I downloaded the manual with no problems thank you for your time to fix this matter. Initial download of a Komatsu parts manual was a corrupt zip file. However, I contacted the provided support email address and they promptly provided a link to the pdf file for download. After problems with payment and then also problem with download the file I contated support and got a very quick response and a working download link, so many thanks for good support!
Correct manual. Came within 10 mins to my inbox. I put it on my office computer and then copied it to my field laptop. It was pages same as OEM manual. I printed pages from this pdf easily.
I'm sad they didn't have the wiring diagram manual to go with it. JD D. Very useful and effective! Even if you don't know your engine model exactly, they can correct for you and find the correct manual for you! PDF file also clear and nice! I'll order the another service manual again.
Purchased manual was received quickly, and though while the original download link was for the incorrect manual, it was quickly replaced and resent with the right one without hassle. Very appreciated. All the way great Manual quality just like OE dealerships would issue. Exactly what I needed The product is exactly what I was looking for. It became available in a matter of seconds from the time it was ordered. I purchased the manual for a New Holland swather, but the manual that I downloaded was a different model than the one I purchased.
In no time, WorkshopManual sent me the link to the correct manual. Manuals are fantastic and full of valuble information. I am a profesional mechanic for 45 years. They take a minute to download but well worth the wait. When you order they even ask your serial number to be sure your getting the right stuff. Skip to navigation Skip to content Email us: [email protected]. Send us a request [email protected] Social Facebook Twitter Instagram. Rated 5 out of 5 based on 71 customer ratings.
Hi Jim C and others, I don't know the Bomar story, except Bomar posted manuals for download and then took them down. I would suspect a copyright issue. But after taking a closer look, the Cherokee manuals don't appear to be copyrighted. I would hope the manuals would not be something that Piper would feel they need to sell at a profit. Rather, as a gesture that promotes goodwill and in the interest of good product support, Piper should make the manuals readily available at a nominal cost.
I think Piper would rather that aircraft that they produced be repaired, serviced, and maintained with the benefit of the correct manuals. Although, certainly a lot of work can be done on these airplanes without any real reference materials. Filling Brake Cylinder Reservoir Draining Brake System Servicing Tires Power Plant Servicing Power Plant Induction Air Filter. Removal of Air Filter Service Instruction Cleaning and Ins pection Installation of Air Filter Servicing Propeller Servicing Fuel System Filling Fuel Tanks PA Draining Fuel System Anti-Icing Fuel Additive Electrical System Ser icing Electrical System Oil System Engine Servicing Oil System Filling Oil Sump Draining Oil Sump Oil Screens.
Oil Screen. Full Flow. Oil Filter. Lubrication Instructions. Application of Oil Application of Grease Winterization Plate. Lubrication Chart. This section contains routine handling and servicing procedures that are most frequently encountered. Frequent reference to this section will aid the individual by providing information such as the location of various components, ground handling procedures, routine service procedures and lubrication.
When any system or component requires service other than the routine procedures as outlined in this section, refer to the appropriate section for that component. The principal airplane dimensions are shown in Figures through and are listed in Table II-I. In order to facilitate the location of various components of theairplanewhichrequiremaintenance and servicing, a method utilizing fuselage station Sta.
Refer to Figures thru Fuselage stations, buttock lines, and water lines are reference points measured by inches in the vertical or horizontal direction from a given reference line which indicates station locations of structural members of the airplane. Station 0 of the fuselage is The reference datum line is located Whenfiguringvarious weight and balance computations, the empty, static and gross weight, and center of gravity of the airplane may be found in the Weight and Balance Form of the Airplane Flight Manual.
Two Two 25 U. Cleveland , x 6 7 Cleveland , x 6 8 Cleveland ' Cleveland 8 x 6, 4 ply rating x 6, 4 ply rating 24 psi. Cleveland , x 6 19 Cleveland 18 Cleveland 9 x 6, 4 ply rating x 6, 6 ply rating psi psi. Two Two. Paul, Minesota Shamban W. Adhesive Coatings and Sealers Div. Paul, Minnesota Protective Coatings, Inc.
Fremont Ave. The serial number plate is located on the left side of the fuselage near the leading edge of the stabilator. The serial number should always be used when referring to the airplane on service or warranty matters.
The access and inspection provisions for the airplane are shown in Figures thru The component to be serviced or inspected through each openingis identified in the illustration. All access plates and panels are secured by either metal fasteners or screws.
To enter the aft section of the fuselage,open the baggage compartment door and remove the access panel. Because of the simplicity and easy accessibility of components, few special tools outside normal shop tools will be required. Tools that are required are listed in the back of the PA Parts Catalog and may be fabricated to dimensions given in the back of the section that pertains to a particular component.
The torque values given in Table II-III are derived from oil-free, cadmium-plated threads and, unless otherwise noted, are recommended for all air-frame installation procedures where torquing is required. Torque wrenches should be checked daily and calibrated by means of weights and a measured lever arm to make sure that inaccuracies are not present. Checking one torque wrench against another is not sufficient and is not recommended. Some wrenches are quite sensitive as to the way they are supported during a tightening operation.
Any instructions furnished by the manufacturer must be followed explicitly. When it is necessary to use a special extension or adapter wrench together with a torque wrench, a simple mathematical equation must be worked out to arrive at the correct torque reading. Following is the formula to be used: Refer to Figure A bolt requires 30 foot-pounds and a 3 inch adapter one-quarter of a foot or. You want to know what scale reading it will take on a one-foot lever arm wrench to obtain the 30 foot-pounds at.
In general, avoid all complex assemblages or adapters and extensions of flex joints. Undertorque resultin unnecessary of nuts and bolts as well as the parts they are holdingtogether.
When loads will be transmitted are insufficientpressures applied,uneven wear or which may result in excessive throughoutthe assembly premature failuredueto fatigue.
Overtorque be equally can damaging the areas. Calibrate torquewrenchperiodically assure andrecheck frequently. Ascertain by otherwise specified themanufacturer. Run nut downto nearcontact with the washer bearing or surface check"friction dragtorque"required turnthe and to nut. Add the friction drag torque to the desiredtorque recommended the manufacturer, obtaindesired by or torque to as shownin Chart Thisis referred as final torque which should register the indicatoror the settingfor a on type snapover wrench.
The walkwayis made of a non-skidcompound appliedto paperand bondedto the wing surface. A fixed handholdis locatedon the rightside of the fuselagenearthe rearwindow. A step is availableas optionalequipmentand is installedjust aft of the trailingedge of the right flap.
These charts contain the various conversion data that may be useful when figuring capacities. The English system is in use by England and the United States. All other countries use the metric system. Procedurefor ConvertingInches to Millimeters. Refer to Table II-V. Example: Convert 1. Read across top inch column to 0. Read down and across to find millimeters 1. Table II-V. Read number in middle column. If in degrees Fahrenheit F. BTU FT. CM CU. Example: To convert 20C.
To convert 20 F. C If clamps do not seal at specified tightening. File head flat. Centerpunch rivet head. In thick material, remove the lock by driving out the rivet stem using. See View 1. In thin material, use a small center drill to provide a guide for a larger drill on top of the rivet stem. Remove the remainder of the locking collar out of the rivet head by prying it loose with the drift pin.
See View 3. Drill nearly through the head of the rivet. See View4. Pry off the rivet head using the drift pin. See View 5. Drive out the remaining shank with a pin having the same diameter as the rivet shank.
See View6. Jacking Arrangement This includes jacking, weighing, leveling,mooring, parking, towing and taxiing. Handling the airplane in the manner described in the following paragraphs will minimize damage to the airplane and its equipment. CAUTION When moving airplane forward by hand avoid pushing on the trailing edge of the ailerons for this will result in an out of trim condition. Jacking the airplane is necessary to service the landing gear and to perform other service operations.
Proceed as follows: a. Placejacks under jack pads on the front wing spar. Refer to Figure Attach the tail support to the tail skid. Place approximately pounds of ballast on the base of the tail support to hold down the tail.
This may be used along with the wing jack points to raise the airplane, or alone it may be used to raise the front end. Raise the jacks until all three wheels are clear of the surface.
For weighing purposes, place the airplane on scales as follows: a. Position a scale and ramp in front of each of the three wheels. Secure the scales from rolling forward and tow the airplane up onto the scales.
Refer to Paragraph Remove the ramp so as not to interfere with the scales. If the airplane is to be weighed for weight and balance computations, level the airplane per instructions given in paragraph All configurationsof the airplane are provided with ameans for longitudinal and lateral leveling.
The airplane maybe leveled while on jacks, during theweighing procedure while the wheels are on scales, orwhile thewheels are on the ground. To level the airplane for purposes of weighing or rigging, the. To longitudinally level the airplane, partially withdraw the two leveling screws located immediately below the left front side window.
Place a level on these screws heads and adjust the jacks until the level is centered. Should the airplane be either on scales or on the floor, first block the main gear oleos to full extension; then deflate the nose wheel until the proper position is reached. To laterally level the airplane, place a level across the spar box assemblylocated at the forward baggage area of the PA or under the rear seat of the PA,, ; PA; PAR.
Raise or lower one wing tip by deflating the appropriate tire on the high side of the airplane or adjust eitherjack until the bubble of the level is centered. The airplane is moored to insure its immovability, protection and security under various weather conditions.
In order to properly moor the airplane use the followingprocedures: a. Head the airplaneinto the wind, if possible. Block the wheels. Secure the aileron and stabilator controls using the front seat belt or control surface blocks. Secure tie-down ropes to the wing tie-down rings and the tail skid at approximately 45 degree angles to the ground. When using rope constructed of non-synthetic material, leave sufficient slack to avoid damage to the airplane when the ropes contract due to moisture.
Do not use slip knots. NOTE Additional preparations for high windsinclude usingtie-down ropes on the landing gear forks, and securing the rudder. Install pitot tube cover, if available. The cabin and baggage compartment doors are provided with an outside lock. The ignition switch and cabin door require the same key while the baggage compartment door has a different key.
When parking the airplane, insure that it is sufficientlyprotected against adverse weather conditions and presents no danger to other aircraft. When parking the airplane for any length of time or overnight, it is recommended that it be moored as in Paragraph Park the airplane headed into the wind, if possible. PA, , Serial Nos.
Set the parking brake by pulling back the brake lever and pulling the parking brake knob located at the left of the control panel. Release the brake lever while holding the knob, then release the knob. To release the parking brake, either push in the parking brake knob or pull back the brake lever. Set the parking brake by pulling back the brake lever and depressing the knob attached to the left side of the handle, then release the handle.
To release the parking brake, pull back on the brake leverto disengagethe catch mechanism,and allow the handle to swing forward. NOTE Care should be taken when setting brakes that are overheated during cold weather when accumulated moisture may freeze the brakes.
The aileron and stabilator controls may be secured using the front seat belt. The airplane may be moved by using the nose wheel steering bar that is stowed in the baggage area of the PA,,; PAand PAR, or by using power equipment that will not damage or cause excess strain to the nose gear steering assembly. On the PAR, the stem on the bar is inserted in the hollow of the nose wheel axle at its right side. When towing with power equipment, do not turn the nose gear in either direction beyond its steering radius limits as this will result in damage to the nose gear and steering mechanism.
Do not tow the airplane with control locks installed. When moving the airplane forward by hand, avoid pushing on the trailing edge of the control surfaces as this will cause the control surface contour to change resulting in an out-of-trim condition.
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. Before attempting to taxi the airplane, ground personnel should be checked out by a qualified pilot or other responsibleperson. 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 followingchecks: a.
Taxi forward a few feet and apply brakes to determine their effectiveness. Taxi with propeller set in low pitch, high RPM setting, where applicable. While taxiing, make slight turns to ascertain the effectivenessof steering. Observe wing clearances when taxiing near buildings or other stationary objects. If possible, station a guide outside the airplane to observe.
When taxiing on uneven ground, avoid holes and ruts. 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. The receptacle is located on the left side of the nose section,just aft of the enginecowling. Whenused for enginestarting or operation of the airplanes' other equipment, proceed as follows:. NOTE If using an external battery, and the airplanes' battery is low or depleted, disconnect the airplane battery at the negative terminal to prevent excessiveloading of the external battery.
Insert the plug of the jumper cable into the receptacle. Before cleaning the engine compartment, place a strip of tape on the magneto vents to prevent any solvent from entering these units.
Place a pan under the engine to catch waste. With the enginecowlingremoved, spray or brush the engine with solvent or a mixture of solvent and degreaser, as desired. Brushing may be necessarywhere heavy grease and dirt deposits have collected. 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. Removethe protective covers from the magnetos. Lubricate controls, bearingsurfaces, etc. Before cleaning the landing gear, place a plastic cover or similar material over the wheel and brake assembly.
Place a pan under the gear to catch waste. Spray or brush the gear area with solvent or a mixture of solvent and degreaser, as desired. Brushing may be necessary where heavy grease and dirt deposits have collected.
Allow the solvent to remain on the gear from five to ten minutes, then rinse the gear with additional solvent and allow to dry. Remove the cover from the wheel and remove the catch pan. Lubricate the gear per Lubrication Chart.
The airplane should be washed with a mild soap and water. Harsh abrasives or detergents used on painted or plastic surfaces couldmake scratches or cause corrosionof metal surfaces. Cover areas where cleaning solution could cause damage. Cover the mast of the PAR gear back-up extender.
To wash the airplane, the following procedure may be used: a. Flush away loose dirt with water. Apply cleaning solution with a rag, sponge or soft bristle brush. To remove stubborn oil and grease, use a cloth dampened with naptha.
Where exhaust stains exist, allow solution to remain on the surface longer. 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. Remove dirt, mud, etc. Wash with mild soap and warm water or an aircraft plastic cleaner using cloth or sponge and a straight rubbing motion. Do not harshly rub surRemove oil and grease with a cloth moistened with kerosene. NOTE Do not use gasoline, alcohol, benzene, carbon tetrachloride, thinner, acetone or window cleaning sprays.
After cleaning plastic surfaces, apply a thin coat of hard polishing wax. Rub lightly with a soft cloth. Do not use a circular motion. A severescratch or mar in plastic can be removed by usingjeweler's rouge to rub out the scratch. Smooth both sides and apply wax. To improve visibilitythrough windshieldand windowsduring flight through rain, a rain repellant such as REPCON should be applied to the windshieldand windows.
The surfaces of the windshieldand windowstreated become so smooth that water beads up and readily flows off the surface. Apply this product in accordance with the manufacturer's instructions. Clean headliner, side panels and seats with a stiff bristle brush and vacuum where necessary. Soiled upholstery, except leather, may be cleaned by using an approved air type cleaner or foam upholstery cleaner.
Carefully follow the manufacturer's instructions. Avoid soaking or harsh rubbing. Leather material should be cleaned with saddle soap or mild soap and water. Use a small whisk broom or vacuum to remove dirt. For soiledspots, use a non-inflammabledry-cleaningfluid. This includes replenishment of fuel, oil, and hydraulic fluids; the maintenance of tire pressures; and the lubrication of various items.
The general condition of the hydraulic pump and landing gear actuating cylinders should be checked. Ensure that there are no leaks and that the line fittings are tight. The cylinder rods are to be free of all dirt and grit. To clean the rods use an oil soaked rag and carefully wipe them. All the hydraulic lines should also be checked for freedom of leaks, kinks, and corrosion.
Check for tightness of the attachment fittings. The gear back up extender actuator assemblyis located beneath the rear seat and should be checked to determine that it is operating properly.
The diaphragm shaft may be operated by hand to make sure that it is free to fluctuate and that the actuating arm and its components. Check the pressure housing assembly for absence of cracks, breaks, or fatigue. Check to ensure that the hydraulic valve and fittings are free of leaks. Repair and check procedures for the hydraulic pump, cylinders and various components may be found in Section VI of this manual.
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 right rear side of the baggage compartment. To check fluid level, remove the plug located on the forward side of the pump and ascertain that fluid is visible up to the bottom of the filler plug hole. Reinstall the filler plug and tighten. NOTE A small vent hole is located under the vent screw head. The landing gear consists of tires, brakes, oleo strut assemblies and on some models, wheel fairings. The gear should be inspected for proper extension, unscored piston tubes, soundness of hydraulic fluid seals, the security and firm mechanical condition of all connection points and the absence of cracks in the fiberglass fairings.
Check the brake linings for excessive wear, the brake discs for scoring and replace as necessary. The PAR should be checked for proper adjustment of down locks, the mechanical soundness and firm action of drag and side brace links. Minor servicing is described in the following paragraphs. Air-oil struts are incorporated in each landing gear oleo to absorb the shock resulting from the impact of the wheels on the runway during landing.
To obtain proper oleo action, the nose gear oleo strut must have approximately 3. 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 Allow the foam air to escape from the strut piston until it is fully compressed. If oil is visible at the bottom of the hole, then all that is required is the valve be checked for unsatisfactory conditions and air added as described in paragraph Should fluid be at any level below the bottom of the filler plug hole, the oleo should be checked for leaks, etc.
Depress the valve core pin until strut chamber pressure has diminished. Brake Cylinder Toe Brake Bleeding Brake Gravity Bleeding Brake Pressure Orifice Replacement Tool Retainer Ring Tool Rudder Pedals at Neutral Angle Nose Gear Door Retraction Mechanism Main Gear Oleo Strut Assembly Aligning Main Gear Throttle Warning Switches Figure 7A Brake Cylinder Toe Brake Bearing Installation Nose Gear Ser ice Tolerances.
Main Gear Service Tolerances. Typical Nicks and Removal Method Propeller Installation Constant Speed. Propeller Installation Adjustment of Propeller Control. Propeller Governor. Engine Installation. Engine Shock Mount Installation. Adjustment of Engine Controls Magneto Inspection Contact Spring Inspection Impulse Coupling Magneto Timing Marks Timing Pointer Timing Kit Installed Removing Spark Plug Frozen to Bushing Ignition Switch Wiring Positions Propeller Governor Fuel Injector Fuel-Air Bleed Nozzle Contact Points Figure 8A Rotor Holding Tool Installed Aligning Timing Marks Checking Flyweight Clearance of Impulse Coupling Engine Timing Marks.
Magneto Adjustment Limits. Magneto Timing Marks. Removing Spring From Lead Assembly. Assembly Tool. Using Assembly Tool Measuring Lead Assembly Length. Unbraiding Metallic Shielding Forming Shielding Around Ferrule Ferrule Seating Tool Measuring Wire From Top of Ferrule.
Installing Grommet Over Lead Assemblies Lead Assembly Installed in Grommet. Ignition Switch Wiring Positions. Fuel System Diagram, PA, , Fuel System Diagram. Fuel Quantity Transmitter P N Fuel Selector and Filter. Fuel Filter. Fuel Filter Bowl and Screen. PA, , , and PAR Plunger Fuel Pump Early. PA, , Engine Primer Instrument Panel. Instrument Panel Warning Light Pressure Switch Typical Pitot Static System. PAR and EGT Probe Location. S N and up Generator and Starter System Generator Wiring Diagram Sectional View of Generator Current Voltage Regulator Voltage Regulator Air Gap Adjusting Voltage Regulator Setting Checking Cutout Relay Closing Voltage Checking Current Regulator.
Load Method Jumper Lead Method Alternator and Starter System. Lamp-Bank Load Checking Field Circuit Testing Field Circuit Testing Rectifiers Positixe Testing Rectifiers Negative C Fixtures and Adapters Removing Rectifiers Installing Rectifiers Soldering Rectifier Lead Testing Stator Coils Removing End Bearing Installing End Bearing Removing Drive Pulley Removing Drive End Bearing Removing Slip Ring Aligning Slip Ring Installing Slip Ring Installing Retainer Solder Points Installing Pulley Meter Connections for Alternator Performance Test Voltage Regulator Checking Air Gap Voltage Regulator Fusible Wires Voltage Regulator Resistance Units No-Load Test Hookup
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