MM - PA-44-180 180T (SNs 4496001 and Up)

AIRPLANE MAINTENANCE MANUAL
PA-44-180
SEMINOLE
(S/N’s 4496001 & UP)
PIPER AIRCRAFT, INC.

PART NUMBER 761-892 OCTOBER 5, 2016
Published by
Technical Publications
© 1997, 2006–2010, 2012–2014, 2016 Piper Aircraft, Inc.

2926 Piper Drive
Vero Beach, Florida 32960
U.S.A.
Member
General Aviation
Manufacturers Association
ii
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Revision Status
1. Definitions
A. Revision
The data in the revision column is comprised of two elements:
(1) A Type of Revision Code: ORG = Original, CR = Complete Revision, and PR = Partial Revision.
Note: Partial Revisions (PR) are listed only until the next Complete Revision (CR) is published.
Then they are removed.
(2) The Revision Date in YYMMDD format.
Note: The Revision Date is the date placed on each revised page. It exists to separate one
version of a page from another. Revision Date does not indicate the calendar date when
the revision was actually published and available to the public. However, this is the date
that appears in the Current Revision Checklist in the Customer Service Information
File.
B. Publication Date
Publication Date usage has varied over the years. 1937–1996 is unknown. 1997–2013 it generally
was synchronized with the revision date regardless of when the revision was published. In mid 2013
and later, the Publication Date is the calendar date when the revision was actually published and
available to the public.
Note: This date does not appear in the Current Revision Checklist in the Customer Service
Information File.
2. Revisions
Revisions to this Maintenance Manual (P/N 761-892) originally published April 1, 1997 are as follows:
Revision Publication Date

ORG970401 April 1, 1997
CR060315 March 15, 2006
CR070331 March 31, 2007
CR161005 December 5, 2016
3. Availability
This maintenance manual, related inspection reports and manuals, service publications (SB, SL, etc.)
and other Piper publications are available as described in the Owner Publications Catalog (part of the
Customer Service Information File, see below).
Consult the “Customer Service Information File” (a free download from the Piper Aircraft, Inc. website at
http://www.piper.com/technical-publications-documents/ ) to verify that you have the latest revision.
Consult the latest Customer Service Information Aerofiche for current dates for this manual
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MAINTENANCE MANUAL
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Introduction
LIST OF EFFECTIVE PAGES
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
Intro-List of 1 Oct 5/16

Effective Pages 2 Oct 5/16
Intro-Table of Contents 1 Oct 5/16

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Introduction 1 Oct 5/16

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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Introduction
TABLE OF CONTENTS
SUBJECT PAGE
Revision Status
iii
Definitions iii
Revision iii
Publication Date iii
Revisions iii
Availability iii
Introduction INTR 1
Instructions for Continued Airworthiness 1
General 1
Effectivity 2
Serial Number Explanation 2
Assignment of Subject Material 2
Pagination 3
Identifying Revised Material 3
Indexing 3
List of Effective Pages 3
Warnings, Cautions and Notes 3
Accident/Incident Reporting 3
Supplementary Publications 4
Piper Publications 4
Vendor Publications: 4
Chapter/Section Index Guide 9
Index INDX 1
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INTRO - CONTENTS
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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-44-180 Seminole 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 AIRCRAFT PARTS OR PIPER AIRCRAFT 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-44-180 Parts
Catalog P/N 761-891, and FAR 43 for proper utilization.
Genuine PIPER parts are produced and inspected under rigorous procedures to insure airworthiness and
suitability for use in PIPER airplane applications. Parts purchased from sources other than PIPER, even
though identical in appearance, may not have had the required tests and inspections performed, may be
different in fabrication techniques and materials, and may be dangerous when installed in an airplane.
Additionally, reworked or salvaged parts or those parts obtained from non-PIPER approved sources,
may have service histories which are unknown or cannot be authenticated, may have been subjected to
unacceptable stresses or temperatures or may have other hidden damage not discernible through routine
visual or nondestructive testing. This may render the part, component or structural assembly, even though
originally manufactured by PIPER, unsuitable and unsafe for airplane use.
Piper Aircraft, Inc. expressly disclaims any responsibility for malfunctions, failures, damage or injury caused
by use of non-PIPER approved parts.
NOTE: Piper Aircraft, Inc. expressly reserves the right to supersede, cancel and/or declare obsolete any
part, part numbers, kits or publication that may be referenced in this manual without prior notice.
Also, Piper Aircraft, Inc. may possess manufacturer’s data which defines minimum type design beyond
what may be assumed by an authorized repair entity. When a repair is proposed, it is the responsibility of
the repairer per AC 43.13-1 to determine that the proposed repair is not contrary to manufacturer’s data.
The repairer or aircraft owner or his agent should contact Piper directly to determine that a proposed repair
is not in conflict with minimum type design capability.
If you have any question concerning the care of your airplane, be sure to include the airplane serial number
in any correspondence to Piper.
INTRODUCTION PAGE 1
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MAINTENANCE MANUAL
3. Effectivity
This maintenance manual is effective for PA-44-180 Seminole airplanes serial numbers 4496001 and up.
This encompasses the following model years:
Note: The following is provided as a general reference only.
Model Year Serial Numbers Model Year Serial Numbers
1995 4496001 thru 4496005 2007 4496231 thru 4496246

1996 4496006 thru 4496013 2008 4496247 thru 4496268
1997 4496014 thru 4496023; less 4496020 2009 4496269 thru 4496274
1999 4496024 thru 4496030; and 4496020 2010 4496275 thru 4496290
2000 4496031 thru 4496042 2011 4496291 thru 4496305
2001 4496043 thru 4496108 2012 4496306 thru 4496327
2002 4496109 thru 4496168 2013 4496328 thru 4496351
2003 4496169 thru 4496179 2014 4496352 thru 4496378
2004 4496180 thru 4496190 2015 4496379 thru 4496390
2005 4496191 thru 4496219 2016 4496391 and up
2006 4496220 thru 4496230
4. Serial Number Explanation

Example: 44 96 001
Type Certificate Designation SEQUENCE NUMBER
Model Code
96 = PA-44-180 SEMINOLE
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.
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 paragraph “13. Chapter/Section Index Guide”, for a complete breakdown and list. The material is
arranged in ascending numerical sequence.
INTRODUCTION
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MAINTENANCE MANUAL
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).
7. Identifying Revised Material
A vertical line (i. e., change bar) along the left-hand margin of the page (or text column) is used to identify
revised text or illustrations.
Example.
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.
Change bars in the individual chapter Tables of Contents do not indicate a change to that page, but rather
that the information in the actual paragraph has changed.
NOTE: Change bars are not used in the title pages, list of effective pages, Index, or Wiring Diagram
(Schematics) Cross-Reference.
A revision to a page is defined as a change to the text or illustrations that existed previously. Revisions,
additions and deletions are identified by a vertical line (i. e., change bar) along the left-hand margin of the
page opposite only the text or illustration that was changed. Reformatted, but otherwise unchanged, text is
not identified by a change bar.
8. 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.
9. 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.
10. 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.
11. 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.
INTRODUCTION PAGE 3
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MAINTENANCE MANUAL
12. Supplementary Publications

The following publications/sources provide servicing, overhaul and parts information for the PA-44-180
airplane and its various components. Use them to supplement this manual.
A. Piper Publications
Piper Publications: Piper P/N
(1) Parts Catalog: 761-891
(2) Periodic Inspection Report: 230-1963
(3) Progressive Inspection Manual: 767-014
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) ALTERNATOR:
Vendor: Hartzell Engine Technologies PH: (877) 359-5355
2900 Selma Hwy FAX: (334) 386-5410
Montgomery, Alabama 36108
http://hartzell.aero/
Overhaul Manual: OE-A2 Starter and Alternator Overhaul Manual
or,
2900 Selma Hwy FAX: (334) 386-5410
Montgomery, Alabama 36108
http://http://www.plane-power.com/
(2) AUTOFLIGHT:
Vendor: Honeywell (or) S-TEC
One Technology Center One S-TEC Way
23500 W. 105th St., M/D #45 Mineral Wells, Texas 76067
Olathe, Kansas 66061-1950 PH: (940) 325-9406
http://www.bendixking.com/ www.s-tec.com
(See “Integrated Avionics System (IAS):” on page INTR6 if GFC 700 equipped.)
(3) BATTERY:
Vendor: Concorde Battery Corporation PH: (626) 813-1234
2009 San Bernardino Road
West Corvina, California 91790
http://www.concordebattery.com
RG® Series Emergency
Aircraft Battery CMM: Document No. 5-0167
RG® Series Main
Aircraft Battery CMM: Document No. 5-0171
INTRODUCTION
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
or,
Vendor: Gill/Teledyne PH: (800) 456-0070
840 W. Brockton Ave.
Redland, California 92374
http://www.gillbatteries.com
(4) BRAKES AND WHEELS:
Vendor: Parker Hannifin Corp PH: (800) 272-5464
Aircraft Wheel and Brake Division
1160 Center Road
Avon, Ohio 44011
http://www.parker.com/
(5) EMERGENCY LOCATOR TRANSMITTER:
Vendor: Artex Aircraft Supplies PH: (800) 547-8901
14405 Keil Road NE
Aurora, Oregon 97002
http://www.artex.net/
(6) ENGINE:
Vendor: Lycoming Engines PH: (717) 323-6181
652 Oliver Street FAX: (717) 327-7101
Williamsport, PA 17701
http://www.lycoming.textron.com/
Overhaul Manual: DIRECT DRIVE MODELS - P/N 60294-7
Parts Catalog: O, LO-360 A1H6 ENGINES - P/N PC306-5
Operators Handbook: O, HO, IO, AIO, HIO, TIO-360 SERIES - P/N 60297-12
(7) Flight Data Monitoring System:
Vendor: Appareo Systems PH: (701) 356-2200
1810 NDSU Research Circle North
Fargo, ND 58102
http://www.appareo.com/
(8) Flight Display System:
Vendor Garmin International
see “Integrated Avionics System (IAS):” on page INTR6.
G500 Pilot’s Guide: P/N 190-01102-02
(9) FIRE EXTINGUISHER (PORTABLE):
Vendor: H3R Inc. PH: (800) 249-4289
43 Magnolia Ave #4
San Francisco, California 94123-2911
http://www.h3r.com/index.htm
(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
INTRODUCTION PAGE 5
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MAINTENANCE MANUAL
(11) HEATER:
2900 Selma Highway FAX: (334) 386-5410
Montgomery, AL 36108
http://www.hartzellenginetech.com/
Model B-3040, P/N 90D38-2 Heater:
Maintenance and Aircraft Heater Overhaul
Overhaul Manual: and Maintenance Manual - 24E25-1
Model B-3500, P/N 90D38-2(EL) Heater:
Maintenance and Aircraft Heater Overhaul
Overhaul Manual: and Maintenance Manual - 94E47
Model I-3500, P/N 90D38-2(IS) or 91E88-4(IS) Heater:
Owner’s Manual: 99M90
Overhaul Manual: 99M91
(12) Integrated Flight Display System (IFDS):
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
(13) Integrated Avionics System (IAS):
Vendor: Garmin International PH: (913) 397-8200
1200 East 151ST Street
Olathe, KS 66062
http://www.garmin.com
S/N’s 4496331, 4496339 thru 4496394, and 4496396
G1000 Pilot’s Guide: P/N 190-01461-00
G1000 Line Maintenance
and Configuration Manual: P/N190-00303-04
S/N’s 4496395, 4496397 and up

G1000 Pilot’s Guide: P/N 190-02198-00
G1000 Line Maintenance
Manual: P/N 190-02094-00
INTRODUCTION
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(14) INTERCOM:
Vendor: Flightcom Corporation PH: (800) 432-4342
7340 S.W. Durham Road Fax: (503) 620-2943
Portland, OR 97224
http://www.flightcom.net
Installation/
Operation Manual: Part No. 600-0036-00
(15) LIGHTS - NAVIGATION, STROBE, AND MAP LIGHTS:
Vendor: Whelen Engineering Co. Inc. PH: (860) 526-9504
Route 145, Winthrop Rd. FAX: (860) 526-2009
Chester, Connecticut 06412
http://www.whelen.com/
(16) MAGNETOS:
Vendor: Slick Aircraft Products PH: (904) 772-1909
Champion Aerospace
P.O. Box 686
1230 Old Norris Road
Liberty, SC 29657
http://www.championaerospace.com/
Installation, Operation F1100 MASTER SERVICE MANUAL,
and Maintenance 4300/6300 SERIES MAGNETO MAINTENANCE AND
Instructions: OVERHAUL MANUAL - L-1363
(17) NAVIGATION, COMMUNICATIONS, AND GPS (NAV/COM/GPS):
Vendor: Garmin International
see “Integrated Avionics System (IAS):” on page INTR6.
(18) PROPELLER:
Vendor: Hartzell Propeller Inc. PH: (937) 778-4379
One Propeller Place FAX: (937) 778-4321
Piqua, Ohio 45356
http://www.hartzellprop.com/
Owner’s Manual: No. 115
Overhaul and
Maintenance Manual No. 117
(19) Standby Electronic Flight Display:
Vendor: Aspen Avionics, Inc. PH: (505) 856-5034
5100 Indian School Road NE
Albuquerque, NM 87110
http://www.aspenavionics.com
Tech Note for
Air Data Calibration: Tech Note 2009-09, Document No. 991-00023-001
INTRODUCTION PAGE 7
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MAINTENANCE MANUAL
(20) STARTER:
Vendor: Sky-Tec PH: (800) 476-7896
350 Howard Clemmons Rd. FAX: (817) 573-2252
Granbury, Texas 76048
http://www.skytecair.com
or
Electro Systems, Inc.
(see “Voltage Regulator,” below)
(21) VACUUM PUMP:
Vendor: Aero Accessories, Inc. PH: (800) 822-3200
1240 Springwood Avenue
Gibsonville, NC 27249
http://www.aeroaccessories.com/index.html
(22) VACUUM REGULATOR:
Vendor: Parker Hannifin Corp. PH: (800) 382-8422
Airborne Division
711 Taylor Street
Elyria, Ohio 44035
http://www.parker.com/cleveland/Universe/book.pdf
(23) VOLTAGE REGULATOR:
Vendor: Electro Systems, Inc. PH: (888) 461-6077
Airport Complex
P. O. Box 273
Fort Deposit, Alabama 36032
http://www.kellyaerospace.com/index.htm/
INTRODUCTION
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13. Chapter/Section Index Guide
NOTE: The following GAMA Specification No. 2 standard chapters are not included in this Maintenance
Manual: 35, 36, 38, 49, 54, 60, 72, 75, 81, 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
4 airworthiness limitations
00 Airworthiness Limitations
5 TIME LIMITS/MAINTENANCE CHECKS
00 General
10 Time Limits
20 Scheduled Maintenance
30 Special Inspections
50 Unscheduled Maintenance Checks
6 DIMENSIONS AND AREAS
00 General
7 LIFTING AND SHORING
10 Jacking
8 LEVELING AND WEIGHING
10 Weighing
20 Leveling
9 TOWING AND TAXIING
10 Towing
20 Taxiing
10 PARKING AND MOORING
10 Parking
20 Mooring
11 PLACARDS AND MARKINGS
00 General
20 Exterior Placards and Markings
30 Interior Placards
12 SERVICING
00 General
10 Replenishing
20 Scheduled Servicing
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20 STANDARD PRACTICES - AIRFRAME
00 General
20 Painting
97 Wiring
21 ENVIRONMENTAL SYSTEMS
00 General
20 Distribution
40 Heating
50 Cooling
22 AUTOFLIGHT
10 Autoflight
97 Wiring
23 COMMUNICATIONS
00 General
50 Audio Integrating
60 Static Discharging
24 ELECTRICAL POWER
00 General
30 DC Generation
40 External Power
60 Electrical Load Distribution
25 EQUIPMENT/FURNISHINGS
10 Flight Compartment
60 Emergency
26 FIRE PROTECTION
20 Extinguishing
27 FLIGHT CONTROLS
00 General
10 Aileron
20 Rudder
30 Stabilator
50 Flaps
28 FUEL
00 General
10 Storage
20 Distribution
40 Indicating
INTRODUCTION
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29 HYDRAULIC POWER
00 General
10 Main
30 ICE AND RAIN PROTECTION
30 Pitot and Static
31 Indicating / Recording Systems
20 Independent Instruments
30 Recorders
50 Central Warning Systems
32 LANDING GEAR
00 General
10 Main Gear and Doors
20 Nose Gear and Door
30 Extension and Retraction
40 Wheels and Brakes
60 Position and Warning
33 LIGHTS
00 General
40 Exterior
34 NAVIGATION
00 General
10 Flight Environmental Data
20 Attitude and Direction
25 01 Garmin G1000
S/N’s 4496331, 4496339 thru 4496394, 4496396
25 02 Garmin G1000 S/N’s 4496395, 4496397 and up
50 Dependent Position Determining
97 Wiring
37 VACUUM
00 General
10 Distribution
20 Indicating
39 ELECTRICAL/ELECTRONIC PANELS
10 Instrument and Control Panels

20 Electrical and Electronic Equipment
INTRODUCTION PAGE 11
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51 STRUCTURES
00 General
10 Investigation, Cleanup, and Aerodynamic Smoothness
70 Repairs
80 Electrical Bonding
52 DOORS
00 General
10 Passenger/Crew
20 Emergency Exit
30 Cargo
53 Fuselage
10 Nose
20 Main
55 STABILIZERS
00 General
20 Stabilator and Tab
30 Vertical Stabilizer
40 Rudder and Tab
56 WINDOWS
20 Passenger Compartment
57 WINGS
00 General
10 Main Frame
20 Auxiliary Structure
40 Attach Fittings
50 Flight Surfaces
61 PROPELLERS
10 Propeller Assembly
20 Controlling
70 STANDARD PRACTICES - ENGINE
00 General
71 POWER PLANT
00 General
10 Cowling
20 Mounts
60 Air Intakes
INTRODUCTION
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73 ENGINE FUEL & CONTROL
10 Distribution
30 Indicating
74 IGNITION
10 Electrical Power Supply

20 Distribution
30 Switching
76 Engine Controls
10 Power Control
77 ENGINE INDICATING
00 General
10 Power
20 Temperature
78 exhaust
00 General
79 OIL
00 General
30 Indicating
80 STARTING
10 Cranking
91 CHARTS & WIRING DIAGRAMS
10 Charts
21 thru 80 Wiring Diagrams (Schematics)
97 Wiring
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INTRODUCTION
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Index
Index page number references are coded.

The first four (or six) digits of the page number code are the Chapter and Section (and Unit) and the
remaining digits are the consecutive page number within that Section - e.g., 28-10-00, page 23 would
appear on these pages as “281023”; whereas 34-25-01, page 134 would appear as “342501134”.
A Annunciation (G1000) Airspeed Tape Speed

Crew Alerting System: 31505 Bands: 3420120
Access Plates and Panels: 06008 Aural Alerts: 31504 IAS CONFIG F: 3420121
Accident/Incident Reporting: Annunciator IAS CONFIG G: 3420121
INTR3 Panel: 31502 MISC CONFIG A: 3420123
Aft Equipment Shelf: 392020, Troubleshooting: 31503 MISC CONFIG B: 3420123
392021 Antenna Installations: 23002 MISC CONFIG C: 3420123
Aft Passenger Intercom System Comm 1 and 2 Antennas: MISC CONFIG D: 3420123
Troubleshooting: 23505 23006 NAV SETUP A: 3420121
Aileron Marker Beacon and GPS NAV SETUP B: 3420121
Balancing: 57504 Antennas: 23004 NAV SETUP C: 3420121
Control Column Assembly: Nav Antenna and Coupler: NETWORK PAGE: 3420125
27103 23003 RS232 PORT CONFIG A:
Controls Transponder Antenna: 23005 3420122
Bellcrank: 271011 Aspen Avionics EBD System RS232 PORT CONFIG B:
Rigging and Adjustment: Accept/Reject Results: 3420131 3420122
271012 Aircraft Turning: 3420131 RSM CALIBRATION:
Troubleshooting: 27101 Approved Software: 3420118, 3420124
Flex (Universal) Joint Assembly: 3420119 WX-500: 3420125
27105 Calibration Heading After Installation Menu Warning:
Installation: 57502 Adjustment: 3420133 3420119
Skin Bead Repair: 57506 Calibration Heading Before Main Menu Access: 3420117
Aileron Bellcrank Adjustment: 3420133 Main Menu Configuration:
Installation: 271011 Calibration in Process: 3420131 3420118
Removal: 271011 Diagnostics: 3420126 Menu Navigation: 3420117
Rigging: 271010 Edit Mode: 3420117 Results Accepted: 3420132
Rigging Tool: 271013 Example Installation Menu Results Rejected: 3420132
Aileron Control Cables Access: 3420118 RSM Calibration: 3420129
Aileron Controls: 27108 EXITING / SAVING DATA: Calibration Overview:
Installation: 27109 3420126 3420128
Removal: 27107 Heading Accuracy Test: Calibration Procedure:
Aileron Holding Fixture: 57508 3420134 3420130
Air Conditioning: 21501 Installation Menu - Unit Heading Accuracy Test:
Electrical Schematic: 9121501 Configuration: 3420118 3420134
Air Filter ACU CONFIG A: 3420122 Heading Interference Test:
Servicing: 12201 DIAGNOSTICS: 3420126 3420134
Airworthiness IAS CONFIG A: 3420120 Heading Offset Adjustment:
Directives (AD’s): 05001 IAS CONFIG B - Set Speed 3420133
Limitations: 04001 Bands: 3420120 RSM Calibration Page: 3420130
Alternator IAS CONFIG C - Set Speed RSM Installation: 3420115
Belt Tension: 24309 Markers: 3420120 Troubleshooting - EBD:
Service Test Specifications: IAS CONFIG D - Rotorcraft 3420106
243018 Only: 3420120
Troubleshooting: 24304 IAS CONFIG E - Color of
Ambient Temperature: 27002
INDX1 INDEX PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Attitude and Direction B Temperature Conversion:

Avidyne Entegra 911010
Component Locator: 342011 Baggage Door Lock Assembly: Torque Conversion: 91108
IFDS Instrument Panel 52301 Vendor Contact Information:
(Optional): 34203 Balancing Aileron: 57505 911022
Magnetometer/OAT Sensor Ball Diameters for Testing Hose Weights and Measures
Assembly Restrictions: 20004 Conversion: 911011
Magnetometer/OAT Batteries - Concorde Valve- Cherrylock Rivet Removal: 20003
Installation: 342010 Regulated Sealed Lead-Acid Cleaning: 12002
Troubleshooting Inspections Aircraft Finish Care: 12001
Attitude Deviation Indicator: Capacity Check: 243030 Carpets: 12004
34201 Each 50 Hours or 30 Days: Engine Compartment: 12002
Directional Gyro: 34202 243030 Interior: 12004
Audio Battery: 121010, 243025 Landing Gear: 12003
GMA 340: 23501 Ammeter: 243036 Wheels and Brakes: 12003
Autopilot: 22101 Charge Percent: 243027 Windshield and Windows:
Component Locator Charging: 243027 12003
GFC 700: 221038 Hydrometer Reading: 243027 Conditions Affecting Corrosion
S-TEC: 221015 Hydrometer Reading and Contributing factors to
Garmin GFC 700 Charge Percent: 243027 corrosion: 51101
GSA 8X/GSM 85A: 221041 Overvoltage Relay: 243034 Different (i.e. - dissimilar)
Pitch Servo: 221048 Troubleshooting: 243026, metals: 51101
Roll Servo: 221044 243027 Heat and humidity: 51101
S-TEC System 55/55X: 22101 Brakes: 32407 Control Cable Inspection
Flap Compensator: 221027, Bleeding: 324016 Control Cable Inspection
221049 Draining Reservoir: 12108 Technique: 27006
Pitch Servo: 221022 Filling Reservoir: 12108 External Cable Wear: 27007
Roll Servo: 221017 Installation: 324011 Internal Cable Wear: 27008
Servo Clutch Torque: 221024 Parking Brake: 10101 Pulley Wear Patterns: 270010
Servo Clutch Torque Toe Brake Cylinder: 324014, Control Wheel
Adjustment: 221025 324017 Installation: 27107
Trim Monitor: 392020, Buttocks Lines: 06005 Removal: 27107
392021 C Conversion Tables
Trim Servo: 221019 Decimal: 91109
Trim Servo: 221046 Cable Tension Vs. Ambient Drill Sizes: 911013
Avidyne Entegra Tension: 27002 Metric: 911012
Component Locator: 342010 Cautions: INTR3 Temperature: 911010
Magnetometer/OAT: 342010 Chapter/Section Index Guide: Weights and Measures: 911011
Wiring Harness Installation: INTR9 Corrosion
342014 Charts Removal: 51103
Avionics: 39101 Consumable Materials: 911015 Types: 51102
Cooling: 21206, 212010 Decimal Conversions: 91109 Corrosion Control
Rack-Mounted: 39101 Drill Sizes: 911013 Direct chemical attack: 51101
Wiring Electrical / Electronic Electrochemical attack: 51101
EMI Shielding: 20971 Component Reference Corrosion limits: 57407
Avionics Installation Designation Codes: Cowling: 71101
4496031 and up: 23502 911030 Crew Alerting System: 31505
4496174; and, 4496224 and Electrical Symbols: 911027 Aural Alerts: 31504
up with Avidyne Entegra: Electrical Wire Coding: 911025
23502 Flare Fitting Torque Values:
91101
Hose Specifications: 911014
Metric Conversion: 911012
PAGE 2
Oct 5/16 INDEX INDX2
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
D Gear Horn: 392017, 392018 EBD. See Aspen Avionics

Gear Warning Flasher Assy: EBD
Decals: 11001 392017, 392018, 392020, Electrical Generation:
Definitions 392021 9124301, 9124302,
Approved Inspection: 05201 Lift Detector: 392016 9124303, 9124304,
Bench Test: 05202 Manifold Pressure Sensor: 9124305, 9124306
Checks: 05201 39204 Emergency Locator
Inspections: 05201 Manifold Pressure Switch: Transmitter
Maintenance: 05202 39204 Artex ELT 110: 9125601
On Condition Maintenance: Oil Pressure Switch: 39205, Artex ELT 1000: 9125603
05202 39206, 39207 Artex ME406: 9125602
Tests: 05202 Oil Pressure Transducer: Emergency Power: 91243013
Functional Test: 05202 39205, 39206, 39207 Engine
Operational Test: 05202 Oil Temperature Sensor: 39209 Gauges: 9177201
Time: 05202 Pitot Heat Sensor Assy: Sensors: 9177405,
Aircraft time: 05202 392013, 392014 9177406, 9177407
Time-in-service: 05202 Precautions: 24301 Starter and Ignition
Dimensions Schematics Control: 9180101,
Leading Particulars and AHRS: 9134207, 91342010, 9180102
Principal: 06002 91342011, 91342014 Start - Ignition: 9180103,
DME: 392020, 392021 Air Conditioning: 9121501 9180104, 9180105,
Doors Air Data Computer: 9134104 9180106, 9180107,
Baggage: 52301 Air Data Computer (ADC): 9180108
Emergency Exit: 52201 9134101, 9134102, Switches: 9174101
Passenger / Crew: 52101 9134103 Exceedance Alert: 9131503
Snubber Seal Installation: Ampere Indicators: 9128401 Flap Position: 9127501
52001 Annunciator: 9131501, Flight Data Monitoring
E 9131502 System: 9131301
Aspen Avionics EBD: Fresh Air Blower: 9121201
Electrical 9134208 Fuel and Ampere Indicators:
Alternator: 39203 Autopilot: 9122101 9128401, 9128402,
Alternator System: 24301 Servos: 9122106, 9122109 9128403, 9128404
Battery: 392015 Avidyne Entegra Fuel Pumps: 9128201,
Valve-Regulated Sealed MFD: 9134205 9128202, 9128203
Lead-Acid - Concorde PFD: 9134204 Garmin G500
Model RG24-20: 243030 Avionics Cooling: 9121204 MFD: 9134206
Circuit Breakers: 39103 Battery Bus: 9124309 PFD: 9134206
Component Locator Diagram: Cabin Heat: 9121401 Garmin G1000
39202 Circuit Breaker Panel: KN-63 DME: 91345011
Cylinder Head Temp Sensor: 91246013, 91246014, KR-87 ADF: 91345016
39204 91246015, 91246016, GDC 72 Air Data Computer:
Data Acquisition Unit: 392012 91246017, 91246018 9134104
Dimmer Controls: 392013, CO Detector: 9131206 GDC 74A Air Data Computer:
392014 Control Wheel Detail: 9134101, 9134102,
Exhaust Gas Temp Sensor: 91221010 9134103
39203 Data Acquisition Unit (DAU): GDL 59: 9131302
External Power Receptacle: 9177401, 9177402, GDL 69A: 9123153
24401 9177403, 9177404 GDU 620 PFD/MFD:
Fuel Flow Transducer Assy: Datalink: 9123153 9134206
39209 DAU: 9177401, 9177402, GFC 700 Autopilot:
Fuel Pressure Switch: 39203 9177403, 9177404 91221020, 91221021,
Fuel Pressure Transducer: Dome Lights: 91331010 91221022
39203
INDX3 INDEX PAGE 3

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Electrical (cont.) Navigation: 9133405, Standby Instruments -

Schematics (cont.) 9133406, 9133407, EBD1000: 9134208
GI-106 NAV Indicator: 9133408, 9133409 S-TEC Manual Electric Trim:
9134504, 91345013 Panel and Switch: 9127305, 9127306,
GIA 63W No. 1 and No.2: 9133103, 9133104, 9127307, 9127308
91342012 9133107, 9133108, Stormscope: 9134401,
GMA 340 Audio Panel: 9133109 9134402
9123501, 9123502, Recognition: 9133405, Strobe Lights: 91334010,
9123503, 9123504 9133406, 9133407, 91334011, 91334012
GMA 1347 Audio Panel: 9133408, 9133409 System 55X Autopilot:
9123505, 9123506, Magnetometer / OAT 9122101, 9122102,
9123507 Installation: 9134203 9122104, 9122105,
Ground Blocks: 9124601 Maintenance Data Recorder: 9122106, 9122108,
GRS 77 AHRS: 9134207, 9131302 9122109, 91221011
91342010, 91342011, Manual Electric Trim: Servos: 9122106, 9122109
91342014 9127305 Tachometer: 9177101
GTX 33 Transponder: Master Caution: 9131504 TAS: 9134405, 9134406
91345017 Master Warning / Master Terminal Blocks and
GTX 330 Transponder: Caution: 9131504 Grounds: 9124601,
9134505, 9134506 Multifunction Display (MFD): 9124602, 9124603,
GTX 335R / GTX345R 9134205, 9134209 9124604, 9124605,
Transponder: 91345021 NAV/COM/GPS No. 1: 9124606, 9124607
Hour Meter: 9131201, 9134501, 9134502 Traffic Advisory System
9131202, 9131203, NAV/COM/GPS No. 2: (TAS): 9134405,
9131204 9134503, 9134504 9134406
Hydraulic Pump: 9129101, Nav / GPS: 91345018, Turn and Bank Indicator:
9129102, 9129103 91345019, 91345020 9134202
KN-63 DME: 9134507, Nav Indicator: 9134504 USB Port: 91246019
9134508, 9134509, OAT Installation: 9134203 VHF Communications:
91345010, 91345011, Pitot Heat: 9130301, 9123101, 9123102,
91345012 9130302, 9130303 9123103
KR-87 ADF: 91345014, Pitot Heat and Stall Warning: Vision 1000: 9131301
91345015, 91345016 9130304, 9130305 Voltage Converters: 9124308
Landing Gear Control: Power Distribution and Wiring: 919701
9132301 Control: 9124608, WX - 500 Stormscope:
Landing Gear Position and 9124609, 91246010, 9134401, 9134402
Warning: 9132601, 91246011 XM Coax: 9123153
9132602, 9132603, Power Monitor and Control: XM Receiver: 9123151,
9132604, 9132605, 9124301 9123152
9132606, 9132607 Primary Flight Display (PFD): Stall Horn: 392018
Lights 9134204 Starter: 39204
Anti-Collision: 91334010 Primary Flight Display (PFD) Switches: 39104
Anti-Collision (Strobe): / Multifunction Display Symbols: 911027, 911028
91334011, 91334012 (MFD): 9134209 Tachometer Sensor Assy:
Dome: 91331010 Primary Power: 91243010 39209
Flood: 91331010 Sky - 497 Skywatch: Throttle Switch: 392018
Landing: 9133401, 9134403, 9134404 Voltage Converter: 39209
9133402, 9133403, Skywatch: 9134403, 9134404 Voltage Monitor Assy: 392013,
9133404 Stall Detection and Warning: 392014
Map: 91331010 9127301, 9127302, Voltage Regulator: 392010,
9127303 392011
Standby Attitude Indicator: Wire Coding: 911026
9134201
PAGE 4
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Electrical (cont.) Oil Temperature: 79304 Standard Procedures: 27001

Wiring Tachometer: 77106 Surface Rigging Limits: 27004
EMI Shielding: 20971 Lubrication Flight Data Monitoring System:
Electrical Bonding: 51801 Oil Cooler: 79001 31301
G500 Test Specifications: Oil Filter: 12105 System Installation: 31302
51804 Oil Sump: 12104 Flight Environment Data
Resistance Index: 51802 Standard Practices: 70001 Avidyne Entegra
Electrical Load Analysis (ELA):: Starter Pitot Static System: 34103
24601 Bench Tests: 80106 Garmin G500
Electric Clock: 251011 Control Circuit: 801013 Pitot Static System: 34104
ELT Cranking Tests: 80106 Garmin G1000
Artex ELT 110-4: 25601 Troubleshooting: 80101 Pitot Static System: 34105,
Battery Throttle and Mixture Controls: 34106
Inspection: 25602 76101 OAT Installation - Standard
Replacement: 25603 Adjustment: 76101 - Traditional Gauges:
Inspection: 25602 Engine Cowl Flaps: 71103 341013
Testing: 25604 Engine Driven Vacuum Pump: Optional Avionics Systems
Artex ELT 1000: 256015 37102 Avidyne Entegra: 341014
Inspections: 256018 Inspection: 37102 Garmin G1000: 341014
100 Hour: 256018 Environmental System Pitot Static System: 34102
Annual: 256018 Avionics Cooling: 21205 Troubleshooting
Testing: 256024 Blower: 21201 Airspeed Indicator: 341012
Troubleshooting: 256016 Wire Codes: 21202 Altimeter: 341011
Artex ME406: 25606 Combustion Air Blower Vertical Speed Indicator:
Battery Assembly: 21405 34109
Inspection: 25609, 256018 Fresh Air System: 21402, 21403 Flight Surfaces: 57501
Replacement: 256010 Heating: 21401 Fluid Tubing Support Distances:
Inspection: 25609, 256018 Basic Components: 21404 20008
Testing: 256012 Components: 214021 Forms of Corrosion
Troubleshooting: 25606 Heater Hourmeter: 214038 Dissimilar Metal Corrosion:
Emergency Exit Window: 56103, Overhaul: 214037 51101
56104 Troubleshooting: 21407 Filiform Corrosion: 51101
Emergency Locator Transmitter Overhead Vent: 21201 Fretting Corrosion: 51101
(ELT). See ELT Exploded View of Kelly Aerospace Intergranular Corrosion: 51101
EMI Shielding: 20971 Starter: 80103 Stress Corrosion: 51101
Engine Surface Corrosion: 51101
Exhaust System: 78001 F Fuel Cells
Muffler Leak Test: 78002 Fire Extinguisher: 26201 Bench Test
Fuel Flaps: 27501 Chemical Test: 28104
Carburetor: 73101 Installation: 57502 Soap Suds Test: 28104
Engine Primer Installation: Rigging: 27505 Cleaning
73104 Troubleshooting: 27503 New Cells: 28103
Indicating Flightcom Model 403: 23509 Used Cells: 28103
Cylinder Head Temperature Flight Controls Cleaning and Inspection: 28103
Gauge: 77202 Ailerons - See Rudder Fuel Cell Compartment: 28101
Exhaust Gas Temperature Balancing Handling and Storage: 28103
Gauge: 77201 Ailerons: 57504 In Airplane Test: 28105
Fuel Pressure Gauge: 73301 Rudder: 55404 Inspecting
Magnetic Sensor: 77106 Stabilator: 55203 New Cells: 28104
Manifold Pressure Gauge: Control Column: 27101 Used Cells: 28104
77101 Control Wheel: 27107 Installation: 28101
Filters: 77104 Rudder - See Rudder Molded Nipple Fittings: 28102
Oil Pressure: 79301 Stabilator - See Stabilator
INDX5 INDEX PAGE 5

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Fuel Cells (cont.) GRS 77: 342033, 392020, Card Reader Selection Screen:
Removal: 28101 392021 34250199
Repairing: 28104 Calibration Criteria: 342034 Component Power Sources:
Fuel System: 12101 GRS/GMU Calibration Page 3425015
Cleaning: 28202 AHRS Pitch/Roll Offset Configuration Mode Navigation:
Description: 28001 Calibration: 342067 34250196
Electric Fuel Pump: 28206 GRT 10: 342039 Configuration Module:
Flushing Tanks: 12103 GTP 59: 342032 34250155
Fuel Cells: 28101 Loader Card Creation Configuration Prompts:
Fuel Filter: 12101, 28201 Dealer Login Screen: 342047 34250194
Fuel Pressure Gauge: 28403 Magnetometer Interference Controls and Operation:
Fuel Quantity: 28401 Test: 342072, 342074 3425017
Calibration: 28404 Shield Block Installation to Data Transmission Indicators:
Fuel System Leak Check: Backshell: 342041 34250195
28203 Software Dealer Login Screen: 34250197
Fuel Tanks: 12102 Card Reader Selection Description: 3425011
Draining Moisture: 12102 Screen: 342049 Display
Installation: 28002 Downloading System Normal Mode: 3425016
Troubleshooting: 28001 Software File: 342048 Reversionary Mode #1 PFD
Fuel System Leak Check Finalization Screen: 342050 Fail: 3425016
Cross Flow Check: 28205 Progress Screen: 342050 Reversionary Mode MFD
Drain Flow Test: 28205 Software Extraction Screens: Fail: 3425016
Off Flow Check: 28205 342048 Display Backup Button:
Fuselage Stations: 06005 Software Upload Page: 3425017
342052 Electrical/Avionics Component
G Software Verification Screen: Block Diagram: 3425012
Garmin G500 342049 Evolution Backup Display
Airframe Configuration Page: Stormscope Antenna Test (EBD): 3420113
342058 Bearing Range: 342089 Failed Path Messages
Configuration Module: 342040 System Configuration Page: Config Page (Pfd And Mfd):
Display: 342017: 342017 342055 34250121
Display System Status System Overview: 342018 Config Page (PFD, MFD,
MFD Initial Power Up Page: System Status Page (Left Side - And GIA) - Process:
342093 PFD): 342057 34250120
Required Equipment List System Status Page (MFD - GIA RS-232 / ARINC 429
(REL): 342093 AUX Group): 342021 CONFIG Page (GIA1
Return to Service Check List: TIS (Garmin GTX 330) Interface And GIA2): 34250123
342094 Test GIA RS-485 CONFIG Page
System Status Page (Normal TIS Interface Test: 342083 (GIA1 And GIA2):
Mode): 342093 Traffic System Interface Test 34250129
GDC 74A: 342031 TAS Interface Test: 342083 Finalization Screen: 342501100
GDL 69A: 342038 Troubleshooting GDU 620 Garmin G1000 IAS: 3425018
GDU 620: 342030 Alerts: 342024 GDC 74A Air Data Compuier:
Configuration Mode Systems: 342022 34250143
Navigation: 342043 Garmin G1000 S/N’s 4496331, GDL 69A Data Link Unit:
Configuration Page 4496339 thru 4496394, 34250151, 34250152
Navigation Figure: 4496396 GDU 104X PFD and MFD:
342045 Aviation Database Loading 34250134
System Status Page Procedures: 342501112 GEA 71 Backshell
(Configuration Mode) Backshell Connectors: Thermocouple: 34250141
Figure: 342044 34250158 GEA 71 Engine/Airframe Unit:
GMU 44: 342035 Bus Feed: 3425014 34250140
PAGE 6
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Garmin G1000 S/N’s 4496331, Magnetometer Interference Shield Block Installation to

4496339 thru 4496394, Test Backshell: 34250157
4496396 (cont.) Magnetometer Interference Software/Configuration
GIA 63W Integrated Avionics Test: 342501136 Overview: 342501104
Unit: 34250137 Magnetometer Interference Software Extraction Screens
GMA 1347 Audio Panel: Test Chart: (Typical): 34250198
34250136 342501137 Software Files: 342501101
GMU 44 Magnetometer: Software Verification Software Information: 34250197
34250148, 34250149 System Status Page Software Selection Screen
GRS 77 Attitude and Heading (Configuration Mode): (Typical): 34250198
Reference System: 342501143 Software Verification Screen
34250146 Message Advisories (Typical): 34250199
GRS/GDC Configuration GDC 74A: 34250188 System Communication
Settings Storage: GDL 69A: 34250184 Hierarchy: 34250191
342501103 GDU 104X: 34250165 System Configuration
GRT 10: 34250153 GEA: 34250181 Configuration Mode
GTP 59 OAT Probe: 34250145 GIA 63W: 34250175, Overview: 34250192
GTS 800 TAS: 34250154 34250176 Optional Equipment
GTX: 345018 GMA: 34250172 Configuration:
GTX 33 S Transponder: GRS / GMU: 34250186 342501106
34250142 GTS 800: 34250189 Procedure: 342501104
Inspections: 34250132 GTX 33: 34250182 System Fail (Typical): 34250110
Instrument Panel: 3425011 Software Configuration: System Operation
LRU Configuration File Storage: 34250190 Normal Operation: 3425017
342501102 MFD failure: 3425017 MFD: 3425017
LRU Test Procedures Optional Equipment Checks: PFD: 3425017
GDC 74A Tests 342501115 Reversionary Mode: 3425017
Part 43 Appendix E GTS 825 TAS: 342501115 System Status Page (AUX
Testing: 342501128 PFD1 failure: 3425017 Group) (Typical): 3425019
GEA 71 Test Power Distribution: 3425013 Troubleshooting: 3425018
Normal Engine Progress Screen: 342501100 Data Path Failures: 34250119
Instruments: Recommended Tools: Engine / Airframe Sensor
342501127 34250131 Failures: 34250116
GIA 63W Test Required Equipment List (REL) GDL 69A: 34250183
GPS Signal Acquisition: Ver. 1648.01: 342501149 GDU 104X: 34250163
342501124 Return to Service GIA 63W: 34250173
VHF COM Interference GDC 74A: 34250143 GMA: 34250171
Test: 342501126 GDL 69A: 34250150 GRS 77 (AHRS) / GMU 44:
VOR/LOC/GS Test: GDU 104X PFD and MFD: 34250185
342501127 34250134 LRU: 34250111
VSWR Check of COM GEA 71: 34250139 TAWS (optional): 34250118
Antennas: 342501125 GIA 63W: 34250137 Garmin G1000 S/N’s 4496395,
GRS/GMU Calibration GMA 1347: 34250136 4496397 and Up
Procedures GMU 44: 34250148 AFCS
GRS 77 AHRS/GMU GRS 77: 34250146 Autopilot Clutch Torque and
44 Magnetometer GTX 33: 34250142 Cable Tension Test:
Calibrations: Return to Service Check List: 221011
342501130 342501148 Autopilot Engagement Test:
GRS/GMU Test Set > Active - Loss of 221010
Normal Mode AHRS Communications: Autopilot Power-Up Test:
Check: 342501138 34250194 22109
SET>ACTV Configuration: Electric Trim and CWS:
34250193 221011
INDX7 INDEX PAGE 7

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Garmin G1000 S/N’s 4496395, GDL 59 Data Link Unit: Software Configuration:
4496397 and Up (cont.) 34250249 34250294
AFCS (cont.) GDL 69eA Data Link Unit: MFD failure: 3425027
FD/AP Operational Test: 34250250, 34250251 PFD1 failure: 3425027
221010 GDU 105X PFD and MFD: Progress Screen: 342502104
Flaps Compensation Check: 34250234 Quadrantal Error Adjustment:
221013 GEA 71 Backshell 342502144
Nav Receiver Interface Test: Thermocouple: 34250239 Required Equipment List (REL)
221012 GEA 71 Engine/Airframe Unit: Ver. 1983.0: 342502158
Backshell Connectors: 34250238 Return to Service
34250259 GEA 71 Test GDC 72: 34250242
Bus Feed: 3425024 Normal Engine Instruments: GDL-59: 34250248
Card Reader Selection Screen: 342502131 GDL 69eA: 34250250
342502103 GIA 63W Integrated Avionics GDU 105X PFD and MFD:
Component Power Sources: Unit: 34250236 34250234
3425025 GMA 1347 Audio Panel: GEA 71: 34250238
Configuration Mode Navigation: 34250235 GIA 63W: 34250236
342502100 GMU 44 Magnetometer: GMA 1347: 34250235
Configuration Module: 34250246, 34250247 GMU 44: 34250246
34250256 GPS STATUS Page (MFD): GRS 79: 34250244
Configuration Prompts: 342502128 GTX 3X5R: 34250240
34250298 GRS 79 AHRS/GMU Return to Service Check List:
Data Transmission Indicators: 44 Magnetometer 342502157
34250299 Calibrations: 342502134 Set > Active - Loss of
Dealer Login Screen: GRS 79 Attitude and Heading Communications:
342502101 Reference System: 34250298
Display 34250244 SET>ACTV Configuration:
Normal Mode: 3425026 GRS/GDC Configuration 34250297
Reversionary Mode #1 PFD Settings Storage: Shield Block Installation to
Fail: 3425026 342502107 Backshell: 34250258
Reversionary Mode MFD GRT 10: 34250253 Software/Configuration
Fail: 3425026 GTP 59 OAT Probe: 34250243 Overview: 342502108
Display Backup Button: GTS 800 TAS: 34250255 Software Extraction Screens
3425027 GTX: 345018 (Typical): 342502102
Electrical/Avionics Component GTX Transponder: 34250240 Software Selection Screen
Block Diagram: 3425022 Instrument Panel: 3425021 (Typical): 342502102
Failed Path Messages LRU Configuration File Storage: Software Verification Screen
CONFIG Page (PFD and 342502106 (Typical): 342502103
MFD): 34250221 Magnetometer Interference System Communication
CONFIG Page (PFD, MFD, Test: 342502140, Hierarchy: 34250295
AND GIA) - Process: 342502141 System Fail (Typical): 34250210
34250220 Marker Beacon Symbology: System Operation
GIA RS-232 / ARINC 429 342502127 Normal Operation: 3425027
CONFIG Page (GIA1 Message Advisories MFD: 3425027
and GIA2): 34250223 GDC 72: 34250292 PFD: 3425027
GIA RS-485 CONFIG Page GDL 59: 34250287 Reversionary Mode: 3425027
(GIA1 and GIA2): GDU: 34250267 System Status Page (AUX
34250229 GEA: 34250283 Group) (Typical): 3425029
Finalization Screen: 342502104 GIA 63W: 34250277 System Status Page
FS 510 (Optional): 34250254 GMA: 34250274 (Configuration Mode):
GDC 72 Air Data Computer: GRS / GMU: 34250290 342502150
34250241 GTS 800: 34250293
GTX 335R: 34250284
PAGE 8
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Garmin G1000 S/N’s 4496395, Heating: 21401 Inspection

4496397 and Up (cont.) Circuits Access Provisions: 06006
Troubleshooting Primary Power: 214018 Definitions: 05201
Data Path Failures: 34250219 Starting Power: 214019 Procedures
Engine / Airframe Sensor Wiring Diagram: 214017 100-Hour Nose Cone Spar
Failures: 34250216 Combustion Heater Test Assembly: 53101
FS 510: 34250292 Fixture: 214014 Aft Wing Attach Fittings 100
GDL 59: 34250287 Duct Switch: 214010 Hour: 53201
GDL 69eA: 34250285 Exploded View of Heater Air Filter: 12201
GDU: 34250265 Assembly: 214023 Alternate Air Door: 12201
GIA 63W: 34250275 Heater Fuel Pump(s): 214033 Annual / 100 Hour: 05204
GMA: 34250273 Intake Valve and Switches: Cable Fittings: 27009
GRS 79 (AHRS) / GMU 44: 214010 Corrosion: 51103
34250289 Spark Plug Gap Adjustment: Electrical Bonding
LRU: 34250211 214025 100 Hour Inspection:
TAWS (optional): 34250218 Hose, Tube, and Line Markings: 51801
VSWR Test Chart: 342502129 20005 Garmin G500: 51804
Garmin GFC 700 Automatic Flight Hydraulic Pump: 29103 Garmin G1000: 51805
Control System (AFCS) Hydraulic Pump and Bracket/ On Condition Inspection:
Description: 221029 Pump Mount 51801
Ground Checks: 221029 Assembly: 29102 Engine Mount: 71201
Troubleshooting: 221029 Disassembly: 29102 Engine Mount Corrosion:
Garmin Servos: 221036 Hydraulic System: 29001 71202
GSA 81/GSM 85A: 221036 Hydraulic Lines Installation: Exhaust System: 78001
GSA 81 Servo Actuator: 221036 29106 Hail: 517014
GSM 85A Servo Mount: 221036 Hydraulic Pump: 29101 Heater: 214011
Inspection: 221037 Testing: 29105 Ignition Harness: 74201
GMA 340 Audio Panel Hydraulic System, Leading Magneto: 74103, 74104
Adjustments Particulars: 29003 Vacuum Pump: 37102
4496031 and up: 23504 Wing Aft Spar-to-Fuselage
GNS-430(W): 34501 I Attachment Hardware
Final Check Configuration: Ignition System 100 Hour Inspection:
34501 Description: 74101 57406, 57407
Ground Checks: 22108 Harness: 74201 Wing Rib Inspection W.S.
GRT 10: 392020, 392021 Magneto and Starter Switches: 49.25: 57101
GTX 330 74301 Requirements: 05203
ARINC 429 Magnetos: 74103 AFCS Servos: 221030
Configuration Page: 345015 100 Hour Inspection: 74103 Annual/100 Hours: 05203
Configuration Page - With 500 Hour Inspection: 74104 EBD System: 3420105
Garmin G500 System: Exploded View: 741010 Special: 05301
345016 Troubleshooting: 74102 Unscheduled: 05501
Hexadecimal Conversion: Spark Plugs: 74206 Instruments
345017 Coupling Torque: 74208 Face-Mounted: 39101
Operation Configuration: Inspection And Cleaning: Intercom
345016 74207 Aft Passenger: 23505
RS-232 Input And Output: Induction Air Filter Introduction: INTR1
345016 Inspection: 12201
GTX-330: 345013 J
Installation: 12201
H Removing: 12201 Jacking: 07001
Induction System: 71601 Jumper Installation for 12 Volt
Hail Damage: 517014 Carburetor Air Box: 71601 Applications: 801010
Classification: 517014 Carburetor Heat Box: 71602
Heated Pitot Installation: 30301
INDX9 INDEX PAGE 9

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MAINTENANCE MANUAL
K Lubricants Parking: 10101

Thread: 200010 Parking Brake: 10101
Kelly Aerospace Starter Service Lubrication Charts Piper
Test Specifications: 80107 Cabin / Baggage Doors and Publications: INTR4
L Seats: 122020 Pitch Servo: 221047
Control System: 122014 Pitot Static System: 34102
Landing Gear: 32001 Landing Gear, Main: 122010 Placards
Door Landing Gear, Nose: 122012 Decals: 11001
Main Gear: 321015 Power Plant and Propeller: Exterior: 11201
Nose Gear: 322018 122018 Instrument Panel: 11302,
Extension and Retraction: Special Instructions: 12209 11304, 11306
32301 Interior: 11301
Functional Test: 32306, M Power Plant: 71006
323011 Magnetic Heading Systems Installation: 71009
Main Gear: 323019 Avidyne Entegra: 3420102 Shock Mounts: 71201
Nose Gear: 323021 Garmin G1000 S/N’s 4496331, Propeller: 61101
Troubleshooting: 32301 4496339 thru 4496394, Blade Track: 61106
Main: 32101 4496396 Governor: 61201
Oleo: 32101 Calibration: 342501133 Rigging and Adjustment:
Service Tolerances: 32106 Garmin G1000 S/N’s 4496395, 61202
Toe-In/Toe-Out Correction: 4496397 and Up Installation: 61105
321012 Calibration: 342502137 Torque Limits: 61105
Nose: 32201 S-TEC ST-180 Slaved Propellers: 12201
500-Hour Drag Link Compass Publications
Inspection: 32205 Deviation Chart: 342099 Piper: INTR4
Downlock and Eccentric Markings - See Placards Vendor: INTR4
Bushing: 322015 Model Pulley Wear Patterns: 270010
Landing Gear Assembly: Code: INTR2 Push-to-Transmit (PTT): 235012
32205 Years: INTR2 Interphone Cover Plate
Oleo: 32201 Mooring: 10201 Assembly: 235012
Service Tolerances: 32207 Motor Assembly and Pump- Mic and Phone Jacks: 235014
Position and Warning: 32601 Adapter Push-to-Transmit (PTT) Switch:
Servicing Oleo Struts: 12105 Assembly: 29102 235012
Filling: 12106 Disassembly: 29102
Inflating: 12108 R
Muffler - See Exhaust System
Troubleshooting: 32001 Repairs
Leading Particulars, Hydraulic N Fiberglass: 51701
System: 29003 Hail Damage: 517014
Leveling Airplane: 08201 No Load Current Test: 80107
Notes: INTR3 Metal / Wire Stitching: 517012
Lift Detectors Safety Walk: 517011
Adjustment: 273019 Skin Materials and Thickness:
Installation: 273018 P
51002
Removal: 273018 Painting: 20201 Thermoplastic: 51703
Lifting: 07001 Color Matching: 20202 List of Materials: 51705
Lights Common Paint Troubles: 20203 Reservoir and Pump-Adapter
Exterior: 33401 Compatibility: 20203 Assembly: 29105
Landing: 33401 Safety: 20201 Disassembly: 29105
Navigation (Position): 33408 Polyurethane: 20201 Revisions
Recognition: 33404 Sequence: 20202 Identifying Revised Material:
Interior: 33101 Storage: 20204 INTR3
Dimmer Control: 33101 Trim and Registration Numbers: Rigging of the aileron controls:
Instrument Panel: 33101 20202 271012
Locking Airplane: 10101
PAGE 10
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Rod End Bearing Installation: Stabilator Trim Controls Tires: 12109

20002 Aft Stabilator Trim Controls: Tire Balance: 12202
Roll Servo: 221042 273015 Torque
Rudder Forward Assembly: 273011 Conversion: 91108
Balancing: 55401 Rigging and Adjustment: Requirements: 91101
Controls 273017 Flare Fitting: 91101
Rudder Trim S-TEC Manual Electric Trim: Wrench Formula:: 20002
Installation: 27209 273013 Towing: 09101
Troubleshooting: 27201 Troubleshooting: 27302 Transponder
Pedal Assembly: 272012 Stabilator Control Cables Configuration Menu
Rudder Control Cables Installation: 27304 Voice And Volume: 345014
Installation: 27204 Removal: 27301 Display Mode And Key Lighting:
Removal: 27202 Rigging and Adjustment: 27307 345015
Rigging and Adjustment: 27204 Stabilator Control Cable S/N’s 4496001 thru 4496042:
Rudder Pedal Assembly Tension: 27307 345013
Installation: 272016 Stabilator Travel: 27307 S/N’s 4496043 thru 4496179:
Removal: 272014 Stabilator Trim Controls 345013
Rudder Tab Free Play Aft Stabilator Trim Controls S/N’s 4496180 thru 4496338,
Method I:: 272012 Installation: 273015 less 4496331; 4496339
Method II: 272012 Removal: 273015 and up with G500: 345013
Rudder Trim Control Rigging and Adjustment: S/N’s 4496331, 4496339 thru
Aft Rudder Trim Control 273017 4496394: 345018
Installation: 272010 Forward Assembly S/N’s 4496395, 4496397 and
Removal: 272010 Installation: 273012 up: 345018
Forward Rudder Trim Control Removal: 273011 Trim Servo: 221045
Installation: 27209 S-TEC Manual Electric Trim: Troubleshooting
Removal: 27207 273013 Aileron Controls: 27102
Rigging and Adjustment: Stall Torque Test: 80107 Alternator: 24304
272011 Standard Equipped Airplanes Annunciator: 31503
Flux Detector Installation: Battery: 243027
S 342096 Cylinder Heat Temperature
Schematic Diagram of Hydraulic Standby Attitude Indicator Gauge: 77203
System: 29002 Battery (with G500): 392020 Exhaust Gas Temperature
Seats Standby Instruments Gauge: 77201
Lumbar Support: 25102 Aspen Avionics EBD: 3420105 Extension & Retraction: 32301
Restraint System: 25104 Station Reference Lines: 06005 Fuel Pressure Gauge: 73302
Seat Back Lock: 25101 Steering Bungee: 12204 Fuel System: 28003
Serial Number Stormscope: 392020, 392021 Heater: 21407
Effectivity: INTR2 Structural Life Limits: 04001 Kelly Aerospace Starter: 80104
Explanation: INTR2 Landing Gear: 32002
T Magnetos: 74102
Service Points: 12101
Service Publications List: 052015 Taxiing: 09201 Manifold Pressure Gauge:
Shear Pin Replacement: 801012 Testing 77101
Shoring: 07001 ELT’s ME406 ELT: 25607
Side Window Installation: 56201 Artex 1000: 256024 Oil Pressure Indicator: 79302
Skywatch: 392020, 392021 Artex ME406: 256012 Oil Temperature Indicator:
SPC5092: 20976 ELT 110-4: 25604 79304
Stabilator: 55201 Tests Powerplant: 71002
Balancing: 55203 Flight Data Monitoring System: Rudder Controls: 27201
Control Cables: 27301 31304 Sky-Tec Starter: 80109
Skin Bead Repair: 55205 Vision 1000: 31304 Stabilator Controls: 27302
Three View: 06001 Tachometer: 77106
Vacuum System: 37003
INDX11 INDEX PAGE 11

Oct 5/16
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MAINTENANCE MANUAL
Tube Fittings, Flareless: 20007 W

Turn Coordinator
Troubleshooting: 3420103 Warnings: INTR3
Water Lines: 06005
U Weighing Airplane: 08101
Wheels
USB Charging Ports: 24601 Main: 32401
Assembly: 32401
V Main Wheel Assembly: 323016
Vacuum Pump Vane Wear Nose: 32404
Inspection: 37102 Assemblies: 32405
Vacuum System Windows: 56201
Gauge: 37201 Windshield: 56101
Gyro Filters: 37101 Installation: 56102
Installation: 37002 Wing: 57401
Regulator Valve: 37104 Installation: 57402, 57408
Troubleshooting: 37003 Tip: 57201
Vendor Wing Flap
Contact Information: 911022 Controls
Publications: INTR4 Flap Neutral Position: 27506
Vertical Fin: 55301 Method I: 27506
Vinyl Film Decals: 11001 Method II: 27506
Vision 1000: 31301 Removal: 27501
System Installation: 31302 Troubleshooting: 27503
Wing Flap Controls
Installation: 575010
Wing Rib Assembly Marking:
57103
Wing Stations: 06005
Wiring
EMI Shielding: 20971
PRT-S Wrap Around Heat
Shrink Tubing: 20971
Wrapped Drain Wire: 20971
PAGE 12
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
INDX13 INDEX PAGE 13

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MAINTENANCE MANUAL
PAGE 14
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
4
AIRWORTHINESS
LIMITATIONS
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
4-ii
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CHAPTER 4
CHAPTER CHAPTER
4-List of 1 Oct 5/16

4-Table of Contents 1 Oct 5/16

2 Oct 5/16
4-00-00 1 Oct 5/16

2 Oct 5/16
4-iii 4 - LIST OF EFFECTIVE PAGES PAGE 1

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MAINTENANCE MANUAL
PAGE 2
Oct 5/16 4 - LIST OF EFFECTIVE PAGES 4-iv
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chapter 4 - Airworthiness Limitations
TABLE OF CONTENTS
SUBJECT SECTION
PAGE
Airworthiness Limitations 4-00-00 1

Approved Mandatory Replacement Times for Type Certification 1
Approved Mandatory Structural Inspection Intervals 1
Inspection Procedures for those Approved Mandatory Structural Inspection Items 1
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MAINTENANCE MANUAL
PAGE 2
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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. Approved Mandatory Replacement Times for Type Certification
(PIR-TCDS A19SO, Rev. 12.)
The following limitations related to fatigue life of the airplane and its components have been established
for the PA-44-180 Seminole airplane:
A. See Chart 1 for Structural Life Limits.
B. The safe life limit of the propeller blades is unlimited.
2. Approved Mandatory Structural Inspection Intervals
None.
3. Inspection Procedures for those Approved Mandatory Structural Inspection Items
None.
Chart 1
STRUCTURAL LIFE LIMITS
Component Life Limit

(Flight Hours)
Wing, Wing Carry-Through, and their Attaching Structure 14,663
• Wing - Nacelle Assembly, Left, P/N 86380-026 or 86380-028
• Wing - Nacelle Assembly, Right, P/N 86380-027 or 86380-029
• Spar Box Assembly, P/N 86286-002
• and associated hardware (See 57-40-00, Figure 1.)
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PAGE 2
Oct 5/16 4-00-00 04002
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CHAPTER
5
TIME LIMITS /
MAINTENANCE
CHECKS
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
5-ii
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MAINTENANCE MANUAL
CHAPTER 5
CHAPTER CHAPTER
5-List of 1 Oct 5/16 5-30-00 1 Oct 5/16

Effective Pages 2 Oct 5/16 2 Oct 5/16
3 Oct 5/16
5-Table of Contents 1 Oct 5/16 4 Oct 5/16
2 Oct 5/16 5 Oct 5/16
6 Oct 5/16
5-00-00 1 Oct 5/16 7 Oct 5/16
2 Oct 5/16 8 Oct 5/16
9 Oct 5/16
5-10-00 1 Oct 5/16 10 Oct 5/16
2 Oct 5/16
5-50-00 1 Oct 5/16
5-20-00 1 Oct 5/16 2 Oct 5/16
2 Oct 5/16 3 Oct 5/16
3 Oct 5/16 4 Oct 5/16
4 Oct 5/16 5 Oct 5/16
5 Oct 5/16 6 Oct 5/16
6 Oct 5/16 7 Oct 5/16
7 Oct 5/16 8 Oct 5/16
8 Oct 5/16 9 Oct 5/16
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11 Oct 5/16
12 Oct 5/16
13 Oct 5/16
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PAGE 2
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MAINTENANCE MANUAL
Chapter 5 - Time Limits / Maintenance Checks
TABLE OF CONTENTS
SUBJECT SECTION
PAGE
General 5-00-00 1
Time Limits 5-10-00 1
General 1
Life Limited Parts Marking and Disposition 1
Scheduled Maintenance 5-20-00 1

Description 1
Definitions 1
Inspection Requirements 3
Annual / 100 Hour Inspection 3
Progressive Inspection. 3
Overlimits Inspection. 3
Annual / 100 Hour Inspection Procedure 4
Scheduled Maintenance 7
Service Publications List 15
Special Inspections 5-30-00 1

Per Flight Hours 1
Per Heater Operation Hours 3
Per Calendar Year 4
Per Specific Operation / Operating Environment 7
Unscheduled Maintenance Checks 5-50-00 1

Lightning Strike 1
Engine Overspeed, Overtemp, Loss of Oil, or Sudden Stoppage 2
Severe Turbulence, Hard or Overweight Landing 2
Flaps Extended Above Maximum Flap Extension Speed (Vfe) 3
Flood Damage, Immersion in Water 4
Hail Damage 8

Oct 5/16
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MAINTENANCE MANUAL
PAGE 2
PA-44-180, SEMINOLE
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General
Piper Aircraft, Inc. (Piper) takes a continuing interest in having the owner get the most efficient use from
his airplane, and keeping the airplane in the best mechanical condition. To that end, Piper publishes
a recurring maintenance schedule which is supplemented with Service Bulletins, Service Letters and
Service Spares Letters as required.
A. The recurring maintenance schedule for the PA-44-180 Seminole is provided in 5-20-00.
B. Piper Service Bulletins are of special importance and Piper considers compliance mandatory.
C. Service Letters deal with product improvements and service hints pertaining to the affected aircraft.
Owners should give careful attention to service letter information so they can ensure their airplane is
properly serviced and kept up to date with the latest changes.
D. Service Spares Letters offer improved parts, kits and optional equipment which were not originally
available. These may be of interest to the owner.
E. Service Bulletins, Service Letters and Service Spares Letters are emailed to Piper Dealers/Service
Centers. Owners are encouraged to download these service publications; See the availability statement
in Revision Status.
NOTE: Piper mails flight manual (AFM / POH) revisions to the registered owner’s name and address
as shown on the Aircraft Registration Certificate. If the aircraft is based and/or operated at a
different location (or locations) and/or by a person (or persons) other than those recorded on
the aircraft registration, then the registered owner(s) is responsible for forwarding these to the
operating location(s) or person(s).
Changes in aircraft registration may take a substantial amount of time to be recorded by
the Federal Aviation Administration and received by Piper to change the mailing address.
Owners and operators should make arrangements to keep abreast of flight manual revisions
during this interim period through their Piper Dealer/Service Center.
The Federal Aviation Administration (FAA) publishes Airworthiness Directives (AD’s) that apply to
specific aircraft. They are mandatory changes and are to be complied within a time limit set by the
FAA. When an AD is issued, it is sent to the latest registered owner of the affected aircraft and also
to subscribers of their service. The owner is solely responsible for being aware of and complying with
airworthiness directives.
NOTE: A searchable database of AD’s is available on the FAA website. See the “Airworthiness
Directives” link at “http://www.faa.gov”.
Owners should periodically check with a Piper Dealer/Service Center to find out the latest information
to keep their aircraft up to date.
Service Bulletins, Service Letters, and Service Spares Letters are also available by subscription.
See the availability statement in Revision Status.
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PAGE 2
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Time Limits
1. General
A. Refer to 4-00-00 for the FAA-approved airworthiness limitations section. It sets forth each mandatory
replacement time, structural inspection interval, and related structural inspection procedures required
for type certification.
B. Refer to 5-20-00 for Piper’s recommended Inspection Programs. They include the frequency and
extent of the inspections required for the continued airworthiness of these airplanes.
C. Inspections required by Flight Hour or Calendar Year, if due, are included as part of the Annual / 100
Hour Inspection and/or the Progressive Inspection Event cycles, and are listed individually in 5-30-00.
2. Life Limited Parts Marking and Disposition
14 CFR Part 43.10, Disposition of Life-Limited Aircraft Parts requires that proper procedures are followed
when removing life limited parts with time and/or cycles remaining on them as well as the disposition of
life limited parts with no time and/or cycles left. Life limited parts defined by Type Certificate (TC) are listed
in 4-00-00. Other parts which are replaced or rebuilt after having accumulated cycles, hours, or other
replacement limit are specified in 5-20-00 or 5-30-00.
A. Parts that are removed prior to accumulating their life limit, are to be marked with indelible ink or
marker with the part number, serial number and accumulated life status as defined in 14 CFR Part
43.10 in a manner that does not affect part structural integrity, i.e. - no surface deformation such as
vibration/etching allowed.
B. Parts that have accumulated the life limit shall be disposed of in accordance with the applicable FARs.
Piper recommends life limited parts with no time and/or cycles remaining be completely destroyed.
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PAGE 2
Oct 5/16 5-10-00 05102
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MAINTENANCE MANUAL
Scheduled Maintenance
warning: ground the appropriate magneto primary circuit (p lead), before

performing any maintenance operation on either 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 schedule for the PA-44-180 Seminole is provided herein as an Annual / 100
Hour Inspection. A Progressive Inspection Program is available in a separate manual form. See the
availability statement in Revision Status.
Piper inspection programs comply with the 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 persons authorized by the FAA or appropriate National
Aviation Authority who are qualified on these aircraft, using acceptable methods, techniques and
practices to determine physical condition and detect defects.
(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
components and systems at scheduled intervals 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.”
PAGE 2
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MAINTENANCE MANUAL
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.
Inspections must be accomplished by persons authorized by the FAA or appropriate National Aviation
Authority. Checks may be performed by a pilot or owner who is checked out on the airplane.
A. Annual / 100 Hour Inspection
See paragraph “4. Annual / 100 Hour Inspection Procedure”.
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.
B. Progressive Inspection.
The Progressive Inspection program is designed to permit the best utilization of the aircraft through
the use of a planned inspection schedule. This schedule:
P/N 767-014 for the PA-44-180, Seminole, S/N’s 4496001 and up
is prepared in a manual form. See the availability statement in Revision Status.
Refer to Piper’s Customer Service Information File P/N 1761-755 (See the availability statement in
Revision Status) for a checklist to ensure obtaining latest issue.
Note: The 50 Hour Progressive Inspection Manual (P/N 767-014) referenced above is not a
stand-alone document. It constitutes a snapshot of the Airworthiness Limitations and
Inspection sections of the Instructions for Continued Airworthiness (ICA) and is current
only at the time of printing. Use it as follows:
(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
See paragraph 5.
(1) The required periodic inspection procedure is listed in paragraph 5. This inspection procedure
is 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 listed as a special inspection in 5-30-00.
(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, an Inspection Report form:
P/N 230-1963 for the PA-44-180, Seminole, 4496001 and up
is available. See the availability statement in Revision Status.
NOTE: Service centers conducting Part 91 Annual / 100 Hour Inspections can use the
Inspection Report Form (P/N 230-1963), as a working check-off list, provided they
verify its 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.
PAGE 4
Oct 5/16 5-20-00 05204
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
5. Scheduled Maintenance
Refer to Notes 1, 2, 3, and 4 before performing inspections.
Inspection
NATURE OF INSPECTION Interval (Hrs)
L R 50 100
A. PROPELLER GROUP
WARNING: USE EXTREME CAUTION WHEN ROTATING PROPELLERS

BY HAND; PROPELLER MAY KICK BACK. PRIOR TO
ROTATING PROPELLER, ENSURE BOTH MAGNETO
SWITCHES ARE OFF.
1. Inspect spinner and back plate for cracks . . . . . . . . . . . . . . . . . . . . O O O O
2. Inspect blades for nicks and cracks . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
3. Inspect for grease and oil leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
4. Lubricate propeller per Lubrication Chart, 12-20-00 . . . . . . . . . . . . O O O
5. Inspect spinner mounting brackets for cracks. (See Note 11.) . . . . . O O O
6. Inspect propeller mounting bolts for condition and security.
If safety is broken, re-torque and safety . . . . . . . . . . . . . . . . . . . . . . O O O
7. Inspect hub parts for cracks and corrosion . . . . . . . . . . . . . . . . . . . O O O
8. Rotate blades of constant speed propeller and check for
tightness in hub pilot tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
9. Inspect complete propeller and spinner assembly, and propeller
governor, and if installed, unfeathering accumulator, for security,
chafing, cracks, deterioration, wear and correct installation. . . . . . . O O O
10. Check propeller air pressure per air charge in 61-10-00 . . . . . . . . . O O O O
B. ENGINE GROUP
WARNING: GROUND MAGNETO PRIMARY CIRCUIT BEFORE
WORKING ON ENGINE.
Note: Read Note 5 prior to completing this inspection group.
1. Remove engine cowlings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
2. Clean and check cowlings for cracks, distortion, and loose
or missing fasteners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
3. Drain oil sump. Drain while engine is warm.
(See Note 6 and 12-10-00.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
4. Clean suction oil strainer at oil change.
(Check strainer for foreign particles.) . . . . . . . . . . . . . . . . . . . . . . . . O O O O
5. Change full flow (cartridge type) oil filter element.
(Check element for foreign particles.) (See Note 20.) . . . . . . . . . . . O O O O
6. Inspect oil temperature sender unit for leaks and security . . . . . . . . O O O
7. Inspect oil lines and fittings for leaks, security, chafing, dents
and cracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
8. Clean and check oil cooler fins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
9. Fill engine with oil per information on cowling or the Lubrication
Chart, 12-20-00. (See Note 6 and 12-10-00.) . . . . . . . . . . . . . . . . . O O O O
05205 5-20-00 PAGE 5

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
5. Scheduled Maintenance (continued)

Inspection
L R 50 100
B. ENGINE GROUP (cont.)
CAUTION: DO NOT CONTAMINATE VACUUM PUMP, if installed,
WITH CLEANING FLUID.
10. Clean engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
11. Inspect condition of spark plugs. (Clean and adjust gap as required;
adjust per latest Lycoming Service Instruction No. 1042.) . . . . . . . . O O O
Note: If fouling of spark plugs has been apparent, rotate bottom plugs to
upper plugs.
12. Inspect spark plug cable leads and ceramics for corrosion
and deposits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
13. Check cylinder compression. (See latest revision of AC 43.13-1.) . . O O O
14. Inspect cylinders for cracked or broken fins. (See Note 9.) . . . . . . . O O O O
15. Inspect rocker box covers for evidence of oil leaks. If found,
replace gasket; torque cover screws 50 inch-pounds . . . . . . . . . . . . O O O O
16. Inspect ignition harness and insulators for high tension
leakage and continuity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
17. Inspect magneto for oil seal leakage . . . . . . . . . . . . . . . . . . . . . . . . O O O
18. Check magnetos to engine timing. (See Note 7.) . . . . . . . . . . . . . . . O O O
19. Remove air filters, tap gently to remove dirt particles and inspect
condition of seal and filter material. (Replace as required.) . . . . . . . O O O O
20. Inspect condition of air filter housing . . . . . . . . . . . . . . . . . . . . . . . . O O O O
21. Inspect security of carburetor throttle arm . . . . . . . . . . . . . . . . . . . . O O O
22. Drain carburetor and clean inlet line fuel strainer . . . . . . . . . . . . . . . O O O
23. Drain and completely flush the fuel strainer (i.e., gascolator)
and carburetor bowl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
24. Inspect condition of carburetor heat air door and box.
(See Note 10.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
25. Inspect intake seals for leaks and clamps for tightness . . . . . . . . . . O O O
26. Inspect all air inlet ducts, hoses and replace as required . . . . . . . . . O O O
27. Inspect condition of flexible fuel lines . . . . . . . . . . . . . . . . . . . . . . . . O O O
28. Inspect primer lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
29. Inspect primer for condition and security . . . . . . . . . . . . . . . . . . . . . O O O
30. Clean screens in electric fuel pump . . . . . . . . . . . . . . . . . . . . . . . . O O O O
31. Inspect fuel system for leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
32. Inspect engine-driven and electric fuel pumps for condition and
operation. Replace as required. (See Note 13.) . . . . . . . . . . . . . . . . O O O
33. If installed, replace vacuum regulator filter element . . . . . . . . . . . . . O O O
34. If installed, inspect and operationally test vacuum pumps and lines.
(See Notes 7 and 17; and Vacuum Pumps, Inspection, in
37-10-00.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
35. Inspect throttle, carburetor heat, mixture and propeller
governor controls for security, travel and operating condition . . . . . O O O
36. Inspect exhaust stacks, connections and gaskets for leakage,
condition, and security per Exhaust System, 100 Hour Inspection,
78-00-00. Replace as required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
37. Check operation of alternate air door. . . . . . . . . . . . . . . . . . . . . . . . O O O
PAGE 6
Oct 5/16 5-20-00 05206
PA-44-180, SEMINOLE
MAINTENANCE MANUAL

Inspection
L R 50 100
B. ENGINE GROUP (cont.)

38. Inspect muffler heat exchanger and baffles . . . . . . . . . . . . . . . . . . . O O O
39. Inspect breather tubes for obstructions and security . . . . . . . . . . . . O O O
40. Inspect crankcase for cracks, leaks and security of seam bolts . . . . O O O
41. Inspect engine mounts for cracks and loose mountings.
(See Notes 15 and 16.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
42. Inspect engine baffles for cracks and loose mountings . . . . . . . . . . O O O
43. Inspect rubber engine mount bushings for deterioration.
(Replace as required.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
44. Inspect firewall seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
45. Remove alternator drive belt, inspect condition; Turn alternator rotor
to check condition of bearings for noise or roughness; install
alternator belt and check tension. . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
46. Inspect security and condition of alternator, its mounting, and
electrical connections. (For airplanes equipped with a HET
(aka Kelly, Electrosystems) Alternator, see 100 Hour Inspections
under HET Alternators in 24-30-00.) . . . . . . . . . . . . . . . . . . . . . . . . O O O
47. Inspect security and condition of starter, its mounting, and
electrical connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O
48. Inspect all lines, air ducts, electrical leads (wiring) and engine
attachments for general condition (chafing, cracks or cracked
insulation, deterioration), security, proper routing, and
correct installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
49. Lubricate all controls per Lubrication Chart, 12-20-00 . . . . . . . . . . . O O O O
50. Install engine cowlings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
C. CABIN AND COCKPIT GROUP
1. Remove inspection plates and panels. (See Figure 3, 6-00-00.) . . . . . . . . . . . . . O
2. Inspect cabin entrance, doors and windows for damage and operation . . . . . . . O
3. Check operation of emergency exit window
per Emergency Exit, Testing, 52-20-00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
4. Inspect upholstery for tears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
5. Inspect seats and attaching brackets and hardware for condition, security,
and operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
6. Inspect seat belts and shoulder harnesses per 25-10-00, Restraint System . . . . O
7. Inspect trim operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
8. Inspect operation and condition of rudder pedals. . . . . . . . . . . . . . . . . . . . . . . . . O O
9. Inspect parking brake valve and toe brakes for operation and cylinder leaks.
(See Note 22.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
10. Inspect control wheels, column, pulleys and cables for condition and
security. Inspect cables per Control Cable Inspection, 27-00-00. . . . . . . . . . . . . O
11. Inspect condition of flap control cable and cable-to-lever attachment bolt.
Inspect cable per Control Cable Inspection, 27-00-00 . . . . . . . . . . . . . . . . . . . . . O
12. Cycle each circuit breaker with airplane power off . . . . . . . . . . . . . . . . . . . . . . . . O O
13. Check landing, navigation, cabin and instrument lights . . . . . . . . . . . . . . . . . . . . O O
14. If installed, inspect disposable-type (gaugeless) fire extinguisher minimum
weight as specified on nameplate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
15. Inspect instruments, lines and attachments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
05207 5-20-00 PAGE 7

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL

Inspection
50 100
C. CABIN AND COCKPIT GROUP (cont.)
16. If installed, inspect gyro operated instruments and electric turn
and bank indicator. (Overhaul or replace as required.) . . . . . . . . . . . . . . . . . . . . O
17. If installed, replace filters on gyro horizon and directional gyro. . . . . . . . . . . . . . O
18. Inspect static system, altimeter (and Avidyne or Garmin PFD, or Aspen EBD,
if 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
19. Inspect operation of fuel selector valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
20. Inspect operation of fuel drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
21. Inspect condition of heater controls and ducts . . . . . . . . . . . . . . . . . . . . . . . . . . . O
22. Inspect condition and operation of air vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
D. FUSELAGE AND EMPENNAGE GROUP
1. Remove inspection plates and panels. (See Figure 3, 6-00-00.) . . . . . . . . . . . . . O
2. Inspect baggage doors, latches and hinges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
3. Inspect battery, box and cables. Flush box as required
and fill battery per instructions on box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
4. Check fluid in brake reservoir. (Fill as required.) . . . . . . . . . . . . . . . . . . . . . . . . . O O
5. Inspect heater. (See Note 8 and AD 2004-21-05.) . . . . . . . . . . . . . . . . . . . . . . . . O
6. Inspect the heater fuel pressure regulator and shut off valve for signs
of leakage per Fuel Pressure Regulator and Shutoff Valve,
100 Hour Inspection, 21-40-00. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
7. Conduct a general visual inspection of electrical and electronic installations
(mounting, wiring, harnesses, shields, connectors, etc.) for condition and
security. For Garmin G1000 equipped aircraft, see
100 hour Inspection in 34-25-01 or 34-25-02 as appropriate. . . . . . . . . . . . . . . . O
8. Inspect skins, bulkheads, frames, and stringers for damage, irregularities,
or structural defects (i.e. - skin cracks, distortion, dents, corrosion,
and loose or missing rivets) (See Note 18.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
9. Inspect antenna mounts and electric wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
10. Check hydraulic pump fluid level. (Fill as required.) . . . . . . . . . . . . . . . . . . . . . . . O O
11. Inspect hydraulic pump lines for damage and leaks . . . . . . . . . . . . . . . . . . . . . . . O
12. Inspect fuel lines, valves and gauges for damage and operation . . . . . . . . . . . . . O
13. Remove, drain and clean left and right fuel filter bowls.
Clean or replace filter discs as required. Flush fuel filter and bowl completely . . O
14. Inspect security of all lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
15. Inspect vertical fin for surface damage or irregularities (i.e. - skin cracks,
distortion, dents, and corrosion); structural defects (i.e. - loose or missing
rivets); and attachment points for missing or worn hardware . . . . . . . . . . . . . . . . O
16. Inspect vertical fin attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
17. Inspect ELT battery mount for condition and security . . . . . . . . . . . . . . . . . . . . . O
18. Inspect ELT antenna for condition, security, and operation (check operation per
Antenna Test in 25-60-00). Replace antenna if bent or damaged . . . . . . . . . . . . O
19. Inspect rudder for surface damage or irregularities (i.e. - skin cracks,
rivets); misrigging; hinge damage, excessive wear, freedom of movement and
proper lubrication; and attachment points for missing or worn hardware . . . . . . . O
PAGE 8
Oct 5/16 5-20-00 05208
PA-44-180, SEMINOLE
MAINTENANCE MANUAL

Inspection
50 100
D. FUSELAGE AND EMPENNAGE GROUP (cont.)
20. Inspect rudder hinges and attachments for damage and operation . . . . . . . . . . . O
21. Inspect rudder control stops to ensure stops have not loosened
and locknuts are tight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
22. Inspect rudder and tab hinge bolts for excess wear. (Replace as required.) . . . . O
23. Inspect rudder trim mechanism. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
24. Inspect stabilator for surface damage or irregularities (i.e. - skin cracks,
rivets); misrigging; hinge damage, excessive wear, freedom of movement and
proper lubrication; and attachment points for missing or worn hardware . . . . . . . O
25. Inspect stabilator and tab hinges, horn and attachments
for damage and operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
26. Inspect stabilator control stops to ensure stops have not loosened
and locknuts are tight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
27. Inspect stabilator attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
28. Inspect stabilator and tab hinge bolts and bearings for excess wear.
Replace as required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
29. Inspect stabilator trim mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
30. Inspect rudder, stabilator, and stabilator trim cable tensions per 27-00-00,
Chart 2. Use a tensiometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
31. Inspect aileron, rudder, stabilator, and stabilator trim cables; and cable terminals,
turnbuckles, guides, fittings, and pulleys for safety, condition, and operation
per Control Cable Inspection, 27-00-00. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
32. Inspect wing rear attach fittings for corrosion, general condition and security.
(See Aft Wing Attach Fittings 100 Hour Inspection, 53-20-00.) . . . . . . . . . . . . . . O
33. Inspect all control cables, air ducts, electrical harnesses and leads and
attaching parts for security, routing, chafing, deterioration, wear and correct
installation. (See 100 Hour Inspection, 51-80-00.) . . . . . . . . . . . . . . . . . . . . . . . . O
34. Lubricate per Lubrication Chart, 12-20-00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
35. Inspect rotating beacon for security and operation . . . . . . . . . . . . . . . . . . . . . . . O
36. If installed, inspect security of autopilot bridle cables and clamps. Inspect
condition of cables per Control Cable Inspection, 27-00-00. . . . . . . . . . . . . . . . . O
37. Reinstall inspection plates and panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
38. Inspect static wicks per Static Wicks, Inspection, 23-60-00.
(Replace as required.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
E. WING GROUP
1. Remove inspection plates, fairings and wing tips (see Figure 3, 6-00-00).
Inspect for damage or excessive wear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
2. Inspect exterior surfaces, skins, and tips for damage and loose or
missing fasteners (and condition of walk-way as applicable) . . . . . . . . . . . . . . . . O O
3. Inspect visible interior structural components (skins, spars, ribs, stringers, etc.)
for condition, security, distortion, or failure. (See Note 19.) . . . . . . . . . . . . . . . . . O
4. Inspect wing carry-through structure for condition, security,
distortion, or failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
05209 5-20-00 PAGE 9

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL

Inspection
50 100
E. WING GROUP (cont.)
5. Inspect ailerons for surface damage or irregularities (i.e. - skin cracks, distortion,
dents, and corrosion); structural defects (i.e. - loose or missing rivets);
misrigging; hinge damage, excessive wear, freedom of movement and proper
lubrication; and attachment points for missing or worn hardware. . . . . . . . . . . . . O
6. Inspect aileron control stops to ensure stops have not loosened and
locknuts are tight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
7. Inspect aileron cables and cable terminals, turnbuckles, fittings, guides,
pulleys, and bellcranks for safety, condition, and operation per
Control Cable Inspection, 27-00-00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
8. Inspect aileron cable tension per 27-00-00, Chart 2. Use a tensiometer . . . . . . . O
9. Inspect flaps for surface damage or irregularities (i.e. - skin cracks, distortion,
dents, and corrosion); structural defects (i.e. - loose or missing rivets);
misrigging; hinge damage, excessive wear, freedom of movement and proper
lubrication; and attachment points for missing or worn hardware . . . . . . . . . . . . O
10. Inspect condition of bolts used with flap hinges. (Replace as required.) . . . . . . . O
12. Inspect wing fore and aft attach fittings, and bolts, for security, corrosion
and condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
13. Retorque wing aft spar attach bolts per Wing Aft Spar-to-Fuselage
Attachment Hardware 100 Hour Inspection, 57-40-00 . . . . . . . . . . . . . . . . . . . . . O
14. Inspect all control cables, air ducts, electrical leads and attaching parts for
security, routing, chafing, deterioration, wear and correct installation . . . . . . . . . O
15. Inspect fuel cells and lines for leaks and water. (See Note 21.) . . . . . . . . . . . . . . O
16. Inspect fuel caps, cap gaskets, fuel filler neck gaskets, fuel gauge
transmitter gaskets, gauge transmitter access covers, and upper surface
inspection covers for condition, proper sealing, security, alignment, etc.
Ensure to service and clean these areas, replacing parts as necessary . . . . . . . O
17. Inspect the interior of bladder tanks for wrinkles, broken or missing hangers,
etc. If signs of contamination are found, alert the owner and fuel supplier of
your findings for corrective action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
18. Check that fuel cells are marked for proper capacity . . . . . . . . . . . . . . . . . . . . . . O
19. Check that fuel cells are marked for minimum octane rating . . . . . . . . . . . . . . . . O
20. Inspect fuel cell vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
21. Inspect fuel cell nipple fittings for damage and proper torque. (See 28-10-00.) . . O
22. Reinstall inspection plates and fairings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
23. Inspect static wicks per Static Wicks, Inspection, 23-60-00.
(Replace as required.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 per 7-10-00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
5. Inspect tires for cuts, uneven or excessive wear and slippage . . . . . . . . . . . . . . . O
6. Remove wheels, clean, check and repack bearings . . . . . . . . . . . . . . . . . . . . . . O
7. Inspect wheels for cracks, corrosion and broken bolts . . . . . . . . . . . . . . . . . . . . . O
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Inspection
L R 50 100
F. LANDING GEAR GROUP (cont.)
8. Check tire pressure per Chart 1, 6-00-00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
9. Inspect brake linings and discs for condition and wear . . . . . . . . . . . . . . . . . . . . O O
10. Inspect wearing surfaces of brake disc for “heat checks.” (See 32-40-00.) . . . . . O
11. Inspect brake backing plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
12. Inspect brake lines and retaining clamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
13. Inspect condition of nose gear centering spring . . . . . . . . . . . . . . . . . . . . . . . . . . O
14. Inspect gear forks for damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
15. Inspect oleo struts for scoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
16. Inspect hydraulic lines, electrical leads, and attaching parts for condition and
security (i.e. - routing, chafing, damage, wear, etc.) . . . . . . . . . . . . . . . . . . . . . . . O
17. Inspect gear struts, attachments, actuators, torque links, retraction links and
bolts for condition and security. Replace as required. . . . . . . . . . . . . . . . . . . . . . O
18. Inspect down locks for operation and adjustment . . . . . . . . . . . . . . . . . . . . . . . . O
19. Inspect torque link bolts and bushings. (Rebush as required.) . . . . . . . . . . . . . . . O
20. Inspect drag end side brace link bolts. (Replace as required.) . . . . . . . . . . . . . . . O
21. Inspect gear doors and attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
22. Perform Landing Gear Retraction System Functional Test, 32-30-00. . . . . . . . . . O
23. Retract gear — check doors for clearance and operation . . . . . . . . . . . . . . . . . . O
24. Inspect operation of squat switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
25. Inspect down lock switches, up switches, and electrical leads
for security, operation and condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
WARNING: VERIFY LANDING GEAR IS DOWN AND LOCKED BEFORE
REMOVING JACKS.
27. Remove airplane from jacks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
G. SPECIAL INSPECTIONS
Review inspections in 5-30-00. Perform all special inspections applicable to your
aircraft and currently due per the given inspection interval. . . . . . . . . . . . . . . . . . O O
H. OPERATIONAL INSPECTION
Note: Refer to Note 12 before performing inspections.
1. Check fuel pump and fuel tank selector and crossfeed operation . . O O O O
2. Check fuel quantity and pressure or flow gauges . . . . . . . . . . . . . . O O O O
3. Check oil pressure and temperatures . . . . . . . . . . . . . . . . . . . . . . . O O O O
4. Check alternator output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
5. Check carburetor heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
6. Check parking brake and toe brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
7. If installed, check vacuum gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
8. Check gyros for noise and roughness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
9. Check cabin heater operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
10. Check magneto switch operation . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
11. Check magneto RPM variation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
12. Check throttle and mixture operation . . . . . . . . . . . . . . . . . . . . . . . . O O O O
13. Check propeller smoothness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
14. Check constant speed propeller action . . . . . . . . . . . . . . . . . . . . . . O O O O
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Inspection
L R 50 100
H. OPERATIONAL INSPECTION (cont.)
15. Check engine idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
16. Check electronic equipment operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
17. Check operation of controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
18. Check operation of flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
19. Check manifold pressure gauge indication. If readings are erratic,
replace in-line filters per 77-10-00 . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
20. Check operation of cowl flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O O O
21. Check operation of manual electric trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
22. Check operation of autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
I. GENERAL
1. Aircraft conforms to FAA Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
2. Latest revision of applicable FAA Airworthiness Directives complied with . . . . . O O
3. Current and correct Pilot’s Operating Handbook (POH) is in the airplane . . . . . . O O
4. Check airplane for required placards as specified in Section 2 of the POH . . . . . O
5. Appropriate entries made in the Aircraft and Engine Log books . . . . . . . . . . . . . O O
6. Airworthiness & Registration Certificates in the aircraft and properly displayed . O O
7. Aircraft Equipment List, Weight and Balance and FAA Form(s) 337
(if applicable) are in the aircraft and in proper order . . . . . . . . . . . . . . . . . . . . . . O O
8. Operational inspection and run-up completed . . . . . . . . . . . . . . . . . . . . . . . . . . . O O
9. Aircraft cleaned and lubricated after wash (as required) . . . . . . . . . . . . . . . . . . . O O
J. Notes
1. Refer to Piper’s Customer Service Information File P/N 1753-755 (available online, see Revision
Status on page iii for current web address) for latest revision dates to Piper Inspection Reports/
Manuals and this maintenance manual. References to Chapter/Section are to the appropriate
Chapter/Section in this manual.
warning: Instructions for continued airworthiness (ICA) for all
non-piper approved stc installations are not included in
this manual. when a non-piper approved stc installation is
incorporated on the airplane, those portions of the airplane
affected by the installation must be inspected in accordance
with the ica published by the owner of the stc. since non-piper
approved stc installations may change systems interface,
operating characteristics and component loads or stresses
on adjacent structures, the piper provided ica may not be
valid for airplanes so modified.
2. Inspections or operations are to be performed as indicated by a “O” at the 50 or 100 hour
inspection interval. Inspections or operations (i.e. - component overhauls/replacements, etc.)
required outside the 100 hour cycle are listed as special inspections in 5-30-00. Inspections must
be accomplished by persons authorized by the FAA or appropriate National Aviation Authority.
Checks may be performed by a pilot or owner who is checked out on the airplane.”
(a) The 50 hour inspection accomplishes preventive maintenance, lubrication and servicing
as well as inspecting critical components.
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J. NOTES (cont.)
(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 online (see Revision Status
for current web address) to verify latest revision. See also “Chart 1”.
4. Piper Service Letters are product improvements and service hints pertaining to servicing the
airplane and should be given careful attention.
5. Inspections given for the power plant are based on the engine manufacturer’s operator’s manual
(Lycoming P/N 60297-12) for this airplane. Any changes issued to the engine manufacturer’s
operator’s manual shall supersede or supplement the inspections outlined in this report. Should
fuel other than the specified octane rating for the power plant be used, refer to the latest revision of
Lycoming Service Letter No. L185 for additional information and recommended service procedures.
6. Add oil additive LW-16702 at each 50-hour oil change. The additive may be purchased through
Lycoming or Piper distribution systems. Refer to latest revisions of Lycoming Service Instruction
No. 1409 and Service Bulletin No. 480.
7. Replace or overhaul, as required, or at engine overhaul. For magnetos, in no case may Slick
4300 series magnetos exceed engine TBO time in service.
8. Heater Inspections:
(a) In airplanes equipped with a Model B-3040, P/N 90D38-2 or a Model B-3500, P/N 90D38-
2(EL) Heater: for heaters with 500 heater operating hours or twenty-four (24) months
time-in-service since new, or overhauled with a new combustion tube assembly, each 100
hours or twenty-four (24) months, whichever comes first; conduct the 100 Hour Inspection
under Heater in 21-40-00.
(b) In airplanes equipped with a Model I-3500, P/N 90D38-2(IS) Heater, inspect as
required by the appropriate Hartzel Engine Technologies Owner’s Manual (see Vendor
Publications under Supplementary Publications in the Introduction).
9. Check cylinders for evidence of excessive heat which is indicated by burned paint on the
cylinders. This condition is indicative of internal damage to the cylinder and, if found, its cause
must be determined and corrected before the aircraft is returned to service. Heavy discoloration
and appearance of seepage at the cylinder head and barrel attachment area is usually due to
emission of thread lubricant used during assembly of the barrel at the factory, or by slight gas
leakage which stops after the cylinder has been in service for awhile. This condition is neither
harmful nor detrimental to engine performance and operation. If it can be proven that leakage
exceeds these conditions, the cylinder should be replaced.
10. Check carburetor throttle body attaching screws for tightness; the correct torque for these screws
is 40 to 50 inch-pounds.
11. To change propeller spinner dome attaching locknuts, refer to Hartzell Propeller Manual 115N,
Rev. 12 (or latest).
12. Refer to Pilot’s Operating Handbook for preflight and flight check, for intended function in all modes.
13. Replace engine-driven fuel pump at engine overhaul.
14. Not used.
15. In S/N’s 4496001 thru 4496216 only, for airplanes which have not installed either new engine
mounts (P/N 89361-016) or Piper Service Kit No. 767-518 to each existing engine mount, conduct
Engine Mount, 100 Hour Inspection, 71-20-00.
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J. NOTES (cont.)
16. For new airplanes, at the first 100-hour inspection, while the airplane is on jacks, retorque the
engine mount-to-firewall bolts as specified in 71-00-00, Figure 1.
NOTE: Attach a minimum 1/2 ton hoist to the engine and support the weight of the engine with
hoist before retorquing the engine mount-to-firewall bolts.
17. For airplanes equipped with Airborne dry (vacuum) pumps, verify compliance with Parker
Hannifin / Airborne Service Letter No. 72.
18. In S/N’s 4496001 thru 4496007 only, for airplanes which have not replaced the original nose
cone spar assemblies (on both sides), with replacement spar assemblies P/N 86444-800 (Left)
and 86444-802 (Right), conduct the 100-hour Nose Cone Spar Assembly Inspection, 53-10-00.
NOTE: Installation of the spar assemblies cited above is an alternate means of compliance in
lieu of installing Kit 764-080V as specified in AD 81-10-01. See FAA letter attached to
Piper Service Bulletin No. 1143.
19. In S/N’s 4496001 thru 4496219 only, for airplanes which have not installed Piper Kits
No. 767-397 (LH) and 767-398 (RH) or do not have wing rib assemblies at W.S. 49.25 with date
codes of 8313 or higher, conduct 100 Hour Wing Rib Inspection, 57-10-00.
20. Verify compliance with Lycoming Service Instruction No. 1492D, per Piper Vendor Service
Publication No. 116B.
21. In S/N’s 4496001 thru 4496302 only, for airplanes with less than 700 hours time-in-service,
inspect per Fuel Pump Coupling Inspection, 28-20-00.
22. In airplanes with a rudder pedal and bar assembly which has accumulated 1,200 hours or
more time-in-service, each 100 hours time-in-service: conduct the Rudder and Steering Pedal
Assembly Inspection in 27-20-00.
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6. Service Publications List

“Chart 1” is a cumulative list of Piper service publications (i.e., Service Bulletins, Service Letters, etc.)
applicable to the airplane model covered by this manual, with the following exceptions:
A. The following service publications have been incorporated into this manual and are not listed below:
Service Bulletins 977, 990, 1016B, 1033A, 1139A, 1048, 1134, 1143, 1156, 1161, 1207, 1240, 1242,
1244, and 1245A; Service Letters 1027, 1041, 1052, 1069, 1074, 1087, 1095, 1103, 1106A, 1108,
1116, 1134, 1135 and 1165; and Vendor Service Publications 149 and 204.
B. Nor are service publications which have become obsolete.
Kits are listed when installation of that single kit indicates compliance with the associated service publication.
Kits listed may be no longer available or may have been replaced.
Effectivity is listed by airplane model and year. See the individual service publication for specific serial
number applicability.
Chart 1 (Sheet 1 of 2)
Service Publications List
Model
Model Year Pub No. Kit No. Subject
PA-44-180 1995–1997 SB 725B 764-148 Aileron Balance Weight Attachment Inspection & Rework
SB 1020 Inspection of ARTEX 110-4 ELT and Attachment Bracket
SB 1023 Landing Gear Cyl. Insp., Distr. Parker Hannifin SB 7063
SB 1026 Distr. Parker Hannifin Airborne Service Letter 48
SB 1028 Insp. of Aileron Control Rod Fitting, Added Safety Clips
1995–2000 SB 1040 Flight Control Wheel Collar Retainer Mod
SB 1041 Distribution of Airborne SL No. 56
SL 1038A 88476-002 Combustion Heater Fuel Pump Replacement
1995–2001 SL 1034 766-699 Compass Accuracy Improvement Mod
1995–2002 SB 1109 Gear Warning Indication
SB 1110 Air Box Inspection
SB 1117 Rudder System Bolt Insections
SB 1127B Combustion Heater Fuel Pump
SL 1047 Pilot Sidepost Handgrip Kit
SL 1060 Engine Primer Hose Improvement
SL 1063 Stabilator Bellcrank Bracket Assembly Inspection
VSP 137A Landing Gear Retract Cylinder Insp.
Parker Hannifin SB 7073A
VSP 138 McCauley SB 241 Replacement of Accumulator End Caps
1995–2003 VSP 155 Landing Gear Retract Cylinder Insp.
Parker Hannifin SB 7076
1995–2007 SB 1186 Aileron Handling Placard & Insp.
SB 1188 88433-002 Emerg.Gear Exten. Cable Routing Modification
VSP 184 Lycoming SB 577 Replace Sky-Tec Starters
1995–2008 SB 1197D Control Wheel Shaft Insp.
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CHART 1 (Sheet 2 of 2)
Service Publications List
Model
Model Year Pub No. Kit No. Subject
PA-44-180 1995–2011 SB 1220B 88501-002 Throttle Cable Seizing

(cont.) 88501-003
SL 1149 Nose Cone Fastener Inspection
VSP 208 Distribution of Marvel-Schebler Carburetors SB-18
1995–2012 SL 1156 Propeller Feather Stop Product Improvement
1995–2013 SB 1259 Engine Control Cable Mounting Bracket Replacement
1995–2015 SB 1280A H3R Fire Extinguisher Replacement
SB 1282B 88573 Oil Pressure Pickup Port Relocation
SB 1286A Lycoming SB 621B, Diaphragm-Type Fuel Pump
Replacment
1995 and Up SB 1297 Altimeter Inspection and Replacement,
United Instruments SB 13
SL 1093A Electrical Contactor Replacement Kit
VSP 170A Lycoming SB 566, Suppl. #1 Crankshaft Replacement
VSP 174 Lycoming SB 569 Crankshaft Retirement
VSP 196 Lycoming SB 538A Premature Wear of Breaker Point Cam
VSP 197A Lycoming SB 584B Premature Magneto Brush Wear
VSP 244A Lycoming SL L264A, Champion Slick Magneto
SL 4300/6300 -74-20-001
1997–2002 SB 1135 GMA-340 Audio Panel Wiring
1999 and Up VSP 175 S-TEC SB 06-001 Pitch Servo Inspection (with Autopilot)
2001–2002 SB 1083C 767-320 S-TEC System 55X Autopilot
2003–2008 SL 1126 Voltage Suppressor Advisory
2003–2010 SB 1261 88545-002 Alternator INOP Wiring Modification
SL 1123 Avidyne EXP5000 Software Upgrade
VSP 210A Distribution of Avidyne SB 601-00004-106
VSP 172 Avidyne Service Alert SA-05-001
Avidyne Primary Flight Displays (PFD)
VSP 182 Avidyne Mandatory Service Bulletin 601-00006-067
VSP 183 Avidyne Mandatory Service Bulletin 601-00006-075
Avidyne Primary Flight Displays (PFD)/Garmin 400W
VSP 191 Avidyne Service Alert SA-08-001
2004 SB 1151E 4130N Steel Hardness Discrepancy
2004–2009 SB 1209 Nose Gear Actuator Modification
2005 and Up SL 1089 Aircraft Painting Requirement
2006 SB 1178 Nose Gear Forging Inspection / Replacement
2006–2007 SB 1187 Voltage Suppressor Replacement
2007–2015 SB 1213A Emergency Gear Extension Cable Routing Inspection
2008–2010 SB 1227 Rudder Trim Tab Inspection
2008 and Up VSP 219 Distribution of Garmin SA 1047
2009–2010 SB 1223 Wire Screen Replacement
2013–2015 SL 1193 Garmin Software Update
2014 SB 1274 Control Wheel Bushing Replacement
SB 1276A Left Wing Root Rib Inspection
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Special Inspections

publications.)
The following inspections are in addition to those listed in 5-20-00. These inspections are performed at
intervals of:
Q Flight hours;
Q heater operation hours;
Q calendar year; or
Q the specific operation being conducted or the environment being operated in.
Unless otherwise indicated, these inspections are to be repeated at each occurrence of the specified
interval. Note that the items listed herein are guidelines based on past operating experience. Each
operator should closely monitor his own unique operating conditions/environment and react accordingly
to keep his aircraft airworthy.
1. Per Flight Hours
A. Each 200 Hours
[ ] For airplanes with wing flap(s) which have accumulated ten (10) years time-in-service,
conduct the following special inspection each 200 hours: Inspect the interior of the wing flap
for evidence of dissimilar metal corrosion where aluminum sheet metal is in contact with
steel flap brackets. Use a bore scope or other suitable tool. Installation of a new wing flap
will relieve this inspection requirement until such time as the replacement wing flap reaches
ten (10) years time-in-service.
B. Each 400 Hours
[ ] At every 400 hours of engine operation, remove the rocker box covers and check for freedom
of valve rockers when valves are closed. Look for evidence of abnormal wear or broken parts in
the area of the valve tips, valve keepers, springs, and spring seats. If any indications are found,
the cylinder and all of its components must be removed (including the piston and connecting
rod assembly) and inspected for further damage. Replace any parts that do not conform with
limits shown in the latest revision for Lycoming Service Table of Limits SSP-1776.
C. Each 500 Hours
[ ] (1) Remove propeller; remove sludge from crankshaft. Clean any residual sludge clinging to the
exterior of propeller / crankshaft mating surfaces.
[ ] (2) Replace engine air filter.
[ ] (3) Clean and lubricate stabilator trim drum screw.
[ ] (4) If installed, replace the vacuum system inlet filter (i.e. central air filter, gyro filter, etc.) element
each 500 hours time-in-service, annually, and at vacuum pump replacement, whichever
comes first.
[ ] (5) In S/N’s 4496001 thru 4496219 only, for airplanes which have not installed Piper Kits No.
767-397 (LH) and 767-398 (RH) or do not have wing rib assemblies at W.S. 49.25 with date
codes of 8313 or higher, conduct 500 Hour Wing Rib Inspection, 57-10-00.
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C. Each 500 Hours (cont.)

[ ] (6) Each 500 hours time-in-service inspect the nose gear drag links and replace the nose
gear drag link bolt and cotter pin per Nose Gear 500 Hour Drag Link Inspection and Bolt
Replacement, 32-20-00.
[ ] (7) For airplanes equipped with Slick magnetos: inspect and clean magneto(s) per 500 Hour
Inspection in the Slick F1100 Master Service Manual.
[ ] (8) Lubricate per 500 hour requirements in the Lubrication Charts, 12-20-00.
[ ] (9) Each 500 hours replace the nose gear downlock pivot bolt and associated hardware, and
inspect the mating bushing. (See Downlock Pivot Bolt 500-Hour Replacement, 32-20-00.)
[ ] (10) For airplanes equipped with Garmin G1000: each 500 hours time-in-service conduct the 500
Hour Inspection as specified in Integrated Avionics System - Garmin G1000, Inspections, in
34-25-01 or 34-25-02, as appropriate.
D. Each 600 Hours
[ ] For airplanes equipped with Aero Accessories engine-driven vacuum pumps, for pumps
which have accumulated 600 hours or more time-in-service, inspect vacuum pump vane
wear per Vacuum Pump(s), Inspection, 37-10-00.
E. Each 1000 Hours
[ ] (1) Replace engine compartment flexible fuel and oil hoses as required; but not to exceed 1000
hours time-in-service, eight (8) years, or engine overhaul, whichever comes first; except for
TSO-C53a - Type D hoses which are replaced on-condition.
[ ] (2) For airplanes equipped with Garmin G1000: each 1,000 hours time-in-service conduct
the 1,000 Hour Inspection as specified in Integrated Avionics System - Garmin G1000,
Inspections, in 34-25-01 or 34-25-02, as appropriate.
[ ] (3) For airplanes equipped with Garmin GFC 700 Autopilot: at the first 1,000 hours or 3 years,
whichever comes first, clean and apply AeroShell 33MS grease to output gear of the
GSA 8X Servo Actuator. (See 22-10-00.)
[ ] (4) For planes equipped with Plane-Power alternators, each 1000 hours or five (5) years,
whichever occurs first, remove field brush assembly and inspect brushes for excess wear.
Replace brush assembly if brushes extend less than .250” from edge of brush holder case.
F. Each 2000 Hours
[ ] (1) Each 2000 hours or seven (7) years, whichever occurs first, remove interior cabinets,
panels, and headliner and conduct detailed inspection of aircraft structure (skin, bulkheads,
stringers, etc.) for condition and security. Inspection of structure concealed by headliner
may be accomplished by alternate means (i.e. – through the use of a bore scope) without
removing the headliner, providing access is obtained to all concealed areas and bore scope
provides sufficient detail to adequately accomplish the inspection. At F.S. 73, examine the
two steel Upper Forward Cockpit Fittings (one each side), P/N’s 79553-000/-001 or 62522-
000/68257-000, as applicable, for signs of corrosion.
[ ] (2) Each 2000 hours, or as specified in the latest revision of Lycoming Service Instruction No.
1009, overhaul or replace engine.
[ ] (3) Each 2000 hours or Twelve (12) Years or at engine overhaul, whichever comes first, overhaul
or replace alternators.
[ ] (4) For airplanes equipped with Garmin G500 System: each 2000 hours or ten (10) years,
whichever comes first, perform the G500 System Electrical Bonding Test, 51-80-00.
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E. Each 2000 Hours (cont.)

[ ] (5) Overhaul or replace Hartzell propellers each five (5) or six (6) years or each 2000 or
2400 hours. (See latest revision of Hartzell Service Letter No. 61 to determine specific
requirements for individual airplanes.)
[ ] (6) Each 2000 operating hours or seven (7) calendar years time-in-service, whichever occurs
first, inspect the aft wing attach fittings and adjacent structure for corrosion for signs of
corrosion as specified in 57-40-00, Wing Aft Attach Fitting Inspection.
[ ] (7) In airplanes that have accumulated fifteen (15) calendar years time-in-service or more,
each two thousand (2,000) hours or seven (7) calendar years time-in-service, whichever
occurs first, perform the Stabilator Control System Special Inspection in 27-00-00.
G. Each 2200 Hours
[ ] In airplanes equipped with Aspen Avionics EBD: replace the internal back-up battery in the
EBD every 3 years or 2200 hours, whichever comes first, or if it fails the operational test.
H. Each 2400 Hours
[ ] (1) Overhaul or replace Hartzell propeller governors each 2400 hours or at engine overhaul.
(Verify TBO in latest revision of Hartzell Service Letter No. 61.)
[ ] (2) Overhaul or replace Hartzell propellers each five (5) or six (6) years or each 2000 or 2400
hours. (Refer to latest revision of Hartzell Service Letter No. 61 to determine specific
I. Each 2500 Hours
[ ] In S/N’s 4696001 thru 4696019 only, for airplanes which have not installed Aileron Assemblies
P/N 86562-024 (or -028) Left and P/N 86562-025 (or -029) Right and with ailerons which
have accumulated 2500 hours time-in-service, replace the ailerons. Installation of the aileron
assemblies specified above relieves this requirement.
J. Each 2700 Hours
[ ] For airplanes equipped with Sky-Tec starters: replace or overhaul starter at 2700 hours
time-in-service or at engine overhaul, whichever comes first.
2. Per Heater Operation Hours

A. Each 200 Hours
[ ] In S/N’s 4496283 and up (and in 4496001 thru 4496282 with service replacement Kit No.
88476-002 installed): Replace heater fuel pump filter (P/N 601-815) each 200 hours time-
in-service. See Figure 16, 21-40-00.
B. Each 1500 Hours
[ ] In airplanes equipped with a Model B-3040, P/N 90D38-2 or a Model B-3500, P/N 90D38-
2(EL) Heater: overhaul combustion heater each 1,500 heater operation hours or whenever
a Pressure Decay Test is failed. See latest revision of AD 2004-21-05 and the appropriate
Hartzel Engine Technologies Aircraft Heater Overhaul and Maintenance Manual.
C. Each 2000 Hours
[ ] In airplanes equipped with a Model I-3500, P/N 90D38-2(IS) Heater: overhaul combustion
heater each 2,000 heater operation hours or whenever a Pressure Decay Test is failed. See
appropriate Hartzel Engine Technologies Overhaul Manual.
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3. Per Calendar Year

A. Each Thirty (30) Days
[ ] (1) If installed, check portable fire extinguisher for condition and charge. Verify nozzle is
unobstructed and safety seal is intact. Determine charge by “hefting” extinguisher.
[ ] (2) Check propeller air pressure.
B. Each Ninety (90) Days
[ ] (1) Inspect battery, box and cables at least every 90 days. Flush box as required and fill battery
per instructions on box. (Not required if maintenance-free battery installed.)
[ ] (2) For airplanes equipped with Avidyne Entegra or the Garmin G500 System: 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.
[ ] (3) Each 90 days or 100 hours, whichever comes first, remove, drain and clean left and right
fuel filter bowls. Clean or replace filter discs as required.
[ ] (4) Operationally test ELT per the Test procedure in 25-60-00 for the appropriate installed ELT
at least every 90 days.
C. Each Four (4) Months
[ ] Change the engine oil and full-flow cartridge oil filter each four (4) months or every 50 hours
time-in-service, whichever comes first.
D. Each Six (6) Months
[ ] If annual usage is significantly less than 100 Hours, lubricate propeller each six (6) months.
See Hartzell Standard Practices Manual No. 202A.
E. Each Twelve (12) Months
[ ] (1) Lubricate propeller every 100 hours or annually, whichever comes first. If annual usage
is significantly less than 100 Hours, lubricate propeller each six (6) months. See Hartzell
Standard Practices Manual No. 202A.
[ ] (2) Each 100 hours or annually, whichever comes first, perform Emergency Exit, Testing,
52-20-00.
[ ] (3) For airplanes equipped with Avidyne Entegra or the Garmin G500 System: each twelve
months, perform a full capacity test of the Standby Attitude Indicator battery. See Standby
Attitude Indicator, 34-20-00.
[ ] (4) If installed, replace the vacuum system inlet air filter (i.e., central air filter, gyro filter, etc.)
element each 500 hours time-in-service, annually, or at vacuum pump replacement,
whichever comes first.
[ ] (5) For vacuum system equipped airplanes, beginning at 5 years from date of check valve
manifold manufacture and each 12 months thereafter, inspect the Airborne 1H5 series
check valve manifolds per the latest revision of Airborne SL 39A.
[ ] (6) For airplanes equipped with the Garmin G500 System or G1000 Integrated Avionics System:
each twelve (12) months conduct the Annual Inspection as specified in 34-20-00, 34-25-01,
or 34-25-02, as appropriate.
[ ] (7) For airplanes equipped with Aspen Avionics EBD: every 12 months inspect per the annual
inspection in 34-20-00 under Aspen Avionics Evolution Backup Display (EBD), Inspections.
[ ] (8) If a rechargeable (i.e., gauged) fire extinguisher is installed, perform annual maintenance
per “Gauged, Class 2B:C Fire Extinguisher Model No. A344T” in 26-20-00.
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F. Each Two (2) Years

[ ] (1) Test and inspect the static pressure system and altimeters (including AHRS (in Avidyne PFD)
or GDC 74A (Garmin) or EBD1000, if installed). Ensure compliance with the requirements
of FAR 43, Appendix E. (See FAR 91.411.)
NOTE: In airplanes equipped with Aspen Avionics EBD Standby Display System, see
34-20-00, Aspen Avionics Evolution Backup Display (EBD), Inspections, before
beginning this test and inspection.
NOTE: In airplanes equipped with Garmin G500, see 34-20-00, Garmin G500 System,
Post-Installation Procedures / Funcional Tests, Altitude, before beginning this test
and inspection.
Note: In airplanes equipped with Garmin G1000, see Integrated Avionics System -
Garmin G1000, LRU Test Procedures, GDC 74A or GDC 72 Tests, in 34-25-01 or
34-25-02, as appropriate, before beginning this test and inspection.
[ ] (2) Swing the magnetic compass and, if equipped, recalibrate the magnetometer/flux detector
every two (2) years. See Magnetic Heading Systems, 34-20-00; and in airplanes equipped
with Garmin G500 or G1000, see LRU Test Procedures, GRS/GMU Calibration Procedures,
in 34-20-00, 34-25-01, or 34-25-02, as appropriate.
[ ] (3) Test and inspect the transponder. Ensure compliance with the requirements of FAR 43,
Appendix F. (See FAR 91.413.)
[ ] (4) Inspect combustion heater fuel regulator and shutoff valve for leaks every two (2) years or
100 hours, whichever comes first, per Fuel Pressure Regulator and Shutoff Valve, 100 Hour
Inspection, 21-40-00.
[ ] (5) Inspect combustion heater each 24 months or 100 hours, whichever comes first, per
AD 2004-21-05 (if applicable) and the latest revision of Aircraft Heater Overhaul and
Maintenance Manual.
G. Each Three (3) Years
[ ] (1) For airplanes equipped with Avidyne Entegra or the Garmin G500 System: replace the
Standby Attitude Indicator battery as required, but at least every three (3) years. See
Standby Attitude Indicator, 34-20-00.
[ ] (2) For airplanes equipped with Aspen Avionics EBD: replace the internal back-up battery in the
EBD every 3 years or 2200 hours, or if it fails the operational test.
[ ] (3) For airplanes equipped with Garmin GFC 700 Autopilot: at the first 1,000 hours or 3 years,
whichever comes first, clean and apply AeroShell 33MS grease to output gear of the
GSA 8X Servo Actuator. (See 22-10-00.)
H. Each Five (5) Years
[ ] (2) For airplanes equipped with the Garmin G500 System or G1000 Integrated Avionics
System, update the Earth magnetic field model in the GRS-77 each five (5) years. The
model is included in the Aviation Database. When required, update should be prompted by
the GRS 77 at start-up.
[ ] (3) For planes equipped with Plane-Power alternators, each five (5) years or 1000 hours,
whichever occurs first, remove field brush assembly and inspect brushes for excess wear.
Replace brush assembly if brushes extend less than .250” from edge of brush holder case.
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I. Each Six (6) Years

[ ] (2) For airplanes equipped with Aero Accessories, Inc. (Tempest) Dry Air (vacuum) pump(s),
replace the shear coupling each six (6) years time-in-service.
[ ] (3) If installed, completely discharge the rechargeable (gauged) fire extinguisher and have it
professionally inspected and recharged each six years time-in-service.
J. Each Seven (7) Years
[ ] (1) Replace fuel tank vent line flexible hose and hose couplings as required; but not to exceed
seven (7) years or fuel tank removal, whichever comes first.
[ ] (2) Each 2000 hours or seven (7) years, whichever occurs first, remove interior cabinets,
panels, and headliner and conduct detailed inspection of aircraft structure (skin, bulkheads,
stringers, etc.) for condition and security. Inspection of structure concealed by headliner
may be accomplished by alternate means (i.e. – through the use of a bore scope) without
removing the headliner, providing access is obtained to all concealed areas and bore scope
provides sufficient detail to adequately accomplish the inspection. At F.S. 73, examine the
two steel Upper Forward Cockpit Fittings (one each side), P/N’s 79553-000/-001 or 62522-
000/68257-000, as applicable, for signs of corrosion.
[ ] (3) Each 2000 operating hours or seven (7) calendar years time-in-service, whichever occurs
first, inspect the aft wing attach fittings and adjacent structure for corrosion for signs of
corrosion as specified in 57-40-00, Wing Aft Attach Fitting Inspection.
[ ] (4) In airplanes that have accumulated fifteen (15) calendar years time-in-service or more,
each two thousand (2,000) hours or seven (7) calendar years time-in-service, whichever
occurs first, perform the Stabilator Control System Special Inspection in 27-00-00.
K. Each Eight (8) Years
[ ] Replace engine compartment flexible fuel and oil hoses as required; but not to exceed 1000
hours time-in-service, eight (8) years, or engine overhaul, whichever comes first; except for
TSO-C53a - Type D hoses which are replaced on-condition.
L. Each Ten (10) Years
[ ] (1) 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.
[ ] (2) For airplanes equipped with Avidyne Entegra: replace the CMOS battery in the multifunction
display (MFD) as required, but at least each 10 years. See Multifunction Display (MFD),
34-20-00.
[ ] (3) For vacuum system equipped airplanes, replace Airborne 1H5 series check valve manifolds
at 10 years from check valve manifold date of manufacture. See latest revision of Airborne
SL 39A.
[ ] (4) For airplanes equipped with Garmin G500 System: each 2000 hours or ten (10) years,
whichever comes first, perform the G500 System Electrical Bonding Test, 51-80-00.
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M. Each Twelve (12) Years

[ ] (1) If installed, replace disposable-type (gaugeless) fire extinguishers at twelve (12) years from
date of manufacture.
[ ] (2) If installed, hydrostatically test rechargeable (gauged) fire extinguishers each twelve (12)
years time-in-service.
[ ] (3) Each Twelve (12) Years or 2000 hours or at engine overhaul, whichever comes first, overhaul
or replace alternators.
N. Each Twenty (20) Years
[ ] No fluid hose may exceed 20 years total time-in-service.
4. Per Specific Operation / Operating Environment

A. Operation in High Dust or Industrial Pollution Environment
caution: disconnect lines from pitot/static system before conducting this
inspection.
Item Inspection Inspection Interval
Engine Air Filter. Clean and inspect. Daily.
Cabin Environmental and Inspect and replace if necessary. 100 Hours.
Instrument Air Filters.
Pitot/Static system. Check for obstruction. Reverse 100 Hours or
flow to lines. as required.
Landing Gear Clean, inspect and lubricate. (Refer to 100 Hours.
Down Lock Assemblies. Lubrication Chart, 12-20-00.)
Landing Gear Oleos Clean. Before each flight.
Inspect. 100 Hours.
Landing Gear Wheel Clean, inspect and repack. 50 Hours.
Bearings.
Windows. Inspect for cracks, erosion, crazing, Daily.
visibility, and cleanliness.
Structure drain holes. Clean with pipe cleaner. Before each flight.
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B. Operation in High Salt or High Humidity Environment

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

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

Landing Gear. Inspect for cracks, attachment, 100 Hours.
damage, cleanliness and lubrication.
Wheels. Inspect for cracks, damage, chipped 100 Hours.
rims; bearings for damage, corrosion
and lubrication.
Tires. Inspect for cuts, wear, inflation and Daily.
deterioration.
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.
E. At Engine Overhaul
Oil Cooler. Overhaul or replace at engine Each Occurrence.
overhaul.
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Unscheduled Maintenance Checks

publications.)
The following inspections are required in response to specific anomalies encountered during aircraft
operation. Note that the items listed herein are guidelines based on past operating experience. Each
operator should closely monitor his own unique operating conditions/environment and react accordingly
to keep his aircraft airworthy.
1. Lightning Strike
Propeller. Hartzell Propellers - refer to the inspection Each occurrence,
requirements in the latest revision of the before further flight.
Hartzell Owner’s Manual No. 115N.
Engine. See latest revisions of appropriate Each occurrence,
Lycoming Service Bulletins before further flight.
and Overhaul Manual.
Electrical and Avionics Inspect and check harness, connections, Each occurrence,
Systems. and equipment for high voltage damage, before further flight.
burns and insulation degradation.
Replace or overhaul as required.
Consult with appropriate avionics
vendor(s) for inspections and operational
checks. Bench test alternator and
voltage regulator(s) (see 24-30-00).
Inspect all antenna connections Each occurrance,
for condition and security. before further flight.
All exterior surfaces, skins, Inspect for burns, evidence of arcing, Each occurrence,
and structure. and damage on surfaces and bearings. before further flight.
Check for correct material properties in
the area of the strike path. Degauss
engine mount. Replace or repair
affected areas/parts.
System Components. Inspect instrumentation, vacuum, Each occurrence,
pitot/static, and fuel systems, before further flight.
for damage and correct operation.
Static Wicks. Replace. Each occurrence,
before further flight.
Bearings. Inspect all control surface hinges and Each occurrence,
bearings, and landing gear and wheel before further flight.
bearings for pitting and damage.
Replace as required.
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2. Engine Overspeed, Overtemp, Loss of Oil, or Sudden Stoppage

Engine. See latest revisions of appropriate Each occurrence,
Lycoming Service Bulletins before further flight.
and Overhaul Manual.
Propeller. Hartzell Propellers - refer to the inspection Each occurrence,
requirements in the latest revision of the before further flight.
Hartzell Owner’s Manual No. 115N.
Engine Mount and Inspect for distortion and Each occurrence,
Attachments. damage. Replace or repair before further flight.
as required.
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 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:
Landing Gear Struts. Cracks, signs of overstress Each occurrence,
(Not required for deformation, loose or damaged before further flight.
severe turbulence.) strut housings. Axles for cracks,
bending or flat spots. Damaged oleos
and seals, hydraulic leaks and landing
gear alignment.
Wheels, Tires, Brakes. Cracks, chips, loose or cracked Each occurrence,
(Not required for mounting bolts, alignment of slippage before further flight.
severe turbulence.) marks, sidewall distress, hydraulic or
air leaks. Inspect the wheels (dye
penetrant method) and wheel bolts
(magnetic particle method).
Wheel Wells and Landing Buckling, cracks, overstress, wing skin Each occurrence,
Gear attach points. buckling, and side brace for before further flight.
(Not required for damage and condition. Inspect
severe turbulence.) landing gear attachment bolts
(magnetic particle method).
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3. Severe Turbulence, Hard or Overweight Landing (cont)

Wings. Wing attach bolts for slippage, damage Each occurrence,
and overstress. Fasteners securing before further flight.
wing attachement fittings to fuselage
frames and wing spars for condition
and security. Upper and lower wing
skins for wrinkles, cracks, popped or
loose rivets.
Remove access plates and inspect for
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)

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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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 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:
Airframe. Clean silt and contaminants from airframe. If immersed, each event,
Tubular Structures. Check for internal corrosion. If immersed, each event,
(i.e. - Engine Mounts, etc.) Clean and represerve as required. before further flight.
(See 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 as before further flight.
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 power plant, heating and before further flight.
ventilating system, fuel system, etc.
for proper operation.
PAGE 4
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5. Flood Damage, Immersion in Water (cont)

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-1776 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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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 test 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 test 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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Vacuum (if installed) and Replace gyros. If immersed, each event,
Pitot-Static 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. Remove and clean fuel cells and fuel cells If immersed, each event,
wing area. Clean all associated lines before further flight.
and pumps.
Clean and inspect all fuel tank vents,
cap vents and vent lines.
Instruments. Clean and inspect instruments. Bench If immersed, each event,
check per appropriate maintenance before further flight.
manual.
Heating and Ventilating Replace blower. If immersed, each event,
Systems. before further flight.
Clean and inspect all distribution boxes,
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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Avionics Systems. Replace avionics. If immersed, each event,
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.
6. Hail Damage
Metallic skin of the wings, Classify and disposition per Each occurrence,
fuselage, or empennage; Hail Damage, 51-70-00. before further flight.
control surfaces; or
composite components.
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CHAPTER
6
DIMENSIONS
AND AREAS
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CHAPTER 6
CHAPTER CHAPTER


2 Oct 5/16
6-00-00 1 Oct 5/16

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9 Oct 5/16
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Chapter 6 - Dimensions and Areas
TABLE OF CONTENTS
SUBJECT SECTION PAGE
General 6-00-00 1
Leading Particulars and Principal Dimensions 2
Station Reference Lines 5
Access and Inspection Provisions 6

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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 on the aircraft data plate located on the
bottom of the fuselage at station 235.125.
Three View
Figure 1
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1. Leading Particulars and Principal Dimensions
LEADING PARTICULARS AND PRINCIPAL DIMENSIONS
MODEL PA 44-180
ENGINE
Manufacturer Lycoming
Model - Left O-360-A1H6, (CW)
Model - Right LO-360-A1H6, (CCW)
FAA Type Certificate TC 286
Rated Horsepower 180 HP at S. L.
Rated Speed 2700 RPM
Oil Pressure:
Minimum Idling 25 psi
Normal 55 to 95 psi
Starting and Warmup 95 to 100 psi
Maximum 115 psi
Oil, SAE Number See Lubrication Chart
Oil Sump Capacity 8 U.S. Quarts
Fuel, Aviation Grade, Minimum Octane 100/130
Magnetos, Slick: Right (1) Leftt (1) Right (2) Left t (2)
O-360-A1H6 4370 4373 4373 4373
LO-360-A1H6 4302 4330 4330 4330
Magneto Timing 25° BTC
Magneto Point Clearance .010 ± .002
Spark Plug Gap Setting Refer to Latest Issue of Lycoming
Service Instruction No. 1042
Firing Order 1-3-2-4
Starter
Kelly Aerospace (12 Volt):
(Electrosystems, Prestolite)
Left Engine MZ - 4222
Right Engine MZ - 4220
or
Sky-Tec (12 Volt/24 Volt)
Left Engine 149-NL
Right Engine 149-NLR
(1) S/N’s 4496001 thru 4496394.

(2) S/N’s 4496395 and up.
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MODEL PA 44-180
ENGINE (cont.)
Alternator (12 Volt, 70 Amp) Standard, Avidyne Entegra, or Garmin G500
equipped
Hartzell Engine Technologies
(Kelly Aerospace, Electrosystems, Prestolite): ALX-8421LS
Alternator (24 Volt, 100 Amp) S/N’s 4496331, 4496339 thru 4496394,
and 4496396 with Garmin G1000
Hartzell Engine Technologies: ES10024B-6
Alternator (24 Volt, 70 Amp) S/N’s 4496395, 4496397 and up with Garmin G1000
Plane Power: AL24-P70-2
Voltage Regulator, Lamar B-00392-1 (12 Volt) / B-00382-1 (24 Volt)
PROPELLER TWO BLADE

Manufacturer Hartzell
Hub and Blade Model:
Right Engine HC-C2Y(K,R)-2CLEUF/FJC7666A-2R
Left Engine HC-C2Y(K,R)-2CEUF/FC7666A-2R
Diameter 74 inches
Diameter, Minimum 72 inches
Blade Angle, Low Pitch (3) 12.4° ± 0.2°
Blade Angle, Feather (3) 79° - 81°
Governor Control Hartzell
Left Engine U-3-15
Right Engine U-3-15L
FUEL SYSTEM
Electric Fuel Pump (12 volt)
P/N 481-701
Fuel Tanks (1 per wing/2 total)
Capacity 55 U.S. Gallons/Wing
Total Fuel On Board 110 U.S. Gallons
Total Usable Fuel 108 U.S. Gallons
(3) Measurement taken at 30 inch station.
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MODEL PA 44-180
LANDING GEAR
Type Fully Retractable
Shock Strut Type Air - Oil Oleo
Fluid Required (Strut, Brakes & Hydraulic System) MIL-PRF-5606
Wheel Tread 10.54 ft.
Wheel Base 8.40 ft.
Nose Wheel Travel 30° left, 30° right

Turning Radius (Minimum):
Nose Wheel 19.5 ft.
Wing Tip 37.7 ft.
Wheel, Nose Cleveland 40-77B, 5.00 x 5 or

McCauley D-30500, 5.00 x 5
Wheel, Main Cleveland 40-120C, 6.00 x 6
Brake, Type Cleveland 30-83A
Tire, Nose Type III, 5.00 x 5, 6 ply

(Michelin Air, B.F. Goodrich, Goodyear or McCreary)
Tires, Main Type III, 6.00 x 6, 8 ply

(Michelin Air, B.F. Goodrich, Goodyear or McCreary)
Tire Pressure, Nose 50 psi @ Gross Weight
Tire Pressure, Main 55 psi @ Gross Weight
Nose Gear Strut Pressure 125 ± 12.5 psi

Nose Gear Visible Piston Extension
(Under Static Load)(4) 2.7 ± .25 inches
Main Gear Strut Pressure 200 ± 20 psi

Main Gear Strut Visible Extension
(Under Static Load) (4) 2.6 ± .25 inches
(4) Static Load is the empty weight of the aircraft plus full fuel and oil.
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2. Station Reference Lines

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.
Station Reference Lines

Figure 2
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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. “Access plates and panels” includes all forms of covers,
cowlings, fairings, plates, panels, tips, etc. identified in Figure 3 which may be removed for access to any
component or space.. To enter the aft section of the fuselage, remove the rear trim panel.
All access plates and panels should be inspected for damage or excessive wear, including all mounting
holes, each time they are removed. If damage or excessive wear is detected, installation of a new access
plate or panel is recommended.
PAGE 6
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Access Plates and Panels

Figure 3 (Sheet 1 of 2)
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Access Plates and Panels

PAGE 8
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CHAPTER
7
LIFTING
AND SHORING
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Chapter 7 - Lifting and Shoring
TABLE OF CONTENTS
Jacking 7-00-00 1
Jacking 1

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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 600 pounds ballast to tail skid (See Figure 1).
CAUTION: PULL THE emergency gear extension KNOB FULL OUT FROM THE
INSTRUMENT PANEL, IF THE HYDRAULIC SYSTEM WILL BE SERVICED. (SEE
CHAPTERS 29-10-00 AND 32-30-00)
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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Chapter 8 - Leveling and Weighing
TABLE OF CONTENTS
Weighing 8-10-00 1
Leveling 8-20-00 1

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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. (Refer to 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.
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.
Towing 9-10-00 1
Taxiing 9-20-00 1

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Towing
Before towing airplane, ground personnel must be informed by a qualified pilot or other qualified
personnel about tow turning limits of nose gear and any other system functions required to properly and
safely move the airplane.
CAUTION: Do not turn the nose gear beyond the marked steering radius limits,
When towing with power equipment. exceeding the nose gear steering
limits, in either direction, will damage the nose gear and steering
mechanism.
CAUTION: do not Push on the trailing edge of the ailerons (or any other flight
control surface), when moving the airplane forward by hand. this
can change the flight control surface contour, 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: WHEN TAXIING ON UNEVEN GROUND, AVOID HOLES AND RUTS.
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
10PARKING
AND MOORING
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Chapter 10 - Parking and Mooring
TABLE OF CONTENTS
Parking 10-10-00 1
Parking 1
Locking Airplane 1
Mooring 10-20-00 1

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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 passenger/crew door and the baggage compartment door (both on the right side of the aircraft) are
provided with a key lock on the outside. All doors use the same 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
11PLACARDS
AND MARKINGS
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CHAPTER 11
CHAPTER CHAPTER


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Chapter 11 - Placards and Markings
TABLE OF CONTENTS
General 11-00-00 1
Decals 1
Placards, Nameplates, and Decals 2
Self-Adhesive Installation 2
Application of Edge Sealer (Decals only) 2
Meyercord / Ink Transfers (Decals) 3
Exterior Placards and Markings 11-20-00 1

Interior Placards 11-30-00 1

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General
1. Decals
NOTE: See also, Placards, Nameplates, and Decals, below.
For proper adhesion of decals, all surfaces must be clean and free of wax, oil, etc. Porous surfaces must
be sealed. Sand and clean rough surfaces to remove any residue.
A. Paper Decals
(1) Installation
Soak paper decals in water 1 to 3 minutes. Place one decal edge on receiving surface and slide
decal off of paper backing. Blot water around decal with a soft absorbent cloth. Remove bubbles
trapped beneath decal by wiping carefully towards nearest edge with a cloth. Coat decal with clear
varnish to protect from deterioration and peeling.
(2) Removal
Remove paper decals by rubbing with cloth dampened with lacquer thinner. Use lacquer thinner
sparingly if decals are applied over painted or doped surfaces.
B. Vinyl Film Decals
(1) Installation
Separate paper backing from vinyl film. Remove paper adhering to film by rubbing with a clean
water saturated cloth or a piece of masking tape. Apply cyclohexanone or equivalent, to adhesive
side of film. Position and apply decal while adhesive is still tacky. Work a roller across decal until all
air bubbles are removed.
(2) Removal
To remove a vinyl decal, place cloth saturated with cyclohexanone or methyl ethyl ketone on
decal. Scrape with micarta scraper. Remove remaining adhesive with cloth dampened with dry
cleaning solvent.
C. Metal Decals
(1) Installation
(a) Cellophane backed.
1) Immerse in water 1 to 3 minutes.
2) Remove and dry.
3) Remove cellophane backing.
4) Position on receiving surface. (For large foil decals, position center or receiving surface
and work outward from center.)
5) Roll with rubber roller and press all edges firmly.
(b) Paper backed.
1) Peel backing from decal.
2) Apply light coat of cyclohexanone.
3) Position and smooth per steps 4 and 5 of cellophane backed decals.
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(c) Metal decals with no adhesive.

1) Apply cement MIL-A-5092 to decal and receiving surface.
2) Allow cement to dry until tacky.
3) Apply and smooth down decal.
4) Remove excess adhesive with aliphatic naphtha.
(2) Removal
To remove metal decals, moisten decal edge with aliphatic naphtha and peel off decal.
2. Placards, Nameplates, and Decals
(PIR-PPS65103, Rev. J.)
A. Self-Adhesive Installation
NOTE: For proper adhesion of decals, apply when the temperature is between 55° and 90° F.
(1) Wipe the area where the item is to be installed, using a clean cloth soaked with isopropyl alcohol.
Dry with a clean, dry cloth.
NOTE: Dry the area before the alcohol evaporates, to avoid discoloration and deposits at the
edges of the wetted area.
(2) Lift a corner or an edge of backing from the item, without touching the adhesive.
(3) Position as specified by the applicable figure in 11-20-00 or 11-30-00 and secure a free corner
or edge.
(4) Using a squeegee or equivalent item to hold the item to the panel, draw the rest of the backing
from the item.
(5) Press the item in place with the squeegee by wiping across it from end to end, around edges and
corners, and into recessess using firm, deliberate strokes and heavy pressure.
(6) Remove the premask from face of item by using an eraser or finger nail to lift a corner. Then peel
back as parallel to the item as possible.
NOTE: Any attempt to squeegee the item after the premask is removed will cause shiny marks,
blemishing the item’s background.
(7) If any portion of the item tends to lift off, remove and discard it. Repeat this procedure to install
a replacement item.
B. Application of Edge Sealer (Decals only)
Decals intended for use in harsh environments have an overlay film applied during manufacturing.
This overlay film typically extends 0.25 inch around the perimeter of the decal. If any of the overlay
film is cut or otherwise damaged during installation, then an additional sealer must be applied along
all edges of the decal. 3M 3950 Edge Sealer (P/N 279-474) is an acceptable sealer to be used in this
application. Apply Edge Sealer as follows:
(1) Apply edge sealer to the edges of the decal by straddling the decal and the aircraft structure with
a ¼-inch brush or dauber.
(2) Wipe this interface in a smooth continuous motion to provide a fillet-type seal that extends onto
the decal and aircraft structure by aprroximately 0.1 inch.
(3) Ensure that the entire edge is sealed without gaps or air bubbles.
(4) Touch up as required with additional brush coats of edge sealer within 2 hours.
(5) Wipe all excess sealer with a dry wiper.
(6) Air dry or apply heat (up to 250˚F) to achieve a tack-free condition of the edge sealer.
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C. Without Adhesive - Installation with Tape

(PIR-PPS-50085, Rev. B.)
To bond to the aircraft any placards, etc., that do not have an adhesive backing, use 3M™ VHB™
pressure sensitive acrylic foam tape, as follows.
(1) Confirm the correct location to adhere the double-sided tape. Place location marks (using
masking tape) on the aircraft surface to precisely position the tape.
(2) Clean the surface using acetone or a 50:50 mixture of isopropyl alcohol and water. Wipe the
area dry with a clean, lint-free, dry cloth.
(3) Wipe both faying surfaces with a brush or swab saturated with 3M Tape Primer 94 (P/N 279-127,
one quart). Use the minimum amount of primer that will coat the desired surface areas. Allow
10 minutes for it to dry.
Note: Use a minimum coating of the tape primer. More is not better.
CAUTION: The adhesion of the tape is almost immediate, so use extreme

care and apply very little contact pressure. Avoid the need to
reposition the tape.
(4) Handle the double-sided acrylic foam tape by its edges only; carefully position the tape using
the location marks. Adhesion is almost immediate, so use extreme care and as little contact
pressure as possible. Avoid the need to reposition the tape, but if necessary, move the tape
immediately and cautiously.
(5) When the placement of the tape is completed, use a roller, squeegee, or other smoothing tool
to apply even pressure against the tape. Pay close attention to the tape edges.
CAUTION: Do not try to reposition the tape after using smoothing tool.
Do not pull on the tape or attempt to lift or peel its edges.
(6) Keep the outward liner intact on the tape and position the item to be bonded with the tape over
the location. Remove the tape liner using the pull tabs, folding them back at an approximately
45-degree angle from under the item, exposing the tape to the item.
(7) Once bonded, if there is some bowing or deformation of the adhered item, apply pressure not
exceeding 5 psi with a shot bag (approximately 6 inches wide, 36 lbs per foot is only 1 psi) for
30 minutes.
3. Meyercord / Ink Transfers (Decals)
(PIR-PPS65104, Rev. J.)
Transfers (decals) installed on the instrument panel are Meyercord / Ink type. The following procedures
should be followed in the event one or more of these transfers (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: Butyl Glycol Ether/Isopropyl Alcohol Solvent Solution 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 Butyl Glycol
Ether/Isopropyl Alcohol Solvent Solution to remove placard to be replaced.
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B. Installation
(1) If required, clean surface to receive transfer (decal) using alcohol. Newly painted surfaces need
no preparation.
(2) Mix a solution consisting of six (6) parts water and one (1) part Butyl Glycol Ether/Isopropyl
Alcohol Solvent Solution (P/N 179-497).
(3) Submerge decal in the mixed Butyl Glycol Ether/Isopropyl Alcohol Solvent Solution for
approximately 3 to 5 seconds.
(4) Remove transfer (decal) from mixed solvent 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 transfer (decal) with
a damp cloth to remove excess solvent residue.
(8) Allow the transfer (decal) to dry thoroughly, (tack free in 2 hours at room temp) before handling.
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MAINTENANCE MANUAL
Exterior Placards and Markings
The aircraft dataplate (“Figure 1”, Item 4) is located on the bottom of the fuselage at F.S. 235.125. The
dataplate 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.
11201 11-20-00 PAGE 1

Nov 5/07
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
86725 BO
VIEW OF PLACARD AREA

VIEW OF PLACARD AREA END OF SKIN
OVERLAP
1
AFT
FWD
INBD
INBD
9(2)
HANDLE HERE
.3
2.5
11
3
18 2 2 18
20
6 8 6
5
7 10
9(1)
12
16
13, 14, 15 4
19
17
1. PLACARD - ELT LOCATION 10. DECAL - LEVEL POINT

2. DECAL - NO STEP 11. PLACARD - FUEL DRAINS
3. PLACARD - FLAP WARNING 12. DECAL - DO NOT PUSH (BOTH SIDES)
4. PLATE - AIRCRAFT DATA 13. PLACARD - OLEO SERVICE INSTRUCTIONS
5. PLACARD - DOOR RELEASE 14. PLACARD - TURN LIMIT
6. DECAL - AVGAS 15. PLACARD - TURN LIMIT CENTER MARK
7. PLACARD - OIL SPEC (INSIDE OIL DOOR) 16. STENCIL - AIRPLANE MODEL NAME
8. PLACARD - DOOR OPEN 17. PLACARD - OLEO SERVICE INSTRUCTIONS
9. PLACARD - EXTERNAL POWER (BOTH LEFT AND RIGHT STRUTS)
18. PLACARD - HANDLE HERE
19. PLACARD - PIPER LOGO (WITHIN AREA SHOWN)
20. PLACARD - MAGNETOMETER INFORMATION
(1) S/N’s 4496001–4496338, less 4496331 (BELOW WING LOOKING UP)
(2) S/N’s 4496331, 4496339 and up
Exterior Placards and Markings

Figure 1
PAGE 2
Oct 5/16 11-20-00 11202
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Interior Placards
86725 BB
14
12, 15
1
2 4,
3 5,
20 6, 7
10, 11 16, 17
13
18, 19 8
13
12, 15
2
3 1
1. PLACARD - HYDRAULIC FLUID SPECIFICATION 11. PLACARD - LATCH

2. PLACARD - SOFT WEAR 12. PLACARD - CABIN AIR - PULL OFF
3. PLACARD - BAGGAGE LIMITATIONS 13. PLACARD - COMPASS CAUTION
4. PLACARD - FUEL SELECTOR 14. PLACARD - STABILATOR BALANCE WEIGHT
5. PLACARD - RUDDER TRIM (ALLOWABLE ON EITHER SIDE OF WEIGHT)
6. PLACARD - FLAPS 15. PLACARD - DOME LIGHT MAXIMUM
7. PLACARD - STABILATOR TRIM 16. PLACARD - STORM WINDOW
8. PLACARD - COWL FLAPS 17. PLACARD - OPERATING LIMITATIONS, ETC.
9. PLACARD - EMERGENCY EXIT 18. PLACARD - FLUID LEVEL
10. PLACARD - OPEN 19. PLACARD - BRAKE RESERVOIR
20. PLACARD - DOOR OPEN - LOCK
Interior Placards
Figure 1
11301 11-30-00 PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
86725 BC
106646 A
2 29 3
4
1
24
5
6
7
8
9
21
PHONE PHONE
21
MIKE MIKE
22
22
10
20 19 18 17 16 15 14 13 12 11
L NON R Gear Hyd Pump

L Alt L Eng L Fuel R Alt R Eng R Fuel Fuel Start Elec
ALT BAT ESS ALT Field GRP Pump Field GRP Pump Qty & Acc Tach Ind Warn Cont Pwr 26
25 Lights Lights
Turn & Stall Annun Pitot
Bank Detect Pnl Pnl Sw Nav Anti-Coll Ldg Heat Std-By Recog
Htr Blwr 27
MAIN AVI 1 AVI 2 MAIN
BUS BUS BUS BUS
Pitch Auto Audio Comm Trans- Avi Comm ADF Mkr AP
Trim Pilot Comp Select
GPS
Nav 1 ponder Bustie Nav 2 Bcn Alert
DME 28
1. PLACARD - AIR SPEEDS 16. PLACARD - SWITCH AND PANEL LIGHTS

2. PLACARD - PRESS TO TEST 17. PLACARD - PARK BRAKE
3. PLACARD - MAINTENANCE 18. PLACARD - REGISTRATION NUMBER
4. PLACARD - WINTERIZATION KIT 19. PLACARD - PRIMER
5. PLACARD - FLIGHT OPERATIONS (HEATER) 20. PLACARD - ALTERNATE STATIC
6. PLACARD - CLOSED - OPEN 21. PLACARD - PHONE
7. PLACARD - WARMER (HEATER) 22. PLACARD - MIKE
8. PLACARD - AIR TEMPERATURE (DEFROST) 23. NOT USED
9. PLACARD - OFF - ON DEFROST 24. PLACARD - ELT WARNING
10. PLACARD - HEATER (NOT REQUIRED IN S/N’S 4496262 AND UP)
11. PLACARD - CARBURETOR HEAT 25. PLACARD - CIRCUIT BREAKER (Typical)
12. PLACARD - ENGINE CONTROL COVER 26. PLACARD - CIRCUIT BREAKER (Typical)
13. PLACARD - GEAR SWITCH 27. PLACARD - CIRCUIT BREAKER (Typical)
14. PLACARD - EMERGENCY GEAR RELEASE 28. PLACARD - CIRCUIT BREAKER (Typical)
15. PLACARD - EMERG. GEAR RELEASE KNOB 29. PLACARD - NO SMOKING
Instrument Panel Placards

PAGE 2
Oct 5/16 11-30-00 11302
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
86725 BD
106646 A
N
O
S
M
O
K
4 5 33 I
6
N
G 35
7
3 8
2 HOBBS
1 AIRSPEED
HOBBS
9
ELT
34
36 ATTITUDE
10
11
12
14
ALTIMETER
13
15
16
17
20 18
20
21 19
21
32 28 22
31 29
30 27
23 24
26 25
1. PLACARD - AIR SPEED 19. PLACARD - CIRCUIT BREAKER

2. PLACARD - PUSH ON - OFF 20. PLACARD - PHONE
3. PLACARD - ELEVATOR TRIM 21. PLACARD - MIC
4. PLACARD - REGISTRATION 22. PLACARD - CIRCUIT BREAKER
5. PLACARD - NIGHT - DAY 23. PLACARD - DIMMING
6. PLACARD - PRESS TO TEST 24. PLACARD - ENGINE CONTROL COVER
7. PLACARD - MAINTENANCE HOBBS 25. PLACARD - CARBURETOR HEAT
8. PLACARD - WINTERIZATION KIT 26. PLACARD - GEAR SELECTOR
9. PLACARD - FLIGHT HOBBS 27. PLACARD - EMERGENCY GEAR EXTEND
10. PLACARD - HEATER 28. PLACARD - EMERGENCY GEAR RELEASE
11. PLACARD - AIR INTAKE SELECTOR 29. PLACARD - PARK BRAKE
12. PLACARD - TEMPERATURE 30. PLACARD - PRIMER SWITCH
13. PLACARD - DEFROST SELECTOR 31. PLACARD - ALTERNATE STATIC SOURCE
14. PLACARD - TEMPERATURE DEFROST 32. PLACARD - PRIMER SWITCH
15. PLACARD - CIRCUIT BREAKER 33. PLACARD - NO SMOKING
16. PLACARD - CIRCUIT BREAKER 34. PLACARD - ELT WARNING
17. PLACARD - CIRCUIT BREAKER (NOT REQUIRED IN S/N’S 4496242 AND UP)
18. PLACARD - CIRCUIT BREAKER 35. PLACARD - STORMSCOPE (OPTIONAL)
36. PLACARD - ATTITUDE INDICATOR
Effectivity
4496174; 4496224
Instrument Panel Placards thru 4496283,
Figure 2 (Sheet 2 of 5) with Avidyne Entegra
11303 11-30-00 PAGE 3

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
86725 BC
G500-44000 A
2 3
26 25 24 4
1
(GDU 620)
5
6
7
8
9
21 5
TURN &
BANK
PHONE PHONE
21
3
322
PITCH AUTO
TRIM PILOT
2 5
335 336
MIKE MIKE 22
22
10
23
20 19 18 17 16 15 14 13 12 11
1. PLACARD - AIR SPEEDS 14. PLACARD - EMERGENCY GEAR RELEASE

2. PLACARD - PRESS TO TEST 15. PLACARD - EMERG. GEAR RELEASE KNOB
3. PLACARD - MAINTENANCE 16. PLACARD - SWITCH AND PANEL LIGHTS
4. PLACARD - WINTERIZATION KIT 17. PLACARD - PARK BRAKE
5. PLACARD - FLIGHT OPERATIONS (HEATER) 18. PLACARD - REGISTRATION NUMBER
6. PLACARD - CLOSED - OPEN 19. PLACARD - PRIMER
7. PLACARD - WARMER (HEATER) 20. PLACARD - ALTERNATE STATIC
8. PLACARD - AIR TEMPERATURE (DEFROST) 21. PLACARD - PHONE
9. PLACARD - OFF - ON DEFROST 22. PLACARD - MIKE
10. PLACARD - HEATER 23. PLACARDS - CIRCUIT BREAKER (Various)
11. PLACARD - CARBURETOR HEAT 24. PLACARD - NO SMOKING
12. PLACARD - ENGINE CONTROL COVER 25. PLACARD - ELEV. TRIM
13. PLACARD - GEAR SWITCH 26. PLACARD - PUSH ON/OFF
Effectivity Instrument Panel Placards

with Garmin G500 Figure 2 (Sheet 3 of 5)
PAGE 4
Oct 5/16 11-30-00 11304
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
86725 BO
107720 C
107742 C
N
O
S
M
O
K
4 5 I
N
G 6
7
3
2
1 8
9
10
11
12
13
EMERGENCY
GEAR
EXTENSION
14
PULL TO RELEASE UP 109
14
SEE A.F.M. KIAS MAX
BEFORE
RE-ENGAGEMENT GEAR
DOWN 140
KIAS MAX
ALTERNATE STATIC SOURCE - PULL AFT TO OPEN
15 15
ALL CABIN VENTS AND STORM WINDOW MUST BE CLOSED. HEATER
AND DEFROSTER MUST BE ON. OPEN FOR STATIC SYSTEM DRAIN
20
22 19
23 21
17 16
18
1. TRANSFER - AIR SPEED 12. DECAL - TEMPERATURE

2. PLACARD - PUSH ON - OFF (OPTION) 13. DECAL - DEFROST SELECTOR
3. PLACARD - ELEVATOR TRIM (OPTION) 14. DECAL - PHONE
4. PLATE - REGISTRATION 15. DECAL - MIC
5. DECAL - NO SMOKING 16. PLACARD - LUM - CIRCUIT BREAKERS
6. DECAL - WINTERIZATION KIT 17. PLACARD - ENGINE CONTROL COVER
7. DECAL - HEATER OPERATION 18. PLACARD - CARBURETOR HEAT
8. DECAL - FLIGHT HOBBS 19. LED PLACARD - GEAR LIMITS
9. PLACARD - HEATER 20. LED PLACARD - EMERGENCY GEAR EXTENSION
10. DECAL - AIR INTAKE / TEMP / DEF 21. TRANSFER - DIMMING
11. DECAL - AIR INTAKE SELECTOR 22. PLACARD - PARK BRAKE
23. LED PLACARD - ALTERNATE STATIC SOURCE
Effectivity
with Garmin G1000
Instrument Panel Placards 4496331, 4496339
Figure 2 (Sheet 4 of 5) thru 4496394
11305 11-30-00 PAGE 5

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
86725 BS
108024 A
2
3
1 4 5
24 6
23 7
22 8
BILLING
XXXXXX
9
10
11
12
13
14 14
15 15
13 21 20 19 18 17 16
1. PLATE - REGISTRATION 13. TRANSFER - USB

2. TRIM - WINDSHIELD 14. TRANSFER - PHONE
3. DECAL - NO SMOKING 15. TRANSFER - MIC
4. TRANSFER - WINTERIZATION KIT 16. PLACARD - LUM - CIRCUIT BREAKERS
5. TRANSFER - HEATER OPERATION 17. PLACARD - DIMMING
6. TRANSFER - BILLING 18. PLACARD - GEAR
7. TRANSFER - MAINTENANCE OR FLIGHT 19. TRANSFER - EMERGENCY GEAR RELEASE
8. TRANSFER - HEATER 20. DECAL - PARK BRAKE
9. TRANSFER - AIR INTAKE SELECTOR 21. PLACARD - ALTERNATE STATIC
10. TRANSFER - TEMPERATURE 22. TRANSFER - AIR SPEED
11. TRANSFER - DEFROST SELECTOR 23. PLACARD - PUSH ON - OFF (OPTION)
12. TRANSFER - AIR INTAKE / TEMP / DEF 24. PLACARD - ELEVATOR TRIM
25. PANEL ASSEMBLY - OVERHEAD
26. DECAL - DOME LIGHT
25
26
VIEW - LOOKING UP
Effectivity
with Garmin G1000 Instrument Panel Placards
4496395, 4496397 and up Figure 2 (Sheet 5 of 5)
PAGE 6
Oct 5/16 11-30-00 11306
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
12
Servicing
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
12-ii
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 12
CHAPTER CHAPTER
12-List of 1 Oct 5/16 12-20-00 1 Oct 5/16

3 Oct 5/16
2 Oct 5/16 5 Oct 5/16
6 Oct 5/16
12-00-00 1 Oct 5/16 7 Oct 5/16
2 Oct 5/16 8 Oct 5/16
3 Oct 5/16 9 Oct 5/16
4 Oct 5/16 10 Oct 5/16
11 Oct 5/16
12-10-00 1 Oct 5/16 12 Oct 5/16
2 Oct 5/16 14 Oct 5/16
3 Oct 5/16 15 Oct 5/16
4 Oct 5/16 16 Oct 5/16
5 Oct 5/16 17 Oct 5/16
6 Oct 5/16 18 Oct 5/16
7 Oct 5/16 19 Oct 5/16
8 Oct 5/16 20 Oct 5/16
9 Oct 5/16 21 Oct 5/16
10 Oct 5/16 21 Oct 5/16

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 2
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chapter 12 - Servicing
TABLE OF CONTENTS
General 12-00-00 1
Aircraft Finish Care 1
Axalta Imron 6000 Paint System 1
Cleaning 2
Cleaning 2
Exterior Surfaces 2
Engine Compartment 2
Landing Gear 3
Windshield and Windows 3
Interior 4
Carpets 4
Replenishing 12-10-00 1
Fuel System 1
Fuel Filter 1
Fuel Tanks 2
Filling 2
Water Contamination 2
Draining Moisture 2
Draining Entirely 3
Flushing Tanks and Selector Valves 3
Engine Lubrication 3
Oil Sump 4
Draining 4
Filling 4
Oil Screen (Suction) 4
Recommendations for Changing Oil 4
Oil Filter 5
Landing Gear 5
Oleo Struts 5
Servicing Oleo Struts 5
Filling Nose Gear Oleo Strut 6
Filling Main Gear Oleo Strut 7
Inflating Oleo Struts 8
Brake System 8
Filling Brake Cylinder Reservoir 8
Draining Brake System 8
Tires 9
Hydraulic Pump / Reservoir 10
Battery 10

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 12 - Servicing
TABLE OF CONTENTS (continued)
Scheduled Servicing 12-20-00 1

Induction Air Filter 1
Alternate Air Door 1
Propellers 1
Tire Balance 2
Tire Balancer 2
Procedure 2
Steering Bungee 4
Hydraulic System 4
Electrical System 4
Lubrication 5
Precautions 5
Application of Grease 5
Application of Oil 5
Lubrication Charts 6
PAGE 2
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
General
This chapter covers all routine servicing of airplane, scheduled and non-scheduled, including
replenishment of fuel, oil, brake fluid, tire pressure, lubrication requirements, servicing of oleo struts with
air and oil, etc. Pay special attention to all WARNINGS and CAUTIONS.
1. Aircraft Finish Care
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.
A. Axalta Imron 6000 Paint System
CAUTION: Failure to observe the proper “finish care” guidelines may result
in damage or loss of shine of the aircraft paint. Improper care may
also void the warranty regarding the aircraft finish.
Piper aircraft delivered in 1999 and later (i.e., Seminole S/N 4496024 and up) use the new Axalta
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!
(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, Piper aircraft using the new Axalta paint system need special attention in the early
days of ownership.
12001 12-00-00 PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
B. Cleaning
caution: if paint is less than six months, see “Axalta 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. Exterior Surfaces
See “Aircraft Finish Care,” above, and “Windshield and Windows,” below.
B. 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.
(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.
PAGE 2
Oct 5/16 12-00-00 12002
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C. Landing Gear
(1) Struts and Torque Links
Before cleaning the landing gear struts and torque links, place a plastic cover or similar material
over the wheel and brake assembly.
(a) Place a pan under the gear to catch waste.
(b) Spray (low pressure only) or brush the gear area with solvent or a mixture of solvent and
degreaser.
(c) Allow the solvent to remain on the gear for five to ten minutes. Rinse gear with additional
solvent and allow to dry.
(d) Remove cover from wheel and remove the catch pan.
(e) Lubricate gear per Lubrication Chart, 12-20-00, if not proceeding to wheels and brakes,
below.
(2) Wheels and Brakes
CAUTION: DO NOT USE HIGH PRESSURE SPRAY WASH EQUIPMENT. ITS USE CAN
INJECT SOAP SOLUTION AND WATER INTO THE WHEEL BEARINGS AND
OTHER INTERNAL CAVITIES RESULTING IN CORROSION AND REDUCED
SERVICE LIFE.
(a) Hand wash wheels and brakes with a mild soap and water solution.
(b) Rinse with low-pressure spray.
(c) Lubricate gear per Lubrication Chart, 12-20-00, if not already done, above.
D. Windshield and Windows
WARNING: Do not use gasoline, alcohol, benzene, carbon tetrachloride,
thinner, acetone or window cleaning sprays.
(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.
(See 91-10-00, Consumable Materials and Vendor Contact Information.)
12003 12-00-00 PAGE 3

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
E. Interior
(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.
F. Carpets
Use a small whisk broom or vacuum to remove dirt. For soiled spots, use a non-inflammable dry-
cleaning fluid.
PAGE 4
Oct 5/16 12-00-00 12004
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Replenishing
1. Fuel System
A. Fuel Filter
At intervals of 100 hours or 90 days, whichever comes first, clean the fuel filters. Remove and clean
the filters in accordance with the instructions in 28-20-00. Inspection intervals of the various fuel
system components are in Chapter 5.
Service Points
Figure 1
12101 12-10-00 PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
B. Fuel Tanks
(1) Filling
The fuel tank of each wing is filled through a single filler located on top of the nacelle. Each
tank has a capacity of 55 U.S. gallons, giving a total capacity of 110 U.S. gallons. Observe all
required safety precautions for handling gasoline. Fill the tanks with fuel as specified on the
placard adjacent to the filler neck.
The aircraft is approved for operation with an anti-icing additive in the fuel. When an anti-icing
additive is used it must meet the specification MIL-I-27686, must be uniformly blended with the
fuel while refueling, must not exceed 0.15% by volume of the refueled quantity and to ensure its
effectiveness should be blended at not less than 0.10% by volume. One and one-half liquid oz’s.
per ten gallons of fuel would fall within this range. A blender supplied by the additive manufacturer
should be used. Except for the information contained in this section, the manufacturer’s mixing or
blending instructions should be carefully followed.
CAUTION: ENsure that the additive is directed into the flowing fuel
stream. Additive flow should start after and stop before fuel
flow. Do not permit concentrated additive to come into contact
with the aircraft painted surfaces or the interior surfaces of
the fuel tanks. Some fuels have anti-icing additives pre-blended
in the fuel at the refinery. No further blending should be
performed. Fuel additive must not be used as a substitute for
preflight draining of the fuel system drains.
(2) Water Contamination
Warning: pilots, owners, operators, maintenance, and service personnel
should assume some water exists in the fuel system.
Water may enter the fuel tank system via any penetration in the wing fuel tank and from moisture
condensation inside the tank. Water in the fuel may come out of solution, settle and make its way
to a drain location in the form of a blob, pea, or BB-shaped translucent mass found at the bottom
of the sampler cup. Water suspended in the fuel may lead to a cloudy or hazy appearance in
the sampler cup. Water may have dissolved in the fuel, but conditions have not yet occurred to
cause the water to come out of solution and perhaps adhere to the dry tank upper surface or
walls (similar to condensation).
See FAA Special Airworthiness Information Bulletin (SAIB) No. CE-12-06 for additional information.
(3) Draining Moisture
CAUTION: When draining any amount of fuel, insure that no fire hazard
exists before starting engine.
Note: There is no single point of drainage that can be used to check for all fuel system
contaminants simultaneously.
The fuel system should be drained daily prior to first flight and after refueling to avoid the
accumulation of water sediment. To facilitate draining the fuel system, fuel filters, lines and tanks of
moisture and foreign matter, drains are incorporated in the starboard fuselage at a point just aft of
the right flap trailing edge and just forward of the entrance step. Drain moisture per the following:
With the airplane in the normal ground attitude and starting at the highest drain location, check
all drain locations for contaminants before every flight, whether or not refueling has occurred.
Have fuel sample disposal provisions and proper lighting at your disposal to properly check for
fuel tank system contamination.
PAGE 2
Oct 5/16 12-10-00 12102
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(a) Drain at least one cup of fuel (using a clear sampler cup) from each drain location:
1) drain each tank through its individual quick drain located at the lower inboard rear
corner of the tank;
2) drain the fuel strainer as required to completely flush its contents in each of the fuel
selector positions. Drain the fuel strainer by opening the quick drain on the strainer.
(b) Check for water, clarity, cloudiness, haze, proper fuel type/grade (i.e.; 100LL is light blue in
tint, jet fuel is clear or yellowish), odor, or other contaminants.
(c) Allow time between fueling and draining. It takes time for any contaminates to settle to sump
area prior to draining tanks.
(d) If any contamination is detected in the fuel tank system, thoroughly drain all drain locations again.
(e) If contamination is observed, take further samples until the fuel appears clear, and gently
rock the airplane in both the roll and pitch axis to move any additional contaminants to the
drain points.
(f) Take repeated samples from all drain locations until all contamination has been removed.
(g) If contaminants are still present, do not fly the airplane. Have qualified maintenance
personnel drain and purge the fuel tank system. Remove all evidence of contamination prior
to further flight.
(4) 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 valves at the right hand side of the fuselage
or by siphoning (when draining fuel through the drain valves, the selector valves should be “ON”).
The remaining fuel in the lines may be drained through the fuel filters. Either wing may be drained
by closing the selector valve and then draining as desired.
C. Flushing Tanks and Selector Valves
(1) To flush the fuel tanks and selector valves, 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.
2. Engine Lubrication
CAUTION: Do not introduce any trade additive to the basic lubricant unless
recommended by the engine manufacturer In the latest REVISION OF
LYCOMING SERVICE BULLETIN NO. 446.
Note: Add one six-ounce can of LW-16702 to the engine oil every 50 hours or at each oil change in
accordance with the latest revision of Lycoming Service Bulletin No. 446.
The engine oil and full flow cartridge filter should be changed every 50 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 upper engine cowl and open the oil quick drain located on the underside
(inboard lower side) of the engine by placing a tube of the proper diameter on the quick drain and
pushing into drain. After completion of draining remove tube and check to make sure that quick
drain has properly sealed. It is recommended the engine be warmed to operating temperature to
insure complete draining of the old oil.
(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(s) of oil may be
found in 12-20-00, “Chart 7”; on the cowl panel access door of each engine; or in the appropriate
vendor publication. To service the engine with oil, open the quick release oil filler access door on
top of the cowl, and remove the oil filler cap.
(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
The engine manufacturer recommends that the oil and filter for engines equipped with full flow
oil filters be changed each 50 hours of engine operation or every four months, whichever comes
first. Always start and warm the engine to operating temperature before performing an oil change.
NOTE: Refer to the latest revision of Lycoming Service Instruction No. 1014 and Lycoming
Service Bulletin No. 480.
(a) For the first 50 hours of engine operation when new and following the replacement of one
or more cylinders, or until oil consumption has stabilized, use mineral oil that meets MIL-L-
6082 or SAEJ1966 in accordance with the latest revision of Lycoming Service Instruction
No. 1014 (see Lubrication Charts, 12-20-00).
(b) After the first 50 hours of engine operation when new and following the replacement of
one or more cylinders, or until oil consumption has stabilized, use ashless dispersant oil
that meets MIL-L-22851 or SAEJ1899 in accordance with the latest revision of Lycoming
Service Instruction No. 1014 (see Lubrication Charts, 12-20-00).
(c) 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.
(d) When changing from straight mineral oil to ashless dispersant oil, the following
precautionary steps should be taken:
1) Except when using LW-16702 (Lycoming Service Bulletin No. 446), do not add ashless
dispersant to straight mineral oil. 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.
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3) Check all oil screens for evidence of sludge or plugging and change oil every ten (10)
hours if sludge conditions are evident. Resume normal oil drain periods after sludge
conditions improve.
Note: Add one six-ounce can of LW-16702 to the engine oil every 50 hours or at
each oil change in accordance with the latest revision of Lycoming Service
Bulletin No. 446.
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 15 to 18 foot-pounds of torque.
Lockwire the bolt through the loops on the side of the housing to the drilled head of the
thermostatic valve. Be sure the lockwire is replaced at both the attaching bolt head and the
thermostatic oil cooler bypass valve. Use MS-20995-C41 safety wire.
3. Landing Gear
(PIR-PPS50045, Rev. K.)
The landing gear consists of oleo strut assemblies, tires and brakes. 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. Oleo Struts
(1) Servicing Oleo Struts
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.
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 2.70 ± 0.25 inches of piston tube exposed, while the main
gear struts require approximately 2.60 ± 0.25 inches of tube exposure.
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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.
Note: Normal Static load is the empty weight of the airplane plus full fuel and oil.
(2) Filling Nose Gear Oleo Strut
To fill the nose gear oleo strut with hydraulic fluid (MIL-PRF-5606), whether it be only the addition
of a small amount or if the unit has been completely emptied and will require a large amount, it
should be filled as follows:
(a) Raise the airplane on jacks until the nose wheel is completely clear of the ground.
(Refer to 7-10-00.)
(b) Place a pan under the gear to catch spillage.
(c) If not previously accomplished, relieve air from the strut housing chamber by removing the
cap from the air valve and depressing the valve core.
(d) There are two methods by which the strut chamber may be filled as follows:
1) Method I:
a) Remove valve core from filler plug at the top of strut housing. Do not remove plug.
b) 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.
Note: An air tight connection is necessary between the plastic tube and the
valve stem. Without such a connection, a small amount of air will be
sucked into the oleo strut during each sequence, resulting in an inordinate
amount of air bubbles and prolonged filling operations.
c) 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.
d) When air bubbles cease to flow through hose, compress strut fully and remove
hose from the valve stem.
e) With strut compressed, remove filler plug to determine that the fluid level is visible
up to the bottom of filler plug hole.
Note: A completely empty strut will take 21 ±1 ounces of MIL-PRF-5606
hydraulic fluid.
f) 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 350 to 400 inch-pounds.
2) Method II:
a) Remove filler plug from top of strut housing.
b) Raise strut piston until fully compressed.
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c) Pour fluid from a clean container through filler opening until it reaches bottom of
filler plug hole.
d) Install filler plug finger tight. Extend and compress the strut two or three times to
remove any air that may be trapped in housing.
e) Remove filler plug. Raise strut to full compression and fill with fluid if needed.
Note: A completely empty strut will take 21 ±1 ounces of MIL-PRF-5606
hydraulic fluid.
f) Apply an appropriate thread lubricant threads of filler plug and install filler plug in
the top of strut housing. Torque plug to 350 to 400 inch-pounds.
(e) 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.
(f) Clean off overflow of fluid, and inflate strut as described in Inflating Oleo Struts, below.
(g) Check that fluid is not leaking from around strut piston at bottom of housing.
(h) With the aircraft off the jacks, and the weight on the gear, visible strut extension should be
as stated above under servicing.
(3) Filling Main Gear Oleo Strut
Fill partly full or completely emptied main gear oleo strut with MIL-PRF-5606 fluid as follows:
(a) Raise the airplane on jacks until the main wheel is off the ground.
(b) Place a pan under the gear to catch spillage.
(c) If not previously accomplished, release air from strut housing chamber by removing cap
from air valve and depressing valve core.
(d) Fill the main gear housing by one or two methods which are as follows:
1) Method I:
a) Remove valve core from filler plug at top of strut housing. Do not remove plug.
b) 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.
Note: An air tight connection is necessary between the plastic tube and the
valve stem. Without such a connection, a small amount of air will be
sucked into the oleo strut during each sequence, resulting in an inordinate
amount of air bubbles and prolongs filling operation.
c) 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.
d) When air bubbles cease to flow through hose, compress strut fully and remove
hose from valve stem.
e) With strut fully compressed, remove filler plug to determine that fluid level is visible
up to bottom of filler plug hole.
f) 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 350 to 400 inch-pounds.
2) Method II:
a) Remove the filler plug from the top of the strut housing.
b) Raise the strut to full compression.
c) Pour fluid from a clean container through the filler opening until it is visible at the
top of the strut chamber.
d) 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.
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e) Raise the strut to full compression and if needed, fill with fluid to the bottom of the
filler plug.
f) Apply thread lubricant (MIL-PRF-907) to the threads of the filler plug. Reinstall the
filler plug and torque to 350 to 400 inch-pounds.
(e) With airplane still on jacks, compress and extend gear strut several times to ascertain that
the strut operates freely. The weight of gear fork and wheel should extend strut.
(f) Clean off overflow of fluid and inflate strut as described in Inflating Oleo Struts.
(g) Check that fluid is not leaking around the strut piston at the bottom of the housing.
(h) With the aircraft off the jacks, and the weight on the main gear, visible strut extension
should be as stated above under Servicing.
(4) Inflating Oleo Struts
(a) Airplane on jacks.
With the airplane on jacks (see 7-10-00), ensure that the torque links are properly connected
and that the struts are filled with fluid (see Filling, above) and fully extended. Add air to the
following pressures:
1) Nose Gear: 125 psi ± 12.5 psi
2) Main Gear: 200 psi ± 20 psi
(b) Airplane on ground.
Make certain that each oleo strut has sufficient fluid and that its torque link is properly
connected. Attach a strut pump to air valve and inflate each oleo strut to proper visible
piston extension as specified under Servicing, above.
When measuring extension, 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.
B. 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.
(1) Filling Brake Cylinder Reservoir
The brake cylinder reservoir is located on the upper right hand side of the bulkhead in the nose
compartment. It should be checked at every 50 hour inspection and replenished as necessary.
Fill with MIL-PRF-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.
(2) Draining Brake System
(a) Connect a hose to bleeder fitting on the bottom of the cylinder.
(b) Place other end of hose in a suitable container.
(c) Open bleeder fitting and slowly pump hand brake lever and appropriate brake pedal until
fluid ceases to flow.
(d) Clean brake system by flushing with denatured alcohol.
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C. Tires
Discounting tire growth after initial inflation, once the tire has been inflated, the maximum permissible
pressure drop is 5% in any 24 hour period. When the loss rate exceeds 5% in 24 hours, check tires
for damage.
Some aircraft tires are designed to permit air or nitrogen that is trapped in the cords or that diffuses
through the liner or tube to escape through special sidewall vents. This venting prevents pressure
build-up within the cord body which might cause tread, sidewall or ply separation. Tires requiring
lower sidewall vents will have either a green or white paint dot applied to the area of each vent hole.
Tires not needing lower sidewall vents will have no color dot in this zone.
When water or a soap solution is brushed over the outside of a vented 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 vented tire is inflated, there will be some diffusion from the vents. 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.
However, as stated above, any drop in pressure exceeding 5% in any 24 hour period is not acceptable.
(1) Several basic characteristics of aircraft tires may be mistaken for problems:
(a) 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.
(b) Make sure that initial inflation is to recommended operating pressure to ensure full tire
growth.
(c) It is normal for tires to show a small amount of pressure leakage throughout the life of the
tires.
(2) Maintain tires at pressure specified in 6-00-00, Chart 1. When checking tire pressure, examine
tires for wear, cuts, bruises, and slippage. Apply Age-Master #1 to tires to protect against
ozone attack and weathering as follows:
(a) Clean oil and grease from all tire surfaces.
(b) 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.
(c) Apply second coat per step (2); allow to dry for 20 - 30 minutes before handling.
(d) Remove agent on wheel assembly with cleaning solvent.
(e) Re-apply as conditions dictate.
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4. Hydraulic Pump / Reservoir

The fluid level of the reservoir of the combination pump and reservoir should be checked every 50 hours
by viewing the fluid through the filler plug hole in the hydraulic pump. Access to the pump is through the
panel at the rear of the baggage compartment. To check fluid level observe the fluid level on the dipstick.
Should fluid be below the hole or the recommended level on the stick, loosen the vent screw and add fluid
(See Note), MIL-PRF-5606, through the filler hole until full. Reinstall the filler plug.
Note: The filler plug is a combination vent screw/filler plug. To install, tighten to full tight and loosen
1 1/2 turns. These instructions are also placarded on the pump reservoir.
5. Battery
A. The battery is in the nose compartment and is accessed by opening the nose (pivots forward) and
removing the battery cover. Check battery for proper fluid level. Do not fill battery above the baffle
plates. Do not fill the battery with acid - use distilled water only. A hydrometer check will determine
the percent of charge in the battery.
B. Check for spilled electrolyte and corrosion at each 50 hour inspection or every 30 days, whichever
comes first. Should corrosion or spillage 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.
C. If the aircraft is equipped with Garmin G1000, S/N 4496331, 4496339 and up, the aircraft will have
two maintenance-free batteries:
(1) Main - Model RG24-15M
The main battery has a rated capacity of 13.6 ampere hours, 200 cold cranking amps and is
located in the nose of the aircraft, accessible by opening the hinged fiberglass nose which tips
forward.
(2) Emergency Battery - RG132
The emergency battery has a rated capacity of 6.0 ampere hours and is mounted under the
baggage compartment floor on the lefthand side of the fuselage, under a bolted cover panel.
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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. Induction Air Filter
Inspect induction air filter each 50 hours. Clean or replace if found to be dirty. Replace the filter after one
year, ten cleanings or 500 flight hours, whichever comes first. The induction air filter is located on the right
rear side of the engine compartment. and may be removed by the following procedure:
A. Removing
(1) Remove the upper engine cowling.
(2) Release the fasteners, remove filter cover as applicable.
(3) Remove the air filter.
B. Installation
(1) Position air filter in the box assembly.
(2) Secure air filter using cover plate.
(3) Install upper engine cowling.
C. Inspection
(1) When returning existing filter to service, rap gently on a hard flat surface to remove embedded
debris. Be careful not to damage sealing ends.
(2) Inspect filter housing for damage.
(3) The filter housing may be cleaned by wiping with a clean cloth soaked in a suitable quick-
drying solvent.
2. Alternate Air Door
The alternate air door is located in the bottom assembly of the carburetor air box to provide a source of
heated air to the carburetor should there be an icing condition. The following should be checked during
inspection:
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.
3. Propellers
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 in accordance with the Lubrication Chart.
Additional service information for the propeller may be found in Chapter 61.
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4. Tire Balance
Proper balancing is critical for the life of aircraft tires. If a new tire is balanced upon installation it will usually
remain balanced for the life of the tire without having any shimmy or flat spots.
A. Tire Balancer
An inexpensive balancing fixture that will balance almost any light aircraft tire can be made from the
materials shown in “Figure 1”.
(1) Chamfer top edges of -3 sides, leaving 1/16 inch flat on top of the inboard edge. Rivet -2 tee’s
to -3 sides using AN 470-AD5 rivets, with 2 inch spacing, and using AN 426-AD5 rivets ( 2
inch center to center ) to secure -2 tee’s to -1 base. If tee extrusion is unavailable, heavy angle
extrusion could be used. -3 sides must be vertical.
(2) The -4 axle must slide through the -8 pipe, the -5 nuts are made by reaming the existing threads
in the AN 365-624 nuts with an R drill, then tapping them with a 1/8-27 pipe tap.
(3) The -6 spacers were made from 1/2 inch aluminum tubing, the two lengths of spacers are
suitable for balancing most any aircraft wheel.
(4) The -7 bushings may be made from one inch phenolic or aluminum using a 1-1/2 inch hole saw
to cut out the smaller bushing and a 1-3/4 hole saw to cut out the larger. By inserting a 1/4 inch
long threaded bolt through the pilot hole and securing with a washer and nut, a drill press and file
may be used to make the off-set on the bushing. The turned-down part should just slide inside
the bearing race and then ream the pilot hole to slide over the -8 pipe threads.
(5) The -8 pipe was made from a piece of 1/8 inch black pipe and threaded with a 1/8-27 pipe die,
this will be thread 3 inches in from each end of the pipe.
B. Procedure
Balance tires as follows:
(1) Mount the tire and tube (if one is used) on the wheels, but do not install the securing bolts. Install
the wheel bearings in the wheels; then, using the -7 bushings, -6 spacers, and -5 nuts, install the
wheel/tire assembly on the -8 pipe. Secure the -5 nuts finger tight so that the wheel halves touch
each other.. Be sure the bolt holes are aligned. Insert the -4 axle through the -8 pipe and place
the wheel in the center of the balancer. Make sure the axle is only on the chamfered edges of
the balancer and that it is at 90° to the sides of the balancer.
(2) Release the tire. If it is out of balance it will rotate, coming to rest with the heaviest point on the
bottom. Tape a ounce patch across the top center of the tire. Rotate the tire 45° and release it
again. If the tire returns to the same position, add a 1 ounce patch and again rotate the tire and
release it. Continue this procedure until the tire is balanced.
(3) When balance is attained, put a chalk mark on the sidewall directly below the patch. Use one
mark for each half ounce of weight needed. Mark the valve stem location on the tire and the
opposite wheel half to assure reassembly in the same position. Remove the wheel from the
balance stand, break it down and clean the inside of the tire with toluol. Apply a coat of patch
cement to both the patch and the inside center of the tire in line with the chalk marks. When the
cement has dried, install the patches making certain they are on the centerline of the tire and
aligned with the chalk marks on the sidewall. Burnish the patches to remove trapped air, etc.
(4) When reassembling the wheel, powder the inside of the tire. Mount the tire on the valve side
of the wheel in the same position it was in when it was balanced. Install the other wheel half,
aligning the chalk marks. Install the bolts and tighten to required torque, then inflate the tire to
the pressure specified in 6-00-00, Chart 1, and recheck the balance. The wheel should not be
more than one ounce out of balance.
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Tire Balancer
Figure 1
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5. Steering Bungee
At the specified frequency according to the Lubrication Chart the steering bungee must be serviced as
follows:
A. Remove the tunnel cover located in the forward compartment.
B. Clamp the rudder pedals in the neutral position
C. Remove the nut, washers, and bolt that secures the steering bungee and the steering arm.
D. Disconnect the bungee from the idler arm by removing the nut, washer and bolt.
E. Remove the steering bungee from the aircraft.
F. Cut the safety wire from the bungee retainer.
G. Carefully remove the retainer and release the spring.
H. Apply Aero Lubriplate to the spring and mounting hardware as specified in the Lubrication Chart.
I. Compress the spring into the bungee tube and install the retainer securing with MIL-W-6713 Type
316 safety wire.
J. With the nose gear in the neutral position, install the steering bungee into position. The primary web
must be in the vertical position with the retaining clip facing down, safety wire on bottom side.
K. Install the bolt, washers and nut that secures the bungee to the steering arm.
L. Install the bolt, washer and nut that secures the bungee to the idler arm.
M. Align the nose gear per Alignment of Nose landing Gear.
N. Remove the rudder pedal clamps and check the operation of the steering bungee.
O. Install the tunnel cover in the forward compartment with the attachment hardware.
6. Hydraulic System
The hydraulic pump and landing gear actuating cylinders should be checked for leaks, tightness of line
fittings and general condition The cylinder rods are to be free of all dirt and grit. To clean the rods, use
an oil soaked rag and carefully wipe them. All the hydraulic lines should also be checked for leaks, kinks,
corrosion and attachment fittings for tightness and security. Maintenance procedures for the hydraulic
pump and lines are addressed in Chapter 29, while the actuating cylinders and free-fall valve are in
32-30-00.
7. Electrical System
Check the security of all electrical connections 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 Chapter 24 of this manual.
Servicing the electrical system includes replenishing the battery which is described in 12-10-00.
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8. Lubrication
Proper lubrication procedures are valuable both as a means of prolonging the service life of the airplane
and reducing the frequency of repairs. The periodic application of recommended lubricants to their relevant
bearing surfaces, together with cleanliness, ensures the maximum efficiency and utmost service life of all
moving parts. Instructions regarding the locations, time intervals, and types of lubricant used are found in
the Lubrication Charts. See also 91-10-00, Chart 10, Consumable Materials.
Note: If the airplane is inactive for long periods of time, lubricate in accordance with Lubrication Charts
at least every 90 days.
A. Precautions
To ensure the best possible results from the application of lubricants, observe the following precautions:
CAUTION: MIL-PRF-23827 AND MIL-PRF-81322, CONTAIN CHEMICALS WHICH MAY BE
HARMFUL TO PAINTED SURFACES.
CAUTION: DRY LUBRICANT (I.E. - PTFE BASED MS-122) WILL ATTACK ANY ACRYLIC BASED
PLASTIC (LUCITE), POLYCARBONATES (LEXAN), POLYSTYRENE AND ITS
COPOLYMERS (ABS), AND CELLULOSE ACETATE.
CAUTION: AFTER THOROUGHLY WASHING AIRPLANE, ENSURE LANDING GEAR,
FLIGHT CONTROLS, FLAP TRACKS, stabilator TRIM SCREW, AND ENGINE
COMPARTMENT ARE STILL PROPERLY LUBRICATED.
(1) Use recommended lubricants. Where general purpose lubricating oil is specified, but unavailable,
clean engine oil may be used.
(2) Check components to be lubricated for evidence of excessive wear and replace as required.
(3) Remove excess lubricant from components to prevent collecting dirt and sand in quantities
capable of causing excess wear or damage to bearing surfaces.
B. Application of Grease
Before using a grease gun, ensure that gun is filled with new, clean grease of the grade specified for
the particular application.
(1) Where a reservoir is not provided around a bearing, apply the lubricant sparingly and wipe off
any excess.
(2) Remove wheel bearings from the wheel hub and clean thoroughly with a suitable solvent. When
repacking with grease, be sure the lubricant enters the space between the rollers in the retainer
ring. Do not pack the grease into the wheel hub.
(3) Use extra care when greasing the constant speed propeller hub to avoid blowing the clamp
gaskets. Remove one grease fitting and apply grease to the other fitting until fresh grease
appears at the hole of the removed fitting.
C. Application of Oil
Whenever specific lubrication instructions for individual components are not available, observe the
following precautions:
(1) Apply oil sparingly, never more than enough to coat the bearing surfaces.
(2) Do not oil control cables.
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D. Lubrication Charts
(PIR-89152, Rev. C.)
The lubrication charts consist of individual illustrations for the various aircraft systems. Each
component to be lubricated is indicated by a number, the type of lubricant and the frequency of
application. Special instructions are listed in “Chart 2” before the lubrication charts.
Note: When the average ambient air temperature is approximately at the dividing line, use the lighter
oil.
While the specified lubricant should be used if available, lubricants listed in the Lubrication Charts
should all be considered “or equivalent.” Lubricant specifications become problematic over time.
Where a specific product is called out, that manufacturer may go out of business, may be sold, or
renamed. The named product may subsequently be no longer available, or renamed itself. Many
lubricant military specifications have been superceded over the last several years. Accordingly, a
cross-reference chart (“Chart 1”) is provided for lubricants where specification or product changes
have been identified.
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Lubricant Specification Cross-Reference
Old Spec / Product superceded by New Spec / Product Product Type
Lubriplate 907 Lubriplate Aero Grease, Lithium-base,
Multi-Purpose
MIL-A-907 MIL-PRF-907 (aka Kopr-Kote *) Anti-Seize Thread Compound,
High Temp.
(up to 566 Degrees C )
(up to 1050 Degrees F)
MIL-A-5092 MMM-A-1617 Adhesive, (Rubber Base)
General Purpose.
MIL-C-16173 MIL-PRF-16173 Corrosion Preventative
Compound, Solvent Cutback,
Cold Application.
MIL-DTL-27686 See MIL-I-27686 below.
MIL-G-3278 MIL-PRF-23827 Grease, Aircraft & Instrument,
(Mobil Grease 33) Gear and Actuator Screw.
MIL-G-3545 MIL-PRF-81322 Grease, Aircraft, General
Purpose, Wide Temp.
(-54 to 177 Degrees C)
(-65 to 350 Degrees F).
MIL-G-6032 SAE-AMS-G-6032 Grease, Plug Valve,
Gasoline & Oil Resistant.
MIL-G-7711 MIL-PRF-81322 See MIL-PRF-81322 above.
MIL-G-18709 DOD-G-24508 Grease, High Performance,
Multipurpose.
MIL-G-21164 MIL-G-21164 Grease, Molybdenum Disulfide,
for Low & High Temperatures
MIL-H-5606 MIL-PRF-5606 Hydraulic Fluid, Petroleum
Base, Aircraft, Missile, and
Ordnance.
MIL-I-27686 MIL-DTL-85470 Inhibitor, Icing, Fuel System,
High Flash, NATO Cold
Number S-1745.
MIL-L-6082 SAE J 1966 Oil, Lubricating, Aircraft Piston
Engine (Non-Dispersant
Mineral Oil).
MIL-L-7870 MIL-PRF-7870 Oil, Lubricating, General
Purpose Low Temp.
MIL-L-22851 SAE J 1899 Oil, Lubricating, Aircraft Piston
Engine (Ashless Dispersant).
MIL-L-25567 MIL-PRF-25567 Leak Detection Compound,
Oxygen Systems.
MIL-L-60326 MS-122AD * Dry-Lubricant.
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Lubricant Specification Cross-Reference
Old Spec / Product superceded by New Spec / Product Product Type
MIL-M-7866 SAE-AMS-M-7866 Molybdenum Disulfide,
Technical, Lubrication Grade.
MIL-S-11031 A-A-59293 Adhesive (Curing),
Sealing Compound
(Polysulfide Base).
MIL-S-22473 ASTM-D-5363 Adhesive, Anaerobic
Single-Component.
MIL-S-8660 SAE-AS-8660 Silicone Compound,
NATO S-736,
(-54 to 204 Degrees C)
(-65 to 400 Degrees F)
MIL-T-5544 SAE-AMS-2518 Thread Compound, Anti-Seize,
Graphite-Petrolatum
MIL-T-27730 A-A-58092 Tape, Anti-Seize,
Polytetrafluoroethylene
MS-122 * MS-122AD * Dry-Lubricant
MS-122-6075 * MS-122AD * Dry-Lubricant
Parker O-Ring Lube * Parker O-Lube * O-Ring Lubricant
Parker 6PB * or 6PB Parker * MIL-PRF-907 (aka Kopr-Kote *) See MIL-PRF-907 above.
TT-A-580 (JAN-A-669) TT-A-580 (TT-S-1732) Sealing Compound, Pipe Joint
and Thread, Lead Free,
General Purpose.
* Product Nomenclature
PAGE 8
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Chart 2
Special Instructions
1. Bearings and Bushings - Clean exterior with a quick drying solvent before lubricating.
2. Lubrication Points - Wipe all lubrication points clean of old grease, oil, dirt, etc., before lubricating.
3. Wheel Bearings - For nose and main wheels, see bearing installation procedure in
32-40-00, under Main Wheel Assembly, Assembly and Installation, for grease requirements and
packing instructions. Wheel bearings also require cleaning and repacking after exposure to any
abnormal quantity of water.
4. Oleo Struts, Hydraulic Pump Reservoir and Brake Reservoir - Fill per instructions on
unit or container, or refer to applicable chapter in this manual.
5. Door Seals - Apply release agent/dry lubricant to door seals at least once a month to improve
sealing characteristics and to prevent the seal from sticking.
6. CONTROL CABLES - Do not oil control cables. Grease control cables where they pass over a pulley or
through a fairlead.
7. Air Filter - To clean filter, tap gently to remove dirt particles 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.
8. Oil and Filter - Lycoming recommends changing the oil and filter every 50 hours or four months,
whichever comes first.
9. See the latest revision of lycoming service instruction no. 1014 For use of detergent oil.
10. O-Ring, Control Wheel Shaft Bushing - Disassemble the retainer plates and lubricate the
O-ring around the control wheel shaft bushing as required. Ensure thick retainer plate is reassembled
with slot up.
CAUTION: GREASE MUST BE APPLIED TO ALL BLADES OF A PROPELLER ASSEMBLY AT THE
TIME OF LUBRICATION.
11. Propeller - For each blade: remove the grease fitting nearest the trailing edge of the blade. Use a
piece of safety wire to loosen any blockage or hardened grease at the threaded holes where the grease
fitting was removed. Then, using a hand operated grease gun, apply grease through the remaining
fitting until fresh grease appears at hole of removed lube fitting in a steady flow or until a maximum of
one (1) fl. oz. (30 ml) of grease has been applied, whichever comes first. If annual usage is significantly
less than 100 hours, increase lubrication frequency to every six months. See latest revision of Hartzell
Manual No. 202A. If initial lubrication after assembly or overhaul, use procedure in Hartzell Manual No.
202A.
12. Do not lubricate engine control cables.
13. Bungee - Lubricate springs if bungee is disassembled.
14. Do not apply lubricant to rubber parts.
15. Outer surface of inner spacer.
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Lubrication - MAIN LANDING GEAR
COMPONENT LUBRICANT FREQUENCY
1. MAIN GEAR PIVOT POINTS, UPPER SIDE BRACE
SWIVEL FITTING, MAIN GEAR SIDE BRACE LINK ASSY.
(See Spec. Instr. 1) MIL-PRF-23827 100 HRS
2. OLEO STRUT FILLER POINT, BRAKE RESERVOIR
(See Spec. Instr. 4) MIL-PRF-5606 AS REQUIRED
3. HYDRAULIC PUMP RESERVOIR
4. MAIN GEAR DOWN LOCK ASSEMBLY (See Spec. Instr. 2) MIL-PRF-81322 100 HRS
5. RETRACTION FITTING AND CYLINDER ATTACHMENT
POINTS, MAIN GEAR DOOR CONTROL ROD ENDS,
6. EXPOSED OLEO STRUT (See Spec. Instr. 2) RELEASE AGENT /
DRY LUBRICANT
MS-122AD 100 HRS
7. MAIN GEAR WHEEL BEARINGS (See Spec. Instr. 3) MIL-PRF-81322E /
MOBIL Grease 28 100 HRS
8. MAIN GEAR DOOR HINGE (See Spec. Instr. 2) MIL-PRF-7870 100 HRS
9. MAIN GEAR TORQUE LINKS (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
CAUTION: DO NOT USE HYDRAULIC FLUID WITH A CASTOR OR ESTER BASE.
PAGE 10
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LUBRICATION - MAIN LANDING GEAR
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LUBRICATION - NOSE LANDING GEAR
COMPONENT LUBRICANT frequency
1. NOSE WHEEL BEARINGS - (See Spec. Instr. 3) MIL-PRF-81322E /
MOBIL GREASE 28 100 HRS
2. NOSE GEAR TORQUE LINK ASSY,
NOSE GEAR PIVOT POINT,
NOSE GEAR DRAG LINK ASSY.,
STEERING BELLCRANK PIVOT POINTS,
STEERING BELLCRANK ROD ENDS,
NOSE GEAR STEERING ROLLERS,
HYDRAULIC CYLINDER ROD END & MASTER CYLINDER ROD END,
DOOR & RETRACTION MECHANISM,
NOSE GEAR CENTERING SPRING PIVOT POINT
3. NOSE GEAR DOWNLOCK AND CYLINDER (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
4. NOSE GEAR STRUT HOUSING (See Spec. Instr. 1 & 2) MIL-PRF-23827 100 HRS
5. EXPOSED OLEO STRUT (See Spec. Instr. 2) RELEASE AGENT /
DRY LUBRICANT
MS-122AD 100 hrs
6. STEERING BUNGEES (See Spec. Instr. 6, 13 &14) LUBRIPLATE #907 AS REQUIRED
7. OLEO STRUT FILLER POINT (See Spec. Instr. 4) MIL-PRF-5606 100 HRS
CAUTION: DO NOT USE HYDRAULIC FLUID WITH A CASTOR OR ESTER BASE.
PAGE 12
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LUBRICATION - NOSE LANDING GEAR
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Oct 5/16
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LUBRICATION - CONTROL SYSTEM, PART 1
1. RUDDER AND STABILATOR HINGE POINTS,
RUDDER TAB AND STABILATOR TAB ROD END BEARINGS,
STABILATOR TRIM TAB LINKS,
STABILATOR CONTROL AND RUDDER CONTROL CABLE PULLEYS,
FLAP TORQUE TUBE BEARING BLOCK,
FLAP HANDLE PIVOT POINT,
FLAP LOCK MECHANISM, TURN BUCKLE END AND TEE BAR PIVOT POINTS,
CONTROL COLUMN FLEX JOINT, AND SPROCKET,
AILERON AND STABILATOR CONTROL PULLEYS,
STABILATOR CONTROL ROD AND IDLER PULLEY.
(See Spec. Instr. 1, 2, & 6) MIL-PRF-7870 100 HRS
1A. AILERON, STABILATOR AND RUDDER CONTROL CABLES AEROSHELL 33
(See Spec. Instr. 2, & 6) (Not Shown) MIL-PRF-23827 100 HRS
2. AILERON HINGE BEARINGS, FLAP HINGE BEARINGS
AND FLAP CONTROL ROD END BEARINGS (See Spec. Instr. 1 & 2) MIL-PRF-7870 100 HRS
3. FLAP RETURN & TENSION CHAINS, AND AILERON & STABILATOR
CONTROL CHAIN. (See Spec. Instr. 1 & 2) MIL-PRF-7870 500 HRS
4. RUDDER & STABILATOR TRIM SCREW. (See Spec. Instr. 1 & 2) MIL-S-8660B /
DOW CORNING #4 500 HRS
5. O-Ring, Control Wheel Shaft Bushing (See Spec. Inst. 10) PARKER O-LUBE AS REQUIRED
CAUTION: DO NOT OVER-LUBRICATE COCKPIT CONTROLS.
CAUTION: Do not lubricate control wheel shaft or bushing. Clean only with
alcohol or other suitable solvent.
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122015 12-20-00 PAGE 15

Oct 5/16
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1. RUDDER HINGE BEARINGS, RUDDER TAB
STABILATOR TAB HINGE PINS. (See Spec. Instr. 1 & 2) MIL-PRF-7870 100 HRS
2. AILERON CONTROL ROD END BEARINGS, AILERON BELLCRANK PIVOT
POINTS, AILERON BELLCRANK CABLE ENDS, AILERON CONTROL CABLE
PULLEYS, RUDDER CONTROL CABLE PULLEYS, TRIM CONTROL WHEELS
(RUDDER & STABILATOR), TOE BRAKE ATTACHMENT, RUDDER TUBE
CONNECTIONS, RUDDER TUBE CABLE ENDS, NOSE GEAR STEERING
ROD ENDS, BRAKE ROD ENDS (Left & Right), STABILATOR BELLCRANK
PIVOT POINT, AND CABLE ENDS. (See Spec. Instr. 2 & 10) MIL-PRF-7870 100 HRS
2A. AILERON, STABILATOR, AND RUDDER CONTROL CABLES AEROSHELL 33
(See Spec. Instr. 6) ) (not shown) MIL-PRF-23827 100 HRS
3. TOE BRAKE BRACE (See Spec. Instr. 2) MIL-PRF-81322 100 HRS
CAUTION: DO NOT OVER-LUBRICATE COCKPIT CONTROLS.
PAGE 16
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122017 12-20-00 PAGE 17

Oct 5/16
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LUBRICATION - POWER PLANT AND PROPELLER
1. COWL FLAP HINGE, GOVERNOR CONTROL, CONTROL
QUADRANT (Bearing Surfaces), CABIN HEAT & DEFROST
MECHANISMS, SELECTOR VALVE CONTROL
2. air filter (See Spec. Instr. 7) 50 hrs
3. cARTRIDGE TYPE OiL FiLTERS (See Spec. Instr. 8 and 9) replace 50 HRS
4. ENGINE SUMP AIR TEMPerature MIL-L-6082B Mil-l-22851
LUBRICATING OIl, (Ashless Dispersant)
RECIPROCATING
ENGINE (PISTON) all --- SAE 15W50, 20W50
above 80°F (26.67°c) SAE 60 SAE 60
ABOVE 60°F (15.55°c) SAE 50 sae 40, sae 50
30° TO 90°F (-1.11° to 32.22°c) SAE 40 sae 40
0° TO 70°F (-17.77° to 21.11°c) SAE 30 sae 30, 40, 20W40
0° TO 90°F (-17.77° to 32.22°c) SAE20W50 SAE 20W50, 15W50
BELOW 10°F (-12.22°c) SAE 20 sae 30, 20w30 50 HRS
5. PROPELLER ASSEMBLY (See Spec. Instr. 11) Aeroshell 6 GREASE 100 HRS /
12 MONTHS
6. COWL FLAP ACTUATING MECHANISM (See Spec. Instr. 15) LUBRIPLATE #907 500 HRS
7. CARBURETOR AIR BOX FLAPPER VALVE LUBRIPLATE #907 100 HRS
PAGE 18
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MAINTENANCE MANUAL
LUBRICATION - POWER PLANT AND PROPELLER
122019 12-20-00 PAGE 19

Oct 5/16
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MAINTENANCE MANUAL
Chart 8
LUBRICATION - CABIN / BAGGAGE DOORS AND SEATS

1. DOOR & COWL SEALS RELEASE AGENT /
(See Spec. Instr. 2) DRY LUBRICANT
MS-122AD AS REQUIRED
2. NOSE CONE & NOSE DOOR HINGES, BAGGAGE &
MAIN DOOR HINGES (See Spec. Instr. 2) MIL-PRF-7870 100 HRS
3. PILOT & COPILOT SEAT ADJUSTMENT
Pilot, Copilot, and Passenger Seat Track Rollers and Stop Pins
(See Spec. Instr. 2) MIL-PRF-7870 AS REQUIRED
4. DOOR LATCH MECHANISM LUBRIPLATE #907
(See Spec. Instr. 2) 500 HRS
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PAGE
PAGE 122
Oct
Oct 5/16
5/16 12-20-00 122022
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CHAPTER
20
STANDARD
PRACTICES -
AIRFRAME
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
20-ii
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 20
CHAPTER CHAPTER


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PAGE 2
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Chapter 20 - Standard Practices - Airframe
TABLE OF CONTENTS
General 20-00-00 1
Description 1
Torque Wrenches 1
Installing Rod End Bearings 1
Removing Cherrylock Rivets 3
Identification of Fluid Lines 3
Inspection of Flexible Hoses 4
Flareless Tube Assemblies 6
Support Clamps 8
Dye Penetrant Inspection 9
Threaded Fastener Installation 9
Thread Lubrication 10
Airframe Water Leak Check 11
Painting 20-20-00 1
Painting Safety 1
Polyurethane Paint Safety 1
Paint Application 2
Painting Sequence 2
Color Matching 2
Trim and Registration Numbers 2
Paint System Compatibility 3
Common Paint Troubles 3
Storage 4
Painting Facility 4
Aircraft Finish Care 4
Wiring 20-97-00 1
EMI Shielding 1
PRT-S Wrap Around Heat Shrink Tubing 1
Cut to size. 1
Wrapped Drain Wire. 1
Installing The PRT-S Tubing. 2
Shrinking. 3
SPC5092 Wrap-A-Shield Tubing 6
Cut to size. 6
Attaching Drain Wire. 6
Install the Wrap-A-Shield Tubing. 6

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 2
PA-44-180, SEMINOLE
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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 = A x T
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 = 24 ft.-lbs.
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.
3. Installing Rod End Bearings
Install rod end bearings as shown in “Figure 2”.
20001 20-00-00 PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
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Torque Wrench Formula

Figure 1
Installing Rod End Bearings

Figure 2
PAGE 2
Oct 5/16 20-00-00 20002
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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.)
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.)
D. Use a drift pin as a lever to break off rivet head.
(See “Figure 3”, View 5.)
E. Drive out remaining rivet shank with a pin having same
diameter as rivet shank. (See “Figure 3”, View 6.)
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.
Removing Cherrylock Rivets

Figure 3
20003 20-00-00 PAGE 3

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MAINTENANCE MANUAL
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 visible wear. Inspect hose interior and check for
signs of deterioration, tube collapse, cut rubber, wire braid puncture, or restriction. To inspect hoses
with elbow fittings, use flexible inspection light and viewer, or inspection ball as described in Chart 1
Replace hose if any deterioration exists.
Chart 1
Ball Diameters for Testing Hose Restrictions
Hose Size Ball Size
- 4 ............................................ 5/64
- 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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Hose, Tube, and Line Markings

Figure 4
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7. Flareless Tube Assemblies

Flareless tube fittings eliminates all tube flaring, but presetting is necessary prior to installation of a new
flareless tube assembly. Perform presetting as follows:
A. Cut tube to correct length, with ends perfectly square. Deburr inside and outside of tube. Slip nut,
then sleeve, over tube (Step 1, “Figure 5”).
B. Lubricate threads. See Figure 5 and “Chart 3” for proper lubricant. When applying thread lubricants,
proceed per Thread Lubrication, below.
C. Place fitting in vise (Step 2, “Figure 5”), and hold tubing firmly and squarely on seat in fitting.
Tube must bottom firmly in 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 tubing. For aluminum alloy tubing up to and including 1/2 inch
outside diameter, tighten nut from 1 to 1-1/6 sixth turns. For steel tubing and aluminum alloy tubing
over 1/2 inch outside diameter, tighten from 1-1/6 to 1-1/2 turns.
E. After presetting sleeve, disconnect tubing from fitting. Check following points per Step 3, “Figure 5”:
(1) Tube must extend 3/32 to 1/8 inch beyond sleeve pilot; otherwise blowoff may occur.
(2) Sleeve pilot must contact tube or have a maximum clearance of 0.005 inch for aluminum alloy
tubing or 0.015 inch for steel tubing.
(3) A slight collapse of tube at sleeve cut is permissible. No movement of the sleeve pilot, except
rotation, is permissible.
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MAINTENANCE MANUAL
Flareless Tube Fittings

Figure 5
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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 the deteriorating effects of hydraulic fluid or fuel is
expected, however, because it is less resilient, it does not provide as good a vibration damping effect as
other cushion materials.
Use bonded clamps to secure metal hydraulic, fuel and oil lines in place. Unbonded clamps should be
used only for securing wiring. Remove any paint or anodizing from the portion of the tube at the bonding
clap location.
All plumbing lines must be secured at specified intervals. The maximum distance between supports for
rigid fluid tubing is shown in “Chart 2”.
Chart 2
Maximum Distance Between Supports for Fluid Tubing
Distance Between Supports (IN.)
Tube O.D. (IN.) Aluminum Alloy Steel
1/8 9-1/2 11-1/2
3/16 12 14
1/4 13-1/2 16
5/16 15 18
3/8 16-1/2 20
1/2 19 23
5/8 22 25-1/2
3/4 24 27-1/2
1 26-1/2 30
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MAINTENANCE MANUAL
9. Dye Penetrant Inspection

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. Threaded Fastener Installation
(PIR-PPS20015-1, Rev. AA)
A. Fastener Lengths
Fastener shank lengths must be long enough to prevent bearing loads on threads. In addition, the
fastener or screw must extend through the nut.
The specified fastener grip length can be varied by one size (longer or shorter) to meet requirements
stated above.
B. Washer Usage
Add a maximum of two NAS1149 washers (of the correct diameter, material and finish that matches
the fastener being installed) under fastener heads or nuts to correct for variations in material thickness
within the tolerances permitted. Where needed, use a maximum of two standard filler washers
(spacers) under the nut to adjust for fastener length or alignment of cotter key hole. Where nutplates
are used, adjust for protruding head fastener length by using up to a maximum of two standard filler
washers under the fastener head.
C. Self-locking Fasteners
The use of self-locking nuts, fasteners and screws, including fasteners with non-metallic inserts is
subject to the following limitations:
(1) Fasteners incorporating self-locking devices must not be re-used if they can be run up using
less than the required minimum torque values specified or as shown in Chart 2, 91-10-00.
They may be reused, if hand tools are required to run them up, providing there is no obvious
damage to the self-locking device prior to installation.
(2) Fasteners 5/16 inch diameter and over with cotter pin holes may be used with self-locking nuts.
(3) Self-locking nuts must not be used at joints which subject either the nut or the fastener to
rotation.
(4) Self-locking fasteners shall never be tapped or rethreaded. Nuts, fasteners and screws with
damaged threads or rough ends shall not be used, or rethreaded.
D. Torque
See Torque Requirements, 91-10-00.
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11. Thread Lubrication

Lubricate all fittings on external lines, including attachment points at engine and other components, with
proper lubricant as specified in “Chart 3”.
When applying thread lubricants, proceed as follows:
A. Thoroughly clean threads before applying lubricant.
B. Use thread lubricant sparingly.
C. Apply thread lubricant to male threads only.
D. Lubricate first three threads only on straight fittings.
E. Do not lubricate first two threads on tapered fittings; apply lubricant to next three threads only.
F. Ensure lubricant does not enter fittings or flared areas.
G. Lubricate any fittings going to engine with same fluid going through lines.
Chart 3
Thread Lubricants
Line Lubricant
Brakes MIL-PRF-5606, Hydraulic Fluid
Fuel MIL-T-5544, Anti-Seize Compound, Graphite Petrolatum
Landing Gear Air Valve MIL-PRF-907E, Anti-Seize Thread Compound, High Temperature
Oil SAE-AMS-G-6032, Grease (Gasoline and Oil Resistant)
Pitot and Static TT-A-580 (TT-S-1732), Anti-Seize Compound
caution: Lubricate engine fittings only with the fluid contained in the
particular line.
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12. Airframe Water Leak Check

(PIR-PPS60047, Rev. D.)
Use the following procedures to verify watertight integrity of the fuselage.

A. Required Equipment
(1) Choice of one of the following size/length combinations of standard garden hose:
3/4 inch inside diameter, maximum length 150 feet, or
5/8 inch inside diameter, maximum length 75 feet, or
1/2 inch inside diameter, maximum length 25 feet.
(2) A hose nozzle capable of adjustment. (Green Garden Nozzle 1220-C or equivalent is
acceptable.)
B. Procedure
(1) Attach hose with nozzle to water tap at city water pressure. Check to ensure that there are no
leaks in the hose or fittings which would impair the check or cause other damage, with the tap
full open.
(2) The check (except for baggage compartments located apart from the cabin) shall be
conducted with an observer inside the aircraft.
(3) All cabin and baggage compartment doors and other controllable external closures shall be
closed and latched during rainfall simulation.
(4) Spray water directly at opening around doors, windows, and at any other cockpit/cabin/separate
baggage compartment closures. On multi-engine aircraft, spray wing root area (specifically the
forward wing root seal) to ensure no water leaks into forward cabin floor area via engine control
cable access port into the fuselage. Spray each door, window, and other closures for a period
of 30 seconds to 1.5 minutes with the nozzle held between 3 to 10 feet from the point of water
contact.
(5) If a leak allowing water to enter the cockpit/cabin/separate baggage compartment is detected,
the sealant or caulking (see 91-10-00, Chart 10) shall be reworked as required, and the check
shall be repeated in the area where the leak was noted.
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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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Wiring
Airplanes equipped with the Garmin GFC 700 Automatic Flight Control System have additional EMI
shielding on some harness assemblies. If repair is required, use the following procedures as appropriate.
EMI Shielding
A. PRT-S Wrap Around Heat Shrink Tubing
The following procedure is for installing “PRT-S” wrap-a-round, heat shrinkable, EMI shielded tubing.
(1) Cut to size.
(a) Select a tubing diameter appropriate for the intended repair per “Chart 1”.
Note: Selecting a PRT-S tubing size smaller than recommended may result in the material
splitting during the heating process.
(b) Cut the tubing to length and also cut an appropriate length of drain wire.
Note: When PRT-S is removed from the original spool it may have a flat profile with
creased edges. Do not be alarmed by this shape, it will disappear when the product
shrinks.
(2) Wrapped Drain Wire.
A ground lead can be added by simply wrapping a piece of woven braid around the primary wire
bundle prior to installing the PRT-S tubing over the cable. The ground lead should be helically
wound five revolutions around the outside of the primary wires. The helical winding ensures that
the bare lead will always be in contact with the shield due to the compressive contact of the
shrink tubing. This winding will also create enough friction to keep the lead from pulling out if
tugged on. See “Figure 1”.
Chart 1
EMI Shielding Specifications
Harness EMI Shielding

A/P Servo (Pitch/Roll) SPC5092 or ZT14-04-005-3
A/P Servo (Pitch Trim/Yaw) SPC5092 or ZT14-04-005-3
Magnetometer SPC5092 or ZT14-04-005-1
OAT Probe SPC5092 or ZT14-04-005-1
Wire Harness Size EMI Shielding
(Diameter Inches) Product Name / Manufacturer / P/N
up to 0.5 Wrap-A-Shield / Pro Power (aka SPC Tech) / SPC5092
0.125–0.187 PRT-S / Zippertubing / ZT14-04-005-1
0.25–0.37 PRT-S / Zippertubing / ZT14-04-005-3
(PIR-107872 New.)
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Drain Wire
Figure 1
Wrapping PRT-S Around Harness

Figure 2
(3) Installing The PRT-S Tubing.

(a) Lay the tubing out so the metallic EMI shield material faces up, install the PRT-S tubing
around the cable so the metallic shield cloth will be sandwiched between the wires and the
heat shrinkable jacket material. Wrap the loose edge of the shield cloth around the wires
and cover as much of the cable as possible. Peel off an inch or two of the adhesive’s paper
release liner on the shield material edge. Stick the adhesive edge to the wire bundle or
cables. Wrap the entire assembly length in this manner. See “Figure 2”.
Note: Wrap the shield around the cable as much as possible to ensure complete EMI
shield coverage when the tubing is fully shrunk.
(b) Remove a short section of the paper release liner that covers the adhesive on the shrink
tubing. Position the non-adhesive edge of the tubing over the exposed adhesive section
and align so all the adhesive is covered but no more. Never over-wrap the tubing so much
that you leave a loose flap of material at the overlap. Avoid contacting the adhesive with
your fingers as much as possible. Remove short sections of the release liner until the entire
length of tubing is sealed closed. Rub the overlap seam area firmly using your thumb to
work out any wrinkles. Minor wrinkles will disappear when the tubing shrinks. See”Figure 3”.
Note: Do not be concerned about the large size of the sealed tubing versus the wire size.
It will always appear extremely large. You may shrink the tubing in place immediately
after sealing; the closure adhesive system has no cure time.
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PRT-S tubing
Figure 3
(4) Shrinking.
(a) PRT-S tubing begins to shrink at 90°C (194°F), however to achieve a timely and uniform
installation it’s desirable to use a heat gun temperature setting of 120-130°C (248-266°F).
Always use a small reducer nozzle that will allow you to localize the stream. Never use a
tubing reflector designed to spread the heat evenly or infrared type of heat gun.
(b) Begin shrinking the PRT-S tubing by directing the heat source at the overlap seam area
near the center of the tubing. See “Figure 4”. Apply heat to the overlap area only! The
overlap area will tend to curl up into a “U” shape as it is heated. See “Figure 5”. Continue
applying heat in short bursts to this area until the surrounding tubing begins to pull the “U”
shape back down flat. Do not be afraid to apply extra heat to the overlap area, as it will take
extra dwell time for the inside layer of the overlap to shrink. Do not be alarmed if the outer
layer of the overlap flap tends to lift off the adhesive and curl back slightly during initial heat
exposure. With continued heating this lifted area will generally lay back down on its own, if
not, lightly tap the lifted edge as necessary with a wooden stick. Shrink the overlap seam
along its entire length before attempting to shrink the remaining tubing.
(c) After the overlap seam has fully shrunk begin applying heat to the remaining tubing. With
small diameter tubing sizes you may find that most of the remaining tubing has already
shrunk. Visually examine the entire circumference of the tubing and apply localized heat
to any areas that show evidence of insufficient heating. While the tubing is hot you may
work or form the PRT-S tubing and cable as necessary. Once properly positioned allow the
finished assembly to cool to the point of being warm.
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Heat Shrinking PRT-S

Figure 4
PRT-S Curling into "U" Shape

Figure 5
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Caution: Never attempt to remove excess adhesive from the overlap

area using solvent.
(d) The finished assembly may display a shiny, sticky area, parallel to the overlap seam. This
is residual adhesive that was exposed as the overlap material pulled back during shrinking.
The excess adhesive can be removed while the tubing is warm by rubbing your thumb
along the overlap seam line. Rubbing the seam area will ensure good overlap contact
and the excess adhesive will ball up ahead of your thumb. Remove excess adhesive as
necessary and discard. See “Figure 6” and “Figure 7”.
Rubbing Adhesive Seam PRT-S

Figure 6
Residual Adhesive Ball PRT-S

Figure 7
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B. SPC5092 Wrap-A-Shield Tubing

The following procedure is for installing “Wrap-A-Shield” tubing (SPC5092), a wrap around, EMI
shielded tubing.
(1) Cut to size.
Cut the tubing to length and also cut an appropriate length of drain wire.
(2) Attaching Drain Wire.
(a) Locate the braid strap, and then solder the drain wire to the braid strap.
(b) Once the solder has cooled, wrap the drain wire around the primary wire bundle prior to
installing the shield tubing over the cable.
Note: The ground lead should be helically wound four revolutions around the outside of
the primary wires. This will form a strain relief to keep the lead from pulling out if
tugged on.
(3) Install the Wrap-A-Shield Tubing.
(a) Lay the tubing out so the metallic EMI shield material faces up, with the ground lead attached.
(b) Lay in your primary wire bundle, (don’t forget to wrap your ground lead as mentioned in Step
(2)) starting from the braid strap edge begin to roll your shield and wire bundle towards the
adhesive strip.
(c) Removing the backing paper from the adhesive strip, continue to roll your bundle, closing
the tube as you roll over the exposed adhesive.
(d) Now secure the shield using MS3367-7-9 cable ties, starting one (1) inch from each end and
at six (6) inch intervals.
(e) Finalize the assembly by rubbing your thumb along the overlapped seam to ensure good
overlap contact with the adhesive.
SPC5092 Wrap-A-Shield
Figure 8
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CHAPTER
21
ENVIRONMENTAL
SYSTEMS
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CHAPTER 21
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Chapter 21 - Environmental Systems
TABLE OF CONTENTS
Distribution 21-20-00 1
Overhead Vent System 1
Overhead Vent Blower 1
Removal 1
Installation 1
Disassembly 1
Assembly 2
Avionics Cooling Blower 5
Standard and Avidyne Installation 5
Removal 5
Installation 5
Garmin G1000 Installation 8
Avionics Cooling Blower 8
Removal 8
Installation 8
Rack-mounted Cooling Fans 8
Removal 8
Installation 8
Heating 21-40-00 1
Description 1
Spark - Spray Ignition 1
Basic Components 4
Fuel Regulator and Shutoff Valve 4
Intake Valve and Switches 4
Duct Switch 6
Combustion Air Blower 6
Ventilating Air Blower 6
Operating Controls 6
Troubleshooting 6
Heater 11
Inspection 11
Preflight and/or Daily Inspection 11
100-Hour Inspection 11
Operating Procedure 12
Operational Tests 12
Test Preparation 12
Replacement Ground Test 12
Ground Test 1 13
Ground Test 2 13
Ground Test 3 15
Ground Test 4 15
Ground Test 5 15
Flight Test 16

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 21 - Environmental Systems
Heating (cont.) 21-40-00

Electrical System Checks 16
Vent Blower Power Circuit 16
Heater Power Circuit 16
Removal 20
Installation 20
Components 21
Combustion Air Blower 21
Spark Plug 22
Ignition Unit 26
Cycling Switch and Limit (Overheat) Switch 29
Combustion Air Pressure Switch 29
Fuel Regulator and Shutoff Valve 30
Heater Fuel Pump(s) 33
Single Fuel Pump 33
Dual Fuel Pumps 33
Single Fuel Pump
35
Duct Switch 37
Overhaul 37
Heater Hourmeter 37
Cooling 21-50-00 01
Air Conditioning 01
PAGE
PAGE 12
Oct
Oct 5/16
5/16 21 - CONTENTS 21-vi
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
General
Instructions for maintaining the cabin vent and heating systems are contained in this chapter. Also
incorporated in this chapter are instructions for the inspection and operation of the 45,000 BTU heater
unit, defroster, and ventilation system.
Description and Operation
A. Vent air can be supplied through the heater unit, and by ram air or fan through the upper vent ducts.
Air is supplied to the upper vent system by way of an inlet on the leading edge of the vertical
stabilizer or through the inlet located on the left side of the aft fuselage, depending on serial
number.
B. Heated air for the cabin and defroster operation is obtained from the combustion heater located in the
nose section of the airplane. Fresh air is supplied to the heater from an intake located in the nose and
routed through the heater and into the cabin through six adjustable outlets. Operation of the heater is
controlled by a three-position switch located on the lower right side of instrument panel and labeled
FAN, OFF and HEATER. The FAN position will operate the ventilation blower of the heater and may
be used for cabin ventilation or windshield defogging on the ground when heat is not desired. For
additional defrost capability adjust cabin temperature control and then adjust the three-position switch
to HEATER.
C. For cabin heat, the air intake lever located on the lower right side of the instrument panel must be
partially or fully open and the three-position switch set to HEATER. This will start the fuel flow and
ignite the burner simultaneously. With instant starting and no need for priming, heat should be felt
within a few seconds. There are two safety switches installed at the intake valve (See 21-40-00, Figure
5) located forward of the heater unit which are activated by the intake valve and wired to prevent both
fan and heater operation unless the air intake valve is moved off the closed position.
D. Regulating the heater and airflow is accomplished by adjusting the levers on the instrument panel.
The lower lever regulates the defroster, while the center lever regulates the intake valve and the top
lever regulates the cabin temperature. Cabin temperature and air circulation can be varied to suit
individual requirements by various combinations of lever settings.
E. Heat may be supplied before starting the engines by turning on the master switch, opening the air
intake valve and placing the heater switch in the HEATER position.
F. An overheat limit switch is located in the aft outboard end of the heater vent jacket, which acts as a
safety device to render the heater inoperative if a malfunction should occur. A red reset button on the
switch can be reached through the nose. Operation of this switch results in illumination of the overheat
light located on the lower right side of the instrument panel, or a “HTR OVER TEMP” lamp located
in the annunciator panel lights, upper center panel. To prevent activation of the overheat limit switch
upon normal heater shutdown during ground operation, turn the switch to the FAN position for two
minutes, while leaving the air intake lever in the open position, before turning the switch to the OFF
position.
G. There are four overhead fresh air vents which are supplied by a separate inlet in the dorsal fin or
through the inlet located on the left side of the aft fuselage, depending on serial number.
H. The system can be supplemented by an optional blower.
21001 21-00-00 PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 2
Oct 5/16 21-00-00 21002
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Distribution
1. Overhead Vent System

Overhead Vent Blower
Cabin ventilation and cooling is provided solely by fresh air through the overhead vent system
(See “Figure 1”). The overhead vent blower is mounted aft of the rear cabin close-out panel underneath
the top of the fuselage and is connected to the overhead vent system. The vent blower draws in air
either from the dorsal fin or from a louver on 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) 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.
(3) 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) Remove the motor 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.
21201 21-20-00 PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1
Blower System Wire Color Codes
Motor Wires Aircraft Wires
14V 28V
Pin ESB - Universal Dukes Aircraft Pin
Nos. Electric Co. Inc. Harness Nos.
Ground Plug 2 Brown Green AC26A 2 Receptacle

Low Speed Plug 1 Yellow Red Black 1 Receptacle
Med. Speed Receptacle 2 Red -- White 2 Plug
High Speed Receptacle 1 Orange Orange Red 1 Plug
(4) 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 the holes in the cover matching the holes in motor plate, secure the two parts together
with rivets.
(d) Where wires are passed through the cover grommet, fill any opening with Sealant, Airframe
and Window (See 91-10-00, Chart 8).
(e) Install wires in plug and receptacle.
(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).
PAGE 2
Oct 5/16 21-20-00 21202
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107748 A
CABIN LIGHT
OVERHEAD
FRESH AIR VENT
DETAIL A
LOUVER
DIMMER ASSEMBLY - OVERHEAD FLOODLIGHT

SPEAKER ASSEMBLY
- OVERHEAD PANEL
PANEL ASSEMBLY - CABIN OVERHEAD
NUT LOUVER
HAIR CELL FINISH

DUCT
FRAME
DETAIL A
Effectivity
Overhead Vent 4496331,4496339
21203 21-20-00 PAGE 3

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107650 A
OVERHEAD PANEL
OVERHEAD MAP LIGHT
LOUVER LOUVER
COOL AIR
PULL OFF
DETAIL A
DETAIL A
SPEAKER ASSEMBLY-OVERHEAD PANEL
OVERHEAD MAP LIGHT
LOUVER ASSEMBLY
NUT
NUT
LOUVER DETAIL A LOUVER
Effectivity Overhead Vent

4496370 and up Figure 1 (Sheet 2 of 2)
PAGE 4
Oct 5/16 21-20-00 21204
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
2. Avionics Cooling Blower

A. Standard and Avidyne Installation
In S/N’s 4496001 thru 44960330, and 4496332 thru 4496338, the avionics cooling blower is installed
on the back of the instrument panel below the pilot’s control wheel tube. The cooling air is directed
through hoses to standard and optional avionics equipment. See “Figure 2”.
NOTE: Actual equipment will vary depending on optional equipment installed in an aircraft. Figure 1
shows two examples of cooling blower installations.
(1) Removal
(a) Remove hoses from blower. Hoses are tied together with a strap and secured to blower with
Ty-Raps. If GNS 430(s) are installed, clamps secure the hose to them; remove the clamps.
(b) Disconnect blower motor wires at connector.
(c) Remove blower assembly from its mounting bracket.
(2) Installation
(a) Attach the blower assembly to its mounting bracket with bolts, washers, and nuts.
(b) Reconnect the blower motor wiring to the connector.
(c) Attach the hoses to the blower. Tie hoses together with strap and secure the hoses to the
blower with Ty-Raps. (If GNS 430(s) installed, hose to be secured to it with hose clamp.)
(d) Cap any unused ports on the blower.
21205 21-20-00 PAGE 5

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
101145 D
BLOWER
BRACKET
BOLT MS35206-245
WASHER NAS1149FN816P
NUT MS21042-08
(3 PLACES)
DETAIL C
CONNECTS TO AVIONICS BUS

SEE DETAIL C
LOOKING AFT
Avionics Cooling
Effectivity
21-20-00
PAGE 6 4496001 thru 4496030,
Oct 5/16 less 4496014 21206
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
104084 E
BRACKET
BLOWER
-+ HOSES *
+ -
2
SEE DETAIL A SCREW MS35206-229

CONNECTS TO AVIONICS BUS
WASHER AN960-6L
NUT MS20365-632C
LOOKING AFT (3 PLACES)
S/N’S 4496014, AND 4496031 THRU 4496042 DETAIL A
BRACKET
BLOWER
-+
1 HOSES *
2
3
+ -
CONNECTS TO AVIONICS BUS SEE DETAIL B SCREW MS35206-229

WASHER AN960-6L
NUT MS22042-06
LOOKING AFT (3 PLACES)
S/N’S 4496043 THRU 4496338, LESS 4496331 DETAIL B
* ACTUAL HOSE CONNECTIONS WILL VARY DEPENDING ON OPTIONAL EQUIPMENT INSTALLED.
Avionics Cooling
Effectivity
4496014, 4496031 thru
21207
4496330, and 4496332
thru 4496338
21-20-00 PAGE 7
Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
B. Garmin G1000 Installation

An avionics cooling blower is mounted to a bracket attached to the right fuselage side-panel just
forward of (i.e., behind) the instrument panel. In addition, two cooling fans are mounted in the avionics
equipment racks attached to the instrument panel. See “Figure 3”.
NOTE: Actual equipment served will vary depending on optional equipment installed.
(1) Avionics Cooling Blower
(a) Removal
1) Remove ducts from top of blower. (Ducts are held in place by Ty-Raps.)
2) Disconnect blower motor wires at connector.
3) Remove screws, washers and nuts that attach the blower assembly to its mounting
bracket.
(b) Installation
1) Attach the blower assembly to the mounting bracket with the screws, washers and nuts.
2) Reconnect the blower motor wires.
3) Attach the ducts to the tops of the blower assembly. Ensure that the duct ends overlap
the ports on top of the blower one-half inch minimum. Secure with Ty-Raps.
(2) Rack-mounted Cooling Fans
(a) Removal
1) Disconnect fan wires at connector.
2) Remove screws (5 ea.) that a secure fan rack to the avionics equipment mounting rack.
3) Remove fan rack and fan.
4) Remove screws (3 ea.) that secure fan to rack and remove fan.
(b) Installation
1) Insert fan into fan rack and secure with screws (3 ea.)
2) Insert fan rack into avionics equipment mounting rack and secure with screws (5 ea.).
3) Connect fan wires to fan.
PAGE 8
Oct 5/16 21-20-00 21208
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107730 F 8
AVIONICS COOLING AVIONICS COOLING

C HOSE XPDR HOSE GIA #1 C
AVIONICS FAN
AVIONICS FAN
C C
AVIONICS
COOLING
55X AUTOPILOT
HOSE GIA #2
AVIONICS COOLING
HOSE - AUTOPILOT
SAFE528
COOLING FAN
CAP PORT
TO AUTOPILOT IF SYSTEM 55X INSTALLED.

CAP PORT IF GFC 700 INSTALLED.
B B
TO XPDR
TO GIA #1
TO GIA #2
SAFE 528
COOLING FAN 3P3281
VIEW B-B
VIEW A-A ROTATED 90° CLOCKWISE
SAFE328
COOLING FAN
SCREW 2 REQUIRED
(3 PLACES)
AFT
GARMIN FAN RACK
VIEW C-C Effectivity

with Garmin G1000
4496331,
Avionics Cooling 4496339 thru 4496394,
Figure 3 (Sheet 1 of 2) and 4496396
21209 21-20-00 PAGE 9

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
108030 A 9
AVIONICS COOLING HOSE

GIA #1
C C
AVIONICS FAN
AVIONICS FAN
C
C
AVIONICS COOLING HOSE STRAP

GIA #2
SAFE 328 COOLING FAN
CAP PLUG
PLACE CAP ON OUTLET
1
B B 2
SAFE 328 COOLING FAN AVIONICS COOLING
3 HOSE (GIA #1)
AVIONICS COOLING
-+ HOSE (GIA #2)
HARNESS ASSY
SCREW (3 EA) (3P3281)
MS35206-236
VIEW A-A VIEW B-B
AVIONICS BLOWER MOUNTING ROTATED 90° CW
LOOKING OUTBD- LH SIDE
MS35206-234 SCREW, SAFE328 COOLING FAN

3 REQD (2 PL) 2 REQD
AFT
FAN RACK
VIEW C-C
FAN-AVIONICS
Effectivity
with Garmin G1000 Avionics Cooling
PAGE 10
Oct 5/16 21-20-00 212010
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Heating
1. Description
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.
A Hartzell Engine Technologies (aka Janitrol) Combustion Heater is installed as standard equipment as
follows:
• S/N’s 4496001 thru 4496037 Model B-3040 (90D38-2)
• S/N’s 4496038 thru 4496337 (less 4496331) Model B-3500 (90D38-2(EL))
• S/N’s 4496338 Model I-3500 (90D38-2(IS))
• S/N’s 4496331, 4496339 and up Model I-3500 (91E88-4(IS))
Note: Repetitive inspections associated with older model B-Series heaters can be eliminated by
upgrading to an I-Series heater per Hartzell Service Bulletin No. A-101, latest revision.
A. Spark - Spray Ignition
The controlled atomized spray from a specially designed spray nozzle, coupled with high voltage
spark plug ignition, insures instant firing and continuous burning under all flight conditions.
Heat is produced by burning a fuel-air mixture in the combustion chamber of the heater. Aviation
gasoline is injected into the combustion chamber through the spray nozzle. The resulting cone-shaped
fuel spray mixes with combustion air and is ignited by a spark from the spark plug. Electric current for
ignition is supplied by an ignition unit which converts 14 or 28 volts to high voltage oscillating current
to provide a continuous spark across the spark plug gap. A shielded, high voltage lead connects the
ignition assembly to the spark plug. Combustion air enters the combustion chamber tangent to its
surface and imparts a whirling or spinning action to the air. This produces a whirling flame (“Figure 3”)
that is stable and sustains combustion under the most adverse conditions, because it is circulated
about itself many times. Therefore, ignition is continuous and the combustion process is self-piloting.
The burning gases travel the length of the combustion tube, flow around the inside of the inner tube,
pass through crossover passages into an outer radiating area, then travel the length of this surface
and out the exhaust.
Ventilating air passes through the heater between the jacket and combustion tube assembly outer
surface and through an inner passage in the assembly. Consequently, ventilating air comes into
contact with two or more heated cylindrical surfaces.
21401 21-40-00 PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
2311-A
1. COMBUSTION HEATER
2. AIR DISTRIBUTION MANIFOLD
3. AIR DISTRIBUTION VALVE
4. DEFROSTER OUTLETS
5. CONTROL LEVERS
6. DEFROSTER CONTROL CABLE
7. CABIN AIR DUCTS
8. OVERHEAD VENTILATOR DUCT
9. CABIN AIR EXHAUST
10. OVERHEAD VENT BLOWER
11. FRESH AIR INLET
10
10
4 5 9
3 11
6
2 7 FORWARD FACING LOUVERS
ON SIDE OF FUSELAGE
HEATER SOURCE AIR
VENTILATOR SOURCE AIR
Cabin Environmental System Installation

PAGE 2
Oct 5/16 21-40-00 21402
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Cabin Environmental System Installation

21403 21-40-00 PAGE 3

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
B. Basic Components
See “Figure 2”.
(1) Fuel Regulator and Shutoff Valve
This unit provides preset, regulated fuel pressure as well as remove shutoff to the heater,
regardless of fuel inlet pressure variations. It is set for 7.5 ± 0.5 psi. The shutoff valve is operated
by a solenoid. (See “Figure 14”.)
(2) Intake Valve and Switches
The intake valve is located at the front of the combustion heater and controls air flow into the
heater unit. Adust the valve as shown in “Figure 4”.
PAGE 4
Oct 5/16 21-40-00 21404
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Heater and Combustion Air Blower Assembly

Figure 2
21405 21-40-00 PAGE 5

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Diagrammatic Cutaway of Heater to Show Whirling Flame Action

Figure 3
(3) Duct Switch

This switch is installed in the ventilating manifold upstream from the heater to sense the ventilating
air outlet temperature. To select the desired cabin temperature, the switch may be adjusted
manually from a high of 250°F ± 10° downward through a range of 146°F ± 6°. The switch has a
differential of 15°F ± 5° at any given setting. Adjust as shown in “Figure 5”.
(4) Combustion Air Blower
This centrifugal type blower supplies combustion air to the combustion chamber of the heater.
(5) Ventilating Air Blower
This blower is attached to the inlet end of the heater assembly and provides a source of ventilating
air through the heater. Ram air from the air intake is used during flight.
(6) Operating Controls
Note: The schematic diagram (“Figure 6”) shows the heater circuit including the electrical
wiring in the airplane. See also 91-21-40.
The HEATER SWITCH is connected in the line that supplied electrical power to all heater
equipment and controls. When this switch is in the OFF position, the entire heater system is
inoperative. This switch has a FAN position which permits use of the ventilating air blower to
circulate cool air through the system for summer ground operation. With the switch in FAN
position, the heater is inoperative and only the ventilating air blower is energized.
2. Troubleshooting
See “Chart 1”.
PAGE 6
Oct 5/16 21-40-00 21406
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TROUBLESHOOTING - Janitrol HEATER
Trouble Cause Remedy
Heater fails to light. Heater switch or circuit Turn on heater switch or
breaker off. close circuit breaker.
Low voltage supply. Apply external power supply.
Attempt to start heater.
Fuel cut off from tank. Turn on heater switch.
Regulator not operating Check for low pressure or
replace regulator.
Note: When making the fuel pressure check, be sure fuel is flowing through the nozzle. The fuel
regulator can be adjusted. Turn the adjusting screw clockwise to increase feel pressure and
counterclockwise to decrease it. (See”Figure 14”.)
Restriction in fuel nozzle orifice Remove the nozzle and
clean or replace it.
Suction leak ahead of pump. Secure all fittings.
Fuel heater solenoid not Remove and check solenoid.
operating. Replace if faulty.
Insufficient fuel pressure. Low or no current to fuel
pump. Check operation of
pump.
Fuel lines clogged or broken. Inspect all lines and
connections. It may be
necessary to disconnect
lines at various points to
determine where the
restriction is located.
Ignition vibrator inoperative. Replace vibrator.
Regulator not operating properly. Check for low pressure or
replace regulator.
Manual reset limit (overheat) Press reset button firmly
switch open. (overheat light will
illuminate when heater
switch is on) and recheck
to determine reason for
switch opening.
Combustion air pressure switch Check for low blower output
open. (Defective switch or low due to low voltage and
combustion air blower output.) correct it. If switch is
defective, replace it.
Cycling switch open. Replace if defective.
Duct switch open. Operate control to see if
switch will come on.
Replace switch if defective.
21407 21-40-00 PAGE 7

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Ventilating air blower fails Heater switch “OFF.” Energize the heater switch.
to run. Broken or loose wiring to Check and repair wiring.
motor.
Circuit breaker open. Close circuit breaker.
Worn motor brushes. Replace motor brushes.
Blower wheel jammed. Remove and check the
ventilating air blower wheel
and realign if necessary.
Motor burned out. Remove blower assembly
and replace motor.
Defective radio-noise filter. Replace filter.
Combustion air blower Faulty wiring to motor. Inspect and replace faulty
fails to run. wiring.
Poor ground connection. Tighten ground screw. Be
sure any metal
preservation has been
removed for good ground
connection.
Worn motor brushes. Replace motor brushes.
Blower wheel jammed. Overhaul the combustion
(Usually indicated by hot air blower.
motor housing.)
Defective radio-noise filter. Replace filter.
Faulty or burned out motor. Remove combustion air
motor for overhaul or
replacement of motor.
Heater fires but burns unsteadily. Insufficient fuel supply. Inspect fuel supply to
heater, including shutoff
valve, solenoid valve fuel
pump and fuel lines. Make
necessary repairs.
CAUTION: DO NOT CREATE A SPARK GAP BY HOLDING THE LEAD TO THE HEATER JACKET. THIS
CAN RESULT IN DAMAGE TO THE LEAD AND IGNITION UNIT AND THE OPERATOR MAY
RECEIVE AN ELECTRICAL SHOCK.
Spark plug partially fouled. Replace spark plug.
Loose primary connection Tighten the connection.
at ignition assembly.
Faulty vibrator. Replace the vibrator.
PAGE 8
Oct 5/16 21-40-00 21408
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Heater fires but burns unsteadily. Combustion air blower speed Remove and overhaul the
(cont.) fluctuates. (Can be caused by combustion air blower
low voltage, loose blower assembly as required or
wheel, worn brushes or motor.) correct low voltage condition.
High voltage leak in lead Replace ignition assembly.
between ignition assembly
and spark plug.
Inoperative ignition assembly. If vibrator is in good
condition, replace ignition
assembly only.
Restriction in fuel nozzle Remove nozzle for cleaning
orifice. or replacement.
Nozzle loose in retainer or Tighten or replace the
improper spray angle. nozzle as required.
Heater starts then Lack of fuel at heater. Check fuel supply through
goes out. all components from the
tank to the heater. Make
necessary corrections.
Inoperative or chattering Adjust or replace switch.
combustion air pressure switch.
Inoperative overheat switch. Replace switch.
Inoperative cycling switch. Adjust or replace the
switch.
Low voltage. Attach external power.
Heater fails to shut off. Fuel solenoid valve in heater Remove and replace
stuck open. solenoid assembly.
Inoperative duct and cycling Check and repair.
switch.
Defective heater switch. Replace the heater switch.
21409 21-40-00 PAGE 9

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Intake Valve and Switches

Figure 4
Duct Switch
Figure 5
PAGE 10
Oct 5/16 21-40-00 214010
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
3. Heater
publications.)
In airplanes with a Model B-3040 (90D38-2) or Model B-3500 (90D38-2(EL)) combustion heater installed,
instructions contained in this section consist of periodic inspection, adjustment, and minor corrections
required at normal designated intervals for the purpose of maintaining the heating system in peak operating
condition. These inspections assume that a heating system includes accessory components mentioned
in preceding paragraphs. See also the appropriate Hartzell Engine Technologies component maintenance
manual and AD 2004-21-05.
In airplanes with a Model I-3500 (90D38-2(IS)) or (91E88-4(IS) combustion heater installed, service and
maintain per the appropriate Hartzell Engine Technologies component maintenance manual.
A. Inspection
(1) Preflight and/or Daily Inspection
(a) Inspect the ventilating air inlet, combustion air inlet, exhaust outlet and fuel drains for
possible obstructions. Make sure that all of these openings are clear of any restrictions
and that no damage has occurred to the exhaust, cold or hot fuel drains, water drain or
fuel line drain.
(b) Place the HEATER SWITCH in the ON (or HEAT) position. The ventilating air blower
and combustion air blower should operate. Operate both combustion and ventilating air
blowers and check each for unusual current draw, noise or vibration.
Note: Proceed to Operating Procedure, below, and verify heater system basic operation.
(2) 100-Hour Inspection
For heaters with 500 heater operating hours or twenty-four (24) months time-in-service since
new, or overhauled with a new combustion tube assembly, each 100 hours or twenty-four (24)
months, whichever occurs first, conduct the following inspection.
Note: If an hourmeter is used on the heater assembly, it should be connected across
terminals number 2 and 5 on the heater terminal strip. If an hourmeter is not used,
count one heater operating hour for each two flight hours for normal aircraft operation.
Consideration should be given for any excessive ground operation of the heating
system.
Note: The 100 Hour Inspection consists of the functional check and inspection listed below
and the Pressure Decay Test.
(a) Inspect the ventilating air and combustion air inlets and exhaust outlet for restrictions and
security at the airplane skin line.
(b) Inspect the drain line to make sure it is free of obstructions. Run a wire through it if
necessary to clear obstructions.
(c) Check all fuel lines for security at joints and shrouds, making sure that no evidence of
leaks exists. Also check for security of attachment of fuel lines at the various attaching
points in the airplane.
(d) Inspect electrical wiring at the heater terminal block and components for loose
connections, possible chafing of insulation and security of attachment points.
(e) Inspect the high voltage cable connection at the spark plug to make sure it is tight.
Examine the cable sheath for any possible indications of arcing, which would be
evidenced by burning or discoloration of the sheath.
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(f) Inspect the combustion air blower assembly for security of mounting, connecting tubing
and wiring. Tighten any loose electrical terminals and air tube connections.
(g) Operate both the combustion and ventilating air blowers and check for unusual noise or
vibrations.
(h) Check the condition and operation of the spark plug as described in Spark Plugs, below.
(i) Evaluate the condition of the combustion chamber by performing a “Pressure Decay
Test” as described in Aircraft Heater Overhaul and Maintenance Manual (see Vendor
Publications under Supplementary Publications in the Introduction).
(j) Following the 100 hour inspection, perform the “Preflight and/or Daily Inspection.”
B. Operating Procedure
Heater operating procedure is described below. This can also be used as a basic heater system
operational check.
(1) Place the master and heater switches in their “ON” position and place the air intake lever in the
“OPEN” position. The ventilating air and combustion air blowers will operate and the heater will
ignite.
Note: The blowers will not operate and the heater will not ignite with the air intake lever in
the “CLOSED” position.
(2) Set the temperature control lever to the desired temperature setting. This controls the duct switch.
Note: If this control is set for ground operating comfort, it may be necessary to reposition
it after being airborne, since ram air will increase the ventilating airflow and heater
output.
(3) To stop the heater operation, turn the heater switch to the “FAN” position. The heater will shut
off and the ventilating air blower will continue to operate. Allow the blower to operate for two
minutes, this will cool down the heater before turning the heater switch off and closing the air
intake valve. Turn off master switch.
Note: This procedure should be followed after every shutdown to cool off the burn chamber.
C. Operational Tests
(PIR-PPS60055, Rev. J)
Connect a ground power unit (GPU) to the aircraft for ground tests. Complete all applicable ground
tests prior to flight test.
(1) Test Preparation
(a) Check all fittings and connections for security.
(b) Check that all ducts, inlets and outlets are free from obstruction.
(c) For the tests that require it, fabricate a test fixture per “Figure 5A”.
(2) Replacement Ground Test
Prior to first-time heater operation, the following test must be performed after installation of a
replacement fuel pump or replacement fuel regulator / shutoff valve.
(a) Ensure there are at least five (5) gallons of fuel in the left fuel tank.
(b) Install fabricated test fixture after the regulator / shutoff valve. (See Test Preparation, above.)
(c) Place the fuel selectors in the ON position.
(d) Turn ON the GPU.
(e) Place the AIR INTAKE lever in the OPEN position.
(f) Put the HEATER switch on CABIN HEAT.
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(g) Direct fuel into a suitable safe container using the bleed valve on the check fixture.
(h) While observing the fuel discharge, verify that all air and preservatives are purged from
the system.
(i) Close the bleed valve on check fixture.
(j) Change the HEATER switch to OFF position.
(k) Place the AIR INTAKE lever in the CLOSED position.
(l) Turn OFF the GPU.
(m) Proceed to Ground Test 1.
(3) Ground Test 1
(a) Install pressure test fixture after the regulator/shutoff valve. (See Test Preparation, above.)
(b) Turn ON GPU.
(c) Place the AIR INTAKE lever in the OPEN position.
(d) Move the TEMP control lever to the center of its travel limit.
(e) Put the HEATER switch on CABIN HEAT.
(f) While heater is operating, the test fixture’s gauge should read within 7-8 psi.
(g) Change HEATER switch to FAN. The heater will stop operating; the ventilation blower will
continue to operate.
(h) Allow the blower to operate for a minimum of two minutes.
(i) Change the HEATER switch to OFF.
(j) Move the AIR INTAKE lever to CLOSED.
(k) Turn off the GPU.
(l) Remove test fixture and reconnect the fuel line.
(m) Operate heater and observe heater fuel system to ensure there are no leaks.
(4) Ground Test 2
(a) Verify that the GPU is disconnected.
(b) Verify that the master switch is in the OFF position.
(c) Disconnect wire H4F from the heater terminal strip to remove power from the fuel pump.
(d) Connect and turn ON GPU.
(e) Place the AIR INTAKE in the OPEN position.
(f) Place the heater switch in the CABIN HEAT position.
(g) The blower shall operate. Air shall be flowing from the ventilating air outlets and the heater
exhaust outlet. The heater shall not ignite.
(h) Press the overheat indicator light.
(i) The lamp shall illuminate when pressed.
(j) Place the heater switch in the OFF position.
(k) Place the AIR INTAKE in the CLOSED position.
(l) Turn OFF and disconnect GPU.
(m) Verify that the master switch is in the OFF position.
(n) Reconnect wire H4F to the heater terminal strip.
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Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Combustion Heater Test Fixture

Figure 5A
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Oct 5/16 21-40-00 214014
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MAINTENANCE MANUAL
(5) Ground Test 3

The following test may be performed during landing gear retraction testing (see 32-30-00,
Landing Gear Retraction System Functional Test) provided that Test Preparation and Ground
Test 2 have been successfully completed.
(a) Place the aircraft on jacks.
(b) Turn ON the GPU.
(c) Place HEATER switch in FAN position.
(d) The ventilation blower shall operate.
(e) Place the landing gear handle in the UP position.
(f) The ventilation blower shall stop operating.
(g) Place the landing gear in the DOWN position.
(h) The ventilation blower shall start operating.
(i) Change HEATER switch to OFF position.
(j) Turn OFF the GPU.
(k) Remove aircraft from jacks.
(6) Ground Test 4
(a) Turn ON the GPU.
(b) Place HEATER switch on CABIN HEAT.
(c) Move the TEMP lever to the far left of its travel limit.
(d) The heater shall ignite and continue to operate until the thermostat causes it to stop
operating. Cycling in this manner shall continue until the HEATER switch is changed to
OFF.
(e) Allow the heater to cycle a minimum of two times.
(f) Press the OVERHEAT indicator light. The lamp will illuminate when pressed.
(g) Change the HEATER switch to FAN. Let it operate for two minutes.
(h) The heater shall stop and the blower shall continue to operate.
(i) Move AIR INTAKE lever to CLOSED position.
(j) The blower shall stop operating.
(k) Change the HEATER switch to CABIN HEAT again. The heater shall not ignite.
(l) Change the HEATER switch to OFF position.
(m) Turn OFF the GPU.
(7) Ground Test 5
To be done only after all Ground Tests above have been completed.
(a) Turn ON the GPU.
(b) Place the HEATER switch on CABIN HEAT.
(c) Place the AIR INTAKE in the OPEN position.
(d) Verify that there are no leaks at the connection points which were disconnected during
preparation and earlier ground tests.
(e) Change the HEATER switch to OFF position.
(f) Place the AIR INTAKE in the CLOSED position.
(g) Turn OFF the GPU.
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(8) Flight Test

Perform this test during cruising flight.
(a) Move the AIR INTAKE lever to OPEN.
(b) Place the HEATER switch on CABIN HEAT.
(c) Move the DEFROST lever to the ON position.
(d) Verify that there is airflow from defrost and heater vents.
(e) Return the DEFROST lever to OFF.
(f) Change HEATER switch to OFF position.
(g) Wait 15 seconds and then move the AIR INTAKE lever to CLOSED.
D. Electrical System Checks
These tests are listed as an aid in isolating open circuited or inoperative components.
Note: The schematic wiring diagrams (Figure 6, “Figure 7” and “Figure 8”) show, in addition to
the heater circuitry, the aircraft control circuit. For the purposes of this manual, the circuitry
shown in these illustrations will be used to describe voltage checks.
It must be assumed that power, which is furnished through the heater circuit breaker, is present
at the HEATER SWITCH at all times. Always check the circuit breaker before performing voltage
checks.
In the event that voltage is not present at one or more of the following listed points, the wiring must
be traced back to the power source. If components are still inoperative after the wiring inspection,
check the individual inoperative components for voltage and, if necessary, replace them.
(1) Vent Blower Power Circuit
With the HEATER SWITCH in the FAN position, voltage (14 volts nominal) should be present
at the following locations: (See “Figure 8”.)
(a) Terminal No. 6 on the heater terminal strip if the air valve is open.
(b) From terminal No. 6 of the heater terminal strip through the radio noise filter to the
ventilating air motor.
(c) Electrical ground circuit for the ventilating air motor is provided from terminal No. 5 of the
heater terminal strip. Ventilating air motor is inoperative when the landing gear is up or air
valve is closed.
(2) Heater Power Circuit
With the HEATER SWITCH in the HEAT position, voltage should be present at the following
locations: (See “Figure 8”.)
Note: Power for the ventilating air blower is the same as described, except that power is now
supplied through the HEAT side of the HEATER SWITCH.
(a) Terminal No. 1 of the heater terminal strip if the air valve is open.
(b) From terminal No. 1 of the heater terminal strip through the radio noise filter to the
combustion air motor and to terminal No. 1 of the overheat switch.
(c) From terminal No. 3 of the overheat switch through the combustion air pressure switch to
terminal No. 2 of the heater terminal strip.
(d) From terminal No. 2 of the heater terminal strip to the ignition unit to the fuel regulator and
shutoff valve and fuel pump through the adjustable duct switch to terminal No. 3 of the
heater terminal strip.
(e) From terminal No. 3 of the terminal strip through the cycling switch to the fuel solenoid
valve.
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MAINTENANCE MANUAL
HEATER
15 AMP
NC
NOTE:
THIS WIRING DIAGRAM IS FOR REFERENCE PURPOSES ONLY.
UP LIMIT REFER TO CHAPTER 91 FOR AIRCRAFT WIRING.
RT. GEAR
C A B I N H E AT
AIR VALVE SW.
FA N
6 RNF
OFF VENT BLOWER
5 M
HEAT
4
OVER TEMP. LIGHT CYCLING SW.
FUEL
3 2 VALVE
3
1 P. T. T.
RNF
2
THERMOSTAT IGNITION
1
UNIT
OVER RAM
TEMP AIR
SW.
SPLICE
HEATER
DUAL FUEL
PUMPS
FUEL SHUT-OFF RNF M
SOLENOID VALVE
COMBUSTION
BLOWER
Wiring Diagram
Figure 6
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MAINTENANCE MANUAL
= PRIMARY POWER CIRCUIT
HEATER
15 AMP
NC
NOTE:
RT. GEAR
C A B I N H E AT
AIR VALVE SW.
FA N
6 RNF
OFF VENT BLOWER
5 M
HEAT
4
FUEL
3 2 VALVE
3
1 P. T. T.
RNF
2
THERMOSTAT IGNITION
1
UNIT
OVER RAM
TEMP AIR
SW.
SPLICE
HEATER
DUAL FUEL
PUMPS
FUEL SHUT-OFF RNF M
SOLENOID VALVE
COMBUSTION
BLOWER
Primary Power Circuit

Figure 7
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Oct 5/16 21-40-00 214018
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MAINTENANCE MANUAL
HEATER
15 AMP
NC
NOTE:
RT. GEAR
C A B I N H E AT
AIR VALVE SW.
FA N
6 RNF
OFF VENT BLOWER
5 M
HEAT
4
FUEL
3 2 VALVE
3
1 P. T. T.
RNF
2
THERMOSTAT IGNITION
1
UNIT
OVER RAM
TEMP AIR
SW.
SPLICE
HEATER
DUAL FUEL
PUMPS
FUEL SHUT-OFF RNF M
SOLENOID VALVE
COMBUSTION
BLOWER
= STARTING POWER CIRCUIT
Starting Power Circuit

Figure 8
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E. Removal
See “Figure 2”.
(1) Ascertain that all heater controls are off.
(2) Remove the screw in the nose, lower nose cone to gain access to heater.
(3) Disconnect the heater outlet duct from the heater manifold by removing the attachment screws.
(4) Remove the clamp from the intake valve control cable and disconnect the control cable from the
intake valve.
(5) Note the hookup of the electrical leads to facilitate reinstallation. Disconnect the leads from the
heater terminal block.
(6) Disconnect the fuel supply line at the heater by removing the cover of the fuel line connection
shroud and disconnecting the line from the solenoid valve.
(7) Disconnect the fuel and water drains from the bottom of the heater and allow them to slide down.
(8) Disconnect the combustion air blower inlet hose from the blower assembly by removing the cotter
key and clevis pin at the blower.
(9) Loosen the clamps from around the heater and remove the heater from the airplane. The exhaust
shroud should remain in the airplane.
(10) With the heater removed, the necessary maintenance may be performed as required.
F. Installation
See “Figure 2”.
(1) Ascertain that all the heater components are on the heater. Position the exhaust tube shroud on
the tube mounting flange located in the nose section.
(2) Position the heater over its mounting brackets and ascertain that the exhaust tube extends into
the exhaust shroud. Lower the heater to its mounting brackets. The exhaust tube should extend
out the bottom of the nose section.
(3) Move the heater slightly to obtain the best fit of the exhaust tube shroud and heater. Place the
heater clamps around the heater and mounting bracket flanges and secure.
(4) Connect the combustion air blower inlet hose to the combustion air blower assembly on the
heater and secure in place with the clevis pin and cotter key.
(5) Connect the fuel and water drain lines to the bottom of the heater.
(6) Connect the fuel supply line to the heater and cover over the fuel shroud and secure with two
screws.
(7) Attach the intake valve control cable to the intake valve and install the clamp.
(8) Connect the electrical leads to the heater terminal block on the heater as shown in “Figure 2”.
(9) Check the operation of the heater.
(10) Lift the nose cone up and secure with appropriate screws.
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4. Components
Instructions in this paragraph pertain to maintenance of the basic heater and components while the
heater is installed in the airplane. Instructions for removal of components are included provided the
installation permits accessibility.
Note: No special service tools are required for normal periodic maintenance.
A. Combustion Air Blower
(1) Removal
(a) Disconnect wire at quick disconnect terminal.
(b) Disconnect the inlet tubing from the inlet air adapter.
(c) Loosen the clamps that hold the combustion air blower assembly in the support bracket
and slide the motor out of the bracket.
(2) Installation
(a) Prior to installing the combustion air blower, inspect all parts of the assembly for loose
screws. loose nuts, and poor ground connection on the blower housing. Make sure the
blower wheel is tight on the shaft and properly located in the housing. It should have just
enough clearance to rotate at full speed without binding against the inlet housing. Blower
performance is based upon this close tolerance clearance. It is recommended that correct
voltage be applied for this clearance check.
(b) Install the blower inlet adapter in the same orientation as before removal.
(c) Place the combustion air blower assembly in position in the attaching clamp so the
air tubing can be connected and slide the tubing into position at the point where it
was disconnected during removal. Do not tighten until after tightening the motor in the
attaching strap.
(d) Tighten the blower motor mounting strap securely making certain the air tubing is in
proper alignment.
(e) Secure the air tubing by tightening the clamp or installing the sheet metal attaching
screws.
(f) Connect the wire lead at the quick-disconnect terminal.
(g) Connect the ground lead securely to the mounting bracket.
(h) Check motor operation. By disconnecting the wire at the No. 3 terminal on heater terminal
strip, blower can be operated without fuel flow to the heater.
(3) Replacing Motor Brushes
(a) Remove the brush cap at one of the brush locations. Note position of brush inside the
guide and carefully lift the brush and brush spring out of the guide. Be sure to hold the
brush so that it can be reinstalled in precisely the same position if no brush replacement is
required.
(b) Inspect the brush for wear. If brushes are worn to a length of .187 of an inch, they must be
replaced.
(c) Looking through the brush guide, inspect the commutator which should be smooth and
medium brown to dark brown in color. Remove all dust from commutator with compressed
air. If the commutator is grooved in the brush track, gouged, scored or shows signs of
having burned spots, replace the complete motor assembly. If the commutator is in good
condition, install new motor brushes and tighten brush caps into place. Make sure each
brush is oriented so that the curved end fits the curvature of the commutator.
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(d) After installing new brushes, it is advisable to run in the brushes as follows: Connect
the motor to a controlled voltage supply (rheostat in a 14 volt line). Operate the motor at
approximately 1/2 its normal speed for the first hour; then gradually increase the speed until
it is rotating at approximately normal speed. Continue the run in operation for at least two
hours to properly seat the brushes before installing the blower in the aircraft.
B. Spark Plug
(1) Removal
See Figure 9.
(a) Remove the screws in the nose and lower the nose cone gaining access to the spark plug
area of the heater assembly.
Note: Insure that heater electrical circuits are de-energized.
(b) Unscrew and remove the high voltage lead connector at the spark plug. Exercise care to
avoid fouling or damaging the connector.
(c) Remove the grommet.
(d) Using a 7/8 inch deep hex socket, unscrew and remove the spark plug. Make sure the spark
plug gasket is removed with the spark plug. It will normally stick on the spark plug threads,
but if gasket should drop into the ventilating air passages of the heater, remove with a wire
hook.
(2) Installation
See “Figure 10”.
(a) If a new spark plug is being installed, be sure to adjust the spark gap. Do not bend the
electrode on the spark plug.
(b) Place a new spark plug gasket on the threads. If the gasket does not hold on the threads
and would be likely to fall off during installation, place a small drop of Aviation Permatex or
similar material on the gasket to stick it temporarily to the plug shell.
(c) Screw the spark plug into the heater with a deep socket wrench. Tighten to a torque of 28
foot-pounds.
(d) Install the grommet (No. 39 in Figure 9) in the heater jacket opening.
(e) Carefully insert the spring connector on the high voltage lead into the spark plug shell, press
down gently and start the nut on the threads. Tighten the nut to 20 foot-pounds.
(f) Operate the heater to check dependability and close all access openings.
(3) Inspection and Servicing
If the spark plug appears to be in good condition, except for a mild coating of oxide on the porcelain
and electrodes, it may be cleaned and reused. Cleaning is accomplished on a conventional
airplane type spark plug cleaner, except that it will be necessary to use two or more adapters
in order to raise the long extension of the plug far enough out of the cleaner nozzle opening to
perform an effective job. Plug the ceramic insert cavity at the terminal end of the plug with a
piece of paper or cloth to keep out any of the cleaning sand. Wipe this cavity out thoroughly with
a cloth wet with carbon tetrachloride. If after cleaning the spark plug porcelain is white and the
electrodes are not eroded, proceed to check the ground electrode in the heater and adjust the
spark gap in accordance with Step 3 of this paragraph.
Note: If the spark plug fails to clean up properly and/or if the electrodes are badly eroded, it
should be replaced.
PAGE 22
Oct 5/16 21-40-00 214022
PA-44-180, SEMINOLE
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Exploded View of Heater Assembly

Figure 9
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Oct 5/16
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(4) Spark Gap Check and Adjustment

See Figure 10.
A spark gap of 0.156 to 0.188 inches must be maintained on the P/N 39D18 spark plug. This
gap should be checked any time a plug is replaced or at the time of heater overhaul. A spark gap
greater than that specified can shorten the life of the ignition assembly.
There are several methods in which the spark gap of this heater may be checked. Method I is
recommended when the heater is being overhauled and before the installation of the fuel nozzle.
Methods II and III are suitable for checking the gap through the spark plug well when the heater
is not disassembled.
(a) Method I
1) Using a 5/32 inch drill (0.156) or a piece of 5/32 rod, reach through the small opening
in the combustion head and find the ground electrode. (It is welded inside the head.)
2) Move the drill along the side of the electrode on the spark plug side. (Movement should
be from the outer edge towards the center.) The drill should just pass through the
spark plug gap opening. Should the drill fail to pass through this opening, the gap is
too narrow. If it passes through too freely, the gap is too wide. In either case, it will be
necessary to bend the ground electrode in the direction required. This may be done by
removing the spark plug and reaching through the opening.
3) Recheck the gap after repositioning of the ground electrode.
(b) Method II
1) Measure the distance between the seating surface of the spark plug with a new gasket
installed to the end of the plug electrode.
2) Using a depth gauge, measure the distance between the ground electrode in the heater
to the spark plug seating surface in the heater jacket and check this measurement
against the measurement obtained in Step A. The difference should be between 0.156
to 0.188 of an inch.
3) The ground electrode can be bent to obtain the required gap.
(c) Method III
1) Fabricate or purchase from Piper the special tool from dimensions given in “Figure 10”.
2) Install the threaded end of the tool into the spark plug hole.
3) Slide the rod of the tool into the combustion head until it contacts the ground electrode.
4) Check that the indicator ring on the rod lines up with the end of the tool. The ground
electrode may be bent to obtain the required gap.
Note: Inspect the ground electrode for erosion. If it is eroded to approximately half
of its original 1/8 inch diameter, it should be replaced. This can be done as
follows:
1. Grind off the head of the rivet where it projects through the combustion
head and remove the electrode.
2. Install a new CRES rivet AN125452 which is 1.500 inches in length.
3. Heliarc tack weld the rivet head to hold it in place.
4. Check spark gap as noted in Methods I or II.
PAGE 24
Oct 5/16 21-40-00 214024
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Spark Plug Gap Adjustment

Figure 10
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C. Ignition Unit
This unit converts 14 volt DC to high voltage, oscillating current capable of producing a continuous
spark in the combustion chamber of the heater. This unit remains energized and produces a
continuous spark during heater operation. It contains a condenser, resistor, radio noise filter and
vibrator socket. It also has an externally mounted vibrator and ignition coil.
(1) Removal
See “Figure 9”.
Note: Make sure heater electrical circuits are de-energized.
(a) Disconnect the primary wire from the primary terminal of the ignition assembly.
(b) Carefully unscrew and disconnect the high voltage ignition cable at the spark plug.
Exercise care to avoid fouling or damaging the connector.
(c) Remove the four attaching screws and lift the ignition assembly off the heater jacket.
(2) Installation
See “Figure 9”.
(a) Place the ignition assembly in position on the heater jacket with the high voltage cable
facing the spark plug end of the heater.
(b) Install the four screws. Tighten the screws securely.
(c) Carefully connect the high voltage lead to the spark plug.
(d) Connect the primary lead to the primary terminal on the ignition unit and tighten the nut
securely.
(e) Check for proper heater operation.
(3) Inspection
Inspect components as follows.
(a) Cover Assembly - Inspect for security of lead assembly to cover. Ignition cable, grommet,
terminal and connector for carbon tracks, cracks or distortion. Repair or replace for any of
the above conditions.
(b) Ignition Coil - Inspect for broken bakelite, carbon tracks, oil leaks, and dents in coil cover.
Replace for any of the above conditions.
(4) Testing
(a) Set-up
The following test will indicate whether or not the unit is operational and whether the
vibrator should be replaced before reinstallation in the aircraft. The following equipment is
required to test the components:
1) A battery that will supply power at approximately 14 volts DC.
2) A voltmeter with a range of 0-15 volts.
3) A lead from the battery to the test fixture in which is included an ammeter with a range
of 0-3 amperes and a normally open, momentary-closed switch. The total resistance of
the lead including the ammeter and switch must not exceed 0.3 ohms.
PAGE 26
Oct 5/16 21-40-00 214026
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MAINTENANCE MANUAL
Spark Plug Fixture Wiring - Test Setup

Figure 11 Figure 12
CAUTION: When testing an ignition unit, do not use a screwdriver

as a substitute for a spark plug and spark plug fixture.
4) A spark gap of 0.187 inch (plus 0, minus .030). A convenient means of arranging the
correct spark gap is to install a spark plug, P/N 39D18, in a test fixture arranged to
provide a ground electrode and a 0.187 inch spark gap. (See “Figure 11” to fabricate
this fixture.)
Note: Any one of several spark plugs may be used with the spark plug fixture
detailed in Figure 10. However, the “A” dimension in that sketch must be
varied with the length of spark plug electrode to provide a gap of .187 inch
for all spark plugs.
5) The high tension shielded ignition lead between the ignition unit and the spark plug is
a part of the cover assembly.
6) Arrange the test equipment as shown in “Figure 12”.
(b) Procedure
1) Close the momentary switch and read the voltmeter and ammeter. Release the
momentary switch immediately.
2) The amperage reading at 14 volts DC must be 1.50 ± 0.25 amperes.
214027 21-40-00 PAGE 27

Oct 5/16
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MAINTENANCE MANUAL
Ignition Unit Assembly

Figure 13
(5) Vibrator
The vibrators should be replaced after 250 hours of operation. This schedule applies equally to
vibrators installed in new units as well as new vibrators installed in ignition units that have been
in service.
(a) Removal
1) Remove the clamp.
2) Remove the vibrator from the ignition unit; it may require a slight back-and-forth
movement to remove it from the unit. A piece of masking or friction tape around the
exposed portion of the vibrator will help to grip the vibrator for removal.
(b) Installation
1) Install the new vibrator with the index marks aligned. The connector pins on the vibrator
can be felt entering the pin sockets in the vibrator socket, then press the vibrator fully
and firmly into position.
2) Secure with the clamp.
Note: If replacement of vibrator fails to correct operational failure, further disassembly
and inspection may be required.
PAGE 28
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D. Cycling Switch and Limit (Overheat) Switch

See “Figure 9”.
(1) Removal
(a) If the limit switch is damaged or defective, disconnect the three electrical leads from the
switch terminals. Be sure to mark the leads for proper reassembly. (The switch terminals
are identified by numbers “1”,“2” and “3.”)
(b) Remove the two attaching screws and lift the limit switch and spacers (gaskets) from the
jacket opening.
(c) If the cycling switch is damaged or defective, disconnect the electrical leads being sure to
mark them for proper reassembly.
(d) Remove the two screws and lift the cycling switch from the jacket opening.
Note: No attempt should be made to repair either of these switches. If they do not operate
properly, they should be replaced.
(2) Installation
(a) Install the limit switch and spacers (gaskets) by placing them in position in the heater
jacket opening and installing two screws.
(b) Tighten screws securely; then reconnect the electrical leads in accordance with markings
made during disassembly. (See wiring diagram, “Figure 6”.)
(c) Install the cycling switch (See “Figure 9”) by placing it in position in the heater jacket
opening and securing it with the two screws. Tighten screws securely; then reconnect the
electrical leads to their respective terminals as marked during disassembly. (See wiring
diagram, “Figure 6”.)
E. Combustion Air Pressure Switch
See “Figure 9”.
(1) Removal:
(a) Disconnect electrical leads from the terminals of the combustion air pressure switch,
being sure to mark them for proper reassembly. Disconnect the tube from the switch cap.
Exercise caution not to exert excessive bending of the tube. (It is “tacked” to the
combustion chamber inside the jacket.)
(b) Unscrew and remove the combustion air pressure switch from the fitting on the
combustion air inlet tube.
(2) Installation
(a) Install the combustion air pressure switch by rotating it on the threaded fitting of the
combustion air inlet tube and tighten it securely. Exercise caution not to over-torque the
switch as this could change the setting.
(b) Connect electrical leads to their respective terminals in accordance with markings made
during removal. If in doubt regarding proper connections, refer to the wiring diagram,
“Figure 6”. Connect the tube to the switch cap.
(c) Check for proper heater operation.
214029 21-40-00 PAGE 29

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Fuel Regulator and Shutoff Valve

Figure 14
F. Fuel Regulator and Shutoff Valve

The fuel regulator and shutoff valve is located on the upper right side of the forward bulkhead
assembly. Access to it is achieved by lowering the nose cone.
(1) 100-Hour Inspection
Visually inspect the valve body for signs of fuel stains, paying careful attention to the diaphragm
joint and the threaded mounting holes located in sides of the valve body. Fuel leakage may
appear as a greenish blue stain or residue in the area of the diaphragm joint or threaded mount
hole. Use supplemental lighting, if needed, to facilitate visual inspection. Visual inspection must
include all four sides of the regulator valve body. If signs of fuel leakage are found, then replace
the valve with a new valve of the appropriate part number with a manufacture date code of
02/02 or later. Record valve replacement in the logbook.
(2) Removal
(a) Ascertain that the left fuel tanks are empty and the fuel selector controls are in the OFF
position.
(b) Gain access to the regulator and disconnect the electrical leads from regulator and shutoff
valve.
PAGE 30
Oct 5/16 21-40-00 214030
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(c) Disconnect the fuel line from the outlet port and remove the regulator from the heater fuel
pump. Cap all open fuel lines to prevent contamination.
(3) Installation
(a) Position the regulator into position between the fuel line and fuel pump. Ascertain that the
inlet side of the regulator is towards the fuel pump.
(b) Connect the regulator to the pump and the heater fuel line to the regulator outlet port.
(c) Connect the electrical leads from the regulator.
(d) Conduct Replacement Ground Test under Operational Tests, above.
(4) Adjustment
The fuel regulator and shutoff valve used in this system is adjustable but not repairable. The
following steps cover the proper adjustment of this unit:
(a) Install the regulator in a test stand similar to that shown in “Figure 15”.
(b) Install a 2.0 gph nozzle (Janitrol Part No. C08D09). Gasoline or Stoddard solvent can be
used for testing.
(c) Apply fluid pressure from fuel pump and energize the solenoid. Outlet pressure should be
7.0 ± .5 psi, if not, correct accordingly.
(d) Using a screwdriver, break the seal over the adjustment screw and adjust the regulated
outlet pressure to 7.0 ± .5 psi. (Turn clockwise to increase pressure or counterclockwise to
decrease pressure.)
(e) De-energize and energize the solenoid at least twice. The outlet pressure should be 6.5 to
7.5 psi with the solenoid energized. When the solenoid is de-energized, the pressure should
drop to zero and the fuel now from the nozzle should stop.
(f) During the above test, observe for signs of external leakage. Any leakage is cause for
rejection of the regulator. After satisfactory adjustment has been made, apply Glyptol around
the threads of the adjustment screw and in the slot.
Test Setup for Fuel Regulator and Shutoff Valve

Figure 15
214031 21-40-00 PAGE 31

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
4496038 thru 4496282; and,
4496001 thru 4496037 with Heater Fuel Pump(s) Installation
Kit No. 766-686 installed Figure 16 (Sheet 1 of 2)
PAGE 32
Oct 5/16 21-40-00 214032
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
G. Heater Fuel Pump(s)

(1) Single Fuel Pump
S/N’s 4496001 thru 4496037 only.
The fuel pump is located on the upper left side of the forward bulkhead assembly. Access is
achieved by lowering the nose cowl.
Maintenance required consists of visually inspecting the pump for security and fuel leakage.
Retaining the original equipment pump is acceptable as long as it is serviceable. If the pump
fails or is leaking, replace the original equipment pump with Piper Kit No. 88476-002.
(a) Removal
1) Ascertain that the left fuel tanks are empty (drain per 12-10-00, if required) and the fuel
selector controls are in the OFF position.
2) Disconnect the electrical lead from the pump.
3) Disconnect the fuel supply line from the inlet end of the pump and the fuel line to the
fuel regulator / shutoff valve from the outlet end. Cap all open fuel lines to prevent
contamination.
4) Remove the bolts which secure the pump to its mounting bracket and remove the
pump.
(b) Installation
NOTE: In S/N’s 4496001 through 4496037 only, the original equipment single fuel pump is
no longer available. If replacement is required, install Piper Kit No. 88476-002. After
Kit No. 88476-002 has been installed, see Single Fuel Pump, below.
1) Position the fuel pump on the forward bulkhead assembly and secure in place with
bolts. Be sure to capture the two ground wires with the mounting bolts.
2) Connect the fuel line from the fuel regulator / shutoff valve to the pump outlet and the
fuel supply line to the pump inlet.
3) Connect the electrical lead to the pump.
4) Conduct Replacement Ground Test under Operational Tests, above.
5) Replace the nose cowl and secure it.
(2) Dual Fuel Pumps
S/N’s 4496038 thru 4496282; and 4496001 thru 4496037 with Kit No. 766-686 installed.
The combustion heater dual fuel pumps are located on the upper left side of the forward
bulkhead assembly. Access is achieved by lowering the nose cowl.
Maintenance required consists of visually inspecting the pumps for security and fuel leakage. If
either pump fails or is leaking, replace both fuel pumps with Piper Kit No. 88476-002.
(a) Removal
selector controls are in the OFF position.
2) Disconnect the electrical leads from the pumps.
3) Disconnect the fuel supply line from the inlet end of the the lower pump and the fuel
line to the fuel regulator / shutoff valve from the outlet end of the upper pump. Cap all
open fuel lines to prevent contamination.
4) Remove the bolts which secure the pumps to their mounting bracket and remove the
pumps.
214033 21-40-00 PAGE 33

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
4496283 and up; and
4496001 thru 4496282 with Heater Fuel Pump(s) Installation
Kit No. 88476-002 installed Figure 16 (Sheet 2 of 2)
PAGE 34
Oct 5/16 21-40-00 214034
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(b) Installation
NOTE: Dual fuel pumps are no longer available. If replacement is required, install Piper Kit
No. 88476-002. After Kit No. 88476-002 has been installed, see Single Fuel Pump,
below.
1) Position the dual fuel pumps on the forward bulkhead assembly and secure in place
with bolts. Be sure to capture the three ground wires with the mounting bolts.
2) Connect the fuel line from the fuel regulator / shutoff valve to the upper pump outlet and
the fuel supply line to the lower pump inlet .
3) Connect the electrical leads from both pumps.
(3) Single Fuel Pump
S/N’s 4496283 and up; and 4496001 thru 4496282 with Kit No. 88476-002 installed.)
The fuel pump is mounted on the upper left side of the forward bulkhead assembly. Access is
achieved by opening the nose cowl.
Maintenance required consists of visually inspecting the pump for security and fuel leakage
and periodically replacing the filter. If pump is leaking or fails, replace with pump P/N 461-774.
(a) Filter Replacement
1) Each 200 hours time-in-service, replace the heater fuel pump filter as follows:
selector controls are in the OFF position. Remove all power from aircraft.
3) Disconnect electrical leads from the heater fuel pump.
4) Disconnect the fuel supply line from the inlet end of the filter.
5) Remove the filter from the pump.
6) Install new filter on the pump.
7) Connect the fuel supply line to the inlet end of the filter.
8) Disconnect the fuel line to the fuel regulator / shutoff valve from the inlet end of the fuel
regulator / shutoff valve.
9) Connect electrical leads to heater fuel pump.
10) Reconnect power to aircraft.
(b) Removal
selector controls are in the OFF position. Remove all power from aircraft.
2) Disconnect electrical leads from the heater fuel pump.
3) Disconnect the fuel supply line from the inlet end of the pump and the fuel line to the
fuel regulator / shutoff valve from the outlet end. Cap all open fuel lines to prevent
contamination.
4) Remove mounting hardware and fuel pump.
214035 21-40-00 PAGE 35

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(c) Installation
NOTE: Do not use Teflon tape on any fuel connection.
1) Position the fuel pump on the forward bulkhead assembly and secure in place with
bolts. Be sure to capture the two ground wires with the mounting bolts. Torque mounting
bolts to 65-75 in-lbs
2) Connect the fuel line from the fuel regulator / shutoff valve to the pump outlet and the
fuel supply line to the pump inlet.
3) Connect electrical leads to heater fuel pump.
4) Reconnect power to aircraft.
6) Close nose cowl and secure it.
PAGE 36
Oct 5/16 21-40-00 214036
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
H. Duct Switch
See “Figure 5”.
(1) Removal
(a) Disconnect the electrical leads from the terminals on the exposed face of the switch and
mark to facilitate installation.
(b) Remove the two attaching screws and washers, from the duct switch bracket.
(c) Carefully lift out the switch and gasket (if gasket is used).
(2) Cleaning and Inspection:
Brush off any dust or lint from the switch operating mechanism (exposed inside the duct) and
wipe the external surfaces with a clean cloth.
(3) Installation
(a) Insert the switch carefully with gasket (if used) into the ventilating duct opening and secure
with the two attaching screws and washers,.
(b) Connect the two electrical leads to their respective terminals on the face of the switch as
marked during removal.
(c) Operate the heater with the duct switch set above ambient temperature to check operation.
5. Overhaul
Each 1500 hours or whenever the pressure decay test is failed, overhaul the heater assembly. See
Aircraft Heater Overhaul and Maintenance Manual (see Vendor Publications under Supplementary
Publications in the Introduction.)
6. Heater Hourmeter
A. Removal
(1) Remove the screws which secure the nose cone and lower the nose cone to gain access to the
heater. The hourmeter is located on top of the heater, secured to the ignition assembly.
(2) Note the position of the wires on the rear of the hourmeter, then disconnect the wires.
(3) Remove the screws which secure the mounting clamps to the ignition assembly and remove the
hourmeter from the aircraft.
B. Installation
(1) Position clamps on hourmeter as indicated in “Figure 17”.
(2) Secure first clamp to ignition assembly bracket using screw MS35206-242.
(3) Secure second clamp to ignition assembly using remaining screws.
(4) Attach wire assemblies to rear of gauge.
(5) Raise nose cone into position and secure.
214037 21-40-00 PAGE 37

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Heater Hourmeter Installation

Figure 17
PAGE 38
Oct 5/16 21-40-00 214038
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Cooling
Air Conditioning
Airplanes built 2013 and later may be equipped with air conditioning. If so, that Kelly Aerospace electric
air conditioning system is installed by STC SA03093CH. These systems should be mainained per the ICA
provided by Kelly Aerospace Thermal Systems, LLC.
21501 21-50-00 PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 2
Oct 5/16 21-50-00 21502
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
22
Autoflight
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
22-ii
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 22
CHAPTER CHAPTER

41 Oct 5/16
2 Oct 5/16 43 Oct 5/16
44 Oct 5/16
22-10-00 1 Oct 5/16 46 Oct 5/16
2 Oct 5/16 47 Oct 5/16
3 Oct 5/16 48 Oct 5/16
4 Oct 5/16 49 Oct 5/16
5 Oct 5/16 50 Oct 5/16
6 Oct 5/16
7 Oct 5/16 22-97-00 1 Oct 5/16
8 Oct 5/16 2 Oct 5/16
9 Oct 5/16
10 Oct 5/16
11 Oct 5/16
12 Oct 5/16
13 Oct 5/16
14 Oct 5/16
15 Oct 5/16
16 Oct 5/16
17 Oct 5/16
18 Oct 5/16
19 Oct 5/16
20 Oct 5/16
21 Oct 5/16
22 Oct 5/16
23 Oct 5/16
24 Oct 5/16
25 Oct 5/16
26 Oct 5/16
27 Oct 5/16
28 Oct 5/16
29 Oct 5/16
30 Oct 5/16
31 Oct 5/16
32 Oct 5/16
33 Oct 5/16
34 Oct 5/16
35 Oct 5/16
36 Oct 5/16
37 Oct 5/16
38 Oct 5/16

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 2
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chapter 22 - Autoflight
TABLE OF CONTENTS
Autopilot 22-10-00 1
General 1
S-TEC System 55/55X (1999 and up) 1
S-TEC System 55 (1999–2000) 1
S-TEC System 55X (2001–2014) 1
Description 1
Troubleshooting 7
GPSS (System 55X only) 7
System Operation 7
Maintenance 7
Ground Checks 8
Standard, Avidyne Entegra, or Garmin G500 equipped airplanes 8
Garmin G1000 equipped airplanes 9
Autopilot Power-Up Test 9
Autopilot Engagement Test 10
FD/AP Operational Test 10
Autopilot Clutch Torque and Cable Tension Test 11
Electric Trim and CWS 11
Nav Receiver Interface Test 12
Flaps Compensation Check 13
Components 14
Panel-Mounted Components 14
Component Locator 14
Trim Monitor 14
Removal 14
Installation 14
Roll Servo 14
Removal 14
Installation 16
Pressure Transducer 18
Removal 18
Installation 18
Trim Servo 18
Removal 18
Installation 20
Pitch Servo 21
Removal 21
Installation 21
Servo Clutch Torque Adjustment 24
Flap Compensator 26

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 22 - Autoflight
Autopilot (cont.) 22-10-00 (cont.)

Garmin GFC 700 Automatic Flight Control System (AFCS) (Optional) 29
Description 29
Troubleshooting 29
Troubleshooting 29
Post-Installation Procedures 29
LRU Test Procedures 29
Ground Checks 29
Setup 29
References 29
Pre-Flight Test (PFT) 30
AFCS Switch Checks 30
Autopilot Disconnect Checks – Normal Mode 31
Autopilot Disconnect Checks – Abnormal Mode 31
Autopilot Clutch Overpower Check 32
Manual Electric Pitch Trim Speed Check 32
Autopilot Operation Checks 33
VOR/LOC/GS Test 33
ESP Functional Check (Optional) 34
Components 36
Garmin Servos 36
GSA 8X Servo Actuator 36
GSM 86 Servo Gearbox 36
Inspection 37
Return to Service 37
Roll Servo 42
Removal 42
Installation 42
Trim Servo 45
Removal 45
Installation 45
Pitch Servo 47
Removal 47
Installation 47
Flap Compensator 49
Wiring 22-97-00 1
PAGE 2
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
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
An Autopilot/Flight Director (AP/FD) or Automatic Flight Control System (AFCS) system is installed as
optional equipment in PA-44-180 Seminoles.
A. S/N’s 4496001 thru 4496029 (1995–1998)
A Bendix/King Autopilot/Flight Director (APFD), manufactured by then Allied Signal (now
Honeywell), was installed these airplanes. Maintenance information for those systems is not
included in this manual. Follow the service literature published by the AP/FD equipement
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. S/N’s 4496030 thru 4496366, less 4496331 (1999–2014)
The S-TEC System 55 / 55X is installed in these airplanes. Maintenance information for this system
is provided below.
C. S/N’s 4496331, 4496367 and up (2014 and up)
The Garmin GFC 700 Automatic Flight Control System (AFCS) is fully integrated with the G1000
system installed in these airplanes. Maintenance information for this system is provided below. See
paragraph “3. Garmin GFC 700 Automatic Flight Control System (AFCS) (Optional)”.
2. S-TEC System 55/55X (1999 and up)
A. S-TEC System 55 (1999–2000)
This system is installed as optional equipment in S/N’s 4496030 through 4496042 only.
B. S-TEC System 55X (2001–2014)
This system is installed as optional equipment in S/N’s 4496043 thru 4496366, less 4496331.
C. Description
See “Figure 1”.
NOTE: In S/N’s 4496174 and 4496224 thru 4496283 equipped with the Avidyne Entegra EFIS (see
34-20-00); S/N’s 4496284 thru 4496338 equipped with the Garmin G500 system; and S/N’s
4496339 thru 4496366 equipped with the Garmin G1000 system: many of the individual
components listed below (i.e. - HSI, Deviation Indicators, etc.) are replaced by the Primary
Flight Display (PFD). See”Figure 1” and the Avidyne or Garmin G500 AFM Supplement, or
the Piper Pilot’s Operating Handbook (G1000).
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.
22101 22-10-00 PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TRIM
2 AMP C/B
TRIM
MASTER (BLK)
TO A/C GND
T2 (3 PIN MOLEX)
SWITCH A A
TRIM MONITOR (RED)
TRIM MASTER SW
TO DIMMER LIGHT RHEOSTAT
(WHT) T1 (3 PIN MOLEX)
(RED) TRIM CB
TRIM
MONITOR TRIM MONITOR PROG/COMP
(BLK) TO
TO A/C GND AUDIO
(WHT) (WHT)
AMP 6 PIN
HORN TO A/C GND MOLEX
T3
CONTROL WHEEL
(BLK)
A/P A+ (RED)
TO TO
(WHT)
AUDIO A/C
AMP GND
FD1
(4 PIN MOLEX)
PROG/COMP 39224-12
FD/AP SWITC
P2 OPTION-F/D A/S
PROGRAMMER/ P2 = 39237-( ) IN SYSTEM 55 AND

39328-( ) IN SYSTEM 55X (6 PIN MOLEX)
COMPUTER P2 = 39236-( ) A/S 1 B B
P1 A/P 1
(BLK)
TO A/C GND
(WHT) TO RADIO
LIGHT RHEOSTAT
(WHT)
TO A/P DISC (PIN 11 OF NAV/HDG
CONTROL WHEEL CONN)
ALTITUDE SELECTOR/
ALT. SEL.
ALERTER
TO
(ENC. ALT.)
CODE
LINES
(BLK)
A/C GND
(WHT)
TO A/P DISC
(RED)
TO 28 VDC
(WHT) AP C/B
TO AUDIO AMP
(RED) F/D A
TO T&B C/B (5 AMP MAX.)
TURN COORDINATOR (BLK)
TO AIRFRAME GND 20 GA.
A/C
TURN COORDINATOR
BUSS
ANNUN
(RED) A/P A+
(BLK)
TO A/C GND
HORIZONTAL SITUATION (RED) A/P A+
INDICATOR NAV/HDG
C C
F/D 2
MOLEX
(12 PIN)
STEERING HORIZON STR. HOR.

PROG/COMP
ANNUNCIATOR ANNUNCIATOR
S-TEC System 55/55X

Effectivity Autopilot/Flight Director Installation
Effectivity
PAGE 2
Oct 5/16 22-10-00 with S-TEC System 55/55X
22102
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TRIM
2 AMP C/B
A A
A/C BUSS PITCH SERVO
(RED) TRIM CB
CONTROL WHEEL
(BLK)
CONTROL WHEEL
A/P A+ (RED)
TO
A/C PITCH
GND
SERVO
39224-12
FD/AP SWITCH
B B
A/P 1 A/P 1
A/C GND
MOLEX (3 PIN)
FLAP POT FLAP COMP POT
TRIM
SERVO
TRANSDUCER
AP C/B
PRESSURE
F/D A/P MASTER SW TRANSDUCER
20 GA. (WHT)
A/C
BUSS FD/AP SW
TRIM SERVO ROLL SERVO
(RED) A/P A+
ROLL
SERVO
(RED) A/P A+
C C
104085C
104582 K
S-TEC System 55/55X

Autopilot/Flight Director Installation Effectivity
Figure 1 (Sheet 2 of 5) 4496030 and up
Effectivity
22103
with S-TEC System 55/55X
22-10-00 PAGE 3
Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PITCH
TRIM
(CB19)
TRIM
MASTER P565/J565 (BLK)
(3 PIN MOLEX) GB5A-N
SWITCH
A/C BUSS
TRIM MONITOR (RED)
TRIM MASTER SW
TO PANEL LIGHTING BLOCK (LB2-F)
(WHT) P564/J564
P555 (3 PIN MOLEX)
CB
TRIM
(RED) TRIM
MONITOR TRIM MONITOR PROG/COMP
(BLK) TO
GB5A-M AUDIO P55
(WHT) (WHT) AMP A A
HORN
GB5A-L CONTROL WHEEL
(BLK)
TO GB3A-H
(WHT)
AUDIO
AMP
P552
P2 P5
PROGRAMMER/ P2 = 39328-( )
COMPUTER P1 = 39326-( ) B B
P1 A/P 1
(BLK)
GB5A-R
P551
(WHT)
TO AVIONICS LIGHTING
BLOCK (LB1-F)
(WHT)
TO A/P DISC (PIN 11 OF
CONTROL WHEEL CONN)
P732
PFD
PFD
TURN COORD
(CB13) P733
(RED)
A/C BUSS
TURN COORDINATOR (BLK)
GB5A-K
TURN COORDINATOR
AUTOPILOT
(CB29)
P558
A/C BUSS
GB5A-P
101831 D
C C (RED
S-TEC System 55/55X

Effectivity Autopilot/Flight Director Installation
with Avidyne Entegra Figure 1 (Sheet 3 of 5)
Effectivity
PAGE 4
22104
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PITCH
TRIM
(CB19)
A/C BUSS
PITCH SERVO
P561
CB
(RED) TRIM
J561
P554/J554
A A
CONTROL WHEEL
(BLK)
CONTROL WHEEL
GB3A-H
PITCH
SERVO
FD/AP SWITCH
P556/J556
B B
A/P 1 A/P 1
A/C GND
P569/J569
MOLEX (3 PIN)
FLAP POT FLAP COMP POT
TRIM
SERVO J557
TRANSDUCER
PRESSURE
TRANSDUCER
P559
J559
P562/J562
AUTOPILOT
TRIM SERVO ROLL SERVO
(CB29)
ROLL
F/D A/P MASTER SW SERVO
A/C BUSS
20 GA (WHT)
GB5A-P FD/AP SW
C C (RED) A/P A+
S-TEC System 55/55X

Autopilot/Flight Director Installation Effectivity
Effectivity
22105
22-10-00 PAGE 5
Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
S-TEC System 55/55X Autopilot/Flight Director Installation

Effectivity
PAGE 6
22106
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
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, altitude selector/alerter,
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 descibed 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.
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.
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MAINTENANCE MANUAL
H. Ground Checks
(1) Standard, Avidyne Entegra, or Garmin G500 equipped airplanes
Complete the following checkout procedure after any maintenance to the system is performed.
Note: The System 55X incorporates a SELF-TEST that requires a 100 percent pass rate before
the autopilot can be engaged.
NOTE: For airplanes equipped with the optional Avidyne Entegra or Garmin G500 systems
references below to the flight director and HSI are to those functions in the Primary Flight
Display (PFD). For airplanes equipped with the optional Avidyne Entegra, references
below to the remote annunciator are to that function in the PFD.
(a) Apply aircraft power.
(b) Avionics Master Switch.......................................................................ON
(c) Autopilot Master Switch...............................................SELECT 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.
(d) Trim Master (ON / OFF) Switch.........................................................ON
(e) HDG and VS switches............................................PRESS / RELEASE
Ensure that HDG and VS illuminate on the 55X annunciator.
(f) VS Knob............................................................................ROTATE CW
Pitch control (i.e. - the control yoke) should move slowly out (pilot may have to assist a heavy
yoke).
(g) VS Knob.........................................................................ROTATE CCW
Pitch control should move slowly in.
(h) A/P DISC Trim Interrupt Switch (on control yoke).....................PRESS
Verify the autopilot disconnects.
(i) HDG Mode..............................................................................ENGAGE
(j) 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.
(k) REV Mode button........................................................................PUSH
Roll control should respond opposite to the course arrow and CDI Ieft/right needle inputs.
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(l) 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.
(m) Trim Master (ON / OFF) Switch.............................................................OFF
(n) Manual Electric Trim Test:
1) Trim Master (ON / OFF) Switch.......................................................ON
a) Move the Manual Electric Trim Command Switch FWD and AFT.
Trim should not run.
b) Move both segments of the Trim Command switch FWD.
Trim should run nose down.
c) Move both segments of the Trim Command switch AFT.
Trim should run nose up.
2) Re-trim aircraft for takeoff and check controls for freedom of movement. Be sure the
autopilot and trim servos are disengaged.
(o) Flight Director Test:
1) Autopilot Master Switch....................................................SELECT FD
Note that the roll, pitch and trim servos are disengaged. The steering bar should be in
view on the attitude indicator.
2) 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.
3) 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.
4) Autopilot Master Switch ............................................SELECT FD / AP
The servos should re-engage.
5) Trim Master ON / OFF Switch .........................................................ON
6) 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.
(2) Garmin G1000 equipped airplanes (PIR-PPS55035, Rev. C.)
(a) Autopilot Power-Up Test

1) Select the AVION MASTR switch to ON.
2) Select AP master switch to “FD/AP”.
3) Verify RDY is displayed on AP controller and the PFD AFCS status box within 3 minutes.
4) Pull AUTOPILOT circuit breaker.
5) Verify AP controller display is blank.
6) Select AP master switch OFF. Reset all circuit breakers.
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(b) Autopilot Engagement Test

2) Push the HDG knob on the PFD to synchronize the heading bug to the current aircraft
heading.
3) Verify RDY is displayed on AP controller and the PFD AFCS status box within 3 minutes.
4) Press the HDG and ALT buttons on the AP computer.
5) Verify HDG and ALT are displayed on AP computer and the PFD AFCS status box.
6) Verify the pitch and roll clutches engage and resist movement of the control wheels.
7) Press the AP DISC switch on the pilot’s control wheel.
8) Verify the autopilot disengages, accompanied by an annunciation (flashing RDY) on
the AP computer and an aural alert.
9) Verify that the control wheels have free motion in the roll and pitch axes.
10) Select AP master switch to “FD”.
11) Select the heading and altitude modes.
12) Verify that HDG and ALT are displayed on the AP computer.
13) Verify that FD, HDG, and ALT are displayed on the PFD AFCS status box, and that the
command bars are displayed on the PFD.
14) Verify that the AP remains disengaged (the control wheels have free motion).
(c) FD/AP Operational Test
NOTE: The command bars on the PFD should be aligned with the aircraft reference and
the control wheels should be centered and stationary. There may be some roll
motion in the yokes if the aircraft is not level.
2) Push the HDG knob on the PFD to synchronize the heading bug to the current aircraft
heading.
4) Verify that HDG and ALT are displayed on the AP computer and the PFD AFCS status
box, and that the command bars are displayed on the PFD.
5) Turn the HDG knob on the PFD counterclockwise.
6) Verify the command bars on the PFD and the control wheels rotate counterclockwise.
7) Turn the HDG knob on the PFD clockwise.
8) Verify the command bars on the PFD and the control wheels rotate clockwise.
9) Push the HDG knob to synchronize the heading bug to the current aircraft heading.
Wait until the flight director command bars align with the aircraft symbol.
10) Press the VS button on the AP computer.
11) Turn the VS knob on the AP computer clockwise.
12) Verify the command bars on the PFD pitch up and the control wheels move aft. (In
some aircraft, the down spring may require manual assistance to get control stick
movement.)
13) Turn the VS knob on the AP computer counterclockwise.
14) Verify the command bars on the PFD pitch down and the control wheels move forward.
15) Disengage the AP.
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(d) Autopilot Clutch Torque and Cable Tension Test

1) Select AP master switch to “FD/AP” and TRIM switch “ON”.
4) Verify the autopilot clutches can be manually overpowered in the pitch and roll axes.
NOTE: If servo clutches cannot be overpowered, check the servo clutch torque
settings. Refer to the appropriate autopilot installation in 22-10-00 for torque
settings.
5) Actuate and hold PITCH TRIM switch in either the NOSE UP or NOSE DOWN direction.
6) Verify the autopilot disconnects, RDY is displayed on the autopilot computer flashing
for 5 seconds and then remains, and TRIM is displayed on the PFD flashing while the
trim is running.
7) While trim is running, restrain the aircraft pitch trim wheel and verify that the trim clutch
can be overpowered.
NOTE: If trim servo clutch cannot be overpowered, check the trim servo clutch torque
setting. Refer to the appropriate autopilot installation in 22-10-00 for torque
settings.
8) Actuate and hold PITCH TRIM switch in the NOSE UP direction.
9) Verify the trim wheel moves smoothly throughout the entire trim range during manual
electric trim operation, and TRIM is displayed on the PFD flashing while the trim is
running.
10) Actuate and hold PITCH TRIM switch in the NOSE DOWN direction.
11) Verify the trim wheel moves smoothly throughout the entire trim range during manual
electric trim operation, and TRIM is displayed on the PFD flashing while the trim is
running.
(e) Electric Trim and CWS
Verify the AFCS system buttons and switches are operating correctly by performing the
following steps.
1) Select AP master switch to “FD/AP” and TRIM switch “ON”.
2) Actuate both sections of the PITCH TRIM switch to activate Manual Electric Pitch
Trim (MEPT). Verify the trim clutch engages the trim wheel and trim tab drive in the
requested direction, and TRIM is displayed on the AP computer flashing while the trim
is running. Check operation in both the up and down direction.
3) Activate each half of the MEPT switch. Verify the trim clutch does not engage, the trim
wheel does not move.
4) Press the AP DISC TRIM INTER switch and hold while actuating the manual electric
trim switch. Verify trim does not run and the trim wheel rotates freely when moved
manually. Release the switches.
NOTE: If the trim is run for approximately two seconds with AP DISC TRIM INTER
switch held, the trim monitor will enter a FAIL state. To reset, depress the trim
switch twice to turn the system off and back on.
5) Activate the MEPT switch. Remove power from the Pitch Trim servo by pulling the Pitch
Trim circuit breaker. Verify trim does not run and the trim wheel rotates freely when
moved manually. Release the switches.
6) Restore power to the Pitch Trim Servo.
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9) Press and hold the CWS switch and verify the control wheel moves freely when moved
manually and CWS is displayed on the AP computer.
10) Release the CWS switch and press the AP DISC TRIM INTER switch on the pilots
control wheel. Verify the autopilot disengages and RDY is displayed on the autopilot
computer flashing for 5 seconds, accompanied by an aural alert. Verify the control
wheels move freely in pitch and roll axes.
(f) Nav Receiver Interface Test
Perform the following test using ramp test equipment. Operate the equipment according to
the test equipment manufacturer’s instructions.
NOTE: The PFD HSI does not show a course deviation bar unless a valid VHF NAV
frequency is tuned.
1) Select AP Master Switch to “FD/AP”.
2) Simulate a VOR signal on radial 360° relative to aircraft. Tune the NAV 1 and NAV 2
receivers to the simulation frequency.
3) Set the HSI on PFD to VOR1 by pressing the CDI soft key until VOR1 is selected.
Rotate CRS1 knob to set VOR1 course pointer to 360° relative to aircraft.
4) Verify full scale deflection of VOR1 by varying the selected course at least 10° left and
right. Reset course pointers to 360° relative to aircraft.
5) Repeat Steps 3) and 4) with VOR 2.
6) Engage the autopilot and press the NAV and ALT keys on the autopilot computer.
Using the CRS1 knob alter course by 10° to the right. Verify the flight director and
aircraft controls respond by flying to the VOR course. Repeat to the left.
7) Set CRS1 course pointer to 360° relative to the airplane.
8) Simulate a Localizer/Glideslope signal. Tune this signal on NAV 1 and NAV 2 receiver.
Set the PFD HSI to LOC1 by pressing the CDI softkey until LOC1 is selected. Use the
test equipment to center the deviation bars (localizer and glideslope) on the PFD.
9) Press the APR key on the autopilot computer. Verify that the NAV, ALT, and APR
annunciations are displayed on the PFD. Apply right/left and up/down localizer/
glideslope signals using the test equipment. Verify that the Flight Director and flight
controls respond appropriately.
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(g) Flaps Compensation Check

1) Ensure FD/AP Master switch is set to “FD/AP” and TRIM switch is ON.
2) Set the control yoke to a neutral position.
3) Press HDG and ALT buttons on the autopilot computer.
4) Pull the flap lever to set flaps to 10 degrees.
5) Verify that the control yoke moves aft.
10) Move flap lever forward to set flaps to 25 degrees.
11) Verify that the control yoke moves forward.
16) Set FD/AP Master switch to “FD”.
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I. Components
(1) Panel-Mounted Components
The flight director, HSI, autopilot programmer/computer, altitude selector/alerter (if installed),
remote annunciator (if installed), and turn coordinator are either face-mounted or rack-mounted
in the instrument panel. See 39-10-00 for removal and installation instructions.
For airplanes equipped with Avidyne Entegra EFIS, Garmin G500 or G1000 IAS, the steering
horizon, altitude selector and horizontal situation selector components are replaced by the
Primary Flight Display (PFD).
(2) Component Locator
See “Figure 2”.
(3) Trim Monitor
The trim monitor is mounted on brackets to the left side of the fuselage, underneath the instrument
panel, see “Figure 2”..
(a) Removal
1) Remove wiring harness and cables from trim monitor.
2) Remove the four (4) screws and washers that attach the trim monitor to the bracket;
remove the trim monitor.
(b) Installation
1) Place trim monitor in position on the bracket and secure with washers and screws (4).
2) Connect cables and wiring harness.
3) Check system operation - perform Manual Electric Trim Test under Post-Maintenance
Operational Checkout, above.
(4) Roll Servo
See “Figure 3”.
The roll servo is mounted at the far right side of the aircraft under the floor panel below the
passenger seat. Access it from the baggage door.
(a) Removal
1) Remove the passenger seats.
2) Remove underlying carpet and floor panel.
3) Disconnect wiring harness and cables from the roll servo.
4) Remove nuts and bolts (2 ea.) securing each cable clamp (2) and remove cable clamps
from aileron balance and autopilot bridle cables.
5) Remove nuts, washers, and bolts (4 each) securing roll servo to mounting bracket and
remove roll servo with attached bridle cable.
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
G1000 LOCATOR
107734 NEW
PITCH SERVO
TRIM / MASTER
TRANSDUCER ANNUNCIATOR SWITCH
TRIM SERVO
INSTRUMENT
PANEL (REF)
FLAP
COMPENSATOR
ROLL SERVO
TURN & BANK

(BLIND MOUNT)
GMA 1347
TURN COORDINATOR GIA 63W NO. 1
ANNUNCIATOR ** HORN PROGRAMMER /

COMPUTER
TRIM MONITOR
TRIM MONITOR
PROGRAMMER / STEERING
COMPUTER HORIZON * FOR G1000, SEE “G1000 LOCATOR”
ALTITUDE
SELECTOR *
PITCH SERVO
PROGRAMMER / ROLL SERVO
COMPUTER TRIM SERVO TRANSDUCER
STEERING
HORIZON *
TRIM
MONITOR HORN
F.S. 73 04 F.S. 128 74 F.S. 156 00 F.S. 191 00 F.S. 247.06
* Not installed with Avidyne Entegra EFIS, Garmin G500 or ** Not installed with Avidyne Entegra EFIS or Garmin G1000;
Garmin G1000; in those airplanes, this function is provided in those airplanes, this function is provided by the Primary
by the Primary Flight Display (PFD). Flight Display (PFD).
Component Locator
Figure 2
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MAINTENANCE MANUAL
(b) Installation
1) Rig ailerons per Aileron Control Rigging and Adjustment, 27-10-00.
2) Place the control column tee bar in full forward position, maintaining that position using
a suitable tool or by placing weights on the aft side of the stabilator (if stabilator cables
have been previously tensioned).
3) 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.
4) Remove screws (4) and remove capstan cover and cable guards from servo.
5) Adjust roll servo clutch torque per Servo Clutch Torque Adjustment, below.
6) Wrap autopilot bridle cable, align capstan, and and tighten centerball setscrew as
shown in “Figure 3”.
7) Replace cable guards and capstan cover, secure with screws (4).
8) Position servo on the mounting bracket as shown in “Figure 3” and secure it with bolts
(4 ea.), washers (8 ea.), and nuts (4 ea.).
9) Position cable clamps as shown in “Figure 3” and tighten nuts and bolts (2 ea.). Adjust
cable clamps in or out along the aileron balance cable to obtain a bridle cable tension
of 15 ± 2 lbs. Torque cable clamp bolts as specified in “Figure 3” .
10) Remove the locking fixtures at the inboard ends of the airlerons. 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.
11) 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.
12) 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.
13) 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 Chart 2, 27-00-00:
a) Center bubble of a protractor over surface of aileron at neutral position. Note
reading.
b) 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.
14) If steps 10 thru 13 reveal the aileron controls out of rig, repeat steps 1 thru 9.
15) Connect autopilot harness.
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104085 C
104582 K
POSITION OF BRIDLE CABLE CENTERBALL 101831 D
WITH AILERON IN NEUTRAL POSITION. 107734 NEW
DEPRESS BRIDLE CABLE CENTERBALL TO
BOTTOM OF HOLE AND TIGHTEN SETSCREW.
AILERON BALANCE CABLE
BRIDLE CABLE 10°
WRAP LONG END 440°

AND LEFT (INBOARD)
WRAP SHORT END 280°

AND RIGHT (OUTBOARD)
ROLL SERVO
(CAPSTAN COVER AND CABLE GUARDS REMOVED FOR CLARITY)

BRIDLE .005 MIN. GAP BETWEEN
HALVES AFTER TORQUING LOOKING FWD
CABLE
CLAMP
AILERON
BALANCE CABLE
BRIDLE CABLE
TORQUE CLAMP
BOLTS TO 55 ± 5 IN. LBS.
CABLE CLAMP DETAIL BAGGAGE COMPARTMENT
FLOOR
UP
BRIDLE CABLE CLAMP
(SEE DETAIL)
C RIGHT
L OF A/C
AILERON BALANCE CABLE

BRIDLE CABLE
ROLL SERVO
HYDRAULIC
LINES
BOTTOM SKIN
BOLT, AN3-5A (4 REQ'D)

WASHER, NAS1149FO363P (8 REQ'D)
NUT, NAS697A3W (4 REQ'D)
LOOKING FORWARD FROM REAR SPAR
Roll Servo Installation

Figure 3
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16) Check aileron controls for free and correct movement.

17) Perform Post-Maintenance Operational Checkout, above.
18) Replace floor panel and secure with screws.
19) Replace carpeting.
20) Replace the passenger seats.
(5) Pressure Transducer
The pressure transducer is mounted on the upper right forward side of the bulkhead at F.S.
191.00. Access is throught the cabin rear closeout panel.
(a) Removal
1) Disconnect the transducer from the static-system by removing the Ty-rap and pulling
the static hose off of the transducer hose barb.
2) Disconnect the autopilot harness.
3) Remove screws (2), washers (4), and nuts (2) and remove transducer.
(b) Installation
1) Place transducer in position. Secure with screws, washers, and nuts.
2) Slide the static hose over the transducer hose barb and secure with a Ty-rap .
3) Connect the autopilot harness.
(6) Trim Servo
See “Figure 4”.
The trim servo is located at the airplane centerline just aft of F.S. 156.00, behind the cabin rear
closeout panel. The left stabilator trim cable wraps around the servo ilder pulley and the servo
capstan.
(a) Removal
1) Remove the closeout panel at the back of the passenger cabin.
2) Remove the baggage compartment carpet and control cable inspection access covers.
3) Tie a pull rope to the left stabilator trim cable exposed beneath the floor panel and
fasten the pull rope to structure aft.
4) Tie a pull rope to the left stabilator trim cable aft of the turnbuckle in the rear fuselage
aft of the trim servo and fasten 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.
5) Slack-off the turnbuckle in the left stabilator trim cable segment aft of the trim servo
sufficient to relieve tension on the left stabilator trim cable as it wraps around the trim
servo idler pulley and capstan.
7) Remove the capstan cover and cable guards (4) by removing the retaining screws (4).
8) 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.
9) Remove the remaining bolts, nuts, and washers (3 ea.) securing the trim servo to its
mounting bracket and remove the trim servo.
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104085 C
104582 K WASHER, NAS1149FO363P NUT, NAS697A3W
101831 D
107734 NEW
IDLER PULLEY
WASHER, NAS1149CO632R
SERVO BASE PLATE (REF)
SPACER
CABLE GUARDS (3 REQ'D)
BRACKET (REF)
SCREW (3 REQ'D)
BOLT, AN3-14A
WASHER, NAS1149CO632R
MOUNTING PLATE
INTERNAL STAR WASHER, MS35333-36 (6 REQ'D)
IDLER PULLEY BUILDUP DETAIL
TRIM SERVO
SEE DETAIL
FOR BUILDUP
FWD
RIGHT
BOLT, P/N AN3-5A

WASHER, P/N NAS1149FO363P (2 EA.) LEFT TRIM CABLE
NUT, P/N NAS697A3W
(3 PLACES)
LOOKING DOWN AND OUTBOARD
RUDDER CABLES
UP
TRIM CABLES
RIGHT
TRIM SERVO
LEFT, LOWER,
STABILATOR CABLE
LOOKING FORWARD, AFT OF F.S. 156.00
Trim Servo Installation

Figure 4
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(b) Installation
1) Adjust trim servo clutch torque per Servo Clutch Torque Adjustment, below.
2) With the capstan cover and cable guards removed, place the trim servo onto brackets
as shown in “Figure 4”. Secure with bolts, nuts, and two washers (3 places - two
forward and aft left).
3) Assemble the idler pulley cable guards (3) to the mounting plate with screws (1 ea.)
and star washers (2 ea.). Place the center bolt through the mounting plate/cable guard
assembly and slide a washer over the threaded end and up against the mounting plate.
Set aside the assembly.
4) Drape the slack left stabilator trim cable over the servo capstan.
CAUTION: In STEPS 5 thru 12 BELOW, THE TERMS “left” and “right” are
FROM the view of the technician in the cabin baggage
area looking aft, except where airplane component
parts are specifically named.
5) Place thumb and forefinger on top of the capstan over the trim cable in its groove.
Pressing the trim cable into its groove, slide thumb and forefinger down around opposite
sides of the servo capstan and pull the trim cable slack away from you and to your left.
6) Holding the trim cable in that position, install the capstan cover and cable guards as
7) Hold the idler pulley forward and above the trim servo and to the right of the airplane’s
left stabilator trim cable. Move the idler pulley left and down to the forward segment of
the left stabilator trim cable and capture the trim cable underneath the idler pulley in
the cable groove on the right.
8) Keeping the trim cable in the groove, slide the idler pulley aft along the trim cable,
below and left of the servo capstan, and bring it approximately to its installed position
(see “Figure 4”). At this point, the forward portion of the trim cable should be: routed
left, around the rear, to the right of the idler pulley; to the left, around the front, and to
the right of the capstan.
9) Holding the idler pulley in this position, reach down and pull the aft portion of the trim
cable over the idler pulley and seat it in the cable groove. The left trim cable should
now be routed as shown in “Figure 4”.
10) Place the spacer inside the idler pulley.
11) Position the mounting plate/cable guard/bolt assembly as shown in “Figure 4” and slide
the bolt through the spacer inside the idler pulley.
12) Place a washer over the bolt end and put the bolt through the trim servo mounting
bracket and baseplate. Secure with a nut and washer, taking care to ensure that the
cable guards are positioned, and the left trim cable is routed, as shown in “Figure 4”.
13) Rig stabilator trim per Rigging and Adjustment, Stabilator Trim Controls, 27-30-00.
16) Check stabilator trim controls for free and correct movement.
17) Replace cabin closeout panel.
18) Replace control cable inspection access covers in baggage compartment floor and
replace baggage compartment carpet.
19) Replace rear seats.
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(7) Pitch Servo

See “Figure 5”.
The pitch servo is located at the centerline in the aft fuselage, between bulkheads F.S. 219.06
and F.S. 247.19. Access is through the cabin rear closeout panel.
(a) Removal
1) Attach a tail stand under the tail skid.
2) Remove the cabin rear closeout panel.
3) Crawl into the tailcone to the pitch servo.
from upper and lower stabilator cables and autopilot bridle cable.
6) Remove cotter pin from bridle cable pulley and pull upper portion of bridle cable free
of the pulley.
7) Remove nuts and bolts (4 ea.) and washers (8 ea.), securing pitch servo to mounting
bracket and remove pitch servo with attached bridle cable.
(b) Installation
1) Rig stabilator controls per Rigging and Adjustment, Stabilator Controls, 27-30-00.
2) Remove screws (4), and remove capstan cover and cable guards from servo.
3) Adjust pitch servo clutch torque per Servo Clutch Torque Adjustment, below.
4) Wrap autopilot bridle cable, align capstan, and tighten centerball setscrew as shown
in “Figure 5”, Sheet 2.
6) Position pitch servo as shown in “Figure 5” and secure to bracket with bolts, nuts, and
washers (4 ea.).
7) Lead upper portion of bridle cable through pulley as shown in “Figure 5”. Reinstall
cotter pin.
8) Position cable clamps (2) as shown in “Figure 5”, 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. Torque cable clamp bolts as shown in “Figure 3”.
11) Check stabilator controls for free and correct movement.
12) Reinstall and secure the cabin rear closeout panel.
13) Remove tail stand.
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MAINTENANCE MANUAL
CLAMP SCREW, MS35206-230

WASHER, NAS1149FN632P
UPPER STABILATOR CABLE BRACKET (2 EA., UNDER CLAMP)
(UNDER NUT)
PULLEY NUT, NAS679A06
FAIRLEAD (REF) (2 PLACES)
COTTER PIN
SCREW, AN525-832R8
NUT, MS21045-08
(2 PLACES)
WASHER, NAS1149F0363P
BOLT, AN3-15A NUT, NAS697A3W
BRACKET SPACER
WASHER, NAS1149F0332P WASHER, NAS1149F0363P

SPACER
DETAIL A
C
L OF A/C
UP
FWD
SEE DETAIL A
BRIDLE CABLE
CABLE CLAMP
SEE SHEET 2
EXISTING
ELEVATOR
CABLES
PITCH
BOLT, AN3-4A SERVO
WASHER, NAS1149F0332P
(2 EA.)
NUT, NAS697A3W
(4 PLACES)
CHAFE BLOCK
LOOKING LEFT RIGHT SIDE

F.S. 232.935 LOOKING AFT FROM BULKHEAD 219.06
Pitch Servo Installation

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WRAP LONG END 550 DEGREES AND UP
CENTERBALL LOCATION WITH ELEVATOR IN FULL DOWN

POSITION. DEPRESS BRIDLE CABLE CENTERBALL TO
BOTTOM OF HOLE AND TIGHTEN SETSCREW.
10°
WRAP SHORT END

260 DEGREES AND AFT
PITCH SERVO CAPSTAN WRAPPING

(CAPSTAN COVER AND CABLE GUARDS REMOVED FOR CLARITY)

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(8) Servo Clutch Torque Adjustment

See “Figure 6”.
(a) Remove servo per instructions under specific servo, above.
(b) Place servo in a holding fixture (i.e. - vice) with capstan up.
(c) Remove capstan cover, cable guards, and cable.
(d) 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 6.
1) Acceptable torque is specified in “Chart 1”.
2) If adjustment is required, proceed as follows.
(e) Remove cotter pin from end of servo shaft and remove castle nut, shim washers, and
tension washers.
(f) Replace tension washers as required (see “Chart 1”).
(g) Replace shim washers and castle nut.
(h) Tension castle nut so that capstan torque is as specified in “Chart 1”.
Chart 1
Autopilot Servo Clutch Torque
TORQUE (In. Lbs.) WASHERS
SERVO System 55/55X System 55 System 55X
Roll 34 ± 2 Three (3) ea., .040 Three (3) ea., .032
Pitch 37 ± 2 Three (3) ea., .040 Three (3) ea., .032
Trim 28 ± 2 One (1) ea., .032; Three (3) ea., .032
Two (2) ea., .040
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SCREW (4 REQ'D.)
WASHER (4 REQ'D.)
AN936-A4
CAPSTAN COVER
TORQUE WRENCH
S-TEC TOOL
(SEE PARTS CATALOG)
CASTLE NUT COTTER PIN

AN320-5 MS24665-3*
SHIM WASHER (MIN. 1 REQ'D.)
* MS24665-134
USE AS REQUIRED TO ALIGN
WITH SYSTEM 55
COTTER PIN WITH SHAFT HOLE.
TENSION WASHERS
(SEE CHART 1)
CABLE GUARD (4 REQ'D.)
SERVO
Servo Clutch Torque Adjustment

Figure 6
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(9) Flap Compensator

See “Figure 7”.
A flap compensator potentiometer is mounted underneath the left passenger seat, mounted
on a bracket close to the left outboard just forward of bulkhead F.S. 128.74. The arm of the
potentiometer (pot) is linked to the flap torque tube by a cushion clamp.
Adjustment
1) With flaps in the full up position and set screw loose, turn A/P master switch ON.
2) Connect a digital voltmeter (3 1/2 digit) between airframe ground and center terminal
(wiper) of pot.
3) Turn pot shaft clockwise to stop. Voltmeter should read 5.00 vdc.
4) Turn pot shaft slowly counter-clockwise until voltage just starts to decrease from 5.00
volts.
5) Tighten set screw and recheck wiper voltage for 4.95 to 5.00 vdc.
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BOLT, AN3-4A
BRACKET
FOR BUILD-UP
SEE DETAIL A
WASHER, NAS1149FO363P
ARM FWD
SPACER
TORSION SPRING CABLE ASSEMBLY
WASHER, NAS1149FO363P
LEFT
NUT, NAS697A3W
DETAIL A
CABLE ASSEMBLY
SCREW, AN515-632R12
HARNESS
ASSEMBLY
FOR BUILD-UP
SEE DETAIL B
ARM
CUSHION CLAMP
SPACER
FLAP TORQUE TUBE WASHER, NAS1149FN632P
CABLE ASSEMBLY
LOOKING DOWN AFT OF F.S. 128.74
NUT, MS20365-632C
MEASURED WITH FLAPS FULLY RETRACTED
DETAIL B
20°
UP
TORSION SPRING
SETSCREW
FLAP TORQUE TUBE CABLE ASSEMBLY AFT
CUSHION CLAMP ARM
BOTTOM SKIN OF A/C
ARM POSITION
WITH FLAPS
FULLY RETRACTED
LOOKING LEFT FROM CENTERLINE OF A/C
Flap Compensator Installation

Figure 7
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Oct 5/16 22-10-00 221028
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3. Garmin GFC 700 Automatic Flight Control System (AFCS) (Optional)

This system is available in Garmin G1000 equipped airplanes S/N’s 4496331, 4696367 and up.
A. Description
See “Figure 8” on page 221038 and “Figure 10” on page 221041. See also 34-25-01 or 34-25-02, as
appropriate.
RENDER THE AIRCRAFT UNAIRWORTHY.
caution: This section provides information sufficient only to locate,
remove, and install components. detailed troubleshooting or
repair is required, it should be performed by a qualified avionics
repair shop using the appropriate maintenance manuals.
The GFC 700 Automatic Flight Control System (AFCS) provides a three-axis fail-safe digital flight
control with Flight Director, Autopilot, and Pitch Auto-Trim functions. The GFC 700 functionality is
distributed across several units of the G1000 avionics system and is designed for precision approach
to Category 1 minimums. The controls are located on the MFD bezel. The mode logic and Flight
Director computations are performed within the GIA 63W Integrated Avionics units. The autopilot
computations and monitoring are performed within the GSA 8X Servo Actuators with GSM 86 Servo
Gear Boxes. Dual Control Display Units and Integrated Avionics units provide redundancy.
B. Troubleshooting
See the following under Integrated Avionics System - Garmin in 34-20-00:
(1) Troubleshooting
(2) Post-Installation Procedures
(a) GFC Status Page.
(b) Drive Servo.
(c) GIA Fault Log Descriptions.
(3) LRU Test Procedures
Not Applicable.
C. Ground Checks
(PIR-107892, Rev. B. / PIR-108043, Rev. 1)
(1) Setup
(a) Ensure G1000 software is loaded, properly configured, and checked out per 34-20-00.
(b) Level the airplane per 8-20-00.
(c) Apply external power.
(2) References
(a) Garmin G1000 Cockpit Reference Guide for Piper PA-44-180 Seminole, 190-01462-00 or
190-02094-00, as appropriate.
(b) Appropriate Pilot’s Operating Handbook (POH) serialized to the airplane.
(c) Avionics/Electrical System Installation schematics found in Chapter 91.
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Note: In the sections that follow, an Autopilot disconnect should be accompanied by an aural alert
(two-second tone) unless otherwise specified.
(3) Pre-Flight Test (PFT)
(a) Set the AVION MASTR switch to OFF. After 30 seconds select the AVION MASTR switch to
ON. Verify the GFC 700 begins an automatic pre-flight test after AHRS and ADC parameters
become valid.
(b) Verify that a white ‘PFT’ annunciation is displayed on the PFD. A momentarily red ‘AFCS’
annunciation displayed before PFT starts is acceptable.
(c) Upon successful completion of the test, an aural alert will sound and the annunciation will
clear. If the ‘PFT’ annunciation turns red, the test has failed. See Troubleshooting, above.
(d) Repeat Steps (a)–(c) to test the PFT aural alert for the other GIA 63W. (For even-interval
system power-up, the aural alert is generated by GIA 63 #1, whereas odd-interval system
power-ups are generated by GIA 63 #2.)
(4) AFCS Switch Checks
Verify that the AFCS system buttons and switches are operating correctly by performing the
following steps (for both the pilot and copilot control yokes where applicable).
(a) Actuate both sections of the PITCH TRIM (TRIM UP/TRIM DN) switch to activate Manual
Electric Pitch Trim (MEPT). Verify the trim clutch engages and the trim wheel and trim tab drive
in the requested direction. Check operation in both the up and down direction.
Note: In S/N’s 4496395, 4496397 and up, “TRIM” is displayed flashing on the PFD while
the trim is running.
(b) Activate Co-Pilot’s MEPT switch in the UP/DN direction. Then activate the Pilot’s MEPT
switch in the opposite direction. Verify the Pilot’s MEPT switch takes priority.
(c) Activate each half of the MEPT switch. Verify the trim clutch does not engage, the trim wheel
does not move, and PTRM annunciation on the PFD after approximately 3 seconds.
(d) Press the AP DISC TRIM INTER switch and hold while actuating the manual electric trim
switch. Verify trim does not run and the trim wheel rotates freely when moved manually.
Release the switches.
(e) Activate the MEPT switch. Remove power from the Pitch Trim servo by pulling the Pitch Trim
circuit breaker. Verify trim does not run and the trim wheel rotates freely when moved manually.
Release the switches.
(f) Pull Autopilot circuit breaker. Reset Pitch Trim and Autopilot circuit breakers.
(g) Engage the autopilot by pressing the AP key on the MFD. Verify the pitch and roll clutches
engage and resist movement of the control wheel. Press and hold the CWS switch and verify
the control wheel moves freely when moved manually.
(h) Release the CWS switch and press the AP DISC TRIM INTER switch on the pilots control
wheel. Verify the autopilot disengages with a flashing amber ‘AP’ annunciation on the PFD,
accompanied by an aural alert. Verify that the control wheel is free in pitch and roll axes.
(i) Press the GO AROUND button on the power lever. Verify ‘TO’ is annunciated on the PFD for
both PITCH and ROLL modes and the command bars should be at ten (10) degrees nose
up and wings-level.
(j) Press the Flight Director (FD) key on the MFD to deactivate the GA mode. Press the AP key
to engage the autopilot. Press the CWS button for a minimum of 5 seconds and release;
verifying there is no residual force on the control stick for the pitch and roll axis while the
CWS is pressed. Servos reengage after CWS is released.
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(k) Disengage the autopilot by pressing the AP DISC TRIM INTER switch on the co-pilot’s
control wheel. Engage VS mode by pressing the VS key on the MFD. Verify the PFD displays
‘VS’ in green and indicates a pitch reference of ‘0 FPM’.
NOTE: The Alt. Sel must be activated for the FLC key to function properly.
(l) Press the FLC key on the MFD and verify that ‘FLC’ is annunciated on the PFD.
(m) Press the ALT key on the MFD and verify that the ‘ALT’ annunciation is displayed in green on
the PFD with an altitude reference equal to the aircraft altitude (within the nearest 20 feet).
(n) Press the FD key and verify that the mode annunciations and command bars are removed
from the display.
(5) Autopilot Disconnect Checks – Normal Mode
Engage the autopilot by pressing the AP key on MFD prior to each of the following checks and
reset the circuit breaker (if required) prior to the subsequent check. For each check, verify a five-
second flashing amber AP annunciation, a three-second disconnect aural alert, and FD bars
remaining on display.
(a) Press the MEPT switch on the pilot’s control yoke.
(b) Press and hold the left section of the MEPT switch on the pilot’s control yoke. Verify the trim
wheel rotates freely when moved manually.
(c) Press and hold the right section of the MEPT switch on the pilot’s control yoke. Verify the
trim wheel rotates freely when moved manually.
(d) Press and hold the left section of the MEPT switch on the co-pilot’s control yoke. Verify the trim
wheel rotates freely when moved manually.
(e) Press and hold the right section of the MEPT switch on the co-pilot’s control yoke. Verify the
trim wheel rotates freely when moved manually.
(f) Press GA button on the throttle handle. (Press the FD key to remove the GA mode
annunciation from the display).
(g) Press the A/P DISC TRIM INTER switch on the pilot’s control yoke.
(h) Press the A/P DISC TRIM INTER switch on the co-pilot’s control yoke.
(i) Pull the AUTOPILOT circuit breaker. Verify the FD bars remain on the display.
(6) Autopilot Disconnect Checks – Abnormal Mode
Engage the autopilot by pressing the AP key on the MFD prior to each of the following checks
and reset the circuit breaker (if required) prior to subsequent check. For each check, verify a
continous flashing red/white AP, a red boxed AFCS annunciation (unless specified otherwise),
and a continous disconnect aural alert (until silenced by the AP DISC TRIM INTER switch).
NOTE: After resetting each circuit breaker, allow time for the AHRS or GPS to initialize prior to
conducting the next test.
(a) Pull the INTEG AV 1 circuit breaker. Verify th FD bars are removed from the display. Various
Crew Alerting System (CAS) messages will appear due to GIA 1 powering down.
(b) Pull the INTEG AV 2 circuit breaker. Verify th FD bars remain on the display. Various CAS
messages will appear due to GIA 2 powering down.
(c) Pull the AHRS 1 circuit breaker. Verfiy the red boxed ACFS annunciation does not appear.
Verify th FD bars are removed from the display.
(d) Pull the PFD circuit breaker.
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(7) Autopilot Clutch Overpower Check

The GFC 700 uses electronic torque limiting as well as mechanical slip clutches to limit the
maximum servo effort. When the system is on the ground, the electronic torque limiting is
removed, allowing manual checks of the slip-clutch settings.
(a) Engage the Autopilot by pressing the AP key on the MFD.
(b) Manually overpower the autopilot clutches in pitch and roll. If the Autopilot clutches cannot
be overpowered, check the servo clutch torque settings. See “Chart 2”.
(c) Actuate and hold PITCH TRIM switch in either the NOSE UP or NOSE DOWN direction to
disconnect the autopilot. While the trim is running, restrain the aircraft pitch trim wheel and
verify that the trim clutch can be overpowered. If it cannot be overpowered, check the trim
servo clutch torque setting. See “Chart 2”.
(d) Engage the autopilot by pressing the AP key on the MFD. Actuate and hold the manual
electric trim switch in either the up or down direction to disconnect the autopilot. Verify that
the trim wheel moves smoothly in both directions throughout the entire trim range during
manual electric trim operation. If the trim wheel hesitates, this may indicate that the pitch
trim clutch is slipping and proper clutch setting and cable tension should be verified. See
Troubleshooting, above; and Trim Servo and “Chart 2”, below. If both clutch setting and cable
tension are within tolerance, check the aircraft pitch trim system for excessive friction. See
Rigging and Adjustment under Elevator Trim Controls in 27-30-00.
Chart 2
Servo Clutch Torque Settings
Servo Clutch Part Number (Piper/Garmin) Torque (In.-Lbs.)

Pitch PS50193-59 / 011-02147-09 52
Pitch Trim PS50193-58 / 011-02147-01 32
Roll PS50193-58 / 011-02147-01 32
(8) Manual Electric Pitch Trim Speed Check

(a) Run the MANUAL ELECTRIC PITCH TRIM in one direction until it runs against the
mechanical stop.
(b) Run the trim in the opposite direction and, using a stop watch or equivalent device, time
the trim speed to the opposite mechanical stop. Verify that the elapsed time for full travel
measures 30 ± 5 seconds.
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(9) Autopilot Operation Checks

(a) Engage the Autopilot by pressing the AP key on the MFD. Push the HDG knob to synchronize
the heading bug to the current aircraft heading. Select HDG mode by pressing the HDG key
on the MFD. Verify the command bars are level and the control wheel is stationary. (There
may be some roll motion in the yoke if the aircraft not perfectly level.)
(b) Turn the HDG knob to the left and right and check that the command bars move in the
correct direction and the control wheel follows the command bars.
(c) Push and hold the CWS button and pull the control wheel to its aft limit. Release the CWS
button. Verify the autopilot clutches re-engage and hold the wheel stationary.
(d) Apply continuous forward pressure, slowly moving the control wheel. After a brief delay,
verify the trim wheel begins moving in a trim up direction.
(e) Grip the control wheel and press the CWS button. Verify trim motion stops. Move the control
wheel to the forward limit and release the CWS button. Slowly move the control wheel aft.
After a brief delay, verify the trim wheel begins to trim down. Relieve pressure on the wheel
and verify the trim motion stops. Check that the trim wheel is free to turn. Hold the control
wheel and press the A/P DISC TRIM INTER switch to disconnect the autopilot.
(10) 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.
NOTE: The PFD HSI does not show a course deviation bar unless a valid VHF NAV frequency
is tuned.
(a) Simulate a VOR signal on a radial 360°. Tune the NAV1 and NAV2 receivers to the
simulation frequency.
(b) Set the HSI on PFD to VOR1 by pressing the CDI soft key until VOR1 is selected. Rotate
CRS knob to set VOR1 course pointers to 360°. (CDI Sync must be “OFF” on MFD Aux
Group, page 5)
(c) Verify full scale deflection of VOR1 CDI by varying the selected course at least 10° left and
right. Reset course pointers to 360°.
(d) Engage the autopilot and press the NAV key on the MFD. Using the CRS knob, alter course
by 10° to the right. Verify the Flight Director and aircraft controls respond by flying to the
VOR course. Repeat to the left.
(e) Set CRS course pointer to 360°.
(f) Repeat steps (b) - (e) with VOR2.
(g) Simulate a Localizer/Glideslope signal. Tune this signal on NAV1 and NAV2 receiver.
(h) Set the PFD HSI to LOC1 by pressing CDI soft key until LOC1 is selected. Use the test
equipment to center the deviation bars (localizer and glideslope) on the PFD.
(i) Press the AP key on the MFD. Press the APR key on the MFD. Verify that the LOC and
GS annunciations are green on the PFD. Apply right/left and up/down localizer/glideslope
signals using the test equipment. Verify that the Flight Director and flight controls respond
appropriately.
(j) Repeat steps (h) - (i) with LOC2.
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(11) ESP Functional Check (Optional)

Required only for airplanes with the optional Enhanced AFCS features.
(a) Ensure the airplane has valid GPS reception.
(b) On the MFD, navigate to the SYSTEM SETUP page of the AUX group using the FMS knob.
Press SETUP 2 softkey.
(c) Verify that there is a window for Stability & Protection and the status is “ENABLED”.
(d) Press MSG softkey. Verify that there are no “ESP FAIL” or “ESP OFF” system messages.
(e) Cover both GPS1 and GPS2 antennas.
(f) Verify on PFD 1 the ESP Roll Indices are displayed at 45° on the roll indicator.
(g) On the MFD, activate the cursor then rotate the large FMS knob to select Stability &
Protection.
(h) Rotate the small FMS knob to change the status to “DISABLED”.
(i) Verify on PFD 1 and PFD 2 the ESP Roll Indices are not displayed at 45° on the roll indicator
on the Attitude Display.
(j) Press MSG softkey. Verify that there is an “ESP OFF” system message.
(k) Remove the cover from both GPS1 and GPS2 antennas.
(l) Remove power to the aircraft.
(m) Wait ~ 15 seconds before re-applying aircraft power.
(n) After AFCS PFT is complete and prior to GPS acquisition, verify on PFD that the ESP Roll
Indices are displayed at 45° on the roll indicator.
(o) Once GPS has acquired satellites, verify on PFD that the ESP Roll Indices are not displayed
at 45° on the roll indicator on the Attitude Display.
(p) On the MFD, navigate to the SYSTEM SETUP page of the AUX group using the FMS knob.
(q) Press Setup 2 softkey. Verify there is a window for Stability & Protection and the status is
“ENABLED”.
(r) Press MSG softkey on PFD. Verify that there are no “ESP FAIL” or “ESP OFF” system
messages.
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D. Components
See “Figure 8”.
(1) Garmin Servos
The Garmin servos are a two part system the GSA 8X Servo Actuator and the GSM 86 Servo
Gearbox. See “Figure 9” and “Figure 10”.
(a) GSA 8X Servo Actuator
The GSA 8X servo actuator is an electromechanical unit that provides automatic control of
a single flight axis (pitch, roll, or yaw), or their associated trims.The GSA 8X receives serial
RS-485 data packets from two GIA 63W Integrated Avionics units, which contain data from
the Flight Director, the GRS 77 AHRS, and the GDC 74 Air Data Computer. The drive clutch
solenoid engages the GSM 86 drive clutch.The GSA 8X is mounted to the GSM 86 and can
be removed and replaced without removing or de-rigging the GSM 86.
1) Removal
a) Turn the master switch off. Pull the AUTOPILOT (and, if appropriate, PITCH TRIM)
circuit breaker(s).
b) Disconnect the servo actuator electrical harness connector.
c) Remove the bolts and washers securing the servo actuator to the servo gearbox
and remove the servo actuator.
2) Installation
a) Grease the servo actuator output gear with AeroShell 33MS.
nOTE: Two O-ring seals are pressed into grooves in the back plate of the servo
gearbox units. If during installation, removal, or reinstallation of a servo
gearbox either of these O-rings becomes detached from the rear plate,
carefully inspect and ensure there are no cuts or other damage to the
O-ring(s). If no damage is found, reinstall the O-ring(s) in the rear plate,
being careful not to stretch or compress it along its length while installing
into the groove in the rear plate. If either O-ring is missing or damaged,
replace with Garmin P/N 251-20031-00.
b) Position the servo actuator to the servo gearbox, secure with bolts and washers
(4 ea.) as follows:
1] Insert all bolts and thread in approximately two turns by hand.
2] Starting with two opposite corner bolts, tighten all bolts until 1/64” to 1/32”
(½ to 1 turn) from fully seated.
3] Verify that the GSA 8x is still slightly loose relative to the servo gearbox,
ensuring there is still relative movement between the two units.
4] Starting with two opposite corner bolts, tighten all bolts to proper torque per
“Figure 9”.
c) Connect the servo actuator electrical harness connector.
d) Push-in the AUTOPILOT (and, if appropriate, PITCH TRIM) circuit breaker(s).
(b) GSM 86 Servo Gearbox
See “Figure 9”
The GSM 86 servo gearbox is mounted to the aircraft structure, via a custom mounting
bracket, and is responsible for transferring the output torque of the GSA 8X servo actuator
to the mechanical flight control surface linkage. The GSM 86 houses its internal components
within an cast aluminum housing. There are multiple variations of the GSM 86, all designed
to accommodate various flight-control system interfaces and torque requirements. The slip-
clutch settings and type of output capstan are described elsewhere in this chapter.
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Seals
No scheduled maintenance of the GSM 86 seals is required. However, if during
installation or replacement of the GSM 86 it is determined that an O-ring seal in the
unit back plate is missing or damaged, the seal must be replaced with the appropriate
Garmin part number.
NOTE: Two O-ring seals are pressed into grooves in the back plate of GSM 86 units. If
either of the O-rings becomes detached from the back plate, carefully inspect
the O-ring and ensure there are no cuts or any other damage. If no damage is
found, reinstall the O-ring(s) in the back plate, being careful not to stretch or
compress it along its length while installing into the groove in the back plate. If
either O-ring is missing or damaged, replace with the appropriate Garmin part
number item.
(c) Inspection
1) First 1000 hours, three years, or any time the GSA 8X servo actuator is separated from
servo mount: clean and grease the servo actuator output gear with AeroShell 33MS.
2) Each twelve months, perform the following inspections:
a) Visually inspect:
1] The servos, connectors, support structures, and bridle cables to ensure that
no corrosion, chafing, cracks, or other defects exist.
2] The servo bridle cables to ensure no fraying, corrosion, or other damage
exists. Replace the cable if the condition is questionable.
3] The GFC 700 system wiring to ensure no chafing, wear, or other damage
exists.
b) Manually move the ailerons (for roll servo), elevators (for pitch servo), elevator
trim wheel (for pitch trim servo), and rudder pedals (for yaw servo) from stop to
stop and observe the servo, capstan, and control surface rigging. Ensure there is
no binding in the bridle cabling, and that the capstan pulleys rotate freely.
c) Check the tension of each servo bridle cable per “Figure 11”, “Figure 12”, or
“Figure 13”, as appropriate.
d) Manually override the slip clutch every 12 months per the Autopilot Clutch
Overpower Check under Garmin GFC 700 AFCS, Ground Checks, above.
(d) Return to Service
1) Original Servo(s) Reinstalled
No software loading is required if the removed servo(s) is re-installed. Continue to
“Ground Checks”, above.
Note: This does not include units that were returned for repair as their software and
configuration files are deleted during the repair testing process.
2) New, Repaired, or Exchanged Servo(s) Installed
If a new, repaired, or exchanged servo is installed, the correct software files and
certification gains must be loaded to the unit. See “G1000 Software/Configuration
Procedure” in 34-20-00, Integrated Avionics System - Garmin, Software Files and then
continue to Ground Checks, above.
3) If no other service is to be performed, continue to Ground Checks, above.
Effectivity
221037
with Garmin GFC 700
22-10-00 PAGE 37
Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107891 A
5
1, 2 3 7
8
4
4 7 8
1, 2 5
1. CB301 CIRCUIT BREAKER (3 AMP) (REF) 5. ROLL SERVO

2. CB302 CIRCUIT BREAKER (5 AMP) (REF) 6. FLAP COMPENSATION POTENTIOMETER
3. CONTROL WHEEL SWITCH (BOTH SIDES) 7. PITCH TRIM SERVO
4. DISPLAYs (PFD’s, MFD) (REF) 8. PITCH SERVO
Autopilot Component Locator (GFC 700)

Figure 8
PAGE 38
Oct 5/16 22-10-00 221038
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CAPSTAN
RETAINING RING
CLUTCH CAPSTAN
CLUTCH
SLIP TORQUE
SETTING
WASHER
TORQUE BOLT 25–40 IN.-LBS.
GSM 86
NOTE: RECORD NUMBER AND CLOCKING OF STANDOFFS PRIOR TO DISASSEMBLY.
STANDOFFS
TOP RING (CABLE GUARDS)
WASHER
SCREW
TORQUE SCREWS TO 10 ± 2 IN.-LBS.
GSM 86
GSM 86 Servo Gearbox

Effectivity
221039
with Garmin GFC 700
22-10-00 PAGE 39
Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CAPSTAN
RETAINING RING
CLUTCH
SLIP TORQUE CAPSTAN
SETTING
CLUTCH
WASHER
TORQUE BOLT 25–40 IN.-LBS.
GSM 86
NOTE: RECORD NUMBER AND CLOCKING OF STANDOFFS PRIOR TO DISASSEMBLY.
TOP COVER
STANDOFFS
(CABLE GUARDS)
SCREW
WASHER
TORQUE SCREWS TO 10 ± 2 IN.-LBS. GSM 86
GSM 86 Servo Gearbox

Effectivity
PAGE 40
221040
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107875
107891 A 5
OUTPUT GEAR
GSA 8X SERVO ACTUATOR
ATTACH BOLTS TORQUE TO

25–40 INCH POUNDS
GSM 86 SERVO GEARBOX
GSA 8X/GSM 86 (Typical)

Figure 10
Effectivity
221041
with Garmin GFC 700
22-10-00 PAGE 41
Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(2) Roll Servo

The roll servo is mounted at the far right side of the aircraft under the floor panel below the
passenger seat. Access it from the baggage door. See “Figure 8”, “Figure 10”, and “Figure 11”.
(a) Removal
1) Remove the passenger seats.
2) Remove underlying carpet and floor panel.
3) Disconnect wiring harness and cables from the roll servo.
from aileron balance and autopilot bridle cables.
5) Remove bolts and washers (4 ea.) securing roll servo (GSA 81/GSM 86) to mounting
brackets and remove roll servo with attached bridle cable.
(b) Installation
1) Rig ailerons per Aileron Control Rigging and Adjustment, 27-10-00.
2) 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.
3) 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.
5) Wrap autopilot bridle cable, as described in “Figure 11” and align capstan.
7) Position roll servo (GSA 81/GSM 86) as shown in “Figure 11” and secure with bolts
and washers (4 ea.) holding servo to mounting brackets. Torque bolts as specified in
“Figure 11”.
8) Position cable clamps (2) as shown in “Figure 11” and tighten nuts and bolts (2 ea.).
Adjust cable clamps in or out along the aileron balance cable to obtain the bridle cable
tension specified in “Figure 11”.
9) Torque cable clamp bolts as specified in “Figure 11”, detail B.
10) 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.
11) Remove the control wheel/tee bar locks. Check to ensure that the left aileron up and
right aileron down stops are contacted simultaneously and vice versa. Adjust stops as
required.
12) 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.
Effectivity
PAGE 42
221042
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
13) 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
as specified in 27-00-00, Chart 2.
a) Center bubble of a protractor over surface of aileron at neutral position. Note
reading.
b) 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.
14) If either step 10) thru 13) reveal the aileron controls out of rig, repeat steps 1) thru 9),
above.
16) Check autopilot system for binding and proper operation, see Ground Checks, above.
17) Check aileron controls for free and correct movement.
19) Replace floor panel and secure with screws.
20) Replace carpeting.
21) Replace the passenger seats.
22) Review “Return to Service” criteria under Garmin Servos, GSA 8X Servo Actuator,
above, to determine if software needs to be reloaded.
Effectivity
221043
with Garmin GFC 700
22-10-00 PAGE 43
Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107875 F 1
BRACKETS A FUSELAGE SKIN, RIGHT SIDE
SEE DETAIL B
AILERON CABLE - RH SEE DETAIL B
ORIENT CLAMP VERTICALLY AS
IT PASSES THROUGH SKIN
WRAP LONG END 540° AND INBOARD
WRAP SHORT END 540° AND OUTBOARD.
ADJUST BRIDLE CABLE TENSION
TO 22 +3/-3 POUNDS
HYDRAULIC LINES
4 EA. BOLT (TORQUE BOLTS 25–40 INCH POUNDS)

4 EA. WASHER
A WITH AILERONS IN THE
NEUTRAL POSITION, DEPRESS
BRIDLE CABLE CENTER BALL TO
BOTTOM OF HOLE IN CAPSTAN.
LOOKING FORWARD FROM FLAP TORQUE TUBE
BRACKETS
SERVO GEARBOX
FUEL LINE
HYDRAULIC ROLL SERVO ACTUATOR

LINES
SECTION A-A
LOOKING INBOARD
2 EA. BOLT
TORQUE TO 2 EA. MS21042L3 NUT
50–60 INCH POUNDS
.005 MIN GAP AFTER TORQUING

BRIDLE CLAMP
DETAIL B
Roll Servo Installation

Figure 11
Effectivity
PAGE 44
221044
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(3) Trim Servo

The trim servo is located at the airplane centerline just aft of F.S. 191.00, behind the cabin rear
closeout panel. The left stabilator trim cable wraps around the servo ilder pulley and the servo
capstan. See “Figure 8” and “Figure 12”.
(a) Removal
2) Remove the closeout panel at the back of the passenger cabin.
3) Remove the baggage compartment carpet and control cable inspection access covers.
4) Tie a pull rope to the left stabilator trim cable exposed beneath the floor panel and
tie-off the pull rope to structure aft.
5) Tie a pull rope to the left stabilator 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.
6) Slack-off the turnbuckle in the left stabilator trim cable segment aft of the trim servo
sufficient to relieve tension on the left stabilator trim cable as it wraps around the trim
servo idler pulley and capstan.
8) Remove the capstan cover and cable guards (5) by removing the retaining screws (5).
9) Remove the cable from capstan and pulley
10) Remove the bolts and washers (4 ea.) securing the trim servo (GSA 80/GSM 86) to its
mounting bracket and remove the trim servo.
(b) Installation
1) With the capstan cover and cable guards removed, position the trim servo (GSA 80/
GSM 86) as shown in “Figure 12”.
2) Secure with bolts and washers (4 ea.) holding servo to mounting brackets. Torque bolts
as specified in “Figure 12”.
3) Drape the slack left trim cable over the servo capstan.
4) Wrap the cable around the capstan and pulley two (2) complete turns while pressing
the trim cable into its groove as shown in “Figure 12”.
5) Tighten turnbuckles and remove tie ropes.
6) Rig stabilator trim per Stabilator Trim Rigging and Adjustment, 27-30-00.
9) Check stabilator trim controls for free and correct movement.
10) Install the capstan cover and cable guards (5) as shown in “Figure 12”.
11) Replace cabin closeout panel.
12) Replace control cable inspection access covers in baggage compartment floor and
replace baggage compartment carpet.
13) Reinstall rear seats.
Effectivity
221045
with Garmin GFC 700
22-10-00 PAGE 45
Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107875 F 1
A NO BRIDLE CABLE REQUIRED. WRAP

PITCH TRIM CABLE AROUND SERVO
CAPSTAN AND PULLEY TWO COMPLETE
PITCH TRIM TURNS (720°). ENTER GROOVE OF
SERVO ACTUATOR PULLEY FURTHEST FROM BRACKET.
FWD STABILATOR TRIM CABLE - CABLE WILL ENTER ON TOP SIDE OF
THIS CABLE DOES NOT PULLEY AND EXIT ON TOP SIDE OF PULLEY.
INTERFACE WITH CAPSTAN. ADJUST CABLE TENSION PER 27-00-00 CHART 2.
4 EA. BOLT (TORQUE BOLTS 25–40 INCH POUNDS)

4 EA. WASHER
STABILATOR
CABLE
FUSELAGE SKIN, BOTTOM
A
LOOKING RIGHT FROM AIRPLANE CENTERLINE
AFT OF BULKHEAD F.S. 191.00
PITCH TRIM SERVO ACTUATOR
STABILATOR CABLE
FAIRLEAD
SCREW,
WASHER,
SERVO NUT
GEARBOX (2 PLACES)
BRACKET BRACKET
SECTION A-A
LOOKING AFT
Trim Servo Installation

Figure 12
Effectivity
PAGE 46
221046
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(4) Pitch Servo

The pitch servo is located at the centerline in the aft fuselage, between bulkheads F.S. 219.06
and F.S. 247.13. Access is through the cabin rear closeout panel. A bridle cable and clamps
attach the servo capstan to the right (upper) stabilator cable. See “Figure 8”, and “Figure 13”.
(a) Removal
2) Remove the cabin rear closeout panel.
3) Crawl into the tailcone to the pitch servo.
4) Disconnect autopilot harness connector.
from upper and lower stabilator cables and autopilot bridle cable.
6) Remove cotter pin from bridle cable pulley and pull upper portion of bridle cable free
of the pulley.
7) Remove bolts and washers (4 ea.) securing pitch servo (GSA 81/GSM 86) to mounting
bracket and remove pitch servo with attached bridle cable.
(b) Installation
1) Rig stabilator controls per Rigging and Adjustment, Stabilator Controls, 27-30-00.
3) Wrap autopilot bridle cable, align capstan, and press center ball in place in “Figure 13”
5) Position pitch servo (GSA 81/GSM 86) as shown in “Figure 13” and secure with bolts
and washers (4 ea.) holding servo to mounting brackets. Torque bolts as specified in
“Figure 13”.
6) Lead upper portion of bridle cable through pulley as shown in “Figure 13”. Reinstall
cotter pin.
7) Position cable clamps (2) as shown in “Figure 13” and tighten nuts and bolts (2 ea.).
8) Adjust cable clamps in or out along the stabilator cable to obtain the bridle cable tension
specified in “Figure 13”.
9) Torque cable clamp bolts as specified in “Figure 13”, detail B.
11) Check autopilot system for binding and correct operation, see Ground Checks, above.
12) Check stabilator controls for free and correct movement.
13) Reinstall and secure the cabin rear closeout panel.
221047 22-10-00 PAGE 47

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107875 F 2
SEE DETAIL B
BRACKET
A 30°
WITH STABILATOR CONTROL IN THE
FULL DOWN POSITION, DEPRESS
STABILATOR CABLE BRIDLE CABLE CENTER BALL
TO BOTTOM OF HOLE IN CAPSTAN.
SCREW STABILATOR TRIM CABLE
WASHER
NUT WRAP SHORT END 570°
(2 PLACES) AND AFT
WRAP LONG END 550°
AROUND CAPSTAN THEN WRAP SEE DETAIL B
ACROSS TO PULLEYAND AFT. BRIDLE CABLE ASSY
ADJUST BRIDLE
STABILATOR CABLE
A 4 EA. BOLT
(TORQUE BOLTS
CABLE TENSION
TO 22 +3/ -3 POUNDS.
25–40 INCH POUNDS)
4 EA. WASHER
BRACKET
2 EA. BOLT
TORQUE TO 2 EA. MS21042L3 NUT
LOOKING RIGHT FROM AIRPLANE CENTERLINE 50–60 INCH POUNDS
AFT OF BULKHEAD F.S. 219.00
.005 MIN GAP

BRIDLE CLAMP AFTER TORQUING
DETAIL B
BRACKET
BRACKET COTTER PIN - INSTALL COTTER PIN INSIDE TO OUTSIDE.

WHEN FIRMLY SEATED, BEND PRONGS ON BOTTOM OF
FAR BRACKET.
NUT
WASHER BOLT
WASHER
SERVO GEARBOX SPACER (2 EA.)
WASHER (2 EA.)
PULLEY
PITCH SERVO
ACTUATOR
OUTBOARD
SECTION A-A
LOOKING AFT

Figure 13
Effectivity
PAGE 48
221048
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(5) Flap Compensator

A flap compensator potentiometer is mounted underneath the left passenger seat, mounted
on a bracket close to the left outboard just forward of bulkhead F.S. 128.74. The arm of the
potentiometer (pot) is linked to the flap torque tube by a drive arm assembly. See “Figure 14”.
107875 F 2
WITH FLAPS IN STORED POSITION,

ALIGN THIS HOLE IN ARM WITH
ATTACH HOLE IN BLOCK ASSEMBLY, NUT
POTENTIOMETER ASSEMBLY THEN INSTALL SET SCREWS TO WASHER
LOCK ARM TO FLAP TORQUE TUBE. SPACER
BOLT
WASHER A WASHER
BOLT
(2 PLACES) (2 PLACES)
PILLOW
BLOCK ASSY
DRIVE ARM ASSY 2.593 IN.

SET SCREW
- FLAP POSITION
POT (2 PLACES) TORQUE
APPLY LOCTITE 290 TUBE

A
VIEW LOOKING LEFT SECTION A-A
FROM CENTERLINE OF A/C LOOKING AFT
SET SCREW POTENTIOMETER RIGGING:

(2 PLACES) AFTER INITIAL INSTALLATION OF ARM
AND POTENTIOMETER (POT), ENSURE THAT
SLOT IN POT MOUNTING PLATE IS
POSITIONED APPROXIMATELY CENTRALLY
ABOUT THE LOCKING SCREW. LOOSEN
SLOT IN END OF THE TWO POT SET SCREWS AND ADJUST
POTENTIOMETER SHAFT THE POTENTIOMETER TO 11 ± 1 OHMS AT
THE WIRE LEADS BY ROTATING THE
POT SHAFT WITH A SCREWDRIVER.
TIGHTEN SET SCREWS AND APPLY
LOCTITE 290.
ADJUSTMENT AND LOCKING SCREW
ONLY POTENTIOMETER ASSEMBLY

SHOWN FOR CLARITY
Flap Compensator Installation
Figure 14
Effectivity
221049
with Garmin GFC 700
22-10-00 PAGE 49
Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 50
Oct 5/16 22-10-00 221050
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Wiring
Airplanes equipped with Garmin GFC 700 Automatic Flight Control Systems have additional EMI shielding
on some harness assemblies. If repair is required, see EMI Shielding in 20-97-00.
22971 22-97-00 PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 2
Oct 5/16 22-97-00 22972
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
23
Communications
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
23-ii
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 23
CHAPTER CHAPTER


2 Oct 5/16
23-00-00 1 Oct 5/16

2 Oct 5/16
3 Oct 5/16
4 Oct 5/16
5 Oct 5/16
6 Oct 5/16
23-50-00 1 Oct 5/16

2 Oct 5/16
3 Oct 5/16
4 Oct 5/16
5 Oct 5/16
6 Oct 5/16
7 Oct 5/16
8 Oct 5/16
9 Oct 5/16
10 Oct 5/16
11 Oct 5/16
12 Oct 5/16
13 Oct 5/16
14 Oct 5/16
23-60-00 1 Oct 5/16

2 Oct 5/16

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 2
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chapter 23 - Communications
TABLE OF CONTENTS
General 23-00-00 1
Radio Master Switch 1
Antennas 1
Audio Integrating 23-50-00 1

Garmin GMA 340 1
Removal and Installation 1
System Functional Test 1
Adjustment 3
Garmin GMA 1347 Audio Panel 5
Aft Passenger Intercom (Optional) 5
Description 5
Troubleshooting 5
Flightcom Model 403 Intercom 9
Removal 9
Installation 10
Configuration and Functional Checkout Procedure 10
Push-to-Transmit (PTT) Switch and Phone/Mic Jacks 12
Interphone Cover Plate Assembly 12
Removal 12
Installation 12
Push-to-Transmit (PTT) Switch 12
Removal 12
Installation 12
Mic and Phone Jacks 14
Removal 14
Installation 14
Static Discharging 23-60-00 1

Static Wicks 1
Description 1
Inspection 1
Bonding Straps 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 2
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
General
1. Radio Master Switch

See 39-10-00, 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.
2. Antennas
See ”Figure 1”, “Figure 2”, “Figure 3”, “Figure 4” and “Figure 5”.
23001 23-00-00 PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107701 NEW
UPPER TAS F.S. F.S.
108.17 156.00 COMM 2
GPS FIGURE 5
FIGURE 3
F.S.
218.36
NAV ANTENNA
FIGURE 2
NAV ANTENNA
COUPLER CI 1125 F.S.
FIGURE 2 246.425
ADF
F.S. MARKER BEACON
5.150 TRANSPONDER FIGURE 3
COMM 1 LOWER TAS
FIGURE 4
FIGURE 5 F.S.
DME 190.36
SIDE VIEW
ELT
UPPER TAS
GPS
TOP VIEW
COMM 2
NAVIGATION
F.S.
102.04
COMM 1
F.S.
5.150
ADF
BOTTOM VIEW
LOWER TAS
XPNDR DME
MARKER BEACON
Shown with Garmin G1000.

Other airplanes are similar.
Antenna Installations
Figure 1
PAGE 2
Oct 5/16 23-00-00 23002
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
NAV ANTENNA
COUPLER CI 1125
CABLE ASSY CABLE ASSY

NAV 2 G/S 2
SCREW
WASHER
NUT
2PL
CABLE ASSY
G/S 1
CABLE ASSY
NAV 1
COAXIAL ASSY
Nav Antenna and Coupler

Figure 2
23003 23-00-00 PAGE 3

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107730 D 5
MARKER BEACON ANTENNA
FWD
SCREW
(3 PLACES)
CABLE ASSEMBLY
MARKER BEACON
MARKER BEACON ANTENNA

GPS ANTENNA
GA 36
FWD SCREWS
(4 PLACES)
INSTALL O-RING
(MS28775-142)
GPS # 2 ANTENNA
AIRPLANE SKIN
GPS #1 ANTENNA
AIRCRAFT SKIN
GPS ANTENNA INSTALLATION
FWD
Marker Beacon and GPS Antennas

Figure 3
PAGE 4
Oct 5/16 23-00-00 23004
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CABLE ASSY
DOUBLER
NUT BACKING PLATE
WASHER
2 PLACES
TRANSPONDER ANTENNA
GTX33/GTX33ES
FWD
Transponder Antenna
Figure 4
23005 23-00-00 PAGE 5

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CABLE ASSY
DOUBLER
SCREW (4 ea.)
COMM 1 ANTENNA
CI 122
COMM-2 ANTENNA
CI 121
SCREW (4 ea.)
DOUBLER ASSY
COAX ASSY
Comm 1 and 2 Antennas

Figure 5
PAGE 6
Oct 5/16 23-00-00 23006
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Audio Integrating

publications.)
1. Garmin GMA 340
The Garmin GMA 340 Audio Panel is installed as standard equipment in Standard, Avidyne Entegra, and
Garmin G500 equipped airplanes, S/N’s 4496031 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” and “Figure 3”. 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.
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
GMA 340 Audio Panel Effectivity

Figure 1 4496031 and up
23501 23-50-00 PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GMA 340 AUDIO BLACK WIRE TO GROUND 104048 B

SELECTOR PANEL BLUE WIRE TO DIM BUS
COAX CABLE HARNESS ASSY. J1 P1
340P2 340P1
J5 P5
SP
KR
CONTROL WHEEL CONN. (REF)
P2802 TO SPEAKER HARNESS CONN. MIC KEY WIRES TO P2801

CONTROL WHEEL CONN.
AUDIO/MKR CKT BKR (5 AMP)
CW15H22 TO PIN10,
RED WIRE LABELED "RP7" CW16H22 TO PIN 12 J2801
J2802
TO PASSENGERS MIC TO PASSENGERS MIC
& PHONE JACKS & PHONE JACKS
GMA 340 HARNESS INSTALLATION
(VIEW LOOKING AFT)
Effectivity Avionics Installation

4496031 and up Figure 2
101828 B
J335
STBY
(J730) AIRSPEED
P3401 (J732) (P732) INDICATOR
P3402
GMA-340 (REF) STBY
(J530) AIR COM
(J731) ATTITUDE
P43021
(J733) INDICATOR
GPS P43011 (P731) (P730)
P43061
(P530) NAV STBY
GNS-430 #1 (REF) (P733) ALTITUDE
MFD G/S
PFD
AIR COM INDICATOR
P43022
P43012
GPS
P43062
G/S NAV GNS-430 #2 (REF)
DC
MA
-37
P3301 PHONE/MIC
WIRING TYP
GTX-330
TRANSPONDER
(P304F)
TO J104F
TO J205F TO PILOT CONTROL WHEEL WIRES
TRANSPONDER E7S20
(P305F) ANTENNA (TO EXCEEDANCE ALERT HORN)
COPILOT CONTROL WHEEL WIRES
GMA 340 WIRING HARNESS INSTALLATION

(LOOKING AFT)
Effectivity
4496174; and,
4496224 and up Avionics Installation
with Avidyne Entegra Figure 3
PAGE 2
Oct 5/16 23-50-00 23502
PA-44-180, SEMINOLE
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(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.
(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
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:
See “Figure 4”.
(1) Marker beacon audio level.
Counter-clockwise adjustment increases the marker audio level.
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(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 4, and you need to
adjust the sensitivity, contact Garmin for instructions.
(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 GMA 340 Audio Panel Adjustments

PAGE 4
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2. Garmin GMA 1347 Audio Panel

A GMA 1347 audio panel is installed as standard equipment in Garmin G1000 equipped airplanes. It
integrates NAV/COM digital audio, intercom system and marker beacon controls. The Audio Panel
communicates with both GIA 63Ws using RS-232 digital interface. The GIA 63W contains the GPS receiver,
VHF COM/NAV receivers.
See GMA 1347 Audio Panel under Components in 34-25-01 or 34-25-02, as appropriate, for further
information.
3. Aft Passenger Intercom (Optional)
A. Description
S/N’s 4496339 and up may be equipped with an aft passenger intercom with two way radio
communications capability. This system consists of an instrument panel-mounted intercom assembly
(Flightcom Model 403) and an intercom jack assembly with integral push-to-transmit switches located
on the center plate of the interior side panels adjacent to the aft seats. The system is designed and
wired such that the pilot has transmit priority over the passengers or copilot.
B. Troubleshooting
See Chart 1.
Troubleshooting - Aft Passenger Intercom System

Difficulty transmitting on the radio. Microphone jack wiring may be Verify integrity of wiring.
loose or connected incorrectly. Repair as required. If wiring
connections are good,
compare wiring to electrical
schematic and correct
if necessary.
Sidetone is distorted while Distorted sidetone while Check the shielding of
transmitting on radio, even though transmitting may be due to antenna cable.
tower receives you loud and clear. improper shielding of
aircraft antenna cable.
No sidetone while transmitting Radio sidetone level may be Increase radio sidetone
on radio. adjusted too low or turned off. output.
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The unit appears completely Voltage may not be available Restore voltage by
dead. through the power supply lead reconnecting pin 20.
(pin 20).
Fuse or circuit breaker may be Replace fuse or reset
blown or pulled. circuit breaker.
One or more wires may be Check integrity of wiring.
loose or connected incorrectly. Repair as required.
If wiring connections are
good, compare wiring to
electrical schematic and
correct if necessary.
Headphones may not be Reseat headphone jack(s).
plugged in completely.
Headset volume may be Turn up headset volume.
turned down.
Headphone plugs may be Clean headset plugs with steel
corroded. wool or crocus paper.
Aircraft master switch may Turn ON aircraft master switch.
be turned OFF.
Squelch may be set incorrectly. Reset squelch control.
(Model 403 intercom is silent
when muted.)
High pitch whine that varies Microphone jacks may be Verify microphone jacks are
with engine RPM. shorting to aircraft frame. properly insulated from
aircraft frame.
The harness connection to Verify integrity of Pin 13
Pin 13 on the intercom is and the harness connector.
loose or disconnected. Correct as required.
The ground lead from Pin 1 Reconnect ground lead to
on one of the microphone Pin 1 of affected
jacks may be loose or microphone jack.
disconnected.
Aircraft battery may need to be Replace the aircraft battery.
replaced.
High pitch whine or squeal is If the noise is coming from the 1. Verify microphone jacks are
always present. turn and bank indicator or other properly insulated from
electric gyro, the intercom may aircraft frame.
be shorting to the airframe. 2. Check integrity of intercom
ground (Pin 1).
PAGE 6
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Intercom is not loud enough, Microphone may not be close Place microphone 1/8 inch
or you lose parts of your enough to your lips. from your lips or the side of
sentences. your mouth.
Squelch may be adjusted too While no one is talking,
high. slowly rotate the Squelch
knob counterclockwise until
you hear background noise,
and then rotate the knob
clockwise until the noise just
disappears.
Headset may be putting out Adjust the microphone
weak signal. pre-amp located on the
headset microphone or in the
earcup to equalize the
sensitivity of headset.
Not able to squelch out all If using a David Clark H10-30 Rotate small nylon screw at
background noise. headset, the microphone pre-amp front of the microphone
may not be turned down. completely counterclockwise
to decrease the microphone
pre-amp output.
If using single earsets or other Select a headset with a full
tubular microphone-type headsets, earmuff and a high quality
they may not have the noise noise canceling electret
canceling capability necessary microphone or amplified
for proper squelch control. microphone.
Background noise level is Microphone you are using may Switch to a premium headset
too high while speaking. have poor noise-canceling with a small electret element,
capability (only one poor such as the Flightcom 5DX.
microphone will make the entire As an alternative, turn down
system noisy). the volume control on headset
until the noise is at an
acceptable level, and speak
louder with the microphone
touching your lips to increase
the signal-to-noise ratio by
increasing the strength of your
voice and decreasing the
apparent strength of the noise.
Intercom still does not work. The problem may be within the Check the radio and headsets
radios and/or headsets. in another aircraft.
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PAGE 8
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C. Flightcom Model 403 Intercom

The Flightcom intercom is mounted in the instrument panel above and slightly to the right of the
copilot’s control wheel. See Figure 5.
(1) Removal
(a) Remove electrical power from the airplane.
(b) Disconnect the 25-pin D-sub connector from the rear of the intercom.
(c) Remove the squelch and volume controls knobs by loosening the set screws and pulling
them off of the control shafts.
(d) Reaching behind the instrument panel, support the intercom unit. Remove the two Phillips
head screws and the intercom face plate.
(e) Remove the intercom unit.
107423 A 3
INSTRUMENT PANEL
FACE PLATE
A
SQUELCH KNOB
4-40 NON-MAGNETIC
DO NOT REMOVE
SCREWS (2 EA.)
THESE NUTS
VOLUME KNOB
A 403 INTERCOM UNIT
LOOKING DOWN
Flightcom Model 403 Intercom Effectivity

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(2) Installation
(a) Verify electrical power is removed from the airplane.
(b) Reach behind the instrument panel and place the intercom in position with the squelch and
volume control shafts and the isolate switch protruding through the appropriate holes in the
instrument panel.
(c) Continue to support the unit and install the intercom face plate with two Phillips head screws.
(d) Install the squelch and volume control knobs as follows:
1) Rotate both the squelch and volume control shafts counterclockwise until they stop.
2) Position each control knob so that it points to seven o’clock and push onto the control
shaft.
3) Secure each control knob with its set screws.
(e) Connect the 25-pin D-sub connector to the rear of the intercom unit.
(f) Conduct an operational test of the intercom system.
(3) Configuration and Functional Checkout Procedure (PIR-107823, Rev. New.)
Use the following procedures to setup, adjust volume and squelch control, checkout radio
transmission, and checkout passenger isolate. See “Figure 5” to reference Flightcom Control
Panel configuration.
(a) Adjust Intercom and Headset Configuration and Volume:
To adjust the intercom and headsets:
1) Plug headsets into the copilot and passenger jacks in the aircraft.
2) Turn on the aircraft BATT MASTR switch to turn on the intercom.
3) Set the intercom Volume control knob to the 11 o’clock position.
4) Set the intercom Squelch control knob to the 3 o’clock position.
Note: Using stereo headphones without a mono setting will cause only one earphone
to be active.
5) Turn each headset volume to ½ the available volume control.
6) Position the headset boom microphone 1/8” from your lips to the side of your mouth.
7) While speaking loudly, adjust the volume controls on the Garmin audio panel to set
the copilot volume to a comfortable level. Set the Flightcom 403 switch to “ICS,” the
Flightcom volume should then be adjusted to set passenger ICS volume to personal
preference.
(b) Adjust Squelch Control
To adjust the squelch control:
1) While no one is talking, turn the intercom Squelch control knob as far clockwise as
possible while still blocking background noise.
2) Re-adjust the setting in flight to compensate for different noise levels.
Note: If you set the squelch too high by turning the Squelch control knob
counterclockwise, voice will be cut out unless you talk very loudly; if you
set the squelch too low by turning the Squelch control knob clockwise, the
background noise will be heard occasionally. The intercom will not interfere
with the normal use of the radio and will allow passengers to hear the aircraft
radio and sidetone.
PAGE 10
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(c) Checkout Radio Transmission

Transmit on the copilot’s position and each passenger position using the follow checkout
procedure:
1) Verify the volume and squelch control setup was performed.
2) Plug a headset into the copilot’s phone and microphone jack and speak into the
microphone without pressing the push-to-talk (PTT) button and get a response from
someone connected first to the pilot’s phone and microphone jack and then to each
of the passenger phone and microphone jacks. This will confirm that the copilot’s and
each passenger intercom and sidetone are performing clearly and correctly.
3) From the copilot’s position use the yoke PTT to transmit to a ground station or another
aircraft to verify a clear copilot’s transmission.
4) From each passenger position use that passenger’s PTT to transmit to a ground station
or another aircraft to verify a clear passenger transmission.
5) From one passenger position use that passenger’s PTT to transmit to a ground station
or another aircraft a long count and override with a transmission from the copilot
position to verify the passenger’s transmission can be overridden by the copilot.
Note: Only the person whose PTT switch is depressed will be heard over the radio.
No other intercom conversations will be transmitted over the radio at that time.
(d) Checkout Copilot Isolate Switch
Perform the following Isolation switch checkout procedure:
Move the Flightcom 403 switch from “ICS” to “Isolate” and verify using the passenger’s
PTT that each passenger position cannot transmit. The passengers should still have
sidetone and intercom between each other and the copilot.
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D. Push-to-Transmit (PTT) Switch and Phone/Mic Jacks

See “Figure 6”.
The Push-to-Transmit (PTT) Switch and Phone/Mic Jacks are mounted in the interphone cover plate
assembly in the left and right lower interior side panels adjacent to the aft seats.
(1) Interphone Cover Plate Assembly
The cover plate assembly is secured in the interior panel by friction at the bottom and spring clips
at the top.
(a) Removal
1) Remove electrical power from the airplane.
2) Grasping the top of the cover plate assembly with your fingertips, press down and pull
out to free the spring clips.
3) Lift the cover plate assembly out of the interior panel sufficient to disconnect the
harness connectors.
4) Remove the cover plate assembly.
(b) Installation
1) Place the cover plate assembly adjacent to the opening in the interior panel and
connect the two harness connectors.
2) Install the cover plate assembly in the interior panel bottom first and secure it by
pressing the spring clips home at the top.
3) Conduct an operational test of the intercom system.
(2) Push-to-Transmit (PTT) Switch
The PTT switch is press fit into the Interphone Cover Plate Assembly. Its wiring is soldered at the
switch and to Pins 1 and 2 of the adjacent Mic Jack.
(a) Removal
1) Remove the Interphone Cover Plate Assembly per Removal, above.
2) Cut the wires leading from the PTT switch to the Mic Jack.
3) Press the PTT switch up and out of its hole in the cover plate assembly.
(b) Installation
Note: If installing a new PTT switch, solder wire pigtails onto Pins 1 and 2 of the new
switch. Use 22 AWG wire unless otherwise specified in 91-23-50 Figure 3.
1) Feed wire pigtails through hole in cover plate assembly and press switch into hole.
2) Splice wire pigtails to wires from the Mic Jack, Pin 1 to Pin 1 and Pin 2 to Pin 2.
3) Reinstall Interphone Cover Plate Assembly per Installation, above.
PAGE 12
Oct 5/16 23-50-00 235012
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107421 REV J
INTERPHONE ASSY
A
ARM REST
FWD
INTERIOR SIDE PANEL ASSEMBLY, LH SIDE, LOWER PANEL

PASSENGER NO. 1
SPRING CLIP
COVER PLATE
Garmin G1000 Garmin G1000
S/N’s 4496331, 4496339 THRU 4496394 S/N’s 4496395 AND UP
AIRCRAFT SKIN
NUT COVER PLATE
(2 PL)
WASHER
B
HARNESS ASSY
J/P4 J/P3
B VIEW B - B
(PARTS REMOVED FOR CLARITY)
VIEW A-A
Push-to-Transmit Switch
LEFT SIDE and
SHOWN, Phone/Mic
RIGHT Jacks
SIDE OPPOSITE Effectivity
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(3) Mic and Phone Jacks

The Mic and Phone jacks are mounted in the Interphone Cover Plate Assembly and secured by
an external jamnut.
(a) Removal
1) Remove the Interphone Cover Plate Assembly per Removal, above.
2) Remove the upper jamnut and remove the jack.
Note: Note position of brown plastic washer and fiber washer for reinstallation.
Note: If a mic jack, cut the wires leading from the PTT switch to the jack.
(b) Installation
Note: If installing a new jack, solder wire pigtails from the old harness connector as shown
in 91-23-50 Figure 3 for the appropriate jack. If a mic jack, solder additional wire
pigtails onto Pins 1 and 2 of the new jack to accomodate the PTT switch wiring. Use
22 AWG wire unless otherwise specified in 91-23-50 Figure 3.
1) Postion the jack in the appropriate hole as shown in “Figure 6”.
2) Ensure brown plastic and fiber washers are positioned as noted during removal.
3) Secure the jack with the upper jamnut.
4) If a mic jack, splice the wire pigtails to wires to the PTT switch, Pin 1 to Pin 1 and Pin
2 to Pin 2.
5) Reinstall Interphone Cover Plate Assembly per Installation, above.
PAGE 14
Oct 5/16 23-50-00 235014
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Static Discharging
1. Static Wicks
A. Description
This airplane is equipped with nine (9) static wicks: one (1) on the outboard end of each aileron; one
(1) on the inboard end of each aileron; one (1) in the center of each flap; one (1) on each outboard
end of the stabilator; and one (1) on the left-hand side of the rudder at the bottom.
B. Inspection
Each 100 hours or annually, whichever comes first, inspect static wicks as follows:
(1) General appearance and physical condition.
(2) Security of attachment to airframe.
(3) Discharge points visible.
(4) Resistance = 0.5 ± 20% 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
PA-44-180, SEMINOLE
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24-ii
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 24
CHAPTER CHAPTER

24-Table of Contents 1 Oct 5/16 24-40-00 1 Oct 5/16

2 Oct 5/16 2 Oct 5/16
3 Oct 5/16
4 Oct 5/16 24-60-00 1 Oct 5/16
2 Oct 5/16
24-00-00 1 Oct 5/16 3 Oct 5/16
2 Oct 5/16 4 Oct 5/16
5 Oct 5/16
24-30-00 1 Oct 5/16 6 Oct 5/16
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Chapter 24 - Electrical Power
TABLE OF CONTENTS
General 24-00-00 1
Description and Operation 1
Troubleshooting 1
Contactor Maintenance 2
D.C. Generation 24-30-00 1

General 1
Precautions 1
Alternator System 1
Description 1
Troubleshooting 2
Checking Alternator System 2
Alternator Belt Tension Adjustment 9
Torque Method 9
Deflection Method 9
Belt Tension Gauge 9
Hartzell Engine Technologies (HET) Alternators
(aka Kelly Aerospace, Electrosystems) 12
14 vdc, 70 amp Alternator ALX-8421LS 12
28 vdc, 100 amp Alternator ES10024B-6 12
Inspections 12
First Ten (10) Hours 12
First Fifty (50) Hours 12
Each 100 Hours or Annually, whichever comes first 12
Each 500 Hours or each Two (2) Years, whichever comes first 13
Each 2000 Hours, every Twelve (12) Years, or
at any Engine Overhaul, whichever comes first 13
Components 13
Removal 14
Installation 14
Brushes 17
Tests 17
Bearing Test 17
Output Test 17
Setup 17
Test 17
Overhaul 19
Plane-Power 28 vdc, 70 amp Alternator AL24-P70-1 19
Inspections 19
100 Hour / Annual 19
Five (5) year / 1,000 Hour 19
Removal 19
Installation 19

Oct 5/16
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CHAPTER 24 - Electrical Power
SUBJECT SECTION PAGE GRID NO.
D.C. Generation (cont.) 24-30-00 (cont.)

Battery - Gill 14-Volt 25
Precautions 25
Troubleshooting 25
Servicing 25
Removal 25
Installation 25
Testing 27
Charging 27
Battery Box 28
Removal 28
Installation 28
Corrosion Prevention 28
Batteries - Concorde Valve-Regulated Sealed Lead-Acid 30
Precautions 30
Troubleshooting 30
Inspections 30
Cleaning 30
Main - Model RG24-15M 31
Removal 31
Installation 31
Emergency Battery - RG132 33
Removal 33
Installation 33
Voltage Regulators and Overvoltage Relays 34
Lamar Alternator Voltage Regulator 34
Description 34
Operation 34
Adjusting 34
Ammeter 36
External Power 24-40-00 1

Description 1
Operation 1
Ground Power 1
Starting 1
PAGE 2 3
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Electrical Load Distribution 24-60-00 1

Electrical Load Analysis (ELA) 1
Standard 1
Avidyne Entegra equipped 1
Garmin G1000 equipped with S-TEC Autopilot 1
Garmin G1000 equipped with GFC 700 Autopilot
S/N’s 4496331, 4496339 thru 4496394, and 4496396 1
Garmin G1000 equipped with GFC 700 Autopilot S/N’s 4496395, 4496397 and up 1
USB Charging Ports (Optional) 1
Description 1
Operation 1
Electrical Performance 1
Protective Features 2
Short Circuit Protection 2
Over-Current Protection 2
Low Input Voltage Shutdown 2
Over-Temperature 2
Troubleshooting 2
Removal 2
Installation 2
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General

publications.)
This chapter addresses the electrical system and provides service procedures and troubleshooting guides.
Electrical generation, distribution and storage are covered, as well as the optional external power socket.
1. Description and Operation
The electrical system is DC and has a negative ground. Electrical energy is generated by two engine-
driven alternators which store power in a battery. Each alternator is protected by an alternator control
unit which incorporates a voltage regulator and an overvoltage relay. This relay protects the electrical and
avionics equipment from regulator malfunction.
The lighting system for night operation consists of a nose mounted landing light, anti-collision lights,
navigation lights, and instrument illumination. Refer to Chapter 33 for lighting information.
A. S/N’s 4496001 thru 4496338, less 4496331:
Two engine-driven, 70-ampere alternators generate electrical power which is stored in a 12-volt,
35 amp-hour battery. The overvoltage relay will take its respective alternator offline if alternator output
exceeds 17 volts. The ALT lights on the annunciator panel will illuminate simultaneously. The individual
circuits are protected from overloads and shorts by resettable circuit breakers located on the right side
of the instrument panel.
The battery is used for starting and as a reserve power supply in case of alternator failure. Access to
the battery is gained by opening the hinged fiberglass nose which tips forward and down.
B. S/N’s 4496331, 4496339 and up (Garmin G1000-equipped airplanes):
Two engine-driven, 100-ampere alternators generate electrical power which is stored in a 24-volt,
13.6 amp-hour battery. Each alternator is protected by an alternator control unit which incorporates a
voltage regulator and an overvoltage relay. Alternator amps, battery amps, and voltage are all normally
displayed on the MFD. In the event of a MFD failure, all engine instruments can be displayed on the
PFD.
The main battery is used for starting; in the case of alternator failure it is used as a reserve power
supply. Access to the main battery is gained by opening the hinged fiberglass nose which tips forward
and down.
An emergency battery is installed to power some G1000 functions in the event of a power failure
(see “Emergency Battery - RG132” on page 243033; see also 34-25-01 or 34-25-02, as appropriate).
The emergency battery is mounted under the baggage compartment floor on the lefthand side of the
fuselage, under a bolted cover panel.
2. Troubleshooting
WARNING: All checks and adjustments of the alternator and/or its components
must be made with the engine stopped. Accordingly, to complete some
checks or adjustments, it will be necessary to remove these units
from the airplane and place on a test stand.
Troubleshooting information is provided as follows: See “Chart 1” on page 24304 for the alternator system;
“Chart 3” on page 243010 for alternator belts; and “Chart 5” on page 243026 for the batteries. The wiring
diagrams included in Chapter 91 give a physical breakdown of the different electrical circuits used in the
airplane.
After trouble is corrected, check entire electrical system for security and operation of its components.
24001 24-00-00 PAGE 1

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3. Contactor Maintenance
Warning: A starter contactor that is damaged as described below can fail
unexpectedly in the closed position, causing an uncommanded rotation
of the propeller the next time the main power bus is energized.
Contactor terminals may be damaged if correct procedure is not followed when loosening or tightening
connections. Specifically, wrenching torque may be transmitted to components inside the contactor,
causing damage that may go undetected.
Service spares replacement contactors are configured out-of-the-box as shown in “Figure 1”. The contactor
is labeled with a note in red text that reads: “DO NOT REMOVE INNER NUT WHEN ASSEMBLING. USE
WRENCH TO HOLD INNER NUT IN PLACE WHEN APPLYING OUTER NUT.”
The “INNER NUT” referred to in this note is the nut(s) that are supplied with the contactor. When installing
wire terminals onto the threaded posts, two wrenches must be used: One wrench (the back-up wrench) is
placed on the inner nut to hold it stationary, while the other wrench turns and tightens the outer nut.
The proper installation torque for nuts installed on the threaded terminal posts is labeled on the contactor:
A. For nuts installed on the two large (5/16 - 24 thread) main contactor terminals, use 45 to 55 inch-pounds
of torque.
B. For nuts installed on the two small (#10 - 32 thread) control coil terminals, use 12 to 18 inch-pounds
of torque.
Note: Fastener torques shown above reflect the specifications of the contactor manufacturer at
the time of publication, and are subject to change. Adhere to vendor installation instructions
provided with any Piper-approved replacement contactor.
CONTROL COIL TERMINAL INSTALLATION

INNER NUTS INSTRUCTIONS
MAIN CONTACTOR TERMINAL

INNER NUTS
Typical Contactor
Figure 1
PAGE 2
Oct 5/16 24-00-00 24002
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
D.C. Generation
1. General
Electrical power is generated by a 70 or 100 amp alternator. Three different alternators may be installed.
The Hartzell Engine Technologies (HET) (Electrosystems, Kelly Aerospace, or Pestolite) 12 Volt 70 Amp
ALX-8421LS and the Hartzell Engine Technologies (HET) 24 Volt 100 Amp ES10024B-6 are similar and
are addressed together. The Plane-Power 24 Volt 70 Amp AL24-P70-2 is addressed separately.
2. Precautions
Since the alternator and regulator are designed for use on only one polarity system, the following
precautions must be observed when testing or servicing the electrical system. Failure to observe these
precautions will result in serious damage to the electrical equipment.
Caution: Disconnect the battery before connecting or disconnecting test
instruments (except voltmeter) or before removing or replacing any
unit or wiring. Accidental grounding or shorting at the regulator,
alternator, ammeter or accessories, will cause severe damage to the
units and/or wiring.
Caution: The output lead must not be removed from alternator while rotor
winding is energized and alternator is operating.
CAUTION: Alternator must not be operated on open circuit with rotor winding
energized.
Caution: Do not attempt to polarize the alternator. No polarization is required.
Any attempt to do so could damage alternator, regulator or circuits.
caution: Grounding of the alternator output terminal will damage the
alternator and/or circuit and components.
caution: Reversed battery connections will damage the rectifiers, wiring or
other components of the charging system. Battery polarity must be
checked with a voltmeter before connecting. this aircraft is negative
ground.
caution: If a booster battery or fast charger is used, be sure to connect
negATIVE to negATIVE and posITIVE to posITIVE.
3. Alternator System
A. Description
See “Figure 1” on page 24303.
Each alternator is located on the front lower right side of the engine and utilizes a belt drive from the
engine crankshaft. The alternating current is converted to direct current by diodes pressed into the
end bell housing of the alternator. The diodes are highly reliable solid state devices, but are easily
damaged if current flow is reversed through them.
Each alternator system has an independent ON-OFF rocker switch and a solid state voltage regulator
that automatically regulates alternator field current. When selected ON, the positive output of each
alternator is fed through individual shunts to the main tie bus.
Overcurrent protection is provided by main tie bus circuit breakers labeled L ALT and R ALT. In S/N’s
4496001–4496338, less 4496331, these breakers are rated 70 amps; in S/N’s 4496331, 4496339 and
up with Garmin G1000 installed, they are 80 amps.
24301 24-30-00 PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
The alternator field is protected by 5-amp circuit breakers labeled L ALT FIELD and R ALT FIELD.
If one of these trips, it will result in a complete shutdown of power from the respective generating
system. After a one- or two-minute cooldown period, the breaker can be reset manually. If breaker
trips again, this indicates a short in the respective alternator circuit.
Two annunciator lights are located at the upper right of the pilots panel. When either alternator fails, or
is selected OFF, the amber ALT annunciator light will illuminate. A low-voltage monitor, also connected
to the tie bus, will illuminate the red LO BUS annunciator when the system drops from bus voltage
(14 Vdc) to battery voltage (approx. 12 Vdc). A fuse provides overvoltage protection for the low
voltage monitor.The dual ammeters do not indicate battery discharge, but display the load in amperes
placed on the individual generating systems.
Note: In S/N’s 4496331, 4496339 and up with Garmin G1000 installed alternator amperage
and bus voltage is detected by the GEA 71 and displayed in the EIS window of the MFD.
See 31-50-00 for failure / annunciation behaviors.
B. Troubleshooting
WARNING: All checks and adjustments of the alternator and/or its
components must be made with the engine stopped. Accordingly,
to complete some checks or adjustments, it will be necessary to
remove these units from the airplane and place on a test stand.
Troubleshooting information is provided as follows: See “Chart 1” on page 24304 for the alternator
system; and “Chart 3” on page 243010 for alternator belts. The wiring diagrams included in Chapter 91
give a physical breakdown of the different electrical circuits used in the airplane.
After trouble is corrected, check entire electrical system for security and operation of its components.
C. Checking Alternator System
With all electrical equipment off, except the master switch, the ammeters will indicate the amount
of charging current demanded by the battery. This amount will vary depending on the percent of
charge in the battery at the time. As the battery becomes charged the amount of current displayed
on the ammeters will reduce to approximately two (2) amperes. The amount of current shown on
the ammeters will tell immediately whether or not the alternator system is operating normally, if the
following principles are kept in mind.
The amount of current shown on the ammeter is the total load, in amperes, that is demanded by the
electrical system from the alternator. As a check, take for example a condition where the battery is
demanding 10 amperes charging current, then switch on the landing light. Note the value in amperes
placarded on the circuit breaker panel for the landing light circuit breaker (10 amps) and multiply this
by 80 percent. You will arrive at a current of eight (8) amperes. This is the approximate current drawn
by the light. Therefore, when the light is switched on there will be an increase of current from 10 to 18
amperes displayed on the ammeter. As each unit of electrical equipment is switched on, the current
will add up and the total, including the battery, will appear on the ammeter.
(1) Start engine and set throttle for 1000 to 1200 rpm.
(2) Switch on the following loads and observe the ammeter output increase as indicated:
(a) Rotating beacon - 3 to 6 amps.
(b) Navigation and instrument lights (bright) - 4 to 6 amps.
(c) Landing light - 7 to 9 amps.
(d) VHF radio(s) - 4 to 6 amps (each).
(3) If alternator does not meet above indications, refer to “Troubleshooting”, above.
(4) On airplanes without night flying equipment, load required by test can be simulated by connecting
a lamp-bank load consisting of eight (8) landing lights wired in parallel from main bus (+) to
airframe ground (-) (see “Figure 2” on page 24303) or 14, 3-ohm, 100-watt resistors.
PAGE 2
Oct 5/16 24-30-00 24302
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Alternator Installation
Figure 1
2612
ALLIGATOR CLIPS
8 AMP LANDING LIGHTS AS REQUIRED

Lamp Bank Load
Figure 2
24303 24-30-00 PAGE 3

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Troubleshooting ALTERNATOR System
Zero output indicated on Open field circuit. With master switch turned
ammeter regardless of RPM on, check for battery voltage
(see from airplane’s main bus
“Checking Alternator System”). through entire field circuit
to alternator field terminal.
Measure voltage from
ground (-) to the following
points (+) in sequence; bus
bar, output circuit breaker
(5A), field terminals of
master switch, voltage
regulator and alternator
field terminal.
Interruption of voltage
through any of these points
isolates the faulty
components or wire which
must be placed.
(See wiring schematic.)
Open output circuit. With master switch turned
on, check for battery
voltage from airplane’s
main bus through entire
output circuit to alternator
battery post. Measure
voltage from ground (-) to
the following points (+) in
sequence: bus bar, output
diodes, ammeter and
alternator battery post.
Interruption of voltage
through any of these points
isolates the faulty
component or wire which
must be replaced.(See
wiring schematic.)
PAGE 4
Oct 5/16 24-30-00 24304
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TROUBLESHOOTING ALTERNATOR System
Zero output indicated on Open field winding in alternator Disconnect field terminal of
ammeter regardless of RPM alternator from field wiring
(see and check for continuity from
“Checking Alternator System”). field terminal to ground with
(continued) ohmmeter (20-100 ohms)
depending on brush
contact resistance.
WARNING: 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 check out and field
reads open, replace
alternator.
Output indicated on ammeter Faulty voltage regulator. Start engine, turn on load (per
does not meet minimum values “Checking Alternator System”)
specified in set throttle at 2300 RPM.
“Checking Alternator System”. Check voltage
at bus bar convenient
checkpoint, remove cigar
lighter and check from
center contact (+) to
ground (-). Voltage should
be 13.5 volts minimum. If
voltage is below this value,
replace regulator.
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.) 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.
24305 24-30-00 PAGE 5

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Output indicated on ammeter Open rectifier. If any of the six rectifiers
does not meet minimum values pressed into the rear bell
specified in housing of the alternator
“Checking Alternator System”. open up internally, it will
(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.
Field circuit breaker trips. Short circuit in field circuit. Disconnect field wiring at
terminal of alternator. Turn
on master switch. If breaker
continues to trip, proceed
to disconnect each leg of
field circuit, working from
the alternator towards the
circuit breaker until breaker
can be reset and will hold.
Replace component or wire
which was isolated as
defective. (See wiring
schematic.)
Short circuit in field winding Disconnect field wiring at
of alternator. terminal of alternator. Turn
on master switch. Reset
breaker and if breaker fails
to retrip, this isolates short
circuit to field of alternator it
self. Check brush holders
for shorting against frame.
If there are no obvious
signs of a physical short
circuit at field terminal or
brush holder, replace
alternator. (Note:
Intermittent short circuit.)
Internal short circuiting of
the field can occur at
various positions of the
rotor, therefore, reconnect
field, reset breaker.
PAGE 6
Oct 5/16 24-30-00 24306
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
WARNING: Turn magneto switch to off before turning propeller.
Field circuit breaker trips. Short circuit in field circuit. Pull propeller slowly by
(continued) (continued) hand turning alternator
rotor through 360° of travel.
Observe circuit breaker for
signs of tripping.
Output circuit defective. Short circuit in output circuit. Disconnect wiring at
battery post of alternator.
Turn on master switch.
Disconnect each leg of
output circuit, working from
the alternator towards the
bus bar. Replace or wire
which component was was
isolated as defective. (See
schematic.)
Battery installed with reversed Remove battery and
reinstall polarity. with
correct polarity.
Battery charged backwards. Remove battery. Connect

load such as landing light
lamp or similar load and
discharge battery.
Recharge with correct
polarity and test each cell
for signs of damage due to
reversed charging.
Note: This type of condition can only occur in a case where a discharged battery has been
removed from the airplane and put on a charger with the polarity reversed. This reversal in
polarity cannot occur in the airplane due to any fault in the alternator system.
24307 24-30-00 PAGE 7

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Excessive ammeter fluctuation. Excessive resistance in field Check all connections and
circuit. wire terminals in field circuit
for deterioration such as
loose binding posts, broken
wire strands at terminals,
etc. Tighten all connections
and replace faulty
terminals.
High field circuit resistance. If problem persists, jump
across terminals of the
following components one
at a time until the faulty unit
is isolated.
a. Field 5 amp (alternator)
circuit protector.
b. Alternator half of master
switch.
c. Overvoltage relay.
Defective voltage regulator. Replace voltage regulator.
PAGE 8
Oct 5/16 24-30-00 24308
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
4. Alternator Belt Tension Adjustment

CAUTION: An improperly tensioned belt will wear rapidly, slip, and reduce
alternator output. Belt must be checked for proper tension at
installation, after first 25 hours operation, and each 100 hours
thereafter.
There are three acceptable methods of checking alternator belt tension. The first method described is
preferred by most maintenance personnel. It is technically simple and requires less time.
A. Torque Method
This method of checking belt tension consists of measuring torque required to slip the belt at the small
pulley as follows:
(1) Apply a torque indicating wrench to the nut attaching pulley to alternator and turn in a clockwise
direction. Observe torque shown on wrench at the instant the pulley slips.
(2) Adjust belt to proper tension as specified in “Chart 2”.
B. Deflection Method
Check belt tension by measuring the amount of deflection caused by a predetermined amount of
tension as follows:
(1) Attach the hook of a small spring-scale to the belt at the mid-point between rear gear support
and alternator.
(2) Pull scale until it reads 14 pounds. (10 pounds for used belts.)
(3) Measure the distance the belt moved with the 10 or 14 pound load. The distance (deflection)
must be 5/16 inch. If less than 5/16 inch, belt is too tight.
C. Belt Tension Gauge
Use a belt tension gauge such as the Burroughs deluxe model or equivalent.
(1) Attach gauge over the belt per gauge manufacturer’s instructions.
(2) Quickly release handle and read tension.
(3) Repeat steps (1) and (2) several times to eliminate the possibility of an inaccurate reading.
Note: Slight variations in readings taken at different locations on the belt are normal.
(4) If a new belt is installed, set tension 25 percent above operating range to allow for stretch that will
occur as soon as belt is operated.
D. Complete alternator belt tension adjustment, and tighten alternator pivot bolts to a torque of 225 to
255 inch-pounds.
E. See “Chart 3” on page 243010 to troubleshoot alternator belt issues.
Chart 2
ALTERNATOR Belt Tension
Torque indicated
Width of Belt Condition at alternator pulley
3/8 inch New 11 to 13 ft-lbs.
3/8 inch Used 7 to 9 ft-lbs.
NOTE: A belt is considered used if it has been installed on an engine and the engine has been operated.
24309 24-30-00 PAGE 9

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
troubleshooting alternator belts
Trouble Cause Action
Belt Slippage Lack of tension. Increase tension
Overloaded drive. Reduce load or check pulley
size.
Worn pulley or V grooves. Replace pulley.
Oily drive conditions Clean drive; resolve oil leak.
Belt Turn Over Misaligned drive. Realign shafts and pulleys
Worn pulley or V grooves. Replace pulley
Check idler pulley Heavy impluse loads.
(spring or not)

Check tension
Excessive vibration. Tension v-belt. If tension
is good, inspect belt condition
or replace.
Belt Turn Over (cont.) Broken cords caused by Replace belts.
prying belt over pulley.
Do not pry belt over pulley.
Wrong pulley or belt. Correct.
Rapid Belt Wear Worn pulley grooves. Replace pulley.
Pulleys misaligned. Align the pulleys & brackets
Mismatched belts. Replace with matched belts.
(Multi belts only.)
Belt slippage. Increase tension
Pulley diameter too small. Check P/N and/or replace
pulley.
Belt Separated. Foreign materials in drive belt. Check that pulleys are
protected.
Belt slippage Increase tension.
(over much time.)
Heavy start up loads. Reduce loads before starting.
Belts damaged during installation. Install new belts properly.
Belt Stretch Excessive drive tension. Use proper tension.
Broken cords using multiple belts. Replace belts with matched
set .
Large misalignment. Realign brackets and pulleys.
Belt Squeal Belt slippage. Increase tension.
Insufficient arc of contact. Increase center distance.
Over loaded drive. Check pulley size.
PAGE 10
Oct 5/16 24-30-00 243010
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
troubleshooting alternator belts
Trouble Cause Action
Belt Chirp Misaligned drive. Align the pulleys & brackets.
Belt tilted in pulley groove. Correct angle of belt.
Belt riding on side Adjust bracket in or out to seat
of pulley groove. belt.
Belt Bottom Cracks High surrounding temperature. Provide ventilation.
Pulley diameter too small. Redesign drive.
Belt slippage. Increase tension.
Overheated Bearings Continous belt slippage. Increase tension.
Excessive drive tension. Tension drive properly.
Bearings not lubed or damaged. Replace bearing.
243011 24-30-00 PAGE 11

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
5. Hartzell Engine Technologies (HET) Alternators (aka Kelly Aerospace, Electrosystems)

publications.)
These alternators are similar and serviced the same.
A. 14 vdc, 70 amp Alternator ALX-8421LS
Installed in Standard, Avidyne Entegra, or Garmin G500 equipped airplanes S/N’s 4496001 and up.
B. 28 vdc, 100 amp Alternator ES10024B-6
Installed in Garmin G1000 equipped airplanes S/N’s 4496331, 4496339 thru 4496394 and 4496396.
C. Inspections
(PIR_Hartzell OE-A2, Rev. 4.)
Times given below are alternator times-in-service.

(1) First Ten (10) Hours
Perform an initial check of the alternator assembly.
(a) Inspect through bolt security and proper safety wire application. Re-torque if bolts are found
loose.
(b) Inspect pulley for security.
(c) Inspect for signs of overheating or electrical arcing.
(d) Inspect the cooling duct connection and associated air inlet for security and cleanliness.
(e) Ensure the alternator assembly is clear of interference with any engine or airframe structure.
(f) Inspect alternator to engine mounting bolts for condition and security.
(g) Inspect drive belt tension per “Alternator Belt Tension Adjustment” on page 24309.
(h) Inspect drive belt for unusual wear.
(i) Inspect all terminal hardware for tightness and insulators for condition.
(2) First Fifty (50) Hours
Perform a check of the alternator assembly.
loose.
(b) Inspect alternator to engine mounting bolts for condition and security.
(c) Inspect drive belt tension per “Alternator Belt Tension Adjustment” on page 24309.
(d) Inspect drive belt for unusual wear.
(e) Inspect pulley for security.
(f) Inspect for signs of overheating or electrical arcing.
(g) Inspect all terminal hardware for tightness and insulators for condition.
(3) Each 100 Hours or Annually, whichever comes first
Perform a check of the alternator assembly.
loose.
(d) Inspect drive belt for unusual wear.
(e) Inspect pulley for security.
PAGE 12
Oct 5/16 24-30-00 243012
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(f) Inspect area around the brush holder for soot. If a large amount of soot appears, remove
each brush and check for wear or damaged brushes. If severe wear has occurred, check
slip rings for gouges or scratches.
(g) Inspect for oil leaks at cooling air outlet spout.
(h) Inspect all terminal hardware for tightness and insulators for condition.
(4) Each 500 Hours or each Two (2) Years, whichever comes first
(a) Remove each brush and inspect for wear or damaged brushes. If brush shows more than
50% wear, has chips or damage, or broken brush lead strands, replace brushes (brushes
must be replaced as a set with the brush holder). If brushes are to be reused, return them
in the position and orientation as removed, as a set.
(d) Inspect drive belt for unusual wear. Replace if required.
(e) Inspect pulley for security. Replace if required.
(f) Inspect insulators for cracks or burns.
(g) Inspect the aluminum housings for condition and for surface corrosion, clean and treat if
required.
(h) If conditions are found that require replacement of parts other than the brush holder
assembly, drive gear, or hardware; overhaul alternator.
(5) Each 2000 Hours, every Twelve (12) Years, or at any Engine Overhaul, whichever comes first
Recommend overhaul or replacement of alternator assembly. This a maximum time in service,
actual overhaul time may vary based on cooling, electrical load, and conditions of use. The
engine manufacturer recommended TBO, if less shall supercede this TBO.
D. Components
The principal alternator components are: brush holder assembly, slip ring end head, rectifiers, stator,
rotor, and drive end head. (The following paragraph numbers are keyed to “Figure 3” on page 243014.)
(1) The brush and holder assembly contains two brushes, two brush springs, a brush holder, and
insulator. One brush is connected to a terminal stud and insulated from ground. The other brush
is connected to ground through brush holder. Brush and holder assembly are easily removed for
inspection or brush replacement.
(2) The slip ring end head provides mounting for rectifiers and rectifier mounting plate, output and
auxiliary terminal studs, and brush and holder assembly. Slip ring end head contains a roller
bearing, outer race assembly, and a grease seal.
(3) The rectifiers used are rated at minimum 150 peak inverse voltage for transient voltage
protection. Three positive rectifiers are mounted in rectifier mounting plate while three negative
rectifiers are mounted in slip ring end head. Each rectifier pair is connected to stator lead with
high temperature solder. Stator leads are anchored to rectifier mounting plate with epoxy cement
for vibration protection.
(4) The stator contains a special lead connected to center of the three phase windings and is used to
activate low voltage warning systems or relays. The stator is treated with a special epoxy varnish
for high temperature resistance.
(5) The rotor contains slip ring end bearing inner race, and spacer on slip ring end of shaft. Rotor
winding and winding leads are specially treated with high temperature epoxy cement to provide
vibration and temperature resistance characteristics. High temperature solder is used to secure
winding leads to slip rings.
(6) The drive end head supports a sealed, pre-lubricated ball bearing in which drive end of rotor
shaft rotates.
243013 24-30-00 PAGE 13

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity Alternator - Exploded View

Electrosystems/HET Figure 3
E. Removal
(1) Remove cowling per 71-10-00.
(2) Disconnect the negative (i.e., ground) battery cable.
(3) Disconnect the cooling hose.
(4) Tag and disconnect electrical connectors at the rear of the alternator.
(5) Loosen mounting bolts; slide alternator along adjusting arm to relieve pressure on drive belt.
Remove belt.
(6) Support alternator and remove mounting bolts (3 ea.). Note bolt stackup (washers, shims, nuts,
cotter pins, etc.) for reinstallation.
(7) Remove alternator.
F. Installation
(1) Position alternator in place and install mounting bolts, washers, shims, and nuts hand tight.
Note: Install shims as shown in “Figure 4” on page 243015 as required to align alternator pulley
with ring gear pulley.
(2) Install drive belt and tension per “Alternator Belt Tension Adjustment” on page 24309.
(3) Secure alternator, torquing the three mounting bolts 17 ± 1.7 FT-LBS.
(4) Install cotter pins on the two lower mounting nuts (2 ea.) and safety wire the upper mounting bolt.
(5) Connect electrical connectors on rear of alternator and torque per “Figure 4” on page 243015, if
applicable.
(6) Connect the negative (i.e., ground) battery cable.
(7) Install cowling per 71-10-00.
PAGE 14
Oct 5/16 24-30-00 243014
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
89360 AT
BOLT
ADJUSTING LINK
WASHER
ADJUSTING LINK
BOLT ALTERNATOR ES-10024B-6 ENGINE CRANKCASE
WASHER SAFETY WIRE
SUPPORT BRACKET
SAFETY WIRE
A PULLEY
BELT
NUT
SPLIT LOCK WASHER
(TORQUE TO 35–45 FT–LBS)
BOLT
WASHER
ALTERNATOR SUPPORT STRUT BOLT
SUPPORT BRACKET SAFETY WIRE
SUPPORT STRUT SUPPORT BRACKET
BOLT
WASHER
A SHIM (AS REQ.)
WASHER (2 EA.)
SUPPORT BRACKET NUT VIEW A-A
ALTERNATOR COTTER PIN
WASHER
NUT
COTTER PIN
LOOKING LEFT
BAFFLE ASSEMBLY
COOLING HOSE
CLAMP
ALTERNATOR ES-10024B-6
LOOKING DOWN
Alternator Installation Effectivity

Figure 4 (Sheet 1 of 2) Electrosystems/HET
243015 24-30-00 PAGE 15

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107741 NEW
NIPPLE
STUD NUT
TORQUE 25–30 IN-LBS.
NIPPLE
P3A20 (LEFT)
STUD NUT
P15A20 (RIGHT)
AUX #10-32 UNF-2A SCREWS
P4A20 (LEFT)
P16A20 (RIGHT)
F1
NIPPLE
STUD NUT
P4AL (LEFT)
P4AR (RIGHT)
24VDC HARTZELL ALTERNATOR SHOWN
GARMIN G1000 EQUIPPED AIRPLANES S/N’s 4496331, 4496339 THRU 4496394, AND 4496396
Effectivity Alternator Installation

Electrosystems/HET Figure 4 (Sheet 2 of 2)
PAGE 16
Oct 5/16 24-30-00 243016
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
G. Brushes
These units have a separate brush holder assembly installed after alternator assembly. Brush holder
has a small hole that intersects the brush cavities. Use a pin or wire as shone in “Figure 5”, to hold
brushes in holder during assembly. Remove pin after brush holder retaining screws are tightened.
Check brushes are seated against slip rings.
H. Tests
(PIR_Hartzell OE-A2.)
(1) Bearing Test

Test for a faulty bearing by holding the alternator in one hand and snap-spin the pulley/shaft
with the other. A defective bearing will be heard or felt. In noisy locations, press the alternator
adjusting ear to your ear lobe and snap-spin the pulley/shaft a few times.
(2) Output Test
(a) Setup
1) The alternator is to be at room temperature 70°-80° F (21°to 26°C) before beginning
the test.
2) Connect the alternator so that it is supplying its own field current. Refer to “Figure 6”
on page 243018.
3) The output voltage is to be controlled by an adjustable load.
4) The alternator is not to be run for longer than 2 minutes for each test point.
5) The 8500 Series alternators use a slip ring end cover that has a hose type connection
for air pressure ventilation. Remove this cover when bench testing the alternators.
(b) Test
1) Adjust carbon pile to obtain specified voltage.
2) Run alternator to RPMs specified in “Chart 4” on page 243018. Verify outputs within
specified ranges.
3) If specified output cannot be obtained replace or overhaul alternator.
Brush Installation Effectivity

Figure 5 Electrosystems/HET
243017 24-30-00 PAGE 17

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Jumper Wire
Carbon Pile
Test
Ammeter
Test
Voltmeter
Effectivity Testing Alternator

Electrosystems/HET Figure 6
Chart 4
ELECTROSYSTEMS/HET ALTERNATOR Service Test Specifications
Alternator Model ALX-8421LS ES10024B-6
Voltage 12 volts 24 volts
Rated Output 70 amperes 100 amperes
Ground Polarity Negative Negative
Rotation Bi-Directional Bi-Directional
Rotor:
Current Draw 2.4 to 4.0 amps Up to 3.7 amps
@ 12.0-volts (77°F) @ 24.0-volts (70°F)
Resistance 3.5 to 5.0 ohms (77°F) 6.9 to 7.1 ohms (70°F)
Output Test: 77°F Ambient Temperature
Volts 14.0 24.0 24.0 24.0
Amperes Output 33.0 66.0 83.0 100.0
Alternator RPM 3,000 4,000 min 6,000 min 10,000 min
PAGE 18
Oct 5/16 24-30-00 243018
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
I. Overhaul
AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION
- supplementary publications.)
When required, overhaul the Electrosystems/HET alternator using the appropriate vendor publication
as specified in Introduction, Supplementary Publications, Vendor Publications, Alternator.
6. Plane-Power 28 vdc, 70 amp Alternator AL24-P70-1
Installed in Garmin G1000 equipped airplanes S/N’s 4496395, 4496397 and up.
A. Inspections
(1) 100 Hour / Annual
Each 100 hours time-in-service or annually, whichever comes first, remove drive belts and turn
alternator rotors to inspect condition of bearings for abnormal noise or roughness.
(2) Five (5) year / 1,000 Hour
Each five (5) years or 1,000 hours time-in-service, whichever comes first:
(a) Remove alternator per “Removal”, below.
(b) Remove field brush assemblies per “Figure 8” on page 243022. and inspect brushes for
excess wear. Replace brush assemblies if brushes extend less than 0.250 inches from the
edge of holder case.
(c) Install alternator per “Installation”, below.
B. Removal
The alternator is mounted to a support bracket and an adjusting link. Alternator belt tension is controlled
by rotating the position of the alternator along the slot in the adjusting link.
(2) Disconnect the electrical connections from the rear of alternator.
(3) Loosen the two mounting bolts to reduce belt tension.
(4) Slip the alternator belt off of the alternator pulley when tension is released.
(5) Remove the upper mounting bolt, washers, and spacer from the adjusting link.
(6) Supporting the alternator, remove the lower alternator mounting bolt, washers, spacer, bushings,
and nut.
C. Installation
(1) Install bushings in the alternator lower mounting ear.
(2) Position the alternator lower mounting ear inline with the support bracket and loosely secure with
bolt, washers (6 ea.), spacer, and nut.
(3) Rotate alternator to align upper mounting ear with the slot in the adjusting link. Loosely secure
with bolt, washer (4 ea.), and spacer.
(4) Connect the electrical connections to the rear of alternator. Torque per “Figure 7” on page 243020.
CAUTION: during installation, never force belt over pulley. reinstall
with the belt already seated in the groove.
(5) Reinstall the alernator belt over the ring gear pulley and alternator pulley.
(6) Adjust belt tension per “Alternator Belt Tension Adjustment” on page 24309.
243019 24-30-00 PAGE 19

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
89360 AT
BELT
SUPPORT STRUT
ALTERNATOR
SUPPORT BRACKET
AL24-P79-2
ADJUSTING LINK
Effectivity Alternator Installation

Plane-Power Figure 7 (Sheet 1 of 2)
PAGE 20
Oct 5/16 24-30-00 243020
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107741 NEW 6mm NUT

TORQUE 50 IN-LBS. 5mm NUT
TORQUE 35 IN-LBS.
CABLE ASSY TO
STARTER ATTACH BOLT
CABLE ASSY
TO SHUNT (+)
W2C20
4mm NUT
4mm NUT
TORQUE 20 IN-LBS.
TORQUE 20 IN-LBS.
P59A20
Alternator Installation Effectivity

Figure 7 (Sheet 2 of 2) Plane-Power
243021 24-30-00 PAGE 21

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity Replacing Brush Assembly

Plane-Power Alternator Figure 8 (Sheet 1 of 2)
PAGE 22
Oct 5/16 24-30-00 243022
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Replacing Brush Assembly Effectivity

Figure 8 (Sheet 2 of 2) Plane-Power Alternator
243023 24-30-00 PAGE 23

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(7) Tighten both alternator mounting bolts.

(8) Connect negative (i.e., ground) battery cable.
PAGE 24
Oct 5/16 24-30-00 243024
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
7. Battery - Gill 14-Volt

The battery is located in the nose of the aircraft and is accessible by opening the hinged fiberglass nose
which tips forward, and then removing the battery box cover. See “Figure 9” on page 243029.
A. Precautions
Since the alternator and regulator are designed for use on only one polarity system, the following
procedures must be observed when working on the charging circuit. Failure to observe these
service procedures will result in serious damage to the electrical equipment.
CAUTION: When installing a battery, always make sure the ground polarity
of the battery and the ground polarity of the alternator are the
same.
CAUTION: When connecting a booster battery, make certain to connect the
negative battery terminals together and the positive battery
terminals together.
CAUTION: When connecting a charger to the battery, connect the charger
positive lead to the battery positive terminal and the charger
negative lead to the battery negative terminal.
CAUTION: Never operate the alternator on an open circuit. Make absolutely
certain all connections in the circuit are secure.
CAUTION: Do not short across or ground any of the terminals on the
alternator or regulator.
CAUTION: Do not attempt to polarize the alternator.
B. Troubleshooting
See “Chart 5” on page 243026.
C. Servicing
See Battery in 12-10-00.
D. Removal
(1) Open aircraft nose section.
(2) Disconnect the four cam locks from the battery box cover and remove the cover.
CAUTION: Always remove the ground cable first and install it last to
prevent accidental short circuiting or arcing.
(3) Disconnect the battery cables, being sure to disconnect the negative (i.e., ground) battery cable
first.
(4) Lift the battery from the box.
E. Installation
(1) Ascertain that both the battery and battery box are clean and free from any acid.
(2) Position the battery in the box with the positive terminal closest to the positive cable.
(3) Connect the positive lead (PIC) to the positive battery terminal and secure.
(4) Connect the ground cable to the negative battery terminal and secure.
(5) Reinstall the battery box cover and secure with four cam locks; then close nose section.
243025 24-30-00 PAGE 25

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Troubleshooting Battery
Discharged battery. Battery worn out. Replace battery.
Low electrical system voltage. Check voltage regulator
voltage.
Standing too long. Remove and recharge
battery if left in unused
airplane three weeks or
more.
Equipment left on accidentally. Remove and recharge.
Impurities in electrolyte. Replace.
Short circuit (ground) in wiring. Check wiring.
Broken cell partitions. Replace.
Battery life is short. Overcharge due to level of Maintain electrolyte.
electrolyte being below top
of plates.
Sulfation due to disuse. Replace.
Impurities in electrolyte. Replace battery.
Low charging rate. Check voltage regulator
voltage.
Cracked cell jars. Hold-down bracket loose. Replace battery and
tighten.
Frozen battery. Replace.
Compound on top of battery Charging rate too high. Reduce charging rate.
melts. Check voltage regulator
voltage.
Electrolyte runs out of vent Too much water added to Drain and keep at proper
plugs. battery and charging rate level and check voltage
too high. regulator voltage.
Excessive corrosion inside Spillage from overfilling. Use care in adding water.
container.
Vent lines leaking or clogged. Repair or clean.
Charging rate too high. Adjust voltage regulator
voltage.
Battery freezes. Discharged battery Replace.
Water added and battery not Always recharge battery for
charged immediately. 1/2 hour following addition
of water in freezing
weather.
Leaking battery jar. Frozen. Replace.
PAGE 26
Oct 5/16 24-30-00 243026
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TROUBLESHOOTING BATTERY
Battery polarity reversed. Connected backwards on Battery should be slowly
airplane or charger. discharged completely and
then charged correctly and
tested.
Battery consumes excessive Charging rate too high (if in Correct charging rate.
water. all cells).
Cracked jar (one cell only). Replace battery.
F. Testing
The specific gravity check method is listed in “Chart 6”. If the alternator output is known to be correct,
the question of battery capability can be more accurately determined with a load type tester.
G. Charging
If the battery is not up to normal charge, remove it from the airplane and charge, starting with a
charging rate of 4 amps and finishing with 2 amps. A fast charge is not recommended.
Chart 6
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
243027 24-30-00 PAGE 27

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
H. Battery Box
The box is made of thermoplastic with a vent and drain system. The vent allows fresh air to enter
the box and draw off fumes that may accumulate due to the charging process of the battery. The
drain is capped at the bottom of the fuselage and should be opened occasionally to drain any
accumulation of liquid or during cleaning of the box.
Refer to “Figure 9” on page 243029.
(1) Removal
(a) Remove the battery from the box as described under Removal, above.
(b) Remove the two mounting bolts and nuts securing the master contactor relay to the left side
of the box. Note the location of components secured by these same bolts.
(c) Remove the six mounting bolts securing the box and remove the box.
(2) Installation
(a) Position the battery box in place and secure with six bolts previously removed.
(b) Position the master contactor relay on the left side of the box and secure with the two bolts
and nuts previously removed. Insure the proper connection of any components previously
disconnected.
(c) Install the battery per Installation, above.
(3) Corrosion Prevention
Check the battery for spilled electrolyte or corrosion at least every 30 days, but not later than
each 50 hour inspection, whichever comes first. Remove the battery and remove any corrosion
found in the box, on the terminals, on or around the battery by the following procedure:
(a) Remove the box drain cap from the underside of the fuselage and drain off any electrolyte
that may have overflowed into the box.
CAUTION: Do not allow baking soda to enter battery.
(b) Clean the battery and the box. Neutralize corrosion effects by applying a solution of
baking soda and water mixed to the consistency of thin cream. Continue application until
bubbling action has ceased.
(c) Rinse the battery and box with clean water and dry.
(d) Place the cap over the battery box drain.
(e) Install battery. (Refer to battery installation.)
PAGE 28
Oct 5/16 24-30-00 243028
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
Battery Box 4496001–4496338,
Figure 9 less 4496331
243029 24-30-00 PAGE 29

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
8. Batteries - Concorde Valve-Regulated Sealed Lead-Acid

S/N’s 4496331, 4496339 and up in Garmin G1000 equipped airplanes.
publications.)
Airplanes equipped with Garmin G1000 have two Concorde 24-volt batteries. Service and maintain these
batteries per the appropriate Concorde Component Maintenance Manuals (CMM).
A. Precautions
See precautions at the beginning of this section and in the appropriate Concorde CMM.
B. Troubleshooting
See Fault Isolation Summary in the appropriate Concorde CMM.
C. Inspections
(1) Each 50 Hours or 30 Days, whichever comes first.
Visually check the battery and battery compartment for general condition, electrolyte venting,
and corrosion. As required, clean per Cleaning, below.
(2) Capacity Check (Airplanes operating less than 1,000 hours per year.)
See appropriate Concorde CMM for capacity check procedures.
Note: For airplanes operating more that 1,000 hours per year intitial check is at 1,000 hours (±
100 hours), see appropriate Concorde CMM for subsequent check intervals.
(a) Initial check at 12 months after initial installation (± 1 month).
(b) As long as the capacity is above 90%, subsequent capacity checks every 6 months in
service (± 1 month).
(c) If the capacity is between 85 and 90%, subsequent checks every 3 months in service (± 1
month).
(d) If the capacity is less than 85%, remove battery from service.
D. Cleaning
CAUTION: Do not use any type of solvent to clean the battery. Solvents may
damage the battery.
(1) Clean the outside surfaces of the battery with a lint-free shop cloth that is clean, dry, and free of
oil.
(2) If the battery has caked-on dirt or grime, use a cloth dampened with tap water, then wipe dry.
(3) Wipe down the battery support and floor area, hold-down supports, connectors and cable ends.
(4) If there is any evidence of electrolyte venting / corrosion clean with a cloth saturated with a
solution of baking soda and water. Rinse with a clean cloth wet with plain water. Dry thoroughly.
Touchup paint as required.
PAGE 30
Oct 5/16 24-30-00 243030
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
E. Main - Model RG24-15M

The main battery has a rated capacity of 13.6 ampere hours, 200 cold cranking amps and is located
in the nose of the aircraft, accessible by opening the hinged fiberglass nose which tips forward.
(1) Removal
(a) Open the hinged fiberglass nose cone.
CAUTION: Remove NEGATIVE cable FIRST, before exposing and loosening
positive terminal nut, to avoid short circuits and electrical
burns.
(b) Pull back rubber battery terminal boots, loosen nuts and disconnect battery cables.
WARNING: Batteries are heavy. Use appropriate lifting devices or
equipment. Use battery handles where provided.
(c) Remove battery hold-down bolts, spacers and insulators (2 ea.). Lift battery tie-down off
battery and place away from carpeting, etc.
(d) Lift battery out of airplane.
(2) Installation
(a) Place the battery into position on its shelf.
(b) Place battery tie-down on battery and install battery hold-down insulator, spacers and bolts
(2 ea.).
(c) Connect battery cables, tighten nuts and push rubber battery terminal boot back on.
(d) Install the aft baggage compartment rear closeout panel.
243031 24-30-00 PAGE 31

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107743 NEW
RG24-15M BATTERY TIE DOWN

BATTERY
BATTERY CONTACTOR
AUXILLIARY POWER
CONTACTOR
START CONTACTORS
CL
MAIN BATTERY
VIEW LOOKING AFT AT F.S. 0.0
(INSIDE NOSE CONE)
F.S.
128.73
F.S.
156.00
EMERGENCY POWER SUPPLY ASSEMBLY
J/P356 P615
(F1E20)
RG132
BATTERY
BATTERY TIE DOWN
A413A
STROBE POWER SUPPLY
(REF)
FUSELAGE SKIN
EMERGENCY BATTERY
VIEW LOOKING DOWN
(LEFT SIDE OF FUSELAGE)
Effectivity Main and Emergency Battery Installations

with Garmin G1000 Figure 10
PAGE 32
Oct 5/16 24-30-00 243032
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
F. Emergency Battery - RG132

The battery is located in the left side of the fuselage and is located under the baggage caompartment
carpet and cover panel. See “Figure 10” on page 243032.
Note: Charging these batteries requires a locally-made charging harness. See the appropriate
Concorde Component Maintenance Manual (CMM) per Vendor Publications under
Supplementary Publications in the Introduction. The charging harness requires a special
connector, AMP 206153-1, four terminals AMP 66098-6, and a clamp AMP 206062-1 which
can be procured locally or ordered from Piper as P/N’s 555-806, 588-792 (4 ea.), and 554-
612, respectively.
The emergency battery has a rated capacity of 6.0 ampere hours and is mounted under the baggage
compartment floor on the lefthand side of the fuselage, under a bolted cover panel.
(1) Removal
(a) Remove the baggage compartment carpet.
(b) Remove the bolts of the cover panel. Remove the panel.
(c) Disconnect the connector (P615) to the emergency power supply assembly.
(d) Remove battery tie down bolts. Lift battery tie-down off battery and place away from
carpeting, etc.
(e) Lift battery out of airplane.
(2) Installation
(a) Place the battery into position on its shelf.
(b) Place battery tie-down on battery and fasten bolts.
(c) Connect the connector to the emergency power supply assembly.
(d) Place the cover panel and install bolts.
(e) Replace the baggage compartment carpet.
243033 24-30-00 PAGE 33

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
9. Voltage Regulators and Overvoltage Relays

Lamar Alternator Voltage Regulator
(1) Description
The voltage regulators and shunts are mounted on a panel that is secured to the left bulkhead
at F.S. 35.00 (See “Figure 11” on page 243035). They are accessible by opening the aircraft
nose section. The top units are connected to the left engine alternator and the bottom units are
connected to the right side.
(2) Operation
(a) The Lamar voltage regulator delivers a pulse width modulated field control output, as
required, to maintain the alternator output voltage.
(b) An overvoltage protection is incorporated, which latches off regulator output following an
overvoltage event.
(c) The regulator is protected against damage due to output (field) short to ground. A short will
latch off the output until reset.
(d) Momentarily turn OFF power supply to reset latch off caused by either an overvoltage or
shorted output.
(e) Field pulse rise and fall times are slowed to be more that 50 microseconds.
(f) Refer to “Figure 12” on page 243036 to check overvoltage operation. Temporary indicator will
be activated when overvoltage circuit locks out.
(g) In an operating system (2 units with equalizer connection), an excess current in one shunt,
due to an overvoltage condition in that side, will cause the opposite side overvoltage sensing
to be desensitized. The side causing the overvoltage will be selectively tripped. Excess
shunt current will then fall to zero, which permits the normal side overvoltage sensitivity to
restore to its calibrated value.
(h) Except for the equalizer connection, the left and right alternator systems are independent
of each other. The equalizer connection will not cause a failure in one system to disable the
other normal operating system.
(i) The equalizer circuit may be faulted to either ground or the bus with no damage to either
system. Balancing action and selectivity of the overvoltage trip protection will be lost. If the
equalizer faulted to the bus, system voltage will increase to the limit of balancing circuit
control authority (less than 1 volt). The overvoltage operating point of both systems will
be elevated to the value provided for selective trip action (approximately 2 volts above the
normal overvoltage trip calibration point).
(3) Adjusting
The only adjustment necessary to maintain the alternator system is the adjustment of the voltage
control on the voltage control unit. A level of 14 / 28 volts DC is automatically maintained. All other
adjustments are made at the time of installation and need not be reset.
PAGE 34
Oct 5/16 24-30-00 243034
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
P4AR
F.S.
35.000
P4BL P4AL
P4BR
F412
K436
P11AL (REF) (LEFT VOLTAGE K2AR
REGULATOR)
J416/P416
J418/P418
J417/P417
K2AL (RIGHT VOLTAGE
REGULATOR) K2AL
P1D P1D
F413
P11AR
NOSE CONE COMPARTMENT FORWARD OF F.S. 35.000, LEFT SIDE, LOOKING OUTBOARD
Voltage Regulator Installation

Figure 11
243035 24-30-00 PAGE 35

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
10. Ammeter
The ammeters are mounted in the instrument panel. Each instrument measures, in amperes, the output of
its respective alternator into the entire electrical system, including the battery charging demand.
Note: In S/N’s 4496331, 4496339 and up (with Garmin G1000 installed) alternator amperage is detected
by the GEA 71 and displayed in the EIS window of the MFD.
TEMPORARY INDICATOR - USE A 28 V BULB OR A RELAY.

NO OTHER CONNECTIONS ON THE BLUE CIRCUIT DURING
THE TEST PROCEDURE.
PTT
IND.
RED BLUE
+
PURE D.C.
REGULATED PRECISION B-00392-1
SUPPLY V/M REGULATOR
-
BLACK
CAUTION: IN-AIRCRAFT TESTING WITH ALTERNATOR RUNNING IS

NOT RECOMMENDED. DO NOT BYPASS REGULATOR BUS
TO FIELD AS A MEANS OF CHECKING ALTERNATOR WITH
ALTERNATOR RUNNING.
Lamar Regulator Overvoltage Test Method

Figure 12
PAGE 36
Oct 5/16 24-30-00 243036
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
External Power
CAUTION: External power is supplied directly to the electrical bus. Turn off all
electrical equipment before applying or removing external power.
1. Description
A. Standard, Avidyne Entegra, or Garmin G500 equipped airplanes S/N’s 4496001 and up.
The 12-volt external power socket is located on the bottom left side of the nose section just outboard
of the wheelwell.
B. Garmin G1000 equipped airplanes S/N’s 4496331, 4496339 and up.
The 24-volt external power socket is located on the right side of the aft fuselage.
2. Operation
A. Ground Power
CAUTION: WHEN USING AN AUXILIARY POWER UNIT, ENSURE THE VOLTAGE AND POLARITY
ARE SET TO CORRESPOND WITH THE AIRCRAFT SYSTEM VOLTAGE AND
POLARITY.
(1) Set the ground power unit to the proper voltage and polarity or, if using a single voltage ground
power unit (or battery) ensure it is the proper voltage and polarity.
Note: If using a battery, connect the RED lead of jumper cable to the POSITIVE (+) terminal of
external 12 or 24 volt battery, as appropriate, and the BLACK lead goes to the NEGATIVE
(-) terminal.
(2) Turn aircraft Master Switch and all electrical equipment OFF.
(3) Insert the plug of the jumper cable into the socket located per Description, above.
(4) When using external power for operation of any of the airplane’s equipment, the Master Switch
must be ON.
B. Starting
Using external power from a power cart/unit.
WARNING: DO NOT ATTEMPT ANY FLIGHT IF THERE IS NO INDICATION OF ALTERNATOR
OUTPUT.
CAUTION: WHEN USING AN AUXILIARY POWER UNIT, ENSURE THE VOLTAGE AND
POLARITY ARE SET TO CORRESPOND WITH THE AIRCRAFT SYSTEM
VOLTAGE AND POLARITY.
CAUTION: IF AIRCRAFT BATTERY IS WEAK, CHARGING CURRENT WILL BE HIGH. DO

NOT TAKE OFF UNTIL CHARGING CURRENT FALLS BELOW 20 AMPS. DO NOT
TAKE OFF WITH A COMPLETELY DISCHARGED BATTERY AS THREE VOLTS IS
NEEDED TO EXCITE THE ALTERNATOR.
NOTE: Should the hydrometer reading indicate less than 1190, the aircraft battery should be
removed and recharged or replaced.
Note: For all normal operations using the external power jumper cables, the master switch
should be OFF, but it is possible to use the ship’s battery in parallel by turning the master
switch ON. This will give longer cranking capabilities, but will not increase the amperage.
24401 24-40-00 PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
To start the engine with external power proceed as follows:

(a) Set the ground power unit to the proper voltage and polarity or, if using a single voltage
ground power unit ensure it is the proper voltage and polarity.
Note: If using a battery, connect the RED lead of jumper cable to the POSITIVE (+)
terminal of external 12 or 24 volt battery, as appropriate, and the BLACK lead goes
to the NEGATIVE (-) terminal.
(b) Turn aircraft Master Switch and all electrical equipment OFF.
(c) Insert the plug of the jumper cable into the socket located per Description, above.
(d) Leave Master Switch OFF and proceed with engine starting technique as follows:
Caution: IF THE BATTERY HAS BEEN DEPLETED BY EXCESSIVE CRANKING IT
MUST BE RECHARGED BEFORE THE SECOND ENGINE IS STARTED. ALL
THE ALTERNATOR CURRENT WILL GO TO THE LOW BATTERY UNTIL IT
RECEIVES SUFFICIENT CHARGE, AND IT MAY NOT START THE OTHER
ENGINE IMMEDIATELY.
Caution: See CRANKING LIMITATIONS in 80-10-00.

1) Start engines with the standard technique.
2) After starting both engines reduce power on the left engine to the lowest possible RPM
to reduce sparking, and shut down the right engine.
(e) Turn all electrical equipment OFF and remove the jumper cable plug from the aircraft.
(f) Turn the aircraft Master Switch to the ON position and check the alternator ammeter for an
indication of output. Do not attempt any flight if there is no indication of alternator output.
PAGE 2
Oct 5/16 24-40-00 24402
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Electrical Load Distribution
1. Electrical Load Analysis (ELA)

The following charts are provided to aid in determining available electrical capacity when adding or
removing equipment over the life of the airplane.
A. Standard
(PIR-VB-1514, Rev. B.)
See “Chart 1”.

B. Avidyne Entegra equipped
(PIR-VB-1933, Rev. New.)
See “Chart 2”.

C. Garmin G1000 equipped with S-TEC Autopilot
See “Chart 3”.

D. Garmin G1000 equipped with GFC 700 Autopilot S/N’s 4496331, 4496339 thru 4496394, and 4496396
See “Chart 4”.

E. Garmin G1000 equipped with GFC 700 Autopilot S/N’s 4496395, 4496397 and up
See “Chart 5”.

2. USB Charging Ports (Optional)
In Garmin G1000 equipped airplanes, S/N’s 4496395, 4496397 and up, two (2) dual USB charging ports
are available. When installed, one is in each side the instrument panel adjacent to the MIC / PHONE jack
plugs.
A. Description
The Dual USB Charging Ports convert 28 VDC ship’s current to standard 5V power for any electronic
product that charges using a USB connector. Two Universal Serial Bus-A (USB-A) ports are at each
location and are designed as DCPs (Dedicated Charging Ports) to industry-standard protocol per
the USB Battery Charging 1.2 Compliance Plan. Both ports can provide up to 2.1 amps of power
simultaneously to charge any USB device.
B. Operation
(1) Electrical Performance
The Dual USB Charging Port converts an aircraft (DC) input voltage within the range specified
to a 5V (DC) output. This output power is applied to a dual USB-A connector in accordance with
the USB Implementers Forum.
The USB D+ and D- data lines communicate with the USB portable device to tell the device it
is a dedicated charging port (DCP), capable of a higher current than a standard USB port. This
allows the USB portable device to draw up to 2.1 Amps.
The unit is designed as a DC-to-DC converter with a series switch on each output to regulate
current applied to that output. Each series switch independently reduces the output current to a
safe level if the USB portable device draws excess current, is shorted or has a fault.
If the temperature of the unit becomes elevated due to a fault or excessive load, the device will
seamlessly communicate with the USB portable device to lower the charge current. This allows
the device to continue charging while the unit returns to a temperature within designed limits.
When the temperature returns to a safe level the unit will automatically reestablish the higher
charge current level with the device and continue charging.
24601 24-60-00 PAGE 1 4

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(2) Protective Features

(a) Short Circuit Protection
The unit is capable of surviving a short circuit event without permanent damage. The unit
goes into an over-current condition so that the average current is significantly reduced and
the device is protected.
(b) Over-Current Protection
The unit monitors the current draw individually on each port. During an over-current condition
the voltage is reduced. If the voltage falls below 3.8 VDC the output is turned off for a period
of 12 seconds. The output is then checked for continued over-current conditions every 16
milliseconds. This condition is referred to as a hiccup mode. The device stays in this mode
until the over-current condition is removed, then returns to normal operation.
(c) Low Input Voltage Shutdown
If the input voltage applied to the unit drops below 10 VDC the unit will shut down until the
applied voltage returns to a level within range.
(d) Over-Temperature
When the temperature of the unit becomes elevated, the unit communicates with the USB
portable device to reduce the charge current output (1 amp limit). When the temperature
returns to an acceptable level the unit automatically returns to a higher charge current as
required (up to 2.1 amps).
C. Troubleshooting
Troubleshooting of the Dual USB Charging Ports is limited to verifying correct harness wiring: 10–28
VDC at Pin A and a good ground at Pin B; and that the harness is then connected to the unit. If the
harness has been verified and is properly connected and energized and the unit fails to function
properly - remove and replace the unit.
D. Removal
Each unit is face-mounted to the instrument panel. Both units are removed and installed by the same
procedure.
(1) Disconnect the negative (ground) battery cable.
(2) From behind the instrument panel, disconnect the electrical harness from the USB unit.
(3) At the front of the instrument panel, remove the two screws securing the USB unit to the panel
and remove the unit.
E. Installation
(1) Position charging port unit behind the instrument panel and secure with two screws.
(2) Reconnect wiring harness to the USB unit.
(3) Reconnect the negative (ground) battery cable.
(4) Turn ON the master switch.
(5) Connect a USB device to each charging port and verify charging.
(a) If charging occurs at each port, install is complete.
(b) If charging does not occur at one or both ports, troubleshoot per “Troubleshooting”, above.
PAGE 2 3
Oct 5/16 24-60-00 24602
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1
Electrical Load Analysis - Standard
NORMAL OPERATING MODE
MAX NORMAL START START TAXI TAKE OFF CRUISE LAND
SYSTEM / CIRCUIT NUMBER CURRENT OPERATION 1 2 NIGHT & CLIMB NIGHT NIGHT
OF UNITS AMP / MIN CYCLE 0.5 MIN 0.5 MIN 30 MIN 20 MIN 60 MIN 10 MIN
Starter 175 Intermitant 87.5 87.5
Starter Contactor 1.5 Intermittent 0.75 0.75
Master Contactor 0.72 Continuous 0.36 0.36 21.6 14.4 43.2 7.2
Alternator Field 2 1.5 Continuous 90.0 60.0 180.0 30.0
Alternator Control Unit 2 0.14 Continuous 8.4 5.6 16.8 2.8
Instrument Panel Lighting 0.8 Continuous 0.40 0.40 24.0 16 0 48 0 8n
Switch Lighting 2.9 Continuous 1.45 1.45 87.0 58.0 174.0 29.0
Cockpit Lighting 2.14 Intermittent 1.07 1 07 128 4
Gear Safe Lights 0.24 Continuous 0.14 0.14 7.20 4.80 14.4 2.40
Annunciator Lights 0.56 Continuous 0.28 0.28
Navigation / Position Lights 7.14 Continuous 214.2 142.8 428.0 71.4
Strobe Lights 7.0 Continuous 210.0 140.0 420.0 70.0
Landing Light 14.25 Intermittent 427.5 285.0 142.5
Recognition Lights 2.5 Continuous 75.0 25.0
Engine Cluster 0.8 Continuous 0.40 0.40 24.0 16.0 48.0 8.0
Tachometer 0.7 Continuous 0.35 0.35 10.5 7.0 21.0 3.5
Hour Meter 3 0.15 Continuous 0.07 0.07 4.5 3.0 9.0 1.5
Fuel Pump 2 6.0 Continuous 3.0 3.0 90.0 60.0 180.0 3D.0
Hydraulic Pump 25.0 Intermittent 4 2 42
Stall Horn 0.10 Intermittent
Gear Horn 0.10 Intermittent
Combustion Heater 12.14 Intermittent 364.2 242.8 728.4 121.4
Fresh Air Blower 15.0 Intermittent 450.0 300.0 900.0 150.0
Pitot Heat 12.14 Continuous 364.2 242.8 728.4 121.4’
Aux. Power Contactor 0.64 Intermittent 0.32 0.32
Avionics Contactor 2 0.7 Continuous 21.0 14.0 42.0 7.0
Avionics Lighting 2.3 Continuous 69.0 46.0 138.0 23.0
Avionics Cooling 2.0 Continuous 60.0 40.0 120.0 20.0
Audio Panel - KMA 24 1.9 Continuous 57.0 38.0 114.0 19.0
Marker Beacon - KR 21 0.3 Continuous 9.0 6.0 18.0 3.0
Comm #1 - KY 197A rec 0.6 / xmt 6.0 Continuous 18.0 12.0 36.0 6.0
Comm #2 / NAV - KX 155 rec 0.7 / xmt 8.5 Continuous 21.0 14.0 42.0 7.0
NAV #1 - KNS 80 2.1 Continuous 63.0 42.0 126.0 21.0
ADF - KR 87 1 0 Continuous 30.0 20.0 60.0 10.0
Transponder - KT 76 1.8 Continuous 54.0 36.0 84.0 14.0
Encoder - AR 850 1.4 Continuous 42.0 28.0 84.0 14.0
Autopilot - KFC 150 8.7 Continuous 522.0
Turn Coordinator 0.6 Continuous 18.0 12.0 36.0 6.0
Totals 96.09 96.09 2119.9 1910.4 5513.6 982.3
24603 24-60-00 PAGE 3

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Electrical Load Analysis - Avidyne Entegra Equipped
NORM. TAXI & T/O & CRUlSE & AMPS * MINUTES
ITEM NO. AMPS/ OP. START RUN-UP CLIMB DESCENT LAND TAXI & T/O & CRUISE &
UNITS UNIT CYCLE TIME TIME TIME TIME TIME REMARKS START RUN-UP CLIMB DESCENT LAND
Starter #1 1 175 lNT 0.5 0 0 0 0 Two 15-second crank cycles 87.5 0 0 0 0

Starter #2 1 175 lNT 0.5 0 0 0 0 Twg 15-second crank~ycles 87.5 0 0 0 0
Starter #1 Contactor 1 1.47 INT 0.25 0 0 0 0 Same time as starter engaged 0.3675 0 0 0 0
Starter #2 Contactor 1 1.47 lNT 0.25 0 0 0 0 Same time as starter engaged 0.3675 0 0 0 0
Battery Master 1 0.72 CONT 1 4 9 40 6 0.72 2.88 6.48 28.8 4.32
ALT Field #1 1 1.5 CONT 1 4 9 40 6 Max field current 4.0 amps 1.5 6 13.5 60 9
ALT Field #2 1 1.5 CONT 1 4 9 40 6 Max field current 4.0 amps 1.5 6 13.5 60 9
ALT Regulator #1 1 0.14 CONT 1 4 9 40 6 0.14 0.56 1.26 5.6 0.84
ALT Regulator #2 1 0.14 CONT 1 4 9 40 6 0.14 0.56 1.26 5.6 0.84
Avionics #1 Contactor 1 0.7 INT 1 0 0 0 0 Denergized when avionics “ON” 0.7 0 0 0 0
Avionics #2 Contactor 1 0.7 INT 1 0 0 0 0 Denergized when avionics “ON” 0.7 0 0 0 0
Engine Hour Meter 1 0.05 CONT 1 4 9 40 6 0.05 0.2 0.45 2 0.3
Flight Hour Meter 1 0.05 CONT 0 0 9 40 3 0 0 0.45 2 0.15
Combustion Heater Hour Meter 1 0.05 INT 0 4 9 40 6 0 0.45 2 0.3
DC / DC Converter - PFD 1 0.25 CONT 1 4 9 40 6 0.25 2.25 10 1.5
DC / DC Converter - MFD / DAUs 1 0.25 CONT 1 4 9 40 6 0.25 2.25 10 1.5
DAU #1 1 0.36 CONT 1 4 9 40 6 5 Watts max (0.36 amps@ 14 volts) 0.36 1.44 3.24 14.4 2.16
DAU #2 1 0.36 CONT 1 4 9 40 6 5 Watts max (0.36 amps@ 14 volts) 0.36 1.44 3.24 14.4 2.16
Fuel Pump #1 1 1.25 INT 1 4 3 0 3 T/O, Landing, and Emergency Use 1.25 5 3.75 0 3.75
Fuel Pump #2 1 1.25 INT 1 4 3 0 3 T/O, Landing, and Emergency Use 1.25 5 3.75 0 3.75
Landing Gear Position lndicator 6 0.08 CONT 1 4 2 0 6 0.48 1.92 0.96 0 2.88
Hydraulic Pump 1 25 INT 0 0 0.25 0 0.25 Gear extend / retract approx. 6 to 7 sec. 0 0 6.25 0 6.25
Hydraulic Relays 1 0.35 INT 0 0 0.25 0 0.25 2 contactors - operate one at a time 0 0 0.0875 0 0.0875
Annunciator Lights 16 0.32 INT 1 0 0 0 0 Bulbs 0.08A each are normally off 5.12 0 0 0 0
Gear Horn 1 0.1 INT 0 0 0 0 0.25 Emergency Annunciation 0 0 0 0 0.025
Stall Horn 1 0.1 lNT 0 0 0 0 0.25 Insignificant 0 0 0 0 0.025
Anti-Collision (Strobe) Lights Power Supply 1 7 CONT 0 0 9 40 6 0 0 63 280 42
Position Lights 4 2 CONT 0 4 9 40 6 0 32 72 320 48
Landing / Taxi Lights 2 7.14 lNT 0 4 5 0 6 0 57.12 71.4 0 85.68
Recognition Lights 2 2.5 lNT 0 0 5 0 6 0 0 25 0 30
Panel Lights (14 post lights) 14 0.08 CONT 0 4 9 40 6 includes Standby Attitude Indicator lights 0 4.48 10.08 44.8 6.72
Compass Light 1 0.09 CONT 0 4 9 40 6 0 0.36 0.81 3.6 0.54
Radio Lights 1 0.25 CONT 0 4 9 40 6 0 1 2.25 10 1.5
Switch Lights (19 switches) 38 0.09 CONT 1 4 9 40 6 includes Autopilot-F/D switch 3.42 13.68 30.78 136.8 20.52
Map Light 1 0.46 lNT 0 0 0 40 0 50% Utilization 0 0 0 9.2 0
Cockpit Flood Light 1 0.58 lNT 0 3 0 0 0 0 1.74 0 0 0
Pitot Heat 1 12.14 CONT 0 4 9 40 6 0 48.56 109.26 485.6 72.84
Combustion Heater 1 12.14 CONT 0 4 9 40 6 Typically NOT used with Fresh Air Blower 0 48.56 109.26 485.6 72.84
Avionics Cooling Fan 1 2 CONT 1 4 9 40 6 2 8 18 80 12
Fresh Air Blower 1 15 INT 0 4 5 0 3 Typically NOT required in cruise flight 0 60 75 0 45
MCI 4311 Standby Attitude lndicator 1 0.6 CONT 1 4 9 40 6 0.6 amp operating / 1.3 amps starting 1.2 2.4 5.4 24 3.6
PAGE 4
Oct 5/16 24-60-00 24604
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Electrical Load Analysis - Avidyne Entegra Equipped
NORM. TAXI & T/O & CRUlSE & AMPS * MINUTES
ITEM NO. AMPS/ OP. START RUN-UP CLIMB DESCENT LAND TAXI & T/O & CRUISE &
UNITS UNIT CYCLE TIME TIME TIME TIME TIME REMARKS START RUN-UP CLIMB DESCENT LAND
PFD 1 6 CONT 1 4 9 40 6 14 volt equivalent rating 6 24 54 240 36

MFD 1 8 CONT 1 4 9 40 6 14 volt equivalent rating 8 32 72 320 48
GMA 340 Audio Panel 1 1 CONT 0 4 9 40 6 14 volt, speaker off, headsets only 0 4 9 40 6
GNS 430 Com, NAV, GPS #1 1 3.1 CONT 0 4 9 40 6 0 12.4 27.9 124 18.6
GNS 430 Com, NAV, GPS #2 1 3.1 CONT 0 4 9 40 6 0 12.4 27.9 124 18.6
GNS 430 Com Transmit 1 6 INT 0 1 0.5 3 2 Transmit 0 6 3 18 12
S-TEC Autopilot 1 3 INT 0 4 9 40 6 0 12 27 120 18
Turn Coordinator 1 0.3 CONT 1 4 9 40 6 Autopilot 0.3 1.2 2.7 12 1.8
GTX 330 Transponder 1 1 CONT 0 4 9 40 6 0 4 9 40 6
WX 500 Stormscope 1 0.76 CONT 0 4 9 40 6 0.38 Max @ 28 volts 0 3.04 6.84 30.4 4.56
KR 87 ADF 1 1.12 CONT 0 4 9 40 6 0 4.48 10.08 44.8 6.72
KN 63 DME 1 1.34 CONT 0 4 9 40 6 0 5.36 12.06 53.6 8.04
XM Satellite Receiver 1 0.2 CONT 0 4 9 40 6 0 0.8 1.8 8 1.2
TOTAL AMP * MINUTES 211.43 430.58 918.65 3269.20 675.60
UTILIZATION LOAD (AMPS) 211.43 107.65 102.07 81.73 112.60
24605 24-60-00 PAGE 5

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Electrical Load Analysis - Garmin G1000 Equipped With S-Tec Autopilot
NORM. Elapsed Time AMPS * MINUTES
ITEM # UNITS AMPS/ OP. START TAXI TAXI T/O T/O CRUISE CRUISE LAND LAND REMARKS START TAXI TAXI T/O T/O CRUISE CRUISE LAND LAND
UNIT CYCLE COLD HOT 1 2 COLD HOT COLD HOT COLD HOT 1 2 COLD HOT COLD HOT
Starter 2 110 INT 0.25 0 0 0 0 0 0 0 0 15 second crank time 55 0 0 0 0 0 0 0 0

Starter Contactor 2 1.47 INT 0.25 0 0 0 0 0 0 0 0 Same time as 0.735 0 0 0 0 0 0 0 0
starter engaged
Primary battery contactor 1 0.6 CONT 1 15 15 8 7 60 60 10 10 0.6 9 9 4.8 4.2 36 36 6 6
Emergency power contactor 1 0.25 CONT 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
ALT Field 2 1.5 CONT 0 15 15 8 7 60 60 10 10 0 45 45 24 21 180 180 30 30
ALT Regulator 2 0.07 CONT 0 15 15 8 7 60 60 10 10 0 2.1 2.1 1.12
0.98 8.4 8.4 1.4 1.4
Avionics Contactor 1 0.7 INT 1 0 0 0 0 0 0 0 0 Denergized when 0.7 0 0 0 0 0 0 0 0
avionics “ON”
Flight Hour Meter (Hobbs) 1 0.05 CONT 1 15 15 8 7 60 60 10 10 0.05 0.75 0.75 0.4 0.35 3 3 0.5 0.5
Aux Fuel Pump 2 5 INT 1 0 0 3 0 0 0 3 3 T/O, Landing, and 10 0 0 30 0 0 0 30 30
Emergency Use
Primer Valve 1 0.4 INT 1 0 0 0 0 0 T/O, Landing, and 0.4 0 0 0 0 0 0 0 0
Emergency Use
Hydraulic Pump 1 26 INT 0 0 0 0.25 0 0 0 0.25 0.25 Gear extend / 0 0 0 6.5 0 0 0 6.5 6.5
retract approx. 6 to 7 sec.
Hydraulic Relay 1 0.35 INT 0 0 0 0.25 0 0 0 0.25 0.25 Gear extend / 0 0 0 0.0875 0 0 0 0.0875 0.0875
retract approx. 6 to 7 sec.
Strobe Lights 2 2 CONT 0 0 0 8 7 60 60 10 10 0 0 0 32 28 240 240 40 40
Nav-Position Lights 2 0.25 CONT 0 15 15 8 7 60 60 10 10 0 7.5 7.5 4 3.5 30 30 5 5
Taxi-Recognition Lights 2 4.2 INT 0 15 15 0 0 0 0 5 5 0 126 126 0 0 0 0 42 42
Landing Lights 2 4.2 INT 0 0 0 3 0 0 0 5 5 0 0 0 25.2 0 0 0 42 42
Instrument Panel (Wash) Lights 1 0.025 CONT 1 15 15 8 7 60 60 10 10 0.025 0.375 0.375 0.2 0.175 1.5 1.5 0.25 0.25
Avionics Lights 1 0.25 CONT 1 15 15 8 7 60 60 10 10 0.25 3.75 3.75 2 1.75 15 15 2.5 2.5
Switch Lights 1 2.7 CONT 1 15 15 8 7 60 60 10 10 2.7 40.5 40.5 21.6 18.9 162 162 27 27
Cabin Light 1 2 INT 1 5 5 0 0 0 0 0 0 2 10 10 0 0 0 0 0 0
Cockpit Flood (Map) Light 1 1 INT 0 15 15 0 0 10 10 0 0 0 15 15 0 0 10 10 0 0
Pitot Heat 1 6 CONT 0 15 15 8 7 60 60 10 10 0 90 90 48 42 360 360 60 60
Combustion Heater 1 11 CONT 0 15 0 0 7 60 0 5 5 0 165 0 0 77 660 0 55 55
Fresh Air Blower 1 7 INT 0 15 15 4 4 0 0 5 5 Assume 50% duty cycle 0 105 105 28 28 0 0 35 35
A/C System 1 33 CONT 0 0 15 8 0 0 60 0 10 use case below 5000 AGL 0 0 495 264 0 0 1980 0 330
or 8000 MSL
A/C System 1 12 INT 0 0 15 8 0 0 60 0 10 use case below 5000 AGL 0 0 180 96 0 0 720 0 120
or 8000 MSL
Avionics Cooling Fan 3 0.4 INT 1 0 8 8 0 0 30 0 5 50% duty cycle worst case 1.2 0 9.6 9.6 0 0 36 0 6
STBY Instrument (ASPEN) 1 1.5 CONT 1 15 15 8 7 60 60 10 10 Low power cycle observed 1.5 22.5 22.5 12 10.5 90 90 15 15
STBY Instrument (ASPEN) 1 0.9 INT 1 5 5 2.5 2.5 20 20 3 3 Hi power cycle (33% duty 0.9 4.5 4.5 2.25 2.25 18 18 2.7 2.7
additional current observed)
GDU 1040 2 1.3 CONT 1 15 15 8 7 60 60 10 10 2.6 39 39 20.8
18.2 156 156 26 26
GDU 1040 2 1.2 INT 1 15 0 0 2.5 20 0 3 0 worst case temp with 2.4 36 0 0 6 48 0 7.2 0
heaters ON (additional amps)
PAGE 6
Oct 5/16 24-60-00 24606
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Electrical Load Analysis - Garmin G1000 Equipped with S-Tec Autopilot
NORM. Elapsed Time AMPS * MINUTES
ITEM # UNITS AMPS/ OP. START TAXI TAXI T/O T/O CRUISE CRUISE LAND LAND REMARKS START TAXI TAXI T/O T/O CRUISE CRUISE LAND LAND
UNIT CYCLE COLD HOT 1 2 COLD HOT COLD HOT COLD HOT 1 2 COLD HOT COLD HOT
GDC 74A 1 0.235 CONT 1 15 15 8 7 60 60 10 10 0.235 3.525 3.525 1.88 1.645 14.1 14.1 2.35 2.35
GRS 77 1 0.3 CONT 0 15 15 8 7 60 60 10 10 0 4.5 4.5 2.4 2.1 18 18 3 3
GRS 77 (at Initialization) 1 1 INT 1 0 0 0 0 0 0 0 0 Peak occurs momentarily 1 0 0 0 0 0 0 0 0
at start-up
GMA 1347 1 1.75 CONT 1 15 15 8 7 60 60 10 10 1.75 26.25 26.25 14 12.25 105 105 17.5 17.5
GIA 63W (INTEG AV) 2 1.25 CONT 0 15 15 8 7 60 60 10 10 includes superflag output 0 37.5 37.5 20 17.5 150 150 25 25
draw from WOW relay
GIA 63W (COM) 2 0.3 CONT 1 15 15 8 7 60 60 10 10 0.6 9 9 4.8 4.2 36 36 6 6
GIA 63W (COM) 2 4 INT 0 1 1 1 2 6 6 1 1 10% duty cycle transmit 0 8 8 8 16 48 48 8 8
GEA 1 0.15 CONT 1 15 15 8 7 60 60 10 10 0.15 2.25 2.25 1.2 1.05 9 9 1.5 1.5
GEA 1 0.17 INT 1 5 5 2.5 2.5 20 20 3 3 estimated to be 1/3 of full 0.17 0.85 0.85 0.425 0.425 3.4 3.4 0.51 0.51
potential tranducer load
S-TEC Autopilot 1 0.9 INT 0 15 15 8 7 60 60 7 7 0 13.5 13.5 7.2 6.3 54 54 6.3 6.3
Turn Coordinator 1 0.3 CONT 0 15 15 8 7 60 60 10 10 Used as autopilot sensor only 0 4.5 4.5 2.4 2.1 18 18 3 3
GTS 800 TAS 1 1.5 CONT 0 15 15 8 7 60 60 10 10 1.5 Max op, 1.3 normal op 0 22.5 22.5 12 10.5 90 90 15 15
GTX 33 XPDR 1 0.85 CONT 0 15 15 8 7 60 60 10 10 maximum quiescent 0 12.75 12.75 6.8 5.95 51 51 8.5 8.5
GTX 33 XPDR 1 0.81 INT 0 7 7 8 8 30 30 5 5 maximum full TSO reply rate 0 5.67 5.67 6.48 6.48 24.3 24.3 4.05 4.05
(50% transmit duty cycle)
KR 87 ADF 1 0.625 CONT 0 15 15 8 7 60 60 10 10 0 9.375 9.375 5 4.375 37.5 37.5 6.25 6.25
KN 63 DME 1 0.61 CONT 0 15 15 8 7 60 60 10 10 0 9.15 9.15 4.88 4.27 36.6 36.6 6.1 6.1
GRT 10 XM Remote Transceiver 1 0.044 CONT 0 15 15 8 7 60 60 10 10 0 0.66 0.66 0.352 0.308 2.64 2.64 0.44 0.44
GDL 69A XM Receiver 1 0.35 CONT 0 15 15 8 7 60 60 10 10 0 5.25 5.25 2.8 2.45 21 21 3.5 3.5
TOTAL AMP * MINUTES 85.0 897.2 1380.8 733.2 360.7 2736.4 4764.4 551.1 999.9
UTILIZATION LOAD (AMPS) 85.0 59.8 92.1 91.6 51.5 45.6 79.4 55.1 100.0
24607 24-60-00 PAGE 7

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Electrical Load Analysis - Garmin G1000 Equipped With GFC 700 Autopilot (S/N’s 4496331, 4496339 thru 4496394, and 4496396)
NO. AMPS/ OP. Elapsed Time AMPS * MINUTES
ITEM UNITS UNIT CYCLE START TAXI T/O 1 T/O 2 CRUISE LAND REMARKS START TAXI T/O 1 T/O 2 CRUISE LAND
Starter 2 110 INT 0.25 0 0 0 0 0 15 second crank time 55 0 0 0 0 0
Starter Contactor 2 1.47 INT 0.25 0 0 0 0 0 Same time as starter engaged 0.735 0 0 0 0 0
Primary battery contactor 1 0.6 CONT 1 15 8 7 60 10 0.6 9 4.8 4.2 36 6
Emergency power contactor 1 0.25 CONT 0 0 0 0 0 0 0 0 0 0 0 0
ALT Field 2 1.5 CONT 0 15 8 7 60 10 0 45 24 21 180 30
ALT Regulator 2 0.07 CONT 0 15 8 7 60 10 0 2.1 1.12 0.98 8.4 1.4
Avionics Contactor 1 0.7 INT 1 0 0 0 0 0 Denergized when avionics “ON” 0.7 0 0 0 0 0
Flight Hour Meter (Hobbs) 1 0.05 CONT 1 15 8 7 60 10 0.05 0.75 0.4 0.35 3 0.5
Aux Fuel Pump 2 5 INT 1 0 3 0 0 3 T/O, Landing and Emergency Use 10 0 30 0 0 30
Primer Valve 1 0.4 INT 1 0 0 0 T/O, Landing and Emergency Use 0.4 0 0 0 0 0
Hydraulic Pump 1 26 INT 0 0 0.25 0 0 0.25 Gear extend / retract approx. 6 to 7 sec. 0 0 6.5 0 0 6.5
Hydraulic Relay 1 0.35 INT 0 0 0.25 0 0 0.25 Gear extend / retract approx. 6 to 7 sec. 0 0 0.088 0 0 0.088
Strobe Lights 2 2 CONT 0 0 8 7 60 10 0 0 32 28 240 40
Nav-Position Lights 2 0.25 CONT 0 15 8 7 60 10 0 7.5 4 3.5 30 5
Taxi-Recognition Lights 2 4.2 INT 0 15 0 0 0 5 0 126 0 0 0 42
Landing Lights 2 4.2 INT 0 0 3 0 0 5 0 0 25.2 0 0 42
Instrument Panel (Wash) Lights 1 0.025 CONT 1 15 8 7 60 10 0.025 0.375 0.2 0.175 1.5 0.25
Avionics Lights 1 0.25 CONT 1 15 8 7 60 10 0.25 3.75 2 1.75 15 2.5
Switch Lights 1 2.7 CONT 1 15 8 7 60 10 2.7 40.5 21.6 18.9 162 27
Cabin Light 1 2 INT 1 5 0 0 0 0 2 10 0 0 0 0
Cockpit Flood (Map) Light 1 1 INT 0 15 0 0 10 0 0 15 0 0 10 0
Pitot Heat 1 6 CONT 0 15 8 7 60 10 0 90 48 42 360 60
Combustion Heater 1 11 CONT 0 0 0 7 0 5 0 0 0 77 0 55
Fresh Air Blower 1 7 INT 0 15 4 4 0 5 Assume 50% duty cycle 0 105 28 28 0 35
A/C System 1 33 CONT 0 15 8 0 60 10 use case below 5000 AGL or 8000 MSL 0 495 264 0 1980 330
A/C System 1 12 INT 0 15 8 0 60 10 use case below 5000 AGL or 8000 MSL 0 180 96 0 720 120
Avionics Cooling Fan 3 0.4 INT 1 8 8 0 30 5 50% duty cycle worst case 1.2 9.6 9.6 0 36 6
STBY Instrument (ASPEN) 1 1.5 CONT 1 15 8 7 60 10 Low power cycle observed 1.5 22.5 12 10.5 90 15
STBY Instrument (ASPEN) 1 0.9 INT 1 5 2.5 2.5 20 3 Hi power cycle (33% duty additional current observed) 0.9 4.5 2.25 2.25 18 2.7
GDU 1040 2 1.3 CONT 1 15 8 7 60 10 2.6 39 20.8 18.2 156 26
GDU 1040 2 1.2 INT 1 0 0 2.5 0 0 worst case temp with heaters ON (additional amps) 2.4 0 0 6 0 0
GDC 74A 1 0.235 CONT 1 15 8 7 60 10 0.235 3.525 1.88 1.645 14.1 2.35
GRS 77 1 0.3 CONT 0 15 8 7 60 10 0 4.5 2.4 2.1 18 3
GRS 77 (at Initialization) 1 1 INT 1 0 0 0 0 0 Peak occurs momentarily at start-up 1 0 0 0 0 0
GMA 1347 1 1.75 CONT 1 15 8 7 60 10 1.75 26.25 14 12.25 105 17.5
GIA 63W (INTEG AV) 2 1.25 CONT 0 15 8 7 60 10 includes superflag output draw from WOW relay 0 37.5 20 17.5 150 25
GIA 63W (COM) 2 0.3 CONT 1 15 8 7 60 10 0.6 9 4.8 4.2 36 6
GIA 63W (COM) 2 4 INT 0 1 1 2 6 1 10% duty cycle transmit 0 8 8 16 48 8
GEA 1 0.15 CONT 1 15 8 7 60 10 0.15 2.25 1.2 1.05 9 1.5
GEA 1 0.17 INT 1 5 2.5 2.5 20 3 Estimated to be 1/3 of full potential tranducer load 0.17 0.85 0.425 0.425 3.4 0.51
GFC 700 Servos 3 1.2 INT 0 2 7 7 60 8 Estimated 2 min autopilot test then 10% duty cycle 0 7.2 2.52 2.52 21.6 2.88
PAGE 8
Oct 5/16 24-60-00 24608
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Electrical Load Analysis - Garmin G1000 Equipped With GFC 700 Autopilot (S/N’s 4496331, 4496339 thru 4496394, and 4496396)
GTS 800 TAS 1 1.5 CONT 0 15 8 7 60 10 1.5 Max op, 1.3 normal op 0 22.5 12 10.5 90 15
GTX 33 XPDR 1 0.85 CONT 0 15 8 7 60 10 maximum quiescent 0 12.75 6.8 5.95 51 8.5
GTX 33 XPDR 1 0.81 INT 0 7 8 8 30 5 maximum full TSO reply rate (50% transmit duty cycle) 0 5.67 6.48 6.48 24.3 4.05
KR 87 ADF 1 0.625 CONT 0 15 8 7 60 10 0 9.375 5 4.375 37.5 6.25
KN 63 DME 1 0.61 CONT 0 15 8 7 60 10 0 9.15 4.88 4.27 36.6 6.1
GRT 10 XM Remote Transceiver 1 0.044 CONT 0 15 8 7 60 10 0 0.66 0.352 0.308 2.64 0.44
GDL 69A XM Receiver 1 0.35 CONT 0 15 8 7 60 10 0 5.25 2.8 2.45 21 3.5
TOTAL AMP * MINUTES 85.0 1370.0 726.1 354.8 4714.0 993.5
UTILIZATION LOAD (AMPS) 85.0 91.3 90.8 50.7 78.6 99.4
24609 24-60-00 PAGE 9

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Electrical Load Analysis - Garmin G1000 Equipped With GFC 700 Autopilot (S/N’s 4496395, 4496397 And Up. )
Starter 2 110 INT 0.25 0 0 0 0 0 15 second crank time 55 0 0 0 0 0
Starter Contactor 2 1.47 INT 0.25 0 0 0 0 0 Same time as starter engaged 0.735 0 0 0 0 0
Primary battery contactor 1 0.6 CONT 1 15 8 7 60 10 0.6 9 4.8 4.2 36 6
Emergency power contactor 1 0.25 CONT 0 0 0 0 0 0 0 0 0 0 0 0
ALT Field 2 1.5 CONT 0 15 8 7 60 10 0 45 24 21 180 30
ALT Regulator 2 0.07 CONT 0 15 8 7 60 10 0 2.1 1.12 0.98 8.4 1.4
Avionics Contactor 1 0.7 INT 1 0 0 0 0 0 Denergized when avionics “ON” 0.7 0 0 0 0 0
Flight Hour Meter (Hobbs) 1 0.05 CONT 1 15 8 7 60 10 0.05 0.75 0.4 0.35 3 0.5
Aux Fuel Pump 2 5 INT 1 0 3 0 0 3 T/O, Landing and Emergency Use 10 0 30 0 0 30
Primer Valve 1 0.4 INT 1 0 0 0 T/O, Landing and Emergency Use 0.4 0 0 0 0 0
Hydraulic Pump 1 26 INT 0 0 0.25 0 0 0.25 Gear extend / retract approx. 6 to 7 sec. 0 0 6.5 0 0 6.5
Hydraulic Relay 1 0.35 INT 0 0 0.25 0 0 0.25 Gear extend / retract approx. 6 to 7 sec. 0 0 0.088 0 0 0.088
Tail Strobe Light 1 0.11 CONT 0 0 8 7 60 10 0 0 0.88 0.77 6.6 1.1
Strobe Lights 2 0.5 CONT 0 15 8 7 60 10 0 15 8 7 60 10
Position Lights 2 0.17 CONT 0 15 0 0 0 5 0 5.1 0 0 0 1.7
Landing Lights 2 0.6 INT 0 0 3 0 0 5 0 0 3.6 0 0 6
Instrument Panel (Wash) Lights 1 0.025 CONT 1 15 8 7 60 10 0.025 0.375 0.2 0.175 1.5 0.25
Avionics Lights 1 0.25 CONT 1 15 8 7 60 10 0.25 3.75 2 1.75 15 2.5
Switch Lights 1 2.7 CONT 1 15 8 7 60 10 2.7 40.5 21.6 18.9 162 27
Cabin Light 1 2 INT 1 5 0 0 0 0 2 10 0 0 0 0
Cockpit Flood (Map) Light 1 1 INT 0 15 0 0 10 0 0 15 0 0 10 0
Pitot Heat 1 6 CONT 0 15 8 7 60 10 0 90 48 42 360 60
Combustion Heater 1 11 CONT 0 15 0 7 60 5 0 0 0 77 0 55
Fresh Air Blower 1 7 INT 0 15 4 4 0 5 Assume 50% duty cycle 0 105 28 28 0 35
A/C System 1 33 CONT 0 15 8 0 60 10 use case below 5000 AGL or 8000 MSL 0 495 264 0 1980 330
A/C System 1 12 INT 0 15 8 0 60 10 use case below 5000 AGL or 8000 MSL 0 180 96 0 720 120
Avionics Cooling Fan 3 0.4 INT 1 8 8 0 30 5 50% duty cycle worst case 1.2 9.6 9.6 0 36 6
STBY Instrument (ASPEN) 1 1.5 CONT 1 15 8 7 60 10 Low power cycle observed 1.5 22.5 12 10.5 90 15
STBY Instrument (ASPEN) 1 0.9 INT 1 5 2.5 2.5 20 3 Hi power cycle (33% duty additional current observed) 0.9 4.5 2.25 2.25 18 2.7
GDU 1050 2 0.9 CONT 1 15 8 7 60 10 1.8 27 14.4 12.6 108 1.8
GDU 1050 2 1.0 INT 1 15 0 2.5 2 3 worst case temp with heaters ON (additional amps) 2.0 30 0 5 0 0
GDC 72 1 0.235 CONT 1 15 8 7 60 10 0.235 3.525 1.88 1.645 14.1 2.35
GRS 79 1 0.3 CONT 0 15 8 7 60 10 0 4.5 2.4 2.1 18 3
GMA 1347 1 1.75 CONT 1 15 8 7 60 10 1.75 26.25 14 12.25 105 17.5
GIA 63W (INTEG AV) 2 1.25 CONT 0 15 8 7 60 10 includes superflag output draw from WOW relay 0 37.5 20 17.5 150 25
GIA 63W (COM) 2 0.3 CONT 1 15 8 7 60 10 0.6 9 4.8 4.2 36 6
GIA 63W (COM) 2 4 INT 0 1 1 2 6 1 10% duty cycle transmit 0 8 8 16 48 8
GEA 1 0.15 CONT 1 15 8 7 60 10 0.15 2.25 1.2 1.05 9 1.5
GEA 1 0.17 INT 1 5 2.5 2.5 20 3 Estimated to be 1/3 of full potential tranducer load 0.17 0.85 0.425 0.425 3.4 0.51
GFC 700 Servos 3 1.2 INT 0 2 7 7 60 8 Estimated 2 min autopilot test then 10% duty cycle 0 7.2 2.52 2.52 21.6 2.88
GTS 800 TAS 1 1.5 CONT 0 15 8 7 60 10 1.5 Max op, 1.3 normal op 0 22.5 12 10.5 90 15
PAGE 10
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MAINTENANCE MANUAL
Electrical Load Analysis - Garmin G1000 Equipped With GFC 700 Autopilot (S/N’s 4496395, 4496397 And Up. )
GTX 345R XPDR 1 0.36 CONT 0 15 8 7 60 10 maximum quiescent 0 5.4 2.8 2.52 2.6 3.6
GTX 345R XPDR 1 0.29 INT 0 7 8 8 30 5 maximum full TSO reply rate (50% transmit duty cycle) 0 2.03 2.32 2.32 8.7 1.45
KR 87 ADF 1 0.625 CONT 0 15 8 7 60 10 0 9.375 5 4.375 37.5 6.25
KN 63 DME 1 0.61 CONT 0 15 8 7 60 10 0 9.15 4.88 4.27 36.6 6.1
GRT 10 XM Remote Transceiver 1 0.044 CONT 0 15 8 7 60 10 0 0.66 0.352 0.308 2.64 0.44
GDL 69eA XM Receiver 1 0.36 CONT 0 15 8 7 60 10 0 5.4 2.88 2.52 21.6 3.6
GDL 59 1 0.572 CONT 0 15 8 7 60 10 0 8.58 4.58 4.0 34.32 5.72
FS 510 Bluetooth 1 0 CONT 0 15 8 7 60 10 0 0 0 0 0 0
ELT 1000 1 0.17 CONT 0 15 8 7 60 10 0 2.55 1.36 1.19 10.2 1.7
APPAREO v 1000 1 0.15 CONT 0 15 8 7 60 10 0 2.25 1.2 1.05 9 1.5
FLIGHT Com 1 0.16 CONT 0 15 8 7 60 10 0 2.4 1.28 1.12 9.6 1.6
Maintenance Hour Meter 1 0.05 CONT 0 15 8 7 60 10 0 0.75 0.4 0.35 3 0.5
TOTAL AMP * MINUTES 82.7 1249 671.1 324.1 4479.3 878.1
UTILIZATION LOAD (AMPS) 82.7 83.3 83.9 46.3 74.7 87.8
246011 24-60-00 PAGE 11

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PAGE 12
Oct 5/16 24-60-00 246012
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MAINTENANCE MANUAL
CHAPTER
25
EQUIPMENT /
FURNISHINGS
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
25-ii
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 25
CHAPTER CHAPTER


2 Oct 5/16
25-10-00 1 Oct 5/16

2 Oct 5/16
3 Oct 5/16
4 Oct 5/16
5 Oct 5/16
6 Oct 5/16
7 Oct 5/16
8 Oct 5/16
9 Oct 5/16
10 Oct 5/16
11 Oct 5/16
12 Oct 5/16
25-60-00 1 Oct 5/16

2 Oct 5/16
3 Oct 5/16
4 Oct 5/16
5 Oct 5/16
6 Oct 5/16
7 Oct 5/16
8 Oct 5/16
9 Oct 5/16
10 Oct 5/16
11 Oct 5/16
12 Oct 5/16
13 Oct 5/16
14 Oct 5/16
15 Oct 5/16
16 Oct 5/16
17 Oct 5/16
18 Oct 5/16
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24 Oct 5/16
25 Oct 5/16
26 Oct 5/16

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 2
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chapter 25 - Equipment / Furnishings
TABLE OF CONTENTS
Flight Compartment 25-10-00 1

Description 1
Pilot’s Seat Lock and Release Rigging 1
Lumbar Support 2
Description 2
Removal 2
Assembly 2
Installation 2
Carpets 2
Restraint System 4
Inspection 4
Removal 5
Installation 9
Inertial Reel Adjustment 9
Electric Clock 10
Emergency 25-60-00 1
Artex ELT 110-4 Emergency Locator Transmitter (ELT) 1
Description 1
Inspections 2
100 Hour 2
Annual 2
Removal 3
Installation 3
Battery Replacement 3
Removal 3
Installation 3
Testing 4
Installed Transmitter Test (Self-Test) (Every 90 Days) 4
Antenna Test (Each 100 Hours) 4
G-switch Check (Annually) 5
Electrical Schematic 5
Artex ME406 ELT 6
Troubleshooting 6
Inspections 9
100 Hour 9
Annual 9
Removal 10
Installation 10

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 25 - Equipment / Furnishings
Emergency (cont.) 25-60-00 (cont.)

Artex ME406 ELT (cont.)
Testing 12
Installed Transmitter Test (Self Test) (Every 90 Days) 12
Antenna Test (Each 100 Hours) 13
G-switch Check (Annually) 13
Digital Message Verification (Annually) 14
Artex ELT 1000 15
Troubleshooting 16
Inspections 18
100 Hour 18
Annual 18
Removal 20
Installation 20
Testing 24
Installed Transmitter Test (Self Test) 24
Antenna Test 24
G-switch Check 25
Digital Message Verification 28
PAGE 2
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Flight Compartment
1. Description
The Seminole has the capacity to seat up to 4 (passengers and crew) in a forward facing seat arrangement.
Information on seat installations and other options are included in this chapter.
Two fully adjustable forward facing seats are installed for the pilot and co-pilot. They adjust vertically,
recline, and adjust fore and aft with a storage pocket on the back of each seat. Two forward facing reclining
seats are installed for the passengers. A worktable attaches to either the pilot or co-pilots seat back. It is
stored along the left side in the baggage area and secured with a strap.
2. Pilot’s Seat Lock and Release Rigging
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.
Seat Back Lock

Figure 1
25101 25-10-00 PAGE 1

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MAINTENANCE MANUAL
3. Lumbar Support
A. Description
In the optional interior, the pilot and co-pilot seats incorporate a lumbar support feature. The installation
consists of an inflatable bladder attached to the seat back filler and 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.
(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. Assembly
(1) Apply a layer of 3M 847 cement to smooth side of bladder pad.
(2) Apply a layer of 3M 847 cement to back side of bladder (side away from inflation tube nipple).
(3) Attach bladder pad to bladder.
note: While cement does not set immediately, there is no need to wait before attaching bladder
and pad to seat back filler.
D. Installation
(1) Apply a layer of 3M 847 cement to rough side of bladder pad.
(2) Apply a layer of 3M 847 cement to seat back filler where bladder is to be located.
(3) Attach bladder and pad assembly to seat back filler. Depending on temperature and humidity,
allow 30 minutes to one (1) hour for cement to set.
(4) Install seat back filler cover and secure velcro fastenings.
(5) Install seat in airplane.
4. Carpets
The carpets are individually fastened to the floor with Velcro fasteners and adhesive (Hysol EA9309 NA).
PAGE 2
Oct 5/16 25-10-00 25102
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
BLADDER INFLATION
AIR INLET AND VENT BLADDER
PAD
BLADDER
AND PAD
BLADDER
AIR
TUBE
SEAT BACK FILLER
BLADDER
INFLATION AND DEFLATION
CONTROLS
Lumbar Seat Bladder Installation

Figure 2
25103 25-10-00 PAGE 3

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
5. Restraint System
An integrated shoulder harness / lap belt restraint system (See “Figure 3”) is installed for each seat. They
each include a lap belt, shoulder harness, inertia reel, buckle, clasp assembly, end fittings, and attachments.
The restraint system upper attachments and inertia reels are located behind interior panels
A. Inspection
(1) In S/N’s 4496001 thru 4496035 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 4496001 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: if the seat belt has a date stamp
of 6/94 thru 8/95; and the seat belt buckle end has an old Piper logo (large stylized
“P”) or no logo; and the seat belt fitting end I.D. tag has a date stamp of 6/94 thru 8/95.
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 564-887; 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.
(2) In S/N’s 4496036 & up:
Integrated Shoulder Harness / Lap Belt (Schroth)
(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.
PAGE 4
Oct 5/16 25-10-00 25104
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
104211 K 1
VIEW 1
INERTIA REEL
INERTIA REEL
(PLATE SHOWING,
DRUM ON FAR SIDE)
VIEW 1
SHOULDER
HARNESS
BELT
ID LABEL STIFFENING
(FAR SIDE) BUCKLE SLEEVE
LATCH
END FITTING (CLASP) END FITTING
LAP BELT
LENGTH ADJUSTER
(BUCKLE WITH SLIP RING)
BELT ASSEMBLY (TYPICAL)
Restraint System
B. Removal
The crew restraint system upper attachments and inertia reels are located behind inertia reel cover.
To service or remove the reels or upper attachments, you must remove the inertia reel covers.
Remove the lower end fittings first.
(1) Lower End Fitting Attachments
See “Figure 3”.
The lower end fittings of the crew restraint assemblies are attached to links or clevises, which are
attached to the floor structure. Remove the lower end fittings from the link and clevis assemblies
at either side of the seat as follows:
(a) Unlatch the seat belt buckle.
(b) Remove the bolt assemblies that attach the inside (aisle) end fittings that secure the belt to
the link assemblies.
(c) Remove the bolt assemblies that attach the outboard side end fittings that secure the belt
to the link assemblies.
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Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Restraint System
PAGE 6
Oct 5/16 25-10-00 25106
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MAINTENANCE MANUAL
Restraint System
25107 25-10-00 PAGE 7

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Restraint System Belt Assembly - Upper Attachments and Inertia Reel

Figure 4
PAGE 8
Oct 5/16 25-10-00 25108
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(2) Upper Attachments and Inertia Reels

See “Figure 4”.
(a) Remove the three screws and washers securing the reel cover.
(b) Remove the bolts securing the inertia reel to the support channel.
(c) Remove inertia reel.
C. Installation
(1) Upper Attachments and Inertia Reels
See “Figure 4”.
(a) Align the inertia reel with the support channel and install mounting bolt.
(b) Align reel cover with mounting holes and install washers and screws.
(c) Check operation and security.
(2) Lower End Fitting Attachments
See “Figure 3”.
(a) Align outboard side end fitting of the belt to the mount and install bolt to secure.
(b) Align the inside (aisle) end fittings to the mount and install bolt to secure.
(c) Check operation and security.
D. Inertial Reel Adjustment
See “Figure 4”.
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, adjust inertial reel
as follows:
(1) Allow harness to wind up on reel as much as possible.
(2) Remove three screws and washers securing the reel cover.
(3) On end of reel, pry off plastic cover over spring. Make sure spring does not come out of plastic
cover. Set aside plastic cover.
(4) Unwind the harness completely. Measure and mark the harness 24 inches from the reel center.
(5) Wind harness onto reel until the 24-inch mark is reached. Hold reel and place cap with spring
over reel shaft end.
(6) Align slot in shaft with spring tang. Wind spring 6-1/2 turns and snap plastic cover into holes in
reel end shaft.
(7) Release harness and allow harness to wind up. Extend harness several times to check reel for
smooth operation.
(8) Hold inertia reel with reel completely wound and inertia mechanism end up. Pry off plastic cover
over mechanism and set reel aside.
(9) 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.
(10) Replace the reel cover and secure with three washers and screws.
25109 25-10-00 PAGE 9

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
6. Electric Clock
The standard electric clock receives its power from the aircraft battery. The clock is mounted in the upper
left corner of the instrument panel. For electrical schematic, refer to Chapter 91.
See “Figure 5”.
A. Removal
(1) Remove power from electric clock circuit.
(2) Remove two screws from face of clock that secure clock in panel.
(3) Withdraw clock from panel and remove wires from back of clock.
B. Installation
(1) Attach wires to back of clock.
(2) Position clock in panel and secure with two screws previously removed.
(3) Re-apply power to circuit.
PAGE 10
Oct 5/16 25-10-00 251010
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Electric Clock Installation

Figure 5
251011 25-10-00 PAGE 11

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 12
Oct 5/16 25-10-00 251012
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Emergency
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S) WHEN SERVICING

OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT MAY
publications.)
This section contains information necessary to perform operational checks of the Emergency Locator
Transmitter (ELT), with and without a pilot’s remote switch. Included are the appropriate removal and
installation instructions to facilitate battery replacement.
1. Artex ELT 110-4 Emergency Locator Transmitter (ELT)
A. Description
The Artex ELT 110-4 was installed as standard equipment in S/N’s 4496001 thru 4496241. It 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 unit switch position. The normal position of
the ELT unit 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.
MOLEX
C O N N E C TO R
3 6 9 12
SIDE VIEW 2 5 8 11
1 4 7 10
MO U N T I N G BAT T E RY C OVER
HOLES S C REW S
ON
O FF
F RO N T
VIEW
B OT TO M V I E W END
CAP
Artex ELT 110-4
Figure 1
Effectivity
25601
with Artex ELT 110
25-60-00 PAGE 1 2
Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
B. Inspections
(1) 100 Hour
Inspect per the 100 hour inspection (including the Antenna Test) under Artex ME406 ELT, below.
(2) Annual
Every twelve (12) months, inspect the ELT installation as follows:
Note: The following inspection satisfies the requirements of FAR 91.207.
(a) Remove four (4) screws and washers and open the nose cone assembly to access the
battery.
(b) Disconnect the ground (negative) cable from battery.
(c) At right side of empennage, remove four (4) screws and remove ELT access panel.
(d) Remove ELT Connections
Caution: Do not use contact cleaner on elt components. Such
chemical agents can be highly destructive to the mounting
hardware and elt housing.
1) Loosen the thumbscrews and remove the Molex and coax connectors.
2) Visually inspect and confirm proper seating of all connector pins. Special attention
should be given to coaxial center conductor pins which are prone to retracting into the
connector housing.
(e) Remove ELT from its mounting tray per Removal, below.
Inspect the mounting hardware. Ensure the hardware is free of cracks or other obvious
damage.
(f) Battery Inspection
1) Remove the four (4) securing screws from the bottom of the ELT.
2) Position the ELT product label (arrow) side down, and carefully lift the battery pack
away from the ELT and lay it alongside the ELT.
3) Carefully disconnect the harness from the connnector in the black plastic housing. Use
a flat-bladed screwdriver to pry the connector out of its mating plug.
4) Inspect the battery pack and ELT chassis. The battery cells, components and connectors
should be free of corrosion.
5) Inspect for broken wires, connections, or damage.
6) Ensure the battery housing is free of cracks or other visible damage.
7) Verify the battery expiration date. If the battery pack has not expired it may be reinstalled.
The battery pack must be replaced with a new one:
a) After use in an emergency;
b) After an inadvertent activation of unknown duration;
c) When the total of all known transmissions exceeds one (1) hour; or
d) On or before the battery replacement (expiration) date.
(g) Perform G-switch Check under Testing, below.
(h) Reinstall ELT into airplane per Installation, below.
(i) Perform Antenna Test per the procedure under Artex ME406 ELT, below.
(j) Reset ELT by turning ELT switch to “ON” then to ‘OFF/ARM” position.
(k) Make an appropriate logbook entry documenting completion of this inspection and whether
or not the ELT passed or failed.
Effectivity
PAGE 2 1
Oct 5/16 25-60-00 with Artex ELT 110
25602
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C. Removal
(1) Remove four (4) screws and washers and open the nose cone assembly to access the battery.
(2) Disconnect the ground (negative) cable from battery.
(3) At right side of empenage, remove four (4) screws and remove ELT access panel.
(4) Remove ELT from the airplane by:
(a) Loosening the two screws on the front of the mounting tray and pull mounting tray cap off.
(b) Disconnecting coax (antenna) cable.
(c) Disconnecting the Molex cable from the ELT unit.
(d) Remove unit from airplane.
D. Installation
(1) Install unit into mounting tray:
(a) Connect Molex and coax cables to ELT unit.
(b) Install mounting tray cap and secure to front of mounting tray with the two screws.
(2) Replace ELT access panel and secure with four (4) screws.
(3) Reconnect the ground (negative) cable to the airplane battery.
(4) Close the nose cone assembly and secure with four (4) screws and washers.
(5) Test transmitter.
E. Battery Replacement
See “Figure 1”.
(1) Removal
(a) If required, remove the ELT from the airplane per Removal, above.
(b) Remove the four screws on the bottom of the ELT securing the battery pack.
(c) Disconnect battery pack connector from main unit. Use a flat-bladed screwdriver to pry the
connector out of its mating plug.
(d) 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 ELT into airplane per Installation, above.
Effectivity
25603
with Artex ELT 110
25-60-00 PAGE 3 2
Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
F. Testing
Caution: All ELT “ON” tests should be performed within the first five (5)
minutes after the hour UTC or as required by local or national
authorities. Notify any nearby control tower of your intentions.
Caution: Do not allow test duration to exceed five (5) seconds.
CAUTION: Consult FAA Advisory Circular AC 91-44a, LATEST REVISION, for detailed
information concerning UNSHIELDED TESTING.
Always perform the tests within the first five (5) minutes of the hour. Notify any nearby control tower
of your intentions. If outside of the US, always follow all local or national regulations for testing ELTs.
Do not allow test duration to exceed five (5) seconds. Any time the ELT is activated it is transmitting
a 121.5 MHz distress signal.
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:
• Test should be no longer than three audio sweeps.
• Test should be conducted only within the time period made up of the first five minutes after any
hour.
• 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.
(1) Installed Transmitter Test (Self-Test) (Every 90 Days)
(a) Turn both the airplane master switch and the radio master switch ON.
(b) Tune airplane communications receiver to 121.5 mHz and select SPKR on the audio panel.
(c) Turn the ELT aircraft panel switch to “ON”, wait for three (3) sweeps on the receiver, which
takes about one (1) second, and then turn the switch back to the “ARM” position.
(d) To pass the test, you must hear the three (3) sweeps and see the front panel light immediately
begin to flash continuously until the unit is switched to “ARM”.
1) During the “ON” to “ARM” transition, the microprocessor in the ELT checks the
“G-Switch” (automatic activation switch) latching circuit, pins 5 and 8 on the tray
connector.
2) If there is a problem, the processor will not immediately turn on the cockpit light during
those first few sweeps. For example, if the jumper between pins 5 and 8 was not installed
or was open, the cockpit light would flash momentarily upon ELT activation and the stay
off for approximately three (3) seconds before beginning to flash continuously.
3) Repairs should be done only by a licensed aviation radio repair shop.
(2) Antenna Test (Each 100 Hours)
Use the procedure under Artex ME406 ELT, below.
Effectivity
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(3) G-switch Check (Annually)

Caution: As with all beacon-testing, this test should be performed
within the first five (5) minutes of the hour, and any local
control tower should be advised of the test.
A basic test of G-switch operation can be performed as follows:
(a) Setup
1) Remove the ELT from the airplane per Removal, above.
2) Fabricate a “shorting plug” by obtaining an appropriate connector and installing a
jumper (i.e. - short) between Pins 5 and 8. (Artex sells a test plug for this purpose
under part number 151-2012.)
Note: Be sure the correct pins are shorted. Some connections will force the ELT
to activate. Others will keep the unit from activating in any circumstance. No
combination of shorts will cause permanent damage to the ELT, however all
wrong pin combinations erroneously indicate a faulty ELT.
If the ELT activates without any pins shorted it is defective and should be
returned for repair.
3) Install the “shorting plug” on the ELT.
4) For a more thorough test, monitor the transmission with an AM receiver tuned to 121.5
MHz, as described in Transmitter Test, below.
(b) Procedure
The ELT should remain OFF until an acceleration of three (3) Gs or more is applied axially,
in the rearward direction. This action should activate the unit, transmitting immediately on
121.5 MHz.
Caution: Maintain a firm grip on the elt.
1) Apply acceleration greater than three (3) Gs to the ELT, in the rearward direction. This
can be achieved by using a rapid forward (throwing) motion in the direction of the label
arrow, then rapidly reversing the direction.
2) Monitor ELT activation by observing the ELT LED (and AM receiver, if desired).
3) Allow ELT to transmit only long enough to verify operation.
4) Reset ELT by turning ELT switch to “ON” then to ‘OFF” position.
G. Electrical Schematic
See 91-25-60.
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2. Artex ME406 ELT

A. Description and Operation
The Artex ME406 ELT is installed as standard equipment in S/N’s 4496242 and up with Standard,
Avidyne Entegra, or Garmin G500; and in 4496331, 4496339–4496394 and 4496396 with Garmin
G1000. It’s a fully TSO-C126 / ETSO-2C126 certified, type AF (automatic fixed) beacon 406 MHz
ELT. All functions of the ME406 are under microprocessor control. A self-test routine checks ELT
operation and installation, then presents the results as visual and auditory “error codes” to aid in
troubleshooting and to indicate status. The ME406 is pre-programmed at the factory using a short
message format. The following User Protocols are supported: Serial Number; Tail Number; 24-Bit
Aircraft Address; and Aircraft Operator Designator/Serial Number.
The battery pack consists of two D-size lithium cells mounted in a cover assembly, and is field
replaceable. Rated life is one hour of use or the expiration date on the battery pack, whichever comes
first, as specified by FAR 91.207(c).
In the event of a crash, the ME406 activates automatically, and transmits the standard swept tone
on 121.5 MHz lasting until battery power is gone. In addition, for the first 24 hours of operation, a
406 MHz signal is transmitting at 50-second intervals. This transmission lasts 440 ms and contains
identification data programmed into the beacon and is received by Cospas-Sarsat satellites. Position
accuracy of the 121.5 MHz signal is approximately 15-20 km radius about the transmitter. Accuracy
of the 406 MHz signal is within about a 3 km radius.
In a crash, an acceleration-activated crash sensor (G-switch) turns the ELT “ON” automatically when
the ELT experiences a change in velocity (or deceleration) of 4.5 fps ± 0.5 fps. Activation is also
accomplished by means of the cockpit-mounted remote switch or the local switch on the ELT. To
deactivate the ELT, set either switch to the “ON” position, then back to ‘ARM’.
The ELT does not have an “OFF” position. Instead, a jumper between two pins on the front D-sub
connector must be in place for the G-switch to activate the unit. The jumper is installed on the mating
half of the connector so that when the connector is installed, the beacon is armed. This allows the
beacon to be handled or shipped without “nuisance” activation (i.e. - front connector removed).
NOTE: The ELT can still be manually activated using the local switch on the front of the ELT. Care
should be taken when transporting or shipping the ELT not to move the switch or allow
packing material to become lodged such as to toggle the switch.
If the ELT is inadvertently activated, deactivate it by setting either switch to the “ON” position
and then back to “ARM”.
B. Troubleshooting
See Chart 1.
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TROUBLESHOOTING ME406 ELT
3 Flash Error Bad load detect. Check that the RF cable is
after performing Self Test. Detects open or short condition connected and in good
on the antenna output or cable. condition.
Perform continuity check of
center conductor and
shield. Check for a shorted
cable.
Check for intermittent
connection in the RF cable.
If this error code persists
there may be a problem
with the antenna
installation. Check this with
a VSWR meter. Check the
antenna for opens, shorts,
resistive ground plane
connection.
4 Flash Error Low power detected. Verify battery voltage.
after performing Self Test. Occurs if output power is below Replace battery if low
about 33 dBm (2 watts) for the voltage (~5.6 VDC) or if
406 signal or 17 dBm (50 mW) 7 Flash error is also
for the 121.5 MHz output. present.
Also may indicate that 406 Verify 406 MHz frequency.
signal is off frequency. If bad, return for repair /
replacement.
5 Flash Error Indicates that the ELT Read ELT 406 MHz signal
after performing Self Test. has not been programmed. to verify programming.
6 Flash Error Indicates that G-switch loop Check that the harness
after performing Self Test. between pins 5 and 12 at the D-sub jumper is installed
D- sub connector is not installed. iby verifying less thant one
ELT will not activate during (1) ohm of resistance
a crash. between pins 5 and 12.
If missing, install jumper
wire.
7 Flash Error Indicates that the ELT battery Replace battery.
after performing Self Test. has too much accumulated
operation time (more than
one hour) per regulation.
May also indicate damage to If error does not clear after
the battery circuit. battery replacement, check
continuity of battery circuit
and correct function of
circuit components.
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TROUBLESHOOTING ME406 ELT
Remote Switch LED Wiring error or frayed wires Verify wiring.
always on (steady). shorting out pins on back of
Remote Switch. Verify integrity of all crimp
or solder connections on
harness.
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C. Inspections
(1) 100 Hour
Each 100 hours time-in-service, inspect the ELT installation as follows:
(a) Inspect the ELT unit and mount for proper installation and secure mounting.
(b) Inspect wiring and conduits for proper routing, secure mounting, and obvious defects.
(c) Inspect bonding and shielding for proper installation and condition.
(d) Inspect antenna for condition, secure mounting, and proper operation (per Antenna Test
under Testing, below).
(2) Annual
(a) Remove four (4) screws and washers and open the nose cone assembly to access the
battery.
(b) Disconnect the ground (negative) cable from battery.
(c) At right side of empennage, remove four (4) screws and remove ELT access panel.
(d) Remove ELT Connections
1) Loosen the thumbscrews and remove the D-sub and RF connectors.
2) Visually inspect and confirm proper seating of all connector pins. Special attention
should be given to coaxial center conductor pins which are prone to retracting into the
connector housing.
(e) Remove ELT from its mounting tray per Removal, below.
damage.
(f) Battery Inspection
NOTE: The battery pack contains static sensitive parts, take ESD precautions before
handling.
1) Remove the eight (8) securing screws from the battery-side cover.
Note: Battery pack is identified by the embossed text:
“BATTERY ACCESS ON THIS SIDE”.
Caution: Do not pull on the flexible portion of the cable - use
the rigid section of the flex circuit at the connector
as a handle.
2) Carefully lift the battery cover (battery pack) away from the ELT and unplug the flex-
cable connected to the pack.
4) Inspect flex-circuit for broken connections or damage.
b) When the transmitter has been in use for more than one (1) cumulative hour
(i.e. - 7 flash error);
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c) After an inadvertent activation of unknown duration; or

(g) Perform G-switch Check under Testing, below.
(h) Reinstall ELT into airplane per Installation, below.
(i) Perform Antenna Test under Testing, below.
(j) Perform Digital Message Verification under Testing, below.
(k) Reset ELT by turning ELT switch to “ON” then to ‘ARM” position.
(l) Check ELT for signs of registration. In the US, NOAA supplies a beacon registration label
that is applied to the ELT when it is registered.
(m) Make an appropriate logbook entry documenting completion of this inspection and whether
D. Removal
(1) Remove four (4) screws and washers and open the nose cone assembly to access the battery.
(3) At right side of empennage, remove four (4) screws and remove ELT access panel.
(4) Loosen the thumbscrews and remove the D-sub and RF connectors.
(5) Loosen the velcro strap and remove the ELT from its mounting tray. See “Figure 2”.
E. Installation
(1) Insert the ELT into the mounting tray at an angle so that the locking ears at the end fit into the
mounting tray locking slots.
(2) Fasten the Velcro strap around the ELT so that it is firmly held in place. See “Figure 2”.
(3) Insert the D-sub and RF connectors ensuring that they are seated properly.
(4) Tighten the thumbscrews.
(5) At right side of empennage, place ELT access panel in position and secure with four (4) screws.
(6) Reconnect the ground (negative) cable to battery.
(7) Close the nose cone assembly and secure with four (4) screws and washers.
F. Battery Replacement
Note: When replacing the battery pack, a replacement kit containing the battery pack, replacement
gasket, hardware and labels is available.
(1) Remove ELT per Removal, above.
(2) Remove the battery pack as follows:
NOTE: The battery pack contains static sensitive parts, take ESD precautions before handling.
(a) Remove the eight (8) securing screws from the battery-side cover.
Caution: Do not pull on the flexible portion of the cable - use the
rigid section of the flex circuit at the connector as a
handle.
(b) Carefully lift the battery cover (battery pack) away from the ELT and unplug the flex-cable
connected to the pack.
(c) Discard/recycle the old battery pack.
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Artex ME406 ELT

Figure 2
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(3) Lay the new battery pack on the work surface with the batteries facing up.
(4) Install a replacement seal in the slot along the perimeter of the housing.
(5) Leaving the battery as it is, position the ELT over the battery pack with one hand and plug the
flex-cable connector into the battery assembly using the other. The cable should not be twisted
and the connector should ‘click’ into place.
Note: The battery connector is keyed to prevent incorrect installation.
(6) Mate the ELT to the battery, making sure that the seal is positioned correctly during the process.
(7) Replace the eight (8) securing screws and torque to 10 - 12 inch-lbs.
(8) Install ELT per Installation, above.
(9) Perform Installed Transmitter Test (Self Test) per Testing, below.
(10) Enter pertinent battery replacement information in the aircraft log book and fill out any other
documentation required by local authority.
G. Testing
of your intentions. If outside of the US, always follow all local or national regulations for testing ELTs.
Do not allow test duration to exceed five (5) seconds. Any time the ELT is activated it is transmitting
a 121.5 MHz distress signal. If the unit operates for approximately 50 seconds, a 406 MHz distress
signal is transmitted and is considered valid by the satellite system.
(1) Installed Transmitter Test (Self Test) (Every 90 Days)
(b) Tune a receiver (usually the aircraft radio) to 121.5 MHz.
takes about one (1) second, and then turn the switch back to the “ARM” position while
paying special attention of the LED activity upon entering the ‘ARM” condition.
“G-Switch” (automatic activation switch) latching circuit, pins 5 & 12 on the D-sub
connector at the ELT; the 406 MHz transmitter for proper RF output and a battery
check.
2) If the ELT is working properly, the sequence following entry to the “ARM” condition
will result in the panel LED staying illuminated for approximately one (1) second (one
pulse), and then extinguishing. The buzzer should also sound once.
(e) If the panel LED and buzzer present more than one (1) pulse when switched to “ARM”,
determine the problem from the list in Chart 1, above.
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(2) Antenna Test (Each 100 Hours)

Use a low quality AM broadcast receiver to determine if energy is being transmitted from the
antenna.
(a) Hold the antenna of the radio (tuning dial on any setting) about six (6) inches from the
activated ELT antenna. The ELT aural tone should be heard on the AM broadcast receiver.
(b) This is not a measured check, but it does provide confidence that the antenna is radiating
sufficient power to aid search and rescue.
Note: Use of the aircraft’s VHF receiver, tuned to 121.5 MHz, is not recommended. This
receiver is more sensitive and could pick up a weak signal even if the radiating ELT
antenna is disconnected. While it will confirm the ELT is active, it does not check the
integrity of the ELT system.
(3) G-switch Check (Annually)
A basic test of G-switch operation can be performed as follows:
Caution: Even without an antenna connected, the signal can be received
by a satellite. As with all beacon-testing, this test should be
performed within the first five (5) minutes of the hour, and any
local control tower should be advised of the test.
(a) Setup
1) The ELT must be removed from the airplane. See Removal, above.
2) Fabricate a “shorting plug” by obtaining a standard 15-pin D-sub connector and
installing a jumper (i.e. - short) between Pins 5 and 12. (Artex sells a test plug for this
purpose under part number 150-1130.)
3) Install the “shorting plug” on the ELT.
MHz, as described in Transmitter Test, above.
(b) Procedure
121.5 MHz.
2) Monitor ELT activation by observing the ELT LED (and AM receiver, if desired).
4) Reset ELT by turning ELT switch to “ON” then to ‘ARM” position.
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(4) Digital Message Verification (Annually)

The ARTEX 406 MHz ELT transmits a 406 MHz message upon reset, which is encoded such that
it will be ignored by the SAR satellite system. The 15-digit number contained in this transmission
is used to register the ELT with the appropriate 406 MHz ELT registration authority. In the US, the
National Oceanic and Atmospheric Administration (NOAA) maintains the database of registered
ELT’s. The information in this database provides the Search and Rescue system with aircraft
identification data in the event an actual distress signal is transmitted.
Verify the 406 MHz digital message as follows:
(a) Required Equipment
A test set capable of receiving and decoding the message - i.e. - Artex ELT Test Set P/N
453-1000, or equivilent.
(b) Procedure
1) At right side of empennage, remove four (4) screws and remove ELT access panel.
2) Disconnect the antenna coax cable at the ELT, connect test set or terminate as
applicable.
3) Perform all necessary steps to prepare Test Set to receive 406 MHz signal including
(but not limited to) turning on power, activating program or any other steps required for
the particular Test Set being used.
4) Perform the Installed Transmitter Test (Self Test) as described above.
5) Watch the screen on the Test Set to ensure that a message has been received. Repeat
“Self Test” if necessary.
6) View message, ensure that all applicable information is correct (country code, aircraft
ID, etc.).
7) The 15 digit ID hex ID (for example “ADC6492640D3411F1’) should match what
is shown on the ELT product label. This is the 15 digit hex ID (Unique Identification
Number or ‘UIN”) that is used to register the ELT.
8) At right side of empennage, place ELT access panel in position and secure with four
(4) screws.
H. Electrical Schematic
See 91-25-60.
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3. Artex ELT 1000

Installed as standard equipment in Garmin G1000-equipped airplanes S/N’s 4496395, 4496397 and up.
See “Figure 3” and “Figure 4”.
The Artex ELT 1000 is a TSO-C126 / ETSO-2C126 certified and COSPAS-SARSAT TAC 251 approved,
type AF (Automatic Fixed) beacon, which transmits on 121.5 and 406 MHz. When the 406 MHz signal
is detected by the Cospas–Sarsat satellite LEO (Low Earth Orbit system), a position is calculated
and the 121.5 MHz signal is used to home in on the crash site. The ELT 1000 is pre-programmed
at the factory to use a transmitted short message format. The information contained in the message
includes: (a) beacon serial number, (b) an aircraft identification or registration number, (c) a country
of registration and country code and (d) position coordinates, if beacon is programmed to receive
position data from the aircraft navigation system. ELT operation checks are performed by a series
of self-tests with results as visual and auditory “error codes” to aid in troubleshooting and to indicate
status.
The battery pack consists of two D-size lithium cells mounted in a covered assembly, and is field
replaceable. Rated life is six (6) years unused or with total of transmissions exceeding one hour of
use, whichever comes first, as specified by FAR 91.207(c). The lithium battery packs used on the
Artex ELT 1000 are certified under TSO C142a.
In the event of a crash, the ELT 1000 activates automatically, and transmits the standard swept
tone (homing signal) on 121.5 MHz lasting until battery power is gone, which with lithium cells is at
least 50 hours. In addition, for the first 24 hours of operation, a 406 MHz signal is transmitting at 50
second intervals. This transmission lasts 440 ms and contains identification data programmed into
the beacon and is received by Cospas-Sarsat satellites. Position accuracy of the 121.5 MHz signal is
approximately 15–20 km radius about the transmitter. Accuracy of the 406 MHz signal is within about
a 3 km radius. If position information is extracted from the aircraft navigation system, the accuracy
improves to approximately 100 meters.
Artex ELT 1000 Emergency Transmitter

Figure 3
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In a crash, an acceleration activated crash sensor (G-switch) turns the ELT “ON” automatically when
the ELT experiences a change in velocity (or deceleration) of 4.5 fps ± 0.5 fps. Activation is also
accomplished by means of the cockpit mounted remote switch or the local switch on the ELT. To
deactivate the ELT, set either switch to the “ON” position, then back to ‘ARM’.
The ELT does not have an “OFF” position. Instead, a jumper between two pins on the front D-sub
connector must be in place for the G-switch to activate the unit. The jumper is installed on the mating
half of the connector so that when the connector is installed, the beacon is armed. When this connector
is removed the ELT can not be activated. This allows the beacon to be handled or shipped without
“nuisance” activation (i.e., front jumper connector removed).
NOTE: The ELT can still be manually activated using the local switch on the front of the ELT. Care
should be taken when transporting or shipping the ELT not to move the switch or allow
packing material to become lodged such as to toggle the switch.
If the ELT is inadvertently activated, deactivate it by setting either switch to the “ON”
position and then back to “ARM”. If the switch is already in the “ON” position, move it to the
“ARM” position.
B. Troubleshooting
See “Chart 2”, Troubleshooting and “Chart 3” ELT 1000 Self Test.
Chart 2
Troubleshooting - ELT 1000

Remote switch LED always Improper wiring. Verify wiring.
on (Steady).
Short circuit. Verify integrity of all crimp and
solder connections.
ELT Will Not Turn Off. Turn ELT “OFF” Using Local Switch. If ELT turns OFF, then:
Defective remote switch harness Check wiring continuity and
reset circuit wiring. repair as necessary.
Defective remote switch. Replace remote switch.
If ELT Does Not Turn “OFF” Using Local Switch. then:
ELT defective. Remove battery pack to
disable ELT and return ELT to
manufacturer for servicing.
Flash Errors. Self-Test. See “Chart 3” ELT 1000
SELF TEST
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ELT 1000 Manual Activation Switches

Figure 4
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C. Inspections
(1) 100 Hour
Each 100 hours time-in-service, inspect the ELT installation as follows:
(a) Inspect the ELT unit and mount for proper installation and secure mounting.
(b) Inspect wiring and conduits for proper routing, secure mounting, and obvious defects.
(c) Inspect bonding and shielding for proper installation and condition.
(d) Inspect antenna for condition, secure mounting, and proper operation (per “(2) Antenna
Test” on page 256024.
(e) Check ELT for signs of registration. In the US, NOAA supplies a beacon registration label
(f) Make an appropriate logbook entry documenting completion of this inspection and whether
(2) Annual
(a) Remove ELT from its mounting tray per Removal, below.
damage.
(b) Battery Inspection
NOTE: The battery pack contains static sensitive parts, take ESD precautions before
handling.
1) Remove the eight (8) securing screws from the battery-side cover.
Caution: Do not pull on the flexible portion of the cable - use
the rigid section of the flex circuit at the connector
as a handle.
2) Carefully lift the battery cover (battery pack) away from the ELT and unplug the flex-
cable connected to the pack.
4) Inspect flex-circuit for broken connections or damage.
b) When the transmitter has been in use for more than one (1) cumulative hour
(i.e., 7 flash error);
c) After an inadvertent activation of unknown duration; or
(c) Perform “(3) G-switch Check” on page 256025
(d) Reinstall ELT into airplane per “E. Installation” on page 256020.
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(e) Perform “(2) Antenna Test” on page 256024.

Note: For a fee, http://www.406Test.com allows testing of the ELT through-the-satellite.
(f) Perform “(4) Digital Message Verification” on page 256028.
(g) Reset ELT by turning ELT switch to “ON” then to ‘ARM” position.
(h) Check ELT for signs of registration. In the US, NOAA supplies a beacon registration label
(i) Make an appropriate logbook entry documenting completion of this inspection and whether
Effectivity
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D. Removal
(1) In the cabin, remove the rear closeout panel.
(3) At right side of empennage, remove four (4) screws and remove ELT access panel.
(4) Remove ELT Connections:
(a) Loosen the thumbscrews and remove the D-sub and RF connectors.
(b) Visually inspect and confirm proper seating of all connector pins. Special attention should
be given to coaxial center conductor pins which are prone to retracting into the connector
housing.
(5) Loosen the retention strap and remove the ELT from its mounting tray.
E. Installation
(1) Insert the ELT into the mounting tray at an angle so that the locking ears at the end fit into the
mounting tray locking slots.
(2) Fasten the retention strap around the ELT so that it is firmly held in place.
(3) Insert the D-sub and RF connectors ensuring that they are seated properly.
(4) Tighten the thumbscrews.
(5) At right side of empennage, place ELT access panel in position and secure with four (4) screws.
(6) In the rear cabin, reconnect the ground (negative) cable to battery.
(7) Reinstall the rear closeout panel.
ELT 1000 Assembly

Figure 5
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108008 A ANTENNA COAX
A
A
F.S.
247.13
LOOKING AFT AT RIGHT SIDE
F.S.
228.30
ANTENNA
COAX CABLE
J205/P205 SPLICE
D
FORWAR
GROUND
ELT BUZZER
BRACKET
ASSEMBLY
ELT HARNESS ASSY RADIO
ELT 1000 MOUNTING TRAY
FWD
AND STRAP
VIEW A-A
Artex ELT 1000

Figure 6
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F. Battery Replacement
See “Figure 7”.
Note: When replacing the battery pack, a replacement kit containing the battery pack, replacement
gasket, hardware and labels is available.
(1) Remove ELT per “D. Removal” on page 256020.
(2) Remove the battery pack as follows:
NOTE: The battery pack contains static sensitive parts, take ESD precautions before handling.
(a) Remove the eight (8) securing screws from the battery-side cover.
Caution: Do not pull on the flexible portion of the cable - use the
rigid section of the flex circuit at the connector as a
handle.
(b) Carefully lift the battery cover (battery pack) away from the ELT and unplug the flex-cable
connected to the pack.
(c) Discard/recycle the old battery pack.
(3) Lay the new battery pack on the work surface with the batteries facing up.
(4) Install a replacement seal in the slot along the perimeter of the housing.
(5) Leaving the battery as it is, position the ELT over the battery pack with one hand and plug the
flex-cable connector into the battery assembly using the other. The cable should not be twisted
and the connector should ‘click’ into place.
Note: The battery connector is keyed to prevent incorrect installation.
(6) Mate the ELT to the battery, making sure that the seal is positioned correctly during the process.
(7) Replace the eight (8) securing screws and torque to 10 - 12 inch-lbs.
(8) Install ELT per “E. Installation” on page 256020.
(9) Perform “(1) Installed Transmitter Test (Self Test)” on page 256024.
(10) Enter pertinent battery replacement information in the aircraft log book and fill out any other
documentation required by local authority.
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Artex ELT 1000 Battery Assembly

Figure 7
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G. Testing
of your intentions. If outside of the US, always follow all local or national regulations for testing
ELTs. Do not allow test duration to exceed five (5) seconds. Any time the ELT is activated it is
transmitting a 121.5 MHz distress signal. If the unit operates for approximately 50 seconds, a 406
MHz distress signal is transmitted and is considered valid by the satellite system.
(1) Installed Transmitter Test (Self Test)
Every 90 Days.
(b) Tune a receiver (usually the aircraft radio) to 121.5 MHz.
takes about one (1) second, and then turn the switch back to the “ARM” position while
paying special attention of the LED activity upon entering the ‘ARM” condition.
“G-Switch” (automatic activation switch) latching circuit, pins 5 & 12 on the D-sub
connector at the ELT; the 406 MHz transmitter for proper RF output and a battery
check.
2) If the ELT is working properly, the sequence following entry to the “ARM” condition
will result in the panel LED staying illuminated for approximately one (1) second (one
pulse), and then extinguishing. The buzzer should also sound once.
(e) If the panel LED and buzzer present more than one (1) pulse when switched to “ARM”,
determine the problem from the list in “Chart 3”.
(2) Antenna Test
Each 100 Hours use a low quality AM broadcast receiver to determine if energy is being
transmitted from the antenna.
(a) Hold the antenna of the radio (tuning dial on any setting) about six (6) inches from the
activated ELT antenna. The ELT aural tone should be heard on the AM broadcast receiver.
(b) This is not a measured check, but it does provide confidence that the antenna is radiating
sufficient power to aid search and rescue.
Note: Use of the aircraft’s VHF receiver, tuned to 121.5 MHz, is not recommended. This
receiver is more sensitive and could pick up a weak signal even if the radiating ELT
antenna is disconnected. While it will confirm the ELT is active, it does not check the
integrity of the ELT system
Effectivity
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(3) G-switch Check

Test operation of the G-switch annually as follows:
Caution: Even without an antenna connected, the signal can be received
by a satellite. As with all beacon-testing, this test should be
performed within the first five (5) minutes of the hour, and any
local control tower should be advised of the test.
(a) Setup
1) The ELT must be removed from the airplane. See “D. Removal” on page 256020.
2) Fabricate a “shorting plug” by obtaining a standard 15-pin D-sub connector and
installing a jumper (i.e. - short) between Pins 5 and 12. (Artex sells a test plug for this
purpose under part number 150-1130.)
3) Install the “front connector” on the ELT.
MHz, as described in “(1) Installed Transmitter Test (Self Test)” on page 256024.
(b) Procedure
121.5 MHz.
2) Monitor ELT activation by observing the ELT LED (and AM receiver on 121.5 MHz, if
desired). Verify activation by listening for the aural sweep tone on the receiver. The LED
on the ELT housing will also begin to flash, indicating activation. For proof, the AM radio
will verify that the RF output is operational.
Caution: Ensure ELT is reset before 50 seconds has elapsed from
successful activation. Failure to do so will permit a “live”
signal to be sent to the Search And Rescue SATellites.
4) Reset ELT by turning ELT switch to “ON” then to ‘ARM” position.
Effectivity
256025
with Artex ELT 1000
25-60-00 PAGE
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ELT 1000 Self-Test
Beeps/Flashes Result Indication/Action

1 System OK. One pulse two seconds long of
the LED, remote light and
buzzer.
2 Code not used in ELT 1000.
3 Code not used in ELT 1000.
4 Low output power.
Bad load or faulty ELT unit 1) Terminate antenna cable at antenna connection
end w/50Ω load. Repeat self-test. If error clears
proceed to step 3.
2) Terminate antenna cable at antenna connection
end w/50Ω load. Repeat self-test. If error clears
proceed to step 3.
3) Check coax cable and connectors for shorts and
opens, bad center pin, etc. Disconnect, then
reconnect cable. Repeat self-test.
4) Check antenna ground for low resistance (should
be <100 m Ω).
5) Antenna should be 3 feet away from any vertical
metal.
6) Have antenna checked by factory.
5 No position data present
(long message protocol only.
Error is suppresed for short
messages).
Aircraft navigation system Turn ON navigation system.
“OFF”.
Faulty system interface Check integrity of wiring and connections.
wiring or connections.
6 G-Switch loop between pins 5 and 12 is not present.
Jumper open. Verify D-Sub connector jumper is installed by
checking for less than 1Ω between pins 5 and 12.
Repair as necessary.
Jumper missing. Install G-SW enable jumper between pins 5 and 12
in D-sub harness connector.
7 Battery Check.
Battery operating time is >1 hr. Replace battery pack.
Battery voltage low. Replace battery pack.
Battery memory read-write Repeat self-test. Replace battery pack if
error. 7-flash persists.
Effectivity
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ELT 1000 Self-Test
Beeps/Flashes Result Indication/Action

8 Protocol Programming Data.
Missing data such as ELT ELT requires reprogramming w/appropriate data.
S/N or aircraft tail number.
Effectivity
256027
with Artex ELT 1000
25-60-00 PAGE
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(4) Digital Message Verification

The ARTEX ELT 1000 transmits a 406 MHz message upon reset, which is encoded such that it
will be ignored by the SAR satellite system. The 15-digit number contained in this transmission is
used to register the ELT with the appropriate 406 MHz ELT registration authority. In the US, the
National Oceanic and Atmospheric Administration (NOAA) maintains the database of registered
ELT’s. The information in this database provides the Search and Rescue system with aircraft
identification data in the event an actual distress signal is transmitted.
Verify the 406 MHz digital message as follows:
A test set capable of receiving and decoding the message - i.e., Artex ELT Test Set P/N
453-1000, or equivalent.
(b) Procedure
1) At right side of empennage, remove four (4) screws and remove ELT access panel.
2) Disconnect the antenna coax cable at the ELT, connect test set or terminate as
applicable.
3) Perform all necessary steps to prepare Test Set to receive 406 MHz signal including
(but not limited to) turning on power, activating program or any other steps required for
the particular Test Set being used.
4) Perform the “(1) Installed Transmitter Test (Self Test)” on page 256024.
5) Watch the screen on the Test Set to ensure that a message has been received. Repeat
Self Test if necessary.
6) View message, ensure that all applicable information is correct (country code, aircraft
ID, etc.).
7) The 15 digit ID hex ID (for example “ADC6492640D3411F1’) should match what
is shown on the ELT product label. This is the 15 digit hex ID (Unique Identification
Number or ‘UIN”) that is used to register the ELT.
8) At right side of empennage, place ELT access panel in position and secure with four
(4) screws.
H. Electrical Schematic
See 91-25-60.
Effectivity
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CHAPTER
26
Fire Protection
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CHAPTER 26
CHAPTER CHAPTER


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26-20-00 1 Oct 5/16

2 Oct 5/16
3 Oct 5/16
4 Oct 5/16

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Chapter 26 - Fire Protection
TABLE OF CONTENTS
Extinguishing 26-20-00 1
Portable Fire Extinguisher 1
Disposable, Class 2B:C Fire Extinguisher Model No. RT-A600 1
Description 1
Inspection 1
Before Each Flight 1
Monthly 1
100 Hour / Annual 2
Gauged, Class 2B:C Fire Extinguisher Model No. A344T 2
Description 2
Inspection 2
Maintenance 3
Annual 3
Six-Year Maintenance 3
Twelve-Year Hydrostatic Test 3
Replacement Intervals 3

Oct 5/16
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PAGE 2
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Extinguishing
WARNING: AFTER DISCHARGE OF EXTINGUISHER AVOID EXPOSURE TO SMOKE, VAPORS

AND OTHER BY-PRODUCTS OF FIRE. DO NOT INCINERATE EXTINGUISHER.
CAUTION: EXTINGUISHER IS A PRESSURE VESSEL. PROTECT FROM CORROSIVE
CONDITIONS. IF THERE IS ANY CORROSION OR DAMAGE, EXTINGUISHER SHOULD
BE CAREFULLY EMPTIED AND DISCARDED. USE ONLY AS DIRECTED.
Portable Fire Extinguisher
Note: No onboard fire extinguisher is required in these airplanes. Piper does, however; reoomend one
be carried.
A. Disposable, Class 2B:C Fire Extinguisher Model No. RT-A600
This extinguisher was installed as standard equipment in S/N’s
4496001–4496386 and was available as a service replacement well
into 2015. See “Figure 1”.
(1) Description
Containing 1.2 lbs. (550 grams) of Halon 1211/1301 blend, the
extinguisher is located atop the tunnel cover just forward of the
spar box and 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.
(2) Inspection
Disposable type fire extinguishers should be maintained and
inspected in accordance with the nameplate instructions.
(a) Before Each Flight
RT-A600 extinguishers with date codes 2012 and later
are subject to H3R Service Bulletin No. 2015-01 (Piper
Service Bulletin No. 1280A). These extinguishers should
be labeled “Weigh this unit before each flight” and must
be weighed before each flight. Weight must be above the
minimum specified on the nameplate.
(b) Monthly Figure 1
Inspect monthly or more frequently. Ensure nozzle is Model RT-A600
not obstructed and safety seal is intact. Inspection is a (Piper P/N 459-887)
“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.”
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(c) 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.
B. Gauged, Class 2B:C Fire Extinguisher Model No. A344T
This extinguisher is installed as standard equipment in S/N’s 4496387 and up; and is available as
service replacement in S/N’s 4496001–4496386. See “Figure 2”.
(1) Description
Containing 1.25 lbs. (567 grams) of Halon 1211, the extinguisher is located atop the tunnel cover
just forward of the spar box and 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.
Gauged type fire extinguishers should be installed, inspected,
and maintained in accordance with the owner’s manual
supplied with the extinguisher and NFPA No. 10, “Portable
Fire Extinguishers.” The following summarizes portions of
those two documents.
(2) Inspection
Check when initially placed in service and at minimum of
30-day intervals or more frequently if circumstances dictate.
Persons performing 30-day checks are not be required to be
certified.
Check to see that the extinguisher is undamaged; that the
nozzle is unobstructed; that the gauge pressure is in the
operable (green) range; that the lockpin and tamper seal is in
place, and that the operating instructions are clearly visible.
If the check reveals a deficiency in any of these conditions,
corrective action must be taken.
Figure 2
Model A344T
(Piper P/N 459-750)
PAGE 2
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(3) Maintenance
(a) Annual
Extinguishers shall be subjected to maintenance not more than one year apart or when
specifically indicated by an inspection. Maintenance is a thorough examination of the
extinguisher, covering mechanical parts, extinguishing agent and expelling means. It is
intended to give maximum assurance that an extinguisher will operate effectively and safely,
and should be done professionally. Most authorities require special tags be attached to the
extinguisher to verify this service.
(b) Six-Year Maintenance
Every six years, stored pressure fire extinguishers that require a 12-year hydrostatic test
shall be emptied and subjected to applicable maintenance procedures. This should be
done professionally, and involves a thorough inspection and the replacement of certain
parts. When these maintenance procedures are performed during periodic recharging or
hydrostatic testing, the six year requirement shall begin from that date.
(c) Twelve-Year Hydrostatic Test
All gauged H3R Aviation fire extinguishers require a 12 year hydrostatic test performed
by certified technicians as per NFPA 10. Simply stated, the Hydrostatic test confirms the
integrity of the cylinder, and at the 12 year mark, is performed in conjunction with the 6 year
maintenance.
C. Replacement Intervals
Replace fire extinguishers as specified in 5-30-00.
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CHAPTER
27
Flight Controls
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CHAPTER 27
CHAPTER CHAPTER

11 Oct 5/16
2 Oct 5/16 13 Oct 5/16
3 Oct 5/16 14 Oct 5/16
4 Oct 5/16 15 Oct 5/16
16 Oct 5/16
27-00-00 1 Oct 5/16
2 Oct 5/16 27-30-00 1 Oct 5/16
3 Oct 5/16 2 Oct 5/16
4 Oct 5/16 3 Oct 5/16
5 Oct 5/16 4 Oct 5/16
6 Oct 5/16 5 Oct 5/16
7 Oct 5/16 6 Oct 5/16
8 Oct 5/16 7 Oct 5/16
9 Oct 5/16 8 Oct 5/16
10 Oct 5/16 9 Oct 5/16
11 Oct 5/16 10 Oct 5/16
12 Oct 5/16 11 Oct 5/16
12 Oct 5/16
27-10-00 1 Oct 5/16 13 Oct 5/16
2 Oct 5/16 14 Oct 5/16
3 Oct 5/16 15 Oct 5/16
4 Oct 5/16 16 Oct 5/16
5 Oct 5/16 17 Oct 5/16
6 Oct 5/16 18 Oct 5/16
7 Oct 5/16 19 Oct 5/16
8 Oct 5/16 20 Oct 5/16
9 Oct 5/16
10 Oct 5/16 27-50-00 1 Oct 5/16
11 Oct 5/16 2 Oct 5/16
12 Oct 5/16 3 Oct 5/16
13 Oct 5/16 4 Oct 5/16
14 Oct 5/16 5 Oct 5/16
6 Oct 5/16
27-20-00 1 Oct 5/16 7 Oct 5/16
2 Oct 5/16 8 Oct 5/16
3 Oct 5/16 9 Oct 5/16
4 Oct 5/16 10 Oct 5/16
5 Oct 5/16
6 Oct 5/16
7 Oct 5/16
8 Oct 5/16

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PAGE 2
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Chapter 27 - Flight Controls
TABLE OF CONTENTS
General 27-00-00 1
Standard Procedures 1
Flight Control Surface Travel 3
Flight Control Cable Tension 3
Control Cable Inspection 6
Cable Damage 6
External Wear Patterns 7
Internal Cable Wear 8
Corrosion 8
Cable Maintenance 9
Cable Fittings 9
Pulleys 9
Pulley Wear Patterns 10
Stabilator Control System Special Inspection 11
Aileron 27-10-00 1
Troubleshooting 1
Control Column Assembly 1
Control Wheel 7
Removal 7
Installation 7
Aileron Control Cables 7
Removal 7
Installation 9
Aileron Bellcrank 11
Removal 11
Installation 11
Rigging and Adjustment 12
Rudder 27-20-00 1
Troubleshooting 1
Rudder Control Cables 2
Removal 2
Installation 4
Rudder Trim Control 7
Forward Rudder Trim Control 7
Aft Rudder Trim Control 10
Removal 10
Installation 10

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CHAPTER 27 - Flight Controls
Rudder (cont.) 27-20-00 (cont.)

Rudder and Steering Pedal Assembly 12
Inspection 12
Pedal and Bar Assembly Inspection 12
Rudder Bar Support Assembly Inspection 12
Removal 14
Installation 15
Stabilator 27-30-00 1
Troubleshooting 1
Stabilator Control Cables 1
Removal 1
Installation 4
Stabilator Travel 7
Stabilator Control Cable Tension 7
Stabilator Trim Controls 11
Forward Assembly 11
Removal 11
Installation 12
S-TEC Manual Electric Trim 13
Aft Stabilator Trim Controls 15
Removal 15
Installation 15
Stall Warning 18
Ground Check 18
Standard, Avidyne Entegra, or Garmin G500 equipped 18
Garmin G1000 equipped 18
Lift Detectors 18
Removal 18
Adjustment 19
Stall Warning Flight Test Procedure 19
PAGE 2
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CHAPTER 27 - Flight Controls
Flaps 27-50-00 1
Troubleshooting 1
Wing Flap Controls 1
Removal 1
Installation 4
Flap Neutral Position 6
Torque Tube/Pushrod Distortion Inspection. 8
Flap Position Sensor 8
Rigging 8

Oct 5/16
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PAGE 4
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General

The airplane is controlled in flight by standard three-axis control surfaces: ailerons (roll), stabilator (pitch)
and rudder (yaw). These controls are operated by movement of the control wheel(s), 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 pushrod 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 or, in an optional installation, by an S-TEC Manual Electric Trim Control mounted on the control yoke.
Cables are routed aft from the drum to a screw assembly mounted above the stabilator attachment point.
This screw assembly in turn moves the pushrod which controls the stabilator trim tab.
The rudder trim is controlled by a trim wheel behind the flap control lever. Cables for the rudder trim are
routed back through the fuselage and up into the tail where they attach to their aft actuator drum. The
rudder tab is then driven by a push rod assembly connected to the actuator drum.
The flaps are manually operated.
2. Standard Procedures
The following tips may be helpful in the removal, installation, and rigging of individual control system
assemblies.
A. It is recommended, though not always necessary, to level and place the airplane on jacks during
rigging and adjustment.
B. Remove turnbuckle barrels from cable ends before withdrawing the cables through the structures.
C. Tie a cord to the cable end before withdrawing the cable through the structures to facilitate installation
of cable.
D. Mark cable ends, etc., before disconnecting, using a felt tip marking pen.
E. Assemble and adjust the turnbuckles so that each terminal is screwed an approximately equal
distance into the barrel. Do not turn the terminals in such a manner that will put a permanent “twist”
into the cables.
F. Cable tensions should be taken with the appropriate control surface in its neutral position.
NOTE: Cable rigging tensions specified must be corrected to ambient temperature where the
tension is being checked, using “Chart 1”. When installing new cables, initially tension them
20 to 30% over nominal tension, then loosen them to the “high side” of the tolerance. This
will aid in maintaining specified tension after flight testing.
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G. Check all cable ball ends for proper seating in retainers after setting cable tension.
H. After completion of each adjustment, check the turnbuckles to be sure not more than three terminal
threads are visible outside the barrel. Install the locking clips, and check for proper installation by
trying to remove the clips using fingers only. Both locking clips may be installed in opposite holes.
Locking clips which have been installed and removed must be scrapped and not reused.
I. Turnbuckles may be safetied in accordance with Advisory Circular 43.13-1, latest revision.
J. When pushrods or rod ends are provided with an inspection hole, the screw must be screwed in far
enough to pass the inspection hole. This can be determined visually or by feel, inserting a piece of
wire into the inspection hole. If no hole is provided, there must be a minimum thread engagement of
.375 (3/8) inch .
K. When installing/adjusting rod end jamnuts, refer to Figure 2, 20-00-00, for proper method.
L. After completion of adjustments, each jam nut must be tightened securely and inspected.
NOTE: Torque all nuts in the flight control system (including nose wheel steering) as specified in
91-10-00, Chart 2.
M. Ensure all pulley guard pins are properly installed and secured.
Chart 1
Cable Tension Vs. Ambient Temperature
TEMPERATURE, DEGREES FAHRENHEIT
120
110
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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3. Flight Control Surface Travel

See “Chart 2” for specifications, see appropriate section for rigging instructions.
4. Flight Control Cable Tension
CAUTION: CABLE TENSIONS GIVEN IN CHART 2 APPLY ONLY TO AIRPLANES WITHOUT
AUTOPILOT BRIDLE CABLE INSTALLATIONS, unless the autopilot system was
factory installed by Piper. iF AN AUTOPILOT USING BRIDLE CABLES HAS BEEN
INSTALLED after leaving the factory, CONSULT THE APPROPRIATE AUTOPILOT
VENDOR documentation FOR CORRECT CABLE TENSIONS WITH AUTOPILOT
BRIDLE CABLES ATTACHED.
A. See “Chart 2” for specifications, see appropriate section for rigging instructions.
B. When a new cable is installed, cable tension must be rechecked after flight test.
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Flight Control Surfaces Rigging Limits
PIR-PPS50033, Rev. J
A
AILERON TRAVEL
(TRAILING EDGE FROM NEUTRAL)
B A = 23° ± 2° (UP)
B = 17° ± 2° (DOWN)
AILERON
CABLE TENSION MAXIMUM FREE PLAY IS 0.12 INCH MEASURED AT TRAILING EDGE.
40 LBS. ± 5 LBS. MAXIMUM END PLAY IS 0.035 INCH MEASURED SPANWISE
(INBOARD/OUTBOARD).
FLAP TRAVEL
(TRAILING EDGE DOWN FROM NEUTRAL)
B A = 10° ± 2°
B = 25° ± 2°
C
C = 40° ± 2°
FLAP NEUTRAL IS ACHIEVED BY ALIGNING THE CHORD LINE OF THE FLAP 0° ± 1° WITH THE CHORD LINE OF THE WING.
B RUDDER AND TAB TRAVEL

B A = 37° + 1° - 0° (RUDDER)
B = 26° ± 2° (RUDDER TAB)

A
RUDDER AND RUDDER TRIM
CABLE TENSION
RUDDER = 40 LBS. ± 5 LBS.
RUDDER TRIM = 10 LBS. ± 1 LB.
PAGE 4
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Flight Control Surfaces Rigging Limits
STABILATOR TRAVEL
STABILATOR
CABLE TENSION A = 15° ± 1° (UP)
40 LBS. ± 5 LBS. B = 3° ± 1° (DOWN)
B
STABILATOR NEUTRAL IS ACHIEVED WHEN THE CHORD LINE OF THE STABILATOR
IS PARALLEL WITH THE TOP OF THE FRONT SEAT TRACKS.
STABILATOR TAB TRAVEL

STABILATOR TRIM
CABLE TENSION A = 4° ± 1° (UP)
14 LBS. ± 1 LB. B = 9° ± 1° (DOWN)

A
STABILATOR TAB NEUTRAL IS ACHIEVED WHEN THE TAB IS STREAMLINED WITH THE STABILATOR.
MAXIMUM FREE PLAY FOR STABILATOR TAB IS 0.06 INCH AT TAB TRAILING EDGE.
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5. 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 1”, 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.
Control Cable Inspection Technique

Figure 1
PAGE 6
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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 2”.
External Cable Wear

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 3”, 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.
Internal Cable Wear

Figure 3
PAGE 8
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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
Terminals, turnbuckles, etc.
Clean the fittings thoroughly with a suitable solvent prior to inspection. Clean the turnbuckle bodies and
associated cable terminals thoroughly with Methyl Ethyl Ketone (MEK) or acetone prior to inspection.
The non-threaded surfaces of the turnbuckle body and cable terminals may be cleaned using Scotch-
Brite™ General Purpose Green Scouring Pad 96 or 105B.
NOTE: Most control cables feature strands made of galvanized steel. By design, the galvanized
coating corrodes sacrificially, protecting the steel strands underneath. This normal corrosion
process creates zinc oxide powder, which can migrate along the length of the control cable,
covering the surface of the fittings with an inert white speckled coating. This coating, along
with any other contaminants such as dirt, oil or grease, must be removed in order to properly
examine the fittings.
(1) 100 Hour Standard Inspection
Check swaged terminal reference marks for any indication of cable slippage within fitting. Inspect
fitting assembly for distortion and/or broken strands at the terminal. Check that all bearings and
swivel fittings (bolted or pinned) pivot freely to prevent binding and subsequent failure. Check
turnbuckles for proper thread exposure and broken or missing safety wires/clips.
Pay particular attention to corrosion and “pitting” on cable terminals, turnbuckles and cable
fittings. Any corrosion or pitting found requires replacement of the corroded fitting and/or cable.
(2) 100 Hour Special Inspection
For airplanes 15 years old or older, using a 10X magnifier, visually inspect the entire surface of
each cable terminal, turnbuckle, or other cable fitting for corrosion or cracking. Inspect under
safety wire or clips wrapped around the cable or fitting. Any evidence of corrosion or cracking,
however minute, is cause for replacement. A logbook entry documenting the replacement of a
cable terminal, turnbuckle, or other cable fitting relieves the inspection requirement for that fitting
only, until such time as that fitting has been in service for 15 years.
G. Pulleys
Inspect pulleys for roughness, sharp edges, and presence of foreign material embedded in the
grooves. Examine pulley bearings to assure proper lubrication, smooth rotation, freedom from flat
spots, dirt, and paint spray. Periodically rotate pulleys, which turn through a small arc, to provide a new
bearing surface for the cable. Maintain pulley alignment to prevent the cable from riding on flanges
and chafing against guards, covers, or adjacent structure. Check all pulley brackets and guards for
damage, alignment, and security.
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H. Pulley Wear Patterns

Various cable system malfunctions may be detected by analyzing pulley conditions. These include
such discrepancies as too much tension, misalignment, pulley bearing problems, and size mismatches
between cables and pulleys. Examples of these conditions are shown in “Figure 4”.
Pulley Wear Patterns

Figure 4
PAGE 10
Oct 5/16 27-00-00 270010
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MAINTENANCE MANUAL
I. Stabilator Control System Special Inspection

Note: This inspection incorporates the requirements of Piper Service Bulletin No. 1245A.
Beginning at the first regularly scheduled maintenance event after reaching fifteen (15) calendar years
time-in-service and each two thousand (2,000) hours or seven (7) calendar years time-in-service
thereafter, whichever occurs first, perform the following inspection.
Note: Documented replacement of a control cable or cable fitting (i.e., turnbuckle, terminal, etc.)
relieves this inspection requirement for that component only until it reaches fifteen (15)
calendar years time-in-service.
(1) Secure a jack stand to the tail skid (tie down).
(2) Locate the rear cabin bulkhead, which is behind the aft seats. The rear cabin bulkhead is
accessible from inside the aircraft.
Note: Remove seats and/or other interior components as desired to ease accomplishment of
this inspection.
(3) Remove and retain the access cover from the rear cabin bulkhead, in order to gain access to the
tailcone area.
(4) Visually inspect the entire length of the stabilator flight control cable system (see “Figure 1”,
27-30-00), with special emphasis on the turnbuckle area, as described in the steps that follow.
(5) Identify the two (2) stabilator flight control cable turnbuckles (Item 12 in “Figure 1”, 27-30-00),
which are located inside the tailcone, directly aft of the rear cabin bulkhead near F.S. 176.
(6) Disassemble the turnbuckle bodies to facilitate a complete inspection of the turnbuckle bodies
and associated cable terminals.
Note: See Standard Procedures, 27-00-00; and, Removal under Stabilator Control Cables in
27-30-00.
(7) Clean the turnbuckle bodies and associated cable terminals thoroughly per the instructions
provided in Cable Fittings, above.
(8) Using a 10X magnifier, a mirror and a suitable light source, carefully examine the entire surface
of each turnbuckle, cable terminal, and adjacent portion of the flight control cable, inspecting
for cracks, corrosion, or broken cable strands. Any evidence of cracks or cable fraying, however
minute, is cause for replacement. Any evidence of corrosion that remains after accomplishing the
cleaning instructions above is cause for replacement.
(9) Reassemble the turnbuckle bodies and associated cable terminals. Rig and adjust stabilator
travel and stabilator control cable tension.
Note: See Standard Procedures, 27-00-00; and, Installation and Rigging and Ajustment under
Stabilator Control Cables in 27-30-00.
(10) Reinstall the rear cabin bulkhead access cover.
Note: Reinstall seats and/or other interior components that were removed in Step (2).
(11) Remove the jack stand from the aircraft.
(12) Make a logbook entry indicating compliance with this inspection and documenting any components
that were replaced.
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PAGE 12
Oct 5/16 27-00-00 270012
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Aileron

The ailerons are operated by movement of the control wheel(s).
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.
NOTE: Adjust and rig flap controls completely before adjusting and rigging aileron controls.
2. Troubleshooting
See “Chart 1”.
3. Control Column Assembly
NOTE: To remove/install the control wheel from/to the control wheel tube, see Control Wheel, below.
A. Removal
(1) To remove either control wheel and tube assembly, do the following:
(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 and tube assembly from the instrument panel.
(2) To remove tee bar with assembled parts:
(a) Remove the access panel to the aft section of the fuselage.
(b) Relieve cable tension from the stabilator control cables at one of the stabilator cable
turnbuckles in the aft section of the fuselage.
(c) Relieve tension from the aileron control cables and chains at the turnbuckle that connects
the chains at the top of the tee bar.
(d) Disconnect the control chains from the control cables where the chains and cables join by
removing the cotter pins, nuts, bolts and bushings.
(e) If the control wheel and tube assemblies have not been previously disconnected from the
tee bar assembly, separate the control wheel tubes at the flexible joints by removing the
nuts, washers and bolts.
(f) Remove the tunnel plate just aft of the tee bar by laying back enough tunnel carpet to
remove the plate attachment screws.
(g) Remove the two aileron control cable pulleys attached to the lower section of the tee bar by
removing the pulley attachment bolt.
(h) Disconnect the stabilator control cables from the lower end of the tee bar assembly.
(i) Disconnect the necessary control cables, such as the propeller pitch control, mixture control,
etc., that will allow the tee bar assembly to be removed.
(j) Remove the tee bar assembly by removing the attachment bolts with washers and nuts
which arc through each side of the floor tunnel, and lifting it up and out through the right
side of the cabin.
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Chart 1
Troubleshooting AILERON CONTROL SYSTEM

Lost motion between control Cable tension too low. Adjust cable tension.
wheel and aileron.
Linkage loose or worn. Check linkage and tighten
or replace.
Broken pulley. Replace pulley.
Cables not in place on pulleys. Install cables correctly.
Check cable guards.
Resistance to control wheel System not lubricated properly Lubricate system.
rotation.
Cable tension too high. Adjust cable tension.
Control column horizontal chain Adjust chain tension.
improperly adjusted.
Pulleys binding or rubbing. Replace binding pulleys
and/or provide clearance
between pulleys and
brackets.
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 rigging. Rig control column.
Control wheels not horizontal Incorrect rigging of aileron system. Rig ailerons.
when ailerons are neutral.
Incorrect aileron travel. Aileron control rods not adjusted Adjust control rods.
properly.
Aileron bellcrank stops not Adjust bellcrank stops.
adjusted properly.
Correct aileron travel cannot be Incorrect rigging of aileron cables, Rig system.
obtained by adjusting bellcrank control wheel and control rod.
stops.
Control wheel stops before Incorrect rigging between control Rig system.
control surfaces reach full travel. wheel and control cables.
PAGE 2
Oct 5/16 27-10-00 27102
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MAINTENANCE MANUAL
Control Column Assembly

Figure 1
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B. Installation
(1) To install tee bar assembly:
(a) Swing the tee bar assembly into place from the right side of the cabin and secure with
attachment bolts, washers and nuts inserted through each side of the floor tunnel.
(b) Connect the stabilator control cables to the lower end of the tee bar with bolt, washer, nut
and cotter pin. Allow the cable ends free to rotate.
(c) Place the aileron control cables around the pulleys that attach to the lower section of the
tee bar; position pulleys and secure with bolt, washers and nut.
(d) Install the control wheel per Control Wheel, below.
(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 “Chart 2”, 27-00-00. It may
be necessary in order to have both control wheels neutral to set the chain turnbuckle to
neutralize the wheels and then set cable tension with the turnbuckles located under the
floor panel aft of the main spar. Before safetying the turnbuckle, check that when the
ailerons are neutral, the control wheels will be neutral and the chain turnbuckle centered.
Also the aileron bellcranks should contact their stops before the control wheel hits its stop.
Maintain .030 to .040 clearance between sprocket pin and adjustable stop bolts on
models having adjustable tee bar stops.
(i) Set stabilator cable tension with the turnbuckle in the aft section of the fuselage. Check
safety of all turnbuckles upon completion of adjustments.
(j) Tighten the connecting bolts of the idler sprockets, torque to 45 ± 5 in.-lbs.
(k) Install the floor tunnel plate and secure with screws. Fasten the tunnel carpet in place.
(2) To install either control wheel and tube assembly:
(a) Insert the control wheel tube through the instrument panel.
(b) Should wires for the various autopilot systems need to be installed in the control tube,
route them through the hole in the forward side of the tube and out of the small hole in the
side of the tube ahead of the control wheel. Position the rubber grommet in the hole in the
side of the tube to protect wires.
(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.
PAGE 4
Oct 5/16 27-10-00 27104
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MAINTENANCE MANUAL
(3) Installation of Flex Joint Replacement

Refer to “Figure 1” and “Figure 2”.
(a) Carefully lay out location for hole to be drilled in flex joint tube to match hole in control
column shaft.
(b) Using a #5 (0.2055) drill bit, drill hole through flex joint tube at location determined above.
(c) Ream drilled hole, in steps, with a #1 reamer, checking to insure proper depth for taper
pin and sufficient pin thread protrusion for proper installation.
Note: Reamer may be purchased from your Piper Dealer as P/N 906-713.
(d) Install pin through tube and shaft.
1) If pin shoulder does not protrude past sprocket hub, install an AN960-10 washer
2) If pin shoulder protrudes past sprocket hub, install an AN975-3 washer
3) Install nut. Torque 35–40 inch-pounds.
68028 P
SMALL END OF TAPERED SHANK SHALL NOT EXTEND
MORE THAN 0.030 INSIDE THE O.D. OR 0.062 OUTSIDE TAPER PIN, AN386-1-6A (P/N 480-730)
THE O.D. OF THE SPOCKET HUB. WASHER, AN975-3 (P/N 494-093); or
* AN960-10 (P/N 407-564)
or NAS1149F0363P (P/N 690-612)
NUT, NAS679A3W (P/N 406-443)
or MS20364-1032C (P/N 484-835)
or MS21042-3 (P/N 404-526)
SHAFT (P/N 62716-07)
FWD
0.098 DIA.
USE WITNESS HOLE TO ENSURE PROPER SHAFT INSERTION * SEE TEXT FOR USAGE.
Flex (Universal) Joint Assembly

Figure 2
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Effectivity Control Wheel Installation

PAGE 6
Oct 5/16 27-10-00 27106
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4. Control Wheel
S/N’s 4496020 and up, See “Figure 3”.
NOTE: Refer to Control Column Assemby, above, for control column assembly installation and removal.
The retainer clip (P/N 104687-002) and MS24693-S40 screw (2 ea.) are factory installed in
S/N’s 4496181 and up. For S/N’s 4496020 through 4496180 the retainer clips and screws must be
individually procured and retrofitted.
A. Removal
(1) Remove two (2) screws and retainer clip.
(2) Remove control wheel attachment screw and spacer.
(3) Slide control wheel off of tube.
B. Installation
(1) Degrease aft end of tube and inside of control wheel using acetone or naptha. Allow to dry.
(2) Degrease control wheel attachment screw, the spacer, and the nutplate (inside the tube) using
acetone or naptha. Allow to dry.
(3) Prime inside of control wheel with Loctite 7649 (Piper P/N 279-073). Allow to dry.
(4) 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.
(5) Prime threads of control wheel attachment screw with Loctite 7649 (Piper P/N 279-073). Allow
to dry.
(6) 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.
(7) 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.
5. Aileron Control Cables
A. Removal
(1) To remove any of the control cables in the fuselage or either wing:
(a) Remove the the center seats and seat belt attachments.
(b) Remove screws securing the floor panel located directly aft of the main spar. Lift the panel
and remove from the airplane.
(2) To remove either the right or left primary cables located in the fuselage:
(a) Remove the fuel selector knobs by loosening the set screws in each knob.
(b) Remove the fuel selector knobs and cover assemblies by removing the knob set screws
and cover attachment screws.
(c) Remove the tunnel plate just aft of the tee bar by laying back enough tunnel carpet to
remove the plate attachment screws.
(d) Remove the forward heat duct from one side of the floor tunnel (preferably from the side
from which the cable is to be removed) by removing the trim control wheel cover, the
heater baffles from the side of the duct, the floor carpet and the duct attachment screws.
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Aileron Controls
Figure 4
PAGE 8
Oct 5/16 27-10-00 27108
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(e) Separate the primary control cable at the turnbuckle located in the floor opening aft of the
main spar.
(f) Remove the cable pulleys attached to the lower section of the control column tee bar
assembly by removing the pulley attachment bolt.
(g) Move the cable guard located under the pulley cluster below the fuel selector by removing
the cotter pin from the exposed end of the guard and sliding it to the left or right as
required.
(h) Remove the cotter pins used as cable guards at the pulley in the forward area of the floor
opening aft of the main spar.
(i) Disconnect the cable from the control chain at the control column tee bar assembly by
removing the cotter pin, nut, bolt and bushing that connect the two together. Secure the
chains in some manner to prevent them from unwrapping from around the sprockets.
(j) Draw the cable back through the floor tunnel.
(3) To remove the primary control cable in either wing:
(a) Remove the access plate to the aileron bellcrank located on the underside of the wing
forward of the inboard end of the aileron.
(b) If not previously disconnected, separate the cable at the turnbuckle located in the floor
opening aft of the main spar.
(c) Disconnect the pulley guard pin from pulley.
(d) Disconnect the cable from the forward end of the aileron bellcrank by removing the cotter
pin, nut, washer and bolt.
(e) Draw the cable from the wing.
(4) To remove either balance cable:
(a) Separate the balance cable at the turnbuckle in the right side of the floor opening aft of
the main spar.
(b) If the left balance cable is to be removed, remove the cotter pin used as a cable guard at
the pulley in the center of the floor opening.
(c) Remove the access plate to the aileron bellcrank located on the underside of the wing
forward of the inboard end of the aileron.
(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.
B. Installation
(1) To install either the right or left primary control cable located in the fuselage:
(a) Draw the cable through the fuselage floor tunnel.
(b) Connect the cable to the end of the control chain and secure using bushing, bolt, nut and
cotter pin.
(c) Place the cable around the pulley that is located in the tunnel, below the fuel selector.
Install cable guard and secure with cotter pin.
(d) Position cables and install the cable pulleys that attach to the lower section of the tee bar
assembly. Secure with bolt, washer and nut.
(e) Place the cable around the pulley that is located in the floor opening just aft of the main
spar and install cotter pin cable guards.
(f) If the primary control cable in the wing is installed, connect the control cable ends at the
turnbuckle located in the floor opening aft of the main spar.
(g) Check rigging and adjustment per Rigging and Adjustment, below.
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(h) Position the heat duct and secure with screws.

(i) Install the tunnel plate aft of tee bar assembly and secure with screws.
(j) Put the floor carpet in place and secure.
(k) Install the lower and upper selector covers and secure with screws.
(l) Place the fuel selector knobs in place and secure with set screws.
(2) To install the primary control cable in the left or right wing:
(a) Draw the control cable into the wing.
(b) Connect the cable to the forward end of the aileron bellcrank using a bolt, washer, nut and
cotter pin. Allow the cable end to rotate freely on the bellcrank.
(c) If the primary control cable in the fuselage is installed, connect the ends at the turnbuckle
located in the floor opening aft of the main spar.
(d) Check rigging and adjustment per Rigging and Adjustment, below.
(e) Install the access plate on the underside of the wing.
Aileron Bellcrank Rigging

Figure 5
PAGE 10
Oct 5/16 27-10-00 271010
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(3) To install either balance cable:

(a) Draw the cable into the wing.
(b) Connect the cable to the aft end of the aileron bellcrank using a bolt, washer, nut and
cotter pin. Allow the cable end to rotate freely on the bellcrank.
(c) Connect the balance cable ends at the turnbuckle in the floor opening aft of the main spar.
(d) If the left cable was removed, install the cotter pin cable guard at the pulley located in the
center of the floor opening.
(e) Check rigging and adjustment per Rigging and Adjustment, below.
(f) Install the access plate on the underside of the wing.
(g) Install the floor panel, seat belt attachments and seats.
6. Aileron Bellcrank
A. Removal
(1) Remove the the center seats, seat belt attachments.
(2) Remove the screws securing the floor panel located directly aft of the main spar. Lift the panel
and remove from the airplane.
(3) Remove the access plate to the aileron bellcrank located on the underside of the wing, forward
of the inboard end of the aileron.
(4) Relieve tension from the aileron control cables by loosening the balance cable turnbuckle
located in the floor opening aft of the main spar.
(5) Disconnect the primary and balance control cables from the bellcrank assembly by removing
cotter pins, nuts, washers and bolts.
(6) Disconnect the aileron control rod at the aft or forward end, as desired.
(7) Remove the nut, pivot bolt and washers that secure the bellcrank. The nut is visible from the
underside of the wing.
(8) Remove the bellcrank from within the wing.
B. Installation
(1) Ensure that the bellcrank pivot bushing and teflon tube are installed in the torque tube portion
of the bellcrank.
(2) Place the bellcrank in position in the wing with a washer located between each end of the
torque tube and the mounting location.
(3) Install the bellcrank pivot bolt with the head up. Install tapered washers and nut on the bolt and
torque nut as specified in “Figure 5”. Check that the bellcrank rotates freely with little up-down
play.
(4) Install and adjust control rod and check aileron travel.
(5) Connect the ends of the primary and balance control cables to the bellcrank using bolts,
washers, nuts and cotter pins. Allow the cable ends to rotate freely on the bellcrank.
(6) Tighten the control cables at the balance cable turnbuckle in the floor opening aft of the main
spar. Check cable tension.
(7) Install the access plate on the underside of the wing, the floor panel aft of the main spar, seat
belt attachments and seats.
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7. Rigging and Adjustment

Refer to “Figure 4”, “Figure 5”, and “Figure 6”.
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 must be completed before starting aileron rigging and adjustment.
See 27-50-00.
Check and adjust the rigging of the aileron controls, and aileron travel, as follows:
A. Place the tee bar in the full forward position and maintain in this position by use of a suitable tool.
Alternately, place weights on the aft side of the stabilator if stabilator cables tension is already set.
B. Check that both aileron bellcranks are in the neutral position. Bellcrank neutral position is when the
forward and aft cable connection holes are an equal distance from the adjacent inboard wing rib. A
rigging tool, as shown in “Figure 5”, may be fabricated to hold the bellcranks in the neutral position.
(See “Figure 6”.) A snug fit of the tool is required between the bellcrank arms and ribs, which may
necessitate loosening a primary or balance cable.
C. Check and set aileron neutral.
Aileron neutral is when the inboard ends of the ailerons are aligned with the outboard ends of the
flaps.
Should the ailerons and flaps not be aligned, adjust the aileron control pushrods by loosening the
jam nuts at each pushrod end. Rotate the rods until they are aligned. Apply a slight up pressure
against the trailing edge of the aileron while making this adjustment. After adjustment, retighten the
jam nuts.
The ailerons may be allowed to droop by approximately 0.125 (1/8) inch at this point.
D. Adjust the primary (or, drive) and balance cable tension by the following procedure:
(1) Remove the two front seats if desired, and the rear seat floor panel.
(2) Lock the control wheels in the centered, neutral, position.
(3) Confirm that both bellcranks are in the neutral position.
(4) Adjust tension of the primary and balance cables at the turnbuckles (located in the opening
just aft of the main spar), to meet the specifications in “Chart 2”, 27-00-00. Primary cable tension
will be slightly less than balance cable tension, but should be within the tension specified.
Adjust the cables in such a manner that when the specified tension is attained, the inboard
ends of the ailerons are visually aligned with the outboard ends of the flaps. Apply a light up
pressure, with the palm of a hand, against the middle of the underside of the aileron while
making this determination, to take slack out of the hinge and linkage.
(5) Maintain neutral position of the control wheels. To do so, it may be necessary to adjust the
roller chain turnbuckle located between the control wheel sprockets: Loosen the connecting
bolts of the idler cross-over sprockets at the control tee bar to allow the chain to fit snug around
the control wheel sprockets and over the idler sprockets. Tighten the bolts to secure the idler
cross-over sprockets, torque as specified in Control Column Assembly, Installation, To install
tee bar assembly, above.
(6) Finish the adjustment with even tension on all cables, then remove all rigging tools.
PAGE 12
Oct 5/16 27-10-00 271012
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E. Remove the control wheel locks. Using the control wheel, confirm that the left aileron up and right
aileron down stops are contacted simultaneously and vice versa. Adjust the stops where necessary.
F. Rotate the left control wheel in each direction until the bellcranks contact the stops. The sprocket
stops on the tee bar should not be contacted until additional “override” movement (or, a “cushion”)
of 0.030 to 0.040 inch is obtained between the sprocket pin and adjustable stop bolts. (Refer to
“Figure 1”.)
G. To measure and adjust aileron travel:
(1) Place the ailerons in the neutral position (aligned with flaps).
(2) Check that the up and down travel of each aileron from neutral position is as specified in “Chart 2”,
27-00-00. While measuring the travel, maintain light pressure up (while measuring the down
travel) or down (while measuring the up travel) at the center of the aft edge of the aileron, to
remove the slack between the bellcrank and aileron.
(3) Confirm that total free play at the aileron trailing edge does not exceed 0.120 inch.
H. Should an out-of-trim condition persist despite all rigging corrections that can be made, there is a
possibility that the trailing edge of the aileron has been used to move the aircraft forward. This can
result in a slight bulging of the aileron contour at the trailing edge, causing an out-of-rig condition
which may require aileron replacement.
Aileron Bellcrank Rigging Tool

Figure 6
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Oct 5/16 27-10-00 271014
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MAINTENANCE MANUAL
Rudder

The rudder is operated by movement of the rudder pedals. Cables connect the rudder pedals with the
rudder sector.
Yaw trim control is provided by an adjustable trim mechanism for the rudder. The rudder trim is controlled
by a trim wheel behind the flap control lever. Cables for the rudder trim are routed back through the
fuselage and up into the tail where they attach to their aft actuator drum. The rudder tab is then driven by
a push rod assembly connected to the actuator drum.
2. Troubleshooting
See ”Chart 1” and “Chart 2”.
Chart 1
TROUBLESHOOTING RUDDER CONTROL SYSTEM

Lost motion between rudder Cable tension too low. Adjust cable tension.
pedals and rudder.
or replace.
Excessive resistance to rudder Broken pulley. Replace pulley.
pedal movement.
Bolts attaching rudder to Tighten bellcrank bolts.
bellcrank are loose.
System not lubricated properly. Lubricate system.
Rudder pedal torque tube bearing Lubricate torque tube
in need of lubrication. bearings.
between pulleys and
brackets.
Check cable guards.
Rudder pedals not neutral when Rudder cables incorrectly rigged. Rig rudder cables.
rudder is streamlined.
Incorrect rudder travel. Rudder sector stop incorrectly Check sector stops rigging.
adjusted.
Nose wheel contacts stops Adjust nose wheel stops.
before rudder.
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Chart 2
TROUBLESHOOTING RUDDER TRIM CONTROL SYSTEM

Trim control knob moves with System not lubricated properly. Lubricate system.
excessive resistance.
3. Rudder Control Cables

A. Removal
(1) To remove either the forward or aft rudder cables:
(b) Disconnect the desired cable at the turnbuckle in the aft section of the fuselage.
(2) To remove either forward rudder cable
(a) Remove the floor panel located directly aft of the main spar by removing the center seats,
seat belt attachments and the screws securing the floor panel. Lift the panel and remove
from airplane.
(b) From within the area of the floor opening, remove the cable rub blocks that are attached
to the spar housing by removing the block attachment screws. Also remove the cable
guard pin at the pulley cluster in the aft area of the opening by removing a cotter pin from
one end of the guard.
(c) Remove the fuel selector panel cover by removing the selector knobs and the cover
attachment screws.
(d) Remove the lower selector cover.
(e) Remove the tunnel plate just aft of the tee bar by removing enough carpet from the tunnel
to allow the plate attachment screws and the plate to be removed.
(f) Remove the forward heat duct from one side of the floor tunnel. (Preferably from the side
from which the control cable is to be removed.)
(g) Move the cable guard located under the pulley cluster by removing the cotter pin from the
exposed end and sliding it to the left or right as required.
(h) Disconnect the end of the cable from the arm on the rudder pedal torque tube by
removing the cotter pin, nut, washer and bolt.
(i) Draw the cable from the floor tunnel.
(3) To remove aft rudder control cables:
(a) Remove the fairing by removing its attachment screws.
(b) Disconnect the cable from the rudder sector by removing cotter pin.
(c) Draw the cable through the fuselage.
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Rudder Controls
Figure 1
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B. Installation
(1) The forward rudder control cables may be installed by the following procedure:
(a) Draw the control cable through the floor tunnel.
(b) Connect the end of the cable to the arm on the rudder pedal torque tube by installing bolt,
washer, nut and cotter pin. Allow the cable end to rotate freely.
(c) Connect the cable to the aft control cable at the turnbuckle in the aft section of the
fuselage. If the aft control cables are not installed, install now as described, below.
Ascertain that each cable is in the groove of its pulley.
(d) Move the cable guard that is located in the forward tunnel, at the pulley cluster, into
position, and secure with cotter pin.
(e) Install the cable guard pin under the pulley cluster located in the aft area of the aft floor
tunnel and secure with screws.
(f) Set cable tension and check rigging and adjustment per Rigging and Adjustment, below.
(g) Install the heat duct and secure with screws.
(h) Install the forward tunnel plate aft of the tee bar and secure with screws.
(i) Put the floor carpet in place and secure.
(j) Install the lower and upper selector covers and secure with screws.
(k) Place the fuel selector knobs in place and secure with set screws.
(l) Install the floor panel and seat belt attachment aft of the main spar securing the panel
with screws, and install the seats.
(2) The aft rudder control cables may be installed by the following procedure:
(a) Position the control cable in the fuselage.
(b) Connect the end of the cable to the rudder sector with bolt cotter pin.
(c) Connect the other cable end to forward control cable at the turnbuckle in the aft section of
the fuselage.
(d) Set cable tension and check rigging and adjustment per Rigging and Adjustment, below.
(e) Install fairing and secure with screws.
(3) Install the access panel to the aft section of the fuselage.
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) Check and set the correct degree of rudder travel as follows:
(a) Using a rigging tool (refer to “Figure 3”), set the rudder stops so that rudder travel right and
left from neutral position (rudder streamlined with the vertical stabilizer) is as specified in
“Chart 2”, 27-00-00.
(b) With the rudder against the left stop, place a rigging tool against the side of the rudder
and vertical stabilizer as shown in “Figure 3”. (Ascertain that the tool is not contacting any
rivets.) If no gap exists between the rigging tool and the surface of the rudder and vertical
stabilizer, the left rudder stop is correct.
(c) Swing the rudder in the other direction (right) and check travel as described above.
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MAINTENANCE MANUAL
(d) Should the rudder travel be incorrect, showing a gap between the tool and any part of the
control surfaces, the fairing should be removed and the stops reset to obtain correct
rudder travel. (Refer to “Figure 4”.)
(2) To set cable tension and alignment of the rudder, the following procedure may be used:
(b) Ascertain that the nose gear steering has been aligned and rudder pedals set fore and aft
according to 32-20-00, Nose Landing Gear, Alignment.
(c) Clamp the rudder pedals to align in a lateral position as shown in “Figure 2”.
(d) Adjust the turnbuckles to obtain the main cable tension given in “Chart 2”, 27-00-00. Adjust
the cables evenly, to avoid uneven strain on aircraft components.
(e) Check safety of turnbuckles.
(3) Check that when the rudder contacts its stops, the clearance between the nose wheel stops
and the nose wheel horn is between 0.06 and 0.12 of an inch. A more accurate check can be
made with weight off of the nose wheel. Adjust the stops according to 32-20-00, Nose Landing
Gear, Alignment.
(4) Install the fairing and the access panel to the aft section of the fuselage.
RIGGING TOOL
LOCATE TOOL ABOVE THE BOTTOM ROW

OF RIVETS ON VERTICAL FIN
NOTE: SEE FIGURE 5 TO FABRICATE.
Clamping Rudder Pedals Rudder Rigging Location

Figure 2 Figure 3
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Rudder Travel Adjustments

Figure 4
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Rudder Rigging Tool

Figure 5
4. Rudder Trim Control

A. Forward Rudder Trim Control
(1) Removal
(a) To remove the trim control wheel assembly and/ or trim control cables:
4) Remove the panel to the aft section of the fuselage.
5) If the aft trim cable is not being removed, block the cables aft of the turnbuckles to
prevent the cables from unwrapping at the trim barrel in the fin. (Refer to “Figure 6” on
page 27208 and “Figure 5” on page 27309.)
(b) To remove the trim control wheel:
1) Loosen the cables at the turnbuckle.
2) Remove the trim cover assembly by removing the cover attaching screws.
3) Remove the nut, washers and bolt that secures the trim wheel assembly between its
mounting bracket. Draw the wheel from the brackets. Use caution not to damage the
trim indicator wire.
4) Unwrap the lower cable from the drum.
5) The wheel and drum are joined by three screws. Remove screws and separate these
two items and unwrap the upper cable.
6) Tie the cables forward to prevent them from slipping back into the floor tunnel.
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Rudder Trim Controls

Figure 6
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(c) To remove trim control wheel and forward cables:

1) Block the aft cables aft of the turnbuckles.
2) Remove the tunnel cover in the aft area of the cabin by removing the carpet and heater
duct over the tunnel and the cover attachment screws.
3) Remove the floor panel located directly aft of the main spar by removing the seats, seat
belt attachments and screws securing the panel. Remove the panel from the airplane.
4) Remove the trim cover assembly to gain access to the trim wheel mounting hardware.
5) Disconnect the turnbuckles and remove the guard plate/pin at the pulley cluster.
6) Remove the nut, washers, and bolt securing the rudder trim control wheel and drum
assembly to its mounting bracket and remove the complete assembly with cables. Use
caution not to damage the indicator wire.
(2) Installation
(a) To install the trim control wheel with drum:
1) Wrap the left cable on the trim drum by inserting the swaged ball of the cable in the slot
provided in the upper side of the drum which mates with the control wheel. Looking at
this side, proceed to wrap eleven turns of cable in a clockwise direction.
2) Attach the trim control wheel to the cable drum by aligning the long lug of the drum
with the long slot of the wheel and securing the two pieces together with three screws.
3) Wrap the right cable on the drum by inserting the swaged ball of the cable into the slot
provided in the flanged side (lower) of the drum. Looking at this side, proceed to wrap
three and a half turns of cable in a clockwise direction.
4) Lubricate and install the bushing in the lower side of the drum and the bearing on the
upper side of the trim control wheel assembly.
5) Align the trim control cables and position the control wheel assembly between its
mounting brackets. Ascertain that the trim indicator wire is positioned in the spiraled
slot of the wheel with no binding on the end. Install the retainer bolt from the upper side,
along with the washer and secure with washer and nut from below.
6) Install the cover assembly over the trim control wheel and secure with screws unless
the control cables have yet to be installed.
(b) To install the forward trim control cables:
1) Draw the cables through the floor tunnel and route them through the pulley clusters at
station 127.175 and 85.0.
2) Wrap the cable drum and install the trim control wheel as given above.
3) Position the cables over the proper pulleys.
4) Connect the forward cables to the aft cables at the turnbuckles in the aft section of the
fuselage. If aft cable is not installed, proceed with the installation instructions under “Aft
Rudder Trim Controls,” below.
5) Remove the blocks securing the aft cables and check that the cables are seated on the
pulleys. Install the guard plates/pins at the pulley clusters.
6) Set trim cable tension in accordance with specifications in “Chart 2”, 27-00-00 and check
rigging and adjustment per Rigging and Adjustment, below. Safety both turnbuckles.
7) Install the tunnel cover on the forward tunnel and secure with screws.
8) Install the carpet over the floor tunnel.
9) Install the cover assembly over the trim control wheels and flap handle and secure with
screws.
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10) Install the seat belts removed from the top of the floor tunnel and secure with bolt,
washer and nut.
11) Install the aft floor tunnel cover, heater duct and carpet.
12) Install the carpet over the aft floor plate.
(c) Install the panel to the aft section of the fuselage and the seats.
B. Aft Rudder Trim Control
(1) Removal
(a) If the forward trim mechanism is not being removed, block the cables forward of the
turnbuckles to prevent the cables from unwrapping at the forward trim drum. (Refer to
“Figure 6” and 27-30-00 ”Figure 5”.)
(b) Secure the trim cables at the aft trim drum barrel.
(c) Disconnect the trim cable turnbuckles in the aft section of the fuselage.
(d) Remove the cable guards from the pulley bracket located at station 273.38.
(e) Disconnect the trim screw link assembly from the screw.
(f) Remove the cotter pin from the aft end of the screw.
(g) Remove the two bolt assemblies securing the forward support to the mounting bracket.
(h) Remove the screw and barrel assembly along with the aft cables from the airplane.
(2) Installation
(a) Insert the complete trim screw and barrel assembly into the fin. Route the trim cable ends
around the pulleys at station 273.38.
(b) Insert the trim screw and barrel assembly into the mounting bracket. Place the washer on
the forward end of the barrel and install the support assembly in the mounting bracket.
(c) Install the cotter pin in the aft end of the shaft.
(d) Adjust the screw assembly to obtain the neutral position. (Refer “Figure 6”.)
(e) Connect the link assembly to the trim screw.
(f) Connect the aft trim cables to the forward cables with turnbuckles. Check to insure the
cables are properly routed around the pulleys.
(g) Install the cable guards at the pulley bracket in the fuselage at station 273.38.
(h) Remove the clamp securing the forward trim cables and proceed to rig the system per
Rigging and Adjustment, below.
(i) Lubricate the assembly per Lubrication Chart, 12-20-00.
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caution: verify free and correct movement of RUDDER Tab. while it would
upon completion of RUDDER TRIM rigging and adjustment, verify
that the rUDDER tab moves righT when the RUDDER TRIM WHEEL IS
TRIMMED LEFT; and, that the rUDDER tab moves lefT when the RUDDER
TRIM WHEEL IS TRIMMED RIGHT.
(1) Check that the following items have been completed before proceeding with the rigging and
adjustment of the tab. If these items were accomplished during the installation, proceed with
step (2).
(a) Check that the cable is wrapped 11 turns around the barrel from each end with space at
the center as shown in “Figure 6”.
(b) The control rod is adjusted to an initial length of 10.38 inches.
(c) The trim screw is at its neutral position.
(d) The cockpit rudder trim control wheel is centered and cable tension is set as specified in
“Chart 2”, 27-00-00.
(e) The nose wheel is off the ground before continuing.
(2) With the rudder still centered, rotate the trim control wheel in the cockpit to full left. Adjust the
trim tab actuating pushrod as required to obtain the trim tab travel to the right as specified in
“Chart 2”, 27-00-00, measured with a suitable tool.
(3) With the rudder still centered, rotate the trim control wheel in the cockpit to full right. Adjust the
trim tab actuating pushrod as required to obtain the trim tab travel to the left as specified in
“Chart 2”, 27-00-00, measured with a suitable tool.
(4) At this point, repeat step (2), above. If proper travel cannot now be obtained by adjusting the
pushrod, the trim barrel screw must be repositioned by adding or removing shim washers, as
follows:
(a) To adjust the trim tab travel to the left:
1) Add shim washers at the forward end of the trim barrel screw to reduce the travel.
2) Remove shim washers at the forward end of the trim barrel to increase the travel.
(b) To adjust the trim tab travel to the right:
1) Add shim washers at the aft end of the shaft to reduce the trim travel.
2) Remove shim washers at the aft end of the shaft to increase the trim travel.
(5) Remove the rudder centering tools.
(6) Check the rudder and rudder trim travels by swinging the rudder full left with full right trim and
full right rudder with full left trim.
(7) Confirm all travels meet the specifications given in “Chart 2”, 27-00-00.
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(8) Determine The Free Play Of The Rudder Tab:

(a) Method I:
Securely hold the rudder against either stop. Total free travel measured at the tab trailing
edge must not exceed 0.06 inch.
(b) Method II:
1) Place rudder and rudder tab in neutral position. Using a dial indicator, determine the
amount of free play motion between the rudder trailing edge and rudder tab trailing
edge, allowing 0.06 maximum play.
2) With the cockpit trim control wheel in the in neutral, apply pressure to the left rudder
pedal until the rudder stop is contacted. Using a suitable tool, measure the amount of
tab travel to the left of the center line of the rudder. Repeat the precedure for the right
rudder pedal, measuring travel to the right of centerline of the rudder. Travel must meet
the specifications given in “Chart 2”, 27-00-00.
3) If any adjustment is required, it must be made at the trim barrel screw engagement
and in the length of the pushrod. If either of these are adjusted, Steps (2), (3) and (4)
above must be repeated (adjustment of the trim tab travel to meet “Chart 2”, 27-00-00
specifications).
(c) If the free play tolerance is exceeded, check the travel control arm assembly for wear at
the center bolt and bolt attaching the rudder trim rod to the control arm. Replace the arm
assembly and associated hardware if there is any noticeable wear or elongation of the
holes. Check the rudder trim barrel end play in the mounting bracket.
5. Rudder and Steering Pedal Assembly
Refer to “Figure 8”
A. Inspection
Warning: Any cracked components discovered during inspection must be
replaced prior to next flight.
In airplanes whose rudder pedal and bar assembly has accumulated 1,200 hours or more time-in-
service, conduct the following inspections each 100 hours time-in-service.
Note: Installation of a new rudder pedal and bar assembly and a new rudder bar support assembly
relieves this recurring inspection requirement, until the new components accumulate 1,200
hours time-in-service.
(1) Gain access to the areas identified in “Figure 7”. Remove interior components as required.
(2) Use a 10X magnifier, a mirror, and a suitable light source or other equipment capable of providing
equal or better resolution:
(3) Pedal and Bar Assembly Inspection
Visually inspect all welds, with specific emphasis on the locations identified in “Figure 7”.
(4) Rudder Bar Support Assembly Inspection
See “Figure 7”.
(a) Remove and retain the four (4) bolts that secure the rudder bar support assembly to the
cockpit floor.
note: Removing the rudder bar support assembly is not required to accomplish this
inspection.
(b) Visually inspect the four (4) bolt holes for cracks and elongation. The diameter of the four
bolt holes should measure 0.250 +0.005/-0.001 inches.
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INSPECT WELDS
FW UP
D
SEE DETAIL
Remove/reinstall bolts
(4 places)
INSPECT FOUR (4) BOLT HOLES
RUDDER PEDAL AND BAR

ASSEMBLY RUDDER BAR
SUPPORT ASSEMBLY
INSPECT TWO (2) BENDS
RUDDER BAR ASSEMBLY

INSPECT WELDS
RUDDER
BAR STRAPS
0.10 IN.
DETAIL
Rudder Pedal and Bar Assembly Inspection

Figure 7
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(c) Visually inspect the two (2) sheet metal bends common to the base for cracking, the entire
length of each bend, both inner and outer surfaces.
(d) Reinstall the four (4) bolts that secure the rudder bar support assembly to the cockpit floor.
(5) Make a logbook entry documenting compliance with this inspection.
B. Removal
(1) Remove the access panel to the aft section of the fuselage.
(2) Relieve rudder and stabilator cable tension by loosening one of the rudder and stabilator cable
turnbuckles in the aft section of the fuselage.
(3) Remove the fuel selector knobs and cover panels by removing the attachment screws.
(4) Remove the tunnel plate just aft of the tee bar by laying back enough tunnel carpet to remove
the plate attachment screws.
(5) Disconnect the stabilator control cable from the lower end of the tee bar assembly.
(6) Remove the tee bar attachment bolts with their washers and nuts which are through each side
of the floor tunnel. Pull the lower end of the tee bar aft.
(7) Disconnect the control cable ends from the arms on the torque tube by removing the cotter
pins, washers, nuts and bolts.
(8) Disconnect the rudder trim from the torque assembly by removing the cotter pin, washers and
bolt that connects the arm to the trim.
(9) Disconnect the close-out rods at the rudder pedals by removing nuts and bolts.
(10) Disconnect the brake cylinders at the lower end of each cylinder rod by removing the cotter
pins, washers, nuts and bolts.
(11) Disconnect the vee braces (two braces are used with right hand brakes) from the torque tube
by removing nuts, washers and bolts that secure the strap bracket to the vee brace.
(12) If an AutoPilot amplifier is installed over the torque tube at the right side of the fuselage,
disconnect the electrical plug and release the two fasteners that secure it to its mounting
bracket.
(13) Disconnect the torque tube support bracket where it attaches to the floor tunnel by removing its
attachment bolts.
(14) Remove the two bolts that extend through the torque tube and are located at the center of the
tube assembly over the floor tunnel. Compress the tubes.
(15) Disconnect the torque tube support blocks from their support brackets on each side of the
fuselage by removing the attachment nuts, washers and bolts.
(16) Remove the trim side panels, if desired.
(17) Remove the assembly from the airplane. Note the spacer washer on each end and between the
support blocks.
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MAINTENANCE MANUAL
Rudder and Steering Pedal Assembly

Figure 8
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C. Installation
(1) Assemble the torque tube assembly as shown in “Figure 8”. Do not install the two bolts through
the center of the tube assembly at this time.
(2) Place the upper support blocks on the ends of the torque tube assembly. Note that a washer is
required on each end of the tube.
(3) Position the support blocks on their mounting brackets at each side of the fuselage and secure
with bolts, washers and nuts. Note that a bushing is required in the bolt holes of the upper
support block, and a plate on top of the upper block, between the upper and lower blocks and
under the block mounting bracket.
(4) Align the bolt holes in the center area of the torque tube assembly, install bolts, washers and
nuts and tighten.
(5) Position the torque tube support bracket on the floor tunnel and secure with bolts.
(6) Position the vee braces on the torque tube, install the strap bracket around the torque tube and
brace. and secure with bolts, washers and nuts.
(7) Check that the rod end on the clevis rod is adjusted to give a dimension of 7.94 inches
between hole centers.
(8) Connect the ends of the brake cylinder rods and clevis rods to the idler arms and secure with
clevis and cotter pins.
(9) Connect the steering rods to the rudder pedals and secure with bolts and nuts. Check steering
rod adjusting per Alignment of Nose Gear, Chapter 32.
(10) Connect the rudder trim to the arm of the torque tube and secure with bolt, washer, nut and
cotter pin. A thin washer is installed under the nut which is tightened only finger tight.
(11) Connect the ends of the rudder control cables to the arms provided on the torque tube and
secure with bolts, washers, nuts and cotter pins. Allow the ends free to rotate.
(12) Swing the tee bar into place and secure with attachment bolts, washers and nuts with the bolts
inserted in through each side of the floor tunnel.
(13) Connect the stabilator control cables to the lower end of the tee bar with bolt, washer and nut,
and secure with cotter pin. Allow the cable ends free to rotate.
(14) Set rudder cable tension and check rigging and adjustment.
(15) Set stabilator cable tension and check rigging and adjustment.
(16) Check aileron cable tension.
(17) Check safety of bolt and turnbuckles.
(18) Install the floor tunnel plate and secure with screws. Fasten the tunnel carpet in place.
(19) Install the fuel selector knobs and secure with set screws.
(20) Install the fuel selector covers and the rudder trim control knob.
(21) Install the access panel to the aft section of the fuselage.
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Stabilator

The stabilator is operated by movement of the control column-tee bar assembly.
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 pushrod connected to the balance arm of the stabilator.
Pitch trim control is provided by an adjustable trim mechanism for the stabilator. Stabilator trim is
controlled by a wheel and drum mounted on the floor tunnel between the front seats or, in an optional
installation, by an S-TEC Manual Electric Trim Control mounted on the control yoke. Cables are routed
aft from the drum to a screw assembly mounted above the stabilator attachment point. This screw
assembly in turn moves the pushrod which controls the stabilator trim tab.
2. Troubleshooting
See “Chart 1” on page 27302 and “Chart 2” on page 27303.
3. Stabilator Control Cables
A. Removal
(1) To remove either the forward or aft stabilator cables remove the access panel to the aft section
of the fuselage.
(2) Disconnect the desired control cable at the turnbuckle in the aft section of the fuselage.
(3) To remove either FORWARD stabilator cable:
(a) Remove the floor tunnel cover in the aft area of the cabin by removing the trim plate, the
carpet over the tunnel and the cover attachment screws.
(b) Remove the cable guard plate from the underside of the pulley cluster in the aft area of
the tunnel opening by removing the guard attachment screws.
(c) Remove the floor panel located directly aft of the main spar by removing the center seats,
seat belt attachments and the screws securing the panel. Lift the panel and remove from
airplane.
(d) Within the floor opening, remove the cable rub blocks that are attached to the spar
housing by removing the block attachment screws. Also remove the cotter pin cable guard
at the pulley cluster in the aft area of the opening.
(e) Remove the fuel selector panel cover by removing the selector knobs and cover
attachment screws.
(f) Remove the lower selector cover.
(g) Remove the tunnel plate just aft of the tee bar by removing enough carpet from the tunnel
to allow the plate attachment screws and plate to be removed.
(h) If the right (upper) stabilator control cable is to be removed, remove the cotter pin cable
guards at the pulley located in the forward area of the tunnel.
(i) Disconnect the cables from the lower end of the tee bar by removing cotter pin, nut,
washer and bolt.
(j) Draw the cable aft through the floor tunnel.
(4) To remove either AFT stabilator cable:
(a) Disconnect the assist springs from the bulkhead at sta. 156. (See “Figure 1”.)
(b) Disconnect the cable end at the bellcrank by removing the cotter pin, nut, washer and bolt.
(c) Remove the cable guard pin at the pulley.
(d) Remove the cable from the pulley.
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Chart 1
TROUBLESHOOTING STABILATOR CONTROL SYSTEM

Lost motion between control Cable tension too low. Adjust cable tension.
wheel and stabilator.
or replace.
Cables not in place on Install cables correctly.
control movement.
Resistance to stabilator System not lubricated Lubricate system.
control movement. properly.
Binding control column. Adjust and lubricate.
between pulleys and
brackets.

Cables not in place on Install cables correctly.
pulleys.
Bent stabilator hinge. Repair or replace stabilator
hinge.
Incorrect stabilator travel. Stabilator stops incorrectly Adjust stop screws.
adjusted.
Correct stabilator travel Stabilator cables incorrectly Rig stabilator cables.
cannot be obtained by rigged.
adjusting stops.
PAGE 2
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MAINTENANCE MANUAL
Chart 2
TROUBLESHOOTING STABILATOR TRIM CONTROL SYSTEM

Lost motion between trim Cable tension too low. Adjust cable tension.
control wheel and trim tab.
Cables not in place on pulleys. Install cables properly.
or replace.
Trim control wheel moves with System not lubricated properly Lubricate system.
excessive resistance.
Pulleys binding or rubbing. Replace binding pulleys.
Provide clearance
between pulleys and
brackets.
Cables not in place on pulleys. Install cables properly.
Trim tab hinge binding. Lubricate hinge. If
necessary, replace.
incorrectly. cables
Electric trim servo clutch Check servo clutch for free
binding, or incorrectly rigged. and correct operation.
Adjust rigging as
necessary.
Trim tab fails to reach full System incorrectly rigged. Check and/or adjust
travel. rigging.
Trim drum incorrectly wrapped. Check and/or adjust
rigging.
Trim indicator fails to indicate Trim indicator unit not adjusted Readjust trim indicator.
correct trim position. properly.
27303 27-30-00 PAGE 3

Oct 5/16
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MAINTENANCE MANUAL
B. Installation
(1) To install the FORWARD stabilator cables:
(a) Draw the control cable through the floor tunnel. Ascertain that the right (upper) cable is
routed around the pulley that is in the forward area of the forward floor tunnel.
(b) Connect the cables to the lower end of the control column tee bar with bolt, washer, nut
and cotter pin. Allow the cable to be free to rotate.
(c) If the aft control cable is not installed, install now as described below.
(d) Place the stabilator in the neutral position and lock it with a suitable tool.
(e) Connect the cable to the aft cable at the turnbuckle in the aft section of the fuselage.
(f) For the right control cable, install the cotter pin cable guard at the pulley in the forward area
of the tunnel.
(g) Within the forward area of the floor opening aft of the main spar, install the cable rub blocks
to the spar housing and secure with screws.
(h) In the aft area of the floor opening, install the cotter pin cable at the pulley cluster.
(i) Install the cable guard under the pulley cluster located in the aft area of the aft floor tunnel
and secure with screws.
(j) Set cable tension and check rigging and adjustment per Rigging and Adjustment, below.
(k) Install the tunnel plate directly aft of the tee bar assembly and secure with screws.
(l) Put the floor carpet in place and secure.
(m) Install the lower and upper selector covers and secure with screws.
(n) Place the fuel selector knobs on the selector torque tube and secure with set screws.
(o) Install the floor panel aft of the main spar and secure with screws. Install the seat belt
attachments and seats.
(p) Install the cover and carpet of the aft floor tunnel.
(2) To install either AFT stabilator control cable:
(a) Route the cable under pulley.
(b) Connect the cable to the stabilator bellcrank and secure with bolt, washer, nut and cotter
pin. (Tighten nut “finger tight” only.)
(c) Connect the cable to the forward cable at the turnbuckle in the aft section of the fuselage.
The upper aft cable connects to the right forward cable and the lower cable to the left
cable.
(d) Connect assist springs to the bulkhead at F.S. 156.00 and orient cable plates so that they
align with horizontal plane ± 10°. (Refer to “Figure 1”.)
(e) Install the cable guard pin at the pulley.
(f) Set cable tension and check rigging and adjustment per Rigging and Adjustment, below.
(3) Install the rear cabin access panel to the aft section of the fuselage.
PAGE 4
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MAINTENANCE MANUAL
Stabilator Controls
Figure 1
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Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Stabilator Rigging Tool

Figure 2
Stabilator Rigging Tool Fabrication

Figure 3
PAGE 6
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MAINTENANCE MANUAL

See “Figure 1” , “Figure 2”, “Figure 4”, and “Figure 5”.
caution: verify free and correct movement of stabilator. while it would
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) Stabilator Travel
The stabilator, tab and cables must be installed in order to rig and adjust stabilator. Check and
set the correct degree of stabilator travel as follows:
(a) Level the airplane. (Refer to Leveling, 8-20-00.)
(b) Place the stabilator in neutral position as specified in “Chart 2”, 27-00-00.
Note: This can be accomplished by placing a bubble protractor on the front seat tracks
and another bubble protractor on the fabricated stabilator rigging tool as shown in
“Figure 2”. Then adjust the stabilator until the readings on the two bubble
protractors match.
(c) Check the stabilator travel by placing a rigging tool on the upper surface of the stabilator,
as shown in “Figure 2”.
(d) Adjust the stabilator stops to obtain the travel limits specified in “Chart 2”, 27-00-00. Use a
bubble protractor to measure the travel.
Note: The stabilator should contact both of its stops before the control wheel contacts
its stops.
1 On protractor, set the number of degrees up travel given in “Chart 2”, 27-00-00.
Place the protractor on the rigging tool. Raise the trailing edge of the stabilator until
it contacts its stop. Accurate stabilator travel is obtained when the bubble of the
protractor is centered.
2 Set the number of degrees down travel and place the protractor on the rigging tool.
Lower the trailing edge of the stabilator and determine that when it contacts its stops,
the bubble of the protractor is centered.
3 Should the stabilator travel be incorrect in either position, adjust the stabilator stops
(See “Figure 4”).
a Remove the fin tip
b Using the rigging tool and bubble protractor, turn the stops at the stabilator hinge
in or out to obtain the correct degree of travel.
c Ascertain that the locknuts of the stop screws are secure; reinstall the fin tip.
(2) Stabilator Control Cable Tension
Check and set stabilator control cable tension as follows:
(a) Ascertain that the stabilator travel is correct (see above).
(b) Remove the cabin rear closeout panel and fin tip and disconnect the assist springs from
the bulkhead at F.S. 156.00.
(c) Secure the control column in the near forward position. Set the tee bar to a position
0.25 ± 0.031 inch off the forward tee bar stop in the cockpit.
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Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Stabilator Travel Adjustments

Figure 4
PAGE 8
Oct 5/16 27-30-00 27308
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MAINTENANCE MANUAL
Methods of Securing Trim Cables

Figure 5
(d) Check and adjust stabilator cable tension as specified in “Chart 2”, 27-00-00.
1) Should tension be incorrect, loosen the turnbuckle of the lower cable in the aft section
of the fuselage and adjust the turnbuckle of the upper cable to obtain correct tension.
2) With the tension of the upper cable correct and the control wheel still secured in the
near forward position described above, adjust the turnbuckle of the lower cable to
obtain correct tension.
(e) Check the full travel of the control wheel with relation to the full travel of the stabilator to
determine that the stabilator contacts its stops before the control wheel contacts its stops.
1) Check to insure that stabilator up and down stops are contacted before the tee bar
stops are contacted.
2) The travel distance from where the stabilator reaches its stop and the control wheel
contacts its stop should be approximately equal in both the fore and aft positions.
Readjust the turnbuckles if the travel distances are not in accord.
(f) With the stabilator and trim in all extremes of travel, check to insure that there is no
interference between turnbuckles and pulleys.
(g) Check safety of all turnbuckles and bolts.
(h) Connect the assist springs to the bulkhead at F.S. 156.00.
(i) Install cabin rear closeout panel and fin tip.
27309 27-30-00 PAGE 9

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Stabilator Trim Controls

Figure 6
PAGE 10
Oct 5/16 27-30-00 273010
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MAINTENANCE MANUAL
4. Stabilator Trim Controls

A. Forward Assembly
(1) Removal
(a) To remove the trim control wheel assembly and/or the trim control cables, remove the
panel to the aft section of the airplane.
(b) If the aft trim cable is not to be removed, block the cables at the pulleys in the aft section
of the fuselage to prevent them from unwrapping from the trim drum. (See “Figure 5”.)
(c) If the trim control wheel and cables are to be removed, loosen or disconnect the cables at
the trim cable turnbuckles in the aft section of the fuselage.
(d) To remove the control wheel with drum:
1) Remove the control wheel cover by removing the cover attaching screws.
2) The wheel assembly may be removed from its mounting brackets by removing nut,
washer and bolt that secures the wheel between the brackets. Draw the wheel from the
brackets. Use caution not to damage trim indicator wire.
3) Unwrap the left cable from the drum.
4) The wheel and drum are joined by a push fit, separate these two items with their center
bushing and unwrap the right cable.
5) Tie the cables forward to prevent them from slipping back into the floor tunnel.
(e) To remove the trim control cables:
1) Remove the pilot and rear seats if desired.
2) Remove the seat belts attached to the forward floor tunnel by removing attachment
nuts, washers and bolts.
3) Remove the heater deflectors from each side of the aft end of the forward floor tunnel
by sliding the deflector sideways and releasing the retainer spring.
4) Unfasten the carpet from the aft portion of the forward floor tunnel and lay it forward.
5) Remove the tunnel cover located between the trim control wheel and the spar cover by
removing the selector knobs and cover attachment screws.
6) Remove the cable pulleys located in the forward tunnel by removing the cotter pin,
washer and clevis pin.
7) Remove the floor panel aft of the main spar by removing the panel attachment screws
and seat belt attachments. Lift the panel and remove from airplane.
8) Remove the cable rub blocks located in the floor opening on the aft side of the main
spar by removing the block attachment screws.
9) Remove the trim plate located on top of the forward end of the aft floor tunnel.
10) Remove the carpet from the aft floor tunnel.
11) Remove cover plate from the top of the aft floor tunnel by removing attachment screws.
12) Remove cable guard from the underside of trim cable pulleys located in forward area
of the aft floor tunnel by removing a tinnerman nut and withdrawing the cable guard.
13) Remove the cable guard plate from the underside of the pulley cluster located in the aft
area of the floor tunnel by removing the plate attachment screws.
14) Remove cable guard from cable pulleys in aft lower section of fuselage forward of
cable turnbuckles.
15) With the cables disconnected from the trim control wheel, draw the cable(s) through
the floor tunnel.
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Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(2) Installation
(a) The trim control wheel with drum may be installed as follows:
1) Wrap the right trim cable on the trim drum by inserting the swaged ball of the cable in
the slot provided in the side (right side) of the drum that mates with the control wheel,
and looking at this side, wrap the drum with three wraps of the cable in a clockwise
direction.
NOTE: Bond pitch trim cable and cable ball in the indicated area using DP-105 Epoxy
adhesive. Prevent adhesive from covering or going into the indicator pin spiral
area.
2) Attach the control wheel to the cable drum by aligning the long lug of the drum with the
long slot of the wheel and pushing the two pieces together.
3) Wrap the left trim cable on the drum by inserting the swaged ball of the cable in the slot
provided in the flanged side (left side) of the drum and looking at this side, wrap the
drum with three wraps of the cable in a clockwise direction.
NOTE: Bond pitch trim cable and cable ball in the indicated area using DP-105 Epoxy
adhesive. Prevent adhesive from covering or going into the indicator pin spiral
area.
4) Lubricate and install the bushing in the control wheel and drum.
5) Align the control cables and position the control wheel assembly between its mounting
brackets. Ascertain that the end of the trim indicator wire is positioned in the spiraled
slot of the drum with no bind on the end. Install the retainer bolt from the left side and
install washer and nut.
6) Install the cover over the control wheel and secure with screws, unless the control
cables have yet to be installed.
(b) The trim control cables may be installed as follows:
1) Draw the cable(s) through the floor tunnel.
2) Wrap the cable drum and install the trim control wheel described above.
3) Position the cable pulleys on their mounting bracket and install the clevis pin, washer
and cotter pin.
4) Connect the cable to the aft cable at the turnbuckle in the aft section of the fuselage.
Install aft cable if not installed.
5) Install the cable guard at the cable pulleys in the aft lower section of the fuselage
forward of the cable turnbuckles.
6) Install the cable guard plate at the underside of the pulley cluster located in the aft area
of the aft floor tunnel and secure with screws.
7) Install the pin type cable guard at the underside of the pulleys located in the forward
area of the aft floor tunnel and secure it with a tinnerman nut.
8) Install the cable rub blocks located on the aft side of the main spar housing and secure
with screws.
9) Remove the blocks that secure the aft trim cable and check that the cables are seated
on their pulleys.
10) Set cable tension and check rigging and adjustment per Rigging and Adjustment,
below. Check safety of all turnbuckles.
PAGE 12
Oct 5/16 27-30-00 273012
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MAINTENANCE MANUAL
11) Install the tunnel cover on the forward tunnel and secure with screws.
12) Install the carpet over the floor tunnel.
13) Install the heat deflectors on each side of the floor tunnel.
14) Install the cover over the trim control wheel and secure with screws and special
washers.
15) Install the fuel selector knobs and secure with set screws.
16) Install the seat belts removed from the top of the floor tunnel and secure with bolt,
washer and nut.
17) Install the floor panel and seat belt attachments aft of the main spar, and secure panel
with screws.
18) Install the aft floor tunnel and secure with screws.
19) Install the carpet over the aft floor tunnel.
20) Install the trim plate on top of the forward end of the aft floor tunnel.
(c) Install the panel to the aft section of the airplane and the seats.
(3) S-TEC Manual Electric Trim
SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN
PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE
INTRODUCTION - supplementary publications.)
(a) S-TEC Manual Electric Trim is an optional system. When installed, a servo motor,
capstan, and idler pulley assembly are attached to the left stabilator trim cable just aft of
F.S. 156.00.
(b) Check and adjust the servo clutch as follows:
1) Remove the trim cable guards and trim cable from capstan. Remove the capstan
cover. Check capstan torque by attaching the capstan adjusting tool (special tool) to
the capstan and using a currently calibrated torque wrench as shown in “Figure 6”. If
adjustment is required, proceed as follows.
2) Remove servo motor and capstan. Place servo motor and capstan in a holding fixture
(vice) with capstan up. Remove capstan cover. Remove cotter pin from end of servo
shaft and remove castle nut, shim washers, and tension washers.
3) Replace tension washers as required in quantities shown in “Figure 7”. Replace shim
washers and castle nut. Tension castle nut so that capstan torque is as specified in
“Figure 7”.
4) Reinstall servo motor and capstan. Adjust stabilator trim cable tension as specified in
“Chart 2”, 27-00-00.
273013 27-30-00 PAGE 13

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
100868 N
SCREW
(4 REQ'D.)
WASHER
(4 REQ'D.)
CAPSTAN COVER
CAPSTAN TORQUE = 28 ± 1 IN. LBS.
TORQUE WRENCH
S-TEC TOOL
S-TEC
CAPSTAN TOOL
(See Parts Catalog)
CASTLE NUT
COTTER PIN
S-TEC SHIM WASHER
(MIN. 1 REQ'D. CAN BE USED IN
ANY COMBINATION TO ALIGN
COTTER PIN WITH SHAFT HOLE.)
S-TEC TENSION WASHER

(ONE .032 AND TWO .040 THICK.)
CABLE GUARD
(4 REQ'D.)
TRIM SERVO
S-TEC Manual Electric Trim Clutch Adjustment

Figure 7
PAGE 14
Oct 5/16 27-30-00 273014
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MAINTENANCE MANUAL
B. Aft Stabilator Trim Controls

(1) Removal
(b) Block the trim cables at the first set of pulleys forward of the cable turnbuckles in the aft
section of the fuselage by the method shown in “Figure 5”.
(c) Disconnect the cable at the turnbuckles in the aft section of the fuselage.
(d) Remove cable guard from pulley cluster and cable guards from pulley cluster.
(e) Remove the fin tip by removing attachment screws.
(f) Disconnect the pushrod by removing the attaching hardware securing pushrod to screw.
(g) Remove bolts, washers, bushings and nuts securing forward end of barrel. Remove snap
ring to free aft end of barrel.
(h) Draw the trim cable from the fuselage and up the fin.
(2) Installation
(a) Wrap the trim barrel by first laying the center of the trim cable (as measured equally from
each end to the center of the cable) in the slot of the barrel. Bring the half of the cable to
be used on the right side through the diagonal slot in the flange at the forward end of the
barrel and wrap aft in a clockwise direction seven (7) wraps to the center of barrel. Bring
the half of the cable to be used on the left side through the diagonal slot in the aft end of
the barrel and wrap forward in a counterclockwise direction seven (7) wraps to the center
of barrel. (Refer to “Figure 8”.)
(b) Block the cable by clamping between two pieces of wood laid next to the wraps to prevent
unwrapping. Fabricate block with a notch so hardware can be installed.
(c) Lubricate the bearings and install barrel as shown in “Figure 6” and “Figure 8”. Install the barrel
using any combination of AN960-10, AN960-10L and AN960PD 10L washers to achieve
free barrel rotation with trim cable rigged and tensioned.
(d) Rotate the cables down the fin into the fuselage through the two pulley clusters and attach
the ends to the forward trim cables.
(e) Install all cable guards.
(f) Remove the blocks that are holding the forward cables tight and aft cables at the barrel.
(g) Set cable tension and check rigging and adjustment as described below. Check safety of
all turnbuckles.
(h) Install fin tip and secure with screws.
(i) Install the access panel to the aft section of the fuselage.
273015 27-30-00 PAGE 15

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Wrapping Trim Barrels

Figure 8
Stabilator Trim Screw Adjustment

Figure 9
PAGE 16
Oct 5/16 27-30-00 273016
PA-44-180, SEMINOLE
MAINTENANCE MANUAL

The stabilator, tab and cables must be installed in order to rig and adjust stabilator trim. Check and
set the correct degree of stabilator travel as follows:
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, 8-20-00.)
(2) Check for proper stabilator trim cable tension as given in “Chart 2” on page 27004. If cables were
disconnected, rotate the control wheel several times to allow the cables to seat and recheck
tension.
(3) Place the stabilator in the neutral position and lock it with a suitable tool (see “Chart 2” on page
27004).
(4) Place the stabilator trim control wheel in neutral position.
(5) Adjust the stabilator trim tab pushrod to streamline the trim tab with the stabilator to achieve the
trim tab neutral position.
(6) Turn the trim control to its full up and full down position. Trim tab travel must be as specified in
“Chart 2” on page 27004.
(7) If trim tab travel is not as specified, correct as follows:
(a) First, try adjusting travel by disconnecting the trim tab pushrod (Item 3, “Figure 6”) and
turning the pushrod rod end in or out as required.
(b) Travel adjustments which cannot be corrected by adjusting the rod end require
repositioning the trim screw (“Figure 6”, Item 1) in the barrel. With the trim tab pushrod
disconnected, rotate the trim screw in or out to achieve a preliminary neutral setting as
(c) Repeat steps (5), (6), and (7) (a), above.
(8) Move the stabilator and trim tab to all extremes of travel and check to insure that there is no
interference between the turnbuckles and pulleys.
(9) Check to ensure that the stabilator up and down stops are contacted before the tee bar stops
are contacted.
(10) With the stabilator held securely against either stop, determine the free play of the stabilator tab.
Total free play, measured at the tab trailing edge must not exceed that given in “Chart 2” on page
27004.
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Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
5. Stall Warning
The system consists of two lift detectors, located on the left wing, which are electrically connected
to the flap position switch and the stall warning horn, (G1000 system has aural warning message
“Stall, Stall, Stall” instead of stall warning horn). Each lift detector functions in a separate flap
setting range: 0° to 10° for the outboard detector; and, 25° to 40° for the inboard detector.
B. Ground Check
Perform the appropriate ground check to determine that the lift detectors are functioning properly:
(1) Standard, Avidyne Entegra, or Garmin G500 equipped
(a) With the master switch ON gently lift the tabs on both lift detectors; the stall warning horn
should not sound.
(b) With the master switch still ON, activate the main gear squat switch to simulate inflight
conditions; extend the flaps to the 10-degree (10°) flap position.
(c) Gently lift the outboard sensor; the stall warning horn should sound. Lifting the inboard
sensor should not sound the horn.
(d) With flaps positioned from 25° to 40° gently lift the inboard sensor, the horn should sound.
Lifting the outboard sensor should not sound the horn.
(e) With the check completed return the flaps to the full up position, turn the master switch OFF
and remove any items used to activate the squat switch.
(2) Garmin G1000 equipped
(a) With battery and Avionics Master On and G1000 Self-Test complete, extend the flap to the
10° position.
(b) Gently lift outboard sensor, the stall aural message “Stall, Stall, Stall”, should sound, lifting
the inboard sensor, the stall aural message should not sound.
(c) With flaps positioned from 25° to 45° lift inboard sensor, the stall aural message “Stall, Stall,
Stall”, should sound, lifting the outboard sensor should not sound the stall aural message.
C. Lift Detectors
Two lift detectors are located on the left wing. Each lift detector functions in a separate flap setting
range: 0° to 10° for the outboard detector; and, 25° to 40° for the inboard detector.
Note: Turn the Master Switch OFF prior to performing any work on the lift detector(s).
(1) Removal
Note: Place reference marks on holding plate and wing skin for use when reinstalling.
(a) Remove four screws holding the plate around the tab. The lift detector is fastened to this
plate; remove the unit from wing.
(b) Mark the electrical wires and terminals to facilitate installation. Remove electrical wires from
lift detector: Remove lift detector from aircraft.
(2) Installation
(a) Attach the electrical leads to the appropriate terminals of the lift detector.
(b) Position the lift detector with its mounting plate on the wing determining that the sensor
blade of the unit drops down freely and secure in position with the four screws previously
removed.
(c) Perform “Stall Warning Flight Test Procedure”, below.
PAGE 18
Oct 5/16 27-30-00 273018
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(3) Adjustment
CAUTION: Never try to adjust the switch by bending the vane.
The lift detectors are adjusted at the factory when the airplane is test flown and should not
require any further adjustment during the normal service life of the airplane. Should a lift
detector be removed or replaced, the following instructions will help position the lift detector at
the proper position.
(a) Loosen the two Philip’s head screws: one on either side of the vane.
1) If the stall warning comes on to late move the switch up.
2) If the stall warning comes on to early. move the switch down.
(b) Tighten the screws after making any adjustments.
(c) Perform “Stall Warning Flight Test Procedure”, below.
D. Stall Warning Flight Test Procedure
(PIR-FTP2001-7, Rev. G. / FTP2001-7-1, Rev. D. / FTP2011-1, Rev. D.)
Note: The following procedure is typically performed after installation of either lift detector or
installation of a replacement wing.
Flying at a rate of 1 KT/SEC maximum with POWER AT IDLE / PROPS FULL FORWARD / GEAR
DOWN obtain the following warning and stall speeds:
TRIM KIAS RECORD: WARNING KIAS STALL KIAS
0° FLAPS = 87 _____________ __________
FULL FLAPS = 77 _____________ __________
(1) Verify that the stall warning system performs within the following limits:
Stall warning begins at 5 to 10 KIAS prior to stall and continues until stall occurs.
(2) If the stall warning system fails to perform within the limits above, adjust the system per
“Adjustment”, above, and re-fly the test.
(3) If not able to adjust the stall warning system sufficient to achieve the limits above, recheck any
newly installed component(s) (lift detector(s) or wing) to ensure it (they) is (are) installed and
rigged correctly.
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Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 20
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MAINTENANCE MANUAL
Flaps

The flaps are manually operated. A lever in the cockpit is connected by cable to a chain and sprocket on a
torque tube. Motion of the torque tube actuates pushrods attached to the flaps.
2. Troubleshooting
See “Chart 1”.
3. Wing Flap Controls
A. Removal
(1) To remove the flap torque tube assembly:
(a) Remove the access plate located between the underside of the aft section of each wing
and the fuselage by removing attaching screws.
(b) Remove the floor panel located aft of the main spar by removing the rear seats, seat belt
attachments and the screws securing the panel. Lift the panel and remove from aircraft.
(c) Disconnect the left and right flap control tubes (rods) at the flaps by removing the nuts,
washers and bolts or at the torque tube cranks (arms) by removing the bolts and washers
from the inner side of each crank. It will be necessary to remove bolt through a hole in the
side skin of the fuselage located over the torque tube with the flap handle moved to its 40
degree position.
(d) Fully extend the flaps with the flap handle. Disconnect the flap tension spring at the spar
or the aft end of the control cable, as desired.
CAUTION: Forward pressure IS on the FLAP handle once the tension
spring is disconnected.
(e) Grasp the flap handle, release the plunger, and allow the flap to return to the retracted
position. Use caution as forward pressure will be on the handle with the tension spring
disconnected.
(f) Disconnect the flap return spring at the spar or return chain, as desired.
(g) Disconnect the control cable from the chain by removing cotter pin, nut, and clevis bolt.
(h) Remove the tube support blocks by removing the block attachment bolts.
(i) Remove the nuts, washers and bolts securing the right and left cranks and stop fittings on
the torque tube.
(j) From between each wing and the fuselage, remove the cranks from the torque tube.
(k) Disconnect one bearing block from its mounting brackets by removing nuts, washers and
bolts.
(l) Slide the tube from the bearing block still attached to its brackets, raise the end and lift it
from the floor opening.
27501 27-50-00 PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Flap Controls and Rigging

Figure 1
PAGE 2
Oct 5/16 27-50-00 27502
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1
Troubleshooting Flap Control System
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.
(2) The flap control cable may be removed by the following procedure:
(a) If the center seats and floor panel have not been removed, remove the seats and the
screws securing the floor panel.
(b) Disconnect the flap tension spring from the cable if not previously disconnected, by
extending the flaps to relieve spring tension.
CAUTION: Forward pressure IS on the handle once the flap tension
spring is disconnected.
(c) Retract the flap. Use caution as forward pressure will be on the handle with the spring
disconnected.
(d) Disconnect the cable from the chain by removing cotter pin, nut, clevis pin and bushing.
(e) Remove the flap handle bracket and trim control wheel cover.
(f) Remove the aft heat deflectors on each forward floor tunnel by sliding far enough to
release the spring fasteners.
(g) Lift the aft section of the tunnel carpet far enough to remove the screws securing the
tunnel cover that is between the flap handle and the spar cover. Remove the cover.
(h) Remove the cotter pin cable guard from the flap cable pulley located inside the floor
tunnel just ahead of the spar housing.
(i) Remove the cable rub blocks located in the floor opening on the aft side of the spar
housing by removing the attachment screws.
(j) Disconnect the cable turnbuckle at the flap handle by removing cotter pin, nut and bolt.
(3) Remove the flap handle and bracket by disconnecting the cable turnbuckle from the handle
and removing the bolts securing the bracket to the floor tunnel.
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B. Installation
(1) The flap torque tube assembly may be installed by the following procedure:
(a) Install the chain sprockets with chains on the torque tube and secure with bolts, washers
and nuts.
(b) Slide the tube stop fittings on their respective ends of the torque tube.
(c) Ascertain that one bearing block fitting is installed between its attachment brackets.
(d) Slide the other bearing block over its respective end of the torque tube.
(e) Position the torque tube by placing the end with the bearing block on it between the
mounting bracket and sliding the other end into the previously attached bearing block.
(f) Position the remaining bearing block and secure with bolts, washers and nuts.
(g) Push the torque tube cranks (arms) on each end of the torque tube and slide the stop
fitting in place. Align the bolt hole of the crank and stop fitting with the holes in the torque
tube, and install bolts. The holes in the stop fitting are elongated to allow the stop fitting to
be pushed against the bearing blocks thus allowing no side play of the assembly. Tighten
the bolt assemblies on the stop fittings.
(h) Install the tube support blocks on their support brackets and secure with bolts.
(i) Connect the flap return spring to the return chain and/or at the spar housing (depending
on what was disconnected).
Stop Screw Adjustment

Figure 2
PAGE 4
Oct 5/16 27-50-00 27504
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(j) Connect the control cable end to the tension chain and secure with bushing, clevis bolt,
nut and cotter pin.
(k) Pull the flap handle full back and connect the tension spring. Release the flap handle to
the forward position.
(l) Connect the flap control tube to the flap and/ or torque tube crank and secure. The bolt
and bushing that connects the control tube to the crank is installed through a hole in the
side of the fuselage located over the torque tube.
(2) To install the flap handle with bracket, place the assembly on the floor tunnel and secure with
bolts.
(3) The flap control cable may be installed by the following procedure:
(a) Attach the cable and turnbuckle to the flap handle arm and secure with a new clevis bolt,
nut and cotter pin. Ascertain that the turnbuckle end is free to rotate on the arm.
(b) Route the cable through the tunnel and spar housing.
(c) Install the cable rub blocks on the aft side of the spar housing and secure with screws.
(d) Install cotter pin cable guard over pulley located just ahead of the spar housing in the
forward floor tunnel.
(e) Attach the cable end to the tension chain and secure with bushing, clevis bolt, nut and
cotter pin. If the chain is not installed because of the torque tube assembly being
removed, install the assembly as described above.
(f) Pull the flap handle full back and connect the tension spring to the cable end.
(4) Install the tunnel cover and secure with screws. Also the tunnel carpet, heat deflectors, and
bracket cover.
(5) Install the floor panel and seat belt attachments. Secure with screws and install seats.
Flap Rigging
Figure 3
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Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL

caution: verify free and correct movement of FLAPS. while it would
upon completion oF FLAP rigging and adjustment, verify that the
FLAPS move UP when the flap handle is pushed down; and, that the
FLAPS move DOWN when the flap handle is pulled up.
NOTE: Flap rigging and adjustment must be completed before starting aileron rigging and
adjustment.
(1) Place the flap handle in the full forward, flap retracted position.
(2) If not previously accomplished, remove the floor panel just aft of the main spar.
(3) If required, adjust the flap up stop and step lock. Back off the left torque tube stop screw.
Loosen the jam nut of the right torque tube stop screw (located in the floor opening along the
outer end of the flap torque tube) and adjust the right stop screw as shown in “Figure 2”. With
the right stop screw against the stop, adjust the left stop screw to contact the stop.
(4) If not already done, install the upper tension spring, chain and cable. Check cable tension and,
if required, adjust turnbuckle with the flap handle in flaps up position, to remove all slack. Do
not tighten cable to the point that the stop screw comes off the stop. Similarly install the lower
tension spring, with the flap handle in flaps full down position.
(5) Place a 0.125-inch thick spacer between the right hand stop screw and the stop fitting. With
the right hand flap installed and flap control rod connected, determine that down pressure on
the top of the flap will not cause the flap to come down. If the flap does extend (comes down
under pressure), turn the stop screw out until down pressure will not cause the flap to come
down. Do the same procedure for the left hand stop screw to match. After adjustment of both
stop screws, tighten jam nuts and remove the spacer blocks.
(6) Flap Neutral Position
Note: To remedy wing heaviness during flight, adjust the flap on the side of the heavy wing
down from neutral by lengthening the control rod. Check the inspection hole in each
rod end to ensure that there are sufficient threads remaining and a wire cannot be
inserted through the holes. Do not raise the flap of the other wing above neutral.
(a) Method I
To check the up-neutral position of the flaps place a flap rigging tool as shown in “Figure 3”
against the underside of the wing and flap as close as possible to the outboard end of the
flap without contacting any rivets. (See Figure 4 to fabricate this tool.) The tool must be
positioned parallel with the wing ribs, with the aft end of the tool even with the trailing
edge of the flap.
Maintain a light up pressure on the underside of the flap to remove slack in the linkage
while making this check.
(b) Method II
With the flap handle in the flaps up position, adjust each flap pushrod so that the chord
line of the flap forms a zero degree ± 1° angle with the wing chord at the outboard end of
the flap. This is the neutral position. Maintain a light up pressure on the underside of the
flap, sufficient to take the slack out of the linkage, while making this measurement.
PAGE 6
Oct 5/16 27-50-00 27506
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MAINTENANCE MANUAL
Aileron and Flap Rigging Tool

Figure 4
(7) Measuring from the flaps up position attained above, maintaining light up pressure on the
underside of the flap as described above, check flap travel. Travel should be as shown in
“Figure 1”.
Adjust the torque tube stop screw in or out as required. After any screw adjustment, it is
necessary to review steps (3) through (7).
(8) Check complete operation of the flaps, and handle and ratchet mechanism. Install all access
covers removed.
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4. 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.
(1) If the paint is cracked or peeling anywhere along the torque tube arm or pushrod, torsional
movement has occurred.
(2) Remove the paint and inspect for cracks:
(a) In the welds at the arm on the torque tube end.
(b) In the rod ends and pushrod tube.
(c) Use a dye penetrant method of inspection.
(3) If cracks are not found, repaint the part(s) and reinstall.
(4) If cracked, replace the affected part(s).
5. Flap Position Sensor (Optional)
A flap position sensor installation is available in S/N’s 4496395, 4496397 and up, in airplanes equipped
with Garmin G1000.
It consists of four (4) switches mounted on a bracket over the flap torque tube. The switches are activated
as the flaps are raised and lowered by a cam mounted to the flap torque tube. When activated, each switch
provides a signal to the GEA 71.
Rigging
(1) Prior to rigging the Flap Position Sensor, the flaps must be rigged per “Rigging and Adjustment”
on page 27506.
(3) Remove rear seat and floor panel.
(4) Raise flaps to the 0 deg position. Adjust the position of the Flaps 0 deg switch (S401) so that the
cam makes full contact with the switch arm roller and the switch is actuated.
(5) Lower flaps to the 10 deg position and adjust the position of the Flaps 10 deg switch (S402) so
that the cam makes full contact with the switch arm roller and the switch is actuated.
(6) Lower flaps to the 25 deg position and adjust the position of the Flaps 25 deg switch (S403) so
(7) Lower flaps to the 40 deg position and adjust the position of the Flaps 40 deg (S404) switch so
(8) Connect the negative (i.e., ground) battery cable.
(9) Verify proper rigging:
(a) Start the PFD and MFD in configuration mode by applying power to each while holding the
ENT key.
(b) On PFD, use the FMS knob to navigate to the GEA group, GEA Status page.
(c) Press the DSCRT softkey.
(d) Activate the cursor by pressing in the FMS knob, and use the large FMS knob to scroll down
until Discrete In* 11A through Discrete In* 14A are visible on screen.
(e) Verify Discrete In* 11A is active (green) with the flaps in the full up position, and Discrete In*
12A through 14A are inactive (black).
(f) Extend the flaps to the first notch (10°). Verify Discrete In* 12A is active and the other three
discretes are inactive.
PAGE 8
Oct 5/16 27-50-00 27508
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
101778 NEW
108046 A
FWD
FLAP CONTROL SPROCKET
S403 (25° FLAPS)
S402 (10° FLAPS)
S401 (0° FLAPS)
CAM
J315
S404 (40° FLAPS)
FLAP TORQUE TUBE
Effectivity
Flap Position Sensor Installation 4496395, 4496397 and up
Figure 5 with Garmin G1000
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Oct 5/16
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MAINTENANCE MANUAL
(g) Extend the flaps to the second notch (25°). Verify Discrete In* 13A is active and the other
three discretes are inactive.
(h) Extend the flaps to the final notch (40°). Verify Discrete In* 14A is active and the other three
discretes are inactive.
(i) Retract flaps one notch at a time and verify the proper discrete is active at each position.
1) If successful, turn off the Garmin G1000 system and proceed to step “(10)”.
2) If not, repeat the rigging procedure.
(10) Install rear seat and floor panel and any other access plates and panels which may have been
removed.
PAGE 10
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MAINTENANCE MANUAL
CHAPTER
28
Fuel
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
28-ii
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 28
CHAPTER CHAPTER


2 Oct 5/16
28-00-00 1 Oct 5/16

2 Oct 5/16
3 Oct 5/16
4 Oct 5/16
28-10-00 1 Oct 5/16

2 Oct 5/16
3 Oct 5/16
4 Oct 5/16
5 Oct 5/16
6 Oct 5/16
28-20-00 1 Oct 5/16

2 Oct 5/16
3 Oct 5/16
4 Oct 5/16
5 Oct 5/16
6 Oct 5/16
7 Oct 5/16
8 Oct 5/16
28-40-00 1 Oct 5/16

2 Oct 5/16
3 Oct 5/16
4 Oct 5/16
5 Oct 5/16
6 Oct 5/16
7 Oct 5/16
8 Oct 5/16

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 2
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chapter 28 - Fuel
TABLE OF CONTENTS
General 28-00-00 1
Description 1
Troubleshooting 1
Storage 28-10-00 1
Fuel Cells 1
Removal 1
Installation 1
Fuel Cell Compartment 1
Molded Nipple Fittings 2
Handling and Storage 3
Cleaning and Inspection 3
Repairing 4
Testing 4
Locking Fuel Cap 6
Disassembly 6
Assembly 6
Fuel Filter 1
Removal 1
Installation 1
Cleaning 2
Fuel Selector Valve 2
Removal 2
Installation 2
Leak Test 2
Cleaning Fuel System 2
Fuel System Leak Check 3
Setup 3
Procedure 3
Electric Fuel Pump 6
Removal 6
Installation 6
Fuel Pump Coupling 7
Inspection 7
Replacement 7
28-v 28 - CONTENTS PAGE 1 3

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chapter 28 - Fuel
Indicating 28-40-00 1
Standard Installation 1
Fuel Quantity Sender Unit 1
Fuel Quantity Sender/Gauge Check (Installed) 1
Fuel Pressure Gauge Check 3
Avidyne Entegra Installation (Optional) 4
Fuel Quantity Calibration 4
Garmin G1000 Installation (Optional) 5
Fuel Tank Calibration 5
Fuel Quantity Accuracy Check 7
Calibration Table Delete/Edit 7
PAGE 2
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
General
The fuel system components covered in this section consist of fuel cells. fuel selector valves, fuel filters
and electric fuel pumps. Each wing nacelle contains a fuel cell, having a capacity of 55 U.S. gallons, for a
total capacity of 110 U.S. gallons.
1. Description
An independent fuel system is incorporated into each wing permitting each engine to operate from its
own fuel supply. However, the two systems are interconnected by means of a crossfeed that will permit
fuel from one wing to be drawn by the opposite engine in the event of an emergency.
Fuel cells are installed in the aft nacelles and consist of bladder type tanks.
Fuel pressure and fuel flow for each system are indicated on their respective indicators located in the
instrument panel. A fuel quantity gauge for each system, also located in the instrument panel, indicates
the amount of fuel remaining as transmitted by electric fuel quantity sending units located in the wing
tanks.
Fuel for each engine is drawn through a finger screen located in the fuel tank to a selector valve. From
the selector valve, the fuel goes through a fuel filter to the electric pump and into the engine driven pump
which forces the fuel to the carburetor.
2. Troubleshooting
“Chart 1” lists troubles which may occur in the mechanical or electrical portions of the fuel system, the
probable cause and a suggested remedy. When troubleshooting, first check from the fuel supply or
power source to the item affected.
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Fuel System Installation

Figure 1
PAGE 2
Oct 5/16 28-00-00 28002
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1
TROUBLESHOOTING FUEL SYSTEM
Failure of fuel to flow. Fuel line blocked. Flush fuel system.
Fuel vent cap blocked. Check and clean vent hole
in cap.
Mechanical or electrical Check and replace if
fuel pump failure. necessary.
Fuel selector valve in Reposition as required.
improper position.
Check for obstructions in
the fuel selector leverage
mechanism.
Check fuel selector cable
for freedom of movement.
Damaged fuel selector Replace fuel selector
valve. valve.
Fuel Quantity gauge fails Broken wire. Check and repair.
to operate.
Gauge inoperative. Replace gauge.
Fuel sender float partially Replace sender.
or completely filled with
fuel.
Circuit breaker open. Check and reset.
Float and arm assembly of Check.
fuel sender sticking.
Bad ground. Check for good contact at
ground lip or rear of gauge.
No fuel pressure indication. Fuel selector valve stuck. Check fuel selector valve.
Fuel tanks empty. Check fuel tanks and fill.
Defective gauge. Replace gauge.
Fuel selector valve in Reposition fuel selector
improper position. valve lever.
Low pressure or pressure Obstruction in inlet side Trace lines and locate
surges. of pump. obstruction.
Faulty diaphragm in pump. Rebuild or replace pump.
Air in line to pressure Bleed line.
gauge.
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PAGE 4
Oct 5/16 28-00-00 28004
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Storage
1. Fuel Cells
WARNING: Do not permit smoking or open flame near fuel cells.
A. Removal
(1) Turn the fuel selector to the off position and drain the fuel cell.
(2) Remove the access covers from the top and side of the nacelle, also from underside of wing at
rear of nacelle.
(3) Reaching through side access panel loosen clamps and disconnect fitting at vent line.
(4) Reaching through the access panel at the bottom rear nacelle, disconnect the clamp to the
finger strainer.
(5) Disconnect the wires from the sender unit; remove the bolts that secure the sender and
carefully draw the sender with its gasket from the cell. Note the installed position of the sender.
(6) Remove the bolts from the nut rings on the cell.
(7) Reaching through the rear access hole, gently separate the velcro type fasteners holding the
fuel cell to the surrounding structures.
(8) Place tape or other protective material around the cell access opening to prevent damage to
the cell when removing.
Note: Fuel tank / cell removal is rare. Accordingly, each time a fuel tank / cell is removed and
reinstalled or replaced, take the opportunity to also replace the associated flexible fuel
hoses, interconnects, and/or vent lines.
B. Installation
(1) With protective material around the cell access opening, install folded fuel cell through access
hole and then orient it correctly. Finally, reaching through access hole into fuel cell, press outward
firmly to engage cell with velcro tape.
(2) Install the bolts into the nut rings and torque all bolts to 30 +0 -5 in.-lbs., wait 30 minutes and
retorque to 25 ± 5 in.-lbs.
(3) Noting the position of the sender, place sender with its gasket into cell and install bolts,
connect the wires to the sender.
(4) Reaching through the access panel at the bottom rear nacelle connect the clamp to the finger
strainer and torque to 15 in.-lbs.
(5) Reaching through the side access panel connect the fitting at the vent line and tighten the
clamps to 15 in.-lbs.
(6) Service cell and visually inspect all fittings for leaks.
(7) Replace the access covers to the top and side of the nacelle and also at the underside of the
wing at the nacelle.
C. Fuel Cell Compartment
Anytime a fuel cell is removed:
(1) Thoroughly clear the cell compartment of all fittings, trimmings, loose washers, bolts or nuts.
(2) Round off all sharp edges of the fuel cell compartment.
(3) Inspect the fuel cell compartment just prior to fuel cell installation.
(4) Tape over all sharp edges and all rough rivets.
28101 28-10-00 PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Fuel Cell Installation

Figure 1
D. Molded Nipple Fittings

The molded nipple fitting is a lightweight fitting developed for ease in installation in certain locations
in the aircraft. In order to get the best service from this type of fitting, it is necessary to exercise
certain precautions at the time of installation. The specific precautions other than the general care in
handling are as follows:
(1) Insert the finger strainer into the fuel cell 4.50 inches.
(2) Insert the vent tube into the fitting.
(3) The hose clamp must be clear of the end of the fitting by 0.25 inch where possible.
(4) Locate the hose clamp on the fabric-reinforced area of the nipple.
PAGE 2
Oct 5/16 28-10-00 28102
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MAINTENANCE MANUAL
(5) Torque the hose clamp 15 to 20 in.-lbs. Do this once. Do not re-tighten unless the hose clamp
is loosened completely and allowed to set for 15 minutes before re-tightening.
(6) Do not use sealing paste or gasket compound.
(7) Apply a thin film of Simonize Wax to metal flow tubes to facilitate installation and removal.
E. Handling and Storage
WARNING: Do not permit smoking or open flame near fuel cells.
(1) Prevent needless damage by exercising common sense in the care and handling of fuel cells:
(a) Folding or collapsing of cells is necessary to place them in containers for storage,
installing in airframe cavities and carrying from place to place.
(b) Protect fitting seal surface from contact with cavities during removal or installation. Use
protective covers over fitting seal when practical.
(c) Protect cell from tools, hot lights, etc., when working around them.
(d) Avoid stepping on folds or creases in cells.
(e) Do not carry cells by fittings.
(f) Maintain original cell contours or folds when refolding for boxing, rolling to insert in
airframe cavities or handling in the repair area.
(g) Cells that are to be repaired should be placed on a well-lighted table. Maintain natural
contours, if possible, while repairing. Prevent contact with sharp edges, corners, dirty
floors or other surfaces. Repair area must be well-ventilated. Do not stack cells. Inspect
cavities and insure cleanliness prior to installing any cell.
(2) When storing cells, observe the following rules:
(a) Fold cells smoothly and lightly as possible with a minimum number of folds. Place
protective wadding between folds.
(b) Wrap cell in moisture-proof paper and place it in a suitable container. Do not crowd cell in
container, use wadding to prevent movement.
(c) Stack boxed cells to allow access to oldest cells first. Do not allow stacks to crush bottom
boxes. Leave cells in boxes until used.
(d) Storage area must be dry, 70° F, and free of exposure to sunlight, dirt and damage.
(e) Used cells must be cleaned with soap and warm water prior to storage. Dry, and box as
outlined above.
F. Cleaning and Inspection
AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION -
supplementary publications.)
WARNING: Use a vapor-proof light for inspection.
(1) Fuel cells may be cleaned by the following procedure:
(a) New Cells
It should not be necessary to clean new cells upon removing them from their containers,
if they are installed in the airframe cavities promptly. If for any reason the cells are not
installed immediately, and become dirty, they should be cleaned with soap and warm
water to remove foreign material prior to installation in a clean cavity.
(b) Used Cells
Prior to removal, the cells are to be drained of fuel, purged with fresh air and swabbed out
to remove all traces of fuel. Following removal, the cells are to be cleaned inside and out
with soap and warm water.
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Oct 5/16
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MAINTENANCE MANUAL
(2) Fuel cells may be inspected as follows:

WARNING: Use a vapor-proof light for inspection.
(a) New Cells
Inspect the cell surface inside and outside for cuts, abraded (scuffed) areas and accessory
damage. Also, inspect the fitting seals for nicks, scratches and foreign material.
(b) Used Cells
Cells removed from the airframe cavity for inspecting and repair, or cells being returned to
service from storage, should be inspected as outlined above.
(c) Cells installed in the airframe cavity may be inspected for possible repairs by reaching
through the fuel cell access plate and taking a section of cell between the thumb and
forefinger. Wipe the ridge created by this action with MEK. If fine cracks are evident, the
fuel cell is not repairable.
G. Repairing
AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION -
supplementary publications.)
WARNING: Do not permit smoking or open flame near repair area or cells.
For procedures for the maintenance, repair and “quick cure” repair of fuel cells constructed of
LORAL or GOODYEAR VITHANE® material, reference the applicable vendor publication from
Engineered Fabrics Corp.
There are two methods by which these repairs may be accomplished. One method is by heat cure,
the other is air cure.
The end result of either repair is a neat, permanent repair. The heat repair allows the cell to be
cured and ready for reinstallation in two hours. The air cure method requires that the cell not be
moved for 72 hours during the air cure period.
Note: Air cure repairs to be made at room temperature at approximately 75° F. For each 10° drop
in temperature add 20 hours cure time. For instance, if room temperature reads 65° F, air
cure for 92 hours instead of 72 hours.
H. Testing
Either of the following test procedures may be used to detect leaks in the bladder cells:
Note: The chemical test is more sensitive and the preferred test.
(1) Bench Test
(a) Soap Suds Test
1) Attach test plates to all fittings.
2) Inflate the cell with air to a pressure of 1/4 psi MAXIMUM.
3) Apply a soap and water solution to all repaired areas and any areas suspected of
leakage. Bubbles will appear at any point where leakage occurs.
4) After test, remove all plates and wipe soap residue from the exterior of the cell.
(b) Chemical Test
1) Attach test plates to all fitting openings except one.
2) Make up a phenolphthalein solution as follows: Add 40 grams phenolphthalein crystals
in 1/2 gallon of ethyl alcohol, mix, then add 1/2 gallon of water.
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MAINTENANCE MANUAL
3) Pour ammonia on an absorbent cloth in the ratio of 3ml per cubic foot of cell capacity.
Place the saturated cloth inside the cell and install remaining test plate.
4) Inflate the cell with air to a pressure of 1/4 psi MAXIMUM, and maintain pressure for
15 minutes.
5) Soak a large white cloth in the phenolphthalein solution, wring it out thoroughly, and
spread it smoothly on the outer surface of the cell. Press the cloth down to insure
detection of minute leaks.
6) Check the cloth for red spots which will indicate a leak. Mark any leaks found and move
the cloth to a new location. Repeat this procedure until the entire exterior surface of
the cell has been covered. If red spots appear on the cloth. they may be removed by
re-soaking the cloth in the solution.
7) The solution and test cloth are satisfactory only as long as they remain clean. Indicator
solution that is not used immediately should be stored in a closed rustproof container
to prevent evaporation and deterioration.
(c) After the test, remove all plates and test equipment. Allow the cell to air out.
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.
(2) In Airplane Test
NOTE: To perform the following test a test fixture like the one shown in 28-20-00 Figure 2 is
necessary.
(a) Cap all fuel vent outlets on the wing.
(b) Verify fuel sump valves are in the closed position.
(c) Cap all fuel lines exiting tank.
(d) On the test fixture ensure that the following valves are in the OFF position
1) #1 and #2 main air supply shut-off valves
2) Manometer needle valve, valve #3
3) Main air supply needle valve, valve #4
4) Shut-off valve on each fuel test cap
5) Both flow meter shut-off valves
(e) Install special test unit caps at the fuel filter port in each wing.
(f) Connect shop air to test fixture.
(g) Select the test fixture “Valve 2” and “Valve 3” to the “ON” postion and using “Valve 1 slowly
pressurize the line to 1.0 psi minimum to 1.5 psi maximum.
NOTE: Monitor pressure on the main pressure guage to not exceed 1.5 psi.
(h) Open the test cap shut-off valve, slowly open “Valve 4”, and monitor pressure on the main
pressure gauge. Adjust pressure to read between 1.0 psi minimum to 1.5 psi maximum.
NOTE: Care must be taken not to exceed the 1.5 psi limit to prevent fuel cell damage.
(i) Select the test fixture “Valve 1” to the OFF position, then “Valve 3” and “Valve 2” to the
OFF position.
(j) Disconnect shop air from test fixture and monitor leakage rate.
NOTE: The system shall not leak over a period of 5 minutes.
(k) If leaks are found inspect and tighten connections. If upon inspection and tightening leak
cannot be stopped, repair fuel cell per Repairing, above, or replace.
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2. Locking Fuel Cap

A. Disassembly
(1) Remove two screws on back of fuel cap.
(2) Remove screw which secures pawl to back of key lock assembly.
(3) Remove pawl from back of key lock assembly.
(4) Remove nut which secures key lock to cover.
(5) Slide lock, gasket and spring over back of key lock.
(6) Key lock may be removed by pushing key lock through cover.
B. Assembly
(1) Insert key lock through cover making certain that O-ring is installed under head of key lock.
(2) Slide spring, gasket and lock over back of key lock.
(3) Reinstall nut which secures key lock to cover.
(4) Attach pawl to back of lock assembly with screw previously removed.
Note: Apply Loctite 271 to the thread of the two screws previously removed from the back of
the fuel cap.
(5) Install screws in back of fuel cap.
Locking Fuel Cap Assembly

Figure 2
PAGE 6
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MAINTENANCE MANUAL
Distribution
1. Fuel Filter
Note: The fuel filter should be inspected at periodic intervals as explained in 12-10-00.
A. Removal
(1) Determine that the fuel selector valve lever is in the off position. Remove scoop and screen
from bottom of fuselage to gain access to the fuel filter.
(2) Drain remaining fuel from fuel filter by opening drain valve located on the side of the fuselage
just forward of the entrance step.
(3) Cut safety wire and remove acorn nut, remove bowl, safety nut and filter disc/cartridge
assembly.
B. Installation
(1) Install filter discs/cartridge assembly onto stud and secure with nuts. Install new gasket on top
of bowl assembly, place bowl in position on filter body and stud. Secure with washer and nut.
Torque as specified in “Figure 1” and safety.
(2) Safety nut to adjacent elbow.
(3) Determine that the drain valve on the side of the fuselage is closed and place the fuel selector
valve lever in the desired position. Replace screen and scoop on bottom of fuselage.
Fuel Filter Assembly

Figure 1
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MAINTENANCE MANUAL
C. Cleaning
(1) Clean filter discs/cartridge assembly and bowl thoroughly using acetone or other suitable dry
type cleaning solvent. Dry using a light blast of compressed air. Replace screen if any signs of
damage or deterioration are evident.
(2) Discard gasket and replace it with a new one at reassembly.
2. Fuel Selector Valve
CAUTION: NO FIELD disassembly or REPAIR OF FUEL SELECTOR VALVES IS AUTHORIZED.
Maintenance is limited to removal and replacement of the whole unit.
A. Removal
(1) The fuel selector valve need not be removed unless any of the following conditions exist:
(a) Failure of selector lever to seat in detent.
(b) Signs of leakage.
(c) Difficulty in moving fuel selector lever.
(2) To remove the fuel selector valve, remove rear seat and floor.
(3) Drain appropriate fuel tank. (Refer to 12-10-00, Fuel Tanks.)
(4) Disconnect control cable from valve selector lever. Disconnect fuel lines and mounting
hardware and remove fuel selector valve.
B. Installation
(1) Place fuel selector valve and attach it with the mounting hardware.
(2) Connect the fuel lines; connect control cable to the valve selector lever.
(3) Install the rear seat and floor.
(4) Be sure to refill the emptied fuel tank before returning aircraft to flight.
C. Leak Test
Remove fuel selector valve as described above.
(1) Connect the inlet port of the valve assembly to a 25 psi air source.
(2) Plug the right hand port and close the left hand port by placing the control lever to the right.
(3) Apply pressure to 25 psi. There shall be no evidence of leakage either through the port or
around the fitting and lever when submerged in kerosene or a similar petroleum base fluid for
30 seconds.
(4) Depressurize, remove the plug from the right hand port, place on left hand port and close right
hand port by placing the lever to left.
(5) Repeat Step (3).
(6) Disconnect and wipe fluid from exterior.
3. Cleaning Fuel System
A. To flush fuel cell and selector valve, disconnect the fuel line from the carburetor.
B. Select a fuel cell, turn on the electric pump and flush fuel through the system until the tank is empty.
Agitation of the fuel within the cell during this operation will help pick up and remove dirt and other
foreign matter from the fuel cell and selector valve.
C. Repeat this procedure for each fuel cell.
D. When both cells are flushed, clean fuel filter and fuel tank finger screens.
PAGE 2
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MAINTENANCE MANUAL
4. Fuel System Leak Check

(PIR-PPS60049-4, Rev. B)
A. Setup
(1) Ensure the fuel lines and components of the fuel system are readily accessible.
(2) Defuel the airplane prior to performing any of the following tests.
(3) A test fixture containing the following features is required to perform this test: (See “Figure 2” to
fabricate.)
• Two air filters
• Pressure Regulator
• Two fuel filler test caps each incorporating a 5 psi gauge and a shut-off valve
• Main pressure gauge (0–5 psi; marked red above 1.5 psi)
• Two main air supply shut-off valves
• One main air supply needle valve
• Manometer
• Manometer needle valve
• Flow meter (0–0.5 Standard Cubic Feet per Hour (SCFH))
• Two flow meter shut-off valves
(4) Ensure appropriate caps are available for closing open lines and vents.
(5) Apply bubble-testing liquid (P/N 279-246) to surfaces and fittings being checked for leaks.
B. Procedure
Note: As written, the following procedure tests the entire fuel system. With appropriate modification,
either the right or left side can be tested independently.
(1) Cap all fuel vent outlets on left and right wings.
(2) Verify fuel sump drain valves are in the closed position.
(3) On the test fixture ensure that the following valves are selected to the OFF position:
(a) #1 and #2 main air supply shut-off valves
(b) Manometer needle valve, valve #3
(c) Main air supply needle valve, valve #4
(d) Shut-off valve on each fuel test cap
(e) Both flow meter shut-off valves
(4) Disconnect the main fuel line forward of the firewall.
(5) Connect the left and right test fixture flow meter hoses to the appropriate main fuel lines at each
engine firewall.
(6) Select both Fuel Selector Valves to “ON”
(7) Install test unit fuel caps at the fuel filler port in each wing.
(8) Connect shop air to test fixture.
(9) Select the test fixture “Valve 2” and “Valve 3” to the “ON” position and using “Valve 1, slowly
pressurize the line to 1.0 psi minimum to 1.5 psi maximum.
NOTE: Monitor pressure on the main pressure gauge so as to not exceed 1.5 psi.
(10) Open both test cap shut-off valves. Slowly open “Valve 4” and monitor pressure on the main
pressure gauge. Monitor, close “Valve 1” immediately if pressure exceeds 1.5. Open flow meter
valves to bleed excess pressure.
NOTE: Care must be taken Not to exceed the 1.5 psi limit to prevent fuel cell damage.
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MAINTENANCE MANUAL
“0-5 PSI MAIN

#1 MAIN AIR PRESSURE GUAGE #3 MAIN AIR
SUPPLY
SUPPLY SHUT-OFF
SHUT-OFF
VALVE
VALVE
OFF
ON
ON
OFF
VALVE #3
MANOMETRE
NEEDLE VALVE
VALVE #4
MAIN AIR SUPPLY
NEEDLE VALVE
MANOMETER
RH FLOW
METER
LH FLOW SHUT-OFF
METER VALVE
SHUT-OFF
VALVE FLOW METER TO AMBIENT
LH FLOW
METER INLET
PRESSURE
SHOP AIR AIR AIR REGULATOR
FILTER FILTER
TO LEFT WING TO RIGHT WING

FUEL TEST CAP FUEL TEST CAP
Fuel System Leakage Check Test Fixture

Figure 2
PAGE 4
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MAINTENANCE MANUAL
(11) Select the test fixture “Valve 1” to the “OFF” position, “Valve 3” to the “OFF” position, then “Valve
2” to the “OFF” position.
(12) Disconnect shop air from test fixture and monitor leakage rate.
NOTE: No leakage should occur over a 5 minutes period.
If leaks are found, repair according to 28-10-00, Repairing. For other areas, if upon inspection
and tightening, leak cannot be stopped, component replacement is required.
(13) Slowly remove all fuel vent caps (LH & RH wing) and verify that the remaining fuel cell pressure
bleeds off thru each vent.
(14) Set the aircraft right and left fuel selectors to the “ON” position, (levers full forward). Move the
valves on the fuel cap adapters to the “OFF” positions and open “Valves 2 and 3”.
(a) Move the flow meter valve connected to the aircraft’s left firewall to the “ON” position, monitor
that the flow meter reads at least “0.5” SCFH, confirm the left tanks pressure gauge drops and
the right side is unchanged. Return flow valve to “OFF”.
(b) Move the flow meter valve connected to the aircraft’s right firewall to the “ON” position, monitor
that the flow meter reads at least “0.5” SCFH, confirm the right tanks pressure gauge drops
and the left side is unchanged. Return flow valve to “OFF”.
(15) Cross Flow Check
Set aircraft’s right and left fuel selectors to the “CROSS FEED” positions (levers full aft).
(a) Move the flow meter valve connected to the left firewall to the “ON” position, monitor that the
flow meter reads at least “0.5” SCFH, confirm that the aircraft’s right tank pressure gauge
drops and the left tanks gauge does not change. Position flow meter valve to “OFF” position.
(b) Move the flow meter valve connected to the right firewall to the “ON” position, monitor that
the flow meter reads at least “0.5” SCFH, confirm that the aircraft’s left tank pressure gauge
drops and the right tanks gauge does not change. Position flow meter valve to “OFF” position.
(16) Off Flow Check
Set the aircraft’s right and left selectors to the “OFF” positions (levers centered).
(a) Move the flow meter valve connected to the left firewall to the “ON” position and verify that
the flow meter reads no more than “0.0” SCFH.
(b) Move the flow meter valve connected to the right firewall to the “ON” position and varify that
the flow meter reads no more than “0.0” SCFH.
(17) Drain Flow Test
Move the aircraft’s fuel selectors to the “ON” positions.
(a) Press the left drain valve, (below baggage door) varify pressure in the left tank is decreasing.
(b) Press the right drain valve, (below baggage door) verify pressure in the right tank is
decreasing.
(18) Select the Fuel Selector Valves to “OFF” (inside fuselage).
(19) Push open each fuel sump drain valves (located underneath the LH and RH wings), and verify that
air flows outside fuel tanks. Close the fuel sump drain valves.
(20) Slowly remove all fuel vent caps (LH & RH wing) and varify that the remaining fuel cell pressure
bleeds thru each vent.
(21) Remove all test equipments and reconfigure aircraft fuel system to production configuration.
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MAINTENANCE MANUAL
5. Electric Fuel Pump

CAUTION: Do not run pump dry.
Two (2) electric fuel pumps are installed, one for each engine mounted on the forward web of the left and
right main wing spar (FS 106.63) at a position outboard of WS 53.75. (See “Figure 3”.)
A. Removal
(1) Remove access cover located on the bottom of the inboard wing.
(2) Remove the fuel lines from the pump, and disconnect the electrical wiring.
(3) Remove bolts holding pump in position and withdraw pump through access opening.
(4) Do not attempt to disassemble or repair fuel pump. If fuel pump proves to be defective it should
be replaced.
B. Installation
(1) Insert pump through access opening.
(2) Position pump and attach using bolts.
(3) Connect electrical wiring and fuel lines.
(4) Replace access cover.
PAGE 6
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MAINTENANCE MANUAL
6. Fuel Pump Coupling

A. Inspection
Some factory-installed fuel pump couplings may be subject to cracking. A cracked coupling may leak
fuel.
In S/N’s 4496001 through 4496302, for airplanes with the original fuel pump coupling installed on either
fuel pump, each 100 hours time-in-service conduct the following inspection.
Note: Replacement of all affected fuel pump couplings relieves this 100-hour repetitive inspection
requirement.
(1) Remove the access cover on the bottom of the inboard wing, just forward of the fuel pump.
(2) Visually examine the coupling (P/N 556-406) for cracks or signs of fuel leaks. (See “Figure 3”.)
(a) If the coupling shows no signs of cracks or leaks, reinstall access cover.
(b) If a crack or leak is discovered in any fuel pump coupling, replace it as shown below.
B. Replacement
(1) Verify that the applicable fuel selector valve is in the off position.
(2) Drain the remaining fuel in the fuel line: open the drain valve, located on the side of the fuselage
just forward of the entrance step, and allow all fuel to drain out.
(3) Remove and discard the factory-installed coupling.
(4) Prepare male threads on the electric fuel pump and the elbow for reassembly as follows:
(a) Clean the threads.
(b) Apply Loctite No. 567 PST sealant (procured locally) to male pipe threads.
CAUTION: Do not apply sealant to the first two threads of the fittings,
or allow sealant to enter into the fuel system.
(5) Install new coupling (Piper P/N 556-406) onto electric fuel pump. Hand tighten to a maximum of
five 3/4 (three-quarter) turns. Use a wrench to tighten an additional 1/4 (one-quarter) turn.
(6) Reinstall existing elbow onto new coupling. Hand tighten to a maximum of 5 ¾ turns, then use a
wrench to tighten an additional ¼ turn.
(7) Examine orientation of elbow relative to mating fuel line. If necessary, tighten elbow up to one
additional turn, in order to achieve proper alignment with mating fuel line.
Note: Do not place a wrench on the flats of the coupling at this step, so that as the elbow
rotates, the coupling is also free to rotate. This allows stresses to be equalized across
both ends of the coupling.
(8) Reinstall fuel line onto elbow.
(9) Perform a fuel system leak check.
(10) Reinstall access cover.
(11) Make a logbook entry indicating that you replaced the coupling.
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
A A
MAIN SPAR
ELECTRIC FUEL PUMP
ELBOW
UP
FWD
COUPLING (P/N 556-406)
VIEW A - A
RIGHT SIDE, VIEW LOOKING INBOARD
RIGHT SIDE SHOWN - LEFT SIDE OPPOSITE
Fuel Pump Coupling

Figure 3
PAGE
PAGE 28
Oct
Oct 5/16
5/16 28-20-00 28208
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MAINTENANCE MANUAL
Indicating
1. Standard Installation
(PIR-PPS60032-1, Rev. F.)
A. Fuel Quantity Sender Unit

The fuel cells in each nacelle are interconnected and have a total capacity of 110 gallons. Fuel
quantity sender units, mounted in each fuel cell, transmit electrically the quantity of fuel in each cell
to the fuel quantity gauges in the instrument panel. A dipstick in the side pocket of the cabin can
also be used to manually check the indicating system.
B. Fuel Quantity Sender/Gauge Check (Installed)
See “Figure 1”.
Note: This check is only valid for S/N’s 4496001–4496224 (less 4496174); and, S/N’s 4496291 and
up when equipped with electro-mechanical fuel gauges and 14-volt electrical system.
Fuel quantity sender units and fuel quantity gauges can be checked while mounted in the airplane
by using the following procedure:
(1) Put the fuel selector levers in the “ON” position. Completely drain fuel cell that relates to the
fuel quantity sender and gauge to be checked. (Refer to Draining Fuel System, 12-10-00.)
(2) Level airplane laterally. (Refer to Leveling, 8-20-00.)
Note: An external power supply providing 14 ± 0.2 volts should be utilized for the fuel Quantity
Sender/Gauge Check.
(3) With the master switch in the “OFF” position, 14 ± 0.2 volts DC applied to system, fuel selector
valves in the “ON” position, and no fuel in the tanks, the gauge needle should be centered on
the white dot to the left of the “O” radial mark, with a maximum deviation of 1/2 needle width.
Note: The cluster cover glass may be tapped or the aircraft jarred to reduce gauge internal
friction error.
Note: If the needle is not within tolerance at the 0 radial, adjust the “NULL” potentiometer to
bring the needle within tolerance. If the needle is not within tolerance at the F radial,
adjust the “GAIN” potentiometer to bring the needle to within tolerance.
If tolerance cannot be achieved, the gauge should be replaced.
Chart 1
Fuel Quantity Analog Gauge / Sender Tolerances
Total Fuel Sender Tolerance
[Side Being Tested] Resistance (Ohms) Required Gauge (Plus or Minus)
Gallons Reading Needle Widths
1.5* 9 0 -1/2
21.5 54 20 ±1
41.5 84 40 ±1
FULL 95 F ±1
*Includes 0.5 gallons to fill lines, gascolator and carburetor.
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(4) Add fuel to the tanks in accordance with the information given in “Chart 1”, until tanks are full.
Observe the gauge reading at each 10 gallon increment. To reduce internal gauge friction tap
the gauge.
(5) With the tanks full the needle should be centered on the “F” radial mark within ± 1 needle width. If
not within this tolerance adjust (refer to Figure 1), just sufficiently to bring it within tolerance – do
not center the needle.
Fuel Gauge
Figure 1
PAGE 2
Oct 5/16 28-40-00 28402
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MAINTENANCE MANUAL
C. Fuel Pressure Gauge Check

See “Figure 2”.
(1) With electrical power off, the fuel pressure gauge shall indicate the dot ± 1/2 needle width.
(2) Apply positive 14V DC to the electrical buss. Each needle should move to a position below the
red line at 1/2 lb. per sq. in.
(3) Place the electrical fuel pump switches in the “ON” position. With fuel in the tanks, the gauge
should indicate between the 1/2 and 8 PSI radial lines.
Fuel Pressure Gauge and Calibration

Figure 2
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MAINTENANCE MANUAL
2. Avidyne Entegra Installation (Optional)

(PIR-PPS60224, Rev A.)
Fuel Quantity Calibration

In S/N’s 4496174; 4496224 and up, with the optional Avidyne Entegra installed, fuel quantity
information is collected by the DAU and displayed on the MFD. Whenever the MFD, DAU or any
fuel sender is replaced, calibrate the Fuel Quantity Indicator as follows:
Note: If the fuel quantity calibration data stored in the original MFD was copied and reloaded into the
new or replacement MFD, recalibration of the fuel quantity indicating system is not required
when an MFD is replaced.
(1) Level the aircraft per the aircraft leveling instructions in 8-20-00.
(2) Drain the fuel system per 12-10-00.
(3) Apply power to the airplane per 24-40-00.
(4) From the MFD maintenance page, depress the line select key (L4) to access the Engine Setup
Page.
(5) Depress the Fuel Cal button (L1) to enter the Fuel Calibration Page.
(6) Depress “Begin Cal” button (R3) and follow the on-screen calibration procedure for left & right
tank zero fuel and full fuel calibration points. (See “Chart 2”.)
(7) 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 2.5 gallons (6.5 gallons if MFD software P/N 530-00185-010 or later
is installed) of the test point value, a message “DAU Reported Fuel Value Out of Tolerance” will
be presented and the value will not be accepted.
(8) 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.
(9) Other options from the Calibration Underway state are to “Restore Last Cal” and “Clear Cal.”
(a) Pressing “Restore Last Cal” causes the calibration values from the last completed calibration
to be restored and the state to change to Calibrated.
(b) Pressing “Clear Cal” causes all calibration values to be cleared and the state to change to
“Not Calibrated.” An “Are You Sure?” prompt will give the operator a chance to reconsider
the decision to either “Restore Last Cal” or “Clear Cal.”
(10) 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 fifty-
four (54) gallons usable fuel for the respective empty and full calibration points. However,
the appropriate zero and full will be displayed on the MFD in normal operation mode (not
maintenance set-up).
Chart 2
fuel calibration
Quantity Unusable Fuel
ZERO FUEL 1.0 + .1; -0 Gallon unusable fuel
FULL FUEL 54 + 0; -1 gallon unusable fuel
PAGE 4
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MAINTENANCE MANUAL
(11) Verify DAU Status Box reads: DAU(s) configured for Piper PA-44-180 (Seminole).
(12) Verify Calibration Status Box reads:
“Left Fuel Tank: Calibrated”
“Right Fuel Tank: Calibrated”
3. Garmin G1000 Installation (Optional)
(PIR-PPS55035, Rev C., PIR-107892 B., PIR-108043 Rev. 1)
The Garmin G1000 Integrated Avionics System is available in S/N’s 4496331, 4496339 and up. When
installed, raw fuel quantity data from the fuel senders is sent to the #1 GIA 63W. The data then is fed
through the PFD and the Fuel Quantity Indication is displayed on the Multi-Function Display (MFD).
A. Fuel Tank Calibration
(1) Level the aircraft to within ± 0.25 degrees laterally and longitudinally per 8-20-00 and ensure the
wing tanks are completely empty (12-10-00).
NOTE: If the squat switches are deactivated due to jacking of aircraft, pull the GEAR PUMP
circuit breaker prior to performing the fuel tank calibration.
NOTE: The large FMS Knob changes Groups and the small FMS knob changes Pages within a
Group.
(2) Apply power to the airplane per 24-40-00.
(3) Start the PFD and MFD in the configuration mode by holding the ENT key on the PFD, and the
far right softkey on the MFD while applying power.
NOTE: The G1000 System must be powered for three minutes before proceeding.
(4) Add unusable fuel to each wing (one (1) US gal. per side).
(5) After 5 minutes, select the ‘CAL’ group, then select ‘FUEL CALIBRATION’ page on the ‘PFD’.
(6) Unlock the page by pressing softkeys 12 (far right softkey), 11, 10, 9 in sequence.
(7) Verify the ‘CALIBRATION VALUE’ indication for the left tank is stable before proceeding.
(8) Press the ‘RAW DATA’ softkey to de-select the scale function.
(9) Press the ‘EMPTY’ softkey. Press the ‘ENT’ key to acknowledge the prompt after the ‘EMPTY’
softkey is pressed.
(10) Verify the “ACTUAL QUANTITY” shown in the “CALIBRATION TABLE” in the lower right corner of
the screen shows 0 (zero) gallons.
(11) Press the ‘TNK SEL’ softkey.
(12) Rotate the small FMS knob to generate a pick list and select the right tank.
(13) Press the ‘ENT’ key.
(14) Repeat steps (7) thru (10) for the right tank.
NOTE: For actual fuel quantity entries, the large FMS knob moves the cursor. The small FMS
knob changes the digits.
(15) Add 14 gallons of fuel to each wing.
(16) After at least 5 minutes, Verify the ‘CALIBRATION VALUE’ indication for the right tank is stable
before proceeding.
(17) Press the ‘FUEL QTY’ softkey.
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(18) Enter 14 gallons for ‘ACTUAL FUEL QUANTITY’. Press the ‘ENT’ key to accept.
(19) Press ‘ENT’ Key again to calibrate.
the screen shows 14 gallons.
(22) Rotate the small FMS knob to generate a pick list and select the left tank.
(24) Repeat steps (16) thru (20) for the left tank.
(26) After at least 5 minutes, Verify the ‘CALIBRATION VALUE’ indication for the left tank is stable
before proceeding.
the screen shows 28 gallons.
(35) Add 14 gallons of fuel to the wing.
(36) After at least 5 minutes, Verify the ‘CALIBRATION VALUE’ indication for the right tank is stable
before proceeding.
(40) Verify the “ACTUAL QUANTITY” shown in the “CALIBRATION TABLE” in the lower right corner
of the screen shows 45 gallons.
(42) Rotate the small FMS knob to generate a pick list and select the left tank.
(44) Repeat steps (36) thru (40) for the left tank.
(46) After at least 5 minutes, Verify the ‘CALIBRATION VALUE’ indication for the left tank is stable
before proceeding.
(47) Press the ‘FULL’ softkey. Press the ‘ENT’ key to acknowledge the prompt after the ‘FULL’ softkey
is pressed
(48) Verify the “ACTUAL QUANTITY” shown in the “CALIBRATION TABLE” in the lower right corner
of the screen shows 54 gallons.
PAGE 6
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MAINTENANCE MANUAL
B. Fuel Quantity Accuracy Check

NOTE: If an aircraft fails this check, troubleshoot to determine cause and corrective action and repeat
the fuel calibration, above, and this accuracy check.
(1) Level aircraft and ensure the wing tanks are completely empty.
(2) Pull BATT circuit breaker. Reset BATT circuit breaker.
(3) At MFD splash screen press softkeys in the following sequence: 1, 2, 3, 1. Then press the far
right softkey.
(4) Verify Maintenance Mode advisory message on PFD.
(5) Defeat both squat switches.
(6) Add unusable fuel to the wings (1 US gal per side) and allow to stabilize (5 min.).
(7) Verify the Garmin fuel indicator shows left and right fuel quantities at zero (0) gal.
(8) Verify fuel quantity gage digits are RED and “L FUEL QTY” and “R FUEL QTY” warning CAS
messages are displayed.
(9) Add six (6) gal of fuel to the each wing and verify the corresponding reading on the Garmin
system is within +/- 4 gal per side (+/- 8 gal total).
(10) Verify fuel quantity gage digits turn from RED to YELLOW and “L FUEL QTY” and “R FUEL QTY”
warning CAS message are extinguished upon reaching >5 gal of fuel per side. “L FUEL QTY”
and “R FUEL QTY” caution CAS messages shall annunciate 10 seconds after reaching >5 gal
on the respective side.
(11) Add five (5) gal of fuel to the each wing and verify the corresponding reading on the Garmin
(12) Verify fuel quantity gage digits turn GREEN and “L FUEL QTY” and “R FUEL QTY” caution CAS
messages are extinguished upon reaching >10 gal of fuel per side.
(13) Add seven (7) gal of fuel to the each wing and verify the corresponding reading on the Garmin
(14) Continue adding fuel in nine (9) gal increments (total of 4 more increments) and verify the
corresponding reading on the Garmin system is within +/- 4 gal per side (+/- 8 gal total).
(15) If quantity readings at all intervals are within limits, then fuel accuracy check is complete..
(16) Re-enable squat switches.
C. Calibration Table Delete/Edit
This procedure can be used to edit or delete an existing calibration point within the calibration table.
(1) Press the CAL TBL softkey.
(2) Scroll down to the entry to edited or deleted.
(3) To edit the entry press the EDIT softkey. Fill the selected tank to the level of the selected entry.
Allow the CALIBRATION VALUE to stabilize.
(4) Press enter and confirm you want to overwrite the existing calibration point.
(5) To delete the entry press the DELETE softkey.
(6) Press and confirm you want to delete the calibration point.
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MAINTENANCE MANUAL
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MAINTENANCE MANUAL
CHAPTER
29
Hydraulic Power
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
29-ii
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 29
CHAPTER CHAPTER


2 Oct 5/16
29-00-00 1 Oct 5/16

2 Oct 5/16
3 Oct 5/16
4 Oct 5/16
29-10-00 1 Oct 5/16

2 Oct 5/16
3 Oct 5/16
4 Oct 5/16
5 Oct 5/16
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PAGE 2
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MAINTENANCE MANUAL
Chapter 29 - Hydraulic Power
TABLE OF CONTENTS
General 29-00-00 1
Description 1
Troubleshooting 3
Main 29-10-00 1
Hydraulic Pump 1
Removal 1
Installation 1
Field Service 2
Hydraulic Pump and Bracket/Pump Mount 2
Disassembly 2
Assembly 2
Motor Assembly and Pump-Adapter 2
Disassembly 2
Assembly 2
Reservoir and Pump-Adapter 5
Disassembly 5
Assembly 5
Hydraulic Lines 5
Testing Hydraulic System 5
Servicing Hydraulic Pump/Reservoir 5
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Chapter 29 - Hydraulic Power
PAGE 2 1
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General
The airplane is equipped with an Oildyne hydraulic pump.
Note: The appropriate source for identifying the correct part number of a component used on these
airplanes is the applicable Piper parts catalog.
The hydraulic components covered in this chapter consist of the combination hydraulic pump and reservoir,
and hydraulic lines. See 32-30-00 for the landing gear free fall valve and actuating cylinders. The brake
system, although hydraulically operated, is not included in this chapter as it has its own hydraulic system
independent of the gear retraction system. Refer to 32-40-00 for information on the brake system.
CAUTION: Prior to starting any investigation of the hydraulic system, place the
airplane on jacks (Refer to Jacking, 7-10-00).
1. Description
Hydraulic fluid to the landing gear actuating cylinders (see 32-30-00) is supplied by an electrically powered
reversible pump located in the aft fuselage on a shelf between stations 156 and 191. A reservoir is an
integral part of the pump. The pump is controlled by a selector switch on the instrument panel to the left of
the control quadrant. As the switch is placed in either the up or down position, the pump directs fluid through
the particular pressure line to each individual actuating cylinder. Both lines serve either as pressure or return
passages depending on the rotation of the pump to retract or extend the gear. (Refer to “Figure 1”.)
A pressure switch is installed on a cross fitting connected to the pump mount assembly. During retraction
the pressure switch is the primary means to shut down the pump. This switch opens the electrical circuit
to the pump solenoid when the gear fully retracts and the pressure in the system increases to 1800 ± 100
psi. The switch will continue to hold the circuit open until pressure in the system drops to 200 to 400 psi.
At that time the pump will again operate to build up pressure as long as the gear selector handle is in the
up position. The down position of the selector does not affect the pressure switch. (For specific pressure
refer to “Chart 1”.)
The hydraulic pump is a gear type unit driven by a 14-volt or 28-volt reversible motor designed to operate
in a pressure range as given in “Chart 1”. To prevent excessive buildup of pressure in the hydraulic system
due to expansion, a thermal relief valve is incorporated in the pump. The pump’s relief valve opens at
3,000 ± 200 to 300 psi. Other valves in the pump channel fluid to the proper outlet during retraction or
extension of the gear. A shuttle valve located in the base of the pump allows fluid displaced by the cylinder
pistons to return to the reservoir without back pressure. (For specific pressures refer to “Chart 1”.)
Also in the system is a bypass or free-fall valve (see 32-20-00), operated by the emergency gear release
knob, that releases hydraulic pressure to permit the gear to free fall, with spring assistance on the nose
gear, should a malfunction in the pump system occur. The knob must be pulled out for emergency extension.
To prevent the gear from extending too fast, there is a special restriction elbow on the nose gear retraction
line. The knob must be pushed in when the hydraulic system operational checks are being conducted. The
emergency gear knob is located on the instrument panel to the left of the control quadrants.
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Schematic Diagram of Hydraulic System

Figure 1
PAGE 2 3
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2. Troubleshooting
CAUTION: to prevent the buildup of unnecessary pressure on the actuating
cylinders and connecting hydraulic lines, when the gear is raised
or lowered manually With the airplane on jacks, pull the emergency
GEAR RELEASE knob out. Failure to comply with this procedure could
result in the buildup of sufficient pressure to unlock the down lock,
allowing the gear to collapse when the wing jacks are removed. Prior
to removing the airplane from the jacks, push the emergency extension
knob in, turn the master switch on, and select gear down. observe that
aLL three green lights are energized, indicating that the landing gears
are down and locked. Turn the master switch off.
If trouble develops in the landing gear, place the airplane on jacks (refer to Jacking, 7-10-00), and proceed
to find the cause of the trouble. A hydraulic system operational check may be conducted using “Figure 1”or
29-10-00, ”Figure 2” and the Landing Gear Retraction System Functional Test, 32-30-00. When the trouble
has been recognized, the first step is to isolate the cause. After isolation of a particular cause or problem,
refer to the individual Chapter pertaining to that subject matter, i.e., for Landing Gear, see 32-30-00.
Hydraulic system troubles are not always traceable to one cause. A malfunction may be the result of more
than one trouble in the system. Start with the most obvious and most probable reasons for the trouble,
check each possibility and, by process of elimination, isolate the fault.
Chart 1
Leading Particulars, Hydraulic System
Piper P/N 38998-005 (14 VDC) / 38998-007 (28 VDC)

Hydraulic Pump Oildyne Pump
High Pressure 2400 ± 200 psi
Low Pressure 500 ± 100 psi
Flow Rate @ 1000 psi 60 cu. in. per min.
Hydraulic Fluid MIL-PRF-5606
Thermal Relief Valve 3000 + 500, - 0 psi
Shuttle Valve Delivered Pressure 400–800 psi
Pressure Switch
Open (OFF) Pressure 1800 ± 100 psi
Close (ON) Pressure 300 ± 100 psi
Electrical Characteristics
Voltage 14 VDC / 28 VDC
Rotation Reversible
Polarity Negative ground
Operating Current 18 amps, max (both rotations) / 25 amps, max
Operating Time 5–10 sec. (current load = 100 amps @ 77° F)
Overload Protection Thermal circuit breaker
Automatic Reset Time 12 seconds, max.
Location, Automatic Reset Commutator end head of motor
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Main
publications.)
1. Hydraulic Pump
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.
Note: The appropriate source for identifying the correct part number of a component used on these
airplanes is the applicable Piper parts catalog.
A. Removal
The hydraulic pump with reservoir incorporated is located in the aft section of the fuselage between
stations 156 and 191. Access to the pump is through the access panel in the baggage compartment.
(1) Remove the cabin rear access cover.
(2) Disconnect the three knife connectors that attach the black, blue, and green forward and reverse
harness wires.
(3) Disconnect and plug the UP and DOWN pressure hydraulic lines from pump mount. Cap the
lines.
(4) Remove the three each mounting bolts and washers securing pump mount to deck.
(5) Lift assembly from airplane.
B. Installation
(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 the cabin rear access cover.
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C. Field Service
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.
Field service of the hydraulic pump is limited to removal, cleaning and inspecting the hydraulic fluid
reservoir.
Oildyne pump includes a dipstick to check the quantity of hydraulic fluid in the reservoir. Replenish
only with MIL-PRF-5606 petroleum base hydraulic fluid.
(1) Hydraulic Pump and Bracket/Pump Mount
(a) Disassembly
1) Remove safety wire securing two bolts that attach bracket to pump.
2) Remove the two bolts and washers.
3) Separate pump assembly from bracket.
(b) Assembly
1) If bracket was removed from was removed from pump mount, install bracket to Piper
pump mount with four MS24693-S298 screws.
2) Position pump assembly on bracket so that tapped holes in adapter align with bolt
holes on bracket.
3) Install two AN960-616 washers and two MS20074-06-05 bolts to secure pump
assembly to bracket.
4) Safety bolts with MS20995-C41 wire.
(2) Motor Assembly and Pump-Adapter
(a) Disassembly
1) Remove two each mounting bolts on flange of motor assembly and separate the motor
assembly from the pump.
2) Remove coupling and O-ring and discard.
Note: New O-ring and coupling are included in replacement motor assembly.
(b) Assembly
1) Locate the replacement O-ring and coupling.
2) Place the coupling and O-ring into position between the motor assembly and pump-
adapter assembly.
3) Apply light coating of Loctite No. 567 PST (Piper Code Number 179-771) in back of the
first two threads of mounting bolts.
4) Positioning the two units in place, install two each mounting bolts through the flange of
the motor assembly and into the pump-assembly housing.
5) Torque bolts to 15-20 in. lbs.
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Hydraulic Pump
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Hydraulic Pump
PAGE 4 5
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(3) Reservoir and Pump-Adapter

(a) Disassembly
CAUTION: DO NOT DISASSEMBLE PUMP ASSEMBLY FROM ADAPTER ASSEMBLY.
DAMAGE TO VALVES AND PRESSURE SETTINGS, WHICH ARE NON-
ADJUSTABLE, WILL OCCUR.
1) Remove screw and O-ring securing the reservoir to the adapter assembly.
2) Remove reservoir and reservoir seal.
3) When replacing reservoir, remove the cushion pad. It will have to be bonded to the new
reservoir base using Scotch Grip 2210 or Contact Adhesive B-10161 rubber cement.
(b) Assembly
1) Locate the cushion pad and bond it to the bottom surface of the reservoir using Scotch
Grip 2210, or Contact Adhesive B-10161 rubber cement.
2) Position the reservoir seal between the reservoir and the adapter assembly.
3) Locate the O-ring and bolt that secures the reservoir to the pump-adapter assembly
and apply a light coating of Loctite No. 567 PST (Piper Code Number 179-771) in back
of first two bolt threads.
4) Position the O-ring on the bolt, and install it through the reservoir and into the pump-
adapter securing the reservoir.
5) Tighten this bolt to a torque value of 40 - 50 inch-pounds.
2. Hydraulic Lines
Removal and Installation
Remove a damaged hydraulic line by disconnecting the fitting at each end and by disconnecting where
secured by brackets. Refer to “Figure 2” as an aid in the location of attaching brackets and bends in
the lines. Provide a small container for draining the line. Install a new or repaired line. See 32-30-00 for
procedure to fill and purge the system.
3. Testing Hydraulic System
After performing any service on the hydraulic system, test the system to assure its proper function. See
Gear Retraction System - Functional Test, 32-30-00.
4. Servicing Hydraulic Pump/Reservoir
CAUTION: The pump must have the dipstick loosened 1 1/2 turns to properly vent it.
The fluid level of the reservoir of the combination pump and reservoir should be checked every 50 hours
by checking the dipstick indication. Access to the pump is through the access panel in the aft wall of the
baggage compartment.
Should the fluid level be low, add fluid, MIL-H-5605A, and return the dipstick. After tightening the dipstick,
loosen it 1 1/2 turns to allow the reservoir to vent.
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Hydraulic Lines Installation

Figure 2
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CHAPTER
30
ICE AND RAIN
PROTECTION
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Chapter 30 - Ice and Rain Protection
TABLE OF CONTENTS
Pitot and Static 30-30-00 1

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Pitot and Static
The heated pitot head is located on the undersurface of the left wing. It is controlled by an ON/OFF type
switch labeled PITOT HEAT which is located on the switch panel to the left of the pilot. The heated pitot
head has a circuit breaker located in the circuit breaker panel and labeled PITOT HEAT. (Refer to “Figure 1”.)
Heated Pitot Installation

Figure 1
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CHAPTER
31
INDICATING /
RECORDING
SYSTEMS
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Chapter 31 - Indicating / Recording Systems
TABLE OF CONTENTS
Independent Instruments 31-20-00 1

Carbon Monoxide (CO) Dectector 1
Operation 1
Service Life 1
Crew Alerts 1
Unit Failure 1
Inspection 1
Removal 3
Installation 3
Recorders 31-30-00 1
Vision 1000 Flight Data Monitoring System 1
Vision 1000 Unit 1
Removal 1
Installation 1
GPS Antenna 1
Removal 1
Installation 4
Function Test 4
Configuration 4
Required Equipment 4
Procedure 6
Built-in-Test (BIT): 6
Downloadable Software 7
Hobbs Meter 9
Standard, Avidyne Entegra, or Garmin G500 Equipped Airplanes 9
Engine Hour Meter 9
Removal 9
Installation 9
Flight Time Meter 9
Garmin G1000 Equipped Airplanes - S/N’s 4496331, 4496339 thru 4496394, and 4496396 12
Hour Meter (Electro-Mechanical) 12
Flight Time Meter 12
Hour Meter (MFD “Tach Time” Display) 12
Garmin G1000 Equipped Airplanes - S/N’s 4496395, 4496397 and up 13
Hour Meter (Electro-Mechanical) 13
Flight Time Meter 13
Hour Meter (MFD “Tach Time” Display) 13
Billing Hour Meter (Electro-Mechanical) (Optional) 13

Oct 5/16
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Chapter 31 - Indicating / Recording Systems
Central Warning System 31-50-00 1

Annunciator Panel 1
Standard 1
Optional 1
Troubleshooting 1
Light Bulb Replacement 1
Annunciation Garmin G1000 4
Visual 4
Aural Alerts 4
Troubleshooting 4
PAGE 2
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Independent Instruments
Warning: If the PFD displays ‘CO DET SRVC’ in the messages window, the CO Detector
has reached the end of its service life and must be replaced.
Warning: If the PFD displays ‘CO DET FAIL’ in the messages window, the CO Detector
maybe defective. See “Unit Failure”, below.
Carbon Monoxide (CO) Dectector
A Carbon Monoxide (CO) Detector is available in S/N’s 4496395, 4496397 and up. It is designed to detect,
measure, and provide a visual alert to the crew of reciprocating engine type aircraft before the cockpit level
of carbon monoxide (CO) reaches a critical level.
When installed, the detector is mounted under the instrument panel to the left sidewall bracket just aft of
the firewall. RS-232 data from the detector is transmitted to the GIA 63W No. 1 where it is processed and
forwarded to the MFD which displays CO Level in the EIS strip. There is a ‘CO RST’ softkey on the engine
page to reset the CO detector.
A. Operation
(1) Service Life
The CO Detector has a service life of seven (7) years. Upon reaching seven (7) years time-in-
service, the PFD will display the following system message in the messages window: ‘CO DET
SRVC’. At that time, replace the CO Detector.
(2) Crew Alerts
CO Level is displayed in the MFD EIS strip as ‘CO PPM XX’. There is a three-minute delay
at startup to stabilize the sensor before the unit will accurately sense CO levels.
(a) If CO PPM ≥ 200, then title and digits are RED. And the RED CAS Alert Message ‘CO LVL
HIGH’ appears on the MFD.
(b) If CO PPM ≥ 50 AND < 200, then title and digits are AMBER. And the AMBER CAS Alert
Message ‘CO LVL HIGH’ appears on the MFD.
(c) Otherwise, title is white and digits are GREEN.
Note: The carbon monoxide alarm level is calibrated to provide a visual alert within 5
minutes or less whenever the carbon monoxide level reaches 50 parts per million
(PPM) by volume or greater per TSO C48A. The warning time is shortened at
higher levels of CO concentrations and becomes approximately instant should the
carbon monoxide level reach 400 parts per million by volume (PPM) or greater.
(3) Unit Failure
If the unit fails, the PFD will display the following system message in the messages window: ‘CO
DET FAIL’.
(a) In case of a failure indication, attempt to clear the failure condition by resetting the CO
Detector. Press the ‘CO RST’ softkey on the engine page.
(b) If the failure condition continues after reset, cycle the CO Detector power by pulling and
resetting the CO Detector circuit breaker. Wait three minutes for the sensor to stabilize.
(c) If the failure condition continues after softkey reset and cycling the power to the unit, replace
the CO Detector.
B. Inspection
The carbon monoxide detector requires no periodic servicing or maintenance. At every power up the
system performs a self-diagnostic check. If the unit fails, the PFD will display the following system
message in the messages window: ‘CO DET FAIL’. See “Unit Failure”, above.
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108040 REV A
GIA #1 63W
1P603
HARNESS ASSY
CO DETECTOR
(GIA #1)
317
SEE
DETAIL G WIRE ASSY HARNESS ASSY SEE
P/J350A
CO DETECTOR CO DETECTOR VIEW F-F
LOOKING AFT
GB12
HARNESS ASSY
BUS BAR
J1 HARNESS
CIRCUIT
BREAKER
317
BRACKET ASSY
STRAP (A/R) SIDEWALL
C C
CO DETECTOR
ANGLE-CO MONITOR
CB317A22
DETAIL G VIEW F - F
LHS LOOKING OUTBOARD
ANGLE-CO MONITOR
SCREW
3 PLACES
OPENING FOR AIRFLOW
VIEW C-C
BOTTOM OF CO-DETECTOR BRACKET
CO Detector
Figure 1
PAGE 2
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C. Removal
See “Figure 1”.
(1) Turn the master switch OFF.
(2) Disconnect the negative (ground) cable from the main battery. Disconnect the P615 connector
from the emergency battery.
(3) Disconnect the electrical harness from the CO detector unit.
(4) Remove three scews and remove unit from its mounting angle.
D. Installation
(1) Position the CO detector unit on its mounting angle and secure with three screws.
(2) Connect the electrical harness to the CO detector unit.
(3) Connect the P615 connector to the emergency battery.
(4) Connect the negative (ground) cable to the main battery.
(5) Turn the master switch ON.
(6) Start the MFD and PFD normally. Verify ‘CO PPM XX’ appears in the EIS strip on the MFD
and no CO detector system messages appear in the PFD messages window.
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Recorders
1. Vision 1000 Flight Data Monitoring System

In S/N’s 4496339 and up, the Appareo Systems Vision 1000 Flight Data
Monitoring System may be installed. This system gathers data from global
positioning, image capturing, flight attitude acquisition and ambient audio
recording to provide high fidelity information regarding aircraft movement
through space. Data collected is written in two locations in real time. One
location is in a protected back up internal memory and the other a removable
SD card.
The installation consists of a Vision 1000 camera/recorder unit and a GPS
antenna. An instrument panel mounted intercom system connected to
passenger/copilot mic and phone jacks with an integral push to transmit
button is also installed (see 23-50-00). That system is wired to give the pilot
transmit priority over the passengers/copilot.
A. Vision 1000 Unit
The Vision 1000 unit is mounted just aft of the co-pilot’s head, to the
right of the airplane centerline at F.S. 108.168. See “Figure 2”. Vision 1000 Unit
Figure 1
(1) Removal
(b) Disconnect the GPS antenna coax cable from the coax connector and the harness from the
P1 Port.
(c) Remove nut, bolt, and two spacers and remove Vision 1000 unit.
(2) Installation
(a) Position Vision 1000 unit with clamping plate properly engaged and secure unit with bolt,
nut, and two spacers.
(b) Connect the GPS antenna coax cable to the coax connector and the harness to the P1 Port.
(c) If the Vision 1000 unit installed is a new or replacement unit, configure it per Configuration,
below.
Note: Document installation of a new or replacement unit with an appropriate logbook
entry.
(d) Conduct Function Test, below.
B. GPS Antenna
The Vision 1000 GPS antenna is mounted to a bracket just above the cowl deck cover and to the right
of the windshield center post. See “Figure 2”.
(1) Removal
(b) Behind the instrument panel and under the cowl deck, disconnect the SMB Connector in the
GPS antenna coax cable.
(c) Loosen the jam screw on the antenna mounting bracket sufficient to disengage the mounting
bracket hooks from the cowl deck.
(d) Remove the antenna and mounting bracket, taking care to feed the coax cable pigtail out
through the gap between the cowl deck and the windshield hat assembly.
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107422 1/2 A
F.S.
108.168
VISION 1000 UNIT

(SEE SHEET 2)
A
FRESH AIR VENT
GPS ANTENNA
LOOKING DOWN
BRACKET
GPS ANTENNA
VISION 1000 UNIT

ACRYLIC
(SEE SHEET 2)
FOAM TAPE
JAM
WINDSHIELD HAT ASSEMBLY SCREW
COWL DECK
HOOKS
BRACKET
COAX
VIEW A-A
LOOKING AFT
Effectivity Vision 1000 System Installation (Optional)

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107422 3 A
BRACKET
CAMERA MOUNT COVER
CLAMPING PLATE
NUT
BRACKET
WASHER
BOLT
SCREW
WASHER
(2 PLACES)
BOLT
(2 PLACES)
E1 PORT (ETHERNET)
P1 PORT (POWER)
GPS ANTENNA COAX CONNECTOR
SPACER
(2 PLACES)
VISION 1000 UNIT
Vision 1000 System Installation (Optional) Effectivity

Figure 2 (Sheet 2 of 2) 4496339 and up
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(2) Installation
(a) If replacing the antenna:
1) Separate the old antenna from the bracket with a knife.
2) Clean the double-stick foam tape residue from the bracket with an appropriate solvent
such as Goo Gone.
3) Install the new antenna to the bracket with 3M VHB Foam Tape No. 5962 sufficient to
cover the full footprint of the antenna.
(b) Feed the coax cable pigtail down through the gap between the cowl deck and the windshield
hat assembly.
(c) Engage the mounting bracket hooks over the inboard end of the cowl deck adjacent to the
windshield hat assembly and secure with the jam screw.
(d) Behind the instrument panel and under the cowl deck, connect the GPS antenna coax cable
at the SMB Connector.
(e) Perform Function Test, below.
C. Function Test
Conduct the functional test in an area where the airplane has an unimpeded view of the sky, so that
a proper GPS fix can be established.
(1) Connect power to the aircraft.
(2) Ensure the Avionics Master Switch is ON.
(3) Open the SD access door.
Push SD door latch to the side and swing card door open.
(4) Insert SD card.
(a) Place SD card vertically into the SD slot with the contacts facing forward.
(b) Push SD card into the Vision 1000 unit until it is recessed into the enclosure and release.
The card should return a flush position.
(5) Observe LED, blue LED should be on continuously until unit has booted.
(a) Solid Green LED indicates that the system has booted and is functioning.
(b) If a solid Yellow LED is seen, refer to “Chart 1”.
(6) Close the card door and latch shut.
(7) Remove power from aircraft.
D. Configuration
(PIR-107822, Rev. A.)
When installing a new or replacement Vision 1000 Unit, it must be configured per the following
procedure.
(1) Required Equipment
(a) Configuration Tool Software (see “E. Downloadable Software”, below).
(b) Windows Laptop Computer
(c) Appareo System’s Ethernet Cord, P/N 153560-000004.
PAGE 4
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Chart 1
Vision 1000 LED Status
Item LED Status Configuration

1 Red Contact Appareo Systems.
2 Blue Booting.
3 Green Operating.
4 Yellow SD card not inserted: insert SD card and verify Green LED
SD card not formatted correctly: format SD to NTSF, verify
Green LED
GPS lock not received: Allow 15 minutes to clear, if problem
persists contact Appareo Systems.
5 NO LED Make sure fuse is not blown: replace fuse
Make sure avionics master switch is on
Make sure avionics bus circuit breaker is closed
Check power harness for continuity
If all checks pass and LED is still not functioning, contact
Appareo Systems.
Vision 1000 Unit Details Effectivity

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(2) Procedure
The Vision 1000 must be powered ON during configuration.
(a) Connect a laptop to the Vision 1000 Unit:
1) Turn ON aircraft power and avionics master.
2) While the Vision 1000 is starting up, a blue LED located behind the SD card door will
illuminate. After it has finished its start up, the LED will switch to green.
3) Once the LED has been green for approximately two (2) minutes, you may proceed.
4) Insert the appropriate end of the Ethernet cord into the computer’s Ethernet port.
Caution: Pins on the Ethernet cord and port may bend if the
Ethernet cord is not handled properly. Ensure the
white dot of the Ethernet cord lines up with the white
dot on the E1 jack on the back of the Vision 1000 unit.
5) Connect the other end of the Ethernet cord to the Vision 1000 E1 port, as shown in
“Figure 3”.
(b) Log in to the Vision 1000 configuration tool:
Note: The Configuration Tool can be obtained as specified under Downloadable Software,
below.
1) Open Vision 1000 configuration tool on laptop.
2) Ensure the configuration tool is connected to a Vision 1000 and the Vision 1000 is
powered ON (the status LED will be solid green if the Vision 1000 is powered on).
3) Wait until the Vision 1000 status orb is green and has the text “Device Connected” (top
left corner).
4) Ensure that “Operator” is selected in the role field.
5) Type the password in the Password field. (Password = h2StAste .) (Password is case
sensitive and cannot be altered.)
Note: Once logged in, you will have a live streaming image.
(c) Built-in-Test (BIT):
1) Select BIT tab on application screen.
2) Select “Start Built In Test” and ensure all tests pass.
a) SD card must be inserted.
b) Aircraft must be located where GPS signal can be received.
3) Overall status (top right of BIT screen) indicates:
a) all the BITs have passed (displays a green orb with the text “pass”),
b) a field-serviceable BIT has failed (displays a yellow orb with the text “warning”)
c) one of the non-serviceable BITs have failed (displays a red orb with the text “fail”).
Note: If either b) or c), contact Appareo Systems.
(d) Configure the IMU Zero Point:
1) Level the airplane per 8-20-00.
2) Select configure tab; with aircraft stationary, enter zero for both roll and pitch and -6 for
yaw in the appropriate fields.
3) Once you have entered the roll, pitch, and yaw click “configure”.
Note: If the configure button is not available (appears grayed out) an IMU Zero Point
value is missing.
PAGE 6
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MAINTENANCE MANUAL
(e) Enter the tail number:

1) Under the IMU Zero Point configure you will see an attitude indicator, below that you
will see an aircraft tail number input.
2) Enter the airplane registration number in the Tail # field and click enter.
Note: This information will be used in the creation of file names recorded by the
Vision 1000.
(f) You may now log out.
Caution: In order for the changes you make with the Configuration
Tool to take effect, you must “power cycle” the Vision 1000.
(g) Power cycle the Vision 1000:
1) Turn OFF avionics master switch, located on the aircraft’s main circuit breaker panel,
to power OFF the Vision 1000.
2) Turn ON avionics master switch to power ON Vision 1000.
3) Observe the Vision 1000’s status LED light, located behind the SD card access door.
(See “Figure 3”.)
a) While the Vision 1000 is starting up, the LED status light will be solid blue for
several minutes.
b) Once the Vision 1000 has properly booted up, the LED status light will be solid
green. This signifies that the Vision 1000 is ready to record flight data.
E. Downloadable Software
Download the Vision 1000 Configuration Tool and the Vision 1000 Playback Utility software programs.
(1) Navigate to www.appareo.com/account in an Internet Web browser.
(2) Sign in using an existing Appareo account, or create a new account by clicking the Click here to
create a new account link.
(3) Click Add Product.
(4) Select the appropriate software program from the product drop-down list (the software programs
must be added to your account separately). Enter the appropriate product key from the fields
below and click Submit.
(a) Software Product Key:
20420413 - 7EF14C60 - A6675 - 5E1020 - AEE1F
(b) Vision 1000 Configuration Tool Password:
h2StAste (Case Sensitive)
(c) Vision 1000 Playback Utility Software Product Key:
032517E8 - 42C84EAC - 98067 - 920010 - E4581
(5) Click Home (in the Manage Your Account column) and click the red download link for the product.
Follow the on-screen instructions to finish the installation process. You may download the installer
at any time using these links.
(a) If you do not currently have an Appareo Web account, you must create one before
downloading these software program installers from the Appareo website. Creating an
Appareo Web account is free and only takes a few minutes
(b) If you are unable to download these software programs from the Appareo website and a CD
was not already included in your installation kit, contact Appareo to request an installer CD
Vision 1000 Configuration Tool.
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(6) Applying future Vision 1000 embedded software versions.

Appareo may release updated versions of the Vision 1000’s embedded software in the future.
Each embedded software release will be accompanied by a Service Bulletin that will include
step-by-step instructions for how to apply the embedded software release to your Vision 1000;
however, each company must use a unique key in order to download the release from the
Appareo website. This embedded software key is included in the field below. Ensure that you
retain this document so that you may apply any embedded software versions of your Vision 1000
in the future.
Vision 1000 Embedded Software Key: NA
PAGE 8
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
2. Hobbs Meter
A. Standard, Avidyne Entegra, or Garmin G500 Equipped Airplanes
(1) Engine Hour Meter
An engine hour hobbs meter is standard. It indicates and records actual engine operating time.
The engine hour meter is installed in the right side of the instrument panel. It is supplied 28vdc
power from the battery contactor through a 5 amp fuse and is grounded through an oil pressure
switch mounted to the rear of the firewall. Oil pressure is sensed at engine start, the switch
closes, the engine hour meter runs.
(a) Removal
1) Turn the master switch OFF.
2) Disconnect the negative (-) (i.e., ground) battery cable.
3) Locate the meter in the rear instrument panel.
4) Disconnect the electrical leads from the rear of the meter.
5) Remove the screws, washers, and nuts (2 ea.) securing the meter to the panel.
6) Remove the meter from the cut-out in the panel.
Note: Early airplanes have the unit mounted through the instrument panel with the
meter bezel exposed on the front (aft) side of the instrument panel. Later
airplanes are mounted to the rear of the instrument panel with the bezel
hidden from view.
(b) Installation
1) Ensure the master switch OFF and the negative (-) (i.e., ground) battery cable is
disconnected.
1) Position the meter in the cut-out in the instrument panel.
2) Secure with screws, washers, and nuts (2 ea.).
3) Connect the electrical leads to the rear of the meter.
4) Connect the negative (-) (i.e., ground) battery cable.
5) At the earliest opportunity, start engine and verify engine hour meter operates properly.
(2) Flight Time Meter
An additional Hobbs meter is optional to indicate and record actual aircraft flight time. The flight
time meter is installed near the center of the instrument panel, below the radio stack, (or in
the right side of the instrument panel, below and to the right of the standard engine hour (i.e.,
maintenance) meter. It shares a 28vdc common power source with the standard engine hour
meter and is grounded through the right Squat switch. The flight time meter activates as the
airplane lifts off.
When installed, this meter will be labelled “FLIGHT”.
Removal and Installation are the same as given under Engine Hour Meter, above.
31309 31-30-00 PAGE 9

Oct 5/16
PA-44-180, SEMINOLE
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89357 M 1
INSTRUMENT PANEL
ENGINE HOUR
METER
FLIGHT HOUR HEATER HOUR

METER METER
LOOKING FORWARD AT INSTRUMENT PANEL

STANDARD OR GARMIN G500 EQUIPPED
101830 B 9
INSTRUMENT PANEL
ENGINE HOUR METER ENGINE HOUR

+ METER
FLIGHT HOUR METER

M301
FLIGHT HOUR
+ METER
M303 (M1D)
(M1C)
SCREW (M3C)
WASHER (M3D)
NOT A CUTOUT
NUT CUTOUT
FOR
ELT
LOCATION OF
TURN COORDINATOR
REFERENCE ONLY
(4 PLACES)
SWITCH
(CB08) (CB07) (CB06) (CB05) (CB04) (CB03) (CB02) (CB01)

(CB50) (CB49)
P4CR
PR2A
PR1A
P1D
PN1A
P4BR
P4CL
P4BL
P13A P12A
(CB18) (CB17) (CB16) (CB15) (CB14) (CB12) (CB11) P13E
P13F P12E
P13G
(CB10)
(CB09)
P3AR P3AL FG1A F1A K1A Q1AR Q1AL E7U

(CB28) (CB27) (CB26) (CB25) (CB24) (CB23) (CB22) (CB21) (CB20)
L5A L8A W1A

H2A L7A L4A L1A L3A L9A W8A Q4AR Q4AL
(CB38) (CB37) (CB36) W9A
G1A
G13A G12A G4A
(CB48) (CB47) (CB46) (CB45) (CB44)
H3A
VB1A H3H L2A L6A
LOOKING AFT AT INSTRUMENT PANEL RIGHT SIDE

AVIDYNE ENTEGRA EQUIPPED
Effectivity
Standard, Avidyne Entegra, Hobbs Meter Installations
or Garmin G500 Figure 4 (Sheet 1 of 2)
PAGE 10
Oct 5/16 31-30-00 313010
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107730 M 4
INSTRUMENT PANEL
SCREW
WASHER
NUT
(2 PLACES)
HOUR METER
(HEATER HOUR METER)
+ -
HOUR METER
D1C22
D2B22
(CHIPS)
(P3208)
(J716)
(P5)
(P310)
(J722) (P609
TO
EMER. AVI. BUS)
LOOKING AFT
(P703)
Effectivity
with Garmin G1000 4496331,
Hobbs Meter Installations 4496339 thru 4496394 and
Figure 4 (Sheet 2 of 2) 4496396
313011 31-30-00 PAGE 11

Oct 5/16
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MAINTENANCE MANUAL
B. Garmin G1000 Equipped Airplanes - S/N’s 4496331, 4496339 thru 4496394, and 4496396
(1) Hour Meter (Electro-Mechanical)
A hobbs meter is standard. It is installed in the right side of the instrument panel. 28vdc power
is supplied from the hot battery bus through a 5 amp fuse. The meter is then connected to
GIA # 1. Logic in the Garmin G1000 software activates the meter based on which “Hobbs
Installation Configuration” has been selected in the G1000 software:
Option A - Runs when engine is running (determined by Garmin engine run logic).
Option B - Runs when aircraft is in the air (squat switches).
Option C - Runs whenever aircraft is electrically powered (GIA #1 is operational).
Hobbs meter activation is suppressed when the G1000 system is in Maintenance mode.
Removal and Installation are the same as given under Engine Hour Meter.
time meter is installed below the standard engine hour (i.e., maintenance) meter in the right side
of the instrument panel. 28vdc power is supplied from the hot battery bus through a 5 amp fuse.
The meter is then connected to GIA # 1. Logic in the Garmin G1000 software activates the meter
based on which “Hobbs Installation Configuration” has been selected in the G1000 software:
When installed, this meter will be labelled “FLIGHT”.
(3) Hour Meter (MFD “Tach Time” Display)
The Garmin G1000 system features an hour meter display in the MFD. Displayed as “Tach Time”
this hour meter display is also configurable in the G1000 software. “Tach Configuration” can be
set to one of the following options:
(a) Run time for engine (tach time increases whenever engine is running).
(b) Time with engine running AND aircraft in Air (basically a flight timer).
(c) Scaled engine run time. Engine time increases at a scaled factor based on RPM. Low RPM
makes the timer increase slowly, while high RPM runs at normal speed.
PAGE 12
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MAINTENANCE MANUAL
C. Garmin G1000 Equipped Airplanes - S/N’s 4496395, 4496397 and up

(1) Hour Meter (Electro-Mechanical)
A hobbs meter is standard. It is installed in the right side of the instrument panel. 28vdc power
is supplied from the hot battery bus through a 5 amp fuse. The meter is then connected to
GIA # 1. Logic in the Garmin G1000 software activates the meter based on which “Hobbs
Installation Configuration” has been selected in the G1000 software:
time meter is installed below the standard engine hour (i.e., maintenance) meter in the right side
of the instrument panel. 28vdc power is supplied from the hot battery bus through a 5 amp fuse.
The meter is then connected to GIA # 1. Logic in the Garmin G1000 software activates the meter
based on which “Hobbs Installation Configuration” has been selected in the G1000 software:
(3) Hour Meter (MFD “Tach Time” Display)
The Garmin G1000 system features an hour meter display in the MFD. Displayed as “Tach Time”
this hour meter display is also configurable in the G1000 software. “Tach Configuration” can be
set to one of the following options:
(a) Run time for engine (tach time increases whenever engine is running).
(b) Time with engine running AND aircraft in Air (basically a flight timer).
(c) Scaled engine run time. Engine time increases at a scaled factor based on RPM. Low RPM
makes the timer increase slowly, while high RPM runs at normal speed.
(4) Billing Hour Meter (Electro-Mechanical) (Optional)
An additional hobbs meter is available to indicate and record actual engine operating time. This
meter is installed directly below the standard Garmin G1000-driven electro-mechanical meter,
on the right side of the instrument panel. It shares the 28vdc power supplied from the hot battery
bus through a 5 amp fuse to the standard meter and is grounded thru an oil pressure switch
mounted to the rear of the firewall. Oil pressure is sensed at engine start, the switch closes, the
engine hour meter runs.
When installed, this optional meter is labelled “BILLING”.
313013 31-30-00 PAGE 13

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
108048 C 2
FWD
SCREW
WASHER
NUT
(2 PLACES) INSTRUMENT PANEL
A BILLING HOUR METER
A +
D10B22
D10C22
SPLICE
D11A22
VIEW A-A
LOOKING AFT AT INSTRUMENT PANEL
(SOME PARTS REMOVED FOR CLARITY)
Effectivity
with Garmin G1000 Billing Hobbs Meter Installation (Optional)
PAGE 14
Oct 5/16 31-30-00 313014
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
108048 C 2
C C
VIEW B-B
LOOKING FORWARD AT LEFT ENGINE FIREWALL
(RIGHT OPPOSITE)
OIL PRESSURE
SWITCH
OIL PRESSURE
SENSOR
FIREWALL
FWD
VIEW C-C
Effectivity
Billing Hobbs Meter Installation (Optional) with Garmin G1000
Figure 5 (Sheet 2 of 2) 4496395, 4496397 and up
313015 31-30-00 PAGE 15

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 16
Oct 5/16 31-30-00 313016
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Central Warning System
1. Annunciator Panel
In S/N’s 4496001–4496338, less 4496331; the annunciator panel, located near the top center of the
instrument panel, provides a series of lights which warn of malfunctions in critical systems and circuits
necessary for safe operation. A malfunction is indicated by the illumination of an individual warning light.
(1) Standard
There are five (5) annunciator lights (ALT, OIL, VAC, LO BUS, and HTR OVERTEMP). See
“Figure 1”.
NOTE: With the battery master switch on, a press-to-test button adjacent to the annunciator
lights will check the operation of the lights.
(a) The amber/yellow VAC warning light is controlled by a vacuum sensor switch located at
the firewall and is attached to the vacuum regulator. The sensor switch will activate when
the differential pressure is below 4 ± .25 in. Hg.
Note: For airplanes equipped with Garmin G500, no vacuum system is installed.
Accordingly, the VAC light is replaced with a blank plug in those airplanes.
(b) The amber/yellow OIL warning light is controlled by an oil pressure sensor switch incorporated
in the oil line to the oil pressure gauge and is located at the firewall. The sensor switch will
activate when the oil pressure is (15 psi) and decreasing.
(c) The amber/yellow ALT warning light is illuminated by current flowing from the bus bar to
the alternator circuit. This condition exists when the alternator is not operating properly
and the output is zero (0). During normal operation, the alternator warning circuit is also
supplied with power from the top diode terminal. This current flows to two resistors and
diodes creating a no-flow condition and extinguishing the ALT light.
(d) The red LO BUS light illuminates when bus voltage (14 volts) drops to battery voltage
(approx. 12 volts).
(e) The red HTR OVERTEMP light activates when the overheat limit switch energizes, indicating
an overtemperature condition in the heater vent jacket and rendering the heater inoperative.
(2) Optional
In S/N’s 4496174; and, 4496224 thru 4496283, equipped with the optional Avidyne Entegra
EFIS, there are six (6) lights. The ALT, OIL, LO BUS and HTR OVERTEMP lights are explained
in (b) through (e), above; in addition, there are the following lights: (See “Figure 1”).
(a) The amber PITOT HEAT OFF/INOP light illuminates when the pitot heat either fails or is
set to OFF.
(b) The red STARTER ENGAGE light notifies that the engine starter is engaged.
B. Troubleshooting
See “Chart 1”.
C. Light Bulb Replacement
See Annunciator Panel, 33-10-00.
31501 31-50-00 PAGE 1 2

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
* HTR LO
OIL VAC ALT OVER BUS
TEMP
STANDARD
(* NOT INSTALLED WITH GARMIN G500)
85372 L
LOW BUS PITOT HEAT STARTER ALTERNATOR OIL HEATER

VOLTAGE OFF/INOP ENGAGE INOP PRESSURE OVERHEAT
OPTIONAL
(INSTALLED WITH AVIDYNE ENTEGRA EFIS)
Annunciator Panel Installation

Figure 1
PAGE 2 1
Oct 5/16 31-50-00 31502
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1
TROUBLESHOOTING Annunciator

All lights fail to operate. No current. Check all wire segments,
connections and the
receptacle at the side of
the annunciator panel.
All the warning lights fail to Test switch grounded out. Check terminals and
extinguish after engine is replace switch if necessary.
running.
OIL or VAC warning light Sensor activates at too high Replace.
fails to extinguish. a setting.
Sensor terminals bridged. Remove material between
terminals.
Defective sensor. Replace.
OIL or VAC warning light Lamp burned out. Replace.
fails to operate.
Sensor activates at too low Replace.
a setting.
Defective sensor. Replace.
ALT warning light fails Lamp burned out. Replace.
to operate.
ALT warning light fails Circuit breaker tripped. Reset, if it trips a second
to extinguish. time, check circuit breaker,
replace if defective.
Defective alternator output circuit. Check and repair.
Test switch fails to activate Bad switch or connections. Check wires and replace
warning lights. switch if necessary.
LO BUS warning light fails Lamp burned out. Replace lamp.
to illuminate.
HTR OVERTEMP light fails Lamp burned out. Replace lamp.
to illuminate.
HTR OVERTEMP light fails Temperature in heater vent Press reset button in nose,
to extinguish. jacket to high. then activate FAN only for a
minimum of two minutes.
31503 31-50-00 PAGE 3 2

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
2. Annunciation Garmin G1000

Note: The Garmin G1000 Pilot’s Guide for the Piper PA-44-180 Seminole contains detailed descriptions
of the annunciator system (CAS and Non-CAS) and all warnings, cautions and advisories.
Annunciation is integrated into G1000 system. The Crew Alerting System (CAS) consists of Master Warning
and Master Caution Indicators operating in conjunction with CAS text messages. CAS text messages
appear in the lower left area of the MFD during normal operations and in the right side area of the PFD’s
during reversionary mode operation. The Master Warning and Master Caution Indicators are illuminated
push-button switches centered above the pilot’s and copilot’s PFDs. The severity of CAS messages are
categorized as Warning, Caution and Advisory as follows:
A. Visual
See “Chart 2”.
(1) Warning (red on black) – Immediate crew awareness and action required; Master Warning
triggered Warnings are accompanied by a continuous aural chime.
(2) Caution (amber on black) – Immediate crew awareness and possible future corrective action
required; Master Caution triggered Cautions are usually accompanied by a single aural chime of
approximately 1.5 seconds in duration.
(3) Advisory (white) – Advisory information; and are not accompanied by aural chimes. no immediate
action required
B. Aural Alerts
Aural alerts are provided to alert the crew and call for their attention:
(1) Master Advisory (single chime) / Master Caution (double chime) / Master Warning (triple chime).
(2) Stall Warning (“Stall”).
(3) Gear Warning - In flight when the throttle is reduced to the point at which manifold pressure is
approximately 14 inches of mercury or below and the landing gear are not in the DOWN position
(“Check Gear”).
(4) Gear Warning - In flight when the flaps are extended more than the 2nd notch and the landing
gear are not in the DOWN position (“Check Gear”).
(5) When in a Vne overspeed condition (“Airspeed, Airspeed”).
(6) Airplane altitude crosses configured approach minimums (“Minimums, Minimums).
(7) Airplane is one minute from VNAV Top of Descent (“Vertical Track”).
(8) Countdown timer has reached zero (“Timer Expired”).
(9) Terrain cautions/warnings.
(10) Traffic Alerts.
C. Troubleshooting
See Integrated Avionics System - Garmin G1000 in 34-25-01 or 34-25-02 as appropriate..
PAGE 4 1
Oct 5/16 31-50-00 31504
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Crew Alerting System
— Warnings - RED - tRiPLE aural chime —
Message Cause
CHECK GEAR Landing gear are not down and locked.
GEAR SYS A failure of a component of the landing gear system.
HTR OVRHEAT Heater overheat as sensed by heater unit
L ALTR FAIL Left ALTR switch selected ON and the alternator has failed.
R ALTR FAIL Right ALTR switch selected ON and the alternator has failed.
L ENG CHT Left engine CHT in warning range.
R ENG CHT Right engine CHT in warning range.
L FUEL QTY Left tank fuel quantity is less than or equal to (<) 5.0 gallons or
total fuel quantity is < 10 gallons.
R FUEL QTY Right tank fuel quantity is less than or equal to (<) 5.0 gallons or
L START ENGD The L starter contactor is engaged for greater than 30 seconds
during engine start or anytime while the engine is running.
R START ENGD The R starter contactor is engaged for greater than 30 seconds during
engine start or anytime while the engine is running.
— cautions - ambeR - DOUBle aural chime —
Message Cause
CHECK GEAR Landing gear are not down and locked.
GEAR SYS A failure of a component of the landing gear system.
HYDR PUMP ON Hydraulic pump has been running for more than 16 seconds.
L FUEL QTY Left tank fuel quantity is less than or equal to (<) 10 gallons or
R FUEL QTY Right tank fuel quantity is less than or equal to (<) 10 gallons or
PITOT HT FAIL Pitot heat has failed.
PITOT HT OFF Pitot heat is turned OFF. No aural chime accompanies this action.
31505 31-50-00 PAGE 5 2

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Crew Alerting System
— advisories - white - SInGLE aural chime —
Message Cause
EMERG BATT ON Emergency power in use.
FUEL IMBAL Fuel quantity difference between left and right tanks is greater than 10
gallons for more than 60 seconds.
MAINT MODE ON System is in maintenance mode for ground tests.
PFD FAN FAIL PFD cooling fan has failed.
PAGE 6 1
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MAINTENANCE MANUAL
CHAPTER
32
Landing Gear
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
32-ii
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 32
CHAPTER CHAPTER

17 Oct 5/16
2 Oct 5/16 19 Oct 5/16
3 Oct 5/16 20 Oct 5/16
4 Oct 5/16
32-30-00 1 Oct 5/16
32-00-00 1 Oct 5/16 2 Oct 5/16
2 Oct 5/16 3 Oct 5/16
3 Oct 5/16 4 Oct 5/16
4 Oct 5/16 5 Oct 5/16
5 Oct 5/16 6 Oct 5/16
6 Oct 5/16 7 Oct 5/16
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32-10-00 1 Oct 5/16 9 Oct 5/16
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25 Oct 5/16
32-20-00 1 Oct 5/16 26 Oct 5/16
2 Oct 5/16
3 Oct 5/16 32-40-00 1 Oct 5/16
4 Oct 5/16 2 Oct 5/16
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12 Oct 5/16 10 Oct 5/16
13 Oct 5/16 11 Oct 5/16
14 Oct 5/16 12 Oct 5/16

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 32
LIST OF EFFECTIVE PAGES (continued)
CHAPTER CHAPTER
32-40-00 (cont.) 13 Oct 5/16

14 Oct 5/16
15 Oct 5/16
16 Oct 5/16
17 Oct 5/16
18 Oct 5/16
32-60-00 1 Oct 5/16

2 Oct 5/16
3 Oct 5/16
4 Oct 5/16
5 Oct 5/16
6 Oct 5/16
7 Oct 5/16
8 Oct 5/16
PAGE 2
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chapter 32 - Landing Gear
TABLE OF CONTENTS
General 32-00-00 1
Troubleshooting 1
Main Gear and Doors 32-10-00 1

Main Gear Oleo 1
Disassembly 1
Assembly 1
Inspection 2
Main Landing Gear 4
Removal 4
Installation 8
Adjustment 9
Alignment 12
Inspection 13
Main Gear Door 15
Removal 15
Installation 15
Inspection 15
Nose Gear And Door 32-20-00 1

Nose Gear Oleo 1
Disassembly 1
Assembly 1
Inspection 3
Nose Landing Gear Assembly 5
Inspection 5
Removal 6
Installation 10
Adjustment 11
Alignment 13
Repair 13
Downlock and Eccentric Bushing 15
Downlock Pivot Bolt 500-Hour Replacement 15
Removal 15
Installation 16
Nose Gear Door 18
Removal 18
Installation 18
Inspection 18
Repair 18
Adjustment 18

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 32 - Landing Gear
Extension And Retraction 32-30-00 1

Troubleshooting 1
Landing Gear Retraction System Functional Test
(Standard, Avidyne Entegra, or Garmin G500 Equipped) 6
Set-up 6
Procedure 6
Landing Gear Retraction System Functional Test (Garmin G1000 Equipped) 11
Setup 11
Procedure 11
Main Gear Actuating Cylinder 19
Removal 19
Installation 19
Nose Gear Actuating Cylinder 21
Removal 21
Installation 23
Disassembly 23
Inspection 23
Assembly 24
Landing Gear Free-fall Valve Assembly 24
Removal 24
Installation 24
Inspection 24
Fill and Purge Procedures 25
Hydraulic Actuators 25
Bench Method 25
Gear Swing Method 25
Hydraulic Pump 25
System 26
Wheels And Brakes 32-40-00 1

Wheels 1
Main Wheel Assembly 1
Removal and Disassembly 1
Assembly and Installation 2
Inspection 3
Nose Wheel Assembly 4
Inspection 6
Repair - Main and Nose Wheel Assemblies 6
Bearing Cup Replacement 6
PAGE 2
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 32 - Landing Gear
Wheels And Brakes (cont.) 32-40-00 (cont.)

Brakes 7
Brake Adjustment and Lining Tolerance 7
Wheel Brake Assembly 7
Inspection 8
Parking Brake Valve 12
Removal 12
Installation 12
Disassembly 12
Inspection 12
Assembly 13
Toe Brake Master Cylinder 14
Removal 14
Installation 14
Disassembly 14
Inspection 14
Assembly 16
Bleeding Brakes 16
Position And Warning 32-60-00 1

Landing Gear Limit Switches 1
Main Gear Limit Switches 1
Nose Gear Limit Switches 1
Landing Gear Safety Squat Switch Adjustment 3
Gear Up/Power Reduced Warning Switches 4

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 4
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
General
This chapter consists of instructions for the overhaul, inspection and adjustment of the various components
of the landing gear and brake system, including adjustment of the electrical limit, safety and warning
switches. Adjustment and testing of the landing gear retracting system is also covered, as well as removal
and installation of the landing gear actuators and the free-fall valve. See 29-10-00 for the hydraulic pump.
The airplane is equipped with retractable, tricycle air-oil strut type landing gear which are hydraulically
operated by an electrically powered reversible pump.
Gear positions are indicated by three green lights located above or below the selector lever for gear down
and locked, and a red light located at the top of the instrument panel (pilot’s side) for gear unsafe positions.
There is no light to indicate that the gear has fully retracted other than all lights are out. As the landing
gear swings to the down and locked position and each downlock hook moves into its locked position, a
switch at each hook actuates to the switch normally closed (NC) circuit to indicate by a green light that the
individual gear is safely down and locked. The activation of all three downlock switches will also shut the
hydraulic pump off.
If NAV LIGHTS switch is ON in the daytime, the green landing gear lights will automatically dim and be
difficult to see in aircraft without a day/night switch. In aircraft with a day/night switch, during daytime
flying the switch must be in the DAY position to clearly see the gear lights.
When the gear begins to retract and the downlock hooks disengage, the down limit switches actuate to
the NC circuit and in series with the NC circuit of the up limit switch allows the gear unsafe light to come
on. The gear unsafe light will remain on until the gear is up and all up limit switches are actuated to their
normally open (NO) circuit.
Each landing gear is retracted and extended by a single hydraulic cylinder attached to the drag link
assembly of the nose gear and the side brace link assembly of the main gears. Gear doors partially
enclose the gear and operate through mechanical linkage with each gear. The gears are held in their
up position by hydraulic pressure alone within the cylinders. There are no uplocks and loss of hydraulic
pressure will allow the gears to drop. It is preferred that the gears be extended and retracted with the use
of the gear selector handle; however in the event of hydraulic loss or electrical failure, they can be lowered
by pulling on the emergency extension knob which will open a free fall valve between the two hydraulic
lines to the nose gear cylinder thus allowing hydraulic pressure to neutralize between each side of the
cylinder pistons and allowing the gear to free fall to the downlocked position. To assist nose gear extension
under these conditions, two springs, one inside the other, are mounted on arms above the gear links. The
main gears require no assist springs. Once the gears are down and the downlock hooks engage, a spring
maintains each hook in the locked position until hydraulic pressure again releases it. A further description
of the hydraulic system may be found in Chapter 29.
The nose gear is steerable through a 60-degree arc by the use of the rudder pedals. As the gear retracts,
however, the steering linkage becomes separated from the gear so that rudder pedal action with the gear
retracted is not impeded by the nose gear operation. A shimmy dampener is also incorporated in the nose
wheel steering mechanism. A single bungee spring unit is incorporated between the rudder pedals and
nose gear.
The two main wheels are equipped with self-adjusting single disc hydraulic brake assemblies. Hydraulic
fluid for the brake cylinders is supplied by a reservoir installed at fuselage station 49.50.
2. Troubleshooting
Mechanical and electrical switch troubles peculiar to the landing gear system are listed in “Chart 1”. When
troubleshooting, first eliminate hydraulic malfunctions, then proceed to switch malfunctions and last to
the mechanical operation of the gear itself. Always place the airplane on jacks before attempting any
troubleshooting of the gear. See 32-30-00, “Chart 1”, to troubleshoot the extension and retraction system.
32001 32-00-00 PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Troubleshooting Landing Gear

Red gear unsafe light out Indicator lamp burned out. Replace lamp.
while gear is in transit.
Indicator light ground Check ground circuit.
incomplete.
Indicator light circuit wire Check wiring.
broken.
Indicator light circuit Reset circuit breaker and
breaker open. determine cause for open
circuit breaker.
Red gear unsafe light on One or more up limit Isolate and replace switch.
though gear has retracted. switches failed.
Nose gear up limit switch Check gear up adjustment
out of adjustment. and readjust up limit switch.
Main gear not retracting Check gear up adjustment.
far enough to actuate
switch.
Red gear unsafe light on One or more down limit Isolate and replace switch.
though gear is down and switches failed.
locked.
Nose gear down limit Readjust down limit
switch out of adjustment. switch.
Main gear down limit Readjust down limit
switch out of adjustment. switch.
Note: The out of adjustment or failed switch may be determined by noting which down light is not lit.
Red gear unsafe light Light circuit wire loose. Check wiring.
operates on and off after
Far has retracted. Hydraulic system losing Refer to Hydraulic System,
pressure. Chapter 29.
Gear up switch out of Check gear up adjustment
adjustment. and then switch
adjustment.
Red gear unsafe light out Lamp burned out. Replace lamp.
and one Green gear down
light out though gear is Gear down limit switch Replace switch.
down and locked. failed.
Light circuit wire broken. Check wiring.
Note: Ascertain navigation lights are off (daytime).
PAGE 2
Oct 5/16 32-00-00 32002
PA-44-180, SEMINOLE
MAINTENANCE MANUAL

Red gear unsafe light and Indicator lights circuit Reset circuit breaker and
green lights out. breaker open. determine cause for open
circuit breaker.
Light circuit wire broken. Check wiring.
Note: Ascertain navigation lights are off (daytime).
Red gear unsafe light and Landing gear selector Reset circuit breaker and
horn fail to operate when circuit breaker open. determine cause for open
throttle is near closed and circuit breaker.
landing gear is retracted.
Micro switch “A” at throttle Adjust micro switch “A.”
out of adjustment.
Micro switch “A” failed. Replace switch.
Warning horn and light Check wiring.
circuit wire broken.
Diode in circuit between Replace diode.
throttle switch “A” and
light/ horn open.
Note: When replacing diode connect banded end (cathode) to terminal ends of wires G2Q and
G2K on mounting block.
Red gear unsafe light and horn Gear selector handle in up Place handle in down
fail to stop when throttle is position. position.
closed and gear has extended.
(Gear extended through the use
of the free fall lever)
Red gear unsafe light and Warning light and horn Check wiring.
horn fail to operate when circuit wire broken.
selector switch is moved
to up position with gear
extended and throttle not
full forward.
Above condition on ground. Defective safety (squat) switch. Replace switch.
Above condition in the air. Pressure switch open. Replace switch.
Red gear unsafe light and Throttle micro switch “B” Adjust switch.
horn fail to shut off at full out of adjustment.
throttle. Gear selector at
up position and gear Throttle micro switch “B” or Replace switch or
extended. manifold pressure transducer transducer.
failed.
Hydraulic pump shuts off, Gear not fully retracted. Determine cause and
but red gear unsafe light remedy.
remains on.
32003 32-00-00 PAGE 3

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL

Green gear down lights Failed instrument panel Replace switch.
dim though position light light control switch. (Lights
switch is off, and gear is grounding through dimming
down and locked. resistor instead of instrument
panel light control.)
Green gear down light Gear down limit switch Replace switch.
fails to go out with gear failed.
in transit or retracted.
Green gear down lights Green light ground Replace resistor.
will go out and not dim dimming resistor open.
when position light switch
is turned on though gear
is down and locked.
Green gear down lights Micro switch out of Adjust micro switch.
blink momentarily before adjustment.
the down lock is engaged
on roller.
Nose landing gear shimmies Internal wear in shimmy Replace shimmy
during fast taxi, takeoff dampener. dampener.
or landing.
Shimmy dampener or Replace necessary parts
bracket loose at mounting. and bolts.
Tire out of balance. Check balance and replace
tire if necessary.
Worn or loose wheel Replace and/or adjust
bearings. wheel bearings.
Worn torque link bolts Replace bolts and/or
and/ or bushings. bushings.
Excessive or uneven wear Incorrect operating pressure. Inflate tire to correct
on nose tire. pressure.
Wear resulting from Refer to proceedings for
shimmy. correction.
Nose gear fails to steer Oleo cylinder binding in Lubricate strut housing
properly. strut housing. (refer to Lubrication Chart).
Cylinder and/or strut
housing bushings
damaged.
One brake dragging. Determine cause and
correct.
Steering arm roller sheared Replace defective roller.
at top of strut.
PAGE 4
Oct 5/16 32-00-00 32004
PA-44-180, SEMINOLE
MAINTENANCE MANUAL

Nose gear fails to steer Steering bellcrank loose Readjust and tighten.
properly. (cont.) on attachment plate.
Steering bellcrank bearing Replace bearing and/or
and/or bolt worn. bolt.
Shimmy dampener galling Replace.
or binding.
Nose gear fails to straighten Steering arm roller sheared Replace defective roller.
when landing gear extends. at top of strut.
Incorrect rigging of nose Check nose gear steering
gear steering. adjustment.
Nose gear fails to Centering guide roller Replace roller.
straighten when landing sheared.
gear retracts.
Damaged guide. Replace guide.
Main landing gear shimmies Tire out of balance. Check balance and replace
during fast taxi, takeoff tire if necessary.
or landing.
Worn or loose wheel Replace and/or adjust
bearings. wheel bearings.
Worn torque link bolts Replace bolts and/or
and/or bushings. bushings.
Excessive or uneven wear Incorrect operating Inflate tire to correct
on main tires. pressure. pressure.
Wheel out of alignment Check wheel adjustment.
(toe in or out).
Lower side brace link out Check gear adjustment.
of adjustment, allowing
gear to slant in or out.
Strut bottoms on normal Insufficient air and/or Service strut with air
landing or taxiing on fluid in strut. and/or fluid.
rough ground.
Defective internal parts Replace defective parts.
in strut.
Landing gear doors fail Landing gear not retracting Check adjustment of
to completely close. completely. Landing gear.
Door retraction mechanism Check adjustment.
out of adjustment.
32005 32-00-00 PAGE 5

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 6
Oct 5/16 32-00-00 32006
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Main Gear and Doors
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 the main gear to catch spillage.
(3) Remove air and fluid from the oleo. Depress air valve core pin until strut pressure has
diminished; remove the filler plug and with a thin hose siphon as much hydraulic fluid from the
strut as possible.
(4) Disconnect brake line at the joint located in the wheel well.
(5) To remove strut assembly from oleo housing, remove the bolt, washer(s), nut, and cotter pin
connecting the upper and lower torque links and separate links. Note number and thickness of
spacer washer(s) between the two links.
(6) Compress the piston tube; reach up into the oleo housing and release the snap ring from the
annular slot at the bottom of the oleo housing.
(7) Pull piston tube with component parts from cylinder housing.
(8) The piston tube components may be removed by reaching in the tube and pushing out the
upper bearing retainer pins. Slide off the upper bearing, lower bearing with O-rings, wiper and
washer.
(9) To remove orifice tube from the oleo housing, remove locknut and washer from top of housing.
Draw tube with O-ring and retainer from housing.
(10) The orifice plate is removed from the bottom of orifice tube by releasing snap ring holding the
plate in position.
(11) To remove piston tube plug and O-ring located in the bottom end of the tube, remove bolt
assembly and insert a rod up through the hole in the body of the fork and push plug with O-ring
from top of tube.
B. Assembly
See “Figure 1”.
(1) Determine that all parts are cleaned and inspected per Inspection, below.
(2) To install the piston tube plug, first lubricate the plug O-ring with hydraulic fluid
(MIL-PRF-5606) and install it on the plug. Lubricate the inside wall of the tube. Insert the plug
into the top of the tube and push it to the fork end. Align the bolt holes of the fork, tube and
plug, and install bolt assembly.
(3) If desired, cement a cork in the hole in the bottom of the fork body to prevent dirt from entering
between the fork and tube.
(4) To assemble components of orifice tube, insert orifice plate into the bottom of the tube and
secure with snap ring.
(5) To install orifice tube in oleo housing, insert the tube up through the housing. With the end of
the tube exposed through the top of the housing, install the O-ring, retainer, washer, and
locknut. Tighten locknut only finger tight at this time.
(6) Assemble components of piston tube on the tube by placing in order, snap ring, washer, lower
bearing with outer and inner O-ring and upper bearing. Align the two .125 diameter holes and
the lock pin holes with the corresponding holes in the piston tube and install pins.
32101 32-10-00 PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(7) Lubricate the inside of the cylinder (i.e., oleo housing) and the orifice and piston tubes.
Carefully insert the piston tube assembly into the oleo housing, guiding the orifice tube into
the piston tube. Install the wiper strip, slide the washer into position and secure the assembly
with snap ring.
(8) Tighten locknut at top of housing.
(9) Ascertain that the bushings are installed in the upper and lower torque links. Connect the links
with the bolt, washer(s), and nut. Use the same number and thickness of washer(s) as those
removed to maintain wheel alignment (see Main Landing Gear, Alignment, below, if washer
count/type unknown). Tighten the bolt only tight enough to allow no side play in the links, yet be
free enough to rotate. Secure nut with cotter pin.
(10) Attach spring attachment plate to the mounting lug on the base of the housing immediately
above the upper link.
(11) Connect brake line and bleed the brakes.
(12) Lubricate gear assembly. (See Lubrication Charts, 12-20-00.)
(13) Compress and extend the strut several times to ascertain the strut will operate freely. The
weight of the gear wheel and fork should allow the strut to extend.
(14) Service oleo strut with fluid and air. (See 12-20-00.)
(15) Check main gear alignment and gear operation. Ascertain that gear is down and locked.
(16) Remove the airplane from jacks.
C. Inspection
(1) Clean all parts with a suitable dry type cleaning solvent.
(2) Inspect landing gear oleo assembly components for the following:
(a) Bearings and bushings for excess wear, corrosion, scratches and overall damage.
(b) Retaining pins for wear and damage.
(c) Lock rings for cracks, burrs, etc.
(d) Cylinder and orifice tube for corrosion, scratches, nicks and excess wear.
(e) Orifice plate for hole restriction.
(f) Fork tube for corrosion, scratches, nicks, dents and misalignment.
(g) Air valve general condition.
D. Repair
Repair of the oleo is limited to smoothing out minor scratches, nicks and dents and replacement of
parts.
PAGE 2
Oct 5/16 32-10-00 32102
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Main Gear Oleo Strut Assembly

Figure 1
32103 32-10-00 PAGE 3

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
2. Main Landing Gear

A. Removal
See “Figure 3”.
(1) Place the airplane on jacks. (See 7-10-00.)
(2) The side brace link assembly may be removed by the following procedure.
(a) With gear in the extended position, disconnect gear downlock spring.
(b) Disconnect rod end of actuating cylinder from retraction fitting on the upper side brace link
by removing nut, washer, bolt, bushing and spring swivel.
(c) Disconnect lower side brace link from gear housing by removing attachment nut, washer
and bolt. Note bushings on each side of end bearing.
(d) Disconnect upper side brace link from side brace support fitting stud by removing cotter
pin, washer and attachment bolt.
(e) The side brace support fitting may be removed by removing the cap bolts securing the fitting
to the web of the spar.
(f) Remove the assembly and further disassemble and inspect as needed.
(3) The strut housing with components may be removed by the following procedure:
(a) Disconnect brake line at its upper end in the wheel well.
(b) Disconnect gear door actuating rod at the gear housing.
(c) Remove access plate located on underside of wing, aft of landing gear.
(d) If not previously disconnected, disconnect lower side brace link from the gear housing.
(e) Disconnect forward support fitting of housing from the web of the main spar by removing
fitting attachment bolts.
(f) Remove retainer tube in aft support fitting that supports the aft arm of the housing by
reaching through the access opening on the underside of the wing through the hole in the
web and removing bolt that secures the tube in the housing. Insert a hook through the bolt
hole in the tube, and slide it aft from the support fining. Remove the tube from the wing.
(g) Allow the gear to drop free from the wing.
(h) The aft support fitting may be removed by holding the nuts in position, reaching through
the access opening, and removing the fitting attachment bolts.
(i) The forward support fitting may be removed from the arm of the housing by removing the
bolt washer from the base side of the fitting. Slide the fitting from the arm. Remove washer
from the arm.
(4) Either bearing installed in the support fittings may be removed by removing the snap rings that
hold the bearing in the housing. Push the bearing from the housing.
PAGE 4
Oct 5/16 32-10-00 32104
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Main Gear Service Tolerances

32105 32-10-00 PAGE 5

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Item Manufacturers Service Service

No. Part No. Nomenclature Dimension Dimension Tol. Remarks
1 67514-002 Link upperside brace ID .3645
.3625
2 63900-089 Bushing, upperside **ID .249 ID .249 .004 Press fit.
brace link .251 .253
3 95642-006 Bracket, side brace ID .7495 ID .7495 .002 Shrink ft.
95642-007 support .7505 .7515
4 67026-012 Bushing, support **ID .624 ID .624 .001 Shrink fit.
bracket .625 .626
5 78717-002 Stud, side brace OD .6235 OD .6220
support .6225
6 78717-002 Stud, side brace ID .4365 ID .4365 .004
support .4385 .4405
7 65003-041 Bushing, side brace ID .373 ID.373 .004
support stud .375 .377
8 67514-002 Link, upperside brace ID .4945
.4935.
9 14843-016 (2) Bushing, side brace OD ..493 **ID .367 .005 Install using
link .492 .372 Loctite 601.
10 402-921 Bolt, link stud OD .3742 + .0000
(NAS 464 P6-20) attaching -.0009
11 67514-002 Link, upperside brace ID .4945
.4935
12 14843-016 (2) Bushing, side brace link OD ..493 **ID .367 .005 Install using
link .492 .372 Loctite 601.
13 78720-005 Link, lowerside brace ID .4905 ID .500
78720-006 .4925
14 65003-44 (2) Bushing, lowerside **ID .373 ID .373 .004 Press fit.
brace link .375 .377
15 402-927 Bolt, side brace link OD .3742 + .0000 OD .3740
NAS 464 616 assembly - .0009
16 78722-002 Bearing Assembly, ID .562
Rod End .564
17 67926-026 Trunnion housing, side ID .7530 ID .7530 .002 4496001 -
67926-027 brace attachment .7550 .7550 4496161.
67926-036 Trunnion housing, side ID .7530 ID .7530 .002 4496162
67926-037 brace attachment .7550 .7550 and up.
67926-042 Trunnion housing, side ID .7530 ID .7530 .002 Service for
67926-043 brace attachment .7550 .7550 4496001
and up.
** Line ream to this dimension after installation of new part.

PAGE 6
Oct 5/16 32-10-00 32106
PA-44-180, SEMINOLE
MAINTENANCE MANUAL

18 *** 67026-010 Bushing, trunnion ID .5625 ID .5625 .004 4496001 -
.5645 .5665 4496161.
67026-018 Bushing, trunnion ID .5625 ID .5625 .004 4496162
.5645 .5665 and up; and
service for
4496001
*** Install using Loctite 601. and up.
19 402-974 Bolt, trunnion/side OD .5616 +.0000
(NAS 464 P9A-46) brace attaching -.0009
20 67926-026 Trunnion housing, ID .4410 ID .4410 .003 4496001 -
67926-027 torquelink attachment .4430 .4440 4496161.
67926-036 Trunnion housing, ID .4410 ID .4410 .003 4496162
67926-037 torquelink attachment .4430 .4440 and up.
67926-042 Trunnion housing, ID .4410 ID .4410 .003 Service for
67926-043 torquelink attachment .4430 .4440 4496001
and up.
21 67026-007 (2) Bearing, trunnion **ID .313 ID .313 .002 Press fit.
.314 .315 Install using
Loctite 601.
22 67012-000 Torquelink ID .312 + .001 ID .312 + .002 .002 Line ream.
(105041-002) - .000 - .000
23 67012-000 Torquelink ID .3745 ID .3745 .0025
(105401-002) .3760 .3770
24 31796-000 (2) Bushing, Torquelink **ID .251 ID .251 .002 Press fit.*
.252 .253
25 67037-004 Strut Assembly ID .4370 ID .4370 .0025
.4385 .4395
26 67026-007 (2) Bearing, strut **ID .313 ID .313 .002 Press fit.
.314 .315
27 67012-000 Torquelink ID .312 + .001 ID .312 + .002 .002 Line ream.
(105041-002) - .000 - .000
* In torquelink P/N 105041-002 only, wet install with fluid resistant epoxy primer.

32107 32-10-00 PAGE 7

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
B. Installation
See “Figure 3”.
Note: When assembling components of the landing gear, lubricate bearings, bushings, and friction
surfaces with proper lubricant as described in Chapter 12.
(1) Insert a gear support bearing in each support fitting and secure with snap rings. Check bearing
for excess end play, shim as necessary with shim washers (P/N 62833-044).
(2) The gear housing may be installed in the wheel well of the wing by the following procedure:
(a) Place spacer washer and then forward support fitting on forward arm of the housing.
Determine that barrel nut is properly positioned in the arm and insert attachment bolt
through washer and the fitting into the arm. Tighten bolt and ascertain that the bearing is
free to rotate.
(b) Position aft support fitting at its attachment point in the wheel well and secure with bolts,
washers and nuts. Install nuts and washers by reaching through the access hole on the
underside of the wing.
(c) With the retainer tube for the aft arm of the housing in hand, reach up through the access
opening and insert the tube into the support fitting through the hole in the web.
(d) Position the gear housing up in the wheel well and install the forward support fitting with
bolts and washers. (One each AN960-416 and AN960-416L washer per bolt.)
(e) Push the retainer tube into the arm of the housing and secure with bolt.
(f) Check that the gear rotates freely in its support fittings and recheck thrust.
(g) Connect the brake line to its mating line in the wheel well and bleed brakes.
(3) The gear side brace link assembly may be installed by the following procedure:
(a) Position link support bracket with swivel stud installed at its attachment point on the web
of the spar and secure with bolts and washers.
(b) Ascertain that the upper and lower links are assembled with downlock hook, retraction fitting,
etc., attached, and the through travel of the links and downlock hook clearance checked.
(c) Attach the upper link to the swivel stud of the support fitting and secure with bolt, bushing,
washer, nut and cotter pin.
(d) The actuating cylinder rod end bearing and lower side brace link may be attached respectively
to the retraction fitting and strut housing during the adjustment of the landing gear.
(4) Ascertain that the landing gear is serviced per 12-20-00.
(5) Check adjustment of landing gear per Adjustment, below.
(6) Check alignment of the wheel per Adjustment, below.
(7) Install the access plate on the underside of the wing and remove the airplane from jacks.
PAGE 8
Oct 5/16 32-10-00 32108
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C. Adjustment
(2) Level the airplane laterally and longitudinally. (See 8-20-00.)
(3) Disconnect the gear door actuating rods at either the door or the housing, as desired, by
removing the rod attachment bolt. Secure the door out of the way.
(4) Adjust rod end on upper side brace link with no load on wheels to obtain 90-degree angle
between wheel centerline and level floor line on outboard side of gear.
(5) Check that the rod end has sufficient thread engagement in the end bearing. Align the flat
sides of the bearing casting with the flat side of the bearing and tighten the jam nut.
(6) Adjust the turnbuckle of the downlock mechanism by first ascertaining that the gear is down
and locked, and then move the retraction fitting outboard until it contacts the stop slot of the
side brace link. Hold the fitting in this position and turn the turnbuckle barrel until the downlock
hooks make contact with the lock pin. Safety the turnbuckle.
(7) For easier adjustment of the downlock limit switch, it may be set at this time, see 32-60-00.
(8) Retract and extend the gear manually several times to ascertain that the side brace link falls
through center, the downlock hook falls into position and there is no binding of the gear assembly.
(9) The gear should be adjusted in the up position to allow the gear fork to press lightly into the
rubber bumper pad on the wing. The adjustment may be accomplished as follows:
Note: If it requires less than .025 of an inch to move the gear into the correct adjustment, only
steps (b) and (f) thru (h) need be followed.
(a) Ascertain that the rod end bearing of the actuating cylinder is disconnected from the
retraction fitting.
(b) Actuate the hydraulic system to bring the hydraulic cylinder to the up position by turning
the master switch on and moving the gear selector handle to the up position. The piston of
the cylinder should be bottomed.
(c) Raise the gear by pushing up on the retraction fitting, thus disengaging the hooks, and
pushing up on the pivot point at the bottom of the side brace links to bring the links out of
the locked position. Raise the gear until the fork presses lightly into the rubber pad. Retain
the gear in this position.
(d) Loosen the jam nut on the piston rod of the actuating cylinder and turn the rod end
bearing in or out to allow a slip fit of the attachment bolt.
(e) Install with the attachment bolt, bushing, spring swivel, and secure with washer and nut.
Install the gear downlock spring.
Note: When adjusting rod end be sure to allow at least a 0.03 inch cushion prior to
bottoming with the downlock in the up position.
(f) When the gear is to within 0.125 of an inch of correct adjustment, the rod end need not be
disconnected and therefore all that will be required is to loosen the jam nut. Place a
wrench on the flat at the end of the piston rod and turn to obtain correct adjustment.
(g) Check the rod end bearing for adequate thread engagement and tighten jam nut.
(h) If the downlock limit switch is properly adjusted, retract and extend the gear hydro-
electrically to ascertain that the gear operates properly.
32109 32-10-00 PAGE 9

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Main Gear Installation

PAGE 10
Oct 5/16 32-10-00 321010
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MAINTENANCE MANUAL
Main Gear Installation

321011 32-10-00 PAGE 11

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
D. Alignment
See “Figure 4”.
(1) Place a straightedge no less than 12 feet long across the front of both main landing gear
wheels. Butt the straightedge against the tire at the hub level of the landing gear wheels. Jack
the airplane up just high enough to obtain a six and one-half inch dimension between the
centerline of the strut piston and the centerline of the center pivot bolt of the gear torque links.
Devise a support to hold the straightedge in this position.
(2) Set a square against the straightedge and check to see if its outstanding leg bears on the front
and rear side of the brake disc. (It may be necessary to remove the brake assembly to have
clear access to the disc.) If it touches both forward and rear flange, the landing gear is correctly
aligned. The toe-in for the main landing gear wheels is 0 ± 1/2 degrees.
Note: A carpenter’s square, because of its especially long legs, is recommended for checking
main landing gear wheel alignment.
(3) If the square contacts the rear side of the disc, leaving a gap between it and the front flange, the
wheel is toed-out. If a gap appears at the rear flange, the wheel is toed-in.
(4) To rectify the toe-in and toe-out condition, remove the bolt connecting the upper and lower
torque links and remove or add spacer washers to move the wheel in the desired direction.
See “Chart 1”.
(5) Should a condition exist that all spacer washers have been removed and it is still necessary to
move the wheel further in or out, then it will be necessary to turn the torque link assembly over.
This will put the link connecting point on the opposite side allowing the use of spacers to go in
the same direction.
(6) Recheck wheel alignment. If the alignment is correct, safety the castellated nut with cotter pin.
Chart 1
TOE-IN / TOE-OUT CORRECTION
TOE-IN
TOE-OUT SHIM WASHERS WASHERS AN 174
ANGLE WASHERS UNDER HEAD UNDER NUT BOLT
0° AN960-416 AN960-416 (3) -14
0° 33’ AN960-416 AN960-416 AN960-416 (2) -14
0° 48’ AN960-416L AN960-416 AN960-416 -14
AN960-416
1° 04’ AN960-416 (2) AN960-416 AN960-416 -14
1° 19’ AN960-416L AN960-416L AN960-416 -14
AN960-416 (2)
1° 35’ AN960-416 (3) AN960-416 AN960-416 (2) -15
2° 05’ AN960-416 (4) AN960-416 AN960-416 -15
Max. Allow.
AN960-416L Washers 0.031 Thick
AN960-416 Washers 0.062 Thick
PAGE 12
Oct 5/16 32-10-00 321012
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(7) If a new top torque link had to be installed on either side or it had to be reversed during
the alignment check, it will be necessary to check the squat switch bracket on that side for
engagement and locking in place. If the large machine surface of the link is inboard, the bracket
is mounted with the small rivet hole next to link. (See Sketch A, “Figure 4”.) This hole should
be aligned with centerline of the link and a 0.096 inch hole drilled 0.150 inch deep. Insert an
MS20426AD3-3 rivet in the hole. This locking rivet is held in place by the flat washer, castellated
nut and cotter pin. If link has to be reversed, then the bracket and bolt are also reversed.
(See Sketch B, “Figure 4”.)
(8) Check adjustment of the squat switch. (See 32-60-00.)
E. Inspection
(1) Clean all parts with a suitable type cleaning solvent.
(2) Inspect the gear components for the following unfavorable and conditions.
(a) Bolts, bearing and bushings for excess wear, corrosion and damage.
(b) Gear housing, torque links and attachment plates for cracks, bends or misalignment.
(c) Downlock hook for excessive wear of the bearing surfaces.
(3) Inspect the gear downlock spring for the following:
(a) Excessive wear or corrosion, especially around the hook portion of the spring. A spring
should be rejected if wear or corrosion exceeds one-quarter the diameter of the spring.
Clean away all corrosion and repaint.
(b) Check the spring for load tensions below minimum allowable tolerance. The minimum
tension of the spring is 48 pounds pull at 7.9 in. Measurement is taken from the inner side
of each hook.
(4) Check the general condition of each limit switch and its actuator, and wiring for fraying, poor
connections or conditions that may lead to failures.
(5) Check side brace link through center travel by attaching the upper and lower links, setting them
on a surface table, and ascertaining that when the stop surfaces of the two links touch, linkage
is not less than .062 nor more than .125 of an inch through center. Should the distance exceed
the required through center travel and bolt and bushings are tight, replace one or both links.
(6) With side brace links assembled and checked, ascertain that when stop surfaces of the two links
contact, the clearance between each downlock hook and the flat of the downlock pin is not less
than 0.010 of an inch. Should clearance be less than that required, the hook only may be filed
not to exceed a gap of more than 0.025 of an inch. The maximum allowable clearance between
each hook and the downlock pin that are service worn is 0.055 of an inch. Should clearance be
more than 0.055 of an inch, replace the pin, check clearance and then if still beyond tolerance,
replace hooks. The gap between each hook should be equal.
F. Repair
Repair of the landing gear is limited to reconditioning of parts such as replacing components,
bearings and bushings, smoothing out minor nicks and scratches and repainting areas where paint
has chipped or peeled.
321013 32-10-00 PAGE 13

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Aligning Main Gear

Figure 4
PAGE 14
Oct 5/16 32-10-00 321014
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
3. Main Gear Door

A. Removal
(1) With the landing gear extended, disconnect the door retraction rod from the door by removing
nut, washers and bolt.
(2) Remove the door from the wing panel by bending the door hinge pin straight and from the
other end pulling out the pin.
(3) The door retraction rod may be removed from the gear housing by cutting the safety wire
and removing the attachment bolt and washer. Note the number of washers between rod end
bearing and housing.
B. Installation
(1) Install the door by positioning the hinge halves of the door and wing, and inserting the hinge
pin. It is recommended a new pin be used. Bend the end of the pin to secure in place.
(2) Install the door retraction rod by positioning the rod at its attachment points at the door
and strut housing. At the door attachment, thin washers are inserted at each side of the
rod end bearing and it is secured with bolt, washer and nut. At the strut housing, place
washers between rod end bearing and housing not to exceed 0.12 of an inch to obtain proper
clearance and secure with bolt. Safety bolt with MS20995C41 wire.
(3) Check that the all around clearance between the door and the wing skin is not more than 0.20
of an inch.
C. Inspection
(1) Clean the door and retraction rod with a suitable cleaning solvent.
(2) Inspect the door for cracks or damage, loose or damaged hinges and brackets.
(3) Inspect the door retraction rod and end bearing for damage and corrosion.
D. Repair
Repairs to a door may be replacement of hinge, repair of fiberglass and painting.
321015 32-10-00 PAGE 15

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 16
Oct 5/16 32-10-00 321016
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Nose Gear And Door
1. Nose Gear Oleo

A. Disassembly
See “Figure 1”.
The nose gear oleo assembly may be removed and disassembled from the gear oleo housing with the
gear removed from or installed on the airplane.
(2) Place a drip pan under the nose gear to catch spillage.
(3) Remove air and fluid from the oleo strut. Depress the air valve core pin until strut chamber
pressure has diminished, remove the filler plug and with a small hose siphon as much
hydraulic fluid from the strut as possible.
(4) To remove the complete cylinder and fork assembly from the oleo housing, cut safety wire at
the top of the unit and remove cap bolts that attach steering arm and aligner guide bracket to
the top of the oleo cylinder.
(5) Disconnect the shimmy dampener by removing each cotter pin, nut, washer and bolt that
connects the dampener to the oleo cylinder and housing.
(6) Release and remove the snap ring and washer(s), if installed, at the top of the housing, and
pull the complete cylinder and fork assembly from the bottom of the housing. The upper and
lower housing bushings should remain pressed in the housing.
(7) To remove the piston tube and fork from the cylinder, first separate the upper and lower torque
links by removing the bolt, washer, nut, and cotter pin connecting them.
(8) Compress the piston tube, reach up along the tube and release the snap ring from the annular
slot at the bottom of the oleo housing.
(9) Pull the piston tube with components parts from the cylinder.
(10) The piston tube components may be removed by reaching in the tube and pushing out the
upper bearing retainer pins. Slide from the tube, the upper bearing, lower bearing with outer
and inner O-rings, wiper strip, washer and snap ring.
(11) To remove the orifice tube, remove the large lock nut and lock washer from the top of the
cylinder. Pull the tube from the cylinder.
(12) The orifice plate is removed from the bottom of the orifice tube by releasing the snap ring that
holds the parts in position.
(13) To remove the piston tube plug with O-ring, located in the lower end of the tube, remove the
bolt assembly and insert a rod up through the hole in the body of the fork. Push the plug out
through the top of the tube.
B. Assembly
See “Figure 1”.
(1) Ascertain that parts are cleaned and inspected.
(2) To install the piston tube plug, first lubricate the tube plug and O-ring with hydraulic fluid
(MIL-PRF-5606) and install the O-ring on the plug. Lubricate the inside wall of the tube, insert
the plug into the top of the tube and push it to the fork end. Align the bolt holes of the fork, tube
and plug, and install bolt assembly.
(3) If desired, cement a cork in the hole in the bottom of the fork body to prevent dirt from entering
between the fork and tube.
32201 32-20-00 PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Nose Gear Oleo Strut

Figure 1
PAGE 2
Oct 5/16 32-20-00 32202
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(4) To assemble the components of the orifice tube, insert the orifice plate into the bottom of the
tube, with the countersunk side of the orifice hole exposed. Secure the plate with the snap ring,
lubricate and install the O-ring on the upper end of the tube.
(5) Insert the orifice tube up through the bottom of the cylinder. With the tube exposed through the
top of the cylinder, install the lock washer and insert roll pin through the lock washer into the
piston. Install the tube lock nut finger tight at this time.
(6) The fork and tube assembly may be assembled by installing the tube components on the tube.
In order slide onto the tube, the snap ring, washer, lower bearing with outer and inner O-rings
and upper bearing. Align the lock pin holes in the upper bearing with the pin holes in the piston
tube and install pins.
(7) Lubricate the inner wall of the cylinder with hydraulic fluid. Carefully insert the piston tube
assembly into the bottom of the cylinder, allowing the orifice tube to guide itself into the fork
tube, until the snap ring can be installed in the annular slot at the bottom of the cylinder. Install
wiper strip, slide washer into position and secure assembly with snap ring.
(8) At the top of the cylinder, tighten (torque) the orifice tube lock nut to 500 (min.) 600 (max.) in.
lbs.
(9) Ascertain that bushings are installed in the upper and lower torque links and then connect the
two links with the bolt, washer, and nut. Tighten the bolt only tight enough to allow no side play
in the link, yet be free enough to rotate. Secure nut with cotter pin.
(10) Ascertain that the upper and lower oleo housing bushings are installed. Install the cylinder into
the oleo housing, position spacer washer(s) over the top of the cylinder and secure with snap
ring. Install spacer washers as required to obtain .0 to .015 of an inch thrust of the cylinder
within the housing.
(11) At the top of the oleo housing, install on the cylinder the aligner guide bracket and steering
arm. Install cap bolts, tighten 20 to 25 in. lbs. torque and safety with MS33540 wire.
(12) Install the shimmy dampener and safety.
(13) Lubricate the gear assembly. (See Lubrication Charts, 12-20-00.)
(14) Compress and extend the strut several times to ascertain that the strut will operate freely.
Weight of the gear wheel and fork should allow the strut to extend.
(15) Service the oleo strut with fluid and air. (See 12-10-00.)
(16) Check nose gear for alignment and gear operation.
C. Inspection
(1) Clean all parts with a suitable dry type cleaning solvent.
(2) Inspect the landing gear oleo assembly components for the following:
(a) Bearings and bushings for excess wear, corrosion, scratches and overall damage.
(b) 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.
D. Repair
Repair of the oleo is limited to smoothing out minor scratches, nicks and dents and replacement of
parts.
32203 32-20-00 PAGE 3

Nect R
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Nose Gear Installation

Figure 2
PAGE 4
Oct 5/16 32-20-00 32204
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
2. Nose Landing Gear Assembly

A. Inspection
(1) General
(a) Clean all parts with a suitable dry type cleaning solvent.
(b) Inspect the gear components for the following unfavorable conditions:
1) Bolts, bearings and bushings for excess wear, corrosion and damage.
2) Gear housing, drag links, torque links, and tension spring arm for cracks, bends or
misalignment.
3) Downlock hook for excess wear of the hook and bearing surfaces.
4) Downlock roller bearing for freedom of movement and excessive wobble.
(c) Inspect the gear tension and downlock hook springs for the following:
1) Excess wear or corrosion, especially around the hook portion of the springs. A spring
should be rejected if wear or corrosion exceeds one-quarter the diameter of the
spring. Clean away all corrosion and repaint.
2) Check the gear tension springs for load tensions below minimum allowable tolerances.
The minimum allowable tension of the inner spring is 46 lbs. pull at 13.75 in. and the
outer is 75 lbs. pull at 13.75 in. Measurement is taken from the inner side of each
hook. If it is found that either spring should be rejected, replace both springs.
3) Check the gear downlock hook spring for load tension below minimum allowable
tolerance. The minimum tension of the spring is 10.5 lbs. pull at 4.5 in. Measurement
is also taken from the inner side of each hook.
(d) Check the general condition of each limit switch and its actuator, and wiring for fraying, poor
connections or conditions that may lead to failures.
(e) Check drag link through center travel by attaching the upper and lower drag links, setting
them on a surface table, and ascertaining that when the stop surfaces of the two links
touch, linkage is not less than 0.062 to 0.125 nor more than 0.125 to 0.250 of an inch
through center. Should the distance exceed the required through center travel and bolt
and bushing are tight, replace one or both drag links.
(f) The shimmy dampener requires no service other than routine inspection. In case of
damage or malfunction, the dampener should be replaced rather than repaired.
(2) 500-Hour Drag Link Inspection and Bolt Replacement
Each 500 hours time-in-service, inspect the nose gear drag links as described below and replace
the drag link bolt and cotter pin (Item 14, “Figure 2”).
(a) Lift the aircraft on jacks. (See 7-10-00.)
(b) Disassemble the upper drag link (Item 8, “Figure 2”) from the lower drag link (Item 9,
“Figure 2”) by removing the bolt (NAS464P4-27) that serves as a hinge pin for the two
parts. Discard the bolt and cotter pin, regardless of condition. Nut and washers may be
reused, depending on condition.
(c) Inspect bushings for excessive wear and verify that bushing IDs are within service
dimension range of 0.2515 to 0.2495 in., replacing as necessary.
(d) Reassemble upper and lower drag links per installation, below. Install a new NAS464P4-27
bolt, taking care to reposition washers retained in Step 2. Reinstall castellated nut retained
in Step 2 and secure with a new MS24665-134 cotter pin.
(e) Lubricate per 12-20-00.
(f) Verify proper operation of the nose gear.
(g) Remove aircraft from jacks and return to service.
32205 32-20-00 PAGE 5

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
B. Removal
See “Figure 2”.
CAUTION: WHENEVER THE AIRCRAFT IS PLACED ON JACKS FOR THE PURPOSE OF
MANUALLY RETRACTING THE NOSE GEAR ASSEMBLY, INSURE THAT THE NOSE
GEAR DOWNLOCK IS FULLY DISENGAGED BEFORE RELEASING THE NOSE
GEAR DRAG LINKS. DAMAGE COULD OCCUR TO THE DOWN LOCK IF NOT FULLY
DISENGAGED.
(2) Disconnect both nose gear door actuation rods.
(3) Disconnect the two gear tension springs from the spring arm that is attached to the right side
of the strut housing.
(4) Retract nose gear slightly to remove the gear from its downlocked position. (See CAUTION,
above.)
(5) To remove the upper and lower drag links, the following procedure may be used:
(a) Disconnect the aft end of the hydraulic cylinder from the attachment fitting by removing
nut and bolt that connects these two parts.
(b) Retract the gear and disconnect the gear downlock spring from the upper drag link.
(c) Remove the gear tension spring arm from the right side of the oleo housing and lower
drag link by removing the cotter pin, nut and washer from the bolt that connects the drag
link to the housing. Slide the arm and spacer washer from the bolt.
CAUTION: THE NUMBER OF WASHERS, IF ANY, BETWEEN THE UPPER DRAG LINK
AND THE NOSE GEAR SUPPORTS IS DETERMINED AT THE FACTORY
TO ENSURE CORRECT CENTERING OF THE NOSE GEAR. WHEN
REmoving THE UPPER DRAG LINK, BE SURE TO carefully take
note of the POSITION, NUMBER, AND TYPE of these WASHERS, IF
ANY, to facilitate their correct reinstallation.
(d) Remove the cotter pin, washers and nuts from the bolts that secure the upper drag link to
the nose gear support.
(e) Slide the attachment bolts from the upper and lower drag links and remove the links.
(6) With the lower drag link disconnected from the gear oleo housing, the housing may be
removed by removing cotter pins, nuts, washers, and bolts at the attachment points on each
side of the housing at the trunnion support.
(7) The steering cam may be removed by removing the nut and bolt at the steering bungee
assembly rod, and the bolt assembly with bushing at the steering cam pivot point.
PAGE 6
Oct 5/16 32-20-00 32206
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Nose Gear Service Tolerances

32207 32-20-00 PAGE 7

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL

1 67146-004 Draglink, upper ID 0.6235 ID 0.6235 0.002
0.6245 0.6255
2 87319-003 Bearing, upper drag **ID 0.4375 ID 0.4375 0.002

(F632-1) link 0.4385 0.4395
2 65003-045* Bushing
3 67146-004 Drag link upper ID 0.378 ID 0.378 0.002

0.379 0.380
4 87319-002 Bearing, upper drag **ID 0.2495 ID 0.2495 0.002

(FF310-5) link 0.2505 0.2515
5 67144-002 Drag link lower ID 0.2495 ID 0.2495 0.002

0.2505 0.2515
6 67144-002 Drag link lower ID 0.3120 ID 0.3120 0.002

0.3130 0.3140
7 44386-003 Steering arm ID 0.4370 ID .4370 0.0015

0.4385 .4385
8 14976-011 Bushing, steering arm **ID 0.312 ID 0.312 0.002 Press fit.
0.313 0.314
9 67054-003 Trunnion housing, drag ID 0.4415 ID 0.4415 0.0015

link attachment 0.4425 0.4430
10 67026-007 Bushing, trunnion housing ID 0.312 ID 0.312 0.002 Press fit.

drag link attachment 0.313 0.314 Install using
Loctite 601.
11 67054-003 Trunnion assembly, main ID 0.6285 ID 0.6285 0.001

attachment fitting 0.6295 0.6295
12 67026-011 Bushing, trunnion ID 0.4375 ID 0.4375 0.003 Install using

assembly attachment 0.4385 0.4405 Loctite 601.
13 67054-003 Trunnion assembly, ID 0.302 ID 0.302 0.0015

assist spring fitting 0.303 0.3035
14 95061-144 Bearing, assist spring ID 0.249 ID 0.249 0.010 Install using

fitting 0.250 0.259 Loctite 601.
15 67148-000 Tube assembly, torque ID 0.4370 ID 0.4370 0.0015

link fitting 0.4385 0.4385
* Used with 87319-03 bearing.


PAGE 8
Oct 5/16 32-20-00 32208
PA-44-180, SEMINOLE
MAINTENANCE MANUAL

16 67026-007 Bushing, tube assembly, **ID 0.313 ID 0.3130 0.0025 Press fit.
torquelink fitting 0.314 0.3155 Install using
Loctite 601.
17 67148-000 Shimmy damper fitting ID 0.3745 ID 0.3745 0.0017

0.3760 0.3762
18 21831-004 Bearing, **ID 0.249 ID 0.249 0.003

Shimmy damper fitting 0.251 0.252
19 20735-005 Torquelink ID .312 ID 0.312 0.002

(106680-002) 0.313 0.314
20 20735-005 Torquelink ID 0.377 ID 0.377 0.002

(106680-002) 0.3785 0.3795
21 452-366 Bearing, torquelink **ID 0.2495 ID 0.2495 0.002

(#FF-310-5) 0.2505 0.2515 ***Press fit.
22 67099-000 Strut assembly, ID 0.4370 ID 0.4370 0.0015

torquelink fitting 0.4385 0.4385
23 67026-007 Bushing, Strut assembly **ID 0.312 ID 0.312 0.002 Press fit.
torquelink fitting 0.313 0.314
(FF411-4)
24 67146-004 Draglink, upper ID 0.312

0.313
* Used with 87319-03 bearing.

*** In the 20735-005 link only, install using Locktite 290.

32209 32-20-00 PAGE 9

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C. Installation
See “Figure 2”.
CAUTION: WHENEVER THE AIRCRAFT IS PLACED ON JACKS FOR THE PURPOSE OF
MANUALLY RETRACTING THE NOSE GEAR ASSEMBLY, INSURE THE NOSE
GEAR DOWNLOCK IS FULLY DISENGAGED BEFORE RELEASING THE NOSE
GEAR DRAG LINKS. DAMAGE COULD OCCUR TO THE DOWNLOCK IF NOT FULLY
DISENGAGED.
Note: When assembling any units of the landing gear; lubricate bearings, bushings, and friction
surfaces with the proper lubricant as described in 12-20-00.
(1) Attach the steering cam with bushing to its mounting plate on the trunnion support assembly
securing it with bolt, washers, nut and cotter pin. Align the top surface of the steering cam and
the top surface of the steering arm bushings by positioning the spacer washers as shown in
“Figure 2”. Connect the steering bungee assembly rod to the cam and install bolt, washer and
nut. The adjustment, fore and aft of the cam may be made after the gear has been installed
and rigged and adjusted.
(2) To install the nose gear assembly, position the gear so that the bolt attachment points on the
trunnion assembly align with the attachment points on the trunnion support. Install pivot bolts,
washers and nuts. Tighten the nuts to a snug fit, yet allowing the gear to swing free, and safely.
(3) The drag links and gear tension spring arm may be installed by the following procedure:
(a) Ascertain that the upper and lower links are assembled with the downlock hook attached,
and the through travel of the links checked.
(b) Attach cylinder rod end to downlock using bolt, washer and nut. Nut must be on the
inboard side.
(c) Position the link assembly to allow the bolt holes in the links to align with the bolt holes in
the gear housing and the nose gear support. Install the link attachment bolts.
CAUTION: THE NUMBER OF WASHERS, IF ANY, BETWEEN THE UPPER DRAG LINK
AND THE NOSE GEAR SUPPORTS IS DETERMINED AT THE FACTORY
TO ENSURE CORRECT CENTERING OF THE NOSE GEAR. WHEN
REINSTALLING THE UPPER DRAG LINK, BE SURE TO REINSTALL THESE
WASHERS, IF ANY, IN THE POSITION, NUMBER, AND TYPE THAT WERE
REMOVED.
(d) Install nuts and washers on the upper link attachment bolts. Tighten the nut to allow to
links to rotate freely and safely.
(e) Check alignment of the downlock hook to determine if it grips the roller bearing so as
not to contact the bolt head, the bearing attachment block or washer. If the downlock
hook is inboard, or it contacts the bolt head, shim between the bearing and the bearing
attachment block with washer AN960-10L, not to exceed three. The bearing must be free
to rotate.
(f) Install the gear tension spring arm on the drag link bolt on the right side of the gear oleo
housing, secure and safety. An AN960-516L washer is installed on the bolt between the
lower drag link and the arm.
(4) Retract and extend the landing gear several times to ascertain smoothness of operation. Also
check that the drag link assembly falls into the through center locked position. (See CAUTION,
above.)
(5) Retract the gear and connect the gear downlock spring between the downlock hook and the
upper drag link.
(6) Extend the gear and connect the two gear tension springs between the attachment point on the
oleo housing and the spring arm.
PAGE 10
Oct 5/16 32-20-00 322010
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(7) Attach the aft end of the hydraulic cylinder to its attachment fitting using bolt, nut and washer.
(8) Reconnect both nose gear door actuating rods.
(9) Ascertain that the landing gear is serviced per 12-20-00.
(10) Check adjustment of the gear.
(11) Retract landing gear and check door operation.
(12) Check the alignment of the nose gear.
(13) Ascertain that the landing gear is down and locked, then remove the airplane from jacks.
D. Adjustment
See “Figure 4”.
The gear up stop is located on the steering cam.
CAUTION: fully dIsengaGe the nose gear downlock before releasing the
nose gear drag links. Whenever aircraft is placed on jacks
TO manually reTRact the nose gear assembly, Damage could
occur to the downlock if not fully disengaged.
(2) Disconnect both nose gear door actuation rods.
(3) Turn master switch OFF, pull out the Free Fall Control (i.e. - Emergency Gear Extension Knob).
(4) Disconnect the aft end of the cylinder from its attachment fitting by removing the connecting
nut, bolt and washer.
(5) Pull out the cylinder rod to full extended position. Measure and record the exposed length of
the rod.
(6) Retract the cylinder rod as required and reconnect aft end of the cylinder to its attachment
fitting using nut, bolt and washer.
(7) Loosen jam nut on secondary up stop and turn in so it will not interfere with initial rigging.
(8) Push in free fall control and retract the nose gear by turning the master switch ON and moving
the gear selector handle to the UP position. Check the adjustment of the cylinder rod end
bearing by placing a carpenters square with the longest end along the bottom of the fuselage,
and the shortest end running up through the centerline of the wheel axle. Measure up along
the square from the bottom of the fuselage 8.25 in., to determine if the center of the wheel axle
meets this measurement. If this measurement is incorrect, extend the gear, loosen the jam nut
on the rod end bearing and make the required adjustment by turning the bearing in to raise
wheel, out to lower.
(9) Turn secondary up stop out until finger tight against strut. Lower gear and turn stop out one
additional turn and tighten jam nut.
(10) Tighten jam nut on rod end bearing and check that threads cover safety hole in actuator rod.
(11) Measure length of exposed rod. Subtract from value obtained in Step 5 and determine that at
least 0.06 in. of travel remains to full extension.
(12) Adjust shimmy dampener by turning nose wheel stops and adjusting the rod ends of the
dampener for 30° travel to both extremes.
(13) Reconnect both nose gear door actuation rods.
(14) Push in Free Fall Control, turn master switch ON. Retract landing gear and check doors.
(15) Lower gear. Turn master switch OFF. Ascertain that the landing gear is down and locked, then
remove the airplane from jacks.
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MAINTENANCE MANUAL
Nose Gear Adjustment

Figure 4
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MAINTENANCE MANUAL
E. Alignment
See “Figure 4”, “Figure 5”, and “Figure 6”.
(PIR-PPS50033, Rev. I)
(1) Place the airplane on a smooth level floor that will accommodate the striking of a chalk line.
(2) Ascertain that the nose gear is properly adjusted. (See “Adjustment,” above.)
(3) Install a suitable tool which will lock the rudder pedals together and in alignment with each
other, in the neutral position. In neutral, the rudder pedals are tilted 19 degrees aft as shown in
“Figure 5”.
(4) Locate the steering cam fore or aft until it clears the steering arm rollers by 0.030 inch maximum
with the gear down and locked, and aircraft weight on the nose gear.
(5) The cam may be adjusted by loosening its attachment bolt and sliding the cam fore and aft
until it clears each steering arm roller by 0.030 in. Torque attach bolt 160 to 190 in. lbs.
(7) Level the airplane laterally and longitudinally. (See 8-20-00.)
(8) From the center point of the tail skid, extend a plumb bob and mark the center point on the
floor.
(9) Extend a chalk line from the mark on the floor below the tail skid to a point approximately three
feet forward of the nose wheel. Allow the line to pass under the wheel at the centerline of the
tire. Snap the chalk line.
(10) Install the nose wheel steering bungee in the neutral position (no load on springs). Adjust the
rod ends as necessary.
(11) Install the steering push rods on the pilot’s rudder pedals. Adjust the rods so the lengths are
both the same and the rudder pedals are at their neutral position.
(12) To align the nose wheel straight forward, stand in front of the nose gear and align the center
rib of the tire with the chalk line, or lay a straight edge along the side of the tire and parallel the
straight edge with the chalk line.
(13) Place a bubble protractor against a rudder pedal steering tube to check the neutral angle as
(14) One end of each steering pushrod must be disconnected and the jam nuts loosened to make
any adjustments. Do not attempt to make the adjustment by means of one rod end bearing, but
divide the adjustment between the bearings at each end of each rod. Check that the rod ends
have sufficient thread engagement by ascertaining that a wire will not go through the check
hole in the rod. Reinstall the rods and tighten the jam nuts.
(15) Remove rudder pedal locking tool.
(16) Turn nose wheel to the left until the stop located on the nose gear trunnion makes contact.
Nose wheel travel must be 30° ± 1°. Repeat this procedure turning the nose wheel to the right.
(17) If travel limit is exceeded in one direction and not enough in the other direction, check for
possible damage to the gear fork or torque links.
F. Repair
Repair to the landing gear is limited to reconditioning of parts such as replacing bearings and
bushings, smoothing out minor nicks and scratches, repainting of areas where paint has chipped or
peeled and replacement of parts.
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MAINTENANCE MANUAL
Clamping Rudder Pedals in Neutral Position

Figure 5
Rudder Pedals at Neutral Angle

Figure 6
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Oct 5/16 32-20-00 322014
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
3. Downlock and Eccentric Bushing

A. Downlock Pivot Bolt 500-Hour Replacement
Keyed to “Figure 7”.
Each 500 hours time-in-service, replace the downlock pivot bolt. While the downlock assembly is
disassembled, inspect the pivot bolt bushing and replace as required. Proceed as follows:
(2) Slightly retract the nose gear to remove the gear from its downlocked position.
(3) The downlock pivot bolt (Item 10) fastens the nose gear downlock to the upper nose gear
drag link (Item 3). To remove, first disconnect the nose gear downlock spring (Item 15). Then,
remove the nut, bolt and washers, and discard.
(4) Visually inspect the pivot bolt bushing (Item 11) for excessive wear, and replace on condition.
(5) Reassemble the nose gear downlock to the upper nose gear drag link using new hardware
(pivot bolt, washers and nut) as shown in “Figure 7”. Reinstall nose gear downlock spring.
(6) Lubricate the pivot per the lubrication chart in 12-20-00.
(7) Verify proper operation of the nose gear.
(8) Remove airplane from jacks.
(9) Make a logbook entry indicating replacement.
B. Removal
See “Figure 7”.
(1) Place the aircraft on jacks as described in 7-10-00.
(2) Position a temporary support under the nose compartment and remove the four bolts which
secure the nose to the fuselage. Remove the temporary support and gently lower the nose.
(3) Remove the nose wheel well close out cover.
(4) Loosen the ban clamps around the cabin heater to allow access to the lower area.
(5) Remove the hydraulic retract cylinder aft mounting bolt.
(6) Remove the nose gear downlock spring.
(7) Remove the cotter pins, nuts and washers from the drag brace/wheel well attach points and
push the bolts back into the wheel well far enough to allow the drag brace to be lowered.
(8) Remove the bolt which secures the hydraulic retract cylinder forward rod end to the nose gear
downlock.
Note: Do not lose the bushing located on the inboard (nut) side of the downlock hook.
(9) Remove the downlock hook to drag brace mounting pivot bolt and remove the downlock hook.
(10) Reach under the cabin heater unit and remove the nut from the downlock eccentric bushing
mounting bolt and remove the bolt and bushing.
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C. Installation
See “Figure 7”.
(1) Install the eccentric bushing. (See “Figure 7” for proper assembly.) Since the eccentric bushing
will require adjustment do not tighten the bolt in its final torque.
(2) Assemble the downlock hook with hardware as installed in the hook being removed.
(3) Install the two stop bolts and bushings. The bolt heads must be installed outboard with one
washer under each nut. Torque the nuts 40 to 45 in. lbs.
(4) Install the pivot bushing into the downlock hook and downlock arm. (Downlock arm must be
installed with the nose of the arm sloping downward.) Determine that the bushing moves freely
in the downlock hook and arm.
(5) Install the pivot bolt. Torque to 160 to 190 in. lbs.
Note: Proper installation of the downlock hook assembly and drag brace is as follows: Bolt,
one washer, bushing through downlock hook and downlock arm, one thin washer, drag
brace, two washers and one nut.
(6) Support the drag brace assembly and place the hydraulic cylinder rod end in position on
the downlock hook assembly. Ensure that the bushing is installed on the inboard side of the
downlock hook. Install the bolt with the head outboard. Place one washer under the nut and
torque the nut 40-45 in. lbs.
(7) Slide the drag brace assembly into the wheel well and push the bolts out through the drag link
on the left side and the drag link and downlock arm on the right side. Install a teflon washer
next to the drag link, a large washer, a castlenut and safety with a cotter pin.
Note: A thin washer is installed between the downlock arm and the drag brace bearing. A
bushing must be installed inside the bearing.
(8) Install the downlock spring with the open end of the spring at the downlock hook faring
inboard.
(9) Allow the downlock hook assembly to seat over the eccentric bushing. Adjust the bushing to
obtain daylight to 0.003 inch clearance between the bottom of the bushing and the downlock
hook. See “Figure 7”, View B-B.
(10) After adjustment, retract the gear and torque eccentric bushing nut 40-45 in. lbs.
(11) Cycle the landing gear a minimum of three times to ensure proper operation and engagement.
It may be necessary to check the nose gear up/down micro switches for proper position.
(See 32-60-00.) Ensure that landing gear is in the down and locked position.
(12) Position cabin heater unit and secure.
(13) Install wheel well close-out panel.
(14) Close nose compartment and secure with four bolts.
PAGE 16
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MAINTENANCE MANUAL
Nose Gear Downlock and Eccentric Bushing Installation

Figure 7
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4. Nose Gear Door

A. Removal
See “Figure 8”.
(1) Disconnect the retraction rod assembly from the door by removing nut and washer from each
door half.
(2) The doors may be removed by removing the hinge pins from each door.
(3) The operating mechanism may be removed by removing the bearing blocks on each side of
the wheel well.
Note: The operating mechanism may be further disassembled as necessary.
B. Installation
See “Figure 8”.
(1) Position the complete operating mechanism inside the wheel well and secure the bearing
blocks to the sides of the wheel wells.
(2) Install the gear doors by positioning the doors and installing a new hinge pin. The hinge pin
ends should be bent to provide a safety.
(3) Adjust the gear doors.
C. Inspection
(1) Clean all parts with a suitable cleaning solvent.
(2) Inspect the door for cracks or bent skin, loose hinge brackets and worn or corroded bearings.
(3) Check the retracting mechanism for worn downlock spring and worn or damaged surfaces.
D. Repair
Repair to the door assembly is limited to replacing hinge bearings or rivets and mechanism parts,
minor skin repairs and repainting.
E. Adjustment
See “Figure 8”.
(2) Disconnect the nose gear door retraction rods, if not previously disconnected.
(3) Adjust doors one at a time. Close the door to the stop and adjust the retraction rod.
(4) Extend the landing gear and connect retraction rod to each door. Torque nut 25–30 in.-lbs.
(5) Retract the landing gear fully and ascertain the doors close properly and do not bind.
PAGE 18
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Nose Gear Door Mechanism

Figure 8
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MAINTENANCE MANUAL
PAGE 20
Oct 5/16 32-20-00 322020
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Extension And Retraction
1. Troubleshooting
See “Chart 1”.
TROUBLESHOOTING EXTENSION & RETRACTION

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 Reset circuit breaker and
circuit breaker open. determine cause for open
circuit breaker.
Landing gear actuator circuit Check wiring.
wires broken.
Landing gear selector circuit Check wiring.
wires broken.
Safety (squat) switch out of Readjust switch. (See
adjustment. Adjustment of Safety Switch.)
Squat switch inoperative. Replace switch.
Pressure switch inoperative. Replace switch.
Pump retraction solenoid in Replace solenoid.
operative (upper solenoid).
Note: If the retracting solenoid of the pump can be heard to actuate when operating the gear selector
switch, it may be assumed that the gear control circuit is operating properly and the actuator
circuit should be further checked.
Gear selector switch ground Check ground.
incomplete.
Gear selector switch inoperative. Replace switch.
Hydraulic pump ground Check ground.
incomplete.
Hydraulic pump inoperative. Replace or overhaul pump.
Hydraulic fluid in reservoir Fill reservoir with
below operating level. hydraulic fluid.
Battery low or dead. Check condition of battery.
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Landing gear extension system Landing gear actuator circuit Reset circuit breaker and
fails to operate. breaker open. determine cause for open
circuit for open circuit
breaker.
Landing gear selector circuit Reset circuit breaker and
breaker open. determine cause for open
circuit for open circuit
breaker.
Landing gear actuator circuit Check wiring.
wires broken.
Landing gear selector circuit Check wiring.
wires broken.
Pump extension outboard Replace solenoid.
solenoid inoperative.
Note: If the extension solenoid of the pump can be heard to actuate when operating the gear selector
switch, it may be assumed that the gear control circuit is operating properly and the actuator
circuit should be further checked.
Gear selector switch ground Check ground.
incomplete.
Gear selector switch inoperative. Replace switch.
Hydraulic pump ground Check ground.
incomplete.
Hydraulic pump inoperative. Replace or overhaul pump.
Hydraulic fluid in reservoir below Fill reservoir with
operating level. hydraulic fluid.
Low or dead battery. Check condition of battery.
Landing gear retraction Hydraulic fluid in reservoir Fill reservoir with
extremely slow. below operating level. hydraulic fluid.
Restriction in hydraulic lines. Isolate and check hydraulic
lines.
Shuttle valve sticking in pump Check cause.
base.
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Pump stops during gear Landing gear actuator circuit Reset circuit breaker
retraction. breaker opens. and determine cause
for overload.
Landing gear selector circuit Reset circuit breaker
breaker opens. and determine cause
for overload.
Pressure switch out of Remove, readjust or
adjustment. replace switch.
Note: When seen in Oildyne pump, pump may require overhaul.
Mechanical restriction or Place airplane on jacks
obstruction in hydraulic system and run retraction check.
to allow pressure to up and shut Isolate and determine
off pump before gear has retracted. cause.
Shuttle valve sticking in pump Check cause.
base.
Pump stops during gear Landing gear actuator circuit Reset circuit breaker and
extension. breaker opens. determine cause for
overload.
Landing gear selector circuit Reset circuit breaker and
breaker opens. determine cause for
overload.
Pump fails to shut off Pressure switch inoperative. Replace switch.
though gear has fully retracted.
Pressure switch out of adjustment. Replace switch.
Pump retraction inboard solenoid Replace solenoid.
sticking.
Internal leakage of system. Check free fall valve for
internal leakage.
Check gear actuating
cylinders for internal
leakage.
Replace pump or return
pump to Piper via local
Piper distributor for
overhaul.
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Pump fails to shut off though External leakage of system. Check free fall valve for
gear has fully retracted. (cont.) external leakage. Check
gear actuating cylinders
for external leakage.
Check for broken or
damaged hydraulic lines or
hoses.
Pump relief valve out of Replace pump.
adjustment.
Pump fails to shut off though Pump extension lower solenoid Replace solenoid.
the gear has fully extended. sticking.
Nose gear down limit switch Adjust switch actuator.
actuator out of adjustment. (See Adjustment of
Nose Gear Down Limit
Switch.)
Nose gear down limit switch Replace switch.
failed.
Main gear down limit switch out Adjust switch. (See
of adjustment. Adjustment of Main Gear
Down Limit Switch.)
Main gear down limit switch Replace switch.
failed.
Pump running intermittently Leakage of high pressure Replace pump or return
after gear has retracted. check valve. pump to Piper via local
Piper distributor for
overhaul.
internal leakage.
leakage.
External leakage of system. Check free fall valve for
external leakage.
cylinders for external
leakage.
Check for broken or
damaged hydraulic lines.
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Gear stops part way up, but Pump high pressure relief Replace pump.
pump continues to run. valve out of adjustment.
internal leakage.
leakage.
Check for broken or
damaged hydraulic lines.
Hydraulic fluid in reservoir Fill reservoir with
below operating level. hydraulic fluid.
All gears fail to free fall. Free fall valve fails to open. Check valve and cables
connections. Replace valve
or connect cables.
With gear selector down and Shorted gear up solenoid. Replace solenoid.
three green lights on, gear
unsafe light comes on
intermittently or continuously.
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, Shorted gear down solenoid. Replace solenoid.
pump operates on and off.
With gear unsafe light on, Shorted gear down solenoid. Replace solenoid.
pump motor circuit breaker opens.
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2. Landing Gear Retraction System Functional Test

(Standard, Avidyne Entegra, or Garmin G500 Equipped)
(PIR-PPS60033-3, Rev. G. / PPS60033-12, Rev. F.)
A. Set-up
Before proceeding with the test:
(1) Check that the tires and struts are inflated as required.
(2) Check that the squat and limit switches are at their proper adjustment.
(3) Raise airplane on jacks as explained in 7-10-00.
(4) Connect a 12 to 14-Vdc, minimum 50-ampere power source to the aircraft electrical system.
B. Procedure
Two different landing gear up/power reduced warning systems are installed. In S/N’s 4496001
thru 4496216, microswitches are installed in the throttle quadrant to detect the power levers being
retarded; in S/N’s 4496217 and up, a transducer in the manifold pressure line detects reduced
power: the following procedure is annotated accordingly when the procedure varies due to these
differences.
Note: Carry out the following procedures in the sequence designated, because each instruction is
a prerequisite for the one following it. Should the system fail to respond as specified, find the
malfunction and correct it before continuing.
(1) Keep hydraulic reservoir full of fluid. Make provisions to add fluid to the reservoir as necessary.
CAUTION: After filling reseRvoir, tighten dipstick, then back off ONE
and a half turns. This is essential to allow the reseRvoir to be
vented.
(2) Make sure all switches are OFF and that the gear selector is in the down position.
(3) Throttles in closed position:
(a) In S/N’s 4496001 thru 4496216, be sure throttles are in the closed position.
(b) In S/N’s 4496217 and up, simulate reduced power as follows:
1) At left engine gear warning manifold pressure switch jump pins A and B of P125.
2) At right engine gear warning manifold pressure switch jump pins A and B of P225.
(4) Ensure the hydraulic pump power (HYD PUMP PWR) circuit breaker is IN (ON).
For all aircraft, confirm the following:
(a) The three (3) green safe lights at the bottom center of the panel are ON.
(b) Red gear unsafe warning light at the top of the panel is OFF.
(c) The gear warning horn does not sound.
(d) The hydraulic pump does not operate.
(5) Fully extend both main gear struts. For each, measure strut up from top of gear fork, putting
a mark at eight (8) inches. Place a second mark 0.25 in. below first mark. With throttle levers
closed (or pins jumped), compress strut slowly. Switch should activate between the marks. If
not, adjust squat switches per 32-60-00.
(6) Turn cabin heat switch to “FAN” (or “ON”) position. Move air intake lever to open position.
Confirm that combustion air blower is operational.
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MAINTENANCE MANUAL
(7) With gear selector switch UP, confirm the following:

(a) The green safe lights are OFF.
(b) The red gear unsafe warning light is ON.
(c) The gear warning horn sounds.
(d) All gear retract fully and nose gear doors close fully.
(e) Both the pump motor and the combustion air blower stop operating.
NOTE: Turn Cabin Heat OFF within 10 seconds of the combustion air blower stopping.
(8) Move throttles singly and simultaneously to mid-travel position:
(a) In S/N’s 4496001 thru 4496216:
1) Move the LEFT throttle to the mid-travel position (with gear fully retracted).
a) The gear warning horn should continue to sound.
b) Red unsafe light remains ON.
2) Close LEFT throttle.
3) Move RIGHT throttle to mid-travel position. The gear warning horn and the red
unsafe light should remain ON.
4) Move both throttles to the mid-travel position. Confirm that:
a) The warning horn STOPS sounding.
b) The red unsafe light goes OUT.
c) The mute light goes OUT.
5) Depress gear warning mute switch. Repeat Steps 1 through 4, above.
a) Red unsafe light will be OUT.
b) Warning horn will not sound.
(b) In S/N’s 4496217 and up, simulate throttle positions as follows:
1) Remove jumper on LEFT manifold pressure switch. Confirm that:
a) Gear warning horn still sounds.
2) Replace jumper on Left manifold pressure switch. Remove jumper on RIGHT
manifold pressure switch. Confirm that:
a) Gear warning horn still sounds.
3) Remove the jumpers on both the Left and Right manifold pressure switches.
Confirm that:
a) Gear warning horn stops sounding.
b) Red unsafe light goes OUT.
4) Install Left jumper. Confirm that horn sounds and red unsafe light is ON.
5) Push mute. Confirm that horn does not sound and red unsafe light is OFF.
6) Remove Left jumper and reinstall Right jumper. Confirm that horn sounds and red
unsafe light is ON.
7) Push mute. Confirm that horn does not sound and red unsafe light is OFF.
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8) Remove both jumpers. Confirm that horn does not sound.

9) Reinstall both jumpers. Confirm that:
a) Mute light is OFF.
b) Red unsafe light is ON.
c) Horn sounds.
10) Remove both jumpers.
(9) Extend the flaps to the second notch. Confirm that:
(a) The warning horn sounds.
(b) The red unsafe light comes ON.
(10) Press gear warning mute light. Confirm that the gear warning horn still sounds.
(11) Retract the flaps. Horn will stop sounding; red unsafe light and mute light will be OFF.
(12) Leave the gear up for five (5) minutes. The pump motor should not operate at any time.
NOTE: If the pump should operate during the five-minute period, search for a leak in the “up”
line or a malfunctioning component in the system.
NOTE: One momentary pump operation is allowable during the five-minute period, provided
that the gear unsafe light is OFF and there is no repeated pump operation for a
subsequent 15-minute period.
(13) Pull hydraulic pump circuit breaker OUT (OFF). Turn OFF cabin heat switch. Set air intake lever
to CLOSED.
(14) Pull the emergency gear release (or free-fall) knob. Confirm that all gear return to the down
and locked position, with the down latches engaged.
(15) Set the gear selector switch to DOWN.
(16) Push in the emergency gear release knob. Push IN (ON) hydraulic pump circuit breaker.
Confirm that:
(a) The three green safe lights come ON.
(b) The red unsafe light is OFF.
(c) The warning horn does not sound.
(d) Pump does not operate.
(17) Verify that the FLAPS are fully retracted. Confirm that:
(a) The inboard stall vane, when lifted, does not activate the stall warning horn.
(b) The outboard stall vane, when lifted, activates the stall warning horn.
(18) Lower flaps to 10-degree position. Confirm that:
(a) The inboard stall vane, when lifted, does not activate the stall warning horn.
(b) The outboard stall vane, when lifted, activates the stall warning horn.
(19) Set the gear selector switch to UP. When the gear are fully up, check the following:
(a) 0° Flaps, Outboard Stall Vane ON, Inboard Stall Vane OFF
(b) 10° Flaps, Outboard Stall Vane ON, Inboard Stall Vane OFF
(c) 25° Flaps, Inboard Stall Vane ON, Outboard Stall Vane OFF
(d) 40° Flaps, Inboard Stall Vane ON,Outboard Stall Vane OFF
(20) Set the gear selector switch to DOWN.
Proceed with the Oct 5/16tep when the gear are in the fully down and locked position, with the
down latches engaged.
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(21) Lower flaps to 25-degree position. Confirm that:

(a) The inboard stall vane, when lifted, activates the stall warning horn.
(b) The outboard stall vane, when lifted, does not activate the stall warning horn.
(22) Lower flaps to the 40-degree position. Confirm that:
(a) The inboard stall vane, when lifted, activates the stall warning horn.
(b) The outboard stall vane, when lifted, does not activate the stall warning horn.
(23) Retract flaps.
(24) Insert a suitable tool under the leaf of squat switch on left main gear (see 32-60-00, Figure 1).
NOTE: A suitable tool would be hollow, allowing the switch plunger to fully extend when the
tool is inserted between the leaf and the squat switch. Inserting the tool will require
compressing the strut sufficiently to allow clearance between the leaf and the squat
switch.
NOTE: If no suitable tool is available, the following alternative methods are acceptable:
- remove the torque link connecting bolt and rotate the upper torque link so that the
switch plunger is free;
- loosen the squat switch adjustment screws and rotate the squat switch until the
plunger is free;
- partially compress the left main gear oleo until the squat switch operating plunger is
free.
If any of these methods are used, at the completion of the test, be sure to reinstall and
adjust any components disassembled.
(a) In S/N’s 4496217 and up only, reinstall the jumpers on the manifold pressure switches in
both engine nacelles.
(b) In all S/N’s, with the gear select switch UP, confirm that:
1) Pump does not run.
2) Three green safe lights remain ON.
3) Red unsafe light ON.
4) Gear warning horns sounds.
(c) Throttles at mid-travel position:
1) In S/N’s 4496001 thru 4496216 only, move the throttles to their mid-travel position.
2) In S/N’s 4496217 and up, simulate mid-power settings by removing the jumpers on
both manifold pressure switches.
3) Confirm that the red unsafe light and warning horn both remain ON.
(25) Put the gear selector switch DOWN. Confirm that:
(a) Red warning light goes OUT.
(b) Warning horn goes silent.
(26) Remove the tool from the left main gear squat switch.
(27) Manually disengage (i.e. - break) the LEFT main gear downlock. Confirm that:
(a) The pump motor operates with the appropriate green safe light OUT
(b) The red unsafe light is ON.
(c) The gear warning horn does not sound.
(28) Repeat the above step on the RIGHT main gear downlock.
(29) Repeat step “(27)” for the nose gear downlock.
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(30) Put the gear selector switch UP. Confirm that:

(a) The pump motor operates.
(b) The three green safe lights are OUT.
(c) The red unsafe light is ON until all gear are UP; then OFF.
(d) The gear retract fully in less than 10 seconds.
(e) The pump motor shuts off when all gear are UP.
(f) The warning horn does not sound.
(31) Set the gear selector switch DOWN.
(a) The pump motor operates until all gear are down and locked.
(b) All gear return to “down and locked” position in 15 seconds or less.
(c) The three green safe lights come ON in less than 15 seconds.
(d) The red unsafe light is OFF.
(e) The warning horn does not sound.
(32) Day/Night dimming test
(a) In airplanes without a day/night dim switch:
1) Set the NAV LIGHTS switch to ON.
2) Confirm that the three green safe lights remain ON, but become DIM.
(b) In airplanes with a day/night dim switch:
1) Set the day/night dim switch to NIGHT.
2) Confirm that the three green safe lights remain ON, but become DIM.
(c) Set/check the NAV LIGHTS switch to OFF, day/night dim switch to DAY.
(33) Unplug ground power unit.
(34) Verify gear are down and locked and remove the airplane from jacks.
PAGE 10
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MAINTENANCE MANUAL
3. Landing Gear Retraction System Functional Test

(Garmin G1000 Equipped)
(PIR-PPS60033-12, Rev. G.)
A. Setup
Before proceeding with this test, ensure that the:
(1) Tires and struts are properly inflated (See 12-00-00).
(2) The nose gear, main gear, limit switches and nose gear steering are properly adjusted
(see 32-10-00 and 32-20-00, respectively).
(3) Raise the aircraft on jacks per 7-10-00.
(4) Connect a 28 ± 1 vdc regulated power source capable of supplying a minimum of 50 amperes
to the aircraft electric system.
NOTE: During all tests, add hydraulic fluid MIL-PRF-5606 to reservoir as necessary to keep
fluid level full.
CAUTION: AFTER FILLING RESERVOIR, TIGHTEN DIPSTICK, THEN BACK OFF
1 1/2 TURNS. THIS ALLOWs THE RESERVOIR TO BE VENTED.
B. Procedure
NOTE: Perform the following tests and checks in the sequence shown. If the system fails to respond
as indicated, the malfunction must be corrected before proceeding with the Oct 5/16tep.
Avionics Master switch “ON” (remains on through all tests).
Flap fully retracted (stowed position).
Power up the Garmin G1000 PFD and MFD and enter the Maintenance Mode.
NOTE: Maintenance Mode is entered by entering the softkey sequence “1, 2, 3, 1” on the MFD when
the MFD is displaying the initial splashscreen after power-up.
(1) All other switches “OFF”, and gear selector in the “DOWN” position.
(2) Move cabin heat switch to “fan” position.
(3) Move air intake lever to open position.
CHECK: Combustion air blower operates.
(4) Verify aircraft on jacks per 7-10-00. (Ensure squat switch is defeated.)
Note: For any steps above where the squat switch operating tang is required to be free,
acceptable alternates are:
- remove the torque link connecting bolt and rotate the upper torque link so that the
switch plunger is free;
- loosen the squat switch adjustment screws and rotate the squat switch until the
plunger is free;
- partially compress the left main gear oleo until the squat switch operating plunger is
free.
CHECK: Combustion air blower stops operating.

NOTE: Do not leave cabin heat on over 10 seconds after combustion air blower stops operating.
(5) Turn cabin heat switch “off”. Move air intake lever to closed position.
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(6) “GEAR PUMP” circuit breaker “IN”.

CHECK: Three solid green circles on EIS strip (“Figure 1” & “Figure 3”) and EIS page
(“Figure 2” & “Figure 4”).
Hydraulic pump does not operate.
(7) Pull PFD1 circuit breaker.
(8) While holding the ENT key on #1 PFD, restore power by closing the PFD1 circuit breaker.
(9) When the words “INITIALIZING SYSTEM” appear in the upper left corner of the PFD, release
the ENT key.
(10) Using the FMS knob on the #1 PFD go to the GIA I/O Configuration page of the GIA group.
(11) Verify the DATA box next to CHANNEL “IN* 10” is green and the box next to “IN* 11” is black with
the landing gear selected down.
(12) Activate the cursor and use the small FMS knob scroll to select GIA2. Press ENT.
(13) Verify the DATA box next to CHANNEL “IN* 10” is green and the box next to “IN* 11” is black with
the landing gear selected down.
(14) Gear selector switch “UP”.
CHECK: While gear is retracting:
Three rectangles with black/white crosshatch on EIS strip (“Figure 5”) and EIS
page (“Figure 6”).
When gear is fully retracted:
Three white hollow circles on EIS strip (“Figure 7”) and EIS page (“Figure 8”).
All gear retract fully and nose gear door closes.
Pump motor stops operating.
NOTE: During gear retraction, a single momentary hesitation (less than 2 sec.) in pump
operation prior to the gear reaching the fully retracted position is acceptable as long as
total retraction time does not exceed 10 seconds.
(15) Verify the DATA box next to CHANNEL “IN* 10” is black and the box next to “IN* 11” is green with
the landing gear selected up.
(16) Activate the cursor and use the small FMS knob scroll to select GIA1. Press ENT.
(17) Verify the DATA box next to CHANNEL “IN* 10” is black and the box next to “IN* 11” is green with
the landing gear selected up.
(18) Gear selector switch “DOWN”.
CHECK: While gear is extending:
When gear is down and locked:
Three solid green circles on EIS strip (“Figure 3”) and EIS page (“Figure 4”).
Pump motor stops operating.
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(19) Verify flaps are fully retracted and flap position indicator in the MFD shows 0°.
CHECK: Inboard stall vane shall not activate stall warning aural when lifted.
Outboard stall vane shall activate stall warning aural when lifted.
(20) Lower flaps to 10° position and verify flap position indicator in the MFD shows 10°.
CHECK: Inboard stall vane shall not activate stall warning aural when lifted.
Outboard stall vane shall activate stall warning aural when lifted.
CHECK: Inboard stall vane activates stall warning aural when lifted.
Outboard stall vane shall not activate stall warning aural when lifted.
CHECK: Inboard stall vane activates stall warning aural when lifted.
Outboard stall vane shall not activate stall warning aural when lifted.
(23) Retract flaps.
(24) Gear selector switch “UP”. Repeat paragraphs “(19)” through “(23)”.
(25) Leave the gear up for five minutes.
CHECK: Pump motor does not operate at any time. (If the pump motor operates at any time
during the five minute period, there is a leak in the “UP” line or a malfunctioning
component in the system).
NOTE: One momentary pump operation is allowable during this five minute period, provided that
the gear unsafe light is not lit and there is no repeated pump operation for a subsequent
fifteen minute period.
(26) Pull “GEAR PUMP” circuit breaker “OUT”.
(27) Pull gear free-fall knob.
CHECK: Three solid green circle on EIS strip (“Figure 3”) and EIS page (“Figure 4”). All gear
return to the “DOWN AND LOCKED” position, with “DOWN” latches engaged.
(29) Free-Fall knob “IN”.
CHECK: Three solid green circle on EIS strip (“Figure 3”) and EIS page (“Figure 4”).
(31) Partially compress the left main gear shock absorber so that the squat switch operating tang is
free. (See paragraph “(4)”.
CHECK: Pump does not run.
Three solid green circle on EIS strip (“Figure 3”) and EIS page (“Figure 4”) remain on.
“CHECK GEAR” CAS message on PFD.
Aural “CHECK GEAR” is sounding.
(33) Attempt to mute aural “CHECK GEAR” by depressing the “MASTER WARNING” switch. Confirm
aural does not mute.
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CHECK: CAS message “CHECK GEAR” extinguished.
Aural “CHECK GEAR” stops sounding.
(35) Release left main gear shock absorber.
(36) Partially compress the right main gear shock absorber so that the squat switch operating tang is
free. (See paragraph “(4)”.
CHECK: Pump does not run.
Three solid green circle on EIS strip (“Figure 3”) and EIS page (“Figure 4”) remain on.
“CHECK GEAR” CAS message on PFD.
Aural “CHECK GEAR” is sounding.
(38) Attempt to mute aural “CHECK GEAR” by depressing the “MASTER WARNING” switch. Confirm
aural does not mute.
CHECK: CAS message “CHECK GEAR” extinguished.
Aural “CHECK GEAR” stops sounding.
(40) Release right main gear shock absorber.
(42) Gear selector switch “DOWN”, pull “GEAR PUMP” circuit breaker “OUT” mid stroke.
CHECK: After 16 seconds, three solid red circle on EIS strip (“Figure 9”) and EIS page
(“Figure 10”).
Aural Master Warning Tone is sounding.
NOTE: Timing begins when the gear selector is switched “DOWN”.
(43) Acknowledge failure by depressing the “MASTER WARNING” switch.
CHECK: Three solid red circle on EIS strip (“Figure 9”) and EIS page (“Figure 10”) remain on.
Aural Master Warning Tone stops sounding.
CHECK: Pump motor operates.
When pump stops running, three solid green circle on EIS strip (“Figure 3”) and EIS
(45) “BREAK” left main gear down lock manually.
When pump stops running, three solid green circle on EIS strip (“Figure 3”) and EIS
(46) Repeat the above step at the right gear down lock and nose gear down lock.
PAGE 14
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(47) Gear selector switch “UP” and taxi light switches on.
While gear is retracting:
When gear is fully retracted:
Three white hollow circles on EIS strip (“Figure 7”) and EIS page (“Figure 8”).
All gear retract fully in less than 10 seconds.
Pump motor stops operating after gear is up.
NOTE: During gear retraction, a single momentary hesitation (less than 2 sec.) in pump
operation prior to the landing gear reaching the fully retracted position is acceptable as
long as total retraction time does not exceed 10 seconds.
While gear is extending:
Three rectangle with black/white crosshatch on EIS strip (“Figure 5”) and EIS
When gear is down and locked:
Three solid green circle on EIS strip (“Figure 3”) and EIS page (“Figure 4”).
All gear return to the “DOWN AND LOCKED” position in 15 seconds or less.
Pump motor stops operating after all gear are “DOWN AND LOCKED”.
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EIS strip on PFD

Figure 1
EIS Page on MFD

Figure 2
PAGE 16
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Indication Gear DOWN and LOCK on EIS strip Indication Gear DOWN and LOCK on EIS Page
Figure 3 Figure 4
Indication Gear IN TRANSIT on EIS strip Indication Gear IN TRANSIT on EIS Page
Figure 5 Figure 6
Indication Gear UP on EIS strip Indication Gear UP on EIS Page

Figure 7 Figure 8
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Indication Gear FAIL on EIS strip Indication Gear FAIL on EIS Page
Figure 9 Figure 10
(49) Rig squat switch on LH & RH main gear so that the switch actuates when the oleo is 7.75–8.00
inches extended.
(50) Avionics Master switch “OFF”.
(51) Disconnect the external (ground) power source.
(52) Verify all gear are down and locked and remove airplane from jacks per 7-10-00.
PAGE 18
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4. Main Gear Actuating Cylinder

NOTE: Disassembly, Assembly, and Cleaning, Inspection and Repair instructions for actuators P/N
96860-002 and 96860-003 (i.e. - SFA232-5) are found in Cleveland Wheel and Brakes publication:
Component Maintenance Manual - CMSFA232-5 (011-00504) available from the vendor. See
Vendor Publications in the Introduction.
A. Removal
(1) Place the airplane on jacks. (See Jacking, 7-10-00.)
(2) Disconnect the hydraulic lines from the actuating cylinder and cover the open line ends to
prevent contamination.
(3) Disconnect the gear downlock spring from the swivel fitting at the upper end of the spring.
(4) Remove the downlock spring swivel fitting and disconnect the cylinder operating rod end from
the upper side brace retraction fitting by removing the attaching nut, washer and bolt.
(5) Disconnect the cylinder from its attachment by removing nut and bolt.
(6) Remove the cylinder from the wheel well.
B. Installation
(1) Attach the cylinder to its attachment fitting in the wheel well using bolt and nut.
(2) Attach the operating rod end and downlock spring swivel fitting to the upper side brace
retraction fitting by using bolt, washer and nut. Ascertain swivel fitting is free to rotate.
(3) Connect the downlock spring to the swivel fitting.
(4) Check the adjustment of the cylinder rod end. (See 32-10-00, Main Landing Gear, Adjustment.)
(5) Operate pump to purge system of air and check fluid level in reservoir.
(6) Turn master switch ON. Ensure the three green GEAR DOWN and LOCKED lights are ON.
Turn master switch OFF.
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PAGE 20
Oct 5/16 32-30-00 323020
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5. Nose Gear Actuating Cylinder

A. Removal
(1) Place the airplane on jacks. (See Jacking, 7-10-00.)
CAUTION: When manually retracting the nose gear assembly, ensure the
nose gear downlock is fully disengaged before releasing the
nose gear drag links. Damage could occur to the downlock if
not fully disengaged.
(2) Disconnect both nose gear door actuating rods.
(3) Disconnect the hydraulic lines from the actuating cylinder and cover the open line ends to prevent
contamination.
(4) Disconnect the two gear tension springs from the spring arm that is attached to the right side
of the strut housing.
(5) Disconnect the aft end of the cylinder from its attachment fitting.
(6) Disengage the nose gear downlock, (see CAUTION) retract nose gear slightly to remove gear
from its downlocked position.
(7) Disconnect the gear downlock spring from upper drag link.
(8) Remove the cotter pin, nut and washers from the bolt that secures the lower drag link to the
gear oleo housing.
(9) Slide out the bolt and the gear tension spring arm and lower the drag links.
(10) Pivot upper drag link and downlock until the hydraulic cylinder rod end connecting bolt is clear
of the fuselage.
(11) Remove nut and washer and slide bolt holding rod end of hydraulic cylinder out of the downlock.
Remove cylinder from wheel well.
B. Installation
(1) Attach the cylinder rod end to the downlock using an appropriate bolt, washer and nut making
sure the nut is on the inboard side.
(2) Pivot upper drag link and downlock to normal position.
(3) Insert bolt through gear tension spring arm and insert through right hand side of oleo housing
and lower drag link pivot point. Secure and safety. A washer (AN96-516L) is installed on the bolt
between the lower drag link and the arm.
(4) Reconnect the gear downlock spring to upper drag link.
(5) Attach the aft end of the hydraulic cylinder to its attachment fitting using bolt, nut and washer.
(6) Reconnect the two gear tension springs to the spring arm.
(7) Reconnect both nose gear door actuating rods.
(8) Connect the hydraulic lines to the cylinder fittings. The forward fitting (gear up) is a restricted
port fitting.
(9) Check adjustment of the cylinder rod end. (See 32-20-00, Nose Landing Gear, Adjustment.)
CAUTION: When manually retracting the nose gear assembly, ensure the
nose gear downlock is fully disengaged before releasing the
nose gear drag links. Damage could occur to the downlock if
not fully disengaged.
(10) Operate pump to purge system of air and check fluid level in reservoir.
(11) Turn master switch ON. Ensure the three green GEAR DOWN and LOCKED lights are ON.
Turn master switch OFF.
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Nose Gear Actuating Cylinder

Figure 11
PAGE 22
Oct 5/16 32-30-00 323022
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C. Disassembly
(1) With the cylinder removed from the airplane, mark the position of the end gland to facilitate
installation.
(2) Remove safety wire and unscrew the end gland.
(3) Complete disassembly of piston and O-rings.
D. Inspection
(1) Clean the cylinder parts with a suitable dry type solvent and dry thoroughly.
(2) Inspect the cylinder assembly for the following:
(a) Interior walls of the cylinder and exterior surfaces of the piston for scratches, burrs,
corrosion, etc.
(b) Threaded areas for damage.
(c) Rod end fitting and swivel fitting of cylinder for wear and corrosion.
E. Repairs
Repairs to the cylinder are limited to polishing out small scratches, burrs, etc., and replacing parts.
F. Assembly
(1) Install O-ring on the exterior of the end gland.
(2) Install O-ring in the interior of the end gland.
(3) Install O-ring on the body of the piston assembly.
(4) Lubricate the areas around the O-rings with hydraulic fluid, slide the end gland on the piston
rod and screw the end gland into the cylinder housing.
(5) Align reference marks and secure the end gland with safety wire.
(6) Check smoothness of operation of the piston.
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6. Landing Gear Free-fall Valve Assembly

This valve is located on the right side of the forward bulkhead at station 40.75.
A. Removal
(1) Loosen cable set screw securing cable to free-fall valve. Remove cable from valve.
(2) Disconnect hydraulic lines connected to the valve. Place a rag in position to absorb any
hydraulic fluid spillage that may result. Cap the lines to avoid contamination.
(3) Remove the two (2) each MS35207-264 screws, MS20365-1032C nuts, AN960-10L washers,
80700-006 spacers, and Piper Code Number 454-935 clamps securing the valve to the frame.
(4) Remove the assembly from the airplane.
B. Installation
(1) Position valve assembly in proper location in airplane.
(2) Secure valve assembly to frame with two (2) each Piper Code Number 454-935 clamps, 80700-
006 spacers, MS35207-264 screws, AN960-10L washers, and MS20365-1032C nuts.
(3) Apply Loctite No. 567 PST (Piper Code Number 179-771) in back of the male threads of elbows
fittings. Insert fittings into valve an tighten. Titeseal should be applied sparingly to prevent it
entering the hydraulic system.
(4) Push arm assembly to the fully closed position. Pull cable full forward and insert loose end of
cable through hole in bushing of the arm assembly. Tighten set screw on cable so that a twenty
(20) in.-lb. pull on cable will not pull cable from valve.
(5) Rig cable with valve in closed position. Rig cable so that valve will hit its internal stop without
being limited by the console in cockpit. (0.03 to 0.06 inch clearance).
C. Inspection
Inspection is limited to determining if any signs of hydraulic fluid leakage are evident around the
seam between the end fitting and valve body, and around the periphery of the piston assembly
shaft. If leaks appear, the valve assembly should be replaced since it is impractical to repair the
valve.
D. Repairs
No repairs are authorized. If leaking or otherwise defective, replace the valve.
PAGE 24
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7. Fill and Purge Procedures

(PIR-PPS60175-1, Rev. A.)
WARNING: Once each of the following steps in this section has been performed,
the system must not be subject to air contamination again. If it is
necessary to change the actuators position, this must be done via
hydraulic power supply pump, manual, or electric, using the proper
fluid and taking care not to introduce air back into the system. In the
event air is introduced, the applicable fill and purge procedure(s)
must be repeated.
A. Hydraulic Actuators
Either of the following actuator purging methods may be used below.
NOTE: Disconnect hoses, and cap extend and retract ports on pump. Ensure minimal air is introduced
while capping.
(1) Bench Method
(a) Connect hoses associated with actuator.
(b) With actuator in retracted position, connect hydraulic power supply pressure port to actuator
extend hose. Leave actuator retract hose open to ambient.
(c) Fill actuator with fluid until it is fully extended.
(d) With actuator in extended position, connect hydraulic power supply pressure port to actuator
retract hose, and connect hydraulic power supply return port to actuator extend hose.
(e) Using hydraulic power supply, fill actuator with fluid until it is fully retracted.
(f) Repeat process until actuator is full of fluid (no foam or bubbles). Extend actuator to its
approximate installed length.
(g) Disconnect hydraulic power supply from actuator, and cap hoses. Ensure minimal air is
introduced while capping. Cover rod with protective sheathing.
(2) Gear Swing Method
(a) Install actuator on gear assembly per aircraft rigging instructions.
(b) Connect hydraulic power supply to actuator through most practical available connections
(power supply may be connected to actuator through hydraulic lines and hoses already
installed on aircraft).
(c) Operate the hydraulic power supply, alternating between extend and retract modes, until
fluid is clear (no foam or bubbles). Throughout operation fitting on hydraulic actuator SHALL
remain oriented pointing up to prevent air pockets from forming in the actuator. Alternatively
it is permissible to connect actuator to a sump of hydraulic fluid and manually operate the
actuator from extended to retracted to fill hydraulic actuator.
(d) Disconnect and cap each hose. Ensure minimal air is introduced while capping (to allow
future attachment of system purging jumper hose).
B. Hydraulic Pump
(1) Fill hydraulic pump reservoir to full mark on dipstick; tighten dipstick, then back off 1½ turns (to
allow proper reservoir venting).
(2) Attach clear plastic tubes to each pump port and dip in to a container of clean MIL-PRF-5606
Hydraulic fluid.
(3) Operate the pump, alternating between extended and retract monde, until clear fluid is circulated
thru the pump (no foam or bubbles).
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C. System
(1) Make sure all hydraulic tubes are connected and properly tightened.
(2) If actuator hoses are connected to system, disconnect and cap each hose. Ensure minimal air is
introduced while capping.
(3) Install jumper hoses with ball valves in each wheel well where actuator hoses connect to system.
Set all valve positions to close.
(4) Open emergency extend valve. Run pump for 10 seconds. Do NOT operate the emergency
extend valve while hydraulic pump is running. Close emergency extend valve. Inspect hydraulic
reservoir fluid level fill as necessary.
(5) Open nose gear ball valve. Run pump for 10 seconds. Close nose gear ball valve. Inspect
hydraulic reservoir fluid level fill as necessary.
(6) Open right main gear ball valve. Run pump for 10 seconds. Close right main gear ball valve.
Inspect hydraulic reservoir fluid level fill as necessary.
(7) Open left main gear ball valve. Run pump for 10 seconds. Close left main gear ball valve. Inspect
hydraulic reservoir fluid level fill as necessary.
(8) Disconnect power from system.
(9) Disconnect jumper hoses and reconnect with actuator hoses to system. (Disconnect hoses one
at a time or fluid will spill and system purge with have to be repeated). Retorque and inspect any
fittings which were disconnected during the filling process.
(10) Once all actuator hoses are reconnect to system, swing landing gear 3 times and note if operation
is smooth. If operation is not smooth, let system sit for one hour and retest. If system still does
not operate smoothly repeat system purging procedure.
PAGE 26
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Wheels And Brakes
1. Wheels
(PIR-PPS50025, Rev. AG.)
A. Main Wheel Assembly

See “Figure 1”.
(1) Removal and Disassembly
(a) Place the airplane on jacks. (See 7-10-00.)
(b) To remove the main wheel, remove the four cap bolts that join the brake cylinder housing and
the lining back plate assemblies. Remove the back plate from between brake disc and wheel.
(c) Remove the dust cover and the cotter pin that safeties the wheel nut, remove the wheel nut
and slide the wheel from the axle.
(d) The wheel halves may be separated by first deflating the tire. With the tire sufficiently
deflated, remove the wheel through bolts. Pull the wheel halves from the tire by removing
the inner half from the tire first, and then the other half.
(e) The wheel bearing assemblies may be removed from each wheel half by first removing
the snap rings that secure the grease seal retainers, and then the retainers, grease seals
and bearing cones. The bearing cups should not be removed only for replacement and
may be removed by tapping out evenly from the inside.
Main Wheel Assembly

Figure 1
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(2) Assembly and Installation

CAUTION: Do not use power tools to install Nuts and bolts.
Note: Piper recommends that all tires on an airplane be from the same manufacturer and that
the two main tires be the same part number.
(a) Wheel Assembly
1) Check that bearing cup for each wheel half is properly installed.
2) Install the inner tube in the tire, making certain to align the index marking on the tire
with the index marking on the tube to ensure proper balance.
3) Install the tire and tube on the wheel half with the valve stem hole, inserting the valve
stem through valve hole.
4) Place opposite wheel half inside the tire. Align the wheel bolt holes, install the wheel
bolts, washers and nuts, and tighten the bolts in a criss-cross pattern to about 20 inch-
pounds.
Note: Both plain and countersunk washers may be used. Some designs use
bolts that have a radius between the head and shank, which requires the
countersunk washers. Inspect bolts and washers prior to assembly. Properly
oriented washers with countersunk surfaces to sit flush against the bolt head.
Install washers and nuts on bolts (bolt heads are to be on brake disc side of
wheel).
5) Remove all pressure in the tire.
6) Torque each nut again in a criss-cross pattern to about 45 inch-pounds before setting
the final torque specified on the wheel placard. Do not use power tools to torque nuts.
7) Inflate the tire to the specified pressure.
(b) Bearing Installation
CAUTION: DO NOT MIX AVIATION WHEEL BEARING GREASES WITH EACH OTHER.
Note: Mobil Aviation Grease SHC 100 has been used by the wheel manufacturer
since March 2007 and is the preferred grease. If not available, greases meeting
MIL-PRF-81322 or DOD-G-24508A are suitable alternatives. If old grease is
unknown, thoroughly clean bearing components before packing with new grease.
CAUTION: HANDLE BEARING CONES WITH EXTREME CARE TO PREVENT

CONTAMINATION OR DAMAGE.
1) Pack the bearing cones as follows:
NOTE: Pack the bearing cones just before installation to prevent contamination.
NOTE: Bearing cones can be packed by hand or by using a mechanical bearing
greaser. The mechanical bearing greaser will do a more thorough job of
packing the grease.
a) Clean the bearing cones.
b) Push and force the grease up and out between the rollers, cone and cage.
c) The bearing is properly greased when no voids or daylight can be observed
between the rollers and inner and outer races.
d) Disperse excess grease around each end and the tapered sides of each cone.
NOTE: Shaded area in Figure 2 shows the recommended quantity of grease.
2) Liberally swab the bearing cup, bearing bore hub and grease seal/snap ring areas
with bearing grease.
PAGE 2
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Wheel Bearing Packing

Figure 2
3) If felt seals are used, lightly coat all surfaces of the felt with the wheel bearing
grease. If rubber lip seals are used, lightly coat the rubber surfaces with bearing
grease.
4) Install the bearing cones, grease seals (felts and rings or rubber lip seals) and snap
rings.
Excess grease will squeeze out. Remove the excess grease with an inward rotating
movement against the bearing cone ID. Disperse any small amounts of grease on
the exterior surface of the grease seal and snap ring and remove any grease from
the hub outside surface.
5) Use care that bearing grease does not become contaminated.
(c) Slide the wheel on the axle and secure with retainer nut.
1) While rotating wheel, tighten axle nut to 17–25 inch pounds torque.
2) Back off nut to reduce torque to zero.
4) If nut slot is not aligned with cotter pin hole, rotate axle nut to align the nearest slot with
the cotter pin hole.
5) Safety the nut with a cotter pin and install a dust cover.
(d) Position the brake lining back plates per Brakes, Wheel Brake Assembly, Assembly and
Installation, below.
(3) Inspection
(a) Inspect brake disc for cracks, excessive wear or scoring, rust, corrosion and warpage.
Remove rust and blend out nicks, using fine 400 grit sandpaper. Replace disc if cracked
or when disc is worn below minimum thickness.
(b) Visually check all parts for cracks, distortion, defects and excess wear.
(c) Check tie bolts for looseness or failure.
(d) Check internal diameter of felt grease seals for distortion or wear. Replace the felt grease
seal if surface is hard or gritty. Lightly coat felt grease seals with SAE 10 oil. (Do not soak
felts in oil.)
(e) Check tire for cuts, internal bruises and deterioration.
(f) Check bearing cones and cups for wear and pitting and relubricate.
(g) Replace any wheel casting having visible cracks.
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B. Nose Wheel Assembly

See “Figure 3”.
(a) Jack the airplane enough to raise the nose wheel clear of the ground. (See 7-10-00.)
(b) To remove the nose wheel, first remove the cotter pin and washer that secures the safety
clevis pin of the wheel nut. Remove the clevis pin and wheel nut and then slide the wheel
from the axle.
(c) The wheel halves may be separated by first deflating the tire. With the tire sufficiently
deflated, remove the wheel through bolts. Pull the wheel halves from the tire by removing
the wheel half opposite the valve stem first and then the other half.
(d) The wheel bearing assemblies may be removed from each wheel half by first removing the
snap rings that secures the grease seal retainers and then the retainers, grease seals and
bearing cones. The bearing cups should be removed only for replacement, by tapping out
evenly from the inside.
CAUTION: Do not use power tools to install Nuts and bolts.
Note: Piper recommends that all tires on an airplane be from the same manufacturer and that
the two main tires be the same part number.
(a) Check that bearing cup for each wheel half is properly installed.
(b) Install the inner tube in the tire, making certain to align the index marking on the tire with
the index marking on the tube to ensure proper balance.
(c) Install the tire and tube on the wheel half with the valve stem hole, inserting the valve stem
through valve hole.
Note: On McCauley wheels only, use rubber bushing to prevent tube movement.
(d) Place opposite wheel half inside the tire. Align the wheel bolt holes, install the wheel bolts,
washers and nuts, and tighten the bolts in a criss-cross pattern to about 20 inch-pounds.
Note: Both plain and countersunk washers may be used. Some designs use bolts that
have a radius between the head and shank, which requires the countersunk
washers. Inspect bolts and washers prior to assembly. Properly oriented washers
with countersunk surfaces to sit flush against the bolt head. Install washers and
nuts on bolts.
(e) Remove all pressure in the tire.
(f) Torque each nut again in a criss-cross pattern to about 45 inch-pounds before setting the
final torque specified on the wheel placard. Do not use power tools to torque nuts.
On Cleveland wheel assemblies, final torque is per the placard on the wheel.
On McCauley wheel assemblies, final torque to 145 inch‑pounds dry.
(g) Inflate the tire to the specified pressure.
PAGE 4
Oct 5/16 32-40-00 32404
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MAINTENANCE MANUAL
Nose Wheel Assemblies

Figure 3
32405 32-40-00 PAGE 5

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(h) Bearing Installation

Install bearings per Bearing Installation under Main Wheel Assembly, Assembly and
Installation, above.
(i) Slide the wheel on the axle and secure with retainer nut.
2) Back off nut to reduce torque to zero.
4) If nut slot is not aligned with cotter pin hole, rotate axle nut to align the nearest slot with
the cotter pin hole.
5) Safety the nut with a cotter pin and install a dust cover.
(3) 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 for distortion or wear. Replace the felt grease
seal if surface is hard or gritty. Lightly coat felt grease seals with SAE 10 oil. (Do not soak
felts in oil.)
(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.
C. Repair - Main and Nose Wheel Assemblies
(1) General
Repairs are limited to blending out small nicks scratches. gouges and areas of slight corrosion,
plus the replacement of parts which are cracked or badly corroded.
Note: Remove rust and blend out small nicks, using fine 400 grit sandpaper.
Wheels may also be repainted if the parts have been repaired and thoroughly cleaned. Paint
exposed areas with one coat zinc chromate equivilent primer and one coat of aluminum lacquer.
Note: Never paint working surfaces of the bearing cups.
(2) Bearing Cup Replacement
(a) Removal:
1) Insert wheel half into boiling water for 15 minutes or place in an oven not exceeding
250° F (121°C) for 15 minutes.
2) Remove from source of heat and invert wheel half. If the cup does not drop out, tap the
cup evenly from the axle bore with a fiber drift pin or suitable arbor press.
(b) Installation:
1) To replace a new cup, apply one coat of zinc chromate primer to wheel half bearing
bore.
2) Insert wheel half into boiling water for 15 minutes or place in an oven not exceeding
250°F (121°C) for 15 minutes. Chill new bearing cup in dry ice for a minimum of 15
minutes.
3) Remove wheel half from source of heat and bearing cup from the dry ice. Install the
chilled bearing cup into the gearing bore of the heated wheel half. Tap gently to seat
evenly in place, using a fiber drift pin or suitable arbor press.
PAGE 6
Oct 5/16 32-40-00 32406
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
2. Brakes
A. Brake Adjustment and Lining Tolerance
No adjustment of the brake lining clearance is necessary as they are self-adjusting. Inspection of
the lining is necessary, and it may be inspected visually while installed on the airplane. Linings
of the riveted type should be replaced if the thickness of any one segment becomes worn below
0.100 of an inch or unevenly worn. The “snap-on” heavy duty linings should be replaced when the
expansion groove is no longer visible.
B. Wheel Brake Assembly
See “Figure 4”.
(a) To remove the brake assembly, first disconnect the brake line from the brake cylinder at the
tube fitting.
(b) Remove the cap bolts that join the brake cylinder housing and the lining back plate
assembly. Remove the back plate from between the brake disc and wheel.
(c) Slide the brake cylinder housing from the torque plate.
(d) Remove the pressure plate by sliding it off the anchor bolts of the housing.
(e) The piston(s) may be removed by injecting low air pressure in the cylinder fluid inlet and
forcing the piston from the housing.
(f) Check anchor bolt for wear.
(g) Remove anchor bolt by the following procedure:
1) Position cylinder assembly on a holding fixture. (See “Figure 5”, Removal.)
2) Use a suitable arbor press to remove the anchor bolt from the cylinder body.
(h) Install anchor bolt by the following procedure:
1) Support anchor bolt in a holding fixture. (See “Figure 5”, Step A.)
2) Align cylinder body over anchor bolt. (See “Figure 5”, Step B.)
3) Use a suitable arbor press and apply pressure on the spot face directly over the
anchor bolt hole. (See “Figure 5”, Step C.)
32407 32-40-00 PAGE 7

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL

See “Figure 4”.
(a) Lubricate the piston O-ring(s) with fluid MIL-PRF-5606 and install on piston(s). Slide the
piston in cylinder housing until flush with surface of housing.
(b) Slide the lining pressure plate onto the anchor bolts of the housing.
(c) Slide the cylinder housing assembly on the torque plate of the gear.
(d) Position the lining back plate between the wheel and brake disc. Install the bolts and dry
torque to 90 inch-pounds to secure the assembly.
(e) Connect the brake line to the brake cylinder housing.
(f) Bleed the brake system.
(3) Inspection
(a) Clean the assembly with a suitable solvent and dry thoroughly.
(b) Check the wall of the cylinder housing and piston for scratches, burrs, corrosion, etc., that
may damage O-rings.
(c) Check the general condition of the brake bleeder screw and lines.
(d) Check the brake disc for wear, grooves, scratches or pits. The minimum disc thickness of
Disc 164-46 used on heavy duty Wheel Assembly 40-120 is 0.405. A single groove or
isolated grooves up to 0.030 of an inch deep would not necessitate replacement, but a
grooving of the entire surface would reduce lining life and should be replaced. Should any
cracks be found to exceed a length of .80 inch or a depth of 0.210 inch in the 164-46 disc
assembly, replace the disc. If the crack depth is not measurable, replace the disc if the
crack length exceeds 0.400 inch. The disc should be immediately replaced if any crack
extends into the welded seam between the flange and cup.
(e) The riveted type lining may be removed from the backing plates by drilling out the old
rivets using a 5/32 drill. Install a new set of linings using the proper rivets and a rivet set
that will properly stake the lining and form a correct flair of the rivet. The snap-on type
lining used on optional heavy duty assemblies may be removed by prying loose with a
screwdriver or a thin flat wedge. Install the snap-on type by positioning onto the pins and
applying pressure to snap into position.
Note: Standard duty brake linings should be conditioned by performing a minimum of
six light pedal effort braking applications from 25 to 40 mph. Allow the brakes
to partially cool between stops. This conditioning procedure will cure the resins
in the brake linings, yet will not cause the material to become carburized due to
excessive heat.
Replacement brake linings used on optional heavy duty brakes should be
conditioned by performing 3 consecutive hard braking applications at 45 to 50
mph. Do not allow brake discs to cool substantially between stops. This will wear
off any high spots and at the same time generate sufficient heat to glaze the
surface of the metallic linings Once the linings are glazed, they will provide many
hours of maintenance free service.
PAGE 8
Oct 5/16 32-40-00 32408
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Wheel Brake Assembly

Figure 4
32409 32-40-00 PAGE 9

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Removal and Installation of Anchor Bolts

Figure 5
PAGE 10
Oct 5/16 32-40-00 324010
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Brake Installation
Figure 6
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Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C. Parking Brake Valve

(1) Removal
(a) Disconnect the parking brake cable from the valve actuating arm.
(b) Disconnect the fluid lines from the valve.
(c) Remove the screws that attach the valve to its mounting bracket.
(d) Place a protective material over the line openings to prevent contamination of the system.
(2) Installation
(a) Attach the valve to the bulkhead mounting bracket with screws.
(b) Connect the fluid lines to the valve.
(c) Connect the control cable to valve lever and determine that when valve lever fits in the
closed detent, parking brake handle is 0.03 to 0.06 inch of being full in against stop.
(3) Disassembly
See “Figure 7”.
(a) Remove the two fittings from the outside of the valve body. A valve spring is held in place
by the fittings. Use caution not to loosen these when removing the fittings.
(b) From the valve body, remove the valve spring and valve.
(c) To remove the valve cam, remove the nut, washer, bushing and spring and pull the cam from
the valve body.
(4) Inspection
(a) Clean the valve parts with a suitable solvent and dry thoroughly.
(b) Inspect valve and seat surfaces of valve body for excessive wear and corrosion.
(c) Inspect the cam assembly for burrs, scratches, excess wear, loose operating lever, etc.
(d) Check general condition of valves and springs.
(e) Repair to the valve is largely limited to smoothing burred or scratched surfaces and replacing
O-rings.
PAGE 12
Oct 5/16 32-40-00 324012
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(5) Assembly
See “Figure 7”.
(a) Install O-rings on valve cam.
(b) Lubricate O-rings with fluid (MIL-PRF-5606), insert cam into valve body and secure with
spring, bushing, washer and self-locking nut.
(c) Install O-ring on the valve, insert valve in hole of out port, install valve spring and secure
with outlet fitting.
Parking Brake Valve Assembly

Figure 7
324013 32-40-00 PAGE 13

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
D. Toe Brake Master Cylinder

See “Figure 8”, “Figure 9” and “Figure 10”.
(1) Removal
(a) Disconnect the upper and lower lines from the cylinder to be removed and cap the lines to
prevent fluid leakage or drain the fluid from the brake reservoir and master cylinder.
(b) Remove cotter pins and clevis pins securing brake cylinder in position, then remove brake
cylinder.
(2) Installation
(a) Position brake master cylinder at its mounting points and secure in position with clevis pin.
Safety clevis pins with cotter pins.
(b) Connect brake lines to master cylinder fittings. Bleed brakes.
(3) Disassembly
(a) Gar-Kenyon master cylinder number 17000. (See “Figure 9”.)
1) Remove the master cylinder from its mounting bracket.
2) To disassemble the master cylinder, first remove the piston rod assembly by unscrewing
the fitting from the master cylinder.
3) The piston rod assembly may be disassembled by first removing the retaining ring
securing the sleeve and then removing the spring, piston, seal, fitting, and, if desired,
the large return spring.
4) Remove the O-rings from the piston and fitting.
(b) Cleveland master cylinder number 10-30. (See “Figure 10”.)
1) Install new O-rings on the inside and outside of the packing gland and on the outside
of the piston.
2) To assemble the piston rod assembly, install on the rod, in order, the roll pin, washer,
spring, washer, packing gland with O-rings, seal, piston assembly with O-ring, spring
and roll pin.
3) Insert the piston rod assembly in the master cylinder and secure with the retaining ring.
4) Install the master cylinder.
(4) Inspection
(a) Clean master cylinder components with a suitable solvent and dry thoroughly.
(b) Inspect interior walls of master cylinder for scratches, burrs, corrosion, etc.
(c) Inspect general condition of fitting threads.
(d) Inspect piston for scratches, burrs, corrosion, etc.
(e) Repairs to the master cylinder are limited to polishing out small scratches and burrs, and
replacing seal and O-rings.
PAGE 14
Oct 5/16 32-40-00 324014
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Toe Brake Assembly

Figure 8
324015 32-40-00 PAGE 15

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(5) Assembly
Note: Rub a small amount of hydraulic fluid (MlL-PRF-5606) on all O-rings and component
parts for ease of handling during reassembly and to prevent damage.
(a) Gar-Kenyon master cylinder number 17000. (See “Figure 9”.)
1) Install new O-rings on the inside and outside of the fitting and on the outside of the
piston.
2) To assemble the piston rod assembly, install on the rod, in order, the roll pin, return
spring, retainer washer, return spring, fitting with O-rings, seal, piston with O-ring,
spring and sleeve. Secure these pieces with the retaining ring on the end of the rod.
3) Insert the piston rod assembly in the master cylinder and secure fitting.
4) Install the master cylinder.
(b) Cleveland master cylinder number 10-30. (See “Figure 10”.)
1) Remove the master cylinder from its mounting bracket.
2) To disassemble the master cylinder, first remove the piston rod assembly by removing
the retaining ring from the annular slot in the master cylinder housing. Draw the piston
rod assembly from the master cylinder.
3) The piston rod assembly may be disassembled by first removing the retaining ring,
sleeve, spring, and then the piston assembly, O-ring, and gland, and, if desired, the
return spring.
4) Remove the O-rings from the piston and packing gland.
E. Bleeding Brakes
If the brake line has been disconnected for any reason, it will be necessary to bleed the brake
system as described below:
(1) Place a suitable container at the brake reservoir to collect fluid overflow.
(2) Remove the rubber bleeder fitting cap located on the bottom of the brake unit housing on the
landing gear.
(3) Slide a hose over the bleeder fitting, loosen the fitting one turn and pressure fill the brake system
with MIL-PRF-5606 fluid.
Note: By watching the fluid pass through the plastic hose at the top of the brake reservoir, it
can be determined whether any air remains in the system. If air bubbles are evident,
filling of the system shall be continued until all of the air is out of the system and a
steady flow of fluid is obtained.
(4) Tighten bleeder fitting and remove the hose. Check brakes for proper pedal pressure.
(5) Repeat this procedure on the other gear.
(6) Drain excess fluid from reservoir to fluid level line with a syringe.
PAGE 16
Oct 5/16 32-40-00 324016
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Gar-Kenyon Toe Brake Master Cylinder (17000)

Figure 9
Cleveland Toe Brake Master Cylinder (10-30)

Figure 10
324017 32-40-00 PAGE 17

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 18
Oct 5/16 32-40-00 324018
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Position And Warning
1. Landing Gear Limit Switches

Note: All adjustments of the limit switches should be made with the airplane on jacks. When adjustments
are complete, safety wire each limit and squat switch.
A. Main Gear Limit Switches
(1) Up Limit Switch Adjustment
A gear up limit switch is located in each wheel well above the gear door hinge. There is no
adjustment of these switches other than check that the gear, when retracting, will actuate the
switch within 0.88 of an inch of full up. Switch operation turns the red gear unsafe light out.
(2) Down Limit Switch Adjustment (See “Figure 1”.)
A gear down limit switch is mounted on a bracket which is attached to the lower drag
link of each main gear. The switch should be adjusted to allow it to actuate thus turning
on the green indicator light within the cockpit when the downlock hook has entered the
locked position and is within 0.025 to 0.035 of an inch of contacting the downlock pin.
(See Down Lock Rigging, “Figure 1”.)
Adjust as follows:
(a) Ascertain that the main gear downlock is properly adjusted.
(b) Raise the airplane on jacks. (See 7-10-00.)
(c) Ascertain that the landing gear is down and pressure is relieved from the hydraulic system.
To relieve pressure, hold down the emergency extender lever.
(d) Raise the downlock hook assembly and place a .030 of an inch feeler gauge between the
horizontal surface of the hook (the surface that contacts the downlock pin) and the rounded
surface of the pin. Lower the hook and allow it to rest on the feeler gauge.
(e) Loosen the locking nuts of the switch and, while pushing up on the center of the link
assembly, screw the switch toward the hook until it is heard to actuate. Retighten the locking
nuts of the switch.
(f) Manually move the hook assembly up from the pin until the hook nearly disengages from
the pin. Then, with pressure against the bottom of the link assembly, move back to ascertain
that the switch actuates within 0.025 to 0.035 of an inch of full lock.
(g) Retract and extend the gear by turning the master switch on and moving the gear selector
handle to the up position. As the gear begins to retract the green light below the selector
should go out and the red gear unsafe light at the top of the instrument panel should come
on.
B. Nose Gear Limit Switches
See “Figure 2”.
The nose gear up and down limit switches are located on the right nose cone spar assembly and are
mounted either side of fuselage station 24.00.
(1) To facilitate adjustment of the switches, disconnect the gear doors.
(2) With the aircraft placed on jacks (see 7-10-00), turn the master switch on. Move the gear
selector switch to the gear up position to raise the landing gear. Turn the master switch off.
(3) Block the nose gear in the up position and slowly pull the free fall knob to relieve the hydraulic
pressure and allow the main gear to drop.
(4) With the nose gear downlock hook now in the up position adjust the hydraulic cylinder rod end to
ensure the cylinder will have 0 to .03 cushion prior to bottoming.
32601 32-60-00 PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
SWITCH ASSEMBLY
DOWN LOCK SWITCH
(LEFT & RIGHT)
BRACKET
LEFT & RIGHT (REF)
BRACKET
LEFT & RIGHT
(REF)
SWITCH ASSEMBLY
SQUAT SWITCH
(LEFT & RIGHT)
BRACKET
LEFT & RIGHT
(REF)
BRACKET (LEAF)
LEFT & RIGHT
(REF)
LOOKING FWD
(LEFT SIDE SHOWN,
RIGHT SIDE OPPOSITE)
0.025 - 0.035
LOOKING AFT
(LEFT SIDE SHOWN, RIGHT SIDE OPPOSITE)
DOWN LOCK RIGGING

Main Gear Down Limit and Squat Switches
Figure 1
PAGE 2
Oct 5/16 32-60-00 32602
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(5) Turn the master switch on and raise the nose gear and remove the block from under the nose
gear.
(6) Cycle the gear and determine that the gear lights function properly.
2. Landing Gear Safety Squat Switch Adjustment
The landing gear safety squat switch, located on the left main gear housing, is adjusted so that the
switch is actuated within the last quarter of an inch of gear extension.
Note: The squat switch on the right main gear is connected to the flight hour meter and is
rigged / adjusted the same as the landing gear safety squat switch.
A. Compress the strut until 7.875 in. is obtained between the top of the gear fork and the bottom of the
gear housing. Hold the gear at this measurement.
B. Adjust the switch down until it actuates at this point. Secure the switch.
C. Extend and then compress the strut to ascertain that the switch will actuate within the last quarter of
an inch of oleo extension.
FWD
DOWN UP LOCK
LOCK SWITCH
SWITCH
F.S.
26.37
LOOKING OUTBOARD FROM A/C CENTERLINE

Nose Gear Limit Switches
Figure 2
32603 32-60-00 PAGE 3

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
3. Gear Up/Power Reduced Warning Switches

(PIR-FTP2001-7, Rev. H, FTP2011-1, Rev. F.)
Two different landing gear up/power reduced warning systems are installed. In S/N’s 4496001 thru
4496216, microswitches are installed in the throttle quadrant to detect the power levers being retarded;
in S/N’s 4496217 and up, transducers in both manifold pressure lines detect reduced power.
In either case, a warning horn is activated when the landing gear are up and power is reduced below
approximately 14 in.-hg. manifold pressure.
A. S/N’s 4496001 thru 4496216. (See “Figure 3”.)
(1) Switch Location
The landing gear up power reduced warning switch is located in the control quadrant behind the
throttle stop plate.
(2) Adjustment
When adjusting switch fly the airplane at approach speed 1000 ft. AGL. (See the Pilot’s Operating
Handbook.)
Use the following procedure:
(a) With the aid of a qualified pilot, fly the airplane to an elevation of 1000 ft. above the ground
and come to approach speed with propellers set for high rpm. Retard the throttles to below
or equal to 14 in. Hg. of manifold pressure and mark the quadrant cover adjacent to the
throttle levers, in such a manner so that the levers can be returned to the same position
after the airplane is landed and the engines shut down.
(b) Place the airplane on jacks and retract the landing gear.
(c) Position the throttle levers at the location marked during the flight (i.e. below or equal to
14 in. Hg. of manifold pressure).
(d) With the master switch turned on, loosen the two mounting screws securing the micro
switch to the bracket. Move the switch in the direction necessary to make the warning horn
operate and gear warning annunciator light illuminate. Tighten the mounting screws.
(e) With the warning horn operating, depress GEAR WARN MUTE switch. Check that the
warning horn stops sounding and that the GEAR WARN MUTE light illuminates.
(f) Advance throttles to a power setting in excess of equal to 14 in. Hg. of manifold pressure.
Check that MUTE light extinguishes. Check that warning system is rearmed by retarding
throttle levers to below or equal to 14 in. Hg. of manifold pressure, activating alarm horn.
(g) With the warning horn sounding, lower the landing gear. Check that the horn ceases to
operate when the gear are down and locked.
(h) Advance throttles levers beyond the position which gave the below or equal to 14 in. Hg. of
manifold pressure. Retract the landing gear.
(i) Reposition the throttle levers at the location marked during the flight (i.e. - below or equal to
14 in. Hg. of manifold pressure). Check that the warning horn sounds.
(j) With the warning horn operating, depress GEAR WARN MUTE switch. Check that the
warning horn stops sounding and that the GEAR WARN MUTE light illuminates.
(k) Extend the landing gear. Check that the GEAR WARN MUTE light extinguishes. Remove
airplane from jacks.
(l) Flight test the airplane to insure proper operation of the gear warning horn with the gear up
and power reduced below or equal to 14 in. Hg. of manifold pressure.
PAGE 4
Oct 5/16 32-60-00 32604
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(3) Replacement
When replacing the microswitch assembly, determine how many washers are positioned
between the microswitch and the bracket so that an equal amount are used during installation.
The switch, when properly positioned, should be in the middle of the cams located on each
throttle control lever.
B. S/N’s 4496217 thru 4496338 less 4496331
(PIR-101917A.)
A manifold pressure switch, located on the inboard aft side of the firewall in each engine nacelle,
activates the warning horn when power in either engine is reduced below or equal to 14 in. Hg manifold
pressure. No adjustment required.
C. S/N’s 4496331, 4496339 and up. (with Garmin G1000)
The Garmin G1000 Crew Alerting System monitors the manifold pressure transducer and activates
when MAP is below or equal to 14 in. Hg.
Throttle Warning Switches Effectivity

Figure 3 4496001 thru 4496216
32605 32-60-00 PAGE 5

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 6
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MAINTENANCE MANUAL
CHAPTER
33
Lights
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
33-ii
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 33
CHAPTER CHAPTER


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2 Oct 5/16
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2 Oct 5/16
3 Oct 5/16
4 Oct 5/16
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3 Oct 5/16
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Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 2
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chapter 33 - Lights
TABLE OF CONTENTS
General 33-00-00 1
Troubleshooting 1

Instrument and Panel Lights 1
Annunciator Panel - Bulb Replacement 1
Standard 1
Optional 1
Dimmer Control Unit 1
Removal 1
Installation 1
Overhead Panel Map (i.e., Dome) Lights 2
Map Lights 2
Bulb Replacement 2
Rheostat Replacement 2
Exterior 33-40-00 1
General 1
Landing/Taxi Lights 1
Removal 1
Installation 1
Recognition Lights 4
Configuration 1 4
Removal 4
Installation 4
Configuration 2 5
Removal 5
Installation 5
Navigation (Position) Lights 8
Wingtip 8
Configuration 1 8
Removal 8
Installation 10
Configuration 2 11
Configuration 3 13
Removal 13
Installation 14
Tail (Optional) 16
Configuration 1 16
Replacing a lamp 16
Removal 16
Installation 18

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 33 - Lights
Exterior (cont.) 33-40-00 (cont.)

Navigation (Position) Lights (cont.)
Tail (Optional) (cont.)
Configuration 2 19
Removal 19
Installation 19
Anti-Collision (i.e., Strobe) Lights 21
Description 21
Troubleshooting 21
Wing Tip 23
Configuration 1 23
Removal 23
Installation 23
Configuration 2 24
Configuration 3 24
Fin Tip (Optional) 25
Configuration 1 25
Removal 25
Installation 25
Configuration 2 27
Removal 27
Installation 27
Strobe Power Supply 29
Removal 29
Installation 30
PAGE 2 1
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
General

Interior lighting consists of post lights and internally lighted avionics and switches. Radio, panel and
switch lights are controlled by rheostat switches located below the pilot’s control column. A floodlight,
mounted in the overhead panel, provides additional instrument and cockpit lighting for night flying. The
light is controlled by a rheostat switch located adjacent to the light. A map light window in the lens is
actuated by an adjacent switch.
Exterior lighting systems include white landing/taxi lights in the nose cone, red and green navigation
lights in the wing tips, white strobe/anti-collision lights, and recognition lights. The wing tip recognition
light system consists of two white lights; one in each wing tip.
2. Troubleshooting
When checking the lighting system, the MASTER SWITCH must be ON for the lights to operate. For the
light circuit being checked, confirm that the circuit breaker protecting that light is pushed IN. If the light
still fails to operate, replace the bulb.
33001 33-00-00 PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 2
Oct 5/16 33-00-00 33002
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Flight Compartment
Flight compartment lighting comprises instrument panel post and case lighting with a dimmer control,
overhead flood light, compass light, and a cabin light.
1. Instrument and Panel Lights
A. Annunciator Panel - Bulb Replacement
(1) Standard
Bulb replacement does not require removal of the annunciator panel. The lenses are designed to
be a friction fit in the annunciator panel and the light bulbs fit into the back side of the lenses. To
replace a defective bulb, do the following:
(a) Pull the lens out of the annunciator panel.
(b) Withdraw the defective bulb from the lens and replace with a new bulb.
(c) Align the key on the lens with the key way on the annunciator panel socket.
(d) Press the lens into position.
(2) Optional
In S/N’s 4496174; and 4496224 and up, with the optional Avidyne Entegra EFIS installed, without
removing the annunciator panel, simply push in on the function light until it “clicks,” then release
pressure. The cover assembly will be partially ejected from the lamp base assembly. Pull the
cover from the base and rotate to expose the lamp bulb. Replace defective bulb and reverse
removal procedure. Depress “test” function to verify lamp function.
B. Dimmer Control Unit
(1) Removal
Access to the dimmer control assembly is from beneath the instrument panel.
(a) Master Switch off.
(b) Disconnect the electrical connector from the assembly.
(c) Remove the two screws securing the assembly to the instrument panel.
(d) Remove the assembly from the airplane.
(2) Installation
(a) Master switch off.
(b) Position the assembly in the instrument panel (with the control knobs inserted into their
appropriate slots).
(c) Secure assembly with the two screws.
(d) Connect the electrical harness connector to dimmer assembly.
(e) Master switch on.
(f) Check operation of dimmer control assembly.
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Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
2. Overhead Panel Map (i.e., Dome) Lights

Map Lights
Two overhead instrument map lights are mounted in the overhead forward fresh air vent panel
forward of the speaker. A slide control incorporated in each fixture may be utilized to expose a
small square hole, which directs a beam of light onto the respective pilot’s seat area. The light is
controlled by a rheostat mounted forward of the louvers.
(1) Bulb Replacement
(a) Ensure BATT switch is off. Disengage (pull OUT) CABIN LIGHTS circuit breaker.
(b) Remove three screws retaining lens cover to light fixture.
note: Observe there are two sets of three screws associated with each fixture; one set
in an outer ring or circle and one set in an inner ring or circle. Be sure to remove
screws from inner ring or circle.
(c) The light bulb is of a bayonet type and removed accordingly.
(d) Replace the bulb. Engage (push IN) CABIN LIGHTS circuit breaker. Ensure correct operation
of light.
(e) If bulb does not light up, check the following.
1) Proper circuit breaker mode.
2) Continuity between housing socket and its electrical leads.
3) Proper dimmer operation.
(f) Clean lens as necessary.
(g) Install light fixture and secure with three screws previously removed.
(2) Rheostat Replacement
(a) Ensure BATT switch is off. Disengage (pull OUT) CABIN LIGHTS circuit breaker.
(b) Loosen allen screw and remove switch knob.
(c) Loosen (do not remove) nut securing rheostat to overhead panel.
caution: permitTING OVERHEAD panel to “flip” front end dowN DURING
removAL MAY result in tears or rips in headliner.
(d) Remove and support overhead panel. Drop panel just enough to gain access to rheostat. Do
not permit panel to hang by electrical wires.
(e) Remove nut from rheostat. Remove rheostat from panel. Remove wires from rheostat.
(f) Install wires on new rheostat. Install rheostat in panel. Install security nut and finger tighten.
(g) Engage CABIN LIGHTS (push IN) circuit breaker and check correct operation of light.
Disengage CABIN LIGHTS (pull OUT) circuit breaker.
(h) Install overhead panel. Tighten nut securing rheostat to panel
(i) Install rheostat knob and tighten allen nut.
(j) Engage (push IN) CABIN LIGHTS circuit breaker.
PAGE 2
Oct 5/16 33-10-00 33102
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107651 C
OVERHEAD PANEL
MAP (I.E., DOME) LIGHT

SEE DETAIL A
LOUVER
SPEAKER ASSEMBLY-OVERHEAD PANEL

MAP LIGHT KNOB
AND MAP (I.E., DOME) LIGHT
DOME LIGHT PLACARD SEE DETAIL A
CLEAR LEXAN LENS
LENS HOLDER
SHUTTER KNOB MOUNTING SCREWS

IN OPEN POSITION
MOUNTING SCREWS
RING
SHUTTER HOLE
ELECTRICAL CONNECTOR
DETAIL A
Map (i.e., Dome) Lights Installation Effectivity

33103 33-10-00 PAGE 3

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 4
Oct 5/16 33-10-00 33104
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Exterior
1. General
The exterior lighting consists of recognition lights, navigation lights, anti-collision strobe lights, and nose
cone landing taxi lights.
2. Landing/Taxi Lights
See “Figure 1”.
Two landing/taxi lights are mounted low in the nose cone.
Note: Check and make sure that the ends of the bonding strap are securely attached: both to the light
mounting brackets in the nose cone; and, to the fuselage.
A. Removal
(1) Ascertain that the master switch is off.
(2) Disconnect negative (i.e., ground) battery cable.
(3) Remove the four screws which secure the nose cone. Lower the nose cone to gain access to the
landing/taxi lights.
(4) Remove the negative and positive wires on the back of the light.
(5) Remove the three screws which secure the landing light assembly to the mount assembly paying
particular attention not to lose the three springs located between the light assembly and the
mount assembly.
(6) Remove the two screws, springs, washers, and nuts from the light assembly and separate the
light retainer ring and plate from the light.
B. Installation
(1) Ascertain that the master switch is off and the battery is disconnected.
(2) Place light in retainer ring and secure with retainer plate held in place by two screws, springs,
washers, and nuts.
(3) Insert the three screws through their respective holes in the light assembly and place the springs
into position on the screws.
(4) Place the light assembly in position and secure to mount assembly with the three screws.
(5) Connect the positive and negative wires to the correct terminals of the landing/taxi light.
Note: For airplanes with LED lamps, if the lamp does not illuminate at first, reverse the wiring
connections and try again.
(6) Connect negative (i.e., ground) battery cable.
(7) Turn on master switch.
(8) Check operation of lights.
(9) Close nose cone and secure with four bolts.
33401 33-40-00 PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Landing / Taxi Light Installation

PAGE 2
Oct 5/16 33-40-00 33402
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107754 B
RING
LANDING LIGHT
GND
+V
PLATE
SCREW
WASHER
NUT
SPRING (2 PLACES)
(2 PLACES)
S/N’s 4496395, 4496397 AND UP WITH GARMIN G1000
LIGHT ASSEMBLY
RING
LANDING LIGHT BULB
PLATE
SCREW
WASHER
SPRING NUT
(2 PLACES) (2 PLACES)
S/N’s 4496001 AND UP, STANDARD, AVIDYNE ENTEGRA, OR GARMIN G500 EQUIPPED
OR
4496331, 4496339–4496394, AND 4496396 WITH GARMIN G1000
Landing / Taxi Light Installation

33403 33-40-00 PAGE 3

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
3. Recognition Lights
A recognition light is installed in the outboard leading edge of each wing, between W. S. 209.72 and
W. S. 215.48. Two configurations exist.
A. Configuration 1
Incandescent lamps are installed in Standard, Avidyne Entegra, or Garmin G500 equipped airplanes
in S/N’s 4496001 and up; or Garmin G1000 equipped airplanes in S/N’s 4496331, 4496339–4496394,
and 4496396.
(1) Removal
(a) Set BATT MASTER and RECOG LIGHTS switches to OFF and pull the RECOG LIGHTS
circuit breaker.
(b) Disconnect the negative (i.e., ground) battery cable.
(c) Remove the 10 screws and washers securing the clear acrylic lens to the wing. Note that
the two inboard screws also secure the shield in place.
(d) Remove the socket head cap screw and washer located in the bottom center of the lamp
assembly reflector.
Note: Do not permit bulb to come in contact with skin as oil from skin will shorten bulb life.
Should accidental contact be made, wipe bulb with a clean, soft cloth prior to first
illumination.
(e) Pull the lamp assembly forward far enough to gain access to plug connector P119 (left wing)
or P219 (right wing).
(f) Disconnect plug connector and remove lamp assembly.
(2) Installation
Note: Do not permit bulb to come in contact with skin as oil from skin will shorten bulb life.
Should accidental contact be made, wipe bulb with a clean, soft cloth prior to first
illumination.
(a) Connect lamp assembly to plug connector.
(b) Slide lamp assembly into housing, aligning screw hole in reflector with Tinnerman nut in
bracket.
(c) Secure lamp assembly to bracket with the socket head cap screw and washer.
(d) Connect the negative (i.e., ground) battery cable.
(e) Engage (i.e., push in) the RECOG LIGHTS circuit breaker and set BATT MASTER and
RECOG LIGHTS switches to ON.
(f) Verify lights operate correctly.
(g) Set BATT MASTER and RECOG LIGHTS switches to OFF.
caution: Do not over torque screws. Over torquing will cause
cracking around holes in acrylic lens.
(h) Position acrylic lens and shield in place. Secure with the 10 screws and washers.
PAGE 4
Oct 5/16 33-40-00 33404
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
B. Configuration 2
LED lamps are installed in Garmin G1000 equipped airplanes in S/N’s 4496395, 4496397 and up.
See “Figure 2”.
(1) Removal
(a) Set BATT MASTER and RECOG LIGHTS switches to OFF and pull the RECOG LIGHTS
circuit breaker.
(b) Disconnect the negative (i.e., ground) battery cable.
(a) Remove the 10 screws and washers securing the clear acrylic lens to the wing.
(b) Remove the four screws holding the top and bottom brackets to the housing.
(c) Pull light assembly and brackets far enough forward to gain access to plug connector.
(d) Disconnect plug connector and remove lamp assembly.
(e) Remove the upper and lower screw and washer securing the light assembly to the brackets.
(2) Installation
(a) Secure the upper and lower brackets to the light assembly using a screw and washer.
(b) Connect lamp assembly to plug connector.
(c) Position light assembly and brackets in the housing and install four screws to secure the
upper and lower brackets to the housing.
(d) Connect the negative (i.e., ground) battery cable.
(e) Engage (i.e., push in) the RECOG LIGHTS circuit breaker and set BATT MASTER and
RECOG LIGHTS switches to ON.
(f) Verify lights operate correctly.
(g) Set BATT MASTER and RECOG LIGHTS switches to OFF.
caution: Do not over torque screws. Over torquing will cause
cracking around holes in acrylic lens.
(h) Position acrylic lens and shield in place. Secure with the 10 screws and washers.
33405 33-40-00 PAGE 5

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
LED Recognition Light Installation

Figure 2
PAGE 6
Oct 5/16 33-40-00 33406
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
33407 33-40-00 PAGE 7

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
4. Navigation (Position) Lights

Navigation (position) lights are installed in each wing tip in the same assembly as anti-collision (i.e., strobe)
lights. The strobe lights are addressed separately.
Optional white tail lights may be installed in the vertical fin tip fairing and the rear edge of the fuselage
bottom.
A. Wingtip
Three different configurations exist.
(1) Configuration 1
Incandescent navigation / position lamps combined with a Xenon flashtube are installed in
Standard, Avidyne Entegra, or Garmin G500 equipped airplanes. See “Figure 3” and “Figure 4”
on page 33409.
(a) Removal
1) Ensure that the BATT MASTR, STROB LIGHT, and NAV LIGHT switches are in OFF
position.
2) Disengage (pull out) NAV LIGHTS and ANTI-COLL circuit breakers.
3) Disconnect the negative (i.e., ground) battery cable.
4) Remove the two screws securing the lens retainer.
5) Remove the lens retainer and one or both of the following: the red (left wing) or green
(right wing) lens; or the aft clear lens.
INCANDESCENT 101921 F
RED OR GREEN LAMP ASSY
LENS
SCREW BLACK
(3 Places) (Later installation shown. Earlier installations
grounded the black wire to the mounting plate.)
XENON RED
FLASHTUBE
LENS
PIN 1
PIN 2
BLUE
(Later installation shown. Earlier installations
MOUNTING grounded one blue wire to the mounting plate.)
PLATE
(XENON
FLASHTUBE)
TO STROBE POWER SUPPLY

CLEAR LENS (LAMP)
WINGTIP
(LEFT SHOWN, RIGHT OPPOSITE)
Effectivity
with Standard, Avidyne Wingtip Navigation/Position/Strobe Light Installation
Entegra, or Garmin G500 Figure 3
PAGE 8
Oct 5/16 33-40-00 33408
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
SCREW
(2 PLACES)
LENS RETAINER
CLEAR LENS
XENON FLASH TUBE

ASSEMBLY
RED or GREEN GASKET

LENS
TAIL POSITION LENS
GASKET
GASKET
14V INCANDESCENT
LAMP 14V HALOGEN LAMP
BASEPLATE ASSY
Effectivity
Wingtip Navigation/Position/Strobe Light Assembly with Standard, Avidyne
Figure 4 Entegra, or Garmin G500
33409 33-40-00 PAGE 9

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Note: I.E., if only replacing one lamp, only remove the lens necessary to access that
lamp.
a) To remove the left or right navigation incandescent lamp (i.e., behind the green or
red lens), twist lamp counterclockwise to release lamp and pull out.
b) To remove the white aft lamp, pull straight out of its socket.
6) If removing the entire light assembly, continue as follows:
a) Remove the three screws securing the light assembly to the mounting plate.
b) Break sealant and move the light assembly out of the way. Draw electrical leads
out to expose connectors. Capture wing harness to ensure it does not retract into
wing.
c) Disconnect the light assembly electrical leads from the wing harness and remove
the light assembly from the wing tip.
d) Remove old sealant from mating surfaces of light assembly and wingtip.
(b) Installation
1) If the entire light assembly has been removed, proceed as follows:
Note: If only one or both navigation/position lamps where removed, skip to step “2)”.
a) Connect the light assembly electrical leads to the wing harness. Replace any Ty-
Wraps or sleeves previously removed.
b) Release the wing harness and carefully feed the connector and strobe lamp
electrical leads through the hole in the base.
c) Put the light assembly in place and secure to mounting plate with three screws.
CAUTION: MATING SURFACES must be sealed TO PREVENT WATER
INTRUSION.
d) Fillet seal edges of mating surfaces of light assembly and wingtip. Use “Sealant,
Airframe and Component” from Consumable Materials chart in 91-10-00.
2) If only one or both navigation/position lamps were removed, proceed as follows:
a) Install the left or right forward incandescent lamp (i.e., behind the green or red
lens):
1] Align lamp in socket.
2] Push lamp to bottom of socket and twist clockwise to lock in place.
b) Install the white (aft) lamp by aligning the lamp with its socket and pushing straight
in until lamp is seated.
3) Connect the negative (i.e., ground) battery cable.
4) Set (push in) NAV LIGHTS circuit breaker.
5) Verify that lamp(s) is/are working by selecting BATT MASTR and NAV LIGHT switches
ON and checking that all navigation light lamps are lit. Select BATT MASTR and NAV
LIGHT switches OFF. Set (push in) ANTI-COLL circuit breakers.
6) Install lenses over each lamp. Install lens retainer and secure with two screws.
7) If entire light assembly was removed and reinstalled, verify function of strobe light
before securing airplane.
PAGE 10
Oct 5/16 33-40-00 334010
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(2) Configuration 2
LED navigation / position lamps combined with a Xenon flashtube are installed in Garmin G1000
equipped airplanes S/N’s 4496331, 4496339–4496347, 4496349–4496394 and 4496396. See
“Figure 5” and “Figure 6” on page 334012.
Removal and Installation is essentially the same as that shown under “Configuration 1” on page
33408 with the exception that replacement of either or both of the forward and aft navigation
/ position LED lamp assemblies requires removal and replacement of the entire LED lamp
assembly base.
CLEAR LENS 101921 F

(RED OR GREEN
LED LIGHT ASSY)
WHITE - PIN 1
BLACK - PIN 2
XENON
FLASHTUBE
LENS
STROBE CONNECTOR
PIN 1 - RED
PIN 2 - BLACK
PIN 3 - WHITE
MOUNTING PLATE
SCREW
WASHER
(3 PLACES)
(LED LIGHT ASSY)

CLEAR LENS
WINGTIP
Wingtip Navigation/Position/Strobe Light Installation

Figure 5
Effectivity
with Garmin G1000 in
334011
4496331, 4496339–4496347,
4496349–4496394 and 4496396
33-40-00 PAGE 11
Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
90340
SCREWS
LENS RETAINER
STROBE LENS
XENON FLASH TUBE

(STROBE LAMP)
REAR LENS
FORWARD
LENS GASKET
GASKET
GASKET
BASE
Wingtip Navigation/Position/Strobe Light Assembly

Figure 6
Effectivity
with Garmin G1000 in
PAGE 12
Oct 5/16 33-40-00 4496331, 4496339–4496347,
4496349–4496394 and 4496396
334012
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(3) Configuration 3
LED navigation / position lights combined with a LED strobe are installed in Garmin G1000
equipped airplanes S/N’s 4496395, 4496397 and up. See “Figure 7” and “Figure 8” on page 334015.
If one LED fails the entire light assembly must be replaced.
(a) Removal
1) Ensure that the BATT MASTR, STROBE LIGHT, and NAV LIGHT switches are in OFF
position.
2) Disengage (pull out) NAV LIGHTS and ANTI-COLL circuit breaker.
4) Lens
a) Remove two (2) socket head screws from aft end of light assembly and remove
lens retainer.
b) Slide lens aft approximately 1/2 inch and lift away from light assembly.
5) Light Assembly
a) Remove lens as described above.
b) Remove three (3) phillips head screws and separate light assembly from baseplate.
LED
NAVIGATION/POSITION - STROBE 101921 F
LIGHT ASSEMBLY
LEFT WING SHOWN, RIGHT WING OPPOSITE
SCREW
(3 PLACES)
BUSHING
CONNECTOR
PIN 1 - WHT (+28V STROBE))
PIN 2 - ORG (+28V POSITION))
PIN 3 - YEL (SYNC))
PIN 4 - BLK (GROUND))
MOUNTING PLATE
WINGTIP
Effectivity
Wingtip Navigation/Position/Strobe Light Installation with Garmin G1000
Figure 7 4496395, 4496397 and up
334013 33-40-00 PAGE 13

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
c) Pull light assembly away from wing tip to the attached wiring harness out to expose
the connector. Capture the exposed wiring harness at the baseplate with tape to
ensure it does not retract into the wing.
d) Disconnect the connector and remove light assembly.
6) Baseplate
Not required unless the existing baseplate is damaged or deteriorated.
a) Remove Lens and Light Assembly as describe above.
b) Remove three screws securing baseplate to wingtip and remove baseplate.
c) Remove any remaining sealant from wingtip.
(b) Installation
1) Baseplate (If required.)
a) Ensure wingtip is clean and dry.
b) Feed exposed wing wiring harness through hole in baseplate and position
baseplate on wingtip.
c) Secure with three screws.
d) Fillet seal around the mating surfaces of the wingtip and baseplate to prevent
water intrusion. Seal with “Sealant, Airframe and Component” per the Consumable
Materials chart in 91-10-00.
2) Light Assembly
a) Connect navigation/postion/strobe light assembly electrical connector to the
exposed harness wiring connector at the baseplate.
b) Feed the wiring harness through the hole in the baseplate and place the new light
assembly in position.
c) Secure with three phillips head screws.
3) Lens
a) Place lens approximately 1/2 inch aft of light assembly, slide forward into position.
b) Place lens retainer in position over aft end of lens.
c) Secure lens retainer and lens with two (2) socket head screws.
5) Engage (push IN) the NAV LIGHTS and ANTI-COLL circuit breakers.
6) Switch the BATT MASTR and NAV LIGHT switches ON and ensure the navigation/
position LEDs illuminate. Switch NAV LiGHT OFF.
7) Switch ON the STROBE LIGHT and verify proper operation of the strobe lights.
8) Switch STROBE LIGHT and BATT MASTR OFF and secure airplane.
PAGE 14
Oct 5/16 33-40-00 334014
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
LED
LIGHT ASSEMBLY
CLEAR LENS
SCREW,
SOCKET HEAD
(2 PLACES)
LENS
RETAINER
SCREW,
PHILLIPS HEAD
(3 PLACES)
LED LAMP ASSEMBLY
DRAIN HOLE
BASEPLATE
Effectivity
Wingtip Navigation/Position/Strobe Light Assembly with Garmin G1000
Figure 8 4496395, 4496397 and up
334015 33-40-00 PAGE 15

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
B. Tail (Optional)
A white tail light installation is available in S/N’s 4496162, 4496169 and up. When installed two white
tail lights are used: one mounted in the aft edge of the vertical fin aft fin tip assembly; the second is
installed in the lower aft edge of the tailcone tip fairing. Two different configurations exist:
(1) Configuration 1
Incandescent Tail Lights are installed with Standard, Avidyne Entegra, or Garmin G500. Or with
Garmin G1000 in S/N’s 4496331, 4496339–4496347, 4496349–4496394 and 4496396. See
“Figure 9” on page 334017 and “Figure 10” on page 334018.
(a) Replacing a lamp
In either the Upper or Lower Light.
1) Select BATT MASTR and NAV LIGHT switches OFF.
2) Remove the two screws securing the retainer mask.
3) Remove retainer mask, lens, and lens gasket from light assembly.
4) Pull the old lamp straight out of the socket assembly.
5) Align the new lamp with the socket assembly and press straight back until fully seated.
6) Install lens gasket, lens, and retainer assembly and secure with screws (2).
7) Select BATT MASTR and NAV LIGHT switches ON, verify tail lights illuminate.
8) Select BATT MASTR and NAV LIGHT switches OFF, secure airplane.
(b) Removal
Of an entire light assembly.
3) Upper Light Assembly.
a) At the vertical fin:
1] Remove the screws and washers (6 ea.) securing the aft fin tip assembly to
the forward fin tip assembly.
2] Carefully rotate the aft fin tip assembly sufficient to access the electrical
connector between the cable assembly and the tail light.
3] Disconnect the connector and remove the aft fin tip assembly.
b) At the bench:
1] Remove the two screws securing the retainer mask.
2] Remove retainer mask, lens, and lens gasket.
3] Remove the light assembly housing from the aft fin tip assembly.
4) Lower Light Assembly.
Note: This is easier with the rudder removed.
a) Reaching into the tailcone tip fairing disconnect the J/P46 connector.
b) Remove the two screws securing the retainer mask.
c) Remove retainer mask, lens, and lens gasket.
d) Remove the light assembly housing and electrical leads from the tailcone tip
fairing.
PAGE 16
Oct 5/16 33-40-00 334016
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
104728 D
38349 S
AFT FIN TIP ASSEMBLY

CABLE ASSY
TAIL LIGHT ASSEMBLY

SCREW (2 REQ'D)
FAIRING ASSEMBLY
TAIL LIGHT ASSEMBLY
A SCREW (2 REQ'D)
P/J46
TO LIGHT ASSY
VIEW A - A
(TAIL LIGHT AND FAIRING REMOVED FOR CLARITY)
Dual Tail Light Installation

Figure 9
Effectivity
Standard, Avidyne Entegra, or Garmin G500; or
334017
with Garmin G1000 in 4496331, 4496339–4496347,
4496349–4496394 and 4496396
33-40-00 PAGE 17
Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
104728 D
SOCKET ASSEMBLY LAMP
HOUSING
GASKET
LENS
RETAINER MASK
SCREW
(2 PLACES)
APPLY LOCTITE 222MS TO SCREWS AS SEALANT ON UPPER TAIL LIGHT ONLY
Tail Light Assembly

Figure 10
(c) Installation
Of an entire light assembly.
a) At the bench:
1] Feed the electrical leads through the mounting hole in the aft fin tip assembly.
2] Position light assembly housing in place in the aft fin tip assembly.
3] Position lens gasket, lens, and retainer assembly.
4] Secure light assembly to aft fin tip assembly with screws (2).
b) At the vertical fin:
1] Connect the light assembly electrical leads to the tail light cable assembly.
2] Mate the aft fin tip assembly with the forward fin tip assembly and secure with
screws and washers (6 ea.).
a) Feed the tail light electrical leads through the mounting hole in the tailcone tip
fairing and place the the light assembly housing in position.
b) Position lens gasket, lens, and retainer mask.
c) Secure retainer mask with two screws.
d) Reaching into the tailcone tip fairing connect the J/P46 connector.
Effectivity
Standard, Avidyne Entegra, or Garmin G500; or
PAGE 18
Oct 5/16 33-40-00 with Garmin G1000 in 4496331, 4496339–4496347,
4496349–4496394 and 4496396
334018
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(2) Configuration 2
LED Tail Lights are installed with Garmin G1000 equipped airplanes S/N’s 4496395, 4496397
and up. See “Figure 11” on page 334020.
(a) Removal
a) At the vertical fin:
1] Remove the screws and washers (6 ea.) securing the aft fin tip assembly to
the forward fin tip assembly.
2] Carefully rotate the aft fin tip assembly sufficient to access the electrical
connector between the harness assembly and the tail light.
3] Disconnect the P/J 625 connector and remove the aft fin tip assembly.
b) At the bench:
1] Remove the two screws securing the retainer mask.
2] Remove retainer mask, lens, and lens gasket.
3] Remove the light assembly housing from the aft fin tip assembly.
Note: This is easier with the rudder removed.
a) Reaching into the tailcone tip fairing disconnect the J/P 624 connector.
b) Remove the two screws securing the retainer mask.
c) Remove retainer mask, lens, and lens gasket.
d) Remove the light assembly housing and electrical leads from the tailcone tip
fairing.
(b) Installation
a) At the bench:
1] Feed the electrical leads through the mounting hole in the aft fin tip assembly.
2] Position light assembly housing in place in the aft fin tip assembly.
3] Position lens gasket, lens, and retainer assembly.
4] Secure light assembly to aft fin tip assembly with screws (2).
b) At the vertical fin:
1] Connect the P/J 625 connector.
2] Mate the aft fin tip assembly with the forward fin tip assembly and secure with
a) Feed the tail light electrical leads through the mounting hole in the tailcone tip
fairing and place the the light assembly housing in position.
b) Position lens gasket, lens, and retainer mask.
c) Secure retainer mask with two screws.
d) Reaching into the tailcone tip fairing connect the J/P 624 connector.
334019 33-40-00 PAGE 19

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
104728 D UPPER TAIL LIGHT

38349 S
P/J 625
P/J 624 A
TAIL CONE TIP FAIRING ASSEMBLY

LOWER TAIL LIGHT
P/J 624 SCREW (2 REQ'D)
TO LIGHT ASSY
VIEW A - A
(TAIL LIGHT AND FAIRING REMOVED FOR CLARITY)
LED ASSEMBLY
RETAINER MASK
TOP
BOTTOM
LENS GASKET CLEAR LENS
CONNECTOR
SCREW
(2 PLACES)
APPLY LOCTITE 222MS TO SCREWS AS SEALANT
Effectivity
with Garmin G1000 Dual Tail Light Installation
4496395, 4496397 and up Figure 11
PAGE 20
Oct 5/16 33-40-00 334020
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
5. Anti-Collision (i.e., Strobe) Lights
A. Description
The exterior wingtip lighting assembly includes a pulsating anti-collision (i.e., strobe) white light. The
strobe light is a Xenon flashtube with a separate power supply; or, an LED strobe light with no separate
power supply. The strobe units are rated to flash approximately 50 times per minute. The anti-collision
lights are controlled by an independent rocker switch (STROB LIGHT) in the switch panel. The circuit
is protected by a 10 amp ANTI-COLL LIGHTS circuit breaker.
An optional red vertical fin tip ground reconigition/anti-collision (i.e., strobe) light is available in S/N’s
4496020, 4496024 and later. Again, the strobe light is a Xenon flashtube with a separate power
supply; or, an LED strobe light with no separate power supply. When installed, the unit is controlled by
the three-position STROB LIGHT - OFF - FIN STROB rocker switch in the overhead switch panel. This
allows the fin tip strobe to be activated with or independently of the wing tip strobes.
When installed the separate power supply unit is located in the aft section of the fuselage.
B. Troubleshooting
When troubleshooting the strobe light system, check if the trouble is in flashtube or power supply. This
can be accomplished by replacing the flash tube assembly with a good operating flash tube, or with
the use of a strobe check unit. Normal operating power supply emits an audible tone of 1 to 1.5 kHz. If
no sound is emitted, check system as follows: (When troubleshooting the system, use the appropriate
schematic. Refer to 91-33-40.)
CAUTION: When disconnecting power supply, allow ten minutes of bleed
down time before handling unit.
(1) Check input voltage at power supply is 28-volts.
CAUTION: When disconnecting and connecting power supply input
connections, do not reverse connections. Reversed polarity
of input voltage for just an instant will permanently damage
power supply. Reversed polarity destroys a protective diode
in the power supply, causing self-destruction from overheated
power supply. The damage is sometimes not immediately apparent,
but will cause system failure in time.
(2) Check for malfunction in interconnecting cables.
CAUTION: A short of the type in steps (a). and (b). will not cause permanent
damage to power supply, but the system will be inoperative. Any
connection between Pins 1 and 3 of the interconnecting cable
discharge the condenser in the power supply and destroy
trigger circuits.
(a) Check Pins 1 and 3 of interconnecting cable are not reversed.
(b) Use an ohmmeter to check continuity between Pin 1 and 3 of interconnecting cable. If a
reading is obtained, cable is shorted and must be replaced.
334021 33-40-00 PAGE 21

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(3) Check interconnecting cables for shorts.

(a) Disconnect output cables from power supply outlets.
(b) Use an ohmmeter for the following continuity checks.
1) Check from Pin 1 to Pin 1, Pin 2 to Pin 2, and Pin 3 to Pin 3. If no continuity exists, cable
is broken and must be replaced.
2) Check continuity between Pins 1 and 2, 1 and 3, and 2 and 3 of the interconnecting
cable. If continuity exists cable is shorted and must be replaced.
(4) Check tube socket assembly for shorts.
(a) Disconnect tube socket assembly of the anti-collision light from the interconnecting cable.
(b) Use an ohmmeter for the following continuity checks.
1) Check continuity between Pin 1 of AMP connector to Pin 1 of tube socket. If no continuity
exists, tube socket assembly is broken and must be replaced.
2) Check Pin 2 of AMP connector to Pins 6 and 7 of tube socket.
3) Check Pin 3 of AMP connector to Pin 4 of tube socket.
4) When making these tests, if no continuity exists, tube socket assembly is broken and
must be replaced.
(5) Clear all possible shorts at the power supply, by disconnecting the output cables from the power
supply outlets, and connect an operating strobe lighthead assembly or a strobe check unit
directly to the power supply outlet, then apply the required voltage to the power supply input. If
this application proves positive the power supply is in working condition, and the problem may
be with the interconnecting cables
(6) Most power supplies are protected against a short or open circuit on the output. In either case,
the power supplies will effectively turn themselves off when subjected to a shorted output of a
Xenon flash tube that refuses to flash.
(7) Strobe light power supplies are meant to be used, not to remain in an inactive state. Use them at
all times, this will improve their proper functioning. Any strobe light power supply that has been
out of service for a long period of time is subject to failure because the electrolytic condenser
loses the polarity formation.
(8) If this is the case, it is recommended to start operating the system on a voltage that is reduced
by 25 percent for 10 to 15 minutes before putting the power supply into normal service. This
will prevent overheating of the condenser while they reform. If the power supply, after a long
period of non use, is operated at full voltage immediately, there is an excellent possibility that the
condenser will become overheated.
PAGE 22
Oct 5/16 33-40-00 334022
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C. Wing Tip
Three different configurations exist.
(1) Configuration 1
Incandescent navigation / position lamps combined with a Xenon flashtube are installed in
Standard, Avidyne Entegra, or Garmin G500 equipped airplanes. See “Figure 3” on page 33408
and “Figure 4” on page 33409.
(a) Removal
Removing the Xenon flashtube requires removing the entire light assembly.
position.
4) At the wing tip:
a) Remove the two screws securing the lens retainer.
b) Remove the lens retainer and the clear lens covering the strobe, as well as the
lenses covering the forward and aft navigation/position lamps.
c) Remove the three screws securing the light assembly to the mounting plate.
d) Break sealant and move the light assembly out of the way. Draw electrical leads
out to expose connectors. Capture wing harness to ensure it does not retract into
wing.
e) Disconnect the light assembly electrical leads from the wing harness and remove
the light assembly from the wing tip.
f) Remove old sealant from mating surfaces of light assembly and wingtip.
5) At the bench:
Pull the strobe lamp (i.e., Xenon flashtube) and gasket away from the light
assembly while carefully feeding the electrical leads through the hole in the base.
(b) Installation
1) At the bench:
a) Ensure the gasket (and grommet, if any) are positioned properly.
b) Carefully feed the strobe lamp (i.e., Xenon flashtube) electrical leads through the
hole in the base.
2) At the wing tip:
a) Connect the light assembly electrical leads to the wing harness. Replace any Ty-
Wraps or sleeves previously removed.
b) Release the wing harness and carefully feed the connector and strobe lamp
electrical leads through the hole in the base.
c) Put the light assembly in place and secure to mounting plate with three screws.
CAUTION: MATING SURFACES must be sealed TO PREVENT WATER
INTRUSION.
d) Fillet seal edges of mating surfaces of light assembly and wingtip. Use “Sealant,
e) Replace the clear lens over the strobe and the forward and aft navigation / position
lens over their respective lamps. Capture lenses with the lens retainer.
f) Secure the lens retainer with two screws.
334023 33-40-00 PAGE 23

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
4) Set (push in) ANTI-COLL circuit breaker.

5) Verify that the strobe is working by selecting BATT MASTR and STROB LIGHT switches
ON and checking that strobe is flashing.
6) Select STROB LIGHT switch OFF. Set (push in) NAV LIGHTS circuit breaker.
7) Verify that navigaion/position lamp(s) are working by selecting NAV LIGHT switch ON
and checking that all navigation light lamps are lit.
9) Secure airplane.
(2) Configuration 2
LED navigation / position lamps combined with a Xenon flashtube are installed in Garmin G1000
equipped airplanes S/N’s 4496331, 4496339–4496347, 4496349–4496394 and 4496396. See
“Figure 5” and “Figure 6” on page 334012.
Removal and Installation of the strobe lamp (i.e., Xenon flashtube) is the same as that shown
under “Configuration 1” on page 334023.
(3) Configuration 3
LED navigation / position lights combined with a LED strobe are installed in Garmin G1000
equipped airplanes S/N’s 4496395, 4496397 and up. See “Figure 7” and “Figure 8” on page 334015.
See Removal and Installation under “Configuration 3” on page 334013.
PAGE 24
Oct 5/16 33-40-00 334024
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
D. Fin Tip (Optional)

An optional red vertical fin tip ground reconigition/anti-collision (i.e., strobe) light is available in S/N’s
4496020, 4496024 and later. Two different installations exist.
(1) Configuration 1
A Xenon flash tube is installed with Standard, Avidyne Entegra, or Garmin G500. Or with Garmin
G1000 in S/N’s 4496331, 4496339–4496347, 4496349–4496394 and 4496396. See “Figure 12”
on page 334026.
(a) Removal
position.
4) At the fin tip:
a) Remove screws and washers securing forward fin tip assembly to vertical fin.
b) Draw the fin tip away from the vertical fin until the electrical harness connectors
and ground wires are exposed.
c) Capture the fin side of the harnesses to prevent their retracting into the fin.
d) Disconnect the electrical harness connectors and remove the screw and washer
securing the ground wires to the upper vertical fin frame and remove the forward
and aft fin tip assemblies as a unit.
5) At the bench:
a) Disconnect the strobe light connector inside the forward fin tip assembly.
b) Remove the screws (4 ea.) securing the lens/cover assembly to the base.
c) Break sealant around lens/cover assembly joint with the fin tip and remove lens/
cover assembly from fin tip.
d) Remove flashtube assembly from base by pulling the wiring harness through the
hole in the base.
e) Clean old sealant off fin tip, and, if it is to be reused, the lens/cover assembly.
(b) Installation
1) At the bench:
a) Feed the flashtube wiring harness through the base and position flashtube
assembly on base.
b) Position lens/cover assembly over flashtube assembly and strobe light base and
secure with screws (4 ea.).
Note: Ensure shield is facing forward.
c) Fillet seal exterior joint between lens/cover assembly and fin tip. Use “Sealant,
2) At the fin tip:
a) Connect the electrical harness connectors and secure the ground wires to the
upper fin frame with screw and washer.
b) Release the wing harnesses and place the forward and aft fin tip assemblies in
position atop the vertical fin.
c) Secure the forward fin tip assembly to vertical fin with screws and washers (10
ea.).
334025 33-40-00 PAGE 25

Oct 5/16
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MAINTENANCE MANUAL
38349 S
STROBE LIGHT ASSEMBLY

SHIELD
AFT FIN TIP
FILLET SEAL ASSEMBLY
FORWARD FIN TIP
ASSEMBLY
STROBE LIGHT
CONNECTOR
GROUND WIRES
(VERTICAL FIN FRAME)
SCREW
WASHER
CONNECTORS (10 PLACES)
LENS / COVER ASSEMBLY
SCREW
(4 PLACES)
XENON FLASHTUBE ASSEMBLY
BASE
3 - WHITE
2 - BLACK
1 - RED
TO GROUND
Fin Tip Strobe Installation

Figure 12
Effectivity
4496020, 4496024 and up with Standard, Avidyne Entegra,
PAGE 26
Oct 5/16 33-40-00 or Garmin G500; or with Garmin G1000 in 4496331,
4496339–4496347, 4496349–4496394 and 4496396
334026
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
4) Engage (push in) the ANTI-COLL circuit breaker.

5) Switch ON the BATT MASTR and STROB LIGHT switches. Verify the wing tip and fin
tip strobes flash.
6) Switch the STROB LIGHT switch OFF and then to FIN. Verify the only fin tip strobe
flashes.
8) Select BATT MASTR switch OFF.
9) Secure airplane.
(2) Configuration 2
A LED strobe is installed with Garmin G1000 equipped airplanes S/N’s 4496395, 4496397 and
up. See “Figure 13” on page 334028.
(a) Removal
1) Ensure that the BATT MASTR, STROB LIGHT, and NAV LIGHT switches are OFF.
4) At the fin tip:
a) Remove screws and washers securing forward fin tip assembly to vertical fin.
b) Draw the fin tip away from the vertical fin until the electrical harness connectors
and ground wires are exposed.
c) Capture the fin side of the harnesses to prevent their retracting into the fin.
d) Disconnect the electrical harness connectors and the remove the screw and
washer securing the ground wires to the upper fin frame and remove the forward
and aft fin tip assemblies as a unit.
5) At the bench:
a) Remove the screws (2 ea.) securing the strobe light assembly to the fin tip.
b) Break sealant around strobe light lens retainer and fin tip and remove strobe light
assembly from fin tip, pulling strobe light harness through hole in top of fin tip.
c) Clean old sealant off fin tip, and, if it is to be reused, the strobe light lens retainer.
(b) Installation
1) At the bench:
a) Feed the strobe light harness through the hole in fin tip.
b) Position strobe light assembly atop fin tip and secure with screws (2 ea.).
Note: Ensure internal shield is facing forward.
c) Fillet seal exterior joint between strobe light lens retainer and fin tip. Use “Sealant,
2) At the fin tip:
a) Connect the electrical harness connectors and secure the ground wires to the
upper fin rib with screw and washer.
b) Release the wing harness and place the forward and aft fin tip assemblie in
position atop the fin.
c) Secure the forward fin tip assembly to the vertical fin with screws and washers
(10 ea.).
4) Engage (push in) the ANTI-COLL circuit breaker.
334027 33-40-00 PAGE 27

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
38349 S
STROBE LIGHT ASSEMBLY
SCREW
CLAMP BLOCK
(2 PLACES)
(ALUMINUM BLOCK FIXED TO INSIDE OF FIN TIP)
(APPLY LOCTITE 222MS)
AFT FIN TIP

FILLET SEAL ASSEMBLY
FORWARD FIN TIP
ASSEMBLY
STROBE LIGHT
CONNECTOR
GROUND WIRES
(VERTICAL FIN FRAME)
SCREW
WASHER
CONNECTORS (10 PLACES)
A A
LENS/RETAINER
SHIELD
(INTERNAL)
GASKET
SCREW
(2 PLACES)
VIEW A-A
Effectivity
with Garmin G1000 Fin Tip Strobe Installation
4496395, 4496397 and up Figure 13
PAGE 28
Oct 5/16 33-40-00 334028
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
5) Switch ON the BATT MASTR and STROB LIGHT switches. Verify the wing tip and fin
tip strobes flash.
6) Switch the STROB LIGHT switch OFF and then to FIN. Verify the only fin tip strobe
flashes.
8) Select BATT MASTR switch OFF.
9) Secure airplane.
E. Strobe Power Supply
S/N’s 4496001 and up with Standard, Avidyne Entegra, or Garmin G500; or with Garmin G1000 in
4496331, 4496339–4496347, 4496349–4496394 and 4496396. See “Figure 14”.
With Standard, Avidyne Entegra, or Garmin G500 the strobe power supply is in the aft section of
fuselage on the left side of the airplane mounted to a bracket fixed to the side and bottom of the
fuselage. With Garmin G1000 in S/N’s 4496331, 4496339–4496347, 4496349–4496394 and 4496396
the strobe power supply is under the baggage compartment floor on the lefthand side of the fuselage
mounted to a bracket just forward of the emergency battery.
(1) Removal
(a) Ensure that the BATT MASTR and STROB LIGHT switches are in OFF position.
(b) Disengage (pull out) ANTI-COLL LIGHTS circuit breaker.
(c) Disconnect negative (i.e., ground) battery cable.
(d) Remove access panel to aft section of fuselage in the baggage compartment or remove
baggage compartment floor, as appropriate, to gain access to the power supply.
(e) Note and mark location of the strobe harness plugs; then disconnect them.
Strobe Power Supply

Figure 14
334029 33-40-00 PAGE 29

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(f) Remove screws and washers (4 ea.) holding power supply to bracket.
Note: Ground wires are connected to the screws adjacent to the strobe harness plugs.
Note and mark their location as well prior to disconnecting them.
(g) Remove power supply.
(2) Installation
(a) Position power supply in place and secure with screws and washers (4 ea.) being sure to
capture the appropriate ground wires.
(b) Connect strobe harness plugs in proper place.
(c) Connect negative (i.e., ground) battery cable.
(d) Set (push in) ANTI-COLL LIGHTS circuit breaker.
(e) Verify lights are working by selecting BATT MASTR and STROB LIGHT switches ON and
checking that both left and right strobe lights flash. If fin tip strobe is installed verify its
operation as well.
(f) Select BATT MASTR and STROB LIGHT switches OFF.
(g) Replace access panel in baggage compartment or baggage compartment floor, as
appropriate, and secure airplane.
PAGE 30
Oct 5/16 33-40-00 334030
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Chapter 34
Chapter Chapter
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Oct 5/16 34 - LIST OF EFFECTIVE PAGES 34-viii
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Chapter 34 - Navigation
Table of Contents
Subject Section PagE
General 34-00-00 1
Standard 1
Avidyne Entegra IFDS 1
Garmin G500 2
Garmin G1000 Integrated Avionics System (IAS) 2
S/N’s 4496331, 4496339 thru 4496394 and 4496396. 2
S/N’s 4496395, 4496397 and up. 3
Flight Environment Data 34-10-00 1

Pitot and Static System 1
Description 1
Test 1
Vertical Speed Indicator 9
Troubleshooting 9
Altimeter 10
Troubleshooting 10
Airspeed Indicator 12
Troubleshooting 12
Outside Air Temperature (OAT) Gauge 13
Standard 13
Traditional Gauges 13
Garmin G500 13
Optional Avionics Systems 14
Attitude and Direction 34-20-00 1

Attitude Deviation Indicator (ADI) 1
Troubleshooting 1
Directional Gyro 2
Troubleshooting 2
Standby Attitude Indicator 3
Description 3
34-ix 34 - CONTENTS PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Table of Contents (continued)
Subject Section Page
Attitude and Direction (cont.) 34-20-00 (cont.)

Avidyne Entegra Integrated Flight Display System (IFDS) 4
Description 4
Maintenance 4
Primary Flight Display (PFD) 4
Multifunction Display (MFD) 7
Data Acquisition Unit (DAU) 9
Magnetometer/OAT Sensor Assembly 10
Component Locator 10
Garmin G500 System 17
Description 17
Flight Instrumentation 17
Communications/Navigation Systems 19
Component Details 19
Troubleshooting 19
Recommended Tools 20
Inspections 28
Annually 28
Each Five (5) Years 28
Each Ten (10) Years / 2000 Hours 28
Components 29
General 29
GDU 620 PFD/MFD 30
Description 30
Troubleshooting 30
Removal 30
Installation 30
Unit Replacement 30
GDC 74A Digital Air Computer 31
Description 31
Troubleshooting 31
Removal 31
Installation 31
Unit Replacement 31
GTP 59 OAT Probe 32
Description 32
Troubleshooting 32
Removal 32
Installation 32
GRS 77 Attitude and Heading Reference System 33
Description 33
Troubleshooting 33
Removal 33
PAGE 2
Oct 5/16 34 - CONTENTS 34-x
PA-44-180, SEMINOLE
MAINTENANCE MANUAL

Garmin G500 System (cont.)
Installation 33
Unit Replacement 34
GMU 44 Magnetometer 35
Description 35
Troubleshooting 35
Removal 35
Installation 35
Unit Replacement 36
GDL 69A Data Link Unit 37
Description 37
Troubleshooting 37
Removal 37
Installation 37
Unit Replacement 37
GRT 10 Wireless Transceiver Unit 39
Removal 39
Installation 39
Configuration Module 40
Removal 40
Installation 40
Shield Block Installation 40
GMA 340 Audio Panel 40
GTX 330 Mode S Transponder 40
Configuration Mode Overview 43
Initial Configuration of the GDU 620 43
GDU 620 System Status Page (Left Side) 44
DEVICES ONLINE Window 44
LRU and DATA Windows 44
GDU 620 System Setup and Checkout Pages (Right Side) 45
Configuration File Descriptions 46
G500 Software Information 47
G500 Software Loader Card 47
G500 Software Loader Card Creation 47
GDL 69A Software Loader Card Creation 50
Software Load Files 51
Definition 51
GDU 620 Software Load 51
GRS 77 Software Load 52
GMU 44 Software Load 53
GDC 74A Software Load 53
GDL 69A Software Load 53
34-xi 34 - CONTENTS PAGE 3

Oct 5/16
PA-44-180, SEMINOLE
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System Configuration 54
GDU 620 Initial Setup 54
Manifest Configuration 56
Configuration Module Interface Check 56
GDU 620 Software Load Confirmation 57
Airframe Configuration 58
LIGHTING Configuration 59
AUDIO ALERT Configuration 60
TERRAIN-SVT SETUP 60
GDC Configuration 60
Configuration Module Update 61
Optional G500 Feature Activation Procedures 61
Basic Feature Activation 61
Altitude Preselect Activation (Optional) 61
CHARTVIEW Activation (Optional) 62
Synthetic Vision Technology Activation 62
GDL 69/69A Configuration 63
AFCS Configuration 63
Navigation Database Aircraft Loading Procedures 64
G500 Navigation Database Aircraft Loading Procedure 64
GNS-430 Navigation Database Aircraft Loading Procedure 64
Supplemental Databases 65
Terrain Database Loading Procedures 65
JEPPS ChartView Loading Procedure 65
Supplemental Databases Check Procedures 65
GRS/GMU Calibration Procedures 66
GRS 77 AHRS Pitch/Roll Offset Calibration (Procedure A) 66
GRS 77/GMU 44 Magnetometer Calibration (Procedure B) 67
Compass Swing 69
Heading Offset Compensation 70
AHRS Engine Run-Up Vibration Test (Procedure C) 71
Magnetometer Interference Test 72
GDL 69A Test 75
Post-Installation Procedures / Functional Tests 75
Air Data Power-Up Test 75
Altitude 75
Airspeed 76
Audio System Test 77
Marker Beacon Test 77
Autopilot Power-Up Test 77
Autopilot Engagement Test 78
FD/AP Operational Test 78
PAGE 4
Oct 5/16 34 - CONTENTS 34-xii
PA-44-180, SEMINOLE
MAINTENANCE MANUAL

Post-Installation Procedures / Functional Tests (cont.)
Autopilot Clutch Torque and Cable Tension 79
Electric Trim and CWS 79
Flight Director Offset 80
Altitude Preselector Test 81
NAV Receiver Interface Test 81
GPS Roll Steering Test 82
Chartview Test 82
Traffic System Interface Test 83
TAS Traffic Interface Test (with L3 Communications SKY497 SkyWatch®) 83
TIS (Garmin GTX 330) Interface Test (if no SKY497 SkyWatch® installed) 83
TAS Function Test 84
TAS Ramp Test 85
TAS Bearing Accuracy Test 86
SVT Checkout 86
XM Satellite Radio (Weather and Audio) 86
XM Data Test 86
XM Audio Test 87
XM Remote Configuration 87
XM Remote Test 88
Stormscope Test 88
Stormscope Antenna Test 89
ADF Test 89
ADF Quadrantal Error Adjustment 90
DME Test 91
Return to Service Procedure 92
Display System Status 92
Flight Test 92
VHF COM Tests 92
VOR/ILS Tests 92
Maintenance Records 94
Magnetic Heading Systems 95
King KCS-55A Slaving Compass (with HSI) 95
Flux Detector 95
Flux Detector Index Error 95
Slaving Control Compensator Check and Adjustment 96
S-TEC ST-180 Slaved Compass (with HSI) 97
Flux Detector 97
Magnetic Heading Compensation / Calibration 98
Magnetic Compass 100
Troubleshooting 100
Adjustment 100
34-xiii 34 - CONTENTS PAGE 5

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL

Magnetic Heading Systems (cont.)
Avidyne Entegra IFDS 102
S/N’s 4496331, 4496339 thru 4496394 and 4496397. 102
S/N’s 4496395, 4496397 and up. 102
Turn Coordinator 103
Troubleshooting 103
Aspen Avionics Evolution Backup Display (EBD) 105
Description 105
Troubleshooting 105
Inspections 105
Annual 105
EBD Inspection 105
EBD Internal Battery Test 105
RSM Inspection 111
Configuration Module Inspection 111
Each Twenty-Four (24) Calendar Months 111
Each Three Years or 2200 Hours, Whichever Comes First 111
Components 111
Evolution Backup Display 111
Removal 111
Installation 111
EBD Battery Replacement 112
EBD Knob Replacement Procedure 112
Remote Sensor Module (RSM) 114
Removal 114
Installation 114
Configuration Module (CM) 116
Removal 116
Installation 116
Post Installation Setup Procedure 117
Configuration and Equipment Checkout 117
Bonding Check 117
Initial System Turn On 117
System Configuration 117
IAS Configuration 127
RSM Calibration 128
PAGE 6
Oct 5/16 34 - CONTENTS 34-xiv
PA-44-180, SEMINOLE
MAINTENANCE MANUAL

Aspen Avionics Evolution Backup Display (EBD) (cont.)
Post Installation Setup Procedure (cont.)
Ground Test Procedure 135
Indicated Airspeed Display 135
Altitude Display 135
System Leak Test 135
AHRS Sensor Test 135
EBD Internal Battery Test 136
EMI Test 137
Flight Control Interference Check 137
Post Installation Flight Check 138
Basic ADI Flight Checks 138
Basic HSI/DG Flight Checks 138
Document Test Flight 138
Integrated Avionics System - Garmin G1000 34-25-01 1

Integrated Avionics System - Garmin G1000 - 4496331, 4496339 thru 4496394 and 4496396 1
Description 1
Engine Indicator System 3
Components Details 3
Power Distribution 3
Essential Bus 3
Avionics Bus 3
Emergency Bus 4
Non-Essential Bus 4
Lighting Bus 4
Air Conditioning Bus (if installed) 4
G1000 System Controls and Operation 7
System Controls 7
System Operation 7
Maintenance Mode 8
Troubleshooting 8
Backup Communications Path Checks. 19
Failed Path Messages. 19
Inspections 32
500 Hour Inspection 32
34-xv 34 - CONTENTS PAGE 7

Oct 5/16
PA-44-180, SEMINOLE
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Integrated Avionics System - Garmin G1000 (cont.) 34-25-01 (cont.)

Integrated Avionics System - Garmin G1000 - 4496331, 4496339 thru 4496394 and 4496396 (cont.)
Components 33
General 33
GDU 104X PFD and MFD 34
Description 34
Troubleshooting 34
Removal 34
Installation 35
Description 36
Troubleshooting 36
Removal 36
Installation 36
GIA 63W Integrated Avionics Unit 37
Description 37
Troubleshooting 38
Removal 38
Installation 38
GEA 71 Engine/Airframe Unit 39
Description 39
Troubleshooting 39
Removal 39
Installation 39
GEA 71 Backshell Thermocouple 41
Removal 41
Installation 41
GTX 33 Mode S Transponder 42
Description 42
Troubleshooting 42
Removal 42
Installation 42
GDC 74A Air Data Computer 43
Description 43
Troubleshooting 44
Removal 44
Installation 44
PAGE 8
Oct 5/16 34 - CONTENTS 34-xvi
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MAINTENANCE MANUAL

Components (cont.)
GTP 59 OAT Probe 45
Description 45
Troubleshooting 45
Removal 45
Installation 45
GRS 77 Attitude and Heading Reference System (AHRS) 46
Description 46
Troubleshooting 46
Removal 46
Installation 47
Description 48
Troubleshooting 48
Removal 48
Installation 48
GDL 69A Data Link Unit 50
Description 50
Troubleshooting 50
Removal 50
Installation 50
Description 53
Removal 53
Installation 53
GTS 800 Traffic Advisory System (TAS) 54
Description 54
Troubleshooting 54
Removal 54
Installation 54
Removal 55
Installation 55
Return to Servcie 55
Backshell Connectors 56
34-xvii 34 - CONTENTS PAGE 9

Oct 5/16
PA-44-180, SEMINOLE
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Start The System In Configuration Mode: 92
SET>ACTV Configuration 92
Configuration Prompts 94
Data Transmission Indicators 95
Configuration Mode Navigation 95
G1000 Software Image 97
Software Loader Card Creation 97
Software Files 101
Normal System Mode 101
Configuration Mode 101
Configuration File Storage 103
G1000 Software/Configuration Procedure 104
Software Load 105
MFD & PFD Software Load 105
System Upload 106
Optional Equipment Configuration 106
AFCS Installation (Optional) 107
Calibration Option Load 107
Splash Screen Update 108
Software Load Confirmation 108
Configuration and Setup 109
GRC 10 XM Pairing (If installed) 109
Aircraft Registration Number Entry 109
Flaps Calibration (Optional) 110
Chartview, Synthetic Vision, and TAWS Unlock Procedures (If installed) 110
Chartview Unlock (Optional) 110
Synthetic Vision Unlock (Optional) 111
TAWS Unlock (Optional) 111
Enhanced AFCS Unlock (Optional) 112
Aviation Database Loading Procedures 112
GARMIN GDU 104X Terrain Data Card Loading Procedure 112
JEPPS NAV Database Aircraft Loading Procedure 113
JEPPS CHARTS Aircraft Loading Procedure 113
Chartview, Synthetic Vision, and TAWS Checks 113
Chartview Check (Optional) 113
Synthetic Vision Check (Optional) 113
TAWS Check (Optional) 114
Terrain Proximity Check (If TAWS is not installed) 114
PAGE 10
Oct 5/16 34 - CONTENTS 34-xviii
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Optional Equipment Checks 115
GDL 69A Datalink Check (Optional) 115
GTS 800 TAS Check (If installed) 115
KR-87 ADF Check (If Installed) 115
KR-87 ADF Quadrantal Error Adjustment (If Installed) 116
KN-63 DME Check (Optional) 116
GTX-33 Extended Squitter Checkout (If installed) 117
Bus Power Check 117
Wiring Harness Checkout 117
Initial Display Testing 118
General 118
STALL Annunciation Test 118
Pitot Heat Annunciation Test 118
HYDR PUMP ON and GEAR DOWN Discrete I/O Tests 118
PFD / MFD Fan Fail CAS Annunciation Test 119
Verify Hour Meter operation: 119
Verify Bus Voltage Indication 119
G1000 Connections Check 120
Engine Data Check (GIA1 or GIA2 Inoperative) 121
Emergency Bus Operation Verification Test 121
GDU 104X PFD and MFD Test Procedure 122
GMA 1347 Audio and Communications Test 123
GIA 63W Test 124
GEA 71 Test 127
GTX 33 Test 128
GDC 74A Tests 128
OAT Probe Check 129
GRS 77 Pitch/Roll Offset Calibration (Procedure A) 131
Compass Rose Evaluation of Magnetic Disturbances for Magnetometer
Calibration Procedure (Optional) 132
Engine Run-Up Vibration Test (Procedure C) 135
Automatic Flight Control System (AFCS) Tests (If installed) 138
GRS/GMU Test 138
GDL 69A Test. 138
TAWS Functional Check 139
ChartView Functional Check 139
DME (Optional) Functional Check 139
34-xix 34 - CONTENTS PAGE 11

Oct 5/16
PA-44-180, SEMINOLE
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LRU Test Procedures (cont.)
ADF (Optional) Functional Check 139
NAV Source Selection Tests 139
Bearing Pointers and Information Windows Tests 140
BARO Selection Tests 140
Engine Run Checks 140
Annunciation Verification 140
Various Systems Verification 140
Audio Checks 141
Lighting Tests 141
Software Verification 143
LRU Failure Tests 144
GPS Failure Test 144
GIA Failure Test 144
Display Failure Test 146
AHRS Failure Tests 146
Air Data Computer (ADC) Failure Tests 147
Flight Test 147
VHF Comm Tests 147
VOR/ILS Tests 147
Integrated Avionics System - Garmin G1000 34-25-02 1

Integrated Avionics System - Garmin G1000 - 4496395, 4496397 and up 1
Description 1
Engine Indicator System 3
Components Details 3
Power Distribution 3
Essential Bus 3
Avionics Bus 3
Emergency Bus 4
Non-Essential Bus 4
Lighting Bus 4
Air Conditioning Bus (if installed) 4
G1000 System Controls and Operation 7
System Controls 7
System Operation 7
Maintenance Mode 8
PAGE 12
Oct 5/16 34 - CONTENTS 34-xx
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Integrated Avionics System - Garmin G1000 - 4496395, 4496397 and up (cont.)
Troubleshooting 8
Backup Communications Path Checks. 19
Failed Path Messages. 19
Inspections 32
Components 33
General 33
GDU 105X PFD and MFD 34
Description 34
Troubleshooting 34
Removal 34
Installation 34
Description 35
Troubleshooting 35
Removal 35
Installation 35
GIA 63W Integrated Avionics Unit 36
Description 36
Troubleshooting 37
Removal 37
Installation 37
GEA 71 Engine/Airframe Unit 38
Description 38
Troubleshooting 38
Removal 38
Installation 38
GEA 71 Backshell Thermocouple 39
Removal 39
Installation 39
34-xxi 34 - CONTENTS PAGE 13

Oct 5/16
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Components (cont.)
GTX 3X5R Mode S/ES Transponder 40
Description 40
Troubleshooting 40
Each Twenty-four (24) Calendar Months 40
Removal 40
Installation 40
GDC 72 Air Data Computer 41
Description 41
Troubleshooting 41
Removal 41
Installation 41
GTP 59 OAT Probe 43
Description 43
Troubleshooting 43
Removal 43
Installation 43
GRS 79 Attitude and Heading Reference System (AHRS) 44
Description 44
Troubleshooting 44
Removal 45
Installation 45
Description 46
Troubleshooting 46
Removal 46
Installation 46
GDL 59 Flight Parameter Recorder (Optional) 48
Description 48
Troubleshooting 48
Removal 48
Installation 48
GDL 69eA Data Link Unit (Optional.) 50
Description 50
Troubleshooting 50
Removal 50
Installation 50
PAGE 14
Oct 5/16 34 - CONTENTS 34-xxii
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MAINTENANCE MANUAL

Components (cont.)
Description 53
Removal 53
Installation 53
FS 510 Bluetooth and Wi-Fi Connectivity (Optional) 54
Troubleshooting 54
Removal 54
Installation 54
GTS 800 Traffic Advisory System (TAS) 55
Description 55
Troubleshooting 55
Removal 55
Installation 55
Backshell Connectors 57
Start the System in Configuration Mode: 96
SET>ACTV Configuration 96
Configuration Prompts 98
Data Transmission Indicators 99
Configuration Mode Navigation 99
G1000 Software Image 101
Software Loader Card Creation 101
Software Files 105
Normal System Mode 105
Configuration Mode 105
Configuration File Storage 107
G1000 Software/Configuration Procedure 108
LRU Replacement 109
Applicability and Restrictions 109
Transaction Log 109
Card Copy Feature 110
Intelligent LRU Replacement Procedure 110
34-xxiii 34 - CONTENTS PAGE 15

Oct 5/16
PA-44-180, SEMINOLE
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Complete Software Load 113
MFD & PFD Software Load 113
System Upload 114
Optional Equipment Configuration 114
Calibration Option Load 115
Splash Screen Update 116
Software Load Confirmation 116
Configuration and Setup 117
XM Radio (GDL 69eA) Activation 117
GRC 10 Pairing (If installed.) 117
Aircraft Registration Number Entry (Transponder Configuration) 117
Flaps Calibration (Optional) 118
Chartview, Synthetic Vision, TAWS, and Enhanced AFCS Unlock Procedures (If installed) 118
Chartview Unlock (Optional) 118
Synthetic Vision Unlock (Optional) 119
TAWS Unlock (Optional) 119
Enhanced AFCS Unlock (Optional) 120
Aviation Database Loading Procedures 120
GARMIN GDU 105X Terrain Data Card Loading Procedure 120
JEPPS CHARTS Aircraft Loading Procedure 120
Bus Power Check 121
Wiring Harness Checkout 121
Initial Display Testing 122
General 122
STALL Annunciation Test 122
Pitot Heat Annunciation Test 122
HYDR PUMP ON and GEAR DOWN Discrete I/O Tests 122
Avionics Cooling Fan Fail CAS Annunciation Test 123
Verify Hour Meter operation 123
Verify Bus Voltage Indication 123
Emergency Bus Operation Verification Test 124
G1000 Connections Check 124
LRU and System Test Procedures 126
GDU 105X PFD and MFD Test Procedure 126
GMA 1347 Audio and Communications Test 126
Marker Beacon Test 126
GIA 63W Test 128
GPS Signal Acquisition Test 128
VSWR Check of COM Antennas 129
VHF COM Interference Test 130
VOR/LOC/GS Test 131
GEA 71 Test 131
PAGE 161
Oct 5/16 34 - CONTENTS 34-xxiv
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LRU and System Test Procedures (cont.)
GTX 3X5R Test 132
GDC 72 Tests 132
OAT Probe Check 133
GRS 79 Pitch/Roll Offset Calibration (Procedure A) 135
Compass Rose Evaluation of Magnetic Disturbances for Magnetometer
Calibration Procedure (Optional) 136
Engine Run-Up Vibration Test (Procedure C) 138
Automatic Flight Control System (AFCS) Tests (If installed) 142
GRS/GMU Normal Mode Check 142
GDL 59 Check (If installed) 142
GDL 69SXM Datalink (Optional) Check 143
FS 510 Checkout 143
GTS 800 TAS Check (If installed) 144
KR-87 ADF Check and Adjustment (If Installed) 144
Check 144
Quadrantal Error Adjustment 144
KN-63 DME (Optional) Check 145
GTX 335R/345R Extended Squitter Checkout (If installed) 145
ChartView Functional Check (If installed) 145
Synthetic Vision Check (If installed) 146
TAWS Functional Check (If installed) 146
Terrain Proximity Check (If TAWS is not installed) 146
NAV Source Selection Tests 147
Bearing Pointers and Information Windows Tests 147
BARO Selection Tests 147
Post Interior Installation Checks 148
Audio Checks 148
Lighting Tests 148
Software Verification 149
LRU Failure Tests 151
GPS Failure Test 151
GIA Failure Test 152
Display Failure Test 153
AHRS Failure Tests 153
Air Data Computer (ADC) Failure Tests 154
AHRS/ADC Backup Path Tests 154
Flight Test 154
VHF Comm Tests 154
34-xxv 34 - CONTENTS PAGE 17

Oct 5/16
PA-44-180, SEMINOLE
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Return to Service Procedure (cont.)
VOR/ILS Tests 154
Engine Run Checks 155
Annunciation Verification 155
Various Systems Verification 155
Dependent Position Determining 34-50-00 1

COM/NAV/GPS 1
Aircraft Preparation and Configuration 1
Configuration Setup Procedure 1
MAIN ARINC 429 2
MAIN RS232 CONFIG 3
MAIN System Config 4
Instrument Panel Self-Test 4
Main Lighting 4
Main CDI/OBS or HSI 5
COM Setup 5
VOR/LOC/GS CDI Configuration 5
VOR/LOC/GS ARINC 429 CONFIG 6
Stormscope Config 6
VOR/LOC/GS Ramp Checks 6
GNS-430W NAV/COM/GPS Ramp Checks with Garmin G500 System 7
GNS X-TALK: 7
VOR Test 7
Localizer Test 8
VHF NAV Audio Test 8
Glide Slope Test 8
GPS Operation 9
VHF NAV Source 10
VHF COM Operation 10
GI-106 Test 11
Transponder 13
S/N’s 4496001 thru 4496042 13
S/N’s 4496043 thru 4496179 13
S/N’s 4496180 thru 4496338, less 4496331; 4496339 and up with G500 13
S/N’s 4496331, 4496339 thru 4496394, and 4496396 18
S/N’s 4496395, 4496397 and up 18
PAGE 18
Oct 5/16 34 - CONTENTS 34-xxvi
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Dependent Position Determining (cont.) 34-50-00 (cont.)

Transponder (cont.)
Mode S Transponder Ground Test 18
Requirements 18
Auto Test Requirements 18
Individual Test Requirements 19
SLS Level 19
ATCRBS Only All-Call 19
MODE S All-Call Interrogations 19
Invalid Address: Mode S Address 19
Mode S UF0: 19
Mode S UF4: 19
Mode S UF5: 19
Mode S UF11: 19
Mode S UF16: 20
Mode S UF20: 20
Mode S UF21: 20
Squitter: 20
Radio Reply Frequency 20
Mode S Diversity Transmission Channel Isolation: 20
MTL Difference (Receiver Sensitivity) 20
Power and MTL: 20
Accuracy Test 21
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PA-44-180, SEMINOLE
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PAGE 20
Oct 5/16 34 - CONTENTS 34-xxviii
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General

AIRCRAFT UNAIRWORTHY. see introduction - supplementary publications.
1. Standard
Traditional Gauges were installed in S/N’s 4496001 and up. A typical installation included the following:
A. Pitot and static air sources supply both pitot and static pressure for the airspeed indicator; and static
pressure for the altimeter and vertical speed indicator.
B. A vacuum system consisting of an engine driven vacuum pump supplies negative air pressure to
operate the:
(1) Attitude Deviation Indicator (ADI) (i.e. - Artificial Horizon), and
(2) Directional Gyro (DG) or Horizontal Situation Indicator (HSI).
NOTE: Both the ADI and DG require 4.8 to 5.2 in. HG. negative pressure for proper rotor speed.
An annunciator (VACUUM INOP) will illuminate should the negative pressure decrease
to 3.5 in. HG. The annunciator will extinguish when the electric auxiliary vacuum pump
is turned on and the negative pressure increases to more than 3.5 in. HG.
C. A windshield mounted outside air temperature (OAT) gauge.
D. A Magnetic Compass.
E. An electrically operated Turn Coordinator.
2. Avidyne Entegra IFDS
In S/N’s 4496174, 4496224 thru 4496226, 4496230 thru 4496250, 4496253, 4496257, 4496258, 4496261,
and 4496265 thru 4496283, the Avidyne Entegra Integrated Flight Display System (IFDS) was installed as
an option.
A. A fully-integrated, solid-state Air Data and Attitude/Heading Reference System (ADAHRS) is contained
within the Primary Flight Display (PFD). The ADAHRS uses a 3-axis solid state gyro and accelerometer
system to provide Roll, Pitch, and Heading data to the PFD’s Electronic Attitude Deviation Indicator
(EADI) and Electronic Horizontal Situation Indicator (EHSI) display modes.
B. Standard pitot and static air sources supply both pitot and static pressure to the ADAHRS which then
displays airspeed, altitude, and vertical speed data on the PFD.
C. A magnetometer / OAT assembly provides magnetic heading and outside air temperature data.
D. Standby electro-mechanical flight instruments (i.e. - airspeed, altimeter, and electric attitude indicator)
provide redundancy. (See “Figure 3” on page 342011.)
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Oct 5/16
PA-44-180, SEMINOLE
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3. Garmin G500
The Garmin G500 System in available in S/N’s 4496291 and up.
Note: In S/N’s 4496291 thru 4496324 the Garmin G500 was installed per Garmin’s STC SA02015SE-D
and should be mainained per the ICA provided by Garmin.
The Garmin G500 System provides a Primary Flight Display (PFD) and Multi-Function Display (MFD) in
place of the traditional six-pack (i.e., airspeed, artificial horizon, altimeter, turn and bank, directional gyro/
heading indicator, vertical speed) of primary flight instruments. A typical installation included the following:
A. Pitot and static air sources supply both pitot and static pressure for the Primary Flight Display and
standby airspeed indicator; and static pressure for the standby altimeter.
B. The Primary Flight Display (PFD) and electrically operated standby attitude deviation indicator (ADI)
(i.e. - Artificial Horizon) provide attitude and direction information.
C. A wing-mounted outside air temperature (OAT) probe feeds data to the air data computer for the PFD.
D. A magnetometer mounted in the wing in addition to a Magnetic Compass.
Line maintenance of this system is limited to basic troubleshooting and component replacement. See
“Garmin G500 System” on page 342017.
4. Garmin G1000 Integrated Avionics System (IAS)
A. S/N’s 4496331, 4496339 thru 4496394 and 4496396.
The Garmin G1000 system is an integrated avionics system and has a two-panel configuration with
two (2) GDU 104X 10.4-inch LCD panels as the Primary Flight Display (PFD) and Multi-Function
Display (MFD). Functions provided by the system presents flight instrumentation, position, navigation,
communication, and identification information. The system consists of the following Line Replaceable
Units (LRUs):
• GDU 104X Display Units (1 ea. PFD and MFD)
• GIA 63W Integrated Avionics Unit (2)
• GEA 71 Engine/Airframe Unit
• GDC 74A Air Data Computer (ADC)
• GTP 59 Outside Air Temperature (OAT) Probe
• GRS 77 Attitude and Heading Reference System (AHRS)
• GMU 44 Magnetometer
• GMA 1347 Audio Panel with Integrated Marker Beacon Receiver
• GTX 33 Mode S Transponder
• GTS 820 TAS (optional)
• GDL 69A Satellite Data Link Receiver (optional)
• GRT 10 XM Remote Control (optional)
An Aspen Avionics Evolution Backup Display (EBD) is also installed as secondary, independent
source of attitude, altitude, airspeed, vertical speed and heading information.
Line maintenance of these system is limited to basic troubleshooting and component replacement.
See “Aspen Avionics Evolution Backup Display (EBD)” on page 3420105 and “Integrated Avionics
System - Garmin G1000 - 4496331, 4496339 thru 4496394 and 4496396.” on page 3425011.
PAGE 2
Oct 5/16 34-00-00 34002
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MAINTENANCE MANUAL
B. S/N’s 4496395, 4496397 and up.

The Garmin G1000 integrated avionics system is installed in a two-panel configuration with two (2)
GDU 105X 10.4-inch LCD panels as the Primary Flight Display (PFD) and Multi-Function Display
(MFD) which are functionally interchangeable. Functions by the system include flight instrumentation,
position, navigation, communication, and identification information. The system consists of the
following Line Replaceable Units (LRUs):
• GDU 105X Display Units (1 ea. PFD and MFD)
• GMA 1347 Audio Panel with Integrated Marker Beacon Receiver
• GIA 63W Integrated Avionics Unit (2 ea.)
• GEA 71 Engine/Airframe Unit
• GTX 335R Transponder (standard)
• GTX 345R Transponder (optional)
• GRS 79 Attitude and Heading Reference System (AHRS)
• GDC 72 Air Data Computer (ADC)
• GTP 59 OAT Probe
• GMU 44 Magnetometer
• GDL 69eA Data Link optional
• GDL-59 (and antenna) Flight Parameter Recorder with Wi-Fi (optional)
• FS 510 Biuetooth and Wi-Fi Connectivity (optional)
• GTS 800 Traffic Advisory System (optional)
An Aspen Avionics Evolution Backup Display (EBD) is also installed as secondary, independent
source of attitude, altitude, airspeed, vertical speed and heading information.
Line maintenance of these system is limited to basic troubleshooting and component replacement.
See “Aspen Avionics Evolution Backup Display (EBD)” on page 3420105 and “Integrated Avionics
System - Garmin G1000 - 4496395, 4496397 and up.” on page 3425021.
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PAGE 4
Oct 5/16 34-00-00 34004
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MAINTENANCE MANUAL
Flight Environment Data
1. Pitot and Static System

Refer to .”Figure 1”
A. Description
The pitot air system consists of a pitot mast on the underside of the left wing with its related plumbing.
Impact air pressure entering the pitot is transmitted from the pitot inlet through hose and tubing routed
through the wing to the airspeed indicator on the instrument panel (and, if installed, to the Avidyne
Entegra PFD or Garmin Air Data Computer). A partially or completely blocked pitot head will result in
erratic or zero instrument readings.
The static air system consists of a static port on the underside of the pitot-static mast. The port
is connected to the airspeed indicator, altimeter, and vertical speed indicator (and to the Avidyne
Entegra PFD or Garmin Air Data Computer, if installed) by hose and tubing routed through the wing.
An alternate static air source is located below the instrument panel in front of the pitot. It incorporates
a shutoff valve to close the port when not needed. Pitot and static lines are drained through separate
drain valves on the left lower side of the fuselage interior.
Note: If any connection in pilot/static system is opened for maintenance, the entire system must be
rechecked per Pitot/Static System, Test, below.
B. Test
(PIR-PPS60035, Rev. AC.)
Caution: For airplanes equipped with Garmin g1000, Enter “maintenance mode”
when activating the Garmin g1000 system on the ground to conduct
tests, inspections, etc. See maintenance Mode under Integrated
Avionics System - Garmin G1000 in 34-20-00.
This test requires a pitot/static test fixture (i.e. - Aerosonic Air Data Test Set - Model 90000-0168 or
equivalent) and calibrated air source (i.e. - airspeed simulator) and should be performed at any time
an instrument, fitting, line, or pitot head is disconnected. The test should be performed prior to the
next flight.
Note: For airplanes equipped with Garmin G1000 provide external power.
NOTE: For airplanes equipped with Garmin G1000, see GDC 74A or (GDC 72) Tests under LRU Test
Procedures, in 34-25-01 or 34-25-02, as appropriate, before beginning this test.
NOTE: Ensure the lines and fittings are free of any entrapped moisture or restrictions.
(1) Attach the test fixture to the pitot head. Align the holes in the fixture with the holes in the head.
(2) Attach the airspeed simulator hose to the pitot (pressure) port of the fixture.
(3) When equipped with Avidyne Entegra, the Garmin G500 or G1000, turn ON the PFD.
(4) Operate the simulator to obtain a reading of 75 knots on the airplane airspeed indicator(s).
(5) Check that the airspeed indicator needles (PFD airspeed, if equipped) follow in the same direction
as the simulator airspeed indicator needle.
(6) Raise airspeed to 202 knots and wait 15 seconds to allow the airplane airspeed indicators to
stabilize.
(7) Observe the simulator and airplane airspeed indicators for 15 seconds. If a leak is present, the
indicator needles (PFD airspeed, if equipped) will move toward zero. Maximum acceptable leak
is 1 knot in 15 seconds.
(8) If a leak rate greater than one (1) knot in 15 seconds is present, check the fixture installation,
hose connections, and pitot system lines and fittings. Repair the leak when found, then repeat
steps (1) thru (7), above.
34101 34-10-00 PAGE 1

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Pitot Static System

PAGE 2
Oct 5/16 34-10-00 34102
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MAINTENANCE MANUAL
Pitot Static System Effectivity

34103 34-10-00 PAGE 3

Oct 5/16
PA-44-180, SEMINOLE
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G500-44300 New
(PITOT)
(STATIC)
GDC 74A
AIR DATA COMPUTER
A
(STATIC)
A
(STATIC)
(PITOT)
UP
AFT
TEE (PITOT)
NIPPLE (STATIC) A/P TRIM MONITOR (REF)
GDC 74A
AIR DATA COMPUTER
VIEW A-A
NOTE: UNRELATED GEOMETRY REMOVED FOR CLARITY
Effectivity Pitot Static System

with Garmin G500 Figure 1 (Sheet 3 of 5)
PAGE 4
Oct 5/16 34-10-00 34104
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
86194 AG
PFD (PILOT) (REF)

AIR DATA COMPUTER (REF)
STATIC LINE
PITOT LINE
A
EBD EBD
PITOT LINE STANDBY STANDBY
UNIT (REF) UNIT (REF)
STATIC LINE S P
STATIC LINE
PITOT LINE
CLAMP
WASHER
STUD
PITOT LINE
STATIC LINE
A
ALTERNATE ALTERNATE
STATIC AIR PITOT LINE STATIC AIR
SOURCE SOURCE
STATIC LINE
CLAMP
WASHER
BOLT
UP UP PITOT LINE
RIGHT FWD STATIC LINE
PITOT STATIC SYSTEM - G1000 SECTION A-A

S/N’s 4496331, 4496339 (LEFT SIDE LOOKING INBD)
THRU 4496394
(LOOKING AFT)
Effectivity
with Garmin G1000
Pitot Static System 4496331, 4496339
34105 34-10-00 PAGE 5

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86194 REV 6
AIR DATA COMPUTER
ADAPTER
TUBE ASSY
TUBE ASSY
DETAIL A
PFD (PILOT) (REF)
STATIC LINE
PITOT LINE
A
EBD
PITOT LINE STANDBY
STATIC LINE S P UNIT (REF)
STATIC LINE
EBD PITOT LINE
SEE DETAIL A STANDBY
UNIT (REF)
CLAMP
WASHER
SPACER
STUD
SPACER
PITOT LINE
STATIC LINE
A
ALTERNATE ALTERNATE
STATIC AIR PITOT LINE STATIC AIR
SOURCE SOURCE
STATIC LINE
CLAMP
WASHER
UP SPACER UP PITOT LINE
BOLT
RIGHT FWD STATIC LINE
PITOT STATIC SYSTEM - G1000 SECTION A-A

S/N’s 4496395, 4496397 (LEFT SIDE LOOKING INBD)
AND UP
(LOOKING AFT)
Effectivity
with Garmin G1000
4496395, 4496397 Pitot Static System
and Up Figure 1 (Sheet 5 of 5)
PAGE 6
Oct 5/16 34-10-00 34106
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MAINTENANCE MANUAL
(9) When equipped with the Avidyne Entegra or the Garmin G500 Flight Display:
Operate the simulator to indicate 140 knots on the airspeed indicator in the pilot’s PFD. Verify
that the airspeed indicator shows within three (3) knots of the simulator indication.
(10) When equipped with the Garmin G1000:
(a) Operate the simulator to indicate 140 knots on the pilot’s PFD. Verify that the pilot’s PFD
indicates within three (3) knots of the simulator indication.
(b) Turn OFF the pilot’s PFD.
(c) Repeat step (a) for the standby airspeed indicator.
(d) Turn ON the pilot’s PFD.
(e) Operate the simulator until the overspeed alarm (PFD visual/aural) first activates. Verify that
the simulator indicates an airspeed of 202 to 205 knots.
(f) Increase the simulator airspeed indication to 215 knots.
(g) Decrease the simulator airspeed indication until the overspeed alarm (PFD visual/aural) first
stops. Verify that the simulator indicates an airspeed of less than 202 knots.
(h) Pull the PFD circuit breaker.
(i) Reset PFD circuit breaker.
(11) When equipped with the Avidyne Entegra, the Garmin G500 or G1000: turn OFF the PFD.
(12) Remove fixture, from pitot of pitot-static head, remove static test device from static port, and
remove tape from static button if applicable.
(13) Attach static test fixture to the static port and pitot test port of the aircraft.
(14) When equipped with the Avidyne Entegra, the Garmin G500 or G1000 turn ON the PFD.
(15) Set the aircraft altimeter needles to read zero altitude. Operate the static simulator to cause the
aircraft altimeter needles (PFD airspeed, if equipped) to read 1,000 feet altitude. Momentarily
open the alternate static port. There should be a decrease in altimeter indication. If no change
occurs the system is blocked and must be repaired prior to further testing.
(16) Increase altitude to 1,050 feet.
(17) Check that the aircraft altimeter shows an increase.
(18) Observe the aircraft altimeter. Loss of indicated altitude shall not exceed 100 feet in one minute.
(19) If a leak exceeds the tolerance above, check the fixture installation, plumbing and fittings. Repair
the leak when found and repeat the static system checks above.
(20) When equipped with the Avidyne Entegra, the Garmin G500 or G1000, turn OFF the PFD.
(21) Remove the test fixture and tape from the static button. When equipped with Garmin G1000
remove the external power source.
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PAGE 8
Oct 5/16 34-10-00 34108
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2. Vertical Speed Indicator

NOTE: For airplanes equipped with Avidyne Entegra, Garmin G500 or Garmin G1000, this function is
performed solely by the Primary Flight Display (PFD).
The vertical speed indicator measures rate of change in static pressure when the airplane is established
in a climb or descent. A pointer and dial will show the airplane’s rate of climb or descent in feet per
minute. Due to instrument lag, the airplane will be climbing or descending before the instrument starts
to indicate. The instrument will continue to indicate a climb or descent after the airplane is level. Thus,
the instrument is unreliable in rough air. This lag is not considered a malfunction.
NOTE: If any connection in pilot/static system is opened for maintenance, the entire system must
be rechecked per Pitot / Static System, “Test” on page 34101.
B. Troubleshooting
See Chart 1.
C. Removal and Installation
See 39-10-00.
Chart 1
Troubleshooting Vertical Speed Indicator
Pointer does not set on Aging of diaphragm. Reset pointer to zero by
zero. means of setting screw. Tap
instrument while resetting.
Pointer fails to respond. Obstruction in static Disconnect all instruments
line. connected to the static line.
Clear line.
Pitot head frozen over. Check individual instruments
Water in static line. for obstruction in lines.
Obstruction in pitot head. Clean lines and head.
Pointer oscillates. Leaks in static lines. Disconnect all instruments
connected to the static
line. Check individual
instruments for leaks.
Reconnect instruments to
static line and test
installation for leaks.
Defective mechanism. Replace instrument.
Rate of climb indicates Water in static line. Disconnect static lines and
when aircraft is banked. blow out lines from cockpit
out to pitot head.
Pointer cannot be reset Diaphragm distorted. Replace instrument.
to zero.
Instrument reads very low Case of instrument Replace instrument.
during climb or descent. broken or leaking.
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3. Altimeter
Note: For airplanes equipped with Avidyne Entegra, Garmin G500, Garmin G1000 the primary altimeter
is the Primary Flight Display (PFD).
The altimeter indicates pressure altitude in feet above sea level. The indicator has three pointers and
dial scale, the long pointer is read in hundreds of feet. the middle pointer in thousands of feet and the
short pointer in ten thousands of feet. A barometric pressure window is located on the right side of the
indicator dial and is set by the knob located on the lower left comer of the instrument. The altimeter
consists of a sealed diaphragm that is connected to the pointers through a mechanical linkage. The
instrument case is vented to the static air system and as static air pressure decreases, the diaphragm
expands, causing the pointers to move through the mechanical linkage.
B. Troubleshooting
See Chart 2.
See 39-10-00.
PAGE 10
Oct 5/16 34-10-00 341010
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 2
Troubleshooting Altimeter
Excessive scale error. Improper calibration Replace instrument.
adjustment.
Excessive pointer Defective mechanism. Replace instrument.
oscillation.
Altimeter sticks at Water or restriction Remove static lines
altitude or does not in static line. from all instruments,
change with change of blow line clear from
altitude. cockpit to pitot head.
Altimeter changes Water in static line. Remove static lines
reading as aircraft from all instruments,
is banked. and blow line clear from
cockpit to pitot head.
High or low reading. Improper venting. Eliminate leak in static
pressure system and check
alignment of airspeed tube.
Setting knob is hard Wrong lubrication or Replace instrument.
to turn. lack of lubrication.
Inner reference marker Out of engagement. Replace instrument.
fails to move when
setting knob is rotated.
Setting knob set screw Not tight when altimeter Tighten instrument
loose or missing. when reset. screw, if loose.
Replace instrument,
if screw is missing.
Cracked or loose Case gasket hardened. Replace instrument.
cover glass.
Dull or discolored Age. Replace Instrument
markings.
Barometric scale and Slippage mating Replace Instrument.
reference markers out parts.
of synchronism.
Barometric scale and Drift in mechanism. See latest revision
reference markers out of AC43.13-1.
of synchronism with
pointers.
341011 34-10-00 PAGE 11

Oct 5/16
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MAINTENANCE MANUAL
4. Airspeed Indicator
Note: For airplanes equipped with Avidyne Entegra, Garmin G500 or Garmin G1000, the primary
airspeed indicator is the Primary Flight Display (PFD).
The airspeed indicator provides a means of indicating the speed of the airplane passing through the
air. The airspeed indication is the differential pressure reading between pitot air to pressure and static
air pressure. This instrument has the diaphragm vented to the pitot air source and the case is vented
to the static air system. As the airplane increases speed, the pitot air pressure increases, causing the
diaphragm to expand. A mechanical linkage picks up this motion and moves the instrument pointer
to the indicated speed. The instrument dial is calibrated in knots and miles per hour and also has the
necessary operating range markings for safe operation of the airplane.
B. Troubleshooting
See Chart 3.
See 39-10-00.
Chart 3
Troubleshooting Airspeed Indicator
Pointers of static Leak in instrument case Check for leak and seal.
instruments do not or in pitot lines.
indicate properly.
Pointer of instrument Defective mechanism. Replace instrument.
oscillates.
Instrument reads high. Pointer not on zero. Replace instrument.
Leaking static system. Find leak and correct.
Instrument reads low. Pointer not on zero. Replace instrument.
Leaking static system. Find leak and correct.
Pitot head not aligned Realign pitot head.
correctly.
Airspeed changes as Water in pitot line. Remove lines from static
aircraft is banked. instruments and blow
out lines from cockpit
to pitot head.
PAGE 12
Oct 5/16 34-10-00 341012
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
5. Outside Air Temperature (OAT) Gauge

A. Standard
(1) Traditional Gauges
See Figure 2.
(a) Description and Operation
An OAT indicator is mounted in the pilot’s windshield and is a simple direct measuring
thermometer. Although unlit internally, the dial is finished in fluorescent luminescent paint.
(b) Removing and Installing
caution: During installation of all OAT’s, only finger tighten gauge
and external threaded hex tube (sunshield). Over-torquing
will damage instrument.
1) Remove external sunshield by turning it counterclockwise. Turn by hand only.
2) Remove bushing on outside of windshield by sliding it off of threaded shaft. Note
position of any washers or spacers.
3) Remove gauge and inner bushing by pulling gauge through windshield from inside the
airplane.
4) Install new gauge in reverse sequence. Check that tapered face on inner and outer
bushings are positioned properly against windshield. Check gauge position before
hand tightening sunshield.
(2) Garmin G500
In airplanes equipped with the Garmin G500 system, outside air temperature is provided by a
probe mounted in the underside of the left wing. See GTP 59 under Garmin G500, Components,
in 34-20-00 for detailed information.
OAT Installation - Standard - Traditional Gauges

Figure 2
341013 34-10-00 PAGE 13

Oct 5/16
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MAINTENANCE MANUAL
B. Optional Avionics Systems

(1) Avidyne Entegra IFDS
In S/N’s 4496174; and, 4496224 thru 4496283, with the optional Avidyne Entegra IFDS 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 “Avidyne Entegra Integrated Flight Display System (IFDS)” on page 34204 for additional
information.
(2) Garmin G1000 Integrated Avionics System
In airplanes with the Garmin G1000 IAS installed, the GTP 59 OAT Probe, mounted to the
underside of the left wing, provides air temperature data to the GDC 74A (GDC 72) air data
computers which provide information to the G1000 system.
See Integrated Avionics System – Garmin G1000, in 34-25-01 or 34-25-02, as appropriate, for
additional information.
PAGE 14
Oct 5/16 34-10-00 341014
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MAINTENANCE MANUAL
Attitude and Direction
1. Attitude Deviation Indicator (ADI)

NOTE: In airplanes equipped with Avidyne Entegra, Garmin G500 or Garmin G1000, no air-driven Attitude
Deviation Indicator is installed. In those installations, this function is provided by the Primary Flight
Display (PFD).
The gyro horizon is essentially an air driven gyroscope rotating in a horizontal plane and is operated
by the same principal as the directional gyro. Due to the gyroscopic inertia, the spin axis continues
to point in the vertical direction, providing a constant visual reference to the attitude of the airplane
relative to pitch and roll axis. A bar across the face of the indicator represents the horizon and aligning
the miniature airplane to the horizon bar simulates the alignment of the airplane to the actual horizon.
Any deviation simulates the deviation of the airplane from the true horizon. The gyro horizon is marked
for different degrees of bank.
B. Troubleshooting
See Chart 1.
See 39-10-00.
Chart 1
Troubleshooting Attitude Deviation Indicator
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 Instrument loose in Tighten mounting
shimmies continuously. panel. screws.
Vacuum too high. Adjust valve.
Defective mechanism. Replace instrument.
Instrument tumbles in flight. Low vacuum. Reset regulator.
Dirty filter. Clean or replace filter.
Line to filter restricted. Replace line.
Plug missing or loose Replace or tighten plug.
in instrument
Instrument does not Instrument not level Loosen screws and level
indicate level flight. in panel. instrument.
Aircraft out of trim. Trim aircraft.
Bar high after 180° Normal, if it does not
turn. exceed 1/16 inch.
34201 34-20-00 PAGE 1

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2. Directional Gyro
NOTE: In airplanes equipped with Avidyne Entegra, Garmin G500 or Garmin G1000, no air-driven
Directional Gyro is installed. In those installations, this function is provided by the Primary Flight
Display (PFD).
The directional gyro is a flight instrument incorporating an air-driven gyro stabilized in the vertical plane.
The gyro is rotated at high speed by lowering the pressure in the airtight case and simultaneously
allowing atmospheric air pressure to enter the instrument against the gyro buckets. Due to gyroscopic
inertia, the spin axis continues to point in the same direction even though the aircraft yaws to the right
or left. This relative motion between the gyro and the instrument case is shown on the instrument dial
which is similar to a compass card. The dial, when set to agree with the airplane magnetic compass
provides a positive indication free from swing and turning error. However, the directional gyro has no
sense of direction and must be set to the magnetic compass, since the magnetic compass is subject
to errors due to magnetic fields, electric instruments, etc., the directional gyro is only accurate for the
heading it has been set for. If the gyro is set on 270°, for instance, and the aircraft is turned to some
other heading, there can be a large error between the gyro and the magnetic compass due to the error
in compass compensation, this will appear as gyro precession. The gyro should only be checked on
the heading on which it was first set, also due to internal friction, spin axis error, air turbulence and
airflow, the gyro should be set at least every 15 minutes for accurate operation, whether it has drifted
or not.
B. Troubleshooting
See Chart 2.
See 39-10-00.
Chart 2
Troubleshooting Directional Gyro
Excess drift in either direction. Setting error. Reset per paragraph A.
Defective instrument. Replace instrument.
High or low vacuum.
If vacuum is not correct,
check for the following:
a. Relief valve a. Adjust.
properly adjusted.
b. Incorrect Instrument b. Replace Instrument.
reading.
c. Pump failure. c. Repair or replace.
d. Vacuum line kinked d. Check and repair.
of leaking. Check for collapsed
inner wall or hose.
Dial spins during turn. Limits (55° bank) of Recage gyro in level
gimbal exceeded. flight.
Dial spins continuously. Defective mechanism. Replace Instrument.
PAGE 2
Oct 5/16 34-20-00 34202
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MAINTENANCE MANUAL
3. Standby Attitude Indicator

publications.)
Note: In airplanes equipped with the Avidyne Entegra, Garmin G500 or Garmin G1000, the primary
attitude indicator is the Primary Flight Display (PFD).
A. Description
In airplanes with Garmin G500, or the optional Avidyne Entegra installed; an electric standby attitude
indicator is installed to the left of the Primary Flight Display (PFD). (See Figure 1.)
Note: Airplanes equipped with Garmin G1000 use the Aspen Avionics Evolution Backup Display
(EBD) to provide standby attitude, airspeed and altitude information.
Other than removing and replacing the unit itself (see 39-10-00), the only line replaceable part is
the emergency power battery. In Avidyne equipped airplanes, the battery is located on the rear of
the instrument’s case. See ”Figure 3”. In Garmin G500 equipped airplanes, the battery is remotely
located on the left side of the fuselage under the instrument panel. See 39-20-00.
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.
B. Removal and Installation
See 39-10-00.
101828 B
GNS-430 (#1) GNS-430 (#2)

COMM/NAV/GPS COMM/NAV/GPS
STANDBY
AIRSPEED
INDICATOR
STANDBY 40
ATTITUDE
200
PFD MFD
180 AIRSPEED 60
INDICATOR 160
140
KN TS 80
100
120
STANDBY
ALTIMETER
0
9 1
8 ALT 2
7 3
6 4
5
PHONE PHONE
MIC MIC
(GTX 330 TRANSPONDER)

IFDS Instrument Panel (Optional)
Figure 1
Effectivity
34203
with Avidyne Entegra
34-20-00 PAGE 3 2
Oct 5/16
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MAINTENANCE MANUAL
4. Avidyne Entegra Integrated Flight Display System (IFDS)

RENDER THE AIRCRAFT UNAIRWORTHY. see introduction - supplementary
publications.
The Avidyne Entegra Integrated Flight Display System (IFDS) was installed as an option in S/N’s 4496174,
and 4496224 thru 4496283.
A. Description
See “Figure 1” on page 34203, “Figure 2” on page 342010, “Figure 3” on page 342011 and “Figure 4” on
page 342014.
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. Standby electromechanical flight instruments (i.e. - airspeed, electric attitude indicator, and
altimeter) provide redundancy.
The IFDS 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.
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.
Note: The Avidyne ICA documents cited below are included in Piper Maintenance Library
Subscripstions or are available from Avidyne.
(1) Primary Flight Display (PFD) (PIR-PPS60223, Rev. NEW. / PPS60223-1, Rev. NEW.)
Use 700-00006-0XX PFD & 700-00011-0XX Mag/OAT ICA, Avidyne Document No. AVPFD-174,
Revision 03, or later, with the following exceptions:
Note: Before attempting to set-up the PFD, ensure the GNS-430(s) / GNS-430W(s) have
been configured per the Post-Installation Set-up Procedure under COM/NAV/GPS in
34-50-00.
Note: In S/N’s 4496180 and up, before attempting to set-up the PFD, ensure the GTX-330
is configured per the Post-Installation Set-up Procedure under Transponder, S/N’s
4496180 and up, in 34-50-00.
Note: Whenever the PFD is replaced perform the setup / calibration procedures specified in
Avidyne Document No. AVPFD-174 as modified below.
(a) In para 5.1, for airplanes equipped with PFD Software 530-00194-000 or later, the “ADU
Calibration” referenced in conjunction with the bi-annual altimeter check can be performed
by following the prompts from the ADU Calibration page.
(b) In para 6, “Troubleshooting Information,” in the chart where it says “OAT (Option),” cross
out “option.” The OAT is standard in the Piper installation.
(c) In para 7.2, “Primary Flight Display Installation,” and ”Figure 7”, the standard Avidyne
installation describes alignment and mating pins and retaining clips on the sides of the
PFD. For the Piper installation, however, there is only a single alignment pin on the top of
the PFD engaging a slot in the upper rear cross bracket. (See “Figure 3” on page 342011.)
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(d) In para 7.5.1, apply power by turning the Battery Master Switch ON or by applying
external power and turning the Radio Master Switch ON.
In airplanes equipped with PFD Software 530-00194-000 or later, when the
countdown is finished and the system setup page appears, select the “System Info” tab
and verify checksums have no “FAILED” or “PENDING” messages.
(e) In airplanes equipped with PFD Software 530-00194-000 or later, at the end of para 7.5.2.1,
add the following:
With 44-180 selected verify the following:
PFD Serial Number: XXXXXXXXXXX
S/W Version ID: XXXXXXXXXXX
Aircraft Make: Piper
Model: PA-44-180
Pitch Offset: 0.0
Avionics:
GPS 1: Garmin GNS-430/530
VHF 1: Garmin GNS-430/530
Autopilot: S-TEC System 55x OR Not Installed
Engine DAU1: “Moritz DAU”
Engine DAU2: “Moritz DAU”
ADF: Not Installed
Radar Altimeter: Not Installed
Copilot PFD: Not Installed
Dimming Bus: 28 VDC
Note: If GPS 1, GPS2, VHF 1, or VHF 2 do not display the correct Garmin unit, proceed
to para 7.7 in Avidyne Document No. AVPFD-174 as modified by step (h), below,
and update the display. Then repeat step (e).
(f) Following para 7.5.3, add the following:
1) Rotate the lower left control knob to select the Display Set-up Page by highlighting the
“Display” tab at the bottom of the screen.
2) Press the “Trim Ann” Line Select Key (L1) until “SHOW” is displayed.
3) Press the “A/P Annun” Line Select Key (L2) until “SHOW” is displayed.
4) Press the “V-Speeds” Line Select Key (L3) until “SHOW” is displayed.
5) Press the “Horiz Marks” Line Select Key (R3) until “SHOW” is displayed.
6) Depress the “ARS” (Aircraft Reference Symbol) Line Select Key (R4) until “DELTA” is
displayed.
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(g) If using para 7.6, add the following:

Verify that the Avionics Page Display indicates:
Aircraft Make: Piper
Model: PA44-180
Sensor Suite:
GPS 1: GARMIN 430/530 on ARINC 1
GPS 2: GARMIN 430/530 on ARINC 3
VHF 1: GARMIN 430/530 on ARINC 2
VHF 2: GARMIN 430/530 on ARINC 4
AutoPilot: STEC 55X or Not Installed
Engine DAU: INSTALLED
ADF: NOT INSTALLED (even if an ADF is installed)
Copilot PFD: NOT INSTALLED
(h) If using para 7.7, add the following:
Verify that the Avionics Page Display indicates:
Inputs: ARINC Rx1
Outputs: ARINC Tx0
Inputs: ARINC Rx3
Outputs: ARNC Tx0
Inputs: ARINC Rx2
VHF 2: Garmin GNS-430-530
Inputs: ARINC Rx4
Autopilot: STEC 55X or Not Installed
Attitude Rate Source: External
Attitude Selector: Emulating STEC ST-360
Annunciators: Emulating STEC ST-645
Horizontal NAS Data: Emulating Bendix/King KCS 55A
Flight Director: Analog
GPS Roll Steering: Retransmitting on ARINC Tx0
Engine DAU 1: Moritz DAU
Engine DAU 2: Moritz DAU
ADF: Not Installed
Radar Altitude: Not Installed
Copilot PFD: Not Installed
Dimming Bus: 28 V DC
(i) In para 7.7.1 in the “Main RS232 Configuration Page” table, for CHNL 3 under GNS-430 in slot
# 2, both Input and Output should read “Crossfill” instead of “Off.”
(j) In para 7.7.3, add the following note: “An airfield compass rose may be used to align the
airplane in lieu of a handheld sight compass.”
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(2) Multifunction Display (MFD) (PIR-PPS60224, Rev. A.)
Use 700-00004-0XX-() Multifunction Display ICA, Avidyne Document No. AVMFD-167,

Revision 06, or later, with the following exceptions:
NOTE: Whenever the MFD is replaced, recalibrate the Fuel Quantity Indicator per Avidyne
Entegra Installation, 28-40-00.
Note: If the fuel quantity calibration data stored in the original MFD was copied and reloaded
into the new or replacement MFD, recalibration of the fuel quantity indicating system is
not required when an MFD is replaced.
(a) In para 2, “Description,” capabilities 7 and 8 are standard (not optional) in the Piper
installation. Cross out “(optional)” beside those capabilities only.
(b) Replace items 3 and 4 in paragraph 7.3.1, Maintenance Mode Access with the following:
1) At the prompt “Press any bezel key to continue”, press any LSK. This places the screen
at the exceedance page. Press O.K. to acknowledge exceedances and to continue to
the Initial Usable Fuel page. Depress the “Fuel Done” LSK (R4).
2) Rotate the left knob clockwise until the AUX page is displayed.
(c) Replace paragraph 7.3.2.1, GAMA 429 Graphics Setup (EX5000 only), with the following:
1) From the Maintenance page, depress the LSK (L1) to access the GPS/FMS Setup
page.
2) Using the right knob to select the configuration field and the left knob to select the
desired configuration; configure the GPS/FMS Setup page for the following conditions:
Receiver 1: GAMA 429 FORMAT
Port: ARINC 429 RX 1
Speed: LOW
Receiver 2: GAMA 429 FORMAT

Port: ARINC 429 RX 2
Speed: LOW
3) Press the SAVE button.
(d) Replace paragraph 7.3.4, Lightning Sensor Interface and Setup, with the following:
1) From the Maintenance Setup page depress the LSK (L3) to access the Lightning Setup
page.
desired configuration. Configure the Lighting Setup page for the following condition:
Sensor WX-500
Operating Mode: Weather
Port: RS232 3-(Lightning Default)
Stabilization Type: Use Map Heading/Track
Enable Lightning Ahead: Box CHECKED
Antenna on Top: Box NOT CHECKED
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(e) Replace paragraph 7.3.5.1, TAS (SkyWatch & Bendix King) Setup, with the following:
1) If equipped with SKY-497, configure the Traffic Setup page for the following conditions:
Sensor: TAS
Port: ARINC 429 3
TAS Type: SKYWATCH
External Controller Box: NOT CHECKED
or
2) If not equipped, configure the Traffic Setup page for the following conditions:
Sensor: TIS-G
Port: ARINC 429 3
(f) Replace paragraph 7.3.8, Map Setup, with the following:
1) From the Maintenance Setup page, depress the LSK (R1) to access the MAP Setup
page.
2) Using the right knob to select the configuration field and the left knob to select the desired
configuration; configure the Map Heading Setup page for the following conditions:
Map Heading: FMS/GPS
(g) Replace paragraph 7.3.10.1, Engine Sensor Setup, with the following:
1) From the Maintenance Page, depress the LSK (L4) to access the Traffic Setup page.
desired configuration. Configure the Engine Setup page for the following conditions:
Aircraft Model: PA-44-180 (Seminole)
Left Engine Serial Port: RS232 4
Right Engine Serial Port: RS232 2
Vacuum System Installed: Box CHECKED if aircraft is deice equipped,
(if present) Box NOT CHECKED if aircraft is not deice equipped
4) When configuring a MFD for the first time only, the following setup box appears:
“Select ACFT Model and Port(s).” Select “Resync.”
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(h) After completing the previous procedures, complete the Aircraft Setup procedure as
follows:
1) From the Maintenance page, depress the LSK (R2) to access the AIRCRAFT Setup
page.
desired configuration; configure the AIRCRAFT Setup page for the following conditions:
Narrowcast: Quake SC
Port: RS232 6 (Datalink Default)
Broadcast: XM Radio
Port RS232 1 (If XM installed
Aux Data Entegra PFD
Port: ARINC 429 4
Dimming Bus Voltage: No setting required
Brightest Dimming Voltage: 24.0 Volts
Darkest Dimming Voltage: 5.0 Volts
(i) See 28-40-00 for Fuel Quantity Indicator calibration.
(3) Data Acquisition Unit (DAU)
(a) Use 200-00041-000 DAU ICA, Avidyne Document No. AVSIU-011, with the following
exceptions:
1) In para 6, in Table 2 - DAU Pinout, pins J1-2 and J1-21 have No Connection in the
Piper installation.
2) In para 6, in Table 4 - DAU Sensor Compatibility, parameter VAC is not used in the
Piper installation.
(b) Removal and Installation
NOTE: Whenever the DAU is replaced, recalibrate the Fuel Quantity Indicator per Optional
Installation, 28-40-00.
The DAU’s are mounted on the forward side of the nacelle bulkhead assembly for each
engine. Maintenance is on condition. (See “Figure 3” on page 342011).
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(4) Magnetometer/OAT Sensor Assembly

See “Figure 2”.
NOTE: See reference to Avidyne ICA under Primary Flight Display, above.
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.
(a) Removal
1) Remove eight (8) screws and support cover plate with your hand.
2) Drop cover plate down sufficient to reach inside and disconnect the wiring harness.
3) Remove cover plate - Mag/OAT sensor assembly.
(b) Installation
Note: Whenever the Mag/OAT is replaced perform the PFD setup / calibration procedures
specified in Avidyne Document No. AVPFD-174 as modified by Primary Flight
Display (PFD), above.
1) Connect the Mag/OAT sensor assembly wiring harness.
2) Position the cover plate - Mag/OAT sensor assembly in the access hole with the arrow
on the magnetometer pointing forward.
3) Secure with screws (8).
C. Component Locator
101828 B
ARROW
POINTING
FWD
THE ARROW SHALL BE

POINTING FORWARD
ALIGNED WITH THE
LONGITUDINAL AXIS OF
THE AIRCRAFT TO WITHIN
APPROXIMATELY +/- 2°
FWD OUTBD
MAGNETOMETER
Magnetometer/OAT Installation
Figure 2
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101828 B INSTALL MFD WITH

INSTALL PFD WITH CAPTIVE SCREWS CAPTIVE DZUS FASTENERS
TORQUE 31 TO 32 IN-LBS (4 PLACES) (4 PLACES)
MFD
INSTRUMENT PANEL LOOKING FORWARD
STANDBY
PFD ATTITUDE
INDICATOR
MFD
STANDBY
ALTIMETER
INSTRUMENT PANEL LOOKING AFT
IFDS Component Locator

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101828
MFD
PFD
F.S. F.S. F.S. F.S. F.S. F.S.

67.68 106.68 128.73 156.00 191.00 247.17
(J5) (J3) (P1) (J1)
ANTENNA
P505 COUPLER
FORWARD OF INSTRUMENT PANEL
P503
LOOKING FORWARD TO GNS-430 # 2 P501
P502
TO MFD
AVIONICS HARNESS ASSY
TO COM 2 ANT
VIEW A
EFIS Component Locator

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101828
DAU
VIEW A
LEFT SIDE SHOWN, RIGHT SIDE OPPOSITE
NACELLE BULKHEAD ASSEMBLY, LOOKING AFT
W.S.
148.60
A
MAGNETOMETER
(SEE FIGURE 2)
FWD
J729
P729
W.S. W.S. W.S. W.S. W.S. W.S. W.S. W.S.

190.90 174.00 157.00 140.09 123.15 106.19 86.03 49.25
W.S. W.S.
93.66 69.24
EFIS Component Locator

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101828 B
J335
P3402 P3401
GMA-340 (REF)
AIR COM
P43021
GPS P43011
P43061
NAV
G/S GNS-430 #1 (REF)
AIR COM
P43022
P43012
GPS
P43062
G/S NAV GNS-430 #2 (REF)
BLUE WIRES TO
LIGHTING
BLACK WIRES TO
GROUND
STBY
(J730) AIRSPEED
(J732) (P732) INDICATOR
STBY
(J530) (J731) ATTITUDE
(J733) INDICATOR
(P731) (P730)
(P530) STBY
(P733) ALTITUDE
MFD PFD
INDICATOR
DC
MA
-37
P3301
GTX-330 PHONE/MIC
TRANSPONDER WIRING
(P304F)
TO J104F
TO J205F TO PILOT CONTROL WHEEL WIRES
TRANSPONDER E7S20
(P305F) ANTENNA (TO EXCEEDANCE ALERT HORN)
COPILOT CONTROL WHEEL WIRES
PFD WIRING HARNESS INSTALLATION

(LOOKING AFT)
EFIS Wiring Harness Installation

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BLACK WIRES TO EXISTING GROUND BLOCK CONNECTORS
GMA-340
(P531)
GNS-430 #1 (P43061)
(J530)
GNS-430 #2
MFD (P530) PFD

(P43062)
COMM ANT
DCMA
-37
(P5721) (P1061)
(P871) (P872)
MFD WIRING HARNESS INSTALLATION (TO COMM 2 / DATALINK ANT)

(LOOKING AFT)
(TO COMM 2 / DATALINK ANT)

(TO COM/NAV 2-GPS 2
CIRCUIT BREAKER)
FS
62.94
REF GNS-430 #2
MFD
COMM ANT
(P531)
PFD
FWD
(GROUND BLOCK CONNECTOR)
(MFD - P503 TO J3) (ANTENNA - P501 TO J1)
(COMM 2 - P505 TO J5) (AVIONICS HARNESS - P502 TO P1)

FS
48.6
REF
ANTENNA COUPLER
ANTENNA COUPLER WIRING HARNESS INSTALLATION

(LOOKING DOWN)
EFIS Wiring Harness Installation

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5. Garmin G500 System

The Garmin G500 System provides a Primary Flight Display (PFD) and Multi-Function Display (MFD) in
place of the traditional six-pack (i.e., airspeed, artificial horizon, altimeter, turn and bank, directional gyro/
heading indicator, vertical speed) of primary flight instruments.
See the latest revisions of the Garmin G500 Cockpit Reference Guide (190-01102-03) and the Garmin
G500 Pilot’s Guide (190-01102-02) for system control and operation information.
A. Description
(1) Flight Instrumentation
The GRS 77 AHRS, GDC 74A Air Data Computer, and GMU 44 Magnetometer are responsible
for providing the G500 system with aircraft attitude, heading, altitude, airspeed, vertical speed,
and outside air temperature information, all displayed on the PFD.
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 PFD/MFD to both GNS 430W units.
The GRS 77 receives GPS data from both GNS units, 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.
Garmin G500 Display

Figure 5
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Magnetometer
GMU 44
RS-232 RS-485
ARINC 429
AHRS
RS-232
GRS 77
ARINC 429
ARINC 429
Air Data Computer
RS-232
GDC 74A
PFD / MFD Display
Analog GDU 620
Temperature Probe
GTP 59
ARINC 429 (GPS Navigator)
Course Error
Heading Error
ARINC 429 (Autopilot)
Discretes
ARINC 429 (NAV)
ARINC 429 (GPS)
RS-232 (MapMX)
Sin/Cos + Valid
ARINC 429 (GPS)
Flight Director
Analog Audio
Time Mark
HSDB or ARINC 429/453
ARINC 429
RS-232 (MapMX)
RS-485
ARINC 429 (NAV)
HSDB
Time Mark
KR-87
ADF
SKY 497
GNS 430W Skywatch
COM/NAVGPS GMA 340

1 Audio Panel
GDL 69A
Datalink
GNS 430W
COM/NAVGPS HSDB
OR WX-500
2 ARINC 453
Stormscope
ARINC 429
S-Tec 55X
190-01102-06, Rev. 6 Autopilot
G500-44000 C
Garmin G500 System Overview

Figure 6
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(2) Communications/Navigation Systems

See ”Figure 6”.
Two GNS 430W units contain VHF COM, VHF NAV, and GPS receivers. COM and NAV audio is
sent via digital audio to the GMA 340 Audio Panel.
GPS information is sent to the GRS 77 AHRS and to both displays for processing.
The GTX 330 Mode S Transponder communicates with both GNS. Transponder data is also sent
to the PFD.
(3) Optional Systems
The GDU 620 can receive traffic information from various traffic sensors, including the Garmin
GTX 330. Traffic information is received over an ARINC 429 interface, and optional control is
provided using discrete(s). All aural traffic alerts are still generated by the traffic system.
The GDU 620 can receive data link information from the GDL 69/69A, which is an XM Satellite
Radio data link receiver that receives broadcast weather data. The GDL 69A is the same as the
GDL 69 with the addition of XM Satellite Radio audio entertainment. Weather data and control
of audio channel and volume is displayed on the GDU 620 MFD, via a High-Speed Data Bus
(HSDB) Ethernet connection. The GDL 69A is also interfaced to an audio panel for distribution
of the audio signal.
The GDU 620 can receive bearing information from an ADF receiver. The ADF bearing information
can be displayed on the GDU 620 HSI on a pilot-selectable bearing pointer.
(4) Component Details
See Components, below, for detailed descriptions of the individual G500 system components/
Line Replaceable Units (LRU’s).
B. Troubleshooting
Troubleshoot the G500 system by first identifying, then isolating the specific failure to the responsible
LRU. There are several indications that the G500 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 4th AUX group page on the MFD (see “Figure 7”) 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 G500 Alerting System provides alerts/annunciations in conjunction with the information
presented at the 4th AUX page.
Caution: Post Installation Set-up, below, provides detailed instructions on
equipment configuration and return-to-service testing. Anytime
a G500 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 in “Chart 3” and “Chart 4”.
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C. Recommended Tools
The following tools (or equivalent) are recommended to perform various maintenance tasks on the
G500 system.
(1) Calibrated voltmeter capable of measuring 0–32 Volts DC.
(2) Ground Power Unit (Capable of supplying 28 Vdc).
(3) #2 Phillips Screwdriver.
(4) 3/32nd inch Hex Tool.
(5) Standard sockets & wrenches (3/8”, 9/16”, and 13/16”).
(6) Calibrated torque wrench capable of measuring 0–70 in/lbs.
(7) Calibrated digital Level with 0.25 degrees of accuracy capability.
(8) Calibrated VHF NAV/COM/ILS ramp tester.
(9) Calibrated transponder ramp tester including Mode S capability for Mode S transponder
equipped aircraft.
(10) Calibrated digital thermometer suitable for measuring ambient temperature.
(11) Air Data Test Set (ADTS) capable of simulating altitude up to the aircraft’s service ceiling.
(12) Headset/Microphone.
(13) Outdoor line-of-site to GPS satellite signals or GPS indoor repeater.
(14) Laptop with RS232 emulation software.
(15) WX-PA portable analyzer kit (If Stormscope is installed).
(16) Laser Square with a line accuracy of ± 3/32nd inches end-to-end at 15 feet perpendicular
distance (or better) is optional, but recommended.
(17) Protractor tool.
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System Status Page (MFD - AUX Group)

Figure 7
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Troubleshooting GDU 620 Systems
Problem Cause Solution
Unit does not power up – Improper wiring; circuit breaker Ensure power is properly
blank screen. open wired to the GDU 620 and
the circuit breaker is
closed.
Unit intensity turned down. Ensure that unit is not in
manual intensity control
mode with the intensity
turned down.
All expected configuration An Installer Unlock Card is not Insert the Installer Unlock
pages are not displayed. inserted into the GDU 620. Card P/N 010-00769-60
into the bottom slot of the
GDU 620 and cycle power.
The GDC OAT probe type The RS-232 connection to the Ensure that the GDC 74A
shows up as UNKNOWN GDC 74A is not working. RS-232 connection to the
GDU is properly wired, and
ensure that the GDC 74A
circuit breaker is closed.
When loading software, the The software loader card is Insert the loader card in the
LRU software is not being installed in the bottom slot of the top slot and cycle power to
displayed on the GDU 620. the GDU.
SOFTWARE UPLOAD page.
The software loader card contains Repeat the process for
no information. making the software loader
card.
Configuration errors are The configuration module has not Update the configuration
displayed on power-up, been updated. module – refer to Updating
before the GDU enters the Configuration Module.
normal mode.
Vertical GPS deviation is not For 430W Series units, the Enable Labels on the 430W
displayed on the GDU 620. ARINC 429 vertical deviation unit ARINC 429
labels are not being transmitted. configuration page.
Unable to control the GPS The GPS navigator is not correctly Configure the ARINC 429
course when in OBS mode. configures as LNAV1/2 or inputs/outputs for LNAV1
SYS1/2. (SYS1) or LNAV2 (SYS2)
based upon whether the
navigator is GPS1 or GPS2.
Data is not being received ARINC 429 bus hi and low are Verify wiring.
from an ARINC 429 device. swapped.
(valid data is being received
on the 429 input port as Wrong device is connected to port Use correct ports (refer to
shown on the GDU 620 on GDU 620. Chapter 91 - Wiring
PORT MONITORING page) Diagrams for interconnect
details).
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Troubleshooting GDU 620 Systems
Problem Cause Solution
Data is not being received On the transmitting LRU, the Set the ARINC 429
from an ARINC 429 device. ARINC 429 transmitter speed is transmitter speed to
(no data is being received on not set correctly. correct speed.
the 429 input port as shown
on the GDU 620 PORT Wiring is not correct. Check for continuity/shorts
MONITORING page) and correct as required.
Attitude and heading on GDU Attitude and heading errors/resets This is expected behavior
620 red ‘X’ / GRS 77 resets are possible if the air data tests and no troubleshooting is
during air data ground are conducted indoors without a required if this occurs. To
testing. good GPS signal. With marginal reduce the chances of
or no GPS signals present, inducing attitude and
sudden changes in airspeed heading errors/resets while
caused by using a pressure tester conducting the air data
may result in attitude and heading tests, ensure that the G500
errors and possibly cause the is receiving good GPS
GRS 77 to reset. This occurs signals.
because the artificial changes in
airspeed cause disagreement with
the other sensor measurements
internal to the GRS 77. This
sensor disagreement will not
occur in the normal conditions of
flight.
Heading red ‘X’ during air Invalidation of heading is possible This is expected behavior
data ground testing if the air data tests are conducted and no troubleshooting is
indoors, due to typical magnetic required if this occurs.
anomalies, even with a good GPS
signal.
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Troubleshooting GDU 620 Alerts
AHRS1 GPS AHRS is not receiving any GPS Verify navigator is on, has
information. GPS signal, not in self-test.
AHRS1 GPS AHRS 1 operating exclusively Ensure that at least one
in no-GPS mode. GPS has acquired
a valid position.
AHRS is not receiving any GPS If GDU 620 does not have
information. a valid position, verify
wiring between GDU and
GPS receiver, and
configuration of GDU 620
and GPS receiver.
If GDU has a valid GPS
position, verify wiring
between GDU and GRS.
Also verify time mark
wiring.
AHRS1 GPS AHRS1 is not receiving GPS Verify GPS2 unit operation.
information from GPS2.
AHRS1 GPS AHRS1 is using the backup Primary GPS nav data not
GPS information (GPS2) forwarded to AHRS.
AHRS1 SRVC AHRS magnetic field model Update GRS 77 IGRF
should be updated. Appears on model (current model
ground only. is with aviation database).
AHRS1 TAS AHRS is not receiving true GDC not powered up.
airspeed from ADC. Close ADC C/B.
GDC not receiving input
from GTP 59 OAT probe.
Verify wiring is correct.
ARINC 429 connection
from GDC 74A to GRS 77
is not working. Verify wiring
is correct.
CAL LOST Registry reports that it has lost Contact Garmin Technical
calibration data. Support.
CNFG MODULE The configuration module is Verify wiring to
inoperative. configuration module
Replace configuration
module.
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TROUBLESHOOTING GDU 620 alerts
DATA LOST Pilot stored data was lost. Recheck data and settings.
DIAG MODE System is in Diagnostic Mode.
FAN 1/2 FAIL Fan 1/2 has reported 0 RPM when
it was powered with a PWM duty
cycle higher than or equal to 10%
GDL69 CONFIG The GDL 69 configuration With the GDU 620 in
information stored in the GDL 69 configuration mode, go to
and the GDU 620 configuration the GDL 69 page in the
module do not match. GDL page group. Verify that
the SET and ACTIVE
configuration settings are
the same. If not, use the
SET>ACTV soft key to
copy the configuration
settings from the GDU 620
into the GDL 69.
The GDL 69 configuration was Update the GDL 69
updated using another LRU (e.g. configuration using the
the GNS 400W). GDU 620.
GDU CONFIG This error appears whenever the Cycle power to the GDU.
GDU is replaced with a GDU that This error automatically
was configured for a different clears on the second power
installation. up with a different
configuration module.
Error in the configuration of the
GDU 620.
GDU (1/2) COOLING Specific GDU has poor cooling, Ensure fans on indicated
and power usage is being GDU are functioning.
reduced. Ensure fans on indicated
GDU are not obstructed
GDU (1/2) DB ERR Error in specific database, where
GDU (1/2) DB denotes specific
database.
GDU (1/2) VOLTAGE GDU supply voltage is below Increase the voltage above
12 VDC. 12VDC.
GEO LIMITS Location is too far north/south for
GRS 77 magnetic compass.
GPS(1/2) FAIL No GPS1 or GPS2 data is Ensure GPS (1/2) is turned
available. on. Verify RS-232 wiring
from the GPS to the
GDU 620.
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GPS(1/2) PPS Failure This alert will be set if the PPS Ensure GPS (1/2) is turned
signal has not been received in on.
more than 5 sec. If the unit is Verify 1PPS wiring from the
configured for dual GPSs then the GPS to the GDU 620.
side will be specified in the error.
GPS2 FPL USED The GPS1 has failed and GPS2 is
configured and operating.
HDG FAULT AHRS magnetometer fault has GRS 77 not receiving
occurred. information from GMU 44.
Verify wiring to GMU 44.
HDG LOST Heading from the GRS77/ Caused by a local magnetic
GMU 44 is not valid. anomaly. No action
required.
<LRU> SERVICE Specific LRU should be serviced, Return indicated LRU to
where <LRU> denotes specific Garmin for service.
LRU.
MANIFEST GDU has received product data Ensure the manifest is
for an LRU that should have a properly configured.
manifest entry, but is not in the Refer to Manifest
manifest. Configuration for
additional information.
The LRU software P/N and Update the LRU software
version number in the manifest to match the manifest (refer
does not match the values being to Software Loading)
reported by that LRU. Update the manifest to
match the LRU software
(refer to Manifest
Configuration).
NAV1 FAIL No navigation receiver 1 data. Switch to alternate GPS.
NAV2 FAIL No navigation receiver 2 data. Switch to alternate GPS.
SIMULATOR The simulator mode is active. Ensure P6202-36 is not
grounded.
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SVT DISABLED Location is beyond region
- Out of available terrain region. covered by terrain database.
SVT DISABLED A 30 arc-second terrain database Update the Supplemental
- Terrain DB resolution too low. is being used. Data card with the 9 arc-
second terrain database.
SW MISMATCH GDU software version strings do
not match. Xtalk is off.
TRAFFIC FAIL Traffic data will no longer The GDU 620 is not
be displayed. receiving traffic information
from the traffic sensor.
Verify wiring between GDU
620 and traffic sensor.
The traffic information system The GDU 620 is receiving
has failed. information from the traffic
sensor, but the information
is indicating that the traffic
sensor has failed.
Troubleshoot traffic system.
TRK LOST GPS1 TRK lost. HSI defaulted to
GPS2 TRK.
TRK TRAFFIC Heading Lost. Traffic is now See HDG errors.
based on track.
WX ALERT Possible severe weather ahead. This is a normal system
alert. No installation action
is required.
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D. Inspections
(1) Annually
Each twelve (12) calendar months, conduct a visual inspection of the G500 system LRUs and
wiring harnesses to ensure installation integrity:
Note: Look for signs of wear, deterioration, or damage to wires, backshells, connectors,
overbraid, bonding straps or foil.
(a) Inspect all units for security of attachment, including visual inspection of brackets and other
supporting structure attaching units to the airframe.
(b) Inspect all knobs and buttons for legibility.
(c) Visually inspect each unit’s wiring of chafing or wear at each termination.
(d) Visually check for signs of corrosion.
(2) Each Five (5) Years
Update the Earth magnetic field model in the GRS 77. The model is provided with the Aviation
Database. An auto-compare between the model loaded in the GRS-77 and the Aviation Database
is run at each system power-up. If the GRS 77 model is out-of-date, the user will be prompted to
update the GRS 77. Follow the instructions on screen.
(3) Each Ten (10) Years / 2000 Hours
Each 2000 hours or ten (10) years, whichever comes first, perform the Garmin G500 System
Electrical Bonding Test in 51-80-00.
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E. Components
(1) General
All Garmin G500 system LRUs are designed to detect internal failures. A thorough self-test is
executed automatically upon application of power to the units and built-in tests are continuously
executed. Detected errors are indicated on GDU 620 display as failure annunciations.
Maintenance of the Garmin G500 system LRUs 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 appropriate Garmin Maintenance Manual.
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 G500 component, always ensure that aircraft power
is off. Unplug any auxiliary power supplies.
Before removing any G500 LRU, the technician must verify the LRU software serial numbers.
(a) To check an LRU software serial number and/or version:
(b) Turn the large MFD knob to select the AUX Page Group.
(c) Turn the small MFD knob to select the System Status Page.
(d) Press the LRU soft key to highlight the first item in the LRU Info window.
(e) Turn the small MFD knob to scroll thru items in the LRU Info window in case more items
are available than are displayed. If more items are available than can be displayed in the
window, a scroll bar will show on the right side of the window.
(f) The System Status page of Aux mode shows the status of LRUs and the date of databases.
(g) The software serial number and version is also displayed in the LRU info window. Compare
this to the latest configuration shown in the appropriate Required Equipment List (REL),
“Chart 9” at the end of this section.
NOTE: If a faulty LRU is not reporting its software version and serial number, check aircraft
maintenance logs for last software version loaded and verify against the latest
configuration.
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(2) GDU 620 PFD/MFD

(a) Description
A single Garmin GDU 620 display is installed in
the instrument panel in front of the pilot. The GDU
620 unit has dual VGA (640 x 480 pixel) 6.5-inch
LCD displays. The left side is the primary flight
display (PFD) and the right side is the multi-
function display (MFD). The PFD shows primary
flight information. The MFD shows navigation and
flight plan information, traffic, weather and terrain.
(b) Troubleshooting GDU 620
See “Chart 3” and “Chart 4”. Figure 8
(c) Removal
1) Remove the six hex head screws.
2) Carefully remove the display from the panel.
3) While supporting the display, disconnect the connectors.
(d) Installation
1) Visually inspect the connectors and pins for signs of damage. Repair any damage.
While supporting the display, connect the connectors to the rear of the unit.
2) Carefully insert the display into the panel cutout, ensuring that all six fastener holes
align with the corresponding panel holes.
3) Install and tighten all six hex head screws to secure the display in the panel.
4) Review unit replacement criteria below, reload software/reconfigure unit as required.
Perform return to service checks.
(e) Unit Replacement
Installation configuration data is stored extermally, so re-configuration is not required if the
GDU 620 is replaced. However, user settings (such as map orientation preferences) are
stored internally and will be lost when the GDU 620 is replaced.
1) If the original GDU 620 is reinstalled, no software loading is required. No configuration
is required.
Note: This does not include units returned for repair. Software and configuration files
are deleted during the repair process.
2) If the original GDU 620 is replaced with a new, repaired, or exchanged unit, then
software must be loaded. No configuration is required. After first power up (and resultant
configuration loading messages), continue to software loading procedures in “GDU 620
Software Load” and “Manifest Configuration” and “Configuration Module Update”.
3) If the GDU 620 configuration module (1P6202 harness connector) is replaced the GDU
620 will update the configuration module for its internally-stored settings when the
UPDT CFG soft key is pressed as described in “Configuration Module Update”.
4) If the GDU 620 is replaced at the same time as the Configuration Module, then “System
Configuration” will need to be performed.
(f) Return to Service
1) Power up the GDU 620 in configuration mode. Verify that the configuration is correct
using the previously completed checkout log in the airplane documentation. See
example in “Chart 10”.
2) Power up the GDU 620 in normal mode. Verify that there are no red Xs and no alerts
are present. If either is present, troubleshoot per “Chart 3” and “Chart 4”.
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(3) GDC 74A Digital Air Computer

(a) Description
See also Figure 1, 34-10-00.
The Garmin GDC 74A computer compiles
information from the pitot/static system
and the GTP 59 outside air temperature
(OAT) probe and provides pressure
altitude, airspeed, vertical speed and
OAT to the G500 system. The GDC 74A
communicates with the GDU 620 and GRS
77 using ARINC 429 digital interfaces.
It also provides unit maintenance and
configuration information to the GDU
620 via an RS-232 interface. The unit is
mounted to the left side of the fuselage GDC 74A
under the instrument panel. Power is Figure 9
provided to GDC 74A unit from the main
bus or the emergency bus.
(b) Troubleshooting
See “Chart 3” and “Chart 4”.
(c) Removal
1) Disconnect the single harness connector from the bottom of the unit.
2) Disconnect the pitot/static plumbing from the bottom of the unit.
3) Support the unit. 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. Tighten with a #2 Phillips
screwdriver to 12–15 in.-lbs. torque.
3) Connect the pitot/static plumbing.
4) Inspect the harness connector and pins for damage. Repair any damage. Connect the
harness connector to the unit, ensuring that the slidelock is secure on both sides
5) Review unit replacement criteria below, reload software/reconfigure unit as required.
1) If the original GDC 74A is reinstalled, no software loading is required. No configuration
is required.
2) If the original GDC 74A is replaced with a new, repaired, or exchanged unit, then
software must be loaded. See software loading procedure in “GDC 74A Software Load”
on page 342053.
3) If the GDC 74A configuration module is replaced the GDC 74A must be configured.
See “GDC Configuration”.
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1) Power up the G500 system with the GDU 620 in normal mode.
2) Verify that the the GDU displays valid air data within approximately one minute.
3) Verify that and no unexpected alerts are present. If alerts are present, troubleshoot per
“Chart 3” and “Chart 4”.
4) Perform a leak check per the procedure Pitot/Static System, “Test”.
(4) 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 a wing
access cover on the underside of the left
wing at W.S. 157.
(b) Troubleshooting
(c) Removal
1) Remove the screws securing the
access cover to the wing. Lower and
support the cover.
2) Disconnect the harness connector.
Remove the access cover and probe GTP 59
to a workbench. Figure 10
3) Use an open-end wrench to hold the
probe in place on the inside of the access cover. On the outside of the access cover,
loosen the GTP 59 Housing and remove the GTP 59.
(d) Installation
1) Place the GTP-59 grounding strap O-ring connector over the OAT probe end and
insert the probe through the access cover from the inside side. Secure with housing
and washer on the outside of the access cover. Use an open-end wrench to hold the
GTP-59 on the inside and torque the housing on the outside to 50 ± 5 in. lbs.
2) Reconnect the connector to the airplane wiring harness.
3) Reinstall the access cover to the wing with screws previously removed.
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(5) GRS 77 Attitude and Heading Reference System

(a) Description
The Garmin GRS 77 AHRS unit provides
attitude and heading information to the
G500 system. The unit, mounted on the
aft equipment shelf behind the aft fuselage
access panel, contain advanced tilt sensors,
accelerometers, and rate sensors. The unit
interfaces with the GDC 74A and GMU44
Magnetometer and utilizes GPS signals
from the GNS 430Ws. Actual attitude and
heading information is sent using ARINC
429 digital interface to the GDU 620.
Power is provided to GRS 77 unit from the
main bus or the emergency bus. The GRS
77 interfaces with and provides power to
the GMU 44 Magnetometer. The GRS 77 GRS 77
supplies attitude and heading information Figure 11
directly to the PFDs, MFD, and GNSs.
NOTE: GRS 77 Earth Magnetic Field Updates
The GRS 77 utilizes an Earth magnetic field model which is updated once every
five years. The update is expected to be available from Garmin in each of the
following years: 2010, 2015, and every five years thereafter, as long as the GRS
77 remains a Garmin-supported product. The G500 system will alert the operator
that the magnetic field database is out of date at system start up by an alert on
the MFD. Following the prompts on the MFD, the update can be accomplished
from the installed Aviation Database.
(b) Troubleshooting
(c) Removal
1) Remove the aft fuselage access panel.
2) Disconnect the harness 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 “Chart 5”.)
(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. Torque 20–25 in.-lbs.
3) Visually inspect the connectors to ensure there are no bent or damaged pins. Repair
any damage. Connect the harness connector to the GRS 77.
4) Reinstall the aft fuselage access panel.
5) Review unit replacement criteria below, reload software/recalibrate unit as required.
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1) If the original GRS 77 is reinstalled, no software loading is required. See “Chart 5” to
determine recalibration requirements.
2) If the original GRS 77 is replaced with a new, repaired, or exchanged unit, then software
must be loaded. See “GRS 77 Software Load”. Then, see “Chart 5” to determine
recalibration requirements.
3) If the GRS 77 configuration module is replaced the GRS 77 must be recalibrated, see
“Chart 5”.
2) Verify that the the GDU displays valid heading and attitude information within
approximately one minute.
Note: If near a large metal structure or vehicle the heading data can remain invalid.
3) Verify that no unexpected alerts are present. If alerts are present, troubleshoot per
Chart 5
GRS 77 Calibration Criteria
Calibrations Required
GRS 77 GRS 77 / GMU 44 Engine Run-up
Pitch / Roll Offset Magnetic Heading Vibration Test
Condition
Procedure A (1) Procedure B (2) Procedure C (3)
GRS 77 AHRS removed or replaced.

The mounting tray was NOT removed
and the mounting tray bolts were NOT None Required
loosened.
GRS 77 AHRS removed or replaced.
The mounting tray was removed
and/or the mounting tray bolts WERE X X X
loosened.
GRS 77 AHRS configuration module
was replaced. X X X
(1) “GRS 77 AHRS Pitch/Roll Offset Calibration (Procedure A)”
(2) “GRS 77/GMU 44 Magnetometer Calibration (Procedure B)”
(3) “AHRS Engine Run-Up Vibration Test (Procedure C)”
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(6) GMU 44 Magnetometer

(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 to a wing access cover on the underside of the left
wing at W.S. 139.
(b) Troubleshooting
(c) Removal
1) Remove the screws securing the access cover to the wing. Lower and support the
cover.
2) Disconnect the harness connector. Remove the access cover and probe to a workbench.
3) Unscrew and remove the three brass screws and washers securing the magnetometer
to its mounting bracket and remove the magnetometer.
4) Carefully lift the GMU 44 from the bracket.
(d) Installation
caution: THE magnetometer iS SECURED TO THE MOUNTING BRACKET WITH
BRASS SCREWS. ENSURE ONLY BRASS SCREWS ARE USED WHEN
REINSTALLING.
1) Visually inspect the harness connector to ensure there are no bent or damaged pins.
Repair any damage.
2) Place the GMU 44 into its mounting bracket, make sure the arrow on the GMU44 aligns
with the arrow on the mounting bracket, apply Loctite 242 or equivalent and secure
three non-ferrous screws.
3) At the airplane, connect the harness.
4) Position the access cover with the alignment arrows pointing forward and install the
access cover to the wing with screws.
5) Review unit replacement criteria below, reload software/recalibrate unit as required.
ALIGNMENT ARROW
GMU 44
ACCESS COVER
GMU 44
Figure 12
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1) If the original GMU 44 is reinstalled, no software loading is required.
Recalibration is required only if the mounting bracket for the magnetometer was
changed. If so, perform “GRS 77/GMU 44 Magnetometer Calibration (Procedure B)”.
After that is complete, review “Compass Swing” and “Heading Offset Compensation” to
determine if Heading Offset Compensation is required.
2) If the original GMU 44 is replaced with a new, repaired, or exchanged unit, then software
must be loaded and the GRS 77/GMU 44 Magnetometer Calibration performed. See
“GRS 77 Software Load”. Then, perform “GRS 77/GMU 44 Magnetometer Calibration
(Procedure B)”. After that is complete, review “Compass Swing” and “Heading Offset
Compensation” to determine if Heading Offset Compensation is required.
2) Verify that the GDU displays valid heading information within approximately one minute.
Note: If near a large metal structure or vehicle the heading data can remain invalid.
3) Verify that and no unexpected alerts are present. If alerts are present, troubleshoot per
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(7) GDL 69A Data Link Unit

(a) Description
The GDL 69A provides XM Radio weather and music entertainment through means of
a dedicated satellite data link. The GDL 69A is mounted in a rack installed on the left
fuselage side at F.S. 180 behind the aft fuselage access panel. Power to the GDL 69A is
received from the #1 Avionics Bus. The GDL 69A sends weather data through the HSDB
bus to the MFD, where the data link interface is controlled. Digital audio is sent directly to
the GMA 340 Audio Panel.
(b) Troubleshooting
(c) Removal
1) Remove aft fuselage access panel.
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 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) Load software, configure and test as required by Unit Replacement, below.
1) No software or configuration loading is required if the removed GDL 69A is re-installed.
Continue to the “GDL 69A Test”.
2) If a new repaired or exchange GDL 69A is installed, the correct software and
configuration files must be loaded to the unit per “GDL 69A Software Load” and “GDL
69/69A Configuration”, then the XM Satellite Radio subscription must be reactivated.
Then continue to the “GDL 69A Test”.
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GDL 69A
Figure 13
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(8) GRT 10 Wireless Transceiver Unit

See Figure 14.
(a) Description
The optional GRT 10/GRC 10 wireless remote system is for use by passengers in the
aircraft to control the audio functions (audio volume and channel changes) of the Garmin
GDL 69A Datalink Receiver. The system consists of two components:
1) The GRT 10 Wireless Transceiver installed forward of the instrument panel on the left
side of the fuselage and connected to the GDL 69A serial port, and
2) the handheld GRC 10 Wireless Remote with an LCD display.
(b) Removal
1) Disconnect backshell assembly from unit.
2) Use a 3/16” hex drive tool to remove each of the four mounting screws.
(c) Installation
1) Inspect connector for damaged pins.
2) Hold unit flush with the mounting plate.
3) Use a 3/16” hex drive tool to tighten each of the four mounting screws.
4) Connect backshell assembly to unit.
GRT 10
Figure 14
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(9) Configuration Module

Item #’s keyed to Figure 15.
The configuration module is located in the backshell of the connector it is terminated to.
(a) Removal
1) Disconnect connector from LRU.
2) Remove 2 screws (8) from cover (7) and remove cover.
3) Unplug internal harness (3) connector from configuration module (PCB Board) (1).
4) Remove configuration module (PCB Board).
(b) Installation
1) Inspect connector for damaged pins (4).
2) Place configuration module (PCB Board) (1) in position.
3) Insert internal harness (3) connector into configuration module (PCB Board) (1).
4) Put cover (7) in place and secure with screws (8).
(10) Shield Block Installation
Most G500 connectors employ a shield block grounding system to provide necessary ground
reference to shielding and/or transducers. See Figure 16 and also Detail C, Figure 2, 91-22-10.
(11) GMA 340 Audio Panel
See GMA 340 in 23-50-00.
(12) GTX 330 Mode S Transponder
See Transponder in 34-50-00.
7
8
1
1. PCB Board
(Configuration Module) 2
2. Spacer
3. Harness 3
4. Pins 4
5. Connector
6. Backshell
7. Cover
8. Screw (2)
6
5
Configuration Module
Figure 15
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15
16 14
13
EDGE OF
SOCKET CONTACT
2.5” MAX.
BEGINNING
OF SHIELD
7 12
4
1
2 5
3
6
8
11
10
2.5” MAX. 5
0.17”
0.31” MAX. OF 6 SHIELD DRAINS NO LONGER THAN 3”
EXPOSED SHIELD
1. BACKSHELL 9. SCREW
2. SHIELD BLOCK 10. SPLIT WASHER
3. SCREW 11. FLAT WASHER
4. MULTIPLE CONDUCTOR SHIELDED CABLE 12. SILICON FUSION TAPE
(2–CONDUCTOR DEMONSTRATED HERE) 13. STRAIN RELIEF
5. DRAIN WIRE SHIELD TERMINATION (METHOD OPTIONAL) 14. SCREW
6. WIRE, INSULATED 15. COVER
7. PINS 16. SCREW
8. RING TERMINAL, #8, INSULATED
Shield Block Installation to Backshell

Figure 16
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F. Configuration Mode Overview

(PIR-PPS55036, Rev. New/Garmin Doc. No. 190-01102-06, Rev. 6.)
CAUTION: The Configuration Mode contains certain pages and settings

that are critical to aircraft operation and safety. These 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.
(1) Initial Configuration of the GDU 620
The Configuration Mode allows the G500 system to be configured for a particular installation.
As part of the initial configuration, the GDU 620 functions must be enabled/disabled as desired,
external data sources must be configured, and miscellaneous options must be set up. To do this
an Installer Unlock Card (P/N 010-00769-60) must be inserted, and the unit must be started in
configuration mode by pressing and holding the ENT button while applying power.
When in configuration mode the left display has only one page that is used to display status
and product information. The right display has multiple pages (see “Chart 6”) that are used to
configure and checkout the installation of the GDU 620.
NOTE: To access all of the configuration screens shown herein, an Installer Unlock Card P/N
010-00769-60 must be inserted in the bottom card slot prior to applying power to the
GDU 620.
Chart 6
Configuration Mode Navigation
System Page Group
1. System Configuration 4. Manifest Configuration 7. Audio Alert Configuration
2. Airframe Configuration 5. SW Upload 8. ARINC Post Config
3. Lighting Configuration 6. Feature Configuration 9. RS Post Config
GRS Page Group
1. AHRS / Air Data Input 2. GRS / GMU Calibration
GDC Page Group
1. GDC Configuration
GDL Page Group
1. GDL 69 Config
FSC Page Group
1. Autopilot Configuration 3. Autopilot Test
2. Flight Director
DIAG Page Group
1. Port Monitoring 3. Outputs
2. Input Monitoring 4. Error Log
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(2) GDU 620 System Status Page (Left Side)

The PFD System Status Page (“Figure 17”) is used as information reference only; it is not
configurable.
(a) DEVICES ONLINE Window
1) Green Light: The device is configured as Present and valid data is being received as
expected from the device.
2) Red Light: The device is configured as Present and invalid or no data is being received
from the device.
3) No Light (Black): The device is configured as Not Present.
(b) LRU and DATA Windows
To navigate within the LRU window, push the PFD knob (left side knob) to activate the
cursor. Turn the PFD knob to select an LRU. Once an LRU is highlighted, information about
it will be displayed in the DATA window.
System Status Page (Configuration Mode)

Figure 17
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(3) GDU 620 System Setup and Checkout Pages (Right Side)
The MFD knob (right hand dual concentric knob) is the primary control for the GDU 620 MFD.
• To change page groups (“Figure 18”) and cycle through different configuration screens,
rotate the large MFD knob. The small MFD knob will change pages within the group.
• To activate the cursor for a page, press the small MFD knob directly in, as one would push
a regular button.
• To cycle the cursor through different data fields, rotate the large MFD knob.
• To change the contents of a highlighted data field, rotate the small MFD knob. This action
either brings up a menu with options for a particular field, or in some cases allows the
operator to enter data for the field.
• To confirm a selection, press the ENT button.
• To cancel a selection, press the small MFD knob in or press the CLR key. Pressing the
small MFD knob in again will deactivate the cursor.
Some configuration pages have commands or selections that are activated by the GDU 620 soft
keys. If a soft key is associated with a command, that command will be displayed directly above
the key. A grayed out soft key shows a command that is unavailable. A highlighted soft key
shows the current active selection.
Configuration Page Navigation

Figure 18
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(4) Configuration File Descriptions

(a) Configuration Files are divided into groups, and are only displayed at the System Upload
page during the software/configuration loading process.
(b) Configuration files contain preset selections for input/output channels, aircraft-specific
settings, and LRU-specific settings. The following list describes each of the configuration
files:
SYSTEM Configures the G500 to expect a GDU, GPS/NAVs, GRS, GDC and
optional interfaces.
AIRFRAME Contains data such as airspeed parameters, airframe sensor limitations,
fuel tank parameters and alerting system settings that tailor a G500 PFD/
MFD to the PA-44-180.
LIGHTING Contains items such as input source and levels, backlight output levels,
minimum level, response time, slope and offset settings that tailor a G500
PFD/MFD to the PA-44-180.
MANIFEST Loads a manifest checklist of all software part numbers and versions
associated with an approved system configuration. The G500 system
performs a software check between each LRU’s reported version and
the version contained on the manifest. If an inequality is detected for an
LRU, this LRU is then excluded from the GDU 620 and a manifest alert is
triggered to the operator.
FEATURE Configures optional features (ChartView, Altitude Preselect, SVT,
Weather Radar or TAWS) to be enabled/disabled.
AUDIO
ALERT Configures audio alert volume levels are set for the PA-44-180.
GDC Configure GDC 74A air data values for the PA-44-180.
GDL_69 Configures gains and cable loss for the PA-44-180 installation.
GWX Weather radar, not used.
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G. G500 Software Information

NOTE: The following sections provide a detailed description of loading all G620 software and
configuration files, which may be excessive for individual LRU removal and replacement.
If removing and replacing individual LRUs, refer to Components, above, for the necessary
steps.
(1) G500 Software Loader Card
CAUTION: installing the correct software Application part number is
critical when servicing the G500 system. Approved software
definitions for each configuration are defined in the Required
Equipment List (REL), “Chart 9”.
All software and configuration files were certified by Garmin as part of FAA-approved Type Design
data. Approved software definitions for each configuration are defined in the Required Equipment
List (REL), “Chart 9”.
A G500 Software Loader card may be created using a G500 Downloadable Software SD Card
P/N 010-00844-00. The installer shall create this software loader card by downloading the
approved software application in accordance with the procedure provided immediately following.
NOTE: The downloadable application to create the card only runs on Windows PCs (Windows
2000, XP and Vista are supported). There is no Mac support at this time.
NOTE: An SD card reader is needed to create the G500 Loader Card using the application that
is downloaded from Garmin. The approved readers are SanDisk SDDR-99 & SDDR-93,
although other SD card readers will work.
CAUTION: Be cautious when using software loader cards during

maintenance. The G500 system immediately initializes 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 this Section, before attempting
to use the software loader cards.
(2) G500 Software Loader Card Creation
The software application is an executable self-extracting file which builds the correct file structure
onto an SD card for use loading software to the G500 Cockpit Display System. To obtain the
current file follow the procedures outlined below.
NOTE: In order to create a loader
card, the installer completing
these procedures must be an
authorized Piper or Garmin
service center to gain access
to the necessary data via
the Garmin website.
(a) Go to www.garmin.com and
click on the ‘Dealer Resource
Center’ link in the lower right
hand portion of the home page.
Enter username and password.
(b) Select Technical Tools and then
Software Downloads.
Dealer Login Screen
Figure 19
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Downloading System Software File

Figure 20
(c) In the search dialog that then appears, search for and download the appropriate software
file by part number as shown “Figure 20”.
(d) Ensure that there is an SD card reader connected to the PC. Insert the G500 Downloadable
Software SD Card P/N 010-00844-00 into the card reader.
CAUTION: When the extraction begins, the program automatically
deletes all current files on the SD card and copies the
selected files to it, regardless of the file format on the
SD card. Ensure files are not necessary or card is empty
before proceeding.
(e) Double-click the .exe file that was downloaded. The window shown in the top of “Figure 21”
will pop-up on the screen. Ensure that there is an empty SD card in the card reader and
then click Setup.
Software Extraction Screens

Figure 21
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(f) Verify version being created, ensure the card and correct drive letter is used, and click next.
(See “Figure 22” and “Figure 23”.) A window will pop-up (“Figure 24”) to show file progress.
(g) Once successfully completed, the message/window shown in “Figure 25” will pop-up. Click
Finish to finalize SD card.
(h) Label the card, at a minimum - “G500 010-00844-00, S/W 006-B1076-22.”
Software Verification Screen

Figure 22
Card Reader Selection Screen

Figure 23
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Progress Screen
Figure 24
Finalization Screen
Figure 25
(3) GDL 69A Software Loader Card Creation

In addition to the G500 Software Loader Card created above, a separate SD Card P/N 010-
00844-00 is required to download and install the GDL 69A software. The creation process is
similar to that described above with the following exceptions:
(a) Download the GDL system software, 006-B1023-01.
(b) Label the card, at a minimum - “GDL 69A 010-00844-00, S/W 006-B1023-01.”
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H. Software Load Files

The G500 LRUs come pre-loaded with software. However, to ensure that the latest software is loaded
it is recommended that software from a current G500 Software Loader Card be loaded into each LRU.
Caution: DO NOT INTERRUPT POWER TO THE AIRCRAFT AT ANY TIME DURING THIS
PROCEDURE. INTERRUPTION OF POWER COULD RESULT IN DAMAGE TO THE
EQUIPMENT.
NOTE: To Select/Deselect the cursor in fields, press the small MFD knob. The large MFD knob
changes Groups, and the small MFD knob changes Pages within a Group.
(1) Definition
Software files are defined by part number and version number in the Required Equipment List
(REL), “Chart 9”, at the end of this section. Each G500 LRU reports the software version it
currently contains to the user in two places:
(a) Normal System Mode: The AUX – SYSTEM STATUS page lists each LRU and the reported
software version.
(b) Configuration Mode: The SYSTEM STATUS page (SYSTEM page group) reports more
detailed LRU information, including software version, part number, and LRU status. Software
files are loaded to LRUs from the SYSTEM UPLOAD page in configuration mode.
(2) GDU 620 Software Load
(a) Apply external power to the aircraft. Switch Main power and Avionics power ON. Ensure that
the Avionics tie circuit breaker is pushed in.
(b) Pull circuit breaker labeled PFD.
(c) Insert Software Loader Card P/N 010-00844-00 into the top card slot of GDU.
(d) Insert Installer Unlock Card P/N 010-00769-60 into the bottom card slot of GDU.
(e) While holding the ENT key, restore power by closing the PFD circuit breaker.
(f) Release the ENT key when the words “INITIALIZING SYSTEM” appear in the upper center
of the PFD/MFD.
(g) Press the ENT key at the following prompt:
“DO YOU WANT TO UPDATE SYSTEM FILES?”
“PRESS ENT KEY FOR YES OR CLR KEY FOR NO”
“NO WILL BE ASSUMED IN 11 SECONDS”
(h) The following item is displayed:
“UPDATING SYSTEM FILES”
“DO NOT TURN OFF THE POWER”
(i) New software is loaded to the GDU. When complete, the following prompt is displayed:
“UPDATED XX FILES SUCCESSFULLY!” (where XX equals file quantity)
“PRESS ANY KEY TO CONTINUE.”
“CONTINUING IN 7 SECONDS.”
(j) Press any softkey. The GDU starts in configuration mode.
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(3) GRS 77 Software Load

(a) Go to the SOFTWARE UPLOAD page (“Figure 26”) on MFD using the MFD knob.
(b) Highlight the GRS 77 software file. Ensure that the GRS is shown in the LRU window.
(c) Press the LOAD soft key.
(d) Select YES and press the ENT key to acknowledge the “BEGIN FILE UPLOAD?” prompt:
(e) New software is loaded to GRS. Monitor loading progress.
(f) After loading is complete, press ENT key to acknowledge the “Upload Completed”
prompt.
(g) Check the SUMMARY window to verify that the upload of the GRS system file and FPGA
file were “COMPLETED”.
Software Upload Page

Figure 26
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(4) GMU 44 Software Load

(b) Highlight the GMU 44 software file. Ensure that the GMU is shown in the LRU window.
(e) New software is loaded to GMU. Monitor loading progress.
prompt.
(g) Check the SUMMARY window to verify that the upload of the GMU system file and FPGA
(5) GDC 74A Software Load
(b) Highlight the GDC 74A software file. Ensure that the GDC is shown in the LRU window.
(e) New software is loaded to GDC. Monitor loading progress.
prompt.
(g) Check the SUMMARY window to verify that the upload of the GDC system file and FPGA
(6) GDL 69A Software Load
(a) Apply external power to aircraft. Switch Main power and Avionics power ON. Ensure that the
Avionics tie circuit breaker is pushed in.
(b) Pull the PFD circuit breaker.
(c) Insert 010-00844-00 Software Loader Card (GDL 69A) into the top card slot on GDU.
(d) Insert 010-00769-60 Installer Unlock Card into the bottom card slot on GDU.
(e) While holding the ENT key, push in PFD circuit breaker.
(f) On the PFD side of the display, verify the Datalink box is green.
(g) Go to the SOFTWARE UPLOAD page (“Figure 26”) on MFD using the MFD knob.
(h) Highlight the GDL69 VER 3.20.00 006-B0317-14 software file. Ensure that the GDL is
shown in the LRU window.
(i) Press the LOAD soft key.
(j) Select YES and press the ENT key to acknowledge the “BEGIN FILE UPLOAD?” prompt.
(k) New software is loaded to GDL. Monitor the loading progress.
(l) After loading is complete, press the ENT key to acknowledge the “UPLOAD COMPLETED”
prompt.
(m) Go to another page and then back to the Software Upload Page. Verify that the GDL 69
software version displayed in the LRU window is now 3.20.00.
(n) Highlight the GDL69 VER 4.01.00 006-B0317-21 software file.
(o) Press the LOAD soft key.
(p) Select YES and press the ENT key to acknowledge the “BEGIN FILE UPLOAD?” prompt.
(q) New software is loaded to GDL. Monitor the loading progress.
(r) After loading is complete, press the ENT key to acknowledge the “UPLOAD COMPLETED”
prompt.
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(s) Go to another page and then back to the Software Upload Page. Verify that the GDL 69
software version displayed in the LRU window is now 4.01.00 (it may take several seconds
for the display to update).
(t) Remove power from the GDU and GDL by pulling the PFD and GDL69/STORM circuit
breakers.
(u) Restore power to the GDU and GDL by closing the PFD and GDL69/STORM circuit breakers,
starting the GDU in normal mode.
(v) Go to the AUX page group and select the System Status page. Verify that the GDL 69
software field displays 4.01.00.
I. System Configuration
Before beginning Garmin G500 system configuration, configure the GNS 430Ws and Transponder per
appropriate Post Installation Setup Procedures in 34-50-00.
(1) GDU 620 Initial Setup
NOTE: To access all of the configuration screens shown herein, an Installer Unlock Card P/N
010-00769-60 must be inserted in the bottom card slot prior to applying power to the
GDU 620.
Go to the SYSTEM CONFIGURATION page in the SYS page group of GDU. The System
Configuration Page (“Figure 27”) allows the installers to select what LRUs are present and not
present in a given installation.
Activate the cursor, select the system using the large MFD knob, and then press the ENT button.
This will activate or deactivate the highlighted system. For activated systems, use the small knob
to select the appropriate LRU from the dropdown TYPE menu, and then press enter to select
the LRU.
Continue to activate or deactivate each LRU, as required.
A green light means that the LRU is configured as ‘present’. No light (black) means that the LRU
is configured as ‘not present’ (the TYPE field will be blank in this case).
Deactivate the cursor when all interfacing systems have been configured.
NOTE: Only one traffic feature can be enabled in an aircraft. TIS is installed if TAS is not installed.
Use the small knob to move to the next page.
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INTERFACING SYSTEMS Window:

INTERFACING SYSTEM PRESENT TYPE
Cross-side GDU: NO
AHRS: YES GRS 77
ADC: YES GDC 74
GPS1: YES GNS 430W
GPS2: YES GNS 430W
NAV1: YES GNS 430W
NAV2: YES GNS 430W
ADF: YES (If installed) KR 87
+Superflag, YES (If ADF installed)
Traffic (TIS): YES (If installed) GTX 330
Traffic (TAS): YES (If installed) SKYWATCH
+External Control nO
Data Link: YES (If XM installed) GDL 69A
Weather Radar: NO
Adapter: NO
System Configuration Page

Figure 27
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(2) Manifest Configuration

Perform the following steps on GDU:
(a) Apply electrical power to Avionics, GDU running in configuration mode.
(b) Ensure that all devices configured “Present” per “GDU 620 Initial Setup” above, are reported
with valid status, as shown in the DEVICES ONLINE window of the SYSTEM STATUS page
on the PFD.
NOTE: Data Link will not be valid Present until GDL 69/69A Configuration is completed.
(c) Select the MANIFEST CONFIGURATION page in the SYS page group. The manifest will be
empty on first use.
(d) Press the MANIFEST soft key to automatically populate the manifest.
CAUTION: Failure to have all LRU’s powered with a valid software
load will result in an incomplete list of software part
numbers and version numbers being stored in the manifest.
If an incomplete list of software part numbers or version
numbers is stored in the manifest, the MANIFEST soft key can
be pressed again to reflect the current information.
(e) Verify that the manifest contains a complete list of all applicable software part numbers and
version numbers.
NOTE: The GDU 620 maintains a list of software part numbers and version numbers (the
“manifest”) for the G500 system. Each time the G500 system is powered up, the
LRUs report their software information to the GDU 620. If the information reported
by the LRU does not match the information stored in the manifest, the GDU 620 will
not use the data provided by that LRU and will provide a MANIFEST alert.
Note: The GDL 69/69A will not appear in the manifest.
(3) Configuration Module Interface Check
NOTE: This procedure is to be performed once on GDU, prior to any feature activation
procedures (see below). Any features that are activated prior to having a fully
functional configuration module will be disabled when the configuration module interface
is corrected. The activation card that was originally used will not work to re-activate the
feature if this occurs.
(a) Electrical power applied to Avionics, GDU running in configuration mode.
(b) Select the SOFTWARE UPLOAD page.
(c) Press the UPDT CFG soft key.
(d) Press ENT to confirm and update the configuration module.
(e) Verify that “Config Module Update Complete” is displayed with no error messages.
NOTE: If error messages are displayed, verify that the configuration module is correctly
installed.
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(4) GDU 620 Software Load Confirmation

(a) Ensure that GDU is in configuration mode.
(b) On the PFD, go to the System Status Page (“Figure 28”) and activate the cursor at the
LRU window.
(c) Highlight each of the listed items in the LRU window and, using “Chart 10”, verify that
the software part number and software version for each item matches those shown in the
Required Equipment List (REL), “Chart 9”.
NOTE: If any software version and/or part number does not match, or is not successfully
loaded, do not continue with post-installation procedures. Re-load software as
required. Any previously run setup procedures for an LRU must be performed again
after loading software on that LRU.
(d) De-activate the cursor.
System Status Page (Left Side - PFD)

Figure 28
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(5) Airframe Configuration

Go to the AIRFRAME CONFIGURATION (“Figure 29”) page in the SYS page group. This page
allows the installer to configure the PFD airspeed, altitude and vertical speed tape scales and
appearance, MFD display, and GDL69 Audio. Perform the following steps on GDU.
NOTE: All PFD settings must match what is in the Pilot’s Operating Handbook (POH).
Activate the cursor and use the MFD knob to select following configurable items.
(a) PFD Window:
1) DIS. SPD, changes the units displayed on the airspeed tape.
Selection: Nautical (NM, KT).
2) ALT. VS, changes the units displayed on the altitude and vertical speed tapes.
Selection: Feet (FT, FPM).
3) VS TAPE RANGE, changes the range of the vertical speed tape.
Selection: +/- 2000 FPM.
Both Alt Tape Range and IAS Tape Range are informational only.
4) ADI Roll Pointer, changes which pointer moves to indicate bank angle.
Selection: Ground.
Airframe Configuration Page

Figure 29
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(b) MFD Window:

1) DIS. SPD, changes the distance and speed units displayed on the MFD.
Selection: Nautical (NM, KT).
2) ALT. VS, changes the altitude and vertical speed units on the MFD.
Selection: Feet (FT, FPM).
3) AIRCRAFT ICON, changes the appearance of the ownship icon on the MFD map.
Selection: Low Wing.
(c) AIRSPEEDS (PFD) Window: The following settings affect the markings on the airspeed
tape. Refer to the POH to determine the appropriate settings for this installation.
ITEM VALUE (KIAS) NOTES
Vs0 55
Vs1 57
Vfe 111
Vno 169
Vne 202
GLIDE 88
Vr 75
Vx 82
Vy 88
Vle 140
Vmca 56
Vyse 88
(d) Deactivate the cursor to move to the next page.
(6) LIGHTING Configuration
(a) Select the LIGHTING CONFIGURATION page in the SYS page group.
(b) Select the following parameters to the values defined below.
BRIGHTNESS WINDOW DISPLAY KEY
INPUT SOURCE 14V DC 14V DC
SOURCE INPUT LEVEL Not Selectable Not Selectable
BACKLIGHT OUT LEVEL Not Selectable Not Selectable
MINIMUM LEVEL 5 400
RESPONSE TIME 2 2
SLOPE 50 50
OFFSET 50 50
PHOTOCELL LEVEL Not Selectable N/A
PHOTO TRANSITION % 25 N/A
PHOTO SLOPE 50 N/A
PHOTO OFFSET 50 N/A
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(7) AUDIO ALERT Configuration

NOTE: Perform the following steps on GDU only.
(a) Select the AUDIO ALERT CONFIGURATION page in the SYS page group.
(b) Set the following parameters to the values defined below:
ITEM VALUE
VOLUME ADJUST -9 dB
VOICE FEMALE
NOTE: To set value, place cursor on item and rotate small right knob.
(c) Select sample message from the Audio Message type list and then select the PLAY field.
Press ENT to play the message.
(d) Verify the audio alert is clearly audible.
(8) TERRAIN-SVT SETUP
(a) Select the TERRAIN-SVT SETUP page in the SYS page group.
(b) In the TERRAIN ALERTING CONFIGURATION window, verify and set the values defined
below:
ITEM VALUE
CONFIGURATION TERRAIN-SVT
EXT TAWS NOT INSTALLED
(c) In the AUDIO CONFIGURATION window of the TERRAIN-SVT SETUP page group, set the
following parameters to the values defined below:
ITEM VALUE
RTC-CAUTION Caution Terrain Terrain
RTC-WARNING Warning Terrain Terrain
ROC-CAUTION Caution Obstacle Obstacle
ROC-WARNING Warning Obstacle Obstacle
ITI-CAUTION Caution Terrain Terrain
ITI-WARNING Warning Terrain Terrain
IOI-CAUTION Caution Obstacle Obstacle
IOI-WARNING Warning Obstacle Obstacle
(d) In the AIRPORT CRITERIA window of the TERRAIN-SVT SETUP page group, set the
following parameters to the values defined below:
ITEM VALUE
RNWY SURFACE HARD/SOFT
MIN LENGTH 1250
(9) GDC Configuration
(a) Select the GDC CONFIGURATION page in the GDC page group.
(b) Activate the cursor and select the GTP 59 OAT probe type.
(c) Perform a “Configuration Module Update”.
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(10) Configuration Module Update

NOTE: This procedure is to be performed after any configuration procedure is completed and
prior to power-down of GDU.
(a) With GDU running in configuration mode, perform the following steps on GDU.
(b) Select the SOFTWARE UPLOAD page.
(c) Press the UPDT CFG soft key.
(d) Press ENT to confirm and update the configuration module.
(e) Verify that “Config Module Update Complete” is displayed with no error messages.
NOTE: If error messages are displayed following completion of configuration module
update, troubleshoot the configuration module for faults.
(11) Optional G500 Feature Activation Procedures
NOTE: In most cases, in order to enable/disable features, an Installer Unlock Card (P/N 010-
00769-60) is required. However, it is possible to view the status of all features without
using an Installer Unlock Card.
All optional features are activated using the FEATURE CONFIGURATION page of the GDU 620.
CAUTION: Prior to enabling any optional features it is recommended that
at least one configuration module update be successfully
completed (refer to Configuration Module Interface Check)
to verify correct functionality of the configuration module
interface. Any optional features that are enabled without
a fully functional configuration module will be disabled
when the configuration module interface is corrected. The
enablement card that was used originally will not work to re-
enable the feature in this case.
(a) Basic Feature Activation
1) Electrical power applied to Avionics, GDU running in configuration mode by holding the
ENT key while closing the PDF circuit breaker.
2) Select the FEATURE CONFIGURATION page from the SYS page group.
3) Set GAD 43 Adapter to DISABLED on GDU. “Disabled” will appear in the ACTIVE
column.
4) Perform a “Configuration Module Update”.
(b) Altitude Preselect Activation (Optional)
When the optional Altitude Preselect feature is enabled, the GDU 620 can provide selected
altitude information to the autopilot, allowing the autopilot to capture the selected altitude.
NOTE: Perform this procedure only if Autopilot installed.
1) Pull circuit breaker for PFD.
2) Apply power to Avionics.
3) On GDU, insert the Installer Unlock Card into the bottom card slot and Altitude Preselect
Enablement Card P/N 010-00769-52 into the top card slot.
4) Enter configuration mode on the GDU by holding the ENT key while closing the PDF
circuit breaker.
5) Go to the FEATURE CONFIGURATION page in the SYS page group.
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6) Activate the cursor and change the set value for “Altitude Preselect” to Enabled. Press
ENT to confirm your selection.
7) Press ENT to acknowledge the prompt and activate the Altitude Preselect feature.
8) When the Altitude Preselect feature is activated, “Enabled” will appear in the ACTIVE
column.
(c) CHARTVIEW Activation (Optional)
The GDU 620 can display Jeppesen charts using the optional ChartView feature, which
must be activated.
NOTE: Each Chartview Enablement Card can only activate the Chartview feature on
one GDU display. A different Chartview Enablement Card must be used for each
different GDU. Ensure cards are properly labeled for the individual GDU.
1) Pull circuit breaker for PFD.
3) On GDU, insert the Installer Unlock Card into the bottom card slot and Chartview
Enablement Card P/N 010-00769-53 into the top card slot.
4) Enter configuration mode on the GDU by holding the ENT key while closing the PDF
circuit breaker.
5) Go to the FEATURE CONFIGURATION page in the SYS page group.
6) Activate the cursor and change the set value for “Charts” to ChartView. Press ENT to
confirm your selection.
7) Press ENT to acknowledge the prompt and activate the ChartView feature.
8) When the ChartView feature is activated, “ChartView” will appear in the ACTIVE
column.
NOTE: Navigation or chart data must not be programmed on the ChartView
Enablement Card.
(d) Synthetic Vision Technology Activation
1) Pull circuit breaker for the PFD.
3) On the GDU, insert PS50040-46-10 Installer Unlock Card into the bottom card slot and
SVT Enablement Card P/N 010-00769-54 into the top card slot.
4) Start the GDU in configuration mode by holding the ENT key while closing the PFD
circuit breaker.
5) Select the FEATURE CONFIGURATION page from the SYS page group.
6) Activate the cursor and change the set value for Synthetic Vision to Enabled. Press
ENT to confirm selection.
7) Press ENT to acknowledge the prompt and activate the Synthetic Vision feature.
8) When the Synthetic Vision feature is activated, “Enabled” will appear in the ACTIVE
column.
9) The SVT Enablement Card P/N 010-00769-54 is to be controlled by QA and placed in
the aircraft documents to be delivered with the aircraft.
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(12) GDL 69/69A Configuration

NOTE: Perform this procedure only if XM option is installed.
Note: Press ENT to save the entries made on the page.
(a) Pull circuit breaker for PFD.
(b) Apply electrical power to Avionics.
(c) Enter configuration mode on the GDU by holding the ENT key while closing the PDF circuit
breaker.
(d) Select the GDL 69 CONFIGURATION page in the GDL page group.
(e) Adjust the Cable Loss to 5.
(f) Activate the cursor and adjust the Antenna Gain to 27 dB.
(g) Select DISABLE for Ethernet Ports 2 thru 4.
(h) Select the SET>ACTV soft key control to save the configuration to the GDL.
(i) Perform a “Configuration Module Update”.
(13) AFCS Configuration
NOTE: Perform this procedure only if Autopilot is installed.
(a) Pull circuit breaker for PFD.
(c) Enter configuration mode on the GDU by holding the ENT key while closing the PDF circuit
breaker.
(d) Go to the FEATURE CONFIGURATION page in the SYS page group. Ensure that the
Altitude Preselect and SVT options are Enabled.
(e) Select the AUTOPILOT CONFIGURATION page in the FCS page group.
(f) Activate the cursor and press ENT to set the Autopilot to PRESENT.
(g) Move the cursor to the TYPE field and set the value to “King KI 525”.
(h) Move the cursor and highlight Altitude Preselect. Press ENT to set the Altitude Preselect to
PRESENT.
(i) Move the cursor to the TYPE field and set the Altitude Preselect type value to “S-TEC 55X”.
(j) De-activate cursor on GDU.
(k) Select the FLIGHT DIRECTOR page in the FCS page group.
(l) Activate the cursor and highlight Flight Director. Press ENT to set the flight director to
PRESENT.
(m) Move the cursor to the TYPE field and set the Flight Director type value to “S-TEC 55X”.
(n) Move the cursor to the SVT FD DISPLAY field and set the value to ENABLE.
(o) Perform a “Configuration Module Update”.
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(14) Navigation Database Aircraft Loading Procedures

Note: Database updates are available on a subscription basis from www.flygarmin.com. Follow
procedures on the website to download the latest updates to the appropriate SD card.
(a) G500 Navigation Database Aircraft Loading Procedure
The GDU 620 utilizes a database stored on an SD memory data card for easy updating
and replacement. The Navigation database may be updated by simply inserting an updated
Navigation database update card into the top SD card slot in the front panel in the GDU
620. The actual database is downloaded into the unit, so the card can be removed after the
update. Each card will only update one system.
1) Remove power from the GDUs by pulling the PFD circuit breaker.
2) Apply electrical power to Avionics.
3) Install FlyGarmin database SD card (010-00769-70) in the top slot of GDU.
4) Restore power to the GDU by closing the PFD circuit breaker.
5) The following item is displayed in the upper left corner of the PFD:
“DO YOU WANT TO UPDATE THE AVIATION DATABASE?”
“PRESS CLR KEY FOR NO AND ENT KEY FOR YES”
“YOU HAVE 30 SECONDS BEFORE NO IS RETURNED”
6) Press the ENT key to confirm the database update. The following prompts are displayed:
“UPDATING AVIATION DATABASE”
“UPDATED x FILES SUCCESSFULLY!”
Note: The quantity “x” is variable, depending on database version.
7) After the update completes, the GDU starts in normal mode.
8) Verify that the expiration date of the aviation database is shown as valid.
Note: Wait for the GPS receiver to obtain date and time.
(b) GNS-430 Navigation Database Aircraft Loading Procedure
The GNS-430 utilizes a database stored on an SD memory data card for easy updating
and replacement. The Navigation database may be updated by simply inserting an updated
Navigation database update card into the left SD card slot in the front panel in the GNS-430.
1) Remove power from Avionics. Perform the following steps on GNS #1 and GNS #2.
2) With the label facing left, insert the aviation database card into the left slot on front
panel of the GNS until fully seated, then depress tab.
4) The GNS will go through a normal start-up sequence.
5) On the start-up screen, verify that the expiration date of the aviation database is shown
as valid.
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(15) Supplemental Databases

Note: Database updates are available on a subscription basis from www.flygarmin.com. Follow
procedures on the website to download the latest updates to the appropriate SD card.
(a) Terrain Database Loading Procedures
1) Pull the PFD circuit breaker.
2) Install Supplemental SD card P/N 010-00769-44 in the bottom slot of GDU.
3) Push in the PFD circuit breaker.
4) On each startup screen, verify that the following databases are shown as valid:
a) Terrain
b) Airport Terrain
5) On each startup screen, verify that a valid cycle is shown for the following databases:
a) Obstacle
b) Safetaxi
(b) JEPPS ChartView Loading Procedure
The GDU 620 utilizes a database stored on an SD memory data card for easy updating
and replacement. The ChartView database may be updated by simply inserting an updated
Supplemental SD card into the bottom SD card slot in the front panel in the GDU 620. The
Supplemental SD card remains in the GDU for normal operation.
3) Install Supplemental SD card (010-00769-44) in the bottom slot of GDU.
4) Restore power to the GDU by closing the PFD circuit breaker.
5) On the startup screen, verify that a valid cycle is shown for the Chartview database.
(16) Supplemental Databases Check Procedures
CAUTION: The databases on the Supplemental Data (SD) Card are locked to
specific GDU 620 installations. The first time the Supplemental
Data Card is inserted into a display it becomes “locked” to that
particular aircraft installation and will not work in other
installations.
(a) Remove power from the PFD/MFD by pulling the PFD circuit breaker.
(b) Ensure that a Supplemental SD card is inserted in the bottom SD slot of the GDU 620.
(c) Turn on power to the G500 system.
(d) Verify all self-tests pass on the main startup screen.
NOTE: Databases that have expired will be displayed in yellow text on the MFD startup
screen. Databases will also be displayed in yellow until a valid GPS Position has
been acquired.
(e) Verify the expiration on the Terrain Database.
(f) If activated, verify the expiration of the ChartView database.
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J. LRU Test Procedures

(1) GRS/GMU Calibration Procedures
GRS/GMU Calibration Criteria
There following calibration procedures are provided for the GRS 77 and GMU 44:
• AHRS Pitch/Roll Offset Calibration (Procedure A)
• Magnetometer Calibration (Procedure B)
• Compass Swing
• Heading Offset Compensation
• AHRS Engine Run-Up Vibration Test (Procedure C)
• Magnetometer Interference Test
When ready to perform the procedures, shut the PFD/MFD off by pulling the PFD circuit
breaker. Restart all displays in configuration mode. Follow the steps given for each
procedure on-screen at the GRS/GMU CALIBRATION page. Note that the CALIBRATE
command cannot be selected and activated until the installer acknowledges all required
steps have been carried out by pressing the ENT key on each step.
Note: Prior to accomplishment of Procedure A and Procedure B, the “CALIBRATE AHRS/
MAG” message will be displayed. When the aircraft is moved prior to completion of
these procedures, attitude and heading will be displayed as invalid. This is normal.
(2) GRS 77 AHRS Pitch/Roll Offset Calibration (Procedure A)
NOTE: An Installer Unlock Card (P/N 010-00769-60) is required in order to run the Pitch/Roll
Offset Compensation Procedure.
This procedure must be carried out with the engine off.
(a) Level the aircraft to within ±0.25° of zero pitch and zero roll using a digital level. (See 8-20-00.)
(b) Pull circuit breaker for PFD.
(c) On GDU, insert the Installer Unlock Card into the bottom card slot.
(d) Apply power to Avionics.
(e) Enter configuration mode on the GDU by holding the ENT key while closing the PDF circuit
breaker.
(f) Go to the GRS Page Group and select the GRS/GMU Calibration (“Figure 30”) page.
(g) Initiate the AHRS Ground Pitch/Roll Aircraft Level compensation mode by performing the
following steps:
1) Activate the cursor and select PITCH/ROLL OFFSET.
2) Press the ENT key.
3) Follow the checklist items displayed on the MFD and press the ENT key as each item
is completed or confirmed.
4) When the CALIBRATE field is blinking, press the ENT button to begin the procedure.
5) After several seconds, a new checklist appears in the lower half of the MFD. Press the
ENT key as each item is confirmed. When the CONFIRM AIRCRAFT IS LEVEL field is
blinking, press the ENT key to continue.
(h) The result of the pitch/roll offset compensation is displayed on the MFD. If successful,
the AHRS records the required pitch and roll offsets, informs the operator of a successful
conclusion and returns to normal operation.
(i) Press the ENT key on the MFD to conclude this procedure.
(j) Perform a “Configuration Module Update”.
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(3) GRS 77/GMU 44 Magnetometer Calibration (Procedure B)

NOTE: The Magnetometer Calibration Procedure must be carried out at a site that is free of
magnetic disturbances. If it is unsure whether the site is ‘clean’, the technician should
verify that the site is ‘clean’ by following the guidance provided. The technician may skip
the Compass Rose Evaluation Procedure if the site condition is acceptable.
NOTE: This procedure needs to be performed on a compass rose that has been validated by a
site evaluation with regards to magnetic disturbances.
NOTE: Performing this procedure clears any previously stored heading offset values.
NOTE: An Installer Unlock Card (P/N 010-00769-60) is required in order to run the Magnetometer
Calibration procedure.
(a) Start the aircraft engines following the procedures in the POH. Apply power to Avionics.
(b) After aircraft engine startup, taxi the aircraft to a properly calibrated compass rose.
(c) At the compass rose, align the aircraft to a heading of magnetic north (±5°).
(d) Ensure an Installer Unlock Card is inserted in the bottom slot of GDU.
GRS/GMU Calibration Page

Figure 30
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(e) Restart GDU in configuration mode by holding the ENT key on GDU while closing the
associated circuit breaker.
(f) Select the GRS Page Group on the MFD, then select the GRS/GMU Calibration page.
(g) Activate the cursor and highlight the SELECT PROCEDURE window and, using the MFD
small knob, select MAGNETOMETER.
(h) Press the ENT button.
(i) Use the cursor to highlight the BEFORE CALIBRATION window.
(j) Follow the checklist items displayed on the MFD 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.
(k) The MFD display advises the operator when to turn the aircraft, when to stop, and when
to turn again.
(l) Upon instruction to turn, taxi the aircraft in a right turn. After approximately 25° to 30° of turn
from the last heading, the MFD display advises the operator to stop the aircraft.
NOTE: Due to the difficulties in executing smooth, accurate turns, the MFD 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 MFD 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 MFD should result in
successful calibration.
(m) The MFD guides the operator to turn and then hold the aircraft at increments of 30 degrees
around a complete 360 degree circle.
NOTE: Due to high winds or excessive airframe vibration, the operator may encounter a
condition where the MFD 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 Oct 5/16tation (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.”
(n) When this procedure is annunciated as successfully completed, press the ENT key for that
MFD.
(o) If GMU calibrations fail, repeat this procedure.
Note: This procedure should be repeated up to three (3) times prior to taking subsequent
action.
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(4) Compass Swing

NOTE: This procedure needs to be performed on a compass rose that has been validated by a
site evaluation with regards to magnetic disturbances.
NOTE: The Magnetometer Calibration procedure must be completed as described above prior
to performing this procedure.
(a) Aircraft engines running. All electrical and Avionics equipment powered and functioning
normally.
(b) On the compass rose, align the nose of the aircraft to a heading of magnetic north (±5°).
(c) Perform a compass swing of the aircraft on the compass rose, while recording the heading
displayed on PFD and the standby compass for each of the compass rose headings in the
table below.
NOTE: Use the standby compass values to complete the compass calibration card.
ROSE PFD PFD STANDBY
HEADING VALUE ERROR COMPASS
(A) (B) (A-B)
360° _____ _____ _____
30° _____ _____ _____
60° _____ _____ _____
90° _____ _____ _____
120° _____ _____ _____
150° _____ _____ _____
180° _____ _____ _____
210° _____ _____ _____
240° _____ _____ _____
270° _____ _____ _____
300° _____ _____ _____
330° _____ _____ _____
(d) Calculate the heading error by subtracting the displayed value (B) for GDU from the actual
value (A) for each heading in the table.
(e) If all heading errors are between -3° and +3° inclusive, the AHRS installation is acceptable
and the Heading Offset Compensation procedure is not required.
(f) If at least one heading error is greater than 3 degrees, but all heading errors are between -5°
and +5° inclusive, the Heading Offset Compensation procedure must be performed.
(g) If any heading error is greater than 5 degrees, the installation must be physically modified.
Note: Repeat the procedure at least three (3) times before determining physical
modification of the magnetometer installation is required. If such a determination
is made, contact Piper Aircraft Services ( http://www.piper.com/home/pages/
PiperAircraftServices.cfm ) for assistance.
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(5) Heading Offset Compensation

NOTE: The Magnetometer Calibration procedure must be completed as described above prior
to performing this procedure.
NOTE: Determine whether or not this procedure is required based on the results of the Compass
Swing procedure above.
NOTE: Perform this procedure on a compass rose that has been validated by a site evaluation
with regards to magnetic disturbances.
NOTE: An Installer Unlock Card (P/N 010-00769-60) is required in order to run the Magnetometer
Calibration procedure.
normally.
(b) Ensure an Installer Unlock Card is inserted in the bottom slot of the GDU.
(c) Restart the GDU in configuration mode by holding the ENT key while closing the associated
circuit breaker.
(d) On the GDU, select the GRS Page Group on the MFD, then select the GRS/GMU Calibration
page.
(e) Select the HEADING OFFSET procedure and press the ENT button.
(f) Follow the checklist items displayed on the MFD 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.
(g) Align the aircraft on the compass rose as instructed on the MFD. The procedure uses
headings of 360, 90, 180, and 270 degrees. Press the ENT key to confirm each heading.
(h) When the procedure is successfully completed, the CALIBRATION SUCCESSFUL message
will flash. Press the ENT key on the GDU to conclude the procedure.
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(6) AHRS Engine Run-Up Vibration Test (Procedure C)

normally.
(b) GDU running in configuration mode, perform the following steps on GDU.
(c) On the GDU, select the GRS Page Group on the MFD, then select the GRS/GMU Calibration
page.
(d) 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 MFD, 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.
(e) The MFD display instructs the operator to gradually increase power from idle to full throttle
and back to idle over a period of 1–2 minutes.
(f) When the engine run-up is completed and the engine is back to an idle setting, press the
ENT key to confirm completion of the procedure. When this is done, the TEST COMPLETE
field stops blinking.
(g) The MFD 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 associated
numeric values are displayed on the MFD.
NOTE: Should a failure occur, the technician may perform the Engine Run-up test up to 3
times successively before corrective action must be taken. If the test does not pass
after three attempts, then the installation should not be considered reliable until the
source of the vibration problem is identified and remedied. In the event of repeated
failure of the engine run-up test, record the values that are reported to be out of
range for future reference.
The following are potential causes for failure of the engine run-up test:
1) Vibration motion of GRS and/or GMU caused by neighboring equipment and/or
supports.
2) Mounting screws and other hardware for GRS and/or GMU not firmly attached.
3) GRS connector not firmly attached to unit.
4) Cabling leading to GRS or GMU not firmly secured to supporting structure.
5) An engine / propeller that is significantly out of balance.
(h) Press the ENT key on the MFD to conclude this procedure.
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(7) Magnetometer Interference Test

NOTE: An Installer Unlock Card is not required in order to run the Magnetometer Interference
Test.
NOTE: External power cart and other aircraft need to be as far away from the test aircraft as
possible.
A magnetometer interference test is available for troubleshooting and/or verifying a magnetically
‘clean’ installation of the GMU 44. This test exercises various devices on the aircraft that could
potentially affect the magnetic field as measured by the GMU 44 (examples include navigation
lights, flap motor, etc).
NOTE: This test is used to validate that no electronic device interferes with the operation
of the GMU 44 magnetometer. It is highly recommended that this test be performed
after installation or maintenance of electrical components on the aircraft and/or for
troubleshooting the GMU 44.
(a) All electrical and Avionics equipment powered and functioning normally.
1) NAV lights OFF
2) Anti-collision lights OFF
3) Wingtip Landing lights OFF
4) Pull ADC CB
5) Stall Warn CB OFF
6) Aileron centered.
7) Flaps retracted to zero (clean).
(b) Restart GDU in configuration mode by holding the ENT key while closing the PFD circuit
breaker.
(c) On the GDU, select the GRS Page Group, then select the GRS/GMU Calibration page.
(d) Select MAG INTERFERENCE TEST (“Figure 31”) and press the ENT key.
Magnetometer Interference Test

Figure 31
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(e) Follow the checklist items displayed on the MFD, and press the ENT key as each one is
completed or confirmed.
NOTE: The 3rd item on the checklist instructs the operator to “prepare a detailed test
sequence with precise start and stop times for exercising all electronic devices”.
The list of relevant electronic devices are given in “Chart 7”. Begin test with flaps
retracted, flight controls in a neutral position, all lights selected OFF.
(f) When the CALIBRATE field is blinking, press the ENT key to begin the procedure. A
CALIBRATION PROCEDURE window will appear. Have a stopwatch ready to begin
recording the elapsed time.
(g) The operator should carry out the actions called for in the prepared test sequence.
NOTE: All actions are carried out in the order and at the precise elapsed time as specified
in the prepared test sequence.
(h) After the “Begin test sequence” message appears, wait approximately five seconds and
perform each of the actions listed in “Chart 7”.
(i) When the test is complete, wait approximately five seconds and press the ENT key to
confirm completion of the test. When this is done, the TEST COMPLETE annunciation stops
blinking.
(j) The MFD will display if the AHRS installation has passed or failed the magnetometer
interference test.
Note: If the test fails, record the three maximum deviation values and their corresponding
timestamps. A maximum deviation value greater than 5.0 milligauss in either the X
or Y axes, or greater than 8.0 milligauss in the Z axis indicates a problem that must
be resolved. Compare the corresponding timestamps during the exceedance with
the test sequence to identify which action produced the problem and contact Piper.
(k) Press the ENT key on the MFD to conclude this procedure.
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Chart 7
Elapsed Time from Test Start Action
Seconds Minutes:Seconds
0 0:00 Test Begins (Calibration Period - no activity permitted)
20 0:20 Calibration Period Ends
30 0:30 Aileron full right
40 0:40 Aileron full left
50 0:50 Aileron level
60 1:00 Elevator full up
70 1:10 Elevator full down
80 1:20 Elevator neutral
90 1:30 Rudder full right
100 1:40 Rudder full left
110 1:50 Rudder neutral
120 2:00 Flaps down
130 2:10 Flaps Up
140 2:20 Landing gear up
150 2:30 Landing gear down
160 2:40 Landing lights on
170 2:50 Landing lights off
180 3:00 Navigation lights on
190 3:10 Navigation lights off
200 3:20 All strobe lights on
210 3:30 All strobe lights off
220 3:40 Fin strobe lights on
230 3:50 Fin strobe lights off
240 4:00 Recognition lights on
250 4:10 Recognition lights off
260 4:20 Landing + Recog. Lights on
270 4:30 Landing + Recog. Lights off
280 4:40 Turn on all wing tip lights simultaneously (Nav, Recog, Strobe)
290 4:50 Turn off all wing tip lights simultaneously
300 5:00 Pitot Heat on
310 5:10 Pitot Heat off
320 5:20 Cabin Heat on
330 5:30 Cabin Fan on
340 5:40 Cabin Fan off
350 5:50 Rec Blower high on
360 6:00 Rec Blower high off
370 6:10 Rec Blower low on
380 6:20 Rec Blower low off
390 6:30 Autopilot Roll (HDG) & Pitch (ALT) engaged
400 6:40 Autopilot disengaged
410 6:50 Manual trim up
420 7:00 Manual Trim down
430 7:10 End of Test
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(8) GDL 69A Test

(a) If an XM Satellite Radio subscription has already been activated for the GDL 69A, then
power up the G500 and go to the AUX – XM INFORMATION page and verify that the GDL
69A is working properly.
(b) If the GDL 69A is replaced (new unit), the owner must re-activate the subscription, using the
new GDL 69A’s Radio ID number(s).
(c) As a final operations check, make sure there are no MANIFEST errors shown for the GDL
69A.
(d) If no other service is to be performed, continue to the “Return to Service Procedure”.
K. Post-Installation Procedures / Functional Tests
(1) Air Data Power-Up Test
(a) Ensure PFD and ADC circuit breakers are pushed in.
(c) Verify all self-tests pass on GDU main startup screens.
NOTE: Passage of self-test is indicated by a lack of flags on the PFD and a lack of alert
messages in the alert window on the MFD.
(d) Verify that the OAT readout on GDU is equivalent to ambient temperature.
NOTE: Ambient temperature should be verified with the aircraft removed from direct sunlight
or other sources of radiant heat. A variance of ±3 degrees Celsius is normal.
(2) Altitude
Note: Pitot-static test equipment is required for this procedure.
Note: When conducting altitude tests it is possible to induce attitude and/or heading errors on
the GDU-620 display. This is normal operation.
(a) Select primary static source.
(c) Perform the procedure required by FAR 91.411 and set forth in FAR Part 43, Appendix E.
Note: During the procedure monitor altimeter readouts on PFD and Standby Altimeter,
and from encoding Transponder.
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(3) Airspeed
Perform this test using a pitot-static test set.
NOTE: When conducting airspeed tests it is possible to induce attitude and/or heading errors
on the GDU-620 display. This is normal operation.
(a) Apply electrical power to Avionics.
(b) Increase airspeed until PFD airspeed pointer is equivalent to the values noted below.
(c) Verify that the airspeed on PFD is equivalent to the airspeed on the pitot static test set within
the tolerance specified in the values noted below.
(d) Verify that the airspeed on the standby airspeed indicator is equivalent to the airspeed on
PFD within the tolerance specified in the values noted below.
(e) Repeat steps (b)-(d) for each of the values noted below.
AIRSPEED VALUE PFD ERROR STBY
(KIAS) TOLERANCE ERROR TOLERANCE
VSO = 55 knots ±5 knots ±5 knots
(Bottom of white arc)
VMCA = 56 knots ±4 knots ±5 knots
(Lower red radial)
VS1 = 57 knots ±4 knots ±5 knots
(Bottom of green arc)
VYSE = 88 knots ±3 knots ±5 knots
(Blue radial)
VFE = 111 knots ±2 knots ±5 knots
(Top of white arc)
VNO = 169 knots ±2 knots ±5 knots
(Bottom of yellow arc)
VNE = 202 knots ±2 knots ±5 knots
(Upper red radial)
(f) Perform the following pitot system leak check:
1) Set test set to VNE (202 knots).
2) Wait 15 seconds to allow the aircraft airspeed indicator to stabilize.
3) Observe the simulator and aircraft airspeed indicators for 15 seconds. If a leak is
present, the indicator needles will move toward zero. Maximum acceptable leak rate is
1 knot in 15 seconds.
4) If a leak rate of greater than 1 knot in 15 seconds is present, check fixture installation,
hose connections, and pitot system lines and fittings. Repair leak when found, and
repeat steps 2 through 6.
(g) Decrease airspeed until PFD airspeed pointer is equivalent to the values noted below.
(h) Verify that the airspeed on PFD is equivalent to the airspeed on the pitot static test set within
the tolerance specified in the values noted below.
(i) Verify that the airspeed on the standby airspeed indicator is equivalent to the airspeed on
PFD within the tolerance specified in the values noted below.
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(j) Repeat steps (f)-(h) for each of the values in the table below.
AIRSPEED VALUE PFD ERROR STBY
(KIAS) TOLERANCE ERROR TOLERANCE
180 ±2 knots ±5 knots
80 ±3.5 knots ±5 knots
(4) Audio System Test
(b) Verify Pilot and Co-Pilot intercom operation (transmit and receive).
(c) Select PA.
(d) Press pilot’s Mic key, speak into pilot’s headset, and verify audio is heard over the cockpit
speaker.
(e) Press co-pilot’s Mic key, speak into co-pilot’s headset, and verify audio is heard over the
cockpit speaker.
(f) Connect hand microphone to pilot’s Mic jack.
(g) Verify interphone operational using hand mic.
(h) Verify Passenger intercom operation at all passenger jacks (transmit and receive).
(5) Marker Beacon Test
NOTE: This procedure requires the use of a Marker Beacon RF test set.
(b) Select Marker audio by pressing the MKR/Mute button.
(c) Apply 400 Hz signal from test set.
(d) Verify Outer marker audio is audible in pilot headset and Blue marker lamp illuminated.
(e) Apply 1300 Hz signal from test set.
(f) Verify Middle marker audio is audible in pilot headset and Amber marker lamp illuminated.
(g) Apply 3000 Hz signal from test set.
(h) Verify Inner marker audio is audible in pilot headset and White marker lamp illuminated.
NOTE: Perform the following Autopilot tests only if Autopilot installed.
(6) Autopilot Power-Up Test
(b) Select AP master switch to FD/AP.
(c) Verify RDY displayed on AP controller within 3 minutes.
(d) Pull T&B circuit breaker.
(e) Verify AP controller display is blank.
(f) Select AP master switch OFF. Re-set all circuit breakers.
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(7) Autopilot Engagement Test

(b) Select FD/AP master switch to FD/AP.
(c) Wait until GDU has a valid heading, attitude, altitude, and GPS location (from the GNS-
430W navigator).
(d) Press the HDG and ALT buttons on the AP control panel.
(e) Verify the pitch and roll clutches engage and resist movement of the control wheels.
(f) Press the AP DISC switch on the pilot’s control wheel.
(g) Verify the autopilot disengages, accompanied by an annunciation on the AP modes panel
and an aural alert.
(h) Verify that the control wheels are free in pitch and roll axes.
(i) Select FD/AP master switch to “FD”.
(j) Select heading and altitude modes.
(k) Verify that HDG and ALT modes are displayed on the ST-145 remote annunciator and that
the command bars are displayed on GDU.
(l) Verify that the AP remains disengaged (no resistance on control wheels).
(8) FD/AP Operational Test
(a) Aircraft level.
(c) GDU operating in normal mode.
(d) Select FD/AP master switch to FD/AP.
(e) Push the HDG knob to synchronize the heading bug to the current aircraft heading.
(f) Select HDG and ALT (or VS) modes on the AP controller.
(g) Verify the flight director is displayed on GDU.
NOTE: The command bars on GDU should be aligned with the aircraft reference and the
control wheels should be centered and stationary. There may be some roll motion
in the yokes if the aircraft is not level.
(h) Turn the HDG knob counterclockwise.
(i) Verify that the command bars on GDU and both control wheels rotate counterclockwise.
(j) Turn the HDG knob clockwise.
(k) Verify that the command bars on GDU and both control wheels rotate clockwise.
(l) Push the HDG knob to synchronize the heading bug to the current aircraft heading. Wait
until the flight directors align with the aircraft reference.
(m) Select VS mode on AP computer. On the AP controller, rotate the VS control clockwise.
(n) Verify that the command bars on GDU command a pitch up attitude and both control wheels
move backward. (In some aircraft, the down spring may require manual assistance to get aft
control stick movement).
(o) On the AP controller, rotate the VS control counterclockwise.
(p) Verify that the command bars on GDU command a pitch down attitude and both control
wheels move forward.
(q) Disengage AP.
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(9) Autopilot Clutch Torque and Cable Tension

(a) Electrical power applied to Avionics.
(b) Select FD/AP master switch to FD/AP.
(c) Engage the Autopilot by selecting HDG and ALT modes on the AP computer.
(d) Manually overpower the autopilot clutches in pitch and roll. If the Autopilot clutches cannot
be overpowered, check the servo clutch torque settings.
(e) Press the pilot’s electric trim switch for nose up trim. Autopilot will disconnect.
(f) While the trim is running, restrain the aircraft pitch trim wheel and verify that the trim clutch
can be overpowered. If it cannot be overpowered, check the trim servo clutch torque setting.
(g) Actuate and hold the manual electric trim switch in the nose up direction.
(h) Verify that the trim wheel moves smoothly throughout the entire trim range during manual
electric trim operation.
(i) Actuate and hold the manual electric trim switch in the nose down direction.
(j) Verify that the trim wheel moves smoothly throughout the entire trim range during manual
electric trim operation. If the trim wheel hesitates, this may indicate that the pitch trim clutch
is slipping and proper clutch setting and cable tension should be verified. If both clutch
setting and cable tension are within tolerance, check the aircraft pitch trim system for
excessive friction.
(10) Electric Trim and CWS
(a) Electric power applied to Avionics.
(b) Trim master switch selected ON.
(c) Perform the following steps using the pilot’s control yoke.
(d) Actuate the electric trim switch in the UP and DOWN directions.
(e) Verify the following:
1) TRIM annunciation is displayed on AP controller with arrow in correct direction.
2) Trim clutch engages.
3) Pitch trim wheel and trim tab drive in the selected direction.
(f) Activate each half of the electric trim switch.
(g) Verify the trim clutch does not engage, the trim wheel does not move, and trim alarm
activates.
(h) Press the AP DISC switch and hold while actuating the electric trim switch.
(i) Verify trim does not run and the trim wheel rotates freely when moved manually.
(j) Release the AP DISC and electric trim.
(k) Activate the pilot’s electric trim switch. Remove power from the Pitch Trim servo by pulling
the Pitch Trim circuit breaker.
(l) Verify trim does not run and the trim wheel rotates freely when moved manually.
(m) Release the trim switch and restore power to the Pitch Trim Servo.
(n) Engage the AP by selecting the HDG and ALT modes.
(o) Press and hold the pilot’s CWS button.
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(p) Verify the following:

1) CWS is displayed on AP remote annunciator.
2) While the CWS button is pressed, there is no residual force on the control stick in the
pitch and roll axis.
3) When the CWS button is released, the servos re-engage and maintain the roll attitude
and vertical speed.
(q) With the Autopilot still engaged and the pilot’s CWS button pressed, move the control wheel
to its aft limit. Release the CWS button and apply continuous forward pressure, slowly
moving the control wheel.
(r) Verify the trim wheel begins moving in a trim up direction.
(s) Grip the control wheel and press the pilot’s CWS button.
(t) Verify trim motion stops.
(u) Move the control wheel to the forward limit and release the CWS button. Slowly move the
control wheel aft.
(v) Verify the trim wheel begins to trim nose down.
(w) Relieve pressure on the wheel.
(x) Verify the trim motion stops and the trim wheel is free to turn.
(11) Flight Director Offset
(b) FD/AP switch selected to FD/AP.
(c) Center the heading bug on GDU by pressing the HDG knob on the PFD.
(d) Activate the autopilot in heading and altitude hold mode.
(e) On GDU, observe the position of the flight director bar in relation to the aircraft reference
symbol.
(f) On GDU, if the flight director command bars are aligned with the aircraft reference symbol
in the pitch axis, no further steps are required.
(g) If the flight director command bars are offset from the aircraft reference symbol in the pitch
axis, take note of the number of degrees of offset for adjustment.
(h) Ensure an Installer Unlock Card is inserted in GDU.
(i) Start GDU in configuration mode and navigate to the FLIGHT DIRECTOR page in the FCS
page group.
(j) Change PITCH V Ref as needed. Note that the V/DEG ratio for the flight director is displayed
on the same page. For example, if the PITCH V/DEG is 0.217, changing the PITCH V ref by
0.217 would move the flight director by one degree.
(k) The resulting FD Pitch can be read at the bottom of the screen. Adjust the PITCH V ref until
the FD Pitch is 0.00 ± 0.25°.
(l) Restart GDU in normal mode and verify that the flight director is aligned with the aircraft
reference symbol.
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(12) Altitude Preselector Test

(a) Power up the GDU in normal mode and wait until valid air data is displayed.
(b) On the GDU, set the selected altitude to match the displayed field elevation plus approximately
1000 feet.
(c) Engage the autopilot in HDG mode. Press ALT and VS simultaneously to select altitude
select mode.
(d) Verify that ALT and VS are displayed on the autopilot.
NOTE: If ALT is not displayed, the autopilot is not receiving the RS-485 altitude preselector
data from the GDU.
(e) Disengage the autopilot.
(13) NAV Receiver Interface Test
(b) Select FD/AP using FD/AP master switch.
(c) Engage the autopilot in HDG and ALT modes.
(d) Select the Autopilot Test page from the FCS page group.
(e) Set the lateral deviation to 30% R.
(f) Set the lateral flag to VALID.
(g) Select NAV mode on the autopilot computer.
(h) Verify the following:
1) NAV mode activates
2) Flight director indicates right bank command
3) Control wheels and ailerons apply turn to the right
(i) Set the lateral flag to INVALID.
(j) Verify NAV mode flashes and FAIL is indicated on AP mode display.
(k) Set the lateral flag back to VALID.
(l) Set the lateral deviation to 30% L.
(m) Verify the following:
1) Flight director indicates left bank command
2) Control wheels and ailerons apply turn to the left
(n) Set the lateral flag to INVALID.
(o) Verify NAV mode flashes and FAIL is indicated on AP mode display.
(p) Set the lateral flag back to VALID.
(q) Set the lateral deviation to 0%. Wait for controls to center.
(r) Select HDG and ALT modes on the AP controller.
(s) Set the ILS/GPS APRCH to ACTIVE.
(t) Set the vertical deviation to 30% UP.
(u) Set the vertical flag to VALID.
(v) Press the APR button on the AP computer.
(w) Verify that the GS mode is shown as armed (ALT mode remains displayed).
(x) Reduce vertical deviation to 5%.
(y) Verify GS mode is displayed as active (ALT mode no longer displayed).
(z) Set the vertical deviation to 30% UP.
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(aa) Verify the following:

1) Autopilot moves the control yoke or stick backward.
2) Flight director indicates a pitch up command.
(ab) Set the vertical flag to INVALID.
(ac) Verify GS mode flashes and FAIL is indicated on AP mode display.
(ad) Set the vertical flag back to VALID.
(ae) Set the vertical deviation to 30% DOWN.
(af) Verify the following:
1) Autopilot moves the control yoke or stick forward.
2) Flight director indicates a pitch down command.
(ag) Set the vertical flag to INVALID.
(ah) Verify GS mode flashes and FAIL is indicated on AP mode display.
(ai) Disengage the autopilot.
(14) GPS Roll Steering Test
(b) FD/AP master switch selected to “FD/AP”.
(c) Select the Autopilot Test page.
(d) Set the GPS ANNUNCIATE discrete output to ACTIVE.
(e) Select GPSS mode by pushing NAV button on AP controller twice.
(f) Verify GPSS autopilot mode is annunciated.
(g) Set the BANK ANGLE to 10°R.
(h) Verify that the autopilot rolls the control yoke or stick to the right.
(i) Verify the flight director indicates a right turn command.
(j) Set the bank angle to 0°.
(k) Verify that the autopilot rolls the control yoke or stick level.
(l) Verify the flight director indicates a wings level command.
(m) Set the bank angle to 10°L.
(n) Verify that the autopilot rolls the control yoke or stick to the left.
(o) Verify the flight director indicates a left turn command.
(p) Disconnect the autopilot.
(15) Chartview Test
ChartView must be enabled using a ChartView Enable Card, and a current ChartView database.
Reference “ChartView Configuration” for enabling procedures.
NOTE: The required ChartView databases are subscription-based and are to be procured by
the aircraft owner directly from Jeppesen.
(a) Ensure Charts database has been loaded per ChartView Loading Procedure.
(c) On GDU, select Flight Plan page group using large MFD knob.
(d) Verify selection of Charts page is provided via the small MFD knob.
(e) Press the SELECT soft key and enter KATL.
(f) Select an approach chart from the list.
(g) Verify the selected chart is displayed.
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(16) Traffic System Interface Test

The GDU 620 can provide mode control and
display data from various traffic systems. This
check verifies that the GDU is configured
correctly and is receiving and transmitting data
to the traffic system.
(a) TAS Traffic Interface Test (with L3
Communications SKY497 SkyWatch®)
If the L3 Communications SKY497
SkyWatch® sensor has been connected
to the GDU, the traffic interface should be
verified as described in this section.
1) Select the Traffic Map page on the
GDU. See “Figure 32”.
2) Verify that the amber TAS FAIL is not
displayed in the upper left corner, and
NO DATA (amber) is not displayed over
the ownship symbol.
3) On the upper left corner of the Traffic
Map page, verify that the status of the
traffic system is either TAS Standby or
TAS Interface Test
TAS operating (i.e. TIS should not be
Figure 32
displayed).
(b) TIS (Garmin GTX 330) Interface Test (if no
SKY497 SkyWatch® installed)
If a Garmin GTX 330 sensor has been connected to the GDU 620, the traffic interface
should be verified as described in this section.
1) Select the Traffic Map page on the
GDU. See “Figure 33”.
2) Turn on the GTX 330 by pressing the
ALT button on the GTX 330.
3) Verify that the amber TIS FAIL is not
displayed in the upper left corner, and
NO DATA (amber) is not displayed over
the ownship symbol.
4) On the upper left corner of the Traffic
Map page, verify that the status of the
traffic system is either TIS Standby or
TIS Operating/Unavailable (i.e. TAS
should not be displayed).
5) Pull the ADC breaker and verify the Air
data fields are red X’d.
6) Turn off all navigators to remove a valid
GPS position to the GDU.
7) If a squat switch (or airspeed switch)
to the GTX 330 squat switch input
is present, ensure that this is in AIR
mode.
TIS Interface Test
Figure 33
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8) Alternately press the STANDBY soft key and OPERATE soft key to change the mode of
the traffic system. It may take several seconds for the traffic system to change modes.
Verify that the mode of the traffic system can be changed.
9) Close the ADC circuit breaker.
(17) TAS Function Test
Note: This procedure requires use of the SKYWATCH Terminal software provided by L-3.
Refer to the SKY-497 Installation Manual (P/N 009-10800-001), Appendix E, regarding
usage of the SYWATCH Terminal Software.
(a) Aircraft on jacks.
(b) Pull the SKY WATCH circuit breaker.
(c) Apply electrical power to Avionics.
(d) Select the Traffic Map page on the GDU.
(e) Verify that TAS FAIL is displayed in the upper left corner of the Traffic Map.
(f) Close the SKY WATCH circuit breaker. Wait for TAS to initialize.
(g) Verify that the amber TAS FAIL is not displayed in the upper left corner, and NO DATA
(amber) is not displayed over the ownship symbol.
(h) On the upper left corner of the Traffic Map page, verify that the status of the traffic system is
either TAS Standby or TAS operating.
Note: TIS should not be displayed.
(i) With a heading NOT 360 degrees (North), compare the heading indication on the GDU with
the Magnetic Heading readout displayed via SKYWATCH Terminal on the laptop.
(j) Verify the SKYWATCH Terminal readout is equivalent to the GDU heading display.
Note: Precautions must be taken to insure that the altitude interface check does not
interfere with other TCAS/TAS equipped aircraft. Shielding the transponder and
TAS antennas is the best way to prevent interference with other aircraft.
(k) Select several different barometric settings on the GDU while comparing the barometric
altitude indication on the GDU with the Encoder Altitude readout displayed via SKYWATCH
Terminal on the laptop.
(l) Verify the SKYWATCH Terminal readout is within 50 feet of the GDU barometric altitude
display.
(m) Swing landing gear between extended and retracted positions.
(n) Verify the SKYWATCH Terminal status for gear extension matches actual gear position.
(o) Press the STANDBY soft key and OPERATE soft key to change the TAS operating mode. It
may take several seconds for the TAS to change modes.
(p) Verify that the TAS operating mode can be changed from the GDU.
(q) Put the traffic system in Standby mode.
(r) Select a range of at least 5 NM on the Traffic Map page.
(s) Press the MENU key and press ENT to initiate a traffic system self test.
(t) Verify the following self-test is displayed on the Traffic Map page:
1) A Traffic Advisory (yellow circle) at 9 o’clock, 2 NMI 200 feet below, and climbing.
2) A proximity traffic (solid white diamond) at 1 o’clock, 3.6 NMI, 1000 feet below, and
descending.
3) A non-threat traffic (open white diamond) at 11 o’clock, 3.6 NMI, 1000 feet above, and
level.
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(u) Verify the aural message “TRAFFIC ADVISORY SYSTEM TEST PASSED” is clearly audible
from the pilot’s headset.
(v) Ensure squat switch signal to TAS is airborne.
(w) Select a TAS operating mode to OPERATING.
(x) Switch squat switch signal to on ground.
(y) Verify that the TAS mode switches to STANDBY.
(18) TAS Ramp Test
Note: Precautions must be taken to ensure that this test does not interfere with other TCAS/
TAS equipped aircraft.
(a) Required Equpment
Suitable TCAS Ramp Test Set.
(b) Setup
1) Disable the squat switch logic and put the aircraft systems into the “AIRBORNE” mode.
2) Landing gear logic in the “EXTENDED” or DOWN position.
3) Select an active TAS and Transponder mode.
4) Using SKYWATCH Terminal, enable the “Ground Test Mode”. This will place the own
aircraft at 50,000 ft. and place the TAS into a test mode (as seen on the display).
(c) Using the TCAS Ramp Test Set:
1) Block the lower TAS antenna from the test signal.
2) Create a scenario to simulate an approaching Mode C transponder equipped aircraft
beginning at 10 NM, at an altitude of 50,500 feet, at a closure rate of +450 KTS, and
an altitude rate of 0 FPM.
3) Verify that the intruder symbol corresponds to the scenario in bearing, distance and
relative altitude.
Note: If the installed system is functioning properly, the intruder symbol will begin as
an open white diamond with relative altitude tag of + 05. The bearing should
be from the direction of the test antenna. The intruder will become proximity
traffic at 5 NM; The white diamond will be filled. Finally, the intruder becomes
a TA (traffic advisory) and the symbol will change to a yellow circle.
4) Block the upper TAS antenna from the test signal and unblock the lower antenna.
5) Repeat steps 2) and 3), verifying equivalent behavior with the exception of relative
bearing information in the Traffic Map display. The Traffic target should be shown as a
no bearing target.
6) After completion of ramp test, disconnect SKYWATCH Terminal and Cycle power on
the TAS.
7) Return squat switch to normal.
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(19) TAS Bearing Accuracy Test

Note: Whenever checking the TAS bearing accuracy, the test antenna must be within line-of-
sight of the directional antenna (top TAS antenna). The test antenna should be elevated
slightly above the height of the top TAS antenna. The test set antenna must remain 50-
75 feet from the top TAS antenna throughout the test.
Note: If there is a gross error in target bearing, check the directional antenna cables at TRC
connectors J9 (sum port) and J11 (difference port) . They may be reversed.
(a) Position the aircraft outside away from hangers and other aircraft.
(b) Disable the squat switch logic to put the aircraft systems in the “AIRBORNE” mode.
(c) TAS landing gear logic in “EXTENDED” or DOWN position.
(d) Create a scenario with the TCAS ramp test set with an intruder at +6,000 ft relative altitude
and a relative bearing from aircraft to test set of 0 degrees.
(e) Verify that the TAS bearing error is ≤ 30 degrees.
Note: TAS bearing error is the difference between the relative bearing from the TAS
directional antenna to test set antenna and the relative bearing shown on the Traffic
Map page.
(f) Move the TCAS test set antenna 30 degrees clockwise relative to the TAS directional
antenna and repeat step (e).
(g) Repeat step (f) for complete 360 degree coverage.
(20) SVT Checkout
NOTE: Synthetic Vision requires a valid GPS signal.
(a) Ensure that database cards P/N 010-00769-44 are installed in the bottom card slot in GDU.
(c) Wait for the G500 system to initialize (attitude, heading, airspeed, altitude and GPS position
become valid).
(d) On the GDU, press the PFD soft key, followed by the SYN VIS soft key.
(e) Press the SYN TERR soft key to turn on synthetic vision.
NOTE: It may take up to a minute for the synthetic terrain data to be displayed on the PFD.
Until SVT is active, the horizon display will be the standard blue over brown.
(f) Verify that there are no SVT failure alerts.
(g) Verify that synthetic terrain data is displayed on the PFD.
(21) XM Satellite Radio (Weather and Audio)
Perform the following only if XM Satellite Radio is installed and activated. Go to http://www.
xmwxweather.com/aviation/ or call 800-985-9200 to activate the radio.
(a) XM Data Test
Note: Locate the aircraft where there is a clear view of the southeastern or southwestern
sky. XM Satellite Radio satellites are located above the equator over the eastern
and western coasts of the continental United States.
2) On the GDU, select the XM INFORMATION page in the AUX page group.
3) Verify that the Data Radio ID field has a valid value and is not blank.
4) Verify that the SIGNAL value for Data radio has at least 3 bars.
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(b) XM Audio Test

Note: Locate the aircraft where there is a clear view of the southeastern or southwestern
sky. XM Satellite Radio satellites are located above the equator over the eastern
and western coasts of the continental United States.
Note: If the XM Satellite Radio audio subscription has not been activated, audio is
available only on Channel 1. If the audio subscription has been activated, audio
should be available on multiple channels.
2) On Audio Panel, select ICS to All (Pilot and Crew LEDs OFF).
3) On the GDU, select the XM RADIO page in the AUX page group.
4) Verify that the SIGNAL value for Audio radio has at least 3 bars.
5) On the XM RADIO page, select an active audio channel.
6) Unmute XM audio and vary the volume level.
7) Verify stereo XM audio operation at Pilot, Co-Pilot and all passenger headsets.
8) Key either COM radio.
9) At pilot and co-pilot headsets, verify that the XM audio is muted while the COM is
keyed.
10) Activate a stall warning alert as follows:
a) set squat switch to “airborne” (jumper left squat switch)
b) Flaps clean
c) Outboard lift sensor closed
11) Verify that the XM audio is muted during stall warning alert.
12) Activate a gear warning alert by applying 28V from CB 321 to hot pin on gear horn (hot
side of gear horn has diode).
13) Verify that the XM audio is muted during gear warning alert.
14) Select channel 1 and set the volume in the mid position when complete.
15) Reset squat switch to normal.
(c) XM Remote Configuration
Note: The XM Remote will automatically power off after a period of inactivity. To manually
turn off the unit, press the Menu key, highlight the Power Down option, and press
the XM key.
Note: GRT 10 serial number is required to configure the XM remote. GRT 10 serial
number is located on the bottom of the unit.
WARNING: Do not use lithium batteries in the GRC 10. Do not mix
battery types.
2) Insert two AA batteries in GRC 10.
3) On the GRC 10 press any key to power the remote.
4) When the “GRT 10 not found” message is displayed on the GRC 10, press the following
buttons in order:
UP, DOWN, LEFT, RIGHT, MINUS (-), PLUS (+), PSET
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5) Use the arrow buttons on the GRC 10 to enter the serial number of the GRT 10
transceiver that is installed in the aircraft. Verify that the correct GRT 10 transceiver
serial number has been entered.
6) Press the XM button to store the GRT 10 serial number.
(d) XM Remote Test
Note: The XM Remote will automatically power off after a period of inactivity. To manually
turn off the unit, press the Menu key, highlight the Power Down option, and press
the XM key.
2) On the GDU, select the XM radio page from the AUX page group.
3) Turn on the GRC-10 Remote Control by pressing and releasing any key.
4) Press the Channel Up button repeatedly on GRC-10 Remote Control and observe that
the channel display on the GRC-10 Remote Control and GDU increment together.
5) On GNS #1, select the xx page and note the GPS signal strength of each satellite
being received.
6) Manually power off the GRC-10.
7) Hold the GRC-10 close to the window nearest the GPS1 antenna, in a horizontal
orientation, with the unit pointing at the antenna.
8) While monitoring the signal status of each satellite being received on GNS #1, power
on the GRC-10 using the XM button and immediately press the (down arrow) ▼ button
at least once a second for a minimum of 35 seconds.
9) Verify that the GPS signal reception is not affected (no significant signal degradation).
10) Repeat steps 6) thru 9), except hold the GRC-10 in a vertical orientation with the back
of the unit pointing at the antenna.
11) Repeat steps 5) thru 10) using GNS #2 and the GPS2 antenna location.
(22) Stormscope Test
(a) Apply electrical power to Avionics, while holding ENT key on GDU (enter Config Mode).
(b) Wait for AHRS to align.
(c) Select the STORMSCOPE TEST page.
(d) Verify STATUS is displayed as OK on GNS #1 and GNS #2.
(e) On GNS #1, select Strike Test mode. Wait until a strike has been displayed.
Note: If there is sufficient lightning activity in the area, use Noise Monitor mode to collect
Stormscope strike data on the screen.
(f) Select the Stormscope clear switch on instrument panel.
(g) Verify Stormscope data is cleared.
(h) Verify that the heading shown on the GNS is equivalent to the heading on the GDU.
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(23) Stormscope Antenna Test

This procedure assumes familiarity with the set-up and operation of the WX-PA Stormscope test
set.
(a) Apply electrical power to Avionics. Wait for AHRS to align.
(b) On GNS #1, Select the NAV page.
(c) Turn the small right knob to select the Lightning (LTNG) Page.
(d) Set the WX-500 to STRIKE mode; 100 NM range.
(e) Select the Continuous Out mode displayed on the WX-PA menu and press MENU/ENTER.
(f) Select the bottom mount antenna configuration on the WX-PA keyboard.
(g) Set a 90 degree bearing and range of 120 NM.
(h) Use the F1 and F2 keys to adjust range and F3 and F4 keys to adjust bearing.
NOTE: The WX-500 will plot data at one-half the range selected on the WX-PA.
(i) On the WX-PA, press MENU/ENTER to start the test.
(j) Verify the following: Chart 8
• Strike indications displayed ±10 degrees of value Bearing Range
selected on test set (i.e., setting 90 degrees,
strikes should be indicated between 80-100 90 75
degrees). 90 30
• Strike indications displayed at range 20% of value 180 120
selected on test set (i.e., setting 120 NM, strikes 180 75
should be indicated between 48-72 NM, which is
180 30
±20% of 60NM).
270 120
(k) Verify after 20 seconds of operation that the strike
counter reads 580 ± 40. 270 75
(l) Repeat steps (i)–(k) using the settings in “Chart 8”. 270 30
(m) On the WX-PA, after testing for all ranges and bearings 360 120
indicated, press 2ND, then MENU/ENTER to return to 360 75
the main menu. 360 30
(24) ADF Test
(b) Select ADF mode on ADF receiver.
(c) On GDU, press the PFD soft key on the PFD. Repeatedly press the BRG 1 soft key until
ADF is displayed as the source for the No. 1 bearing pointer.
(d) Verify that the ADF window is not invalid (no red ‘X’).
(e) Using an ADF test set, generate a bearing to a station.
(f) Tune the ADF receiver to the same frequency as the test set.
(g) Verify that the ADF bearing pointer indicates the correct relative bearing (±3 degrees).
(h) Verify correct display for three other bearings, at 90° increments.
(i) Tune the ADF receiver to an unused frequency and verify that the bearing pointer is removed
from the PFD.
(j) Select ANT mode on ADF receiver.
(k) Verify that bearing pointer display is parked at the 90 degree position relative to the nose of
the aircraft.
(l) Select ADF as a receive input on the audio panel.
(m) Select BFO mode on ADF receiver.
Effectivity
342089
with Garmin G500
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(n) Tune the ADF to local ADF frequency.

(o) Verify that the Morse code identifier for the tuned station is audible from the pilot headset.
(25) ADF Quadrantal Error Adjustment
(a) Position aircraft on ramp in an area that is clear of surrounding buildings and other
obstructions that may block or reflect radio signals.
(c) Select ADF as the bearing source on the GDU.
(d) Select ADF mode on ADF receiver.
(e) Tune the ADF to a local ADF transmitter.
(f) Orient aircraft so that the bearing indicator points to 0 degrees (aircraft is heading directly
to station). Note this heading.
(g) Using the heading indicator, rotate the aircraft 45 degrees to the left (counterclockwise).
Note the indicated relative bearing and the amount of error.
(h) Continue to turn the aircraft in 45 degree increments, noting the relative bearing error at
each increment.
(i) Verify that the relative bearing error at the cardinal points (90, 180, 270, 360) is within ±5
degrees.
Note: The following steps are not required if the quadrantal error is within tolerance.
(j) Average the errors at the quadrantal points (45, 135, 225, 315) to determine the amount of
QE adjustment required.
Note: The QE adjustment potentiometer is located to the side of the antenna connector.
The adjustment hole is protected by a threaded cap which must first be removed.
If the antenna is inaccessible from the inside of the aircraft the antenna will have
to be unfastened and pulled away from the aircraft far enough to insert a jeweler’s
screwdriver into the adjustment hole. Take care of the O-ring seal beneath the
adjustment screw cap. Following adjustment, the cap must be re-installed to ensure
that the electronics compartment is environmentally sealed.
(k) Perform quadrantal error adjustment per the following diagrams. The QE adjustment
potentiometer has a sensitivity of approximately 1 degree per turn.
315 45 315 45
225 135 225 135
Turn the QE adjustment Turn the QE adjustment

pot clockwise pot counter-clockwise
(l) Recheck the relative bearings and readjust the QE compensation pot as necessary to split
the errors at the quadrantal points and obtain the lowest possible average error.
(m) When QE adjustments are complete, reinstall the o-ring seal and the threaded cap in the
adjustment hole to seal the antenna.
Effectivity
PAGE 90
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(26) DME Test

(b) Ensure Transponder and TAS (if installed) are in Standby mode.
(c) Select NAV1 on the KDI-572.
(d) Using the DME test set, verify the DME is tune paired to NAV 1 selected frequency.
(e) Select NAV2 on the KDI-572, using a different frequency.
(f) Using the DME test set, verify the DME is tune paired to NAV 2 selected frequency.
(g) Select Hold on the KDI-572. Change the tuned frequency on NAV2.
(h) Verify the DME remains at the held frequency.
(i) Input slant range on test set.
(j) Verify the slant range displayed on KDI-572 is equivalent to test set.
(k) Select 50% reply on test set. Change slant range on test set.
(l) Verify range displayed on KDI-572 is equivalent to test set.
(m) Select active mode for transponder and TAS.
(n) Verify that DME functionality is not affected by transponder/TAS.
(o) Select DME as a receive input on the audio panel.
(p) Using test set Ident function, verify DME receive audio is functional.
Effectivity
342091
with Garmin G500
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L. Return to Service Procedure

Warning: It is essential that the software versions be checked and matched
against the listed versions in the Required Equipment List (REL)
”Chart 9” on page 342093. Software Configuration is a critical part
of G500 operation and must be verified before returning an
aircraft to service.
(1) Display System Status
After reinstalling any G500 LRU, verify correct LRU software part numbers and versions against
the current numbers and versions shown in the Required Equipment List (REL) ”Chart 9” on
page 342093.
The G500 system status is tested while operating in the normal mode. If the system is in
configuration mode, restart the displays by cycling the PFD circuit breaker to start the display in
the normal mode.
In the normal operating mode, the MFD System Status page displays a list of LRUs in the LRU
INFO window. This AUX group page provides LRU health status by means of a green check or a
red X. Data fields that are invalid have large red X’s in the STATUS column. A valid field does not
display a red X. Allow the displays to initialize for approximately one minute.
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.
(a) Apply electrical power to Avionics, GDU running in normal mode.
(b) Observe the MFD power-up screen as shown in “Figure 34” on page 342093. Verify that
there are no active ALERTS of ADVISORIES.
(c) On the SYSTEM STATUS PAGE (“Figure 35” on page 342093) in the AUX page group, for
the components listed in “Chart 10” on page 342094, verify a green check for status and
that a valid serial number (not dashes) appears. Verify the LRU software version matches
those shown in the Required Equipment List (REL) ”Chart 9” on page 342093.
NOTE: If any software version and or part number does not match, or is not successfully
loaded, do not continue with post-installation procedures. Re-load software as
required. Any previously run setup procedures for an LRU must be performed again
after loading software on that LRU.
(d) Press the DBASE soft key to move the cursor to the DATABASE window and verify that each
database is current.
(2) Flight Test
A flight test is recommended after the installation is complete to ensure satisfactory performance
of the G500.
(3) VHF COM Tests
Verify the communications capability on both the high and low ends of the VHF COM spectrum.
(4) VOR/ILS Tests
Select a VOR channel within a 40 nautical mile range. Listen to the VOR audio and verify that no
electrical interference such as magneto noise is present. Check the tone identifier filter operation.
Fly inbound or outbound on a selected VOR radial and check for proper LEFT/RIGHT, TO/FROM
flag indications on the CDI. Check the VOR accuracy.
Effectivity
PAGE 92
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Chart 9
G500 - Required Equipment List (REL) - Ver. 1076.22
Hardware Software Software Software
LRU Identifier Part Number Type Part Number Version
GDU-620 011-01264-50 Main 006-B1071-32 5.02
FPGA I/O 006-C0078-21 2.1
FPGA Main 006-C0079-2.1 2.1
GRS-77 011-00868-10 System 006-B0223-22 3.02
FPGA 006-C0049-00 2.0
GDC-74A 011-00882-10 System 006-B0261-18 3.08
FPGA 006-C0055-00 1.05
GMU-44 011-00870-10 System 006-B0224-00 2.01
FPGA 006-C0048-00 2.0
GTP 59 011-00978-00 N/A N/A N/A
G500 IMAGE 006-B1076-22 1076.22
MFD Initial Power Up Page System Status Page (Normal Mode)

Figure 34 Figure 35
Effectivity
342093
with Garmin G500
34-20-00 PAGE 93
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MAINTENANCE MANUAL
Chart 10
G500 - Return to Service Check list
System Status SW Ver. OK System SW Ver. OK
GDU __ ______
GDC __ ______ GDC FPGA ______
GRS __ ______ GRS FPGA ______
GMU __ ______ GMU FPGA ______
(5) Maintenance Records

After conducting the function check flight, the airplane may be returned to service. Record the
following information in the appropriate airplane maintenance logs:
(a) Part number of the loader card used to perform software loading or software updates.
(b) Any other applicable information related to the maintenance work performed on the airplane.
Effectivity
PAGE 94
342094
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6. Magnetic Heading Systems

A. King KCS-55A Slaving Compass (with HSI)
(PIR-PPS60081, Rev. C.)
The King KCS-55A may be installed as an option in Standard equipped airplanes, S/N’s 4496001 thru
4696030; and, 4496222 & up.
(1) Flux Detector
A flux detector installed in the left wing tip, by W.S. 206.60, provides heading data to the HSI.
CAUTION: pERFORM Magnetic Heading Compensation/Calibration, below,
WHENEVER the flux detector IS CHANGED.
(a) Removal
1) Remove the left wing tip fairing to expose the flux detector.
2) Disconnect the wiring harness from the top of the flux detector.
3) To remove the flux detector, remove the three (3) brass screws and washers attaching
it to mounting bracket.
(b) Installation
caution: THE flux detector is SECURED TO THE MOUNTING BRACKET WITH
REINSTALLING.
1) Place the flux detector into position on its mounting bracket and secure with brass
2) Connect wiring harness to the connector on top of the flux detector.
3) Reinstall the left wing tip.
NOTE: Ensure correct hardware is used when reinstalling wing tip over flux detector.
(2) Flux Detector Index Error
(a) Place the airplane in simulated flight conditions:
1) Check to see that the doors are closed and flaps are in retracted position
2) Have the engines running at idle (1000 rpm), with the airplane at a level flight attitude.
3) Put the battery master, alternator and all radio switches in the ON position.
4) Power ON the KCS-55A (allow to synchronize).
5) Turn lights – recognition, instrument panel, navigation, position, and strobe – ON.
(b) Place the aircraft on a compass rose in each of the four cardinal headings. At each cardinal
heading, with the slaving control in the “Free Gyro” position, center the slave meter with
the manual slave buttons on the slaving control, and record the difference (plus or minus)
between the cardinal heading and the indicator heading.
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(c) Add the four differences, and divide the sum by four. The result is the index error.
(d) Loosen the mounting screws on the flux detector, and rotate the unit as required to cancel
the index error (ex.: if the index error is +2°, set the indexing device at -2°).
(e) Retighten the mounting screws.
(3) Slaving Control Compensator Check and Adjustment
Place the aircraft in simulated flight conditions ass described in Flux Detector Index Error,
above.
(a) Place the slaving control in the “Free Gyro” position
NOTE: In the following steps, use a brass or other non- magnetic screwdriver to make
adjustments to compensator screws.
(b) Place the aircraft on the North compass rose heading. Rotate the indicator card to North
using the manual slave buttons on the slaving control. With a non-magnetic screwdriver in
the N/S opening on the slaving control, center the slave meter.
(c) Place the aircraft on the East compass rose heading. Rotate the indicator card to East using
the manual slave buttons on the slaving meter. With a non-magnetic screwdriver in the E/W
opening on the slaving control, center the slave meter.
(d) Place the aircraft on the South compass rose heading. Rotate the indicator card to South
using the manual slave buttons on the slaving control. With a non-magnetic screwdriver
in the N/S opening on the slaving control, adjust to remove one-half (1/2) of the existing
deviation shown by the slave meter.
(e) Place the aircraft on the West compass rose heading. Rotate the indicator card to West
using the manual slave buttons on the slaving control. With a non-magnetic screwdriver
in the E/W opening on the slaving control, adjust to remove one-half (1/2) of the existing
deviation shown by the slave meter.
104741 A
104569 F
LEFT WING TIP, LOOKING DOWN 104044 F
06256 H
LOOKING INBOARD
F.S.
SCREW AND WASHER 106.628
(3 REQ.) (REF.)
W.S.
206.60
(REF.)
FLUX DETECTOR
HARNESS
FLUX DETECTOR
FWD
Effectivity Flux Detector Installation (Optional)

Standard equipped Figure 36
PAGE 96
Oct 5/16 34-20-00 342096
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(f) If deviation (difference between actual magnetic heading and what compass indicates on
that particular heading) exceeds ± 10° on any heading, instrument replacement may be
necessary. To verify, do the following:
1) Check whether any magnetic metals are near compass (tools, flashlights, pocket
knives, wristwatches, etc.)
2) Check to be sure screwdriver being used to make adjustments is either fiber or a non-
magnetic metal, such as brass.
3) When satisfied that errors in excess of 10° are the fault of the instrument, replace
instrument. After installing a new instrument, repeat procedures (1) and (2).
(g) After all adjustments are completed, the indicator shall read within ± 2° of any compass rose
heading on which the aircraft is placed.
B. S-TEC ST-180 Slaved Compass (with HSI)
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 S-TEC ST-180 HSI Slaved Compass System may be installed as an option in Standard equipped
airplanes, S/N’s 4496031 thru 4496221.
(1) Flux Detector
A flux detector installed in the wing tip of the left wing is used to provide heading data to the HSI.
(a) Removal
CAUTION: pERFORM Magnetic Heading Compensation / Calibration,
below, WHENEVER the FLUX DETECTOR IS CHANGED.
1) Remove the left wing tip fairing to expose the flux detector.
2) Disconnect the wiring harness from the top of the flux detector to be removed.
3) Unscrew and remove the three brass screws and washers and remove the flux detector.
(b) Installation
caution: THE FLUX DETECTOR is SECURED TO THE MOUNTING BRACKET WITH
REINSTALLING.
1) Place the flux detector into position on its mounting bracket and secure with brass
screws and washers (3 ea.)
2) Connect wiring harness to the connector on top of the flux detector.
3) Reinstall the Left wing tip.
NOTE: Ensure correct hardware is used when reinstalling wing tip over flux detector.
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(2) Magnetic Heading Compensation / Calibration (PIR-PPS60191, Rev. New.)
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.
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.
(b) Procedure
1) Apply power to the Model ST-180 HSI System. Allow at least three (3) minutes for the
gyro to erect and synchronize.
2) 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.
3) Align the aircraft to an approximate magnetic north heading. On “Chart 11” on page
342099, record the actual magnetic heading and the HSI heading card reading.
4) Determine and record on “Chart 11” on page 342099 the deviation between the actual
magnetic heading and the heading card heading. If the heading card reads high, the
deviation is a plus.
5) Repeat steps 3 and 4 for east, south, and west headings. Record actual magnetic
headings, heading card readings, and deviations on “Chart 11” on page 342099.
6) Plot deviations on the initial deviation graph in “Figure 37” on page 342099.
7) 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 37” on page 342099.
8) 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 37” on page 342099.
9) 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 37” on page 342099.
10) 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.
PAGE 98
Oct 5/16 34-20-00 342098
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Chart 11
ST-180 Deviation Chart
Approx. Magnetic Actual Magnetic Heading Card
Heading Heading Reading Deviation
North
East
South
West
PPS60191
INITIAL DEVIATION GRAPH FINAL DEVIATION GRAPH
NORTH EAST SOUTH WEST NORTH EAST SOUTH WEST
+10 + 4
+ 8
+ 6 + 2
+ 4
+ 2 0
0
- 2 - 2
- 4
- 6 - 4
- 8
-10
Effectivity
ST-180 Deviation Graphs (Optional) 4496031 thru 4496221
Figure 37 Standard Equipped Airplanes
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C. Magnetic Compass
(PIR-PPS60061, Rev. H.)
(1) Description and Operation

The magnetic compass is a self-contained instrument. This instrument has an individual light
which is connected to the instrument lighting circuit. The compass correction card is located in
the card holder mounted on the instrument.
Swing the compass as described under Adjustment, below, as follows:
(a) When the accuracy of the compass is suspected.
(b) After any cockpit modification or major replacement involving ferrous metal.
(c) Whenever a compass has been subjected to a shock; e.g., after a hard landing or turbulence.
(d) After aircraft has passed through a severe electrical storm.
(e) After lighting strike.
(f) Whenever a change is made to the electrical system.
(g) Whenever a change of cargo is likely to affect the compass.
(h) When aircraft’s area of operation is changed to a different geographic location with a major
change in magnetic deviation. (e.g., from Miami, Florida to Fairbanks, Alaska.)
(i) After aircraft has been parked on one heading for over a year.
(j) When flux valves / magnetometers are replaced.
(2) Troubleshooting
(3) Adjustment
Before attempting to compensate compass, every effort should be made to place the aircraft in
simulated flight conditions; check to see that the doors are closed, flaps in retracted position,
engine running, throttle set at cruise position and aircraft in level flight attitude. Aircraft master
switch, alternator switch and all radio switches should be in the ON position. All other cockpit
controlled electrical switches should be in the OFF position.
(a) Set adjustment screws of compensator on zero. Zero position of adjusting screws is when
the dot of the screw is lined up with the dot of the frame.
(b) Head aircraft on a magnetic North heading. Adjust N-S adjustment screw until compass
reads exactly North.
(c) Head aircraft on a magnetic East heading and do the same as step (2), adjusting E-W
adjusting screw.
(d) Head aircraft on a magnetic South heading and note resulting South error. Adjust N-S
adjusting screw until one-half of this error has been removed.
(e) Head aircraft on magnetic West and do same as step (4), adjusting E-W adjusting screw.
(f) Head aircraft in successive magnetic 30° headings and record compass readings on
appropriate deviation card. Deviations must not exceed 10° on any heading.
PAGE 100
Oct 5/16 34-20-00 3420100
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MAINTENANCE MANUAL
Chart 12
Troubleshooting - Magnetic Compass
Excessive card error. Compass not properly Compensate instrument.
compensated. (See Magnetic Compass,
Adjustment.)
External magnetic interference. Locate magnetic
interference and eliminate,
if possible.
Excessive card oscillation. Insufficient liquid. Replace instrument.
Card sluggish. Weak card magnet. Replace instrument.
Excessive pivot friction Replace instrument.
or 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 Check lamp or
broken circuit. continuity of 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 Indicative of radio or wiring Check radio and wiring
when radio transmitter is keyed. harness problems. harnesses.
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D. Avidyne Entegra IFDS

See “Primary Flight Display (PFD)” on page 34204, under Avidyne Entegra Integrated Flight Display
System (IFDS).
E. Garmin G500 System
See “GMU 44 Magnetometer” on page 342035, under Garmin G500 System, above.
F. Garmin G1000 System
(1) S/N’s 4496331, 4496339 thru 4496394 and 4496397.
See “GMU 44 Magnetometer” on page 34250148.
(2) S/N’s 4496395, 4496397 and up.
See “GMU 44 Magnetometer” on page 34250246.
PAGE 102
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7. Turn Coordinator
NOTE: In airplanes equipped with Avidyne Entegra, Garmin G500 or Garmin G1000, this function is
performed by the Primary Flight Display (PFD). Additionally, in these airplanes, a blind-mounted
turn coordinator is installed to feed rate information to the autopilot.
Unlike the conventional turn and slip indicator, the electrically operated gyroscope in the turn
coordinator is canted. However, like conventional turn and slip indicator, it works on the principal of
precession. By canting the gyro, the instrument not only measures rate of turn, but also measures
rate of roll. With this indicator, if the aircraft is rolled right and left rapidly, the indicator will move,
measuring the rate at which the airplane is rolled by indicating a turn in the direction of the roll. If the
aircraft is held in a bank, and rudder is applied (such as when slipping), the needle indicator will come
back to neutral, indicating no turn.The slip/skid portion of the indicator is a ball sealed in a curved
glass tube filled with damping fluid. In the previous example, It would indicate the airplane is slipping.
By utilizing rudder and aileron to establish the airplane in a desired rate of turn will eventually establish
the airplane in a coordinated turn at the desired rate.
B. Troubleshooting
See “Chart 13”.
See 39-10-00.
Chart 13
Troubleshooting Turn Coordinator
Instrument fails to respond Foreign matter lodged in Replace instrument.
when power is being applied instrument.
to instrument.
Incorrect sensitivity. Out of calibration. Replace instrument.
Incorrect turn rate. Out of calibration. Replace instrument.
Ball sticky. Flat spot on ball. Replace instrument.
Ball not in center when aircraft Instrument not level in panel. Level instrument.
is correctly trimmed in wings
level flight.
Instrument will not run No power to instrument. Check appropriate circuit
breaker on pilot’s circuit
breaker panel.
Check circuit and repair.
Instrument malfunction. Replace instrument.
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8. Aspen Avionics Evolution Backup Display (EBD)

publications.)
A. Description
The Aspen Avionics EBD system is an electronic backup display which is installed as standard
equipment with the Garmin G1000 system in S/N’s 4495331, 4496339 and up. The EBD contains
an internal ADAHRS that is used to provide attitude and heading data for the display. The EBD as
installed by Piper is connected to the emergency power buss and is powered by the emergencey
battery to provide a minimum of 30 minute operation in the event of power loss under all foreseeable
operating conditions. In addition, the EBD contains an internal battery which will provide an
additional nominal 30 minute operation in the event emergency battery exhaustion. Whenever
indicaterd airpeed is invalid or below 30 KIAS, the EBD will power up and power down with the
application or removal of external power. A message is displayed during the normal power down
sequence to enable the pilot to abort the shutdown and switch to internal battery. When IAS is
greater than 30 KIAS and the input voltage drops below 12.8V (14V Electrical System) or 25.6V
(28V Electrical System) the EBD will automatically switch to it’s internal battery (E.G. Aircraft Charging
System Failure).
Additional equipment is normally installed in support of the displays, including the Remote Sensor
Module (RSM) and Configuration Module (CM).
The EBD system is configured as a basic system in which the EBD provides display of attitude,
airspeed, altitude, direction of flight, vertical speed, turn rate, and turn quality. The system provides
display of pilot-selectable indices (“bugs”), and annunciations to increase situational awareness and
enhance flight safety.
B. Troubleshooting
See “Chart 14”.
C. Inspections
(1) Annual
All units, brackets, installation hardware and wiring of the EBD system should be checked
as defined below during annual inspection. Items found to be defective should be repaired or
replaced prior to returning the aircraft to service.
(a) EBD Inspection
Inspect the EBD for damage and operation. Visually inspect the EBD wiring for damage,
chafing, or excessive wear. The EBD braided bonding strap should be checked for proper
termination at the EBD and aircraft grounding point to maintain HIRF and Lightning
compliance.
Verify ≤ 3 milliohms from EBD ground stud to airframe ground. The installation of the EBD
should be inspected for corrosion on the EBD and the structure it is mounted on. The
fasteners should be inspected for tightness and general condition.
(b) EBD Internal Battery Test
Perform the EBD Internal Battery Test under Ground Test Procedure.
Effectivity
3420105
with Aspen EBD
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Troubleshooting - EBD
Initialization Page Tests
Test Cause Remedy
IOP. a) Fail. a) Replace EBD.

b) System reboots after IOP test. b) Replace EBD.
Config Module (CM). a) Fail. a) Check CM wiring.
Replace CM.
b) Wrong CM version. b) Install correct SW version
CM.
c) System reboots after c) v2.0 or v2.1 display
CM Test. installed with a v2.2 CM.
Install correct CM or EBD.
d) Displays “Initializing” for more d) CM unplugged or miswired.
than 20 seconds.
RSM. Fail (x). Check RSM to EBD wiring
for shorts or opens. Repair or
replace RSM. Repair or
replace EBD.
IMU. Fail. Replace EBD.
ADC. Fail. Replace EBD.
ADAHRS. a) Fail. a) Replace EBD.
b) “Initializing” for more than b) Remove Pitot and Static
3 minutes. line from back of EBD and
reboot. If problem still exists
then replace the EBD. If
problem clears then repair
Pitot or Static obstruction/kink.
c) “Initializing” for more than c) Repair RSM wiring or
3 minutes with a RSM Fail above. replace RSM.
Note: With software version 2.3 and later it is possible to advance the system beyond a failed
Initialization Screen by holding the MENU key and line select keys #1 and #2 simultaneously for
3–4 seconds. The Diagnostic screen may then be accessed in the installation menu for further
troubleshooting.
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chart 14 (Sheet 2 of 5)
System Troubleshooting
Test Cause Remedy
Display does not power on. a) EBD missing A/C power. a) Check EBD circuit
(Note: there can be up to a breaker, EBD on/off
20 second delay from the switch on panel, wiring, and
application of power to a A/C battery voltage
visible display.) > 11.5 volts.
b) EBD may have been b) Switch unit off using “REV”
improperly shut down. button or “SHUT DOWN”
command from Main Menu
page 6.
c) EBD missing A/C ground. c) Check wiring to EBD.
d) EBD is defective. d) Repair or replace EBD.
Display does not power off. a) Airspeed is above 30kts. a) Normal operation.
(Note: EBD will switch to
internal battery if airspeed is b) EBD may have been b) Switch unit off using “REV”
greater than 30kts.) switched to internal battery. button or “SHUT DOWN”
command from Main Menu
page 6.
c) EBD may have been c) Hold “REV” button for
improperly shut down. 20 seconds or unplug
EBD internal battery for
3 seconds.
d) EBD is defective d) Repair or replace EBD.
“CONFIG MODULE LINK FAIL” a) Configuration Module a) Check CM plug and wiring
message. unplugged or miss wired. from EBD to CM.
b) Configuration module b) Repair or replace CM.
defective.
c) EBD defective. c) Repair or replace EBD.
“RSM LINK FAIL” message. a) RSM to EBD a) Check RSM to EBD
communication lost. wiring for shorts or opens.
b) RSM failed. b) Repair or replace RSM.
c) EBD failed. c) Repair or replace EBD.
“WRONG CONFIG MODULE” EBD is at one software Convert config module per
message. level and config module is at a appropriate service bulletin.
different software level.
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System Troubleshooting - continued
Test Cause Remedy
ALTIMETER, AIRSPEED, a) Air data sensor has not had a) Allow up to 20 minutes at
VSI FAIL (RED-X). sufficient warm-up time. temps below -20ºC for flags to
clear.
b) Pitot/static lines reversed. b) Connect pitot line to “P”
port and static line to “S” port
on EBD.
c) Air data sensor failed. c) Repair or replace EBD.
Vmo Fail. Vmo configured incorrectly. Re-check MOL programming.
ATTITUDE FAIL or a) AHRS sensor has not a) Allow up to 3 minutes for
DIRECTION FAIL ( RED-X). completed initialization. AHRS to initialize.
(Note: Attitude flags could take
up to 3 minutes to clear at b) RSM failed/data missing. b) Check RSM to EBD
temps below -20 ºC). wiring. Repair or replace
RSM.
c) Pitot and/or Static lines c) Correct pitot/static plumbing.
crossed, unplugged, or blocked. issue.
d) EBD is defective. d) Repair or replace EBD.
ATTITUDE FAIL and DIRECTION In Flight, Normal if pitot Use pitot heat or check
FAIL associated with blockage due to ice or other. pitot system for blockage.
“CHECK PITOT HEAT” message.
CROSS CHECK ATTITUDE a) If it occurred on system start. a) RESET AHRS.
message (yellow)
(also see sluggish or poor b) Normal after abrupt maneuvers b) RESET AHRS.
AHRS (ADI) performance below) on ground or in air.
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Test Cause Remedy
“ERRONEOUS CALIBRATION a) RSM is tilted more than: a) Shim RSM to within limits
VALUES” message during ±4º to the aircraft longitudinal axis; stated.
RSM Cal or Excessive Heading ±10º to the lateral (wings level) axis;
errors in one quadrant, or errors ±10º to the zero pitch axis.
that are higher than actual in some
quadrants and lower than actual in b) Poor RSM calibration. b) Re-run RSM calibration at
other quadrants. constant rate turns on flat
ground.
c) RSM calibrated too close to c) Re-run RSM calibration
buildings or ferrous objects. away from buildings and other
ferrous objects.
d) Ferrous hardware used to d) Only non-ferrous screws,
mount RSM. nuts, washers may be used
on RSM.
e) Airframe or external magnetic e) Check for magnetized
interference. areas on airframe close to
RSM. Verify no ferrous
hardware is near RSM.
Degauss magnetized area(s).
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Test Cause Remedy
Sluggish or Poor AHRS (ADI) a) RSM magnetic interference. a) Survey RSM location using
performance. handheld compass. Move the
compass around the location
Poor AHRS performance in looking for needle deflection.
steep bank turns. There should be no more than
2º of compass needle
Sluggish compass card. movement within an area
18” x 18” around the location.
(Note: May or may not be If excessive needle movement
associated with is found, degauss the affected
“Cross Check Attitude” message. area.
b) RSM has become magnetized. b) With power removed from
EBD system degauss
RSM and general area.
c) “Pitch Attitude Trim” or c) Perform an RSM
“Panel Tilt Pitch Compensation” Calibration.
adjustment made without
performing a subsequent
RSM Calibration.
d) Pitot and/or Static line d) Check pitot/static
connections at EBD blocked, connections and plumbing for
kinked, or unplugged. blockage. Check IAS and ALT
sensor per Ground Test
Procedure.
e) Normal after abrupt maneuvers. e) Perform AHRS Reset.
Excessive Heading Lead / Magnetic Interference. Check for RSM magnetic
Lag during or after turns (>7°). interference as in “Sluggish or
Poor AHRS (ADI)
performance”, above. If that
does not correct the issue,
contact Piper Customer
Service.
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(c) RSM Inspection

Visually inspect the RSM for damage and wear on the bonding strap. RSM wiring should be
checked for damage, chafing, or excessive wear. Verify RSM bonding from the ground stud
to access plate ground is ≤ 3 milliohms to maintain HIRF and Lightning compliance. The
RSM installation should be inspected for corrosion on the RSM and the wing access plate.
The installation should be inspected for cracks and loose or damaged fasteners.
(d) Configuration Module Inspection
Visually inspect the Configuration Module(s) for damage. Visually inspect the Configuration
Module wiring for damage, chafing, or excessive wear.
(2) Each Twenty-Four (24) Calendar Months
Use procedures in Aspen Avionics Tech Note 2009-09, Rev. B or later, Document Number 991-
00023-001, Tech Note for Air Data Calibration to test and inspect the static pressure system and
altimeters. Ensure compliance with the requirements of FAR 43, Appendix E. (See FAR 91.411.)
(3) Each Three Years or 2200 Hours, Whichever Comes First
Replace the EBD internal battery per EBD Battery Replacement under Components, EBD, below.
D. Components
(1) Evolution Backup Display
The EBD is a digital system that consists of a high resolution 6” diagonal color LCD display, user
controls, photocell and Micro SD data card slot. The rear portion of the EBD includes a non-
removable electronics module which contains a full air data computer, attitude heading reference
system, power supplies, backup battery, and dual processor electronics. Also on the rear of the
unit, a fan is provided to cool the backlight and electronics.
The EBD mounts to the front surface of the instrument panel. The electronics module and cooling
fins on the back are sized to fit into instrument panel holes. A recess-mount bracket mounts the
displays nearly flush with the instrument panel.
The instrument is installed in a vertically oriented pair of instrument openings, without interfering
with the surrounding instruments. The EBD contains a microSD card port and reader at the
bottom of the display bezel. When authorized, software updates and system upgrades can be
installed using the card port. The port is also used for database information in the EBD.
The EBD is a digital system and supports the ARINC 429 digital interface. The EBD connects
directly to the interfaced equipment.
(a) Removal
Verify power is off. Carefully insert a flat blade screw driver into the locking mechanism on
the top center of the EBD. While gently prying pull back the top of the EBD and extract from
bracket. Remove nut securing braided ground strap to EBD. Remove pitot and static quick
connectors (EBD only) by pulling back outer spring loaded locking sleeve while unplugging
connectors. To remove 44 pin D-sub connector unscrew both jackscrews fully and pull
connector straight back.
(b) Installation
Verify power is off. Install 44 pin D-sub connector and tighten jackscrews until connector is
fully seated. Install pitot and static lines (EBD only) to back of EBD by firmly pressing the
fitting until fully seated (pitot and static quick connectors are keyed and cannot be crossed).
Gently pull on connector to ensure proper connection. Connect braided bonding strap to
EBD with nut. Insert bottom of EBD into bracket and pivot top forward until it locks into place
on bracket.
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(c) Return to Service

NOTE: If any connection in pilot/static system is opened for maintenance, the entire system
must be rechecked per Pitot / Static System, “Test” on page 34101.
1) Verify all system interfaces are functional.
2) Verify proper bonding per Bonding Check under Post Installation Setup Procedure,
below.
3) Perform a System Leak Test per Ground Test Procedure, below.
(d) EBD Battery Replacement
EBD battery replacement must only be performed by a properly certified individual or facility.
Remove EBD from panel as above. Remove two screws on each end of the football shaped
cover plate on rear of the EBD. Unplug electrical connector and slide battery out of EBD.
Install new battery in EBD then connect battery plug. Replace cover plate and tighten the
cover screws. Tighten to 12 in-lbs. Reinstall and test EBD as above.
(e) EBD Knob Replacement Procedure
The knob(s) are removed by gripping the knob with the fingers of your hand and then pulling
straight off the shaft using moderate force. Install the new knob P/N 520-00020-001 by
pushing the knob on to the shaft with the fingers of your hand until it bottoms out. After knob
replacement power up the system and verify the knob can turn freely and that the “push to
enter” function operates properly by accessing the HDG bug or CRS pointer function.
Effectivity
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Evolution Backup Display (EBD)

Figure 38
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(2) Remote Sensor Module (RSM)

The RSM is required for each EBD and connects directly to the display. It physically resembles
a traditional GPS antenna.
The RSM contains all of the sensors that must be remotely located from the EBD display unit.
It is mounted in a magnetically quiet environment. The RSM is installed internally on an access
cover on the underside of the aircraft right wing.
The RSM is powered by the EBD through a shielded wire harness and contains the Magnetic
“flux” sensors.
(a) Removal
CAUTION: Do not use a magnetic tipped screw driver when removing
and replacing the RSM.
1) Verify power is off.
2) Remove screws (8 ea.) securing access cover to wing skin. Take care to support access
cover as it becomes detached from wing.
3) Disconnect RSM electrical connector from wing wiring harness and remove RSM and
access cover from airplane.
4) To remove RSM from mounting bracket, first disconnect ground wire from mounting
bracket stud. Then remove four (4) non-ferrous screws, washers, and nut from RSM
and separate RSM from mounting bracket taking care to feed wiring pigtail through
hole in bracket.
(b) Installation
CAUTION: Do not use a magnetic tipped screw driver when removing
and replacing the RSM.
1) Verify power is off.
2) If RSM has been separated from its mounting bracket, feed wiring pigtail through hole
in bracket and place RSM in bracket with flat end forward (see arrow on mounting
bracket). Secure with four (4) non-ferrous screws, washers, and nut. Torque as specified
in “Figure 39”.
3) Secure the RSM ground wire to stud on mounting bracket.
4) Connect RSM electrical connector to wing wiring harness.
5) Verify proper bonding per Bonding Check under Post Installation Setup Procedure,
below.
6) Place RSM and access cover in position at wing skin opening.
7) Secure access cover to wing skin with non-ferrous screws (8 ea.)
Perform RSM Calibration.
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107732_2 P842
J842
TORQUE 14 IN.-LBS.
(4 PLACES) BRACKET
ASSEMBLY
COVER
RHS RSM
LOOKING OUTBD
TERMINAL UP
TERMINAL
FWD
WASHERS
NUT
W.S. W.S.
131.60 148.60
(P842)
(J842)
(P843)
(J843)
W.S.
93.66
FWD
W.S. W.S. W.S. W.S. W.S. W.S. W.S. W.S. W.S.
49.25 69.24 86.03 106.19 123.15 140.09 157.00 174.00 190.90
RHS LOOKING DOWN
RSM Installation
Figure 39
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(3) Configuration Module (CM)

The Configuration Module retains system configuration settings and calibration data. The
Configuration Module connects to the EBD through a short fabricated harness and is fastened to
the main wiring bundle of the display.
Each display has an associated Configuration Module that retains that display’s aircraft specific
configuration, calibration data and user settings. This permits the display hardware to be replaced
without re-entering the installation settings or re-calibrating the EBD.
(a) Removal
Verify power is off. Cut the two (2) cable ties affixing the CM to the PFD wiring harness.
Unplug the Molex connector by pressing down on the locking tab and gently pulling the
connector from the module.
(b) Installation
Verify power is off. Plug the Molex connector into the module until it clicks. Cable tie the
module to the PFD wiring harness.
1) Configure unit per “System Configuration” on page 3420117 under Post Installation Setup
Procedure..
2) Perform “RSM Calibration” on page 3420128 under Post Installation Setup Procedure.
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E. Post Installation Setup Procedure

(PIR-107821, Rev. B.)
(1) Configuration and Equipment Checkout

The following Test Equipment will be required to complete the remaining steps in the ground test
procedure:
• Pitot Static Test Set
• Digital Multimeter
• Electrical Bonding Tester
(2) Bonding Check
(a) Verify EBD mounting bracket is bonded to instrument panel with no greater than 3 milliohms
resistance.
(b) Verify RSM base plate is bonded to access cover with no greater than 3 milliohms resistance.
(3) Initial System Turn On
(a) Remove power by pulling applicable circuit breakers.
(b) Install the EBD, RSM, and Configuration Module, if required.
(c) Push in all applicable circuit breakers and apply power.
(d) Verify the EBD displays the initialization page after 5 seconds.
NOTE: AHRS Flags may take up to 3 minutes to clear. Airspeed and Altitude flags may take up
to 20 minutes to clear at temperatures below -20ºC.
(4) System Configuration
Configure the EBD system prior to running the ground test procedure. The configuration pages
are accessed through the EBD display using the MENU button and the lower Right Control Knob
labeled MODE/SYNC.
(a) Main Menu Access
The Main Menu operation is accessed by pushing the “MENU” button. See EBD Pilot Guide
for Main Menu operation.
(b) Menu Navigation
When no fields are enabled for editing, rotating the right control knob clockwise advances to
the next menu page and counterclockwise advances to a previous menu page.
Editable menu items are displayed in white text on a blue background, non-editable menus
items are green text on a blue background while grey text on a blue background is disabled
from editing.
(c) Edit Mode
Pushing the line select key adjacent to an editable field enables the associated field for
editing. The field turns magenta when enabled and the right control knob reads “Edit Value”.
When the field is enabled for editing rotating the right control knob will adjust the value.
Pushing the right control knob or the adjacent line select key will exit from the editable field.
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(d) Main Menu Configuration

The Main Menu consists of pages that are pilot selectable. Refer to the EBD Pilot Guide for
Main Menu configuration if necessary.
(e) Approved Software
Installation of approved software can be verified as follows:
1) Push the “Menu” key.
2) Rotate the right control knob clockwise until the system status page (See “Figure 40”)
appears.
3) Compare displayed software versions with “Chart 15”.
(f) Installation Menu – Unit Configuration
The Installation Menu is entered from the Main Menu’s “SYSTEM STATUS PAGE” (last
page, See “Figure 40”). Simultaneously push and hold the MENU key, Line Select Key #1
and Line Select Key #2 for 3 seconds while the airspeed is below 30 units.
Whenever the warning message in Figure 41 is displayed, pressing either control knob shall
advance the Installation menu.
To exit the Installation Menu at any time press the MENU button. All data will be saved
as displayed. The system will reboot and “INITIALIZING” will appear on the display for
approximately 40 seconds.
Configure the EBD system per the instructions. on page 118.
Example Installation Menu Access

Figure 40
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Chart 15
Approved Software
Identifier Version Part Number
MAP 2.6.3 302-00007-015
IOP 2.0.5 302-00013-005
PIR-107757-002, Rev. B
(g) EBD Installation Menu Configuration
Installation Date: _____________

Aircraft Model: _______________ EBD S/N: _____________
Aircraft Type: ________________ RSM S/N: ________________
Aircraft S/N: _________________ ACU S/N: ________________
CM S/N: _________________
Installation Menu Warning

Figure 41
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1) INSTALLATION MENU PAGE - IAS CONFIG A

Feature Options Actual Setting
MOL TYPE 1,2,3,4,5,6 1
MOL PARAM SEL See instructions in table below Vne
MOL PARAM VALUE See instructions in table below 204
MOL MARKER/BAND BARBER POLE, REDLINE REDLINE
MACH DSPL TYPE ALTITUDE, SPEED SPEED
2) INSTALLATION MENU PAGE – IAS CONFIG B - Set Speed Bands

OVERSPEED ALERT DISABLE, ENABLE DISABLE
Vno 0 to 450 164
Vfe 0 to 450 113
Vs 0 to 450 67
Vso 0 to 450 61
3) INSTALLATION MENU PAGE – IAS CONFIG C - Set Speed Markers

Vyse 0 to 450 88
Vmc 0 to 450 66
Triangle 0 to 450 0
Not Used
Not Used
4) INSTALLATION MENU PAGE - IAS CONFIG D - Rotorcraft Only

5) INSTALLATION MENU PAGE - IAS CONFIG E - Color of Airspeed Tape Speed Bands

SPD Band 2 YELLOW, CLEAR YELLOW
SPD Band 3 GREEN, WHITE, CLEAR GREEN
SPD Band 4 WHITE, CLEAR WHITE
Not Used
Not Used
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6) INSTALLATION MENU PAGE – IAS CONFIG F

IAS UNITS kts, mph kts
TAPES UNLOCKED, LOCK OFF, LOCK ON LOCK ON
VSPD EDIT UNLOCKED, LOCKED LOCKED
Not Used
Not Used
7) INSTALLATION MENU PAGE - IAS CONFIG G

IAS DISPLAY DISABLE, ENABLE DISABLE
ALT DISPLAY DISABLE, ENABLE DISABLE
BARO DISPLAY DISABLE1, ENABLE 1 ENABLE 1
VSI DISPLAY ALWAYS ON, ALWAYS OFF, AUTO ALWAYS ON
Not Used
8) INSTALLATION MENU PAGE – NAV SETUP A

GPS / NAV #1 NONE,A,B,C,D,E,F,G,H,I,J,K,L,M,P,Q,R,S NONE
GPS / NAV #2 NONE,A,B,C,D,E,F,G,H,I,J,K,L,M NONE
9) INSTALLATION MENU PAGE – NAV SETUP B

429 IN PORT 1 NONE, GPS1, VLOC1, VLOC1+ACU, NONE
GPS1+ACU, GPS1+ACU+VLOC1, GPS2,
VLOC2, VLOC2+ACU, GPS2+ACU,
GPS2+ACU+VLOC2
429 IN PORT 2 Same as IN PORT 1 options NONE
429 IN PORT 5 NONE, TRAFFIC NONE
10) INSTALLATION MENU PAGE – NAV SETUP C

429 OUT PORT SPEED HIGH, LOW LOW
429 IN PORTS 1 & 2 SPEED HIGH, LOW LOW
429 IN PORTS 3 & 4 SPEED HIGH, LOW LOW
ADF CONFIG NONE, 1, 2 NONE
NAV #2 POSITION SOURCE GPS1, GPS2 GPS1
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11) INSTALLATION MENU PAGE – RS232 PORT CONFIG A

232 IN PORT 0 NONE, RSM, GPS TYPE 4, GPS TYPE 5, NONE
DFC A/P
232 IN PORT 1 NONE, GPS TYPE 1, GPS TYPE 2, NONE
GPS TYPE 3, GPS TYPE 4, GPS TYPE 5,
XM, DFC A/P
232 IN PORT 2 NONE, GPS TYPE 1, GPS TYPE 2, NONE
GPS TYPE 3, GPS TYPE 4, GPS TYPE 5,
DFC A/P
232 IN PORT 3 NONE, WX500, GPS TYPE 4, GPS TYPE 5, NONE
DFC A/P
232 IN PORT 4 NONE, EBD MFD, EBD PFD,
EFD500 MFD NONE
12) INSTALLATION MENU PAGE – RS232 PORT CONFIG B

232 IN PORT 5 NONE, EBD MFD, EBD PFD, NONE
EFD500 MFD
232 OUT PORT 0 NONE, RSM, GPS TYPE 4, GPS TYPE 5, NONE
DFC A/P 1, DFC A/P 2
232 OUT PORT 1 NONE, XM, ADC TYPE 1, ADC TYPE 2, NONE
GPS TYPE 4, GPS TYPE 5,
232 OUT PORT 2 NONE, EBD, ADC TYPE 1, ADC TYPE 2, NONE
232 OUT PORT 3 NONE, WX500, ADC TYPE 1, ADC TYPE 2, NONE
13) INSTALLATION MENU PAGE – RS232 CONFIG C

This page is grayed out and not configurable.
14) INSTALLATION MENU PAGE – ACU CONFIG A

Digital Nav Tx Speed HIGH. LOW LOW
Digital Nav Rx Speed HIGH, LOW LOW
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15) INSTALLATION MENU PAGE – MISC CONFIG A

RSM Orientation TOP, BOTTOM (Inverted orientation) BOTTOM
RSM GPS Enable DISABLE, ENABLE, INTERCOM DISABLE
RSM GPS USAGE EMER ONLY/ MODE 2 EMER ONLY
RAD ALT CONFIG NONE, TYPE 1, TYPE 2, TYPE 3, NONE
TYPE 4, TYPE 5, TYPE 6, TYPE 7
WIND DISPLAY DISABLE, ENABLE>=30KIAS, DISABLE
ENABLE>=40KIAS, ENABLE>=50KIAS,
ENABLE>=60KIAS, ENABLE>=70KIAS,
ENABLE>=80KIAS, ENABLE>=90KIAS
16) INSTALLATION MENU PAGE – MISC CONFIG B

ELEC SYSTEM 14 VOLT, 28 VOLT 14 VOLT
EBD BATTERY CONFG: INTERNAL, REMOTE REMOTE*
ATTITUDE REF SYMBOL ADJ: -5.0 to +5.0 degrees 0
PANEL TILT PITCH ADJ -10.0 to +20.0 degrees 0
PANEL ROLL ADJ -2.0 to +2.0 degrees 0
17) INSTALLATION MENU PAGE – MISC CONFIG C

COMPOSITE PHASE (0,0) (180,0) (0,180) (180,180) 0,0
(VOR1,2)
GPSS GAIN: 0.5 to 2.0 (0.1 increments) 1.0
CRS SDI COMMON, NAV 1/2 COMMON
OBS DISPLAY DISABLE, ENABLE DISABLE
18) INSTALLATION MENU PAGE – MISC CONFIG D

OAT SOURCE NONE, RSM, PROBE, INTERCOM NONE
OAT BIAS 0 to -8 degrees
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19) INSTALLATION MENU PAGE – RSM CALIBRATION

The following menu will be used in the next section to calibrate and validate the
magnetometer in the RSM. Heading errors of up to +/- 6.0º can be calibrated at 30º
increments beginning with North. Follow “RSM Calibration” on page 3420128 under
Post Installation Setup Procedure.
Feature Options
START CALIBRATION Press to initiate
ACCEPT CALIBRATION? Press to ACCEPT Cal
REJECT CALIBRATION? Press to REJECT Cal
HDG SEL 030° to 360° (in 30° increments)
HDG ADJ -6.0 to +6.0 (degrees)
Use the following table to record the HDG ADJ values used to bring the compass heading values
into specification:
Rsm Calibration Page 12 Options Actual Setting

HDG SEL: 030 KEY 4
HDG ADJ: KEY 5 Editable: -6 to +6 ____________
HDG SEL: 060 KEY 4
HDG SEL: 090 KEY 4
HDG SEL: 120 KEY 4
HDG SEL: 150 KEY 4
HDG SEL: 180 KEY 4
HDG SEL: 210 KEY 4
HDG SEL: 240 KEY 4
HDG SEL: 270 KEY 4
HDG SEL: 300 KEY 4
HDG SEL: 330 KEY 4
HDG SEL: 360 KEY 4
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20) INSTALLATION MENU PAGE – ACCEL BIAS CAL

This page is for Factory Calibration only.
21) INSTALLATION MENU PAGE – WX-500

HEAD TYPE NONE, DISPLAY, CONTROL NONE
SYSTEM DATA PAGE1, PAGE2, PAGE3, PAGE4
STRIKE TEST Press to Initiate
NOISE MONITOR Press to Initiate
ANTENNA MOUNT TOP, BOTTOM
22) INSTALLATION MENU PAGE – NETWORK PAGE

This menu is for diagnostic purposes only.
Feature Options
IP ADDR 0-255
SUBNET MASK 0-255
GATEWAY 0-255
PORT 0-9999
Not Used
Notes: Repeated presses of top 3 line select keys will select one of 4 selectable fields
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23) INSTALLATION MENU PAGE - DIAGNOSTICS

This menu is for diagnostic purposes only. See “Figure 42” on page 3420126.
Note: Operational Time and Flight Time are stored in the configuration module of
the aircraft and these times are cumulative for the installation not the EBD unit
itself.
24) EXITING / SAVING DATA

To exit the Installation Menu press the MENU button. All data will be saved as it was
displayed on each page. The system will reboot and “INITIALIZING” will appear on the
display for approximately 40 seconds. Normal operation continues.
Diagnostics
Figure 42
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(h) IAS Configuration

1) Definitions
Vne: Never Exceed speed (beginning of red band)
Vno: Maximum Structural Cruise speed (beginning of yellow band).
Vfe: Maximum Flap Extend speed (top of white band)
Vs: No Flap Stall speed (bottom of green band)
Vso: Full Flap Stall speed (bottom of white band)
Vyse: Single Engine best rate of climb (blue marker)
Vmc: Single Engine minimum control speed (red marker)
v Initial Flap Extension Speed
2) Use the following table to fill in Configuration Menu Page 1:
Indicated Airspeeds (IAS) Configuration

IAS Setting Band Band
(KIAS) Color Range Description Pass
Vne = 202 Red >Vne Red arc displayed at all speeds above Vne _____
Vno = 169 Yellow Vno - Vne Yellow arc extending from Vno to Vne _____
Vs = 57 Green Vs - Vno Green arc extending from Vs to Vno _____
Vfe = 111 White Vso - Vfe Top of White arc _____
Vso = 55 White Bottom of White Arc _____
Vyse = 88 Blue Marker = Vyse Blue Marker at Vyse _____
Vmc = 56 Red Marker = Vmc Red Marker at Vmc _____
v = 111 Triangle = v White triangle at initial flap extension airspeed
(White) _____
3) ATTITUDE REF SYMBOL ADJ

This is used to make small changes to the pitch attitude reference mark on the EBD
should the aircraft fly consistently slightly nose high or nose low in cruise trim. It is not
necessary to perform the RSM Calibration after making changes to this setting.
4) EXITING / SAVING DATA
To exit the Installation Menu press the MENU button. All data will be saved as it was
displayed on each page. The system will reboot and “INITIALIZING” will appear on the
display for approximately 40 seconds. Normal operation continues.
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(5) RSM Calibration

(a) Calibration Overview
The Remote Sensor Module must be calibrated by performing a compass swing in the
aircraft for any maintenance activities that could affect RSM accuracy.
Such activities might include but are not limited to the replacement of the RSM, replacement
of the Configuration Module, installation of a mechanical or electrical device in the vicinity to
the RSM, installation of an appliance that might generate a magnetic interference.
An overview of the RSM Calibration procedure is as follows (See “Figure 43” on page 3420129):
CAUTION: When a Calibration is initiated, the aircraft must be turned
as described below. If the calibration is initiated and then
accepted without moving the aircraft, an erroneous
calibration will be written to the Configuration Module,
potentially resulting in failure to initialize.
• A heading will be checked to verify the reasonableness of EBD heading prior to calibration.
• The aircraft will be taxied to a magnetically quiet and level area at least 200ft from metal
buildings and clear of metal grates, manhole covers and rebar within the concrete. A
Compass Rose is ideal for this procedure.
• The aircraft can start from any heading.
• With engines running, all electrical equipment operating, and the aircraft stationary the
RSM CAL page will be entered and Start Calibration will be initiated (See “Figure 44” on
page 3420130).
• After a 15 second countdown timer the pilot/operator will begin to taxi the aircraft in a
circle (cw or ccw) with the radius of approximately twice the length of the aircraft’s wing
as viewed from the cockpit (≈ 30ft).
• The aircraft will be taxied under its own power at a constant rate around a circle until a
60 second timer elapses. The aircraft must not stop until the timer has exhausted.
• At the completion of the 60 seconds the aircraft will have made at least a 450° circle
(360° + 90°) to approximately two complete circles (720°).
• At the end of the 60 second timer four headings about 90° apart will be checked against
a calibrated heading source (i.e., site compass, compass rose).
• If EBD heading is acceptable then the calibration is Accepted.
• If the EBD heading is not within tolerance then it is Rejected and the calibration procedure
is re-run.
• After the calibration is accepted headings are checked using a calibrated reference (i.e.,
a sight compass) every 30° (starting from North) to verify that the heading accuracy is
within ±4°.
• Heading can be calibrated every 30° if necessary.
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RSM Calibration Graphic

Figure 43
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(b) Calibration Procedure

The RSM calibration routine is accomplished using the Installation Menu RSM CALIBRATION
menu page. See Installation Menu - Unit Configuration, above for instructions on entering
the INSTALLATION MENU.
On the RSM CALIBRATION menu page the current calibrated heading (to the nearest 0.1
degrees) will be continuously displayed adjacent to the CAL HDG: menu field.
NOTE: Verify CAL HDG is within 25 degrees of a calibrated compass source prior to
starting the RSM Calibration. This is a rough check of the hard and soft iron effects
(magnetic interference) in the vicinity of the RSM. Should the CAL HDG be greater
than 25 degrees then the RSM location should be re-surveyed.
With aircraft stationary at (POSITION 1) of “Figure 43” on page 3420129 – RSM Calibration
Graphic press the “START CALIBRATION” line select key. The annunciation shown in
Figure 45 will be displayed with a countdown timer that begins with 15 secs and counts
down to 0 secs.
CAUTION: Do not press ACCEPT Calibration without moving the aircraft
in the procedure below as corruption to the configuration
module could occur.
RSM Calibration Page

Figure 44
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Calibration in Process
Figure 45
Aircraft Turning
Figure 46
When the menu of “Figure 46” on page 3420131 is displayed immediately begin taxiing the
aircraft clockwise or counter-clockwise at a constant rate of no faster than 1 turn every 30
seconds. About half normal taxi speed or a brisk walking speed is about right. Approximately
10 seconds after initial movement (see POSITION A) the aircraft should be taxiing at a
constant rate (CR) throughout the rest of the procedure. When the countdown timer is reached
between one and a quarter turns (450°) (POSITION B) and two turns (720°) (POSITION D)
should have been completed. While turning the aircraft do not stop the aircraft until the end
of the 60 second timer and “Figure 47” on page 3420131 appears.
Accept/Reject Results
Figure 47
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If you find that the timing of the turns was not right such that “Magnetometer Calibration
Complete” message occurs between B & D of “Figure 43” on page 3420129 , then REJECT the
results and re-run the procedure.
At the end of the calibration routine the ACCEPT CALIBRATION? and REJECT
CALIBRATION? menu options will be enabled.
NOTE: If the message ERRONEOUS CALIBRATION VALUES is displayed then magnetic
interference exists in the vicinity of the calibration area or the RSM is mounted in
a magnetically noisy area. Try the calibration process again in a flat magnetically
quiet area. If the message is displayed again the RSM location must be surveyed
for magnetic interference.
To determine whether to ACCEPT or REJECT the results check four headings approximately
90° apart against a known good heading source (i.e., aircraft compass, sight compass,
compass rose).
If the headings are within ±10° then press ACCEPT and use the Heading Offset Adjustment,
below, to align each heading value to actual.
NOTE: Typically with a clean RSM location the heading values will be within 3 degrees of
actual heading. If they are outside this value the RSM mounting area should be
rechecked for magnetic contamination (internal interference) or the calibration can
be rerun in a new location (external interference) to see if the values are improved.
RSMs tilted to the upper end of the limit may not be able to achieve the 3 degree or
less of error without using the Heading Offset Adjustment).
Pressing the ACCEPT CALIBRATION selection shall accept the calibration results, display
the annunciation shown in “Figure 48” on page 3420132 for 5 seconds, and return the RSM
CALIBRATION menu page to its initial state.
Pressing the REJECT CALIBRATION selection shall reject the calibration results. Reject
the results if the calibration was poor or a previously stored calibration has better heading
accuracies.
Results Accepted
Figure 48
Results Rejected
Figure 49
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(c) Heading Offset Adjustment

When the calibration routine is complete and the results have been accepted the CAL HDG
value will be displayed.
Position the aircraft so that it is at a heading of 30° as verified by a sight compass or other
calibrated means. Press the line select key next to HDG SEL and then turn the right knob
until HDG SEL: 030° is displayed. Now press the line select key next to HDG ADJ and turn
the right knob until the CAL HDG of “Figure 50” on page 3420133 displays exactly 030.0° as
shown in “Figure 51” on page 3420133 or as close to 030° as possible within a ±4° tolerance.
The HDG ADJ field will display the amount of correction (+/- 6.0 degrees) that was required.
Press the HDG ADJ line select key to accept the setting.
Calibration Heading Before Adjustment

Figure 50
Now repeat the process above for all other headings in 30° increments from 60° to 360°.
Press the MENU key to exit the Installation Menu. Continue with heading accuracy tests
below.
NOTE: In some aircraft, prop wash and wind during ground operations can create
inconsistent pressures in the pitot-static system. The pressures can affect the
ADAHRS, resulting in small pitch and heading perturbations. Before reading the
aircraft headings for the purposes of calibration, ensure the attitude solution has
stabilized and is not influenced by external winds and pressures. The disturbances
normally settle out over a period of 15 to 60 seconds. Idle power or temporarily
selecting the alternate static source can sometimes eliminate the effect.
Calibration Heading After Adjustment

Figure 51
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(d) Heading Accuracy Test

As a final check, position the aircraft on the headings shown in the Heading Accuracy
Test table below and verify heading (viewed on HSI display) is within +/- 4 degrees using
a calibrated heading source (i.e., sight compass, compass rose).
If any heading is outside ±4° then rerun the Calibration Procedure and or Heading Offset
adjustment.
Heading Accuracy Test

Calibrated Tolerance Actual Calibrated Tolerance Actual
Heading EBD Heading EBD
Source Heading Source Heading
30 +/- 4 __________ 210 +/- 4 __________

60 +/- 4 __________ 240 +/- 4 __________
90 +/- 4 __________ 270 +/- 4 __________
120 +/- 4 __________ 300 +/- 4 __________
150 +/- 4 __________ 330 +/- 4 __________
180 +/- 4 __________ 360 +/- 4 __________
(e) Heading Interference Test

With aircraft engine(s) running monitor current aircraft heading on EBD and exercise flight
controls stop to stop including flaps and any electric trim tabs. Verify the heading (viewed
on HSI display) does not change on the EBD by more than 2°. If movement of flight controls
causes more than a 2° heading change then it may be necessary to degauss the flight
controls including the cables. A handheld degausser can be found at most audio and video
stores.
• Operate all electrical and environmental equipment including:
• Blowers, fans, heaters, air conditioner
• Deice boots, fuel pump(s), backup vacuum pumps
• Landing, logo, NAV lighting
• Operate pulse equipment – transponder, WX radar, DME
• Key all VHF communication radios.
• Operate autopilot so that all servos run (roll, pitch, yaw, trim)
If the operation of any electrical system causes the heading to change by more than 2°
the RSM wiring may need to be relocated away from the offending system. The offending
system may also have a bonding issue to the airframe that needs to be corrected.
Run engine(s) from idle to take off power and verify that the heading does not change by
more than 2°. Prop wash at higher engine RPMs may cause a heading shift, try an alternate
static source if this is a issue.
This completes all RSM calibration and heading tests.
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(6) Ground Test Procedure

CAUTION: Do not exceed the aircraft’s maximum Airspeed, Altitude, or
Vertical Speed at anytime during the testing. Damage could
result to the pre-existing aircraft instruments.
NOTE: When changing indicated airspeed or altitude on the ground using pitot/static test
equipment, changes in the AHRS display of pitch, roll and heading will result, possibly
accompanied by a CROSS CHECK ATTITUDE annunciation. This behavior is the result
of the Kalman Filter algorithms employed in the EBD attitude solution. These changes
in pitch, roll or heading are normal and do NOT indicate a system failure. The integrated
nature of the EBD AHRS algorithms is such that AHRS performance can only be
properly evaluated during flight or ground maneuvers.
(a) Check the following items for proper operation:
1) Airspeed Tape, Altitude Tape
2) AHRS Sensor
3) EMI Test
4) Flight Control Interference Check
(b) Indicated Airspeed Display
Use the Indicated Airspeeds (IAS) Configuration table under IAS Configuration to record
the aircraft speed settings from the Aircraft Flight Manual in the IAS Setting column. Set the
Pitot/Static test set for 5000 ft above field elevation. Increase airspeed to Vne and check all
Speed Bands and Speed Markers listed in table.
(c) Altitude Display
With the Pitot/Static tester still set for 5000 ft above field elevation and with BARO Set to
29.92 in. Hg. on the EBD, verify altitude tape displays altitude within ±40ft of the calibrated
test set altitude.
(d) System Leak Test
Perform a pitot-static system leak test per 34-10-00 or set the Pitot Static Test Set to 1000
ft above field elevation and without additional pumping for a period of 1 minute the aircraft
static system should not lose more than 100ft of altitude.
(e) AHRS Sensor Test
Verify that correct aircraft attitude information is presented on the Attitude Indicator portion
of the EBD. The Flags may take up to 5 minutes to clear when the ambient temperature is
below -20° C. Typically the attitude solution will be available in less than 3 minutes.
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(f) EBD Internal Battery Test

Test the internal back-up battery in the EBD every 12 months. Replace the battery if it fails
the following operational test.
1) Setup
This test must be run at room temperature approximately 25º C.
2) Procedure
a) Turn on the EBD
b) Press MENU Key
c) Select POWER SETTINGS page from the Main Menu
d) Press the BATTERY line select key
e) BAT LEVEL IN --.-- will be displayed for a short period of time as battery capacity
is being measured. This could take up to 10 minutes if the ambient temperature
is below 0º C.
f) Once the capacity is measured ON BAT XX% REM will be displayed.
g) The ON BAT indication must read a minimum of 80% to continue. If the battery
capacity is below 80% then the battery should be charged by returning the EBD
to external power. The battery will charge as long as the EBD is turned on and
external power is supplied.
h) With the battery displaying greater than 80% charge set a timer for 30 minutes.
After the 30 minute time has elapsed the EBD must still be operating on battery. If
the internal battery will not supply the minimum 30 minutes operating time or fails
to charge above 80%, replace the battery and return the failed battery to Aspen
Avionics.
i) Instructions for battery replacement are under Components, EBD Display, above.
j) Switch the EBD back to external power and recharge the internal battery to 80%
or greater prior to release to service.
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(g) EMI Test

Monitor the EBD for Flags, Red-X’s, Red Slashes, heading changes, altitude changes,
airspeed changes, attitude changes or any error messages while performing the following
Test:
1) Transmit on all Comm radios for 20 seconds each at 118.000MHz, 126.900MHz, and
136.950MHz.
2) Turn on all transponders, DMEs, Wx Radar, and all other pulse type equipment for 20
seconds each.
3) Operate all aircraft lighting including position lights, strobe lights, navigation lights, and
all other forms of lighting for 20 seconds each.
4) Operate all environmental equipment including fans, air conditioning, heaters, and all
other forms of environmental control equipment for 20 seconds each.
5) Operate Fuel pump(s), deice boots, windshield heat, prop heat, flaps.
6) Operate autopilot, servos, yaw damper, and all electric trim servos.
7) Operate engine(s) and verify no interference.
(h) Flight Control Interference Check
CAUTION: Verify control surfaces are free and clear.
With the EBD mounted in the instrument panel push the control column (yoke or stick) all
the way forward (nose down) and verify there is sufficient clearance between the EBD, and
their knobs, and the control column. With the control column fully forward move it from lock
to lock (full right to full left) and verify there is sufficient clearance between all EBD, and their
knobs, and the control column.
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(7) Post Installation Flight Check

CAUTION: Only perform flight test in day VFR conditions with an
appropriately rated pilot for the aircraft type to be flown.
(a) Basic ADI Flight Checks
Fly the aircraft in straight and level flight and verify that the ADI roll indication is level with
reference to the horizon. Observe the Slip Indicator is centered under the Roll pointer and
adjust rudder trim if available to center.
1) Make a coordinated 30 degree banked turn to the right and verify that the ADI roll
indication is correct with reference to the horizon.
2) Make a coordinated 30 degree banked turn to the left and verify the ADI roll indication
is correct with reference to the horizon.
3) Pitch the aircraft up 10 degrees and verify the ADI pitch indication is correct with
reference to the horizon.
4) Pitch the aircraft down 10 degrees and verify the ADI pitch indication is correct with
reference to the horizon.
(b) Basic HSI/DG Flight Checks
1) Make a 180 degree coordinated turn to the right and verify that the compass scale and
numerical heading indication correctly track the aircraft heading during the turn.
2) Make a 180 degree coordinated turn to the left and verify that the compass scale and
numerical heading indication correctly track the aircraft heading during the turn.
3) Then turn from West to North (30° Angle of Bank) and, using an outside reference,
roll out to a northerly heading. (In the Southern Hemisphere, also turn West to South)
4) Immediately after the aircraft rolls out, record the heading indication.
5) Maintain the same heading by outside visual reference. There may be some movement
of the heading indicator as the heading system stabilizes.
6) When the heading stabilizes, record the heading again. Then perform the test from
East to North (In the southern Hemisphere, also turn east to South).
7) If the difference between the heading on rollout and the heading after stabilizing is
more than 7°, refer to the Troubleshooting Chart above.
(c) Document Test Flight
This completes the flight test. If everything was satisfactory then document the completion
of the Test Flight in aircraft log book in accordance with FAR 91.407(b).
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Integrated Avionics System - Garmin G1000
Integrated Avionics System - Garmin G1000 - 4496331, 4496339 thru 4496394 and 4496396.
Optional in S/N’s 4496331, 4496339 thru 4496394 and 4496396.
publications.)
A. Description
The Garmin G1000 Integrated Avionics System consists of two (2) GDU 104X displays that serve
as the primary flight display (PFD) and multi-function display (MFD) (see “Figure 1”). The stand-
by instrument is located to the left of the PFD. Functions provided by the system include display
of attitude, heading, navigation, engine and airframe status, and a moving map display with position
derived by GPS. In addition to display functions, GPS navigation, VHF Com, and transponder functions
are provided by the G1000 system (via knobs and buttons on the display bezel).
A single AHRS and Air Data computer are standard. Several options that may be incorporated into
the G1000 system include GFC 700 Autopilot, GTS 800 Traffic Advisory System (TAS), and TAWS-B
capabilities.
See the latest revision of the Garmin G1000 Pilot’s Guide for Piper PA-44 Seminole for control and
operation.
GDU 104X GDU 104X

(PFD) (MFD)
Aspen
GMA 1347
EBD MW/MC Audio Hobbs
Standby Instr.
ELT
KR 87 Cobham (S-TEC) Dimmers Circuit Breakers

ADF (Optional) 55X Autopilot (Optional)
Garmin G1000 Instrument Panel
Figure 1
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Electrical/Avionics Component Block Diagram

Figure 2
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See “Figure 1” on page 3425011 and “Figure 2” on page 3425012.
The GRS 77 AHRS, GDC 74A Air Data Computer, GMU 44 Magnetometer, and GTP 59
Temperature Probe are responsible for providing the G1000 system with 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).
connect the GRS and GDC to both GIA 63W units.
The GRS 77 receives GPS data from both GIAs, airspeed data from the GDC, and magnetic
(2) Engine Indicator System
The GEA 71 provides engine/airframe data to the G1000 system. The unit interfaces to
transducers. 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 exists, from the GEA to the #2 GIA 63W and on to the MFD for
display, in the event the primary path fails.
The GIA 63W IAUs contain VHF COM, VHF NAV, and GPS receivers. COM and NAV audio
is sent via analog or digital audio to the GMA 1347 Audio Panel. The GMA 1347 Audio Panel
controls the display reversionary mode.
The GTX 33 Mode S Transponder communicates with both GIAs in a single transponder
installation. Transponder data is sent from the GIAs to the PFD where control and operation
occurs.
The #1 GIA outputs analog HSI signals to the S-TEC 55X, along with ARINC 429 roll steering,
and altitude data, and digital selected altitude data.
(4) Components Details
See below, for detailed descriptions of the individual G1000 system components/Line Replaceable
Units (LRU’s).
B. Power Distribution
The electrical system has a tie point to connect the external power source, primary battery, starter
motor, alternator and essential bus feed. Distribution of power for the G1000 system occurs on six
aircraft electrical busses.
(1) Essential Bus
The Essential Bus current from the battery is controlled by the Master switch on the pilot’s
subpanel. The battery feed is protected by a 90-amp circuit breaker. Alternator power from each
engine to the Essential Bus is introduced by Alternator switches on the pilot’s subpanel. The two
Alternator feeds are protected by two 90 amp circuit breakers. Essential bus loads are isolated
from non-essential loads.
(2) Avionics Bus
There is a single avionics bus that is isolated from its Essential Bus feed by a relay. It is controlled
by the avionics master switch in the cockpit. The avionics bus is fed through independent
contactor that is protected by a 25-amp circuit breaker.
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(3) Emergency Bus

The Emergency bus exists as a backup power bus to the G1000 system and is isolated from all
other busses. When the EMER switch is turned to the ARM position, power must be removed
from the Essential bus by turning the battery master switch to the “OFF” position. At the same
time, the relay connecting the Emergency bus to the emergency battery is closed, providing
emergency power to the connected equipment.
(4) Non-Essential Bus
The Non-Essential bus is fed through the Essential Bus and is protected by a 35-amp circuit
breaker.
(5) Lighting Bus
The Lighting bus is fed through the Essential bus and is protected by a 35-amp circuit breaker.
(6) Air Conditioning Bus (if installed)
The Air Conditioning bus is fed through the Essential bus and is protected by a 60-amp circuit
breaker.
R ALT AMPS
RIGHT ALTR F1
AUX
NON-ESSENTIAL
80A ALTR
R ALT
OFF SWITCH F2
M ENG NON-ESS R ALT FIELD
START BUS 5A
L ENG START ON R VOLT
REG
5A 35A
EMERG BATT
20A
R ENG START
BATT AMPS
AVIONICS BUS
BATT
M 70A EMERGENCY
AV BUS BATT
25A 25A
AVIONICS
ESSENTIAL BUS
SWITCH
ON
OFF OFF
EMERGENCY BUS
EMER PWR ARM
SWITCH
PRI BATT BATTERY

CONTACTOR
3A
HOT BATT BUS
L ALT AMPS
ON LEFT ALTR F1
AUX
OFF 80A ALTR
L ALT
BATT MASTER OFF SWITCH F2
SWITCH L ALT FIELD
5A ON L VOLT
EXT PWR REG
CONTACTOR AIR COND
EXT BUS
(IF INSTALLED)
PWR
AIR COND BUS
60A
LIGHTING BUS
LIGHTING
BUS
35A
Bus Feed
Figure 3
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ESSENTIAL ESSENTIAL AVIONICS EMERGENCY

BUS BUS BUS BUS
RIGHT ALTR PITOT HEAT ADF AVIONICS

LTS
R ALT FIELD ADC 1 AUTOPILOT ADC 1
EMERG BATT AHRS 1 COM 2 AHRS 1
NON-ESS BUS AUDIO/ DME AUDIO/

MARKER MARKER
BATT COM 1 INTEG AV 2 COM 1
AV BUS GEA 1 MFD GEA 1
LEFT ALTR INTEG AV 1 TAS INTEG AV 1
L ALT FIELD PFD 1 TURN PFD 1

COORD
LIGHTING STBY INSTR XM STBY INSTR
BUS
AIR COND BUS L FUEL PUMP
(IF INSTALLED)
EMER BATT XPDR
RELAY
R FUEL PUMP
GEAR PUMP
LTG PROT
HOT
BATT NON-ESSENTIAL LIGHTING AIR COND BUS
BUS BUS BUS (IF INSTALLED)
COURTESY ENG START AV DIMMER 7.5A
LTS
HOUR METER PITCH TRIM ANTI COLL 10A
ELT CABIN HEATER NAV LTS 1A
VENT FAN PNL/SW DIM
LDG/TAXI LTS
RECOG LTS
CABIN LTS
Component Power Sources

Figure 4
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Normal Mode
Figure 5
Reversionary Mode #1 PFD Fail

Figure 6
Reversionary Mode MFD Fail

Figure 7
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C. G1000 System Controls and Operation

(1) System Controls
The G1000 system controls are located on the PFD and MFD bezels. Indicators above the PFD,
MFD, NAV, and COM keys are illuminated when their respective control mode(s) are selected.
See the Garmin G1000 Pilots Guide for detailed controls descriptions. The unit is in MFD control
mode by default on system power-up. NAV/COM radio tuning can be accomplished in either PFD
or MFD control mode. The appropriate frequency box on the selected display is outlined by a light
blue selection box, which flashes for a few seconds to indicate Control Unit activity. Selection of
a different display control or radio tuning mode results in cancelation of the previous radio tuning
mode.
(2) System Operation
The displays are connected together via multiple data busses, thus
allowing for high-speed communication. The PFD and MFD are directly
connected to the GIA 63W unit on the respective side. This section
discusses normal and reversionary modes of operation as well as the
various AHRS modes of the G1000 system.
(a) Normal Operation
1) PFD
In normal mode, the PFD presents graphical flight
instrumentation (attitude, heading, airspeed, altitude and
vertical speed), thereby replacing the traditional flight
instrument cluster. The PFD also offers control for COM and
NAV frequency selection.
2) MFD
In normal mode, the right portion of the MFD displays a full-
color moving map with navigation information, while the left
portion of the MFD is dedicated to the Engine Indication
System (EIS). The MFD also offers control for COM and NAV
frequency selection.
(b) Reversionary Mode
NOTE: The G1000 system alerts the pilot when backup paths are
utilized by the LRUs.
Reversionary mode is a mode of operation in which all important
flight information is presented identically on at least one functioning
display. Transition to reversionary mode should be straight-forward
for the pilot, for flight parameters are presented in the same format
as in normal mode. In the event of a PFD failure, the G1000
system automatically switches to reversionary (backup) mode. In
reversionary mode, all important flight information is presented on
the remaining display, whether the MFD or PFD.
• PFD1 failure – MFD enters reversionary mode.
• MFD failure – PFD automatically switches to reversionary mode.
Each display may be put into reversionary mode by manually
pressing the DISPLAY BACKUP button at the bottom of the audio
panel (See “Figure 8”). Pressing this button again deactivates
reversionary mode. Display Backup Button
Figure 8
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D. Maintenance Mode
Caution: Enter “maintenance mode” when activating the Garmin g1000 system
on the ground to conduct tests, inspections, etc.
The “Hobbs” Meter is activated by the GIA 63W Integrated Avionics Units and will run when one of the
following is true, depending on how it was configured:
(1) the engine is running (Option A); or
(2) the airplane is inflight (Option B); or
(3) the GIA 63W No. 1 is ON (Option C).
To prevent needless accumulation of “hours” (i.e., to disable the “Hobbs” Meter) on the ground a
Maintenance Mode has been implemented in the Garmin G1000 software.
Enter “Maintenance Mode” before exiting the splash screen at system startup by pressing SoftKeys
1, 2, 3, 1 in that order. The “MAINT MODE ON” advisory will then be displayed while the system
remains in maintenance mode.
E. Troubleshooting
Troubleshoot the Garmin 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 fifth AUX group page on the MFD (See “Figure 9” on page 3425019) 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.
presented at the fifth AUX page.
Caution: Post Installation Set-up,” below, provides detailed instructions on
Troubleshooting and Message Advisory information is provided as follows:
(1) Line Replaceable Unit (LRU) Troubleshooting - See “Chart 1” on page 34250111.
(2) Troubleshooting Engine / Airframe Sensor Failures - See “Chart 2” on page 34250116.
(3) Troubleshooting TAWS (Optional)- See “Chart 3” on page 34250118.
(4) Troubleshooting Data Path Messages - See “Chart 4” on page 34250119.
(5) Failed Path Messages CONFIG Page (PFD, MFD and GIA) - See “Chart 5” on page 34250120 and
Failed Path Messages CONFIG Page (PFD, MFD) See “Chart 6” on page 34250121.
(6) Failed Path Messages, GIA RS-232, ARINC 429 CONFIG page (GIA1 and GIA2) - See “Chart
7” on page 34250123 and Failed Path Messages, GIA RS-485 CONFIG page (GIA1 and GIA2) See
“Chart 8” on page 34250129.
(7) Troubleshooting GDU 104X - See “Chart 9” on page 34250163 and Message Advisories GDU 104X
- See “Chart 10” on page 34250165.
(8) Troubleshooting GMA 1347 - See “Chart 11” on page 34250171 and Message Advisories GMA 1347
(9) Troubleshooting GIA 63W - See “Chart 13” on page 34250173 and Message Advisories GIA 63 W -
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(10) Troubleshooting/ Message Advisories GEA 71 - See “Chart 15” on page 34250181.
(11) Troubleshooting/ Message Advisories GTX 33 - See “Chart 16” on page 34250182.
(12) Troubleshooting GDL 69A - See “Chart 17” on page 34250183 and Message Advisories
(13) Troubleshooting GRS 77 (AHRS) / GMU 44 - See “Chart 19” on page 34250185 and Message
Advisories See “Chart 20” on page 34250186.
(14) Troubleshooting/ Message Advisories GDC 74A - See “Chart 21” on page 34250188.
(15) Message Advisories GTS 800 TAS - See “Chart 22” on page 34250189.
(16) Troubleshooting/ Message Advisories Software Configuration - See “Chart 23” on page 34250190.
System Status Page (AUX Group) (Typical)

Figure 9
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1 1
6 3
1 4
1
2 1 5
1
1. GIA 63W Integrated Avionics Units

2. GDC 74A Air Data Computer
3. GRS 77 AHRS
4. GMU 44 Magnetometer
5. GTX 33 Transponder
6. GEA 71 Engine Airframe Unit
System Fail (Typical)

Figure 10
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LRU Troubleshooting
System Failure Troubleshooting

The following table provides basic troubleshooting guidance for LRU failures.
Associated
Invalid Data Field LRU(s)
Solution
Low Speed Awareness Band
permanently displayed
• With aircraft weight on wheels and the G1000 in

Configuration Mode, check that the RH GEAR ON
GROUND discrete in indication on GIA I/O
CONFIGURATION page is illuminated.
• If indication is illuminated Green, switch GIA1 and
GDU
GIA2, to verify location of problem:
If problem is resolved, replace defective unit.
If indication is not illuminated, check for wiring
faults between the GIAs and aircraft squat switch
system.

permanently inhibited
• With aircraft weight off wheels and the G1000 in

CONFIGURATION page is not illuminated.
GDU • If indication is not illuminated Green, switch GIA1 and
If problem is resolved, replace unit.
If indication is illuminated, check for wiring faults
between the GIAs and aircraft squat switch system.
• Check configuration settings for GIA1 and PFD.

NAV1 & COM1
• Swap GIA1 and GIA2, to verify location of problem:
GIA1 If problem follows GIA1, replace GIA1.
• Check Ethernet interconnect from GIA1 to PFD.
If problem persists, replace PFD.
NAV2 & COM2 • Check configuration settings for GIA2 and PFD.
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LRU Troubleshooting
Associated
Invalid Data Field Solution
LRU(s)
• Ensure that a cell phone or a device using cell phone
technology is not turned on (even in a monitoring state)
in the cabin.
GPS DR • Check GPS1 and GPS2 signal strength on AUX
page 4. Refer to GIA GPS section if GPS can not
acquire a position lock for troubleshooting.
GIA1
or • Check corresponding GPS antenna and cable for
GIA2 faults.
• Check Ethernet interconnect between the PFD1 to
GIA1 or PFD1 to GIA2 for faults.
If problem follows the GIA, replace the GIA.
If problem persists, replace the PFD.
• Check GTX 33 configuration settings for GIA1 and
GIA2.
• Check GTX 33/GIA1 interconnect.
XPDR FAIL • Check GTX 33/GIA2 interconnect.

GTX 33 • Perform a SET>ACTV configuration reset on the GTX
Config page for each GTX, and verify the aircraft
registration is present.
• Replace GTX 33.
If problem persists, replace GIA.
TAS FAIL
AIRSPEED FAIL
ALTITUDE FAIL • Inspect GDC 74B pitot/static plumbing integrity.
VERT SPEED FAIL
• Inspect pitot/static ports and associated equipment for
faults.
• For TAS failure, also check GTP 59 OAT probe.
GDC 74B
• Check GDC 74B configuration settings for the PFD,
MFD, GIA1, and GIA2.
If PFD, MFD, and GIA configuration settings are
correct, replace the GDC configuration module.
If problem persists, replace the GDC 74B.
• Check OAT probe wiring and connectors for faults.

• Check GDC config module wiring for damage, replace
OAT if any is found.
GTP 59
• Replace GDC config module
• Replace GDC 74B with a known good unit:
If problem persists, replace the GTP 59
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LRU Troubleshooting
Associated
Solution
• Ensure metal objects (tool boxes, power carts, etc.)

are not interfering with the magnetometer and aircraft
is not in hangar, near other buildings, parked over
metal drainage culverts or on hard surfaces that may
contain steel reinforcements.
technology is not turned on (even in a monitoring
state) in the cabin.
• Cycle power after moving aircraft away from metal
objects to determine if metal objects were the source
of the interference. Allow up to five minutes for the
heading to reinitialize.
GRS 77 • Perform a Magnetometer Interference Test to check
HDG FAIL
& for interference from onboard electrical system
GMU 44 components (e.g. NAV lights). Pay particular
attention to any new electrical devices that have
been installed since the aircraft was new. Correct
any discrepancies that do not allow this test to pass
before continuing.
• Ensure GRS 77 and GMU 44 connectors are secure.
• Check the wiring and any inline connectors between
the GRS and GMU for faults.
• Recalibrate the GMU 44.
• Load configuration files to the PFD, MFD, GIA1,
and GIA2.
If problem persists replace the GMU 44.
If problem persists, replace the GRS 77.
GRS 77
• If this message persists longer than five minutes,
&
perform AHRS calibration procedures as described
GMU 44 later in this chapter.
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LRU Troubleshooting
Associated
LRU(s)
• Cycle GRS 77 power to restart initialization.
• Ensure GRS 77 connecter is secure and proper wire
harness strain relief is provided.
• Ensure the GRS 77 is fastened down tightly in it’s
mounting rack and that the mounting rack is not
loose (CAUTION - do not loosen the mounting rack
hardware to the airframe shelf or the aircraft will need
ATTITUDE FAIL to be re-leveled and the PITCH/ROLL OFFSET
procedure performed).
• Ensure GPS has acquired at least four satellites, has
a 3D navigation solution, and a DOP of less than 5.0.
GRS 77 This is particularly important for an ATTITUDE FAIL
that appears during ground operation only.
• Perform an Engine Run-Up Test to check if engine
vibration is causing the GRS 77 to go offline.
• Load configuration files to the PFD, MFD, GIA1, and
GIA2.
• Calibrate the GRS 77 (Pitch/Roll Offset and
Magnetometer Calibration).
• Replace GRS 77.
If problem persists replace GRS 77 configuration
module.
Contact Garmin Aviation Product Support if
condition continues after replacing the GRS 77
and config module for additional assistance.
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LRU Troubleshooting
A DME or ADF failure is represented by the following red X’s. The PFD displays function as a control head for
the remote-mounted Honeywell KR 87 ADF and KN 63 DME.
Invalid Field Sensor Solutions
• Ensure that GIA 63 #2 is properly functioning.

• Reload the ADF option configurations.
• Check for proper operation of the ADF receiver. Ensure
Honeywell that the receiver is receiving power.
ADF • Check ADF – GIA2 interconnect.

• Reload the DME option configurations.
• Check for proper operation of the DME receiver. Ensure
DME • Check DME – GIA2 interconnect.
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Troubleshooting Engine / Airframe Sensor Failures
Associated
LRU(s)
• If software was loaded to a new GDU display, be
sure that the user settings for the replaced display
Engine/Airframe Sensors were cleared. Clear user settings by pressing the
CLR key on the replaced display while applying
(All Invalid)
power to it. Acknowledge the on-screen prompt by
pressing the ENT key or the right-most softkey.
• Check for GEA related Alert messages on the PFD.
Correct any Alerts concerning software or
configuration errors by reloading software or
configuration as noted.
• Verify GEA internal power supply, configuration, and
calibration status in configuration mode.
The internal power supply, configuration and
GEA 71 calibration boxes should be green. If they are
& red, replace the GEA 71.
GIA 63W
• Verify internal, external, and reference voltages listed
in the Main Analog and I/O A Analog boxes are not
dashed out (does not include Aircraft Power 1 and 2).
If any voltages are dashed out, replace the GEA.
• Ensure the GEA is online (green checkmark on the
AUX – SYSTEM STATUS page).
If GEA is not online verify unit is receiving power
at the rack connector.
Check the GIA/GEA interconnects for faults.
Reload configuration files to both GIA’s and the
GEA.
• If problem persists, replace the GEA 71.
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TROUBLESHOOTING Engine / Airframe Sensor Failures
Engine/Airframe Instrument Failures
The following table provides guidance for troubleshooting individual engine/airframe sensor failures. Be
sure to also follow previous guidance given for the GEA 71. The technician should troubleshoot to isolate
the fault by checking sensor-to-GEA wiring, replacing the suspect sensor, and finally by replacing the GEA
71. Replace one part at a time. Check for correct operation of the sensors and GEA 71 after any part has
been replaced. Refer to G1000 in 91-00-00 Wiring Diagrams.
Invalid Field Sensor Possible Solutions (for applicable engine/system)
• Check manifold pressure transducer wiring.

Manifold • Replace manifold pressure transducer wiring.
Pressure • Replace GEA 71.
• Check engine tachometer sensor wiring.

Propeller
• Replace engine tachometer sensor.
RPM
• Replace GEA 71.
Exhaust • Check EGT sensor wiring.

Gas Temp • Replace EGT sensor.
(EGT) • Replace GEA 71.
• Check fuel flow transmitter wiring.

• Check fuel flow transmitter - GEA wiring.
Fuel Flow • Check power input to fuel flow transmitter.
• Replace fuel flow transmitter.
• Replace GEA 71.
• Check oil pressure sensor – GEA wiring.

Oil Pressure • Replace oil pressure sensor.
• Replace GEA 71.
• Check oil temperature sensor – GEA wiring.

Oil Temperature • Replace oil temperature sensor.
• Replace GEA 71.
• Check Fuel Senders - #1 GIA 63W wiring.

• Check #1 GIA 63W - #1PFD wiring.
• Check MFD - #1 PFD connections.
Fuel Quantity • Replace Fuel Senders left or right
• Replace #1 GIA 63W
• Replace #1 PFD
• For more details see 28-00-00.
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• Check Alt amp sensor - GEA 71 wiring.
• Replace Alt amp sensor.
• Replace GEA 71.
Amp/Volts
• Check main bus - GEA 71 wiring.
• Check emergency bus - GEA 71 wiring.
• Replace GEA 71
Chart 3
TAWS (optional) Troubleshooting
Annunciation Cause Solution

• If message occurred on the first
power up after unlocking TAWS,
cycle power to initialize TAWS.
• Ensure each GDU contains the
correct database data card.
• Ensure the G1000 is configured for
TAWS:
A TAWS system failure has If the system is not configured
occurred. for TAWS, reconfigure per
TAWS Unlock Procedure,
herein.
• Verify GIAs are online.
• Ensure a database or GDU SW
mismatch has not occurred.
If a mismatch has occurred,
load correct database/software
files or replace the terrain card.
TAWS system is currently N/A – Test will be conducted up to two

being tested. minutes.
Enable TAWS system alerting by
TAWS system alerting is
pressing the INHIBIT softkey on the
disabled
MAP – TAWS page.
• Ensure valid GPS position is
received from the AUX – GPS
GPS system integrity not high STATUS page.
enough to enable TAWS • Check GPS antenna & associated
coaxial cabling.
• Troubleshoot GIAs.
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(1) Backup Communications Path Checks.

The G1000 system architecture is designed with redundant communication ports for several
LRUs so that critical information can continue to be displayed in the event of an equipment
or wiring failure. Of most importance is flight attitude, heading, and air data information. The
GRS 77 and GDC 74A each have four separate ARINC 429 data lines which are all capable of
sending data to the displays. The GEA 71, GTX 33, and GMA 1347 each have two redundant
serial communication paths for the same purpose. See “Figure 2” on page 3425012 for a basic
G1000 block diagram depicting this architecture. When troubleshooting, refer to the G1000
Wiring Diagrams listed in Chapter 91.
(2) Failed Path Messages.
The following message indicates there is a data path connected to the GDU (PFD or MFD) or the
GIA 63W (1 or 2) that has failed.
FAILED PATH – A data path has failed.
The FAILED PATH message is triggered by a timeout of any one digital channel. The channels
that are checked are listed on these pages in Configuration Mode:
(a) GDU RS-232 / ARINC 429 CONFIG (PFD and MFD).
(b) GIA RS-232 / ARINC 429 CONFIG (GIA1 and GIA2).
(c) GIA CAN / RS-485 CONFIGURATION (GIA1 and GIA2).
NOTE: Once the FAILED PATH message has been triggered, it will remain on the list
of messages until the next power cycle. This latching was implemented so that
for intermittent failures, the message would remain at the end of the flight (to
alert maintenance crew). Also, this keeps the crew from having to acknowledge
message repeatedly in the case of intermittent failures.
The box next to each channel indicates the current status of the channel per the below:
Red = data path is known to be failed.
Black = data path status is unknown.
Green = data path is known to be good.
See Charts 4 thru Chart 16 for suggested remedies for specific channels / LRUs.
Note: Check the PFD Alert Window for configuration or software error messages regarding
the displays or LRUs. Correct any errors before proceeding.
Chart 4
G1000 - Troubleshooting - Data Path Failures
Failure Message Cause Solution

Determine which data path has failed:
See G1000 Backup Path Check.

A communications data path
FAILED PATH – A data path
status is not being received by the Check wiring continuity for the failed
has failed.
G1000. path.
Swap or replace the affected LRU.
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Chart 5
Failed Path Messages, Config Page (PFD, MFD, And GIA) - Process
SELECT UNITS = PFD / MFD / GIA1 / GIA2 – RS-232 / ARINC-429 / RS-485 Serial Config Pages
Indicator Status
SELECT UNIT/LRU data path is functioning correctly.
GREEN
SELECT UNIT/LRU data path is not functioning correctly.
• Check avionics status page for SELECT UNIT or LRU configuration or software error messages.
Correct any errors before proceeding.
• If applicable, check the SELECT UNIT/LRU interconnect wiring and unit connector pins for faults.
• Replace LRU.
• Reload SELECT UNIT config file.
• If problem remains, replace SELECT UNIT.
RED
• Remove SELECT UNIT and verify power and ground are present at the appropriate connector.
44 If power or ground is not present, troubleshoot aircraft wiring for faults.
44 If power and ground are present, check SELECT UNIT unit and LRU connector for damaged
or pushback pins.
• Swap PFD to confirm if the problem is in the original PFD.
• Replace original PFD if box displays green check after swapping displays.
• Ensure LRU connecter is secure and proper wire harness strain relief is provided.
• Swap LRU #1 and LRU #2 to confirm if the problem is in the original LRU #1.
• Replace original LRU #1 if box displays green check after swapping units.
SELECT UNIT/LRU data path functionally is unknown.
BLACK • Reload SELECT UNIT configuration file.
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Failed Path Messages, Config Page (Pfd And Mfd)
PFD ARINC 429

Channel LRU Indicator Status
PFD/GRS 77 data path is functioning correctly.
GREEN
PFD/GRS 77 data path is not functioning correctly.
• Verify GRS 77 status is “OK” using the System Status
page on the MFD. If it is not, correct condition before
proceeding, referencing GDC troubleshooting sections.
o Swap GRS with a known working GRS unit
to confirm if the problem is in the original GRS.
o Replace original GRS if box turns green after
swapping units.
IN 1 GRS 77 • Load PFD configuration file.
• Swap PFD with MFD to confirm if the problem is
RED in the PFD.
o Replace original PFD if box turns green
after swapping displays.
• Swap GRS with a known working GRS unit to
confirm if the problem is in the original GRS.
o Replace original GRS if box turns green
after swapping units.
Check the PFD/GRS 77 interconnect wiring for faults.
PFD/GRS 77 data path functionally is unknown. Reload
BLACK PFD configuration file.
PFD/GDC 74 data path is functioning correctly.

GREEN
PFD/GDC 74 data path is not functioning correctly.
• Verify GDC 74 status is “OK” using the System Status
IN 2 GDC 74A • Load PFD and GDC 74 configuration files.

RED in the PFD.
• Check the PFD/GDC 74 interconnect wiring for faults.
Replace GDC 74 if problem remains.
PFD/GDC 74 data path functionality is unknown.
BLACK Reload PFD configuration file.
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Failed Path Messages, CONFIG Page (PFD and MFD)
MFD ARINC 429
MFD/GRS 77 data path is functioning correctly.
GREEN
MFD/GRS 77 data path is not functioning correctly.
swapping units.
• Load MFD configuration file.
RED
IN 1 GRS 77 • Swap MFD with PFD to confirm if the problem is
in the MFD .
o Replace original MFD if box turns green
Check the MFD/GRS 77 interconnect wiring for faults.
MFD/GRS 77 data path functionally is unknown. Reload
BLACK MFD configuration file.
MFD/GDC 74A data path is functioning correctly.

GREEN
MFD/GDC 74A data path is not functioning correctly.
• Load MFD and GDC 74 configuration files.
IN 2 GDC 74A • Swap MFD with PFD to confirm if the problem is

RED in the MFD.
• Check the MFD/GDC 74 interconnect wiring for faults.
MFD/GDC 74A data path functionality is unknown.
BLACK Reload MFD configuration file.
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Failed Path Messages, GIA RS-232 / ARINC 429 CONFIG Page (GIA1 And GIA2)
GIA1 RS-232
GIA1/GDC 74A data path is functioning correctly.

GREEN
GIA1/GDC 74A data path is not functioning correctly.
• Verify GDC 74A status is OK on the System Status
page on the MFD. If it has a red “X”, troubleshoot why
the GDC is offline before proceeding.
• Swap GIA1 and GIA2, reconfigure both GIAs to
RED
their new locations to confirm if the problem is in
CHNL 1 GDC 74A the original GIA1.
o Replace original GIA1 if box turns green
• Check the GIA1/GDC 74A interconnect wiring
and connector pins for faults.
Replace GDC 74A if problem remains.
GIA1/GDC 74A data path functionality is

BLACK unknown. Reload GIA1 configuration files.
GIA1/GTX 33 data path is functioning correctly.

GREEN
GIA1/GTX 33 data path is not functioning correctly.

• Load GIA1 and GTX 33 configuration files.
RED
CHNL 5 GTX 33 the original GIA1.
• Check the GIA1/GTX 33 interconnect
wiring for faults.
Replace GTX 33 if problem remains.
GIA1/GTX 33 data path functionality is unknown

BLACK Reload GIA1 configuration files.
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Failed Path Messages, GIA RS-232 / ARINC 429 CONFIG Page (GIA1 and GIA2)
GIA1 RS-232
GIA1/GRS 77 data path is functioning correctly.

GREEN
GIA1/GRS 77 data path is not functioning correctly.
• Verify GRS 77 status is OK on the System Status page
on the MFD. If it has a red “X”, troubleshoot why
the GRS is offline before proceeding.
• Load GIA1 configuration files.
• Swap GIA1 and GIA2, reconfigure both GIAs to their new
CHNL 6 GRS 77 locations to confirm if the problem is in the original GIA1.
RED o Replace original GIA1 if box turns green after
swapping units.
• Swap GRS1 and GRS2 (no reconfiguration required)
to confirm if the problem is in the original GRS1.
o Replace original GRS1 if box turns green after
swapping units.
Check the GIA1/GRS 77 interconnect wiring for faults.
GIA1/GRS 77 data path functionality is unknown.

GIA1/GMA 1347 data path is functioning correctly.

GREEN
GIA1/GMA 1347 data path is not functioning correctly.
• Verify GMA 1347 status is OK on the System Status
the GMA is offline before proceeding.
• Load GIA1 and GMA 1347 configuration files.
CHNL 7 GMA 1347
RED • Swap GIA1 and GIA2, reconfigure both GIAs to their new
locations to confirm if the problem is in the original GIA1.
o Replace original GIA1 if box turns green after
swapping units.
Check the GIA1/GMA 1347 interconnect wiring for faults.
GIA1/GMA 1347 data path functionality is unknown.
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GIA2 RS-232

GREEN
swapping units.

GIA2/GTX 33 data path is functioning correctly.

GREEN
GIA2/GTX 33 data path is not functioning correctly.
• Load GIA2 and GTX 33 configuration files.
the original GIA2.
CHNL 5 GTX 33
RED o Replace original GIA2 if box turns green
• Check the GIA2/GTX 33 interconnect
wiring for faults.
GIA2/GTX 33 data path functionality is unknown

BLACK Reload GIA2 configuration files
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GIA2 RS-232

GREEN
CHNL 7 GMA 1347
swapping units.
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GIA1 ARINC 429
GREEN
page on the MFD. If it has a red “X”, troubleshoot
why GDC is offline before proceeding.
• Swap GIA1 and GIA2, reconfigure both GIAs to their
RED new locations to confirm if the problem is in the
IN 5 GDC 74A original GIA1.
swapping units.
• Check the GIA1/GDC 74A interconnect wiring and
unit connector pins for faults.
• Replace GDC 74A .
GIA1/GDC 74A data path functionality is unknown.

GREEN
• Verify GRS 77 status is OK on the System Status
why GRS is offline before proceeding.
RED
IN 6 GRS 77
the original GIA1.
swapping units.
• Check the GIA1/GRS 77 interconnect wiring and
• Replace GRS 77.
EFD1000 output data path is not monitored.

CHNL 3 EFD1000
A black box is normal.
(output only) BLACK
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GIA2 ARINC 429
GREEN
IN 1 GDC 74A original GIA2.
swapping units.
• Check the GIA2/GDC 74A interconnect wiring and
• Replace GDC 74A .
GIA2/GDC 74A data path functionality is unknown.

GREEN
RED
IN 2 GRS 77
the original GIA2.
swapping units.
• Replace GRS 77.
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Failed Path Messages, GIA RS-485 CONFIG Page (GIA1 And GIA2)
GIA1 RS-485
GIA1/GEA 71 data path is functioning correctly.
GREEN
GIA1/GEA 71 data path is not functioning correctly.
• Verify GEA is powered on using the GEA Status page.
• Load GIA1 and GEA configuration files.
CHNL 1 GEA 71 • Swap GIA1 and GIA2, reconfigure GIAs to their new
RED locations to confirm if the problem is in the original GIA1.
swapping units.
o Replace original GEA if box turns green
Check the GIA1/GEA 71 interconnect wiring for faults.
GIA1/GEA 71 data path functionality is unknown.

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Failed Path Messages, GIA RS-485 CONFIG Page (GIA1 and GIA2)
GIA2 RS-485
GREEN
swapping units.

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F. Recommended Tools
G1000 system.
(1) Calibrated voltmeter capable of measuring 0-32 Volts DC.
(6) Calibrated torque wrench capable of measuring 0 – 70 in/lbs.
(9) Calibrated transponder ramp tester including Mode S capability for Mode S transponder equipped
aircraft.
(16) Calibrated Flight Control Cable Tension Meter or equivalent.
(17) Servo Mount Slip Clutch Adjustment Tool – Garmin P/N T10-00110-01 and a 2 Amp, 24 V, DC
Power Supply.
(18) M22885/108T8234 extraction tool.
(19) An 0.060” 6-Spline wrench.
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G. Inspections
(1) Annual / 100 Hour Inspection
Each 12 months or 100 hours time-in-service, whichever comes first:
(a) Under Post-Installation Procedures, perform the “G1000 Connections Check” on page
342501120.
(b) Under LRU Test Procedures, Initial Display Testing, perform the “GDL 69A Data Link Unit”
on page 34250150
(2) 500 Hour Inspection
Perform the following function tests of the Avionics, PFD, and MFD cooling fans:
(a) Avionics Cooling Fan
1) Turn OFF all electrical components and avionics systems.
2) Pull the INTEG AV1 circuit breaker.
3) Turn the master switch ON.
4) Push IN the INTEG AV1 circuit breaker. Verify airflow from the Avionics Cooling Blower
by motor sound and, if required, by sight (i.e., use a flashlight to observe the fan turning
in the intake opening).
5) After checking blower, turn OFF master switch.
(b) PFD and MFD Cooling Fans
The PFD and MFD cooling fans are wired into the PFD and MFD circuit breakers, respectively.
Accordingly, function test them as follows:
2) Pull the PFD and MFD circuit breakers.
4) Push IN the PFD circuit breaker. Verify operation of the PFD cooling fan by motor
sound. Pull the PFD circuit breaker.
5) Push IN the MFD circuit breaker. Verify operation of the MFD cooling fan by motor
sound. Pull the MFD circuit breaker.
6) After checking cooling fans, turn OFF master switch and push IN PFD and MFD circuit
breakers.
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 104X PFD and MFD
Remove the PFD and 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 Units (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(s) (if installed)
Inspect the GTX 33 unit, rack, and connectors for corrosion or other defects.
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(f) GDL 69/69A - Datalink (if installed)

Inspect the GDL 69/69A unit, rack, and connectors for corrosion or other defects.
(g) Cooling Fans
1) Inspect both PFD and MFD cooling fans for accumulation of dust or other damage.
Remove excess dust as required.
2) Inspect the avionics cooling fan for accumulation of dust or other damage. Remove
excess dust as required.
3) Perform the “500 Hour Inspection” on page 34250232
(h) GRS 77 AHRS
Inspect the GRS 77 unit, rack, and connector for corrosion or other defects.
(i) GMU 44 Magnetometer
Remove the GMU 44 and inspect the mounting hardware and GMU 44 for corrosion or other
damage.
(j) Perform electrical bond tests on all G1000 equipment per 51-80-00.
(k) Perform visual checks on the shield terminations for any degradation.
H. Components
on the ground to conduct tests, inspections, etc. See maintenance
Mode under troubleshooting, above.
(1) General
Maintenance of the G1000 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
numbers.
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 latest configuration shown in the appropriate Required Equipment List (REL),
NOTE: If a faulty LRU is not reporting its software version and part number, check aircraft
configuration.
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(2) GDU 104X PFD and MFD

Caution: The GDU 104X displays 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 104X units, 10.4 inch LCD displays with 1024x768 resolution, are installed
in the instrument panel. One GDU 104X unit is configured as a PFD and one GDU 104X unit
is configured as an MFD. The stand-by instruments are located to the left of the Pilot’s PFD.
A GMA 1347 Audio Panel is located between the Pilot PFD and the MFD.
The GDU 104X units communicate with each other and the GIA 63W units through a high-
speed data bus (HSDB) Ethernet connection.
(b) Troubleshooting
See “Chart 9” on page 34250163 and“Chart 10” on page 34250165.
(c) Removal
1) Using a 3/32nd hex tool, rotate all four ¼-turn fasteners counter-clockwise until they
reach their stops.
3) While supporting the display, disconnect the connector.
GDU 104X PFD and MFD

Figure 11
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(d) Installation
Note: If replacing the PFD with a new, repaired, or exchanged GDU, the new GDU must
be placed in the MFD location to load the GDU system to prevent the deletion of
configuration files residing in the PFD configuration module. It is not necessary to
install a display in the PFD position to load GDU software into a display installed in
the MFD position. After loading GDU software into the display in the MFD position,
turn off the system and move the GDU to the PFD position. Then, continue the
GDU installation by loading the PFD configuration files.
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.
(e) Return to Service
1) Original Displays Reinstalled.
If the removed display(s) are re-installed in their original positions, no software or
configuration loading is required. This does not include units that were returned for
repair as their software and configuration files are deleted during the repair testing
process. Continue to the PFD/MFD Test procedure under LRU Test Procedures.
2) New, Repaired or Exchanged Display(s) Installed.
If a new, repaired or exchanged GDU 104X is installed, the correct software and
configuration files must be loaded to the unit. See Software Files, G1000 Software/
Configuration Procedure, above. If ChartView or TAWS were previously installed, these
must be reactivated. See Chartview and TAWS Unlock Procedure respectively. If any
other options were previously installed, these must also be reactivated per Optional
Equipment Configuration. Then continue to the PFD/MFD Test Procedure under LRU
Test Procedures.
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(a) Description
The Garmin GMA 1347 Audio Panel integrates NAV/COM digital audio, intercom system
and marker beacon controls. The GMA 1347 panel 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 to the audio panel is normally received from the
Essential Bus when the Battery Master switch is turned on or by applying external power.
An Emergency Bus also could supply power when the Emergency Power switch is Armed.
The GMA 1347 unit interfaces with the existing marker beacon antenna as well as existing
mic and phone jacks.
(b) Troubleshooting
(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.
2) Gently insert the GMA 1347 into the rack until the locking tab engages the rack.
3) Begin to turn the hex nut clockwise. This draws the unit into the rack until seated. Do
not overtighten the nut.
GMA 1347 Audio Panel

Figure 12
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1) Original GMA 1347 Reinstalled.
No software/configuration loading or testing is required if the removed GMA 1347 is
reinstalled. This does not include units that were returned for repair as their software
and configuration files are deleted during the repair testing process. Continue to the
Return to Service Procedure, below.
2) New, Repaired or Exchanged GMA 1347 Installed.
If a new, repaired, or exchange GMA 1347 is installed, load the following files after
removing the Supplemental Database cards from the bottom slots of each display.
Identify which card is removed from the MFD so it is reinserted into the MFD when
software and configuration loading is complete. It contains a FliteChart or ChartView
database which is used by only the MFD. Reinstall all the cards after the software and
configuration file loads are complete.
a) GMA Software
b) GMA Configuration
c) GMA Files for optional equipment installed on the aircraft (i.e. ADF, HF radio, etc.).
Then, continue to GMA 1347 Test Procedure under LRU Test Procedures.
(4) GIA 63W Integrated Avionics Unit
(a) Description
Two Garmin GIA 63W Integrated Avionics Units (IAUs) contain the VHF COM/NAV receivers,
WAAS GPS receiver, Flight Director, and system integration microprocessors. The GIAs
also serve as a communication interface to all other G1000 LRUs in the system. Each GIA
63W communicates directly with the on-side GDU 105X display using a HSDB Ethernet
connection. Both GIAs are located directly behind the PFD and MFD, installed into their
respective LRU racks. Power is provided to GIA1 by the Essential Bus or the Emergency
Bus. GIA2 is powered by Avionics Bus.
GIA 63W Integrated Avionics Unit

Figure 13
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1) Both GIA 63s interface to the following equipment:

- VOR/LOC/Glideslope Antenna System
- VHF COM #1 & #2 Antennas
- GA 36 GPS/WAAS Antennas
- GDU 104XA, #1 & #2
- GMA 1347
- GDC 74A
- GRS 77
- GEA 71
- GTX 33
- Fuel Quantity Sensors (left and right)
2) The GIA 63 #1 interfaces to the following additional equipment:
- S-TEC 55X Autopilot (if installed)
- KR 87 ADF (if installed)
- KN 63 DME (if Installed)
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
(c) Removal
1) Remove the PFD / MFD as described above. ( See “(c) Removal” on page 34250134).
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
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 PFD / MFD as described above. (See “(d) Installation” on page 34250135).
1) Original GIA 63W(s) Reinstalled
No software or configuration loading is required if the removed GIA is reinstalled in its
original position (GIA1 and GIA2 in their original racks). This does not include units that
were returned for repair as their software and configuration files are deleted during the
repair testing process.Continue to the Return to Service Procedure.
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2) Original GIA 63W(s) Swapped for Troubleshooting

No software loading is required if the original GIA units are reinstalled in opposite
positions (GIA1 and GIA2 in opposite unit racks). However, configuration loading is
required. See “G1000 Software/Configuration Procedure” on page 342501104, and then
continue to the “GIA 63W Test” on page 342501124 under LRU Test Procedures.
3) New, Repaired or Exchanged GIA 63W(s) Installed
If a new, repaired or exchanged GIA 63 is installed, the correct
software and configuration files must be loaded to the unit. See “G1000
Software/Configuration Procedure” on page 342501104, and then continue to
the “GIA 63W Test” on page 342501124 under LRU Test Procedures.
(5) GEA 71 Engine/Airframe Unit
(a) Description
The Garmin GEA 71 Engine/Airframe Unit provides engine/airframe data to the G1000
system. Data received from transducers/sensors is processed and sent to GIA 63Ws (via
RS-485 digital interface), and subsequently to the GDU 104X MFD. Engine parameters are
normally displayed on the MFD. In the event of a MFD failure, all engine instruments can
be displayed on the PFD. The GEA is located behind the MFD and is mounted in a vertical
orientation. Power is received from the Essential buse or the Emergency bus.
The GEA interfaces to the following:
- Manifold Pressure Sensors (MAP)
- Tachometer Sensors (RPM)
- Exhaust Gas Temperature (EGT) Sensors (four per engine)
- Cylinder Head Temperature (CHT) Sensors (one per engine)
- Oil Pressure Sensors
- Oil Temperature Sensors
- Fuel Flow Sensors (one per engine)
- Fuel Quantity Senders
- Alternator & Battery Current Monitor Shunts
(b) Troubleshooting
(c) Removal
1) Remove the PFD/MFD as described above. ( See “(c) Removal” on page 34250134).
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
any damage.
2) Gently insert the GEA 71 into the rack. The handle should engage the dogleg track.
4) Lock the handle to the GEA 71 body using the Phillips screw.
5) Reinstall the PFD/MFD as described above. (See “(d) Installation” on page 34250135).
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1) Original GEA 71 Reinstalled
No software or configuration loading is required if the removed GEA 71 is reinstalled.
This does not include units that were returned for repair as their software and
configuration files are deleted during the repair testing process. Continue to the Return
to Service Procedure.
2) New, Repaired or Exchanged GEA 71 Installed
If a new, repaired or exchanged GEA 71 is installed, the correct
software and configuration files must be loaded to the unit. See “G1000
Software/Configuration Procedure” on page 342501104, and then continue to
“GEA 71 Test” on page 342501127 under LRU Test Procedures.
GEA 71 Engine/Airframe Unit

Figure 14
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(6) GEA 71 Backshell Thermocouple

(a) Removal
1) Remove GEA 71 as described above.
2) Remove GEA connector backplate.
3) Remove connector J701 (5) from the backplate.
4) Remove cover (6) from the backshell.
5) Unscrew thermocouple from boss on backshell. Extract the thermocouple pins from
the connector.
(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.
2) Insert newly crimped pins and wires into the appropriate connector housing location (4)
as specified in the electrical schematic.
3) Place thermocouple body (1) onto the backshell boss (5). Place the thermocouple as
shown in “Figure 15” 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).
1
2
GEA 71 Backshell Thermocouple

Figure 15
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(7) GTX 33 Mode S Transponder

(a) Description
The Garmin GTX 33 provides Mode A, C, and S altitude and position reporting information
from the G1000 system. The unit is mounted directly behind the MFD on the center avionics
shelf. 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.
(b) Troubleshooting
(c) Removal
1) Remove the MFD as described above. ( See “(c) Removal” on page 34250134).
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
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 handle to lock the unit into the rack.
4) Lock the handle to the GTX 33 body using the Phillips screw.
5) Reinstall the MFD as described above. (See “(d) Installation” on page 34250135).
GTX 33 S Transponder
Figure 16
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1) Original GTX 33 is Reinstalled
No software or configuration loading is required if the removed GTX 33 is reinstalled.
configuration files are deleted during the repair testing process. Continue to
“GTX 33 Test” on page 342501128 under LRU Test Procedures.
2) New, Repaired or Exchanged GTX 33 is Installed
If a new, repaired or exchanged GTX 33 is installed, the correct software and
configuration files must be loaded to the unit. See “G1000 Software/Configuration
Procedure” on page 342501104. Also enter the aircraft registration number in the GTX
Config page after loading software and configuration files. Then, continue to “GTX 33
Test” on page 342501128 under LRU Test Procedures.
(8) GDC 74A Air Data Computer
(a) Description
The Garmin GDC 74A computer compiles information from the pitot/static system and the
GTP 59 outside air temperature (OAT) probe to digital air data computations to the G1000
system. The GDC 74A communicates with the GIA 63W, GDU 104X, and GRS 77 using
ARINC 429 digital interface. The unit is mounted behind the PFD. Power is provided to the
GDC 74A unit from the Essential Bus or the Emergency Bus.
GDC 74A Air Data Compuier

Figure 17
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(b) Troubleshooting
(c) Removal
1) Remove the PFD as described above. ( See “(c) Removal” on page 34250134).
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.
(d) Installation
2) Position the locking clamp and fasten using the thumbscrews.
4) Inspect the connector and pins for damage. Repair any damage. Connect the connector
to the unit.
5) Reinstall the PFD as described above. (See “(d) Installation” on page 34250135).
1) Original GDC 74A is Reinstalled
No software or configuration loading is required if the removed GDC 74A is reinstalled.
configuration files are deleted during the repair testing process. Continue to “GDC 74A
Tests” on page 342501128 under LRU Test Procedures.
2) New, Repaired or Exchanged GDC 74A is Installed
If a new, repaired or exchanged GDC 74A is installed, the correct software and
configuration files must be loaded to the unit. See G1000 Software/Configuration
Procedure, and then continue to “GDC 74A Tests” on page 342501128 under LRU Test
Procedures.
3) New GDC 74A Configuration Module is Installed
The correct configuration files must be loaded if the GDC 74A configuration module
has been replaced. See G1000 Software/Configuration Procedure, then continue to
“GDC 74A Tests” on page 342501128 under LRU Test Procedures.
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(a) Description
The Garmin GTP 59 OAT Probe provides the GDC 74A with air temperature data. The OAT
probe is mounted on an access cover in the underside of the left wing.
(b) Troubleshooting
(c) Removal
1) Remove the access cover.
2) Disconnect the connector.
3) Use an open-end wrench to hold the probe in place on the inside of the access cover.
On the outside of the access cover, loosen the GTP 59 nut and remove the GTP 59,
nut and washer.
(d) Installation
1) Place the GTP-59 grounding strap O-ring connector over the OAT probe end and insert
the probe through the access cover from the inside side. Secure with nut and washer
GTP-59 on the inside and torque the nut on the outside to 100 ± 20 in. lbs.
3) Reinstall the access cover.
4) Verify ambient temperature OAT display on each PFD.
107731 REV D
SHIELD ASSY
HARNESS ASSY
(OAT PROBE)
OAT PROBE
COVER ASSY
COVER ASSY UP
UP
OUTSIDE
SURFACE NUT OUTSIDE SURFACE WASHER
OAT SENSOR NUT
OAT SENSOR
VIEW LOOKING FWD VIEW LOOKING FWD
COVER ASSY - OAT PROBE COMPLETE COVER ASSY - OAT PROBE COMPLETE
WITH GFC 700 STANDARD
GTP 59 OAT Probe

Figure 18
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(10) GRS 77 Attitude and Heading Reference System (AHRS)

(a) Description
The Garmin GRS 77 AHRS unit provides attitude and heading information to the G1000
system. The unit, mounted behind the aft passenger seats, contain advanced tilt sensors,
accelerometers, and rate sensors. The unit interfaces with the GDC 74A and GMU44
Magnetometer and utilizes GPS signals from the GIA 63Ws. Actual attitude and heading
information is sent using ARINC 429 digital interface to both GDU 104Xs and GIA 63Ws.
Power is provided to the GRS 77 unit from the Essential Bus or the Emergency 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 GIAs.
The GRS 77 utilizes an Earth magnetic field model which is updated once every five
years. The update is expected to be available from Garmin in 2020 and every five
years thereafter, as long as the GRS 77 remains a Garmin-supported product. The
G1000 system alerts the operator that the magnetic field database is out of date
by issuing the message “AHRS SERVICE – AHRS Magnetic-field model needs
update”. Garmin will distribute update instructions when updates are available.
(b) Troubleshooting
(c) Removal
1) Remove aft passenger seats (See 25-10-00).
2) Remove two end screws, four base screws and AHRS cover. (GFC 700 only).
3) Disconnect the GRS 77 AHRS connector.
5) Gently lift the GRS 77 from the mounting plate. (If the mounting plate is removed, the
GRS 77 must be re-calibrated. See Return to Service, below.
GRS 77 Attitude and Heading Reference System

Figure 19
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(d) Installation
2) Verify GRS 77 bracket assembly is level within 3.0 degrees.
3) Place the GRS 77 on the mounting plate, ensuring the general orientation is correct.
4) Align forward direction of the GRS 77 in heading to within 1.0 degree of the aircraft
heading.
5) Fasten the unit to the plate using the Phillips thumbscrews. Recommended torque is
22-25 inch pounds.
any damage. Connect the connector to the GRS 77, ensuring that each slidelock is
secured on both sides.
7) See Return to Service below.
8) Reinstall AHRS cover, four base screws and two end screws. (GFC 700 only).
9) Reinstall aft passenger seats (See 25-10-00).
1) Original GRS 77 is Reinstalled
If the original GRS 77 was reinstalled, then no software loading is required. This does
not include a unit that were returned for repair as their software is deleted during the
repair testing process.
a) If the GRS rack was not removed or loosened, continue to the GRS/GMU Test
Procedure under LRU Test Procedures.
b) If the GRS rack was removed or loosened, continue to GRS/GMU Calibration
Procedures under LRU Test Procedures. .
2) New, Repaired or Exchanged GRS 77 is Installed
If a new, repaired or exchanged GRS 77 is installed, then software must be loaded and
the unit must be calibrated. See G1000 Software/Configuration Procedure for software
loading. Then, proceed as follows:
a) If the GRS rack was not removed or loosened, continue to the GRS/GMU Test
b) If the GRS rack was removed or loosened, continue to the GRS/GMU Calibration
Procedures under LRU Test Procedures.
3) New GRS 77 Configuration Module is Installed
If the GRS 77 configuration module was replaced, no software loading is required.
Continue to the GRS/GMU Calibration Procedures under LRU Test Procedures.
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(a) Description
AHRS. This LRU is powered via the GRS 77. It communicates with the GRS 77 using a RS-
485 digital interface. The GMU 44 bracket is mounted on a wing access cover assembly at
the bottom of the left wing between W.S. 131.60 and W.S. 148.60.
(b) Troubleshooting
(c) Removal
1) Remove the eight non-ferrous screws securing the magnetometer cover assembly to
the underside of the left wing.
2) Disconnect the wiring harness connection. On GFC 700 installations also remove the
grounding connection ( “Figure 21” on page 34250149) and remove the magnetometer
and cover assembly.
3) Remove the three non-ferrous screws securing the magnetometer to its mounting
bracket. Remove the magnetometer.
(d) Installation
caution: THE magnetometerS ARE SECURED TO THE MOUNTING BRACKET
WITH BRASS SCREWS. ENSURE ONLY BRASS SCREWS ARE USED
WHEN REINSTALLING.
any damage.
2) Place the GMU 44 into its mounting bracket, make sure the arrow on the GMU 44
aligns with the arrow on the mounting bracket, apply Loctite 242 or equivalent and
secure three non-ferrous screws.
3) Reconnect the GMU 44 pigtail to the wing wiring harness (On GFC 700 installations
also reconnect the grounding connection (“Figure 21” on page 34250149).
4) Reinstall the magnetometer cover assembly, make sure the arrow on the GMU44 is
pointing forward, and secure the assembly with eight (8) non-ferrous screws.
NOTE: Ensure correct hardware is used when reinstalling magnetometer cover
assembly.
GMU 44 Magnetometer
Figure 20
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DIRECTION ARROW COVER ASSY MAGNETOMETER COVER ASSY

SHIELD ASSY DIRECTION ARROW
MAGNETOMETER
STUD MAGNETOMETER
WASHERS FORWARD
FWD
(NAS1149FN832P) STUD FORWARD
(MS35335-31) TOP
FWD
INBD
MS21044N08 NUT TOP
GMU 44 INBD
TOP SCREW GMU 44
MAGNETOMETER
SLEEVING (3 PLACES) MAGNETOMETER SCREW
(3 PLACES)
NYLON-SPIRAL , A/R
LOOKING DOWN LOOKING DOWN
COVER ASSY MAGNETOMETER COMPLETE COVER ASSY - MAGNETOMETER COMPLETE
(J441) (J441)
GMU 44 DIRECTION GMU 44

DIRECTION MAGNETOMETER ARROW MAGNETOMETER
ARROW
TUBE
ISO VIEW ISO VIEW

GMU 44 Magnetometer
Figure 21

1) Original GMU 44 is Reinstalled
If the original GMU 44 was reinstalled, then no software loading is required. This does
not include units that were returned for repair as their software and configuration
files are deleted during the repair testing process. Continue to the GRS/GMU Test
2) New Repaired or Exchange GMU 44 is Installed
If the repaired or exchange GMU 44 was replaced with a new unit then software
must be loaded. See G1000 “Software Files” on page 342501101. Then continue to the
“GRS/GMU Calibration Procedures” on page 342501130.
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(12) GDL 69A Data Link Unit

(a) Description
The GDL 69A provides XM Radio weather and music entertainment through means of
a dedicated satellite data link. The GDL 69A is mounted in a mount rack on the upper
right side of the fuselage aft of the cabin hatshelf and just aft of F.S. 176.96. Power to the
GDL 69A is received from the Avionics Bus. The GDL 69A sends weather data via HSDB
connection to the MFD, where the data link interface is controlled. It is linked directly to the
GMA 1347 Audio Panel for distribution of the audio signal.
(b) Troubleshooting
(c) Removal
1) Remove the aft cabin hatshelf assembly.
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
any damage.
2) Gently insert the GDL 69A into the rack. The handle should engage the dogleg track.
4) Lock the handle to the GDL 69A body using the Phillips screw.
5) Reinstall the aft cabin hatshelf assembly.
1) Original GDL 69A is Reinstalled
No software or configuration loading is required if the removed GDL 69A is reinstalled.
configuration files are deleted during the repair testing process. Continue to the
“GDL 69A Test.” on page 342501138.
2) New, Repaired or Exchanged GDL 69A is Installed
If a new, repaired or exchanged GDL 69A is installed, the correct software and
configuration files must be loaded to the unit, then the XM Satellite Radio subscription
must be reactivated. Then, continue to the “GDL 69A Test.” on page 342501138.
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GDL 69A Data Link Unit

Figure 22
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F.S. 107738 REV 2

108.168
F.S.
102.83 SEE DETAIL G
F.S. GRT-10 & GDL-69A OR GDL-69eA
156.00
F.S.
ANTENNA 176.96 KN 63 DME
GTS 800
E E
GRS 77 AHRS F.S.

247.13
F.S. F.S.
106.68 128.74
PLAN VIEW
MS24693-S26 SCREW CABLE ASSY-XM

4 PLACES
F.S. CABLE ASSY - XM
102.83 REMOTE MOUNT
DOUBLER RACK
H
R.B.L.
4.70
CONNECTOR
TO ANTENNA PORT P691
AT GDL-69A
FWD GPS
ANTENNA P101
HARNESS ASSY
H
GRT 10
XM TRANSCEIVER MS35206-228 SCREW

XM REMOTE CONTROL 4 PLACES
VIEW E (GRT 10)
XM ANTENNA DETAIL DETAIL G
LOOKING UP RHS LOOKING OUTBD
BACK PLATE ASSY GDL 69A DATALINK

RECEIVER
VIEW H-H
GDL 69A
LOOKING FWD
GDL 69A Data Link Unit / GRT 10 Installation

Figure 23
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See “Figure 23” on page 34250152 Detail G and “Figure 24”.
(a) Description
1) The GRT 10 Wireless Transceiver mounted in a mount rack on the upper right side of
the fuselage aft of the cabin hatshelf (just aft of F.S. 176.96) and connected to the GDL
69A serial port, and
2) The GRC 10 Wireless Remote with an LCD display.
(b) Removal
(c) Installation
GRT 10
Figure 24
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(14) GTS 800 Traffic Advisory System (TAS)

See “Figure 23” on page 34250152 and “Figure 25”.
(a) Description
The optional GTS 800 TAS provides real-time traffic information to the PFD (and, indirectly,
to the MFD). The Garmin GTS 800 TAS connects with the #1 GDU 104X and communicates
with the MFD through an HSDB connection. Power is received from the Avionics Bus.
(b) Troubleshooting
(c) Removal
1) Remove the aft cabin hatshelf assembly to gain access to the aft avionics shelf.
2) Disconnect the GTS 800 TAS connectors.
3) Loosen the GTS-800 TAS unit by unscrewing the knurled retainer.
4) Move the retainer arms downward. Gently remove the GTS 800 TAS from its rack.
(d) Installation
1) Insert the GTS-800 TAS into the rack and lift each retainer arm to engage lip.
2) Gently screw retainer to secure the GTS 800 TAS unit into place.
3) Visually inspect the connectors and pins for damage. Repair any damage. Connect the
connectors to the unit.
4) Reinstall the aft cabin hat shelf assembly.
107737 1
DETAIL A
DETAIL A
LOOKING AFT
GTS 800 TAS

Figure 25
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The configuration module is located in the backshell of the connector it is terminated to.
(a) Removal
(b) Installation
(c) Return to Servcie
1) If a GRS 77 AHRS Configuration Module is replaced:
All three GRS 77/GMU 44 calibration procedures must be performed. Proceed to Post-
Installation Setup later in this chapter.
2) If a GDC 74A Configuration Module is replaced:
Configuration settings must be reloaded to the GDC 74A. Proceed to Post-Installation
Setup later in this chapter.
3) If the GEA 71 Configuration Module is replaced:
Perform the GEA 71 Test described later in this chapter.
7
8
1
1. PCB Board
2. Spacer
3. Harness 3
4. Pins 4
5. Connector
6. Backshell
7. Cover
8. Screw (2)
6
5
Figure 26
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4) If the Master Configuration Module is replaced:

a) Start the G1000 system in configuration mode.
b) Go to the Configuration Upload Page on the PFD.
c) Press the UPDT CFG softkey.
5) 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 later in this chapter.
reference to shielding and/or transducers.
(17) Backshell Connectors
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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
6. BRAID, FLAT 16. LID
7. FLOATING SHIELD TERMINATION (METHOD OPTIONAL) 17. SCREW
8. PINS

Figure 27
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COM ANTENNA CONNECTOR

COM BOARD CONNECTOR (P601) COOLING PORT
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
16 17 18 19 20 21 2223 24 25 26 2728 2930
31 32 3334 35 3637 3839 40 41 42 43 44
MAIN DISCRETE CONNECTOR (P604)
MAIN SERIAL CONNECTOR (P603)
GPS ANTENNA CONNECTOR
I/O CONNECTOR #2 (P606) I/O CONNECTOR #1 (P605)
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
G/S ANTENNA CONNECTOR

VOR/ILS CONNECTOR (P602)
NAV ANTENNA CONNECTOR
GIA 63W
Viewed with the LRU removed.
Backshell Connectors
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P712 P711
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
GEA 71
P3471 P3472
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
GMA 1347
COOLING PORT 1P3301
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
22 23 24 25 26 2728 29 30 31 32 33 34 35 36 37 38 39 40 41 42
43 44 45 46 47 48 49 50 51 52 53 54 55 5657 58 59 60 61 62
TOP ANTENNA CONNECTOR BOTTOM ANTENNA CONNECTOR
GTX 33
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1P10001, 2P10001
GDU 1040
1P771, 2P771
GRS 77
1P741, 2P741
GDC 74A
P691
GDL 69A
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60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
P8001, P8002
GTS 8XX
1 2 3 4 5
6 7 8 9
P771
GRT 10
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G1000 - Troubleshooting - GDU 104X
GDU 104X Troubleshooting / Common Problems

Symptom Recommended Action
• Ensure that a cell phone or a device using cell phone technology is not
turned on (even in a monitoring state) in the cabin.
• Cycle power.
Display is blank
If GDU recovers, observe display for yellow text containing error
information at the top of the screen. If message indicates software
needs to be re-loaded, then re-load software. Otherwise,
replace the GDU.
• Use a bright light to verify LCD is active.
Adjust avionics dimmer control full clockwise.
Manually turn up backlight on the PFD and load configuration files
Display resets to the GDU.
• Ensure slide lock is fully engaged with the locking tabs on the back of
the unit.
If slide lock is not fully engaged, remove connector and verify the
locking tabs on the GDU are perpendicular to the connector. If
necessary, straighten them before reseating connector.
• Ensure GDU is receiving power. If a circuit breaker is tripped,
determine source of short before resetting breaker.
• Ensure circuit breakers have not failed and power wire connections are
Display flickers
secure.
• Swap PFD and MFD.
If problem follows unit, replace the display. (Note the position
it failed in.)
If problem does not follow unit, troubleshoot aircraft wiring for fault.
• DO NOT insert a screwdriver of any length into the card slot.
• DO NOT pry against the overlay.
• DO NOT force the SD Card out.
• Use a small screwdriver in the groove on the side of the exposed end of
the card to help pull out the card.
• Push the card in further to release the card locking mechanism.
SD card is stuck in GDU
• Check SD Card for having more than one label. Two or more labels on
the card will cause sticking.
Remove all but one label.
• Ensure the SD card is from Toshiba or SanDisk. Use of other SD
Cards is not recommended.
• If card was inserted with the label facing to the right, do not attempt to
remove. Return the unit to Garmin for repair.
• Go to the GDU TEST page in configuration mode and verify button,
knob, or joystick operates correctly by observing a change in color
from red to green in the button/knob/joystick icon when the button/knob/
A button/knob/joystick does not joystick is pressed. If a button is stuck, the button icon will be green
appear to function without pressing the button as soon as you turn to the GDU TEST page.
If problem is verified, replace GDU.
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GDU 104X Troubleshooting / Common Problems (cont.)

• Ensure supplemental data cards are inserted correctly in the lower slots
of all three GDU’s.
Terrain/Obstacle/Safetaxi does • Allow the system to verify the data on the cards for approximately five
not display minutes after power-up.
• If a database does not activate, reload the problem database onto the
SD Card or replace the card.
• Reload GDU configuration files.

Display will not track dimmer bus
• Swap PFD and MFD to see if problem remains with display.
Replace display if condition remains with the same display.
Keyboard will not track dimmer If condition remains in original position after swapping displays,
bus check GDU dimmer input to verify voltage is present.

Display will not track photocell
Replace display if condition remains with the same unit.
If condition remains in original position after swapping displays,
check GDU dimmer input to verify voltage is present.
• Go to the GDU TEST page in configuration mode.
Keyboard will not track photocell Cover and uncover photocells and verify that PHOTOCELL A or
PHOTOCELL B value changes.
If values do not change, replace the display.
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G1000 - Message Advisories - GDU 104X
GDU 104X Messages / Software / Configuration Messages

The system has found the PFD
SW MISMATCH – GDU software
and/or MFD software versions do
version mismatch. Xtalk is off.
not match.
MANIFEST – PFD software The system has detected an

mismatch. Communication incorrect software version loaded • Load correct software version.
Halted. in the specified PFD. See Software Loading procedure.
MANIFEST – MFD software The system has detected an

mismatch. Communication incorrect software version loaded
Halted. in MFD.
• Check master configuration
module connector and wiring
for damage inside the GDU
connector backshell.
Replace master
configuration module
wiring and pins.
If problem persists, replace
master configuration
CNFG MODULE – PFD module.
The PFD master configuration
configuration module is
module has failed. NOTE
inoperative.
New Terrain/Obstacle cards, Jeppesen
Aviation Database and other optional
features (i.e. TAWS unlock card) will
need to be replaced if the master
configuration module is changed. The
G1000 System ID number will change
to a new number when installing a new
master config module. The old Terrain
and other cards will no longer work as
they will remain locked to the old
System ID number.
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g1000 - message advisories - GDU 104X
GDU 104X Messages / Software / Configuration Messages (cont.)

• Reload the display configuration
files from SD Loader Card.
• Reload system configuration files
by pressing the UPDT CFG
MFD CONFIG – MFD softkey on the Configuration
configuration error. Upload Page in the PFD System
Config service required. Page Group to load configuration
files into the configuration module.
If message persists, check
PFD1 config module wiring for
faults and replace if necessary.
A configuration mismatch If issue continues, replace

PFD1 master configuration
has occurred between
module.
the display and the Master
Configuration Module. If problem persists, replace the
display.
NOTE
PFD CONFIG – PFD Aviation Database and other optional
configuration error. features (i.e. TAWS unlock card) will
Config service required. need to be replaced if the master
System ID number.
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Database Message Advisories

MFD DB ERR – MFD aviation
database error exists. • Reload aviation database into
The MFD or PFD has the display.
encountered an error in the
PFD DB ERR – PFD aviation Jeppesen aviation database. • Contact Garmin Technical
database error exists. Support for assistance.
MFD DB ERR – MFD terrain The MFD has encountered • Confirm supplemental data card is
database error exists. an error in the terrain database. inserted fully.
• Reload the database or replace the
PFD DB ERR – PFD terrain The specified PFD has supplemental datacard.
database error exists. encountered an error in the
• Contact Garmin product Support
terrain database.
for further assistance if needed.
MFD DB ERR – MFD obstacle The MFD has encountered an • Confirm supplemental data card is
database error exists. error in the obstacle database. inserted fully.
supplemental datacard.
The specified PFD has
PFD DB ERR – PFD obstacle • Contact Garmin product Support
database error exists. for further assistance if needed.
obstacle database.
MFD DB ERR – MFD airport The MFD has encountered • Confirm supplemental data card is
terrain database error exists. an error in the airport terrain inserted fully.
database.
The PFD has encountered
PFD DB ERR – PFD airport • Contact Garmin product Support
an error in the airport terrain
terrain database error exists. for further assistance if needed.
database.
The system has found the

DB MISMATCH – Aviation
Jeppesen aviation database • Load current aviation database
database version mismatch.
cycles in the PFD and/or MFD versions to all displays.
Xtalk is off.
do not match.

Jeppesen aviation database types
in the PFD and/or MFD do not • Load same type aviation database
database type mismatch. match (i.e., different regions: to all displays.
Xtalk is off. Americas, International,
Atlantic, etc.)
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Database Message Advisories (cont.)

DB MISMATCH – Airport Terrain The PFD and/or MFD have
database version mismatch. different Airport Terrain database
Xtalk is off. versions installed.
The PFD and/or MFD have

DB MISMATCH – Terrain
different terrain database versions • Confirm supplemental data card
installed. is inserted fully.
The PFD and/or MFD have • Reload the database or replace
DB MISMATCH – Obstacle
database version mismatch. different obstacle database the supplemental datacard.
versions installed.

DB MISMATCH – Terrain different terrain database types
database type mismatch. installed (i.e., different regions:
Americas, International,
Atlantic, etc).
Cooling Message Advisories

• Check cooling fan and wiring
for proper operation (if applicable).
Replace the cooling fan if unable
MFD COOLING – has poor MFD has exceeded its operating to determine if it is correctly
cooling. Reducing power usage. temperature range. operating.
the MFD.
• If problem continues contact Garmin
Aviation Product Support.
• Check cooling fan and wiring for
proper operation (if applicable).
PFD COOLING – has poor PFD has exceeded its operating to determine if it is correctly
the PFD.
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Key Message Advisories

• Go to the GDU TEST page in
configuration mode and verify if
The SYSTEM has determined a key is stuck (if key is stuck its
MFD “key” KEYSTK – key is stuck.
key is stuck on MFD.
indicator will be green).
• Exercise suspected stuck key
and reset GDU TEST page to
see if indicator remains green
The system has determined a key without pressing the key.
PFD “key” KEYSTK – key is stuck.
is stuck on the PFD. If problem persists replace
the display.
Miscellaneous Message Advisories

• Ensure a database error has not
occurred (identified in the ALERTS
window on the PFD).
If a database error has occurred,
A communication error has correct error before proceeding.
XTALK ERROR – A flight display
occurred between the MFD • Check display Ethernet
cross talk error has occurred.
and/or PFD. interconnect wiring.
• Replace PFD with a known good
unit, to verify location of problem:
If problem persists, reinstall
PFD and replace MFD.
• If the CLR key was held during

a power cycle, disregard message.
DATA LOST – Pilot stored data
Pilot stored data has been lost. • Cycle power to PFD:
lost. Recheck settings.
Ensure CLR key is not stuck
on the GDU TEST page.
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• Ensure the MFD connector is
fully seated and locked.
• If the unit was started in a very dark
environment the photocells may not
have enough light to initially raise the
CCFT level. Go to GDU STATUS page
in configuration mode, ensure CCFT
CRNT 1 & 2 levels are above 50.
MFD SERVICE – needs service. The G1000 has determined
Return unit for repair. MFD needs service. If the CCFT levels are not
above 50, apply light to the
photocell and observe if the
CCFT level rises.
If the CCFT level rises, disregard
the message.
If the CCFT level does not rise,
replace the MFD
• Replace the MFD
• Ensure the PFD connector is
• If the unit was started in a very
dark environment the photocells
may not have enough light to
initially raise the CCFT level.
Go to the GDU STATUS page
in configuration mode, ensure
CCFT CRNT 1 & 2 levels are
PFD SERVICE – needs service. The G1000 has determined the
Return unit for repair. above 50.
specified PFD needs service.
If the CCFT levels are not
CCFT level rises.
If the CCFT level rises,
disregard the message.
If the CCFT level does not
rise, replace the PFD
• Replace the PFD.
PFD VOLTAGE – PFD has • Check input voltage to PFD.

The specified PFD supply
low voltage. Reducing power • If input voltage is ok, replace
voltage is low.
usage. PFD.
MFD VOLTAGE – MDF has • Check input voltage to MFD.

low voltage. Reducing power The MFD supply voltage is low.
• If input voltage is ok, replace MFD.
usage.
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Chart 11
G1000 - Troubleshooting - GMA 1347
Symptom/Failure Recommended Action

Message
Noise in Audio Most often the cause of the noise is external to the GMA. Try the following to locate the
source of the noise before replacing the GMA:
• Try a different pair of headsets. Noise cancelling headsets may pick up and/or
generate more noise than standard headsets from their own circuitry.
• Check for noise with the engine turned off.
If the noise is present only when the engine is running, check the generator
and/or ignition system as possible sources of noise (see applicable airframe
specific maintenance manual).
• Check for noise as all electrical equipment is turned on and off (strobes, other
radios, etc.).
If the noise is identified from one electrical system or component refer to the
applicable airframe specific maintenance manual.
• Ensure the NAV/COM squelch is not open.
• Ensure the ADF and DME audio is not active.
• Ensure the marker beacon audio is not active.
• Ensure the ICS squelch is not open.
Master squelch level can be adjusted on the GMA CONFIGURATION page for
higher noise environments.
• Replace unit only after all possible external sources of noise are eliminated.
Buttons Do Not Work. • Some buttons are disabled in the GMA CONFIGURATION page by default. This is
to remove potential sources of audio noise for inputs that are not used. If in doubt
as to which buttons should be disabled, reload GMA config files and other config
files for optional equipment installed in the aircraft (i.e. ADF, HF, etc.) from the
loader card.
COM Bleedover • Verify on the GMA CONFIGURATION page that “Disable Split COM” has a green
box. Due to the closeness of the COM antennas and high power of the COM
transceivers, Split COM operation is not approved. If the box is black (indicating
COM ½ button is active), highlight “Disable Split COM” with the cursor and press the
ENT key to turn the box green which will deactivate Split COM mode.
Speaker Cuts Out • Reduce volume level of the item that caused the speaker to cut out when turned up.
A speaker protection circuit disables the speaker output if the volume is too high. If
the volume is not sufficient, replace aircraft cabin speaker, reference the Airframe
Maintenance Manual.
Mic Audio Heard in • Reduce ICS Volume.
Speaker
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Chart 12
G1000 - Message Advisories - GMA 1347
GMA Common Problems / Message Advisories
GMA SERVICE – GMA needs The system has determined that
service. Return unit for repair. the GMA 1347 needs service. • Replace GMA.
• Ensure GMA is receiving power.

• Ensure both GIAs are
receiving power.
The system has detected a failure • Ensure all GDUs are receiving power.
GMA FAIL – GMA is inoperative.
in the GMA 1347. • Ensure the GMA/GIA RS-232
data lines are working properly.
• Ensure the GIA/GDU Ethernet
• Replace GMA.
MANIFEST – GMA software The system has detected an Load the correct unit software. See
mismatch. Communication incorrect software version Software/Configuration (above)
halted. loaded in the GMA 1347. for the Software Loading procedure.
• Load GMA configuration files. See

Software/Configuration (above).
Replace GMA.
master configuration module,
check config module wiring for
GMA CONFIG – GMA The system has detected a
NOTE
configuration error. Config service GMA 1347 configuration
req’d. mismatch for the unit. New Terrain/Obstacle cards, Jeppesen
System ID number.
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G1000 - Troubleshooting - GIA 63W
GIA 63W Troubleshooting COM

• Switch GIA1 and GIA2, to verify location of problem:
Weak COM transmit power If problem follows unit, replace GIA.
If problem does not follow unit, check COM antenna and cabling for
faults.
Weak COM receiver If problem follows unit, replace GIA.
faults.
If problem follows unit, replace GIA.
No COM sidetone
If problem persists, replace GMA1 with a known good unit.
GIA 63W Troubleshooting NAV

• Set up a NAV/COM Ramp Test Set to radiate a test signal.
Weak NAV receiver If problem follows unit, replace GIA.
If problem does not follow unit, check NAV antenna, coupler, and
cabling for faults.
GIA 63W Troubleshooting G/S

Weak G/S receiver If problem follows unit, replace GIA.
cabling for faults.
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GIA 63W Troubleshooting GPS

• Ensure that a cell phone or a device using cell phone technology is
not turned on (even in a monitoring state) in the cabin.
• Using the MFD AUX – GPS Status page, verify the signal strength
bars are not erratic. If so, this indicates outside interference is
affecting the GPS receivers. Find and remove the source of
interference (i.e. cell phones, FBO datalink antennas, etc.).
• Check date and time on Date/Time Setup Page.
If date and time are incorrect, enter the correct date and time.
If problem follows unit, clear the GPS almanac by performing
the following steps –
o Using the PFD in config mode, go to the GIA
RS-232/ARINC 429 Config Page.
Will Not Acquire Satellites o At the top of the screen, select the GIA that can not acquire
satellites (GIA1 or GIA2) and press the ENT key.
o Press the “CLR NV” softkey at the bottom of the screen.
o Select “OK” in the “Clear GIA nonvolatile memory?” pop-up
window.
o Next reload GIA Audio and Config files from a loader card,
see G1000 Software/Configuration Procedure, for
instructions. Be sure to reload the config files for any
optional equipment installed on the aircraft that require the
GIA config to be updated.
• Cycle power on the system and allow it to restart in normal mode.
Place the aircraft outside and allow 15-30 minutes for the GPS to
acquire a position and download a new almanac.
If clearing nonvolatile memory is unsuccessful and the GPS
still can not acquire a position, replace the GIA.
If problem does not follow unit, check GPS antenna and cabling.
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G1000 - Message Advisories - GIA 63W
GIA 63W Message Advisories COM Messages

COM1 SERVICE – COM1 needs The system has determined • Replace GIA1 according to
service. Return unit for repair. COM1 needs service. instructions in Removal/Installation.
• Press the push-to-talk switch(s) again
to cycle its operation.
• Check push-to-talk switch(s) and
wiring.
• Check GIA1/GMA
interconnect.
The COM1 external push-to-talk • Switch GIA1 and GIA2, to identify
COM1 PTT – COM1 push-to-talk
(PTT) switch is stuck in the whether the unit or connectors/wiring
key is stuck.
enabled (or “pressed”) state. is at fault (Both GIAs must be
configured when swapped; see
Software/Configuration above):
If problem follows the unit,
replace GIA1.
If problem persists replace
defective GMA.
wiring.
• Check GIA2/GMA
interconnect.
key is stuck.
configured when swapped, see
replace GIA2.
defective GMA.
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Press the COM1 external remote transfer
switch again to cycle its operation.
Check COM1 external remote transfer
switch and wiring.
Switch GIA1 and GIA2, to identify
The COM1 external remote whether the unit or connectors/wiring is
COM1 RMT XFR – COM1 remote
transfer switch is stuck in the at fault (Both GIAs must be configured
transfer key is stuck.
enabled (or “pressed”) state. when swapped, see Software/
Configuration above):
replace GIA1.
If problem persists, continue to
troubleshoot remote transfer
switch & wiring.
switch and wiring.
replace GIA2.
switch & wiring.
COM1 TEMP – COM1 over temp. • Check fan, wiring and air tubing for
Reducing transmitter power. proper operation (if applicable).
The specified COM transceiver • Replace cooling fan if unable to
is reporting a high temperature determine if operating correctly.
condition and is reducing
transmit power to prevent • Replace GIA.
COM2 TEMP – COM2 over temp.
Reducing transmitter power. damage. • If problem persists contact Garmin
Aviation Product Support for
assistance.
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GIA Message Advisories NAV Messages

NAV1 SERVICE – NAV1 needs The system has detected a failure
• Replace GIA1.
service. Return unit for repair. in NAV1 receiver.
• Replace GIA2.
Press the NAV1 external remote
transfer switch again to cycle its
operation.
Check NAV1 remote transfer switch and
wiring.
The NAV1 external remote
NAV1 RMT XFR – NAV1 remote whether the unit or connectors/wiring is
transfer switch is stuck in the
transfer key is stuck. at fault (Both GIAs must be configured
enabled (or “pressed”) state.
when swapped, see Software/
If problem follows unit, replace
GIA1.
switch & wiring.

operation.
wiring.
GIA1.
switch & wiring.
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GIA Message Advisories Glideslope Messages

G/S1 SERVICE – G/S1 needs The system has detected a failure
• Replace GIA1.
service. Return unit for repair. in G/S1 receiver.
• Replace GIA2.
• Switch GIA1 and GIA2 to verify
location of problem:
The system has detected a failure If problem follows the unit,
G/S1 FAIL – G/S1 is inoperative. replace GIA.
in G/S1 receiver.
If problem does not follow unit,
check G/S1 antenna and
cabling.
in G/S2 receiver.
If problem does not follow unit,.
cabling.
GIA Message Advisories GPS Messages

MANIFEST – GPS1 software The system has detected an
halted. in GIA1. • Load the correct GPS software. See
MANIFEST – GPS2 software The system has detected an for the Software Loading procedure.
halted. in GIA2.
GPS1 SERVICE – GPS1 needs The system has detected a failure
service. Return unit for repair. in GPS1 receiver.
• Replace GIA.
The system has detected a failure • Switch GIA1 and GIA2, to verify
GPS1 FAIL – GPS1 is inoperative.
in GPS1 receiver. location of problem:
replace GIA.
The system has detected a failure
GPS2 FAIL – GPS2 is inoperative. If problem does not follow the
in GPS2 receiver.
unit, check GPS antenna and
cabling.
NOTE
Before troubleshooting, ensure that no cell phones or devices using cell phone technology
are turned on, even in a monitoring state, in the cabin.
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GIA Message Advisories GPS Messages (cont.)

If the primary receiver is a WAAS • Verify the area the aircraft was
LOI – GPS integrity lost.
sensor, the alert indicates that traveling through did not have loss
Crosscheck with other NAVS.
GPS position data has timed out. of GPS coverage. FAA NOTAMs
There is no GPS position fix may be issued for periods of
GPS NAV LOST – Loss of GPS outages, or the US Coast Guard
available or the system is in dead
navigation. Insufficient satellites. website:
reckoning mode.
http://www.navcen.uscg.gov
The G1000 has detected an to check DGPS Advisories that are
GPS NAV LOST – Loss of GPS
internal position warning has posted.
navigation. Position error.
occurred.
• Using the MFD AUX – GPS Status
page, verify the signal strength bars
are not erratic. If so, this indicates
outside interference is affecting the
GPS receivers. Find and remove
GPS NAV LOST – Loss of GPS The G1000 has detected a GPS the source of interference (i.e. cell
navigation. GPS fail. engine failure. phones, FBO datalink antennas,
etc.).
• If GPS receivers can not aquire a
position lock, troubleshoot per the
“Will not acquire satellites” section.
GIA Message Advisories GIA Cooling Messages

GIA1 COOLING – GIA1 GIA1 operating temperature is too
• Allow unit to warm up.
temperature too low. low.
• Check fan, wiring and air tubing for
• Replace cooling fan if unable to
GIA1 COOLING – GIA1 over GIA1 has exceeded its operating determine if operating correctly.
temperature. temperature range. • Replace GIA1.
• If problem persists contact Garmin
assistance.
assistance.
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GIA Message Advisories GIA Configuration Messages

MANIFEST – GIA1 software The system has detected an
Halted. in GIA1. • Load the correct software. See
Software/Configuration (above)
MANIFEST – GIA2 software The system has detected an for the Software Loading procedure.
Halted. in GIA2.
GIA1 CONFIG – GIA1 audio
config error. Config service req’d.
The GIA’s audio configuration files
• Reload audio configuration files.
are incorrect or missing.
• Load the configuration files for that

GIA. See Software/Configuration
(above) for GIA 63W Configuration
Loading procedure.
GIA1 CONFIG – GIA1
configuration error. Config service • If problem persists, replace
req’d. master configuration module,
check config module harness for
NOTE
The system has detected a GIA
configuration mismatch. If GIAs New Terrain/Obstacle cards, Jeppesen
are not properly configured after Aviation Database and other optional
being swapped/replaced, this features (i.e. TAWS unlock card) will
message appears. need to be replaced if the master
GIA2 CONFIG – GIA2 to a new number when installing a new
configuration error. Config service master config module. The old Terrain
req’d. and other cards will no longer work as
System ID number.
HW MISMATCH – GIA hardware

mismatch, GIA1 communication
halted. The G1000 has detected a non-
• Replace GIA with a WAAS unit.
HW MISMATCH – GIA hardware WAAS GIA 63.
halted.
GIA1 SERVICE – GIA1 needs
service. Return unit for repair. The G1000 has detected a failure
• Replace suspect GIA.
GIA2 SERVICE – GIA2 needs in the specified GIA.
service. Return unit for repair.
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Chart 15
G1000 - Troubleshooting / Message Advisories - GEA 71
MANIFEST – GEA software

mismatch. Communication
halted.
The system has detected an Load the correct software version.
incorrect software version loaded See GEA 71 Software Load Procedure.
in the GEA 71.
• Load GEA configuration files. See

GEA 71 Configuration Procedure.
• If problem persists, replace master

configuration module, check config
module harness for faults and
GEA1 CONFIG – GEA replace if necessary.
configuration error. Config NOTE
service req’d.
The system has detected a New Terrain/Obstacle cards, Navigation
configuration mismatch in the Database and other optional
GEA 71. features (i.e. TAWS unlock card) will
System ID number.
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Chart 16
G1000 - Troubleshooting / Message Advisories - GTX 33

MANIFEST – GTX software
The system has detected an
halted. • Reload software. See Software
incorrect software version loaded
in the GTX 33. Load / Configuration Procedure.
• Perform a SET>ACTV
configuration reset on the GTX
Config page and verify the aircraft
• If error is still present, reload config
files from a loader card.
check config module harness
for faults and replace if
XPDR CONFIG – XPDR The system has detected a necessary.
configuration error. Config configuration mismatch for the NOTE
service req’d. GTX 33. New Terrain/Obstacle cards, Navigation
Database and other optional
System ID number.
XPDR SRVC – XPDR needs
• Replace GTX 33.
in the GTX 33.
• Check wiring between GIA’s and

XPDR FAIL – XPDR is The GTX 33 is not GTX.
inoperative. responding.
• Replace GTX 33.
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Chart 17
G1000 - Troubleshooting - GDL 69A

No XM audio is heard • Ensure the following items are not preventing the audio panel
from distributing XM audio (reference applicable G1000 Pilot’s
Guide):
Verify the XM volume is not muted on the AUX – XM RADIO
page on the MFD.
Verify the COM squelch is not open.
Verify the ICS squelch is not open.
Verify the marker beacon tones are not being received.
Verify the headphone (if equipped) volume is turned up.
• Go to the AUX – SYSTEM STATUS page on the MFD and
ensure unit is online.
If a red X is present, verify the unit is receiving power at the
rack connector.
• Ensure there are no GDL alerts in the alert window. If there is
an Alert for software or configuration error or mismatch, reload
the file noted in the Alert.
• Restart the PFD’s and MFD in configuration mode and go to the
GDL page.
Verify unit is active.
Verify the Signal number is “2” or “3”. If it is “0” or “1” check
the GDL 69A antenna and cabling for faults.
No XM weather information is
displayed Reseat the GDL 69A to verify the coax connector is
fully seated.
If unit is not active, contact XM Customer service at 1-800-
985-9200 to have a refresh signal sent to your unit. You will
need to provide them the Audio Radio ID (and Data Radio ID
number for XM weather) numbers. Also verify with XM that
the correct Weather package (Aviator Lite or Aviator) is on
the account, and that no traffic service has been activated
against that Radio ID. The unit must be on for
approximately one hour after the request for the refresh has
been sent to receive the signal.
Alternatively, you may also go to XM’s website at
http://www.xmradio.com/refresh/ and enter the radio ID’s
to have a refresh signal sent.
If there is still problems receiving weather products after
performing the above step, call XM and have the account
deactivated, and a new account activated to clear out any
corrupt account information.
Verify there is a good ground connection through the aircraft
between the MFD and the GDL 69A unit. Reference the
Aircraft Maintenance Manual for instructions on how to
check bonding and ground points.
If problem persists, replace the GDL 69A.
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Chart 18
G1000 - Message Advisories - GDL 69A

• Replace GDL 69A.
GDL 69A FAIL – GDL 69A has The G1000 has detected a failure • Check GDL 69A antenna and
failed. in the GDL 69A. cabling.
• Check the GDL 69A and MFD
interconnect.
• Reload configuration file.
See Software Load / Configuration
Procedure.
• If problem persists, replace
necessary.
GDL69A CONFIG – GDL 69A The G1000 has detected a GDL NOTE
configuration error. Config 69A configuration mismatch.
New Terrain/Obstacle cards, Navigation
service req’d.
System ID number
MANIFEST – GDL software The system has detected an • Load correct software version.
mismatch. Communication incorrect software version loaded See Software Load / Configuration
halted. in the GDL 69A. Procedure.
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Chart 19
G1000 - Troubleshooting - GRS 77 (AHRS) / GMU 44

• Ensure GPS has acquired at least four satellites, has a 3D navigation
solution, and a DOP of less than 5.0. This is particularly important if
this issue appears during ground operation only.
AHRS does not complete
initialization • Calibrate the GRS 77.
• Check GRS 77 configuration module wiring for damage.
• Check GRS 77 connector for bent pins.
If no damage can be found, replace GRS 77 configuration module.
• Ensure the four GRS 77 mounting screws are tight. Finger tight is not
sufficient, a screwdriver must be used to verify.
• Ensure mounting rack and airframe shelf are secure and all hardware
and brackets are present (CAUTION - do not loosen the mounting rack
Attitude appears unstable hardware to the airframe shelf or the aircraft will need to be re-leveled
and the PITCH/ROLL OFFSET procedure performed).
• Ensure GRS 77 connector is securely fastened and proper strain relief
is provided.
• Remove GRS 77 connector and verify there are no bent pins.
• Replace the GRS 77.
• Contact Garmin for further troubleshooting if required.
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G1000 - Message Advisories - GRS 77 (AHRS) / GMU 44
MANIFEST – GRS software The system has detected an • Load correct software version. See
mismatch. Communication incorrect software version loaded Software Configuration Procedures.
halted. in the specified GRS 77.
AHRS SRVC – AHRS The AHRS magnetic field model • Load updated AHRS magnetic field
magnetic-field model needs should be updated for the file. See GRS77 / Components for
update. specified unit. Appears on ground AHRS magnetic field update
only. information.
• Operate the aircraft only within the

GEO LIMITS – AHRS too far No magnetic compass information
limits as specified in the POH.
north/south, no magnetic available due to being too far
compass. north or south.
• Check GRS/GDC interconnect for

AHRS TAS – AHRS not The specified GRS 77 is not faults.
receiving airspeed. receiving airspeed from the • Replace the GDC 74:
GDC 74A. • If problem persists, replace the
GRS 77.
AHRS GPS – AHRS The GRS 77 is not receiving • Ensure that a cell phone or a device
not receiving backup GPS backup GPS information from using cell phone technology is not
information. either GIA 63. turned on (even in a monitoring
AHRS GPS – AHRS The GRS 77 is operating
operating exclusively in in the absence of GPS. • Check GPS status for GIA 1 and 2
no-GPS mode. on MFD - AUX GPS STATUS page.
If one or both GPS receivers cannot
AHRS GPS – AHRS not The GRS 77 is not receiving acquire a position lock, see GPS
receiving any GPS information. GPS data from the GPS receiver. troubleshooting section.
• Troubleshoot GIA1/2 –GRS1 wiring
AHRS GPS – AHRS The GRS 77 is using the for faults (ref. Failed Path
using backup GPS source. backup GPS data path. troubleshooting section).
• Replace the GRS 77 #1.
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AHRS MAG DB – AHRS The G1000 has detected a • Load AHRS magnetic model field in
magnetic model database magnetic model database version both GRS units.
version mismatch. mismatch.
• If flying near large radio towers or

other sources of possible
electromagnetic interference, the
MAG VAR WARN – Large Magnetic variance value from condition should correct itself as the
magnetic variance. Verify all GMU 44 is not accurate. aircraft leaves the area.
course angles. • If problem persists, run magnetic
interference check in LRU Test
Procedures (below) to check for
magnetic interference in the aircraft.
MANIFEST – GMU software The system has detected an Load the correct software version. See
mismatch. Communication incorrect software version loaded G1000 Software/Configuration Procedure,
halted. in the specified GMU 44. for the Software Load Procedure.
• Check GMU 44/GRS 77

HDG FAULT – AHRS A fault has occurred in the interconnect for faults.
magnetometer fault has occurred. specified magnetometer; heading Replace GMU 44.
will be flagged invalid. If problem persists, replace
GRS 77.
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Chart 21
G1000 - Troubleshooting / Message Advisories - GDC 74A
Altitude is different than standby • Perform pitot/static test. See Pitot Static Systems in 34-10-00.
altimeter. Allow the GDC to warm up for fifteen minutes before checking
accuracy, per Garmin Service Advisory 0606.
• Determine which instrument is outside limits and replace. The
GDC may be field adjusted per Garmin Service Advisory 0720.
Note: Both units may individually be in spec but show a difference

in altitude. Do not return the GDC to Garmin for service if
not outside limits.
GDC Config file does not load. • Replace GDC config module.
• If problem persists, replace GDC config module wire harness.

MANIFEST – GDC1 software The system has detected an Load correct software version.
mismatch. incorrect software version loaded See G1000 Software /
Communication halted. in the specified GDC 74A. Configuration Procedure.
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Chart 22
G1000 - Message Advisories - GTS-800 TAS
MANIFEST – GTS software The system has detected an Load the correct software version. See
mismatch. Communication incorrect software version loaded G1000 Software/Configuration Procedure,
halted. in the specified GTS 800. for the Software Load Procedure.
GTS CONFIG – GTS The system has detected a

configuration error. Config configuration mismatch for the
service req’d. specified GTS 800.
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Chart 23
G1000 - Troubleshooting / Message Advisories - Software Configuration
Problem Solutions
MFD or PFD displays do not power up: • Ensure power is present at display
backshell connector.
• Troubleshoot per the “Blank Display”
GDU section.
Software file load fails: • Ensure that LRU is reporting data on
System Status page (LRU is ‘ONLINE’).
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
Card Loader.
• Replace LRU.
Configuration file load fails: • Ensure that LRU is reporting data on
• Retry configuration file load or try using
a different card. Ensure that the MFD
is not touched during the loading
process.
compatible with Card Loader.
• Replace LRU.
GIA1 and/or GIA2 to ‘LRU’ data path not working: • Ensure GIA1 and GIA2 are configured
correctly.
• Check wiring, connectors & pins as
needed.
Software File Mismatch Alert appears in lower • Ensure that proper software file part
right corner of PFD when started in normal mode: number and version were loaded to
LRU. See the appropriate Required
Equipment List (REL), “Chart 41”.
• Check and ensure that correct Loader
Card was used during load process. See
G1000 Software/Configuration
Procedure above.
• Reload software to LRU.
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Chart 24
G1000 - System Communication Hierarchy
System Communication Hierarchy

The following criteria must be satisfied to be able to perform the desired operation:
Des i r ed Op er at i o n Cr i t er i a f o r Su c c es s
• G1000 Loader Card must be inserted
in top slot for each display to be loaded.
Load Software to MFD or PFD
• CLR & ENT keys must be held during power
up of display.
• Power on only one display at a time during
software loading.

Load AIRFRAME, SYSTEM, MFD, PFD in top slot of PFD.
and MANIFEST configuration files to MFD
and PFD • PFD and MFD must be powered on.
• PFD and MFD must have correct software.

in top slot of PFD.
Load Software/Configuration files to GIA 63Ws • G1000 system must be powered on.
• PFD and MFD must be successfully
configured with AIRFRAME, SYSTEM,
MANIFEST, MFD and PFD configuration files.

Load Software/Configuration files to: into PFD top slot.
- GMA 1347 • G1000 must be powered on.
- GDC 74A • PFD and MFD must have correct software
- GEA 71 and configuration settings.
- GRS 77 (software only) • GIA 63Ws must have correct software.
- GMU 44 (software only) • GIA 63Ws must be successfully configured

with GIA1 and GIA2 configuration files.
- GTX 33
• Data path from GIA1 to each LRU must be
operational.
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I. Configuration Mode Overview

The Configuration Mode exists to provide the avionics technician with a means of configuring,
checking, and calibrating various G1000 sub-systems. Troubleshooting and diagnostics information
can also be viewed in this mode.
(1) Start The System In Configuration Mode:
(a) Press and hold the ENT key on the PFD while applying power using the PFD circuit breaker.
(b) Release the ENT key after ‘INITIALIZING SYSTEM’ appears in the upper left corner of the
PFD.
(c) If prompted, press the ENT key or the YES softkey to update system files.
(d) Repeat steps (a) through (c) on the MFD, using the MFD circuit breaker to apply power.
NOTE: For a complete description and breakdown of each Configuration Mode
page, refer to the G1000 Line Maintenance & Configuration Manual, Garmin
P/N 190-00303-04.
(2) SET>ACTV Configuration
Throughout the 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.
Data can be manually copied from one column to the other (and from the PFD
memory to the LRU memory and vice-versa) 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.
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.
In the first example shown in “Figure 29” on page 34250193, 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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SET>ACTV Configuration
Figure 29
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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 that this can
also be accomplished by reloading the configuration files for the LRU, using the software
loader card.).
A blank active column, as shown in “Figure 30” represents loss of communication between
the display and the particular unit. See troubleshooting for more details.
Set > Active - Loss of Communications

Figure 30
(3) Configuration Prompts

When configuration settings are changed, the technician receives on-screen prompts and/or
confirmations such as those shown in “Figure 31”. Other prompts may be encountered during
the configuration process.
Configuration Prompts
Figure 31
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(4) Data Transmission Indicators

Several configuration pages 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:
(a) Green Light: Expected data is successfully received and is ON. A green light could also
indicate that the parameter/component is working correctly.
(b) Red Light: Expected data is not received. A red light could also indicate that a parameter/
component is invalid.
(c) No Light (Black): Expected data is successfully received and is OFF, or no data is expected.
A black light could also indicate that the parameter/component is not responding.
Data Transmission Indicators

Figure 32
(5) Configuration Mode Navigation

Using the FMS knob, a user can navigate through different pages and page groups in
the Configuration Mode. See “Chart 25” on page 34250196. For complete description and
breakdown of each page, refer to the G1000 Line Maintenance & Configuration manual.
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Chart 25
System Page Group
1. System Status 5. System Upload 9. System Configuration
2. Date/Time Setup 6. Aircraft Configuration 10. System Data Path Configuration
3. Main Lighting 7. Diagnostics Terminal 11. System Setup
4. Audio Alert Configuration 8. OEM Diagnostics 12. Manifest Configuration
13. Maintenance Log
GDU Page Group
1. RS-232 / ARINC 429 Config 4. Diagnostics 7. Alert Configuration
2. GDU Status 5. Serial/Ethernet I/O 8. DAT Configuration
3. GDU Test 6. Alert Configuration 9. Airframe Configuration
10. TAWS Configuration
GIA Page Group
1. GIA Serial Configuration 3. GIA I/O Configuration 5. GIA Status Page
2. GIA RS-485 Configuration 4. GIA COM Setup Page 6. GIA CAN Configuration
GEA Page Group
1. GIA CAN Configuration 2. GEA Status 3. GEA Configuration
GTX Page Group
1. Transponder Serial 2. Transponder Configuration
Configuration
GRS Page Group
1. Inputs Configuration 2. GRS / GMU Calibration
ADC Page Group
1. ADC Configuration 2. GDC Configuration
GMA Page Group
1. GMA Configuration
GDL Page Group (Optional)
1. GDL 69A Config
GTS Page Group (Optional)
1. GTS Configuration
Other (Optional)
1. S-TEC
CAL Page Group
1. Fuel Tank Calibration 2. DAT Calibration
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J. G1000 Software Information

NOTE: The following sections provide a detailed description of loading all G1000 software
and configuration files, which may be excessive for individual LRU removal and replacement.
steps.
(1) G1000 Software Image
CAUTION: It is critical that the technician installs the correct software
image part number when servicing the G1000 system. Approved
software definitions for each configuration are defined in the
Required Equipment List (REL),”Chart 30” on page 342501149 and up, at
the end of this section.
All software and configuration files were certified by Garmin as part of the FAA-approved Type
Design data. Approved software definitions for each configuration are defined in the appropriate
Required Equipment List (REL), “Chart 30” on page 342501149.
G1000 software and configuration files are controlled via the approved software image part
number listed in the REL. This software image is loaded into the G1000 using a software loader
card. The installer shall create this software loader card by downloading the approved software
image in accordance with the procedure provided immediately following.
NOTE: Only SanDisk and Toshiba brand SD cards are recommended for use with the
G1000 system.
(2) Software Loader Card Creation
The software image is an executable self-extracting file which builds the correct file structure onto
an SD card for use loading software to the G1000. To obtain the current file follow the procedures
outlined below.
these procedures must be
an authorized Piper service
center to gain access to
the necessary data via the
Garmin website.
Software Downloads.
Dealer Login Screen

Figure 33
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Software Selection Screen (Typical)

Figure 34
(d) Double-click the .exe file that was downloaded. The window shown in the top of “Figure 35”
will pop-up on the screen. Ensure that there is an empty SD card in the card reader and
then click Setup.
NOTE: When the extraction begins, the program automatically deletes all current files on
the SD card and copies the selected files to it, regardless of the file format on the
SD card. Ensure files are not necessary or card is empty before proceeding.
Software Extraction Screens (Typical)

Figure 35
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(e) Ensure the card and correct drive letter is used, and click Next. (See “Figure 36” and
“Figure 37”.) A window will pop-up (“Figure 38” on page 342501100) to show file progress.
Software Verification Screen (Typical)

Figure 36

Figure 37
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Progress Screen
Figure 38
Finalization Screen
Figure 39
(f) Once successfully completed, the message/window shown in “Figure 39” will pop-up. Click
(g) Stop card reader using Windows stop device function.
(h) Eject the SD card from card reader.
(i) Apply label to software loader card identifying the aircraft, G1000 SFTW and the appropriate
software card part number.
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K. Software Files
Software files are defined by part number and version number. Each G1000 LRU reports the software
version it currently contains to the user in two places.
(1) Normal System Mode
The AUX – SYSTEM STATUS page lists each LRU and the reported software version.
(2) Configuration Mode
The SYSTEM STATUS page (SYSTEM page group) reports more detailed LRU information,
including software version, part number, and LRU status. Software files are loaded to LRUs from
the SYSTEM UPLOAD page in Configuration Mode.
files:
AIRFRAME This file 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-44-180.
AIRFRAME Alerts specific to the PA-44-180 are set when this file is loaded.
ALERTS
SYSTEM This file configures the G1000 high-speed data bus (HSDB) to expect one PFD, one
MFD, two GIAs, and (optional) one GDL 69A.
MANIFEST This file loads a manifest checklist of all software part numbers and versions
associated with an approved system configuration. The G1000 performs a software
check between each LRU’s reported version and the version contained on the
manifest. If an inequality is detected for an LRU, this LRU is then excluded from the
G1000 and a manifest alert is triggered to the operator.
MFD1 This file configures MFD serial/discrete communication and alert system settings.
PFD1 This file configures PFD serial/discrete communication and alert system settings.
GIA1/GIA2 These files configure GIA1/GIA2 serial/discrete communication settings.
GMA1 This file configures GMA 1347 audio and serial communication settings
GTX1 These files configure GTX 33 transponder and serial communications settings.
GEA1 These files configure GEA engine/airframe parameters.
GDC1 This file configures GDC 74A air data values for the PA-44-180.
GDL_69 This file configures gains and cable loss for the PA-44-180 installation if the optional
GDL 69A is installed.
AUDIO This file configures audio alerts for the PA-44-180.
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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 104X GMA 1347 GDU 104X

PFD Audio Panel MFD
Contains ‘ACTIVE’ PFD settings. Contains ‘ACTIVE’ GMA Contains ‘ACTIVE’ MFD settings
settings.
Represents ‘SET’ column for all LRUs The MFD uses PFD internal
Uses PFD Internal configuration files for backup.
Stores all configuration files in configuration files for
internal memory. backup.
Uses master configuration module
for backup.
RS-232
RS-232
No. 1 GIA 63W No. 2 GIA 63W

Contains ‘ACTIVE’ configuration settings Contains ‘ACTIVE’ configuration settings
internally. internally.
GIA1 uses PFD internal configuration files GIA2 uses PFD internal configuration files
for backup. for backup.
RS-232
RS-485
RS-232
GEA 71 GTX 33
RS-485
Contains ‘ACTIVE’ configuration settings Contains ‘ACTIVE’ transponder settings

The GEA 71 configuration module is NOT used GTX 33 uses PFD internal configuration files
for configuration settings. for backup.
The GEA 71 uses PFD internal configuration
files for backup.
LRU Configuration File Storage

Figure 40
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(4) Configuration File Storage

The G1000 system stores all configuration settings in multiple places so that the settings are
retained in the aircraft during the maintenance of any LRUs.
During system configuration, as shown in “Figure 40” on page 342501102, each file is sent directly
to the applicable LRU where it is stored in local LRU memory (except GRS 77 and GDC 74A).
Each file is also stored in the PFD internal memory. The applicable PFD also sends a copy of all
configuration files to the ‘Master Configuration module’, located in the connector backshell (see
Configuration Mode Overview, above). 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 have a configuration file. However,
these LRUs do store calibration data acquired during the post installation checkout,
which are characteristic to the specific installation. While performing maintenance on
these units, re-calibration may be required. See GRS 77 AHRS / GMU 44 Magnetometer,
under LRU Test Procedures, for more information on re-calibration criteria.
The GRS 77 and GDC 74A configuration modules, as shown in “Figure 41”, function differently
than the rest of the system. The GDC 74A 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. Instead, it stores
calibration data recorded during installation calibration procedures.
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 Stores a copy of the GDC 74A
completion of post-installation calibration configuration file
procedures.
GRS 77 AHRS GDC 74A

The GRS stores calibration data internally. The GDC 74A stores GDC configuration file internally.
The GRS 77 also stores factory calibration data internally. The GDC 74A also stores factory calibration data internally.
Should internal memory or the configuration module fail, Should internal memory or the configuration module fail,
AHRS output data flags invalid. loss of some or all air data outputs will result.
GRS Internal Memory GDC Internal Memory
Contains internal sensor calibration data Contains internal sensor calibration data
that is not installation-specific. Data is that is not installation-specific. Data is
stored from factory calibrations. stored from factory calibrations.
GRS/GDC Configuration Settings Storage

Figure 41
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(5) G1000 Software/Configuration Procedure

This section summarizes the procedures required to load software and configuration files to
the G1000. It is intended to work as a central guide for technicians to use while performing
maintenance on the aircraft. This section is referenced by other sections of this manual when
G1000 software reload is required. The technician should use proper judgment regarding the
context of maintenance required while following this section.
The diagram in “Figure 42” depicts an overview of the software/configuration sequence for the
G1000 system. This applies mostly to a new G1000 system which has not previously been
powered up and is for informative purposes only.
GDU 104X PFD and MFD Software Load

Load software to the MFD first, then the PFD. G1000 units coming from
the factory do not contain useable software or configuration settings.
G1000 System Upload Selection

After software is loaded to the MFD and PFD, put the displays into
configuration mode. (Loader card still in PFD.) Select the System Upload
page on the PFD and select the appropriate software files to create a
loading profile. Once all the desired files are checked, the G1000 system
automatically loads the selected files in the correct sequence to the LRUs.
G1000 System Software Verification

After software and configurations are loaded to the system, the technician
verifies that each LRU reports the correct version and software part number.
G1000 System Configuration Upload Selection

Following G1000 system software upload and verification, aircraft-specific
configuration files are loaded. The technician loads the configuration files
appropriate to the specific aircraft serial number, STC modifications
and applicable AFMS.
G1000 Configuration Verification

After system configuration files are loaded, the technician verifies that the
correct configuration on the Airframe Configuration page.
Software/Configuration Overview
Figure 42
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L. Software Load
(PIR-PPS55035, Rev. C.)
(1) MFD & PFD Software Load

CAUTION: DO NOT INTERRUPT POWER TO THE AIRCRAFT AT ANY TIME DURING THESE
PROCEDURES. INTERRUPTION OF POWER COULD RESULT IN DAMAGE TO
THE EQUIPMENT.
(a) Apply power to the aircraft and all avionics.
(b) Pull the MFD and PFD circuit breakers. Remove any SD cards in the PFD or MFD.
(c) Insert G1000/PA-44 Loader Card into the MFD top card slot.
(d) While holding the ENT key on the MFD, restore power to it by pushing in the MFD circuit
breaker.
(e) When the words “INITIALIZING SYSTEM” appear in the upper left corner of the MFD,
release the ENT key.
(f) Press the YES softkey at the following prompt (prompt may not appear):
“DO YOU WANT TO CLEAR USER SETTINGS?”
“YES WILL BE ASSUMED IN 10 SECONDS”
(g) Press the YES softkey at the following prompt:
“UPDATING SYSTEM FILES, PLEASE WAIT.”
(h) Press the YES softkey at the following prompt (prompt may not appear):
“DO YOU WANT TO UPDATE THE CUSTOM GRAPHIC FILES (EG, SPLASH
SCREEN)?”
(i) Press any softkey at the following prompt to confirm load completion:
(j) New software is loaded to the MFD. When complete, the MFD starts in Configuration Mode.
(k) Remove power to the MFD by pulling the MFD circuit breaker.
(l) Remove the G1000/PA-44 Config/Loader Card from the MFD and insert it into the top card
slot on the PFD. Repeat Steps (d) through (i) for the PFD.
(m) When PFD update is complete, it starts in the Configuration Mode. DO NOT remove power.
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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.
(2) System Upload
NOTE: To Select/Deselect the cursor in fields, press the small FMS knob on the PFD. The large
FMS knob changes Groups, and the small FMS knob changes Pages within a Group.
(a) Go to the SYSTEM UPLOAD page on the PFD using the small FMS knob.
(b) Activate the cursor, select the Group field, and rotate the small FMS knob to generate a pick
list. Rotate the small FMS knob to select Baseline.
(c) Press ENT.
(d) In the Item field, rotate the small FMS knob to generate a pick list and select PA-44-180
Seminole. Press ENT.
(e) Press the CHK ALL softkey to select all loadable software and configuration files.
(f) Press the LOAD softkey. (The load takes 90 minutes to two (2) hours to complete.)
(g) Review list and verify that all items state “PASS”.
(h) Press ENT to accept the software load.
(i) Deselect the cursor.
(3) Optional Equipment Configuration
Perform the following steps if any of the following options are installed:
• Air Conditioning Installation
• GDL 69A Installation
• GTS-800 TAS Installation (No GTX 33 ES)
• GTS-800 TAS and GTX 33 w/Extended Squitter Installation
• GTX 33 w/Extended Squitter Installation (No GTS-800 TAS)
• Hobbs Installation - Configuration A, B, or C
• KR-87 Installation
• KN-63 DME Installation
• S-TEX 55x Autopilot Installation
• Tach Configuration A, B, or C
(a) On PFD, select the System Upload page and activate cursor.
(b) In the Group field, create a pick list by rotating the small FMS knob and select Options.
(c) Press ENT.
(d) In the ITEM field, create a pick list by rotating the small FMS knob and select the desired
option, press ENT.
(e) Verify both Software and Configuration boxes are checked for Garmin options.
(f) Verify Configuration boxes checked for all other options.
(g) Press LOAD softkey.
(h) Verify the summary field listing the software and configuration are complete as required and
PASS is displayed next to the appropriate boxes.
(i) Press ENT to accept.
(j) For other installed options, repeat steps (d) thru (i) by rotating the large FMS knob and
highlighting the desired option in the ITEM Field.
(k) De-activate the cursor.
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(l) Upon completion of all required baseline configuration, option configuration, and calibration
loading procedures, remove the Loader card from top slot of PFD.
(4) AFCS Installation (Optional)
NOTE: The following options shall only be installed if the aircraft is equipped with GFC 700
autopilot.
Perform the following steps if any of the following options are installed, per APO:
GFC 700 Installation Option Enhanced AFCS Support
NOTE: Enhanced AFCS Support must be loaded to any aircraft with the Enhanced AFCS
option. This is required in addition to the Enhanced AFCS Unlock card to fully install
the Enhanced AFCS option.
1) On #1 PFD, rotate the FMS knob to select the SYSTEM UPLOAD page and activate
cursor.
2) In the GROUP field, create a pick list by rotating the small FMS knob and select
GFC 700.
3) Press ENT.
4) In the ITEM field, create a pick list by rotating the small FMS knob and select the
desired option, press ENT.
5) Press the CHK ALL softkey.
6) Press LOAD softkey.
7) Verify the summary field lists the software and configuration are complete as required
and PASS is displayed next to both appropriate boxes.
8) Press ENT to accept.
9) For other installed options repeat steps 4 thru 9 by rotating the large FMS knob and
10) De-activate the cursor.
(5) Calibration Option Load
NOTE: Only load configuration option once. Re-loading of configuration option could result in a
loss of system calibrations.
Loading
1) Go to the System Upload page and activate cursor.
2) In the Group field, create a pick list by rotating the small FMS knob and select Options.
3) Press ENT.
4) In the ITEM field, create a pick list by rotating the small FMS knob and select Fuel
Calibration Initialization.
6) Verify the Summary field listing the software and configuration are complete as required
and PASS is displayed next to the appropriate boxes.
7) Press “UPDT CFG” softkey. Press ENT to select YES when prompted “Update Config
Module?”
8) Press ENT to confirm completion.
9) Upon completion of all required baseline configuration, option configuration, and
calibration loading procedures, remove the Loader card from top slot of PFD.
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(6) Splash Screen Update

(a) Remove power from the PFD and MFD.
(b) Insert G1000/PA-44 Loader Card into the MFD top card slot.
(c) Apply power to MFD.
(d) Press the NO softkey at the following prompt:
(e) Press the YES softkey at the following prompt: (prompt may not appear, if previously loaded)
“DO YOU WANT TO UPDATE THE CUSTOM GRAPHICS FILES (EG, SPLASH
SCREEN?”
(f) At the prompt, press any key to continue.
(g) Remove G1000/PA-44 Loader Card from the MFD top card slot.
(h) Repeat steps (b) thru (g) for the PFD.
(i) Upon completion of splash screen update, remove the Loader card from top slot of PFD.
(7) Software Load Confirmation
(a) Start the PFD and MFD in Configuration Mode by applying power while holding ENT.
(b) On the PFD, select the Systems Status page. Activate the cursor and toggle to the LRU
window.
(c) Highlight each of the listed items in the LRU window and check the software part number
and software version against the current numbers and versions shown in the appropriate
Required Equipment List (REL). Some items may be in the expandable list of the
corresponding item (denote by “+” next to the LRU). Press ENT with the desired LRU
highlighted to expand these lists.
NOTE: Not all of the software P/Ns and versions on the Systems Status page need to be
verified, only those recorded in the appropriate REL.
NOTE: If any software version 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.
(e) Re-start the PFD and MFD.
(f) On MFD splash screen, verify appropriate version (“PA-44-180 System XXXX.XX” where
XXXX.XX is the system version number from the appropriate Required Equipment List,
(REL) Charts 30 thru 34) is displayed in the upper right corner of the MFD.
(g) Select softkey on MFD to proceed beyond splash screen.
(h) Verify that no manifest (software mismatch) alerts are shown on any of the displays.
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M. Configuration and Setup

(1) GRC 10 XM Pairing (If installed)
NOTE: To pair the GRC 10 XM Handheld Remote Control to the GRT 10 Remote Transceiver,
you will need to have the GRT 10 serial number and to install two AA batteries in the
GRC 10.
(a) Press and release any key on the GRC 10 to power on the unit.
(b) The GRC 10 will display: “GRT 10 not found”.
(c) Press the following buttons in sequential order:
1) UP
2) DOWN
3) LEFT
4) RIGHT
5) MINUS (-)
6) PLUS (+)
7) PSET
(d) Using the arrow buttons on the GRC 10, enter the GRT 10 serial number.
(e) Verify that the correct serial number was entered.
(f) Store the GRT 10 serial number by pressing the XM button.
(2) Aircraft Registration Number Entry
NOTE: The large FMS knob changes Groups and the small FMS knob changes Pages within a
Group.
(a) Start the PFD and MFD in configuration mode by applying power while holding ENT key.
(b) Select the GTX group, then select the TRANSPONDER CONFIGURATION page on PFD.
(c) Ensure that the ADDRESS TYPE is US TAIL under the SET and ACTIVE columns.
(d) Ensure that the FLIGHT ID TYPE is SAME AS TAIL under the SET and ACTIVE columns.
(e) Select the SYSTEM Group and then select the AIRCRAFT CONFIGURATION page.
(f) Activate the cursor and highlight the AIRCRAFT REGISTRATION field. Use the small/large
FMS knob to enter the aircraft registration number.
(g) Once the correct registration number is entered, press the ENT key. Then press SET GTX1
softkey to configure the transponder. Press ENT to select OK at the dialog that pops up.
Then press ENT again after configuration is completed.
(h) Press SET GTS softkey to configure traffic system (if installed). Press ENT to select OK at
the dialog that pops up. Then press ENT again after configuration is completed.
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(3) Flaps Calibration (Optional)

Group.
NOTE: This section shall be done only if aircraft is equipped with optional GFC 700 system.
(a) Start the PFD and MFD in the configuration mode by holding the ENT key while applying
power.
(b) On PFD, navigate to the CAL page group, then to the DAT CALIBRATION page.
NOTE: The FLAPS AND TRIM CALIBRATION page is used for legacy installations and
should NOT be used to calibrate flaps on G1000 equipped PA-44.
NOTE: DAT CAL TBL 0, with the INPUT value of GEN_GAUGE_27 is the table that contains
the flaps calibration data. All further references in this procedure are related to DAT
CAL TBL 0. Do not modify any other tables on this page.
(c) Ensure the flaps system is powered and functioning properly.
(d) Set the flaps to the 0 degree position.
(e) On PFD, press the FMS knob to bring up the cursor and highlight the first point in the RAW
PNTS column of the table.
(f) Press the CAL softkey, and press the ENT key to acknowledge the pop-up box. The first
RAW PNTS value will now be modified.
(g) Verify that the RAW VAL is unchanged from before the calibration (except for noise in the
sensor sample updates), and that the CAL VAL now matches the desired flap position value
(except for noise in the sensor sample updates)
(h) Repeat Steps d through g for each of the 2nd, 3rd, and 4th rows of the table, setting the flaps
position to the 10 degree, 25 degree, and 40 degree positions (respectively).
(4) Chartview, Synthetic Vision, and TAWS Unlock Procedures (If installed)
WARNING: Prior to unlock of any of the following options, ensure that
the software is properly loaded (see above) and that the
configuration module is functional.
Note: To verify the Configuration Module is functional, Start the PFD in configuration mode.
Use the FMS knob to go to GDU group, the select KEY TEST page and verify the
“IICEEPROM’ box is checked GREEN.
(a) Chartview Unlock (Optional)
NOTE: The Chartview Enable card can only enable Charts on one system (one aircraft). A
new Chartview Enable card must be used for each aircraft.
1) Remove power from the PFD and MFD by pulling (opening) the PFD and MFD circuit
breakers.
2) Insert the Chart Unlock card, in the upper slot of the PFD.
3) While holding the ENT key on the PFD and MFD, restore power by pushing in (closing)
the circuit breakers.
4) When the words “INITIALIZING SYSTEM” appear in the upper left corner of the MFD
and PFD, release the ENT key.
5) On the PFD, go to the System Upload age with the small FMS knob.
6) Activate the cursor and use the small FMS knob to create a pick list and select
Configuration Files in the GROUP field. Press ENT.
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7) Use the small FMS knob to create a pick list and select Enable Chartview in the ITEM
field. Press ENT.
8) Verify there is a check mark in the box in the configuration column for Airframe.
9) Press the LOAD softkey.
10) Monitor the status of the upload. When the upload is Complete and Pass is displayed,
press ENT.
12) Power down the system and remove the Chartview Enable card from the PFD.
13) After the Chart function is unlocked, the card should be stored with the aircraft records.
(b) Synthetic Vision Unlock (Optional)
NOTE: The Synthetic Vision Enable card can only enable Synthetic Vision on one system
(one aircraft). A new Synthetic Vision Enable card must be used for each aircraft.
breakers.
2) Insert the Synthetic Vision Unlock card, in the upper slot of the PFD.
3) While holding the ENT key on the PFD and MFD, restore power by closing the PFD
and MFD circuit breakers.
4) When the words “INITIALIZING SYSTEM” appear in the upper left corner of the PFD
and MFD, release the ENT key.
5) On the PFD, go to the System Upload page with the small FMS knob.
7) Use the small FMS knob to create a pick list and select Enable SVS Single PFD in the
ITEM field. Press ENT.
press ENT.
12) Power down the system and remove the Synthetic Vision Unlock card from the PFD.
13) After the Synthetic Vision function is unlocked, the card should be stored with the
aircraft records.
(c) TAWS Unlock (Optional)
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.
1) Remove power from the PFD and MFD by opening the PFD and MFD circuit breakers.
2) Insert the TAWS Unlock card in the upper slot of the PFD.
3) While holding the ENT key on the the PFD and MFD, restore power by closing the PFD
4) When the words “INITIALIZING SYSTEM” appear in the upper left corner of the PFD
and MFD release the ENT key.
5) On the PFD, go to the System Upload page with the small FMS knob.
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7) Use the small FMS knob to create a pick list and select Enable TAWS in the ITEM field.
Press ENT.
Press ENT.
12) Power down the system and remove the TAWS Unlock card from the PFD.
13) After the TAWS function is unlocked, the card should be stored with the aircraft records.
(5) Enhanced AFCS Unlock (Optional)
NOTE: The Enhanced AFCS Support option must be loaded in addition to the Enhanced AFCS
Unlock card for the system to properly operate.
(a) Remove power from the MFD and PFDs by opening the PFD and MFD circuit breakers.
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.
(b) Insert the Enhanced AFCS Unlock card, in the upper slot of the #1 PFD.
(c) While holding the ENT key on both PFDs and MFD, restore power by closing the PFD and
MFD circuit breakers.
(d) When the words “INITIALIZING SYSTEM” appear in the upper left corner of the PFDs and
MFD release the ENT key.
(e) On the #1 PFD, go to the SYSTEM UPLOAD page with the small FMS knob.
(f) Activate the cursor and use the small FMS knob to create a pick list and select Configuration
Files in the GROUP field. Press ENT.
(g) Use the small FMS knob to create a pick list and select Enhanced AFCS in the ITEM field.
Press ENT.
(h) Verify there is a check mark in the box in the configuration column for Airframe.
(i) Press the LOAD softkey.
(j) Monitor the status of the upload. When the upload is Complete and Pass is displayed.
Press ENT.
(k) De-activate the cursor.
(l) Power down the system and remove the TAWS card from the PFD.
(m) After the TAWS function is unlocked the card is to be controlled by QA and placed in the
aircraft documents to be delivered with the aircraft.
(6) Aviation Database Loading Procedures
(a) GARMIN GDU 104X Terrain Data Card Loading Procedure
NOTE: Garmin Field Service Engineering, resident at Piper, will be responsible for
supplying updates for the GDU 104X Terrain Data Base Card.
1) Remove power from the PFD and MFD by pulling the PFD and MFD circuit breakers.
2) Identify each Terrain Data Base Card respective to the display in which it is to be
installed (PFD and MFD).
3) Install a Terrain Database Card in the bottom slot of the PFD and MFD.
4) This completes the installation of the Terrain Database Card.
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(b) JEPPS NAV Database Aircraft Loading Procedure

2) Install the JEPPS NAV Database card in the top slot of the PFD.
3) Restore power to the appropriate display (PFD and MFD) by pushing in (closing) the
appropriate circuit breaker.
This prompt is displayed in the upper left corner of the display.
“DO YOU WANT TO UPDATE THE STANDBY NAVIGATION DATABASE ON THE
BOTTOM CARD?”
“THE STANDBY DATABASE WILL BE ACTIVATED UPON THE FIRST ON
GROUND POWER CYCLE ON OR AFTER 00:00 SYSTEM TIME ON THE
EFFECTIVE DATE.”
“NO WILL BE ASSUMED IN 30 SECONDS.”
4) Press the ENT key to confirm the database update. This prompt is displayed:
“DO YOU WANT TO UPDATE THE ACTIVE NAVIGATION DATABASE?”
“SELECTING YES WILL OVERWRITE THE ACTIVE NAVIGATION DATABASE.”
“NO WILL BE ASSUMED IN 30 SECONDS.”
5) Press the ENT key to confirm the database update. After the update completes, the
PFD starts in Normal Mode. The PFD aviation database is now updated.
6) Remove the JEPPS NAV Database card from the top slot of the PFD and place it in the
top slot of the MFD. Repeat steps 3) and 4) for the MFD. After the update completes,
the MFD starts in Normal Mode. The MFD aviation database is now updated.
7) After the JEPPS NAV Database loading procedure is completed, the card should be
stored with the aircraft records.
(c) JEPPS CHARTS Aircraft Loading Procedure
1) Remove power from the MFD by pulling the MFD circuit breaker.
2) Install Jepps Charts Card in the bottom slot of the MFD.
3) Restore power to the MFD by closing the MFD circuit breaker.
4) Press the ENT key to confirm the database update.
5) After the update completes, the MFD starts in Normal Mode.
6) The Jepps Charts are now loaded in the MFD and do not need to be loaded in the PFD.
7) The Jepps Charts Card remains in the bottom slot of the MFD.
(7) Chartview, Synthetic Vision, and TAWS Checks
(a) Chartview Check (Optional)
1) In the MFD, select the Airport Information page (first page in the WPT group).
2) Verify that the title at the top of the page reads “WPT- Airport Information”.
3) Enter KVRB (or local facility) as the waypoint and verify that the CHRT softkey is
available.
4) Press the CHRT softkey and verify the electronic chart is viewable.
(b) Synthetic Vision Check (Optional)
NOTE: Synthetic Vision requires a valid GPS signal.
1) 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.
2) Press the PFD softkey on PFD.
3) Press the SYN VIS softkey on PFD.
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4) Press the SYN TERR softkey.

5) Verify the traditional blue/brown attitude depiction is replaced with the Synthetic Vision
rendering within 2 - 3 minutes of activation.
(c) TAWS Check (Optional)
the PFD and MFD, and the aircraft has a GPS position.
2) In the MFD, select the TAWS-B page (last page in the MAP group).
3) Verify that the title at the top of the page reads “MAP - “TAWS-B”. If TAWS has not been
enabled, the title will read “MAP - TERRAIN PROXIMITY” or “MAP - TERRAIN”.
4) Press the MENU button and select “Test TAWS System” from the pop-up menu and
press ENT.
5) After the TAWS test has completed, verify that “TAWS System Test Okay” is annunciated
over the audio system.
(d) Terrain Proximity Check (If TAWS is not installed)
the PFD and MFD and the aircraft has a GPS position.
2) On the MFD, select the MAP group, TERRAIN PROXIMITY page by rotating the large
FMS knob to change groups and the small FMS knob to change pages.
3) Verify the title at the top of the page reads “MAP – TERRAIN PROXIMITY”.
4) Verify that the map is colored to show terrain and no failures are annunciated on the
page.
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N. Optional Equipment Checks

(1) GDL 69A Datalink Check (Optional)
NOTE: This section verifies the correct installation of the GDL 69A.
(a) On the MFD, select “AUX - XM RADIO”.
(b) Run up and down the XM channels using the MFD controls and GRC10 controls (if installed).
Select an active music channel when finished.
(c) Increase and decrease the volume using the MFD controls and GRC10 controls (if installed),
then set the volume at the mid-point.
(d) Verify XM audio operation at pilot, copilot and all passenger stations. Verify stereo operation.
(e) Plug an external audio source into the AUX jack in the cabin and verify audio can be heard
in all passenger stations. Verify this audio is not present at the Pilot and Co-pilot phone
jacks.
(f) Activate the Stall Warning horn and verify that the XM audio is muted.
(2) GTS 800 TAS Check (If installed)
(a) Start the G1000 in the Normal mode and select the TRAFFIC MAP page on the MFD MAP
group.
(b) Verify that the STANDBY, OPERATE, TEST (in Standby mode), FLT ID, and ALT MODE
softkeys are available on the bottom of the display. Verify that a TAS Status (not TAS FAIL) is
displayed in the upper left corner of the traffic map. Verify that a yellow NO DATA message
is not displayed in the center of the map. If TIS is displayed instead of TAS, refer to the
‘Optional Equipment Configuration’ to install the GTS-800 TAS option.
(c) Press the OPERATE softkey and verify that OPERATING is displayed in the upper left
corner of the traffic map.
(d) Press the STANDBY softkey and verify that STANDBY is displayed in the upper left corner
of the traffic map.
(e) Set range to 6NM or greater.
(f) Press the TEST softkey and verify that TEST is displayed in the upper left corner of the
traffic map and that a traffic test pattern is displayed. Verify that “TAS System Test PASSED”
annunciation is heard over the cockpit speaker at the conclusion of the test.
(g) Open the TAS circuit breaker and verify that NO DATA is displayed at the center of the traffic
map after several seconds.
(h) Close the TAS circuit breaker and verify that NO DATA is removed from the traffic map.
(3) KR-87 ADF Check (If Installed)
(a) Tune the ADF to 257 (SQT) (or local facility) and verify the bearing is 335° +/- 15° (or
appropriate for facility selected) and the Morse Code Identifier is clear and accurate.
(b) Verify the ADF audio is available on the GMA 1347 audio panel.
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(4) KR-87 ADF Quadrantal Error Adjustment (If Installed)

(a) Position aircraft on ramp in an area that is clear of surrounding buildings and other
(b) Select ADF as the bearing source on the PFD.
(c) Select ADF mode on ADF receiver.
(d) Tune the ADF to 275 kHz (FPR) or 257 kHz (SQT).
(e) Orient aircraft such that the bearing indicator points to 0 degrees (aircraft is heading directly
to station). Note the heading.
(f) Using the heading indicator, rotate the aircraft 45 degrees to the left (counterclockwise).
(g) Continue to turn the aircraft in 45 degree increments, noting the relative bearing error at the
increment.
(h) Verify that the relative bearing error at the cardinal points (90, 180, 270, 360) is within ±5
degrees.
(i) Average the errors at the quadrantal points (45, 135, 225, 315) to determine the amount of
QE adjustment required.
Note: The QE adjustment potentiometer is located to the side of the antenna connector.
The adjustment hole is protected by a threaded cap which must first be removed.
If the antenna is inaccessible from the inside of the aircraft, the antenna will have
to be unfastened and pulled away from the aircraft far enough to insert a jeweler’s
screwdriver into the adjustment hole. Take care of the o-ring seal beneath the
adjustment screw cap. Following adjustment, the cap must be reinstalled to ensure
that the electronics compartment is environmentally sealed.
(j) Perform quadrantal error adjustment per the following diagrams. The QE adjustment
315 45 315 45
225 135 225 135

(k) Recheck the relative bearings and readjust the QE compensation pot as necessary to split
the errors at the quadrantal points and obtain the lowest possible average error.
(l) When QE adjustments are complete, reinstall the o-ring seal and the threaded cap in the
adjustment hole to seal the antenna.
(5) KN-63 DME Check (Optional)
(a) Perform systems check with appropriate DME test equipment and verify the DME is tuned
by NAV 1 and NAV 2.
(b) Verify the distance is accurate.
(c) Verify the DME audio is available on the GMA 1347 audio panel.
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(6) GTX-33 Extended Squitter Checkout (If installed)

(a) Press the XPDR softkey on the PFD.
(b) Verify that the ADS-B TX softkey is available and can be toggled (softkey 10).
O. Post-Installation Procedures
NOTE: This entire procedure must be successfully accomplished in order for the G1000 system to
be airworthy in your airplane.
NOTE: The following checks MUST be performed prior to electrical power-up with the associated
wiring connected to the electronic equipment. Failure to perform these checks prior to
powering up may result in damage to the equipment.
(1) Bus Power Check
(a) Do not apply external power to the aircraft.
(b) Verify that all circuit breakers are set.
(c) Turn ON Battery Master switch with Avionics Master switch and the Emergency switch in
the “OFF” position. Then:
1) Verify Avionics Bus and Emergency Bus are not powered.
2) Pull Lighting Bus and Non-Essential Bus circuit breakers.
3) Verify Lighting Bus and Non-Essential Bus are not powered.
4) Reset Non-Essential Bus circuit breaker.
5) Verify Non-Essential Bus is powered, and Lighting Bus is NOT powered.
6) Reset Lighting Bus circuit breaker.
7) Verify the Lighting Bus and Non-Essential Bus are powered
(d) Turn ON the Avionics Master switch, then:
1) Pull Avionics Bus, Non-Essential Bus and Lighting Bus circuit breakers.
2) Verify Avionics Bus and Essential Bus are powered.
3) Verify Non-Essential Bus, Lighting Bus and Emergency Bus are not powered.
4) Reset Non-Essential Bus and Lighting Bus crcuit breakers.
(e) Turn the Emergency Switch to ARM, then turn OFF the Battery Master switch, then:
1) Verify that the Essential Bus, Avionics Bus, Non-Essential Bus and Lighting Bus are not
powered.
2) Verify Emergency Bus is powered.
(f) Turn OFF the Emergency switch, Battery Master switch and Avionics Master Switch.
1) Verify Battery Bus is powered.
2) Verify Emergency Bus and Essential Bus are powered.
(2) 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. Refer to wiring schematics in Chapter 91.
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(3) Initial Display Testing

(a) General
Verify the following:
1) COM/NAV fields are valid in the top corner of the PFD.
2) Altitude, airspeed, vertical speed, heading and OAT fields are valid on the PFD.
3) Ensure FD/AP switch is set to “FD” (if installed). Verify no BACKUP PATHs 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.
4) Select Reversionary Mode by pressing the “Display Backup” button on the GMA 1347
Audio Panel. Verify that the PFD and MFD accurately display attitude, altitude, airspeed,
vertical speed, and engine instruments. Deactivate the Reversionary Mode.
(b) STALL Annunciation Test
1) Activate stall sensor on left wing.
2) Verify “stall” aural alert.
3) Set flaps to 25 degrees.
4) Activate inboard stall vane and verify “Stall” aural alert.
(c) Pitot Heat Annunciation Test
1) Verify “PITOT HT OFF” annunciation appears on display.
2) Pull PITOT HEAT circuit breaker. Turn the Pitot Heat switch to the ON position.
3) Verify “PITOT HT FAIL” annunciation appears on display.
4) Turn Pitot Heat switch to the OFF position.
5) Reset PITOT HEAT circuit breaker.
(d) HYDR PUMP ON and GEAR DOWN Discrete I/O Tests
1) Suspend the aircraft on jacks per 7-10-00.
2) Put the PFD in configuration mode by pressing the ENT key while applying power.
3) Pull MFD circuit breaker. Reset MFD circuit breaker. At MFD splash screen, press
softkeys in the following sequence: 1, 2, 3, 1. Then press the far right softkey.
4) Select reversionary mode on GMA 1347 audio panel. Verify Maintenance Mode CAS
advisory on MFD. Deselect reversionary mode on GMA 1347 audio panel.
5) Using the FMS knob on the PFD go to the GIA I/O CONFIGURATION page of the GIA
group.
6) Activate the cursor and using the large FMS knob scroll to channel “IN* 1A (Right), IN*
11A (Nose), and IN* 12A (Left)”. Verify the DATA box next to CHANNEL “IN* 1A, IN*
11A, and IN* 12A” is green with the landing gear down and black with the landing gear
up (this verifies the GEAR DOWN discrete I/O is functioning).
7) Verify that L GEAR DOWN, R GEAR DOWN, AND N GEAR DOWN indications (green
circles) are displayed in the EIS strip on the MFD.
8) Activate the cursor and using the large FMS knob scroll to channel “IN 16”.
9) Retract the landing gear and verify the DATA box next to CHANNEL “IN 16” is green
during operation of the hydraulic pump and black when the hydraulic pump is off (this
verifies the HYDR PUMP ON discrete I/O is functioning).
10) Verify that L GEAR, R GEAR, and N GEAR Transition Indication is displayed as White
square with crosshatching in the EIS strip on the MFD while the gear is retracting.
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10A, and IN* 13A” is green with the landing gear up and black with the landing gear
down (this verifies the GEAR UP discrete I/O is functioning).
12) Verify that L GEAR, R GEAR, and N GEAR are displayed as WHITE hollow circles in
the EIS strip on the MFD when the gear is up.
13) Select the gear down.
14) Verify landing gear are down and locked. Remove airplane from jacks.
(e) PFD / MFD Fan Fail CAS Annunciation Test
1) Pull BATT circuit breaker.
2) Remove PFD and disconnect connector 1P3281 from PFD Fan.
3) Reinstall PFD and then reset BATT circuit breaker.
4) Verify “PFD FAN FAIL” CAS Advisory annunciates.
6) Remove PFD and reconnect connector 1P3281 to PFD Fan. Reinstall PFD.
7) Remove MFD and disconnect 2P3281 from MFD Fan.
8) Reinstall MFD and reset BATT circuit breaker.
9) Verify that “PFD FAN FAIL” CAS Advisory does not annunciate. Verify that “MFD FAN
FAIL” CAS Advisory does annunciate.
11) Remove MFD and reconnect 2P3281 to MFD Fan. Reinstall MFD.
12) Reset BATT circuit breaker.
13) Verify that “MFD FAN FAIL” CAS Advisory does not annunciate.
14) Pull INTEG AV 1 circuit breaker.
15) Verify that “AV FAN FAIL” CAS Advisory annunciates.
16) Reset INTEG AV 1 circuit breaker. Verify that “AV FAN FAIL” CAS Advisory is extinguished.
(f) Verify Hour Meter operation:
1) For aircraft with Hobbs Configuration B, defeat both squat switches. Hobbs shall run
while aircraft is “in air”.
2) For aircraft with Hobbs Configuration C, Hobbs shall run whenever GIA 1 is powered
and reports OK status.
(g) Verify Bus Voltage Indication
1) With external power removed and Battery Master switch set to ON,
2) Verify Main bus voltage indication.
3) With external power removed, Battery Master Switch set to OFF, and Emergency
Switch set to ARM.
4) Verify Emergency bus voltage indication.
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(4) G1000 Connections Check

Perform the following steps to verify the following:
NOTE: Do not have External Power on the aircraft while conducting the following tests.
(a) PFD and MFD Ethernet connection check
1) Restart the PFD and MFD in Normal Mode.
2) Pull the MFD circuit breaker. (PFD should automatically enter Reversionary Mode.)
3) Verify NAV1 & COM1 remain valid on the PFD, and NAV2 & COM2 are replaced by a
red X.
4) Close the MFD circuit breaker and wait for MFD to initialize, then the MFD and PFD
should enter Normal Mode.
5) To test the PFD connection, first you must press the DISPLAY BACKUP button on the
GMA 1347 to enter Reversionary Mode.
6) Pull the PFD circuit breaker:
7) Verify NAV1 and COM1 are each replaced by a red X and NAV2 and COM2 remain
valid on the MFD.
8) Close the PFD circuit breaker and wait for it to initialize.
9) Press the DISPLAY BACKUP button again to return to Normal Mode.
(b) Engine and GPS data availability check.
Check for engine data availability to the displays and GPS data availability to the AHRS
when either or both GIAs are inoperative:
1) Pull INTEG AV1 and COM1 circuit breakers, cutting power to GIA1.
2) Verify the following system messages:
a) NAV1 and COM1 fields flag invalid.
b) FAILED PATH – A data path has failed.
c) AHRS1 USING BACKUP GPS SOURCE.
d) AV FAN FAIL – The cooling fan for remote avionics is failed.
e) NAV1 CDI loses deviation bar.
3) Close INTEG AV1 and COM1 circuit breaker. Allow system to reacquire satellites and
return to normal display modes.
4) Pull the INTEG AV2 and COM1 circuit breakers to remove power from GIA2.
c) AHRS1 is not receiving backup GPS information.
d) NAV2 CDI loses deviation bar.
6) Close INTEG AV2 and COM2 circuit breakers. Allow system to reacquire satellites and
7) Pull the INTEG AV1, INTEG AV2, COM1 and COM2 circuit breakers.
8) With both GIA1 and GIA2 inoperative, verify the following:
a) COM1, NAV1, COM2 and NAV2 fields flag invalid.
b) System message: GPS NAV LOST – Loss of GPS navigation. GPS fail.
c) NAV1 and NAV2 CDI lose deviation bars.
d) XPDR field flags invalid.
e) XPDR1 Fail field flags invalid.
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f) Engine Instrument field flags invalid on MFD.

g) All AHRS and ADC fields remain valid.
9) Restore power to both GIA units.
10) The G1000 Connections Check is complete.
(5) Engine Data Check (GIA1 or GIA2 Inoperative)
NOTE: This procedure should be accomplished in conjunction with the engine run-up. Valid
engine indications will be needed. Do the following to verify the engine data availability
and validity, with GIA1 or GIA2 inoperative:
(a) Ensure the G1000 is in normal mode.
(b) With the engine running, note the indication values for MAP, EGT and oil pressure.
(c) On the circuit breaker panel (Ess Bus), open the INTEG AV1 circuit breaker.
(d) Verify the values for MAP, EGT and oil pressure remain unchanged.
(e) Close the INTEG AV1 circuit breaker and wait until the COM1 and NAV1 fields are valid.
(f) On the circuit breaker panel (Av Bus), open the INTEG AV2 circuit breaker.
(g) Verify the values for MAP, EGT and oil pressure remain unchanged.
(h) Close the INTEG AV2 circuit breaker and wait until the COM2 and NAV2 fields are valid.
(i) Put the G1000 in Reversionary mode.
(j) Repeat steps (b) through (h), verifying engine gauge indications on PFD and MFD.
(k) The Engine Data Check is complete.
(6) Emergency Bus Operation Verification Test
Verify all of the following functions are operational when Emergency Power Switch is on
“ARM,” Battery Master Switch is “OFF,” the engine is off, external power is disconnected, and
Reversionary Mode is activated (press ”Display Backup Button” on the GMA 1347).
(a) PFD
(b) COM1
(c) NAV1 (Integrated Avionics GIA 63W #1)
(d) AHRS (GRS 77)
(e) GMA 1347 (Audio Panel)
(f) ADC (GDC 72)
(g) GEA 71 (Engine Instruments)
(h) Standby Instrument (EBD)
(i) Avionics Dimmer
NOTE: When under Emergency Power, the MFD, XPDR and optional avionics equipment (for
autopilot, ADF, DME, XM, TAS, etc.) are unavailable. Also note that NAV2, GPS2 and
COM2 are not available.
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P. LRU Test Procedures

(1) GDU 104X PFD and MFD Test Procedure
(a) Allow displays to initialize.
(b) Check that all COM/NAV display fields are valid in the top corners of the displays.
(c) On the PFD, check that the attitude, heading, altitude, airspeed, vertical speed, and OAT
fields are valid within two (2) minutes of power up. On the MFD, check that all of the engine
instrument fields are valid.
(d) Verify No BACKUP PATHs 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.
(e) Push the red “Display Backup” button on the GMA 1347 Audio Panel. Verify that the PFD and
MFD enter reversionary mode. Both displays should have valid attitude, heading, altitude,
airspeed, vertical speed, and engine instruments.
(f) De-activate reversionary mode by pushing the red reversion button again.
(g) Verify that any options, if equipped (i.e. ADF, DME, TAWS, ChartView, etc.), are operational.
(h) On the PFD, press the ALERTS softkey. Correct any PFD/MFD Alert messages that appear.
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(2) GMA 1347 Audio and Communications Test

Except for marker beacon operation, an in-aircraft checkout may be performed in the aircraft with
known good microphone, headset, and speaker.
(a) Check that the pilot and copilot Intercom System (ICS) mics and phone jacks are functioning.
(b) For pilot’s side only, select PA on the Audio Panel, press the MIC key and verify that audio
is heard from the cockpit speaker.
(c) Verify operation of COM1. Conduct VSWR check per VSWR Test under “GIA 63W Test” on
page 342501124.
(d) Failsafe Operation Check – GMA 1347 to COM1
1) Turn off the GMA 1347 by pulling the AUDIO MKR circuit breaker.
2) Verify COM1 transmits and receives normally over pilot headset.
3) Verify COM1 audio is controlled by the PFD COM audio control.
4) Close (push in) the AUDIO MKR circuit breaker.
(e) Verify operation of COM2. Conduct VSWR check per VSWR Test under “GIA 63W Test” on
page 342501124.
(f) Marker Beacon Test
5) Verify that outer, middle and inner markers appear on the PFD (See “Figure 43”).
6) Verify Marker Beacon Audio and tones.
7) Verify the MKR MUTE key mutes the Marker Beacon Audio.
8) Verify Marker HI/LO Sensitivity operation.
(g) Verify operation of Passenger ICS at all stations.
(h) If no other service is to be performed, continue to Return to Service Procedure, below.
Marker Beacon Symbology

Figure 43
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(3) GIA 63W Test

(a) GPS Signal Acquisition
The GIA 63W units should normally acquire a GPS navigation solution within 2 minutes of
startup, provided the aircraft is outside (or indoors with a GPS repeater). Select the GPS
STATUS page on the MFD (4th page in AUX group). Two softkeys on the bottom of the
display allow the user to toggle between GPS1 and GPS2. Verify that both receivers show
3D DIFF NAV on the MFD.
Continue to the “VHF COM Interference Test” on page 342501126.
NOTE: It may be necessary to temporarily disable or move away from GPS repeaters while
testing, as repeaters may adversely affect GPS receiver performance.
GPS STATUS Page (MFD)

Figure 44
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(b) VSWR Check of COM Antennas

See “Chart 26”.
Check the insertion loss and VSWR (Voltage Standing Wave Ratio) of COM1 and COM2.
To check VSWR, insert an in-line wattmeter into the coaxial transmission line between the
transceiver and antenna. The wattmeter should be inserted as closely as possible to the
transceiver. Any problem with the antenna installation is most likely seen as high reflected
power.
A VSWR of 3:1 may result in a loss of up to 50 percent of transmit power. The VSWR should
be 2.5:1 or less.
VSWR Test
1) VSWR (Voltage Standing Wave Ratio)
The standing wave ratio is a measure of the amount of power transmitted to the
antenna, compared to the amount reflected back to the transmitter. S.W.R.’s are a
function of the transmission line, the antenna and their installation.
2) Material Required
Thruline Wattmeter (Model 43 Bird Electronics, Cleveland, Ohio) or equivilent.
3) S.W.R. Test:
Test the antenna installation with the Thruline wattmeter. Check VSWR’s at 118.0,
123.0, 128.0, 132.0, and 135.95 MHZ. Determine the VSWR value with the conversion
chart below.
4) VSWR’s in excess of 2.5:1 are not acceptable.
Chart 26
VSWR Conversion Chart
VSWR CONVERSION CHART
20.0
10.0
REFLECTED POWER - WATTS
5.0 3
0
1.
2.
=
0
1.
3.
R
0
R
4.
SW
=
SW
R
0
R
0
0.
SW
1.
SW
R
=
SW
=
R
R
SW
SW
2.0
1.0
0.5
0.5 1.0 2.0 3.0 4.0 5.0 10.0 15.0 20.0 25.0 50.0 100.0 500.0
FORWARD POWER - WATTS
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(c) 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 signal acquisition test has been completed successfully, perform the following steps:
1) On the MFD, monitor GPS signal strength bars on the AUX – GPS STATUS page.
2) On the PFD, ensure that the CDI is set to GPS. If it is not, press the ‘CDI’ softkey until
GPS ENR is displayed.
3) Verify that the GPS “INTEG” flag is out of view.
4) Select 121.150 MHz on the COM1 transceiver.
5) Transmit for a period of 35 seconds while monitoring GPS1 signal strength levels.
6) During the transmit period, verify that the GPS “INTEG” flag does not come into view
on the PFD and verify that GPS1 does not lose a 3-D navigation solution on the MFD.
7) Repeat steps 5) and 6) and re-transmit while monitoring GPS2 signal levels on the
MFD.
8) Repeat steps 4)–7) for each of the following frequencies:
• 121.175 MHz
• 121.200 MHz
• 131.250 MHz
• 131.275 MHz
• 131.300 MHz
9) Repeat steps 4)–8) for the COM2 transceiver (GIA2).
10) On the MFD, select the AUX – SYSTEM SETUP page.
11) Under the COM CONFIG field, change the COM channel spacing from 25 kHz to 8.33
kHz.
12) Go back to the AUX – GPS STATUS page.
MFD.
17) Repeat steps 14)–16) for each of the following frequencies:
• 121.190 MHz
• 130.285 MHz
• 131.290 Mhz
18) Repeat steps 14 through 17 for the COM2 transceiver (GIA2).
19) On the MFD, select the AUX – SYSTEM SETUP page and change the COM channel
spacing back to 25 kHz.
20) Continue to the VOR/LOC/GS Test.
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(d) VOR/LOC/GS Test

1) Perform NAV 1 and NAV 2 accuracy tests.
a) Full scale.
b) Half scale.
c) OBS operation.
2) Check NAV 1 and NAV 2 audio and ident.
3) Check NAV 1 and NAV 2 Sensitivity.
4) Perform LOC 1 and LOC 2 accuracy tests.
a) Full scale.
b) Half scale.
5) Check LOC 1 and LOC 2 Sensitivity.
6) Perform GS 1 and GS 2 accuracy tests.
a) Full scale.
b) Half scale.
7) Check GS 1 and GS 2 Sensitivity.
(4) GEA 71 Test
On the MFD (normal mode), check the indication for each of the sensor or monitor inputs with
the aircraft engines off. In general, verify all engine and system instruments show valid static
normal values and markings, with no red X’s or erratic indications. See “Figure 45” (Baseline
configuration instruments shown) for normal engine instrument markings.
Normal Engine Instruments

Figure 45
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(5) GTX 33 Test

Operation of the GTX 33 Mode-S transponder is accomplished using PFD1, PFD2 or the MFD.
Refer to G1000 Cockpit Reference Guide, for basic operation.
The integrated transponder/altitude reporting system must be verified in accordance with
Title 14 of the Code of Federal Regulations (CFR) §§ 91.411 and 91.413, every 24 calendar
months, or any time the transponder is removed. This test requires the use of a Mode S ramp
generator. Specific instructions for operating the ramp tester are contained in the applicable
operator’s manual. Refer to Title 14 CFR Part 43.
(6) GDC 74A Tests
NOTE: If any connections in the pitot / static system are opened for maintenance, the entire
system must be rechecked per Pitot and Static Systems, Test, in 34-10-00.
NOTE: Allow the unit to warm up for 15 minutes before performing the following tests.
(a) Verification of the altimeter and airspeed must be performed using an air data test set
(ADTS). The static port and altimeter must be verified in accordance with Title 14 of the
Code of Federal Regulations (CFR) § 91.411 and Part 43 Appendix E. The PFD must be in
Configuration mode and the MFD must be in Reversionary mode for performing the tests as
outlined in Part 43 Appendix E.
(b) Part 43 Appendix E Testing
1) Preparation:
CAUTION: Configuration mode contains certain pages and settings
that are critical to aircraft operation and safety. These
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.
a) Start the G1000 system in normal mode.
b) Remove power to PFD.
c) Turn PFD on in Configuration mode by pressing and holding the ENT key on the
PFD while applying power.
d) Release the ENT key after “INITIALIZING SYSTEM” appears in the upper left
corner of the PFD.
NOTE: Configuration mode contains certain pages and settings that are critical
to aircraft operation and safety. These 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.
2) Testing:
a) Using the FMS knob on the PFD turn to the GRS page group. Use the B ALT field
for all CFR Part 43 Appendix E tests for G1000 altitude.
b) Place the MFD in Reversionary mode by pressing the red “Display Backup” button
on the GMA. The baro setting can then be read from the MFD for CFR Part 43
Appendix E tests.
NOTE: The baro setting on the MFD is controlled by PFD.
3) After completing the tests specified by § 91.411 and Part 43 Appendix E, return both
the MFD and the PFD to normal mode.
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NOTE: The following tests are above and beyond the requirements set forth in
Appendix E, and are required only when appendix E tests are required.
4) Pitot/Static Airspeed Test
a) Command air data test set (ADTS) to simulate air speeds shown in the table
below.
Calibrated Air Speed (Knots) Allowed tolerance (± Knots)
50 5.0
80 3.5
100 2.0
120 2.0
150 2.0
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 the OEM maintenance documentation.
5) 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 the table below:
Vertical Speed (feet/minute) Allowed tolerance, (± feet/minute)
2000 100
0 45
-2000 100
(7) OAT Probe Check
Check that the outside air temperature (OAT) probe measurement given on the PFD is accurate
by comparing it to a calibrated thermometer which is stabilized at ambient temperature. OAT
reading should be within 2° C of calibrated thermometer.
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GRS/GMU Recalibration Criteria
See “Chart 27”.
• Pitch/Roll Offset:
• Magnetometer Calibration:
• Engine Run-Up Vibration Test:
• Magnetometer Interference Test:
When ready to perform the procedures, shut off the displays by pulling the PFD and MFD
circuit breakers. Restart the PFD and MFD in Configuration Mode. Follow the steps given for
each procedure on-screen at the GRS/GMU CALIBRATION page. Note that the CALIBRATE
Chart 27
G1000 - GRS 77 AHRS/GMU 44 Magnetometer Calibrations
Required GRS/GMU Calibrations

Procedure A: Procedure B: Procedure C:
Condition GRS 77 GRS/GMU Engine Run-up
Pitch/Roll Magnetic Vibration
Offset Calibration Test
GMU 44 was removed and reinstalled None Required.
(no change in serial number). Continue to GRS/GMU Test section.
GMU 44 was replaced with new unit
X
(new serial number).
GRS 77 AHRS was removed and/or

replaced. The mounting tray was NOT None Required.
removed and the mounting tray bolts Continue to GRS/GMU Test section.
were NOT loosened.
replaced. The mounting tray WAS removed
X X X
and/or mounting tray bolts WERE loosened.
GRS 77 AHRS Configuration Module X X X
was replaced.
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(9) GRS 77 Pitch/Roll Offset Calibration (Procedure A)

This procedure must be performed with the engine OFF.
(a) Level the aircraft to within ±0.25° of zero pitch and zero roll using a digital level. (Refer to
8-20-00.)
(b) Start the PFD and MFD in Configuration Mode by holding the ENT key on each display while
closing the circuit breaker.
(c) Go to the GRS Page Group on the PFD by rotating the large FMS knob.
(d) Select the GRS/GMU Calibration page by rotating the small FMS knob. This page is
protected and requires a keystroke password to perform this test. Press the following
softkeys in sequence on the PFD:
1) 9
2) 10
3) 11
4) 12 (far right softkey)
(e) Initiate the AHRS Ground Pitch/Roll Compensation as follows:
1) Activate the cursor by pressing the small FMS knob and highlight the SELECT GRS
UNIT window. Select GRS1 on the PFD
2) Highlight the SELECT PROCEDURE window and select PITCH/ROLL OFFSET.
4) Follow the checklist items displayed and press the ENT key as each step is completed
or confirmed.
5) When the CALIBRATE field is blinking on the PFD, press the ENT key to begin the
procedure.
6) After several seconds, a new checklist appears in the lower half of the PFD. Press the
ENT key as each step is confirmed. When the CONFIRM AIRCRAFT IS LEVEL field is
blinking on the PFD, press the ENT key to continue.
(f) The result of the pitch/roll offset compensation is displayed on the PFD. If successful, the
PFD reports the successful calibration and returns to normal operation.
(g) Press the ENT key on the PFD to conclude this procedure.
(h) Restart the displays in Normal Mode.
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NOTE: The following Magnetometer Calibration procedure must be carried out at a site that is
determined to be free of magnetic disturbances. If unsure whether a site is “clean” or
not, the technician should verify that the site is clean by following the guidance provided.
The technician may skip the Compass Rose Evaluation Procedure if the site condition
is acceptable.
(10) Compass Rose Evaluation of Magnetic Disturbances for Magnetometer Calibration Procedure
(Optional)
NOTE: Typically, a compass rose is an acceptable location to perform the magnetometer
calibration procedure. However, because not all compass roses are well maintained,
even an existing compass rose should be regularly evaluated using the method
described here to determine if it is free of magnetic disturbances. If evaluation of an
existing compass rose indicates that magnetic disturbances are present, then an
alternative location must be found to perform the Magnetometer Calibration procedure.
A G1000-equipped airplane that has completed the pitch/roll offset compensation procedure
can be used to evaluate a candidate site for magnetic disturbances and determine whether it
is a suitable location to perform the magnetometer calibration procedure. The magnetometer
calibration procedure itself contains the logic to simultaneously survey the location for magnetic
cleanliness while it is computing the magnetometer calibration parameters. In order to evaluate a
candidate site, the Magnetometer Calibration procedure must be performed twice: once turning
clockwise around the site and once turning counterclockwise. Both times, the procedure should
be conducted as described in GRS 77/GMU 44 Magnetometer Calibration, below, with the
exception of the direction of turns around the site.
NOTE: Although (Procedure B) GRS 77/GMU 44 Magnetometer Calibration indicates that
the Magnetometer Calibration procedure should be performed by making a series
of clockwise turns around the site, the procedure can also be performed by making
counterclockwise turns for the purpose of evaluating the site for magnetic disturbances.
If, upon completion of the Magnetometer Calibration procedure in each clockwise and counter-
clockwise direction, the PFD displays the “CALIBRATION SUCCESSFUL / SITE IS CLEAN”
message, then the candidate site is sufficiently free of magnetic disturbances and is acceptable
for performing the Magnetometer Calibration procedure. It is important to obtain successful result
in both the clockwise and counter-clockwise directions to ensure that the magnetometer sweeps
over a large enough area at the candidate site.
If, upon completion of the Magnetometer Calibration procedure in either direction, the PFD
displays either the “MAG FIELD AT SITE NOT UNIFORM,” or “MAG FIELD AT SITE DIFFERS
FROM IGRF MODEL” message, then the site contains magnetic disturbances that are too
significant to use the site for calibration.
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NOTE: Procedure A must first be successfully accomplished before performing Procedure B,
only for situations where the GRS 77 was replaced with a new unit.
Calibration Procedure B must be carried out on a compass rose in order to guarantee
measurements free of environmental magnetic disturbances. Attempting to carry out this
maneuver on a typical 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. If the compass rose condition is not known, it is recommended that the technician follow the
guidance in Compass Rose Evaluation of Magnetic Disturbances, above.
(a) Start the aircraft engine following the procedures referenced in the POH.
CAUTION: CALIBRATION PROCEDURE B MUST BE CARRIED OUT ON A COMPASS
ROSE IN ORDER TO GUARANTEE MEASUREMENTS FREE OF
ENVIRONMENTAL MAGNETIC DISTURBANCES. ATTEMPTING TO CARRY
OUT THIS MANEUVER ON A TYPICAL 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.
(d) Start the PFD and MFD in Configuration Mode by holding the ENT key on each display while
(e) Go to the GRS Page Group on the PFD by rotating the large FMS knob.
(f) Select the GRS/GMU Calibration page by rotating the small FMS knob. This page is
1) 9
2) 10
3) 11
(g) Activate the cursor by pressing the small FMS knob and highlight the GRS UNIT window.
Select GRS1 on the PFD.
(h) Highlight the SELECT PROCEDURE window and select MAGNETOMETER.
(i) Press the ENT key.
(j) Use the cursor to highlight the BEFORE CALIBRATION window on the PFD.
(k) Follow the checklist items displayed and press the ENT key as each step is completed or
confirmed.
(l) When the CALIBRATE field is blinking, press the ENT key to begin the procedure.
(m) The PFD display advises the operator when to turn the aircraft, when to stop, and when to
turn again.
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(n) 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 instructions 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.
(o) The PFD guides the operator to dwell at multiple headings around a complete circle.
condition where a 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 Oct 5/16tation (approximately 30°). A
minimum of 2 successful stations per quadrant (and for each GRS 77) 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.”
(p) Repeat the turn-and-stop process until the PFD advises that a successful calibration is
complete. The GRS 77 AHRS then enter the normal operational mode. Press the ENT to
conclude this procedure.
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(12) Engine Run-Up Vibration Test (Procedure C)

Perform this test anytime the GRS 77 AHRS unit is removed and reinstalled.
NOTE: Calibration Procedure C is performed in order to guarantee that the AHRS mounting
is sufficiently rigid and insensitive to vibration. Calibration Procedures A and B are not
required prior to this procedure.
NOTE: This test must be performed after interior has been installed.
(a) Start the PFD and MFD in Configuration Mode by holding the ENT key on each display while
(b) Go to the GRS Page Group on the PFD by rotating the large FMS knob.
(c) Select the GRS/GMU Calibration page by rotating the small FMS knob. This page is
softkeys in sequence:
1) 9
2) 10
3) 11
(d) Activate the cursor by pressing the small FMS knob and highlight the SELECT GRS UNIT
window.
(e) Highlight the SELECT PROCEDURE window and select ENGINE RUN-UP TEST on the
PFD.
(f) Again, press the ENT key on the PFD to select the first checklist item displayed.
(g) As each command is complied with and ENT is pressed, the associated box will turn green
to confirm the selection has been complied with. When the CALIBRATE field is blinking on
the PFD, press the ENT key to begin the procedure.
(h) The PFD display instructs the operator to gradually increase power from idle to full throttle
and back to idle over a period of 1 - 2 minutes.
(i) When the engine run-up is completed and the engine is back to an idle setting, press the
ENT key on the PFD to indicate that the process is complete. When this is done, the TEST
COMPLETE field stops blinking.
(j) The PFD will state if the installation has passed or failed the vibration test. If the test fails,
the specific measurements causing the failure are identified and associated numeric values
are displayed on the PFD.
NOTE: Should a failure occur, the technician may perform the Engine Run-up test a
maximum of three (3) times successively before corrective action must be taken.
If the test does not pass after three attempts, then the installation should not
be considered reliable until the source of the vibration problem is identified and
remedied. In the event of repeated failure of the engine run-up test, record the
values that are reported to be out of range for future reference.
1) Vibration motion of GRS 77 and/or GMU 44 caused by neighboring equipment and/or
supports.
2) Mounting screws and other hardware for GRS 77 and/or GMU 44 not firmly attached.
3) GRS77 connector not firmly attached to unit.
4) Cabling leading to GRS 77 or GMU 44 not firmly secured to supporting structure.
(k) Press the ENT key to conclude this procedure.
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The Magnetometer Interference Test validates that no electronic device is interfering with the
operation of the GMU 44 magnetometer. It verifies that the aircraft has a magnetically “clean”
GMU 44 installation. The test exercises various devices on the aircraft that could affect the
magnetic field measured by the GMU (examples include navigation lights, control servos, etc).
NOTE: It is highly recommended that this test be performed after the installation or maintenance
of any electrical components on the aircraft and/or for troubleshooting the GMU 44.
NOTE: External power cart and other aircraft need to be as far away from the aircraft as possible.
Turn Battery Master ON, AV BUS Master ON, and push in (close) all circuit breakers.
(a) Start the PFD and MFD in Configuration Mode by holding ENT on each display while closing
the circuit breaker.
(b) Go to the GRS Page Group on the PFD by rotating the large FMS knob.
(c) Select the GRS/GMU Calibration page, as shown in “Figure 46”, by rotating the small FMS
knob. This page is protected and requires a keystroke password to perform this test. Press
the following softkeys in sequence: 9. 10, 11, 12 (far right softkey)
(d) Activate the cursor by pressing the small FMS knob and highlight the SELECT GRS UNIT
window. Select GRS1 on PFD.
(e) Highlight the SELECT PROCEDURE window and select MAGNETOMETER
INTERFERENCE TEST on the PFD. Press ENT.

Figure 46
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(f) Press ENT again to select the first checklist item displayed on the PFD. As each command
is complied with and ENT is hit, the associated box will turn green to confirm the selection
has been complied with.
NOTE: Use a stopwatch to accurately time the tests. All actions are to be carried out in the
order and at the precise elapsed time as specified in the prepared test sequence.
MFD must be out of configuration mode prior to test being performed.
(g) When the CALIBRATE field is blinking on the PFD, press the ENT key to begin the procedure
per “Chart 28”.
(h) When the test is complete press the ENT key on the PFD to indicate the process is complete
and the TEST COMPLETE annunciation stops blinking at this time.
(i) The PFD informs the operator if the installation has passed or failed the magnetometer
interference test. If the test passes, no further action is required for this test. If the test fails,
the installation should be considered unreliable until the source of magnetic interference
is identified and remedied. When the magnetometer interference test fails, record the
three magnetometer maximum deviation values and their corresponding timestamps. Any
maximum deviation value greater than 2.5 milliGauss indicates a problem that must be
resolved. Compare the corresponding timestamps with the prepared test sequence to
identify which action produced the problem. Contact Garmin for assistance in resolving the
problem.
NOTE: Two common reasons for a failed magnetometer interference test are:
1) New equipment is installed in close proximity to GMU 44 magnetometer, and,
2) an existing or new electronic device has become grounded through the aircraft
structure instead of via the proper ground wire in a twisted shielded pair.
(j) Press ENT on the PFD to conclude the test.
Chart 28
G1000 - Magnetometer Interference Test
ELAPSED TIME
Since start of test ACTION
(Minutes:Seconds)
0:00 Test Begins
0:10 Turn on strobe light
0:20 Turn off strobe light
0:30 Turn on fin strobe
0:40 Turn off fin strobe
0:50 Turn on nav lights
1:00 Turn off nav lights
1:10 Blower Motor on Low
1:20 Blower Motor off
1:30 Blower Motor on High
(PIR-PPS55035. Rev. C.)
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(14) Automatic Flight Control System (AFCS) Tests (If installed)

See ‘Garmin G1000 Equipped Airplanes’ under Ground Checks in 22-10-00.
(15) GRS/GMU Test
The aircraft can now be taxied back and the engine can be shut down for final testing. Restart
the displays in normal mode to conduct 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, as shown in “Figure 47” (provided both GPS receivers have a valid position;
if GPS is unavailable, AHRS initialization may take as long as two (2) minutes).
(16) GDL 69A Test.
(a) If an XM Satellite Radio subscription has already been activated, then power up the G1000
and go to the AUX – XM RADIO page on the MFD. Verify the GDL 69A is working properly
by moving back and forth through the channels.
(b) If the GDL 69A is replaced (new unit), the owner must re-activate the subscription, using the
new GDL 69A’s Radio ID number(s).
(c) As a final operations check, make sure there are no MANIFEST errors shown on the PDF
for the GDL 69A.
Normal Mode AHRS Check

Figure 47
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(17) TAWS Functional Check

(a) Ensure that matching terrain database cards are installed in the bottom slots of the PFD and
MFD and that the aircraft has a GPS position.
(b) Select the TAWS-B page in the MAP Group.
(c) Verify that the title at the top of the page reads “MAP - “TAWS-B.”
NOTE: If TAWS has not been enabled, the title will read “MAP – TERRAIN PROXIMITY”
or “MAP – TERRAIN”. Refer to TAWS Configuration for configuring TAWS.
(d) Press the MENU button and select “Test TAWS System” from the pop-up menu and press
ENT key.
(e) After the TAWS test has completed, verify that “TAWS System Test Okay” is heard over the
audio system.
(18) ChartView Functional Check
ChartView, if installed, must be enabled using a ChartView Enable Card and a current ChartView
database. Ensure that a Chartview Jeppesen Nav Data U.S. database card is installed in the top
card slot of the MFD. Refer to Chartview Unlock, above.
(a) Select the Airport Information page in the WPT Group.
(b) Verify that the title at the top of the page reads “WPT- Airport Information”.
(c) Enter KVRB (or local facility) as the waypoint and verify that the CHRT softkey is available.
(d) Press the CHRT softkey and verify the electronic chart is viewable.
(19) DME (Optional) Functional Check
This check verifies that the DME-to-G1000 interface operates correctly.
(a) Perform systems check with the appropriate test equipment and verify the DME is tuned by
NAV1 and NAV2.
(20) ADF (Optional) Functional Check
This check verifies that the ADF / G1000 interface operates correctly.
(a) Tune the ADF to 257 (SQT) and verify the bearing is 335° +/- 15° and the Morse Code
Identifier is clear and accurate.
(b) Verify the ADF audio is available on the GMA 1347 audio panel.
(21) NAV Source Selection Tests
NOTE: The CDI will not be depicted if the VOR antenna is not receiving a valid signal.
NOTE: For GPS, the word that is displayed with the GPS (i.e. GPS Term) depends on the phase
of flight of the airplane. It is acceptable for GPS TERM or GPS ENR to be displayed.
(a) Start these tests with all avionics powered.
(b) Press the Direct-To-Key.
(c) Enter a Direct-To waypoint.
(d) Enter the frequency of a nearby VOR or an appropriate VOR frequency simulated with test
equipment into the active NAV 1 frequency box on the PFD.
(e) Enter the frequency of different nearby VOR or an appropriate VOR frequency simulated
with test equipment into the active NAV 2 frequency box on PFD.
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(f) Press the CDI softkey on the PFD. Verify the NAV source on the PFD changes from GPS
TERM to VOR1.
(g) Press the CDI softkey on the PFD. Verify the NAV source on the PFD changes from VOR1
TO VOR2.
(h) Press the CDI softkey on the PFD. Verify the NAV source on the PFD changes from VOR2
TO GPS TERM.
(22) Bearing Pointers and Information Windows Tests
NOTE: The bearing pointer will not be depicted if it is not receiving a valid signal.
(b) Press the Direct-To-Key ( D ).
equipment into the NAV1 frequency box on PFD.
with test equipment into the NAV2 frequency box on PFD.
(f) Enter 257 kHz (SQT NDB) into the ADF receiver (if installed).
(g) Press the PFD softkey on the PFD to make the BRG1 and BRG2 softkey selections visible.
(h) Verify that the BRG1 softkey can be pressed to sequentially cycle through NAV1, GPS, and
ADF (if installed).
(i) Verify that the BRG2 softkey can be pressed to sequentially cycle through NAV2, GPS, and
ADF (if installed).
(23) BARO Selection Tests
(a) Rotate the BARO knob on the PFD and verify that the PFD BARO values change.
(b) Set the current altimeter setting and verify that the PFD altimeter indicates within ±30’ of
field elevation (24’).
(24) Engine Run Checks
(a) Annunciation Verification
WARNING: Utilize all safety procedures. NEVER work in the engine
area while the engine is running.
1) Remove fuses F102 and F202 in the engine compartments.
2) Start both engines.
3) With left engine running above 1100 RPM, turn on L ALTR switch. Verify L ALTR FAIL
warning message. Reset L ALTR switch.
4) With right engine running above 1100 RPM, turn on R ALTR switch. Verify R ALTR FAIL
warning message. Reset R ALTR switch.
5) Turn off engines.
6) Reinstall fuses F102 and F202.
(b) Various Systems Verification
1) Start PFD1 in config mode by holding ENT while applying power.
2) Using the FMS knob on the #1 PFD go to GIA I/O Configuration page on GIA group.
3) During left engine start, verify the data box next to DISCRETE IN 19A is green while
left engine start switch is pressed.
4) During right engine start, verify the data box next to DISCRETE IN 20A is green while
right engine start switch is pressed.
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(c) Verify the following with the engines ON:

1) Verify Hour Meter operation:
For aircraft with Hobbs Configuration A, run the engines. Hobbs shall run while engine
is running.
2) Verify RPM, Fuel Flow, EGT, MAP, Oil Pressure, Oil Temp are operating in normal
range.
3) Verify left alternator and right alternator current indications.
a) With the Battery Master Switch ON and left alternator and right alternator on line,
turn the Battery Master and left alternator OFF.
b) Note right alternator current.
c) Turn the left alternator ON and right alternator OFF.
d) Note left alternator current.
e) Verify that current readings are equal (within +/- 3 amps).
(25) Audio Checks
NOTE: The following checks must be accomplished after the interior has been installed.
(a) Passenger ICS checks
(b) GDL 69A cabin checks (if installed)
(c) GRC 10 operation checks (if installed).
(26) Lighting Tests
NOTE: A tarp must be used to cover the fuselage, and a flashlight is required to test photocell
operation.
NOTE: Increase and Decrease lights to ensure operation.
NOTE: The following checks must be accomplished after the interior has been installed.
(a) Right FWD Courtesy
(b) Cockpit DOME Light
(c) Avionics dimmer switch controls the following:
1) PFD.
2) MFD.
3) Audio Panel.
(d) Rotate the Avionics dimmer to full dim ensure the following switch to photocell:
1) PFD.
2) MFD.
(e) Switch lights dimmer switch controls the following:
1) Instrument Panel Rocker Switches.
2) ADF (If Installed).
3) Autopilot Computer (If Installed).
4) Lighted Placards.
(f) Panel lights dimmer controls the following:
Lights under glare shield.
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(g) With engine OFF and no external power applied to aircraft, select Emergency Switch “ARM”
then select Battery Master Switch and Avionics Switch “OFF”.
1) These following items remain lit:
a) Electronic Standby Instrument.
b) PFD.
c) Audio Panel.
d) Master Caution/Warning Switch Reset Lights (if they are active).
2) All other flood lights and equipment lights extinguish.
3) Instrument Panel switch lights extinguish.
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Q. Return to Service Procedure

against the listed versions in the Required Equipment List (REL)
“Chart 30” on page 342501149. Software Configuration is a critical
part of the G1000 operation and must be verified before returning
an aircraft to service.
(1) Software Verification
After reinstalling any G1000 LRU, use the checkoff list in “Chart 29” on page 342501148 to verify
correct LRU software part numbers and versions against the current numbers and versions
shown in the appropriate Required Equipment List (REL) “Chart 30” on page 342501149.
(a) Start the G1000 system in configuration mode.
(b) The PFD System Status page (“Figure 48”) displays a list of LRUs in the LRU window.
(c) Activate the cursor and highlight the LRU window.
(d) Use the FMS knob to scroll through the list, selecting each LRU in turn.
(e) The software part number and version is displayed in the DATA window. Compare this
to the current numbers and versions shown in the appropriate Required Equipment List
(REL) at the end of this section.

Figure 48
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(2) LRU Failure Tests

(a) GPS Failure Test
1) Start these tests with all avionics powered.
2) Valid GPS reception. Press Direct-To-Key ( –D–> ). Enter a Direct-To waypoint.
3) Place a shroud over the GPS1 antenna to prevent signal reception. Verify loss of GPS1
signal on MFD ‘Aux’ group, ‘GPS Status’ page. The following should remain valid on the
PFD throughout the procedure:
a) Attitude
b) Heading
c) Airspeed
d) Altitude
e) Vertical Speed
f) OAT
g) GPS CDI
4) Remove shroud from the GPS1 antenna.
5) Place a shroud over the GPS2 antenna to prevent signal reception. Verify loss of GPS2
signal on MFD ‘Aux’ group, ‘GPS Status’ page. To view GPS2 status, press the GPS2
softkey. The following should remain valid on the PFD throughout the procedure:
a) Attitude and Heading
b) Airspeed and Altitude
c) Vertical Speed
d) OAT
e) GPS CDI
6) Leave the shroud over the GPS2 antenna and replace the shroud over the GPS1
antenna. Verify loss of GPS 1 and 2 signals on ‘Aux’ group, ‘GPS Status’ page. The
following should remain valid on the PFD throughout the procedure.
a) Attitude
b) Heading
c) Airspeed
d) Altitude
e) Vertical Speed
f) OAT
g) GPS LOI (loss of integrity) annunciated on the PFD.
(b) GIA Failure Test
2) Valid GPS reception. Valid NAV signal.
3) Remove power from GIA 1 by pulling the INTEG AV 1 and COM 1 circuit breakers.
a) AHRS1 GPS – AHRS1 USING BACKUP GPS SOURCE
5) Verfiy the AV FAN FAIL CAS advisory is annunciated.
6) Verify the following flag invalid:
a) COM/NAV 1 field
b) NAV 1 CDI loses deviation bar.
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7) Restore power to GIA1 by resetting the INTEG AV 1 and COM 1 circuit breakers.
8) Verify the following:
All invalid flags, system messages, and annunciations are removed. (#1 GPS will
take time to reinitialize).
a) AHRS1 GPS – AHRS1 not receiving backup GPS information.
a) COM/NAV 2 field
All invalid flags, system messages, and annunciations are removed. (#2 GPS will
take time to reinitialize).
14) Remove power from GIA 1 and GIA 2 by pulling the INTEG AV 1, INTEG AV 2, COM 1
and COM 2 circuit breakers.
a) TRN AUD FAIL
b) XPDR1 FAIL
c) GMA1 FAIL
d) FAILED PATH
e) GPS NAV LOST
f) AHRS1 GPS
g) TRAFFIC FAIL (If GTS-800 TAS is not installed)
a) COM/NAV 1 field
b) COM/NAV 2 field
c) XPDR field
d) Engine Instruments
a) NAV 1 & NAV 2 CDI lose deviation bar.
b) All AHRS and ADC fields remain valid.
18) GEAR SYS CAS warning message annunciates.
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(c) Display Failure Test

3) Verify the following system messages on the PFD:
a) XTALK ERROR system message.
b) MFD VOLTAGE (This may or may not appear depending on power failure rate vs.
MFD update rate).
c) FAILED PATH
d) GDL 69 FAIL (If Installed).
a) PFD switches to reversion mode.
b) Attitude and Heading remain valid from AHRS.
c) Airspeed, Altitude, Vertical Speed and OAT remain valid.
d) Engine Instrumentation appears on PFD.
e) COM/NAV 2 fields flag invalid.
5) Restore power to the MFD. The displays should return to Normal operation.
6) Select reversionary mode on GMA 1347 Audio Panel. Verify MFD switched to
reversionary mode.
7) Remove power from the PFD by pulling the PFD circuit breaker.
8) Verify the following system messages are displayed on the MFD:
a) XTALK ERROR
b) FAILED PATH
c) TRAFFIC FAIL (If GTS-800 TAS Installed).
a) Attitude and Heading remain valid from AHRS.
b) Airspeed, Altitude, Vertical Speed and OAT remain valid.
c) MFD retains engine instrumentation.
d) COM/NAV 1 fields flag invalid.
10) Restore power to the PFD and deselect reversionary mode on GMA 1347 Audio Panel.
The displays should return to normal operation.
(d) AHRS Failure Tests
Note: Allow for the AHRS to realign between tests.
2) Remove power from the AHRS by pulling the AHRS circuit breaker.
3) Verify Heading and Attitude flag invalid on the PFD.
4) Restore power to the AHRS.
5) Verify normal operation and failure annunciations are removed.
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(e) Air Data Computer (ADC) Failure Tests

2) Remove power from the ADC by pulling the ADC circuit breaker.
3) Verify the following flag invalid on the PFD.
a) Altitude
b) Indicated Airspeed
c) Vertical Speed
d) Static Air Temperature (OAT) and ISA
4) Restore power to the ADC.
5) Verify normal operation and invalid flags are removed.
(3) Flight Test
A flight test is recommended after installation is complete to ensure satisfactory performance of
the G1000.
(4) VHF Comm Tests
(5) VOR/ILS Tests
Select a VOR channel within a 40 nautical mile range. Listen to the VOR audio and verify that
no electrical interference such as magneto noise is present. Check the tone identifier filter
operation. Fly inbound or outbound on a selected VOR radial and check for proper LEFT / RIGHT,
TO / FROM flag indications on the CDI. Check the VOR accuracy.
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Chart 29
Group:
System SW Ver. OK System SW Ver. OK System SW Ver. OK
Control & Display:

PFD1 ______ MFD1 ______
PFD1 FPGA ______ MFD1 FPGA ______
Communication/Navigation/Surveillance (CNS):
COM1 ______ GMA1 ______ GTX1 ______
COM2 ______ GPS1 ______ NAV1 ______
GIA1 ______ GPS2 ______ NAV1 BB ______
GIA1 AUDIO ______ GTS ______ NAV1 FPGA ______
GIA2 ______ GTS AUDIO ______ NAV2 ______
GIA2 AUDIO ______ GTS FPGA ______ NAV2 BB ______
GDL69 ______ GTS MAGNET V ______ NAV2 FPGA ______
Sensors:
GDC1 ______ GRS1 ______
GDC1 FPGA ______ GRS1 FPGA ______
GEA1 ______ GRS1 MV DB ______
GMU1 ______ GS1 ______
GMU1 FPGA ______ GS2 ______
System:
PA-44 IMAGE ______
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Chart 30
Required Equipment List (REL)
G1000 - Ver. 1648.01 (Sheet 1 of 2)

LRU Identifier Part Number Version Remarks
COM1 006-B0081-XX 11.00
COM2 006-B0081-XX 11.00
GDC1 006-B0261-19 3.09
GDC1 FPGA 006-C0055-00 01.05
GDL69 006-B0317-22 4.02.00 (Optional, Verify If Installed)
GEA1 006-B0193-05 2.07
GIA1 006-B0544-52 7.08
GIA1 AUDIO 006-D4432-00 2.00
GIA2 006-B0544-52 7.08
GIA2 AUDIO 006-D4432-00 2.00
GMA1 006-B0203-44 4.04
GMU1 006-B0224-01 2.05
GMU1 FPGA 006-C0048-00 2.00
GPS1 006-B0339-20 5.0
GPS2 006-B0339-20 5.0
GRS1 006-B0223-23 3.03
GRS1 FPGA 006-C0049-00 02.00
GRS1 MV DB 006-D0159-02 2010.00
GS1 006-B0082-XX 6.02
GS2 006-B0082-XX 6.02
GTS 006-B0551-10 3.00 (Optional, Verify If Installed)
GTS AUDIO 006-D0726-00 2.00 (Optional, Verify If Installed)
GTS FPGA 006-C0081-20 2.0 (Optional, Verify If Installed)
GTS MAGNET V 006-D0159-02 2010.00 (Optional, Verify If Installed)
GTX1 006-B0172-XX 7.02
MFD1 006-B0319-B2 13.02
MFD1 FPGA 006-C0036-04 1.04
NAV1 006-B0082-12 6.02
NAV1 BB 006-B0082-BC 2.01
NAV1 FPGA 006-C0124-00 1.00
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chart 30
G1000 - Ver. 1648.01 (Sheet 2 of 2)

NAV2 006-B0082-12 6.02
NAV2 BB 006-B0082-BC 2.01
NAV2 FPGA 006-C0124-00 1.00
PFD1 006-B0319-B2 13.02
PFD1 FPGA 006-C0036-04 1.04
PA-44 IMAGE 006-B1648-01 1648.01 (Verify On Mfd Splash Screen)
(PIR-107799 B.)
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chart 30
G1000 - Ver. 1648.02 (Sheet 1 of 2)

COM1 006-B0081-XX 11.00
COM2 006-B0081-XX 11.00
GDC1 006-B0261-19 3.09
GDC1 FPGA 006-C0055-00 01.05
GEA1 006-B0193-05 2.07
GIA1 006-B0544-4C 7.09
GIA1 AUDIO 006-D4432-00 2.00
GIA2 006-B0544-4C 7.09
GIA2 AUDIO 006-D4432-00 2.00
GMA1 006-B0203-44 4.04
GMU1 006-B0224-01 2.05
GMU1 FPGA 006-C0048-00 2.00
GPS1 006-B0339-20 5.0
GPS2 006-B0339-20 5.0
GRS1 006-B0223-23 3.03
GRS1 FPGA 006-C0049-00 02.00
GRS1 MV DB 006-D0159-02 2010.00
GS1 006-B0082-XX 6.02
GS2 006-B0082-XX 6.02
GTX1 006-B0172-XX 7.02
MFD1 006-B0319-B4 13.04
MFD1 FPGA 006-C0036-04 1.04
NAV1 006-B0082-12 6.02
NAV1 BB 006-B0082-BC 2.01
NAV1 FPGA 006-C0124-00 1.00
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chart 30
G1000 - Ver. 1648.02 (Sheet 2 of 2)

NAV2 006-B0082-12 6.02
NAV2 BB 006-B0082-BC 2.01
NAV2 FPGA 006-C0124-00 1.00
PFD1 006-B0319-B4 13.04
PFD1 FPGA 006-C0036-04 1.04
(PIR-107799 B.)
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chart 30
G1000 - Ver. 1648.03 (Sheet 1 of 2)

COM1 006-B0081-XX 11.10
COM2 006-B0081-XX 11.10
GDC1 006-B0261-19 3.09
GDC1 FPGA 006-C0055-00 01.05
GEA1 006-B0193-05 2.07
GIA1 006-B0544-4C 7.14
GIA1 AUDIO 006-D4432-00 2.00
GIA2 006-B0544-4C 7.14
GIA2 AUDIO 006-D4432-00 2.00
GMA1 006-B0203-44 4.04
GMU1 006-B0224-01 2.05
GMU1 FPGA 006-C0048-00 2.00
GPS1 006-B0339-20 5.0
GPS2 006-B0339-20 5.0
GRS1 006-B0223-23 3.03
GRS1 FPGA 006-C0049-00 02.00
GRS1 MV DB 006-D0159-02 2010.00
GS1 006-B0082-XX 6.02
GS2 006-B0082-XX 6.02
GTX1 006-B0172-XX 7.04
MFD1 006-B0319-B4 13.08
MFD1 FPGA 006-C0036-04 1.04
NAV1 006-B0082-12 6.02
NAV1 BB 006-B0082-BC 2.01
NAV1 FPGA 006-C0124-00 1.00
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chart 30
G1000 - Ver. 1648.03 (Sheet 2 of 2)

NAV2 006-B0082-12 6.02
NAV2 BB 006-B0082-BC 2.01
NAV2 FPGA 006-C0124-00 1.00
PFD1 006-B0319-B4 13.08
PFD1 FPGA 006-C0036-04 1.04
(PIR-107799 E.)
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chart 30
G1000 - Ver. 1648.04 (Sheet 1 of 2)

COM1 006-B0081-XX 11.10
COM2 006-B0081-XX 11.10
GDC1 006-B0261-19 3.09
GDC1 FPGA 006-C0055-00 01.05
GEA1 006-B0193-05 2.07
GIA1 006-B0544-4C 7.14
GIA1 AUDIO 006-D4432-00 2.00
GIA2 006-B0544-4C 7.14
GIA2 AUDIO 006-D4432-00 2.00
GMA1 006-B0203-44 4.04
GMU1 006-B0224-01 2.05
GMU1 FPGA 006-C0048-00 2.00
GPS1 006-B0339-20 5.0
GPS2 006-B0339-20 5.0
GRS1 006-B0223-23 3.03
GRS1 FPGA 006-C0049-00 02.00
GRS1 MV DB 006-D0159-02 2010.00
GS1 006-B0082-XX 6.02
GS2 006-B0082-XX 6.02
GTX1 006-B0172-XX 7.04
MFD1 006-B0319-B4 13.08
MFD1 FPGA 006-C0036-04 1.04
NAV1 006-B0082-12 6.02
NAV1 BB 006-B0082-BC 2.01
NAV1 FPGA 006-C0124-00 1.00
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chart 30
G1000 - Ver. 1648.04 (Sheet 2 of 2)

NAV2 006-B0082-12 6.02
NAV2 BB 006-B0082-BC 2.01
NAV2 FPGA 006-C0124-00 1.00
PFD1 006-B0319-B4 13.08
PFD1 FPGA 006-C0036-04 1.04
(PIR-107799 F.)
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chart 30
G1000 - Ver. 1983.0 (Sheet 1 of 2)

COM1 006-B0081-XX 11.00
COM2 006-B0081-XX 11.00
GDC1 006-B0261-19 3.09
GDC1 FPGA 006-C0055-00 01.05
GEA1 006-B0193-05 2.07
GIA1 006-B0544-4H 7.13
GIA1 AUDIO 006-D4432-00 2.00
GIA2 006-B0544-4H 7.13
GIA2 AUDIO 006-D4432-00 2.00
GMA1 006-B0203-44 4.04
GMU1 006-B0224-01 2.05
GMU1 FPGA 006-C0048-00 2.00
GPS1 006-B0339-20 5.0
GPS2 006-B0339-20 5.0
GRS1 006-B0223-23 3.03
GRS1 FPGA 006-C0049-00 02.00
GRS1 MV DB 006-D0159-02 2010.00
GS1 006-B0082-XX 6.02
GS2 006-B0082-XX 6.02
GSA PTCH CTL 006-B0398-37 3.30 (Optional, Verify If Installed)
GFC CERT P C 006-D4892-00 2.00 (Optional, Verify If Installed)
GSA PTCH MON 006-B0398-37 3.30 (Optional, Verify If Installed)
GFC CERT P M 006-D4892-00 2.00 (Optional, Verify If Installed)
GSA PTCH TRIM C 006-B0398-37 3.30 (Optional, Verify If Installed)
GFC CERT PT C 006-D5460-00 2.00 (Optional, Verify If Installed)
GSA PTCH TRIM M 006-B0398-37 3.30 (Optional, Verify If Installed)
GFC CERT PT M 006-D5460-00 2.00 (Optional, Verify If Installed)
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chart 30
G1000 - Ver. 1983.0 (Sheet 2 of 2)

GSA ROLL CTL 006-B0398-37 3.30 (Optional, Verify If Installed)
GFC CERT R C 006-D4892-00 2.00 (Optional, Verify If Installed)
GSA ROLL MON 006-B0398-37 3.30 (Optional, Verify If Installed)
GFC CERT R M 006-D4892-00 2.00 (Optional, Verify If Installed)
GTX1 006-B0172-XX 7.02
MFD1 006-B0319-B9 13.08
MFD1 FPGA 006-C0036-04 1.04
NAV1 006-B0082-12 6.02
NAV1 BB 006-B0082-BC 2.01
NAV1 FPGA 006-C0124-00 1.00
NAV2 006-B0082-12 6.02
NAV2 BB 006-B0082-BC 2.01
NAV2 FPGA 006-C0124-00 1.00
PFD1 006-B0319-B9 13.08
PFD1 FPGA 006-C0036-04 1.04
(PIR-107799 D.)
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chart 30
G1000 - Ver. 1983.01 (Sheet 1 of 2)

COM1 006-B0081-XX 11.10
COM2 006-B0081-XX 11.10
GDC1 006-B0261-19 3.09
GDC1 FPGA 006-C0055-00 01.05
GEA1 006-B0193-05 2.07
GIA1 006-B0544-4H 7.14
GIA1 AUDIO 006-D4432-00 2.00
GIA2 006-B0544-4H 7.14
GIA2 AUDIO 006-D4432-00 2.00
GMA1 006-B0203-44 4.04
GMU1 006-B0224-01 2.05
GMU1 FPGA 006-C0048-00 2.00
GPS1 006-B0339-20 5.0
GPS2 006-B0339-20 5.0
GRS1 006-B0223-23 3.03
GRS1 FPGA 006-C0049-00 02.00
GRS1 MV DB 006-D0159-02 2010.00
GS1 006-B0082-XX 6.02
GS2 006-B0082-XX 6.02
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chart 30
G1000 - Ver. 1983.01 (Sheet 2 of 2)

GTX1 006-B0172-XX 7.04
MFD1 006-B0319-B9 13.08
MFD1 FPGA 006-C0036-04 1.04
NAV1 006-B0082-12 6.02
NAV1 BB 006-B0082-BC 2.01
NAV1 FPGA 006-C0124-00 1.00
NAV2 006-B0082-12 6.02
NAV2 BB 006-B0082-BC 2.01
NAV2 FPGA 006-C0124-00 1.00
PFD1 006-B0319-B9 13.08
PFD1 FPGA 006-C0036-04 1.04
(PIR-107799 E.)
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chart 30
G1000 - Ver. 1983.02 (Sheet 1 of 2)

COM1 006-B0081-XX 11.10
COM2 006-B0081-XX 11.10
GDC1 006-B0261-19 3.09
GDC1 FPGA 006-C0055-00 01.05
GEA1 006-B0193-05 2.07
GIA1 006-B0544-4H 7.14
GIA1 AUDIO 006-D4432-00 2.00
GIA2 006-B0544-4H 7.14
GIA2 AUDIO 006-D4432-00 2.00
GMA1 006-B0203-44 4.04
GMU1 006-B0224-01 2.05
GMU1 FPGA 006-C0048-00 2.00
GPS1 006-B0339-20 5.0
GPS2 006-B0339-20 5.0
GRS1 006-B0223-23 3.03
GRS1 FPGA 006-C0049-00 02.00
GRS1 MV DB 006-D0159-02 2010.00
GS1 006-B0082-XX 6.02
GS2 006-B0082-XX 6.02
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chart 30
G1000 - Ver. 1983.02 (Sheet 2 of 2)

GTX1 006-B0172-XX 7.04
MFD1 006-B0319-B9 13.08
MFD1 FPGA 006-C0036-04 1.04
NAV1 006-B0082-12 6.02
NAV1 BB 006-B0082-BC 2.01
NAV1 FPGA 006-C0124-00 1.00
NAV2 006-B0082-12 6.02
NAV2 BB 006-B0082-BC 2.01
NAV2 FPGA 006-C0124-00 1.00
PFD1 006-B0319-B9 13.08
PFD1 FPGA 006-C0036-04 1.04
(PIR-107799 F.)
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Integrated Avionics System - Garmin G1000
Integrated Avionics System - Garmin G1000 - 4496395, 4496397 and up.

Optional in S/N’s 4496395, 4496397 and up.
publications.)
A. Description
The Garmin G1000 Integrated Avionics System (IAS) consists of two (2) GDU 105X displays that
serve as the primary flight display (PFD) and multi-function display (MFD) (See “Figure 1”). The
stand-by instrument is located to the left of the PFD. Functions provided by the system include display
of attitude, heading, navigation, engine and airframe status, and a moving map display with position
derived by GPS. In addition to display functions, GPS navigation, VHF Com, and transponder functions
are provided by the G1000 system (via knobs and buttons on the display bezel).
A single AHRS and Air Data computer are standard. Several options that may be incorporated into the
G1000 system include S-TEC 55X Autopilot, GTS-800 Traffic Advisory System (TAS), and TAWS-B
capabilities.
See the latest revision of the Garmin G1000 Pilot’s Guide for Piper PA-44 Seminole for control and
operation.
GDU 105X GDU 105X

(PFD) (MFD)
Aspen
GMA 1347 Hobbs
EBD MW/MC Audio
Standby Instr.
ELT
KR 87 Cobham (S-TEC) Dimmers Circuit Breakers

ADF (Optional) 55X Autopilot (Optional)
Garmin G1000 Instrument Panel
Figure 1
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Electrical/Avionics Component Block Diagram

Figure 2
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The GRS 79 AHRS, GDC 72 Air Data Computer, GMU 44 Magnetometer, and GTP 59 Temperature
Probe are responsible for providing the G1000 system with 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).
connect the GRS and GDC to both GIA 63W units.
The GRS 79 receives GPS data from both GIAs, airspeed data from the GDC, and magnetic
(2) Engine Indicator System
The GEA 71 provides engine/airframe data to the G1000 system. The unit interfaces to
transducers. 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 exists, from the GEA to the #2 GIA 63W and on to the MFD for
display, in the event the primary path fails.
The GIA 63W IAUs contain VHF COM, VHF NAV, and GPS receivers. COM and NAV audio
is sent via analog or digital audio to the GMA 1347 Audio Panel. The GMA 1347 Audio Panel
controls the display reversionary mode.
The GTX 335R Mode S Transponder communicates with both GIAs in a single transponder
installation. Transponder data is sent from the GIAs to the PFD where control and operation
occurs.
The #1 GIA outputs analog HSI signals to the S-TEC 55X, along with ARINC 429 roll steering,
and altitude data, and digital selected altitude data.
(4) Components Details
See below, for detailed descriptions of the individual G1000 system components/Line Replaceable
Units (LRU’s).
B. Power Distribution
The electrical system has a tie point to connect the external power source, primary battery, starter
motor, alternator and essential bus feed. Distribution of power for the G1000 system occurs on six
aircraft electrical busses.
(1) Essential Bus
The Essential Bus current from the battery is controlled by the Master switch on the pilot’s
subpanel. The battery feed is protected by a 90-amp circuit breaker. Alternator power from each
engine to the Essential Bus is introduced by Alternator switches on the pilot’s subpanel. The two
Alternator feeds are protected by two 90 amp circuit breakers. Essential bus loads are isolated
from non-essential loads.
(2) Avionics Bus
There is a single avionics bus that is isolated from its Essential Bus feed by a relay. It is controlled
by the avionics master switch in the cockpit. The avionics bus is fed through independent
contactor that is protected by a 25-amp circuit breaker.
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(3) Emergency Bus

The Emergency bus exists as a backup power bus to the G1000 system and is isolated from all
other busses. When the EMER switch is turned to the ARM position, power must be removed
from the Essential bus by turning the battery master switch to the “OFF” position. At the same
time, the relay connecting the Emergency bus to the emergency battery is closed, providing
emergency power to the connected equipment.
(4) Non-Essential Bus
The Non-Essential bus is fed through the Essential Bus and is protected by a 35-amp circuit
breaker.
(5) Lighting Bus
The Lighting bus is fed through the Essential bus and is protected by a 35-amp circuit breaker.
(6) Air Conditioning Bus (if installed)
The Air Conditioning bus is fed through the Essential bus and is protected by a 60-amp circuit
breaker.
R ALT AMPS
RIGHT ALTR F1
AUX
NON-ESSENTIAL
80A ALTR
R ALT
ENG OFF SWITCH F2
M NON-ESS R ALT FIELD
L ENG START START BUS 5A R VOLT
ON REG
5A 70A
EMERG BATT
20A
R ENG START
BATT AMPS
AVIONICS BUS
BATT
M EMERGENCY
70A BATT
AV BUS 25A
25A
AVIONICS
ESSENTIAL BUS
SWITCH
ON
OFF OFF
EMERGENCY BUS
EMER PWR ARM
SWITCH
PRI BATT BATTERY

CONTACTOR
3A
HOT BATT BUS
L ALT AMPS
ON LEFT ALTR F1
AUX
OFF 80A ALTR
L ALT
BATT MASTER OFF SWITCH F2
SWITCH L ALT FIELD
5A L VOLT
ON REG
EXT PWR AIR COND
CONTACTOR BUS
EXT (IF INSTALLED)
PWR
AIR COND BUS
60A
LIGHTING BUS
LIGHTING
BUS
35A
Bus Feed
Figure 3
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ESSENTIAL ESSENTIAL AVIONICS EMERGENCY

BUS BUS BUS BUS
RIGHT ALTR PITOT HEAT ADF AVIONICS

LTS
R ALT FIELD ADC 1 AUTOPILOT ADC 1
EMERG BATT AHRS 1 COM 2 AHRS 1
NON-ESS BUS AUDIO/ DME AUDIO/

MARKER MARKER
BATT COM 1 INTEG AV 2 COM 1
AV BUS GEA 1 MFD GEA 1
LEFT ALTR INTEG AV 1 TAS INTEG AV 1
L ALT FIELD PFD 1 TURN PFD 1

COORD
LIGHTING STBY INSTR XM STBY INSTR
BUS
AIR COND BUS L FUEL PUMP
(IF INSTALLED)
EMER BATT XPDR
RELAY
R FUEL PUMP
GEAR PUMP
LTG PROT
HOT
BATT NON-ESSENTIAL LIGHTING AIR COND BUS
BUS BUS BUS (IF INSTALLED)
COURTESY ENG START AV DIMMER 7.5A
LTS
HOUR METER PITCH TRIM ANTI COLL 10A
ELT CABIN HEATER NAV LTS 1A
VENT FAN PNL/SW DIM
LDG/TAXI LTS
RECOG LTS
CABIN LTS
Component Power Sources

Figure 4
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Normal Mode
Figure 5
Reversionary Mode #1 PFD Fail

Figure 6
Reversionary Mode MFD Fail

Figure 7
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C. G1000 System Controls and Operation

(1) System Controls
The G1000 system controls are located on the PFD and MFD bezels. Indicators above the PFD,
MFD, NAV, and COM keys are illuminated when their respective control mode(s) are selected.
See the Garmin G1000 Pilots Guide for detailed controls descriptions. The unit is in MFD control
mode by default on system power-up. NAV/COM radio tuning can be accomplished in either PFD
or MFD control mode. The appropriate frequency box on the selected display is outlined by a light
blue selection box, which flashes for a few seconds to indicate Control Unit activity. Selection of
a different display control or radio tuning mode results in cancelation of the previous radio tuning
mode.
(2) System Operation
The displays are connected together via multiple data busses, thus
allowing for high-speed communication. The PFD and MFD are directly
connected to the GIA63W unit on the respective side. This section
discusses normal and reversionary modes of operation as well as the
various AHRS modes of the G1000 system.
(a) Normal Operation
1) PFD
In normal mode, the PFD presents graphical flight
instrumentation (attitude, heading, airspeed, altitude and
vertical speed), thereby replacing the traditional flight
instrument cluster. The PFD also offers control for COM and
NAV frequency selection.
2) MFD
In normal mode, the right portion of the MFD displays a full-
color moving map with navigation information, while the left
portion of the MFD is dedicated to the Engine Indication
System (EIS). The MFD also offers control for COM and NAV
frequency selection.
(b) Reversionary Mode
See “Figure 6” and “Figure 7” on page 3425026.
NOTE: The G1000 system alerts the pilot when backup paths are
utilized by the LRUs.
Reversionary mode is a mode of operation in which all important
flight information is presented identically on at least one functioning
display. Transition to reversionary mode should be straight-forward
for the pilot, for flight parameters are presented in the same format
as in normal mode. In the event of a PFD failure, the G1000
system automatically switches to reversionary (backup) mode. In
reversionary mode, all important flight information is presented on
the remaining display, whether the MFD or PFD.
• PFD1 failure – MFD enters reversionary mode.
• MFD failure – PFD automatically switches to reversionary mode.
Each display may be put into reversionary mode by manually
pressing the DISPLAY BACKUP Button at the bottom of the audio
panel, See “Figure 8”. Pressing this button again deactivates
reversionary mode. Display Backup Button
Figure 8
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D. Maintenance Mode
Caution: Enter “maintenance mode” when activating the Garmin G1000 system
on the ground to conduct tests, inspections, etc.
The “Hobbs” Meter is activated by the GIA 63W Integrated Avionics Units and will run when one of the
following is true, depending on how it was configured:
(1) the engine is running (Option A); or
(2) the airplane is inflight (Option B); or
(3) the GIA 63W No. 1 is ON (Option C).
To prevent needless accumulation of “hours” (i.e., to disable the “Hobbs” Meter) on the ground a
Maintenance Mode has been implemented in the Garmin G1000 software.
Enter “Maintenance Mode” before exiting the splash screen at system startup by pressing SoftKeys
1, 2, 3, 1 in that order. The “MAINT MODE ON” advisory will then be displayed while the system
remains in maintenance mode.
E. Troubleshooting
Troubleshoot the Garmin 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 information
presented on display.
The fifth 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.
presented at the fifth AUX page.
Caution: Post Installation Set-up,” below, provides detailed instructions on
Troubleshooting and Message Advisory information is provided as follows:
(1) Line Replaceable Unit (LRU) Troubleshooting - See “Chart 1” on page 34250211.
(2) Troubleshooting Engine / Airframe Sensor Failures - See “Chart 2” on page 34250216.
(3) Troubleshooting TAWS (Optional) - See “Chart 3” on page 34250218.
(4) Troubleshooting Data Path Messages - See “Chart 4” on page 34250219.
(5) Failed Path Messages CONFIG Page (PFD, MFD and GIA) - See “Chart 5” on page 34250220 and
Failed Path Messages CONFIG Page (PFD, MFD) See “Chart 6” on page 34250221.
(6) Failed Path Messages, GIA RS-232, ARINC 429 CONFIG page (GIA1 and GIA2) - See
“Chart 7” on page 34250223 and Failed Path Messages, GIA RS-485 CONFIG page
(GIA1 and GIA2) See “Chart 8” on page 34250229.
(7) Troubleshooting GDU 105X - See “Chart 9” on page 34250265 and Message Advisories GDU 105X
- See “Chart 10” on page 34250267.
(8) Troubleshooting GMA 1347- See “Chart 11” on page 34250273 and Message Advisories GMA 1347
(9) Troubleshooting GIA 63W - See “Chart 13” on page 34250275 and Message Advisories GIA 63 W -
(10) Troubleshooting/ Message Advisories GEA 71 - See “Chart 15” on page 34250283.
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(11) Troubleshooting/ Message Advisories GTX 3X5R - See “Chart 16” on page 34250284.
(12) Troubleshooting GDL 69EA - See “Chart 17” on page 34250285 and Message Advisories See “Chart
18” on page 34250286.
(13) Troubleshooting GDL 59 - See “Chart 19” on page 34250287 and Message Advisories See “Chart 20”
on page 34250287.
(14) Troubleshooting GRS 79 (AHRS) / GMU 44 - See “Chart 21” on page 34250289 and Message
Advisories See”Chart 22” on page 34250290.
(15) Troubleshooting/ Message Advisories GDC 72 - See “Chart 23” on page 34250292.
(16) Troubleshooting FS 510 - See “Chart 24” on page 34250292.
(17) Message Advisories GTS 800 TAS - See “Chart 25” on page 34250293.
(18) Troubleshooting/ Message Advisories Software Configuration - See “Chart 26” on page 34250294
System Status Page (AUX Group) (Typical)

Figure 9
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1 1
6 3
1 4
1
2 1 5
1
1. GIA 63W Integrated Avionics Units

2. GDC 74A Air Data Computer
3. GRS 79 AHRS
4. GMU 44 Magnetometer
5. GTX 335R Transponder
6. GEA 71 Engine Airframe Unit
System Fail (Typical)

Figure 10
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LRU Troubleshooting
System Failure Troubleshooting
The following table provides basic troubleshooting guidance for LRU failures.
Associated
Solution
permanently displayed
• With aircraft weight on wheels and the G1000 in

CONFIGURATION page is illuminated.
• If indication is illuminated Green, switch GIA1 and
GDU
If problem is resolved, replace defective unit.
If indication is not illuminated, check for wiring
faults between the GIAs and aircraft squat switch
system.

permanently inhibited
• With aircraft weight off wheels and the G1000 in

CONFIGURATION page is not illuminated.
GDU • If indication is not illuminated Green, switch GIA1 and
If problem is resolved, replace unit.
If indication is illuminated, check for wiring faults
between the GIAs and aircraft squat switch system.
• Check configuration settings for GIA1 and PFD.

NAV1 & COM1 = GIA1
NAV2 & COM2 = GIA2 • Check configuration settings for GIA2 and PFD.
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LRU Troubleshooting
Associated
LRU(s)
technology is not turned on (even in a monitoring state)
in the cabin.
GPS DR • Check GPS1 and GPS2 signal strength on AUX
page 4. Refer to GIA GPS section if GPS can not
acquire a position lock for troubleshooting.
GIA1
or • Check corresponding GPS antenna and cable for
GIA2 faults.
• Check Ethernet interconnect between the PFD1 to
GIA1 or PFD1 to GIA2 for faults.
If problem follows the GIA, replace the GIA.
If problem persists, replace the PFD.
• Check GTX 335R configuration settings for GIA1 and
GIA2.
• Check GTX 335R/GIA1 interconnect.
XPDR FAIL • Check GTX 335R/GIA2 interconnect.

GTX 335R • Perform a SET>ACTV configuration reset on the GTX
Config page for each GTX, and verify the aircraft
• Replace GTX 335R.
If problem persists, replace GIA.
ALTITUDE
VERT SPEED
AIRSPEED FAIL • Inspect GDC 72 pitot/static plumbing integrity.
FAIL • Inspect pitot/static ports and associated equipment for
faults.
• For TAS failure, also check GTP 59 OAT probe.
GDC 72
• Check GDC 72 configuration settings for the PFD,
MFD, GIA1, and GIA2.
If PFD, MFD, and GIA configuration settings are
correct, replace the GDC configuration module.
If problem persists, replace the GDC 72.
• Check OAT probe wiring and connectors for faults.

• Check GDC config module wiring for damage, replace
OAT if any is found.
GTP 59
• Replace GDC config module
• Replace GDC 72 with a known good unit:
If problem persists, replace the GTP 59
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LRU Troubleshooting
Associated
Solution
• Ensure metal objects (tool boxes, power carts, etc.)

are not interfering with the magnetometer and aircraft
is not in hangar, near other buildings, parked over
metal drainage culverts or on hard surfaces that may
contain steel reinforcements.
• Cycle power after moving aircraft away from metal
objects to determine if metal objects were the source
of the interference. Allow up to five minutes for the
heading to reinitialize.
GRS 79 • Perform a Magnetometer Interference Test to check
HDG FAIL
& for interference from onboard electrical system
GMU 44 components (e.g. NAV lights). Pay particular
attention to any new electrical devices that have
been installed since the aircraft was new. Correct
any discrepancies that do not allow this test to pass
before continuing.
• Ensure GRS 79 and GMU 44 connectors are secure.
• Check the wiring and any inline connectors between
the GRS and GMU for faults.
• Recalibrate the GMU 44.
• Load configuration files to the PFD, MFD, GIA1,
and GIA2.
If problem persists replace the GMU 44.
GRS 79
• If this message persists longer than five minutes,
&
perform AHRS calibration procedures as described
GMU 44 later in this chapter.
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LRU Troubleshooting
Associated
LRU(s)
• Cycle GRS 79 power to restart initialization.
• Ensure the GRS 79 is fastened down tightly in it’s
mounting rack and that the mounting rack is not
loose (CAUTION - do not loosen the mounting rack
hardware to the airframe shelf or the aircraft will need
ATTITUDE FAIL to be re-leveled and the PITCH/ROLL OFFSET
procedure performed).
• Ensure GPS has acquired at least four satellites, has
a 3D navigation solution, and a DOP of less than 5.0.
GRS 79 This is particularly important for an ATTITUDE FAIL
that appears during ground operation only.
• Perform an Engine Run-Up Test to check if engine
vibration is causing the GRS 79 to go offline.
• Load configuration files to the PFD, MFD, GIA1, and
GIA2.
• Calibrate the GRS 79 (Pitch/Roll Offset and
Magnetometer Calibration).
• Replace GRS 79.
If problem persists replace GRS 79 configuration
module.
Contact Garmin Aviation Product Support if
condition continues after replacing the GRS 79
and config module for additional assistance.
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LRU Troubleshooting
A DME or ADF failure is represented by the following red X’s. The PFD displays function as a control head for
the remote-mounted Honeywell KR 87 ADF and KN 63 DME.
Invalid Field Sensor Solutions
ADF FAIL
OR
NO ADF SIGNAL • Reload the ADF option configurations.
• Check for proper operation of the ADF receiver. Ensure
ADF • Check ADF – GIA2 interconnect.
GIA2 FAIL

• Reload the DME option configurations.
• Check for proper operation of the DME receiver. Ensure
DME • Check DME – GIA2 interconnect.
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Associated
LRU(s)
• If software was loaded to a new GDU display, be
sure that the user settings for the replaced display
Engine/Airframe Sensors were cleared. Clear user settings by pressing the
CLR key on the replaced display while applying
(All Invalid)
power to it. Acknowledge the on-screen prompt by
pressing the ENT key or the right-most softkey.
• Check for GEA related Alert messages on the PFD.
Correct any Alerts concerning software or
configuration errors by reloading software or
configuration as noted.
• Verify GEA internal power supply, configuration, and
calibration status in configuration mode.
The internal power supply, configuration and
GEA 71 calibration boxes should be green. If they are
& red, replace the GEA 71.
GIA 63W
• Verify internal, external, and reference voltages listed
in the Main Analog and I/O A Analog boxes are not
dashed out (does not include Aircraft Power 1 and 2).
If any voltages are dashed out, replace the GEA.
• Ensure the GEA is online (green checkmark on the
AUX – SYSTEM STATUS page).
If GEA is not online verify unit is receiving power
at the rack connector.
Check the GIA/GEA interconnects for faults.
Reload configuration files to both GIA’s and the
GEA.
• If problem persists, replace the GEA 71.
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Engine/Airframe Instrument Failures
The following table provides guidance for troubleshooting individual engine/airframe sensor failures. Be
sure to also follow previous guidance given for the GEA 71. The technician should troubleshoot to isolate
the fault by checking sensor-to-GEA wiring, replacing the suspect sensor, and finally by replacing the
GEA 71. Replace one part at a time. Check for correct operation of the sensors and GEA 71 after any
part has been replaced. Refer to G1000 in 91-00-00 Wiring Diagrams.
• Check manifold pressure transducer wiring.

Manifold • Replace manifold pressure transducer wiring.
Pressure • Replace GEA 71.
• Check engine tachometer sensor wiring.

Propeller
• Replace engine tachometer sensor.
RPM
• Replace GEA 71.
Exhaust • Check EGT sensor wiring.

Gas Temp • Replace EGT sensor.
(EGT) • Replace GEA 71.
• Check fuel flow transmitter wiring.

• Check fuel flow transmitter - GEA wiring.
Fuel Flow • Check power input to fuel flow transmitter.
• Replace fuel flow transmitter.
• Replace GEA 71.
• Check oil pressure sensor – GEA wiring.

Oil Pressure • Replace oil pressure sensor.
• Replace GEA 71.
• Check oil temperature sensor – GEA wiring.

Oil Temperature • Replace oil temperature sensor.
• Replace GEA 71.
• Check Fuel Senders - #1 GIA 63W wiring.

• Check #1 GIA 63W - #1PFD wiring.
• Check MFD - #1 PFD connections.
Fuel Quantity • Replace Fuel Senders left or right
• Replace #1 GIA 63W
• Replace #1 PFD
• For more details see 28-40-00.
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• Check Alt amp sensor - GEA 71 wiring.
• Replace Alt amp sensor.
• Replace GEA 71.
Amp/Volts
• Check main bus - GEA 71 wiring.
• Check emergency bus - GEA 71 wiring.
• Replace GEA 71
Chart 3
Troubleshooting TAWS (optional)
Annunciation Cause Solution

• If message occurred on the first
power up after unlocking TAWS,
cycle power to initialize TAWS.
• Ensure each GDU contains the
correct database data card.
• Ensure the G1000 is configured for
TAWS:
A TAWS system failure has If the system is not configured
occurred. for TAWS, reconfigure per
TAWS Unlock Procedure,
herein.
• Verify GIAs are online.
• Ensure a database or GDU SW
mismatch has not occurred.
If a mismatch has occurred,
load correct database/software
files or replace the terrain card.
TAWS system is currently N/A – Test will be conducted up to two

being tested. minutes.
Enable TAWS system alerting by
TAWS system alerting is
pressing the INHIBIT softkey on the
disabled
MAP – TAWS page.
• Ensure valid GPS position is
received from the AUX – GPS
GPS system integrity not high STATUS page.
enough to enable TAWS • Check GPS antenna & associated
coaxial cabling.
• Troubleshoot GIAs.
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(19) Backup Communications Path Checks.

The G1000 system architecture is designed with redundant communication ports for several
LRUs so that critical information can continue to be displayed in the event of an equipment or
wiring failure. Of most importance is flight attitude, heading, and air data information. The GRS
79 and GDC 72 each have four separate ARINC 429 data lines which are all capable of sending
data to the displays. The GEA 71, GTX 335R, and GMA 1347 each have two redundant serial
communication paths for the same purpose.
See “Figure 2” on page 3425022 for a basic G1000 block diagram depicting this architecture.
When troubleshooting, refer to the G1000 Wiring Diagrams listed in Chapter 91.
(20) Failed Path Messages.
The following message indicates there is a data path connected to the GDU (PFD or MFD) or the
GIA 63W (1 or 2) that has failed.
FAILED PATH – A data path has failed.
The FAILED PATH message is triggered by a timeout of any one digital channel. The channels
that are checked are listed on these pages in Configuration Mode:
(a) GDU RS-232 / ARINC 429 CONFIG (PFD and MFD).
(b) GIA RS-232 / ARINC 429 CONFIG (GIA1 and GIA2).
(c) GIA CAN / RS-485 CONFIGURATION (GIA1 and GIA2).
NOTE: Once the FAILED PATH message has been triggered, it will remain on the list
of messages until the next power cycle. This latching was implemented so that
for intermittent failures, the message would remain at the end of the flight (to
alert maintenance crew). Also, this keeps the crew from having to acknowledge
message repeatedly in the case of intermittent failures.
The box next to each channel indicates the current status of the channel per the below:
Red = data path is known to be failed.
Black = data path status is unknown.
Green = data path is known to be good.
See “Chart 4” thru “Chart 8” for suggested remedies for specific channels / LRUs.
Note: Check the PFD Alert Window for configuration or software error messages regarding
the displays or LRUs. Correct any errors before proceeding.
Chart 4
G1000 - Troubleshooting - Data Path Failures

Determine which data path has failed:
See G1000 Backup Path Check.

A communications data path
FAILED PATH – A data path
status is not being received by the Check wiring continuity for the failed
has failed.
G1000. path.
Swap or replace the affected LRU.
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Chart 5
Failed Path Messages, CONFIG Page (PFD, MFD, AND GIA) - Process
SELECT UNITS = PFD / MFD / GIA1 / GIA2 – RS-232 / ARINC-429 / RS-485 Serial Config Pages
Indicator Status
SELECT UNIT/LRU data path is functioning correctly.
GREEN
SELECT UNIT/LRU data path is not functioning correctly.
• Check avionics status page for SELECT UNIT or LRU configuration or software error messages.
Correct any errors before proceeding.
• If applicable, check the SELECT UNIT/LRU interconnect wiring and unit connector pins for faults.
• Replace LRU.
• Reload SELECT UNIT config file.
• If problem remains, replace SELECT UNIT.
RED
• Remove SELECT UNIT and verify power and ground are present at the appropriate connector.
44 If power or ground is not present, troubleshoot aircraft wiring for faults.
44 If power and ground are present, check SELECT UNIT unit and LRU connector for damaged
or pushback pins.
• Swap PFD to confirm if the problem is in the original PFD.
• Replace original PFD if box displays green check after swapping displays.
• Ensure LRU connecter is secure and proper wire harness strain relief is provided.
• Swap LRU #1 and LRU #2 to confirm if the problem is in the original LRU #1.
• Replace original LRU #1 if box displays green check after swapping units.
SELECT UNIT/LRU data path functionally is unknown.
BLACK • Reload SELECT UNIT configuration file.
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PFD ARINC 429
PFD/GRS 79 data path is functioning correctly.
GREEN
PFD/GRS 79 data path is not functioning correctly.
swapping units.
IN 1 GRS 79 • Load PFD configuration file.
RED in the PFD.
Check the PFD/GRS 79 interconnect wiring for faults.
PFD/GRS 79 data path functionally is unknown. Reload
BLACK PFD configuration file.
PFD/GDC 72 data path is functioning correctly.

GREEN
PFD/GDC 72 data path is not functioning correctly.
IN 2 GDC 72 • Load PFD and GDC 72 configuration files.

RED in the PFD.
• Check the PFD/GDC 72 interconnect wiring for faults.
PFD/GDC 72 data path functionality is unknown.
BLACK Reload PFD configuration file.
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MFD ARINC 429
MFD/GRS 79 data path is functioning correctly.
GREEN
MFD/GRS 79 data path is not functioning correctly.
swapping units.
• Load MFD configuration file.
RED
IN 1 GRS 79 • Swap MFD with PFD to confirm if the problem is
in the MFD .
Check the MFD/GRS 79 interconnect wiring for faults.
MFD/GRS 79 data path functionally is unknown. Reload
BLACK MFD configuration file.
MFD/GDC 72 data path is functioning correctly.

GREEN
MFD/GDC 72 data path is not functioning correctly.
• Load MFD and GDC 72 configuration files.
IN 2 GDC 72 • Swap MFD with PFD to confirm if the problem is

RED in the MFD.
• Check the MFD/GDC 72 interconnect wiring for faults.
MFD/GDC 72 data path functionality is unknown.
BLACK Reload MFD configuration file.
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GIA1 RS-232
GIA1/GDC 72data path is functioning correctly.

GREEN
GIA1/GDC 72 data path is not functioning correctly.
• Verify GDC 72 status is OK on the System Status
the GDC is offline before proceeding.
RED
CHNL 1 GDC 72 the original GIA1.
• Check the GIA1/GDC 72 interconnect wiring
and connector pins for faults.
GIA1/GDC 72 data path functionality is

BLACK unknown. Reload GIA1 configuration files.
GIA1/GTX 335R data path is functioning correctly.

GREEN
GIA1/GTX 335R data path is not functioning correctly.

• Load GIA1 and GTX 335R configuration files.
RED
CHNL 5 GTX 335R the original GIA1.
• Check the GIA1/GTX 335R interconnect
wiring for faults.
Replace GTX 335R if problem remains.
GIA1/GTX 335R data path functionality is unknown

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GIA1 RS-232

GREEN
swapping units.
• Swap GRS1 and GRS2 (no reconfiguration required)
to confirm if the problem is in the original GRS1.
o Replace original GRS1 if box turns green after
swapping units.


GREEN
CHNL 7 GMA 1347
swapping units.
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GIA2 RS-232

GREEN
swapping units.

GIA2/GTX 335R data path is functioning correctly.

GREEN
GIA2/GTX 335R data path is not functioning correctly.
• Load GIA2 and GTX 335R configuration files.
the original GIA2.
CHNL 5 GTX 335R
RED o Replace original GIA2 if box turns green
• Check the GIA2/GTX 335R interconnect
wiring for faults.
GIA2/GTX 335R data path functionality is unknown

BLACK Reload GIA2 configuration files
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GIA2 RS-232

GREEN
CHNL 7 GMA 1347
swapping units.
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GIA1 ARINC 429
GIA1/GDC 72 data path is functioning correctly.
GREEN
IN 5 GDC 72 original GIA1.
swapping units.
• Check the GIA1/GDC 72 interconnect wiring and
• Replace GDC 72 .
GIA1/GDC 72 data path functionality is unknown.

GREEN
RED
IN 6 GRS 79
the original GIA1.
swapping units.
• Replace GRS 79.
EBD output data path is not monitored.

CHNL 3 EBD
A black box is normal.
(output only) BLACK
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GIA2 ARINC 429
GIA2/GDC 72 data path is functioning correctly.
GREEN
IN 1 GDC 72 original GIA2.
swapping units.
• Check the GIA2/GDC 72 interconnect wiring and
• Replace GDC 72 .
GIA2/GDC 72 data path functionality is unknown.

GREEN
RED
IN 2 GRS 79
the original GIA2.
swapping units.
• Replace GRS 79.
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GIA1 RS-485
GREEN
swapping units.

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GIA2 RS-485
GREEN
swapping units.

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F. Recommended Tools
G1000 system.
(1) Calibrated voltmeter capable of measuring 0-32 Volts DC.
(6) Calibrated torque wrench capable of measuring 0 – 70 in/lbs.
(9) Calibrated transponder ramp tester including Mode S capability for Mode S transponder equipped
aircraft.
(16) Calibrated Flight Control Cable Tension Meter or equivalent.
(17) Servo Mount Slip Clutch Adjustment Tool – Garmin P/N T10-00110-01 and a 2 Amp, 24 V, DC
Power Supply.
(18) M22885/108T8234 extraction tool.
(19) An 0.060” 6-Spline wrench.
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G. Inspections
(1) Annual / 100 Hour Inspection
Each 12 months or 100 hours time-in-service, whichever comes first:
(a) Perform the “G1000 Connections Check” on page 342502124.
(b) Perform the “Avionics Cooling Fan Fail CAS Annunciation Test” on page 342502123.
Perform the following function tests of the Avionics, PFD, and MFD cooling fans:
(a) Avionics Cooling Fan
2) Pull the INTEG AV1 circuit breaker.
4) Push IN the INTEG AV1 circuit breaker. Verify airflow from the Avionics Cooling Blower
by motor sound and, if required, by sight (i.e., use a flashlight to observe the fan turning
in the intake opening).
5) After checking blower, turn OFF master switch.
(b) PFD and MFD Cooling Fans
The PFD and MFD cooling fans are wired into the PFD and MFD circuit breakers, respectively.
Accordingly, function test them as follows:
2) Pull the PFD and MFD circuit breakers.
4) Push IN the PFD circuit breaker. Verify operation of the PFD cooling fan by motor
sound. Pull the PFD circuit breaker.
5) Push IN the MFD circuit breaker. Verify operation of the MFD cooling fan by motor
sound. Pull the MFD circuit breaker.
6) After checking cooling fans, turn OFF master switch and push IN PFD and MFD circuit
breakers.
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 105X PFD and MFD
Remove the PFD and 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 Units (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 335R Mode S Transponder(s) (if installed)
Inspect the GTX 335R unit, rack, and connectors for corrosion or other defects.
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(f) GDL 69/69A - Datalink (if installed)

Inspect the GDL 69/69A unit, rack, and connectors for corrosion or other defects.
(g) Cooling Fans
1) Inspect both PFD and MFD cooling fans for accumulation of dust or other damage.
Remove excess dust as required.
2) Inspect the avionics cooling fan for accumulation of dust or other damage. Remove
excess dust as required.
3) Perform the 500 Hour Inspection.
(h) GRS 79 AHRS
Inspect the GRS 79 unit, rack, and connector for corrosion or other defects.
(i) GMU 44 Magnetometer
Remove the GMU 44 and inspect the mounting hardware and GMU 44 for corrosion or other
damage.
(j) Perform electrical bond tests on all G1000 equipment per 51-80-00.
(k) Perform visual checks on the shield terminations for any degradation.
H. Components
Caution: Enter “maintenance mode” when activating the Garmin G1000
system on the ground to conduct tests, inspections, etc. See
“Maintenance Mode” on page 3425028.
(1) General
Maintenance of the G1000 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
numbers.
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 latest configuration shown in the appropriate Required Equipment List (REL)
“Chart 33” on page 342502158.
NOTE: If a faulty LRU is not reporting its software version and part number, check aircraft
configuration.
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(2) GDU 105X PFD and MFD

Caution: The GDU 105X displays 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 105X units, 10.4 inch LCD
displays with 1024x768 resolution, are installed
in the instrument panel. One GDU 105X unit is
configured as a PFD and one GDU 105X unit is
configured as an MFD. The stand-by instruments
are located to the left of the Pilot’s PFD. A GMA
1347 Audio Panel is located between the Pilot
PFD and the MFD.
The GDU 105X units communicate with each
other and the GIA 63W units through a high-
speed data bus (HSDB) Ethernet connection.
(b) Troubleshooting
See “Chart 9” on page 34250265 and “Chart 10”
on page 34250267. GDU 105X PFD and MFD
(c) Removal Figure 11
1) Using a 3/32nd hex tool, rotate all four
¼-turn fasteners counter-clockwise until they reach their stops.
3) While supporting the display, disconnect the connector.
(d) Installation
Note: If replacing the PFD with a new, repaired, or exchanged GDU, the new GDU must
be placed in the MFD location to load the GDU system to prevent the deletion of
configuration files residing in the PFD configuration module. It is not necessary to
install a display in the PFD position to load GDU software into a display installed in
the MFD position. After loading GDU software into the display in the MFD position,
turn off the system and move the GDU to the PFD position. Then, continue the
GDU installation by loading the PFD configuration files.
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.
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1) Original Displays Reinstalled.
If the removed display(s) are re-installed in their original positions, no software or
configuration loading is required. This does not include units that were returned for
repair as their software and configuration files are deleted during the repair testing
process. Continue to “GDU 105X PFD and MFD Test Procedure” on page 342502126.
2) New, Repaired or Exchanged Display(s) Installed.
If a new, repaired or exchanged GDU 105X is installed, the correct software and
configuration files must be loaded to the unit. See “LRU Replacement” on page
342502109.
Note: If performing a manual Complete Software Load, and ChartView or TAWS
were previously installed, these must be reactivated. See Chartview and TAWS
Unlock Procedure respectively. If any other options were previously installed,
these must also be reactivated per Optional Equipment Configuration.
Then, continue to “GDU 105X PFD and MFD Test Procedure” on page 342502126.
3) Configuration Module Replaced.
See “Return to Service” on page 34250256.
(a) Description
The Garmin GMA 1347 Audio Panel integrates NAV/
COM digital audio, intercom system and marker
beacon controls. The GMA 1347 panel 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 to the audio panel is normally received from the
Essential Bus when the Battery Master switch is turned
on or by applying external power. An Emergency Bus
also could supply power when the Emergency Power
switch is Armed. The GMA 1347 unit interfaces with
the existing marker beacon antenna as well as existing
mic and phone jacks.
(b) Troubleshooting
Figure 12
See “Chart 11” on page 34250273 and “Chart 12” on
page 34250274.
(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.
2) Gently insert the GMA 1347 into the rack until the locking tab engages the rack.
3) Begin to turn the hex nut clockwise. This draws the unit into the rack until seated. Do
not overtighten the nut.
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1) Original GMA 1347 Reinstalled.
No software/configuration loading or testing is required if the removed GMA 1347 is
reinstalled. This does not include units that were returned for repair as their software
and configuration files are deleted during the repair testing process. Continue to the
“Return to Service Procedure” on page 342502149.
2) New, Repaired or Exchanged GMA 1347 Installed.
If a new, repaired, or exchange GMA 1347 is installed, see “LRU Replacement”
on page 342502109. Before beginning the software load, remove the Supplemental
Database cards from the bottom slots of each display. Identify which card is removed
from the MFD so it can be reinserted into the MFD when software and configuration
loading is complete. If performing a manual Complete Software Load, ensure the
following files are loaded:
a) GMA Software
b) GMA Configuration
c) GMA Files for optional equipment installed on the aircraft (i.e. ADF, HF radio, etc.).
Then, continue to “GMA 1347 Audio and Communications Test” on page 342502126.
(4) GIA 63W Integrated Avionics Unit
(a) Description
Two Garmin GIA 63W Integrated
Avionics Units (IAUs) contain the VHF
COM/NAV receivers, WAAS GPS
receiver, Flight Director, and system
integration microprocessors. The GIAs
also serve as a communication interface
to all other G1000 LRUs in the system.
Each GIA 63W communicates directly
with the on-side GDU 105X display
using a HSDB Ethernet connection.
Both GIAs are located directly behind
the PFD and MFD, installed into their
respective LRU racks. Power is provided
to GIA1 by the Essential Bus or the
Emergency Bus. GIA2 is powered by
Avionics Bus GIA 63W Integrated Avionics Unit
1) Both GIA 63s interface to the Figure 13
following equipment:
- VOR/LOC/Glideslope Antenna System
- VHF COM #1 & #2 Antennas
- GA 36 GPS/WAAS Antennas
- GDU 105XA, #1 & #2
- GMA 1347
- GDC 72
- GRS 79
- GEA 71
- GTX 335R
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- Fuel Quantity Sensors (left and right)

- S-TEC 55X Autopilot (if installed)
- KR 87 ADF (if installed)
- KN 63 DME (if Installed)
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
(c) Removal
1) Remove the PFD / MFD per “(c) Removal” on page 34250234.
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
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 PFD / MFD per “(d) Installation” on page 34250234.
1) Original GIA 63W(s) Reinstalled
No software or configuration loading is required if the removed GIA is
reinstalled in its original position (GIA1 and GIA2 in their original racks). This
does not include units that were returned for repair as their software and
2) Original GIA 63W(s) Swapped for Troubleshooting
No software loading is required if the original GIA units are reinstalled in opposite
positions (GIA1 and GIA2 in opposite unit racks). However, configuration
loading is required. See “LRU Replacement” on page 342502109. Then continue to
“GIA 63W Test” on page 342502128.
3) New, Repaired or Exchanged GIA 63W(s) Installed
If a new, repaired or exchanged GIA 63 is installed, the correct software and configuration
files must be loaded to the unit. See “LRU Replacement” on page 342502109. Then
continue to “GIA 63W Test” on page 342502128.
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(5) GEA 71 Engine/Airframe Unit

(a) Description
The Garmin GEA 71 Engine/Airframe Unit provides
engine/airframe data to the G1000 system. Data
received from transducers/sensors is processed
and sent to GIA 63Ws (via RS-485 digital interface),
and subsequently to the GDU 105X MFD. Engine
parameters are normally displayed on the MFD. In
the event of a MFD failure, all engine instruments
can be displayed on the PFD. The GEA is located
behind the MFD and is mounted in a vertical
orientation. Power is received from the Essential
buse or the Emergency bus.
The GEA interfaces to the following: GEA 71 Engine/Airframe Unit
- Manifold Pressure Sensors (MAP) Figure 14
- Tachometer Sensors (RPM)
- Exhaust Gas Temperature (EGT) Sensors (four per engine)
- Cylinder Head Temperature (CHT) Sensors (one per engine)
- Oil Pressure Sensors
- Oil Temperature Sensors
- Fuel Flow Sensors (one per engine)
- Fuel Quantity Senders
- Alternator & Battery Current Monitor Shunts
(b) Troubleshooting
(c) Removal
1) Remove the PFD/MFD per “(c) Removal” on page 34250234.
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
any damage.
2) Gently insert the GEA 71 into the rack. The handle should engage the dogleg track.
4) Lock the handle to the GEA 71 body using the Phillips screw.
5) Reinstall the PFD/MFD per “(d) Installation” on page 34250234.
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1) Original GEA 71 Reinstalled
No software or configuration loading is required if the removed GEA 71 is reinstalled.
2) New, Repaired or Exchanged GEA 71 Installed
If a new, repaired or exchanged GEA 71 is installed, the correct software and
342502109 and then continue to the “GEA 71 Test” on page 342502131.
(6) GEA 71 Backshell Thermocouple
See “Figure 15”. 7
(a) Removal
1) Remove GEA 71 as described above. 6
2) Remove GEA connector backplate.
3) Remove connector J701 (5) from the 3
backplate.
4) Remove cover (6) from the backshell. 1
5) Unscrew thermocouple from boss on
backshell. Extract the thermocouple 2
pins from the connector.
(b) Installation
5
1) Crimp pins (2) onto each of the
thermocouple wires (1). Ensure that
pre-stripped wire length is 1/8” prior to
crimping.
2) Insert newly crimped pins and wires 4
into the appropriate connector housing
location (4) as specified in the electrical GEA 71 Backshell Thermocouple
schematic. Figure 15
3) Place thermocouple body (1) onto
the backshell boss (5). Place the
thermocouple as shown in Figure 14B
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).
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(7) GTX 3X5R Mode S/ES Transponder

(a) Description
The unit is mounted directly behind
the MFD on the center avionics
shelf. Power is received from the
Essential Bus. Similarly to the GEA
71, the GTX 335R 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 3X5R
is connected to both GIA 63Ws
for redundant communications.
The GTX 335R interfaces with the
transponder antenna.
The GTX 335R is standard, a GTX GTX 335R Transponder
345R is optional. Each provides Figure 16
Mode A, C, and S altitude and
position reporting information
for the G1000 system as well as TIS-A and ADS-B OUT (1090 ES). Using precise GPS-
referenced positioning information, the extended squitter technology enables transponders
to automatically transmit traffic surveillance data – including aircraft flight ID, position,
altitude, velocity, climb/descent, and heading information.
When the optional GTX 345R is installed, ADS-B IN (UAT, TIS-B, and FIS-B) capability
is added. The unit receives and displays ADS-B transmissions from other ADS-B OUT
equipped aircraft, ADS-R, and TIS-B information from ground stations. In addition, FIS-B
information from UAT ground stations in the United States is received and available for
display. This includes: NOTAM (includes TFRs), AIRMET, SIGMET, SUA, METAR, TAFs,
PIREP, Winds/Temps Aloft, Regional NEXRAD, CONUS NEXRAD.
(b) Troubleshooting
(c) Each Twenty-four (24) Calendar Months
months, or any time the transponder is removed. This test requires the use of a Mode S
ramp generator. Specific instructions for operating the ramp tester are contained in the
applicable operator’s manual. Refer to Title 14 CFR Part 43.
(d) Removal
1) Remove the MFD per “(c) Removal” on page 34250234.
2) Unlock the GTX 335R handle by loosening the Phillips screw on the handle.
3) Pull the handle upward to unlock the GTX 335R. Gently remove the unit from the rack.
(e) Installation
any damage.
2) Gently insert the GTX 3X5R into its rack. The handle should engage the dogleg track.
3) Press down on the GTX 3X5R handle to lock the unit into the rack.
4) Lock the handle to the GTX 3X5R body using the Phillips screw.
5) Reinstall the MFD per “(d) Installation” on page 34250234.
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1) Original GTX 3X5R is Reinstalled
No software or configuration loading is required if the removed GTX 3X5R is
reinstalled. This does not include units that were returned for repair as their software
and configuration files are deleted during the repair testing process. Continue to
“GTX 3X5R Test” on page 342502132.
2) New, Repaired or Exchanged GTX 335R is Installed
If a new, repaired or exchanged GTX 335R is installed, the correct software and
342502109.
Note: If performing a manual Complete Software Load, after loading software and
configuration files continue to “Aircraft Registration Number Entry (Transponder
Configuration)” on page 342502117.
Then, continue to “GTX 3X5R Test” on page 342502132.
(8) GDC 72 Air Data Computer
(a) Description
The Garmin GDC 72 computer compiles
information from the pitot/static system and the
GTP 59 outside air temperature (OAT) probe
to digital air data computations to the G1000
system. The GDC 72 communicates with the
GIA 63W, GDU 105X, and GRS 79 using ARINC
429 digital interface. The unit is mounted behind
the PFD. Power is provided to the GDC 72 unit
from the Essential Bus or the Emergency Bus. GDC 72 Air Data Computer
Figure 17
NOTE: If any connection in pilot/static system
is opened for maintenance, the entire
system must be rechecked per Pitot / Static System, “Test” on page 34101.
(b) Troubleshooting
(c) Removal
1) Remove the PFD per “(c) Removal” on page 34250234.
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.
(d) Installation
2) Position the locking clamp and fasten using the thumbscrews.
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4) Inspect the connector and pins for damage. Repair any damage. Connect the connector
to the unit.
5) Reinstall the PFD per “(d) Installation” on page 34250234.
1) Original GDC 72 is Reinstalled
No software or configuration loading is required if the removed GDC 72 is reinstalled.
configuration files are deleted during the repair testing process. Continue to “GDC 72
Tests” on page 342502132 under LRU Test Procedures.
2) New, Repaired or Exchanged GDC 72 is Installed
If a new, repaired or exchanged GDC 72 is installed, the correct software and
342502109 and then continue to “GDC 72 Tests” on page 342502132.
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(a) Description
The Garmin GTP 59 OAT Probe provides the GDC 72 with air temperature data. The OAT
probe is mounted on an access cover in the underside of the left wing.
(b) Troubleshooting
(c) Removal
1) Remove the access cover.
2) Disconnect the connector.
3) Use an open-end wrench to hold the probe in place on the inside of the access cover.
On the outside of the access cover, loosen the GTP 59 nut and remove the GTP 59,
nut and washer.
(d) Installation
1) Place the GTP 59 grounding strap O-ring connector over the OAT probe end and insert
the probe through the access cover from the inside side. Secure with nut and washer
GTP 59 on the inside and torque the nut on the outside to 100 ± 20 in. lbs.
3) Reinstall the access cover.
4) Verify ambient temperature OAT display on each PFD.
107731 REV D
SHIELD ASSY
HARNESS ASSY
(OAT PROBE)
OAT PROBE
COVER ASSY
COVER ASSY UP
UP
OUTSIDE
SURFACE NUT OUTSIDE SURFACE WASHER
OAT SENSOR NUT
OAT SENSOR
VIEW LOOKING FWD VIEW LOOKING FWD

COVER ASSY - OAT PROBE COMPLETE (GFC 700) COVER ASSY - OAT PROBE COMPLETE
GTP 59 OAT Probe

Figure 18
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(10) GRS 79 Attitude and Heading Reference System (AHRS)

(a) Description
The Garmin GRS 79 AHRS unit provides attitude and heading information to the G1000
system. The unit, mounted behind the aft passenger seats, contain advanced tilt sensors,
accelerometers, and rate sensors. The unit interfaces with the GDC 72 and GMU44
Magnetometer and utilizes GPS signals from the GIA 63Ws. Actual attitude and heading
information is sent using ARINC 429 digital interface to both GDU 105Xs and GIA 63Ws.
Power is provided to the GRS 79 unit from the Essential Bus or the Emergency Bus. The
GRS 79 interfaces with and provides power to the GMU 44 Magnetometer. The GRS 79
supplies attitude and heading information directly to the PFD, MFD, and GIAs.
The GRS 79 utilizes an Earth magnetic field model which is updated once every five
years. The update is expected to be available from Garmin in 2020 and every five
years thereafter, as long as the GRS 79 remains a Garmin-supported product. The
G1000 system alerts the operator that the magnetic field database is out of date
by issuing the message “AHRS SERVICE – AHRS Magnetic-field model needs
update”. Garmin will distribute update instructions when updates are available.
(b) Troubleshooting
See “Chart 21” on page 34250289.and “Chart 22” on page 34250290.
GRS 79 Attitude and Heading Reference System

Figure 19
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(c) Removal
1) Remove aft passenger seats (See 25-10-00).
2) Remove two end screws, four base screws and AHRS cover. (GFC 700 only)
3) Disconnect the GRS 79 AHRS connector.
5) Gently lift the GRS 79 from the mounting plate.
Note: If the mounting plate is removed, the GRS 79 must be re-calibrated. See
“Chart 30” on page 342502134.
(d) Installation
2) Verify GRS 79 bracket assembly is level within 3.0 degrees.
3) Place the GRS 79 on the mounting plate, ensuring the general orientation is correct.
4) Align forward direction of the GRS 79 in heading to within 1.0 degree of the aircraft
heading.
5) Fasten the unit to the plate using the Phillips thumbscrews. Recommended torque is
22-25 inch pounds.
any damage. Connect the connector to the GRS 79, ensuring that each slidelock is
secured on both sides.
7) See Return to Service below.
8) (GFC 700 only) Reinstall AHRS cover, four base screws and two end screws.
9) Reinstall aft passenger seats (See 25-10-00).
1) Original GRS 79 is Reinstalled
If the original GRS 79 was reinstalled, then no software loading is required. This does
not include a unit that were returned for repair as their software is deleted during the
repair testing process. Proceed to “GRS/GMU Normal Mode Check” on page 342502142.
2) New, Repaired or Exchanged GRS 79 is Installed
If a new, repaired or exchanged GRS 79 is installed, then software must be loaded
and the unit must be calibrated. See “LRU Replacement” on page 342502109. Then,
proceed to “Chart 30” on page 342502134:
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(a) Description
AHRS. This LRU is powered via the GRS 79. It communicates with the GRS 79 using a RS-
485 digital interface. The GMU 44 bracket is mounted on a wing access cover assembly at
the bottom of the left wing between W.S. 131.60 and W.S. 148.60.
(b) Troubleshooting
(c) Removal
1) Remove the eight non-ferrous screws securing the magnetometer cover assembly to
the underside of the left wing.
2) Disconnect the wiring harness connection. On GFC 700 installations also
remove the grounding connection (“Figure 21” on page 34250247) and remove the
magnetometer and cover assembly.
3) Remove the three non-ferrous screws securing the magnetometer to its mounting
bracket. Remove the magnetometer.
(d) Installation
caution: THE magnetometerS ARE SECURED TO THE MOUNTING BRACKET
WITH BRASS SCREWS. ENSURE ONLY BRASS SCREWS ARE USED
WHEN REINSTALLING.
any damage.
2) Place the GMU 44 into its mounting bracket, make sure the arrow on the GMU44 aligns
with the arrow on the mounting bracket, apply Loctite 242 or equivalent and secure
three non-ferrous screws.
3) Reconnect the GMU 44 pigtail to the wing wiring harness. On GFC 700 installations
also reconnect the grounding connection (“Figure 21” on page 34250247).
4) Reinstall the magnetometer cover assembly, make sure the arrow on the GMU44 is
pointing forward, and secure the assembly with eight (8) non-ferrous screws.
NOTE: Ensure correct hardware is used when reinstalling magnetometer cover
assembly.
MU 44 Magnetometer
Figure 20
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1) Original GMU 44 is Reinstalled
If the original GMU 44 was reinstalled, then no software loading is required. This does
not include units that were returned for repair as their software and configuration files
are deleted during the repair testing process. Continue to “GRS/GMU Normal Mode
Check” on page 342502142.
2) New Repaired or Exchange GMU 44 is Installed
If the repaired or exchange GMU 44 was replaced with a new unit then software
must be loaded. See “LRU Replacement” on page 342502109. Then continue to
“Chart 30” on page 342502134.
DIRECTION ARROW COVER ASSY MAGNETOMETER COVER ASSY

SHIELD ASSY DIRECTION ARROW
STUD MAGNETOMETER
P/O COVER ASSY MAGNETOMETER
WASHERS FORWARD
FWD
(NAS1149FN832P) STUD FORWARD
P/O COVER ASSY FWD

(MS35335-31) TOP
INBD
MS21044N08 NUT TOP
GMU 44 INBD
TOP SCREW GMU 44
MAGNETOMETER
SLEEVING (3 PL) MAGNETOMETER SCREW
(3 PL)
NYLON-SPIRAL , A/R
VIEW LOOKING DOWN VIEW LOOKING DOWN
COVER ASSY MAGNETOMETER COMPLETE (GFC 700) COVER ASSY - MAGNETOMETER COMPLETE
(J441) (J441)
GMU 44 DIRECTION GMU 44

DIRECTION MAGNETOMETER ARROW MAGNETOMETER
ARROW
TUBE, A/R
ISO VIEW ISO VIEW

(GFC 700)
GMU 44 Magnetometer
Figure 21
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(12) GDL 59 Flight Parameter Recorder (Optional)

(a) Description
The GDL 59 is located just forward of F.S.191.00. It’s mounted in an equipment rack attached
to the inboard side of a bracket at the left side of the airplane. The associated Wi-Fi antenna
is mounted atop the tailcone under the dorsal fairing. The GDL 59 is a flight parameter
recorder with a high-speed Wi-Fi transceiver for transmitting collected data from the airplane
to a Wi-Fi hotspot for trend monitoring and maintenance planning. In flight, the unit records
specified data from the G1000 system. Such data can include engine trend and exceedance
data, system maintenance data, crew advisory system (CAS) messages and more. Up to
two gigabytes of memory is availble to support hours of flight time logging. On the ground,
logged data / reports can be sent through the integrated 802.11g Wi-Fi transceiver. Simply
park the airplane within range of a Wi-Fi hotspot and use the MFD to select data to upload.
(b) Troubleshooting
(c) Removal
1) Disconnect the negative (ground) battery cable.
2) Remove the baggage compartment rear closeout panel.
3) Unscrew and remove the Phillips head screw securing the installation lever.
4) Lift the installation lever to release the unit from the rack and pull the GDL 59 forward
out of the rack.
(d) Installation
1) Visually inspect the connector to ensure there are no bent or damaged pins. Repair
any damage.
2) Position the unit in the rack with the installation lever raised and slide aft until the
installation lever engages its slot in the rack.
3) Press the installation lever down to fully seat the unit. Secure with Phillips head screw,
torquing 10–14 in-lbs.
4) Install the baggage compartment rear closeout panel.
5) Connect the negative (ground) battery cable.
1) Original GDL-59 is Reinstalled
No software or configuration loading is required if the original GDL 59 is reinstalled. This
does not include units that were returned for repair as their software and configuration
files are deleted during the repair testing process. Continue to the “GTX 335R/345R
Extended Squitter Checkout (If installed)” on page 342502145.
2) New, Repaired or Exchanged GDL-59 is Installed
If a new, repaired or exchanged GDL 59 is installed, the correct software and
342502109.Then continue to “GTX 335R/345R Extended Squitter Checkout (If installed)”
on page 342502145.
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108034 REV A
CABLE ASSY - GDL-59

SEE DETAIL A
(WIFI ANTENNA)
C
C
F.S.
F.S. 247.17
F.S. 219.03
HARNESS ASSY - GDL-59 F.S.
191.00
156.00 SEE DETAIL B
(TYP MOUNT INSTL)
HARNESS ASSY - GDL-59
WIFI ANTENNA RACK REMOTE MOUNT
P592
ANTENNA PORT
GDL-59 BACKPLATE
AXA-AMNFB CONNECTOR
GASKET
O-RING
P591
5/8" HOLE BRACKET P/O HARNESS ASSY GDL-59
FLAT WASHER MS35206-244 SCREW

BRACKET ASSY MS21059L08 NUTPLATE
LOCK WASHER (MOUNTED ON 4 PLCS
HEX NUT AVIONICS SHELF)
P666
P/O CABLE ASSY GDL-59
VIEW C-C
LOOKING FWD AT
DETAIL A GDL-59
WIFI ANTENNA
INSTALLATION
MS3367-2-9 STRAP
Ø.228 (THRU CHANNEL)

.60 MOUNT
DETAIL B
TYP MOUNT INSTL A/R
GDL-59 Flight Parameter Recorder

Figure 22
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(13) GDL 69eA Data Link Unit (Optional.)

See “Figure 23” and “Figure 24” on page 34250251.
(a) Description
The GDL 69eA provides XM Radio weather and music entertainment through means of a
dedicated satellite data link. The GDL 69eA is mounted in a mount rack on the upper right
side of the fuselage aft of the cabin hatshelf and just aft of F.S. 176.96. Power to the GDL
69eA is received from the Avionics Bus. The GDL 69eA sends weather data via HSDB
connection to the MFD, where the data link interface is controlled. It is linked directly to the
GMA 1347 Audio Panel for distribution of the audio signal.
(b) Troubleshooting
(c) Removal
1) Disconnect the negative (ground) battery cable.
2) Remove the baggage compartment rear closeout panel.
3) Unlock the GDL 69eA handle by unscrewing the Phillips screw.
4) Pull the handle upward to unlock the GDL 69eA.
5) Gently remove the GDL 69eA from its rack.
(d) Installation
any damage.
2) Gently insert the GDL 69eA into the rack. The handle should engage the dogleg track.
4) Lock the handle to the GDL 69eA body using the Phillips screw.
5) Reinstall the baggage compartment rear closeout panel.
6) Connect the negative (ground) battery cable.
GDL 69eA Data Link Unit

Figure 23
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F.S. 107738 REV 2

108.168
F.S.
102.83 SEE DETAIL G
F.S. GRT-10 & GDL-69A OR GDL-69eA
156.00
F.S.
ANTENNA 176.96 KN63 DME
GTS-800
E E
GRS 77 AHRS F.S.

STRAP, 2 PL 247.13
F.S. F.S. SEE DETAIL F MS21042-08 NUT, 2 PL
106.68 128.74 MS35206-244 SCREW, 2PL
USE EXISTING TOOLING HOLES IN CHANNEL 62463
HARNESS ASSY
ABM2S-S6-D MOUNT, A/R OPTIONAL AVIONICS HARNESS
MS3367-1-9 TY-WRAP, A/R SHOWN FOR REFERENCE
PLAN VIEW
MS24693-S26 SCREW CABLE ASSY-XM

4 PL
CABLE ASSY - XM
F.S. TO BE CONNECTED
102.83 REMOTE MOUNT
DOUBLER AT THIS PORT RACK
INSTALL SCREWS H
SUPPLIED WITH KIT
R.B.L.
4.70
CONNECTOR
TO ANTENNA PORT P691
AT GDL-69eA CONNECTOR
FWD ANTENNA KIT ASSY
P101
HARNESS ASSY
H
GRT-10
XM TRANSCEIVER MS35206-228 SCREW

XM REMOTE CONTROL 4 PL
VIEW E (GRT-10)
XM ANTENNA DETAIL DETAIL G
VIEW LOOKING UP RHS LOOKING OUTBD
P/O ELECTRICAL FLOOR BAGGAGE

INSTL COMPARTMENT BACK PLATE ASSY GDL 69eA DATALINK
RECEIVER
SPACER
MS35207-269 SCREW
AN970-3 WASHER
NAS1149F0332P WASHER
MS21042-3 NUT
HARNESS ASSY - XM
(OPTIONAL AVIONICS HARNESS SHOWN FRO REFERENCE)
DETAIL F VIEW H-H

HARNESS SECUREMENT GDL-69eA
LOOKING AFT LOOKING FWD
GDL 69eA Data Link Unit
Figure 24
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1) Original GDL 69eA is Reinstalled
No software or configuration loading is required if the original GDL 69eA is reinstalled.
“GDL 69SXM Datalink (Optional) Check” on page 342502143.
2) New, Repaired or Exchanged GDL 69eA is Installed
If a new, repaired or exchanged GDL 69eA is installed, the correct software
and configuration files must be loaded to the unit. See “LRU Replacement” on
page 342502109. Be sure the XM Satellite Radio subscription is reactivated. Then,
continue to “GDL 69SXM Datalink (Optional) Check” on page 342502143.
Note: The radio IDs required for activation may be obtained as follows: start MFD
in normal mode and navigate to the XM page in the AUX group. XM weather
services has an eight (8) digit “data radio ID” and XM radio services has an
eight (8) digit “audio radio ID” displayed on that page.
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See “Figure 25” and Detail G in “Figure 24” on page 34250251.
(a) Description
1) The GRT 10 Wireless Transceiver mounted in a mount rack on the upper right side of
the fuselage aft of the cabin hatshelf (just aft of F.S. 176.96) and connected to the GDL
69A serial port, and
2) The GRC 10 Wireless Remote with an LCD display.
(b) Removal
(c) Installation
GRT 10
Figure 25
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(15) FS 510 Bluetooth and Wi-Fi Connectivity (Optional)

(a) Description
The FlightStream 510 is an SD card-sized unit which is inserted into the lower SD card
slot on the face of the MFD. It provides a secure (password protected) Bluetooth and
Wi-Fi interface to the G1000 to provide wireless database updating via the Garmin Pilot
app, situational data available to mobile apps, GPS and attitude information, ADS-B (Traffic
and FIS-B), Flight Plans, PVT, AHRS, TIS-B, FIS-B, Data logging, and SXM Weather.
(b) Troubleshooting
(c) Removal
1) Press and release unit.
2) Remove unit from card slot.
(d) Installation
1) Place unit in card slot.
2) Press unit into card slot until you feel unit engage slot.
FS 510 (Optional)
Figure 26
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(16) GTS 800 Traffic Advisory System (TAS)

(a) Description
The optional GTS 800 TAS provides real-time traffic information to the PFD (and, indirectly,
to the MFD). The Garmin GTS 800 TAS connects with the #1 GDU 105X and communicates
with the MFD through an HSDB connection. Power is received from the Avionics Bus.
(b) Troubleshooting
(c) Removal
1) Remove the aft cabin hatshelf assembly to gain access to the aft avionics shelf.
2) Disconnect the GTS 800 TAS connectors.
3) Loosen the GTS 800 TAS unit by unscrewing the knurled retainer.
4) Move the retainer arms downward. Gently remove the GTS 800 TAS from its rack.
(d) Installation
1) Insert the GTS 800 TAS into the rack and lift each retainer arm to engage lip.
2) Gently screw retainer to secure the GTS 800 TAS unit into place.
3) Visually inspect the connectors and pins for damage. Repair any damage. Connect the
connectors to the unit.
4) Reinstall the aft cabin hat shelf assembly.
107737 1
DETAIL A
DETAIL A
LOOKING AFT
GTS 800 TAS

Figure 27
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Configuration modules are located in the backshell of the harness connector terminated to the
following LRUs: GEA 71, GDC 72, GRS 79, and GDU 1050 PFD (i.e., the master configuration
module).
(a) Removal
(b) Installation
1) GEA 71 Configuration Module is replaced:
No software loading is required. Continue to GEA 71 Test described later in this chapter.
2) GDC 72 Configuration Module is replaced:
No software loading is required. Continue to “GDC 72 Tests” on page 342502132.
3) GRS 79 AHRS Configuration Module is replaced:
No software loading is required; however, all three GRS/GMU calibration procedures
must be performed. See “Chart 30” on page 342502134.
7
8
1
1. PCB Board
2. Spacer
3. Harness 3
4. Pins 4
5. Connector
6. Backshell
7. Cover
8. Screw (2)
6
5
Figure 28
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4) The Master Configuration Module (i.e., GDU 1050 PFD) is replaced:

a) Start the G1000 system in configuration mode.
b) Go to the Configuration Upload Page on the PFD.
c) Press the UPDT CFG softkey and press ENT.
Note: If the master configuration module is replaced, the system ID number will
change. This will require the replacement of all enable (i.e., unlock) cards.
Optional system enable (i.e., unlock) cards are locked to the system ID number
when first used. If the system ID number changes, the enable (i.e., unlock)
cards must be replaced with new/unused cards. Contact Garmin Aviation
Support for assistance.
5) If both the GDU 1050 PFD and the Master Configuration Module are replaced:
The entire G1000 system must be reconfigured. Proceed to “Complete Software Load”
on page 342502113.
reference to shielding and/or transducers.
(19) Backshell Connectors
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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
6. BRAID, FLAT 16. LID
7. FLOATING SHIELD TERMINATION (METHOD OPTIONAL) 17. SCREW
8. PINS

Figure 29
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COM ANTENNA CONNECTOR

COM BOARD CONNECTOR (P601) COOLING PORT
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
16 17 18 19 20 21 2223 24 25 26 2728 2930
31 32 3334 35 3637 3839 40 41 42 43 44
MAIN DISCRETE CONNECTOR (P604)
MAIN SERIAL CONNECTOR (P603)
GPS ANTENNA CONNECTOR
I/O CONNECTOR #2 (P606) I/O CONNECTOR #1 (P605)
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
G/S ANTENNA CONNECTOR

VOR/ILS CONNECTOR (P602)
NAV ANTENNA CONNECTOR
GIA 63W
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P712 P711
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
GEA 71
P3471 P3472
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
GMA 1347
J10001 Connector
GDU 105X
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1P10001, 2P10001, and 3P10001

GDU 105X
P791
GRS 79
P721
GDC 72
P691
GDL 69A
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42
+
Power Input 1
Oct 5/16
PAGE 62
62
+
+
Power Ground
Power Input 2
Ground
H
Lighting Bus
GTX 3X5
I
I/O
Keep Alive Ext Suppression Bus
O
Switched Power Out
I
O
Power Config Discrete Output (3)
I
Power Control
I
I/O
Discrete Input (10) Discrete I/O 2 (2)
I
Audio Mute Input (9)
34-25-02
I
Air / Ground Input (8) Discrete I/O 1 (1)
I/O
Ext Ident Input (7)

I
Ext Standby Input (6)

I
Reserved
C4
D4
Numbers in ( ) are the discrete I/O numbers.

C2
B4
C1
Altitude Gray
B2
Code Input
A4
B1
15
A2
10
P3252 Connector (ADS-B Board, GTX 345 Only)

RS-232 OUT
A1
Effectivity
P3251 Connector
R
R
T
RS-232 #1
I/O
with Garmin G1000

Discrete I/O (12) ETHERNET IN 2
R
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T
MAINTENANCE MANUAL
RS-232 #2
I/O
R
Discrete I/O (11) ETHERNET OUT 2
LOOKING AT THE BACK OF THE UNIT

T
P
RS-232 #3
B
ARINC 429 RX2 ARINC 429 RX1
B
ETHERNET IN 1
A
B
P
RS-422
A
ARINC 429 TX
A
N
A
ETHERNET OUT 1
1
B
P
Audio Output
11
A
Time Mark A
6
O
I
OAT Temp Probe

D-
V+
D+
USB
Pressure Sensor/
Config Module
C 1
V 43
D 22
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1 2 3 4 5
6 7 8 9
P771
GRT 10
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
P591
GDL 59
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
P8001, P8002
P8003
GTS 800
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G1000- Troubleshooting - GDU 105X
GDU 105X Troubleshooting / Common Problems

• Cycle power.
Display is blank
If GDU recovers, observe display for yellow text containing error
information at the top of the screen. If message indicates software
needs to be re-loaded, then re-load software. Otherwise,
replace the GDU.
• Use a bright light to verify LCD is active.
Adjust avionics dimmer control full clockwise.
Manually turn up backlight on the PFD and load configuration files
Display resets to the GDU.
• Ensure slide lock is fully engaged with the locking tabs on the back of
the unit.
If slide lock is not fully engaged, remove connector and verify the
locking tabs on the GDU are perpendicular to the connector. If
necessary, straighten them before reseating connector.
• Ensure GDU is receiving power. If a circuit breaker is tripped,
determine source of short before resetting breaker.
• Ensure circuit breakers have not failed and power wire connections are
Display flickers
secure.
• Swap PFD and MFD.
If problem follows unit, replace the display. (Note the position
it failed in.)
If problem does not follow unit, troubleshoot aircraft wiring for fault.
• DO NOT insert a screwdriver of any length into the card slot.
• DO NOT pry against the overlay.
• DO NOT force the SD Card out.
• Use a small screwdriver in the groove on the side of the exposed end of
the card to help pull out the card.
• Push the card in further to release the card locking mechanism.
SD card is stuck in GDU
• Check SD Card for having more than one label. Two or more labels on
the card will cause sticking.
Remove all but one label.
• Ensure the SD card is from Toshiba or SanDisk. Use of other SD
Cards is not recommended.
• If card was inserted with the label facing to the right, do not attempt to
remove. Return the unit to Garmin for repair.
• Go to the GDU TEST page in configuration mode and verify button,
knob, or joystick operates correctly by observing a change in color
from red to green in the button/knob/joystick icon when the button/knob/
A button/knob/joystick does not joystick is pressed. If a button is stuck, the button icon will be green
appear to function without pressing the button as soon as you turn to the GDU TEST page.
If problem is verified, replace GDU.
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GDU 105X Troubleshooting / Common Problems (cont.)

• Ensure supplemental data cards are inserted correctly in the lower slots
of all three GDU’s.
Terrain/Obstacle/Safetaxi does • Allow the system to verify the data on the cards for approximately five
not display minutes after power-up.
• If a database does not activate, reload the problem database onto the
SD Card or replace the card.

Display will not track dimmer bus
Replace display if condition remains with the same display.
Keyboard will not track dimmer If condition remains in original position after swapping displays,
bus check GDU dimmer input to verify voltage is present.

Display will not track photocell
Replace display if condition remains with the same unit.
If condition remains in original position after swapping displays,
check GDU dimmer input to verify voltage is present.
• Go to the GDU TEST page in configuration mode.
Keyboard will not track photocell Cover and uncover photocells and verify that PHOTOCELL A or
PHOTOCELL B value changes.
If values do not change, replace the display.
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G1000 - Message Advisories - GDU 105X
GDU 105X Messages / Software / Configuration Messages

The system has found the PFD
SW MISMATCH – GDU software
and/or MFD software versions do
version mismatch. Xtalk is off.
not match.
MANIFEST – PFD software The system has detected an

mismatch. Communication incorrect software version loaded • Load correct software version.
Halted. in the specified PFD. See Software Loading procedure.
MANIFEST – MFD software The system has detected an

Halted. in MFD.
• Check master configuration
module connector and wiring
for damage inside the GDU
connector backshell.
Replace master
configuration module
wiring and pins.
master configuration
CNFG MODULE – PFD module.
The PFD master configuration
configuration module is
module has failed. NOTE
inoperative.
System ID number.
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G1000 - message advisories - GDU 105X
GDU 105X Messages / Software / Configuration Messages (cont.)

• Reload the display configuration
files from SD Loader Card.
• Reload system configuration files
by pressing the UPDT CFG
MFD CONFIG – MFD softkey on the Configuration
configuration error. Upload Page in the PFD System
Config service required. Page Group to load configuration
files into the configuration module.
If message persists, check
PFD1 config module wiring for
A configuration mismatch If issue continues, replace

PFD1 master configuration
has occurred between
module.
the display and the Master
Configuration Module. If problem persists, replace the
display.
NOTE
PFD CONFIG – PFD Aviation Database and other optional
configuration error. features (i.e. TAWS unlock card) will
Config service required. need to be replaced if the master
System ID number.
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Database Message Advisories
MFD DB ERR – MFD aviation
database error exists. • Reload aviation database into
The MFD or PFD has the display.
PFD DB ERR – PFD aviation Jeppesen aviation database. • Contact Garmin Technical
database error exists. Support for assistance.
MFD DB ERR – MFD terrain The MFD has encountered • Confirm supplemental data card is
database error exists. an error in the terrain database. inserted fully.
PFD DB ERR – PFD terrain The specified PFD has supplemental datacard.
database error exists. encountered an error in the
• Contact Garmin product Support
terrain database.
for further assistance if needed.
MFD DB ERR – MFD obstacle The MFD has encountered an • Confirm supplemental data card is
database error exists. error in the obstacle database. inserted fully.
The specified PFD has
PFD DB ERR – PFD obstacle • Contact Garmin product Support
database error exists. for further assistance if needed.
obstacle database.
MFD DB ERR – MFD airport The MFD has encountered • Confirm supplemental data card is
terrain database error exists. an error in the airport terrain inserted fully.
database.
The PFD has encountered
PFD DB ERR – PFD airport • Contact Garmin product Support
an error in the airport terrain
terrain database error exists. for further assistance if needed.
database.

Jeppesen aviation database • Load current aviation database
cycles in the PFD and/or MFD versions to all displays.
Xtalk is off.
do not match.

Jeppesen aviation database types
in the PFD and/or MFD do not • Load same type aviation database
database type mismatch. match (i.e., different regions: to all displays.
Xtalk is off. Americas, International,
Atlantic, etc.)
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Database Message Advisories (cont.)

DB MISMATCH – Airport Terrain The PFD and/or MFD have
database version mismatch. different Airport Terrain database
Xtalk is off. versions installed.

DB MISMATCH – Terrain
different terrain database versions • Confirm supplemental data card
installed. is inserted fully.
The PFD and/or MFD have • Reload the database or replace
DB MISMATCH – Obstacle
database version mismatch. different obstacle database the supplemental datacard.
versions installed.

DB MISMATCH – Terrain different terrain database types
database type mismatch. installed (i.e., different regions:
Americas, International,
Atlantic, etc).
Cooling Message Advisories

• Check cooling fan and wiring
for proper operation (if applicable).
MFD COOLING – has poor MFD has exceeded its operating to determine if it is correctly
the MFD.
• Check cooling fan and wiring for
PFD COOLING – has poor PFD has exceeded its operating to determine if it is correctly
the PFD.
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Key Message Advisories

• Go to the GDU TEST page in
configuration mode and verify if
The SYSTEM has determined a key is stuck (if key is stuck its
MFD “key” KEYSTK – key is stuck.
key is stuck on MFD.
indicator will be green).
• Exercise suspected stuck key
and reset GDU TEST page to
see if indicator remains green
The system has determined a key without pressing the key.
PFD “key” KEYSTK – key is stuck.
is stuck on the PFD. If problem persists replace
the display.

• Ensure a database error has not
occurred (identified in the ALERTS
window on the PFD).
If a database error has occurred,
A communication error has correct error before proceeding.
XTALK ERROR – A flight display
occurred between the MFD • Check display Ethernet
cross talk error has occurred.
and/or PFD. interconnect wiring.
• Replace PFD with a known good
unit, to verify location of problem:
If problem persists, reinstall
PFD and replace MFD.
• If the CLR key was held during

a power cycle, disregard message.
DATA LOST – Pilot stored data
Pilot stored data has been lost. • Cycle power to PFD:
lost. Recheck settings.
Ensure CLR key is not stuck
on the GDU TEST page.
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• Ensure the MFD connector is
• If the unit was started in a very dark
environment the photocells may not
have enough light to initially raise the
CCFT level. Go to GDU STATUS page
in configuration mode, ensure CCFT
CRNT 1 & 2 levels are above 50.
MFD SERVICE – needs service. The G1000 has determined
Return unit for repair. MFD needs service. If the CCFT levels are not
CCFT level rises.
If the CCFT level rises, disregard
the message.
If the CCFT level does not rise,
replace the MFD
• Replace the MFD
• Ensure the PFD connector is
• If the unit was started in a very
dark environment the photocells
may not have enough light to
initially raise the CCFT level.
Go to the GDU STATUS page
in configuration mode, ensure
CCFT CRNT 1 & 2 levels are
PFD SERVICE – needs service. The G1000 has determined the
Return unit for repair. above 50.
specified PFD needs service.
If the CCFT levels are not
CCFT level rises.
If the CCFT level rises,
disregard the message.
If the CCFT level does not
rise, replace the PFD
• Replace the PFD.
PFD VOLTAGE – PFD has • Check input voltage to PFD.

The specified PFD supply
low voltage. Reducing power • If input voltage is ok, replace
voltage is low.
usage. PFD.
MFD VOLTAGE – MDF has • Check input voltage to MFD.

low voltage. Reducing power The MFD supply voltage is low.
• If input voltage is ok, replace MFD.
usage.
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Chart 11
G1000 - Troubleshooting - GMA 1347
Symptom/Failure Recommended Action

Message
Noise in Audio Most often the cause of the noise is external to the GMA. Try the following to locate the
source of the noise before replacing the GMA:
• Try a different pair of headsets. Noise cancelling headsets may pick up and/or
generate more noise than standard headsets from their own circuitry.
• Check for noise with the engine turned off.
If the noise is present only when the engine is running, check the generator
and/or ignition system as possible sources of noise (see applicable airframe
specific maintenance manual).
• Check for noise as all electrical equipment is turned on and off (strobes, other
radios, etc.).
If the noise is identified from one electrical system or component refer to the
applicable airframe specific maintenance manual.
• Ensure the NAV/COM squelch is not open.
• Ensure the ADF and DME audio is not active.
• Ensure the marker beacon audio is not active.
• Ensure the ICS squelch is not open.
Master squelch level can be adjusted on the GMA CONFIGURATION page for
higher noise environments.
• Replace unit only after all possible external sources of noise are eliminated.
Buttons Do Not Work. • Some buttons are disabled in the GMA CONFIGURATION page by default. This is
to remove potential sources of audio noise for inputs that are not used. If in doubt
as to which buttons should be disabled, reload GMA config files and other config
files for optional equipment installed in the aircraft (i.e. ADF, HF, etc.) from the
loader card.
COM Bleedover • Verify on the GMA CONFIGURATION page that “Disable Split COM” has a green
box. Due to the closeness of the COM antennas and high power of the COM
transceivers, Split COM operation is not approved. If the box is black (indicating
COM ½ button is active), highlight “Disable Split COM” with the cursor and press the
ENT key to turn the box green which will deactivate Split COM mode.
Speaker Cuts Out • Reduce volume level of the item that caused the speaker to cut out when turned up.
A speaker protection circuit disables the speaker output if the volume is too high. If
the volume is not sufficient, replace aircraft cabin speaker, reference the Airframe
Maintenance Manual.
Mic Audio Heard in • Reduce ICS Volume.
Speaker
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Chart 12
G1000 - Message Advisories - GMA 1347
GMA Common Problems / Message Advisories

GMA SERVICE – GMA needs The system has determined that
service. Return unit for repair. the GMA 1347 needs service. • Replace GMA.
• Ensure GMA is receiving power.

• Ensure both GIAs are
receiving power.
The system has detected a failure • Ensure all GDUs are receiving power.
GMA FAIL – GMA is inoperative.
in the GMA 1347. • Ensure the GMA/GIA RS-232
• Ensure the GIA/GDU Ethernet
• Replace GMA.
MANIFEST – GMA software The system has detected an Load the correct unit software. See
mismatch. Communication incorrect software version Software/Configuration (above)
halted. loaded in the GMA 1347. for the Software Loading procedure.
• Load GMA configuration files. See

Software/Configuration (above).
Replace GMA.
check config module wiring for
GMA CONFIG – GMA The system has detected a
NOTE
configuration error. Config service GMA 1347 configuration
req’d. mismatch for the unit. New Terrain/Obstacle cards, Jeppesen
System ID number.
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GIA 63W Troubleshooting COM

Weak COM transmit power If problem follows unit, replace GIA.
faults.
Weak COM receiver If problem follows unit, replace GIA.
faults.
If problem follows unit, replace GIA.
No COM sidetone
If problem persists, replace GMA1 with a known good unit.
GIA 63W Troubleshooting NAV

Weak NAV receiver If problem follows unit, replace GIA.
cabling for faults.
GIA 63W Troubleshooting G/S

Weak G/S receiver If problem follows unit, replace GIA.
cabling for faults.
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GIA 63W Troubleshooting GPS

• Ensure that a cell phone or a device using cell phone technology is
not turned on (even in a monitoring state) in the cabin.
• Using the MFD AUX – GPS Status page, verify the signal strength
bars are not erratic. If so, this indicates outside interference is
affecting the GPS receivers. Find and remove the source of
interference (i.e. cell phones, FBO datalink antennas, etc.).
• Check date and time on Date/Time Setup Page.
If date and time are incorrect, enter the correct date and time.
If problem follows unit, clear the GPS almanac by performing
the following steps –
o Using the PFD in config mode, go to the GIA
RS-232/ARINC 429 Config Page.
Will Not Acquire Satellites o At the top of the screen, select the GIA that can not acquire
satellites (GIA1 or GIA2) and press the ENT key.
o Press the “CLR NV” softkey at the bottom of the screen.
o Select “OK” in the “Clear GIA nonvolatile memory?” pop-up
window.
o Next reload GIA Audio and Config files from a loader card,
see G1000 Software/Configuration Procedure, for
instructions. Be sure to reload the config files for any
optional equipment installed on the aircraft that require the
GIA config to be updated.
• Cycle power on the system and allow it to restart in normal mode.
Place the aircraft outside and allow 15-30 minutes for the GPS to
acquire a position and download a new almanac.
If clearing nonvolatile memory is unsuccessful and the GPS
still can not acquire a position, replace the GIA.
If problem does not follow unit, check GPS antenna and cabling.
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wiring.
• Check GIA1/GMA
interconnect.
key is stuck.
configured when swapped; see
replace GIA1.
defective GMA.
wiring.
• Check GIA2/GMA
interconnect.
key is stuck.
configured when swapped, see
replace GIA2.
defective GMA.
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switch and wiring.
replace GIA1.
switch & wiring.
switch and wiring.
replace GIA2.
switch & wiring.
COM1 TEMP – COM1 over temp. • Check fan, wiring and air tubing for
Reducing transmitter power. proper operation (if applicable).
The specified COM transceiver • Replace cooling fan if unable to
is reporting a high temperature determine if operating correctly.
condition and is reducing
transmit power to prevent • Replace GIA.
COM2 TEMP – COM2 over temp.
Reducing transmitter power. damage. • If problem persists contact Garmin
assistance.
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GIA Message Advisories NAV Messages

• Replace GIA1.
• Replace GIA2.
operation.
wiring.
GIA1.
switch & wiring.

operation.
wiring.
GIA1.
switch & wiring.
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GIA Message Advisories Glideslope Messages

• Replace GIA1.
• Replace GIA2.
in G/S1 receiver.
If problem does not follow unit,
cabling.
in G/S2 receiver.
If problem does not follow unit,.
cabling.
GIA Message Advisories GPS Messages

MANIFEST – GPS1 software The system has detected an
halted. in GIA1. • Load the correct GPS software. See
MANIFEST – GPS2 software The system has detected an for the Software Loading procedure.
halted. in GIA2.
• Replace GIA.
The system has detected a failure • Switch GIA1 and GIA2, to verify
GPS1 FAIL – GPS1 is inoperative.
in GPS1 receiver. location of problem:
replace GIA.
The system has detected a failure
GPS2 FAIL – GPS2 is inoperative. If problem does not follow the
in GPS2 receiver.
unit, check GPS antenna and
cabling.
NOTE
Before troubleshooting, ensure that no cell phones or devices using cell phone technology
are turned on, even in a monitoring state, in the cabin.
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GIA Message Advisories GPS Messages (cont.)

If the primary receiver is a WAAS • Verify the area the aircraft was
LOI – GPS integrity lost.
sensor, the alert indicates that traveling through did not have loss
Crosscheck with other NAVS.
GPS position data has timed out. of GPS coverage. FAA NOTAMs
There is no GPS position fix may be issued for periods of
GPS NAV LOST – Loss of GPS outages, or the US Coast Guard
available or the system is in dead
navigation. Insufficient satellites. website:
reckoning mode.
http://www.navcen.uscg.gov
The G1000 has detected an to check DGPS Advisories that are
GPS NAV LOST – Loss of GPS
internal position warning has posted.
navigation. Position error.
occurred.
• Using the MFD AUX – GPS Status
page, verify the signal strength bars
are not erratic. If so, this indicates
outside interference is affecting the
GPS receivers. Find and remove
GPS NAV LOST – Loss of GPS The G1000 has detected a GPS the source of interference (i.e. cell
navigation. GPS fail. engine failure. phones, FBO datalink antennas,
etc.).
• If GPS receivers can not aquire a
position lock, troubleshoot per the
“Will not acquire satellites” section.
GIA Message Advisories GIA Cooling Messages

assistance.
assistance.
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GIA Message Advisories GIA Configuration Messages

MANIFEST – GIA1 software The system has detected an
Halted. in GIA1. • Load the correct software. See
Software/Configuration (above)
MANIFEST – GIA2 software The system has detected an for the Software Loading procedure.
Halted. in GIA2.
The GIA’s audio configuration files
• Reload audio configuration files.
are incorrect or missing.
• Load the configuration files for that

GIA. See Software/Configuration
(above) for GIA 63W Configuration
Loading procedure.
GIA1 CONFIG – GIA1
configuration error. Config service • If problem persists, replace
req’d. master configuration module,
check config module harness for
NOTE
The system has detected a GIA
configuration mismatch. If GIAs New Terrain/Obstacle cards, Jeppesen
are not properly configured after Aviation Database and other optional
being swapped/replaced, this features (i.e. TAWS unlock card) will
message appears. need to be replaced if the master
GIA2 CONFIG – GIA2 to a new number when installing a new
configuration error. Config service master config module. The old Terrain
req’d. and other cards will no longer work as
System ID number.
HW MISMATCH – GIA hardware

halted. The G1000 has detected a non-
• Replace GIA with a WAAS unit.
HW MISMATCH – GIA hardware WAAS GIA 63.
halted.
GIA1 SERVICE – GIA1 needs
• Replace suspect GIA.
GIA2 SERVICE – GIA2 needs in the specified GIA.
service. Return unit for repair.
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Chart 15
G1000 - Troubleshooting / Message Advisories - GEA 71
MANIFEST – GEA software

halted.
The system has detected an Load the correct software version.
incorrect software version loaded See GEA 71 Software Load Procedure.
in the GEA 71.
• Load GEA configuration files. See

GEA 71 Configuration Procedure.
• If problem persists, replace master

configuration module, check config
module harness for faults and
GEA1 CONFIG – GEA replace if necessary.
configuration error. Config NOTE
service req’d.
The system has detected a New Terrain/Obstacle cards, Navigation
configuration mismatch in the Database and other optional
GEA 71. features (i.e. TAWS unlock card) will
System ID number.
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Chart 16
G1000 - Troubleshooting / Message Advisories - GTX 3X5R

MANIFEST – GTX software
The system has detected an
halted. • Reload software. See Software
incorrect software version loaded
in the GTX 3X5R. Load / Configuration Procedure.
• Perform a SET>ACTV
configuration reset on the GTX
Config page and verify the aircraft
• If error is still present, reload config
files from a loader card.
XPDR CONFIG – XPDR The system has detected a necessary.
configuration error. Config configuration mismatch for the NOTE
service req’d. GTX 3X5R. New Terrain/Obstacle cards, Navigation
System ID number.
XPDR SRVC – XPDR needs
• Replace GTX 3X5R.
in the GTX 3X5R.
• Check wiring between GIA’s and

XPDR FAIL – XPDR is The GTX 3X5R is not GTX.
inoperative. responding.
• Replace GTX 3X5R.
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Chart 17
G1000 - Troubleshooting - GDL 69eA

No XM audio is heard • Ensure the following items are not preventing the audio panel
from distributing XM audio (reference applicable G1000 Pilot’s
Guide):
Verify the XM volume is not muted on the AUX – XM RADIO
page on the MFD.
Verify the COM squelch is not open.
Verify the ICS squelch is not open.
Verify the marker beacon tones are not being received.
Verify the headphone (if equipped) volume is turned up.
• Go to the AUX – SYSTEM STATUS page on the MFD and
ensure unit is online.
If a red X is present, verify the unit is receiving power at the
rack connector.
• Ensure there are no GDL alerts in the alert window. If there is
an Alert for software or configuration error or mismatch, reload
the file noted in the Alert.
• Restart the PFD’s and MFD in configuration mode and go to the
GDL page.
Verify unit is active.
Verify the Signal number is “2” or “3”. If it is “0” or “1” check
the GDL 69eA antenna and cabling for faults.
No XM weather information is
displayed Reseat the GDL 69eA to verify the coax connector is
fully seated.
If unit is not active, contact XM Customer service at 1-800-
985-9200 to have a refresh signal sent to your unit. You will
need to provide them the Audio Radio ID (and Data Radio ID
number for XM weather) numbers. Also verify with XM that
the correct Weather package (Aviator Lite or Aviator) is on
the account, and that no traffic service has been activated
against that Radio ID. The unit must be on for
approximately one hour after the request for the refresh has
been sent to receive the signal.
Alternatively, you may also go to XM’s website at
http://www.xmradio.com/refresh/ and enter the radio ID’s
to have a refresh signal sent.
If there is still problems receiving weather products after
performing the above step, call XM and have the account
deactivated, and a new account activated to clear out any
corrupt account information.
Verify there is a good ground connection through the aircraft
between the MFD and the GDL 69eA unit. Reference the
Aircraft Maintenance Manual for instructions on how to
check bonding and ground points.
If problem persists, replace the GDL 69eA.
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Chart 18
G1000 - Message Advisories - GDL 69eA

• Replace GDL 69eA.
GDL 69eA FAIL – GDL 69eA has The G1000 has detected a failure • Check GDL 69eA antenna and
failed. in the GDL 69eA. cabling.
• Check the GDL 69eA and MFD
interconnect.
• Reload configuration file.
See Software Load / Configuration
Procedure.
• If problem persists, replace
necessary.
GDL 69eA CONFIG – GDL 69eA The G1000 has detected a GDL NOTE
configuration error. Config 69eA configuration mismatch.
New Terrain/Obstacle cards, Navigation
service req’d.
System ID number
MANIFEST – GDL software The system has detected an • Load correct software version.
mismatch. Communication incorrect software version loaded See Software Load / Configuration
halted. in the GDL 69eA. Procedure.
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Chart 19
G1000 -TROUBLESHOOTING - GDL 59

• Check power wiring and pin out of GDL 59 unit.
No communication with GDL 59
• Ensure GDL 59 configuration option has been loaded.
• Verify that a Wi-Fi network is configured and available.
• Ensure Wi-Fi antenna is within range of a WiFi network.

No or low-quality Wi-Fi signal • Remove any obstacles between aircraft WiFi antenna and the
Wi-Fi network hub that may be blocking the signal.
• Check the Wi-Fi antenna cable and connectors.
• Verify antenna dreound plane is adequate.
Connects to Wi-Fi but cannot • Activate Garmin Connext. Note that a replacement GDL 59
send report data unit must be registered again, even if the MFD already
shows REGISTERED.
Chart 20
G1000 - Message Advisories - GDL 59

Config error, Config service • Reload GDL 59 configuration files. if
GDL59 CONFIG required. problem persists, check config module
harness for faults, replace if necessary.
GDL 59 has failed. • Reload GDL 59 software and
GDL59 FAIL configuration files. if problem persists,
replace GDL 59.
GDL 59 needs service. Return •Reload GDL 59 software and

GDL59 SERVICE unit for repair. configuration files. if problem persists,
replace GDL 59.
GDL 59 router has failed. • Reload GDL 59 software and

GDL59 RTR FAIL configuration files. if problem persists,
replace GDL 59.
Data services are inoperative • The GDL 59 is not registered with
register w/GFDS> Garmin Flight Data Services, or its
REGISTER GFDS
current registration Data has failed
authentication. Register GDL 59.
GDL software mismatch, •Reload GDL 59 software files.
MANIFEST communication halted.
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Chart 21
G1000 - Troubleshooting - GRS 79 (AHRS) / GMU 44
• Ensure GPS has acquired at least four satellites, has a 3D navigation
solution, and a DOP of less than 5.0. This is particularly important if
this issue appears during ground operation only.
AHRS does not complete
initialization • Calibrate the GRS 79.
• Check GRS 79 configuration module wiring for damage.
• Check GRS 79 connector for bent pins.
If no damage can be found, replace GRS 79 configuration module.
• Ensure the four GRS 79 mounting screws are tight. Finger tight is not
sufficient, a screwdriver must be used to verify.
• Ensure mounting rack and airframe shelf are secure and all hardware
and brackets are present (CAUTION - do not loosen the mounting rack
Attitude appears unstable hardware to the airframe shelf or the aircraft will need to be re-leveled
and the PITCH/ROLL OFFSET procedure performed).
• Ensure GRS 79 connector is securely fastened and proper strain relief
is provided.
• Remove GRS 79 connector and verify there are no bent pins.
• Replace the GRS 79.
• Contact Garmin for further troubleshooting if required.
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only. information.

limits as specified in the POH.
north/south, no magnetic available due to being too far
compass. north or south.

AHRS TAS – AHRS not The specified GRS 79 is not faults.
receiving airspeed. receiving airspeed from the • Replace the GDC 72:
GDC 72. • If problem persists, replace the
GRS 79.
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only. information.

MANIFEST –noGMU software The system has detected an Load limits as specified
the correct softwarein version.
the POH.See
north/south, magnetic available due to being too far
compass. incorrect software
north or south. version loaded G1000 Software/Configuration
halted. in the specified GMU 44. Procedure,for the Software Load
Procedure.
• Check GMU 44/GRS 79
faults.
AHRS TAS – AHRS not The specified GRS 79 is not interconnect for faults.
HDG FAULT – AHRS A fault has occurred in the • Replace the GDC 72:
receiving airspeed. receiving airspeed from the
magnetometer fault has occurred. specified magnetometer; heading Replace GMU 44.
GDC 72. • If problem persists, replace the
will be flagged invalid.
GRSIf79.problem persists, replace
GRS 79.
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Chart 23
G1000 - Troubleshooting / Message Advisories - GDC 72
Altitude is different than standby • Perform pitot/static test. See Pitot Static Systems in 34-10-00.
altimeter. Allow the GDC to warm up for fifteen minutes before checking
accuracy, per Garmin Service Advisory 0606.
• Determine which instrument is outside limits and replace. The
GDC may be field adjusted per Garmin Service Advisory 0720.
Note: Both units may individually be in spec but show a difference

in altitude. Do not return the GDC to Garmin for service if
not outside limits.
GDC Config file does not load. • Replace GDC config module.
• If problem persists, replace GDC config module wire harness.

MANIFEST – GDC1 software The system has detected an Load correct software version.
mismatch. incorrect software version loaded See G1000 Software /
Communication halted. in the specified GDC 72. Configuration Procedure.
Chart 24
G1000 - Troubleshooting - FS 510
Problem Action
Flight Stream Not Found Check Flight Stream wiring and power.
Check that Flight Stream is not obstructed by RF blocking
material.
Check that the control/ display is in RF range of the Flight Stream.
Check that pairing mode is enabled.
Flight Stream connection lost. Check that the control/ display is in RF range of the Flight Stream.
Check that Flight Stream is not obstructed by RF blocking
material.
Remove the Bluetooth pairing from the portable electronic device
and the Flight Stream, and then attempt to pair the device again.
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Chart 25
G1000 - Message Advisories - GTS 800 TAS
MANIFEST – GTS software The system has detected an Load the correct software version. See
mismatch. Communication incorrect software version loaded G1000 Software/Configuration
halted. in the specified GTS 800. Procedure,for the Software Load
Procedure.
GTS CONFIG – GTS The system has detected a

configuration error. Config configuration mismatch for the
service req’d. specified GTS 800.
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Chart 26
G1000 - Troubleshooting / Message Advisories - Software Configuration
Problem Solutions
MFD or PFD displays do not power up: • Ensure power is present at display
backshell connector.
• Troubleshoot per the “Blank Display”
GDU section.
Software file load fails: • Ensure that LRU is reporting data on
• Retry software file load or try using a
different card. Ensure that the MFD is
not touched during the loading process.
compatible with software version and
Card Loader.
• Replace LRU.
Configuration file load fails: • Ensure that LRU is reporting data on
• Retry configuration file load or try using
a different card. Ensure that the MFD
is not touched during the loading
process.
compatible with Card Loader.
• Replace LRU.
GIA1 and/or GIA2 to ‘LRU’ data path not working: • Ensure GIA1 and GIA2 are configured
correctly.
• Check wiring, connectors & pins as
needed.
Software File Mismatch Alert appears in lower • Ensure that proper software file part
right corner of PFD when started in normal mode: number and version were loaded to
LRU. See the appropriate Required
Equipment List (REL),
“Chart 33” on page 342502158.
• Check and ensure that correct Loader
Card was used during load process. See
G1000 Software/Configuration
Procedure above.
• Reload software to LRU.
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Chart 27
G1000 - System Communication Hierarchy
System Communication Hierarchy

The following criteria must be satisfied to be able to perform the desired operation:
Des i r ed Op er at i o n Cr i t er i a f o r Su c c es s
in top slot for each display to be loaded.
Load Software to MFD or PFD
• CLR & ENT keys must be held during power
up of display.
• Power on only one display at a time during
software loading.

Load AIRFRAME, SYSTEM, MFD, PFD in top slot of PFD.
and MANIFEST configuration files to MFD
and PFD • PFD and MFD must be powered on.

in top slot of PFD.
Load Software/Configuration files to GIA 63Ws • G1000 system must be powered on.
• PFD and MFD must be successfully
configured with AIRFRAME, SYSTEM,
MANIFEST, MFD and PFD configuration files.

Load Software/Configuration files to: into PFD top slot.
- GMA 1347 • G1000 must be powered on.
- GDC 72 • PFD and MFD must have correct software
- GEA 71 and configuration settings.
- GRS 79 (software only) • GIA 63Ws must have correct software.
- GMU 44 (software only) • GIA 63Ws must be successfully configured

with GIA1 and GIA2 configuration files.
- GTX 3X5R
• Data path from GIA1 to each LRU must be
operational.
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I. Configuration Mode Overview

The Configuration Mode exists to provide the avionics technician with a means of configuring,
checking, and calibrating various G1000 sub-systems. Troubleshooting and diagnostics information
can also be viewed in this mode.
(1) Start the System in Configuration Mode:
(a) Press and hold the ENT key on the PFD while applying power using the PFD circuit breaker.
(b) Release the ENT key after ‘INITIALIZING SYSTEM’ appears in the upper left corner of the
PFD.
(c) If prompted, press the ENT key or the YES softkey to update system files.
(d) Repeat steps (a) through (c) on the MFD, using the MFD circuit breaker to apply power.
NOTE: For a complete description and breakdown of each Configuration Mode page, refer
to the G1000 Line Maintenance Manual, Garmin P/N 190-02094-00
(2) SET>ACTV Configuration
Throughout the 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.
Data can be manually copied from one column to the other (and from the PFD
memory to the LRU memory and vice-versa) 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.
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.
In the first example shown in “Figure 31” on page 34250297, 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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SET>ACTV Configuration
Figure 31
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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 that this can
also be accomplished by reloading the configuration files for the LRU, using the software
loader card.).
A blank active column, as shown in “Figure 32”, represents loss of communication between
the display and the particular unit. See “Troubleshooting” on page 3425028 for more details.
Set > Active - Loss of Communications

Figure 32
(3) Configuration Prompts

When configuration settings are changed, the technician receives on-screen prompts and/or
confirmations such as those shown in “Figure 33”. Other prompts may be encountered during
the configuration process.
Configuration Prompts
Figure 33
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(4) Data Transmission Indicators

Several configuration pages 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:
(a) Green Light: Expected data is successfully received and is ON. A green light could also
indicate that the parameter/component is working correctly.
(b) Red Light: Expected data is not received. A red light could also indicate that a parameter/
component is invalid.
(c) No Light (Black): Expected data is successfully received and is OFF, or no data is expected.
A black light could also indicate that the parameter/component is not responding.
(5) Configuration Mode Navigation
Using the FMS knob, a user can navigate through different pages and page groups in
the Configuration Mode. See “Chart 28” on page 342502100. For complete description and
breakdown of each page, refer to the G1000 Line Maintenance Manual.
Data Transmission Indicators

Figure 34
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Chart 28
System Page Group
1. System Status 5. System Upload 9. System Configuration
2. Date/Time Setup 6. Diagnostics Terminal 10. System Setup
3. Main Lighting 7. Maintenance Log 11. Manifest Configuration
4. Audio Alert Configuration 8. OEM Diagnostics
GDU Page Group
1. RS-232 / ARINC 429 Config 4. Diagnostics 7. Airframe Configuration
2. GDU Status 5. Serial/Ethernet I/O
3. GDU Test 6. Alert Configuration
GIA Page Group
1. RS-232 / ARINC 429 Config 3. GIA I/O Configuration 5. GIA Status
2. CAN / RS-485 Config 4. COM Setup
GEA Page Group
1. Engine Data 2. GEA Status 3. GEA Configuration
GTX Page Group
1. RS-232 / ARINC 429 Config 2. Transponder Configuration
GSU Page Group
1. GSU Configuration 3. GSU / GMU Calibration
2. AHRS Data Input
GFC Page Group
1. GFC Configuration 2. GFC Status
GMA Page Group
1. GMA Configuration
CAL Page Group
1. Fuel Tank Calibration
GDL Page Group (Optional)
1. GDL 69eA Config
Other (Optional)
1. Stormscope 2. S-TEC
GTS (Optional)
1. GTS Configuration
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J. G1000 Software Information

NOTE: The following sections provide a detailed description of loading all G1000 software
and configuration files, which may be excessive for individual LRU removal and replacement.
steps.
(1) G1000 Software Image
CAUTION: It is critical that the technician installs the correct software
image part number when servicing the G1000 system. Approved
software definitions for each configuration are defined in
the appropriate Required Equipment List (REL) “Chart 33” on page
342502158.
All software and configuration files were certified by Garmin as part of the FAA-approved Type
Design data. Approved software definitions for each configuration are defined in the appropriate
Required Equipment List (REL) “Chart 33” on page 342502158.
G1000 software and configuration files are controlled via the approved software image part
number listed in the REL. This software image is loaded into the G1000 using a software loader
card. The installer shall create this software loader card by downloading the approved software
image in accordance with the procedure provided immediately following.
NOTE: Only SanDisk and Toshiba brand SD cards are recommended for use with the G1000
system.
(2) Software Loader Card Creation
The software image is an executable self-extracting file which builds the correct file structure onto
an SD card for use loading software to the G1000. To obtain the current file follow the procedures
outlined below.
these procedures must be
an authorized Piper service
center to gain access to
the necessary data via the
Garmin website.
Software Downloads.
Dealer Login Screen

Figure 35
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Software Selection Screen (Typical)

Figure 36
(d) Double-click the .exe file that was downloaded. The window shown in the left side of “Figure
37” will pop-up on the screen. Ensure that there is an empty SD card in the card reader and
then click Setup, the screen will change to look like “Figure 37”, right side.
NOTE: When the extraction begins, the program automatically deletes all current files on
the SD card and copies the selected files to it, regardless of the file format on the
SD card. Ensure files are not necessary or card is empty before proceeding
Software Extraction Screens (Typical)

Figure 37
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(e) Ensure the card and correct drive letter is used, and click Next. (See “Figure 38” and “Figure
39”.) A window will pop-up “Figure 40” to show file progress.
Software Verification Screen (Typical)

Figure 38

Figure 39
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Progress Screen
Figure 40
Finalization Screen
Figure 41
(f) Once successfully completed, the message/window shown in “Figure 41” will pop-up. Click
(g) Stop card reader using Windows stop device function.
(h) Eject the SD card from card reader.
(i) Apply label to software loader card identifying the aircraft, G1000 SFTW and the appropriate
software card part number.
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K. Software Files
Software files are defined by part number and version number. Each G1000 LRU reports the software
version it currently contains to the user in two places.
(1) Normal System Mode
The AUX – SYSTEM STATUS page lists each LRU and the reported software version.
(2) Configuration Mode
The SYSTEM STATUS page (SYSTEM page group) reports more detailed LRU information,
including software version, part number, and LRU status. Software files are loaded to LRUs from
the SYSTEM UPLOAD page in Configuration Mode.
files:
AIRFRAME This file 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-44-180.
AIRFRAME Alerts specific to the PA-44-180 are set when this file is loaded.
ALERTS
SYSTEM This file configures the G1000 high-speed data bus (HSDB) to expect one PFD, one
MFD, two GIAs, and (optional) one GDL 69eA.
MANIFEST This file loads a manifest checklist of all software part numbers and versions
associated with an approved system configuration. The G1000 performs a software
check between each LRU’s reported version and the version contained on the
manifest. If an inequality is detected for an LRU, this LRU is then excluded from the
G1000 and a manifest alert is triggered to the operator.
MFD1 This file configures MFD serial/discrete communication and alert system settings.
PFD1 This file configures PFD serial/discrete communication and alert system settings.
GIA1/GIA2 These files configure GIA1/GIA2 serial/discrete communication settings.
GMA1 This file configures GMA 1347 audio and serial communication settings
GTX1 These files configure GTX 335R transponder and serial communications settings.
GEA1 These files configure GEA engine/airframe parameters.
GDC1 This file configures GDC 72 air data values for the PA-44-180.
GDL_69 This file configures gains and cable loss for the PA-44-180 installation if the optional
GDL 69eA is installed.
AUDIO This file configures audio alerts for the PA-44-180.
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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 105X GMA 1347 GDU 105X

PFD Audio Panel MFD
Contains ‘ACTIVE’ PFD settings. Contains ‘ACTIVE’ GMA Contains ‘ACTIVE’ MFD settings
settings.
Represents ‘SET’ column for all LRUs The MFD uses PFD internal
Uses PFD Internal configuration files for backup.
Stores all configuration files in configuration files for
internal memory. backup.
Uses master configuration module
for backup.
RS-232
RS-232
No. 1 GIA 63W No. 2 GIA 63W

Contains ‘ACTIVE’ configuration settings Contains ‘ACTIVE’ configuration settings
GIA1 uses PFD internal configuration files GIA2 uses PFD internal configuration files
for backup. for backup.
RS-232
RS-485
RS-232
GEA 71 GTX 335R

RS-485
Contains ‘ACTIVE’ configuration settings Contains ‘ACTIVE’ transponder settings

The GEA 71 configuration module is NOT used GTX 335R uses PFD internal configuration
for configuration settings. files for backup.
The GEA 71 uses PFD internal configuration
files for backup.
LRU Configuration File Storage

Figure 42
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(4) Configuration File Storage

The G1000 system stores all configuration settings in multiple places so that the settings are
retained in the aircraft during the maintenance of any LRUs.
During system configuration, as shown in “Figure 42” on page 342502106, each file is sent directly
to the applicable LRU where it is stored in local LRU memory (except GRS 79 and GDC 72).
Each file is also stored in the PFD internal memory. The applicable PFD also sends a copy of all
configuration files to the ‘Master Configuration module’, located in the connector backshell (see
Configuration Mode Overview, above). If the PFD is replaced, the configuration module retains
all configuration files in the aircraft.
NOTE: The GRS 79 AHRS and GMU 44 Magnetometer do not have a configuration file. However,
these LRUs do store calibration data acquired during the post installation checkout,
which are characteristic to the specific installation. While performing maintenance on
these units, re-calibration may be required. See GRS 79 AHRS / GMU 44 Magnetometer,
under LRU Test Procedures, for more information on re-calibration criteria.
The GRS 79 and GDC 72 configuration modules, as shown in “Figure 43”, function differently
than the rest of the system. The GDC 72 configuration file is loaded directly to GDC internal
memory. A copy of the file is stored in the GDC configuration module.
The GRS 79 configuration module does not store any configuration settings. Instead, it stores
calibration data recorded during installation calibration procedures.
GRS 79 Config Module GDC 72 Config Module

(located in GRS backshell connector) (located in GDC backshell connector)
Stores a copy of AHRS / magnetometer
calibration values that are recorded upon Stores a copy of the GDC 72
completion of post-installation calibration configuration file
procedures.
GRS 79 AHRS GDC 72

The GRS stores calibration data internally. The GDC 72 stores GDC configuration file internally.
The GRS 79 also stores factory calibration data internally. The GDC 72 also stores factory calibration data internally.
Should internal memory or the configuration module fail, Should internal memory or the configuration module fail,
AHRS output data flags invalid. loss of some or all air data outputs will result.
GRS Internal Memory GDC Internal Memory
Contains internal sensor calibration data Contains internal sensor calibration data
that is not installation-specific. Data is that is not installation-specific. Data is
stored from factory calibrations. stored from factory calibrations.
GRS/GDC Configuration Settings Storage

Figure 43
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(5) G1000 Software/Configuration Procedure

This section summarizes the procedures required to load software and configuration files to
the G1000. It is intended to work as a central guide for technicians to use while performing
maintenance on the aircraft. This section is referenced by other sections of this manual when
G1000 software reload is required. The technician should use proper judgment regarding the
context of maintenance required while following this section.
The diagram in “Figure 44” depicts an overview of the software/configuration sequence for the
G1000 system. This applies mostly to a new G1000 system which has not previously been
powered up and is for informative purposes only.
GDU 105X PFD and MFD Software Load

Load software to the MFD first, then the PFD. G1000 units coming from
the factory do not contain useable software or configuration settings.
G1000 System Upload Selection

After software is loaded to the MFD and PFD, put the displays into
configuration mode. (Loader card still in PFD.) Select the System Upload
page on the PFD and select the appropriate software files to create a
loading profile. Once all the desired files are checked, the G1000 system
automatically loads the selected files in the correct sequence to the LRUs.
G1000 System Software Verification

After software and configurations are loaded to the system, the technician
verifies that each LRU reports the correct version and software part number.
G1000 System Configuration Upload Selection

Following G1000 system software upload and verification, aircraft-specific
configuration files are loaded. The technician loads the configuration files
appropriate to the specific aircraft serial number, STC modifications
and applicable AFMS.
G1000 Configuration Verification

After system configuration files are loaded, the technician verifies that the
correct configuration on the Airframe Configuration page.
Software/Configuration Overview
Figure 44
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L. LRU Replacement
Whenever a Garmin LRU has been replaced and the system is then booted into configuration mode,
the Configuration Manager page appears and shows the synchronization status for the system and
will note LRUs needing updates to software and/or configuration.
If the technician skips synchronization of the physically replaced LRUs then a “LRU replacement
detected” message will be shown on the GDU in normal mode. This message will persist until the
“Intelligent LRU Replacement Procedure” on page 342502110 or the manual “M. Complete Software
Load” on page 342502113 is performed.The “LRU replacement detected” message may not be displayed
if there are existing Manifest error or Configuration error messages.
Intelligent LRU Software Replacement or manual Complete Software Load is the required action to
repair messages related to Manifest error, Configuration error or LRU replacement detection that
show up after physical replacement of an LRU.
(1) Applicability and Restrictions
(a) The Intelligent/Manual LRU Replacement procedure is not required if GDUs within
the system are swapped in position. E.g., PFD display swapped with MFD display. The
configuration information is stored by all GDUs in their internal memory. The information
inside PFD harness configuration module such as fuel, cal and other data is retained during
PFD replacement.
(b) The system keeps track of features that have been activated using enablement cards. If
an LRU is replaced, Intelligent LRU Replacement will ensure that associated feature set
remains available.
(c) Currently Intelligent LRU Replacement only supports replacement of one LRU at a time.
(d) Intelligent replacement only supports replacement of LRUs with the same hardware model
number E.g., GIA 63W-20 should only be replaced with GIA 63W-20 model in order to
utilize intelligent replacement. The manual “Complete Software Load” on page 342502113
can be used if the LRU hardware model is different. Intelligent LRU Replacement cannot
be used if a software update is also being carried out for the system. Such an update will
require a new loader card and must be carried out via the manual Complete Software Load
using the System Upload page.
(e) Intelligent LRU Replacement can be used to reload any item that has been setup via a
loader or enablement card. This includes LRU software, LRU configuration, equipment
options and feature unlock settings.
(2) Transaction Log
In order for the G1000 system to accurately replace an LRU’s software and configuration, it
must first know what was originally loaded to that LRU. To facilitate this, the system records all
updates performed through a loader card. Once this record is stored; the system will have the
ability to replace those updates back to the LRU at any time. This stored record of all software
and configuration updates is known as the “Transaction Log”.
The Transaction Log is viewable on the GDU in configuration mode via the Configuration Log
page. The history can also be exported to the Top Slot SD card in a textual format by pressing
the “DNLD TRANS” button on that page.
On the Configuration Log page the most recent update is at the top of the list. Grayed-out text
represents configuration items that were loaded prior to the last “Clear Command”. These
configurations are no longer applicable to the current state of the aircraft; but are listed in the log
for informational and historical purposes.
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Garmin’s calibration and configuration features use specific files known as GREG files to upload
calibration and configuration features. Each file is populated with various product data that is
specific to a fleet of aircraft or may be specific to a single aircraft. As part of the transaction
functionality, files that are used to load configuration and calibration data will be put through
CRC generating software to generate a unique value for each transaction. Calibration and
configuration data that is manually changed by maintenance technicians will not be recorded by
the transactions logs. This includes calibration data changed via configuration pages, rigging,
etc., however, transactions for the clear command softkeys that are part of the Systems Upload
page will be recorded.
(3) Card Copy Feature
The system provides an option to copy loader cards to GDU internal memory. The internally
saved loader cards are used by Intelligent LRU Replacement procedure. The configuration mode
Card Copy option uploads the loader card into PFD internal memory. This process requires
approximately four (4) minutes. A newly uploaded loader card is automatically synchronized with
the MFD by transferring it in the background during normal mode. This transfer takes a similar
amount of time.
The GDUs can hold copies of 32 cards. An interface is provided to delete cards that are no longer
applicable. This can be accessed by using the “MANAGE” key on LRU Replacement page.
(4) Intelligent LRU Replacement Procedure
The intelligent LRU replacement procedure is performed on the LRU Replacement page available
in configuration mode. Proceed as follows:
(a) Summary
1) Check the synchronization status of LRUs on the Configuration Manager page in
configuration mode. This page lists those LRUs requiring synchronization.
2) Navigate to the LRU Replacement page, for the replaced LRU (shown in yellow text).
Load the LRU configuration from the menu. No loader card or selection of options are
required.
3) Verify the status of synchronization via the Configuration Manager page. A fully
synchronized system will show “Synchronized” for all LRUs.
(b) Details
1) Selection of the replaced LRU.
The page will highlight LRUs that the G1000 system recognizes as being “new” to
the system. The system will provide a “LRU Replacement Detected” message by
comparing serial numbers of the units. Serial number comparison is carried out for
software version and region configuration version. Other configuration items are
checked by comparing CRCs.
Some replaced LRUs may not get this message if they do not report a serial number.
This behavior is common for GIA COM and GIA NAV items because they do not report a
serial number. However, if these components have a different software or configuration
version, it will be indicated by error messages for Manifest or Configuration. That
will be an indication that a Manual/Intelligent Replacement procedure for software/
configuration is required.
On the LRU replacement page, LRUs are highlighted (in yellow) if the software,
configuration, or serial number of the new unit is different than the unit it is replacing.
2) Summary and control of what software/configuration will be loaded to the newly
replaced LRU.
The control and display of this information is similar to the System Upload page.
3) Initiate the upload of software and configuration to the replaced LRU.
The page will report status and progress similar to the System Upload page.
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4) Verification
Once an LRU Replacement procedure has been performed, installers can confirm that
the system has been successfully returned to its previously approved state by using
the Configuration Manager page available in configuration mode. This page supports
to two functions:
a) Display of expected and actual G1000 fleet and aircraft identification numbers.
b) Display of the synchronization status between each LRU and the GDU currently
being used. This status compares the GDU’s expected configuration to what each
LRU is reporting as its actual configuration. If they match, the page will report
“Synchronized”. If they do not match, the page will report “Not Synchronized”.
During the time between when the LRU hardware has been replaced, and prior to the
LRU Replacement procedure being performed technicians should expect to see a “Not
Synchronized” status. Once the LRU Replacement procedure is performed the status
will return to “Synchronized”, confirming that the replacement was successful
Display of “Invalid”/”Not Synchronized” messages after a replacement procedure
indicate that a system restart is required. The restart will resolve items responsible for
these error messages.
(c) Step-by-Step Procedure
The following assumes a new LRU has not yet been installed. Please make sure power is
OFF before beginning.
NOTE: Only one LRU can be replaced at a time using this loading method.
1) Replace faulty LRU with new unit in accordance with that specific LRU’s installation
instructions. Ensure that Power is OFF before you begin.
2) Power up the PFD and MFD in config mode by holding down the ENT key until
“INITIALIZING SYSTEM” appears on each GDU.
3) On the PFD, use the FMS knob to navigate to the “LRU REPLACEMENT” page.
4) The system should automatically detect the new LRU (displayed in gold letters). Use
the FMS knob to select the desired LRU.
5) Ensure all SOFTWARE and CONFIGURATION boxes are checked.
7) Review the LRU replacement page to ensure that all SOFTWARE and CONFIGURATION
items are marked as “PASS”.
8) Remove power from the PFD and MFD.
9) Restart the PFD and MFD in config mode.
10) Use the FMS knob on the PFD to navigate to the “CONFIGURATION MANAGER”
page.
11) Ensure that all CONFIGURATION ITEMS are marked as “Synchronized”.
12) Use the FMS knob on the PFD to navigate to the “SYSTEM STATUS” page.
13) Use the FMS knob to scroll down to the recently installed LRU and confirm that the
status is OK.
14) Remove power from the PFD and MFD.
15) Restart the PFD and MFD in normal mode.
16) Confirm that no MANIFEST, CONFIG ERROR, or LRU REPLACEMENT messages
exist.
17) Review Return-to-Service criteria for specific LRU under “H. Components” on page
34250233.
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M. Complete Software Load

(PIR-108043, Rev. A.)
(1) MFD & PFD Software Load

CAUTION: DO NOT INTERRUPT POWER TO THE AIRCRAFT AT ANY TIME DURING THESE
PROCEDURES. INTERRUPTION OF POWER COULD RESULT IN DAMAGE TO
THE EQUIPMENT.
(a) Apply power to the aircraft and all avionics.
(b) Pull the MFD and PFD circuit breakers. Remove any SD cards in the PFD or MFD.
(c) Insert G1000/PA-44 Loader Card into the PFD top card slot.
(d) While holding the ENT key on the PFD, restore power to it by pushing in the PFD circuit
breaker.
(e) When the words “INITIALIZING SYSTEM” appear in the upper left corner of the PFD,
release the ENT key.
(f) Press the YES softkey at the following prompt (prompt may not appear):
“UPDATING SYSTEM FILES, PLEASE WAIT.”
(g) Press the YES softkey at the following prompt (prompt may not appear):
“DO YOU WANT TO UPDATE THE CUSTOM GRAPHIC FILES (EG, SPLASH
SCREEN)?”
(h) Press any softkey at the following prompt to confirm load completion:
(i) New software is loaded to the PFD. When complete, the PFD starts in Configuration Mode.
(j) While holding the ENT key on the MFD, restore power to the MFD.
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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.
(2) System Upload
NOTE: To Select/Deselect the cursor in fields, press the small FMS knob on the PFD. The large
FMS knob changes Groups, and the small FMS knob changes Pages within a Group.
(a) Activate the cursor, select the Group field, and rotate the small FMS knob to generate a pick
list. Rotate the small FMS knob to select Baseline.
(b) Press ENT.
(c) In the ITEM field, rotate the small FMS knob to generate a pick list and select PA-44-180
Seminole. Press ENT.
(d) Press the LOAD softkey.
(e) Review list and verify that all items state “PASS”.
(f) Press ENT to accept the software load.
(g) Deselect the cursor.
(3) Optional Equipment Configuration
(a) Perform the following steps if any of the following options are installed:
KR-87 ADF Installation
KN-63 DME Installation GDL 59
GDL 69 SXM CO Detector
GTS 800 Installation Flight Stream 510 Installation
GTX 345 with GTS Installation GTX 345 Installation
Hobbs Installation - Configuration A, B, or C Tach Configuration A, B, or C
NOTE: One of the Hobbs configurations and one of the Tach configurations must be
installed. If not installed, the Hobbs or Tach timer will not function.
NOTE: If aircraft is equipped with both a GTX 345 and GTS, install the GTX 345 with GTS
Installation option. Do not install the GTS 800 Installation or GTX 345 Installation
options.
1) On PFD, rotate the FMS knob to select the SYSTEM UPLOAD page and activate
cursor.
2) In the GROUP field, create a pick list by rotating the small FMS knob and select Options.
3) Press ENT.
5) Verify both Software and Configuration boxes are checked for Garmin options.
6) Verify Configuration boxes checked for all other options.
8) Verify the summary field listing the software and configuration are complete as required
10) For other installed options, repeat steps 4) thru 9) by rotating the large FMS knob and
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(b) Perform the following steps if any of the following options are installed:
• GFC 700 Installation Option
• Enhanced AFCS Support
1) On #1 PFD, rotate the FMS knob to select the SYSTEM UPLOAD page and activate
cursor.
2) In the GROUP field, create a pick list by rotating the small FMS knob and select
GFC 700.
3) Press ENT.
5) Press the CHK ALL softkey.
7) Verify the summary field lists the software and configuration are complete as required
9) Repeat steps 4) thru 9) by rotating the large FMS knob and highlighting the desired
option in the ITEM Field.
(4) Calibration Option Load
NOTE: Only load calibration option once. Re-loading of calibration option will result in a loss of
system calibrations.
(a) Go to the SYSTEM UPLOAD page and activate cursor.
(b) In the GROUP field, create a pick list by rotating the small FMS knob and select Options.
(c) Press ENT.
(d) In the ITEM field, create a pick list by rotating the small FMS knob and select the desired
calibration (i.e., Flaps or Fuel).
(e) Press LOAD softkey.
(f) Verify the Summary field listing the software and configuration are complete as required
(g) Press UPDT CFG softkey.
(h) Press ENT to select YES when prompted “Update Config Module?”.
(i) Press ENT to confirm completion.
(5) Upon completion of all required baseline configuration, option configuration, and calibration
loading procedures, remove the Loader card from top slot of PFD.
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(6) Splash Screen Update

(a) Remove power from the PFD and MFD.
(b) Insert G1000/PA-44 Loader Card into the MFD top card slot.
(c) Apply power to MFD.
(d) Press the NO softkey at the following prompt:
(e) Press the YES softkey at the following prompt: (prompt may not appear, if previously loaded)
“DO YOU WANT TO UPDATE THE CUSTOM GRAPHICS FILES (EG, SPLASH
SCREEN?”
(f) At the prompt, press any key to continue.
(g) Remove G1000/PA-44 Loader Card from the MFD top card slot.
(h) Repeat steps (b) thru (g) for the PFD.
(i) Upon completion of splash screen update, remove the Loader card from top slot of PFD.
(7) Software Load Confirmation
(a) Start the PFD and MFD in Configuration Mode by applying power while holding ENT.
(b) On the PFD, select the SYSTEMS STATUS page. Activate the cursor and toggle to the LRU
window.
(c) Highlight each of the items in the LRU window and check the software part number and
software version against the current numbers and versions shown in the appropriate
Required Equipment List (REL) in “Chart 33” on page 342502158.
Note: Some items may be in the expandable list of the corresponding item (denoted by
“+” next to the LRU). Press ENT with the desired LRU highlighted to expand these
lists.
NOTE: Not all of the software P/Ns and versions on the SYSTEMS STATUS page need to
be verified, only those recorded in the appropriate REL.
NOTE: If any software version 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.
(e) Re-start the PFD and MFD.
(f) On MFD splash screen, verify appropriate version “PA-44-180 System XXXX.XX” is
displayed in the upper right corner of the MFD (where XXXX.XX is the system version
number from the appropriate Required Equipment List, (REL) in “Chart 33” on page
342502158).
(g) Select softkey on MFD to proceed beyond splash screen.
(h) Verify that no manifest (software mismatch) alerts are shown on any of the displays.
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N. Configuration and Setup

(1) XM Radio (GDL 69eA) Activation
Activation procedures are in “Chart 17” on page 34250285.
Note: The radio IDs required for activation may be obtained as follows: start MFD in normal
mode and navigate to the XM page in the AUX group. XM weather services has an eight
(8) digit “data radio ID” and XM radio services has an eight (8) digit “audio radio ID”
displayed on that page.
(2) GRC 10 Pairing (If installed.)
To pair the GRC 10 to the GRT 10 you will need the GRT 10 Serial Number, and the GRC 10 will
need to have two AA batteries installed.
(a) Press and Release any key on the GRC 10 to power on the unit.
(b) The GRC 10 will display: “GRT 10 not found”
(c) Press the following buttons in sequential order: UP, DOWN, LEFT, RIGHT, MINUS (-), PLUS
(+), PSET.
(d) Using the arrow buttons on the GRC 10, enter the GRT 10 Serial Number.
(e) Verify that the correct Serial Number was entered.
(f) Store the GRT 10 Serial Number by pressing the XM button.
(3) Aircraft Registration Number Entry (Transponder Configuration)
Group.
(g) Place the G1000/PA-44 Loader Card into the top slot of the PFD.
(h) Start the PFD and MFD in configuration mode by applying power while holding the ENT
button.
(i) Select the GTX group by rotating the large FMS knob, and then select the Transponder
Configuration page by rotating the small FMS knob on the PFD.
(j) Ensure that Allow Flight ID Entry is “Config Entry” in the Set and Active columns.
(k) Select the SYSTEM group by rotating the large FMS knob, and then select the Aircraft
Configuration page by rotating the small FMS knob.
(l) Activate the cursor and highlight the AIRCRAFT REGISTRATION field. Use the small/large
FMS knob to enter the aircraft registration number.
(m) Ensure that an ICAO ADDRESS is automatically populated.
(n) Press the SET GTS softkey to configure traffic system (if installed). Press ENT to select OK
at the dialog that pops up. Then press ENT again after configuration is completed.
(o) Upon completion, remove loader card from top slot of PFD and return to the controller.
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(4) Flaps Calibration (Optional)

Required only if aircraft is equipped with optional GFC 700 autopilot system.
Group.
(a) Start the PFD and MFD in the configuration mode by holding the ENT key while applying
power.
(b) On PFD, navigate to the CAL page group, then to the DAT CALIBRATION page.
NOTE: The FLAPS AND TRIM CALIBRATION page is used for legacy installations and is
NOT used to calibrate flaps on G1000 equipped PA-44-180 airplanes.
NOTE: DAT CAL TBL 0, with the INPUT value of GEN_GAUGE_27 is the table that contains
the flaps calibration data. All further references in this procedure are related to
DAT CAL TBL 0. Do not modify any other tables on this page.
(c) Ensure the flaps system is powered and functioning properly.
(d) Set the flaps to the 0 degree position.
(e) On PFD, press the FMS knob to bring up the cursor and highlight the first point in the RAW
PNTS column of the table.
(f) Press the CAL softkey, and press the ENT key to acknowledge the pop-up box. The first
RAW PNTS value will now be modified.
(g) Verify that the RAW VAL is unchanged from before the calibration (except for noise in the
sensor sample updates), and that the CAL VAL now matches the desired flap position value
(except for noise in the sensor sample updates).
(h) Repeat Steps (d) through (g) for each of the 2nd, 3rd, and 4th rows of the table, setting the
flaps position to the 10 degree, 25 degree, and 40 degree positions (respectively).
(5) Chartview, Synthetic Vision, TAWS, and Enhanced AFCS Unlock Procedures (If installed)
WARNING: Prior to unlock of any of the following options, ensure that
the software is properly loaded (see above) and that the
configuration module is functional.
Note: To verify the Configuration Module is functional, Start the PFD in configuration mode.
Use the FMS knob to go to GDU group, the select KEY TEST page and verify the
“IICEEPROM’ box is checked GREEN.
If the master configuration module (i.e., the GDU 1050 PFD configuration module) is replaced,
the system ID number will change. This will require the replacement of all enable (i.e., unlock)
cards. Optional system enable (i.e., unlock) cards are locked to the system ID number when first
used. If the system ID number changes, the enable (i.e., unlock) cards must be replaced with
new/unused cards. Contact Garmin Aviation Support for assistance.
(a) Chartview Unlock (Optional)
breakers.
2) Insert the Chart Unlock card for this airplane in the upper slot of the PFD.
3) While holding the ENT key on the PFD and MFD, restore power by pushing in (closing)
the circuit breakers.
4) When the words “INITIALIZING SYSTEM” appear in the upper left corner of the MFD
and PFD, release the ENT key.
5) On the PFD, go to the SYSTEM UPLOAD age with the small FMS knob.
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7) Use the small FMS knob to create a pick list and select Enable Chartview in the ITEM
field. Press ENT.
press ENT.
12) Power down the system and remove the Chartview Enable card from the PFD.
13) After the Chart function is unlocked, the card should be stored with the aircraft records.
(b) Synthetic Vision Unlock (Optional)
1) Remove power from PFD by pulling (opening) PFD circuit breaker.
2) Insert the Synthetic Vision Unlock card for this airplane in the upper slot of the PFD.
3) While holding the ENT key on the PFD and MFD, restore power by closing the PFD
4) On the PFD, go to the SYSTEM UPLOAD page with the small FMS knob.
6) Use the small FMS knob to create a pick list and select Enable SVS Single PFD in the
ITEM field. Press ENT.
press ENT.
11) Power down the system and remove the Synthetic Vision Unlock card from the PFD.
12) After the Synthetic Vision function is unlocked, the card should be stored with the
aircraft records.
(c) TAWS Unlock (Optional)
1) Remove power from the PFD by opening the PFD circuit breaker.
2) Insert the TAWS Unlock card for this airplane in the upper slot of the PFD.
3) While holding the ENT key on the the PFD and MFD, restore power by closing the PFD
6) Use the small FMS knob to create a pick list and select Enable TAWS in the ITEM field.
Press ENT.
Press ENT.
11) Power down the system and remove the TAWS Unlock card from the PFD.
12) After the TAWS function is unlocked, the card should be stored with the aircraft records.
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(d) Enhanced AFCS Unlock (Optional)

1) Remove power from the PFD by opening the PFD circuit breaker.
2) Insert the Enhanced AFCS Unlock card for this airplane in the upper slot of the #1 PFD.
3) Start the PFD and MFD in configuration mode by applying power to each display while
holding the ENT key.
6) Use the small FMS knob to create a pick list and select Enhanced AFCS in the ITEM
field. Press ENT.
9) Monitor the status of the upload. When the upload is Complete and Pass is displayed.
Press ENT.
11) Power down the system and remove the Enhanced AFCS card from the PFD.
12) After the Enhanced AFCS function is unlocked the unlock card is to be returned to the
aircraft records.
(6) Aviation Database Loading Procedures
(a) GARMIN GDU 105X Terrain Data Card Loading Procedure
NOTE: Garmin Field Service Engineering, resident at Piper, will be responsible for
supplying updates for the GDU 105X Terrain Data Base Card.
2) Install databases (SafeTaxi, Terrain 4.9 Arc Second, Airport Directory, Basemap,
Obstacle DB2, FliteCharts, NAV Database) on the Database Card utilizing TimerTW.
3) Install Database Card in the bottom slot of the MFD.
4) Restore power to the PFD and MFD.
5) The MFD will load the databases and automatically sync them to the PFD. Status can
be monitored on the Databases page of the Aux group on the MFD.
6) After database sync is completed, remove power from the PFD and MFD and remove
the card from the bottom slot of the MFD.
7) Restore power to the PFD and MFD.
(b) JEPPS CHARTS Aircraft Loading Procedure
2) Install Jepps Charts Card in the bottom slot of the MFD.
3) Restore power to the MFD by closing the MFD circuit breaker.
4) Press any key to confirm the database update.
5) After the update completes, the MFD starts in normal mode.
6) Navigate to the Databases page of the Aux group on the MFD. Remove power from
aircraft when instructed to cycle power.
7) Remove Jepps Charts Card from bottom slot of the MFD.
8) Reapply aircraft power and verify charts are updated on the MFD splash screen.
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O. Post-Installation Procedures
Caution: Enter maintenance mode when activating the Garmin G1000 system
on the ground to conduct tests, inspections, etc. See “Maintenance
Mode” on page 3425028.
NOTE: This entire procedure must be successfully accomplished in order for the G1000 system to
be airworthy in your airplane.
NOTE: The following checks MUST be performed prior to electrical power-up with the associated
wiring connected to the electronic equipment. Failure to perform these checks prior to
powering up may result in damage to the equipment.
(1) Bus Power Check
(a) Do not apply external power to the aircraft.
(b) Verify that all circuit breakers are set.
(c) Turn ON Battery Master switch with Avionics Master switch and the Emergency switch in
the “OFF” position:
1) Verify Avionics Bus and Emergency Bus are not powered.
2) Pull Lighting Bus and Non-Essential Bus circuit breakers.
3) Verify Lighting Bus and Non-Essential Bus are not powered.
4) Reset Non-Essential Bus circuit breaker.
5) Verify Non-Essential Bus is powered, and Lighting Bus is NOT powered.
6) Reset Lighting Bus circuit breaker.
7) Verify the Lighting Bus and Non-Essential Bus are powered
(d) Turn ON the Avionics Master switch:
1) Pull Avionics Bus, Non-Essential Bus and Lighting Bus circuit breakers.
2) Verify Avionics Bus and Essential Bus are powered.
3) Verify Non-Essential Bus, Lighting Bus and Emergency Bus are not powered.
4) Reset Non-Essential Bus and Lighting Bus crcuit breakers.
(e) Turn the Emergency Switch to ARM, and then turn OFF the Battery Master and Avionics
Master Switches:
1) Verify that the Essential Bus, Avionics Bus, Non-Essential Bus and Lighting Bus are not
powered.
2) Verify Emergency Bus is powered.
(f) Turn OFF the Emergency switch, Battery Master switch and Avionics Master Switch.
1) Verify Battery Bus is powered.
2) Verify Emergency Bus and Essential Bus are not powered.
(2) 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. Refer to wiring schematics in Chapter 91.
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(3) Initial Display Testing

With ground power connected to the airplane and referenced systems energized:
(a) General
Verify the following:
1) COM/NAV fields are valid in the top corners of the PFD.
2) Altitude, airspeed, vertical speed, heading and OAT fields are valid on the PFD.
3) Verify no BACKUP PATHs alerts on the PFD.
4) Select Reversionary Mode by pressing the ”Display Backup Button” on the GMA
1347 Audio Panel ( “Figure 8” on page 3425027). Verify that the PFD and MFD accurately
display attitude, altitude, airspeed, vertical speed, and engine instruments. Deactivate
the Reversionary Mode.
5) (With GFC700 option only.) Verify flap position indication on MFD Engine page
matches selected flap angles at each setting (0°, 10°, 25°, and 40°).
(b) STALL Annunciation Test
1) With flaps at 0 degrees, activate the outboard stall vane.
2) Verify “Stall” aural alert.
3) Set flaps to 25 degrees.
4) Activate inboard stall vane and verify “Stall” aural alert.
(c) Pitot Heat Annunciation Test
1) Verify “PITOT HT OFF” annunciation appears on display.
2) Turn the Pitot Heat switch to the “ON” position.
3) Verify “PITOT HT OFF” annunciation extinguishes on display.
4) Pull PITOT HEAT Circuit Breaker.
5) Verify “PITOT HT FAIL” annunciation appears on display.
6) Turn the Pitot Heat Switch to the “OFF” position.
7) Reset PITOT HEAT Circuit Breaker.
(d) HYDR PUMP ON and GEAR DOWN Discrete I/O Tests
1) Put the PFD in configuration mode by pressing the ENT key while applying power.
2) Pull MFD circuit breaker. Reset MFD circuit breaker. At MFD splash screen, press
softkeys in the following sequence: 1, 2, 3, 1. Then press the far right softkey.
3) Suspend the aircraft on jacks per 7-10-00.
4) Select reversionary mode on GMA 1347 audio panel. Verify Maintenance Mode CAS
advisory on MFD. Deselect reversionary mode on GMA 1347 audio panel.
5) Using the FMS knob on the PFD go to the GIA I/O CONFIGURATION page of the GIA
group.
11A, and IN* 12A” is green with the landing gear down and black with the landing gear
up (this verifies the GEAR DOWN discrete I/O is functioning).
7) Verify that L GEAR DOWN, R GEAR DOWN, AND N GEAR DOWN indications (green
circles) are displayed in the EIS strip on the MFD.
8) Activate the cursor and using the large FMS knob scroll to channel “IN 16”.
9) Retract the landing gear and verify the DATA box next to CHANNEL “IN 16” is green
during operation of the hydraulic pump and black when the hydraulic pump is off (this
verifies the HYDR PUMP ON discrete I/O is functioning).
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10) Verify that L GEAR, R GEAR, and N GEAR Transition Indication is displayed as White
square with crosshatching in the EIS strip on the MFD while the gear is retracting.
10A, and IN* 13A” is green with the landing gear up and black with the landing gear
down (this verifies the GEAR UP discrete I/O is functioning).
12) Verify that L GEAR, R GEAR, and N GEAR are displayed as WHITE hollow circles in
the EIS strip on the MFD when the gear is up.
13) Select the gear down.
14) Verify landing gear are down and locked. Remove airplane from jacks per 7-10-00.
(e) Avionics Cooling Fan Fail CAS Annunciation Test
2) Remove PFD and disconnect connector 1P3281 from PFD Fan.
3) Reinstall PFD and then reset BATT circuit breaker.
4) Verify “PFD FAN FAIL” CAS Advisory annunciates.
6) Remove PFD and reconnect connector 1P3281 to PFD Fan. Reinstall PFD.
7) Remove MFD and disconnect 2P3281 from MFD Fan.
8) Reinstall MFD and reset BATT circuit breaker.
9) Verify that “PFD FAN FAIL” CAS Advisory does not annunciate. Verify that “MFD FAN
FAIL” CAS Advisory does annunciate.
11) Remove MFD and reconnect 2P3281 to MFD Fan. Reinstall MFD.
12) Reset BATT circuit breaker.
13) Verify that “MFD FAN FAIL” CAS Advisory does not annunciate.
14) Pull INTEG AV 1 circuit breaker.
15) Verify that “AV FAN FAIL” CAS Advisory annunciates.
16) Reset INTEG AV 1 circuit breaker. Verify that “AV FAN FAIL” CAS Advisory is extinguished.
(f) Verify Hour Meter operation
1) For aircraft with Hobbs Configuration B, defeat both squat switches. Hobbs shall run
while aircraft is “in air”.
2) For aircraft with Hobbs Configuration C, Hobbs shall run whenever GIA 1 is powered
and reports OK status.
(g) Verify Bus Voltage Indication
1) With external power removed and Battery Master switch set to ON:
Verify Main bus voltage indication.
2) With external power removed, Battery Master Switch set to OFF, and Emergency
Switch set to ARM:
Verify Emergency bus voltage indication.
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(4) Emergency Bus Operation Verification Test

Verify all of the following functions are operational when Emergency Switch is on “ARM,” Battery
Master Switch is “OFF,” the engine is off, and external power is disconnected.
(a) PFD
(b) COM1
(c) NAV1 (Integrated Avionics GIA 63W #1)
(d) AHRS (GRS 79)
(e) GMA 1347 (Audio Panel)
(f) Air Data Computer (GDC 72)
(g) GEA 71 (Engine Instruments)
(h) Standby Instrument (Aspen EBD)
(i) Avionics Dimmer
NOTE: When under Emergency Power, the MFD, XPDR and optional avionics equipment (ADF,
DME, XM, TAS, etc.) are unavailable. Also note that NAV2 and COM2 are not available.
(5) G1000 Connections Check
Perform the following steps to verify the following:
NOTE: Do not have External Power on the aircraft while conducting the following tests.
(a) PFD and MFD Ethernet connection check
1) Restart the PFD and MFD in Normal Mode.
2) Pull the MFD circuit breaker. (PFD should automatically enter Reversionary Mode.)
3) Verify NAV1 & COM1 remain valid on the PFD, and NAV2 & COM2 are replaced by a
red X.
4) Close the MFD circuit breaker and wait for MFD to initialize, then the MFD and PFD
should enter Normal Mode.
5) To test the PFD connection, first you must press the ”Display Backup Button” on the
GMA 1347 to enter Reversionary Mode.
7) Verify NAV1 and COM1 are each replaced by a red X and NAV2 and COM2 remain
valid on the MFD.
8) Close the PFD circuit breaker and wait for it to initialize.
9) Press the ”Display Backup Button” button again to return to Normal Mode.
(b) Engine and GPS data availability check.
Check for engine data availability to the displays and GPS data availability to the AHRS
when either or both GIAs are inoperative:
1) Pull INTEG AV1 and COM1 circuit breakers, cutting power to GIA1.
c) AHRS1 USING BACKUP GPS SOURCE.
d) AV FAN FAIL – The cooling fan for remote avionics is failed.
e) NAV1 CDI loses deviation bar.
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3) Close INTEG AV1 and COM1 circuit breaker. Allow system to reacquire satellites and
4) Pull the INTEG AV2 and COM1 circuit breakers to remove power from GIA2.
c) AHRS1 is not receiving backup GPS information.
d) NAV2 CDI loses deviation bar.
6) Close INTEG AV2 and COM2 circuit breakers. Allow system to reacquire satellites and
7) Pull the INTEG AV1, INTEG AV2, COM1 and COM2 circuit breakers.
8) With both GIA1 and GIA2 inoperative, verify the following:
a) COM1, NAV1, COM2 and NAV2 fields flag invalid.
b) System message: GPS NAV LOST – Loss of GPS navigation. GPS fail.
c) NAV1 and NAV2 CDI lose deviation bars.
d) XPDR field flags invalid.
e) XPDR1 Fail field flags invalid.
f) Engine Instrument field flags invalid on MFD.
g) All AHRS and ADC fields remain valid.
9) Restore power to both GIA units.
10) The G1000 Connections Check is complete.
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P. LRU and System Test Procedures

Caution: Enter maintenance mode when activating the Garmin G1000 system on
the ground to conduct tests, inspections, etc. See “D. Maintenance
(1) GDU 105X PFD and MFD Test Procedure
(a) Allow displays to initialize.
(b) Check that all COM/NAV display fields are valid in the top corners of the displays.
(c) On the PFD, check that the attitude, heading, altitude, airspeed, vertical speed, and OAT
fields are valid within two (2) minutes of power up. On the MFD, check that all of the engine
instrument fields are valid.
(d) Verify No BACKUP PATHs 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.
(e) Push the red ”Display Backup Button” on the GMA 1347 Audio Panel. Verify that the PFD
and MFD enter reversionary mode. Both displays should have valid attitude, heading,
altitude, airspeed, vertical speed, and engine instruments.
(f) De-activate reversionary mode by pushing the red reversion button again.
(g) Verify that any options, if equipped (i.e. ADF, DME, TAWS, ChartView, etc.), are operational.
(h) On the PFD, press the ALERTS softkey. Correct any PFD/MFD Alert messages that appear.
(2) GMA 1347 Audio and Communications Test
Except for marker beacon operation, an in-aircraft checkout may be performed in the aircraft with
known good microphone, headset, and speaker.
(a) Apply external power to airplane (24-40-00) and switch on the Avionics Master switch.
(b) Check that the pilot and copilot Intercom System (ICS) mics and phone jacks are functioning.
(c) For pilot’s side only, select PA on the Audio Panel, press the pilot’s MIC key and verify that
audio is heard from the cockpit speaker.
(d) Verify operation of COM1. Conduct VSWR Test under “VSWR Check of COM Antennas” on
page 342502129.
(e) Failsafe Operation Check – GMA 1347 to COM1
1) Turn off the GMA 1347 by pulling the AUDIO MKR circuit breaker.
2) Verify COM1 transmits and receives normally over pilot headset.
3) Verify COM1 audio is controlled by the PFD COM audio control.
4) Close (push in) the AUDIO MKR circuit breaker.
(f) Verify operation of COM2. Conduct VSWR Test under “VSWR Check of COM Antennas” on
page 342502129.
(g) Marker Beacon Test
1) Verify that outer, middle and inner markers appear on the PFD (see “Figure 45” on
page 342502127).
2) Verify Marker Beacon Audio and tones.
3) Verify the MKR MUTE key mutes the Marker Beacon Audio.
4) Verify Marker HI/LO Sensitivity operation.
(h) Verify operation of Passenger ICS at all stations.
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Marker Beacon Symbology

Figure 45
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(3) GIA 63W Test

(a) GPS Signal Acquisition Test
The GIA 63W units should normally acquire a GPS navigation solution within 2 minutes of
startup, provided the aircraft is outside (or indoors with a GPS repeater).
1) Select the GPS STATUS page on the MFD (4th page in AUX group).
2) Two softkeys on the bottom of the display allow the user to toggle between GPS1 and
GPS2.
3) Verify that both receivers show 3D DIFF NAV on the MFD.
4) Continue to the “VHF COM Interference Test” on page 342502130.
NOTE: It may be necessary to temporarily disable or move away from GPS repeaters while
testing, as repeaters may adversely affect GPS receiver performance.
GPS STATUS Page (MFD)

Figure 46
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(b) VSWR Check of COM Antennas

See “Chart 29”.
Check the insertion loss and VSWR (Voltage Standing Wave Ratio) of COM1 and COM2.
To check VSWR, insert an in-line wattmeter into the coaxial transmission line between
transceiver and antenna. The wattmeter should be inserted as closely as possible to
transceiver. Any problem with antenna installation is most likely seen as high reflected
power.
A VSWR of 3:1 may result in a loss of up to 50 percent of transmit power. The VSWR should
be 2.5:1 or less.
VSWR Test
1) VSWR (Voltage Standing Wave Ratio)
The standing wave ratio is a measure of the amount of power transmitted to the
antenna, compared to the amount reflected back to the transmitter. S.W.R.’s are a
function of the transmission line, the antenna and their installation.
2) Material Required
Thruline Wattmeter (Model 43 Bird Electronics, Cleveland, Ohio) or equivilent.
3) S.W.R. Test:
Test antenna installation with the Thruline wattmeter. Check VSWR’s at 118.0, 123.0,
128.0, 132.0, and 135.95 MHZ. Determine VSWR value with conversion chart below.
4) VSWR’s in excess of 2.5:1 are not acceptable.
Chart 29
VSWR
VSWRCONVERSION
CONVERSIONCHART
CHART
20.0
10.0
REFLECTED POWER - WATTS
5.0
3
0
1.
2.
=
0
1.
3.
R
0
R
4.
SW
=
SW
R
0
R
0
0.
SW
1.
SW
R
=
SW
=
R
R
SW
SW
2.0
1.0
0.5
0.5 1.0 2.0 3.0 4.0 5.0 10.0 15.0 20.0 25.0 50.0 100.0 500.0
FORWARD POWER - WATTS
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(c) 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 has been completed successfully, perform the following
steps:
1) On the MFD, monitor GPS signal strength bars on the AUX – GPS STATUS page.
2) On the PFD, ensure that the CDI is set to GPS. If it is not, press the ‘CDI’ softkey until
GPS ENR is displayed.
3) Verify that the GPS “INTEG” flag is out of view.
MFD.
8) Repeat steps 4) – 7) for each of the following frequencies:
• 121.175 MHz
• 121.200 MHz
• 131.250 MHz
• 131.275 MHz
• 131.300 MHz
9) Repeat steps 4) – 8) for the COM2 transceiver (GIA2).
10) On the MFD, select the AUX – SYSTEM SETUP page.
11) Under the COM CONFIG field, change the COM channel spacing from 25 kHz to 8.33
kHz.
12) Go back to the AUX – GPS STATUS page.
MFD.
17) Repeat steps 14) – 16) for each of the following frequencies:
• 121.190 MHz
• 130.285 MHz
• 131.290 Mhz
18) Repeat steps 14) – 17) for the COM2 transceiver (GIA2).
19) On the MFD, select the AUX – SYSTEM SETUP page and change the COM channel
spacing back to 25 kHz.
20) Continue to the VOR/LOC/GS Test.
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(d) VOR/LOC/GS Test

1) Perform NAV 1 and NAV 2 accuracy tests.
a) Full scale.
b) Half scale.
c) OBS operation.
2) Check NAV 1 and NAV 2 audio and ident.
3) Check NAV 1 and NAV 2 Sensitivity.
4) Perform LOC 1 and LOC 2 accuracy tests.
a) Full scale.
b) Half scale.
5) Check LOC 1 and LOC 2 Sensitivity.
6) Perform GS 1 and GS 2 accuracy tests.
a) Full scale.
b) Half scale.
7) Check GS 1 and GS 2 Sensitivity.
(4) GEA 71 Test
On the MFD (normal mode), check the indication for each of the sensor or monitor inputs with the
aircraft engines off. In general, verify all engine and system instruments show valid static normal
values and markings, with no red X’s or erratic indications. See “Figure 47” for the Baseline
configuration for normal engine instrument markings.
Normal Engine Instruments

Figure 47
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(5) GTX 3X5R Test

Operation of the GTX 3X5R Mode S/ES transponder is accomplished using PFD1, PFD2 or the
MFD. Refer to the appropriate G1000 Cockpit Reference Guide, for basic operation.
months, or any time the transponder is removed. This test requires the use of a Mode S ramp
generator. Specific instructions for operating the ramp tester are contained in the applicable
operator’s manual. Refer to Title 14 CFR Part 43.
(6) GDC 72 Tests
NOTE: If any connections in the pitot / static system are opened for maintenance, the entire
system must be rechecked per Pitot and Static Systems, Test, in 34-10-00.
NOTE: Allow the unit to warm up for 15 minutes before performing the following tests.
Verification of the altimeter and airspeed must be performed using an air data test set (ADTS).
The static port and altimeter must be verified in accordance with Title 14 of the Code of Federal
Regulations (CFR) § 91.411 and Part 43 Appendix E. The PFD must be in Configuration mode
and the MFD must be in Reversionary mode for performing the tests as outlined in Part 43
Appendix E.
(a) Part 43 Appendix E Testing
1) Preparation:
CAUTION: Configuration mode contains certain pages and settings
that are critical to aircraft operation and safety. These
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.
a) Start the G1000 system in normal mode.
b) Remove power to PFD.
c) Turn PFD on in Configuration mode by pressing and holding the ENT key on the
PFD while applying power.
d) Release the ENT key after “INITIALIZING SYSTEM” appears in the upper left
corner of the PFD.
NOTE: Configuration mode contains certain pages and settings that are critical
to aircraft operation and safety. These 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.
2) Testing:
a) Using the FMS knob on the PFD turn to the GRS page group. Use the B ALT field
for all CFR Part 43 Appendix E tests for G1000 altitude.
b) Place the MFD in Reversionary mode by pressing the red ”Display Backup Button”
on the GMA. The baro setting can then be read from the MFD for CFR Part 43
Appendix E tests.
NOTE: The baro setting on the MFD is controlled by PFD.
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3) After completing the tests specified by § 91.411 and Part 43 Appendix E, return both
the MFD and the PFD to normal mode.
NOTE: The following tests are above and beyond the requirements set forth in
Appendix E, and are required only when appendix E tests are required.
4) Pitot/Static Airspeed Test
a) Command air data test set (ADTS) to simulate air speeds shown in the table
below.
Calibrated Air Speed (Knots) Allowed tolerance (± Knots)
50 5.0
80 3.5
100 2.0
120 2.0
150 2.0
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 the OEM maintenance documentation.
5) 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 the table below:
Vertical Speed (feet/minute) Allowed tolerance, (± feet/minute)
2000 100
0 45
-2000 100
(7) OAT Probe Check
Check that the outside air temperature (OAT) probe measurement given on the PFD is accurate
by comparing it to a calibrated thermometer which is stabilized at ambient temperature. OAT
reading should be within 2° C of calibrated thermometer.
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GRS/GMU Recalibration Criteria (see “Chart 30”).
• Pitch/Roll Offset:
• Magnetometer Calibration:
• Engine Run-Up Vibration Test:
• Magnetometer Interference Test:
When ready to perform the procedures, shut off the displays by pulling the PFD and MFD
circuit breakers. Restart the PFD and MFD in Configuration Mode. Follow the steps given for
each procedure on-screen at the GRS/GMU CALIBRATION page. Note that the CALIBRATE
Chart 30
G1000 - GRS 79 AHRS/GMU 44 Magnetometer Calibrations
Required GRS/GMU Calibrations

Procedure A: Procedure B: Procedure C:
Condition GRS 79 GRS/GMU Engine Run-up
Pitch/Roll Magnetic Vibration
Offset Calibration Test
GMU 44 was removed and reinstalled None Required.
(no change in serial number). Continue to GRS/GMU Test section.
GMU 44 was replaced with new unit
X
(new serial number).

replaced. The mounting tray was NOT None Required.
removed and the mounting tray bolts Continue to GRS/GMU Test section.
were NOT loosened.
replaced. The mounting tray WAS removed
X X X
and/or mounting tray bolts WERE loosened.
GRS 79 AHRS Configuration Module X X X
was replaced.
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(9) GRS 79 Pitch/Roll Offset Calibration (Procedure A)

This procedure must be performed with the engine OFF.
(a) Level the aircraft to within ±0.25° of zero pitch and zero roll using a digital level. (Refer to
8-20-00.)
(b) Start the PFD and MFD in Configuration Mode by holding the ENT key on each display while
(d) Select the GRS/GMU Calibration page by rotating the small FMS knob. This page is
1) 9
2) 10
3) 11
(e) Initiate the AHRS Ground Pitch/Roll Compensation as follows:
1) Activate the cursor by pressing the small FMS knob and highlight the SELECT GRS
UNIT window. Select GRS1 on the PFD
2) Highlight the SELECT PROCEDURE window and select PITCH/ROLL OFFSET.
4) Follow the checklist items displayed and press the ENT key as each step is completed
or confirmed.
5) When the CALIBRATE field is blinking on the PFD, press the ENT key to begin the
procedure.
6) After several seconds, a new checklist appears in the lower half of the PFD. Press the
ENT key as each step is confirmed. When the CONFIRM AIRCRAFT IS LEVEL field is
blinking on the PFD, press the ENT key to continue.
(f) The result of the pitch/roll offset compensation is displayed on the PFD. If successful, the
PFD reports the successful calibration and returns to normal operation.
(g) Press the ENT key on the PFD to conclude this procedure.
(h) Restart the displays in Normal Mode.
NOTE: The following Magnetometer Calibration procedure must be carried out at a site that is
determined to be free of magnetic disturbances. If unsure whether a site is “clean” or
not, the technician should verify that the site is clean by following the guidance provided.
The technician may skip the Compass Rose Evaluation Procedure if the site condition
is acceptable.
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(10) Compass Rose Evaluation of Magnetic Disturbances for Magnetometer Calibration Procedure
(Optional)
NOTE: Typically, a compass rose is an acceptable location to perform the magnetometer
calibration procedure. However, because not all compass roses are well maintained,
even an existing compass rose should be regularly evaluated using the method
described here to determine if it is free of magnetic disturbances. If evaluation of an
existing compass rose indicates that magnetic disturbances are present, then an
alternative location must be found to perform the Magnetometer Calibration procedure.
A G1000-equipped airplane that has completed the pitch/roll offset compensation procedure
can be used to evaluate a candidate site for magnetic disturbances and determine whether it
is a suitable location to perform the magnetometer calibration procedure. The magnetometer
calibration procedure itself contains the logic to simultaneously survey the location for magnetic
cleanliness while it is computing the magnetometer calibration parameters. In order to evaluate a
candidate site, the Magnetometer Calibration procedure must be performed twice: once turning
clockwise around the site and once turning counterclockwise. Both times, the procedure should
be conducted as described in GRS 79/GMU 44 Magnetometer Calibration, below, with the
exception of the direction of turns around the site.
NOTE: Although (Procedure B) GRS 79/GMU 44 Magnetometer Calibration indicates that
the Magnetometer Calibration procedure should be performed by making a series
of clockwise turns around the site, the procedure can also be performed by making
counterclockwise turns for the purpose of evaluating the site for magnetic disturbances.
If, upon completion of the Magnetometer Calibration procedure in each clockwise and counter-
clockwise direction, the PFD displays the “CALIBRATION SUCCESSFUL / SITE IS CLEAN”
message, then the candidate site is sufficiently free of magnetic disturbances and is acceptable
for performing the Magnetometer Calibration procedure. It is important to obtain successful result
in both the clockwise and counter-clockwise directions to ensure that the magnetometer sweeps
over a large enough area at the candidate site.
If, upon completion of the Magnetometer Calibration procedure in either direction, the PFD
displays either the “MAG FIELD AT SITE NOT UNIFORM,” or “MAG FIELD AT SITE DIFFERS
FROM IGRF MODEL” message, then the site contains magnetic disturbances that are too
significant to use the site for calibration.
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NOTE: Procedure A must first be successfully accomplished before performing Procedure B,
only for situations where the GRS 79 was replaced with a new unit.
Calibration Procedure B must be carried out on a compass rose in order to guarantee
measurements free of environmental magnetic disturbances. Attempting to carry out this
maneuver on a typical 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. If the compass rose condition is not known, it is recommended that the technician follow the
guidance in Compass Rose Evaluation of Magnetic Disturbances, above.
(a) Start the aircraft engine following the procedures referenced in the POH.
CAUTION: CALIBRATION PROCEDURE B MUST BE CARRIED OUT ON A COMPASS
ROSE IN ORDER TO GUARANTEE MEASUREMENTS FREE OF
ENVIRONMENTAL MAGNETIC DISTURBANCES. ATTEMPTING TO CARRY
OUT THIS MANEUVER ON A TYPICAL 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.
(d) Start the PFD and MFD in Configuration Mode by holding the ENT key on each display while
(e) Go to the GRS Page Group on the PFD by rotating the large FMS knob.
(f) Select the GRS/GMU Calibration page by rotating the small FMS knob. This page is
1) 9
2) 10
3) 11
(g) Activate the cursor by pressing the small FMS knob and highlight the GRS UNIT window.
Select GRS1 on the PFD.
(h) Highlight the SELECT PROCEDURE window and select MAGNETOMETER.
(i) Press the ENT key.
(j) Use the cursor to highlight the BEFORE CALIBRATION window on the PFD.
(k) Follow the checklist items displayed and press the ENT key as each step is completed or
confirmed.
(l) When the CALIBRATE field is blinking, press the ENT key to begin the procedure.
(m) The PFD display advises the operator when to turn the aircraft, when to stop, and when to
turn again.
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(n) 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 instructions 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.
(o) The PFD guides the operator to dwell at multiple headings around a complete circle.
condition where a 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 Oct 5/16tation (approximately 30°). A
minimum of 2 successful stations per quadrant (and for each GRS 79) 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.”
(p) Repeat the turn-and-stop process until the PFD advises that a successful calibration is
complete. The GRS 79 AHRS then enter the normal operational mode. Press the ENT to
conclude this procedure.
(12) Engine Run-Up Vibration Test (Procedure C)
Perform this test anytime the GRS 79 AHRS unit is removed and reinstalled.
NOTE: Calibration Procedure C is performed in order to guarantee that the AHRS mounting
is sufficiently rigid and insensitive to vibration. Calibration Procedures A and B are not
required prior to this procedure.
NOTE: This test must be performed after interior has been installed.
(a) Start the PFD and MFD in the configuration mode by holding ENT on each display while
(b) Go to the GRS Page Group on the PFD and press the following sofkeys sequentially: 9, 10,
11, 12 (far right softkey)
(c) Activate the cursor by pressing the small FMS knob and highlight the SELECT GRS UNIT
window. Select GRS 1. Highlight the SELECT PROCEDURE window on the PFD and select
ENGINE RUN-UP TEST. Press ENT.
(d) Press ENT again on the PFD to select the first checklist item displayed. As each command
is complied with and ENT is hit the associated box will turn green to confirm the selection
has been complied with. When the CALIBRATE field is blinking, press the ENT key on the
PFD to begin the procedure.
(e) The PFD displays instruct the operator to gradually increase power from idle to full throttle
and back to idle over a period of 1–2 minutes.
(f) When the engine run-up is completed and the engine is back to an idle setting, press the
ENT key on the PFD to indicate that the process is complete. When this is done, the TEST
COMPLETE field stops blinking.
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(g) The PFD will state if the installation has passed or failed the vibration test. If the test fails,
the specific measurements causing the failure are identified and associated numeric values
are displayed on the PFD.
NOTE: Should a failure occur, the technician may perform the Engine Run-up test a
maximum of three (3) times successively before corrective action must be taken.
If the test does not pass after three attempts, then the installation should not
be considered reliable until the source of the vibration problem is identified and
remedied. In the event of repeated failure of the engine run-up test, record the
values that are reported to be out of range for future reference.
1) Vibration motion of GRS 79 and/or GMU 44 caused by neighboring equipment and/or
supports.
2) Mounting screws and other hardware for GRS 79 and/or GMU 44 not firmly attached.
3) GRS 79 connector not firmly attached to unit.
4) Cabling leading to GRS 79 or GMU 44 not firmly secured to supporting structure.
(h) Press the ENT key to conclude this procedure.
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The Magnetometer Interference Test validates that no electronic device is interfering with the
operation of the GMU 44 magnetometer. It verifies that the aircraft has a magnetically “clean”
GMU 44 installation. The test exercises various devices on the aircraft that could affect the
magnetic field measured by the GMU (examples include navigation lights, control servos, etc).
NOTE: It is highly recommended that this test be performed after the installation or maintenance
of any electrical components on the aircraft and/or for troubleshooting the GMU 44.
NOTE: External power cart and other aircraft need to be as far away from the aircraft as possible.
(a) Turn Battery Master ON, AV BUS Master ON, and push in (close) all circuit breakers.
(b) Start the PFD and MFD in Configuration Mode by holding ENT on each display while closing
the circuit breaker.
(d) Select the GRS/GMU Calibration page, as shown in “Figure 48”, by rotating the small FMS
knob. This page is protected and requires a keystroke password to perform this test. Press
the following softkeys in sequence:
1) 9
2) 10
3) 11

Figure 48
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(e) Activate the cursor by pressing the small FMS knob and highlight the SELECT GRS UNIT
window. Select GRS1 on PFD.
(f) Highlight the SELECT PROCEDURE window and select MAGNETOMETER
INTERFERENCE TEST on the PFD. Press ENT.
(g) Press ENT again to select the first checklist item displayed on the PFD. As each command
is complied with and ENT is hit, the associated box will turn green to confirm the selection
has been complied with.
NOTE: Use a stopwatch to accurately time the tests. All actions are to be carried out in the
order and at the precise elapsed time as specified in the prepared test sequence.
MFD must be out of configuration mode prior to test being performed.
(h) When the CALIBRATE field is blinking on the PFD, press the ENT key to begin the procedure
per “Chart 31”.
(i) When the test is complete press the ENT key on the PFD to indicate the process is complete
and the TEST COMPLETE annunciation stops blinking at this time.
(j) The PFD informs the operator if the installation has passed or failed the magnetometer
interference test. If the test passes, no further action is required for this test. If the test fails,
the installation should be considered unreliable until the source of magnetic interference
is identified and remedied. When the magnetometer interference test fails, record the
three magnetometer maximum deviation values and their corresponding timestamps. Any
maximum deviation value greater than 2.5 milliGauss indicates a problem that must be
resolved. Compare the corresponding timestamps with the prepared test sequence to
identify which action produced the problem. Contact Garmin for assistance in resolving the
problem.
NOTE: Two common reasons for a failed magnetometer interference test are:
(a) New equipment is installed in close proximity to GMU 44 magnetometer, and,
(b) an existing or new electronic device has become grounded through the aircraft
structure instead of via the proper ground wire in a twisted shielded pair.
(k) Press ENT on the PFD to conclude the test.
Chart 31
G1000 - Magnetometer Interference Test
ELAPSED TIME
Since start of test ACTION
(Minutes:Seconds)
0:00 Test Begins
0:10 Turn on strobe light
0:20 Turn off strobe light
0:30 Turn on fin strobe
0:40 Turn off fin strobe
0:50 Turn on nav lights
1:00 Turn off nav lights
1:10 Blower Motor on Low
1:30 Blower Motor on High
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(14) Automatic Flight Control System (AFCS) Tests (If installed)

See ‘Garmin G1000 Equipped Airplanes’ under Ground Checks in 22-10-00.
(15) GRS/GMU Normal Mode Check
Restart the displays in normal mode to conduct 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, as shown in “Figure 49” (provided both GPS receivers have a valid
position; if GPS is unavailable, AHRS initialization may take as long as two (2) minutes).
(16) GDL 59 Check (If installed)
This check requires a strong Wi-Fi signal in order to verify the proper operation of the GDL 59.
(a) Using the MFD, navigate to the “Maintenance Wifi Setup” page under the “Aux” tab.
(b) Press the “Avail” softkey to search available networks.
(c) Press the FMS knob in to activate the cursor, then use the FMS knob to select the local
Wi-Fi network and press the “Connect” softkey.
(d) Enter password and press ENT. Press ENT again to confirm.
(e) Press ENT to put a check next to Save Connection.
(f) Enter airport name “Kxxx” and press ENT. Press ENT again to confirm
(g) Verify that the connection status is listed as “Connected” (this may take several minutes)
AHRS Normal Mode Check

Figure 49
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(17) GDL 69SXM Datalink (Optional) Check

NOTE: This section verifies the correct installation of the GDL 69eA.
(a) Insert a headset into the audio jack on the pilot or co-pilot side of the aircraft.
(b) On the MFD select AUX - XM RADIO.
(c) Change the XM channel using the MFD controls.
(d) Increase and Decrease the volume using the MFD controls.
(e) (If FS 510 installed) Change the XM channel using a Bluetooth device with Garmin Pilot
installed. Increase and Decrease the volume using the Bluetooth device.
(f) (If GRC 10 installed) Change the XM channel using the GRC 10. Increase and Decrease
the volume using the GRC 10.
(g) Verify XM audio operation at Pilot, Copilot and all passenger stations. Verify stereo operation.
(h) Activate the Stall Warning and verify that the XM audio is muted.
(18) FS 510 Checkout
This check requires the use of a Bluetooth enabled device, such as a smart phone or tablet with
the Garmin Pilot app installed.
(a) Ensure the airplane has a valid GPS position.
(b) Turn on Bluetooth on the mobile device.
(c) Navigate to the Aux group, Connext Setup page on the MFD. Note the Bluetooth unique
identifier at the end of the Bluetooth name field on this page.
(d) Pair to “Flight Stream 510-XXXX” on the mobile device, where XXXX is the unique identifier
for this particular Flight Stream 510.
(e) Follow prompts on the device as well as on the MFD to confirm the confirmation code.
(f) Open the Garmin Pilot application on the mobile device.
(g) Tap the button in the top left corner of the mobile device.
(h) Select Connext from the list on the left of the mobile device screen, then select Flight Stream
510 from the devices list.
(i) Select Flight Stream 510-XXXX from the dropdown menu on the mobile device and then
press Connect.
(j) After the device has connected, press Activate on the mobile device to receive the flight
plan update.
(k) Tap the button in the top left corner of the mobile device twice and then select Flight Plan.
(l) Ensure that KVRB appears as the first airport listed.
(m) Tap “Add Waypoint” and type in KFPR and press done.
(n) Tap the blue connext icon located to the right of Flight Plan on the top row on mobile device.
(o) Tap “Send to Navigator”.
(p) Press ENT on the MFD when prompted with “pending flight plan.”
(q) Press ENT on the MFD when prompted to activate and press ENT again to click ok.
(r) Go to the Navigation Map on the MFD and verify flight path is correct.
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(19) GTS 800 TAS Check (If installed)

(a) Start the G1000 system in normal mode and select the Traffic Map page in the Map group
on the MFD.
(b) Turn ADS-B off by pressing the ADS-B softkey if the softkey indicator is green.
(c) Verify that the TAS STBY, TAS OPER, TEST (in Standby mode) and ALT MODE softkeys are
available on the bottom of the display. Verify that a TAS Status (not TAS FAIL) is displayed
in the upper right corner of the traffic map. Verify that a yellow NO DATA message is not
displayed in the center of the map. If TIS is displayed instead of TAS, refer to section 0 to
install the GTS 800 option.
(d) Press the TAS OPER softkey and verify that OPERATING is displayed in the upper right
corner of the traffic map.
(e) Press the TAS STBY softkey and verify that STANDBY is displayed in the upper right corner
of the traffic map.
(f) Set range to 6NM or greater.
(g) Press the TEST softkey and verify that TAS: TEST is displayed in the upper right corner of
the traffic map and that a traffic test pattern is displayed. Verify that “TAS System Test” aural
is heard over the cockpit speaker at the conclusion of the test.
(h) Verify that the FAIL indicator is NOT present in the top right corner of the MFD.
(i) Open the TAS circuit breaker and verify that TRAFFIC FAIL system message is annunciated.
(j) Close the TAS circuit breaker and verity that TRAFFIC FAIL system message is cleared.
(20) KR-87 ADF Check and Adjustment (If Installed)
(a) Check
1) Tune the ADF to a local facility and verify the bearing is +/- 15° for facility selected and
the Morse Code Identifier is clear and accurate.
2) Verify the ADF audio is available on the GMA 1347 audio panel.
(b) Quadrantal Error Adjustment
1) Position aircraft on ramp in an area that is clear of surrounding buildings and other
2) Select ADF as the bearing source on the PFD.
3) Select ADF mode on ADF receiver.
4) Tune the ADF to a strong local station.
5) Orient aircraft such that the bearing indicator points to 0 degrees (aircraft is heading
directly to station). Note the heading.
6) Using the heading indicator, rotate the aircraft 45 degrees to the left (counterclockwise).
7) Continue to turn the aircraft in 45 degree increments, noting the relative bearing error
at the increment.
8) Verify that the relative bearing error at the cardinal points (90, 180, 270, 360) is within
±5 degrees.
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9) Average the errors at the quadrantal points (45, 135, 225, 315) to determine the amount
of QE adjustment required.
Note: The QE adjustment potentiometer is located to the side of the antenna
connector. The adjustment hole is protected by a threaded cap which must
first be removed. If the antenna is inaccessible from the inside of the aircraft,
the antenna will have to be unfastened and pulled away from the aircraft far
enough to insert a jeweler’s screwdriver into the adjustment hole. Take care
of the o-ring seal beneath the adjustment screw cap. Following adjustment,
the cap must be reinstalled to ensure that the electronics compartment is
environmentally sealed.
10) Perform quadrantal error adjustment per the following diagrams. The QE adjustment
315 45 315 45
225 135 225 135

11) Recheck the relative bearings and readjust the QE compensation pot as necessary to
split the errors at the quadrantal points and obtain the lowest possible average error.
12) When QE adjustments are complete, reinstall the o-ring seal and the threaded cap in
the adjustment hole to seal the antenna.
(21) KN-63 DME (Optional) Check
(a) Perform systems check with appropriate DME test equipment and verify the DME is tuned
by NAV 1 and NAV 2.
(22) GTX 335R/345R Extended Squitter Checkout (If installed)
(a) Press the XPDR softkey on the PFD.
(b) Verify that the ADS-B TX softkey is available and can be toggled (softkey 10).
(23) ChartView Functional Check (If installed)
ChartView must be enabled using a ChartView Enable Card and a current ChartView database.
Refer to Chartview Unlock, above.
(a) In the MFD, select the Airport Information page (first page in the WPT group).
(b) Verify that the title at the top of the page reads “WPT - Airport Information”.
(c) Enter KVRB (or local facility) as the waypoint and verify that the CHRT softkey is available.
(d) Press the CHRT softkey and verify the electronic chart is viewable.
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(24) Synthetic Vision Check (If installed)

(a) Ensure the aircraft has a valid GPS position.
(b) Press the PFD Opt softkey on PFD.
(c) Press the SYT softkey on PFD.
(d) Press the Terrain softkey.
(e) Verify the traditional blue/brown attitude depiction is replaced with the Synthetic Vision
rendering within 2–3 minutes of activation.
(25) TAWS Functional Check (If installed)
(b) In the MFD, select the TAWS-B page (last page in the MAP group).
(c) Verify that the title at the top of the page reads “MAP - “TAWS-B”. 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 System” from the pop-up menu and press
ENT.
(e) After the TAWS test has completed, verify that “TAWS System Test Okay” is annunciated
over the audio system.
(26) Terrain Proximity Check (If TAWS is not installed)
(b) On the MFD, select the MAP group, TERRAIN PROXIMITY page by rotating the large FMS
knob to change groups and the small FMS knob to change pages.
(c) Verify that the map is colored to show terrain and no failures are annunciated on the page.
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(27) NAV Source Selection Tests

NOTE: The CDI will not be depicted if the VOR antenna is not receiving a valid signal.
NOTE: For FMS, the word that is displayed with the FMS (i.e., FMS Term) depends on the
phase of flight of the airplane. either FMS TERM or FMS ENR may be displayed.
(b) Press the Direct-To-Key (-D->).
equipment into the active NAV 1 frequency box on the PFD.
with test equipment into the active NAV 2 frequency box on PFD.
(f) Press the CDI softkey on the PFD. Verify the NAV source on the PFD changes from FMS
TERM to VOR1.
(g) Press the CDI softkey on the PFD. Verify the NAV source on the PFD changes from VOR1
TO VOR2.
(h) Press the CDI softkey on the PFD. Verify the NAV source on the PFD changes from VOR2
TO FMS TERM.
(28) Bearing Pointers and Information Windows Tests
NOTE: The bearing pointer will not be depicted if it is not receiving a valid signal.
(b) Press the Direct-To-Key (-D->).
(c) Enter a Direct-To waypoint. Press ENT twice to activate.
equipment into the NAV1 frequency box on PFD.
with test equipment into the NAV2 frequency box on PFD.
(f) Enter the frequency of a nearby NDB into the ADF receiver (if installed).
(g) Press the PFD Opt softkey on the PFD to make the BRG1 and BRG2 softkey selections
visible.
(h) Verify that the BRG1 softkey can be pressed to sequentially cycle through NAV1, NAV2,
FMS, and ADF (if installed).
(i) Verify that the BRG2 softkey can be pressed to sequentially cycle through NAV1, NAV2,
FMS, and ADF (if installed).
(29) BARO Selection Tests
(a) Rotate the BARO knob on the PFD and verify that the PFD BARO values change.
(b) Set the current altimeter setting and verify that the PFD altimeter indicates within ±30’ of
field elevation.
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(30) Post Interior Installation Checks

Perform the following functional checks after interior panels have been removed and replaced.
(a) Audio Checks
1) Passenger ICS checks portion of “GMA 1347 Audio and Communications Test” on
page 342502126.
2) “GDL 69SXM Datalink (Optional) Check” on page 342502143 (if installed).
(b) Lighting Tests
NOTE: A tarp must be used to cover the fuselage, and a flashlight is required to test
photocell operation.
NOTE: Increase and Decrease lights to ensure operation.
1) Right FWD Courtesy
2) Cockpit DOME Light
3) Avionics dimmer switch controls the following:
a) PFD.
b) MFD.
c) Audio Panel.
4) Rotate the Avionics dimmer to full dim ensure the following switch to photocell:
a) PFD.
b) MFD.
5) Switch lights dimmer switch controls the following:
a) Instrument Panel Rocker Switches
b) ADF (If Installed).
c) Lighted Placards.
6) Panel lights dimmer controls the following:
Lights under glare shield
7) With engine OFF and no external power applied to aircraft, select Emergency Switch
“ARM” then select Battery Master Switch and Avionics Switch “OFF”.
a) These following items remain lit:
1] Electronic Standby Instrument.
2] PFD.
3] Audio Panel.
b) All other flood lights, equipment lights, and switch lights extinguish.
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Q. Return to Service Procedure

against the listed versions in the Required Equipment List (REL),
in “Chart 33” on page 342502158. Software Configuration is a critical
part of G1000 operation and must be verified before returning an
aircraft to service.
Caution: Enter maintenance mode when activating the Garmin G1000 system
on the ground to conduct tests, inspections, etc. See “Maintenance
(1) Software Verification
After reinstalling any G1000 LRU, use the checkoff list in “Chart 32” on page 342502157 to verify
correct LRU software part numbers and versions against the current numbers and versions
shown in the appropriate Required Equipment List (REL) in “Chart 33” on page 342502158.
(a) Start the G1000 system in normal mode.
(b) On MFD splash screen (“Figure 50”), verify appropriate version “PA-44-180 System
XXXX.XX” is displayed in the upper right corner of the MFD (where XXXX.XX is the system
version number for the appropriate Required Equipment List, (REL) in “Chart 33” on page
342502158).
(c) Select softkey on MFD to proceed beyond splash screen.
(d) Verify that no manifest (software mismatch) alerts are shown on any of the displays.
MFD Splash Screen

Figure 50
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(a) Re-start the G1000 system in configuration mode.

(b) The PFD System Status page (“Figure 51”) displays a list of LRUs in the LRU window.
(c) Activate the cursor and highlight the LRU window.
(d) Use the FMS knob to scroll through the list, selecting each LRU in turn.
(e) The software part number and version is displayed in the DATA window. Compare this
to the current numbers and versions shown in the appropriate Required Equipment List
(REL) at the end of this section.

Figure 51
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(2) LRU Failure Tests

Various secondary comms paths are tested to ensure that desired backup paths are in place.
(a) GPS Failure Test
2) Valid GPS reception. Press Direct-To-Key ( D ). Enter a Direct-To waypoint.
3) Place a shroud over the GPS 1 antenna (Left antenna) to prevent signal reception.
Verify loss of GPS 1 signal on MFD ‘Aux’ group, ‘GPS Status’ page. The following
should remain valid on the PFD throughout the procedure:
a) Attitude
b) Heading
c) Airspeed
d) Altitude
e) Vertical Speed
f) OAT
g) GPS CDI remains valid on PFD.
4) Remove shroud from the GPS 1 antenna.
5) Place a shroud over the GPS 2 antenna (Right antenna) to prevent signal reception.
Verify loss of GPS 2 signal on MFD ‘Aux’ group, ‘GPS Status’ page. To view GPS
2 status, press the GPS2 softkey. The following should remain valid on the PFD
throughout the procedure:
a) Attitude
b) Heading
c) Airspeed
d) Altitude
e) Vertical Speed
f) OAT
g) GPS CDI remains valid on PFD.
6) Leave the shroud over the GPS 2 antenna and replace the shroud over the GPS 1
antenna. Verify loss of GPS 1 and 2 signals on ‘Aux’ group, ‘GPS Status’ page. The
following should remain valid on the PFD throughout the procedure.
a) Attitude
b) Heading
c) Airspeed
d) Altitude
e) Vertical Speed
f) OAT
g) GPS LOI annunciated on the PFD.
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(b) GIA Failure Test

2) Valid GPS reception. Valid NAV signal.
a) AHRS1 GPS – AHRS1 USING BACKUP GPS SOURCE
b) FAILED PATH.
5) Verfiy the AV FAN FAIL CAS advisory is annunciated.
a) COM/NAV 1 field.
All invalid flags, system messages, and annunciations are removed. (#1 GPS will take
time to reinitialize).
a) AHRS1 GPS – AHRS1 not receiving backup GPS information.
b) FAILED PATH.
a) COM/NAV 2 field.
c) COM 2 Frequency Decoding box.
All invalid flags, system messages, and annunciations are removed. (#2 GPS will take
time to reinitialize).
14) Remove power from GIA 1 and GIA 2 by pulling the INTEG AV 1, INTEG AV 2, COM 1
and COM 2 circuit breakers.
a) XPDR1 FAIL.
b) GMA1 FAIL.
c) FAILED PATH.
d) GPS NAV LOST.
e) AHRS1 GPS.
f) TRAFFIC FAIL (If GTS-800 TAS is not installed).
a) COM/NAV 1 field.
b) COM/NAV 2 field.
c) XPDR field (will not flag invalid if GTX 345 installed).
d) Engine Instruments.
e) CO level (if installed).
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a) NAV 1 & NAV 2 CDI lose deviation bar.
b) All AHRS and ADC fields remain valid.
c) GEAR SYS CAS warning message annunciates.
18) Close all circuit breakers.
(c) Display Failure Test
3) Verify the following system messages on the PFD:
a) FAILED PATH.
b) GDL 69 FAIL (If Installed).
a) PFD switches to reversion mode.
b) Attitude and Heading remain valid from AHRS.
c) Airspeed, Altitude, Vertical Speed and OAT remain valid.
d) Engine Instrumentation appears on PFD.
e) COM/NAV 2 fields flag invalid.
5) Restore power to the MFD. The displays should return to Normal operation.
6) Select reversionary mode on GMA 1347 Audio Panel. Verify MFD switched to
reversionary mode.
7) Remove power from the PFD by pulling the PFD circuit breaker.
8) Verify the following system messages are displayed on the MFD:
a) FAILED PATH.
b) TCAS FAIL (If GTS Installed).
a) Attitude and Heading remain valid from AHRS.
b) Airspeed, Altitude, Vertical Speed and OAT remain valid.
c) MFD retains engine instrumentation.
d) COM/NAV 1 fields flag invalid.
10) Restore power to the PFD and deselect reversionary mode on GMA 1347 Audio Panel.
The displays should return to normal operation.
(d) AHRS Failure Tests
Note: Allow for the AHRS to realign between tests.
2) Remove power from the AHRS by pulling the AHRS circuit breaker.
3) Verify Heading, Pitch, and Roll flag invalid on the PFD.
4) Restore power to the AHRS.
5) Verify normal operation and failure annunciations are removed.
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(e) Air Data Computer (ADC) Failure Tests

2) Remove power from the ADC by pulling the ADC circuit breaker.
3) Verify the following flag invalid on the PFD.
a) Altitude
b) Indicated Airspeed
c) Vertical Speed
d) Static Air Temperature (OAT) and ISA
4) Restore power to the ADC.
5) Verify normal operation and invalid flags are removed.
(f) AHRS/ADC Backup Path Tests
2) Remove power from the MFD and GIA 1 by pulling the MFD and INTEG AV 1 circuit
breakers.
3) This test verifies the primary AHRS/ADC 1 paths. The following shall occur during this
test:
a) Attitude, Heading, Airspeed, Altitude, Vertical Speed and OAT remain valid.
b) COM/NAV1 and COM/NAV2 fields flag invalid.
c) All engine instruments flag invalid.
d) Restore power to the MFD and GIA 1.
(3) Flight Test
A flight test is recommended after the installation is complete to ensure satisfactory performance
of the G1000.
(4) VHF Comm Tests
(5) VOR/ILS Tests
Select a VOR channel within a 40 nautical mile range. Listen to the VOR audio and verify that
no electrical interference such as magneto noise is present. Check the tone identifier filter
operation. Fly inbound or outbound on a selected VOR radial and check for proper LEFT / RIGHT,
TO / FROM flag indications on the CDI. Check the VOR accuracy.
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(6) Engine Run Checks

(a) Annunciation Verification
WARNING: Utilize all safety procedures. NEVER work in the engine
area while the engine is running.
1) Remove fuses F102 and F202 in the engine compartments.
2) Start both engines.
3) With left engine running above 1100 RPM, turn on L ALTR switch. Verify L ALTR FAIL
warning message. Reset L ALTR switch.
4) With right engine running above 1100 RPM, turn on R ALTR switch. Verify R ALTR FAIL
warning message. Reset R ALTR switch.
5) Turn off engines.
6) Reinstall fuses F102 and F202.
(b) Various Systems Verification
1) Start PFD1 in config mode by holding ENT while applying power.
2) Using the FMS knob on the #1 PFD go to GIA I/O Configuration page on GIA group.
3) During left engine start, verify the data box next to DISCRETE IN 19A is green while
left engine start switch is pressed.
4) During right engine start, verify the data box next to DISCRETE IN 20A is green while
right engine start switch is pressed.
5) Remove power from the PFD and restart in normal mode.
(c) Verify the following with the engines ON:
1) Verify Hour Meter operation: For aircraft with Hobbs Configuration A, run the engines.
Hobbs shall run while engine is running.
2) Verify RPM, Fuel Flow, EGT, MAP, Oil Pressure, Oil Temp are operating in normal
range.
3) Verify left alternator and right alternator current indications.
a) With the Battery Master Switch ON and left alternator and right alternator on line,
turn the Battery Master and left alternator OFF.
b) Note right alternator current.
c) Turn the left alternator ON and right alternator OFF.
d) Note left alternator current.
e) Verify that current readings are equal (within +/- 3 amps).
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Chart 32
Group:
System SW Ver. OK System SW Ver. OK System SW Ver. OK
Control & Display:
PFD1 ______ MFD1 ______
PFD1 FPGA ______ MFD1 FPGA ______
Communication/Navigation/Surveillance (CNS):
COM1 ______ GMA1 ______ GTX1 ______
COM2 ______ GPS1 ______ NAV1 ______
GIA1 ______ GPS2 ______ NAV1 BB ______
GIA1 AUDIO ______ GTS ______ NAV1 FPGA ______
GIA2 ______ GTS AUDIO ______ NAV2 ______
GIA2 AUDIO ______ GTS FPGA ______ NAV2 BB ______
GDL69 ______ GTS MAGNET V ______ NAV2 FPGA ______
Sensors:
GDC1 ______ GRS1 ______
GDC1 FPGA ______ GRS1 FPGA ______
GEA1 ______ GRS1 MV DB ______
GMU1 ______ GS1 ______
GMU1 FPGA ______ GS2 ______
System:
PA-44 IMAGE ______
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Chart 33
G1000 - Ver. 2694.01 (Sheet 1 of 2)

COM1 006-B0081-42 11.30
COM2 006-B0081-42 11.30
GDC1 006-B1838-52 2.02
GDC1 RGN LIST 006-D5080-50 2.00
GDL59 006-B0735-15 2.50 Optional, Verify If Installed
GDL59 RTR 006-B0736-16 2.40 Optional, Verify If Installed
GDL59 RTR FS 006-D1112-10 2.00 Optional, Verify If Installed
GDL69 006-B1902-04 5.10 Optional, Verify If Installed
GDL69 APP PACKAGE 006-D5402-02 1.10 Optional, Verify If Installed
GDL69 XM FIRMWARE 006-B2181-03 1.20 Optional, Verify If Installed
GEA1 006-B0193-05 2.07
GIA1 006-B0544-67 8.05.2
GIA1 AUDIO 006-D4432-00 2.00
GFC CERT GIA1 006-D4892-00 2.00 Optional, Verify If Installed
GIA2 006-B0544-67 8.05.2
GIA2 AUDIO 006-D4432-00 2.00
GFC CERT GIA2 006-D4892-00 2.00 Optional, Verify If Installed
GMA1 006-B0203-44 4.04
GMU1 006-B0224-01 2.05
GMU1 FPGA 006-C0048-00 2.00
GPS1 006-B0339-21 5.1
GPS2 006-B0339-21 5.1
GRS1 006-B1838-02 2.02
GRS1 REGION LIST 006-D5080-00 2.00
GS1 006-B0082-XX 6.02
GS2 006-B0082-XX 6.02
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chart 33
G1000 - Ver. 2694.01 (Sheet 2 of 2)

GSA PTCH CTL 006-B0398-37 3.30 Optional, Verify If Installed
GFC CERT P C 006-D4892-00 2.00 Optional, Verify If Installed
GSA PTCH MON 006-B0398-37 3.30 Optional, Verify If Installed
GFC CERT P M 006-D4892-00 2.00 Optional, Verify If Installed
GSA PTCH TRIM C 006-B0398-37 3.30 Optional, Verify If Installed
GFC CERT PT C 006-D5460-00 2.00 Optional, Verify If Installed
GSA PTCH TRIM M 006-B0398-37 3.30 Optional, Verify If Installed
GFC CERT PT M 006-D5460-00 2.00 Optional, Verify If Installed
GSA ROLL CTL 006-B0398-37 3.30 Optional, Verify If Installed
GFC CERT R C 006-D4892-00 2.00 Optional, Verify If Installed
GSA ROLL MON 006-B0398-37 3.30 Optional, Verify If Installed
GFC CERT R M 006-D4892-00 2.00 Optional, Verify If Installed
GTS 006-B0551-12 3.10 Optional, Verify If Installed
GTS FPGA 006-C0081-20 2.0 Optional, Verify If Installed
GTS RGN LIST 006-D0725-01 2.00 Optional, Verify If Installed
GTX1 006-B1607-02 2.03
GTX1 ADS-8 FPGA 006-C0157-21 2.10 Optional, Verify If Installed
GTX1 ADS-8 SYSTEM 006-B1797-01 2.01 Optional, Verify If Installed
GTX1 FPGA 006-C0153-22 2.20
MFD1 006-B1177-53 20.02
NAV1 006-B0082-12 6.02
NAV1 FPGA 006-C0124-00 1.0
NAV2 006-B0082-12 6.02
NAV2 FPGA 006-C0124-00 1.0
PFD1 006-B1177-53 20.02
PA-44 IMAGE 006-B2694-01 2694.01(1-2)
(1) Verify on MFD Splash Screen. See “Figure 50” on page 342502149.
(2) PIR-108042 New.
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Dependent Position Determining
1. COM/NAV/GPS
S/N’s 4496031 and up.
publications.)
Single Garmin GNS-430 (or in later airplanes, GNS-430W) COM/NAV/GPS systems are installed
as standard equipment and dual GNS 430(W) systems are optional. Each installation consists of the
GNS-430(W) transceiver/display unit, associated wiring, and antennas.
Maintenance of the GNS-430(W) 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 appropriate GARMIN
Maintenance Manual.
Information provided in this manual is intended solely to aid the removal and installation of the
GNS-430(W) transceiver/display units, their associated wiring and antennas.
A. Removal and Installation
See 39-10-00.
B. Post Installation Setup Procedure
(PIR-PPS60199-2, Rev. K. / PPS60199-4, Rev. New.)
(1) Aircraft Preparation and Configuration

Setup and preliminary checks may be made using the aircraft battery or external power supplied
by an external power cart. Final checks (OBS/CDI or 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 database 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
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) MAIN ARINC 429
Configure the MAIN ARINC 429 page on GNS #1 and GNS #2 as follows:
1) Dual gns-430w with Garmin G500 System
GNS UNIT #1 GNS UNIT #2
BUS SPEED DATA SPEED DATA
IN 1 LOW GARMIN GDU LOW GARMIN GDU
IN 2 HIGH OFF HIGH OFF
OUT HIGH GAMA 429 HIGH GAMA 429
SDI LNAV 1 LNAV 2
VNAV ENABLE ENABLE
LABELS LABELS
2) Dual gns-430 with Avidyne Entegra
IN 1 LOW SANDEL EHSI LOW SANDEL EHSI
IN 2 LOW “EFIS/AIR DATA” LOW “EFIS/AIR DATA”
OUT LOW GAMA 429 GRAPHICS LOW GAMA 429 GRAPHICS
SDI LNAV 1 LNAV 2
VNAV * ENABLE ENABLE * with GNS-430W only.
LABELS LABELS
3) Dual gns-430 with Mechanical Indicators
IN 1 HIGH GARMIN GTX 330 HIGH GARMIN GTX 330
IN 2 HIGH OFF HIGH OFF
OUT HIGH GAMA 429 GRAPHICS HIGH OFF
with INT
SDI LNAV 1 LNAV 2
VNAV * ENABLE ENABLE * with GNS-430W only.
LABELS LABELS
4) Single GNS-430 with Mechanical Indicators
GNS UNIT #1
BUS SPEED DATA
IN 1 HIGH GARMIN GTX 330
IN 2 HIGH OFF
OUT HIGH GAMA 429 GRAPHICS with INT
SDI LNAV 1
VNAV * ENABLE * with GNS-430W only.
LABELS
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(b) MAIN RS232 CONFIG

Deselect the cursor and rotate the inner concentric knob on the right side of the unit to
display the MAIN RS232 CONFIG page. Configure GNS #1 and #2 as follows:
NOTE: Channels 5 and 6 (not shown) are always “OFF”; except with GNS-430W - in that
case, not used.
BUS INPUT OUTPUT INPUT OUTPUT
CHNL 1 OFF MapMX OFF MapMX
CHNL 2 OFF OFF OFF OFF
CHNL 3 CROSSFILL CROSSFILL CROSSFILL CROSSFILL
CHNL 4 WX-500 * WX-500 * WX-500 * OFF
* Set to “OFF” if Stormscope not installed.
2) Dual gns-430 with Avidyne Entegra
CHNL 2 OFF OFF or OFF OFF
HW EGPWS
(W/IHAS)
3) Dual gns-430 with Mechanical Indicators
4) Single GNS-430 with Mechanical Indicators
GNS UNIT #1
BUS INPUT OUTPUT
CHNL 1 OFF OFF
CHNL 2 OFF OFF
CHNL 3 OFF OFF
CHNL 4 OFF OFF
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(c) MAIN System Config

display the MAIN System Config page. Configure as follows:
CONFIGURE FUEL FUEL
FUEL TYPE AV GAS AV GAS
NOTE: For the next steps, to change the item in the configure window on the MAIN
SYSTEM CONFIG page, it may be necessary to first exit the MAIN SYSTEM
CONFIG page, then select it again, then enable the cursor.
CONFIGURE TERRAIN TERRAIN
TERRAIN TYPE NONE NONE
CONFIGURE DISCRETES DISCRETES
GPS SELECT AUTO AUTO
COM PRESETS DISABLED DISABLED
2) Dual or single gns-430/430W with Avidyne Entegra or with Mechanical Indicators
GNS UNIT #1 (or single unit) GNS UNIT #2
CONFIGURE FUEL FUEL
FUEL TYPE AV GAS AV GAS
TERRAIN
CONFIGURE TERRAIN TERRAIN
TERRAIN TYPE TERRAIN TERRAIN
TEST CARD? PASS PASS
HW CONFIGURE TERRAIN TERRAIN
(d) Instrument Panel Self-Test
On this page, verify that each GNS unit communicates properly with other units. Compare
the on-screen indications with information depicted on connected units.
(e) Main Lighting
display the MAIN LIGHTING page.
MAIN LIGHTING DISPLAY KEY
LIGHTING NO SETTING NO SETTING
SOURCE PHOTO PHOTO
RESPONSE TIME/
MINIMUM 4 / 80 4 / 40
SLOPE/OFFSET 50 / 50 50 / 50
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(f) Main CDI/OBS or HSI

display the MAIN CDI/OBS CONFIG page.
a) Select MENU pushbutton, highlight “Ignore CDI Key?” and press the ENT key.
b) Verify that “GPS only” is displayed in the CDI window.
c) Verify that “No Input” is displayed for Selected Course.
d) Select “Always GPS” for OBI Source.
Deselect the cursor and rotate the inner concentric knob on the right side of the unit
to display the MAIN CDI/OBS CONFIG page, which allows you to verify the MAIN CDI
outputs, both lateral (LAT) and vertical (VERT); and allows you to verify and calibrate
the MAIN OBS input. (GNS Unit #1 only with GNS-430W.)
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 at the cardinal headings (30° intervals) around the OBS card.
(g) COM Setup
display the COM SETUP page. Change only the SPACING setting to display “Select 25.0
KHz” (frequency spacing).
(h) VOR/LOC/GS CDI Configuration
display the VOR/LOC/GS CDI CONFIG page.
1) With Garmin G500 and optional GI-106 installed,
a) Electrical power applied to Avionics, GNS #2 running in configuration mode.
b) On GNS #2, select the VOR/LOC/GS CDI Page.
c) Select OBS to 150° on the GI-106.
d) On GNS #2, the SELECTED COURSE field should indicate near to 150° and a
“Calibrate to 150°?” field should appear.
e) Select this field to calibrate the 430W to match the input source and
press ENT key.
f) Verify that the course displayed on the GNS #2 is within 2° of the selected course
on the GI-106 at 30-degree intervals around the course card.
g) Repeat steps c) – f) at 30° intervals around the OBS card.
2) With Garmin G500 and optional DME installed,
a) Electrical power applied to Avionics, GNS #1 and GNS #2 running in configuration
mode.
b) Set “Parallel 2X5” for DME CHNL MODE on GNS #1 and GNS #2.
Change only the DME CHNL MODE setting, to display “Parallel 2x5,” when DME is
installed.
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(i) VOR/LOC/GS ARINC 429 CONFIG

1) With Garmin G500 System:
GNS 430W UNIT #1 GNS 430W UNIT #2
SPEED LOW (RX & TX) LOW (RX & TX)
SDI VOR/ILS 1 VOR/ILS 2
DME MODE DIRECTED FREQ 1 DIRECTED FREQ 2
2) With Avidyne Entegra:
GNS 430(W) UNIT #1 GNS 430(W) UNIT #2
SPEED LOW (RX & TX) LOW (RX & TX)
3) With mechanical instruments:
GNS 430(W) UNIT #1 GNS 430(W) UNIT #2
SPEED HIGH (RX & TX) HIGH (RX & TX)
(j) GPS antenna height is 6.0 above ground level.
(k) Stormscope Config
NOTE: Perform this procedure only if the optional Stormscope is installed.
1) Electrical power applied to Avionics, GNS #1 running in configuration mode.
2) On GNS #1, select the STORMSCOPE CONFIG Page.
3) Verify the following settings:
a) HDG FORMAT is “SERIAL” (RS-232).
b) ANT MOUNT is BOTTOM.
c) HDG FLAG SENSE is High Valid.
d) Status of HDG items on bottom left side of page are valid (green).
(l) VOR/LOC/GS Ramp Checks
Once the GNS units have been configured, proper navigation receiver and indicator
operation (VOR/LOC/GS) should be verified using the IFR NAV-401L ramp test set or
equivalent. This procedure assumes familiarity with proper operation of the test equipment
and is not intended to be a tutorial on test set use. Refer to the appropriate test set operating
instructions for proper operation of the ramp test equipment.
1) OBS/CDI Checks:
a) Check that the proper OBS indicator is connected to the appropriate VOR receiver
– #1 OBS connected to GNS #1; #2 OBS connected to GNS #2.
b) Check the lateral and vertical deviation needles and/or lateral and vertical flags
for deflection while keying the communication transmitter on a representative
sampling of frequencies (118.00 MHz to 136.975 MHz).
c) Tune the Navigation receiver and the adjust the test set to 108.0 MHz. Using the
ramp test set, check the accuracy of the OBS or Course Selector needle (HSI) at
cardinal increments (30°, 60°, … , 330°, 360°).
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2) Localizer Indicator Checks

a) Tune the navigation receiver and adjust the test set to 108.1 MHz. Using the ramp
test set, check that the course deviation needle (CDI) centers within one-half (½)
dot with zero (0) DDM applied at the test set.
b) Check left and right deviation of the CDI at the following test points:
CDI (LOC) DDM DEFLECTION
Centered 0.000 0% F.S.
Standard Deviation 0.093 60% F.S.
Full Scale Deflection 0.155 100% F.S.
More than F.S. 0.200 100%+ F.S.
Full Tone (single mod) 0.400 FLAG
3) Glide Slope Indicator Checks
a) Set Navigation receiver and the test set to 108.1 MHz. Glide Slope generator
defaults to proper G/S frequency (334.7 MHz). Using the ramp test set, check that
the needle (G/S) centers within one-half (½) dot with zero (0) DDM applied at the
test set.
b) Check up and down deviation of the glide slope indicator at the following points:
G/S DDM DEFLECTION
Centered 0.000 0% F.S.
Standard Deviation 0.091 52% F.S.
Full Scale Deflection 0.175 100% F.S.
More than F.S. 0.400 100%+ F.S.
Full Tone (single mod) 0.800 FLAG
C. GNS-430W NAV/COM/GPS Ramp Checks with Garmin G500 System
(1) GNS X-TALK:
(b) On GNS #1, select the FLIGHT PLANNING Page from the AUX page group.
(c) Select CROSSFILL.
(d) Verify that the displayed status is READY.
(e) Repeat steps (b)–(d) for GNS #2.
(2) VOR Test
(b) Pull COM/NAV/GPS 2 circuit breaker.
(c) Select NAV1 as source on GDU.
(d) Adjust test set to 108.0 MHz (if applicable).
(e) Tune the active GNS to same frequency as test set.
(f) On GDU, set the selected course to 30 degrees.
(g) Using the ramp test set, transmit a test signal for a 30 degree radial.
(h) Verify the course deviation indication (CDI) centers within ±4 degrees course selection.
(i) Repeat steps (d)–(g) at 30° increments (30°, 60°, … , 330°, 360°).
(j) Close COM/NAV/GPS 2 circuit breaker.
(k) Pull COM/NAV/GPS 1 circuit breaker.
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(l) Select NAV2 as source on GDU.

(m) Repeat steps (d)–(j) for NAV2.
(n) Close COM/NAV/GPS 1 circuit breaker.
(3) Localizer Test
(c) Adjust the test set to 108.1 MHz (if applicable). Apply zero (0) DDM.
(d) Select LOC1 as the NAV source on GDU.
(e) Tune active GNS to same frequency as test set.
(f) Verify that the course deviation indicator (CDI) centers within 1/2 dot on GDU.
(g) Verify proper CDI deflection LEFT and RIGHT for LOC1, using the DDM for the following
test points:
CDI (LOC) DDM DEFLECTION
Centered ±0.000 Centered
Standard Deviation ±0.093 60% F.S.
Full Scale Deflection ±0.155 Full Scale
More than F.S. ±0.200 100%+ F.S.
Full Tone (single mod) ±0.400 FLAG
(h) Close COM/NAV/GPS 2 circuit breaker.
(i) Pull COM/NAV/GPS 1 circuit breaker.
(j) Select LOC2 as the NAV source on GDU.
(k) Repeat steps (e)–(g) for LOC2.
(l) Close COM/NAV/GPS 1 circuit breaker.
(4) VHF NAV Audio Test
(b) Select NAV1 as receive input on Audio panel.
(c) Verify receive audio at pilot headset using NAV1.
(d) Select NAV2 as receive input on Audio panel.
(e) Verify receive audio at pilot headset using NAV2.
(5) Glide Slope Test
(c) Adjust the test set to 108.1 MHz (if applicable). Glide Slope generator defaults to proper G/S
frequency (334.7 MHz.).
(d) Select LOC1 as the NAV source on GDU.
(e) Tune active GNS to same frequency as test set.
(f) Verify that the glideslope deviation indicator centers within 1/2 dot with 0 DDM applied at
the test set.
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(g) Verify proper glideslope deviation indicator deflection UP and DOWN for GNS, using the
DDM for the following glide slope test points:
G/S DDM DEFLECTION
Centered ±0.000 0% F.S.
Standard Deviation ±0.091 52% F.S.
Full Scale Deflection ±0.175 100% F.S.
More than F.S. ±0.400 100%+ F.S.
Full Tone (single mod) ±0.800 FLAG
(h) Pull COM/NAV/GPS 1 circuit breaker.
(i) Close COM/NAV/GPS 2 circuit breaker.
(j) Select LOC2 as the NAV source on GDU.
(k) Repeat steps (e)–(g) for LOC2.
(l) Close COM/NAV/GPS 1 circuit breaker.
(6) GPS Operation
(c) On GDU, select GPS1 as the navigation source for the PFD.
(d) Re-set power on active GNS.
(e) While on the power-up self-test page of GNS being tested, verify that the correct lateral and
vertical deviation information is displayed on the correspondent PFD.
(f) Wait until navigator acquires a position before proceeding.
(g) Review the active alerts on MFD (if any) and verify that the GPSx PPS FAIL alert is not
present (where “x” is the source number).
(h) Create/activate a flight plan on the GPS navigator.
(i) Review the active alerts on MFD (if any) and verify that the NO GPS POSITION is not
present.
(j) Verify that the active waypoint displayed on PFD is the same as the active waypoint on the
sourced navigator.
(k) Review the active alerts on MFD (if any) and verify that the “AHRS1 GPS –AHRS1 not
receiving any GPS information” is not present.
(l) Verify that the flight plan is displayed on MFD using the flight plan (FPL) function.
(m) On GPS navigator, enter OBS mode.
(n) Press the CRS button on PFD and adjust the course using the PFD knob.
(o) Verify that the course to the active waypoint changes as the PFD course pointer is rotated.
(p) Exit OBS mode on navigator.
(q) Close COM/NAV/GPS 2 circuit breaker.
(r) Pull COM/NAV/GPS 1 circuit breaker.
(s) On GDU, select GPS2 as the NAV source.
(t) Repeat steps (d) through (p) for GPS2.
(u) Close COM/NAV/GPS 1 circuit breaker.
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(7) VHF NAV Source

(a) Pull COM/NAV/GPS 2 circuit breaker.
(c) Select NAV1 as the source on GDU.
(d) Tune NAV1 to a localizer frequency.
NOTE: For this check it is not necessary that a valid localizer signal is being received.
(e) Verify that the CDI on the PFD displays LOC1.
(f) Pull COM/NAV/GPS1 circuit breaker. Close COM/NAV/GPS2 circuit breaker.
(g) Repeat steps (c)-(e) for NAV2. Source should indicate LOC2.
(h) Close COM/NAV/GPS1 circuit breaker.
(8) VHF COM Operation
(a) Verify side-tone audible from pilot and co-pilot headsets when transmitting with COM1.
(b) Verify transmit audio at remote receiver using COM1 from pilot Mic.
(c) Verify receive audio at pilot headset using COM1.
(d) Pull AUDIO/MKR circuit breaker.
(e) Verify transmit audio at remote receiver using COM1 from pilot Mic.
(f) Verify receive audio at pilot headset using COM1.
(g) Push in AUDIO/MKR circuit breaker.
(h) Verify side-tone audible from pilot and co-pilot headsets when transmitting with COM2 from
co-pilot Mic.
(i) Verify transmit audio at remote receiver using COM2 from co-pilot Mic.
(j) Verify receive audio at co-pilot headset using COM2.
(k) Conduct Voltage Standing Wave Ratio (VSWR) check for COM1 per “VSWR Check of COM
Antennas” on page 342501125. for G1000.
(l) Conduct Voltage Standing Wave Ratio (VSWR) check for COM2 per “VSWR Check of COM
Antennas” on page 342501125. for G1000.
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(9) GI-106 Test

(a) Apply electrical power to Avionics, GNS #2 running in configuration mode.
(b) On GNS #2, select VOR/LOC/GS CDI page.
(c) Select LAT CDI to Full Left.
(d) Verify that CDI on GI-106 indicates full scale left.
(e) Select LAT CDI to Full Right.
(f) Verify that CDI on GI-106 indicates full scale right.
(g) Select LAT CDI to Center.
(h) Verify that CDI on GI-106 indicates centered.
(i) Select VERT CDI to Full Up.
(j) Verify that vertical deviation indicator on GI-106 indicates full scale up.
(k) Select VERT CDI to Full Down.
(l) Verify that vertical deviation indicator on GI-106 indicates full scale down.
(m) Select VERT CDI to Center.
(n) Verify that vertical deviation indicator on GI-106 indicates centered.
(o) Select LAT Flag to View.
(p) Verify that lateral flag is in view.
(q) Select LAT Flag to Hide.
(r) Verify that lateral flag is hidden.
(s) Select Vert Flag to View.
(t) Verify that vertical flag is in view.
(u) Select VERT Flag to Hide.
(v) Verify that vertical flag is hidden.
(w) Select TO-FR to FROM.
(x) Verify that FROM indicator is in view.
(y) Select TO-FR to TO.
(z) Verify that TO indicator is in view.
(aa) Select TO-FR to HIDE.
(ab) Verify that the FROM and TO indicators are hidden.
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2. Transponder
publications.)
A. S/N’s 4496001 thru 4496042
A Bendix/King KT76A transponder, 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 AP/FD equipment manufacturer. 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. S/N’s 4496043 thru 4496179
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.
See 39-10-00.
C. S/N’s 4496180 thru 4496338, less 4496331; 4496339 and up with G500
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.
(1) Removal and Installation
See 39-10-00.
(2) Post Installation Setup Procedure (PIR-PPS60206, Rev. O.)
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 paragraph,
below.
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(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 by 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) See “Chart 2” thru “Chart 6” on page 345016 for required settings on the configuration pages.
(c) On the TEMPERATURE Page, select “NO” for SENSOR INSTALLED.
Chart 2
Voice And Volume (TIS Installation Only - No other traffic system installed.)
Function Selection Description
VOLUME MAX
VOICE MALE
MESSAGE (0-5) Selected Audio Tones and Messages
0= Toggle a continuous tone on and off
(use “1” with Garmin G500) 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 With Altitude Pre-Select.
TONE When Altitude Pre-Select is not installed.
PAGE CHANGE ENABLE
COUNTDOWN TIMER TONE
TRAFFIC MESSAGES TONE
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Chart 3
Display Mode And Key Lighting
DISPLAY MODE AUTO
LEVEL 75
BKLT AUTO (Level not selectable)
RSP TIME 4
MIN 8
BKLT SRCE PHOTO
SLOPE 50
OFFSET 50
KEY AUTO (Level not selectable)
RSP TIME 4
MIN 5
KEY SRCE 14V
SLOPE 20
OFFSET 30
CONTRAST MODE AUTO (Level not selectable)
VFR KEY ENABLE
Chart 4
ARINC 429 Configuration Page
GTX 330
429 INPUT SPEED DATA
CHANNEL 1 LOW GPS/FMS
CHANNEL 2 HIGH ADC W/ALT
CHANNEL 3 LOW OFF
CHANNEL 4 OFF
429 OUTPUT DATA

CHANNEL 1 OFF
CHANNEL 2 GARMIN W/TIS
OFF W/IHAS
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Chart 5
ARINC 429 Configuration Page - With Garmin G500 System
GTX 330
429 INPUT SPEED DATA
CHANNEL 1 LOW EFIS W/ALT
CHANNEL 2 OFF
CHANNEL 3 OFF
CHANNEL 4 OFF
429 OUTPUT DATA
CHANNEL 1 OFF
CHANNEL 2 HIGH GARMIN W/TIS (with TIS installed)
Blank OFF (without TIS installed)
Chart 6 Chart 7
RS-232 Input And Output Operation Configuration
RS-232 CONFIG GTX VS RATE 500
FORMAT FEET
232 INPUT INPUT OUTPUT
VFR ID 1200
CHANNEL 1 OFF OFF ALTITUDE ALERT DEVIATION 200
SQUAT SWITCH “NO”
CHANNEL 2 OFF OFF
(“YES” with Garmin G500)
“SENSE” “LOW”
DELAY TIME 24
AUTO FLIGHT TIMER MANUAL
(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 the CRSR key to
select the numeric entry field. Press a key repeatedly to scroll through the digit/
alpha characters for that entry field.
c) Repeat step b 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 b and c.
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 8”.
E 4 7 E E D
1110/ 0100/ 0111/ 1110/ 1110/ 1101
e) Enter the hexadecimal address using the number keys. Press the CRSR key to
select the numeric entry field. Press a key repeatedly to scroll through the digit/
alpha characters for that entry field.
f) Repeat step e 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.
3) On the “MODE S Aircraft Type” Page:
a) Select “<15.5k Lb” for AC TYPE, “<=300 kt” for MAX AIRSPEED, and “1E-5” for
GPS INTEGRITY.
b) Select “<15 MT” for AC LENGTH TYPE LENGTH, and “<=11.5 MT” for AC WIDTH
TYPE WIDTH.
c) Select “ENABLE” for EHS.
d) Advance through remaining display screens that cannot be changed.
e) When entries are complete, cycle unit power and verify entries.
Chart 8
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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D. S/N’s 4496331, 4496339 thru 4496394, and 4496396

A Garmin GTX 33/33 ES Transponder is installed as standard equipment. Maintenance of the
GTX 33 / 33 ES 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 appropriate GARMIN GTX 33
Maintenance Manual.
See “GTX 33 Mode S Transponder” on page 34250142 for more information.
E. S/N’s 4496395, 4496397 and up
A Garmin GTX 335R transponder is installed as standard equipment (a GTX 345R is optional).
Maintenance of the GTX 3X5R 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 appropriate
GARMIN GTX 3X5R Maintenance Manual.
See “GTX 3X5R Mode S/ES Transponder” on page 34250240 for more information.
F. Mode S Transponder Ground Test
(PIR-PPS60207, Rev. F.)
NOTE: Provides compliance with FAR Part 43 Appendix F and Part 91.413, and also tests for
accuracy, correlation requirements for altitude encoders to provide compliance with FAR
Part 43 Appendix E.
These tests enable compliance with FAR 91.413 and FAR Part 43 Appendixes E and F. Perform these
tests in conjunction with Post Installation Set-up, above.
(1) Requirements
(a) Tests to be accomplished by using a Transponder Ramp Tester capable of testing to
requirements stated in FAR Part 43 Appendix F.
(b) Transponder must be properly configured per aircraft setup specification prior to starting
this process.
(c) Controllable vacuum source.
(d) During all tests specified herein, the aircraft altimeter shall be set a 29.92 inches of mercury
(1013.2 Millibars).
(e) Altitude encoders shall be tested up to and including the maximum operating altitude for
that aircraft.
(2) Auto Test Requirements
(a) Perform the AUTO TEST function and verify that MODES A, C, and S PASS.
(b) Record the following results:
1) FREQ: 1090 +/-1 MHz (1089.0 MHz to 1091.0 MHz)
2) ERP: 125 Watts minimum to 500 Watts maximum
3) MTL: -73 dBm +/- 4 (-69 dBm to -77 dBm)
4) d. DIVERSITY ISOLATION: Greater than 20db (Only on aircraft equipped with diversity
transponder.)
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(3) Individual Test Requirements

U.S. Registered Aircraft ICAO aircraft address code (address hex) is actually the “N number”. On
foreign registered aircraft verify only that the hexadecimal code displayed matches the “address
hex” code programmed on the transponder.
(a) SLS Level
NOTE: This can be verified via ATC 601 TEST 4 or IFR 6000 A/C DECDR/SLS.
(b) Test Set interrogates UUT with ATCRBS Modes A and C. It verifies a reply is received when
P2 pulse is 9dB less than P1 pulse and no reply is received when P2 pulse amplitude is
equal to P1 pulse. Transponder response to Mode 3/A interrogations not to exceed 1%
when amplitude of the P2 pulse = P1 pulse and the transponder is interrogated at a pulse
repetition rate of 235 per second.
(c) ATCRBS Only All-Call
NOTE: This can be verified via ATC 601 TEST 5 or IFR 6000 A/C F1/F2 SPACE/WIDTH.
Test Set interrogates UUT with ATCRBS Only ALL-CALL (0.8 microsecond P4 pulse) and
verifies that Mode S transponders do not reply.
(d) MODE S All-Call Interrogations
NOTE: This can be verified via ATC 601 TEST 6 or IFR 6000 S. ALL-CALL.
Test Set interrogates UUT with Mode A/S All-Call (1.6 microsecond P4 pulse). Address
received from Mode S reply is sent in UF4 interrogation and verified with DF4 address.
(e) Invalid Address: Mode S Address
NOTE: This can be verified via ATC 601 TEST 7 or IFR 6000 S REPLY.
Test Set interrogates UUT with MODE S interrogations using correct address and two
incorrect addresses (Nominal rate of 50 interrogations per second). These addresses are
different from the address determined from Mode S All-Call. The Test Set verifies that no
reply is received.
(f) Mode S UF0:
NOTE: This can be verified via ATC 601 TEST 9 or IFR 6000 UF0.
Test Set interrogates UUT with Mode S UF0 and verifies that reply has correct altitude
(Compared to ATCRBS Mode C), correct address (Compared to DF11) and correct format.
UFO AQ bit is “1” for requesting airspeed information in DFO RI field.
(g) Mode S UF4:
Test Set interrogates UUT with Mode S UF4 and verifies reply has correct altitude (Compared
to ATCRBS Mode C), correct address (Compared to DF11) and correct format.
(h) Mode S UF5:
Test Set interrogates UUT with Mode S UF5 and verifies that reply has correct ID Code
(Compared to ATCRBS mode A), correct address (Compared to DF11) and correct format.
(i) Mode S UF11:
Test Set interrogates UUT with Mode S UF16 and verifies that reply has correct address
and format.
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(j) Mode S UF16:

Test set interrogates UUT with UF16 and verifies that reply has correct altitude (Compared
to ATCRBS Mode C), correct address (Compared to DF11) and correct format. UF16 AQ bit
is “0” for requesting TCAS capability information in DF16 RI field.
(k) Mode S UF20:
Test Set interrogates UUT with Mode S UF20 and verifies that reply (if received) has correct
ID code (Compared to ATCRBS Mode A), correct address (Compared to DF11) and correct
format.
(l) Mode S UF21:
Test Set interrogates UUT with Mode S UF21 and verifies that reply (if received) has correct
ID code (Compared to ATCRBS Mode A), correct address (Compared to DF11) and correct
format.
(m) Squitter:
NOTE: This can be verified via ATC 601 TEST 15 or IFR 6000 S REPLY.
Test Set verifies that squitters are received from UUT every 0.8 to 2.4 seconds.
(n) Radio Reply Frequency
NOTE: This can be verified via ATC 601 TEST 17 or IFR 6000 POWER/FREQ.
Test Set verifies that UUT transmit frequency is 1090 MHz (+/- 1 MHz).
(o) Mode S Diversity Transmission Channel Isolation:
NOTE: This can be verified via ATC 601 TEST 18 or IFR 6000 S REPLY. (Test only
applicable to aircraft equipped with Diversity Transponder)
Test set verifies that power level difference is 20dB between “on “ antenna squitters and “off”
antenna squitters.
NOTE: To insure > 20dB dynamic range, Diversity Test must be run within 50 ft of UUT
Antenna being tested.
(p) MTL Difference (Receiver Sensitivity)
NOTE: This can be verified via ATC 601 TEST 19 or IFR 6000 POWER/FREQ.
Test Set verifies that receiver sensitivity difference between Mode A and Mode C is < 1.0 dB.
(q) Power and MTL:
NOTE: This can be verified by ATC 601 Power Test or IFR 6000 POWER/FREQ.
(r) Test Set verifies that UUT power output is between the following parameters:
• 48.5 dBm < UUT ERP < 57.0 dBm
• UUT MTL = -73.0 dBm (+/- 4.0 dB)
NOTE: Power Test must be run at a distance established in Setup procedure. The minimum
RF peak output power (ERP on Test Set) is at least 125 watts and maximum RF
peak output power does not exceed 500 watts.
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(4) Accuracy Test

(a) Set-up
1) Apply power to the Altitude Reporter and the Transponder Test Set.
2) Set primary flight altimeter to 29.92 in hg.
3) Allow a minimum of 15 minutes warm up time.
4) The Transponder Test Set reading should match with flight altimeter reading, not with
the static pressure system tester.
(b) Testing
Select ten or more evenly spaced altitude test points between sea level and the altitude
designated in 3.6. Increase the vacuum, causing the aircraft altimeter indicated altitude to
increase. Approach each test point slowly. Tap the altimeter lightly before each reading to
minimize friction effects. If a check point is missed, do not go back, go on to the next test
point. For each test point check the aircraft altimeter dial reading at the encoding altimeter/
digitizer transition point. (The transition point is the point at which the altitude encoder
readout displayed on the ATC-600A or equivalent test set, changes to the proper code for
the test point).
(c) Accuracy Requirements
Accuracy requirements shall be as follows: The altitude encoder shall transition to the
selected test point within ±125 ft. at each test point, and within ±87 ft. at no less than 70
percent of the test points.
EXAMPLE: Approaching the 6,000 foot transition point, the aircraft altimeter dial shall read
6,000 ±125 ft. (5,875 to 6,125 ft.) when the transition to the ±87 ft. (5,913 to
6,087 ft.) if the 6,000 foot transition point is one of 70% noted above).
(d) Out of Limits
If either the aircraft altimeter of the aircraft encoder fails the accuracy tests, replace the out-
of-limits device and repeat the test.
(e) Post Test Cleanup
After testing is completed, the aircraft transponder switch and battery switch shall be placed
in the off position, the test set shall be disconnected. The static system shall be reconnected,
and the static system then tested for leaks.
(f) ADS-B Out Functionality Tests
Perform Advisory Circular 20-165 test and verify the following:
1) NACp ≥ 8
2) NIC ≥ 7
3) NACv ≥ 1
4) Verify ADS-B barometer altitude matches transponder barometer altitude (Alt. Air= 0).
(5) Test Complete.
Restore airplane to operational configuration and secure.
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Wiring
Airplanes equipped with Garmin GFC 700 Automatic Flight Control Systems have additional EMI shielding
on some harness assemblies. If repair is required, see EMI Shielding in 20-97-00.
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CHAPTER
37
Vacuum
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37-ii
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PAGE 2
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Chapter 37 - Vacuum
TABLE OF CONTENTS
General 37-00-00 1
Description 1
Troubleshooting 1
Hoses and Clamps 1
Gyro Filters 1
Engine-Driven Vacuum Pump 2
Inspection - Aero Accessories Tempest Pumps Only 2
Removal 3
Installation 3
Replacing Pump Fittings 3
Vacuum Regulator Valve 4
Adjustment 4
Removal and Replacement 5
Vacuum Gauge 1
Performance 1

Oct 5/16
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PAGE 2
PA-44-180, SEMINOLE
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General

publications.)
NOTE: In airplanes equipped with the Avidyne Entegra, the Garmin G500 or Garmin G1000 IAS system:
no vacuum system is installed.
1. Description
The vacuum system employed to operate the gyro instruments is comprised of two engine driven dry
vacuum pumps, two vacuum regulator valves containing filters, a check valve and the necessary tubing
on each engine. A vacuum gauge is used to constantly monitor the system. If vacuum is lost from either
vacuum pump or from any other malfunction, the check valve automatically closes and vacuum is supplied
by one pump. In this case one of the two red malfunction buttons appears on the face of the gauge,
indicating that vacuum is not available from that side. An air filter is incorporated in the system to increase
the life of the gyros. The filter is mounted behind the instrument panel in the upper left-hand corner and
should be replaced at each 100 hours of operation. The instruments in this system are face mounted
located on the instrument panel.
If aircraft is equipped with a pneumatic deicing system, refer also to 30-10-00.
2. Troubleshooting
See ”Chart 1”.
37001 37-00-00 PAGE 1

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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Vacuum System Installation

Figure 1
PAGE 2
Oct 5/16 37-00-00 37002
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MAINTENANCE MANUAL
Chart 1
Troubleshooting Vacuum System
Vacuum correct on ground Vacuum pump malfunctioning. Replace pump.
but will not maintain pressure
at altitude.
Regulator sticky. Clean regulator.
Vacuum correct but pilot Regulator sticky. Clean regulator.
reports pressure erratic or
shows complete loss in flight. Oil in pump due to leaky Replace pump.
engine seal or cleaning fluid
blown into pump while
cleaning engine.
Pressure can only be main- Leak in system. Repair or replace lines.
tained at full throttle on
ground. Worn pump. Replace pump.
Stuck regulator. Clean or replace regulator.
Normal pressure indication Faulty flight instrument. Replace instrument.
but sluggish operation of
instruments.
High system pressure. Vacuum regulator in- Adjust regulator.
correctly adjusted.
Vacuum regulator sticking Clean and check operation
or dirty filter. of regulator.
Regulator cannot be ad- Lines leaking. Check lines and fittings.
justed to produce correct
pressure. Vacuum pump mal- Replace pump.
functioning.
No vacuum gauge indication Filter clogged or dirty. Clean or replace filter.
at instrument.
Line from gyros to filter Check line.
restricted or leaking.
No vacuum gauge indi- Faulty gauge or mal- Replace gauge. Replace
cation at instrument. functioning pump. pump.
Low vacuum system Filter dirty. Clean or replace filter.
pressure.
Vacuum regulator valve Adjust regulator valve in
incorrectly adjusted. accordance with
adjustments in this section.
Line from gyro to filter Repair line.
restricted or leaking.
Line from pump to manifold Check all lines and fittings.
leaking.
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PAGE 4
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Distribution
1. Hoses and Clamps

A. Hoses and clamps should be examined periodically and inspected carefully when engine maintenance
activities cause hose disconnections to be made at the pump(s), regulating valve, gyro instruments,
or vacuum gauge.
note: Immediately plug holes with shipping plugs after removing any component, opening any line,
or removing any gyro.
B. Examine the ends of the hoses for rubber separation and slivers on the inside diameter. The slivers
can detach, enter the vacuum pump, filter, and cause premature pump failure.
C. Replace old, hard, cracked or brittle hose. Sections of the inner layers may seperate, 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 Filters
A. Gyro filter must be serviced on a scheduled basis, not to exceed 100 hours, and on condition.
NOTE: Operations in dusty conditions may warrant more frequent inspections.
NOTE: Filters should be replaced when gauge indication declines below the recommended
adjustment setting; do not adjust the regulator because accurate adjustment can only be
obtained with clean system filters.
B. The vacuum system has a large central filter and a differential vacuum gauge that monitors the filter
condition while gaining vacuum indication.
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3. Engine-Driven Vacuum Pump

NOTE: In airplanes equipped with the Avidyne Entegra, the Garmin G500 or Garmin G1000 IAS system:
no vacuum system is installed.
A single engine-driven dry-air pump is mounted on the accessory section at the rear of each
engine. The vacuum pump is a rotary vane, positive displacement type. These units consist of an
aluminum housing, a carbon rotor and carbon vanes. They are driven by means of a coupling mated to an
engine-driven gear assembly.
Parker-Hannifin Airborne pumps were original equipment in S/N’s 4496001 thru 4496157. Beginning with
S/N’s 4496158 & later, and for all service replacement requirements, Aero Accessories Tempest pumps
are installed.
A. Inspection - Aero Accessories Tempest Pumps Only
The vacuum pump(s) feature a wear indicator inspection port on the back cover which allows
direct observation of pump vane wear. Beginning at 600 hours time-in-service, and each 100 hours
thereafter, remove the inspection port plug and observe vane wear as shown in “Figure 1”.
Note: Inspection criteria in Aero Accessories Tempest Service Letter SL-004 may be used between
600–1,000 hours time-in-service in lieu of the 100 hour inspection specified above.
(1) As 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
1/8th of the inspection hole, replace the pump.
Vacuum Pump Vane Wear Inspection

Figure 1
PAGE 2
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B. Removal
(1) Remove top engine cowling.
(2) Loosen hose clamp and remove hose from pump fitting.
(3) Remove the four retainer nuts, lockwashers, plain washers that secure the pump to the accessory
section of the engine.
(4) Remove the pump, plug the open hose and cap the open pump line.
C. Installation
CAUTION: A pump that has been damaged or dropped should not be installed.
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 silcone spray,
LETTING IT DRY BEFORE ASSEMBLY.
CAUTION: A pump that has been damaged or dropped should not be installed.
(1) Before installing any fittings on pump, check for any external damage.
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.
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(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.
(4) Firmly hand tighten fittings into pump ports. Then, using a wrench, tighten each fitting 1/2 to 2
turns only. Do not over tighten.
4. Vacuum Regulator Valve
See “Figure 2”.
Two vacuum regulator valves that contain filters are incorporated in the system to control vacuum
pressure to the gyro instruments. A manifold check valve assembly assures vacuum if one engine or
pump should fail.
(1) The regulator valves are located within the nacelles covering each engine.
NOTE: If the gauge is found to be accurate, all filters clean, and the vacuum gauge still does not
indicate within 4.8 to 5.2 inches of mercury range, the regulator valve must be replaced.
(2) Symptoms that indicate regulator replacement are:
(a) Rapid fluctuation of the vacuum gauge indication pointer.
(b) Audible sound or chatter with fluctuation indication.
(c) Non-repeatability of vacuum gauge indication when gauge is not suspect.
Note: Regulator malfunctions tend to increase vacuum power to the gyro instruments.
Although this excess of vacuum is applied, a loss of vacuum does occur. Gyro
instruments themselves act as limiting devices to keep vacuum power from
exceeding safe limits.
B. Adjustment
WARNING: Do not attempt adjustment of this valve with engine in operation.
This procedure may be done with the engine running provided a
qualified pilot or maintenance person is at the controls, but is
considered dangerous and not recommended.
CAUTION: Before any adjustments are made to the vacuum regulator, verify
that the system filters and lines are clean.
(1) Bend locking tabs up (if applicable) then loosen locking nut or remove protective cap from
valve per type installed.
(2) Start the engine and allow for engine warm-up at a medium rpm setting.
(3) With the engine running at medium rpm, the suction gauge should indicate 5.0 ± 0.2 inches of
mercury. If the indication is not within this range, shut down the engine and adjust regulator
(clockwise to increase pressure or counterclockwise to decrease pressure).
(4) Again, start the engine and repeat this procedure until an indication of 5.0 ± 0.2 inches of
mercury is obtained at a medium power setting.
Note: If airplane is not equipped with a vacuum gauge, or the one installed is suspect, connect
a temporary gauge of known accuracy by removing the plug from the back of the artificial
horizon and attaching it there.
(5) After satisfied that pressure is adjusted correctly to 5.0 ± 0.2 inches of mercury, remove gauge
and install plug; replace protective cap and tighten locknut per type valve installed.
PAGE 4
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Vacuum Regulator
Figure 2
C. Removal and Replacement

(1) Remove nacelle cover(s).
(2) Disconnect the two lines and remove mounting nuts, lockwashers and washers.
(3) Remove valve from airplane.
(4) Install regulator in reverse order of removal.
(5) Verify that complete vacuum system is operational.
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Indicating
Vacuum Gauge
The vacuum gauge is mounted in the right side of the instrument panel. This gauge is calibrated in
inches of mercury and has a direct pressure line and vent line. Therefore, the gauge indicates the
differential pressure or actual pressure being applied to the gyro instruments. As the system filter
becomes clogged or lines obstructed, the gauge will show a decrease in pressure. Do not reset the
regulator until the filter and lines have been checked.
Note: Vacuum gauges are replaced when malfunctions occur. The failure of the gauge does not
impair safety of flight.
If the vacuum gauge malfunctions in a manner to cause an incorrect reading in normal cruise power
conditions, the gauge must be checked by comparing the reading with a gauge of known accuracy.
If the gauge is indicating correct and the system vacuum level is not in accordance with the specific
vacuum; then and only then should the regulator be adjusted.
B. Performance
(1) When the engine is not operating and no vacuum is applied to the gauge, the pointer on the
indicator should rest against the internal stop in the 9 o’clock position. If the pointer appears in
any other position, the indicator is faulty and requires replacement.
(2) A slight overshoot during engine startup, not to exceed one half inch of mercury is normal and
is not cause for replacement.
(3) With the engine running at normal cruise power rpm, the indication should read 4.8 to 5.2 inches
of mercury.
(4) At 1200 rpm, the vacuum indication should read in excess of four inches of mercury.
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CHAPTER
39
ELECTRICAL /
ELECTRONIC PANELS
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
39-ii
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CHAPTER 39
CHAPTER CHAPTER


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5 Oct 5/16
6 Oct 5/16
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10 Oct 5/16
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12 Oct 5/16
13 Oct 5/16
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PAGE 2
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Chapter 39 - Electrical / Electronic Panels
TABLE OF CONTENTS
Instrument And Control Panels 39-10-00 1

General 1
Face-Mounted Instruments 1
Removal 1
Installation 1
Rack-Mounted Avionics 1
Removal 1
Installation 3
Circuit Breaker Panel 3
Removal 3
Installation 3
Switches 4
Removal 4
Installation 4
Linear Modular Connectors (LMD/LMS) 4
EMI and RFI Check 5
electrical & electronic equipment 39-20-00 1

Index 1

Oct 5/16
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PAGE 2
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Instrument And Control Panels
1. General
A. Face-Mounted Instruments
Most instruments are face-mounted and secured to the instrument panel by screws from the front
of the panel. The instrument panel consists of two all-metal panels without a face panel. Since all
instruments are mounted in a similar manner, a description of a typical removal and installation is
provided as a guide. 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
(PIR-PPS60237, Rev. New.)
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.
39-v 39-10-00 PAGE 1

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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
Aft Mic/Ph
Press ON S
OIL VAC ALT
HTR
OVER
LO A O M
H
L
E
+ MAN CW
WARN
GEAR Test TEMP BUS OFF
T N
S
UNSAFE Gear Down
Ð AUTO
CCW
ATTITUDE MANIFOLD GYRO

AIRSPEED
INDICATOR ALTIMETER PRESSURE
CLOCK SUCTION
Va135AT3800LBS
RADIOS
(SEE POH) Maneuvering
Vlo140DN109UP
Vle140 MAX
Kias RADIOS
DEMOXWIND17KT Lbs Lsee HOBBS
000000
TOTAL HOURS
VERTICAL
NAV #2 TURN HEATER
SPEED TACHOMETER FLIGHT OPERATION
INDICATOR COORDINATOR HSI LEAVE AIRINTAKE
INDICATOR OPEN FOR 15 SEC.
AFTER SWITCHING
OFF
GROUND OPERATION
SWITCH TO
22
FAN FOR 2MIN.
OFF OFF OFF OFF BEFORE SWITCHING
0 102040F 0 102040F N___________ HOBBS OFF
200 500 200 350 500 000000
˚ ˚
LEFT FUEL U.S. GAL. RIGHT FUEL U.S. GAL. LCL HEAD TEMP˚ F RCL HEAD TEMP˚ F TOTAL HOURS LDG NAV STROB RECOG
ADF Air
LIGHT LIGHT LIGHT LIGHT OFF CABIN HIGH Closed Open Intake
HEAT REC
INDICATOR EGT OFF PITOT BLWR Temp
HOBBS Warmer
000000 HEAT FAN LOW Def
TOTAL HOURS RADIO
1/2 5 810 1/2 5 810 75 180 245 75 180 245 Off On
LEFT FUEL PRESS˚PSI ˚ MASTR
42
RIGHT FUEL PRESS PSI LEFT OIL TEMP˚ F RIGHT OIL TEMP˚ F
SWITCH
LIGHTS NOSE
GEAR L NON R Gear Hyd Pump
ALT BAT ESS ALT Field GRP Pump Field GRP Pump Qty & Acc Tach Ind Warn Cont Pwr
OFF OFF OFF LEFT RIGHT
0 50 100 0 50 100 0 25 55 115 0 25 55 115 GEAR GEAR 70 60 40 70 5 5 10 5 5 10 3 5 3 3 3 3 25
BATT ALTR ALTR LEFT ALT. AMPS. RIGHT ALT. AMPS. PANEL LEFT OIL PRESS PSI RIGHT OIL PRESS PSI
Turn & Stall Annun Lights Pitot Lights
MIKE MASTR LEFT RIGHT LIGHTS Bank Detect Pnl Pnl Sw Nav Anti-Coll Ldg Heat Std-By Recog
Htr Blwr MIKE
EMERGENCY GEAR
MAIN AVI AVI MAIN
EXTENTION PULL TO
GEAR BUS BUSBUS BUS 3 5 5 5 5 10 10 10 15 5 10 15 20
OFF OFF
RELEASE. SEE AFM
OFF OFF OFF OFF BEFORE RE-ENGAGEMENT UP Pitch Auto Audio Comm Nav Avi Comm Mcr
60 40 40 60 Trim Pilot Comp Select #1 #1 XPDR BusTie Nav 2
ADF
Bcn
MAG MAG
MAG MAG FUEL FUEL
LEFT RIGHT
LEFT RIGHT PARK PUMP PUMP PULL 5 10 5 5 10 5 5 25 10 5 5
BRAKE TO DOWN
PHONE PULL REL PHONE
ALTERNATE STATIC
23 41 39 40 39 38 37 36 35 34 33 32 31 30 29 28 27 26 25 24 23
1. ADF INDICATOR 25. PlTOT HEAT SWITCH

2. NAV #2 INDICATOR 26. RADIO MASTER SWITCH
3. CLOCK 27. HEATER HOURMETER
4. TURN COORDINATOR 28. FLIGHT HOURMETER
5. AIRSPEED INDICATOR 29. EXHAUST GAS TEMPERATURE
6. GEAR UNSAFE WARNING LIGHT 30. GEAR POSITION INDICATOR
7. HORIZONTAL SITUATION INDICATOR 31. LANDING GEAR SELECTOR
8. ATTITUDE INDICATOR 32. EMERGENCY GEAR EXTENSION HANDLE
9. VERTICAL SPEED INDICATOR 33. FUEL PUMP SWITCHES
10. ANNUNCIATOR TEST SWITCH 34. INSTRUMENT CLUSTER
11. ALTIMETER L & R CYL HEAD TEMPERATURE
12. ANNUNCIATOR DISPLAY L & R OIL TEMPERATURE
13. DUAL MANIFOLD PRESSURE L & R OIL PRESSURE
14. DUAL TACHOMETER 35. INTERIOR LIGHTS
15. MARKER BEACON 36. PARKING BRAKE HANDLE
16. AVIONICS 37. INSTRUMENT CLUSTER
17. EXTERIOR LIGHT SWITCHES L & R FUEL QUANTITY
18. GYRO SLAVING CONTROL L & R FUEL PRESSURE
19. ENVIRONMENTAL CONTROL SWITCHES L & R ALTERNATOR AMMETERS
20. GYRO SUCTION 38. RIGHT ENGINE MAGNETO SWITCHES
21. ENGINE HOURMETER 39. PRIMER SWITCHES
22. CABIN TEMP CONTROLS 40. L & R START SWITCHES
23. MIC / PHONE JACKS 41. LEFT ENGINE MAGNETO SWITCHES
24. CIRCUIT BREAKER PANEL 42. BATTERY & ALTERNATOR SWITCHES
43. DAY / NIGHT DIMMER SWITCH
Instrument Panel (Typical)

Figure 1
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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) Remove four (4) screws and washers and open nose cone assembly to access battery.
(2) Disconnect ground (negative) cable from battery.
(3) In airplanes equipped with Garmin G1000, disconnect the emergency battery P615 connector.
(4) Remove knurled nut from circuit breaker face plate on front of instrument panel.
(5) From behind instrument panel, disconnect electric bus bar from circuit breaker.
(6) From behind instrument panel, remove circuit protector from instrument panel.
NOTE: Record placement of electrical leads to aid installation.
(7) 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 ground (negative) cable to battery.
(6) In airplanes equipped with Garmin G1000, reconnect the emergency battery P615 connector.
(7) Close nose cone assembly and secure with four (4) screws and washers.
39-v 39-10-00 PAGE 3

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
3. Switches
All switches are rocker-type and are located centrally in the instrument panel.
CAUTION: Although small switch assemblies are easier to remove if wiring
is first disconnected, the limited work space behind the panel can
result in burned wire insulation. DO NOT ATTEMPT TO UNSOLDER THESE
SMALL ELECTRICAL CONNECTIONS bEHIND THE INSTRUMENT PANEL UNDER ANY
CONDITIONS. IF NECESSARY, CUT WIRES AT POINT OF CONNECTION. In any case,
it’s better to damage the switch and replace it, rather than damage the
wiring harness leads.
A. Removal
(1) Remove four (4) screws and washers and open nose cone assembly to access battery.
(2) Disconnect ground (negative) cable from battery.
(4) Gain access to the switch from behind the instrument panel.
(5) Squeeze retainer blades on top and bottom of the switch together and push switch from the
panel.
(6) Make note of the placement of, and/or tag, wires on the switch to facilitate installation.
(7) Disconnect wires from the switch. Remove switch.
B. Installation
(1) Connect wires to the switch.
(2) Squeeze retainer blades on top and bottom of the switch together and push switch into panel
until retainer blades engage the panel.
(3) Reconnect ground (negative) cable to battery.
(5) Close nose cone assembly and secure with four (4) screws and washers.
4. Linear Modular Connectors (LMD/LMS)
Linear Modular Connectors (LMD/LMS) are used in some instrumentation and avionics installations to
simplify assembly and reduce production costs. Special tools are needed to remove some modules in
some installations. See Amphenol / Pyle LMD / LMS Connectors, LM-300-1, available from:
http://www.amphenol-aerospace.com/pdf/LM-300.pdf.
PAGE 4
Oct 5/16 39-10-00 39-vi
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
5. EMI and RFI Check

(PIR-PPS65119, Rev A.)
A. Background
ElectroMagnetic Interference (EMI) and Radio Frequency Interference (RFI) are a growing concern
with the installation of advanced digital avionics. The following test procedure is recommended before
return-to-service each time any electrical / avionics work is performed.
B. Procedure
(1) Position the aircraft at least 50 yards from buildings or any other large structures.
(2) Ensure all aircraft closeout panels (excluding interior trim panels) and engine cowling are
installed on the aircraft being tested.
(3) With the aircraft running and all avionics, exterior lights and equipment ON, verify that:
(a) There are no unusual needle or display fluctuations on any display or gauge;
(b) There is no objectionable background noise in the headsets.
(c) For troubleshooting purposes, if either is present, systematically turn OFF equipment until
the offending system is identified.
(4) RFI interference is typically generated by energy from the aircraft communication radios
bouncing around the airframe. Verify that transmitting on the communication system does not
cause RFI interference by performing the following test on each communication system.
(a) On each of the following frequencies key the microphone for 3 to 5 seconds:
121.150 MHZ 127.000 MHZ
131.250 MHZ 121.175 MHZ
121.200 MHZ 131.275 MHZ
123.000 MHZ 131.300 MHZ
(b) Verify that this does not cause any unusual needle or display fluctuations on any display
or gauge.
39-v 39-10-00 PAGE 5

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 6
Oct 5/16 39-10-00 39-vi
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Electrical & Electronic Equipment
Index
Component Figure No. Component Figure No.

Component Locator Diagram 1 Lift Detector 10
Alternator 2, 4 Manifold Pressure Sensor 3
Battery 9 Manifold Pressure Switch 3
CHT Sensor 3 Oil Pressure Switch 4
DAU 7 Oil Pressure Transducer 4
DC/DC Converter 15 Oil Temp Sensor 5
Dimmer Control Modules 8 Pitot Heat Sensor Assembly 8
EGT Sensor 2 SKY-497 Skywatch 14
Fuel Flow Transducer Assembly 5 Stall Horn 12
Fuel Pressure Switch 4 Standby ADI Battery 14
Fuel Pressure Transducer 4 Starter 3
Fuse Holder 9 Tachometer Sensor Assembly 5
GDC 74A ADC 14 Throttle Switch 3
Gear Warning Flasher Assembly 11, 14 Trim Monitor 14
Gear Horn 12 Voltage Convertor 5
Ground Block 2 14 Voltage Monitor Assembly 8
GRS 77 AHRS 14 Voltage Regulator 6
GRT 10 Transceiver 14 WX-500 Stormscope 14
Hydraulic Pump Up/Down Contactors 13
KN-63 DME 14
39-v 39-20-00 PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
101830 L
107743 NEW
107741 NEW
ITEM NUMBERS ARE KEYED TO FIGURE NUMBERS.
12 13
14
9
6 11, 14
8
15 3
7 4
10
Electrical/Electronic Component Locator

Figure 1
PAGE 2
Oct 5/16 39-20-00 39-vi
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
B A
(SEE FIGURE 5) (OIL RETURN LINE)
(FUEL LINE)
B ALTERNATOR
(SEE FIGURE 4, 4 OF 4)
(SEE FIGURE 5)
LEFT ENGINE LOOKING OUTBOARD
RIGHT ENGINE LOOKING INBOARD
101830-B SHT 7 107741 NEW SHT 3
STANDARD ON CYLINDER NO. 1 AS SHOWN,

ON ALL CYLINDERS
ON ALL CYLINDERS WITH EMAX OPTION.
THERMOCOUPLE THERMOCOUPLE
YELLOW
YELLOW
WHITE
YELLOW CLAMP
CLAMP (TORQUE TO
(TORQUE TO
RED RED 45 IN.-LBS.
45 IN.-LBS.
GREEN RED AND SAFETY)
AND SAFETY)
TO DAU 1 (E1B)
TO DAU 2 (E3B)
EXHAUST GAS TEMPERATURE (EGT) EXHAUST GAS TEMPERATURE (EGT)

SENSOR INSTALLATION SENSOR INSTALLATION
S/N'S 4496174; 4496224 AND UP WITH AVIDYNE ENTEGRA WITH GARMIN G1000
DETAIL A DETAIL A
FWD

Figure 2
39-v 39-20-00 PAGE 3

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
B
(SEE FIGURE 5)
C (P124, LEFT)
(P224, RIGHT)
MANIFOLD PRESSURE
SENSOR, (A113, LEFT)
(A213, RIGHT)
(S/N’s 4496174;
4496224 AND UP;
WITH AVIDYNE ENTEGRA)
A
(FUEL LINE)
(P125, LEFT)
(P225, RIGHT)
(J120)
MANIFOLD PRESSURE
SWITCH, (S109, LEFT)
(S209, RIGHT)
STARTER (S/N’s 4496217 AND UP)
B
(SEE FIGURE 5)
LEFT ENGINE LOOKING INBOARD

RIGHT ENGINE LOOKING OUTBOARD
AVIDYNE ENTEGRA
(G1000 IS SIMILAR)
(HOT CYLINDER HEADS:

No. 4 LEFT ENGINE,
No. 2 RIGHT ENGINE)
(BOTTOM SPARK PLUG
ON ALL CYLINDERS)
THERMOCOUPLE
(A105, LEFT)
(A205, RIGHT)
MANIFOLD
PRESSURE
SENSOR
YELLOW
WHITE
DETAIL A 107741 NEW
(WITH GARMIN G1000 INSTALLED)
RED GREEN
(E2A, LEFT ENGINE)

(E4A, RIGHT ENGINE)
CYLINDER HEAD TEMPERATURE (CHT)

SENSOR INSTALLATION
DETAIL C

Figure 3
PAGE 4
Oct 5/16 39-20-00 39-vi
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
89280-BH
OIL PRESSURE
TRANSDUCER
OIL PRESSURE
IL E MANIFOLD OIL PRESSURE OIL PRESSURE
O SUR
ES MANIFOLD TRANSDUCER
PR P RE
SS
O
IL
UR
OIL PRESSURE E
SWITCH FIREWALL
OIL PRESSURE SWITCH
(N.0.) (M3F) (W6B) (C.)

(W6CN) (N.C.)
(C.) (M3GN)
(N.O.) (M1E)
(O.) (W7CN)
(N.C.) (W7B)
FUEL PRESSURE
SWITCH
FUEL PRESSURE
TRANSDUCER
PR FU
ES EL
SU
RE
FUEL PRESSURE
TRANSDUCER
EL RE
FU SSU
E
PR
FWD FWD
FIREWALL
RIGHT ENGINE, LOOKING INBOARD LEFT ENGINE, LOOKING OUTBOARD
STANDARD

39-v 39-20-00 PAGE 5

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
101830-L
OIL PRESSURE
FWD TRANSDUCER FWD
PRESSURE
OIL
OIL PRESSURE
OIL PRESSURE TRANSDUCER
SWITCH
FIREWALL OIL PRESSURE
PRESSURE
(N.0.) (M3F)
SWITCH
OIL
(C.) (M3GN)
(W6B) (C.)
(N.O.) (M1E) (W6CN) (N.C.)
(C.) (W7CN)
(N.C.) (W7B)
OIL PRESSURE MANIFOLD

OIL PRESSURE
SWITCH OIL PRESSURE
MANIFOLD
WITH AVIDYNE ENTEGRA
107741 NEW
OIL PRESSURE
TRANSDUCER
OIL PRESSURE OIL PRESSURE
OIL PRESSURE MANIFOLD TRANSDUCER
P RE
IL E MANIFOLD SS
O
O SUR
IL
UR
ES E
PR
FIREWALL
WITH GARMIN G1000 IN S/N’s 4496331, 4496339–4496383

PAGE 6
Oct 5/16 39-20-00 39-vi
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107660 A
MANIFOLD PRESSURE
TRANSDUCER
B
A
B
A
VIEW A-A
LOOKING AFT AT LEFT FIREWALL
B
OIL PRESSURE
TRANSDUCER
A
B
LOOKING AFT AT RIGHT FIREWALL
VIEW B-B
WITH GARMIN G1000 IN S/N’S 4496384 AND UP

39-v 39-20-00 PAGE 7

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 8
Oct 5/16 39-20-00 39-vi
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
D DETAIL D:
Q3AL (LEFT ENGINE)

Q3AR (RIGHT ENGINE)
NIPPLE
TACHOMETER
SENSOR ASSY
FUEL FLOW
TRANSDUCER ASSY OIL TEMP
WITH AVIDYNE SENSOR
ENTEGRA OR
GARMIN G1000
STANDARD
(P126, LEFT ENGINE)

(P226, RIGHT ENGINE)
(Q3AL, LEFT)
TO DAU A110
VIEW B - B (Q3AR, RIGHT)

(SHEET 2) TO DAU A210
LOOKING FWD
LEFT & RIGHT ENGINE OIL TEMP BULB
SAFETY (A103, LEFT)
WIRE (A203, RIGHT)
(OIL FILTER)
TO
CB49,
CB50
P406 P407
(P303, LEFT ENGINE)
TO
(P403, RIGHT ENGINE)
P402B
OIL TEMP BULB
FWD P12CN, (A103, LEFT)
P13CN (A203, RIGHT)
A408 A409 SAFETY
WIRE
VOLTAGE
CONVERTER
WITH (OIL FILTER)
AVIDYNE ENTEGRA
B.L.
0.00 WITH GARMIN G1000
F.S. F.S.
26.02 35.00
LOOKING UP

Figure 5
39-v 39-20-00 PAGE 9

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
89280-BG SHT 6
F.S. FWD
35.000
P4BL P4AL
P4AR
P4BR
K436
(REF) K2AR
P11AL
J416/P416 (LEFT VOLTAGE
REGULATOR)
J418/P418
J417/P417
K2AL K2AL
P1D (RIGHT VOLTAGE P1D
REGULATOR)
STANDARD
101830-L SHT 4
FWD
F.S.
35.000
P4BL
P4AL
P4AR
P4BR
F412 K436
(REF) K2AR
P11AL
(LEFT VOLTAGE
J416/P416 REGULATOR)
J418/P418
J417/P417
K2AL K2AL
P1D
P1D (RIGHT VOLTAGE
F413 REGULATOR)
P11AR
LEFT SIDE, LOOKING OUTBOARD

PAGE 10
Oct 5/16 39-20-00 39-vi
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107743 NEW SHT 4
FWD
F.S.
35.00
(K1CL, K1CR)
P4BL P4AR
P4AL
P4BR
P504, J504 P5A20N
LEFT VOLTAGE
K2AR
REGULATOR
P57A20 (A406)
P501, J501
P502, J502
P17A20N
P505, J505
RIGHT VOLTAGE
REGULATOR K2AL
P58A20
(A407)
K2AL
P1D
P1D VOLTAGE REGULATOR ASSEMBLY
WITH GARMIN G1000
LEFT SIDE, LOOKING OUTBOARD

39-v 39-20-00 PAGE 11

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
101830-B SHT 8
N.S.
82.26
DATA
ACQUISITION
UNIT
HARNESS ASSEMBLY
(LEFT SIDE SHOWN, RIGHT SIDE OPPOSITE)

NACELLE BULKHEAD ASSEMBLY, LOOKING AFT
S/N'S 4496174, 4496224 AND UP, WITH ENTEGRA OPTION

Figure 7
PAGE 12
Oct 5/16 39-20-00 39-vi
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
89280-BH SHT 8
R8
BRACKET ASSEMBLY R4
1
LIGHT
DIMMERS
R7
R3
1
INSTRUMENT PANEL
(REF.)
BEHIND INSTRUMENT PANEL, LEFT SIDE, LOOKING INBOARD
STANDARD
101830-B SHT 5
(NOSE BULKHEAD, FORWARD)
P403 P404 P405
DIMMER CONTROL
(3 REQ.)
ANNUNCIATOR DIMMER ASSY
A414 A415 A416

AVIONICS PANEL SWITCH VOLTAGE MONITOR ASSY
A410 TO INSTRUMENT PANEL
PITOT HEAT
SENSOR ASSY
J409 P410
J408
NOSE CONE COMPARTMENT, LEFT SIDE LOOKING AFT,
S/N'S 4496174, 4496224 AND UP, WITH AVIDYNE ENTEGRA

39-v 39-20-00 PAGE 13

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107742 1 SHT 2
AVIONICS
P344, J344
SWITCH
PANEL
S344 S343 S342
A B
A
(GEAR
SELECT)
B
(INSTRUMENT PANEL)
BEHIND INSTRUMENT PANEL,

LEFT SIDE, LOOKING INBOARD
LOCK WASHER NUT, WASHER

DIMMER
(2 REQUIRED)
DIMMER
KNOB
WASHER, 3 PLACES
(LOCK WASHER)
NUT
POTENTIOMETER ASSY
KNOB (INSTRUMENT PANEL)
(INSTRUMENT PANEL)
VIEW A - A VIEW B - B
LEFT SIDE, LOOKING OUTBOARD LEFT SIDE, LOOKING INBOARD
WITH GARMIN G1000

PAGE 14
Oct 5/16 39-20-00 39-vi
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
BATTERY BOX ASSEMBLY
BATTERY
UP
LEFT
P1A4N
TO EXTERNAL
POWER ASSEMBLY
P/J 415
NOSE CONE COMPARTMENT, LOOKING AFT
BATTERY CONTACTOR
DIODE ASSY
BATTERY BOX ASSEMBLY
(P1C4) TO PEP SOLENOID
P1A4
P2D
P1B4
FUSE HOLDER
K1CR
K2AL K2AR
UP
P1E
M3B K403 FWD

M2B K402
M1B
NOSE CONE COMPARTMENT, LEFT SIDE, LOOKING RIGHT

Figure 9
39-v 39-20-00 PAGE 15

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
LIFT DETECTOR
(F1L, OUTBOARD) (S107)

UP (F1H, INBOARD) (S105)
FWD
(F1NN, OUTBOARD) (S107)

(F1JN, INBOARD) (S105)
LEFT WING ONLY

2 PLACES

Figure 10
PAGE 16
Oct 5/16 39-20-00 39-vi
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
89280-BJ SHT 4
GROUND BLOCKS GEAR WARNING FLASHER ASSY
GB1 GB2
J1044
P30
(FIREWALL)
J303
3
P10
2 P105
J405
2
P301 P30
J401 J40
J4 0
4
P3
40
P309
J309
UNDER INSTRUMENT PANEL LOOKING LEFT

(S/N'S 4496227 AND UP, WITHOUT AVIDYNE ENTEGRA)
101830-B
GEAR WARNING FLASHER ASSY
(FIREWALL)
04
P3
04
J1
UNDER INSTRUMENT PANEL LOOKING LEFT

(S/N'S 4496227 AND UP, WITH AVIDYNE ENTEGRA)

Figure 11
39-v 39-20-00 PAGE 17

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
89280 BJ SHT 9
STALL HORN
GEAR HORN
F1A
F1B
G7G20 G7H20
FWD
BEHIND INSTRUMENT PANEL, LOOKING LEFT FROM AIRCRAFT CENTERLINE
S/N'S 4496227 AND UP
101830-B SHT 8
STALL HORN
GEAR WARNING FLASHER ASSEMBLY
(S/N’S 4496001 THRU 4496226 ONLY)
P4BL F1A
P4BR GEAR HORN
P1D4 F1B
J332
RED
P332
G7F
G11M
P/J316
FWD
THROTTLE SWITCH
(S/N'S 4496001 THRU 4496216 ONLY)
BEHIND INSTRUMENT PANEL, LOOKING LEFT FROM AIRCRAFT CENTERLINE
S/N'S 4496001 THRU 4496226

Figure 12
PAGE 18
Oct 5/16 39-20-00 39-vi
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
101830 L SHT 3
MOTOR GROUND (BLACK)

TO GROUND (G12F)
(G12C) (G12L) (G13A) (G12E)
DOWN SIDE OF MOTOR UP SIDE OF MOTOR

(GREEN) (BLUE)
K302 K303
DOWN CONTACTOR UP CONTACTOR

(BATTERY SHELF)
AN4-6A BOLT
(FUSELAGE HARNESS) NAS1149F0463P WASHER, 2 REQD
MS21045-4 NUT
4 REQD
(TORQUE 55 - 65 IN. -LBS.)
RIGHT SIDE, LOOKING AFT

GARMIN G1000 SIMILAR

Figure 13
39-v 39-20-00 PAGE 19

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
G500-44106A
F.S.
165.00
F.S.
191.00
STORMSCOPE WX-500
DME KN-63
OUTBD
SKYWATCH SKY-497
AFT GRS 77 AHRS
AFT EQUIPMENT SHELF

LOOKING DOWN AT WL 0.00
(ALL EQUIPMENT SHOWN NOT INSTALLED IN ALL AIRPLANES)
GEAR WARNING HORN

FLASHER (A304)
STANDBY
GB2
ADI
BATTERY
Install battery with
pigtail down.
GDC 74A
AIR DATA
COMPUTER
GRT 10
XCVR FIREWALL
UP
P105
J405
FWD
P302
J402
J401
P301
TRIM MONITOR
LOOKING LEFT AT FUSELAGE SIDE FORWARD / UNDER INSTRUMENT PANEL

WITH GARMIN G500 SYSTEM

PAGE 20
Oct 5/16 39-20-00 39-vi
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
104333 A
F.S.
156.00
DME HARNESS F.S.
191.00
DME KN-63
OUTBOARD
AFT
AFT EQUIPMENT SHELF
LOOKING DOWN
WITH GARMIN G1000

39-v 39-20-00 PAGE 21

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107741 E
N.S. N.S.
74.77 82.26
WEB ASSY-NACELLE
TRAY ASSY SCREW

(WASHER
S/N’s 4496331, 4496339–4496391 ONLY)
(4 PLACES)
CONVERTER DC/DC, 120W

(S/N’s 4496392 AND UP SHOWN)
P130 (LEFT)
P230 (RIGHT)
LOOKING OUTBOARD
LEFT WING SHOWN
(RIGHT WING OPPOSITE)

Figure 15
Effectivity
PAGE 22
Oct 5/16 39-20-00 with Garmin G1000,
4496331, 4496339 and up 39-vi
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
51
Structures
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
51-ii
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 51
CHAPTER CHAPTER


2 Oct 5/16
51-00-00 1 Oct 5/16

2 Oct 5/16
3 Oct 5/16
4 Oct 5/16
51-10-00 1 Oct 5/16

2 Oct 5/16
3 Oct 5/16
4 Oct 5/16
5 Oct 5/16
6 Oct 5/16
51-70-00 1 Oct 5/16

2 Oct 5/16
3 Oct 5/16
4 Oct 5/16
5 Oct 5/16
6 Oct 5/16
7 Oct 5/16
8 Oct 5/16
9 Oct 5/16
10 Oct 5/16
11 Oct 5/16
12 Oct 5/16
13 Oct 5/16
14 Oct 5/16
15 Oct 5/16
16 Oct 5/16
51-80-00 1 Oct 5/16

2 Oct 5/16
3 Oct 5/16
4 Oct 5/16
5 Oct 5/16
6 Oct 5/16

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 22
PAGE
Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chapter 51 - Structures
TABLE OF CONTENTS
General 51-00-00 1
Investigation, Cleanup and Aerodynamic Smoothness 51-10-00 1
Corrosion Control 1
Forms of Corrosion 1
Conditions Affecting Corrosion 1
Inspection 3
Corrosion Removal and Control 3
Corrosion Prone Areas 4
Repairs 51-70-00 1
Fiberglass Repairs 1
Touch-up and Surface Repairs 1
Fracture and Patch Repairs 2
Thermoplastic Repairs 3
Surface Preparation 3
Surface Scratches, Abrasion or Ground-in-Dirt 3
Deep Scratches, Shallow Nicks and Small Holes - Less than 1 inch in diameter 5
Cracks 7
Repairing Major Damage - Larger than 1 inch in diameter 9
Stress Lines 9
Painting the Repair 10
Pressure Sensitive Safety Walk Installation 11
Surface Preparation 11
Application Procedure 11
Metal / Wire Stitching Repair 12
Hail Damage 14
Inspection of Dents 14
Classification of Dents 14
Negligible Dents 14
Minor Dents 14
Major Dents 14
Composite Components 14
Control Surface Dents 14
Disposition of Dents 15
Negligible Dents 15
Minor Dents 15
Major Dents 15
Composite Components 15
Control Surface Dents 16
Continued Inspection Requirements 16

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 51 - Structures
TABLE OF CONTENTS
Electrical Bonding 51-80-00 1

General 1
On Condition Inspection 1
Garmin G500 Equipment Electrical Bonding 4
Inspection 4
Specifications 4
Requirements 4
Aluminum Surface Preparation 5
Garmin G1000 Equipment Electrical Bonding 5
Required Equipment 5
GRS 77 AHRS 5
GRS 79 AHRS 5
GDC 74 ADC 5
GDC 72 ADC 5
GDU 10XX Display Unit (2 ea.) 6
GTP 59 OAT Probe 6
SYSTEM 55X Computer 6
GPS Antennas 6
MFD and PFD Racks 6
PAGE
PAGE 12
Oct
Oct 5/16
5/16 51 - CONTENTS 51-vi
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
General
The airplane is an all metal semi-monocoque structure. The fuselage is constructed of bulkheads, stringers
and stiffeners, to which all of the outer skin is riveted. The cabin entrance door is located on the right side
of the fuselage above the wing. An emergency exit is provided on the left side of the fuselage, and consists
of the pilot’s side window and surrounding window frame. The wings and empennage are all metal, full
cantilever semi-monocoque type construction with removable tips.
51001 51-00-00 PAGE 12

PAGE
Oct 5/16
Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Skin Materials and Thickness

PAGE
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Skin Materials and Thickness

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Investigation, Cleanup and Aerodynamic Smoothness
Corrosion Control
Corrosion is the deterioration of metal by chemical or electrochemical attack. Water which is allowed
to remain on the aircraft and industrial pollution are the major causes of corrosion in aircraft. The two
general types of corrosion are:
Direct chemical attack (i.e. spilled battery acid).
Electrochemical attack which requires a medium (usually water).
The latter is the most common and is responsible for most forms of aircraft corrosion.
Since corrosion is a constant threat, the only effective method to control it is a routine of regular
inspection, cleaning, and surface refinishing.
A. Forms of Corrosion
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.
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(4) A clean aircraft will resist corrosion better than a dirty one. Cleaning frequency depends on
several factors, including geographical location, type of operation, etc. Remove soil as soon as
possible, especially when in a high temperature area.
(5) After cleaning, verify that no cleaning solution remains in any holes, crevices, or joints as it may
lead to increased corrosion. All exposed areas (landing gear, flap tracks, control surface, hinge
parts, etc) must be lubricated after cleaning.
C. Inspection
CAUTION: Inspection for corrosion must be performed by personS familiar
with corrosive problems and remedies.
NOTE: Some areas of the airplane may 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 fraying surfaces in exterior skins, wheel and wheel well
areas, battery compartment, fuel cell, all other drains, and any bilge areas not requiring
extensive removal of inspection access covers.
(b) Detailed inspection must include above referenced areas along with areas requiring removal
of inspection plates and panels to thoroughly inspect internal cavities of aircraft.
(4) (Paint tends to hide corrosion in its initial stages. The results of corrosion can sometimes be seen
as blisters, flakes, chips, and other irregularities in paint.
D. Corrosion Removal and Control
CAUTION: The depth of material removed must not exceed safe limits.
CAUTION: Removal of severe corrosion may be considered a major repair. Any
repair of This type must be approved by the faa before the airplane
can be returned to service.
Corrosion cannot be prevented or eliminated on aircraft; it can only be reduced to an acceptable level
by proper control methods.
E. 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.
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(e) Protect surfaces next to rework areas from chemical paint strippers, corrosion removal
agents, and surface treatment materials.
(2) Evaluate corrosion damage to determine type and extent of repairs required. Proceed as
follows:
(a) Light Corrosion: discoloration or pitting. Remove by light hand sanding or a small amount of
chemical treatment.
(b) Moderate Corrosion: similar to light corrosion except there is blistering or evidence of scaling
and flaking. Remove by extensive hand or mechanical sanding.
(c) Severe Corrosion: similar to moderate corrosion with severe blistering, exfoliation, scaling,
or flaking. Remove by extensive mechanical sanding or grinding.
F. Corrosion Prone Areas
Certain areas are more prone to corrosion than others. The following list is a general guide to areas
where corrosion is frequently found.
(1) Areas around steel fasteners are susceptible to corrosion. The paint on these areas cracks which
allows moisture to seep in and corrode the underlying metal. Each time the fastener is removed,
it should be coated with zinc chromate (or equivalent) before reinstallation. The paint should be
wet when the fastener is installed.
(2) Fluids tend to seep into fraying surfaces, seams and joints due to capillary action. The effect of
this type of intrusion is usually detectable by irregularities in the skin’s surface.
(3) Spot welded assemblies are particularly prone to corrosion. The only means to prevent this type
of corrosion is by keeping potential moisture entry points in the spot weld filled with a sealant or
preservative compound. On an aluminum spot welded assembly, a chromate conversion coating
before paint is applied will help prevent corrosion.
(4) Areas exposed to exhaust gases may have their finish damaged by deposits. These deposits
may result in an aggressive attack on the metal by corrosion. Heat from the exhaust may also
blister or otherwise damage the paint. Gaps, seams, hinges and fairings are some places where
exhaust gas deposits may be trapped and not reached by normal cleaning methods.
(5) The wheel well and landing gear are the most exposed parts of the aircraft. Due to the complexity
of its shape, assemblies and fittings, maintaining a protective coverage is difficult. The especially
troublesome areas are:
(a) Magnesium wheels: around bolt heads, lugs and wheel well areas:
(b) Exposed rigid tubing, B-nuts, ferrules, under clamps and tubing identification tape:
(c) Exposed position indicator switches and other electrical equipment:
(d) Crevices between stiffeners, ribs and lower skin surfaces.
(6) Flaps, flight control slots and equipment installed in these areas may corrode unnoticed unless a
careful surveillance is maintained.
(7) Engine frontal areas, air inlet ducts and the leading edge of wings, because they are constantly
exposed to abrasion by dirt, dust, gravel and rain, should be checked frequently for the beginning
of corrosion.
(8) Hinges (piano hinges especially) are extremely vulnerable to corrosion. Their protective coatings
wear away and they naturally trap dirt, salt and moisture.
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(9) Control cables may have bare spots in their preservative coating which will lead to corrosion.
Cables having external corrosion must be checked for internal corrosion. If internal corrosion is
present, replace the cable. If only external corrosion is present, remove corrosion with wire brush
and recoat cable with preservative.
(10) Check and clean drain holes regularly.
(11) Battery compartment and vent openings are especially prone to corrosion due to spilled
electrolyte. Fumes from overheated battery electrolyte will spread to adjacent areas and cause
rapid corrosion of unprotected surfaces. Frequent cleaning and neutralization of deposits will
minimize corrosion in this area.
(12) Magnesium parts are prone to corrosion. Special attention must be given to their surface
treatment, proper insulation (due to dissimilar metal corrosion), and paint coatings.
(13) Electrical components and connectors must be checked. Inspection frequency is based on
operational environment and past trouble.
(14) Skin joints and lap-overs are two areas that can trap and hold moisture. Corrosion in these areas
may go unnoticed unless particular attention is paid to them during inspection.
(15) Hoses, having an internal wire braid, which are located in a position where they are frequently
water soaked, need a protective treatment.
(16) Drilled holes and trimmed ends of sandwich panels must be protected. Use an inhibitor solution
or sealant application. Any gaps or cavities which allow dirt or moisture to enter must be filled
with sealant.
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Repairs
wARNING: No access holes are permitted in any control surface.

wARNING: Use of patch plates for repairs of all movable control 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 control surfaces.
CAUTION: CONTROL SURFACE SKINS MUST BE REPLACED IF THEY SUSTAIN DAMAGE OR
EXHIBIT CRACKS. LIMITED REPAIRS TO CONTROL SURFACE SKINS ARE AUTHORIZED
ONLY AS PROVIDED IN THIS MANUAL.
Structural repair methods used for minor repairs must be in accordance with FAA Advisory Circular
43.13-1, latest revision. To assist in making repairs, Figure 1, 51-00-00, identifies type and thickness of
various skin material used.
Repairs to areas defined in FAR Part 43, Appendix A, must be shown (using approved engineering data)
to not diminish strength or the Fatigue Life of the component, if a life limit is stated herein (see 4-00-00) or
in the aircraft type certificate data sheet (TCDS).
When a repair is proposed, it is the responsibility of the repairer per AC 43.13-1 to determine that the
proposed repair is not contrary to manufacturer’s data. The repairer or aircraft owner or his agent should
contact Piper directly to determine that a proposed repair is not in conflict with minimum type design
capability.
Temporary repairs, when required, must add Instructions for Continued Airworthiness (ICA) to the
maintenance record. Any such ICA must be based on approved data.
Specific, limited, repair procedures for control surface skins are authorized herein in 55-20-00 and 57-50-00.
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.
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(5) Lay a piece of cellophane or waxed paper over the repair to cut off air and start the cure of gel
mixture.
(6) Allow the gel to cure 10 to 15 minutes until it feels rubbery to the touch. Remove the cellophane and
trim flush with the surface, using a sharp razor blade or knife. Replace the cellophane and allow to
cure completely for 30 minutes to an hour. The patch will shrink slightly below the structure surface
as it cures. (If wax paper is used, make sure the wax is removed from surface.)
(7) Rough up the bottom and edges of the hole with the electric burr attachment or rough sandpaper.
Feather hole into surrounding gel coat, do not undercut.
(8) Pour out a small amount of resin, add catalyst and mix thoroughly, using a cutting motion rather
than stirring. Use no fibers.
(9) Using the tip of a putty knife or fingertips, fill the hole to about .062 of an inch above the surrounding
surface with the gel coat mixture.
(10) Lay a piece of cellophane over the patch to start the curing process. Repeat step (6), trimming
patch when partially cured.
(11) After trimming the patch, immediately place another small amount of gel coat on one edge of the
patch and cover with cellophane. Then, using a squeegee or the back of a razor blade, level with
area surrounding the patch; leave the cellophane on patch for one to two hours or overnight, for
complete cure.
(12) After repair has cured for 24 hours, sand patched area, using a sanding block with fine wet
sandpaper. Finish by priming, again sanding and applying color coat.
B. 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.
(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.
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(11) Mask area around hole with tape and paper to protect surface. Cut a piece of fiberglass mat
about one inch larger than the hole and one or more pieces of fiberglass cloth two inches larger
than the hole. Brush catalyzed resin over hole, lay mat over hole and wet out with catalyzed resin.
Use a daubing action with brush. Then apply additional layer or layers of fiberglass cloth to build
up patch to the surface of structure. Wet out each layer thoroughly with resin.
(12) With a squeegee or broad knife, work out all air bubbles in the patch. Work from center to edge
pressing patch firmly against the structure. Allow patch to cure for 15 to 20 minutes.
(13) As soon as the patch begins to set up, but while still rubbery, take a sharp knife and cut away
extra cloth and mat. Cut on outside edge of feathering. Strip cut edges of structure. Do this before
cure is complete, to save extra sanding. Allow patch to cure overnight.
(14) Using dry 80 grit sandpaper on a power sander or sanding block, smooth patch and blend with
surrounding surface. Should air pockets appear while sanding, puncture and fill with catalyzed
resin. A hypodermic needle may be used to fill cavities. Let cure and re-sand.
(15) Mix catalyzed resin and work into patch with fingers. Smooth carefully and work into any crevices.
(16) Cover with cellophane and squeegee smooth. Allow to cure completely before removing
cellophane. Let cure and re-sand.
(17) Brush or spray a coat of catalyzed resin to seal patch. Sand patch, finish by priming, again
sanding and applying color coat.
NOTE: Brush and hands may be cleaned in solvents such as acetone or methylethylketone. If
solvents are not available, a strong solution of detergent and water may be used.
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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Chart 1
LIST OF MATERIALS (THERMOPLASTIC REPAIRS)
Items Descriptions Suppliers
Buffing and Rubbing Automotive Type - Axalta #7 Axalta 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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Mixing of Epoxy Patching Compound

Figure 3
Welding Repair Method

Figure 4
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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 insure good adhesion (see “Figure 4”).
(11) After the repair is completed, sanding is allowed to obtain a surface finish of acceptable
appearance.
D. Cracks
See “Figure 5”.
(1) Before repairing a crack in the thermoplastic part, first determine what caused the crack and
alleviate that condition to prevent it from recurring after the repair is made.
(2) Drill small stop holes at each end of the crack.
(3) If possible, a double plate should be bonded to the reverse side of the crack to provide extra
strength to the part.
(4) The crack should be “V” grooved and filled with repair material, such as solvent cement, hot
melt adhesive, epoxy patching compound or it should be hot air welded, whichever is preferred.
(5) After the repair has cured, it may be sanded to match the surrounding finish.
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.
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.
Repair of Stress Lines

Figure 7
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Repair of Impacted Damage

Figure 8
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 50°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.
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4. Metal / Wire Stitching Repair

(PIR-PPS20024, Rev. A.)
See “Figure 9”.

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.
PAGE
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Metal / Wire Stitching Repair

Figure 9
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5. Hail Damage
(PIR-SL1095, Orig.)
Classification and disposition of hail damage can be accomplished as follows.

A. Inspection of Dents
(1) Determine in which of the following locations the dents are present:
(a) Metallic skin of the fuselage, wings, or empennage.
(b) Control surfaces.
(c) Composite components.
(2) Measure the maximum depth and circumscribable diameter of the dents from the aircraft exterior.
For depth measurements on curved surfaces, measure the maximum depth of the dent from the
general contour. The dent diameter is measured to the point where the skin material rejoins the
general contour. See “Figure 10”.
(3) Measure the distance from the above circumscribable diameter to the nearest fastener. Note the
diameter of the fastener.
(4) Visually inspect the dent area for cracks, abrasions, creases, or abrupt changes in contour within
an area encompassing two times the circumscribable diameter. Use a 10-power magnifier or an
equivalent inspection method.
(5) Visually inspect interior adjacent structural members for deformation.
B. Classification of Dents
(1) Negligible Dents
(a) Limited to metallic skin of the fuselage, wings and empennage.
(b) Depth no greater than 0.030 inches and a circumscribable diameter no greater than 2.0
inches.
(c) A minimum distance of two times the applicable fastener diameter from the circumscribable
diameter to the nearest fastener.
(d) No cracks, abrasions, or creases within an area encompassing two times the circumscribable
diameter.
(e) Control Surface Dents: Do not meet negligible dent limitation (a).
(2) Minor Dents
Must meet all the limitations of negligible dents, except the dents are less than two times the
applicable fastener diameter from the nearest fastener (dent limitation (c)).
(3) Major Dents
Exceed one of the above negligible dent limitations (b), (d), or (e).
(4) Composite Components
(5) Control Surface Dents
Do not meet negligible dent limitation (a).
PAGE
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Hail Profile Definitions

Figure 10
C. Disposition of Dents
(1) Negligible Dents
Acceptable as is.
(2) Minor Dents
Replace affected part or repair as follows:
For each fastener that is within an area encompassing 2 times the applicable fastener diameter
from any dent edge, install one adjacent midspace fastener of the same type. Midspace fasteners
shall be located a minimum of 2 times the fastener diameter from the dent, a minimum of 3 times
the fastener diameter from existing fasteners, and a minimum of 2 times the fastener diameter
from component edges.
(3) Major Dents
Replace affected part or repair (using FAA approved data).
(4) Composite Components
Evaluate and disposition per the latest revision of AC43.13-1, “Chapter 3, Fiberglass and Plastics”
prior to returning to service.
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(5) Control Surface Dents

(a) Replace control surface if dents exceed any one of the negligible limits (b), (d), or (e).
(b) Replace surface if dents disturb the trailing edge contour or any formed radius.
NOTE: Movable control surfaces must remain free of body filler, or any other modification
that could affect weight and balance.
D. Continued Inspection Requirements
For any airplane where dents were acceptable or repaired, make a logbook entry containing the
following:
“Visually inspect all dents for cracks every 250 hours, or annually, whichever comes first. Paint
cracking around the area of the dent may indicate cracking of the skin and requires further
inspection.”
PAGE
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Electrical Bonding
1. General
See also 23-60-00.
(PIR-PPS55006, Rev. AC.)
All electrical and electronic equipment and specified components shall be installed in such a manner as
to provide a continuous low resistance path (bonds) from the equipment enclosure/component to the
airplane structure. Bonds must be installed to ensure that the structure and equipment are electrically
stable and free from the hazards of lightning, static discharge, electrical shock, etc.
A. All parts shall be bonded with as short a lead as possible.
B. All bonding surfaces shall be cleaned prior to the installation of the bonded joint.
C. All nuts used in bonding shall be of the self-locking type. (Do Not use fiber-locking type).
D. All electrical bonding shall be accomplished without affecting the structural integrity of the airframe.
2. 100 Hour Inspection
(PIR-AC 43.13-1, Rev. B.)
Each 100 hours, visually inspect shield and shield terminations of each electrical harness for integrity,
condition, and security. If electrical arcing is evident, check for intermittent contact between conducting
surfaces. Arcing can be prevented by bonding or insulation, as appropriate.
Inspect the components listed in “Chart 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/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 / Stabliator .003
Rudder .003
Alternator(s) .010
Trim Tab(s)
Conventional Hinge .003
Piano Hinge .010
Instrument Panel Inserts .010
Exterior Lights Mounted on Non-Conductive Material .003
NOTE: Not electrically bonded with Avidyne Entegra EFIS installed. Accordingly, no resistance
check required.
Avionics “Black Boxes” .003
NOTE: Harnesses should be installed and connected for this check, internal chassis wiring through
the connector to ground is permissible for this grounding.
Battery Ground Point .010
Static wick mounting plates (TCO Model B-4) P/N 452-094 1.00
Feed thru Connector .003
NOTE: Where jumper wires or cables are used to accomplish a proper bond, resistance between the
jumper terminal and the component or structure shall not exceed .001 ohms. The controlling
points for measuring resistance will be within the limits of the cleaned area to be bonded and
within 1/4 inch of the exterior limits of the bonding jumper terminal or material called for in the
bill of materials of the drawing.
Resistance to ground will be measured from wire terminal to structure for electrical / electronic
equipment not internally grounded and from mounting flange to structure for equipment that is
internally grounded.
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COMPONENT SURFACE VOLT METER AIRCRAFT STRUCTURE SURFACE
MV
BONDING STRAP
Adjust rheostat (R1) so that ammeter (A)

reads 10 Amps.
28 VDC SOURCE
- Resistance in milliohms is then the reading
on the volt meter (i.e. - millivolts (MV))
divided by the amps (10) set on the
+ ammeter. For example, where MV equals
30:
A
AMMETER
R1 30 MV
= .003 OHMS RESISTANCE
10 AMPS
Millivolt Drop Test

Figure 1
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4. Garmin G500 Equipment Electrical Bonding

A. Inspection
Each 2,000 hours or ten (10) years time-in-service, whichever comes first, inspect G500 LRU electrical
bonding as follows:
(1) Disconnect any cables or electrical harnesses normally attached to the LRU being tested.
(2) Measure resistance as specified in “Chart 2”.
(3) If resistance is greater than values in “Chart 2”, bonding must be improved to the resistance
values in Garmin G500 Bonding Specifications, below.
B. Specifications
The GDU has a metal ground reference back to the G500 remotely mounted units through the metallic
aircraft structure. All LRU bonding measurements must be made with the connector(s) disconnected
from the LRU being measured and the LRUs installed in their racks or mounts.
(1) Requirements
(a) The GDU 620 must be electrically bonded to the instrument panel with a resistance of 20
mV or less. Test from a clean metal spot on back side of GDU to back side of Instrument
Panel.
(b) The GRS 77, GDC 74A, and GMU 44 and any supporting brackets must be electrically
bonded to the aircraft metallic structure that forms the ground plane, with a resistance
between mating surfaces of 2.5 mV or less.
(c) The overall resistance between the following LRUs and the aircraft ground plane must be
10 mV or less:
1) GRS 77 and GDC 74A, test between the unit base and the airframe.
2) GMU 44, test between sensor base and the inspection cover wing skiin mating area.
(d) The overall resistance between the GDU 620 and the aircraft ground plane must be 20 mV
or less.
(e) The resistance between the GTP 59 and the aircraft skin must be 2.5 mV or less.
(f) The overall resistance between the following LRUs and the aircraft ground plane must be
20 mV or less:
1) GNS-430W Radio, test from a clean metal spot on radio to back side of Instrument
Panel.
2) SYSTEM 55X Computer, test from a clean metal spot on AP computer to back side of
Instrument Panel.
Chart 2
Garmin G500 LRU Electrical Bonding test Specifications
LRU Required Resistance (megaohms)
GDU 620 PFD/MFD 40 mV (to instrument panel)

GRS 77 Attitude and Heading Reference System 20 mV (to aircraft ground plane)
GMU 44 Magnetometer 20 mV (to aircraft ground plane)
GDC 74A Digital Air Computer 20 mV (to aircraft ground plane)
GTP 59 OAT Probe 5 mV (to aircraft skin)
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3) KR-87 ADF Receiver, test from a clean metal spot on ADF to back side of Instrument
Panel.
4) GTX-330 Transponder, test from a clean metal spot on Transponder to back side of
Instrument Panel.
(2) Aluminum Surface Preparation
Prepare the aluminum surface for proper bonding as follows:
(a) Clean grounding location with solvent.
(b) Remove non-conductive films or coatings from the grounding location.
(c) Apply a chemical conversion coat such as Alodine 1200 to the bare metal.
(d) Once the chemical conversion coat is dry, clean the area.
(e) Install bonding aluminum tape or equipment at grounding location.
After the bond is complete, if any films or coatings were removed from the surface, reapply a
suitable film or coating to the surrounding area.
5. Garmin G1000 Equipment Electrical Bonding
The following procedure verifies proper electrical bonding for Garmin G1000 system equipment. Perform
when equipment is removed and installed, for troubleshooting, and each 1000 hours.
NOTE: Any area that fails shall be re-bonded and re-tested per AC 43.13-1 latest revision.
A. Required Equipment
A milli-ohmmeter capable of measuring 0.001–1.00 ohms.
B. GRS 77 AHRS
(1) The unit must be installed in rack with connector removed.
(2) Test each AHRS unit between unit base and airframe.
(3) PASS: = < 10 mΩ.
C. GRS 79 AHRS
(2) Test each AHRS unit between unit base and airframe.
(3) PASS: = < 10 mΩ.
D. GDC 74 ADC
(2) Test each ADC unit between unit base and airframe.
(3) PASS: = < 10 mΩ.
E. GDC 72 ADC
(2) Test each ADC unit between unit base and airframe.
(3) PASS: = < 10 mΩ.
F. GMU 44 Magnetometer
(1) Make sure unit is unplugged and secured in mount, mount secured to inspection cover.
(2) Test between the sensor base and inspection cover mating area with wing skin.
(3) PASS: = < 10 mΩ.
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G. GDU 10XX Display Unit (2 ea.)

(1) The Display units must be secured to Instrument Panel with connectors removed.
(2) Test from a clean metal spot on back side of GDU to back of Instrument Panel.
(3) PASS: = < 20 mΩ.
H. GTP 59 OAT Probe
(1) OAT secured to wing skin with harness disconnected.
(2) Test between the OAT probe and a point on airframe approximately two feet away.
(3) Use the nut on the OAT probes as test points.
(4) PASS: = < 2.5 mΩ.
I. SYSTEM 55X Computer
(1) The unit must be installed in rack with connectors removed.
(2) Test from a clean metal spot on AP computer to back side of Instrument Panel.
(3) PASS: = < 20 mΩ.
J. GPS Antennas
(1) GPS antenna secured to airframe with coax cable removed.
(2) Test from the screws to a point on the airframe that is two feet away.
(3) PASS: ≤ 2.5 mΩ.
K. MFD and PFD Racks
(1) Test between the rack and aircraft floor.
(2) PASS: ≤ 10 mΩ.
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CHAPTER
52
Doors
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
52-ii
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 52
CHAPTER CHAPTER


2 Oct 5/16
52-00-00 1 Oct 5/16

2 Oct 5/16
52-10-00 1 Oct 5/16

2 Oct 5/16
3 Oct 5/16
4 Oct 5/16
52-20-00 1 Oct 5/16

2 Oct 5/16
3 Oct 5/16
4 Oct 5/16
52-30-00 1 Oct 5/16

2 Oct 5/16

Oct 5/16
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PAGE 2
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chapter 52 - Doors
TABLE OF CONTENTS
General 52-00-00 1
Description 1
Door Snubber Seals - Replacement 1
Replacement 1
Installation 1
Passenger / Crew 52-10-00 1

Door 1
Removal 1
Installation 1
Adjustment 1
Door Lock Assembly 1
Removal 1
Installation 1
Door Latch Mechanism 1
Removal 1
Installation 1
Adjustment 3
Door Auxiliary Latch 3
Removal 3
Installation 3
Adjustment 3
Emergency Exit 52-20-00 1

Emergency Exit 1
Removal 1
Installation 1
Testing 3
Cargo 52-30-00 1
Baggage Door 1
Removal 1
Installation 1
Baggage Door Lock Assembly 1
Removal 1
Installation 1
Baggage Door Hinge 2
Removal 2
Installation 2
Baggage Door Seal 2

Oct 5/16
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PAGE 2
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MAINTENANCE MANUAL
General
1. Description
This airplane is configured with a single passenger/crew door on the right side of the fuselage, over the
wing. Access to the baggage compartment is through a small door also on the right side, just aft of the
wing. Emergency egress is assisted by an emergency exit incorporated into the pilot’s left window.
2. Door Snubber Seals - Replacement
Door snubber seals are incorporated into the door jamb to improve door sealing.
Note: If existing seal is torn or badly deteriorated, it should be replaced. If seal is loose or bond is
“marginal’’, it should be re-bonded. Adhesives listed below are recommended for re-bonding:
3M EC 1300L (Preferred)
Proco Adhesive 6205-1
Scotch Grip 2210
A. Replacement
(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”.
(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. Installation
(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 “Figure 1”.
(3) Apply adhesive to door jamb as shown in “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.
(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.
52001 52-00-00 PAGE 1

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Door Snubber Seal Installation

Figure 1
PAGE 2
Oct 5/16 52-00-00 52002
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Passenger / Crew
1. Door
See “Figure 1”.
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 acquire the proper vertical adjustment of the door, insert the necessary washer combination
between the cabin door hinge and fuselage bracket assembly.
(2) Additional adjustments may be made by tapping out the serrated door hinge bushings and
rotating them to obtain the hinge centerline location that will provide proper door fit.
(3) To ensure long life of door seals and improve sealing characteristics, lubricate with a dry
lubricant in a spray can.
2. Door Lock Assembly
A. Removal
(1) Remove the door trim upholstery by removing the attachment screws.
(2) Loose the nut on the lock assembly and remove the lock by turning it sideways.
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.
3. Door Latch Mechanism
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.
52101 52-10-00 PAGE 1

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Cabin Door Installation

Figure 1
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C. Adjustment
To adjust the door latch, loosen the screws on the striker plate, make necessary adjustment, and
retighten the screws.
4. Door Auxiliary Latch
A. Removal
(1) Remove the latch assembly by removing the two handles.
(2) Remove six screws holding the pan on the inside of the door.
(3) Remove the pan and pull the latch assembly through the opening on the door.
B. Installation
(1) Place the latch assembly into position for installation.
(2) Replace the pan and install the six screws and handles.
(3) Check latch assembly for operation and be certain that it is free of rubbing on the trim panels.
C. Adjustment
(1) To adjust the door auxiliary latch remove the two screws from the latch plate found at the top of
the door opening.
(2) Remove the plate and turn the loop assembly in or out to make necessary adjustments.
(3) Replace the latch plate and secure with the two attachment screws.
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PAGE 4
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Emergency Exit
Emergency Exit
A. Removal
(1) Remove the safety wire securing the lock handle and push the handle forward to unlock the exit.
CAUTION: Do not push door open more than four inches beyond the bottom
door sill or the top rear skin or the door will be damaged.
(2) Carefully push outward along the bottom of the door until the door just clears the door sill, and
slowly shift the door back and forth out of the top of the fuselage skin.
(3) Clean all old sealant from around the exit opening and exit assembly.
B. Installation
(1) Before installation inspect:
(a) Emergency door latch rod assembly welds for cracks.
(b) Forward and aft emergency door latch arm assembly and hardwear (nut, pin, and cotter pin)
for wear.
(2) Inside the door frame apply Lubriplate around both fore and aft latch tubes.
(3) Ensure that all gaps and holes between the sills and longeron are filled with polyurethane,
urethane, acrylic, or polysulfide sealant (See “Figure 1”.).
(4) Ensure that neoprene seal is securely bonded to the emergency exit assembly.
(5) Cover the contacting surfaces of the assembly with vinyl film. (See Note 3, “Figure 1”.)
(6) Insert the bottom edge of the exit assembly over the longeron, then push in on the top and
sides until it is properly seated. With the assembly seated, push the lock handle aft to lock the
assembly in place. Safety the handle in place with tinned copper wire AWG 26, .0159 dia. wire.
Note: Verify that the Emergency Exit Door Assembly is securely installed as follows:
(a) Remove the top row of screws that fasten the cockpit panel assembly (i.e., the
interior panel) to the airframe directly below the Emergency Exit Door Assembly.
Apply gentle hand pressure near the forward lower corner of the Emergency Exit
Door Assembly and carefully lift the cockpit panel assembly inboard a few inches,
to gain access to the forward Emergency Door Latch Arm Assembly.
(b) Apply finger pressure to the forward Emergency Door Latch Arm Assembly, as
needed, to achieve full engagement over the frame-mounted striker. Verify that
the Emergency Door Latch Rod Assembly is straight, with no bows or deflections.
(c) Reinstall all screws that were removed for this inspection.
(7) After installation, ensure there are no gaps between the emergency door latch arm and the
frame mounted striker plate.
(8) When exit is secured in place, add sealant around perimeter of door and trim any excess vinyl
film from inside and outside of the unit.
(9) Test the latch mechanism per Testing, below, for operation prior to applying any sealant around
the door.
(10) Fill all gaps around the outside of the emergency exit and fuselage with sealant.
(11) Check for water leaks by spraying water over the emergency exit and window assembly.
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Emergency Exit Installation

Figure 1
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C. Testing
(1) Remove the side panel access cover to the emergency release handle.
(2) Attach a calibrated spring scale 1.0 inch from the top of the handle.
(3) With the scale reading the force applied, rotate the handle forward to an angle of 45°. The force
required to rotate the handle shall be 20 pounds minimum, 30 pounds maximum.
(4) Remove the spring scale and rotate the handle sufficiently to completely disengage the latch
mechanism.
Note: There should be no noticeable increase in force to finish rotating the handle after
performing the last procedure.
CAUTION: Do not push door open more than four inches beyond the bottom
door sill or the top rear skin or the door will be damaged.
(5) Sitting in the pilot’s seat, carefully push outward along the bottom of the door. The force
required to cause door to move should not exceed 40 pounds maximum.
(6) Push the door just clear of the door sill and wiggle it down out of the overlapping top skin.
(7) After testing door, reinstall per Steps (1) thru (6) and (8) thru (9) under Installation, above.
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PAGE 4
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Cargo
1. Baggage Door
See “Figure 1”.
A. Removal
With the door open remove the hinge pin from the hinge and remove the door.
B. Installation
Place the door in position so that the hinge halves are properly matched and install the hinge pin. It
will not be necessary to replace the hinge pin with a new pin if it is free of bends and wear.
2. Baggage Door Lock Assembly
A. Removal
(1) With the door open remove two screws securing the access plate, remove the access plate.
(2) Remove the nut from the back of the lock assembly with the use of a special wrench. (This tool
may be fabricated from the dimensions given in Figure 1.)
(3) Remove the lock assembly through the front of the door.
B. Installation
(1) Place the lock into position for installation.
(2) Install the nut on the lock assembly and tighten with the use of a special wrench.
(3) Install access plate and secure with two screws.
Fabricated Tool for Baggage Door Lock

Figure 1
52301 52-30-00 PAGE 1

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MAINTENANCE MANUAL
3. Baggage Door Hinge

A. Removal
(1) Remove the door from the airplane as described in Baggage Door - Removal, above.
(2) Remove the hinge half from the airplane or door by drilling out the rivets and removing the hinge.
B. Installation
(1) Place the hinge halves together and install the hinge pin.
(2) Install the door into the closed position and drill the two end rivet holes and install the rivets.
(3) Operate the door and check for proper fit and installation. Drill the remaining holes and install
the rivets.
4. Baggage Door Seal
A. Use Carboline Neoprene adhesive #F1 to cement seals to baggage door.
B. Locate area for seals , clean and dry, apply neoprene to baggage door.
C. Ensure that neoprene seal is securely bonded to the baggae door.
D. Test the latch mechanism for operation.
PAGE 2
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CHAPTER
53
Fuselage
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PAGE 2
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Chapter 53 - Fuselage
TABLE OF CONTENTS
Nose 53-10-00 1
Nose Cone 1
General 1
100-Hour Nose Cone Spar Assembly Inspection 1
Main 53-20-00 1
Aft Wing Attach Fittings 100 Hour Inspection 1
Aft Wing Attach Fittings Replacement 3
Removal 3
Installation 3

Oct 5/16
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PAGE 2
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Nose
Nose Cone
A. General
The nose cone assembly is comprised of an outer skin, ribs, spars, attachment hardware. The
combustion heater, battery, brake reservoir and other items are mounted within the nose cone.
B. 100-Hour Nose Cone Spar Assembly Inspection
In S/N’s 4496001 through 4496007, for airplanes with the original left and right nose cone spar
assemblies still installed, each 100 hours time-in-service conduct the following inspection.
NOTE: Installation of both of the improved nose cone spar assemblies, P/N 86444-800 (LEFT) and
86444-802 (RIGHT), relieves this 100-hour repetitive inspection requirement.
(1) Place the aircraft on jacks per 7-10-00.
(2) Remove necessary hardware to open nose cone.
(3) Remove nose wheel cover.
NOTE: Inspection of the outboard side of the right spar assembly will require the partial
removal of the heater assembly. See 21-40-00.
(4) For both the right and left nose gear support fittings (Item 12, Figure 2, 32-20-00):
(a) remove the lower aft AN4-6A bolts and related hardware; and,
(b) remove the upper forward MS24694-010 bolts and related hardware.
(5) Through the access opening in the floorboard, remove the primer and clean the surface in the
area surrounding the bolt attachment holes in the reinforcing angles as shown in “Figure 1”.
Nose Cone Spar Assembly Inspection

Figure 1
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MAINTENANCE MANUAL
(6) Using a borescope with a minimum 3X magnification, inspect the area around the attachment
holes for cracks; specifically, at the bottom outside edge of the washer that is installed under the
self-locking nut.
(7) If cracks are present, then a complete replacement of the nose cone spar assembly is required.
(8) Install improved nose cone spar assemblies P/N 86444-800 (LEFT) and/or 86444-802 (RIGHT)
as required.
NOTE: Installation of both of the improved nose cone spar assemblies, above, relieves this
100-hour repetitive inspection requirement.
(9) If no cracks are detected:
(a) Clean all bare metal areas with isopropyl alcohol per Federal Specification TT-I-735 or
equivalent, or acetone per ASTM Specification D-329 or equivalent.
(b) Prime with zinc chromate primer per Federal Specification TT-P-1757 or equivalent and
allow primer to dry.
(c) Reinstall the attachment hardware, heater assembly, nose wheel cover and close the
nose cone.
(10) Verify gear are down and locked and remove the aircraft from the jacks.
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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.
(a) Remove rear seats and the rear floorboard.
(b) Remove interior mouldings and carpet as necessary.
(c) Remove the carpet from the baggage area floor and remove the two access panels in the
baggage area floor.
Aft Wing Attach Fittings

Figure 1
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MAINTENANCE MANUAL
(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 found, proceed as follows:
1) If corrosion is superficial and there is no metal flaking and/or pitting, clean and paint
fittings, using a good quality aircraft primer.
2) If serious corrosion is found, consult the Piper Illustrated Parts Catalog (P/N 761-891)
for replacement part numbers and obtain and install new parts before next flight. See
Aft Wing Attach Fittings Replacement, below.
3) Upon completion of the inspection and after replacement or refurbishment of fittings,
treat the aft attach fittings area using DINOL AV 8 corrosion compound (P/N 89500-
800). The treatment may be brushed or sprayed.
(3) Inspect insulation in and around the rear fittings.
(a) If insulation is wet or matted down where it has been wet, it will be necessary to replace
this insulation and it will be necessary to inspect all windows, doors, and exterior panels
leading to the cabin.
1) Check door seals for deterioration, cracks, and voids in adhesive.
2) Check window seals for voids, cracks, and deterioration.
3) Perform a leak check with water to determine where the water is entering. Cure all leak
paths before continuing these instructions.
4) Consult the Piper Illustrated Parts Catalog (P/N 761-891) 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.
(4) Locate the two 0.191 inch drain holes, one beneath each rear attach fitting, in the bottom
fuselage skin and ensure each is clean and free of obstruction.
(5) Re-install floorboards, seats, interior panels, and other articles previously removed. Perform a
functional test of any system or component that may have been interrupted or removed.
PAGE 2
Oct 5/16 53-20-00 53202
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2. Aft Wing Attach Fittings Replacement

NOTE: The following is basic guidance. More extensive disassembly may be required to remove the
rear attach fitting(s). Thoroughly access the job before beginning to determine if additional steps
or parts may be required. Consult the Piper Illustrated Parts Catalog (P/N 761-891) for
additional parts as required.
A. Removal
(1) Remove electrical power from aircraft by disconnecting the battery.
(2) Place jacks under wings and tail - tie down to stabilize aircraft.
(3) Remove seats, removable floorboards and interior panels necessary to gain access to the rear
wing attach fittings.
(4) On left side, remove bus bar assembly from spar.
(5) If necessary, drill off cargo compartment floor and remove from aircraft.
NOTE: If both fittings are to be changed, remove and replace one fitting at a time.
(6) Remove bolt from wing rear spar and fuselage attach fitting.
(7) Carefully drill out the rivets that attach the fitting to the spar.
(8) With all the rivets removed, remove wing attach fitting from the aircraft. Discard fitting.
(9) Clean and inspect the areas that were under bracket for any signs of corrosion.
(a) If corrosion is found, repair or replace parts as necessary. Coat the area with primer and
allow to dry.
(b) If no corrosion is found, coat the area with primer. Allow time to dry.
B. Installation
(1) Install new wing attach fitting and align rivet holes. It may be necessary to ream open the bolt
hole to proper size. The hole is close tolerance and should be .3745 / .3765 (3/8) inch. Replace
attach fitting bolt should there be any sign of wear or corrosion.
(2) Re-rivet wing attach fitting into place with appropriate fasteners.
NOTE: For hard to reach areas. it is permissible to replace the existing MS20470AD-5 rivets
with Hi Lok fasteners. Use HL30-5 with HL-94 Hi Lok collars. Torque to 15 to 25 inch
lbs. Observe standard practices for use of Hi Lok fasteners.
(3) Install wing spar and fuselage attach bolt per 57-40-00, Figure 1.
(4) Seal edges of attach fittings with PRC PR1422 (or equivalent) before installing interior.
(5) Complete same process to the opposite side.
(6) Reinstall cargo door floorboard and interior and seats.
(7) Connect battery and check for operation.
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CHAPTER
55
Stabilizers
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PAGE 2
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Chapter 55 - Stabilizers
TABLE OF CONTENTS
General 55-00-00 1
Description 1
Repairs 1
Control Surface Balancing 1
Checking Balance 1
Balancing Equipment 2
Stabilator and Tab 55-20-00 1

Stabilator 1
Removal 1
Installation 1
Balancing 3
Stabilator Trim Tab 4
Removal 4
Installation 4
Skin Bead Repair 5
Vertical Stabilizer 55-30-00 1

Vertical Fin 1
Removal 1
Installation 1
Rudder and Tab 55-40-00 1

Rudder 1
Removal 1
Installation 1
Balancing 4
Rudder Trim Tab 5
Removal 5
Installation 5

Oct 5/16
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MAINTENANCE MANUAL
PAGE 2
PA-44-180, SEMINOLE
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General
This chapter describes removal, installation, and specific, limited, repair procedures for the stabilator.
Note: When torquing structural assemblies, use standard torque values as found in Chart 2, 91-10-00,
unless otherwise stated in this chapter.
1. Description
The all metal empennage group is a full cantilever design consisting of a stabilator, vertical stabilizer (fin),
and rudder. The stabilator has a trim tab attached that is controllable from the cockpit. The stabilator also
incorporates a one channel main spar that runs the full length of the stabilator and hinges to the aft spar
assembly of the vertical fin.
NOTE: The Seminole Parts Catalog, P/N 761-891, provides detailed views of the individual structural
components.
All exterior surfaces are coated with enamel or acrylic lacquer. As an option the airplane may be completely
primed with zinc chromate or equivalent.
2. Repairs
WARNING: NO access holes are permitted in any control surfaces.
WARNING: The use of patch plates for repairs of all movable control surfaces is
prohibited. The use of any filler material normally used for repair of
minor dents and/or materials used for filling the inside of surfaces is
Structural repair methods used must be in accordance with FAA Advisory Circular 43.13-1, latest revision.
Specific, limited, repair procedures for control surface skins are authorized herein in 55-20-00 and
57-50-00. See also 51-70-00.
3. Control Surface Balancing
A. Checking Balance
The movable control surfaces have been statically balanced at the time of installation at the factory
and normally should not require rebalancing. Where possible the control surfaces were set with the
balance weight on the heavy side of the limits, to permit limited repair or paint touch‑up without
adjusting the balance weight. It should be noted however, that spare control surfaces are delivered
unpainted and the static balance will not necessarily fall within the limits provided, especially on
stabilators and rudders. All replacement control surfaces, or surfaces that have been repainted or
repaired, should be rebalanced when completed according to the procedures and limits given in
55-20-00 (Stabilator) or 55-40-00 (Rudder), as applicable.
Before balancing any control surface, it must be complete and in its final flight configuration as
specified under Balancing Equipment, below.
If optional equipment is added or removed after balancing, the control surface must be rebalanced.
During balancing, trim/servo tabs must be maintained in their neutral positions.
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MAINTENANCE MANUAL
B. Balancing Equipment
Balancing must be done using a suitable tool capable of measuring unbalance in inch-pounds from
the centerline of the control surface hinge pin. See the tool configuration in “Figure 1”. Other tool
configurations may be used if accuracy is maintained and recalibration capability is provided.
To use this tool:
(a) Ensure that the control surface is in its final Flight configuration. Static wicks, trim tabs, trim
tab push-pull rod and control surface tip (as applicable) should be installed. The surface
should be painted, decals should be installed, and trim/servo tabs should be in the neutral
position.
Note: Because paint is a considerable balance factor, it is recommended that existing
paint be removed prior to repainting a control surface.
(b) Place hinge bolts through control surfaces and place control surface on a holding fixture.
(c) Calibrate the tool.
1) Avoiding rivets, place the balancing tool on the control surface with the tool’s hinge
centerline directly over the hinge line of the control surface.
2) Adjust the movable trailing edge support to fit the width of the control surface. Tighten
the set screw on the trailing edge support.
3) Adjust the trailing edge support vertically until the beam is parallel with the control
surface chord line.
4) Remove the tool from the control surface and balance the tool itself by adding or
removing nuts or washers from the beam balancing bolt. When balancing the tool, the
movable weight must be at the bar’s hinge centerline.
(d) After balancing the tool, reattach it to the control surface as shown in the applicable
control surface balancing illustration. Keep the beam positioned 90° from the control surface
hinge line.
(e) Determine balance of control surface by sliding movable weight along the balance beam.
(f) Read the scale when the bubble level has been centered. Multiply by three to determine
inch-lbs. (I.E. - Since the movable weight weighs three pounds, every inch it is moved from
the center of the beam equals three inch‑lbs of force.)
PAGE 2
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Control Surface Balancing Tool

Figure 1
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PAGE 4
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Stabilator and Tab
Caution: Control surface skins must be replaced if they sustain damage

OR exhibit cracks. limited repairs to STABILATOR BOTTOM skins are
authorized only as provided in this manual.
1. Stabilator
See “Figure 1”.
A. Removal
CAUTION: At each removal of the stabilator, conduct attach Brackets
corrosion control inspection, below.
(1) Remove the fin tip attachment screws and disconnect the light at quick disconnect then remove
tip assembly.
(2) Disconnect trim push rod and push rod attached to stabilator balance weight arm.
(3) Remove balance weight arm from stabilator by removing attachment bolt at the forward and aft
arm mounting fitting.
(4) Remove the two hinge bolts at the pivot points and remove the stabilator.
(5) Reinstall the stabilator in reverse of removal instructions.
(6) Check attaching hardware for proper installation.
B. Installation
WARNING: If the stabilator has been replaced, repainted, or repaired as
authorized in this manual, or the trim tab has been replaced or
repainted; the stabilator must be balanced before installation.
See balancing, below.
(1) Insert the stabilator in position and insert the two hinge bolts at the pivot points.
(2) Attach balance weight arm to stabilator by inserting attachment bolt at the forward and aft arm
mounting fitting.
(3) Connect trim push rod and push rod attached to stabilator balance weight arm.
(4) Insert the fin tip attachment screws and connect the light at quick connect then attach tip
assembly.
(5) Check attaching hardware for proper installation.
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Stabilator Installation
Figure 1
PAGE 2
Oct 5/16 55-20-00 55202
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Balancing Stabilator
Figure 2
C. Balancing
(PIR-PPS50011-2, Rev. K.)
See “Figure 2”.

Note: Read Control Surface Balancing in 55-00-00 before proceeding.
To balance stabilator, assembly must be complete including trim tab, tab pushrod and end bearing,
stabilator tips, all attaching screws, and in its final flight configuration as described in Balancing
Equipment under Control Surface Balancing in 55-00-00. 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 under Control Surface Balancing in 55-00-00. 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 in “Figure 2”, 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.
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2. Stabilator Trim Tab

See “Figure 1”.
A. Removal
(1) Disconnect the trim push rod from the trim horn.
(2) Remove the hinge pins and remove the trim tab.
B. Installation
(1) Using new hinge pins, insert the trim tab in position and insert the hinge pins.
(2) Connect the trim push rod to the trim horn.
PAGE 4
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TYPICAL BEAD
0.5 INCH MAX.
0.25 INCH
FORE AND AFT
TYPICAL CRACK
CONTROL SURFACE SKIN
CRACK LIMIT LINE
Skin Bead Repair

Figure 3
3. Skin Bead Repair

EXHIBIT CRACKS. LIMITED REPAIRS TO stabilator bottom SKINS ARE AUTHORIZED
A. Limitations
NOTE: These repairs are authorized only as a temporary measure until replacement parts (i.e. -
skins) can be obtained and installed.
Repair of minor cracks in stabilator control surface skins only is authorized, but limited as follows:
(1) Cracks of no more that 0.5 inch at the ends of the skin stiffening beads;
(2) No more than two cracks per surface side.
(3) Cracks are limited to either end of a bead (See “Figure 3”), but not on the same bead;
(4) Bead crack repairs on top surface stabilator skins are not authorized.
B. Procedure
Only cracks confined to the bead end area shown in “Figure 3” may be repaired.
(1) Cracks 0.5 inch long or less may be repaired by stop drilling;
(2) Stop drill the extreme ends of the crack with a #50 (0.070) drill.
Note: Cracks stop drilled once cannot be stop drilled again, should crack growth continue.
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PAGE 6
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Vertical Stabilizer
Vertical Fin
A. Removal
(1) Remove the fin tip, tail fairing, dorsal fin at the forward edge of the fin. Disconnect upper and
lower tail lights at the quick disconnects.
(2) Separate the stabilator trim cable, rudder trim cable and rudder cable at the turnbuckles and
remove the cables.
(3) Remove the rudder per removal instructions.
(4) Remove the stabilator per removal instructions.
(5) Disconnect the antenna wire from the antenna assembly, attach a fishing line to the antenna
cable before removing it from the fin conduit.
(6) Remove stabilator control push rod from the fin by disconnecting attachment hardware at the
balance weight arm and at bellcrank.
(7) Remove the two bolts at the leading edge of the fin.
(8) Remove the bolts which secure the fin spar to the aft bulkhead. Remove the fin.
B. Installation
(1) Place the fin in position and insert the bolts which secure the fin spar to the aft bulkhead.
(2) Attach the two bolts at the leading edge of the fin.
(3) Attach stabilator control push rod to the fin by connecting attachment hardware at the balance
weight arm and at bellcrank.
(4) Connect the antenna wire from the antenna assembly, remove the fishing line to the antenna
cable after attaching it to the fin conduit.
(5) Attach the stabilator per Stabilator - Installation, 55-20-00.
(6) Install the stabilator trim assembly and aft trim cable per instructions given in Stabilator Trim
Controls - Aft Assembly - Installation, 27-30-00.
(7) Attach the rudder per Rudder - Installation, 55-40-00.
(8) Rig and adjust the rudder and trim control cables as specified in 27-20-00 and 27-30-00,
respectively.
(9) Install the fin tip, tail fairing, dorsal fin at the forward edge of the fin. Connect upper and lower
tail lights at the quick disconnects.
(10) Check the operation of the radios and electrical lights.
(11) Check all bolts for safety.
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Vertical Stabilizer Installation

Figure 1
PAGE 2
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Rudder and Tab
Caution: Control surface skins must be replaced if they sustain damage OR

exhibit cracks.
1. Rudder
See “Figure 1”.
A. Removal
(1) Remove the fairing.
(2) Disconnect the trim push rod link assembly from the ruddder trim screw jack by removing the
bolt, washers, steel bushing, and nut.
(3) Disconnect the rudder cables at the turnbuckles within the fuselage tail section and disconnect
the cable from the rudder sector.
(4) While supporting the rudder, remove the hinge bolts and remove the rudder from the fin.
B. Installation
WARNING: If the rudder has been replaced or repainted, as authorized in this
manual, or the trim tab has been replaced or repainted, the rudder
must be balanced before installation. See balancing, below.
(1) While supporting the rudder, install the hinge bolts and attach the rudder to the fin.
(2) Connect the rudder cables at the turnbuckles within the fuselage tail section and connect the
cable to the rudder sector in accordance with Rudder - Rigging and Adjustment, 27-20-00.
(3) Connect the trim push rod link assembly to the rudder trim screw jack with the bolt, washers,
steel bushing, and nut. Torque 20–25 in.-lbs.
(4) Install the fairing. Tighten screws sufficiently to make screw head flush without buckling the
plastic.
(5) Check cable tension if disturbed.
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Rudder Installation
PAGE
PAGE 12
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Rudder Installation
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Balancing Rudder
Figure 2
C. Balancing
See “Figure 2”.
To balance rudder, assembly must be complete including sector assembly bottom fairing, and in its
final flight configuration as described in Balancing Equipment under Control Surface Balancing in 55-
00-00. 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 Balancing Equipment under “3. Control Surface Balancing” in 55-00-00.
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:
(1) Nose Heavy: This condition is highly improbable; recheck calculations and measurements.
(2) 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.
PAGE
PAGE 14
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2. Rudder Trim Tab

See “Figure 1”.
A. Removal
(1) Disconnect the trim push rod.
(2) Remove the hinge pin and remove the trim tab.
B. Installation
(1) Place the trim tab in position and install a new hinge pin.
(2) Connect the trim push rod.
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CHAPTER
56
Windows
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CHAPTER 56
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PAGE 2
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Chapter 56 - Windows
TABLE OF CONTENTS

Windshield 1
Removal 1
Installation 1
Emergency Exit Window 3
Removal 3
Installation 3
Passenger Compartment 56-20-00 1

Side Windows 1
Removal 1
Installation 1

Oct 5/16
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PAGE 2
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MAINTENANCE MANUAL
Flight Compartment
1. Windshield
See “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.
56101 56-10-00 PAGE 1

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Windshield Installation (Typical)

Figure 1
PAGE 2
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2. Emergency Exit Window

A. Removal
See “Figure 2”.
The airplane is equipped with a single pane window installed in the emergency exit door located on
the left side of the pilot’s seat. For removal and installation of the emergency exit see 52-20-00.
Note: A damaged window will require removal of the emergency exit door from the fuselage. If
possible the damaged window should be saved to provide a pattern for shaping the new
window.
(1) Remove the molding and retainer from around the window by removing attaching screws and
rivets.
(2) Carefully remove the damaged window from the frame.
(3) Remove old tape and sealer from window frame and molding.
B. Installation
(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 (see 91-10-00, Chart 10, Tape
- Vinyl Foam, Type 2), 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 (see 91-10-00, Chart 10, Sealant -
Airframe and Component) 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.
Reinstall rivets.
(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.
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Emergency Exit Window

Figure 2
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Passenger Compartment
Side Windows
See Figure 1.
These airplanes are equipped with single-pane side windows.
A. Removal
(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
(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
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
57-ii
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 57
CHAPTER CHAPTER


2 Oct 5/16
57-00-00 1 Oct 5/16

2 Oct 5/16
57-10-00 1 Oct 5/16

2 Oct 5/16
3 Oct 5/16
4 Oct 5/16
57-20-00 1 Oct 5/16

2 Oct 5/16
57-40-00 1 Oct 5/16

2 Oct 5/16
3 Oct 5/16
4 Oct 5/16
5 Oct 5/16
6 Oct 5/16
7 Oct 5/16
8 Oct 5/16
9 Oct 5/16
10 Oct 5/16
57-50-00 1 Oct 5/16

2 Oct 5/16
3 Oct 5/16
4 Oct 5/16
5 Oct 5/16
6 Oct 5/16
7 Oct 5/16
8 Oct 5/16
9 Oct 5/16
10 Oct 5/16

Oct 5/16
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PAGE 2
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Chapter 57 - Wings
TABLE OF CONTENTS
General 57-00-00 1
Description 1
Repairs 1
Main Frame 57-10-00 1

Wing Rib Assembly W.S. 49.25 1
100 Hour Wing Rib Inspection 2
500 Hour Wing Rib Inspection 2
Auxiliary Structure 57-20-00 1

Wing Tip 1
Removal 1
Installation 1
Repair 1
Attach Fittings 57-40-00 1

Wing 1
Removal 1
Installation 4
Wing Aft Spar-to-Fuselage Attachment Hardware 100 Hour Inspection 6
Wing Aft Attach Fitting Inspection 7
Inspection 7
Structural Repair 7
Corrosion Protection 9
Flight Surfaces 57-50-00 1

Ailerons 1
Removal 1
Installation 1
Balancing Aileron 4
Skin Bead Repair 6
Aileron Skin Replacement 7
Wing Flap 10
Removal 10
Installation 10

Oct 5/16
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PAGE 2
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General
1. Description
Each wing panel is an all metal, full cantilever, semi-monocoque type structure with removable tips and
access panels. Attached to each wing are the aileron, flap, main landing gear and powerplant. Installed in
each engine nacelle is a bladder type fuel tank with a capacity of 54 U.S. gallons each or a total capacity
of 108 U.S. gallons. The wings are attached to each side of the fuselage by inserting the butt ends of the
main spars into a spar box carry through. The spar box is an integral part of the fuselage structure which
provides, in effect, a continuous main spar with splices at each side of the fuselage. There are also fore and
aft attachments at the front and rear spars.
Note: The major subassemblies of the wing may be removed individually or the wing may be removed
as a unit. To remove a wing, a fuselage and wing supporting cradle is required.
2. Repairs
WARNING: No access holes are permitted in any control surface.
WARNING: use of patch plates for repairs of all movable control surfaces is
prohibited. Use of any filler material normally used for repair of
minor dents and/or materials used for filling the inside of surfaces is
Structural repair methods used must be in accordance with FAA Advisory Circular 43.13-1, latest
revision. Specific, limited, repair procedures for control surface skins are authorized herein in 57-50-00.
See also 51-70-00.
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Main Frame
Wing Rib Assembly W.S. 49.25

The left and right rib assemblies, factory installed in S/N’s 4496001 thru 4496219, aft of the main spar at
W.S. 49.25 can, under certain conditions, crack. The cracking is typically observed vertically along the
bend radius of the flange common to the main spar and the main landing gear side brace attach fitting
(see “Figure 1”). Accordingly, in S/N’s 4496001 thru 4496219 only, perform the following inspections at the
intervals indicated:
Note: Installation of Kits No. 767-397 (LH) and 767-398 (RH), confirmation of existing rib assemblies
stamped with Date Code 8313 (see “Figure 2”) or higher, installation of new rib assemblies with
Date Code 8313 or higher, or any combination of the above will eliminate the following 100 hour
and 500 hour repetitive inspection requirements.
Wing Rib Inspection (W.S. 49.25)

Figure 1
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A. 100 Hour Wing Rib Inspection

In S/N’s 4496001 thru 4496219 only, for airplanes which have not installed Kits No. 767-397 (LH)
and 767-398 (RH), or do not have rib assemblies at W.S. 49.25 stamped with Date Code 8313 (see
Figure 2) or higher, each 100 hours time-in-service:
(1) Place the airplane on jacks per 7-10-00.
(2) In both the right and left wings:
(a) Inspect the Aft Rib Assembly at W.S. 49.25 for any evidence of cracks (see “Figure 2”.)
(b) Inspection shall be limited to a visual examination.
(c) Inspect the exposed (upper half) portion of the bend radius of the flange common to the
Aft Rib Assembly and the Main Spar Web.
(3) If any crack is detected visually, proceed to a more detailed examination.
(a) Remove the Main Landing Gear Side Brace, by removing the five (5) bolts that fasten it to
the wing structure. Retain hardware for reassembly.
(b) Inspect the cracked Rib Assembly in the bend radius of the flange common to the Main
Spar Web, using dye penetrant inspection techniques, to determine the full extent of crack
propagation.
(c) Determine if trimming, as shown in “Figure 1”, will remove all the material affected by the
crack.
1) If so, install the appropriate kit (see above).
2) If this cannot be accomplished, replace the cracked Rib Assembly.
(4) If no cracks are detected, reassemble/reinstall any parts or components previously removed.
(5) Verify proper functioning of landing gear.
(6) Verify gear are down and locked and remove airplane from jacks.
(7) Make an appropriate logbook entry.
B. 500 Hour Wing Rib Inspection
In S/N’s 4496001 thru 4496219 only, for airplanes which have not installed Kits No. 767-397 (LH)
and 767-398 (RH), or do not have rib assemblies at W.S. 49.25 stamped with Date Code 8313 (See
Figure 2) or higher, each 500 hours time-in-service:
(1) Place the airplane on jacks per 7-10-00.
(2) In both the right and left wings:
(a) Remove the Main Landing Gear Side Brace, by removing the five (5) bolts that fasten it to
the wing structure. Retain hardware for reassembly.
(b) Inspect the Rib Assembly for evidence of cracks in the bend radius of the flange common
to the Main Spar Web (as show in “Figure 1”), using dye penetrant inspection techniques.
(3) If a crack is detected, identify the path of the propagation, and determine if trimming, as shown
in “Figure 2”, will remove all the material affected by the crack.
(a) If so, install the appropriate kit.
(b) If this cannot be accomplished, replace the cracked Rib Assembly.
(4) If no cracks are detected, reassemble/reinstall any parts or components previously removed.
(5) Verify proper functioning of landing gear.
(6) Verify gear are down and locked and remove airplane from jacks.
(7) Make an appropriate logbook entry.
PAGE 2
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Wing Rib Assembly Marking

Figure 2
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Auxiliary Structure
Wing Tip
A. Removal
(1) Remove the screws holding the wing tip to the wing, being careful not to damage the wing or
wing tip.
(2) Pull off the wing tip far enough to disconnect the landing light and navigation and strobe light wire
assemblies. Be sure to unscrew the ground lead at the wing rib.
(3) 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
(1) 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.
(2) 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
See 51-70-00.
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Attach Fittings
1. Wing
NOTE: The major subassemblies of the wing may be removed individually or the wing may be removed
as a unit. To remove a wing, a fuselage supporting cradle is required
A. Removal
(1) Disconnect the battery.
(2) Close the fuel valve and drain the fuel from the wing to be removed. (Refer to Draining Fuel
System, 12-10-00.)
(3) Drain the brake lines and reservoir. (Refer to Draining Brake System, 12-10-00.)
(4) Remove the engine from the wing to be removed. (Refer to Removal of Engine, 71-10-00.)
(5) Drain the hydraulic lines of the landing gear of the wing to be removed by separating the lines
and elbows at the actuating cylinder.
(6) Remove the seal at the wing root and adjacent access plates and inspection panels.
(See Access Plates and Panels, 6-00-00).
(7) Remove the front and back seats from the airplane.
(8) Expose the spar box and remove the side trim cockpit panel assembly that corresponds with
the wing being removed.
(9) Place the airplane on jacks. (Refer to Jacking, 7-10-00.)
(10) Disconnect the aileron balance and control cables at the turnbuckles that are located within the
fuselage aft of the spar.
Note: To help facilitate reinstallation of control cables, power plant controls, and fuel and
hydraulic lines, mark cable and line ends in some identifying manner and attach a line
where applicable to cables before drawing them through the fuselage or wing.
(11) If the left wing is being removed, remove the cotter pin from the pulley bracket assembly to
allow the left aileron balance cable end to pass between the pulley and bracket.
(12) Disconnect the flap from the torque tube by extending the flap to its fullest degree and
removing the bolt and bushing from the bearing at the aft end of the control rod.
CAUTION: To prevent damage or contamination of fuel, hydraulic and
miscellaneous lines, place a protective cover over the line
fittings and ends.
(13) Disconnect the fuel line at the fitting located inside of the wing by removing the access panel
on the forward inboard portion of the wheel well and reaching through to the fuel line coupling.
(14) Remove the clamps that are necessary to release the electrical harness assembly. Disconnect
the leads from the terminal strip by removing the cover and appropriate nuts and washers.
(15) With the appropriate trim panel removed, disconnect the hydraulic brake line at the fitting
located within the cockpit at the leading edge of the wing.
(16) Disconnect the landing gear hydraulic lines at the fittings aft of the spar and within the
fuselage.
(17) If the left wing is being removed, it will be necessary to disconnect pitot and static tubes at the
elbows located within the cockpit at the wing butt line.
(18) Arrange and put in place a suitable fuselage cradle and supports for both wings.
(19) Remove the wing jacks.
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Wing Installation
PAGE 2
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Wing Installation
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(20) Remove the front and rear wing spar to fuselage attach nuts, washers and bolts. Discard nuts.
NOTE: Note the number and placement of washers at each attach point to facilitate
reinstallation.
WARNING: DO NOT DRIVE OUT SPAR TO FUSELAGE ATTACH BOLTS. TAKE EXTREME
CARE NOT TO DAMAGE BOLTS OR BOLT HOLES. NUMBER BOLTS AND BOLT
HOLES TO ENSURE THAT, IF REUSED, THE SAME BOLTS ARE REINSTALLED
IN THE SAME HOLES.
(21) For the wing(s) being removed, remove the twenty-two (22) main spar to fuselage (i.e. - spar
carrythrough) attachment bolts. Discard nuts.
(22) Slowly remove the wing being certain that all electrical leads, cables and lines are
disconnected. Ensure that no undue up or down pressure is exerted on the inboard spar within
the spar carrythrough.
B. Installation
See “Figure 1”.
NOTE: When installing a “replacement” wing, perform Stall Warning Flight Test Procedure,
27-30-00, upon completion of wing installation.
NOTE: If a factory replacement wing is being installed, the wing aft spar fitting must have a
.3745 / .3765 diameter hole installed in line with the existing hole in the fuselage fitting,
using suitable tooling to ensure alignment of the holes.
(1) Ascertain that the fuselage is positioned solidly on a support cradle.
(2) Place the wing in position for installation, with the spar end a few inches from the side of the
fuselage and set on trestles.
(3) Prepare the various electrical leads, fuel lines, control cables, and power plant controls for
insertion into the wing or fuselage when the wing is eased into place.
(4) Slide the wing into position on the fuselage. Ensure that the lines, cable, and electrical leads
are carefully fed into place.
WARNING: DO NOT DRIVE SPAR TO FUSELAGE ATTACH BOLTS IN. TAKE EXTREME
CARE NOT TO DAMAGE BOLTS OR BOLT HOLES. IF REUSING BOLTS,
ENSURE THE SAME BOLTS ARE REINSTALLED IN THE SAME HOLES.
(5) Install the twenty-two (22) main spar to fuselage (i.e. - spar carrythrough) attachment bolts in
accordance with the bolt legend in Figure 1. Use twenty-two (22) new nuts (see bolt legend,
“Figure 1”.).
(6) Install the main spar bolts in accordance with the information given in “Figure 1”., Sketches C
and D.
(7) Install the bolt, washers, and nut that attaches the front spar and fuselage fitting. A minimum of
one washer is required under the bolt head; then add washers as needed to leave a maximum
of one and one-half threads visible or a minimum of bolt chamfer exposed. (Refer to Sketch A,
Section A-A of “Figure 1”.)
(8) Insert the number of washers required at the rear wing spar between the forward face of the
wing fitting and aft face of the fuselage fitting, as specified in Sketch B, “Figure 1”, to fill the gap.
A true “no-gap” condition with the faces of the fittings against each other is also acceptable.
After the required washers are inserted between the plates, install the bolt and check to ensure
that no threads are bearing on the forward plate prior to installing the nut. Add washers, as
specified in Sketch B, “Figure 1”, as required (minimum of one), to leave a maximum of one and
one-half usable threads exposed.
PAGE 4
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CAUTION: BE CERTAIN THAT ALL BOLTS, NUTS AND WASHERS ARE INSTALLED IN
ACCORDANCE WITH “Figure 1” (I.E. - THE BOLT LEGEND AND SKETCHES A,
B, C, AND D).
(9) Torque the bolt heads on the upper main spar cap and the nuts on the lower main spar cap
as specified in “Figure 1”, bolt legend. Torque the forward wing spar to fuselage attach nut as
specified in “Figure 1”, Sketch A. Torque the rear wing spar to fuselage attach nut as specified
in “Figure 1”, Sketch B.
(10) Install the wing jacks and tail support to the tail skid with approximately 250 pounds of ballast on
the base of the tail support. Remove the fuselage cradle and wing supports.
(11) If the left wing was removed, it is necessary that the pitot and static tubes be connected at the
elbows located within the cockpit at the wing butt line. Replace or install clamps where found
necessary.
(12) Connect the hydraulic brake line onto the fitting located within the cockpit at the leading edge
of the wing and the landing gear hydraulic lines at the fittings within the fuselage aft of the
spar.
(13) Connect the leads to the appropriate posts on the terminal strip and install the washers and nuts.
(For assistance in connecting the electrical leads, refer to the electrical schematics in Chapter
91.) Place the clamps along the electrical harness to secure it in position and install the terminal
strip dust cover.
(14) Connect the fuel line at the fitting located inside the wing, by reaching through the access panel
on the forward inboard portion of the wheel well.
(15) Connect the aileron balance and control cables at the turnbuckles that are located within the
fuselage aft of the spar. After the left balance cable has been inserted through the bracket
assembly and connected, install a cotter pin cable guard into the hole that is provided in the
bracket assembly.
(16) Connect the flap by placing the flap handle in the full flap position; place the bushing on the
outside of the rod end bearing and insert and tighten bolt.
(17) Service and refill the brake system with hydraulic fluid in accordance with Brake System -
Servicing Reservoir, 12-10-00. Bleed the system per Bleeding Brakes, 32-40-00 and check for
fluid leaks.
(18) Check the fluid level of the landing gear hydraulic system and fill in accordance with Hydraulic
System Servicing, 12-10-00. Conduct Landing Gear Retraction System Functional Test, 32-
30-00. If required, bleed the hydraulic system using techniques described in Bleeding Brakes,
32-40-00.
(19) Service and fill the fuel system in accordance with Fuel System - Filling Fuel Tanks, 12-10-00.
Open the fuel valve and check for leaks and flow.
(20) Check the operation of all electrical equipment and pitot systems.
(21) Service and fill the fuel system in accordance with Servicing Fuel System, Chapter 12-10-00.
Open the fuel valve and check for leaks and fuel flow.
(22) Check the operation of all electrical equipment, pitot and static systems.
(24) Install cockpit trim panel assembly, spar box carpet, the front and back seats. Check operation
of pilot and co-pilot seats.
(25) Replace all the wing root seal and all access plates and panels on the wing involved.
(26) Connect battery.
(27) Ground run airplane to verify proper operation of fuel and brake systems.
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2. Wing Aft Spar-to-Fuselage Attachment Hardware 100 Hour Inspection

Each 100 hours time-in-service, inspect the aft wing spar-to-fuselage attachment hardware for both the
right and left wings as follows:
NOTE: Perform the following with weight on wheels (i.e. – not on jacks).
A. Remove the lower wing-to-fuselage fairing in the area of the wing aft spar.
B. Lower the flaps to gain access to the head of the wing-to-fuselage attachment bolt.
C. Check the bolt for tightness in the fittings.
(1) If bolt is tight:
(a) Ensure that the washer(s) are in place on the bolt and ensure the bolts are torqued as
specified in “Figure 1”, Sketch B.
(b) Re-install the fairings and make a log book entry indicating completion of this inspection.
(2) If the bolt is loose:
(a) Remove the bolt and inspect the holes in the fittings for size and make sure no out-of-
round condition exists outside of allowable limits. The specified hole size for each fitting is
0.3745 - 0.3765 inch diameter.
(b) If the holes meet the requirements specified above, inspect gap between the fittings.
1) If gap is below 0.032 inches, it is acceptable to install a replacement nut P/N 404-532
(MS21042-6), bolt P/N 402-915 (NAS464P6LA6), and washers P/N’s 690-629
(NAS1149F0663P) and P/N 690-620 (NAS1149F0632P) and torque as specified in
Figure 1, Sketch B. Ensure that 1½ threads of the bolt protrude from the nut.
2) If the gap is above 0.032 inches, install a thick or thin washer (or any combination) as
necessary to fill the gap, as described in Figure 1, Sketch B, prior to installation of the
nut/bolt combination above.
Note: If the gap (before shimming with washers) exceeds 0.15 inches, contact
Piper factory Technical Support through your Piper Dealer for further
instructions.
(c) If the holes do not meet the requirements specified above, contact Piper factory Technical
Support through your Piper Dealer for further instructions.
(d) Upon successful disposition, re-install the fairings and make a log book entry indicating
completion of this inspection.
PAGE 6
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3. Wing Aft Attach Fitting Inspection

NOTE: This inspection incorporates the requirements of Piper Service Bulletin No. 1244A.
Note: See also FAA Advisory Circular (AC) 43-4A Corrosion Control for Aircraft. Available from http://
www.airweb.faa.gov .
A. Inspection
Each two thousand (2,000) hours or seven (7) calendar years time-in-service, whichever occurs first,
inspect the aft wing attach fittings and adjacent structure for both the right and left wings as follows:
(1) Remove wing inspection plates and fairings, as required to gain visual access to the aft wing
attach fittings. See Access and Inspection Provisions in 6-00-00.
(2) Identify the aft wing attach fittings which are riveted to the aft wing spars. See “Figure 2”. Using a
solvent-based degreaser spray that conforms to SAE AMS 1525 (such as LPS Presolve Orange
Degreaser) and/or an alkaline cleaner that complies with SAE AMS 1526 (such as Chemetall
Ardrox 6333A), thoroughly clean the aft wing attach fittings and the adjacent wing spar structure
(fore and aft sides of each wing spar), removing surface oil, grease, loose paint, and soil, followed
by a clean water rinse and dry.
(3) Carefully inspect for evidence of corrosion. The initial stages of corrosion are often masked by paint
coatings and hidden under faying surfaces such as riveted lap joints. Since corrosion products
occupy more volume than the original metal, carefully inspect these areas for irregularities such
as blisters, flakes, chips, lumps, bulging skins and missing rivets.
(a) If no corrosion is present proceed to Corrosion Protection, below.
(b) If superficial corrosion is detected, remove per FAA Advisory Circular AC 43.13-1B, Chapter
6, Section 7 and treat corrosion in affected areas using guidance from FAA Advisory Circular
AC 43.13-1B, Chapter 6, Section 8 or 10. Upon completion of procedure, verify that all
affected areas meet or exceed the minimum thicknesses shown in Chart 1. Paint affected
areas using a good quality aircraft primer that complies with MIL-PRF-23377 (such as Akzo-
Nobel 10P30-5). Proceed to Corrosion Protection, below.
(c) If corrosion is detected and Chart 1
removal of corrosion in the Corrosion limits
affected areas will result in a
part thickness in any location Part Description Minimum Thickness
that is less than the minimum Aft wing spar (aluminum) 0.060 inches
values shown in Chart 1, Aft wing attach fitting (steel) 0.117 inches
structural repair is required.
Proceed to Structural Repair, Note: Measure thickness using a nondestructive
below: inspection method, such as ultrasound, eddy
B. Structural Repair current, or equivalent, with a measurement
accuracy of ± 0.005 inches or better.
Order and install Kit, Corrosion - Aft
Spar Rework, Piper P/N 764-998. This
kit provides parts and instructions to replace (via a splicing operation) the aft spar fitting, as well as the
inboard 10.80 inches of the aft wing spar on both left and right hand sides. Corrosion damage beyond
these areas may require additional and/or different repairs. If that is the case, contact Piper Aircraft at
(772) 299-2141. Piper normal business hours are 7:30 AM to 4:30 PM EST, Monday through Friday.
note: Kit 764-998 as originally offered did not include the PA-44-180. When ordering specify the
kit must be revision B or higher to be effective for the PA-44-180. The kits instructions will be
marked drawing number 87584, revision B or higher.
Upon completion of structural repair, make a logbook entry documenting installation of Piper Kit No.
764-998 and proceed to Corrosion Protection, below.
57407 57-40-00 PAGE 7

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
A A
Aft wing attach fitting
Apply Corrosion Preventative Compound

to fore and aft sides of faying surfaces
shown by cross hatch.
Aft wing spar UP
OUTBD
VIEW A-A
LOOKING AFT AT LEFT HAND SIDE
Wing Aft Attach Fitting

Figure 2
PAGE 8
Oct 5/16 57-40-00 57408
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C. Corrosion Protection
Treat the area identified in “Figure 2”, View A-A, with Ardrox (Dinitrol) AV8, or other MIL-PRF-16173
Class I or II, Grade 1 or 4 compliant Corrosion Preventive Compound (procure locally, or order Piper
P/N 89500-800). The treatment may be brushed or sprayed.
Note: After applying Corrosion Preventive Compound verify that all drain holes and drain passages
are clear before proceeding.
D. Reinstall inspection plates and fairings. Perform a functional test of any system or component that
may have been disconnected or removed.
E. Make a logbook entry documenting compliance with this inspection.
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PAGE 10
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MAINTENANCE MANUAL
Flight Surfaces
1. Ailerons
See”Figure 1”.
Caution: Control surface skins must be replaced if they sustain damage or
exhibit cracks. LIMITED REPAIRS TO AILERON SKINS ARE AUTHORIZED ONLY AS
PROVIDED IN THIS MANUAL.
A. Removal
(1) Disconnect electrical bonding strap.
(2) 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.
(3) Remove the attaching nuts, bolts and washers from the hinges at the leading edge of the
aileron, and remove the aileron.
B. Installation
WARNING: AILERONS that have been replaced, repainted, OR REPAIRED AS
AUTHORIZED IN THIS MANUAL, must be balanced before installation.
SEE 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) Reconnect electrical bonding strap.
(4) Rig and adjust ailerons per Rigging and Adjustment, 27-10-00.
57501 57-50-00 PAGE 1

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Aileron and Flap Installation

PAGE 2
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Aileron and Flap Installation

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Oct 5/16
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MAINTENANCE MANUAL
C. Balancing Aileron
(PIR-PPS50011-2, Rev. K.)
See “Figure 2”.

The ailerons were statically balanced at the time of installation at the factory and normally should not
require rebalancing. Where possible the ailerons were set with the balance weight on the heavy side
of the limits to permit limited repair or paint touch-up without adjusting the balance weight. It should be
noted, however, that spare ailerons are delivered unpainted and the static balance will not necessarily
fall within the limits provided. The completed ailerons including paint and decals should be within the
limits given in “Figure 2”. If the ailerons are not to be painted, the balance weight will probably require
adjustment.
To balance aileron, the assembly must be complete including static wicks, and in its final flight
configuration as described in Balancing Equipment under Control Surface Balancing in 55-00-00.
Place complete assembly horizontally on knife edge support in a draft-free area in a manner that
allows unrestricted movement. Place tool on aileron with beam perpendicular to hinge centerline.
Calibrate tool as described in Balancing Equipment under Control Surface Balancing in 55-00-00.
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:
(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.
PAGE 4
Oct 5/16 57-50-00 57504
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MAINTENANCE MANUAL
Balancing Aileron
Figure 2
57505 57-50-00 PAGE 5

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
2. Skin Bead Repair

See “Figure 3”.
EXHIBIT CRACKS. LIMITED REPAIRS TO aileron SKINS ARE AUTHORIZED ONLY AS
PROVIDED IN THIS MANUAL.
A. Limitations
NOTE: These repairs are authorized only as a temporary measure until replacement parts (i.e. -
skins) can be obtained and installed.
Repair of minor cracks in aileron surface skins only is authorized, but limited as follows:
(1) Cracks of no more that 0.5 inch at the ends of the skin stiffening beads;
(2) No more than two cracks per surface side.
(3) Cracks are limited to either end of a bead (See “Figure 3”), but not on the same bead;
(4) For wrap-around skins, two crack repairs are acceptable per side, but repairs may not be opposite
to one another on opposite sides (i.e. - top and bottom or left and right).
B. Procedure
Only cracks confined to the bead end area shown in “Figure 3” may be repaired.
(1) Cracks 0.5 inch long or less may be repaired by stop drilling;
(2) Stop drill the extreme ends of the crack with a #50 (0.070) drill.
Note: Cracks stop drilled once cannot be stop drilled again, should crack growth continue.
TYPICAL BEAD
0.5 INCH MAX.
0.25 INCH
FORE AND AFT
TYPICAL CRACK
CONTROL SURFACE SKIN
CRACK LIMIT LINE
Skin Bead Repair

Figure 3
PAGE 6 1
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MAINTENANCE MANUAL
3. Aileron Skin Replacement

See “Figure 4”.
A. Limitations
The PA-44-180 ailerons are designed with a built-in twist. The geometry between the aileron trailing
edge and its hinge points must be maintained if an aileron skin is replaced.
B. Procedure
Caution: the aileron design incorporates a twist. Failure to use a suitable
holding fixture when removing and replacing an aileron skin will
result in a repaired aileron which is not airworthy.
(1) Construct a holding fixture per Piper Kit No. 88427-002.
(2) Mount the existing aileron in the holding fixture as shown in “Figure 4” and verify correct alignment
of the aileron trailing edge by sighting along a string stretched tightly between the appropriate
sight hole in each end plate.
(a) If the aileron trailing edge alignment is off at any point, or any hinge point, jig, or T-pin fails
to align and engage properly; replace the aileron.
(b) If alignment is verified as correct, proceed with step (3).
(3) Remove the skin or skins to be replaced.
(4) Cleco the new skin or skins in place and verify the aileron trailing edge alignment is correct.
(5) Rivet the new skin or skins in place and verify the aileron trailing edge alignment is correct.
57507 57-50-00 PAGE 7

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Aileron Holding Fixture

PAGE 8
Oct 5/16 57-50-00 57508
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MAINTENANCE MANUAL
88427 A
TRAILING EDGE SIGHT LINES
LEFT AILERON SHOWN
Aileron Holding Fixture

57509 57-50-00 PAGE 9

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
4. Wing Flap
See “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
Note: When installing a new flap, it is permissible to trim the inboard edge of the flap skin to obtain
the fuselage-to-flap clearance shown in “Figure 5”.
(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.)
Wing Flap Installation

Figure 5
PAGE 10
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MAINTENANCE MANUAL
CHAPTER
61
Propellers
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
61-ii
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 61
CHAPTER CHAPTER


2 Oct 5/16
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2 Oct 5/16
3 Oct 5/16
4 Oct 5/16
5 Oct 5/16
6 Oct 5/16
7 Oct 5/16
8 Oct 5/16
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10 Oct 5/16
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MAINTENANCE MANUAL
PAGE 2
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chapter 61 - Propellers
TABLE OF CONTENTS
Propeller Assembly 61-10-00 1

Propeller 1
Removal 1
Installation 2
Cleaning, Inspection, and Repair 4
Blade Track 6
Air Charge 7
Air Charge Pressure Check 7
Procedure 7
Spinner 8
Bulkhead 8
Removal 8
Installation 8
Dome 8
Removal 8
Installation 8
Controlling 61-20-00 1
Propeller Governor 1
Removal 1
Installation 1
Rigging and Adjustmen 2
Propeller Unfeathering System 2
Accumulator Service 2
Control Lever Feather Stop Plate 4
Removal 4
Installation 4

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 2
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Propeller Assembly

publications.)
WARNING: USE EXTREME CAUTION WHEN ROTATING PROPELLERS BY HAND; PROPELLER MAY
KICK BACK. PRIOR TO ROTATING PROPELLER, ENSURE BOTH MAGNETO SWITCHES
ARE OFF.
WARNING: GROUND MAGNETO PRIMARY CIRCUIT BEFORE WORKING ON ENGINE.
1. Propeller
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.
NOTE: Before removing spinner components, reference each mating part to facilitate in
alignment for reassembly.
(5) Remove spinner dome per “(1) Removal” under Dome.
wARNING: BE SURE that any hoist, lift, or stand used to install the
propeller IS RATED UP TO 800 Lbs (363 kg) TO SUPPORT THE WEIGHT
OF THE PROPELLER ASSEMBLY. NEVER ATTEMPT TO INSTALL AN
UNSUPPORTED PROPELLER by yourself, REGARDLESS OF the SIZE OR
WEIGHT of the propeller. MANUALLY LIFTING THE PROPELLER ONTO
THE ENGINE CAN RESULT IN PERSONAL INJURY.
(6) Support the propeller assembly with a sling.
(7) If the propeller will be reinstalled, make an identifying mark (with a felt-tipped pen only) on the
propeller hub and a matching mark on the engine flange to make sure of correct positioning of
the propeller during reinstallation.
NOTE: This step is essential if the propeller has been dynamically balanced.
(8) Place a drip pan under the propeller to catch oil spillage.
Caution: DISCARD PROPELLER MOUNTING STUDS, NUTS, AND WASHERS IF THEY
ARE DAMAGED OR CORRODED, OR WHEN THE PROPELLER IS REMOVED
FOR OVERHAUL.
(9) Remove the safety wire from the six propeller nuts on studs and remove studs.
NOTE: Back nuts with studs out evenly so that propeller may be pulled forward (approximately
1/4-inch at a time) until all studs are disengaged from the engine crankshaft flange.
Caution: Remove Propeller from mounting flange with care To prevent

damaging the propeller mounting studs.
(10) Remove the propeller.
(11) The spinner bulkhead is attached to the aft side of the propeller hub. To remove, see “(1) Removal”
under Bulkhead.
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MAINTENANCE MANUAL
B. Installation
Before installing the propeller, perform an “(1) Air Charge Pressure Check” using dry nitrogen.
Note: The following procedure is adapted from Hartzell Propeller Owner”s Manual 115N, Revision
21. Check for later revisions to Section 3, Installation and Removal: Installation of “K” and “R”
Flange Propellers; and, Installing a Two-Piece Spinner Dome (Procedure 2).
(1) Ensure master and magneto switches are off.
(2) Place fuel selector to off position.
(3) Place mixture control in idle cut-off.
(4) Ensure aft spinner bulkhead is installed on the propeller hub. If not, install per “(2) Installation”
under Bulkhead.
(5) Four (“K” flange) or five (“R” flange) drive bushings transfer torque and index the propeller with
respect to the engine crankshaft. The bushings are located on the engine flange and fit into
counterbored holes on the propeller flange. See “Figure 1”.
Note: An “R” flange propeller may be installed on a “K” engine flange. A “K” flange propeller
cannot be installed on an “R” flange engine.
(6) 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.
(7) Clean the engine flange and propeller flange with Quick Dry Stoddard Solvent or MEK to ensure
that no chips or foreign matter enter the propeller mechanism.
(8) Inspect 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.
wARNING: BE SURE that any hoist, lift, or stand used to install the
propeller IS RATED UP TO 800 Lbs (363 kg) TO SUPPORT THE WEIGHT
OF THE PROPELLER ASSEMBLY. NEVER ATTEMPT TO INSTALL AN
UNSUPPORTED PROPELLER by yourself, REGARDLESS OF the SIZE OR
WEIGHT of the propeller. MANUALLY LIFTING THE PROPELLER ONTO
THE ENGINE CAN RESULT IN PERSONAL INJURY.
CAUTION: CORRECTLY SUPPORT the PROPELLER DURING INSTALLATION ON THE

ENGINE. Do not ROCK OR SHIFT THE PROPELLER WHEN it is PARTIALLY
ENGAGED WITH THE ENGINE. ROCKING OF THE PROPELLER DURING
PROPELLER INSTALLATION can DAMAGE THE PROPELLER HUB MOUNTING
FACE, CAUSING oil LEAKs OR damage that may scrap the hub.
HUB DAMAGE CAN ALSO INTRODUCE METAL INTO THE PROPELLER OIL
ACTUATION SYSTEM, WHICH COULD DAMAGE THE ENGINE.
(9) With a suitable support, such as a crane hoist or similar equipment, carefully move the propeller
assembly to the aircraft engine mounting flange in preparation for installation.
PAGE 2
Oct 5/16 61-10-00 61102
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
“K” and “R” Flange Propeller Mounting

Figure 1
61103 61-10-00 PAGE 3

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(10) Install the propeller on the engine flange. Align the engine flange bushings with the corresponding
holes in the propeller flange.
Note: Align felt tip marker alignment marks on propeller hub and engine flange if any were
applied during propeller removal.
(a) An “R” flange propeller may be installed on a “K” engine flange in a given position, or 180
degrees from that position.
(b) An “R” flange propeller may be installed on an “R” engine flange in one position only.
(c) A “K” flange propeller may be installed only on a “K” engine flange, but may be installed in a
given position, or 180 degrees from that position.
CAUTION: MOUNTING HARDWARE MUST BE CLEAN AND DRY TO PREVENT EXCESSIVE
PRELOAD OF THE MOUNTING FLANGE.
CAUTION: Tighten nuts evenly to avoid hub damage.
(11) Screw each stud and nut in a few threads at a time until all are handtight. Torque per “Chart 1”
using the pattern shown in “Figure 1”.
(12) Check the propeller blade track per “D. Blade Track”.
(13) Safety the propeller mounting nuts in pairs with MS20995-C41 safety wire.
(14) Install the spinner and cap per “(2) Installation”.
C. Cleaning, Inspection, and Repair
(1) Inspect 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) Inspect all visible parts for wear and safety.
(6) Inspect 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 (see “Figure 3”). Use fine emery
cloth for finishing. Each blade face should be sanded lightly and painted, when necessary, with
a flat black paint to retard glare. A light application of oil or wax may be applied to the surfaces
to prevent corrosion.
(8) For severe damage, internal repairs and replacement of parts, the propeller should be referred
to the Hartzell Factory or a Hartzell-authorized Service Station.
(9) Grease blade hub through zerk fittings. Remove one of the two fittings for each propeller blade,
alternate the next time. Apply grease through the zerk fitting until fresh grease appears at the
fitting hole of the removed fitting. Care should be taken to avoid blowing out hub gaskets.
(10) Inspect condition of the propeller mounting nuts on studs.
PAGE 4
Oct 5/16 61-10-00 61104
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1
Propeller Torque Limits
Description Required Torque (Dry)

Propeller Mounting Nuts 60–70 Foot-Pounds *
Spinner Bulkhead Attachment Nuts (4 ea.) 20–22 Foot-Pounds *
Locknut A 25–30 Foot-Pounds *
Locknut B 25–30 Foot-Pounds *
Spinner Attachment Screws (16 ea.) 20–25 Inch-Pounds *
* or as specified in the latest revision of the appropriate Hartzell propeller owner’s manual.
Propeller Installation
Figure 2
61105 61-10-00 PAGE 5

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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Typical Nicks and Removal Methods

Figure 3
D. Blade Track
Blade track is the ability of one blade tip to follow the other, while rotating, in almost the same plane.
Excessive difference in blade track – more than 0.0625 inch – may be an indication of bent blades or
improper propeller installation. Check blade track as follows:
(1) With the engine shut down and blades vertical, secure to the aircraft a smooth board just under
the tip of the lower blade. Move the tip fore and aft through its full “blade-shake” travel, making
small marks with a pencil at each position. Then center the tip between these marks and scribe
a line on the board for the full width of the tip.
(2) Carefully rotate propeller by hand to bring the opposite blade down. Center the tip and scribe a
pencil line as before and check that lines are not separated more than 0.0625 inch.
(3) Propellers having excess blade track should be removed and inspected for bent blades. Constant
speed propellers should be checked for parts of sheared “O” ring, or foreign particles, which have
lodged between hub and crankshaft mounting faces. Bent blades will require repair and overhaul
of assembly.
PAGE 6
Oct 5/16 61-10-00 61106
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MAINTENANCE MANUAL
E. Air Charge
Warning: Do not air charge cylinder or measure the air charge on a
propeller that is in the feather position.
Note: The following procedure is adapted from Hartzell Propeller Owner”s Manual 115N, Revision
21. Check for later revisions to Section 3, Installation and Removal: Air Charge Pressure
Check (-2 and -5 Propellers); and Section 6, Maintenance Practices: Air Charge (-2 and -5
Propellers).
(1) Air Charge Pressure Check
Perform an air charge pressure check before propeller installation per the following “Procedure”.
(d) If the air pressure loss is less than 10 percent of the specified pressure, reservice the
propeller.
(e) If the air pressure loss is greater than 10 percent of the specified pressure, repair the
propeller. This repair must be performed at an appropriately licensed repair facility.
(2) Procedure
(a) Examine the propeller to make sure that it is positioned on the start locks.
(b) Using proper control, charge the cylinder with dry air or nitrogen (preferred).
1) The air charge valve is located on the forward end of the cylinder as shown
in “Figure 2”.
2) Nitrogen is the preferred charging medium.
CAUTION: MAKE SURE that THE GauGE IS CALIBRATED BEFORE charging the
cylinder or MEASURING the AIR PRESSURE.
(c) Use an appropriate tool that has a calibrated gauge to charge the cylinder or measure air
pressure in the propeller.
(d) The correct charge pressure is identified in “Chart 2”.
Chart 2
Propeller Air Charge
Fahrenheit Degrees Celsius PSI Bar

100° to 70° 38° to 21° 41 ±2 2.82 ±0.13
40° to 70° 4° to 21° 38 ±2 2.62 ±0.13
0° to 40° -18° to 4° 36 ±2 2.48 ±0.13
-30° to 0° -34° to -18° 33 ±2 2.27 ±0.13
61107 61-10-00 PAGE 7

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MAINTENANCE MANUAL
2. Spinner
The spinner installation consists of three main components: a spinner bulkhead attached to the aft side of
the propeller hub and a two-piece spinner dome that attaches to the spinner bulkhead and propeller low
pitch stop on the forward end of the propeller cylinder.
A. Bulkhead
(1) Removal
(a) Remove propeller per “A. Removal”.
(b) Remove four (4) nuts and washers from propeller hub clamping bolts (2 ea. on either side
of blade shank). Discard nuts.
(c) Remove bulkhead.
(d) Ensure spacers forward of bulkhead are retained for reinstallation.
(2) Installation
(a) Ensure spacers are installed on propeller hub clamping bolts.
(b) Slide bulkhead forward onto the propeller hub clamping bolts.
(c) Secure with four (4) washers and new nuts. Torque per “Chart 1”.
B. Dome
(1) Removal
(a) Remove three (3) screws securing spinner dome cap to spinner and remove spinner dome
cap.
(b) Cut safety wire and remove Lock Nut “B”.
(c) Remove sixteen (16) screws and fiber washers securing spinner dome to spinner bulkhead
and remove spinner dome.
(d) Note number of spacers between spinner dome forward bulkhead and Lock Nut “A” and
remove and retain spacers for reinstallation.
(2) Installation
(a) Ensure Lock Nut “A” is torqued per “Chart 1”.
(b) Install the same number and type of washers removed between Lock Nut “A” and the aft
face of the spinner dome forward bulkhead.
(c) Check alignment of aft spinner bulkhead and spinner dome holes. The spinner dome
is correctly spaced when the holes in the spinner dome are misaligned 1/4 -1/3 of their
diameter toward the front of the airplane as shown in “Figure 4”. Add or remove spacers to
achieve this alignment.
(d) Install spinner dome by pushing the spinner dome aft to align the spinner mounting holes
with those of the aft bulkhead.
caution: Make sure that the screws do not extend more than three
threads past the bulkhead nutplates . If the screws extend
more than three threads, this can cause damage to the
aircraft cowling.
(e) Secure spinner dome to aft spinner bulkhead with sixteen (16) fiber washers and screws.
Torque per “Chart 1”.
(f) Secure spinner dome forward bulkhead to propeller low pitch stop with Lock Nut “B”. Torque
per “Chart 1”. Safety wire the lock nut to each of the two screws on the flat face of the
spinner dome surrounding the lock nut.
(g) Install spinner dome cap to spinner and secure with three (3) screws.
PAGE 8
Oct 5/16 61-10-00 61108
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MAINTENANCE MANUAL
Spinner Dome Mounting

Figure 4
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PAGE 10
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MAINTENANCE MANUAL
Controlling
1. Propeller Governor
A. Removal
(1) Remove the upper engine cowl.
(2) Disconnect the control rod end bearing from the governor control arm.
Note: Have a means available to catch oil that will drip from governor when the oil line is
disconnected.
(3) Disconnect the governor oil line from the governor.
(4) Remove the governor mounting stud nuts. It will be necessary to raise the governor as the nuts
are being removed before the nuts can be completely removed.
(5) Remove the mounting gasket. If another unit not substituted, and the governor is to be removed
for a considerable length of time, cover the mounting pad to prevent foreign matter damage.
B. Installation
(1) Clean the mounting pad thoroughly. Ensure that there are no foreign particles in the recess
around the drive shaft.
(2) Place the governor mounting gasket in position with the raised portion of the screen facing
away from the engine.
(3) Align the splines on the governor shaft with the engine drive and slide the governor into position.
(4) With the governor in position, raise the governor enough to install washers and start mounting
nuts. Torque nuts 110 to 150 inch-pounds.
(5) Connect the control rod end bearing to the governor control arm.
(6) Adjust governor control per the following paragraph.
(7) Install engine cowl.
Propeller Governor
Figure 1
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(PIR-FTP2001-7, Rev. G)
See “Figure 1”.

(1) Start engine. Park 90° to wind direction and warm in normal manner.
(2) To check the high rpm, low pitch setting, move the propeller control all the way forward. The
governor (speed) control arm should be against the high rpm (fine) adjusting screw. (Refer to
“Figure 1”). With the throttle full forward, engine rpm should be 2650 - 2700 rpm. If not, adjust the
high rpm setting as follows:
(a) Shut down the engine. Remove the upper engine cowl.
Note: One revolution of the fine adjustment screw will increase or decrease the engine speed
approximately 20 rpm.
(b) Using the (fine) adjustment screw, adjust the governor to 2650 - 2700 rpm. Loosen the high
rpm (fine adjustment screw) locknut. Turn the screw clockwise to decrease engine speed or
counterclockwise to increase engine speed.
(c) Install upper engine cowl. Repeat step b to ensure proper rpm setting.
(d) After completing the high rpm adjustment, run the self-locking nut on the fine adjustment
screw against the base projection to lock.
(e) Check that the governor control arm is adjusted to the proper angle on the control wheel as
(f) After completion of the high rpm adjustment, adjust the control system so that the governor
control arm will contact the high rpm stop. The cockpit control lever should be .031 to .062
of an inch from its full forward stop. To adjust the control travel, disconnect the control cable
end from the control arm. Loosen the cable jam nut and rotate the end to obtain the desired
level clearance. Connect the cable end and tighten jam nut.
(g) It is only necessary to adjust the governor control system high rpm setting. This action
automatically satisfies the positive high pitch setting.
2. Propeller Unfeathering System
See “Figure 2”.
The optional propeller unfeathering system provides a means for storing air and oil pressure in an
accumulator so that the propeller may be moved out of the feathered position when so desired. Refer to
the Pilot’s Operating Handbook for proper operating procedures.
3. Accumulator Service
WARNING: when removing THE UNIT FROM THE AIRPLANE, COMPLETELY DISCHARGE ALL
NITROGEN PRESSURE BEFORE DISCONNECTING THE OIL LINE.
This is a free piston type accumulator that is charged with nitrogen to a working pressure of 90 to 100
psig at normal room temperature. Accumulator overhaul should coincide with governor overhaul. Refer to
McCauley — Service Manual No. 780401 for detailed instructions.
General servicing of the accumulator during its use between overhauls consists of periodically checking the
nitrogen charge and visually inspecting the unit for any oil leaks. Refer to the Pilot’s Operating Handbook
for proper operational check procedure.
PAGE 2
Oct 5/16 61-20-00 61202
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Propeller Unfeathering System

Figure 2
61203 61-20-00 PAGE 3

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4. Control Lever Feather Stop Plate

See “Figure 3”.
Note: If installed, remove and discard feather stop plate P/N 78713-000 and replace with
P/N 78713-003. You may retain mounting hardware, if it is in good condition, for reuse with
replacement plate installation.
A. Removal
(1) Set the propeller control levers in the full forward position, clear of the feather stop plate assembly.
(2) Remove the screws and washers that fasten the plate assembly to an angle support.
B. Installation
Install the feather stop plate assembly (P/N 78713-003) as follows:
Note: By using this procedure, the final position of the feather stop plate assembly will allow stress
to be balanced across all of the plate fingers. This will assure optimum service life of the plate
and the smooth operation of the control levers.
(1) Tighten the plate screws until snug, then loosen one full turn in order to allow the plates to float.
(2) Fully engage the propeller levers into the slots of the plate assembly.
(3) Retighten the plate screws to 4-5 in.-lbs. of torque.
(4) Cycle the propeller control levers until operation is smooth.
PAGE 4
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Control Lever Feather Stop

Figure 3
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CHAPTER
70
standard
practices
- engine
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Chapter 70 - Standard Practices - Engine
TABLE OF CONTENTS
General 70-00-00 1
Standard Practices 1

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PAGE 2
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General
Standard Practices
Review the following suggestions before working on the power plant.
A. To insure proper reinstallation and/or assembly, tag and mark all parts, clips, and brackets as to
their location prior to their removal and/or disassembly.
NOTE: Use tags or temporary marking methods which are durable enough to ensure identification
during ordinary handling, storage and final assembly of parts.
B. During removal of various tubes or engine parts, inspect them for indications of scoring, burning
or other undesirable conditions. To facilitate reinstallation, observe the location of each part during
removal. Tag any unserviceable part and/or units for investigation and possible repair.
C. Extreme care must be taken to prevent foreign matter from entering the engine, such as lockwire,
washers, nuts, dirt, dust, etc. This precaution applies whenever work is done on the engine,
either on or off the aircraft. Suitable protective caps, plugs, and covers must be used to protect all
openings as they are exposed.
Note: Dust caps used to protect open lines must 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.
D. Should any items be dropped into the engine, the assembly process must stop and the item
removed, even though this may require considerable time and labor. Insure that all parts are
thoroughly clean before assembling.
E. Never reuse any lockwire, 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.
F. All gaskets, packings and rubber parts must be replaced with new items of the same type at
reassembly. Insure the new nonmetallic parts being installed show no sign of having deteriorated in
storage.
G. 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.
H. Anti-seize lubrication should be applied to all loose-fit spline drives which are external to the engine
and have no other means of lubrication. For certain assembly procedures, molybdenum disulfide in
either paste or 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 - Power Plant
TABLE OF CONTENTS
General 71-00-00 1
Description 1
Troubleshooting 1
Powerplant 6
Removal 6
Installation 9
Cowling 71-10-00 1
Cowling 1
Removal 1
Installation 1
Cleaning, Inspection and Repair 1
Engine Cowl Flaps 3
Operation and Adjustment 3
Mounts 71-20-00 1
Engine Shock Mounts 1
Installation ( 1
Engine Mount 100 Hour Inspection 1
Engine Mount Corrosion Inspection, Immersion in Water 2
Inspection 2
Corrosion Prevention 2
Air Intakes 71-60-00 1

Induction System 1
Air Filter Housing 1
Removal 1
Installation 1
Carburetor Air Box 1
Removal 1
Installation 1
Inspection 2
Control Adjustment 2
Carburetor Heat Shroud 2
Removal 2
Installation 2

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General

publications.)
1. Description
O-360-A1H6 (left) and LO-360-A1H6 (right) Lycoming four cylinder, horizontally opposed, engines rated at
180 horsepower each are installed. See Chapter 6, Leading Particulars, for engine operating limits.
Caution: To ensure adequate outflow through oil breather tube on -AIH6
engines, do not permit cutout in shroud around breather vent holes
to become blocked.
The A1H6 model engines have the oil breather pipe wrapped in a sheath to decrease the probability of
condensation freezing and blocking the pipe during winter operations. (Refer to “Figure 1”.)
The propellers installed are Hartzell constant speed units. (Refer to Chapter 61 for complete detail and
service information.) The induction system on these engines consists of Marvel-Schebler HA-6 float type
carburetors with dry type air filters.
The magnetos are Slick 4300 Series. These are installed two per engine as left and right magnetos with
individual drives. The left magneto on each engine incorporates an impulse coupling to provide ignition at
engine cranking speed. (Refer to 74-10-00 for detailed information.)
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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Troubleshooting Powerplant

Failure of engine to start. Lack of fuel Fill fuel tank. Check fuel
system for leaks. Clean
dirty lines, strainers or fuel
valves. Check fuel selector
valve for proper tank.
Check fuel pressure with
electric boost pump ON.
Check mixture control knob
for full rich.
Overpriming Open throttle and unload
engine by engaging starter.
Mixture in idle-cut-off.
Incorrect throttle setting. Open throttle to one-eighth
of its range.
Defective spark plugs. Clean and adjust or replace
spark plugs.
Defective ignition wire. Check with electric tester
and replace defective
wires.
Defective battery. Replace with charged
battery.
Improper operation of magneto Clean points. Check
breaker internal timing of
magnetos.
Lack of sufficient fuel flow. Disconnect fuel line at fuel
injector and check fuel flow.
Internal failure. Check oil screens for metal
particles. If found, complete
overhaul of engine may be
indicated.
Water in fuel injector Drain fuel injector or
or carburetor carburetor and fuel lines.
Failure of engine to Incorrect idle mixture. Adjust mixture.
idle properly.
Leak in the induction system. Tighten all connections in
the induction system.
Replace any parts that are
defective.
Insufficient fuel pressure. Adjust fuel pressure.
Fouled spark plugs. Clean or replace plugs.
PAGE 2
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Failure of engine to idle Incorrect idle adjustment. Adjust throttle stop to
properly (cont.) obtain correct idle.
Uneven cylinder compression. Check condition of piston
rings and valve seats.
Faulty ignition system. Check entire ignition
system.
Low power and uneven Mixture too rich; indicated by Readjustment of carburetor
running. sluggish engine operation, red by authorized personnel is
exhaust flame at night. indicated.
Extreme cases indicated by
black smoke from exhaust.
Mixture too lean; indicated Check fuel lines for dirt or
by overheating and backfiring. other restrictions.
Leaks in induction system. Tighten all connections.
Defective spark plugs. Clean and gap or replace
spark plugs as necessary.
Improper fuel. Drain fuel tank and refill
with recommended grade
fuel.
Magneto breaker points not Clean points. Check
working properly. internal timing of magnetos.
Defective ignition wire. Check wire with electric
tester. Replace defective
wire.
Defective spark plug terminal Replace connections on
connectors. spark plug wire.
Failure of engine to Leak in the induction system. Tighten all connections and
develop full power. replace defective parts.
Throttle lever out of adjustment Adjust throttle lever.
Improper fuel flow. Check strainer, gauge and
flow at the fuel inlet.
Restriction in air induction. Examine air intakes and
remove restrictions.
Improper fuel. Drain and refill tank with
recommended fuel.
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Failure of engine to Faulty ignition. Tighten all connections.
develop full power. 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 valve. Remove and clean oil
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 intake Check line for obstruction.
passage. Clean suction strainer.
High oil temperature. See “High Oil Temperature”
in “Trouble” column.
High oil temperature Insufficient air cooling. Check air inlet and outlet of
oil cooler for deformation or
obstruction.
Insufficient oil supply. Fill oil sump to proper level
with specified oil.
Low grade of oil. Replace with oil conforming
to specifications.
Clogged oil lines, screens, or Remove and clean oil
oil cooler. screens. Replace or
overhaul oil cooler.
Excessive blow-by. Usually caused by worn or
stuck rings
Failing or failed bearing. Examine sump for metal
particles. If found, overhaul
engine.
Defective temperature gauge. Replace gauge.
Defective oil cooler lines. Check inside of oil lines for
obstruction flush out lines
and oil cooler.
PAGE 4
Oct 5/16 71-00-00 71004
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MAINTENANCE MANUAL

Excessive oil consumption. Low grade of oil. Fill with oil conforming to
specifications.
Failing or failed bearings. Check sump for metal
particles.
Worn piston rings. Install new rings.
Incorrect installation of Install new rings.
piston rings.
Failure of rings to seat (new Use mineral base oil. Climb
nitrided cylinders) to cruise altitude at full
power and operate at 75%
cruise power setting with
high oil temperature until oil
consumption stabilizes.
Leaking or damaged oil lines. Replace item.
Poor acceleration. Idle mixture too lean. Readjust mixture.
Incorrect fuel air mixture. Service carburetor.
Worn control linkage or Tighten loose connections;
restricted air cleaner. and/or service air cleaner.
Ignition defective. Check ignition cables,
plugs, timing and
magnetos.
Low fuel pressure. Restricted flow. Check and flush fuel lines.
Air leakage in fuel pump Locate and correct.
pressure line.
Fuel selector not to correct travel. Adjust fuel selector control.
Fluctuating fuel pressure. Vapor in fuel lines. Operate auxiliary pump till
system clears.
Fuel gauge line leak. Purge gauge line and
tighten connections.
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3. Powerplant
A. Removal
See “Figure 1”.
(1) Make sure all electrical switches are turned off, and the battery ground wire is disconnected at
the battery.
(2) Move the fuel selector to its off position.
(3) Remove the engine cowlings. (See 71-10-00.)
(4) Remove the propellers per Propeller, Removal, 61-10-00. Make sure to cap or cover the end of
the crankshaft.
Note: After disconnecting any fuel, oil, or vacuum lines, make sure they and their fittings
are capped. To prevent any question arising at installation as to where certain lines
or fixtures need to be connected, items should be “TAGGED” or identified before
separation.
(5) Remove the positive and ground leads from the starter. Disconnect from the engine mount and
move the leads clear of the engine.
(6) Remove the engine as follows:
(a) Disconnect the primer system hose from the tee fitting at the rear of the engine, and tie it
back out of the way of the engine.
(b) Disconnect the throttle, mixture, and carburetor heat controls and make sure they will not
interfere with removal. The carburetor can be removed if desired.
(c) Disconnect the prop control cable from the governor and dismount the cable from the engine.
Move the cable out of the way, so as not to interfere with engine removal.
(d) Separate the fuel supply hose from the “L” fitting at the rear of the engine and make sure it
is clear of the engine.
(e) Remove the tubes from the intake drain valves, at the bottom of the engine.
(f) Remove the ignition leads from the spark plugs, so they can be made clear of the engine
mount. Tag and note the leads as to which cylinder they affect, unscrew the support clamps,
and cut the tie raps retaining the leads to the engine mount. Remove the necessary
grommets in the baffles and pull the leads back to the rear of the engine. The leads and
distributor caps should be removed from the magnetos (making sure they are noted as to
their installation), or coiled and wrapped so they can be tied to the back of the engine to
keep them out of the way.
(7) The lines leading to the oil cooler circumvent the engine mount and must therefore be removed
or one end of each unattached from its fitting at either the cooler or the filter. Whichever method
is followed, make sure the open hoses and fittings are capped.
(8) Remove the “P” leads at the magnetos. Install a cap or protective cover over each of the distributor
blocks openings.
(9) Disconnect the oil temperature lead at the top aft end of the engine and make sure it is clear of
the engine at removal.
(10) Unscrew the tachometer cable out of the back of the engine and move clear for removal.
(11) Disconnect the vacuum lines from the pump and if tied to any item being removed with the engine
release the line.
(12) Disconnect the oil breather tube from the back of the engine and make sure it is held clear of the
engine.
(13) Disconnect the alternator leads, their cable attachments and move them clear of the engine.
PAGE 6
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Engine Installation
Figure 1
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(14) If desired, drain the oil from the engine.

(15) Remove the lifting lugs from the left side of the nose gear well, just aft of the starter solenoids.
(16) Attach a half ton (minimum) hoist to the lifting lugs using a strap arrangement.
(17) Check the engine for anything still attached that might be damaged at removal. Make sure all
lines and fixtures are clear of the engine and the engine mount if attached to the engine.
(18) Up-load the hoist just enough to take the weight off the mounts and remove the four engine
mount assemblies.
(19) If the hoist is the type that rolls, move the engine and hoist forward so the engine moves out of
the engine mount. If the hoist is stationary or attached to an “overhead ham” carefully swing the
engine forward out of the mount. Be careful not to damage any attached assemblies.
PAGE 8
Oct 5/16 71-00-00 71008
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MAINTENANCE MANUAL
B. Installation
See “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) Install the engine shock mounts as specified in 71-20-00.
(3) Connect the alternator leads and secure cables with clamps.
(4) Connect the oil pressure line, tachometer drive cable, oil temperature lead and the oil breather
tube to the aft end of the engine.
(5) Connect the vacuum pump line at the pump.
(6) Secure the ignition harness, hoses and lines at the aft end of the engine.
(7) Connect both lines to the oil cooler.
(8) Connect the fuel pump supply line.
(9) Connect the magneto “P” leads to the magnetos.
(10) Connect the prop control cable to the governor.
(11) Connect the throttle, mixture and carburetor heat cable. Reinstall the carburetor, if previously
removed.
(12) Connect the primer system hose to the tee fitting at the rear of the engine.
(13) Connect the starter positive and ground leads at the starter and secure with attachment
clamps.
(14) Be certain that the magneto switches are OFF and install the propeller. See Propeller,
Installation, 61-10-00.
(15) Install the proper grade and amount of engine oil. See 12-10-00.
(16) Connect the battery ground wire at the battery.
(17) Open the throttle and fuel valve completely. Turn on the electric fuel pump and check the fuel
line for leaks.
(18) Install the engine cowlings and remove the tail stand. Make sure the appropriate drains are
installed.
NOTE: To avoid possible high speed bearing failure resulting from a lack of lubrication during
initial starts, the engine should be pre-oiled in accordance with the latest revision of
Lycoming Service Instruction No. 1241.
NOTE: Do not lubricate engine control cables.
(19) Install the proper grade and amount of engine oil.
(20) Turn on the fuel valve; open the throttle full and turn on the electric fuel pump. Check the fuel
lines for leaks.
(21) Perform an engine operational check.
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PAGE 10
Oct 5/16 71-00-00 710010
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Cowling
1. Cowling
The cowling consists of an upper and lower section and a nose section. A cowling flap is an integral part
of the lower cowling.
A. Removal
See “Figure 1”.
(1) Remove the fasteners securing the top cowling and remove the cowling.
(2) Disconnect the cowling flap control.
(3) Support the bottom cowling and remove the screws that attach the cowling to nose cowling,
engine mount and nacelle.
(4) The nose cowling may be removed by removing the attaching screws and separating the two
cowling halves.
B. Installation
See “Figure 2”.
(1) Install the nose cowling by placing the two halves in position and inserting the attaching
screws.
(2) Position the bottom cowling and support it while inserting the screws that attach the cowling to
nose cowling, engine mount and nacelle.
(3) Connect the cowling flap control.
(4) Position the top cowling and install the fasteners.
C. Cleaning, Inspection and Repair
(1) The cowling should be cleaned with a suitable solvent then wiped with a clean cloth.
(2) Inspect the cowling for dents, cracks, loose rivets, damaged or missing fasteners and damaged
fiberglass areas.
(3) Repair all defects to prevent further damage. Fiberglass repair procedures are in 51-70-00.
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Engine Cowling Installation

Figure 1
Cowl Flap Installation

Figure 2
PAGE 2
Oct 5/16 71-10-00 71102
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MAINTENANCE MANUAL
2. Engine Cowl Flaps

See “Figure 2”.
The cowl flaps are all metal flaps located on the rear of the bottom cowls. The flaps are manually
operated through a push-pull control from the cockpit. The cowl flaps are connected to the engine cowls
with full length piano type hinges.
Operation and Adjustment
The cowl flaps are all metal flaps located on the rear of the bottom cowls. The flaps are manually
operated through the push-pull controls mounted in the lower portion of the console. When the
control levers are in the up position, the flaps are closed. To operate the cowl flaps, depress the lock
and move the lever down, releasing the lock after the initial down movement will allow the lock to
stop the flap travel at the intermediate position. For full open position, depress the lock and move
the control down; release the lock after the initial movement and continue to move the control down
until the lock stops the travel of the control. To raise the cowl flaps reverse the procedure. The cowl
flaps should be adjusted as follows:
(1) Place the control in the up position.
(2) Ascertain that the control lock is engaged.
(3) Check the cowl flap to visually determine that the flap is flush with the bottom of the engine
cowl.
(4) If the flap is not flush, disconnect the push-pull control from the arm on the inboard side of the
flap.
(5) Loosen the jam nut on the clevis end and adjust the clevis to get a flush fit between the cowl
flap and engine cowl.
(6) Reconnect the control to the flap and operate the cowl flap through its full range a few times;
then place the control in the closed position and visually check the flap to determine if it is flush
with the engine cowl.
(7) If the cowl flap is not flush, repeat Steps 4 through 6.
(8) When the adjustment is completed, tighten the clevis jam nut and secure the push-pull control
to the cowl flap.
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Mounts
1. Engine Shock Mounts

Installation
See 71-00-00, “Figure 1”.
(1) Assemble the engine shock mounts on the engine mount as shown in 71-00-00, “Figure 1” Note
the position of each mount carefully.
(2) Swing the engine into place, positioning the engine mounting lugs so they align with the engine
mount attachment points.
(3) Position the shock mount bolts through the shock mounts and then through the mounting lugs
and secure with nuts. Torque the nuts progressively, following a circular sequence until a torque
value of 450-500 inch-pounds is reached.
2. Engine Mount 100 Hour Inspection
In S/N’s 4496001 thru 4496216, for airplanes which have not installed new engine mounts P/N 89361-016
or Piper Service Kit No. 767-518, each 100 hours inspect the engine mounts as follows:
A. Remove left and right engine upper cowlings per 71-10-00, and locate the four engine shock
mounts.
B. Clean the engine mount tubing in the area of the shock mounts.
C. Inspect the left and right engine mounts at a point just aft of each engine shock mount along the
mount tubes. Use a 10x power magnifying glass and examine all around the tube for evidence of
cracks. If paint is chipped or peeling in this area, remove the paint and perform a dye penetrant
inspection.
D. If a crack appears in the tube at any point, the engine mount must be replaced before further flight.
E. If no cracks are found, reinstall components removed, repaint any area cleaned for dye penetrant
inspection, and return airplane to service.
F. At any engine removal, install engine mount gussets per Piper Service Kit No. 767-518 or replace
engine mount.
NOTE: Installing engine mount gussets per Piper Service Kit No. 767-518 on a known good
mount relieves this repetitive inspection requirement.
G. Make an appropriate logbook entry.
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3. Engine Mount Corrosion Inspection, Immersion in Water

The following guidance is general in nature and should be applied or varied to fit the individual situation
based on water level during immersion, length of time immersed, length of time since exposure, etc.
Proceed as follows:
A. Inspection
(1) Level the aircraft in accordance with 8-20-00.
(2) In the two lower, larger 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 above, proceed as follows:
(1) Place a drip pan below the inspection holes in each engine mount tube.
(2) Insert a plastic tube thru each inspection hole and feed it up to the high point of the engine
mount tube.
(3) Using a syringe inserted into the end of the plastic tube, pump linseed oil into the upper end of
the engine mount tube while rotating the syringe/plastic tube assembly to assure maximum
coverage. Continue pumping until the lower end of the engine mount tube is filled with linseed
oil to the level of the inspection hole.
(4) Now, draw the plastic tube out of the upper end of the engine mount tube and reinsert it in the
opposite direction, feeding it to the lower end of the engine mount tube.
(5) Suck excess linseed oil out of the engine mount tube with the syringe/plastic tube assembly.
(6) When linseed oil can no longer be picked up by the syringe/plastic tube assembly, remove it
and allow the engine mount tube to drain into drip pans for approximately two hours.
(7) Purge excess oil from tubes by applying air pressure to each 3/16 inch inspection hole, one at
a time.
(8) Insure that roughly the same amount of linseed oil that was pumped in is retrieved in the drip
pans.
(9) Apply a liberal coating of an approved fuel tank sealant (see List of Consumables, 91-00-00) 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.
PAGE 2
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Air Intakes
1. Induction System
See ”Figure 1”.
Induction air is taken from the right rear engine baffle, routed through a short duct into the filter housing,
and down to the carburetor through another duct and the carburetor air box. The filter housing, mounted
to the firewall, is supported by connections to the two ducts and by a bracket to the engine mount
structure. The carburetor air box is connected to the carburetor heat duct, which is additionally utilized as
an alternate air source should the main inlet become blocked.
2. Air Filter Housing
A. Removal
(1) To make access to the assembly remove both the top and bottom cowlings.
(2) Remove the cover of the filter housing and withdraw the air filter.
(3) Loosen the clamps retaining the ducts to the filter housing and move them aside.
(4) Where the housing is mounted to the firewall make note of the amount and situation of the
spacers, washers used. Remove the bolt and washers.
(5) With the housing upheld, remove the bolts from the housing support bracket that attach it to
the engine mount.
B. Installation
(1) With the housing upheld, install the bolts to the housing support bracket that attaches it to the
engine mount.
(2) Install the bolts and washer that mount the housing to the firewall.
(3) Move the clamps retaining the ducts to the filter housing into place and tighten.
(4) Install the air filter and position the cover of the filter housing.
(5) Install both the top and bottom cowlings per 71-10-00.
3. Carburetor Air Box
A. Removal
(1) The carburetor and air box are at the rear of the engine under the dual magnetos. Access to
the carburetor air box must be made with at least the bottom cowl removed. Disconnect the
cable from the flutter valve arm.
(2) Loosen the clamps on the duct tubes and move them clear of the air box inlets.
(3) Remove the eight screws on the back of the box, and two on the top and bottom, aft of the
valve shaft. These screws secure the back of the box which acts as a bearing support for the
flapper valve.
B. Installation
(1) Install the four bolts securing the assembly to the carburetor and secure with safety wire.
(2) Install the back of the air box and flapper valve assembly.
(3) Insert the eight screws on the back of the box, and two on the top and bottom, aft of the valve
shaft. These screws secure the back of the box which acts as a bearing support for the flapper
valve.
(4) Move the clamps on the duct tubes over the air box inlets and tighten.
(5) Replace the bottom cowl per 71-10-00. Connect the cable to the flutter valve arm.
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C. Inspection
(1) Remove the back of the air box and flapper valve assembly. Lubricate the shaft with lubriplate
as necessary.
(2) Check the condition and operation of the flapper. Make sure the shaft moves freely in the
bearings and the rivets retaining the bearings are in proper condition. Replace the rivets if the
bearings exhibit any looseness, and make sure the bearings retain their proper alignment.
(3) Remove the safety wire and follow with the four bolts securing the assembly to the carburetor.
(4) With the assembly removed inspect the box for cracks and proper sealing.
D. Control Adjustment
Adjust the carburetor heat control as follows:
(1) Position the air box valve in the full cold position and the cockpit control 0.16 inch below the
cold detent.
(2) The air box valve must be in the full heat position when the cockpit control is in the hot
position.
NOTE: Do not lubricate engine control cables.
4. Carburetor Heat Shroud
Carburetor heat is supplied by a duct interconnected with a shroud mounted to the cylinder No. 4
exhaust manifold.
A. Removal
(1) Remove the bottom cowl per 71-10-00.
(2) The duct can be removed by first removing the clamps retaining it to the air box and shroud
fixtures.
(3) Remove the screws securing the outboard shell of the shroud and slide it forward out of the
main shroud support.
(4) Remove the bolts securing the shroud to the exhaust stack.
B. Installation
(1) Attach the bolts securing the shroud to the exhaust stack.
(2) Place the outboard shell of the shroud on the main shroud support and attach with screws.
(3) Install the clamps retaining it to the air box and shroud fixtures.
(4) Install the bottom cowl per 71-10-00.
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Induction System
Figure 1
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CHAPTER
73
Engine fuel
AND CONTROL
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Chapter 73 - Engine Fuel and Control
TABLE OF CONTENTS
Carburetor 1
Maintenance 1
Adjustment 3
Mixture 3
Idle Speed. 3
Engine Primer Installation 4
Electric Primer 4
Primer Jets 4
Fuel Pressure Gauge 1
Fuel Pressure Sender Testing 1
Troubleshooting 1

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PAGE 2
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Distribution
1. Carburetor
publications.)
In general, little attention is required between carburetor overhauls. However, it is recommended that the
following items be checked during recommended inspection periods of the engine.
A. Maintenance
CAUTION: Ground running with the cowling removed: maximum power ground
running is limited to FIVE minutes or cylinder head temperature of
475°F, whichever is reached first. Aircraft without cylinder head
temperature gauge must not be operated at maximum power with
cowling removed. Prolonged ground running with the cowling
removed could cause local hot spots in the cylinders and
irreversible engine damage.
(1) Check tightness and safety of all nuts and screws which fasten the carburetor to the engine.
(2) Check all fuel lines for tightness and evidence of leakage.
(3) Check throttle and mixture control rods and levers for travel, tightness and safety.
(4) Clean the fuel inlet screen. (See “Figure 1”).
(5) Remove the plug at the aft position of the carburetor and drain any accumulation of foreign
matter.
(6) Check carburetor air box for wear and full travel of heat door.
(7) Check the adjustment of the idle mixture and idle speed.
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Carburetor
Figure 1
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B. Adjustment
(1) Mixture
See “Figure 1”.
WARNING: When performing engine warm-up indoors, provide a barrier
about the engine to prevent serious injury. Also provide
adequate means of ventilating the work area.
(a) After performing the standard engine starting procedure, operate the engine for at least
two minutes between 800 to 1200 RPM to insure proper engine warm-up.
(b) Position the cockpit throttle control lever to obtain a reading of approximately 550 RPM on
the tachometer with the idle mixture control at the full rich position.
(c) While observing the tachometer, slowly pull the mixture control towards the idle cut-off
position. The optimum mixture is obtained when the RPM increases slightly (10 to 50 RPM)
prior to engine speed decreasing.
(d) Following the momentary increase in RPM, the engine speed will start to drop. Immediately
move the mixture control to the full rich position to prevent the engine from cutting out
completely.
(e) Should these steps reveal that the idle mixture is not correct make the following adjustments
and perform steps (b) thru (d) again.
1) With the engine set to idle at 550 RPM turn the idle mixture adjusting screw at the
rear of the carburetor, clockwise, leaning the fuel mixture. Continue to do this until the
engine begins to run roughly, at which time the engine speed will decrease.
2) Turn the adjustment screw counterclockwise until the engine runs smoothly again.
Continue to turn the screw in the same direction until the engine begins to run roughly
once more. At this point, the fuel mixture will be too rich and engine speed will decrease
again.
3) Now adjust the screw to a midway position between the lean and rich fuel mixture; the
RPM of the engine will reach a minimum speed for idle mixture settings.
(f) After adjusting the idle mixture, recheck it several times to insure its remaining consistent
from high power settings back to idle.
(2) Idle Speed.
See “Figure 1”.
(a) Pull back the cockpit throttle control lever until it is completely aft and in the closed
position. Observe the engine speed on the tachometer.
(b) Adjust the idle speed adjustment screw to obtain from 550 to 650 RPM. Rotate the screw
clockwise to increase the speed of the engine; counterclockwise to decrease the engine
speed. The screw is located on the throttle arm.
Note: One complete revolution of the carburetor idle screw provides a variation of
approximately 100 RPM in idling speed.
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2. Engine Primer Installation

See “Figure 2”.
High pressure electric pumps are used for engine priming.
A. Electric Primer
Note: The electric fuel pumps must be ON to operate the electric primers.
The priming system uses high pressure electric pumps mounted in each wing and solenoid controlled
primer valves. Each system is operated by switching on the appropriate electric fuel pump thus
supplying fuel to the engine driven pump. Fuel for the primer system is fed through the engine driven
pump to the primer solenoid valve. With fuel pressure available, the primer button is depressed,
actuating the primer solenoid valve, and allowing fuel to flow through the lines to the primer jets in the
intake of the three cylinders in each engine. ( See “Figure 2”.)
B. Primer Jets
(1) To remove the primer jets, disconnect the supply line from each jet. With a deep socket and light
pressure, remove the jet from the cylinder.
(2) To clean the jet, soak in carbon remover solution long enough to loosen any dirt and blow clean
with air pressure. Do not use sharp objects or wire brush to clean the jet tube.
(3) Install the jet finger tight to assure that the threads are not crossed and then torque 60 inch-
pounds. Align and install the fuel supply lines, tighten to a snug fit.
Note: If fuel stoppage continues after the primer jets are cleaned, check for blocked supply
lines and bent or collapsed walls.
PAGE 4
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Fuel System Schematic

Figure 2
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Indicating
Fuel Pressure Gauge

Note: In S/N’s 4496174; and, 4496224 and up, with the Avidyne Entegra option, this function is in the
MFD.
The fuel pressure gauge instruments are mounted on the instrument panel in the cluster for their respective
engines. The gauges are electrically connected to pressure senders for their respective engines: The
senders are mounted through the aft side and outboard half of each firewall to the fuel pressure line,
running from each engine’s carburetor to the firewall. The oil pressure senders are those units with the two
terminals on the aft side of the instrument.
A. Fuel Pressure Sender Testing
See “Chart 1”.
The fuel pressure sender works on the relationship of pressure to resistance. As the pressure rises
the resistance rises and alters the position of the needle in the instrument.
(1) The sender may be tested by removing it from the aircraft and applying a calibrated pressure to
the pressure port.
(2) Attach an ohmmeter to the two terminals on the reverse side of the pressure port, and check the
resistances as shown in “Chart 1”.
(3) To test the sender and gauge in conjunction with each other, disconnect the gauge from the
aircraft system, connect it in series (using a 12 to 14-volt system) with the sender, and proceed
as follows:
(a) Slowly increase the pressure to the sender till 9 + 0.5 psi is reached.
(b) Let the system set at the pressure for a couple of seconds, recheck the pressure, and lower
the pressure to 8.0 psi.
(c) Reduce the pressure to 0.5 psi. The gauge should indicate 0.5, +1, - 0 needle widths.
Note: The sender and gauge are nonadjustable, therefore that which does not meet
specifications should be replaced.
(4) Reinstall the gauge and sender.
B. Troubleshooting
See “Chart 2”.
Chart 1
FUEL PRESSURE SENDER TEST SPECIFICATION
Pressure (PSI) Resistance (Ohms) Tolerance (Ohms)
0 10 -
0.5 11.5 +1, -0
5 42 ±1/2, -0
8 60 +1/2, -0
10 72 ±1
The gauge (Piper P/N 86750-2) should indicate 8 psi +1/2, - 0 needle widths.
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Chart 2
Troubleshooting fuel pressure gauge

No fuel pressure indication Fuel valve stuck. Check valve.
No fuel in tanks. Check fuel, fill.
Defective fuel pump. Check pump for pressure
build up. Check diaphragm
and relief valves in engine
pump. Check for
obstruction in electric
pump. Check bypass valve.
Air leak in intake lines.
Pressure low or pressure surges. Obstruction in inlet side of pump. Trace lines and locate
obstruction.
Faulty bypass valve. Replace.
Faulty diaphragm. Replace or rebuild pump.
Needle Fluctuation. Surge dome or pump filled Remove and empty.
with fuel.
Air in line. Loosen line at gauge, turn
on electric pump. Purge
line of air and retighten.
High Fuel Pressure with engine Fuel in line expanding due to Normal.
shut off right after flight. heat build up in cowling.
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CHAPTER
74
ignition
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PAGE 2
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Chapter 74 - Ignition
TABLE OF CONTENTS
Electrical Power Supply 74-10-00 1

Ignition System 1
Description 1
Troubleshooting 1
Replacement Magnetos 1
Overhaul 2
Magnetos 3
Removal 4
500 Hour Inspection and Cleaning 4
Disassembly 8
Assembly 12
Testing 17
Installation 18
Ignition Harness 1
Inspection 1
Removal 1
Disassembly 1
Assembly 4
Installation 6
Spark Plugs 6
Removal 6
Inspection and Cleaning 7
Installation 7
Switching 74-30-00 1
Magneto and Starter Switches 1

Oct 5/16
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PAGE 2
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Electrical Power Supply
1. Ignition System
publications.)
A. Description
This section provides only basic timing magnetos to the engine procedures and, if not provided in
the appropriate vendor engine maintenance manual, magneto removal and installation instructions.
Refer to the appropriate vendor’s engine and magneto maintenance manuals for all other magneto
maintenance procedures. See Introduction - Supplementary Publications.
Ignition of the fuel charge in each cylinder is accomplished by two spark plugs independently excited
by one of two Slick 4300 series magnetos. Two magnetos are installed on each engine for redundancy.
Each magneto separately generates, times and distributes high tension (voltage) through leads to
each cylinder.
The magnetos are controlled by switches at the lower left of the instrument panel
(Refer to 74-30-00, “Figure 1”). 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.
On each engine, 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 data plate to verify the specific model number and series of the magneto
being worked on.
B. Troubleshooting
warning: ENSURE that the primary circuits of both engines are grounded
and the ignition switch is off, before working on either engine.
WARNING: REMOVe HARNESS ASSEMBLies FIRST AND INSTALl THEM LAST to MINIMIZE
DANGER OF STARTING ENGINE INADVERTANTLY WHEN GROUND LEAD IS
REMOVED FROM MAGNETO. I.E. - TheSE MAGNETOS ARE NOT INTERNALLY
GROUNDED and MAGNETO IS HOT WHEN GROUND LEAD IS DISCONNECTED.
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.
NOTE: Check the magneto data plate to verify the specific model number and series of the magneto
being worked on.
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Chart 1
Troubleshooting Magnetos

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.
D. Overhaul
Overhaul is required as conditions indicate, but in no case may Slick 4300 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. See Vendor Publications under Supplementary Publications in the Introduction for availability.
PAGE 2
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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.
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 25° mark on the gear is aligned with the small hole,
number one piston is at 25° BTC.
Note: Verify correct engine timing for the airplane being worked on by checking 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.
Engine Timing Marks

Figure 1
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(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.
(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) 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.
B. Removal
Before removing the magnetos, make sure the magneto switches are OFF.
CAUTION: Ascertain that the primary circuit of the engine is grounded before
working on the engine.
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.
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. Assembly” (1) & (2), below.
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(c) In the left magnetos only (i.e. - impulse coupled), inspect magneto rotor shaft at impulse
coupling (See “Figure 3”). 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.
(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. Assembly” (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 Rotor and Stop Pin
required. Figure 2
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(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.
(7) Clean and inspect condenser.
(a) If the external surfaces of the
condenser are dirty, clean with
Impulse Coupling
light soapy water. Rinse thoroughly
Figure 3
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 Impulse Coupling Pawls
capacitance value with condenser Figure 4
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.
Assembly” (12), below.
Measuring Pawl Clearance

Figure 5
PAGE 6
Oct 5/16 74-10-00 74106
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MAINTENANCE MANUAL
(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 oil and carbon dust prior to reassembly.
Contact Points
Figure 6
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Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(9) Inspect the carbon brush. Overall

length must be greater than 19/64
(.297) inch and the outside diameter
must be uniform (See “Figure 7”).
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 7
D. Disassembly
See “Figure 8”, “Figure 9”and “Figure 10”.
Note: Use of the Slick T-100 Assembly and Timing Tool Kit (“Figure 8”) 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 and 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 impluse 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.
(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.
PAGE 8
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Slick T-100 Assembly and Timing Tool Kit

Figure 8
74109 74-10-00 PAGE 9

Oct 5/16
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MAINTENANCE MANUAL
Exploded View of 4300 Series Magneto

Figure 9
PAGE 10
Oct 5/16 74-10-00 741010
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(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.
(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 10”).
(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.
Coil Wedge Removal

Figure 10
741011 74-10-00 PAGE 11

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
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 11”.)
(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.
Installing Bearings
Figure 11
PAGE 12
Oct 5/16 74-10-00 741012
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(2) Install rotor shaft assembly

(See “Figure 11”).
(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) Tum T-handle until the bearing cap
bottoms in the frame. Place cap
over end of rotorshaft 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 12”).
(a) Lubricate oil seal with engine oil.
Oil Seal Installation
(b) Reverse the magneto on the T-125
Figure 12
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.
(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 180 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.
741013 74-10-00 PAGE 13

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(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.
(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.
Magneto Internal Timing

Figure 13
PAGE 14
Oct 5/16 74-10-00 741014
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(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 data plate 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 13”), 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 brus 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 14”.
(14) Install rotor gear onto end of rotor shaft.
(15) Align the “L” or “R” (depending on the
rotation of the magneto—look at data
plate) 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 15”.)
Bearing Bar Assembly

Figure 14
741015 74-10-00 PAGE 15

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(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) 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.
(20) Gently rotate the distributor housing onto the magneto frame.
(21) Secure the housing with three long screws and one short screw. Torque all four to 24 in-lbs.
(22) Remove T-118 timing pin.
Rotor Gear Alignment

Figure 15
PAGE 16
Oct 5/16 74-10-00 741016
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
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
data plate.
(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.
741017 74-10-00 PAGE 17

Oct 5/16
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MAINTENANCE MANUAL
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 is 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, then re-insert
the pin.
(4) When the pin sticks through the hole in the gear about 1/4 (0.25) 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.
Remove top spark plug from number one cylinder. (Refer to 74-20, “Spark Plugs” section,
for detailed removal steps.) Place a thumb over spark plug hole and turn engine crankshaft
in normal direction of rotation until compression stroke is reached. (Indicated by positive
pressure on thumb.) In this position both valves of number one cylinder are closed. Turn
crankshaft opposite to its normal direction of rotation until it is approximately 35 degrees
BTC on compression stroke of number one cylinder. Rotate crankshaft in its normal direction
of rotation until 25 degrees mark on starter ring gear and hole in starter housing align.
(“Figure 1”)
Note: Always verify correct BTC on the engine data plate.
(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.
PAGE 18
Oct 5/16 74-10-00 741018
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
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-1569 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 Vendor Publications, Supplementary Publications,
in the Introduction for contact data.)
74201 74-20-00 PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Stipping Tool Inserting Stipping Tool

Figure 1 Figure 2
Cutting Insulation Removing Silicone Rubber from Wire

Figure 3 Figure 4
PAGE 2
Oct 5/16 74-20-00 74202
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MAINTENANCE MANUAL
Installation of Plug Endnut Flaring out the Shielding

Figure 5 Figure 6
Installation of Ferrule Driving Tool

Figure 7 Figure 8
74203 74-20-00 PAGE 3

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
D. Assembly
(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. (See “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.
(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. (See “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. (See “Figure 4”.)
(7) On spark plug end of wire install M-1673 nut followed by M-1671 female taper hex ferrule.
(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 over the M-1458 drive ferrule until tight.
(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.
(See “Figure 8”.) Or, press into place using T-109 pressing tool.
(11) For magneto end of wire, insert wire through hole in M-1569 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-1569 harness cap using M-1744 drive tool, similar to step 10.
(See “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. (See “Figure 11”.)
(14) On magneto end of wire, place M-1738 insulator sleeve (brown, 0.75 inch long) over silicone
insulation. On spark plug end of wire, use M-1677 insulator sleeve. (See “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. (See “Figure 13”.)
PAGE 4
Oct 5/16 74-20-00 74204
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MAINTENANCE MANUAL
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
74205 74-20-00 PAGE 5

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
E. Installation
(1) Before installing harness on magneto,
check mating surfaces for cleanliness.
(2) Place harness terminal 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 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.
PAGE 6
Oct 5/16 74-20-00 74206
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(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;
Removing Frozen Spark Plug
threads nicked up, stripped, or
Figure 14
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.
(3) Test spark plug both electrically and for resistance.
(4) Set spark plug gap at 0.016 to 0.022 inch. (0.40 to 0.60mm).
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 360 to 420 inch-pounds.
(3) Carefully insert terminal insulator in spark plug and tighten coupling nut per “Chart 1”.
74207 74-20-00 PAGE 7

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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1
SPARK PLUG COUPLING TORQUE
Application Spark Plug Coupling Threads Torque (In. - Ib.)

All spark plugs 5/8-24 90 - 95
PAGE 8
Oct 5/16 74-20-00 74208
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MAINTENANCE MANUAL
Switching
Magneto and Starter Switches

The magneto switches and the starter switch are located in the instrument panel.
See Switches, 39-10-00.
OFF OFF OFF

0 50 100 0 50 100 0 25 55 115 0
BATT ALTR ALTR LEFT ALT. AMPS. RIGHT ALT. AMPS. PANEL LEFT OIL PRESS PSI RIGHT
MASTR LEFT RIGHT LIGHTS
OFF OFF
OFF OFF OFF OFF
MAG MAG L START R MAG MAG FUEL FUEL

LEFT RIGHT PARK
LEFT RIGHT PUMP PUMP
BRAKE
Aft Mic/Ph
Press HTR
ON S
LO H
A O M
E
WARN OIL VAC ALT OVER L
N + MAN CW
GEAR Test TEMP BUS OFF
T
S
UNSAFE Gear Down

Ð AUTO CCW
Va135AT3800LBS
(SEE POH) Maneuvering
Vlo140DN109UP
Kias
Vle140 MAX
DEMOXWIND17KT Lbs Lsee HOBBS
0 000 00
TOTAL HOURS
HEATER
FLIGHT OPERATION
LEAVE AIR INTAKE
OPEN FOR :15 SEC
AFTER SWITCHING
OFF
GROUND OPERATION
SWITCH TO
FAN FOR 2 MIN.
BEFORE SWITCHING
OFF OFF OFF OFF OFF
0 10 20 40F 0 10 20 40F
N___________ HOBBS
200 500 200 350 500 0 000 00
° RIGHT FUEL U.S.°GAL.
LEFT FUEL U.S. GAL. LCL HEAD TEMP° F RCL HEAD TEMP
° F LDG NAV STROB RECOG
TOTAL HOURS
LIGHT LIGHT LIGHT LIGHT Air
OFF HIGH HEATER Closed Open Intake
REC
OFF PITOT CABIN BLWR Temp
HOBBS Warmer
0 000 00 HEAT HEAT LOW GND UP Def
TOTAL HOURS RADIO Off On
1/2 5 8 10 1/2 5 8 10 75 180 245 75 180 245
° PSIRIGHT FUEL PRESS
LEFT FUEL PRESS ° PSI LEFT OIL TEMP° F RIGHT OIL TEMP° F
MASTR
SWITCH
LIGHTS NOSE
GEAR L NON R Gear Hyd Pump
ALT BAT ESS ALT Field GRP Pump Field GRP Pump Qty & Acc Tach Ind Warn Cont Pwr
OFF OFF OFF LEFT RIGHT
0 50 100 0 50 100 0 25 55 115 0 25 55 115 GEAR GEAR 20 60 40 70 5 5 10 5 5 10 3 5 3 3 3 3 25
BATT ALTR ALTR LEFT ALT. AMPS. RIGHT ALT. AMPS. PANEL LEFT OIL PRESS PSIRIGHT OIL PRESS PSI
Turn & Stall Annun Lights Pitot Lights
MIKE MASTR LEFT RIGHT LIGHTS Bank Detect Pnl Pnl Sw Nav Anti-Coll Ldg Heat Std-By Recog
Htr Blwr MIKE
EMER GEAR MAIN AVI AVI MAIN
EXT PULL GEAR BUS BUS BUS BUS 3 5 5 5 5 10 10 10 15 5 10 15 20
RELEASE
OFF OFF
OFF OFF OFF OFF BEFORE UP Pitch Auto Audio Comm Nav Avi Comm Mcr
60 40 40 60 Trim Pilot Comp Select #1 #1 XPDR BusTie Nav 2
ADF
Bcn
MAG MAG
LEFT RIGHT
MAG MAG FUEL FUEL PULL 5 10 5 5 10 5 5 25 10 5 5
LEFT RIGHT PARK PUMP PUMP TO DOWN
BRAKE REL
PHONE PULL PHONE
ALTERNATE STATIC
INSTRUMENT PANEL (TYPICAL)
Magneto and Starter Switches

Figure 1
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Engine Controls
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Chapter 76 - Engine Controls
TABLE OF CONTENTS
Power Control 76-10-00 1

Throttle and Mixture Controls 1
Throttle Adjustment 1
Mixture Adjustment 1

Oct 5/16
PA-44-180, SEMINOLE
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PAGE 2
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MAINTENANCE MANUAL
Power Control
Throttle and Mixture Controls

A. Throttle Adjustment
See “Figure 1”.
(1) With the engine throttle control at full throttle position, rig quadrant throttle lever to provide a 0.030
to 0.060 inch cushion from forward stop. Adjust the throttle as follows:
(a) Disconnect the clevis end of the throttle control cable from the control arm at the carburetor.
Loosen the jam nut that secures the clevis end.
(b) Adjust the linkage by rotating the clevis end of the cable to obtain 0.030 to 0.060 inch cushion
on instrument panel stop when in full throttle position.
(c) Reconnect the clevis end to the control arm and safety.
(2) With the engine throttle control at Full Throttle position, rig the Quadrant Throttle Lever to provide
a minimum of .032 clearance from the Engine Control Cover.
(3) With the engine throttle control at Idle Stop, the Quadrant Throttle Lever must have a minimum
of .032 clearance from the Engine Control Cover.
B. Mixture Adjustment
See “Figure 1”.
(1) With the engine mixture control at full rich position, rig quadrant mixture lever to provide a 0.030
to 0.060 inch cushion from forward stop. Adjust the mixture as follows:
NOTE: Check the routing and security of the mixture cable to prevent interference between the
cable and the nose gear linkage.
(a) At the carburetor, disconnect the clevis end of the mixture control cable from the control
arm. Loosen the jam nut that secures the clevis end.
(b) Adjust the linkage by rotating the clevis end on the cable to obtain a 0.030 to 0.060 inch
cushion from the instrument panel stop when in full rich position.
(c) Reconnect the clevis end to the control arm and safety.
NOTE: Check security of cable casing attachments.
(2) With the engine mixture control at full rich, rig the Quadrant Mixture Lever to provide a minimum
(3) With the engine mixture control at Idle Cut-Off, the Quadrant Mixture Lever must have a minimum
C. Pull the throttle and mixture cockpit levers full aft to ensure that the carburetor idle screw contacts
its stop and the carburetor mixture control arm contacts its lean position.
76101 76-10-00 PAGE 1

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Engine Controls Adjustment

Figure 1
PAGE 2
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76103 76-10-00 PAGE 3

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CHAPTER
77
Engine Indicating
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6 Oct 5/16
7 Oct 5/16
8 Oct 5/16
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3 Oct 5/16
4 Oct 5/16
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Chapter 77 - Engine Indicating
TABLE OF CONTENTS
General 77-00-00 1
Power 77-10-00 1
Manifold Pressure 1
Manifold Pressure Gauge (S/Ns 4496001 and up.) 1
Troubleshooting 1
Manifold Pressure Transducer Installation (with Avidyne Entegra) 2
Removal 2
Installation 2
Test 2
Manifold Pressure Line Filters 4
Tachometer 6
Magnetic Sensor 6
Removal 6
Installation 6
Temperature 77-20-00 1
Exhaust Gas Temperature (EGT) Gauge 1
Description 1
Troubleshooting 1
EGT Peak Adjustment Procedure 1
Removal 2
Installation 2
Cleaning and Inspection 2
Cylinder Head Temperature (CHT) Gauge 2
Troubleshooting 2
Calibration 3

Oct 5/16
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MAINTENANCE MANUAL
PAGE 2
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General
NOTE: In S/N’s 4496174; and, 4496224 and up, for airplanes equipped with the optional Avidyne Entegra
system; engine data is collected by the Data Aquisition Unit (DAU) and is displayed on the Multi-
Function Display (MFD) and Primary Flight Display (PFD). See 34-20-00, and 91-77-40.
Note: In airplanes equipped with Garmin G1000, see Integrated Avionics System - G1000 in
34-25-01, 34-25-02, and 91-77-40.
The power plant instrumentation is designed to give an accurate and quick indication of the power conditions
at which the engines are operating. Line routing for the instrumentation may be seen in “Figure 1”
Engine Instrumentation Lines Installation

Figure 1
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PAGE 2
Oct 5/16 77-00-00 77002
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MAINTENANCE MANUAL
Power
Function Display (MFD) and Primary Flight Display (PFD). The Manifold Pressure Transducer is
mounted on the firewall. See 34-20-00, and 91-77-40.
34-25-01, 34-25-02, and 91-77-40.
1. Manifold Pressure
A. Manifold Pressure Gauge (S/Ns 4496001 and up.)
The manifold pressure gauge is a vapor proof, absolute pressure type instrument. Pressure from
the intake manifold of each engine is transmitted to the instrument through individual lines (see
77-00-00, “Figure 1”). There are two in line filters which are located in the lines ahead of each
instrument (see Manifold Pressure Line Filters, below). Also connected to the back of the gauge are
quick drains to permit draining of any fuel or liquid that might accumulate in the lines.
(1) Troubleshooting
See “Chart 1”.
(2) Removal and Replacement
See 39-10-00.
Chart 1
Troubleshooting Manifold Pressure Gauge

Excessive error at existing Pointer shifted. Replace instrument.
barometric pressure.
Excessive error when Line Leaking. Tighten line connections.
engine is running.
Clogged filter. Replace filter.
Sluggish or jerky pointer Defective instrument. Replace instrument.
movement.
Dull or discolored Age. Replace instrument.
marking.
Incorrect reading. Moisture or oil in line. Disconnect lines and blow
out.
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MAINTENANCE MANUAL
B. Manifold Pressure Transducer Installation (with Avidyne Entegra)

The manifold pressure transducer supplies the Avidyne multi-function display (MFD) with mainfold
pressure data. The transducer is located on the aft side of the firewall. See 34-20-00, and 91-77-40.
(1) Removal
(a) Disconnect battery ground cable.
(b) Remove inboard access panel from engine nacelle.
(c) Disconnect connector from top of transducer.
(d) Unscrew transducer from bulkhead tee.
(2) Installation
(a) Screw transducer into bulkhead tee.
(b) Torque transducer per label on transducer.
(c) Reconnect connector to top of transducer.
(d) Replace the inboard access panel on engine nacelle.
(e) Reconnect battery ground cable.
(3) Test
The manifold pressure transducer (P/N 599-592) can be tested as follows:
(a) Basic
1) Turn arcraft electrical power on to energize cockpit instruments.
2) Prior to engine start, confirm the accuracy of the manifold pressure display by the
cockpit instrumentation by comparing the indicated manifold pressure against the
actual, current barometric pressure, as reported by the local airport authority, or
another known good instrument.
3) With a properly functioning Manifold Pressure Transducer, the indicated manifold
pressure should agree with the actual barometric pressure within 0.5 inHg (one-half
inches of mercury). If an erroneous reading is suspected, continue with detailed test,
below.
(b) Detailed
1) Remove the transducer per Removal, above.
2) Using a calibrated regulated pressure source and a 28 VDC power source, setup the
transducer for testing as shown in “Figure 1”.
3) Slowly applying regulated pressure, record the voltage shown on the digital multimeter
(DMM) at each stage as shown in “Chart 2”, until a maximum pressure of 25 PSI is
reached.
4) Then, slowly decrease the regulated pressure and, again, record the voltage shown
on the digital multimeter (DMM) at each stage as shown in “Chart 2”, until zero (0) PSI
is achieved.
5) The transducer is good if it meets the specifications shown in “Chart 2”. Any other
result is cause for transducer replacement.
PAGE 2
Oct 5/16 77-10-00 77102
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 2
Manifold Pressure Transducer Service Test Specifications
Pressure P/N 599-592
Applied Nominal
(PSI) ± 2% (VDC)
0 1.00
5 1.80
10 2.60
15 3.40
20 4.20
25 5.00
20 4.20
15 3.40
10 2.60
5 1.80
0 1.00
A D
B C
599-592 (WITH AVIDYNE ENTEGRA)
+ 28 VDC
-
POWER
+ 28 VDC Input PIN A SUPPLY
XDUCER
PRESSURE
599-592
+ 1.0 to 5.0 VDC Output PIN B

SOURCE Spare PIN C
- 28 VDC Return PIN D
+
-
DMM
Manifold Pressure Transducer Test Set-up

Figure 1
77103 77-10-00 PAGE 3

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MAINTENANCE MANUAL
C. Manifold Pressure Line Filters

Contaminents such as moisture and fuel may enter the manifold pressure gauge through the line
connecting the gauge to the port on the engine. In S/N’s 4496027 and up, this condition has been
remedied by factory installation of in-line filters. These filters should be replaced on condition/as
required.
These filters may be installed in S/N’s 4496001 thru 4496026 as follows:
(1) Materials Required
(a) P/N 84015-105 (1 each line).
(b) P/N 84015-106 (1 each line).
(c) P/N/ 84015-107 (1 each line)
(d) P/N 84015-108 (1 each line).
(e) P/N 78651-000 (2 each filter housings).
(f) P/N 476-608 (2 each union)
(g) P/N 560-686 (2 each filter)
(2) Procedure
(a) Remove the cockpit seats and interior side panels as required to gain access to the aft
side of the instrument panel. Locate the position of the manifold pressure gauge.
(b) The existing configuration of the manifold pressure system is shown in “Figure 2”, top. The
new configuration containing the new filter assemblies and instrument lines is shown in
“Figure 2”, bottom. Refer to each as required.
(c) Remove and discard the mainfold pressure instrument lines extending from the existing
elbows to the next in-line connection leading to the left and right engine (See “Figure 2”.)
(d) Install the instrument lines as shown in “Figure 2”. Insert P/N 560-686, Filter, into the two
Filter Housings, P/N 78651-000. Install Fittings, P/N 476-608, into each housing. Connect
the existing instrument lines to the filter housing as shown in “Figure 2”.
(e) Check for security of the instrument lines and filter assembly installation and reinstall the
cockpit seats and side panels. Check the seat stop and seat belt installation. Assure proper
movement of the seats.
(f) Perform and engine ground run to ensure proper operation of the manifold pressure gauge.
(g) Make an appropriate logbook entry.
PAGE 4
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MAINTENANCE MANUAL
Manifold Pressure Line Filter Installation

Figure 2
77105 77-10-00 PAGE 5

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2. Tachometer
See “Figure 3”.
CAUTION: ADJUSTMENT AND REPAIR OF THE TACHOMETER IS ONLY AUTHORIZED BY QUALIFIED
INSTRUMENT REPAIR FACILITES.
The tachometer is electric and provides an indication of crankshaft speed in revolutions per minute. It
receives its information from a magnetic sensor mounted on the left magneto. It is located on the pilot’s
side of the instrument panel below the dual manifold pressure gauge. (Refer to Chapter 91 for electrical
schematic.)
Removal and Replacement
Refer to Chapter 39 and Removal of Face Mounted Instruments.
3. Magnetic Sensor
A. Removal
(1) Access the left rear area of the engine.
(2) Locate the magnetic sensor on the right side of the left magneto. Trace the sensor wiring harness
to the quick connector and disconnect.
(3) Unscrew the magnetic sensor from the magneto housing.
B. Installation
(1) Connect the sensor wiring harness to the quick connect.
(2) Install the magnetic sensor to the magneto housing using attachment screws.
Chart 3
Troubleshooting tachometer
Both pointers inoperative. Circuit breaker tripped. Reset circuit breaker.
One pointer inoperative. Defective magnetic sensor. Replace magnetic sensor.
One pointer inaccurate. Defective instrument. Replace tachometer.
PAGE 6
Oct 5/16 77-10-00 77106
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MAINTENANCE MANUAL
Electric Tachometer Installation

Figure 3
Chart 4
TACHOMETER CALIBRATION DATA
RPM PULSES / SECOND TOLERANCE (RPM)
500 8.33 ±25.0

1000 16.67 ±25.0
1500 25 ±25.0
2000 33.33 ±25.0
2500 41.67 ±25.0
2600 43 ±25.0
3000 50 ±40.0
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PAGE 8
Oct 5/16 77-10-00 77108
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Temperature
Function Display (MFD) and Primary Flight Display (PFD). See 34-20-00, and 91-77-40.
34-25-01, 34-25-02, and 91-77-40.
1. Exhaust Gas Temperature (EGT) Gauge
A. Description
This instrument aids 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. EGT Peak Adjustment Procedure
While the aircraft is in operation at 7,000 FT pressure altitude, complete the procedure as follows:
(1) Set engine to 2500 RPM, and maximum manifold air pressure.
(2) Lean each engine to peak EGT or maximum lean for smooth operation.
(3) Adjust each EGT needle to align with the “ * ” on the gauge.
Chart 1
Troubleshooting EGT Gauge
Gauge inoperative. Master Switch OFF. Turn switch ON.

Circuit Breaker OUT. Push breaker IN.
Defective gauge, probe Check probe and lead
or wiring. wires for chafing, breaks
or shorting between wires
and/or metal structure.
Adjusting potentiometer Reset potentiometer.
turned off scale.
Fluctuating reading. Loose, frayed or broken Clean and tighten
electrical leads or faulty connections. Repair or
connections. replace defective leads.
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D. Removal
(1) Gauge
See 39-10-00.
(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.
E. 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
See 39-10-00.
F. 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.
2. Cylinder Head Temperature (CHT) Gauge
The cylinder head temperature gauges are in their respective instrument clusters, located on the
instrument panel. These instruments measure cylinder head temperature using a sender located in a
cylinder head in each engine. The cylinder head used is determined by the engine manufacturer. This
gauge is an electrical instrument and is wired thru the instruments circuit breaker.
Note: Each cylinder head gauge needle should be centered + 1/2 a needle width on the dot with electrical
power off. With 14 VDC applied to the system the gauge should indicate approximately the known
temperature. On a cold engine there should be a drop of the needle.
A. Troubleshooting
See “Chart 2”.
B. Removal and Replacement
Refer to 39-10-00, Removal of Face Mounted Instruments.
PAGE 2
Oct 5/16 77-20-00 77202
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MAINTENANCE MANUAL
Chart 2
Troubleshooting CHT Gauge

Instrument shows no Engine is cold. Warm up engine.
indication.
Power supply wire open. Repair wire.
Defective sender. Replace sender.
Defective instrument. Replace instrument.
Open circuit breaker. Troubleshoot for fault.
Instrument goes all the Wire grounded between Repair wire.
way to upper stop. sender and gauge.
Defective sender. Replace sender.
C. Calibration
See “Figure 1”.
See “Chart 3” for use in verifing that the suspected faulty gauge is within tolerance. Actual
recalibration of the gauge must be performed by the manufacturer or an approved instrument repair
facility.
(1) With the instrument installed in the aircraft, the aircrafts’ power connected (14 VDC) and the
ground connected.
(2) Remove the connection to the terminal marked SEND and connect a specified amount of
resistance as indicated on the chart, by use of a fixed resistor or a test unit capable of simulating
the resistance indicated on the chart (Power Resistor Decade Box).
(3) If the gauge does not meet the tolerances set forth in the chart, it must be replaced or recalibrated.
(4) Reinstallation should be the reverse of the procedure used to disconnect it.
Note: To facilitate installation, mark or label all wires prior to removal.
77203 77-20-00 PAGE 3

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Cylinder Head Temperature Calibration

Figure 1
PAGE 4
Oct 5/16 77-20-00 77204
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Chart 3
Cylinder Head Temperature Calibration Chart
graduation ohms degrees tolerance*
DOT MECH ZERO -40° ± 1/2
200° F 745 -30° ±1
350° F 110 +5° ±1
500° F 34 +28° + 1, - 0
*Note: Tolerance is in pointer widths.

Use 14 VDC.
Use with SW338 or Rochester Gauge 3080 14 Sender (“Q” Curve)
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CHAPTER
78
Exhaust
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Chapter 78 - Exhaust
TABLE OF CONTENTS
General 78-00-00 1
Exhaust System 1
Removal 1
Installation 2
Muffler Leak Test 2

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General
Exhaust System
A. 100 Hour Inspection
See “Figure 1”.
WARNING: A very thorough inspection of the entire exhaust system, including
EXHAUST HEATER MUFF ASSEMBLY, CROSSOVER TUBES, muffler and
muffler baffles, stacks and all exhaust connections and welds
must be accomplished at each 100 hour inspection.
The possibility of exhaust system failure increases with use. Check the system even more carefully as
the number of hours increase; for example an inspection at the 700 hour period would be more critical
than one in the 100 hour period. The system should also be checked carefully before winter operation
when cabin heat will be used.
NOTE: When installing an exhaust clamp having an alignment pin be certain that the pin engages
the mating holes in exhaust pipe and muffler to prevent separation of components.
(1) Removal of the tail pipe and stacks are required for inspection of the muffler baffles.
(2) Remove or loosen all exhaust shields, cabin heat shroud, heat blankets, etc., as required to
permit inspection of the complete system.
(3) Perform the necessary cleaning operations and inspect all external surfaces for dents, cracks
and missing parts.
(4) Pay particular attention to welds, clamps, supports and support attachment lugs, slip joints, stack
flanges and gaskets.
(5) Inspect internal baffles or diffusers. Any cracks, warpage or severe oxidation are cause for
replacement of muffler or tail pipe assembly.
(6) If any component is inaccessible for a thorough visual inspection, accomplish one of the following:
(a) Perform a submerged pressure check of the muffler and exhaust stack at 2 psi air pressure.
(b) Conduct a ground test using a carbon monoxide indicator by heading the airplane into
the wind, warming the engine on the ground, advancing the throttle to full static RPM with
cabin heat valves open, and taking readings of the heated airstream inside the cabin at
each outlet. Appropriate sampling procedures applicable to the particular indicator must be
followed. If carbon monoxide concentration exceeds .005 percent or if a dangerous reading
is obtained on an indicator not calibrated in percentages, the muffler must be replaced.
B. Removal
This exhaust system is a muffler system, exhaust gases are discharged through an opening in the
center of the lower cowl. A heat shroud is installed for an alternate air heat rise for the carburetor. For
removal of the exhaust system, the following procedures may be performed:
(1) Remove lower cowl.
CAUTION: When removing or installing coupling clamp, slide clamp over
end of pipe before assembly / disassembly. Excessive spreading
can lead to premature failure of clamp.
(2) Remove hardware from the alternate air tube and disconnect tube from shroud.
(3) Remove hardware attaching exhaust system to engine, remove exhaust system.
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Muffler Inspection
Figure 1
C. Installation
(1) Position exhaust system on engine and attach hardware.
CAUTION: When removing or installing coupling clamp, slide clamp over
end of pipe before assembly / disassembly. Excessive spreading
can lead to premature failure of clamp.
NOTE: When installing an exhaust clamp having an alignment pin be certain that the pin engages
the mating holes in exhaust pipe and muffler to prevent separation of components.
(2) Connect alternate air tube to shroud and attach hardware.
(3) Install lower cowl. (See 71-10-00.)
D. Muffler Leak Test
Note: Inspect each muffler slip joint for excessive exhaust leakage (See “Figure 1”). Minor
discoloration and leakage is normal. If excessive leakage is evident, repair (in accordance
with latest revision of AC 43.13-1) or replace as required.
Each muffler should be subjected to the following leak test:
(1) Plug muffler inlets.
(2) Connect low pressure air supply to outlet (approximately 2 psi).
(3) Submerge the muffler in water.
(4) Repair or replace any muffler that leaks.
(5) Upon completion of repairs, retest mufflers.
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CHAPTER
79 Oil
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Chapter 79 - Oil
TABLE OF CONTENTS
General 79-00-00 1
Installation of Oil Cooler 1
Oil Pressure Indicator 1
Troubleshooting 1
Senders 1
Removal 1
Installation 1
Test 1
Calibration 3
Oil Temperature Indicator 4
Troubleshooting 4
Indicator 4
Description 4
Bulb 4
Removal 4
Installation 4
Calibration 5

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General
Installation of 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. Oil line routing should provide .50 in, minimum clearance between oil line and engine, engine mount
or cowling, except for oil outlet line where it crosses over the engine mount. This area should have a
clearance of .75 in. minimum.
E. If fitting cannot be positioned correctly using a torque of 9 to 15 foot-pounds, another fitting should be
used.
F. When attaching lines to the cooler, a backup wrench should be used.
G. After installation, inspect the cooler for distorted end cups.
H. Run-up engine. After run-up, check for oil leaks.
Note: Winterization plates should be installed between oil cooler seal and engine baffle when
ambient temperature is below 50°F.
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Indicating
NOTE: In airplanes equipped with the optional Avidyne Entegra system, oil temperature and pressure
data is collected by the Data Aquaisition Unit (DAU) and is displayed on the Multi-Function Display
(MFD) and Primary Flight Display (PFD). See 34-20-00, and 91-77-40, Figure 1.
Note: In airplanes equipped with Garmin G1000, see Integrated Avionics System - Garmin G1000 in
34-25-01 or 34-25-02, as appropriate, and 91-77-40.
1. Oil Pressure Indicator
The oil pressure gauges are mounted in adjacent configuration on instrument panel. Each gauge indicates
the amount of oil pressure available at the pressurized engine oil passage through a sender at the firewall.
Note: The needle of each gauge should be centered +1/2 a needle width on the dot with electric power
off. With positive 14 VDC applied to the electrical bus, each gauge should iondicate 0 psi +1
needle width.
Note: S/N’s 4496001 thru 4496383 should install Piper Service Kit # 88573-001 (with Vacuum System)
or 88573-002 (without Vacuum System) per Piper Service Bulletin 1282B to improve accuracy of
oil pressure measurment.
A. Troubleshooting
See “Chart 1”.
B. Senders
There are two sending units for each engine. One for oil pressure and the other for a warning light.
Both units are mounted on a common manifold located behind each engine firewall. The upper unit is
for the pressure gauge and the lower unit is for the warning light. Access to the units is through access
panels on each side of the forward nacelle.
(1) Removal
(a) Removal is accomplished by the following:
(b) Disconnect the electrical leads from the particular unit. It is suggested that the leads be
marked for easy connection upon reinstallation of the sensor.
(c) Unscrew the unit from the manifold.
(d) Catch spillage and cover fitting on manifold to prevent foreign matter from entering system.
(2) Installation
(a) Remove the protective cover from the fitting and screw the unit into the manifold.
(b) Reconnect the electrical leads to the unit.
(c) Perform resistivity check between sender’s body and aircraft ground, resistance should be
less than .003 ohms.
(d) Perform an operational check of the system.
Note: Refer to Chapter 91 for Electrical Schematics.
(3) Test
See “Chart 2”.
The oil pressure sender works on the relationship of pressure to resistance. As the pressure
increases so does the resistance and inturn alters the position of the needle of the instrument. To
test the sender the following procedure should be followed:
(a) Connect a calibrated pressure source to the pressure port.
(b) Attach ohmmeter leads to one pole extending from sender and one to sender itself.
(c) Raise and lower pressure to sender and crosscheck with required tolerances in “Chart 1”.
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Chart 1
troubleshooting - Oil Pressure Indicator

Excessive error at zero. Pointer loose on shaft. Replace instrument.
Overpressure or seasoning
of burdon tube.
Excessive scale error. Improper calibration Replace instrument.
adjustment.
Excessive pointer Air in line or rough engine Disconnect line and fill
oscillation. relief. with light oil. Check for
leaks. If trouble persists, clean
and adjust relief valve.
Sluggish operation of Engine relief valve open. Clean and check.
pointer or pressure fails
to build up. Line restriction to Clean and check.
instrument.
Loss of oil in engine or Shut down engine.
other engine failure.
Note: Gauge will take longer to indicate in cold weather.
Chart 2
oil pressure sender test specifications
Pressure (Psig) Resistance (Ohms) Tolerance (Ohms)
0 10 _
25 46 -5, +0
60 90 —
90 126 -0, +15
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C. Calibration
See “Chart 3” and “Figure 1”.
A calibration chart has been included for use in verifing that the suspected faulty gauge is within
tolerance. Actual recalibration of the gauge must be performed by the manufacturer or an approved
instrument repair facility.
(1) With the instrument installed in the aircraft, the aircraft’s power connected (14 VDC) and the
ground connected.
resistance as indicated on the chart, by use of a fixed resistor or a test unit capable of
simulating the resistance indicated on the chart (Power Resistor Decade Box).
Chart 3
Oil Pressure Calibration Chart
0# 10 -34.5° ± 1/2
25# 45 -16° ±1
55# 84.5 +8.5° ±1
95# 132 +27.5° ±1
115# 153 +32° + 1, - 0

Use 14 VDC.
Use with SW362 or Rochester Gauge 3060 18 Sender (“K” Curve)
Oil Temperature Gauge Calibration

Figure 1
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2. Oil Temperature Indicator

A. Troubleshooting
See “Chart 4”.
B. Indicator
(1) Description
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 instrument will display a
temperature indication of the engine oil in degrees Fahrenheit.
(2) Removal and Installation
See Face-mounted Instruments, 39-10-00.
C. Bulb
A standard temperature bulb, located in the oil filter housing on the engine accessory section,
provides a signal to the indicator.
(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 4
troubleshooting - Oil Temperature Indicator
Instrument fails to show Broken or damaged bulb. Check engine unit and
any reading. Wiring open. wiring to instrument.
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 Age. Replace instrument.

marking.
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D. Calibration
See “Chart 5” and “Figure 2”.
A calibration chart has been included for use in verifying that the suspect faulty gauge is within
tolerance. Actual recalibration of the gauge must be performed by the manufacturer or an approved
instrument repair facility.
(1) With the instrument installed in the aircraft, the aircraft’s power connected (14 VDC) and the
ground connected.
resistance as indicated on the chart, by use of a fixed resistor or a test unit capable of
simulating the resistance indicated on the chart (Power Resistor Decade Box).
Chart 5
Oil temperature Calibration Chart
75° F 903.5 -33.5° ±1
180° F 100 +12.5° ±1
245° F 36 +35° + 1, - 0

Use 14 VDC.
Use with SW362 or Rochester Gauge 3080 13 Sender (“E” Curve)
Oil Temperature Gauge Calibration

Figure 2
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CHAPTER
80
Starting
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4 Oct 5/16
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PAGE 2
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Chapter 80 - Starting
TABLE OF CONTENTS
Cranking 1
Cranking Limitations 1
Hartzell Engine Technologies (HET) Starter (aka Kelly Aerospace, Electrosystems, Prestolite) 1
Description 1
Troubleshooting 1
Removal 2
Installation 2
Cranking Tests 6
Bench Tests 6
No-Load Test 6
Stall-Torque Test 7
Sky-Tec Starter 8
Description 8
Troubleshooting 8
Installation as a Service Replacement in S/N’s 4496001– 4496338, less 4496331 10
Removal 11
Installation 11
Shear Pin Replacement 12
Starter Control Circuit 13
Starting with External Power 13

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Cranking
1. Cranking Limitations
Do not crank for more than ten (10) seconds. Allow 20 seconds for cool-down between cranking attempts.
Repeat no more than six (6) times. If start is not achieved on the sixth (6th) attempt, let starter cool for 30
minutes before reattempt.
2. Hartzell Engine Technologies (HET) Starter (aka Kelly Aerospace, Electrosystems, Prestolite)
publications.)
Factory installed 1995 thru 2007 and authorized as service replacements in S/N’s 4496001–4496338, less
4496331.
A. Description
See “Figure 1”.
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 also flows through
the brushes and commutator, and finally through the armature to ground. The result is a high cranking
torque, for a limited period of time, with a high current flow at a minimum loss of voltage.
The drive end gear of the armature mates with the reduction gear which drives the Bendix shaft. The
Bendix drive is held in position on the shaft by a spiral pin. As the armature turns the reduction gear,
the Bendix drive pinon meshes with the starter drive gear by inertia and action of the spiral grooves
within the Bendix unit. A detent pin engages in a notch in the screw threads which prevents demeshing
if the engine fails to start. When the engine does start and reaches a predetermined speed, centrifugal
action forces the detent pin to release and allows the pinion to demesh from the starter drive gear.
B. 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.
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C. Removal
caution: To prevent short circuiting, disconnect the ground cable from
the battery before removing the starter from the engine.
(1) Disconnect ground cable from battery.
Caution: Rotation of the starter post will cause internal damage to the
starter. Always hold the starter post’s bottom nut in place
when torquing or removing the top nut.
(3) Disconnect the starter cable from the terminal post (or stud): Hold the bottom nut on the terminal
(or starter) stud in place with a wrench to prevent the stud from rotating. Loosen the top nut.
(4) Remove one (1) each mounting bolt, internal tooth “star” lock washer, and flat washer; and
three (3) each mounting nuts, internal tooth “star” lock washers, and flat washers.
(5) Lift off starter motor.
D. 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
three (3) each flat washers, internal tooth “star” lock washers, and mounting nuts; and one (1)
each flat washer, internal tooth “star” lock washer, and mounting bolt. Torque bolt and nuts to
204 in.-lbs. or as specified in Lycoming SSP-1776.
Caution: Rotation of the starter post will cause internal damage to the
starter. Always hold the starter post’s bottom nut in place
when torquing or removing the top nut.
(3) Reinstall starter cable to starter terminal post (or stud): Hold the bottom nut on the terminal
(or starter) stud in place with a wrench to prevent the stud from rotating. Tighten the top nut.
Torque to 40 in.-lbs. or as specified in Lycoming SSP-1776.
(4) Reconnect ground cable to negative post of battery.
(6) Perform cranking tests, below.
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Exploded View of Kelly Aerospace Starter

Figure 1
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Troubleshooting - Kelly Aerospace Starter

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.
After seating, clean
thoroughly to remove all
sand and metal particles to
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. 000 sandpaper. If
too rough and pitted,
remove and turn down.
Blow out all particles.
PAGE 4
Oct 5/16 80-10-00 80104
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troubleshooting - KELLY AEROSPACE STARTER

Starter fails to operate. Shorted, grounded, or Remove and replace with
(continued) open armature. an armature known to be in
good condition.
Grounded or open field Test and then replace with
circuit. new part.
Starter operates at proper Faulty Bendix drive. Remove Bendix drive
speed but fails to crank. assembly. Clean and
check engine. Reinstall.
Low starter and cranking Worn, rough, or improperly Disassemble, clean,
speed. lubricated motor or starter. inspect and relubricate,
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 starter 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.
Grounded or open field Test and replace defective
circuit. parts.
Excessive wear and arcing Rough or scored commutator. Remove and turn
of starter brushes. commutator down on a
lathe.
Armature assembly not Reface commutator.
concentric.
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E. Cranking Tests
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.
(1) 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.
(2) Check all starter circuit wiring, making sure all connections, including battery terminals, are
clean and tight and that all insulation is sound and complete.
(3) 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:
(a) Voltage loss from the insulated (positive) battery post to the starter motor terminal
= 0.3 volt maximum.
(b) 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 Oct 5/16tep.
(4) 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.
(5) 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.
F. Bench Tests
(1) No-Load Test
(a) Connect as shown in “Figure 2”.
(b) 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.If the starter passes the No-Load Test, proceed to the Stall-
Torque Test, below.
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(2) Stall-Torque Test

To see if the starter is producing its rated cranking power:
(a) Make test connections and set-up as shown in “Figure 3”.
(b) See specifications in “Chart 2”.
(3) If torque and current are not within specifications, overhaul or replace the starter.
Chart 2
Kelly Aerospace Starter Service Test Specifications
Model MZ-4220 / MZ-4222

Brush Tension
Min. 32 oz.
Max. 40 oz.
No-Load Test (75° F)
Volt 10
Max. Amps 75
Min. RPM 1600
Stall Torque Test
Amps 560
Min. Torque, Ft.-Lbs. 37.5
Approx. Volts 4.0
Pinion Position *
Drive at rest 1.748 - 1.855 in.
Drive extended 2.388 - 2.495 in.
* Measured from the centerline of the
mounting hole nearest the drive end head to
the edge of the pinion.
No Load Current Test Stall Torque Test

Figure 2 Figure 3
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3. Sky-Tec Starter
See “Figure 4”.
Factory installed 2007 and up; and authorized as service replacements in S/N’s 4496001 and up.
A. Description
The Sky-Tec 149-NL and 149-NLR high-performance starters have significant differences from
the earlier starters made by Kelly Aerospace, Electrosystems, and Prestolite. The Sky-Tec starters
use a more modern, more reliable, bendix-free, design. No periodic maintenance is required. The
recommended TBO is 2700 hours. Engine cranking speed may be up to twice as fast as with previous
starters. The lightweight of these starters does, however, provide less mass to extract heat from
starter components. Accordingly, strict adherance to Cranking Limitations, above, is essential to
prevent overheating.
B. Troubleshooting
See “Chart 3”.
Sky-Tec High-Torque Inline Starter

Figure 4
PAGE 8
Oct 5/16 80-10-00 80108
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MAINTENANCE MANUAL
Chart 3
Troubleshooting - Sky-Tec Starter
Pretest Considerations: If possible, visually inspect the starter and/or interview pilot/operators for starting history. Indications of long
cranking periods, burning odor or smoke from the starter, kickback(s), a cracked starter mount, a fast spinning starter w/no prop
movement (replace shear pin), oil in starter, grinding noise or a damaged ring gear are generally indications that the starter is in need
of repair and the following tests will not be helpful. Remove the starter for repair or overhaul (the shear pin is FIELD REPLACEABLE -
do not return to Sky-Tec for shear pin repair).
Testing Relevance: The following testing procedure is most relevant to starters that are low performing including slow cranking and/or
failure to crank the engine over a compression stroke. If a starter is damaged by overcranking or a stuck firewall solenoid, voltage in step
one may read below acceptable levels thus incorrectly indicating a potential battery problem. Therefore, in such cases some consideration
must be to the pretest conditions noted above (if it smells burned...). If the only effect of energizing the starter results only in an audible
“click” with no prop movement, confirm step 2 to isolate problem to starter or starter contactor.
TEST RECORD RESULT ANALYSIS

Record voltage at the Below 10.0 volts? Questionable battery. See Testing Relevance above
battery while cranking as a shorted (cooked) starter will pull voltage down
the starter in its failure Above 10.0 volts? appreciably. However, if starter rotates at all, this is
mode. - Proceed to Step 2 generally not a shorted starter condition.
Record voltage at the No voltage recorded Starter OK. Test Starter Solenoid or switch (Step 3)
starter while cranking
the starter in its failure Above 9.0 volts? Suspect Starter.
mode. Below 9.0 volts and:
- Difference between Suspect Cables, terminals and/or solenoids - proceed
Step 1 and Step 2 to Steps 3 & 4
exceeds 2.0 volts
- Difference between Borderline Condition - Call Sky-Tec with test
Step 1 and Step 2 results to discuss. If happens more when cold, suspect
less than 2.0 volts battery. When hot, suspect cables/terms/sols.
OPTIONAL:
Record voltages between each and Assuming the voltage difference noted in Step 2 exceeded 2.0 volts, flush out any
every cable terminal and across appreciable loss in voltage in any cable or solenoid by placing the meter along each link in
solenoids while cranking the starter the diagram. A tight electrical system will lose no more than 0.5 volts between the battery
in its failure mode. and starter. Be sure to conduct these tests while cranking the starter in its failure mode.
Record voltages between battery & If no appreciable loss of voltage is noted in Step 3, flush out the integrity of all electrical
ground and starter & ground while system grounds. Pay close attention to battery and engine grounds. Clean up or repair
cranking the starter in its failure mode. any questionable ground connections and re-test.
80109 80-10-00 PAGE 9

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C. Installation as a Service Replacement in S/N’s 4496001– 4496338, less 4496331

Engines with high-time magnetos and weak electrical systems should be thoroughly inspected prior
to installing any lightweight, high-torque starter. Failure to do so may make your aircraft susceptible to
poor starter performance or damage from kickbacks.
(1) Ensure the jumper between the small “S” terminal and the larger power terminal is installed as
shown in “Figure 5”
(2) Cover each terminal (“S” and power) with a MS2571-1S or MS2571-2S (or equivilent) terminal
nipple, as appropriate.
(3) Inspect the Magneto system thoroughly.
Make sure that the magnetos are in compliance with all service bulletins. Make sure that the
magneto impulse coupling is within service specifications. Kickbacks will shear a drive pin.
Check the impulse couplers prior to attempting even a single start.
(4) Inspect the voltage supply system.
If the Sky-Tec starter fails to turn the engine significantly faster than the OEM starter,
immediately inspect the aircraft’s voltage supply system. Lightweight starters can require as
much as 45% more output from the battery – or as many as 300 Amps during initial cranking.
(5) Troubleshoot the entire voltage system.
All Sky-Tec starters are tested to verify power output before leaving the factory. If a new starter
does not spin quickly or seems weak, see “Chart 3”. Do not return a “weak” starter without first
completing the troubleshooting procedure in “Chart 3”.
(6) Replace hardware.
(a) Replace all washers with four (4) AN936-516 internal star lock washers or AN split-type lock
washers. Do not use flat washers.
(b) In some cases, the stock 5/16 in. bolt may be too long. If so, replace with shorter bolt of
same type and strength.
Jumper Installation for 12 Volt Applications

Figure 5
PAGE 10
Oct 5/16 80-10-00 801010
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
D. Removal
caution: To prevent short circuiting, disconnect the ground cable from
the battery before removing the starter from the engine.
(1) Disconnect ground cable from battery.
(3) Disconnect starter cable from power terminal post.
(4) Remove one (1) each mounting bolt and internal tooth “star” lock washer; and three (3) each
mounting nuts and internal tooth “star” lock washers.
(5) Lift off starter motor.
E. 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 three
(3) each internal tooth “star” lock washers and mounting nuts; and one (1) each internal tooth
“star” lock washer and mounting bolt. Torque bolt and nuts to 100 in.-lbs.
(3) In airplanes with 12-volt electrical systems (i.e., S/N’s 4496001–4496338, less 4496331), install
the jumper between the small “S” terminal and the larger power terminal as shown in Figure 5.
Do not torque the power terminal post nut until the Oct 5/16tep.
caution: Take care not to over-torque the power terminal post nut. The
power terminal post is copper and can easily be stripped.
(4) Reinstall starter cable to power terminal post using an internal tooth “star” lock washer or split
lock washer, as desired. Torque the power terminal post nut as specified in Figure 5 and reinstall
terminal nipple.
(6) Reconnect ground cable to negative post of battery.
801011 80-10-00 PAGE 11

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
F. Shear Pin Replacement

See “Figure 6”.
The shear pin is designed as the weak link to minimize starter and ring gear damage in the event of
a premature ignition misfire event (i.e. - kickback). If the starter pinion engages the flywheel and the
starter motor spins (or sounds like it’s spinning) and the starter’s pinion gear does not rotate (and
neither does the flywheel, engine, and propeller) then the shear pin has done its job and must be
replaced.
(1) Remove starter from airplane per Removal, above.
(2) Lift the insulating boot on the motor lead and remove the M8 locking nut with a 12mm wrench
and remove the motor lead wire from the stud.
(3) Remove the two M5 x 25MM hex screws and locking tab washers holding the motor adapter to
the main mount.
(4) Separate the two assemblies being careful not to dislodge the solenoid plunger residing in the
main mount.
(5) Replace the shear pin in the lay-shaft.
(6) Reassemble the motor adapter and main mount, installing the two M5 screws and torquing
them as specified in “Figure 6”.
(7) Reconnect the motor lead, secure with the M8 locking nut, and cover with the insulating boot.
(8) Install starter in airplane per Installation, above.
1 7
2
3 4
5
1. MOTOR ADAPTER
2. MAIN MOUNT
3. INSULATING BOOT
4. NUT (M8 LOCKING)
5. HEX SCREWS (M5 X 25MM ) AND LOCKING TAB WASHERS
(TORQUE TO 50 IN.-LBS.)
6. SOLENOID PLUNGER
7. LAY-SHAFT (SHEAR PIN GOES HERE)
Shear Pin Replacement

Figure 6
PAGE 12
Oct 5/16 80-10-00 801012
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
4. 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.
5. Starting with External Power
See 24-40-00.
801013 80-10-00 PAGE 13

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 14
Oct 5/16 80-10-00 801014
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
91
CHARTS & WIRING
DIAGRAMS
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
91-ii
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 91
CHAPTER CHAPTER
91-List of 1 Oct 5/16 91-X-Ref (cont.) 6 Oct 5/16

3 Oct 5/16 8 Oct 5/16
4 Oct 5/16 9 Oct 5/16
10 Oct 5/16
2 Oct 5/16 91-21-20 1 Oct 5/16
3 Oct 5/16 2 Oct 5/16
4 Oct 5/16 3 Oct 5/16
4 Oct 5/16
91-10-00 1 Oct 5/16 5 Oct 5/16
2 Oct 5/16 6 Oct 5/16
3 Oct 5/16
4 Oct 5/16 91-21-40 1 Oct 5/16
5 Oct 5/16 2 Oct 5/16
6 Oct 5/16 3 Oct 5/16
7 Oct 5/16 4 Oct 5/16
8 Oct 5/16 5 Oct 5/16
9 Oct 5/16 6 Oct 5/16
10 Oct 5/16 7 Oct 5/16
11 Oct 5/16 8 Oct 5/16
12 Oct 5/16
13 Oct 5/16 91-21-50 1 Oct 5/16
14 Oct 5/16 2 Oct 5/16
15 Oct 5/16
16 Oct 5/16 91-22-10 1 Oct 5/16
17 Oct 5/16 2 Oct 5/16
18 Oct 5/16 3 Oct 5/16
19 Oct 5/16 4 Oct 5/16
20 Oct 5/16 5 Oct 5/16
21 Oct 5/16 6 Oct 5/16
22 Oct 5/16 7 Oct 5/16
23 Oct 5/16 8 Oct 5/16
24 Oct 5/16 9 Oct 5/16
25 Oct 5/16 10 Oct 5/16
26 Oct 5/16 11 Oct 5/16
27 Oct 5/16 12 Oct 5/16
28 Oct 5/16 13 Oct 5/16
29 Oct 5/16 14 Oct 5/16
30 Oct 5/16 15 Oct 5/16
16 Oct 5/16
91-X-Ref 1 Oct 5/16 17 Oct 5/16
2 Oct 5/16 18 Oct 5/16
3 Oct 5/16 19 Oct 5/16
4 Oct 5/16 20 Oct 5/16
5 Oct 5/16 21 Oct 5/16

PAGE
Oct
2
5/16
Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 91
CHAPTER CHAPTER
91-21-50 (cont.) 22 Oct 5/16 91-24-60 1 Oct 5/16

2 Oct 5/16
91-23-10 1 Oct 5/16 3 Oct 5/16
2 Oct 5/16 4 Oct 5/16
3 Oct 5/16 5 Oct 5/16
4 Oct 5/16 6 Oct 5/16
7 Oct 5/16
91-23-15 1 Oct 5/16 8 Oct 5/16
2 Oct 5/16 9 Oct 5/16
3 Oct 5/16 10 Oct 5/16
4 Oct 5/16 11 Oct 5/16
12 Oct 5/16
91-23-50 1 Oct 5/16 13 Oct 5/16
2 Oct 5/16 14 Oct 5/16
3 Oct 5/16 15 Oct 5/16
4 Oct 5/16 16 Oct 5/16
5 Oct 5/16 17 Oct 5/16
6 Oct 5/16 18 Oct 5/16
7 Oct 5/16 19 Oct 5/16
8 Oct 5/16 20 Oct 5/16
91-24-30 1 Oct 5/16 91-25-60 1 Oct 5/16

2 Oct 5/16 2 Oct 5/16
3 Oct 5/16 3 Oct 5/16
4 Oct 5/16 4 Oct 5/16
5 Oct 5/16
6 Oct 5/16 91-27-30 1 Oct 5/16
7 Oct 5/16 2 Oct 5/16
8 Oct 5/16 3 Oct 5/16
9 Oct 5/16 4 Oct 5/16
10 Oct 5/16 5 Oct 5/16
11 Oct 5/16 6 Oct 5/16
12 Oct 5/16 7 Oct 5/16
13 Oct 5/16 8 Oct 5/16
14 Oct 5/16 91-27-50 1 Oct 5/16
2 Oct 5/16
91-28-20 1 Oct 5/16

2 Oct 5/16
3 Oct 5/16
4 Oct 5/16
PAGE
PAGE 1
Oct
2
5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 91
CHAPTER CHAPTER
91-28-40 1 Oct 5/16 91-33-10 (cont.) 4 Oct 5/16

2 Oct 5/16 5 Oct 5/16
3 Oct 5/16 6 Oct 5/16
4 Oct 5/16 7 Oct 5/16
5 Oct 5/16 8 Oct 5/16
6 Oct 5/16 9 Oct 5/16
91-29-10 1 Oct 5/16 10 Oct 5/16
2 Oct 5/16
3 Oct 5/16 91-33-40 1 Oct 5/16
4 Oct 5/16 2 Oct 5/16
5 Oct 5/16 3 Oct 5/16
6 Oct 5/16 4 Oct 5/16
5 Oct 5/16
91-30-30 1 Oct 5/16 6 Oct 5/16
2 Oct 5/16 7 Oct 5/16
3 Oct 5/16 8 Oct 5/16
4 Oct 5/16 9 Oct 5/16
10 Oct 5/16
91-31-20 1 Oct 5/16 11 Oct 5/16
2 Oct 5/16 12 Oct 5/16
3 Oct 5/16
4 Oct 5/16 91-34-10 1 Oct 5/16
2 Oct 5/16
91-31-30 1 Oct 5/16 3 Oct 5/16
2 Oct 5/16 4 Oct 5/16
91-31-50 1 Oct 5/16 91-34-20 1 Oct 5/16

2 Oct 5/16 2 Oct 5/16
3 Oct 5/16 3 Oct 5/16
4 Oct 5/16 4 Oct 5/16
5 Oct 5/16
91-32-30 1 Oct 5/16 6 Oct 5/16
2 Oct 5/16 7 Oct 5/16
8 Oct 5/16
91-32-60 1 Oct 5/16 9 Oct 5/16
2 Oct 5/16 10 Oct 5/16
3 Oct 5/16 11 Oct 5/16
4 Oct 5/16 12 Oct 5/16
5 Oct 5/16 13 Oct 5/16
6 Oct 5/16 14 Oct 5/16
7 Oct 5/16
8 Oct 5/16
91-33-10 1 Oct 5/16

2 Oct 5/16
3 Oct 5/16
91-v 91 - LIST OF EFFECTIVE PAGES PAGE 3

PAGE
Oct
2
5/16
Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 91
CHAPTER CHAPTER
91-34-40 1 Oct 5/16 91-77-40 1 Oct 5/16

2 Oct 5/16 2 Oct 5/16
3 Oct 5/16 3 Oct 5/16
4 Oct 5/16 4 Oct 5/16
5 Oct 5/16 5 Oct 5/16
6 Oct 5/16 6 Oct 5/16
7 Oct 5/16
91-34-50 1 Oct 5/16 8 Oct 5/16
2 Oct 5/16
3 Oct 5/16 91-80-10 1 Oct 5/16
4 Oct 5/16 2 Oct 5/16
5 Oct 5/16 3 Oct 5/16
6 Oct 5/16 4 Oct 5/16
7 Oct 5/16 5 Oct 5/16
8 Oct 5/16 6 Oct 5/16
9 Oct 5/16 7 Oct 5/16
10 Oct 5/16 8 Oct 5/16
11 Oct 5/16
12 Oct 5/16 91-97-00 1 Oct 5/16
13 Oct 5/16 2 Oct 5/16
14 Oct 5/16
15 Oct 5/16
16 Oct 5/16
17 Oct 5/16
18 Oct 5/16
19 Oct 5/16
20 Oct 5/16
21 Oct 5/16
22 Oct 5/16
91-74-10 1 Oct 5/16

2 Oct 5/16
91-77-10 1 Oct 5/16

2 Oct 5/16
91-77-20 1 Oct 5/16

2 Oct 5/16
PAGE
PAGE 1
Oct
4
Oct 5/16
5/16 91 - LIST OF EFFECTIVE PAGES 91-vi
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chapter 91 - Charts and Wiring Diagrams
TABLE OF CONTENTS
Charts 91-10-00 1
Torque Requirements 1
Conversion Tables 3
Hose Specifications 3
Consumable Materials 3
Vendor Contact Information 3
Electrical Wire Coding 3
Electrical Symbols 3
Electrical / Electronic Component Reference Designation Codes 3
WIRING DIAGRAMS Cross-Reference 91-X-Ref 1

Electrical Component Reference Designators with Garmin G500 9
WIRING DIAGRAMS (SCHEMATICS) 91-21-20 thru 91-80-10 1
Subject Page No. Subject Page No.
AHRS 9134207, 91342010, Control Wheel Detail 91221010

91342011, 91342014 Data Acquisition Unit (DAU) 9177401, 9177402,
Air Conditioning 9121501 9177403, 9177404
Air Data Computer 9134104 Datalink 9123153
Air Data Computer (ADC) 9134101, 9134102, DAU 9177401, 9177402,
9134103 9177403, 9177404
Ampere Indicators 9128401 Dome Lights 91331010
Annunciator 9131501, 9131502 EBD. See Aspen Avionics EBD
Aspen Avionics EBD 9134208 Electrical Generation 9124301, 9124302,
Autopilot 9122101 9124303, 9124304,
Servos 9122106, 9122109 9124305, 9124306
Avidyne Entegra Emergency Locator Transmitter
MFD 9134205 Artex ELT 110 9125601
PFD 9134204 Artex ELT 1000 9125603
Avionics Cooling 9121204 Artex ME406 9125602
Battery Bus 9124309 Emergency Power 91243013
Cabin Heat 9121401 Engine
Circuit Breaker Panel 91246013, 91246014, Gauges 9177201
91246015, 91246016, Sensors 9177405, 9177406,
91246017, 91246018 9177407
CO Detector 9131206 Starter and Ignition Control 9180101, 9180102
Note: The page number references for the wiring diagrams are coded as follows: The first two digits (i.e.,
“91”) designate this chapter. The next four digits of the page number code are the standard ATA
Chapter and Section (i.e., ATA subject code) and the remaining digits are the consecutive page
number within that Section - e.g., 91-28-10, page 23 would appear on these pages as “91281023”
and 91-28-10, page 2 as “9128102”.

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 91 - Charts and Wiring Diagrams
WIRING DIAGRAMS (SCHEMATICS) (cont.) 91-21-20 thru 91-80-10 (cont.)
Engine (cont.) KN-63 DME 9134507, 9134508, 9134509,

Start - Ignition 9180103, 9180104, 91345010, 91345011, 91345012
9180105, 9180106, KR-87 ADF 91345014, 91345015, 91345016
9180107, 9180108 Landing Gear Control 9132301
Switches 9174101 Landing Gear Position and Warning 9132601,
Exceedance Alert 9131503 9132602, 9132603,
Flap Position 9127501 9132604, 9132605, 9132606, 9132607
Flight Data Monitoring System 9131301 Lights
Fresh Air Blower 9121201 Anti-Collision (Strobe) 91334010
Fuel and Ampere Indicators 9128401, 9128402, Dome 91331010
9128403, 9128404 Flood 91331010
Fuel Pumps 9128201, 9128202, 9128203 Landing 9133401, 9133402, 9133403,
Garmin G500 9133404
MFD 9134206 Map 91331010
PFD 9134206 Navigation 9133405, 9133406, 9133407,
Garmin G1000 9133408, 9133409
KN-63 DME 91345011 Panel and Switch 9133103, 9133104,
KR-87 ADF 91345016 9133107, 9133108, 9133109
GDC 72 Air Data Computer 9134104 Recognition 9133405, 9133406,
GDC 74A Air Data Computer 9134101, 9134102, 9133407, 9133408, 9133409
9134103 Magnetometer / OAT Installation 9134203
GDL 59 9131302 Maintenance Data Recorder 9131302
GDL 69A 9123153 Manual Electric Trim 9127305
GDU 620 PFD/MFD 9134206 Master Caution 9131504
GFC 700 Autopilot 91221020, 91221021, Master Warning / Master Caution 9131504
91221022 Multifunction Display (MFD) 9134205, 9134209
GI-106 NAV Indicator 9134504, 91345013 NAV/COM/GPS No. 1 9134501, 9134502
GIA 63W No. 1 and No.2 91342012 NAV/COM/GPS No. 2 9134503, 9134504
GMA 340 Audio Panel 9123501, 9123502, Nav / GPS 91345018, 91345019, 91345020
9123503, 9123504 Nav Indicator 9134504
GMA 1347 Audio Panel 9123505, 9123506, OAT Installation 9134203
9123507 Pitot Heat 9130301, 9130302, 9130303
Ground Blocks 9124601 Pitot Heat and Stall Warning 9130304, 9130305
GRS 77 AHRS 9134207, 91342010, 91342011, Power Distribution and Control 9124608, 9124609,
91342014 91246010, 91246011
GTX 33 Transponder 91345017 Power Monitor and Control 9124301
GTX 330 Transponder 9134505, 9134506 Primary Flight Display (PFD) 9134204
GTX 335R / GTX345R Transponder 91345021 PFD / MFD 9134209
Hour Meter 9131201, 9131202, Primary Power 91243010
9131203, 9131204 Sky - 497 Skywatch 9134403, 9134404
Hydraulic Pump 9129101, 9129102, 9129103
PAGE 2
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
WIRING DIAGRAMS (SCHEMATICS) (cont.) 91-21-20 thru 91-80-10 (cont.)
Skywatch 9134403, 9134404

Stall Detection and Warning 9127301, 9127302,
9127303
Standby Attitude Indicator 9134201
Standby Instruments - EBD1000 9134208
S-TEC Manual Electric Trim 9127305, 9127306,
9127307, 9127308
Stormscope 9134401, 9134402
Strobe Lights 91334010, 91334011,
91334012
System 55X Autopilot 9122101, 9122102,
9122104, 9122105, 9122106,
9122108, 9122109, 91221011
Servos 9122106, 9122109
Tachometer 9177101
TAS 9134405, 9134406
Terminal Blocks and Grounds 9124601, 9124602,
9124603, 9124604,
9124605, 9124606,
9124607
Traffic Advisory System (TAS) 9134405, 9134406
Turn and Bank Indicator 9134202
USB Port 91246019
VHF Communications 9123101, 9123102,
9123103
Vision 1000 9131301
Voltage Converters 9124308
Wiring 919701
WX - 500 Stormscope 9134401, 9134402
XM Coax 9123153
XM Receiver 9123151, 9123152
Wiring 91-97-00 1
91-ix 91 - CONTENTS PAGE 3

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 4
Oct 5/16 91 - CONTENTS 91-x
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Charts
1. Torque Requirements
(PIR-PPS20015-1, Rev. AF.)
CAUTION: DO NOT OVERTORQUE FITTINGS.

Chart 1 lists the torque values for flared fittings of various sizes and material.
NOTE: When installing flared fittings, verify that male threads are properly lubricated.
The torque values given in “Chart 2” on page 91104 are derived from oil-free cadmium-plated threads and
are recommended for all airframe installation procedures where torquing is required, unless other values
are specified in subject chapter/section. Engine torque values are found in the latest revision of Lycoming
Service Table of Limits SSP-1776 and propeller torque values are found in 61-10-00.
Note: All torque values given are installation torques for installation purposes only and shall not be
construed as retained torque.
NOTE: If normal operation requires movement between any of the components being clamped together,
tighten the nut (or bolt) enough to insure intednded operation of the assembly.
A. Calibrate the torque wrench periodically to assure accuracy, and recheck frequently.
B. If the fastener, screw, or nut is listed in “Chart 2” but the mating fastener is not listed, tighten only to
the low end of the torque range specified for the listed fastener. In addition, the following limitations
shall apply:
(1) Fastener and nut threads shall be clean and dry (free of lubricants). If the subject chapter/section
requires the fastener and/or nut to be lubricated prior to tightening and does not specify a torque
requirement, use the “Chart 2” torque range reduced 50 percent.
(2) “Chart 2” on page 91104 shall be used for free running nuts, provided minimal friction drag is
determined as specified below.
Chart 1
Flare Fitting Torque Values (PIR-AC65-9A.)
Torque — Inch-Pounds
Tubing Hose End Fitting
OD and
Inches Aluminum Alloy Tubing Steel Tubing Hose Assemblies
Minimum Maximum Minimum Maximum Minimum Maximum
1/8 20 30 ——— ——— ——— ———
3/16 30 40 90 100 70 120
1/4 40 65 135 150 100 250
5/16 60 85 180 200 210 420
3/8 75 125 270 300 300 480
1/2 150 250 450 500 500 850
5/8 200 350 650 700 700 1150
3/4 300 500 900 1000 ——— ———
7/8 500 600 1000 1100 ——— ———
1 500 700 1200 1400 ——— ———
1-1/4 600 900 ——— ——— ——— ———
1-1/2 600 900 ——— ——— ——— ———
91101 91-10-00 PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(3) The friction drag torque can be determined as follows: Run the nut down to near contact (but not
in contact) with the bearing surface and check the “friction drag torque” required to turn the nut.
Note: Check the friction drag torque by attaching a scale type torque wrench to the nut and
determining the torque required to turn the nut on the bolt. (Before the nut makes contact
with the bearing surface.)
(4) The friction drag torque (if any) shall be added to the desired torque specified in “Chart 2”. This
final torque should register on the indicator or be the setting for a snap-over torque limiting
device. The final torque values (with friction drag included) are shown in “Chart 2” for some select
fastener/nut combinations. If the value is not listed then it shall be calculated per “(3)”, above.
(5) Torque requirements do not apply to cross-recessed or slotted screws or to fasteners installed
into rivnuts, pressnuts or other nuts not designed to rotate for wrenching at the fastener unless
otherwise specified in the subject chapter/section.
(6) Fasteners listed in “Chart 2” on page 91104 installed into nutplates, and which are accessible to
be torqued at the fastener, must be tightened to the low end of the torque range specified in the
appropriate “shear” column.
NOTE: When the fastener is stationary and the nut is torqued, use the lower side of the torque
range. When the nut is stationary and the fastener is torqued, use the higher side of the
torque range. In this case, ensure one (1) washer is installed under the head as follows:
(a) If the subject chapter/section does not specify the use of a washer under the head,
install one (1) NAS1149 .032 thick washer under the head. If additional washers are
required under nut to adjust for grip length variation as described under Threaded
Fastener Installation in 20-00-00: reduce them .032 to allow for the additional .032
washer now installed under head. Check to ensure threads are not bearing loads,
due to the added .032 washer thickness.
(b) All added washers are to be of the correct diameter, material and finish that matches
the fastener being installed.
(7) Apply a smooth, even pull when applying torque pressure. If chattering or a jerking motion occurs
during final torque, back off and re-torque.
(8) When installing a castellated nut, torque nut to the maximum allowable torque for the particular
fastener/nut combination then back off to the nearest castellation, and install the cotter pin.
(9) Unless otherwise specified in the subject chapter/section, when castellated nuts are used with
a cotter pin on moving joints, the nut shall not be torqued to “Chart 2” values. Nuts shall be
tightened to remove looseness in the joint and then the cotter pin installed.
(10) Unless otherwise specified in the subject chapter/section, when parts are used on engines or
other vendor supplied assemblies using Piper furnished or existing supplier threaded fasteners,
tightening torque limits specified by the latest applicable supplier specifications supersede those
in “Chart 2” on page 91104.
PAGE 2
Oct 5/16 91-10-00 91102
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C. Gap Conditions Between Parts Attached with Threaded Fasteners

If a gap condition exists between mating parts where a threaded fastener is to be installed, install
fasteners and associated hardware per subject chapter/section or to buildup noted during removal.
Then, torque (T) to a value 10% of the final torque required (from “Chart 2”, Groups 1–8, not including
friction drag), and add the friction drag of the required (installed) nut, calculated per paragraph “1”, “B”,
“(3)”, above. If the final torque (including friction drag) is listed in Groups 1–8 the gap closing torque
may be calculated as follows:
Maximum Permissible
Gap Closing Torque = [(T, No friction drag) x .10] + [(T, With friction drag) – (T, No friction drag)]
Example: AN6 Bolt 3/8-24 [(190 in.lbs.) x .10] + [(270 in.lbs.)-(190 in.lbs.)] = 99 in.-lbs.
Note: If the “Chart 2” torque requirement exceeds the final torque specified in the subject chapter
or section (if any), use the torque specified in the subject chapter or section to calculate the
maximum permissible gap closing torque.
Accomplish this for all fasteners common to the gapped interface. If no gap exists after accomplishing
the above, finish torquing to final torque. If a gap remains consult your Piper Dealer’s Service Advisor
(DSA) for further assistance.
D. After the final torque, apply a slippage mark to the nut or bolt or screw head as applicable.
Note: For more details on torquing, refer to FAA AC 43.13-1, latest revision.
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”.
8. Electrical / Electronic Component Reference Designation Codes
See “Chart 14”.
91103 91-10-00 PAGE 3

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
RECOMMENDED Nut TORQUES
The following tables are partially derived from FAA AC 43.13-1B.
Some fasteners and nuts are listed in more than one group. Select torque from appropriate group
depending on application (tension vs shear).
If the chapter/section calls out a fastener and nut that are not in the same group, use the lower of the two
torque values.
Although MS21042, NAS1291, and NAS679 nuts are reduced height, they are included in both tension
and shear groups and may be used for both applications.
Unless otherwise specified by the chapter/section, size #6 screws used with self-locking nutplates shall
be torqued to no greater than 4 to 5 in-lbs with an appropriate calibrated driver.
If final torque (with friction drag included) is not listed it shall be calculated per paragraphs 1 B “(3)” and
“(4)” above.
PAGE 4
Oct 5/16 91-10-00 91104
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
“Chart 2” (Sheet 2 of 4)
GROUP 1 GROUP 2
STANDARD FASTENERS - TENSION STANDARD FASTENERS - SHEAR
Fasteners Nuts Fasteners Nuts
AN3 thru AN20 AN310 AN3 thru AN20 AN316
AN42 thru AN49 AN315 AN42 thru AN49 AN320
AN386 MS20365 AN386 MS20364
AN525 MS21042 AN525 MS21083
MS20033 thru MS20046 MS21044 MS20033 thru MS20046 MS21245
MS20073 MS21045 MS20073 NAS509
MS20074 NAS679 MS20074
MS24694 NAS1291 MS24694
MS27039 MS27039
Fastener Size Torque (In.-Lbs.) Fastener Size Torque (In.-Lbs.)
Fine Thread No Friction With Friction Fine Thread No Friction With Friction
Drag Drag Drag Drag
Min. - Max. Min. - Max. Min. - Max. Min. - Max.
8 - 36 12 - 15 8 - 36 7 -9
10 - 32 20 - 25 38 - 43 10 - 32 12 - 15 30 - 33
1/4 - 28 50 - 70 65 - 100 1/4 - 28 30 - 40 60 - 70
5/16 - 24 100 - 140 160 - 200 5/16 - 24 60 - 85 120 - 145
3/8 - 24 160 - 190 240 - 270 3/8 - 24 95 - 110 175 - 190
7/16 - 20 450 - 500 550 - 600 7/16 - 20 270 - 300 370 - 400
1/2 - 20 480 - 690 1/2 - 20 290 - 410
9/16 - 18 800 - 1,000 9/16 - 18 480 - 600
5/8 - 18 1,100 - 1,300 5/8 - 18 600 - 780
3/4 - 16 2,300 - 2,500 3/4 - 16 1,300 - 1,500
7/8 - 14 2,500 - 3,000 7/8 - 14 1,500 - 1,800
1 - 14 3,700 - 4,500 1 - 14 2,200 - 3,300
1-1/8 - 12 5,000 - 7,000 1-1/8 - 12 3,000 - 4,200
1-1/4 - 12 9,000 - 11,000 1-1/4 - 12 5,400 - 6,600
Coarse Thread Coarse Thread
8 - 32 12 - 15 27 - 30 8 - 32 7 - 9 22 - 24
10 - 24 20 - 25 38 - 43 10 - 24 12 - 15 30 -33
1/4 - 20 40 - 50 70 - 80 1/4 - 20 25 - 30 55 - 60
5/16 - 18 80 - 90 140 - 150 5/16 - 18 48 - 55 108 - 115
3/8 - 16 160 - 185 240 - 265 3/8 - 16 95 - 110 175 - 190
7/16 - 14 235 - 255 335 - 355 7/16 - 14 140 - 155 240 - 255
1/2 - 13 400 - 480 1/2 - 13 240 - 290
9/16 - 12 500 - 700 9/16 - 12 300 - 420
5/8 - 11 700 - 900 5/8 - 11 420 - 540
3/4 - 10 1,150 - 1,600 3/4 - 10 700 - 950
7/8 - 9 2,200 - 3,000 7/8 - 9 1,300 - 1,800
1 - 8 3,700 - 5,000 1 - 8 2,200 - 3,000
1-1/8 - 8 5,500 - 6,500 1-1/8 - 8 3,300 - 4,000
1-1/4 - 8 6,500 - 8000 1-1/4 - 8 4,000 - 5000
91105 91-10-00 PAGE 5

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GROUP 3 GROUP 4
HIGH STRENGTH FASTENERS - TENSION HIGH STRENGTH FASTENERS - SHEAR
MS20004 thru MS20024 AN310 MS20004 thru MS20024 AN316
NAS333 thru 340 AN315 NAS333 thru 340 AN320
NAS464 MS20365 NAS464 MS20364
NAS624 thru 644 MS21042 NAS624 thru 644 MS21083
NAS1580 MS21044 NAS1580 MS21245
NAS6203 thru 6220 MS21045 NAS6203 thru 6220 NAS509
NAS6603 thru 6620 NAS679 NAS6603 thru 6620
NAS6703 thru 6720 NAS1291 NAS6703 thru 6720
Drag Drag Drag Drag
8 - 36 No Data 8 - 36 No Data
10 - 32 25 - 30 46 - 48 10 - 32 15 - 20 33 - 38
1/4 - 28 80 - 100 110 - 130 1/4 - 28 50 - 60 50 - 90
5/16 - 24 120 - 145 180 - 205 5/16 - 24 70 - 90 130 - 150
3/8 - 24 200 - 250 280 - 330 3/8 - 24 120 - 150 200 - 230
7/16 - 20 520 -630 620 - 730 7/16 - 20 300 - 400 400 - 500
1/2 - 20 770 - 950 1/2 - 20 450 - 550
9/16 - 18 1,100 - 1,300 9/16 - 18 650 - 800
5/8 - 18 1,250 - 1,550 5/8 - 18 750 - 950
3/4 - 16 2,650 - 3,200 3/4 - 16 1,600 - 1,900
7/8 - 14 3,550 - 4,350 7/8 - 14 2,100 - 2,600
1 - 14 4,500 - 5,500 1 - 14 2,700 - 3,300
1-1/8 - 12 6,000 - 7,300 1-1/8 - 12 3,600 - 4,400
1-1/4 - 12 11,000 - 13,400 1-1/4 - 12 6,600 -8,000
All Sizes No Data All Sizes No Data
PAGE 6
Oct 5/16 91-10-00 91106
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GROUP 5 GROUP 6
ALUMINUM FASTENERS - TENSION ALUMINUM FASTENERS - SHEAR
AN3DD AN310D AN3DD AN310D
AN315D AN315D
Drag Drag Drag Drag
8 - 36 5 - 10 8 - 36 3 -6
10 - 32 10 - 15 28 - 33 10 - 32 5 - 10 23 - 28
1/4 - 28 30 - 45 60 - 75 1/4 - 28 15 - 30 45 - 60
5/16 - 24 40 - 65 100 - 125 5/16 - 24 25 - 40 85 - 100
3/8 - 24 75 - 110 155 - 190 3/8 - 24 45 - 70 125 - 150
7/16 - 20 180 - 280 280 - 380 7/16 - 20 110 - 170 210 - 270
1/2 - 20 280 - 410 1/2 - 20 160 - 260
GROUP 7 GROUP 8
MS17825 CASTLE NUTS - TENSION MS17825 CASTLE NUTS - SHEAR
Any from Groups 1–4 MS17825 Any from Groups 1–4 MS17826
Drag Drag Drag Drag
8 - 36 No Data 8 - 36 No Data
10 - 32 28 10 - 32 16
1/4 - 28 65 1/4 - 28 35
5/16 - 24 180 5/16 - 24 70
3/8 - 24 260 3/8 - 24 100
7/16 - 20 460 7/16 - 20 180
1/2 - 20 720 1/2 - 20 240
9/16 - 18 880 9/16 - 18 320
5/8 - 18 1300 5/8 - 18 480
3/4 - 16 2200 3/4 - 16 880
7/8 - 14 3700 7/8 - 14 1500
1 - 14 5400 1 - 14 2400
1-1/8 - 12 8000 1-1/8 - 12 4000
1-1/4 - 12 11000 1-1/4 - 12 5600
91107 91-10-00 PAGE 7

Oct 5/16
PA-44-180, SEMINOLE
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
PAGE 8
Oct 5/16 91-10-00 91108
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 4
Decimal Conversions
91109 91-10-00 PAGE 9

Oct 5/16
PA-44-180, SEMINOLE
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 convert 20°F, to
Centigrade; find 20 in the center column and read -6.67°C, in the (°C) column
to the left.
°C °F - °C °F °C °F - °C °F
-56.7 -70 -94.0 104.44 220 428.0
-51.1 -60 -76.0 110.00 230 446.0
- 45.6 -50 -58.0 115.56 240 464.0
- 40.0 -40 -40.0 121.11 250 482.0
- 34.0 -30 -22.0 126.67 260 500.0
- 28.9 -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
37.78 100 212.0 198.89 390 734.0
43.33 110 230.0 204.44 400 752.0
48.89 120 248.0 210.00 410 770.0
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
76.67 170 338.0 237.78 460 860.0
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 10
Oct 5/16 91-10-00 911010
PA-44-180, SEMINOLE
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.
911011 91-10-00 PAGE 11

Oct 5/16
PA-44-180, SEMINOLE
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 12
Oct 5/16 91-10-00 911012
PA-44-180, SEMINOLE
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 0.1285 3.2639 58 0.042 1.0668
25/64 0.3906 9.9212 7/32 0.2187 5.5562 1/8 0.125 3.1750 59 0.041 1.0414
W 0.386 9.8044 3 0.213 5.4102 31 0.120 3.048 60 0.040 1.016
V 0.377 9.5758 4 0.209 5.3086 32 0.116 2.9464 61 0.039 0.9906
3/8 0.375 9.5250 5 0.2055 5.2197 33 0.113 2.8702 62 0.038 0.9652
U 0.368 9.3472 6 0.204 5.1816 34 0.111 2.8194 63 0.037 0.9398
23/64 0.3593 9.1262 13/64 0.2031 5.1594 35 0.110 2.794 64 0.036 0.9144
T 0.358 9.1281 7 0.201 5.1054 7/64 0.1093 2.7781 65 0.035 0.899
S 0.346 8.7884 8 0.199 5.0546 36 0.1065 2.7051 66 0.033 0.8382
11/32 0.3437 8.7300 9 0.196 4.9784 37 0.104 2.6416 1/32 0.0312 0.7937
R 0.339 8.6106 10 0.1935 4.9149 38 0.1015 2.5781 67 0.032 0.8128
Q 0.332 8.4328 11 0.191 4.8514 39 0.0995 2.5273 68 0.031 0.7874

21/64 0.3281 8.3337 12 0.189 4.8006 40 0.098 2.4892 69 0.029 0.7366
P 0.323 8.2042 3/16 0.1875 4.7625 41 0.096 2.4384 70 0.028 0.7112
O 0.316 8.0264 13 0.185 4.699 3/32 0.0937 2.3812 71 0.026 0.6604
5/16 0.3125 7.9375 14 0.182 4.6228 42 0.0935 2.3749 72 0.025 0.635
N 0.302 7.6708 15 0.180 4.572 43 0.089 2.2606 73 0.024 0.0696

19/64 0.2968 7.5387 16 0.177 4.4958 44 0.086 2.1844 74 0.0229 0.58166
M 0.295 7.4930 17 0.173 4.3942 45 0.082 2.0828 75 0.021 0.5334
L 0.290 7.3660 11/64 0.1718 4.3656 46 0.081 2.0574 76 0.020 0.508
9/32 0.2812 7.1425 18 0.1695 4.3053 47 0.0785 1.9939 77 0.018 0.4572
K 0.281 7.1374 19 0.166 4.2164 5/64 0.0781 1.9844 1/64 0.0156 0.3969
J 0.277 7.0358 20 0.161 4.0894 48 0.076 1.9304 78 0.016 0.4064
I 0.272 6.9088 21 0.159 4.0386 49 0.073 1.8542 79 0.0145 0.3683
H 0.266 6.7564 22 0.157 3.9878 50 0.070 1.778 80 0.0135 0.3429
17/64 0.2656 6.7462
DRILL SIZES AVAILABLE

Drill may be obtained in regular sizes to a 4 inch diameter, and increase in 64ths of an inch. The regular metric drills vary
from 2 to 76mm and increase in 0.5mm variations.
911013 91-10-00 PAGE 13

Oct 5/16
PA-44-180, SEMINOLE
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

rubber inner tube reinforced with in aircraft hydraulic, pneumatic,
one fiber braid, one braid of high coolant, 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
Identification: Hose is identified by plus 250°F.
specification number, size number, Sizes -16 thru -48: Minus 40°F to
quarter 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 Uses: High pressure hydraulic,
with 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 14
Oct 5/16 91-10-00 911014
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
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, EC 1300L Minnesota Mining and
Neoprene Rubber Manufacturing
Adhesive Coating and
Sealers Division
Anti-Galling MIL-PRF-907 Ease-Off Texacone Company
Solution
Anti-Seize Compound SAE-AMS-2518 Armite Product Armite Laboratories
(Graphite Petrolatum)
Anti-Seize Compound Exxon Oil Company
Royco 44 Royal Lubricants Co.
Anti-Seize Compound TT-A-580 Armite Product Armite Laboratories
(TT-S-1732)
Anti-Seize Thread Fel-Pro C5-A Fel-Pro Incorporated
Compound “HIGH
TEMPERATURE”
Cleaner and Polish, P-P-560 Part Number 403D Permatex Co., Inc.
Plexiglas Kansas City, Kansas
66115
Cleaners, General Fantastic Spray Local Supplier
Perchlorethylene
VM&P Naphtha
(Lighter Fluid)
Compound, Automotive Type Axalta Company
Buffing and Rubbing Axalta #7
Ram Chemical #69 Ram Chemicals
Compound, Polishing Mirror Glaze Mirror Bright Polish
Co., Incorporated
Corrosion Retardant MIL-PRF-16173E LPS-3 Heavy Duty LPS Laboratories
Compounds (Piper P/N 197-508 *) Rust Inhibitor
* = 1 Gallon Protecto Flex WECHEM, Inc.
Metal Parts Protector
Deicer Boot Surface Agemaster B.F. Goodrich
Coatings
Dry Lubricant MS-122AD Miller-Stephenson
911015 91-10-00 PAGE 15

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Gasket Cement Permatex No. 2 Permatex Company, Inc.
Grease, Actuator 2196-74-1 Dukes Astronautics Co.
Grease, Aircraft MIL-PRF-23827C Supermil Grease Amoco
Instrumentation, (See Note at end.) No. A72832
Gear and Actuator
Screw Royco 27A Royal Lubricants Co.
(-73 to +121 °C)
(-94 to +250 °F) Shell 6249 Grease Shell Oil Company
RR-28 Socony Mobil Oil Co.
Castrolease A1 Burmah-Castrol LTD.
Low-Temp. Grease E.P. Texaco Incorp.
5114 E.P. Grease Standard Oil of Calif.
AV55
Aeroshell Grease 7 Shell Oil Company
Braycote 627S
Mobil Grease 27 Mobil Oil Corporation
B.P. Aero Grease 31B B.P. Trading Limited
Grease, Ball and DOD-G-24508 Regal ASB-2 Formula Texaco Incorporated
Roller Bearing TG-10293
Andok B Exxon Company, U.S.A.
Code 1-20481, Darina Shell Oil Company
Grease 1 XSG-6213
Code 71-501, Darina
Grease 2 XSG-6152
Code 71-502, Alvania
Grease 2 XSG-6151
Code 71-012, Cyprina
Grease 3 XSG-6280
Code 71-003
Grease, General MIL-PRF-81322E Marfax All Purpose Texaco Incorporated
Purpose, Wide
Temperature Aeroshell No. 6 Shell Oil Company
(-54 to +177 °C)
(-65 to +350 °F) Mobil Grease 77 Mobil Oil Corporation
or Mobilux EP2
Shell Alvania EP2 Shell Oil Company
Royco 22 Royal Lubricants
Company
Mobil Grease 33 Mobil Oil Corporation
(755-162(12.5 oz. Tube))
Aeroshell No. 22 Shell Oil Company
PAGE 16
Oct 5/16 91-10-00 911016
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Grease, Lubricating, MIL-G-21164 Aeroshell Grease Shell Oil Company
Molybdenum No. 17
Disulfide, Low and
High Temperature Royco 64C Royal Lubricants Co.
Castrolease MSA (c) Burmah Castrol LTD.
Grease, Plug Valve, SAE-AMS-G-6032 Royco 32 Royal Lubricant Co.
Gasoline and
Oil Resistant Castrolease PV Burmah Castrol LTD.
Parker Fuel Lube 44 Parker Seal Company
B.P. Aero Grease 32 B.P. Trading Limited
L-237 Lehigh Tenneco
Chemicals Co., Inc.
Rockwell 950 Rockwell International
Grease, Waterproof, Aero Lubriplate LUBRIPLATE
High and Low Lubricants Co.
Temperature
“Hot Melt” Adhesive Stick Form 1/2 in. Sears, Roebuck and
Polyamids and “Hot diameter, 3 in. Company or most
Melt” Gun. long hardware stores.
Hydraulic Fluid MIL-PRF-5606 Brayco 756D Bray Oil Company
TL-5874 Texaco Incorporated
PED 3565 Standard Oil Company
of California
Aircraft Hydraulic Texaco Incorporated
Oil AA
RPM Aviation Oil Standard Oil Company
No. 2 Code of California
PED 2585
PED 3337
Aeroshell Fluid 4, Shell Oil Company
SL-7694
Aero HF Mobil Oil Corporation
Royco 756, 756A Royal Lubricants Co.
and 756B
Isopropyl Alcohol Fed. Spec. TT-I-735 Local Supplier
Isocryl Tape Schnee-Moorehead, Inc.
Kevlar Kevlar Kevlar Special Products
911017 91-10-00 PAGE 17

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Leak Detector MIL-PRF-25567 ALPHA 73 U.S. Gulf Corporation
Solution for Oxygen Leak Detector
Oxygen Systems Type 1
Leak Tec #16-OX American Gas and
Chemical Co. LTD.
Loctite ASTM-D-5363 Loctite 290 Loctite Corporation
(Red)
Loctite 222
(Brown)
Piper P/N 279-128 Loctite 27121 (10 ml)
Methylethylketone Fed. Spec. TT-M-261 Local Supplier
Molybdenum Disulfide, SAE-AMS-M-7866 Molykote-Type G Dow Corning Corp.
Lubrication Grade (Paste)
Molykote - Type 2
(Powder)
O-Ring Lubricant Parker O-Lube Parker Hannifin Corp
Oil, 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-PRF-7870C Caltex Low Temp. Caltex Oil Products
General Purpose, Oil Company
Low Temperature
Sinclair Aircraft Sinclair Refining
Orbit Lube Company
1692 Low Temp Oil Texaco Incorporated
Aviation Instrument Standard Oil Company
Oil of California
Royco 363 Royal Lubricants Co.
Patching Compound, Solarite #400 Solar Compounds Corp.
Epoxy
Primer, Piper P/N 279-179 EWDE072A/B PPG Aerospace
Fluid Resistant Epoxy PRC-DeSoto
Piper P/N 279-506 10P8-10NF / EC-283 Akzo Nobel Aerospace
Coatings
Piper P/N 279-108 10P30-5 / EC-275
44GN036 Deft, Inc.
PAGE 18
Oct 5/16 91-10-00 911018
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Propeller Slip Ring CRC-2-26 Corrosion Reaction
Cleaning Solvent Consultants, Inc.
Rain Repellent FSCM 50150 Repcon Unelco Corporation
Safety Walk Flextred 300 Wooster Products,
Pressure Sensitive Incorporated
Sealant, Adhesive, A-A-59293 PPG Aerospace
Polysulfide PRC-DeSoto
Sealant, Airframe Piper PMS-C1012-1 Bostik 1100 FS Bostik Findley
and Component (Urethane)
Piper PMS-C1012-3 3M Marine Sealant 101 3M
Piper PMS-C1012-4 Bostik 940A Bostik Findley
(Silyl Modified Polymer)
Sealant, Fuel *RS-36b, Stripper CEE BEE Chemical Co.
Tank Sealing (thin)
*RS-24b, Stripper
(thick)
*PR 1422 A-2 Sealant PPG Aerospace
(Brushing Consistency) PRC-DeSoto
*PR 1422 B-2 Sealant
(Trowling Consistency)
*PR 1431G, Faying
Surface Seal, Type 1
* PR 1321-B 1/2,
Access Panel Sealant
* PR 1560 MK, Primer
(Anti-Bacteriological
Coating)
* BJO-0930, Phenolic Union Carbide Plastics
Balloons Division
* ERL-2795, Epoxy
Resin
* 22LA-0340
Polyamid Hardener
Class A-2 * Thiokol MC-236
* NOTE: Use of Equivalent Sealant Approved.
911019 91-10-00 PAGE 19

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Sealant, Fuselage Class A-1/2, A-2, B-2 H.S. Bancroft Corp.
Structure B-4, B-6, B-8
EC 1239 Minnesota Mining and
Manufacturing
Industrial Specialties
Division
EC 612 (Leak Marker or
Weather Stripping, etc)
G.E.-SS-4004 (Primer) General Electric
RTV-88 with Silicone Products
RTV-9811 Department
Sealant, B-2 PR 1425 PPG Aerospace
Windshield & Windows PRC-DeSoto
Sealer PR 1321 B-1/2 PPG Aerospace
PRC-DeSoto
Sealing Compound, Tite-Seal Radiator Specialty Co.
Gasket and Joint
Silicone Compound SAE-AS-8660 DC-4, DC-6 Dow Corning
-54 to +204 °C (Piper P/N 279-149) Compound
-65 to +400 °F
G-624 General Electric Co.
Silicone Products
Department
Solvents Methylethyl Ketone Local Suppliers
Methylene Chloride
Acetone
Y2900 Union Carbide; Plastic
Division
Fed. Spec. PD 680 Local Supplier
Type I - Stoddard
Solvent
Type II - High Local Supplier
Temperature
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
PAGE 20
Oct 5/16 91-10-00 911020
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Thread Lubricant MIL-PRF-907E Kopr-Kote Jet Lube, Inc.
Oleo Strut, Air Valve
Thread Sealant A-A-58092 Permacel 412 Johnson & Johnson, Inc.
for High Pressure Permacel Division
Oxygen System
Toluol TT-M-261 Local Supplier
Trichlorethylene MIL-T-7003 Perm-A-Clor Dextrex Chemical
Industries, Inc.
Turco 4217 Turco Products, Inc.
Vinyl Foam 1 in. x 1/8 in. 530 Series, Type I Norton Tape Division
Vinyl, Foam Tape 1/8 in. x 1 in. 501 Series, Type II Norton Tape Division
Vinyl, Black Plastic 2 in. x 9 mil. and/or
1 1/2 in. x 9 mil.
NOTE: Take precautions when using MIL-PRF-23827 and engine oil. These lubricants contain chemicals
harmful to painted surfaces.
911021 91-10-00 PAGE 21

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Vendor Contact Information
A CEE BEE Chemical Co. H
9520 E. CEE BEE Drive
American Gas and H. S. Bancroft Corp.
Box 400
Chemical Co. LTD One Rockhill
Downey, CA 92041
220 Pegasus Avenue Industrial Park
Northvale, NJ 07647 Corrosion Reaction Cherry Hill, NJ 08003
201-767-7300 Consultants, Inc. 609-854-8000
Limekin Pike
Amoco Oil Co. J
Dresher, PA 19025
200 E. Randolph Drive
Jet Lube, Inc.
Chicago, IL 60601 D
P.O. Box 21258
312-856-5111
Deft, Inc. Houston, TX 77226-1258
Armite Laboratories 17451 Von Karman Ave. 800-538-5823
1845-49 Randolph Street Irvine, CA 92614 www.jetlube.com
Los Angeles, CA 90001 800-544-3338
Johnson & Johnson, Inc.
213-587-7744 www.deftfinishes.com/
Permacel Division
Akzo Nobel Aerospace Coatings Dextrex Chemical 501 George Street
East Water Street P. O. Box 501 New Brunswick, NJ 08901
Waukegan, IL 60085 Detroit, MI 48232 201-524-0400
847-625-3340
Dow Corning Corporation K
www.anac.com/
Alpha Molykote Plant
Kevlar Special Products
Axalta Coating Systems 64 Harvard Avenue
E.I. DuPont de Nemours & Co.,
Suite 3600 Stanford, CT 06902
(Inc.)
2001 Market Street
Dukes Astronautics Co. Textile Fibers Department
Philadelphia, PA 19103 USA
7866 Deering Avenue Centre Road Building
B Canoga Park, CA 91304 Wilmington, DE 19898
302-999-3156
BP Trading Limited DuPont Company
Moore Lane Finishes Div. L
Brittanic House DuPont Building
Lehigh - Tenneco Chem. Co., Inc.
London E.C. 2 Wilmington, DE 19898
Chestertown, MD 21620
England 302-774-1000
301-778-1991
Bray Oil Company E
Loctite Corporation
1925 N. Marianna Avenue
Exxon Oil Company 777 N. Mountain Road
Los Angeles, CA 98103
1251 Avenue of the Americas Newington, CT 06111
213-268-6171
New York, NY 10020 800-243-8160
Burmah - Castrol Inc. 212-398-3093 In CT 800-842-0225
30 Executive Avenue
F LPS Laboratories
Edison, NJ 08817
4647 Hugh Howell Rd.
201-287-3140 Fel-Pro Incorporated
Tucker, GA 30084
7450 N. McCormick Blvd.
C 800-241-8334
Box C1103
www.lpslabs.com/
California Texas Oil Corp., Skokie, IL 60076
380 Madison Avenue 312-761-4500 LUBRIPLATE Lubricants Co.
New York, NY 10017 129 Lockwood St.
G
Newark, NJ 07105
Caltex Oil Products Co.
General Electric Co. 800-733-4755
New York, NY 10020
Silicone Products Dept. www.lubriplate.com
Waterford, NY 12188
518-237-3330
PAGE 22
Oct 5/16 91-10-00 911022
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
M PPG Aerospace PRC-DeSoto Solar Compounds Corp.
11601 United Street 1201 W. Blancke Street
Miller-Stephenson
Mojave, California 93501 Linden, NJ 07036
George Washington Hwy.
661-824-4532 201-862-2813
Danbury, Ct 06810
818-549-7999
203-743-4447 Standard Oil of California
http://corporateportal.ppg.com/na/
www.miller-stephenson.com 225 Bush Street
aerospace/
San Francisco, CA 94104
Minnesota Mining and MFG
R 415-894-7700
3M Center
St. Paul, MN 55144 Radiator Specialty Co. Sun Oil Company of Penna
612-733-1110 P.O. Box 34689 5 Penn Center Plaza
Charlotte, NC 28234 Philadelphia, PA 19103
Mirror Bright Polish Co., Inc.
704-377-6555 215-972-2000
Irvine Industrial Complex
P.O. Box 17177 Ram Chemicals T
Irvin, CA 92713 201 E. Alondra Blvd.
Texacone Company
714-557-9200 Gardena, CA 90248
4111 Forney Avenue
213-321-0710
Mobil Oil Corporation Mesquite, TX 75149
150 E. 42nd Street Rockwell International 800-839-2266
New York, NY 10017 600 Grant Street http://www.texacone.com/
212-883-4242 Pittsburgh, PA 15219
Texaco, Inc.
412-565-2000
Morton Inc. 2000 Westchester Avenue
7341 Anacona Ave Royal Lubricants Company White Plains, NY 10650
Garden Grove, CA 92641 River Road 914-253-4000
724-373-2837 E. Hanover, NJ 07936
Turco Products Inc.
Fax 724-373-1913 201-887-3100
24600 S. Main Street
N S Box 6200
Carson, CA 90749
Norton Tape Division Schnee-Moorhead, Inc.
213-835-8211
Department 6610 111 North Nursery Road
Troy, NY 12181 Irving, TX 75060 U
518-273-0100 972-438-9111
U.S. Gulf Corp.
www.trustsm.com
P P.O. Box 233
Shamban W.S. and Co. Stoney Brook, NY 11790
Parker Hannifin Corp.
1857 Centinela Avenue 212-683-9221
O-Ring Divison
Santa Monica, CA 90404
2360 Palumbo Drive Unelko Corporation
213-397-2195
Lexington, KY 40509 727 E. 110th Street
859-269-2351 Shell Oil Company Chicago, IL 60628
www.parker.com One Shell Plaza
Union Carbide; Plastic Div.
Houston, TX 77003
Parker Seal Company 270 Park Avenue
713-220-6697
17325 Euclid Avenue New York, NY 10017
Cleveland, OH 44112 Sinclair Refining Co. 212-551-3763
216-531-3000 600 Fifth Avenue
V
New York, NY 10020
Permatex Co., Inc.
Virginia Chemical
P.O. Box 11915 Socony Mobil Oil Co.
3340 W. Norfolk Rd.
Newington, CT 06111 Washington 5, DC 20005
Portsmouth, VA 23703
203-527-5211
703-484-5000
911023 91-10-00 PAGE 23

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
W
WECHEM, INC.
5734 Susitna Drive
Harahan, LA 70123
800-426-0512
504-733-2218
www.wechem.com
Wooster Products, Inc.
1000 Spruce Street
Wooster, OH 44691
800-321-4936
In OH 216-264-2844
PAGE 24
Oct 5/16 91-10-00 911024
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Electrical Wire Coding
FUNCTION FUNCTION (PIR-PPS55006, Rev. AF)

LETTER LETTER CIRCUIT
(Circa 2010 (Circa 2010
and Prior) and Later)
F Airspeed Indicator
PF Alternator Field Control and Power
F Altitude Indicator / Altimeter
L Anti-collision Lights
F Attitude Indicator
A C Autopilot
H Avionics Cooling
L Avionics Lights
P Battery
H Cabin Heating
L Cabin Lights
H Cabin Ventilation
D Clock
C Control Surfaces
E DAU
C Electric Trim
M ELT Switch
K Engine Control, Starter
J Engine Ignition
E Engine Instruments
Q Engine Priming
K Engine Starting
E Engine Temperature
W Exceedance Horn
C Flap Position/Control
F Flight Display/ MFD
F Flight Instruments
E Fuel Flow
E Fuel Pressure
Q Fuel Pumps
Q Q Fuel Quantity
G Gear Extension and Retraction
G Gear Position and Warning
GND Ground
911025 91-10-00 PAGE 25

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
ELECTRICAL Wire Coding
FUNCTION FUNCTION
LETTER LETTER CIRCUIT
(Circa 2010 (Circa 2010
and Prior) and Later)
T Hazard Awareness (IHAS, Skywatch, etc.)

H Heater, Ventilating
D Hours Meters
G Hydraulic Pump, Power, and Control “
J Ignition
G Landing Gear
L Landing Lights
L Lighting
E Manifold Pressure
M Misc. Equipment, Cigar Lighter, Hour Meter, etc.
L Navigation Lights
E Oil Pressure
Q Oil Quantity
E Oil Temperature
L Panel Lights
H Pitot Heat
K Propeller Control
P Power Distribution
P Power Generation
P Power Monitoring
P Power, DC
P Power, External
E Propeller Overspeed Governor
RC Radio Cooling
RG Radio Ground
RP Radio Power
RZ Radio Audio
R Radio, ADF
R Radio, Comm and Nav
R Radio, DME
R Radio, Headphone, Microphone and Speakers
R Radio, Transponder
L Recognition Lights
C Rudder Trim
W Stall Detection and Warning
S Stall Warning
T Stormscope
L Switch Lights
E Tachometer
L Taxi Lights
R Transponder
D Vacuum System
GB Vent / Defogger
W Warning
H Windshield Heat
PAGE 26
Oct 5/16 91-10-00 911026
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Electrical Symbols
911027 91-10-00 PAGE 27

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
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
PAGE 28
Oct 5/16 91-10-00 911028
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
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 CIRCUIT TWO TRANSFER THREE POSITION THREE POSITION
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
911029 91-10-00 PAGE 29

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 14
Electrical / Electronic Component Reference Designation Codes
All electrical / electronic components are assigned a Component Class Letter

unique reference code which indicates component function Alternator G
and general location within the airplane. Annunciator DS
Antenna E
Battery BT
S 301 Blower / Fan / Motor B
Class Designation Letter Capacitor C
(from list at right) Circuit Breaker CB
Clock M
Component Number Compass M
(location within airplane indicated by number Contactor K
ranges below:) Diode D or CR
Flasher S
Fuse F
100 to 199 -- Electrical - Left Wing and Nacelle Generator G
200 to 299 -- Electrical - Right Wing and Nacelle Heater HR
300 to 399 -- Electrical - Fuselage area (inside cabin) Horn LS
400 to 499 -- Electrical - Fuselage area (outside cabin) Hour Meter M
500 to 599 -- Avionics - Left Wing and Nacelle Indicator Lamp DS
600 to 699 -- Avionics - Right Wing and Nacelle Instrument M
700 to 799 -- Avionics - Fuselage area (inside cabin) Jack J
800 to 899 -- Avionics - Fuselage area (outside cabin) Light L
Magneto G
Miscellaneous Electrical Part E
Plug P
So, the example above, S301, represents either a flasher, Potentiometer R
switch, or thermostat located in the left fuselage area Power Supply PS
inside the cabin. Pump B
Receptacle J
Rectifier CR or D
Relay / Solenoid K
Resistor R
Sensor A or MT
Shunt R
Speaker LS
Splice SP
Starter B
Switch S
Terminal E
Terminal Board TB
Thermocouple TC
Thermostat S
Transducer A or MT
Transformer T
Transistor Q
Voltage Regulator VR
Zener Diode D
PAGE 30
Oct 5/16 91-10-00 911030
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Wiring Diagram (Schematics) Cross-Reference
Each schematic in this manual contains a drawing index number in one of the corners of the schematic,
showing the drawing number, revision level, and sheet number (i.e., 105553 A 23) of the Piper engineering
drawing the schematic was created from.
Many schematics in this manual were created from harness assembly drawings which typically show only
portions of a functional system’s wiring on each sheet. In harness assembly drawings, internal cross-
reference is to other numbered sheets within that same drawing - typically shown (SH 15) = sheet 15. The
following provides sheet locating information by drawing number, sheet number and the Section Number,
Figure Number, and Sheet Number where that harness assembly drawing sheet is used in this manual.
Note: To follow a drawing internal cross-reference found in a schematic, note the sheet number you are
looking for, note the engineering drawing number from the drawing index number found in the
corner of the schematic, compare both to the following information to determine where your cross-
reference sheet is shown within this manual.
In addition, electrical / avionics component reference designator lists are provided to aid in identifying
components and connectors.
Engineering Maintenance Manual
Drawing Number Sheet Number Section Number Figure Number Sheet Number
84549 AI 2 91-22-10 4 8
2 91-27-30 2 3
3 91-27-30 4 8
89295 Y 2 91-24-30 1 1
2.1 91-24-30 2 1
2.1 91-24-30 2 2
2.1 91-32-60 1 2
2.1 91-32-60 1 3
2.11 91-31-50 1 1
2.12 91-27-30 1 1
2.13 91-33-40 1 1
2.14 91-33-40 2 1
2.15 91-33-40 2 2
2.16 91-33-40 3 1
2.17 91-33-10 1 1
2.17 91-33-10 1 2
2.18 91-30-30 1 1
2.19 91-34-20 2
2.2 91-21-40 1 1
2.2 91-21-40 1 2
2.2 91-21-40 1 3
2.2 91-21-40 1 3
2.2 91-80-10 1 1
2.22 91-21-20 1 1
2.23 91-33-40 3 2
2.3 91-28-20 1 1
91X1 91 - x - ref PAGE 1

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL

89295 (cont.) 2.4 91-28-40 1 1
2.4 91-28-40 1 2
2.4 91-28-40 1 3
2.5 91-77-20 1
2.6 91-77-10 1
2.7 91-31-30 1
2.8 91-29-10 1 1
2.9 91-32-60 1 1
100868 N 1 91-27-30 2 1
1 91-27-30 2 2
101753 D 1 91-34-20 3
101827 C 6 91-34-20 4
7 91-34-20 5
8 91-34-50 1 1
9 91-34-50 2 1
10 91-23-50 1 1
10 91-23-50 1 2
12 91-34-50 3 1
13 91-34-50 5
14 91-34-40 1 1
15 91-34-50 4 1
16 91-34-50 4 2
16 91-34-50 4 4
17 91-22-10 1 1
17 91-22-10 1 2
18 91-22-10 1 3
18 91-22-10 1 4
19 91-22-10 1 5
20 91-34-50 6 1
21 91-23-15 1
22 91-34-40 2 1
23 91-24-60 1 1
23 91-24-60 1 2
23 91-24-60 1 3
23 91-24-60 1 7
24 91-24-60 1 4
24 91-24-60 1 5
24 91-24-60 1 6
101829 G 8 91-31-20 1 2
19 91-21-40 1 5
PAGE 2
Oct 5/16 91 - x - ref 91X2
PA-44-180, SEMINOLE
MAINTENANCE MANUAL

101837 D 2 91-24-30 1 2
2.1 91-24-30 1 3
2.2 91-24-30 2
3 91-80-10 1 2
4 91-28-20 1 2
5 91-77-40 1 1
5.1 91-77-40 1 2
6 91-77-40 1 3
6.1 91-77-40 1 4
7 91-24-30 3
8 91-31-50 1 2
9 91-29-10 1 2
10 91-32-60 1 4
11 91-34-20 1
12 91-31-50 2
13 91-21-40 1 4
13 91-21-40 1 5
14 91-21-20 1 2
15 91-27-30 1 2
16 91-30-30 1 2
17 91-33-40 1 2
18 91-33-40 2 3
19 91-33-40 3 3
20 91-33-10 2
21 91-33-10 1 3
21.1 91-33-10 1 4
21.2 91-33-10 1 5
106644 F 4 91-25-60 2
107430 A 1 91-31-30 1
107431 D 3 91-23-50 3 1
107431 4 91-23-50 3 2
107431 5 91-23-50 3 3
107431 5 91-23-50 3 4
107579 A 2 91-24-30 5 1
107708 E 3 91-33-10 1 7
107710 D 5 91-31-50 3
7 91-34-20 11 1
12 91-32-60 1 6
91X3 91 - x - ref PAGE 3

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL

107715 C 2 91-22-10 4 6
3 91-22-10 4 4
4 91-22-10 4 7
5 91-22-10 4 2
6 91-27-30 2 3
7 91-27-30 2 4
107720 G 1 91-24-60 3 2
107722 B 2 91-24-60 3 1
3 91-24-60 3 2
4 91-24-60 3 3
5 91-24-60 3 4
107740 New 4 91-24-30 1 4
5 91-24-30 4
6 91-24-30 5 1
7 91-24-60 2 3
8 91-77-40 2 1
9 91-80-10 2 1
10 91-77-40 2 4
11 91-80-10 2 2
12 91-32-30 1
13 91-32-60 1 5
14 91-28-20 1 3
14 91-28-40 1 4
15 91-28-20 1 3
15 91-28-40 1 4
16 91-30-30 2 1
17 91-21-20 1 3
17 91-21-40 1 6
18 91-21-50 1
19 91-33-40 2 4
20 91-33-40 1 3
21 91-33-10 2 2
22 91-33-10 1 7
23 91-33-10 1 6
24 91-31-50 3
25 91-25-60 2
25 91-31-20 1 3
26 91-34-20 8 1
27 91-34-20 9 1
28 91-21-20 2
29 91-34-20 10 1
PAGE 4
Oct 5/16 91 - x - ref 91X4
PA-44-180, SEMINOLE
MAINTENANCE MANUAL

107740 (cont.) 30 91-34-10 1 2
31 91-34-50 8 1
32 91-23-10 1 1
33 91-23-50 2 1
34 91-23-50 2 2
35 91-34-50 7 1
37 91-22-10 4 1
38 91-22-10 4 3
39 91-22-10 4 5
40 91-27-30 2 3
41 91-34-40 3 1
42 91-23-15 1 2
43 91-34-50 6 3
44 91-34-50 4 5
45 91-31-30 1
46 91-23-50 3
107889 New 4 91-24-30 1 5
5 91-24-30 4 2
6 91-24-30 5
7 91-24-60 2 3
8 91-77-40 2 2
9 91-80-10 2 3
10 91-77-40 2 3
11 91-80-10 2 4
12 91-32-30 1
13 91-32-30 1 6
14 91-28-20 1 3
14 91-28-40 1 4
15 91-28-20 1 3
15 91-28-40 1 4
16 91-30-30 2 2
17 91-21-20 1 3
17 91-21-40 1 6
18 91-21-50 1
19 91-33-40 2 4
20 91-33-40 1 3
21 91-33-10 2 2
22 91-33-10 1 7
23 91-33-10 1 6
24 91-31-50 3
25 91-25-60 2
91X5 91 - x - ref PAGE 5

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL

107889 (cont.) 25 91-31-20 1 3
26 91-34-20 8
27 91-34-20 9
28 91-21-20 2
29 91-34-20 10 2
30 91-34-20 1 3
31 91-34-50 8 2
32 91-23-10 1 2
33 91-23-50 2 1
34 91-23-50 2 2
35 91-34-50 7 1
36
37 91-22-10 5 1
38 91-22-10 5 2
39 91-22-10 5 3
40
41 91-34-40 3 1
42 91-23-15 1 2
43 91-34-50 6 3
44 91-34-50 4 5
45 91-31-30 1
46 91-23-50 3
108023 New 2 91-24-60 3 5
3 91-24-60 3 6
108044 New 0
4 91-24-30 1 6
5 91-24-30 4 3
6 91-24-30 5 1
7 91-24-60 2 4
8 91-77-40 2 1
9 91-80-10 2 5
10 91-77-40 2 3
11 91-80-10 2 6
12 91-32-30 1
13 91-32-60 1 7
14 91-28-20 1 4
14 91-28-40 1 4
15 91-28-20 1 4
15 91-28-40 1 5
16 91-30-30 2 3
17 91-21-20 1 3
PAGE 6
Oct 5/16 91 - x - ref 91X6
PA-44-180, SEMINOLE
MAINTENANCE MANUAL

108044 (cont.) 17 91-21-40 1 6
18 91-21-50 1
19 91-33-40 2 5
20 91-33-40 1 4
21 91-33-10 2 2
22 91-33-10 1 9
23 91-33-10 1 8
24
25 91-25-60 3
25 91-31-20 1 4
26 91-34-20 8
27 91-34-20 12
28 91-21-20 2 2
29 91-34-20 13
30 91-34-10 2
31 91-34-50 8 3
32 91-23-10 1 3
33 91-23-50 2 1
34 91-23-50 2 2
35 91-34-50 9
36
37 91-22-10 5 1
38 91-22-10 5 2
39 91-22-10 5 3
40
41 91-34-40 3 2
42 91-23-15 1 2
43 91-34-50 6 3
44 91-34-50 4 6
45 91-31-30 1
46 91-23-50 3
47 91-31-30 2
48 91-24-60 4
48 91-31-20 3
49 91-27-50 1
49 91-31-30 2
91X7 91 - x - ref PAGE 7

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL

G500-44000 A 42 91-34-50 4 3
49 91-34-50 4 4
G500-44203 D 6 91-34-20 1
6 91-34-20 6
7 91-34-20 7
8 91-34-20 8
9 91-34-50 3 2
10 91-34-50 1 2
11 91-34-50 2 2
12 91-23-50 1 3
13 91-23-50 1 4
14 91-34-40 2 2
15 91-34-40 1 2
16 91-22-10 2 1
17 91-22-10 2 2
18 91-34-50 6 2
19 91-23-15 2
20 91-22-10 3
PAGE 8
Oct 5/16 91 - x - ref 91X8
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Engineering Chart 1 (Sheet 1 of 2)

Maintenance Manual (G500-44203 D)
DrawingElectrical
Number Component
Sheet Number Reference
Section
Designators
Number Figure
with Number
Garmin G500
Sheet Number
Designator Description Location / G500-44203 Sheet Number
1P441 Wing Harness 7
1P4001 GNS 430W COMM/NAV/GPS #1 6, 10, 15
1P4002 GNS 430W COMM/NAV/GPS #1 10, 13
1P4006 GNS 430W COMM/NAV/GPS #1 10, 13; 91-34-50, Figure 4, Sheet 4
1P6201 GDU 620 16
2P4001 GNS 430W COMM/NAV/GPS #2 6, 10, 11, 15
2P4002 GNS 430W COMM/NAV/GPS #2 10, 11, 13
2P4006 GNS 430W COMM/NAV/GPS #2 11, 13; 91-34-50, Figure 4, Sheet 4
340P1 GMA 340 Audio/MKR 12, 13, 18, 19, 20
340P2 GMA 340 Audio/MKR 12, 19, 20
500P1 WX-500 15
500P2 WX-500 15
500P3 WX-500 15
ANT-P2 Antenna 15
END “A” Straight TNC (XM Coax) 19
END “B” RT Angle SMA (XM Coax) 19
Gl 106/A Gl-106A NAV Indicator 11
J1 Audio Panel 13
J3 Passenger 1 MIC 12
J4 Passenger 1 Phone 12
J7 Passenger 2 MIC 12
J9 Passenger 2 Phone 12
J306 Instrument Panel Harnes 19
J316 Instrument Panel Harnes 19
J554 Pilot Control Wheel 20
J556 Right Fuselage
J557 Pressure Transducer 17
J564 Trim SW T1
J2801 Passenger 1 MIC/Phone 12
J2802 Passenger 2 MIC/Phone 12
MHF1 Module Wing / 7
MHW1 Module Wing / 7
OHF1 Module Wing / 8
OHW1 Module Wing / 8
OHW2 Module Wing / 8
P1 Audio Panel 6, 9, 13, 14
P5 Co-Pilot Control Wheel 12
P10 Data Link Transceiver 19
P441 ADF Antenna 18
P441 GMU 44 7
P551 Computer 16, 17
P552 Computer 16, 17
P554 Pilot Control Wheel 9, 16
P555 Trim Monitor 17
P556 Right Fuselage 17
P558 Turn Coordinator
P559 Trim Servo 17
P561 Pitch Servo 17
P562 Roll Servo 17
P565 Trim SW T2
91X9 91 - x - ref PAGE 9

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Engineering Chart 1 (Sheet 2 of 2)Maintenance

) Manual
DrawingElectrical
Number Component
Sheet Number Reference
Section
Designators
Number Figure
with Number
Garmin G500
Sheet Number
Designator Description Location / G500-44203 Sheet Number
P569 Flap POT 17
P631 KN-63 91-34-50, Figure 4, Sheet 3
P645 Annunciator 16
P691 Data Link Receiver 19
P741 GDC 74A 7, 8
P771 GRS 77 7
P871 KR-87 ADF 18; 91-34-50, Figure 4, Sheet 3
P872 KR-87 ADF 18
P2801 Passenger 1 M!C/Phone 12
P2802 Passenger 2 M!C/Phone 12
P3301 GTX 330 Transponder 6, 9, 14; 91-34-50, Figure 4, Sheet 3
P3302 GTX 330 Transponder 9
P4971 Skywatch Processor SKY-497 14; 91-34-50, Figure 4, Sheet 3
P4978 Skywatch Processor SKY-497 14
P5721 KDI 572 91-34-50, Figure 4, Sheet 4
P6201 GDU 620 6, 9, 14, 18
P6202 GDU 620 6, 7, 8, 10, 11, 14
P6203 GDU 620 9, 14
S313 Gear Select SW 9
S551 AP/FD Master SW 16
SPKR Speaker 12
T1 Trim Master Switch 17, 20
T2 Trim Master Switch 17, 20
PAGE 10
Oct 5/16 91 - x - ref 91X10
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
VENT BLOWER
P334
P J
2 1 VB1B14 1 RED
VB1A14 BLOWER BLK
20A VB1C14 2 BLU
CB334 3
B301
S325
NOTE: A CONNECTS TO SWITCH LIGHTS DIMMER.
89295 S/Y 2.22
Fresh Air Blower (Optional)

9121201 91-21-20 PAGE 12

PAGE
Oct 5/16
Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
VENT BLOWER
SWITCH
NON-ESS BUS
VENT
BLOWER S325
P308 J308 334
P J
2 1 VB1B14 1 VB1C14 1 ORG
VB1A14
20A 3 VB1D14 2 VB1E14 2 RED
CB48 3
336 BLOWER
J P
2 YEL B301
1 BRN
VB1F14N
79293 AC
101837 NEW 14.0
Effectivity Fresh Air Blower (Optional)

PAGE
PAGE 12
Oct
Oct 5/16
5/16 91-21-20 9121202
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107740 NEW 17
107889 NEW 17
108044 NEW 17
FAN SELECT SW
S306
VENT FAN
CB113 3 HI
J 350F P VB1C14
2
15A CB113A16 3 VB1A16 OFF
VB1B14 BLOWER
1 LO RED MOTOR
AC26A14 GREEN
(78140-62)
Fresh Air Blower (Optional)

Effectivity
91-21-20
with Garmin G1000 PAGE 32
PAGE
9121203 4496331, 4496339 and up Oct 5/16
Oct 5/16
1P3281
COOLING FAN SAFE 328
Oct
(PFD FAN) TO P350D-2 (SHT 27)
PAGE
+28VDC POWER 1 H58A22
PAGE 14
Oct 5/16
5/16
107740 NEW 28
GROUND 3 H59A22N 107889 NEW 28
FAN FAIL OUT 2
GB2A-R
1P10001
GDU 1040 PFD
FAN MOTOR VALID IN* 14 H60A22
91-21-20
2P3281
COOLING FAN SAFE 328
(MFD FAN) TO P350D-7 (SHT 27)
GROUND 3 H62A22N
FAN FAIL OUT 2
GB3A-A
GDU 1040 MFD 2P10001
FAN MOTOR VALID IN* 14 H63A22
Avionics Cooling
4496396
WITH GFC 700 AUTOPILOT
Effectivity
TO P350D-3 (SHT 31)
PA-44-180, SEMINOLE
SAFE 528 COOLING FAN

MAINTENANCE MANUAL
3P3281
(AVIONICS FAN) TO P350A-12 (SHT 31)
4496339 thru 4496394 and


GROUND 3 H68A22N
FAN FAIL OUT 2
GB4A-B
1P604
GIA 63W #1
DISCRETE IN* 12 24 H69A22
2P604
GIA 63W #2
DISCRETE IN* 12 24 H70A22
9121204
9121205
108044 NEW 28
COOLING FAN
SAFE 328
(PFD FAN) 1P3281
+28VDC POWER 1 H58A22 TO P350D-2 (SHT 27)
GROUND 3 H59A22N
FAN FAIL OUT 2
GB2A-R
GDU 1050 PFD 1P10001

FAN MOTOR
14 H60A22
VALID IN*
COOLING FAN
SAFE 328 2P3281
(MFD FAN)
+28VDC POWER 1 H61A22 TO P350D-7 (SHT 27)
GROUND 3 H62A22N
FAN FAIL OUT 2
GB3A-A
Effectivity
SAFE 328
Avionics Cooling
GDU 1054 MFD 2P10001 COOLING FAN 3P3281
with Garmin G1000

(AVIONICS FAN)
PA-44-180, SEMINOLE
FAN MOTOR 14 H63A22 +28VDC POWER 1 H67A22 TO P350D-3 (SHT 31)
4496395, 4496397 and up

MAINTENANCE MANUAL
VALID IN* GROUND 3 H68A22N

FAN FAIL OUT 2 H70A22
GB4A-R
GIA 63W #1 1P604

DISCRETE IN* 12 24 G25B22BLU
GIA 63W #2 2P604

DISCRETE IN* 12 24 G25B22BLU
91-21-20
Oct 5/16
PAGE 11
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 12
Oct 5/16 91-21-20 9121206
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Cabin Heat
Effectivity
4496001 thru 4496037 original
9121401
equipment; or with Kit No.
88476-002
91-21-40 PAGE112
PAGE
PAGE
Oct 5/16
Oct 5/16
412 89295 W/Y 2.20
Oct
K405
J P
PAGE
3 H5D
PAGE 12
B
Oct 5/16
5/16
4 H5EN CR
3 4 NOTE: A CONNECTS TO
S401 405
A SWITCH LIGHTS DIMMER.
H5C
HEAT S324 P301 J401 4
2 1 H5A16 11 11 H5B16 CABIN HEATER
H3A16 7 H5F16
15A H4A16 10 10 H4B16 1
CB333 3
91-21-40
12 12 NO NO
H3JP
H5JP
4 B
A
H3H16 C S405 C H5G16 6 RNF
5
6 AIR VALVE SW.
A H5HN16 5 M
1 2 P345 H4C16 1 RNF M
OVER
1 2 J445 TO H7B TEMP RAM
ANNUNCIATOR PANEL H7A 4 AIR
(SEE 91-31-50) SW
Effectivity
H4H16 SPLICE H4F16
Cabin Heat
H4G18 H4G16*
J
with Kit No. 766-686

J J
4496038 and up; and

IGN
4496001 thru 4496037

H4E18 2 RNF UNIT
421 419 1 1 420
PA-44-180, SEMINOLE
P P A405
MAINTENANCE MANUAL
P
HEATER A404 H4D18 3
THERMOSTAT
H3D16
H3C16
H3G16
FUEL PUMP FUEL SHUT-OFF FUEL
MT405 SOLENOID VALVE VALVE
MT406 HTR TB
TB-402
6 9
4 7
HOUR METER
H3E16
SPLICE
H3F16 H4G16N*
B
K436
* 20 GAUGE WIRE IN 1995 THRU 2004 MODELS
A
H3G18N
9121402
89285 S 2.2
412 K405 89295 W/Y 2.20
J P
H5D
9121403
3
B
4 H5EN CR
3 4 NOTE: A CONNECTS TO
S401 405
A SWITCH LIGHTS DIMMER.
H5C
HEAT S324 P301 J401 4
2 1 H5A16 11 11 H5B16 CABIN HEATER
H3A16 7 H5F16
15A H4A16 10 10 H4B16 1
CB333 3
12 12 NO NO
H3JP
H5JP
4 B
A
H3H16 C S405 C H5G16 6 RNF
5
6 AIR VALVE SW.
A H5HN16 5 M
1 2 P345 H4C16 1 RNF M
OVER
J445 TO H7B TEMP RAM
1 2 AIR
ANNUNCIATOR PANEL H7A 4
(SEE 91-31-50) SW
Effectivity
H4H16 SPLICE H4F16
Cabin Heat
H4G18 H4G16*
J J
766-686 and 88476-002

RNF IGN
H4E18 2
PA-44-180, SEMINOLE
UNIT
419 1 1 420
MAINTENANCE MANUAL
P P A405
HEATER A404 H4D18 3
4496038 and up with Kit No. 88476-002;

and 4496001 thru 4496037 with Kits No.
H3G16
FUEL PUMP
H3C16
FUEL SHUT-OFF THERMOSTAT FUEL
MT405 SOLENOID VALVE VALVE
HTR TB
TB-402
6 9
4 7
HOUR METER
SPLICE H3F16
H4G16N*
B
K436
91-21-40
A
H3G18N
Oct
* 20 GAUGE WIRE IN 1995 THRU 2004 MODELS
PAGE
Oct 5/16
5/16
PAGE 32
Oct
101837 NEW 13.0
PAGE
PAGE 14
Oct 5/16
5/16
Effectivity
NOSE GEAR
UP SWITCH 412 K405
P J
3 H5D16
B
4 H5E16N
3 4
S401
CR405
A

CABIN CABIN HEAT SW
HEATER S324 16 4
J302A P402A
1 7
H5A16 2 H5B16
H3A16 H5F16
15A 2 3 H4A16 3 H4B16 1 TB402 CABIN HEATER
91-21-40
CB47 4 NO A NO B
NON-ESS BUS
4
5 6 S405 H5G16 6 RNF
C C
H3H16 AIR VALVE SW
J302A
1 TO P318-12 H7B16
P402A (SEE 91-31-50, FIGURE 1, SHEET 2) H4C16 1 RNF M
H4E16 OVER
H3D16 H3C16 TEMP RAM
J J H7A16 4 AIR
SW
1 421 1 419 H4H16 H4F16
Cabin Heat
P P H4K16 H4G16
MT406 HEATER MT405 J IGN
2 RNF UNIT
FUEL 1 420
PA-44-180, SEMINOLE
PUMPS A405
P
MAINTENANCE MANUAL
H4D16 3
THERMOSTAT
A404 FUEL
6 9 FUEL HOUR METER VALVE
SHUT-OFF
4 7 H4G16N
M401
H3E16 H5H16N 5 M
H3G16
H3F16
B
K436 CR436
H4J16N
A
9121404
101829 G 19
101837 NEW 13.0
NOSE GEAR
412
9121405
UP SWITCH K405
P J
3 H5D16
B
4 H5E16N
3 4
S401
CR405
A
CABIN CABIN HEAT SW
HEATER S324 16 4
J302A P402A
1 7
H5A16 2 H5B16
H3A16 H5F16
15A 2 3 H4A16 3 H4B16 1 TB402 CABIN HEATER
CB47 4 NO A NO B
NON-ESS BUS
4
5 6 S405 H5G16 6 RNF
C C
AIR VALVE SW
H3H16
J302A TO P318-12 H7B16

1 (SEE 91-31-50, FIGURE 1, SHEET 2) H4C16 1 RNF M
P402A H4E16 OVER
H3C16 TEMP RAM
J H7A16 4 AIR
SW
1 419 H4H16 H4F16
Effectivity
P
88476-002
H4K16 H4G16
J
Cabin Heat
MT405 2 RNF IGN
H3G16 1 420 UNIT
A405
P
4496283 and up: and with

PA-44-180, SEMINOLE
Avidyne Entegra and Kit No.

MAINTENANCE MANUAL
H4D16 3
THERMOSTAT
A404 FUEL
6 9 FUEL HOUR METER VALVE
SHUT-OFF
4 7 H4G16N
M401
H5H16N 5 M
SPLICE H3F16
WITH KIT NO. 88476-002 ONLY
B
K436 CR436
H4J16N
A
91-21-40
Oct
PAGE
Oct 5/16
5/16
PAGE 52
Oct
PAGE
PAGE 16
Oct 5/16
5/16
H38B16
WOW RLY
K400 GND 107740 NEW 17
3 P 724 J 107889 NEW 17
9 108044 NEW 17
1 7 AIR H38B16 5 H38C16
(SEE SH 12) 6
H38A16
(SEE SH 12) H4E16 7 H4D16
2
8
NO. 1 GIA 63W 1P605
HEATER DISCRETE IN 18A 3 H42B16 9

S304
91-21-40
FAN 4
5 H38A16
H42C22
H4E16 (107743)
OFF 6 NO. 2 GIA 63W 2P605
16
16
1 AIR VALVE SW
2 DISCRETE IN 18A 3
H4A16
HEAT C
3
H42A16
NO
H4D16
C
H38C16
NO
H38D16
H36A16
Effectivity
HEATER
Cabin Heat
RNF
HOUR METER
THERMOSTAT FUEL
M VENT VALVE
with Garmin G1000

DUCT SW H38D16 6 BLOWER
+
H71A16N H41A16N
PA-44-180, SEMINOLE
4496331, 4496339 and up

S404 H41B16N
MAINTENANCE MANUAL
CYCLING
(731-0004) 4 SW
GB2-J H42A16
HEATER
CB114 J 351B P H43A16 3
H43B16
15A CB114A16 1 H36A16 H71A16 2
P420 H43C16
H37A22N 1 RAM
SHUT-OFF H4A16
AIR
RNF
VALVE SW
J419
GB2-H
OVER TEMP IGNIT
FUEL SW UNIT
PUMP
RNF
COMBUSTION
M
BLOWER
HEATER UNIT (104598)
9121406
107740 NEW 18
108044 NEW 18
9121501
AIR
CONDITION COMP PWR
BUS 15A
AC26B8 EVAP PWR
CB104 AIR COND (POS)
7.5A PE
COND PWR YELLOW
AC27A8N (GND) CONTROL INPUT
WHITE
TACH OUT
10A BLUE
GROUND
POSITIVE RED
BLOWER CONDENSER FAN
CONTROLLER 1 2 CONDENSER FAN
TERMINAL STRIP
P2 PIN1 CONDENSER
K16 FAN
B3 P1 PIN1 P2 PIN2
1A
RELAY
P1 PIN2 P3 PIN1
B1 3 4
A3 P3 PIN2
A2
AC4C22 (JUMPER) EVAPORATOR COMPRESSOR
A1
CONT PWR
ASSEMBLY
MASTERFLUX
1P604 X1 THERMAL
NO. 1 GIA 63X A OVERLOAD
ANNUNCIATE *8 31 AC31B22 1
X2 2
LOGIC RELAY
2P604 B C
NO. 2 GIA 63X
ANNUNCIATE *8 31 AC31A22
1
POSITIVE "+"NEGATIVE "-" "A" "B" "C" 2
J1 P2 J2 CONNECTOR "F"
A1235 CLIMATE CONTROL PANEL FAN
AC1D22 3 3 3 ON/OFF CONNECTOR
AC SWITCH * "A" 4 AC4A22
4 4 4 ON/0FF GROUND 1
AC SWITCH * "B" 5 AC5A22
Figure 1
5 5 12 VOLT 2
Effectivity
28 VDC POWER INPUT "HIGH" (CH "A" BUS) 1 AC1A22 AC1E22 100ma OUT
28 VDC POWER INPUT "HIGH" (CH "B" EXT) 2 AC2A22
EVAPORATOR SPEED SET POINT (0 TO 10 VDC) 7 AC7A22 6 6
4496347 and up
MASTERFLUX SPEED SETPOINT (0-8 VDC) 23 AC23A22 7 7 7 SPEED CONTROL
FAULT SIGNAL INPUT 8 AC8A22 8 8 8 FAULT
PA-44-180, SEMINOLE
RS-232 TRANSMIT 16 AC16A22WHT 10 10 1 N/C (CURRENT DRAW)

11 11 2 N/C (GROUND)
MAINTENANCE MANUAL
RS-232 RECEIVE 17 AC16A22BLU

RS-232 SHIELD 19 AC19A22 14 14 5 N/C (TACH OUT)
RS-232 RETURN (GND) 18 AC18A22 12 12 6 N/C (SPEED CONTROL)
CAT SIGNAL INPUT "HIGH" 3 AC3A22 9 9
CAT SIGNAL INPUT RETURN 14 AC14A22 13 13 CONNECTOR "M"
LIGHTING INPUT (FROM PNL DIMMER) 10 AC10A22 1 N/C (5 VOLT OUT)
LIGHTING RETURN 11 AC11A22N 2 TRANSMIT
28 VDC POWER INPUT RETURN (CHANNEL "A" & "B") 12 AC12A22N 3 RECEIVE
Kelly Aerospace Air Conditioning STC (Optional)

28 VDC POWER INPUT RETURN (CHANNEL "A" & "B") 13 AC13A22N 4 RETURN (GND)
CABIN TEMPERATURE SENSOR
SELECT PIN - TO DISPLAY "*C" OR "*F" TEMP 24
SELECT PIN - TO DISPLAY "*C" OR "*F" TEMP 25 R1
5.6 K OHM COMPRESSOR CONTROLLER
AC13B22N
AC24A22 (JUMPER)
GB15-R
DIMMER SWITCH
"LB1" M AC10B22
91-21-50
Oct 5/16
PAGE 1
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 2
Oct 5/16 91-21-50 9121502
K17 DETAIL
R INSTRUMENT PANEL
9122101
1
GB5A-A 9
J553 (SEE 91-24-60, FIGURE 1, SHEET 2) 5
W W
1 JB5-C (SEE 91-24-60, FIGURE 1, SHEET 5) 2
B B
2 JB5-L (SEE 91-24-60, FIGURE 1, SHEET 5) 10
GB5A-B 6
CIRCUIT (SEE 91-24-60, FIGURE 1, SHEET 2)
BREAKER 3
PANEL ASSY GB5A-H (SEE 91-24-60, FIGURE 1, SHEET 2) 11
7
4
CB9 K17 18RED W W
5 JB4-G (SEE 91-24-60, FIGURE 1, SHEET 4) 12
B B
GB3-R 6 JB4-R (SEE 91-24-60, FIGURE 1, SHEET 4) 8
(SEE 91-24-60, GB5A-C
FIGURE 1, SHEET 2) (SEE 91-24-60, FIGURE 1, SHEET 2) 13
GB5A-J (SEE 91-24-60, FIGURE 1, SHEET 2)
14
K17 (REF)
W
9
B
10
GB5A-D
(SEE 91-24-60, FIGURE 1, SHEET 2)
PRIMARY
FLIGHT
GB5A-E DISPLAY
(SEE 91-24-60, FIGURE 1, SHEET 2) P732
W W
11 55 GND
B B
7 14 DISCRETE INPUT 12
O O
14 38 DISCRETE OUTPUT 5
System 55X Autopilot

39 SHLD GND
PA-44-180, SEMINOLE
(KHU-17D16-24)
MAINTENANCE MANUAL
13
GB5A-F
K17
(1N4005 DIODE)
W
TO
A SHEET 2
TO SHEET 2 B
B
91-22-10
Oct
101827 C SHT 17
Oct 5/16
Effectivity
5/16
PAGE 12
A AUTOPILOT MASTER SWITCH 101827 C 17
Oct
TO SHEET 1
B A/P ON
PAGE
SYSTEM 55X A/P 3
PAGE 12
Oct 5/16
5/16
P552 2
Effectivity
TO SHEET 1
W
ROLL STR 429 A 36 1 FD C
B
ROLL STR 429 B 37 6
SHLD GND 43 5 GB5A-P P732 PRIMARY FLIGHT
FD ENABLE 8 (SEE 91-24-60, FIGURE 1, SHEET 2) DISPLAY
4 OFF

FD LOGIC 4 72 DISCRETE INPUT 11
SHLD GND 39
W W
ANNUN LOAD 24 B B
50 DISCRETE INPUT 2
ANNUN CLK 25 11 DISCRETE INPUT 0
O O
ANNUN DATA 26 31 DISCRETE INPUT 1
91-22-10
W W
ALT ENGAGE 20 76 DISCRETE OUTPUT 3
B B
ALT SELECT 21 18 DISCRETE OUTPUT 4
W W
G/S FLAG + 1 37 DISCRETE OUTPUT 1
B B
G/S FLAG - 2 36 GND
30 SHLD GND
P551
LOC SWITCH 32 56 DISCRETE OUTPUT 2

W W
NAV FLAG + 13 17 DISCRETE OUTPUT 0
B B
NAV FLAG - 14 16 GND
20 SHLD GND
P552
ALT SEL JUMPER 23

P733
GND 44
GPS ENABLE 38

PA-44-180, SEMINOLE
W W
G/S +UP 18 9 ANALOG OUTPUT 4

MAINTENANCE MANUAL
B B
G/S -DN 19 37 ANALOG GND
SHLD GND 45
VS CMD 22 42 ANALOG OUTPUT 0
W W
PITCH STR 13 B B
15 ANALOG INPUT 0
ROLL STR 12 30 ANALOG INPUT 1
W W
GND 42 29 ANALOG GND
B B
SIG REF 7 28 ANALOG REF
SHLD GND 40 35 SHLD GND
P551
21 SHLD GND
W W
L-R +RT 30 24 ANALOG OUTPUT 5
B B
L-R +LT 31 23 ANALOG GND
SHLD GND 45
W W
DC HDG HI 28 26 ANALOG OUTPUT 2
B B
HDG RETURN 29 27 ANALOG GND
W W
DC CRS HI 11 B
40 ANALOG OUTPUT 3
B
CRS RETURN 12 41 ANALOG GND
SHLD GND 44
9122102
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
9122103 91-22-10 PAGE 3

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TRIM MASTER SW
101827 E 18
2
5 7
1 4
11
SYSTEM 55X A/P P552
(P554) 9 8 10
TRIM INTERRUPT 14 WHT 8
MAN TRIM -DN 15 BLU 9
MAN TRIM +UP 16 ORG 5 TRIM MASTER
CWS GND 6 WHT 6
CWS 5 BLU 2
SHLD GND 46 11
1 2 3
(SEE 91-24-60, FIGURE 1, SHEET 1) GB3A-H BLK 3 6
RED 7
4
5
9
8 11 12
A/P
MASTER SWITCH
(REF)
WHT
BLK
1 A 4 CIRCUIT
A A BREAKE
PANEL
2 5
RED TRIM
A B RED TRIM
A/P ON TO CIRCUIT
3 B 6 3 BREAKER
2 PANEL
RED (NEXT SHEET)
RED A/P
1 FD S551
3 PLCS 6
5
4 OFF RED TURN COO

AUDIO OUTPUT 27 JB1-N (SEE 91-24-60, FIGURE 1, SHEET 3) A/P
MASTER SWITCH B B
28VDC TRIM 50 WHT
SOL+ 33 WHT
SOL GND 48 BLU
MTR +UP 32 ORG
MTR +DN 17 GRN
SHLD GND 47
FLAP POT SIGNAL 28 WHT
FLAP POT REF 30 BLU
SHLD GND 41
P551
A/P DISCONNECT 17
A/P A+ 34
LIGHTS 15 BLU LB1-F (SEE 91-24-60, FIGURE 1, SHEET 7)
(SEE 91-24-60, FIGURE 1
AIRFRAME GND 35 BLK GB5A-R (SEE 91-24-60, FIGURE 1, SHEET 2)
RATE GYRO TACH 5 WHT
RATE GYRO REF 6 BLU
RATE GYRO SIG 24 ORG
SHLD GND 41 C C
PITCH SOLENOID 20 WHT
PITCH SOL GND 2 BLU
PITCH MOTOR 21 ORG
PITCH MOTOR 3 GRN
TRIM SW DN 4 WHT
TRIM SW UP 22 BLU
TRIM SW COM 23 ORG
SHLD GND 40
ROLL MOTOR 1 WHT
ROLL SOLENOID 18 BLU
ROLL MOTOR 19 ORG
ROLL SOL GND 36 GRN
SHLD GND 39 P556
TRANSDUCER GND 16 WHT
10 VDC 33 BLU 23
TRANSDUCER SIGNAL 50 ORG 24
SHLD GND 46 22
25
Effectivity System 55X Autopilot

PAGE 4
Oct 5/16 91-22-10 9122104
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TRIM MASTER SWITCH (STACO) J565 101827 E 18

BLK 3
6 RED 2
2
5 7 3 ORN 1
1 4
11
YEL 3
(P554) 9 8 10 12 GRN 2
BLU 1
8 P564
9
5 TRIM MASTER SWITCH (EATON) TRIM MONITOR
6 P555
2 P565
11
1 2 3 4 YEL 3 WHT 2 TRIM PWR IN
BLK 3 6 GRN 2 BLU 4 TRIM LAMP
RED 7 BLU 1 ORG 9 LAMP PWR
4
5 7 BLK 3 GRN 7 FAIL LAMP
9 RED 2 BLK GB5A-N (SEE 91-24-60, FIGURE 1, SHEET 2) 12 SHLD GND
ORN 1 RED
8 11 12 10 J564
WHT 8 TRIM PWR OUT

BLU 6 TRIM SOL
ORG 3 TRIM SERVO +UP
GRN 5 TRIM SERVO +DN
CIRCUIT
A A BREAKER (SEE 91-24-60, FIGURE 1, SHEET 3) JB1-J
14
11
SHLD GND
AUDIO
PANEL
RED TRIM CB19 (SEE 91-24-60, FIGURE 1, SHEET 2) GB5A-M BLK 10 AUTOTRIM GND
13 A/C GND
RED TRIM
TO CIRCUIT (SEE 91-24-60, FIGURE 1, SHEET 7) LB2-F BLU 1 PANEL LIGHTS
BREAKER WHT 15 +HORN
PANEL
(NEXT SHEET) 2 PLCS
RED A/P CB29
BLK
(6542 SONALERT) GB5A-L (SEE 91-24-60, FIGURE 1, SHEET 2)

RED TURN COORD CB13 BLU
ORG
GRN
B B WHT P556
WHT
WHT 16
BLU 17
ORG 18
GRN 19
20
WHT 27
BLU 28
29
TURN COORDINATOR
WHT PANEL LAMPS HI
BLK PANEL LAMPS LO
P558
A +28 VDC ACFT PWR

(SEE 91-24-60, FIGURE 1, SHEET 2) GB3A-F BLK B ACFT GND
E RATE GYRO TACH

D RATE GYRO REF
C RATE GYRO SIG
C C
WHT 10
BLU 7
ORG 8
GRN 11
WHT 9
BLU 12
ORG 13
14
WHT 1
BLU 2
ORG 3
GRN 4
P556 5
23
24
22
25
System 55X Autopilot Effectivity

9122105 91-22-10 PAGE 5

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
J556
P559
101827 NEW 19
16 WHT 1
17 BLU 2
18 ORG 3
19 GRN 4
20 9 TRIM SERVO
P569
27 WHT 1
28 BLU 2
29 3 FLAP POT
J557
23 WHT 2
24 BLU 3
22 ORG 1 TRANSDUCER
25
P561
10 WHT 1
7 BLU 2
8 ORG 4
11 GRN 3
PITCH SERVO
9 WHT 8
12 BLU 6
13 ORG 7
14 9
P562
1 WHT 3
2 BLU 1
3 ORG 4
4 GRN 2
5 9 ROLL SERVO
Effectivity System 55X Autopilot

PAGE 6
Oct 5/16 91-22-10 9122106
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
9122107 91-22-10 PAGE 7

Oct 5/16
P645
ST-645 ANNUNCIATOR
SYSTEM 55X A/P (TO GB4-L) G500-44203 D 16
P552 BLK 22 GROUND
ANNUN LOAD BLU ANNUNCIATOR LOAD
PAGE 8
24 3
Oct 5/16
ORN 4 ANNUNCIATOR CLOCK
Effectivity
ANNUN CLOCK 25 GDU-620
26 WHT 5 ANNUNCIATOR DATA
ANNUN DATA
SHIELD GND 40 RED 1 AP A+ 1P6201
FD LOGIC 4 9 FD ENABLE IN
with Garmin G500

ROLL STEERING SIG 12 WHT 35 FD ROLL RIGHT
SIGNAL REFERENCE 29 BLU 34 FD ROLL LEFT
PITCH STEERING SIG 13 WHT 15 FD PITCH UP
SIGNAL REFERENCE 7 BLU 16 FD PITCH DOWN
SHIELD GND 45
1P6203
ROLL STEERING 429 A 36 WHT 1 ARINC 429 OUT 2A
91-22-10
ROLL STEERING 429 B 37 BLU 23 ARINC 429 OUT 2B
SHIELD GND 43
ALT ENGAGE SIG 20 WHT 33 RS-485 3B
ALT SELECT CONTROL 21 BLU 11 RS-485 3A
SHIELD GND 49
G/S FLAG + 1 WHT 58 VERTICAL + FLAG OUT
G/S FLAG - 2 BLU 59 VERTICAL - FLAG OUT
G/S +UP 18 WHT 56 VERTICAL + UP OUT
BLU
G/S -DN 19 57 VERTICAL + DOWN OUT
SHIELD GND 39
GPS ENABLE 38 44 GPS ANNUNCIATE
P554 (WHT) (BLK)
TRIM INTERRUPT 14 WHT 8
MAN TRIM -DN 15 BLU 9 A
16 ORG 5 1 4
MAN TRIM +UP BLU 6
CWS GND 6 WHT 2 * A/P
CWS 5
46 CB-335 TRIM RED 4 MASTER SWITCH 2 5
SHLD GND ** WHT
BLK
(BOTTOM VIEW)

PITCH TRIM BLK 3
PA-44-180, SEMINOLE
11
MAINTENANCE MANUAL
FD ENABLE 8 (TO GB3-P) 7 3 B 6

A B
P551 A/P ON
RED 3 2
RED A/P CB-336
A/P DISCONNECT 17 1 FD AUTOPILOT
A/P A+ 34 RED
6 5
BLK
4 OFF (TO GB4-M)
S551 A/P
MASTER SWITCH 45 GPS SELECT
LOC SWITCH 49
GPS TRACK GAIN 32 46 ILS/GPS APPROACH
NAV FLAG + 13 WHT 54 LATERAL + FLAG OUT
14 BLU 55
NAV FLAG - LATERAL - FLAG OUT
L-R +RT 30 WHT 53 LATERAL + RIGHT OUT
L-R +LT 31 BLU 52 LATERAL + LEFT OUT
SHLD GND 45
DC HEADING HI 28 WHT 18 A/P HEADING ERROR HI
DC HEADING LO 29 BLU 40 A/P HEADING ERROR LO
DC COURSE HI 11 WHT 19 A/P COURSE ERROR HI
DC COURSE LO 12 BLU 41 A/P COURSE ERROR LO
SHIELD GND 44 * TO AVIONICS MASTER SW LIGHTING WIRES
** PILOT CONTROL WHEEL (SEE SH 20 DETAIL G) M/W J554
9122108
55X A/P P551 (TO AVIONICS BUS) TRIM MONITOR
P1 P555
LIGHTS 15 BLU TRIM
MASTER TO AUDIO PANEL 5 11 AUDIO
(SH 13) 6
9122109
SW J564
M/W T1 3 WHT 2 TRIM PWR IN
P558 TURN COORDINATOR 2 GRN 4 TRIM LAMP
AP T&B 1 BLU 9 LAMP PWR
CB-322 T&B RED A +14 VDC ACFT PWR (SEE SH 20 ORN 7 FAIL LAMP
DETAIL H) P565 12 SHIELD GND
PITCH TRIM
RATE GYRO TACH 5 WHT E RATE GYRO TACH 1
RATE GYRO REF 6 BLU D RATE GYRO REF CB-335
24 M/W T2 2 RED TRIM (TO AVIONICS BUS)
RATE GYRO SIG ORG C RATE GYRO SIG
SHIELD GND 41 BLK B ACFT GND (TO GB4-J)
3 BLK BLU 1 LIGHTS
AIRFRAME GND 35 BLK (TO GB4-K) BLK 10 AUTOTRIM GND
(TO GB4-N) 13 A/C GND
BLK
P552
P1 WHT 15 +HORN
AUDIO OUTPUT 27 1
2 TO AUDIO PANEL (SH 13) 6542 SONALERT
14VDC TRIM 50 WHT WHT 8 TRIM PWR OUT
BLU BLU 6 TRIM SOL
ORG ORG 3 TRIM SERVO +UP
GRN GRN 5 TRIM SERVO +DN
14 SHIELD GND
P556 J556 P559
TRIM SOLENOID+ 33 WHT WHT TRIM SERVO
16 16 1
GROUND SOLENOID 48 BLU 17 17 BLU 2
TRIM MOTOR +UP 32 ORG 18 18 GRN 4
17 GRN 19 19 ORG 3
TRIM MOTOR +DN 20 9
SHIELD GND 47 20
P569
FLAP POT SIGNAL 28 WHT 27 27 WHT
FLAP POT
1
FLAP POT REF 30 BLU 28 28 BLU 2

29 3
PA-44-180, SEMINOLE
SHLD GND 41 29
MAINTENANCE MANUAL
P551 P561 PITCH SERVO

PITCH SOLENOID 20 WHT 10 10 WHT 1
PITCH SOL GND 2 BLU 7 7 BLU 2
PITCH MOTOR 21 ORG 8 8 ORG 4
PITCH MOTOR 3 GRN 11 11 GRN 3
TRIM SW DN 4 WHT 9 9 WHT 8
TRIM SW UP 22 BLU 12 12 BLU 6
TRIM SW COM 23 ORG 13 13 ORG 7
SHIELD GND 40 14 14 9
P562
ROLL MOTOR 1 WHT 1 1 WHT 3
ROLL SERVO
ROLL SOLENOID 18 BLU 2 2 BLU 1
ROLL MOTOR 19 ORG 3 3 ORG 4
36 GRN 4 4 GRN 2
ROLL SOL GND
SHIELD GND 39 5 5 9
91-22-10
J557 PRESSURE TRANSDUCER
TRANSDUCER GND 16 WHT 23 23 WHT 2 TRANSDUCER GND
10 VDC 33 BLU 24 24 BLU 3 10 VDC
TRANSDUCER SIGNAL 50 ORG 22 22 ORG 1 TRANSDUCER SIGNAL
25 25 G500-44203 D 17
SHIELD GND 46
Oct 5/16
with Garmin G500
Effectivity
PAGE 9
3 2
1 G500-44203 D 20
Oct 5/16
PAGE 10
Effectivity
DETAIL A
(MIC & PHONE JACKS LOOKING AT REAR)
with Garmin G500

15 1 15 1
NAS1149CN832R WASHER A/R SLEEVE A/R
30 16 MS35338-42 WASHER A/R
44 16 3044
31 31
340P2 340P1 MS35206-242 SCREW A/R
OR
DETAIL B TERMINAL A/R
MS35206-243 SCREW A/R
(REAR CONNECTOR VIEW)
91-22-10
DETAIL C
(SHIELD BLOCK GROUND INSTALLATION)
NOTE: 2 SHIELDS PER RING TERMINAL SLEEVE A/R
2 LUGS PER SCREW HOLE, MAX
CONFIGURATION
MODULE
T2
YEL 3
GRN 2 NAS1149CN832R WASHER A/R
BLU 1 MS35338-42 WASHER A/R
1 26 34 MS35206-242 SCREW A/R TERMINAL A/R
OR
MS35206-243 SCREW A/R
Figure 3
5 7
8 11 9 12 10 T1 DETAIL D
BLK 3
RED 2 (SPLICED SIGNAL WIRE INSTALLATION)
ORN 1
Control Wheel Detail

NOTE: 2 SHIELDS PER RING TERMINAL
PA-44-180, SEMINOLE
(W/EATON SWITCH REF.) 2 LUGS PER SCREW HOLE, MAX

MAINTENANCE MANUAL
DETAIL E T2
BLK 3 TRIM INTRPT SW
RED 2
ORN 1 C NC
M/W P554 PILOT TRIM
2 5 7 6
3 (SH 16) C NC COMMAND SWITCH
T1
1 4 YEL 3 J554 DN
(CLAMP) 11 12 GRN 2 NO1
BLU 1 3 C
9 8 10 4
(PLUG) 7 NO1S1
8 CWS SWITCH NO2 C
(W/STACO SWITCH REF.) 9 S2
5 NO C NO2
11 UP
6
2
DETAIL F
(TRIM MASTER SWITCH)
DETAIL H
(CONNECTOR DETAIL FOR PILOT CONTROL WHEEL)
(NON-AUTOPILOT)
DETAIL G
(PILOT CONTROL WHEEL)
91221010
TURN COORD
CB303 P558
P551 J 350DP TURN COORDINATOR
91221011
107440 NEW 37
55X A/P 5A CB303A22 9 C13A22 A 28VDC POWER
AUTOPILOT LIGHTS 15 L45A20 LB1-F (SH 22)
RATE GYRO TACH 5 C12A22WHT E GYRO TACH
RATE GYRO REF 6 C12A22ORN D SIGNAL REF
RATE GYRO SIGNAL 24 C12A22BLU C SIGNAL OUT
SHIELD GND 41 C14A22N B GROUND
AIRFRAME GROUND 35 C15A22N
GB5A-A
GB1A-A
P 556 J J557 PRESSURE TRANSDUCER
10VDC 33 C11A22WHT 24 C11B22WHT 3 POWER
TRANSDUCER GND 16 C11A22ORN 23 C11B22ORN 2 GND
TRANSDUCER SIGNAL 50 C11A22BLU 22 C11B22BLU 1 SIGNAL
SHIELD GND 46 25
P569 PITCH SERVO

PITCH SOLENOID 20 C16A22WHT 10 C16B22WHT 1
PITCH SOLENOID GND 2 C16A22BLU 7 C16B22BLU 2
PITCH MOTOR 21 C16A22ORN 8 C16B22ORN 4
PITCH MOTOR 3 C16A22GRN 11 C16B22GRN 3
TRIM SW UP 22 C17A22WHT 12 C17B22WHT 6
TRIM SW DOWN 4 C17A22ORN 9 C17B22ORN 8
TRIM SWITCH COM 23 C17A22BLU 13 C17B22BLU 7
SHIELD GND 40 14 9
P570
SHIELD GND 39 ROLL SERVO
ROLL MOTOR 19 C18A22WHT 3 C18B22WHT 4
ROLL MOTOR 1 C18A22BLU 1 C18B22BLU 3
ROLL SOLENOID 18 C18A22ORN 2 C18B22ORN 1
ROLL SOLENOID GND 36 C18A22GRN 4 C18B22GRN 2
5 9
P552
J560
SHIELD GND 40

FLAP POT
C66A22WHT
PA-44-180, SEMINOLE
FLAP POT SIGNAL 28 27 C66B22WHT 1

C66A22BLU
MAINTENANCE MANUAL
FLAP POT REFERENCE 30 28 C66B22BLU 2

29 3
(107715-003)
A/P MASTER SWITCH

AUTOPILOT
P551 S551
P 350DJ CB302
3
A/P A+ 34 C28A22 2
C27B22 6 CB302A22 5A
A/P DISCONNECT 17
1
AP DISC
P552 6 TRIM INTRPT SW
5
C49A22N S705
FD ENABLE 8 C48A22 P 554 J
4 C NC
GB2A-A CWS SW
C NC S707
C28B22 7
C30A22 11
91-22-10
CWS GND 6 C33A22 6
1 2
CWS 5 C34A22 2
Oct 5/16
with Garmin G1000
Effectivity
PAGE 11
107715 5 A
Oct 5/16
PAGE 12
Effectivity
J556 P569 PITCH SERVO
10 C16B22WHT 1
7 C16B22BLU 2
8 C16B22ORN 4
11 C16B22GRN 3
with Garmin G1000

12 C17B22WHT 6
9 C17B22ORN 8
13 C17B22BLU 7
14 9
P559
91-22-10
20 TRIM SERVO
17 C19B22BLU 2
16 C19B22WHT 1
18 C19B22ORN 3
19 C19B22GRN 4
9
J557 PRESSURE TRANSDUCER
24 C11B22WHT 3 POWER
23 C11B22ORN 2 GND
22 C11B22BLU 1 SIGNAL
25

PA-44-180, SEMINOLE
MAINTENANCE MANUAL
J560
FLAP POT
27 C66B22WHT 1
28 C66B22BLU 2
29 3
P570
ROLL SERVO
3 C18B22WHT 4
1 C18B22BLU 3
2 C18B22ORN 1
4 C18B22GRN 2
5 9
91221012
107740 NEW 38
91221013
55X A/P 1P606
P551 NO. 1 GIA 63W
AUTOPILOT
DC COURSE SIGNAL HI 11 C44A22WHT 48 COURSE DATUM OUT HI
DC COURSE SIGNAL LO 12 C44A22BLU 49 COURSE DATUM OUT LO
DC HEADING SIGNAL HI 28 C45A22WHT 46 HEADING DATUM OUT HI
DC HEADING SIGNAL LO 29 C45A22BLU 47 HEADING DATUM OUT LO
SHIELD GROUND 44
NAV FLAG IN + 13 C46A22WHT
55 REMOTE ANNUN SYNC
NAV FLAG IN - 14 C46A22BLU
53 REMOTE ANNUN CLOCK
LATERAL DEV IN +LEFT 31 C47A22WHT
54 REMOTE ANNUN DATA
LATERAL DEV IN +RIGHT 30 C47A22BLU
SHIELD GROUND 45
LOC SWITCH IN 32 C63A22 1P605
GPS TRACK GAIN 49 C62A22 19 LATERAL FLAG OUT +
20 LATERAL FLAG OUT -
17 LATERAL DEV OUT +LEFT
18 LATERAL DEV OUT +RIGHT
P552
GPS ENABLE 38 C64A22

ANNUN LOAD 24 C50A22WHT
ANNUN CLOCK 25 C50A22BLU
ANNUN DATA 26 C50A22ORN
ROLL STR. SIG 12 C51A22WHT 10 FD ROLL +RIGHT
SIGNAL REF 7 C51A22BLU 11 FD ROLL +LEFT
PITCH STR. SIG 13 C51A22ORN 8 FD PITCH +UP
SHIELD GROUND 41 9 FD PITCH +DN
FD LOGIC 4 C56A22

VERTICAL DEV IN +UP 18 C52A22WHT 23 VERTICAL DEV OUT +UP
PA-44-180, SEMINOLE
VERTICAL DEV IN +DN 19 C52A22BLU 24 VERTICAL DEV OUT +DN

MAINTENANCE MANUAL
VERTICAL FLAG IN + 1 C53A22WHT 25 VERTICAL FLAG OUT +

VERTICAL FLAG IN - 2 C53A22BLU 26 VERTICAL FLAG OUT -
SHIELD GROUND 45
1P603
SHIELD 49
ALT SEL/BARO ALT (RS485 A) 21 C54A22WHT 4 RS-485 A
ALT SEL/BARO ALT (RS485 B) 20 C54A22BLU 6 RS-485 B
ROLL STEERING IN A 36 C55A22WHT 71 ARINC 429 OUT 1A
ROLL STEERING IN B 37 C55A22BLU 70 ARINC 429 OUT 1B
SHIELD 43
1P604
C63A22 25 ANNUNCIATE* 2
C62A22
91-22-10
C56A22 10 DISCRETE IN 15
Oct 5/16
with Garmin G1000
Effectivity
PAGE 13
107715 3 A
55X A/P
AUTOPILOT 1P606 * NO. 1 GIA 63W
Oct 5/16
P551
PAGE 14
Effectivity
DC COURSE SIGNAL HI 11 C44A22WHT 48 COURSE DATUM OUT HI
DC COURSE SIGNAL LO 12 C44A22BLU 49 COURSE DATUM OUT LO
DC HEADING SIGNAL HI 28 C45A22WHT 46 HEADING DATUM OUT HI
DC HEADING SIGNAL LO 29 C45A22BLU 47 HEADING DATUM OUT LO
SHIELD GROUND 44
with Garmin G1000

55 REMOTE ANNUN SYNC
NAV FLAG IN + 13 C46A22WHT 53 REMOTE ANNUN CLOCK
NAV FLAG IN - 14 C46A22BLU 54 REMOTE ANNUN DATA
LATERAL DEV IN +LEFT 31 C47A22WHT
LATERAL DEV IN +RIGHT 30 C47A22BLU
SHIELD GROUND 45
1P605 *
91-22-10
GPS TRACK GAIN 49 C62A22
LOC SWITCH IN 32 C63A22
19 LATERAL FLAG OUT +
20 LATERAL FLAG OUT -
17 LATERAL DEV OUT +LEFT
18 LATERAL DEV OUT +RIGHT
P552
ANNUN LOAD 24 C50A22WHT

ANNUN CLOCK 25 C50A22BLU
ANNUN DATA 26 C50A22ORN
ROLL STR. SIG 12 C51A22WHT 10 FD ROLL +RIGHT

SIGNAL REF 7 C51A22BLU 11 FD ROLL +LEFT
PITCH STR. SIG 13 C51A22ORN 8 FD PITCH +UP
SHIELD GROUND 41 9 FD PITCH +DN

PA-44-180, SEMINOLE
VERTICAL DEV IN +UP 18 C52A22WHT 23 VERTICAL DEV OUT +UP

MAINTENANCE MANUAL
VERTICAL DEV IN +DN 19 C52A22BLU 24 VERTICAL DEV OUT +DN

VERTICAL FLAG IN + 1 C53A22WHT 25 VERTICAL FLAG OUT +
VERTICAL FLAG IN - 2 C53A22BLU 26 VERTICAL FLAG OUT -
SHIELD GROUND 45
1P603 *
SHIELD 49
ALT SEL/BARO ALT (RS485 A) 21 C54A22WHT 4 RS-485 A
ALT SEL/BARO ALT (RS485 B) 20 C54A22BLU 6 RS-485 B
ROLL STEERING IN A 36 C55A22WHT 71 MAIN ARINC 429 OUT 1A
ROLL STEERING IN B 37 C55A22BLU 70 MAIN ARINC 429 OUT 1B
SHIELD 43
1P604 *
C62A22
GPS ENABLE 38 C64A22 6 ANNUNCIATE* 1
FD LOGIC 4 C56A22 10 DISCRETE IN 15
* See Detail C and D, Sheet 7
91221014
TRIM COMMAND
91221015
107740 NEW 39 SW
P 554 J
S703
3
C31A22N 3 2
C32A22 4
1
GB2A-B AP DISC 6
TRIM INTRPT SW 5
S705
55X A/P C NC 4
P552 8
AUTOPILOT C NC
MAN TRIM +UP 16 C35A22 5

MAN TRIM -DN 15 C36A22 9
TRIM INTERRUPT 14 C37A22
P 556 J (107715-003)
P559
20 TRIM SERVO
TRIM SOLENOID GND 48 C19A22BLU 17 C19B22BLU 2
TRIM SOLENOID + 33 C19A22WHT 16 C19B22WHT 1
TRIM MOTOR +UP 32 C19A22ORN 18 C19B22ORN 3
TRIM MOTOR +DN 17 C19A22GRN 19 C19B22GRN 4
9
P555 TRIM MONITOR
C20A22GRN 6 TRIM SOLENOID

C20A22BLU 3 TRIM SERVO +UP

C20A22ORN 5 TRIM SERVO +DOWN
PA-44-180, SEMINOLE
28VDC TRIM 50 C20A22WHT 8 TRIM POWER OUT

MAINTENANCE MANUAL
SHIELD GROUND 47 14 SHIELD GND

AUDIO OUTPUT 27
C65A22 11 AUDIO
P564 S376-2 (SH 23) L46A20 1 LIGHTS

3 C21A22WHT 2 TRIM POWER IN
P3471 2 C21A22BLU 4 TRIM LAMP
GMA 1347 1 C21A22ORN 9 LAMP POWER
TRIM
UNSWITCHED AUDIO IN 2 HI 20 C61A22 C21A22GRN 7 FAIL LAMP
MASTER
P565 12 SHIELD GROUND
UNSWITCHED AUDIO IN 3 HI 38 SWITCH
C24A22N 10 AUTOTRIM GND
1 13 A/C GROUND
3 C23A22N 15 + HORN
GB5A-B
2
GB2A-C
PITCH TRIM 6542
C25A22
SONALERT
91-22-10
P 350D J CB301
C22A22 C26A22N
C32A22 5 CB301A22 3A
GB2A-E
Oct 5/16
with Garmin G1000
Effectivity
PAGE 15
55X A/P P551
107715 2 A
AUTOPILOT
AIRFRAME GROUND 35 C15A22N
(350D) P P558 TURN COORDINATOR
Oct 5/16
PAGE 16
Effectivity
9 C13A22 A 28VDC POWER
GB1A-A
RATE GYRO TACH 5 C12A22WHT E GYRO TACH
RATE GYRO REF 6 C12A22ORN D SIGNAL REF
RATE GYRO SIGNAL 24 C12A22BLU C SIGNAL OUT
SHIELD GND 41
(LB1)
with Garmin G1000

C14A22N B GROUND
LIGHTS 15 L45A20 F P556
GB5A-A
10VDC 33 C11A22WHT 24
TRANSDUCER GND 16 C11A22ORN 23
TRANSDUCER SIGNAL 50 C11A22BLU 22
SHIELD GND 46 25
PITCH SOLENOID 20 C16A22WHT 10
PITCH SOLENOID GND 2 C16A22BLU 7
PITCH MOTOR 21 8
91-22-10
C16A22ORN
PITCH MOTOR 3 C16A22GRN 11
TRIM SW UP 22 C17A22WHT 12
TRIM SW DOWN 4 C17A22ORN 9
TRIM SWITCH COM 23 C17A22BLU 13
SHIELD GND 40 14
ROLL MOTOR 19 C18A22WHT 3 * See Detail C and D, Sheet 7
ROLL MOTOR 1 C18A22BLU 1
ROLL SOLENOID 18 C18A22ORN 2
ROLL SOLENOID GND 36 C18A22GRN 4
SHIELD GND 39 5
P552
FLAP POT SIGNAL 28 C66A22WHT 27

FLAP POT REFERENCE 30 C66A22BLU 28
SHIELD GROUND 40 29
20
TRIM SOLENOID GND 48 C19A22BLU 17
TRIM SOLENOID + 33 C19A22WHT 16
TRIM MOTOR +UP 32 C19A22ORN 18 P555 TRIM MONITOR
TRIM MOTOR +DN 17 C19A22GRN 19

C20A22GRN 6 TRIM SOLENOID
PA-44-180, SEMINOLE
C20A22BLU 3 TRIM SERVO +UP

C20A22ORN 5 TRIM SERVO +DOWN

MAINTENANCE MANUAL
28VDC TRIM 50 C20A22WHT 8 TRIM POWER OUT

SHIELD GROUND 47 14 SHIELD GND
AUDIO OUTPUT 27 C61A22

(S376)
(P3471 * )
GMA 1347 2 L46A20 1 LIGHTS
UNSWITCHED AUDIO IN 2 HI 20
UNSWITCHED AUDIO IN 3 HI 38 C65A22 11 AUDIO
J564
TRIM MASTER SW
SEE DETAIL A SH 7 3 C21A22WHT 2 TRIM POWER IN
M/W T1 2 C21A22BLU 4 TRIM LAMP
1 C21A22ORN 9 LAMP POWER
C21A22GRN 7 FAIL LAMP
(39229-2-14 CABLE ASSY.) 12 SHIELD GROUND
P565 6542
(39229-4-14 CABLE ASSY.) SONALERT
P (350D)
1 C26A22N C25A22 15 + HORN
M/W T2 2 C22A22 5 2 PL
3 C23A22N
GB2A-E C24A22N 10 AUTOTRIM GND
13 A/C GROUND
GB2A-C GB5A-B
91221016
107715 4 A
91221017
1 A 4 A-A-59551 WIRE
LB1 ACR-C-20-BLK-SPL TUBE
A L37A20
2 5
55X A/P
AUTOPILOT
3 B 6
A B
P551 AP MASTER SW
S551
3 P 350D
A/P A+ 34 C28A22 2
C27A22 6
A/P DISCONNECT 17 C30A22 C28B22 1
6
5
C49A22N
C48A22
4
GB2A-A
(101117-016)
(84549-8 ASSY CWS)
(84549-14 ASSY AP DISC & TRIM) PILOT TRIM
COMMAND SW
C31A22N

See Detail A & B S703
PA-44-180, SEMINOLE
P554
on Sheet 8
MAINTENANCE MANUAL
GB2A-B 3
(350D) P 3 2
5 C32A22 4
1
P552 6
AP DISC 5
TRIM INTRPT SW
S705
FD ENABLE 8 C48A22 4
C NC
TRIM INTERRUPT 14 C37A22 C37A22 8
NC CWS SW
C S707
C28B22 C28B22 7
C30A22 C30A22 11
CWS GND 6 C33A22 C33A22 6
1 2
CWS 5 C34A22 C34A22 2
MAN TRIM +UP 16 C35A22 C35A22 5
MAN TRIM -DN 15 C36A22 C36A22 9
91-22-10
Oct 5/16
with Garmin G1000
Effectivity
PAGE 17
Oct 5/16
PAGE 18
Effectivity
84549 NEW 2
CW6A22
NC
with Garmin G1000

NO
NO
NC
CW2A22
91-22-10
DETAIL A
84549-008
84549 NEW 3 FWD

PA-44-180, SEMINOLE
CW5A22 MAN TRIM UP

MAINTENANCE MANUAL
22 GA JUMPERS
CW3A22 MAN TRIM VOLTAGE
CW9A22 MAN TRIM DOWN
NO
A/P DISCONNECT CW11A22 NC CW12A22 MAN TRIM INTERUPT
A/P A+ CW10A22 C CW4A22 MAN TRIM VOLTAGE
DETAIL B
84549-014
91221018
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
91221019 91-22-10 PAGE 19

Oct 5/16
Oct 5/16
PAGE 20
107889 NEW 37
108044 NEW 37
P553 P554 AP DISC PILOT TRIM

TRIM INTRPT SW COMMAND SW
1 C1E22 7
2 S706
NC S704
15 C3E22 3
16 AP DISC 5 C 2
TRIM INTRPT SW J P
S705 NO 1
NC CW10A22 7 C4A22 16
6
CW11A22 11 C5B22 C5A22 11 5
C
CW14A22 CWS SW
91-22-10
NO 15 S708 4
16 GB2A-C C6A22N 6
CW13A22 5 1 2
C8A22WHT 3
COPILOT TRIM 15 C8A22BLU 4 BLK
COMMAND SW CW6A22 6 C7A22N GB5A-A RED
WHT
C3A22
5 C10A22WHT 8 GRN
S703 CW3A22 3 C14A22WHT C10A22BLU 2
C5C22
3 CW4A22 4 C14A22BLU
2 GRN (107275)
WHT P732 J732
1 CW12A22 8 C16A22WHT
2 C16A22BLU C12A22 1 1
6
5 RED C13A22N 2 2
3 3
4 GB5A-B
BLK CW5A22
NO. 2 GIA 63W NO. 1 GIA 63W
CWS SW INTEGRATED AVIONICS 2P604 1P604 INTEGRATED AVIONICS
S707 AP DISCONNECT IN 11 C3B22 C3C22 11 AP DISCONNECT IN
DISCRETE IN* 4 12 C12B22 12 DISCRETE IN* 4
2 1
GFC 700 Autopilot
Effectivity
CW2A22 DISCRETE IN* 7 17 C5D22 C5E22 17 DISCRETE IN* 7
DISCRETE IN* 5 13 C10B22BLU 13 DISCRETE IN* 5
PA-44-180, SEMINOLE
DISCRETE IN* 9 19 C10B22WHT 19 DISCRETE IN* 9

MAINTENANCE MANUAL
2P603
with Garmin G1000

3 C18A22WHT 4 SERVO RS 485 A DISCRETE IN* 6 14 C16B22BLU 14 DISCRETE IN* 6
4 C18A22BLU 6 SERVO RS 485 B DISCRETE IN* 8 18 C16B22WHT 18 DISCRETE IN* 8
4496331, 4496339 and up

5
9 C19A22WHT 5 SERVO RS 485 A
10 C19A22BLU 7 SERVO RS 485 B
11 2P605 1P605
DISCRETE IN* 3A 39 C8B22WHT 39 DISCRETE IN* 3A
DISCRETE IN* 4A 40 C8B22BLU 40 DISCRETE IN* 4A
DISCRETE IN* 5A 41 C14B22WHT 41 DISCRETE IN* 5A
DISCRETE IN* 6A 42 C14B22BLU 42 DISCRETE IN* 6A
1P603
8
14
91221020
107889 NEW 38
91221021
108044 NEW 38
GSA 80 PITCH TRIM SERVO J553

P559
RS 485 1A J C21B22WHT 12
RS 485 1B T C21B22BLU 13
14
RS 485 2A S C18B22WHT 3
RS 485 2B E C18B22BLU 4
5
SERVO PROGRAM 1 H N/C
SERVO PROGRAM 2 G N/C
SERVO PROGRAM 3 F
STRAP GROUND U
POWER GROUND V C22A22N
SERVO ENABLE P C3J22

AIRCRAFT POWER 1 N
P350D
PITCH TRIM
CB301 5 C2A22
CB302 6 C1A22
AUTO PILOT
GSA 81 PITCH SERVO P569
AIRCRAFT POWER 1 N C1D22 1

SERVO PROGRAM 3 F N/C
Effectivity
SERVO PROGRAM 1 H
STRAP GROUND U
GFC 700 Autopilot

SERVO ENABLE P C3F22 2
PA-44-180, SEMINOLE
with Garmin G1000

RS 485 1A J
MAINTENANCE MANUAL
RS 485 1B T
4496331, 4496339 and up

RS 485 2A S
RS 485 2B E
C19C22BLU
C20C22BLU
C19C22WHT
C20C22WHT
GSA 81 ROLL SERVO P570 7
8
AIRCRAFT POWER 1 N C1C22
9
SERVO ENABLE P C3G22 10
11
RS 485 1A J C20B22WHT
RS 485 1B T C20B22BLU
RS 485 2A S C19B22WHT
RS 485 2B E C19B22BLU
SERVO PROGRAM 3 F N/C
SERVO PROGRAM 2 G
STRAP GROUND U
91-22-10
HARNESS ASSY - CABIN
Oct 5/16
PAGE 21
107889 NEW 39
108044 NEW 39
Oct 5/16
PAGE 22
NO. 1 GIA 63W
GSA 80 PITCH TRIM SERVO INTEGRATED AVIONICS
P559 1P603
RS 485 1A J C15B22WHT 4 SERVO RS 485 A
RS 485 1B T C15B22BLU 6 SERVO RS 485 B
RS 485 2A S C28B22WHT 5 SERVO RS 485 A
RS 485 2B E C28B22BLU 7 SERVO RS 485 B
SERVO PROGRAM 3 F
STRAP GROUND U
1P604
91-22-10
SERVO ENABLE P C8C22 C8B22 11 TRIM INTERRUPT IN
AIRCRAFT POWER 1 N C30C22
P554
CW10A22 7
CW11A22 11 C2A22 C2C22 17 DISCRETE IN* 7
CW12A22 8 C3A22 19 DISCRETE IN* 9
5 C1A22
CW13A22 15 18 DISCRETE IN* 8
CW5A22 5 C29A22N GB2A-C
1P605
CW3A22 3 C5A22WHT 39 DISCRETE IN* 3A
CW4A22 4 C5A22BLU 40 DISCRETE IN* 4A
CW14A22 16 C7A22
P5
AP DISC
TRIM INTRPT SW CW10A22 7
S706
NC CW14A22 16 C8A22
CW11A22 11 C2B22
C
GRN 8 C9A22
NO RED 3 C11A22WHT 41 DISCRETE IN* 5A
GFC 700 Autopilot
Effectivity
WHT 4 C11A22BLU 42 DISCRETE IN* 6A
15
C10A22 GB5A-A
PA-44-180, SEMINOLE
5
MAINTENANCE MANUAL
with Garmin G1000

MANUAL ELECTRIC TRIM (107890)
PILOT TRIM
4496331, 4496339 and up

COMMAND SW
CW13A22
COPILOT TRIM
S704 COMMAND SW
NO. 1 GIA 63W (107869)
3 S705
GRN 2 1P605 P733 J733
NC S703
WHT 3 DISCRETE IN* 17A 73 C25A22 1 1
1 C 2
6
RED 5 NO 1 GB2A-E C26A22N 2 2
6 3 3
4 AP DISC 5
TRIM INTRPT SW LEVEL MODE (107890)
BLK 4
BLK
1P701 GEA 71
P617
FLAP POSITION POT 3 C27A22WHT 15 +5V XDUCER POWER OUT
2 C27A22ORN 64 ANALOG IN 7 HI
1 C27A22BLU 65 ANALOG IN 7 LO
12 XDUCER GROUND
FLAP POSITION
91221022
NO. 2 GIA 63W
9123101
107740 NEW 32
COM 2 (107710) 2P601
CB306
J 350E P 21 AIRCRAFT POWER 1
7.5A CB306A20 7 R15A20 19 AIRCRAFT POWER 1
17 AIRCRAFT POWER 1
P653
NO. 1 GIA 63W COM 1 ANTENNA
R16A20N 30 POWER GROUND
1P612 31 POWER GROUND
(107589-005) GB4A-J
*GB4A-M
* Effectivity with Garmin G1000,
S/N’s 4496395, 4496397 and up.
1P601
P3471
GMA 1347
COM AUDIO OUT HI 9 R17A22WHT 7 ONSIDE COM AUDIO IN HI

COM AUDIO OUT LO 10 R17A22BLU 8 ONSIDE COM AUDIO LO
COM MIC AUDIO IN LOW 8 R18A22BLU
COM MIC AUDIO IN HI 7 R18A22WHT 26 ON SIDE COM MIC AUDIO OUT HI
COM MIC KEY 4 R18A22ORG 27 ONSIDE COM MIC KEY
P3472
COM MIC DIGI AUDIO IN 14 R19A22WHT 8 ONSIDE COM MIC DIGI AUDIO OUT
COM DIGI AUDIO OUT 13 R19A22BLU 9 ONSIDE COM DIGI AUDIO IN
6 RS-232 OUT 1
7 RS-232 IN 1
4496396
Effectivity
39 RS-232 IN 2
38 RS-232 OUT 2
COM 1
CB206 47 XSIDE COM MIC DIGI AUDIO OUT
VHF Communications
P 350E J
AIRCRAFT POWER 1 21 (107710) 48 XSIDE COM DIGI AUDIO IN
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
4496339 thru 4496394 and

AIRCRAFT POWER 1 19 R11A20 3 CB206A20 7.5A
with Garmin G1000 4496331

AIRCRAFT POWER 1 17
POWER GROUND 30 R12A20N

POWER GROUND 31
R21A22WHT 13 COM MIC DIGITAL AUDIO OUT
GB4A-D R21A22BLU 14 COM MIC DIGITAL AUDIO IN
AIRCRAFT POWER 2 27
AIRCRAFT POWER 2 25 R13A20 P609-4 (SH 6)
AIRCRAFT POWER 2 23 2P603
POWER GROUND 43 R14A20N R22A22BLU 59 MAIN RS-232 IN 7

POWER GROUND 44 R22A22WHT 62 MAIN RS-232 OUT 7
GB4A-E
P654
1P603
COM 2 ANTENNA
MAIN RS-232 IN 7 59 R20A22WHT 2P612
91-23-10
MAIN RS-232 OUT 7 62 R20A22BLU (107589-003)
Oct
Oct 5/16
5/16
PAGE 12
PAGE 2
Oct 5/16
107889 NEW 32
P653
COM 1 ANTENNA
NO. 1 GIA 63W
1P612
(107589-005)
91-23-10
P3471 GMA 1347
1P601

COM MIC AUDIO IN LOW 8 R18A22BLU J350E-1
COM MIC KEY 4 R18A22ORG 27 ONSIDE COM MIC KEY 2P601 NO. 2 GIA 63W
COM 2
P3472 CB306 J 350E P
21 AIRCRAFT POWER 1
COM MIC DIGI AUDIO IN 14 R19A22WHT 8 ONSIDE COM MIC DIGI AUDIO OUT 17 AIRCRAFT POWER 1
6 RS-232 OUT 1 R16A20N 30 POWER GROUND
7 RS-232 IN 1 31 POWER GROUND
P350D-15 J350E-1
39 RS-232 IN 2 GB4A-J
38 RS-232 OUT 2
COM 1
P 350E J
Effectivity
AIRCRAFT POWER 1 21 48 XSIDE COM DIGI AUDIO IN
VHF Communications
PA-44-180, SEMINOLE
AIRCRAFT POWER 1 17

MAINTENANCE MANUAL
POWER GROUND 30 R12A20N R21A22BLU 14 COM MIC DIGITAL AUDIO IN

POWER GROUND 31
4496396 with GFC 700

GB4A-D 2P603
4496339 thru 4496394 and

AIRCRAFT POWER 2 27
with Garmin G1000 4496331

AIRCRAFT POWER 2 25 R13A20 P609-4 R22A22BLU 59 MAIN RS-232 IN 7
AIRCRAFT POWER 2 23 R22A22WHT 62 MAIN RS-232 OUT 7
POWER GROUND 44 P654
COM 2 ANTENNA
GB4A-E
2P612
1P603 (107589-003)
MAIN RS-232 IN 7 59 R20A22WHT

MAIN RS-232 OUT 7 62 R20A22BLU
9123102
9123103
108044 NEW 32
P653
NO. 1 GIA 63W COM 1 ANTENNA
1P612
(107589-005)
P3471 GMA 1347

1P601

COM MIC AUDIO IN LOW 8 R18A22BLU J350E-1
COM MIC KEY 4 R18A22ORG 27 ONSIDE COM MIC KEY 2P601 NO. 2 GIA 63W
COM 2
P3472 CB306 J 350E P
21 AIRCRAFT POWER 1
COM MIC DIGI AUDIO IN 14 R19A22WHT 8 ONSIDE COM MIC DIGI AUDIO OUT 17 AIRCRAFT POWER 1
6 RS-232 OUT 1 R16A20N 30 POWER GROUND
7 RS-232 IN 1 31 POWER GROUND
P350D-15 J350E-1
Effectivity
39 RS-232 IN 2 GB4A-M
38 RS-232 OUT 2
COM 1
AIRCRAFT POWER 1 21 (107710) P 350E J 48 XSIDE COM DIGI AUDIO IN
with Garmin G1000

VHF Communications
PA-44-180, SEMINOLE
AIRCRAFT POWER 1 17
4496395, 4496397 and up

MAINTENANCE MANUAL
POWER GROUND 30 R12A20N R21A22BLU 14 COM MIC DIGITAL AUDIO IN

POWER GROUND 31
GB4A-D 2P603
AIRCRAFT POWER 2 27
AIRCRAFT POWER 2 25 R13A20 P609-4 R22A22BLU 59 MAIN RS-232 IN 7
AIRCRAFT POWER 2 23 R22A22WHT 62 MAIN RS-232 OUT 7
POWER GROUND 44 P654
COM 2 ANTENNA
GB4A-E
2P612
1P603 (107589-003)
MAIN RS-232 IN 7 59 R20A22WHT

MAIN RS-232 OUT 7 62 R20A22BLU
91-23-10
Oct 5/16
PAGE 3
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE
PAGE 14
Oct
Oct 5/16
5/16 91-23-10 9123104
9123151
101827 C SHT 21
CIRCUIT BREAKER
XM RCVR PANEL ASSY
XMP1
+14 VDC ACFT PWR 19 20 RED XM CB43
XMP1 SWITCHED 14V DC ENABLED 18

P530
XM Receiver
MFD ACFT GND 37 20BLK
W W
RS232 1 TX 10 4 RS232 1 TX
PA-44-180, SEMINOLE
B B
MAINTENANCE MANUAL
RS232 1 RX 11 22 RS232 1 RX
O O
RS232 1 GND 12 23 RS232 1 GND
91-23-15
Oct
PAGE
Effectivity
Oct 5/16
5/16
PAGE 12
Oct
PAGE
107889 NEW 42
PAGE 12
Oct 5/16
107740 NEW 42
5/16
GDL 69A/69eA 107716 A 2
XM
CB309 108044 NEW 42
P691 P 350D J
AIRCRAFT POWER 1 35 R43A22 12 CB309A22 3A
AIRCRAFT POWER 1 37
POWER GROUND 78
GB7A-D
16 22
P101 GRT 10
91-23-15
R45A22 8 AIRCRAFT POWER
RS-232 IN 2 5 R46A22WHT 2 RS-232 OUT

RS-232 OUT 2 2 R46A22ORN 3 RS-232 IN
SIGNAL GROUND 4 R46A22BLU 4 SIGNAL GROUND
R47A22N 7 POWER GROUND

GRT-10
(107716-003) GB7A-E
Effectivity
XM Receiver
with Garmin G1000

2P10001 NO. 2 GDU 10XX
MFD
4496331, 4496339 and up

PA-44-180, SEMINOLE
ETHERNET IN 1 A 23 R48A24WHT/BLU 10 ETHERNET OUT 3 A

MAINTENANCE MANUAL
ETHERNET IN 1 B 22 R48A24BLU/WHT 11 ETHERNET OUT 3 B

ETHERNET OUT 1 A 25 R48A24WHT/ORN 12 ETHERNET IN 3 A
ETHERNET OUT 1 B 24 R48A24ORN/WHT 13 ETHERNET IN 3 B
P3471 GMA 1347

AUDIO OUT 1 RIGHT 18 R49A22WHT 18 MUSIC 1 AUDIO IN RIGHT
AUDIO OUT 1 LO 17 R49A22BLU 37 MUSIC 1 AUDIO IN LO
AUDIO OUT 1 LEFT 19 R49A22ORN 17 MUSIC 1 AUDIO IN LEFT
GPS/XM
ANTENNA 56 MUSIC 2 AUDIO IN RIGHT
76 MUSIC 2 AUDIO IN LO
57 MUSIC 2 AUDIO IN LEFT
XM ANTENNA (107589-012)
9123152
GDL 69A P691
CB342
AIRCRAFT POWER 1 35 20 RED GDL 69 GDL 69 / STORMSCOPE G500-44203 D 19
AIRCRAFT POWER 2 37 22 RED 5A
9123153
POWER GROUND 20 20 BLK
POWER GROUND 78 22 BLK
J316 (INSTRUMENTAL PANEL HARNESS)
G7E20
(INSTRUMENTAL
PANEL HARNESS)
G11M20 1
LANDING GEAR WARNING 61
J306 (INSTRUMENTAL PANEL HARNESS)
(INSTRUMENTAL
PANEL HARNESS) F1B20 1
STALL WARNING 64 340P2

GMA 340 AUDIO/MKR
AUDIO OUT LO 17 25 MUSIC RETURN
AUDIO OUT RIGHT 18 24 MUSIC RIGHT
AUDIO OUT LEFT 19 23 MUSIC LEFT
P6201
ETHERNET CABLE GDU 620 PFD/MFD
ETHERNET OUT A 25 WHT/BLU 11 ETHERNET IN A
Figure 2
ETHERNET OUT B 24 BLU/WHT 12 ETHERNET IN B
ETHERNET IN A 23 WHT/ORN 13 ETHERNET OUT A
ETHERNET IN B 22 ORN/WHT 14 ETHERNET OUT B
Datalink (GDL 69A)

PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(TO GB2-K) GRT 10 TRANSCEIVER
P10
20 BLK 7 GRT 10
TRANSCEIVER
GND 4 4
TxD 2 3
RxD 5 2
8 GDL 69 / STORMSCOPE
CB342
5A
20 RED GRT
END "A" END "B"
91-23-15
XM ANTENNA
Oct
XM COAX
PAGE
Oct 5/16
5/16
with Garmin G500
Effectivity
PAGE 32
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE
PAGE 12
Oct
Oct 5/16
5/16 91-23-15 9123154
GMA-340 CIRCUIT BREAKER
PANEL ASSY
P3402
9123501
11-33 VDC PWR INPUT 8 22RED AUDIO/MARKER CB32 2 PLCS
11-33 VDC PWR INPUT 9 22RED AUDIO/MARKER
PWR GND 10 22 BLK GB1A-F (SEE 91-24-60, FIGURE 1, SHEET 1)
PWR GND 11 22 BLK GB1A-H (SEE 91-24-60, FIGURE 1, SHEET 1)
14 LGT LO/28V LGT LO 5 22 BLK GB1A-E (SEE 91-24-60, FIGURE 1, SHEET 1)
14 LGT/28V LGT LO 6
HARNESS ASSY,
14 LGT/28V LGT 7 LB1-C (SEE 91-24-60, FIGURE 1, SHEET 7) INSTRUMENT PANEL
10 COPILOT
12 CONTROL WHEEL
SPEAKER OUT 44 WHT J309-8
SPEAKER GND 43 BLU J309-9 2 PLCS P566
CO-PILOT HEADSET RT 4 WHT 2 11 JACK

1 COPILOT PHONE
CO-PILOT HEADSET GND 2 BLU
CO-PILOT MIC IN 32 3
WHT S-12B JACK
CO-PILOT MIC KEY 33 BLU 2
1 COPILOT MIC
CO-PILOT MIC GND 34 ORG
PILOT HEADSET RT 16 WHT 2 11 JACK

PILOT HEADSET GND 1 BLU 1 PILOT PHONE
GMA 340 Audio Panel

P3401
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PILOT MIC IN 33 WHT 3 S-12B JACK

PILOT MIC KEY 34 BLU 2 PILOT MIC
PILOT MIC GND 35 ORG 1
10 PILOT
CONTROL WHEEL
12
P554
COMM 1 MIC KEY 12 JB3-A (SEE 91-24-60, FIGURE 1, SHEET 4)
COMM 2 MIC KEY 30 JB3-E (SEE 91-24-60, FIGURE 1, SHEET 4)
UNMUTED AUDIO IN 31 JB2-W (SEE 91-24-60, FIGURE 1, SHEET 3)
PMS-E0007-RG-188 A/U CABLE-EL 2-330062-1 CONNECTOR
91-23-50
(PURCH)
MKR BCN ANT 1 MKR RCVR ANTENNA
MKR ANT GND 2
Oct
101827 C SHT 10
Oct 5/16
5/16
Effectivity
PAGE 12
Oct
PAGE
GMA-340
PAGE 12
Oct 5/16
5/16
Effectivity
P3402

PAX-1 MIC IN 35 WHT S-12B JACK
2
PAX-1 MIC GND 36 BLU PASSENGER 1
1
MIC
91-23-50
2
WHT 11 JACK
BLU PASSENGER 1
1
PHONE
GMA 340 Audio Panel

PAX-2 MIC IN 37 WHT S-12B JACK
PA-44-180, SEMINOLE
2
MAINTENANCE MANUAL
PAX-2 MIC GND 38 BLU PASSENGER 2

1
MIC
P3401
2
PAX HDST RT 41 WHT 11 JACK
PAX HDST GND 42 BLU PASSENGER 2
1
PHONE
101827 C SHT 10
9123502
GMA 340 AUDIO PANEL
340P2 AUDIO AMP/MKR
AUDIO AMP/MKR A+ 8 22 RED AUDIO CB340
9 AUDIO
9123503
AUDIO AMP/MKR A+ 22 RED 5A
AIRFRAME GND 10 22 BLK 20 BLK (TO GB4-D)
AIRFRAME GND 11 22 BLK
DIM GROUND 5 22 BLK (TO GB4-F)
DIM 6 22 BLU (TO AVIONICS BUS)
DIM 7
12B PHONE JACK
CO-PILOT PHONES AUDIO R 4 WHT 3
2 (SEE SH 20 DETAIL A)
CO-PILOT PHONES AUDIO L 3 BLU PHONE
2 1
CO-PILOT MIC RETURN ORN
3 S-12B JACK
CO-PILOT MIC AUDIO 32 WHT (SEE SH 20 DETAIL A)
CO-PILOT MIC KEY 33 BLU 2
1 MIC
CO-PILOT MIC RETURN 34 ORN
P5
CO-PILOT CONTROL WHEEL
1
2
12B PHONE JACK
(SEE SH 20 DETAIL A)
PILOT PHONES AUDIO R 31 WHT 3
PILOT PHONES AUDIO L 16 BLU 2
1 PHONE
PILOT AUDIO RETURN 1 ORN
SPKR
SPEAKER 44 WHT 1
SPKR GND 43 BLU 2
GND 22 BLK
(TO GB4-P)
GMA 340 Audio Panel

PASS 2 MIC AUDIO 37 WHT
PA-44-180, SEMINOLE
MIC AUDIO RETURN 38 BLU

MAINTENANCE MANUAL
P2801 J2801 J3 P2802 J2802 J7

PASS 1 MIC AUDIO 35 WHT 1 1 WHT 2 1ST 1 1 WHT 2 2ND
MIC AUDIO RETURN 36 BLU 2 2 BLU 3 PASSENGER 2 2 BLU 3 PASSENGER
3 3 1 MIC 3 3 1
MIC
J4 J9
ORN 5 5 ORN 3 7 7 WHT 2 2ND
1ST
BLU 4 4 BLU 1 4 4 BLU 1 PASSENGER
WHT 7 7 WHT 2 PASSENGER 5 5 ORN 3
6 6 4 PHONE 6 6 4 PHONE
RT REAR MIC/PH
91-23-50
340P1
LH REAR MIC/PH
PASSENGER PHONE AUDIO R 41 WHT
PASSENGER PHONE AUDIO L 40 BLU
Oct
PHONE AUDIO RETURN 42 ORN
G500-44203 D 12
Oct 5/16
5/16
with Garmin G500
Effectivity
PAGE 32
GMA 340 AUDIO PANEL 330 OHM 1/4 WATT RESISTOR
Oct
340P1 5 REQ’D J1/P1
PAGE
PAGE 14
A/P ALERT 31
Oct 5/16
1
5/16
Effectivity
2
GDU-620 3
4
with Garmin G500

TRIM MONITOR 5
6
TRAFFIC 7
8
32
S-12B JACK (SEE SH 20 DETAIL A)
PILOT MIC AUDIO 33 WHT 3
91-23-50
PILOT MIC KEY 34 BLU 2
1 MIC
PILOT MIC RETURN 35 ORN
22 BLK (TO GB4-H) CW16H22 12

CW15H22 10
(IF AUTOPILOT NOT INSTALLED, SEE SH 20 DETAIL H)

1P4002
COMM 1 AUDIO HI 9 WHT 7
COMM 1 AUDIO LO 10 BLU 19
COMM 1 MIC AUDIO 11 WHT 6

COMM 1 MIC AUDIO KEY 12 BLU 4
1P4006
NAV 1 AUDIO HI 17 WHT 16
GMA 340 Audio Panel

PA-44-180, SEMINOLE
BLU
NAV 1 AUDIO LO 18 17
MAINTENANCE MANUAL
2P4002
COMM 2 AUDIO HI 13 WHT 7
COMM 2 AUDIO LO 14 BLU 19
COMM 2 MIC AUDIO 15 WHT 6

COMM 2 MIC AUDIO KEY 30 BLU 4
2P4006
NAV 2 AUDIO HI 19 WHT 16
NAV 2 AUDIO LO 20 BLU 17
MKR ANTENNA RETURN 2
MKR ANTENNA 1 MKR RCVR ANTENNA MKR RCVR ANTENNA
G500-44203 D 13
9123504
9123505
107889 NEW 33
107740 NEW 33
108044 NEW 33
GMA 1347
P3471
PILOT MIC AUDIO IN HI 28 R23A22WHT 3

PILOT MIC KEY* IN 29 R23A22ORN 2 MIC JACK (PILOT)
PILOT MIC AUDIO IN LO 30 R23A22BLU 1
PILOT PTT
S701
PILOT HEADSET AUDIO OUT RIGHT 10 R26A22WHT 3
2 P 554 J
PILOT HEADSET AUDIO OUT LEFT 9 R26A22ORN PHONE JACK (PILOT)
PILOT HEADSET AUDIO OUT LO 11 R26A22BLU 1 R25A22 12
1 2
R24A22 10
COPILOT MIC AUDIO IN HI 49 R27A22WHT 3

COPILOT MIC KEY* IN 50 R27A22ORN 2 MIC JACK (CO-PILOT)
COPILOT MIC AUDIO IN LO 51 R27A22BLU 1
COPILOT PTT
S702
3 P 5 J
COPILOT HEADSET AUDIO OUT RIGHT 70 R30A22WHT
COPILOT HEADSET AUDIO OUT LEFT 69 R30A22ORN 2 PHONE JACK (CO-PILOT) R29A22 2
1 1 2
COPILOT HEADSET AUDIO OUT LO 71 R30A22BLU R28A22 1
Effectivity
with Garmin G1000
P 3208 J J9
PA-44-180, SEMINOLE
PASS 2 PHONE
4496331, 4496339 and up

R33A22WHT 4 WHT 1
MAINTENANCE MANUAL
R33A22ORN 5 ORN 2
R33A22BLU 6 BLU 3
7 4
J7
2 PASS 2 MIC
PASS 2 MIC AUDIO IN HI 65 R34A22WHT 1 WHT
PASS 2 MIC AUDIO IN LO 66 R34A22BLU 2 BLU 3
3 1
P 3201 J J4
1 PASS 1 PHONE
PASS HEADSET AUDIO OUT LEFT 67 R33C22WHT 6 WHT
PASS HEADSET AUDIO OUT RIGHT 68 R33C22ORN 5 ORN 2
PASS HEADSET AUDIO OUT LO 48 R33C22BLU 4 BLU 3
7 4
J3
R32A22WHT PASS 1 MIC

PASS 1 MIC AUDIO IN HI 46 1 WHT 2
91-23-50
PASS 1 MIC AUDIO IN LO 47 R32A22BLU 2 BLU 3
3 1
Oct
Oct 5/16
5/16
PAGE 52
Oct
PAGE
PAGE 16
Oct 5/16
5/16
107889 NEW 34
107740 NEW 34
108044 NEW 34
GMA 1347 (107748)

P3472
P 710 J
SPEAKER
SPEAKER AUDIO OUT HI 42 R37A22WHT 8 R37B22WHT
(107746)
SPEAKER AUDIO OUT LO 41 R37A22BLU 9 R37B22BLU
91-23-50
GB12-M
AUDIO MKR
CB209
P 350E J
AIRCRAFT POWER 1 55
R78A22N P4031-1 (SH 46) (OPT)

POWER GROUND 16
GB2A-F
AIRCRAFT POWER 2 30 R41A22 J609-3 (SH 6)
Effectivity
AIRCRAFT POWER 2 32
with Garmin G1000

28V LIGHTING HI 52 L66A22 LB3-F (SH 23)

PA-44-180, SEMINOLE
4496331, 4496339 and up

MAINTENANCE MANUAL
P670
MARKER ANTENNA HI 78 (TFLX130-100) MARKER BEACON
MARKER ANTENNA LO 59
P3471 NO. 1 GIA 63W

1P604
ALTITUDE WARN AUDIO IN HI 54 R74A22WHT 2 VOICE ALERT 500 OHMS AUDIO HI

ALTITUDE WARN AUDIO IN LO 55 R74A22BLU 3 VOICE ALERT 500 OHMS AUDIO LO
2P604 NO. 2 GIA 63W
UNSWITCH AUDIO IN 1 HI 19 R73A22WHT 2 VOICE ALERT 500 OHMS AUDIO HI

UNSWITCH AUDIO IN 1 LO 39 R73A22BLU 3 VOICE ALERT 500 OHMS AUDIO LO
9123506
107889 NEW 46
108044 NEW 46
107740 NEW 46
9123507
GMA 1347 P3471
PILOT MIC AUDIO IN HI 28 3

R23A22WHT
PILOT MIC KEY* IN 29 2 PILOT MIC
R23A22ORN
1
PILOT MIC AUDIO IN LO 30 R23A22BLU
PILOT PTT
3 S701
PILOT HEADSET AUDIO OUT RIGHT 10 R26A22WHT
554 J
2 P
PILOT HEADSET AUDIO OUT LEFT 9 R26A22ORN PILOT PHONE
12
PILOT HEADSET AUDIO OUT LO 11 1 R25A22 CW15A22
R26A22BLU 10 1 2
R24A22 CW16A22
COPILOT MIC AUDIO IN HI 49 R27A22WHT R27B22WHT 3

COPILOT MIC KEY* IN 50 R27A22BLU R27B22BLU COPILOT MIC
2
COPILOT MIC AUDIO IN LO 51 R75A22
1
COPILOT PTT
3 5 S702
COPILOT HEADSET AUDIO OUT RIGHT 70 R30A22 P J
2 COPILOT
COPILOT HEADSET AUDIO OUT LEFT 69 R30B22 PHONE
1 R29A22 2 CW15A22
COPILOT HEADSET AUDIO OUT LO 71 R80A22 1 2
R28A22 1 CW16A22
FLIGHTCOM INTERCOM 403 P4031 F106

(107423) CB209
AIRCRAFT POWER 20 R78A22
1A SH 7
3201
PASS 2 PHONE
R76A22
P4 J4
R77A22
P J 3
R33D22WHT 1 1 R33E22WHT 1 1 WHT 2

1
AVIONICS GND 1 R33D22BLU 2 2 R33E22BLU 2 2 BLU
3 3 3 3
RECEIVER AUDIO 21
Figure 3
Effectivity
PILOT HEADSET HI 9 P3 J3
3 PASS 2 MIC
PASS MIC AUDIO HI 4 R32C22WHT 6 6 R32D22WHT 1 1 WHT
2
PASS MIC KEY* 5 R32C22ORN 5 5 R32D22ORN 2 2 ORN
with Garmin G1000

1
R32C22BLU 4 4 R32D22BLU 3 3 BLU
PA-44-180, SEMINOLE
4496331, 4496339 and up

TRANSMIT KEYLINE 8 7 7 4 4
MAINTENANCE MANUAL
PASS 2 PTT
TRANSMIT AUDIO 17
PILOT MIC AUDIO HI 2
R81A22
PILOT MIC KEY* 7 1 2
R32E22
GB5A-K
3208 PASS 1 PHONE

P9 J9 3
P J
2
GMA 1347 Audio Panel with Aft Passenger PTT Option

R33A22 R33B22WHT 1 1 R33C22WHT 1 1 WHT
R77B22 2 2 2 2 1
R33B22BLU R33C22BLU BLU
PASS HEADSET HI 11
GB5A-J 3 3 3 3
COPILOT MIC AUDIO HI 3 P7 J7

PASS 1 MIC
COPILOT MIC KEY* 6 1 1 WHT 3
R34A22WHT 4 4 R34B22WHT
MIC LO 13 2
R34A22ORN 5 5 R34B22ORN 2 2 ORN
1
R34A22BLU 6 6 R34B22BLU 3 3 BLU
91-23-50
7 7 4 4
PASS 1 PTT
P3472-14 (SH 34) R78A22N
R82A22
1 2
Oct
R34C22
Oct 5/16
5/16
PAGE 72
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 8
Oct 5/16 91-23-50 9123508
RIGHT LEFT
A A
9124301
ALTERNATOR ALTERNATOR
RED P417J J402 P302 S303 S302 P302 J402 J416P RED
LAV 1 P3CR 5 5 P3BR P3AR P3AL P3BL 4 4 P3CL 1 LAV
GRN 5 P8AR 9 9 P8BR P8JP P8BL 8 8 P8CL 5 GRN
RIGHT GRY 4 P7AR 7 7 P7BR P7BL 6 6 P7CL 4 GRY LEFT
VOLT. YEL TO TO YEL VOLT.
REG. CB CB REG.
ANNUNCIATOR ANNUNCIATOR ORG
ORG 312 309
2 5 5 2 BLU
BLU
BRN 3 3 BRN
MAIN BUS
BLK
BLK
P208 J408 J405 P105

7 7 P6AR P6AL 8 8
TO LOW P5AL 7 7
6 6 P5AR
B1A VOLTAGE
MONITOR
P5BL
P6BL
R402 F301 (ANNUNCIATOR) R401
P6BR
P5BR
SHUNT B1B SHUNT F2
F2
AUX 100 mv 100 mv AUX
+ P4AR P4BR P4BL P4AL +
RIGHT 70 TIE BUS 70 LEFT
F406 F407 F405 F404
Electrical Generation
ALTRN ALTRN
PA-44-180, SEMINOLE
5 5 5 5
MAINTENANCE MANUAL
F1 F1
P10AR P10AL
P9AR P9AL
P4LN
P4RN
ENGINE
3 4 2 1 P418 INSTRUMENTS
3 4 2 1 J418 LEFT ALT. RIGHT ALT.
AMPS AMPS
+ - - +
P9BR
P10BR
P10BL
P9BL
J402 P302
NOTE: A CONNECTS TO SWITCH DIMMER BUS
10 10 P9CL
91-24-30
12 12 P10CL
13 13 P10CR 89295 A/H 2.1
Oct
11 11 P9CR
PAGE
Oct 5/16
4496001 thru 4496019
Effectivity
5/16
PAGE 12
Oct
PAGE
PAGE 12
TO SWITCH TO SWITCH
Oct 5/16
5/16
Effectivity
DIMMING BUS. DIMMING BUS.
RIGHT LEFT
417 J402 P302 P302 J402 416
4496020 and up
P J 1 1 2 J P
P3CR P3BR 2 P3BL P3CL
RED 1 5 5 4 4 1 RED
3 3
GRN 5 P8AR 9 9 P8BR 4 4 P8BL 8 8 P8AL 5 GRN
5 P8JP 5
6 6
GRY 4 P7AR 7 7 P7BR P7BL 6 6 P7AL 4 GRY
RT LEFT
LAV 6 6 LAV
VOLT VOLT
YEL YEL
REG. REG
ORN ORN
91-24-30
BLU 2 2 BLU
BRN 3 3 BRN
CB 312 CB 309
BLK
5A 5A
BLK
MAIN BUS
P6AR
P5AR
P11AR20
P11AL20
P5AL
P6AL
P208 J408 TO P317-9 J405 P105

B1A
P6BR 7 LOW VOLTAGE MONITOR P6BL
7 8 8
P5BR 6 6 F301 7 7 P5BL
B1B
100mv 100mv
PA-44-180, SEMINOLE
SHUNT 1A 1A SHUNT
MAINTENANCE MANUAL
F2 R402 70A 70A R401 F2

+ P4AR P4BR P4BL P4AL +
AUX AUX
RIGHT 5A 5A TIE BUS 5A 5A LEFT
ALTNR F405 F404 ALTNR
F1 F406 F407 F1
P10AR P10AL ENGINE

P9AR P9AL INSTRUMENTS
P4LN
P4RN
P LEFT ALT. RIGHT ALT.
3 4 2 1 AMPS AMPS
418
3 4 2 1
J J402 P302 + - - +
P9BL 10 10 P9CL
P10BL 12 12 P10CL
P10BR 13 13 P10CR
89295 J/Y 2.1 P9BR 11 11 P9CR
9124302
RIGHT LEFT
417 416
9124303
P401B J301B J301B P401B
P J 1 1 2 J P
2
RED 1 P3CR20 1 P3BR20 P3BL20 4 P3CL20 1 RED
3 3
GRN 5 P8AR20 2 P8BR20 4 4 P8BL20 5 P8AL20 5 GRN
5 20 5
6 6
GRY 4 P7AR20 3 P7BR20 P7BL20 6 P7AL20 4 GRY
RT S303 S302 LEFT
LAV 6 6 LAV
VOLT TO TO
VOLT
YEL YEL
REG. DJB1-B DJB1-A REG
ORG (SEE 91-31-50, (SEE 91-31-50,
ORG
A406 A407
P3AR20
P3AL20
BLU 2 FIGURE 1, SHEET 2) FIGURE 1, SHEET 2) 2 BLU
BRN RIGHT LEFT BRN
3 ALTNTR FIELD ALTNTR FIELD
3
BLK
CB18 5A 5A CB17
BLK
MAIN BUS
P6AR20
P5AR20
5A
P14BL20 TO P304D-2 (LEFT DAU)
P11AR20
P11AL20
P5AL20
P6AL20
F310
J205E P305E 5A P304E J104E
P14BR20 TO P305D-2 (RIGHT DAU)
2 P6BR20 8 5 P6BL20 2
F311
1 P5BR20 7 5A 4 P5BL20 1
J302E P402E B1B20 TO J301C-7 P401A J301A
F413
F301 (SEE 91-31-50, 1A
1A
FIGURE 1, SHEET 2) F412
P6CR20
P5CR20
P5CL20
P6CL20
B1A20
P14AL20
P14AR20
F2 50mv 50mv F2
+ P4AR + P4BR P4BL + P4AL +
AUX AUX
RIGHT R402 70A TIE BUS 70A R401 LEFT
SHUNT SHUNT
ALTNR
PA-44-180, SEMINOLE
ALTNR CB02 CB01

F1 F1
MAINTENANCE MANUAL
1A R ALTNTR 25A 25A L ALTNTR 1A

1A 1A
F406 F407 CB49 CB50 F405 F404
P10AL20
P9AL20
P4LN
P4RN
TO P406-B P12A12
(SEE FIGURE 3)
418
{ TO P407-B P13A12 P J
1 P9BL20WHT TO P401A-3 (LEFT DAU)
2 P9BL20BLU TO P401A-6 (LEFT DAU)
P10AR20 4 P9BR20BLU TO P402E-2 (RIGHT DAU)
P9AR20 3 P9BR20WHT TO P402E-1 (RIGHT DAU)
91-24-30
Oct
101837 A 2.1
PAGE
Oct 5/16
Effectivity
5/16
PAGE 32
Oct
P12A20
PAGE
L ALTR FIELD L ALTR R ALTR
PAGE 14
Oct 5/16
5/16
CB215 S323 S322
J 350A P 1 1
2 2
5A CB215A22 3 P11A20 R ALTR FIELD
3 P9C20 P22B20 3 CB216
P 350A J
5 4 4 5
P23A20 9 CB216A22 5A
6 P10B20 P21C20 6
J 501 P J 718 P P 718 J P 502 J
GRN 5 P10A20 1 2 P22A20 5 GRN
J 719 P
P 719 J
P21B20 3 P21A20 1 RED
RED 1 P9A20 1 P9B20
P20B22 4 P20C22 4 GRY
91-24-30
GRY 4 P8C22 2 P8B22 P8A22
F415 F416
LAV 9 P57A20 P58A20 9 LAV
F432 1A F434
P9D22
1A
P20A22
P21D22
YEL 6 P7A20 P19A20 6 YEL
F431 1A F433
1A
60
45
44
74
2P605
ORN 7 P6C20 P18C20 7 ORN
1P605
60
45
44
74
1A 1A
LEFT VOLTAGE REGULATOR

BLU 2 P4B20 P16B20 2 BLU
RIGHT VOLTAGE REGULATOR
BRN 3 P3B20 P15B20 3 BRN

BLK 8 P5A20N P17A20N 8 BLK
J 734 P P 718 J
DISCRETE IN* 8A
DISCRETE IN* 9A
DISCRETE IN 23A
DISCRETE IN 24A
NO. 2 GIA 63W
NO. 1 GIA 63W

DISCRETE IN* 8A
DISCRETE IN* 9A
DISCRETE IN 23A
DISCRETE IN 24A
P3A20 1 P3B20 3 J 718 P P 733 J
4496396
Effectivity
P4A20 2 P4B20 4 5 P15B20 1 P15A20
6 P16B20 2 P16A20
5A
L ALT
F102 SHUNT RIGHT 5A
F1
LEFT ALTERNATOR - + F1 F202
PA-44-180, SEMINOLE
+ -
L (89294-011) ALTERNATOR CB116

MAINTENANCE MANUAL
4496339 thru 4496394 and

ALTNTR P4AL CB115 (89294-012) R

AUX G100 + 80A P13B4 P4AR ALTNTR
P1B4 80A (107307-008) + G200 AUX
G P4LN R ALT
(89294-027) F417 (107307-007) SHUNT P4RN G
1A F418
(89294-028)
1A F422
F421
J
(89258-11)
1A 1A
1
2
(89258-10)
GEA 71 1P702
P 504
J 723 P
ANALOG IN/CM 1A HI 44 P6A22WHT 1 P6B22WHT
1
2
ANALOG IN/CM 1A LO 45 P6A22BLU 2 P6B22BLU

P 505
13
107740 NEW 4
GEA 71 1P702
J 723 P
12
9124304
107899 NEW 4
P12A20
CB215 S323 S322
J 350A P 1 1
2 2
9124305
3 P22B20 3 CB216
P 350A J
5 4 4 5
P23A20 9 CB216A22 5A
6 6
P10B20
REF J719
L VOLTAGE PIN 3 SH 4
REGULATOR J 501 P J 718 P P 718 J P 502 J
R VOLTAGE
P9C22BLU
P9C22WHT
GRN 5 P10A20 1 2 P22A20 5 GRN
REF C J719 REGULATOR
PIN 5 SH 9 REF J719
PIN 4 SH 4 PIN 1 SH 4 J 719 P
P 719 J
P9B20BLU 3 P21A20 1 RED
RED 1 P9A20 1 P9B20WHT
P8B22BLU 4 P20C22 4 GRY
GRY 4 P8C22 2 P8B22WHT REF C J719
PIN 2 SH 4 F416
F415
F432 F434
1A 1A
F431 1A F433
1A
1A REF A 1P605 1A
BLU 2 P4B20 PIN 12 SH 9 P16B20 2 BLU
BRN 3 P3B20 PIN 16 SH 11 P15B20 3 BRN
BLK 8 P5A20N P17A20N 8 BLK
Effectivity
J 734 P P 718 J REF 1P605
PIN 12&16
P8A22BLU
P9D22WHT
P9D22BLU
J 718 P P 733 J
P8A22WHT
P3A20 1 P3B20 3
SH 9&11
P4A20 2 P4B20 4 5 P15B20 1 P15A20
6 P16B20 2 P16A20
4496396 with GFC 700

PA-44-180, SEMINOLE
5A
L ALT
MAINTENANCE MANUAL
4496339 thru 4496394 and

2P605
F102 SHUNT 5A
1P605
45
60
44
74
F1

60
45
74
44
- + F1 F202
(89294) + -
L
ALTNTR P4AL (89294)
G100 + R AUX
AUX P4AR ALTNTR
G P4LN + G200
(89294) R ALT
SHUNT P4RN G
(89294)
F422
DISCRETE IN* 8A
DISCRETE IN* 9A
DISCRETE IN 24A
DISCRETE IN 23A
DISCRETE IN* 8A
DISCRETE IN* 9A
DISCRETE IN 24A
DISCRETE IN 23A
F417 (89258-11) F421

1A F418
1A 1A
NO. 2 GIA 63W
1A
NO. 1 GIA 63W
(89258-10)
J
LEFT RIGHT
1
2
GEA 71 CB116
1
CB115
2
(107307) (107307)
P 505
1P702
P 504
J 723 P P1B4 80A 80A P13B4

91-24-30
GEA 71 1P702
13 J 723 P
Oct
12
PAGE
Oct 5/16
5/16
PAGE 52
108044 NEW 4
PAGE 6
Oct 5/16
P12A20
CB215 S323 S322
J 350A P 1 1
2 2
3 P22B20 3 CB216
4 4 P 350A J
5 5
P23A20 9 CB216A22 5A
6 6
91-24-30
P10B20
REF J719
L VOLTAGE PIN 3 SH 4
REGULATOR J 501 P J 718 P P 718 J P 502 J
R VOLTAGE
P9C22BLU
P9C22WHT
GRN 5 P10A20 1 REF C J719 2 P22A20 5 GRN REGULATOR
PIN 5 SH 9 REF J719
PIN 4 SH 4 PIN 1 SH 4 J 719 P
P 719 J
P9B20BLU 3 P21A20 1 RED
RED 1 P9A20 1 P9B20WHT
K24B22GRN 4 P20C22 4 GRY
GRY 4 P8C22 2 K24B22ORN REF C J719
F415 PIN 2 SH 4 F416
F432 1A 1A F434
F431 1A 1A F433
1A 1A
REF A 1P605
Effectivity
BLU 2 P4C20 P16C20 2 BLU
PIN 12 SH 9
BRN 3 P3C20 P15C20 3 BRN
BLK 8 P5A20N PIN 16 SH 11 P17A20N 8 BLK
with Garmin G1000

J 734 P P 718 J REF 1P605
PA-44-180, SEMINOLE
PIN 12 &16
P9D22WHT
P9D22BLU
1 P3B20 3 J 718 P P 733 J
4496395, 4496397 and up

K24C22GRN
P3A20
K24C22ORN
SH 9 &11
MAINTENANCE MANUAL
P4A20 2 P4B20 4 5 P15B20 1 P15A20

6 P16B20 2 P16A20
1A L ALT
2P605
45
60
44
74
SHUNT 1A
1P605
F102
60
45
74
44
F1
- + F1 F202
(107575)
L + -
ALTNTR P4AL6 (107575) R
AUX P70-1 + AUX
P4AR6 ALTNTR
+ P70-1
G P5L6N R ALT
(107575) SHUNT P5R6N G
(107575)
DISCRETE IN* 8A
DISCRETE IN* 9A
F422
DISCRETE IN 24A
DISCRETE IN 23A
DISCRETE IN* 8A
DISCRETE IN* 9A
DISCRETE IN 24A
DISCRETE IN 23A
F417 F421
(89258-11)
1A F418
1A 1A
NO. 2 GIA 63W
1A NO. 1 GIA 63W

(89258-10)
LEFT RIGHT
1
2
GEA 71
1
CB116
2
CB115
(107307)
P 505 J
1P702 (107307)
P 504 J
J 723 P P1B4 80A 80A P13B4
GEA 71 1P702
13 J 723 P
12
9124306
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
9124307 91-24-30 PAGE 7

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
101837 A 2.2
P406 A408
TO CB49 P12A12 B +13.75 VDC (IN)

(SH 2.1)
P12C12N A ACFT GND
P12D16 C +28 VDC (OUT)
VOLTAGE CONVERTER 1
PFD
P402B J302B TO AVIONICS

10A HARNESS
2 CB09
1 P12E16
3 P13E16
4 MFD
TO AVIONICS HARNESS
7.5A E7U20 (SEE 91-31-50, FIGURE 2)
CB10
P13F16 TO CB11 (LEFT DAU)

P13G16 TO CB12 (RIGHT DAU)
P407 A409
TO CB50 P13A12 B +13.75 VDC (IN)
(SH 2.1)
P13C12N A ACFT GND
P13D16 C +28 VDC (OUT)
VOLTAGE CONVERTER 2
Effectivity Voltage Converters

with Avidyne Entegra Figure 2
PAGE
PAGE 18
Oct
Oct 5/16
5/16 91-24-30 9124308
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
J501
1 ELT
BLK 9 SWITCH
S350
BATTERY FUSE HOLDER ASSY
CONTACTOR TB403
F401
P402E J302E
1
M1B20 4 M1C20
5A
2 M2B20 5 RED
F402 M3B20 6 M3C20
3
5A 4
K401 5
F403
M303 M301
METER
ENGINE
FLIGHT
HOUR
5A
TIME
BATTERY SPARE
5A
M3D20
M1D20
SPARE
5A
P305E
6 3
NO J205E
C M3F20 M3E20
M3G20N J
NC 6 4 214
P
S208
4
OIL PRESSURE SWITCH
6 5
S203
R SQUAT SWITCH
(SHOWN WEIGHT ON WHEELS)
TO J205E-9 W7B20
(SH 8) NC
C
W7C20N
NO
M1E20
S207
OIL PRESSURE SWITCH
101837 NEW 7.0
Battery Bus Effectivity

Figure 3 with Avidyne Entegra
9124309 91-24-30 PAGE 92

PAGE
Oct 5/16
Oct 5/16
Oct
PAGE
Oct 5/16
5/16
PAGE 110
(107557-002) 107740 NEW 5
J 713 P COURTESY LT
J 722 P F411
SEE SH 21 L4B20 4 L4A20 4 P41A20
5A
HOUR METER
F412
SEE SH 25 D1C22 2 D1A22 2 P42A20
5A F408 P 723 J 1P702 NO. 1 GEA 71
ELT P24B22WHT 5 P24A22WHT 46 ANALOG IN/CM 2A HI
F413 1A P24B22BLU 6 P24A22BLU 47 ANALOG IN/CM 2A LO
HOT BATT BUS

SEE SH 25 M1B22 1 M1A22 1 P43A20 14
TO K2 (SH 9)
1A F409
91-24-30
1A
P27B16
BATT MSTR
RELAY
PRIMARY BATTERY BATT
(89294-007) (89294-006) K404 CB117
(89294-008) (89294-047)
P1A4N P1A4 P1B4 + -
P1D4 70A
PRI BATT
SHUNT
4496396
Effectivity
BATTERY MASTER (89294-048)
S314 J 722 P P1E4 TO K3 (SH 11)
3 ON
Primary Power
2 P31B20 5 P31C20
1 OFF
PA-44-180, SEMINOLE
P31A20N
MAINTENANCE MANUAL
4496339 thru 4496394 and

GB1-D
EXT PWR
RELAY
107745-005
EXTERNAL
POWER K405
107745-003
107745-004
(107745-006) 1P604 NO. 1 GIA 63W

4 DISCRETE IN 13
1A
F430
P 719 J 2P604
P59A20 NO. 2 GIA 63W
7 P59B22 P59C22 4 DISCRETE IN 13
91243010
107889 NEW 5
91243011
(107557)
J 722 P J 713 P COURTESY LT

F411
SEE SH 21 L4B20 4 L4A20 4 P41A20
5A
HOUR METER
F412 (MS91586-6)
SEE SH 25 D1C22 2 D1A22 2 P42A20
P 723 J 1P702 NO. 1 GEA 71
5A F408
ELT P24B22WHT 5 P24A22WHT 46 ANALOG IN/CM 2A HI
F413 1A P24B22BLU 6 P24A22BLU 47 ANALOG IN/CM 2A LO
HOT BATT BUS

SEE SH 25 M1B22 1 M1A22 1 P43A20 14
TO K2 (SH 9)
1A F409
1A
P27B16
BATT MSTR
RELAY
PRIMARY BATTERY BATT
K404 CB117
(89294) (89294) (89294) (89294)
P1A4N P1A4 + -
P1B4 P1D4 70A
PRI BATT
SHUNT
BATTERY MASTER (89294)

S314
Effectivity
J 722 P P1E4 TO K3 (SH 11)
3 ON
2 P31B20 5 P31C20
Primary Power
1 OFF
P31A20N
4496396 with GFC 700

PA-44-180, SEMINOLE
GB1-D
MAINTENANCE MANUAL
4496339 thru 4496394 and

EXT PWR 107745
RELAY
EXTERNAL
POWER K405
107745 1P604
NO. 1 GIA 63W
107745
4 DISCRETE IN 13
(107745)
1A
F430
REF SH 25
2P604 PIN 30
2P604
P59A20
P 719 J NO. 2 GIA 63W

7 P59B22 D2A22BLU 4 DISCRETE IN 13
91-24-30
Oct 5/16
PAGE 11
108044 NEW 5
Oct 5/16
PAGE 12
(107557)
COURTESY LT
J 722 P J 713 P F411
SEE SH 21 L4B20 4 L4A20 4 P41A20
5A
HOUR METER
F412 (MS91586-6)
SEE SH 25 D1B22 2 D1A22 2 P42A20
F408 P 723 J 1P702 NO. 1 GEA 71
91-24-30
5A
P24B22WHT 5 P24A22WHT 46 ANALOG IN/CM 2A HI
HOT BATT BUS

1A P24B22BLU 6 P24A22BLU 47 ANALOG IN/CM 2A LO
SEE SH 49 D10B22 3 D10A22 3 14
TO K2 (SH 9)
F409
1A
P27B16
BATT MSTR
RELAY BATT
PRIMARY BATTERY CB117
(89294) (89294) K404 (89294) (89294)
P1A4N P1A4 + -
P1B4 P1D4 80A
PRI BATT
Effectivity
SHUNT
Primary Power
with Garmin G1000

BATTERY MASTER (89294)
J 722 P P1E4 TO K3 (SH 11)
PA-44-180, SEMINOLE
S314 3 ON
4496395, 4496397 and up

P31B20 5 P31C20
MAINTENANCE MANUAL
2
1 OFF
P31A20N
GB1-D
107745
EXT PWR
RELAY
EXTERNAL
POWER K405
107745 1P604
107745 NO. 1 GIA 63W
4 DISCRETE IN 13
(107745)
1A
F430
REF SH 25
2P604 PIN 30
P 719 J 2P604
P59A20
NO. 2 GIA 63W

7 P59B22 D2A22BLU 4 DISCRETE IN 13
91243012
107889 NEW 6
107740 NEW 6
108044 NEW 6
91243013
P615 EMER BATTERY
P38A12 25A
16 1
EMERG BATT
CB201 J 350B P +
P 356 J D302
20A CB201A12 1 L38D12 16 1 16 P38B12 P38C12 16 2
16 2 16
P39B12N 16 3 -
16 4
P40A22 J 356 P J 609 P 1P702 GEA 71

K408 1 P40D22 52 ANALOG IN 1 A
F810
12 P40B22 3 P40C22 EMER BATT
1A S324
OFF 1
P 616 J 2
12
P36H22 4 L36G22 1 P36B22
ARM3
P36A22N
K409
12 GB1-B F303
ESSENTIAL BUS
P37C22 5 L37B22 2 P37A22 22 (SH 7)
3A
P37D22N 6 L37E22N
GB6A-J
Figure 5
F802 (AVIONICS LTS) D303
L58F22 L58E22 7 L58D22 3 L58C22 (SH 23)
5A
Emergency Power
F800 (AHRS) 1P771-20
F34C22 F34B22 8 F34A22 (SH 29)
PA-44-180, SEMINOLE
5A
MAINTENANCE MANUAL
F801 J 609 P
(ADC) 1P741-58
F44D22 F44C22 9 F44B22 2 F44A22 (SH 30)
EMERGENCY BUS
5A
F803 (AUDIO/MKR) P3472-30
R41D22 R41C22 10 R41B22 3 R41A22 (SH 34)
5A
F804 (COM 1) 1P601-23
R13D20 R13C20 11 R13B20 4 R13A20 (SH 32)
5A
F805 (GEA)
12 5 1P701-37
E25D22 E25C22 E25B22 E25A22 (SH 8)
5A
F807
(INTEG AV 1) 1P605-33
R7D22 R7C22 14 R7B22 7 R7A22 (SH 31)
5A
F808 (PFD) 1P10001-39
F13D22 F13C22 15 F13B22 8 F13A22
91-24-30
(SH 27)
5A
F809 (STBY) P 616 J
TO D702
F1G20 F1F20 16 F1E20 4 F1D20 (SH 26)
5A 5
PAGE
GB6A-K
with Garmin G1000

Effectivity
Oct 5/16
PAGE132
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE
PAGE 114
Oct
Oct 5/16
5/16 91-24-30 91243014
GB1A GB2A
A #1 GNS-430 (SEE 91-34-50, FIGURE 1) A #2 GNS-430 (SEE 91-34-50, FIGURE 2)
9124601
B #1 GNS-430 (SEE 91-34-50, FIGURE 1) B #2 GNS-430 (SEE 91-34-50, FIGURE 2)
C #1 GNS-430 (SEE 91-34-50, FIGURE 1) C #2 GNS-430 (SEE 91-34-50, FIGURE 2)

D #1 GNS-430 (SEE 91-34-50, FIGURE 1) D #2 GNS-430 (SEE 91-34-50, FIGURE 2)
E GMA-340 (SEE 91-23-50, FIGURE 1, SHEET 1) E ANT COUPLER (SEE 91-34-50, FIGURE 5)
F GMA-340 (SEE 91-23-50, FIGURE 1, SHEET 1) F SKY-497 AUDIO LO (SEE 91-24-60, FIGURE 1, SHEET 1)
H GMA-340 (SEE 91-23-50, FIGURE 1, SHEET 1) H

J PFD (SEE 91-34-20, FIGURE 4) J
K PFD (SEE 91-34-20, FIGURE 4) K
L PFD (SEE 91-34-20, FIGURE 4) L
M PFD (SEE 91-34-20, FIGURE 4) M
N MFD (SEE 91-34-20, FIGURE 5) N
P GTX-330 XPNDR (SEE 91-34-50, FIGURE 3) P EXCEEDANCE HORN SHLD (SEE 91-34-20, FIGURE 5)
R MFD SHLD GND (SEE 91-34-20, FIGURE 5) R
203540-1 203540-1
(GB2, ON 101829-003) GB3A
A PITOT HEAT A KR-87 (SEE 91-34-50, FIGURE 6)

B PITOT HEAT B KR-87 (SEE 91-34-50, FIGURE 6)
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C NAV LIGHTS C KI-227 (SEE 91-34-50, FIGURE 6)
Terminal Blocks and Grounds

D NAV LIGHTS D GI-106A (SEE 91-34-50, FIGURE 5)
E RECOG LIGHTS E GI-106A (SEE 91-34-50, FIGURE 5)
F RECOG LIGHTS F TURN COORD (SEE 91-22-10, FIGURE 1, SHEET 4 )
H H CONTROL WHEEL (SEE 91-22-10, FIGURE 1, SHEET 3)
J J
K K
L L
M M
N N
P E7S20 SHLD (SEE 91-34-20, FIGURE 5) P
R J350(-) (SEE 91-34-50, FIGURE 1) R
91-24-60
203540-1 203540-1
Oct
101827 C SHT 23
Oct 5/16
Effectivity
5/16
PAGE 12
Oct
(GB3, ON 101829-003) GB4A
PAGE
PAGE 12
Oct 5/16
STNDBY ATT A JB4-A/J SHLD (SEE 91-34-20, FIGURE 4)
5/16
A
Effectivity
B SHLD B JB5-B/K SHLD (SEE 91-34-20, FIGURE 4)
C C JB7-R/Y SHLD (SEE 91-34-20, FIGURE 4)
D D JB5-F/P SHLD (SEE 91-34-20, FIGURE 5)
E E JB7-P/W SHLD (SEE 91-34-20, FIGURE 5)
F JB8-J/N SHLD (SEE 91-34-20, FIGURE 5)

F
H H JB4-F/P SHLD (SEE 91-34-20, FIGURE 5)
J J JB7-D/E SHLD (SEE 91-34-20, FIGURE 5)
K K
L L
91-24-60
M M
N N
P E7A20 SHLD (SEE 91-34-20, FIGURE 5) P
R K17 SHLD (SEE 91-22-10, FIGURE 1, SHEET 2) R J335-1 SHLD GND (SEE 91-34-20, FIGURE 5)
203540-1 203540-1
GB5A GB6A
A K17 SHLD GND (SEE 91-22-10, FIGURE 1, SHEET 2) A WX-500 (SEE 91-34-40, FIGURE 1)
B B WX-500 (SEE 91-34-40, FIGURE 1)
PA-44-180, SEMINOLE
J553-1/2 SHLD GND (SEE 91-22-10, FIGURE 1, SHEET 2)

MAINTENANCE MANUAL
C J553-5/6 SHLD GND (SEE 91-22-10, FIGURE 1, SHEET 2) C WX-500 (SEE 91-34-40, FIGURE 1)
Terminal Blocks and Grounds

D J553-9/10 SHLD GND (SEE 91-22-10, FIGURE 1, SHEET 2) D KN-63 (SEE 91-34-50, FIGURE 4, SHEET 1 of 2)
E J553-7/11/14 SHLD GND (SEE 91-22-10, FIGURE 1, SHEET 2) E SKY-497 (SEE 91-34-40, FIGURE 2)
F J553-13 SHLD GND (SEE 91-22-10, FIGURE 1, SHEET 2) F SKY-497 SQUAT SWITCH (SEE 91-34-40, FIGURE 2)
H JB5-C/L SHLD GND (SEE 91-22-10, FIGURE 1, SHEET 2) H
J JB4-G/R SHLD GND (SEE 91-22-10, FIGURE 1, SHEET 2) J
K TURN COORDINATOR (SEE 91-22-10, FIGURE 1, SHEET 4 ) K
L SONALERT (SEE 91-22-10, FIGURE 1, SHEET 4 ) L
M TRIM MONITOR (SEE 91-22-10, FIGURE 1, SHEET 4 ) M
N TRIM MASTER SW (SEE 91-22-10, FIGURE 1, SHEET 4 ) N
P A/P MASTER SW (SEE 91-22-10, FIGURE 1, SHEET 1) P
R SYSTEM 55X (SEE 91-22-10, FIGURE 1, SHEET 3) R
203540-1 203540-1
101827 C SHT 23
9124602
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
JB1 101827 C SHT 23
A TIS AUDIO (SEE 91-34-50, FIGURE 3)

B SKY-497 AUDIO HI (SEE 91-34-40, FIGURE 2)
C
GB2A-F
D
E
F
G
H
J TRIM MONITOR AUDIO (SEE 91-22-10, FIGURE 1, SHEET 4 )

K
L
M
N A/P ALERT AUDIO (SEE 91-22-10, FIGURE 1, SHEET 3)

P
R
S
T
W
Y
Z
CTJ-122-05E 330 OHM 1/4 WATT-5%

RESISTOR (PURCH)
4 PLCS
JB2
N
J
E
A
T
B
F
K
P
W GMA-340 UNMUTED AUDIO
C
G
L
R
Y
D
H
M
S
Z
CTJ1-22E-04F-513
Terminal Blocks and Grounds Effectivity

9124603 91-24-60 PAGE 32

Oct 5/16
Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
101827 C SHT 24
JB3
A GMA-340 COM1 MIC KEY (SEE 91-23-50, FIGURE 1, SHEET 2)
B #1 GNS-430 MIC KEY (SEE 91-34-50, FIGURE 1)
C #2 GNS-430 TRANSMIT INTERLOCK (SEE 91-34-50, FIGURE 2)
D
E GMA-340 COM2 MIC KEY (SEE 91-23-50, FIGURE 1, SHEET 2)

F #2 GNS-430 MIC KEY (SEE 91-34-50, FIGURE 2)
G #1 GNS-430 TRANSMIT INTERLOCK (SEE 91-34-50, FIGURE 1)
H DC-50 ANT COUPLER PTT (SEE 91-34-50, FIGURE 5)
J
K
L
M
N DME SUPPRESSION (SEE 91-34-50, FIGURE 4, SHEET 1 of 2)

P SKY-497 SUPPRESSION (SEE 91-34-40, FIGURE 2)
R XPNDR SUPPRESSION (SEE 91-34-50, FIGURE 3)
S
T
W
Y
Z
CTJ-122-05E
JB4
A PFD ARINC 429 CH 0 TX A (SEE 91-34-20, FIGURE 4)
B #1 GPS ARINC 429 IN 1A (SEE 91-34-50, FIGURE 1)
C #2 GPS ARINC 429 IN 1A (SEE 91-34-50, FIGURE 2)
D
INSTALL JUMPER WIRE
E
F MFD ARINC 429 CH 4 RX A (SEE 91-34-20, FIGURE 5)
G K17 RELAY (SEE 91-22-10, FIGURE 1, SHEET 2)
H SKY-497 ARINC 429 RX 1A (SEE 91-34-40, FIGURE 2)
J PFD ARINC 429 CH 0 TX B (SEE 91-34-20, FIGURE 4)

K #1 GPS ARINC 429 IN 1B (SEE 91-34-50, FIGURE 1)
L #2 GPS ARINC 429 IN 1B (SEE 91-34-50, FIGURE 2)
M
INSTALL JUMPER WIRE
N
P MFD ARINC 429 CH 4 RX B (SEE 91-34-20, FIGURE 5)
R K17 RELAY (SEE 91-22-10, FIGURE 1, SHEET 2)
S SKY-497 ARINC 429 RX 1B (SEE 91-34-40, FIGURE 2)
T
W
Y
Z
CTJ-122-05E
Effectivity Terminal Blocks and Grounds

PAGE
PAGE 14
Oct
Oct 5/16
5/16 91-24-60 9124604
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
101827 C SHT 24
JB5
A #1 GPS ARINC 429 OUT 1A (SEE 91-34-50, FIGURE 1)
B PFD ARINC 429 CH 1 RX A (SEE 91-34-20, FIGURE 4)
C K17 RELAY (SEE 91-22-10, FIGURE 1, SHEET 2)
D
INSTALL JUMPER WIRE
E
F MFD ARINC 429 CH 1 RX A (SEE 91-34-20, FIGURE 5)
G GTX-330 ARINC 429 CH1A RX (SEE 91-34-50, FIGURE 3)
H
J #1 GPS ARINC 429 OUT 1B (SEE 91-34-50, FIGURE 1)

K PFD ARINC 429 CH 1 RX B (SEE 91-34-20, FIGURE 4)
L K17 RELAY (SEE 91-22-10, FIGURE 1, SHEET 2)
M
INSTALL JUMPER WIRE
N
P MFD ARINC 429 CH 1 RX B (SEE 91-34-20, FIGURE 5)
R GTX-330 ARINC 429 CH1B RX (SEE 91-34-50, FIGURE 3)
S
T
W
Y
Z
CTJ-122-05E
JB7
A
B
C SKY-497 SOFTKEY #1 (SEE 91-34-40, FIGURE 2)
D MFD TTL OUT #2 (SEE 91-34-20, FIGURE 5)
E MFD TTL OUT #3 (SEE 91-34-20, FIGURE 5)

F SKY-497 SOFTKEY #4 (SEE 91-34-40, FIGURE 2)
G
H
J GNS-430 #1 ANNUNCIATE E (SEE 91-34-50, FIGURE 1)

K SKY-497 SOFTKEY #2 (SEE 91-34-40, FIGURE 2)
L GTX-330 TIS SELECT (SEE 91-34-50, FIGURE 3) *
M GNS-430 #2 ANNUNCIATE E (SEE 91-34-50, FIGURE 2)
N #2 GPS ARINC 429 OUT 1A (SEE 91-34-50, FIGURE 2)

P MFD ARINC 429 CH 2 RX A (SEE 91-34-20, FIGURE 5)
R PFD ARINC 429 CH 3 RX A (SEE 91-34-20, FIGURE 4)
S
T #2 GPS ARINC 429 OUT 1B (SEE 91-34-50, FIGURE 2)

W MFD ARINC 429 CH 2 RX B (SEE 91-34-20, FIGURE 5)
Y PFD ARINC 429 CH 3 RX B (SEE 91-34-20, FIGURE 4)
Z
CTJ-122-05E * (CAP AND STOW WHEN SKYWATCH IS INSTALLED)

9124605 91-24-60 PAGE 52

PAGE
Oct 5/16
Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
101827 C SHT 24
JB8
A GTX-330 ARINC CH2A TX (SEE 91-34-50, FIGURE 3)
B
C
D
E GTX-330 ARING CH2B TX (SEE 91-34-50, FIGURE 3)

F
G
H
J MFD ARINC 429 CH 3 RX A (SEE 91-34-20, FIGURE 5)

K SKY-497 ARINC 429 TX 1A (SEE 91-34-40, FIGURE 2)
L
M
N MFD ARINC 429 CH 3 RX B (SEE 91-34-20, FIGURE 5)

P SKY-497 ARINC 429 TX 1B (SEE 91-34-40, FIGURE 2)
R
S
T
W
Y
Z
CTJ-122-05E
Effectivity Terminal Blocks and Grounds

PAGE
PAGE 16
Oct
Oct 5/16
5/16 91-24-60 9124606
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
101827 C SHT 23
LB1
AVIONICS LIGHTS
A #1 GNS-430 (SEE 91-34-50, FIGURE 1)

B #2 GNS-430 (SEE 91-34-50, FIGURE 2)
C GMA-340 (SEE 91-23-50, FIGURE 1, SHEET 1)
D GTX-330 (SEE 91-34-50, FIGURE 3)
E PFD/MFD BEZEL DIMMING (SEE 91-34-20, FIGURE 5)
F SYSTEM 55X COMP (SEE 91-22-10, FIGURE 1, SHEET 3)
G KR-87 ADF (SEE 91-34-50, FIGURE 6)
H
J
K
L
M 2.5 - 14 VDC AVIONICS DIMMING (REF)
CTJ1-20E-01B-513
LB2
PANEL LIGHTS
A COMPASS LIGHT
B
C
D
E KI-227-01 IND (SEE 91-34-50, FIGURE 6)
F A/P TRIM ANNUN (SEE 91-22-10, FIGURE 1, SHEET 4 )
G STBY ATT IND (REF)
H GI-106 (SEE 91-34-50, FIGURE 5)
J KDI-572 (SEE 91-34-50, FIGURE 4, SHEET 1 of 2)
K
L POST LIGHTS (REF)
M 2.5 - 14 VDC PANEL LTS (REF)
CTJ1-20E-01B-513

9124607 91-24-60 PAGE 72

Oct 5/16
Oct 5/16
Oct
CR308 CR305
PAGE
P4DR6 MAIN BUS P4DL6
PAGE 18
Oct 5/16
5/16
CB 342
PR1B10 AV #1 AV #2 PR2B10
A4 K406 25A K407 A4
X1 X2 X2 X1
A3 PR1D PR2D A3
PR1C J402 CR407 PR2C
CR406 14 15
P302
S319
RADIO MASTER
PR1E
PR2E
SW
91-24-60
OFF 1 3 4 6 ON
TO SW. LIGHT 5
DIMMER BUS 2 PR2F20N
JGB1-J
PR1F20N
JGB1-H
NON-ESS PN1A10
PR1A10 PR2A10
P4CR6 P4CL6
CB CB CB CB CB
308 306 303 307 305
70A 40A 40A 40A 70A
TO ALT. SHUNT TO ALT. SHUNT K403
(SEE FIGURE 2, SHEETS 1 AND 2) TIE BUS (SEE FIGURE 2, SHEETS 1 AND 2)
70A 70A
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CB
Power Distribution and Control

302 P1D4
EXTERNAL 60A START CONTACTORS
POWER (SEE 91-80-10)
P1B4
RECEPTACLE
EXT PWR BATTERY BATT BUS
CONTACTOR CONTACTOR
A2 A1 K402
P1C4 P1A4 P1A4N
P2D
CR
404
CR400 X2
BATTERY
CR
401 MASTER
K404 J402 P302
X1 3 2
P2C 3 3 P2B P2AN
K401
S301
JGB1-A
TO SW. LIGHT
DIMMER BUS
89295 A/Y 2.0
9124608
9124609
CR308 CR305 TO P305D-4 (TO RIGHT DAU)
P4DR6 MAIN BUS P4DL6 TO P305D-5 (TO RIGHT DAU)
AVIONICS BUS TIE
PR1B10 AVIONICS BUS 1 AVIONICS BUS 2 PR2B10

40A
A4 K406 K407 A4
P17B20BLU
CB44
P17B20WHT
X1 X2 X2 X1
A3 PR1D20 PR2D20 A3
PR1C CR407 PR2C J301F
CR406 P401A 1 2 J301A
9 7 8
P401F
S319
RADIO MASTER
PR1E20
PR2E20
SWITCH
OFF 1 3 4 6 ON
5
P17A20BLU
P17A20WHT
2 PR2F20N
GB1-J
PR1F20N F415
NON-ESSENTIAL BUS PN1A10 GB1-H 1A 1A
F414
PR1A10 PR2A10
P4CR6 AVIONICS NON- AVIONICS P4CL6
MAIN 2 BUS 1 ESS BUS 2 MAIN 1 K403
CB05 CB07 CB06 CB08 CB04
P15A20
P16A20
60A 40A 40A 40A 60A

CB03
50mv
PA-44-180, SEMINOLE
TIE BUS P1D4 + P1E4

MAINTENANCE MANUAL
60A SHUNT R403

EXTERNAL

BATTERY
POWER P1B4
RECEPTACLE
EXT PWR BATTERY
CONTACTOR CONTACTOR BATTERY BUS
A2 A1
P1C4 P1A4 P1A4N K402
P2D STARTER CONTACTORS

CR404 (SEE 91-80-10)
CR400 X2
BATTERY
CR401 MASTER
K404
X1 3 2
P2C20 9 P2B20 P2A20N
K401 J301D
P401D S301
GB1-A
91-24-60
101837 A 2.0
Oct
Effectivity
Oct 5/16
5/16
PAGE 92
Oct
PAGE
Oct 5/16
107740 NEW 7
5/16
PAGE 110
CB115 107789 NEW 7
LEFT ALTR 80A NON-ESS BUS

CB116 CB101 CB301
(107271-009) (107734-004)
RIGHT ALTR 80A 35A 3A PITCH TRIM
CB117
CB104 AIR COND (107747)
BATT 70A TO AC BUS-POS
TO F303 (SH 6) 22 AC26A8 60A AC26B8 (SH 18) CB302
CB201 CB112
5A AUTO PILOT
EMERG BATT 20A 5A ENG START CB303
CB202 CB113 5A TURN COORD
PITOT HEAT CB304
7.5A 15A VENT FAN
NON-ESS BUS
91-24-60
CB203 CB114 5A MFD
CB305
GEA 5A 15A CABIN HEATER
CB204 5A INTEG AV 2
(84622) CB306
PFD 5A AVIONICS
CB205 MASTER 7.5A COM 2
RELAY CB307
INTEG AV 1 5A AVIONICS BUS
CB103 3A DME
CB206
K303 CB308
COM 1 7.5A 25A P55A12 P55B12
CB207 5A TAS
CB309
AVIONICS BUS
ADC 5A
3A XM
CB208
CB310
4496396
Effectivity
AHRS 5A
2A ADF
ESSENTIAL BUS
TO F106 CB209
(OPTION) 22
(SH 46) AUDIO MKR 5A
PA-44-180, SEMINOLE
CB210
P52B20
MAINTENANCE MANUAL
4496339 thru 4496394 and

CB105
AVIONICS MASTER

STBY INSTR 7.5A

CB211 5A CABIN LIGHTS S325
CB106 6 ON
5
XPDR 5A
CB212 7.5A PANEL DIMMER 4
CB107 2 3
GEAR PUMP 30A
5A AVIONICS DIMMER 1
CB213 OFF
CB108
L FUEL PUMP 7.5A
10A RECOG LIGHTS P52A20N
CB214 CB109
GB1-A
R FUEL PUMP 7.5A 5A NAV LIGHTS
CB215 LIGHTING BUS CB110
L ALTR FIELD 5A 10A LANDING LIGHT
CB216 CB111
R ALTR FIELD 5A LIGHTING BUS 10A ANTI COLL
CB217 CB102
(107271-010)
LTNG PROT 15A 35A
91246010
108044 NEW 7
91246011
CB115
LEFT ALTR 80A NON-ESS BUS
CB116 CB101 CB301
RIGHT ALTR 80A 70A 3A PITCH TRIM
CB117
CB104 AIR COND (107747)
BATT 70A TO AC BUS-POS
TO F303 (SH 6) 22 AC26A8 60A AC26B8 (SH 18) CB302
CB201 CB112 AUTO PILOT
5A
EMERG BATT 20A 5A ENG START
CB202 CB113
CB304
PITOT HEAT 7.5A 15A VENT FAN
NON-ESS BUS
CB203 CB114 5A MFD
CB305
GEA 5A 15A CABIN HEATER
CB204 CB316 5A INTEG AV 2
(84622) CB306
PFD 5A 3A USB
AVIONICS 7.5A COM 2
CB205 CB317 MASTER
RELAY CB307
INTEG AV 1 5A AVIONICS BUS 2A CO DETECTOR
CB206 CB103 3A DME
K303 CB308
COM 1 7.5A 25A P55A12 P55B12
CB207 5A TAS
CB309
AVIONICS BUS
Effectivity
ADC 5A
3A XM
CB208 CB310
with Garmin G1000

AHRS 5A 2A ADF
ESSENTIAL BUS
CB209
PA-44-180, SEMINOLE
TO F106
CB311
4496395, 4496397 and up

(OPTION)
MAINTENANCE MANUAL
22
(SH 46) AUDIO MKR 5A 1A MAINT DATA

CB210
P52B20
CB105 AVIONICS MASTER

STBY INSTR 7.5A
CB211 5A CABIN LIGHTS S325
CB106 6 ON
5
XPDR 5A
CB212 7.5A PANEL DIMMER 4
CB107 2 3
GEAR PUMP 30A
5A AVIONICS DIMMER 1
CB213 CB108 OFF
L FUEL PUMP 7.5A 2A RECOG LIGHTS P52A20N
CB214 CB109
R FUEL PUMP 7.5A GB1-A
2A NAV LIGHTS
CB215 CB110
LIGHTING BUS
L ALTR FIELD 5A 3A LANDING LIGHTS

CB216 CB111
91-24-60
R ALTR FIELD 5A LIGHTING BUS 5A ANTI COLL
CB217 CB102
(107271)
LTNG PROT 15A 35A
Oct 5/16
PAGE 11
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 12
Oct 5/16 91-24-60 91246012
(CIRCUIT BREAKER ASSY) (CIRCUIT BREAKER ASSY)
EMERG BATT
CABIN LIGHTS CB201
CB105 J350B
J350A
91246013
20A CB201A12 1
5A CB105A22 1
J350E
22
PANEL DIMMER
CB106 F303
J350C
P37A22 6
7.5A CB106A20 1 3A
GMW-3 FUSE
PITOT HEAT HWA-AF FUSEHOLDER
AVIONICS DIMMER CB202
CB107 J350F
J350A
7.5A CB202A18 4
5A CB107A22 8
GEA
RECOG LIGHTS CB203 J350D
CB108 J350C
5A CB203A22 1
10A CB108A18 2
PFD
NAV LIGHTS CB204
CB109 J350A
5A CB204A22 2
5A CB109A22 4
INTEG AV 1
LDG/TAXI LGTS CB205
CB110 J350F
5A CB205A22 3
10A CB110A18 1
COM 1
ANTI COLL CB206 J350E
CB111
7.5A CB206A20 3
10A CB111A18 2
ADC
CB207 J350D
20
J350E
Circuit Breaker Panel

PA-44-180, SEMINOLE
5A CB207A22 14
MAINTENANCE MANUAL
AHRS
ENG START CB208
CB112 J350A
5A CB208A22 15
5A CB112A22 5
AUDIO MKR
VENT FAN CB209 J350E
CB113 J350F
5A CB209A22 2
15A CB113A16 3
STBY INSTR
CABIN HEATER CB210 J350E
CB114
J351B
7.5A CB210A20 4
15A CB114A16 1
5
XPDR
CB211 J350D
91-24-60
5A CB211A22 4
107722 B 2
(CONTINUED SH 3 OF 3)
Oct
PAGE
Oct 5/16
with Garmin G1000
Effectivity
5/16
PAGE132
(CONTINUED SH 2 OF 3) 107722 B 3
(CIRCUIT BREAKER ASSY)
Oct
PITCH TRIM
PAGE
CB301
J350D
Oct 5/16
5/16
PAGE 114
3A CB301A22 5
GEAR PUMP
CB212
J351A
AUTO PILOT
30A CB212A10 1 CB302
5A CB302A22 6
L FUEL PUMP
CB213 J350C
TURN COORD
7.5A CB213A18 3 CB303
R FUEL PUMP 5A CB303A22 9

CB214
MFD
91-24-60
7.5A CB214A18 4 CB304
LEFT ALT 5A CB304A22 7

CB215 J350A
5A CB215A22 3 INTEG AV 2
CB305
RIGHT ALT
J350A 5A CB305A22 8
CB216
5A CB216A22 9
COM 2
CB306 J350E
4496396
107720 G 1 7.5A
Effectivity
CB306A20 7
CIRCA SEP 2016 AND UP

GEAR PUMP
DME
PA-44-180, SEMINOLE
CB212 J350D
J351A CB307
MAINTENANCE MANUAL
4496339 thru 4496394 and

30A CB212A10 1 3A CB307A22 10
L FUEL PUMP
CB213 J350C TAS
CB308
10A CB213A18 3 5A CB308A22 11
R FUEL PUMP
CB214 XM
CB309
10A CB214A18 4 3A CB309A22 12
LEFT ALT
CB215 J350A
5A CB215A22 3
R45A22 16
RIGHT ALT
CB216 J350A ADF
CB310
5A CB216A22 9 2A CB310A22 13
91246014
(CIRCUIT BREAKER ASSY) (CIRCUIT BREAKER ASSY)
CABIN LIGHTS EMERG BATT

CB105 CB201
91246015
J350A J350B
5A CB105A22 1 20A CB201A12 1
PANEL DIMMER J350E
22
CB106 J350C F303
7.5A P37A22 6
CB106A20 1
3A
GMW-3 FUSE
AVIONICS DIMMER PITOT HEAT HWA-AF FUSEHOLDER
CB107 J350A CB202 J350F
5A CB107A22 8 7.5A CB202A18 4
RECOG LIGHTS GEA

CB108 J350C CB203 J350D
10A CB108A18 2 5A CB203A22 1
NAV LIGHTS PFD

CB109 CB204
J350A
5A 5A CB204A22 2
CB109A22 4
LDG/TAXI LGTS INTEG AV 1

CB110 J350F CB205
10A CB110A18 1 5A CB205A22 3
ANTI COLL COM 1

CB111 CB206 J350E
Effectivity
10A CB111A18 2 7.5A CB206A20 3
TO CB306A20 SHIELD (SH 5) 1
ADC

20
4496396 with GFC700

J350E CB207 J350D
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
4496367 thru 4496394 and

5A

8 CB207A22 14
ENG START AHRS

CB112 J350A CB208
5A CB112A22 5 5A CB208A22 15
VENT FAN AUDIO MKR

CB113 J350F CB209 J350E
15A CB113A16 3 5A CB209A22 2
CABIN HEATER STBY INSTR

CB114 CB210 J350E
J351B
15A CB114A16 1 7.5A CB210A20 4
5
XPDR
91-24-60
CB211 J350D
5A CB211A22 4
(CONTINUED SH 4 OF 6)
Oct 5/16
PAGE 15
107722 B 4
Oct 5/16
PITCH TRIM
PAGE 16
CB301 J350D
GEAR PUMP
CB212 J351A 3A CB301A22 5
30A CB212A10 1 AUTO PILOT
CB302
L FUEL PUMP
CB213 J350C 5A CB302A22 6
7.5A CB213A18 3
TURN COORD
CB303
R FUEL PUMP
CB214
5A CB303A22 9
7.5A CB214A18 4
91-24-60
MFD
CB304
LEFT ALT
CB215 J350A
5A CB304A22 7
5A CB215A22 3
INTEG AV 2
RIGHT ALT CB305
CB216 J350A
5A CB305A22 8
5A CB216A22 9
COM 2
CB306 J350E
7.5A CB306A20 7
Effectivity
TO J350E-1 (SH 3)
DME

J350D
4496396 with GFC700

CB307
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
4496367 thru 4496394 and

3A CB307A22 10
TAS
CB308
5A CB308A22 11
XM
CB309
3A CB309A22 12
R45A22 16
107722 B 5
ADF
CB310
2A CB310A22 13
91246016
CABIN LIGHTS (CIRCUIT BREAKER ASSY)
CB105
J350A
91246017
EMERG BATT
5A CB201 J350B
CB105A22 1
20A CB201A12 1
PANEL DIMMER
CB106 J350C
J350E
22
7.5A CB106A20 1 F303
P37A22 6
AVIONICS DIMMER 3A
CB107 J350A GMW-3 FUSE
PITOT HEAT HWA-AF FUSEHOLDER
5A CB202 J350F
CB107A22 8
7.5A CB202A18 4
RECOG LIGHTS
CB108 J350C
GEA
2A CB203 J350D
CB108A20 2
5A CB203A22 1
NAV LIGHTS
CB109 J350A
PFD
CB204
2A CB109A20 4
5A CB204A22 2
LANDING LIGHT
CB110 J350C
INTEG AV 1
3A CB205
CB110A22 3
5A CB205A22 3
ANTI COLL
CB111
COM 1
CB206 J350E
Effectivity
5A CB111A20 4
7.5A CB206A20 3
with Garmin G1000

ENG START TO CB306A20 SHIELD (SH 3) 1

CB112
J350A ADC
PA-44-180, SEMINOLE
CB207 J350D
4496395, 4496397 and up

MAINTENANCE MANUAL
5A CB112A22 5
5A CB207A22 14
VENT FAN
CB113 J350F AHRS
CB208
15A CB113A16 3
5A CB208A22 15
CABIN HEATER
CB114 J351B AUDIO MKR
CB209 J350E
15A CB114A16 1
5A CB209A22 2
STBY INSTR
CB210
7.5A CB210A20 4
5
91-24-60
XPDR
CB211 J350D
5A CB211A22 4
108023 NEW 2
Oct 5/16
(CONTINUED ON SH 6)
PAGE 17
(CONTINUED FROM SH 2)
PITCH TRIM
CB301 J350D
Oct 5/16
PAGE 18
GEAR PUMP 3A CB301A22 5
CB212 J351A
AUTO PILOT
30A CB212A10 1 CB302
L FUEL PUMP 5A CB302A22 6

CB213 J350F
7.5A MFD
CB213A18 1 CB304
R FUEL PUMP 5A CB304A22 7

CB214
7.5A CB214A18 2 INTEG AV 2

CB305
91-24-60
LEFT ALT 5A CB305A22 8
CB215 J350A
5A CB215A22 3 COM 2
CB306 J350E
RIGHT ALT
CB216 7.5A CB306A20 7
5A TO J350E-1 (SH 2)
CB216A22 9 DME J350D
CB307
LTNG PROT 3A
CB217 J351B CB307A22 10
15A CB217A16 2 TAS

CB308
5A CB308A22 11
Effectivity
XM
CB309
with Garmin G1000

3A
PA-44-180, SEMINOLE
CB309A22 12
4496395, 4496397 and up

MAINTENANCE MANUAL
ADF R45A22 16
CB310
2A CB310A22 13
MAINT DATA
CB311
1A CB311A22 9
USB PORTS
CB316 J350A
3A CB316A22 6
CO DETECTOR
CB317
2A CB317A22 7
108023 NEW 3
91246018
91246019
108044 NEW 48
USB
CB316 DUAL USB CHARGING PORT
J 350A P
PILOT
3A CB316A22 6 P100A22 A USB POWER
Figure 4
USB Port
Effectivity
P100A22N B GROUND
with Garmin G1000

PA-44-180, SEMINOLE
4496395, 4496397 and up

GB12-H
MAINTENANCE MANUAL
DUAL USB CHARGING PORT

CO-PILOT
P100B22 A USB POWER
P100B22N B GROUND
GB13-H
91-24-60
Oct 5/16
PAGE 19
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 20
Oct 5/16 91-24-60 91246020
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
06311 U
P203 J501
WH
LIGHT 1 8
WH/BLU
RESET 1 3 5
WH/ORG
RESET 2 6 2
WH/GRN
EXTERNAL ON 7 7
WH/RED
GROUND 11 6
G-SWITCH LOOP 5
1A * TO
G-SWITCH LOOP 8 1 ELT SWITCH
+14 VDC POWER
NO CONNECTION 9
NO CONNECTION 10 3 NO CONNECTION
NO CONNECTION 12
NO CONNECTION 2
NO CONNECTION 4 9
ARTEX ELT
ELT 110-4 REMOTE
SWITCH
* Not installed with Avidyne Entregra EFIS.
Artex 110 ELT (Emergency Locator Transmitter) Effectivity

Figure 1 4496001 thru 4496241
9125601 91-25-60 PAGE 12

Oct 5/16
Oct 5/16
Oct
PAGE
PAGE 12
Oct 5/16
106644 F
5/16
107740 NEW 25
107889 NEW 25
J203 J501
8 7 6 5 4 3 2 1
9 6 3
15 14 13 12 11 10 9
8 5 2
91-25-60
D-SUB CONNECTOR FOR ELT UNIT 7 4 1
MOLEX CONNECTOR
FOR COCKPIT SWITCH ASSEMBLY
Figure 2
J501
Effectivity
ELT J203
ELT
with ME406 ELT

LIGHT 2 WHT WHT 8 REMOTE
PA-44-180, SEMINOLE
SWITCH
MAINTENANCE MANUAL
RESET 1 6 WHT/BLU WHT/BLU 5
RESET 2 13 WHT/ORG WHT/ORG 2
EXTERNAL ON 14 WHT/GRN WHT/GRN 7

SP301
Artex ME406 ELT (Emergency Locator Transmitter)

GROUND 7 WHT/RED WHT/RED 6
22B
1 +14V
G-SWITCH LOOP 5 22
LS201
G-SWITCH LOOP 12 P205 3 +28V
HORN POWER 8 22 RED + 9

BUZZER
J205
BLK -
TO
28 VDC POWER
9125602
9125603
108044 NEW 25
R2A22N
1P603 ELT-1000
NO. 1 GIA 63W J203
SIGNAL GROUND 51 R780A22BLU 7 GROUND
MAIN RS-232 OUT 3 49 R780A22WHT 9 SERIAL NAV RX
M781A22WHT 3 2 WIRE RMT SW
M781A22BLU 14 EXTERNAL ON
12 G SWITCH LOOP
Figure 3
Effectivity
M3A22N 5 G SWITCH LOOP
ELT REMOTE RED 8 HORN PWR
J501
Artex ELT 1000

SWITCH
with Garmin G1000

2 WIRE RMT SW 8
PA-44-180, SEMINOLE
EXTERNAL ON 7
4496395, 4496397 and up

MAINTENANCE MANUAL
M781A22N
GROUND 9 M782A22N
GB2-L GB2-K
BUZZER
P 205 J
RED
BLK
91-25-60
Oct 5/16
PAGE 3
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 4
Oct 5/16 91-25-60 9125604
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
SENSOR
O B LIFT
S107
89295 A/Y 2.12

NO
C
F1NN
F1L
2
2
1
1
P110
F1H
J310
F1G
F1K
F1JN
S331
NO
NC
NO
25°
10°
40°
0°
SENSOR
I B LIFT
C
S105
F1F
P
309
1
J
F1E
P206
J306
214
GND RIGHT AIR

P
F1D
SWITCH
2
SQUAT
F1C
1
1
S203
2
F1B
HORN
F1A
WARNING
STALL
CB323
5A
Stall Detection and Warning Effectivity

Figure 1 (Sheet 1 of 3) Standard or Garmin G500
9127301 91-27-30 PAGE

PAGE
PAGE
Oct
12
5/16
Oct 5/16
Oct
PAGE
PAGE 12
Oct 5/16
5/16
Effectivity
101837 NEW 15.0
FLAP
POSITION SW
0°

STALL 10°
WARNING NC
309 F1K20
J P C
F1A20 F1B20 F1E20 1 F1F20 S331
5A
F1G20
MAIN BUS
CB15
91-27-30
HORN NO
25°
40°
A305
J310
1 2
P110
P305C
8 9
J205C F1H20 F1L20
C C
IB LIFT OB LIFT
SENSOR SENSOR
S105 S107
F1C20
F1D20
NO NO
PA-44-180, SEMINOLE
J
MAINTENANCE MANUAL
Stall Detection and Warning

1 3 214
P
F1J20N
F1N20N
1
S203
2 3
R SQUAT
SWITCH
9127302
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
For G1000 Stall Detection and Warning,

See Chapter 91-X-Ref:
107740 Sheet 16,
107889 Sheet 16.
108044 Sheet 16.
Stall Detection and Warning

9127303 91-27-30 PAGE 3

Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 4
Oct 5/16 91-27-30 9127304
CONTROL WHEEL
100868 G/N 1
TRIM CMD SW
9127305
CONTROL WHEEL TRIM
INTRPT SW
P/O
TRIM MONITOR
CONTROL WHEEL
NO
CONNECTOR
NC
C/W MIC 10 10
C/W MIC 12 12 C
13 13
14 14
JUMPER
13 A/C GND (BLK)

8 TRIM PWR OUT (WHT) 4 4 CW4A22
5 TRIM SERVO +DN (GRN) 9 9 CW9A22
3 TRIM SERVO +UP (BLK) 5 5 CW5A22
14 SHIELD GND (BLK) 3 3 CW3A22
2 TRIM PWR IN (BLK) (BLK)
4 TRIM LAMP (WHT)

7 FAIL LAMP (GRN) A/C GND
9 LAMP PWR (RED) 4
12 SHIELD GND (BLK) 3
TRIM SERVO
10 N/C 2
11 AUDIO (OPTIONAL) 1
PA-44-180, SEMINOLE
6 N/C 1 1
MAINTENANCE MANUAL
S-TEC Manual Electric Trim

1 DIMMER LIGHT RHEOSTAT (WHT)
6
15 +HORN (WHT) 2
2 2 5 7
3
SONALERT
1 4
+ 11
3 3
A+ 4 4 12
TRIM C/B 9 10
(BLK) A/C
GND (3 AMP *)
- 8
MASTER SW
91-27-30
A/C GND (BLK) 5 5
P/N 03741-1
TO A/C INSTRUMENT LIGHT BUSS 6 6
( * 2 AMP IN S/N'S 4496001 THRU 4496019 ONLY ) OR P/N 03960-1
Oct
(SEE SHEET 2 FOR EATON SWITCH P/N 03961-1)
PAGE
Oct 5/16
5/16
PAGE 52
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
MASTER SW (EATON)
P/N 03961-1
10
4
12
3
9
6
11
2
5
1
8
GRN
ORN
YEL
RED
BLU
BLK
100868 G/N 1
2
6

PAGE
PAGE 16
Oct
Oct 5/16
5/16 91-27-30 9127306
107740 NEW 40
107715 C 6
FWD
9127307
CONTROL WHEEL SEE DETAIL
TRIM CMD SW
(P/N 03112) CW9A22 MAN TRIM + UP
22 GA JUMPERS
CONTROL WHEEL CW3A20 MAN TRIM GROUND
INTRPT SW CW5A22 MAN TRIM + DOWN
(P/N 3519)
NO NO
NC
C CW4A22
NC
C P 554 J DETAIL
CW MIC 10 10
CW MIC 12 12
IDENT SW 13 13
IDENT SW 14 14
P555 TRIM MONITOR
CW4A22 4 4 C20A22ORG 8 TRIM POWER OUT

CW9A22 9 9 C20A22BLU 5 TRIM SERVO +DOWN
CW5A22 5 5 C20A22WHT 3 TRIM SERVO +UP
CW3A22 3 3
14 SHIELD GND
(101117-015)
BLK22
GB2A-E
P559
TRIM SERVO
PA-44-180, SEMINOLE
4 C20C22WHT
MAINTENANCE MANUAL
1 C20C22BLU

2
3 (S376)
2 L46A20 1 LIGHTS
TRIM MASTER SW J 564 P

SEE DETAIL B SH 7
1 1 C21A22WHT 2 TRIM POWER IN
2 2 C21A22BLU 4 TRIM LAMP
3 3 C21A22ORN 9 LAMP POWER
C21A22GRN 7 FAIL LAMP
12 SHIELD GROUND
6542
SONALERT
6 6 P (350D) C26A22N C25A22 15 + HORN
4 4 C22A22 5
5 5 C23A22N C24A22N 10 AUTOTRIM GND
91-27-30
GB2A-E 13 A/C GROUND
GB2A-C GB5A-B
Oct
Oct 5/16
5/16
with Garmin G1000
Effectivity
PAGE 72
Oct
PAGE
PAGE 18
107715 7 A
Oct 5/16
5/16
Effectivity
T2
with Garmin G1000

YEL 3 T2
GRN 2 BLK 3
BLU 1 RED 2
ORN 1
1 2 3 4
6
2 6
5 7
5 7 3
T1
9 1 4 YEL 3
91-27-30
8 11 12 10 T1
11 GRN 2
BLK 3 12
9 NAS1149CN832R WASHER A/R
RED 2 8 10 BLU 1
MS35338-42 WASHER A/R
ORN 1
MS35206-242 SCREW A/R PS10072-1-13 SLEEVE A/R
TRIM MASTER SWITCH (EATON) TRIM MASTER SWITCH (STACO) OR OR
MS35206-243 SCREW A/R PS10072-1-14 SLEEVE A/R
(CABLE ASSY. 39229-2-14) (CABLE ASSY. 39229-4-14)
OR
PS10072-1-15 SLEEVE A/R
DETAIL C
(SHIELD BLOCK GROUND INSTALLATION) PS10025-2-15 TERMINAL A/R
DETAIL A (ON -002)
(TRIM MASTER SW)
NOTE: 2 SHIELDS PER RING TERMINAL
PS10072-1-13 SLEEVE A/R
PA-44-180, SEMINOLE
OR
MAINTENANCE MANUAL

(J564) PS10072-1-14 SLEEVE A/R
(J564) OR
YEL 1 PS10072-1-15 SLEEVE A/R
GRN 2 BLK 5
BLU 6 RED 4
ORN 3
1 2 3 4
6 NAS1149CN832R WASHER A/R
2 6
5 7 MS35338-42 WASHER A/R
5 7 3
9 1 4 YEL 2 MS35206-242 SCREW A/R

8 11 12 10 OR PS10025-2-15 TERMINAL A/R
11 GRN 1
BLK 5 12 MS35206-243 SCREW A/R
9 8 10 BLU 6
RED 3
ORN 4 DETAIL D
(SPLICED SIGNAL WIRE INSTALLATION)
(TRIM MASTER SWITCH (EATON)) (TRIM MASTER SWITCH (STACO)) (ON -002)
(03961 MASTER SWITCH) (03741 OR 03960 MASTER SWITCH) NOTE: 2 SHIELDS PER RING TERMINAL
DETAIL B
(TRIM MASTER SW)
9127308
9127501
108044 NEW 49
S401 (0 DEG)
NO
20 C
20
1P702 NC
GEA 71 #1 P 315 J
DISCRETE IN* 11A 25 C70A22 1 S402 (10 DEG)
Figure 3
Effectivity
NO
Flap Position
DISCRETE IN* 12A 26 C71A22 2 20 C
20
with Garmin G1000

DISCRETE IN* 13A 27 C72A22 3
NC
PA-44-180, SEMINOLE
DISCRETE IN* 14A 28 C73A22 4
4496395, 4496397 and up

MAINTENANCE MANUAL
S403 (25 DEG)

NO
20 C
20
NC
S404 (40 DEG)

NO
20 C
20
NC
91-27-50
Oct 5/16
PAGE 1
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 2
Oct 5/16 91-27-50 9127502
L. FUEL PUMP
9128201
S311
J303 P103 116
J P FUEL
Q4AL18 Q4BL18 6 6 Q4CL18 1
10A 2 3 PUMP
CB311 TO SWITCH LIGHTS DIMMING
MT101
Q4JP
PRIMER
P304 J104 120
5 6 J P
3 3 Q8CL 1 A120
Q8AL
J Q8BL
325 1 P
S306
P 1 326
J
PRIMER
R. FUEL PUMP
Fuel Pumps
S312
J306 P206 216
J P FUEL
PA-44-180, SEMINOLE
Q4AR18 Q4BR18 3 3 Q4CR18 1

MAINTENANCE MANUAL
10A 2 3 PUMP
CB314 TO SWITCH LIGHTS DIMMING
Q4JP
MT201
PRIMER
P307 J207 220
5 6 J P
3 3 Q8CR 1 A220
Q8AR
J Q8BR
327 1 P
S308
P 1 328
J
91-28-20
89295 A/Y 2.3
PRIMER
Oct 5/16
PAGE 1
PAGE 2
Oct 5/16
LEFT FUEL
Effectivity
FUEL PUMP
PUMP SW
LEFT
S311
P304B J104B 116
J P FUEL
Q4AL18 Q4BL18 1 Q4CL18 1
10A 2 3 PUMP
Q8BL18

2
CB20
18
120 MT101
J P
Q8AL18 Q8CL18 1
5 6
PRIMER
J P
91-28-20
325 1 1 326
P J A120
S306
MAIN BUS
L PRIMER
FUEL PUMP RIGHT FUEL SWITCH
Fuel Pumps
RIGHT PUMP SW
S312
P305B J205B 216
J P
PA-44-180, SEMINOLE
FUEL
Q4AR18 Q4BR18 1 Q4CR18 1

MAINTENANCE MANUAL
10A 2 3 PUMP
Q8BR18 2
CB21
18
220 MT201
J P
Q8AR18 Q8CR18 1
5 6
PRIMER
J P
327 1 1 328
P J A220
S308
R PRIMER 101837 A 4.0

SWITCH
9128202
107740 NEW 14
107889 NEW 14
J 116 P
Q1H18 1 FUEL
PUMP
9128203
L FUEL PUMP
S321 P 734 J P130
1 DC-DC CONVERTER
2 Q1D18 4 Q1G18 A
18 B
3
Q1C18 C
Q1H18N 18 D
E
L PRIMER SW
S345
FUEL PRIMER
1 3 SOLENOID
Q1B18 J 120 P
6 Q11A18 5 Q11F18 1
4
Q1A18
L FUEL PUMP
CB213 J 350C P
7.5A CB213A18 3
J 216 P
107740 NEW 15
Fuel Pumps
FUEL
107889 NEW 15 Q3H18 1 PUMP
R FUEL PUMP
PA-44-180, SEMINOLE
P 733 J P230
MAINTENANCE MANUAL
S320
1 DC-DC CONVERTER
2 Q3D18 4 Q3G18 A
18 B
3
Q3C18 C
Q3H18N 18 D
E
R PRIMER SW
S346
FUEL PRIMER
3 SOLENOID
Q3B18 1 J 220 P
6 Q12A18 5 Q12F18 1
4
Q3A18
91-28-20
R FUEL PUMP
CB214 J 350C P
7.5A CB214A18 4
Oct 5/16
PAGE 3
PAGE 4
108044 NEW 14
Oct 5/16
J 116 P
Q1H18 1 FUEL
PUMP
L FUEL PUMP
S321 P 734 J P130
3 DC-DC
2 Q1D18 4 Q1G18 A CONVERTER
18 B
1
Q1C18 C
Q1H18N 18 D
E
L PRIMER SW
S345
FUEL PRIMER
91-28-20
1 3 SOLENOID
Q1B18 J 120 P
6 Q11A18 5 Q11F18 1
4
Q1A18
L FUEL PUMP
CB213 J 350F P
7.5A CB213A18 1
108044 NEW 15
Effectivity
Fuel Pumps
J 216 P
with Garmin G1000

FUEL
Q3H18 1 PUMP
PA-44-180, SEMINOLE
4496395, 4496397 and up

MAINTENANCE MANUAL
R FUEL PUMP P 733 J

S320 P230
3 DC-DC
2 Q3D18 4 Q3G18 A CONVERTER
18 B
1
Q3C18 C
Q3H18N 18 D
E
R PRIMER SW
S346
FUEL PRIMER
1 3 SOLENOID
Q3B18 J 220 P
6 Q12A18 5 Q12F18 1
4
Q3A18
R FUEL PUMP
CB214 J 350F P
7.5A CB214A18 2
9128204
FUEL QUANTITY 89295 A/T 2.4
INSTRUMENT PANEL
9128401
3 Q2A Q2JP
CB
315 LEFT RIGHT
FUEL FUEL
QTY QTY
Q
6
A
TO
115 P103 J303 R J306 P206
J P C.H.T. P J
Q2CL 1 Q2BL 4 4 GAUGES 5 5 Q2BR 1 Q2CR
Q6BL 8 8 9 9 Q6BR
A102 A106 Q A206 A202

XDUCER Q1BL Q1BR XDUCER
6
A
Q LEFT RIGHT R Q
6 6
C FUEL FUEL C
L PRESS PRESS R
FUEL N N FUEL
SENDER SENDER
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Fuel and Ampere Indicators

SEE SEE
LEFT RIGHT
POWER MONITOR POWER MONITOR
AMPS AMPS
AND CONTROL AND CONTROL
Q
1
E
91-28-40
N
GB1-L
Oct
PAGE
PAGE
Oct 5/16
PAGE
4496001 thru 4496189
Effectivity
5/16
12
Oct
PAGE
FUEL QUANTITY
PAGE 12
Oct 5/16
5/16
INSTRUMENT PANEL
Q2A Q2JP
3A
CB315
LEFT RIGHT
FUEL FUEL
QTY QTY
Q2AL
Q2AR
91-28-40
115 P103 J303 TO C.H.T. GAUGES J306 P206 215
J P P J
Q2CL 1 Q2BL 4 4 (SEE 91-77-20, FIGURE 1) 5 5 Q2BR 1
Q6BL 8 8 9 9 Q6BR
Q9BL 12 12 Q1BL Q1BR 14 14 Q9BR
XDUCER XDUCER
A102 C A B P122 Q6AR P222 B A C A202
Q6AL
LEFT RIGHT
Q9AL
Q9AR
FUEL FUEL
PRESS PRESS
Q6CLN
Q6CRN
Effectivity
FUEL FUEL
PA-44-180, SEMINOLE
SENDER SENDER
MAINTENANCE MANUAL
equipped; and 4496291

LEFT RIGHT
SEE 91-24-30, FIGURE 2, SHEET 2 SEE 91-24-30, FIGURE 2, SHEET 2
{ AMPS AMPS }
4496190 thru 4496283, less Avidyne-

Q1EN
GB1-L
89295 V/Y 2.4
9128402
FUEL QUANTITY
9128403
INSTRUMENT PANEL
Q2A Q2JP
3A
CB315
LEFT RIGHT
FUEL FUEL
QTY QTY
Q2AL
Q2AR
115 P103 J303 TO C.H.T. GAUGES J306 P206 215
J P P J
Q2CL 1 Q2BL 4 4 (SEE 91-77-20, FIGURE 1) 5 5 Q2BR 1
Q6BL 8 8 9 9 Q6BR
12 12 Q1BL Q1BR 14 14
XDUCER XDUCER
A102 + – – + A202
Q6AR
Q6AL
A106 A206
LEFT RIGHT
Q9AL
Q9AR
FUEL FUEL
PRESS PRESS
Q6CLN
Q6CRN
FUEL FUEL
PA-44-180, SEMINOLE
SENDER
MAINTENANCE MANUAL
SENDER

LEFT RIGHT
SEE 91-24-30, FIGURE 2, SHEET 2 SEE 91-24-30, FIGURE 2, SHEET 2
{ AMPS AMPS }
Q1EN
GB1-L
91-28-40
89295 V/Y 2.4
Oct
D104500
PAGE
Oct 5/16
4496284 and up
Effectivity
5/16
PAGE 32
Oct
107740 NEW 14
PAGE
GEA 71 108044 NEW 14
1P701
PAGE 14
Oct 5/16
5/16
TO R703
+10V XDUCER OUT 14 Q5A20WHT L SENDER
(SH 15)
R700 R701 FUEL QTY
P 704 J
ANALOG IN 1 HI 22 Q3A20WHT 5 Q8B20WHT
ANALOG IN 1 LO 23 Q3A20BLU 6 Q8B20BLU
11
P 108 J L FUEL FLOW SENSOR
12
DIGITAL IN* 1 2 E4A22WHT 24 E4B22WHT 2 WHT FUEL FLOW HI
XDUCER LO 13 E4A22BLU 27 E4B22BLU 3 BLK FUEL FLOW LO
91-28-40
+12V XDUCER POWER 16 E4A22ORN 26 E4B22ORN 1 RED FUEL FLOW EXC
TO P703-26
(SEE SH 15)
TO P703-27
(SEE SH 15)
Effectivity
with Garmin G1000
107740 NEW 15
PA-44-180, SEMINOLE
108044 NEW 15
4496395, 4496397 and up

1P701
MAINTENANCE MANUAL

GEA 71 R702 R703 TO R701
(SH 14) R SENDER
FUEL QTY
P 703 J
ANALOG IN 2 HI 24 Q7A20WHT 5 Q7B20WHT
ANALOG IN 2 LO 25 Q7A20BLU 6 Q7B20BLU
11
12 P 208 J R FUEL FLOW SENSOR
DIGITAL IN* 2 3 E1A22WHT 24 E1B22WHT 2 WHT FUEL FLOW HI
E1A22BLU 27 E1B22BLU 3 BLK FUEL FLOW LO
E1A22ORN 26 E1B22ORN 1 RED FUEL FLOW EXC
TO 1P701-16
(SEE SH 14)
GB13-B
TO 1P701-13
(SEE SH 14)
9128404
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
9128405 91-28-40 PAGE 52

Oct 5/16
Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE
PAGE 16
Oct
Oct 5/16
5/16 91-28-40 9128406
HYDRAULIC PUMP
9129101
POWER
G13A SPLICE G13B

25A UP DOWN
CB321
G13C
G12C
CR CR GRN BLU
303 302
HYDRAULIC PUMP
CONTROL 309
HYDR
J P K303 K302
G12D PUMP
2 3 5 G12E
G12A 1
3A G12B 4
CB320 MT301
6
G12L
S313
GEAR
TO DOWN LOCK
SELECT SWITCHES
SWITCH
BLK
SWITCH P
LIGHTS LEFT 113 P105 J405
DIMMING J P 14 309
7 G12Q 9 9
Hydraulic Pump
J
G12F
G12G
3 3 G12H 8 G12RN
PA-44-180, SEMINOLE
S102
G12P
MAINTENANCE MANUAL
P103 J303
G12M
S332
P NOSE
G12J
312 413 TB
J J P
G12KN P 401
P 2 7 G12V 3
1 8 G12WN 1 P302
6 4 114 S402
G12N
G12S
J 1 J402
RIGHT 213 P208 J408
4 J P
7 G12T 8 8
LEFT MAIN
91-29-10
SQUAT SWITCH 8 G12UN
6 5 S202
89295 A/Y 2.8
Oct
SWITCHES SHOWN WEIGHT ON WHEELS
Oct 5/16
5/16
PAGE 12
Oct
PAGE
PAGE 12
Oct 5/16
5/16
Effectivity
LANDING GEAR

POWER UP DOWN
G13A10
25A
CB38
G13C10
91-29-10
G12E20
GEAR SELECT
SWITCH CR303 CR302
MAIN BUS
LANDING GEAR
BLU
GRN
S313
CONTROL 309
J P
2 3 G12D20 5 K303 G12C20 K302
G12A20
5A 1 G12B20 4
CB37 G1A20
6 G12G20 HYDR
PUMP
G12L20
MT301
J104E P304E
G12H20 S332
3 G12F20
Hydraulic Pump
P
312
P J 14 309
PA-44-180, SEMINOLE
2
J
MAINTENANCE MANUAL
1
BLK
G12J20
P
G12K20N
G12N20
J HYD PRESSURE
6 4 114 LIMIT SWITCH
P
4 TO
L MAIN SPLICE WITH
SQUAT
G12P20, G12S20, & G12V20
6 5 S103 (SEE 91-32-60, FIGURE 1, SHEET 4)
101837 NEW 9.0
9129102
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
See “Landing Gear Control” on page 9132301 for airplanes equipped with Garmin G1000.
Hydraulic Pump
9129101 91-29-10 PAGE 32

PAGE
Oct 5/16
Oct 5/16
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE
PAGE 14
Oct
Oct 5/16
5/16 91-29-10 9129104
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
89295 A/Y 2.18

J
117
1
P
H2D16
P110
TO SWITCH LIGHTS DIMMER

J310
3
H2C16
P
309
7
J
H2B16
3
S323
2
H2A16
PITOT HEAT
CB330
15A
Pitot Heat
9130301 91-30-30 PAGE 1

Oct 5/16
PAGE 2
Oct 5/16
Effectivity
TO P318-9 (91-31-50, FIGURE 1, SHEET 2)
ANNUN

PANEL W8B20 W8E20 TO P318-8 (91-31-50, FIGURE 1, SHEET 2
W1A20 OFF 1 J301C P401C PITOT HEAT
W8F20 CURRENT SENSOR
W8A20 9
5A 2 A412
CB22 W9A20 3 J302E P402E 408 GRN
P J
91-30-30
9 W8D20 2 WHT
PITOT HEAT W8C20 6 BLK
4 J302C P402C
MAIN BUS
H2H16 2 H2J16 5 WHT
H2A16
15A 5 H2B16 1 H2C16 4
CB28 6
ON H2K16 1
PITOT HEAT H2L16 2 H2D16 3
SWITCH A413
H2E16 1 GRN
S323
J302D P402D WHT
H2Q16N BLK
H2P16N WHT
Pitot Heat
P308
5 11 4 10 PITOT HEAT
J308 GB2-A GB2-B CURERENT SENSOR
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
H2F16BLU
H2F16WHT
H2M16BLU
H2M16WHT
PITOT MAST P351
3 4 1 2
70W 122 J151
P J 101837 A 16.0
2 H2N16WHT
1 H2N16BLU
100W 117
J P
2 H2G16WHT
1 H2G16BLU
9130302
107740 NEW 16
9130301
FLAP SURF POSITION
NO
C
G29A22
NC OUTBD LIFT SENSOR
GB12-N P 710 J A101
G11G20 3 G29B22 P 727 J
C NO
W2B22 2 W2A22 W2A22N
FLAP SURF POSITION INBD LIFT SENSOR

1P605 0-10° A100
NO. 1 GIA 63W NC
DISCRETE IN* 7A 43 C
W3B22 4 W3A22 C NO
W1B22 1 W1A22 W1A22N
DISCRETE IN* 16A 59 H55A22 NO 25-40°
1P604
DISCRETE IN* 3 9 G11J20
DISCRETE IN* 1 7 H52C22
P 700 J
2P605
NO. 2 GIA 63W H2C18 13 H2D18WHT
DISCRETE IN* 7A 43 W3C22 H2F18N 14 H2D18BLU
DISCRETE IN* 16A 59 GB10-D
LH SIDEWALL
2P604 (107743)
PITOT SENSOR
P310 A502
4496396
DISCRETE IN* 3 9
Effectivity
NC
DISCRETE IN* 1 7 H52B22 2 GRN
C
NO
1 WHT
PA-44-180, SEMINOLE
PITOT/STATIC HT
MAINTENANCE MANUAL
4496339 thru 4496394 and

Pitot Heat and Stall Warning
P 727 J J100

PITOT
H2B18 5 WHT
13 H2E18WHT 3
STATIC SENSOR 14 H2E18BLU 4
H55B22
A502
PITOT HEAT SW NC
PITOT HEAT STATIC
CB202 J 350F P C 11 H1E18WHT 1
S301 H52A22N 6 BLK
2 1 OFF 12 H1E18BLU 2
7.5A CB212A18 4 H1A18 GB1-J NO
3 H1B18 4 WHT
5 4
H55C22N WHT
6 3
GB1-H
P 700 J
H1C18 11 H1D18WHT
91-30-30
H1F18N 12 H1D18BLU
GB10-C
Oct 5/16
PAGE 3
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107889 NEW 16

Effectivity
PAGE 4
Oct 5/16 91-30-30 4496339 thru 4496394 and
4496396 with GFC700
9130304
9130301
108044 NEW 16
FLAP SURF POSITION

NO
C
G29A22
OUTBD LIFT SENSOR
NC A101
GB12-N P 710 J
G11G20 3 G29B22 P 727 J
C NO
W2B22 2 W2A22 W2A22N
INBD LIFT SENSOR

FLAP SURF POSITION A100
1P605 NC 0-10°
NO. 1 GIA 63W C
DISCRETE IN* 7A 43 W3B22 4 W3A22 C NO
W1B22 1 W1A22 W1A22N
DISCRETE IN* 16A 59 H55A22 NO 25-40°
1P604
DISCRETE IN* 3 9 G11J20

DISCRETE IN* 1 7 H52C22
P 700 J
2P605
NO. 2 GIA 63W H2C18 13 H2D18WHT
DISCRETE IN* 7A 43 W3C22 H2F18N 14 H2D18BLU
DISCRETE IN* 16A 59 GB10-D
LH SIDEWALL
2P604 (107743)
PITOT SENSOR
Effectivity
P310
DISCRETE IN* 3 9 A502
NC
7 H52B22 2 GRN
DISCRETE IN* 1 C
with Garmin G1000

NO PITOT/STATIC HT
1 WHT
PA-44-180, SEMINOLE
4496395, 4496397 and up

MAINTENANCE MANUAL
P 727 J J100

H2B18 5 WHT PITOT
13 H2E18WHT 3
STATIC SENSOR 14 H2E18BLU 4
H55B22
A502 STATIC
NC 11 H1E18WHT 1
PITOT HEAT PITOT HEAT SW 12 H1E18BLU 2
CB202 J 350F P C
S301 H52A22N 6 BLK
2 1 OFF
7.5A CB212A18 4 H1A18 GB1-J NO
3 H1B18 4 WHT
5 4
H55C22N WHT
6 3
GB1-H
P 700 J
H1C18 11 H1D18WHT
H1F18N 12 H1D18BLU
GB10-C
91-30-30
Oct 5/16
PAGE 5
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 6
Oct 5/16 91-30-30 9130306
9130301
BATTERY M302
CONTACTOR
F402 M2C CLOCK M2DN
JGB1-F
5A
M303
F403 M2B 2 2
2
FLIGHT
M3B 3 3 M3C M3D
3 TIME
5A
M1B 1 1
1
F401 J440 P340
BATTERY M301
TB403 ENGINE
5A M1C HOUR M1D
METER
J306 4 13
P206 4 13
Hour Meter
TO OIL PRESSURE ANNUNCIATOR
(SEE 91-31-50, FIGURE 1) M1E
*S207
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
M3GN M3F M3E

*S208 P
214 6 4
4
* OIL PRESSURE SWITCHES
6 5
S203
RIGHT SQUAT SWITCH
91-31-20
SHOWN WITH WEIGHT ON WHEELS
89295 A/Y 2.7
Standard or Garmin G500

Effectivity
Oct 5/16
PAGE 1
PAGE 2
Oct 5/16
Effectivity
101829 A 8
91-31-20
HARNESS
HARNESS ASSY.
ASSY.
RIGHT WING
NOSE FWD
HOUR METER
M301
P402E J302E P305E J205E
+ - M1D20
4 M1C20 ENGINE HOURS M1D20 3
Hour Meter
HOUR METER
6 M3C20 + M303 - M3D20

6
M3D20
PA-44-180, SEMINOLE
FLIGHT TIME
7 P5BR20
MAINTENANCE MANUAL
P5BR20 1
8 P6BR20
P6BR20 2
9131202
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107740 NEW 25
NO. 1 GIA 63W 1P604
ANNUNCIATE 7 30
NO. 2 GIA 63W 2P604
ANNUNCIATE 7 30 D2A22
HOUR METER
TO J722-2 (SH 5) D1C22 D2B22
WITHOUT GFC 700
WITH GFC 700

107889 NEW 25
NO. 1 GIA 63W

1P604
ANNUNCIATE 7 30
SH 5
1P604 PIN 4
NO. 2 GIA 63W 2P604
ANNUNCIATE 7 30 D2A22
HOUR METER
TO J722-2 (SH 5) D1C22 D2B22
Hour Meter
Effectivity
9130301
4496339 thru 4496394 and
4496396
91-31-20 PAGE 3
Oct 5/16
PAGE 4
Oct 5/16
108044 NEW 25
91-31-20
NO. 1 GIA 63W 1P604
ANNUNCIATE 7 30 D2A22WHT D2B22 D1B22 TO J722-2 (SH 5)
ANNUNCIATE 9 32 D2A22ORN
HOBBES METER
Effectivity
MAINT
Engine Hour Meter
with Garmin G1000

REF SH 5
PA-44-180, SEMINOLE
1P604 PIN 4
4496395, 4496397 and up

MAINTENANCE MANUAL
NO. 2 GIA 63W 2P604

ANNUNCIATE 7 30 D2A22WHT
ANNUNCIATE 9 32 D2A22ORN D3A22 D1C22
HOBBES METER
BILLING
9131204
9130301
108044 NEW 49
OPTIONAL J 150 P
P 734 J 3 NC LEFT OIL
Figure 2
+
Effectivity
SEE SH 5 D10B22 D10C22 D10C22 10 D10D22 2 C PRESS SW
D10D22N 1 NO
HOUR METER
Maintenance Meter
with Garmin G1000

PA-44-180, SEMINOLE
4496395, 4496397 and up

MAINTENANCE MANUAL
J 250 P
P 733 J 3 NC RIGHT OIL
D11A22 10 D11B22 2 C PRESS SW
D11B22N 1 NO
91-31-20
Oct 5/16
PAGE 5
PAGE 6
Oct 5/16
91-31-20
108044 NEW 48
CO DET
CO DETECTOR P1 CB317
P 350A J
+28 VDC MAIN 1 H10A22 7 CB317A22 2A
PWR GND 5 H11A22N 1P603
Figure 3
Effectivity
GB12-D NO. 1 GIA 63W
CO Detector
SPARE GOUND 3 H12A22WHT 45 SIGNAL GROUND
with Garmin G1000

RS232 OUT 7 H12A22BLU 44 RS 232 IN 2
PA-44-180, SEMINOLE
RS232 IN 8 H12A22ORN 46 RS 232 OUT 2
4496395, 4496397 and up

MAINTENANCE MANUAL
9131206
9130301
107889 NEW 45
108044 NEW 45
107740 NEW 45
VISION 1000
APPAREO P1V1
J 1V2 P P3471 GMA 1347 AUDIO
CVR HI 2 R84A22WHT 1 R84B22WHT 72 PILOT HEADSET AUDIO OUT HI
CVR LO 1 R84A22BLU 2 R84B22BLU 53 PILOT HEADSET AUDIO OUT LO
Figure 1
3
F107
Vision 1000 Flight Data

PA-44-180, SEMINOLE
+28VDC POWER 7 R83A22WHT WHT TO AVIONICS BUS AT CB309 XM

MAINTENANCE MANUAL
Monitoring System (Optional)

GROUND 3 R83A22BLU 1A
GB4A-N
GB4A-P
GLARESHIELD GPS ANTENNA

P1V101 J1V102
91-31-30
with Vision 1000
Effectivity
Oct 5/16
PAGE 1
PAGE 2
Oct 5/16
108044 NEW 47
GDL 59
MAINT DATA
CB311
P591 350D
P J
AIRCRAFT POWER 1 72
91-31-30
POWER GROUND 53
GB6A-A
GDU 1050 #1 (PFD)

1P10001
AVIONICS
ETHERNET IN 1 A 10 R50A24WHT/BLU 2 ETHERNET OUT 1 A
ETHERNET IN 1 B 30 R50A24BLU/WHT 3 ETHERNET OUT 1 B
Figure 2
Effectivity
ETHERNET OUT 1 A 9 R50A24WHT/ORN 4 ETHERNET IN 1 A
ETHERNET OUT 1 B 29 R50A24ORN/WHT 5 ETHERNET IN 1 B
with Garmin G1000

PA-44-180, SEMINOLE
4496395, 4496397 and up

MAINTENANCE MANUAL
GDL 59 Maintenance Data Recorder

WIFI
ANTENNA
ANTENNA (107727-011)
9131302
ANNUNCIATOR
9130301
* LOW
HTR
ALT VAC OIL LOW OVER VOLTAGE
BUS TEMP MONITOR
LAMP TEST SW S338
Annunciator
J
1 3 2 4 6 5 7 8 9 317 3 1 2 J318
PA-44-180, SEMINOLE
P
MAINTENANCE MANUAL
ANNUNCIATOR
B1A TO MAIN BUS (91-24-30, FIGURE 2, SHEET 1 OR 2)
W6A
W7A
W4A*
W5A*
W1A H7B TO CABIN HEAT SENSOR (91-21-40, FIGURE 1, SHEET 1 OR 2)
5A J306 P206
CB324 S207
12 12 W7B W7CN
S205
TO P7BL 11 11 W5B* W5CN*
VOLTAGE
REGULATORS S106
(91-24-30, 11 11 W6B W6CN
P7BR S104
FIGURE 2, 10 10 W4B* W4CN*
SHEET 1 OR 2)
J303 P103
91-31-50
* Not installed in airplanes equipped with Garmin G500
89295 A/Y 2.11
Oct 5/16
PAGE 1
A410 A301
J410
2
GRN
PAGE 2
Oct 5/16
LOW VOLTAGE
Effectivity
RED
101837 D 8.0
MONITOR
3
GEAR WARN
BLK
PANEL
OIL PRESSURE
STARTER ENGAGE
ALTERNATOR INOP
LOW BUS VOLTAGE

HEATER OVERHEAT
PITOT HEAT OFF/INOP
ANNUNCIATOR
B1C20
B1D20
B1F20N P401C

7 8 J317 11 12 13 14 15 16 5 3 4 6 1 2 14 11 12 4 5 6 10 7 8 9 1 2 3
P318
20
J301C
TO F301 B1B20
(91-24-30, FIGURE 2, SHEET 3)
91-31-50
B1E20
TO S207-NC W7B20 9 W7A20

E5D20
H7B16
W8F20
W8E20
(SH 7) J205E P305E

G10B20
P7CL20
P7CR20
NC C
W6C20N W6B20 9 W6A20
S106 J104E P304E
OIL PRESSURE SW
ANNUN
PANEL
CB22 DJB1
TO J301B-6
W8A20 (91-24-30, FIGURE 2 SHEET 3) P7BL20 A F
W9A20 P7BR20 B G
Annunciator
5A TO J301B-3
W1A20 (91-24-30, FIGURE 2 SHEET 3)
MAIN BUS
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(91-21-40,FIGURE 1, SHEET 3)
TO J302A-4
TO S323-1
TO GEAR CONTROL
(91-30-30,FIGURE 1, SHEET 2)
(91-30-30,FIGURE 1, SHEET 2)
(91-80-10,FIGURE 1, SHEET 2)
TO STARTER CRCT
(91-32-60,FIGURE 1, SHEET 4)
TO J301C-9
TEST 6 20 W1E20
W5A20 TO P320-8
5 4 (91-32-60, FIGURE 1 SHEET 4)
W5B20 TO GEAR LIGHT ASSY
2 3 W2E20 (91-32-60, FIGURE 1, sheet 4)
S338 1 P335
W3A20 1 TO J335 A411
(91-34-20, FIGURE 5) P401C
NIGHT 9 W3B20 2
W1F20 2 W1G20 2
W1B20
8 W2F20 5 W2G20 5
W2B20
7
ANNUNCIATOR
S326 6 3 W9B20 3
20 DIMMER
1 W2D20 1
5 4 W2C20 ASSY
4 W1D20 4
2 3 J301C
W4A20N 6
W2A20N
DAY 1 W1C20 P409
GB1-R
20
9131502
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
MFD
R305
E7U20 E7T20 (E7S20) TO AVIONICS HARNESS
7.5A 3KW 1/2W
CB10 HORN
TO AVIONICS HARNESS
A306
101837 NEW 12.0
Exceedance Alert Effectivity

Figure 2 with Avidyne Entegra
9130301 91-31-50 PAGE 3

Oct 5/16
D700
PAGE 4
Oct 5/16
H C 107710 NEW 5
S376-4 107740 NEW 24
L87B22 J D L87A22 107889 NEW 24
(SH 23)
R704
S376-6
L67B22 F A L67A22
(SH 23)
G B
MASTER WARN SW
91-31-50
P372
GIA 63W #1 1P604
2
ANNUNCIATE* 4 27 3
ANNUNCIATE* 3 26 L68A22 6
9
12
1P605 11
DISCRETE IN* 15A 55 L69A22 4

L70A22 1
DISCRETE IN* 14A 54
8
Figure 3
4496396
Effectivity
L71A22N 10
GB5A-D
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
4496339 thru 4496394 and

L68B22
L72B22
Master Warning / Master Caution

MASTER CAUTION SW
P373
2P604 2
GIA 63W #2 3
ANNUNCIATE* 3 26 6
ANNUNCIATE* 4 27 L72A22 9
12
11
2P605
L73A22 4
DISCRETE IN* 15A 55
DISCRETE IN* 14A 54 L74A22 1
L75A22N 8
GB5A-E 10
9131504
9132301
NO. 2 GIA 63W 2P604
DISCRETE IN 16 15 G25B22
D701
P 710 J F406
A F G10B22 2 G10A22
NO. 1 GIA 63W 1P604 1A
F407
DISCRETE IN 16 15 G25A22 B G G7B22 1 G7A22
1A
B400
BLUE
GEAR PUMP HYD
CB212 J 351A P PUMP
GREEN
CB212A10 1 G3A10 G13C
30A BLK
GEAR UP GEAR DN
F405 K402 K403
G6A20
5A
G5D20
J312 HYD PRESS SW
Figure 1
S402
Effectivity
1
NO
P 700 J C
2
G6B20 26 NC
with Garmin G1000

Landing Gear Control
PA-44-180, SEMINOLE
GEAR SELECT P
G26A20N
MAINTENANCE MANUAL
S300 DN
4
5 G4A20 24 G4B20
G5A20 WOW RLY G5B20 27 G5C20
6
UP GND K400
1
9
AIR 4 A TO 1P605-67
G20A22
(SH 13)
B G19A22N P 700 J
TO P733-3 107740 NEW 12
GB3A-B (SH 13) 20 25 G27A20 108044 NEW 12
107889 NEW 12
91-32-30
Oct 5/16
PAGE 1
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 2
Oct 5/16 91-32-30 9132302
DOWN LOCK
LANDING GEAR SWITCHES
TB401
INDICATION
9130301
S102
1 J405 P105 113
P J L. MAIN
G1A 1 1 G1B G2AL 1 1 G2BL 1
3A
1
CB318 P301 J401
G2DL 1 1 G2CL 3 3
J303 P103
B
(POSITION S402
413
LIGHTS 2 P J NOSE
SWITCH) G3A 1
4 1
G2FN 3
5 G3C 2 2 G3B 3
G2E
P301 J401
JGB1-M S316
S/N’S 4496001 THRU 4496088 ONLY
(SEE ALSO 91-33-40, FIGURE 2, SHEET 1) S202
J408 P208 213
P J R. MAIN
TO CB325 L9A G2AR 1 1 G2BR 1
(91-33-10, FIGURE 1, SHEET 2) 1
DAY L R 3
PA-44-180, SEMINOLE
5 T T G2DR 3 3 G2CR 3
MAINTENANCE MANUAL
NIGHT
OPTIONAL 6 SWITCH M M
A J306 P206
Landing Gear Position and Warning

DIMMER A N
RELAY I O I
A N N SWITCHES SHOWN GEAR DOWN AND LOCKED
S
E
GEAR LIGHTS ARE:
G2FN 2
1 #330 LAMP, .08 AMP
G2E
JGB1-M S326 G2GN

75 Ohm
91-32-60
JGB1-R
NOTES: A CONNECTS TO SWITCH LIGHTS DIMMER.

89295 T/Y 2.9
B SWITCH SHOWN IN OFF POSITION; GEAR POSITION LIGHTS NOT DIMMED
Oct 5/16
PAGE 1
89295 H/W 2.10
S102 DN LOCK
PAGE 2
Oct 5/16
J405 P105 113 5 SWITCHES
Effectivity
P J
GEAR WARN G5AL 2 2 G5BL 4 L. MAIN
4
P301 J401 6
G5DL 3 3 G5CL 5
3A G4A 3 3 G4B S402
5 5
CB319 413
4496001 thru 4496216

G10B 4 4 G10A P J
7
6 G6A 4 NOSE
4
GEAR UNSAFE 1 TO 6
G6B 5
91-31-50,
G10C 2 S202
91-32-60
FIGURE 1,
G10D 3 SHEET 1 J408 P208 213 5
P J
P318 G5AR 2 2 G5BR 4 R. MAIN
GEAR HORN 4
6
G5DR 3 3 G5CR 5
FLASHER
+ GEAR SQUAT
S103
GND SELECT J405 P105 114 3 SWITCH
J SWITCH P J 1 AIR
1 316 S313 G7A 4 4 G7B 1 L. MAIN
GND
2
P G7D 2 2 G7C 2
5 6 UP
G7E 8
DN J303 P103
4 UP LOCK
K304 G11M S101 SWITCHES
PA-44-180, SEMINOLE
G11TN
1 NO
MAINTENANCE MANUAL
THROTTLE G8AL 5 5 G8BL 3 L. MAIN

S339 NC
G11R G11SN 10 2

G8DL 6 6 G8CL
332 J405 P105 S401
G11P P J 9 9 G11L 9
S340 1 412
S329 P J 1 2 NOSE
2 2 G11B 5 5 G11A G9A 1
G11N
11
G11U 1 G11C 6 6 G11D G9B 2
P331 S201
G11G 2 G11F 7 7 G11E J408 P208 3
1 NO
R. MAIN
G11H 3 G11J 8 8 G11K G8AR 4 4 G8BR
NC
S330 P J 12 2
309 P301 J401 G8DR 5 5 G8CR
FLAP
SWITCHES SHOWN GEAR DOWN AND LOCKED, WEIGHT ON WHEELS
9132602
S102 DN LOCK
9130301
J405 P105 113 5 SWITCHES
P J
GEAR WARN G5AL 2 2 G5BL 4 L. MAIN
4
6
P301 J401 G5DL 3 3 G5CL 5
G4A 3 3 G4B S402
3A 5
413 5
CB319 G10B 4 4 G10A
7 P J
6 G6A 4 NOSE
4
GEAR UNSAFE 1 TO 6
G6B 5
G10C 2 91-31-50, S202
FIGURE 1,
3 SHEET 1 J408 P208 213 5
G10D
P J
GEAR HORN P318 G5AR 2 2 G5BR 4 R. MAIN
FLASHER 4
GEAR 6
+ G5DR 3 3 G5CR 5
SELECT
J GND SWITCH S103 SQUAT
1 316 S313 J405 P105 114 3 SWITCH
P J 1 AIR
P 5 6 UP G7A 4 4 G7B 1 L. MAIN
G7E GND 2
DN G7D 2 2 G7C 2
4
G11M 8
MP SW RH J303 P103
UP LOCK
K304 P225 S101 SWITCHES
G11TN C P232 J332
NO
1
A G11W 1 1 G8AL 5 5 G8BL 3 L. MAIN
G11R G11SN
PA-44-180, SEMINOLE
B G11V 2 2 10 2 NC
G8DL 6 6 G8CL
MAINTENANCE MANUAL
J405 P105
G11BB
G11P G11VV S401

S340 9 9 G11L 9 412
MP SW LH NOSE
P125 P J 1 2
5 5 G11A G9A 1
C P103 J303 G11B 11
6 6 G11D G9B 2
A G11X 14 14
S201
G11N 2 2 B G11Y 13 13 7 7 G11E J408 P208 3
G11Z NO
1
G11U 1 1 G11C 8 8 G11K G8AR 4 4 G8BR R. MAIN
P331 J331 12 2 NC
G11G 2 G11F P301 J401 G8DR 5 5 G8CR
G11H 3 G11J
S330 P J
91-32-60
309
FLAP
GEAR SHOWN DOWN AND LOCKED, WEIGHT ON WHEELS 89295 Y 2.10
4496217 and up
Effectivity
Oct 5/16
PAGE 3
LANDING GEAR CONTROL
P304C J104C 113
J P 1 2
G1A20 G2AL20 1 G2BL20 1
5A 3
PAGE 4
Oct 5/16
CB37 G12A20 G2DL20 2 G2CL20 3
Effectivity
4 5
G5AL20 3 G5BL20 4
6
LEFT MAIN
GEAR HORN G5DL20 4 G5CL20 5
MAIN BUS
7 8
DOWN LOCK SW
G12P20 5 G12Q20 7
G4A20 9 S102
3A G12R20N 8
S/N’S 4496224 THRU 4496226, AND 4496174

CB36
GEAR HORN
A304
GEAR HORN + NO
A304 FLASHER C
G8AL20 6 G8BL20 LEFT MAIN
FLASHER + A303 NC UP LIMIT SW
P G8DL20 7 G8CL20
L A303 S101
J316 + - 1 J316
91-32-60
114
G11W20 J S313 J P 3
G7A20 8 G7B20 1 LEFT MAIN
G11X20 G11Y20N 6 1 SQUAT SW
2
G7D20 9 G7C20 2
G7E20 S103
GB2-H 5
4
J301D P401D 413
G4B20
2
G11L20
G11M20 GEAR J P 1
SELECT G3A20 1 G3B20 1
SW 3
G11SN G3D20 2 G3C20 3
S340 TO P318-6 4 5
G6A20 3 G6B20 4
GB1-K 91-31-50 FIGURE 1, SHEET 2
NOSE
GEAR WARN 6
G10B20 G6D20 4 G6C20 5
MUTE 8
7
TO J309-14 5
DOWN LOCK SW
G12N20 G12V20 G12W20 7

G11TN 91-29-10 FIGURE 1, SHEET 1 9
G12X20N 8 S402
G11P
G11R
GB1-L 412
J P
NOSE
G11K20
K304 C H G9A20 7 G9B20 1
1 S401 2 UP LIMIT
PA-44-180, SEMINOLE
331 J D G10A20 G9D20 8 G9C20 2 SW

MAINTENANCE MANUAL
P J
G11U 1 G11E20 G11V20 DJB1
NO S330 P305C J205C 213
G11DL20 2

G11N 2 J P 1
G11DR20 C G11H20 G2AR20 1 G2BR20 1
3
G11G20 G2DR20 2 G2CR20 3
S209 P 5
FLAP SW 4
R MAP SW 309 2 3 G5AR20 3 G5BR20 4
P225 J 6
C J205E G11F20 G11J20 G5DR20 4 G5CR20 5
8
RIGHT MAIN
G11AR20 7
A G11BR20 4 G12S20 5 G12T20 7
DOWN LOCK SW
G11AL20 9 S202
B G11CR20 5 G12U20N 8
TO ANNUN DIMMER
P305E (91-31-50 FIGURE 1, SHEET 2)
L MAP SW C NO
P125 G8AR20 6 G8BR20 RIGHT MAIN
C TO S338-6 (TEST) UP LIMIT SW
NC
(91-31-50 FIGURE 1, SHEET 2) G8DR20 7 G8CR20
W5B20
A 4 S201
G11BL20
W5A20
B G11CL20 5
S109
J104E P304E P320
7 8 9 4 5 6 1 2 3
GEAR LIGHT ASSY. RIGHT NOSE LEFT A302 101837 D 10.0
9132604
107740 NEW 13
9130301
(89291-004)
R SQUAT
NO. 1 GIA 63W 1P605 P 703 J J 214 P
S202 GND
G15D22 21 G15C20N 2 NC
DISCRETE IN* 1A 37 G13B22 C
G15A22N 20 G15B20N 1
DISCRETE IN* 2A 38 G14D22
DISCRETE IN* 10A 46 G16C22 NO
GB15-C AIR
DISCRETE IN* 11A 49 G11C22 18 G13A20
DISCRETE IN* 13A 53 G17D22
DISCRETE IN* 12A 52 G9B22 (36472-015)
SUPERFLAG 1A 67 G20A22
17 R UP LIMIT
J412 NOSE GEAR UP LIMIT G14A22N 16 S201 UP
J 723 P
G14C20N NO
1P604 GB15-B G23A20N 22 C
11 G16B22 4 G14B20N
10 NC NC NC
DISCRETE IN* 10 20 G21C22
GB15-A N/UP
DISCRETE IN* 11 21 G28B22 G16A22N 3
DISCRETE IN* 2 8 G24B22 NO NO
R DNLOCK
J 213 P
S200 DNLK
2P604 NOSE GEAR DNLOCK
J413 3 NO
NO. 2 GIA 63W P 733 J C
J 722 P G23B20N 1
DISCRETE IN* 2 8 G11A22 3 G12B20 3 G12A20 2 NC
DISCRETE IN* 10 20 6 G31A20 2 NC
DISCRETE IN* 11 21 C N/DNLK
G30A20N 1
NO (89291-003)
4496396
2P605
Effectivity
G31B20
DISCRETE IN* 1A 37 G13C22 L DNLOCK
DISCRETE IN* 2A 38 G14E22
DISCRETE IN* 10A 46 G16D22 P 734 J J 113 P
PA-44-180, SEMINOLE
S100 N/DNLK
DISCRETE IN* 11A 49 G11D22 TO J700-25

MAINTENANCE MANUAL
4496339 thru 4496394 and

20 G8B20 3 G8A20 2 NC
DISCRETE IN* 13A 53 G17E22

(SH 12) C
DISCRETE IN* 12A 52 G9C22 G22B20N 1

SUPERFLAG 1A 67 G20B22 P 704 J NO
(89291-003) DNLK
G22A20N 22
G9A20 3
GB12-A (36742-015)
GEAR SELECT 18 L UP LIMIT
S300
S102 UP
3 UP 17 G17C20N NO
2 G28A22 C
G21A22N G17A22N 16 G17B20N
G21B22
1 NC
DN
GB12-B N/UP
GB3A-C
L SQUAT
J 114 P
S101 GND
21 G24A20 2 NC
91-32-60
C
TO K400-A G18A22N 20 G18B20N 1
(SH 12) NO
GB12-C AIR
(89291-004)
Oct 5/16
PAGE 5
PAGE 6
Oct 5/16
1P605
NO. 1 GIA 63W R SQUAT
P 703 J J 214 P
S202 GND
G15D22 21 G15C20N 2 NC
DISCRETE IN* 1A 37 G13D22WHT C
G15A22N 20 G15B20N 1
DISCRETE IN* 2A 38 G13D22BLU
DISCRETE IN* 11A 49 G11C22 NO AIR
DISCRETE IN* 10A 46 G16C22
DISCRETE IN* 13A 53 G17D22WHT GB15-C
SUPERFLAG 1A 67 G20A22 18 G13A20
17 R UP LIMIT
1P604 J 723 P
G14C20N NO
91-32-60
G23A20N 22 C
11 G16B22 4 G14B20N
10 GB15-B
DISCRETE IN* 10 20 G21C22WHT NC NC NC
N/UP
DISCRETE IN* 11 21 G21C22BLU G16A22N 3
DISCRETE IN* 2 8 NO NO GB15-A
G24B22
R DNLOCK
J 213 P
2P604 S200 DNLK
NOSE GEAR DNLOCK 3 NO
J413
NO. 2 GIA 63W P 733 J C
J 722 P G23B20N 1
DISCRETE IN* 10 20 6 G31A20 2 NC N/DNLK
DISCRETE IN* 11 21 C
G30A20N 1
NO
2P605
G31B20
Effectivity
DISCRETE IN* 1A 37 G13E22WHT
DISCRETE IN* 2A 38 G13E22BLU L DNLOCK
DISCRETE IN* 11A 49 G13E22ORN P 734 J J 113 P N/DNLK
S100
TO J700-25 NC
DISCRETE IN* 10A 46 G16E22ORN 20 G8B20 3 G8A20 2
DISCRETE IN* 13A 53 (SH 12) C
4496396 with GFC700

G16E22WHT G22B20N 1
PA-44-180, SEMINOLE
DISCRETE IN* 12A 52 G16E22BLU

NO
MAINTENANCE MANUAL
4496339 thru 4496394 and

SUPERFLAG 1A 67 G16E22GRN P 704 J DNLK

G22A20N 22
G9A20 3

GB12-A
GEAR SELECT L UP LIMIT
S300 18 S102 UP
3 UP 17 G17C20N NO
2 G21B22BLU C
G17A22N 16 G17B20N
G21B22WHT
1DN NC
N/UP
G21A22N GB12-B
L SQUAT
J 114 P
S101 GND
21 G24A20 2 NC
C
TO K400-A G18A22N 20 G18B20N 1
GB3A-C (SH 12) NO
AIR
107889 NEW 13 GB12-C
107710 D 12
9132606
108044 NEW 13
(89291-004)
1P605
9130301
R SQUAT
NO. 1 GIA 63W P 703 J J 214 P
S202 GND
G15D22 21 G15C20N 2 NC
DISCRETE IN* 1A 37 G13D22WHT C
G15A22N 20 G15B20N 1
DISCRETE IN* 11A 49 G11C22 NO AIR
DISCRETE IN* 10A 46 G16C22
DISCRETE IN* 13A 53 G16D22WHT GB15-C
DISCRETE IN* 12A 52 G16D22BLU (36472-015)
SUPERFLAG 1A 67 G20A22 18 G13A20
17 R UP LIMIT
1P604 J 723 P
G14C20N NO
G23A20N 22 C
11 G16B22 4 G14B20N
10 GB15-B
DISCRETE IN* 10 20 G21C22WHT NC NC NC
N/UP
DISCRETE IN* 11 21 G21C22BLU G16A22N 3
DISCRETE IN* 2 8 G24B22 NO NO GB15-A
R DNLOCK
J 213 P
2P604 S200 DNLK
NOSE GEAR DNLOCK
J413 3 NO
NO. 2 GIA 63W P 733 J C
J 722 P G23B20N 1
DISCRETE IN* 10 20 6 G31A20 2 NC N/DNLK
DISCRETE IN* 11 21 C (89291-003)
G30A20N 1
NO
2P605
Effectivity
G31B20
with Garmin G1000

DISCRETE IN* 1A 37 G13E22WHT
DISCRETE IN* 2A 38 G13E22BLU L DNLOCK
PA-44-180, SEMINOLE
DISCRETE IN* 11A 49 G13E22ORN P 734 J J 113 P
4496331, 4496339 and up

MAINTENANCE MANUAL
S100 N/DNLK
TO J700-25 NC
DISCRETE IN* 10A 46 G16E22ORN 20 G8B20 3 G8A20 2
DISCRETE IN* 13A 53 G16E22WHT (SH 12) C
G22B20N 1

DISCRETE IN* 12A 52 G16E22BLU
SUPERFLAG 1A 67 G16E22GRN P 704 J NO
(89291-003) DNLK
G22A20N 22
G9A20 3
(36742-015)
GB12-A
GEAR SELECT L UP LIMIT
S300 18 S102 UP
3 UP 17 G16C20N NO
2 G21B22BLU C
G21A22N G17A22N 16 G17B20N
G21B22WHT
1DN NC
N/UP
GB3A-C GB12-B
L SQUAT
91-32-60
J 114 P
S101 GND
21 G24A20 2 NC
C
TO K400-A G18A22N 20 G18B20N 1
(SH 12) G20A22 NO
AIR
GB12-C (89291-004)
Oct 5/16
PAGE 7
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 8
Oct 5/16 91-32-60 9132608
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Panel and Switch Lighting Effectivity

Figure 1 (Sheet 1 of 9) 4496001 thru 4496029
9130301 91-33-10 PAGE 1

Oct 5/16
89295 N/Y 2.17
PAGE 2
Oct 5/16
S/N'S 4496089 AND UP ONLY
Effectivity
PANEL LIGHTS
TO DAY/NIGHT SWITCH
L9A (SEE FIGURE 91-16)
5A L8A
CB325
DIMMER CONTROL
Standard or Garmin G500

RADIO PANEL
LIGHTS LIGHTS
91-33-10
J3 13 14 15 10 11 12 7 8 9 4 5 6 1 2 3
P319 13 14 15 10 11 12 7 8 9 4 5 6 1 2 3
COMPASS
L L L
SWITCH LIGHTS 8 8 8 LIGHT
C B E AVIONICS
A
LIGHTING BUS J
L3A P
5A 324
CB326 330
P
J
PA-44-180, SEMINOLE
Panel and Switch Lighting

L L
MAINTENANCE MANUAL
3 3 P P
C L E L 322 323
3 3
D F J J
A A A A
A A A A
A A A A
LIGHT HARNESS
329 A A
J P
A A A
A = LAMP #330, .08 AMP
9133102
9130301
R301 J301E P401E P403
RADIO 5K 2
LIGHTS L3G20 2 L3H20 B A414
1
L3F20 3 L3E20 C
CW AVIONICS LIGHTS
L3A20 1 L3B20 A
5A DIMMER
MAIN BUS
CB24 L3D20N 4 L3C20 D
L3K20 5 L3J20 F
GB1-M
LB1
M
A #1 GNS-430
B #2 GNS-430
C GMA-340
D GTX-330
E
F
PA-44-180, SEMINOLE

MAINTENANCE MANUAL
G
H
J
K
L
101837 A 21.0
91-33-10
Effectivity
Oct 5/16
PAGE 3
PAGE 4
Oct 5/16
Effectivity
101837 A 21.1

J301E P401E P404
PANEL/SW 5K R302 2
1
91-33-10
L9A20 L8F20 7 L8E20 C
CW PANEL LIGHTS
L8A20 8 L8B20 A
DIMMER
MAIN BUS
7.5A 9 D
L8D20N L8C20
CB23
L8J20 F
GB1-N L8K20 6
J301F P401F
LB2 J324 P324

M GB3A-N L8M20N 2 COMPASS
1 LIGHT
A L8L20
B
C
PA-44-180, SEMINOLE

D
MAINTENANCE MANUAL
E KI-227 (ADF IND)

F A/P TRIM ANNUN
G FG3A22WHT TO P319-D, 91-34-20, FIGURE 1
H GI-106 (NAV IND)
J KDI-572 (DME IND)
K
L L8N20 (POST LIGHTS HARNESS ASSY.)
9133104
9130301
J301F P401F P405
PANEL/SW 5K R303 2
1
L8A20 L9F20 3 L9E20 C
CW SWITCH LIGHTS
L9A20 1 L9B20 A
7.5A DIMMER
MAIN BUS
CB23 L9D20N 4 L9C20 D
L9K20 5 L9J20 F
GB1-P
LEFT ENGINE RIGHT ENGINE
MAG MAG START MAG MAG
LEFT RIGHT L R LEFT RIGHT
A B A B A B A B A B
LB3
M
A L9L20
B L9N20 L9M20N
GB3A-M
C L9R20
D LEFT RIGHT
BATT ALTR ALTR RADIO LDG NAV STROBE FUEL FUEL RECOG PITOT
E MASTER LEFT RIGHT MASTER LIGHT LIGHT LIGHTS PUMP PUMP LIGHT HEAT
F
G A B A B A B A B A B A B A B A B A B A B A B
PA-44-180, SEMINOLE

H
MAINTENANCE MANUAL
J L9S20
K L9T20
L9P20N
L
GB3A-L
CABIN
HEAT REC
FAN BLOWER
A B A B
L9Q20N
91-33-10
GB3A-K 101837 A 21.2

Effectivity
Oct 5/16
PAGE 5
WITH S-TEC
AUTOPILOT ONLY DAY/NIGHT SW
PAGE 6
Oct 5/16
S376
P555-1 2 1 OFF L46C22N
(SH 39 & 40) L46A20
J616-3 3
(SH 6) L58C22 5 4 L87B22 D700-J (SH 24) GB1-P
D303 6 L67B22 R704-F (SH 24)
ON
AVIONICS DIMMER
CB107
J 350A P
J 344 P AVIONICS LIGHT DIMMER
5A CB107A22 8 L58A22 L86A22 S344
LB3 L58B22 1 POS
91-33-10
A L59A22 2 CKT
B L62A22 1P10001-59 (SH 27)
C
D L64A22 2P10001-59 (SH 27) L61A22N 3 NEG
E
F L66A22 P3472-52 (SH 34)
G GB1-E
H
J
K
L
M
4496396
Effectivity
INSTRUMENT PANEL DIMMER
P350C-1 L51A20 POS
S343
(SH 22)
L57A20N NEG
PA-44-180, SEMINOLE

MAINTENANCE MANUAL
4496339 thru 4496394 and

GB1-L
LB5
A L54A20 CKT
J321 WASH LIGHTS

(107556)
C L80A20 1 107740 NEW 23
L81A20N 2 107889 NEW 23
E GB1-K
9133106
R UPR INSTR PANEL R CENTER INSTR PANEL L CENTER INSTR PANEL
9130301
CABIN STROBE LANDING RECOG NAV DAY (OPT) EMERG AVIONICS R L BATT
VENT FAN HEAT LIGHTS LIGHTS LIGHTS LIGHTS NIGHT PITOT HEAT AP/FD BATT MASTER ALTR ALTR MASTER
(107715)
L41A20
C49A22N
L91A20N
L40A20N
L42A20N
GB2-D GB2-B GB2A-A GB2-F
L MID INSTR PANEL L LWR INSTR PANEL
R ENGINE L ENGINE
R FUEL L FUEL R ENG R ENG R ENG L ENG L ENG L ENG
PUMP PUMP R MAG L MAG PRIMER START PRIMER R MAG L MAG
4496396
Effectivity
LB1
PA-44-180, SEMINOLE

MAINTENANCE MANUAL
4496339 thru 4496394 and

C
L89A20N
L44A20N
D L39A20
J L88A20 GB2-E
A L37A20 GB2-C
B L90A20
P350A CB PANEL PLACARD LIGHTS
H L43A20
(107721)
K L84A20 6
E L48A22 P872-9 (SH 43) L85A20N 7
F L45A20 P551-15 (SH 37)
G SWITCH LIGHT DIMMER GB2-A
M L49A20 CKT S342
L L92A20 PANEL DIMMER
CB106 J 350C P
107889 NEW 22
7.5A CB106A20 1 L50A20 POS 107740 NEW 22
J322 L53A20N NEG 107708 B 3
LIGHTED PLACARD
1 (107396-005)
GB1-M
91-33-10
P323
LIGHTED PLACARD INSTRUMENT
L93A20N 1 (107396-004) L51A20 PANEL DIMMER
(SH 23)
GB10-K
Oct 5/16
PAGE 7
P 520 J EL PANELS INVERTER
PAGE 8
Oct 5/16
LB1-M (SH 22) L49B20 RED 1 RED A338 (89845-003)
L49C20 BLK 2 BLK
L89A20N 3
GB13-D P521 EL PLACARD - CB

(107721)
L92A20 1
L92A20N 2
GB13-M P522 EL PLCARD - ALT STATIC

L93A20 1 (107721)
L93A20N 2
91-33-10
LB6
A
B GB10-L P523 EL PLACARD - DIMMING
C (107721)
D L94A20 1
E L94A20N 2
F
GB10-M P524 EL PLACARD - AC
L95A20 1 (107721)
L95A20N 2
GB13-P P525 EL PLACARD - LANDING
Effectivity
L96A20 1 GEAR
L96A20N 2
with Garmin G1000

(107721)
J616-3
PA-44-180, SEMINOLE
L58C22
(SH 6)
4496395, 4496397 and up

GB10-P
MAINTENANCE MANUAL
D303
AVIONICS DIMMER
CB107 J 350AP
J 344 P AVIONICS LIGHT DIMMER
5A CB107A22 8 L58A22 S344
LB3 L58B22 1 POS

MM - PA-44-180 180T (SNs 4496001 and Up)

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AIRPLANE MAINTENANCE MANUAL

PIPER AIRCRAFT, INC.

© 1997, 2006–2010, 2012–2014, 2016 Piper Aircraft, Inc.

Revision Publication Date

iii Revision Status PAGE 1

THIS PAGE INTENTIONALLY BLANK

LIST OF EFFECTIVE PAGES

Intro-List of 1 Oct 5/16

Intro-Table of Contents 1 Oct 5/16

Introduction 1 Oct 5/16

Index 1 Oct 5/16

v INTRO - LIST OF EFFECTIVE PAGES PAGE 1

THIS PAGE INTENTIONALLY BLANK

INTRO - CONTENTS PAGE 1

THIS PAGE INTENTIONALLY BLANK

1. Instructions for Continued Airworthiness

Model Year Serial Numbers Model Year Serial Numbers

1995 4496001 thru 4496005 2007 4496231 thru 4496246

4. Serial Number Explanation

Type Certificate Designation SEQUENCE NUMBER

5. Assignment of Subject Material

12. Supplementary Publications

S/N’s 4496395, 4496397 and up

13. Chapter/Section Index Guide

CHAPTER SECTION TITLE

5 TIME LIMITS/MAINTENANCE CHECKS

6 DIMENSIONS AND AREAS

7 LIFTING AND SHORING

8 LEVELING AND WEIGHING

9 TOWING AND TAXIING

10 PARKING AND MOORING

11 PLACARDS AND MARKINGS

CHAPTER SECTION TITLE

20 STANDARD PRACTICES - AIRFRAME

CHAPTER SECTION TITLE

30 ICE AND RAIN PROTECTION

30 Pitot and Static

31 Indicating / Recording Systems

10 Instrument and Control Panels

CHAPTER SECTION TITLE

70 STANDARD PRACTICES - ENGINE

CHAPTER SECTION TITLE

73 ENGINE FUEL & CONTROL

10 Electrical Power Supply

91 CHARTS & WIRING DIAGRAMS

THIS PAGE INTENTIONALLY BLANK

Index page number references are coded.

A Annunciation (G1000) Airspeed Tape Speed

INDX1 INDEX PAGE 1

Attitude and Direction B Temperature Conversion:

D Gear Horn: 392017, 392018 EBD. See Aspen Avionics

INDX3 INDEX PAGE 3

Electrical (cont.) Navigation: 9133405, Standby Instruments -

Electrical (cont.) Oil Temperature: 79304 Standard Procedures: 27001

INDX5 INDEX PAGE 5

Garmin G1000 S/N’s 4496331, Magnetometer Interference Shield Block Installation to

INDX7 INDEX PAGE 7

Garmin G1000 S/N’s 4496395, Heating: 21401 Inspection

INDX9 INDEX PAGE 9

K Lubricants Parking: 10101

Rod End Bearing Installation: Stabilator Trim Controls Tires: 12109

INDX11 INDEX PAGE 11

Tube Fittings, Flareless: 20007 W