilot: 8D23

8B1 INDEX SepPAGE 1

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Schematics (cont.) Switch: 8G19 Installation: 7C20, 7D8

Auxiliary Vacuum System: Taxi: 8H15 Instruments
8I20 Low Voltage Monitor: 8E19 Analog Instruments: 7H7
Avionics Magneto Switch: 8I23 Single / Dual Instrument:
Cooling: 8D17 MAP: 8J2, 8J3, 8J16 7H7
Lighting: 8D17 Multi-Function Display CHT Gauge - See CHT
Baggage Door Ajar: 8H11 (MFD): 8I7 Gauge
Cabin Temp: 8J16 OAT Probe: 8I1 Description: 7G13
CHT: 8J5, 8J11, 8J15 Oil Pressure: 8J19, 8J21 EGT Gauge - See EGT
Clock: 8H7 Oil Temperature: 8J19, 8J21 Gauge
Configuration Module: 8J16 Overhead Speakers: 8E9 Engine Instruments & DDMP:
Data Acquisition Unit: 8J10 Pitot Heat: 8F21 7H3
Data Link: 8F23 Power Point: 8F3 Alarm Conditions: 7H9
DDMP: 8J6 Power Switching: 8E22 Electrical Mode: 7H10
DME: 8I17 Primary Flight Display (PFD): Exceedance Condition:
EGT: 8J12, 8J13 8I7 7H9
Electric Flaps: 8F9 Radio Master Switch: 8E7 Exceedance Mode: 7H11
ELT: 8F5 RPM: 8J1, 8J3, 8J21 Failure Condition: 7H9
Engine / Airframe Unit: 8J17 Skywatch: 8I13 Fuel Mode: 7H13
Engine Digital Display Squat Switch, R.H.: 8I1 Instrument Mode: 7H10
Monitoring Panel: 8J6 Stall Warning: 8F7 Integrated Engine
Engine Gauge: 8J8 Standby Alternator: 8E20 Instrumentation
Entertainment Console: 8H6 Standby Attitude Indicator: Calibration: 7H16
Exceedance Audio Alert: 8I5 Percent Power: 7H12
8F17 Starter and Accessories: 8K1 Temperature Mode: 7H13
External Power: 8F1 Stormscope: 8I14 Manifold Pressure Gauge -
Fresh Air Blower: 8D15 TIT: 8J12, 8J14, 8J15 See MAP Gauge
Fuel Flow: 8J12, 8J13, 8J14, TKS System: 8F19 Oil Pressure: 7I19
8J21 Transponder: 8I15 Oil Temperature: 7I21
Fuel Pump: 8F11 Turn and Bank Indicator: 8I3 Tachometer - See
Fuel Quantity: 8F13 VAC: 8J5 Manifold Pressure vs Oil
GMA 1347 Audio Panel: Vacuum Inop: 8I19 Temperature: 7D24
8E10 Static Wicks: 2H23 Mixture Control Adjustment:
Ground Blocks: 8E23 Symbols: 8D10, 8D11 7G3
Ground Clearance: 8E3 System Mount
Hour Meter: 8H7 Servicing: 1J6 Corrosion Inspection: 7D5
Integrated Avionics Units: Voltage Regulator: 2J9 Shock Mounts: 7D6
8I10 Wire Coding: 8D9 Serial Number Location: 1F7
Landing Gear ELT Standard Practices: 7C7
Control: 8G13 Artex ELT 110-4: 3C19 Starter
Position and Warning: Battery: 3C19 Bench Tests: 7J12
8G15 Testing: 3C20 Description: 7J7
Lights Wiring Schematic: 3C21 Exploded View: 7J7
Baggage: 8H7 Empennage Group: 6H2 Service Test Specifications:
Courtesy: 8H2 Engine 7J13
Flood: 8H12 Description: 7C15 Troubleshooting: 7J8
Landing: 8H15 Exhaust System - See Exhaust Using External Power: 7J12
Navigation: 8H20 System Throttle Control Adjustment:
Panel: 8G19 Fuel 7G3
Radio: 8H1 Air Bleed Nozzles: 7D18 Timing Marks: 7E13
Reading: 8H2 Injection System: 7D19 Troubleshooting: 7C15
Recognition: 8H24 Injector: 7D20
Strobe: 8H20 Ignition - See Ignition System

PAGE 2
Sep 30/06 INDEX 8B2

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Turbocharger Troubleshooting: 3G24 Troubleshooting: 5D16

Description: 7K1 Fuselage Stations: 1F10 Engine / Airframe
Installation: 7K7 SensorFailures: 5D21
Nomenclature: 7K4 G GDC 74A: 5F1
Troubleshooting: 7K2 Garmin 1000 EFIS GDL 69/69A: 5F7
Wastegate Alerts and Annunciations: 5D18 GDU 1040: 5E4
Adjustment: 7K9 Calibration GEA 71: 5E21
Installation: 7K9 GRS 77/GMU 44: 5H4 GIA 63W: 5E12
Exhaust System Magnetic: 5I4 GMA 1347: 5E10
100 Hour Inspection: 7I7 Components: 5E3 GMU 44: 5F5
Inspection Points: 7I8 Configuration Mode Overview: GRS 77: 5F3
Extinguishing 5F12 GTX 33: 5E23
Portable Fire Extinguisher: 3D7 Description: 5D10 LRU Failures: 5D19
Description: 3D7 Displays: 5D10 Software
Inspection: 3D7 Inspections: 5D24 Load / Configuration: 5G1
Lighting Setup: 5H14 GMA-340
F Cockpit: 5H17 Adjustment: 2H19
Fiberglass Repairs - See Repairs - Magnetic Heading System Audio Panel: 2H17
Fiberglass Calibration: 5I4 Functional Test: 2H17
Flaps Post-Installation Setup: 5F12 Removal and Installation: 2H17
Control System Required Equipment List: 5I9 GNS 430/530
Installation: 3G6 Shield Block Installation: 5F11 Post Installation Setup: 5I11
Rigging and Adjustment: 3G8 Spider Grounds: 5F10 GTX-330
Troubleshooting: 3G5 System Communications: 5D11 Post Installation Setup: 5I16
Inspection Engine / Airframe Interface:
Flap Torque Tube/Pushrod 5D14
H
Distortion Inspection: Flight Instrumentation Heated Pitot-Static Mast: 4C7,
3G11 Interface: 5D13 4D15
Installation: 6J2 Hierarchy: 5G2 Heated Windshield Panel: 4D19
Flareless Tube Fittings: 2C12 Navigation / Communications Hose Specifications: 8C22
Flight Instruments - See also EFIS Interface: 5D15 Hose, Tube, and Line Markings:
Airspeed Indicator: 5C18 Testing 2C11
Altimeter: 5C17 AHRS / ADC Backup Path: Hydraulic System
Attitude Indicator: 5C23 5H13 Installation: 3I20
Directional Gyro: 5H19 Aircraft Interface: 5G17 Pump: 3J2
Magnetic Compass: 5I6 Display Failure: 5H13 Servicing: 1I23
Standby Attitude Indicator: Emergency Power: 5H5 Schematic Diagram: 3I18
5C24 Engine / Airframe: 5H2 Servicing: 3J5
Turn and Bank Indicator: 5I8 GDC 74A: 5G23 Testing: 3J5
Vertical Speed Indicator: 5C16 GIA 63W: 5G21
Fluid Line Identification: 2C10 GIA Failure: 5H12 I
Fluid Tubing Support: 2C13 GMA 1347: 5G20 Ice Protection: 4C5
Fuel System GPS Failure: 5H11 Ignition System
Filter Assembly: 3H18 GRS 77/GMU 44: 5G24 Description: 7E11
Fuel Cells: 3H6 GTX 33: 5G22 Ignition Harness: 7F9
Components: 3H7 Initial Display: 5G16 Harness Cap: 7F13
Fuel Quantity Optional Systems: 5H7 Stripping Tool: 7F10
Calibration: 3I1, 3I5, 3I6 S-TEC 55X Interface: 5H5 Magnetos: 7E12
Needle Deviation: 3H22 Wiring Harness: 5F20 100 Hour Inspection: 7E12
Inspection 500 Hour Inspection and
Fuel Tank / Wing Spar Cleaning: 7E15
Corrosion Inspection: Bearing Bar: 7F2
3H5 Bearings: 7E23

8B3 INDEX SepPAGE 3

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Magnetos (cont.) Per Event Leading Particulars: 1F8

Carbon Brush Assembly: Engine Events/Stoppages: Leveling Airplane: 1G7
7E18 1E16 Life Limited Parts: 1C7
Coil Wedge: 7E23 Flaps Extended Above Lights
Exploded View: 7E20 Maximum Flap Exterior
Impulse Coupling Extension Speed: Landing Lights: 4J15
Pawl Clearance: 7E16 1E17 Navigation Lights: 4J23
Pawls: 7E16 Flood Damage: 1E18 Recognition Lights: 4J23
Internal Timing: 7F2 Hard or Overweight Strobe Lights: 4J24
Oil Seal: 7E23 Landing: 1E16 Interior
Rotor and Stop Pin: 7E15 Lightning Strike: 1E15 Annunciator
Rotor Gear: 7F2 Severe Turbulence: 1E16 Lamp Replacement: 4J13
Testing: 7F4 Progressive Inspection: 1C21 Dimmer Control: 4J13
Timing to Engine: 7E12 Special: 1E5 Locking Airplane: 1H1
Timing Tool Kit Unscheduled: 1E15 Lubrication
Troubleshooting: 7E12 Instruments Application of Grease: 1J8
Spark Plugs: 7F14 Face-Mounted: 6D3 Application of Oil: 1J8
Coupling Torque: 7F16 Introduction: 1A7 Charts: 1J9
Inspection And Cleaning: Air Conditioning: 1J24
7F15 J Baggage Doors: 1J23
Inadvertent Ice Protection System Jacking: 1F21 Cabin Doors: 1J23
- See TKS Control System: 1J14
Index: 1B1 L Fuel Selector: 1J22
Inspection - See also System Landing Gear Main Landing Gear: 1J10
Chapter/Section Description: 4F11 Nose Landing Gear: 1J12
Definitions: 1C19 Emergency Release: 4I1 Power Plant: 1J20
Procedures Extension and Retraction Propeller: 1J20
100 Hour Standby Alternator: Functional Test: 4H17 Seats: 1J23
2I24 Troubleshooting: 4H11
Aft Wing Attach Fitting: 6G15 M
Limit Switches: 4I21
100 Hour: 6G15 Main Magnetic Heading Systems: 5H20
Alternate Air Door: 1J5 Actuating Cylinder: 4H23 Magnetos - See Ignition System
Control Cables: 3D20 Adjustment: 4G5 MAP Gauge: 7G15
Dye Penetrant: 2C14 Aligning: 4G7 Markings - See See Placards
Electrical Bonding: 6F9 Door: 4G9 Mooring: 1H3
Flap Torque Tube/Pushrod Installation: 4G2 Muffler - See Exhaust System
Distortion Inspection: Oleo Strut: 4F22
3G11 Toe-In and Toe-Out
N
Flexible Hoses: 2C10 Correction: 4G8 Nylon Tubing Coupling: 2C14
Garmin 1000 EFIS Tolerances: 4G10
1000 Hour: 5E2 Nose O
Annual / 100 Hour: 5D24 Actuating Cylinder: 4H22
Nylon Tubing Couplings: Olive Clenching: 2C15
Adjustment: 4G24 Outside Air Temperature: 5C19
2C15 Alignment: 4G24
Propeller: 1J6 Oxygen System
Doors: 4H3 Cylinder: 5J7, 5J13, 5J19, 5J21
Restraint System: 3C10 Installation: 4G20
Requirements: 1C21 Description: 5J7
Oleo Strut: 4G16 Inspections: 5J12
Annual / 100 Hour Inspection: Tolerances: 4H4
1C21 Installation: 5J8
Servicing: 1I19 On/Off Control: 5J7, 5K1
Procedure: 1C22 Troubleshooting: 4F13
Overlimits Inspection: 1C21 Outlets: 5J7, 5J12, 5J13, 5J24
Warning: 4I24
Operational Check: 4J1

PAGE 4
Sep 30/06 INDEX 8B4

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Pressure Gauge: 5J7, 5J12, R Stabilator Balancing: 6H4

5J13, 5J23 Stabilator Trim Tab: 6H1
Repairs
Recharge Valve: 5J7, 5J11, Trim Control System
Fiberglass: 6E19
5J13, 5J22 Installation: 3F20
Impacted Damage: 6F4
Regulator Valve: 5J7, 5J13, Rigging and Adjustment:
Metal / Wire Stitching: 6F5
5J21 3F23
Stress Lines: 6F3
Servicing Stall Strips - See TKS
Thermoplastic: 6E21
Cleaning: 5J16 Stall Warning System: 3G1
Cracks: 6F1
Component Limits: 5J13 Functional Tests: 3G1
Deep Scratches: 6E22
Filling Pressures vs. Temp: Standard Practices Airframe: 2C5
Epoxy Patching Compound:
5J12 Starter - See Engine, Starter
6E23
Leak Tests: 5J16 Station Reference Lines: 1F11
List of Materials: 6E24
Purging: 5J16 Steering Pedal Assembly: 3F5
Surface Scratches: 6E22
Refilling: 5J10 Structures
Welding Repair: 6E23
Test Apparatus: 5J13 Description: 6E7
Various: 6F2
Swageloc Fittings: 5J18 Switches
Restraint System: 3C10
Troubleshooting: 5J9 Overhead Panel: 6D5
Revisions
Tubing Installation: 5J15 Push ON/OFF: 6D6
Aerofiche Revision Status: 1A3
Radio Master: 2H15
P Identifying Revised Material:
Rocker-Type: 6D5
1A11
Painting: 2C21 System 55/55X: 2G11
Rod End Bearing Installation: 2C8
Parking: 1H1 Flap Compensator: 2H6
Rudder
Parking Brake: 1H1 GPSS: 2G15
Control System
Piper Pitch Servo: 2H1
Installation: 3E23
Publications: 1A12 Pressure Transducer: 2G18
Rigging and Adjustment: 3F1
Pitot Heat: 4C7, 4D15 Roll Servo: 2G20
Limits: 3F2
Pitot/Static System Servo Clutch Torque
Troubleshooting: 3E21
Description: 5C11 Adjustment: 2H4
Rudder Balancing: 6H12
Installation: 5C12 Trim Monitor: 2G18
Trim Control System
Placards Trim Servo: 2G22
Installation: 3F3
Exterior: 1H11 Troubleshooting: 2G15
Rigging and Adjustment: 3F4
Interior: 1H16
Entertainment Console: 1H23 S T
Instrument Panel: 1H18 Taxiing: 1G17
Safety Walk Installation: 6F5
Principal Dimensions: 1F8 Testing
Seats
Propeller A/C Leaks: 2F3
Seat Back Lock: 3C7
Governor Control Arm: 6J21 ELT: 3C20
Serial Number
Installation: 6J16 Fuel Quantity Gauge: 3H23
Effectivity: 1A9
Torque Limits: 6J15 Garmin 1000 EFIS: 5G16
Explanation: 1A10
Typical Nicks and Removal GMA-340 Functional Test: 2H17
Location: 1F7
Methods: 6J18 Hydraulic System: 3J5
Service Points: 1I15
Propeller Deicing: 4D23 Magnetos: 7F4
Skin Material Specifications: 6E8
Propeller Governor: 6J22 Stall Warning System: 3G1
Spark Plugs - See Ignition System
Adjustment: 6J21 Thermoplastic Repairs - See
Stabilator: 6H1
Publications Repairs - Thermoplastic
Attach Brackets: 6H6
Piper: 1A12 Three View: 1F7
Control System
Vendor: 1A12 Tires
Installation: 3F14
Balancing: 1J6
Rigging and Adjustment.:
Servicing: 1I22
3F16
Limits: 3F17
Troubleshooting: 3F11

8B5 INDEX SepPAGE 5

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

TKS: 4C9 Manifold Pressure Gauge: Windows and Windshields

Drain Valve: 1J2 7G15 Windows: 6I1
Electrical Schematic: 4D13 Oil Pressure Gauge: 7I19 Installation: 6I1
Fluid Quantity Sender: 4D4 Oil Temperature Indicator: 7I21 Windshield: 6H21
Fluid Schematic: 4D11 Oxygen System: 5J9 Defrost: 2D17
Fluid Tank: 4D1 Rudder Control System: 3E21 Installation: 6H22
Fluid Tank Strainer: 4D3 Stabilator Control System: 3F11 Windshield Heat: 4D20
Porous Panel: 4C15 Standby Alternator Regulator: Wing
Finishing with Sealant: 4C20 2J1 Description: 6I9
Installation: 4C19 Starter: 7J8 Installation: 6I14
Stall Strips: 4C21 Strobe Lights: 4J24 Tip: 6I11
Propeller Boot: 4E2 Tachometer: 7G16 Wing Stations: 1F10
Propeller Installation: 4E1 TKS Fault Isolation: 4C11
Propeller Slinger Ring: 4D23 TKS Tubing: 4D12
Proportioning Unit Flow Rates: Turbocharger: 7K2
4D7 Turn and Bank Indicator: 5I8
Pump and Drain Valve: 4C23 Vacuum System: 6C8
System Vertical Speed Indicator: 5C16
Servicing: 1J1 Turbocharger - See Engine,
Test Apparatus: 4C14 Turbocharger
Troubleshooting: 4C10
Torque V
Conversion: 8C15 Vacuum System
Requirements: 8C11 Description: 6C7
Flare Fitting: 8C11 Filter: 6C11
Nuts: 8C13 Gauge: 6C11, 6C17
Torque Wrench Formula: 2C8 Inspection: 6C12
Towing: 1G15 Pump: 6C12
Troubleshooting Pump Fittings: 6C13
Aileron Control System: 3E4 Pump Vane Wear: 6C12
Air Conditioning System: 2E3 Regulator: 6C14
Airspeed Indicator: 5C19 Service: 6C14, 6C17
Alternator System: 2I13 Switch: 6C18
Altimeter: 5C17 Troubleshooting: 6C8
Annunciator: 4E14, 4E20 Vendor
Attitude Indicator: 5C23 Contact Information: 8D7
Cylinder Head Temperature Publications: 1A12
Gauge: 7G21 Vertical Stabilizer: 6H9
Directional Gyro: 5H19
Engine: 7C16 W
Engine Instrument & DDMP: Water Lines: 1F10
7H2 Weeping Wings - See TKS
Exhaust Gas Temperature Weighing Airplane: 1G5
Gauge: 7G19 Wheels
Extension and Retraction: 4H11 Balancer: 1J7
Flap Control System: 3G5 Main
Fuel System: 3G24 Assembly: 4I5
Garmin 1000 EFIS: 5D16 Nose
Inadvertent Ice Protection Assembly: 4I7
System (TKS): 4C11
Landing Gear: 4F13
Magnetic Compass: 5I7
Magnetos: 7E12

PAGE 6
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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER

91
CHARTS & WIRING
DIAGRAMS

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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

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MAINTENANCE MANUAL

CHAPTER 91

LIST OF EFFECTIVE PAGES

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

91-List of 1 Sep 30/06 91-21-50 1 Sep 30/06

Effective Pages 2 Sep 30/06 2 Sep 30/06
3 Sep 30/06 3 Sep 30/06
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PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER 91

LIST OF EFFECTIVE PAGES (continued)

CHAPTER CHAPTER
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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER 91

LIST OF EFFECTIVE PAGES (continued)

CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE

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MAINTENANCE MANUAL

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MAINTENANCE MANUAL

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER 91 - CHARTS & WIRING DIAGRAMS

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

CHARTS 91-10-00 1 8C11

Torque Requirements 1 8C11
Conversion Tables 2 8C12
Hose Specifications 2 8C12
Consumable Materials 2 8C12
Vendor Contact Information 2 8C12
Electrical Wire Coding 2 8C12
Electrical Symbols 2 8C12

WIRING DIAGRAMS (SCHEMATICS) 91-21-20 & up

ATA Code Grid No. Subject Grid No.

2120 8D15 ADF 8I16
2150 8D19 AHRS 8I8
2210 8D23 Air Conditioning 8D19
2300 8E3 Air Data Computer 8I9
2350 8E9 Alternator Power 8E13
2430 8E13 Ammeter 8E19
2440 8F1 Annunciator 8G1
2460 8F3 Attitude Gyro 8I4
2560 8F5 Autopilot 8D23
2730 8F7 Auxiliary Vacuum System 8I20
2750 8F9 Avionics
2820 8F11 Cooling 8D17
2840 8F13 Lighting 8D17
3010 8F19 Baggage Door Ajar 8H11
3030 8F21 Cabin Temp 8J16
3140 8F23 CHT 8J5, 8J11, 8J15
3150 8G1 Clock 8H7
3230 8G13 Configuration Module 8J16
3260 8G15 Data Acquisition Unit 8J10
3310 8G19 Data Link 8F23
3340 8H15 DDMP 8J6
3410 8I1 DME 8I17
3420 8I3 EGT 8J12, 8J13
3440 8I13 Electric Flaps 8F9
3450 8I15 ELT 8F5
3720 8I19 Engine / Airframe Unit 8J17
7430 8I23 Engine Digital Display Monitoring Panel 8J6
7710 8J1 Engine Gauge 8J8
7720 8J5 Entertainment Console 8H6
7740 8J17 Exceedance Audio Alert 8F17
7930 8J19 External Power 8F1
8110 8K1 Fresh Air Blower 8D15
Fuel Flow 8J12, 8J13, 8J14, 8J21

8C9 91 - CONTENTS PAGE 1

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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHAPTER 91 - CHARTS & WIRING DIAGRAMS

TABLE OF CONTENTS

SUBJECT SECTION PAGE GRID NO.

WIRING DIAGRAMS (SCHEMATICS) (continued)

Subject Grid No. Subject Grid No.

Fuel Pump 8F11 OAT Probe 8I1
Fuel Quantity 8F13 Oil Pressure 8J19, 8J21
GMA 1347 Audio Panel 8E10 Oil Temperature 8J19, 8J21
Ground Blocks 8E23 Overhead Speakers 8E9
Ground Clearance 8E3 Pitot Heat 8F21
Hour Meter 8H7 Power Point 8F3
Integrated Avionics Units 8I10 Power Switching 8E22
Landing Gear Primary Flight Display (PFD) 8I7
Control 8G13 Radio Master Switch 8E7
Position and Warning 8G15 RPM 8J1, 8J3, 8J21
Lights Skywatch 8I13
Baggage 8H7 Squat Switch, R.H. 8I1
Courtesy 8H2 Stall Warning 8F7
Flood 8H12 Standby Alternator 8E20
Landing 8H15 Standby Attitude Indicator 8I5
Navigation 8H20 Starter and Accessories 8K1
Panel 8G19 Stormscope 8I14
Radio 8H1 TIT 8J12, 8J14, 8J15
Reading 8H2 TKS System 8F19
Recognition 8H24 Transponder 8I15
Strobe 8H20 Turn and Bank Indicator 8I3
Switch 8G19 VAC 8J5
Taxi 8H15 Vacuum Inop 8I19
Low Voltage Monitor 8E19
Magneto Switch 8I23
MAP 8J2, 8J3, 8J16
Multi-Function Display (MFD) 8I7

PAGE 2
Sep 30/06 91 - CONTENTS 8C10

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHARTS

1. Torque Requirements
CAUTION: DO NOT OVERTORQUE FITTINGS.
NOTE: When installing flared fittings, verify that male threads are properly lubricated. Use torque
fittings values in Chart 1.
The torque values given in Chart 2 are derived from oil-free cadmium-plated threads and are
recommended for all airframe installation procedures where torquing is required, unless otherwise noted
in sections where other values are stipulated. Engine torque values are found in the latest revision of
Lycoming SSP-1776, and propeller torque values are found in 61-10-00. Chart 1 lists the torque values
for flared fittings of various sizes and material.
A. Calibrate the torque wrench periodically to assure accuracy, and recheck frequently.
B. Unless otherwise specified, torque all nuts to the applicable torque in Chart 2. If the nut
(or bolt) is listed but not its mating fastener, use the lower torque in Chart 2 for the listed nut (or
bolt).
NOTE: If normal operation requires movement between any of the components being clamped
together, tighten the nut (or bolt) enough to insure intended operation of the assembly.
C. Bolt and nut threads should be clean and dry unless otherwise specified. If the threads are to be
lubricated, reduce the recommended nut torque given in Chart 2 (plus the friction drag torque) by
50%.
D. For thread sizes 8 through 7/16, add the friction drag torque (in Chart 2) for all self-locking
fasteners. For non-self locking fasteners, assume the friction drag torque to be zero.

CHART 1
FLARE FITTING TORQUE VALUES
TORQUE — INCH-POUNDS
TUBING ALUMINUM - ALLOY STEEL TUBING HOSE END FITTING
OD TUBING FLARE - AND FLARE AND
INCHES 10061 OR AND 10078 AND 10061 HOSE ASSEMBLIES
MINIMUM MAXIMUM MINIMUM MAXIMUM MINIMUM MAXIMUM
1/8 ——— ——— ——— ——— ——— ———
3/16 ——— ——— 90 100 70 100
1/4 40 65 135 150 70 120
5/16 60 80 180 200 85 180
3/8 75 125 270 300 100 250
1/2 150 250 450 500 210 420
5/8 200 350 650 700 300 480
3/4 300 500 900 1000 500 850
1 500 700 1200 1400 500 1150
1-1/4 600 900 ——— ——— ——— ———
1-1/2 600 900 ——— ——— ——— ———
1-3/4 ——— ——— ——— ——— ——— ———
2 ——— ——— ——— ——— ——— ———

8C11 91-10-00 SepPAGE 1

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 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

E. For other bolt sizes, determine 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.) Add the friction drag torque to the specified torque to get the final
torque.
NOTE: If the bolt is stationary and the nut is torqued, use the lower side of the torque range. If the
nut is stationary and the bolt is torqued use the higher side of the torque range.
F. When torquing castellated nuts, begin with minimum torque plus friction drag torque, but do not
exceed maximum torque plus friction drag torque when aligning cotter key hole with the
castellations in the nut. If they do not align change washers and retorque.
NOTE: When using castellated nuts on movable joints, do not torque as described above. Tighten
nuts only enough to remove looseness in the joint and install the cotter pin.
G. Unless otherwise specified, when parts are used on Lycoming engines, using Piper furnished or
existing Lycoming threaded fasteners, use the torque specified in Lycoming Service Table of Limits
SSP-1776 latest revision.
H. After the final torque, apply 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.
2. Conversion Tables
The following charts contain various conversion data that may be useful when figuring capacities,
lengths, temperatures, and various weights and measures from the English system to the metric system
or back again:
Chart 3, Torque Conversion
Chart 4, Decimal Conversions
Chart 5, Temperature Conversion
Chart 6, Weights and Measures Conversion
Chart 7, Metric Conversion
Chart 8, Drill Sizes
3. Hose Specifications
See Chart 9.
4. Consumable Materials
See Chart 10.
5. Vendor Contact Information
See Chart 11.
6. Electrical Wire Coding
See Chart 12.
7. Electrical Symbols
See Chart 13.

PAGE 2
Sep 30/06 91-10-00 8C12

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 2 (Sheet 1 of 2)
RECOMMENDED NUT TORQUES

TORQUES: The impor tance of correct application can not be over-

emphasized. Undertorque can result in unnecessary wear of nuts and bolts as CHART B
well as the parts they are holding together. When insufficient pressures are
COARSE THREAD SERIES
applied, uneven loads will be transmitted throughout the assembly which may
result in excessive wear or premature failure due to fatigue. Overtorque can be
equally damaging because of failure of a bolt or nut from overstressing the BOLTS
threaded areas. The following procedures should be followed to assure that Steel Tension
the correct torque is applied:
1. Self-Locking Fasteners - Add the friction torque from Chart “A” for sizes 8 AN 3 THROUGH AN 20
through 7/16 to the recommended torque from Chart “B” to get the final AN 42 THROUGH AN 49
torque. This would be the actual reading on the torque wrench. To AN 73 THROUGH AN 81
determine friction drag torque for sizes 1/2 through 1 1/4, turn the nut fully
AN 173 THROUGH AN 186
on to the bolt and determine the torque required to turn the nut. Add this
friction drag torque to the torque given in Chart “B”. MS 20033 THROUGH MS 20046
2. Castellated and Non-Self Locking Nuts - Use only the torque given in MS 20073
Chart “B”. Unless otherwise specified, when castellated nuts are used MS 20074
with a cotter pin on moving joints, do not torque the nut. Turn the nut onto AN 509 NK9
the bolt until proper grip is established and alignment with the cotter pin MS 24694
hole is achieved. Then install the cotter pin. AN 525 NK525
GENERAL REQUIREMENTS. MS 27039
1. Calibrate the torque wrench periodically to assure accuracy. Recheck
frequently.
2. Ascertain that the bolt and nut threads are clean and dry (unless
otherwise specified by the manufacturers.) If the bolt or nut is required to NUTS
be lubricated prior to tightening, the torque range should be reduced 50
percent. Steel Tension Steel Shear
3. Use a bolt long enough to prevent bearing loads on the threads. The
complete chamfer or end radius of the bolt or screw must extend through AN 310 AN 320
the nut. AN 315 AN 364
4. Unique torques specified in the text of this manual supercede the torques
AN 363 NAS 1022
given in Charts “A” and “B”.
5. Refer o the latest revision of Lycoming Service Table Limits, SSP1776, for AN 365 MS 17826
torques on parts used on Lycoming engines. NAS 1021 MS 20364
6. A maximum of two AN960 washers may be added under bolt heads or MS 17825
nuts to correct for variations in material thickness within the tolerances MS 21045
permitted. MS 20365
7. Self-Locking Fasteners - Limitations of the use of self-locking nuts, bolts MS 20500
and screws including fasteners with non-metallic inserts are as follows: NAS 679
A. Fasteners incorporating self-locking devices shall not be reused if
they can be run-up using only fingers. They may be reused if hand
tools are required to required to run them up providing there is no
obvious damage to the self-locking device prior to installation. Nut-bolt Torque Limits Torque Limits
B. Bolts 5/16 inch diameter and over with cotter pin holes may be used size in-lbs. in-lbs.
with self-locking nuts. Nuts with non-metallic locking devices may be
used in this application only if the bolts are free from burrs around Min. Max. Min. Max.
the cotter pin hole.
C. Do not use self-locking nuts at joints which subject either the nut or 8-32 12 15 7 9
bolt to rotate.
10-24 20 25 12 15
D. Never tap or rethread self-locking fasteners. Do not use nuts, bolts
or screws with damaged threads or rough ends. 1/4-20 40 50 25 30
5/16-18 80 90 48 55
CHART A - FRICTION DRAG TORQUE FOR GIVEN BOLTS 3/8-16 160 185 95 110
7/16-14 235 255 140 155
BOLT FRICTION DRAG TORQUE (IN. -LB.) 1/2-13 400 480 240 290
SIZE Coarse Fine 9/16-12 500 700 300 420
8 15 -- 5/8-11 700 900 420 540
10 18 18 3/4-10 1,150 1,600 700 950
1/4 30 15 7/8-9 2,200 3,000 1,300 1,800
5/16 60 60 1-8 3,700 5,000 2,200 3,000
3/8 80 80 1-1/8-8 5,500 6,500 3,300 4,000
1-1/4-8 6,500 8,000 4,000 5,000
7/16 100 100

8C13 91-10-00 SepPAGE 3

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 2 (Sheet 2 of 2)
RECOMMENDED NUT TORQUES

FINE THREAD SERIES

BOLTS BOLTS BOLTS

Steel Tension Steel Tension Aluminum

AN 3 THRU AN 20 MS 20004 THRU MS 20024 AN 3DD THRU AN 20DD

AN 42 THRU AN 49 NAS 144 THRU NAS 158 AN 173DD THRU AN 186DD
AN 73 THRU AN 81 NAS 333 THRU NAS 340 AN 509DD
AN 173 THRU AN 186 NAS 583 THRU NAS 590 AN 525D
MS 20033 THRU MS 20046 NAS 624 THRU NAS 644 MS 27039D
MS 20073 NAS 1303 THRU NAS 1320 MS 24694DD
MS 20074 NAS 172
AN 509 NK9 NAS 174
MS 24694 NAS 517
AN 525 NK525
MS 27039

NUTS NUTS NUTS

Steel Tension Steel Shear Steel Tension Steel Shear Alum. Tension Alum. Shear

AN 310 AN 320 AN 310 AN 320 AN 365D AN 320D

AN 315 AN 364 AN 315 AN 364 AN 310D AN 364D
AN 363 NAS 1022 AN 363 NAS 1022 NAS 1021D NAS 1022D
AN 365 MS 17826 AN 365 MS 17826
NAS 1021 MS 20364 MS 17825 MS 20364
MS 17825 MS 20365
MS 21045 MS 21045
MS 20365 NAS 1021
MS 20500 NAS 679
NAS 679 NAS 1291

Nut-bolt Torque Limits Torque Limits Torque Limits Torque Limits Torque Limits Torque Limits
size in-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

PAGE 4
Sep 30/06 91-10-00 8C14

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 3
TORQUE CONVERSION

INCH POUNDS (IN.-LBS.) TO CENTIMETER KILOGRAMS (CMKG.)

CENTIMETER KILOGRAMS (CMKG.) TO INCH POUNDS (IN.-LBS.)
FOOT POUNDS (FT.-LBS.) TO METER KILOGRAMS (MKG.)
METER KILOGRAMS (MKG.) TO FOOT-POUNDS (FT.-LBS.)

IN.-LBS. CMKG. FT.-LBS. MKG. FT.-LBS. MKG. MKG. FT.-LBS.

5 5.76 2.5 .346 115 15.900 1 7.23
10 11.52 5 .691 120 16.591 2 14.46
15 17.28 7.5 1.037 125 17.282 3 21.69
20 23.04 10 1.383 130 17.974 4 28.98
25 28.80 12.5 1.728 135 18.665 5 36.16
30 34.56 15 2.074 140 19.356 6 43.39
35 40.32 17.5 2.419 145 10.047 7 50.63
40 46.08 20 2.765 150 20.739 8 57.86
45 51.84 22.5 3.111 155 21.430 9 65.09
50 57.60 25 3.456 160 22.121 10 72.32
55 63.36 27.5 3.802 165 22.813 11 79.56
60 69.12 30 4.148 170 23.504 12 86.79
65 74.88 32.5 4.493 175 24.195 13 94.02
70 80.64 35 4.839 180 24.887 14 101.26
75 86.40 37.5 5.185 185 25.578 15 108.49
80 92.16 40 5.530 190 26.269 16 115.72
85 97.92 42.5 5.876 195 26.960 17 122.95
90 103.68 45 6.222 200 27.652 18 130.19
95 109.44 47.5 6.567 105 28.343 19 137.42
100 115.20 50 6.913 210 29.034 20 144.65
105 120.96 52.5 7.258 215 29.726 21 151.89
110 126.72 55 7.604 220 30.417 22 159.12
115 132.48 57.5 7.950 225 31.108
120 138.24 60 8.295 230 31.800
62.5 8.641 235 32.491
CMKG. IN.-LBS. 65 8.987 240 33.182
67.5 9.332 245 33.873
50 43.4
70 9.678 250 34.565
100 86.8
72.5 10.024 255 35.256
150 130.2
75 10.369 260 35.947
200 173.6
77.5 10.715 265 36.639
250 217.0
80 11.060 270 37.330
300 260.4
82.5 11.406 275 38.021
350 303.8
85 11.752 280 38.713
400 347.2
87.5 12.097 285 39.404
450 390.6
90 12.443 290 40.095
500 434.0
92.5 12.789 295 40.786
550 477.4
95 13.134 300 41.478
600 520.8
97.5 13.480
650 564.2
100 13.826
700 607.6
105 14.517
110 15.208

8C15 91-10-00 SepPAGE 5

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

PAGE 6
Sep 30/06 91-10-00 8C16

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 4
DECIMAL CONVERSIONS

8C17 91-10-00 SepPAGE 7

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 5
TEMPERATURE CONVERSION

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 conver t 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

PAGE 8
Sep 30/06 91-10-00 8C18

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 6
WEIGHTS AND MEASURES CONVERSION

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.

8C19 91-10-00 SepPAGE 9

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 7
METRIC CONVERSION
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

PAGE 10
Sep 30/06 91-10-00 8C20

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 8
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 0.01285 3.2639 58 0.042 1.0668

25/64 0.3906 9.9212 7/32 0.2187 5.5562 1/8 0.125 3.1750 59 0.041 1.0414
W 0.386 9.8044 3 0.213 5.4102 31 0.120 3.048 60 0.040 1.016
V 0.377 9.5758 4 0.209 5.3086 32 0.116 2.9464 61 0.039 0.9906
3/8 0.375 9.5250 5 0.2055 5.2197 33 0.113 2.8702 62 0.038 0.9652
U 0.368 9.3472 6 0.204 5.1816 34 0.111 2.8194 63 0.037 0.9398

23/64 0.3593 9.1262 13/64 0.2031 5.1594 35 0.110 2.794 64 0.036 0.9144
T 0.358 9.1281 7 0.201 5.1054 7/64 0.1093 2.7781 65 0.035 0.899
S 0.346 8.7884 8 0.199 5.0546 36 0.1065 2.7051 66 0.033 0.8382
11/32 0.3437 8.7300 9 0.196 4.9784 37 0.104 2.6416 1/32 0.0312 0.7937
R 0.339 8.6106 10 0.1935 4.9149 38 0.1015 2.5781 67 0.032 0.8128

Q 0.332 8.4328 11 0.191 4.8514 39 0.0995 2.5273 68 0.031 0.7874

21/64 0.3281 8.3337 12 0.189 4.8006 40 0.098 2.4892 69 0.029 0.7366
P 0.323 8.2042 3/16 0.1875 4.7625 41 0.096 2.4384 70 0.028 0.7112
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.

8C21 91-10-00 Sep

PAGE 11
30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 9
HOSE SPECIFICATIONS

SINGLE WIRE BRAID FABRIC COVERED

TUBE HOSE HOSE RECOMMENDED MIN MAX MIN

MIL SIZE SIZE SIZE OPER. BURST PROOF BEND
PART NO. O.D. I.D. O.D. PRESS PRESS PRESS RADIUS

MIL-H-8794- 3-L 3/16 1/8 .45 3,000 12,000 6,000 3.00

MIL-H-8794- 4-L 1/16 3/16 .52 3,000 12,000 6,000 3.00
MIL-H-8794- 5-L 5/16 1/4 .58 3,000 10,000 5,000 3.38
MIL-H-8794- 6-L 3/8 5/16 .67 2,000 9,000 4,500 4.00
MIL-H-8794- 8-L 1/2 13/32 .77 2,000 8,000 4,000 4.63
MIL-H-8794-10-L 5/8 1/2 .92 1,750 7,000 3,500 5.50
MIL-H-8794-12-L 3/4 5/8 1.08 1,500 6,000 3,000 6.50
MIL-H-8794-16-L 1 7/8 1.23 800 3,200 1,600 7.38
MIL-H-8794-20-L 1 1/4 1 1/8 1.50 600 2,500 1,250 9.00
MIL-H-8794-24-L 1 1/2 1 3/8 1.75 500 2,000 1,000 11.00
MIL-H-8794-32-L 2 1 13/16 2.22 300 1,400 700 13.25
MIL-H-8794-40-L 2 1/2 2 3/8 2.88 200 1,000 300 24.00
MIL-H-8794-48-L 3 3 3.56 200 800 300 33.00

Construction: Seamless synthetic Uses: Hose is approved for use in

rubber inner tube reinforced with aircraft hydraulic, pneumatic, coolant,
one fiber braid, one braid of high fuel and oil systems.
tensile steel wire and covered with
an oil resistant rubber impregnated Operating Temperatures:
fiber braid. Sizes -3 thru -12: Minus 65°F. to plus
Identification: Hose is identified by 250°F.
specification number, size number, Sizes -16 thru -48: Minus 40°F to
quar ter year and year, hose plus 275°F.
manufacturer's identification.
NOTE: Maximum temperatures and
pressures should not be used
simultaneously.

MULTIPLE WIRE BRAID RUBBER COVERED

TUBE HOSE HOSE RECOMMENDED MIN MAX MIN

MIL SIZE SIZE SIZE OPER. BURST PROOF BEND
PART NO. O.D. I.D. O.D. PRESS PRESS PRESS RADIUS

MIL-H-8788- 4-L 1/4 7/32 .63 3,000 16,000 8,000 3.00

MIL-H-8788- 5-L 5/16 9/32 .70 3,000 14,000 7,000 3.38
MIL-H-8788- 6-L 3/8 11/32 .77 3,000 14,000 7,000 5.00
MIL-H-8788- 8-L 1/2 7/16 .86 3,000 14,000 7,000 5.75
MIL-H-8788-10-L 5/8 9/16 1.03 3,000 12,000 6,000 6.50
MIL-H-8788-12-L 3/4 11/16 1.22 3,000 12,000 6,000 7.75
MIL-H-8788-16-L 1.00 7/8 1.50 3,000 10,000 5,000 9.63

Hose Construction: Seamless synthetic rubber inner tube reinforced with Uses: High pressure hydraulic,
one fabric braid, two or more steel wire braids, and covered with a pneumatic, coolant, fuel and oil.
synthetic rubber cover (for gas applications, request perforated cover).
Operating Temperature:
Identification: Hose is identified by specification number, size number,
quarter year and year, hose manufacturer's identification. Minus 65°F to plus 200°F.

PAGE 12
Sep 30/06 91-10-00 8C22

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 10 (Sheet 1 of 7)
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)
Adhesive,
Rudder Pedal Pads 3M EC 1300L Local Supplier
Adhesive, Forward RTV 103 or 133 GE
Cabin Door Seal
Anti-Galling MIL-A-907 Ease-Off Taxacone Company
Solution
Anti-Seize Compound MIL-T-5544 Armite Product Armite Laboratories
(Graphite Petrolatum)
Anti-Seize Compound Exxon Oil Company
Royco 44 Royal Lubricants Co.
Anti-Seize Compound TT-A-580 Armite Product Armite Laboratories
(White Lead Base) (JAN-A-669)
Anti-Seize Thread Fel-Pro C5-A Fel-Pro Incorporated
Compound “HIGH
TEMPERATURE”
Buffing and Rubbing Automotive Type DuPont Company
Compounds DuPont #7

Ram Chemical #69 Ram Chemicals

Compound for Mirror Glaze Mirror Bright Polish
Polishing Co., Incorporated
Plexiglas Polish P-P-560 Part Number 403D Permatex Co., Inc.
and Cleaner Kansas City, Kansas
66115
Cleaners Fantastic Spray Local Supplier
Perchlorethylene
VM&P Naphtha
(Lighter Fluid)
Deicer Boot Surface Agemaster B.F. Goodrich
Coatings
Dry Lubricant MIL-L-60326 MS-122-6075 Local Supplier
Epoxy Patching Solarite #400 Solar Compounds Corp.
Compound

8C23 91-10-00 Sep

PAGE 13
30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 10 (Sheet 2 of 7)
CONSUMABLE MATERIALS
MATERIAL SPECIFICATION PRODUCT VENDOR
Gasket Cement Permatex No. 2 Permatex Company, Inc.
Grease, Actuator 2196-74-1 Dukes Astronautics Co.
Grease, Aircraft MIL-G-23827A Supermil Grease Amoco
Instrumentation, (See Note at end.) No. A72832
Gear and Actuator
Screw (Temp. Range - Royco 27A Royal Lubricants Co.
(100°F to +250°F)
Shell 6249 Grease Shell Oil Company
RR-28 Socony Mobil Oil Co.
Castrolease A1 Burmah-Castrol LTD.
Low-Temp. Grease E.P. Texaco Incorp.
5114 E.P. Grease Standard Oil of Calif.
AV55
Aeroshell Grease 7 Shell Oil Company
Braycote 627S
Mobil Grease 27 Mobil Oil Corporation
B.P. Aero Grease 31B B.P. Trading Limited
Grease, Aircraft MIL-G-3278 Unitemp E.P. Texaco Incorporated
Instrumentation,
Gear and Actuator RPM Aviation Grease Standard Oil of Calif.
Screw (Temp. Range - 5, Supermil Grease
65°F to +250°F) No. 8723
Aeroshell Grease 7A Shell Oil Corporation
Royco 78 Royal Lubricants
Company
L-1212 Sinclair Refining Co.
1916 Uni-Temp California Texas Oil
Grease Corporation
Grease Ball and MIL-G-18709 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

PAGE 14
Sep 30/06 91-10-00 8C24

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 10 (Sheet 3 of 7)
CONSUMABLE MATERIALS
MATERIAL SPECIFICATION PRODUCT VENDOR
Grease, General MIL-G-81322 Marfax All Purpose Texaco Incorporated
Purpose Wide
Temperature Aeroshell No. 6 Shell Oil Company
Mobil Grease 77 Mobil Oil Corporation
or Mobilux EP2
Shell Alvania EP2 Shell Oil Company
Royco 22 Royal Lubricants
Company
Mobil Grease 28 Mobil Oil Corporation
Aeroshell No. 22 Shell Oil Company
Grease, High MIL-G-3545 High Temp. Grease, Texaco Incorporated
Temperature Marfak All Purpose
Shellaire Grease HT Shell Oil Company
Alvania E.P. Grease 2
Aeroshell Grease 5
Grease 77, Mobilux Mobil Oil Corporation
E.P. 2
Royco 45A Royal Lubricants Co.
L-1231 Sinclair Refining
Company
Grease, Aircraft MIL-G-7711 Regal AFB2 Regal Texaco Incorporated
General Purpose Starfak Premium
PED 3040 Standard Oil of Calif.
Aeroshell Grease 6 Shell Oil Company
Royco II Royal Lubricants Co.
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, Lubricating, MIL-G-6032 Royco 32 Royal Lubricant Co.
Plug Valve, 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

8D1 91-10-00 Sep

PAGE 15
30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 10 (Sheet 4 of 7)
CONSUMABLE MATERIALS
MATERIAL SPECIFICATION PRODUCT VENDOR
Grease, Waterproof, Aero Lubriplate Fiske Brothers
High and Low Refining 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.
Hydraulic Fluid MIL-H-5606 Brayco 756D Bray Oil Company
TL-5874 Texaco Incorporated
PED 3565 Standard Oil Company
of California
Aircraft Hydraulic Texaco Incorporated
Oil AA
RPM Aviation Oil Standard Oil Company
No. 2 Code of California
PED 2585
PED 3337
3126 Hydraulic Oil Exxon Company U.S.A.
(Univis 40)
Aeroshell Fluid 4, Shell Oil Company
SL-7694
Aero HF Mobil Oil Corporation
Royco 756, 756A Royal Lubricants Co.
and 756B
Isopropyl Alcohol Fed. Spec. TT-I-735 Local Supplier
Isocryl Tape (PMS-C1012-2) Schnee Moorehead
Chemicals, Incorporated
Kevlar Kevlar Kevlar Special Products
Leak Detector MIL-L-25567 ALPHA 73 U.S. Gulf Corporation
Solution for Oxygen Leak Detector
Oxygen Systems Type 1
Leak Tec #16-OX American Gas and
Chemical Co. LTD.
Loctite MIL-S-22473 Loctite 290 Loctite Corporation
Grade AA
MIL-S-22473 Loctite 222
Grade H and HV
Methylethylketone Fed. Spec. TT-M-261 Local Supplier

PAGE 16
Sep 30/06 91-10-00 8D2

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 10 (Sheet 5 of 7)
CONSUMABLE MATERIALS
MATERIAL SPECIFICATION PRODUCT VENDOR
Molybdenum MIL-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
Oil Lubricating, MIL-L-7870 Caltex Low Temp. Caltex Oil Products
General Purpose, Oil Company
Low Temperature
Sinclair Aircraft Sinclair Refining
Orbit Lube Company
1692 Low Temp Oil Texaco Incorporated
Aviation Instrument Standard Oil Company
Oil of California
Royco 363 Royal Lubricants Co.
Rain Repellent FSCM 50150 Repcon Unelco Corporation
Safety Walk Flextred 300 Wooster Products,
Pressure Sensitive Incorporated
Sealant MIL-S-11031B PRC 5000 Products Research
PRC 383 Company
Sealant, Fuel *RS-36b, Stripper CEE BEE Chemical Co.
Tank Sealing (thin)
*RS-24b, Stripper
(thick)
*PR 1422 A-2 Sealant Products Research
(Brushing Consistency) Company
*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 Products Research
(Anti-Bacteriological Company
Coating)

8D3 91-10-00 Sep

PAGE 17
30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 10 (Sheet 6 of 7)
CONSUMABLE MATERIALS
MATERIAL SPECIFICATION PRODUCT VENDOR
Sealant, Fuel * BJO-0930, Phenolic Union Carbide Plastics
Tank Sealing(continued) Balloons Division
* ERL-2795, Epoxy
Resin
* 22LA-0340
Polyamid Hardener
Class A-2 * Thiokol MC-236
* NOTE: Use of Equivalent Sealant Approved.
Sealant, Fuselage Class A-1/2, A-2, B-2 H.S. Bancroft Corp.
Structure B-4, B-6, B-8
EC 1239 Minnesota Mining and
Manufacturing
Industrial Specialties
Division
EC 612 (Leak Marker or
Weather Stripping, etc)
G.E.-SS-4004 (Primer) General Electric
RTV-88 with Silicone Products
RTV-9811 Department
Sealant, MIL-S-7502B B-1/4, PR 1221 Products Research
Windshield & Windows B-1/2, B-2, B-4, B-8, Company
B-12
PR 1425
Piper P/N 279-066 * Thiokol MC-236-B4
Sealing Compound, Tite-Seal Radiator Specialty Co.
Gasket and Joint
Sealer PR 1321 B-1/2 Products Research
Company
Silicone Compound MIL-S-8660 DC-4, DC-6 Dow Corning
(MIL-C-21567) Compound
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

PAGE 18
Sep 30/06 91-10-00 8D4

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 10 (Sheet 7 of 7)
CONSUMABLE MATERIALS
MATERIAL SPECIFICATION PRODUCT VENDOR
Solvents (continued) Type II - High Local Supplier
Temperature
Propeller Slip Ring CRC-2-26 Corrosion Reaction
Cleaning Solvent Consultants, Inc.
Toluol TT-M-261 Local Supplier
Trichlorethylene MIL-T-7003 Perm-A-Clor Dextrex Chemical
Industries, Inc.
Turco 4217 Turco Products, Inc.
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 Sealant MIL-T-27730 Permacel 412 Johnson & Johnson, Inc.
for High Pressure Permacel Division
Oxygen System
Vinyl Foam 1 in. x 1/8 in. 530 Series, Type I Norton Tape Division
Vinyl, Foam Tape 1/8 in. x 1 in. 501 Series, Type II Norton Tape Division
Vinyl, Black Plastic 2 in. x 9 mil. and/or
1 1/2 in. x 9 mil.
Corrosion Retardant MIL-C-16173 D LPS-3 Heavy Duty Holt Lloyd Corp.
Compounds (Piper P/N 197-508) Rust Inhibitor
(Piper P/N 197-509) Metal Parts Protector Chemi-Cap. Chemical
Protector Flex Packaging Corp.
NOTE: Take precautions when using MIL-G-23827 and engine oil. These lubricants contain chemicals
harmful to painted surfaces.

8D5 91-10-00 Sep

PAGE 19
30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

PAGE 20
Sep 30/06 91-10-00 8D6

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 11 (Sheet 1 of 2)
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
Dextrex Chemical
Amoco Oil Co. P. O. Box 501 Holt Lloyd Corp.
200 E. Randolph Drive Detroit, MI 48232 4647 Hugh Howell Rd.
Chicago, IL 60601 Tucker, GA 30084
Dow Corning Corporation
312-856-5111 404-934-7800
Alpha Molykote Plant
Armite Laboratories 64 Harvard Avenue J
1845-49 Randolph Street Stanford, CT 06902
Johnson & Johnson, Inc.
Los Angeles, CA 90001
Dukes Astronautics Co. Permacel Division
213-587-7744
7866 Deering Avenue 501 George Street
B Canoga Park, CA 91304 New Brunswick, NJ 08901
201-524-0400
BP Trading Limited DuPont Company
Moore Lane Finishes Div. K
Brittanic House DuPont Building
Kevlar Special Products
London E.C. 2 Wilmington, DE 19898
E.I. DuPont de Nemours & Co.,
England 302-774-1000
(Inc.)
Bray Oil Company E Textile Fibers Department
1925 N. Marianna Avenue Centre Road Building
Exxon Oil Company
Los Angeles, CA 98103 Wilmington, DE 19898
1251 Avenue of the Americas
213-268-6171 302-999-3156
New York, NY 10020
Burmah - Castrol Inc. 212-398-3093 L
30 Executive Avenue
F Lehigh - Tenneco Chemicals Co.,
Edison, NJ 08817
Inc.
201-287-3140 Fel-Pro Incorporated
Chestertown, MD 21620
7450 N. McCormick Blvd.
C 301-778-1991
Box C1103
California Texas Oil Corp., Skokie, IL 60076 Loctite Corporation
380 Madison Avenue 312-761-4500 777 N. Mountain Road
New York, NY 10017 Newington, CT 06111
Fiske Brothers
800-243-8160
Caltex Oil Products Co. Refining Company
In CT 800-842-0225
New York, NY 10020 120 Lockwood Street
Newark, NJ 07105
CEE BEE Chemical Co.
201-589-9510
9520 E. CEE BEE Drive
Box 400 G
Downey, CA 92041
General Electric Co.
Chemi-cap Silicone Products Dept.
Chemical Packaging Corp. Waterford, NY 12188
1100 N.W. 70th Street 518-237-3330
Ft. Lauderdale, FL 33309
305-665-9059

8D7 91-10-00 Sep

PAGE 21
30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 11 (Sheet 1 of 2)
VENDOR CONTACT INFORMATION

M R Sun Oil Company of Penna

5 Penn Center Plaza
Minnesota Mining and MFG Radiator Specialty Co.
Philadelphia, PA 19103
3M Center P.O. Box 34689
215-972-2000
St. Paul, MN 55144 Charlotte, NC 28234
612-733-1110 704-377-6555 T
Mirror Bright Polish Co., Inc. Ram Chemicals Taxacone Company
Irvine Industrial Complex 201 E. Alondra Blvd. P.O. Box 10823 TR
P.O. Box 17177 Gardena, CA 90248 Dallas, TX 75208
Irvin, CA 92713 213-321-0710
Texaco, Inc.
714-557-9200
Rockwell International 2000 Westchester Avenue
Mobil Oil Corporation 600 Grant Street White Plains, NY 10650
150 E. 42nd Street Pittsburgh, PA 15219 914-253-4000
New York, NY 10017 412-565-2000
Turco Products Inc.
212-883-4242
Royal Lubricants Company 24600 S. Main Street
Morton Inc. River Road Box 6200
7341 Anacona Ave E. Hanover, NJ 07936 Carson, CA 90749
Garden Grove, CA 92641 201-887-3100 213-835-8211
724-373-2837
S U
Fax 724-373-1913
Schnee Moorhead Chemicals, Inc. U.S. Gulf Corp.
N
P.O. Box 233
Shamban W.S. and Co.
Norton Tape Division Stoney Brook, NY 11790
1857 Centinela Avenue
Department 6610 212-683-9221
Santa Monica, CA 90404
Troy, NY 12181
213-397-2195 Unelko Corporation
518-273-0100
727 E. 110th Street
Shall Oil Company
P Chicago, IL 60628
One Shell Plaza
Parker Seal Company Houston, TX 77003 Union Carbide; Plastic Div.
17325 Euclid Avenue 713-220-6697 270 Park Avenue
Cleveland, OH 44112 New York, NY 10017
Sinclair Refining Co.
216-531-3000 212-551-3763
600 Fifth Avenue
Permatex Co., Inc. New York, NY 10020 V
P.O. Box 11915
Socony Mobil Oil Co. Virginia Chemical
Newington, CT 06111
Washington 5, DC 20005 3340 W. Norfolk Rd.
203-527-5211
Portsmouth, VA 23703
Solar Compounds Corp.
Products Research Co. 703-484-5000
1201 W. Blancke Street
2919 Empire Avenue
Linden, NJ 07036 W
Burbank, CA 91504
201-862-2813
213-849-3992 Wooster Products, Inc.
Standard Oil of California 1000 Spruce Street
225 Bush Street Wooster, OH 44691
San Francisco, CA 94104 800-321-4936
415-894-7700 In OH 216-264-2844

PAGE 22
Sep 30/06 91-10-00 8D8

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 12
ELECTRICAL WIRE CODING

CIRCUIT FUNCTION CIRCUITS

LETTER
A AUTOPILOT
C CONTROL SURFACE
E ENGINE INSTRUMENT
F FLIGHT INSTRUMENT
G LANDING GEAR
H HEATER - VENTILATING & DEICING
J IGNITION
K STARTER
L LIGHTING
P POWER
Q FUEL & OIL
RP RADIO POWER
RZ RADIO AUDIO
W WARNING

8D9 91-10-00 Sep

PAGE 23
30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 13 (Sheet 1 of 3)
ELECTRICAL SYMBOLS (OLD STYLE)

PAGE 24
Sep 30/06 91-10-00 8D10

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 13 (Sheet 2 of 3)
ELECTRICAL SYMBOLS
AIRCRAFT LOCATION SYMBOLS ADJUSTABILITY BATTERIES BUS

FS WL BL
+ -

GENERAL GENERAL MULTICELL

FUSELAGE STATION WATER LINE BUTT LINE

CABLES AND CONDUCTORS

P T

OR

SHIELDED
COAXIAL SHIELDED TWO SHIELDED
TWISTED TWISTED SINGLE
GROUPING OF LEADS CABLE CONDUCTOR TWISTED
PAIR TRIPLE CONDUCTOR
W / GROUND PAIR

CAPACITOR CIRCUIT BREAKERS

CONNECTORS

CURRENT LIMITER
A
CB PUSH PUSH-PULL SWITCH B
GENERAL BASIC BREAKER BREAKER BREAKER
RECEPTACLE PLUG MATED PLUG
& RECEPTACLE

DIODES FUSE GROUNDS

-A

GENERAL ZENER, ZENER,

GROUND OR GROUND TO
UNIDIRECTIONAL BIDIRECTIONAL OR
CIRCUIT CHASSIS
RETURN (WITH TERMINAL)

HORN HEATED ELEMENT SQUIB ELECTRIC LAMPS

A*
IGNITER

INDICATOR LIGHT
(* LETTER DENOTES INCANDESCENT FLUORESCENT
COLOR - ASTERISK LAMP LAMP
IS NOT PART OF SYMBOL)

METER POLARITY POTENTIOMETER

MOTOR

A
M + -
* LETTER DENOTES THE
TYPE OF METER POSITIVE NEGATIVE
i.e. A = AMMETER

RESISTOR
SPLICE
TERMINAL BOARD
RELAY COIL RHEOSTAT
1
PERMANENT 2
3
4

DISCONNECT

TRANSISTORS
TRANSDUCER TRANSFORMERS

GENERAL PNP TYPE NPN TYPE

THERMAL ELEMENT COILS

(TRANSDUCER)
SINGLE PHASE
(3) WINDING NON SATURATING
GENERAL GENERAL ADJUSTABLE
W/CORE

8D11 91-10-00 Sep

PAGE 25
30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

CHART 13 (Sheet 3 of 3)
ELECTRICAL SYMBOLS

PUSH BUTTON MOMENTARY OR

CONTACT SWITCH ASSEMBLIES
SPRING RETURN
BASIC

(MAKE) (BREAK)
CLOSED OPEN TRANSFER CIRCUIT TWO
CIRCUIT
CONTACT CONTACT CLOSING CIRCUIT
OPENING

MOMENTARY OR LOCKING AND NON-LOCKING

NON-LOCKING
SPRING RETURN
OFF

OFF
(MAKE) (MAKE OR BREAK) (BREAK)
CIRCUIT TWO TRANSFER THREE POSITION THREE POSITION
CIRCUIT CIRCUIT
CLOSING CLOSING OR OPENING OPENING CIRCUIT ONE POLE TWO POLE

TEMPERATURE ACTUATED
PRESSURE OR VACUUM ACTUATED SWITCH
NOTE: t* SYMBOL
SHALL BE REPLACED
BY DATA GIVING THE
V P OPERATING
OR OR
t t t t TEMPERATURE
CLOSES ON OPENS ON OF THE DEVICE
CLOSES ON OPENS ON
RISING PRESSURE RISING PRESSURE
RISING TEMPERATURE RISING TEMPERATURE

t THERMAL SWITCHES
LIMIT SWITCH, DIRECTLY ACTUATED - SPRING RETURN

NORMALLY OPEN t
CLOSES ON
RISING TEMPERATURE

NORMALLY NORMALLY OPEN NORMALLY NORMALLY CLOSED t

OPEN HELD CLOSED CLOSED HELD OPEN
NORMALLY OPEN
NORMALLY CLOSED INTERNAL HEATER
OPENS ON SHOWN
RISING TEMPERATURE

SELECTOR OR MULTI - POSITION SWITCH EXAMPLE

ON-ON-ON SWITCH ACUTATION

TOGGLE IN THE TOGGLE IN THE

DOWN POSITION UP POSITION
ANY NUMBER OF TRANSMISSION PATHS MAY BE SHOWN

SWITCHES WITH TIME/DELAY FEATURE

ROTARY
SWITCH NOTE: Viewed from end
OPEN CLOSED
opposite control knob.
TIME-DELAY TIME-DELAY
CLOSING OPENING

OPEN CLOSED
TIME-DELAY TIME-DELAY

EXAMPLE OF OPENING CLOSING

RELAY ARROW INDICATES DIRECTION

OF SWITCH OPERATION
IN WHICH CONTACT
ACTION IS DELAYED

PAGE 26
Sep 30/06 91-10-00 8D12

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

8D13 91-10-00 Sep

PAGE 27
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Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

PAGE 28
Sep 30/06 91-10-00 8D14

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

100840 13.0 C
85501 13.0 F
85300 13.0 B

AC/AIR
BLOWER HIGH RED
VB1C14 ORANGE
FRESH AIR
AC1A OFF
20A BLOWER
( CB-21 ) VB1B14 YELLOW
LOW BROWN

AC26AN*
* AC26A IN HP S/N'S 3246001 THRU 3246087 ONLY.

HP S/N'S 3246001 THRU 3246125 ONLY; TC S/N'S 3257001 THRU 3257074 ONLY

101272 13.0 D

AC/AIR
BLOWER HIGH 2 2 RED
VB1B14 1 1 VB1C14 ORANGE
FRESH AIR
VB1A14 OFF
20A 4 4 BLOWER
CB-21 VB1D14 VB1E14 YELLOW
LOW 3 3 BROWN
AC26AN

HP S/N'S 3246126 THRU 3246181 ONLY; TC S/N'S 3257075 THRU 3257198 ONLY

101848 12.0 K
104406 12.0 H

VB1B14
AC/AIR
BLOWER HIGH 2 2 RED
1 1 VB1C14 ORANGE FRESH AIR
OFF
20A 4 4 BLOWER
CB-21 VB1E14 YELLOW
LOW 3 3 BROWN
VB1A14
VB1D14
AC26AN

HP S/N'S 3246182 & UP; TC S/N'S 3257199 & UP

Fresh Air Blower

Figure 1 (Sheet 1 of 2)

8D15 91-21-20 SepPAGE 1

30/06

Island Enterprises
Sep 30/06
PAGE 2

with Garmin 1000

Effectivity
104817 20.0 NEW
91-21-20

P328 J
H1B14 20 1 20
20 2 20 H1C14
S334 NC
ON C
3
S323 3 SP20
2
H3A20 AC15A20
AIR COND NO
SWITCH
1 SP19
AC17A20
OFF
F301 H26A14N
H3B20 THROTTLE SWITCH ASSY P327 J
5A
H3E20 20 5 20 2
S320 FAN H8A14 20 4 20 H8B14 1 (LOW)

PA-32R-301/301T, SARATOGA II HP/TC

SWITCH
6 FAN

THE NEW PIPER AIRCRAFT, INC.

LO 1 MOTOR
+28VDC JMPR-9 20 3 20
MAIN 2
BUS 10A H1A14 H10A14 20 2 20 H10B14 1 (HIGH)

MAINTENANCE MANUAL
3 B401
CB-4 1 2
Figure 1 (Sheet 2 of 2)

4
7
5 2
FRESH AIR
Fresh Air Blower

8
6 1
BLOWER HI 9 CLOSE
3
(STANDARD) LIMIT SP6 H1E14
SW NC
H3C20 SP28 P328 J
2 4
+28VDC H5C20 4 H5D20 H20A20 K403 DOOR
F300 1 C 5 DOOR
ESS MOTOR
BUS H5A20 H5B20 S405 OPEN
5A 3 NO
4 K304 2 B402
H6A20 5 H6B20
5 LOGIC 1
H3G20N RELAY
3
H7A20

7 H1D14
GEA 71 ENGINE P701
AIRFRAME ADAPTER 8 OPEN
4 K404
P308C J 9 LIMIT H21A20
AC DOOR SW NC 5 DOOR
NOT CLOSED #1 66 H7B22 3 CLOSE
H3F20 6 H3D20
C
P310 J J P311 S404
AC DOOR JB1-B NO
NOT CLOSED #2 72 H6C22 7 A F 20 P348 J
H4B20 1 H4A20
BRACKET ASSY
S324 S406
SHOWN WITH FAN SWITCH OFF, AIR COND SWITCH IN ON THERMOSTAT PRESSURE
POSITION, THROTTLE NOT WIDE OPEN, PRESSURE SWITCH SWITCH
BELOW MAX PRESSURE, THERMOSTAT CALLING FOR COOLING SP35
AND CONDENSER DOOR CLOSED.
H4C20
K405
AIR CONDITIONING COMPRESSOR
CLUTCH
(OPTION)
8D16

Island Enterprises
8D17

104815 18.0 NEW CIRCUIT BREAKER PANEL

AVIONICS
SAFE 328 COOLING FAN COOLING
PRIMARY FLIGHT DISPLAY 1P3281 +28VDC
AVIONICS
+28VDC POWER 1 H1A22RED 3 BUS
GROUND 3 H1A22NBLK GB1A-K (SEE 91-24-30, FIGURE 4)
FAN FAIL OUT 2

NO. 1 GDU 1040

PRIMARY FLIGHT DISPLAY 1P10001

FAN MONITOR VALID IN 14 H2A22

28 V LIGHTING HI 59 L1A22BLU TO P311-9 (104820 ELECTRICAL)

PA-32R-301/301T, SARATOGA II HP/TC

THE NEW PIPER AIRCRAFT, INC.
Avionics Cooling and Lighting

MAINTENANCE MANUAL
NO. 2 GDU 1040
MULTI-FUNCTION DISPLAY
2P10001

28 V LIGHTING HI 59 L3A22BLU
Figure 2

FAN MONITOR VALID IN 14 H3A22

SAFE 328 COOLING FAN

MULTI-FUNCTION DISPLAY 2P3281
FAN FAIL OUT 2
+28VDC POWER 1 H4A22RED
GROUND 3 H4A22NBLK GB2A-K (SEE 91-24-30, FIGURE 4)

SAFE 328 COOLING FAN

3P3281 AVIONICS
NO. 1 GIA 63
91-21-20 SepPAGE

INTEGRATED AVIONICS UNIT H6A22RED 1 +28VDC POWER

1P604
GB2A-L (SEE 91-24-30, FIGURE 4) H6A22NBLK 3 GROUND
DISCRETE IN 12 24 H5A22 2 FAN FAIL OUT
(FAN MONITOR)
with Garmin 1000

NO. 2 GIA 63
INTEGRATED AVIONICS UNIT 2P604

DISCRETE IN 12 24 H5B22
(FAN MONITOR)
Effectivity
30/06
3

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

PAGE 4
Sep 30/06 91-21-20 8D18

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

99980 AI
SHOWN WITH FAN SWITCH OFF, AIR COND. ELECTRICAL BUS
SWITCH IN ON POSITION, THROTTLE NOT FULL
OPEN, PRESSURE SWITCH BELOW MAX.
AC5A 20 10A * CB1

PRESSURE, THERMOSTAT CALLING FOR

AC1A 14
COOLING, AND CONDENSER DOOR CLOSED.
FAN
SW
*
20 AMP IN
F1 1 LO HP S/N'S 3246001
2 THRU 3246017 ONLY.
5A 3
4

AC5B 20
5
HI 6

AC2D 20
AC2A 18

LO AC8A 14
5A F2
5 4
1 FAN

AC2B 18
HI AC10A 14
MOTOR

3 2 K3 S2
LOGIC AIR AC26A 14

AC3C 20
AC7A 20
AC5C 20

RELAY 3 COND.
2 1 SWITCH
OFF ON

AC3A 18
S7
C CLOSE
LIMIT SW.
P3A NO NC
8 9
8 9
J3A AC15 20

AC1C 12
S3
AC6A 20 C
THROTTLE
DOOR OPEN SWITCH NC
AC17 20
ANNUNCIATOR NO

AC3B 16
AC21A

AIR COND
S6 S5
DOOR S4
THERMOSTAT PRESS OPEN
SW C LIMIT
P SW
AC19B 14 AC4C 16 AC4B 16 AC4A 16
NO NC
AC1D 14
AC20A 18

COMPRESSOR AC1E 14
CLUTCH

4 3 2
K2
4
DOOR
CLOSE 3 2 1
RELAY 5 K1
5 DOOR
1 OPEN
RELAY
DOOR
MOTOR

Effectivity
Air Conditioning 3246001 thru 3246125
Figure 1 (Sheet 1 of 3) 3257001 thru 3257075

8D19 91-21-50 SepPAGE 1

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

AC1B14
FAN LO 101272 34.0 D
SW. 1 104141 33.0 C
2 AC2A18
AC1A14 F2
10A 5A
CB 3
4 S2
AC5A20 5 AC2B18 AIR COND.
6 ON SWITCH
HI 3
F1 2
5A 1
OFF SHOWN WITH FAN SWITCH OFF, AIR COND SWITCH IN ON
POSITION, THROTTLE NOT WIDE OPEN, PRESSURE SWITCH
BELOW MAX PRESSURE, THERMOSTAT CALLING FOR
COOLING AND CONDENSER DOOR CLOSED.
AC3A18 AC15-20

S3
THROTTLE
SW.
NC
C P35 R35
AC5B20 NO 1 1
AC1C14
AC17-20 7 7

AC3B16 2 2 AC3D16 AC26A14N

3 3
22
AC8A14 9 9 AC8B14 LOW 11 FAN
AC10A14 5 5 AC10B14 HIGH 11 MOTOR
22
11 11 2
OPEN 1
LIMIT 3
AC1E14 K1
SW 4 DOOR
NC AC20A18
2 4 4 AC5D20 OPEN
1 AC5C20
C 5
3 NO DOOR
AC3C20 AC4A16 MOTOR
K3 4
LOGIC AC7A20 2
RELAY 5 S5 1
AC6A20 6 6 AC6B20 3
PRESS. AC1D14
AC2D20N SW. 4
AC4B16 AC21A20 K2
P3A 8 9 AC4D16 AC4C16 8 8 CLOSE 5 DOOR
P3J 8 9 S6 LIMIT NC CLOSE
ANNUNCIATOR THERMOSTAT SW.
COMPRESSOR C
AIR/COND CLUTCH S7 NO
DOOR OPEN

Effectivity
3246126 thru 3246181 Air Conditioning
3257076 thru 3257198 Figure 1 (Sheet 2 of 3)

PAGE 2
Sep 30/06 91-21-50 8D20

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

AC1A14 101848 30.0 H / K

AC1B14 104406 33.0 E / H
FAN
SW. LO
1 AC2A18
2
F2
10A
CB 3 5A
4 S2
AC5A20 5 AC2B18 AIR COND.
6 ON SWITCH SHOWN WITH FAN SWITCH OFF,
HI 3 AIR COND SWITCH IN ON POSITION,
F1 2
5A 1 THROTTLE NOT WIDE OPEN,
AC3A18 PRESSURE SWITCH BELOW MAX PRESSURE,
OFF THERMOST CALLING FOR COOLING,
AND CONDENSER DOOR CLOSED.
S3
THROTTLE
SW. AC15-20
NO
C

NC
P35 R35
10 10
AC17-20
AC5B20 1 1
AC1C14
7 7
AC3B16 2 2 AC3D16 AC26A14N
3 3
22
AC8A14 9 9 AC8B14 LOW 11 FAN
AC10A14 5 5 AC10B14 HIGH 11 MOTOR
22
11 11 2
OPEN 1
LIMIT 3
AC1E14 K1
SW 4 DOOR
NC AC20A18
2 4 4 AC5D20 OPEN
1 AC5C20 5
C
3 NO DOOR
AC3C20 AC4A16 MOTOR
K3 4
LOGIC AC7A20 2
RELAY 5 S5 1
AC6A20 6 6 AC6B20 3
PRESS. AC1D14
AC2D20N SW. 4
AC4B16 AC21A20 K2
P3A 8 9 AC4D16 AC4C16 8 8 CLOSE 5 DOOR
8 9 J3A S6 LIMIT NC CLOSE
ANNUNCIATOR THERMOSTAT SW.
COMPRESSOR C
AIR/COND CLUTCH S7 NO
DOOR OPEN

For airplanes equipped with Garmin 1000 EFIS, see 91-21-20, Figure 1, Sheet 2.

Effectivity
Air Conditioning 3246182 and up
Figure 1 (Sheet 3 of 3) 3257199 and up

8D21 91-21-50 SepPAGE 3

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

PAGE 4
Sep 30/06 91-21-50 8D22

Island Enterprises
8D23

104815 14.0 NEW

S701 CIRCUIT BREAKER PANEL
A/P MASTER SW
(SEE DETAIL A)
TURN & TURN COORDINATOR
BANK P558
S-TEC SYSTEM 55X P551 6 OFF
P552-8 5 +28VDC 5 C15A22RED A +28VDC POWER
AUTOPILOT COMPUTER C24A22NBLK
(SEE 91-22-10, FIGURE 1, SHEET 2) AVIONICS AUTOPILOT
4 BUS
3 GB2A-E (SEE 91-22-10, FIG. 1, SHEET 2, C16B22)
28VDC POWER IN 34 C1A22 2 5
CIB22 P554-7 C16A22RED
(SEE 91-22-10, FIGURE 1, SHEET 3) 1 ON
GB1A-E C15A22NBLK B GROUND
AP DISCONNECT 17 C2A22 P554-11 (SEE 91-22-10, FIGURE 1, SHEET 3)
RATE GYRO TACH 5 C3A22WHT E GYRO TACH
RATE GYRO REF 6 C3A22BLU D SIGNAL REF
RATE GYRO SIGNAL 24 C3A22ORG C SIGNAL OUT
SHIELD GROUND 41
NO. 2 GIA 63
2P606 INTEGRATED AVIONICS UNIT
DC COURSE SIGNAL HI 11 C4A22WHT 48 COURSE DATUM OUT HI
DC COURSE SIGNAL LO 12 C4A22BLU 49 COURSE DATUM OUT LO
DC HEADING SIGNAL HI 28 C5A22WHT

PA-32R-301/301T, SARATOGA II HP/TC

DC HEADING SIGNAL LO 29 C5A22BLU 46 HEADING DATUM OUT HI
SHIELD GROUND 44 47 HEADING DATUM OUT LO

THE NEW PIPER AIRCRAFT, INC.

2P604
ILS ENERGIZE 1 1 1

MAINTENANCE MANUAL
LOC SWITCH IN 32 C6A22BLU 25 2 2 2
(ANNUNCIATE 2)
Figure 1 (Sheet 1 of 3)

2P605 3 3 3
+ 13 C7A22WHT 19 + MAIN LATERAL 4 4 4
NAV FLAG IN 5
- 14 C7A22BLU 20 - FLAG OUT 5 5

6 6 6
Autopilot

LATERAL +LEFT 31 C8A22WHT 17 +LEFT MAIN LATERAL

DEVIATION IN +RIGHT 30 C8A22BLU 18 +RIGHT DEVIATION OUT DOWN POS CENTER POS UP POS
OFF FD FD/AP
SHIELD GROUND 45 MSTR

+28VDC LIGHTING HI 15 C9A22BLU TO P311-10, (104820 ELECTRICAL) DETAIL A

P555-1 (SEE 91-22-10, FIGURE 1, SHEET 3)

GPS TRACK GAIN 49 C23B22 55X AUTOPILOT, P552-38 (SEE 91-22-10, FIGURE 1, SHEET 2)
NO 2 GIA, 2P604-27 (SEE 91-22-10, FIGURE 1, SHEET 2)

P562 -003 SERVO HARNESS

P722 J722
ROLL MOTOR 1 C10A22WHT 1 C10B22WHT 3
ROLL SOLENOID 18 C10A22BLU 2 C10B22BLU 1 ROLL SERVO
ROLL MOTOR 19 C10A22ORG 3 C10B22ORG 4
ROLL SOL GND 36 C10A22GRN 4 C10B22GRN 2
SHIELD GND 39 5 9
91-22-10 SepPAGE

6 P561
PITCH SOLENOID 20 C11A22WHT 7 C11B22WHT 1
PITCH SOL GND 2 C11A22BLU 8 C11B22BLU 2
PITCH MOTOR 21 C11A22ORG 9 C11B22ORG 4
PITCH MOTOR 3 C11A22GRN 10 C11B22GRN 3 PITCH SERVO
TRIM SWITCH DN 4 C12A22WHT 11 C12B22WHT 8
TRIM SWITCH UP 22 C12A22BLU 12 C12B22BLU 6
TRIM SWITCH COM 23 C12A22ORG 13 C12B22ORG 7
SHIELD GND 40 14 9
with Garmin 1000

P557
TRANSDUCER GND 16 C13A22WHT 2
10 VDC 33 C13A22BLU 3 TRANSDUCER
TRANSDUCER SIG 50 C13A22ORG 1
Effectivity

46
AIRFRAME GND 35 C14A20NBLK
30/06

GB4A-E
1

Island Enterprises
Sep 30/06
PAGE 2

with Garmin 1000

Effectivity
CIRCUIT BREAKER PANEL
104815 15.0 NEW AUTOPILOT
+28VDC
AVIONICS
(AP SWITCH, PIN 2 C16A22) 5 BUS
C16B22RED
(104820 BRKT ASSY-ACCESSORY)
S-TEC SYSTEM 55X P311 NO. 2 GIA 63
AUTOPILOT COMPUTER P552 ACC BOX 4.7 KΩ 2P606 INTEGRATED AVIONICS UNIT
P311
91-22-10

JB2-L-A 11
LOAD 24 C18A22WHT 16 JB2-L-B JB2-L-C 12 C18B22WHT 55 SYNC
JB2-L-E
ANNUN CLOCK 25 C18A22BLU 17 JB2-L-F JB2-L-G 13 C18B22BLU 53 CLOCK
JB2-L-J REMOTE
JB2-L-K JB2-L-L ANNUNCIATE
DATA 26 C18A22ORG 18 14 C18B22ORG 54 DATA
19 15
2P605
ROLL STR. SIG. 12 C19A22WHT 10 +RIGHT
SIGNAL REF 7 C19A22BLU 11 +LEFT FD ROLL
PITCH STR. SIG. 13 C19A22ORG 8 +UP
9 +DN FD PITCH
SHIELD GROUND 41
FD LOGIC 4 C20A22 74 DISCRETE IN 24A

PA-32R-301/301T, SARATOGA II HP/TC

VERTICAL +UP 18 C21A22WHT 23 +UP MAIN VERTICAL
DEVIATION IN +DOWN 19 C21A22BLU 24 +DOWN DEVIATION OUT

THE NEW PIPER AIRCRAFT, INC.

+ 1 C22A22WHT 25 + MAIN VERTICAL
VERTICAL FLAG IN
- 2 C22A22BLU 26 - FLAG OUT

MAINTENANCE MANUAL
SHIELD GROUND 45
Figure 1 (Sheet 2 of 3)

C23B22 55X AUTOPILOT, P551-49 (SEE 91-22-10, FIGURE 1, SHEET 1) 2P604

GPS ENABLE 38 C23A22 27 GPS ANNUNCIATE OUT
(ANNUNCIATE 4)
F/D ENABLE 8 C24A20 A/P MASTER SW, PIN 4 (SEE 91-22-10, FIGURE 1, SHEET 1)
Autopilot

ROLL STEERING A 36 2P603-71 (SEE 91-34-20, FIGURE 8)

429 IN B 37 2P603-70 (SEE 91-34-20, FIGURE 8)
SHIELD 43
A/P AUDIO OUT HI 27 (P311-7, SEE 91-23-50, FIGURE 2, SHEET 3) 2P603

ALT SEL/BARO ALT A 21 C26A22WHT 4 A RS-485 #4

RS485 B 20 C26A22BLU 6 B
SHIELD 49 P554
TRIM INTERRUPT 14 C27A22WHT 8
MANUAL TRIM +DN 15 C27A22BLU 9 CONTROL WHEEL
MANUAL TRIM +UP 16 C27A22ORG 5 (SEE 91-22-10,
CWS GND 6 C28A22WHT 6 FIGURE 1,
CWS 5 C28A22BLU 2 SHEET 2)
SHIELD GND 46
GB4A-H C25A22NBLK 3
(SEE 91-24-30, FIGURE 4)

P722 J722 -003 SERVO HARNESS P569

PITCH FLAP POT 28 C29A22WHT 21 C29B22WHT 1
SIG REF 30 C29A22BLU 22 C29B22BLU 2 FLAP POT
SHIELD 40 23 3

P559
SOL + 33 C30A22WHT 16 C30C22WHT 1
SOL GND 48 C30A22BLU 17 C30C22BLU 2 TRIM SERVO
MTR +UP 32 C30A22ORG 18 C30C22ORG 3
MTR +DN 17 C30A22GRN 19 C30C22GRN 4
SHIELD GND 39 20 9

P555
C30B22WHT 6
C30B22ORG 3 TRIM MONITOR
C30B22GRN 5 (See 91-22-10,
8D24

28VDC TRIM 50 C30B22BLU 8 fig. 1, sht 2)

14

Island Enterprises
8E1

104815 16.0 NEW CIRCUIT BREAKER PANEL

TRIM +28VDC
(PILOT CONTROL WHEEL P554-4) AVIONICS
C32B22RED 2 BUS
TRIM MASTER SWITCH
P555 P564
TRIM MONITOR
TRIM POWER IN 2 C33A22WHT 3 YEL
TRIM LAMP 4 C33A22BLU 2 GRN
LAMP PWR 9 C33A22ORG 1 BLU 1 2 34
6
FAIL LAMP 7 C33A22GRN 1 ORG
SHEILD GND 12 C32A22RED 2 RED 5 7
GB3A-D C32A22NBLK 3 BLK
9
(SEE 91-24-30, FIGURE 4) P565 8 11 12 10
AUDIO 11 R24B22 P311-11 (SEE 91-23-50, FIGURE 2, SHEET 3)

AUTO TRIM GND 10 C34A22NBLK GB3A-A (SEE 91-24-30, FIGURE 4) (CABLE ASSY 39229-4-14)
A/C GND 13
TRIM CMD SW
PANEL LIGHTS 1 C31A22BLU P311-10 (104820 ELECTRICAL) (S-TEC 03112)
P554 J554

PA-32R-301/301T, SARATOGA II HP/TC

P551-15 (SEE 91-22-10, FIGURE 1, SHEET 1) DN
GND 3

THE NEW PIPER AIRCRAFT, INC.

TRIM C/B 4
GB3A-B C35A22NBLK - CENTER PEDESTAL AP A+ 7
(SEE 91-24-30, FIGURE 4) TRIM SONALERT TRIM INT 8
AP DISC TRIM INTRPT SW

MAINTENANCE MANUAL
+ MOTOR DN 9
+HORN 15 C35A22 (S-TEC 3519)
MOTOR UP 5
Figure 1 (Sheet 3 of 3)

UP
TRIM SOL 6 P552-33 (SEE 91-22-10, FIGURE 1, SHEET 2) A/P DISC 11 C NC
TRIM SERVO +DN 5 P552-17 (SEE 91-22-10, FIGURE 1, SHEET 2) CWS GND 6
TRIM SERVO +UP 3 P552-32 (SEE 91-22-10, FIGURE 1, SHEET 2) CWS 2
TRIM PWR OUT 8 P552-50 (SEE 91-22-10, FIGURE 1, SHEET 2) CONTROL WHEEL
C NC
Autopilot

STEERING SWITCH

NO C

-005 HARNESS ASSY AP DISC TRIM INTRPT SW REF COPILOT

C NC

REF CO-PILOT TRIM CMD SW (PILOT'S CONTROL WHEEL)

P566 J566
DN
C25B22N 3
C32C22 4
C1C22 7
8
9 UP
C49A22
C50A22 5
J554 11
P567 6 NO C
GND 3 2 CONTROL WHEEL
91-22-10 SepPAGE

TRIM C/B 4 1 STEERING SWITCH

9
AP A+ 7
C25C22N

TRIM INT 8 C27B22WHT 5

C47A22
C48A22

12 4
MOTOR DN 9 C27B22BLU AP DISC TRIM INTRPT SW REF PILOT
C28C22WHT

8 14
C28C22BLU

MOTOR UP 5 C27B22ORG C NC
A/P DISC 11
CWS GND 6
CWS 2 13 PILOT TRIM CMD SW
P554 J554
DN
3
with Garmin 1000

4
7
8
9 UP
5
C2B22 11
Effectivity

C28B22WHT 6 NO C
C28B22BLU 2 CONTROL WHEEL
STEERING SWITCH
30/06

OPTIONAL CO-PILOT'S TRIM SYSTEM

3

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

PAGE 4
Sep 30/06 91-22-10 8E2

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Ground Clearance Effectivity

Figure 1 (Sheet 1 of 4) 3246001 thru 3246017

8E3 91-23-00 SepPAGE 1

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

85501 16.0 F / F

AUDIO AMP

2
RP7A20
3 6 AUDIO
RP720 RP7
NAV-COM 1 4 PANEL

1
RP1A16
10 5
RP116 RP1 COM 1
3
1

3
GROUND
CLEARANCE 2
SWITCH

GC116
GC220

P1B4

MASTER GC2B20
SOLENOID 5 R1 P1
GC2A20 GC2C20 GC2D20 9 9 GC2E20

10 R1 P1
GC1A16 GC1C16 GC1D16 8 8 GC1E16

BATTERY GC1B16

P1D4 P1E4

Effectivity Ground Clearance

3246018 thru 3246087 Figure 1 (Sheet 2 of 4)

PAGE 2
Sep 30/06 91-23-00 8E4

Island Enterprises
8E5

100840 16.0 C / C
AUDIO AMP

2 RP7A20
AUDIO
RP720 RP7
NAV-COM 1 PANEL

10 RP1A16
RP116 RP1 COM 1
P1 5A
GC3H20 16 GC3G20

BATT
P27 2
BUS

PA-32R-301/301T, SARATOGA II HP/TC

GROUND

THE NEW PIPER AIRCRAFT, INC.

GROUND P27 1 CLEARANCE

MAINTENANCE MANUAL
CLEARANCE RELAY GB2-B
Figure 1 (Sheet 3 of 4)

GC3F20
SWITCH
Ground Clearance

GC220N

GC116
GC3G20N
P1 14 GC220

GB2-A GC3E20

5A R1 P1
TO BATT SHUNT 2 GC2A20 17 17 GC2E20
(SEE 91-24-30 MASTER
FIG. 1, SHEET 3) SOLENOID 1 5A
15A GC2D18
R1 P1
GC2B18 GC2C18 18 18
3 5A GC1A16 GC1E16
91-23-00 SepPAGE

P1D4 GND.CLR.
BUS
P10E20

GND.CLR. (ON) BATTERY

BUS RELAY MASTER
BATTERY 2
3257001 thru 3257074
3246088 thru 3246125

GC3D22 13 GC3C22 11 GC3B22 11 GC3A22

5A 1
P1 R9 R4 (OFF)
P1E4
Effectivity
30/06

BATT BUS. DENOTES MOMENTARY SWITCH

3

Island Enterprises
Sep 30/06
PAGE 4

3257075 and up
3246126 and up
Effectivity
AUDIO AMP
2
RP7A20 6
2 AUDIO
91-23-00

RP7B20 RP7
COM 1 4 PANEL
1
RP1A16 5
10
RP1B16 COM-1 COM 1/
P1 5A 3 NAV 1/
GC3H20 16 GC3G20 RP7D20 GPS/N-1 GPS 1
P27 GPS/N-1A
R27 2 1 BATT BUS
2 NAV1/GPS1
A

PA-32R-301/301T, SARATOGA II HP/TC

GROUND
3

THE NEW PIPER AIRCRAFT, INC.

GROUND R27 1 CLEARANCE
B
CLEARANCE P27 RELAY GB2-B 5

MAINTENANCE MANUAL
AVI.

GC3F20
SWITCH
Figure 1 (Sheet 4 of 4)

GC220N GPS/N-1B BUS

Ground Clearance

RP1C16
GC3G20N
P1 14 RP7C20
GB2-A
GC3E20
5A R1 P1
TO BATT SHUNT 17 17 GC2E20
MASTER 2 GC2A20
(91-24-30, FIG. 1
SHEET 3 OR 4) SOLENOID 1 5A
15A GC2D18
R1 P1
GC2B18 GC2C18
3 5A GC1A16 18 18 GC1E16

GND.CLR.
P10E20

P1D4 BUS BATTERY

GND.CLR. (ON) MASTER
BUS RELAY
BATTERY 3 2

5A
GC3D22 13 GC3C22 11 GC3B22 11 GC3A22
1
P1 R9 R4
(OFF)
P1E4

104141 15.0 NEW / C

104406 15.0 NEW / H
101848 15.0 NEW / K
101272 16.0 B / D
BATT
BUS DENOTES MOMENTARY SWITCH
8E6

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

85300 15.0 NEW / B

85501 15.0 NEW / F
100840 15.0 NEW /C
101272 15.0 NEW /D
104141 14.0 NEW /C
104406 14.0 NEW /H
101848 14.0 NEW /K

ELECTRIC AVIONICS
BUS BUS
A3 A4
PR1A10 PR1B10

PR2A20

X1

RADIO
MASTER
X2 RELAY
PR2B20

6 4
ON OFF

RADIO
5 MASTER
SWITCH

Radio Master Switch

Figure 2

8E7 91-23-00 SepPAGE 5

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

PAGE 6
Sep 30/06 91-23-00 8E8

Island Enterprises
8E9

104817 11.0 NEW

PA-32R-301/301T, SARATOGA II HP/TC

LS303

THE NEW PIPER AIRCRAFT, INC.

L OVHD
SPEAKER

MAINTENANCE MANUAL
GMA 1374
P3472 J P308A P317 J J332
Overhead Speakers

42 M22A22WHT 13 M22B22WHT 4 M22C22WHT 1 +

41 M22A22BLU 14 M22B22BLU 5 M22C22BLU 2 -
Figure 1

15 6

M22D22WHT
M22D22BLU
1 +
2 -
91-23-50 SepPAGE

J333

LS303
R OVHD
SPEAKER
with Garmin 1000
Effectivity
30/06
1

Island Enterprises
Sep 30/06
PAGE 2

with Garmin 1000

Effectivity
104815 6.0 NEW
NO. 1 GIA 63
GMA 1347 AUDIO PANEL P3472 1P603
AVIONICS INTEGRATION UNIT MIC AND PHONE JACK DETAIL
1
OUT 1 6 R1A22WHT 59 IN 7 (LOOKING AT REAR).
RS 232 MAIN RS 232
IN 1 7 R1A22BLU 62 OUT 7
91-23-50

1P601
ON-SIDE COMM DIG AUD IN 9 R2A22WHT 13 COMM DIGITAL AUDIO OUT
ON-SIDE COMM MIC DIG AUD OUT 8 R2A22BLU 14 COMM MIC DIGITAL AUDIO IN
2 1
1P602
ON-SIDE VOR/LOC DIGI VOR/LOC DIGITAL PHONE
AUDIO IN 28 R3A22WHT 59 AUDIO OUT
AIRCRAFT GROUND 71 R3A22BLU 61 SIGNAL GROUND

3 2

PA-32R-301/301T, SARATOGA II HP/TC

P3471
1P601

THE NEW PIPER AIRCRAFT, INC.

ON-SIDE COMM HI 7 R5A22WHT 9 HI 1
COMM AUDIO OUT
AUDIO IN LO 8 R5A22BLU 10 LO

MAINTENANCE MANUAL
8 COMM MIC AUDIO LO MIC
GMA 1347 Audio Panel
Figure 2 (Sheet 1 of 3)

ON-SIDE AUDIO OUT HI 26 R6A22WHT 7 COMM MIC AUDIO IN HI

COMM MIC KEY OUT 27 R6A22BLU 4 COMM MIC KEY IN

P566
12
10 COPILOT CONTROL WHEEL
R INSTRUMENT PANEL
COPILOT R HI 70 R7A22WHT 3
PHONE L HI 69 R7A22BLU 2
1 PHONE
AUDIO LO 71 R7A22ORG
1
3
AUDIO IN HI 49 R8A22WHT
COPILOT 2
KEY 50 R8A22BLU MIC
MIC 1
AUDIO IN LO 51 R8A22ORG
R8B22WHT
R8B22BLU

12B PHONE JACK,

2 PLCS
L INSTRUMENT PANEL
PILOT R HI 10 R9A22WHT 3
PHONE L HI 9 R9A22BLU 2
1 PHONE
AUDIO LO 11 R9A22ORG
S-12B JACK,
1 2 PLCS
AUDIO IN HI 28 3
R10A22WHT
PILOT 2
KEY 29 R10A22BLU MIC
MIC 1
AUDIO IN LO 30 R10A22ORG
R10B22WHT
R10B22BLU
P554
12
10 PILOT CONTROL WHEEL
8E10

Island Enterprises
8E11

GMA-1347 AUDIO PANEL L CABIN SIDEWALL UPHOLSTERY PANEL

P3471
J716 P3 (100590-15 COVER PLATE ASSY)
PAX-1 MIC IN 46 R11A22WHT 2
PAX-1 MIC GND 47 R11A22BLU 3 PAX 1 MIC
1

J717 P4
PAX HDST RT 68 R12A22WHT 1
STEREO PAX HDST LT 67 R12A22BLU 2 PAX 1 PHONES
PAX HDST GND 48 R12A22ORG 3
4
J721 P696
RIGHT 57 R13A22WHT 1
MUSIC 2
LEFT 56 R13A22ORG 2 PAX MUSIC
AUDIO IN
GND 76 R13A22BLU 3

R CABIN SIDEWALL UPHOLSTERY PNL

PA-32R-301/301T, SARATOGA II HP/TC

J718 P7 (100590-6 COVER PLATE ASSY)

THE NEW PIPER AIRCRAFT, INC.

PAX-2 MIC IN 65 R14A22WHT 2
PAX-2 MIC GND 66 R14A22BLU 3 PAX 2 MIC

MAINTENANCE MANUAL
1
GMA 1347 Audio Panel
Figure 2 (Sheet 2 of 3)

J719 P9
R12B22WHT 1
R12B22BLU 2 PAX 2 PHONES
R12B22ORG 3
4
R12C22WHT
MUSIC 1 LEFT HI 17 P691-19 (SEE 91-31-40, FIGURE 1)
R12C22BLU
AUDIO IN RIGHT HI 18 P691-18 (SEE 91-31-40, FIGURE 1)
R12C22ORG
LO 37 P691-17 (SEE 91-31-40, FIGURE 1)

REAR SEAT ARMREST

J720
P5 (100969-004 JACK ASSY)
PAX-3 MIC IN 44 R15A22WHT 5
PAX-3 MIC GND 45 R15A22BLU 6 PAX 3 MIC

9
8 PAX 3 PHONES
7
91-23-50 SepPAGE

2
3 PAX 4 PHONES
4

PAX-4 MIC IN 63 R16A22WHT 10

PAX-4 MIC GND 64 R16A22BLU 11 PAX 4 MIC
1
with Garmin 1000

104815 7.0 NEW

Effectivity
30/06
3

Island Enterprises
Sep 30/06
PAGE 4

with Garmin 1000

Effectivity
GMA 1347 AUDIO PANEL NO. 2 GIA 63
P3472 2P603 AVIONICS INTEGRATION UNIT
OUT 2 38 R17A22WHT 59 IN 7
RS 232 MAIN RS 232
IN 2 39 R17A22BLU 62 OUT 7

2P601
91-23-50

X-SIDE COMM DIG AUD IN 48 R18A22WHT 13 COMM AUDIO DIGITAL OUT

X-SIDE COMM MIC DIG AUD OUT 47 R18A22BLU 14 COMM MIC DIGITAL AUDIO IN

2P602
X-SIDE VOR/LOC DIG AUD IN 68 R19A22WHT 59 VOR/LOC DIGITAL AUDIO OUT
AIRCRAFT GROUND 69 R19A22BLU 61 SIGNAL GROUND

P3471 2P604
UNSWITCHED AUDIO IN 3 HI 38 R20A22WHT 2 HI VOICE ALERT AUDIO OUT
COM 3 AUDIO LO 59 R20A22BLU 3 LO

PA-32R-301/301T, SARATOGA II HP/TC

P3472

THE NEW PIPER AIRCRAFT, INC.

J3475 P801
MARKER BEACON
MARKER BEACON HI 78 RG400 RG400 ANTENNA
ANTENNA LO 59

MAINTENANCE MANUAL
GMA 1347 Audio Panel
Figure 2 (Sheet 3 of 3)

CIRCUIT BREAKER PANEL

AUDIO AMP/MKR +28VDC
AIRCRAFT POWER 1 53 R21A22RED AVIONICS
5 BUS
POWER GROUND 14 R21A22NBLK GB1A-F (SEE 91-31-40, FIGURE 1)
P308A TO FUSELAGE HARNESS
HI 42 R22A22WHT 13 OVERHEAD TO
SPEAKER AUDIO OUT 14 INTERCONNECT
LO 41 R22A22BLU
15

REVERSIONARY MODE 2 56 2P10001-58 (SEE 91-34-20, FIGURE 4)

SIGNAL GROUND 57 2P10001-38 (SEE 91-34-20, FIGURE 4)

REVERSIONARY MODE 1 36 1P10001-58 (SEE 91-34-20, FIGURE 4)

SIGNAL GROUND 37 1P10001-38 (SEE 91-34-20, FIGURE 4)

(104820 BRKT ASSY-ACCESSORY)

S-TEC SYSTEM 55X
P3471 P311 P311 P552 AUTOPILOT COMPUTER
4.7 KΩ
JB2-K-E 7 R23B22 27 A/P AUDIO OUT HI
JB2-K-F 8

S-TEC SYSTEM 55X

P555 TRIM MONITOR
4.7 KΩ
UNSWITCHED AUDIO 2 IN HI 20 R23A22 30 JB2-K-P JB2-K-N 32 R24B22 11 AUDIO OUT
31 33

UNSWITCHED AUDIO 1 IN HI 19 P4971-92 (SEE 91-34-40, FIGURE 1)

UNSWITCHED AUDIO IN LO 39 P4971-90 (SEE 91-34-40, FIGURE 1)
DME AUDIO IN HI 15 P631-C (SEE 91-34-50, FIGURE 2) 104815 8.0 NEW
DME AUDIO IN LO 16 P631-N (SEE 91-34-50, FIGURE 2)
ADF AUDIO IN HI 35 P871-10 (SEE 91-34-50, FIGURE 1)
ADF AUDIO IN LO 36 P871-M (SEE 91-34-50, FIGURE 1)
8E12

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Alternator Power Effectivity

Figure 1 (Sheet 1 of 6) 3246001 thru 3246017

8E13 91-24-30 SepPAGE 1

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

85501 2.0 F / F

ELECTRICAL BUSS

ALTERNATOR
5
FIELD P9B20

P8B20
} TO AMMETER
(SEE 91-24-30
FIGURE 2)
P2 R2
TO ANNUN
(SEE 91-31-50
FIG. 1, SHEET 4)
P2A20

W2B20 1 1 W2A20 8
50mv
R9 100A
5

W2E20
5 SHUNT
P9 P3A4 P3B4 P3C4

ALT
P2B20

1 GRN
OUT

W2C20
2 RED
SWITCH
MASTER BLK
R4
5 BATTERY SOLENOID
5 (SEE 91-24-40
P4
P1E4 P1D4 P1C4 FIG. 1, SHEET 1)
TO EXT. PWR.
P2C20

P1B4 TO STARTER
1/ A SOLENOID
4
( SEE 91-81-10
2 FIG. 1, SHEET 2 )
ALTERNATOR
W2D20

SWITCH
3
P4A18
P2D20

P4 R1 P9 R9
6 12
P4F18 4 4 P4G18N
6 12
R4 P1

R4
P4B18

4
P2E20

4
P4
P4E18

P9 R9
6 3
6 3
R9 P9
3
BATT MASTER
P4C18
P2F20

SWITCH
2
B P4
P2 3
4 3
90A
4 F STA R4
ALT
R2 P4D18
G
P2G20

P2H14

P3D4

OVER VOLT/
VOLT REG.

RED BLUE
BLK

Effectivity Alternator Power

3246018 thru 3246087 Figure 1 (Sheet 2 of 6)

PAGE 2
Sep 30/06 91-24-30 8E14

Island Enterprises
8E15

100840 2.0 C/C

101272 2.0 NEW / D
ELECTRICAL BUSS 104141 2.0 NEW / C
101406 2.0 NEW / H

ALTERNATOR
5A
FIELD
CB-1 TO STARTER
P1C4
P9B20

} TO
DDMP
( SEE 91-77-20
FIG. 2, SHEET 1) } SOLENOID
(SEE 91-81-10
FIGURE 1,

P6A20
P8B20 SHEET 3)
P2A20

LOW W2B20
P2 R2
BUS ALTNR
1 1 W2A20 8 TO ANNUN
R9 MONITOR SHUNT
5 (SEE 91-31-50
1A 50mv FIGURE 1

W2E20
5 100A SHEET 8 OR 11)

P1B4
P9

PA-32R-301/301T, SARATOGA II HP/TC

P3A4 P3B4 P3C4
GRN

RED
BLK

THE NEW PIPER AIRCRAFT, INC.

ALT
1 GRN
P6B20
P2B20

OUT BLK
2 RED

MAINTENANCE MANUAL
W2C20
SWITCH
Figure 1 (Sheet 3 of 6)

MASTER
R4
Alternator Power

P6D20N

5 BATT
P13B20

BATTERY SOLENOID P10C20 WH/BL

(SEE 91-31-50
FIG. 1, SHEET

5 SHUNT
TO ANNUN

P10B20
8 OR 11)

P4 50mv
P1E4N P1D4 P10D20 WHT
100A
6
P2C20

1/ A TO EXT.PWR. R1 19 8 9
4
P4F18 4 4 P4G18N

}
2 P9 R9
ALTERNATOR R4
4 TO DDMP
(SEE 91-77-20

W2D20
SWITCH 4
OVER VOLT/ P4 FIG. 2, SHEET 1)
3
VOLT REG. B

P4E18
BATT MASTER
P4A18
90A TO GND. CLR.
P2D20

RED BLUE P2H14 F STA

91-24-30 SepPAGE

BUS RELAY

SWITCH
ALT
(SEE 91-23-00 GC3D22
2 FIG. 1, SHEET
G R1 3 OR 4)
P4 12 P1 13
BLK

6
6 12
P1

GC3C22
R4 3 1
P3D4N
P2G20

P4D18
P4B18
P2E20
3257001 and up
3246088 and up

P4 R4 P9 R9
GC3A22 11 11 GC3B22 11 11
P2
R9 P4
Effectivity

P9 4 3 3
6
4 3 3
30/06

6 P9 R4
R9 R2
P4C18
P2F20
3

Island Enterprises
Sep 30/06
PAGE 4

with Avidyne Entegra

3257339 thru 3257409
3246218 thru 3246235
Effectivity
101848 2.0 A / K

ELECTRICAL BUSS
ALTERNATOR
91-24-30

5A
FIELD R1 P1C4 TO STARTER

P6A20
CB-1 P9B20 P9A-WHT 11 TO DAU SOLENOID
(SEE 91-77-20 (SEE 91-81-10
P8B20 P8A-WHT 10 FIGURE 4) FIG. 1, SHEET 3)
19
P2A20

1A
LOW W2B20 P2 R2
BUS ALTNR 1 1 W2A20 TO ANNUN

P6B20
R9 MONITOR SHUNT (SEE 91-31-50

W2E20
5 50mv FIG. 1, SHEET 11)

PA-32R-301/301T, SARATOGA II HP/TC

P1B4
P9 5 100A
P3A4 P3B4 P3C4

THE NEW PIPER AIRCRAFT, INC.

GRN
RED
P26
BLK

ALT
P2B20

1 GRN
OUT BLK

MAINTENANCE MANUAL
2 RED

W2C20
SWITCH
Figure 1 (Sheet 4 of 6)

BATTERY
MASTER
Alternator Power

FIG. 1, SHEET 11)

P13B20
P6D20N

R4 BATT P10C20
(SEE 91-31-50

5 BATTERY SOLENOID WH/BL

TO ANNUN

SHUNT
P4 5 50mv
P10B20
P1E4N P1D4 P10D20 WHT
100A
P2C20

1/4A TO EXT.PWR. 91-24-40, FIG. 1 R1 19 8 9

ALTERNATOR

2 P4F18 4 4 P4G18N
SWITCH

P9 R9
R4 TO DAU
4

W2D20
4 (SEE 91-77-20
3 OVER VOLT/ P4 FIGURE 4)
B

FIG. 1, SHEET 4)
VOLT REG.

BATT MASTER

(SEE 91-23-00

TO GND. CLR.
P4E18
P4A18

BUS RELAY
P2D20

90A STA

SWITCH
RED BLUE P2H14 F
ALT GC3D22
2
P4 G R1 P1 13
BLK

6 12
6 P1 12

GC3C22
R4 3 1
P3D4N
P2G20

P4B18

P4D18
P2E20

P4 R4 P9 R9
GC3A22 11 11 GC3B22 11 11
P2 R9 P4
P9 4 3 3
6
6 4 3 3 R4
R9 R2 P9
P2F20 P4C18
8E16

Island Enterprises
8E17

101848 2.0 G / K

ELECTRICAL BUSS
ALTERNATOR F101 R1 P1
5A
FIELD P9A20 P9B20 WH 11 11 P9C20 WH 19 TO DAU
CB-1 2 (SEE 91-77-20 P1C4 TO STARTER
P8A20 P8B20 BL 10 10 P8C20 BL 17 FIGURE 4)
SOLENOID
F102 19 19
(SEE 91-81-10
FIG. 1, SHEET 3)

P6A20
P2A20

LOW W2B20 P2 R2
BUS ALTR TO ANNUN
MONITOR 1 1 W2A20 8
R9 SHUNT (SEE 91-31-50

PA-32R-301/301T, SARATOGA II HP/TC

5 1A 50mv FIG. 1, SHEET 11)

W2E20
5 100A

THE NEW PIPER AIRCRAFT, INC.

P1B4
P9 P3A4 P3B4 P3C4
P26
GRN

RED
BLK

ALTR

MAINTENANCE MANUAL
1 GRN
P6B20
P2B20

16 OUT BLK
Figure 1 (Sheet 5 of 6)

2 RED

W2C20
TO STBY ALTR BATTERY SWITCH
Alternator Power

(SEE 91-24-30 MASTER F105

R4
P6D20N

P13B20

5 FIG. 3, SHEET 1) SOLENOID BATT P10C20 WH/BL

5 SHUNT 2 P10B20
P4 50mv
P1E4N P1D4 P10D20 WHT
6 100A
F106
P2C20

TO ANNUN BATTERY
1/4A TO EXT.PWR. 91-24-40, FIG. 1
(SEE 91-31-50 20 21
FIG. 1, SHEET 11) P4F18 4 4 P4G18N
2 P9 R9 TO DAU
ALTR R4
4 (SEE 91-77-20

FIG. 1, SHEET 4)
W2D20

(SEE 91-23-00

TO GND. CLR.
SWITCH 4 FIGURE 4)

BUS RELAY
3 OVER VOLT/ P4
B
VOLT REG.
GC3D22

P4A18

P4E18
P2D20

90A
RED BLUE P2H14 F STA
ALTR
91-24-30 SepPAGE

P1 13
G 2
P4 R1
12 BATT MASTER
BLK

6
3257256, 3257410 and up

GC3C22
6 12 SWITCH
R4 P1 3 1
P3D4N
P2G20
with Avidyne Entegra

P4D18
P4B18
P2E20

P4 R4 P9 R9
GC3A22 11 11 GC3B22 11 11
3246236 and up

P2 R9 P4
P9 4 3 3
6
6 4 3 3
Effectivity

R9 R2 P9 R4
P2F20 P4C18
30/06
5

Island Enterprises
Sep 30/06
PAGE 6

with Garmin 1000

Effectivity
104817 2.0 NEW

ALTNR OFF 1
91-24-30

FIELD J P314 J P4 S302

4 OFF 2
P2A20 2 P2B20 5 P2C20 ALTERNATOR
5 S311 SWITCH
P2AA20 EMER BAT SWITCH
5A ON 3
CB1 J P315
6 ON
P2G20 4 P2F20 6 P2D20

P1A20 BRACKET ASSY 2 5

P4F18N 3 P4E18 4 P4E18 S301
P311 J JB2-K GB3-C ON OFF BATT MASTER
6 A P4A18 2 P4B18 3 P4D18 SWITCH
3 1 6 4 OVERHEAD SW PNL

NC D

PA-32R-301/301T, SARATOGA II HP/TC

J P310 P414 J
C 5 W3A20 1 GRN S409

THE NEW PIPER AIRCRAFT, INC.

ALT
BLK OUT
W2C20 W2A20 2 RED

MAINTENANCE MANUAL
SWITCH
F413 1/4A
Figure 1 (Sheet 6 of 6)

MAIN BUS

B 6
Alternator Power

GEA - 71
P702
BT400 W2D22 60 ALT INOP
BATTERY

P1C4 F408 1A
P10D20 P10A22WHT 46 HI CURRENT MON 2A
BATTERY
P1D4N MASTER P10C20 P10A22BLU 47 LO (BATTERY)
SOLENOID F409 1A F420 1A
5A P9B20 P8A22WHT 44 HI CURRENT MON 1A
+ -
P10E20 P1B4 P P8B20 P8A22BLU 45 LO (ALTERNATOR)
F402 SEE F421 1A
BATT 91-81-10,
BUS 50MV 100A
R FIGURE 1 + -
SHEET 4 P28A22WHT 48 HI CURRENT MON 3A
BATT BUS ASSY SEE 91-24-40, FIG. 1 SHT. 2
R400 SEE V P28A22BLU 49 LO (STBY ALTR)
91-24-30,
CR300 50MV 100A FIGURE 3
P3B4 SHEET 2
CR301
BLK

P3A4
J P336
VR400 RED 1
OVER VOLT/
VOLT REG. B
P J337 G400
90A GND
BLUE 1 P2H14 P3C4N
FLD ALT
STA
8E18

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

85501 3.0 C / F
85300 3.0 NEW / B

50mv
TO 100A
ALTERNATOR TO DIODE ASM
SHUNT
(SEE 91-24-30,
P3A4 P3B4
FIG. 1, SHEET

P5A20

P6A20
(SEE 91-24-30, 1 OR 2 )
FIG. 1, SHEET
P9B20

P8B20

1 OR 2 ) AMMETER

5A 1A
K L H 8 5 9 B 1

5A 5A
P-AMM *
INT

P5B20
2 1 4 3 5

P6B20
R1 P1 J-AMM **
10 10 INT
P8A20 P8C20
P9A20 11 11 P9C20
TO ANNUN
TO ANNUN
(SEE 91-31-50 (SEE 91-31-50
FIG. 1, SHEET P5G20
FIG. 1, SHEET

P5F20
1 OR 3) P5D20 2 OR 4)
5 DN17A22 *** P5C20N P6C20 6
DN18A22N P6D20N
R-AMM
2 1 3 4 5 6 8 7 9 10 11 12
P-AMM

GRN
RED

BLK
NITE DAY
2 1
IN- IN+
LOW
4 3 VOLTAGE
DIM RELAY OUT- OUT+ MONITOR
DC-DC (OPT)
CONVERT

IN HP S/N'S 3246001 THRU 3246017 ONLY: * J-AMM

** P-AMM
*** DN17B22

Ammeter / Low Voltage Monitor Effectivity

Figure 2 3246001 thru 3246087

8E19 91-24-30 SepPAGE 7

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

101848 2.1 H / K

ELECTRICAL BUSS
STBY STBY
5A 1A
ALTR ALTR
CB-2 FIELD CB-3 SENSE

TO ALTNTR PWR
16 SP1A10
SP2A20

(SEE 91-24-30
FIG. 1, SHEET 5)

R9 P9 R4 P4 40 AMP
12 12 SP2B20 12 12 SP2C20 CURRENT
LIMITER
2
STBY
ALTR
SWITCH 3 CURRENT
SENSOR
13 13 SP2E20 13 13 SP2D20 BLU
ORG
WHT

(VENDOR HARNESS)
P13
1 2 3
SP2F20 1 2 3 B
R13
F STBY
ALTR
TO ANNUN
(SEE 91-31-50, P2
FIGURE 1,
TB7 14
SHEET 11) 14
STBY ALTR 6 15 R2
CONTROLLER 1 SP3A22
2 SP16A22
3 SP4A22 BL
4 SP4A22 OR
7 SP4A22 WH
5 SP7A20
SP8A20N

Effectivity
3246218 and up
3257339 and up Standby Alternator
with Avidyne Entegra Figure 3 (Sheet 1 of 2)

PAGE 8
Sep 30/06 91-24-30 8E20

Island Enterprises
8E21

104817 24.0 NEW

FWD BLKHD FIREWALL

S303
STBY STBY F414
ALTR ALTR P28A22WHT P30A22
SWITCH 1A
FIELD SEE
OFF
J P314 J P4 1 91-24-30, V

PA-32R-301/301T, SARATOGA II HP/TC

2 FIGURE 1
P25A20 6 P25B20 12 SP2C20 F415
5A SHEET 5

THE NEW PIPER AIRCRAFT, INC.

3 P28A22BLU P29A22
CB-19 ON
J P315 1A
ESSENTIAL BUS

MAINTENANCE MANUAL
6 P25E20 13 SP2D20
Figure 3 (Sheet 2 of 2)
Standby Alternator

STBY OVERHEAD SW PNL

ALTR
- +
P31B10 P31A10
40A
R401
CB-18
20A 50MV

VR401 REGULATOR

1 BUS SENSE
P25F20 6 BUS
P27A20N 7 GROUND
P26A20 5 FIELD
91-24-30 SepPAGE

B
G401
F STBY
ALTR
20A
GND
with Garmin 1000
Effectivity
30/06
9

Island Enterprises
Sep 30/06
PAGE 10

with Garmin 1000

Effectivity
104817 4.0 NEW
91-24-30

P422

B P12A10 EMER
BT402 BAT
EMER EMER
BATT VOLT
BATTERY J P308E CR1251 F415
D P14A10N P11A16 4 P11B16
15A
CB-2 1A

R INSTRUMENT PANEL R INSTRUMENT PANEL

MAIN BUS
ESSENTIAL BUS

AVIONICS BUS
K300 K301

PA-32R-301/301T, SARATOGA II HP/TC

MAIN BUS RADIO MASTER
CONTACTOR RELAY

THE NEW PIPER AIRCRAFT, INC.

A1 A2 A3 A4
P23B8 P23A8 P21A10 P21B10

MAINTENANCE MANUAL
X1 X1
P24A20 P22A20
X2 X2
Power Switching

** ***
Figure 4

** CONTACTOR SHOWN *** CONTACTOR SHOWN

IN ENERGIZED POSITION IN DE-ENERGIZED POSITION P400 1A EMERG BUS
P22B20 F412 (10)
1 RELAY
(18)
J P308B 1A B3
F413
(PFD) 1 F4B22 2

EMERGENCY BUS
B2
(AHRS) 2 F17B22 1A B1
F414 (20)
(AIR DATA) 3 F27B22 3 (20) A3
1A
INSTRUMENT PANEL F410 A2
(COM 1A) 4 R1B22 4 A1
(20)
3 1 6 4 1A
ON OFF F411
(COM 1B) 5 R2B22 5 X1
S312 2 5
RADIO MASTER 1A X2
F416
SWITCH GB3-P (NAV1/GPS1) 6 R6B22 6
P12G20 9 P12F20 9 (20)
T 8 (20)
P24B20 P31A22 SEE
91-77-40, EMERGENCY BATTERY ASSY
4 6 1 3 EMERG
NORM FIG. 1
S311 5 2
EMERG POWER
SWITCH GEA 71
J P308A P702
GB3-R P12H20N 1 P31B22 64
8E22

Island Enterprises
8E23

GB1A GB2A
A A #2 GIA COMM (2P601-30, SEE 91-34-20, FIGURE 8)
B B #2 GIA COMM (2P601-31, SEE 91-34-20, FIGURE 8)
C C #2 GIA NAV (2P605-76, SEE 91-34-20, FIGURE 8)
D D #2 GDU (2P10001-27, SEE 91-34-20, FIGURE 4)
E TURN COORD (P558-8, SEE 91-22-10, FIGURE 1, SHEET 1) E A/P SW (PIN 5, SEE 91-22-10, FIGURE 1, SHEET 1)
F GMA1347 (P3472-14, SEE 91-23-50, FIGURE 2, SHEET 3) F
H ADF RECV (P872-S, SEE 91-34-50, FIGURE 1) H
J ADF RECV (P872-3, SEE 91-34-50, FIGURE 1) J EMERG POWER SWITCH (REF)
K PFD COOLING FAN (1P3281-3, SEE 91-21-20, FIGURE 2) K MFD COOLING FAN (2P3281-3, SEE 91-21-20, FIGURE 2)
L AHRS (P771-22, SEE 91-34-20, FIGURE 5) L AVIONICS COOLING FAN (3P3281-3, SEE 91-21-20, FIGURE 2)
M M LANDING GEAR RELAY (P311-29, SEE 91-34-40, FIGURE 1)
N ADF RECV (P872-E, SEE 91-34-50, FIGURE 1) N (GEAR LAMPS-BRIGHT)
P (GEAR LAMPS-DIM) P
R R

LH/FWD

PA-32R-301/301T, SARATOGA II HP/TC

LH/FWD

THE NEW PIPER AIRCRAFT, INC.

GB3A GB4A

MAINTENANCE MANUAL
A TRIM MONITOR (P555-10, SEE 91-22-10, FIGURE 1, SHEET 3) A
B SONALERT - (SEE 91-22-10, FIGURE 1, SHEET 3) B
C #1 GDU (P10001-27, SEE 91-34-20, FIGURE 4) C
Ground Blocks

D TRIM SW (P565-3, SEE 91-22-10, FIGURE 1, SHEET 3) D ADC (P741-17, SEE 91-34-20, FIGURE 6)
E E A/P COMP (P551-35, SEE 91-22-10, FIGURE 1, SHEET 1)
Figure 5

F F
H CONTROL WHEEL (P554-3, SEE 91-22-10, FIGURE 1, SHEET 3) H CONTROL WHEEL (P554-3, SEE 91-22-10, FIGURE 1, SHEET 2)
J J #1 GIA COMM (1P601-30, SEE 91-34-20, FIGURE 7)
K K #1 GIA COMM (1P601-31, SEE 91-34-20, FIGURE 7)
L CONTROL WHEEL (P566-3, SEE 91-22-10, FIGURE 1, SHEET 3) L #1 GIA NAV (1P605-76, SEE 91-34-20, FIGURE 7)
M M GTX33 XPDR (P3301-27, SEE 91-34-50, FIGURE 1)
N N GDL69 (P691-20, SEE 91-31-40, FIGURE 1)
P P
R R

RH/FWD RH/FWD

GB5A
91-24-30 Sep

A
B
C WX500 STORMSCOPE (P5001-5, SEE 91-34-40, FIGURE 2)
D
E
F AC3504 RM1 (P3504-21, SEE 91-34-50, FIGURE 1)
H
J KN63 DME (P631-1, SEE 91-34-50, FIGURE 2)
with Garmin 1000

K TRC 497 PROCESSOR (P4978-5, SEE 91-34-40, FIGURE 1)

L KN63 DME (BUS SHLD, SEE 91-34-50, FIGURE 2)
M KN63 DME (AUDIO SHLD, SEE 91-34-50, FIGURE 2)
104815 24.0 NEW
N KN63 DME SUPPRESSION SHLD, SEE 91-34-50, FIGURE 2)
P
Effectivity
PAGE 11

R
30/06

AFT

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

PAGE 12
Sep 30/06 91-24-30 8E24

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

85501 30.0 NEW / F

BATTERY
CONTACTOR
TO STARTER CONTACTOR
(SEE 91-24-30, FIG.1, SHEET 2)

-
EXTERNAL
+ POWER
RECEPTACLE

EXTERNAL POWER
CONTACTOR

HP S/N'S 3246018 THRU 3246087 ONLY.

101848 28.0 NEW / K

104406 29.0 NEW / H
104141 29.0 NEW / C
101272 30.0 NEW / D
100840 30.0 NEW / C

BATTERY
CONTACTOR
TO BATT SHUNT (SEE 91-24-30, FIG. 1, SHEET 3 OR 4)

-
EXTERNAL
P20A4 + POWER
RECEPTACLE
P22A20
EXTERNAL POWER
CONTACTOR

HP S/N'S 3246088 & UP; TC 3257001 & UP.

External Power
Figure 1 (Sheet 1 of 2)

8F1 91-24-40 SepPAGE 1

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL
RECEPTACLE
EXTERNAL
POWER
+
-

P22A20
P20A4

Island Enterprises
EXTERNAL POWER
CONTACTOR
SEE 91-24-30, R
FIGURE 1
SHEET 5
104817 5.0 NEW

Effectivity External Power

with Garmin 1000 Figure 1 (Sheet 2 of 2)
PAGE 2
Sep 30/06 91-24-40 8F2
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

101848 31.0 NEW / K

104406 34.0 NEW/ H
104141 34.0 B / C

MAIN BUS

P7A20 P7B20 POWER POINT

5A P7C20N RECEPTACLE
GB2-P

Effectivity
Power Point 3246154 and up
Figure 1 3257124 and up

8F3 91-24-60 SepPAGE 1

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

PAGE 2
Sep 30/06 91-24-60 8F4

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

85501 11.0 NEW / F

85300 11.0 NEW / B

ELT

SEE ELT
RP620 X INSTALLATION
1
DRAWING

ELT Effectivity
Figure 1 3246001 thru 3246087

8F5 91-25-60 SepPAGE 1

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

PAGE 2
Sep 30/06 91-25-60 8F6

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

101848 9.0 NEW / K

104406 9.0 NEW / H
104141 9.0 NEW / C
101272 9.0 NEW / D
100840 9.0 B / C
85501 9.0 NEW / F
85300 9.0 NEW / B

STALL STALL WARNING

WARN HORN

F1A20 F1B20
5A
CB-13 P1
7

7
F1E20 R1

FLAP
POSITION
C SWITCH

0°-10° 25°-40°
NC NO
F1K20
F1F20

8
INBOARD F1C20 F1L20 OUTBOARD
LIFT LIFT
DETECTOR DETECTOR
F1J20

F1J20

Stall Warning
Figure 1 (Sheet 1 of 2)

8F7 91-27-30 SepPAGE 1

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

104817 9.0 NEW

LS301
STALL STALL WARNING
WARN HORN
ESS J P308C
BUS F1A20 8 F1B20 F1C20
5A
CB-31

J P308D
8 C37B22

S318
FLAP
POSITION
SWITCH
C
0°-10° 25°-40°
NC NO

F1D22

F1F22
P302
J
S104
INBOARD F1E22 2
LIFT DETECTOR

S105
OUTBOARD F1G22 1
LIFT DETECTOR
F1J20N

F1J20N

Effectivity Stall Warning

with Garmin 1000 Figure 1 (Sheet 2 of 2)

PAGE 2
Sep 30/06 91-27-30 8F8

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL
Island Enterprises
Electric Flaps
Figure 1 (Sheet 1 of 2)
8F9 91-27-50 SepPAGE 1
30/06
Sep 30/06
PAGE 2

with Garmin 1000

Effectivity
104817 23.0 NEW

FLAP
CONT
J P308C
C14A20 9 C14B20
91-27-50

5A
CB-34

GEA 71
J P701
FLAP IN TRANSIT LOGIC 64 C16A22
B300
ACTUATOR

MAIN

PA-32R-301/301T, SARATOGA II HP/TC

BUS

RED
BLK

THE NEW PIPER AIRCRAFT, INC.

MAINTENANCE MANUAL
Figure 1 (Sheet 2 of 2)

C12A14 C11A14
C4A14
LIMIT SW "B"
Electric Flaps

C3A14
C NC
FLAP C6A14N A4 A3 A4 A3 S332
MOTOR NO
A2 A1 C1A14 A2 A1 C2A14
C5A14
15A
CB-35 X1 X1 C NO
C10A20 C9A20 S331
X2 X2 NC
CR303 CR304

SP31

SP32
C7A20
LIMIT SW "A"
K305 C8A20N K306

FLAP MOTOR FLAP MOTOR

RELAY "A" RELAY "B"

C15A22
C10A20
8F10

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

85300 8.0 NEW / B

FUEL
PUMP FUEL PUMP
SWITCH
FILTER
R2 P2 FUEL
Q2A18 Q2B18 5 5 Q2C18 Q2D10N
PUMP
10A 2 3

HP S/N'S 3246001 THRU 3246017 ONLY

101848 8.0 NEW / K

104406 8.0 NEW / H
104141 8.0 NEW / C
101272 8.0 NEW / D
100840 8.0 NEW / C
85501 8.0 NEW / F

FUEL
PUMP FUEL PUMP
SWITCH
R9 P9 P4 R4 P4 R4 P9 R9
Q2A18 7 7 Q2B18 7 7 Q2C18 Q2D18 8 8 Q2E18 8 8
10A 2 3
( CB-10 )

Q2F18

FILTER
FUEL P2 R2
Q2G18N Q2G18 5 5
PUMP

HP S/N'S 3246018 & UP; TC S/N'S 3257001 & UP

Fuel Pump
Figure 1 (Sheet 1 of 2)

8F11 91-28-20 SepPAGE 1

30/06

Island Enterprises
Sep 30/06
PAGE 2

with Garmin 1000

Effectivity
104817 8.0 NEW
91-28-20

S304
FUEL PUMP
FUEL
SWITCH
PUMP
1

PA-32R-301/301T, SARATOGA II HP/TC

ESS J P314 J P4

THE NEW PIPER AIRCRAFT, INC.

BUS Q2A18 3 Q2B18 7 Q2C18
10A 2

MAINTENANCE MANUAL
Figure 1 (Sheet 2 of 2)

CB-30 3
J P315
Fuel Pump

Q2F18 5 Q2E18 8 Q2D18

OVERHEAD SW PNL

C300 B400
FILTER
FUEL
ORN PUMP
BLK
8F12

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

85501 7.0 NEW / F

85300 7.0 NEW / B

FUEL
QTY

Q1A20 Q3E20N
3

+ GND

FUEL GAUGE
(DUAL)
R1 P1 LEFT RIGHT P1 R1
5 5 Q4D20 Q3D20 6 6

Q4C20 Q3C20

TERMINAL
10 9
STRIP

Q4B20 Q3B20

L. OUTBD R. OUTBD
RED SENDER RED
SENDER

L. INBD R. INBD
SENDER SENDER

Fuel Quantity Effectivity

Figure 1 (Sheet 1 of 4) 3246001 thru 3246087

8F13 91-28-40 SepPAGE 1

30/06

Island Enterprises
Sep 30/06
PAGE 2

3257001 and up
3246088 and up
Effectivity

100840
101272
104141
104406
FUEL QUANTITY GAUGE
91-28-40

7.0
7.0
7.0
7.0
NEW
NEW
NEW
NEW
ALERT HORN

DATA BUS +

DATA BUS -
PWR GND
LIGHT DIM

LITE GND

/
/
/
/
DAY/NITE

RETURN

RETURN

C
D
C
H
SHIELD
SIGNAL

SIGNAL
PWR
P311 G E J D N P T S F A M L K
FUEL QTY.

PA-32R-301/301T, SARATOGA II HP/TC

THE NEW PIPER AIRCRAFT, INC.
Q1D22

Q1B22N
Q1C22

Q1E22
Q1A20

Q1F22-WHT
Q1F22-WH/BL

MAINTENANCE MANUAL
1A
Figure 1 (Sheet 2 of 4)

CB-9

Q1G20N
Q3D20
Q4D20
TO DAY/NITE SW DN17A22
Fuel Quantity

(SEE 91-31-50, P317

FIGURE 1, SHEET 2)

E8B20N
TO
TO 20 D.D.M.P.
ALERT HORN E7S22
(SEE 91-28-40, 12 (SEE
GB1-K 91-77-20,
FIGURE 2) 4 FIGURE 2)
TO PANEL LITE
DIM BUS E8C20 P1 P1
5 6 GB1-D
(SEE 91-33-10,
FIGURE 1) R1 5 6 R1

Q4B20 Q4C20 Q3C20 Q3B20

L. OUTBD R. OUTBD
10 9
SENDER SENDER

TB1 TB1
RED RED
L. INBD R. INBD
SENDER SENDER
8F14

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

101848 7.0 NEW / K

DATA ACQUISITION UNIT

FUEL QTY (RH) SIG.(+)

FUEL QTY (LH) SIG.(+)

FUEL QTY (RH) SIG.(-)

FUEL QTY (LH) SIG.(-)

P902 20 28 10 10 28 20 P901

Q1G20N
Q1B20N

P20E20N
P20D20N

Q3D20
Q4D20

GB1-J GB1-D GB1-K GB1-H

P1 5 6 P1

R1 5 6 R1
L. OUTBD Q4B20 Q4C20 Q3C20 Q3B20 R. OUTBD
SENDER 10 9
SENDER

RED TB1 TB1 RED

L. INBD R. INBD
SENDER SENDER

Effectivity
3246218 and up
Fuel Quantity 3257339 and up
Figure 1 (Sheet 3 of 4) with Avidyne Entegra

8F15 91-28-40 SepPAGE 3

30/06

Island Enterprises
Sep 30/06
PAGE 4

with Garmin 1000

Effectivity
104817 21.1 NEW
91-28-40

S407
BAGGAGE
E300 DOOR
SWITCH
GEA 71
P702 P346 J
NC
BAGGAGE DOOR 61 W7A22 1
C
NO

PA-32R-301/301T, SARATOGA II HP/TC

THE NEW PIPER AIRCRAFT, INC.
MAINTENANCE MANUAL
J P302
SP29
Figure 1 (Sheet 4 of 4)

L FUEL QTY HI 54 Q4C22WHT 3 Q4B22WHT Q4A22WHT

L FUEL QTY LO 55 Q4C22BLU 4 Q4B22BLU Q4A22BLU
Fuel Quantity

5
R100
P310 BRACKET ASSY R101 LEFT OUTBD
Q6A22WHT 16 SENDER
LEFT INBD
+10VDC XDCR PWR OUT 14 Q6A22BLU 17 SENDER
LEFT WING
Q6A22ORN 18

J P305
SP30
R FUEL QTY HI 56 Q3C22WHT 6 Q3B22WHT Q3A22WHT
R FUEL QTY LO 57 Q3C22BLU 7 Q3B22BLU Q3A22BLU
8
R200
RIGHT OUTBD
R201
SENDER
RIGHT INBD
SENDER
RIGHT WING
8F16

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

104406 31.0 NEW / H

104141 31.0 NEW / C
101272 32.0 NEW / D
100840 32.0 NEW / C
OT/OP

~
Q5D22 (SEE 91-79-30
FIG. 1, SHEET 1)

TO D.D.M.P. TO D.D.M.P.
E7P22

~
(SEE 91-77-20, (SEE 91-77-20
FIGURE 2) FIGURE 2)

A402 TO FUEL QTY.

ENGINE

~
MONITOR Q1D22 (SEE 91-28-40
E7A20 FIG. 1, SHEET 2)

3A E7T22 E7S22
TO CHT/VAC
CB-2
E6D22 (SEE 91-77-20

~
EXCEEDANCE FIGURE 1)
ALERT HORN
TO TIT/FF
3K 1/2 WATT (SEE 91-77-20

~
E5D22
FIGURE 6)

TO MAP

~
E9E22 (SEE 91-77-10
FIGURE 2)

TO TACH
(SEE 91-77-10

~
T3D22
FIGURE 1)

101848 29.0 NEW / K

A402
MFD J530

TO
E7T20 E7S22 14 ENTEGRA MFD
7.5A
CB-3 EXCEEDANCE
ALERT HORN

3K 1/2 WATT

HP S/N's 3246218 AND UP; TC S/N's 3257339 AND UP; WITH ENTEGRA OPTION

Effectivity
Exceedance Audio Alert 3246088 and up
Figure 2 3257001 and up

8F17 91-28-40 SepPAGE 5

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

PAGE 6
Sep 30/06 91-28-40 8F18

Island Enterprises
8F19

104817 25.0 NEW

S325
MAX
6
RH WING
5
B200
4
TKS METERING
OFF J P308D P316 J P203 J PUMP
PWR
1
H36A20 6 H36B20 2 H36C20 2 HI

PA-32R-301/301T, SARATOGA II HP/TC

2
H31A20
5A 3

THE NEW PIPER AIRCRAFT, INC.

H37A20 7 H37B20 1 H37C20 1 LO
CB-6
MIN H38A20N 3 GROUND

MAINTENANCE MANUAL
MAIN 4
TKS H39A20N 0V
TKS System (Optional)

BUS ICE PROTECTION

GAUGE

H32A20
1A
Figure 1

CB-5

R202
M301 LEVEL INDICATOR FUEL QTY
P331 SENDER
POWER (28 VDC) 1 P204 J
GROUND (OUT) 8 H40A20 9 H40B20 5 H40C20 1 GROUND
SIGNAL (IN) 5 H33A20 5 H33B20 3 H33C20 2 SIGNAL
POWER (OUT) 3 H34A20 4 H34B20 4 H34C20 3 POWER
2 NC
4 NC
6 NC
91-30-10 SepPAGE

7 NC
GROUND 9 H35A20N
with Garmin 1000
Effectivity
30/06
1

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

PAGE 2
Sep 30/06 91-30-10 8F20

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

85300 10.0 NEW/B

PITOT
HEAT PITOT HEAT PITOT MAST
SWITCH
R2 P2
H2A16 H2B16 8 8 H2C16
15 2 3

HP S/N's 3246001 THRU 3246017 ONLY

101848 10.0 NEW /K

104406 10.0 NEW /H
104141 10.0 NEW /C
101272 10.0 NEW /D
100840 10.0 NEW /C
85501 10.0 NEW / F

PITOT
HEAT PITOT HEAT
SWITCH

H2A18 H2B18
10A 2 3
CB-20 *

TO
R30 * R1 P1 ANNUNC
R30 * GRN
4 4 15 15
BLK W8B22 W8A22
W8B22N 3 3 (SEE 91-31-50
RED
FIGURE 1)

* HP S/N’s 3246088 & UP

TC S/N’s 3257001 & UP

R2 P2 R30 * R30 *
8 8 WHT WHT
H2C18 1 1 2 2 H2D18 H2E18

PITOT HEAT
SENSOR H2E18N

PITOT MAST
HP S/N's 3246018 & UP; TC S/N's 3257001 & UP

Pitot Heat
Figure 1 (Sheet 1 of 2)

8F21 91-30-30 SepPAGE 1

30/06

Island Enterprises
Sep 30/06
PAGE 2

with Garmin 1000

Effectivity
104817 10.0 NEW
91-30-30

P702 GEA 71

W8A22 62 PITOT CURRENT

PA-32R-301/301T, SARATOGA II HP/TC

THE NEW PIPER AIRCRAFT, INC.
J P103 P303 J J P343
1 H2E18WHT 3 H2D18 2 WHT

MAINTENANCE MANUAL
4 GRN
Figure 1 (Sheet 2 of 2)

J P104
1 H2E18BLU 4 H2F18N
Pitot Heat

HR100
PITOT MAST
W8C22N 3 BLK

S319 RED
PITOT HEAT
PITOT SWITCH
J P308E
HEAT 3
H2B18 3 H2C18 1 WHT
ESS
BUS H2A18
10A 2 A302
CB-17 1 PITOT HEAT
CURRENT SENSOR

H2J22N J P308A
5
H2H22 2 H2G22 63 PITOT HEAT
4 SWITCH POSITION
GB3-M
8F22

Island Enterprises
8F23

104815 23.0 NEW

GDL 69 DATA LINK UNIT

CIRCUIT BREAKER PANEL
DATALINK

P691 +28VDC
AVIONICS
AIRCRAFT POWER 1 35 C36A22RED 3 BUS

POWER GROUND 20 C36A22NBLK GB4A-N (SEE 91-24-30, FIGURE 4)

(LS301 STALL WARNING HORN)

+

AUDIO SUPRESSION LO 1 64 C37A22 -

PA-32R-301/301T, SARATOGA II HP/TC

THE NEW PIPER AIRCRAFT, INC.
R CABIN SIDEWALL UPHOLSTERY PNL
P311

MAINTENANCE MANUAL
AUDIO SUPRESSION HI 1 61 C38A22 30 (LIGHT SWITCH COVER ASSY)

P695 J695
VOLUME INCREMENT 73 C40A22 1
Data Link

VOLUME DECREMENT 74 C41A22 2

Figure 1

CHANNEL INCREMENT 71 C42A22 3

CHANNEL DECREMENT 72 C43A22 4
SIGNAL GROUND 75 C44A22 5
N/C 6 N/C

NO. 2 GDU 1040

2P10001
MULTI-FUNCTION DISPLAY
ETHERNET CABLE
L CABIN SIDEWALL UPHOLSTERY PNL
OUT A 25 WHT/BLU 12 IN 3A
OUT B 24 BLU/WHT 13 IN 3B (PLATE ASSY)
ETHERNET 1 ETHERNET
IN A 23 WHT/ORN 10 OUT 3A J721 P696
IN B 22 ORN/WHT 11 OUT 3B
91-31-40 SepPAGE

P3471-56 (SEE 91-23-50, FIG. 2, SHT 2) 2

P3471-57 (SEE 91-23-50, FIG. 2, SHT 2) 1
P3471-76 (SEE 91-23-50, FIG. 2, SHT 2) 3

C45B22WHT 4
C45B22BLU 5
C45B22ORG 6
with Garmin 1000

P3471 GMA 1437 AUDIO PANEL

LEFT HI 19 C45A22WHT 17 LEFT HI

Effectivity

AUDIO OUT RIGHT HI 18 C45A22BLU 18 RIGHT HI MUSIC 1

AUDIO IN
LO 17 C45A22ORG 37 LO
30/06
1

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

PAGE 2
Sep 30/06 91-31-40 8F24

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Annunciator Effectivity
Figure 1 (Sheet 1 of 12) 3246001 thru 3246017

8G1 91-31-50 SepPAGE 1

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Effectivity Annunciator
3246001 thru 3246017 Figure 1 (Sheet 2 of 12)

PAGE 2
Sep 30/06 91-31-50 8G2

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

85501 4.0 E / F 9 SEE SHEET 4

K5

17 18
DN16A22
R10

9
R11

19
15
DN15A22 10 SEE SHEET 4
DN12A22

6
11
DN5G22

1
R15 FLAPS
SEE
TO R9 ELECT. EF16

2
SHEET 4

13
R17 FLAPS
DN11A22

5
3
12 G2L20
R16 SEE GEAR WARNING
91-32-60

4
FIG. 1 G2K20
10

R14

10
DN10A22

7
AIR/COND DOOR
(OPT.)
K7

AC7A20

8
4 SEE
AIR
SEE COND. AC6A20

9
5

SHEET 4

13 11
DN9A22
K2

STARTER ENGAGE

12
R3 7 STE2-20
8

P3A

J3A
SEE 91-81-10
FIG. 1, SHEET 2
R2
7

DN8A22

1
R1

2
LEFT
6

SEE 91-32-60
G1D20
3
FIG. 1
DN1B22
17

DN7A22
4
14

DN5A22

NOSE
DN17C22

SEE 91-32-60
P1
J1

G1L20
6

FIG. 1
DN15A22N
DN6A22
7
GPS ACC

8
1

RIGHT
11 SEE SEE 91-32-60
2

G1K20
9

SHEET 4
P304-6

FIG. 1
P304-5

P-GL

SEE 91-24-30 5 DN17A22

FIG. 2 SEE SHEET 4
1 DN13A22
2

SEE
3 DN1C22
DAY

SHEET 4
NIGHT

K1
P304-4

DN4A22
3
C P304-1

P304-3 P304-2
4

DN3A22 DN3B22
DN1A22

SEE PRESS TO
2
DN16A22N

DN2A22
P1

TEST
J1

SHEET 4

ANNUN
5

PANEL

Annunciator Effectivity
Figure 1 (Sheet 3 of 12) 3246018 thru 3246087

8G3 91-31-50 SepPAGE 3

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

85501 4.1 D / F
SEE SHEET 3

20
SEE SHEET 3 SEE SHEET 3 10 DN15A22

21
SEE SHEET 3 11
ALTERNATOR INOP
4 SEE 91-24-30,

22
8 W2A20
FIG. 1, SHEET 2

17
DN22B22

18
K6

19
R9
24

10
R8

6
DN14A22
16

PITOT HEAT

1
OFF/INOP
SEE 91-30-30

2
FIGURE 1 W8A22
22

5
R7 D21A22

3
OIL PRESSURE
21

R6 4
W6A20
9

DN20A22
20

R5
7

SEE 91-37-20 VACUUM INOP

FIGURE 1
19

R4
8

W4A20
13

DN19A22
23

11

SEE BAGG BAGG DOOR AJAR

DOOR AJAR
18

12

W7A20
K3

14

DN18A22
P1
J1

15

LOW BUS VOLTAGE

DN1C22
DN2A22

16

6 P6C20

SEE
P3

J3

91-24-30
FIG. 2
9 3
DN13A22

SEE TO
SHEET 3 OIL PRESSURE
SWITCH
(SEE 91-33-10
FIG. 5, SHEET 2)

SEE SHEET 3 1 SEE SHEET 3

2

Effectivity Annunciator
3246018 thru 3246087 Figure 1 (Sheet 4 of 12)

PAGE 4
Sep 30/06 91-31-50 8G4

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

101272 4.0 NEW / D

20 21
SEE DN24A22
100840 4.0 A / C 9 SHEET 6

K6

22
R18

17 18
DN27A22

29
R13

19
9
DN12A22

6
11
R15 DN5G22

1
FLAPS IN TRANSIT
SEE ELECT. EF16

2
FLAPS
13

R17
DN11A22

5
3
SEE G2L20
12

R16 GEAR WARN

91-32-60
G2K20

4 10 7
FIG. 1
10

R14 DN10A22
AIR/COND DOOR OPEN
K7

SEE AC7A20 (OPT.)

8
4
91-21-50
SEE FIG. 1 AC6A20

9
5

SHEET 6

13 11 12
DN9A22
K2

STARTER ENGAGE
R3 7 STE2-20
8

P3A

J3A
SEE 91-81-10
R2 FIG. 1, SH. 3
7

DN8A22 1 2
R1
SEE LEFT
6

91-32-60 G1D20
3

FIG. 1
DN1B22
17

DN7A22
4 5
DN26A22
P101
J101

10 SEE NOSE
91-32-60 G1L20
6
GPS ACC

FIG. 1
1 2

DN6A22
7 8

SEE
11 SHEET 6
DN5A22
P304-5

RIGHT
P304-6

DAY/NITE SEE
91-32-60 G1K20
9

FIXED DIM DN17A22

CONT. OUT FIG. 1
PGL

DN1C22 SEE SHEET 6

DAY

3
NIGHT
P304-4

1 DN13A22
2

SEE SHEET 6
C P304-1

K1

DN4A22
3
DN1A22

P304-3 P304-2
DN2A22 DN3A22 DN3B22
4 1

2
SEE SHEET 6 PRESS
DN16A22N

TO TEST 10
P101

J101
CB-18

ANNUN
5A

PANEL

Effectivity
Annunciator 3246088 thru 3246153
Figure 1 (Sheet 5 of 12) 3257001 thru 3257123

8G5 91-31-50 SepPAGE 5

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

101272 4.1 NEW / D

100840 4.1 NEW / C

31 30
DN23A22

SEE 11
SHEET 5

29
14
R19

28 27
DN22A22

28
R12

26
K5

25 24
DN21A22

23
K4

20
DN15A22

21
R10
ALTERNATOR INOP
26

SEE 91-24-30

22
FIG. 1, SHEET 3 8 W2A20
R9

17
DN25A22
25

18
R8
24

19
R11

6
DN14A22
27

1 PITOT HEAT
OFF / INOP
SEE 91-30-30
W8A22
2

FIGURE 1
22

R7 D21A22
5
3

OIL PRESSURE
21

R6
4

W6A20
9

DN20A22
20

R5
7

VACUUM INOP
19

R4 SEE 91-77-20
W4A20
8

FIGURE 1
13 11

DN19A22
23

BAGGAGE DOOR
SEE 91-33-10
18

12

W7A20
FIGURE 6
DN2A22
K3

14
DN1C22

DN18A22
P101
J101

15

SEE LOW BUS VOLTAGE

91-24-30
16

FIG. 1, 6 P13B20
4 9 3
DN13A22

SHEET 3
P3

J3

SEE SHEET 5
TO OIL PRESS. SW.
2 (SEE 91-79-30,
FIG. 1, SHEET 1) 1 SEE SHEET 5
Effectivity
3246088 thru 3246153 Annunciator
3257001 thru 3257123 Figure 1 (Sheet 6 of 12)

PAGE 6
Sep 30/06 91-31-50 8G6

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

104406 4.0 A / H

20 21
104141 4.0 B / C 9 DN24A22

K6
SEE
SHEET 8

22 17 18
R18
DN27A22

29
R13

19
9
DN12A22

6
R15

11

1
FLAPS IN TRANSIT

ELECT.
FLAPS

SEE
~
EF16

2
13
R17
DN11A22

5
~ ~

3
SEE G2L20 GEAR WARN
12

R16
91-32-60
FIG. 1 G2K20

4 10 7
10

R14 DN10A22

AIR/COND DOOR OPEN

AIR COND.
(OPT.)
K7

~ ~
AC7A20

8
4

SEE
*

SEE AC6A20

9
5

SHEET 8

13 11 12
DN9A22
*
K2

STARTER ENGAGE
(POSITIVE TO TURN LIGHT ON)

DN5A22

R3 7 STE2-20
8

P3A
SEE

J3A
R2 STARTER &
ACCESS.
7

DN8A22 1 2
R1
SEE LEFT
6

91-32-60
~

FIG. 1 G1D20
3
DN1B22
17

DN7A22
4
P101
J101

10 NOSE
~

G1L20
6

* HP S/N’s 3246182 & UP DN6A22

7

TC S/N’s 3257199 & UP

P304-6

USE RELAYS THAT

P304-5

RIGHT
INCLUDE AN INTERNAL
~

G1K20
9

SUPPRESSION DIODE.
PGL

DAY/NITE
~

FIXED DIM DN17A22

DAY

CONT. OUT
NIGHT
P304-4

SEE 1 DN13A22
2
C P304-1

3 DN1C22 SHEET 8
K1

DN4A22
3

SEE
SHEET 8
*
DN1A22

2 DN2A22 P304-3 P304-2

DN3A22 DN3B22
4 1

SEE
SHEET 8 PRESS TO
TEST
DN16A22N

P101

J101

10
CB-18

ANNUN
5A

PANEL

Effectivity
Annunciator 3246154 and up
Figure 1 (Sheet 7 of 12) 3257124 and up

8G7 91-31-50 SepPAGE 7

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

104141 4.1 NEW / C

104406 4.1 A / H

31 30
DN23A22

29
14
R19

28 27
DN22A22
R12

28

26
K5

25 24
DN21A22

12
* SEE

23
K4

SHEET 9
*

20 21 22 17 18
DN15A22
R10
ALTERNATOR INOP
26

TO ALTNR PWR
(SEE 91-24-30: 8 W2A20
R9 FIG. 1, SHEET 3)
DN25A22
25

R8
24

19
R11 DN14A22
6
27
(GND TO TURN LIGHT ON)

PITOT HEAT
1
OFF/INOP
TO PITOT HEAT
(SEE 91-30-30:
~

W8A22
2

FIG. 1)
22

R7 D21A22
5
3

OIL PRESSURE
21

R6
4

W6A20

D20A22
9
20

R5
7

VACUUM INOP
TO CHT/VAC
19

R4
~

(SEE 91-77-20: W4A20

8

FIG. 1)
13 11

DN19A22
23

TO BAGG BAGG DOOR AJAR

DOOR AJAR
18

12 14 15
~

(SEE 91-33-10: W7A20

K3

FIG. 6)
*

DN1C22

DN2A22

DN18A22
P101
J101

TO ALTNR PWR LOW BUS VOLTAGE

16

6 P13B20
4 9 11 3 2
DN13A22

(SEE 91-24-30:
* SEE
P3

J3

FIG. 1, SHEET 3)
SEE SEE
SHEET 7 SHEET 9
SHEET 7
OIL PRESS SW. * HP S/N’s 3246182 & UP
TC S/N’s 3257199 & UP
1
(SEE 91-33-10: SEE INDICATES RELAYS THAT INCLUDE
FIG. 5, SHEET 3) SHEET 7 AN INTERNAL SUPPRESSION DIODE.
Effectivity
3246154 and up Annunciator
3257124 and up Figure 1 (Sheet 8 of 12)

PAGE 8
Sep 30/06 91-31-50 8G8

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

104406 4.2 D / H

SEE AVIONICS (COMM/NAV 1 HARNESS)

} SEE AVIONICS (DME HARNESS)

P101
33 32 31 30 16 15
J101
11 SEE SHEET 8

*
K8
R22

R20

12 SEE SHEET 8

47K OHM 1000 OHM

* (HAS INTERNAL SUPPRESSION)

Effectivity
Annunciator 3246182 and up
Figure 1 (Sheet 9 of 12) 3257199 and up

8G9 91-31-50 SepPAGE 9

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

101848 4.0 H / K
9
SEE

K6
SHEET 11

R18

17 18
DN27A22

29
R13

19 6
9
DN12A22
11

R15

1
FLAPS
SEE
EF16

2
ELECT.
13

R17 FLAPS
DN11A22

5
3
SEE G2L20
12

R16 GEAR WARNING

*

91-32-60
RELAYS HAVE INTERNAL SUPPRESSION DOIDE.

FIG. 1 G2K20

4 10 7
10

R14 DN10A22
AIR COND DOOR
(OPT.)
K7

AC7A20
*

8
4 SEE
AIR
SEE COND. AC6A20

9
5

SHEET 11

13 11 12
DN9A22
K2
*

STARTER ENGAGE
DN5A22

R3 7 STE2-20
SEE
8

P3A

91-81-10 J3A
R2 SHEET 3
7

DN8A22
1 2

R1
LEFT
6
(POSITIVE TO TURN LIGHT ON)

SEE
91-32-60 G1D20
3

FIG. 1
DN1B22
17

DN7A22
4 5

10
P101
J101

NOSE
SEE
91-32-60 G1L20
6

FIG. 1
DN6A22
7 8
P304-4

RIGHT
P304-5

3 DN1C22
SEE SEE 91-32-60 G1K20
P304-7

FIG. 1
SHEET 11
PGL
DAY/NIGHT
4
P304-8

3
1
6

SEE
DN13A22
NIGHT
P304-6

1
2

SHEET 11
2
5

K1
P304-1

DN4A22
3

*
DN1A22

P304-3 P304-2
2 DN2A22 DN3A22 DN3B22
4 1

SEE PRESS TO
SHEET 11 TEST
DN16A22N

P101

J101
CB-18

ANNUN 10
5A

PANEL

Effectivity
3246218 and up
3257339 and up Annunciator
with Avidyne Entegra Figure 1 (Sheet 10 of 12)

PAGE 10
Sep 30/06 91-31-50 8G10

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

101848 4.1 G / K

35
DN28A22
STBY ALTR

34 33 31 30 29 28 27
STNDBY ON
ALTNTR 15

34
R23 SP16B22
9-24-30
DN23A22

14
R19

DN22A22
R12

28

26 25
K5

DN21A22
12

24
SEE
SHEET 12

23 20 21
K4

DN15A22
R10
* (HAS INTERNAL SUPPRESSION)

ALTERNATOR INOP
ALTNTR
26

PWR

22
(GND TO TURN LIGHT ON)

8 W2A20
R9 91-24-30

17 18
DN25A22
25

R8
24

19
R11 DN14A22

6
27

PITOT HEAT
1 OFF/INOP
PITOT HEAT W8A22
2

91-30-30
22

R7 D21A22
5
3

OIL PRESSURE
21

R6
W6A20
4

DN20A22
9
20

R5
7
19

R4
8
13 11

DN19A22
23

BAGGAGE BAGG DOOR AJAR

DOOR AJAR
18

12

91-33-10 W7A20
K3

FIG. 6
*

14 15
DN2A22

DN18A22
P101
J101

LOW BUS VOLTAGE

DN1C22

16

6 P13B20
DN13A22

ALTNTR
P3

J3

4 9 PWR
11 91-24-30
3 2
SEE SEE
SHEET 10 SHEET 12 OIL PRESS 1 SEE
SEE
SWITCH SHEET 10 Effectivity
SHEET 10 91-33-10
3246218 and up
Annunciator 3257339 and up
Figure 1 (Sheet 11 of 12) with Avidyne Entegra

8G11 91-31-50 Sep

PAGE 11
30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

101848 4.2 G / K

SEE AVIONICS (COMM/NAV 1 HARNESS)

} SEE AVIONICS (DME HARNESS)

P101
33 32 31 30 16 15
J101
11 SEE
SHEET 11
*
K8
R22

R20

12 SEE
SHEET 11

47K OHM 1000 OHM

* (HAS INTERNAL SUPPRESSION)

Effectivity
3246218 and up
3257339 and up Annunciator
with Avidyne Entegra Figure 1 (Sheet 12 of 12)

PAGE 12
Sep 30/06 91-31-50 8G12

Island Enterprises
8G13

104817 6.0 NEW

K401 K402
DOWN UP
SOLENOID SOLENOID LANDING GEAR
PUMP
GRN BLU
CB-8 MAIN
G4A10 BUS
HYD. 25A
PUMP
MOTOR P416
P417
G3F20 1

BLK
G2AG20

G3G20
G2R20

G3K20
G3L20

1
P308D

PA-32R-301/301T, SARATOGA II HP/TC

THE NEW PIPER AIRCRAFT, INC.
S410 S102
LEFT
1

3
HYD PRESS

MAINTENANCE MANUAL
SWITCH SQUAT
SWITCH
Landing Gear Control

G3J20 G3H20 J P301 J P102

FLT
S313 G3R20 G3E20 2 G3D20 7 G3C20
GEAR G3S20 3 G3T20 8 G3U20
Figure 1

SELECT 1 3 4 6 GND
SWITCH DN UP
2 5
G3GG20N G2AD20 SEE 91-32-60, B 9 G3B20
FIGURE 1
SHEET 2
GB3-P
C SEE
91-32-60,
D
FIGURE 1
A SHEET 2

J P311
(20) 26
JB1-C SEE
91-32-30 SepPAGE

E (20) (20) N
91-32-60,
K (20) FIGURE 1, SHEET 3 J P310
(20) 8 E
SEE
(20) 9 F
91-32-60,
(20) 10 G FIGURE 1
(20) 11 H SHEET 2
with Garmin 1000

BRACKET ASSY

NOTE: SEE 91-32-60, FIGURE 1, SHEET 1, FOR NON-GARMIN 1000 EFIS EQUIPPED AIRPLANES.
Effectivity
30/06
1

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

PAGE 2
Sep 30/06 91-32-30 8G14

Island Enterprises
8G15

85300 5.0 NEW /

85501 5.0 NEW /
100840 5.0 B / C
101272 5.0 NEW
104141 5.0 NEW
104406 5.0 NEW
101848 5.0 NEW
TO GEAR
ANNUNCIATOR
LANDING GEAR LANDING GEAR
LIGHTS
PUMP CONTROL / LIGHTS
/ (SEE 91-31-50,
/
/
/
B
F

D
C
H
K
FIGURE 1)
G1A20
25A 5A
CB-11 * R12 CB-12 *
DOWN UP 1

G1D20
G1K20
G1L20
SOLENOID SOLENOID ** 1 DOWN LOCK SWITCHES
P12
G4A10 GEAR UP
NC
G3E20 G2CA20 X G2C20

G1F20
C TB1*
G1H20 X G1HA20 P12 ** R12
GRN

BLU

RIGHT G1JA20 X G1J20 G1N20 6 6

PA-32R-301/301T, SARATOGA II HP/TC

GEAR NO 6
TB1* NC
Landing Gear Position and Warning

THE NEW PIPER AIRCRAFT, INC.

HYD. G2B20 G2B20
C
PUMP P12** R12
G3P20

12 G1C20 G1E20
G3R20
G3H20

G3D20
***

MAINTENANCE MANUAL
MOTOR NOSE G1G20 G1G20 5 5
HYD. PRESS GEAR NO
Figure 1 (Sheet 1 of 3)

SWITCH NC
BLK

C G2AA20 X G2A20
P12 P12
9 10 G1B20 X G1BA20 P12** R12
TB1* 1 LEFT
9 ** ** 10
G1CA20 X G1C20 G1M20 7 7
GEAR NO
R12 R12

G3B20
GEAR DOWN

G3C20
G3G20

G3F20

UP LOCK SWITCHES
R12 GEAR NOT UP
3 TB1* 2 3
NC
3 ** G2E20

X
X C
P12

G2L20
G2D20

G2Y20
LEFT
G3CA20

DN UP DN UP NO
G3K20 GEAR
G3BA20
GEAR 4 NC
R12
SELECTOR G2G20 G2G20

G2P20
11 C
GND G2F20 G2F20
11 ** FLT NOSE
G3JA20 NO
P12 TB1* GEAR
SQUAT
X

NC
G3T20

SWITCH G2J20
C
G3J20
G2Q20
91-32-60 SepPAGE

G2H20

P12
GEAR ANNUNCIATOR RIGHT

13 13
WARN LIGHT NO GEAR

**
5
G2K20

TB1* GEAR UP

R12
FLAP
NO SWITCH
BLK RED G3V20 12 12 G3M20 C
R12 P12 G3L20
**

G2N20
GEAR WARNING NC
HORN FLASHER
* HP 3246088 & UP; TC 3257001 & UP. CLOSED
** "P5" & "R5" IN HP 3246001 THRU 3246087 ONLY. YEL RED G2W20 G2M20
***IN HP 3246001 THRU 3246087 ONLY.
G5J20 THROTTLE
OPEN SWITCH
30/06
1

Island Enterprises
Sep 30/06
PAGE 2

with Garmin 1000

Effectivity LANDING GEAR DOWN LOCK SWITCHES
CONTROL/LIGHTS
J P308C P418 J
91-32-60

CB-28 SP1 GEAR UP

G1A20 7 G1B20 G1V20 1 G1W20 S400
5A NC NOSE
ESS G3A22 J SEE SEE 91-32-30, FIGURE 1 A G2AG20 3 G2AH20 C GEAR
BUS 91-32-60, 2 G1X20
FIGURE 1, SHEET 3 NO

J P310 J P306 J P202

SEE 91-32-60, FIGURE 1, SHEET 3

G1C20
K 13 G1Y20 G1L20 8 G1M20 2 G1N20 S200
NC RIGHT
G1K20 3 G2J20 C GEAR
L 12 G1S20 7 G1R20 1 G1P20
NO

PA-32R-301/301T, SARATOGA II HP/TC

J P301 J P102
Landing Gear Position and Warning

THE NEW PIPER AIRCRAFT, INC.

JMPR-1 1 G1D20 2 G1E20 S100
SP2 SP3 NC LEFT
G2B20 3 G2A20 C GEAR

MAINTENANCE MANUAL
M 14 G1H20 7 G1G20 1 G1F20
NO
Figure 1 (Sheet 2 of 3)

GEAR DOWN
SEE P102 J G1DD20
91-32-30, B 9 JMPR-2
FIGURE 1

UP LIMIT SWITCHES
P419 J GEAR NOT UP
D G2R20 2 G2E20 S401
SEE
NC NOSE
91-32-30, G2S20 1 G2F20 C GEAR
FIG. 1 SP13 SP12
C G3L20 JMPR-6 G2C20
NO

J P301 J P102
G2L20 4 JMPR-3 5 G2CC20 S101
SP15 SP7 NC LEFT
E 8 G2T20 G2M20 JMPR-5 5 G2D20 6 G2DD20 C GEAR
S315 SP14
FLAP LIMIT NO
SEE 91-32-30, FIGURE 1

SWITCH
NO C
F 9 G3N20 J P306 J P202
G3M20 S201
G2P20 5 G2G20 JMPR-4 5 G2GG20
NC SP8 NC RIGHT
G2N20 4 G2H20 6 G2HH20 C GEAR
P341 J
CLOSED P J340 NO
G 10 G2W20 1 GEAR UP
1 G2V20
OPEN LS300
S316 S322 GEAR WARNING
THROTTLE P J342 FLASHER HORN
SWITCH
H 11 G2Y20 1 RED YEL
104817 6.1 NEW
G5J20N
8G16

Island Enterprises
8G17

104817 7.0 NEW

BRACKET ASSY INSTRUMENT PANEL

J P311
21 G9A22

PA-32R-301/301T, SARATOGA II HP/TC

P330
1 SEE S317 E304
Landing Gear Position and Warning

THE NEW PIPER AIRCRAFT, INC.

91-32-60, 3 DAY G11A22 ANNUNCIATOR DIMMER ASS'Y
GEAR WARN DS303 FIGURE 1, J G3A22
NIGHT
SHEET 2

MAINTENANCE MANUAL
2 SEE 2 PTT
G2AF20 91-32-30, N
Figure 1 (Sheet 3 of 3)

FIGURE 1 1 R101
J P308C 5.6 K
1 6 DAY
P J311 JB1-B 4 G11B22 1
NIGHT
RIGHT DS302 22 C H G11C22N Q-101
5 PTT C101 MJ11015
B G GB3-H R102
2 4 .047
G1U20 23 E K G1T20 L MFD 5.6 K
D J SEE
1
91-32-60, 5 G8B22 2
FIGURE 1,
NOSE DS301
SHEET 2
JB1-C
G10A22 6 G10B22 3
2
G1AA20 24 A F
B G G1Z20 K SEE NC 4
1 91-32-60,
25 C H FIGURE 1, NC 5
LEFT DS300 D J G1J20 M SHEET 2 6

2
G1K20
91-32-60 SepPAGE

G8A22
with Garmin 1000
Effectivity
30/06
3

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

PAGE 4
Sep 30/06 91-32-60 8G18

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Panel and Switch Lights Effectivity

Figure 1 (Sheet 1 of 6) 3246001 thru 3246017

8G19 91-33-10 SepPAGE 1

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Effectivity Panel and Switch Lights

3246001 thru 3246017 Figure 1 (Sheet 2 of 6)

PAGE 2
Sep 30/06 91-33-10 8G20

Island Enterprises
8G21

85501 25.0 E / F

PANEL/SWITCH
LIGHTS
ELECTRICAL BUS
71/2 A

BATT FUEL MAG MAG TAXI/LAND NAV STROBE

START MASTER ALT PUMP LEFT RIGHT LIGHT LIGHT LIGHT

CLOCK
ALT A/S
L5V20
L7A20

(OPT)

PA-32R-301/301T, SARATOGA II HP/TC

THE NEW PIPER AIRCRAFT, INC.
MAINTENANCE MANUAL
OVERHEAD SWITCH PANEL
Panel and Switch Lights
Figure 1 (Sheet 3 of 6)

VSI T/C VAC

R9-10 P9-10 R4-10 P4-10

A L7H20 2 2 L7K20 L7KK20 BLK
SWITCH D L7B20N L7G20 1 1 L7J20 L7JJ20 WHT
LIGHTS 2 5K R9-9 P9-9 R4-9 P9-9
B L7C20 ENG
DIMMER 1 EGT
L7D20 RADIO (OPT) DME1/ PITOT AIR GA
ASSY. C
MASTER NAV/GPS DME2 HEAT FAN COND
F L7E20 1 1 WHITE
L7F20N 2 2 BLACK

TACH FUEL
QTY
91-33-10 SepPAGE

INSTR. A
PANEL D L5W20N L3G20
POST 2 5K
B L5S20
LIGHTS 1
3246018 thru 3246087

DIMMER C L5T20
COMPASS
ASSY. F L5U20 L5F20 L5H20

OAT
Effectivity
30/06
3

Island Enterprises
Sep 30/06
PAGE 4

3257001 and up
3246088 and up
Effectivity
104406 24.0 NEW / H
104141 24.0 NEW / C
101272 25.0 NEW / D
PANEL / SWITCH 100840 25.0 B/C
91-33-10

LIGHTS

ELECTRICAL BUS
7.5 A
CB-24
BATT FUEL MAG MAG TAXI/LAND NAV STROBE
START MASTER ALT PUMP LEFT RIGHT LIGHT LIGHT LIGHT
CLOCK
ALT A/S (OPT)

L5V20
L7A20

PA-32R-301/301T, SARATOGA II HP/TC

THE NEW PIPER AIRCRAFT, INC.
OVERHEAD SWITCH PANEL VSI T/C

MAINTENANCE MANUAL
Panel and Switch Lights
Figure 1 (Sheet 4 of 6)

P5 R9-10 P9-10 R4-10 P4-10

A L7H20 2 2 L7K20 L7KK20 BLK
SWITCH D L7B20N L7G20 1 1 L7J20 L7JJ20 WHT
LIGHTS B 2 5K R9-9 P9-9 R4-9 P9-9
L7C20 LT. SW.
DIMMER 1
C L7D20 P24
ASSY.
F L7E20 1 1 WHITE (OPT)
RADIO DME1/ PITOT AIR
P23 L7F20N 2 2 BLACK
MASTER NAV/GPS DME2 HEAT FAN COND L3G20 1
L3G20N 2

COMPASS

TO
GAUGE LIGHTING
L5Z20 E8C20 (SEE 91-77-10:
INSTR. A FIGS. 1 & 2.
PANEL D L5W20N SEE 91-77-20:
POST 2 5K FIGS. 1, 2 & 6)
B L5S20
LIGHTS 1
DIMMER C L5T20
ASSY. F L5U20 L5F20 TO
L5FF20 LOWER PANEL
P22
LIGHT HARNESS
8G22

Island Enterprises
8G23

101848 24.0 NEW / K

PANEL/SWITCH
LIGHTS
ELECTRICAL BUS
7.5A
CB-24
BATT FUEL MAG MAG TAXI/LAND NAV STROBE
START MASTER ALT PUMP LEFT RIGHT LIGHT LIGHT LIGHT
L5V20
L7A20

PA-32R-301/301T, SARATOGA II HP/TC

THE NEW PIPER AIRCRAFT, INC.
OVERHEAD SWITCH PANEL

MAINTENANCE MANUAL
COMPASS
Panel and Switch Lights
Figure 1 (Sheet 5 of 6)

L3G20 1
L3G20N 2
P25 R25 R9-10 P9-10 R4-10 P4-10
A L7H20 2 2 L7K20 L7KK20 BLK
SWITCH D L7B20N L7G20 1 1 L7J20 L7JJ20 WHT
2 5K R9-9 P9-9 R4-9 P9-9
LIGHTS B L7C20
DIMMER C 1
L7D20 P24
ASSY. DME1/
F L7E20 1 1 WHITE AIR
RADIO (OPT) DME2 PITOT COND
P23 L7F20N 2 2 BLACK
MASTER NAV/GPS (OPT) HEAT FAN (OPT)
ALT DG A/S

INSTR. A JB8
91-33-10 SepPAGE

PANEL D L5W20N OXY/DME

POST 2 5K
LIGHTS B L5S20 (OPT)
1
DIMMER C L5T20
ASSY. F L5U20 L5F20
P22
with Avidyne Entegra

LANDING HTR SW
3257339 and up
3246218 and up

GEAR

ELT BLOWER
Effectivity
30/06
5

Island Enterprises
Sep 30/06
PAGE 6

with Garmin 1000

Effectivity PNL/SW
L303 L304 L305 L306 L307 L308 L309 L310 L311 L12B20
LIGHTS BATT FUEL MAG MAG TAXI/LAND NAV STROBE
START MASTER ALT PUMP LEFT RIGHT LIGHT LIGHT LIGHT
91-33-10

CB-10 MAIN
BUS
7.5
L329 L328 L330
STORMSCOPE ELT AIR COND
(OPT) CONTROL
OVERHEAD SWITCH PANEL
L7A20 SP18
L8A20
J P314 J P4 L12C20 (20)
L7H20 5 L7J20 10 BLK
L7G20 4 L7K20 9 WHT

PA-32R-301/301T, SARATOGA II HP/TC

P335 GB3-D S312 S701 S319 S311 S317 S320 S323
RADIO FD/AP OPT PITOT EMERG DY/NT AIR L337 L338 L327 L324 L326
A

THE NEW PIPER AIRCRAFT, INC.

E302 MASTER MASTER --- HEAT POWER /PTT FAN COND CB CB FLAP OXY GEAR
D L7B20N R302 PNL PNL HANDLE PLACARDS
SWITCH 5K

MAINTENANCE MANUAL
B L7C20

SP4
LIGHTS 2
Panel and Switch Lights

1
Figure 1 (Sheet 6 of 6)

C L7D20 L12D20
DIMMER
F L7E20 WHITE
ASSY.
E NC L7F20N BLACK
SP5
P334 GB3-F
E303 INSTRUMENT PANEL L331 L323 L325
A GB3-E TKS DIMMER ALTERNATE
INSTR. R303
D L8D20N IND KNOBS STATIC
PANEL 5K
B L8B20
POST 2 1
C L8C20 P311 J J P311
LIGHTS
F L8F20 3 4 L12A20 P347 J
DIMMER
E NC (GDU 1 & GDU 2) 9 L13D20 B
ASSY.
(AP COMP & TRIM MON) 10 L13F20N D
STANDBY ADI
EMERGENCY BATTERY ASSY
JB1-A
EMER
LIGHTING
J D 5 L13A20 L13B20 1
SP10 L319
+28VDC F419 J P400 P310 J L13E20N 2
EMER 10 L9A20 4 K E COMPASS
BUS 5A

BRACKET ASSY

L321 L322
STBY STBY A/S
ALTIMETER IND

104817 18.0 NEW

8G24

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

101848 27.0 NEW / K

104406 28.0 NEW / H
104141 28.0 NEW / C
101272 29.0 NEW / B
100840 29.0 A / C
85501 29.0 NEW / F

RADIO
LIGHTS

5A CB-25*
L8A20

A
RADIO
D L8C20N
LIGHTS 2 5K
B L8D20
DIMMER AVIONICS
C L8E20 1
ASSY DIMMING
F L8B20 LIGHTS
BUS
P21

* LESS HP S/N'S 3246018 THRU 3246087.

Effectivity
Radio Lights 3246018 and up
Figure 2 3257001 and up

8H1 91-33-10 SepPAGE 7

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Effectivity Courtesy / Reading Lights

3246001 thru 3246017 Figure 3 (Sheet 1 of 4)

PAGE 8
Sep 30/06 91-33-10 8H2

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

85501 26.0 C / F

READING
LIGHTS
L5B20
L5AA20
5A RIGHT FWD
ARMREST
RIGHT FWD
LEFT FWD READING LIGHT
ARMREST
LEFT FWD 2 2 L5H20 2 2 WHT
READING LIGHT
1 1 1 1 BLK
WHT 2 2 L5L20 2 2
BLK 1 1 1 1

L5C20
L5J20N
RIGHT FWD
P2-9 R2-9 COURTESY LIGHT
L5M20N L5K20 2 2
1 1

L5P20
1 1
1 1 L5E20 2 2
L5R20N L5Q20 2 2 L5D20

L5C20
L5G20N

BLK 1 1 1 1 1 1 1 1 BLK
WHT 2 2 L5N20 2 2 2 2 L5F20 2 2 WHT

LEFT AFT RIGHT AFT

READING / COURTESY READING LIGHT
LIGHT LEFT AFT RIGHT AFT
ARMREST ARMREST

TO
FUSE ASSY.
(SEE 91-33-10, FIGURE 5, SHEET 1)

Courtesy / Reading Lights Effectivity

Figure 3 (Sheet 2 of 4) 3246018 thru 3246087

8H3 91-33-10 SepPAGE 9

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

101848 25.0 NEW / K

104406 25.0 NEW / H
104141 25.0 NEW / C
101272 26.0 NEW / D
100840 26.0 A/C

READING
LIGHTS RIGHT FWD
L5B20 ARMREST (W/O CONSOLE)
L5AA20
5A RIGHT AFT (WITH CONSOLE)
CB-26 ARMREST RIGHT FWD
LEFT FWD READING LIGHT
LEFT FWD ARMREST
2 2 L5H20 2 2 WHT
READING LIGHT
1 1 1 1 BLK
WHT 2 2 L5L20 2 2

L5C20
BLK 1 1 1 1 L5J20N
RIGHT FWD
P2-9 R2-9 COURTESY LIGHT
L5M20N L5K20 2 2
1 1

L5P20
1 1 1 1
1 1 L5E20 2 2 2 2
L5R20N L5Q20 2 2 L5D20
L5C20

L5G20N

BLK 1 1 1 1 1 1 1 1 BLK
WHT 2 2 L5N20 2 2 2 2 L5F20 2 2 WHT
LEFT AFT RIGHT AFT
READING / COURTESY READING LIGHT
LEFT AFT RIGHT AFT
LIGHT ARMREST ARMREST

TO FUSE ASSY.
(SEE 91-33-10, FIGURE 5, SHEET 3)

Effectivity
3246088 and up Courtesy / Reading Lights
3257001 and up Figure 3 (Sheet 3 of 4)

PAGE 10
Sep 30/06 91-33-10 8H4

Island Enterprises
8H5

104817 19.0 NEW

READING
LIGHTS
RIGHT FWD
MAIN J P308C
RIGHT FWD ARMREST READING LIGHT
BUS L5A20 1 L5B20
5A
S329 P J325 J320 P
CB-13
2 L5G20 2 WHT
LEFT FWD LEFT FWD ARMREST L375
READING LIGHT 1 1 BLK

PA-32R-301/301T, SARATOGA II HP/TC

P J318 J323 P S328

THE NEW PIPER AIRCRAFT, INC.

WHT 2 L5D20 2 L5L20 L5J20
L334
BLK 1 1

MAINTENANCE MANUAL
Courtesy / Reading Lights
Figure 3 (Sheet 4 of 4)

L5F20
L5E20

L5H20 1 BLK
L333
2 WHT
COPILOTS
COURTESY LIGHT
L5U20N

SP11 P322 J
L5P20 1 2
L5N20 S327
2 1

J P317
L5C20 2
L5S20 L5M20 3
SP24 RIGHT AFT ARMREST RIGHT AFT
READING LIGHT
P J326 J321 P
91-33-10 Sep

L5V20

1 1 BLK
L5R20

L336
2 L5K20 2 WHT
LEFT AFT READING/ LEFT AFT ARMREST
COURTESY LIGHT S330
P J319 J324 P

BLK 1 1
L332
U

WHT 2 L5T20 2
S326 SEE
with Garmin 1000

91-33-10,
FIGURE 5, SHEET 4
Effectivity
PAGE 11
30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

101272 33.0 NEW / D

100840 33.0 NEW / C

ENT
CONSOLE CONSOLE
1
R12-14 R34-1 A
5
CE2A16 CE2A16 DC TO DC
3 B
10A CONVERTER
2 C (REF)
CB-34
6

A 4

GND 14VDC
B
CONSOLE BUS
ENT
CONSOLE

CE1G20
SWITCH
1
2 R8-10
R5-10
3
CE1E20 CE1F20
CE1D20N

R5-9 R8-9
CE1C20N CE1B20N HP S/N’s 3246088 thru 3246153 only
TC S/N’s 3257001 thru 3257123 only
GB1-A

104141 32.0 NEW

ENT
CONSOLE
CONSOLE
R12 P12 R34 1
5
CE2A16 14 14 CE2B16 1 1
3
10A 15 15 CE1J20 2 2
2
CB-34
6
CE1G20

CONSOLE
4 CE2B14 BUS
R8-10 1A
ENT CE1F20 A
CONSOLE
SWITCH
1 B
2
R5-10
3
CE1E20

R5-9 R8-9
CE1D20N CE1C20N CE1B20N

HP S/N’s 3246154 thru 3246181 only

GB1-A TC S/N’s 3257124 thru 3257198 only
Effectivity
3246088 thru 3246181 Entertainment Console
3257001 thru 3257198 Figure 4

PAGE 12
Sep 30/06 91-33-10 8H6

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Clock, Hour Meter, and Baggage Light Effectivity

Figure 5 (Sheet 1 of 4) 3246001 thru 3246017

8H7 91-33-10 Sep

PAGE 13
30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

85501 17.0 A / F

MASTER
1A
SOLENOID AVI
TO ALTRNTR PWR CL3J20 CL3H20 9
BUS
P1D4 P1B4 (SEE 91-24-30:
FIG. 1, SHEET 2)
3
BATTERY TO PM1000II
5A 2 14
INTERCOM CL3D22
1 13
CLOCK
6
P1E4

PILOT PHONE CL3C22

7
M1A

R1 P1 R1 P1 1A
TO
COURTESY 2 2 M1D M2C 1 1 CL3C20 CL3B20 2
LIGHTS L5D20 3 3 2 2 1
(SEE 91-33-10:
PWR SW/ELT

FIG. 3, SHEET 2)

TO OIL PRESS
W6A20 ANNUNCIATOR
(SEE 91-31-50:
MAGNETIC FIG. 1, SHEET 4)
SWITCH SEE 25-60-00
FIGURE 2
L6E M1B + HOUR
L6D NC METER
M2C -
L6B M1E20N
NO
P
BAGG COMP.
LIGHT
(AUTOMATIC) OIL PRESS
SWITCH

Effectivity Clock, Hour Meter, and Baggage Light

3246018 thru 3246087 Figure 5 (Sheet 2 of 4)

PAGE 14
Sep 30/06 91-33-10 8H8

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

101848 16.0 NEW / K

104406 16.0 NEW / H
104141 16.0 C/C 3246154 & UP, AND 3257124 & UP
101272 17.0 NEW / D (NOT INSTALLED WITH AVIDYNE ENTEGRA EFIS)
100840 17.0 B/C

1A
AVI
CL3J20 CL3H20 9
BUS

3
INTERCOM 2 14
AUDIO OUT CL3D22
1
CLOCK

MASTER PILOT PHONE CL3C22

7
SOLENOID
TO BATT R11 P11 1A
P1D4 SHUNT
A 1 1 CL3C20 CL3B20 2
(SEE 91-24-30:
FIG. 1, SHEET 3 2 2 1
5A OR 4)
104406 16.0 NEW / H
BATT 104141 16.0 C / C
BATTERY
BUS
5A
3246088 THRU 3246153 AND 3257001 THRU 3257123 ONLY

1A
P1E4N

AVI
M1A20

CL3J20 CL3H20 9
BUS

3
INTERCOM 2 14
R1 P1 AUDIO OUT CL3D22
1 13
2 2 M1D20 M2C20 A CLOCK
3 3 6
L5D20

PILOT PHONE CL3C22

7

R11 P11
PWR SW/ELT

1A
A 1 1 CL3C20 CL3B20 2
2 2 1
TO
COURTESY
LIGHTS 101272 17.0 NEW / D
100840 17.0 B / C
(SEE 91-33-10:
FIG. 3, SHEET 3)
SEE 25-60-00 TO OIL PRESS
FIGURE 2 W6A20 ANNUNCIATOR
(SEE 91-31-50, FIGURE 1,
MAGNETIC SHEETS 6, 8, AND 11)
SWITCH
M1B20 +
L6E20
NC M1C20 -
L6D20
M1E20N
L6B20 NO HOUR
METER
P

BAGG COMP.
LIGHT OIL PRESS
(AUTOMATIC) SWITCH
Effectivity
Clock, Hour Meter, and Baggage Light 3246088 and up
Figure 5 (Sheet 3 of 4) 3257001 and up

8H9 91-33-10 Sep

PAGE 15
30/06

Island Enterprises
Sep 30/06
PAGE 16

with Garmin 1000

Effectivity
104817 12.0 NEW
91-33-10

CLOCK/ACC
BATT F406 SP21 P308A J SP22 SP23
BUS SEE ELT
M1A20 M1B22 16 M1C20 M2A22 PWR SW/ELT
INSTL.
SEE U L5V20

PA-32R-301/301T, SARATOGA II HP/TC

5A
Clock, Hour Meter, and Baggage Light

91-33-10,

THE NEW PIPER AIRCRAFT, INC.

FIG. 3 (4)

MAINTENANCE MANUAL
Figure 5 (Sheet 4 of 4)

S403
MAGNETIC M300
SWITCH HOUR
J P344 METER
L6B22 1 L6A22 M1D22
L6C22 2 L6D22 +
P412 J -

1 M1E22
P345 J 2 M1F22N
L6E22 1 3 NC
L6F22 2 L6G22N GB NC
GB3-B
L402 NO
BAGG COMP. S408
P OIL PRESS
LIGHT
(AUTOMATIC) SWITCH

(85342)
8H10

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

101848 17.0 NEW /K

104406 17.0 NEW /H
104141 17.0 NEW /C
101272 18.0 NEW /D
100840 18.0 NEW /C
85501 18.0 NEW / F
85300 18.0 NEW / B

BAGG DOOR
SWITCH

TO BAGG DOOR AJAR CLOSED

ANNUNCIATOR
(SEE 91-31-50: W7A20
FIG. 1, SHEET 2, OPEN
4, 6, 8, OR 11)

Baggage Door Ajar

Figure 6

8H11 91-33-10 Sep

PAGE 17
30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Effectivity Flood Lights

3246001 thru 3246017 Figure 7 (Sheet 1 of 3)

PAGE 18
Sep 30/06 91-33-10 8H12

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

101848 21.0 NEW /K

104406 21.0 NEW /H
104141 21.0 NEW /C
101272 22.0 NEW /D
100840 22.0 NEW /C
85501 22.0 NEW / F

FLOOD
LIGHTS
P1 R1
L2A20 1 1 L2B20
3A
CB-27*
L2C20

L2E20 L2C20 L2E20

LEFT RIGHT
FLOOD LIGHT FLOOD LIGHT
DIMMER DIMMER
WHITE

WHITE
LEFT OVHD. RIGHT OVHD.
FLOOD LT. FLOOD LT.
BLACK

BLACK

* HP S/N'S 3246088 & UP; TC 3257001 & UP.

Effectivity
Flood Lights 3246018 and up
Figure 7 (Sheet 2 of 3) 3257001 and up

8H13 91-33-10 Sep

PAGE 19
30/06

Island Enterprises
Sep 30/06
PAGE 20

with Garmin 1000

Effectivity
104817 16.0 NEW
91-33-10

J P339
FLOOD L2F20 1 L2G20
LIGHTS
J P308C P317 J

PA-32R-301/301T, SARATOGA II HP/TC

ESS
BUS L2A20 2 L2B20 1 L2C20 SP27

THE NEW PIPER AIRCRAFT, INC.

3A
CB-15
J P338

MAINTENANCE MANUAL
L2D20
Figure 7 (Sheet 3 of 3)

1 L2E20
Flood Lights

LEFT RIGHT
FLOOD LIGHT FLOOD LIGHT
DIMMER DIMMER

WHITE
R300 R301
WHITE

L301 L302
LEFT OVHD. RIGHT OVHD.
FLOOD LT. FLOOD LT.

BLACK
BLACK
8H14

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL
Island Enterprises
Landing / Taxi Lights Effectivity
Figure 1 (Sheet 1 of 5) 3246001 thru 3246017
8H15 91-33-40 SepPAGE 1
30/06
Sep 30/06
PAGE 2

3257001 thru 3257074

3246018 thru 3246125
Effectivity
91-33-40

LANDING/TAXI
TAXI
LIGHT 2 LIGHT
R2 P2
L3A16 7 7 L3B16 L3C16 1 1
15A
1 3
CB-30* L3D16 10 10 2 2

L3A18N
4

L3F16

PA-32R-301/301T, SARATOGA II HP/TC

R8 2 LANDING LIGHT
1 TAXI

THE NEW PIPER AIRCRAFT, INC.

2 RELAY NOSE
1
P8 LDG HP S/N'S GEAR UP

MAINTENANCE MANUAL
5 3246018 THRU 3246087 5 NO
16GA
Figure 1 (Sheet 2 of 5)

C
L3E16
Landing / Taxi Lights

2 ONLY L3L16 1 1 L3M16**

TAXI
L3P16N 2 2 NC
5 LDG
R5 LDG / TAXI GEAR DN
1 5
1 LIGHT
P5 SWITCH
P5 R5 P8 R8 L3N16***
L3F16

L3G16 2 2 L3H16 2 2 L3J16 L3K16

3
2 TAXI
LEFT
P5 R5 P8 R8 R10*
LDG
L10A16 3 3 L10B16 3 3 L10C16 1 L10D16 L10E16 L10E16N
16GA

1
6 3.6A
TAXI
RIGHT
P5 R5 P8 R8
5 LDG
L10F16 4 4 L10G16 4 4 L10H16 2 L10J16 L10K16 L10K16N
4
3.6A
IN HP S/N'S 3246018 THRU 3246087 ONLY: *
** = L3H20
*** = L3J20

100840 21.0 C
85501 21.0 F
8H16

Island Enterprises
8H17

101272 21.0 NEW / D

104141 20.0 NEW / C
LANDING / TAXI
LIGHT 2
R2 P2 TAXI LIGHT
L3A16 7 7 L3B16 L3C16 1 1
15A
CB-30 1 3
10 10 2 2
L3D16

L3A18N
4

R8 LANDING LIGHT
1
NOSE

PA-32R-301/301T, SARATOGA II HP/TC

1 RELAY
P8 GEAR UP

THE NEW PIPER AIRCRAFT, INC.

5 C NO
L3E16

MAINTENANCE MANUAL
L3L16 1 1 L3M16
Figure 1 (Sheet 3 of 5)
Landing / Taxi Lights

L3P16N 2 2 NC
R5 GEAR DN
1
1
P5
P5 R5 P8 R8 L3N16
L3F16

L3G16 2 2 L3H16 2 2 L3J16 L3K16

3 ON
TAXI 2
LIGHT
OFF
SWITCH
1
16GA P5 R5 P8 R8 1 R10
3 LDG 5 LEFT
L10A16 3 3 L10B16 3 3 L10C16
2 L10U16 1 L10D16 L10E16 L10E16N
LANDING
3
/ PULSE P8 R8 3.6A
P5 R5
91-33-40 SepPAGE

LIGHT 1 2
L10F16 4 4 L10H16 6 RIGHT
SWITCH 4 4 L10G16 2
6 L10T16 L10J16 L10K16 L10K16N
16GA 4
P5 R5 P8 R8 3.6A
5
3257075 thru 3257198
3246126 thru 3246181

L10M16 1111 L10N16 1111 L10P16

4 A

YELLOW
LDG/PULSE BLACK

BLUE
PULSE
RELAY
L10R16

B
L10S16N
PULSE
Effectivity

UNIT
P355/R355
30/06

1 1 RED
2 2
3

Island Enterprises
Sep 30/06
PAGE 4

3257199 and up
3246182 and up
Effectivity
LANDING/TAXI
TAXI
LIGHT 2 LIGHT
91-33-40

R2 P2
L3A16 7 7 L3B16 L3C16 1 1
15A
CB-30 1 3
10 10 2 2

L3D16

L3A18N
4
R8
1 LANDING LIGHT
1 RELAY
P8

PA-32R-301/301T, SARATOGA II HP/TC

5
L3E16

THE NEW PIPER AIRCRAFT, INC.

NOSE
R12/P12 GEAR UP

MAINTENANCE MANUAL
R5 SKYWATCH 2 AV1B22 3 3 AV1A16
Figure 1 (Sheet 4 of 5)

NO
Landing / Taxi Lights

1
1 L3P16N 2 2 L3N16
P5 C
P5 R5 P8 R8 L3L16 1 1 NC
L3F16

L3G16 2 2 L3H16 2 2 L3J16 L3K16 GEAR DN

3 ON L3M16
TAXI 2
LIGHT
OFF
SWITCH
1
16GA
P5 R5 P8 R8 1 R10
3 LDG 5 LEFT
2 L10A16 3 3 L10B16 3 3 L10C16
L10U16 1 L10D16 L10E16 L10E16N
3
3.6A
LDG/PULSE 1 P5 R5 P8 R8 2
LIGHT SW. L10F16 4 4 L10G16 4 4 L10H16 6 RIGHT
6 L10T16 2 L10J16 L10K16 L10K16N
16GA 4
P5 R5 P8 R8 3.6A
5 L10N16 L10P16
L10M16 1111 1111

YELLOW
4 A BLACK
PULSE LDG/PULSE

BLUE
RELAY
L10R16

B
L10S16N

104406 20.0 H / H
101848 20.0 E / K
PULSE
UNIT
P355/R355
1 1 RED
2 2
8H18

Island Enterprises
8H19

J P308E SP25 P421 J

L3E16N 2 L3B16BLU L3C16BLU 2 L3D16BLU
LANDING/TAXI
LIGHT TAXI
GB3-N
2 LIGHT
ESS
BUS L3A16 1 L3B16WHT L3C16WHT 1 L3D16WHT
15A 1 3
CB-14 L400
K302
GEA 71 TAXI LIGHT 4
P702 RELAY
G12D22
L3F16 LANDING GR POS 65

J P310 J P420 GEAR UP

5

PA-32R-301/301T, SARATOGA II HP/TC

15 JMPR-7 G12B22 3 G12A16

THE NEW PIPER AIRCRAFT, INC.

NO
SP26 S402
L3R16N 2 L3P16 NOSE

MAINTENANCE MANUAL
P5 J P312 J C
GR POS
Figure 1 (Sheet 5 of 5)

NC
Landing / Taxi Lights

L3H16 1 L3G16 1 L3M16 1 L3N16

GEAR DN
P313 J
ON 3
S309 L3J16 2 L3K16 1 L3L16
TAXI 2 1
L10A16 3 L10B16 2 L10C16 J P303
LIGHT 5 L100 LEFT
SWITCH L10D16 1 L10E16WHT
OFF 1 3
L10W16N 2 L10E16BLU
3.6A
LDG 3
2 L10F16 4 L10G16 3 L10H16
2
(16 AWG) J P307 RIGHT
6 L200
L10J16 3 L10K16WHT
S310 1 4
LDG/PULSE L10Y16N 4 L10K16BLU
6 3.6A
LIGHT L10M16 11 L10N16 6 L10P16
SWITCH A
5 L10R16
B
4 L10S16N
91-33-40 SepPAGE

PULSE
K303
OVERHEAD SW PNL LDG/PULSE
RELAY
YELLOW
BLUE
J P355
E301
BLACK PULSE RED 1
with Garmin 1000

104817 15.0 NEW

UNIT
GB
Effectivity
30/06
5

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Effectivity Navigation and Strobe Lights

3246001 thru 3246017 Figure 2 (Sheet 1 of 4)

PAGE 6
Sep 30/06 91-33-40 8H20

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

101272 23.0 NEW / D

100840 23.0 C / C
85501 23.0 NEW / F

ANTI COLL STROBE LT.

SWITCH R2
R8 P8 R5 P5 P5 R5 P8 R8
L4A18 5 5 L4B18 5 5 L4C18 L4D18 6 6 L4E18 6 6 L4F18 6
10A
2 3
CB-28*
TERMINAL
NAV LT. NAV LT. STRIP
SWITCH
R8 P8 R5 P5 P5 R5 P1
P8 R8 11
L1A14 7 7 L1B14 7 7 L1C14 L1D14 8 8 L1E14 8 8 L1F14 4 L1J14
10A
2 3
CB-29*
L4G18

L1C18**
L1G18

RED 1 2 GREEN
NAV POWER NAV
LIGHT SUPPLY LIGHT
2 13 2 13

LEFT 2 2 RIGHT
STROBE 1 1 STROBE
LIGHT 3 3 LIGHT
BLUE

BLUE
BLUE

BLUE

WHITE WHITE
POSITION POSITION
LIGHT LIGHT

IN HP S/N'S 3246018 THRU 3246087 ONLY: *

** = L1H18

Effectivity
Navigation and Strobe Lights 3246018 thru 3246153
Figure 2 (Sheet 2 of 4) 3257001 thru 3257123

8H21 91-33-40 SepPAGE 7

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

101848 22.0 B / K
104406 22.0 F / H
104141 22.0 A / C

ANTI COLL STROBE LIGHTS

R8 P8 R5 P5 1
L4A18 5 5 L4B18 5 5 L4C18 P5 R5 P8 R8 R2 P2
10A 2 L4D18 6 6 L4E18 6 6 L4F18 6 6
CB-28 3
5 4
6 L4H18 1313 L4J18 13 13 L4K18 1313
FIN STROBE
TERMINAL
STRIP
NAV LT. NAV LT. TB1
SWITCH P1
R8 P8 R5 P5 P5 R5 P8 R8 11
L1A14 7 7 L1B14 7 7 L1C14 L1D14 8 8 L1E14 8 8 L1F18 4 L1J18
10A 2 3
CB-29

OPTIONAL L1H18
WHITE CAA20 L4M18
TAIL
LIGHT
L4G18
L1G18

RED 1 2 GREEN
NAV NAV
2 13

POWER SUPPLY
LIGHT 1 LIGHT
2 3 4
P36
213 213 213
LEFT 2 2 RIGHT
STROBE 1 1 STROBE
LIGHT 3 3 LIGHT
BLUE

BLUE

P36A
BLUE

BLUE

WHITE 2 1 3 WHITE
POSITION BLK POSITION
LIGHT LIGHT
POWER
SUPPLY
TAIL
STROBE
LIGHT

Effectivity
3246154 and up Navigation and Strobe Lights
3257124 and up Figure 2 (Sheet 3 of 4)

PAGE 8
Sep 30/06 91-33-40 8H22

Island Enterprises
8H23

ANTI COLL
J P312 J P5
L4A18 2 L4B18 5 L4C18
10A
MAIN BUS

CB12
1
NAV LT. 2
3 STROBE LIGHTS
L1A18 L4E18 6 L4D18
10A 3 S308
CB11 J P313 L4J18 13 L4H18 4
5
L4F18 4 FIN STROBE
L4K18 7 6

PA-32R-301/301T, SARATOGA II HP/TC

1 NAV LT.

THE NEW PIPER AIRCRAFT, INC.

L1B18 7 L1C14 S307
2 SWITCH
Navigation and Strobe Lights

MAINTENANCE MANUAL
SP9 L1F18 5 L1E18 8 L1D14
Figure 2 (Sheet 4 of 4)

OVERHEAD SW PNL
L4G18N

P403

P404
L1M18N
L1L18N
L1G18

L1J18
1 2 PS400 2 1 3 JMPR-13
J304

J307
POWER
SUPPLY
2 1 3 2 1 3 2 1 3

P405

P406

P407
1

1
2

J P100 P200 J
RED GREEN
P

NAV 1 L1H18WHT L1K18WHT 1 NAV

LIGHT 2 L1H18BLU L1K18BLU 2 LIGHT
L101 L201

J P101 P201 J
LEFT 2 2 RIGHT
STROBE 1 STROBE
LIGHT 1 LIGHT
L103 3 3 L203
BLUE

BLUE
P408
91-33-40 SepPAGE

BLUE

BLUE
1
WHITE WHITE
POSITION POSITION
LIGHT LIGHT
WHT
BLK

L102 L202
P409

P410
2 1 3 3 1 2
POWER
SUPPLY
with Garmin 1000

PS401
L401
TAIL
STROBE
Effectivity

LIGHT
104817 17.0 NEW
30/06
9

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Effectivity Recognition Lights

3246001 thru 3246017 Figure 3

PAGE 10
Sep 30/06 91-33-40 8H24

Island Enterprises
8I1

104817 22.0 NEW

PA-32R-301/301T, SARATOGA II HP/TC

THE NEW PIPER AIRCRAFT, INC.
OAT Probe & R.H. Squat Switch

GDC 74

MAINTENANCE MANUAL
P741 J742 P742
J P308A J P305 A200
OAT PWR OUT 2 E7B22WHT 9 E7C22WHT 1 E7D22WHT 1 (WHT) GTP59
OAT IN HI 3 E7B22BLU 10 E7C22BLU 2 E7D22BLU 2 (BLU) OAT
OAT IN LO 4 E7B22ORN 11 E7C22ORN 3 E7D22ORN 3 (ORN) PROBE
Figure 1

12 4 4

OAT ASSY
INSTRUMENT PANEL

J P306 J P202
NC
1 E8D22 7 E8C20 S202
C RH
2 E8A22 8 E8B20
SQUAT
3 E8F22 9 E8E20 SWITCH
NO
91-34-10 SepPAGE

RIGHT WING
with Garmin 1000
Effectivity
30/06
1

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

PAGE 2
Sep 30/06 91-34-10 8I2

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

104406 11.0 NEW /H

104141 11.0 NEW /C
101272 12.0 NEW /D
100840 12.0 NEW /C
85501 12.0 NEW / F
85300 12.0 NEW / B
TURN
TURN & BANK
COORD

RED A+ A
PILOT 5A
CB-33
WITH B
S-TECH
AUTOPILOT

TURN & BANK

F2A20 1 1 F2B A TURN

PILOT 5A
CB-33
WITH 2 2 F2C B COORD
OPTIONAL
KING
AUTOPILOT

( HP S/N'S 3246126 & UP; TC 3257075 & UP )

TURN & BANK

F2A20 1 1 F2B A TURN

PILOT 5A
CB-33*
2 2 F2C B COORD
* HP S/N'S 3246088 & UP;
TC 3257001 & UP.

( HP S/N'S 3246001 thru 3246125 only; TC 3257001 thru 3257074 only )

TURN & BANK

(OPTIONAL)
F2D20 A TURN
COPILOT 5A
TURN & BANK
F2E20 B COORD

( HP S/N'S 3246001 & UP; TC 3257001 & UP )

Turn and Bank Indicator

Figure 1

8I3 91-34-20 SepPAGE 1

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

104406 26.0 NEW /H

104141 26.0 NEW /C
101272 27.0 NEW /D
100840 27.0 B / C
85501 27.0 NEW / F
85300 27.0 B / B

CO-PILOT'S
OPTIONAL
ELECTRIC
F2F22 B ATTITUDE
ATTITUDE 3A
GYRO. F2G22(N) A GYRO.

Electric Attitude Gyro (Co-Pilots’s Optional)

Figure 2

PAGE 2
Sep 30/06 91-34-20 8I4

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

101848 11.0 NEW / K

STBY ATT IND

P43A
FG1A22 C
1A
CB-5
FG2A22N A
STANDBY
FG3A22N B
ATTITUDE
JB8 G FG4A22 D
INDICATOR
SB1 P43B
STANDBY RED 1 FG5A22 1
BATTERY BLK 2 FG6A22 2

Effectivity
3246218 and up
Standby Attitude Indicator 3257339 and up
Figure 3 (Sheet 1 of 2) with Avidyne Entegra

8I5 91-34-20 SepPAGE 3

30/06

Island Enterprises
Sep 30/06
PAGE 4

with Garmin 1000

Effectivity
104817 13.0 NEW
91-34-20

BT402
EMERGENCY BATTERY ASSY

PA-32R-301/301T, SARATOGA II HP/TC

+28VDC P400 P310 J
F418

THE NEW PIPER AIRCRAFT, INC.

EMERG
BUS
11 F2AA22 3
5A

MAINTENANCE MANUAL
Standby Attitude Indicator
Figure 3 (Sheet 2 of 2)

STANDBY ADI
STBY ADI JB1-A J P347
P311
H C 2 F2B22 C POWER
+28VDC P311 J
ESS
F2A22 1 G B A GROUND
BUS 3A
CB-29 B
BRACKET ASSY

F2C22N
GB3-J
8I6

Island Enterprises
8I7

NO. 1 GDU 1040 NO. 2 GDU 1040

PRIMARY FLIGHT DISPLAY 1P10001 2P10001 MULTI-FUNCTION DISPLAY
ETHERNET CABLE
OUT 2A 6 WHT/BLU WHT/BLU 8 IN 2A
OUT 2B 7 BLU/WHT BLU/WHT 9 IN 2B
ETHERNET ETHERNET
IN 2A 8 WHT/ORN WHT/ORN 6 OUT 2A
IN 2B 9 ORN/WHT ORN/WHT 7 OUT 2B

CIRCUIT BREAKER PANEL

PFD +28VDC
ESSENTIAL P311-9 59 28V LIGHTING HI
AIRCRAFT POWER 1 35 F1A22RED 5 BUS (SEE 91-21-20, FIG. 2)
Primary Flight Display (PFD) / Multi-Function Display (MFD)

POWER GROUND 27 F1A222NBLK GB3C-C (SEE 91-31-40, FIG. 1)

MFD GB2A-D F2A22NBLK 27 POWER GROUND
+28VDC
AVIONICS (SEE 91-31-40, FIG. 1)
CONFIG MODULE 5 BUS 57 CDU ID PROGRAM 3

PA-32R-301/301T, SARATOGA II HP/TC

GROUND 1 BLK 1 GND F2A22RED 35 AIRCRAFT POWER 1
DATA 22 YEL 3 DATA

THE NEW PIPER AIRCRAFT, INC.

CONFIGURATION
MODULE POWER 23 RED 4 VCC
CLOCK 43 WHT 2 CLK 2P3281-2 (SEE 91-21-20, FIG. 2) 14 FAN MONITOR VALID IN

MAINTENANCE MANUAL
P741-47 (SEE 91-34-20, FIG. 6) 16 2A
ARINC 429 IN
P741-48 (SEE 91-34-20, FIG. 6) 17 2B

P308B
P771-33 (SEE 91-34-20, FIG. 5) 18 1A
Figure 4

AIRCRAFT POWER 2 39 ARINC 429 IN

F4A22 1 P771-19 (SEE 91-34-20, FIG. 5) 19 1B
EMER BATTERY INPUT

FAN MONITOR 14 1P3281-2 (SEE 91-21-20, FIG. 2) P691-25 (SEE 91-31-40, FIG. 1) 12 IN 3A
VALID IN P691-24 (SEE 91-31-40, FIG. 1) 13 IN 3B
ETHERNET
P691-23 (SEE 91-31-40, FIG. 1) 10 OUT 3A
NO. 1 GIA 63 NO. 2 GIA 63 P691-22 (SEE 91-31-40, FIG. 1) 11 OUT 3B

1P603 AVIONICS INTEGRATION AVIONICS INTEGRATION

UNIT UNIT 2P603
IN 1A 4 WHT/BLU 2 OUT A OUT A 2 WHT/BLU 4 IN 1A
IN 1B 5 BLU/WHT 3 OUT B ETHERNET OUT B 3 BLU/WHT 5 IN 1B
ETHERNET ETHERNET ETHERNET
OUT 1A 2 WHT/ORN 76 IN A (CDU 1) (CDU 2) IN A 76 WHT/ORN 2 OUT 1A
OUT 1B 3 ORN/WHT 77 IN B IN B 77 ORN/WHT 3 OUT 1B
91-34-20 SepPAGE

F6A22BLU 38 SIGNAL GROUND

2A 16 P741-32 (SEE 91-34-20, FIG. 6)
ARINC 429 IN F6A22WHT 58 REVERSIONARY MODE
2B 17 P741-33 (SEE 91-34-20, FIG. 6) SELECT 1

1A 18 P771-12 (SEE 91-34-20, FIG. 5)

ARINC 429 IN GMA 1347 AUDIO PANEL
1B 19 P771-27 (SEE 91-34-20, FIG. 5) P3472
56 REVERSIONARY MODE 2
28V LIGHTING HI 59 P311-9 (SEE 91-21-20, FIG. 2) 57 SIGNAL GROUND
with Garmin 1000

REVERSIONARY MODE
SELECT 1 58 F5A22WHT 36 REVERSIONARY MODE 1
Effectivity

SIGNAL GROUND 38 F5A22BLU 37 SIGNAL GROUND

104815 9.0 NEW
30/06
5

Island Enterprises
Sep 30/06
PAGE 6

with Garmin 1000

Effectivity
FWD BAGGAGE COMPARTMENT AREA HARNESS ASSY (MAGNETOMETER ASSY) LH WING TIP
FWD BULKHEAD
GRS 77 P771 J441 P441 GMU 44
AHRS P308F J308F MAGNETOMETER
RS 232 OUT 2 10 F7A22WHT 1 F7B22WHT 8 WHT RS232 IN
MAGNETOMETER POWER OUT 9 F7A22BLU 2 F7B22BLU 9 BLU +12VDC POWER IN
MAGNETOMETER GROUND 40 F7A22ORG F7B22ORG 6 ORG POWER GROUND
91-34-20

3
6 3 SHIELD GROUND
7 1 SHIELD GROUND
IN A 25 F8A22WHT 4 F8B22WHT 4 WHT OUT A
RS 485 RS 485
IN B 39 F8A22BLU 5 F8B22BLU 2 BLU OUT B

1P10001 NO. 1 GDU 1040 PFD

ARINC 429 OUT 3A 12 F9A22WHT 18 IN 1A ARINC 429

(CDU 1) OUT 3B 27 F9A22BLU 19 IN 1B (AHRS)

PA-32R-301/301T, SARATOGA II HP/TC

NO. 1 GIA 63
1P603 AVIONICS INTEGRATION UNIT

THE NEW PIPER AIRCRAFT, INC.

ARINC 429 OUT 1A 14 F10A22WHT 14 IN 6A MAIN ARINC 429
(AFCS) OUT 1B 29 F10A22BLU 15 IN 6B (AHRS)

MAINTENANCE MANUAL
IN 11 F11A22WHT 58 OUT 6 MAIN RS-232
GPS 1 RS-232 (AHRS)
OUT 26 F11A22BLU 56 IN 6
SIGNAL GROUND 41 F11A22ORG 57 SIGNAL GROUND
Figure 5
AHRS

ARINC 429 OUT 3A 33 F12A22WHT

(CDU 2) OUT 3B 19 F12A22BLU
2P10001 NO. 2 GDU 1040 MFD

ARINC 429 OUT 2A 13 F13A22WHT 18 IN 1A ARINC 429

(AFCS) OUT 2B 28 F13A22BLU 19 IN 1A (AHRS)

IN 6 F14A22WHT
GPS 2 RS-232
OUT 21 F14A22BLU
NO. 2 GIA 63
SIGNAL GROUND 35 F14A22ORG 2P603 AVIONICS INTEGRATION UNIT
14 IN 6A MAIN ARINC 429
IN 1A 15 P741-41 (SEE 91-34-20, FIG. 6) 15 IN 6B (AHRS)
ARINC 429
(AIR DATA) IN 1B 30 P741-42 (SEE 91-34-20, FIG. 6)

CONFIG MODULE
58 OUT 6 MAIN RS-232
GROUND 1 BLK 1 GND 56 IN 6 (AHRS)
CONFIGURATION DATA 16 YEL 3 DATA 57 SIGNAL GROUND
MODULE POWER 17 RED 4 VCC
CLOCK 31 WHT 2 CLK
CIRCUIT BREAKER PANEL

AHRS +28VDC
ESSENTIAL
AIRCRAFT POWER 1 18 F16A22RED 5 BUS

POWER GROUND 22 F16A22NBLK GB1A-L

(SEE 91-31-40, FIG. 1)
AIRCRAFT POWER 2 20 F17A22 104815 10.0 NEW
EMER BATTERY INPUT
P308B
8I8

Island Enterprises
8I9

GDC 74 FORWARD BAGGAGE COMPARTMENT AREA

AIR DATA FWD BLKHD
GRS 77
P741 P771 AHRS
ARINC 429 OUT 1A 41 F18A22WHT 15 IN 1A ARINC 429
(AHRS 1) OUT 1B 42 F18A22BLU 30 IN 1B (AIR DATA)

NO. 1 GIA 63
1P603 AVIONICS INTEGRATON UNIT
ARINC 429 OUT 1A 26 F19A22WHT 12 IN 5A MAIN ARINC 429
(AFCS 1) OUT 1B 27 F19A22BLU 13 IN 5B (AIR DATA)

IN 1 10 F20A22WHT 43 OUT 1 RS-232

RS-232
OUT 1 11 F20A22BLU 41 IN 1 (AIR DATA)
SIGNAL GROUND 12 F20A22ORG 42 SIGNAL GROUND

PA-32R-301/301T, SARATOGA II HP/TC

1P10001 NO. 1 GDU 1040

THE NEW PIPER AIRCRAFT, INC.

PFD
ARINC 429 OUT 3A 32 F21A22WHT 16 IN 2A ARINC 429
(CDU 1) OUT 3B 33 F21A22BLU 17 IN 2B (AIR DATA)

MAINTENANCE MANUAL
Air Data Computer

ARINC 429 OUT 3A 47 F22A22WHT 2P10001 NO. 2 GDU 1040

(CDU 2) OUT 3B 48 F22A22BLU MFD
Figure 6

16 IN 2A ARINC 429
CONFIG MODULE 17 IN 2B (AIR DATA)
GROUND 1 BLK 1 GND (011-00979-00)
CONFIGURATION DATA 40 YEL 3 DATA
MODULE POWER 21 RED 4 VCC
CLOCK 60 WHT 2 CLK
NO. 2 GIA 63
2P603 AVIONICS INTEGRATION UNIT
ARINC 429 OUT 2A 29 F24A22WHT 12 IN 5A MAIN ARINC 429
(AFCS 2) OUT 2B 30 F24A22BLU 13 IN 5B (AIR DATA)

ARINC 429 OUT 2A 35 N/C

RIGHT WING
(SPARE) OUT 2B 36 N/C
WING CLOSE OUT PANEL
91-34-20 SepPAGE

ELECTRICAL HARNESS WING HARNESS (J742) (P742)

P308A P305
POWER OUT 2 F25A22WHT 9 WHT 1 WHT 1 WHT
OAT
IN HI 3 F25A22BLU 10 BLU 2 BLU 2 BLU
PROBE
IN LO 4 F25A22ORG 11 ORG 3 ORG 3 ORG
12 4 4 GTP59
OAT PROBE

CIRCUIT BREAKER PANEL

with Garmin 1000

AIR DATA +28VDC

ESSENTIAL
AIRCRAFT POWER 1 55 F26A22RED 5 BUS
Effectivity

POWER GROUND 17 F26A22NBLK GB4A-D (SEE 91-31-40, FIG. 1) FWD BLKHD

P308B
30/06

AIRCRAFT POWER 2 58 F27A22 3

EMERG BATTERY INPUT
104815 11.0 NEW
7

Island Enterprises
Sep 30/06
PAGE 8

with Garmin 1000

Effectivity
NO. 1 GIA 63
INTEGRATED AVIONICS UNIT 1P602
VOR/LOC DIGITAL AUDIO OUT 59 P3472-28 (SEE 91-23-50, FIG. 2)
SIGNAL GROUND 61 P3472-71 (SEE 91-23-50, FIG. 2)
FWD BLKHD
91-34-20

1P601
POWER GROUND 30 R25A22NBLK GB4A-J (SEE 91-31-40, FIG. 1)
POWER GROUND 31 R26A22NBLK GB4A-K (SEE 91-31-40, FIG. 1) P308B
AIRCRAFT POWER 2 IN 23 R25A22 4
(TO EMERGENCY BUS FUSES)
AIRCRAFT POWER 2 IN 25 R26A22 5
COMM DIGITAL AUDIO OUT 13 P3472-9 (SEE 91-23-50, FIG. 2)
COMM MIC DIGITAL AUDIO IN 14 P3472-8 (SEE 91-23-50, FIG. 2)
HI 9 P3471-7 (SEE 91-23-50, FIG. 2)
COMM AUDIO OUT
LO 10 P3471-8 (SEE 91-23-50, FIG. 2)
COMM MIC AUDIO IN LO 8

PA-32R-301/301T, SARATOGA II HP/TC

COMM MIC AUDIO IN HI 7 P3471-26 (SEE 91-23-50, FIG. 2) CIRCUIT BREAKER PANEL
COMM MIC KEY IN 4 P3471-27 (SEE 91-23-50, FIG. 2)

THE NEW PIPER AIRCRAFT, INC.

R27A22RED COMM 1 +28VDC
AIRCRAFT POWER 1 IN 17
AIRCRAFT POWER 1 IN 19 R28A22RED ESSENTIAL
Integrated Avionics Unit No. 1

5
BUS

MAINTENANCE MANUAL
1P605 NAV1/GPS1
AIRCRAFT POWER 1 IN 29 R29A22RED 5

POWER GROUND 76 R30A22NBLK GB4A-L (SEE 91-31-40, FIG. 1 ) P308B

Figure 7

AIRCRAFT POWER 2 IN 33 R30A22 6 (TO EMERGENCY BUS FUSES)

1P603
OUT A 2 1P10001-4 (SEE 91-34-20, FIG. 4)
ETHERNET OUT B 3 1P10001-5 (SEE 91-34-20, FIG. 4)
(CDU 1) IN A 76 1P10001-2 (SEE 91-34-20, FIG. 4)
IN B 77 1P10001-3 (SEE 91-34-20, FIG. 4)
OUT 5 55 P3301-22 (SEE 91-34-50, FIG. 1)
MAIN RS 232 P3301-23 (SEE 91-34-50, FIG. 1)
IN 5 53
(XPDR) P3301-51 (SEE 91-34-50, FIG. 1)
SIG GND 54
MAIN ARINC 429 IN 6A 14 P771-14 (SEE 91-34-20, FIG. 5)
(AHRS) IN 6B 15 P771-29 (SEE 91-34-20, FIG. 5)
OUT 6 58 P771-11 (SEE 91-34-20, FIG. 5)
MAIN RS 232 IN 6 56 P771-26 (SEE 91-34-20, FIG. 5)
(AHRS) SIG GND 57 P771-41 (SEE 91-34-20, FIG. 5)

MAIN ARINC 429 IN 5A 12 P741-26 (SEE 91-34-20, FIG. 6)

(AIR DATA) IN 5B 13 P741-27 (SEE 91-34-20, FIG. 6)
OUT 1 43 P741-10 (SEE 91-34-20, FIG. 6)
RS 232 IN 1 41 P741-11 (SEE 91-34-20, FIG. 6)
(AIR DATA) SIG GND 42 P741-12 (SEE 91-34-20, FIG. 6)

MAIN RS-232 IN 7 59 P3472-6 (SEE 91-23-50, FIG. 2)

(AUDIO) OUT 7 62 P3472-7 (SEE 91-23-50, FIG. 2)
P308A
1A 23 R31A22WHT 3
GEA RS-485 1B 24 R31A22BLU 4
5 104815 12.0 NEW

1P604
ANNUNCIATE 15 38 2P604-38 & P4971-32 (SEE 91-34-40, FIG. 1)
FAN MONITOR 24
8I10

2P604-24 & 3P3281-2 (SEE 91-21-20, FIG. 2)

DISCRETE IN 12

Island Enterprises
8I11

NO. 2 GIA 63 NO. 2 GIA 63

INTEGRATED AVIONICS UNIT INTEGRATED AVIONICS UNIT 2P603
2P602
VOR/LOC DIGITAL AUDIO OUT 59 P3472-68 (SEE 91-23-50, FIG. 2) MAIN ARINC 429 IN 4A 10 P4971-34 (SEE 91-34-40, FIG. 1)
SIGNAL GROUND 61 P3472-69 (SEE 91-23-50, FIG. 2) (TRAFFIC) IN 4B 11 P4971-33 (SEE 91-34-40, FIG. 1)
2P604 MAIN ARINC 429 IN 6A 14 P771-13 (SEE 91-34-20, FIG. 5)
AIRBORNE STATUS OUT (AHRS) IN 6B 15 P771-28 (SEE 91-34-20, FIG. 5)
(ANNUNCIATE 19) 42 P4971-88 (SEE 91-34-40, FIG. 1) SKYWATCH
MAIN RS 232 OUT 6 58 P771-6 (SEE 91-34-20, FIG. 5)
GPS ANNUNCIATE OUT (AHRS) IN 6 56 P771-21 (SEE 91-34-20, FIG. 5)
(ANNUNCIATE 4) 27 P552-38 (SEE 91-22-10, FIG. 1, SHT 2) AUTOPILOT
SIGNAL GROUND 57 P771-35 (SEE 91-34-20, FIG. 5)
FAN MONITOR IN 24 1P604-24 & 3P3281-2 (SEE 91-21-20, FIG. 2) AVIONICS COOLING MAIN RS 232 OUT 5 55 P3301-24 (SEE 91-34-50, FIG. 1)
(DISCRETE IN 12) (XPDR) IN 5 53 P3301-25 (SEE 91-34-50, FIG. 1)
ANNUNCIATE 13 36 P4971-85 (SEE 91-34-40, FIG. 1) SKYWATCH P3301-58 (SEE 91-34-50, FIG. 1)
SIGNAL GROUND 54
ANNUNCIATE 14 37 P4971-82 (SEE 91-34-40, FIG. 1) SKYWATCH
ANNUNCIATE 15 38 P4971-32 & 1P604-38 (SEE 91-34-40, FIG. 1) SKYWATCH
VOICE ALERT AUDIO OUT HI 2 P3471-38 (SEE 91-23-50, FIG. 2) AUDIO
LO 3 P3471-59 (SEE 91-23-50, FIG. 2) AUDIO MAIN RS-232 IN 7 59 P3472-38 (SEE 91-23-50, FIG. 2)
ILS ENERGIZE P551-32 (SEE 91-22-10, FIG. 1, SHT 1) AUTOPILOT (AUDIO) OUT 7 62 P3472-39 (SEE 91-23-50, FIG. 2)
25
(ANNUNCIATE 2) RS-485 #4/ A 4 P552-21 (SEE 91-22-10, FIG. 1, SHT 2)
GIA SYST ID PROGRAM 1 22 RS-422 OUT B 6 P552-20 (SEE 91-22-10, FIG. 1, SHT 2)

2P601 MAIN RS 232 #3 IN 3 47 P5003-20 (SEE 91-34-40, FIG. 2)

(WX500) OUT 3 49 P5003-8 (SEE 91-34-40, FIG. 2)
POWER GROUND 30 R32A22NBLK GB2A-A (SEE 91-24-30, FIG. 4)
SIGNAL GROUND 48 P5002-5 (SEE 91-34-40, FIG. 2)

PA-32R-301/301T, SARATOGA II HP/TC

POWER GROUND 31 R33A22NBLK GB2A-B (SEE 91-24-30, FIG. 4)
OUT A 2 2P10001-4 (SEE 91-34-20, FIG. 4)
COMM DIGITAL AUDIO OUT 13 P3472-48 (SEE 91-23-50, FIG. 2)

THE NEW PIPER AIRCRAFT, INC.

CIRCUIT BREAKER PANEL ETHERNET OUT B 3 2P10001-5 (SEE 91-34-20, FIG. 4)
COMM MIC DIGITAL AUDIO IN 14 P3472-47 (SEE 91-23-50, FIG. 2) (CDU 2) IN A 76 2P10001-2 (SEE 91-34-20, FIG. 4)
COMM 2
IN B 77 2P10001-3 (SEE 91-34-20, FIG. 4)
Integrated Avionics Unit No. 2

AIRCRAFT POWER IN 17 R32A22RED +28VDC

MAINTENANCE MANUAL
AIRCRAFT POWER IN 19 R33A22RED 5 AVIONICS MAIN ARINC 429 IN 5A 12 P741-29 (SEE 91-34-20, FIG. 6)
NAV/GPS 2 BUS (AIR DATA) IN 5B 13 P741-30 (SEE 91-34-20, FIG. 6)
2P605
AIRCRAFT POWER IN 29 R34A22RED 5 RS 232 OUT 1 43 N/C
DISCRETE IN 24A 74 P552-4 (SEE 91-22-10, FIG. 1, SHT 2) (AIR DATA) IN 1 41 N/C
+UP 8 P552-13 (SEE 91-22-10, FIG. 1, SHT 2) SIGNAL GROUND 42 N/C
FD PITCH
Figure 8

+DN 9
+RIGHT 10 P552-12 (SEE 91-22-10, FIG. 1, SHT 2)
FD ROLL
+LEFT 11 P552-7 (SEE 91-22-10, FIG. 1, SHT 2)
MAIN LATERAL +LEFT 17 P551-31 (SEE 91-22-10, FIG. 1, SHT 1)
DEVIATION OUT +RIGHT 18 P551-30 (SEE 91-22-10, FIG. 1, SHT 1)
MAIN LATERAL + 19 P551-13 (SEE 91-22-10, FIG. 1, SHT 1)
FLAG OUT - 20 P551-14 (SEE 91-22-10, FIG. 1, SHT 1)
MAIN VERTICAL +UP 23 P552-18 (SEE 91-22-10, FIG. 1, SHT 2)
DEVIATION OUT +DN 24 P552-19 (SEE 91-22-10, FIG. 1, SHT 2)
MAIN VERTICAL + 25 P552-1 (SEE 91-22-10, FIG. 1, SHT 2)
FLAG OUT - 26 P552-2 (SEE 91-22-10, FIG. 1, SHT 2)
DISCRETE IN 23A 60 P872-C (SEE 91-34-50, FIG. 1)
POWER GROUND 76 R34A22NRED GB2A-C (SEE 91-24-30, FIG. 4)

2P603 P308B
1A 23 R36A22WHT 10
GEA RS-485 1B 24 R36A22BLU 11 S-TEC SYSTEM 55X
91-34-20 SepPAGE

12 P552 AUTOPILOT COMPUTER

MAIN ARINC 429 OUT 1A 71 R35A22WHT 36 A ROLL STEERING
(55X/SKYWATCH) OUT 1B 70 R35A22BLU 37 B 429 IN
P4971 43 SHIELD
45
44
2P606
ADF X/COS 10 P872-B (SEE 91-34-50, FIG. 1)
ADF Y/SIN 11 P872-A (SEE 91-34-50, FIG. 1)
with Garmin 1000

HI 46 P551-28 (SEE 91-22-10, FIG. 1, SHT 1)

HEADING DATUM OUT P551-29 (SEE 91-22-10, FIG. 1, SHT 1)
LO 47
HI 48 P551-11 (SEE 91-22-10, FIG. 1, SHT 1)
COURSE DATUM OUT P551-12 (SEE 91-22-10, FIG. 1, SHT 1)
LO 49
CLOCK 53 P311-13 (SEE 91-22-10, FIG. 1, SHT 2)
REMOTE
Effectivity

DATA 54 P311-14 (SEE 91-22-10, FIG. 1, SHT 2)

ANNUNCIATE SYNC 55 P311-12 (SEE 91-22-10, FIG. 1, SHT 2)
MAIN KING SERIAL DME DATA 59 P631-6 (SEE 91-34-50, FIG. 2)
30/06

MAIN KING SERIAL DME CLK 60 P631-F (SEE 91-34-50, FIG. 2) 104815 13.0 NEW
MAIN KING SERIAL DME REQ 62 P631-D (SEE 91-34-50, FIG. 2)
9

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

PAGE 10
Sep 30/06 91-34-20 8I12

Island Enterprises
8I13

AFT EQUIPMENT SHELF CIRCUIT BREAKER PANEL

TRC 497 PROCESSOR SKYWATCH +28VDC
REF EXISTING P4978
AVIONICS
+28VDC POWER A F40A20RED 3 BUS

F40B20RED
+28VDC RETURN B F40A20NBLK GB5A-K (SEE 91-24-30, FIG. 4)

DIODE/RELAY BOX
P4971 P311
P311
2
1 29 F41B22BLK GB2A-M (SEE 91-24-30, FIG. 4)
LANDING GEAR INPUT 87 F41A22 28
(GROUND=GEAR DOWN) 3
5 4
STRAP COMMON 12 6
69 27
ARINC 429 P310
HEADING CONFIG 70
15 (GEAR DOWN LOGIC)

PA-32R-301/301T, SARATOGA II HP/TC

THE NEW PIPER AIRCRAFT, INC.
P3301 GTX 33 MODE S XPDR
LANDING GEAR RELAY
SUPPRESSION 89 F42A22 31 EXTERNAL SUPPRESSION I/O

MAINTENANCE MANUAL
ON/OFF 11 -009 DME (OPT)
ON/OFF RET 3 WHEN SKYWATCH INSTALLED
KN 63 DME
Skywatch

P631 SPLICE TO GIA #2

Figure 1

(SEE 91-34-20, FIG. 7)

K SUPPRESSION
S-TEC SYSTEM 55X
P552 AUTOPILOT COMPUTER

ARINC 429 RCVR 1A 45 F43A22WHT 36

(ALTITUDE/HEADING) 1B 44 F43A22BLU 37
43

2P603-71 (SEE 91-34-20, FIG. 8)

2P603-70 (SEE 91-34-20, FIG. 8) NO. 2 GIA 63
2P604 INTEGRATED AVIONICS UNIT
SQUAT SWITCH 88 F44A22 42 AIRBORNE STATUS OUT
ANNUNCIATE 19
P3471 GMA 1347 AUDIO PANEL
91-34-40 SepPAGE

HI 92 F45A22WHT 19 HI UNSW AUDIO 1 IN

WARN AUDIO OUT
LO 90 F45A22BLU 39 LO (TRAFFIC)

DISPLAY STRAP 80
STRAP COMMON 13 NO. 2 GIA 63
2P603 INTEGRATED AVIONICS UNIT
A 34 F46A22WHT 10 IN 4A MAIN ARINC 429
DISPLAY 429 XTR
B 33 F46A22BLU 11 IN 4B (TRAFFIC)
with Garmin 1000

NO. 1 GIA 63
1P604 INTEGRATED AVIONICS UNIT
2P604
38 ANNUNCIATE 15
SOFT KEY 1 IN 85 F47A22 36 ANNUNCIATE 13
Effectivity

SOFT KEY 4 IN 82 F48A22 37 ANNUNCIATE 14

GPWS INPUT 32 F49A22 38 ANNUNCIATE 15 104815 19.0 NEW
30/06

F49B22
1

Island Enterprises
Sep 30/06
PAGE 2

with Garmin 1000

Effectivity
CIRCUIT BREAKER PANEL
AFT EQUIPMENT SHELF
WX-500 STORMSCOPE WEATHER
P5001 SYSTEM +28VDC
AVIONICS
14/28 VDC 1 T1A20RED 3 BUS
91-34-40

6
GND 5 T1A20NBLK GB5A-C (SEE 91-24-30, FIG. 4)
9

P5003

1 N/C
HEADING CONFIG
2 N/C
NO. 2 GIA 63
2P603 INTEGRATED AVIONICS UNIT
RS 232 TX 20 T2A22WHT 47 IN 3 MAIN RS232

PA-32R-301/301T, SARATOGA II HP/TC

RS 232 RX 8 T2A22BLU 49 OUT 3 (WX500)

THE NEW PIPER AIRCRAFT, INC.

T2A22ORG 48 SIGNAL GROUND

P5002

MAINTENANCE MANUAL
RS 232 GND 5
STORMSCOPE ANTENNA
Stormscope
Figure 2

CONFIG GND 6 P5004

N/C AFT EQUIPMENT SHELF
X LOOP 3 ORN C X LOOP
+12 V 16 RED D +12 V
17 B B3 AIR CONDITIONING
SENSE BRN SENSE
ANT_REF 2 BLK J ANT_REF DOOR RELAYS
-12 V 15 YEL F -12 V
Y LOOP 4 GRN G Y LOOP
14 H B2 2
ANT TEST BLU ANT TEST
ANT COM 1 DRAIN A ANT COM 1
B1
A3 3

T3A20NBLK 4
LOWER FUSELAGE FS 238.75 A2 GS
K11
DOOR 5
INHIBIT 22 T4A22
A1 X2 OPEN

CR1
1N4002 2
X1 1
3
INHIBIT RELAY
CR2 4
1N4002
K12
DOOR 5
CLOSE
104815 20.0 NEW
8I14

Island Enterprises
8I15

(INSTRUMENT PANEL) CIRCUIT BREAKER PANEL

GTX 33 MODE S XPDR
XPNDR
P3301 +28VDC
ESSENTIAL
+28VDC POWER 21 R37A22RED 5 BUS
POWER GROUND 27 R37A22NBLK GB4A-M (SEE 91-24-30, FIG. 4)

PILOT'S CONTROL WHEEL

P554

EXTERNAL IDENT SELECT 12 R38A22 13

1 2

PA-32R-301/301T, SARATOGA II HP/TC

GROUND 43 R39A22 14

THE NEW PIPER AIRCRAFT, INC.

REMOTE IDENT SW

MAINTENANCE MANUAL
NO. 1 GIA 63
AVIONICS INTEGRATION UNIT
1P603
Transponder

IN 1 22 R40A22WHT 55 OUT 5
Figure 1

RS-232 MAIN RS-232

OUT 1 23 R40A22BLU 53 IN 5 (XPDR)
SIGNAL GROUND 51 R40A22ORG 54 SIGNAL GROUND

NO. 2 GIA 63
AVIONICS INTEGRATION UNIT
2P603

IN 2 24 R41A22WHT 55 OUT 5 MAIN RS-232

RS-232
OUT 2 25 R41A22BLU 53 IN 5 (XPDR)
SIGNAL GROUND 58 R41A22ORG 54 SIGNAL GROUND
91-34-50 SepPAGE

TRC 497 PROCESSOR

P4971
F42A22 SUPPRESSION SKYWATCH (OPT)
EXTERNAL SUPPRESSION I/O 31 89
with Garmin 1000

KN 63 DME
P631
DME (OPT)
Effectivity

K SUPPRESSION
30/06

104815 17.0 NEW

1

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

104815 21.0 NEW

CIRCUIT BREAKER PANEL

KR-87
ADF RECEIVER P872
ADF +28VDC
AVIONICS
28VDC PWR 13 R42A22RED 5 BUS

PWR GND S R42A22NBLK

GB1A-H (SEE 91-24-30, FIG. 4)
GMA 1347
P3471 AUDIO PANEL
AUDIO OUT HI 10 R43A22WHT 35 ADF AUDIO IN HI
AUDIO OUT LO M R43A22BLU 36 ADF AUDIO IN LO
R43A22NBLK
GB1A-J (SEE 91-24-30, FIG. 4)

28V DIMMER 9 R44A22BLU P311-10

NO. 2 GIA 63
2P605 INTEGRATED AVIONICS
ADF VALID C R45A22WHT 60 DISCRETE IN 23A

2P606
ADF DC COS HI B R46A22WHT 10 ADF X/COS
ADF DC SIN HI A R47A22WHT 11 ADF Y/SIN
+4.5V ADF DC SIN/COS REF D R48A22WHT 32 ADF DC REF IN

LIGHTING GND E
H
GND P R49A22NBLK
R GB1A-N (SEE 91-24-30, FIG. 4)
KA-44B
P441 ADF ANTENNA
ANT PWR 12 WHT/RED 1 ANT PWR
LOOP ENABLE 8 WHT/GRN 2 LOOP ENABLE
32HZ < +/- 90° 6 WHT 4 32HZ < +/- 90°
32HZ < 0° F WHT/ORG 5 32HZ < 0°
GND 15 WHT/BLU 7 GND

P871
9 OUTER SHLD
RF INPUT 3 RF OUTPUT

TRF-58 CABLE 8 INNER SHLD

Effectivity ADF
with Garmin 1000 Figure 2

PAGE 2
Sep 30/06 91-34-50 8I16

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

104815 22.0 NEW

CIRCUIT BREAKER PANEL

KN 63 DME
P631 DME +28VDC
AVIONICS
AIRCRAFT POWER 1 2 R52A20RED 5 BUS
AIRCRAFT POWER 1 3
POWER GROUND 1 R52A20NBLK
POWER GROUND A R53A20NBLK
GB5A-J (SEE 91-24-30, FIG. 4)

NO. 2 GIA 63
2P606 INTEGRATED AVIONICS
DATA BUS 6 R54A22WHT 59 MAIN KING SERIAL DME DATA

CLOCK BUS F R57A22WHT 60 MAIN KING SERIAL DME CLK

DME REQUEST D R58A22WHT 62 MAIN KING SERIAL DME REQ

R58A22NBLK

GB5A-L (SEE 91-24-30, FIG. 4)

GROUND 12
ON 11

GMA 1347
P3471 AUDIO PANEL
AUDIO HI C R55A22WHT 15 DME AUDIO IN HI
AUDIO LO N R55A22BLU 16 DME AUDIO IN LO
R54A22NBLK

GB5A-M (SEE 91-24-30, FIG. 4)

P3301 GTX 33 MODE S

SUPPRESSION K R56A22 31 EXTERNAL SUPPRESSION
R56A22NBLK

GB5A-N
(SEE 91-24-30, FIG. 4)
SKYWATCH (OPT)

P4971 TRC 497 PROCESSOR

89 SUPPRESSION

DME Effectivity
Figure 3 with Garmin 1000

8I17 91-34-50 SepPAGE 3

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

PAGE 4
Sep 30/06 91-34-50 8I18

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

85501 19.0 NEW / F

85300 19.0 NEW / B

TO VACUUM INOP VACUUM

ANNUNCIATOR SWITCH
(SEE 91-31-50, FIG. 1,
SHEET 2 OR 4)
W4A20 W4A20

Vacuum Inop Effectivity

Figure 1 3246001 thru 3246087

8I19 91-37-20 SepPAGE 1

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Effectivity Auxiliary Vacuum System

3246001 thru 3246017 Figure 2 (Sheet 1 of 2)

PAGE 2
Sep 30/06 91-37-20 8I20

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

87779 J / J

* AUX PUMP
3 STUD RELAY
F7-64-1
373-11

~
373-31

~
373-13

~
AUXILIARY
AIR PUMP 372-12
4A3-1 BUS
EMI FILTER * AUX PUMP JUMPER
AND 4 STUD RELAY
WIRE ASSY. F7-64-1
F7-84-1 373-11
20 A
373-17 373-19

+
- 373-15 373-13

373-31

JUMPER

373-27 C NC NO

F7-236-2
SWITCH
BUS
373-33

5A 373-21

373-41 2 2
373-43 1 1
ETI ASSEMBLY
F7-97-2
373-25
373-23

* HP S/N’s 324618 THRU 324687 USE

3 - STUD RELAY (NO JUMPER).
MANIFOLD & SWITCHES - 1H521 RELAY’S ARE INTERCHANGEABLE.

Effectivity
Auxiliary Vacuum System 3246018 and up
Figure 2 (Sheet 2 of 2) 3257001 and up

8I21 91-37-20 SepPAGE 3

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

PAGE 4
Sep 30/06 91-37-20 8I22

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

101848 26.0 NEW /K

104406 27.0 NEW /H
104141 27.0 NEW /C
101272 28.0 NEW /D
100840 28.0 NEW /C
85501 28.0 NEW / F

3
2 P6 R6 P7 R7
J1C18 1 1 J1B18 1 1 J1A18 R. MAG
1
R. MAG
SWITCH
J3A18

( SWITCHES SHOWN IN OFF POSITION )

3
2 P6 R6 P7 R7
J2C18 2 2 J2B18 2 2 J2A18 L. MAG
1
L. MAG
SWITCH

P6 R6 P7 R7
J3B18 3 3 J3D18 3 3
J3C18N

Effectivity
Magneto Switch 3246018 and up
Figure 1 (Sheet 1 of 2) 3257001 and up

8I23 91-74-30 SepPAGE 1

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL
L. MAG
R. MAG

G402
G403

GS
J3D18N
J1A18

J2A18
J

9
7

8
P315

J3C18
J2B18
J1B18

Island Enterprises
J
1

3
P6
J1C18

J2C18

J3B18
3

1
1

OVERHEAD SW PNL
2
2

J3A18

L MAG SW
R MAG SW
104817 14.0 NEW

S305
S306
Effectivity Magneto Switch
with Garmin 1000 Figure 1 (Sheet 2 of 2)
PAGE 2
Sep 30/06 91-74-30 8I24
8J1

100840
101272
104141
104406
31.0
31.0
30.0
30.0
B/C
NEW / D
NEW / C
NEW / H

ENGINE R.P.M. GAUGE

ALERT HORN

EXC.(12 VDC)

DATA BUS +
DATA BUS -
PWR GND

LITE GND
DAY/NITE

DIM BUS

SHIELD
SIG. (+)
SIG. (-)
PWR

PA-32R-301/301T, SARATOGA II HP/TC

P315 G F E J D N B R K L M A

THE NEW PIPER AIRCRAFT, INC.

MAINTENANCE MANUAL
RPM
T3C20N

T3B22N
T3F-WHT/BL
T3F-WHT
T3D22
T3E22

T3L22
Engine RPM

T3A20
Figure 1

1A
CB-4

E8B20N
GB1-P
DN17A22

E8C20
E7S22
21 13 5 P317
TO D.D.M.P.
(SEE 91-77-20:
TO DAY/NITE SW.

T3G-WHT/BL
FIG. 2, SHEET 2) GB1-D

T3G-WHT
(SEE 91-31-50:
FIG. 1, SHEET 5 OR 7)

T3K22
91-77-10 SepPAGE

TACH
TO EXCEEDANCE AUDIO ALERT GEN.
(SEE 91-28-40: FIGURE 2)
31 T3J20 1 RED EXC.

30 T3H-WHT/BL 2 BLU SIG. (+)

TO PANEL LITE DIM BUS
(SEE 91-33-10: FIG. 1, SHEET 4) 29 T3H-WHT 4 BLK SIG. (-)
3257001 and up
3246088 and up

28 P238
Effectivity

P18
30/06
1

Island Enterprises
Sep 30/06
PAGE 2

3257001 and up
3246088 and up
Effectivity
MAP GAUGE

100840
101272
104141
104406
24.0
24.0
23.0
23.0

ALERT HORN

DATA BUS (+)

91-77-10

DATA BUS (-)

C
C/D
B/C
NEW / H

LITE GND
PWR GND

DAY/NITE

DIM BUS

SHIELD
SIG.(+)

SIG.(-)
PWR
P314 G F B N E J D K L M A

MAP
*

PA-32R-301/301T, SARATOGA II HP/TC

E9B22N
E9C22N
E9A20

THE NEW PIPER AIRCRAFT, INC.

E9D22

E9E22

E9L22
1A

MAINTENANCE MANUAL
CB-3

E9G-WH/BL

E9F-WH/BL
E9G-WHT

E9F-WHT
E9K22
MAP Gauge
Figure 2

E8B20N
GB1-N

E8C20
DN17A22

E7S22
GB1-D
22 14 6 P317
MAP P18 24 26 25 27
TO D.D.M.P.
XDUCER
P237 (SEE 91-77-20:
FIG. 2, SHEET 2)
EXC. A E9J20
SIG.(+) B E9H-WH/BL
TO PANEL LITE DIM BUS
SIG.(-) D E9H-WHT (SEE 91-33-10: FIG. 1, SHEET 4)

E9M20N TO EXCEEDANCE AUDIO ALERT

(SEE 91-28-40: FIGURE 2)
TO DAY/NITE SW.
(SEE 91-31-50:
3246088 THRU 3246125 AND
* 3257001 FIG. 1, SHEET 5 OR 7)
THRU 3246075 ONLY.
8J2

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

101848 23.0 D / K

DATA ACQUISITION UNIT

EXC. OUT (12VDC)

28 VDC POWER

MAP SIG.(+)

RPM SIG.(+)
MAP SIG.(-)

RPM SIG.(-)
P902 1 8 26 P901 23 5 2 P903

See 91-77-20,

T3G-WHT/BL
T3G-WHT
Fig. 4
E9G-WH/BL
E9G-WHT
E9K22

T3K22
P18
28 29 30 31
P18 R18
24 26 25 27
R18
T3H-WHT/BL
T3H-WHT

T3J20
E9H-WH/BL

E9H-WHT
E9J20

P238 4 2 1
E9M20N

P237
BLK
BLU

RED

A B D
EXC.
SIG.(+)
SIG.(-)

EXC.
SIG. (-)
SIG. (+)

MAP XDUCER

TACH
GEN. Effectivity
3246218 and up
MAP / RPM 3257339 and up
Figure 3 with Avidyne Entegra

8J3 91-77-10 SepPAGE 3

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

PAGE 4
Sep 30/06 91-77-10 8J4

Island Enterprises
8J5

100840
101272
104141
104406
CHT/VAC GAUGE
19.0
19.0
18.0
18.0

ALERT HORN

SIG RETURN
B/C
NEW / D
NEW / C
NEW / H

DATA BUS +
DATA BUS -
PWR GND
LITE GND

DAY/NITE

DIM BUS

SHIELD
SIG. LO

SIG (+)
SIG. HI

SIG (-)
PWR
P310 G A F Y S E J D V U T K L M
CHT/VAC

E6A20

E6B22N

E6L-WH/BL
E6C22N

PA-32R-301/301T, SARATOGA II HP/TC

E6L-WHT
E6D22

E6E22
E6F22
1A

THE NEW PIPER AIRCRAFT, INC.

E6G-WH/BL
CB-6

E6G-WHT

MAINTENANCE MANUAL
E8B20N P317

E6M22

E6U22
E6P22
GB1-L
CHT / VAC

DN17A22

E8C20
E7S22
Figure 1

1
TO D.D.M.P.
E6J22 9 (SEE 91-77-20:
GB1-D
FIG. 2, SHEET 2)
17
19 18 16 17 P18 13 14 15 P18
VACUUM
XDUCER P235
EXC. A E6K20 E6V20
CHT TEMP
SIG. HI B E6H-WH/BL E6R20 SENSOR
91-77-20 SepPAGE

T
SIG. LO D E6H-WHT E6N20

TO DAY/NITE SW.
E6W20N (SEE 91-31-50: TO PANEL LIGHT
FIG. 1, SHEET 5 OR 7) DIM BUS (SEE 91-33-10:
FIG. 1, SHEET 4)
3257001 and up
3246088 and up

TO ANNUN.
(SEE 91-31-50: W4A20 W4A20 TO EXCEEDANCE
FIG. 1, SHEET 6 OR 8) ALERT HORN
V (SEE 91-28-40:
Effectivity

FIG. 2)
VACUUM
30/06

SWITCH
1

Island Enterprises
Sep 30/06
PAGE 2

3257001 and up
3246088 and up
Effectivity
D.D.M.P. ENGINE MONITOR

CONT.

ALTNR AMP (+)

91-77-20

ALTNR AMP (-)

SHEET 2

CABIN AIR (+)

BATT AMP (+)

CABIN AIR (-)

BATT AMP (-)

PWR GND

LITE GND

DIM BUS
SHIELD

SHIELD
EXC (+)
EXC (-)
SIG (+)

PWR
GND
P316 J G H d c a b K L M S T U e V W f Y
(J1)
Engine Digital Display Monitoring Panel (DDMP)

PA-32R-301/301T, SARATOGA II HP/TC

E7M22

THE NEW PIPER AIRCRAFT, INC.

E7N20N
E7K20N

E7L22N
P10A-WHT/BL
P8A-WHT/BL

P10A-WHT
P8A-WHT

MAINTENANCE MANUAL
E7B22
WH/BL

E7H22
E7F22
WHT
Figure 2 (Sheet 1 of 2)

E8C20
P18 8 9 10 11 12 GB1-F GB1-H GB1-J
TO
PANEL LITE
P1 10 11 P1 8 9 19 DIM BUS
(SEE 91-33-10
FIG. 1, SHEET 4)

P8A20
E7C20

P8B20
E7G20
WH/BL
WHT

E7J20

E7A20
TO BATT. SHUNT
(SEE 91-24-30
CABIN FIG. 1, SHEET 3)
AIR
SENSOR
R32 5 1 2 3 4 ENGINE
OAT
SENSOR MONITOR
(RT. WING) P418 TO ALTNR. SHUNT
(SEE 91-24-30 TO EXCEEDANCE
SIG (-) C WHT FIG. 1, SHEET 3)
E7CC20 3A AUDIO ALERT
E7T22
SIG (+) B WH/BL CB-2 (SEE 91-28-40
FIG. 2)
100840
101272
104141
104406

EXC (-) D E7GG20

EXC (+) A E7JJ20
6.0
6.0
6.0
6.0
C
NEW / D
NEW / C
NEW / H
8J6

Island Enterprises
8J7

D.D.M.P. ENGINE MONITOR

FUEL QTY DATA (+)

FUEL QTY DATA (-)

CHT/VAC DATA (+)

CHT/VAC DATA (-)

LOGIC (PA32 HP)

LOGIC (PA32 TC)
TIT/FF DATA (+)
OT/OP DATA (+)

OT/OP DATA (-)

TIT/FF DATA (-)

% PWR LOGIC

AUX 232 GND

ALERT HORN
RPM DATA (+)

MAP DATA (+)

RS 232 (OUT)
RPM DATA (-)

MAP DATA (-)

AUX 232 (+)

AUX 232 (-)

RS 232 (IN)

GPS GND
SHIELD

SHIELD
SHIELD

SHIELD

SHIELD
SHIELD

SHIELD

SHIELD
CONT.
SHEET 1

1 9 17 2 10 18 3 11 19 4 12 20 5 13 21 6 14 22 58 64 65 52 60 62 51 53 54 56 55 57
P317
Engine Digital Display Monitoring Panel (DDMP)

(J2)

E7P22
E7Y22N

E7Z22N

PA-32R-301/301T, SARATOGA II HP/TC

E7W22N
E9F-WHT/BL
Q5H-WHT/BL

E9F-WHT

THE NEW PIPER AIRCRAFT, INC.

Q1F-WHT/BL
Q5H-WHT

Q1F-WHT

E7Q-WHT/BL

E7Q-WHT

E7R22
T3F-WHT/BL

E7S22
E6L-WHT/BL

E5L-WHT/BL

GPS/OUT
T3F-WHT

MAINTENANCE MANUAL
E6L-WHT

E5L-WHT

GPS/IN
Figure 2 (Sheet 2 of 2)

GB2-E

E7AA22
TO EXCEEDANCE
GB2-C
AUDIO ALERT
(SEE 91-28-40
M L K
M L K M L K 2 1 3 4 FMGT FIG. 2)
P314
P313 P311 P353 2 3 5
(SEE 91-77-10
(SEE 91-79-30 (SEE 91-28-40 FIG. 2) (TO GPS)
FIG. 1, SHEET 1) FIG. 1, SHEET 2)

A
SHOWN WITH WEIGHT ON WHEELS

TC S/N’s 3257001

HP S/N’s 3246088
THRU 3257198

THRU 3246181
NC NO
3 E7AB20 6 E7AC20 E7AC

E7AF20N 12 E7AE20 7 E7AD20 E7AD C

91-77-20 SepPAGE

R2 R32 (SQ. SW. RIGHT WING)

M L K M L K M L K GB2-C
P310 P312 P315
(SEE 91-77-20 (SEE 91-77-20 (SEE 91-77-10 SHOWN WITH WEIGHT ON WHEELS

HP S/N’S 3246182 & UP

TC S/N’S 3257199 & UP
FIG. 1) FIG. 6) FIG. 1)
A

(SQ. SW. RIGHT WING)

R2 / P2 R32 / P32
100840
101272
104141
104406
3257001 and up
3246088 and up

NC NO
GB2-C 3 E7AB20 6 E7AC20 E7AC
6.1
6.1
6.1
6.1

E7AF20N 12 E7AE20 7 E7AD20 E7AD C

Effectivity
A/C
NEW / D
C/C
C/H

TRANSPONDER 15 E7AG20 8 E7AH20 E7AH

30/06
3

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

85300 6.0 NEW / B

OIL TEMP
T SENSOR

A B OIL PRESS
SENDER
Q5B20

P
R1 P2
CYL TEMP 13 3
T BULB 13 3
P1 R2
Q5B20N

Q6C20

Q6B20

Q5A20

Q7A20
Q6D20N

CYL TEMP OIL TEMP

R1 OIL PRESS.
14
14
P1
GND 14V
Q5A20N

ENG
GAUGE Q8A20N

Q6A20
5

Effectivity Engine Gauge

3246001 thru 3246017 Figure 3 (Sheet 1 of 2)

PAGE 4
Sep 30/06 91-77-20 8J8

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

85501 6.0 A / F

OIL TEMP OIL PRESS

SENSOR XDUCER
T

A B B A C D

Q5B20

GREEN

BLACK
SPARE
RED
R1 P2
CYL TEMP 13 3
T BULB 13 3
P1 R2
Q5B20N

1 2 3
Q6C20

Q6B20

Q5A20

Q7A20
Q6D20N

Q9A20
CYL TEMP OIL TEMP

R1 OIL PRESS.
14
14
P1
Q9B20N
GND 28V
Q5A20N

ENG
GAUGE Q8A20N

Q6A20
5

Effectivity
Engine Gauge 3246088 and up
Figure 3 (Sheet 2 of 2) 3257001 and up

8J9 91-77-20 SepPAGE 5

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

101848 6.0 K / K

DATA ACQUISITION UNIT

28 VDC POWER

ALTNR AMP (+)

ALTNR AMP (-)

BATT AMP (+)

BATT AMP (-)
SHIELD
P901 1 25 7 36 24 6

P10A-WHT/BL
DAU

P10A-WHT
P9C20-WHT
P8C20-BL

TO MAP/RPM
Q5A20 (SEE 91-77-10:
1A FIG. 3)
CB-4

TO OIL PRESS./OIL TEMP. P1 10 11 19 8 9

(SEE 91-79-30:
FIG. 1, SHEET 2)
TO ALTNR. TO BATT. TO BATT.
SHUNT SHUNT SHUNT
(SEE 91-24-30: FIG. 1, SHEET 4)

Effectivity
3246218 and up
3257339 and up Data Acquisition Unit
with Avidyne Entegra Figure 4

PAGE 6
Sep 30/06 91-77-20 8J10

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

101848 18.0 NEW / K

CHT CYL-6 SIG (+) DATA ACQUISITION UNIT

CHT CYL-5 SIG (+)

CHT CYL-4 SIG (+)

CHT CYL-3 SIG (+)

CHT CYL-2 SIG (+)

CHT CYL-1 SIG (+)

CHT CYL-6 SIG (-)

CHT CYL-5 SIG (-)

CHT CYL-4 SIG (-)

CHT CYL-3 SIG (-)

CHT CYL-2 SIG (-)

CHT CYL-1 SIG (-)

P902 30 12 31 13 32 14 33 15 34 16 35 17
~

E1A22-WH/BL
E5A22-WH/BL

E4A22-WH/BL

E2A22-WH/BL
E6A22-WH/BL

E3A22-WH/BL
E5A22-WHT

E3A22-WHT

E1A22-WHT
E4A22-WHT

E2A22-WHT
E6A22-WHT

T
T

CHT CHT CHT CHT CHT CHT

TEMP TEMP TEMP TEMP TEMP TEMP
CYL #6 CYL #5 CYL #4 CYL #3 CYL #2 CYL #1

Effectivity
3246218 and up
CHT 3257339 and up
Figure 5 with Avidyne Entegra

8J11 91-77-20 SepPAGE 7

30/06

Island Enterprises
Sep 30/06
PAGE 8

3257001 and up
3246088 and up
Effectivity
100840
101272
104141
104406
TIT/EGT - FF GAUGE

EXC. OUT (12VDC)

20.0
20.0
19.0
19.0

ALERT HORN
SIG. RETURN
NEW
NEW
NEW
NEW

DATA BUS +
91-77-20

DATA BUS -
PWR GND
LITE GND

DAY/NITE
/
/
/
/

DIM BUS
C
D
C
H

SHIELD

SHIELD
YEL (+)

RED (-)
SIG.(+)
PWR
G A F U S T E J D R B N K L M
P312
TIT/FF

E5C22N

PA-32R-301/301T, SARATOGA II HP/TC

E5B22N
E5A20

THE NEW PIPER AIRCRAFT, INC.

E5D22
TIT / Fuel Flow or EGT / Fuel Flow

E5G22

E5E22
E5F22
1A
CB-5

E5L-WH/BL
E5J-WH/BL

MAINTENANCE MANUAL
E5L-WHT
E5J-WHT
E8B20N
GB1-M
Figure 6

E7S22

E8C20
DN17A22
P317
GB1-D
3

11
TO
P18 23 22 21 20 19
D.D.M.P.
(SEE 91-77-20:
P236 FIG. 2, SHEET 2)

1 E5H20 TIT/EGT
F/F SENSOR
3 E5K-WHT
SENSOR
2 E5K-WH/BL TO PANEL LITE DIM BUS
(SEE 91-33-10: FIG. 1, SHEET 4)

TO EXCEEDANCE AUDIO ALERT

(SEE 91-28-40: FIG. 2)

TO DAY/NITE SW.
(SEE 91-31-50:
FIG. 1, SHEET 5 OR 7)
8J12

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

101848 19.0 NEW / K

EXC. OUT (12VDC)

DATA ACQUISITION UNIT

FF SIG.(+)
FF SIG. (-)

YEL (+)

YEL (+)

YEL (+)

YEL (+)

YEL (+)

YEL (+)
RED (-)

RED (-)

RED (-)

RED (-)

RED (-)

RED (-)
P903 1 P902 23 5 12 30 13 31 14 32 15 33 16 34 17 35
P901
E5J-WH/BL
E5J-WHT
E5G22

P18 23 22 21 20
R18
E5K-WH/BL
E5K-WHT
E5H20

6 5 4 3 2 1

P236 1 3 2 EGT SENSORS

FUEL
FLOW
SENSOR

Effectivity
EGT / Fuel Flow (HP only) 3246218 and up
Figure 7 with Avidyne Entegra

8J13 91-77-20 SepPAGE 9

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

101848 19.1 NEW / K

DATA ACQUISITION UNIT

EXC. OUT (12VDC)

FF SIG. (-)

FF SIG.(+)

YEL (+)

RED (-)
P903 1 P902 23 5 11 29 P901
E5J-WH/BL
E5J-WHT
E5G22

P18
R18 23 22 21 20
E5K-WH/BL
E5K-WHT
E5H20

TIT
SENSOR

P236 1 3 2

FUEL
FLOW
SENSOR

Effectivity
3257339 and up TIT / Fuel Flow (TC only)
with Avidyne Entegra Figure 8

PAGE 10
Sep 30/06 91-77-20 8J14

Island Enterprises
8J15

104817 21.3 NEW

E300
P701
GEA 71
ENG TEMP HI 26 E1A22CR WHT CHT #1
TC400 SENSOR
CHT CYL 1 LO 27 E1A22AL GRN
ENG TEMP HI 28 E2A22CR WHT CHT #2
TC401 SENSOR
CHT CYL 2 LO 29 E2A22AL GRN
ENG TEMP HI 30 E3A22CR WHT CHT #3
TC402 SENSOR
CHT CYL 3 LO 31 E3A22AL GRN
ENG TEMP HI 33 E4A22CR WHT CHT #4
TC403 SENSOR
CHT CYL 4 LO 34

PA-32R-301/301T, SARATOGA II HP/TC

E4A22AL GRN

THE NEW PIPER AIRCRAFT, INC.

ENG TEMP HI 36 E5A22CR WHT CHT #5
TC404 SENSOR
CHT CYL 5 LO 38 E5A22AL GRN

MAINTENANCE MANUAL
ENG TEMP HI 17 E6A22CR WHT CHT #6
TC405 SENSOR
CHT CYL 6 LO 18 E6A22AL GRN
CHT / TIT
Figure 9
91-77-20 Sep

TYPE K THERMOCOUPLE
with Garmin 1000

ENG TEMP HI 62 E21A22CR WHT TIT

TC412
TIT LO 63 E21A22AL GRN SENSOR
Effectivity
PAGE 11
30/06

Island Enterprises
Sep 30/06
PAGE 12

with Garmin 1000

Effectivity
104817 21.4 NEW

E300
P701
GEA 71
91-77-20

THERMOCOUPLE HI 68 (YEL)
REF LO 69 (RED)
E300
CONFIG MODULE

GROUND 1 (BLK) GND

DATA 40 (YEL) DATA
Configuration Module / Cabin Temp / MAP

PA-32R-301/301T, SARATOGA II HP/TC

POWER 21 (RED) VCC

THE NEW PIPER AIRCRAFT, INC.

CLOCK 60 (WHT) CLK
R BAGGAGE COMP

MAINTENANCE MANUAL
P702 A403
Figure 10

MAP SENSOR
P424
+5VDC PWR OUT 15 E9G22WHT A IN HI (EXCITATION)
MAP HI 52 E9G22BLU C OUT HI
MAP LO 53 E9G22ORN D OUT LO
XDCR LO (GND) 12 E9G22GRN B IN LO

LEFT SIDE WALL

P710 J A301
CABIN AIR
CABIN TEMP HI 58 H41A22CR WHT + YEL TEMP SENSOR
CABIN TEMP LO 59 H41A22AL GRN - RED
8J16

Island Enterprises
8J17

CIRCUIT BREAKER PANEL

E300
P701 ENG INSTR
GEA 71 +28VDC
P308B J CB-24 ESS
AIRCRAFT PWR 1 35 F5B22 7 F5A22 BUS
5A
ESS BUS V HI 42 F6B22 8 F6A22
ESS BUS V LO 43 JMPR-10

EMERGENCY BATTERY ASSY

PWR GND 20 (22BLK) GB3-K
ENG INSTR
P400 F417 +28VDC
EMER
AIRCRAFT PWR 2 37 F7A22 7

PA-32R-301/301T, SARATOGA II HP/TC

BUS
5A

THE NEW PIPER AIRCRAFT, INC.

SEE

MAINTENANCE MANUAL
EMER BUS V HI 46 F8A22 8 T 91-24-30,
Engine / Airframe Unit

EMER BUS V LO 47 JMPR-11 FIG. 4

Figure 1

1P603 #1 GIA 63
P308A J
RS-485 1A 5 R7B22WHT 3 23
RS-485 1B 6 R7B22BLU 4 24
5

2P603 #2 GIA 63
91-77-40 SepPAGE

P308B J
RS-485 2A 7 R12B22WHT 10 23
RS-485 2B 8 R12B22BLU 11 24
12
with Garmin 1000

104817 21.0 NEW

INSTRUMENT PANEL
P310 J
Effectivity

SEE
STARTER ENGAGE 44 K2A22 1 S 91-81-10,
30/06

FIGURE 1, SHEET 4
1

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

PAGE 2
Sep 30/06 91-77-40 8J18

Island Enterprises
8J19

100840
101272
104141
104406
3.0
3.0
3.0
3.0
B/C
NEW / D
NEW / C
NEW / H
OP/OT GAUGE

ALERT HORN

SIG. RETURN

DATA BUS +

DATA BUS -
LIGHT DIM
PWR GND
LITE GND

DAY/NITE

SOURCE

SHIELD
SIG. (+)
SIG.(+)

SIG.(-)
PWR

PA-32R-301/301T, SARATOGA II HP/TC

G A F U V E J D S Y R M L K

THE NEW PIPER AIRCRAFT, INC.

OP/OT P313
Oil Pressure / Oil Temperature

MAINTENANCE MANUAL
Figure 1 (Sheet 1 of 2)

Q5T22N

Q5C22

Q5D22

Q5E22
Q5A20

Q5H22-WHT
Q5H22-WH/BL
Q5B20N
1A
CB-7

Q5F22-WH/BL

Q5N22
Q5L22
Q5J22
Q5F22-WHT
P317

FIG. 2, SHEET 2)
E8B20N

(SEE 91-77-20:
TO D.D.M.P.
DN17A22
18
GB1-E

E8C20
E7S22
GB1-D 10
Q5R20 2

P18 1 2 3 4 5 6 7 P18
P413
91-79-30 SepPAGE

EXC. A Q5S20 B OIL

OIL Q5P20
PRESS SIG.(+) B Q5G20-WH/BL TEMP
Q5M20
SENSOR SENSOR
SIG.(-) D Q5G20-WHT T
Q5K20 A

Q5V20N P239
3257001 and up
3246088 and up

TO PANEL LITE DIM BUS

(SEE 91-33-10: FIG. 1, SHEET 4)
TO DAY/NITE SW.
Effectivity

(SEE 91-31-50: TO AUDIO ALERT HORN

30/06

FIG. 1, SHEET 5 OR 7) (SEE 91-28-40: FIG. 2)

1

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

101848 3.0 NEW / K

DATA ACQUISITION UNIT

OIL PRESS SIG.(+)
OIL PRESS SIG.(-)

OIL TEMP SIG.(+)

+28 VDC POWER

OIL TEMP SIG.(-)

SHIELD

P901 1 8 26 36 27 9

SEE DATA
ACQUISITION
UNIT Q5J22-WH/BL
Q5F22-WH/BL

Q5J22-WHT
Q5F22-WHT
Q5R20

P18 1 2 3 4 P18
P413 R18 5 6 R18 P239
EXC. A Q5S20 Q5M20 B
SIG.(+) B Q5G20-WH/BL
SIG.(-) D

T
Q5G20-WHT Q5K20 A

OIL
OIL
PRESS
TEMP
SENSOR
SENSOR

Q5V20N

Effectivity
3246218 and up
3257339 and up Oil Pressure / Oil Temperature
with Avidyne Entegra Figure 1 (Sheet 2 of 2)

PAGE 2
Sep 30/06 91-79-30 8J20

Island Enterprises
8J21

104817 21.2 NEW

E300 P701
R INSTRUMENT PANEL
GEA 71
A300
P413
OIL PRESS SENSOR

+5VDC PWR OUT 15 Q5F22WHT A IN HI (EXCITATION)

Oil Pressure / Oil Temperature / Fuel Flow / RPM

OIL PRESS HI 24 Q5F22BLU C OUT HI

PA-32R-301/301T, SARATOGA II HP/TC

OIL PRESS LO 25 Q5F22ORN D OUT LO
XDCR LO (GND) 12 Q5F22GRN ENGINE COMPARTMENT

THE NEW PIPER AIRCRAFT, INC.

B IN LO

A400

MAINTENANCE MANUAL
OIL TEMP SENSOR
P426
OIL TEMP HI 22 Q5J22WHT A OUT HI
OIL TEMP LO 23 Q5J22BLU B OUT LO
XDCR LO (GND) 19
Figure 2

A401
FUEL FLOW SENSOR
J423
+12VDC PWR OUT 16 E10G22WHT 1 EXCITATION
FUEL FLOW HI 2 E10G22BLU 2 OUT HI
XDCR LO (GND) 13 E10G22ORN 3 OUT LO

A402
91-79-30 SepPAGE

TACH SENSOR
P425

+10VDC PWR OUT 14 T3G22WHT 1 (RED) EXCITATION

RPM HI 3 T3G22BLU 2 (BLU) OUT HI
XDCR LO (GND) 11 T3G22ORN 4 (BLK) OUT LO
NC 3
with Garmin 1000
Effectivity
30/06
3

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

GRIDS 8J22 THRU 8J24

INTENTIONALLY BLANK

PAGE 4
Sep 30/06 91-79-30 8J22

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

Starter and Accessories Effectivity

Figure 1 (Sheet 1 of 4) 3246001 thru 3246017

8K1 91-81-10 SepPAGE 1

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

85501 14.0 NEW / F

STARTER
& ACC.

15A

K1A18
R9

K1A18
1
1
P9

K1B18
CIGAR
LIGHTER

R4
1
STARTER K2B4 1
P4

K1C18
SEE 5A
K2A4

91-31-50: 7 STE1-20 1
FIG. 1, START
SHEET 3 SWITCH
3
K1D18

TO BATTERY P1C4
CONTACTOR P2 R2 R9 P9 R4 P4
K1G18 2 2 K1F18 2 2 K1E18 2 2

STARTER
CONTACTOR

Effectivity Starter and Accessories

3246018 thru 3246087 Figure 1 (Sheet 2 of 4)

PAGE 2
Sep 30/06 91-81-10 8K2

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

101848 13.0 NEW / K

104406 13.0 NEW / H
104141 13.0 NEW / C
101272 14.0 NEW / B
100840 14.0 C / C

15A STARTER
CB-15 & ACC.

K1A18
R9
1
1
P9

K1B18
R4
1
1
P4

K1C18
1
START
SWITCH
3

K1D18
P4
2 2
STARTER K2B4N

R4
K1E18
TO ANNUN.
(SEE 91-31-50: R2 P2 5A
K2A4

FIG. 1, SHEET
5, 7, OR 10) 7 1111 STE1-20
P9
2 2
R9

{
TO ALTERNATOR TO BATTERY SHUNT P1B4
POWER (SEE P2 R2
91-24-30: FIG. 1, TO DIODE ASSY. P3C4 K1G18 2 2 K1F18
SHEET 3 OR 4)
TO ELECTRICAL BUS P1C4
STARTER
CONTACTOR

Effectivity
Starter and Accessories 3246088 and up
Figure 1 (Sheet 3 of 4) 3257001 and up

8K3 91-81-10 SepPAGE 3

30/06

Island Enterprises
Sep 30/06
PAGE 4

with Garmin 1000

Effectivity
104817 3.0 NEW

S300
START
SWITCH
STARTER
2
91-81-10

J P314 J P4
1
K1A18 1 K1B18 1 K1C18
5A
CB-33 3
J P315
1 K1E18 2 K1D18

OVERHEAD SW PNL

PA-32R-301/301T, SARATOGA II HP/TC

THE NEW PIPER AIRCRAFT, INC.
B400

MAINTENANCE MANUAL
Starter and Accessories

K2B4N
Figure 1 (Sheet 4 of 4)

K2A4 STARTER
ESSENTIAL BUS

+ -

JB1-A
F416 P310
P1C4 JMPR-12 K3A20 2 F A
SEE 91-24-30, P A1 A2
P1B4 5A (104820)
FIG. 1 (5)
SEE 91-77-40, S 1
FIG. 1
K1F18
BRACKET ASSY
X1 K400
STARTER
X2 SOLENOID
BLK
8K4

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

THIS PAGE INTENTIONALLY BLANK

8K5 91-81-10 SepPAGE 5

30/06

Island Enterprises
 THE NEW PIPER AIRCRAFT, INC.
PA-32R-301/301T, SARATOGA II HP/TC
MAINTENANCE MANUAL

GRIDS 8K6 THRU 8L24

INTENTIONALLY BLANK

PAGE 6
Sep 30/06 91-81-10 8K6

Island Enterprises