Seneca III PDF

AIRPLANE
MAINTENANCE MANUAL
CARD 1 OF 5
PA-34-220T SENECA III

PA-34-220T SENECA IV
THIRD EDITION
PIPER AIRCRAFT CORPORATION

(PART NUMBER 761-751) REVISED: FEBRUARY 5, 1997
1A1
Published by
Technical Publications
Piper Aircraft Corporation

2926 Piper Drive
Vero Beach, Florida 32960
U.S.A.
Member of GAMA
General Aviation
Manufacturers Association
1A2
PIPER AIRCRAFT
PA-34-220T
AIRPLANE MAINTENANCE MANUAL
INTRODUCTION
This PIPER AIRCRAFT Maintenance Manual is prepared in accordance with the GAMA (General
Aviation Manufacturers Association) format. This maintenance manual is divided into various Groups which
enable a broad separation of contents (Chapters) within each group.
The various Chapters are broken down into major systems such as Electrical Power, Flight Controls, Fuel,
Landing Gear, etc. The System/Chapters are arranged more or less alphabetically rather than by precedence or
importance. All System/Chapters are assigned a number, which becomes the first element of a standardized
numbering system. Thus the element “32” of the number series 32-00-00 refers to the System/Chapter on
“Landing Gear”. All information pertaining to the landing gear will be covered in this System/Chapter.
The major System/Chapters are then broken down into Sub-System/Sections. These sections are identified
by the second element of the standardized numbering system. The number “40” of the basic number series
32-40-00 is for the “Wheels and Brakes” portion of the landing gear.
The individual units within a Sub-System/Section may be identified by a third element of the standardized
numbering system, such as 32-40-01. This number could be assigned by the manufacturer to fit the coverage
requirements of the publication.
Example:
CHAPTER/SYSTEM SUB-SYSTEMS
LANDING GEAR WHEELS AND BRAKES
32-40-01
INDIVIDUAL UNITS
NOSE WHEEL REMOVAL
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-34-220T Parts
Catalog P/N 761 750 and FAR 43 for proper utilization.
WARNINGS, CAUTIONS, and NOTES are used throughout this manual to emphasize important information.
— WARNING —
OPERATING PROCEDURES, PRACTICES, ETC., WHICH MAY RESULT IN
PERSONAL INJURY OR LOSS OF LIFE IF NOT CAREFULLY FOLLOWED.
— CAUTION —
OPERATING PROCEDURES, PRACTICES, ETC., WHICH IF NOT
STRICTLY OBSERVED MAY RESULT IN DAMAGE TO EQUIPMENT.
— NOTE —
An operating procedure, condition, etc., which is essential to emphasize.
Introduction
Page 1
Reissued: November 29, 1993
1A3
PIPER AIRCRAFT
PA-34-220T
AEROFICHE EXPLANATION AND REVISION STATUS
The Maintenance Manual information incorporated in this set of Aerofiche cards has been arranged in
accordance with the general specifications of Aerofiche adopted by the General Aviation Manufacturer's
Association, (GAMA). The information compiled in this Aerofiche Maintenance Manual will be kept current
by revisions distributed periodically. These revisions will supersede all previous revisions and will be com-
plete Aerofiche card replacements and shall supersede Aerofiche cards of the same number in the set.
Conversion of Aerofiche alpha/numeric code numbers:
First number is the Aerofiche card number.
Letter is the horizontal line reference per card.
Second number is the vertical line reference per card.
Example: 2J16 = Aerofiche card number two of given set, Grid location J16.
To aid in locating the various chapters and related service information desired, the following is provided:
1. A complete manual System/Chapter Index Guide is given for all fiche in this set.
2. A complete list of Illustrations is for all fiche in this set following System/Chapter Index.
3. A complete list of Charts is for all fiche in this set following list of illustration.
4. A complete list of paragraph titles and appropriate Grid location numbers is given at the beginning of
each Chapter relating to the information within that Chapter.
5. Identification of Revised Material:
Revised text and illustrations are indicated by a black vertical line along the left-hand margin of the
frame, opposite revised, added or deleted material. Revision lines indicate only current revisions with
changes, additions to or deletions of existing text and illustrations. Changes in capitalization, spelling,
punctuation, indexing, the physical location of the material or complete page additions are not identi-
fied by revision lines.
A reference and record of the material revised is included in each chapter's Table of
Contents/Effectivity.
The codes used in the effectivity columns of each chapter are defined as follows:
TABLE OF CONTENTS/EFFECTIVITY CODES
Original Issue: None

First Revision: Revision Indication, ( 1R Month-Year)
Second Revision: Revision Indication, (2R Month-Year)
All subsequent revisions will follow with consecutive revision numbers
such as 3R, 4R, etc., along with the appropriate month-year
Added Subject: Revision Identification, (A Month-Year)
Deleted Subject: Revision Identification, (D Month-Year)
Introduction
Page 2
1A4
PIPER AIRCRAFT
PA-34-220T
AEROFICHE EXPLANATION AND REVISION STATUS (CONTINUED)
6. Revisions to Maintenance Manual 761 751 issued December 19, 1980, are as follows:
Effectivity Publication Date Aerofiche Card Effectivity
ORG801219 December 19, 1980 1, 2 and 3

CR891220 December 20, 1989 1, 2, 3 and 4
CR931129 November 29, 1993 1, 2, 3, 4 and 5
IR970205 * February 5, 1997 1 and 3
* INTERIM REVISION
Chapter 5 of Card 1 and Chapter 32 of Card 3 have been revised. There are no
other changes included in this maintenance manual. Please discard your current
Cards 1 and 3 and replace them with the revised ones.
The date on Aerofiche cards can not preceed the date noted for the respective card effectivity. Consult the latest
Aerofiche card in the series for current Aerofiche card effectivity.
Introduction
Page 3
Interim Revision: February 5, 1997
1A5
PIPER AIRCRAFT
PA-34-220T
SERIAL NUMBER INFORMATION
The serial numbers of the PA-34-220T Seneca III airplanes covered by this Maintenance Manual are as
follows:
34-8133001 through 34-8133277
34-8233001 through 34-8233205
34-8333001 through 34-8333129
34-8433001 through 34-8433088
34-8533001 through 34-8533069
34-8633001 through 34-8633031
3433001 and up
3448005 through 3448037
The serial numbers of the PA-34-220T Seneca IV airplanes covered by this Maintenance Manual are as
follows:
3448038 and up
SERIAL NUMBER EXPLANATION

The serial number on the Manufacturer’s Identification Plate is based on either a 3 or 4 set numbering system.
In the 4- set system, the first set defines the Type Certificate Designation, the second set is the Model Year,
the third set is the Model Code, and the fourth set is the Model Sequence Number (within a model year).
The 3-set system omits the model year and begins a new sequence with 3433001. This new sequence
continues without renumbering for a new year.
EXAMPLE: 34 81 33 001
TYPE CERTIFICATE DESIGNATION

MODEL SEQUENCE NUMBER
MODEL YEAR MODEL CODE (33 = PA-34-220T)
34 33 001
TYPE CERTIFICATE DESIGNATION MODEL SEQUENCE NUMBER

MODEL CODE (33 = PA-34-220T)
Introduction
Page 4
1A6
PIPER AIRCRAFT
PA-34-220T
VENDOR PUBLICATIONS
— WARNING —
WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED
IN PIPER AIRCRAFT, IT IS THE USER’S RESPONSIBILITY TO REFER TO
THE APPLICABLE VENDOR PUBLICATION.
ENGINE:
Overhaul Manual = CONTINENTAL - OVERHAUL MANUAL
Form No. X-30030A
Teledyne Continental Motors - Aircraft Products Division
Mobile, Alabama 36601
Parts Catalog = CONTINENTAL- Form No. X-30031A
Operators Handbook = CONTINENTAL - Form No. X-30553
PROPELLER:
Overhaul Instructions = HARTZELL COMPACT CONSTANT SPEED and
FEATHERING PROPELLER- P/N 117 D - Hartzell Propeller Inc.
1 Propeller Place
Piqua, Ohio 45356
Service Manual = McCAULEY C500 SERVICES
FULL FEATHERING CONSTANT SPEED
PROPELLER- P/N 7512 01 - McCauley Accessory Division
335 McCauley Drive
P.O. Box 430
Vandalia, Ohio 45377
MAGNETOS:
Installation, Operation
and Maintenance
Instructions = S6LN-25P IGNITION SYSTEM- P/N L-928
Bendix Electrical Components Division
Sidney, New York 13838
VOLTAGE CONTROL:
Overhaul Manual
and Illustrated
Parts List: LAMAR INC.
POWER EQUIPMENT DIVISION
71 Inidel Aveneu
P. O. Box 251
Rancocas, New Jersey 08073
Introduction
Page 5
1A7
PIPER AIRCRAFT
PA-34-220T
VENDOR PUBLICATIONS (CONTINUED)
AUTOFLIGHT (continued)
Flight Control: Bendix/King

System Flight Line KFC 150
Installation Manual P/N 006-0287-00
Maintenance Manual: P/N 006-5134-01
Vendor Address: Bendix/King Radio Corporation
400 N. Rogers Road
Olathe, Kansas 66062
WHEELS AND BRAKES:

Installation, Maintenance
and Overhaul Manual: Cleveland
Parker Hannifin Corporation
Aircraft Wheel and Brake Division
1160 Center Road
Avion, Ohio 44011
KEVLAR:
A Guide to Cutting and Machining Kevlar Aramid:
KEVLAR Special Products
E.I. DuPont De Nemours & Co. Inc.
Textile Fibers Department
Centre Road Building
Wilmington, Delaware 19898
CORROSION INHIBITING COMPOUND:

DINOL International
25200 Malvina
Box 1065
Warren, Michigan 48090
OXYGEN SYSTEM
Components: Scott Aviation
225 Erie Street
Lancaster, New York 14086
FIRE EXTINGUISHER (PORTABLE)

Polk Fire Extinguisher Service, Inc.
P. O. Box 384
Lakeland, Florida 33802
Introduction
Page 6
1A8
PIPER AIRCRAFT
PA-34-220T
PIPER PUBLICATIONS
AUTOFLITE:
AutoFlight II Service
Manual = Piper P/ N 761 481
Pitch Trim Service
Manual = Piper P/N 753 771
AutoControl IIIB and
Altimatic IIIB Service
Altimatic IIIC Service
PARTS CATALOG: 761 750
PROGRESSIVE INSPECTION
50 HOUR EVENT: 761 837
PERIODIC REPORT 230 1061
Introduction
Page 7
1A9
PIPER AIRCRAFT
PA-34-220T
SYSTEM/CHAPTER INDEX GUIDE
SYSTEM/ SUB-SYSTEM/
CHAPTER SECTION TITLE GRID NO.
— NOTE —
The following chapters are not applicable to this Maintenance
Manual: 31, 36, 38, 49, 53, 54, 60, 72, 78, and 83.
SYSTEM/ SUB-SYSTEM/
4 AIRWORTHINESS LIMITATIONS 1B5

00 General
5 TIME LIMITS/MAINTENANCE CHECKS 1B11
10 Time Limits
20 Scheduled Maintenance
Checks
50 Programmed Inspection
Unscheduled Maintenance
Checks
6 DIMENSIONS AND AREAS 1C3
10 Dimensions and Areas
20 Station References
30 Access and Inspection Provisions
7 LIFTING AND SHORING 1C16
00 General
Jacking
8 LEVELING AND WEIGHING 1C22
10 Leveling
20 Weighing
9 TOWING AND TAXIING 1D5
10 Towing
20 Taxiing
10 PARKING AND MOORING 1D12
10 Parking
20 Mooring
11 REQUIRED PLACARDS 1D18
20 Exterior Placards/Markings
30 Interior Placards/Markings
Meyercord Decals
Introduction
Page 8
1A10
PIPER AIRCRAFT
PA-34-220T
SYSTEM/CHAPTER INDEX GUIDE (CONTINUED)
SYSTEM/ SUB-SYSTEM/
12 SERVICING 1E3
00 General
10 Replenishing
20 Scheduled Servicing
20 STANDARD PRACTICES - AIRFRAME 1F6
00 General
10 Standard Practices - Airframe
21 ENVIRONMENTAL SYSTEMS 1F22
00 General
20 Distribution
40 Heating
50 Cooling
22 AUTO FLIGHT 1J6
00 General
10 Autopilot
23 COMMUNICATIONS 1J13
00 General
10 Emergency Locator Transmitter
24 ELECTRICAL POWER 1J23
00 General
30 DC Generation
40 External Power
50 Electrical Load Distribution
25 EQUIPMENT/FURNISHINGS 2B5
10 Flight Compartment
Passenger Compartment
26 FIRE PROTECTION 2B14
00 General
20 Extinguishing
27 FLIGHT CONTROLS 2B19
00 General
10 Aileron and Tab
20 Rudder and Tab
30 Stabilator Controls
50 Flaps
Introduction
Page 9
1A11
PIPER AIRCRAFT
PA-34-220T
SYSTEM/ SUB-SYSTEM/
28 FUEL 2E11
00 General
10 Storage
20 Distribution
40 Indicating
29 HYDRAULIC POWER 2F24
00 General
10 Main
30 ICE AND RAIN PROTECTION 2H12
00 General
10 Airfoil
30 Pitot and Static
40 Windows, Windshields and Doors
60 Propellers/Rotors
80 Detection
32 LANDING GEAR 3B5
00 General
10 Main Gear and Doors
20 Nose Gear and Doors
40 Wheels and Brakes
60 Position and Warning
33 LIGHTS 3D17
00 General
20 Passenger Compartment
40 Exterior
34 NAVIGATION AND PITOT /STATIC 3E24
00 General
10 Flight Environment Data And Pitot/
Static
20 Attitude & Direction
35 OXYGEN 3F21
00 General
10 Crew/Passeng
37 VACUUM 3H8
00 General
10 Distribution
Introduction
Page 10
1A12
PIPER AIRCRAFT
PA-34-220T
SYSTEM/ SUB-SYSTEM/
39 ELECTRICAL/ELECTRONIC PANELS & 3H24
MULTIPURPOSE PARTS
00 General
10 Instrument and Control Panels
51 STRUCTURES 3I14
00 General
10 Structural Repairs
52 DOORS 3J11
00 General
10 Passenger/Crew
30 Cargo
55 STABILIZERS 3J24
00 General
20 Stabilator
30 Vertical Stabilizer
40 Rudder
56 WINDOWS 3K15
20 Cabin
57 WINGS 3K24
00 General
20 Auxiliary Structure
40 Attach Fittings
50 Flight Surfaces
61 PROPELLERS 4B5
00 General
10 Propeller Assembly
20 Controlling
70 STANDARD PRACTICES — ENGINES 4C9
00 General
71 POWER PLANT 4C13
00 General
10 Cowling
20 Mounts
60 Air Intakes
73 ENGINE FUEL AND CONTROL 4D11
00 General
10 Distribution
30 Indicating
Introduction
Page 11
1A13
PIPER AIRCRAFT
PA-34-220T
SYSTEM/ SUB-SYSTEM/
74 IGNITION 4D19
00 General
10 Electrical Power Supply
20 Distribution
76 ENGINE CONTROLS 4E15
00 General
10 Power Control
77 ENGINE INDICATING 4F6
00 General
10 Power
20 Temperature
79 OIL 4F18
00 General
20 Distribution
30 Indicating
80 STARTING 4G3
00 General
10 Cranking
81 TURBINES 4G13
00 General
20 Turbocharger
91 CHARTS AND WIRING DIAGRAMS 5B5
95 SPECIAL EQUIPMENT 5G9
Introduction
Page 12
1A14
PIPER AIRCRAFT
PA-34-220T
LIST OF ILLUSTRATIONS
FIGURE NO. SUBJECT GRID NO.
6-l. Seneca III and IV Three View 1C8

6-2. Station Reference Lines 1C10
6-3. Access Plates and Panels 1C11
7-1. Jacking Arrangement 1C18
8-l. Leveling Airplane 1C24
8-2. Weighing Airplane 1D1
9-1. Aircraft Turning Distance 1D8
11-1. Exterior Placards and Decals 1D20
11-2. Interior Placards and Decals 1D21
12-1. Service Points 1E11
12-2. Fuel Filter Installation 1E12
12-3. Lubrication Chart (Main Landing Gear) 1E23
12-4. Lubrication Chart (Nose Landing Gear) 1E24
12-5. Lubrication Chart (Control System) 1F1
12-6. Lubrication Chart (Power Plant and Propeller) 1F3
12-7. Lubrication Chart (Cabin Door, Baggage Door and Seats) 1F4
20-1. Cherrylock Rivet Removal 1F11
20-2. Hose/Line Markings 1F12
20-3. Flareless Tube Fittings 1F14
20-4. Self Lubricating Bearing/Bushing 1F16
20-5. Torque Wrench Formula 1F18
21-1. Cabin Heat. Vent and Defrost Systems 1G8
21-2. Heater and Combustion Air Blower Assembly 1G12
21-3. Diagrammatic Cutaway of Heater to Show
Whirling Flame Action 1G12
21-4. Fuel Regulator and Shutoff Valve 1G13
21-5. Top View - Duct Switch 1G13
21-6. Seneca III (14 Volt System) Heater and Defroster Wiring Diagram 1G17
21-7. Seneca III (28 Volt System) and Seneca IV Heater and Defroster
Wiring Diagram 1G18
21-8. Spark Plug Fixture 1G20
21-9. Wiring Test Setup 1G20
21-10. Spark Plug Gap Adjustment 1G20
21-11. Ignition Unit Assembly 1H1
21-12. Test Setup for Fuel Regulator and Shutoff Valve 1H4
21-13. Heater Fuel Pump 1H5
21-14. Suggested Design for Seal Plates, Plugs and Caps
for Combustion Tube Leakage Test 1H10
21-15. Test Setup for Combustion Air Pressure Switch 1H10
21-16. Exploded View of Heater Assembly 1H15
21-17. Exploded - View Combustion Air Blower and
Motor Assembly 1H17
21-18. Suggested Setup of Heater Operation Test 1H20
Introduction
Page 13
1A15
PIPER AIRCRAFT
PA-34-220T
21-19. Wiring Connections for Heater Operation Test 1H20

21-20. Air Conditioning System Installation 1H24
21-21. Service ice Valves 1I5
21-22. Test Gauge and Manifold Set 1I6
21-23. Manifold Set Operation 1I7
21-24. Leak Test Hookup 1I8
21-25. Evacuation Hookup 1I11
21-26. Charging Stand 1I12
21-27. Charging Hookup 1I13
21-28. Top Dead Center Casting Mark (Sankyo Compressor) 1I16
21-29. Rotation of Clutch Front Plate (Sankyo Compressor
Oil Check) 1I16
21-30. Condenser Inlet Scoop Installation 1I20
21-31. Expansion Valve 1I22
21-32. Components Installation 1I24
23-1. Emergency Locator Transmitter Schematic (Narco) 1J17
23-2. ELT Portable Folding Antenna (Narco) 1J18
23-3. ELT Using Fixed Antenna (Narco) 1J18
23-4 Emergency Locator Transmitter Schematic (Narco ELT 910) 1J21
23-5 ELT 910 Battery Pack 1J22
24-1. Base Electrical Installation (14 volt system) 1K11
24-2. Base Electrical Installation (28 volt system) 1K 14
24-3. Testing Alternator 1K19
24-4. Internal Wiring Diagram 1K19
24-5. Battery and Master Relays Installation (14 volt system) 1L8
24-7. Control Unit Diagram (14 volt system) 1L10
24-8. Bench Test of Alternator Control Unit - Lamar #B-00382-1 1L10
24-9. Overvoltage Test of ACU (Procedure D) 1L11
24-10. Testing Regulator 1L14
24-11. Adjusting Regulator 1L15
24-12. Application of Overvoltage Control 1L16
24-13. Testing Overvoltage Control 1L17
25-1. Seats and Console Installation 2B9
25-2. Seat Back Lock 2B10
25-3. Lumbar Seat Bladder Installation 2B12
27-1. Rod End Installation Method 2B23
27-2. Control Cable Inspection Technique 2B24
27-3 Cable Wear Patterns 2C1
27-4 Internal Cable Wear 2C2
27-5 Pulley Wear Patterns 2C4
27-6 Control Column Installation 2C8
27-7. Control Column Rigging 2C10
Introduction
Page 14
1A16
PIPER AIRCRAFT
PA-34-220T
27-8. Flex (Universal) Joint Assembly 2C11

27-9 Aileron Controls 2C12
27-10. Aileron Rigging 2C16
27-11. Aileron Bellcrank Rigging Tool Utilization 2C16
27-12. Rudder Controls Installation 2C21
27-13. Rudder Pedals Installation 2C24
27-14. Rigging Rudder and Controls 2D2
27-15. Rudder and Stabilator Adjustments 2D8
27-16. Method of Securing Trim Cables 2D8
27-17. Stabilator Controls Installation 2D10
27-18. Stabilator Rigging 2D12
27-19. Stall Warning of Flap Microswitch Adjustment 2D18
27-20. Manually Operated Flap System 2D21
27-21. Rigging of Manual Flap Controls 2D22
27-22. Electrically Operated Flap System 2E1
27-21. Rigging of Electrically Operated Flap Controls 2E3
27-24. Rigging of Flap Cam-Cable Assembly 2E4
27-25 Stop Screws Adjustment 2E5
28-1. Fuel System Schematic 2E17
28-2. Fuel Cell Installation 2E23
28-3. Flush Fuel Cap Assembly 2F6
28-4. Installation of Locking Fuel Cap 2F7
28-5. Fuel Vent and vapor Return Systems 2F8
28-6. Fuel Selector Valve 2F9
28-7. Fuel Pump. Slide Resistor and Filter Installation 2F14
28-8. Fuel Filter Assembly 2F15
28-9. Seneca III Fuel Quantity Indicators 2F19
28-10 Seneca IV Fuel Quantity Indicators 2F20
29-1. Schematic Diagram of Prestolite Hydraulic System 2G4
29-2. Schematic Diagram of Oildyne Hydraulic System 2G5
29-3. Hydraulic System Installation 2G8
29-4. Hydraulic Pump Reservoir. Exploded View (Prestolite) 2G18
29-5. Test and Adjustments of Hydraulic Pump 2G21
29-6. Oildyne Hydraulic Pump 2G24
29-7. Free Fall Valve Assembly 2H3
29-8. Gear Actuating Cylinder 2H4
29-9. End Gland locking Device 2H5
29-10. Nose Gear Actuating Cylinder Installation 2H6
30-1. Pneumatic Deice System Installation 2H16
30-2. Electric Prop Deice System Installation 2H18
30-3. Heated Pitot and Stall Warning System Installation 2H19
30-4. Pneumatic Deicer Boots Operation 2I2
30-5. Seneca III Deicing Control Panel Installation 2I2
Introduction
Page 15
1A17
PIPER AIRCRAFT
PA-34-220T
30-5 Seneca IV Deicing Control Panel Installation 2I2

30-6. Windshield heat 2I18
30-7. Propeller Deicing Installation 2J1
30-8. Wiring Diagram - Electrical Prop Deicing System (Two Blade) 2J4
30-9. Wiring Diagram - Electrical Prop Deicing System (Three Blade) 2J5
30-10. Cycling Sequences Two Blade (Phase 1 & 2) – Sheet 1 of 3 2J6
30-10. Cycling Sequences Three Blade (Phase 1 & 2) – Sheet 3 of 3) 2J8
30-11. Use of Dial Indicator 2J10
30-12. Measuring Brush Assemblies 2J10
30-13. Brush Module Assembly 3E1011 2J11
30-14. Alternate Module Stacking Arrangement 2J11
30-15. Tolerances for Brush Assemblies 2J12
30-16. Centering of Brushes on Slip Rings 2J12
30-17. Brush Block Alignment 2J13
30-18. Modular Brush Assembly 3E2042-1 (2 Bladed Prop) 2J14
30-20. Installation of Deicer Boot 2J16
30-21. Wrinkled Deicers 2J20
30-22. Sealer Application (Boot) 2J20
30-23. Two Bladed Propeller Harness Installation 2J22
30-24. Three Bladed Propeller Harness Installation 2J23
30-25. Ice Detection Light Schematic 2K1
32-1. Main Gear Oleo Strut Assembly (Sheet 1 of 2) 3B16
32-2. Main Landing Gear Installation (Sheet 1 of 2) 3B20
32-3. Aligning Main Gear 3C1
32-4. Toe-In/Toe-Out Adjustment 3C2
32-5. Nose Gear Oleo and Trunnion Assemblies (Sheet 1 of 2) 3C6
32-6. Nose Gear Installation (Sheet 1 of 2) 3C10
32-7. Drag Link Installation and Adjustment 3C13
32-8. Clamping Rudder Pedals in Neutral Position 3C16
32-9. Rudder Pedals at Neutral Angle 3C16
32-10. Nose Wheel Assembly (Typical) 3C19
32-11. Main Wheel Assembly 3C21
32-12. Wheel Brake Assembly – 30-65 and 30-83 3C23
32-13. Removal and Installation of Anchor Bolts 3C24
32-14. Brake Installation 3D2
32-15. Parking Brake Valve Assembly 3D4
32-16. Gar-Kenyon 17000 Toe Brake Cylinder 3D5
Introduction
Page 16
1A18
PIPER AIRCRAFT
PA-34-220T
32-17. Cleveland 10-30 Toe Brake Cylinder 3D5

32-18. Brake Reservoir Bleeding 3D8
32-19. Bleeding Brake 3D8
32-20. Adjust Nose Gear Down Limit Switch 3D10
32-21. Adjust Main Gear Down Limit Switch 3D10
32-22. Throttle Warning Switch 3D11
33-1. Reading and Courtesy Light Assembly (Whelen) 3E12
33-2. Strobe Installation Connections - Seneca III (Sheet 1 of 2) 3E17
33-2. Strobe Installation Connections - Seneca IV (Sheet 2 of 2) 3E18
33-3. Landing Light Adjustment 3E22
34-1. Pitot-Static System 3F4
34-2. King Radar Altimeter Installation 3F10
34-3. Bonzer Radar Altimeter Installation 3F10
35-1. Fixed Oxygen System Installation (Sheet 1 of 3) S/N’s 34-8133001
thru 34-8333129, 34-8433003 thru 34-8433009, 34-8433011,
34-8433014 thru 34-8433024 3G1
35-1. Fixed Oxygen System Installation (Sheet 2 of 3) S/N’s 34-8433001,
34-8433002, 34-8433010, 34-8433012, 34-8433013, 34-8433025 and
up, and 3448001 thru 3448037 3G2
35-1. Fixed Oxygen System Installation (Sheet 3 of 3) S/N’s 3448038 and up 3G2
35-2. Test Apparatus for Testing Oxygen System 3G6
35-3. Oxygen Tubing Installation 3G7
35-4. Installation of Swagelock Fittings 3G10
35-5. Oxygen Cylinder and Regulator Assembly (S/N’s 34-8133001
thru 34-8333129, 34-8433003 thru 34-8433009, 34-8433011,
34-8433014 thru 34-8433024) 3G13
35-6. Oxygen Cylinder and Regulator Assembly (Seneca III models,
S/N’s 34-8433001, 34-8433002, 34-8433010, 34-8433012,
34-8433013, 34-8433025 and up, and 3448001 thru 3448037,
Seneca IV airplanes S/N’s 3448038 and up) 3G14
35-7. Oxygen System Recharge Valve Installation (S/N’s 34-8133001
thru 34-8333129, 34-8433003 thru 34-8433009, 34-8433011,
34-8433014 thru 34-8433024) 3G15
35-8. Oxygen System Recharge Valve Installation (Seneca III models,
S/N’s 34-8433001, 34-8433002, 34-8433010, 34-8433012,
34-8433013, 34-8433025 and up, and 3448001 thru 3448037,
35-9. Oxygen Pressure Gauge Installation (S/N’s 34-8133001
thru 34-8333129, 34-8433003 thru 34-8433009, 34-8433011,
34-8433014 thru 34-8433024) 3G19
35-10. Oxygen Installation (Portable) 3H3
37-1. Standard Gyro Vacuum System 3H13
37-2. Seneca III Gyro and Pneumatic System (Optional) 3H14
Introduction
Page 17
1A19
PIPER AIRCRAFT
PA-34-220T
37-3. Seneca IV Gyro and Pneumatic System (Optional) 3H15

37-4 Vacuum Regulator 3H17
39-1. Typical Instrument Panel — Seneca III (Sheet 1 of 2) 314
39-1. Typical Instrument Panel — Seneca IV (Sheet 2 of 2) 315
39-2. Seneca III, 14 Volt System Circuit Breaker Panel 3I7
39-3. Seneca III, 14 Circuit Breaker Installation 3I8
39-5. Seneca IV Circuit Breaker Panel 3I10
39-6 Seneca III. 28 Vdc Models anSeneca IV Circuit Breaker Panel
Installation (28 volt system) 3I11
51-1. Skin Material and Thickness (Sheet 1 of 2) 3I19
51-2. Surface Scratches, Abrasions or Ground-in-Dirt 3I24
51-3. Deep Scratches, Shallow Nicks and Small Holes 3J1
51-4. Mixing of Epoxy Patching Compound 3J1
51-5. Welding Repair Method 3J2
51-6. Repairing of Cracks 3J3
51-7. Various Repairs 3J4
51-8. Stress Lines 3J5
51-9. Repair of Impacted Damage 3J5
52-1. Snubber Installation - Forward Cabin Door (Sheet 1 of 3) 3J14
52-1. Snubber Installation - Aft Cabin Door (Sheet 2 of 3) 3J15
52-1. Snubber Installation - Forward Baggage Door (Sheet 3 of 3) 3J16
55-1. Empennage Assemblies (Sheet 1 of 2) 3K3
55-2. Blocking Control Cables 3K6
55-3. Stabilator Balancing 3K7
55-4. Rudder Balancing 3K12
56-1. Windshield Installation (Typical) 3K18
56-2. Side Window Installation. Single Pane (Typical) 3K19
56-3. Cabin Door Window Installation (Typical) 3K20
57-1. Wing Installation (Sheet 1 of 2) 3L5
57-2. Aileron and Flap Installation (Sheet 1 of 2) 3L11
57-3. Aileron Balance Configuration 3L13
61-1. Blade Inspection 4B11
61-2. Hartzell Two Bladed Propeller Installation 4B13
61-3. McCauley Three Bladed Propeller Installation 4B14
61-4. Rigging Propeller Governor 4B19
61-5. Propeller Synchrophaser Installation With Pulse Generator (Seneca III
S/N’s 34-8133002 to 34-8133172 Inclusive) 4B20
61-6. Pulse Generator Installation 4B23
Introduction
Page 18
1A20
PIPER AIRCRAFT
PA-34-220T
61-7. Propeller Synchrophaser Installation (Magnetic Pickup)

(S/N’ 34-8133001, 34-8133173 through 34-8633031, 3433001 and
up, and 3448001 and up) 4C2
61-8. Magnetic Pickup and Governor Installation 4C3
61-9. Magnet Assemblies 4C4
61-10. Propeller Unfeathering Installation 4C8
71-1. Seneca III Engine Cowling Installation (Sheet 1 of 2) 4C23
71-1. Seneca IV Engine Cowling Installation (Sheet 2 of 2) 4C24
71-2. Power Plant Installation 4D2
71-3. Induction System Installation 4D5
71-4. Cowl Flap Installation 4D7
73-1. Schematic Diagram of Fuel Injection System 4D14
73-2. Fuel Injector Nozzle Assembly 4D15
74-1. Magneto Assembly 4D22
74-2. Contact Spring Inspection 4D24
74-3. Contact Points 4D24
74-4. Impulse Coupling 4E2
74-5. Flyweight Clearance of Impulse Coupling 4E2
74-6. Engine Timing Marks 4E4
74-7. Ignition Schematic 4E9
74-8. Removing Frozen Spark Plug 4E10
76-1. Engine Controls 4E19
76-2. Exhaust Bypass Valve Screw 4E21
76-3. Idle Speed and Mixture Adjustment Points 4E22
76-4. Sectional View of Altitude Compensating Fuel
Pump Assembly 4E24
77-1. Engine Instrument Lines Installation 4F8
77-2. Electric Tachometer Installation (Sheet 1 of 2) (Serial numbers
34-8133001 and up, 3433001 and up) 4F12
3448001 and up) 4F13
79-1. Oil Filter Installation 4F21
80-1. Exploded View of Starting Motor 4G10
81-1. Removing Compressor Housing From Turbocharger 4G21
81-2. Measuring Turbine Shaft End Play 4G21
` 81-3. Measuring Turbine Shaft Radial Play 4G21
81-4. Exhaust Bypass Screw 4G23
81-5. Schematic Diagram of Turbocharger System 4G24
— NOTE —
Refer to Chapter 91 For Electrical Schematic Index

95-1. Control Surfaces Balancing Tool 5G11
Introduction
Page 19
1A21
PIPER AIRCRAFT
PA-34-220T
95-2. Tire Balancer Fixture 5G12

95-3. Aileron Bellcrank Rigging Tool 5G13
95-4. Aileron and Flap Rigging Tool 5G13
95-5. Stabilator Rigging Tool 5G14
95-6. Rudder Rigging Tool 5G15
95-7. Heater Plug Gap Adjustment Tool 5G16
95-8. Fabricated Tool For Baggage Door Lock 5G17
THIS SPACE INTENTIONALLY LEFT BLANK
Introduction
Page 20
1A22
PIPER AIRCRAFT
PA-34-220T
LIST OF CHARTS
CHART NO. SUBJECT GRID NO.
401 Structural Inspection and Replacement 1B7

601 Leading Particulars and Principal Dimensions 1C5
2001 Maximum Distance Between Fluid Tubing Supports 1F15
2002 Maximum Allowable Resistance Values 1F18
2101 Troubleshooting Heater 1G3
2102 Blower System Wire Color Codes 1G9
2103 Inspection (Ignition Unit) 1H2
2104 Temperature Pressure Chart 1I2
2105 Aluminum Tubing Torque 1I4
2401 Troubleshooting (Alternator) 1K3
2402 Alternator Specifications 1K20
2403 Troubleshooting (Battery) 1K21
2404 Hydrometer Reading and Battery Charge Percent 1L2
2405 Electrolyte Temperatuire Corrections 1L2
2406 Specific Gravity Temperature Corrections 1L2
2407 Discharge Rates 1L3
2408 Electrolyte Freezing Points 1L4
2409 Electrical System Component Loads 1L18
2701 Cable Tension Vs. Ambient Temperature 2B23
2702 Troubleshooting Aileron Control System 2C6
2703 Troubleshooting Rudder Control System 2C18
2704 Troubleshooting Stabilator Control System 2D6
2705 Troubleshooting Stabilator Manual Trim Control 2D7
2706 Troubleshooting Flap Control System 2D19
2801 Troubleshooting (Fuel System) 2E15
2802 Fuel Quantity Sender Gauge Tolerances (Seneca III) 2F19
2803 Fuel Quantity Sender Gauge Tolerances (Seneca IV) 2F20
2901 Leading Particulars, Hydraulic Pump - Prestolite 2G6
2902 Leading Particulars, Hydraulic Pump - Oildyne 2G6
2903 Troubleshooting (Hydraulic System) 2G9
2904 Characteristics, Hydraulic Pump Motor - Prestolite 2G14
2905 Characteristics, Hydraulic Pump Motor - Oildyne 2G15
3001 Troubleshooting Pneumatic Deice System 2H21
3002 Operating Pressures 2H23
3003 Material and Supplies for Cold Repair 2I5
3004 Troubleshooting Propeller Deicer System 2I24
3005 Required Materials for Repair of Propeller Deicer 2J17
3006 Mixing of Material 2J19
3007 Electrical Resistance 2J19
3201 Troubleshooting Landing Gear 3B10
3202 Toe-In Toe-Out Correction Chart 3C3
3301 Seneca III Annunciator Panel Function Descriptions (14 Volt System) 3E2
Introduction
Page 21
1A23
PIPER AIRCRAFT
PA-34-220T
LIST OF CHARTS
3303 Seneca IV Annunciator Panel Function Descriptions 3E5

3304 Annunciator Panel Troubleshooting 3E7
3401 Troubleshooting Vertical Speed Indicator 3F5
3402 Troubleshooting Altimeter 3F6
3403 Troubleshooting Airspeed Tubes and Indicator 3F11
3404 Troubleshooting Attitude Deviation Indicator 3F14
3405 Troubleshooting Heading (Directional Gyro) Indicator 3F15
3406 Troubleshooting Magnetic Compass 3F16
3407 Troubleshooting Turn Indicator 3F18
3501 Troubleshooting (Oxygen System) 3G3
3502 Fixed Oxygen System Component Limits 3G11
3503 Filling Pressures for Certain Ambient Temperatures 3H1
3504 Portable Oxygen System Component Limits 3H2
3701 Troubleshooting Vacuum System 3H10
5101 List of Materials (Thermoplastic Repair) 3I23
6101 Propeller Specifications 4B15
6102 Hartzell Propeller Chamber Pressure Requirements with
Temperature for Counterweight Type Propeller 4B15
7101 Engine Data 4C15
7102 Troubleshooting Engine 4C16
7301 Troubleshooting Fuel Flow Gauge 4D17
7601 Fuel Flow vs. Engine Speed 4F1
7602 Fuel Flow vs. Fuel Pressure 4F4
7603 Limits - Fuel Flow vs. Brake HP 4F4
7701 Troubleshooting Manifold Pressure Indicator 4F10
7702 Troubleshooting Electric Tachometer 4F11
7703 Troubleshooting Exhaust Gas Temperature Gauge 4F15
7704 Troubleshooting Cylinder Head Temperature Gauge 4F15
7901 Troubleshooting Engine Oil Pressure Gauges 4F23
7902 Troubleshooting Engine Oil Temperature Gauges 4F24
8001 Troubleshooting Starter 4G5
8002 Starting Motor Specifications (TCM 634592) 4G11
8101 Troubleshooting Turbocharger 4G15
8102 Turbocharger Nomenclature 4G16
9101 Recommended Torque Values 5B8
9102 Flare Fitting Torques 5B10
9103 Conversion Tables 5B11
9104 Decimal Conversions 5B15
9105 Decimal Millimeters Equivalents of Drill Sizes 5B16
9106 List of Consumable Materials 5B17
9107 Electrical Wire Coding 5B22
9108 Electrical Symbols 5B23
Introduction
Page 22
1A24
PIPER AIRCRAFT
PA-34-220T
GRIDS 1B1 THROUGH 1B4

INTENTIONALLY LEFT BLANK
1B1
CHAPTER
4
AIRWORTHINESS LIMITATIONS
1B5
PIPER AIRCRAFT
PA-34-220T
CHAPTER 4 - AIRWORTHINESS LIMITATIONS
TABLE OF CONTENTS/EFFECTIVITY
CHAPTER GRID
SECTION SUBJECT NO. EFFECTIVITY
4-00-00 AIRWORTHINESS LIMITATIONS 1B7

4-00-00 General 1B7
4-00-00 Structural Inspection and Replacement 1B7
4- Cont./Effec.
Page 1
1B6
PIPER AIRCRAFT
PA-34-220T
AIRWORTHINESS LIMITATIONS
GENERAL
Airworthiness limitations are F.A.A. approved with specified inspections and maintenance required under
Federal Aviation Regulations Parts 43 and 91.
The following limitations, related to fatigue life of the airplane and its components, have been established
for the PA-34-220T:
1. See Chart 401 for safe life of airframe structure.
2. The safe life limit of propeller blades is unlimited.
3. The mandatory replacement time and inspection intervals of life limited parts are contained in Chapter 5,
PA-34-220T Maintenance Manual.
STRUCTURAL INSPECTION AND REPLACEMENT

CHART 401
STRUCTURAL INSPECTION AND REPLACEMENT
COMPONENT LIFE INSPECTION INTERVALS

(Flight Hours) (Flight Hours)
Reserved
Note: Refer to Chapter 51 for Piper Approved Repairs
4-00-00
Page 1
1B7
PIPER AIRCRAFT
PA-34-220T

1B8
CHAPTER
5
TIME LIMITS/MAINTENANCE
CHECKS
1B11
PIPER AIRCRAFT
PA-34-220T
CHAPTER 5 - TIME LIMITS/MAINTENANCE CHECKS
CHAPTER
SECTION SUBJECT GRID NO. EFFECTIVITY
SUBJECT
5-00-00 GENERAL 1B13

5-00-00 TIME LIMITS 1B13
5-00-00 Inspection Requirements 1B13
5-00-00 Preflight Checks 1B13
5-00-00 Overlimits Inspection 1B13
5-20-00 SCHEDULED MAINTENANCE CHECKS 1B14
5-20-00 Propeller Group 1B14
5-20-00 Engine group 1B14
5-20-00 Turbocharger Group 1B16
5-20-00 Cabin Group 1B16
5-20-00 Fuselage and Empennage Group 1B17
5-20-00 Wing Group 1B18
5-20-00 Landing Gear Group 1B19
5-20-00 Operation Inspection 1B20
5-20-00 General 1B21
5-20-00 Notes 1B21
5-50-00 PROGRAMMED INSPECTION 1B23
5-50-00 UNSCHEDULED MAINTENANCE
CHECKS 1B23
5-50-00 Special Inspections As Required Upon
Condition 1B23
5 - Cont./Effec.
Page 1
1B12 Interim Revision: February 5, 1997
PIPER AIRCRAFT
PA-34-220T
GENERAL
This chapter provides instructions for conducting inspections. Repair or replacement instructions for those
components found to be unserviceable at inspection may be found in the chapters covering the applicable aircraft
system.
— CAUTION —
WHEN WORKING ON ENGINES, GROUND THE MAGNETO

PRIMARY CIRCUIT BEFORE PERFORMING ANY
OPERATION.
TIME LIMITS
INSPECTION REQUIREMENTS
Required inspection procedures are listed in the Inspection Report. The inspection procedure is broken
down into eight major groups which are: Propeller, Engine, Cabin, Fuselage and Empennage, Wing, Landing
Gear, Operational Inspection and General. The first column in each group lists the inspection or procedure to
be performed. The second column is divided into four columns indicating the required inspection intervals of
50 hours, 100 hours, 500 hours, and 1000 hours. Each inspection or operation is required at each of the inspection
intervals as indicated by a circle (O). If an item is not entirely accessible or must be removed, refer to the
applicable section of this manual for instructions on how to gain access to remove the item. When performing
inspections, use forms P/N 230 1061 furnished by the Piper Factory Service Department, available through
Piper Dealers or Distributors.
— NOTE —
In addition to inspection intervals required in Inspection Report
preflight inspections must be performed.
PREFLIGHT CHECKS
This check is for the pilot and/or mechanic and should become part of the airplane operational routine
and/or preflight check before each flight. Refer to Section IV of the Pilot's Operating Manual for a listing of
items that must be checked.
OVERLIMITS INSPECTION
If the airplane has been operated so that any of its components have exceeded their maximum operational
limits, check with the appropriate manufacturer.
5-00-00
Page 1
1B13
PIPER AIRCRAFT
PA-34-220T
MAINTENANCE MANUAL
SCHEDULED MAINTENANCE
— NOTE —
Refer to Notes 1, 2, 3, and 4 before performing inspections.
Nature of Inspection Inspection Time (Hours)

A. PROPELLER GROUP L R 50 100 500 1000
1. Inspect spinner and back plate for cracks ........................................................... O O O O O O

2. Inspect blades for nicks and cracks .................................................................... O O O O O O
3. Inspect for grease and oil leaks........................................................................... O O O O O O
4. Lubricate propeller (Hartzell) (See Note 9)........................................................ O O O O O
5. Inspect spinner mounting brackets for cracks .................................................... O O O O O
6. Inspect propeller mounting bolts and safety (check torque if safety
is broken) ............................................................................................................ O O O O O
7. Inspect hub parts for cracks and corrosion ......................................................... O O O O O
8. Rotate blades of constant speed propeller and check for tightness
in hub pilot tube.................................................................................................. O O O O O
9. Remove constant speed propeller; remove sludge from propeller
and crankshaft..................................................................................................... O O O O
10. Inspect complete propeller and spinner assembly for security,
chafing, cracks, deterioration, wear, and correct installation ............................. O O O O O
11. Check propeller (Hartzell) air pressure (at least once a month) ......................... O O O O O O
12. Overhaul propeller per McCauley or Hartzell Service
Bulletins, latest revisions.................................................................................... O O
B. ENGINE GROUP
— WARNING —
GROUND MAGNETO PRIMARY CIRCUIT
BEFORE WORKING ON ENGINE.
— WARNING —
REFER TO TELEDYNE CONTINENTAL
MOTORS SERVICE BULLETIN 93-12,
LATEST REVISION, AND AD 93-10-02
PRIOR TO COMPLETING THIS GROUP.
— NOTE —
Read Notes 5, 6, 7, 10, 25, and 26 prior to
completing this group.
1. Remove engine and nacelle cowls...................................................................... O O O O O O
2. Clean and inspect cowling for cracks, distortion, and loose or
missing fasteners................................................................................................. O O O O O
3. Compression check while engine is warm. (Refer to Teledyne Continental
Motors Service Bulletin M84-15, latest revision.) ............................................. O O O O O
4. Drain oil sump while engine is warm ................................................................. O O O O O
5-20-00
Page 1
1B14
PIPER AIRCRAFT
PA-34-220T
MAINTENANCE MANUAL
SCHEDULED MAINTENANCE CHECKS
Inspection time (Hours)

Nature of Inspection
L R 50 100 500 1000
B. ENGINE GROUP (continued)
5. Change full flow (spin-on type) oil filter element (inspect
element for foreign particles) (check oil level after installing new filter).......... O O O O O O
6. Inspect oil temperature sender unit for leaks and security ................................. O O O O O
7. Inspect oil lines and fittings for leaks, security, chafing, dents,
and cracks. (See Notes 6 and 25.)...................................................................... O O O O O O
8. Clean and inspect oil radiator cooling fins ......................................................... O O O O O
— CAUTION —
USE CAUTION NOT TO CONTAMINATE
PRESSURE PUMP WITH CLEANING
FLUID.
9. Clean engine ....................................................................................................... O O O O O O

10. Inspect condition of spark plug (clean and adjust gap as
required). (See Note 8.) ..................................................................................... O O O O O
11. Inspect ignition harness and insulators (high tension leakage
and continuity). (See Notes 8 and 17.) .............................................................. O O O O O O
12. Check magneto points for proper clearance (maintain clearance
at 0.018 ± 0.006). (See Note 17.)....................................................................... O O O O O
13. Inspect magneto for oil seal leakage................................................................... O O O O O
14. Inspect breaker felts for proper lubrication ........................................................ O O O O O
15. Check magnetos to engine timing ...................................................................... O O O O O
16. Remove induction air filter and tap gently to remove dirt
particles. (Replace as required.) ........................................................................ O O O O O
17. Clean injector nozzles as required. (Clean with acetone only.)......................... O O O O O O
18. Inspect induction air box valve and inspect for excessive wear
or cracks, replace defective parts........................................................................ O O O O O
19. Inspect fuel injector attachments for loose hardware ......................................... O O O O O
20. Inspect engine primer system for operation, security, and leaks. (See Note 24) ... O O O O O
21. Inspect intake seals for leaks and clamps for tightness ...................................... O O O O O
22. Inspect all air inlet duct hoses (replace as required)........................................... O O O O O
23. Inspect condition of flexible fuel lines ............................................................... O O O O O
24. Replace flexible fuel lines (See Notes 10 and 25).............................................. O O O
25. Inspect fuel system for leaks .............................................................................. O O O O O
26. Inspect condition and operation of fuel pumps (engine driven and electric) O O O O O
27. Inspect pneumatic pumps and lines .................................................................... O O O O O
28. Change vacuum regulator filter .......................................................................... O O O O O
29. Inspect throttle, alternate air, mixture, and propeller governor O O O O O
controls for security, travel, and operating condition ......................................... O O O O O
30. Inspect exhaust stacks, connections, and gaskets (replace gaskets as required) ..... O O O O O O
31. Inspect breather tubes for obstructions and security .......................................... O O O O O
5-20-01
Page 2
1B15
PIPER AIRCRAFT
PA-34-220T
MAINTENANCE MANUAL
Inspection time (Hours)

Nature of Inspection
L R 50 100 500 1000
B. ENGINE GROUP (continued)

32. Inspect crankcase for cracks, leaks, and security of seam bolts ......................... O O O O O
33. Inspect engine mounts for cracks and loose mountings ..................................... O O O O O
34. Inspect rubber engine mount bushings for deterioration
(replace as required) ........................................................................................... O O O O O
35. Inspect all engine baffles .................................................................................... O O O O O
36. Inspect firewall seals .......................................................................................... O O O O O
37. Inspect condition of alternator and starter .......................................................... O O O O O
38. Inspect all lines, air ducts, electrical leads, and engine
attachments for security, proper routing, chafing, cracks,
deterioration, and correct installation ................................................................. O O O O O O
39. Inspect condition and tension of compressor drive belt ..................................... O O O O O
40. Inspect security of compressor mounting ........................................................... O O O O O
41. Inspect compressor clutch security and condition of wiring .............................. O O O O O
42. Inspect compressor and freon lines for condition and security .......................... O O O O O
43. Lubricate per Lubrication Chart. (See Note 9.) ................................................. O O O O O
C. TURBOCHARGER GROUP
1. Inspect all air inlet ducting and compressor discharge
ducting for worn spots, loose clamps, or leaks................................................... O O O O O O
2. Inspect engine air inlet assembly for cracks, loose clamps,
and screws........................................................................................................... O O O O O O
3. Inspect exhaust ducting and exhaust stacks for signs of leaks
or cracks. Check all clamps for tightness .......................................................... O O O O O O
4. Inspect turbocharger rotor for excessive play, vane damage,
carbon and dirt deposits ...................................................................................... O O O O O O
5. Inspect all turbo support bracket, struts for breakage, sagging
or wear ................................................................................................................ O O O O O O
6. Inspect all oil lines and fittings for wear, leakage, heat damage
or fatigue............................................................................................................. O O O O O O
7. Inspect bypass valve for security and safety ...................................................... O O O O O O
8. Install engine cowling......................................................................................... O O O O O O
9. Run up engines, check all instruments for smooth, steady response.................. O O O O O O
D. CABIN GROUP
1. Inspect cabin entrance doors, cargo, and baggage doors for damage and
operation. Check condition and security of locks, latches and hinges. (Refer
to Service Bulletins No. 633 and 872, latest revisions).................................................... O O O
2. Inspect upholstery for tears .............................................................................................. O O O
5-20-00
Page 3
1B16
PIPER AIRCRAFT
PA-34-220T
MAINTENANCE MANUAL

Inspection Time
Nature of Inspection (Hours)
50 100 500 1000
D. CABIN GROUP (continued)
3. Inspect seats, seat belts, security brackets and bolts...................................................... O O O
4. Inspect trim operation..................................................................................................... O O O
5. Inspect operation and condition of rudder pedals .......................................................... O O O
6. Inspect parking brake valve and toe brakes for operation and cylinder leaks................ O O O
7. Inspect control wheels, column, pulleys, bobweight, and cables.
(See Note 21.)................................................................................................................. O O O
8. Inspect flap control cable attachment bolt. (Manually operated flaps only) O O O
(See Note 21.) (See latest revision of Piper Service Bulletin 965) ................................ O O O
9. Check landing, navigation, cabin and instrument lights ................................................ O O O
10. Inspect instruments, lines and attachments. (See latest Piper Service
Bulletin No. 584.)........................................................................................................... O O O
11. Inspect gyro operated instruments and electric turn and bank.
(Overhaul or replace as required.).................................................................................. O O O
12. Replace filters on gyro horizon and directional gyro..................................................... O O O
13. Perform pitot-static test, if appropriate. (Refer to FAR 91.171.) .................................. O O O
14. Inspect altimeter. (Calibrate altimeter system in accordance with
FAR 91.171, if appropriate.) .......................................................................................... O O O
15. Inspect operation of fuel selector valves. (See Note 15.).............................................. O O O
16. Inspect operation of fuel drains...................................................................................... O O O
17. Inspect condition of heater controls and ducts. (Refer to Chapter
21, PA-34-220T Maintenance Manual.)......................................................................... O O O
18. Inspect condition and operation of air ducts .................................................................. O O O
19. Inspect condition of air conditioning ducts .................................................................... O O O
20. Remove and clean air conditioning evaporator filter ..................................................... O O O
E. FUSELAGE AND EMPENNAGE GROUP

1. Remove inspection plates and panels............................................................................. O O O
2. Inspect battery, box and cables. (Inspect at least every 30 days.)
Flush box as required and fill battery per instructions on box ....................................... O O O O
3. Inspect cabin heater (See Note 14)................................................................................. O O O
4. Inspect electronic installations for security. (See latest Piper Service O O O
Bulletin No. 533.)........................................................................................................... O O O
5. Inspect bulkheads and stringers for damage .................................................................. O O O
6. Inspect antenna mounts for electric wiring security and condition................................ O O O O
7. Check hydraulic pump fluid level. (Fill as required.) ................................................... O O O
8. Inspect hydraulic pump lines for damage and leaks ...................................................... O O O
9. Check air conditioning system for Freon leaks (See Note 18)....................................... O O O
10. Check Freon level in sight gauge of receiver-dehydrator. (See Note 18 and Refer to
Chapter 21, PA-34-220T Maintenance Manual) ............................................................ O O O O
5-20-00
Page 4
1B17
PIPER AIRCRAFT
PA-34-220T
MAINTENANCE MANUAL

Inspection Time
50 100 500 1000
E. FUSELAGE AND EMPENNAGE GROUP (continued)
11. Inspect air conditioner condenser air scoop rigging....................................................... O O O O
12. Inspect fuel lines, valves and gauges for damage and operation. (See Note 20) ........... O O O
13. Inspect security of all lines (See Note 20)...................................................................... O O O
14. Inspect vertical fin and rudder surfaces for damage ...................................................... O O O
15. Inspect rudder hinges, horn and attachments for damage and operation ....................... O O O
16. Inspect vertical fin attachments for condition and security. (See latest
Piper Service Bulletin No. 579.) .................................................................................... O O O
17. Inspect ELT installation and condition of battery and antenna ...................................... O O O O
18. Inspect vertical stabilizer forward spar attachment steel bracket for corrosion; clean
and prime with Dinitrol AV8, if required ....................................................................... O O O
19. Inspect rudder, tab hinge bolts for excess wear and free play.
(Replace as required.) (See Notes 12 and 21.) .............................................................. O O O
20. Inspect rudder trim mechanism. (See Note 12.)............................................................ O O O
21. Inspect stabilator surface for damage............................................................................. O O O
22. Inspect stabilator, tab hinges, horn and attachments for damage and operation ............
23. Inspect stabilator attachments. (Refer to latest Piper Service Bulletin No. 856.) ......... O O O
24. Inspect stabilator and tab hinges, bolts and bearings for excess wear.
(Replace as required.)..................................................................................................... O O O
25. Inspect condition and operation of stabilator trim mechanism ...................................... O O O
26. Check all cable tensions (use tensiometer). (See Note 13.) .......................................... O O O
27. Inspect aileron, rudder, stabilator, stabilator trim cable, turnbuckles,
guides and pulleys for safety, damage and operation. (See Note 21.)........................... O O O
28. Inspect all control cables, air ducts, electrical leads and attaching
parts for security, routing, chafing, deterioration, wear and correct
installation. (See Note 21.)............................................................................................ O O O
29. Lubricate per Lubrication Chart. (See Note 9.)............................................................. O O O O
30. Inspect strobe lights for security and operation ............................................................. O O O
31. Inspect security of autopilot bridle cable clamps. (See Note 21.)................................. O O O
32. Inspect deice system pneumatic valves and lines for condition and security ................ O O O
33. Inspect deice system electrical components, brush blocks, switches, and wiring.
(See latest revisions of Piper Service Bulletins 987 and 988.)....................................... O O O
34. Reinstall inspection plates and panels............................................................................ O O O
F. WING GROUP
1. Remove inspection plates and fairings........................................................................... O O O
2. Inspect surfaces and tips for damage, loose rivets, and condition of walkway.............. O O O
3. Inspect aileron hinges and attachments.......................................................................... O O O
4. Inspect aileron cables, pulleys, and bellcrank for damage and operation ......................
operation. (See Note 21.)............................................................................................... O O O
5. Inspect flaps and attachments for damage and operation............................................... O O O
6. Inspect condition of bolts used with hinges (replace as required) ................................. O O O
5-20-00
Page 5
1B18
PIPER AIRCRAFT
PA-34-220T
MAINTENANCE MANUAL

Inspection Time
50 100 500 1000
F. WING GROUP (continued)
7. Lubricate per Lubrication Chart. (See Note 9.)............................................................ O O O O
8. Inspect wing attachment bolts, nuts, and brackets for security and condition .............. O O O
9. Inspect rear spar wing attachment steel bracket for corrosion; clean and prime
with Dinitrol AV8, if required ....................................................................................... O O O
10. Inspect all control cables, electrical leads, air ducts, lines, and attaching
parts for security, routing, chafing, deterioration, wear, and correct
installation. (See Note 20 and 21.) ............................................................................... O O O
11. Inspect fuel tanks and lines for leaks and water. (See Note 20)................................... O O O
12. Remove, drain, and clean fuel filter bowls and screens (drain and
clean at least every 90 days).......................................................................................... O O O O
13. Fuel tanks marked for minimum octane rating ............................................................. O O O
14. Inspect fuel tank vents. (Note 11) ................................................................................. O O O
15. Inspect deice system pneumatic valves and lines for condition and security ............... O O O
16. Reinstall inspection plates and fairings......................................................................... O O O
G. LANDING GEAR GROUP
1. Perform dye-penetrant inspection of main gear trunnion housing (See Note 22)........ O O O
2. Inspect oleo struts for proper extension (check for proper fluid
level as required) .......................................................................................................... O O O O
3. Inspect nose gear steering control and travel ............................................................... O O O
4. Put airplane on jacks. (Refer to Chapter 7, PA-34-220T
Maintenance Manual.).................................................................................................. O O O
5. Inspect tires for cuts, uneven or excessive wear and slippage ..................................... O O O
6. Inspect wheel alignment, if required ............................................................................ O O O
7. Remove wheels, clean, check and repack bearings...................................................... O O O
8. Inspect wheels for cracks, corrosion and broken bolts................................................. O O O
9. Check tire pressure. (Refer to Chapter 12, PA-34-220T Maintenance Manual) ......... O O O O
10. Inspect brake lining and disc. (Refer to Chapter 32, PA-34-220T
Maintenance Manual. ................................................................................................... O O O
11 Inspect brake backing plates......................................................................................... O O O
12. Inspect brake lines and retaining clamps...................................................................... O O O
13. Inspect condition of nose gear centering spring and bungees. (See Note 19).............. O O O
14. Inspect gear forks for damage ...................................................................................... O O O
15. Inspect oleo struts for fluid leaks and scoring .............................................................. O O O
16. Inspect gear struts, attachments, torque links, retraction links
and bolts for condition and security. (Refer to Piper S.B. 956 and Chapter 32,
PA-34-220T Maintenance Manual.) ............................................................................. O O O
17. Inspect main gear trunnion pin. Replace, if necessary. ............................................... O O O
18. Inspect nose gear upper drag link AN7-35 attach bolt ................................................. O
18a. Replace nose gear upper drag link AN7-35 attach bolt................................................ O O
19. Inspect down locks for operation and adjustment ........................................................ O O O
5-20-00
Page 6
1B19
PIPER AIRCRAFT
PA-34-220T
MAINTENANCE MANUAL

Inspection Time
50 100 500 1000
G. LANDING GEAR GROUP (continued)
20. Inspect torque link bolts and bushings. (Rebush as required.)...................................... O O O
21. Inspect drag and side brace link bolts. (Replace as required.) ...................................... O O O
22. Inspect gear doors and attachments for condition and security ..................................... O O O
23. Inspect gear warning horn and light for operation (See Note 23) .................................. O O O
24. Retract gear - check operation........................................................................................ O O O
25. Retract gear - inspect doors for clearance and operation ............................................... O O O
26. Inspect operation of squat switch ................................................................................... O O O
27. Inspect down lock switches, up switches, and electrical leads
for security...................................................................................................................... O O O
28. Lubricate per Lubrication Chart. (See Note 9.)............................................................. O O O O
— WARNING —
DO NOT REMOVE JACKS UNTIL IT HAS BEEN
DETERMINED THAT THE LANDING GEAR IS
DOWN AND LOCKED.
29. Remove airplane from jacks........................................................................................... O O O
H. OPERATION INSPECTION
NOTE
Refer to Note 16 prior to making oprational checks
1. Check fuel pump and fuel tank selector ......................................................................... O O O O

2. Check fuel quantity, pressure and flow readings............................................................ O O O O
3. Check oil pressure and temperature ............................................................................... O O O O
4. Check alternator output .................................................................................................. O O O O
5. Check manifold pressure................................................................................................ O O O O
6. Check carburetor air ....................................................................................................... O O O O
7. Check parking brake....................................................................................................... O O O O
8. Check vacuum gauge ..................................................................................................... O O O O
9. Check gyros for noise and roughness............................................................................. O O O O
10. Check cabin heater operation (See Note 14) .................................................................. O O O O
11. Check magneto switch operation ................................................................................... O O O O
12. Check magneto RPM variation ...................................................................................... O O O O
13. Check throttle and mixture operation............................................................................. O O O O
14. Check propeller smoothness........................................................................................... O O O O
15. Check propeller governor action .................................................................................... O O O O
16. Check engine idle ........................................................................................................... O O O O
17. Check electronic equipment operation. (Refer to PA-34-220T
Maintenance Manual for ELT check.)............................................................................ O O O O
5-20-00
Page 7
1B20
PIPER AIRCRAFT
PA-34-220T
MAINTENANCE MANUAL

Inspection Time
50 100 500 1000
H. OPERATION INSPECTION (CONTINUED)
18. Check air conditioner compressor clutch operation....................................................... O O O O
19. Check air conditioner compressor scoop operation ....................................................... O O O O
20. Check operation of flight controls and flaps.................................................................. O O O O
21. Check operation of autopilot, including pitch trim and manual
electric trim. (Refer to Pilot's Operating Handbook and Flight
Manual for preflight and flight checks.) ........................................................................ O O O O
I. GENERAL
1. Aircraft conforms to FAA specification ........................................................................ O O O O
2. All FAA Airworthiness Directives complied with......................................................... O O O O
3. All Manufacturers' Service Letters and Bulletins complied with .................................. O O O O
4. Check for proper flight manual...................................................................................... O O O O
5. Aircraft papers in proper order ...................................................................................... O O O O
NOTES:
1. Refer to Piper’s Customer Service Information Catalog No. 1753-755, for latest revision dates to Piper
Inspection Reports and this manual.
2. All inspections or operations are required at each of the inspection intervals as indicated by a (O). Both
the annual and 100 hour inspections are complete inspections of the airplane, identical in scope, while
both the 500 and 1000 hour inspections are extensions of the annual or 100 hour inspection, which
require a more detailed examination of the airplane, and overhaul or replacement of some major components.
Inspections must be accomplished by persons authorized by the FAA.
3. Piper Service Bulletins are of special importance and Piper considers compliance mandatory.
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 for the
particular airplane. Any changes issued to the engine manufacturer's operator's manual shall supersede or
supplement the inspections outlined in this report.
6. Replace flexible oil lines as required, but not to exceed 1000 hours or 8 years, the first to occur. In addition,
replace lines at engine overhaul. Refer to latest Teledyne Continental Motors Service Bulletin M86-6,
latest revision.
7. Refer to Teledyne Continental Motors Service Bulletin M86-6, latest revision.
NOTES are continued on the next page.
5-20-00
Page 8
1B21
PIPER AIRCRAFT
PA-34-220T
MAINTENANCE MANUAL

NOTES: (continued)
8. For high altitude operations (12,000 feet and up), more frequent ignition system maintenance is required.
9. Refer to PA-34-220T Maintenance Manual, Chapter 12 - Lubrication Charts.
10. Replace flexible fuel supply hose and interconnect hose couplings as required, but not to exceed 1000
hours or 8 years, the first to occur. In addition, replace lines at engine overhaul. Refer to latest Teledyne
Continental Motors Service Bulletin M86-6, latest revision.
11. Replace fuel tank vent line flexible connections as required, but not later than three years time in service.
12. Refer to PA-34-220T Maintenance Manual, Chapter 55, for allowable rudder tab and trim free play.
13. Maintenance cable tensions specified in Chapter 27 of PA-34-220T Maintenance Manual.
14. At the end of 500 hours heater operation, conduct the 100 hour inspection in accordance with Janitrol’s
Maintenance and Overhaul Manual P/N 24E25-1 dated October 1981 and AD 82-09-03.
15. Refer to latest revision of Piper Service Bulletin 712.
16. Refer to flight manual supplement for preflight and flight check, and for intended function in all modes.
17. Refer to latest revision of Bendix Service Bulletin 612 for inspection and magnetos and ignition harness.
18. Compressor oil level need not be check unless a Freon leak has developed and recharging is required.
CAUTION: Environmental regulations may require special equipment and procedures be utilized
when charging air conditioning system with freon.
19. Ensure that the nose gear centering spring is secure and correctly installed, with the bolt head down, and
washer installed properly as shown in Chapter 32 of PA-34-220T Maintenance Manual.
20. Pressure check all fluid hoses in fuselage and wing areas to system pressure after 10 years time-in-service.
Visually check for leaks. Hoses that pass inspection may remain in service and checked thereafter each five
years time-in-service.
21. Examine cables for broken strands by wiping a cloth along the length of the cable. Visually inspect the
cable thoroughly for damage not detected by the cloth. Replace damaged cables. Refer to Chapter 32 of
PA-34-220T Maintenance Manual and Advisory Circular 43.13-1A, paragraph 198.
22. Perform dye-penetrant inspection after first 500 hours time-in-service. Thereafter, perform dye-penetrant
inspection each 100 hours time-in-service. After main gear trunnion housing has reached 2000 hours
time-in-service, dye-penetrant inspection must be performed each 10 hours time-in-service. Refer to
Piper Service Bulletin No. 787B and Chapter 20 of PA-34-220T Maintenance Manual.
23. See the latest revision of Piper Service Bulletin 938.
24. See latest revision of Piper Service Bulletin 905.
25. Flexible hose replacement times are in-service times. In-service must be determined by (1) the date the
aircraft was licensed, if new or (2) the date entered in the logbook for the replacement hose placed in service.
Do not use the date stamped on the hose, as time may be included for shelf life, and not in-service use.
26. Refer to VSP 69.
5-20-00
Page 9
1B22
PIPER AIRCRAFT
PA-34-220T
PROGRAMMED INSPECTION
The programmed inspection was designed to permit the best utilization of the aircraft by scheduling inspec-
tions through the use of a planned inspection schedule. This programmed inspection schedule is prepared in a
manual form which is available from Piper Customer Service under part number 761 753. Refer to the Piper
Customer Service Information - Aerofiche; P/N 1753-755.
UNSCHEDULED MAINTENANCE CHECKS
SPECIAL INSPECTIONS AS REQUIRED, UPON CONDITION
The special inspections given, supplement the scheduled inspections as outlined in Periodic Inspections, to
include inspections which are required at intervals not compatible with airframe operating time or inspection
intervals. Typical of this type are:
1. Inspections required because of special conditions or incidents that arise, and because of these conditions
or incidents, an immediate inspection would be required to ensure further safe flight.
2. Hard or Overweight Landing. This inspection should be performed after a known rough landing is made
or when a landing is made while the aircraft is known to exceed the design landing weight. Check the
following areas and items:
a. Wings - for wrinkled skins, loose or missing rivets.
b. Fuel Leaks around the fuel tanks.
c. Wing spar webs, bulkheads, wing and fuselage stringers and skins for any signs of overstress or damage.
d. A possible alignment check to clarify any doubt of damage.
3. Severe Turbulence Inspection. The same items and locations should be checked as stated for Hard or
Overweight Landings along with the following:
a. Top and bottom fuselage skins for loose or missing rivets and wrinkled skins.
b. Empennage skins and attachments.
4. Engine overspeed, sudden stoppage, loss of oil, overtemperature and lightning strike.
a. Refer to Engine Manufacturer for necessary corrective action.
5-50-00
Page 1
1B23
PIPER AIRCRAFT
PA-34-220T
GRIDS 1B24 THRU 1C2

1B24
CHAPTER
6
DIMENSIONS AND AREAS
1C3
PIPER AIRCRAFT
PA-34-220T
CHAPTER 6 - DIMENSIONS AND AREAS
CHAPTER
SUBJECT
6-10-00 DIMENSIONS 1C5

6-20-00 STATION REFERENCE LlNES 1C9
6-20-00 WEIGHT AND BALANCE DATE 1C9
6-20-00 SERIAL NUMBER PLATE 1C9
6-30-00 ACCESS PLATES AND INSPECTION
PROVISIONS 1C11
6- Cont./Effec.
Page 1
1C4
PIPER AIRCRAFT
PA-34-220T
DIMENSIONS
The principal airplane dimensions are shown in Figure 6-1 and are listed in Chart 601.
CHART 601. LEADING PARTICULARS AND PRINCIPAL DIMENSIONS
MODEL PA-34-220T SENECA III and IV
ENGINE
Manufacturer Continental
Model - Left (12V) TSIO-360-KB (CW)
Model - Right (12V) LTSIO-360-KB (CCW)
TSIO-360-KB-1A
TSIO-360-KB2
TSIO-360-KB2
Model - Left (24V) TSIO-360-KB11 (CW)
Model - Right (24V) LTSIO-360-KB7 (CCW)
Model - Left, with primer standard (24V) TSIO-360-KB28 (CW)
Model - Right, with primer standard (24V) LTSIO-360-KB14 (CCW)
FAA Type Certificate E9CE
Rated Horsepower ( Sea Level)
Max. Takeoff - 5 minute maximum 220 HP
Max. Continuous 200 HP
Rated Speed - RPM
Max. Takeoff - 5 minute maximum 2800 RPM
Max. Continuous 2600 RPM
Oil SAE Number See Lubrication Chart
Oil Sump Capacity 8 U.S. quarts
Fuel: Aviation Grade - Minimum Octane 100 or 100LL
Fuel Injector Continental
Magnetos. Scintilla
Left (Left Engine) 10-79020-18L
Right (Right Engine) 10-79020-19R
Magnetos: (Bendix Pressurized) 79020-118
Left (Left Engine) S6LN-25
Right (Right Engine) S6RN-25
Magneto Timing 20° BTC
Magneto Point Clearance .018 + .006
Spark Plugs (Shielded): Refer to latest revision of
Teledyne Continental Aircraft
Engine Service Bulletin M77-10
Spark Plug Gap Setting .015 to .019
Firing Order:
Left Engine 1-6-3-2-5-4
Right Engine 1-4-5-2-3-6
Starter - Prestolite (12-volt):
Left Engine MCL-6501
Right Engine MCL-6501
6-10-00
Page 1
1C5
PIPER AIRCRAFT
PA-34-220T
CHART 601. LEADING PARTICULARS AND PRINCIPAL DIMENSIONS (continued)

ENGINE (continued)
Starter - Prestolite (28-volt):

Left Engine 646275
Right Engine 646275
Alternator - Prestolite (65 amp) ALX-9402
Alternator - Teledyne Critten (60 amp)
Left Engine 649280 or 653344
Right Engine 649280 or 653344
Alternator Voltage Regulator - Lamar (12V) B-00288-1
Alternator Control Unit - Lamar (28V) B-00382-1
Alternator Overvoltage Relay, (12V)
WICO DIVISION, Prestolite FOC-4002B
PROPELLER
Manufacturer Hartzell McCauley
Hub Model:
Left Engine BHC-C2YF-2CKUF (Left Eng.) 1 3AF32C508
Right Engine BHC-C2YF-2CLKUF
(Right Eng.) 1 3AF32C509
Blade Model:
Left Engine FC8459-8R 82NFA-6
Right Engine FJC8459-8R L82NFA-6
Diameter, Minimum 75 in. 75 in.
Blade Angle, Low Pitch (High RPM) 12.6° ± 0.2° 11.0° ± 0.2°
Blade Angle, High Pitch (Low RPM) 80° to 81.5° 81.0° to 83.5°
Governor Models:
Left Engine E-3-7
Right Engine E-3-7L (E-8-7L) 2
FUEL SYSTEM
Fuel Tank 49 gal./wing 64 gal./wing 3
Total Capacity (Both Wings) 98 gal. 128 gal. 3
Total Usable Fuel 93 gal. 123 gal. 3
1 Propellers To Be Mounted In Pairs Only. Do Not Mix With Other Propellers.

2 With Synchrophaser Installation Only
3 With Optional Fuel Tanks Installed on Seneca III; Standard on Seneca IV
6-10-00
Page 2
1C6
PIPER AIRCRAFT
PA-34-220T
CHART 601. LEADING PARTICULARS AND PRINCIPAL DIMENSIONS (continued)

LANDING GEAR
Thread (Width From Each Tire Center) 11.1 ft.
Turning Radius 60.4 ft.
Nose Gear Strut Combination Air-Oil
Nose Tire Pressure 40 PSI @ Gross Weight,
34 PSI 4
Nose Gear Travel 27 degrees LEFT or RIGHT
Main Gear Strut Combination Air-Oil
Main Tire Pressure 55 PSI @ Gross Weight,
46 PSI 4
Brakes Cleveland 30-65 or 30-83 4
Tires:
Main 6.00 x 6, 8 ply or Nylon TT 4
Nose 6.00 x 6, 6 ply or Nylon TT 4
4 With Heavy Duty Brakes, Wheels And Either B.F. Goodrich Nylon T. T. Type III Tires Or McCleary Air Hawk Type III.
6-10-00
Page 3
1C7
PIPER AIRCRAFT
PA-34-220T
C400
POH
Figure 6-1. Seneca III and IV Three View
6-10-00
Page 4
1C8
PIPER AIRCRAFT
PA-34-220T
STATION REFERENCE LINES
In order to facilitate the location of various components of the airplane which require maintenance and ser-
vicing, a method utilizing fuselage station (Sta.) wing station of buttock line (BL), or waterline (WL) designa-
tions is frequently employed in this manual. (Refer to Figure 6-2). 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.
WEIGHT AND BALANCE DATA

When figuring various weight and balance computations, the empty weight, 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.
SERIAL NUMBER PLATE

The serial number plate is located on the fuselage near the leading edge of the stabilator. The serial num-
ber should always be used when referring to the airplane on service or warranty matters.
6-20-00
Page 1
1C9
PIPER AIRCRAFT
PA-34-220T
3050
B.L. B.L.
81.35 76.98
W.S. W.S.
144.08 232.95
N.S.
82.26 N.S.
67.5
N.S.
36.5
W.S. W.S.
71.52 240.32
W.S.
24.24
N.B.L.
B.L. 0
0
F.S. F.S.
F.S. 275.23 293.08
165.72
F.S. F.S. F.S. W.L.

F.S.
53.6 138.63 107.25 W.L.
-27.5 W.L. 184.96
95.13
52.83
W.L.
61.03
W.L.
19.75
W.L.
0.58 F.S.
49.5
F.S. F.S. F.S.
F.S.
24.58 109.73 285.84
187.8
Figure 6-2 Station Reference Lines
6-20-00
Page 2
1C10
PIPER AIRCRAFT
PA-34-220T
ACCESS PLATES AND INSPECTION PROVISIONS
The access and inspection provisions for the airplane are shown in Figure 6-3. The component to be serviced
or inspected through each opening is identified in the illustration. All Access plates and panels are secured by
either metal fasteners or screws. To enter the aft section of the fuselage, remove the rear trim panel.
SKETCH C 1 2 1 2 SKETCH D
4
3 4 5 3
1. VENTILATING AIR INTAKE 1. FAIRING FIN
2. FAIRING FIN 2. VENTILATING AIR INTAKE
3. BATTERY, BRAKE RESERVOIR, ELECTRONIC 3. STABILATOR AND RUDDER STOPS,
EQUIPMENT, HYDRAULIC POWER PACK STABILATOR TRIM TAB SCREW
4. RUDDER TRIM TAB SCREW 4. COMBUSTION HEATER, COMBUSTION
5. STABILATOR AND RUDDER STOPS, AIR INTAKE
STABILATOR TRIM TAB SCREW
Figure 6-3 Access Plates and Panels
6-30-00
Page 1
1C11
PIPER AIRCRAFT
PA-34-220T
1 2 3 11 11 3 2 1
1. WING TIP
2. CAP, FUEL TANK ASSEMBLY
3. FAIRING
4. OIL FILLER DOOR
5 5. FAIRING
6. LINES, WIRES, CABLES
7. COWL, INBOARD
6
8. SPINNER, PROPELLER
4
10 7 10 9. PROPELLER RECHARGE VALVE
10. COWL, OUTBOARD
8
SKETCH A 11. HATCH, NACELLE
9 9
1. FUEL GAUGE SENDER

2. COWL FLAP
3. PROPELLER RECHARGE VALVE
SKETCH B 3 3
4. SPINNER, PROPELLER
5. ENGINE OIL DRAIN
14 2 2 14 6. LINES, WIRES, CABLES
7. FAIRING
4 8. DOOR, MAIN GEAR, LANDING
5 9. COVER, GEAR ATTACHMENT
FITTING
6 10. ELECTRIC WIRING
7 11. FUEL VALVE
8 12. COVER, BELLCRANK AND
9 CONTROL CABLE
13. WING TIP
14. STALL WARNING & DEICER BOOTS
15. PITOT HEAT WIRING - AILERON
CABLES DEICER LINES
12 15 1 11 10 10 11 1 15 12 15
13
1 2
1 2 3
SKETCH E SKETCH F
5 6
1. DOOR, NOSE GEAR, LANDING 1. BATTERY
2. HYDRAULIC PRESSURE SWITCH, NOSE 2. NOSE LANDING GEAR
GEAR ACTUATING CYLINDER AND LIMIT 3. MAIN SPAR
SWITCH, VOLTAGE REGULATORS 4. BRAKE RESERVOIR
5. EXTERNAL POWER PLUG
6. RADIO
Figure 6-3 Access Plates and Panels (continued)
6-30-00
Page 2
1C12
PIPER AIRCRAFT
PA-34-220T
GRIDS 1C13 THRU 1C15

1C13
CHAPTER
7
LIFTING AND SHORING
1C16
PIPER AIRCRAFT
PA-34-220T
CHAPTER 7 - LIFTING AND SHORING
CHAPTER
7-00-00 GENERAL 1C18

7-00-00 Jacking 1C18
7- Cont./Effec.
Page 1
1C17
PIPER AIRCRAFT
PA-34-220T
GENERAL
Jacking the airplane is necessary to perform servicing of the landing gear and the operations. The jacking
operation can be performed through the use of conventional tripod jacks, or in other situations, (emergency,
post-accident lifting), slings or air bags should be used.
If wing and/or fuselage shoring is required, make sure the support is contoured to conform with the surface
it is supporting.
JACKING (Refer to Figure 7-1.)

1. Align the jacks under the wings with their respective pads on the wing front spar.
2. Attach a tail stand with approximately 600 pounds ballast, to the tail skid.
— CAUTION —
ENOUGH SUPPORT BALLAST MUST BE ADDED TO THE

TAILSTAND TO PREVENT THE AIRPLANE FROM TIP-
PING FORWARD ON ITS NOSE SECTION. MAKE SURE
TO ACCOUNT FOR SOMEONE IN THE FUSELAGE IF
APPLICABLE.
3. Carefully raise jacks until all three wheels are clear of the surface.
— CAUTION —
IF THE HYDRAULIC SYSTEM IS TO BE SERVICED AT

THIS POINT, THE FREE FALL KNOB SHOULD BE
PULLED OUT. FOR FURTHER INFORMATION, REFER
TO CHAPTER 32.
3033
Figure 7-1. Jacking Arrangement
7-00-00
Page 1
1C18
PIPER AIRCRAFT
PA-34-220T
GRIDS 1C19 THRU 1C21

1C19
CHAPTER
8
LEVELING AND WEIGHING
1C22
PIPER AIRCRAFT
PA-34-220T
CHAPTER 8 - LEVELING AND WEIGHING
CHAPTER
8-10-00 LEVELING 1C24

8-20-00 WEIGHING 1D1
8 - Cont./Effec.
Page 1
1C23
PIPER AIRCRAFT
PA-34-220T
LEVELING (Refer to Figure 8-1.)
The airplanes are provided with a means for longitudinal and lateral leveling. The airplanes may be leveled
while on jacks, during the weighing procedure while the wheels are on the 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:
1. To longitudinally level the airplane, partially withdraw the two leveling screws located immediately
below the left front side window. Place a level on these screw heads and adjust the jacks until the level is
centered. Should the airplane be either on scales or on the floor, first block the main gear oleos to full
extension; then deflate the nose wheel until the proper position is reached.
2. To laterally level the airplane, place a level across the baggage compartment floor along the rear bulk-
head. Raise or lower one wing tip by deflating the appropriate tire on the high side of the airplane or
adjust either jack until the bubble of the level is centered.
A368
LEVELING SCREWS
LONGITUDINALLY LATERALLY
Figure 8-1. Leveling Airplane
8-10-00
Page 1
1C24
PIPER AIRCRAFT
PA-34-220T
WEIGHING (Refer to Figure 8-2.)
The airplane may be weighed by the following procedure:

1. Position a scale and ramp in front of each of the three wheels.
2. Secure the scales from rolling forward and tow the airplane onto the scales.
3. Remove the ramp so as not to interfere with the scales.
4. If the airplane is to be weighed for weight and balance computations, level the airplane.
3031
Figure 8-2. Weighing Airplane
8-20-00
Page 1
1D1
PIPER AIRCRAFT
PA-34-220T
GRIDS 1D2 THRU 1D4

1D2
CHAPTER
9
TOWING AND TAXIING
1D5
PIPER AIRCRAFT
PA-34-220T
CHAPTER 9 - TOWING AND TAXIING
CHAPTER
SUBJECT
9-10-00 TOWING 1D7

9-20-00 TAXIING 1D8
9 - Cont./Effec.
Page 1
1D6
PIPER AIRCRAFT
PA-34-220T
TOWING
The airplane may be moved either by using the nose wheel steering bar that is stowed below the forward
ledge of the baggage compartment or by using power equipment that will not damage or cause excess strain to
the nose gear steering assembly. The tow bar engages front axle inside fork.
— CAUTION —
WHEN TOWING WITH POWER EQUIPMENT, DO NOT

TURN THE NOSE GEAR IN EITHER DIRECTION
BEYOND ITS STEERING RADIUS LIMITS AS THIS WILL
RESULT IN DAMAGE TO THE NOSE AND STEERING
MECHANISM.
WHEN MOVING THE AIRCRAFT FORWARD BY HAND,

AVOID PUSHING ON THE TRAILING EDGE OF THE
AILERONS AS THIS WILL CAUSE THE AILERON CON-
TOUR TO CHANGE RESULTING IN AN OUT-OF-TRIM
CONDITION.
In the event towing lines (rope) are necessary, they 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 than15 feet, and
a qualified person must ride in the pilot's seat to maintain control by use of the brakes.
TAXIING
Before attempting to taxi the airplane, ground personnel must be checked out by a qualified pilot or other
responsible person. Each 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 follow-
ing checks:
1. Taxi forward a few feet and apply brakes to determine their effectiveness.
2. Taxi with propellers set in low pitch, high rpm setting.
3. While taxiing, make slight turns to ascertain the effectiveness of steering.
4. Observe wing clearances when taxiing near buildings or other stationary objects. If possible, station a
guide outside the airplane to observe.
5. When taxiing on uneven ground, look for and avoid holes and ruts.
6. Do not operate the engines at high rpm when running up or taxiing over ground containing loose stones,
gravel, or any loose material that may cause damage to the propeller blades.
— NOTE —
Refer to Figure 9-1 for aircraft turning distance.
9-10-00
Page 1
1D7
PIPER AIRCRAFT
PA-34-220T
C105
60.4 FT.
(18.4m)
Figure 9-1 Airplane Turning Radius (Distance)
9-20-00
Page 1
1D8
PIPER AIRCRAFT
PA-34-220T
GRIDS 1D9 THRU 1D11

1D9
CHAPTER
10
PARKING AND MOORING
1D12
PIPER AIRCRAFT
PA-34-220T
CHAPTER 10 - PARKING AND MOORING
CHAPTER
SUBJECT
10-10-00 PARKING 1D14

10-20-00 MOORING 1D14
10 - Cont./Effec.
Page 1
1D13
PIPER AIRCRAFT
PA-34-220T
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.
1. To park the airplane, head it into the wind, if possible.
2. Set the parking brake by pulling back the brake lever and depressing the knob attached to the left side of
the handle; then release the handle. To release the parking brake, pull back on the brake lever to disen-
gage the catch mechanism, and allow the handle to swing forward.
— NOTE —
Care should be taken when setting brakes that are overheated.

During cold weather, accumulated moisture may freeze the discs
and lining together if the aircraft is parked with the brakes set.
MOORING
The airplane is moored to ensure its immovability, protection, and security under various weather condi-
tions. The following procedure gives the instructions for proper mooring of the airplane.
1. Head the airplane into the wind, if possible.
2. Block all wheels.
3. Lock the aileron and elevator controls using the seat belt or control surface blocks.
4. Secure the-down ropes to the wing tie-down rings and the tail skid at approximately 45 degree angle to
the ground.
— NOTE —
Use square or bowline knots. Do not use slip knots. Additional

preparations for high winds include using tie-down ropes from the
landing gear legs, and securing the rudder.
10-10-00
Page 1
1D14
PIPER AIRCRAFT
PA-34-220T
GRIDS 1D15 THRU 1D17

1D15
CHAPTER
11
REQUIRED PLACARDS
1D18
PIPER AIRCRAFT
PA-34-220T
CHAPTER 11 - REQUIRED PLACARDS
CHAPTER
SUBJECT
11-20-00 PLACARDS AND MARKINGS 1D20

11-20-00 EXTERIOR PLACARDS 1D20
11-30-00 INTERIOR PLACARDS 1D21
11-30-10 MEYERCORD DECALS 1D24
11-30-10 General 1D24
11-30-10 Removal of meyercord decals 1D24
11-30-10 Installation of Meyercord decals 1D24
11 - Cont./Effec.
Page 1
1D19
PIPER AIRCRAFT
PA-34-220T
PLACARDS AND MARKINGS
EXTERIOR PLACRDS
1 1
3 3
4 4
6-7 6-7
5 5
16 17
9
15 14 10
11
12-13
1. SILKSCREEN - Do Not Push 10. PLATE - Airplane Nameplate

2. PLACARD - ELT Warning 11. PLACARD - Oleo Service Instructions, Main Gear
3. SILKSCREEN - Static Vent 12. PLACARD - Oleo Service Instructions, Nose Gear
4. SILKSCREEN - No Step 13. PLACARD - Tow Limitations
5. DECAL - Avgas 14. SILKSCREEN - Alignment Alert Bar
6. PLACARD - Oil Specifications 15. PLACARD - 14 or 28 Volt External Power
7. PLACARD - Winterization Information 16. SIKLSCREEN - Level Points
8. SILKSCREEN - Piper~Aire (Optional) 17. SILKSCREEN - Door Release
9. DECAL - Seneca III Logo
Figure 11-1. Exterior Placards and Decals
11-20-00
Page 1
1D20
PIPER AIRCRAFT
PA-34-220T
INTERIOR PLACARDS
2-3
24 4
5
23 6-7-8
9-10
20-21-22 11
12
14 14
13
18-19
15-16
17
29
27-28
26
25
31 30
1. PLACARD - Stabilator Balance Weight 16. PLACARD - Fuel Level Line, Reservoir
2. PLACARD - Baggage Limitations 17. PLACARD - Hydraulic Fluid Specification
3. PLACARD - Cabin Bulkhead 18. PLACARD - Propeller Synchrophaser
4. PLACARD - Aft Cabin Door Release 19. PLACARD - Takeoff and Landing Operation
5. PLACARD - Table Stowage 20. PLACARD - Door, Open
6. PLACARD - Fuel Selector (46.5 Gallons Per Side) 21. PLACARD - Door, Latch
PLACARD - Fuel Selector (61.5 Gallons Per Side) 22. PLACARD - Forward Cabin Door Release
7. PLACARD - Heater Control 23. PLACARD - Sump Drain
8. PLACARD - Heater, Flight and Ground Operation 24. PLACARD - Oxygen Bottle Installation
9. PLACARD - Cabin Air, Pull Off 25. PLACARD - External Power
10. PLACARD - Vent Fan (3 Position) 26. PLACARD - Baggage Limitations
11. PLACARD - Flap Lever 27. PLACARD - Light Switch, Baggage Door
12. PLACARD - Pitot Drain 28. PLACARD - Unlatch
13. PLACARD - Control Wheel (Transponder Ident) 29. PLACARD - Storm Window
14. PLACARD - Oil Drain Probe Location 30. PLACARD - Oil Drain Probe
15. PLACARD - Brake Reservoir 31. PLACARD - Press Ball To Unlatch
Figure 11-2. Interior Placards and Decals (Sheert 1 of 4)
11-30-00
Page 1
1D21
PIPER AIRCRAFT
PA-34-220T
1
19 20 2 3
4
18
17
5
15 14 13
16 12 10 9 8 7 6
11
SENECA III INSTRUMENT PANEL. SEE SHEET 4 OF 4 FOR SENECA IV PANEL.
22
21
T
FW AF 23
D
24
25

11-30-00
Page 2
1D22
PIPER AIRCRAFT
PA-34-220T
1. PLACARD - Compass Erratic 14. PLACARD - Primer L & R

2. PLACARD - Radio Master 15. PLACARD - Optional Fuel Primer System
3. PLACARD - Alternate Static Source 16. PLACARD - Phone/Mike
4. PLACARD - Surface/Propeller Deice 17. PLACARD - Park Brake Pull
5. PLACARD - Phone/Mike 18. PLACARD - Registration Number
6. PLACARD - Air Conditioner 19. PLACARD - Airspeed Limits
7. PLACARD - Optional Electric Flap Position 20. PLACARD - Annunciator Press-To-Test
8. PLACARD - Right and Left Alternator 21. PLACARD - Heater/Fan Operation
9. PLACARD - Alternate Air 22. PLACARD - Elevator Trim
10. PLACARD - Propeller Synchrophaser 23. PLACARD - Rudder Trim
11. PLACARD - Throttle, Propeller, Mixture Control 24. PLACARD - Fuel Controls
12. PLACARD - Emergency Gear Extender 25. PLACARD - Cowl Flaps
13. PLACARD - Lights Dimmer
11-30-00
Page 3
1D23
PIPER AIRCRAFT
PA-34-220T
1 2 3 4 5 6 7
9
10
29
11
12
30
13
14
L START R
15
16
31 30 29 28 27 26 25 24 23 22 21 20 19 18 17
SENECA IV INSTRUMENT PANEL (SERIAL NUMBERS 3448038 AND UP)
1. PLACARD – Speed Limitations 17. PLACARD – Warning - Air Conditioner Must

2. PLACARD – Airplane Registration Be Off...........
3. PLACARD – Day - Night 18. PLACARD – Flap Travel
4. PLACARD – Press To Test 19. PLACARD – Alternate Static Source.
5. PLACARD – Avoid Continuous Ground 20. PLACARD – Windshield Panel Heat
operation ............. 21. PLACARD – Warning - This Aircraft is not
6. PLACARD – Ammeter 22. PLACARD – Gear Up-Down Maximum Speeds
7. PLACARD – L Alt. Amps - R.Alt Amps 23. PLACARD – Emergency Gear Extension
8. PLACARD – KLN-90 Dataloader 24. PLACARD – GPS Limited To VFR Use Only
9. PLACARD – Circuit Breaker 25. PLACARD – Oxygen - Pull ON
10. PLACARD – Circuit Breaker 26. PLACARD – Dimming – Switch - Panel -
11. PLACARD – Circuit Breaker Avionics
12. PLACARD – Circuit Breaker 27. PLACARD – GPS
13. PLACARD – Circuit Breaker 28. PLACARD – Park Brake Pull
14. PLACARD – Circuit Breaker 29. PLACARD – Phone
15. PLACARD – Circuit Breaker 30. PLACARD – Mike
16. PLACARD – Circuit Breaker 31. PLACARD – L Primer R
11-30-00
Page 4
1D24
PIPER AIRCRAFT
PA-34-220T
MEYERCORD DECALS
GENERAL
Decals installed on the instrument panel of the Seneca IV are Meyercord type manufacturered by Mark-It,
1055 Paramount Tarkway, Batavia. IL 60510. The following procedures should be followed in the event one
or more of these decals must be replaced.
REMOVAL OF MEYERCORD DECALS
CAUTION
Do not use lacquer thinner on any panel that has been painted
with enamel or lacquer. Seneca IV panels are painted at the
factory with polyurethane paints.
1. Remove placard to be replaced with of clean cloth dampened with lacquer thinner.
CAUTION
Mark-it J-70 solvent will remove enamel, lacquer, and polyutherane

based paint products if liquid is dropped onto painted and not
removed immediately.
a. If panel is painted with enamel or lacquer use a clean cloth dampened with Mark-It J-70 solvent
to remove placard to be replaced.
INSTALLATION OF MEYERCORD DECALS

1. Brush or wipe a fluid coat of Mark-It C-175 solution on surface to receive decal.
2. Mix a solution consisting of 2 parts water and 1 part J-70 solvent.
3. Submerge decal in the mixed J-70 solution for approximately 3 to 5 seconds.
4. Remove decal from mixed solution and lay in position
5. Using a rubber squeegee, squeegee0.00 from center to edges to remove excess solution.
6. Wait approximately 1 to 1 1/2 minutes, then remove backing paper.
7. Using a damp sponge, remove excess solution from face of decal and surrounding area.
11-30-10
Page 1
1E1
PIPER AIRCRAFT
PA-34-220T
GRID 1E2
11-30-10
Page 2
1E2
CHAPTER
12
SERVICING
1E3
PIPER AIRCRAFT
PA-34-220T
CHAPTER 12 - SERVICING
CHAPTER
12-00-00 GENERAL 1E6

12-00-00 Aircraft Finish Care 1E6
12-00-00 Cleaning 1E6
12-00-00 Cleaning Exterior Surfaces 1E6
12-00-00 Cleaning Windshield and Windows 1E6
12-00-00 Cleaning Interior 1E7
12-00-00 Cleaning Carpets 1E8
12-00-00 Engine Washing 1E8
12-00-00 Cleaning Surface Deicing Equipment 1E8
12-00-00 Cleaning Landing Gear 1E9
12-10-00 REPLENISHING 1E10
12-10-00 Servicing Fuel System 1E10
12-10-00 Draining Fuel System 1E10
12-10-00 Filling Fuel Tanks 1E10
12-10-00 Handling of Dirt and Moisture in Fuel
System 1E10
12-10-00 Servicing Oil System 1E13
12-10-00 Draining Oil Sump 1E13
12-10-00 Recommendations for Changing Oil 1E13
12-10-00 Filling Oil Sump 1E13
12-10-00 Oil Screen (Suction) 1E14
12-10-00 Oil Filter (Full Flow) 1E14
12-20-00 SCHEDULED SERVICING 1E15
12-20-00 Servicing Oleo Struts 1E15
12-20-00 Filling Nose Gear Oleo Strut 1E15
12-20-00 Filling Main Gear Oleo Strut 1E16
12-20-00 Inflating Oleo Strut 1E18
12-20-00 Servicing Steering Bungees 1E18
12-20-00 Brake System 1E18
12-20-00 Filling Brake Cylinder Reservoir 1E19
12-20-00 Draining Brake System 1E19
12-20-00 Tires 1E19
12-20-00 Tire Balancing 1E19
12 - Cont./Effec.
Page 1
1E4
PIPER AIRCRAFT
PA-34-220T
CHAPTER 12 - SERVICING
CHAPTER
12-20-00 SCHEDULED SERVICING (cont) —

12-20-00 Hydraulic System 1E20
12-20-00 Hydraulic Pump Reservoir 1E20
12-20-00 Battery 1E20
12-20-00 Induction Air Filter 1E20
12-20-00 Removal of Air Filter 1E20
12-20-00 Service Instructions (Inspection
& Replacement) 1E21
12-20-00 Installation of Air Filter 1E21
12-20-00 Fuel System 1E21
12-20-00 Lubrication Instructions 1E21
12-20-00 Application of Oil 1E22
12-20-00 Application of Grease 1E22
12-20-00 Lubrication Charts 1E22
12 - Cont./Effec.
Page 2
1E5
PIPER AIRCRAFT
PA-34-220T
GENERAL
This chapter covers all routine servicing of airplane, scheduled and non-scheduled, including replenish-
ment of fuel, oil, hydraulic fluid, oxygen, tire pressure, lubrication requirements, servicing of oleo struts with
air and oil, etc. Pay special attention to all WARNINGS or CAUTIONS.
AIRCRAFT FINISH CARE
CLEANING
— WARNING —
DO NOT USE GASOLINE, KEROSENE, ALCOHOL, BEN-
ZENE, CARBON TETRACHLORIDE, THINNER, ACETONE,
OR WINDOW CLEANING SPRAYS TO CLEAN AIRPLANE.
CLEANING EXTERIOR SURFACES

The airplane should be washed with a mild soap and water solution. Harsh abrasives or alkaline soaps or
detergents could scratch painted or plastic surfaces or corrode metal. Cover areas where a cleaning solution
could cause damage. To wash the airplane use the following procedure:
1. Flush away loose dirt with water.
2. Apply cleaning solution with a soft cloth, a sponge or a soft brush.
3. To remove exhaust stains, allow the solution to remain on the surface longer.
4. To remove stubborn oil and grease stains, use a soft cloth dampened with naphtha.
5. Rinse all surfaces thoroughly.
6. Any good automotive wax may be used to protect and preserve painted surfaces. Soft cleaning cloths or
a chamois should be used to prevent scratches when cleaning or polishing. A heavier coat of wax on
leading surfaces will reduce the abrasion problems in these areas. Refer to surface de-ice cleaning procedures.
CLEANING WINDSHIELD AND WINDOWS

— CAUTION —
USE ONLY WATER AND MILD SOAP WHEN CLEANING
THE HEATED WINDSHIELD. USE OF ANY OTHER
CLEANING AGENT OR MATERIAL MAY CAUSE
DISTORTION OR DAMAGE TO WINDSHIELD COATINGS.
1. Remove dirt, mud and other loose particles from exterior surfaces with clean water.
2. Wash interior and exterior window surfaces with mild soap and warm water. Use a soft cloth or sponge
in a straight back and forth motion. Do not rub harshly.
3. Remove oil and grease with a cloth dampened with Plexiglas Polish and Cleaner, P/N 403D or similar
substance conforming to Federal Specification (P-P-560) or kerosene.
4. Rinse windows thoroughly and dry with soft lint-free cloth.
12-00-00
Page 1
1E6
PIPER AIRCRAFT
PA-34-220T
— WARNING —
DO NOT USE GASOLINE, ALCOHOL, BENZENE, CARBON
TETRACHLORIDE, THINNER, ACETONE, STRONG SOL-
VENTS OR WINDOW CLEANING SPRAYS. DO NOT USE
PLASTIC CLEANER ON HEATED GLASS WINDSHIELDS.
5. A superficial scratch or mar in plastic can be removed by polishing out the scratch with jeweler's rouge.
6. When windows are clean, apply a thin coat of polishing wax. Rub lightly with a soft cloth. Do not apply
wax to heated windshields with electrical heating elements.
7. Apply REPCON repellent or equivalent to windows and windshield to improve visibility during flights
through rain. Apply only according to manufacturer’s instructions. (Refer to Chapter 91, Consumable
Materials.)
CLEANING INTERIOR
1. Vinyl interior surfaces may be cleaned with a damp cloth and mild soap and water solution.
2. Leather may be cleaned with a mild hand soap and water solution or with a saddle soap. Follow the pre-
cautions which apply to the cleaning of any fine leather product. Avoid saturation and never use deter-
gents or harsh cleaning solutions on leather.
— CAUTION —
USE OF COMMON HOUSEHOLD CLEANERS AND
POLISHES ON WOOD LAMINATED SURFACES COULD
BE VERY HARMFUL.
4. Wood laminated surfaces should be maintained using only a high grade furniture wax.
5. All upholstery fabrics are Scotchguard treated and may be cleaned as follows:
Spilled oily and watery liquids will generally bead up on the fabric and can be blotted away leaving little
or no stain. Blot spills up as quickly as possible with an absorbent cloth, tissue or sponge. If the material
is a solid or semi-solid, such as butter, remove the excess by gently scraping with a table knife. Often,
blotting will remove all traces of stain but if the staining agent is not completely removed by blotting, the
following techniques are suggested:
Water-based stains such s ketchup, milk, ice cream, coffee:
Wipe the stain with a cloth wet with water containing a detergent or ammonia (4 fluid ounces of
ammonia to one gallon of water). repeat if necessary.
Oil based stains such as salad dressing, butter or mayonnaise may be removed by either of the following
procedures:
Apply “Texize K-2R Spot Remover” by spraying or rubbing into the fabric and let dry. Vacuum
off the residual powder. Repeat if necessary or wet a cloth with a solvent type spot cleaner such
as “Energine” or “Renuzit” and wipe or gently rub the stained area. Turn cloth and rewet with
solvent often. Repeat until stain disappears.
To remove residual detergent left on the fabric, wipe the entire fabric surface with a cloth dampened
with water. The cloth should be rinsed in clean water several times. This procedure will ensure that
the treatment will continue to function.
— NOTE —
It is best to test the cleaner on an inconspicuous portion of the fabric
to test for discoloration. Also avoid soaking or harsh rubbing.
12-00-00
Page 2
1E7
PIPER AIRCRAFT
PA-34-220T
CLEANING CARPETS
— WARNING —
SOLVENT CLEANERS REQUIRE ADEQUATE VENTILA-

TION.
Use a small whisk broom or vacuum cleaner to remove dirt. For soiled spots, use a nonflammable dry
cleaning fluid. Floor carpets may be removed and cleaned like any household carpet.
ENGINE WASHING
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, AIR INTAKE AND ALTER-
NATE 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. (Refer to Chapter 12.)
CLEANING SURFACE DEICING EQUIPMENT

The deice boots should be cleaned when the aircraft is washed using a mild soap and water solution.
In cold weather, wash the boots with the airplane inside a warm hangar if possible. If the cleaning is to be
done outdoors, heat the soap and water solution before taking it out to the airplane. If difficulty is encountered
with the water freezing on boots, direct a flow of warm air along the region being cleaned, using a portable
type ground heater.
As an alternate cleaning solvent, use benzol or non-leaded gasoline. Moisten the cleaning cloth in the sol-
vent, scrub lightly and then with a clean dry cloth, wipe dry so that the cleaner does not have time to soak into
the rubber.
12-00-00
Page 3
1E8
PIPER AIRCRAFT
PA-34-220T
— CAUTION —
PETROLEUM PRODUCTS SUCH AS THESE ARE INJURI-
OUS TO RUBBER AND THEREFORE SHOULD BE USED
SPARINGLY IF AT ALL.
When deice boots are clean, a coating of B.F. Goodrich Icex should be applied. Icex is compounded to
lower the strength of adhesion between ice and rubber surface of the deice boots.
CLEANING LANDING GEAR

Before cleaning landing gear, place plastic cover or similar material over wheel and brake assembly.
1. Place can under gear to catch waste.
2. Spray or brush gear area, as required, with solvent or mixture of solvent and degreaser.
3. Allow solvent to remain on gear for 5 to 10 minutes. Rinse gear with additional solvent and allow to dry.
4. Remove cover from wheel and remove catch can.
5. Lubricate gear per lubrication chart in Chapter 12.
THIS SPACE INTENTIONALY LEFT BLANK
12-00-00
Page 4
1E9
PIPER AIRCRAFT
PA-34-220T
REPLENISHING
SERVICING FUEL SYSTEM

The fuel filter, mounted to the wing station 82.92 rib, should be cleaned at intervals of 50 hours or every
90 days, whichever comes first. Servicing of the filter is as follows:
1. Move the system's fuel selector valve to its off position.
2. Just outboard of the nacelle (refer to Figures 12-1 and 12-2), and under the wing, remove the access panel
forward of the main spar at wing station 91.0.
3. With the drain cup, drain any fuel still in the bowl from the drain valve under the wing.
4. Disconnect the filter drain line from the bowl and cap the line.
5. Cut the safety wire and remove cap nut from bottom of bowl.
6. Remove bowl and O-ring seal from body.
7. Remove the check and retaining nuts from the stud, and slide the filter down off the stud.
8. The filter discs and washers need not be separated for normal cleaning. If necessary, proceed as follows:
a. Remove retainer cup from outer tube.
b. Slide discs and washers from outer tube. DO NOT use a sharp tool (screwdriver, etc.) to separate
them.
DRAINING FUEL SYSTEM

The bulk of the fuel may be drained from the system by removing the flush type drain valve at the inboard
end of each fuel tank. The remaining fuel in the system may be drained through the fuel filters and the two
drains located on the lower right side of the fuselage inboard to the flaps.
FILLING FUEL TANKS

Each fuel system is filled through a single filler neck in its outboard tank. The standard fuel system
involves two 24.5 gallon tanks per side comprising a total of 49 gallons per side. With the optional system, an
additional bladder cell of 15 gallons is added per side giving a total of 64 gallons per side.
Anti-icing additives complying with MIL-1-27686, may be added when filling the system. Refer to the
next paragraph for the proper method.
HANDLING OF DIRT AND MOISTURE IN FUEL SYSTEM
— CAUTION —
WHEN USING ADDITIVES, MAKE SURE THE CORRECT
PROCEDURES ARE FOLLOWED. WHEN REFUELING,
OBSERVE ALL SAFETY PRECAUTIONS AND USE FUEL
SPECIFIED ON FILLER PLACARD.
— CAUTION —
MAKE SURE THAT ANTI-ICING ADDITIVE IS DIRECTED
INTO THE FLOWING FUEL STREAM, STARTING AFTER,
AND STOPPING BEFORE THE FUEL FLOW. DO NOT
PERMIT ADDITIVE TO COME IN DIRECT CONTA C T
WITH PAINTED SURFACES OR INTERIOR SURFACES OF
TANKS.
12-10-00
Page 1
1E10
PIPER AIRCRAFT
PA-34-220T
1
8 2
12
5
4
9
12 5 4
7
14
20
19
18 13 3 1716 15 6 14 8 2
13 3 9
11
10
1. FUEL FILLERS 11. MAIN GEAR TIRES

2. FUEL INJECTORS 12. INDUCTION AIR FILTERS
3. ENGINE OIL FILL 13. ENGINE OIL SUCTION SCREEN
4. ENGINE OIL FILTERS 14. PROPELLER AIR CHARGE
5. FUEL FILTERS 15. BRAKE RESERVOIR
6. INSTRUMENT AIR FILTERS 16. NOSE GEAR STRUT
7. FUEL SYSTEM DRAINS 17. NOSE GEAR TIRE
8. FUEL METERING CONTROL UNIT 18. EXTERNAL POWER RECEPTACLE
9. OIL DIPSTICK 19. BATTERY
10. MAIN GEAR STRUT 20. HYDRAULIC RESERVOIR
Figure 12-1. Service Points

12-10-00
Page 2
1E11
PIPER AIRCRAFT
PA-34-220T
C161 255
1
8
2 9
10
3
11
12
NACELLE 13
4
14
5
15
6 16
7
17
TORQUE 60 TO 80 IN.-LBS
OUTBOARD
WING 1. BODY, FILTER 10. SEAT, RELIEF
2. O-RING SEAL 11. DISCS, FILTER
ACCESS COVER 3. TUBE, OUTER 12. WASHERS
4. NUT 13. CUP, RETAINER
5. STUD 14. NUT, CHECK
6. DRAIN, FILTER, FITTING 15. BOWL, FILTER
7. NUT 16. WASHER
8. SPRING 17. SAFETY WIRE
9. BALL, RELIEF
Figure 12-2. Fuel Filter Installation
HANDLING OF DIRT AND MOISTURE IN FUEL SYSTEM (continued)
— CAUTION —
DO NOT ADD FURTHER BLENDING TO PREBLENDED

FUELS. FUEL ADDITIVES DO NOT ELIMINA TE
P R EFLIGHT FUEL DRAINING.
The fuel systems are designed to allow moisture and foreign matter to be drained at the systems' lowest
points. Two drains are located under the wing (see placards) from the inboard tank and fuel filter. Quick
drains for the two systems are mounted underneath the fuselage.
Ice contamination can be prevented by introducing an anti-icing additive (per MIL-I-27686) to the fuel. If
an additive is to be used, it must be uniformly blended with the fuel while refueling, and not exceed .15%, by
volume, of the refueled quantity. The blend should not be less than 0.10% by volume. A good example would
be 1 1/2 liquid ounces per 10 gallons of fuel. For best results follow manufacturer's mixing or blending
instructions. If possible, a blender supplied by the manufacturer should be used. The List of Consumable
Materials should be utilized for purchasing information.
12-10-00
Page 3
1E12
PIPER AIRCRAFT
PA-34-220T
SERVICING OIL SYSTEM
The engine oil level should be checked before each flight and changed after each 100 hours of engine
operation. During oil change the oil screen(s) should be removed and cleaned, and the oil filter cartridge
replaced. Replace oil filter at 50 hour intervals.
— CAUTION —
DO NOT INTRODUCE ANY TRADE ADDITIVE TO THE

BASIC LUBRICANT UNLESS RECOMMENDED BY THE
MANUFACTURER.
THE ENGINE MANUFACTURER DOES NOT RECOM-

MEND OILS BY BRAND NAMES. USE A QUALITY
BRAND AVIATION GRADE OIL OF THE PROPER SEA-
SON VISCOSITY.
DRAINING OIL SUMP
— NOTE —
It is recommended that the engine be warmed to operating temper-

ature before draining to ensure drainage.
Obtain a suitable container to hold the appropriate amount of oil and place under engine. If the optional
quick drain is used, remove from baggage compartment. Remove the access panel in the lower cowl and insert
quick drain or remove drain plug as applicable.
RECOMMENDATIONS FOR CHANGING OIL.

The engine manufacturer recommends that the oil supply be drained and the entire sump filled with fresh
oil after each 100 hours of engine operation. Always start and warm the engine to operating temperature
before performing an oil change. While draining the oil, the screens should be removed from the crankcase
cover and cleaned thoroughly. If sludge deposits are heavy, subsequent oil changes should be made at shorter
intervals. Detergent oil that meets Continental Motors Corporation Specification MHS-24, is the only recom-
mended lubricating oil. Use SAE-30 or 10W-30 below 50°F ambient air (sea level) and SAE-50 above 50°F
ambient air (sea level). When the average ambient air temperature is approximately at the dividing line, use
the lighter oil.
FILLING OIL SUMP

The oil sump should normally be filled with oil to the mark on the engine dipstick. The specified grade of
oil may be found in the Lubrication Chart, or on the cowl panel access door of each engine. To service the
engine with oil, open the access door of the cowl and remove the oil filler cap.
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1E13
PIPER AIRCRAFT
PA-34-220T
OIL SCREEN (SUCTION)
The oil suction screen is located on the bottom aft end of the engine sump, installed horizontally. To
remove, cut the safety wire and remove the hex head plug. The screen should be cleaned at each oil change to
remove any accumulation of sludge and to examine for metal filings or chips. If metal particles are found in
the screen, the engine should be examined for internal damage. After cleaning and inspection, place the screen
inside the recess in the hex head plug to eliminate possible damage to the screen. Insert the screen into the
housing and when certain that the screen is properly seated, tighten and safety the plug with MS-20995-C41
safety wire.
OIL FILTER (FULL FLOW)

1. The oil filter should be replaced after each 50 hours of engine operation; this is accomplished by remov-
ing 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 Champion cutter tool
CT-470, available from Champion Spark Plug Co., Toledo, Ohio 43601. It will cut open any spin-on type
filter for inspection. Examine the material trapped in the filter for evidence of internal engine damage
such as chips or particles from bearings. In new or newly overhauled engines, some small particles of
metallic shavings might be found; these are generally of no consequence and should not be confused with
particles produced by impacting, abrasion or pressure. Evidence of internal engine damage found in the
oil filter justifies further examination to determine the cause.
3. After the filter has been replaced, tighten the attaching bolt within 15 to 18 foot-pounds of torque.
Lockwire the bolt through the loops on the side of the housing to the drilled head of the thermostatic
valve. Be sure the lockwire is replaced at both the attaching bolt head and the thermostatic oil cooler
bypass valve.
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1E14
PIPER AIRCRAFT
PA-34-220T
SCHEDULED SERVICING
SERVICING OLEO STRUTS

The air-oil type oleo strut should be maintained at proper strut piston tube exposures for best oleo action.
The nose gear strut must have approximately 1.2 ± .25 inches of piston tube exposed, while the main gear strut
requires approximately 3.2 ± .50 inches of tube exposure.
— CAUTION —
DO NOT EXCEED THESE TUBE EXPOSURES.
These measurements are taken with the airplane sitting on a level surface under normal static load.
— NOTE —
Normal static load is the empty weight of the airplane plus full fuel
and oil.
— WARNING —
DO NOT RELEASE AIR BY REMOVING THE STRUT VALVE
CORE OR FILLER PLUG. DEPRESS THE VALVE CORE PIN
UNTIL THE STRUT CHAMBER PRESSURE HAS DIMIN -
ISHED.
— CAUTION —
CLEAN ALL DIRT AND FOREIGN PA RTICLES FROM
AROUND THE FILLER PLUGS WITH COMPRESSED AIR
AND/OR WITH A QUICK DRYING SOLVENT.
If the strut has less tube exposure than prescribed, determine whether it needs air or oil by rocking the air-
plane. If the oleo strut oscillated with short strokes (approximately one inch) and the airplane settles to its nor-
mal position within one or two cycles after the rocking force is removed, the oleo strut requires inflating.
Check the valve core and filler plug for air leaks, correct if required, and add air. If the oleo strut oscillates
with long strokes (approximately three inches) and the airplane continues to oscillate after the rocking force is
removed, the oleo struts require fluid. Check the oleo for indications of oil leaks, correct if required, and add
fluid. For repair procedures of the landing gear and/or oleo struts, refer to Chapter 32 of this manual.
FILLING NOSE GEAR OLEO STRUT

To fill the nose gear oleo strut with hydraulic fluid (MIL-H-5606), whether it be only the addition of a
small amount or if the unit has been completely emptied and will require a large amount, it should be filled as
follows:
1. Raise the airplane on jacks. (Refer to Chapter 7.)
2. Place a pan under the gear to catch spillage.
3. Relieve air pressure from the strut housing chamber by removing the cap from the air valve and depress-
ing the valve core.
4. There are two methods by which the strut chamber may be filled and these are as follows:
a. Method I:
(1) Remove the valve core from the filler plug at the top of the nose gear strut housing. Allow the
filler plug to remain installed.
(2) With the piston tube extended, fill the strut with approved type fluid.
(3) Attach one end of a clean plastic hose to the valve stem of the filler plug and submerge the other
end of the hose in a container of clean hydraulic fluid; make sure the end of the hose is below the
surface of the fluid.
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1E15
PIPER AIRCRAFT
PA-34-220T
— 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 opera-
tions.
(4) Fully compress and extend the piston tube, thus expelling any air trapped within the strut cham-
ber. By watching the fluid pass through the plastic hose, it can be determined when the strut is
full and no air is present in the chamber.
(5) When air bubbles cease to flow through the hose, compress the piston fully and remove the hose
from the valve stem. Remove the filler plug to determine that fluid level is visible up to the bot-
tom of the filler plug hole.
(6) Reinstall the core in the filler plug and the plug in the strut housing and torque the plug to 350 to
400 inch-pounds.
b. Method II: Filling completely empty struts.
(1) Proceed with Steps 1 through 3 of Method I.
(2) Remove the filler plug at the top inboard side of the main gear housing.
(3) Disconnect the torque links by removing any one of the three torque link bolts.
— CAUTION —
WITH THE TORQUE LINK DISCONNECTED, THE STRUT

TUBE IS FREE; SLIDE OUT OF THE TRUNNION.
(4) Extend the piston to a visible strut extension of 10 inches minimum, 12 inches maximum.
(5) Add one-half pint minimum of hydraulic fluid through the air valve hole and allow it to drain and
fill the chamber below the top bearing hole.
(6) Reconnect the torque links.
(7) Add hydraulic fluid through the air valve hole until the fluid level reaches the bottom (or lower
side) of the air valve hole with the piston fully compressed and no air trapped in the assembly
below the valve hole.
— NOTE —
Gear assemblies with the air valve hole on the side of the cylinder
may be serviced in the horizontal position with the air valve hole
vertical.
(8) Install the air valve and torque it from 350 to 400 inch-pounds.
FILLING MAIN GEAR OLEO STRUTS

To fill the main gear oleo struts with hydraulic fluid ( MIL-H-5606) one of the following methods should
be used, depending on the type of service performed on the strut assembly.
1. Method I: Addition of small amount of fluid.
a. Raise the airplane on jacks.
b. Place a pan under the gear to catch any spillage.
c. Relieve the air pressure from the strut housing chamber by removing the cap from the air valve and
depressing the valve core.
12-20-00
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1E16
PIPER AIRCRAFT
PA-34-220T
d. Remove the valve core from the filler plug and allow the filler plug to remain installed.
e. With the piston tube extended, fill the strut with the approved type of hydraulic fluid.
f. Attach one end of a clear plastic hose to the valve stem of the filler plug and submerge the other end
of the hose in a container of clean hydraulic fluid; make sure the end of the hose is below the surface
of the fluid.
— NOTE —
An air tight connection is necessary between the plastic tube and

the valve stem. Without such a connection, a small amount of air
will be sucked into the oleo strut during each sequence, resulting in
an inordinate amount of air bubbles and prolonged filling opera-
tions.
g. Fully compress and extend the piston tube, thus expelling any air trapped within the strut chamber.
By watching the fluid pass through the plastic hose, it can be determined when the strut is full and no
air is present in the chamber.
h. When air bubbles cease to flow through the hose, fully compress the piston and remove the hose
from the valve stem. Remove the filler plug to determine that fluid is visible up to the bottom of the
filler plug hole.
i. Reinstall the air valve core in the filler plug and the plug in the strut housing and torque the plug
from 350 to 400 inch-pounds.
j. With the airplane still on jacks, compress and extend the gear piston tube several times to ascertain
that the strut will operate freely. The weight of the gear, wheel and fork should allow the piston tube
to extend.
k. Clean off any overflow of fluid and inflate the strut with air to 250 psi.
l. Remove the airplane from jacks and check strut exposure as described earlier in this section.
2. Method II: Filling completely empty struts.
a. Proceed with Steps A through C of Method I.
b. Remove the filler plug at the top inboard side of the main gear housing.
c. Disconnect the torque links by removing any one of the three torque link bolts.
— CAUTION —
WITH THE TORQUE LINK DISCONNECTED, THE STRUT

TUBE IS FREE TO SLIDE OUT OF THE TRUNNION.
d. Extend the piston to a visible strut extension of 10 inches minimum, 12 inches maximum.
e. Add one-half pint minimum of hydraulic fluid through the air valve hole and allow it to drain and fill
the chamber below the top bearing hole.
f. Reconnect the torque links.
g. Add hydraulic fluid though the air valve hole until the fluid level reaches the bottom (or lower side of
the air valve hole with the piston fully compressed and no air trapped in the assembly below the
valve hole.
— NOTE —
Gear assemblies with the air valve hole on the side of the cylinder
may be serviced in the horizontal position with the air valve hole
vertical.
h. Install the air valve and torque it from 350 to 400 inch-pounds.
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1E17
PIPER AIRCRAFT
PA-34-220T
INFLATING OLEO STRUTS
1. Make sure enough fluid is in the strut and attach a strut pump to the air valve. If a strut pump is unavail-
able line pressure may be used.
2. With the airplane at empty weight (full fuel and oil only) fill the main strut to 250 ± 25 psi and the nose
gear to 120 ± 12 psi. After attaining pressure, rock airplane to ensure proper strut extension.
3. Before capping valve, check valve core for leakage.
SERVICING STEERING BUNGEES

At the specified frequency according to the Lubrication Chart, the steering bungees must be serviced as
follows:
1. Remove the access panels located in the forward baggage compartment.
2. Clamp the rudder pedals in the neutral position as shown in Chapter 27.
3. Remove the nut, washers, and bolt that secures the steering bungee and the steering arm.
4. Remove the clamp that secures the boot, on the frame at station 49.50, to the bungee.
5. Within the fuselage, disconnect the bungee from the rudder pedal arm by removing the nut, washer and
bolt.
6. Remove the steering bungee from the aircraft.
7. Cut the safety wire from the bungee retainer.
8. Carefully remove the retainer and release the spring.
9. Apply Aero Lubriplate to the spring and mounting hardware as specified in the Lubrication Chart.
10. Compress the spring into the bungee tube and install the retainer securing with MIL-W-6713 Type 316
safety wire.
11. Ascertain that the measurement taken between the facing sides of the washers at the rod end is 13.71
inches.
12. With the nose gear in the neutral position, install the steering bungee into position. The web must be in
the vertical position. (Refer to Chapter 32.)
13. Install the bolt, washers, and nut that secures the bungee to the steering arm.
14. Install the bolt, washer, and nut that secures the bungee to the rudder pedal arm.
15. Install the boot clamp.
16. Repeat this procedure for the other steering bungee.
17. Align the nose gear. Refer to Chapter 32.
18. Remove the rudder pedal clamps and check the operation of the steering bungees.
19. Install the access panels in the forward baggage compartment with the attachment hardware.
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 to accomplish repairs to any of the brake system components, or to bleed
the system may be found in Chapter 32.
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1E18
PIPER AIRCRAFT
PA-34-220T
FILLING BRAKE CYLINDER RESERVOIR
The brake cylinder reservoir should be filled to the level marked on reservoir with the fluid specified in
Lubrication Chart. The reservoir, located on the upper right hand side of the bulkhead in the nose compart-
ment, should be checked at every 50 hour inspection and replenished as necessary. No adjustment of the
brakes is necessary, though they should be checked periodically per instructions given in Chapter 32.
DRAINING BRAKE SYSTEM

To drain the brake system, connect a hose to the bleeder fitting on the bottom of the cylinder and place the
other end of the line in a suitable container. Open the bleeder and slowly pump the hand brake lever and the
desired brake pedal until fluid ceases to flow. To drain the wheel brake unit, disconnect the line at the bottom
of the unit and allow fluid to flow into a suitable container. To clean the brake system, flush with denatured
alcohol.
TIRES
The tires should be maintained at the pressure specified in Chart 601. When checking tire pressure, exam-
ine the tires for wear, cuts, bruises and slippage. The tire, tube, and wheel should be balanced when installed.
Align the index mark on the tire with the index mark on the tube.
TIRE BALANCING
Proper balancing is critical for the life of aircraft tires. If a new tire is balanced upon installation it will
usually remain balanced for the life of the tire without having any shimmy or flat spots, and an inexpensive
balancer can be made that will balance almost any tire for light aircraft. Refer to Chapter 91 for balancer fabri-
cation details. Balance the tire as follows:
1. Mount the tire and tube (if one is used) on the wheel, but do not install the securing bolts. Install the
wheel bearings in the wheel; then, using the -7 bushings, -6 spacers, and -5 nuts, install the wheel-tire
assembly on the -8 pipe. Secure the -5 nuts finger-tight so that the wheel halves touch each other. Be
sure the bolt holes are aligned. Insert the -4 axle through the -8 pipe and place the wheel in the center of
the balancer. Make sure the axle is only on the chamfered edges of the balancer and that it is at 90° to the
sides of the balancer.
2. Release the tire. If it is out of balance it will rotate, coming to rest with the heaviest point on the bottom.
Tape a 1/2 ounce patch across top center of the tire. Rotate the tire 45° and release it again. If the tire
returns to the same position, add a 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 cen-
ter of the tire in line with the chalk marks. When the cement has dried, install the patches making certain
they are on the center line of the tire and aligned with the chalk marks on the sidewall. Burnish the
patches to remove trapped air, etc.
4. When reassembling the wheel, powder the inside of the tire. Mount the tire on the valve side of the
wheel in the same position it was in when it was balanced. Install the other wheel half, aligning the chalk
marks. Install the bolts and tighten to required torque, then inflate the tire and recheck the balance. The
wheel should not be more than 1/2 ounce out of balance.
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1E19
PIPER AIRCRAFT
PA-34-220T
HYDRAULIC SYSTEM
The hydraulic pump and landing gear actuating cylinders should be checked for leaks, tightness of line fit-
tings and general condition. The cylinder rods are to be free of all dirt and grit. To clean the rods. use an oil
soaked rag and carefully wipe them. All the hydraulic lines should also be checked for leaks, kinks, corrosion
and attachment fittings for tightness and security. Repair and check procedures for the hydraulic pump, cylin-
ders, and various components may be found in Chapter 29.
HYDRAULIC PUMP/RESERVOIR
The fluid level of the reservoir of the combination pump and reservoir should be checked every 50 hours
by viewing the fluid through the filler plug hole in the hydraulic pump. Access to the pump is through the
panel at the right forward side of the nose baggage compartment.
To check fluid level, remove the filler plug located on the forward side of the pump and ascertain that fluid
-is visible up to the bottom of the filler plug hole. Should fluid be below the hole, loosen the vent screw and
add fluid, MIL-H-5606, through the filler hole until full. Reinstall the filler plug.
— NOTE —
A small vent hole is located under the vent screw head. Retain
.015 inch clearance between the screw head and the small vent
hole.
BATTERY
Servicing of the battery which is located under the floor panel of the forward baggage compartment,
involves adding distilled water to maintain electrolyte even with the horizontal baffles, checking cable connec-
tions, and checking for any spilled electrolyte that would lead to corrosion. A check for proper fluid level and
presence of corrosion should be conducted at intervals of 50 hours or 30 days, whichever comes first. When
corrosion is found, at each 100 hour inspection or every 90 days, the battery should be removed from the box
and the battery and box should be cleaned. Removal, cleaning, and charging instructions may be found in
Chapter 24 of this manual.
INDUCTION AIR FILTER
REMOVAL OF AIR FILTER

The induction air filter is located on the right rear side of the engine compartment, and may be removed by
the following procedure.
1. Remove the upper cowling.
2. Release the three stud fasteners, remove filter cover.
3. Remove the filter.
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Page 6
1E20
PIPER AIRCRAFT
PA-34-220T
SERVICE INSTRUCTIONS (INSPECTION AND REPLACEMENT)
1. The air filter must be inspected at least once every 50 hours. Under extremely adverse operating condi-
tions, it must be inspected more frequently. Replace as required.
2. When returning existing filter to service, rap gently on a hard flat surface to remove embedded debris. Be
careful not to damage sealing ends.
3. Inspect filter housing for damage.
4. The filter housing may be cleaned by wiping with a clean cloth soaked in a suitable quick drying type
solvent.
INSTALLATION OF AIR FILTER

1. Properly position the filter in the box assembly and secure the cover assembly with the stud fasteners.
FUEL SYSTEM
1. To flush the fuel tanks and selector valve, disconnect the fuel line at the carburetor.
2. Select a fuel tank, turn on the electric fuel pump and flush fuel through the system until it is determined
there is no dirt and foreign matter in the fuel valve or tank. During this operation, agitation of the fuel
within the tank will help pick up and remove any dirt.
3. Repeat this procedure for each tank.
4. When all tanks are flushed, clean all filters.
LUBRICATION INSTRUCTIONS
Proper lubrication procedures are of immeasurable value both as a means of prolonging the service life of
the airplane and as a means of reducing the frequency of extensive and expensive repairs. The periodic appli-
cation of recommended lubricants to their relevant bearing surfaces, as detailed in the following paragraphs,
together with the observance of cleanliness will ensure the maximum efficiency and utmost service of all mov-
ing parts. Lubrication instruction regarding the locations, time intervals, and type of lubricants used may be
found in the Lubrication Chart. To ensure the best possible results from the application of lubricants, the fol-
lowing precautions should be observed:
1. Use recommended lubricants. Where general purpose lubricating oil is specified, but unavailable, clean
engine oil may be used as a satisfactory substitute.
2. Check the components to be lubricated for evidence of excessive wear and replace them as necessary.
3. Remove all excess lubricants from components in order to prevent the collection of dirt and sand in abra-
sive quantities capable of causing excessive wear or damage to bearing surfaces.
— NOTE —
If the airplane is inactive for long periods of time, it should be

lubricated in accordance with Lubrication Chart every 90 days.
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1E21
PIPER AIRCRAFT
PA-34-220T
APPLICATION OF OIL
Whenever specific instructions for lubrication of mechanisms requiring lubrication are not available,
observe the following precautions:
1. Apply oil sparingly, never more than enough to coat the bearing surfaces.
2. Since the control cables are sufficiently coated by the manufacturer, additional protection for the preven-
tion of corrosion is unnecessary.
3. Squeeze the magneto cam follower felts at regular inspection periods. If oil appears on fingers, do not
add oil. If the felt is dry, moisten with light oil.
— CAUTION —
BE CAREFUL NOT TO ADD TOO MUCH OIL, BECAUSE

THE EXCESS WILL BE THROWN OFF DURING OPERA-
TION AND WILL CAUSE PITTING AND BURNING OF
THE MAGNETO POINTS.
APPLICATION OF GREASE
Care must be taken when lubricating bearings and bearing surfaces with a grease gun to ensure that the
gun is filled with new clean grease of the grade specified for the particular application before applying lubri-
cant to the grease fittings.
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 repack-
ing with grease, be sure the lubricant enters the space between the rollers in the retainer ring. Do not
pack the grease into the wheel hub.
3. Use extra care when greasing the constant speed propeller hub to avoid blowing the clamp gaskets.
Remove one grease fitting and apply grease to the other fitting until fresh grease appears at the hole of
the removed fitting.
LUBRICATION CHARTS
The lubrication charts consist of individual illustrations for the various aircraft systems, and each compo-
nent to be lubricated is indicated by a number, the type of lubricant and the frequency of application. Special
instructions are listed at the beginning of the lubrication charts and with the applicable component illustration.
Refer to Chapter 91 for a List of Consumable Materials and suggested vendors.
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Page 8
1E22
PIPER AIRCRAFT
PA-34-220T
COMPONENT LUBRICANT FREQUENCY
1. MAIN GEAR PIVOT POINTS (SEE NOTE 3) MIL-G-23827 100 HRS
2. MAIN GEAR DOOR HINGE MIL-L-7870 100 HRS
3. MAIN GEAR TORQUE LINKS MIL-L-7870 100 HRS
4. EXPOSED OLEO STRUT MAIN FLUOROCARBON RELEASE

AGENT DRY LUBRICANT
#MS-122 100 HRS
5. MAIN GEAR WHEEL BEARINGS TEXACO MARFAX ALL PURPOSE

GREASE OR MOBIL GREASE
77 (OR MOBIL EP2 GREASE) 100 HRS
6. MAIN GEAR DOOR CONTROL ROD ENDS MIL-L-7870 100 HRS
7. MAIN GEAR SIDE BRACE LINK ASSEMBLY MIL-G-23827 100 HRS
8. UPPER SIDE BRACE SWIVEL FITTING MIL-G-23827 100 HRS
9. RETRACTION FITTING AND CYLINDER

ATTACHMENT POINTS MIL-L-7870 100 HRS
10. OLEO STRUT FILLER POINT (MAIN GEAR) MIL-H-5606 AS REQUIRED
11. HYDRAULIC PUMP RESERVOIR MIL-H-5606 100 HRS
12. BRAKE RESERVOIR MIL-H-5606 100 HRS
1880 9
1 10
C403
8
2
3 7
6 12
4 11
SPECIAL INSTRUCTIONS
1. Main and nose wheel bearings - Disassemble and clean

with a dry type solvent. Ascertain that grease is packed
between the roller and cone. Do not pack grease in
wheel housing. Wheel bearings require cleaning and
5
repacking after exposure to an abnormal quantity of
water.
2. Oleo struts, hydraulic pump reservoir and brake reser-
voir - Fill per instructions on unit or container or refer to
service manual.
3. Refer to Chapter 20 and ensure the greaseless bearing
is in good condition. Check for looseness.
Figure 12-3. Lubrication Chart (Main Landing Gear)

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1E23
PIPER AIRCRAFT
PA-34-220T

1. NOSE GEAR STRUT HOUSING MIL-G-23827 100 HRS
2. NOSE GEAR PIVOT POINT AND HYDRAULIC

CYLINDER ROD END MIL-L-7870 100 HRS
3. NOSE GEAR DOOR RETRACTION MECHANISM MIL-L-7870 100 HRS
4. NOSE GEAR DOOR HINGES MIL-L-7870 100 HRS
5. EXPOSED OLEO STRUT FLUOROCARBON RELEASE

AGENT DRY LUBRICANT
#MS-122 100 HRS
6. NOSE WHEEL BEARINGS TEXACO MARFAC ALL PURPOSE

GREASE OR MOBIL GREASE
77 (OR MOBIL EP2 GREASE) 100 HRS
7. NOSE GEAR TORQUE LINK ASSEMBLY MIL-L-7870 100 HRS
8. NOSE GEAR TORQUE LINK ASSEMBLY

AND STRUT HOUSING MIL-G-23827 100 HRS
9. NOSE GEAR PIVOT POINT, DRAG LINK

ASSEMBLY, DOWNLOCK AND CYLINDER
ASSEMBLY, STEERING ROLLER AND
CENTERING SPRING PIVOT POINTS MIL-L-7870 100 HRS
10. LINK BUSHING MIL-L-7870 100 HRS
11. BUNGEES LUBRIPLATE #907, FISKE

BROS. REFINING CO. 100 HRS
12. STEERING BELLCRANK PIVOT POINTS

AND ROD ENDS MIL-L-7870 100 HRS
13. NOSE GEAR ROLLER TRACK MIL-G-7711 100 HRS
14. NOSE GEAR OLEO STRUT FILLER POINT MIL-H-5606 AS REQUIRED
1964
12 11
13
14
10
1 9
934
8
4
7 SPECIAL INSTRUCTIONS
Bungee - Lubricate springs if bungee is disassembled.

5 6
Figure 12-4. Lubrication Chart (Nose Landing Gear)

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Page 10
1E24
PIPER AIRCRAFT
PA-34-220T
— CAUTION —
DO NOT LUBRICATE CONTROL WHEEL SHAFT OR
BUSHING. CLEAN ONLY WITH ALCOHOL OR OTHER
SUITABLE SOLVENT.
1. FLAP HINGE BEARINGS MIL-L-7870 100 HRS
2. RUDDER TRIM SCREWS LUBRIPLATE #907, FISKE

BROS. REFINING CO 100 HRS
3. CONTROL CABLE PULLEYS MIL-L-7870 100 HRS
4. TRIM CONTROL WHEELS, STABILATOR

AND RUDDER MIL-L-7870 100 HRS
5. CONTROL COLUMN FLEX JOINT AND SPROCKET MIL-L-7870 100 HRS
6. O-RING CONTROL SHAFT BUSHING FLUOROCARBON RELEASE

AGENT DRY LUBRICANT #MS-122 100 HRS
7. TEE BAR PIVOT POINTS, AILERON

AND STABILATOR CONTROL PULLEYS MIL-L-7870 100 HRS
8. STABILATOR CONTROL ROD AND IDLER PULLEY MIL-L-7870 100 HRS
9. FLAP CONTROL ROD END BEARINGS MIL-L-7870 100 HRS
10. FLAP RETURN AND TENSION CHAIN MIL-L-7870 100 HRS
11. FLAP HANDLE PIVOT POINT LOCK MECHANISM

AND CABLE PULLEY MIL-L-7870 100 HRS
12. FLAP TORQUE TUBE BEARING BLOCK MIL-L-7870 100 HRS
13. AILERON AND STABILATOR CONTROL CHAIN MIL-L-7870 500 HRS
14. RUDDER TAB ROD END BEARINGS MIL-L-7870 100 HRS
2
5 B
C
13 3
A 4
SKETCH A
5
7
8 1
9 10 9
2 14
11
14
12 11
SKETCH B SKETCH C
Figure 12-5. Lubrication Chart (Control System)

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1F1
PIPER AIRCRAFT
PA-34-220T

1. AILERON HINGE PINS MIL-L-7870 100 HRS
2. AILERON HINGE PINS MIL-L-7870 100 HRS
3. CONTROL CABLE PULLEYS MIL-L-7870 100 HRS
4. STABILATOR TRIM SCREW LUBRIPLATE #907, FISKE

5. RUDDER HINGE AND TAB HINGE BEARINGS MIL-L-7870 100 HRS
6. ARM BUSHING MIL-L-7870 100 HRS
7. STABILATOR TRIM TAB HINGE PINS MIL-L-7870 100 HRS
8. RUDDER TUBE CONNECTIONS, TUBE CABLE

ENDS AND STEERING ROD ENDS MIL-L-7870 100 HRS
9. TOE BRAKE ATTACHMENTS MIL-L-7870 100 HRS
10. BRAKE ROD ENDS MIL-L-7870 100 HRS
11. RUDDER SECTOR AND STABILATOR TRIM

PIVOT POINTS MIL-L-7870 100 HRS
12. AILERON CONTROL ROD END BEARINGS MIL-L-7870 100 HRS
13. AILERON BELLCRANK CABLE ENDS MIL-L-7870 100 HRS
9 2 3
8
5
4 7
SKETCH A 10
10
13
11
12
SKETCH B SKETCH C
Figure 12-5. Lubrication Chart (Control System)

12-20-00
Page 12
1F2
PIPER AIRCRAFT
PA-34-220T

1. ENGINE OIL SUMPS CONTINENTAL SPECIFICATION MHS-24A
AND THE LATEST REVISION OF SERVICE
BULLETIN M75-2 100 HRS
2. OIL FILTERS SEE SPECIAL INSTRUCTIONS

NO. 2 AND 3 50 HRS
3. INDUCTION AIR FILTERS CLEAN AS OFTEN AS NECESSARY.

EVERY DAY UNDER SEVERE
CONDITION
4. ALTERNATE AIR DOORS MIL-L-7870 100 HRS
5. GOVERNOR CONTROLS MIL-L-7870 100 HRS
6. CONTROL QUADRANT CONTROLS MIL-L-7870 100 HRS
7. PROPELLER ASSEMBLY MIL-G-23827 100 HRS
8. COWL FLAP ACTUATING MECHANISM LUBRIPLATE #907, FISKE

SKETCH A
SKETCH B
1. AIR FILTER - TO CLEAN FILTER, TAP GENTLY TO REMOVE DIRT PARTICLES. DO

NOT BLOW OUT WITH COMPRESSED AIR OR USE OIL, REPLACE FILTER IF PUNC-
TURED OR DAMAGED.
2. SEE THE LATEST REVISION OF TCM SERVICE BULLETIN FOR RECOMMENDED OIL
AND FILTER CHANGE PERIOD. THE ENGINE LUBRICATING OIL SYSTEM IS SER-
VICED WITH MIL-C-6529. TYPE II FOR THE INITIAL FILL AND FOR THE FIRST 25
HOURS ENGINE TIME PER TCM OPERATOR'S MANUAL AND MHS-184. SERVICE
ENGINE THEREAFTER WITH OIL PER MHS-24A AND THE LATEST REVISION OF TCM
SERVICE BULLETIN M75-2.
3. ASCERTAIN THAT OIL FILTER COMPLIES WITH SPECIFICATIONS OF THE LATEST
REVISION OF TCM SERVICE BULLETIN M75-7.
4. PROPELLER - REMOVE ONE OF TWO GREASE FITTINGS FOR EACH BLADE. APPLY 4 SKETCH C
GREASE THROUGH FITTING UNTIL FRESH GREASE APPEARS AT HOLE OF
REMOVED FITTING.
5. LUBRICATE OUTER SURFACE OF INNER SPACER ON COWL FLAP LINKAGE.
Figure 12-6. Lubrication Chart (Power Plant and Propeller)

12-20-00
Page 13
1F3
PIPER AIRCRAFT
PA-34-220T

1. FORWARD BAGGAGE DOOR MIL-L-7870 100 HRS
2. LATCH MECHANISM MIL-G-7711 500 HRS
3. PILOT AND COPILOT SEAT ADJUSTMENT MIL-L-7870 100 HRS
4. MAIN DOOR HINGES AND LATCH MECHANISM MIL-L-7870 100 HRS
5. BAGGAGE AND REAR DOOR HINGES AND LATCH

MECHANISM MIL-L-7870 100 HRS
2017
4 5
Pilot and passengers seats - Lubricate track rollers and stop

pins as required.
Figure 12-7. Lubrication Chart (Cabin Door, Baggage Door and Seats)
12-20-00
Page 14
1F4
PIPER AIRCRAFT
PA-34-220T
GRID 1F5
1F5
CHAPTER
20
STANDARD PRACTICES/
AIRFRAME
1F6
PIPER AIRCRAFT
PA-34-220T
CHAPTER 20 - STANDARD PRACTICES/AIRFRAME
CHAPTER
SUBJECT
20-00-00 GENERAL 1F8

20-10-00 STANDARD PRACTICES - AIRFRAME 1F10
20-10-00 Cherrylock Rivets, Removal 1F10
20-10-00 Identification of Fluid Lines 1F13
20-10-00 Flareless - Tube Assemblies 1F13
20-10-00 Support Clamps 1F15
20-10-00 Electrical Bonding 1F15
20-10-00 “V” Band Coupling Clamp 1F15
20-10-00 Self-Lubricating Bearings/Bushings 1F14
20-10-00 Torque Wrenches 1F17
20-10-00 Dye Penetrant Inspection 1F19
20 - Cont./Effec.
Page 1
1F7
PIPER AIRCRAFT
PA-34-220T
GENERAL
This chapter contains general information pertaining to standard aircraft hardware installation and removal
practices. The information included will be very helpful if it is referred to on a regular basis.
For standard repair practices of a minor nature, refer to AC43-13.
If repairs dictate Non-Destructive Testing (NDT) after repair such as welding, magnaflux should be used
on materials made from 4130 steel such as engine mounts and seat frames.
Testing and inspecting of aluminum castings and machines aluminum parts may be accomplished by the
dye penetrant method.
Usually, a good visual inspection with 10X magnifying glass will show any damage or defect in a repair
that is of a significant nature.
20-00-00
Page 1
1F8
PIPER AIRCRAFT
PA-34-220T
PAGE INTENTIONALLY LEFT BLANK
1F9
PIPER AIRCRAFT
PA-34-220T
STANDARD PRACTICES - AIRFRAME
CHERRYLOCK RIVET, REMOVAL (Refer to Figure 20-1.)

Should it be necessary to remove an installed cherrylock rivet, the following procedures are recommended:
1. In thick material, remove the lock by driving out the rivet stem, using a tapered steel drift pin (see
View 1).
— NOTE —
Do not drill completely through the rivet sleeve to remove a rivet

as this will tend to enlarge the hole.
2. If the rivets have been installed in thin sheets, driving out the locked stem may damage the sheets. It is
recommended that a small center drill be used to provide a guide for a larger drill on top of the rivet
stem, and the tapered portion of the stem be drilled away to destroy the lock (see Views 2 and 3).
3. Pry the remainder of the locking collar out of the rivet head with the drift pin (see View 3).
4. Drill nearly through the head of the rivet using a drill the same size as the rivet shank (see View 4).
5. Break off rivet head using a drift pin as a pry (see View 5).
6. Drive out the remaining rivet shank with a pin having a diameter equal to the rivet shank (see View 6).
20-10-00
Page 1
1F10
PIPER AIRCRAFT
PA-34-220T
B361
1.
DRIFT PIN
2. 4.
SMALL
CENTER DRILL
5.
3. 6.
Figure 20-1. Cherrylock Rivet Removal
20-10-00
Page 2
1F11
PIPER AIRCRAFT
PA-34-220T
MIL-H-8794:Size-6-2/68-Mfg Symbol
MIL-M-5593-6-4/68 Mfg Symbol
MIL-H-6000-Size-3-4/68 Mfg Symbol
Mfg Symbol
MIL-H--7938-Size--3-4/88
HOSE IDENTIFICATION MARKINGS
CONDUIT GAS
AIR
HYDRAULIC DE-ICING
ELECTRICAL COMPRESSED
INSTRUMENT
CONDUIT GAS DE-ICING
AIR HYDRAULIC
ELECTRICAL COMPRESSED DE-ICING
INSTRUMENT HYDRAULIC
CONDUIT GAS
AIR
ELECTRICAL COMPRESSED
INSTRUMENT
CONDITION
OXYGEN PNEUMATIC
FUEL AIR
BREATHING LUBRICATION CONDITION
OXYGEN FUEL PNEUMATIC
AIR
BREATHING FUEL LUBRICATION CONDITION
OXYGEN PNEUMATIC
AIR
BREATHING LUBRICATION
Figure 20-2. Hose/Line Markings
20-10-00
Page 3
1F12
PIPER AIRCRAFT
PA-34-220T
IDENTIFICATION OF FLUID LINES (Refer to Figure 20-2.)
Fluid lines in aircraft are often identified by markers made up of color codes, words, and geometric symbols.
These markers identify each line's function, content, and primary hazard, as well as the direction of fluid flow.
In most instances, fluid lines are marked with 1-inch tape or decals. Paint is used on lines in engine
compartments where there is the possibility of tapes, decals or tags being drawn into the engine induction system.
In addition to the above-mentioned markings, certain lines may be further identified as to specific function
within a system; for example, DRAIN, VENT, PRESSURE or RETURN.
Lines conveying fuel may be marked FLAM; lines containing toxic materials marked TOXIC in place of
FLAM. Lines containing physically dangerous materials, such as oxygen, nitrogen, or freon, are marked
PHDAN.
The aircraft and engine manufacturers are responsible for the original installation of identification markers,
but the aviation mechanic is responsible for their replacement when it becomes necessary.
Generally, tapes and decals are placed on both ends of a line and at least once in each compartment
through which the line runs. In addition, identification markers are placed immediately adjacent to each valve,
regulator, filter or other accessory within a line. Where paint or tags are used, location requirements are the
same as for tapes and decals.
FLARELESS-TUBE ASSEMBLIES (Refer to Figure 20-3.)

Although the use of the flareless-tube fittings eliminates all tube flaring, another operation, referred to as
presetting, is necessary prior to installation of a new flareless-tube assembly which is performed as follows:
1. Cut the tube to the correct length with the ends perfectly square. Deburr the inside and outside of the
tube. Slip the nut, then the sleeve, over the tube (Step 1).
2. Lubricate the threads of the fitting and nut. See Figure 20-3 for proper lubricant to use, depending on
the type system the tubing assemblies are to be used on. Place the fitting in the vise (Step 2) and hold
the tubing firmly and squarely on the seat in the fitting. (Tube must bottom firmly in the fitting.)
Tighten the nut until the cutting edge of the sleeve grips the tube. This point is determined by slowly
turning the tube back and forth while tightening the nut. When the tube no longer turns, the nut is
ready for final tightening.
3. Final tightening depends upon the tubing. For aluminum alloy tubing up to and including 1/2-inch
outside diameter, tighten the nut from one to one and one-sixth turns. For steel tubing and aluminum
alloy tubing over 1/2-outside diameter, tighten from one and one-sixth to one and one-half turns.
After presetting the sleeve, disconnect the tubing from the fitting and check the following points (illustrat-
ed in Step 3):
1. The tube should extend 3/32 to 1/8 inch beyond the sleeve pilot; otherwise blowoff may occur.
2. The sleeve pilot should contact the 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 the tube at the sleeve cut is permissible. No movement of the sleeve pilot, except
rotation is permissible.
20-10-00
Page 4
1F13
PIPER AIRCRAFT
PA-34-220T
B363
TUBING SYSTEM LUBRICANT

HYDRAULIC MIL-H-5606
FUEL MIL-H-5656
OIL SYSTEM LIL
PNEUMATIC MIL-L-4343
OXYGEN * MIL-L-5542
* CAUTION - DO NOT USE OIL OR GREASE

CONE ANGLE SLEEVE
BEVEL
SLEEVE PILOT
TUBING AND HOSE LUBRICANTS
TUBE SHOULDER
TUBE
SLEEVE
CUTTING
EDGE
SLEEVE BODY
PILOT NUT
FITTING TUBE NUT
SLEEVE TUBE FLARELESS-TUBE FITTING
SLEEVE CUTTING EDGE

STEP 1
STEP 2
3/32 TO
1/8 INCH
STEP 3
SLIGHT DEFORMATION
PERMISSIBLE
.005 INCH MAXIMUM - ALUMINUM
ALLOY TUBING
.015 INCH MAXIMUM - CORROSION
RESISTANT STEEL TUBING
PRESETTING FLARELESS-TUBE ASSEMBLY
Figure 20-3. Flareless-Tube Fittings
20-10-00
Page 5
1F14
PIPER AIRCRAFT
PA-34-220T
SUPPORT CLAMPS
Support clamps are used to secure the various lines to the airframe or power plant assemblies. Several
types 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 effect of hydraulic fluid (MIL-H-5606A)
or fuel is expected. 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
clamp location. 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.
All plumbing lines must be secured at specified intervals. The maximum distance between supports for
rigid fluid tubing is shown in Chart 2001.
ELECTRICAL BONDING
Aircraft electrical bonding should be accomplished or verified to establish a maximum allowable resis-
tance value. See Chart 2002 for values.
All electrical, electronic equipment and components shall be installed in such a manner as to provide a
continuous low-resistance path from the equipment enclosure to the airplane structure.
Parts shall be bonded directly to the primary structure rather than to other bonded parts.
All parts shall be bonded with as short a lead as possible.
All bonding surfaces shall be cleaned prior to the installation of the bonded joint.
All nuts used in bonding shall be of the self-locking type. (Do Not use fiber-locking type).
All electrical bonding shall be accomplished without affecting the structural integrity of the airframe.
Bond connections shall be secure and free from corrosion.
Selt-Tapping Screws will not be used for bonding purposes.
CHART 2001. MAXIMUM DISTANCE BETWEEN FLUID TUBING SUPPORTS
MAXIMUM DISTANCE BETWEEN

TUBE OD SUPPORTS (IN.)
(IN.) ALUMINUM ALLOW 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
“V” BAND COUPLING (CLAMP)

“V” Band couplings used in the Cabin Heating and/or any other system must be lock wired so that failure
of the “T” bolt will not allow the coupling to separate. (Refer to the latest revision of Piper Service Bulletin #884.)
20-10-00
Page 6
1F15
PIPER AIRCRAFT
PA-34-220T
SELF-LUBRICATING IMPREGNATED BEARING/BUSHINGS (Refer to Figure 20-4.)
Many systems and assemblies throughout the aircraft utilize bearings (bushings) that are self-lubricating or
impregnated with oil. These parts are designed and built into the assemblies to provide lubricated bearing sur-
faces requiring little or no mechanical lubrication, or attention.
The most commonly used bearings are of the Garlock "DU" type. Unless absolutely specified, grease
should not be used on these bearings although they can be oiled. It is significant to note that these bearings are
designed to function wet or dry; however, with alternating conditions, greater bedding in will occur and greatly
reduce dry operation wear resistance.
During normal operation, self-lubricating bearings generally bed in and deposit the overlay material on the
mating surface of the bolt, etc., which forms a lubricant film. The bearing rubbing surfaces often acquire at
this time, a grey green color, exposing a bronze matrix over about 10% of the bearing surface. During the run
in period the surface layer may shed slightly exhibiting fine feathery particles. As the bronze surface is
exposed and friction increases, the heat expands the bronze providing lubrication to the assembly. As shown
in Figure 20-4 , the level of bronze in time is slowly exposed to the point where the bearing should be
replaced. When the bearing reaches the end of its useful life, about 70% of the bearing surface will be
exposed.
Removal of these bushings is relatively easy using a drift pin. Installation however, is critical to the life of
the bearing. Care must be taken to ensure the bearing is squarely inserted in its housing to avoid damage to the
lining material. The bearing should be installed as follows:
1. Apply a smear of oil to the outside surface of the bearing.
2. With an arbor press, obtain an arbor 0.010 to 0.015 of an inch smaller than the housing aperture.
3. Carefully align the bearing in the housing and press the bushing into the housing. MAKE SURE THE
bearing goes in squarely.
— NOTE —
For large type bushings or bearings where the previous procedure

becomes impractical, other methods can be used provided care is
taken to protect the edge of the bearing from being damaged. Steps
must be taken to maintain alignment of the bearing during assem-
b l y. MAKE SURE THE LINING MATERIAL IS NOT
SCRATCHED OR CHIPPED.
WEAR DETERMINATION BEARING/BUSHING
(MAGNIFIED) INSTALLATION
C403
RUNNING IN COMPLETED. LOW WEAR

RATE WHEN BRONZE EXPOSED.
TYPICAL APPEARANCE AFTER HALF

USEFUL LIFE. NOMINAL BUSHING LENGTH
MINUS 1/32 IN.
ARBOR DIA. = HOUSING DIA.
BUSHING
MINUS 0.010 - 0.015 IN. ARBOR
NEAR END OF USEFUL LIFE. BRONZE

BEGINNING TO SMEAR.
PILOT DIA. = NOMINAL BUSHING BORE

DIA. MINUS 0.008 - 0.010 IN.
Figure 20-4. Self-Lubricating Bearing/Bushing

20-10-00
Page 7
1F16
PIPER AIRCRAFT
PA-34-220T
TORQUE WRENCHES
Torque wrenches should be checked daily and calibrated by means of weights and a measured lever arm to
make sure that inaccuracies are not present. Checking one torque wrench against another is not sufficient and
is not recommended. Some wrenches are quite sensitive as to the way they are supported during a tightening
operation. Any instructions furnished by the manufacturer must be followed explicitly.
When it is necessary to use a special extension or adapter wrench together with a torque wrench, a simple
mathematical equation must be worked out to arrive at the correct torque reading. Following is the formula to
be used: ( Refer to Figure 20-5.)
T = Torque desired at the part.
A = Basic lever length from center of wrench shank to center of handle. This may be stamped on the
wrench itself or it may be listed elsewhere.
B = Length of adapter extension, center of bolt to center of shank.
C = Scale reading needed to obtain desired torque (T).
AxT
The formula: C =
A+B
EXAMPLE
A bolt requires 30 foot-pounds and a 3 inch adapter (one-quarter of

a foot or .25') is needed to get at it. You want to know what scale
reading it will take on a one-foot lever arm wrench to obtain the 30
foot-pounds at the bolt.
C = 1 x 30 or C = 30 = 24 ft.-lbs.
1 + 25 1.25
Remember, the 3 inch adapter must be projecting 3 inches straight

along the wrench axis. In general, avoid all complex assemblages
or adapters and extensions of flex joints.
20-10-00
Page 8
1F17
PIPER AIRCRAFT
PA-34-220T
CHART 2002. MAXIMUM ALLOWABLE RESISTANCE VALUES
ITEM TO BE ELECTRICALLY BONDED MAXIMUM ALLOWABLE

RESISTANCE VALUE
IN OHMS
Engine Mount .003

Generators .003
Ailerons .003
Elevators .003
Rudder .003
Motor(s) .003
Flaps .003
Trim Tabs
Conventional Hinge .003
Piano Wire Hinge .01
Instrument Panel Inserts .01
Interior Lights .01
Exterior Lights Mounted on
Non-Conductive Material .003
Heaters .003
Electrical Equipment .003
Avionics "Black Boxes" .003
Battery Ground Point to Generator
Ground Point .01
Refueling Ground Attachment to .032
Aluminum Plate under Tire (A/C on
Ground) 10 Megohms
90°
B A
T AxT
C=
A+B
Figure 20-5. Torque Wrench Formula

20-10-00
Page 9
1F18
PIPER AIRCRAFT
PA-34-220T
DYE PENETRANT INSPECTIONS
NOTE
Thje following procedure is general in nature. See manufacture's
instructions, included with dye penetrant kit, for specifics.
1. Using a volatile cleaner, thoroughly remove dirt, loose scale, oil and grease from surface to be inspected.
2. Heat surface to at least 70°F (21°c), but not exceeding 130°F. (54°c)
3. Apply penetrant by brushing, spraying, or dipping. Let stand 2 to 15 minutes, depending on temperature.
4. Remove surplus penetrant by applying special cleaner recommended by penetrant manufacturer, or by
rinsing with water. Allow housing to dry.
5. 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.
20-10-00
Page 10
1F19
PIPER AIRCRAFT
PA-34-220T
GRIDS 1F20 THRU 1F21

1F20
CHAPTER
21
ENVIRONMENTAL SYSTEM
1F22
PIPER AIRCRAFT
PA-34-220T
CHAPTER 21 - ENVIRONMENTAL SYSTEM
CHAPTER
SUBJECT
21-00-00 GENERAL 1G2

21-00-00 Description 1G2
21-00-00 Troubleshooting 1G2
21-20-00 DISTRIBUTION 1G7
21-20-00 Cabin Vent System 1G7
21-20-00 Overhead Vent Blower 1G7
21-20-00 Removal of Blower Assembly 1G7
21-20-00 Dismantling Blower Assembly 1G7
21-20-00 Rebuilding Blower Assembly 1G7
21-20-00 Installation of Blower Assembly 1G9
21-40-00 HEATING 1G10
21-40-00 Heater System Operational Test 1G10
21-40-00 Description of Heater and Basic Components 1G11
21-40-00 Spark-Spray Ignition 1G11
21-40-00 Fuel Regulator and Shutoff Valve 1G11
21-40-00 Duct Switch 1G11
21-40-00 Combustion Air Blower 1G11
21-40-00 Ventilating Air Blower 1G11
21-40-00 Operating Controls 1G14
21-40-00 Operating Procedures 1G14
21-40-00 Maintenance Service 1G14
21-40-00 Inspection of Heater and Heater Components 1G15
21-40-00 50 Hour Inspection 1G15
21-40-00 100 Hour Inspection 1G15
21-40-00 Removal of Heater 1G15
21-40-00 Installation of Heater 1G16
21-40-00 Heater Electrical System Checks 1G16
21-40-00 Electrical Checks 1G16
21-40-00 Vent Blower Power Circuit Checks 1G19
21-40-00 Heater Power Circuit Check 1G19
21-40-00 General Maintenance 1G19
21-40-00 Combustion Air Blower 1G21
21-40-00 Spark Plug 1G22
21-40-00 Ignition Unit 1G24
21-40-00 Ignition Unit Removal and Installation 1G24
21-40-00 Testing Ignition Unit 1G24
21 - Cont./Effec.
Page 1
1F23
PIPER AIRCRAFT
PA-34-220T
CHAPTER
SUBJECT
21-40-00 HEATING (cont) ——

21-40-00 Operational Test of Ignition Unit 1H1
21-40-00 Vibrator 1H2
21-40-00 Vibrator Removal and Installation 1H2
21-40-00 Inspection of Ignition Unit 1H2
21-40-00 Cycling Switch and Limit (Overheat) Switch1H3
21-40-00 Combustion Air Pressure Switch 1H3
21-40-00 Fuel Regulator and Shutoff Valve 1H4
21-40-00 Removal of Fuel Regulator 1H4
21-40-00 Adjustment of Fuel Regulator 1H4
21-40-00 Installation of Fuel Regulator 1H5
21-40-00 Heater Fuel Pump Maintenance 1H5
21-40-00 Removal of Heater Fuel Pump 1H6
21-40-00 Disassembly of Pump 1H6
21-40-00 Cleaning of Pump 1H6
21-40-00 Inspection and Repair of Pump 1H6
21-40-00 Assembling Pump 1H7
21-40-00 Installation of Heater Fuel Pump 1H7
21-40-00 Duct Switch 1H7
21-40-00 Overhaul Instructions 1H8
21-40-00 Disassembly of Heater 1H8
21-40-00 Breakdown of Combustion Air Blower
Assembly 1H9
21-40-00 Cleaning 1H9
21-40-00 Cleaning and Inspecting Combustion
Tube Assembly 1H11
21-40-00 Inspection of Remaining Components 1H12
Testing 1H13
21-40-00 Repair of Combustion Tube Assembly 1H16
21-40-00 Rebuilding Heater 1H16
21-40-00 Rebuilding Combustion Air Blower
Assembly 1H19
21-40-00 Test Procedure 1H19
21-40-00 General Information 1H19
21-40-00 Equipment Required 1H19
21-40-00 Operational Test (On Test Bench) 1H21
21-40-00 Inspection of Fuel Nozzle Orifice 1H22
21-50-00 COOLING 1H23
21-50-00 Description and Operation 1H23
21 - Cont./Effec.
Page 2
1F24
PIPER AIRCRAFT
PA-34-220T
CHAPTER
SUBJECT
21-50-00 COOLING (cont) ——

21-50-00 Troubleshooting System 1I1
21-50-00 Special Servicing Procedures 1I3
21-50-00 Service Valves 1I4
21-50-00 Service Valve Replacement 1I5
21-50-00 Test Gauge and Manifold Set 1I5
21-50-00 Checking System For Leaks 1I8
21-50-00 Leak Check - Method I 1I8
21-50-00 Leak Check - Method II 1I9
21-50-00 Discharging 1I9
21-50-00 Evacuating the System 1I10
21-50-00 Charging the System 1I11
21-50-00 Using a Charging Stand 1I11
21-50-00 Using Airplane Compressor to Charge
System 1I13
21-50-00 Partial Charge to System 1I14
21-50-00 Compressor Service 1I15
21-50-00 Compressor Removal 1I15
21-50-00 Compressor Installation 1I15
21-50-00 Checking Compressor Oil 1I17
21-50-00 Adjustment of Drive Belt Tension 1I18
21-50-00 Refrigerant Lines and Routing 1I18
21-50-00 Receiver-Dehydrator 1I18
21-50-00 Receiver-Dehydrator Removal 1I18
21-50-00 Receiver-Dehydrator Installation 1I19
21-50-00 Condenser 1I19
21-50-00 Condenser Removal 1I19
21-50-00 Condenser Installation 1I19
21-50-00 Condenser Scoop Rigging 1I21
21-50-00 Expansion Valve 1I21
21-50-00 Expansion Valve Removal 1I21
21-50-00 Expansion Valve Installation 1I22
21-50-00 Evaporator Assembly 1I22
21-50-00 Evaporator Assembly Removal 1I23
21-50-00 Evaporator Assembly Installation 1I23
21-50-00 Pressure Relief Switch 1I24
21-50-00 Electrical Installation 1I24
21-50-00 Fuse Replacement 1I24
21 - Cont./Effec.
Page 3
1G1
PIPER AIRCRAFT
PA-34-220T
GENERAL
This chapter deals with the operating, servicing, and inspecting procedures for the heating, air condition-
ing, and ventilating systems.
DESCRIPTION
Heated air for the cabin and defroster operation is obtained from the combustion heater located in the tail
section of the airplane. Fresh air is supplied to the heater from an intake located in the dorsal fin 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 heater control console between the pilot's and copilot's seats and labeled
FAN, OFF and HEATER. The FAN position will operate the ventilation blower on the heater and may be used
for cabin ventilation or windshield defogging on the ground when heat is not desired. There is a defroster
blower in the same distribution system to provide additional defrost capability when required. The defroster
control switch must be in the ON position to energize the defroster blower.
For cabin heat, the air intake lever located on the heater control console must be partially or fully open and
the three-position switch set to HEATER. This will start the fuel flow and ignite the burner simultaneously.
With instant starting and no need for priming, heat should be felt within a few seconds. There are two safety
switches installed at the intake valve located aft of the heater unit which are activated by the intake valve and
wired to prevent both fan and heater operation unless the air intake valve is moved off the closed position.
Regulating the heater and airflow is accomplished by adjusting the levers on the heater control console.
The right-hand lever regulates the air intake valve, while the left-hand lever regulates cabin temperature.
Cabin temperature and air circulation can be varied to suit individual requirements by various combinations of
lever settings.
Heat may be supplied before starting the engines by turning on the master switch, opening the air intake
valve. and placing the heater switch in the HEATER position.
An overheat limit switch is located in the forward 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 bulkhead access panel into the aft fuselage; operation of this switch results in illu-
mination of the overheat warning light in the annunciator panel (red). 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 posi-
tion.
There are six overhead fresh air vents which are supplied by a separate inlet in the dorsal fin. This system
can be supplemented by an optional blower.
TROUBLESHOOTING
Chart 2101 provides information for troubleshooting heating system.
21-00-00
Page 1
1G2
PIPER AIRCRAFT
PA-34-220T
CHART 2101. TROUBLESHOOTING 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

properly. 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 fuel pressure and counter-
clockwise to decrease it.
Restriction in fuel nozzle Remove the nozzle and clean
orifice. or replace it.
Fuel heater solenoid not Remove and check solenoid.

operating. Replace if faulty.
Fuel lines clogged or Inspect all lines and con-

broken. nections. It may be
necessary to disconnect
lines at various points to
determine where the
restriction is located.
Ignition vibrator Replace vibrator.

inoperative.
Manual reset limit Press reset button firmly

(overheat) switch (overheat light will
open. illuminate when heater
switch is on) and recheck
to determine reason for
switch opening.
Combustion air pressure Check for low blower output

switch open. (Defective due to low voltage and correct
switch or low combustion it. If switch is defective,
air blower output.) replace it.
21-00-00
Page 2
1G3
PIPER AIRCRAFT
PA-34-220T
CHART 2101. TROUBLESHOOTING HEATER (continued)
Heater fails to light. Cycling switch open. Replace if defective.

(cont)
Duct switch open. Operate control to see if switch
will come on. Replace switch
if defective.
Ventilating air blower Heater switch "OFF". Energize the heater switch.
fails to run. Broken or loose wiring Check and repair wiring.
to 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 Replace filter.

filter.
Combustion air blower Faulty wiring to motor. Inspect and replace faulty
fails to run. wiring.
Poor ground connection. Tighten ground screw.
Worn motor brushes. Replace motor brushes.
Blower wheel jammed. Overhaul the combustion

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

for overhaul or replacement of
motor.
21-00-00
Page 3
1G4
PIPER AIRCRAFT
PA-34-220T
Heater fires but burns Insufficient fuel supply. Inspect fuel supply to heater,
unsteadily. including shutoff valve,
solenoid valve and fuel lines.
Make necessary repairs.
Spark plug partially Replace spark plug. See

fouled. Caution.
— 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.
Loose primary connection Tighten the connection.
at ignition assembly.
Faulty vibrator. Replace the vibrator.
Combustion air blower speed Remove and overhaul the

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

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

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

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

improper spray angle. nozzle as required.
21-00-00
Page 4
1G5
PIPER AIRCRAFT
PA-34-220T
Heater starts then goes Lack of fuel at heater. Check fuel supply through
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 Replace switch.

switch.
Inoperative cycling Adjust or replace the

switch. switch.
Low voltage. Attach external power.
Heater fails to shut off. Fuel solenoid valve in Remove and replace solenoid
heater stuck open. assembly.
Inoperative duct and Check and repair.

cycling switch.
Defective heater switch. Replace the heater switch.
21-00-00
Page 5
1G6
PIPER AIRCRAFT
PA-34-220T
DISTRIBUTION
CABIN VENT SYSTEM
OVERHEAD VENT BLOWER

The blower is mounted in the aft section of the fuselage and is connected to the overhead vent system. The
blower draws air in from the dorsal fin and forces it through the ducting, whenever desired. (The three posi-
tion blower switch in the overhead panel controls the two speed blower.)
REMOVAL OF BLOWER ASSEMBLY

1. Remove the access door from the aft wall of the baggage area.
2. With the master switch off, disconnect the plug assemblies at the blower assembly.
3. Remove the inlet and outlet hoses from the blower assembly by removing the clamps.
4. Remove the screws, washers and nuts that secure the blower assembly to the hanger braces.
5. Remove the screws and washers which secure the blower assembly to the retainer and hangers.
6. Remove the blower assembly from the aircraft.
DISMANTLING BLOWER ASSEMBLY

1. Remove the hose duct from the forward edge of the blower assembly by removing the nuts, washers
and screws.
2. Remove the cover from the blower assembly by removing the nuts, washers and screws.
3. Remove the blower fan from the motor shaft by removing the set screw.
4. For removal of the motor, proceed as follows:
a. Separate the plate from the motor cover by carefully drilling out the connecting rivets.
b. Cut the motor wires at the edge of the receptacle and plug and remove the wire ends from the
blocks.
c. Remove the motor from the mounting plate by removing the nuts, washers and bolts.
REBUILDING BLOWER ASSEMBLY

1. Mount the motor on the plate and secure it with the bolts, washers and nuts. Be sure that the motor
nuts are snug and the shaft spins freely.
2. Position the cover over the motor plate with the motor wires protruding through the cover grommet.
3. With the holes in the cover matching the holes in the motor plate, secure the two parts together with
rivets.
21-20-00
Page 1
1G7
PIPER AIRCRAFT
PA-34-220T
C404
37069 78629 78630
2
3
5
6
6 4
8
10
HEATED AIR
9 FRESH AIR
DEFROSTER AIR
1. HEATER INLET
2. FRESH AIR INLET
3. OVERHEAD VENT BLOWER - OPTIONAL
4. COMBUSTION AIR BLOWER INLET
5. COMBUSTION HEATER ASSEMBLY
6. FRESH AIR OUTLETS
7. HEATER OUTLETS
8. DEFROSTER OUTLETS
9. DEFROSTER BLOWER
10. HEATER AND DEFROSTER
CONTROL ASSEMBLY
Figure 21-1. Cabin Heat, Vent and Defrost Systems
21-20-00
Page 2
1G8
PIPER AIRCRAFT
PA-34-220T
4. Apply PR-307 sealant to fill any opening left after the wires are brought through the grommet.
5. Install the wires in the plug and receptacle.
6. Position the blower fin on the motor shaft and secure with set screw.
7. Secure the cover to the blower assembly with screws, washers and nuts.
8. Position the hose duct on the blower assembly and secure it with screws, washers and nuts. The
screws must be installed with their heads inside the duct.
9. After cleaning the surfaces of all old sealant, use white rubber chalk PR-307 sealant to seal where the
duct attaches to the blower assembly.
INSTALLATION OF BLOWER ASSEMBLY

1. Position the blower assembly in the hangers and retainer and install the washers and screws.
2. Install the nuts, washers and screws securing the blower assembly to the hanger braces.
3. Seal all hose joints with Arno Co. C-520 wrap tape; then install the inlet and outlet hoses securing
them with the clamps.
4. With the master switch off, connect the plug and receptacles at the blower.
5. Check the blower for the proper operation.
6. Install the access door to the aft wall of the baggage area and secure with the attaching hardware.
CHART 2102. BLOWER SYSTEM WIRE COLOR CODES
AIRCRAFT
MOTOR WIRES WIRES
YY1S062
Pin ESB - Universal Aircraft Pin
Nos. Elect. Company Harness Nos.
Ground Plug 2 Brown AC26A 2 Receptacle
Low Speed Plug 1 Yellow Black 1 Receptacle
High Speed Receptacle 1 Orange Red 1 Plug
— NOTE —
Pin number 1 is at the pointed side of the plug and receptacle.
21-20-00
Page 3
1G9
PIPER AIRCRAFT
PA-34-220T
HEATING
HEATER SYSTEM - OPERATIONAL TEST
1. Check all fittings and connections for condition and security of mounting, and all ducts for freedom of
obstructions.
2. Disconnect wire (H 10A) from the heater terminal No. 2; this will remove electrical power to the fuel
valve and pump so heater will not ignite.
3. Turn the master switch and "HEATER" switch on and open the air intake valve. Both blowers (com-
bustion air and ventilating air) should operate. Check at heater exhaust and ventilating air outlets to
ensure airflow.
4. Momentarily insert a wedge under the leaf of the main gear squat switch. The ventilation blower
should stop operating.
5. Turn off heater switch and remove wedge at squat switch.
6. To ensure that the heater fuel line is free of airlock, cautiously loosen the fuel connection at the heater.
This will bleed the line between the heater and fuel source. Then tighten the fuel line connection.
7. Reconnect the wire (H 10A) to the heater terminal No. 2.
8. Place the air intake lever in the "OPEN" position and the temperature control lever in the center of its
travel.
9. Install a 0 to 10 psi pressure gauge in the outlet line of the fuel regulator by installing a "T" fitting in
the OUTLET opening of the regulator.
10. Turn on the master switch; then press the press-to-test in the annunciator panel — red overheat light
should illuminate with other warning lights.
11. Turn on heater switch. The heater should ignite and continue to operate until the thermostat turns it
off. Cycling in this manner should continue until the heater switch is turned off.
12. With the heater in operation, check the pressure gauge. The gauge should read from 6.5 to 7.5 psi; if
the heater is running and the pressure indicated is more or less than required, adjust the regulator
accordingly. If the required pressure cannot be reached after a couple turns of the regulator's adjust-
ment screw, troubleshoot the fuel pump.
13. Place the heater switch in the "FAN" position. The heater should turn off and the ventilation blower
should continue to operate. Allow this blower to operate for a full two minutes; then place the air
intake lever in the closed position. The blower should turn off.
— NOTE —
This procedure should be followed after every shutdown to cool off

the burn chamber.
14. With the air intake closed, turn on the heater switch; the heater should not ignite and neither fan should
operate. Turn off the heater switch and master switch.
15. Remove the pressure gauge and "T" fitting from the regulator.
21-40-00
Page 1
1G10
PIPER AIRCRAFT
PA-34-220T
DESCRIPTION OF HEATER AND BASIC COMPONENTS
SPARK-SPRAY IGNITION (Refer to Figure 21-3.)
The controlled atomized spray from a specially designed spray nozzle, coupled with high voltage spark
plug ignition, ensures instant firing and continuous burning under all flight conditions.
Heat is produced by burning a fuel-air mixture in the combustion chamber of the heater. Aviation gasoline
is injected into the combustion chamber through the spray nozzle. The resulting cone-shaped fuel spray mixes
with combustion air and is ignited by a spark from the spark plug. Electric current for ignition is supplied by
an ignition unit which converts 14 volts to high voltage oscillating current to provide a continuous spark across
the spark plug gap. A shielded, high voltage lead connects the ignition assembly to the spark plug.
Combustion air enters the combustion chamber tangent to its surface and imparts a whirling or spinning action
to the air. This produces a whirling flame that is stable and sustains combustion under the most adverse condi-
tions because it is whirled around 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 sur-
face 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.
FUEL REGULATOR AND SHUTOFF VALVE (Refer to Figure 21-4.)

This unit provides preset, regulated fuel pressure as well as remote shutoff to the heater, regardless of fuel
inlet pressure variations. It is set for 7.5 ± .5 psi. The shutoff valve is operated by a solenoid.
DUCT SWITCH (Refer to Figure 21-5.)

This switch is installed in the ventilating manifold upstream from the heater to sense the ventilating air
outlet temperature. To select the desired cabin temperature, the switch may be adjusted manually from a high
of 250°F + 10° downward through a range of 146°F ± 6°. The switch has a differential of 15°F ± 5° at any
given setting.
COMBUSTION AIR BLOWER

This centrifugal type blower supplies combustion air to the combustion chamber of the heater.
VENTILATING AIR BLOWER

This blower is attached to the inlet end of the heater assembly and provides a source of ventilating air
through the heater. Ram air from the air intake is used during flight.
21-40-00
Page 2
1G11
PIPER AIRCRAFT
PA-34-220T
9 RNF 302
8 10 107
6 7 101 203 201 203 GND 106
2 3 4 5
1
1 2 3 4 5 6
H4C H10A H8A H7B GND H6B

H9A
1. HEATER OUTPUT DUCT

2. IGNITION VIBRATOR
3. IGNITION COIL
11
4. IGNITION UNIT
12 5. TERMINAL STRIP
6. PRESSURE SWITCH
12 14 13
7. ELBOW ADAPTER
16 15 8. COMBUSTION AIR BLOWER AND MOTOR
9. AIR INLET TUBE
17
10. AIR DUCT HOSE
11. WATER DRAIN TUBE
12. HEATER CLAMP
19
18 13. SPARK PLUG
14. HEATER FUEL DRAIN TUBE (HOT FUEL DRAIN)
15. FUEL DRAIN TUBE (COLD FUEL DRAIN)
16. ADJUSTABLE DUCT SWITCH
17. EXHAUST SHROUD
18. HEAT OUTLET DUCT
19. DUCT SWITCH CONTROL CABLE
Figure 21-2. Heater and Combustion Air Blower Assembly
HIGH VELOCITY
WHIRLING FLAME COMBUSTION AIR
INLET
SPARK PLUG
SOLENOID
VALVE
HEATED AIR
FUEL INLET
EXHAUST GASES
FRESH AIR
FROM BLOWER
Figure 21-3. Diagramatic Cutaway of Heater to Show Whirling Flame Action

21-40-00
Page 3
1G12
PIPER AIRCRAFT
PA-34-220T
382
ADJUSTMENT SCREW
Figure 21-4. Fuel Regulator and Shutoff Valve

A360
CONTROL CABLE ATTACHMENT
40°
140°
Figure 21-5. Top View - Duct Switch

21-40-00
Page 4
1G13
PIPER AIRCRAFT
PA-34-220T
OPERATING CONTROLS (Refer to Figure 21-1)
— NOTE —
The schematic diagram (Figure 21-6 and 21-7) shows the heater
circuit including the electrical wiring in the airplane.
The HEATER SWITCH is connected in the line that supplied electrical power to all heater equipment and
controls. When this switch is in the OFF position, the entire heater system is inoperative. This switch has a
FAN position which permits use of the ventilating air blower to circulate cool air through the system for sum-
mer ground operation. With the switch in FAN position, the heater is inoperative and only the ventilating air
blower is energized.
OPERATING PROCEDURE
1. Place the master and heater switches in their 0N 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 neces-

sary to reposition it after being airborne, since ram air will increase
the ventilating airflow and heater output.
3. To stop the heater operation, turn the heater switch to the FAN position. The heater will shut off and
the ventilating air blower will continue to operate. Allow the blower to operate for two minutes; this
will cool down the heater before turning the heater switch off and closing the air intake valve. Turn
off master switch.
MAINTENANCE SERVICE
Instructions contained in this section consist of periodic inspection, adjustments, 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 pre-
ceding paragraphs.
21-40-00
Page 5
1G14
PIPER AIRCRAFT
PA-34-220T
INSPECTION OF HEATER AND HEATER COMPONENTS
50 HOUR INSPECTION
1. Inspect the ventilating air inlet, combustion air inlet, exhaust outlet and fuel drains for possible
obstructions. Make sure that all of these openings are clear of any restrictions and that no damage has
occurred to the exhaust, cold or hot fuel drains, water drain or fuel line drain.
2. Perform an operational check as follows:
a. Place the HEATER SWITCH in the ON (or HEAT) position. The ventilating air blower and com-
bustion air blower should operate.
— NOTE —
Proceed with the Heater System Operational Test.
100 HOUR INSPECTION

1. Perform 50 hour inspection check.
2. Inspect ventilating air and combustion air inlets and exhaust outlet for restrictions and security at the
airplane skin line.
3. Inspect the drain lines to make sure they are free of obstructions. Run a wire through them if neces-
sary to clear any obstructions.
4. 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.
5. Inspect electrical wiring at the heater terminal block and components for loose connections, possible
chafing of insulation and security of attachment points.
6. Inspect the high voltage cable connection at the spark plug to make sure it is tight. Also, examine the
cable sheath for any possible indications of arcing which would be evidenced by burning or discol-
oration of the sheath.
7. Inspect the combustion air blower assembly for security of mounting and security of connecting tubing
and wiring. Tighten any loose electrical terminals and air tube connections.
REMOVAL OF HEATER (Refer to Figure 21-2.)

1. Ascertain that all heater controls are off.
2. Remove the access panel to the aft section of the fuselage.
3. Disconnect the heater outlet hose from the heater air distribution box by releasing the hose attachment
clamp.
4. Disconnect the duct switch control cable from the left side of the air distribution box.
5. Note the hookup of the electrical leads to facilitate reinstallation. Disconnect the leads from the heater
terminal block.
6. Disconnect the fuel supply line at the heater by removing the cover of the fuel line connection shroud
and disconnecting the line from the solenoid valve.
21-40-00
Page 6
1G15
PIPER AIRCRAFT
PA-34-220T
7. Disconnect the fuel and water drains from the bottom of the heater and allow them to slide down.
8. Disconnect the air inlet hose from the inlet end of the heater by releasing the hose attachment clamp.
9. Disconnect the combustion air blower inlet hose from the blower assembly by removing the cotter key
and clevis pin at the blower.
10. Loosen the clamps from around the heater and remove the heater from the airplane. The exhaust
shroud should remain in the airplane.
11. With the heater removed, the necessary maintenance may be performed as required.
INSTALLATION OF HEATER (Refer to Figure 21-2.)

1. Ascertain that all the heater components are on the heater. Position the exhaust tube shroud on the
tube mounting flange located in the fuselage.
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 fuselage.
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 air inlet hose to the inlet end of the heater and secure with clamp.
6. Connect the fuel and water drain lines to the bottom of the heater.
7. Connect the fuel supply line to the heater and cover over the fuel shroud and secure with two screws.
8. Attach the duct switch control cable to the switch.
9. Connect the electrical leads to the heater terminal block on the heater as shown in Figure 21-2.
10. Check the operation of the heater per previous instructions.
11. Install the access panel to the aft section of the fuselage.
HEATER ELECTRICAL SYSTEM CHECKS

ELECTRICAL CHECKS
These tests are listed as an aid in isolating open circuited or inoperative components.
— NOTE —
The schematic wiring diagram (Figures 21-6 and 21-7) shows, in

addition to the heater circuitry, the aircraft control circuit, for both
14 and 28 volt systems. For the purposes of this manual, the cir-
cuitry shown in these illustrations will be utilized to describe volt-
age 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.
21-40-00
Page 7
1G16
PIPER AIRCRAFT
PA-34-220T
HEATER
15A
RIGHT
LANDING
GEAR
FLIGHT
H3A
H5A
GND
FAN
OFF
H4A
H4B H6A
HEAT
AIR VALVE SW.

DEFROST
SWITCH
H6B RNF M
VENT
BLOWER
H4C
H15A
6
5
TO
ANNUNCIATOR H7B 4
TERMINAL
PANEL HEATER UNIT

STRIP
H7A
DUCT
3
SW
H15B
H9A 2
RAM CYCLING
AIR SWITCH
1 SW.
X
RNF
M DEFROST
BLOWER H10A
RNF
OVER TEMP. FUEL

SWITCH VALVE
FUEL SHUT
PUMP OFF IGN.
VALVE COMBUSTION UNIT
BLOWER
M
Figure 21-6. Seneca III (14 Volt System) Heater and Defroster Wiring Diagram
21-40-00
Page 8
1G17
PIPER AIRCRAFT
PA-34-220T
HEATER
15A CB 323
(RIGHT
LANDING GEAR)
FLIGHT
H3A C NO
H5A H5A NC
H6A H6A
GND
FAN
H6A
H4A H4B
OFF
HEAT H4B
NC
H6A
NC
AIR VALVE SW.

DEFROST C C
SWITCH
H6B
H4C RNF M
VENT
BLOWER
H6B
H15A
6
H4C
5
TO
ANNUNCIATOR H7B 4
TERMINAL
PANEL HEATER UNIT

STRIP
H8A
DUCT
3
SW
H15B
H9A 2
RAM CYCLING
AIR SWITCH
1 SW.
X
RNF
M DEFROST
BLOWER H10A
RNF
OVER TEMP. FUEL

SWITCH VALVE
FUEL SHUT
PUMP OFF IGN.
BLOWER
M
Figure 21-7. Seneca III (28 Volt System) and Seneca IV Heater and Defroster Wiring Diagram
21-40-00
Page 9
1G18
PIPER AIRCRAFT
PA-34-220T
VENT BLOWER POWER CIRCUIT CHECK
1. With the HEATER SWITCH in the FAN position, voltage (14-volts nominal) should be present at the
following locations: (Refer to Figures 21-7 and 21-7.)
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.
HEATER POWER CIRCUIT CHECK

1. With the HEATER SWITCH in the HEAT position, voltage should be present at the following locations:
(Refer to Figures 21-6 and 21-7.)
— NOTE —
Power for the ventilating air blower is the same as described above
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 heater terminal strip through the cycling switch to the fuel solenoid
valve.
In the event that voltage is not present at one or more of the above listed points, the wiring must be traced
back to the power source. If components are still inoperative after the wiring inspection, check the individual
inoperative components for voltage and, if necessary, replace them.
GENERAL MAINTENANCE
Instructions in this paragraph pertain to maintenance of the basic heater and components while the heater
is installed in the airplane. Instructions for removal of components are included provided the installation per-
mits accessibility.
— NOTE —
No special service tools are required for normal periodic mainte-

nance.
21-40-00
Page 10
1G19
PIPER AIRCRAFT
PA-34-220T
C408 C408
.125 IN. SAE 1010-1020
STEEL ROD
MOMENTARY
SWITCH BATTERY
.125 IN. B
DIA. EXTERNAL
TEST
A CIRCUIT AMMETER
.75 IN. .75 IN.
SILVER VOLTMETER
.12 IN. SOLDER
.06 IN. VIBRATOR

.375 IN. COND. COIL
.19 IN. 2 3
.640 IN. DIA. DRILL
.1285 IN. DIA.
CHAMFER 45° X 1/16 IN. INTERNAL
(#30) DRILL
NEAR END ONLY. TEST
2 HOLES
THREAD 18 MM - 1.5 MM CIRCUIT
.19 IN. DEEP
PITCH SAE SPARK 1 4
(1 IN. HEX SAE 1112 A
PLUG STANDARD.
SCREW STOCK)
NOTE: FILTER
DIMENSION A VARIES WITH LENGTH
OF SPARK PLUG. TOTAL RESISTANCE A TO B MUST NOT
GAP OF ALL SPARK PLUGS EXCEED 0.3 OHMS.
IS TO BE .187 + .000 - .030
Figure 21-8. Spark Plug Fixture Figure 21-9. Wiring Test Setup
425
1. SPARK PLUG
2. SEATING SURFACE
3. COMBUSTION TUBE ASSEMBLY
4. GROUND ELECTRODE
1 5. JACKET ASSEMBLY
8 2 6. COMBUSTION HEAD ASSEMBLY
7. MEASURE
8. GASKET
3
6 4
Figure 21-10. Spark Plug Gap Adjustment
21-40-00
Page 11
1G20
PIPER AIRCRAFT
PA-34-220T
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. Replacing Motor Brushes: (Refer to Figure 21-17.)
a. Remove the brush cap at one of the brush locations. Note position of brush inside the guide and
carefully lift the brush and brush spring out of the guide. Be sure to hold the brush so that it can
be reinstalled in precisely the same position if no brush replacement is required.
b. Inspect the brush for wear. If brushes are worn to a length of .187 of an inch, they must be
replaced.
c. Looking through the brush guide, inspect the commutator which should be smooth and medium
brown to dark brown in color. Remove all dust from commutator with compressed air. If the
commutator is grooved in the brush track, gouged, scored or shows signs of having burned spots,
replace the complete motor assembly. If the commutator is in good condition, install new motor
brushes and tighten brush caps into place. Make sure each brush is oriented so that the curved
end fits the curvature of the commutator.
d. After installing new brushes, it is advisable to run in the brushes as follows: Connect the motor to
a controlled voltage supply (rheostat). 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.
3. Installation:
a. Prior to installing the combustion air blower, inspect all parts of the assembly for loose screws,
loose nuts, and poor ground connection on the blower housing. Make sure the blower wheel is
tight on the shaft and properly located in the housing. It should have just enough clearance to
rotate at full speed without binding against the inlet housing. Blower performance is based upon
this close-tolerance clearance. It is recommended that correct voltage be applied for this clear-
ance 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 align-
ment.
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.
21-40-00
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1G21
PIPER AIRCRAFT
PA-34-220T
SPARK PLUG
1. Removal: (Refer to Figure 21-16.)
a. Remove the necessary access panels on the rear of the fuselage to expose the spark plug area of
the heater assembly.
— NOTE —
Ensure 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. Inspection and Servicing (Spark Plug):
a. 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 air-
plane type spark plug cleaner, except that it will be necessary to use two or more adapters in order
to raise the long extension of the plug far enough out of the cleaner nozzle opening to perform an
effective job. Plug the ceramic insert cavity at the terminal end of the plug with a piece of paper
or cloth to keep out any of the cleaning sand. Wipe this cavity out thoroughly with a cloth wet
with carbon tetrachloride. If after cleaning the spark plug porcelain is white and the electrodes are
not eroded, proceed to check the ground electrode in the heater and adjust the spark gap in
accordance with Step 3 of this paragraph.
— NOTE —
If the spark plug fails to clean up properly and/or if the electrodes

are badly eroded, it should be replaced.
3. Spark Gap Check and Adjustment: (See Figure 21-10.) 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 the ground electrode.
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1G22
PIPER AIRCRAFT
PA-34-220T
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) Purchase from Piper or fabricate the special tool from dimensions given in Chapter 95 for the
spark plug gap adjustment tool.
(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 approxi-
mately 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.
4. Installation: (Refer to Figure 21-10.)

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 (39, Figure 21-16) 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.
21-40-00
Page 14
1G23
PIPER AIRCRAFT
PA-34-220T
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 exter-
nally mounted vibrator and ignition coil.
IGNITION UNIT REMOVAL AND INSTALLATION

1. Removal: (Refer to Figure 21-16.)
— 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.
a. Place the ignition assembly in position on the heater jacket with the high voltage cable facing the
spark plug end of the heater.
b. Install the four screws. Tighten the screws securely.
c. Carefully connect the high voltage lead to the spark plug.
d. Connect the primary lead to the primary terminal on the ignition unit and tighten the nut securely.
e. Check for proper heater operation.
TESTING IGNITION UNIT

The ignition unit does not require complete overhaul. The following test will indicate whether or not the
unit is operational and whether the vibrator should be replaced before reinstallation in the aircraft. The follow-
ing equipment is required to test the components:
1. A battery that will supply power at approximately 14 or 28 volts DC.
2. A voltmeter with a range of 0-30-volts.
3. A lead from the battery to the test fixture in which is included an ammeter with a range of 0-3 amperes
and a normally open, momentary-closed switch. The total resistance of the lead including the ammeter
and switch must not exceed 0.3 ohms.
— CAUTION —
WHEN TESTING AN IGNITION UNIT, DO NOT USE A

SCREWDRIVER AS A SUBSTITUTE FOR A SPARK PLUG
AND SPARK PLUG FIXTURE.
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1G24
PIPER AIRCRAFT
PA-34-220T
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 .187 inch
spark gap. (Refer to Figure 21-8 for information on fabricating this fixture.)
— NOTE —
Any one of several spark plugs may be used with the spark plug
fixture detailed in Figure 21-8. However, the "A "dimension in
that sketch must be varied with the length of spark plug electrode
to provide a gap of .187 inch for all spark plugs.
5. The high tension shielded ignition lead between the ignition unit and the spark plug is a part of the cover
assembly.
6. Arrange the test equipment as shown in Figure 21-9.
OPERATIONAL TEST OF IGNITION UNIT
1. Close the momentary switch and read the voltmeter and ammeter. Release the momentary switch imme-
diately.
2. The amperage reading at 14-volts DC must be 1.50 + 0.25 amperes.
3. The amperage reading at 28-volts DC must not be more than 1.5 amperes.
A269
1 2 3 4
1. COVER ASSEMBLY 5
2. IGNITION BOX
3. CLAMP
4. IGNITION COIL
5. VIBRATOR
Figure 21-11. Ignition Unit Assembly

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1H1
PIPER AIRCRAFT
PA-34-220T
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.
VIBRATOR REMOVAL AND INSTALLATION (Refer to Figure 21-11.)

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

ther disassembly and inspection may be required.
CHART 2103. INSPECTION (IGNITION UNIT)
Index No. Nomenclature Inspection

1 Cover Assembly Inspection 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 above conditions.
2 Ignition Coil Inspect for broken bakelite, carbon tracks, oil leaks,
and dents in coil cover. Replace for any of the
above conditions.
INSPECTION OF IGNITION UNIT

Inspect components as directed in Chart 2103 and Figure 21-11.
— NOTE —
Replace any component that fails to meet checks listed in Chart
2103.
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1H2
PIPER AIRCRAFT
PA-34-220T
CYCLING SWITCH AND LIMIT (OVERHEAT) SWITCH (Refer to Figure 21-16.)
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.
a. Install the limit switch and spacers (gaskets) by placing them in position in the heater jacket open-
ing and installing two screws.
b. Tighten screws securely; then reconnect the electrical leads in accordance with markings made
during disassembly. (Refer to wiring diagram, Figure 21-6 and 21-7.)
c. Install the cycling switch (refer to Figure 21-16) by placing it in position in the heater jacket
opening and securing it with the two screws. Tighten screws securely; then reconnect the electri-
cal leads to their respective terminals as marked during disassembly. (Refer to wiring diagram,
Figure 21-6 and 21-7.)
COMBUSTION AIR PRESSURE SWITCH (Refer to Figure 21-16.)

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 jack-
et.)
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 21-6 and
21-7. Connect the tube to the switch cap.
c. Check for proper heater operation.
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1H3
PIPER AIRCRAFT
PA-34-220T
FUEL REGULATOR AND SHUTOFF VALVE (Refer to Figure 21-4.)
The fuel regulator and shutoff valve is located below the floor panel between the main and rear spar on the
right side of the cabin. The assembly is enclosed in a special fiberglass box with a removable access panel.
REMOVAL OF FUEL REGULATOR

1. Ascertain that the left fuel tanks are empty and the fuel selector controls are in the OFF position.
2. Gain access to the regulator and disconnect the electrical leads from regulator and shutoff valve.
3. Disconnect the fuel line from the outlet port and remove the regulator from the heater fuel pump. Cap
all open fuel lines to prevent contamination.
ADJUSTMENT OF FUEL REGULATOR

The fuel regulator and shutoff valve used in this system is adjustable but not repairable. The following
steps cover the proper adjustment of this unit:
1. Install the regulator in a test stand similar to that shown in Figure 21-12.
2. Install a 2.0 gph nozzle (Janitrol Part No. C08D09). Gasoline or Stoddard solvent can be used for test-
ing.
3. Apply fluid pressure from fuel pump and energize the solenoid. Outlet pressure should be 7.0 ± .5 psi,
if not, correct accordingly.
0-60 PSIG 0-15 PSIG

GAUGE GAUGE
SUPPLY
REGULATOR
FUEL FLOW
SUPPLY
REGULATOR FUEL
NOZZLE
ELECTRICAL
POWER SUPPLY
Figure 21-12. Test Setup for Fuel Regulator and Shutoff Valve
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Page 19
1H4
PIPER AIRCRAFT
PA-34-220T
4. Using a screwdriver, break the seal over the adjustment screw and adjust the regulated outlet pressure
to 7.0 ± .5 psi. (Turn clockwise to increase pressure or counterclockwise to decrease pressure.)
5. De-energize and energize the solenoid at least twice. The outlet pressure should be 6.5 to 7.5 psi with
the solenoid energized. When the solenoid is de-energized, the pressure should drop to zero and the
fuel flow from the nozzle should stop.
6. During the above test, observe for signs of external leakage. Any leakage is cause for rejection of the
regulator. After satisfactory adjustment has been made, apply Glyptol around the threads of the adjust-
ment screw and in the slot.
INSTALLATION OF FUEL REGULATOR

1. Position the regulator between the fuel line and fuel pump. Ascertain that the inlet side of the regula-
tor is towards the fuel pump.
2. Connect the regulator to the pump and the heater fuel line to the regulator outlet port.
3. Connect the electrical leads from the regulator.
4. Operate the heater to make sure the unit is functioning properly.
HEATER FUEL PUMP MAINTENANCE (Refer to Figure 21-13.)

The maintenance required for this type of fuel pump is very limited, consisting of inspection and replacing
parts that are worn or broken .
A932
1 2 3 4 5 6 7 8 9 10 11 12
TOP
BOTTOM
1. PUMP, BODY 7. O-RING

2. TUBE, PLUNGER 8. WASHER
3. FILTER 9. RETAINER
4. PLUNGER 10. MAGNET
5. SPRING 11. GASKET, COVER
6. CUP VALVE 12. COVER
Figure 21-13. Heater Fuel Pump
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Page 20
1H5
PIPER AIRCRAFT
PA-34-220T
REMOVAL OF HEATER FUEL PUMP
The heater fuel pump is located below the cabin floor panel between the main and rear spar on the right
side of the cabin. It is enclosed in a fiberglass compartment which has a removable access cover.
1. Ascertain that the left fuel tanks are empty and the fuel selector controls are in the OFF position.
2. Disconnect the electrical lead from the pump.
3. Disconnect the fuel line from the inlet end of the pump and the regulator from the outlet end. Cap all
open fuel lines to prevent contamination.
4. Remove the bolts which secure the pump to its mounting bracket.
DISASSEMBLY OF PUMP (Refer to Figure 21-13.)

1. Remove the safety wire that secures the bottom cover to the pump.
2. Using a 5/8 inch wrench, release the bottom cover from the bayonet fittings. Twist the cover by hand
to remove it from the pump body.
3. Remove the filter, magnet and cover gasket.
4. Remove the retainer spring from the plunger tube using thin nose pliers to spread and remove ends of
retainer from tube.
5. Remove washers, O-ring seal, cup valve, plunger spring and plunger from the tube.
CLEANING OF PUMP
1. Wash all parts in cleaning solvent and blow out with air pressure.
2. If plunger does not wash clean or if there are any rough spots, gently clean the surface with crocus
cloth.
3. Slosh the pump assembly in cleaning solvent and blow out with air pressure.
4. Swab the inside of the tube with a cloth wrapped around a stick.
INSPECTION AND REPAIR OF PUMP

1. Disassemble the pump.
2. The filter usually comes off with the cover; it may stick inside the fuel pump. Carefully remove the
filter and replace it, if distorted.
3. Check cover gasket and replace if deteriorated.
4. Check the O-ring seal and plunger spring. Replace if worn.
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1H6
PIPER AIRCRAFT
PA-34-220T
ASSEMBLING PUMP (Refer to Figure 21-13.)
1. Insert the plunger into the tube with the buffer spring end first. Check fit by slowly raising and lower-
ing the plunger in the tube. It should move fully without any tendency to stick. If a click cannot be
heard, the interrupter assembly is not functioning properly in which case the pump should be replaced.
2. Install the plunger spring, cup valve, O-ring seal and washer.
3. Compress spring and assembly retainer with ends of retainer in side holes of tube.
4. Place the cover gasket and magnet in the bottom cover and assemble the filter and cover assembly.
5. Twist the cover by hand to hold in position on pump housing. Using a 5/8 inch wrench, securely tight-
en the bottom cover with the bayonet fittings on the pump body and install safety wire.
INSTALLATION OF HEATER FUEL PUMP

1. Position the fuel pump on the forward bulkhead assembly and secure in place with bolts.
2. Connect the regulator to the pump outlet and the fuel line to the pump inlet.
3. Connect the electrical lead from the pump.
4. Operate the heater to make sure the unit is functioning properly.
5. Replace nose cone and secure.
DUCT SWITCH (Refer to Figure 21-17.)

1. Removal:
a. Disconnect the electrical leads from the terminals on the exposed face of the switch and mark to
facilitate installation.
b. Remove the two attaching screws and washers from the duct switch bracket.
c. Carefully lift out the switch and gasket (if gasket is used).
2. Cleaning and Inspection:
a. Brush off any dust or lint from the switch operating mechanism (exposed inside the duct) and
wipe the external surfaces with a clean cloth.
3. Installation:
a. Insert the switch carefully with gasket (if used) into the ventilating duct opening and secure with
the two attaching screws and washers.
b. Connect the two electrical leads to their respective terminals on the face of the switch as marked
during removal.
c. Operate the heater with the duct switch set above ambient temperature to check operation.
21-40-00
Page 22
1H7
PIPER AIRCRAFT
PA-34-220T
OVERHAUL INSTRUCTIONS
The heater assembly shall be overhauled after 1000 hours of heater time or when the "Pressure Decay
Test" requirements cannot be met. Refer to this chapter and latest Janitrol Maintenance and Overhaul Manual,
P/N 24E25-1.
— NOTE —
For disassembly and reassembly operations, refer to the exploded

view drawings and the parts list.
DISASSEMBLY OF HEATER (Refer to Figure 21-16.)
1. Remove the screw and slide the elbow adapter off the combustion air inlet tube.
2. Disconnect and remove electrical wiring and individual wires from the various components on the
heater. If wires appear to be in good condition, it may be desirable to remove wire harness assembly
intact. First disconnect wires at terminal strip and components.
— NOTE —
It is advisable to label all wires, prior to removal, to ensure correct

connections during reassembly. Cable straps and clips must be
replaced if removed, as they cannot be reused.
3. Carefully disconnect the high voltage ignition lead at the spark plug. Handle the spring connector on
the end of this lead with care to prevent fouling or damage.
4. Remove the four screws and cable straps to free the ignition assembly from the heater jacket and
remove the ignition assembly. The vibrator may be removed by releasing the clamp and exerting a
firm pull straightaway from the ignition assembly case.
5. Remove the grommet from the jacket and remove the spark plug with a 7/8 inch deep socket. Make
sure the spark plug gasket is removed.
6. Remove the two screws and lift out the overheat (limit) switch and spacer gaskets.
7. Remove the two screws and lift out the cycling switch.
8. Remove the four screws to release the terminal strip and insulator from the jacket.
9. Disconnect the tube fitting at the cover of the combustion air pressure switch. Take precaution when
bending tube. Unscrew and remove the combustion air pressure switch from the combustion air inlet
tube.
10. Remove vent air inlet adapter from the blower housing by removing the three screws.
11. Loosen the four screws and rotate the blower and motor housing to disengage the notched end from
the four screws in the end of the heater jacket. Disconnect the motor wiring quick-disconnect.
12. Remove the upper fuel shroud box cover by removing the screws.
13. Remove the grommet from the fuel shroud and carefully pull the fuel solenoid wires through the hole
in the shroud.
14. With an open end wrench, remove the fuel solenoid assembly being careful not to damage the wires on
the solenoid.
15. Reach inside the inlet end of the jacket assembly with a 3/4 inch open end wrench, and while holding
the fuel tube-tube fitting at the jacket, use a 3/4 inch deep socket to remove the elbow, nut, washer,
gasket and fuel shroud.
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1H8
PIPER AIRCRAFT
PA-34-220T
16. Remove the two screws and carefully withdraw the nozzle holder from the combustion head assembly;
remove gasket.
17. Remove the six screws and withdraw the combustion head assembly from the combustion tube assem-
bly. Remove gasket.
18. Remove the screws and remaining cable straps, if not previously removed, from the seam of the jacket
assembly. Note the position of the cable straps as they are removed. Spread the jacket at the seam and
remove it from the combustion tube assembly. This will free the asbestos gasket which can be
removed from the particular part to which it remains attached.
19. Carefully unscrew and remove the spray nozzle from the nozzle holder. Remove the gasket.
— CAUTION —
HANDLE THE NOZZLE WITH CARE TO AVOID DAM-

AGE TO THE TIP. THE MATERIAL AROUND THE ORI-
FICE IS VERY THIN AND ANY SHARP BLOW ON THE
FACE OF THE NOZZLE CAN DISTORT THE SPRAY PAT-
TERN AND CAUSE MALIGNITION OR IMPROPER COM-
BUSTION.
20. Remove the three screws and rubber grommets from the blower housing.
21. Slide the ventilating air blower motor out of the blower housing with the motor bracket assembly and
blower wheel attached. Loosen the set screw in the blower wheel and slide it off the end of the motor
shaft. Then remove the motor bracket assembly, fasteners and ground bracket.
22. Remove the screw and lock washer to free the capacitor assembly (18) with attached leads.
BREAKDOWN OF COMBUSTION AIR BLOWER ASSEMBLY (Refer to Figure 21-17.)

1. Remove the combustion air blower inlet adapter by removing the screw.
2. Remove screws; then separate the outer housing from the inner housing and free the motor leads and
capacitor from the inner housing.
3. Loosen the set screw in the blower wheel and slide it off the motor shaft.
4. Remove the two hex nuts, lockwashers and flat washers and slide the inner housing off the motor
through bolts. The spacer will drop out.
5. Install new motor brushes. If the motor commutator is badly worn or if the motor is defective in any
respect, it must be replaced.
CLEANING ( Refer to Figure 21-16.)
— CAUTION —
DO NOT ATTEMPT TO BUFF OR SCRAPE OFF ANY

DEPOSITS ON FACE OF SPRAY NOZZLE. THE FACE OF
THE NOZZLE IS VERY SUSCEPTIBLE TO DAMAGE
FROM MISHANDLING. CAREFULLY REPEAT CLEAN-
ING PROCESS USING ONLY A BRISTLE BRUSH AND
REPEATED APPLICATIONS OF SOLVENT TO LOOSEN
ANY STUBBORN DEPOSITS.
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Page 24
1H9
PIPER AIRCRAFT
PA-34-220T
387
.19 DIA. HOLES

(6 - EQUALLY SPACED)
4.20
3.62 RUBBER STOPPER
DIA.
DIA.
DRILL OUT TO
.125 THICK STOCK
NECESSARY DIA.
COMBUSTION HEAD OPENING
WING NUT CLAMP

FLAT WASHER SEAL CAP
RUBBER STOPPER
DRILL FOR BOLT
FLAT WASHER
BOLT
EXPANSION PLUG
Figure 21-14. Suggested Design for Seal Plates, Plugs and Caps
for Combustion Tube Leakage Test
427
1
1. WATER MANOMETER 2
2. OHMMETER
3. NEEDLE VALVE
4. TEE
5. PRESSURE TAP (OPEN)
6. ADJUSTING SCREW
7. COMBUSTION AIR PRESSURE SWITCH
AIR SUPPLY 6
5
Figure 21-15. Test Setup for Combustion Air Pressure Switch

21-40-00
Page 25
1H10
PIPER AIRCRAFT
PA-34-220T
1. Clean individual metal parts (except those parts containing switches and electrical wiring) and the
combustion tube assembly by immersing them in dry cleaning solvent, such as Stoddard solvent
(Federal Specification P-D-680). A bristle brush should be used to assist the cleaning process if foreign
accumulations are stubborn to remove.
2. Use compressed air or lintless cloth to dry the parts, unless sufficient time is available for them to air
dry.
3. Wipe electrical components with a clean, dry cloth. If foreign material is difficult to remove, moisten
the cloth in carbon tetrachloride or electrical contact cleaner and clean all exterior surfaces thoroughly.
CLEANING AND INSPECTION THE COMBUSTION TUBE ASSEMBLY (Refer to Figure 21-16.)
1. Slight scaling and discoloration of the combustion tube assembly is a normal condition for units that
have been in service up to 1000 airplane hours. The slight scaling condition will appear to be mottled
and a small accumulation of blue-gray powder may be present on the surface in certain areas. This
condition does not require replacement of the combustion tube assembly unless severe overheating has
produced soft spots in the metal.
— NOTE —
This assembly should be inspected prior to cleaning in order to pre-

vent the removal of visible evidences of damage.
2. Look inside the exhaust outlet to determine if the combustion tube appears to be heavily scaled or
mottled. Deformation is more difficult to detect visually but can usually be observed by looking
straight through the combustion tube assembly and sighting along the outer surface of the inner
combustion tube. An assembly that has been obviously deformed should be replaced. Slight deformation
will not affect heater operation unless it is extensive and localized enough to reduce the flow of
ventilating air through the heater more than 10 percent.
3. The combustion tube assembly may be cleaned by either of two methods:
a. One method is to soak the combustion tube assembly overnight in an Oakite M-S Stripper solution
made by mixing one pound of Oakite salts with each gallon of water used. The solution should be
maintained at a temperature of between 190°F and 210°F. After soaking overnight, rinse the
combustion tube assembly thoroughly in water to remove all traces of the Oakite solution. In
order to reach all areas of the combustion tube assembly, it is advisable to let it stand in the rinsing
water for as long as 1/2 hour while occasionally agitating it to circulate the water. All openings
should be left open during this operation. Be sure to dry the combustion tube assembly thoroughly
after cleaning.
b. A second method of cleaning is what is commonly known as hand "tumbling." Insert shot or
other metallic particles through the exhaust outlet opening; then close all openings and shake the
combustion tube assembly vigorously while rotating it and changing from end-to-end frequently.
Be sure to pour out all of the particles and loosened material; then with all openings uncovered,
direct a stream of compressed air into the combustion tube assembly from first one opening, then
the other. Make sure all loose material is removed.
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1H11
PIPER AIRCRAFT
PA-34-220T
INSPECTION OF REMAINING COMPONENTS (Refer to Figure 21-16.)
1. Discard all rubber parts such as grommets, gaskets, etc. These items should always be replaced at
overhaul. Also discard the asbestos gasket.
2. Inspect all wires and wiring harnesses for damage to insulation, damaged terminals, chafed or cracked
insulation and broken bands. Individual wires can be replaced by making up new wires from No. 16
AWG stock and cut to correct length. It is advisable to use an acceptable crimping tool for installing
terminals rather than solder for all heater wiring connections. If wiring harness damage is visible, the
entire harness assembly should be replaced. If only one or more wires are damaged, cut the cable ties,
make up new wires, install them in the harnesses and restore all cable ties and clamps. If heater con-
trols were operating properly at the time of removal, reinstall them.
3. Inspect all hard parts consisting of bolts, screws. nuts, washers and lockwashers. Replace damaged
parts.
4. The combustion air pressure switch must respond to delicate pressure changes and should always be
checked and or replaced at overhaul. (Refer to Figure 21-15.)
5. Replace the vibrator in the ignition unit at each overhaul.
6. Inspect the ignition assembly (refer to Figure 21-16) for dented case, loose or damaged primary terminal
insulator and broken or obviously damaged high voltage lead. Give particular attention to the condition
of the spring connector at the end of the lead. If the spring is burned off, visibly eroded or carbon
tracked, the ignition assembly should be replaced.
— NOTE —
Do not attempt a field repair of the ignition unit, as it is a sealed

assembly.
7. Inspect the terminal strip for distortion and cracks and replace it if either condition exists.
8. Inspect radio-noise filters for short circuits by checking from either terminal to ground with an ohm-
meter. An open circuit reading should be obtained.
9. Inspect the spray nozzle with a magnifying glass for any obstructions in the nozzle orifice and any sign
of damage to the slight conical protrusion at the nozzle tip. Use compressed air to remove obstructions
and reexamine the orifice to make sure it is open. Exercise care when handling the nozzle to avoid
pressing or rapping on the tip face. Do not buff or scrape off deposits on the tip face. After cleaning, it
0is advisable to store the nozzle in a polyethylene bag until ready for reassembly.
10. Replace the nozzle at overhaul.
— NOTE —
The nozzle can be spray tested by installing it in the holder and

connecting the fuel tube to a 7 psi fuel pressure source. The coni-
cal angle spray pattern should be even and dispersed the same in all
directions. Exercise caution to keep atomized fuel away from fire.
21-40-00
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1H12
PIPER AIRCRAFT
PA-34-220T
11. Inspect the nozzle holder assembly for damaged threads at the fuel-tube fitting and for crimped or
cracked fuel line or distorted housing. Check the solenoid for continuity by connecting across each
wire lead with an ohmmeter. A reading of between 15 to 40 ohms should be obtained at room temperature.
If not within these limits, the solenoid should be replaced.
12. Remove the brushes, one at a time, from the ventilating air blower motor by removing the brush cap
and carefully withdrawing the brush from its guide. Remove foreign material from the brush guide
and commutator with a stream of filtered compressed air. Check for brush wear. Inspect the commutator
for grooved brush track. pitting or burning. The commutator surface should be smooth and medium
brown in color. Replace the motor if the commutator or other parts show damage.
13. Inspect the combustion air blower motor as described in the preceding step.
14. Inspect the blower wheel for broken or bent vanes and replace it for either condition.
TESTING
The following tests should be performed as outlined in the succeeding paragraphs:
1. Check ventilating air and combustion air motors for correct rpm and current draw:
a. Connect motor to 12-volt dc power supply. Rotation should be counterclockwise when viewed
from the shaft end.
b. Both motors should rotate at approximately 7500 rpm at rated voltage. Current draw is approxi-
mately five amperes.
c. If current draw is excessive or if speed is too low, replace the brushes. Recheck both current draw
and rpm after brushes are properly run in.
d. After replacing brushes if operation is still unsatisfactory, replace the motor.
— NOTE —
The motor checks described above should be made without the

blower housing attached, for both the ventilating air and combus-
tion air motors.
2. Test the combustion tube assembly for leaks as follows:
a. Fashion a sealing plate from approximately 1/8 inch thick flat stock to seal the combustion head
opening in the combustion tube assembly. (Refer to Figure 21-14.) Use a rubber gasket under the
plate and attach the plate with six screws.
b. Make up seals for all remaining openings, except the one used to connect the air pressure source.
(Refer to Figure 21-14.) Use rubber stoppers as shown. The combustion air inlet tube can be
sealed best with a drilled stopper and clamp. Other openings should be sealed with expansion
plugs. The seal used in the exhaust tube should be formed so that it will not deform the air pressure
switch tube which protrudes into the exhaust.
c. Install plugs and caps in all openings except the one to which the combustion air pressure switch
is attached. (Any opening can be used to connect the air pressure source; however, the combustion
air pressure switch opening is usually the most convenient. The drain opening would normally be
considered a second choice.)
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1H13
PIPER AIRCRAFT
PA-34-220T
d. Connect a regulated air supply to the opening that has not been plugged and apply a pressure of
between three and five psi to the combustion tube assembly.
e. Submerge the combustion tube assembly in water for several minutes while watching for bubbles
which would indicate leaks. No air leakage is permitted from the combustion tube assembly. No
weld or braze repairs are permitted on a combustion tube assembly.
3. Test the combustion air pressure switch as follows:
a. Connect an adjustable air pressure line that can be controlled in a range of zero to 5.0 psi maxi-
mum) of gater to the switch opening with a water manometer and needle valve in the line ahead
of switch. Switch must be tested in 45 degree position as shown in Figure 21-15.
b. Connect an ohmmeter across the switch terminals to determine the exact instant of switch closing.
c. Apply air pressure allowing it to build up very slowly from zero. The switch contacts should
close at 0.5 + 0.1 inches of water which will be indicated on the manometer.
— NOTE —
The switch cover has a differential pressure tap and this opening
must be left open to atmosphere during test.
d. Make several trials to ensure switch reliability. Be sure to increase and decrease the air pressure
slowly in order to produce accurate indications.
e. If an adjustment is required, rotate the adjusting screw clockwise to increase settings and counter-
clockwise to decrease settings.
4. Test the fuel line and fuel line shroud tube for leaks as follows:
a. Using filtered compressed air, apply 20 psi to the shroud drain port located on the surface near the
threaded nozzle cavity.
b. Immerse the fuel feed and nozzle holder assembly in clean water with the fuel inlet and nozzle
cavity left open.
c. Observe for bubbles which would indicate leakage. If bubbles appear at either fuel fitting, there
is a leak in the fuel tube. If bubbles appear externally on the shroud tube or at either end of the
shroud tube juncture, the shroud tube is leaking.
d. In either of the above cases, the complete fuel feed and nozzle holder assembly must be replaced.
5. Spray test the nozzle as follows:
a. Install the nozzle in the fuel feed and nozzle holder assembly and connect the fuel tube to the fuel
solenoid. Connect the solenoid to a 7 psi fuel pressure source.
b. Connect the solenoid leads to a 12-volt battery. Connect a switch in the line to open and close the
solenoid when desired.
— WARNING —
BE SURE TO KEEP THE ATOMIZED SPRAY AWAY FROM

FIRE.
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1H14
PIPER AIRCRAFT
PA-34-220T
A309 3
2
4
1
25 10 23
32
26
27
40
24 39
33
5 37 34
22 38
29 7
35
36
30 9
6
21
31
14
8
11
28 17
15
12
16
13 19
18
20
1. HEATER ASSEMBLY 15. BRUSH ASSEMBLY - M0TOR 29. GASKET

2. IGNITION ASSEMBLY 16. ADAPTER 30. GASKET
3. VIBRATOR - IGNITION 17. FAN - VENT AIR BLOWER 31. GASKET - ASBESTOS
4. COIL - IGNITION 18. CAPACITOR ASSEMBLY 32. PLUG - SPARK
5. JACKET ASSEMBLY 19. BRACKET ASSEMBLY - MOTOR 33. ELBOW
6. HEAD ASSEMBLY - COMBUSTION 20. FASTENER 34. ELBOW
7. TUBE ASSEMBLY - COMBUSTION 21. NOZZLE - FUEL 35. STRIP - TERMINAL
8. FUEL FEED AND NOZZLE HOLDER ASSEMBLY 22. SOLENOID ASSEMBLY - FUEL 36. INSULATOR - TERMINAL
9. BOX ASSEMBLY - FUEL SHROUD, LOWER 23. ADAPTER - ELBOW STRIP
10. BOX ASSEMBLY - FUEL SHROUD, UPPER 24. SWITCH - CYCLING 37. NIPPLE
11. BLOWER ASSEMBLY - VENT AIR 25. SWITCH - LIMIT 38. NUT
12. HOUSING - BLOWER 26. SWITCH - PRESSURE 39. GROMMET
13. MOTOR ASSEMBLY - VENT AIR BLOWER 27. GASKET - LIMIT SWITCH 40. GROMMET
14. CAP - BRUSH ASSEMBLY 28. GASKET
Figure 21-16. Exploded View of Heater Assembl

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1H15
PIPER AIRCRAFT
PA-34-220T
c. With the switch closed (solenoid valve energized) and the fuel line connected, observe the fuel spray
pattern. It should be conical in shape with even dispersion in all directions.
d. Energize and de-energize the solenoid several times. The spray should shut off permanently each time
the solenoid is de-energized. There should be no sign of dribbling at the nozzle tip in excess of one or
two drops.
e. If the spray pattern is distorted, check for an obstruction and clean the nozzle. If this fails to provide a
normal spray pattern, replace the nozzle.
f. If the nozzle continues to dribble, the solenoid valve is not closing properly and the solenoid valve
must be replaced.
REPAIR OF COMBUSTION TUBE ASSEMBLY

No weld or braze repairs of the combustion tube assembly are authorized.
REBUILDING HEATER (Refer to Figure 21-16.)

1. If removed during disassembly, secure the nipple and elbow to the fuel solenoid.
2. Insert the ventilating air motor into the motor bracket assembly; slide the blower wheel on the end of
the motor shaft and rotate it until the set screw is aligned with the flat side of the motor shaft. Tighten
the set screw just tight enough to hold it at this time.
3. Attach the capacitor and leads assembly to the motor bracket with screw and lock washer. Make sure
a good electrical ground connection is made at this point. Install ground bracket and three new fasten-
ers.
4. Insert this assembly into the blower housing.
5. Make sure all wires are routed and grommeted as they were prior to disassembly and then secure the
assembly in the housing with three screws.
6. The motor should be positioned in the bracket to locate the blower wheel properly in the blower hous-
ing. The blower wheel should be positioned so it will rotate freely and just clear the contoured spill
plate in the blower housing. Tighten the Allen-head set screw and spin the blower wheel by hand for a
clearance check. Then apply the appropriate voltage to run the motor as a final clearance check.
7. Attach the inlet adapter to the end of the blower housing with three screws and lock washers.
8. Place a new asbestos gasket in position on the exhaust outlet; spring the jacket assembly open at the
seam and insert the combustion tube assembly carefully into the jacket. Exercise care to clear the
pressure switch tube in the exhaust outlet and see that the asbestos gasket is properly located. Close
the gap on the jacket assembly and install screws to secure it at the seam. (Solenoid lead wire is
grounded under one of these screws. See notations made during disassembly.) Make sure the seam is
in good condition and a tight fit is effected.
9. Install cable straps at locations noted during disassembly.
— CAUTION —
The spray nozzle has a slight protrusion on the nozzle face.
If this area has been struck by any object which would make
a dent or destroy the original contour, the nozzle must be
replaced.
10. Remove the spray nozzle from the polyethylene bag. Screw the nozzle into the nozzle holder and
tighten to 75-100 inch-pounds. It is very important to torque the nozzle to this value as incorrect
tightening could cause improper heater operation and nozzle “drool”.
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1H16
PIPER AIRCRAFT
PA-34-220T
1971
2
18
4
10
5 9 1
8
7
6
11 3
14
15
16
18
12 17
13
1. COMBUSTION AIR BLOWER AND MOTOR ASSEMBLY

2. ADAPTER ASSEMBLY - BLOWER INLET
3. HOUSING - BLOWER OUTER HALF
4. COMBUSTION AIR BLOWER AND MOTOR
5. MOTOR ASSEMBLY - COMBUSTION AIR BLOWER
6. SET SCREW - BLOWER FAN
7. FAN - COMBUSTION AIR BLOWER
8. HOUSING - BLOWER INNER HALF
9. STRAP - CABLE
10. CAPACITOR
11. BRUSH ASSEMBLY
12. CAP - BRUSH ASSEMBLY
13. MOUNT - COMBUSTION AIR BLOWER SUPPORT
14. ELECTRICAL LEAD
15. SPACER
16. WASHER
17. LOCKNUT - AN345-10
18. SCREWS
19. SPACER
20. SWITCH - ADJUSTABLE DUCT
21. COVER - SWITCH
22. SCREW - AN565 D8 H3
23. LEVER ASSEMBLY - SWITCH
Figure 21-17. Exploded View - Combustion Air Blower and Motor Assembly
21-40-00
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1H17
PIPER AIRCRAFT
PA-34-220T
10. Remove the spray nozzle from the polyethylene bag. Screw the nozzle into the nozzle holder and
tighten to 75-100 inch-pounds. It is very important to torque the nozzle to this value as incorrect
tightening could cause improper heater operation and nozzle "drool."
11. Install a new gasket and the combustion head in the combustion tube and secure with the six screws.
12. Insert the fitting on end of nozzle fuel tube through the opening in jacket and attach the nozzle holder
to the combustion head assembly with the two screws. It may be necessary to place a slight bend in
the shrouded fuel tube to permit alignment of screw holes. Be sure to use a new gasket.
13. Using a new spark plug gasket, install the spark plug and tighten to a torque of 28 foot-pounds. Install
the grommet in the jacket around the spark plug.
14. Install the ignition assembly on the jacket assembly with the four screws. Connect the high voltage
lead to the spark plug and tighten it to 20 foot-pounds.
15. Attach the overheat limit switch and two spacer gaskets to the jacket assembly with the two screws.
Tighten the screws securely.
16. Attach the cycling switch to the jacket assembly with the two screws.
17. Place the terminal strip insulation in position on the jacket, followed by the terminal strip. Secure both
parts by installing the two screws.
18. Center the fuel fitting in jacket opening. Position the fuel fitting shroud gasket, washer and shroud;
then install the nut finger tight. Insert a 3/4 inch open-end wrench inside the jacket and hold the fuel-
tube fitting while tightening the nut with a 3/4 inch deep socket. Install the fuel solenoid elbow and
solenoid. Avoid twisting or damaging lead. Install wires through grommet in lower shroud.
19. Rotate the combustion air switch onto the threaded fitting on the combustion air tube and tighten it
firmly.
20. Install grommet over pressure switch line. Connect the tube to the elbow fitting on the combustion air
pressure switch.
21. Install the wiring harness and connect all wire leads to their respective terminals. (Refer to the wiring
diagram, Figure 21-6 and 7.) Place the grommet (refer to Figure 21-16) in position in the jacket;
locate the ventilating air blower at the end of the jacket. Thread the quick-disconnect on the motor
leads through the grommet and connect it to the mating connector on the wiring harness.
22. Place the blower housing in position on the jacket assembly and secure it by installing the four screws,
if removed at disassembly. This operation is easier if the screws are started into their threads and the
blower housing rotated into place allowing the screws to enter the notched openings in edge of blower
housing. Tighten all screws securely.
23. Install the elbow adapter with the screw.
24. After heater is installed in the aircraft and the fuel line is connected, install the upper fuel shroud box
with the screws. Ascertain that the grommet is installed.
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1H18
PIPER AIRCRAFT
PA-34-220T
REBUILDING COMBUSTION AIR BLOWER ASSEMBLY (Refer to Figure 21-17.)
1. Place the spacer over the end of the motor shaft and attach the motor assembly to the inner housing
with the two self-locking nuts. flat washers and lockwashers.
2. Slide the blower wheel on the motor shaft and tighten the set screw lightly against the flat portion of
the motor shaft.
3. Place the outer blower housing in position on the inner housing and install screws.
4. Attach the radio-noise filter at the point shown with the screw. The motor ground lead terminal can be
grounded to the motor support bracket.
5. Loosen the Allen-head set screw in the blower wheel and shift the wheel on the motor shaft until it is
near the inlet in the blower housing. Tighten the set screw securely. The blower wheel should just
clear the inlet flange when rotated at full rpm. Spin the blower wheel by hand for clearance check;
then apply proper voltage to run motor and recheck for proper clearance.
6. Attach the blower inlet adapter to blower housing with screw.
TEST PROCEDURE
GENERAL INFORMATION
A test of all components should have been made after overhaul to ensure proper operation. Some shops
may not have complete testing facilities for measuring airflows, pressure drops, and other factors which would
be accomplished in a laboratory-type test. If such a test cannot be made, install the heater and check operation
on the ground and in the air to determine if operation is normal. In shops where complete test equipment is
available and a complete functional test can be performed, the test routine described in subsequent paragraphs
should be made.
EQUIPMENT REQUIRED (Refer to Figure 21-18.)

1. An improvised stand to hold the heater during test. The heater should be located far enough away
from any combustible material or atmosphere to avoid hazard. A location should be chosen where
exhaust can be dispelled. Do not add an excessive extension to the heater exhaust.
2. A source of fuel capable of being regulated at seven psi.
3. The combustion air blower to be used with the heater should be used for the test.
4. A 12-volt current supply which may be a dc generator with a rheostat, ammeter, and voltmeter in the
line to control and indicate the current draw and voltage output.
5. Two water manometers (zero to 5.0 inch water column) for measuring the pressure in the ventilating
air duct and in the combustion air stream.
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1H19
PIPER AIRCRAFT
PA-34-220T
391
VENTILATING
AIR
COMBUSTION COMBUSTION AIR BLOWER
MANOMETER
AIR MANOMETER
24" MIN.
COMBUSTION AIR
PRESSURE SWITCH THERMOMETER
OVERHEAT (LIMIT)
FUEL IN SWITCH
(FROM PUMP)
CYCLING SWITCH 6"
HEATER APPROX.
DRAIN EXHAUST OUTLET 2.25" DIA. ORIFICE

VENT AIR BLOWER TERMINAL
STRIP DUCT
12 V DC DUCT SWITCH
OR
24 VDC *
* DEPENDING UPON INSTALLATION
Figure 21-18. Suggested Setup of Heater Operation Test

C408
VENT AIR
TERMINAL BLOWER
STRIP
* DEPENDING UPON INSTALLATION
RADIO NOISE
106-16 FILTER
6
301-16 CYCLING
SWITCH
5 (N.C.)
302-16
12 V DC 202-16
OR
4 201-16
24 V DC * FUEL
104-16 SOLENOID
3 VALVE
SWITCH
103-16 RADIO
2 NOISE
101-16 FILTER
COMB.
1 AIR 105-16
OVERRIDE 1 PRESS IGNITION
SWITCH SWITCH UNIT
2 3 102-16
(OPTIONAL)
OVERHEAT SPARK
RADIO SWITCH (N.C.) PLUG
NOISE
FILTER
107-16
ADJUSTABLE
DUCT SWITCH RADIO NOISE
FUEL PUMP FILTER COMBUSTION
EXTERNAL WIRING AIR BLOWER
REQUIRED FOR BENCH TEST

HEATER WIRING
Figure 21-19. Wiring Connection for Heater Operation Test

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Page 35
1H20
PIPER AIRCRAFT
PA-34-220T
6. A piece of duct to be attached to the downstream end of the heater. It should have a minimum length
of 24 inches and the same diameter as the heater being tested. A 2.25 inch diameter orifice should be
centrally located at the outlet end. An aperture should be provided for the thermometer and duct
switch and a static tap should be.attached as shown in Figure 21-18.
7. A thermometer with 500°F scale.
8. A fuel-pressure gauge.
9. A controlled source of compressed air for final leakage test.
OPERATIONAL TEST (ON TEST BENCH) (Refer to Figures 21-18 and 21-19.)
1. Connect the heater to the test setup as shown in Figure 21-18. Make sure the combustion air blower is
mounted securely and that the heater is clamped to its supporting stand.
2. Insert the duct switch in the sheet metal extension tube at the location shown in Figure 21-18.
3. Connect components and heater as outlined in the wiring connection diagram, Figure 21-19. The
power supply switch should be open.
4. Connect the power source to the heater.
5. Disconnect wire lead from terminal No. 3 on the heater side of heater terminal strip to prevent the
heater from lighting and close the power source switch to check operation of blowers. The combus-
tion air blower and ventilating air blower should operate at full speed with no blower wheel interfer-
ence. If either blower fails to run, locate and correct the trouble before proceeding with the test.
6. Connect a voltmeter from open side of combustion air pressure switch terminal to ground to determine
if the switch is closed, which would be indicated by a full voltage reading on the meter. If a full volt-
age reading is not obtained, the combustion air supply is either inadequate or the switch is defective or
improperly adjusted. Make necessary corrections.
7. Observe the manometer connected to the ventilating air pressure tap, which should show a reading of
1.1 inches of water (minimum) at rated voltage.
8. Observe the manometer connected to the combustion air tube tap, which should show a reading of 1.5
inches of water (minimum) at rated voltage.
9. Open the power supply switch and reconnect the terminal lead disconnected in preceding Step 5.
10. Close the power supply switch and turn on the fuel supply. The heater should light within five seconds
(may require slightly longer for air to be purged from fuel lines on the first trial).
11. Observe operation of duct switch, which should control heater operation according to the switch
setting.
12. If the duct switch fails to control the temperature according to the setting, place the control lever in
high "H" position and notice the control variation. A high reading of 250°F ± 10° should be obtained
(reading will vary in different applications).
13. Connect a jumper across the terminals of the duct switch to make it inoperative and observe action of
the cycling switch. The cycling switch should cycle to control the outlet air temperature at
approximately 250°F (nominal). This is a function of ambient temperature and airflow conditions. If
operation is within a range of 190°F to 290°F, the switch is operating normally. If the switch is out of
range, it can be reset in the same manner as described for the duct switch, except that no control lever
or indicator stop are used. If adjustment fails to restore proper temperature range, replace the switch.
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1H21
PIPER AIRCRAFT
PA-34-220T
14. With duct switch still jumped, place a jumper across the cycling switch terminals to check operation of
the overheat switch. Block the ventilation air outlet and notice if the overheat switch shuts off the
heater. It should open at between 300°F and 402°F. (This is also a function of ambient temperature
and airflow.) After the switch shuts off, remove ventilating air restriction; remove jumpers from
cycling and duct switches and press firmly on the overheat switch reset button until it "clicks." The
heater should light and operate.
15. Shut down the heater and check all components visually to make sure no damage has occurred to any
of them.
16. Remove heater and other components from the test setup and install it in the airplane.
INSPECTION OF FUEL NOZZLE ORIFICE (Refer to Figure 21-16.)

1. Loosen the four screws and rotate the blower and motor housing to disengage the ventilating air blow-
er from the end of the heater jacket. It is not necessary to disconnect the electrical connections to
remove the nozzle.
2. Remove the fuel shroud cover by removing the screws. Remove solenoid and elbow.
3. Reach inside the inlet end of the jacket assembly with a 3/4 inch deep socket to remove the nut, washer
and gasket and lower fuel shroud box.
4. Remove the two screws and carefully withdraw the nozzle holder and valve assembly from the com-
bustion head assembly.
5. Carefully unscrew and remove the spray nozzle from the nozzle holder. Remove the gasket.
6. After cleaning the nozzle, reinstall the parts removed in essentially the reverse order from removal. Be
sure to hold the fuel-tube fitting when tightening the nut to avoid damage to the fuel tube.
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1H22
PIPER AIRCRAFT
PA-34-220T
COOLING
DESCRIPTION AND OPERATION
Besides the specific plumbing, the air conditioning installation, from a servicing standpoint, actually
involves five significant component installations; the compressor, condenser, condenser scoop, evaporator-
dehydrator, and controls installations.
The compressor, a piston type unit (Sankyo), is mounted to the left rear side of the left engine. A V-belt
connection from a gear box extension off the accessory case, drives the compressor through an electromagnetic
clutch. The compressor is supported and made adjustable by front and rear brackets also mounted to the accessory
case. Access to the unit and lines can be made by removing the upper cowl of the left engine.
The condenser is mounted on the left nacelle to its air scoop support structure and is accessible upon
removal of the upper nacelle hatch cover. A scoop is also located at the same location, and is designed to be
electrically open to 4.0 ± .10 inches on the ground, and .80 ± .10 of an inch in the air. The design is such that
the condenser can be cooled without increasing drag. A set of louvers further back on the nacelle allow air
flow.
The evaporator-dehydrator installation is incorporated in the rear of the fuselage just aft of the baggage
compartment. Access to the unit can be made by removing the false bulkhead in the rear of the baggage area.
Controls for the system are located on the right side of the instrument panel and consist of a HIGH-OFF-
LOW fan switch. an ON-OFF air conditioning switch, and thermostat control.
The air conditioning system is also an independent unit which filters, dehumidifies and cools the cabin air
by recirculating it through the evaporator-dehydrator. To operate the system, the fan switch must first be
placed in the HIGH or LOW position to provide power to the air condition switch. This also provides a second
way of using the system in that the fan can be used only to recirculate the air. With the fan and air condition
switches on, the clutch on the compressor is engaged, the scoop opened, and the circulating fan turned on.
Temperature is then controlled by a radial thermostat control on the copilot's side of the instrument panel.
With the system in operation, refrigerant (Refrigerant 12) is pulled into the compressor as a vapor to the
condenser where it cools and changes to a liquid. The liquid refrigerant then passes to the receiver-dehydrator
where air is filtered and any moisture removed. At this point the liquid is regulated at a steady flow by an
expansion valve. This thermally controlled metering valve governs the now of the liquid refrigerant into the
evaporator where the refrigerant absorbs the heat from the air passing over the coils. From the evaporator the
vaporized liquid returns to the compressor to restart the cycle. A pressure switch is also incorporated in the
system to automatically control the condenser maximum head pressure by temporarily declutching the -com-
pressor in the event the pressure becomes excessively high.
— NOTE —
The air conditioning system should be operated at least once a

month to prevent sticking valves and keep the system lubricated.
21-50-00
Page 1
1H23
PIPER AIRCRAFT
PA-34-220T
A483
36830
INSTRUMENT PANEL
A A
COMPRESSOR ASSEMBLY
CONDENSER
OFF HI
ON
FAN
AIR
COND LO
WARNING
AIR CONDITIONTER MUST BE OFF PRIOR
TO TAKEOFF AND LANDING AND FOR ALL
ONE ENGINE INOPERATIVE OPERATIONS
COOLER
VIEW A-A
EVAPORATOR-DEHYDRATOR
Figure 21-20. Air Conditioning System Installation
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Page 2
1H24
PIPER AIRCRAFT
PA-34-220T
TROUBLESHOOTING SYSTEM
The detection of system malfunction largely depends on the mechanic's ability to interpret the gauge pres-
sure readings into system problems. A system operating normally will have a low side gauge pressure reading
that will correspond with the temperature of the refrigerant evaporating in the evaporator, allowing for a few
degrees temperature rise due to loss in the tube walls and fins. The high side will have a gauge pressure that
will correspond with the temperature of the refrigerant condensing in the condenser, allowing for a few degrees
temperature drop due to loss in the tube walls and fins.
Any deviation from that which is normal indicates a malfunction within the system due to a faulty control
device, obstruction, defective part, or improper installation.
Detection of system malfunction is made easier with the knowledge that the temperature and pressure of
Refrigerant 12 is in close proximity between the pressures of twenty and eighty pounds per square inch (psi).
A glance at the temperature-pressure chart will show that there is only a slight variation between the tempera-
ture and pressure of the refrigerant in the lower range.
It is correct to assume that for every pound of pressure added to the low side, a temperature increase of
about one degree Fahrenheit takes place. For instance, a pressure of 23.8 on the chart indicates a temperature
of 24°F. A change of pressure of almost one pound to 24.6 psi gives us a temperature increase of 25°F.
— NOTE —
For each 1,000 feet of elevation above sea level, the gauge readings
will be about one inch of mercury or 1/2 psi higher than the chart
indicates.
It must be pointed out that the actual temperature of the air passing over the coils of the evaporator will be
several degrees warmer allowing for a temperature rise caused by the loss in the fins and tubing of the evapo-
rator.
The importance of a seasonal check up of the air conditioning system should be brought to the attention of
the customer whenever possible. A thorough check of the system performed in a methodical manner will
reveal trouble the customer is often not aware of. Locating and repairing the trouble early will usually result in
savings to the customer both in time and additional troubles that too often result from neglect.
A Performance Test of the system is the only positive way in which the complete system can be checked
for efficient operation. The air conditioning system should be given this test before work is begun on the sys-
tem whenever possible, however, if the system is completely inoperative, repairs must be performed before the
system can be properly tested. The test can uncover further work that must be performed before the system is
brought to its full operating efficiency. The Performance Test should always be performed after repair work
has been done and before the aircraft is released to the customer. The serviceman performing this test careful-
ly will ensure that the repairs have been properly performed and that the system will operate satisfactorily.
The Performance Test when properly performed includes a thorough examination of the outside of the sys-
tem as well as the inside. Many related parts are overlooked because it is felt they are of no bearing on the
operating efficiency of the unit. For this reason, a thorough visual inspection of the complete system should be
performed, followed by an operating inspection of the system.
21-50-00
Page 3
1I1
PIPER AIRCRAFT
PA-34-220T
CHART 2104. TEMPERATURE PRESSURE
Evaporator Pressure Evaporator High Pressure Ambient
Gauge Reading Temperature Gauge Reading Temperature
psi °F. psi °F.
0 -21 72 40
2.4 -15 86 50
4.5 -10 105 60
10.1 2 109 62
11.2 4 113 64
12.3 6 117 66
13.4 8 122 68
14.6 10 126 70
15.8 12 129 71
17.1 14 132 72
18.3 16 134 73
19.7 18 137 74
21 20 140 75
22.4 22 144 76
23.1 23 148 77
23.8 24 152 78
24.6 25 156 79
25.3 26 160 80
26.1 27 162 81
26.8 28 165 82
27.6 29 167 83
28.4 30 170 84
29.2 31 172 85
30 32 175 86
30.9 33 177 87
31.7 34 180 88
32.5 35 182 89
33.4 36 185 90
34.3 37 187 91
35.1 38 189 92
36 39 191 93
36.9 40 193 94
37.9 41 195 95
38.8 42 200 96
39.7 43 205 97
41.7 45 210 98
43.6 47 215 99
45.6 49 220 100
48.7 52 228 102
49.8 53 236 104
55.4 57 260 110
60 62 275 115
64.9 66 290 120
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Page 4
1I2
PIPER AIRCRAFT
PA-34-220T
SPECIAL SERVICING PROCEDURES
The air conditioning system should be serviced by a qualified shop with trained personnel. The following
procedures and precautions should be observed.
The efficiency of this system depends upon the pressure-temperature relationship of pure refrigerant. As
long as the system contains only pure refrigerant plus a specified amount of compressor oil (which is mixed
with the refrigerant), it is considered to be chemically stable. Foreign materials within the system will affect
the chemical stability, contaminate the system. and decrease its efficiency.
1. GENERAL REFRIGERATION SYSTEM PROCEDURES.
a. REFRIGERANT SAFETY PRECAUTIONS.
(1) Refrigerant 12 (commonly known as R-12 or "Freon" 12) is odorless and colorless in either
the liquid or gaseous state. R-12 for charging refrigeration systems is supplied in pressurized
containers (approx. 70 psi at 70°F) in liquid form. Since this material is essentially inert at
room temperatures the dangers are primarily associated with the pressure and the refrigera-
tion effects of the release and subsequent evaporation of this pressurized liquid.
(2) Wear suitable eye protection when handling R-12 due to the possibility of freezing of the eye
if contacted by escaping liquid refrigerant. If liquid R-12 does strike the eye, the following
actions should be taken:
(a) DO NOT RUB THE EYE.
(b) Splash large quantities of cool water into the eye to raise the temperature.
(c) Tape on an eye patch to avoid the possibility of dirt entering the eye.
(d) Rush to a physician or hospital for immediate professional aid.
(e) DO NOT ATTEMPT TO TREAT IT YOURSELF.
(3) If liquid R-12 strikes the skin, frostbite can occur. Treat with cool water and protect with
petroleum jelly.
(4) Do not discharge large quantities of R-12 into closed rooms. It may displace most of the air
in the room and this could cause oxygen starvation. Gaseous R-12 is heavier than air and
flows to the bottom of a container.
(5) Do not discharge R-12 into an open flame or onto a very hot surface (500°F+). Poisonous
phosgene gas is generated by the action of the heat on the refrigerant.
(6) Do not apply direct flame or other high heat source to a R-12 container due to the high
pressures which will result. If any heating is done to R-12 containers the container pressure
should be monitored and kept below 150 psi.
b. SYSTEM SERVICING PRECAUTIONS.
(1) Systems should be discharged slowly to prevent the escape of liquid refrigerant and the loss
of the lubricating oil.
(2) Systems should not be left open to the atmosphere when discharged. Moisture and other
contamination may enter and damage open systems.
(3) Never introduce anything but pure refrigerant and refrigerant oil into a system.
(4) Keep refrigerant oil containers tightly sealed and clean to prevent absorption of moisture or
other contamination.
(5) Use only approved refrigeration oil in the compressor. If any doubt exists about the cleanliness
of the compressor oil, replace it with new oil.
21-50-00
Page 5
1I3
PIPER AIRCRAFT
PA-34-220T
(6) Never reuse oil removed from the system. Discard it.
(7) When Loctite Refrigerant Sealant has been used on a joint it must be heated to 400°F prior to dis-
assembly. Loctite must be used to seal any pipe threads in the system lines.
(8) Replace the receiver-dehydrator assembly on any system which has been operating with a leak
allowing air to enter the system. If a receiver-dehydrator is left open to the atmosphere it should
be replaced due to the loss of effectiveness of the drying compound it contains.
— NOTE —
A very strong acid (HCL) is formed when R-12 comes in contact

with moisture.
A new receiver-dehydrator should be opened and connected to the

system only when ready to charge the system with refrigerant.
(9) Recommended torque values must be used on all flare fitting and O-ring joints. See Chart 2105.
CHART 2105. ALUMINUM TUBING TORQUE
Metal Tube Thread and Fitting Alum. Tubing

O.D. Size Torque
1/4 7/16 5-7 ft-lbs.
3/8 5/8 11-13 ft.-lbs.
1/2 3/4 15-20 ft.-lbs.
5/8 7/8 21-27 ft.-lbs.
3/4 1-1/16 28-33 ft.-lbs
SERVICE VALVES
The purpose of the service valve is to service the air conditioning system. (Testing, Bleeding, Evacuating
and Charging.) This aircraft is equipped with service valves mounted in the suction and discharge lines of the
evaporator assembly. These valves are the "2" position type Schrader valves. All normal air conditioning ser-
vice should be performed at the evaporator assembly mounted valves.
— NOTE —
Service valves are also located on the compressor. However, use of

these valves in servicing is not recommended.
If a Schrader service valve is not serviceable, the core assembly

must be replaced.
21-50-00
Page 6
1I4
PIPER AIRCRAFT
PA-34-220T
914
CAP
CORE CORE
COMPRESSOR VALVE (SCHRADER CHARGING) INLINE SERVICE VALVE (SCHRADER)
Figure 21-21. Service Valves

SERVICE VALVE REPLACEMENT
The valves on the compressor are sealed with a gasket placed in the valve port boss. Lubricate the gasket
with refrigerant oil of the type used in the compressor, place the valves with the tube fitting facing aft and
secure with .312 bolts. torque to 15-23 inch-pounds.
— NOTE —
Whenever the air conditioning refrigerant lines or system is opened

for any reason, the lines and fittings should be capped and sealed
immediately to prevent dirt and other contaminants from entering
the system. (It is not advisable to put a plug into the hoses or fit-
tings.)
TEST GAUGE AND MANIFOLD SET
The proper testing and diagnosis of the air conditioning system require that a manifold gauge set be
attached into the system. This set consists of two gauges mounted to a manifold. One gauge is a high pressure
gauge used in the discharge side of the system. The other is a low pressure gauge used in the suction side of
the system. The manifold is a device having fittings for both gauges and connection hoses with provisions for
controlling the flow of refrigerant through the manifold. (See Figures 21-22 and 21-23.)
The center port of the manifold set is used for charging or evacuation procedures, or any other service that
may be necessary.
Both the high and low side of the manifold have hand shut-off valves. When the hand valve is turned all
the way in. in a clockwise direction, the manifold is closed. The pressures on the side of the system will, how-
ever, be recorded on the gauge above the hose.
Cracking the hand valve, in the counterclockwise direction, opens the system to the middle service port of
the manifold set. This is desirable only when it is necessary to let refrigerant out or into the system. Refer to
Figures 21-22 and 21-23.
21-50-00
Page 7
1I5
PIPER AIRCRAFT
PA-34-220T
20 30 300
10 40 200 400
COMPOUND 0 500 HIGH PRESSURE
PRESSURE GAUGE 10 50 100
20 GAUGE
30 60 0 600
TO DISCHARGE
TO SUCTION SERVICE VALVE
SERVICE VALVE
TO VACUUM PUMP OR
REFRIGERANT CYLINDER
Figure 21-22. Test Gauge and Manifold Set
21-50-00
Page 8
1I6
PIPER AIRCRAFT
PA-34-220T
1257
L H
CLOSED CLOSED
OFF
L H
DIAGRAM A
CRACKED CLOSED
L H
DIAGRAM B
CLOSED CRACKED
L H
DIAGRAM C
CRACKED CRACKED
DIAGRAM D
Figure 21-23. Manifold Set Operation
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Page 9
1I7
PIPER AIRCRAFT
PA-34-220T
CHECKING SYSTEM FOR LEAKS
There are several methods of doing this operation, depending on the type of equipment which is, available.
Two methods of performing this check will be covered in the following paragraphs.
— NOTE —
Evacuate system prior to leak check.
989
COMPOUND
GAUGE 50 P.S.I. PRESSURE GAUGE
SCHRADER VALVE
CLOSED
L H SCHRADER VALVE
H
OPEN L
MANIFOLD
GAUGE SET
REFRIGERANT
CONTAINER
OPEN TO 50 P.S.I. EVAPORATOR ASSEMBLY
THEN CLOSE
Figure 21-24. Leak Test Hookup
LEAK CHECK - METHOD I

1. Connect the manifold gauge set into the system and determine if there is any refrigerant in the system.
A minimum of 50 psi refrigerant pressure in the system is needed for leak detection. ( Refer to Figure
21-25.)
2. Purge the hoses of air by allowing some refrigerant to escape from the connections at the service
valves. Then tighten connections at the service valve.
3. Close the low side manifold valve and open the high side manifold valve.
4. Open the refrigerant container service valve and allow the pressure at the low side gauge to reach 50
psi at Which time close the high side manifold valve.
5. Close the refrigerant container service valve and remove the hose if no leaks are evident.
6. It is advisable to use an electronic leak detector to check this system instead of an open flame leak
detector due to the possible presence of gasoline fumes in the engine area.
7. If any leaks are found, purge the system of refrigerant, make the necessary repairs and check the com-
pressor oil.
8. Add oil, if required, refer to "Checking Compressor Oil" then repeat Steps 1 thru 5.
9. If no further leaks are found, the system may be evacuated and charged. Refer to paragraphs
"Evacuating the System" and "Charging the System."
21-50-00
Page 10
1I8
PIPER AIRCRAFT
PA-34-220T
LEAK CHECK - METHOD II
1. Remove the access panel at the rear of the cabin to gain access to the service valves.
2. Remove the protective cap on the high pressure Schrader valve fitting and connect a charging hose
with a shut-off valve arrangement to the fitting. The charging hose must have a Schrader fitting or
adapter to fit the valve.
3. Connect the other end of the charging hose to a small cylinder of refrigerant and purge the hose by
allowing a slight amount of refrigerant gas to escape from the Schrader valve fitting.
4. The cylinder of refrigerant should be placed upright in a container of warm ( 125°F max.) water on a
small scale.
5. Allow approximately 1/2 pound of refrigerant to enter the system by opening the valve on the charging
hose and observing the weight change on the scale.
6. Using an electronic leak detector, check all joints and repair any leaks.
7. After repairing any leaks, proceed to check the system in accordance with one of the methods outlined
for any other leaks.
8. If no further repair is required on the system, it is now ready to evacuate in accordance with the para-
graph "Evacuating System."
DISCHARGING (Required only if system contains refrigerant.)
— NOTE —
Applies to Kent Moore J23500 or similar charging station. Refer

to Figure 21-26.
1. Close all valves on charging station.
2. Connect red high pressure charging line to high pressure Schrader valve at the evaporator fitting.
3. Open valve 8 (high pressure control) on charging station one turn.
4. Hold end of blue low pressure charging line in a shop rag and slowly open valve 2 (low pressure
control) on charging station allowing refrigerant to exhaust from system into shop rag.
— CAUTION —
REFRIGERANT CAN CAUSE FREEZING OF SKIN. BE

PARTICULARLY CAREFUL NOT TO ALLOW CONTACT
WITH THE EYES.
DO NOT ALLOW REFRIGERANT TO ESCAPE T O O

RAPIDLY, AS EXCESSIVE OIL MAY BE CARRIED OUT
OF SYSTEM. WHEN HISSING STOPS, SYSTEM IS
EMPTY AND VALVE SHOULD BE CLOSED IF NO FUR-
THER WORK IS PLANNED.
21-50-00
Page 11
1I9
PIPER AIRCRAFT
PA-34-220T
EVACUATING THE SYSTEM
If the system has been operated in a discharged condition or anytime the system has been open to atmos-
pheric pressure, the receiver-dehydrator must be replaced and the system evacuated to remove any trapped air
and moisture which has entered it. A vacuum pump capable of pulling 29 inches of mercury or better should
be used. As we lower the pressure in the air conditioning system, we lower the boiling temperature of the
water (moisture) that may be present. Then we are able to pull this water, in the form of vapor, out of the sys-
tem. The following table demonstrates the effectiveness of moisture removal under a given vacuum.
System Vacuum Temperature °F/°C

27.99 100/37.78
COMPOUND GAUGE 28.89 80/26.67
READING IN INCHES 29.40 60/15.56
OF MERCURY VACUUM 29.71 40/4.44
29.82 20/-6.67
29.88 0/-17.78
— NOTE —
For each 1,000 feet of elevation above seal level, the compound
gauge reading will be about one inch lower, numerically.
The following steps should be of help when performing this operation.
1. Remove access panel al the rear of the cabin to gain access to the Schrader service valves.
— CAUTION —
Ascertain that all system pressure is released before attempting the evacuation. (Refer to Service Valves
paragraph.)
2. Connect the manifold gauge set to the airplane service values. (Refer to Figure 21-25.)
3. The high and low manifold hand valves should be in the closed position. (Refer to Figures 21-22 and
21-25.)
4. Connect the center manifold hose to the inlet of the vacuum pump.
— NOTE —
Make sure the exhaust port on the vacuum pump is open to avoid
damage to the vacuum pump.
5. Start the vacuum pump and open the low side manifold hand valve. Observe the compound, low pres-
sure gauge needle, it should show a slight vacuum.
6. Continue to operate the vacuum pump until 26 to 28 inches of vacuum is attained on the low pressure
gauge, then extend the operation for another 25 minutes.
7. If the system cannot maintain 26 to 28 inches of vacuum, close both hand valves and observe the com-
pound gauge.
8. Should the compound gauge show a loss of vacuum, there is a leak in the system which must be
repaired before continuing with evacuation.
9. If no leaks are evident, reopen both manifold hand valves and continue the evacuation for another 30
minutes.
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Page 12
1I10
PIPER AIRCRAFT
PA-34-220T
10. Close both manifold hand valves, stop vacuum pump and disconnect center manifold hose from the
vacuum pump.
11. Proceed to charge the system in accordance with the paragraph "Charging the System."
— NOTE —
The system should be charged as soon as it has been evacuated.
988
COMPOUND GAUGE
PULL 26 TO 28 PRESSURE GAUGE
INCHES VACUUM SCHRADER VALVE
OPEN SCHRADER
VACUUM PUMP L H VALVE
H
OPEN L
OUT
MANIFOLD
GAUGE SET
EVAPORATOR ASSEMBLY
Figure 21-25. Evacuation Hookup
CHARGING THE SYSTEM

When the system is completely evacuated in accordance with instructions given in the last paragraph, one
of the following procedures should be used to charge the system.
USING A CHARGING STAND

This is the preferred method of charging the system.
— NOTE —
The following instructions apply to Kent Moore, J23500 charging

stand. Refer to Figure 21-26.
1. With the system discharged and evacuated, proceed to hook-up the charging stand. (Refer to Figure
21-27.)
2. Fill the charging cylinder by opening the valve at the base of the charging cylinder and filling the sight
glass with two pounds of liquid refrigerant.
3. As refrigerant stops filling the sight glass, open the valve at the top of the gauge neck assembly inter-
mittently to relieve head pressure and allow refrigerant to continue filling the sight glass to the
required amount.
21-50-00
Page 13
1I11
PIPER AIRCRAFT
PA-34-220T
411
1. CYLINDER PRESSURE GAUGE
2. COMPOUND GAUGE
3. VALVE, LOW PRESSURE CONTROL
4. VALVE, VACUUM CONTROL
5. CHARGING CYLINDER 1
6. BRACKET 2 9 24
7. SIGHT GLASS 3 10
8. CYLINDER BASE VALVE 4 11 19
9. HIGH PRESSURE GUAGE 12
10. VALVE, HIGH PRESSURE CONTROL 5 13 25
11. VALVE, REFRIG. CONTROL
26
12. CHARGING LINE HOSE HOLDER 14
13. BRACKET 6
15
14. LOW PRESURE CHARGING LINE 7
15. HIGH PRESSURE CHARGING LINE 20 27
8
16. HEATING ELEMENT PLUG 16 21 28
17. VACUUM PUMP
29
18. OIL FILL LOCATION
17
19. NECK ASSEMBLY
20. REFRIGERANT DRUM SUPPORT 22
18 30
21. REFRIGERANT DRUM VALVE 23
22. VACUUM PUMP VALVE 31
23. VACUUM PUMP EXHAUST PORT
24. TOP CYLINDER VALVE
25. REFRIGERANT DRUM
26. WEB STRAP
27. REFRIGERANT DRUM REDUCER
28. CHARGING CYLINDER HOSE
29. VACUUM PUMP INTAKE HOSE
30. VACUUM PUMP SWITCH
31. VACUUM PUMP POWER CORD
Figure 21-26. Charging Stand

4. When refrigerant reaches the required level in the sight glass, close both the valve at the base of the
cylinder and the valve at the bottom of refrigerant tank. Be sure the top valve is fully closed.
— NOTE —
If bubbling occurs in sight g1ass, reopen the cylinder base valve

momentarily to equalize drum and cylinder pressure.
5. Connect the heating element plug to a 110-volt outlet.
6. Turn cylinder sight glass to match pressure reading on cylinder pressure gauge. This scale should be
used during entire charging operation.
7. Close valve 1 (low pressure control), full open valve 4 (refrigerant control) and allow all the liquid
refrigerant contained in the charging cylinder to enter high side of aircraft system.
8. When the full charge of refrigerant has entered the system, close valve 4 (refrigerant control) and valve
2 (high pressure control).
9. After completion of charging, close all valve on the charging stand. Disconnect the high and low pressure
charging lines from the aircraft system. (A small amount of refrigerant remaining in the lines will
escape.) Replace lines on holder of charging stand to keep air and dirt out of lines. Open the valve at
the top of cylinder to relieve any remaining pressure, then reclose the valve.
10. Reinstall protective caps of Schrader valves and any access panels previously removed.
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Page 14
1I12
PIPER AIRCRAFT
PA-34-220T
USING AIRPLANE COMPRESSOR TO CHARGE SYSTEM
This method is the least desirable due to the requirement of operating the airplane's engine to run the com-
pressor.
— WARNING —
IF THE AIR CONDITIONER IS TO BE OPERATED DURING

GROUND SERVICING, THE TEST AREA SHOULD BE
CLEAN AND FREE OF ANY LOOSE OBJECTS LYING ON
THE RAMP. ONLY THE SERVICE VALVE LOCATED ON
THE EVAPORATOR ASSEMBLY SHOULD BE USED FOR
TESTING.
1. With the system evacuated as outlined in the paragraph "Evacuating the System," connect the refrigerant
charging hose to the manifold (refer to Figure 21-27) and purge the charging hose of air.
2. Place the refrigerant container on a scale to observe the amount of refrigerant entering the system. Open
the high pressure valve and add as much refrigerant as possible.
3. Close the high pressure valve, start the engine and operate it at 900 to 1000 rpm.
4. Operate the air conditioner and set controls to maximum cooling.
5. Open the low pressure valve and complete charging the system.
6. Close the low pressure valve after two pounds of refrigerant have been added to the system.
7. With the system still operating, observe the sight glass in the top of the receiver-dehydrator by removing
the plastic plug.
3255
DISCHARGE LINE
CONDENSER
RECEIVER
SUCTION LINE
DEHYDRATOR
SIGHT GLASS
EXPANSION
HP LP
VALVE
PRESS. SCHRADER
CAPILLARY VALVE
SWITCH
COIL FITTING
EVAPORATOR
THIS END OF HOSE

REFRIGERANT MUST HAVE DEVICE
R12 TO DEPRESS
SCHRADER VALVE
CONTAINER OF
CHARGING
WARM WATER
STAND
(125°F)
SCALE
OPTIONAL METHOD PREFERRED METHOD
Figure 21-27. Charging Hookup

21-50-00
Page 15
1I13
PIPER AIRCRAFT
PA-34-220T
8. The sight glass should be clear of any bubbles or foam. If bubbles or foam are seen passing through
the sight glass, it is an indication of a low refrigerant charge in the system and more refrigerant is
required. This check should be made with OAT of 70°F or higher and with the air conditioner operat-
ing.
9. If more refrigerant must be added to the system, open the low pressure valve and increase engine
speed to 2000 rpm and observe the sight glass. After the sight glass has cleared, close the low pressure
valve and observe the pressure gauges. At 1000 rpm, the gauge pressure should be 15 to 20 psi on the
low side and 150 to 200 on the high side.
— NOTE —
Suspect leaks or an inaccurate scale if two pounds of refrigerant

does not fill the system.
10. Shut off the air conditioning system and airplane engine. Then, remove all the charging lines from the
Schrader valves with care due to the refrigerant remaining in the hose.
— NOTE —
A shop cloth should be used to divert escaping refrigerant when

disconnecting the charging hose from the Schrader valve. Recap
the valve.
PARTIAL CHARGE TO SYSTEM
It is possible to top off this system with refrigerant by the following method.
1. Remove the access panel at the rear of the cabin.
2. Connect a charging hose to a refrigerant cylinder and also to the Schrader valve fitting on the suction
line. (Refer to Figure 21-27.)
3. Purge the charging hose by allowing a small amount of refrigerant gas to escape at the Schrader valve
fitting.
4. Start the engine and operate at 1000 rpm and turn the air conditioner on maximum cool.
5. Remove the plastic plug from the sight glass in the top of the receiver-dehydrator.
6. With a low refrigerant charge in the system, bubbles will be seen passing thru the sight glass when the
system is operating.
7. Open the valve on the refrigerant cylinder.
8. Allow refrigerant to flow into the system until the bubbles disappear from the sight glass.
9. Close the refrigerant valve and check to see that the sight glass remains clear during system operation.
10. When the sight glass stays clear of bubbles, add an additional 1/4 pound of refrigerant to the system.
(Engine should be operating at 1000 rpm.)
— NOTE —
This should be done with OAT at 70°F, or higher, with the air con-
ditioner operating.
11. Shut off the air conditioner and engine. Remove the charging hose from the Schrader valve with care
due to refrigerant remaining in the line.
a. Replace the access panels.
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Page 16
1I14
PIPER AIRCRAFT
PA-34-220T
COMPRESSOR SERVICE
It is not advisable to service the compressor in the field. It should be done by a qualified shop which has
the special equipment and trained personnel required to properly service the unit.
Maintenance to the Sankyo compressor is limited to replacement of worn drive belt. Contact Sankyo
International, 10710 Sanden Drive, Dallas, Texas 75238 (214-349-3030) for special tools and instructions for
detailed compressor maintenance.
— NOTE —
An important factor in air conditioning servicing is cleanliness and

care should be exercised to prevent dirt or foreign material from
entering the system. All hose and tubing ends should be capped
immediately. Any lubrication required in the assembly of the com-
ponents should be refrigerant oil of the type used in the compres-
sor.
COMPRESSOR REMOVAL
The system must be discharged per paragraph "Discharging" before removing compressor. The removal
instructions for the Sankyo compressor are as follows:
1. Ascertain that air conditioning circuit protector is in the off position.
2. Remove the engine cowling.
3. Disconnect the electrical leads to the magnetic clutch on the compressor.
4. Depressurize the air conditioning system.
5. Remove the suction and discharge line from the service valves on the compressor.
— NOTE —
All open lines should be capped immediately to prevent dirt and

moisture from entering the system.
6. Loosen the four bolts securing the compressor in the mounting brackets. Rotate the compressor in the
bracket slots to disconnect drive belt.
7. Support compressor and remove the attachment bolts.
COMPRESSOR INSTALLATION
The installation instructions for the Sankyo compressor are as follows:
1. Place the compressor in the mounting brackets and install attachment bolts. Do not torque attachment
bolts at this time.
2. Install compressor drive belt. Rotate compressor drive belt. Rotate compressor in mounting bracket
slots to obtain a belt tension of 85 to 90 pounds. Torque the four attachment bolts 300 to 350 inch-
pounds as described in “Adjustment of Drive Belt Tension.”
3. Check the oil level in the compressor in accordance with instructions given in the next paragraph.
4. Connect the discharge and suction lines to their respective fittings.
21-50-00
Page 17
1I15
PIPER AIRCRAFT
PA-34-220T
C409
ALUMINUM PLANETPLATE
(TOP VIEW)
THRUST BEARING
OIL FILLER
HOLE
CAST IRON CAM ROTOR
CASTING MARK SHOWING

ROTOR AT TOP DEAD CENTER
Figure 21-28. Top Dead Center Casting Mark (Sankyo Compressor)

C409
TURN CLUTCH FRONT

DIPSTICK PLATE CLOCKWISE BY 110°
(APPROXIMATELY)
110°
CLUTCH
FRONT PLATE
Figure 21-29. Rotation of Clutch Front Plate (Sankyo Compressor Oil Check)
21-50-00
Page 18
1I16
PIPER AIRCRAFT
PA-34-220T
COMPRESSOR INSTALLATION (continued)
5. Evacuate and charge the system per previous instructions.
—WARNING—
IF THE AIR CONDITIONER IS TO BE OPERATED ON
THE GROUND FOR SERVICING, THE TEST AREA
SHOULD BE CLEAN AND FREE OF ANY LOOSE
OBJECTS LYING ON THE RAMP. ONLY THE SERVICE
VALVES LOCATED ON THE EVAPORATOR ASSEMBLY
SHOULD BE USED FOR TESTING.
CHECK COMPRESSOR OIL

The oil level should be checked any time the system is discharged. Use the following instructions for
checking Sankyo compressor oil level:
1. Run the compressor for 10 minutes with engine at 1900 rpm.
—WARNING—
IF THE AIR CONDITIONER M TO BE OPERATED DUR -
ING GROUND SERVICING, THE TEST AREA SHOULD
BE CLEAN AND FREE OF ANY LOOSE OBJECTS LYING
ON THE RAMP. ONLY THE SERVICE VALVE LOCATED
ON THE EVAPORATOR ASSEMBLY SHOULD BE USED
FOR TESTING.
2. Discharge the system as previously instructed; be careful not to lose any oil.
3. Remove the oil filler plug.
4. Position the rotor to top dead center (refer to Figure 21-28) by rotating the clutch *ont plate until the
casting mark is visible in the center of the hole.
5. Rotate the clutch front plate clockwise by approximately 110°. (Refer to Figure 21-29.)
6. Insert dipstick No. 32447 purchased from Sankyo. (See “Compressor Service” paragraph for Sankyo
address.)
7. Remove the dipstick and count the number of increments of oil. The acceptable oil level in increments
is 7 to 10. This represents between 2.6 and 4.4 fluid ounces.
8. When oil is added, use Suniso No. 5GS or Texaco Capella "E" grade or equivalent 500 viscosity
refrigerant oil.
9. When installing the oil filler plug, make sure the sealing O-ring is not twisted and that no dirt or parti-
cles are on the O-ring or seat. Torque the plug to 6-9 foot-pounds. Do not overtighten the plug to stop
a leak; remove the plug and install a new O-ring.
10. Evacuate and charge the system as previously described.
— CAUTION —
THE OIL PLUG SHOULD NOT BE REMOVED WITH

PRESSURE IN THE SYSTEM.
21-50-00
Page 19
1I17
PIPER AIRCRAFT
PA-34-220T
ADJUSTMENT OF DRIVE BELT TENSION
Adjust the Sankyo compressor as follows:
1. Rotate the compressor to obtain tension of 100 pounds for new belt or 85 to 90 pounds for an old belt.
— WARNING —
IF THE AIR CONDITIONER IS TO BE OPERATED DURING

GROUND SERVICING, THE TEST AREA SHOULD BE
CLEAN AND FREE OF ANY LOOSE OBJECTS LYING ON
THE RAMP. ONLY THE SERVICE VALVE LOCATED ON
THE EVAPORATOR ASSEMBLY SHOULD BE USED FOR
TESTING.
2. Run the engine for a 15 minute period at 1900 rpm with the compressor engaged.
3. Shut down engine and recheck the belt tensions. New belt tension should fall back to desired tension
of 85 to 90 pounds. Old belts reinstalled should retain the 85 to 90 pounds span tension.
4. This tension check should be made at every 100 hours or annual inspection, whichever occurs first.
REFRIGERANT LINES AND ROUTING

The refrigerant lines in this aircraft are flexible high pressure hoses and should be handled accordingly.
The hoses in the power plant area are routed so as to provide maximum protection from heat and abrasion.
They couple at the firewall to hoses routed through the two inboard, external hat sections on the bottom of the
fuselage, up through the floor to the condenser and evaporator in the tail cone. The discharge is in the right hat
section and the suction in the left.
— NOTE —
Before any of the hose couplings are uncoupled, the system must
be completely discharged.
RECEIVER-DEHYDRATOR
RECEIVER-DEHYDRATOR REMOVAL
This unit is mounted on the inboard side of the evaporator assembly housing.
1. Discharge the system of all refrigerant.
2. Uncouple the refrigerant lines at the receiver-dehydrator as described in "Special Servicing
Procedures."
3. Remove the clamp attaching the unit to the evaporator housing.
— NOTE —
This part is not serviceable, it must be replaced. The receiver-

dehydrator should be replaced when the system has been operated
without a charge or is left open.
21-50-00
Page 20
1I18
PIPER AIRCRAFT
PA-34-220T
RECEIVER-DEHYDRATOR INSTALLATION
1. Slip the mounting bracket around the receiver and put it in place on the evaporator housing with the
tube fitting on top. Align the fittings to the proper line before securing the mounting bracket.
— NOTE —
Torque the fittings. (See Chart 2105.)

2. Evacuate and recharge the system in accordance with previous instructions.
CONDENSER
The condenser is located in the left nacelle aft of the firewall, between stations 78.00 and 98.00.
CONDENSER REMOVAL
1. Remove the hatch cover assembly.
2. With the system completely discharged, disconnect the suction and discharge hoses at the condenser
fitting. (See''Special Servicing Procedures.")
— NOTE —
Cap the open lines to prevent moisture and dust from contaminat-
ing the system.
3. Remove the screws which hold the condenser to the mounting brackets.
4. Remove the condenser from the nacelle, being careful not to bend the fins of the core or damage con-
necting tube.
— NOTE —
Cap the lines till reinstalled.

CONDENSER INSTALLATION
1. Place the condenser in the left nacelle with the line connections on the outboard side.
2. Attach the condenser to the mounting brackets.
— NOTE —
It is advisable to change the receiver-dehydrator whenever the sys-

tem has been open to the atmosphere.
3. Seal and couple the hose fittings. Apply a small amount of Loctite refrigerant sealant to the flare only
to ensure leak free connections.
4. With the condenser secured, proceed to evacuate and recharge the system.
5. When the system is completely charged, check it for any leaks.
6. Replace and secure hatch cover assembly.
21-50-00
Page 21
1I19
PIPER AIRCRAFT
PA-34-220T
3254
1. CONDENSER SCOOP
2. SCOOP ROD ASSEMBLY
3. MOTOR
4. BEARING BLOCK
5. SWITCH ASSEMBLY, GROUND POSITION
6. SWITCH ASSEMBLY, FLIGHT POSITION
7. SWITCH ASSEMBLY, CLOSED POSITION
5 3
SEE NOTE 1
7 8
SEE NOTE 2
4
NOTES
1. USED ON S/N 34-8133299, 34-ER845 AND UP IF AIR

CONDITIONING CONDENSER DOOR LIMIT SWITCH
IMPROVEMENT KIT 764 955v HAS BEEN
INSTALLED.
2. USED ON S/N 34-8133001 TO 34-8133228 AND 34-
8133001 TO 34-ER845 IF AIR CONDITIONING CON-
DENSER DOOR LIMIT SWITCH IMPROVEMENT KIT
764 955 v HAS NOT BEEN INSTALLED.
Figure 21-30. Condenser Inlet Scoop Installation

21-50-00
Page 22
1I20
PIPER AIRCRAFT
PA-34-220T
CONDENSER SCOOP RIGGING (Refer to Figure 21-30.)
The condenser scoop assembly in the left nacelle, is operated by an electric motor through a torque tube
and pushrod. Travel of the scoop is limited by switches, activated by a rotating cam plate. The scoop
should be rigged to the proper specifications for the most efficient cooling results. Proceed as follows:
1. Open scoop door to ground open position. Hand rotate torque tube assembly to ground open position;
lobe straight up. Insert bolt to connect scoop door and rod assembly.
2. Move door to closed position. With door in closed position, lobe will be straight down. If snug fit is
not obtained adjust rod end until a snug fit is obtained.
3. Complete installation of attachment hardware at rod to door.
4. The flight open position, is obtained by adjusting the micro switch and not by a mechanical adjust-
ment.
5. Move door to flight position until rod assembly contacts torque tube. Back rod assembly away from
torque tube .06 to .08 inches and position microswitch until audible "click" is heard (no continuity, C
to NC wires) and secure microswitch in place.
6. Move door to closed position and verify snug fit. Adjust the two micro switches relative to the cam,
so that both micro switches are relax. (No continuity, connector pin 2 to pin 1 and 4.) Only during
approximately 5° angular travel at the closed position of the crank. Tighten the two screws to maintain
this adjustment.
7. Move door to ground open position and verify ground open position dimension. Position micro switch
until audible "click" is heard (no continuity, C to NC wires) and secure in place.
8. Place aircraft on jacks, activate circuit breaker marked "Air Condition," cycle scoop door to verify
each position.
— NOTE —
With reference to Figure 21-30, the door should be open .80 ± .10
without kit 764 955v installed and .8 + .00 -.10 inch with kit 764
955v installed for the INFLIGHT condition, and 3.50 min. inch for
the GROUND position. Do not bend actuating pushrod
9. Over ride the squat switch on the right main gear by depressing micro switch lever, when inflight posi-
tion is obtained ensure that the motor stops before rod assembly locks against torque tube.
10. Reinstall hatch cover assembly and remove aircraft from jacks.
EXPANSION VALVE (See Figure 21-31.)

EXPANSLON VALVE REMOVAL
The expansion valve is located in the evaporator assembly between the receiver drier and the evaporator
inlet. The capillary coil is attached to the evaporator outlet line.
1. Remove the necessary access panels and discharge system.
2. Remove the capillary coil from the outlet line. (Do not kink the capillary tube.)
3. Uncouple all related tube fittings. (See "Special Servicing Procedures.'
— NOTE —
If this part is not serviceable, it must be replaced with a new part.
21-50-00
Page 23
1I21
PIPER AIRCRAFT
PA-34-220T
C366
2612
TO EVAPORATOR
VALVE ASSEMBLY
CAPILLARY COIL
FROM RECEIVER
DEHYDRATOR
Figure 21-31. Expansion Valve

EXPANSION VALVE INSTALLATION
1. Install the expansion valve in the inlet line of the evaporator core by coupling the related fittings.
(Seal all couplings with sealant applied to tube flanges only.) Torque fittings per Chart 2105.
2. Secure the capillary coil to the evaporator outlet line.
3. Evacuate and charge the system. See paragraphs on "Evacuating and Charging" the system. Check for
leaks as described previously.
4. Replace access panels.
EVAPORATOR ASSEMBLY
The evaporator assembly consists of the evaporator core, receiver-dehydrator, expansion valve, circulating
fan and pressure switch together with necessary housing and plumbing. The housing is fabricated of Cycolac
type material. The condensed moisture is dumped overboard through a hose clamped to a fitting on the bottom
of the evaporator housing.
21-50-00
Page 24
1I22
PIPER AIRCRAFT
PA-34-220T
EVAPORATOR ASSEMBLY REMOVAL
The evaporator assembly is located behind the cabin rear panel, attached to the mounting panel with 12
screws and washers and a bracket securing the back to the mounting panel.
1. Remove air conditioning filter cover, filter and rear access panels.
— NOTE —
Discharge the system before disassembling any components for

service.
2. Uncouple the liquid line from the inlet side of the receiver-dehydrator and the suction line from the
evaporator core outlet per "Special Servicing Procedures."
3. Disconnect the related electrical wires.
4. Remove flexible air duct from housing outlet. Remove drain hose from housing.
5. Remove temperature probe from evaporator housing.
6. Remove the screws attaching the support bracket and evaporator housing to the mounting panel.
Remove the assembly through the access hole in the bulkhead.
EVAPORATOR ASSEMBLY INSTALLATION

1. Cement gasket in place on the flanges of the evaporator housing and attach the large end of the mount-
ing gasket to the back of the housing.
2. Install the housing through the access hole with the air duct outlet on top. Mate the mounting flanges
to the mating surface of the mounting panel and insert the screws. (Do not tighten at this time.)
3. Line up the mounting bracket with mating holes in mounting panel, insert screws and tighten. Tighten
screws in the flange at this time. Be certain gasket is in place. The flange must have an air tight seal.
4. Couple the suction and discharge lines to their respective fittings (apply Loctite refrigerant sealant to
tube flanges only).
5. Evacuate and charge system per previous paragraphs.
6. Check for leaks. If no leaks are detected, seal and install access panel on evaporator housing.
7. Couple flexible air duct and drain tube.
8. Make and check electrical connections.
9. Check operation of blower and refrigerant systems.
10. Install rear bulkhead panels. Be certain to seal. (See WARNING.)
— WARNING —
WHENEVER IT IS NECESSARY TO REMOVE AND

REPLACE THE CABIN REAR PANEL, IT SHOULD BE
REPLACED AND SEALED IN THE ORIGINAL MANNER TO
PREVENT EXHAUST GASES FROM ENTERING THE
CABIN. AFTER REMOVING AND REPLACING THE REAR
PANEL, CONDUCT A CARBON MONOXIDE TEST ON THE
GROUND AND IN FLIGHT WITH AND WITHOUT THE AIR
CONDITIONER OPERATING. PRESENCE OF CO SHALL
NOT EXCEED ONE PART IN 20,000.
21-50-00
Page 25
1I23
PIPER AIRCRAFT
PA-34-220T
1774 912
2
5
WRAP TAPE AROUND THERMOSTAT

CAPILLARY LEVING SERVICE PORT
6 7 8 9 ACCESSIBLE.
10
1. SIGHT GLASS
2. SERVICE VALVE (SCHRADER) (HI)
3. CAPILLARY COIL
4. HOUSING ASSEMBLY
5. SERVICE VALVE (SCHRADER) (LOW)
6. RECEIVER DEHYDRATOR CLAMP
7. RECEIVER DEHYDRATOR
8. PRESSURE RELIEF SWITCH (RANCO)
9. EXPANSION VALVE
10. OUTLET HOSE
Figure 21-32. Components Installation

PRESSURE RELIEF SWITCH
The pressure relief switch automatically prevents the system from over pressurization by breaking the
electrical circuit to the magnetic clutch, stopping the compressor until pressure is reduced. The switch is locat-
ed in the line between the receiver and expansion valve, and set to cut out at 350 ± 10 psi and cut in at 250 ±
10 psi.
— NOTE —
Before the relief switch is removed, the air conditioning system

must be discharged.
ELECTRICAL INSTALLATION
The electrical system, routing and component are installed and routed in the conventional aircraft manner.
The wiring harness is connected to switches in the climate control center on the right side of the instrument
panel. The harnesses cross the instrument panel to the left side where two (2) wires are taken off for the com-
pressor clutch. The harness then passes aft along the left side of the fuselage where it connects to the blower
motor, pressure relief switch and the condenser actuating motor.
FUSE REPLACEMENT
There are two fuses located behind the instrument panel. A 20 amp circuit breaker mounted in the circuit
breaker panel protects the complete air conditioning electrical system.
21-50-00
Page 26
1I24
PIPER AIRCRAFT
PA-34-220T
GRIDS 1J1 THRU 1J5

1J1
CHAPTER
22
AUTOFLIGHT
1J6
PIPER AIRCRAFT
PA-34-220T
CHAPTER 22 - AUTOFLIGHT
CHAPTER
SUBJECT
22-00-00 GENERAL 1J8

22-10-00 A.F.C.S. EQUIPMENT CONTACTS 1J9
22 - Cont./Effec.
Page 1
1J7
PIPER AIRCRAFT
PA-34-220T
GENERAL
Due to the wide variety of Automated Flight Control System (A.F.C.S.) options, it is mandatory to follow
the service literature published by the individual manufacturer of the A.F.C.S. equipment installed in any par-
ticular airplane. This includes mechanical service such as; adjusting bridle cable tension, servo removal and
installation, servo clutch adjustments, etc.
22-00-00
Page 1
1J8
PIPER AIRCRAFT
PA-34-220T
A.F.C.S. EQUIPMENT CONTACTS
Refer to the following list of Autopilot/Flight Director manufacturers to obtain service direction, parts sup-
port, and service literature.
Allied Signal Corp.
King Radio Division
400 N. Rogers Road
Olathe, KS 66062
(913) 782-0400
Fax (913) 791-1310
Century Flight Systems

P. O. Box 610
Minerals Wells, TX 76067
(817) 325-2577
Fax (817) 325-2546
22-10-00
Page 1
1J9
PIPER AIRCRAFT
PA-34-220T
GRIDS 1J10 THRU 1J12

1J10
CHAPTER
COMMUNICATIONS
1J13
PIPER AIRCRAFT
PA-34-220T
CHAPTER 23 - COMMUNICATIONS
CHAPTER
SUBJECT
23-00-00 GENERAL 1J15

23-10-00 EMERGENCY LOCATOR TRANSMITTER
(NARCO) 1J16
23-10-00 Description 1J16
23-10-00 Battery Removal and Installation (ELT 10) 1J16
23-10-00 Testing Emergency Locator
Transmitter (ELT 10) 1J19
23-10-00 Description, Operation and Testing of Pilot's
Remote Switch (ELT 10 and ELT 910) 1J20
23-10-00 Battery Removal and Installation (ELT 910) 1J20
23-10-00 Testing Emergency Locator
Transmitter (ELT 910) 1J21
23 - Cont./Effec.
Page 1
1J14
PIPER AIRCRAFT
PA-28-181
GENERAL
—WARNING—
It is the user’s responsibility to refer to the applicable vendor
publication when servicing or inspecting vendor equipment
installed in Piper aircraft .
This chapter 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 instal-
lation instructions to facilitate battery replacement.
23-00-00
Page 1
Reissued: July 30, 1994
1J15
PIPER AIRCRAFT
PA-34-220T
EMERGENCY LOCATOR TRANSMITTER
DESCRIPTION
The electrical power for both the Narco ELT 10 or 910 is totally supplied by its own self-contained battery.
The battery must be replaced on or before the replacement date marked on battery pack label. The battery
must also be replaced if the transmitter has been used in an emergency situation or it has more than one hour of
accumulated test time.
BATTERY REMOVAL AND INSTALLATION (ELT 10) (Refer to Figures 23-2 and 23-3.)
The ELT is located in the aft fuselage at Fuselage Station 259.31.
1. Remove the access panel on the side of the fuselage.
2. Set the ON/OFF/ARM switch on the transmitter to OFF.
3. Disconnect antenna coaxial cable from ELT.
4. Remove ELT from its mounting bracket by releasing the latch on the strap and sliding the ELT off the
bracket.
5. Extend the portable antenna. (Refer to Figure 23-2.)
6. Unscrew the four screws that hold the control head to the battery casing and slide apart.
7. Disconnect the battery terminals from the bottom of the circuit board.
8. Discard old battery pack. (DO NOT EXPOSE TO FLAME.)
— CAUTION —
THE BATTERY PACK IS SHIPPED WITH A SEALANT ON

THE INSIDE LIP SO THAT A WATER TIGHT SEAL WILL
BE RETAINED. DO NOT REMOVE THIS SEALANT.
9. Connect new battery pack terminals to the bottom of the circuit board.
10. Reinsert the control head section into the battery pack being careful not to pinch any wires and replace
the four screws. If the four holes do not line up, rotate the battery pack 180° and reinsert.
11. Slide the portable antenna back into the stowed position.
12. Place transmitter into its mounting bracket and fasten the strap latch.
13. Connect the antenna coaxial cable to the ELT and ensure that the contact separator is inserted between
the antenna contact finger and the portable antenna. (Refer to Figure 23-3.)
14. Press RESET button and set ON/OFF/ARM switch to ARM.
15. Make an entry in the aircraft logbook, including the new battery expiration date.
16. A unit operational check may now be performed on the ELT. (Refer to Testing Emergency Locator
Transmitter.)
— NOTE —
Inspect the external whip antenna for any damage. Avoid bending
the whip. Any sharply bent or kinked whip should be replaced.
Antenna damage may cause structural failure of whip inflight.
23-20-00
Page 1
1J16
PIPER AIRCRAFT
PA-34-220T
WHITE 1
RED
2
ELT TO SWITCH ASSEMBLY
3
BLACK
BLACK 4
Figure 23-1. Narco 10 Emergency Locator Transmitter Schematic (Sheet 1 of 2)

(S/N’s 34-8133001 thru 34-8633031 and 3433001 thru 3433101)
WHT
WHT
1
ELT TO SWITCH ASSEMBLY
2
WHT/BLU
WHT/BLU
Figure 23-1. Narco 10 Emergency Locator Transmitter Schematic (Sheet 2 of 2)

(S/N’s 3433102 thru 3433172)
23-10-00
Page 2
1J17
PIPER AIRCRAFT
PA-34-220T
B965
PORTABLE
NOTCH PIN
STOP ANTENNA
ANTENNA BLADE OPERATIVE
TOUCHES BUT STORED ANTENNA
PORTABLE EXTENSION
FINGER CONTACT TAB
VIEW SET
A ON-OFF-ARM
ANTENNA
SWITCH
EXTENSION ANTENNA
TO
TAB POPS OUT
LATCH OF "ON"
CHANNEL
AND DOWN
VIEW
B
PIN
PULL TAB STOP
VIEW
C
TO EXTEND TO FULL LENGTH
Figure 23-2. ELT 10 Portable Folding Antenna (Narco)

(S/N’s 34-8133001 thru 34-8633031 and 3433001 thru 3433172)
CONTACT PORTABLE ANTENNA BLADE

PORTABLE SEPARATOR NOT
ANTENNA MAKING CONTACT
B965
CONTACT
FINGER
NOTCH FOR
HANDLE RELEASE
FIXED ANTENNA'S
CABLE CONNECTOR AND
CONTACT SEPARATOR
ANTENNA
STOP HANDLE
PIN TO REMOTE SWITCH
Figure 23-3. ELT 10 Using Fixed Aircraft Antenna (Narco)

(S/N’s 34-8133001 thru 34-8633031 and 3433001 thru 3433172)
23-10-00
Page 3
1J18
PIPER AIRCRAFT
PA-34-220T
TESTING EMERGENCY LOCATOR TRANSMITTER (NARCO ELT 10)
The transmitter operates on the emergency frequencies of 121.5 and 243 mHz; both of these frequencies
are monitored by the various FAA installations. Before performing any operation test of the ELT, the follow-
ing precautions should be observed:
— CAUTION —
TESTING OF AN ELT SHOULD BE CONDUCTED IN A

SCREEN ROOM OR METAL ENCLOSURE TO ENSURE
THAT ELECTROMAGNETIC ENERGY IS NOT RADIATED
DURING TESTING. IF A SHIELDED ENCLOSURE IS NOT
AVAILABLE, TESTING MAY BE PERFORMED IN ACCOR-
DANCE WITH THE FOLLOWING PROCEDURES:
1. TEST SHOULD BE NO LONGER THAN THREE
AUDIO SWEEPS.
2. IF THE ANTENNA IS REMOVED, A DUMMY LOAD
SHOULD BE SUBSTITUTED DURING THE TEST.
3. TEST SHOULD BE CONDUCTED ONLY WITHIN
THE TIME PERIOD MADE UP OF THE FIRST FIVE
MINUTES AFTER ANY HOUR.
4. IF THE OPERATIONAL TESTS MUST BE MADE AT
A TIME NOT INCLUDED WITHIN THE FIRST FIVE
MINUTES AFTER THE HOUR, THE TEST SHOULD
BE CONDUCTED WITH THE CLOSEST FAA TOWER
OR FLIGHT SERVICE STATION.
C O N S U LT FAA ADVISORY CIRCULAR AC 20-81 FOR

DETAILED INFORMATION CONCERNING THE ABOVE
CAUTION.
1. Remove the access panel or cover to gain access to the transmitter.

2. Turn the aircraft master switch ON.
3. Turn the aircraft communications receiver volume up until a slight background noise is heard.
— NOTE —
The test transmission should have been picked up by the aircraft

communications receiver and/or control tower. During cold weath-
er, there may be a slight delay before transmission occurs.
4. A transmitter which is functioning properly should emit a characteristic downward swept tone.
5. When the test is completed, ascertain the transmitter ON/ARM/OFF switch is in the ARM position.
6. Place the access panel in position on the fuselage and secure with the appropriate screws.
— WARNING —
WHENEVER THE UNIT IS CHECKED BY MOVING THE

TRANSMITTER ON/ARM/OFF SWITCH FROM THE ARM
TO THE ON POSITION, IT MUST THEN BE MOVED TO
THE OFF POSITION, IF THERE IS ONE, BEFORE
REVERTING TO THE ARM POSITION AGAIN.
23-10-00
Page 4
1J19
PIPER AIRCRAFT
PA-34-220T
— CAUTION —
UNDER NORMAL CONDITIONS, THE TRANSMITTER

SWITCH MUST BE SET TO ARM.
— NOTE —
Inspect the external whip antenna for any damage. A void bending
the whip. Any sharply bent or kinked whip should be replaced.
Antenna damage may cause structural failure of whip inflight.
DESCRIPTION, OPERATION AND TESTING OF PILOT'S REMOTE SWITCH (ELT 10 and ELT 910)
(Refer to Pilot's Operating Handbook.)
BATTERY REMOVAL AND INSTALLATION (ELT 910) (Refer to Figure 23-5.)

1. Remove access panel on dorsal fin.
2. Set ON/OFF/ARM switch on transmitter to OFF.
3. Disconnect antenna coaxial cable from ELT.
4. Disconnect wiring harness connector from ELT.
5. Remove ELT from its mounting tray.
6. Remove 8 flat head screws from unit.
7. Carefully separate unit into two sections.
8. Unsnap battery connector (connector toward back end of circuit board).
9. Carefully remove battery pack (contained in white foam jacket) from the ELT.
10. Cut tape holding the two halves of foam together and remove old battery pack.
11. Install new battery pack in foam jacket. Tape foam halves together with a good quality glass filament
tape.
12. Install battery pack assembly into ELT. Plug connector into circuit board.
13. Slide the two unit section together. Ensure red gasket in header is sitting flat.
14. Secure with 8 new screws provided with replacement battery. Ensure all 8 screws are snugged up.
15. Install ELT into tray in airplane. Perform tests as specified below.
— NOTE —
Inspect the external whip antenna for any damage. Av o i d
bending the whip. Any sharply bent or kinked whip should be
replaced. Antenna damage may cause structural failure of
whip in flight.
23-10-00
Page 5
1J20
PIPER AIRCRAFT
PA-34-220T
P203 J501
TERMINAL
20B 6 GND 6 TERMINAL
F1
8 +28 VDC 8 20R 20R ELT SW PWR BUS
1/2 A PWR
7 7
9 9
5 5
4 4
3 3
2 2
1 1
ELT 910 ELT
REMOTE
SWITCH
Figure 23-4 Emergency Locator Transmitter Schematic (Narco ELT 910)

(S/N’s 3433173 and up, and 3448001 and up)
TESTING EMERGENCY LOCATOR TRANSMITTER (ELT 910)
— note —
Consult FAA Advisory Circular AC 20-81 for detailed testing
information and precautions
1 Conduct test only during the first five minutes after any hour.
2 If operational test must be made at any time other than the first five minutes after the hour, notify the
nearest FAA traffic Control Tower or Flight Service Station prior to the test.
3 Test should be no longer than three audio sweeps.
4 If the antenna is removed, a dummy load should be substituted during the test.
a. Remove access panel or cover to gain access to transmitter.
b. Turn aircraft master switch ON. Turn the aircraft communications receiver ON and tune to 121.5
mhz.
c. Turn receiver volume up until a slight background noise is heard. If equipped, automatic squelch
must be overridden.
d If aircraft is not fitted with a communications receiver, request the nearest FAA facility to listen
for E.L.T. signal.
e Set ON/ARM/OFF switch on the transmitter to the ON position for approximately 2 seconds.
Return to OFF, then ARM position.
f Test transmission should be received by aircraft communications receiver and/or FAA facility.
During cold weather, there may be a slight delay before transmission occurs.
g A properly functioning transmitter emits a characteristic downward swept tone.
h When test is completed, ensure transmitter ON/ARM/OFF is in the ARM position. Whenever unit
is checked by moving transmitter ON/ARM/OFF switch from ARM to ON position, it must first
be moved to OFF position before resetting to ARM position.
5 Install access panel on dorsal fin aft of fuselage station 259.30 and secure with the appropriate
screws.
23-10-00
Page 6
1J21
PIPER AIRCRAFT
PA-34-220T
#6-32 FLAT
HEAD SCREWS
(8 PLACES)
BATTERY CONNECTOR
BATTERY PACK WITH

FOAM JACKET
Fig 23-5 ELT 910 Battery Pack

(S/N’s 3433173 and up, and 3448001 and up)
23-10-00
Page 7
1J22
CHAPTER
24
ELECTRICAL POWER
1J23
PIPER AIRCRAFT
PA-34-220T
CHAPTER 24 - ELECTRICAL POWER
CHAPTER
24-00-00 GENERAL 1K2

24-00-00 Description and Operation 1K2
24-00-00 14 Volt System 1K2
24-00-00 28 Volt System 1K2
24-00-00 Troubleshooting 1K3
24-30-00 D.C. GENERATION 1K10
24-30-00 Alternator System 1K10
24-30-00 Description of Alternator 1K17
24-30-00 Checking Alternator System 1K17
24-30-00 Precautions 1K17
24-30-00 Service Procedures 1K18
24-30-00 Overhaul of Alternator 1K18
24-30-00 Testing Alternator 1K19
24-30-00 Alternator Service Test Specifications 1K20
24-30-00 Battery 1K21
24-30-00 Servicing Battery 1K22
24-30-00 14 Volt System 1K22
24-30-00 28 Volt System 1K22
24-30-00 Removal of Battery (14 Volt System) 1K23
24-30-00 Removal of Battery (28 Volt System) 1K23
24-30-00 Installation of Battery (14 Volt System) 1K23
24-30-00 Installation of Battery (28 Volt System) 1K23
24-30-00 Cleaning Battery 1K24
24-30-00 Removal of Battery Acid Recovery Jar 1K24
24-30-00 Cleaning Acid Recovery Jar and Vent
Lines 1K24
24-30-00 Battery Charging (14 Volt System) 1K24
24-30-00 Battery Charging — (Gill Model G-247)
(28 Volt System) 1L1
24-30-00 Hydrometer Reading and Battery Charge 1L2
24-30-00 Battery Discharge 1L3
24-30-00 Battery Temperature Considerations 1L3
24-30-00 Battery Repairs, Storage and Service Tips 1L4
24-30-00 Preparing New Dry Charged Battery for
Installation 1L4
24-30-00 Corrosion Prevention 1L5
24-30-00 14 Volt System 1L5
24-30-00 28 Volt System 1L5
24 - Cont./Effec.
Page 1
1J24
PIPER AIRCRAFT
PA-34-220T
CHAPTER 24 - ELECTRICAL POWER
CHAPTER
24-30-00 D.C. GENERATION (Cont.) –

24-30-00 Voltage Regulator 1L6
24-30-00 Regulator Components 1L6
24-30-00 Regulator Operation 1L6
24-30-00 Balancing Circuit 1L6
24-30-00 Alternator Control Unit — Lamar
B-00382-1 1L7
24-30-00 Adjustment of Control Unit 1L7
24-30-00 Bench Test of Alternator Control Unit —
Lamar B-00382-1 1L7
24-30-00 Setting Up Test Equipment 1L7
24-30-00 Voltage Control Unit Test (28 Volt System) 1L11
24-30-00 Equalizer Test (28 Volt System) 1L11
24-30-00 Overvoltage Protection Test (28 Volt
System) 1L12
24-30-00 Balancing Circuit 1L12
24-30-00 Preparation for Testing 1L13
24-30-00 Testing Regulator 1L14
24-30-00 Adjusting Regulator (14 Volt System) 1L15
24-30-00 Overvoltage Relay 1L16
24-30-00 Checking Overvoltage (14 Volt System) 1L16
24-40-00 EXTERNAL POWER 1L21
24-40-00 Starting Through External Power Receptacle 1L21
24-50-00 ELECTRICAL LOAD DISTRIBUTION 1L22
— NOTE —
For Electrical Schematics or Wiring Diagrams, refer to Chapter 91.
24 - Cont./Effec.
Page 2
1K1
PIPER AIRCRAFT
PA-34-220T
— WARNING —
WHEN SERVICING OR INSPECTING VENDOR EQUIP-

MENT INSTALLED IN PIPER AIRCRAFT, IT IS THE USER'S
RESPONSIBILITY TO REFER TO THE APPLICABLE PUB-
LICATIONS.
GENERAL
This chapter contains instructions for correcting difficulties which may arise in the operation of the electri-
cal system. It includes a general description and function of each part of the system along with test and
adjustments of the various components.

14 VOLT SYSTEM
Electrical power is supplied by a 14-volt, direct current, negative ground electrical system. A 12-volt, 35
ampere hour battery is incorporated in the system to furnish power for starting and as a reserve power source
in case of alternator failure; it is located in the nose section of the airplane.
The electrical generating system consists of two engine driven 65 ampere alternators. Two solid state reg-
ulators maintain effective alternator load sharing while regulating the system bus voltage at 14.0-volts. Also,
incorporated in the system are overvoltage relays; one for each alternator circuit which prevents damage to
electrical and avionic equipment in case of regulator malfunction. A warning light on the annunciator panel
will illuminate if either alternator fails to produce current, accompanied by a zero indication on the individual
ammeter. The loads from the electrical bus system are protected by manual reset type circuit breakers mounted
on the lower right-hand instrument panel.
28 VOLT SYSTEM
Electrical power is supplied by a 28-volt, direct current, negative ground electrical system. A 24-volt, 38
ampere hour Gill G-247 manifold type battery is incorporated in the system to furnish power for starting and as
a reserve power source in case of alternator failure; it is located in a compartment located on the right side of
the nose section of the airplane.
The electrical generating system consists of two engine driven Teledyne Critten 60 ampere alternators, that
are individually protected by 70 amp circuit breakers. Two solid state Lamar B 00382-1 alternator control
units maintain effective alternator load sharing while regulating the system bus voltage at 28.8-volts. Also,
incorporated in the alternator control units are overvoltage relays; one for each alternator circuit which
prevents damage to electrical and avionic equipment in case the regulating function fails. Unregulated voltage
that exceeds 32 volts automatically takes the malfunctioning alternator circuit off line. A warning light on the
annunciator panel will illuminate if either alternator fails to produce current, accompanied by a zero indication
on the individual ammeter. A low voltage warning light on the annunciator panel will illuminate when alterna-
tor output is lost and the system is drawing power from the battery alone. The loads from the electrical bus
system are protected by manual reset type circuit breakers mounted on the lower right-hand instrument panel.
24-00-00
Page 1
1K2
PIPER AIRCRAFT
PA-34-220T
TROUBLESHOOTING
— WARNING —
ALL CHECKS AND ADJUSTMENTS OF THE ALTERNATOR

AND/OR ITS COMPONENTS SHOULD BE MADE WITH THE
ENGINE STOPPED. THEREFORE, TO COMPLETE SOME
CHECKS OR ADJUSTMENTS, IT WILL BE NECESSARY TO
REMOVE THESE UNITS FROM THE AIRPLANE AND
PLACE THEM ON A TEST STAND.
Troubles peculiar to the electrical system and battery are listed in Charts 2401 and 2403 along with their
probable causes and suggested remedies. The wiring diagrams included in Chapter 91 will give physical
breakdown of the different electrical circuits used in this airplane.
After the trouble has been corrected, check the entire electrical system for security and operation of its
components.
CHART 2401. TROUBLESHOOTING (ALTERNATOR)
Zero output indicated on Open field circuit. With battery switch turned
ammeter regardless of on, check for battery voltage
rpm (refer to alternator from airplane's main buss
system test procedure). through entire field circuit
to alternator field terminal.
Measure voltage from ground
(-) to the following points (+)
in sequence; bus bar, output
circuit breaker (60A), field
circuit breaker (5A), field
terminals of master switch
voltage regulator and
alternator field terminal.
24-00-00
Page 2
1K3
PIPER AIRCRAFT
PA-34-220T
CHART 2401. TROUBLESHOOTING (ALTERNATOR) (continued)
Zero output indicated on Interruption of voltage

ammeter regardless of through any of these points
rpm (refer to alternator isolates the faulty component
system test procedure). or wire which must be replaced.
(continued) (See wiring schematic, Chapter
91.)
Open output circuit. With battery switch turned

on, check for battery voltage
from airplane's main buss
through entire output circuit
to alternator battery post.
Measure voltage from
ground (-) to the following
points (+) in sequence; buss
bar, output circuit breaker,
ammeter, and alternator
battery post.
Interruption of voltage
through any of these points
isolates the faulty component
or wire which must be
replaced. (See wiring
schematic, Chapter 91.)
Open circuit in alternator

output will usually burn
out the ALT annunciator
lamp and the 50 ohm
resistor. Check the 5A
in-line fuse.
24-00-00
Page 3
1K4
PIPER AIRCRAFT
PA-34-220T
Zero output indicated on Open field winding Disconnect field terminal of

ammeter regardless of in alternator. alternator from field wiring
rpm (refer to alternator and check for continuity
system test procedure). from field terminal to
(continued) ground with ohmmeter
(20-100 ohms) depending
on brush contact resistance.
— CAUTION —
TURN MAGNETO SWITCH

TO OFF BEFORE TURNING
PROPELLER.
(Pull propeller slowly by

hand turning alternator
rotor through 360° of
travel.)
If resistance is high, check

brushes for spring tension
and excessive wear and
replace if necessary. If
brushes are okay and field
reads open, replace alternator.
Output indicated on Faulty voltage regulator. Start engine, turn on load

ammeter does not (ref: alternator test
meet minimum values procedure), set throttle
specified in alternator at 2300 rpm. Check
system test procedure. voltage at buss bar
[convenient check point,
remove cigar lighter and
check from center contact
(+) to ground (-)]. Voltage
should be 13.5-volts
minimum. If voltage is
below this value, replace
regulator.
24-00-00
Page 4
1K5
PIPER AIRCRAFT
PA-34-220T
Output indicated on High resistance connections Check visually for loose

ammeter does not in field or output circuit. binding posts at the various
meet minimum values junction points in system,
specified in alternator alternator battery post, lugs
system test procedure. on ammeter, connections at
(continued) voltage regulator, circuit
breaker, etc. (See wiring
schematic, Chapter 91.)
Examine crimped terminal
ends for signs of deterioration
at crimp or strands of broken
wire at crimp. Tighten any
loose binding posts or replace
bad wire terminals.
Open rectifier. If any of the six rectifiers

pressed into the rear bell
housing of the alternator
open up internally, it will
result in a definite limitation
on the current that can be
drawn from the alternator.
After having checked the
previous causes of low output
it can be assumed that a faulty
rectifier exists. See paragraph
titled Inspection and Testing
of Components.
Field circuit breaker Short circuit in field Disconnect field wiring at

trips. circuit. terminal of alternator. Turn
on master switch. It 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,
Chapter 91.)
24-00-00
Page 5
1K6
PIPER AIRCRAFT
PA-34-220T
Field circuit breaker Short circuit in field Disconnect field wiring at

trips. (continued) winding 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
itself. Check brush holders
for shorting against frame.
If there are no obvious signs
of a physical short circuit
at field terminal or brush
holder, replace alternator.
(Note: intermittent short
circuit.)
Internal short circuiting of

the field can occur at various
positions of the rotor, therefore,
reconnect field, reset breaker,
pull propeller slowly by hand
turning alternator rotor
through 360° of travel.
Observe circuit breaker for

signs of tripping.
— CAUTION —
TURN MAGNETO SWITCH

TO OFF BEFORE TURNING
PROPELLER.
Ammeter indicates 60 amps Short to ground in Check condition of teflon

at 1400 rpm and above, ALT alternator output insulators on feet of diode
annunciator light on. wiring. heat sink. When the mounting
screws are overtorqued, they
can cut through insulators
causing a short-to-ground.
Check other wiring for
chafing, etc.
24-00-00
Page 6
1K7
PIPER AIRCRAFT
PA-34-220T
Battery installed with Battery charged backwards. Remove battery and reinstall
reversed polarity. with correct polarity.
Remove battery. Connect

load such as landing light
lamp or similar load and
discharge battery. Recharge
with correct polarity and
test each cell for signs of
damage due to reversed
charging.
— NOTE —
This type of condition can
only occur in a case where a
discharged battery has been
removed from the airplane
and put on a charger with
the polarity reversed. This
reversal in polarity cannot
occur in the airplane due to
any fault in the alternator
system.
Excessive ammeter Excessive resistance in Check all connections and

fluctuation. field circuit. wire terminals in field circuit
for deterioration such as
loose binding posts, broken
wire strands at terminals,
etc. Tighten all connections
and replace faulty terminals.
High field circuit If problem persists, jump

resistance. across terminals of the
following components
one at a time until the
faulty unit is isolated.
a. Field 5 amp (alternator
circuit protector.
b. Alternator switch.
c. Overvoltage relay.
Defective voltage Replace voltage regulator.

regulator.
24-00-00
Page 7
1K8
PIPER AIRCRAFT
PA-34-220T
GRID 1K9
24-00-00
Page 8
1K9
PIPER AIRCRAFT
PA-34-220T
DC GENERATION
ALTERNATOR SYSTEM
The alternators (14 and 28 Vdc) are mounted on the accessory case of each engine. Many advantages,
both in operation and maintenance, are derived from this system.
The alternators have no armature or commutator and only a small pair of carbon brushes which make con-
tact with a pair of copper slip rings. The rotating member of the alternator, known as the rotor, is actually the
field windings. The rotor draws only 1/20th of the current output. Therefore, there is very little friction and
negligible wear and heat in this area. The alternating current is converted to direct current by diodes 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.
The alternator system does not require a reverse current relay because of the high back resistance of the
diodes and the inability of the alternator to draw current or motorize. A current regulator is unnecessary
because the windings have been designed to limit the maximum current available. Therefore, the voltage con-
trol is the only control needed.
The circuit breaker panel contains two 5 ampere circuit breakers marked ALT FIELD left and right. If the
field circuit breakers trip, it will result in a complete shutdown of power from the particular generating system.
After a one or two minute cool-down period, the breakers can be reset manually. If tripping reoccurs and hold-
ing the breakers down will not prevent continual tripping, then a short exists in the alternator field.
Unlike previous systems, the ammeters do not indicate battery discharge but displays the load in amperes
placed on the particular generating system. With all electrical equipment off (except master), the ammeters
will indicate the amount of charging current demanded by the battery. This amount will vary, depending on
the percentage of charge in the battery at the time. As the battery becomes charged, the amount of current dis-
played on the ammeters will reduce to approximately two amperes. The amount of current shown on the
ammeters will tell immediately whether or not the alternator systems are operating normally if the following
principles are kept in mind.
— NOTE —
The amount of current shown on the ammeter is the load in

amperes that is demanded by the electrical system from the alterna-
tor. As a check, take for example a condition where the battery is
demanding 10 amperes charging current; then switch on the anti-
collision light. Note, the value in amperes placarded on the panel
for the anti-collision light circuit breaker (10 amps) and multiply
this by 80 percent; you will arrive at a current of 8 amperes. This
is the approximate current drawn by the anti-collision light.
Therefore, when the anti-collision 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
currents will add up and the total, including the battery, will appear
on the ammeter.
24-30-00
Page 1
1K10
PIPER AIRCRAFT
PA-34-220T
CONNECTION OF MAIN POWER LEADS

(SEE VIEW A)
B
HYDRAULIC PUMP
A C C
BATTERY INSTALLATION
D D
STARTER CONTACTORS
(SEE VIEW B)
B
SECTION A - A
AN960 WASHER HYDRAULIC PUMP
MX20365-624C LOCKNUT POWER RELAYS
VIEW A
K6 - DOWN POWER RELAY
G6B G2R G2P
G6A
G3D
CONNECTION GREEN
BLUE
COVERS
G3L
K5 - UP POWER RELAY
Figure 24-1. Base Electrical Installation (14 Volt System)
24-30-00
Page 2
1K11
PIPER AIRCRAFT
PA-34-220T
SPACER
K2AR
PHENOLIC PLATE
P1F
DIODE ASSY.
K1BR
BULKHEAD
K1BL
K2AL
PHENOLIC PLATE
VIEW B
STARTER CONTACTORS
(COVER REMOVED)
STALL WARNING HORN SECTION E - E

GEAR WARNING HORN
F1E
BLACK
G4C
FLASHER ASSY.
G4B
F1G DIODE
INSTALL HORN WITH RED MOUNTING
G3K STUD IN THIS POSITION
G3H
SECTION D - D
Figure 24-1. Base Electrical Installation (continued) (14 Volt System)
24-30-00
Page 3
1K12
PIPER AIRCRAFT
PA-34-220T
L6A (TO BAGGAGE LIGHT) L6B (GROUND FROM BAGGAGE LIGHT
HYDRAULIC PRESSURE SWITCH
VOLTAGE REGULATORS
REFER TO CHAPTER 91 FOR TER-
MINAL BLOCK INSTALLATION
P1GR
DIODE ASSY.
E
P2ER P2DR
W3B
P1GL GND
OVERVOLTAGE P2DL
RELAYS
PAR
E P2DL
P2EL
P1E POWER LEAD

TO MAIN BUS P2CR P2DR P2CL GND L7C
SECTION B - B
P1B P1D GROUND FROM STARTER CONTACTORS
BATTERY GROUND LEAD
AVIONICS LIGHT DIMMING BUS
INSTRUMENT PANEL
INSTRUMENT PANEL SUPPORT
BUS MOUNT PLATE

SECTION C - C L8B
24-30-00
Page 4
1K13
PIPER AIRCRAFT
PA-34-220T
BATTERY INSTALLATION B
HYDRAULIC PUMP
A C C
D D
STARTER CONTACTS
(SEE VIEW B)
B
G3N G6A G2P P10C TO STARTER GENERATOR

G3P
BLU TO HYDRAULIC PUMP
GEAR UP RELAY
G2Q
EXTERNAL POWER RELAY
GEAR DOWN RELAY
GRN TO HYDRAULIC PUMP

SECTION A - A
HYDRAULIC PUMP AND

BATTERY MASTER RELAY
POWER RELAYS
P10A TO BATTERY
P10D
P3C
Figure 24-2. Base Electrical Installation (28 Volt System)
24-30-00
Page 5
1K14
PIPER AIRCRAFT
PA-34-220T
K2AR
P10C
K1BR
K1BL
K2AL
VIEW B
STARTER CONTACTORS
(COVER REMOVED)
STALL WARNING HORN

GEAR WARNING HORN
F1E
BLACK
G4C
FLASHER ASSEMBLY
G4B
F1G DIODE
INSTALL HORN WITH RED MOUNTING
G3K STUD IN THIS POSITION
G3H
SECTION D - D
24-30-00
Page 6
1K15
PIPER AIRCRAFT
PA-34-220T
L6B - GROUND FROM BAGGAGE LIGHT

L6A - TO BAGGAGE LIGHT
RIGHT - VOLTAGE
CONTROL UNIT
AVIONIC CONTACTORS
RIGHT - SHUNT
ASSEMBLY
LEFT VOLTAGE CONTROL UNIT
LEFT - SHUNT ASSEMBLY

W3B
ORN
BATTERY
GROUND LEAD BLK
YEL
HYDRAULIC PRESSURE SWITCH TERMINAL BLOCK INSTALLATION
AVIONICS LIGHT DIMMING BUS
INSTRUMENT PANEL
INSTRUMENT PANEL SUPPORT
SECTION C - C
L8B BUS MOUNT PLATE
24-30-00
Page 7
1K16
PIPER AIRCRAFT
PA-34-220T
— WARNING —
WHEN SERVICING OR INSPECTING VENDOR EQUIP -

RESPONSIBILITY TO REFER TO THE APPLICABLE VEN -
DOR PUBLICATION.
DESCRIPTION OF ALTERNATOR
The principal components of the alternator are the brush holder assembly, front housing assembly, rectifier
assembly, stator and coil assembly, rotor assembly, and the rear housing assembly. In addition, a shroud
designed to aid in cooling covers the alternator. Since the alternator is a part of the power plant assembly,
maintenance and inspection procedures can be obtained from the manufacturer of the engine or that particular
alternator.
CHECKING ALTERNATOR SYSTEM
An ammeter is installed to enable independent output checks of each alternator, as well as electrical out-
put/input of the battery. Should the ammeters show zero output from both alternators, check the alternators'
electrical system. (Refer to Power Distribution Schematic in Chapter 91.)
1. Ensure that the ammeter is operating properly.
2. Disconnect the battery lead (+) at the alternator.
3. Disconnect the field leads at the alternator.
4. Ensure that all electrical units are off and battery is full charged.
5. Turn on the battery switch.
6. To check the alternator output circuit, connect a voltmeter or (24 or 12)-volt test light to the battery
lead and to ground. If a reading of approximately (24 or 12)-volts register on the voltmeter or the test
lights, the battery circuit is operational.
7. Should there be no indication of voltage, trace back through the output circuit until voltage is indicated.
A component that allows no voltage to pass through it should be replaced.
8. Check the field circuit by the following procedure:
a. On lead connected to (F1) terminal, connect a voltmeter to the field lead and to ground. If
voltmeter indicates any voltage, the circuit is operational.
9. If voltage is indicated at both the battery lead and field lead, the alternator should be checked for
possible malfunction.
PRECAUTIONS
The following precautions are to be observed when testing or servicing the electrical system:
1. Disconnect the battery before removing or replacing any unit or wiring. Accidental grounding will
cause severe damage to the units and/or wiring.
2. The alternator must not be operated on an open circuit with the rotor winding energized.
3. No polarization of the alternator is required. Any attempt to do so may result in damage to the alterna-
tor, regulator or circuits.
4. Grounding of the alternator output terminal will cause possible damage to the alternator and/or its
circuit and components.
5. Reversed battery connections will damage the rectifiers, wiring or other components of the charging
system. Battery polarity should be checked with a voltmeter before connecting the battery. This
aircraft is negative ground.
6. If a booster battery or fast charger is used, its polarity must be connected correctly to prevent damage
to the electrical system components.
24-30-00
Page 8
1K17
PIPER AIRCRAFT
PA-34-220T
SERVICE PROCEDURES
Since the alternator, and alternator control unit or regulator are designed for use on only one polarity sys-
tem, 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.
1. Disconnect the battery before connecting or disconnecting test instruments (except voltmeter) or
before removing or replacing any unit or wiring. Accidental grounding or shorting at the regulator,
alternator control unit, ammeter or accessories, will cause severe damage to the units and/or wiring.
2. The alternator must not be operated on open circuit with the rotor winding energized.
3. Do not attempt to polarize the alternator. No polarization is required. Any attempt to do so may result
in damage to the alternator, regulator or circuits.
4. Grounding of the alternator output terminal may damage the alternator and/or circuit and components.
5. Reversed battery connections may damage the rectifiers, wiring or other components of the charging
system. Battery polarity should be checked with a voltmeter before connecting the battery. Most air-
craft are negative ground.
— CAUTION —
WHEN USING A BAT T E RY CHARGER OR BOOSTER

BATTERY, THEY MUST BE CONNECTED CORRECTLY
FOR PROPER POLARITY, TO PREVENT DAMAGE TO
THE ELECTRICAL SYSTEM COMPONENTS.
6. If a booster battery or fast charger is used, its polarity must be connected correctly to prevent damage
to the electrical system components.
OVERHAUL OF ALTERNATOR
When repairing the alternator, complete disassembly may not be required. In some cases, it will only be
necessary to perform those operations which are required to effect the repair. However, when servicing or
inspecting vendor equipment installed in Piper aircraft, it is the user's responsibility to refer to the applicable
vendor publication.
— NOTE —
The drive assembly used on these alternators are not manufactured

or serviced by the vendor, but are available from the engine manu-
facturer.
24-30-00
Page 9
1K18
PIPER AIRCRAFT
PA-34-220T
TESTING ALTERNATOR
1. Wiring connections for bench testing the alternator are shown in Figure 24-2. Refer to the individual
specification Chart 2402 for output test figures. Adjust the carbon pile, if necessary, to obtain the
specified voltage.
2. After bench testing the alternator, install the safety wire and install the alternator on the engine.
— NOTE —
Always refer to the wiring diagram (refer to Figure 24-2) when

installing the alternator or testing the alternator.
CARBON JUMPER WIRE

AUX
PILE
OUTPUT
+ -
+ -
TEST AMMETER
+ -
F
TEST VOLTMETER
Figure 24-3. Testing Alternator Figure 24-4. Internal Wiring Diagram
24-30-00
Page 10
1K19
PIPER AIRCRAFT
PA-34-220T
ALTERNATOR SERVICE TEST SPECIFICATIONS
CHART 2402. ALTERNATOR SPECIFICATIONS
Alternator Model ALX 9402
Voltage 12-volts
Rated Output 65 amperes
Ground Polarity Negative
Rotation Bi-Directional
Rotor:
Current Draw (77°F) 3.2A nominal 4.0 max.
Resistance (77°F) 4 ohm nominal 3 ohm min.
Output Test (77°F):

Volts 14.0 ± .2
Amperes Output 65
Field Amperes 3.2A nominal
Alternator RPM 5167
Alternator Model Continental-Teledyne 649280
Voltage 28-volts
Rated Output 60 amperes
Ground Polarity Negative
Rotation Bi-Directional
Output Test (77°F):

Volts 28.0 ± .2
Amperes Output 60
Alternator RPM 5290
24-30-00
Page 11
1K20
PIPER AIRCRAFT
PA-34-220T
BATTERY
— NOTE —
In the past, aluminum cable was used in wiring the battery circuit
from battery to ground, battery to master relay, master relay to
starter solenoid, starter solenoid to starter, and engine return ground
wire to airframe. (See schematics for your airplane.)
If, during inspection, a fault in the aluminum cable is found, Piper

considers it mandatory that the complete cable assembly be
replaced with copper wire and suitable terminals.
CHART 2403. TROUBLESHOOTING (BATTERY)

Discharged battery. Battery worn out. Replace battery.
Charging rate not set Reset.
right.
Standing too long. Remove and recharge
battery if left in unused
airplane three weeks or
more.
Equipment left on Remove and recharge.
accidentally.
Impurities in electrolyte. Replace.
Short circuit (ground) Check wiring.
in wiring.
Broken cell partitions. Replace
Battery life is short. Overcharge due to level Maintain electrolyte.
of electrolyte being
below top of plates.
Sulfation due to disuse. Replace.
Impurities in electrolyte. Replace battery.
Low charging rate. Adjust voltage regulator.
Cracked cell jars. Hold-down bracket loose. Replace battery and tighten.
Frozen battery. Replace.
Compound on top of Charging rate too high. Reduce charging rate by
battery melts. adjusting voltage regulator
or replace transistor regulator.
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CHART 2403. TROUBLESHOOTING (BATTERY) (continued)

Electrolyte runs out of Too much water added to Drain and keep at proper
vent plug and/or into battery and charging rate level and adjust voltage
acid recovery jar. too high. regulator.
Excessive corrosion Spillage from overfilling. Use care in adding water.
inside container.
Vent lines leaking or Repair or clean.
clogged.
Charging rate too high. Adjust voltage regulator.
Battery freezes. Discharged battery. Replace.
Water added and battery Always recharge battery for
not charged immediately. 1/2 hour following addition
of water in freezing weather.
Battery polarity Connected backwards on Battery should be slowly
reversed. charger. discharged completely and
then charged correctly and
tested.
Battery consumes Charging rate too high Correct charging rate.
excessive water. (if in all cells).
Cracked jar (one cell Replace battery.
only).
SERVICING BATTERY
14 VOLT SYSTEM
The battery is mounted in a fiberglass box and located in the center forward portion of the nose cone. The
battery and box are covered by an assembly of ABS thermoplastic which also acts as a cover for the nose
wheel and gear. Fumes accumulated from the natural charging process are vented to the outside of the aircraft
requiring the vents be checked for any adverse corrosion. A drain also extends from the battery box through
the bottom of the nose cone and should be uncapped regularly to allow any accumulation to drain. The water
level in the battery, which should never be above the baffle plates, should be checked at every inspection. A
check with a hydrometer should also be made. Make sure all connections are clean and tight.
28 VOLT SYSTEM
The battery is a Gill-247 38 amp .5 hour lead acid manifold type mounted on a shelf in a compartment
located in the right portion of the nose cone and can be gained access to by a removable access panel located
on the right exterior side. Fumes accumulated from the natural charging process are vented to the outside of
the aircraft requiring the vents be checked for any adverse corrosion. A positive and negative drain also
extends from the battery manifold and acid recovery jar that exit through vent tubes located on the bottom of
the nose cone and should be uncapped regularly to allow any accumulation to drain. Servicing of the battery
should be completed every 50 operating hours or 60 days, whichever occurs first, and at every 100 hour
inspection. The water level in the battery should be checked at every inspection. A check with a hydrometer
should also be made. Make sure all connections are clean and tight.
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REMOVAL OF BATTERY (14 Volt System)
1. Remove the cover over nose wheel and battery in the nose baggage compartment.
— CAUTION —
A LWAYS REMOVE THE GROUND CABLE FIRST AND

INSTALL LAST TO PREVENT AN ACCIDENTAL SHORT
CIRCUIT OR ARCING.
2. Disconnect the battery cables.
3. Lift the battery from the box.
REMOVAL OF BATTERY (28 Volt System)

1. From within forward baggage compartment door, remove battery access cover by removing the eight
hold down screws.
2. Remove battery tie-down strap.
3. Remove access panel on right side of nose.
— CAUTION —
A LWAYS REMOVE THE GROUND CABLE FIRST AND

INSTALL LAST TO PREVENT AN ACCIDENTAL SHORT
CIRCUIT OR ARCING.
4. Disconnect the battery ground cable first; then the positive cable.
5. Disconnect manifold overflow tube. (Refer to Figure 24-6.)
6. Disconnect positive vent line. (Refer to Figure 24-6.)
7. Remove battery through right side access panel.
INSTALLATION OF BATTERY (14 Volt System)

1. Ensure that battery and battery box have been cleaned and are free of acid.
2. Ensure that battery box vent outlet is free of obstructions and restrictions.
3. Install battery in box.
3. Connect positive lead to the positive battery terminal and secure.
4. Connect the ground cable to the negative battery terminal and secure.
5. Install cover.
INSTALLATION OF BATTERY (28 Volt System)

1. Ensure that all vent lines are free of kinks, cracks, and loose connections. Replace only with special
hoses specified in Parts Catalog. (DO NOT REPLACE WITH ORDINARY RUBBER HOSE.)
2. Install battery through right side access panel.
3. Connect positive vent line. (Refer to Figure 24-6.)
4. Connect manifold overflow tube. (Refer to Figure 24-6.)
5. Connect positive cable to battery first and secure. Connect ground cable to battery and secure.
6. Install battery tie-down strap
7. Install battery floor cover and secure with eight screws.
8. Close and secure forward baggage compartment door.
9. Install right side access panel.
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CLEANING BATTERY
1. Remove all accumulated contamination from the battery exterior with a stiff bristle brush. (Do not use
a metal brush or abrasive materials.) Wipe exterior of battery and interior of manifold, including man-
ifold top cover, with a cloth saturated with a solution of bicarbonate of soda mixed - one part soda to
twenty parts of water. (Check that cell plugs are tight - do not allow soda solution to enter any cells.)
2. Wash entire battery with clear water and dry thoroughly.
3. Wash down the battery support and floor area, hold down supports, connectors and cable ends with a
soda solution followed by clear water. Dry entire area and component parts thoroughly. Apply fresh
acid resistant paint if required.
REMOVAL OF BATTERY ACID RECOVERY JAR (28 Volt System)

1. Remove battery as described above.
2. Remove the acid recovery jar by removing the 2 bracket screws that secure jar to bulkhead.
CLEANING ACID RECOVERY JAR AND VENT LINES

1. Visually inspect all vent lines for kinks, cracks, flexibility, and loose connections. Replace only with
special hoses from parts manual. (DO NOT REPLACE WITH ORDINARY RUBBER HOSE.)
2. Slowly pour the soda solution into the vent hoses, still attached to the bottom of the nose cone surface,
using a small funnel. The solution will flow out the bottom nose cone vents.
3. Follow with a final purge of clear water to flush the vent lines and then blow dry with low pressure air.
This ensures that the vent line is not kinked or restricted and that it is neutralized.
4. Wipe down the lower right nose cone area surrounding the vents with soda solution and clear water.
Apply a fresh coat of high quality wax to entire area.
5. Unscrew the bottom of the recovery jar and separate from the top. Remove jar pad. Observing
environmental regulations, empty jar contents into a suitable container for safe disposal.
6. Thoroughly wash and neutralize the jar, pad, top (including bracket), and the short length of vent hose
still attached to the jar top with soda solution and clear water rinse.
7. Thoroughly dry all components and recharge the jar with 0.75” bicarbonate of soda. Place dry jar pad
in the jar on top of the soda charge.
8. Screw jar back together and keep it in a vertical position.
9. Install in aircraft by installing the bracket to the bulkhead with 2 each bracket screws.
10. Install battery per as described above.
BATTERY CHARGING (14 Volt System)
— CAUTION —
IN THE OPERATION OF THE BAT T E RY, GASES ARE

FORMED WHICH MAY BE EXPLOSIVE IF IGNITED.
NEVER CREATE SPARKS OF ANY KIND OR BRING AN
OPEN FLAME NEAR A BAT T E RY. VENTILATE THE
BATTERY WHEN CHARGING TO DISPOSE OF THE GAS
GENERATED BY THE BATTERY.
If the battery is not up to normal charge, remove the battery and recharge starting with a charging rate of 4
amperes and finishing with 2 amperes. A fast charge is not recommended.
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BATTERY CHARGING - (GILL MODEL G-247) (28 Volt System)
— CAUTION —
NEVER ALLOW LEAD ACID BATTERIES, OR TO O L S

USED ON THEM, TO COME IN CONTACT WITH, OR BE
NEAR NI-CAD BATTERIES AND NI-CAD BAT T E RY
TOOLS.
— CAUTION —
IF CHARGING IS NECESSARY, WEAR EYE PROTECTION.

ENSURE THE CHARGING AREA IS WELL VENTILATED.
IF CENTRAL AIR CONDITIONING IS USED, THE BATTERY
CHARGING AREA SHOULD BE VENTED TO THE OUTSIDE
AIR TO PREVENT HYDROGEN GASSES FROM BEING
C I R C ULATED THROUGHOUT THE BUILDING.
The National Electric Code forbids charging batteries installed in aircraft or within 10 feet of fuel tank
areas. The battery must be removed from the aircraft for charging. Further, an aircraft battery should not be
allowed to deteriorate to a point where safety of flight is jeopardized. The battery's emergency capacity should
be sufficient to power the bus for thirty minutes.
1. Remove cell plugs and ensure that vents in plugs are open and that vent valves operate freely.
2. Check that the electrolyte level in each cell is at the bottom of the split ring.
3. A hydrometer check of each cell should be accomplished. (Refer to Hydrometer Reading and Battery
Charge in this chapter.)
4. It is recommended that vent caps be left on the battery while charging. In addition, a wet cloth should
be placed over the vent caps within the manifold.
5. The battery may be charged at any rate, in amperes, not to exceed that point which would produce
bubbling and gassing of the electrolyte or a cell temperature of 115°F in any case.
— NOTE —
If a cell temperature reaches the 115°F limit, the charging rate
shall be reduced and the charge completed at 3 amperes or less.
DO NOT CHARGE AT A HIGHER RATE WHEN CELLS
ARE GASSING. Refer to Gill Service Manual G.S.M. - 682 for
alternate charging methods and service procedures.
6. If a constant current (recommended) charge is available, the charge should be started at 3 amperes and
reduced in half if and when cells start gassing until fully charged.
7. As charging occurs, if any cells sputter of flood, the electrolyte level is too high and the excess must be
removed. In any case, the electrolyte level shall be adjusted at the end of the charge. The level will
rise due to acid returning to the electrolyte mix, normal gassing, and expansion due to temperature
rise.
8. Thoroughly clean battery after charging to prevent remaining acid bridges which can form during
charging.
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CHART 2404. HYDROMETER READING AND BATTERY CHARGE PERCENT
Hydrometer Reading Percent of Charge
1280 100
1250 75
1220 50
1190 25
1160 Very little useful capacity
1130 or below discharged
HYDROMETER READING AND BATTERY CHARGE

Whenever checking the battery, ensure that all connections are clean and tight and that the fluid level is
above the baffle plates. If it is necessary to add fluid, full cell with distilled water to the bottom of the split
ring. After adding water, charge the battery until gassing before taking a hydrometer reading. Otherwise, the
water and electrolyte will not be mixed, giving a false reading. Temperatures different from the established
norm will effect the hydrometer readings. Refer to Chart 2405 for the temperature corrections. Specific gravity
values for a fully charged battery are as follows:
CHART 2405. ELECTROLYTE TEMPERATURE CORRECTIONS
Electrolyte Temperature Specific Gravity
47°F (8°C) 1,280 to 1,300

77°F (24°C) 1,280 to 1,290
107°F (42°C) 1,260 to 1,280
Temperature change of 30°F changes the raeding 0.010.
To adjust low specific gravity, charge the battery (see Battery Charging) until it is gassing and until the
specific gravity rises to no higher over a 3-hour period, the remove some electrolyte and replace with 1.300
specific gravity electrolyte. Repeat this step if, after one hour of charging, the specific gravity is still too low.
DO NOT ADJUST A CELL THAT DOES NOT GAS.
To adjust high specific gravity, charge the battery (see Battery Charging) until it is gassing and until the
specific gravity rises no higher over a 3-hour period. Remove some electrolyte and replace with distilled
water. Repeat this step if, after one hour of charging, the specific gravity is still too high.
CHART 2406. SPECIFIC GRAVITY TEMPERATURE CORRECTION
Electrolyte Temperature
°C °F Corrections
60 140 +1.024
55 130 +1.020
49 120 +1.016 Add to
43 110 +.012 Reading
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PIPER AIRCRAFT
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CHART 2406. SPECIFIC GRAVITY TEMPERATURE CORRECTION (continued)
Electrolyte Temperature
°C °F Corrections
38 100 +.008 Add to
33 90 +.002 Reading
27 80 .000
23 70 -.004
15 60 -.008
10 50 -.012
5 40 -.016 Subtract
-2 30 -.020 From
-7 20 -.024 Reading
-13 10 -.028
-18 0 -.032
-28 -10 -.036
-20 -20 -.040
-30 -30 -.044
BATTERY DISCHARGE
The capacity of a storage battery is measured in units of ampere hours, which is the product of the electri-
cal current in amperes multiplied by the time in hours. Although current may be obtained after the end of the
time, the voltage of the battery has dropped to a point beyond which is not very useful. The ampere hours
which may be obtained from a battery are greater for a long low-rate or intermittent rate discharge than for a
short high-rate discharge because the voltage will drop faster at the higher discharge rate. The maximum per-
missible rate of discharge is limited only by the current-carrying ability of the wiring, motor, or other apparatus
to which the battery is connected or by the current-carrying ability of the cell terminals and connectors and not
by the plates themselves. Listed below are recommended discharge rates:
CHART 2407. DISCHARGE RATES

TELEDYNE (.5 HRS.)
Battery Ampere
Type Volts Hours
GILL-G-247 24 38.0
BATTERY TEMPERATURE CONSIDERATIONS

Operation of storage batteries beyond their ambient temperature or charging voltage limits will result in
excessive cell temperatures leading to electrolyte boiling, rapid deterioration of the cell and finally battery fail-
ure. The relationship between the maximum charging voltage and the number of cells in the battery is also sig-
nificant, since this will determine (for a given ambient temperature and state of charge) the rate at which ener-
gy is absorbed as heat within the battery. The maximum voltage per cell should not exceed 2.35-volts and the
maximum temperature should not exceed 115°F. (46°C)
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PIPER AIRCRAFT
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BATTERY TEMPERATURE CONSIDERATIONS (continued)
Low electrolyte temperatures temporarily reduce the battery capacity and the freezing point depends on the
specific gravity. To prevent freeze damage, maintain the specific gravity at a reasonably high level as indicat-
ed by Chart 2408.
— NOTE —
Lead-acid batteries are subject to a constant discharge due to the
internal chemical action.
BATTERY REPAIRS, STORAGE AND SERVICE TIPS

The internal parts of the battery have been designed to wear at approximately the same rate, making it
uneconomical to replace any of the parts with new ones. Replacing the entire battery is simpler and cheaper.
CHART 2408. ELECTROLYTE FREEZING POINTS
Freezing Point
Specific Gravity °C °F
1.300 -70 -95
1.275 -62 -80
1.250 -52 -62
1.225 -37 -35
1.200 -26 -16
1.175 -20 -4
1.150 -15 +5
1.125 -10 +13
1.100 -8 +19
Before storing the battery, it should be properly charged, the vent plugs put tightly in place, and the leads
disconnected to prevent use during idle periods. The battery should be charged at intervals during the idle
period. Before returning the battery to service, it should be thoroughly charged. The battery will be sufficient-
ly charged when, after a 3-hour period, the specific gravity does not rise any higher with the electrolyte gassing
and a charging rate of 1-1/2 amperes.
Long battery life and trouble-free service is obtained from the battery if the following simple tips are
observed:
1. Keep it clean.
2. Keep it charged.
3. Maintain proper electrolyte levels.
4. Keep specific gravity equal among all cells.
PREPARING NEW DRY CHARGED BATTERY FOR INSTALLATION

The dry-charged, Model GILL G-247 Battery shall be stored as received from the vendor. Do not remove
vents seals, add acid, nor attempt to charge a dry-charged battery until the time arrives to install the battery into
the airplane.
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PIPER AIRCRAFT
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PREPARING NEW DRY CHARGED BATTERY FOR INSTALLATION (continued)
— CAUTION —
PRIOR TO INSTALLING A NEW DRY-CHARGED BATTERY,

F O L L O W T H E P R E P A R AT I O N / I N S TA L L AT I O N
INSTRUCTIONS FURNISHED WITH THE BATTERY BY
TELEDYNE.
— NOTE —
The aircraft battery must be removed from the airplane if it is to be

charged with a ground dc supply.
CORROSION PREVENTION
14 VOLT SYSTEM
The battery should be checked for spilled electrolyte or corrosion at least each 50 hour inspection or at
least every 30 days, whichever comes first. Should this be found in the box, on the terminals or around the
battery, the battery should be removed and both the box and battery cleaned by the following procedure:
1. Remove the box drain cap from the underside of the fuselage and drain off any electrolyte that may
have overflowed into the box.
2. Clean the battery and the box. Corrosion effects may be neutralized by applying a solution of baking
soda and water mixed to a consistency of thin cream. The application of this mixture should be
applied until all bubbling action has ceased.
— CAUTION —
DO NOT ALLOW SODA SOLUTION TO ENTER BATTERY.

3. Rinse the battery and box with clean water and dry.
4. As necessary, paint the battery box with an acid resistant paint. Allow paint to dry thoroughly.
5. Place the cap over the battery box drain.
6. Reinstall the battery.
28 VOLT SYSTEM
The battery should be check for spilled electrolyte or corrosion at least each 50 hour inspection or at least
every 60 days, whichever comes first. Should this be found in the box, on the terminals or around the battery,
the battery should be removed and both the shelf area and battery cleaned by the following procedure:
1. Remove the manifold vent drain caps from the underside of the nose cone and drain off any electrolyte
that may have overflowed into the manifold.
2. Clean the battery and the shelf. Corrosion effect may be neutralized by applying a solution of baking
soda and water mixed to a consistency of thin cream. The application of this mixture should be
applied until all bubbling action has ceased.
— CAUTION —
DO NOT ALLOW SODA SOLUTION TO ENTER BATTERY.

3. Rinse the battery and shelf area with clean water and dry thoroughly.
4. As necessary, paint the battery shelf area with an acid resistant paint. Allow paint to dry thoroughly.
5. Place the cap over the battery manifold drains.
6. Install battery.
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PIPER AIRCRAFT
PA-34-220T
VOLTAGE REGULATOR
REGULATOR COMPONENTS
Alternator output voltage can, within limits of the design capability of the alternator, be controlled by
properly varying the average level of current flow in the rotor winding. The solid state electronic regulator is
well suited for this purpose. The alternator, due to its design, has self-limiting current characteristics and
therefore needs no current limiting element in the regulator.
1. Transistor: The transistor (Symbol "Q") is an electronic device which can control the flow of current
in an electric circuit. It has no mechanical or moving parts to wear out.
2. Rectifier Diode: The rectifier diode (Symbol "D") will pass current in only one direction (forward
direction), and in this respect, it may be compared to a check valve.
3. Zener Diode: The zener diode (Symbol "Z") in addition to passing current in the forward direction
will also pass current in the reverse direction when a particular value of reverse voltage is applied.
This property makes it useful as a voltage reference device in the regulator.
4. Capacitor: The capacitor (Symbol "C") is a device which will store electrical energy for short periods
of time. This property makes it useful as a filter element to smooth variations of voltage.
5. Resistor: The resistor (Symbol "R") is a device which is used to limit current flow.
REGULATOR OPERATION
1. When the alternator is turned on, battery voltage is applied to the BUS terminal of the regulator and
via Q4 through the FIELD terminal of the regulator to the alternator field terminal F2. The amount of
voltage applied to the field of the alternator is controlled automatically by action of the regulator in
response to alternator output as described below.
2. Current flow through R6 and Z1 establishes a reference voltage across Z1.
3. Resistors R1 and R2/R3 comprise a voltage divider which is adjustable by means of the variable por-
tion R3. Voltage at the junction of R1 and R2 and the reference voltage across Z1 are applied to com-
parison transistor Q1. R3 is adjusted so that these voltages are balanced with the desired alternator
output voltage present on the BUS terminal of the regulator.
4. Thereafter, whenever alternator output voltage (as applied to the BUS terminal) falls below the desired
regulation value, the comparison transistor Q1 will supply increased current to driver transistors
Q2/Q3, which in turn will drive power transistor Q4 to a higher value of field current. This will result
in alternator output voltage increasing to a value which will restore balance between the two voltages
applied to Q1.
5. Conversely, if alternator output voltage (as applied to the BUS terminal) increases due to a greater
engine speed or reduced loading of the electrical system, the comparison transistor Q1 will act to
reduce current flow to the driver transistors Q2/Q3, and thus reduce the drive to power transistor Q4.
This will result in a reduction of alternator field current and automatically restore balance between the
two voltages applied to comparison transistor Q1.
6. Capacitors C1 and C2 function together with their related transistors in a way to smooth alternator
output ripple and voltage spikes so that the alternator field current is controlled at a steady value.
7. The solid state regulator controls alternator field current to a steady value as required by the electrical
load conditions and engine speed. It does not continuously switch field current between high and low
values as do mechanical regulators and the switching type of electronic regulators.
8. The design of this unit is such as to provide an alternator output voltage that does not vary with ambient
temperature.
BALANCING CIRCUIT
These instructions take into consideration that the two identical alternators and regulators have the PAR
terminals of the regulators connected.
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PIPER AIRCRAFT
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BALANCING CIRCUIT (continued)
1. Balancing circuit operation is initiated within one regulator whenever individual field voltages
delivered by the regulator units to their related alternators are not equal.
2. When a difference in individual field voltages occurs, one-half the difference is impressed across R12
within each regulator and is thus applied to the input of Q5.
3. In that regulator which is delivering the lower field voltage, the polarity of R12 voltage drop causes
Q5 collector current flow.
4. Q5 collector current flow results in conduction occurring in the collector circuit of Q6.
5. Q6 collector current flows from regulator divider R1/R2+R3 through limiting resistor R17 to ground.
6. Conduction through R17 effectively alters the ratio of the regulator divider R1/R2+R3 in the direction
to increase Q1 collector current flow.
ALTERNATOR CONTROL UNIT — LAMAR B-00382-1

ADJUSTMENT OF CONTROL UNIT
The only adjustment necessary to maintain the alternator system is the adjustment of the voltage control on
the alternator control unit. A voltage of 28.8 Vdc is automatically maintained. All other adjustments are made
at the time of manufacture at the factory and need not be reset.
BENCH TEST OF ALTERNATOR CONTROL UNIT — LAMAR B-00382-1
— CAUTION —
IN-AIRCRAFT TESTING WITH ALTERNATOR RUNNING

IS NOT RECOMMENDED. DO NOT BYPASS REGULA-
TOR BUS TO FIELD AS A MEANS OF CHECKING ALTER-
N ATOR OR OVERV O LTAGE PROTECTION WITH
ALTERNATOR RUNNING.
SETTING UP TEST EQUIPMENT

1. Remove unit from aircraft.
2. Set up the following equipment as shown in Figure 24-4:
Power: Pure dc regulated power supply (A) 28.8V @ 5A
Adjustable 6-12V power supply (B) @ 0.05A
Resistors: R1 1
R2 650 fine adjustment
R3 7.2 dummy load 4A
Ammeter: 0-5A dc
Voltmeters: Precision meter between pins#1 and #8;
between pin #3 and power (B) ground:
50 MV precision meter between shunts at pins
#6 and #7.
Switch: Between R1 and R2
Indicator: 28V light (Mazda #1829 or equivalent)
3. Set up load resistance as follows:
a. Jumper pins #1 and #2.
b. Set dummy load resistance for 4A @ 28.8V (approximately 7.2 Ω).
c. Remove jumper.
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PIPER AIRCRAFT
PA-34-220T
SEE VIEW E NEGATIVE TERMINAL
P1C
POSITIVE TERMINAL
SEE VIEW C SEE VIEW B
SEE VIEW D
EXT. POWER
K4 RELAY
BATTERY BOX INDUCTOR WIRE
VIEW C RBP6
RBP3
BATTERY BOX RBP4
VENT - OUTLET(S)
NOSE CONE SKIN
RELAY (SEE NOTE)

NOTE:
SEE STARTER AND ACCESSORY INDUCTOR
SCHEMATIC IN CHAPTER 91. INDUCTOR WIRE
RELAY WIRING IDENTIFICATION: TO MASTER RELAY (K1)
LEFT SIDE RELAY
RBP6 ON STUD #5 MOUNT BRACKET
RBP4 ON STUD #1 BATTERY BOX
RBP3 ON STUD #4 VIEW B (GEAR TUNNEL SIDE)
INDUCTOR WIRE ON STUD #2
Figure 24-5. Battery and Master Relays Installation (14 Volt System)
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PIPER AIRCRAFT
PA-34-220T
GROUND FROM HYD. PUMP BATTERY BOX
PUMP DECK K1
BATTERY BOX FLOOR TUNNEL WALL MASTER RELAY
NOSE CONE SKIN

DRAIN TUBE CAP
DRAIN TUBE FROM BOX
P3A RBP3 INDUCTOR WIRE
LEFT SIDE RELAY BRACKET
VIEW D VIEW E
Figure 24-5. Battery and Master Relays Installation (continued) (14 Volt System)
1. BATTERY
2. POSITIVE LEAD 7
3. NEGATIVE VENT
4. FELT PAD
5. ACID SUMP JAR
6. COVER SEAL
7. SUMP JAR BRACKET 6
8. MANIFOLD OVERFLOW TUBE
9. POSITIVE VENT 1
5
4
2
3
Figure 24-6. Battery and Master Relays Installation (28 Volt System)
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PIPER AIRCRAFT
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BUS FIELD
ENCAPULATED
CONTROL ASSEMBLY
R12 D2 Q4
Q5
R10
R1
R4 Q1
R8 R11
C4 R16 R17 R6
D1 R14 Q2 Q3
R13
C1 R5
Q6
R15 R7 C2
C3
R2 Z1
C5 R9
R3
PAR
CW
GND
Figure 24-7. Control Unit Diagram (14 Volt System)
RED 1
+ (A)
LAV 28.8 VDC
REGULATED
ORG R1
-
7 SW1 R2
+
V
YEL 6
-
GRY 4
DUMMY LOAD
BLU 2 A
R3
BRN 3
+ (B)
6-12 VDC
V V VARIABLE
GRN 5 -
BLK 8 CASE
TEST 9
CONN.
Figure 24-8. Bench Test of Alternator Control Unit — Lamar #B-00382-1 (28 Volt System)
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1L10
PIPER AIRCRAFT
PA-34-220T
1 + (A)
PTT
R1 SW1 R2
7
4 V
BLU 2
K1
3 +
(B)
R3 SW2
5
BLK 8 CASE
Figure 24-9. Overvoltage Test of ACU (Procedure D) (28 VOLT)

VOLTAGE CONTROL UNIT TEST (28 VOLT SYSTEM)
1. Turn power off.
2. Mate unit with test connector.
3. Open switch 1.
4. Apply regulated power supply (A). Hold constant @ 28.8V ± 0.025V.
— NOTE —
Power supply should be adequate for load. If fluctuation occurs,

assist with 28V battery to stabilize current.
5. Allow unit 2-minute warm-up.
6. Reset adjustment on alternator control unit for 1.0A field current.
7. Decrease power supply (A) to approximately 28.6V until ammeter shows 3A field current.
8. Check alternator inoperative indicator by varying power supply (B) to 10.25V ± 0.75V.
EQUALIZER TEST (28 VOLT SYSTEM)

1. Apply voltmeter at pins #5 and #8 (equalizer and ground). Equalizer voltage should read 5.75V ±
0.1V.
— NOTE —
Equalizer voltage outside 5.65 - 5.85V limits may still be
acceptable because of meter calibration differences and tempera-
ture. If error is several times the stated 0.1V tolerance, have the
unit rechecked by a fully equipped test facility..
24-30-00
Page 26
1L11
PIPER AIRCRAFT
PA-34-220T
2. Set R2 for maximum resistance (650 Ω).
3. Close switch 1.
4. Adjust R2 for 50 MV across R1.
5. Read equalizer voltage.
6. Subtract from reading in step 1. Difference should be 10.0V ± 0.25V.
OVERVOLTAGE PROTECTION TEST (28 VOLT SYSTEM)

1. Revise connection as follows:
a. Disconnect dummy load.
b. Add 28V relay (K1). No other connections should be on pin #2.
c. Add a press-to-test (PTT) switch between power supply (A) and pin #2.
d. Add resistor R3 and switch 2.
2. Open switches 1 and 2. Set power supply (B) at 11V.
3. Set power supply (A) to 31.8V. Depress PTT and hold for 5 seconds. No activation should occur.
4. Increase power (A) to 32.2V. Depress PTT for 5 seconds. No activation should occur.
5. Close switch 2. Increase power to 33.8V. Depress PTT for 5 seconds. No activation should occur.
6. Increase power to 34.5V. Depress PTT. Relay should activate almost instantly.
BALANCING CIRCUIT
These instructions take into consideration that the two identical alternators and voltage control units have
the PAR terminals of the control units connected.
1. Balancing circuit operation is initiated within one alternator control unit whenever individual field
voltages, delivered by the control units to their related alternators, are not equal.
2. When a difference in individual field voltages occurs, one-half the difference is impressed across R12
within each control unit and is thus applied to the input of Q5.
3. In that control unit which is delivering the lower field voltage, the polarity of R12 voltage drop causes
Q5 collector current flow.
4. Q5 collector current flow results in conduction occurring in the collector circuit of Q6.
5. Q6 collector current flows from control unit divider R1/R2 + R3 through limiting resistor R17 to
ground.
6. Conduction through R17 effectively alters the ratio of the control unit divider R1/R2 + R3 in the
direction to increase Q1 collector current flow.
7. Increased Q1 current results in increased output from the control unit to the field of its related alterna-
tor.
8. Feedback action results in Q6 collector current stabilizing at a value that results in nearly equal field
voltage being delivered by the two control units to their respective alternator fields.
9. The balancing circuit will thus automatically maintain, at a low value, the difference voltage applied to
the alternator fields. In a parallel system having identical alternators operating at the same rpm, the
output currents of the alternators will thus be maintained nearly equal.
10. In whichever control unit of a pair is set to deliver the highest voltage, the balancing circuits are
inactive. Thus, system voltage is determined by the control unit of a pair which is set to higher
voltage. The lower set control unit will adjust itself automatically as described above to deliver the
same field voltage as the one which is set higher within the limits of its design capability.
11. The balancing alternator control unit system as described provides for automatic load balancing of
parallel operated alternators having independent field excitation circuits. The pilot can, while in flight,
remove either alternator system completely from the aircraft system and maintain operation of the
other system.
24-30-00
Page 27
1L12
PIPER AIRCRAFT
PA-34-220T
PREPARATION FOR TESTING.
— WARNING —
EXTRA CAUTION MUST BE EXERCISED DUE TO THE

PROXIMITY OF THE REGULATIONS TO THE PRO -
PELLERS. IT IS NECESSARY TO OPERATE ONLY ONE
ENGINE FOR THIS PROCEDURE.
Alternator control units or regulators may be tested using the aircraft's alternator or an alternator test stand.
— CAUTION —
DO NOT INTERCHANGE CONTROL UNIT LEADS. THIS

WILL DESTROY CONTROL UNIT AND VOID WARRANTY.
1. The aircraft technician or other electrical system's specialist must disconnect the battery ground cable
at the battery before connecting or disconnecting a test ammeter or other test equipment or before
making wiring changes in the electrical system.
2. Voltmeters with test probes or clips are not recommended. Fully insulated bolted terminal connections
are best and these should be attached when all power is removed as described above.
3. When installing a battery in an aircraft, be sure that the battery negative terminal is in a position so that
this terminal can be connected to the battery ground cable for negative ground systems.
4. The control unit under test is to be mounted on a grounded metallic surface using three No. 8 screws
pulled up tight. For extended test periods, the heat transfer from control unit to the mounting surface
is significant.
5. A ground wire between the control unit GND terminal and the aircraft or test stand structure is essen-
tial for proper operation. The alternator frame must also be solidly bonded to the system ground.
6. The alternator does not need to be polarized; therefore, never connect ground even momentarily to
either the voltage control field terminal or to the alternator field terminals. Do not interchange leads to
control units as they will destroy the control unit.
— CAUTION —
NEVER, UNDER ANY CIRCUMSTANCE, PERMIT A

GROUND TO CONTACT THE FIELD CIRCUIT EVEN FOR
AN INSTANT WHILE POWER IS APPLIED TO THE
SYSTEM.
7. The alternator should be in good condition and capable of producing full output and the alternator
drive belt must be adjusted tight enough to prevent slippage.
8. The battery must be in good condition and should be fully charged.
9. The voltmeter and ammeter should be of the best quality and should be accurate.
10. A carbon pile, connected across the battery, may be used to load the charging circuit while testing the
regulator.
24-30-00
Page 28
1L13
PIPER AIRCRAFT
PA-34-220T
TESTING REGULATOR
1. The procedure for testing the regulator whether on the airplane or on the test bench remains the same.
Connect the test meters and regulator wiring as shown in Figure 24-9.
2. All circuit connections should be clean and tight. This includes the test instrument connections which
must not come loose or open the charging circuit at any time while the system is operating.
3. The voltmeter will not indicate the true regulator setting until the regulator has been operating in the
charging system or on the test bench for at least five minutes, at a charge rate of from 10 to 15
amperes.
4. With the connections made as shown in Figure 24-9, start the engine and adjust its speed to approxi-
mately 920 to 1250 rpm to obtain 3,000 to 4,000 alternator rpm. Turn on accessories as needed to
establish a 10 to 15 ampere load value. Note that the battery charge current is indicated by the amme-
ter. Therefore, the current value may change downward at the beginning of a test run. This will be
especially true if the battery was used for engine starting.
5. After one minute operating time, check the regulator operating voltage as indicated by the voltmeter.
Refer to Alternator Service Test Specifications for the correct operating voltage. The operating volt-
age is shown for the ambient temperature in which the regulator is operating.
6. If the voltmeter reading indicates that the operating voltage is not within limits, left the plastic plug
from top of regulator and adjust the voltage to the desired value. Replace the plug after adjustment.
Before condemning the regulator, recheck the alternator and the battery, making sure that they are in
good condition. Recheck all circuit connections and all wiring for unwanted resistance (voltage drop
test). Recheck the voltmeter for accuracy and repeat the entire operating test.
2 1
ALT
DC CARBON
1 AMMETER PILE
PAR FIELD
REGULATOR
5A
UNDER TEST
GND BUS
+ -
- +
V
1/2 W PRESS-TO-TEST BATTERY
PRECISION NORMALLY OPEN
V/M 2,200 Ω
Figure 24-10 Testing Regulator
24-30-00
Page 29
1L14
PIPER AIRCRAFT
PA-34-220T
ADJUSTING REGULATOR (14 VOLT)
These regulators are normally used in parallel alternator systems of multi-engine aircraft. Their final
adjustment should be made in actual operation in the aircraft system with test equipment connected as shown
in Figure 24-10. The balance adjustment is made while operating only one engine, either left or right. The
engine to be operated must be selected so as to permit the technician a completely safe access to both of the
regulators, so that they may be adjusted while the engine is operative without danger.
— CAUTION —
EXTRA CAUTION MUST BE EXERCISED DUE TO THE

PROXIMITY OF THE REGULATORS TO THE PRO-
PELLERS. IT IS NECESSARY TO OPERATE ONLY ONE
ENGINE FOR THIS PROCEDURE.
1. Gain access to the regulators by removing the right rear closeout cover in the nose baggage compart-
ment aft of the nose gear. Remove the plugs from the regulator adjustment holes.
2. Open the paralleling circuit by removing the wire from the PAR terminal of either regulator and insu-
late the free end so it will not contact other circuits or ground during the adjustment procedure.
Breaking this circuit disables the balancing circuits in both regulators.
3. Operate the RIGHT engine at approximately 1750 rpm and at a load of 15 to 30 amperes for approxi-
mately 5 minutes for warm-up; then turn the LEFT alternator switch OFF and set the RIGHT voltage
regulator (to the left while facing aft) to 14.0-volts; then replace its plug button. This regulator should
require no further adjustment.
DC BUS
PRECISION V/M
(INITIAL SETTING O/V
O/V POSITION)
+ FOR ADJUSTMENT
V - DISCONNECT
PARALLEL
BUS GND LEADS BUS GND
REGULATOR REGULATOR
"B" PAR
FIELD "A" PAR FIELD
+ -
V
2 2
SUGGESTED METER
ALT SIMPSON #260 OR EQUV. ALT
"A" RANGE 0-50V & 0-5V DC "B"
(FINAL ADJUSTMENT POSITION) 1
1
Figure 24-11. Adjusting Regulator
24-30-00
Page 30
1L15
PIPER AIRCRAFT
PA-34-220T
4. Connect a voltmeter between the two FIELD terminals, turn the LEFT alternator switch ON, and
adjust for minimum voltage; however, the voltage should not exceed 8-volts. This adjustment will be
"touchy" and polarity will reverse as zero is passed.
5. Reconnect the PAR wire and note that the voltage as observed in Step 4 drops to less than .5-volt and
becomes steady. Check that bus voltage is still 14.0-volts; then shutdown engine.
6. Replace the plug in the regulator; remove all voltmeter leads and test equipment and install the close-
out panel in the baggage compartment.
OVERVOLTAGE RELAY
CHECKING OVERVOLTAGE RELAY (14 VOLT)
The relay may be tested with the use of a good quality, accurate voltmeter, with a scale of at least 20-volts
and a suitable power supply, with an output of at least 20-volts, or sufficient batteries with a voltage divider to
regulate voltage. The test equipment may be connected by the following procedure:
1. B+ is connected to BAT of the overvoltage control.
2. B- is connected to the frame of the overvoltage control.
3. Be sure both connections are secure and connected to a clean bright surface.
4. Connect the positive lead of the voltmeter to the BAT terminal of the overvoltage control.
5. Connect the negative lead of the voltmeter to the frame of the overvoltage control.
6. The overvoltage control is set to operate between 16.5-volts to 17.5-volts. By adjusting the voltage, an
audible "click" may be heard when the relay operates.
7. If the overvoltage control does not operate between 16.5 to 17.5-volts, it must be replaced.
REGULATOR
F
YELLOW
ALTERNATOR
RED
AMMETER
REG
OVER
VOLTAGE
CONTROL
BAT
OFF ON + -
BATTERY
ALTERNATOR OR
IGNITION SWITCH
Figure 24-12. Application of Overvoltage Control
24-30-00
Page 31
1L16
PIPER AIRCRAFT
PA-34-220T
OVER
VOLTAGE VOLTMETER
CONTROL
BAT REG
OFF ON
POTENTIOMETER
+ - + -
BATTERY BATTERY
Figure 24-13. Testing Overvoltage Control
24-30-00
Page 32
1L17
PIPER AIRCRAFT
PA-34-220T
GRID 1L18
1L18
PIPER AIRCRAFT
PA-34-220T
GRID 1L19
1L19
PIPER AIRCRAFT
PA-34-220T
EXTERNAL POWER
STARTING THROUGH EXTERNAL POWER RECEPTACLE
On aircraft equipped with external power receptacles, the unit is located on the left side of the nose. The
receptacle is also available in kit form if it is not already installed. Refer to the aircraft Parts Catalog for the
kit designation.
— NOTE —
Before using any external power, a hydrometer reading should be

taken. If the reading indicates less than 1190, the battery should be
recharged or replaced before continuing.
For all normal operations using the Piper External Power (PEP)
jumper cables, the master switch should be OFF. However, it is
possible to use the ship's battery in parallel with the battery switch
ON, which will not increase amperage at that point but will give
longer cranking capabilities.
1. If the airplane's battery is nearly depleted, the following procedure should be used when using a (12 or
24)-volt battery for external power:
a. If the battery switch is being left in the OFF position, the battery need not be disconnected. If the
battery switch is switched ON, it is recommended that the airplane's battery be disconnected at the
negative terminal to prevent excessive loading of the external battery.
b. Check to ensure that all electrical equipment is turned off.
c. With the external battery connected to the receptacle, start the RIGHT engine only with normal
starting procedures.
d. Disconnect the external battery and, if applicable, reconnect the ship's battery.
e. Switch on the battery switch and check ammeter for battery charging current.
2. A power cart can be used instead of a battery in which case all but step a of the above procedure is
applicable. The power cart (or APU) should be able to start the system even through a dead battery.
— WARNING —
ENSURE THAT THE PROPELLER AREA IS CLEAR AND

THAT THE INDIVIDUAL MONITORING THE START FROM
THE GROUND POWER UNIT REMAINS CLEAR AS THE
ENGINE STARTS.
3. Start engine and move ground power unit well away from aircraft.
— CAUTION —
EXERCISE GREAT CARE DISCONNECTING GROUND

PLUG. DISCONNECT THE PLUG ONLY FROM THE
PILOT'S SIDE OF THE AIRPLANE.
24-40-00
Page 1
1L20
PIPER AIRCRAFT
PA-34-220T
4. Turn ON Battery Master Switch.
5. Observe ammeter indicates alternator electrical current to ammeter on both left and right systems.
6. With the alternator(s) on line, observe charging current on ammeter.
7. Do not takeoff until charging current falls below 20 amps.
— CAUTION —
IF AIRCRAFT BATTERY IS WEAK, CHARGING CUR-

RENT WILL BE HIGH. DO NOT TAKEOFF UNTIL
CHARGING CURRENT FALLS BELOW 20 AMPS.
ELECTRICAL LOAD DISTRIBUTION
CHART 2409. ELECTRICAL SYSTEM COMPONENT LOADS
Duty Cycle Circuit Load

Cont. Inter. Equipment Breaker (Amps) Optional
X X Alternator Field (2) 5 5.0
Anti-Collision (Strobe) 10 4.4
X Cabin Lights (4) 10 4.0
X Cigar Lighter 10 8.0
X Combustion Heater 15 13.0
X Defroster Blower 10 3.0
X Fuel Pump (2) 5 10.0
X Heated Windshield 15 13.8 X
X Hydraulic Pump 25 25.0
X Instrument Lights 5 3.0
X Landing Lights (2) 10 8.0
X Master Contactor — 0.6
X Pitot Heat 15 13.2
X Position Lights 5 4.0
X Prop Deice 20.0 X
Red Flood Lights 5 5.0
X Stall Warning Cluster 5 1.0
X Stall Warning Heat 7.5 X
X Starter 175.0
X Starter Solenoid 10 10.0
X Turn & Bank 5 0.5
X Electric Flaps 15
X X Alternators 70
24-40-00
Page 2
1L21
PIPER AIRCRAFT
PA-34-220T
GRIDS 1L22 AND 1L24

1L22
AIRPLANE
MAINTENANCE MANUAL
CARD 2 OF 5

THIRD EDITION
(PART NUMBER 761 751) November 29, 1993

2A1
Published by

2926 Piper Drive
U.S.A.
Member of GAMA
General Aviation
2A2
PIPER AIRCRAFT
PA-34-220T
INTRODUCTION
Example:
32-40-01
INDIVIDUAL UNITS
NOSE WHEEL REMOVAL
— WARNING —
— CAUTION —
— NOTE —
Introduction
Page 1
2A3
PIPER AIRCRAFT
PA-34-220T

Introduction
Page 2
2A4
PIPER AIRCRAFT
PA-34-220T
ORG801219 December 19, 1980 1, 2 and 3

CR891220 December 20, 1989 1, 2, 3 and 4
CR931129 November 29, 1993 1, 2, 3, 4 and 5
The date on Aerofiche cards can not preceed the date noted for the respective card effectivity. Consult the lat-
est Aerofiche card in the series for current Aerofiche card effectivity.
Introduction
Page 3
2A5
PIPER AIRCRAFT
PA-34-220T
follows:
34-8133001 through 34-8133277
34-8233001 through 34-8233205
34-8333001 through 34-8333129
34-8433001 through 34-8433088
34-8533001 through 34-8533069
34-8633001 through 34-8633031
3433001 and up
3448005 through 3448037
follows:
3448038 and up

EXAMPLE: 34 81 33 001

34 33 001

Introduction
Page 4
2A6
PIPER AIRCRAFT
PA-34-220T
VENDOR PUBLICATIONS
— WARNING —
ENGINE:
Form No. X-30030A
PROPELLER:
1 Propeller Place
Piqua, Ohio 45356
335 McCauley Drive
P.O. Box 430
MAGNETOS:
and Maintenance
VOLTAGE CONTROL:
Overhaul Manual
and Illustrated
71 Inidel Aveneu
P. O. Box 251
Introduction
Page 5
2A7
PIPER AIRCRAFT
PA-34-220T

400 N. Rogers Road
WHEELS AND BRAKES:

1160 Center Road
Avion, Ohio 44011
KEVLAR:

DINOL International
25200 Malvina
Box 1065
OXYGEN SYSTEM
225 Erie Street

P. O. Box 384
Introduction
Page 6
2A8
PIPER AIRCRAFT
PA-34-220T
PIPER PUBLICATIONS
AUTOFLITE:
Pitch Trim Service
Introduction
Page 7
2A9
PIPER AIRCRAFT
PA-34-220T
SYSTEM/ SUB-SYSTEM/
— NOTE —
Manual: 31, 36, 38, 49, 53, 54, 60, 72, 78, and 83.
SYSTEM/ SUB-SYSTEM/

00 General
10 Time Limits
Checks
Checks
00 General
Jacking
10 Leveling
20 Weighing
10 Towing
20 Taxiing
10 Parking
20 Mooring
Meyercord Decals
Introduction
Page 8
2A10
PIPER AIRCRAFT
PA-34-220T
SYSTEM/ SUB-SYSTEM/
12 SERVICING 1E3
00 General
10 Replenishing
00 General
00 General
20 Distribution
40 Heating
50 Cooling
22 AUTO FLIGHT 1J6
00 General
10 Autopilot
00 General
00 General
30 DC Generation
40 External Power
00 General
20 Extinguishing
00 General
10 Aileron and Tab
20 Rudder and Tab
50 Flaps
Introduction
Page 9
2A11
PIPER AIRCRAFT
PA-34-220T
SYSTEM/ SUB-SYSTEM/
28 FUEL 2E11
00 General
10 Storage
20 Distribution
40 Indicating
00 General
10 Main
00 General
10 Airfoil
30 Pitot and Static
80 Detection
32 LANDING GEAR 3B5
00 General
33 LIGHTS 3D17
00 General
40 Exterior
00 General
Static
35 OXYGEN 3F21
00 General
10 Crew/Passeng
37 VACUUM 3H8
00 General
10 Distribution
Introduction
Page 10
2A12
PIPER AIRCRAFT
PA-34-220T
SYSTEM/ SUB-SYSTEM/
MULTIPURPOSE PARTS
00 General
51 STRUCTURES 3I14
00 General
52 DOORS 3J11
00 General
10 Passenger/Crew
30 Cargo
55 STABILIZERS 3J24
00 General
20 Stabilator
40 Rudder
56 WINDOWS 3K15
20 Cabin
57 WINGS 3K24
00 General
40 Attach Fittings
50 Flight Surfaces
61 PROPELLERS 4B5
00 General
20 Controlling
00 General
71 POWER PLANT 4C13
00 General
10 Cowling
20 Mounts
60 Air Intakes
00 General
10 Distribution
30 Indicating
Introduction
Page 11
2A13
PIPER AIRCRAFT
PA-34-220T
SYSTEM/ SUB-SYSTEM/
74 IGNITION 4D19
00 General
20 Distribution
00 General
10 Power Control
00 General
10 Power
20 Temperature
79 OIL 4F18
00 General
20 Distribution
30 Indicating
80 STARTING 4G3
00 General
10 Cranking
81 TURBINES 4G13
00 General
20 Turbocharger
Introduction
Page 12
2A14
PIPER AIRCRAFT
PA-34-220T

Wiring Diagram 1G18
Motor Assembly 1H17
Introduction
Page 13
2A15
PIPER AIRCRAFT
PA-34-220T

Oil Check) 1I16
Introduction
Page 14
2A16
PIPER AIRCRAFT
PA-34-220T

Introduction
Page 15
2A17
PIPER AIRCRAFT
PA-34-220T

Introduction
Page 16
2A18
PIPER AIRCRAFT
PA-34-220T

thru 34-8333129, 34-8433003 thru 34-8433009, 34-8433011,
34-8433014 thru 34-8433024 3G1
34-8433002, 34-8433010, 34-8433012, 34-8433013, 34-8433025 and
up, and 3448001 thru 3448037 3G2
thru 34-8333129, 34-8433003 thru 34-8433009, 34-8433011,
34-8433014 thru 34-8433024) 3G13
S/N’s 34-8433001, 34-8433002, 34-8433010, 34-8433012,
34-8433013, 34-8433025 and up, and 3448001 thru 3448037,
thru 34-8333129, 34-8433003 thru 34-8433009, 34-8433011,
34-8433014 thru 34-8433024) 3G15
S/N’s 34-8433001, 34-8433002, 34-8433010, 34-8433012,
34-8433013, 34-8433025 and up, and 3448001 thru 3448037,
thru 34-8333129, 34-8433003 thru 34-8433009, 34-8433011,
34-8433014 thru 34-8433024) 3G19
Introduction
Page 17
2A19
PIPER AIRCRAFT
PA-34-220T

Introduction
Page 18
2A20
PIPER AIRCRAFT
PA-34-220T

(S/N’ 34-8133001, 34-8133173 through 34-8633031, 3433001 and
Pump Assembly 4E24
34-8133001 and up, 3433001 and up) 4F12
3448001 and up) 4F13
— NOTE —

Introduction
Page 19
2A21
PIPER AIRCRAFT
PA-34-220T

Introduction
Page 20
2A22
PIPER AIRCRAFT
PA-34-220T
LIST OF CHARTS

Introduction
Page 21
2A23
PIPER AIRCRAFT
PA-34-220T
LIST OF CHARTS

Introduction
Page 22
2A24
PIPER AIRCRAFT
PA-34-220T

2B1
CHAPTER
25
EQUIPMENT/FURNISHINGS
2B5
PIPER AIRCRAFT
PA-34-220T
CHAPTER 25 - EQUIPMENT/FURNISHINGS
CHAPTER
SUBJECT

25-10-00 FLIGHT/PASSENGER COMPARTMENT 2B7
25-10-00 Removal and Installation of Seats 2B7
25-10-00 Console Removal and Installation 2B8
25-10-00 Rigging Instructions - Seat Back Lock
and Release 2B8
25-10-00 Shoulder Harness Inertia Reel Adjustment 2B8
25-10-00 LUMBAR SEATS 2B10
25-10-00 Description 2B10
25-10-00 Removal of Lumbar Bladder 2B10
25-10-00 Installation of Lumbar Bladder 2B11
25 - Cont./Effec.
Page 1
2B6
PIPER AIRCRAFT
PA-34-220T
— WARNING —
WHEN SERVICING OR INSPECTING VENDOR EQUIP -

RESPONSIBILITY TO REFER TO THE APPLICABLE PUB -
LICATIONS.
GENERAL
The Seneca III has the capacity of seating up to six passengers in different arrangements.
Information on seat installations and other options are included in this chapter.
FLIGHT/PASSENGER COMPARTMENT
REMOVAL AND INSTALLATION OF SEATS (Refer to Figure 25-1.)
1. The pilot's and copilot's seats are on rails and can be removed as follows. Reverse this procedure for
installation.
a. Lift up on handle just under the front of the seat and move the seat to the center of its travel.
b. Remove the screws from the clips (fore and aft) on the rails and move the control column full for-
ward.
c. Pull the release and move the chair forward until the forward seat legs are aligned with the holes
in the rails. Rotate the seat backward just until the legs clear the rails.
d. With the front legs clear, move the seat aft until the rear legs can also be moved clear.
2. To remove the seats three through six on the standard arrangement proceed as follows:
a. On the floor attachment plates where the rear legs are retained, a spring pin retains the seat by
keeping them forward under the lips of the retainers. Push down on the pin with a drift, or other
suitable tool, and slide the seats back until the legs can clear their retaining plates.
3. With the club seating arrangement, seats five and six can be removed as previously described.
However, the center seats (three and four) must be removed as follows:
a. Disconnect safety belt.
b. Remove the two mounting bolts from the seat's front legs.
c. With the front legs of the seats disconnected, slide the seat aft until its back legs are clear of the
retainers.
4. To reinstall the standard seats, align the four legs of the chair with the openings in their retainers and
while pushing down on the part of the chair where the legs are over the keeper pin, push the chair for-
ward into the retaining plate.
5. The club seats are installed by aligning the chairs' legs in the retaining plates and reinstalling the
mounting bolts.
— NOTE —
Make sure the plates are clean of dirt that might prevent the leg
foot from entering its retaining plate.
25-10-00
Page 1
2B7
PIPER AIRCRAFT
PA-34-220T
CONSOLE REMOVAL AND INSTALLATION (Refer to Figure 25-1.)
The console, which is only available with club seating, is mounted to the center floor in the same manner
as the club seats. Remove and install as follows:
1. Remove the bolts from the aft legs of the console that are held to the stud plates.
2. Slide the unit aft and lift up on the forward part of the console till the legs clear the retainers.
3. Install in the reverse order.
— NOTE —
If the console is not going to be reinstalled any time soon, it is rec-

ommended that the retaining and stud plates be taped over to pre-
vent dirt from fouling the assemblies.
RIGGING INSTRUCTIONS - SEAT BACK LOCK AND RELEASE (Refer to Figure 25-2.)
1. Loosen screws and ascertain that clamps are in a relaxed condition. (Push-pull cable is able to move
within the clamps.)
2. Place a straightedge along the lower surface of bushing of the seat back release.
3. Adjust the push-pull cable by raising or lowering it until the lower surface of the stop assembly is par-
allel to the straightedge.
4. Secure the push-pull cable in this position by tightening screws on clamps. The stop should be lubri-
cated and free to swivel without excessive play.
5. Push on seat back with stop assembly in an engaged position to check engagement. Rotate the seat
back release handle and check for disengagement of seat back.
SHOULDER HARNESS INERTIA REEL ADJUSTMENT

1. Allow the harness to wind up on the reel as much as possible.
2. On the end of the reel, pry off the plastic cap over the spring, making sure the spring does not come
out of the plastic cap, and set cap aside.
3. Unwind the harness completely, then measure and mark the harness 24 inches from the reel center.
4. Wind the harness onto the reel until the 24 inch mark is reached, then hold reel and place cap with
spring over the reel shaft end.
5. Aligning slot in shaft with spring tang, wind spring 6 turns ± 1/2 turn and snap the plastic cover into
holes in reel end shaft.
6. Release harness and, allowing it to wind up, extend the harness for a few times to check reel for
smooth operation.
7. With reel fully wound, hold with inertia mechanism end up and pry off plastic cap over mechanism
and set reel aside.
8. Install nut in plastic cap so that stud in cap is flush with nut surface, then reposition cap over reel end
and, orientating properly, snap in place. Extend harness a few times to make sure action is correct.
25-10-00
Page 2
2B8
PIPER AIRCRAFT
PA-34-220T
3042
78087/37825
CLUB SEATS VIEW A 5
1-2-9
SEE VIEW A 5
SEE VIEW B
6
1
4
1 3
7
VIEW B
1. SEAT LEG RETAINING PLATE

(BACK LEG OF CLUB SEATS)
2. RETAINING PLATES FOR
SEE VIEW C CONSOLE OR OXYGEN
INSTALLATION
9
SEE VIEW C 3. STUD PLATES FOR CLUB
SEATS. (SEE VIEW B)
11 4. CONSOLE
9 5. FORWARD LEG CLUB SEAT
SEE VIEW A 6. AN4-14A MOUNTING BOLT(S)
10 7. NUT PLATE (NAS 680A4)
8 14 8. CENTER FLOOR
12 13
9. RETAINING PLATE (FRONT LEG
RETAINER FOR STANDARD
SEATING)
10. ATTACHMENT PLATE FOR
SPRING CENTER SEATS (SEE VIEW C)
VIEW C ON STANDARD SEATING
STANDARD SEATING 11. ATTACHMENT PLATE, REAR
SEATS
12. RETAINING PLATE
13. KEEPER PLATE
14. KEEPER PIN
Figure 25-1. Seats and Console Installation
25-10-00
Page 3
2B9
PIPER AIRCRAFT
PA-34-220T
A262
1. BUSHING
2. CLAMP
4 3. SCREW
5
4. CABLE
5. SCREW
3 6. CLAMP NOTE
6 7. STOP ASSEMBLY
2 IF ADJUSTING PILOT AND COPILOT
SEAT BACK ANGLE, FIRST MOVE
SEAT TO FIFTH HOLE (OF STOP
MECHANISM) FROM FRONT OF
1 RAIL.
7
STOP SHOULD BE LUBRICATED AND FREE
STRAIGHTEDGE TO SWIVEL WITHOUT EXCESSIVE PLAY
Figure 25-2. Seat Back Lock

LUMBAR SEATS (Refer to Figure 25-3.)
DESCRIPTION
Lumbar pilot and co-pilot seat installations are available as an option. The installation consists of an inflat-
able bladder attached to the seat back filler and a inflation bulb located under and on the inboard side of each
pilot and co-pilot seat.
REMOVAL OF LUMBAR BLADDER

To remove the lumbar bladder for repair or replacement:
1. Remove seat from airplane.
2. Loosen velcro securing seat back filler cover.
3. Remove only enough of seat back filer cover to expose lumbar bladder.
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.
25-10-00
Page 4
2B10
PIPER AIRCRAFT
PA-34-220T
4. Remove inflation tube from bladder.
CAUTION
Do not use a chemical solvent to remove bladder. Solvent
may damage seat back filler
To avoid or minimize damage to seat back filler during removal,

use one hand to retain seat back filler in place, while gently
removing bladder with other hand.
5. Starting at either right or left edge of bladder, carefully and slowly pull bladder and pad assembly from
seat back filler.
INSTALLATION OF LUMBAR BLADDER
NOTE
An installation kit is required for airplanes not previously
equipped with a lumbar support Refer to Piper's Illustrated Parts
Catalog for kit part number.
1. If necessary to assemble pad and bladder:

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

3. Apply a layer of 3m 847 cement to seat back filler where bladder is to be located.
4. Attach bladder and pad assembly to seat back filler. Depending on temperature and humidity, allow
0:30 minutes to 1:00 hour for cement to set.
5. Install seat back filler cover and secure velcro fastenings.
6. Install seat in airplane.
25-10-00
Page 5
2B11
PIPER AIRCRAFT
PA-34-220T
BLADDER
PAD
BLADDER
INFLATION AIR
INLET AND VENT
BLADDER
BLADDER
AND PAD
AIR
TUBE
SEAT BACK
FILLER
BLADDER
INFLATION &
DEFLATION
CONTROLS
Figure 25-3 Lumbar Seat Bladder Installation
25-10-00
Page 6
2B12
PIPER AIRCRAFT
PA-34-220T
GRID 2B13
2B13
CHAPTER
26
FIRE PROTECTION
2B14
PIPER AIRCRAFT
PA-34-220T
CHAPTER 26 - FIRE PROTECTION
CHAPTER
26-00-00 GENERAL 2B16

26-20-00 EXTINGUISHING 2B17
26 - Cont./Effec.
Page 1
2B15
PIPER AIRCRAFT
PA-34-220T
GENERAL
This chapter contains information pertaining to basic information data, maintaining and servicing of the
portable fire extinguisher unit.
26-00-00
Page 1
2B16
PIPER AIRCRAFT
PA-34-220T
EXTINGUISHING
Some Senecas may be equipped with Amerex Model No. 344 fire extinguishers (Piper Aircraft P/N
459 885), while others are equipped with Badger Model No. 9-1.25.1211A extinguishers (Piper Aircraft P/N
459 886). Both models contain 1 1/4 pounds of Halon 1211, and have a discharge rate of no less than 10 seconds.
— NOTE —
Changes in temperature may cause the indicator on the gauge dial

to vary. The GREEN area is the “Charged Zone”. A true reading
may be check by placing the extinguisher in a normal room
temperature of 70°F (21°C) for several hours.
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, squeeze the lever with the palm of the hand. 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. Ejection of the indicator disc provides visual indication of partial or total discharge. A partly or
totally discharged extinguisher assembly should be replaced immediately after use.
The extinguisher shall be inspected monthly or unless otherwise specified intervals. The nozzle shall be
examined to ensure that they are unobstructed. The tamper tag or tamper indicator shall be intact. The
extinguisher shall be pressurized as intended and weight shall be within tolerance on the label.
— WARNING —
A F T E R D I S C H A R G E O F E X T I N G U I S H E R , AV O I D
E X P O S UR E TO S M OK E , VA P OR S A ND OT H E R B Y-
PRODUCTS OF FIRE.
— WARNING —
DO NOT INCINERATE.
— CAUTION —
PRESSURE VESSEL. PROTECT FROM CORROSIVE

CONDITIONS; IF THERE IS ANY CORROSION OR
DAMAGE, EXTINGUISHER SHOULD BE CAREFULLY
EMPTIED AND DISCARDED. USE ONLY AS DIRECTED.
The required service checks are as follows:
1. 12 year hydro-static test.
26-20-00
Page 1
2B17
PIPER AIRCRAFT
PA-34-220T
GRID 2B18
2B18
CHAPTER
27
FLIGHT CONTROLS
2B19
PIPER AIRCRAFT
PA-34-220T
CHAPTER 27 - FLIGHT CONTROLS
CHAPTER
SUBJECT
27-00-00 GENERAL 2B22

27-00-00 Description and Operation 2B22
27-00-00 Standard Procedures 2B22
27-00-00 Control Cable Inspaection 2B24
27-00-00 Cable Damage 2B24
27-00-00 External Wear Patterns 2C1
27-00-00 Internal Cable Wear 2C2
27-00-00 Corrosion 2C2
27-00-00 Cable Maintenance 2C3
27-00-00 Cable Fittings 2C3
27-00-00 Pulleys 2C3
27-10-00 AILERON CONTROLS 2C6
27-10-00 Troubleshooting 2C6
27-10-00 Control Column 2C7
27-10-00 Removal of Control Column Assembly 2C7
27-10-00 Installation of Control Column Assembly 2C9
27-10-00 Removal of Aileron Control Cables 2C11
27-10-00 Installation of Aileron Control Cables 2C13
27-10-00 Removal of Aileron Bellcrank Assembly 2C14
27-10-00 Installation of Aileron Bellcrank Assembly 2C15
27-10-00 Rigging and Adjustment of Aileron Controls 2C15
27-20-00 RUDDER CONTROLS 2C18
27-20-00 Rudder Pedal Assembly 2C19
27-20-00 Removal of Rudder Pedal Assembly 2C19
27-20-00 Installation of Rudder Pedal Assembly 2C19
27-20-00 Removal of Rudder Control Cables 2C20
27-20-00 Installation of Rudder Control Cables 2C23
27-20-00 Rigging and Adjustment of Rudder Controls 2C23
27-20-00 Rudder Trim Controls 2D1
27-20-00 Removal of Rudder Trim Controls
(Forward) 2D1
27-20-00 Installation of Rudder Trim Controls
(Forward) 2D3
27-20-00 Removal of Rudder Trim Controls (Aft) 2D4
27-20-00 Installation of Rudder Trim Controls (Aft) 2D4
27-20-00 Rigging and Adjustment of Rudder Trim
Controls 2D4
27 - Cont./Effec.
Page 1
2B20
PIPER AIRCRAFT
PA-34-220T
CHAPTER 27 - FLIGHT CONTROLS
CHAPTER
SUBJECT
27-30-00 STABILATOR CONTROLS 2D6

27-30-00 Troubleshooting 2D6
27-30-00 Removal of Stabilator Control Cables 2D7
27-30-00 Installation of Stabilator Control Cables 2D9
27-30-00 Rigging and Adjustment of Stabilator Controls2D13
27-30-00 Stabilator Trim Controls 2D14
27-30-00 Removal of Stabilator Trim Assembly
(Forward)\ 2D14
27-30-00 Installation of Stabilator Trim Assembly
(Forward) 2D15
27-30-00 Removal of Stabilator Trim Controls
(Aft) 2D15
27-30-00 Installation of Stabilator Trim Controls
(Aft) 2D16
27-30-00 Rigging and Adjustment of Stabilator
Trim 2D16
27-30-00 Stall Warning 2D17
27-30-00 Troubleshooting Stall Warning System 2D17
27-30-00 Removal of Lift Detector 2D18
27-30-00 Installation of Lift Detector 2D18
27-50-00 FLAP CONTROLS 2D19
27-50-00 Removal of Manually Operated Wing Flaps 2D19
27-50-00 Installation of Manually Operated Wing Flaps 2D20
27-50-00 Rigging and Adjustment of Manually
Operated Flaps 2D22
27-50-00 Removal of Electrically Operated
Wing Flaps 2D23
27-50-00 Installation of Electrically Operated
Wing Flaps 2D24
27-50-00 Rigging and Adjustment of Electric Flaps 2E2
27-50-00 Control Cable Rigging 2E2
27-50-00 Cam Adjustment 2E2
27-50-00 Flap Angle Setting 2E3
27-50-00 Flap Travel Check 2E4
27 - Cont./Effec.
Page 2
2B21
PIPER AIRCRAFT
PA-34-220T
GENERAL
The airplane is controlled in flight by the use of three primary control surfaces, consisting of ailerons, stabilator,
and rudder. Operation of these controls is through the movement of the control column-tee bar assembly and
rudder pedals. On the forward end of each control column is a sprocket assembly. A chain is wrapped around
the sprockets to connect the right and left controls and then back to idler sprockets on the column’s tee bar,
which in turn connect to the aileron primary control cables. The cables operate the aileron bellcrank and push-
pull rods. The stabilator is controlled by a cable connected to the bottom of the tee bar assembly and operates
an aft fuselage bellcrank which controls a push rod connected to the balance arm of the stabilator. Cables also
connect the rudder pedals with the rudder horn. Provisions for directional and longitudinal trim control is pro-
vided by an adjustable trim mechanism for the stabilator and rudder. The stabilator trim is controlled by a
wheel and drum mounted on the floor tunnel between the front seats. Cables routed aft from the drum to a
screw assembly mounted above the stabilator attachment point. This screw assembly in turn moves the push
rod which controls the stabilator trim tab. The rudder trim is controlled by a knob and screw assembly
attached to the rudder pedal assembly. The flaps are mechanically operated on early models and electrically
operated on 1985 models.
STANDARD PROCEDURES
The following tips may be helpful where applicable in the individual control system procedures.
1. Turnbuckles must be assembled and adjusted in a manner that each terminal end is screwed an approximately
equal distance into the barrel. During adjustment, the terminals must not be turned in a manner which
would put a permanent twist in the cable.
2. After adjustment is complete, each turnbuckle must be checked. Not more than three terminal threads
shall be visible outside the barrel. Locking clips must be installed and checked for proper installation by
trying to remove the clips using fingers only. Locking clips which have been installed and removed must
be scrapped and new clips used.
3. Torque all nuts in the flight control surface rigging system in accordance with AC 43.13-1A or to torques
specified within this manual text.
4. After completion of adjustment, each jam nut must be tightened securely and inspected.
5. On push rods or rod ends provided with an inspection hole, the screw must be screwed in sufficiently far
to pass the hole. This can be determined visually or by feel, by inserting a piece of wire into the inspection
hole. If no inspection hole is provided, a minimum of .375 of an inch thread engagement must be main-
tained.
6. All cable rigging tensions given must be corrected to ambient temperature in the area where the tension is
being checked by using Chart 2702.
7. See Figure 27-1 for the proper method of adjusting rod ends to prevent possible damage and binding of
bearing surface in rod end.
8. All pulley guard pins should be properly installed.
27-00-00
Page 1
2B22
PIPER AIRCRAFT
PA-34-220T
CHART 2701. CABLE TENSION VS. AMBIENT TEMPERATURE
A994
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
DAMAGE
901 HERE
WRONG
DAMAGE
HERE
IMPROPER TOOL (RESULTING IN LOCKED BALL)
A SPECIAL WRENCH MAY BE

REQUIRED WITH A LONG THROAT
ONLY CORRRECT METHOD
Figure 27-1. Rod End Installation Method

27-00-00
Page 2
2B23
PIPER AIRCRAFT
PA-34-220T
CONTROL CABLE INSPECTION
Aircraft control cable systems are subject to a variety of environmental conditions and forms of deteriora-
tion 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:
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 270-2A shows a cable
with broken wires that were not detected by wiping, but were found during a visual inspection. The damage
became readily apparent (Figure 27-2B) when the cable was removed and bent using the techniques depicted in
Figure 27-2C.
Figure 27-2 Control Cable Inspection Technique
27-00-00
Page 3
2B24
PIPER AIRCRAFT
PA-34-220T
External Wear Patterns
Wear will normally extend along cable equal to the distance cable moves at that location. Wear may occur
on one side of the cable only or on its entire circumference. Replace flexible and non-flexible cables when
individual wires in each strand appear to blend together (outer wires worn 40-50 percent) as depicted in Figure
27-3.
INDIVIDUAL OUTER WIRES

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

(WORN AREAS INDIVIDUALLY DISTINGUISHABLE)
Figure 27-3 Cable Wear Patterns
27-00-00
Page 4
2C1
PIPER AIRCRAFT
PA-34-220T
Internal Cable Wear
As wear is taking place on the exterior surface of a cable, the same condition is taking place internally,
particularly in the sections of the cable which pass over pulleys and quadrants. This condition, shown in Figure
27-4, is not easily detected unless the strands of the cable are separated. Wear of this type is a result of the
relative motion between inner wire surfaces. Under certain conditions the rate of this type wear can be greater
than that occurring on the surface.
CABLE WEAR
CABLE WEAR
Figure 27-4 Internal Cable Wear
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 clean-
ing and/or metal-brightening operation has been accomplished
in that area.
27-00-00
Page 5
2C2
PIPER AIRCRAFT
PA-34-220T
Cable Maintenance
Frequent inspections and preservation measures such as rust prevention treatments for bare cable areas will
help to extend cable service life. Where cables pass through fairleads, pressure seals, or over pulleys, remove
accumulated heavy coatings of corrosion prevention compound. Provide corrosion protection for these cable
sections by lubricating with a light coat of graphite grease or general purpose, low-temperature oil.
– CAUTION –
Avoid use of vapor degreasing, steam cleaning, methylethylke -
tone (MEK) or other solvents to remove corrosion-preventative
compounds, as these methods will also remove cable internal
lubricant.
Cable Fittings
Check swaged terminal reference marks for an indication of cable slippage within fitting. Inspect fitting
assembly for distortion and/or broken strands at the terminal. Assure that all bearings and swivel fittings (bolt-
ed or pinned) pivot freely to prevent binding and subsequent failure. Check turnbuckles for proper thread
exposure and broken or missing safety wires/clips.
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, cov-
ers, or adjacent structure. Check all pulley brackets and guards for damage, alignment, and security.
1. Pulley Wear Patterns
Various cable system malfunctions may be detected by analyzing pulley conditions. These include
such discrepancies as too much tension, misalignment, pulley bearing problems, and size mismatches
between cables and pulleys. Examples of these conditions are shown in Figure 27-5.
27-00-00
Page 6
2C3
PIPER AIRCRAFT
PA-34-220T
EXCESSIVE CABLE WEAR PULLEY MISALIGNMENT
PULLEY TO LARGE FOR CABLE CABLE MISALIGNMENT
FROZEN BEARING NORMAL CONDITION
Figure 27-5 Pulley Wear Patterns
27-00-00
Page 7
2C4
PIPER AIRCRAFT
PA-34-220T
GRID 2C5
2C5
PIPER AIRCRAFT
PA-34-220T
AILERON CONTROLS
TROUBLESHOOTING
Chart 2702 lists troubles peculiar to aileron flight controls along with their probable causes and suggested
remedies. When troubleshooting the aileron flight controls, additional reference may be obtained from
Chapter 57 on control surface balancing, if required. After the trouble has been corrected, check the entire
aileron flight control system for security and operation.
CHART 2702. TROUBLESHOOTING AILERON CONTROL SYSTEM
Lost motion between Cable tension too low. Adjust cable tension.
control wheel and aileron.
Linkage loose or worn. Check linkage and tighten

or replace.
Broken pulley. Replace pulley.
Cables not in place on Install cables correctly.

pulleys. Check cable guards.
Resistance to control System not lubricated Lubricate system.

wheel rotation. properly.
Cable tension too high. Adjust cable tension.
Control column horizontal Adjust chain tension.

chain improperly adjusted.
Pulleys binding or rubbing. Replace binding pulleys

and/or provide clearance
between pulleys and
brackets.

Bent aileron and/or hinge. Repair or replace aileron

and/or hinge.
Cables crossed or routed Check routing of control

incorrect. cables.
27-10-00
Page 1
2C6
PIPER AIRCRAFT
PA-34-220T
CHART 2702. TROUBLESHOOTING AILERON CONTROL SYSTEM (continued)

Control wheels not syn- Incorrect control column Rerig control column.
chronized. rigging.
Control wheels not hori- Incorrect rigging of Rerig aileron system.

zontal when ailerons are aileron system.
neutral.
Incorrect aileron travel. Aileron control rods not Adjust control rods.
adjusted properly.
Aileron bellcrank stops Adjust bellcrank stops.

not adjusted properly.
Correct aileron travel Incorrect rigging of Rerig controls.

cannot be obtained by aileron cables, control
adjusting bellcrank stops. wheel and control rod.
Control wheel stops Incorrect rigging between Rerig controls.

before control surfaces control wheel and control
reach full travel. cables.
CONTROL COLUMN
REMOVAL OF CONTROL COLUMN ASSEMBLY (Refer to Figure 27-6)
1.To remove either control wheel with tube, the following procedure may be used:
a.Separate the control wheel tube from the flexible joint that is located on either side of the tee bar
assembly by removing the nut, washer and bolt. Pull the tube from the flexible joint.
b. If removing the left control tube, slide the stop from the tube.
c. Should wires for the various Autopilot systems be installed in the control tube, disconnect them at
the quick disconnect terminals behind the instrument panel. Draw the wires back into the tube
and back out through the forward end of the tube.
d. Remove the control wheel assembly from the instrument panel.
2. The tee bar with assembled parts maybe removed from the airplane by the following procedure:
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.
27-10-00
Page 2
2C7
PIPER AIRCRAFT
PA-34-220T
2
5
1
3 4 8
6
7 3
16
3
17 9
18
15 12
2 11
14 10
13
1. SPROCKET, RIGHT CONTROL WHEEL
24 2.FLEXIBLE JOINT
19 3. BOLT ASSEMBLY
4. TUBE, CONTROL WHEEL
5. CONTROL WHEEL (L&R)
6. TURNBUCKLE
7. TEE BAR ASSEMBLY
8. O-RING
9. WASHER, CONTROL WHEEL
10. PLATE, CONTROL WHEEL
3 11. WASHER, CONTROL WHEEL
22 23 12. SPACER, STOP
21 13. SPROCKET, LEFT CONTROL WHEEL
14. CHAIN, LEFT ROLLER
15. IDLER SPROCKET, AFT
16. CHAIN, RIGHT ROLLER
17. PIN
18. IDLER SPROCKET FORWARD
19. BOLT, BUSHING, NUT & COTTER PIN
20 20. PULLEY, STABILIZER
21. PULLEYS, AILERON
22. CABLES, AILERON CONTROL
23. CABLES, STABILIZER CONTROL
24. BOBWEIGHT ACTUATING ROD
3
Figure 27-6. Control Column Installation
27-10-00
Page 3
2C8
PIPER AIRCRAFT
PA-34-220T
e. If the control wheel assemblies have not been previously disconnected from the tee bar assembly,
separate the control wheel tubes at the flexible joints by removing the nuts, washers and bolts.
f. Disconnect the bobweight actuating rod at the tee bar.
g. Remove the tunnel plate just aft of the tee bar by laying back enough tunnel carpet to remove the
plate attachment screws.
h. Remove the two aileron control cable pulleys attached to the lower section of the tee bar by
removing the pulley attachment bolt.
i. Disconnect the stabilator control cables from the lower end of the tee bar assembly.
j. Disconnect the necessary control cables, such as the propeller pitch control, mixture control, etc,
that will allow the tee bar assembly to be removed.
k. Remove the tee bar assembly by removing the attachment bolts with washers and nuts which are
through each side of the floor tunnel. and lifting it up and out through the right side of the cabin.
INSTALLATION OF CONTROL COLUMN ASSEMBLY (Refer to Figure 27-6)

1. The tee bar assembly may be installed in the airplane by the following procedure:
a. Swing the tee bar assembly into place from the right side of the cabin and secure with attachment
bolts, washers, and nuts inserted in through each side of the floor tunnel.
b. Connect the bobweight actuating rod to the tee bar. (Refer to Figure 27-7 for proper rigging of
bobweight.)
c. 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.
d. 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.
e. Install the control wheel.
f. 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.
g. 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.
h. Connect the aileron control cables to the ends of the chains with bolts, bushings, nuts and cotter
pins.
i. 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 2702. It may be necessary in order
to have both control wheels neutral to set the chain turnbuckle to neutralize the wheels and then
set cable tension with the turnbuckles located under the floor panel aft of the main spar as
instructed in Rigging and Adjustment of Aileron Controls. 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. Models which have adjustable aileron tee bar stops must maintain .030 to .040 clearance
between the sprocket pin and the adjustable stop bolts after the bellcranks contact their stops.
j. Set stabilator cable tension with the turnbuckles in the aft section of the fuselage as described in
the appropriate section of this chapter. Check safety of all turnbuckles upon completion of
adjustments.
k. Tighten the connecting bolts of the idler sprockets.
l. Install the floor tunnel plate and secure with screws. Fasten the tunnel carpet in place.
27-10-00
Page 4
2C9
PIPER AIRCRAFT
PA-34-220T
WL
43.200
23° +0° -1°
Figure 27-7 Control Column Rigging

2. Either control wheel assembly may be installed by the following procedure:
a. Insert the control wheel tube through the instrument panel.
b. Should wires for the various Autopilot systems need to be installed in the control tube, route them
through the hole in the forward side of the tube and out of the small hole in the side. Position the
rubber grommet in the hole in the side of the tube.
c. On the left control tube, install the stop.
d. Connect the control wheel tube to the flexible joint of the tee bar assembly. If the control cables
and or chains have not been removed or loosened, place the ailerons in neutral and install the con-
trol tube on the flexible joint to allow the control wheel to be neutral. Install bolt, washer and nut
and tighten.
3. To Install Flex Joint Replacement (Refer to Figures 27-6 and 27-8)
a. Carefully lay out location for hole to be drilled in flex joint tube to match hole in control cloumn
shaft.
b. Using a #5 (0.2055) drill bit, drill hole through flex joint tube at location determined in paragraph a.
c. Ream drilled hole, in steps, with a #1 reamer, checking to insure proper depth for taper pin and
sufficient pin thread protrusion for proper installation.
– NOTE –
Reamer may be purchased from Enstice Tool Co., Palm Bay,
Florida.
27-10-00
Page 5
2C10
PIPER AIRCRAFT
PA-34-220T
(d) Install pin through tube and shaft.
1 If pin shoulder does not protruded past tube surface, install a AN960-10 washer
2 If pin shoulder does protruded past tube surface, install a MS20364-1032C washer
(e) Install nut. Torque 35 - 40 inch-pounds.
TAPER PIN (P/N 480 730)

WASHER (P/N 407 564 [AN960-10])
OR
WASHER (P/N 494 093 {AN975-3])
NUT (P/N 484 835 [MS20364-1032C])
SHAFT (P/N 62716-07)
FWD
0.098 DIA. SEE SAFE HOLE
TO ENSURE PROPER SHAFT
INSERTION
Figure 27-8 Flex (Universal) Joint Assembly
REMOVAL OF AILERON CONTROL CABLES (Refer to Figure 27-9.)

1. For the removal of any of the control cables in the fuselage or wings, first remove the floor panel that
is 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.
2. To remove either the right or left primary control cables that are located in the fuselage. the following
procedure may be used:
a. Remove the tunnel plate just aft of the tee bar by laying back enough tunnel carpet to remove the
plate attachment screws.
b. Separate the primary control cable at the turnbuckles located in the floor opening aft of the main
spar.
c. Remove the cable pulleys attached to the lower section of the control column tee bar assembly by
removing the pulley attachment bolt.
d. Move the cable guard (see Sketch B) located under the pulley cluster by removing the cotter pin
from the exposed end of the guard and sliding it to the left or right as required.
e. Remove the cotter pins used as cable guards at the pulley in the forward area of the floor opening
aft of the main spar.
f. 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.
g. Draw the cable back through the floor tunnel.
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2C11
PIPER AIRCRAFT
PA-34-220T
1 3 C
4
2
12
5
10
12
13 A
9
14 6
15
8 16
11 6 4
4
17 18
SKETCH A 15
19 20 23
18
17
22
20 23
16
21
19 26
24
25
.016 MIN. 27
SEE DETAIL A 22
18
28
DETAIL A 32
1. BELLCRANK ASSY, RIGHT 12. PULLEYS 23. JAM NUT
2. CONTROL ROD,RIGHT 13. TURNBUCKLE, CONTROL CHAINS 24. WING SKIN, TOP
3. CABLE, BALANCE, RIGHT 14. BOBWEIGHT ACTUATOR ROD 25. BRACKET
4. PULLEY 15. CABLE, BALANCE, LEFT 26. WASHER
5. CABLE, CONTROL RIGHT 16. CONTROL ROD, LEFT 27. WASHER
6. TURNBUCKLE, AILERON MAIN 17. CABLE, CONTROL , LEFT 28. SPACER
18. BELLCRANK ASSY., LEFT 29
7. PULLEY CLUSTER, STA 64.46 29. WASHER (2 REQ.)
8. CABLE, CONTROL, LEFT 19. BOLT ASSY. 30. NUT
9. CABLE, CONTROL, RIGHT 20. BOLT ASSY. 31. WING SKIN, BOTTOM
10. PULLEY 21. BOLT ASSY. 32. TEFLON TUBE 31
11. PULLEYS 22. CONTROL ROD END
30
Figure 27-9. Aileron Controls
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2C12
PIPER AIRCRAFT
PA-34-220T
3. The primary control cable in either wing may be removed by the following procedure:
a. Remove the access plate to the aileron bellcrank located on the underside of the wing forward of the
aileron center hinge.
b. If not previously disconnected, separate the cable at the turnbuckles located in the floor opening aft of
the main spar.
c. Disconnect the cable from the forward end of the aileron bellcrank by removing the cotter pin, nut,
washer and bolt.
d. Draw the cable from the wing.
SKETCH B SKETCH C
B.L.
STA 23.80
64.46
STA
110.79
COTTER PIN
GUARD PIN
Figure 27-9. Aileron Controls (continued)

4. Either balance cable may be removed by the following procedure:
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
(10) 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 aileron center hinge.
d. Disconnect the cable from the aft end of the aileron bellcrank by removing the cotter pin, nut,
washer and bolt.
e. Draw the cable from the wing.
INSTALLATION OF AILERON CONTROL CABLES (Refer to Figure 27-9.)

1. The installation of either the right or left primary control cable, located in the fuselage, may be accom-
plished as follows:
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 (see Sketch B) that is located in the tunnel. Install cable guard
(see Sketch B) and secure with cotter pin.
d. Position cables and install the cable pulleys that attach to the lower section of the tee bar assem-
bly. Secure with bolt, washer and nut. (Refer to Figure 27-2.)
27-10-00
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2C13
PIPER AIRCRAFT
PA-34-220T
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
(6) located in the floor opening aft of the main spar.
g. Check rigging and adjustment of aileron controls.
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. Place the fuel selector lever on the selector torque tube and secure with pin and cotter pin.
l. Install the lower and upper selector covers and secure with screws.
2. The primary control cable in either wing may be installed by the following procedure:
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 of aileron controls.
e. Install the access plate on the underside of the wing.
3. Either balance cable may be installed by the following procedure:
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.
f. Install the access plate on the underside of the wing.
g. Install the floor panel. seat belt attachments and seats.
REMOVAL OF AILERON BELLCRANK ASSEMBLY (Refer to Figure 27-9.)

1. 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 the airplane.
2. Remove the access plate to the aileron bellcrank located on the underside of the wing, forward of the
aileron center hinge.
3. Relieve tension from the aileron control cables by loosening the balance cable turnbuckle located in
the floor opening aft of the main spar.
4. Disconnect the primary and balance control cables from the bellcrank assembly by removing cotter
pins, nuts, washers and bolts.
5. Disconnect the aileron control rod (Sketch A) at the aft or forward end as desired.
6. Remove the nut, pivot bolt (Sketch A) and washers that secure the bellcrank. The nut is visible from
the underside of the wing.
7. Remove the bellcrank from within the wing.
27-10-00
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2C14
PIPER AIRCRAFT
PA-34-220T
INSTALLATION OF AILERON BELLCRANK ASSEMBLY (Refer to Figure 27-9)
1. Install first the teflon tube then the spacer in the torque tube portion of the bellcrank. (See Sketch A.)
2. Place the bellcrank in position in the wing with a washer located between each end of the torque tube
and the mounting brackets.
3. Install the bellcrank pivot bolt (see Sketch A) with the head up. Install a washer and nut on the bolt
and torque nut 20 to 25 inch-pounds. Check that the bellcrank rotates freely with little up-down play.
(Refer to Figure 27-9. Sketch A, Detail A.)
4. Install and adjust control rod (Sketch A) and check aileron travel per "Rigging and Adjustment of
Aileron Controls."
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 (6) in the floor opening aft of the main spar.
Check cable tension as described in next paragraph.
7. Install the access plate on the underside of the wing, the floor panel aft of the main spar, seat belt
attachments and seats.
RIGGING AND ADJUSTMENT OF AILERON CONTROLS (Refer to Figures 27-10 and 27-11)
1. Ensure that the control wheels are properly rigged as described previously under “Installation of
Control Column Assembly,” and lock them in their center of travel.
2. Move the tee bar (control column) to its full forward position, and place weights on the aft side of the
stabilator to maintain its position. The stabilator cables must already be at their proper tension.
3. With the aileron bellcrank in its neutral position, install the bellcrank rigging tool. The neutral position
of the bellcrank occurs when the center of both of the cable connection holes are at an equal distance
from the adjustment inboard wing ribs. (Refer to Figure 27-11 for installation.)
4. Adjust the turnbuckles on the primary and balance cables (located under the floor behind the spar carry
through) to the tension specified in Figure 27-5. Make sure the bellcranks remain in their neutral
positions.
—NOTE—
Tensions on drive (primary) cables may be slightly less than balance
cable tension but must be within specified values. Move the
controls after tensioning the cables and recheck as necessary.
5. The aileron’s neutral position is designed to be at a point where the chord line of the aileron forms a
1° 12' ± 1° down angle with the wing chord, viewed at the inboard end of the aileron. The tool to
determine neutral position is shown in use in Figure 27-10 with reference to Chapter 91 for specific
dimensions. The following procedure should be used for determining aileron neutral position.
a. Make sure the bellcrank rigging tools fit snug between the bellcranks and their respective ribs.
b. Place the aileron rigging tool against the underside of the wing and aileron. Position it as close as
possible to the center of the aileron without contacting any rivets. It must also be parallel with the
wing rib(s). The aft end of the tool should be even with the trailing edge of the aileron.
27-10-00
Page 10
2C15
PIPER AIRCRAFT
PA-34-220T
WING CORD LINE ( SEE NOTE)
35°±2°
20°±2°
1
1°12'±1° DOWN
AILERON NEUTRAL AILERON * * *
RIGGING
AILERON CORD LINE TOOL
(REFER TO
CHAPTER 91)
AILERON CABLE TENSION

40±5 LBS
1. .375 HEIGHT SPACER IS TO BE IN LINE WITH AFT SPAR

NOTE RIVET LINE, BUT SHOULD NOT MAKE CONTACT WITH
ANY RIVETS
THE TRAVELS SHOWN ARE MEASURED FROM THE * NEUTRAL POSITION OF AILERON WILL OCCUR WHEN
POSITION WHERE THE CORD OF THE AILERON IS THESE THREE POINTS MAKE CONTACT WITH WING
ALIGNED WITH THE CORD OF THE WING AND AILERON SKIN.
Figure 27-10. Aileron Rigging
RIGGING TOOL
REFER TO CHAPTER 91 FOR

RIGGING TOOL INFORMATION
Figure 27-11. Aileron Bellcrank Rigging Tool Utilization
27-10-00
Page 11
2C16
PIPER AIRCRAFT
PA-34-220T
c. If not already done, connect the aileron/ bellcrank push rod to its mounting points.
d. Adjust the push rod as necessary such that with the forward surface of the aileron rigging tool and
spacer against the wing, the trailing edge of the aileron contacts the aft end of the tool. A slight
“up” pressure should be maintained at the center of the aileron trailing edge to remove the slack
between the bellcrank and aileron. Be sure to retighten the jamb nuts after adjustment.
6. Remove the bellcrank and control wheel locks.
7. The aileron travel can now be checked. The following procedure is recommended using a bubble
protractor and using the neutral position as a datum or reference line.
a. With one of the ailerons in its neutral position, center the bubble of the protractor over the
aileron’s surface and note the reading.
b. Move the aileron to the extent of its travel and after centering the bubble when full up and full
down, record the two readings. The difference of each individual reading from that at neutral, will
give the degrees of travel up or down respectively.
c. The bellcrank stops attached to the rib adjacent to the aileron bellcrank should be adjusted as nec-
essary to allow the appropriate travels. Repeat the procedure with the other aileron.
8. If the aileron bellcrank stops are bottomed before the control wheel is turned 90 ± 1 degree from the
centered position, lengthen the drive cable and shorten the balance cable an equal amount. Recheck
cable tension.
9. Move the pilot’s control wheel full travel to ensure freedom of movement. With the control wheel at
full travel and the bellcranks on their stops, a “cushion” of .030 to .040 must be maintained between
the sprocket stop pin (on the “T” bar) and adjustable stop bolts.
10. Check control operation, bolts and turnbuckles for safety.
11. Install access plates and panels.
—NOTE—
When an out-of-trim condition persists, despite all the rigging

corrections that can be made, there is a possibility that the trailing
edge of the aileron has been used to move the aircraft forward This
can result in a slight bulging of the aileron contour at the trailing
edge which will cause an out-of-trim condition that is very difficult
to correct.
27-10-00
Page 12
2C17
PIPER AIRCRAFT
PA-34-220T
RUDDER CONTROLS
TROUBLESHOOTING
Charts 2703 and 2703A lists troubles peculiar to rudder control system along with their probable causes
and suggested remedies. When troubleshooting the rudder control system, additional reference may be
obtained from Chapter 55 on control surface balancing, if required. After the trouble has been corrected, check
the entire rudder control system for security and operation.
CHART 2703. TROUBLESHOOTING RUDDER CONTROL SYSTEM

Lost motion between rud- Cable tension too low. Adjust cable tension.
der pedals and rudder.
Linkage loose or worn. Check linkage and tighten

or replace.
Bolts attaching rudder to Tighten bellcrank bolts.

bellcrank are loose.
Excessive resistance to System not lubricated Lubricate system.
rudder pedal movement. properly.
Rudder pedal torque tube Lubricate torque tube bearings.

bearing in need of lubrication.
Pulleys binding or Replace binding pulleys

rubbing. and/or provide clearance
between pulleys and brackets.

incorrectly. cables.
Rudder pedals not neutral Rudder cables incorrectly Rerig rudder cables.
when rudder is streamlined. rigged.
Incorrect rudder travel. Rudder bellcrank stop Rerig bellcrank stops.
incorrectly adjusted.
Nose wheel contacts Rerig nose wheel stops.

stops before rudder.
27-20-00
Page 1
2C18
PIPER AIRCRAFT
PA-34-220T
CHART 2703A. TROUBLESHOOTING RUDDER TRIM CONTROL SYSTEM

Trim control knob moves System not lubricated Lubricate system.
with excessive resistance. properly.
RUDDER PEDAL ASSEMBLY

REMOVAL OF RUDDER PEDAL ASSEMBLY (Refer to Figure 27-12.)
2. Relieve rudder and stabilator cable tension by loosening one of the rudder and stabilator cable turn-
buckles in the aft section of the fuselage.
3. Remove the tunnel plate just aft of the tee bar by laying back enough tunnel carpet to remove the plate
attachment screws.
4. Disconnect the stabilator control cable from the lower end of the tee bar assembly and disconnect the
bobweight push rod from the tee bar.
5. 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.
6. Disconnect the control cable ends from the arms on the torque tube by removing the cotter pins, wash-
ers, nuts and bolts.
7. Disconnect the bungee rods at the control arms by removing nuts and bolts.
8. Disconnect the brake cylinders at the lower end of each cylinder rod by removing the cotter pins and
clevis pins.
9. Disconnect the vee brace(s) from the torque tube by removing nuts. washers and bolts that secure the
strap bracket to the vee brace.
10. Disconnect the torque tube support bracket where it attaches to the floor tunnel by removing its attach-
ment bolts.
11. Remove the two bolts that extend through the torque tube. They are located at the center of the tube
assembly over the floor tunnel. Compress the tubes.
12. Disconnect the torque tube support blocks from the support brackets on each side of the fuselage by
removing the attachment nuts, washers and bolts.
13. Remove the trim side panels if desired.
14. Remove the assembly from the airplane. Note the spacer washer on each end and between the support
blocks.
INSTALLATION OF RUDDER PEDAL ASSEMBLY (Refer to Figure 27-12.)

1. Assemble the torque tube assembly as shown in Figure 27-12. Do not at this time install the two bolts
through the center of the tube assembly.
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 mount-
ing bracket.
4. Align the bolt holes in the center area of the torque tube assembly; install bolts, washers and nuts.
Then tighten nuts.
27-20-00
Page 2
2C19
PIPER AIRCRAFT
PA-34-220T
5. Position the torque tube support bracket on the floor tunnel and secure with bolts.
6. Position the vee brace(s) on the torque tube; install the strap bracket around the torque tube and brace.
Secure with bolts, washers and nuts.
7. Connect the ends of the brake cylinder rods. and clevis rods to the idler arms and secure with clevis
and cotter pins.
8. Connect the bungee rods and secure with bolts and nuts. Check steering rod adjustment per Alignment
of Nose Gear, Chapter 32.
9. 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.
10. 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.
11. Swing the tee bar into place and secure with attachment bolts, washers and nuts. Insert the bolts in
through each side of the floor tunnel.
12. Connect the stabilator control cables to the lower end of the tee bar with bolt, washer and nut. Secure
with cotter pin. Allow the cable ends to rotate freely. Connect bobweight push rod to tee bar.
13. Set rudder cable tension and check rigging and adjustment of rudder controls.
14. Set stabilator cable tension and check rigging and adjustment.
15. Check aileron cable tension.
16. Check safety of bolt and turnbuckles.
17. Install the floor tunnel plate and secure with screws. Fasten the tunnel carpet in place.
REMOVAL OF RUDDER CONTROL CABLES (Refer to Figure 27-7.)

1. To remove either the forward or aft rudder cables, first remove the access panel to the aft section of the
fuselage.
2. Disconnect the desired cable at the turnbuckles in the aft section of the fuselage.
3. Either forward rudder cable may be removed by the following procedure:
a. Remove the tunnel cover in the aft area of the cabin by removing the carpet, heat duct and the
cover attachment screws.
b. 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 and remove the panel from the
airplane.
c. 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.
d. Remove the cable guard plate (see Sketch C) from the underside of the pulley cluster that is located
in the aft area of the floor tunnel, by removing the block attachment screws.
e. From within the area of the floor opening, remove the cable rub blocks (see Sketch B) that are
attached to the spar housing by removing the block attachment screws.
f. Remove the cable guard pin (see Sketch A) located under the pulley cluster by removing the cotter
pin from the exposed end and sliding the pin to the left or right as required.
g. Disconnect the end of the cable from the arm on the rudder pedal torque tube by removing the
cotter pin, nut, washer and bolt. (Refer to Figure 27-8.)
h. Draw the cable from the floor tunnel.
4. The aft rudder control cable may be removed by the following procedure:
a. Remove the tail cone by removing its attachment screws.
b. Disconnect the cable from the rudder sector by removing the two cotter pins at the aft center
portion of the sector and moving the swaged ball and cable out of the recessed hole in the sector.
c. Remove the cable guard pins from the pulley brackets at Fuselage Station 280.091.
d. Draw the cable from the fuselage.
27-20-00
Page 3
2C20
PIPER AIRCRAFT
PA-34-220T
1963
1. PULLEY CLUSTER, STA 64.46 13. SECTOR ASSY., TORQUE TUBE

2. CABLES, CONTROL, FORWARD 14. PULLEYS, STA. 279.032
3. WHEEL ASSY., TRIM CONTROL 15. CABLE, TRIM, AFT
4. PULLEYS, TRIM 16. TURNBUCKLES
5. CABLES, TRIM, FORWARD 17. BUNGEE, NOSE WHEEL CONTROL D
6. PULLEY CLUSTER, STA. 127.18 18. ARM ASSY., STEERING
7. FAIRLEAD ASSY. 19. MOUNTING BRACKET 12
8. PULLEY CLUSTER, STA 166.84
9. TURNBUCKLES
10. CABLE CONTROL, AFT 11
11. PULLEYS,STA 280.091
12. SCREW ASSY., TRIM 10
C
B
13
8 9
7
6 14
A 5
15
2 3
4
16
1
17
18
2037 C397
RUDDER CONTROL CABLES
RUDDER CONTROL CABLES
STA
64.46
STA
127.18
GUARD PIN
RUB BLOCK
SKETCH A RUDDER TRIM CABLES SKETCH B
Figure 27-12. Rudder Controls Installation
27-20-00
Page 4
2C21
PIPER AIRCRAFT
PA-34-220T
2047
20
HES H
5 INC T
11.2 L LENG
A
INITI
26
1.559 NEUTRAL
19
23 30
22 29
25 28
38 20 27
31
32
35 34
21 24
32 23 TURNS
33 37 OMIT 1 WRAP
36 20 19
15
SKETCH D
C 397
20. BOLT ASSY.

RUDDER CONTROL CABLES 21. SUPPORT ASSY,. BARREL MOUNT
22. BARREL TRIM
23. SUPPORT ASSY., BARREL MOUNT
24. ANGLE TRIM
25. ARM ASSY.
26. RUDDER TRIM TAB ASSY .
27. CONTROL ROD
28. ARM ASSY., TRIM TAB
29. JAM NUT
31. LINK ASSY
32. COTTER PIN
33. SHAFT ASSY., TRIM CSREW
34. SHIM
STA 35. CABLE GUARD
166.84 36. STOP WASHERS AN960-816 AND
AN960 816L (AS REQ. UP TO 5)
37. SPAR
38. SHIM
RUDDER TRIM CABLES GUARD PLATE

SKETCH C
Figure 27-12. Rudder Controls Installation (continued)
27-20-00
Page 5
2C22
PIPER AIRCRAFT
PA-34-220T
INSTALLATION OF RUDDER CONTROL CABLES. (Refer to Figure 27-12.)
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 (refer to Figure 27-13) by
installing bolt, washer, nut and cotter pin, allowing the cable end to rotate freely.
c. Connect the forward control cable to the aft control cable at the turnbuckles in the aft section of
the fuselage. If the aft control cables are not installed, install them at this time per instructions in
Step 2. Ascertain that each cable is in the proper pulley groove.
d. Move the cable guard located in the forward tunnel, under the pulley cluster into position, and
secure with cotter pin.
e. Within the area of the floor opening aft of the main spar, install the cable rub blocks onto the spar
housing and secure with screws at the pulley cluster.
f. Install the cable guard plate under the pulley cluster located in the aft area of the floor tunnel and
secure with screws.
g. Set cable tension as given in Figure 27-14 and check rigging and adjustment. Safety the turn-
buckle.
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 floor panel and seat belt attachment aft of the main spar, securing the panel with screws
and install the seats.
k. Install the cover and carpet of the aft floor tunnel.
2. The aft rudder control cable may be installed by the following procedure:
a. Position the control cable in the fuselage with the swaged ball next to the rudder sector.
b. Route the cable ends over the pulleys and install the guard pins in the pulley brackets.
c. Position the swaged ball of the cable in the recessed hole in the sector and secure in place with
two MS24665-283 cotter pins.
d. Connect the cable ends to the forward control cables at the turnbuckles in the aft section of the
fuselage.
e. Set cable tension as given in Figure 27-14 and check rigging and adjustment of the rudder con-
trols. Safety the turnbuckle.
f. Install the tail cone and secure with screws.
RIGGING AND ADJUSTMENT OF RUDDER PEDALS. (Refer to Figures 27-14 and 27-15.)
Measurements for determining rudder travel are initiated from the neutral position, (when the rudder is
streamlined with the vertical stabilizer).
1. Using the rudder pedals as necessary, check and set the correct degree of rudder travel as follows:
a. Swing the rudder until it contacts the stop and hold it in that position. Refer to Figure 27-14 for
travels.
b. Using the rigging tool as shown in Figure 27-14, align the tool at the root against the side of the
vertical stabilizer and rudder, making sure to keep it clear of rivets.
c. The rigging tool should fit flush against the rudder and stabilizer. If a gap exists at these areas.
remove the tail cone and adjust the stop. Use Figure 27-10 for reference.
d. Swing the rudder in the opposite direction and complete the same procedure.
27-20-00
Page 6
2C23
PIPER AIRCRAFT
PA-34-220T
4 5
11 15
9 10 12
11
10 14
6 12 13
78 18
5
9 17
3 4 16
1 2 29
21
28
30 24
32 31
34 33
35
27
19
36
22
22 23
26
25
1. PLATE 13. TUBE, LEFT, CENTER 25. ROD END

2. BOLT AND NUT 14. BEARING SUPPORT 26. CLEVIS PIN & COTTER PIN
3. TUBE,LEFT, OUTER 15. TUBE, RIGHT, CENTER 27. STOPS, RUDDER PEDAL
4. VEE BRACE 16. SUPPORT BLOCK, LOWER 28. BOLT, WASHER , NUT & COTTER PIN
5. BRAKE CYLINDER 17. WASHER, SPACER 29. PIN,WASHER, & COTTER PIN
6. CLEVIS PIN & COTTER PIN 18. BRAKE PEDAL 30. CLEVIS PIN & COTTER PIN
7. BRACKET 19. RUDDER PEDAL 31. ROD, BRAKE CYLINDER
8. BOLT, WASHER AND NUT 20. CLEVIS ROD 32. IDLER ARM
9. BUNGEE, NOSE WHEEL STEERING 21. BOLT, WASHER & NUT 33. TUBE,RUDDER CONTROL
10. JAM NUT 22. CONTROL CABLE, RUDDER 34. SUPPORT BLOCK, UPPER
11. BOLT AND NUT 23. BRACKET, TUBE END 35. SUPPORT BLOCK, LOWER
12. ROD END, STEERING 24. CABLE END 36. TUBE, RUDDER CONTROL
Figure 27-13. Rudder Pedals Installation
27-20-00
Page 7
2C24
PIPER AIRCRAFT
PA-34-220T
2. The cable tension may be set as follows:
a. Remove the access panels in the rear baggage area to make access to the rear of the fuselage.
b. Block the rudder and trim tab such that they are streamlined with the vertical fin.
c. Secure the rudder pedals in their neutral position as shown in Figure 27-14. If the nose gear steer-
ing is found to be out of alignment refer to Chapter 32 for adjustment.
d. If not already accomplished. the nose wheel must be raised clear of the ground for the remainder
of this procedure.
e. On the rudder cables in the aft of the fuselage. adjust the turnbuckles to obtain 40 ± 5 pounds
tension. Make sure to tighten the cables evenly avoiding uneven strain on aircraft components.
f. Unblock the rudder and trim tab.
3. Apply just enough pressure on the pilot’s left pedal for the rudder to meet the stop. The clearance
between the pedal stop and the stop bolt should be .060 to .120 in.
4. The same procedure and clearance applies to the copilot’s right pedal.
5. Install tail cone and the access panel.
RUDDER TRIM CONTROLS (Refer to Figure 27-12.)

REMOVAL OF RUDDER TRIM CONTROLS (FORWARD) (Refer to Figure 27-12.)
1. To remove the trim control wheel assembly and/or trim control cables, first remove the panel to the aft
section of the fuselage.
2. If the aft trim cable is not being removed, block the cables aft to the turnbuckles to prevent the cables
from unwrapping at the trim barrel in the fin. (Refer to Figure 27-11.)
3. If the trim control wheel is to be removed, loosen the cables at the turnbuckles and proceed with the
following steps:
a. Remove the trim cover assembly by removing the cover attaching screws.
b. 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.
c. Unwrap the lower cable from the drum.
d. The wheel and drum are joined by three screws. Remove screws and separate these two items and
unwrap the upper cable.
e. Tie the cables forward to prevent them from slipping back into the floor tunnel.
4. If the trim control wheel and forward cables are to be removed, block the aft cables aft of the turnbuckles
and proceed with the following steps:
a. 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.
b. Remove the floor panel located directly aft of the main spar by removing the center seats, seat
belt attachments and screws securing the panel. Remove the panel from the airplane.
c. Remove the trim cover assembly to gain access to the trim wheel mounting hardware.
d. Disconnect the turnbuckles and remove the guard plate (see Sketch C) at pulley cluster.
e. Remove the rub block at the pulley cluster.
f. Remove the nut, washers, and bolt securing the rudder trim control wheel and drum assembly to
its mounting bracket and remove the complete assembly with cables. Use caution not to damage
the indicator wire.
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Page 8
2D1
PIPER AIRCRAFT
PA-34-220T
A943 A599
RIGGING TOOL-
REFER TO CHAPTER
91 FOR DIMENSIONS
USING RIGGING TOOL NEUTRALIZING PEDALS
A295
196
7°±1° SERVO ONLY

35°±1°
TYP. L & R 25°±1° TRIM
7°±1° SERVO
25°±1° TRIM ONLY
NEUTRAL POSITION
16° + 3° - 1° RUDDER TRAVEL
CABLE TENSIONS
23° RUDDER CABLES 40± 5 LBS.
RUDDER TRIM CABLES 10± 2 LBS.
23°
PEDAL TRAVELS
Figure 27-14. Rigging Rudder and Controls

27-20-00
Page 9
2D2
PIPER AIRCRAFT
PA-34-220T
INSTALLATION OF RUDDER TRIM CONTROLS (FORWARD). (Refer to Figure 27-12.)
1. The trim control wheel with drum may be installed by the following procedure:
a. Wrap the left cable on the trim drum by inserting the swaged ball of the cable in the slot provided
in the upper side of the drum which mates with the control wheel. Looking at this side, proceed
to wrap three and a half turns of cable in a clockwise direction.
b. Attach the trim control wheel to the cable drum by aligning the long lug of the drum with the long
slot of the wheel and securing the two pieces together with three screws.
c. Wrap the right cable on the drum by inserting the swaged ball of the cable into the slot provided
in the flanged lower side of the drum. Looking at this side, proceed to wrap three and a half turns
of cable in a clockwise direction.
d. Lubricate and install the bushing in the lower side of the drum and the bearing on the upper side
of the trim control wheel assembly.
e. Align the trim control cables and position the control wheel assembly between its mounting
brackets. Ascertain that the trim indicator wire is positioned in the spiraled slot of the wheel with
no binding on the end. Install the retainer bolt from the upper side, along with the washer and
secure with washer and nut from below.
f. Install the cover assembly over the trim control wheel and secure with screws unless the control
cables have yet to be installed.
2. The trim control cables may be installed by the following procedure:
a. Draw the cables through the floor tunnel and route them through the pulley clusters at station
127.17 and 166.84. Ascertain that the cables cross at the fairlead between the two pulley clusters.
b. Wrap the cable drum and install the trim control wheel as given in Step 1.
c. Position the cables over the proper pulleys (as shown in Sketches B and C of Figure 27-12)
d. Connect the forward cables to the aft cables at the turnbuckles in the aft section of the fuselage. If
the aft cable is not installed, proceed with instructions in this section.
e. Remove the blocks securing the aft cables and check that the cables are seated on the pulleys.
Install the rub block and guard plate at the appropriate pulley clusters. (Refer to Sketches B and
C of Figure 27-12.)
f. Set trim cable tension in accordance with specifications given in Figure 27-14 and check rigging
and adjustment of rudder trim controls. Safety both turnbuckles.
g. Install the tunnel cover on the forward tunnel and secure with screws.
h. Install the carpet over the floor tunnel.
i. Install the cover over the trim control wheels and flap handle and secure with screws.
j. Install the seat belts removed from the top of the floor tunnel and secure with bolt, washer and
nut.
k. Install the aft floor tunnel cover, heater duct and carpet.
l. Install the carpet over the aft floor plate.
3. Install the panel to the aft section of the fuselage and the seats.
27-20-00
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2D3
PIPER AIRCRAFT
PA-34-220T
REMOVAL OF RUDDER TRIM CONTROLS (AFT) (Refer to Figure 27-12.)
1. Remove the access panel from the lower side of the fin and the tail cone fairing.
2. If the forward trim mechanism is not being removed at this time, block the cables forward of the turn-
buckles to prevent the cables from unwrapping at the forward trim drum. (Refer to Figure 27-16, Grid
2D8.)
3. Secure the trim cables at the aft trim drum barrel.
4. Disconnect the trim cable turnbuckles in the aft section of the fuselage.
5. Remove the cable guards from the pulley bracket located at station 279.032.
6. Disconnect the trim screw link assembly from the screw.
7. Remove the cotter pin from the aft end of the screw.
8. Remove the four bolt assemblies securing the forward support to the mounting bracket.
9. Remove the screw and barrel assembly along with the aft cables from the airplane.
INSTALLATION OF RUDDER TRIM CONTROLS (AFT) (Refer to Figure 27-12.)

1. Insert the complete trim screw and barrel assembly into the fin. Route the trim cable ends around the
pulleys at station 279.032.
2. Insert the trim screw and barrel assembly into the mounting bracket. Place the washer on the forward
end of the barrel and install the support assembly in the mounting bracket.
—NOTE—
Total allowable end play of the barrel in the mounting bracket is

.006 to .008 inches. Use 62833-18 laminated shim stock washer as
required to achieve the correct end play.
3. Install the AN960-8 16 and AN-960-816L washers over the forward end of the screw shaft and install
the cotter pin. Install the cotter pin in the aft end of the shaft.
4. Adjust the screw assembly to obtain the neutral position. (Refer to Sketch D of Figure 27-12.)
5. Connect the link assembly to the trim screw.
6. Connect the aft trim cables to the forward cables with turnbuckles. Check to ensure the cables are
properly routed around the pulleys.
7. Install the cable guards at the pulley bracket in the fuselage at station 279.032.
8. Remove the clamp securing the forward trim cables and proceed to rig the system.
9. Lubricate the assembly per instructions in Chapter 12.
10. Install the access panel and tail cone fairing.
RIGGING AND ADJUSTMENT OF RUDDER TRIM CONTROLS. (Refer to Figure 27-12.)

The rudder and its tab are considered to be in neutral when streamlined with each other and the vertical
stabilizer. Travel measurements are taken from the neutral position. To rig the trim controls the following pro-
cedure is recommended:
1. If the assemblies have just been installed the following procedure is recommended. Disregard these
instructions if previously accomplished.
a. Check the trim drum in the stabilizer and make sure when at neutral there are 23 cable turns on
the drum with one omitted in the center.
b. Check the tab actuating push rod for its optimum length of 11.25 inches.
c. Make sure the nose gear is clear of the ground.
27-20-00
Page 11
2D4
PIPER AIRCRAFT
PA-34-220T
2. If the cables have been disconnected proceed as follows:
a. Make sure the rudder and tab are blocked in the neutral position.
b. Center the cockpit rudder trim control, and connect the rudder trim cables. Tighten the cables to
10 ± 2 pounds making sure the system is evenly tensioned to prevent uneven loads on the structure
and assemblies.
c. Unblock the tab.
3. With the rudder centered, rotate the trim control wheel in the cockpit to full right trim and then full left
trim.
4. Check that each tab travel is 25 ± 1 degrees. Adjust the actuating rod as necessary to obtain correct
travel.
5. If symmetrical travels cannot be reached by adjusting the actuating rod, add or remove stop washers
on the trim screw. At least two but no more than five AN-960-8 16 or AN-960-8 16L washers of any
combination are allowed.
—NOTE—
If the tab cannot be adjusted to the correct travels with the removal
or addition of washers along with adjustment of the actuating rod,
the cable trim barrel must be repositioned on the actuating trim
screw. Refer to the previous subject paragraphs for appropriate
instructions.
6. Remove the blocks securing the rudder in its neutral position.
7. Rudder tab servo travel is determined as follows:
a. Ascertain that the rudder trim control wheel in the cockpit is in its neutral position.
b. Push on one of the left rudder pedals until the "rudder" contacts its stop.
c. With a bevel protractor or other suitable tool measure the degree of deflection which should be 7
± 1 degrees from its neutral point.
d. Repeat the last two steps with the right rudder pedal again checking for 7 ± 1 degrees.
e. If either or both of these readings are off the trim barrel must be repositioned on the actuating
screw along with a readjustment of the actuating rod length. As necessary refer back to Step 3 of
this subject paragraph.
8. Secure the rudder against either stop and measure, if any, the amount of trim tab free play. Measuring
at the tab trailing edge, free play must not exceed 0.06 inch.
27-20-00
Page 12
2D5
PIPER AIRCRAFT
PA-34-220T
STABILATOR CONTROLS
TROUBLESHOOTING
Charts 2704 and 2705 lists troubles peculiar to stabilator control system along with their probable causes
and suggested remedies. When troubleshooting the stabilator control system, additional reference may be
obtained on control surface balancing from Chapter 55. After the trouble has been corrected, check the entire
rudder control system for security and operation.
CHART 2704. TROUBLESHOOTING STABILATOR CONTROL SYSTEM
control wheel and
stabilator. Linkage loose or worn. Check linkage and tighten
or replace.
Cables not in place Install cables correctly.

on pulleys.
Resistance to stabilator System not lubricated Lubricate system.
control movement. properly.
Binding control column. Adjust and lubricate.
Pulleys binding or rubbing. Replace binding pulleys and/or

provide clearance between
pulleys and brackets.
Resistance to stabilator Cables not in place on Install cables correctly.
control movement. pulleys.
(continued)
Bent stabilator hinge. Repair or replace

stabilator hinge.
Incorrect stabilator Stabilator stops incorrectly Adjust stop screws.
travel. adjusted.
Correct stabilator Stabilator cables incorrectly Rerig stabilator cables.
travel cannot be rigged.
obtained by
adjusting stops.
position.
27-30-00
Page 1
2D6
PIPER AIRCRAFT
PA-34-220T
CHART 2705. TROUBLESHOOTING STABILATOR MANUAL TRIM CONTROL
trim control wheel
and trim tab. Cables not in place on Install cables properly.
pulleys.
Linkage loose or worn. Check linkage and

tighten or replace.
Trim control wheel moves System not lubricated Lubricate system.
with excessive resistance. properly.
Pulleys binding or rubbing. Replace binding pulleys.

Provide clearance between
pulleys and brackets.
Cables not in place on Install cables properly.

pulleys.
Trim control wheel Trim tab hinge binding. Lubricate hinge. If
moves with excessive necessary, replace.
resistance. (continued)

Trim tab fails to System incorrectly rigged. Check and / or adjust rigging.
reach full travel.
Trim drum incorrectly Check and/or adjust rigging.

wrapped .
Trim indicator fails to Trim indicator unit not Adjust trim indicator.
indicate correct trim adjusted properly.
position.
REMOVAL OF STABILATOR CONTROL CABLES (Refer to Figure 27-12.)

1. To remove either the forward or aft stabilator cables, first remove the access panel to the aft section of the
fuselage.
2. Relieve cable tension from control system by loosening one of the cable turnbuckles in the aft section of
the fuselage.
27-30-00
Page 2
2D7
PIPER AIRCRAFT
PA-34-220T
A198
1. RUDDER STOPS
2. STABILATOR STOPS
Figure 27-15. Rudder and Stabilator Adjustments
A977
Figure 27-16. Method of Securing Trim Cables
27-30-00
Page 3
2D8
PIPER AIRCRAFT
PA-34-220T
3. Disconnect the stabilator down springs and clamps from the upper stabilator control cable in the aft
4. Either forward stabilator cable may be removed by the following procedure:
a. Remove the floor tunnel cover in the aft area of the cabin by removing the carpet and the heater
duct 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 and 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 the 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 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.
f. 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.
g. Disconnect the cables from the lower end of the tee bar by removing cotter pin, nut, washer and
bolt.
h. Draw the cable aft through the floor tunnel.
5. Either aft stabilator control cable may be removed by the following procedure:
a. Disconnect the cable end at the balance arm of the stabilator by removing the cotter pin, nut,
washer and bolt.
b. Remove the cotter pin cable guard at the pulleys located either above or below the balance arm.
c. Remove the cable from the airplane.
INSTALLATION OF STABILATOR CONTROL CABLES. (Refer to Figure 27-16.)

1. The forward stabilator cables may be installed by the following procedure:
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 as described in the next step.
d. Connect the forward control cable to the aft cable at the turnbuckles in the aft section of the fuse-
lage.
e. For the right control cable, install the cotter pin cable guard at the pulley in the forward area of
the tunnel.
f. Within the forward area of the floor opening aft of the main spar, install the cable rub blocks to
the spar housing and secure with screws.
g. In the area of the floor opening, install the cotter pin cable at the pulley cluster.
h. Install the cable guard plate under the pulley cluster located in the aft area of the aft floor tunnel
and secure with screws.
i. Set cable tension per Figure 27-18 and check rigging and adjustment.
27-30-00
Page 4
2D9
PIPER AIRCRAFT
PA-34-220T
E
10
9
B C 8
A 11
D 12
7
6
5
4 13
14
2 3 15
16
17
18
21
17
20 19
2045
STABILATOR CONTROL CABLE STABILATOR CONTROL CABLE
STA STA
130.17 166.84
STA
127.18
RUB BLOCK FAIRLEAD
STABILATOR TRIM CABLE STABILATOR TRIM CABLE

SKETCH A SKETCH B
Figure 27-17. Stabilator Controls Installation

27-30-00
Page 5
2D10
PIPER AIRCRAFT
PA-34-220T
203 F A273
UPPER STABILATOR CABLE ALIGN VERTICALLY ±10°
(FULL FORWARD)
6 18 17 41
39
42 40
SKETCH C SKETCH D
23 TURNS AS VIEWED ALONG 1. PULLEY, STA. 51.91

SURFACE (SIDE) OPPOSITE SLOT 2. WHEEL ASSY.,TRIM CONTROL
3. PULLEYS, STA 86.70
4. PULLEY CLUSTER, STA 127.17
& STA 130.16
5. PULLEY CLUSTER, STA. 166.83
6. PULLEY, STA 188.774
7. CABLES, CONTROL, AFT
1.06 INITIAL SETTING 8. PULLEY, STA. 261.458
9. PULLEY, STA. 276.991
33 10. TRIM SCREW ASSY
22 11. CONTROL ROD
12. PULLEYS, STA 292.34
A315 13. PULLEY STA279.49
14. BALANCE ARM
15. WEIGHT, BALLANCE ARM
16. CABLE, TRIM, AFT
17. TURNBUCKLE
18. SPRINGS, STABILATOR DOWN
38 19. CABLES, TRIM, FORWEARD
23 20. CABLES, CONTROL, FORWARD
24 21. BOBWEIGHT
25 22. PIN AND COTTER PIN
26 23. BOLT ASSY.
27
28 24. BARREL ASSY.
29 25. CABLE, TRIM, AFT
33 23 26. BRACKET ASSY.
30 31 27. SHAFT ASSY.
32 28. PIN
12 29. LINK ASSY.
30. EYE BOLT
31. JAM NUT
32. ROD ASSY.
33. COTTER PIN
34. TAB, STABILATOR TRIM
37 35. BOLT ASSY.
36. BRACKET, SUPPORT
37. BOLT ASSY.
36 35 38. MOUNTING BRACKET
34 39. TEE BAR
6.62 ING 40. ACTUATOR ROD
SETT
INITIAL SKETCH E 41. BOBWEIGHT
42. NOSE LANDING GEAR MOUNT ASSY.
Figure 27-17. Stabilator Controls Installation (continued)
27-30-00
Page 6
2D11
PIPER AIRCRAFT
PA-34-220T
j. Connect stabilator down springs and clamps to upper aft stabilator control cable. (See Sketch C)
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 floor panel aft of the main spar and secure with screws. Install the seat belt attach-
ments and seats.
n. Install the cover, heat duct. and carpet over the aft floor tunnel.
2. Either aft stabilator control cable may be installed by the following procedure:
a. Route the cable around its pulley located either over or under the balance arm of the stabilator.
b. Connect the cable to the stabilator balance arm and secure with bolt, washer, nut and cotter pin.
(Ensure bushing is installed with bolt.)
c. Connect the aft 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. Install the cotter pin cable guard at the pulley where required.
e. Connect the stabilator down spring to the upper aft control cable (see Sketch C).
f. Set cable tension and check rigging and adjustment.
CABLE TENSIONS
STABILATOR 40 ± 5 LBS.
12°30' ± 1° SEE NOTE 2 STABILATOR TAB 14 ± 1 LB
6°30' ± 1°
SEE NOTE 1 A641
10°30' ± 1°
7°30' ± 1°
STABILATOR CHORD LINE SEE NOTE 2
NOTES
1. THE NEUTRAL POSITION OF THE STABILATOR IS WHEN THE
STABILATOR CHORD LINE IS PARALLEL WITH THE TOP OF
THE SEAT TRACK STABILATOR RIGGING TOOL -
2. TOTAL TAB FREE PLAY IS NOT TO EXCEED 0.06 INCH REFER TO CHAPTER 91.
Figure 27-18 Stabilator Rigging
27-30-00
Page 7
2D12
PIPER AIRCRAFT
PA-34-220T
RIGGING AND ADJUSTMENT OF STABILATOR CONTROLS. (Refer to Figures 27-17 and 18)
The stabilator control system is designed to have the stabilator in neutral when the stabilator chord line is
parallel to that of the front seat tracks. Travels as specified in Figure 27-18, are measured from the neutral
point.
1. Before proceeding with any of the following instructions, level the airplane as described in Chapter 8.
— NOTE —
When adjusting cables, make sure they are evenly tensioned to

prevent uneven strain on aircraft components. After any cable
adjustments ensure that there is no interference between turn buck-
les and pulleys, and that all cables are aligned on their pulleys.
2. Remove the tail cone, and adjust the stabilator stops to obtain the travels specified in Figure 27-18.
The stabilator travel can be determined using the rigging tool as shown and is described in Chapter 91.
To check stabilator travel proceed as follows:
— NOTE —
Ensure the stabilator contacts both its stops before the control col-
umn (tee bar) contacts its stops.
a. Align the stabilator rigging tool on the upper surface of the stabilator as shown in Figure 27-18.
b. Position the stabilator in neutral and, using a bubble protractor, set the number of degrees up trav-
el as specified in Figure 27-18.
c. Raise the trailing edge of the stabilator until the elevator reaches its stop. If the bubble is not cen-
tered, adjust the elevator stops to obtain the correct travel.
d. Again place the stabilator in neutral and using the values from Figure 27-18, proceed with mea-
suring the down angle.
e. Make sure the lock nuts of the elevator stop bolts are secure.
3. The control column, or tee bar, is designed to be in the neutral position when at a forward angle of 7°
from the neutral position (refer to Figure 27-7). Rig the bobweight and control column to the stabila-
tor as follows:
a. Move the control column to its neutral position and with cable clamps (Figure 27-16) or other
suitable tool, block the column in this position.
b. Ascertain that the stabilator is in neutral, and disconnect the feel springs in the rear of the fuse-
lage.
c. Evenly adjust the cable tensions to those specified in Figure 27-18.
d. Adjust the control column-to-bobweight pushrod as necessary to achieve an angle of 25° +0 -1°
from a line projected from the lower bobweight link below a projected parallel line with the top of
the front seat tracks. Use Figure 27-7 for reference.
e. Remove the control column blocking mechanisms.
4. With the stabilator in neutral and the feel springs still detached proceed as follows to adjust the stabila-
tor tab:
a. Position the tab control in its neutral position.
b. As necessary adjust the tab push rod to streamline the tab with the stabilator. This is the neutral
position of the tab.
27-30-00
Page 8
2D13
PIPER AIRCRAFT
PA-34-220T
c. Rotate the trim wheel and cross check the travels with those in Figure 27-18.
d. If adjustments need to be made to alter the tab travels, only adjustment of the rod end fitting on
the tab actuating arm and the repositioning of the trim barrel screw are recommended.
5. Check to ensure the stabilator travel stops are contacted before those of the control column (tee bar).
6. Connect the stabilator feel springs.
7. Secure the stabilator against one of its stops and ascertain that total tab free play does not exceed 0.06
inches.
8. Make sure all cables are aligned in their pulleys and there is no interference throughout the entire sta-
bilator control system.
STABILATOR TRIM CONTROLS

REMOVAL OF STABILATOR TRIM ASSEMBLY (FORWARD) (Refer to Figure 27-17.)
1. To remove the trim control wheel assembly and / or the trim control cables, first remove the panel to
the aft section of the airplane.
2. If the aft trim cable is not to be removed, block the cables at the pulleys in the tail cone to prevent
them from unwrapping from the trim drum. (Refer to Figure 27-16.)
3. Loosen the cables if the trim control wheel is to be removed or disconnected if the cables are also to be
removed. Do this at the trim cable turnbuckles in the aft section of the fuselage.
4. The control wheel with drum may be removed by the following procedure:
a. Remove the control wheel cover by removing the cover attaching screws.
b. The wheel assembly may be removed from its mounting brackets by removing nut, washer, and
bolt that secures the wheel between the brackets. Draw the wheel from the brackets. Use caution
not to damage trim indicator wire.
c. Unwrap the left cable from the drum.
d. The wheel and drum are joined by three screws. Remove screws and separate these two items
with their center bushing and unwrap the right cable.
e. Tie the cables forward to prevent them from slipping back into the floor tunnel.
5. The trim control cables may be removed by the following procedure:
a. Remove the center seats and the pilot and rear seats if desired.
b. Remove the seat belts attached to the forward floor tunnel by removing attachment nuts, washers
and bolts.
c. Unfasten the carpet from the aft portion of the forward floor tunnel and lay it forward.
d. Remove the tunnel cover located between the trim control wheel and the spar cover by removing
attachment screws.
e. Remove the cable pulleys located in the forward tunnel by removing the cotter pin, washer and
clevis pin.
f. 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.
g. Remove the cable rub blocks located in the floor opening on the aft side of the main spar by
removing the block attachment screws.
h. Remove the carpet and the heater duct over the aft floor tunnel.
i. Remove the cover plate from the top of the aft floor tunnel by removing attachment screws.
j. Remove the cable guard (see Sketch A) from the underside of the trim cable pulleys located at
station 130.167 by removing the cotter pin and withdrawing the roll pin.
k. Remove the cable fairlead (see Sketch B) from the underside of the pulley cluster located at sta-
tion 166.837 by removing the plate attachment screws.
l. With the cables disconnected from the trim control wheel, draw the cable(s) through the floor tunnel.
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INSTALLATION OF STABILATOR TRIM ASSEMBLY (FORWARD). (Refer to Figure 27-17.)
1. The trim control wheel with drum may be installed by the following procedure:
a. Wrap the right trim cable on the trim drum by inserting the swaged ball of the cable in the slot
provided in the side (right side) of the drum that mates with the control wheel, and looking at this
side, wrap the drum with three and a half wraps of the cable in a clockwise direction.
b. Attach the control wheel to the cable drum by aligning the long lug of the drum with the long slot
of the wheel and securing the two pieces together with three screws.
c. 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 and a
half wraps of the cable in a clockwise direction.
d. Lubricate and install the bushing in the control wheel and drum.
e. Align the control cables and position the control wheel assembly between its mounting brackets.
Ascertain that the end of the trim indicator wire is positioned in the spiraled slot of the drum with
no bind on the end. Install the retainer bolt and washer from the left side and install washer and
nut.
f. Install the cover over the control wheel and secure with screws, unless the control cables have yet
to be installed.
2. The trim control cables may be installed by the following procedure:
a. Draw the cable(s) through the floor tunnel.
b. Wrap the cable drum and install the trim control wheel as given in Step 1.
c. Position the cable pulleys on the mounting bracket and install the clevis pin, washer and cotter
pin.
d. Connect the cable to the aft cable at the turnbuckle in the aft section of the fuselage. Install aft
cable if not installed.
e. Install the cable fairlead (see Sketch B) at the underside of the pulley cluster located at station
166.837 and secure with screws.
f. Install the roll pin type cable guard (see Sketch A) at the underside of the pulleys located in the
forward area of the aft floor tunnel and secure it with a cotter pin.
g. Install the cable rub blocks located on the aft side of the main spar housing and secure with
screws.
h. Remove the blocks that secure the aft trim cable and check that the cables are seated on the pul-
leys.
i. Set cable tension and check rigging and adjustment of stabilator trim. Safety all turnbuckles.
j. Install the tunnel cover on the forward tunnel and secure with screws.
k. Install the carpet over the floor tunnel.
l. Install the cover over the trim control wheel and secure with screws and special washers.
m. Install the seat belts removed from the top of the floor tunnel and secure with bolt, washer and
nut.
n. Install the floor panel and seat belt attachments aft of the main spar and secure panel with screws.
o. Install the aft floor tunnel and secure with screws.
p. Install the heater duct and carpet over the aft floor tunnel.
3. Install the panel to the aft section of the airplane and the seats.
REMOVAL OF STABILATOR TRIM CONTROLS (AFT) (Refer to Figure 27-17.)

2. Block the trim cables at the first set of pulleys forward of the cable turnbuckles in the aft section of the
fuselage.
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3. Remove the tail cone attachment screws and tail cone from the airplane.
4. Block the cable at the trim barrel to prevent it from unwrapping at the barrel.
5. Disconnect the cables at the turnbuckles.
6. Remove the cable guard pins at the trim screw and also at the pulleys located below the trim mecha-
nism at station 292.34.
7. Remove the bolt assembly which connects the forward end of the trim screw with the link assembly.
8. Unscrew the screw from the trim barrel.
9. Remove the four machine screws securing the two parts of the bracket assembly to the mounting
bracket.
10. Separate the two parts of the bracket assembly and remove the trim barrel and cable. Note the amount
and placement of washers at each end of the barrel to simplify reassembly.
11. Remove the barrel and cables from the airplane.
INSTALLATION OF STABILATOR TRIM CONTROLS (AFT). (Refer to Figure 27-17.)

1. Wrap the trim barrel by first laying the center of the aft trim cable (as measured equally from each end
to the center of the cable) in the slot of the barrel. Bring the upper cable through the diagonal slot in
the flange at the upper end of the barrel and wrap down in a counterclockwise direction. Bring the
lower cable through the diagonal slot in the lower end of the barrel and wrap up in a clockwise direction.
Wrap the cable as evenly as possible to obtain 23 wraps on the barrel as viewed from the side opposite
the slot and with the cables extending out from the slotted side.
2. Block both cables by clamping them between two pieces of wood laid next to the wraps to prevent
them from unwrapping.
3. Install the barrel between the two parts of the bracket assembly. Be sure to install the washers at both
ends of the barrel before installing it in the brackets.
4. Secure the barrel and bracket assembly to the mounting bracket with the four machine screws.
5. Install the screw into the barrel with the drilled bolt hole facing towards the front of the airplane.
6. Position the stabilator and trim tab in a neutral position as described in the next paragraph, and adjust
the trim screw until the bolt hole in the end aligns with the bolt hole in the yoke of the link assembly;
then install and secure the bolt assembly.
7. Route the cable around the pulleys at station 292.34 and forward to the turnbuckles in the fuselage.
8. Ascertain that the cables are in the pulley grooves; then install the guard pins at the pulleys.
9. Connect the cables to the turnbuckles and remove the blocking from both the forward and aft cables.
10. Set cable tension in accordance with Figure 27-18 and check rigging and adjustment.
11 Install the tail cone and secure with screws.
12 Install the access panel to the aft section of the fuselage.
RIGGING AND ADJUSTMENT OF STABILATOR TRIM (Refer to Figures 27-17 and 27-18.)
1. Level the airplane.
2. Remove the tail cone fairing from the fuselage by removing the attaching screws.
4. Secure the stabilator in its neutral position. To find neutral, place a rigging tool on the upper surface
of the stabilator as shown in Figure 27-13. Zero a bubble protractor on the top of the front seat tracks;
then set it on the rigging tool and tilt the stabilator until the bubble is centered.
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5. The following items should be accomplished as a preadjustment check before proceeding with the rig-
ging of the trim tab. If these items were accomplished during the installation, proceed with Step 6.
a. Ascertain that the cable is wrapped 23 times around the barrel as shown in Figure 27-12.
b. The trim screw is adjusted to an initial length of 1.06 inches as shown in Figure 27-12.
c. The actuating rod is initially adjusted to 6.62 inches in length as shown in Figure 27-12.
d. Set the trim cable tension in accordance with Figure 27-13. If the cables were disconnected and
replaced, rotate the control wheel several times to allow the cables to seat and then recheck the
tension.
6. Turn the trim control wheel until the trim tab streamlines with the neutral stabilator.
7. Check the bubble of the protractor over the neutral tab and then check the tab travels as given in
Figure 27-13. The degree of travel on the protractor is determined by taking the difference between
the protractor reading at neutral and up, and neutral and down. The bubble must be centered at each
reading with the airplane level.
8. If correct travels are not obtained, disconnect the actuating push rod from the trim screw and turn the
rod end in or out as required.
9. Reconnect the rod end and secure the jamb nut.
10. With the trim tab operating at its proper extremes ascertain that there is no cable or turnbuckle interfer-
ence, as well as binding or chafing.
11. With the stabilator held at one of its stops ensure that the trim tab free play does not exceed 0.06 inch
measured at the trailing edge.
12. Reinstall tail cone.
STALL WARNING
The stall warning system for this aircraft is designed to detect stall conditions through two modes of flight
operation. These conditions involve flight of the aircraft with flaps at 0° and 10°, or 25° and 40°. To accom-
plish this, the system utilizes two lift detectors, two micro switches, a horn, and a 5 amp circuit breaker.
The two lift detectors are mounted in the left wing outboard of the left nacelle. The detectors are mounted
such that as stalling conditions are approached with the flaps at 0° or 10° the outboard detector gives the indi-
cation of stall, while the inboard detector gives the indication with flaps at 25° or 40°.
For the system to function, the lift detectors are interconnected to a micro switch which is operated by a
cam on the flap torque tube. The mechanism is located inside the fuselage at the left wing root (refer to Figure
27-18). As the flap torque tube turns, positioning the flap, the cam activates the switch locking out the particu-
lar lift detector tab.
To prevent operation of the stall warning system while on the ground, a squat switch, mounted on the left
gear trunnion, opens the circuit as the gear is compressed. This switch is in line between the horn and the flap
switch.
The electrical circuit is protected by a 5 amp circuit breaker mounted in the circuit breaker panel on the
lower right side of the instrument panel.
TROUBLESHOOTING STALL WARNING SYSTEM

1. Insert a wedge or other tool under the leaf of the micro switch (squat switch) on the left main gear.
Check wiring for identification. Refer to Chapter 91 for wiring diagrams.
2. Ensure the flaps are in the full up position and switch on the master switch.
3. Using light finger pressure, gently raise the sensor blade of the outboard lift detector until the horn
comes on. Gently lower the blade and the horn should be deactivated. Move the flap to 10° and check
with the same procedure. In the same manner, ensure the inboard detector is also deactivated.
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4. Extend the flaps to 25° and 40° and as previously described, check that the outboard lift detector is
deactivated and the inboard lift detector activated.
5. If the stall system fails to operate properly make sure the master switch is off and check the system as
follows:
a. Using the wiring diagram in Chapter 91, check for proper continuities.
b. If it is felt the flap micro switch is out of adjustment refer to the FLAPS section of this chapter to
make access to the torque tube. With the flaps full up determine that the micro switch actuator
bearing is in contact with the fitting on the torque tube, and move the flaps to the 25° down posi-
tion. Listen for switch activation and adjust the switch as necessary.
6. Repeat Steps 3 and 4. If system still does not function properly, check continuity at flap switch termi-
nals and throughout system.
REMOVAL OF LIFT DETECTOR

1. Remove four screws holding the unit in place and remove the unit from the wing.
2. Identify the electrical leads to facilitate reinstallation. Disconnect the electrical leads.
INSTALLATION OF LIFT DETECTOR

1. Attach electrical leads to the appropriate terminals of the lift detector.
2. Position the unit on the wing, determining that the sensor blade of the unit drops down freely, and
secure in position with four screws previously removed.
A366
FIG
FLAP TORQUE TUBE
MICRO
SWITCH
FIF
FIH
TORQUE TUBE
FITTING
Figure 27-19. Stall Warning Flap Microswitch Adjustment
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FLAP CONTROLS
TROUBLESHOOTING
Charts 2706 lists troubles peculiar to flap control system along with their probable causes and suggested
remedies. When troubleshooting the flap control system, additional reference may be obtained from Chapter
57 on control surface balancing, if required. After the trouble has been corrected, check the entire rudder
control system for security and operation.
CHART 2706. TROUBLESHOOTING FLAP CONTROL SYSTEM
Flaps fail to extend or Control cable broken or Replace or reconnect control

retract. disconnected. cable.
Flaps not synchronized Incorrect rigging of Adjust flaps.

or fail to move evenly system.
when retracted.
REMOVAL OF MANUALLY OPERATED WING FLAPS (Refer to Figure 27-20.)

1. The flap torque tube assembly may be removed by the following procedure:
a. Remove the access plate located between the underside of the aft section of each wing and the
fuselage by removing attaching screws.
b. Remove the floor panel located aft of the main spar by removing the center seats, seat belt attach-
ments and the screws securing the panel. Lift the panel and remove from airplane.
c. The left and right flap control tubes (rods) may be disconnected either 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 the bolt through a hole in the
side skin of the fuselage. The hole is located over the torque tube when the flap handle is moved
to its 40 degree position.
d. With the flap handle, fully extend the flaps and disconnect the flap tension spring at the spar or
the aft end of the control cable as desired.
e. Grasp the flap handle; release the plunger and allow the flap to return to the retracted position.
Use caution as forward pressure will be on the handle with the tension spring disconnected.
f. Disconnect the flap return spring at the spar or return chain as desired.
g. Disconnect the control cable from the chain by removing cotter pin, nut, and clevis bolt.
h. Remove the tube support bearing blocks by removing the block attachment bolts.
i. Remove the nuts, washers and bolts securing the right and left cranks and stop fittings on the
torque tube.
j. From between each wing and the fuselage, remove the cranks from the torque tube.
k. Disconnect one bearing block from its mounting brackets by removing nuts, washers and bolts.
l. Slide the tube from the bearing block still attached to its brackets; raise the end and lift it from the
floor opening.
2. The flap control cable may be removed by the following procedure:
a. If the center seats and floor panel have not been removed, remove the seats and the screws secur-
ing the floor panel.
b. Disconnect the flap tension spring from the cable if not previously disconnected by extending the
flaps to relieve spring tension.
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c. Retract the flap. Use caution as forward pressure will be on the handle with the spring discon-
nected.
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 end of the cable by removing cotter pin, nut and bolt.
WARNING
REFER TO PIPER SERVICE BULLETIN 965

3. Remove the flap handle and bracket by disconnecting the cable clevis from the handle and removing
the bolts securing the bracket to the floor tunnel.
INSTALLATION OF MANUALLY OPERATED WING FLAPS (Refer to Figure 27-20 )

1. The flap torque tube assembly may be installed by the following procedure:
a. Install the chain sprockets and chains on the torque tube.
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 the appropriate hardware.
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 them with their bolts.
i. Connect the flap return spring to the return chain and/or at the spar housing.
j. Connect the control cable end to the tension chain and secure with bushing, clevis bolt, nut and
cotter pin.
k. Pull the flap handle full back and connect the tension spring. Release the flap handle to the for-
ward position.
l. Connect the flap control tube to the flap and/or torque tube crank and secure. The bolt and bush-
ing 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.
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2023
5
1 13 4
8 14
12 6
10 7 11 15
9 7
1 2 3 4 5 6 3 7 16
8
3
7 3 17
4 7
18
20 19
4
21
22 28
19 23
24
12 13 1712 16 15 14 25
26
7 29 30
31
1. BRACKET, ROD ATTACHMENT 17. CRANK, ARM, TORQUE TUBE 27

2. BOLT, WASHER , NUT & COTTER PIN 18. SPRING, RETURN 32
3. BLOCK, BEARING 19. BRACKET, BEARING BLOCK
4. BRACKET, BEARING BLOCK 20. CHAIN, TENSION SPRING
5. BOLT, BEARING BLOCK ATTACHMENT 21. CLEVIS BOLT, BUSHING, NUT & COTTER PIN
6. LOCKNUT 22. TURNBUCKLE
7. BOLT 23. SPRING, TENSION
8. TORQUE TUBE 24. CABLE, FLAP CONTROL
9. SPROCKET, TENSION SPRING 25. RUB BLOCK
10. SPROCKET, RETURN SPRING 26. PULLEY
11. CHAIN, RETURN SPRING 27. CLEVIS BOLT, NUT, WASHER & COTTER PIN
12. JAM NUT 28. SAFETY COTTER PIN
13. ROD, FLAP CONTROL 29. BRACKET, FLAP HANDLE
14. FITTING, TORQUE TUBE STOP 30. HANDLE, FLAP
15. SCREW, FLAP ADJUSTMENT 31. BUTTON, FLAP RELEASE
16. BOLT, WASHER & BUSHING 32. CLEVIS BOLT AND BUSHING (SEE PIPER S.B. 965)
Firure 27-20. Manually Operated Flap System
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3. The flap control cable may be installed by the following procedure:
a. Attach the cable and turnbuckle to the chain using the clevis bolt assembly. Ascertain that the
turnbuckle end is free to rotate on the chain. If the chain is not installed because of the torque
tube assembly being removed, install the assembly in accordance with instructions given in Step 1
of this subject.
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 the cotter pin cable guard over pulley located just ahead of the spar housing in the forward
floor tunnel.
WARNING
CHECK THAT BUSHING (PIPER P/N 6390-174) HAS BEEN

INSTALLED. REFER TO PIPER SERVICE BULLETIN 965
e. Attach the end of the cable to the flap handle arm and secure using the clevis bolt, washer, nut,
and cotter pin. . Adjust cable tension with handle in the FLAPS UP position.
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 and bracket cover.
5. Install the floor panel and seat belt attachments. Secure with screws and install seats.
RIGGING AND ADJUSTMENT OF MANUALLY OPERATED FLAPS (Refer to Figure 27-21.)

1. As applicable, remove the floor panel just aft of the main spar.
2. Make sure the flap handle is in its full forward position.
3. Back off the left hand torque tube stop screw, and adjust the stop screw on the right hand torque tube
until approximately 0.60 inch is obtained between the stop fittings and bearing block. Adjust other
screw as necessary.
TORQUE TUBE STOP SCREW 1. .375 HEIGHT SPACER IS TO BE IN LINE WITH AFT SPAR
RIVET LINE, BUT SHOULD NOT MAKE CONTACT WITH ANY
RIVETS.
* UP NEUTRAL (0°) OF FLAPS WILL OCCUR WHEN THESE
POINTS MAKE CONTACT WITH WING AND FLAP SKIN.
.60
1
FLAP RIGGING TOOL
REFER TO CHAPTER 91
FOR DIMENSIONS
WING CORD LINE

25°±2°
10°±2°
40°±2°
FLAP CORD LINE

FLAP STOP 0°±1°
ADJUSTMENT
Figure 27-21. Rigging of Manual Flap Controls

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4. With a 0.125 spacer between the right hand stop screw and stop fitting, apply a down pressure on top
of flap to see if flap will come down. If flap extends, turn adjustment screw out a few threads at a time
until flap remains in the up locked position, and tighten jam nut.
5. Remove the 0.125 spacer..
6. With the right hand stop screw against the stop, adjust the left hand stop screw to contact the stop.
Make sure to tighten the jam nut.
7. Adjust the cable turnbuckle only as necessary to remove all slack. Do not tighten cable to the point
that the stop screw comes off the stop.
8. To check up-neutral position of the flaps, place a flap rigging tool as shown in Figure 27-21 against the
underside of the wing and flap as close as possible to the outboard end of the flap without contacting
any rivets. The tool must be positioned parallel with the wing ribs with the aft end of the tool even
with the trailing edge of the flap. (This tool may be fabricated from dimensions given in Chapter 91.)
9. With the flap control rod connected between the torque tube crank arm and the flap, check that the sur-
face of the wing contacts the tool at its forward surface and at the spacer, and the aft end of the flap
contacts the aft end of the tool. The flap is neutral at this position.
10. Should the three points not contact, loosen the jam nuts on each end of the control rod and rotate the
rod until the three points contact. Apply a slight up pressure, enough to take slack out of linkage,
against the trailing edge of the flap while making this adjustment. After adjustment, retighten the jam
nuts.
11. Check and adjust the other flap in a like manner.
—NOTE—
In the event of wing heaviness during flight, the flap on the side of
the heavy wing can be adjusted down from neutral to remedy this
condition by lengthening the control rod. Check the inspection
hole in each rod end to ascertain that there are sufficient threads
remaining and a wire cannot be inserted through these holes. Do
not raise the flap of the other wing above neutral.
12. Check the flap for full down travel to the degrees required in Figure 27-21. Should the travel not be as
that required, readjust the torque tube stop screw in or out as required. After readjusting the screw, it
will be necessary to review Steps 4 thru 11.
13. Check operation of the flap and flap handle ratchet mechanism.
14. Install access plates and panels.
REMOVAL OF ELECTRICALLY OPERATED WING FLAPS (Refer to Figure 27-22.)

1.To remove flap torque tube assembly:
a Extend flaps to 40° position
b Remove floor panel located aft of main spar by removing center seats, seat belt attachments and
screws securing panel. Lift panel and remove from airplane.
c Remove access plate located between underside of aft section of each wing and fuselage by
removing attaching screws.
d Disconnect left and right flap control tubes (rods) either:
(1) At the flaps by removing nuts, washers and bolts at the torque tube cranks (arms) or by;
(2). Removing bolts and washers from inner side of each crank. Remove bolt through a hole in
the fuselage side skin located over torque tube .
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e Disconnect electrical connections from limit switches mounted to torque tube switch plate.
f Disconnect cable ends from torque tube pulley assembly by removing the cotter pins.
g Disconnect jack screw actuator from torque tube bellcrank by removing nut, washers and bolt.
h Remove tube support bearing blocks by removing block attachment bolts.
i Remove nuts, washers and bolts securing right and left cranks, and stop fittings on torque tube.
j From between each wing and fuselage, remove cranks from torque tube.
k Disconnect one bearing block from its mounting brackets by removing nuts, washers and bolts.
l Slide tube from bearing block still attached to its brackets. Raise end and lift it from floor opening.
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 secur-
ing the floor panel.
b. Remove the aft heat deflectors on each forward floor tunnel by sliding them far enough to release
the spring fasteners.
c. Lift the aft section of the tunnel carpet far enough to remove the screws securing the tunnel cover
and remove the cover.
d. If not previously accomplished, remove the cotter pins securing the cable ends to the pulley
assembly on the torque tube; and the clamps securing the cable housings to the support bracket.
e. Disconnect the selector lever and cable from the selector lever support bracket mounted on the aft
side of the instrument panel.
f. Remove the cable assembly from the tunnel.
3. The jack screw and motor assembly may be removed by the following procedure.
a. Remove the center seats and floor panels.
b. Disconnect the electrical leads to the motor.
c. If not previously accomplished, remove the nut, washers and bolt securing the screw jack actuator
to the torque tube bellcrank.
d. Remove the nut, washers and bolt securing the jack screw to its mounting bracket. Do not drop
the bushing in the jack screw mounting end.
INSTALLATION OF ELECTRICAL OPERATED WING FLAPS (Refer to Figure 27-22)

1 To install flap actuator jack screw and motor assembly:
a Position flap actuator jack screw and motor assembly through center floor opening. Do not drop
bushing in jack screw mounting end.
b Install nut. washers and bolt securing flap actuator jack screw to its mounting bracket.
c Install nut, washers and bolt securing flap actuator jack screw to torque tube bellcrank.
d Connect electrical leads to flap actuator motor.
2 To install flap control cable:
a Position cable assembly in tunnel.
b Connect cable to flap selector lever and flap selector lever support bracket mounted on aft side of
instrument panel.
c Attach cable ends to pulley assembly on torque tube by installing cotter pins .
d Install clamps securing cable housings to support bracket.
e Install aft section tunnel cover and secure with screws.
f Install tunnel carpet and heat deflectors,
g Install center seats.
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1. CABLE ASSEMBLY 14. CAM, FLAP TORQUE TUBE

2. PULLEYS 15. RELAYS, FLAP ACTUATOR
3. BRACKET, FLAP SELECTOR DETENT 16. BELLCRANCK ASSY.
4. FLAP INDICATOR LIGHT ASSY. 17. COVER, FLAP ACTUATOR
5. FLAP SELECTOR LEVER ASSY. 18. FLAP ACTUATOR
6. BRACKET 19. FLAP ACTUATOR MOTOR
7. RETAINER, TORQUE TUBE 20. ACTUATOR MOUNTING BRACKET
8. COTTER PIN
9. PULLEY, FLAP TORQUE TUBE
10. SWITCHES
11. WASHERS
12. LEVER, SWITCH MOUNTING
13. TORQUE TUBE ASSY.
4
1
2 5
8
9
3 10
7
11
6
12
13
14 15
16
17
18
19
20
Figure 27-22. Electrically Operated Flap System
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3 To install flap torque tube assembly:
a Check that one end bearing block fitting is installed between its attachment brackets.
b Slide the other end bearing block over its respective end of torque tube.
c Position torque tube by placing end with bearing block attached between appropriate mounting
bracket Slide other end into previously attached end bearing block. Secure with bolts, washers
and nuts.
d Between each wing and fuselage, attach cranks to torque tube.
e Install nuts, washers and bolts securing right and left cranks, and stop fittings on torque tube.
f Install tube support bearing blocks . Secure by installing block attachment bolts.
g Connect jack screw actuator to torque tube bellcrank and secure with nut, washers and bolt.
h Connect cable ends to torque tube pulley assembly and secure with cotter pins.
i Connect electrical connections to limit switches mounted to torque tube switch plate.
j Connect left and right flap control tubes (rods) either:
(1) At flaps by installing nuts, washers and bolts at torque tube cranks (arms) or by;
(2). Installing bolts and washers to inner side of each crank. Install bolt through a hole in the
fuselage side skin located over torque tube .
k Install access plate located between underside of aft section of each wing and fuselage by
installing attaching screws.
l Install floor panel located aft of main spar and secure with screws
m Install center seats and seat belt attachments.
n Retract flaps.
RIGGING AND AJUSTMENT OF ELECTRICALLY OPERATED WING FLAPS:

CONTROL CABLE RIGGING (Refer to 27-23)
1 Loosen lever cable clamp nut so that cable can move freely through cable clamp. Secure
lever in the full down position. (Refer to Figure 27-23).
2 Position the swash plate assembly on torque tube and secure inplace. (Refer to Figure 27-23.)
3 Loosen cable housing clamps at pulley support channel. Adjust cable tension so that a
5 ± 0.5 pound pull midway between cable housing clamps and swash plate assembly will
deflect the cable 0.38 inch from relaxed position. Tighten cable housing clamp. (Refer to
Figure 27-24.)
4 Tighten lever cable lamp nut so that cable is compressed to 1/2 its full diameter. (Refer to
Figure 27-23.)
CAM ADJUSTMENT
1. Pull the electric flap circuit breaker.
2. Disconnect the actuator motor power leads and connect a reversible 24-volt dc power source.
3. Run the actuator out so that there is 0.10 inch clearance between the torque tube and the actuator
pushrod. (Refer to Figure 27-24.)
4. Reconnect the aircraft wires to the actuator motor and secure.
5. With the electric flap circuit breaker pulled, apply power to the aircraft buss.
6. Loosen the set screw in the cam and rotate until the flap in-transit light is out. (Refer to Figure 27-24.)
27-50-00
Page 8
2E2
PIPER AIRCRAFT
PA-34-220T
TORQUE TUBE
.07 MIN.
.19 MAX
ACTUATOR PUSH ROD
SELECTOR ASSEMBLY
LEVER CABLE
CLAMP NUT
Figure 27-23. Rigging of Electric Flap Controls
— NOTE —
Ensure that the switch rollers are in the cam “null point” as shown
in Figure 27-23 and not 180 degrees off.
7. Tighten the cam set screws.
8. Push in the electric flap circuit breaker and verify that the flap motor does not run.
9. Move the selector lever to the full “down” position and verify that the actuator retracts and stops about
.4 inch short of bottoming out.
10. Move the selector lever to the full UP position and verify that clearance between the actuator pushrod
and torque tube is 0.07 inches minimum, 0.19 inches maximum. (Refer to Figure 27-23.)
11. Adjust the left and right stop screws so that contact is just made with the stop. Tighten the jamb nuts.
(Refer to Flap Stop, Figure 27-25.)
FLAP ANGLE SETTING

1. With the flap selected UP, adjust each flap pushrod so that the chord line of the flap forms a 0° ± 1°
angle with the wing chord at the outboard end of the flap.
— NOTE —
While making this adjustment, maintain a slight “up” pressure
on the underside of the flap sufficient to take the slack out of the
linkage.
27-50-00
Page 9
2E3
PIPER AIRCRAFT
PA-34-220T
CABLE HOUSING CLAMP (TYPICAL)
MEASURE CABLE DEFLECTION

FROM STATIC BETWEEN THESE
POINTS.
PULLEY
SUPPORT
CHANNEL
SWASH PLATE
ASSEMBLY
CAM NULL POINT
TORQUE TUBE
SKETCH 1 CAM
SKETCH 2
Figure 27-24 Rigging of Flap Cam-Cable Assembly

FLAP TRAVEL CHECK
While maintaining a light “up” pressure on the underside of the flap, check that the flap travel is:
1. 0° ± 1° in full UP position.
2. 10° ± 2° at the FIRST stop.
3. 25° ± 2° at the SECOND stop.
4. 40° ± 2° at the full DOWN position.
27-50-00
Page 10
2E4
PIPER AIRCRAFT
PA-34-220T
STOP SCREW
STOP
Figure 27-25 Stop Screws Adjustment
27-50-00
Page 11
2E5
PIPER AIRCRAFT
PA-34-220T
GRIDS 2E6 THRU 2E10

2E6
CHAPTER
28
FUEL
2E11
PIPER AIRCRAFT
PA-34-220T
CHAPTER 28- FUEL
CHAPTER
28-00-00 GENERAL 2E14

28-00-00 Description and Operation 2E14
28-00-00 Troubleshooting 2E15
28-10-00 STORAGE 2E18
28-10-00 Inspection and Repair of Fuel Tanks 2E18
28-10-00 Removal of Inboard Fuel Tank 2E18
28-10-00 Installation of Inboard Fuel Tank 2E18
28-10-00 Outboard Fuel Tank 2E19
28-10-00 Removal of Outboard Fuel Tank 2E19
28-10-00 Installation of Outboard Fuel Tank 2E19
28-10-00 Inboard Fuel Tank (Optional Fuel Cell
Installed) 2E19
28-10-00 Removal of Inboard Fuel Tank (Optional
Fuel Cell Installed) 2E19
28-10-00 Installation of Inboard Fuel Tank
(Optional Fuel Cell Installed) 2E19
28-10-00 Outboard Fuel Tank (Optional Fuel Cell
Installed) 2E20
28-10-00 Removal of Outboard Fuel Tank
28-10-00 Installation of Outboard Fuel Tank
28-10-00 Optional Fuel Cell 2E20
28-10-00 Removal of Optional Fuel Cell 2E20
28-10-00 Installation of Optional Fuel Cell 2E21
28-10-00 Maintenance of Fuel Cells 2E21
28-10-00 Cleaning and Inspection of Fuel Cells 2E21
28-10-00 Fuel Cell Compartment 2E22
28-10-00 Handling and Storage of Fuel Cells 2E22
28-10-00 Repair of Fuel Cells 2E24
28-10-00 Handling of Repair Materials 2E24
28-10-00 Repair Procedures for Goodyear Vithane
Fuel Cells 2E24
28-10-00 Repair Limitations of Fuel Cells 2F1
28-10-00 Patch Repair (Heat Cure Method) 2F1
28-10-00 Patch Repair (Air Cure Method) 2F4
28-10-00 Defect Repairs of Fuel Cells 2F4
28-10-00 Testing Fuel Cells 2F4
28-10-00 Flush Fuel Cap Maintenance 2F5
28 - Cont./Effec.
Page 1
2E12
PIPER AIRCRAFT
PA-34-220T
CHAPTER 28- FUEL
CHAPTER
28-10-00 Locking Fuel Cap 2F5

28-10-00 Disassembly of Locking Fuel Cap 2F5
28-10-00 Assembly of Locking Fuel Cap 2F6
28-10-00 Inspection of Fuel System 2F6
28-20-00 DISTRIBUTION 2F8
28-20-00 Fuel Vent and Vapor Return Systems 2F9
28-20-00 Fuel Selector Valve 2F10
28-20-00 Removal of Fuel Selector Valve 2F10
28-20-00 Disassembly of Selector Valve 2F10
28-20-00 Cleaning, Inspection and Repair of
Selector Valve 2F10
28-20-00 Assembly of Selector Valve 2F11
28-20-00 Leak Test of Selector Valve 2F11
28-20-00 Installation of Fuel Selector Valve 2F11
28-20-00 Rigging of Selector Valve 2F12
28-20-00 Cleaning Fuel System 2F12
28-20-00 Electric Fuel Pump 2F12
28-20-00 Removal and Installation of Electric
Fuel Pump 2F12
28-20-00 Auxiliary Fuel System Adjustment 2F12
28-20-00 Auxiliary Fuel System Operational Check 2F13
28-20-00 Fuel Filters 2F15
28-20-00 Removal of Fuel Filter 2F15
28-20-00 Disassembly of Fuel Filter 2F15
28-20-00 Cleaning, Inspection and Repair of Fuel Filter 2F16
28-20-00 Assembly of Fuel Filter 2F16
28-20-00 Installation of Fuel Filter 2F16
28-40-00 INDICATING 2F18
28-40-00 Fuel Quantity Sender Units 2F18
28-40-00 Fuel Quantity Sender Gauge Check
(Installed) Seneca III 2F18
28-40-00 Fuel Quantity Sender Gauge Check
(Installed) Seneca IV 2F18
28 - Cont./Effec.
Page 2
2E13
PIPER AIRCRAFT
PA-34-220T
GENERAL
This chapter to provides information for the maintenance of repairable components of the fuel system. A
troubleshooting section is included to assist in isolating and correcting troubles which may occur.

The fuel system is actually made up of two individual systems, one for each engine. Crossfeed lines are
included, providing a source of fuel from one side to the other when needed and selected.
The Seneca III standard system consists of two aluminum fuel tanks in each wing that form an integral
part of the wing surface. The two aluminum tanks are interconnected providing each side with 49 U. S. gallons
and a total capacity for the aircraft of 98 U. S. gallons. A bladder cell interconnected between the two tanks,
makes up the optional system, providing each wing with a capacity of 64 U. S. gallons, giving a total capacity
of 128 U. S. gallons.
The Seneca IV standard system consists of two aluminum fuel tanks and a bladder cell in each wing. The
aluminum fuel tanks form an integral part of the wing surface. The two aluminum fuel tanks and bladder cell
in each wing are interconnected providing each wing with a capacity of 64 U. S. gallons, giving a total capacity
of 128 U. S. gallons.
On Seneca III airplanes, fuel quantity transmitters are mounted in the inboard and outboard aluminum
tanks on both the standard and optional systems. The transmitters are interconnected to their respective side on
a dual gauge. The gauge senses the total resistances sent by the transmitters and thereby indicates the level of
fuel.
On Seneca IV airplanes, fuel quantity transmitters are mounted only in the inboard and outboard aluminum
tanks. The transmitters are interconnected on their respective side to a single fuel quantity gauge with dual
(LEFT and RIGHT) indications. The gauge senses the total resistances sent by the transmitters and thereby
indicates the level of fuel.
With the tanks interconnected, fuel for the respective engine is taken off the inboard tank. Fuel, drawn by
one of the engines or electric pumps, leaves the inboard tank through a finger strainer to the fuel selector valve.
The fuel is directed by the valve either to crossfeed or to its specific engine. From the selector valve, fuel goes
through a filter to the electric pump and into the engine driven pump which supplies fuel pressure to the metering
unit.
A fuel flow gauge showing both left and right flow rates is located on the pilot’s side of the instrument
panel. The gauge is connected to a vent line from the intake manifold and to the fuel manifold valve. Each
engine has an engine driven fuel pump that is part of the fuel injection system. An auxiliary fuel system is
provided to supply fuel to the engine in case of engine driven fuel pump failure or malfunction, for ground and
inflight starting, and for vapor suppression. The two auxiliary fuel pump switches are located on the lower left
instrument panel and consist of, three position, rocker type switches, (LO, HI and center OFF). The LO auxiliary
fuel pressure is selected by pushing the top of the switch. The Hi auxiliary fuel pressure is selected by pushing
the bottom of the switch. To prevent accidental activation of the Hi position, a switch guard must be unlatched
before the switch is placed in the Hi position. When the Hi auxiliary fuel pump is activated, an amber light
near the annunciator panel is illuminated for each pump. These lights dim whenever the pump pressure
reduces automatically due to the manifold pressure dropping below approximately 21 inches.
In case of a failed engine driven fuel pump, auxiliary fuel pressure may be selected. Adequate pressure
and fuel now will be supplied for up to approximately 75% power. Manual leaning to correct fuel flow will be
required at altitudes above 15,000 feet and for rpm’s less than 2300. An absolute pressure switch automatically
selects a lower fuel pressure when the throttle is reduced below 21 in. Hg manifold pressure and the Hi auxil-
iary fuel pump is on.
28-00-00
Page 1
2E14
PIPER AIRCRAFT
PA-34-220T
— CAUTION —
EXCESSIVE FUEL PRESSURE AND VERY RICH

FUEL/AIR MIXTURES WILL OCCUR IF THE HI POSI-
TION IS ENERGIZED WHEN THE ENGINE FUEL INJEC-
TION SYSTEM IS FUNCTIONING NORMALLY.
Low auxiliary fuel pressure is available and may be used during normal engine operation both on the ground
and in flight for vapor suppression should it be necessary as evidenced by unstable engine operation during
idle or at high altitudes.
An cold weather primer system is available as an option on the Seneca III; the primer system is standard on
the Seneca IV. Primer operation is accomplished with two separate spring.loaded OFF. primer button type
switches, located adjacent to the starter switches. These switches are used to select the HI auxiliary fuel pump
operation for priming, irrespective of other switch positions. These primer buttons may be used for both hot or
cold engine starts.
Seneca III airplanes equipped with an optional engine primer system, as a result of having installed Piper
Service Kit No. 761 094, will have the primer switch location and actuation the same as the standard airplane.
However. this system includes several parts not found in the standard airplane, but which make up an integral
part of the engine fuel system. These components are: an electrically operated diverter valve, located on the
engine in the metered fuel supply line between the air throttle valve and the manifold valve; two primer noz-
zles, located in the intake manifold on each side of the engine; interconnecting fuel lines; and fine wire spark
plugs. Actuation of the engine primer switch operates the auxiliary electric fuel pump on HI and energizes the
diverter valve which supplies fuel to each primer nozzle in the intake manifold. The diverter valve does not
shut off all fuel flow to the manifold valve therefore some quantity of fuel is also supplied to each cylinder
nozzle during priming. Operation of the auxiliary fuel pump on HI and LO is unchanged.
TROUBLESHOOTING
Troubles peculiar to the fuel system are listed in chart 2801 along with their probable causes and suggested
remedies. When troubleshooting, check from the power supply to the items affected. If no trouble is found by
this method, the trouble probably exists inside individual pieces of equipment: they may be removed from the
airplane and an identical unit or units, tested and known to be good, installed in their place.
CHART 2801. TROUBLESHOOTING FUEL SYSTEM
Failure of fuel to flow. Fuel line blocked. Flush fuel system.
Fuel vent cap blocked. Check and clean vent

hole in cap.
Mechanical or electrical Check and replace if

fuel pump failure. necessary.
28-00-00
Page 2
2E15
PIPER AIRCRAFT
PA-34-220T
CHART 2801. TROUBLESHOOTING FUEL SYSTEM (continued)
Fuel selector valve Reposition as required.

in 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 Broken wire. Check and repair.

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

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

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

at ground lip or rear
of gauge.
Low pressure or Obstruction in inlet Trace lines and

pressure surges. side of pump. locate obstruction.
Air in line to Bleed line.

pressure gauge.
— NOTE —
Refer to Chart 7101 for additional Fuel System Troubleshooting.
28-00-00
Page 3
2E16
PIPER AIRCRAFT
PA-34-220T
THROTTLE
BODY
DIVERTER
VALVE
FUEL
MANIFOLD
VALVE
TO AUX. FUEL CONTROL PANEL
GAGE AND NOZZLES

VENTED TO DECK
PRESSURE FUEL
NOZZLES
MANIFOLD
FUEL FUEL VALVE
METERING UNIT FLOW
METER DECK
ANEROID AIR
BALANCE LINE ENGINE DRIVEN PUMP
WITH SEAL DRAIN
FUEL VAPOR FILTER
INTERCONNECT RETURN & DRAIN AUXILIARY (OR ELECTRIC) FUEL PUMP
LINE
CHECK VALVES
FUEL FUEL
TANK TANK
OUT'BD IN'BD
DRAINS
VENT
INTERCONNECT OPTIONAL BLADDER HEATER
LOW POINT FUEL PUMP
FUEL CELL DRAINS VENT
FUEL SELECTOR TO HEATER

CONTROLS
Figure 28-1. Fuel System Schematic
28-00-00
Page 4
2E17
PIPER AIRCRAFT
PA-34-220T
STORAGE
INSPECTION AND REPAIR OF FUEL TANKS
– WARNING –
If drain valves are removed to drain tanks, apply Parker
Hannifin thread lube, Piper code no. 913 224, to male pipe
threads before installing. Do not allow lubricant to enter fuel
system.
Completely drain fuel tanks. (Refer to Draining Fuel Systems, Chapter 12.) Inspect each tank for signs of
leaks as indicated by telltale stains. If a fuel leak is detected, remove fuel tank and repair as follows: (Refer to
Repair of Fuel Cells for repairing bladder-type outboard tanks.)
– WARNING –
Sloshing of fuel tanks not approved
(1) If tank has previously been sloshed, use a mirror and inspection light inserted through the filler neck to
inspect tank interior for signs of peeling or chipping sealer. If peeling and/or chipping has occurred,
and separated material is found, sloshing material must be completely removed or tank replaced.
(2) Seal leaks with Products Research Corporation PR 1422A series or PR1433G series sealant. For exam-
ple: PR1422A1
REMOVAL OF INBOARD FUEL TANK

1. Locate and remove cover from access hole located on underside of wing between Wing Station 138
and Wing Station 161.
2. With fuel completely drained from tank, loosen clamps at hose connections on fuel line and fuel vent
line. Slide hose connections away from fuel tank.
3. Remove screws from around the perimeter of the tank. Carefully pull tank away from the wing far
enough to gain access to/and remove sender wire and fuel line.
4. The tank is now free to be removed.
INSTALLATION OF INBOARD FUEL TANK.

1. Position fuel tank in its recess in the wing. Connect fuel line and fuel sender wires. Slide tank com-
pletely into position and secure with screws around its perimeter.
2. Using access hole located on underside of wing, slide hose on interconnecting fuel line and fuel vent
line into position and tighten clamps.
3. Fill fuel tanks and check for leaks, unrestricted fuel flow, accurate sender indications on fuel quantity
gauge, and security of attachment of ground wire to interconnecting fuel line, fuel vent line and wing
rib at Wing Station 138.
28-10-00
Page 1
2E18
PIPER AIRCRAFT
PA-34-220T
OUTBOARD FUEL TANK
REMOVAL OF OUTBOARD FUEL TANK
1. Using the same access hole described in “Removal of Inboard Fuel Tank” and, with fuel completely
drained from the tank, loosen clamps at hose connections on fuel line and fuel vent line. Slide hose
connections away from fuel tank.
2. Remove screws from around the perimeter of the tank. Carefully pull tank away from the wing far
enough to gain access to remove sender wires and fuel vent line located on outboard side of tank.
— NOTE —
In the event the interconnecting fuel line and fuel vent line are
being removed, it will be necessary to first disconnect the ground
wire attached to the rib at Wing Station 138.00.
INSTALLATION OF OUTBOARD FUEL TANK

1. Position fuel tank in its recess in the wing. Connect vent line on outboard side and fuel sender wires.
Slide tank completely into position and secure with screws around its perimeter.
2. Using access hole located on underside of wing, slide hose on interconnecting fuel vent line into posi-
tion and tighten clamps.
3. Slide hose connection on interconnecting fuel line into position and tighten clamps.
4. Fill the fuel tank and check for leaks and unrestricted fuel flow, accurate sender indications on fuel
quantity gauge, and security of attachment of ground wire to interconnecting fuel line, fuel vent line
and wing rib at Wing Station 138.00.
INBOARD FUEL TANK (Optional Fuel Cell Installed.)

REMOVAL OF INBOARD FUEL TANK (Optional Fuel Cell Installed.)
1. Remove optional fuel cell before proceeding. Refer to the appropriate paragraph.
2. With fuel tank completely drained, remove screws from around perimeter of the tank. Carefully pull
tank away from the wing far enough to gain access to and remove sender wire and fuel line.
INSTALLATION OF INBOARD FUEL TANK (Optional Fuel Cell Installed.)

1. Position fuel tank in its recess in the wing. Connect fuel line and fuel sender wires. Slide tank com-
pletely into position and secure with screws around its perimeter.
2. Install optional fuel cell.
3. Fill fuel tanks and check for leaks, unrestricted fuel flow, accurate sender indications on fuel quantity
gauge.
28-10-00
Page 2
2E19
PIPER AIRCRAFT
PA-34-220T
OUTBOARD FUEL TANK (Optional Fuel Cell Installed.)
REMOVAL OF OUTBOARD FUEL TANK (Optional Fuel Cell Installed.)
1. Remove optional fuel cell before proceeding.
2. With fuel completely drained from the tank, remove screws from around the perimeter of the tank.
Carefully pull tank away from the wing far enough to gain access to remove sender wires and fuel vent
line located on outboard side of tank.
INSTALLATION OF OUTBOARD FUEL TANK (Optional Fuel Cell Installed.)

1. Position fuel tank in its recess in the wing. Connect vent line on outboard side and fuel sender wires.
Slide tank completely into position and secure with screws around its perimeter.
2. Install optional fuel cell.
3. Fill the fuel tank and check for leaks, unrestricted fuel flow and accurate sender indications on fuel
quantity gauge.
OPTIONAL FUEL CELL

REMOVAL OF OPTIONAL FUEL CELL (Refer to Figure 27-2.)
— WARNING —
OBSERVE ALL FUEL SYSTEM FIRE HAZARD PRE-CAU -

TIONS THROUGHOUT ALL REMOVAL OR INSPECTION
PROCEDURES. USE VAPOR-PROOF LIGHT FOR INSPEC -
TION.
1. Drain fuel tanks and remove fuel cell access panel located on top side of wing between Wing Station
138.00 and Wing Station 161.00.
2. Reaching through fuel cell opening, remove hose clamp securing fuel cell vent nipple to vent tube of
inboard and outboard fuel tanks.
3. Remove wing plugs from underside of wing at Wing Stations 138.00 and 161.00 and, using a common
screwdriver, loosen clamp securing fuel cell interconnect nipple to inboard and outboard fuel tanks.
4. Reaching through fuel cell access hole, gently separate Velcro fasteners holding fuel cell to surround-
ing structure.
5. Separate fuel cell vent nipple and fuel cell interconnect nipple from inboard and outboard fuel tanks.
6. Carefully fold fuel cell and remove through fuel cell access hole.
— NOTE —
Pad edges of access hole to prevent possible damage to fuel cell.
28-10-00
Page 3
2E20
PIPER AIRCRAFT
PA-34-220T
INSTALLATION OF OPTIONAL FUEL CELL (Refer to Figure 27-2.)
— WARNING —
OBSERVE ALL FUEL SYSTEM FIRE HAZARD PRECAU -

TIONS THROUGHOUT ALL INSTALLATION OR INSPEC -
TION PROCEDURES. USE VAPOR-PROOF LIGHT FOR
INSPECTION.
1. Before installing fuel cell inspect airframe cavity for cleanliness.
2. Place fuel cell into airframe cavity through access opening. Make sure no wrinkles exist in fuel cell
upon installation.
— NOTE —
Pad edges of access hole to prevent possible damage to fuel cell.

3. Install clamp on fuel cell interconnect nipple and tighten finger tight.
— NOTE —
Position so that screw on clamp will be facing plug hole in under-

side of wing.
4. Reaching into fuel cell, work fuel cell interconnect nipple onto interconnect fitting of inboard and out-
board fuel tanks.
5. Using a common screwdriver and working through plug hole in underside of wing, tighten clamps.
Torque should be 30 to 35 inch-pounds.
6. Press fuel cell vent nipple onto fuel tank vent fitting of inboard and outboard fuel tanks. Position
clamp on nipple fitting so that when tightened the screw body does not contact top of fuel cell. Torque
to 15 inch-pounds.
7. Press outward firmly on sides and top of fuel cell to engage cell with Velcro tape.
8. Position gaskets as shown in Figure 28-2. Place access panel over opening and secure with screws.
Torque to 25 in. lbs.
9. Reinsert wing plugs in openings on underside of wing.
10. Service fuel tanks and inspect for leaks.
MAINTENANCE OF FUEL CELLS

CLEANING AND INSPECTION OF FUEL CELLS
1. Fuel cells may be cleaned by the following procedure:
a. New Cells: It should not be necessary to clean new cells upon removing them from their contain-
ers, if they are installed in the airframe cavities promptly. If for any reason the cells are not
installed immediately, and become dirty, they should be cleaned with soap and warm water to
remove foreign material prior to installation in a clean cavity.
—WARNING—
USE A VAPOR-PROOF LIGHT FOR INSPECTION.
28-10-00
Page 4
2E21
PIPER AIRCRAFT
PA-34-220T
CLEANING AND INSPECTION OF FUEL CELLS (continued)
b. Used Cells: Prior to removal, the cells are to be drained of fuel, purged with fresh air and swabbed
out to remove all traces of fuel. Following removal, the cells are to be cleaned inside and out with
soap and warm water.
2. Fuel cells may be inspected by the following procedure:
a. New Cells: Inspect the cell surface inside and outside for cuts, abraded (scuffed) areas and acces-
sory damage. Also, inspect the fitting seals for nicks, scratches and foreign material.
b. Used Cells: Cells removed from the airframe cavity for inspection and repair or cells being
returned to service from storage. should be inspected as outlined above
Cells installed in the airframe cavity may be inspected for possible repairs by reaching through
the fuel cell access plate and taking a section of cell between the thumb and forefinger. Wipe the
ridge created by this action with MEK. If fine cracks are evident, the fuel cell is not repairable.
FUEL CELL COMPARTMENT

1. Thoroughly clear the cell compartment of all fittings, trimmings. Loose washers, bolts or nuts.
2. Round off all sharp edges of the fuel cell compartment.
3. Inspect the fuel cell compartment just prior to fuel cell installation.
4. Tape over all sharp edges and all rough rivets.
HANDLING AND STORAGE OF FUEL CELLS
— WARNING —
DO NOT PERMIT SMOKING OR OPEN FLAME NEAR

REPAIR AREA OR CELLS.
1. Prevent needless damage by exercising common sense care in all handling of the cells. Folding or col-
lapsing of cells is necessary to place them in containers for storage, install in airframe cavities and
carry from place to place. Protect cell from tools, hot lights, etc, when working around them. Avoid
stepping on folds or creases of cells. Do not carry cells by fittings. Maintain original cell contours or
folds when refolding for boxing, rolling to insert in airframe cavities or handling in the repair area.
The cells to be repaired should be placed on a well-lighted table. Maintain natural contours, if possi-
ble 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 ensure 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 con-
tainer. 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.
28-10-00
Page 5
2E22
PIPER AIRCRAFT
PA-34-220T
A
VIEW B
VIEW D
A
VIEW C
1
OUTBOARD
INBOARD FUEL FUEL
FUEL CELL TANK
TANK
WING LEADING EDGE
VIEW A - A
12
11 10 9
13 14 3
8
1. ACCESS PANEL
2. HOSE CLAMP 7
VIEW D
3. HOSE CLAMP
4. FUEL VENT NIPPLE
5. FUEL VENT TUBE
6. WING PLUG 6
7. FUEL INTERCONNECT 4
NIPPLE VIEW B 5
8. INTERCONNECT FITTING
9. ACCESS PANEL
10. GASKETS
11. DOUBLER
12. SKIN
2
13. NUT FLANGE
14. FUEL CELL VIEW C
Figure 28-2. Fuel Cell Installation
28-10-00
Page 6
2E23
PIPER AIRCRAFT
PA-34-220T
REPAIR OF FUEL CELLS
The following is the repair procedure recommended for field repair of fuel cells constructed of Goodyear
Vithane material. There are two methods by which these repairs may be accomplished. One method is by heat
cure, the other is air cure. The end result of either repair is a neat, permanent repair. The heat repair allows the
cell to be cured and ready for reinstallation in two hours while the air cure method required 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 6°F, air cure for 92 hours
instead of 72 hours.
HANDLING OF REPAIR MATERIALS

1. All materials are to be protected from dirt contamination, sunlight, and excessive heat or cold while in
storage. Containers are to be tightly capped and stored at a temperature of 70°F.
— CAUTION —
80C27 REPAIR CEMENT REQUIRES THOROUGH MIX-

ING TO OBTAIN FULL ADHESIVE VALUES.
2. The repair cement code 80C27 referred to in this text is prepared immediately prior to use by mixing
repair cement 80C27 (pint can with 320 gms) with cross-linker 80C28 (4 oz. bottle with 81 cc).
— CAUTION —
ALL CONTAINERS FOR CEMENTS AND SOLV E N T S

SHOULD BE PROPERLY IDENTIFIED.
3. Repair cement has a pot life of 20 minutes after mixing. The unmixed 80C27 and 80C28 have a shelf
life of six months from date of packaging.
REPAIR PROCEDURES FOR GOODYEAR VITHANE FUEL CELLS
— NOTE —
The repair of Goodyear Vithane fuel cells is restricted to authorized

personnel. Authorized personnel are those who have been certified
and tried by Goodyear representatives, or those who have received
their training from persons who have been certified and trained by
Goodyear representatives.
28-10-00
Page 7
2E24
PIPER AIRCRAFT
PA-34-220T
REPAIR LIMITATIONS OF FUEL CELLS
Repair limitations are as follows:
1. FT-192 repair fabric is for repair of simple contours only. Patches referred to in this text are of this
material.
2. Inside patches are to lap defect edges a minimum of 1.0 inch in each direction.
3. Outside patches are to lap defect edges .25 to .50 of an inch larger than inside patches.
4. Outside patches are to be applied and cured prior to applying an inside patch.
5. Blisters between inner liner and fabric, larger than .25 of an inch in diameter require an outside and an
inside patch.
6. Separations between layers or plies larger than .50 of an inch in diameter require an outside and inside
patch. Holes and punctures require an outside and inside patch.
7. Slits or tears up to 6.0 inches maximum length require an outside and inside patch.
8. External abraded or scuffed areas without fabric damage require an outside patch only.
9. A loose edge may be trimmed, provided that .50 of an inch minimum lap or seam is maintained.
— CAUTION —
FOR EACH 10°F (5.6°C) DROP IN TEMPERATURE FROM

75°F (24°C), ADD 20 HOURS CURE TIME. FOR EXAM-
PLE, AT 65°F (18°C), CURE FOR 92 HOURS.
10. Air cure repair patches are to remain clamped and undisturbed for 72 hours at room temperature of
approximately 75°F (24°C).
11. All heat cured patches are ready for use when cool.
12. Fitting repairs are confined to loose flange edges, seal surfaces rework and coat stock.
— NOTE —
Any damage not covered by the above should be returned to The

Goodyear Tire & Rubber Company, Rockmart, Georgia, for repair.
PATCH REPAIR (Heat Cure Method.)

1. Prepare exterior cell wall and exterior patch first. Cut repair patch from FT-192 material to size
required to ensure proper lap over injury in all directions. (See Limitations.) (Hold shears at an angle
to produce a beveled edge (feather) on patch.) Round corners of patch. (Dull side or gum contact face
of repair patch should be the largest surface after beveling.)
2. Wash one square foot of cell wall surrounding injury and repair patch contact side with a clean cloth
soaked with Methyl Ethyl Ketone solvent.
3. Abrade cell wall surface about the injury and contact side of patch with fine emery cloth to remove
shine.
4. Repeat Methyl Ethyl Ketone washings two more times. A total of three washings each surface.
5. Tape a 8" x 8" piece of cellophane inside cell over injury.
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2F1
PIPER AIRCRAFT
PA-34-220T
6. When all the above preparatory work has been done and cell has been positioned for patch application
on repair table, mix the 80C27 cement (320 gms) with the crosslinker 80C28 (81cc), and stir mixture
thoroughly for five minutes.
— NOTE —
Cement must be at a minimum of 70°F before mixing. Keep away

from water and excessive heat.
7. Brush one even coat of mixed repair cement on the cell wall around injury and on the contact side of
repair patch. Allow to dry for fifteen minutes.
— CAUTION —
DO NOT USE FIRST CAN OF MIXED CEMENT FOR THIS

COAT.
8. Repeat a second mixing of repair cement and brush a second coat.
— CAUTION —
MAKE SURE CELLOPHANE INSIDE CELL OVER INJURY

REMAINS IN PLACE AS ANY CEMENT WILL STICK
CELL WALL TOGETHER WITHOUT THE CELLOPHANE
AS A SEPARATOR.
9. Allow cement to dry approximately five minutes and then center patch over injury. Lay repair patch
by rolling down on surface from center to edge without trapping air. Hold the unrolled portion of
repair patch off the cemented surface until roller contact ensures an air-free union. At this time repair
patch may be moved by hand on wet surface to improve lap. Do not lift repair patch, slide it.
10. Cover one smooth surface each of two aluminum plates (plates must be larger than patch), with fabric-
backed airfoam fabric side out. Tape airfoam in place. Foam must cover edges of plate for protection.
Use a cellophane separator to prevent the cement from sticking in the wrong place.
— CAUTION —
MAKE SURE THAT CELL FOLD IS NOT CLAMPED

BETWEEN PLATES. THIS WOULD CAUSE A HARD PER-
MANENT CREASE. ALSO MAKE SURE THAT PAT C H
DOES NOT MOVE WHEN CLAMP IS TIGHTENED
11. Center a repair iron 2F1-3-25721-1 on the plate over the repair patch. Secure the assembly with a C-
clamp. Tighten by hand. Check cement flow to determine pressure.
28-10-00
Page 9
2F2
PIPER AIRCRAFT
PA-34-220T
FUEL CELL REPAIR EQUIPMENT INFORMATION
Repair Kit, Goodyear Drawing No. 2F1-3-37813

80C27 Repair Cement 8 Pint cans, 320 gms in each
80C28 Cross-Linker 8 4 oz. bottles, 81 cc in each
Methyl Ethyl Ketone 2 Pint cans
FT-192 Repair Fabric 2 Sheet 12" x 12"
Group I Materials
The following equipment is necessary to perform the repair.
Group II equipment will be furnished at additional cost, if ordered

by customer.
Foam Rubber Cloth Back Sheet, 1/4" x 12" x 12" 2

Paint Brush, 1 inch wide 2
Aluminum Plates, 1/4" x 6" x 6' 4
Measuring Cup (250 ml) 1
Cellophane (Sheet 12" x 24") 2
Torques For Specific Nipple Fitting Sizes
Fitting Size (I.D.) Clamp Toruqes (in.-lb.)
1/4" - 1/2" 12 - 16
3/4" - 1" 15 - 20
1 1/2" 25 - 30
2" 30 - 35
3" 35 - 40
— NOTES —
Accessories - order per individual cell equipment.
Phenol plates, phenol plate assemblies and phenol test equipment

can be ordered as required from cell manufacturer.
Cure Iron (set 240°F) optional.
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Page 10
2F3
PIPER AIRCRAFT
PA-34-220T
12. Connect repair iron into 110-volt electrical outlet and cure repair for two hours. After two hours
cure,.unplug electric and allow repair iron to cool to touch. Then remove C-clamp. Wet cellophane to
remove from repair.
— CAUTION —
SUCCESS OF APPLYING BOTH AN OUTSIDE AND

INSIDE REPAIR PATCH SIMULTANEOUSLY IS DOUBT-
FUL AND NOT RECOMMENDED.
13. Inside patch is applied same as above procedure except for size of repair patch (see limitations) after
outside patch has been cured.
PATCH REPAIR (Air Cure Method.)

Follow procedure for heat cure method, except omit repair iron and cure each patch per air cure limitations
(minimum 72 hours), undisturbed, at 75°F.
DEFECT REPAIR OF FUEL CELL

1. Blisters: Remove loose material by trimming. Apply an outside and inside repair patch.
2. Holes, Punctures, Cuts, Tears and Deep Abraded Areas: Trim away any ragged material and apply an
outside and inside repair patch.
3. Loose Seams: Buff loose edge and contact surface with emery cloth. Wash three times with Methyl
Ethyl Ketone. Apply 80C27 mixed cement two coats as with repair patch. Clamp and cure. Either
method may be used. See repair patch. Loose seams may be trimmed if minimum lap remains.
TESTING FUEL CELLS

Either of the following test procedures may be used to detect leaks in the bladder cells.
1. Soap Suds Test.
a. Attach test plates to all fittings.
b. Inflate the cell with air to a pressure of 1/4 psi MAXIMUM.
c. Apply a soap and water solution to all repaired areas and any areas suspected of leakage. Bubbles
will appear at any point where leakage occurs.
d. After test, remove all plates and wipe soap residue from the exterior of the cell.
2. Chemical Test.
a. Attach test plates to all fitting openings except one.
b. Make up a phenolphthalein solution as follows: Add 40 grams phenolphthalein crystals in 1/2
gallon of ethyl alcohol, mix, then add 1/2 gallon of water.
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2F4
PIPER AIRCRAFT
PA-34-220T
c. Pour ammonia on an absorbent cloth in the ratio of 3 ml per cubic foot of cell capacity. Place the
saturated cloth inside the cell and install remaining test plate.
d. Inflate the cell with air to a pressure of 1/4 psi MAXIMUM, and maintain pressure for fifteen
minutes.
e. Soak a large white cloth in the phenolphthalein solution, wring it out thoroughly, and spread it
smoothly on the outer surface of the cell. Press the cloth down to ensure detection of minute
leaks.
f. Check the cloth for red spots which will indicate a leak. Mark any leaks found and move the cloth
to a new location. Repeat this procedure until the entire exterior surface of the cell has been cov-
ered. If red spots appear on the cloth, they may be removed by resoaking the cloth in the solution.
g. The solution and test cloth are satisfactory only as long as they remain clean. Indicator solution
that is not in immediate use should be stored in a closed rustproof container to prevent evaporation
and deterioration.
After the test, remove all plates and test equipment. Allow the cell to air out.
In conducting either test outlined above, the cell need not be confined by a cage or jig, providing the 1/4 psi
pressure is not exceeded.
— NOTE —
The chemical test is the more sensitive and the preferred test.
FLUSH FUEL CAP MAINTENANCE (Refer to Figure 28-3)
The flush fuel cap is designed to afford the aircraft a cleaner surface and a reduction in drag. Anytime the
cap does not close tightly or gas leakage is evident the cap should either be replaced, or repaired. The cap
consists of three basic assemblies; the handle/plate assembly, gasket spring assembly, and lock assembly. The
cap can be disassembled as follows:
1. Remove the screws that hold the cap assembly together and make note of the relative position of the lock
to the up plate.
2. Separate the assembly and replace the spring and gaskets as necessary.
The cap should be reassembled as follows:
1. Reinstall the gaskets on the spring assembly if necessary and align the gasket and spring on the handle
plate with the spring concave towards the lock.
2. Align the lock assembly against the gasket and spring assembly in the same position as noted at
removal.
3. Coat the threads of the bolts with Tite-Seal Gasket and Joint Sealing Compound (medium weight).
4. Install bolts.
LOCKING FUEL CAP

DISASSEMBLY OF LOCKING FUEL CAP (Refer to Figure 28-4)
1. Remove the two screws from the top of the fuel cap.
2. Remove the screw and lock washer which secures the pawl to the bottom of the key lock. Remove
pawl.
3. Remove the nut which secures the key lock to the cover.
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2F5
PIPER AIRCRAFT
PA-34-220T
1. PLATE - TOP
2. ROLLPIN - HANDLE HINGE/MOUNT
3. PLATE - BOTTOM
9 4. LOCK ASSEMBLY
5. GASKET INTERNAL/LOCK
6. GASKET - CLOSING SEAL
7. GASKET - SPRING
8. SPRING
9. HANDLE
10. LEAF SPRING - HANDLE
A A
1 2
10
8
3
7
6
MS24694-C8
MS20365-832C 5
AN960-8 4
2 REQ'D
Figure 28-3. Flush Fuel Cap Assembly

4. Slide lock, gaskets and spring over the back of the key lock.
5. The key lock may be removed by removing the O-ring and pushing the key lock through the cover.
Ensure that the teflon lock gasket is not lost.
ASSEMBLY OF LOCKING FUEL CAP

1. Insert the key lock through the cover; making sure that the teflon lock gasket is installed under the
head of the key lock.
2. Insert the o-ring in the groove on top of the cover.
3. Slide spring, gaskets and lock over the back of the key lock.
4. Reinstall nut which secures the key lock to the cover.
5. Attach the pawl to the back of the lock assembly with the screw and lock washers.
6. Reinstall the two screws and lockwashers on top of the fuel cap.
INSPECTION OF FUEL SYSTEM

Fill tanks with fuel. Inspect tanks and fuel line connections for leaks. If fuel tanks leak, follow instructions
given in “Inspection and Repair of Fuel Tanks”. If fuel line connections leak, tighten clamps or replace hose
connections after first draining tanks.
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2F6
PIPER AIRCRAFT
PA-34-220T
LOCK KEY O-RING
SPRING 39822-2 GASKET
66815-0 GASKET
LOCK
39822-3 GASKET NUT
PAWL
SECTION A - A
— NOTE — TOP PLATE

APPLY LOCQUIC #271 OR #680 TO BASE PLATE
THREADS PRIME WITH LOCQUIC "N"
OR "T" PER MANUFACTURERS
INSTRUCTIONS
SPRING
GASKET
LOCK
SEE NOTE
LOCKWASHER SCREW
Figure 28-4. Installation of Locking Fuel Cap
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2F7
PIPER AIRCRAFT
PA-34-220T
DISTRIBUTION
9
7
8 3
11
4
10
2
1
1. FUEL VENT TANK 8. COLLECTOR (FUEL DRAIN)

2. FUEL TANK INTERCONNECT TYBE 9. DRAIN
3. FUEL SELECTOR VALVE 10. TUBE (VAPOR RETURN)
4. FUEL FILTER 11. TUBE (TO PUMP)
5. CHECK VALVE 12. HANDLE (DRAIN VALVE)
6. FUEL DRAIN 13.VALVE ASSEMBLY
7. MANIFOLD (FUEL DRAIN) 14. DALE (CONTROL BOOT VALVE)
Figure 28-5. Fuel Vent and Vapor Return System
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2F8
PIPER AIRCRAFT
PA-34-220T
FUEL VENT AND VAPOR RETURN SYSTEMS
Both fuel systems utilize vapor return and vent systems. Although it is not difficult to maintain the systems,
it is recommended that they be inspected routinely with the following information in mind.
The fuel system on each engine is a “continuous flow” type and makes use of a vapor return line to provide
a tank return for fuel vaporized in the pump swirl chamber. The vapor return line for each engine is routed
from the forward elbow of the engine driven fuel pump back over the top of the engine to an elbow mounted to
the baffle on the right side of the engine. At this point the installations differ slightly in that on the left engine
installation the hose, connected to the rear of the elbow, is routed to the left side of the firewall just outboard of
the engine mount attachments, while the right engine has the related hose routed to the right side of the firewall
but also outboard of the engine mount attachment. Both installations however use an elbow on the firewall to
connect the hose from the engine and tubing from the tank.
It is important to note that the check valve included in the line from the firewall to the tank used to prevent
reverse flow, is installed in a specific manner in order for it to operate properly. On the barrel of the valve is an
arrow showing fuel direction, and on one of the flats the HINGE. When installed the arrow must be pointed in
the direction of the tank and the flat with HINGE on it facing up (refer to Figure 28-5). Access to the valve
can be made by removing the leading edge fairing at the outboard root of the wing and nacelle.
The two fuel systems also use their own vent system. Each system is similar and designed to vent through
the outboard tank with interconnects between the other tanks cells. The vents are located under their respec-
tive wing and behind the main spar near Wing Station 119.10. A line made up of a series of hoses and tubing
connects the outboard tank and vents. The vent line is connected to the outboard tank through a limited check
valve which functions to vent ambient pressure into the tank while preventing fuel from escaping. The vent
underneath the wing should therefore be checked periodically for fuel stains or other indications of significant
fuel leakage to make sure the limited check valve is functioning properly.
7
1 7
8
11 9
10
1. VALVE BALL 7. SELECTOR ARM

2. END FITTING 8. SHAFT
3. WAVE WASHERS 9. SPRING 6
5 4 3 2
4. TEFLON SEAL 10. BALL
5. BRASS BEARING 11. BEARING, BRASS OR
6. COVER PHOSPHORUS BRONZE
Figure 28-6. Fuel Selector Valve
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Page 2
2F9
PIPER AIRCRAFT
PA-34-220T
FUEL SELECTOR VALVE
REMOVAL OF FUEL SELECTOR VALVE
1. Remove the access plate located forward of the main spar on the under side of the wing and outboard
of the nacelle.
2. Drain the appropriate fuel tank (refer to Draining Fuel Tank, Chapter 12).
3. Disconnect the control cable from the valve selector arm. Disconnect fuel lines and mounting hard-
ware. Remove fuel selector valve.
— NOTE —
Except for replacement of O-rings, the fuel selector valve should

be overhauled only when necessary. To remove and replace O-
rings, follow the instructions outlined in this section.
DISASSEMBLY OF SELECTOR VALVE (Refer to Figure 28-6)

1. Remove the four screws which hold the cover to the valve body.
2. Remove the brass bearing which is located behind the cover.
3. Remove the three end fittings, wave washers, and teflon seals from the valve body.
4. Slide the valve ball from the valve assembly.
— NOTE —
Use caution to ensure that the two detent balls are not lost when
removing the valve ball.
5. Remove the screw which holds the selector lever to the shaft.
6. Remove washer and selector lever.
7. Push shaft through valve body.
CLEANING, INSPECTION AND REPAIR OF SELECTOR VALVE

1. Clean the valve components in a dry cleaning solvent.
2. Inspect the valve for the following.
a. Check that the friction surfaces of the valve are free from nicks, dents and burrs.
b. Check that the threaded surfaces are not stripped or cross threaded.
c. Check that the selector detent mechanism is operating properly.
3. Repair to the valve is limited to minor reconditioning of parts, such as smoothing out small nicks or
scratches and replacing O-rings and seals.
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2F10
PIPER AIRCRAFT
PA-34-220T
ASSEMBLY OF SELECTOR VALVE (Refer to figure 28-6)
1. Lubricate shaft O-ring with silicone grease and insert shaft in valve body.
2. Place selector lever on the shaft and secure with screw and washer. Safety wire screw to lever.
3. Insert two springs and balls in the holes in the body of the valve.
4. Place bearing and valve ball in body of the valve.
— CAUTION —
REFER TO FIGURE 28-6, FUEL SELECTOR VALVE, FOR

CORRECT PLACEMENT OF VALVE BALL.
INCORRECT INSTALLATION OF VALVE BALL COULD

RESULT IN NO FUEL BEING ABLE TO PASS THROUGH
THE SELECTOR VALVE REGARDLESS OF SELECTOR
VALVE HANDLE POSITION.
5. Install the three teflon seals, wave washers and end fittings. Safety wire the fittings to each other as
shown in Figure 28-6.
6. Insert the brass bearing which goes between the cover and valve ball. Install the cover with the four
screws.
LEAK TEST OF SELECTOR VALVE

1. Connect the inlet port of the valve assembly to a 50 psi air source.
2. Plug the right hand port and close the left hand port by moving the handle counterclockwise (as
viewed with the lever facing you) until the stop is reached.
3. Apply pressure to 5O psi. There should be no evidence of leakage either through the port or around
the fitting and lever when the selector valve is submerged in kerosene or a similar petroleum based
fluid for 30 seconds.
4. Depressurize. Remove the plug from the right hand port and place it in the left hand port. Close the
right port by moving the handle clockwise (as viewed with the lever facing you) until the stop is
reached.
5. Repeat Step 3.
6. Disconnect and wipe fluid from the valve exterior.
INSTALLATION OF FUEL SELECTOR VALVE

1. Position the selector valve in the wing with the lever facing down and the center port facing forward.
Secure to the mounting bracket with four screws and nuts.
2. Connect the fuel lines and control cable to the valve.
3. Refer to the following paragraph for rigging of the selector valve.
4. Install access panel.
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Page 4
2F11
PIPER AIRCRAFT
PA-34-220T
RIGGING OF SELECTOR VALVE
1. Remove the access panel located on the underside of the wing, forward of the main spar, outboard of
the nacelle.
2. Ensure that the selector valve is connected to the control cable and the selector valve arm is in its cen-
ter detent position.
3. Ensure that the control cable is disconnected where it attaches to the cockpit lever.
4. Place the fuel selector handle in the cockpit in its OFF position (the levers centered on the OFF posi-
tion of the cover placard). Adjust and connect the cable end to the cockpit lever.
5. Actuate the selector to ascertain that the valve moves into its three detent positions and that the control
levers have a positive clearance between the lever and cover assembly.
6. Reinstall the access panel.
CLEANING THE FUEL SYSTEM

1. To flush the fuel tank and selector valve, disconnect the fuel line from the injector.
2. Select a tank, turn on the electric fuel pump and flush fuel through the system until the tank is empty.
Agitation of the fuel within the tank during this operation will help pick up and remove dirt and other
foreign matter from the fuel tank and selector valve.
3. Repeat this procedure for each fuel tank.
4. When all the tanks are flushed, clean the filter and fuel tank finger screens.
ELECTRIC FUEL PUMP

REMOVAL AND INSTALLATION OF ELECTRIC FUEL PUMP
There is one electric rotary vane type fuel pump for each engine. The pump is mounted in a bracket on the
aft side of the firewall. To remove pump, proceed as follows:
1. Remove rectangular hatch assembly located on the top of the nacelle, aft of the firewall.
2. Remove fuel lines from the pump and disconnect the electrical leads.
3. Remove straps holding pump in position and withdraw pump through hatch opening.
4. Do not attempt to disassemble or repair the fuel pump. If fuel pump proves to be defective, it should
be replaced.
5. Reinstall pump in reverse order of removal.
AUXILIARY FUEL SYSTEM ADJUSTMENT.

Adjustment of the auxiliary fuel system if installed is accomplished as follows for each engine:
1. Remove the access panels from the top of each engine nacelle to gain access to the slider resistor
mounted on the nacelle bulkhead.
2. Install a calibrated pressure gauge (31 to 37 psi) in the fuel line forward of the firewall.
28-20-00
Page 5
2F12
PIPER AIRCRAFT
PA-34-220T
3. Pull the circuit protector (for the auxiliary fuel pump which is to be adjusted) to the off position and
ensure that the aircraft master switch is in the off position also.
4. Connect the negative lead from an external DC power source to ground on the aircraft and the positive
lead to the slider resistor high position. (Refer to Figure 28-7.)
5. Using a calibrated voltmeter, adjust the external power source to indicate 12.0 to 12.5 volts DC at the
auxiliary fuel pump. Note the voltage reading on the external power source voltmeter.
6. The calibrated pressure gauge should indicate 31 to 37 psi.
7. Connect the positive lead from the external power source to the slider resistor low position. ( Refer to
Figure 28-7.) Adjust the power supply voltage level to the same voltage obtained in Step 5.
8. Adjust the slider on the variable resistor to obtain a pump pressure of 8 to 10 psi. Readjust the power
supply and slider to ensure a pump pressure of 8 to 10 psi, at the power supply voltage noted in Step 5,
then secure the slider in position on the resistor.
9. Disconnect the manifold pressure switch located on the firewall, and connect the positive lead from the
power supply to the slider resistor medium position.
10. Adjust the power supply voltage level to the same voltage obtained in Step 5.
11. Adjust the slider on the variable resistor to obtain a pump pressure of 23.5 to 24.5 psi. Readjust the
power supply and slider to ensure a pump pressure of 23.5 to 24.5 psi, at the power supply voltage
noted in Step 5, then secure the slider in position on the resistor and reconnect the manifold pressure
switch.
12. If the aircraft is equipped with an optional fuel diverter valve, operate the primer switch and ensure
that the diverter valve is being energized and that pump is in high boost. Release the primer switch
and operate the fuel pump switch in the Hi-Boost position and ensure that the fuel pump operates and
that the diverter valve does not.
13. Perform Steps 1 thru 10 on the opposite engine, then reinstall the access panels.
14. Refer to Chapter 72, Engine Setup Procedures, for additional adjustments relating to the power plant
fuel control system.
AUXILIARY FUEL SYSTEM OPERATIONAL CHECK

1. Disconnect the external power source from the aircraft, and disconnect the electrical leads from the
manifold pressure switch located on the firewall.
2. Check to ensure that all cockpit controllable electrical equipment switches are in the off position,
except as directed in the following steps.
3. Place the master switch in its on position.
4. Place the electric fuel pump switch in its low position. The calibrated fuel pressure gauge should
indicate a pressure increase (not exceeding 10 psi), which would show that the pump is operating.
5. Place the electric fuel pump switch in its high position. The calibrated fuel pressure gauge should
indicate a pressure above 10 psi but not more than 24.5 psi.
6. Place the aircraft master switch in the off position then reconnect the leads to the manifold pressure
switch.
7. Keep the fuel pump switch in its high position and return the master switch to its on position. The
calibrated pressure gauge should indicate a pressure above 24.5 psi but not more than 37 psi.
8. Place the fuel pump switch in its off position and depress the prime switch. The calibrated pressure
gauge should indicate a pressure above 24.5 psi but not more than 37 psi.
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Page 6
2F13
PIPER AIRCRAFT
PA-34-220T
REAR NACELLE BULKHEAD
RESISTOR
FILTER
PUMP
AFT
FIREWALL
FWD L. H. NACELLE - OVERHEAD VIEW
PUMP
FILTER
L. H. NACELLE LOOKING AFT
REAR NACELLE BULKHEAD
A
28-7. Fuel Pump. Slide Resistor and Filter Installation
28-20-00
Page 7
2F14
PIPER AIRCRAFT
PA-34-220T
FUEL FILTERS
REMOVAL OF FUEL FILTER (Refer to Figure 28-8.)
The instructions given are for the removal of the complete filter from the airplane. For cleaning and servic-
ing purposes, only Steps 1 and 2 of this paragraph are necessary; then proceed to the next paragraph.
1. Position the fuel selector valve to the OFF position.
2. Remove the access panel forward of the main spar, at Wing Station 91.00, on the bottom of the wing
panel.
3. Disconnect the filter drain line and fuel lines from the filter assembly. Cap the line ends to prevent
contamination.
4. Remove the bolts that secure the filter to its mounting bracket and remove the filter from the aircraft.
DISASSEMBLY OF FUEL FILTER (Refer to Figures 28-7 and 28-8.)

1. Cut safety wire and remove cap nut from the bottom of the filter bowl.
2. Remove the bowl from the filter body.
3. The O-ring seal may be removed from the body.
4. Loosen and remove both the check nut and nut from the stud that holds the filter cartridge subassembly.
5. Slide the filter cartridge from the stud. The filter discs and washers need not be separated from the
element outer tube for normal cleaning.
1
8
2 9
3 10
11
12
1. BODY, FILTER
2. O-RING SEAL 13
3. TUBE, OUTER 4
4. NUT 14
5
5. STUD 15
6. DRAIN, FILTER, FITTING 6
7 16
7. NUT
17
8. SPRING
9. BALL, RELIEF
10. SEAT, RELIEF TORQUE 60 TO 80 POUNDS
11. DISCS, FILTER
12. WASHERS
13. CUP, RETAINER
14. NUT, CHECK
15. BOWL, FILTER
16. WASHER
17. SAFETY WIRE
Figure 28-8. Fuel Filter Assembly

28-20-00
Page 8
2F15
PIPER AIRCRAFT
PA-34-220T
6. If necessary to disassemble the filter cartridge, remove the retainer cup from the outer tube and slide
discs and washers from the outer tube. Do not use a screwdriver or sharp tool that may damage the
discs.
7. The filter bypass assembly may be removed by using the proper size screwdriver and turning out the
relief seat. Remove relief ball and spring.
CLEANING, INSPECTION AND REPAIR OF FUEL FILTER

1. Carefully remove the filter pack from the housing and remove all O-rings, valves, springs, etc. Do not
disassemble the filter pack from the center tube at this time.
2. Plug the open ends of the filter and immerse in oil solvent such as Stoddard solvent. Let soak for 30 to
60 minutes.
3. Metal valve parts may also be soaked in this cleaner.
4. Remove filter and parts (if any) from the cleaner and rinse thoroughly in clean hot flowing tap water.
5 Drain or blow off with filtered low pressure air to dry.
6. Inspect the filter discs for damage and/or broken screens.
7. Check condition of bowl O-ring seal and washer.
8. Check for corrosion of filter parts.
9. Check movement of bypass valve.
10. Normal repairs necessary for the filter are replacement of bowl gaskets and damaged filter discs.
ASSEMBLY OF FUEL FILTER (Refer to Figure 28-8.)

1. If removed, install bypass valve spring, relief ball and seat.
2. Place the filter pack (assembled) on the housing stud. Ascertain that the end of the outer tube has posi-
tioned itself in the filter body.
3. Secure the filter pack with nut. Torque nut 10 to 15 inch-pounds. Torque check nut against nut 40 to
60 inch-pounds.
4. Place the O-ring packing on the housing and install bowl, washer and cap nut. Torque cap nut 60 to 80
inch-pounds and safety.
5. Install the filter in the aircraft. If the filter was not removed, proceed to Step 3 of the next paragraph.
INSTALLATION OF FUEL FILTER

1. Position the filter assembly in the wing. Ascertain that it is positioned properly and secure to its
mounting bracket with the two bolts.
2. Connect the drain line to the filter bowl.
3. Connect the fuel lines to the filter assembly.
4. Turn the fuel selector to the ON position and check for any fuel leaks.
5. Install the access plate.
28-20-00
Page 9
2F16
PIPER AIRCRAFT
PA-34-220T
GRID 2F17
2F17
PIPER AIRCRAFT
PA-34-220T
INDICATING
FUEL QUANTITY SENDER UNITS
Each fuel cell contains a sender unit which is interconnected with the other units of its particular system to
provide the gauge with a combined, calibrated resistance.
The resistances of these units (1.0 ohm maximum at the empty position, and 45 ± 2 ohms at the full position)
should be checked before installation. If any unit is assumed to be faulty check for proper travel, and resis-
tance. Full travel of the units should be 95° ± 2°.
INSTALLED FUEL QUANTITY SENDER/GAUGE CHECK (SENECA III, 14 AND 28 VDC)

Fuel quantity sender units and fuel quantity gauges can be checked while mounted in the airplane by using
the following procedure:
1. Level airplane laterally and longitudinally, ± 1° (refer to Leveling, Chapter 8).
2. Put the fuel selector levers in the OFF position. If tanks have previously been drained, add 1 1/2 gal-
lons of fuel to left and right wing tanks. Completely drain fuel tanks that relate to the fuel quantity
senders and gauge to be checked. (Refer to Draining Fuel System, Chapter 12.)
NOTE
Measure all fuel added with a suitable device

3. Place 2 1/2 gallons of fuel in the left wing fuel tanks and 2 1/2 gallons of fuel in the right wing fuel
tanks.
4. With 12 to 14 Vdc or 24 to 28 Vdc, as applicable, supplied to the electrical system, the fuel gauge nee-
dle shall be centered on the “0” radial mark,+ zero, – one needle width. If needle does not read within
tolerance, replace gauge. If replacing gauge does not correct problem, check sender. The recheck as
specified above.
5. With 12 to 14 Vdc or 24 to 28 Vdc, as applicable, supplied to the electrical system and the master
switch in the OFF position, and with fuel already in the tanks as specified in paragraph 3, add fuel to
the left and right tanks to total quantities shown in Chart 2802. The fuel quantity reading at each
increment shall be within the tolerance specified in Chart 2802.
INSTALLED FUEL QUANTITY SENDER/GAUGE CHECK (SENECA IV)

1. Level airplane laterally and longitudinally, ± 1° (refer to Leveling, Chapter 8).
2. Place battery switch in OFF position.
3. Connect external power supply unit to airplane's external power connector.
4. Adjust power supply to provide 24 to 28 Vdc.
5. With tanks completely dry, position fuel selector to LEFT or RIGHT.
6. Add 2 1/2 U. S. gallons of fuel to each tank. Check that needle of each (LEFT and RIGHT) gauge
points to “0”. If not, adjust appropriate NULL trim potentiometer until needle centers on 0, +0, –1/2
needle width (Refer to Figure 28-10.)
7. Completely fill fuel tanks. Check that needle of each gauge points to “F”. If not, adjust respective
GAIN trim potentiometer until needle centers on F. (Refer to Figure 28-10.)
28-40-00
Page 1
2F18
PIPER AIRCRAFT
PA-34-220T
WITH STANDARD FUEL TANKS INSTALLED
0 20 40 F
FUEL U.S. GALS.

ELECTRICAL
ADJUSTMENT
ACCESS HOLE
EMPTY DOT
0 20 50 F
FUEL U.S. GALS.
WITH OPTIONAL FUEL TANKS INSTALLED
Figure 28-9. Seneca III Fuel Quantity Indicators
CHART 2802. FUEL QUANTITY SENDER GAUGE TOLERANCES (Seneca III)
STANDARD FUEL SYSTEM (Without Bladder Tanks)

Additional Total Fuel Gauge Reading Total Resistance
Fuel Added Within Tanks (U.S. Gallons) Of Senders
(U.S. Gallons) (Ohms)
10 12.5 10 (±1) 26
10 22.5 20 (±2) 44
20 42.5 40 (±2) 80
OPTIONAL FUEL SYSTEM (With Bladder Tanks Installed)

Additional Total Fuel Gauge Reading Total Resistance
Fuel Added Within Tanks (U.S. Gallons) Of Senders
(U.S. Gallons) (Ohms)
10 12.5 10 (±1) 26
10 22.5 20 (±2) 39
30 52.5 50 (±2) 74
NOTE: Values in parentheses are needle-width tolerances.
28-40-00
Page 2
2F19
PIPER AIRCRAFT
PA-34-220T
INSTALLED FUEL QUANTITY SENDER/GAUGE CHECK (SENECA IV) (Continued)
8. If gauge system fails to pass test specified in items 1 thru 6:
NOTE
Measure all fuel drained or added with a suitable device

a. With tanks full, drain fuel from each tank per Chart 2803.
b. After measured amount has been drained, vibrate tank by bumping its lower surface. Vibrate
gauge by tapping gauge glass with fingers.
c. The fuel quantity reading at each increment, after fuel has been drained, shall be within the
tolerance specified in Chart 2803.
9. Replace appropriate gauge and/or sender of any system that fails to meet the accuracy requirements
specified above.
LEFT RIGHT
NULL GAIN GAIN NULL
F
50
61.5 40 61.5
30
U.S. GAL U.S. GAL
USABLE 20
USABLE
10
0
FUEL QTY BOTTOM VIEW
Figure 28-10 Seneca IV Fuel Quantity Indicators
CHART 2803. FUEL QUANTITY SENDER GAUGE TOLERANCES (Seneca IV)

Additional Total Fuel Remaining Gauge Reading Resistance
Fuel Drained Within Tanks (U.S. Gallons) Both Senders
(U. S. Gallons) (U.S. Gallons) (Ohms)
0 64 F (± 1 1/2) 90.0
11 1/2 52 1/2 50 (± 1 1/2) 73.5
10 42 1/2 40 (± 1 1/2) 62.5
10 32 1/2 30 (± 1 1/2) 53.5
10 22 1/2 20 (± 1) 38.5
10 12 1/2 10 (± 3/4) 26.5
10 2 1/2 0 (+0, –1) 6.5
NOTE: Values in parentheses are needle-width tolerances.

NOTE: If starting test with empty tanks, add 2 1/2 U. S. gallons to each tank and start at bottom of table and
progress upward.
28-40-00
Page 3
2F20
PIPER AIRCRAFT
PA-34-220T
GRIDS 2F21 THRU 2F23

2F21
CHAPTER
29
HYDRAULIC POWER
2F24
PIPER AIRCRAFT
PA-34-220T
CHAPTER 29 - HYDRAULIC POWER
CHAPTER

29-00-00 Description 2G3
29-10-00 MAIN 2G17
29-10-00 Hydraulic Pump 2G17
29-10-00 Removal of Prestolite Hydraulic Pump 2G17
29-10-00 Disassembly of Prestolite Hydraulic
Pump (Prestolite) 2G17
29-10-00 Cleaning, Inspection, and Repairs of
Prestolite Hydraulic Pump 2G19
29-10-00 Assembly of Prestolite Hydraulic Pump 2G19
29-10-00 Test and Adjustment of Prestolite
Hydraulic Pump 2G20
29-10-00 Installation of Prestolite Hydraulic Pump 2G22
29-10-00 Removal of Oildyne Hydraulic Pump 2G23
29-10-00 Field Service of Oildyne Hydraulic
Pumps 2G23
29-10-00 Disassembly of Oildyne Hydraulic Pump
From Bracket 2G23
29-10-00 Disassembly of Oildyne Motor Assembly
From Oildyne Pump-Adapter Assembly 2G23
29-10-00 Disassembly of Reservoir Assembly from
Oildyne Pump-Adapter 2G23
29-10-00 Assembly of Reservoir To Oildyne Pump
Adapter Assembly. 2H2
29-10-00 Installation of Motor Assembly To
Oildyne Pump-Adapter 2H2
29-10-00 Installation of Piper Bracket to Oildyne
Hydraulic Pump Assembly 2H2
29-10-00 Installation of Oildyne Hydraulic Pump 2H2
29-10-00 Landing Gear Free-Fall Valve Assembly 2H3
29-10-00 Inspection and Repair of Free-Fall Valve 2H3
29-10-00 Removal of Free-Fall Valve Assembly 2H3
29-10-00 Installation of Free-Fall Valve Assembly 2H3
29 - Cont./Effec.
Page 1
2G1
PIPER AIRCRAFT
PA-34-220T
CHAPTER 29 - HYDRAULIC POWER
CHAPTER
29-10-00 Gear Actuating Cylinder 2H4

29-10-00 Removal of Nose Gear Actuating Cylinder 2H4
29-10-00 Removal of Main Gear Actuating Cylinder 2H4
29-10-00 Disassembly of Actuating Cylinder 2H5
29-10-00 Cleaning, Inspection, and Repair of Gear
Actuating Cylinder 2H5
29-10-00 Assembly of Gear Actuating Cylinder 2H5
29-10-00 Installation of Nose Gear Actuating
Cylinder 2H6
29-10-00 Installation of Main Gear Actuating
Cylinder 2H6
29-10-00 Hydraulic Lines 2H7
29-10-00 Removal and Installation of Hydraulic
Lines 2H7
29-10-00 Testing Hydraulic System 2H7
29-10-00 Servicing Hydraulic Pump/ Reservoir 2H7
29 - Cont./Effec.
Page 2
2G2
PIPER AIRCRAFT
PA-34-220T
GENERAL
The PA-34-220T hydraulic system components covered in this section consist of the combination
hydraulic pump and reservoir, hydraulic pressure switch, free-fall valve assembly, actuating cylinders and
hydraulic lines. The brake system, although hydraulically operated, is not included in this section as it has its
own hydraulic system independent of the gear retraction system. The brake system along with landing gear
and components is covered in Chapter 32.
This section provides instructions for remedying difficulties which may arise in the operation of the
hydraulic system. The instructions are organized so that the mechanic can refer to: Description. for a basic
understanding of the system; Troubleshooting, for a methodical approach in locating difficulty; Corrective
Maintenance, for the removal, repair and installation of components, and; Adjustments and Checks, for the
operation of the repaired system.
— CAUTION —
PRIOR TO STA RTING ANY INVESTIGATION OF THE

HYDRAULIC SYSTEM, PLACE THE AIRPLANE ON
JACKS. (REFER TO JACKING, CHAPTER 7)
DESCRIPTION
Hydraulic fluid to the landing gear actuating cylinders is supplied by an electrically powered reversible
pump located in the right forward area of the fuselage nose section. A reservoir is an integral part of the pump.
The pump is controlled by a selector handle on the instrument panel, to the left of the control quadrant. As the
handle is placed in either the up or down position, the pump directs fluid through the particular pressure line to
each individual actuating cylinder. As fluid pressure increases at one side of a cylinder piston, fluid at the
other side is directed back through the other line to the pump. Both lines serve either as pressure or return pas-
sages depending on the rotation of the pump to retract or extend the gear.
A pressure switch is mounted on the pressure line in the right aft side of the nose cone. This switch opens
the electrical circuit to the pump solenoid when the gear fully retracts and pressure in the system increases to
1800 + 100 psi. The switch will continue to hold the circuit open until pressure in the system drops 200 to 400
psi; when at that time the pump will again operate to build up pressure as long as the gear selector is in the up
position. The down position of the selector handle does not affect the pressure switch.
The Prestolite hydraulic pump is a gear type unit driven by a 12-volt reversible motor designed to operate
in a pressure range of 2,000 to 2,500 psi. To prevent excessive buildup of pressure in the hydraulic system due
to expansion, a primary thermal relief valve is incorporated in the pump body which will open at 2250 ± 250
psi.
The Oildyne hydraulic pump is a gear type unit driven by a 24 volt reversible motor designed to operate in
a pressure range of 2,400 ± 200 psi. To prevent excessive buildup of pressure in the hydraulic system due to
expansion, a primary thermal relief valve is incorporated in the pump body which will open at 3,000 +300/-
200 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. This shuttle valve has a delivery pressure of 400-800 psi during the extension
cycle.
A bypass free-fall valve assembly is incorporated in the system to permit extension of the landing gear
should a malfunction in the system occur. This valve is manually operated by means of an emergency gear
knob located on the instrument panel. This knob must be fully extended to permit emergency extension.
Restrictions in the system prevent the gear from extending too fast.
29-00-00
Page 1
2G3
PIPER AIRCRAFT
PA-34-220T
RIGHT MAIN GEAR LEFT MAIN GEAR

HYDRAULIC CYLINDER HYDRAULIC CYLINDER
UP RESTRICTOR UP
DOWN DOWN
NOSE GEAR
HYDRAULIC
COM N.C.
CYLINDER PRESSURE
SWITCH
PRESSURE SWITCH
OFF AT 1800± 100 psi
UP RESTRICTOR ON AT 200 - 400 psi,
BELOW OFF SETTING
DOWN
CHECK VALVE
FREE-FALL
CONTROL
2250± 250 psi

RESERVOIR HIGH
PRESSURE
CONTROL
THERMAL
RELIEF
LOW 2250± 250 psi
PRESSURE
CONTROL GEAR UP
650± 150 psi CHECK VALVE
SHUTTLE VALVE
GEAR
DOWN UP
DELIVERED PRESSURE 400 TO 800 psi
Figure 29-1. Schematic Diagram of Prestolite Hydraulic System
29-00-00
Page 2
2G4
PIPER AIRCRAFT
PA-34-220T
.020 Diameter
BLEED HOLE HIGH PRESSURE CONTROL
2400± 200 psi
RESERVOIR THERMAL RELIEF
300± 200-300 psi
LOW
PRESSURE SHUTTLE VALVE
CONTROL DELIVERED PRESSURE
600± 200 psi 400 TO 800 psi
PIPER MOUNTING BASE
OPEN (OFF) PRESSURE 1800± 100 psi

ORIFICE CLOSE (ON) PRESSURE 300± 100 psi
BELOW OPENING PRESSURE
PRESSURE SWITCH
GEAR DOWN
SNUBBER ORIFICE
EMERGENCY FREE-FALL
MAIN GEAR GEAR VALVE
HYDRAULIC CYLINDER MAIN GEAR
HYDRAULIC CYLINDER
MANUAL FREE-FALL
EMERGENCY EXTEND
ORIFICE
NOSE GEAR
HYDRAULIC CYLINDER
Figure 29-2. Schematic Diagram of Oildyne Hydraulic System
29-00-00
Page 3
2G5
PIPER AIRCRAFT
PA-34-220T
For a description of the landing gear and electrical switches, refer to Chapter 32, Landing Gear and Brake
System.
CHART 2901. LEADING PARTICULARS, HYDRAULIC PUMP - PRESTOLITE
Hydraulic Pump: High Pressure 2,000 to 2,500 psi

Low Pressure 650 ± 150 psi
Flow Rate @ 1000 psi 45 cu. in. per min.
High Pressure Control 2,250 to 250 psi
Hydraulic Fluid MIL-H-5606
Thermal Relief Valve 2,250 ± 250 psi
Shuttle Value Delivered Pressure 400 to 800 psi
Pressure Switch
Open (OFF) Pressure 1,800 ± 100 psi
Close (ON) Pressure Pressure decreasing
200 to 400 psi
CHART 2902. LEADING PARTICULARS, HYDRAULIC PUMP - OILDYNE
Hydraulic Pump: High Pressure 2,400± 200 psi

Low Pressure 600 ± 200 psi
Flow Rate @ 1000 psi 60 cu. in. per minute
High Pressure Control 2,400± 200 psi
Hydraulic Fluid MIL-H-5606
Thermal Relief Valve 3,000+ 300/-200 psi
Shuttle Value Delivered Pressure 400 to 800 psi
Pressure Switch
Open (OFF) Pressure 1,800 ± 100 psi
Close (ON) Pressure Pressure decreasing
200 to 400 psi
29-00-00
Page 4
2G6
PIPER AIRCRAFT
PA-34-220T
TROUBLESHOOTING
— CAUTION —
PRIOR TO STA RTING ANY INVESTIGATION OF THE

HYDRAULIC SYSTEM, PLACE THE AIRPLANE ON
JACKS. WITH THE AIRPLANE ON JACKS, PULL THE
FREE-FALL VALVE KNOB FULL OUT THUS PREVENT-
ING THE BUILDUP OF UNNECESSARY PRESSURE ON
THE ACTUATING CYLINDERS AND CONNECTING
HYDRAULIC LINES WHEN THE GEAR IS RAISED OR
LOWERED MANUALLY. FAILURE TO COMPLY WITH
THESE INSTRUCTIONS COULD RESULT IN THE
BUILDUP OF SUFFICIENT PRESSURE TO UNLOCK THE
DOWN LOCK MECHANISM ALLOWING THE GEAR TO
COLLAPSE WHEN THE WING JACKS ARE REMOVED.
PRIOR TO REMOVING THE AIRPLANE FROM JACKS,
PUSH THE FREE-FALL VALVE KNOB IN, TURN ON THE
MASTER SWITCH AND SELECT GEAR DOWN,
OBSERVE THAT ALL THREE GREEN LIGHTS INDICAT-
ING THE LANDING GEAR IS DOWN AND LOCKED ARE
ENERGIZED. TURN MASTER SWITCH OFF.
Malfunctions in the hydraulic system will result in failure of the landing gear to operate properly. When
trouble develops, jack up the airplane (refer to Jacking, Chapter 7) and then proceed to determine the extent of
the trouble. Generally, hydraulic system troubles fall into two types; trouble involving the hydraulic supplying
system and troubles in the landing gear hydraulic system. Chart 2903 lists the troubles which may be encoun-
tered and their probable cause, and suggests a remedy for the trouble involved. A hydraulic system operational
check may be conducted using Figures 29-1, 29-2, or 29-3. When the trouble has been recognized, the first
step in troubleshooting is isolating the cause. Hydraulic system troubles are not always traceable to one cause.
It is possible that a malfunction may be the result of more than one difficulty within the system. Starting first
with the most obvious and most probable reasons to the trouble, check each possibility and, in turn, by process
of elimination, isolate the troubles.
— NOTE —
If it is found that the hydraulic pump is at fault and requires disas-

sembly, it is recommended that it be overhauled by an accredited
over haul facility. Pressure checks with adjustments may be
accomplished in accordance with instructions given in paragraphs,
"Disassembly by Hydraulic Pump" through "Test and Adjustment
of Hydraulic Pump."
29-00-00
Page 5
2G7
PIPER AIRCRAFT
PA-34-220T
1 2
4
5
8 6
5
7 8
1. RIGHT MAIN GEAR HYDRAULIC CYLINDER

6
2. LEFT MAIN GEAR HYDRAULIC CYLINDER
3. FREE-FALL CONTROL
4. PRESSURE SWITCH
5. FREE-FALL CONTROL
6. NOSE GEAR HYDRAULIC CYLINDER
7. HYDRAULIC PUMP
8. THERMAL RELIEF VALVE ON -0 ONLY
Figure 29-3. Hydraulic System Installation
29-00-00
Page 6
2G8
PIPER AIRCRAFT
PA-34-220T
CHART 2903. TROUBLESHOOTING (HYDRAULIC SYSTEM)

Landing gear retraction Landing gear actuator circuit Reset circuit breaker and
system fails to operate breaker open. determine cause for open
circuit breaker.
Landing gear selector circuit Reset circuit breaker and

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

wires broken.
Landing gear selector circuit Check wiring.

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

adjustment. Adjustment of Safety Switch,
Chapter 32.)
Squat switch inoperative. Replace switch.
Pressure switch inoperative. Replace switch.
Pump retraction solenoid in- Replace solenoid.

operative (inboard 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.
29-00-00
Page 7
2G9
PIPER AIRCRAFT
PA-34-220T
CHART 2903. TROUBLESHOOTING (HYDRAULIC SYSTEM (continued)

Landing gear retraction system Hydraulic pump inoperative Replace or overhaul pump.
fails to operate. (continued) operative. (continued)
Hydraulic fluid in reservoir Fill reservoir with

below operating level. hydraulic fluid.
Battery low or dead. Check condition of battery.
Check for internal leakage Replace valve.

of free-fall valve.
Check for internal leakage Replace or overhaul pump.

of gear up check valve in pump.
Landing gear extension system Landing gear actuator circuit Reset circuit breaker and
fails to operate. breaker open. and determine cause for
open circuit breaker.

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

wires broken.
Landing gear selector circuit Check wiring.

wires broken.
Pump extension solenoid Replace solenoid.

inoperative (outboard
solenoid).
— NOTE —
If the extension solenoid of the pump can be heard to actuate when

operating the gear control circuit is operating properly and the
actuator circuit should be further checked
29-00-00
Page 8
2G10
PIPER AIRCRAFT
PA-34-220T
CHART 2903. TROUBLESHOOTING (HYDRAULIC SYSTEM) (continued)

Landing gear extension Gear selector switch Check ground.
system fails to operate. ground incomplete.
(continued)
Gear selector switch Replace switch.

inoperative.
Hydraulic pump ground Check ground.

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

below operating level. fluid.
Low or dead battery. Check condition of battery.
Landing gear retraction Hydraulic fluid in reservoir Fill reservoir with hydraulic
extremely slow. below operating level. fluid.
Restriction in hydraulic lines. Isolate and check hydraulic

lines.
Pump stops during gear Landing gear actuator Reset circuit breaker and
retraction. circuit breaker opens. determine cause for overload.

breaker opens. determine cause for
overload.
Pressure switch out of Remove and readjust or

adjustment. replace switch.
Mechanical restriction or Place airplane on jacks

obstruction in hydraulic system and run retraction check.
to allow pressure to build Isolate and determine
up and shut off pump before cause.
gear has retracted.
29-00-00
Page 9
2G11
PIPER AIRCRAFT
PA-34-220T

Pump stops during gear Landing gear actuator Reset circuit breaker and
extension circuit breaker opens determine cause for
overload.
Landing gear selector Reset circuit breaker and

circuit breaker opens. determine cause for
overload.
Pump fails to shut off though Pressure switch in- Replace switch.
gear has fully retracted. operative.
Pressure switch out of Replace switch.

adjustment.
Pump retraction solenoid Replace solenoid.

sticking (inboard solenoid).
Internal leakage of Check gear actuating

system cylinders and free-fall
valve for internal leakage.
Check for internal damage

to hydraulic pump.
External leakage of Check gear actuating

system. 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 solenoid Replace solenoid.
the gear has fully extended. sticking (outboard solenoid.)
29-00-00
Page 10
2G12
PIPER AIRCRAFT
PA-34-220T

Pump fails to shut off Nose gear down limit Adjust switch actuator.
though the gear has switch actuator out of
fully extended. (continued)
Nose Gear Down Limit
Switch, Chapter 32.)
Nose gear down limit Replace switch.

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

switch out of adjustment. to Adjustment of Main
Gear Down Limit Switch,
Chapter 32.)
Main gear down limit Replace switch.

switch failed.
— NOTE —
The out of adjustment or failed switch may be determined by not-

ing which down light is not lit.
Pump running intermittently Leakage of high pressure Remove pump and replace
after gear has retracted. check valve. check valve.
Internal leakage of Check free-fall valve

system. for internal leakage.
Check gear actuating

cylinders for internal
leakage.
External leakage of Check gear actuating

system. cylinders for external
leakage.
Check for broken or

damaged hydraulic lines.
29-00-00
Page 11
2G13
PIPER AIRCRAFT
PA-34-220T

Gear stops part way up, Pump high pressure Replace pump.
but pump continues relief valve out of
to run adjustment.
Internal leakage of Check gear actuating

system. cylinders and free-fall
valve for internal
leakage.
Check for broken or

damaged hydraulic
lines.
Hydraulic fluid in Fill reservoir with

reservoir below operating hydraulic fluid.
level.
All gears fail to Free-fall valve fails Check valve and replace.
free-fall. to open.
CHART 2904. CHARACTERISTICS, HYDRAULIC PUMP MOTOR - PRESTOLITE

Electrical Characteristics:
Voltage 12 DC
Rotation Reversible
Polarity Negative ground
Operating Current 75 amps, max. at 12 volts (both rotations)
Operating Time 12 seconds max. with a current load of 75
amperes at 77° F
Overload Protcction Thermal circuit breaker
Automatic Reset Time 12 seconds, max.
Location, Automatic Reset Commutator end head of motor
Mechanical Characteristics:
Bearings Absorbent bronze
(Drive end bearing in upper pump and
valve assembly casting)
Steel ball
(Thrust, between commutator end head
and end of armature shaft)
End Play, Armature .005 inch, min.
(Adjust by selection of thrust washers
on drive end of armature shaft)
29-00-00
Page 12
2G14
PIPER AIRCRAFT
PA-34-220T
CHART 2905. CHARACTERISTICS, HYDRAULIC PUMP - OILDYNE
Electrical Characteristics:
Voltage 24 DC
Rotation Reversible
Polarity Negative ground
Operating Current 25 amps, max. at 24 volts (both rotations)
Operating Time Continueous with circuit breaker protection.
Overload Protcction Thermal circuit breaker 25 amp
Mechanical Characteristics:
— NOTE —
Since the Oildyne hydraulic pump has a sealed motor assembly,

with disassembly not approved, there are no mechanical character-
istics.
29-00-00
Page 13
2G15
PIPER AIRCRAFT
PA-34-220T
GRID 2G16
2G16
PIPER AIRCRAFT
PA-34-220T
MAIN
HYDRAULIC PUMP
REMOVAL OF PRESTOLITE HYDRAULIC PUMP
The Prestolite hydraulic pump with reservoir incorporated is located in the nose section of the fuselage.
Access to the pump is through the access panel in the nose baggage compartment.
1. Disconnect the pump electrical leads from the pump solenoid relays and the ground wire from the bat-
tery shelf.
2. Disconnect the hydraulic lines from the pump. Cap the line ends to prevent contamination.
3. Remove pump by removing pump attaching bolts.
4 Cap or plug all ports.
5. Clean exterior of pump using a dry cleaning solvent to remove accumulated dirt and dust.
DISASSEMBLY OF PRESTOLITE HYDRAULIC PUMP (Refer to Figure 29-4.)

It is recommended that faulty Prestolite hydraulic pumps be sent to an accredited overhaul facility for
disassembly and repair.
The major components of the pump assembly are the pump base, pump motor, and valve, reservoir, and gear
case. These major components should be disassembled as follows:
1. Remove pump base from valve and gear case by:
a. Cutting safety wire and removing bolts with washers securing pump base to pump and gear case.
b. The check valve within the pump base should be removed for cleaning purposes only. To remove
valve, cut safety wire and remove bolt, spring and steel ball. Replace O-ring at reassembly.
2. Remove pump motor from the pump and disassemble as follows:
a. Remove thru bolts from head of motor. Using a knife cut the seal coating between the motor head
and case.
b. Lift the head up from the case approximately 0.50 of an inch. This will allow inspection of brushes
without the brushes unseating from the commutator. (Refer to the next paragraph for brush
inspection.) The brush leads are secured to the head assembly.
c. Raise the head assembly off the armature and note the small thrust ball located between the end of
the armature and motor head. Do not misplace this bearing.
d. Draw the armature from the motor frame. Note the number of thrust washers mounted on the
drive end of the armature shaft.
e. Remove the motor frame from the pump reservoir.
3. Remove valve and gear case from reservoir as follows:
a. Remove eight screws from flange of body and separate the two assemblies.
b. Pump gears and valves should be removed for cleaning purposes only. To remove cap securing
Gears, remove attaching bolts. The two valve springs should be positively identified with their
cavities; otherwise, it will be necessary to readjust each valve for proper operating pressure.
29-10-00
Page 1
2G17
PIPER AIRCRAFT
PA-34-220T
1. HEAD, MOTOR
2. SPRING, BRUSH
3. BRUSH 1
4. BOLT, THROUGH
5. O-RING (MS28775-012)
2 6
6. WIRE LEAD
7. BALL, THRUST
8. ARMATURE
9. FRAME, MOTOR 7
3
10. SLEEVE
11. WASHER, THRUST
12. SCREW, VENT AND FILLER 8
13. RESERVOIR
14. SEAL
15. CASE, VALVE AND GEAR 4
16. BASE, PUMP 9
17. BOLT
18. SCREW (8)
19. 401 269 BOLT (3 REQUIRED) 10
20. 494 192 WASHER (3 REQUIRED)
22. DECK ASSEMBLY 11
23. PUMP BASE
24. 434 120 GROMMET (3
REQUIRED) 12
25. 65003-30 BUSHING
(3REQUIRED)
13
14
HIGH PRESSURE LOW PRESSURE RELIEF

THERMAL RELIEF
25 15
24
19 18
20 5
23
21 16
22
17
Figure 29-4. Hydraulic Pump/Reservoir, Exploded View (Prestolite)
29-10-00
Page 2
2G18
PIPER AIRCRAFT
PA-34-220T
CLEANING, INSPECTION AND REPAIRS OF PRESTOLITE HYDRAULIC PUMP
— CAUTION —
REPAIR FACILITIES MUST BE CLEAN TO PREVENT
CONTAMINATION OF PUMP COMPONENTS. PROPER
AND CAREFUL HANDLING SHOULD BE EXERCISED TO
PREVENT DAMAGING PUMP COMPONENTS.
1. Discard all O-rings.
2. Remove caps or plugs and clean all components with a dry type cleaning solvent and dry thoroughly.
3. Inspect pump components for scratches, scores, chips, cracks and wear.
4. Inspect motor for worn brushes (minimum of .218 of an inch brush remains between the braided and
commutator end), excess commutator wear and excess bearing wear.
5. Repairs are limited to O-ring and brush replacement as follows:
a. One brush holder has the winding wire attached. Locate this wire and remove by using a solder-
ing gun.
b. The head assembly can now be removed and worked on for ease of brush replacement if required.
c. Remove brush wire and brush from bimetal heat protector.
d. Solder new brush wires to head assembly and bimetal heat protector, and wire from winding to
one brush holder.
e. Install brush springs and brushes into brush holders and secure in place (temporary) with a piece
of string looped around the brush and holder and tied in a knot.
— NOTE —
Ensure that the braided wire is in the holder slot for proper brush.
f. Install the head assembly with new brushes to the frame and commutator in accordance with
instructions given in Step I of the next paragraph.
ASSEMBLY OF PRESTOLITE HYDRAULIC PUMP (Refer to Figure 29-4.)

1. To assemble pump motor and install on reservoir:
a. Position motor frame on reservoir. Note aligning marks on frame and reservoir.
b. Place thrust washers, of the same amount removed, on the drive end of the armature.
c. Lubricate the entire length of the armature shaft, on the drive end, with light grease to protect 0-
ring seal from damage. Insert end of shaft in reservoir.
d. Saturate felt oiling pad around commutator end bearing with SAE 20 oil. Allow excess oil to
drain off before assembling motor.
e. Insert thrust ball in bearing of motor head. To hold ball in position, place a small amount of
grease inside the bearing.
f. Place head assembly on frame and allow brushes to extend over commutator. Remove the string
securing the brushes in the holders. Push head assembly on frame and insure proper indexing of
head and frame assemblies. Secure in place with thru bolts.
g. Check freedom of rotation and end play (thrust) of the armature within the assembly. A minimum
of 0.005 inch end play is permissible. Adjust to this tolerance if necessary by adding or removing
thrust washers on drive end of armature shaft.
29-10-00
Page 3
2G19
PIPER AIRCRAFT
PA-34-220T
ASSEMBLY OF PRESTOLITE HYDRAULIC PUMP (continued)
2. Assemble valve and gear case to the reservoir as follows:
a. If removed, place pump gears in valve and gear case and install cover. Install cover attaching
bolts and secure.
b. Lubricate reservoir seal ring with hydraulic fluid (MlL-H-5606A) and place in recess provided in
case.
c. Position reservoir on valve and gear case. Care should be taken when aligning the armature shaft
with the pump gear. Do not run the motor to accomplish this.
d. Ensure the seal ring is properly positioned, then install attaching screws. Tighten one screw to
hold the assembly together. Connect motor to a 14 volt power supply. With an ammeter in the
circuit, tighten the rest of the screws such that the current drawn does not exceed 12 amperes.
3. Attach the pump base to the pump as follows:
a. With pump inverted, lubricate O-ring seals and install them in recesses provided in the valve and
gear case.
b. Install attaching bolts with washers and torque to 70 inch-pounds.
c. Safety attaching bolts with MS20995-C32 wire.
4. Conduct motor operational check not to exceed 10 seconds running time.
TEST AND ADJUSTMENT OF PRESTOLITE HYDRAULIC PUMP (Refer to Figure 29-5.)

1. Test Equipment:
a. Hydraulic pump and mounting base.
b. Pressure gauge (0 - 1000 psi).
c. Pressure gauge (0 - 3000 psi).
d. Hoses with fittings to connect base and gauges.
e. Power supply (14 Vdc).
f. Ammeter (0 to 100 amps).
g. Fuse or circuit protector (100 amps).
2. Test and Adjustment:
— NOTE —
Test gauges of known accuracy should be used when performing
the following tests.
a. Connect the 0 to 1000 psi gauge to the low pressure port of the pump base.
b. Connect the 0 to 3000 psi gauge to the high pressure port of the pump base.
c. Connect black lead of pump motor to the negative terminal of the DC power supply.
d. Remove the filler plug located on the forward side of the pump. Loosen vent screw and add fluid,
MIL-H-5606, through the filler hole until full. Reinstall the filler plug and tighten the vent screw.
NOTE
1/64 inch clearance between the screw head and the small vent
hole.
e. Bleed air from the attached lines. (Lines may be bled by alternately connecting blue lead and
green lead to the positive terminal of the power supply until all air is exhausted.)
29-10-00
Page 4
2G20
PIPER AIRCRAFT
PA-34-220T
GROUND = BLACK
HIGH PRESSURE = BLUE
LOW PRESSURE = GREEN
HIGH PRESSURE PORT #1

LOW PRESSURE PORT #3
+14 Vdc
3000 1000
G B
LO HI
+ BL
100
AMP
_
100 AMP FUSE
-14 Vdc
Figure 29-5. Test and Adjustments of Hydraulic Pump
29-10-00
Page 5
2G21
PIPER AIRCRAFT
PA-34-220T
TEST AND ADJUSTMENT OF PRESTOLITE HYDRAULIC PUMP (Refer to Figure 29-5.) (continued)
f. Connect blue lead to positive terminal of power supply. Pump should operate and the high pres-
sure, gauge should indicate between 2000 and 2500 psi. (Should the gauge indicate a pressure
below 2000 psi or over 2500 psi, adjust valve “A” Figure 29-4 accordingly to obtain the desired
reading.)
— NOTE —
When increasing pressure, the pump running time must not
exceed 12 seconds. There should be no external leakage while
performing steps e through h.
g. Disconnect blue lead. The high pressure reading should not drop more than 300 psi in five min-
utes. High pressure may not be selected again for five minutes.
h. Connect green lead to positive terminal of power supply. Pump should operate in reverse, drop-
ping reading on high pressure gauge to zero. The low pressure gauge should indicate 500 to 800
psi. (Should the gauge indicate a pressure below 500 psi or over 800 psi, adjust valve “B”, Figure
29-3 accordingly to obtain desired reading.) Disconnect green lead. Both pressure gauges should
indicate zero psi.
i. Should it be necessary to check the pump motor, first connect the ammeter in the electrical circuit
with the positive terminal of the meter to the black lead and negative terminal of the meter to the
negative terminal of the DC power supply.
j. Connect the blue lead from the pump motor to the positive terminal of the power supply. With
high pressure indication within 2000 to 2500 psi range on the pressure gauge, the ammeter should
read 75 amperes maximum. Disconnect the blue lead.
k. Connect the green lead from the pump motor to the positive terminal of the power supply. With
low pressure indication within the 500 to 800 psi range, the ammeter should read between 15 to
35 amperes.
— NOTE —
In the event any of the various tests do not perform satisfactori-
ly, the pump assembly should be replaced
l. Disconnect the green lead from the power supply and permit the pressure to drop before discon-
necting the hydraulic lines.
INSTALLATION OF PRESTOLITE HYDRAULIC PUMP (Refer to Figure 29-4)

1. Align three washers over each hole in shelf. Insert grommet through mounting holes in pump base.
Insert bushing through hole in each grommet.
2. Position pump on washers. Insert bolt with top washer through bushing, bottom washers, shelf, and
tighten.
3. Connect hydraulic lines to pump.
4. Connect pump electrical leads. Blue wire to outboard lower solenoid, green wire in inboard (upper)
solenoid, and black wire to ground on bottom shelf.
5. Check fluid level in pump. (Refer to Chapter 12 for filling instructions.)
6. With aircraft on jacks, operate pump to purge hydraulic system of air, and check for leaks. After oper-
ation, recheck fluid level.
29-10-00
Page 6
2G22
PIPER AIRCRAFT
PA-34-220T
REMOVAL OF OILDYNE HYDRAULIC PUMP (Refer to Figure 29-6, Sheet 1 of 2)
The Oildyne hydraulic pump with reservoir incorporated is located in the nose section of the fuselage.
Access to the pump is through the access panel in the nose baggage compartment.
1. Remove the ABS nose gear cover.
2. Remove anti-splash cover (Piper P/N 96374-0) by removing the four attaching screws,
3. Disconnect the three knife connectors that attach the black, blue, and green forward and reverse harness
wires.
4. Disconnect and plug the “up” and “down” pressure hydraulic lines from pump mount. Cap the lines .
5. Remove the three each mounting bolts and washers securing pump mount to deck
6. Lift assembly from airplane.
FIELD SERVICE OF OILDYNE HYDRAULIC PUMP

Field service of Oildyne hydraulic pump is limited to motor replacement and removal, cleaning, and
inspecting the hydraulic fluid reservoir. Should pump malfunction, either replace pump, or return pump to
Piper Aircraft, via the local Piper distributor, for servicing or repairs.
DISASSEMBLY OF OILDYNE HYDRAULIC PUMP FROM BRACKET (Refer to Figure 29-6, Sheet 1 of 2)
1. Remove safety wire securing two bolts that attach bracket to pump.
2. Remove the two bolts and washers.
3. Separate pump assembly from bracket.
DISASSEMBLY OF OILDYNE MOTOR ASSEMBLY FROM OILDYNE PUMP-ADAPTER ASSEMBLY

(Refer to Figure 29-6, Sheet 2 of 2)
1. Remove two each mounting bolts on flange of motor assembly and separate the motor assembly from
the pump.
2. Remove coupling and O-ring and discard.
— NOTE —
New O-ring and coupling are included in replacement motor
assembly.
DISASSEMBLY OF OILDYNE RESERVOIR ASSEMBLY FROM OILDYNE PUMP-ADAPTER

ASSEMBLY (Refer to Figure 29-6, Sheet 2 of 2))
— CAUTION —
DO NOT DISASSEMBLE PUMP ASSEMBLY FROM
ADAPTER ASSEMBLY. DAMAGE TO VALVES AND PRES-
SURE SETTINGS, WHICH ARE NON-ADJUSTABLE, WILL
OCCUR.
1. Remove screw and O-ring securing the reservoir to the adapter assembly.
2. Remove reservoir and reservoir seal.
3. When replacing reservoir, remove the cushion pad. It will have to be bonded to the new reservoir base
using Scotch Grip 2210 or Contact Adhesive B-10161 rubber cement.
29-10-00
Page 7
2G23
PIPER AIRCRAFT
PA-34-220T
1. MOTOR ASSEMBLY
2. BASIC PUMP-ADAPTER
3. RESERVOIR ASSEMBLY
4. BRACKET-MOUNTING
5. BASE-PUMP
6. RESTRICTOR ELBOW (PIPER P/N 1
01972-2)
7. 401 269 BOLT (3 REQUIRED)
10. DECK ASSEMBLY
11. PUMP BASE 2
12. 434 120 GROMMET (3 REQUIRED)
13. 65003-30 BUSHING (3REQUIRED)
5
13
12
7
8
11
9
10
Figure 29-6 (Sheet 1 of 2) Oildyne Hydraulic Pump

29-10-00
Page 8
2G24
PIPER AIRCRAFT
PA-34-220T
PUMP TO
ADAPTER BOLTS
DIPSTICK
ADAPTER
RESERVOIR SEAL
CAUTION
AFTER FILLING RESERVOIR,
TIG HTEN DIPSTICK. THEN
BACKOFF 1 1/2 TURNS. THIS
IS REQUIRED TO ALLOW RES-
ERVOIR TO BE VENTED.
RESERVOIR
#10-32 X 1 SCREW O-RING
Figure 29-6 (Sheet 2 of 2) Oildyne Hydraulic Pump
29-10-00
Page 9
2H1
PIPER AIRCRAFT
PA-34-220T
ASSEMBLY OF RESERVOIR TO OILDYNE PUMP-ADAPTER ASSEMBLY (Refer to Figure 29-6, Sheet
2 of 2)
1. Locate the cushion pad and bond it to the bottom surface of the reservoir using Scotch Grip 2210, or
Contact Adhesive B-10161 rubber cement.
2. Position the reservoir seal between the reservoir and the adapter assembly.
3. Locate the O-ring and bolt that secures the reservoir to the pump-adapter assembly and apply a light
coating of Titeseal No. 3 in back of first two bolt threads.
4. Position the O-ring on the bolt, and install it through the reservoir and into the pump-adapter securing
the reservoir.
5. Tighten this bolt to a torque value of 40 - 50 inch pounds.
INSTALLATION OF MOTOR ASSEMBLY TO OILDYNE PUMP-ADAPTER ASSEMBLY (Refer to

Figure 29-6, Sheet 2 of 2)
1. Locate the replacement O-ring and coupling.
2. Place the coupling and O-ring into position between the motor assembly and pump-adapter assembly.
3. Apply light coating of Titeseal No. 3 in back of the first two threads of mounting bolts.
4. Positioning the two units in place, install two each mounting bolts through the flange of the motor
assembly and into the pump-assembly housing.
5. Torque bolts to 15 -20 inch pounds.
INSTALLATION OF PIPER BRACKET TO OILDYNE HYDRAULIC PUMP ASSEMBLY(Refer to

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

1. Position assembled pump, bracket, and pump mount on pump deck in airplane.
2. Secure pump assembly to deck by installing the three AN3-10 bolts with one MS35489-64 washer
under each bolt head and three No. 5712-45 (Piper P/N 494 192) washers between Piper mount assem-
bly 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.
4. Install the “up” and “down” pressure hydraulic lines to pump mount.
5. Connect the three knife connectors that attach the black, blue, and green forward and reverse harness
wires.
6. Install ante-splash cover (Piper P/N 96374-0) by installing the four attaching screws,
7. Install the ABS nose gear cover.
29-10-00
Page 10
2H2
PIPER AIRCRAFT
PA-34-220T
LANDING GEAR FREE-FALL VALVE ASSEMBLY
INSPECTION AND REPAIR OF FREE-FALL VALVE
This valve is located directly above the nose wheel actuating cylinder. Inspection is limited to determining
if any signs of hydraulic fluid leakage are evident around the seam between the end fitting and valve body, and
around the periphery of the piston assembly shaft. If leaks appear, the valve assembly should be replaced since
it is impractical to repair the valve.
REMOVAL OF FREE-FALL VALVE ASSEMBLY (Refer to Figure 29-7)

In the event it becomes necessary to replace the free-fall valve assembly, proceed as follows:
1. Loosen three screws and clamp securing cable in position and withdraw cable.
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 hex head bolts securing the valve and bracket to the frame and remove the assembly from
the airplane.
4. Remove rivet and nut securing link to piston shaft. Note position of elbow and tee fittings to assure
their being replaced in the same position at reassembly. Remove fittings and two bolts securing the
valve to the bracket.
INSTALLATION OF FREE-FALL VALVE ASSEMBLY. (Refer to Figure 29-7.)

1. Apply Titeseal No. 3 in back of first two MALE threads of elbows and tees and insert fittings in valve.
Apply Titeseal should be sparingly to prevent it entering the hydraulic system.
2. Install valve on bracket and secure in position. Push piston shaft into the valve until it bottoms. Align
hole in link with hole in piston shaft and insert rivet. Attach nut to rivet.
3. Position bracket with valve on frame. Apply Titeseal No. 3 in back of first two MALE threads of tees
and connect hydraulic lines. Apply Titeseal should be sparingly to prevent it entering the hydraulic
system.
4. Push arm assembly fully forward. Pull cable full forward. Place clamp over reinforced portion of
cable and tighten screws. Insert loose end of cable through the hole in the bushing of the arm assembly.
Tighten lock screw on cable.
1. CABLE 5. FRAME
2. CLAMP 6. PISTON SHAFT
3. VALVE BODY 7. BRACKET
8
4. END FITTING 8. ARM ASSEMBLY
7 2
1
5
6
3
Figure 29-7. Free-Fall Valve Assembly
29-10-00
Page 11
2H3
PIPER AIRCRAFT
PA-34-220T
GEAR ACTUATING CYLINDER
REMOVAL OF NOSE GEAR ACTUATING CYLINDER
1. Place airplane on jacks. (Refer to Jacking, Chapter 7.)
2. Disconnect hydraulic lines from actuating cylinder and cover open line ends to prevent contamination.
3. Disconnect operating rod end from the bracket on the trunnion assembly by removing attaching bolt
and nut.
4. Disconnect cylinder from the link assembly. The down lock spring and down lock link are also
attached to this link assembly. After removing the cylinder, it is suggested the spring and link be tem-
porarily reinstalled until the cylinder is ready for reinstallation.
5. Remove the cylinder from the wheel well.
REMOVAL OF MAIN GEAR ACTUATING CYLINDER

2. Disconnect hydraulic lines from actuating cylinder and cover open line ends to prevent contamination.
3. Disconnect gear down lock spring from swivel fitting at upper end of spring.
4. Remove down lock spring swivel fitting and disconnect cylinder operating rod end from upper side
brace retraction fitting by removing attaching nut, washer and bolt.
5. Disconnect cylinder from its attachment by removing nut and bolt.
6. Remove cylinder from wheel well.
1 23 4 5 6 7 8 9 10
1. END GLAND 6. PISTON

2. BACK-UP RING 7. BODY, CYLINDER
3. O-RING 8. O-RING
4. RETAINER RING 9. CLEVIS END
5. O-RING 10. CLEVIS BEARING
Figure 29-8. Gear Actuating Cylinder
29-10-00
Page 12
2H4
PIPER AIRCRAFT
PA-34-220T
DISASSEMBLY OF ACTUATING CYLINDER (Refer to Figure 29-8)
— NOTE —
The following disassembly, cleaning, inspection, repair and assembly instructions apply to nose gear actuator
and both main gear actuators.
1. Using hand pressure, push piston rod toward clevis end to remove oil from the cylinder.
2. Place clevis in a soft jaw vise and clamp against the clevis bearing.
3. Install any 1/8-27 pipe fitting into the port on the end gland. This fitting is used for leverage only and
need not be tight. (Refer to figure 29-9.)
4. Rotate end gland counterclockwise (with use of fitting) until end of retainer ring (Figure 29-9) shows
in slot of cylinder body. Reverse rotation of gland (clockwise direction) allowing retainer ring to
move out of slot. (It may be necessary to give the ring an assist in starting out of the slot. If so, insert
a strong wire pick or other suitable tool in the slot to pry up the end of the retainer ring.)
CLEANING, INSPECTION AND REPAIR OF GEAR ACTUATING CYLINDER

1. Clean cylinder components with a suitable dry type solvent and dry thoroughly.
2. Inspect cylinder assembly for the following:
a. Interior walls of cylinder and exterior surface of the piston for scratches, burrs, corrosion, etc.
b. Stripped or damaged threads.
c. Rod end fitting and swivel fitting of cylinder for wear and corrosion.
d. End fitting retainer slot for excess wear.
3. Repairs to the cylinder are limited to polishing out small scratches, burrs, etc., and replacing compo-
nents. (Refer to Seneca III Parts Catalog for replacement part numbers.)
ASSEMBLY OF GEAR ACTUATING CYLINDER (Refer to Figure 29-8)

1. Install the three O-rings.
2. Lubricate areas around O-rings with hydraulic fluid, park-o-lube or vaseline. Slide end gland on pis-
ton rod. Slide piston into cylinder body.
3. Insert hook end of new lock ring (P/N 755 997) in slot cylinder body and slot in end gland. Rotate
gland counterclockwise to completely wrap lock ring into assembly. (Figure 29-9)
4. Align port in end gland and cylinder body. (Figure 29-9)
5. Check smoothness of operation of piston and static test unit to check for possible cut O-rings.
6. Clean nose cylinder orifices.
BEARING END
Figure 29-9. End Gland Locking Device

29-10-00
Page 13
2H5
PIPER AIRCRAFT
PA-34-220T
5
5
1
6
1
7
10
3
2
6
4
3
6 8
8
1. LINK ASSEMBLY 6. BUSHING
2. LINK 7. BOLT
3. ACTUATING CYLINDER 8. SWITCH
4. WASHERS 9. MOUNT ASSEMBLY
5. SPRING 10. ROD END BEARING
Figure 29-10. Nose Gear Actuating Cylinder Installation
INSTALLATION OF NOSE GEAR ACTUATING CYLINDER (Refer to Figure 29-10)

1. Refer to REMOVAL OF NOSE GEAR ACTUATING CYLINDER, step 4. Remove bolt far enough
to position clevis end of actuating cylinder in the link assembly. Insert bolt with callouts arranged
as illustrated in Figure 29-10.
2. Insert the operating rod end into the bracket on the trunnion assembly and secure with bolt, nut and
washers.
3. Connect hydraulic lines to their respective fittings on the actuating cylinder.
4. Check adjustment of cylinder rod end. (Refer to Adjustment of Nose Landing Gear, Chapter 32.)
5. Operate pump to purge system of air and check fluid level in reservoir.
6. Remove airplane from jacks.
INSTALLATION OF MAIN GEAR ACTUATING CYLINDER

1. Attach the cylinder to its attachment fitting in the wheel well using bolt and nut.
2. Attach the operating rod end and down lock spring swivel fitting to the upper side brace retraction fit-
ting using washer and nut. The swivel fitting must be free to rotate.
3. Connect down lock spring to swivel fitting.
4. Check adjustment of cylinder rod end. (Refer to Adjustment of Main Landing Gear, Chapter 32.)
5. Operate pump and purge system of air. Check fluid level in reservoir.
6. Remove the airplane from jacks.
29-10-00
Page 14
2H6
PIPER AIRCRAFT
PA-34-220T
HYDRAULIC LINES
REMOVAL AND INSTALLATION OF HYDRAULIC LINES
Remove damaged hydraulic lines by disconnecting fittings at both ends and disconnecting where secured by
brackets. Refer to Figure 6-2 as an aid in locating attaching brackets and bends in lines. Provide a small, clean
container for draining the lines. Install a new or repaired line in reverse. Operate the pump to purge air from
the system. Check fluid level in the reservoir.
TESTING HYDRAULIC SYSTEM

The hydraulic system should be tested to determine that it functions properly after performing any service or
repairs. It is suggested that the airplane be connected to an outside power source (14 or 24 Vdc, as appropriate)
in order to conserve the battery. (Refer to External Power Receptacle, chapters 12 and 24.)
— CAUTION —
TURN MASTER SWITCH OFF BEFORE INSERTING OR
REMOVING EXTERNAL POWER SUPPLY PLUG.
2. With gear down, master switch ON, and circuit breaker closed, place landing gear selector handle in
the UP position. The pump should immediately start operating and the gear retract. The red gear
unsafe light on the instrument panel should light up until the gear is fully retracted. The hydraulic
pump should stop operating after full retraction of the gear.
3. Place gear selector handle in DOWN position. The gear should extend and lock in position. Gear
down lights on the instrument panel will light up when all three gears are locked in position. Inspect
hydraulic system for leakage of hydraulic fluid.
4. Recycle the landing gear to determine that it functions properly.
5. To check operation of the free-fall valve assembly, retract the landing gear and turn the master switch
off. Pull the free-fall valve knob full out. The landing gear should extend and lock in position.
— CAUTION —
PRIOR TO REMOVING THE AIRPLANE FROM JACKS,
TURN MASTER SWITCH ON AND DETERMINE THAT
ALL THREE GREEN LIGHTS ARE ENERGIZED. THIS
WILL INDICATE THE LANDING GEAR IS DOWN AND
LOCKED.
SERVICING HYDRAULIC PUMP/RESERVOIR

The Prestolite combination pump and reservoir fluid level should be checked every 50 time-in-service hours
by removing the filler plug located on the forward side of the pump and viewing the fluid through the filler
plug hole Determine that fluid is visible up to the bottom of the filler plug hole.
Should fluid be below the bottom of the hole, add MIL-H-5606 petroleum base hydraulic fluid through the
filler hole until full. Install filler plug and tighten. (Refer to Figure 29-4.)
— NOTE —
0.050 to 0.150 inch gap under vent screw head.
The Oildyne pump incorporates a dipstick to check the quantity of hydraulic fluid in the reservoir. Check
the fluid level every 50 hours time-in-service. Replenish only with MIL-H-5606 petroleum base hydraulic
fluid. (Refer to Figure 29-6.)
29-10-00
Page 15
2H7
PIPER AIRCRAFT
PA-34-220T
GRIDS 2H8 THROUGH 2H11

2H8
CHAPTER
30
ICE AND RAIN PROTECTION
2H12
PIPER AIRCRAFT
PA-38-112
MAINTENANCE MANUAL
CHAPTER 30- ICE AND RAIN PROTECTION
CHAPTER
30-00-00 GENERAL 2H15

30-00-00 Description and Operation 2H15
30-10-00 AIRFOILS 2H21
30-10-00 Troubleshooting 2H21
30-10-00 Inspection 2H22
30-10-00 Ground Procedure 2H22
30-10-00 100 Hour Inspection 2H23
30-10-00 Operational Check 2H24
30-10-00 Electric Test 2H24
30-10-00 Testing For Pressure Leaks 2I1
30-10-00 Component Maintenance and Replacement 2I1
30-10-00 Filters 2I1
30-10-00 Control Valves 2I1
30-10-00 Timer 2I3
30-10-00 Pneumatic Boots 2I3
30-10-00 Removal of Boots 2I3
30-10-00 Repair of Boots 2I3
30-10-00 Cold Repair 2I4
30-10-00 Vulcanized Repairs 2I7
30-10-00 Installing Pneumatic Boots 2I7
30-10-00 Preparation of Leading Edges 2I7
30-10-00 Preparation of Deicer Boot 2I7
30-10-00 Mounting Boot on Leading Edge 2I8
30-10-00 Adhesion Test 2I10
30-10-00 Cleaning Deicer Boots 2I10
30-10-00 Icex Application 2I11
30-10-00 Resurfacing Conductive Cement 2I11
30-10-00 Final Test and Adjustment of Pneumatic
System 2I12
30-30-00 PITOT AND STATIC 2I15
30-40-00 WlNDOWS AND WINDSHIELD 2I17
30-40-00 Heated Windshield Panel 2I17
30-40-00 Removal and Installation of Heated Panel 2I17
30 - Cont./Effec.
Page 1
2H13
PIPER AIRCRAFT
PA-38-112
MAINTENANCE MANUAL
CHAPTER 30- ICE AND RAIN PROTECTION
CHAPTER
30-60-00 PROPELLERS 2I19

30-60-00 Troubleshooting 2I19
30-60-00 Using the Ammeter 2J3
30-60-00 Helpful Tips 2J3
30-60-00 Inspection 2J3
30-60-00 50 Hour Inspection 2J3
30-60-00 100 Hour Inspection 2J9
30-60-00 Brush Assemblies 2J11
30-60-00 Brush Module Replacement 2J11
30-60-00 Alignment of New Brushes 2J13
30-60-00 Brush Block Alignment 2J13
30-60-00 Slip Rings 2J14
30-60-00 Alignment of Slip Ring Assemblies 2J14
30-60-00 Replacement of Slip Ring Assemblies 2J14
30-60-00 Deicer Boots 2J15
30-60-00 Resistance Check of Deicer Boots 2J15
30-60-00 Replacement 2J15
30-60-00 Removal of Boots 2J15
30-60-00 Blade Preparation 2J16
30-60-00 Cement Application 2J17
30-60-00 Installation of Deicer and Required
Materials 2J18
30-60-00 Preparation and Application of Sealer 2J18
30-60-00 Wrinkled Deicers 2J19
30-60-00 Electrical Check 2J19
30-60-00 Installation of Deicer Wiring Harness –
Two Bladed Propellers 2J21
30-60-00 Installation of Deicer Wiring Harness –
Three Bladed Propellers 2J21
30-60-00 Balancing 2J21
30-60-00 Final Electric Check 2J21
30-60-00 Other Components 2J24
30-60-00 Timer Test 2J24
30-80-00 DETECTION 2K1
30-80-00 Ice Detection Light 2K1
30-80-00 Servicing 2K1
30-80-00 Removal 2K2
30-80-00 Installation 2K2
30 - Cont./Effec.
Page 2
2H14
PIPER AIRCRAFT
PA-34-220T
GENERAL
The material contained in this chapter provides information for general maintenance characteristic of the
ice protection system. If further information is necessary contact the product manufacturer or Piper Service
Representative.

The ice protection system is actually made up of five separate systems: a pneumatic deice system (Figure
30-1); an electrical prop deice system (Figure 30-2); an electrically heated windshield panel (Figure 30-6,
Section 30-40-00); heated pitot/ stall warning system( (Figure 30-3); and an ice detection light installation.
These systems can be installed individually or in any combination. On Seneca III models, except for the heated
pitot/stall warning system, the systems are controlled from a control panel on the center instrument panel. The
switch for pitot/stall warning system heat is located on the main switch panel On Seneca IV models, the
switches for all installed ice protection systems are in a common group installed directly in the instrument panel
directly above the throttle quadrant.
The pneumatic system, which utilizes boots to displace ice from the leading edges of the flight surfaces,
necessitates replacing the standard air pumps with pumps of greater capacity. Along with the boots and related
plumbing, the system also utilizes two control valves, two check valves, a deflate valve, and a timing module.
A control and check valve are used on each side of the system and, being mounted behind their respective
firewall, are accessible upon removal of the appropriate nacelle hatch cover. The deflate valve and time
module are mounted under the floor on the left side of the fuselage as shown in Figure 30-1.
Boots are attached to the leading edge of the wings, vertical stabilizer, and stabilator. The boots are of a
fabric reinforced rubber containing built-in span wise inflation tubes. A ply of conductive neoprene is cured to
each boot surface to dissipate static electric charges and prevent damage to the boots from those charges, as
well as preventing a fire hazard after each flight. Attached to the flight surfaces with cement, the boots are
connected to the plumbing, through the skin by flexible and/or aluminum air connections.
Operation of the pneumatic deice system is controlled by a momentary, single pole, single throw switch on
the control panel. During normal operation, vacuum, provided continuously from the pump inlets to the vacuum
system, is also directed to the boots system through the deflate valve to hold the boots down in flight. The
control valves, closed during normal operation, allow pressure air from the pumps to be dumped overboard.
Activation of the momentary switch initiates power to the aforementioned units causes: (1) the deflate valve to
close the system to vacuum and outside pressure; and, (2) activation of the timer in the timing module.
When the switch is activated , pressure begins to build in the system. Upon reaching 8 psi, a pressure
switch on the deflate valve activates an indicator light on the control panel. With the system still operating,
pressure continues to build until a pressure activated switch (also on the deflate valve) senses 17 psi, or the
timer reaches 6 seconds, whichever comes first. At this point power is removed from the control valves and
deflate valve causing: (1) the control valves to close, routing pump pressure overboard; and, (2) the deflate
valve to dump system pressure overboard. As pressure decreases, the 8 psi switch is deactivated extinguishing
the light. With the pressure dumped from the system, the deflate valve again directs vacuum to the boots. The
system, now operating in its normal condition, can be reactivated if necessary, through the momentary switch
on the control panel. The vacuum gauge may fluctuate momentarily upon deice cycling.
The propeller deice system, which can be installed by itself, or included in a package with others of the ice
protection system, is designed for both the two and three blade propeller installations. Each propeller deice
system consists of: (1) an electrically heated boot bonded to each blade; (2) a slip ring assembly connected to
the hub of each propeller; (3) modular brush assemblies; (4) a timer; a circuit breaker/ control switch located
on the control panel; (5) an ammeter; and, (6) a shunt installation located on the left side if the fuselage on a
longeron behind the side panel on the left side of the cockpit.
30-00-00
Page 1
2H15
PIPER AIRCRAFT
PA-34-220T
11
SENECA IV
2
See Note
3
2
2
14
5 2
4 11
13
12
9
8
7 6
5
14
11
4
10
2
1. CONTROL PANEL
2. BOOTS - DEICE
3. PRESSURE RELIEF VALVE DETAIL A
4. AIR PUMPS 20
5. CONTROL VALVES
6. TIMER MODULE 17
7. SOLENOID 16
8. 17 PSI PRESSURE SWITCH (NC)
9. 8 PSI PRESSURE SWITCH (NO) 19
10. LIGHT, ICE DETECT
11. FROM AIR PUMP TO VACUUM REGULATOR 9
12. TO GYRO 18
13. TO MANIFOLD
14. CHECK VALVES D24B
15. DEICE DEFLATE VALVE
16. TO RIGHT WING D24A D26A — NOTE —
17. TO LEFT WING Valve is preset to 20± 1 psi,
D26B no adjustment is required.
18. TO INSTRUMENT PANEL 8
GND
19. CROSS
20. TO TAIL 7 D25B
Figure 30-1. Pneumatic Deice System Installation
30-00-00
Page 2
2H16
PIPER AIRCRAFT
PA-34-220T
Dual element deicers are utilized on the two blade propeller installation. Each deicer has two separate
heaters: one for the outer half and one for the inner half. By heating all outer or inner heaters on only one pro-
peller at a time, rotational balance is held during deicing. Current is drawn from the airplane electrical system
through the switch, ammeter and timer. The timer delivers current via the slip ring and modular brush
arrangement to (phase l) the outer heaters on the right propeller, (phase 2) the inner heaters on the same
propeller, (phase 3) the outer heaters of the left propeller, and (phase 4) the inner heaters on the left propeller.
The timer energizes each of these four phases in turn for about 34 seconds and then repeats the cycle as long as
the control switch is on. The cycling sequence given is vital so that outboard heaters on each propeller operate
before the inboard heaters. See cycle sequence. (Refer to Figure 30-9.) The system may be used continuously
in flight if needed. To conserve electrical power, current is cycled to the deicer heaters at timed intervals rather
than continuously.
— NOTE —
Heating may begin at any phase in the cycle depending on the

timer position when the switch was turned off from previous use.
The McCauley three blade propeller installation utilizes single element deicers. When the switch is turned
on power is directed through the brush block and slip ring to all the heating elements on one propeller for
approximately 34 seconds. The timer then directs the power to the other propeller for approximately 34
seconds. This cycle continues until the switch is turned off.
A heated windshield panel can also be installed as a separate item or with any combination of systems.
The installation utilizes a glass panel, imbedded with wire filaments, mounted to a metal frame just outside of
the windshield on the pilot's side, and secured to the fuselage by two screws. The panel is controlled by a
switch on the deice control panel. The frame is hinged at its base to facilitate cleaning of the windshield and
panel. When not required, the panel can be removed by removing the two attaching screws and harness from
the fuselage.
When installed the pitot and stall warning heat systems are operated as a single system. It should be noted
that, although the pitot heat system can be installed in the aircraft by itself, the stall warning heat combination
can only be included if the pitot heat system is also installed. These system(s) utilize a switch in the switch
cluster on the pilot's side of the instrument panel. Other parts of the system(s) include: (1) a heated pitot head;
(2) heated lift detectors (inner and outer); and (3) two circuit breakers (one for each part of the system).
An ice detection light can also be included with the systems for seeing and detecting ice at night. When
installed, it is mounted to the outboard side of the left nacelle. On Seneca III models, the light is controlled by
a toggle switch located on the deice control panel. On Seneca IV models, it is controlled by a push ON–push
OFF switch located among the deice switches installed directly in the instrument panel above the throttle quad-
rant.
— NOTE —
For wiring diagrams (schematics) not found in this chapter refer to

Chapter 91.
30-00-00
Page 3
2H17
PIPER AIRCRAFT
PA-34-220T
4
1
6
3 FIREWALL
CONNECTOR
7 5 9
1. DEICER
2. SLIP RING
3. BRUSH BLOCK
4. TIMER
5. AMMETER
6. SHUNT
7. SWITCH
8. WIRING
9. CIRCUIT BREAKER
Figure 30-2. Electric Prop Deice System Installation
30-00-00
Page 4
2H18
PIPER AIRCRAFT
PA-34-220T
DEICER BOOT F1C OR F1J

F1D
H11C OR H11D
WING SKIN
MOUNTING
HEATED PLATE
VANE
NUT
FIBER
DETAIL A WASHER
WASHER
DOUBLER
SKIN
GASKET
PITOT HEAD
SCREW
DETAIL B PITOT HEAD INSTALLATION DETAIL
Figure 30-3. Heated Pitot and Stall Warning System Installation
30-00-00
Page 5
2H19
PIPER AIRCRAFT
PA-34-220T
GRID 2H20
2H20
PIPER AIRCRAFT
PA-34-220T
AIRFOILS
Airfoil deicing is performed by the pneumatic deicing system. The system utilizes inflatable boots to clear
ice off the leading edges of the wings, vertical stabilizer, and stabilator.
The boots are of a fabric reinforced rubber construction containing built-in span wise inflation tubes.
Attached to the leading edges of the flight surfaces with cement, they are connected through the skin by alu-
minum and/or flexible rubber air connection stems.
A ply of conductive neoprene is provided on the surface to dissipate static electric charges. These charges,
if allowed to accumulate, would eventually discharge through the boot to the metal skin beneath creating static
interference with radio equipment, and possible punctures in the rubber. Also such static charges would con-
stitute a temporary fire hazard after each flight.
For operational descriptions refer to Section 30-00-00,.Description and Operation
TROUBLESHOOTING
The troubleshooting chart contained herein is based on the premise, except as specified, that the engine
driven pneumatic pumps and the electrical system are operating properly. It is further assumed that the system
components were installed properly.
CHART 3001. TROUBLESHOOTING PNEUMATIC DEICE SYSTEM

Deicers do not inflate. Both Open circuit breaker. Push circuit breaker to set.
engines operating at minimum
cruise rpm or either engine
at 2575 rpm.
System connection loose or Tighten or repair as required.
wire broken.
Timer not functioning. Test or replace as required.
Control valves not functioning. Make electrical test. Check
for sticking poppet. Clean.
Insure that both vent ports on
solenoid are open.
Lines blocked or not Blow out lines and inspect
connected. inspect connections. Make
air leakage test.
Deicers INFLATE slowly Lines partially blocked Blow out lines and inspect
(inflation time - 6 seconds.) or not connected securely. connections. air leakage test.
Deflate valve not functioning Insure that both vent ports on
properly. solenoid are open.
System pressure not being Check performance to manu-
reached. facturers specifications.
Deicer puncture. Repair per specification or
replace.
30-10-00
Page 1
2H21
PIPER AIRCRAFT
PA-34-220T
CHART 3001. TROUBLESHOOTING PNEUMATIC DEICE SYSTEM (continued)
Deicers DEFLATE slowly. Lines partially blocked. Inspect and blow out lines.
Deflate valve not functioning Insure that both vent ports
properly. on solenoid are open.
Deicers inflate, indicator Indicator lamp burned out Replace lamp.

light does not function.
(Ascertain that deicer boot
switch is ON.
System pressure not being Check “Deicers Inflate Slowly”
reached. above.
Pressure switch not functioning. Make electrical test and replace
if required.
Wires loose or broken. Poor Make electrical test. Repair or
grounding of pressure switch. Repair or replace broken wires.
Check for proper ground.
Deicer boots do not hold their Deflate valve not functioning Remove and troubleshoot
form in flight or vacuum to properly by not moving to valve. Replace if necessary.
the system inadequate. full position.
Vacuum line restricted. Disconnect line from instru-
ments and deflate valve, and
blowout line.
Broken line. Inspect system and repair.
INSPECTI0N
A ground check of the entire deicer system should be made at least every 100 hours time-in-service.
Before checking the system, all deicers should be inspected for damaged areas and repaired according to
the procedure in this section outlining cold patch or vulcanized repairs. In order to check the system, refer to
Chart 3002 and the paragraph “Final Test and Adjustment of Pneumatic System” for operating pressure and
check procedures .
GROUND PROCEDURE
After the test pressure range is established, connect an external source of air providing this pressure and a
pressure gauge to the pneumatic deice line at the manifold assembly. Disconnect the deice line from the mani-
fold to accomplish the test. The deicer system should be within one psig of the recommended operating pres-
sure with each inflation cycle.
30-10-00
Page 2
2H22
PIPER AIRCRAFT
PA-34-220T
GROUND PROCEDURE (continued)
If deicers do not reach the operating pressure, check the inflation time to ascertain that the solenoid valves
are open the specified length of time (six seconds). If this is not the cause of trouble or if the boots deflate
slowly. the lines or valves may be plugged; then the lines should be disconnected and blown clear.
Check the timing of the system through several complete cycles. Boots ON six seconds, then OFF. The
wing and empennage boots operate simultaneously. If cycle time is off the specified time, determine and cor-
rect the difficulty.
Inflation must be rapid to provide efficient deicing. Deflation should be complete before the next inflation
cycle of the boots.
100 HOUR INSPECTION

At each 100 hour inspection of the airplane, inspect and operate the deicer boots. Make checks as follows:
1. Carefully inspect the deicers for evidence of damage or deterioration, and repair or replace damaged
boots.
2. Resurface boots which show signs of considerable wear or deterioration.
3. Inspect all hose connections which form a part of the pneumatic deicing system. Replace deteriorated
sections on non-kink hose.
4. Check the operation of the boots and the operating pressure of the system as outlined in this section.
5. If new or replacement boots have been installed, check the tube inflation to make sure that the air con-
nection stems have been properly connected.
6. Disconnect all drain lines in the system and check for proper drainage.
7. Check the on-off control switch for freedom of action. Check associated electric wiring.
8. Clean or replace the air filters.
CHART 3002. OPERATING PRESSURES
Recommended Operating Pressure Test Pressure

PSIG in PSIG
MIN. MAX.
15 13 17
18 16 20
— CAUTION —
IN COLD WEATHER, EXTREME CARE MUST BE TAKEN

TO SEE THAT ENGINE OIL DOES NOT COLLECT IN
CRITICAL PA RTS OF THE SYSTEM AND CONGEAL.
CONGEALED OIL WILL CAUSE STICKING OF THE
CONTROL VALVES AND DEFLATE VALVE. IF STICKING
OF THESE PARTS IS ENCOUNTERED, REMOVE FROM
AIRPLANE, CLEAN OUT AND REPLACE.
30-10-00
Page 3
2H23
PIPER AIRCRAFT
PA-34-220T
— CAUTION —
OIL WHICH REACHES THE DEICERS WILL CAUSE

RAPID DETERIORATION OF THE RUBBER.
OPERATION CHECK (Refer to Figures 30-4 and 30-5)

The pneumatic deicing system should be checked at least every 100 hours. This check can be done on the
ground. A visual inspection should be performed to determine the condition of the deicer boots, and any areas
in need of repair should be taken care of before continuing with the operation check of the system.
— CAUTION —
Do not manually hold surface deice switch on ON position.

The switch is spring loaded and holding switch in ON position
could induce system failure.
With one engine operating, activate the deicing system switch (place switch in ON position and release).
Observe the operation of the deicers carefully for evidence of malfunctioning. Look for tubes which leak or
fail to inflate and deflate properly. Repeat the procedure for the other engine.
ELECTRICAL TESTS
1. With engines OFF turn ON-Master Switch.
2. TIMER: Activate the Deice System Switch. On Seneca III models, this switch is a momentary spring
loaded center-off switch. On Seneca IV models, the switch is momentary push type. (Caution: Do
not hold either type of Surface Deice Switch in ON position.)
a. Check Timer operates immediately. (Refer. Figures 30-1.)
b. If Timer does not indicate operation, check aircraft power from Circuit Breaker thru switch, to
Timer- BLUE and GREEN leads. Also, check BLACK lead for proper ground.
c. If no electrical faults are present - replace Timer.
3. LEFT & RIGHT CONTROL VALVE SOLENOIDS: Activate the De-Ice System Switch and run
engines.
a. Check both Control Valve Solenoids actuate. (An audible “CLICK” can be heard or the action
can be felt by holding a hand against the unit.)
b. Check system pressure begins to build in the boot system.
c. If pressure does not build (check LIGHT on control panel after 6 seconds) Control Valves are sus-
pect.
d. Disconnect electrical leads from Control Valve Solenoids and measure power is available when
system is activated. Also confirm ground is good on BOTH SOLENOIDS.
e. If problem is not electrical - perform “TEST FOR PRESSURE LEAKS.”
4. DEFLATE VALVE ASSEMBLY: Activate De-Ice System Switch.
a. Check LIGHT glows on control panel after system pressure builds to 8 psi. Continue to monitor
system as pressure continues to build to 17 psi system pressure, or 6 seconds, whichever occurs
first.
b. Control Valves should actuate and dump pressure overboard.
c. As pressure decreases below 8 psi, LIGHT should extinguish as cycle is completed.
d. Check power applied to Deflate Valve and confirm grounds are both good. If no electrical faults
exist, replace Deflate Valve Assembly.
30-10-00
Page 4
2H24
PIPER AIRCRAFT
PA-34-220T
ELECTRICAL TESTS (continued)
5. If Step 3 shows Control Valves to be operating correctly, but Step 4 shows system cycle to be faulty,
and system “Test For Pressure Leaks” shows no leaks; check DEFLATE VALVE ASSEMBLY.
6 DEFLATE VALVE ASSEMBLY:
TESTING FOR PRESSURE LEAKS

1. This test can be performed in either the left or right nacelles.
2. Cap the overboard ports of the control valve.
3. Connect a source of clean air to the inlet port of the control valve. It is necessary that the inlet pres-
sure be a minimum of 18-20 psig pressure to the system. By means of a hand operated valve, trap the
pressure in the deicer system. Observe the system for leakage. The leakage rate should not exceed a
pressure drop of 3.0 psig per minute.
CAUTION
Install all vacuum lines dry
– NOTE –
Seal all p n e u m a t i c pipe threads with Loctite No. 567 PST
sealant or Titeseal No. 3. Lubricate all pneumatic male hose
connections and threaded fasteners with LPS heavy duty silicone
lubricant. Allow LPS lubricant to dry before assembly.
4. Remove test equipment, lubricate all threads, and replace all system components.
COMPONENT MAINTENANCE AND REPLACEMENT

FILTERS
Air supply for the system is supplied through the vacuum system. Refer to Chapter 37 for replacement of
the appropriate filter(s).
CONTROL VALVES
After each 100 hours of engine operation, the valve poppet and internal lining of the control valve can
become coated with a film of dried oil causing the valve to stick. Perform electrical test to determine if valve
poppet is sticking. If solenoid checks satisfactory, remove valve poppet and clean control valve bore and poppet.
To clean:
1. Remove nacelle hatch cover to gain access to the valve.
— CAUTION —
Do not lose steel hex actuator pin.
2. Remove electrical connector. Unscrew solenoid.

3. Remove valve poppet. It may be necessary to apply slim nose pliers to pin projection to pull poppet
from valve.
4. Thoroughly clean valve bore and poppet with commercial hydrocarbon type solvent.
5. Assemble valve and solenoid.
30-10-00
Page 5
2I1
PIPER AIRCRAFT
PA-34-220T
INFLATION AREA ALL TUBES INFLATED
Figure 30-4. Pneumatic Deicer Boots Operation
Figure 30-5. Seneca III Deicing Control Panel Installation (1 of 2)
OFF OFF OFF

PITOT
SURF PROP STALL
WARN WSHIELD
DE-ICE HEAT B. F. Goodrich
PROP DE-ICER HEAT HEAT
AMPS
ICE WINDSHIELD PANEL

HEAT—SEE AIRCRAFT
LIGHT FLIGHT MANUAL
Figure 30-5. Seneca IV Deicing Control Panel Installation (2 of 2)

30-10-00
Page 6
2I2
PIPER AIRCRAFT
PA-34-220T
TIMER
No field maintenance is recommended. For repair or replacement, contact your B. F. Goodrich dealer or
distributor.
PNEUMATIC BOOTS
REMOVAL OF BOOTS
– WARNING –
CEMENT AND SOLVENT VAPORS ARE TOXIC AND

E X T R E M E LY FLAMMABLE. USE APPROPRIATE CAU -
TIONS WHEN USING THEM
– NOTE –
For additional information, refer to the latest revision of B. F.
Goodrich Installation and Removal of Pneumatic Boots
The removal of deicer boots should be done in a well ventilated area to avoid difficulty from fumes of the
solvents. Materials required to remove the boots are a pressure handle squirt can, methyl ethyl ketone (MEK)
and B. F Goodrich KE9002 paint remover (or equivalent).
— NOTE —
Disconnect line fittings from boot fittings.
1. Fill the squirt with MEK. Start at one corner of the upper trailing edge of the deicer, apply a minimum
amount of MEK to the seam line while tension is applied to peel back the corner of the deicer.
2. Using MEK, separate the deicer boot from the surface for a distance of 4 inches all the way along the
upper trailing edge.
a. If the deicer is to be preserved, continue to use MEK to soften the adhesion line and pull down
and toward the lower trailing edge with uniform tension.
b. If the deicer is to be scrapped, it is easier to remove it by stripping it in sections parallel to the
tubes. It is recommended that the stretchable surface material in the tube area be removed first by
slitting around the edges and down the thread lines. Remove remainder of the deicer by stripping
in sections.
3. Remove any remaining installation cement from the wing and deicer using B. F. Goodrich KE9002
paint remover or equivalent.
4. Clean area thoroughly with Methyl ethyl ketone (MEK).
REPAIR OF PNEUMATIC BOOTS

Deicer repairs are classified as cold repairs (temporary), which are made with the boot installed on the air-
plane, and vulcanized repairs, which are made on the demounted boot in the shop. (Refer to the appropriate
paragraph for vulcanized repairs.)
30-10-00
Page 7
2I3
PIPER AIRCRAFT
PA-34-220T
COLD REPAIR
The materials and supplies for making cold repairs are listed in Chart 3003.
1. Scuff Damage
This type of damage will be most commonly encountered and, fortunately, it is not necessary in most
cases to make a repair. On those rare occasions when the scuff is severe and has caused the removal of
the entire thickness of surface ply in spots (the brown natural rubber underneath is exposed), repair the
damage using Part No. 74-451-16 and proceed as follows:
a. Clean the area around the damage with a cloth dampened slightly with solvent. Buff the area
around the damage with steel wool so that it is moderately but completely roughened. Wipe the
buffed area with a clean cloth slightly dampened with solvent to remove all loose particles.
b. Select a patch of ample size to cover the damaged area. Apply one even thorough coat of cement,
Part No. 74-451-20, to the patch and the corresponding damaged area. Allow cement to set a cou-
ple of minutes until tacky.
c. Apply the patch to the deicer with an edge, or the center adhering first. Work down the remainder
of the patch carefully to avoid trapping air pockets. Thoroughly roll the patch with stitcher-roller,
Part No. 74-451-73, and allow to set for 10 to 15 minutes.
d. Wipe the patch and surrounding area from the center outward with a cloth slightly dampened with
solvent. Apply one light coat of A-56-B conductive cement, Part No. 74-451-11, to the patched
area.
e. Satisfactory adhesion of patch to deicer will be reached in four hours. Deicer may be inflated for
checking repair in a minimum of 20 minutes.
2. Tube Area Damage
Repair cuts, tears, or ruptures to the tube area shall be repaired with fabric reinforced patches, Part No.
74-451-16) depending on size of damage.
— CAUTION —
These patches are manufactured so that they will stretch in
one direction only. Be sure to cut and apply the patch selected
so that stretch is in the widthwise direction of the inflatable
tubes.
— CAUTION —
Do not trap air between patch and deicer surface
— CAUTION —
Allow a minimum of four hours before inflating a repaired
deicer
a. Select a patch of ample size to cover the damage and to extend to at least 5/8 inch beyond the
ends and edges of the cut or tear. If none of the patches is of proper size, cut one to the size
desired from one of the larger patches. If this is done, bevel the edges by cutting with the shears at
an angle.
b. Buff the area around the damage with buffing stick, Part No. 74-451-75. so that the surface is
thoroughly roughened.
30-10-00
Page 8
2I4
PIPER AIRCRAFT
PA-34-220T
COLD REPAIR (continued)
c. Apply the patch to the deicer with the stretch in the widthwise direction of the inflatable tubes.
Stick edge of patch in place. Work remainder down with slight pulling action so the injury is
closed.
CHART 3003. MATERIAL AND SUPPLIES FOR COLD REPAIR
Part No. Quantity Description

74451-C 1 Cold Patch Repair Kit
(FSN1650-856-7939) (B. F. Goodrich Co.)
74-451-11 1/1 pt. can A-56-B Conductive
Cement
74-451-16 30 pcs. Small Oval Patch 1-1/4
x 2-1/2 in.
74451-17 30 pcs. Medium Oval Patch
2-1/2 x 5 in.
74451-18 10 pcs. Large Oval Patch 5 x
10 in.
74-451-19 3 pcs. Patch 5 x 19 in.
74-451-20 (2) 1/2 pt. * No. 4 Cement (patching
only)
74-451-70 2 Cement Brush 1/2 in.
74-451-73 1 1/8 in. Steel Stitcher
74-451-75 6 Emery Buffing Sticks
74-451-87 1 Buffing Shield
* This cement will give best results with the patches in this kit.
The following items may be procured from the B. F. Goodrich Co., Akron, Ohio, or other manufacturer,
as required:
74-451-21 6 ft. roll x 6 in. wide Type 21 or 22 Fillet

74-451-22 15 ft. roll x 2 in. wide Neoprene Coated Spiicing
Tape
74-451-23 4 ft. roll x 8 in. wide Neoprene Surface Ply
74-451-24 1 quart § EC-1403 Cement and/or
(FSN80628-4199 and/ EC-1300 L
or FSN8040-514-1880)
74-451-74 1 2-1/2 in. Sponge Rubber
Roller
§ Minnesota Mining and Manufacturing Company, Adhesives Division

3M Center; St. Paul, MN 55144 (612-733-1110)
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2I5
PIPER AIRCRAFT
PA-34-220T
COLD REPAIR (continued)
CHART 3003. MATERIAL AND SUPPLIES FOR COLD REPAIR (continued)
Part No. Quantity Description

The following materials may be obtained from local supply:
Toluol
As required Clean, Lint-Free Cloths
(preferably cheese cloth)
Rolls 1 in. Masking Tape
1 Sharp Knife
6 ft. long Steel Measuring Tape
1 Fine Sharpening Stone
As required Steel Wool Pads
As required Hypodermic needles (22
gauge or smaller)
Methylethylketone (MEK) can be used instead of Toluol, however MEK causes very rapid drying and
provides only 10 seconds working time compared with 40 seconds for Toluol.
3. Loose Surface Ply in Dead Area (non-inflatable area).

Peel and trim the loose surface ply to the point where the adhesion of surface ply to the deicer is good.
a. Scrub (roughen) area in which surface ply is removed with steel wool. Scrubbing motion must be
parallel to cut edge of surface ply to prevent loosening it. Scrub with steel wool and Toluol
directly over all edges, but parallel to edges or surface ply to taper them down to the tan rubber
ply.
b. Cut a piece of surface ply material. Part No. 74-451-23, to cover the damaged area and extend at
least one inch beyond in all directions.
c. Mask off the damaged boot area 1/2 inch larger in length and width than the size of surface ply
patch. Apply one coat of cement, Part No. 74-451-11, to damaged area and one coat to patch.
Allow cement to set until tacky. Roll the surface ply to the deicer with 2 inch rubber roller, Part
No. 74-451-74. Roll edges with stitcher- roller, Part No. 74-451-73. Apply just enough tension
on the surface ply when rolling to prevent wrinkling and be careful to prevent trapping air. If air
blisters appear after surface ply is applied, remove them with a hypodermic needle.
d. Clean excess cement from deicer with solvent.
4. Loose Surface Ply in Tube Area.
Loose surface ply in tube area is usually an indication of the deicer starting to flex fail. This type of
failure is more easily detected in the form of a blister under the surface ply when deicer is pressurized.
If this type of damage (or void) is detected while still a small blister (about 1/4 or 3/8 inch diameter)
and patched immediately, the service life of the deicer will be appreciably extended. Apply repair
patch as outlined in Paragraph 1.
5. Damage to Fabric Back Ply of Deicer During Removal.of cement has pulled loose from the wing skin
and adhered to the back surface of the deicer, remove it with steel wool and MEK. In those spots
where the coating has pulled off the fabric, leaving bare fabric exposed, apply at least two additional
coats of cement, Part No. 74-451-24. Allow each coat to dry thoroughly.
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PIPER AIRCRAFT
PA-34-220T
VULCANIZED REPAIRS
Due to the variety of boot damage possible, it is recommended that the B. F. Goodrich Company be con-
tacted so they can determine the extent of damage and whether it is repairable by the vulcanized method or not.
The overall condition of the deicer boot must be given careful consideration before deciding on any repairs.
Damages can vary from minor punctures which may be easily repaired, to extensive ripping of the tube or
stretch areas which may make repairs exceedingly difficult or actually impossible. The determination of just
where this division between repairable and unrepairable damage exists will depend upon the careful judgment
of the inspector. For this reason, we recommend contacting the B. F. Goodrich Company at Akron, Ohio.
INSTALLING PNEUMATIC BOOTS
— NOTE —
The following procedures assume the aircraft is set up with the
provisions for the necessary connections and hardware.
— NOTE —
Balance stabilator per instructions in Chapter 55 of this manual.
PREPARATION OF LEADING EDGES

1. Remove all paint including zinc-chromate primer.
— NOTE —
It is permissible to install deicers on alodined or anodized surfaces.
Satisfactory adhesion is also possible on epoxy surfaces if they
are sanded lightly to remove the gloss.
2. With one inch (1) masking tape, mask off leading edge boot area, allowing 1/2 inch (1.27 cm) margin
for non-recessed boots. Mask the area accurately.
3. Clean the metal surfaces thoroughly, at least twice, with MEK or Acetone.
4. For final cleaning, wipe the solvent film off quickly with a clean, dry cloth before it has time to dry.
PREPARATION OF DEICER BOOT
– CAUTION –
Do not saturate the back surface too heavily with solvent or
scrub it repeatedly. Allow the deicer to dry thoroughly
before cementing.
1. Moisten a clean cloth with MEK or acetone and carefully clean the rough, back surface of the boot at
least twice.
2. Change cloths frequently to avoid recontamination of the cleaned areas.
3. Fill gaps of skin splices that lead under deicers with sealing compound EC-801.
4. Remove the sump plugs from the air connection grommets. In some cases, it will be necessary to
remove sections of doped fabric used to cover the air connection holes. Draw out the ends of the non-
kink hose section so that they protrude through the connection holes in the leading edge. If hose is
cracked or deteriorated, replace with new hose.
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PIPER AIRCRAFT
PA-34-220T
MOUNTING BOOT ON LEADING EDGE
– WARNING –
THE CEMENTS AND SOLVENTS USED FOR INSTALLATION

ARE FLAMMABLE AND THEIR FUMES SLIGHTLY TOXIC.
THEREFORE, ALL WORK SHOULD BE DONE IN A WELL
V E N T I L ATED AREA AWAY FROM ANY SPARKS OR
FLAMES. (THE USE OF SOLVENT RESISTANT TYPE
GLOVES IS RECOMMENDED.)
1. Thoroughly mix EC-1403 cement before using.
2. Apply one even brush coat to the cleaned back surface of the boot and to the cleaned metal surface.
3. Allow the cement to air dry for a minimum of one hour.
4. Apply a second coat to both surfaces and allow to air dry a minimum of one hour.
– NOTE –
Ambient temperature for installation should be held between 40°
(4.5° C) and 110°F (43°C). However, longer drying time of the
cement coats may be required as the humidity approaches 99%.
– NOTE –
Deicer and leading edge may be cemented for a maximum of 48
hours before actual installation, if cemented parts are covered
and kept clean.
5 Snap a chalk line along the leading edge of the airfoil section.
6 Intensify chalk line on leading edge and the white reference line on the boot with a ball point pen.
– NOTE –
Most boots are made with an excess of material at the inboard
and outboard edges for final trimming after installation.
7. Holding the backside of the boot close to the leading edge, fasten the end of each non-kink hose to the
corresponding air connection stem. Tinnerman or other suitable non-kink hose clamps should be used
for this purpose.
– CAUTION –
Tighten each clamp with a pair of slip joint pliers. Do not
squeeze the clamp so tight that the hose is damaged.
8. Obtain sufficient personnel to hold boot steady during installation. (Limit handling cemented side of
boot with fingers.)
9. Position the deicer center line to coincide with leading edge center line. Hold boot in this position
while reactivating about three inches around connections and around corresponding holes in leading
edge, using a clean, lint-free cloth moistened with Toluol.
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PIPER AIRCRAFT
PA-34-220T
MOUNTING BOOT ON LEADING EDGE (continued)
10. Insert connections in leading edge holes when cement has dried to a tacky state and rubber roll boot to
leading edge in tackified area.
11. Continue installation by reactivating the cement along the center line leading edge surface and boot in
span wise strips approximately six inches wide.
— CAUTION —
AVOID EXCESSIVE SOAKING OR RUBBING OF THE

CEMENT WHICH COULD REMOVE THE CEMENT
FROM THE SURFACE.
– NOTE –
When installing a longer boot (approximately 6 ft. [1.83m] or
longer) the cement may not remain tacky to roll down the entire
length of a 6 inch (15.24 cm) width. Therefore, roll the boot
down part way, leaving an open angle to permit easy access for
reactivating the cement.
12. Rubber roll the deicer firmly against the wing leading edge, being careful not to trap any air under the
deicer. Always roll parallel to the inflatable tubes.
– CAUTION –
Avoid twisting or sharp bending of the deicer
13. If the deicer should attach incorrectly, use MEK to remove and reposition properly.
14. Rubber roll, apply pressure over entire surface of the deicer.
– NOTE –
All rolling should be done parallel to the inflatable tubes. Roll
trailing edges with a narrow stitcher-roller.
15. Remove all masking tapes. Clean the surfaces carefully with MEK, so that no solvent will run under
deicer edges.
16. Apply masking tape to deicer edges where exposed trimmed ends or gaps between sections are to be
filled with 3M EC-801-A-2 sealing compound.
– NOTE –
The tapes applied in steps 17 and 18 should both form a neat,
straight line.
17. Apply masking tape to the deicer approximately 1/4 inch in from trailing edges.
18 Apply masking tape to the wing skin approximately 1/4 inch from trailing edges of the deicer.
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PIPER AIRCRAFT
PA-34-220T
MOUNTING BOOT ON LEADING EDGE (continued)
19. If it becomes necessary to remove or loosen installed boots, use toluol to soften the adhesion line by
applying a minimum of this solvent to the seam line while tension is applied to peel back the boot.
This removal should be slow enough to allow the solvent to undercut the cement, thus preventing
injury to the part.
20. A minimum of 12 hours drying time is required after installation of the boot before inflation. The
airplane may not be flown before checking out the deice system
ADHESION TEST
Using excess boot material trimmed from the ends of any wing and empennage deicers, prepare one test
specimen for each deicer installed. This specimen should be a 1 x 8 inch full thickness strip of boot material
cemented to the wing skin adjacent to installed boot following the identical procedure used for installation.
Leave one inch of the strip uncemented to attach a clamp. Four hours or more after the installation, attach a
spring scale to the uncemented end of each strip and measure the force required to remove strip at the rate of
one inch per minute. The pull should be applied 180° to the surface. (Strip doubled back on itself.)
A minimum of five pounds tension (pull) shall be required to remove the test strip. If less than five pounds
is required, then acceptability of the boot adhesion shall be based on the following tests:
1. Carefully lift one corner of boot in question sufficiently to attach a spring clamp.
2. Attach a spring scale to this clamp and pull with force 180° to the surface and in such a direction that
the boot tends to be removed on the diagonal.
3. If a force of five pounds per inch of width can be exerted under these conditions, the installation shall
be considered satisfactory. Remember, the width increases as the corner peels back.
4. Re-cement corner following previous procedure.
5. Failure to meet this requirement shall result in reinstallation of the boot.
— NOTE —
Possible reasons for failure are: dirty surfaces, cement not reacti-
vated properly, cement not mixed thoroughly. Corrosion of the
metal skin may occur if good adhesion is not attained, especially
around rivet heads and metal skin splices.
If these adhesion requirements are met, the airplane may be flown immediately. Do not inflate deicers
within 12 hours of installation or until adhesion strength of 8 to 10 pounds is obtained.
CLEANING DEICER BOOTS
— CAUTION —
Avoid the use of petroleum products as cleaning agents
1. Wash deicers with a mild soap and water solution.

2. Rinse with clean water.
– NOTE –
The temperature of the soap solution and rinse water should by
exceed 140°F (60°C)
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2I10
PIPER AIRCRAFT
PA-34-220T
CLEANING DEICER BOOTS (continued)
3. In cold weather, wash the boots with the airplane inside a warm hangar if possible. If the cleaning is
to be done outdoors, heat the soap and water solution before taking it out to the airplane.
4. If difficulty is encountered with the water freezing on the boots, direct a blast of warm air along the
region being cleaned, using a portable type ground heater.
– NOTE –
If cleaning compound MIL-C-25769 is used to clean the airplane,
thoroughly rinse off the deicers with clean water.
5. Limited use of mineral spirits or non-leaded gasoline is not harmful in cleaning the deicers if the cloth
is dampened (not dripping) with solvent and a clean, dry cloth is used to wipe the deicer before the
solvent has time to soak into the rubber.
ICEX APPLICATION
— WARNING —
USE ONLY WITH ADEQUATE VENTILATION. AV O I D

P R OLONGED OR REPEATED BREATHING OF VA P O R .
AVOID PROLONGED OR REPEATED CONTACT WITH
SKIN. KEEP COMPOUND AWAY FROM OPEN FLAMES
AND ELECTRIC HEATERS; DECOMPOSITION PRODUCTS
MAY BE HARMFUL.
Before applying Icex, thoroughly clean deicer surfaces with a rag dampened with non-leaded gasoline.
Follow by a scrub wash of mild soap and water. Allow time for surfaces to dry.
Apply Icex sparingly to the dry deicer in a strippling fashion with a felt pad or small, soft cloth. Avoid a
heavy, sticky application of “fly paper” consistency
Follow the application by rubbing the entire surface with a soft, dry cloth until a smooth gloss is achieved.
Reapply Icex every 150 hours
Icex is not a cure-all for icing problems. Icex will not prevent or remove ice formations. Its only function
is to keep ice from initially getting a strong foothold, thus making removal easier.
One quart can of Icex will cover appproximately 500 square feet.
RESURFACING CONDUCTIVE CEMENT
— WARNING —
CEMENTS AND SOLVENTS USED FOR RESURFA C I N G

ARE FLAMMABLE AND THEIR FUMES SLIGHTLY TOXIC.
THEREFORE, ALL WORK SHOULD BE DONE IN A WELL
V E N T I L ATED AREA AWAY FROM ANY SPARKS OR
FLAMES.
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PIPER AIRCRAFT
PA-34-220T
RESURFACING CONDUCTIVE CEMENT (continued)
The following materials are required to remove and replace the old, damaged coating:
1. Fine grit sandpaper.
2. Two inch paint brush.
3. One inch masking tape.
4. Conductive neoprene cement, No. A-56-B, B.F. Goodrich Company.
5. Isopropyl Acetate, Federal Specification TT-1-721, as cleaning or thinning solvent.
6. Alternate solvent (Toluol or Toluene may be used as an alternate for Isopropyl Acetate).
During cold weather, place the airplane in a warm hangar and locate so that the boots are in line with one
or more blast heaters. Do resurfacing before any other work on the airplane to allow as much time as possible
for the new coat to cure.
— NOTE —
If, for some reason the resurfacing cannot be done indoors, it may
be deferred at the discretion of the inspector until a warm, clear day
permits the work to be satisfactorily accomplished outdoors.
However, if the deicers are in such condition that immediate resur-
facing is required, remove them from the airplane and resurface in
a shop.
2Clean deicer thoroughly with Isopropyl Acetate.
1. Roughen entire surface of boot, using a fine grit sandpaper.
2. Clean surface again with clean, lint-free cloth moistened with cleaning solvent.
3. Apply masking tape beyond upper and lower trailing edges, leaving a 1/4 inch gap of bare metal.
4. Mask off any legible deicer brands.
5. Apply one brush coat of A-56-B cement to deicer and allow to dry at least one hour. Then apply sec-
ond coat and allow to dry at least four hours before operating deicers. Plane may be flown as soon as
cement is dry.
— NOTE —
If A-56-B cement has aged 3 months or over, it may be necessary

to dilute the cement with Isopropyl Acetate to obtain proper brush-
ing consistency. Mix thoroughly, approximately 5 parts cement to
one part Isopropyl Acetate.
FINAL TEST AND ADJUSTMENT OF PNEUMATIC SYSTEM

1. Remove the hatch covers on each nacelle and disconnect the line between the control valve and check
valve.
2. On each installation install a pressure gauge having a capacity of 0 to 25 psi in between the two valves.
Set them up such that they can be read in the cabin.
3. Perform the following procedure with just the left engine operating and then just the right engine oper-
ating.
a. Start the specific engine. Allow the engine to warm up and bring up the power to 2400 rpm.
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2I12
PIPER AIRCRAFT
PA-34-220T
b. Check the vacuum regulator for 5.0 + 0.2 in. of mercury (Hg). If the reading is not correct, check
system for fouled filters, or old lines. Should the system check out ok, adjust the vacuum regulator
on the left side of the respective firewall.
c. Observing the blue indicator light on the control panel, depress the pneumatic deice actuating
switch.
— NOTE —
Do not manually hold surface deice switch on “ON” position, as

this switch is spring loaded and holding switch on “ON” will
induce system failure.
When the blue light comes on cross check the pressure gauges to insure the 8 psi pressure switch is actuating
properly. Full inflation pressure should read 17.0 + 1.0 psi and occur within two to three seconds (at sea level).
All cells should fully inflate.
d. After full inflation, the boots should deflate within 15 seconds due to vacuum being reapplied to the
system, and be at complete hold down. Hold down vacuum is the same as gyro vacuum.
— NOTE —
Several cycles may be required to complete the above. Allow thirty

seconds between cycle activations to assure complete cycling.
e. Shut down the operating engine and perform the same test with the other engine system.
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2I13
PIPER AIRCRAFT
PA-34-220T
GRID 2I14
2I14
PIPER AIRCRAFT
PA-34-220T
PITOT AND STATIC
Both a heated pitot and heated stall warning system are available. It is significant to note that although they
are separate systems in themselves, they are installed as an individual system controlled by a single switch on
the pilot’s side of the instrument panel. If both systems are not installed, the pitot system, however, can be
installed by itself using the same spot for the switch as previously mentioned.
These systems are quite simple in that they contain a heated pitot head, and heated lift detectors. The units
for these installations are installed on the left wing. Refer to Chapters 27 and 34 for removal and installation
procedures. For wiring diagrams (schematics) refer to Chapter 91.
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2I15
PIPER AIRCRAFT
PA-34-220T
GRID 2I16
2I16
PIPER AIRCRAFT
PA-34-220T
WINDOWS AND WINDSHIELD
HEATED WINDSHIELD PANEL
The heated windshield panel is a rectangular glass panel containing electrically heated wires imbedded in
the glass which is mounted in a metal frame. The assembly is mounted on the exterior side of the pilot’s
windshield and is hinged at its base to facilitate windshield cleaning. On Seneca III models, the heated panel
is operated by a circuit breaker type switch located in the deice control panel above and to the right of the
throttle quadrant. On Seneca IV models, the heated panel is operated by a single pole, single throw rocker type
switch located among the deice switches installed directly in the instrument panel above the throttle quadrant.
It is protected by the WSHLD HEAT circuit breaker installed in the circuit breaker panel.
REMOVAL AND INSTALLATION OF HEATED PANEL

1. Disconnect the electrical connector located next to the heated panel on the exterior side of the
windshield, by removing the two screws and pulling the plug out of the receptacle.
2. Remove the two screws that attach the panel assembly to the windshield collar. Remove the panel
from the airplane.
3. If the airplane is to be flown with the heated panel removed, rotate the receptacle plate 180° and
replace it to cover the holes in the fuselage skin. Also replace the windshield collar screws.
4. Installation of the heated windshield panel is accomplished in the reverse order of removal.
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2I17
PIPER AIRCRAFT
PA-34-220T
EL
OL PAN
NTR
II CO
N E CA I
E
SSENECA III CONTROL PANEL
WINDSHIELD
HEAT CONTROL
SWITCH
OFF OFF
PITOT
OFF WINDSHIELD
SURF PROP STALL
WARN WSHIELD
HEAT CONTROL
PROP DE-ICER
AMPS
HEAT HEAT
SWITCH
HEAT—SEE AIRCRAFT
LIGHT FLIGHT MANUAL
SENECA IV CONTROL PANEL
1
2
CONTROL PANEL (SEE INSERT) 1
3
4
SEE SKETCH A
1. BUMPER MOULDING
2. HEATED GLASS PANEL 5 7
3. BUMPER 8
6
4. SPACER BUSHINGS
5. SKIRT - PANEL FRAME HINGE
6. ELECTRICAL HARNESS AND RECEPTACLE
7. FRAME HINGE SUPPORT SEE SKETCH B
8. EXTERNAL RECEPTACLE
PLUG TO HEATED
HEATED PANEL PANEL HARNESS
UP
WINDSHIELD
RECEPTACLE
ASSEMBLY
FUSELAGE HARNESS TO
SKIN FUSELAGE
ELECTRICAL ASSEMBLY
SKETCH B
SKETCH A
Figure 30-6. Windshield Heat)
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PIPER AIRCRAFT
PA-34-220T
PROPELLERS
The deice system for the propeller installations, as described in the GENERAL section, makes use of
electrically heated rubber boots, glued to the inner portion of each blade. The boots which contain special
heater wires, are designed to be protected on the air side by pieces of rubber impregnated fabric resistant to
abrasion and oil. When installing the boots, ensure the side with the dull finish is glued to the propeller, with
the glossy finish towards the air.
Two bladed and three bladed propeller installations have different types of boot electrical installations.
Two bladed propellers have two heating elements incorporated in each boot, while three bladed propellers use
boots incorporating a single heating element.
Dual element deicers have a separate lead for the inboard and outboard heater and a third lead which is a
common ground. These leads are so marked. An unmarked ground can be identified by using an ohmmeter
across the three possible pairs of leads. One pair will show twice the resistance of the other pairs. The latter
are the “hot” leads and the lead excluded from the pair that shows twice the resistance of the other pairs is the
ground lead.
Single element deicers have only two leads; one input and one ground.
Both installations make use of slip rings and modular brush assemblies to transfer the electrical current to
the rotating deicers. The modular brush assemblies are mounted to the front of each engine, and transfer the
current through their brushes to their slip rings. These slip rings are connected through a harness to each of
their respective boots.
A timer for controlling both the right and left systems is mounted in the nose of the aircraft. The unit is
sealed and, if found inoperative, must be replaced. Timer field repairs are not authorized.
On Seneca III models, the ammeter for either the 2 bladed or 3 bladed system is incorporated in the ice
protection control panel. On Seneca IV models, it is located among the deice switches installed directly in the
instrument panel above the throttle quadrant. Designed for the particular system installed (14 Vdc or 28 Vdc), it
is important that, if replacement is necessary, the correct replacement ammeter (by part number) be used.
It is important to note that during periods of low battery voltage, which can occur when an engine is shut
down, the ammeter will indicate lower than at full voltage. When operating at full voltage, the needle should be
within the shaded range, if current flow to the deicers is normal.
Control of the propeller deice system is through a switch located on the ice protection control panel.
The complete circuit, along with its component parts, are protected by a circuit breaker located on the main
bus circuit breaker panel. The ampere value of the circuit breaker varies depending on whether the system is
installed on two bladed or three bladed propellers and/or power is supplied by a 14 Vdc or 28 Vdc system.
With the exception of a minor difference in how the control switch is labeled, Seneca III and Seneca IV
propeller deice systems are the same
TROUBLESHOOTING
CHART 3004. TROUBLESHOOTING PROPELLER DEICER SYSTEM
Ammeter shows zero current Tripped circuit breaker. Locate and correct short
(All 4 phases of the 2 minute before setting circuit breaker
cycle – 2 Bladed Propeller.)
(Both phases of the 1 minute No power from airplane. If no voltage into switch,
cycle – 3 Bladed Propeller.) locate and correct open.
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2I19
PIPER AIRCRAFT
PA-34-220T
CHART 3004. TROUBLESHOOTING PROPELLER DEICER SYSTEM (continued)
Ammeter shows zero current Circuit breaker switch If no voltage at switch output
(All 4 phases of the 2 minute faulty. with voltage at switch input,
cycle – 2 Bladed Propeller.) replace the switch. If voltage
(Both phases of the 1 minute is satisfactory at switch output,
cycle – 3 Bladed Propeller.) go to next step.
(continued)
Ammeter faulty. (If some or Test for voltage up to and out
all deicers heat with ammeter of ammeter. If low or zero
at zero, replace the ammeter.) output and input satisfactory,
replace ammeter. If no voltage
to ammeter, locate and fix
open between switch and
ammeter.
Open ammeter to timer. Disconnect harness at timer

and check voltage at Pin B
(of harness) to ground. If none,
locate and correct open.
Ammeter shows normal Open in wiring between timer Use heat test to find deicers
current part of cycle, zero and brush block assembly. not heating and test for
current rest of cycle. voltage on that contact of
wire harness plug. (At brush
block assembly.) If zero over
2 minutes (2 bladed propeller),
or 1 minute (3 bladed propeller)
locate and fix open in wiring from
timer to wire harness plug.
Open between brush block If there is voltage to brush

assembly and deicer lead block wire harness plug, try
straps voltage at junction to deicer
lead and slip ring lead. If no
voltage, find and correct open
in wiring within brush block
or no contact of brush to slip
ring.
. No ground circuit, one engine. If voltage is found at deicer

leads, locate and fix open
from deicer to ground
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2I20
PIPER AIRCRAFT
PA-34-220T
Ammeter shows normal current Inner and outer deicers Locate and repair incorrect
part of cycle, low current rest heating same phase. (2 bladed connections.
of cycle. Propeller)
Open in deicer or slip ring Disconnect deicer harness to
leads. check heater resistance. If
satisfactory, locate and fix
open in slip ring leads.
High resistance in circuit If not in contact of brush

with low current. to slip ring (including
ground brush), trace wiring
to deicer and to timer to fix
partially broken wire, loose
or corroded connection .
Ammeter shows low current Aircraft voltage low. Check voltage into switch.
over entire cycle.
Ammeter faulty. Test for voltage up to and out

of ammeter. If low or zero
output and input satisfactory,
replace ammeter. If no voltage
to ammeter, locate and fix open
between switch and ammeter.
High resistance up to timer. Check for partially broken wire,
loose or corroded connection
in wiring from aircraft supply
to timer input.
Ammeter shows excess current Ammeter faulty. Test for voltage up to and out of
over entire cycle. ammeter. If low or zero output
and input satisfactory, replace
ammeter. If no voltage to
ammeter, locate and fix open
between switch and ammeter.
Ground between ammeter Disconnect harness at timer and
and timer. with ohmmeter check from
Pin B (of harness) to ground.
If ground is indicated, locate
and correct.
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2I21
PIPER AIRCRAFT
PA-34-220T
Ammeter shows normal Ground between timer and Disconnect leads at brush block
current part of cycle, excess brush block. and with ohmmeter check
current rest of cycle. from power leads to ground.
If ground is indicated, locate
and correct.
Ground between brush block If no short exists at brush slip

and deicers. (Excluding ground ring contact, check for ground
brush circuit.) from slip ring lead to propeller
assembly while flexing slip
ring and deicer leads. If a
ground is indicated locate and
correct.
Short between two adjacent Check for cuts or low

circuits. resistance between circuits. If-
any, locate and correct
Timer faulty. Test timer.
Ammeter does not “flick” Timer ground open. Disconnect harness at timer and
approximately every 34 seconds. check with ohmmeter from
Pin G (of harness) to ground.
If no circuit, fix open per
schematic diagram.
Timer contacts are welded Test timer. If timer does not

(caused by short circuit in cycle with voltage at Pin B,
system). replace timer but be sure short
causing original failure has
been located and corrected.
Ammeter flicks between 34 Loose connection between If trouble occurs over entire
second phase periods. aircraft power supply and cycle, trace wiring from
timer input. power source to timer input to
locate and tighten loose
connection.
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Page 4
2I22
PIPER AIRCRAFT
PA-34-220T
Ammeter flicks between 34 Loose connection between If trouble occurs over entire
second phase periods. aircraft power supply and cycle, trace wiring from
timer input. power source to timer input to
locate and tighten loose
connection.
Loose or poor connection If trouble occurs in part of

timer to deicers. cycle, find which deicers are
affected and check for rough
or dirty slip rings causing
brush to “skip.” If not this,
trace circuits to locate and fix
loose or poor connection. (If
all deicers on one propeller
are affected, check the ground
circuit.) Flex deicer straps for
break in deicer straps.
Timer cycles erratically. Test timer.
Radio noise or interference with Brushes “arcing.” Check brush alignment as

deicers on. shown in Figures 30-14 and
30-15. Look for rough or dirty
slip rings. If this is the cause,
clean, machine, or replace slip
ring assembly, as required.
Check slip ring alignment.
Loose connection. Refer to “Ammeter flicks

between 34 second phase
period.”
Switch faulty. Try jumper wire across switch.

If radio noise disappears, replace
the switch.
Wiring located within 8 Relocate at least 8 inches

inches of radio equipment away from input wiring to
wiring. radio equip ment.
30-60-00
Page 5
2I23
PIPER AIRCRAFT
PA-34-220T
Cycling sequence not correct. Crossed connections. Check system wiring circuit
diagram for improper connec-
tions. (Refer to Figure 30-8.)
Rapid brush wear or Brush block out of Check brush alignment.

frequent breakage. alignment.
Slip ring wobbles. Check slip ring alignment

with dial indicator as
shown in Figure 30-10.
30-60-00
Page 6
2I24
PIPER AIRCRAFT
PA-34-220T
7
4 5
1. PROPPLER DEICER BOOTS

1.
2. PROPELLER
SLIP RING DEICER BOOT 8
2.
3. SLIP RINGPLATE
MOUNTING 1
4.
3. MODULAR
MOUNTING BRUSH ASSEMBLY
PLATE
5. MODULAR BRUSH ADJUSTMENT
4.
6. MODULAR BRUSH ASSEMBLY
SHUNT
5.
7. MODULAR BRUSH ADJUSTMENT
TIMER
6.
8. SHUNT (LOCATED ON LONGERON
AMMETER
9
9. PROP
BEHINDDEICE SWITCHSIDE PANEL
PILOT'S
7. TIMER TWO-BLADED INSTALLATION
8. AMMETER (SENECA III DEICE
(SENECA III CONTROL DISPLAYED.
PANEL DISPLAYED
9. PROP DEICE SWITCH SWITCH AND METER
SENECA SAME&RELATIVE
IV SWITCH METER
LOCATION
LOCATION ON SENECA SAME)CONTROLS)
IV DEICE
Figure 30-7. Propeller Deicer Installation
30-60-00
Page 7
2J1
PIPER AIRCRAFT
PA-34-220T
7
4
5
2
1 3
1. PROPELLER DEICER BOOT

2. SLIP RING
3. MOUNTING PLATE 9
4. MODULAR BRUSH ASSEMBLY
5. MODULAR BRUSH ADJUSTMENT THREE-BLADED INSTALLATION
6. SHUNT (LOCATED ON LONGERON (SENECA III DEICE CONTROL DISPLAYED.
BEHIND PILOT'S SIDE PANEL SWITCH AND METER SAME RELATIVE
7. TIMER
8. AMMETER
LOCATION ON SENECA IV DEICE CONTROLS)
9. PROP DEICE SWITCH
Figure 30-7. Propeller Deicer Installation (continued)

30-60-00
Page 8
2J2
PIPER AIRCRAFT
PA-34-220T
USING THE AMMETER
Whether in flight or during ground testing, the ammeter can be used to indicate the general nature of most
electrical problems. The troubleshooting chart is primarily based on the use of the ammeter and assumes that
the user does understand all normal operating modes of the system as described in the beginning of this section.
— NOTE —
When troubleshooting, first use the "ammeter test" and "heat test"
to determine which circuits are involved. Use circuit diagram,
Figure 30-8 for assistance to check voltages or continuity.
HELPFUL TIPS
1. If the ammeter reading drops to one-third normal current, this indicates that one heater circuit is open
or, on the dual element deicer, possibly improper connections are allowing both inboard and outboard
units to heat at the same time.
2. Excess current reading on the ammeter always indicates a power lead is shorted to ground. Thus,
when trouble of this nature is found, it is vital that the grounded power lead be located and corrected.
3. A considerable number of timers that have been returned for repair proved to be fully workable when
tested. Accomplish the test described in “Timer Test” before concluding that the timer is defective.
INSPECTION
50 HOUR INSPECTION
1. Lock brakes and operate engines at near takeoff power. Turn deicer system switch ON and observe
deicer ammeter for at least two minutes. Ammeter needle must rest within the shaded band, except for
a “flicker”, approximately every 34 seconds, as the step switch of the timer operates. If not, refer to
the appropriate entry of the troubleshooting chart.
2. With engines stopped, turn deicer switch ON and feel deicers on propellers for proper sequence of
heater operation. The starting point is not important but sequence is vital and must be: Right
Outboard, Right Inboard, Left Outboard and Left Inboard Heaters, in that order. Temperature rise
should be noticeable and each heater should warm for about 34 seconds. Local hot spots indicate sur-
face damage of deicer heaters; inspect and repair as directed in the boots section of this chapter.
3. Remove spinner dome and engine cowling. With assistant observing deicer ammeter and with deicer
switch ON, flex all accessible wiring, particularly the deicer lead straps, leads from slip ring assembly,
and the firewall electrical connectors and their wiring. Any movement of the ammeter needle other
than the “34 second flicker” of cycling indicates a short or open that must be located and corrected.
30-60-00
Page 9
2J3
PIPER AIRCRAFT
PA-34-220T
LEFT ENGINE RIGHT ENGINE

PROPELLER DEICER PROPELLER DEICER
SLIP RING ASSEMBLY

BRUSH BLOCK ASEMBLY
BRUSH BLOCK WIRE HARNESS
WING ROOT KNIFE

DISCONNECT
C C
B D5B D7B B
A D4B D6B A
D5A D7A
D4A D6A
TIMER WIRE
HARNESS
G F E D C B A D3A
TIMER
NOTES:
1. 15 AMP ON 28 VOLT SYSTEM
D2A
SHUNT
D8A D9A
SWITCH
TO INSTRUMENT LTS
LIGHT BUS
D1A A
SEE AMMETER
25A
NOTE 1
BUS BAR
Figure 30-8. Wiring Diagram - Electrical Prop Deicing System (Two Blade)
30-60-00
Page 10
2J4
PIPER AIRCRAFT
PA-34-220T
SLIP RING ASSEMBLY
BRUSH BLOCK ASSEMBLY
WING ROOT KNIFE RIGHT ENGINE

LEFT ENGINE DISCONNECT
B D4B D5B B
C C
D5A
D4A
TIMER WIRE
HARNESS
NOTES:
1. 35 AMP ON 14 VDC SYSTEM.
G F D B A
TIMER
D3A
D22A
SHUNT
SWITCH D9A
TO INSTRUMENT LTS D8A
LIGHT BUS
D23A
A
SEE
20A NOTE 1 AMMETER
BUS BAR
Figure 30-9. Wiring Diagram - Electrical Prop Deicing System (Three Blade)
30-60-00
Page 11
2J5
PIPER AIRCRAFT
PA-34-220T
ELECTRICAL DIAGRAM
SHOWING CYCLE SEQUENCE
DEICER
A
E D
A C
B B B
C A
F C
BRUSH BLOCKS
TIMER
SLIP RINGS
SWITCH
AMMETER
TO POWER SOURCE
PHASE 1
DEICER
A
E D
A C
B B B
C A
F C BRUSH BLOCKS
TIMER
SLIP RINGS
SWITCH
AMMETER
TO POWER SOURCE
PHASE 2
Figure 30-10. Cycling Sequence Two Blade (Phase 1 & 2) – (Sheet 1 of 3)
30-60-00
Page 12
2J6
PIPER AIRCRAFT
PA-34-220T
ELECTRICAL DIAGRAM
DEICER
A
E D
A C
B B B
C A
F C
BRUSH BLOCKS
TIMER
SLIP RINGS
SWITCH
AMMETER
TO POWER SOURCE
PHASE 3
DEICER
A
E D
A C
B B B
C A
F C
BRUSH BLOCKS
TIMER SLIP RINGS
SWITCH
AMMETER
TO POWER SOURCE
PHASE 4
Figure 30-10. Cycling Sequence Two Blade (Phase 3 & 4) – (Sheet 2 of 3)
30-60-00
Page 13
2J7
PIPER AIRCRAFT
PA-34-220T
ELECTRICAL DIAGRAM
DEICER
D
C
B B B
C
F
BRUSH BLOCKS
TIMER
SLIP RINGS
SWITCH
AMMETER
TO POWER
SOURCE
PHASE 1
DEICER
D
C
B
B B
C
F
BRUSH BLOCKS
TIMER SLIP RINGS
SWITCH
AMMETER
TO POWER
SOURCE
PHASE 2
Figure 30-10. Cycling Sequence Three Blade (Phase 1 & 2) – (Sheet 3 of 3)
30-60-00
Page 14
2J8
PIPER AIRCRAFT
PA-34-220T
100 HOUR INSPECTION
1. Remove cowling.
2. Conduct 50 hour inspection.
3. Check for radio noise or radio compass interference by operating the engine at near takeoff power with
radio gear ON while turning deicer switch ON and OFF. If noise or interference occurs with deicer
switch ON and disappears when switch is OFF, see troubleshooting chart.
4. Ascertain that all clamps, clips. mountings and electrical connections are tight. Check for loose, bro-
ken or missing safety wire.
5. Deicers: Closely check deicers for wrinkled, loose or torn areas, particularly around the outboard end
and where the strap passes under the strap retainer. Look for abrasion or cuts, especially along the
leading edge and the flat or thrust face. If heater wires are exposed in damaged areas or if rubber is
found to be tacky, swollen or deteriorated (as from oil or solvent contact), replace the damaged deicer
in accordance with the appropriate information in this chapter.
— NOTE —
Check the strap restrainers are correctly located and secure. Look
for cracks or other damage. Operate propeller from “full pitch” to
“feathering” and check that deicer lead straps do not come under
tension or are pinched by propeller blade. (Refer to Figure 30-7.)
6. Slip Rings: Check slip rings for gouges. roughened surface, cracks, burned or discolored areas, and
for deposits of oil, grease or dirt.
a. Clean greasy or contaminated slip rings with CRC 2-26 solvent. (This solvent is available from
C.R.C. Chemical Division, Webb Inc.. C-J10 Limekiln Pike, Dreshner, PA 19025.)
b. If uneven wear is found or if wobble is noticed, set up a dial indicator as shown in Figure 30-11
and check alignment of the slip rings to the propeller shaft as explained in this section.
7. Brush Block - Brushes: Examine mounting brackets and housing for cracks, deformation or other
physical damage.
a. Test that each brush rides fully on its slip ring over 360°. Figure 30-16 shows the wear pattern if
this condition is not corrected. If alignment is off, shim where brush block is mounted to bracket
or adjust mounting bracket support arm.
— NOTE —
The shim is a series of laminates and may be peeled for proper

alignment of brushes to slip ring.
b. Check for proper clearance of brush block to slip rings as shown in Figure 30-15. If not correct,
loosen mounting screws and move in elongated holes to correct block position before tightening
securely.
c. Visually check brush block for approximately 2° angle Of attack. (Refer to Figure 30-15.) If not,
loosen mounting screws and twist block. but be sure to hold clearance limits shown when tighten-
ing.
30-60-00
Page 15
2J9
PIPER AIRCRAFT
PA-34-220T
DIAL INDICATOR
Figure 30-11. Use of Dial Indicator
Measure brush wear as shown, X- dimension

(inches) given indicates when brushes MUST be
replaced. During measurement only 1/16 inch of
brush should be allowed to protrude from brush
block. This is the normal position of the brush
when installed on the aircraft.
X DIMENSION
BRUSH BLOCK ASSEMBLY MUST REPLACE
3E-2042-1
BRUSHES WITH RODS 17/64
BRUSHES WITHOUT RODS 1-7/64
Figure 30-12. Measuring Brush Assemblies

30-60-00
Page 16
2J10
PIPER AIRCRAFT
PA-34-220T
Figure 30-13. Brush Module Assembly 3E2011 Figure 30-14. Alternate Module Stacking Arrangement
8. System Wiring: With deicer system operating, have assistant observe ammeter while visually inspecting
and physically flexing wiring from brush blocks through firewall, to timer, to ammeter, to switch and
to aircraft power supply. The ammeter will flicker as the timer switches approximately every 34
seconds in the cycle. Jumps or flickers at other times indicates loose or broken wiring in the area
under examination at that moment. In such case, check continuity through affected harness, while
flexing and prodding each wire in the area that gave initial indication of trouble. Use the wiring dia-
gram in Figure 30-8 & 9 to trace circuitry.
BRUSH ASSEMBLIES
BRUSH MODULE REPLACEMENT
Brush modules should be replaced when .375 inch of brush material remains; brush modules must be
replaced when .250 inch remains. Measure the brushes as shown in Figure 30-12. Replace brush modules as
follows:
— NOTE —
Brushes arc not offered individually as replacements. When a brush

wears out, the module containing it should be replaced.
1. Remove the modular brush assembly from the aircraft, by removing the attachment hardware, and dis-
connect the engine wire harness.
30-60-00
Page 17
2J11
PIPER AIRCRAFT
PA-34-220T
SLIP RING ASSEMBLY
2° APPROXIMATELY
2° APPROXIMATELY
.03 to .09 .03 to .09
RIGHT ENGINE LEFT ENGINE
Figure 30-15. Tolerances for Brush Assemblies
BRUSH LOCATED
SLIP RING INCORRECTLY ON
SLIP RING
NOTCH WORN IN BRUSH

DUE TO MISALIGNMENT
Figure 30-16. Centering of Brushes on Slip Rings

30-60-00
Page 18
2J12
PIPER AIRCRAFT
PA-34-220T
2. Remove assembly screws and separate modules and spacers.
— NOTE —
The part number of each module is etched into the surface of the
plastic housing; replace with the same part number module.
3. Restack modules and spacers as shown in Figure 30-15 or Figure 30-16. If there is interference
between adjacent ring terminals, reorient center module as shown in Figure 30-14.
— NOTE —
Ascertain flat washer is positioned between star washer and
housing.
4. Reconnect aircraft wire harness and ensure adjacent ring terminals are not touching.
5. Install assembly on aircraft and check adjustment.
ALIGNMENT OF NEW BRUSHES
Any time the brush block assembly is dismounted, the alignment at reinstallation must be checked as
described in step 7 under “100 Hour Inspection.”
BRUSH BLOCK ALIGNMENT

A brush alignment template is available for adjusting brush alignment. Refer to Miscellaneous Section of the
Parts Catalog under Special Tools.
SLIP RING
SURFACE
SLIP RING ROTATION
BRUSH
ASSEMBLY
TEMPLATE
1. NOTE DIRECTION OF SLIP RING ROTATION

2. PLACE TEMPLATE AGAINST FACE OF BRUSH ASSEMBLY
3. SLIDE BRUSH ASSEMBLY FORWARD UNTIL TEMPLATE MEETS SLIP RINGS
4. TIGHTEN BRUSH ASSEMBLY AND REMOVE TEMPLATE
Figure 30-17. Brush Block Alignment.

30-60-00
Page 19
2J13
PIPER AIRCRAFT
PA-34-220T
SLIP RINGS
ALIGNMENT OF SLIP RING ASSEMBLIES
Excessive slip ring run-out will result in severe arcing between the slip ring and brushes and cause rapid
brush wear. If the run-out is not corrected, rapid deterioration of the slip ring and brush contact surfaces will
result and lead to eventual failure of the Deicing System. Check the slip ring run-out with a dial indicator
securely attached to the engine with the pointer resting on the slip ring. (Refer to Figure 30-11.) Rotate the
propeller slowly noting the run-out indicated on the gauge. The total run-out must not exceed 0.005 inch ±
0.0025 inch and 0.002 inch in any 4 inch interval of slip ring travel.
— NOTE —
Some error may be induced in the readings by pushing in or pulling

out on the propeller. Care must be taken to exert a uniform push or
pull.
Small amounts of run-out may be corrected by varying the torque on the slip ring mounting bolts (AN4-
7A) between 40 to 100 inch-pounds to obtain the required flatness.
REPLACEMENT OF SLIP RING ASSEMBLIES
Slip ring assemblies that are open or shorted electrically, cracked or damaged structurally, or which have
damaged surfaces beyond the scope of minor repair to clean up, should be replaced.
6
9
7
8 1
3
5
1. BRUSH MODULE ASSEMBLY 3E2011-1

4. SPACER
5. SPACER
6. SCREW
7. WASHER
8. LOCKWASHER
9. NUT
Figure 30-18. Modular Brush Assembly 3E2042-1 (2 Bladed Prop)
30-60-00
Page 20
2J14
PIPER AIRCRAFT
PA-34-220T
6
9
7
8 1
3
5

4. SPACER
5. SPACER
6. SCREW
7. WASHER
8. LOCKWASHER
9. NUT
Figure 30-19. Modular Brush Assembly 3E2062-2 (3 Bladed Prop)
DEICER BOOTS
RESISTANCE CHECK OF DEICER BOOTS
To determine incorrect resistance, short or open at the brush-to-slip ring contact, disconnect harness at the
timer and use low range ohmmeter to read resistance from each deicer circuit lead (Pins C, D, E and F of har-
ness plug) to ground; it should read .47 to .58. If this reading is not obtained, disconnect the deicer lead har-
ness to measure heater resistances individually. Individual heater should be 0.95 to 1.15. If first check is off
limits but second check is satisfactory, trouble is probably in the brush-to-slip ring area; if the second check is
off limits, the deicer is damaged and must be replaced.
REPLACEMENT
If tests show the blade deicer to have an open circuit, to be the wrong resistance or to be visibly damaged
beyond repair as outlined in this section, replace the deicer as directed in the following paragraphs.
REMOVAL OF BOOTS
1. Disconnect terminals of propeller deicer from studs on the spinner bulkhead.
2. Use MEK or Toluol to soften the adhesion line between the deicer and the propeller blade.
— CAUTION —
DO NOT ALLOW SOLVENTS TO LEAK INTO PROPELLER
HUBS AND CAUSE DAMAGE TO SEALS.
3. Starting at one corner of the deicer, loosen enough of the deicer to grasp in the jaws of vise grip pliers
or similar tool.
30-60-00
Page 21
2J15
PIPER AIRCRAFT
PA-34-220T
4. Apply a steady pull on the deicer to pull it off the propeller surface. Continue using MEK or Toluol to
soften the adhesion lines. Unless the deicer being removed is damaged and is to be scrapped, cushion
the jaws of any pulling tool used to prevent damage to the deicer surface. Remove very slowly and
carefully. If deicer has failed and is to be returned under request for warranty, extreme care should be
exercised so that no additional damage is incurred to the deicer during and after removal.
5. Remove residual cement from blade. Use Turco No. 3 or equivalent to help with dried cements.
BLADE PREPARATION
1. Mark and cut from masking tape a pattern the size of the propeller deicer. (Refer to Figure 30-20.)
2. Place a mark at the hub end of the blade in line with the blade leading edge. The location for this mark
can be determined by sighting along the leading edge. Starting at the hub (see Note below), center the
pattern on this mark and stick the pattern to the leading edge. Mark the position of the deicer harness.
— NOTE —
All deicers on a single propeller must be located at same
distance from the hub for rotational balance.
3. Remove the pattern and remove any paint in the marked off area. Clean down to bare metal. Next,
clean the area thoroughly with MEK or acetone. For final cleaning, wipe the solvent off quickly with
a clean, dry lint-free cloth to avoid leaving a film.
— CAUTION —
CLEANLINESS OF METAL AND RUBBER PARTS CANNOT

BE TOO HIGH STRESSED. ONLY PERFECTLY CLEAN
SURFACES WILL ASSURE MAXIMUM ADHESION.
4. Using a pencil or pen, mark a centerline at the hub of the propeller blade and on the tape at the out-
board edge of the masked area.
CENTER LINE
PATTERN
1/2
MASKING
TAPE 1/2
Figure 30-20. Installation of Deicer Boot

30-60-00
Page 22
2J16
PIPER AIRCRAFT
PA-34-220T
CHART 3005. REQUIRED MATERIALS FOR REPAIR OF PROPELLER DEICER

The materials and tools listed below are commercially available and
are not supplied by B.F. Goodrich in kit form:
Cement 1300L (Minnesota Mining & Mfg. Co.) (*Piper P/N 912 019)
Filler EC801 (6 Hou r) *Piper P/N 279 047)
Sealer A-56-B *Piper P/N 912 018
Cleaning Solvent - MEK (MethylEthylKetone) or Acetone
Tackifying Solvent - Toluol or MEK (See Note)
Cleaning Cloth - any clean, lint-free cloth
I inch paint brushes
2 inch rubber hand roller
1/4 inch hand stitcher
Masking tape
Piper Part Numbers reflect 1 quart containers.

—NOTE—
MEK may be used instead of Toluol to tackify cement, but it pro-

vides approximately 10 seconds working time for deicer applica-
tions, whereas Toluol provides approximately 40 seconds working
time.
CEMENT APPLLCATION
1. Using a marker pencil, mark a centerline on the glossy side of the deicer.
2. Moisten a clean cloth with MEK or acetone and clean the unglazed surface of the deicer, changing
cloth frequently to avoid contamination of the clean area.
3. Thoroughly mix the 1300L cement. Apply one even brush coat of cement to the unglazed back sur-
face of the deicer. Cement one inch of the deicer lead strap. Allow to air dry for a minimum of one
hour at 40°F (4.5°C) or above, when the relative humidity is less than 75%. If the humidity is 75% to
90%, allow two hours drying time. Do not apply cement if the relative humidity is higher than 90%.
After allowing the proper amount of drying time, apply a second even brush coat of 1300L cement.
— NOTE —
If curling of the deicer edges is a problem, apply masking tape to

the edges of the glazed side before applying cement to the unglazed
side. Remove the tape before starting to install the deicer.
4. Apply an even brush coat of 1300L cement on the cleaned surface of the propeller blade, immediately
after the second coat of cement has been applied to the deicer. This timing is important for the cement
on both surfaces to reach the tack stage at the same time.
30-60-00
Page 23
2J17
PIPER AIRCRAFT
PA-34-220T
INSTALLATION OF DEICER AND REQUIRED MATERIALS
It is imperative that the following instructions be followed exactly to ensure maximum adhesion to the
propeller blades:
1. When the cement coats are tacky (slightly sticky to the touch - like masking tape), dry on both the
propeller surface and deicer surface, position deicer on blade leading edge. Start at hub end, using
centerlines as a guide. (Refer to Figure 30-20.)
2. Make sure that the harness will fall in the previously marked position.
3. Working outward toward the tip, tack the deicer centerline to the leading edge of the propeller blade.
4. Use the tackifying solvent as necessary. If deicer is allowed to get off course, pull up with a quick
motion and re-apply deicer.
5. If cement is removed from either surface, completely remove the deicer and re-apply cement as
explained in the previous paragraph.
6. When the deicer is correctly positioned, roll firmly along the centerline with a rubber roller. (Refer to
Figure 30-21.)
7. Gradually tilt the rubber roller and carefully work the deicer over either side of the blade contour to
avoid trapping air. Roll outwardly from centerline to edges. Be especially careful to work out excess
material at outboard edge of deicer before other edges are completely rolled down. If excess material
at edges tends to pucker, work out puckers smoothly and carefully with fingers.
8. Roll the tapered edges, especially inboard edge of the deicer with the metal stitcher.
— CAUTION —
TO AVOID DAMAGE TO DEICER RESISTANCE WIRES,

DO NOT USE METAL STITCHER ON BODY OF DEICER.
AREA WHERE METAL STITCHER IS PERMITTED NOT
TO EXCEED 3/16” ALONG DEICER EDGE.
PREPARATION AND APPLICATION OF SEALER

Deicers loosened due to destruction of adhesive bond by lubricants do not respond well to recementing.
Therefore, removal, cleaning, and reinstallation of the deicers are recommended.
1. Clean an area .500 of an inch wide around the circumference of the deicer down to the bare metal. Use
MEK or Acetone and clean thoroughly.
2. Clean outer .500 of an inch of all deicer edges and back under deicer about .250 of an inch on all sides
past loosened areas with MEK or Acetone. For final cleaning, quickly wipe off solvent with a clean,
dry lint-free cloth to avoid leaving a film.
3. Recement loosened areas of deicers in accordance with the paragraph on cement application.
4. Mix the filler, sealer, or paint thoroughly and in the proper proportions by weight, as given in chart.
5. Locate masking tape approximately .125 of an inch beyond the cemented area around the deicer to
permit filler material to contact bare metal.
6. Apply one even coat of filler to area around the inboard end and sides of the deicer. (Refer to Figure
30-22.) Immediately remove the masking tape and allow the filler to dry for six hours.
7. Apply masking tape about .125 of an inch beyond filler or .250 of an inch beyond cemented area when
no filler is used, to permit sealer to contact bare metal. Apply one even brush coat of sealer to the area
around the deicer. (Refer to Figures 30-20 and 30-22.) Remove masking tape immediately and allow
sealer to dry. Allow 12 hours cement curing time before starting engine, allow 24 hours cement curing
time before operating the deicers.
30-60-00
Page 24
2J18
PIPER AIRCRAFT
PA-34-220T
WRINKLED DEICERS (Refer to Figure 30-21)
If edge of deicer is found wrinkled or loose, try recementing. Use MEK or Toluol to loosen the bond for
an additional 1/4 inch beyond the loose or wrinkled area. Apply one coat of 1300L cement to the deicer and
propeller bonding surfaces and allow to air dry for one hour. Then apply a second coat of 1300L cement to
both the deicer and bonding surface. Allow to dry. Retackify with MEK or Acetone and press with fingers to
work out wrinkles or to secure loose edges. If material has stretched and will not cement flat, replace the
deicer.
ELECTRICAL CHECK
1. Check the electrical resistance of each of the two elements within the deicer. (Refer to Schematic,
Figure 30-8 & 9 and Resistance Readings.) (Refer to Chart 3007.)
2. Check for intermittent open circuits by tensioning the deicer strap slightly while measuring the
resistance. Also, press lightly on the deicer surface in the area adjacent to the harness. Resistance
must not vary.
3. Identification of the circuits within the element may be confirmed by referring to the resistance values
and schematic diagram. Proper identification is necessary in order to make the system cycle properly
and to obtain the correct amperage values during system operation. Minimum and maximum ohms
between common ground and either of the other terminals is 0.095 to 1.15.
— NOTE —
These resistances apply only to deicers that are not connected to

terminal studs..
CHART 3006. MIXING OF MATERIALS
Material Manufacturing & No. Mixing Proportions
Filler EC801 (6 Hr.) (Qt.) Base 100 parts by weight. Accelerator 10 parts
Piper P/N 279 047 by weight.
Sealer A-46-B (Qt.) None

Conductive
Cement
CHART 3007. ELECTRICAL RESISTANCE

Resistance Check Min. Max.
(14 Vdc System) – Twop Bladed Propeller
1 Blade each Element 0.95 1.15
2 Blades in Parallel 0.47 0.58
(28 Vdc System) – Two Bladed Propeller
(28 Vdc System) – Three Bladed Propeller
30-60-00
Page 25
2J19
PIPER AIRCRAFT
PA-34-220T
Figure 30-21. Wrinkled Deicers
A–56–B SEALER
1/8
1/2 1/4
1/8
CEMENTED AREA
UNDER DEICER ONLY
FILLER EC-801
Figure 30-22. Sealer Application (Boot)
30-60-00
Page 26
2J20
PIPER AIRCRAFT
PA-34-220T
INSTALLATION OF DEICER WIRING HARNESS – TWO BLADED PROPELLERS (Refer to Figure
30-23)
The deicer wiring harness must be installed to the propeller counterweight as follows:
1. Install deicer harness through 9/32 inch hole in counterweight.
2. Refer to view A. Install MS3367-1-9 strap between leads along length of plug. Do not tighten.
3. Refer to view A. Install two MS3367-2-9 straps under MS3367-1-9 and around counterweight Do
not tighten.
4. Install 5/8 inch I.D. tubing over deicer wire harness.
5. Route the wire harness and protective tubing under both MS3367-2-9 straps. Tighten both tie straps.
6. Tighten MS3367-1-9 strap around plug.
7. Install deicer harness wire terminals to screws on spinner bulkhead. (Refer to view B.).
8. Install lead clip over harness.
INSTALLATION OF DEICER WIRING HARNESS – THREE BLADED PROPELLERS (Refer to

Figure 30-24)
1. If necessary, install 3E2087 connector mounting bracket to propeller hub using appropriate number of
AN502-10-8 screws and AN960C10 washers.
2. Join connector plug on end of harness to connector plug extending from propeller deicer boot. Secure
connection by installing a MS3367-2-9 strap around connector. (Refer to view B). Ensure that strap is
routed between wires leads extending from each end of connector.
3. Secure connector to 3E2087 connector mounting bracket using two MS3367-1-9 straps. (Refer to
views A and B.) Route straps under MS3367-2-9 strap. Note position of strap buckles in Figure 30-
24.
4. Using two MS3367-1-9 straps, secure harness and wires leading to propeller deicer boot to connector
mounting bracket as shown in view B.
5. Secure harness to spinner bulkhead using TA1720 SS4T clamp and 1 each MS51957-30 screw,
AN960-C6, and MS210454-06 nut. Clamp must be positioned 90° to radial line as shown in Figure
30-24. Ensure clamp is installed in correct mounting hole with respect to propeller rotation.
6. Connect harness to 1E1150-3 terminal strip.
BALANCING
To assure balance of the propeller assembly, the original balancing weights or their equivalents must be
reinstalled. The weights must be left in the original position on the propeller hub. The restrainer and weights
should not interfere with any part of the propeller assembly under any condition. If for any reason balance
weights were removed, reinstall safety wire on screws. The deicer wire harness must be installed on the
propeller as just described.
FINAL ELECTRIC CHECK

1. Make certain that all terminals are tight. Do not over torque.
2. Check the electrical resistance between the deicer terminals or between the slip rings. The reading
should be per Chart 3007.
30-60-00
Page 27
2J21
PIPER AIRCRAFT
PA-34-220T
4E1610-10 LEFT ENGINE]

PROPELLER DEICER
SPINNER
BULKHEAD
4E1967-3 DEICER WIRE

HARNESS
MS51957-30 SCREWS
AN960C6 WASHERS
MS21045-06 NUTS
3E1271-2
LEAD CLIP
SEE VIEW B
SEE VIEW A
MS3367-2-9
TIE STRAP
MS35206-233 SCREW
3 EACH MS35333-37 WASHERS
2 EACH 2E1260 BUSHINGS
CONNECTOR 2 EACH 35649-65 NUTS
TO SLIP RING
ASSEMBLY DEICER WIRE
HARNESS
SPINNER
BULKHEAD
MS3367-1-9 PROPELLER
TIE STRAP
COUNTERWEIGHT
VIEW A VIEW B
Figure 30-23 Two Bladed Propeller Deicer Harness Installation
30-60-00
Page 28
2J22
PIPER AIRCRAFT
PA-34-220T
3E2087 CONNECTOR
MOUNTING BRACKET 4E2271-10 LEFT ENGINE
PROPELLER DEICER
AN502-10-8 SCREW
AN960C10 WASHER
SPINNER
MS3367-2-9 BULKHEAD
STRAP
MS51957-30 SCREW
AN960C6 WASHER
MS21045-06 NUT
PROPELLER
HUB
RADIAL CL
4E2200-10 RIGHT
ENGINE PROPELLER
DEICER
1E1150-3
TERMINAL
SATRIP
3E2087 CONNECTOR
MOUNTING BRACKET
HARNESS
90° MS3367-2-9
TA1720 SS4T STRAP
CLAMP
MS3367-1-9 STRAPS
CONNECTOR
MS3367-2-9
STRAP
3E2087 CONNECTOR
MOUNTING BRACKET VIEW B
VIEW A
Figure 30-24 Three Bladed Propeller Deicer Harness Installation
30-60-00
Page 29
2J23
PIPER AIRCRAFT
PA-34-220T
OTHER COMPONENTS
Do not attempt internal repairs of the timer, ammeter or switch. If inoperative, these components must be
replaced with one of the correct part numbers. For any other repair or maintenance problems not covered in
this manual, inquire at B.F. Goodrich Deicing Systems, 1555 Coporate Woods Park, Uniontown, Ohio 44685.
TIMER TEST
Field experience indicates that too often the timer is considered at fault when the true trouble lies else-
where. Before removing a timer as defective, perform this test:
1. Disconnect wire harness at timer and with deicer switch ON, check voltage from Pin B of harness plug
to ground. If system voltage is not present, the fault is not in the timer. If system voltage is present at
Pin B, check ground circuit using ohmmeter from Pin G to ground. If no circuit is shown, the fault is
in ground lead, not in timer. If ground connection is open, the timer step switch will not change
position.
2. When power and ground circuits have been checked, connect a jumper wire from Pin B of harness to
B contact of timer socket to power timer. Connect a jumper wire from Pin G of harness to G contact
of timer socket to complete the power circuit. Now use voltmeter from ground to the timer socket and
check that timer is cycling to deliver system voltage to C, D, E, and F contacts in that order. (The
starting point is not important but sequence must be as given.) Each of these four contacts must deliver
voltage for approximately 34 seconds, in turn, and there must be zero voltage on the three contacts not
energized.
3. If the timer meets these requirements, it is not the cause of the trouble. If it fails to perform as specified
above replace timer.
30-60-00
Page 30
2J24
PIPER AIRCRAFT
PA-34-220T
DETECTION
ICE DETECTION LIGHT
This light is used in conjunction with the pneumatic deicing system and will aid the pilot to detect any ice
formation on the left wing leading edge during night flying operations.
The light is mounted in the left outboard edge of the left nacelle just above leading edge of the wing. It is
a sealed beamed, 12 or 24 volt unit. On Seneca III airplanes, the light is controlled from a toggle type switch
mounted on the deice switch panel. On Seneca IV airplanes, the light is controlled from a push ON–push OFF
type switch mounted on the deice switch grouping in the center of the instrument panel. The light is positioned
in the nacelle to illuminate the leading edge of the wing when the switch is activated in the cockpit.
MAIN
BUS WING ICE SWITCH
ICE D20A 18 D21A D21B
LIGHT
5A
WING ICE
SENECA III 12 AND 24 VDC LIGHT
MAIN WING ICE

BUS SWITCH
NC
ICE D20A 18 1 C
NO
LIGHT 5A
2
D21A 18 D21B 18
WING ICE
SENECA IV LIGHT
Figure 30-25. Ice Detection Light Schematic
SERVICING
The only service required of this unit is the replacement of a burned out lamp with a new R-12 style bulb.
1. Use Piper P/N 472 172 to replace 14 Vdc lamps.
2. Use Piper P/N 472 125 to replace 28 Vdc lamps.
30-80-00
Page 1
2K1
PIPER AIRCRAFT
PA-34-220T
REMOVAL
l. Be sure the switch is in the off position.
2. Remove the top access panel from the left nacelle.
3. Within the nacelle, remove the screws the socket in the retainer.
4. Pull the socket aft and remove the lamp.
INSTALLATION
1. Position the new lamp in the receptacle of the socket, then secure the socket in the retainer with the
screws.
2. Activate the switch in the cockpit to check the lamp operation.
3. Replace the nacelle access panel with the attachment hardware.
30-80-00
Page 2
2K2
PIPER AIRCRAFT
PA-34-220T
GRID 2K3
2K3
PIPER AIRCRAFT
PA-34-220T
GRIDS 2K4 THRU 2L24

2K4
AIRPLANE
MAINTENANCE MANUAL
CARD 3 OF 5

THIRD EDITION

(PART NUMBER 761-751) REVISED: FEBRUARY 5, 1997
3A1
Published by

2926 Piper Drive
U.S.A.
Member of GAMA
General Aviation
3A2
PIPER AIRCRAFT
PA-34-220T
INTRODUCTION
Example:
32-40-01
INDIVIDUAL UNITS
NOSE WHEEL REMOVAL
— WARNING —
— CAUTION —
— NOTE —
Introduction
Page 1
3A3
PIPER AIRCRAFT
PA-34-220T

Introduction
Page 2
3A4
PIPER AIRCRAFT
PA-34-220T
ORG801219 December 19, 1980 1, 2 and 3

CR891220 December 20, 1989 1, 2, 3 and 4
CR931129 November 29, 1993 1, 2, 3, 4 and 5
IR970205 * February 5, 1997 1 and 3
* INTERIM REVISION
Chapter 5 of Card 1 and Chapter 32 of Card 3 have been revised. There are no
other changes included in this maintenance manual. Please discard your current
Cards 1 and 3 and replace them with the revised ones.
The date on Aerofiche cards can not preceed the date noted for the respective card effectivity. Consult the latest
Aerofiche card in the series for current Aerofiche card effectivity.
Introduction
Page 3
3A5
PIPER AIRCRAFT
PA-34-220T
follows:
34-8133001 through 34-8133277
34-8233001 through 34-8233205
34-8333001 through 34-8333129
34-8433001 through 34-8433088
34-8533001 through 34-8533069
34-8633001 through 34-8633031
3433001 and up
3448005 through 3448037
follows:
3448038 and up

EXAMPLE: 34 81 33 001

34 33 001

Introduction
Page 4
3A6
PIPER AIRCRAFT
PA-34-220T
VENDOR PUBLICATIONS
— WARNING —
ENGINE:
Form No. X-30030A
PROPELLER:
1 Propeller Place
Piqua, Ohio 45356
335 McCauley Drive
P.O. Box 430
MAGNETOS:
and Maintenance
VOLTAGE CONTROL:
Overhaul Manual
and Illustrated
71 Inidel Aveneu
P. O. Box 251
Introduction
Page 5
3A7
PIPER AIRCRAFT
PA-34-220T

400 N. Rogers Road
WHEELS AND BRAKES:

1160 Center Road
Avion, Ohio 44011
KEVLAR:

DINOL International
25200 Malvina
Box 1065
OXYGEN SYSTEM
225 Erie Street

P. O. Box 384
Introduction
Page 6
3A8
PIPER AIRCRAFT
PA-34-220T
PIPER PUBLICATIONS
AUTOFLITE:
Pitch Trim Service
Introduction
Page 7
3A9
PIPER AIRCRAFT
PA-34-220T
SYSTEM/ SUB-SYSTEM/
— NOTE —
Manual: 31, 36, 38, 49, 53, 54, 60, 72, 78, and 83.
SYSTEM/ SUB-SYSTEM/

00 General
10 Time Limits
Checks
Checks
00 General
Jacking
10 Leveling
20 Weighing
10 Towing
20 Taxiing
10 Parking
20 Mooring
Meyercord Decals
Introduction
Page 8
3A10
PIPER AIRCRAFT
PA-34-220T
SYSTEM/ SUB-SYSTEM/
12 SERVICING 1E3
00 General
10 Replenishing
00 General
00 General
20 Distribution
40 Heating
50 Cooling
22 AUTO FLIGHT 1J6
00 General
10 Autopilot
00 General
00 General
30 DC Generation
40 External Power
00 General
20 Extinguishing
00 General
10 Aileron and Tab
20 Rudder and Tab
50 Flaps
Introduction
Page 9
3A11
PIPER AIRCRAFT
PA-34-220T
SYSTEM/ SUB-SYSTEM/
28 FUEL 2E11
00 General
10 Storage
20 Distribution
40 Indicating
00 General
10 Main
00 General
10 Airfoil
30 Pitot and Static
80 Detection
32 LANDING GEAR 3B5
00 General
33 LIGHTS 3D17
00 General
40 Exterior
00 General
Static
35 OXYGEN 3F21
00 General
10 Crew/Passeng
37 VACUUM 3H8
00 General
10 Distribution
Introduction
Page 10
3A12
PIPER AIRCRAFT
PA-34-220T
SYSTEM/ SUB-SYSTEM/
MULTIPURPOSE PARTS
00 General
51 STRUCTURES 3I14
00 General
52 DOORS 3J11
00 General
10 Passenger/Crew
30 Cargo
55 STABILIZERS 3J24
00 General
20 Stabilator
40 Rudder
56 WINDOWS 3K15
20 Cabin
57 WINGS 3K24
00 General
40 Attach Fittings
50 Flight Surfaces
61 PROPELLERS 4B5
00 General
20 Controlling
00 General
71 POWER PLANT 4C13
00 General
10 Cowling
20 Mounts
60 Air Intakes
00 General
10 Distribution
30 Indicating
Introduction
Page 11
3A13
PIPER AIRCRAFT
PA-34-220T
SYSTEM/ SUB-SYSTEM/
74 IGNITION 4D19
00 General
20 Distribution
00 General
10 Power Control
00 General
10 Power
20 Temperature
79 OIL 4F18
00 General
20 Distribution
30 Indicating
80 STARTING 4G3
00 General
10 Cranking
81 TURBINES 4G13
00 General
20 Turbocharger
Introduction
Page 12
3A14
PIPER AIRCRAFT
PA-34-220T

Wiring Diagram 1G18
Motor Assembly 1H17
Introduction
Page 13
3A15
PIPER AIRCRAFT
PA-34-220T

Oil Check) 1I16
Introduction
Page 14
3A16
PIPER AIRCRAFT
PA-34-220T

Introduction
Page 15
3A17
PIPER AIRCRAFT
PA-34-220T

Introduction
Page 16
3A18
PIPER AIRCRAFT
PA-34-220T

thru 34-8333129, 34-8433003 thru 34-8433009, 34-8433011,
34-8433014 thru 34-8433024 3G1
34-8433002, 34-8433010, 34-8433012, 34-8433013, 34-8433025 and
up, and 3448001 thru 3448037 3G2
thru 34-8333129, 34-8433003 thru 34-8433009, 34-8433011,
34-8433014 thru 34-8433024) 3G13
S/N’s 34-8433001, 34-8433002, 34-8433010, 34-8433012,
34-8433013, 34-8433025 and up, and 3448001 thru 3448037,
thru 34-8333129, 34-8433003 thru 34-8433009, 34-8433011,
34-8433014 thru 34-8433024) 3G15
S/N’s 34-8433001, 34-8433002, 34-8433010, 34-8433012,
34-8433013, 34-8433025 and up, and 3448001 thru 3448037,
thru 34-8333129, 34-8433003 thru 34-8433009, 34-8433011,
34-8433014 thru 34-8433024) 3G19
Introduction
Page 17
3A19
PIPER AIRCRAFT
PA-34-220T

Introduction
Page 18
3A20
PIPER AIRCRAFT
PA-34-220T

(S/N’ 34-8133001, 34-8133173 through 34-8633031, 3433001 and
Pump Assembly 4E24
34-8133001 and up, 3433001 and up) 4F12
3448001 and up) 4F13
— NOTE —

Introduction
Page 19
3A21
PIPER AIRCRAFT
PA-34-220T

Introduction
Page 20
3A22
PIPER AIRCRAFT
PA-34-220T
LIST OF CHARTS

Introduction
Page 21
3A23
PIPER AIRCRAFT
PA-34-220T
LIST OF CHARTS

Introduction
Page 22
3A24
PIPER AIRCRAFT
PA-34-220T

3B1
CHAPTER
32
LANDING GEAR
3B5
PIPER AIRCRAFT
PA-34-220T
CHAPTER 32 - LANDING GEAR
CHAPTER

32-00-00 Troubleshooting 3B10
32-10-00 MAIN GEAR AND DOORS 3B15
32-10-00 Disassembly of Main Gear Oleo 3B15
32-10-00 Cleaning, Inspection, and Repair of Main
Gear Oleo 3B15
32-10-00 Reassembly Main Gear Oleo 3B18
32-10-00 Removal of Main Landing Gear 3B19
32-10-00 Cleaning, Inspection, and Repair of Main
Landing Gear 3B22
32-10-00 Installation of Main Landing Gear 3B22
32-10-00 Alignment of Main Landing Gear 3B24
32-10-00 Main Gear Doors 3B24
32-10-00 Removal of Main Gear Door Assembly 3B24
32-10-00 Cleaning, Inspection, and Repair of
Main Gear Door Assembly 3C2
32-10-00 Installation of Main Gear Door Assembly 3C2
32-10-00 Adjustment of Main Gear Door Assembly 3C3
32-20-00 NOSE GEAR AND DOORS 3C5
32-20-00 Removal of Nose Gear Oleo Assembly
From Trunnion 3C5
32-20-00 Disassembly of Nose Gear Oleo 3C5
32-20-00 Cleaning, Inspection, and Repair of Nose
Gear Oleo 3C5
32-20-00 Assembly of Nose Gear Oleo 3C8
32-20-00 Installation of Nose Gear Oleo Assembly
in Trunnion 3C8
Landing Gear 3C9
32-20-00 Removal of Nose Landing Gear 3C9
32-20-00 Installation and Rigging of Nose Gear 3C12
32-20-00 Nose Gear Drag Link Inspection and
Adjustment 3C14
32-20-00 Alignment of Nose Landing Gear 3C15
32 - Cont./Effec.
Page 1
3B6
PIPER AIRCRAFT
PA-34-220T
CHAPTER
32-20-00 Nose Gear Door 3C16

32-20-00 Removal of Nose Gear Door Assembly 3C16
Gear Door Assembly 3C16
32-20-00 Installation of Nose Gear Door Assembly 3C17
32-20-00 Adjustment of Nose Gear Door 3C17
32-40-00 WHEELS AND BRAKES 3C19
32-40-00 Wheels 3C19
32-40-00 Nose Wheel 3C19
32-40-00 Removal and Disassembly of Nose
Wheel 3C19
32-40-00 Inspection of Nose Wheel 3C20
32-40-00 Assembly and Installation of Nose
Wheel 3C20
32-40-00 Main Wheels 3C20
32-40-00 Removal and Disassembly of Main
Wheel 3C20
32-40-00 Bearing Cap Replacement 3C21
32-40-00 Inspection of Main Wheel Assembly 3C22
32-40-00 Assembly and Installation of Main
Wheel 3C22
32-40-00 Brake System 3C22
32-40-00 Wheel Brake Assembly 3C22
32-40-00 Removal and Dismantling of Wheel
Brake Assembly 3C22
Brake Assembly 3D1
32-40-00 Rebuilding and Installation of Wheel
Brake Assembly 3D3
32-40-00 Parking Brake Valve 3D3
32-40-00 Removal of Parking Brake Valve 3D3
32-40-00 Disassembly of Parking Brake Valve 3D3
Parking Brake Valve 3D3
32-40-00 Assembly of Parking Brake Valve 3D3
32-40-00 Installation of Parking Brake Valve 3D4
32 - Cont./Effec.
Page 2
3B7
PIPER AIRCRAFT
PA-34-220T
CHAPTER
32-40-00 Brake Cylinder (Toe Brake) 3D4

32-40-00 Removal of Brake Cylinder 3D4
32-40-00 Disassembly of Brake Cylinder 3D4
Brake Cylinder 3D6
32-40-00 Assembly of Brake Cylinder 3D6
32-40-00 Installation of Brake Cylinder 3D6
32-40-00 Brake Bleeding Procedure (Gravity) 3D6
32-40-00 Brake Bleeding Procedure (Pressure) 3D7
32-40-00 Brake System Leak Check 3D8
32-60-00 POSITION AND WARNING 3D9
32-60-00 Landing Gear Limit Switches 2L9
32-60-00 Adjustment of Nose Gear Up Limit
Switch 3D9
32-60-00 Adjustment of Nose Gear Down Limit
Switch 3D9
32-60-00 Adjustment of Main Gear Up Limit
Switch 3D9
32-60-00 Adjustment of Main Gear Down Limit
Switch 3D10
32-60-00 Adjustment of Main Gear Squat Switches 3D10
32-60-00 Gear Warning Throttle Switch 3D11
32-60-00 Adjustment of Gear Warning Throttle
Switch 3D11
32-60-00 Replacement of Gear Warning Throttle
Switch 3D12
32-60-00 Functional Test of Landing Gear
Retraction System 3D12
32 - Cont./Effec.
Page 3
3B8
PIPER AIRCRAFT
PA-34-220T
GENERAL
This section contains instructions for overhauling, inspecting and adjusting the various components of the
PA-34-220T landing gear and brake system. Also included are adjustments for the electrical limit, safety and
warning switches. This section does not cover the hydraulic function of the landing gear, except brakes, this
information may be found in Chapter 29, Hydraulic System.
DESCRIPTION
The PA-34-220T airplane is equipped with a retractable tricycle air-oil strut type landing gear, hydraulically
raised or extended by an electrically powered reversible pump. A selector switch in the instrument panel to the
left of the control quadrant is used to select gear UP or DOWN position.
Airplane serial numbers 34-8133001 through 34-863303 and 3433001 through 3433169 were equipped
with Prestolite hydraulic pumps. Serial numbers 3433170 and up, and 3448001 and up are equipped with
Oildyne hydraulic pumps. Prestolite pumps may be replaced with the Oildyne pump by purchasing adapter
parts from Piper Aircraft Corporation. Refer to the Parts Catalog for appropriate part numbers.
When the gear is down and locked, gear positions are indicated by three green lights, located to the left of
the selector switch. A red light, incorporated in the annunciator panel at the top of the instrument panel,
illuminates when the gear is unsafe. Activation of all three down lock switches will shut the hydraulic pump
off. On Seneca III airplanes, the green lights will dim when the navigation lights are turned ON. On the
Seneca IV, the green lights, along with the red gear unsafe annunciator light will be dimmed by placing the
DAY – NIGHT toggle switch, located to left of the annunciator lights, in the NIGHT position.
As manifold pressure drops below approximately 14 inches of mercury, and if the landing gear has not
been extended, a throttle switch located in the quadrant will actuate a warning horn indicating to the pilot the
landing gear is still up. The warning horn will continue to operate until the landing gear is down and locked, at
which time three green lights on the instrument panel will energize.
The landing gear be extended and retracted by means of the gear selector knob. In the event of hydraulic
or electrical failure, the gear can be extended by pulling the free-fall valve, thus permitting the gear to fall free.
Once the gear are down a spring maintains pressure on the truss assembly in the locked position until released
by hydraulic pressure.
While the airplane is sitting on the ground, should the gear selector knob be placed in the UP position with
the BATT switch in the ON position, a safety switch (squat switch) located on the left main gear should prevent
the hydraulic pump from actuating. When the plane leaves the ground, the safety switch will actuate as the
oleo extends, permitting the hydraulic pump to raise the landing gear. In the event the airplane is placed on
jacks and raised to the extent that the oleo extends in excess of 8 inches, the safety switch will actuate the
hydraulic pump, thus raising the landing gear if the landing gear selector knob is placed in the UP position and
the BATT switch is selected ON.
The nose gear is steerable by the use of the rudder pedals. As the gear retracts, the steering linkage
becomes separated from the gear so that rudder pedal action with gear retracted is not impeded by the nose
gear operation. A gear centering spring mechanism is incorporated in the nose gear steering mechanism.
The two main wheels are equipped with self-adjusting single disc hydraulic brake assemblies which are
actuated by individual toe brake cylinders mounted on the rudder pedals. The cylinders are supplied hydraulic
fluid from a reservoir located on the forward side of the cabin main bulkhead. The parking brake is engaged
by depressing the toe brake pedals and pulling out the parking brake knob located on the lower left instrument
panel. The parking brake is released by depressing the toe brake pedals and pushing in on the parking brake
knob.
32-00-00
Page 1
3B9
PIPER AIRCRAFT
PA-34-220T
TROUBLESHOOTING
Mechanical and electrical troubles peculiar to the landing gear system are listed in Chart 3201. When
troubleshooting, first eliminate hydraulic malfunctions as listed in Chapter 29. Then proceed to switch mal-
functions and last to the mechanical operation of the gear itself, both of which are included in this section.
— CAUTION —
WHEN NECESSARY TO RAISE OR LOWER EITHER THE

NOSE GEAR OR THE MAIN GEAR MANUALLY, THE
FREE-FALL VALVE KNOB SHOULD BE PULLED FULL
OUT TO PREVENT A BUILDUP OF UNNECESSARY
PRESSURE ON THE ACTUATING CYLINDERS AND
CONNECTING HYDRAULIC LINES. FAILURE TO
COMPLY WITH THESE INSTRUCTIONS COULD RESULT
IN THE BUILDUP OF SUFFICIENT PRESSURE TO
UNLOCK THE DOWN LOCK MECHANISM ALLOWING
THE GEAR TO COLLAPSE WHEN THE WING JACKS
ARE REMOVED.
CHART 3201. TROUBLESHOOTING LANDING GEAR
(Seneca III airplanes only)
Green gear down lights Failed instrument panel Replace switch.
dim although position light control switch.
light switch is off and (Lights grounding through
gear is down and locked. dimming resistor instead of
through position light switch.)
Green gear down lights Gear down limit switch Replace switch.
fail 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 turn on although gear is
down and locked.
(Seneca IV airplanes only)

One or more gear down lights Burned out bulb. Replace bulb.
out when gear is down and
locked. Improperly adjusted gear down Adjust switch(es) as
light switch. necessary.
Open wire in gear light circuit. Check annunciator light wiring.
32-00-00
Page 2
3B10
PIPER AIRCRAFT
PA-34-220T
CHART 3201. TROUBLESHOOTING LANDING GEAR (continued)
(Seneca IV airplanes only)

Gear down lights do not dim Faulty DAY/NIGHT switch Replace switch.
when DAY/NIGHT annunciator
switch is in NIGHT position.
Gear warning light and Landing gear control Reset circuit breaker and
horn fail to operate circuit breaker open. determine cause for open
when throttle is near circuit breaker.
closed and landing
gear is retracted.
Micro switch at throttle Adjust micro switch.
out of adjustment.
Micro switch failed. Replace switch.
Warning horn and light Check wiring.

circuit wire broken.

Green down lock lights Green lights dimming Replace resistor.
operate normally with resistor open.
position lights off but
do not operate at all
with position lights on.
Red gear unsafe light One or more of the Check gears for full
remains on with gear landing gears not fully retraction. Adjust up
retracted and throttles retracted. One or more switch(es) as necessary.
advanced. gear up switches out of
adjustment.
Landing gear doors fail Landing Gear not retracting Check adjustment of
to close completely. completely. landing gear.
Door retraction rods out Check adjustment door

of adjustment. retraction rods.
32-00-00
Page 3
3B11
PIPER AIRCRAFT
PA-34-220T
Nose landing gear shimmies Internal wear in centering Replace shimmy dampener.
during fast taxi, takeoff, or springs.
landing.
Center springs or bracket Replace necessary parts.
loose at mounting.
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 Incorrect operating Inflate tire to correct

wear on nose tire. pressure. pressure.
Wear resulting from Refer to previous remedy

shimmy. for correction.
Nose gear fails to Oleo cylinder binding Lubricate strut housing

steer properly. in strut housing. (Refer to Lubrication
Chart.)
Chart and/or strut housing

bushings damaged.
One brake dragging. Determine cause and

correct.
Steering arm roller Replace defective roller.

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

loose on attachment
plate.
32-00-00
Page 4
3B12
PIPER AIRCRAFT
PA-34-220T
Nose gear fails to Steering bellcrank Replace bearing and/or

steer properly. (continued) bearing and/or bolt bolt.
worn.
Centering springs Replace.

galling or binding.
Nose gear fails to Steering arm roller Replace defective roller.

straighten when sheared at top of
landing gear retracts. strut.
Incorrect rigging of Check nose gear steering

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

when landing gear retracts. sheared.
Damaged guide. Replace guide.
Main landing gear shimmies Tire out of balance. Check balance and replace
during fast taxi, takeoff, or tire if necessary.
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 Incorrect operating Inflate tire to correct

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

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

out of adjustment,
allowing gear to slant
in or out.
32-00-00
Page 5
3B13
PIPER AIRCRAFT
PA-34-220T
CHART 3201. TROUBLESHOOTING LANDING GEAR (continued))
Strut bottoms on normal Insufficient air and/or Service strut with air
landing or taxiing on rough fluid in strut. and/or fluid.
ground.
Defective internal parts Replace defective parts.
in strut.
32-00-00
Page 6
3B14
PIPER AIRCRAFT
PA-34-220T
MAIN GEAR AND DOORS
DISASSEMBLY OF MAIN GEAR OLEO (Refer to Figure 32-1.)
The main gear oleo assembly may be removed and disassembled from the oleo housing with the gear
removed for or installed in the airplane. The following instructions assume the gear still installed.
1. Refer to Chapter 7 and jack up the airplane.
2. Place a drip pan or other container under the affected gear to catch spillage.
3. Depress air valve core pin until strut pressure has diminished. After removing the plug, insert a thin
hose and siphon as much hydraulic fluid from the strut as possible.
4. Disconnect the hydraulic brake line from the brake assembly and the clamps from the fork and torque
link.
5. Support the strut assembly and remove the upper-to-lower torque link connecting bolt. Note the
number and thickness of spacer washers between the two links and make sure to replace them at
reinstallation.
6. Compress the piston tube slightly, to take off any load on the bearing assembly and make sure it is held
in its position.
7. In the bottom of the housing, release the snap ring from its slot in the housing.
8. Carefully pull the piston tube and bearing assembly from the bottom of the housing.
9. The bearing and other related assemblies can be removed from the strut position tube by removing the
retaining snap ring and sliding the assemblies off the tube.
10. The orifice tube is secured to the strut housing by a locknut where the tube extends through the top of
the housing. Remove the locknut and washer.
11. Draw the orifice tube with the teflon retainer ring out of the strut housing.
12. As necessary, the orifice plate can be removed from the bottom of the orifice tube by releasing the
snap ring holding the plate in position.
— NOTE —
It is not recommended that the piston tube (strut) and fork be
separated due to shrink fit tolerance built in when manufactured.
CLEANING, INSPECTION AND REPAIR OF MAIN GEAR OLEO

1. Clean all parts with a suitable dry type cleaning solvent.
2. Inspect landing gear oleo assembly components for the following:
a. Bearings and bushings for excess wear, corrosion, scratches and overall damage.
b. Retaining pins for wear and damage.
c. Lock rings for cracks, burrs, etc.
d. Cylinder and orifice tube for corrosion, scratches, nicks and excess wear.
e. Orifice plate for hole restriction.
f. Fork tube for corrosion, scratches, nicks, dents and misalignment.
g. Air valve general condition.
32-10-00
Page 1
3B15
PIPER AIRCRAFT
PA-34-220T
1. BRACKET, SWITCH ACTUATOR

2. BOLT, UPPER LINK TO HOUSING CONNECTION
3. BOLT, UPPER AND LOWER LINK CONNECTION
4. BOLT, LOWER LINK TO FORK ASSEMBLY
5. AXLE NUT
6. NUT, ORFICE TUBE RETAINING
7. WASHER, ORFICE TUBE RETAINING
8. RETAINER
9. O - RING
10. VALVE ASSEMBLY
11. HOUSING, OLEO STRUT
12. ORFICE TUBE
13. PLATE, ORFICE
14. SNAP RING
15. LINK ASSEMBLY, UPPER
16. LINK ASSEMBLY,LOWER
17. SQUAT SWITCH
17 18. SPRING ATTACHMENT PLATE
18
6
1 7
8
9
10
3 11
12
TORQUE NUT TO:
300 INCH POUNDS MIN. 13
500 INCH POUNDS MAX.
14
2
4
31
15
5
16
Figure 32-1. Main Gear Oleo Strut Assembly (Sheet 1 of 2)
32-10-00
Page 2
3B16
PIPER AIRCRAFT
PA-34-220T
2025
6
7
8
9
10
11
12
31
13 30
14
19
20
21
22
23
24
25
15
16
26
27
19. O-RING
20. BEARING, LOWER
21. O-RING OR T-SEAL (SEE NOTE) 28
22. WIPER STRIP 29
23. WASHER
24. SNAP RING
25. PISTON TUBE
26. PLUG
27. O-RING
28. FORK ASSEMBLY NOTE
29. BOLT ASSEMBLY
30. PISTON TUBE RETAINING RING OVERLAP OF BACK - UP RING MUST
31. LUBERIZED BUTT JOINT RING, ORFICE TUBE BE APPROXIMATLY 180° APART.
(REFER TO PARTS CATALOG)
Figure 32-1. Main Gear Oleo Strut Assembly (Sheet 2 of 2)

32-10-00
Page 3
3B17
PIPER AIRCRAFT
PA-34-220T
3. Repair of the oleo is limited to smoothing out minor scratches, nicks and dents and replacement of parts.
— NOTE —
Check all impregnated bearing surfaces, such as Garlock DU bear-

ings (06U08 in the lower truss link assembly), for wear. Natural
wear will show more and more bronze. Replace any bearing when
at least 70% of the bearing surface is bronze and the bronze starts
to smear,. Do not apply grease. It is recommended oil be used for
aircraft kept in a highly corrosive environment. When oil is used it
must be followed by scheduled lubrication.
REASSEMBLING MAIN GEAR OLEO (Refer to Figure 32-1.)

1. Make sure all parts are cleaned and inspected as described in the last paragraph.
2. If the orifice tube has been removed and maintained, proceed as follows:
a. Make sure the old butt joint ring is replaced and its annular seat is clean and undamaged.
b. Ensure there is no damage to the orifice plate seat in the orifice tube.
c. Install orifice plate in the end of the orifice tube and secure with its snap ring.
3. The orifice tube can be reinstalled in the housing as follows:
a. Insert tube into strut housing and being careful so as not to damage the threads and mating sur-
faces push the stud end through the top of the housing.
b. Install a new O-ring (see Parts Catalog) and reinstall the teflon retaining ring in the top of the
housing. Make sure they are pushed one at a time as far into the recess as they will go.
c. Install the washer over the stud and install a new locknut with a torque of 300 to 500 inch-pounds.
d. Torque the orifice tube locknut 300 to 500 inch-pounds.
4. The gear strut and its related assemblies are installed as follows:
a. The bearing and its retaining hardware must first be placed in order over the piston tube. Place
the bearing snap ring, retaining washer, and wiper strip in that order over the piston tube.
b. Make sure the bearing annular internal and external O-ring seats are undamaged and clean.
Replace the bearing if necessary.
c. Install the new internal O-ring or T-seal and external O-rings. (Refer to Parts Catalog.)
d. Wet the piston tube surface with MIL-H-5606 hydraulic fluid.
e. Wet the interior of the bearing with hydraulic fluid and slide the assembly over the piston tube
with the wiper strip end towards the fork. Use care not to damage the internal O-ring.
f. Install the retainer ring on the end of the piston tube.
g. Align the piston tube opening with the end of the housing and the orifice tube. Carefully guide
the piston tube strut halfway into the housing.
h. Slide the bearing up the piston tube into the housing, and with it held in position, install the wiper
strip, washer-retainer and snap ring.
5. Ensure the bushings are properly installed and with the washers and brake hose clamp used as before,
reinstall the connecting bolt. Tighten the bolt just enough to remove side play.
6. If the left gear has been maintained and the squat switch assembly has been disassembled, proceed as
follows:
a. Install the switch actuator bracket on the upper link-to housing bolt.
b. Install the washers and the nut on the aforementioned bolt.
c. Install the squat switch bracket and spring attachment plate on the strut housing if removed.
32-10-00
Page 4
3B18
PIPER AIRCRAFT
PA-34-220T
6. If the left gear has been maintained and the squat switch assembly has been disassembled, proceed as
follows:
a. Install the switch actuator bracket on the upper link-to housing bolt.
b. Install the washers and the nut on the aforementioned bolt.
c. Install the squat switch bracket and spring attachment plate on the strut housing if removed.
7. Reconnect the brake hose clamps and the fitting to the actuating cylinder. Bleed as described in sec-
tion on "Brakes."
8. Lubricate gear assembly as described in Chapter 12.
9. Service oleo strut with fluid and air as described in Chapter 12.
10. Ensure the gear is down and locked and check alignment of gear as described in this chapter and check
for proper gear retraction and proper activation of squat switch.
11. Remove aircraft from jacks.
REMOVAL OF MAIN LANDING GEAR. (Refer to Figure 32-2.)

1. Jack up the aircraft per instructions in Chapter 7.
2. If the side brace truss assembly is to be completely removed from the aircraft, proceed as follows:
a. With the gear extended disconnect the gear down lock spring.
b. Disconnect the actuator shaft rod end from the truss assembly's upper link.
c. Take note of the bushings and washers on each side of the lower truss link's end bearing where it
connects to the strut housing.
d. Disconnect the lower truss link from the strut housing.
e. Disconnect the upper truss link fork from the truss support stud bearing.
f. Remove the assembly and maintain as required.
3. The oleo strut assembly can be removed as follows:
a. Disconnect the brake line at the fitting in the gear well.
b. Disconnect the gear door actuating rod from the strut housing.
c. Remove the access plate located under the wing, aft of the landing gear.
d. Ensure the lower truss link is disconnected and clear of the gear housing.
e. Have the gear supported in a manner that as the supports are disconnected, the gear will not cant
and cause unnecessary loads on the opposite support and structure.
f. Remove the bolts connecting the forward gear housing support to the forward spar.
g. The bearing support tube in the aft gear housing support can be removed as follows:
(1) Reaching through the access opening under the wing and the hole in the spar, remove the bolt
securing the tube in its housing.
(2) Obtain a length of .040 safety wire and hook the end of it. Insert the hooked end of the safe-
ty wire through the bolt hole in the tube and, with the hook holding the tube, pull the tube
from the support fitting.
4. The aft support fitting can be removed by reaching through the access hole to hold the nuts and remov-
ing the bolts from the wheel well.
5. Either of the oleo strut support bearings can be removed by removing one of the snap rings and push-
ing the bearing from its housing.
32-10-00
Page 5
3B19
PIPER AIRCRAFT
PA-34-220T
MAX. TORQUE OF SUPPORT HARDWARE

3038 FOR 0.25 INCH DIAMETER BOLTS - 50 TO 70 IN. LBS.
FOR 0.31 INCH DIAMETER BOLTS - 70 TO 90 IN. LBS
FOR 0.375 INCH DIAMETER BOLTS - 100 TO 140 IN. LBS
SKETCH A 11 12 .
13 14 21
19 20
5 17 18
1
2
3 26
4
16
6 15
7
8
22
24 23 1. AFT SPAR SUPPORT, GEAR HOUSING
2. SNAP RING, HOUSING SUPPORT
SKETCH B BEARING RETAINER
9 28 3. BEARING, HOUSING SUPPORT
30 29 4. TUBE, BEARING SUPPORT
31 5. GREASE FITTING
10 6. BARREL, BEARING SUPPORT
7. HARDWARE AND BUSHINGS, LOWER
32 TRUSS LINK ATTACHMENT
8. UPPER TORQUE LINK
9. GEAR DOOR
33 10. LOWER TORQUE LINK
11. STRUT HOUSING (REFER TO PIPER
S. B.787B)
34 12. PLUG, AIR VALVE
13. AIR VALVE ASSEMBLY
35 14. FORWARD SPAR SUPPORT, GEAR
HOUSING
15. GREASE FITTING
16. DOWNLOCK SPRING
36 17. SPRING SWIVEL FITTING
18. ROD END BEARING, ACTUATOR SHAFT
19. JAM NUT
37 20. ACTUAOR PISTON SHAFT
21. ACTUATOR
22. STUD BEARING, TRUSS SPAR SUPPORT
23. SPAR SUPPORT FOR TRUSS ASSEMBLY
24. UPPER LINK, TRUSS ASSEMBLY
25. MOUNTING PAD, DOWN LIMIT SWITCH
26. GREASE FITTING
27. ACTUATING PLATE, DOWN LIMIT
MICRO SWITCH
28. LOWER LINK TRUSS ASSEMBLY
NOTE 29. BRACKET, DOWN LOCK SPRING
DURING ASSEMBLY IT MAY HAVE BEEN NECESSARY TO USE 30. SQUAT SWITCH
OVERSIZE HARDWARE TO MEET MANUFACTURING TOLERANCES. 31. ACTUATOR, SQUAT SWITCH
SPECIAL ATTENTION SHOULD THEREFORE BE GIVEN WHEN 33. ROD, GEAR DOOR CONNECTING
REMOVING HARDWARE TO INSURE THAT THE SAME HARDWARE 33. STRUT ASSEMBLY
(DIAMETER, ETC.) IS USED AT REASSEMBLY. STANDARD AN 4 OR 34. CLAMP SUPPORT FOR BRAKE LINE
AN 5 BOLTS ARE REPLACED BY ALTERNATE OVERSIZED BOLTS SUPPORT
NAS 3004 OR NAS 3005 RESPECTIVLY, AND STANDARD FLUSH HEAD 35. BRAKE LINE
BOLTS MS 24694-505 ARE REPLACED BY NAS1604-9R BOLTS 36. BRAKE ACTUATING CYLINDER
WHEN OVERSIZED HARDWARE IS REQUIRED.
Figure 32-2. Main Landing Gear Installation (Sheet 1 of 2)
32-10-00
Page 6
3B20
PIPER AIRCRAFT
PA-34-220T
2026 SKETCH A
2 14
43
41
11
11 42
39
38 40 4
41
44
14 2
2 41 40
2 1 2
37. BRAKE DISC
38. BOLT,AN4-17A - TORQUE 40
TO 50 IN. - LBS.
39. WASHER, BACKUP
40. BARREL NUT
41. BEARING, SUPPORT
42. WASHER, BACKUP SKETCH B
43. SHIM WASHER C126
44. BOLT, AN4 - 40A - TORQUE 50
TO 70 IN.-LBS
OVERCENTER
25
27
.25 +0.03
CENTER OF -0.00
FORK 28
24
FILE LINK WHERE SHOWN TO

OBTAIN OVER CENTER
24
FILE HERE
Figure 32-2. Main Landing Gear Installation (Sheet 2 of 2)

32-10-00
Page 7
3B21
PIPER AIRCRAFT
PA-34-220T
CLEANING, INSPECTION AND REPAIR OF MAIN LANDING GEAR.
CAUTION
Refer to Piper S. B. No. 787B before inspecting gear housing
(trunnion)
2. Inspect the gear components for the following unfavorable conditions:

a. Bolts, bearing and bushings for excess wear, corrosion and damage.
b. Gear housing, truss links, torque links and attachment plates for cracks, bends or misalignment.
3. Inspect the gear down lock spring for the following:
a. Excessive wear or corrosion, especially around the hooked ends of the spring. A spring should be
rejected if wear or corrosion exceeds one-quarter the diameter of the spring. Clean away all cor-
rosion and repaint.
b. Check the spring for load tensions below minimum allowable tolerance. The minimum tension of
the spring is 48 pounds pull at 7.9 inches. Measurement is taken from the inner side of each
hook.
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 truss assembly over 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 .25/.28
of an inch over center. Should the distance exceed the required over center travel and bolt and bushings
are tight, replace one or both links.
6. 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. Existing components should also exhibit limited free play when installed otherwise the
bearings or bushings should be replaced.
INSTALLATION OF MAIN LANDING GEAR. (Refer to Figure 32-2.)
CAUTION
Refer to Piper S. B. NO. 956 before installing main landing
gear.
— NOTE —
Before and/or during assembly, lubricate bearings, bushings, and
friction surfaces with the appropriate lubricants as described in
Chapter 12.
1. If either of the gear support bearings have been removed and need not be replaced, make sure they are
clean. Grease and install using the appropriate snap rings to secure them.
2. Check the bearings in both supports for side play. Add shim washers (P/N 62833-44) as necessary.
Refer to Sketch A, Figure 32-2.
32-10-00
Page 8
3B22
PIPER AIRCRAFT
PA-34-220T
INSTALLATION OF MAIN LANDING GEAR. (Refer to Figure 32-2.) (continued)
3. Referring to Figure 32-2, install the gear in the wing as follows:
a. Place a new spacer washer on the short "forward" arm of the strut housing, ensuring the cham-
fered edge is toward the housing.
b. Check that the barrel nut is properly positioned in the short arm of the housing and install the “for-
ward” support fitting.
c. Place the correct backup washer on the AN4-17A bolt and install the retaining bolt in the arm
with a torque of 40 to 50 inch-pounds. Grease the assembly from the fitting on the support.
d. Position the aft support fitting at its attachment point in the wheel well and install the nuts and
washers by reaching through the access opening under the wing.
e. Holding the bearing support tube for the aft support, reach through the access opening under the
wing. Insert the tube through its support fitting and the hole in the spar, making sure it does not
extend so far through the support that the gear cannot be aligned.
f. Position the gear in the well of the wing and support the gear in its aligned position.
g. With the "forward" support fitting appropriately aligned on the main spar, install the bolts and
washers.
h. Through the access hole in the bottom of the wing, push the bearing support tube the rest of the
way through the aft support fitting into the gear housing support arm.
i. Check to ensure the barrel nut it properly installed in the long (aft) arm of the housing and slide
the specific backup washer (P/N 67502-0) over the retaining bolt (AN4-40A).
j. Reaching through the access hole under the wing, install the retaining bolt and backup washer
with a torque of 50 to 70 inch-pounds.
4. Reconnect the brake line in the gear well.
5. The gear truss assembly may be installed as follows:
— NOTE —
If the reason for gear removal was due to wing replacement, it may
be necessary to remove the upper truss link support from the old
wing to install on the new wing. Should this be the case, the sup-
port should be partially installed to provide a guide to back drill
one .250 and one .312 hole in the spar cap if not previously done at
the factor. The outboard hole is .312 diameter and not counter-
sunk. A bump is added to gear door to clear bolt head. Inboard
hole is .250 countersunk. Countersink the hole in the exterior sur-
face of the spar cap 100° x .500. The .250 screw head must be
flush with the spar cap to allow the gear door to properly close.
a. With the upper truss link support installed on the spar, ensure the attachment bolts are properly
torqued. Check Figure 32-2 for torque values.
b. If necessary, assemble the upper and lower truss links and check the through center travel as described
in the previous subject paragraph.
c. Install the truss assembly to the gear and support fitting. Torque the nut at the housing 600 ± 25 inch-
pounds.
6. Connect the actuator rod end to the fitting in the upper truss link, making sure to properly install the
spring swivel attachment.
32-10-00
Page 9
3B23
PIPER AIRCRAFT
PA-34-220T
INSTALLATION OF MAIN LANDING GEAR. (Refer to Figure 32-2.) (continued)
7. Install down lock spring and check adjustment of landing gear.
8. Check wheel alignment per instructions in this chapter.
9. Ensure the landing gear is lubricated per Chapter 12.
10. Install access plates, reconnect gear door and lower airplane off jacks.
ALIGNMENT OF MAIN LANDING GEAR (Refer to Figure 32-3.)

1. Place a straightedge no less than twelve feet long across the front of both main landing gear wheels.
But 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 should be 0 ± 1/2 degrees.
— NOTE —
A carpenter's square 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 position. Refer to the chart
on the following page.
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. (Refer to Figure
32-4.) 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.
7. If a new link on the top left main gear has to be installed or it had to be reversed during the alignment
check, it will be necessary to check the gear safety switch (squat switch) bracket for engagement and
locking in place. If link has to be reversed, then the bolt also has to be reversed and microswitch
bracket P/N 36774-3 will be replaced by microswitch bracket 36774-2.
8. Check adjustment of landing gear safety switch (squat switch).
MAIN GEAR DOORS

REMOVAL OF MAIN GEAR DOOR ASSEMBLY
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.
32-10-00
Page 10
3B24
PIPER AIRCRAFT
PA-34-220T
973 972
TOE OUT
BRACKET
RIVET
6.50
WASHER
SKETCH A
973
TOE IN
BRACKET
A&B
SKETCH B
CARPENTERS
SQUARE
Figure 32-3. Aligning Main Gear
32-10-00
Page 11
3C1
PIPER AIRCRAFT
PA-34-220T
C41
BRACKET BRACKET
TORQUE LINK TORQUE LINK
FOR TOE-OUT CORRECTION FOR TOE-IN CORRECTION,

ADD SHIM WASHERS AS REMOVE AND REVERSE
REQUIRED. SEE CHART 3202 TORQUE LINKS. REPLACE
36774 -3 BRACKET WITH
36774 - 2 BRACKET.
Figure 32-4. Toe-In/Toe-Out Adjustment
CLEANING, INSPECTION AND REPAIR OF MAIN GEAR DOOR ASSEMBLY

1. Clean the door and retraction rod with a suitable cleaning solvent.
2. Inspect the door for cracks or damage, loose or damaged hinges and brackets.
3. Inspect the door retraction rod and end bearing for damage and corrosion.
4. Repairs to a door may be replacement of hinge, repair of fiberglass and painting.
INSTALLATION OF MAIN GEAR DOOR ASSEMBLY

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 hous-
ing. At the door attachment, thin washers are inserted at each side of the rod end bearing and it is
secured with bolt, washer and nut. At the strut housing, place washers between rod end bearing and
housing not to exceed .12 of an inch to obtain proper clearance and secure with bolt. Safety bolt with
MS20995C41 wire.
3. Check that the all around clearance between the door and the wing skin is not less than .032 of an inch.
32-10-00
Page 12
3C2
PIPER AIRCRAFT
PA-34-220T
CHART 3202. TOE-IN AND TOE-OUT CORRECTION CHART
TOE-IN SHIM WASHERS WASHER AN 174

TOE-OUT 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 0.31 Thick AN960-416 Washers .062 Thick
ADJUSTMENT OF MAIN GEAR DOOR ASSEMBLY

1. Place the airplane on jacks.
2. Determine that the main gear is properly adjusted for gear up as explained earlier in this section.
3. Adjust retraction rod end at door so that door will pull up tightly when the gear is full up. Over-
tightening may result in door buckling; however, if the door is too loose, it will gap in flight.
4. Check all rod ends for adequate thread engagement, for safety and tightness of jam nuts.
32-10-00
Page 13
3C3
PIPER AIRCRAFT
PA-34-220T
GRID 3C4
32-10-00
Page 14
3C4
PIPER AIRCRAFT
PA-34-220T
NOSE GEAR AND DOORS
REMOVAL OF NOSE GEAR OLEO ASSEMBLY FROM TRUNNION (Refer to Figure 32-5.)
The nose gear oleo assembly can be removed and/or disassembled from the trunnion assembly with it
mounted in or removed from the aircraft.
1. Jack up the airplane per Chapter 7.
2. Depress the air valve core pin to release the air pressure in the strut and remove the valve body from
the plug.
3. The oleo housing can be evacuated by removing the valve, inserting a thin hose through the plug into
the housing, and siphoning out the hydraulic fluid.
4. To remove the oleo assembly from the trunnion assembly, cut the safety wire and remove the four
bolts at the top of the housing securing the tiller to the top of the oleo housing.
5. Remove the hardware connecting the centering spring rod end from the trunnion arm.
6. Pull the oleo assembly from the trunnion assembly.
DISASSEMBLY OF NOSE GEAR OLEO (Refer to Figure 32-5.)

1. If not already accomplished, release the air pressure and remove the hydraulic fluid as described in
steps 2 and 3 of the previous paragraph.
2. Remove the upper-to-lower torque link connecting bolt and separate the assemblies.
— NOTE —
Unless absolutely necessary, the fork should not be disassembled

from the piston tube.
3. Remove the snap ring at the “bottom” of the oleo cylinder and carefully pull the strut to pull the bear-
ing from the oleo cylinder.
4. Remove the snap ring at the “top” of the strut piston and slide off the bearing assembly.
5. Replace all O-rings and the wiper ring.
CLEANING, INSPECTION AND REPAIR OF NOSE GEAR OLEO

1. Clean all parts using a suitable dry type cleaning solvent.
2. Inspect components of the landing gear as follows:
a. Bearings and bushings for excessive wear, corrosion, scratches and overall condition.
b. Retaining pins for wear.
c. Lock rings for cracks, nicks, burrs and overall condition.
d. Cylinder and piston strut for excessive wear, corrosion, scratches and nicks.
e. Orifice hole for obstruction.
f. Fork for misalignment, cracks or other damage.
g. Air valve for general condition.
3. Repair of the oleo is limited to smoothing out minor scratches, nicks and dents, and replacement of
parts.
32-20-00
Page 1
3C5
PIPER AIRCRAFT
PA-34-220T
1
2
3
1. CAP BOLT & WASHERS
2. SAFETY WIRE
3. TRUNNION ASSAMBLY 24
4. BOLT, BEARING, WASHER & NUT
5. BOLT, WASHER, NUT & COTTER PIN
6. BOLT, BUSHING, WASHER, NUT & COTTER PIN
7. AXLE
8. TUBE - SPACER
9. PLUG - WHEEL END
10. AXLE BOLT
11. NOSE GEAR CENTERING SPRING
12. BOLT, WASHERS, NUT & COTTER PIN (BOLT HEAD DOWN)
13. AIR VALVE CAP
14. AIR VALVE CORE
15. AIR VALVE BODY
16. WASHER
17. BUSHING - SHOULDER (UPPER)
18. SCREW, WASHER & NUT 11
19. ROLLER ASSEMBLY & BUSHING
20. TILLER 4
21. WASHER 12
22. BUSHING - SHOULDER (LOWER)
23. TRUNNION ASSEMBLY SEE NOTE
24. PLACARD
25. O-RING 5
26. OLEO CYLINDER
27. BEARING
28. PISTON STRUT
29. O-RING
30. BEARING
31. TORQUE LINK
32. O-RING OR T SEAL (REFER TO PARTS CATALOG)
33. RING - WIPER
34. WASHER 6
35. SNAP RING
36. FORK
NOTE:
7
MAKE SURE THE TRUNNION ARM AND
CENTERING SPRING ROD END ARE 8
CONNECTED AS SHOWN WITH THE
BOLT HEAD DOWN.
Figure 32-5. Nose Gear Oleo and Trunnion Assemblies (Sheet 1 of 2)
32-20-00
Page 2
3C6
PIPER AIRCRAFT
PA-34-220T
3042
18
13 19
14
15 20
16
21
17 25
26
23
24
22 28
29
31 30
32
33
34
35
28
10 36
Figure 32-5. Nose Gear Oleo and Trunnion Assemblies (Sheet 2 of 2)
32-20-00
Page 3
3C7
PIPER AIRCRAFT
PA-34-220T
ASSEMBLY OF NOSE GEAR OLEO (Refer to Figure 32-5.)
1. Ensure all components are clean and inspected, especially the inside of oleo cylinder.
2. Dip a clean sponge in clean hydraulic fluid and wipe down the strut piston tube, making sure the tube
remains clean.
3. Place the bearing retainer snap ring, retainer washer and wiper ring respectively over the piston tube.
4. Make sure the bearing assembly is inspected for damage, especially the bearing surface for gouges and
wipe down with hydraulic fluid.
5. Install new O-rings or T-seals on bearing and slide the bearing, wiper end first, over the piston tube.
6. Install retaining ring on end of piston tube. (Refer to Parts Catalog.)
7. Slide the bearing, wiper ring, bearing retainer ring, and snap ring up against the piston tube retaining
ring. Carefully slide the assemblies into the oleo tube till the bearing bottoms and insert the bearing
snap ring in the end of the oleo housing.
8. Connect the torque links being sure the links move freely.
9. If the oleo strut assembly has not been removed from the trunnion and the tiller remains attached, fill
the oleo housing with 21 ± 1 oz. of MIL-H-5606 hydraulic fluid. Move the strut to ensure that it oper-
ates freely.
10. Reinstall air valve and torque to 350 to 400 inch-pounds. With the aircraft off the jacks and at empty
weight, inflate the oleo until the strut exhibits 1.20 ± .25 inches visible strut extension.
INSTALLATION OF NOSE GEAR OLEO ASSEMBLY IN TRUNNION (Refer to Figure 32-5.)

1. Assemble the components of the oleo strut as instructed in steps 1 through 8 of the last paragraph and
tape over or enclose the top of the oleo cylinder to prevent dirt from entering.
2. Remove the upper and lower shoulder bushings from the trunnion assembly.
— NOTE —
Take proper care to avoid damaging the flanges and bearing sur-
faces of the bushings.
3. Coat the bearing surfaces of the lower shoulder bushing with the appropriate grease (refer to Chapter
12) and slide the bushing down the oleo cylinder until it bottoms above the upper torque link mount.
4. Being careful not to damage the shoulder bushing, insert the oleo assembly through the base of the
trunnion, until the trunnion seats firmly on the lower shoulder bushing. Support oleo in trunnion.
5. Coat the upper shoulder bushing bearing surfaces with grease and carefully insert the upper bushing
into its recess between the oleo cylinder and trunnion. Make sure the bushing seats firmly in trunnion.
6. Remove tape or covering from top of oleo cylinder and ensure the annular detent is clean and
unmarred.
7. With the appropriate O-ring dipped in hydraulic fluid, fit it into the aforementioned annular slot in the
oleo cylinder.
8. Place the required spacer washers between the tiller and oleo/trunnion mounting surface. Grease them
as specified in Chapter 12.
9. Align and insert the bottom of the tiller in the oleo cylinder. Install and safety the four retaining bolts
with 0.041 safety wire.
32-20-00
Page 4
3C8
PIPER AIRCRAFT
PA-34-220T
— NOTE —
The hardware used in connecting the centering spring rod end to

the trunnion arm must be installed as shown in Figure 32-5.
10. Refer to Figure 32-5, and as shown, install nose gear centering spring assembly. Make sure the trunnion
arm and centering spring rod end are connected as shown with the bolt head down.
11. Use Chapter 12 as reference and lubricate the gear assembly.
12. Fill the oleo housing with 21 ± 1 ozs. of MIL-H-5606 hydraulic fluid and move the strut up and down
to ensure free movement. The weight of the wheel and fork should allow strut to extend.
13. Install the air valve plug and body, as applicable, and torque the valve (body) in the plug 350 to 400 inch-pounds.
14. Check nose gear for alignment and operation.
15. With the aircraft at empty weight, inflate the strut until it exhibits 1.20 ± 0.25 inches visible strut extension.
CLEANING, INSPECTION AND REPAIR OF NOSE LANDING GEAR

2. Inspect gear components for the following unfavorable conditions:
a. Bolts, bearings and bushings for excessive wear, corrosion and damage.
b. Gear strut and cylinder, drag links and down lock link assembly for cracks, dents, bends or misalignment.
c. Down lock link assembly for damaged threads and bearing.
d. Roller assembly for freedom of movement and excessive wobble.
3. Check down lock spring and down lock link spring for excess wear and corrosion, particularly around
the hook portion. Springs should be discarded if wear or corrosion exceeds one-quarter the diameter
of the spring. Remove corrosion and paint spring.
4. Check downlock spring for adequate tension. This may be accomplished by observing several locking
activations and checking for smooth operation with positive locking each time. If hook or down lock
movement is slow or has a hesitation or jerky movement, the spring should be replaced. Check down
lock link assembly for proper operation and cleanliness. Pin and hole should be carefully inspected for
signs of wear and elongation.
5. Check general condition of limit switches and actuators, wiring for fraying and poor connections or
conditions which could lead to failures.
6. Repairs to the landing gear are limited to reconditioning of parts such as smoothing out minor nicks
and scratches, repainting areas where paint has chipped or peeled and replacement of parts.
REMOVAL OF NOSE LANDING GEAR (Refer to Figure 32-6.)
— WARNING —
DO NOT ATTEMPT TO REMOVE THE SPRING FROM THE

SHAFT ASSEMBLY OF THE NOSE GEAR CENTERING
SPRING ASSEMBLY. THIS SPRING IS HELD UNDER
COMPRESSION BY TWO BUSHINGS AND TWO PINS WITH
FUSED HEADS.
— NOTE —
To gain access to the landing gear, remove access panels located in

the forward baggage compartment.
32-20-00
Page 5
3C9
PIPER AIRCRAFT
PA-34-220T
3046
32 33 2
31
2
30
29 B
A 28 3
4
25 27
24 26
23 9 8
5
10 6 D
22 7
21
18
16 11
19 20
18
12
C 17
13
14
16
15
Figure 32-6. Nose Gear Installation (Sheet 1 of 2)
32-20-00
Page 6
3C10
PIPER AIRCRAFT
PA-34-220T
1. BUNGEE ASSEMBLY SKETCH A 1952

A332
2. BOOTS
3. DOWNLOCK LINK ASSEMBLY
4. ACTUATOR
5. FILTER TRACK 4.60
6. UP LIMIT SWITCH
7. GEAR MOUNT
8. LOWER DRAG LINK
9. UPPER DRAG LINK 25
10. SPLASH SHIELD PANEL 35
11. TRUNION ASSEMBLY 34
12. UPPER TORQUE LINK
13. PISTON TUBE, STRUT ASSEMBLY SKETCH B 1952
A332
14. LOWER TORQUE LINK
15. FORK, STRUT ASSEMBLY
16. GEAR DOORS
17. GREASE FITTING 36 39
18. PUSH RODS, DOOR ACTUATING
19. TRUNION ARM, CENTERING SPRING ATTACHMENT
20. CENTERING SPRING 37
21. ROLLER 3
22. SPRING, DOWN RETURN 40
23. BOLT, WASHERS (4 OR AS REQ.), NUT 4
24. GEAR DOOR DRIVE ASSEMBLY
25. DOOR ACTUATING STOP ASSEMBLY 38
26. GEAR DOOR ACTUATING ASSEMBLY
27. SPLASH SHIELD MOUNTING CLAMP 3
28. GREASE FITTING
29. HARDWARE, FILLER/OLEO ATTACHMENT SKETCH C 1952
30. FILLER ASSEMBLY A332
31. CHANNEL, STEERING ARM
32. STEERING ARM ASSEMBLY
33. CONTROL ROD
34. JAM NUT
35. ACTUATING LINK 18
36. MOUNT, ACTUATOR DOWNLOCK MECHANISM
37. RETRACTION LINK
38. SPRING, DOWNLOCK LINK
39. DOWNLOCK MICRO SWITCH 9.15
40. SPRING, RETRACTION LINK RETENTION
41. RUBBER STOP, GEAR UP STOP
42. SUPPORT TUBE,UP STOP
43. BOSS, STOP FITTING C122
44. JAM NUT SKETCH D
41 VIEW A
C122
RIGGING
DIMENSION
41 6
44 1.7 IN.
43 42
GEAR
MOUNT
VIEW A
Figure 32-6. Nose Gear Installation (Sheet 2 of 2)
32-20-00
Page 7
3C11
PIPER AIRCRAFT
PA-34-220T
REMOVAL OF NOSE LANDING GEAR (Refer to Figure 32-6.) (continued)
1. Place airplane on jacks.
2. Disconnect leads to landing lights.
3. Retract the landing gear far enough to permit unlocking the down lock mechanism.
4. Disconnect down lock spring from aft end of gear actuating cylinder.
5. Disconnect upper drag link from the strut housing.
6. Disconnect the actuating cylinder from the strut housing.
7. Remove attaching hardware at strut housing pivot point and remove landing gear from the airplane.
8. To remove upper and lower drag links, disconnect down lock link from lower drag link and disconnect
lower drag link from its attachment point.
INSTALLATION AND RIGGING OF NOSE GEAR (Refer to Figures 32-6 and 32-7.)
— NOTE —
With reference to Chapter 12 for proper lubricants, ensure affected

parts of the landing gear such as bearings, bushings, etc, are lubri-
cated prior to and following assembly.
1. Position the gear assembly between the mounting points, making certain the tiller arm bearing is prop-
erly inserted in the steering arm channel.
2. Align the mounting points of the strut with those on the mount and install the appropriate hardware.
The bolt heads should be inboard, with the nuts outboard and just loose enough to allow the gear to
swing freely.
3. If necessary, assemble the drag links. Installed or removed, use the appropriate instructions in this sec-
tion to check their rigging.
4. The drag links are installed with their through center stops facing up, the upper link connection aligned
with the right side of the gear's upper ring block and the lower link connection positioned in its bracket
on the bottom rear of the nose gear mount (refer to Figure 32-7). With the links in position, install the
connecting hardware and move the gear to assure free movement.
5. At the actuator housing attachment assembly (see Sketch B, Figure 32-6), disconnect the retention
spring from the retraction link fitting.
6. Position the gear in its down locked position and check that the drag links have fully extended to their
through center position with the stop surfaces in contact.
7. With the actuating piston rod extended, adjust the piston rod end such that 0.25 of an inch of rod travel
remains in the actuator before full extension. Connect the rod end to its mount on the gear assembly.
The retraction link to which the actuator is attached should be near its stop.
8. Reconnect the retention spring to the retraction link fitting.
9. Install the down lock link (see Figure 32-7) with the rod end connected to the retraction link and the
other end to the bottom drag link.
10. Adjust the down lock link as necessary until the guide pin is completely bottomed out at the top of its
slot and the retraction link is moved against its stop.
— NOTE —
If the down lock link is adjusted properly, the retraction link will be
moved completely to its stop by the down lock link therefore tak-
ing up some of the extra actuator piston rod travel and activating
the down and locked limit switch.
32-20-00
Page 8
3C12
PIPER AIRCRAFT
PA-34-220T
C414
SKETCH E
DRAG LINK - TRUSS ASSEMBLY
.250 OR GREATER
MEASURED FROM CENTER
B973
FWD UPPER DRAG LINK ASSY. OVERCENTER MEASURMENT

(PART NUMBER 95728-00)
B LOWER DRAG LINK ASSY.
(PART NUMBER 95729-00)
APPLY
PRESSURE BULKHEAD
B
OFF CENTER MEASURMENT FWD

40
C DOWN LOCK LINK ASSY.
BOLT AN7-35
C STRAIGHT EDGE
BOLT AN5-16A
A A BOLT NAS464-P620
BOLT NAS464-P620 TAKING MEASURMENT

WASHER AN960-616
NUT AN320-6
COTTER PIN MS244665-283
WITHDRAW
BOLT 1/4 INCH
AN7-35 (SEE NOTES)
AN960-716
OR
AN960-716L
AN320-7 WITHDRAW FWD
MS24665 BOLT 1/4 INCH
FWD
TRUNNION
RING BLOCK
UPPER DRAG LINK ASSY.
SECTION B-B
SECTION A-A
"UPPER" DRAG LINK - TO -
GEAR CONNECTION "LOWER" DRAG LINK - TO -
MOUNT CONNECTION
NOTES:
1. REPLACE UPPER DRAG LINK
ATTACHMENT BOLT EACH 500
HOURS TIME-IN-SERVICE.
Figure 32-7. Drag Link Installation and Adjustment
32-20-00
Page 9
3C13
PIPER AIRCRAFT
PA-34-220T
INSTALLATION AND RIGGING OF NOSE GEAR (Refer to Figures 32-6 and 32-7.) (continued)
11. Retract and free fall the landing gear at least three times. Remove the down lock link, shorten it by 1/2
turn and reinstall.
12. The down and locked limit switch should be adjusted to have it actuated when the retraction link is
back against its stop.
13. Using a tow bar to reach full travel, rig the nose gear centering spring rod end as necessary to allow
full deflection.
14. Refer to Figure 32-6, Sketch D and set the up stop to the dimension shown. Retract the gear and
ensure the nose gear housing engages the stop under retraction pressure. Adjust as necessary.
— NOTE —
After any up stop adjustment, the gear must be cycled to ensure the
strut engages the stop under pressure.
15. Retract the gear and check that the up switch is just activated when the gear contacts the stop.
Following this, adjust the switch upward another 0.02 to 0.04 of an inch.
16. Support the gear in its up locked position and adjust the rod end of the actuator piston rod to allow a
minimum of 0.06 of an inch actuator travel remaining with the gear up and locked.
17. Cycle the gear a few times and check down lock, and up stop action, and switch activation. Include
short pickup cycles which simulate gear sag pickup in flight. Leave gear up.
18. Check up switch bracket override action to ensure proper activation.
19. Extend the gear and check that the actuator piston travel remaining till full extension is not less than
.15 of an inch.
20. Retract and free fall the gear to ensure the retraction link retention spring moves to the assemblies aft
causing the down lock link to fully compress and the drag links to lock in their over center position.
21. Turn the nose gear full travel and make sure the clearance between the steering horn and track is
between 0.06 and 0.03 of an inch at both the left and right stops.
22. Refer to the appropriate paragraph in this section for rigging of the nose gear doors.
23. Lube the system as specified in Chapter 12.
24. Ascertain the gear is down and locked and check alignment of landing gear. Refer to the appropriate
section of this chapter.
NOSE GEAR DRAG LINK INSPECTION AND ADJUSTMENT (Refer to Figure 32-7.)
The drag links function to lock and retain the gear in its down position by traveling to a specific through
center locked position. The “through center travel” is extremely important for safe operation and
should be checked regularly. Use the following procedure to check the drag links for proper through
center travel and condition.
1. Jack up the airplane per Chapter 7.
2. Check all hinge bosses on the links for cracks and security. The links should move freely but not
exhibit looseness or stop at the bushings.
3. Clean the gear with an appropriate cleaner and make sure the over center stops are unobstructed and
hinge points are clean.
4. Refer to Chapter 12 and lubricate the gear.
5. With reference to Figure 32-7, continue as follows for over center measurement:
32-20-00
Page 10
3C14
PIPER AIRCRAFT
PA-34-220T
NOSE GEAR DRAG LINK INSPECTION AND ADJUSTMENT (Refer to Figure 32-7.) (continued)
— NOTE —
The standard over center dimension is measured from the centerlines

of the drag link mounting holes. When measuring off the bolts the
different bolt sizes must be taken into account in order to obtain
proper centerlines.
a. Unbolt the down lock link assembly from the lower drag link and tape it up against the retraction fit-
ting support bracket.
CAUTION
Upper drag link AN7-35 attachment bolt must be replaced
each 500 hours time-in-service.
b. Without removing the bolts, remove the cotter pins from the three drag link bolts and loosen the nuts
enough to withdraw them about 1/4 of an inch.
c. Lay a “true” straightedge across the exposed grips of the upper and lower drag link bolts.
d. Apply pressure to the top of the drag links to keep the over center stops in solid contact and measure
the perpendicular distance between the top surface of the NAS464P620 bolt grip and the bottom of the
straightedge.
e. The measured distance should be 0.250 of an inch or greater. If the measured distance is less than
0.250 of an inch, replace drag links.
ALIGNMENT OF NOSE LANDING GEAR

1. Park the airplane on a smooth level floor which will accommodate the striking of a chalk line.
2. Place airplane on jacks and level airplane laterally and longitudinally. (Refer to Chapter 8.)
3. Extend a plumb bob from the center of the tail skid and mark the contact point on the floor.
4. Extend a chalk line from the mark on the floor below the tail skid to point approximately three feet
forward of the nose wheel. Allow the chalk line to pass under the wheel at the centerline of the tire.
Snap the chalk line.
5. Clamp rudder pedals to align in a lateral position. (Refer to Figure 32-8.)
6. Adjust the rod end bearings of each steering bungee to align the nose wheel with the chalk line and to
bring the rudder pedals into neutral angle fore and aft. There should be no load on the bungee springs.
This condition exists when the overall measurement taken between the facing sides of the washers at
each rod end of the bungee is 13.71 inches. 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 straightedge along the side
of the tire and parallel with the chalk line. In neutral position, the rudder pedals are tilted aft as shown
in Figure 32-9, with the airplane level. Place a bubble protractor against a steering tube to check this
angle. One end of each steering bungee must be disconnected and the jam nuts loosened to make this
adjustment; do not attempt to make the complete adjustment by means of one bearing, but divide the
adjustment between the bearings at each end of each rod. Check that the rod ends have sufficient
thread engagement by determining that a wire will not go through the check hole in the rod. Reinstall
bungees
, tighten and safety the jam nuts.
32-20-00
Page 11
3C15
PIPER AIRCRAFT
PA-34-220T
ALIGNMENT OF NOSE LANDING GEAR (continued)
7. To check the nose gear steering for its correct degree of maximum travel, right and left use the wheel
pivot point as the center point and draw a line at the travel degree angle on each side of the chalked
centerline. Use a tow bar to turn the nose gear full travel left and right and overcome the bungee sys-
tem. Should travel in one direction be excessive and not enough in the other, check the steering arm
and steering bungees for damage. Refer to Chapter 12 for lubrication instructions of the bungee
assemblies.
NOSE GEAR DOOR

REMOVAL OF NOSE GEAR DOOR ASSEMBLY (Refer to Figure 32-6.)
1. With nose gear extended, disconnect door retraction rods from doors by removing attaching hardware.
2. To remove doors, straighten bent end of hinge pins and pull the pins out from the opposite end.
3. Disconnect spring from arm of upper nose gear actuating tube assembly.
4. Disconnect link assembly from the upper nose gear actuating tube and remove lower nose gear actuat-
ing tube assembly with roller attached.
5. Remove upper actuating tube assembly.
CLEANING, INSPECTION AND REPAIR OF NOSE GEAR DOOR ASSEMBLY

1. Clean all components with a suitable cleaning solvent.
2. Inspect doors for damage, loose or damaged hinges and brackets.
3. Inspect retraction rods for damage and rod end bearings for corrosion.
4. Check door tension spring for wear and tension below minimum allowable tolerance. Reject spring if
load tension is below 12 ± 2 pounds with spring extended to 4.1 inches.
5. Check general condition of actuating tube assemblies and roller assembly.
6. Repairs to doors are limited to replacing hinges and brackets.
7. Repairs to the retraction mechanism are limited to painting and replacement of component parts.
A295
NEUTRAL
POSITION
16° +3°
-1°
VERTICAL
TO SEAT
RAILS
23°
23°
Figure 32-8. Clamping Rudder Pedals in Neutral Figure 32-9. Rudder Pedals at Neutral Angle
Position
32-20-00
Page 12
3C16
PIPER AIRCRAFT
PA-34-220T
INSTALLATION OF NOSE GEAR DOOR ASSEMBLY (Refer to Figure 32-6.)
1. Install the upper nose gear actuating tube assembly in position between the two bearing blocks and
secure with attaching hardware.
2. Install lower nose gear actuating tube assembly in position between the two bearing blocks and secure
with attaching hardware.
3. Insert lower link assembly into upper link assembly and adjust as necessary to obtain a dimension of
4.60 inches between the centerline of each link. Tighten locknut. (Refer to Sketch A.)
4. Install assembled link assembly between the two upright arms of the upper actuating tube assembly
and secure with attaching hardware. Insert the lower link between the two upper holes in actuating
tube assembly and secure with attaching hardware. (Refer to Figure 32-6.)
5. Install roller directly below link on lower actuation tube assembly. Secure in position with attaching
hardware making certain the roller is free to turn.
— NOTE —
If cracks or any signs of wear are evident, the roller must be
replaced.
6. Adjust both retraction rods to obtain a dimension of 9.15 inches as shown. Attach upper end of retrac-
tion rod to arm of upper actuation tube assembly. The lower end should be attached to the door brack-
et. Install tension spring. (Refer to Figure 32-6.)
7. Install gear doors by positioning hinge halves and inserting hinge pin. A new hinge pin should be
used. Bend end of hinge pin to secure door in place.
ADJUSTMENT OF NOSE GEAR DOOR

2. With link assembly and retraction rods adjusted as explained in the previous paragraph, the gear
should travel through the door opening with a clearance of 0.25 inch between the gear and door as
their closest point.
3. If clearance between gear and door is less than 0.25 inch, remove washers from stop bolt until the
specified clearance is obtained. If clearance between the gear and door exceed the specified clearance,
add washers to the stop bolt.
4. If doors sag when fully retracted, tighten link assembly (Figure 32-6). If doors are too tight, loosen
link assembly.
5. Check all rod ends for adequate thread engagement and for safety and tightness of jam nuts.
32-20-00
Page 13
3C17
PIPER AIRCRAFT
PA-34-220T
GRID 3C18
3C18
PIPER AIRCRAFT
PA-34-220T
WHEELS AND BRAKES
WHEELS
NOSE WHEEL
REMOVAL AND DISASSEMBLY OF NOSE WHEEL (Refer to Figure 32-10.)
1. Jack the airplane enough to raise the nose wheel clear of the ground.
2. To remove the nose wheel, first remove the nut from one end of the axle rod and slide out the rod and
axle plugs.
3. Lightly tap the axle tube out from the center of the wheel assembly by use of an object of near equal
diameter.
— NOTE —
Exercise care to avoid damaging axle tube ends. This will make
removal and installation extremely difficult.
4. Remove spacer tubes and wheel assembly.
5. Deflate the tire. Remove wheel bolts. Pull wheel halves from the tire by removing the wheel half
opposite the valve stem first and then the other half.
6. Remove snap ring, grease seal, seal retainers and bearing cones. Remove bearing cup by tapping
evenly from the inside.
8
7
6
1. WHEEL HALF-OUTER
2. WHEEL HALF INNER 5
3. CUP, BEARING 4
2 3
4. CONE, BEARING
5. RETAINERS, GREASE SEAL
6. GREASE SEAL
3
4 9
5 10
6
7
8
7. RETAINER, GREASE SEAL

8. SNAP RING
10 9. BOLT
11 10. WASHER
11. NUT
Figure 32-10. Nose Wheel Assembly (Typical)
32-40-00
Page 1
3C19
PIPER AIRCRAFT
PA-34-220T
INSPECTION OF NOSE WHEEL ASSEMBLY
1. Visually check all parts for cracks, distortion, defects and excess wear.
2. Check wheel bolts for stripped or damaged threads.
3. Check internal diameter of felt grease seals. Replace the felt grease seal if surface is hard or gritty.
4. Check tire for cuts, internal bruises and deterioration.
5. Check bearing cones and cups for wear and pitting and relubricate.
6. Replace any wheel casting having visible cracks.
ASSEMBLY AND INSTALLATION OF NOSE WHEEL (Refer to Figure 32-10.)

1. Carefully install bearing cups into each wheel half.
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 wheel balance.
3. Install the tire and tube on the wheel half with the valve stem hole, inserting the valve stem through the
valve hole.
4. Place the opposite wheel half inside the tire. Align the wheel bolt holes, install the wheel bolts with
washers and nuts to the valve stem side and tighten (draw up) the bolts in a criss-cross fashion. Torque
the nuts to 90 inch-pounds and inflate the tire to 46 psi to seat the tire bead, then deflate the tire to
proper inflation.
5. Lubricate bearing cones and install cones, inner seal retainers and grease seals. Secure outer seal
retainer with three snap rings.
6. Place one spacer tube in each side of wheel and position wheel in fork. Align and slide axle tube
through spacer tubes and wheel assembly. Install axle plugs and tie rod and secure with nuts. Tighten
the nuts until no side play is felt, yet allowing the wheel to rotate freely.
MAIN WHEELS
REMOVAL AND DISASSEMBLY OF MAIN WHEEL (Refer to Figure 32-11.)
2. To remove main wheel, remove cap bolts joining brake cylinder housing and back plate lining assem-
blies. Remove back plate from between brake disc and wheel.
3. Remove the dust cover and cotter pin that safeties axle nut; remove axle nut and bushing and slide
wheel from the axle.
4. The wheel halves may be separated by first deflating the tire. With tire deflated, remove bolts. Pull
wheel halves from tire by first removing inner half from the tire then the outer half.
5. Wheel bearing assemblies may be removed from each wheel half by removing snap rings, grease seal
rings, felt grease seals and bearing cone. Bearing cups should not be removed unless in need of
replacement. To remove bearing cups, tap evenly from the inside.
32-40-00
Page 2
3C20
PIPER AIRCRAFT
PA-34-220T
A
6
4
5 3 A
7 1
8
10
13 11 9
15 1. WHEEL HALF
14 2. WHEEL HALF
12 2 3. BRAKE DISC
4. SCREW
5. LOCK WASHER
6. DUST SHIELD
10 7. NUT
8. WASHER
11 9. WHEEL THROUGH BOLT
WHEEL DISC MIN. SERV. 10. BEARING CUP
11. BEARING CONE
12. GREASE SEAL RETAINER
40 - 90A = 164 - 22A = .345 13. SNAP RING
40 - 120C = 164 - 46 = .405 14. GREASE SEAL
15. GREASE SEAL RETAINER
12
14
12
VIEW A -A 13
Figure 32-11. Main Wheel Assembly
BEARING CUP REPLACEMENT

1. Removal:
a. Insert wheel half into boiling water for 15 minutes or place in an oven not exceeding 250°F
(121°C) for 15 minutes.
b. Remove from source of heat and invert wheel half. If the cup does not drop out, tap the cup evenly
from the axle bore with a fiber drift pin or suitable arbor press.
2. Installation:
a. To replace a new cup, apply one coat of zinc chromate primer to wheel half bearing bore.
— NOTE —
Never paint working surfaces of the bearing cups.

b. Insert wheel half into boiling water for 15 minutes or place in an oven not exceeding 250°F
(121°C) for 15 minutes. Chill new bearing cup in dry ice for a minimum of 15 minutes.
c. Remove wheel half from source of heat and bearing cup from the dry ice. Install the chilled bear-
ing cup into the bearing bore of the heated wheel half. Tap gently to seat evenly in place, using a
fiber drift pin or suitable arbor press.
32-40-00
Page 3
3C21
PIPER AIRCRAFT
PA-34-220T
INSPECTION OF MAIN WHEEL ASSEMBLY
Inspection of the main assembly is the same as that given for the nose wheel. Refer to INSPECTION OF
NOSE WHEEL.
ASSEMBLY AND INSTALLATION OF MAIN WHEEL (Refer to Figure 32-11.)

1. Determine that the bearing cup is properly installed in each wheel half.
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 wheel balance.
3. Install the tire and tube on the wheel half with the valve stem hole, inserting the valve stem through the
valve hole.
4. Place the opposite wheel half inside the tire. Align the wheel bolt holes. Position the brake disc in the
inner wheel half and install the wheel bolts with nuts on the valve stem side. Tighten (draw up) the
bolts in a criss-cross fashion. Torque the nuts to 150 inch-pounds and inflate the tire to 70 psi to seat
the tire bead, then deflate the tire to proper inflation.
5. Lubricate bearing cones and install cones, felt grease seals and grease seal rings. Secure with snap
rings.
6. Slide wheel on the axle and secure with axle nut. Tighten nut sufficiently to prevent side play, yet
allow the wheel to rotate freely. Reinstall the dust cover.
7. Position brake lining back plates between the wheel and brake disc and the brake cylinder on the
torque plate. Insert spacer blocks between the back plates and cylinder and install four bolts to secure
the assembly. If the brake line was disconnected, reconnect the line and bleed the brakes.
BRAKE SYSTEM
WHEEL BRAKE ASSEMBLY
Adjustment of brake lining clearance is unnecessary since they are self-adjusting. Inspection of the lining
is necessary and may be inspected visually while installed on the airplane. The linings
are of riveted type and should be replaced if the thickness of any one segment becomes worn below .099
of an inch or if signs of uneven wear are evident.
REMOVAL AND DISMANTLING OF WHEEL BRAKE ASSEMBLY (Refer to Figure 32-12.)

1. To remove brake assembly, first disconnect brake line from brake cylinder at the elbow.
2. Remove bolts joining brake cylinder housing and back plate assembly. Remove back plate from
between brake disc and wheel.
3. Slide brake cylinder housing from torque plate.
4. Remove pressure plate by sliding it off the anchor bolts of brake cylinder housing.
5. The pistons may be removed by injecting low air pressure in the cylinder fluid inlet, forcing the pis-
tons from the housing.
6. Check anchor bolts for wear.
7. The following procedure should be used when removing anchor bolts:
a. Position cylinder assembly on a holding fixture. (Refer to Figure 32-13, Step A.)
b. Use a suitable arbor press and remove the anchor bolt from the cylinder body.
32-40-00
Page 4
3C22
PIPER AIRCRAFT
PA-34-220T
17
30-65
14 16 7
15 8
5
10
4 6
23
1
13 12
NOTE
18 11 WHEN INSTALLING BLEEDER SEATS TIGHTEN SEAT ONLY
UNTILL O-RING SEATS IN HOLE.
17 30-83 8
5 10
16
4
19 15
2 21
20 3
14
1. BRAKE CYLINDER 12. WASHER

12 2. PISTON 13. NUT
13
3. O-RING 14. BOLT
4. PRESSURE PLATE 15. BLEEDER SEAT
5. LINING - PRESSURE PLATE 16. BLEEDER SCREW
11 6. RIVET
18 17. BLEEDER CAP
7. BACK PLATE 18. ELBOW
8. LINING - BACK PLATE 19. O-RING
9. RIVET 20. SPRING, FRICTION
10. TORQUE PLATE ASSY. 21. INSULATOR
11. BOLT - ANCHOR
Figure 32-12. Wheel Brake Assemblies – 30-65 and 30-83
32-40-00
Page 5
3C23
PIPER AIRCRAFT
PA-34-220T
PRESS
CYLINDER BODY
ANCHOR BOLT
HOLDING FIXTURE
STEP A
CYLINDER BODY
ANCHOR BOLT
HOLDING
HOLDING FIXTURE
FIXTURE
STEP B STEP C
PRESS
CYLINDER BODY
HLDING FIXTURE
STEP D
Figure 32-13. Removal and Installation of Anchor Bolts
32-40-00
Page 6
3C24
PIPER AIRCRAFT
PA-34-220T
CLEANING, INSPECTION AND REPAIR OF BRAKE ASSEMBLY
1. Clean the assembly with a suitable solvent and dry thoroughly.
2. Check the wall of the cylinder housing and piston for scratches, burrs, corrosion, etc, that may damage
O-rings.
3. Check the general condition of the brake bleeder screw and lines.
— NOTE —
Heavy duty wheel assemblies and brake discs may be easily

identified by six bolt hole pattern. Standard wheel assemblies and
disc brakes have a three bolt hole pattern.
4. Check the brake disc for wear, grooves, scratches, or pits. Minimum service thickness of Disc 164-
22A used on Wheel Assembly 40-90A is 0.345. A heavy duty brake and wheel assembly is optional.
The minimum disc thickness of Disc 164-46 used on heavy duty Wheel Assembly 40-120 is 0.405. A
single groove or isolated grooves up to 0.031 of an inch deep would not necessitate replacement, but a
grooving of the entire surface would reduce lining life and would indicate that the disc should be
replaced. Should it be necessary to remove the wheel disc, refer to “Removal and Disassembly of
Main Wheel.”
5. At each periodic maintenance inspection, visually inspect both wearing surfaces of the brake disc for
heat checks. Replace brake disc if crack length exceeds 0.800 or crack depth exceeds 0.210. If crack
depth is not measurable, replace disc if crack length exceeds 0.400.
— NOTE —
Any crack, regardless of length and/or depth, extending into the

welded seam between the flange and cup, is cause for immediate
replacement.
6. The riveted type lining may be removed from the backing plates by drilling out the old rivets using a
5/32 drill bit. 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 —
After replacing brake linings on Cleveland 30-65 brakes, perform a

minimum of six light braking applications with time left between
stops to allow them to cool.
After replacing the brake linings on Cleveland 30-83 brakes, exe-

cute two consecutive full stop braking applications from 30 to 35
kts. Do not allow brake discs to cool substantially between stops.
32-40-00
Page 7
3D1
PIPER AIRCRAFT
PA-34-220T
1. ARM, RUDDER CABLE ATTACHMENT

2. ARM, RUDDER CABLE ATTACHMENT 16
3. ARM, RUDDER STEERING 17 17
17 17 16
4. CLEVIS PIN, WASHER & COTTER PIN 16
5. CLEVIS ASSEMBLY
6. CLEVIS PIN 14 14
7. IDLER ARM 14
8. NUT
9. CLEVIS PIN, WASHER & COTTER PIN 11 13 18
10. CLEVIS PIN, WASHER & COTTER PIN 15 10
11. SPRING, RETURN
12. BRACKET 12
13. BRACE ASSSEMBLY 7 12 2
3 4
20 4 4
1
5
8
6
19
21 14. CYLINDER ASSEMBLY - HYDRAULIC
15. TUBE ASSEMBLY - LEFT
16. CLEVIS PIN & COTTER PIN
17. HOSE ASSEMBLY
18. TUBE ASSEMBLY
19. PEDAL PADS
20. TOE BRAKE PEDAL
21. SPRING CLIP
VIEW A-A
1. BRAKE RESERVOIR
2. RIGHT BRAKE AND RUDDER PEDAL
3. LEFT BRAKE AND RUDDER PEDAL
4. RIGHT BRAKE CYLINDER
5. LEFT BRAKE CYLINDER
6. PARKING BRAKE VALVE
7. BRAKE RELEASE BUTTON
8. MASTER CYLINDER ASSEMBLY
9. TORQUE TUBE
10. RUDDER PEDAL PADS
12. INLET LINE
11
8
A
8
9
8
7
5
1 A
10 6
4
2
Figure 32-14. Brake Installation
32-40-00
Page 8
3D2
PIPER AIRCRAFT
PA-34-220T
REBUILDING AND INSTALLATION OF WHEEL BRAKE ASSEMBLY (Refer to Figure 32-12.)
1. If anchor bolts have been removed, they should be reinstalled as follows:
a. Support anchor bolt in a holding fixture. (Refer to Figure 32-13, Step B.)
b. Align cylinder body over anchor bolt. (Refer to Figure 32-13, Step C.)
c. Using a suitable arbor press, apply pressure on the spot face directly over the anchor bolt. (Refer
to Figure 32-13, Step D.)
2. Lubricate piston O-rings with hydraulic fluid (MIL-H-5606) and install on pistons. Slide piston into
cylinder housing until flush with surface of housing.
3. Slide pressure plate onto anchor bolts of housing.
4. Slide cylinder housing on torque plate.
5. Position back plate between wheel and brake disc. Install bolts and torque to 40 inch-pounds to secure
the assembly.
6. Connect brake line to cylinder housing and bleed brake system as described in this section.
PARKING BRAKE VALVE

REMOVAL OF PARKING BRAKE VALVE (Refer to Figure 32-14.)
1. Disconnect the parking brake cable from the valve actuating arm.
2. Disconnect the fluid lines from the valve.
3. Remove the screws that attach the valve to its mounting bracket.
4. Place a protective material over the line openings to prevent contamination of the system.
DISASSEMBLY OF PARKING BRAKE VALVE (Refer to Figure 32-15.)

1. Remove the two fittings from the outside of the valve body. A valve spring is held in place by the fit-
tings. Use caution not to loosen these when removing the fittings.
2. From the valve body, remove the valve spring and valve.
3. To remove the valve cam, remove the nut, washer, bushing and spring and pull the cam from the valve
body.
CLEANING, INSPECTION AND REPAIR OF PARKING BRAKE VALVE

1. Clean the valve parts with a suitable solvent and dry thoroughly.
2. Inspect valve and seat surfaces of valve body for excessive wear and corrosion.
3. Inspect the cam assembly for burrs, scratches, excess wear, loose operating lever, etc.
4. Check general condition of valves and springs.
5. Repair to the valve is largely limited to smoothing burred or scratched surfaces and replacing O-ring.
ASSEMBLY OF PARKING BRAKE VALVE (Refer to Figure 32-15).

1. Install O-rings on valve cam.
2. Lubricate O-rings with fluid (MIL-H-5606), insert cam into valve body and secure with spring, bush-
ings, washer and self-locking nut.
3. Install O-ring on the valve, insert valve in hole of out port, install valve spring and secure with outlet
fitting.
32-40-00
Page 9
3D3
PIPER AIRCRAFT
PA-34-220T
19
1 1312
10 11
9 8
6 7
17 18
15 16
14
1. VALVE BODY 11. O-RING
2. FITTING 12. O-RING
4 3. SPRING 13. CAM
4. VALVE 14. STUD
5 5. O-RING 15. SWIVEL
6. NUT 16. LEVER
3 7. WASHER 17. WASHER
8. BUSHING 18. NUT
9. SPRING 19. COTTER PIN
2 10 .O-RING
Figure 32-15. Parking Brake Valve Assembly

INSTALLATION OF PARKING BRAKE VALVE
1. Attach the valve to the bulkhead mounting bracket with screws.
2. Connect the fluid lines to the valve.
3. Connect the control cable to the valve lever and determine that when valve lever fits in the closed
detent, parking brake handle is .03 to .06 inch of being full in against stop.
TOE BRAKE CYLINDER

REMOVAL OF BRAKE CYLINDER (Refer to Figure 32-14.)
1. Disconnect upper and lower lines from the cylinder being removed. Cap lines to prevent fluid leakage
or drain fluid from brake reservoir and master cylinder.
2. Remove cotter pins and clevis pins securing brake cylinder in position; then remove brake cylinder.
DISASSEMBLY OF BRAKE CYLINDER

1. Gar-Kenyon cylinder number 17000. (Refer to Figure 32-16.)
a. Remove the cylinder.
b. To disassemble the cylinder, first remove the piston rod assembly by unscrewing the fitting from
the cylinder.
c. The piston rod assembly may be disassembled by first removing the retaining ring securing the
sleeve and then removing the spring, piston, seal, fitting, and, if desired, the large return spring.
d. Remove the O-rings from the piston and fitting.
2. Cleveland cylinder number 10-30. (Refer to Figure 32-17.)
a. Remove the cylinder.
b. To disassemble the cylinder, first remove the piston rod assembly by removing the retaining ring
from the annular slot in the cylinder housing. Draw the piston rod assembly from the cylinder.
c. The piston rod assembly may be disassembled by first removing the retaining ring, sleeve, spring,
and then the piston assembly, O-ring, and gland, and if desired, the return spring.
d. Remove the O-rings from the piston and packing gland.
32-40-00
Page 10
3D4
PIPER AIRCRAFT
PA-34-220T
1 2 3 4 56 7 8 9 10 11 12 13 14
1. HOUSING 5. O-RING
2. RETAINING RING 9. O-RING 13. WASHER
6. PISTON 10. O-RING
3. SLEEVE 7. SEAL 14. ROLL PIN
4. SPRING 11. SPRING
8. FITTING 12. PISTON ROD
Figure 32-16. Gar-Kenyon 17000 Toe Brake Cylinder
1 2 34 56 7 8 9 10 11 12 13 14 15
1. HOUSING 6. PISTON 11. WASHER WIPER

2. RETAINING RING 7. O-RING 12. ROD
3. SLEEVE 8. GLAND 13. SPRING
4. SPRING 9. O-RING 14. WASHER
5. O-RING 10. O-RING 15. ROLL PIN
Figure 32-17. Cleveland 10-30 Toe Brake Cylinder
32-40-00
Page 11
3D5
PIPER AIRCRAFT
PA-34-220T
CLEANING, INSPECTION AND REPAIR OF BRAKE CYLINDER
1. Clean cylinder components with a suitable solvent and dry thoroughly.
2. Inspect interior walls of cylinder for scratches, burrs, corrosion, etc.
3. Inspect general condition of fitting threads.
4. Inspect piston for scratches, burrs, corrosion, etc.
5. Repairs to the cylinder are limited to polishing out small scratches and burrs, and replacing seal and
O-rings.
ASSEMBLY OF BRAKE CYLINDER (Refer to Figures 32-16 and 32-17.)
— NOTE —
Rub a small amount of hydraulic fluid (MIL-H-5606) on all O-rings

and component parts for ease of handling during reassembly and to
prevent damage.
1. Gar-Kenyon cylinder number 17000. (Refer to Figure 32-16.)
a. Install new O-rings on the inside and outside of the fitting and on the outside of the piston.
b. To assemble the piston rod assembly, install on the rod, in order, the roll pin, return spring retainer
washer, return spring, fitting with O-rings, seal, piston with O-rings, spring and sleeve. Secure
these pieces with the retaining ring on the end of the rod.
c. Insert the piston rod assembly in the cylinder and secure fitting.
d. Install the cylinder.
2. Cleveland cylinder number 10-30. (Refer to Figure 32-17.)
a. Install new O-rings on the inside and outside of the packing gland and on the outside of the
piston.
b. To assemble the piston rod assembly, install on the rod, in order, the roll pin, washer, spring,
washer, packing gland with O-rings, seal, piston assembly with O-ring, spring, and roll pin.
c. Insert the piston rod assembly in the cylinder and secure with the retaining plug.
d. Install the cylinder.
INSTALLATION OF BRAKE CYLINDER (Refer to Figure 32-14.)

1. Position brake cylinder at its mounting points and secure in position with clevis pin. Safety clevis pins
with cotter pins.
2. Connect brake lines to cylinder fittings. Bleed brakes as explained in the following paragraphs.
BRAKE BLEEDING PROCEDURE (GRAVITY)

1. On both main landing gear wheel brake assemblies, attach a clear plastic hose to the brake bleeders
and extend into container partially filled with hydraulic fluid, MIL-H-5606. The ends of this hose
should be submerged in the fluid. Open both bleeders approximately one and one-half to two turns.
2. Fill the brake reservoir on the firewall with hydraulic fluid, MIL-H-5606.
3. Disconnect the toe brake cylinders from the pedal connection by removing clevis pin, washer and
cotter pin.
32-40-00
Page 12
3D6
PIPER AIRCRAFT
PA-34-220T
BRAKE BLEEDING PROCEDURE (GRAVITY) (continued)
4. Invert toe brake cylinder to aid in releasing trapped air in the top of the cylinder.
5. Check toe brake pedals in the cockpit to ensure pedals are pulled full aft.
6. Pull the hand brake handle, pumping the master cylinder very slowly approximately 25 times until
fluid is observed passing through the clear plastic hoses at the wheel cylinder.
— NOTE —
Fluid level in the reservoir must be maintained to prevent air from

entering the line.
7. Tighten both wheel bleeders.
8. Pull hand brake until a firm handle is maintained.
BRAKE BLEEDING PROCEDURE (PRESSURE) (Refer to Figures 32-18 and 32-19)

1. Place a small clear plastic hose on the vent tube of the brake reservoir and place a second small clear
plastic hose on the bleeder fitting on one main landing gear. Place the open ends of these tubes in a
suitable container to collect the fluid overflow. Open the bleeder fitting one to two turns.
2. On the other main gear, slide the hose of the pressure unit over the bleeder fitting then open the fitting
one or two turns and pressure fill the brake system with MIL-H-5606 fluid.
3. With fluid continually flowing through the brake system, SLOWLY and together actuate the hand
brake and the toe brake pedal of the side being bled, several times, to purge the cylinders of air. On
dual brake installations, both right and left pedals must be actuated.
— NOTE —
By watching the fluid pass through the plastic hose at the fluid
reservoir and the bleeder fitting on the gear being bled, it can be
determined whether any air is left in the system. If air bubbles are
evident, filling of the system shall be continued until all the air is
out of the system and a steady flow of fluid is obtained. Should the
brake handle remain spongy, it may be necessary to disconnect the
bottom of the toe brake cylinders (next to the pedal) and, rotating
the cylinder horizontally or even above horizontal, and by use of
the hand brake alone, purge the air from the system.
4. Close the open bleeder fitting on the gear being bled. Close the open bleeder fitting to which the pres-
sure hose is attached; then close the pressure unit and remove the hoses from the bleeder fittings.
Check the brakes for proper pedal pressure. Replace the caps over the bleeder fittings.
— NOTE —
It may be necessary to remove any trapped air in the top of the
wheel brake unit by applying pressure to the system with the
brake hand lever and slowly opening the bleeder and releasing
the hand lever.
32-40-00
Page 13
3D7
PIPER AIRCRAFT
PA-34-220T
BRAKE BLEEDING PROCEDURE (PRESSURE) (Refer to Figures 32-18 and 32-19) (continued)
FROM PRESSURE POT
Figure 32-18. Brake Reservoir Bleeding Figure 32-19. Bleeding Brake
5. Repeat this procedure, if necessary, on the other gear.

6. Drain excess fluid from the reservoir to fluid level line with a syringe.
BRAKE SYSTEM LEAK CHECK

1. Pull firmly on the hand brake until resistance has built up and actuate the locking mechanism.
2. After the system has stood for approximately 10 minutes, the handle should be checked for the same
resistance.
3. If the handle is able to be pulled easily or feels spongy, check the system for leaks. Especially check
line joints. It is also possible the master cylinder or wheel brake assemblies may have internal leaks.
32-40-00
Page 14
3D8
PIPER AIRCRAFT
PA-34-220T
POSITION AND WARNING
LANDING GEAR LIMIT SWITCHES
— NOTE —
All limit switches adjustments should be made with airplane on

jacks. Do not bend actuator springs mounted on the limit switches.
ADJUSTMENT OF NOSE GEAR UP LIMIT SWITCH
The gear up limit switch is mounted on a bracket attached to the lower inner left tubular member of the
nose gear mount, adjacent to the gear roller track assembly or mounted on the stop assembly. (Refer to Figure
32-6.)
1. To facilitate adjustment of the limit switch, disconnect gear doors.
2. Turn the master switch on; move gear selector switch to the gear up position and 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 away from the instrument
panel. This will relieve hydraulic pressure and permit the main gear to drop.
4. Loosen the attachment screws of the switch and rotate the switch toward the actuator tang until the
switch is heard to actuate. Move the up limit switch upward .02 to .04 inches after actuation.
Retighten the switch attachment screws. Remove the block from under the gear and allow it to extend
slowly.
5. Turn master switch on; raise gear and determine that gear limits function properly.
ADJUSTMENT OF NOSE GEAR DOWN LIMIT SWITCH (Refer to Figure 32-20.)

The nose gear down limit switch is mounted on a bracket located on the forward side of the cabin bulkhead.
1. With landing gear in the retracted position, pull the free fall valve knob permitting the gear to extend.
2. Check to determine that the down lock spring returns the body end of the actuating cylinder aft.
3. Ascertain that the down lock link assembly is fully retracted and that the drag link arms are over center.
4. In this position, the nose gear green down lock light should energize when the master switch is turned
on and the gear selector lever is in the down position.
5. If the nose gear green down lock light does not energize, loosen the attachment screws of the switch and
rotate the switch toward the actuator tang until it is heard to actuate. Tighten the adjustment screws.
ADJUSTMENT OF MAIN GEAR UP LIMIT SWITCHES

Up limit switches are mounted in the outboard interior of each wheel well. Included in the right side
installation is also an up limit or “Flight Switch” for the heater circuit.
The up limit switches are incorporated in the circuit such that the red GEAR UNSAFE light is extin-
guished when the switches are activated and the gear selector is in the up position.
The up limit or “Flight Switch” that is included with the right installation is tied into the heater circuit and
is described in Chapter 21.
Adjustment of the up limit switches should be made by loosening the aft bolt and rotating the unit(s) in the
correct direction to permit activation of the switches when the fork is 0.88 of an inch from full up.
32-60-00
Page 1
3D9
PIPER AIRCRAFT
PA-34-220T
1. DOWNLOCK SPRING
2. ACTUATING CYLINDEER
3. DOWNLOCK LINK ASSY.
4. DRAG LINK ARMS
5. MICRO SWITCH
4 2 .025
.010
3 5
OVERCENTER
.25 + .03
- .00
CABIN
BULKHEAD
STA. 49.610
Figure 32-20. Adjust Nose GearDown Limit Switch Figure 32-21. Adjust Main GearDown Limit Switch
ADJUSTMENT OF MAIN GEAR DOWN LIMIT SWITCH (Refer to Figure 32-21.)
The gear down limit switch is mounted on the lower drag link of each main gear. The switch should be
adjusted to allow it to actuate when the down lock hook has entered the locked position and is contacting the
pin, thus turning the green light on in the cockpit. Adjustment, if necessary, should be made as follows:
1. Bend/Adjust "Gear Down" micro switch support bracket to clear trunnion as required, ensuring
engagement of micro switch tang when gear is extended.
2. Rig down lock switch to remain actuated when the gear is in the down and locked position.
ADJUSTMENT OF MAIN GEAR SQUAT SWITCHES
CAUTION
ENSURE THAT THE LATEST REVISION OF PIPER S. B.
NO. 938 HAS BEEN COMPLIED WITH
The squat switches are mounted to a bracket at the upper torque link attachment of the left gear and con-
sists of two microswitches which control gear operation and stall warning. Each specific microswitch can be
identified by the wire coding as referenced in the specific wiring schematic (refer to Chapter 91 for Electrical
Schematic).
Adjust the squat switches as follows:
1. Compress the strut until the gap between the trunnion housing and fork mating surfaces is 7.75 to 8.00
inches. Retain the strut at this position.
2. Adjust the switches on their mounting bracket to actuate at this point.
3. Extend and compress gear to ensure proper operation.
32-60-00
Page 2
3D10
PIPER AIRCRAFT
PA-34-220T
GEAR WARNING THROTTLE SWITCH (Refer to Figure 32-22.)
The throttle switch is utilized to activate the gear up warning horn if the gear is still up when the throttles
are pulled below 14 ± 2 inches manifold pressure.
The microswitch is located in the control quadrant behind the throttle levers. Access to the switch can be
made from below and behind the quadrant. The electrical schematic for the landing gear can be found in
Chapter 91.
THROTTLE CONTROL LEVER
THROTTLE CABLE
ACTUATOR
WASHERS (AN960-4L)
AS REQUIRED
A
BRACKET
MICRO SWITCH
A
SECTION A - A
Figure 32-22. Throttle Warning Switch

ADJUSTMENT OF GEAR WARNING THROTTLE SWITCH
Initially, the Gear Warning Throttle Switch is set for the airplane flying at approach speed and a relative
altitude of 1000 feet agl. When using the following procedures, the same limits should be used. Make sure
that during this procedure the airplane is flown at or above 1000 feet agl in case any problems should develop.
1. With the aid of a qualified pilot, fly the airplane to an elevation of 1000 feet above the ground and
come to approach speed with propellers set for high rpm. Retard the throttles to 14 ± 2 inches of man-
ifold pressure and mark the quadrant cover adjacent to the throttle levers in such a manner so that the
levers can be returned to the same position after the airplane is landed and the engines shut down.
2. Place the airplane on jacks and retract the landing gear.
3. Reposition the throttle levers at the location which gave the 14 ± 2 inches of manifold pressure per
step 1.
4. With the master switch turned on, loosen the two mounting screws securing the micro switch to the
bracket. Move the switch in the direction necessary to make the warning horn operate and tighten the
mounting screws.
32-60-00
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3D11
PIPER AIRCRAFT
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ADJUSTMENT OF GEAR WARNING THROTTLE SWITCH (continued)
5. With the warning horn operating, lower the landing gear to determine whether the horn ceases to oper-
ate when the gear are down and locked. Turn OFF master switch and remove airplane from jacks.
6. Flight test the airplane to ensure proper operation of the gear warning horn with the gear up and power
reduced below 14 ± 5 inches of manifold pressure.
REPLACEMENT OF GEAR WARNING THROTTLE SWITCH (Refer to Figure 32-22.)

1. Determine and take note of how many washers are between the microswitch and the bracket.
2. Disconnect electrical wires and mark microswitch position.
3. Remove screws and install new switch in same position making sure to use same amount of washers.
FUNCTIONAL TEST OF LANDING GEAR RETRACTION SYSTEM

Before proceeding with this test, ensure that the:
1. Tires and struts are properly inflated (refer to Chapter 12).
2. The nose gear, main gear, limit switches and nose gear steering are properly adjusted (refer to the
respective sections in this chapter).
CAUTION
TO PREVENT ACCIDENTAL ACTIVATION, PULL THE
FOLLOWING CIRCUIT BREAKERS: W/T DEICE AND
PROPS DEICE, PITOT HEAT, AND STALL WRN (14
VDC MODELS); SURFACE AND PROP DEICE, WSHLD
HEAT, AND PITOT HEAT (28VDC MODELS)
3. The BATT switch and all other electrical switches are OFF and remain OFF throughout the test.
4. Raise the aircraft on jacks. (Refer to Chapter 7.)
5. Connect a 50-ampere minimum power source of the correct voltage ( 14 or 28 Vdc ) to the aircraft's
electrical system through the external power supply.
— 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 following steps.
6. During all tests, add MIL-H-5606 or Univis 40 hydraulic fluid to hydraulic reservoir as necessary to
keep:
a. Fluid level, on Prestolite pumps, 1/2 inch below top of filler hole.
b. Reservoir filled on Oildyne pumps. Tighten dipstick, then back off 1 1/2 turns
7. Place the gear selector in the DOWN position.
8. Place the throttles in a closed position.
9. Ensure that the PUMP LANDING (14 Vdc models) or GEAR PUMP (28 Vdc models) circuit breaker
is IN. Check:
a. Three green gear safe lights – ON.
b. Red GEAR UNSAFE (14 Vdc models) or GEAR WARN (28 Vdc models) annunciator is OFF.
c. Gear warning horn does NOT sound.
d. Hydraulic pump does NOT operate.
32-60-00
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3D12
PIPER AIRCRAFT
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10. Place gear selector switch in the UP position. Check:
a. Three green gear safe lights – OFF.
b. Red GEAR UNSAFE (14 Vdc models) or GEAR WARN (28 Vdc models) annunciator is ON.
c. Gear warning horn SOUNDS.
d. All gears retract fully and nose gear doors close.
d. Hydraulic pump STOPS operating
11. Move left throttle to its mid-travel position. Check warning horn continues to sound and red GEAR
UNSAFE (14 Vdc models) or GEAR WARN (28 Vdc models) remains ON.
12. Close left throttle. Move the right throttle to its mid-travel position. Check warning horn continues to
sound and red GEAR UNSAFE (14 Vdc models) or GEAR WARN (28 Vdc models) remains ON.
13. Move both throttles to their mid-level position. Check warning horn STOPS sounding and red GEAR
UNSAFE (14 Vdc models) or GEAR WARN (28 Vdc models) go OUT.
14. Leave gear up for five minutes. Check hydraulic pump motor does NOT operate at any time. (If
pump motor does operate, there is a leak in the up line or a malfunctioning component in the system.)
— NOTE —
One momentary pump operation is allowable during the five

minute gear up period, provided that red GEAR UNSAFE (14 Vdc
models) or GEAR WARN (28 Vdc models) is NOT ON and there
is no repeated pump operation for a subsequent fifteen minute period.
15. Pull the PUMP LANDING (14 Vdc models) or GEAR PUMP (28 Vdc models) circuit breaker OUT
16. Pull the gear free fall knob. Check all gears return to the down and locked position, with the down
latches engaged.
17. Place the gear selector switch in the DOWN position. Push the free fall knob in. Push the PUMP
LANDING (14 Vdc models) or GEAR PUMP (28 Vdc models) circuit breaker IN. Check:
a. Three green gear safe lights – ON.
b. Red GEAR UNSAFE (14 Vdc models) or GEAR WARN (28 Vdc models) annunciator is OFF.
c. Gear warning horn does NOT sound.
18. With the airplane on jacks, and the main gear struts extended, the squat switch on the left main gear
will be in the IN-FLIGHT position. Use one of the following means to position the actuating arm in
the GROUND position:
a. Insert a suitable wedge under the squat switch leaf.
b. Remove torque link connecting bolt and rotate upper half so the switch tang is free.
c. Loosen squat switch adjustment screws and rotate switch until tang is free.
d. Partially compress the left main gear shock absorber so that squat switch operating tang is free.
19. Move throttles to closed position.
20. Place the gear selector switch in the UP position. Check that the:
a. Hydraulic pump does NOT run.
b. Three green safe lights remain on.
c. Red GEAR UNSAFE (14 Vdc models) or GEAR WARN (28 Vdc models) annunciator is ON.
d. Gear warning horn SOUNDS.
21. Move throttles to mid travel position. Check the the:
a. Red GEAR UNSAFE (14 Vdc models) or GEAR WARN (28 Vdc models) annunciator remains
ON.
b. Gear warning horn does NOT sound.
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3D13
PIPER AIRCRAFT
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22. Place the gear selector switch down. Check to ensure that the:
a. Red GEAR UNSAFE (14 Vdc models) or GEAR WARN (28 Vdc models) annunciator remains
is OFF.
b. The gear warning horn does NOT sound.
23. Return the squat switch to the IN–FLIGHT position.
24. Manually “break” the left main gear down lock. Check that the:
a. Hydraulic pump motor RUNS.
b. Correct green safe light is OUT.
c. Red Red GEAR UNSAFE (14 Vdc models) or GEAR WARN (28 Vdc models) annunciator
remains ON.
d. The horn does NOT sound.25. Repeat step 23 for the right main gear.
25. Move the gear selector switch to its UP position and turn the landing light switches ON. Check that:
a. The hydraulic pump motor OPERATES.
b. The three green safe lights are OUT.
c. The Red GEAR UNSAFE (14 Vdc models) or GEAR WARN (28 Vdc models) annunciator
remain ON until all gear are UP; then OFF.
d. All gear retract fully in less than 10 seconds.
e. The pump motor STOPS operating after the gear is UP.
f. The warning horn does NOT sound.
g. The landing light is OFF when the gears are in the fully retracted position.
26. Place the gear selector switch in the DOWN position. Check that:
a. The hydraulic pump motor OPERATES.
b. All gears return to the DOWN and LOCKED position.
c. The hydraulic pump motor STOPS operating after all the gears are DOWN and locked.
d. The three green safe lights are ON.
e. The Red GEAR UNSAFE (14 Vdc models) or GEAR WARN (28 Vdc models) annunciator is
OFF.
f. The warning horn does NOT sound.
— NOTE —
Any momentary “blinking” of the red and/or green gear lights after
the down locks are engaged indicates an improperly adjusted micro
switch.
27a. (Seneca III only) Turn the navigation light switch on. Check that the three green safe lights remain
on but become dim.
27b. (Seneca IV only) Place annunciator panel DAY/NIGHT switch to NIGHT position. Check that the
three green safe lights remain on but become dim.
28a. (Seneca III only) Turn navigation light switch OFF.
28b. (Seneca IV only) Place annunciator panel DAY/NIGHT switch to DAY position.
29. Disconnect auxiliary power source from the aircraft's electrical system.
30. Remove aircraft from jacks.
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PIPER AIRCRAFT
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GRID 3D15
3D15
PIPER AIRCRAFT
PA-34-220T
GRID 3D16
3D16
CHAPTER
33
LIGHTS
3D17
PIPER AIRCRAFT
PA-34-220T
CHAPTER 33 - LIGHTS
CHAPTER
33-00-00 GENERAL 3D20

33-00-00 Description and Operation 3D20
33-00-00 Flight Compartment 3D20
33-00-00 Passenger Compartment 3D20
33-00-00 Cargo and Service Compartments 3D21
33-00-00 Exterior Lights 3D21
33-10-00 FLIGHT COMPARTMENT 3D22
33-10-00 Seneca III Overhead Flood and Overhead
Panel Lights 3D22
33-10-00 Maintenance to Seneca III Overhead
Flood Lights 3D22
33-10-00 Maintenance to Seneca III Overhead
Panel Lights 3D22
33-10-00 Seneca III Instrument and Panel Lights 3D22
33-10-00 Removal of Seneca III Dimmer Control
Assembly 3D22
33-10-00 Installation of Seneca III Dimmer Control
Assembly 3D22
33-10-00 Seneca IV Dome Panel Flood/Map Lights 2D23
33-10-00 Maintenance To Dome Panel Flood/Map
Light 3D23
33-10-00 To Replace Bulb 3D23
33-10-00 To Replace Switch/Rheostat 3D23
33-10-00 Seneca IV Instrument Post Lights 3D24
33-10-00 To Replace Bulb 3D24
33-10-00 To Remove Socket 3D24
33-10-00 To Install Socket
33-10-00 Seneca IV Switch Lights
33-10-00 To Replace Bulb(s) 3D24
33-10-00 To Replace Switch 3E1
33-10-00 Seneca IV Dimmer Controls 3E1
33-10-00 To Replace Dimmer Control 3E1
33-10-00 Annunciator Panel 3E2
33-10-00 Seneca IIIÐ14 Vdc 3E2
33-10-00 Seneca IIIÐ28 Vdc 3E4
Seneca IV 3E5
33 - Cont./Effec.
Page 1
3D18
PIPER AIRCRAFT
PA-34-220T
CHAPTER 33 - LIGHTS
CHAPTER
33-10-00 Troubleshooting Annunciator 3E6

Annunciator Light Test 3E8
33-10-00 Glareshield Lights (Seneca III) 3E9
33-10-00 Right and Left Side Lights (Seneca III) 3B9
33-10-00 Removal of Lamp Right Side (Left Typical)
(Seneca III) 3E9
33-10-00 Installation of Lamp Right Side (Left Typical)
(Seneca III) 3E9
33-20-00 PASSENGER COMPARTMENT 3E12
33-20-00 Courtesy and Reading Lights 3E12
33-20-00 Maintenance of Courtesy and Reading Lights 3E13
33-30-00 CARGO AND SERVICE COMPARTMENTS 3E14
33-30-00 Removal and Installation of Baggage Light
Bulb 3E14
33-40-00 EXTERIOR 3E16
33-40-00 Navigation Lights 3E16
33-40-00 Removal of Wing Navigation Lights 3E16
33-40-00 Installation of Wing Navigation Lights 3E16
33-40-00 Anti-Collision Strobe Lights 3E16
33-40-00 Removal of Lamp in Anti-Collision
Wing Tip Strobe Light 3E16
33-40-00 Installation of Lamp in Anti-Collision
Wing Tip Strobe Light 3E16
33-40-00 Removal of Lamp in Vertical Stabilizer
Anti-Collision Light 3E16
33-40-00 Installation of Lamp in Vertical Stabilizer
Anti-Collision Light 3E16
33-40-00 Troubleshooting Procedure for Anti-Collision
and Wing Tip Strobe Light Systems 3E18
33-40-00 Recognition Lights 3E19
33-40-00 Replacement of Recognition Light Lamps 3E19
33-40-00 Landing and Taxi Lights 3E20
33-40-00 Removal of Landing and Taxi Lights 3E20
33-40-00 Installation of Landing and Taxi Lights 3E20
33 - Cont./Effec.
Page 2
3D19
PIPER AIRCRAFT
PA-34-220T
GENERAL
Ñ WARNING Ñ
IT IS THE USER'S RESPONSIBILITY TO REFER TO THE

APPLICABLE PUBLICATIONS WHEN SERVICING OR
INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER
AIRCRAFT.
Ñ CAUTION Ñ
ENSURE THAT ALL REPLACEMENT ELECTRICAL
COMPONENTS TO BE INSTALLED ON SENECA III, 28
VDC SYSTEMS ARE RATED AT 28 DC VOLTS AND ARE
COMPATIBLE TO THE 28 DC VOLT SYSTEM.
This chapter functions to provide information on the location, identification, and maintenance of lighting
equipment used in the Seneca III, 14 Vdc, Seneca III, 28 Vdc, and Seneca IV airplanes.
For wiring diagrams and schematics refer to Chapter 91.

Lighting systems available are covered in four sections of this chapter as shown in the chapter table of
contents.
FLIGHT COMPARTMENT
Seneca III, 14 Vdc and 28 Vdc airplanes are equipped with overhead flood lights, overhead instrument
panel lights, glareshield lights and left and right side lights. Of these lights, the overhead instrument panel, left
and right side, and glareshield lights are controlled by a dimmer in the instrument panel located just to the left
of the engine instruments.
Seneca IV airplanes are equipped with pilot and copilot overhead instrument panel/map lights, instrument
post lights, switch lights, and avionics lights. The instrument post lights, switch lights, and avionics lights are
controlled by independent on-off/dimmer controls located on the lower left instrument panel just below the
remote compass switches. The two overhead instrument panel/map lights are each controlled by its own
on-off/dimmer control switch incorporated in the light fixture.
Both Seneca III and Seneca IV models are equipped with annunciator lights, incorporating a press-to-test
switch, located on the upper right side of the pilotÕs instrument panel.
The annunciator panel on the Seneca IV also incorporates and day-night toggle switch to dim the lights for
night operations
PASSENGER COMPARTMENT
Seneca III, 14 Vdc and 28 Vdc airplanes have available four optional reading lights installed in the
overhead panel, one for each of the third through sixth passengers. Also available are two optional courtesy
lights with one installed above forward entrance door and the second installed in the position of the left rear
reading lights. All of these lights are activated by individual switches.
The three reading lights and both the forward and aft courtesy lights are standard equipment on Seneca IV
airplanes. The are each operated by individual switches.
The courtesy lights on both the Seneca III and Seneca IV are wired directly to the battery so that they
may be turned ON with the BATT switch OFF.
33-00-00
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3D20
PIPER AIRCRAFT
PA-34-220T
CARGO AND SERVICE COMPARTMENTS
Seneca III, 14 Vdc and 28 Vdc airplanes have available an optional lighting system (automatic and
mechanical) for the forward baggage compartment consisting of a single light mounted in the top of the
baggage compartment just forward of the door opening. The system may be installed with either a manual
switch or an automatic switch. The manual system uses a switch on the light assembly. The automatic system
uses a door switch which is activated by the door as soon as thee door latch is released.
NOTE
When equipped with the automatic switch, the light will be ON
with the door closed, if the door latch is not engaged, resulting
in battery depletion.
The forward baggage compartment lighting system is standard equipment on the Seneca IV. The light is
activated automatically when the door is unlatched.
NOTE
with the door closed, if the door latch is not engaged, resulting
in battery depletion.
The forward baggage compartment light on both the Seneca III and Seneca IV is wired directly to the
battery so that it will be activated with the BATT switch OFF.
EXTERIOR LIGHTS
Exterior lighting on both the Seneca III and Seneca IV airplanes consist of navigation (position) lights,
anti-collision (strobe) lights, wing ice light, recognition lights and landing lights. With the exception of the
wing ice light, switches for external lighting can be found on the main switch panel located:
1. On Seneca III models on lower left side of instrument panel.
2. On Seneca IV models on lower center right side instrument panel beneath the copilotÕs avionics panel.
On both the Seneca III models the wing ice light switch is located on the deice control panel. The Seneca IV
wing ice light switch is located among the deice switch group located on the instrument panel above the throt-
tle quadrant.
TROUBLESHOOTING
When checking any of the light systems, other than the courtesy lights or forward baggage compartment
light, the BATT switch must be ON in order to operate the lights. Ensure that the circuit breaker of the affected
system is activated.
33-00-00
Page 2
3D21
PIPER AIRCRAFT
PA-34-220T
FLIGHT COMPARTMENT
SENECA III OVERHEAD FLOOD AND OVERHEAD PANEL LIGHTS
The overhead lights are mounted in the overhead forward fresh air vent. The overhead flood assembly(s)
uses a dimmer just above the light control while the overhead panel lights are controlled by a dimmer control
just below the control column on the instrument panel.
MAINTENANCE TO SENECA III OVERHEAD FLOOD LIGHTS

1. Remove screws retaining lens cover to housing.
2. The light bulb is of a bayonet type and removed accordingly.
3. Replace the bulb and ensure correct operation.
4. If bulb does not light up, check the following.
a. Proper circuit breaker mode.
b. Continuity between housing socket and its electrical leads.
c. Proper dimmer operation.
5. Clean lens cover as necessary and install.
MAINTENANCE OF SENECA III OVERHEAD PANEL LIGHTS

The overhead panel lights are installed in the fresh air duct above the pilot's and copilot's seats. The over-
head duct contains the panel light assemblies, audio speaker, and fresh air ducting. Remove the small PK
screws that secure it within the support channels of the ceiling fresh air ducting. Allow the panel to hand in
place by using a piece of safety wire and securing it to the ceiling support channel. Replace faulty panel lights
with bulbs of same voltage rating.
SENECA III INSTRUMENT AND PANEL LIGHTS

The Seneca III instrument and panel lights involve four groups: pilot's and copilot's glareshield lights, right
and left side panel lights, overhead panel lights, and overhead flood lights. All lights are powered through
dimmer controls by a 5 amp circuit breaker.
On Seneca III, 14 Vdc models, all instrument and panel lights, except the overhead floods, are controlled
by a transistorized dimmer assembly located under the pilot's control column. Two control knobs extend from the
dimmer, the upper knob for controlling the radio lights and the lower for controlling the aforementioned lights.
On Seneca III, 28 Vdc models, the lights are controlled by two dimmer potentiometers, installed on the instrument
panel, which operate independent dimmer control boxes located forward of the instrument panel.
REMOVAL OF SENECA III DIMMER CONTROL ASSEMBLY

1. Access to the Dimmer Control Assembly is from beneath the instrument panel.
2. Disconnect the electrical connection from the assembly.
3. Remove the two screws securing the assembly to the instrument panel.
4. Remove assembly from the airplane.
INSTALLATION OF SENECA III DIMMER CONTROL ASSEMBLY

1. Position the assembly in the instrument panel with the control knobs inserted into their appropriate
slots.
2. Secure the assembly to the instrument panel with the two screws previously removed.
3. Connect the electrical connection to the assembly.
4. Check operation of Dimmer Control Assembly.
33-10-00
Page 1
3D22
PIPER AIRCRAFT
PA-34-220T
SENECA IV DOME PANEL FLOOD/MAP LIGHTS
Two overhead instrument panel/map lights are mounted in the overhead forward fresh air vent panel
adjacent to the avionics speaker. A slide control incorporated in the forward part of each fixture may be uti-
lized to expose a small square hole, which directs a beam of light onto the respective pilotÕs seat area. The
light is controlled by a rheostat located adjacent to the light unit.
MAINTENANCE TO DOME PANEL FLOOD/MAP LIGHTS

To Replace Bulb
1. Ensure BATT switch is off. Disengage (pull OUT) FLOOD circuit breaker.
2. 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.
3. The light bulb is of a bayonet type and removed accordingly.

3. Replace the bulb. Engage (push IN) FLOOD circuit breaker. Ensure correct operation of light.
b. Continuity between housing socket and its electrical leads.
c. Proper switch/dimmer operation.
5. Clean lens as necessary.
6. Install light fixture and secure with three screws previously removed.
To Replace Switch/Rheostat
1. Ensure BATT switch is off. Disengage (pull OUT) FLOOD and SPKR AMP circuit breakers.
2. Loosen allen nut and remove switch knob.
3. Loosen (do not remove) nut securing switch to dome panel.
CAUTION
PERMITTING DOME PANEL TO ÒFLIPÓ FRONT END
DOWN DURING REMOVAL MAY RESULT IN TEARS
OR RIPS IN HEADLINER.
4. Remove and support dome panel. Drop panel just enough to gain access to switch. Do not permit
panel to hang by elelctrical wires.
5. Remove nut from switch. Remove switch from panel. Remove wire from switch.
6. Install wire on new switch. Install switch in panel. Install security nut and finger tighten.
7. Engage FLOOD (push IN) circuit breaker and check correct operation of light. Disengage FLOOD
(pull OUT) circuit breaker.
8. Install dome panel. Tighten nut securing switch to panel
9. Install switch knob and tighten allen nut.
10 Engage (push IN) FLOOD and SPKR AMP circuit breakers.
33-10-00
Page 2
3D23
PIPER AIRCRAFT
PA-34-220T
SENECA IV INSTRUMENT POST LIGHTS
The primary means of illuminating flight and engine instruments is with post lights.
To Replace Bulb:
1. Ensure BATT and NAV LIGHT switches are OFF and INST. PNL. circuit breaker is disengaged
(pulled OUT).
2. Remove light cover/shade by pulling straight out. If cover/shade is tight. a slight twisting or turning
motion may be required.
3. Bulb is located in cover/shade. Pull bulb out of cover. Insert new bulb into cover/shade.
4. Push cover/shade into socket. Turn cover/shade as necessary so that light is directed onto associated
instrument.
5. Engage (push IN) INST. PNL. circuit breaker in.
To Remove Socket:
(pulled OUT).
2. Gain access to back of instrument panel in vicinity of socket to be replaced.
3 Unscrew wire from machine threaded brass extension on rear of socket.
4. Remove small copper nut and lock washer from threaded brass extension on rear of socket.
5. Remove socket from mounting hole through front of instrument panel panel
To Install Socket:
(pulled OUT).
2. Inserting end with threaded brass extension through hole in panel
3. Securing with copper lock washer and nut.
4. Snug nut just enough to flatten lock washer against panel to ensure proper ground.
5. Install wire by screwing onto end of threaded brass extension.
SENECA IV SWITCH LIGHTS

All rocker type switches are internally lit with two miniature bulbs installed behind the switch cap.
CAUTION
BEFORE WORKING ON ANY SWITCH OR DIMMER
CONTROL, ENSURE BATT SWITCH IS OFF AND BAT-
TERY CIRCUIT BREAKER ARE PULLED OUT.
To Replace Bulb(s):
1. Ensure BATT switch is OFF, and BATTERY and INST. PNL. circuit breakers are OUT.
2. Position switch with bad bulb in ON position to expose small slit type notch in bottom of cap.
3. Using finger nail or small screw driver, gently pull switch cap straight out.
33-10-00
Page 3
3D24
PIPER AIRCRAFT
PA-34-220T
To Replace Bulb(s): (continued)
NOTE
Top bulb is easier to replace with switch in ON position
4. Pull bulb(s) to be replaced straight out.

5. Push replacement bulb(s) into socket.
6. Install switch cap by placing in position, with slot toward bottom of switch. Using a slight pressure,
push cap onto switch.
7. Position switch in OFF position. Push BATTERY and INST. PNL. circuit breakers IN.
To Replace Switch:
1. Ensure BATT switch is OFF.
2. Disengage (pull OUT) the following circuit breakers:
a. BATTERY.
b. INST. PNL.
c. Accessory operated by switch. (Example: If replacing NAV LIGHT switch also pull NAV circuit
breaker OUT.)
3. Remove and save switch cap and bulbs. See To Replace Bulbs above.
4. Gain access to back of instrument panel in vicinity of switch to be replaced.
5. Remove switch from panel by pushing forward on back of switch, using a gentle wiggling motion,
until free.
6. Mark wire locations for later installation. Remove accessory wires from switch by removing screws.
Remove lighting wires by unsoldering.
7. Solder lighting wires to appropriate posts on new switch. Attach accessory wires to appropriate posts
by installing screws (supplied with switch).
8. Place switch in proper position in face of instrument panel. Using a slight pressure, press in on switch
until spring clip engages panel.
9. Install bulbs and switch cap.
10. Engage (push IN) the BATT, INST. PNL, and any required accessory circuit breakers.
SENECA IV DIMMER CONTROLS

The Seneca IV has three dimmer control potentiometers; one each for switch lights, instrument post lights,
and avionics. The potentiometers operate individual control boxes located forward of the instrument panel.
To replace dimmer potentiometer:

1. Ensure BATT switch is OFF and BATTERY circuit breaker is disengaged (pulled OUT).
2. If SWITCH or PANEL dimmer potentiometer is to be replaced, disengage (pull OUT) INST PNL circuit
breaker.
3. If AVIONICS dimmer potentiometer is to be replaced, disengage (pull OUT) AVIONICS circuit breaker.
4. Remove dimmer potentiometer control knob by loosening set screw with appropriate size allen wrench.
5. Remove nut securing dimmer potentiometer to instrument panel. Potentiometer should now hang
down below bottom of panel.
6. Mark wires attached to back of dimmer potentiometer for proper location. Unsolder wires from back
of dimmer control.
7. Solder wires to proper contacts on back of new dimmer potentiometer.
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3E1
PIPER AIRCRAFT
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NOTE
Check that potentiometer control is turned fully counterclockwise.
8. Position potentiometer in proper location and insert from back of instrument panel. Check that key
lugs on switch align with key holes in back of panel.
9 Install nut securing potentiometer to face of instrument panel.
10. Install control knob. Check that knob pointer is in appropriate position. Tighten allen screw.
11. Engage (push IN) BATTERY, INST PNL and/or AVIONICS circuit breakers, as appropriate.
ANNUNCIATOR (Refer to Chapter 91 for the appropriate schematics.)

An annunciator panel light cluster is mounted in the top of the instrument panel just above the pilot's
altimeter. This unit provides a distinct visual indication of a specific system malfunction by illuminating the
particular system's warning light. On Seneca III models, a PUSH TO TEST switch, located on the left side of
the annunciator panel, is used to illuminate the entire display. The PUSH TO TEST switch on the Seneca IV
is located on the right side of the annunciator panel. Should some lights be displayed and others not, pushing
the test button should activate those not lit.
A DAY - NIGHT toggle switch, located on the left side of the Seneca IV panel, operates the dimmer
control box, enabling the pilot to dim the annunciator lights during night flight. The dimmer control box,
which is powered through the PUSH TO TEST switch, is located under the floor board on the right side of the
fuselage near the flap torque tube brackets.
The following annunciator lights should be illuminated when the engines are stopped: GYRO AIR
(Seneca III, 14 Vdc), LEFT or RIGHT VACUUM LOW (Seneca III, 28 Vdc), or LEFT or RIGHT VACUUM
INOP (Seneca IV); ALT OUT (Seneca III, 14 Vdc) or ALTERNATOR (Seneca III, 28 Vdc and Seneca IV);
OIL (Seneca III, 14 Vdc); OIL PRESSURE (Seneca III, 28 Vdc); OIL PRESS) Seneca IV): and LOW BUS
VOLTAGE (Seneca IV option).
Seneca III Ð 14 Vdc

The annunciator system involves two units: the annunciator panel (previously described), and the annunciator
control box. The control box is mounted to the water line stringer 47.45 on the left side of the aircraft, just
forward of Fuselage Station 81.00. Power is supplied to this unit through a five amp fuse located behind the
circuit breaker panel. Certain of the annunciated systems however, operate their lights directly from their
systems, others work on a Òground applyÓ principle through the annunciator control box.
The lighted cluster consists of twelve lights. These twelve lights are: OVER BOOST (2 each), AUX
FUEL ON (2 each), OIL PRESS, GYRO AIR (2 each), HEATER OVERHEAT, A/C DOOR OPEN, ALT
OUT, DECISION HEIGHT (s/nÕs 34-8133001 thru 34-8233215) or BAGGAGE DOOR (s/nÕs 34-8333001
thru 34-8633031, and 3433001 and up),and GEAR UNSAFE.
CHART 3301. SENECA III ANNUNCIATOR PANEL FUNCTION DESCRIPTIONS (14 Volt System)
Nomenclature Color Cause of Illumination
OVER BOOST AMBER Illuminates when engineÕs manifold pressure

exceeds 39.5 to 40 inches of mercury.
OIL AMBER Illuminates when engineÕs oil pressure has

decreases to 15 psi.
HEATER OVERHEAT RED Illuminates when overheat switch has

deactivated the heater unit.
33-10-00
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3E2
PIPER AIRCRAFT
PA-34-220T
Seneca III Ð 14 Vdc (continued)
(continued)
ALT OUT RED Illuminates when one or both alternator circuits

have failed. This circuit is tied into the diode
assembly located at FS 53.6.
GEAR UNSAFE RED Illuminates when gear is in transit or is not

fully up/down and locked.
AUX FUEL ON AMBER Illuminates when ÒHIÓ auxiliary fuel pump is

on.
GYRO AIR AMBER Illuminates when either vacuum switch is

activated. The vacuum switches are attached
to regulators, set to close at 4 ± 0.25 psi vacuum.
AC DOOR OPEN AMBER Illuminates when A/C control switch is ON and

fan switch is in an operating position, indicating
proper air conditioner condenser door activation.
DECISION HEIGHT AMBER Illuminates when airplane arrives at height

S/NÕS 34-8133001 thru above ground level selected on radio altimeter
34-8233215)
BAGGAGE DOOR AMBER Illuminates when nose baggage door is open.

(S/NÕs 34-8333001 thru
S/NÕs 34-8333031
and 3433001 and up.)
Ñ NOTE Ñ
The DECISION HEIGHT (s/nÕs 34-8133001 thru 34-8233215) or

BAGGAGE DOOR (s/nÕs 34-8333001 thru 34-8633031, and
3433001 and up), GYRO AIR, OIL PRESS, OVER BOOST and
A/C DOOR OPEN lights operate off a ground apply principle
receiving power from the annunciator box. The others work off of
power from their own systems.
33-10-00
Page 6
3E3
PIPER AIRCRAFT
PA-34-220T
SENECA III - 28 VDC
Power is supplied to the annunciator panel through a five amp circuit breaker located on the main electrical
bus circuit breaker panel. Certain of the annunciated systems operate their lights directly from their systems,
while others work on a Òground applyÓ principle.
The lighted cluster consists of fifteen spaces incorporating twelve to fifteen lights, depending on options
included on the airplane. The twelve primary and three optional lights are: LEFT OVERBOOST, LEFT AUX.
FUEL ON, OIL PRESSURE, GEAR WARN, L. VACUUM LOW, FLAPS, ALTERNATOR, LOW BUS
VOLTAGE (optional), BAGGAGE DOOR, HEATER OVERHEAT, R. VACUUM LOW, STARTER
ENGAGE (optional), RIGHT OVERBOOST, RIGHT AUX. FUEL ON, and AIR COND DOOR OPEN
(optional).
LEFT or RIGHT OVERBOOST AMBER Illuminates when engineÕs manifold pressure
GEAR WARN RED Illuminates when gear is in neither the full up
nor the full down position.
ALTERNATOR RED Illuminates when either alternator output
exceeds 32 Vdc and the alternator control
unit(s), located forward of the bottom of the
bulkhead separating the cabin section from the
nose section, takes an alternator off line,or
alternator is selected OFF.
LEFT or RIGHT AUX FUEL ON AMBER Illuminates when HI auxiliary fuel pump is on.
L or R VACUUM LOW AMBER Illuminates when either vacuum switch is acti-
vated. The vacuum switches are attached to
regulators, set to close at 4 ± 0.25 psi vacuum.
LOW BUS VOLTAGE RED Illuminates when the electrical system drops
from bus voltage to battery voltage. Fuse over-
load protection is provided to voltage monitor.
OIL PRESSURE AMBER Illuminates when engineÕs oil pressure has
FLAPS AMBER Illuminates when flap motor is in operation and
flaps are in transit.
BAGGAGE DOOR AMBER Illuminates when nose baggage door is open,
sensing latch pin position.
STARTER ENGAGE AMBER Illuminates when starter is activated.
33-10-00
Page 7
3E4
PIPER AIRCRAFT
PA-34-220T
SENECA III - 28 VDC (continued)
(continued)
AIR COND DOOR OPEN AMBER Illuminates when A/C control switch is ÒONÓ
and fan switch is in an operating position,
indicating proper air conditioner condenser
door activation.
Ñ NOTE Ñ
The L an R VACUUM LOW, OIL PRESSURE, L or R OVER

BOOST and A/C DOOR OPEN lights operate off a ground apply
principle receiving power from the annunciator box, while the oth-
ers work off of power from their own systems.
SENECA IV
Power is supplied to the annunciator panel through a five amp circuit breaker located on the main electrical
bus circuit breaker panel. Certain of the annunciated systems operate their lights directly from their systems,
while others work on a Òground applyÓ principle.
Although provisions are made for eighteen annunciators, the lighted cluster incorporates fifteen to seventeen
lights, depending on options included on the airplane. The fifteen primary and two optional lights are: LEFT
OVERBOOST, LEFT AUX FUEL ON, OIL PRESS, GEAR WARN, L. VACUUM INOP, L. START
ENGAGE, ALTERNATOR, LOW BUS VOLTAGE (optional), FLAPS, WING-TAIL DEICE, BAGGAGE
DOOR, HEATER OVERHEAT, R. VACUUM LOW, R START ENGAGE , RIGHT OVERBOOST, RIGHT
AUX. FUEL ON, and AIR COND DOOR OPEN (optional).
CHART 3303. SENECA IV ANNUNCIATOR PANEL FUNCTION DESCRIPTIONS
LEFT or RIGHT OVERBOOST AMBER Illuminates when engineÕs manifold pressure
GEAR WARN RED Illuminates when gear is in neither the full up
nor the full down position.
ALTERNATOR RED Illuminates when either alternator fails or is
selected ÒOFF.Ó
LEFT or RIGHT AUX FUEL ON AMBER Illuminates when ÒHIÓ auxiliary fuel pump is
on.
L or R VACUUM LOW AMBER Illuminates when either vacuum switch is acti-
vated. The vacuum switches are attached to
regulators, set to close at 4 ± .25 psi vacuum.
33-10-00
Page 8
3E5
PIPER AIRCRAFT
PA-34-220T
SENECA IV (continued)
CHART 3303. SENECA IV ANNUNCIATOR PANEL FUNCTION DESCRIPTIONS (continued)
LOW BUS VOLTAGE RED Illuminates when the electrical system drops
from bus voltage to battery voltage. Fuse over-
load protection is provided to voltage monitor.
OIL PRESSURE AMBER Illuminates when engineÕs oil pressure has
FLAPS AMBER Illuminates when flap motor is in operation and
flaps are in transit.
BAGGAGE DOOR AMBER Illuminates when nose baggage door is open,
sensing latch pin position.
L STARTER ENGAGE RED Illuminates when left engine starter is activated.
R STARTER ENGAGE RED Illuminates when right engine starter is
activated.
AIR COND DOOR OPEN AMBER Illuminates when A/C control switch is ÒONÓ
and fan switch is in an operating position,
indicating proper air conditioner condenser
door activation.
LOW BUS VOLTAGE RED Illuminates when main bus voltage drops to
battery voltage (less than 14.5 Vdc)
WING-TAIL DEICE GREEN Illuminates when wing or tail deice boots
inflate to 8.0 psi.
Ñ NOTE Ñ
The L an R VACUUM LOW, OIL PRESSURE, L or R OVER

BOOST, A/C DOOR OPEN, WING-TAIL DEICE, BAGGAGE
DOOR and LOW BUS VOLTAGE lights operate off a ground
apply principle receiving power from the annunciator box, while
the others work off of power from their own systems.
TROUBLESHOOTING ANNUNCIATOR
Chart 3304 gives information on those problems most commonly experienced. For further information
contact the service representative at Vero Beach, Florida.
33-10-00
Page 9
3E6
PIPER AIRCRAFT
PA-34-220T
TROUBLESHOOTING ANNUNCIATOR (continued)
CHART 3304. ANNUNCIATOR PANEL TROUBLESHOOTING
(Seneca III, 14 Vdc Model)

ÒGround AppliedÓ warning Blown annunciator box Replace the 5 amp fuse
lights fail to operate. fuse. behind instrument panel.
(Seneca III, 28 Vdc and

Seneca IV Models)
ÒGround AppliedÓ warning ANUN Circuit breaker Reset (push IN) breaker on
lights fail to operate. disengaged (OUT). circuit breaker panel.
(Seneca III Models)

All lights fail to operate. No current. Check all wire segments,
connections, and the
receptacle at the side of
the annunciator panel.
(Seneca IV Models)
Check all wire segments and
connections at connectors on
annunciator light assembly.
(Seneca III Models)

All the warning lights fail Test switch grounded Check terminals and replace
to extinguish after engine out. switch if necessary.
is running. (Seneca IV Models)
Test switch shorted. Check terminals and wires for
short. Replace switch if required.
Oil or gyro air warning Sensor activates at too Replace.

light fails to extinguish. high a setting.
Sensor terminals Remove material between

bridged. terminals.
Defective sensor. Replace.
Oil or gyro air warning Lamp burned out. Replace.

light fails to operate.
Sensor activates at too Replace.
low a setting.
Defective Sensor Replace.
33-10-00
Page 10
3E7
PIPER AIRCRAFT
PA-34-220T
CHART 3101. ANNUNCIATOR PANEL TROUBLESHOOTING (continued)
Overboost warning light Manifold pressure gauge Check sensor activation.
fails to extinguish. sensors set too low. Sensors should activate
at 39.5 to 40 inches of
mercury.
Overboost warning light Lamp burned out. Replace.

fails to activate.
Defective sensor Replace.
switches.
Alternator warning light Lamp burned out. Replace.

fails to operate.
(Seneca III, 14 Vdc Model)

Alternator warning light Blown fuse or fuses. Replace one or both 5
fails to extinguish. amp fuses.
Defective alternator Check and repair.

output circuit.
(Seneca III, 28 Vdc and

Seneca IV Models)
Alternator warning light ALTNR FIELD Circuit Reset (push IN) breaker on
fails to extinguish. breaker.disengaged (OUT) circuit breaker panel.
Defective alternator Check and repair.

output circuit.
Test switch fails to Bad switch or connections. Check wires and replace
activate warning lights. switch if necessary.
ANNUNCIATOR LIGHT TESTS

The annunciator lights may be tested as follows:
Ñ NOTE Ñ
The sequence of the test may be varied at the option of the mechanic.
1. Press the annunciator test button to ensure that the annunciators illuminate.
2. Start the right engine and observe that the right GYRO AIR (Seneca III, 14 Vdc), RIGHT VACUUM
LOW (Seneca III, 28 Vdc), RIGHT VACUUM INOP (Seneca IV) light extinguishes as the engine
starts.
3. Operate the engine at approximately 700-1000 rpm. Note that oil pressure, air pressure or vacuum,
and alterrnator output are normal.
33-10-00
Page 11
3E8
PIPER AIRCRAFT
PA-34-220T
ANNUNCIATOR LIGHT TESTS (continued)
4. Start the left engine and observe that the left GYRO AIR (Seneca III, 14 Vdc), LEFT VACUUM
LOW (Seneca III, 28 Vdc), LEFT VACUUM INOP (Seneca IV) light extinguishes as the engine
starts. See that the oil pressure, air pressure or vacuum, and alternator output is normal.
5. Idle one engine at a time while observing it's oil pressure gauge. The oil annunciator light should
illuminate at 15 psi.
Ñ NOTE Ñ
The mixture control can be moved to cut-off, then to rich in order

to get lower than normal idle speeds.
6. Run both engines at approximately 900 rpm. Sequentially place the alternator switches in the off posi-
tion. Check that either or both alternator switches in the off position cause the ALT OUT (Seneca III,
14 Vdc), or ALTERNATOR (Seneca III, 28 Vdc or Seneca IV) annunciator to illuminate.
7. After ensuring that the propellers and propeller blast will not do any damage, run the engines up, one
at a time, to check that each OVER BOOST (Seneca III, 14 Vdc), L OVERFBOOST or R
OVERBOOST (Seneca III, 28 Vdc or Seneca IV) annunciator comes on at 39.5 + .5 inches of
mercury manifold pressure.
8. If the optional air conditioning system is installed, check that the A/C DOOR OPEN (Seneca III, 14
Vdc), AIR COND DOOR OPEN (Seneca III, 28 Vdc or Seneca IV) light illuminates when the air
conditioner is on, the fan switch is in the high or low position, and the air conditioning door is open.
Check that the lamp extinguishes when the door is fully closed and the air conditioning switch is
placed in the off position.
9. Shut down the right engine and check that the right GYRO AIR (Seneca III, 14 Vdc), RIGHT VACUUM
LOW (Seneca III, 28 Vdc), RIGHT VACUUM INOP (Seneca IV) light illuminates just as the engine
slows to approximately 300 rpm. Check that the other annunciator lights are on.
10. Repeat step 8 for the left engine, ensuring that the left GYRO AIR (Seneca III, 14 Vdc), LEFT
VACUUM LOW (Seneca III, 28 Vdc), LEFT VACUUM INOP (Seneca IV)light illuminates.
11. Locate the heater terminal strip on the upper forward side of the heater assembly. Attach a test jumper
wire from terminal 1 (the most forward terminal) to terminal 4. Turn the aircraft's battery switch on,
momentarily place the heater switch to the heat position and observe that the HEATER OVERHEAT
annunciator illuminates. Return the battery and heater switches to the off position and remove the test
jumper wire.
12. Refer to Chapter 32, Landing Gear, for the functional test for the gear unsafe light.
GLARESHIELD LIGHTS (Seneca III)

The glareshield lights are made up of eight (five, pilot; three, copilot) lights involving two assemblies.
The lights are situated under the lip of the glareshield and clipped to individual mounts. If any of these lights
become inoperative, replace the affected bulb and operate the system to ensure no other problems exist.
The bulbs are of the bayonet type and covered with a filter which should be placed on the new bulb.
If the bulb still does not light up after replacement, unclip the socket from its bracket and ensure the leads
are properly attached and there is continuity through the socket. Replace the socket if necessary.
Should the lights not operate properly connect a voltmeter and check for 12 or 24 volts at socket assembly
on left or right side of instrument panel. Should no voltage be present then check dimmer assembly.
33-10-00
Page 12
3E9
PIPER AIRCRAFT
PA-34-220T
RIGHT AND LEFT SIDE LIGHTS (Seneca III)
The right and left side panel lights are controlled by instrument panel lights dimmer control. The right and
left side lights are located in the cockpit area on the right and left side lights.
REMOVAL OF LAMP RIGHT SIDE (LEFT TYPICAL) (Seneca III)

1. Remove four screws from side panel.
2. Remove panel light bulb.
INSTALLATION OF LAMP RIGHT SIDE (LEFT TYPICAL) (Seneca III)

1. Insert light bulb in light assembly receptacle.
2. Position panel secure with appropriate screws.
THIS SPACE INTENTIONALLLY LEFT BLANK
3E10
PIPER AIRCRAFT
PA-34-220T
GRID 3E11
3E11
PIPER AIRCRAFT
PA-34-220T
PASSENGER COMPARTMENT
COURTESY AND READING LIGHTS (Refer to Figure 33-1.)
Courtesy lights are designed to light up each of the entrances. They are optional on Seneca III models and
standard on the Seneca IV. The lights are individually operated and located above the right forward entrance
door and the left aft passenger/baggage doors. The left rear passenger light is designed to serve as a courtesy
light.
When installed on Seneca III, 14 Vdc models, both courtesy lights receive power from the battery side of
the master solenoid. When installed on Seneca III, 28 Vdc models, both courtesy lights receive power from
the battery bus. The courtesy lights on Seneca IV models are also powered off the battery bus. This enables
illumination of both lights when the battery switch is off. In all models, the circuit is protected by a 5 amp fuse
The aft courtesy on Seneca III models is also operated by a switch located on the light assembly. The aft
courtesy light on Seneca IV models is operated by a switch on the left rear entrance door.
The reading lights installed on Seneca III airplanes are individually controlled with switches on each bezel.
Seneca IV reading lights are controlled by rocker type switches located in each seatÕs armrest.
Seneca III airplanes have four reading lights installed in the passenger cabin. When the courtesy light
package is installed, the fourth reading light serves as the aft courtesy light. The three or four reading lights
are powered through a ten amp CABIN circuit breaker.
In addition to the aft courtesy light, Seneca IV airplanes have three reading lights installed in the passenger
cabin that are powered through a five amp CABIN circuit breaker. Each light is independently controlled by a
rocker type switch installed in the chair arm rest
SENECA III LIGHT ASSEMBLY SHOWN MAGNIFYING

BEZEL LENS FLOOD LENS
EXCEPT FOR BULB REPLACEMENT
SENECA IV ASSEMBLY CAN NOT BE SEPARATED CUP
INTO INDIVIDUAL COMPONENTS
HEX NUT
SENECA III SLIDE SWITCH

(ON/OFF) LAMP
STAR WASHER
SENECA IV SWITCH
LOCATED ON ARM REST
LAMP HOLDER
OFF ON
SENECA III BEZEL SHOWN
SENECA IV BEZEL SAME EXCEPT

OFF-ON SWITCH
Figure 33-1. Reading and Courtesy Light Assembly (Whelen)

33-20-00
Page 1
3E12
PIPER AIRCRAFT
PA-34-220T
MAINTENANCE OF COURTESY AND READING LIGHTS
To change aft courtesy or reading light bulb:
1. Ensure BATT switch is off. Disengage (pull OUT) CABIN circuit breaker.
2. Remove entire light unit from the overhead by removing two attachment screws in bezel.
3. Carefully withdraw unit from overhead.
4. Disconnect the lamp holder from the cup. Twist bayonet bulb counterclockwise until it is released.
5. Install new bulb. Engage (push IN) CABIN circuit breaker. Position BATT and light switches ON.
Ensure correct operation of light.
b. Use voltmeter to check that power is reaching bulb.
c. Check the continuity of the ground lead.
d. When light is operating satisfactorily, position the light and BATT switches OFF.
5. Install light unit.
33-20-00
Page 2
3E13
PIPER AIRCRAFT
PA-34-220T
CARGO AND SERVICE COMPARTMENTS
Two types of optional forward baggage compartment lighting systems are available on the Seneca III models;
automatic and manual. The automatically operated forward baggage compartment lighting system is standard
on Seneca IV models.
The manually operated switch (Seneca III models) is located on the light assembly. The automatic system
(Seneca III and IV) is operated by a switch installed on the forward door latch pin recess. When the forward
pin is inserted into the latch recess hole, the switch is positioned OFF.
NOTE
with the door closed, if the forward door latch pin is not
engaged, resulting in battery depletion.
Both the Seneca III optional systems, and the Seneca IV system, use a similar lighting assembly and a five
amp fuse located near the master solenoid in the nose of the aircraft.
Refer to Chapter 91 for electrical schematics.
REMOVAL AND INSTALLATION OF BAGGAGE LIGHT BULB
NOTE
Observe the baggage light fixture has two sets of three screws;
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.
1. Remove the lens cover by removing the three attaching screws.

2. Remove bayonet type bulb.
3. Install new bulb and ensure its operation.
4. Install lens cover by installing the three attaching screws.
33-30-00
Page 1
3E14
PIPER AIRCRAFT
PA-34-220T
GRID 3E15
3E15
PIPER AIRCRAFT
PA-34-220T
EXTERIOR
NAVIGATION LIGHTS
REMOVAL OF WING NAVIGATION LIGHT BULB
1. Remove screw securing the lens retainer.
2. Remove lens and bulb.
— NOTE —
The wing tip must be removed in order to remove the complete

lamp assembly.
INSTALLATION OF WING NAVIGATION LIGHT

1. Install bulb, lens and lens retainer.
2. Secure with appropriate screws.
ANTI-COLLISION STROBE LIGHTS

REMOVAL OF LAMP IN ANTI-COLLISION WING TIP STROBE LIGHT
The lights are located in both wing tips next to the navigational lights.
1. Remove the screw securing the navigational light cover and remove cover.
2. Remove the three screws securing navigational light bracket assembly and remove light assembly.
3. Remove the strobe lamp by cutting the wires on the lamp beneath the mounting bracket.
4. Remove the defective lamp.
5. Remove and discard the plug with the cut wires from the electrical socket.
INSTALLATION OF LAMP IN ANTI-COLLISION WING TIP STROBE LIGHT

1. Route the wires from the new lamp down through the hole in the navigational light bracket.
2. Insert the wire terminals in the plastic plug supplied with the new lamp. Wire according to Figure 33-2
and the appropriate schematic in Chapter 91.
3. Position strobe lamp on navigational light bracket.
4. Secure navigational light assembly and bracket with appropriate screws.
5. Install navigational light cover and secure with appropriate screws.
REMOVAL OF LAMP IN VERTICAL STABILIZER ANTI-COLLISION LIGHT

The light is located on the upper section of the vertical stabilizer.
1. Loosen the screw in the clamp securing the light cover.
2. Remove the light cover.
3. Remove the defective lamp from the socket.
INSTALLATION OF LAMP IN VERTICAL STABILIZER ANTI-COLLISION LIGHT

1. Plug in new lamp using correct number.
2. Replace light cover.
3. Tighten screw in clamp to secure light cover.
33-40-00
Page 1
3E16
PIPER AIRCRAFT
PA-34-220T
TO FIN STROBE
L4G
PWR 1 2 3 4
L4B
L4A
INSTRUMENT PANEL
SWITCH FOR ANTI-
COLLISION LIGHTS. TO LEFT WING TO RIGHT WING
STROBE STROBE
WING AND FIN STROBE

POWER PACK INSTALLATION
SEE VIEW A FOR PLUG ASSEMBLY
(BLACK SHIELD)
RED
3 2 1
FIN STROBE ONLY

WHITE POWER PACK INSTALLATION
VIEW A TO FIN STROBE

(SEE VIEW A)
BLACK
L4G
Figure 33-2. Strobe Installation Connections - Seneca III (Sheet 1 of 2)
33-40-00
Page 2
3E17
PIPER AIRCRAFT
PA-34-220T
TO FIN STROBE
TO L. H. WING STROBE
TO R. H. WING STROBE
VENDOR SUPPLIED
CONNECTOR WING AND FIN STROBE
POWER SUPPLY INSTALLATION
SEE VIEW A FOR PLUG ASSSEMBLLY
L4G
L4B
L4A
INSTRUMENT PANEL L4DN

SWITCH FOR ANTI- MS35206-244
COLLISION LIGHTS. MS35206-245
AN936-B8 (UNDER TERM.) AN936-B8 (UNDER TERM.)
(BLACK SHIELD)
RED
3 2 1
FIN STROBE ONLY

WHITE
POWER PACK INSTALLATION
VIEW A TO FIN STROBE

(SEE VIEW A)
BLACK
L4G
Figure 33-2. Strobe Installation Connections - Seneca IV (Sheet 2 of 2)
33-40-00
Page 3
3E18
PIPER AIRCRAFT
PA-34-220T
TROUBLESHOOTING PROCEDURE FOR ANTI-COLLISION AND WING TIP STROBE LIGHT
SYSTEMS
The strobe light assembly functions as a condenser discharge system. A condenser in the power supply is
charged to approximately 450-volts dc; then discharged across the Xenon flash tube at intervals designed to
hold off the 450-volts dc applied until the flash tube is triggered by an external pulse. This pulse is generated
by a solid state timing circuit in the power supply.
When troubleshooting the strobe light system, it must first be determined if the trouble is in the flash tube
or the power supply. Replacement of the flash tube will confirm if the tube is defective. A normal operating
power system will emit an audible tone of 1 to 1.5 kHz. If there is no sound emitted, check the system accord-
ing to the following instructions. When troubleshooting the system, utilize Figure 33-2 and the appropriate
schematic in Chapter 91.
— CAUTION —
WHEN DISCONNECTING AND CONNECTING THE
POWER SUPPLY INPUT CONNECTIONS, DO NOT GET
THE CONNECTION REVERSED. REVERSED POLARITY
OF THE INPUT VOLTAGE FOR JUST AN INSTANT WILL
PERMANENTLY DAMAGE THE POWER SUPPLY. THE
REVERSED POLARITY DESTROYS A PROTECTIVE
DIODE IN THE POWER SUPPLY, CAUSING SELF-
DESTRUCTION FROM OVERHEATING OF THE POWER
SUPPLY. THIS DAMAGE IS SOMETIMES NOT IMMEDI-
ATELY APPARENT, BUT WILL CAUSE FAILURE OF THE
SYSTEM IN TIME.
1. Ensure that the input voltage at the power supply is 14 or 28-volts.
2. Check for malfunction in interconnecting cables.
a. Ensure BATT,and other appropriate switches are OFF.
b. Disengage (PULL) appropriate circuit breakers
— NOTE —
A short of the type described in Steps 2, c and d will not cause

permanent damage to the power supply but the system will be
inoperative if such a short exists. Avoid any connection between
pins 1 and 3 of the interconnecting cable as this will discharge the
condenser in the power supply and destroy the trigger circuit.
c. Ensure that pins 1 and 3 of interconnecting cable are not reversed.
d. Using an ohmmeter, check continuity between pins 1 and 3 of interconnecting cable. If you
obtain a reading on the meter, the cable is shorted and should be replaced.
33-40-00
Page 4
3E19
PIPER AIRCRAFT
PA-34-220T
— CAUTION —
WHEN DISCONNECTING THE POWER SUPPLY, ALLOW

FIVE MINUTES OF BLEED DOWN TIME PRIOR TO HAN-
DLING THE UNIT.
3. Check interconnecting cables for shorts.
a. Disconnect the output cables from the power supply outlets.
b. Using an ohmmeter, check for continuity between the connectors of each interconnecting cable by
checking from pin 1 to pin 1, pin 2 to pin 2, and pin 3 to pin 3. If no continuity exists, the cable is
broken and should be replaced.c. Using an ohmmeter, check for continuity between pins 1 and
2, 1 and 3, and 2 and 3 of the interconnect cable. If continuity exists between any of these con-
nections, the cable is shorted and should be replaced.
d. Check for continuity from pins 1, 2, and 3 to airplane ground. If continuity exists, the cable is
shorted and should be replaced.
4. Check the light tube socket assembly for shorts.
a. Disconnect the tube socket assembly of the anti-collision light from the interconnecting cable.
c. Using an ohmmeter, check for continuity between pin 1 of AMP connector to pin 1 of tube socket;
pin 2 of AMP connector to pins 6 and 7 of tube socket; and pin 3 of AMP connector to pin 4 of
tube socket. If no continuity exists, the tube socket assembly is broken and should be replaced.
5. Engage (push IN) all appropriate circuit breakers.
RECOGNITION LIGHTS
Recognition lights are installed in the leading edge of both wing tips. The installation is optional on
Seneca III models and standard on Seneca IV models. Be sure Seneca III replacement parts are compatible
with the 14 Vdc or 28 Vdc electrical system, as appropriate.
REPLACEMENT OF RECOGNITION LIGHT LAMP
CAUTION
To avoid cracking or damaging, do not use power tools to
remove or install lens.
1. Ensure BATT and RECOG LIGHT switches are set to OFF.

2. Disengage (pull OUT) FLOOD/RECOG 10 amp circuit breaker (Seneca III, 14 Vdc models) or
RECOG 7.5 amp circuit breaker (Seneca III, 28 Vdc models and Seneca IV)
3. Remove five lens attachment screws from bottom of wing.
4. Remove five lens attachment screws from top of wing.
5. Remove lens. Remove lamp from bayonet base by pulling straight out.
6. Install replacement bulb. Engage (push IN) appropriate circuit breaker. Check lamp illuminates when
BATT and RECOG LIGHT switches are positioned to ON. If lamp does not illuminate, check wiring.
Refer to Chapter 91 for schematic.
7. Turn switches OFF and disengage circuit breakers.
8. Position lens in recess in wing tip. Install all attachment screws and finger tighten.
9. Ensuring lens is properly aligned in wing tip recess, tighten all attachment screws with a hand
screwdriver.
10. Engage (push IN) appropriate circuit breaker.
33-40-00
Page 5
3E20
PIPER AIRCRAFT
PA-34-220T
LANDING AND TAXI LIGHTS
These lights consist of two 250 watt lamps which are located on a mounting fixture secured to the nose
gear oleo strut housing. Both lamps are used for landing and one lamp is used while taxiing. Each lamp is
controlled by a separate switch mounted on the switch panel. (Refer to Chapter 39.) The lamps are wired to
separate 10 amp circuit protectors mounted in the circuit protector panel. There is a safety switch mounted on
the nose gear strut which will break the circuit to the lights when the nose gear is retracted in case the pilot
forgets to turn the switches off.
REMOVAL OF LANDING AND TAXI LIGHTS (Refer to Figure 33-3.)

1. Ensure that the master switch is off prior to doing any work on the landing lights.
— CAUTION —
WHEN REMOVING THE AT TACHMENT PLATE, USE

CAUTION NOT TO DROP THE LAMPS.
2. Removal of either lamp from the landing light mounting fixture is accomplished by removing the
screws securing the front lamp attachment plate and removing the attachment plate.
3. Disconnect the electrical leads from the lamp being removed.
4. To remove the complete assembly from the gear strut, disconnect the electrical leads from both lamps
and release the clamps that secure the assembly to the strut housing.
INSTALLATION OF LANDING AND TAXI LIGHTS (Refer to Figure 33-3.)

1. To install the landing lamps, attach the electrical leads to the lamp or lamps.
2. Place the lamp or lamps against the mounting pad and position the attachment plate on the mounting
fixture and secure with appropriate screws.
— CAUTION —
TIGHTEN THE SCREWS JUST ENOUGH TO ALLOW THE

LAMPS TO FIT SNUG IN THE MOUNTING FIXTURE.
3. To install the landing light assembly to the strut, position the assembly against the strut housing with
the bottom of the mounting fixture 2.9 inches up from the bottom of the strut housing. (Refer to
Figure 33-3.)
4. Align the bracket longitudinally and secure in place with clamps.
5. The light beam angle may be adjusted by the adjustment screws at the sides of the bracket and tilting
the mounting fixture as desired.
33-40-00
Page 6
3E21
PIPER AIRCRAFT
PA-34-220T
13°30'
ADJUSTMENT SCREW
CLAMP
GEAR DOOR
LANDING LIGHT ASSEMBLY
STRUT
Figure 33-3. Landing Light Adjustment
33-40-00
Page 7
3E22
PIPER AIRCRAFT
PA-34-220T
GRID 3E23
3E23
CHAPTER
34
NAVIGATION AND PITOT/
STATIC
3E24
PIPER AIRCRAFT
PA-34-220T
CHAPTER 34 - NAVIGATION AND PITOT STATIC
CHAPTER

34-00-00 Description and Operation 3F3
34-00-00 Removal and Replacement of Face Mounted
Instruments 3F4
34-10-00 FLIGHT ENVIRONMENT DATA AND
PITOT STATIC 3F5
34-10-00 Vertical Speed Indicator 3F5
34-10-00 Troubleshooting Vertical Speed Indicator 3F5
34-10-00 Sensitive Altimeter 3F6
34-10-00 Troubleshooting Altimeter Indicator 3F6
34-10-00 Radar Altimeter 3F8
34-10-00 Removal and Installation of Radar
Altimeter Indicator 3F8
34-10-00 Removal of King KA131 Antenna 3F8
34-10-00 Installation of King KA131 Antenna 3F9
34-10-00 Removal of King KRA-10-A
Receiver/Transmitter Unit 3F9
34-10-00 Installation of King KRA-10-A
Receiver/Transmitter Unit 3F9
34-10-00 Removal of King KA-133 Converter 3F9
34-10-00 Installation of King KA-133 Converter 3F9
34-10-00 Removal of Bonzer Radar Altimeter
Antenna 3F9
34-10-00 Installation of Bonzer Radar Altimeter
Antenna 3F9
34-10-00 Removal of Bonzer Receiver/Transmitter
(R/T) Unit 3F11
34-10-00 Installation of Bonzer Receiver/
Transmitter (R/T) Unit 3F11
34-10-00 Airspeed Indicator 3F11
34-10-00 Troubleshooting Airspeed Indicator 3F11
34-10-00 OUTSIDE AIR TEMPERATURE
GAUGE (OAT) 3F12
34-10-00 Removing and Installing Outside Air
Temperature Gauge 3F12
34-10-00 Unlit Instruments 3F12
34-10-00 Illuminated Instruments - Seneca III 3F12
34-10-00 Illuminated Instruments - Seneca IV 3F12
34 - Cont./Effec.
Page 1
3F1
PIPER AIRCRAFT
PA-34-220T
CHAPTER 34 - NAVIGATION AND PITOT STATIC
CHAPTER
34-20-00 ATTITUDE AND DIRECTION 3F13

34-20-00 Maintenance of Gyro Instruments – General 3F13
34-20-00 Gyro Fitting Installation Procedures
(EDO-AIRE) 3F13
34-20-00 Attitude Deviation Indicator (ADI) - (Gyro
Horizon) 3F13
34-20-00 Troubleshooting Attitude Deviation
Indicator 3F14
34-20-00 Air Driven Heading Indicator (Directional
Gyro) 3F15
34-20-00 Troubleshooting Heading (Directional
Gyro) Indicator 3F15
34-20-00 Horizontal Situation Indicator (HSI) 3F16
34-20-00 Magnetic Compass 3F16
34-20-00 Troubleshooting Magnetic Compass 3F16
34-20-00 Adjustment of Magnetic Compass 3F17
34-20-00 Turn Indicator 3F18
34-20-00 Troubleshooting Turn Indicator 3F18
34-20-00 Turn and Bank Indicator 3C13
34 - Cont./Effec.
Page 2
3F2
PIPER AIRCRAFT
PA-34-220T
— WARNING —
IT IS THE USER'S RESPONSIBILITY TO REFER TO THE

APPLICABLE VENDOR PUBLICATIONS WHEN SERVICING
OR INSPECTING VENDOR EQUIPMENT INSTALLED IN
PIPER AIRCRAFT.
GENERAL
The flight environment data and pitot static instruments systems consists of:
1. Pitot and static air sources which supplies both pitot and static air pressure for the airspeed indicator,
and static air pressure for the altimeter and vertical speed indicator.
2. The vacuum system (optional on Seneca III models, standard on Seneca IV models) consists of a vacuum
pump installed on each engine to supply negative pressure to operate the:
a. Attitude Deviation Indicator (ADI) (Attitude Gyro).
b. Gyroscopic Heading Indicator (Directional Gyro) or Horizontal Situation Indicator (HSI).
3. A magnetic compass
4. An electrically operated Turn and Slip (Turn and Bank) indicator.
A Mitchell Horizontal Situation Indicator (HSI) was available as an option on Seneca III–14 Vdc models.
When installed, the self contained gyro is vacuum operated, while the navigation input is electrical. King
HSI’s, installed on Seneca III–28Vdc models as an option, is operated by a remote gyroscopic compass system,
installed as part of the Flight Director System (FDS). The King HSI is standard on the Seneca IV.
Attitude Indicators installed on all Seneca models, whether part of an FDS or not, have self contained
vacumm operated gyros.
Both the ADI and vacuum operated HSI’s require 4.8 to 5.2 psi negative pressure for proper rotor speed.
An annunciator illuminates should the neagative pressure decrease to 4.0 psi.
All of these instruments are face mounted.
DESCRIPTION AND OPERATION (Refer to Figure 34-1)

The pitot air system consists of a pitot mast located on the underside of the left wing, with its related
plumbing. Impact air pressure entering the pitot is transmitted from the pitot inlet through hose and tubing
routed through the wing to the airspeed indicator on the instrument panel. A partially or completely blocked
pitot head will give erratic or zero reading on the instruments.
Static air system consists of two static ports located on the sides of the aft fuselage just forward of station
220.164. The static ports are directly connected to the airspeed indicator, altimeter and vertical speed indicator
on the instrument panel by means of hose and tubing routed along the top of the fuselage center line to station
138.627, where it is then routed to, down and along the left side of the fuselage to the back side of the instru-
ment panel. An alternate static air source is located below the instrument panel in front of the pilot. The alter-
nate static source is part of the standard system and has a shutoff valve which closes the port when it is not
needed. A placard giving instructions for use is located on the instrument panel. Pitot and static lines can be
drained through separate drain valves located on the left lower side of the fuselage interior.
Refer to Chapter 37 for a description of the vacuum system.
34-00-00
Page 1
3F3
PIPER AIRCRAFT
PA-34-220T
REMOVAL AND REPLACEMENT OF FACE MOUNTED INSTRUMENTS.
Since all instruments are mounted in a similar manner, a description of a typical removal and installation is
provided as a guide for the removal and installation of the instruments. Special care should be taken when any
operation pertaining to the instruments is performed.
— NOTE —
Tag instrument connections for ease of installation.
1. The mounting screws for the individual instruments are exposed. Remove the connections to the
instrument prior to removing the mounting screws of the instrument to be removed. Use care not to
scratch the finish on the instrument panel.
2. Installation of the instruments will be completed by reversing the removal instructions. After the
installation is completed, check all components for security and clearance from the flight controls.
3 5
1. COPILOT’S INSTRUMENT 2
2. PILOT'S INSTRUMENT
3. STATIC LINE
4. ELBOW
5. TEE 4
6. STATIC BUTTON 1
7. CONNECTOR
8. GASKET
9. PITOT HEAD
13
12 6
7
10. PITOT LINE
11. SUMP ASSEMBLY
12. VALVE ASSEMBLY 8
13. PITOT HEAT CIRCUIT 11
BREAKER
10 9
Figure 34-1. Pitot-Static System
34-00-00
Page 2
3F4
PIPER AIRCRAFT
PA-34-220T
FLIGHT ENVIRONMENT DATA AND PITOT STATIC
VERTICAL SPEED INDICATOR
The vertical speed indicator measures the rate of changes in static pressure when the airplane is climbing or
descending. By means of a pointer and dial, this instrument will indicate the rate of ascent or descent of the
airplane in feet per minute. But due to the lag of the instrument, the aircraft will be climbing or descending
before the instrument starts to read and the instrument will continue to read after the aircraft has assumed level
flight. In rough air, this should not be considered a malfunction.
TROUBLESHOOTING VERTICAL SPEED INDICATOR
— NOTE —
The instrument panel vacuum gauge does not have sufficient accu-
racy for use in adjusting the vacuum regulators. If it becomes nec-
essary to adjust the vacuum, temporarily install an accurate vacu-
um gauge before adjusting the regulators.
— NOTE —
When any connections in the static system are opened for check-
ing, system must be checked per FAR 23.1325.
CHART 3401. TROUBLESHOOTING VERTICAL SPEED INDICATOR

Pointer does not set Aging of diaphragm. Reset pointer to zero by means
on zero. of setting screw. Tap instrument
while resetting.
Pointer fails to Obstruction in static Disconnect all instruments
respond. line. connected to the static line. Clear
line.
Water in static line. Check individual instruments
for obstruction in lines.
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.
Vertical Speed indicates Water in static line. Disconnect static lines blow out
when aircraft is banked. lines from cockpit out toward
static vents.
34-10-00
Page 1
3F5
PIPER AIRCRAFT
PA-34-220T
CHART 3401. TROUBLESHOOTING VERTICAL SPEED INDICATOR (continued)
Pointer indicates a descent Static vent on side opposite slip Disconnect static line at aft “T”
when airplane is “slipped” is blocked. connection (Fig. 34-1, item 5)
and blow out line
Pointer has to be set Instrument malfunction. Replace instrument.

before every flight.
Pointer cannot be reset Diaphragm distorted. Replace instrument.
to zero.
Instrument reads very Case of instrument broken Replace instrument.
low during climb or or leaking.
descent.
SENSITIVE ALTIMETER
The altimeter indicates pressure in feet above sea level. The indicator has three pointers and a dial scale.
The longer pointer is read in hundreds of feet, the middle pointer in thousandths of feet and the short pointer in
ten thousandths of feet. A barometric pressure window indicating inches of mercury is located on the right
side of the indicator dial and is set by the knob located on the lower left corner of the instrument. On the left
side of the indicator is a window which indicates pressure in millibars. The altimeter consists of a sealed
diaphragm that is connected to the pointers through a mechanical linkage. The diaphragm mounting is made
of bi-metallic temperature sensative strips that compensate for variations from standard temperatures. The
instrument case is vented to the static air system and as static air pressure decreases, the diaphragm expands,
causing the pointers to move through the mechanical linkage. Altitude encoding altimeters are available as an
option on Seneca III models. Altitude encoding altimeters are standard on the Seneca IV.
TROUBLESHOOTING ALTIMETER
— NOTE —
When any connections in the static system are opened for checking,
system must be checked per FAR 23.1325.
CHART 3402. TROUBLESHOOTING ALTIMETER
Excessive scale error. Improper calibration Replace instrument.
adjustment.
Excessive pointer Defective mechanism. Replace instrument.
oscillation.
High or low reading. Improper venting. Eliminate leak in static
pressure system and
check alignment of
airspeed tube.
34-10-00
Page 2
3F6
PIPER AIRCRAFT
PA-34-220T
TROUBLESHOOTING ALTIMETER (continued)
CHART 3402. TROUBLESHOOTING ALTIMETER (continued)
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 screw,
loose or missing. was reset. if loose. Replace instrument,
if screw is missing.
Cracked or loose cover Case gasket hardened. Replace instrument.
glass.
Dull or discolored Age. Replace instrument.
markings.
Barometric scale and Slippage or mating parts. Replace instrument.
reference markers out
of synchronism.
Barometric scale and Drift in mechanism. Reset pointers per AC
reference markers out 43.13-1, Ch. 7 dated
of synchronism with June 12, 1969.
pointers.
Altimeter sticks at Water or restriction in Remove static lines from
altitude or does not static line. all instruments, blow line
change with change clear from cockpit to static
of altitude. vents
Altimeter changes Water in static line. Remove static lines from
reading as aircraft all instruments and blow
is banked. line clear from cockpit
cockpit to static vents.
34-10-00
Page 3
3F7
PIPER AIRCRAFT
PA-34-220T
RADAR ALTIMETER
Either the Bonzer MK10X or the King KRA-10-A radar altimeter system may installed in the Seneca III,
14 Vdc models. Only the King KRA-10-A radar altimeter system is installed in the Seneca III, 28 Vdc and
Seneca IV models. Each system makes use of an indicator, on/off switch, transmitter, and antenna. King units
installed in the Seneca III, 14 Vdc models also require a 14 Vdc to 28 Vdc converter. Both systems function to
provide above ground level (AGL) altitude information from 40 feet with the Bonzer and 20 feet with the
King, up to a maximum of 2500 feet. Seneca III, 14 Vdc models, s/n ’s 34-8133001 thru 34-8233215 also
included a decision height interconnect with the annunciator panel.
— NOTE —
On some installations, if the air conditioning and radar altimeter

are both functioning at the same time, the actual AGL should be
relied on for accuracy only up to 1500 feet.
The King KRA-10A system utilizes a KA-131 antenna, KRA-10 receiver/transmitter, and KI-250 indica-
tor. For further information, contact King Radio Corporation. Seneca III, 14 Vdc models also require a KA-
133 14 Vdc to 28 Vdc converter
The receivers of both systems, as well as the converter (when required) for the King system, are mounted
on a panel in the tail of the aircraft near Fuselage Station 222.437 and the antenna to the rear of that near
Fuselage Station 229.0.
— CAUTION —
DO NOT ALTER THE CABLE OR CONNECTO R
PROVIDED WITH THE ANTENNA. SYSTEM PERFOR-
MANCE IS DEPENDENT ON PROPER CABLE LENGTH
FROM THE ANTENNA TO THE RECEIVER-
T R A N SM I TTER UNIT.
The antennas for both systems are skewed internally to permit mounting on an inclined surface. This
requires that each be mounted in a specific manner. During removal, take note of the relationship of the cable
attachment to the tail of the aircraft and install the new antenna in the same manner.
For any repair work to the Bonzer system, contact Bonzer.
REMOVAL AND INSTALLATION OF RADAR ALTIMETER INDICATOR

The indicator is mounted in the pilot's side of the instrument panel.
1. Remove the screws securing the instrument to the instrument panel and remove the instrument.
2. Remove the electrical connector from the back of the instrument.
3. Installation of the instrument will be in the reverse of removal.
REMOVAL OF KING KA-131 ANTENNA (Refer to Figure 34-2.)

1. Support the antenna and remove the eight screws securing it to the belly of the aircraft.
2. Carefully let the antenna drop from its opening in the belly. Take note of the cable attachment plug
position relative to the tail of the aircraft.
3. Remove the safety wire and plug.
34-10-00
Page 4
3F8
PIPER AIRCRAFT
PA-34-220T
INSTALLATION OF KING KA-131 ANTENNA (Refer to Figure 34-2.)
1. Install gasket in place on antenna ensuring metal portions of gasket will contact airframe for good
bonding.
2. Install antenna cable finger tight and secure with safety wire.
3. With the cable attachment facing aft, position the antenna on the fuselage and install the eight screws.
REMOVAL OF KING KRA-10-A RECEIVER/TRANSMITTER (R/T) UNIT (Refer to Figure 34-2.)
— CAUTION —
BEFORE ENTERING THE AFT FUSE LAGE S E C T I O N,

MAKE CERTAIN THE AIRCRAFT IS SUPPORTED AT
THE TAIL SKID.
1. Remove the close-out panel at the rear of the baggage compartment.
2. Remove the safety wire and unscrew the antenna cable from the KRA-10-A R/T unit.
3. Remove the screw securing the P1001 connector assembly to the KRA-10-A R/T and remove the con-
nector assembly from the R/T unit.
4. Loosen the screw on the spring loaded R/T retainer and lift the R/T unit from the mounting rack.
INSTALLATION OF KING KRA-10-A RECEIVER/TRANSMITTER (R/T) UNIT (Refer to Figure 34-2.)

1. Position the R/T unit on the mounting rack and secure by tightening the screw on the spring loaded
R/T retainer.
2. Attach the P1001 connector to the R/T unit and secure with screw.
3. Install antenna cable finger tight and secure with safety wire.
4. After checking security of installation, reinstall baggage compartment close-out panel.
REMOVAL OF KING KA-133 CONVERTER (Refer to Figure 34-2.)

2. Remove electrical connector from converter.
3. Remove the four screws securing the converter to the mounting bracket and remove the converter.
INSTALLATION OF KING KA-133 CONVERTER (Refer to Figure 34-2.)

1. Position the converter on the mounting bracket and secure with four screws.
2. Attach the electrical connector to the converter.
3. After checking security of installation, reinstall baggage compartment close-out panel.
REMOVAL OF BONZER RADAR ALTIMETER ANTENNA (Refer to Figure 34-3.)

1. Remove the eight screws securing the antenna to the airframe and remove the antenna.
2. Disconnect the cable. Take note of the position of the connection relative to the aircraft.
INSTALLATION OF BONZER RADAR ALTIMETER ANTENNA (Refer to Figure 34-3.)

1. Position the gasket on the antenna and install the cable.
2. Position the antenna in the belly of the fuselage in the position at which the old was removed.
3. Install the screws to mount the antenna to the belly.
34-10-00
Page 5
3F9
PIPER AIRCRAFT
PA-34-220T
1. KRA-10-A R/T UNIT 6. R/T RETAINER, SPRING LOADED

2. P1001 CONNECTOR ASSEMBLY 7. SAFETY WIRE
3. ANTENNA CABLE 8. KA-133 CONVERTER (14 VDC MODELS ONLY) 2
TO KI-250
4. DOUBLER 9. MOUNTING RACK INDICATOR
5. KA-131 ANTENNA
1 CONNECTOR
3
3" MINIMUM 7
CABLE BEND CENTER-LINE OF
RADIUS AIRCRAFT
8 F.S.
222.437
4
7 5
Figure 34-2. King Radar Altimeter Installation
2
1
TO
INDICATOR
1. RECEIVER/TRANSMITTER UNIT
2. WIRE, GROUND
3. MOULDING, RUBBER
4. DOUBLER
5. ANTENNA
6. CABLE, ANTENNA 6
3
4
Figure 34-3. Bonzer Radar Altimeter Installation
34-10-00
Page 6
3F10
PIPER AIRCRAFT
PA-34-220T
REMOVAL OF BONZER RECEIVER/TRANSMITTER (R/T) UNIT (Refer to Figure 34-3.)

— CAUTION —
BEFORE ENTERING THE AFT SECTION OF THE FUSE-

LAGE, MAKE CERTAIN THE AIRCRAFT IS SUPPORTED
AT THE TAIL SKID.
2. Remove the antenna cable from the R/T unit.
3. Remove the mounting screw and nut securing the ground wire to the mounting bracket.
4. Remove the electrical connector from the R/T unit.
5. Remove the remaining three mounting screws and nuts and remove the R/T unit from the aircraft.
INSTALLATION OF BONZER RECEIVER/TRANSMITTER (R/T) UNIT (Refer to Figure 34-3.)
1. Place the R/T unit in place on the mounting bracket and secure with three mounting screws and nuts.
2. Attach the electrical connector to the R/T unit.
3. Secure the ground wire to the mounting bracket with the remaining screw and nut.
4. Attach the antenna cable to the R/T unit and tighten finger tight.
5. After checking the security of the installation, reinstall the baggage compartment and close-out panel.
AIRSPEED INDICATOR
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. Colored arcs and radial lines are used to mark the operating speed ranges necessary for
safe operation of the airplane.
TROUBLESHOOTING AIRSPEED INDICATOR
— NOTE —
When any connections in static system are opened for checking,

system must be checked per FAR 23.1325.
CHART 3403. TROUBLESHOOTING AIRSPEED TUBES AND INDICATOR
Pointers of stick instruments Leak in instrument case Check for leak and seal.
do not indicate properly. or in pitot lines.
Pointer of instrument Defective mechanism. Replace instrument.

oscillates.
34-10-00
Page 7
3F11
PIPER AIRCRAFT
PA-34-220T
CHART 3403. TROUBLESHOOTING AIRSPEED TUBES AND INDICATOR (continued)
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 pitot 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.
OUTSIDE AIR TEMPERATURE GAUGE (OAT)
Unlit OAT’s were installed on Seneca III airplanes, s/n's 34-8133001 through 34-8633031, and 3433001
through 3433088. These instruments may be replaced with lit OAT’s by installing Piper Service Kit 755 129
Seneca III models. s/n 3433001 through 3433179, and 3448001 through 3448037, as well as Seneca IV models,
s/n's 3448038 and up, are equipped with internally lit OAT’s. The only maintenance required is replacing a a
faulty instrument or a bad light bulb . The gauge must be removed to replace the light bulb.
REMOVING AND INSTALLING OUTSIDE TEMPERATURE GAUGE
– CAUTION –
During installation of all OAT’s, only finger tighten gauge
and external threaded hex tube (sunshield). Over torquing
will damage instrument.
Unlit Instruments
1. Remove external sunshield.
2. Unscrew instrument from support bushing. Note position of any washers or spacers.
3. Install new gauge in reverse sequence. Check gauge position before tightening sunshield
Illuminated Instruments - Seneca III
1. Remove pilot’s side panel and window close out panel.
2. Disconnect ground and power wires.
6. Install pilot’s side panel and window close out panel.
Illuminated Instruments - Seneca IV
1. Remove pilot’s window close out panel.
2. Disconnect power wire.
6. Install pilot’s window close out panel.
34-10-00
Page 8
3F12
PIPER AIRCRAFT
PA-34-220T
ATTITUDE AND DIRECTION
A. MAINTENANCE OF GYRO INSTRUMENTS – GENERAL
Do not attempt to repair any faulty gyro instrument in the field. Faulty instruments should be forwarded to
a certified instrument repair shop for repairs.
B. GYRO FITTING INSTALLATION PROCEDURES (EDO-AIRE)

The use of teflon tape on the tapered pipe threads is recommended and should be installed as follows:
— CAUTION —
Permit no oil, grease, pipe compound or any foreign material
to enter parts prior to installation of fittings. Make sure that
all air lines are clean and free of foreign particles and/or
residue before connecting lines to gyro. Do not use thread
lube on fittings or in ports. The use of thread lube can cause
contamination shortening the life of the gyro and can cause
premature failure. Any evidence of the use of thread lube will
create a warranty void condition.
1. Carefully lay teflon tape on the fitting threads allowing one thread to be visible from the end of
the fitting. Hold in place and wrap in the direction of the threads so tape will remain tight when
the fitting is installed.
2. Apply sufficient tension while winding to assure that tape forms into thread grooves (one full
wrap plus 1/2 inch overlap is sufficient).
3. After wrap is complete, maintain tension and tear tape by pulling in direction of wrap. The resulting
ragged end is the key to the tape staying in place.
4. Press tape well into threads.
5. Screw fitting into port being careful not to exceed torque requirements as noted on decal located
on cover of gyro. (Refer to Chapter 91, List of Consumable Materials.)
C. ATTITUDE DEVIATION INDICATORS (ADI) - (GYRO HORIZON)
1. General
The ADI is essentially an air driven gyroscope rotating in a horizontal plane and is operated by the same
principle as the directional gyro. On some Seneca III, 28 Vdc installations, and Seneca IV installations, the
pilot and copilot's (if installed) ADI’s are King KI-256 Flight Director Attitude Indicators that combine air dri-
ven gyros with electrical pitch and roll inputs and outputs to the autopilot/flight director The gyroscopic
rotates in a horizontal plane and are operated by vacuum provided by engine driven pumps. 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 ADI is marked for difference degrees of bank.
34-20-00
Page 1
3F13
PIPER AIRCRAFT
PA-34-220T
2. Troubleshooting
CHART 3404. TROUBLESHOOTING ATTITUDE DEVIATION INDICATOR
0Trouble Cause Remedy
Bar fails to respond. Observe vacuum gauge If insufficient vacuum exist,

for insufficient vacuum. check pump and tubing.
Filter dirty. Clean or replace filter.
Bar fails to respond (continued). Defective instrument. Replace gyro instrument.
Bar does not settle. Insufficient vacuum. Check line and pump.
Adjust valve.
Incorrect instrument. Check part number.
Defective instrument. Replace.
Bar oscillates or shimmies Instrument loose in Tighten mounting screws.

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

turn. exceed 1/16 inch.
Instrument tumbles in Observe vacuum gauge If vacuum is low, reset

flight. for low vacuum. regulator.
Dirty filter. Clean or replace filter.
Line to filter restricted. Replace line.
Plug missing or loose Replace or tighten plug.

in instrument.
34-20-00
Page 2
3F14
PIPER AIRCRAFT
PA-34-220T
D. AIR DRIVEN HEADING INDICATOR (DIRECTIONAL GYRO)
1. General
Air driven heading indicators are standard equipment in Seneca III, 14 Vdc models, and are
offered as an option for installation on the copilot’s instrument panel on Seneca III, 28 Vdc models and
the Seneca IV.
The gyro stabilized heading indicator is a flight instrument incorporating an air driven gyro stabi-
lized 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 tends to continue pointing in the same direction, even
though the aircraft yaws, turns, pitches or rolls. This relative motion between the gyro and the instru-
ment case is shown on the instrument dial which is similar to a compass card. The gyroscopic heading
indicator has no sense of direction and must be set to the magnetic compass. The dial, when set to
agree with the airplane’s magnetic compass, provides a positive heading indication free from
acceleration/deceleration and turning errors. However, prececession forces applied to the gyro during
turns may cause the gyro to “drift”, and, upon completion of the turn, result in a difference in readings
between the directional gyro and the magnetic compass, necessitating resetting the gyro. Even while
maintaining a given heading, the gyro compass tends to precess (drift) due to internal friction, spin axis
error, air turbulence and airflow. Therefore, the gyro should be checked against the magnetic compass,
and reset as necessary, at least every 15 minutes. Maximum acceptable precession is 5° in 0:15 min-
utes.
Some heading indicators are limited to 55° of roll and pitch. Should these limits be exceeded, the
gyro will “tumble”. This is evidenced by a rapid spinning of the compass card. The gyro in a properly
operating instrument can be reerected, after returning to straight and level flight, by caging the gyro
and resetting it.
2. Troublshooting
CHART 3405. TROUBLESHOOTING HEADING (DIRECTIONAL GYRO) INDICATOR
Excess precession (drift) Setting error. Review paragraph titled

in either direction. AIR DRIVEN HEADING
INDICATOR above.
Defective instrument. Replace instrument.
High or low vacuum. If

vacuum is not correct,
check for the following:
a. Relief valve improperly a. Adjust.
adjusted.
b. Incorrect gauge reading. b. Replace gauge.
c. Pump failure. c. Repair or replace.
d. Vacuum line kinked or d. Check and repair. Check
leaking. for collapsed inner wall
of hose.
Card spins during turn. Gimbal limits of (55° bank or Recage gyro in level
pitch) exceeded. flight.
Card spins continuously. Defective mechanism. Replace.

34-20-00
Page 3
3F15
PIPER AIRCRAFT
PA-34-220T
E. HORIZONTAL SITUATION INDICATOR (HSI)
The King KCS 55A Horizontal Situation Indicator (HSI) is installed in the Seneca III, 28 Vdc and Seneca
IV model airplanes as standard equippment on the pilot’s instrument panel. When the optional King EHI-40
Flight Director is installed, the King ED-461 HSI is used.
Both the KCS 55A and ED-461 HSI’s receive heading information from a remote electrically operated KG
102A gyro installed in the tail section of the airplane. When operating normally, the gyro is slaved to the
Earth’s magnetic field by the KMT 112 Magnetic Slaving Transmitter installed in the left wing tip. Thus, the
remote KG 102A is continuously precessed to align itself with the Earth's magnetic field which, in effect,
enables the HSI to provide the pilot with gyro stabilized magnetic heading information.
In the event of erroneous input from the KMT 112, the KG 102A can be deslaved from the Earth’s
magnetic field by a switch located on the pilot’s instrument panel. Once deslaved, the gyro is subject to
precession. A second switch on the pilot’s instrument panel permits resetting the gyro by driving it electrically.
Maintenance of the HSI, and its related components, should be referred to an authorized avionics repair
shop.
F. MAGNETIC COMPASS
1. General
The magnetic compass is a self-contained instrument. The compass card is mounted on two magnets,
which tend to align themselves with the Earth’s magnetic field, permitting the compass to use Earth’s magnetic
north as a reference. Due to magnetic attractions created by nearby metal surfaces and the airplanes’s electrical
equipment, the compass magnets are frequently “pulled” away from magnetic north. Much of this error (not
all) can be removed by a procedure called swinging the compass (see Adjustment of Magnetic Compass). This
involves placing the airplane on a magnetic compass rose, and, using a brass screwdriver to adjust compensators
incorporated in the instrument, removing as much of the error as possible while on headings of north, south,
east and west. The remaining error is then noted on a compass correction (deviation) card for each 30° of
heading. The completed correction card is then placed in receptacle mounted on the instrument. The compass
should be swung whenever instruments or radios are changed and at least once a year. For night operations,
the instrument is internally lit. The light is powered by the airplanes’s instrument lighting circuit.
2. Troubleshooting
CHART 3406. TROUBLESHOOTING MAGNETIC COMPASS (SHEET 1 OF 2)
Excessive card error. Compass not properly Compensate instrument.

compensated.
External magnetic Locate magnetic interference

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

or broken jewel.
34-20-00
Page 4
3F16
PIPER AIRCRAFT
PA-34-220T
CHART 3406. TROUBLESHOOTING MAGNETIC COMPASS (SHEET 2 OF 2)
Card sluggish. (continued) Excessive pivot friction Replace instrument.

or broken jewel.
Liquid leakage. Loose bezel screws. Replace instrument.
Broken cover glass. Replace instrument.
Defective sealing Replace instrument.

gaskets.
Discolored markings. Age. Replace instrument.
Defective light. Burned out lamp or Check lamp or continuity

broken circuit. of wiring.
Card sticks. Altitude compensating Replace instrument.

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

when radio transmitter is
keyed.
3. Adjustment of Magnetic Compass

Before attempting to compensate compass place the aircraft in simulated flight conditions. Check
to see that the doors are closed, flaps in retracted position, engine running, throttle set at 1000 rpm or
low idle, and aircraft in level flight attitude. Aircraft master switch, alternator switch and all radio
switches should be in the ON position. All other cockpit controlled electrical switches should be in the
OFF position. Use a brass or other non-magnetic screwdriver to make adjustments to compensator
screws.
a. Place airplane on a magnetic compass rose designed and intended for adjusting magnetic
compasses.
b. Set adjustment screws of compensator on zero. Zero position of adjusting screws is when the dot
of the screw is lined up with the dot of the frame.
c. Align airplane with magnetic North heading on the compass rose. Adjust N-S adjustment screw
until compass reads exactly North.
d. Align airplane with magnetic East heading on the compass rose. Adjust E-W adjusting screw
until compass reads exactly East.
e. Align airplane with magnetic South heading and note error. Adjust N-S adjusting screw until
one-half of the error has been removed.
34-20-00
Page 5
3F17
PIPER AIRCRAFT
PA-34-220T
f. Align airplane with magnetic West heading and note error. Adjust E-W adjusting screw until one-
half of the error has been removed.
g. Align airplane with magnetic north. Note heading being indicated on magnetic compass (may not
be North) and enter on compass deviation (correction) card.
h. Align airplane with successive magnetic 30° headings, i. e., 030°, 060°, 090°, 120°, etc. Enter
actual compass reading on each heading on compass deviation (correction) card.
i. If deviations (difference between actual magnetic heading and what compass indicates on that par-
ticular heading) exceeds ± 10° on any heading:
(1) Check to be sure no magnetic metals are near compass (tools, flashlights, pocket knives,
wristwatches etc.)
(b) Check to be sure screwdriver being used to make adjustments is either fiber or non-magnetic
metal, such as brass.
j. When satisfied that errors in excess of 10° is fault of the instrument, replace instrument.
k. After installing new instrument, repeat steps 1 through 8.
G. TURN INDICATORS
1. General
Seneca III and Seneca IV airplanes are equipped with either turn and slip indicator(s) or turn
coordinator(s). The gyro in either one is electrically operated. The turn portion of both indicators
is a gyroscope, while a ball sealed in a curved glass tube filled with dampening fluid is used to maintain
coordinated flight. Both types work on the precession principle.
The gyro in the turn and slip indicator, which is the older style, is installed so that the needle
responds only to rate of yaw or rate turn. It has a vertical needle in the center of the dial mechanically
linked to the gyro. Unless the aircraft is turning or yawing, the needle will not move regardless of roll
rate. The greater the rate of turn (degree of heading change per second), the more the gyro is
precessed, resulting in greater needle deflection in the direction of turn.
The gyro in the turn coordinator is installed so that the indicator, mechanically linked to the gyro,
responds to both the rate of yaw or turn, and rate (not degree) of roll. With this indicator, if the aircraft
is rolled right and left rapidly, the indicator will move while the airplane is rolling, indicating the rate
(degrees per second) of roll. If the aircraft is then held in at a constant bank angle, and rudder is
applied to maintain heading (such as when “slipping”), the indicator will come back to zero rate,
indicating no roll or turn. Should the airplane be permitted to turn once a desired bank angle is
established, the indicator will remain deflected in the direction of the roll/turn, now indicating rate of
turn. Thus, by using the flight controls to keep the indicator on the appropriate turn index, will result
in the airplane becoming established in a coordinated, standard rate (3° per second) turn.
2. Trobleshooting
CHART 3407. TROUBLESHOOTING TURN INDICATOR

Pointer fails to Foreign matter lodged Replace instrument.
respond. in instrument.
Incorrect sensitivity. Out of calibration. Replace instrument.
34-20-00
Page 6
3F18
PIPER AIRCRAFT
PA-34-220T
CHART 3407. TROUBLESHOOTING TURN INDICATOR (continued)
Incorrect turn rate Out of calibration. Replace instrument.
Aircraft not in coordinated Center ball in turn.

turn. (Turn and slip indictor)
Ball sticky. Flap spot on ball. Replace instrument.
Ball not in center Instrument not level Level instrument.

when aircraft is in panel.
correctly trimmed.
Instrument will not No power to instrument. Check circuit and repair.
Instrument malfunction. Replace instrument.
THIS SPACE INTENTIONALY LEFT BLANK
34-20-00
Page 7
3F19
PIPER AIRCRAFT
PA-34-220T
GRID 3F20
3F20
CHAPTER
35
OXYGEN
3F21
PIPER AIRCRAFT
PA-34-220T
CHAPTER 35 - OXYGEN
CHAPTER
35-00-00 GENERAL 3F24

35-00-00 Description and Operation 3F24
Troubleshooting and Oxygen System 3G3
35-10-00 CREW/PASSENGER SYSTEMS 3G4
35-10-00 Fixed Oxygen System 3G4
35-10-00 Inspection and Maintenance 3G4
35-10-00 Cleaning and Purging of Oxygen System
Components 3G8
35-10-00 Swagelock Fitting Installations 3G9
35-10-00 Application of Teflon Tape Thread Sealant 3G11
35-10-00 Leak Tests 3G11
35-10-00 Oxygen System Component Handling 3G12
35-10-00 Removal of Oxygen Cylinder (S/NÕ 34-8133001
thru 34-8333129, 34-8433003 thru 34-8433009,
34-8433011,34-8433014 thru 34-8433024) 3G12
35-10-00 Removal of Oxygen Cylinder (Seneca III models,
s/nÕs 34-8433001, 34-8433002, 34-8433010,
34-8433012, 34-8433013, 34-8433025 and up,
and 3448001 thru 3448037, and Seneca IV
airplanes, s/nÕs 3448038) 3G12
35-10-00 Removal of Recharge Valve (S/NÕ 34-8133001 thru
34-8333129, 34-8433003 thru 34-8433009,
34-8433011, 34-8433014 thru 34-8433024) 3G14
35-10-00 Removal of Recharge Valve (Seneca III models,
s/nÕs 34-8433001, 34-8433002, 34-8433010,
34-8433012, 34-8433013, 34-8433025 and up,
and 3448001 thru 3448037, and Seneca IV air-
planes, s/nÕs 3448038) 3G15
35-10-00 Installation of Recharge Valve (S/NÕ 34-8133001
thru 34-8333129, 34-8433003 thru 34-8433009,
34-8433011, 34-8433014 thru 34-8433024) 3G16
35-10-00 Installation of Recharge Valve (Seneca III models,
s/nÕs 34-8433001, 34-8433002, 34-8433010,
34-8433012, 34-8433013, 34-8433025 and up,
and 3448001 thru 3448037, and Seneca IV
airplanes, s/nÕs 3448038) 3G17
35-10-00 Installation of Oxygen Cylinder (S/NÕ 34-8133001
thru 34-8333129, 34-8433003 thru 34-8433009,
34-8433011,34-8433014 thru 34-8433024) 3G17
35-10-00 Installation of Oxygen Cylinder (Seneca III
models, s/nÕs 34-8433001, 34-8433002,
34-8433010, 34-8433012, 34-8433013,
34-8433025 and up, and 3448001 thru 3448037,
and Seneca IV airplanes, s/nÕs 3448038) 3G17
35-10-00 Removal and Installation of Pressure Gauge
(Seneca III models 34-8133001 thru 34-8333129,
34-8433003 thru 34-8433009, 34-8433011,
34-8433014 thru 34-8433024) 3G18
35 - Cont./Effec.
Page 1
3F22
PIPER AIRCRAFT
PA-34-220T
CHAPTER 35 - OXYGEN
CHAPTER

(Seneca III models, s/nÕs 34-8433001,
34-8433002, 34-8433010, 34-8433012,
34-8433013, 34-8433025 and up, and
3448001 thru 3448037) 3G19
Seneca IV models, s/nÕs 3448038 and up) 3G20
35-10-00 Removal of Outlets (Seneca III models
34-8133001 thru 34-8333129, 34-8433003 thru
34-8433009, 34-8433011, 34-8433014 thru
34-8433024) 3G21
35-10-00 Removal of Outlets (Seneca III models,
s/nÕs 34-8433001, 34-8433002, 34-8433010,
34-8433012, 34-8433013, 34-8433025 and up,
and 3448001 thru 3448037) Seneca IV models,
s/nÕs 3448038 and up) 3G21
35-10-00 Installation of Outlets (Seneca III models
34-8133001 thru 34-8333129, 34-8433003 thru
34-8433009, 34-8433011, 34-8433014 thru
34-8433024) 3G21
35-10-00 Installation of Outlets (Seneca III models,
s/nÕs 34-8433001, 34-8433002, 34-8433010,
34-8433012, 34-8433013, 34-8433025 and up,
and 3448001 thru 3448037) Seneca IV models,
s/nÕs 3448038 and up 3G21
35-10-00 Removal and Installation of Oxygen ON/OFF Control
(Seneca III models 34-8133001 thru 34-8333129,
34-8433003 thru 34-8433009, 34-8433011,
34-8433014 thru 34-8433024) 3G22
(Seneca III models, s/nÕs 34-8433001,
34-8433002, 34-8433010, 34-8433012,
34-8433013, 34-8433025 and up, and
3448001 thru 3448037) 3G22
Seneca IV models, s/nÕs 3448038 and up) 3G23
35-10-00 Refilling Oxygen System 3G24
35-10-00 Portable Oxygen System (Seneca III Models Only) 3H2
35-10-00 Removal of Oxygen Unit(s) 3H2
35-10-00 Inspection and Overhaul Time 3H2
35-10-00 Testing for Leaks 3H2
35-10-00 Maintenance 3H3
35-10-00 Removal of Outlets 3H3
35-10-00 Installation of Outlets 3H3
35-10-00 Purging Oxygen Systems 3H4
35-10-00 Cleaning of Face Masks 3H4
35 - Cont./Effec.
Page 2
3F23
PIPER AIRCRAFT
PA-34-220T
GENERAL
The purpose of the following information is to provide supplemental information for the servicing of the
oxygen systems. Major repairs to the oxygen systems should be accomplished by an approved shop.
When refilling any oxygen cylinder make sure to use only aviation breathing oxygen as specified in MIL-
O-27210C. The moisture content of aviation oxygen cannot exceed 0.005 milligrams of water vapor per liter
of gas at 70°F (21°C) and 29.92 inches of mercury (760 mm Hg.).

Fixed or portable oxygen systems are available for the Seneca III. Only a fixed oxygen system is available
for the Seneca IV. The major components for the fixed or portable oxygen systems are manufactured by Scott
Aviation. It is therefore recommended that Scott Aviation, as well as Piper Customer Services, be contacted
for any required information not covered herein.
The fixed oxygen system uses a 3AA1800, 63 cu. ft. cylinder. The cylinder is installed in the aft section of
Seneca III airplanes, s/n’s 34-8133001 thru 34-8333129, 34-8433003 thru 34-8433009, 34-8433011 ,
34-8433014 thru 34-8433024. The cylinder is connected to an external fill valve mounted to the left side of
the fuselage, aft of the fuselage Bulkhead Station 222.437. The manifold for the outlets is arranged with the
tank feed line attached to a tee fitting on the right rear passenger's outlet, and from where the other outlets are
fed. See Figure 35-1 (Sheet 1 of 3). ON-OFF push-pull control is provided by a knob on the overhead panel,
to the left of the fresh air duct control. A gauge for displaying tank pressure is mounted in the overhead duct
behind the passengers, and is illuminated by post light.
The fixed oxygen system cylinder on Seneca III models, s/n’s 34-8433001, 34-8433002, 34-8433010,
34-8433012, 34-8433013, 34-8433025 and up, and 3448001 thru 3448037, and Seneca IV airplanes, s/n’s
3448038 and up, is installed in the left side nose section aft of the closeout panel at station 31.04. On Seneca
III models, an ON-OFF push-pull control knob, and a gauge for displaying tank pressure, is mounted on the
copilots instrument panel above the glove box or flight instruments. See Figure 35-1 (Sheet 2 of 3).
The ON-OFF push-pull control knob and pressure gauge on Seneca IV models are installed on the pilot’s
instrument panel below, and slightly to the right of, the control wheel. See Figure 35-1 (Sheet 3 of 3).
On both the Seneca III models with cylinders installed in the nose section, and on Seneca IV models, the
low pressure feed for the outlets is arranged with the tank feed line entering the right side of the cabin at
approximately Station 53.6, from where it is routed behind the right front window trim cover, windshield trim
cover and overhead cover panel, and attached to tee fittings on the right side of each outlet from where the left
outlets are also fed. See Figure 35-1 (Sheet 2of 3 and Sheet 3 of 3).
The portable oxygen system, available only on Seneca III models, is made up of two Scott units each having
a 22 cu. ft. capacity 3AA1800 cylinder. Each tank is incorporated in a case which utilizes a dual manifold,
permitting four masks to be used (per unit) with dual connectors at each outlet.
— WARNING —
DO NOT USE GREASE OR ANY TYPE OF GREASE FITTING

ON ANY OXYGEN SYSTEM. WHEN WORKING WITH AN
OXYGEN SYSTEM MAKE SURE HANDS, CLOTHING,
TOOLS AND IMMEDIATE AREA ARE FREE OF GREASE.
35-00-00
Page 1
3F24
PIPER AIRCRAFT
PA-34-220T
DESCRIPTION AND OPERATION (continued)
— NOTE —
Oxygen cylinders are identified by the ICC or DOT identifica-
tion stamped on the cylinder. The standard weight cylinder
(ICC or DOT 3AA1800) must be hydrostatically tested every 5
years. The month and year of the last test is stamped beneath
the ICC/DOT identification.
1 2 3 4 5 6
7 8
1. ON-OFF CONTROL
2. OXYGEN OUTLET
3. LOW PRESSURE OXYGEN LINE
4. PRESSURE GAUGE
5. HIGH PRESSURE OXYGEN LINE
6. OXYGEN BOTTLE
7. REGULATOR VALVE
8. FILLER VALVE
Figure 35-1. Fixed Oxygen System Installation (Sheet 1 of 3)

S/N’s 34-8133001 thru 34-8333129, 34-8433003 thru 34-8433009, 34-8433011, 34-8433014 thru 34-8433024
35-00-00
Page 2
3G1
PIPER AIRCRAFT
PA-34-220T
6
5
3 1. OXYGEN BOTTLE (LOCATED IN NOSE

SECTION)
2 2. REGULATOR VALVE
3. HIGH PRESSURE OXYGEN LINE
4. PRESSURE GAUGE
1 5. ON - OFF CONTROL
7. OXYGEN OUTLETS
8. EXTERNAL FILLER VALVE
8
S/N’s 34-8433001, 34-8433002, 34-8433010, 34-8433012, 34-8433013, 34-8433025 and up, and 3448001 thru
3448037
5 4 3
1. OXYGEN BOTTLE (LOCATED IN
NOSE SECTION)
2. ON - OFF CONTROL
3. PRESSURE GAUGE
1 2 4. HIGH PRESSURE OXYGEN LINE
5. REGULATOR VALVE
7. OXYGEN OUTLETS
8. EXTERNAL FILLER VALVE
8
S/N’s 3448038 and up
35-00-00
Page 3
3G2
PIPER AIRCRAFT
PA-34-220T
TROUBLESHOOTING OXYGEN SYSTEM
CHART 3501. TROUBLESHOOTING OXYGEN SYSTEM
No indication of pressure Cylinder empty or leak in Charge system and check

on pressure gauge. system has exhausted pressure. for leak. 1
Purge, charge, and check

system for leaks. 2
Pressure gauge or regulator Return unit to manufacturer

defective. or take to approved shop. 1
Replace gauge. 2
Pressure indication normal Oxygen cylinder regulator Return unit to manufacturer

but no oxygen flowing. assembly defective. or take to approved shop. 1
Remove tank and have

regulator removed. 2
Offensive odors in oxygen. Cylinder pressure below 50 psi. Purge the oxygen system.
Foreign matter has entered the
system during previous servicing.
NOTES:
1 Portable system only.
2 Fixed system only.
35-00-00
Page 4
3G3
PIPER AIRCRAFT
PA-34-220T
CREW/PASSENGER SYSTEMS
— CAUTION —
DO NOT ATTEMPT TO TIGHTEN ANY CONNECTIONS

WHILE THE SYSTEM IS CHARGED.
— CAUTION —
BOTTLES WHICH HAVE BEEN EVACUATED TO 200 PSI

FOR A SIGNIFICANT LENGTH OF TIME, OR THOSE
THAT DO NOT PRODUCE AN AUDIBLE HISSING SOUND
WHEN THE VA LVE IS CRACKED, SHOULD BE
REMOVED AND HYDROSTAT I C A L LY TESTED. IF
EITHER OF THESE CONDITIONS HAS EXISTED FOR A
SIGNIFICANT LENGTH OF TIME IT IS ALSO RECOM-
MENDED THAT THE SYSTEM BE PURGED.
— CAUTION —
MAKE SURE THERE IS NO OIL, GREASE, HYDRAULIC

FLUID, OR FUEL IN THE VICINITY OF ANY FITTINGS
BEING SERVICED.
— CAUTION —
DO NOT USE THREAD LUBRICANTS OF ANY KIND.

U S E TEFLON TAPE (3M NO. 48) ON TAPERED PIPE
THREADS, WITHOUT TAPE EXTENDING BEYOND THE
FIRST THREAD. REFER TO AFFECTIVE INFORMATION
IN THIS CHAPTER.
— CAUTION —
BEFORE WORKING WITH THE SYSTEM, MAKE SURE

AIRCRAFT IS ELECTRICALLY GROUNDED AND YOUR
HANDS TOOLS, AND CLOTHES ARE FREE OF OIL,
GREASE AND DIRT.
FIXED OXYGEN SYSTEM

INSPECTION AND MAINTENANCE
Due to the nature of the process used to test compressed gas tanks, servicing and hydrostatic tests must be
conducted by a DOT or manufacturer (Scott Aviation) approved shop. The following material gives recom-
mended inspection and maintenance information for the various parts of the oxygen systems.
35-10-00
Page 1
3G4
PIPER AIRCRAFT
PA-34-220T
INSPECTION AND MAINTENANCE (continued)
— NOTE —
Oxygen cylinders are identified by the ICC or DOT identification

stamped on the cylinder. The standard cylinder weight (ICC or
DOT 3AA1800) must be hydrostatically tested at the end of each 5
year period. Lightweight cylinders (ICC or DOT 3HT 1850) must
be tested every 3 years and be replaced after 4380 refills or 24
years, whichever comes first. The month and year of the last test
should be stamped on the cylinder beneath the ICC, DOT
identification.
1. Check the outlets for leakage both in the use and non-use condition and for leakage around an inserted
connector. For leak testing information, refer to the appropriate subject in this chapter.
2. Check the high pressure gauge for accuracy by comparing its indicated pressure with that of a gauge of
known accuracy connected to the fill port.
3. Inspect tank for dents, bulges, corrosion, and major strap chaffing marks. Should any of these problems
exist, the tank should be removed and hydrostatically tested.
4. An operational check of the regulator can be accomplished as follows: (Refer to Figure 35-2.)
a. Using an 18 inches (45.72 cm) long hose having a 1/4 in. (0.635cm) I.D. x 1/2 in. (1.27cm) O.D.,
attach a Scott Aviation 8570-00 plug-in to a sensitive pressure gauge having a range of 0 to 100
psi. Connect the apparatus to the pilot's outlet in the overhead panel.
b. Using a second 18 inches long hose having a 1/4 in. (0.635cm) I.D. x 1/2 in. (1.27cm) O.D.,
attach a Scott Aviation 8570-00 plug-in to a pneumatic flow apparatus of having a range of 0-5
liters per minute. Connect the flow apparatus to the copilot's outlet.
c. Insert a Scott plug-in in each of the other outlets and pull the oxygen control knob to the on position.
The pressure and flow at sea level should be 55 to 80 psi and 3.3 to 5.3 liters per minute respectively.
d. There should be no external leakage anywhere on the regulator when it is turned off. All fittings
should be leak free.
5. Check airframe logbook for last maintenance on oxygen system and perform as required per Chart
3502.
6. Test the oxygen for odor. Pure oxygen is odorless and tasteless. Any system having a significant odor
present in the gas should be purged and the bottle replaced or removed and purged.
7. Any fittings, connectors, and tubes which have imperfect threads, pitted or disfigured cones, or other
damage should be replaced.
— CAUTION —
OXYGEN TUBES MUST NOT BE CLAMPED TO, OR SUP-

P O RTED BY ELECTRICAL WIRE BUNDLES,
HYDRAULIC, PNEUMATIC OR OTHER LINES.
8. Check plumbing for kinking, cracks, gouges, dents, deep scratches, or other damage. Replace as
necessary.
35-10-00
Page 2
3G5
PIPER AIRCRAFT
PA-34-220T
1. PLUG - IN (SCOTT AVIATION P/N 8570)

2. HOSE (1/4" I. D. X 1/2" O. D. X 18" LONG 4
3. 0 - 100 PSI PRESSURE GAUGE (ACCURARY +2%) 3
4. MASS FLOW GAUGE (0 - 5 LITERS/MIN.)
2
1 FLOW TEST APPARATUS
PRESSURE TEST APPARATUS
1 2
Figure 35-2. Test Apparatus For Testing Oxygen System

9. Make sure to check the oxygen lines for proper clearance as follows: (Refer to Figure 35-3.)
a. Two inch minimum between oxygen tubes and all flexible moving parts of the aircraft (flexible
control cables, etc.). If enough space cannot be attained, protection from abrasion must be pro-
vided.
b. At least 1/2 inch minimum between oxygen tubes and all rigid moving parts of the aircraft such as
levers and rigid control rods.
c. Six inch minimum separation between oxygen tubes and hydraulic, fuel and electrical system
lines and components.
(1) When the six inch requirement cannot be complied with, one inch is allowed as long as elec-
trical cables and other lines are supported at least every two inches; and, the oxygen tube(s)
is protected by rubber neoprene hose fastened in place with cable ties at the location the spe-
cific item crosses or is near the oxygen tube(s). If an item is near the oxygen tube for a cer-
tain distance the oxygen tube for that distance must be covered.
d. A minimum of 1/8 inch between tubing and structure adjoining the supporting clamp as shown in
Figure 35-3, Sketch A.
e. Where a tube passes through a grommet, the tube must not bear on the grommet in any way that
might cause cutting of the grommet in service as shown in Figure 35-3, Sketch D.
f. While in service, items may receive vibrations causing them to come in contact with other parts of
the aircraft. With this in mind, low pressure tubing that is supported well enough to prevent rela-
tive motion must have at least a minimum clearance of 1/8 inch from a projection (bolt, nut, etc).
Low pressure tubing that cannot be supported well enough to prevent motion must have a mini-
mum clearance of 1/8 inch allowed after the maximum travel of the tube. High pressure lines are
affected similarly but require 1/2 inch minimum clearances. (Refer to Figure 35-3, Sketch B.)
35-10-00
Page 3
3G6
PIPER AIRCRAFT
PA-34-220T
1/8 MIN.
1/8 MIN.
1/8 MIN.
SKETCH A SKETCH B
GROMMET
CORRECT INCORRECT
NEOPRENE HOSE MAY BE SLIT

TO FIT COVER TUBING.
SECURE WITH MS3367 CABLE
TIES. POSITION SLIT AWAY SKETCH D
FROM WIRES, ETC.
SLIT HOSE
CLAMP WIRE BUNDLE

EVERY 2" AT CROSS - OVERS
2"
SKETCH C
Figure 35-3. Oxygen Tubing Installation

35-10-00
Page 4
3G7
PIPER AIRCRAFT
PA-34-220T
10. Perform any other required maintenance as directed in AC43.13-1A, Chapter 8.
11. Clean components as necessary per the following subject-paragraph.
CLEANING AND PURGING OF OXYGEN SYSTEM COMPONENTS.
— CAUTION —
CARE MUST BE EXERCISED TO PREVENT

CONTAMINATION OF COMPONENTS BY OIL, GREASE,
WATER, OR FOREIGN MATTER. COMPRESSED AIR
USED IN CLEANING AND FLUSHING TUBES MUST BE
CLEAN, DRY, FILTERED (OIL FREE) AIR ONLY.
Three methods are recommended for cleaning oxygen system components:
1. Method I.
a. Vapor degrease part(s) with trichlorethylene.
b. Blow part(s) dry with a stream of compressed air or dry nitrogen. Refer to previous caution.
2. Method II.
a. For tubing, flush with naptha per specification TT-N-95.
b. Blow clean and dry off all solvent with clean, dry, filtered air. Refer to previous caution.
c. Flush with isopropyl alcohol.
d. Rinse thoroughly with fresh water.
e. Dry with air as described in previous caution or by heating at a temperature of 250° to 300°F for
one-half hour.
— NOTE —
Solvents can be reused provided they do not become badly contam-

inated with oil. This condition can be determined by thoroughly
evaporating 100 millimeters of the liquid in a glass dish of a deter-
mined weight. Evaporation may be accomplished by heating the
dish at 200°F (93°C) for one-half hour. If after evaporation and
cool down, the residue exceeds 100 milligrams in weight, the sol-
vent cannot be used for this purpose.
3. Method III.
a. Flush with hot inhibited alkaline cleaner until free from oil and grease.
b. Rinse thoroughly with fresh water.
c. Dry thoroughly with a stream of clean air as described in the previous caution or by heating 250°F
to 300°F (121°C to 149°C) for one-half hour minimum.
35-10-00
Page 5
3G8
PIPER AIRCRAFT
PA-34-220T
CLEANING AND PURGING OF OXYGEN SYSTEM COMPONENTS. (continued)
— CAUTION —
DO NOT USE ADHESIVE TAPE FOR AT TACHING OR

SECURING PROTECTIVE COVERINGS ON OXYGEN
C O MP O N E N T S. USE WAXED LACING TWINE OR TIE
RAPS.
4. After cleaning, all tubing must be protected by caps, plugs and/or plastic bags.
5. Before installation, make sure fitting, tube, and fixture threads are in good condition and that the cones
do not exhibit pitting or disfigurement.
SWAGELOC FITTING INSTALLATION. (Refer to Figure 35-4)
— NOTE —
The high pressure line fitting at the regulator should be tightened

until it bottoms. Make sure to use teflon tape on all male pipe
threads.
1. For swageloc fittings not preswaged or for in-aircraft installation, proceed as follows:
a. Turn the fitting nut onto the fitting finger tight and insert the tube until it bottoms firmly on the
shoulder in the fitting.
b. Tighten the nut with a wrench until the tube will not turn by hand.
c. Mark the nut at the six o'clock position.
d. Hold the fitting body steady with a backup wrench and tighten as follows:
(1) On tubing with a diameter bigger than 3/16 inch, tighten 1 1/4 turns (to the nine o'clock
position).
(2) On tubing of 1/16, 1/8, and 3/16 inch diameter, tighten only 3/4 turn.
e. If nut and tube must be disconnected from the fitting, reconnect by seating the tube on the shoulder
of the fitting and tightening the nut finger tight. Follow up by tightening the nut with a wrench,
one quarter turn (if absolutely necessary the original 1 1/4 or 3/4 tight position) and then snug
with wrench.
2. Preswaged swageloc fittings are fabricated and installed as follows:
a. Assembly the nut and ferrules finger tight on the preswaging tool and insert the tube until it firmly
bottoms on the shoulder in the tool. The preswaging tool can be attained from Crawford Fitting
Company, refer to List of Consumable Materials in Chapter 91.
b. Tighten the nut on the fitting just enough that the tube within the fitting will not turn by hand.
c. With a wrench, tighten the nut as follows:
(1) On tubing with diameters over 3/16 inch, tighten 1 1/4 turns.
(2) On tubing with 1/16, 1/8, or 3/16 inch diameter, tighten 3/4 of a turn.
d. Unscrew the nut to release the ferrule-tube assembly from the tool.
e. The assembly is installed on the fitting as follows:
(1) Slide tube in fitting until it bottoms, turn nut to finger tight position and tighten one quarter
turn with wrench.
(2) Snug slightly with wrench.
35-10-00
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3G9
PIPER AIRCRAFT
PA-34-220T
STEP 1
TURN THE FITTING NUT ONTO THE FITTING FINGER

TIGHT AND INSERT THE TUBE UNTILL IT BOTTOMS
FIRMLY ON THE SHOULDER IN THE FITTING
12
11 1
STEP 2 2
10
MARK THE NUT AT THE SIX O' CLOCK POSITION 3
9
8 4
7 5
6
12 1
11
STEP 3
2
10
HOLD THE FITTING WITH A WRENCH AND TIGHTEN
9 3 THE FITTING NUT AS FOLLOWS:
A. TUBING WITH A DIAMETER GREATER THAN
8 3/16 INCH SHALL BE TIGHTENED 1 - 1/4 TURNS
4
(THE NINE O' CLOCK POSITION)
7 5 B. TUBING WITH A DIAMETER OF 1/16, 1/8, OR
6 3/16 INCH SHALL BE TIGHTENED ONLY 3/4 TURN.
Figure 35-4. Installation of Swageloc Fittings

35-10-00
Page 7
3G10
PIPER AIRCRAFT
PA-34-220T
APPLICATION OF TEFLON TAPE THREAD SEALANT.
All male pipe (tapered) threads of the oxygen system should be sealed with 3M No. 48 teflon tape. Teflon
tape should not be used on straight threads. Do not use any other lubricants in place of the teflon or on any
other threads.
1. Wrap tape on the threads, starting with those farthest from the opening, in the direction of the thread
spiral. Circle the threads, making sure that each side of the tape has a slight overlap.
2. Wrap the tape such that it does not extend beyond the last thread on the fitting at the opening. The
tape should then be pulled till it separates. Do not cut tape, it will not stick properly.
CHART 3502. FIXED OXYGEN SYSTEM COMPONENT LIMITS
Parts Inspection Overhaul
Regulator 300 Flight Hours 5 Years
Pressure Gauge 300 Flight Hours Replace on Condition
High Pressure Lines 300 Flight Hours Replace on Condition
Low Pressure Lines 300 Flight Hours Replace on Condition
Outlets 300 Flight Hours Every 5 Years 1
External Recharge Valve Each Use Every 5 Years 2
Masks Each Use Replace as Necessary
1 On condition, replace the rubber components in the assembly or replace assembly.
2 If the screen in front of valve is dirty, replace valve. Valve replacement is recommended for every 5 years.
LEAK TESTS.
Solutions recommended for leak testing are Leak-Tec Formula #16-OX and is available from Scott
Aviation. Refer to the List of Consumable Materials for consumer information.
1. Remove the royalite covers in the baggage compartment and, with oxygen system turned off, disconnect
the low pressure supply line and connect it to a regulated cylinder charged with dry nitrogen.
— NOTE —
Whenever a leak check is performed, all fitting connections as well

as other questionable areas, should be inspected.
2. Apply the leak detector solution to the test surface and watch for indication of leakage.
3. Large leaks will produce bubbles immediately, but small leaks will form a white foam in 5 to 60 seconds.
4. With outlets vacated of masks, connect a test pressure gauge to the copilot's outlet as described in the
subject paragraph on Inspection and Maintenance, see Figure 35-2.
5. Adjust the regulator on the dry nitrogen cylinder for 100 psi and check for leakage at the outlets.
6. Correct any leaks and wipe off excess leak detector solution.
7. Close the valve on the nitrogen gas tank and insert a Scott plug-in to relieve system pressure.
8. Disconnect test gauge, plug-in, and nitrogen tank.
9. If the oxygen cylinder is not to be hooked up or installed immediately, cap and cover the exposed
fittings with new clean plastic bags. Temporarily support lines as needed to prevent damage. Make
sure caps and coverings are as clean as possible.
35-10-00
Page 8
3G11
PIPER AIRCRAFT
PA-34-220T
OXYGEN SYSTEM COMPONENT HANDLING
Keeping in mind the effect of compressed oxygen on materials, oxygen system components must be
handled carefully. Ports on regulators, indicators, and other opened components must also be kept capped or
plugged to prevent ingestion of foreign material. Adjustments or modifications should only be initiated under
the auspices of the FAA, Piper, or Scott Aviation.
REMOVAL OF OXYGEN CYLINDER (S/N’ 34-8133001 thru 34-8333129, 34-8433003 thru 34-84 3 3 0 0 9 ,
34-8433011, 34-8433014 thru 34-8433024) (Refer to Figure 35-5.)
— NOTE —
Replacement time for the recharge valve is every 5 years. If the

cylinder is being removed for the 5 year test, it is recommended the
valve be removed and/or replaced at the same time.
The oxygen bottle, located behind the finished bulkhead in the baggage compartment, is secured to a
removable shelf mounted to each side of the fuselage. The tank is mounted such that the regulator-control
valve is on the left side of the aircraft, the same side as the recharge valve. A shroud covers the regulator end
of the bottle to prevent leaks, should any develop, from filling the aircraft with oxygen. With this in mind, a
vent tube interconnects the shroud with the recharge valve fixture permitting any oxygen to vent overboard.
1. Remove the screws attaching the finished bulkhead to the fuselage bulkhead and remove the finished
bulkhead.
2. It is recommended that when working in the rear of the aircraft, an appropriate tail stand be properly
attached to the tail.
3. With the immediate area clear of flammables (grease, hydraulic fluid, fuel), and oxygen system off,
connect a mask of tube to an outlet to exhaust any pressure in the system.
4. Remove the screws and loosen the clamps securing the shroud to the cylinder and regulator-control
valve.
5. Remove the spring clamp securing the vent tube to the cylinder shroud and disconnect the tube.
6. Carefully separate the shroud along the high pressure lines.
7. The high pressure fitting on the regulator-control valve incorporates a valve that opens only when a
line is connected with it. With this in mind, carefully unscrew the high pressure line until the pressure
decreases, and then remove the line. Disconnect low pressure lines as well.
8. Loosen and open the clamps securing the bottle to the shelf. Carefully move the bottle in such a way
that fair access can be made to control mechanism.
9. Disconnect the control cable. Be careful not to kink the cable.
10. Remove the tank from aircraft being careful not to damage the regulator-control valve.
REMOVAL OF OXYGEN CYLINDER (Seneca III models, s/n’s 34-8433001, 34-8433002, 34-8433010,
34-8433012, 34-8433013, 34-8433025 and up, and 3448001 thru 3448037, and Seneca IV airplanes,
s/n’s 3448038) (Refer to Figure 35-6.)
— NOTE —
Replacement time for the recharge valve is every 5 years. If the

cylinder is being removed for the 5 year test, it is recommended the
valve be removed and/or replaced at the same time.
35-10-00
Page 9
3G12
PIPER AIRCRAFT
PA-34-220T
8 5
6
1. REGULATOR VALVE
2. OXYGEN CYLINDER
3. SHROUD CLAMP
4. SHROUD CLAMP
5. SHROUD
6. CONTROL CABLE
7. LOW PRESSURE
8. HIGH PRESSURE
9. OXYGEN CYLINDER CLAMP
1 2 3 9
7
Figure 35-5. Oxygen Cylinder and Regulator Assembly

(S/N’s 34-8133001 thru 34-8333129, 34-8433003 thru 34-8433009, 34-8433011, 34-8433014 thru 34-8433024)
REMOVAL OF OXYGEN CYLINDER (Seneca III models, s/n’s 34-8433001, 34-8433002, 3 4 -8433010,
s/n’s 3448038) (Refer to Figure 35-6.) (continued)
1. From inside of of forward baggage compartment:
a. Remove hydraulic reservoir cover located in rear top center of compartment by removing four
attachment screws.
b. Remove left rear closeout panel by removing 11 remaining attachment screws.
2. Disconnect control cable from cylinder by removing screw from cable support bracket and cotter pin
attaching cable to cylinder.
— CAUTION —
Opening control valve during removal of oxygen low pressure
line from cylinder will result in an unchecked flow of oxygen
into baggage compartment until valve can be closed.
3. Safety valve on cylinder in the OFF position.
4. Disconnect low pressure line from cylinder. Cap line immediately after removal.
— NOTE —
Continuous pressure is applied to high pressure line until it is
disconnected from cylinder. A check valve will close when high
pressure line is disconnected from cylinder. The closing of this
valve is frequently accompanied by a loud popping sound.
35-10-00
Page 10
3G13
PIPER AIRCRAFT
PA-34-220T
REMOVAL OF OXYGEN CYLINDER (Seneca III models, s/n’s 34-8433001, 34-8433002, 3 4 -8433010,
s/n’s 3448038) (Refer to Figure 35-6.) (continued)
5. Disconnect high pressure fitting at the cylinder valve. Cap line immediately after removal.
6. Remove two filler valve clamps and two cylinder hold down clamps.
7. Remove cylinder from airplane.
5
2 3
1. FILLER VALVE BRACKETS
1 6 2. REGULATOR VALVE
3. LOW PRESSURE LINE
7 4. ON – OFF VALVE CABLE
5. HIGH PRESSURE LINE (TO GAU GE)
8 6. FILLER LINE/GAUGE LINE “T”
7. ON – OFF LEVER
8. FILLER LINE
12 9. FILLER VALVE MOUNTING BRACKET
10. FILLER VALVE
11. CYLINDER SUPPORT BRACKETS
12. OXYGEN CYLINDER
9
11
10
Figure 35-6 Oxygen Cylinder and Regulator Valve

(Seneca III models, s/n’s 34-8433001, 34-8433002, 3 4 -8433010, 34-8433012, 34-8433013, 34-8433025
and up, and 3448001 thru 3448037, and Seneca IV airplanes, s/n’s 3448038 and up.)
REMOVAL OF RECHARGE VALVE (S/N’s 34-8133001 thru 34-8333129, 34-8433003 thru 34-8 4 3 3 0 0 9 ,
3 4 - 8 4 3 3 0 11, 34-8433014 thru 34-8433024) (Refer to Figure 35-7.)
The recharge valve is located on the left rear side of the aircraft and is covered by its own access door.
The valve is interconnected with the gauge line as well as the regulator-control valve and is constantly under
cylinder pressure as long as the high pressure line is attached to the regulator.
— NOTE —
The recommended service life for the recharge valve is 5 years and
the oxygen cylinder must be hydrostatically tested every 5 years.
With these circumstances in mind it is recommended that the
r e c h a rge valve be removed and replaced when the cylinder is
removed for service.
1. Due to the location of the recharge valve it is necessary to remove the oxygen cylinder. For ease of
removal it is recommended that the cylinder shelf also be removed.
35-10-00
Page 11
3G14
PIPER AIRCRAFT
PA-34-220T
REMOVAL OF RECHARGE VALVE (S/N’s 34-8133001 thru 34-8333129, 34-8433003 thru 34-8 4 3 3 0 0 9 ,
3 4 - 8 4 3 3 0 11, 34-8433014 thru 34-8433024) (Refer to Figure 35-7.) (continued)
2. Remove the screws that secure the recharge valve protective shroud to the valve mounting dish and
slide the shroud back over the high pressure line.
3. Unscrew the high pressure line fitting from the recharge valve and with somebody turning the screw
from outside the aircraft, backup the nut to remove the valve.
2 7
5
4
3
1. VENT TUBE
2. RECHARGE VALVE SHROUD
3. RECHARGE VALVE ASSEMBLY
4. RUBBER GROMMET
5. RECHARGE VALVE ACCESS 6
6. DISH ASSEMBLY
7. HIGH PRESSURE LINE
Figure 35-7. Oxygen System Recharge Valve Installation

(S/N’s 34-8133001 thru 34-8333129, 34-8433003 thru 34-8433009, 34-8433011, 34-8433014 thru 34-8433024
REMOVAL OF RECHARGE VALVE (Seneca III models, s/n’s 34-8433001, 34-8433002, 34-8433010,
3 4 -8433012, 34-8433013, 34-8433025 and up, and 3448001 thru 3448037, and Seneca IV airplanes,
s/n’s 3448038) (Refer to Figure 35-8)
attachment screws.
b. Remove left rear closeout panel by removing 11 remaining attachment screws.
— NOTE —
Continuous pressure is applied to high pressure line until it is
disconnected from cylinder. A check valve will close when high
pressure line is disconnected from cylinder. The closing of this
valve is frequently accompanied by a loud popping sound.
2. Disconnect the high pressure fitting at the tank valve. Cap the line immediately after removal.
35-10-00
Page 12
3G15
PIPER AIRCRAFT
PA-34-220T
REMOVAL OF RECHARGE VALVE (Seneca III models, s/n’s 34-8433001, 34-8433002, 34-8433010,
3 4 -8433012, 34-8433013, 34-8433025 and up, and 3448001 thru 3448037, and Seneca IV airplanes,
s/n’s 3448038) (Refer to Figure 35-8) (continued)
3. Disconnect high pressure line fitting from recharge valve. Cap line immediately after removal.
4. Remove three screws from refill valve mounting plate.
5. Remove valve from airplane.
3 4 5 6 7
2
1
1. MOUNTING PLATE ATTACHMENT SCREWS

2. MOUNTING PLATE
3. MOUNTING BRACKET
4. CHARGING VALVE ASSEMBLY
5. FEMALE CONNECTOR (UNION)
6. HIGH PRESSURE LINE CONNECTION
7. HIGH PRESSURE LINE TO CYLINDER/
PRESURE GAUGE “T” CONNECTOR
Figure 35-8. Oxygen System Recharge Valve Installation

(Seneca III models, s/n’s 34-8433001, 34-8433002, 34-8433010, 3 4 -8433012, 34-8433013, 34-8433025 and
up, and 3448001 thru 3448037, and Seneca IV airplanes, s/n’s 3448038)
I N S TA L L ATION OF RECHARGE VA LVE (34-8133001 thru 34-8333129, 34-8433003 thru

3 4 -8433009, 34-8433011, 34-8433014 thru 34-8433024).
1. Insert the valve through the aperture in the mounting cup and align the bolt holes.
2. With the safety chain and information plate mounting washer aligned at one of the holes, install the
mounting bolts.
3. Apply teflon tape to male threads as explained earlier in this section.
4. Reconnect the high pressure line to the valve and torque the fitting 30 to 50 inch-pounds.
5. Install the valve protective shroud.
35-10-00
Page 13
3G16
PIPER AIRCRAFT
PA-34-220T
INSTALLATION OF RECHARGE VALVE Seneca III models, s/n’s 34-8433001, 34-8433002, 34-
8433010, 3 4 -8433012, 34-8433013, 34-8433025 and up, and 3448001 thru 3448037, and Seneca IV
airplanes, s/n’s 3448038) (Refer to Figure 35-8)
— NOTE —
Apply teflon tape to all tapered male threads as cautioned on
page 1 of this section.
1. Insert valve assembly into mounting bracket.

2. Align screw holes in valve mounting plate with those in mounting bracket.
3. Install the three mounting screws. Attach cap chain, with information plate attached, to bottom screw.
— CAUTION —
Connect high pressure line to valve before connecting to cylinder.
4. Connect high pressure line to valve.

5. Connect high pressure to cylinder. Torque fitting 30 to 50 inch-pounds.
6. Check all connections that had been separated for leaks.
7. Install close out panels.
INSTALLATION OF OXYGEN CYLINDER (34-8133001 thru 34-8333129, 34-8433003 thru 34-

8433009, 34-8433011, 34-8433014 thru 34-8433024)
1. Before mounting the cylinder to the shelf, connect the control cable to the control valve-regulator. If
the shelf has been removed reinstall it before continuing. Install teflon tape per prior instructions in
this chapter.
2. Position cylinder on shelf and install the pressure lines. Insert tubing into fitting until ferrule seats in
fitting. Tighten the nut by hand and then one quarter turn with a wrench. If fitting is relatively new
the nut might be turned 3/4 of a turn. Follow up by snugging the nut slightly with a wrench.
3. Install the cylinder protective shroud and tighten the clamps securing it to the tank and valve.
4. Secure the cylinder to the shelf by connecting and tightening the clamps.
5. If vent tube has been disconnected from the shroud make sure it is firmly attached to both the cylinder
and valve shrouds.
6. Make sure all seals are properly in place in the cylinder shroud. Make sure the MS35489-35 seal is in
the bottom of the shroud where the low pressure line comes through. The two seals where the high
pressure lines go into the shroud are MS35489-2 grommet seals.
7. Check pressure and refill bottle as necessary.
8. Inspect for leaks, especially at fittings that have been separated.
INSTALLATION OF OXYGEN CYLINDER (Seneca III models, s/n’s 34-8433001, 34-8433002,

3 4 -8433010, 34-8433012, 34-8433013, 34-8433025 and up, and 3448001 thru 3448037, and Seneca
IV airplanes, s/n’s 3448038) (Refer to Figure 35-6.)
1. Position cylinder in airplane as shown in Figure 35-6. Check to be sure that regulator and valve are
free to move and do not contact surrounding area.
2. Install two cylinder hold down clamps.
3. Install two filler valve hold down brackets clamps.
35-10-00
Page 14
3G17
PIPER AIRCRAFT
PA-34-220T
INSTALLATION OF OXYGEN CYLINDER (Seneca III models, s/n’s 34-8433001, 34-8433002,
3 4 -8433010, 34-8433012, 34-8433013, 34-8433025 and up, and 3448001 thru 3448037, and Seneca
IV airplanes, s/n’s 3448038) (Refer to Figure 35-6.) (continued)
4. Connect high pressure line to cylinder. Insert tubing into fitting until ferrule seats in fitting. Tighten
the nut by hand and then one quarter turn with a wrench. If fitting is relatively new the nut might be
turned 3/4 of a turn. Follow up by snugging the nut slightly with a wrench.
5. Connect low pressure line to cylinder. Insert tubing into fitting until ferrule seats in fitting. Tighten
the nut by hand and then one quarter turn with a wrench. If fitting is relatively new the nut might be
turned 3/4 of a turn. Follow up by snugging the nut slightly with a wrench.
6. Unsafety valve on cylinder. Check that valve remains in OFF position.
7. Connect ON-OFF cable to cylinder valve. Secure with a new cotter pin.
8. Position and attach cable support bracket.
7. Check pressure and refill bottle as necessary.
8. Inspect for leaks, especially at fittings that have been separated.
9. Install forward baggage compartment left rear closeout panel. Secure by installing 13 of the 15
attachment screws.
10. Insure of cylinder and cylinder valve ON-OFF control are clear of headliner and floor panel.
11. Install hydraulic reservoir cover and secure with four screws. Note that two of these screws also
secure closeout panel.
12. Close and secure forward baggage door.
REMOVAL AND INSTALLATION OF PRESSURE GAUGE (Seneca III models 34-8133001 thru 3 4 -8 3 3 3 1 2 9 ,
34-8433003 thru 34-8433009, 34-8433011, 34-8433014 thru 34-8433024) (Refer to Figure 35-9.)
1. The pressure gauge is tied into the same high pressure line as the recharge valve, through a tee fitting
at the tank regulator-control valve. The high pressure line connects into the valve such that it activates
a check valve permitting pressure to the line. Disconnect the high pressure fitting at the tank valve .
Cap the line immediately after removal.
2. Remove the overhead vent panel and remove instrument from bracket as follows:
a. Disconnect the tube from the fitting at the rear of the instrument.
b. Immediately cap the oxygen line.
c. Snap off the clip securing the instrument in its bracket.
d. If the fitting on the rear of the instrument is to be reused, remove, clean threads, and using teflon
tape, install fitting on new gauge. Refer to appropriate section in this chapter.
3. Install gauge as follows:
a. With fitting installed on rear of instrument install gauge in bracket. Make sure clip is properly
secured.
b. Remove cap from oxygen line and with teflon tape properly installed, connect the oxygen line to
the fitting.
c. Install fitting in tank.
35-10-00
Page 15
3G18
PIPER AIRCRAFT
PA-34-220T
NOTE
SHIM HERE WITH AN960-10 AND -10L
WASHERS FOR FORE AND AFT GAUGE
BRCKET ADJUSTMENT. 9
6 7
4
1. OXYGEN PRESSURE GAUGE

2. POST LIGHT
3. OXYGEN GAUGE FITTING 2
4. DUCT WORK 8
5. OXYGEN GAUGE COVER 10
6. GAUGE SUPPORT BRACKET
5
7. HIGH PRESSURE LINE
8. RETAINING CLIP, SNAP IN
9. HATSHELF BULKHEAD 1 3
10. OXYGEN GAUGE RETAINING BRACKET
Figure 35-9. Oxygen Pressure Gauge Installation

(Seneca III models 34-8133001 thru 3 4 -8333129, 34-8433003 thru 34-8433009, 34-8433011, 34-8433014
thru 34-8433024)
REMOVAL AND INSTALLATION OF PRESSURE GAUGE (Seneca III models, s/n’s 34-8433001,
34-8433002, 3 4 -8433010, 34-8433012, 34-8433013, 34-8433025 and up, and 3448001 thru 3448037)
The oxygen pressure gauge and ON-OFF control knob is installed in the top left side of the copil o t ’s
instrument panel above the glove compartment. Access to either one is obtained through the top of the
glove compartment. If flight instruments are installed in the copilot’s instrument panel, remove as
many as necessary to gain access to the oxygen pressure gauge.
The pressure gauge is tied into the same high pressure line as the recharge valve, through a tee fitting near
the tank regulator-control valve. Continuous pressure is applied to high pressure line until it is disconnected
from cylinder. A check valve will close when high pressure line is disconnected from cylinder. The closing of
this valve is frequently accompanied by a loud popping sound.
To remove oxygen pressure gauge:
attachment screws.
b. Remove left rear closeout panel by removing the 13 remaining attachment screws.
3. Disconnect high pressure line from gauge and cap immediately.
4. Remove two nuts from brass studs securing gauge to bracket.
5. Remove gauge through pilot side of instrument panel.
35-10-00
Page 16
3G19
PIPER AIRCRAFT
PA-34-220T
REMOVAL AND INSTALLATION OF PRESSURE GAUGE (Seneca III models, s/n’s 34-8433001,
34-8433002, 3 4 -8433010, 34-8433012, 34-8433013, 34-8433025 and up, and 3448001 thru 3448037)
(continued)
To install pressure gauge:
1. Insert pressure gauge into instrument panel.
2. Secure to mounting bracket by installing nuts on the two brass studs extending from gauge. Finger
tighten, then snug with wrench. Be careful not to over torque; studs break off easily.
3. Connect high pressure line to gauge.
4. Connect high pressure fitting to cylinder valve.
5. Inspect fittings that have been separated for leaks.
attachment screws.
7. Insure closeout panel is clear of cylinder and cylinder valve ON-OFF control.
REMOVAL AND INSTALLATION OF PRESSURE GAUGE Seneca IV models, s/n’s 3448038 and up)
The oxygen pressure gauge and ON-OFF control knob is installed in the bottom center of the pilot’s
instrument panel below, and slightly right of, the control wheel. Access to either one is obtained from
beneath the instrument panel.
The pressure gauge is tied into the same high pressure line as the recharge valve, through a tee fitting near
the tank regulator-control valve. Continuous pressure is applied to high pressure line until it is disconnected
from cylinder. A check valve will close when high pressure line is disconnected from cylinder. The closing of
this valve is frequently accompanied by a loud popping sound.
To remove oxygen pressure gauge:
attachment screws.
3. Disconnect high pressure line from gauge and cap immediately.
4. Remove two nuts from brass studs securing gauge to bracket.
5. Remove gauge through pilot side of instrument panel.
To install pressure gauge:
1. Insert pressure gauge into instrument panel.
2. Secure to mounting bracket by installing nuts on the two brass studs extending from gauge. Finger
tighten, then snug with wrench. Be careful not to over torque; studs break off easily.
3. Connect high pressure line to gauge.
4. Connect high pressure fitting to cylinder valve.
attachment screws.
35-10-00
Page 17
3G20
PIPER AIRCRAFT
PA-34-220T
REMOVAL AND INSTALLATION OF PRESSURE GAUGE (Seneca IV models, s/n’s 3448038 and up)
(continued)
7. Insure is clear of cylinder and cylinder valve ON-OFF control are clear headliner and floor panel.
R E M O VAL OF OUTLETS (Seneca III models 34-8133001 thru 3 4 -8333129, 34-8433003 thru
3 4 -8433009, 34-8433011, 34-8433014 thru 34-8433024)
1. Check that the oxygen system is completely turned off. Insert an oxygen mask to release pressure and
ensure the system is off.
2. With a suitable spanner wrench, remove the outer half of the outlet.
3. Remove the trim panel by removing the retaining screws.
4. Disconnect outlet from the low pressure line(s). Cap line(s) immediately after disconnection.
REMOVAL OF OUTLETS (Seneca III models, s/n’s 34-8433001, 34-8433002, 34-8433010, 34-8 4 3 3 0 1 2 ,
34-8433013, 34-8433025 and up, and 3448001 thru 3448037, and Seneca IV airplanes, s/n’s
3448038)
1. Check that the oxygen system is completely turned off. Insert an oxygen mask to release pressure and
ensure the system is off.
2. With a suitable spanner wrench, remove the outer half of the outlet.
3. If removing one or more of the four aft cabin outlets, also remove two sheet metal screws from bezel
4. Remove or drop overhead panel sufficiently to gain access to low pressure line connections.
5. If removing right side outlet(s), disconnect two unions on low pressure oxygen supply feed line, and
one union connecting outlet to left side feed line.
6. If removing left side outlet(s), disconnect one union connected to oxygen supply line form right side
outlet
7. Remove outlet from airplane.
INSTALLATION OF OUTLETS (Seneca III models 34-8133001 thru 3 4 -8333129, 34-8433003 thru
3 4 -8433009, 34-8433011, 34-8433014 thru 34-8433024)
1. Apply teflon tape to male threads of the fitting. Refer to appropriate procedure in this chapter.
2. Connect the outlet to the low pressure line.
3. Position the trim panel and secure with screws.
4. Position and secure the outer half of the outlet with a suitable spanner wrench.
5. Torque the fittings onto the outlets to approximately 30 inch-pounds. Do not over torque.
INSTALLATION OF OUTLETS (Seneca III models, s/n’s 34-8433001, 34-8433002, 3 4 -8433010,

3 4 -8433012, 34-8433013, 34-8433025 and up, and 3448001 thru 3448037, and Seneca IV
a i rplanes, s/n’s 3448038)
1. Position outlet in airplane.
2. If installing left side outlet, connect union to oxygen supply line form right side outlet
3. If installing right side outlet(s), connect two unions on low pressure oxygen supply feed line, and one
union on outlet to left side feed line.
35-10-00
Page 18
3G21
PIPER AIRCRAFT
PA-34-220T
I N S TA L L ATION OF OUTLETS (Seneca III models, s/n’s 34-8433001, 34-8433002, 3 4 -8433010,
34-8433012, 34-8433013, 34-8433025 and up, and 3448001 thru 3448037, and Seneca IV
a i r p l a n e s , s/n’s 3448038) (continued)
5. Replace overhead paneling and secure in place.
6. If installing one or more of the four aft cabin outlets, install two bezel sheet metal screws. Check that
word OXYGEN on bezel ring faces aft if supplying forward facing seats; forward if supplying
aft facing seats.
7. With a suitable spanner wrench, install the outer half of the outlet. If installing either one of the for-
ward outlets, Check that word OXYGEN on bezel ring faces aft.
REMOVAL AND INSTALLATION OF OXYGEN ON/OFF CONTROL (Seneca III models 34-8133001
thru 3 4 -8333129, 34-8433003 thru 34-8433009, 34-8433011, 34-8433014 thru 34-8433024) (Refer
to Figure 35-1, Sheet 1 of 3.)
1. The on/off control is mounted in the overhead vent panel. To remove control, drop the overhead panel
and ducting and remove the retaining nut from the rear of the control cable fitting.
2. Gain access to the bottle and disconnect cable from the regulator-control mechanism.
3. Cut the tie-raps securing the cable and pull cable from aircraft.
4. When installing a new cable, make sure new cable shield is cut to 113.5 inches (288.29 cm) long and
that the core has sufficient material to make a twin loop, two inches from the end of the shield. Install
as follows:
a. Route cable through the hole in the overhead duct end as shown in Figure 35-1. Tie-rap the cable
as before.
b. Make sure the cable properly reaches the valve and reinstall vent and panels. Reconnect cable to
regulator-control mechanism.
REMOVAL AND INSTALLATION OF OXYGEN ON/OFF CONTROL (Seneca III models, s/n’s 34-
8433001, 34-8433002, 3 4 -8433010, 34-8433012, 34-8433013, 34-8433025 and up, and 3448001 thru
3448037)
The ON-OFF control knob is installed in the top left side of the copilot’s instrument panel above the
glove compartment. It is connected to the ON-OFF control on the oxygen bottle by a push-pull cable.
Access to the knob is obtained through the top of the glove compartment. If flight instruments are
installed in the copilot’s instrument panel, remove as many as necessary to gain access to the oxygen
control knob.
To remove ON-OFF control knob and cable:
attachment screws.
c. Remove right rear closeout panel.
2. Disconnect cable from regulator-control mechanism on cylinder by removing cotter pin and washer.
3. Release cable from butterfly clamp and cut the five tie wraps securing cable to high pressure oxygen
line. Note position of tie wraps for installation.
35-10-00
Page 19
3G22
PIPER AIRCRAFT
PA-34-220T
REMOVAL AND INSTALLATION OF OXYGEN ON/OFF CONTROL (Seneca III models, s/n’s 34-
8433001, 34-8433002, 3 4 -8433010, 34-8433012, 34-8433013, 34-8433025 and up, and 3448001 thru
3448037) (con t i n u e d )
4. Remove retaining nut from rear of control knob.
5. Cut loop off end of cable core. Pull cable from airplane through instrument panel. When cable has
cleared grommet in right side of station 44.5 bulkhead, slide retainer nut off cable.
To install new control knob and cable:
1. Trim cable shield to 44.0 inches (111.76 cm) long. Trim core to allow sufficient material to make a
two turn loop, two inches (5.08 cm) from the end of the shield.
2. Place instruction plate (supplied by Scott) under knob mounting flange before installing cable.
3. Insert cable through instrument panel. Slide retainer nut onto cable and secure control knob to instru-
ment panel.
4. Route cable through grommet in station 44.5 bulkhead and along high pressure line to cylinder.
5. Secure cable to high pressure line with five MS3367-1-9 tie wraps (Piper p/n 488 702) and CR-2M
ring connectors (Piper p/n 555 411) installed at same location as those cut to remove cable.
6. Bend core wire end for 1 1/2 to 2 turns with 0.188 inch (0.478 cm) inside diameter.
7. Place loop over pin on regulator lever and secure with washer and cotter pin provided by Scott.
8. Secure cable to butterfly clamp. Check operation before installing closeout panels.
9. Install closeout panels and hydraulic reservoir cover.
10. Close and secure nose baggage compartment door.
11. Install all flight instruments removed to gain access to cable.
REMOVAL AND INSTALLATION OF OXYGEN ON/OFF CONTROL (Seneca IV models, s/n’s

3448038 and up)
The oxygen ON-OFF control knob is installed in the bottom center of the pilot’s instrument panel
below, and slightly right of, the control wheel. Access is obtained from beneath the instrument panel.
To remove ON-OFF control knob and cable:
attachment screws.
2. Disconnect cable from regulator-control mechanism on cylinder by removing cotter pin and washer.
3. Release cable from all clamps and cut the tie wrap securing cable to high pressure oxygen line. Note
position of tie wraps for installation.
cleared grommet in left side of station 44.5 bulkhead, slide retainer nut off cable.
cleared grommet in right side of station 44.5 bulkhead, slide retainer nut off cable.
To install new control knob and cable:
1. Trim cable shield to 33.0 inches (83.82 cm) long. Trim core to allow sufficient material to make a two
turn loop, two inches (5.08 cm) from the end of the shield.
2. Insert cable through instrument panel. Slide retainer nut onto cable and secure control knob to instru-
ment panel.
35-10-00
Page 20
3G23
PIPER AIRCRAFT
PA-34-220T
REMOVAL AND INSTALLATION OF OXYGEN ON/OFF CONTROL (Seneca IV models, s/n’s
3448038 and up) (continued)
3. Route cable through grommet in station 44.5 bulkhead and along high pressure line to cylinder.
4. Secure cable to high pressure line with same number of tie wraps , CR-2M ring connectors and clamps
installed at same location as those cut or loosened to remove cable.
5. Bend core wire end for 1 1/2 to 2 turns with 0.188 (0.478 cm) inside diameter.
6. Place loop over pin on regulator lever and secure with washer and cotter pin provided by Scott.
8. Check operation before installing closeout panel.
9. Install closeout panel and hydraulic reservoir cover.
10. Close and secure nose baggage compartment door.
REFILLING OXYGEN SYSTEM
— CAUTION —
BEFORE SERVICING THE OXYGEN SYSTEM, MAKE
SURE THE AIRCRAFT IS SECURELY GROUNDED
ELECTRICALLY.
— CAUTION —
DO NOT OPERATE ELECTRICAL EQUIPMENT WHILE

SERVICING OXYGEN SYSTEM.
— CAUTION —
DO NOT ATTEMPT TO TIGHTEN ANY CONNECTIONS

WHILE THE SYSTEM IS CHARGED.
Refilling of oxygen systems should be done by qualified personnel. For comparison of filling pressures to
ambient temperatures refer to Chart 3503. The following are parameters to be followed for filling.
1. Only aviators breathing oxygen (MIL-0-27210) and appropriate filling equipment should be used to
fill the system.
2. If a cylinder has less than 5 psi pressure or has insufficient pressure to produce an audible hissing
sound when the valve is cracked, it should be removed and/or purged, and if the condition has existed
for a significant length of time, hydrostatically test cylinder.
3. Make sure both the charge valve and recharge cart fittings are clean and free of contamination.
— WARNING —
BE CERTAIN THERE IS NO OIL OR OTHER PETROLEUM

BASED MATERIAL ON THE FITTINGS OR NEAR THE
IMMEDIATE VICINITY.
4. Attach service cart hose to recharge port. Fill the system at a rate not exceeding 200 psig per minute
proceeding as follows:
a. To obtain the correct filling pressure for the oxygen system at various ambient temperatures, a
table is included for your convenience. The pressures given are not exact, but sufficiently accu-
rate for practical purposes of working pressures between 1800 and 2400 psig cylinders. The
cylinder should be allowed to cool to a stabilized temperature after filling before checking against
the values in Chart 3503.
35-10-00
Page 21
3G24
PIPER AIRCRAFT
PA-34-220T
REFILLING OXYGEN SYSTEM (continued)
CHART 3503. FILLING PRESSURES FOR CERTAIN AMBIENT TEMPERATURES
Ambient Temperature °F/°C Filling Pressure Ambient Temperature °F/°C Filling Pressure
0/-17.78 1650 (PSI) 70/21 1975 (PSI)
10/-12.22 1700 80/27 2000
20/-6.67 1725 90/32 2050
30/-1.11 1775 100/38 2100
40/4.44 1825 110/43 2150
50/10 1875 120/49 2200
60/15.56 1925 130/54 2250
NOTE: Filling pressures are for 1850 PSI at 70°F (21.11°C). Table assumes 25°F (11.8°C) rise due to heat of compressor with max. fill rate.
b.When using a recharge unit consisting of one supply cylinder, slowly open the valve of the supply
unit and allow the oxygen to transfer.
c. When using a recharge unit consisting of two or more supply cylinders (cascade storage system),
it is recommended that the following procedure be used:
(1) Before opening any valves, check the pressure remaining in the airplane's oxygen cylinder.
If it is still partly charged, note the pressure indicated on the cylinder gauge. Then open and
close each valve on the cascade storage system and determine which cylinder has the lowest
pressure. When found, if this cylinder has a pressure lower than the oxygen cylinder in the
aircraft, do not attempt using it for filling; use the storage cylinder that has a pressure higher
than the aircraft's cylinder but lower than the others.
(2) Open the valve on only the one storage cylinder with the lowest pressure. When the pressure
indicated on the aircraft's oxygen gauge and charging gauge has become equal, close the
valve of the storage cylinder, then go to the storage cylinder with the next higher pressure
and repeat the procedure.
(3) If after using the last storage cylinder the aircraft's oxygen system is still not fully charged, a
full storage cylinder should be put in place of a cylinder with the lowest pressure and used in
the same manner.
(4) A good amount of oxygen will remain in the large cylinders used in the cascade system after
filling only one of the cylinders. This remaining oxygen will be at a pressure something less
than the 1850 psi. This is not sufficient pressure to completely refill another aircraft cylinder,
although it will refill several small cylinders.
(5) It is not economical, even on a three or four cylinder cascade system, to begin recharging
with oxygen at less than 300 psi pressure in the 300 cubic foot bank of cylinders. So use 300
cubic foot cylinders down to approximately 300 psi; then return for refilling. In two cylinder
systems use to approximately 100 psi; then return for filling.
d. When the pressure gauge on the recharge unit or in the aircraft reaches 1800 to 1850 psi, close the
pressure regulator valve on the recharge unit. Disconnect the filler hose from the filler valve;
replace the protective cap on the filler valve and close the access cover. Check the cylinder
pressure according to Chart 3503 after the cylinder temperature stabilizes.
5. After detaching the service cart, cap hose and fittings to prevent contamination.
6. Perform a leak check of the high pressure lines and clean off solution afterwards. If solution is not
properly cleaned off, corrosion may result.
35-10-00
Page 22
3H1
PIPER AIRCRAFT
PA-34-220T
PORTABLE—OXYGEN SYSTEM (Seneca III models only)
REMOVAL OF OXYGEN UNIT(S) (Refer to Figure 35-100.)
— WARNING —
DO NOT USE GREASE OR ANY GREASE TYPE FITTINGS

ON ANY HARDWARE THAT CONNECTS TO THE OXYGEN
BOTTLE OR SYSTEM HARDWARE. WHEN WORKING
WITH THE OXYGEN SYSTEM MAKE SURE HANDS,
CLOTHING AND TOOLS ARE FREE OF OIL, GREASE, AND
DIRT.
An oxygen unit can be released from its cradle by pulling down on the ring under the cradle, sliding the
unit forward, and lifting it out of the cradle.
INSPECTION AND OVERHAUL TIME

Due to the nature of the process used to test compressed gas tanks, it is recommended that overhaul,
service or hydrostatic tests be conducted by an FAA or manufacturer (Scott Aviation) approved shop. The
following checks and charts give recommended inspection and overhaul times for the various parts of the oxy-
gen system.
1. Inspect outlets, and using directions described in the next paragraph, check leaks both in the non-use
and use condition.
2. Check the pressure gauge for accuracy by removing the back section of the unit and connecting a
gauge of known accuracy, to the fill port.
3. Inspect tank for dents, bulges, major strap chafing marks or corrosion. Should any of these conditions
exist, the tank should be hydrostatically tested.
CHART 3504. PORTABLE OXYGEN SYSTEM COMPONENT LIMITS
Parts Inspection Overhaul

Regulator 300 Flight Hours 5 Years
Pressure Gauge 300 Flight Hours 5 Years
Outlets 300 Flight Hours 5 Years
Recharge Valve Each Use Replace every 5 years
Masks Each Use Replace as necessary
TESTING FOR LEAKS
Apply detector fluid type CD- 1 solution or its equivalent. The solution should be shaken to obtain suds or
foam. The suds or foam should be applied sparingly to the joints of a closed system. Look for traces of
bubbles. No visible leakage should be found. Repair or replace any defective parts and retest system.
With the system pressurized to service pressure, further tests can be made. The rate of any leak should not
exceed one percent of the total supply per 24 hour period. All traces of the detector fluid should be wiped off
at the conclusion of the examination.
35-10-00
Page 23
3H2
PIPER AIRCRAFT
PA-34-220T
3
2
1. OXYGEN BOTTLES
2. MOUNTING BRACKET
3. FACE MASK
Figure 35-10. Oxygen Installation (Portable)

MAINTENANCE
1. Check the cylinder to be sure it is securely mounted.
2. Check the cylinder for the ICC identification number and for the date of the last FAA inspection and
test.
3. If cylinder is completely empty it must be completely disassembled and inspected in an FAA or
manufacturer approved facility before recharging.
4. Refer to FAA Manual AC 43.13-1A for more details.
REMOVAL OF OUTLETS
1. Make sure control valve is in full off position.
2. Connect a mask or connector to the valve to release any pressure.
3. Using a suitable spanner wrench, remove the outlet.
4. The outlet can now be removed from the low pressure line.
INSTALLATION OF OUTLETS
1. Apply sealant (Permacel 412) to the male end of the fitting.
2. Install the outlet to the regulator extension with a suitable spanner wrench.
3. Torque the fittings into the outlets approximately 30 inch-pounds. Do not over torque as this could
damage the outlet.
35-10-00
Page 24
3H3
PIPER AIRCRAFT
PA-34-220T
PURGING OXYGEN SYSTEMS
The system should be purged whenever the cylinder pressure falls below 50 psi or if any lines are left open
for any length of time. Also, if bottle is left at below 200 psi it may develop odors from bacterial growth. This
will make it necessary to purge the system. Use the following procedures:
— CAUTION —
WHEN PURGING OXYGEN SYSTEMS ENSURE THE

AREA IS A NO SMOKING AREA AND IS FREE OF OIL
AND DIRT.
1. Keep all doors and windows open.
2. Connect the oxygen recharging unit to the filler valve.
3. Plug the oxygen masks into the outlet valves and turn on the system.
4. Set the recharging unit pressure regulator to deliver 50 psi and let the system purge for one hour. If
any odor is still present repeat the procedure for one or more hours. If the odor persists after the
second purging, send the unit to its manufacturer, or an approved shop.
CLEANING OF FACE MASKS

The disposable masks are designed for one-time use and require no maintenance. The pilot's and copilot's
masks can be cleaned as follows:
1. Remove the microphone from the mask.
2. Remove the sponge rubber discs from the masks turrets. Do not use soap to clean sponge rubber discs,
as this would deteriorate the rubber and give off unpleasant odors. Clean in clean water and squeeze
dry.
3. Wash the rest of the mask with a very mild solution of soap and water.
4. Rinse the mask thoroughly to remove all traces of soap.
5. Make sure the sides of the breathing bag do not stick together while drying, as this may decrease the
life of the rubber in the bag. The mask can be sterilized with a solution of 70 percent ethyl alcohol.
35-10-00
Page 25
3H4
PIPER AIRCRAFT
PA-34-220T
GRID 3H5 THROUGH 3H7

3H5
CHAPTER
37
VACUUM
3H8
PIPER AIRCRAFT
PA-34-220T
CHAPTER 37 - VACUUM
CHAPTER
37-00-00 GENERAL 3G23

37-00-00 Description and Operation 3G23
37-10-00 DISTRIBUTION 3H6

37-10-00 Vacuum System and Gyro Pressure Service
Tips 3H6
37-10-00 Vacuum Gauge 3H8
37-10-00 Removal and Installation of Face Mounted
Instruments 3H8
37-10-00 Vacuum Regulator Valve 3H9
37-10-00 Adjustments of Vacuum Regulator Valve 3H9
37-10-00 Air Pump 3H9
37-10-00 Removal and Replacement 3H9
35 - Cont./Effec.
Page 1
3H9
PIPER AIRCRAFT
PA-34-220T
GENERAL
The material included in this chapter provides information on the location, removal, and maintenance of
the vacuum system components. Maintenance, particularly that on instruments, not covered herein should be
accomplished by qualified personnel, an authorized repair station, or the manufacturer.
DESCRIPTION AND OPERATION (Refer to Figures 37-1, 37-2, and 37-3)

Seneca III models utilize two vacuum system installations. Those airplanes having just gyro flight
instruments installed are equipped with standard air pumps. Those airplanes that also have the pneumatic
deice system installed utilize larger air pumps required for the operation of both gyro flight instruments and
deice boots. Both systems use virtually the same installation.
The larger air pumps are standard on the Seneca IV.
Both Seneca III systems, and the Seneca IV, use two regulators, gyro inlet filter(s) and a manifold check
valve. The regulators are mounted on the left side of their respective firewalls and are accessible after removing
the nacelle hatch cover. The gyro filter(s) and manifold are located in front of the instrument panel mounted to
the Fuselage Station 49.50 bulkhead. When the optional copilot gyros are installed two gyro filters are utilized.
Each regulator, with an inlet filter, is connected in line between its pump and the manifold to control the
vacuum pressure applied to the system, by permitting a metered amount of air to enter the system at that point.
The gyro filter(s), mounted to the 49.50 bulkhead, must be replaced regularly. The filter(s) clean inlet air
to the gyros.
Seneca III airplanes with a pneumatic deice installation will also include a vacuum line to the deice control
valve. Pneumatic deice installation is standard on the Seneca IV. Refer to Chapter 30 for more information.
Both the Seneca III and IV have vacuum gauges installed in the instrument panel that read the amount of
negative pressure being provided to the gyroscopic flight instruments in inches of mercury.
The Seneca III and IV are provided with lights on the annunciator panel to show if either pump fails.
TROUBLESHOOTING
CHART 3701. TROUBLESHOOTING VACUUM SYSTEM
No vacuum gauge indication Gyro filter(s) clogged or Clean or replace filter(s).
at instrument. dirty.
Line(s) from gyro to Check lines.

gyro filter(s) restricted.
Faulty gauge. Replace gauge.
No vacuum gauge indication Malfunctioning pump(s). Replace pump(s).

at instrument and/or source.
37-00-00
Page 1
3H10
PIPER AIRCRAFT
PA-34-220T
CHART 3701. TROUBLESHOOTING VACUUM SYSTEM (continued)
Low vacuum system Gyro filter(s) dirty. Clean or replace filter(s).

pressure.
Faulty air pump(s). Replace pump(s).
Vacuum regulator valve(s) Adjust regulator valve(s) in

incorrectly adjusted. accordance with adjustment
in this section.
Line from gyros to gyro Repair line.

filter(s) restricted.
Lines between pumps and Check all lines and

gyros leaking. fittings.
Normal vacuum indication Faulty instrument. Replace instrument.

but sluggish operation.
of instrument.
Faulty gauge. Replace gauge.
High system vacuum. Vacuum regulator(s) Adjust regulator(s).

incorrectly adjusted.
Vacuum regulator(s) Clean and check operation

sticking or dirty of regulator(s) and
regulator filter(s). filter(s).
Regulator(s) cannot be Leaking lines, fittings, Check hardware to

adjusted to produce instruments. instruments.
correct pressure. (Too
low) Air pump malfunctioning. Replace pump.
Regulator(s) cannot be Dirty or clogged regulator Clean or replace regulator

adjusted to produce filter(s). filter(s).
correct pressure. (Too
high)
Vacuum correct on ground Air pump malfunctioning. Replace pump.

but will not maintain pressure
at altitude
37-00-00
Page 2
3H11
PIPER AIRCRAFT
PA-34-220T
CHART 3701. TROUBLESHOOTING VACUUM SYSTEM (continued)
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 Leak in system. Repair or replace

maintained at full lines.
throttle on ground.
Worn pump. Replace pump.
Stuck regulator(s). Clean or replace

regulator.
Vacuum system inoperative Leaking manifold check Check operation of

during single engine valve. valve and replace
operation. if necessary.
37-00-00
Page 3
3H12
PIPER AIRCRAFT
PA-34-220T
1
2
3
7 4
6 5
1. ATTITUDE GYRO
2. DIRECTIONAL GYRO
3. PRESSURE GAUGE
4. FILTER
5. RELIEF VALVE
6. PUMP
7. FILTER
8. MANIFOLD
Figure 37-1. Standard Gyro Vacuum System
37-00-00
Page 4
3H13
PIPER AIRCRAFT
PA-34-220T
2
SEE NOTE
3
2
2
14
5
2
4 11
13
12
9
8
7 6
5
14
DETAIL A 11
4
10
2
CROSS
TO TAIL
TO RIGHT TO LEFT
WING WING
ATTACHMENT
POINT FOR TO INST.
D24B 8 PSI PRESSURE PANEL 1. CONTROL PANEL
SWITCH
2. BOOTS - DEICE
3. PRESSURE RELIEF VALVE
4. AIR PUMPS
17 PSI 5. CONTROL VALVES
NC PRESSURE
6. TIMER MODULE
SWITCH D26A 7. SOLENOID
D26B 8. 17 PSI PRESSURE SWITCH
GND (NC)
9. 8 PSI PRESSURE SWITCH
D24A (NO)
10. LIGHT ICE DETECT
SOLENOID
11. FROM AIR PUMP TO
DEICE DEFLATE VACUUM REGULATOR
VALVE ASSEMBLY
D25B
12. TO GYRO
13. TO MANIFOLD
14. CHECK VALVES
Figure 37-2. Seneca III Gyro and Pneumatic System (Optional)
37-00-00
Page 5
3H14
PIPER AIRCRAFT
PA-34-220T
1
OFF OFF OFF
PITOT
SURF PROP STALL
WARN WSHIELD
PROP DE-ICER HEAT HEAT
AMPS

HEAT—SEE AIRCRAFT
LIGHT FLIGHT MANUAL
2
SEE NOTE
3
2
2
14
5
2
4 11
13
12
9
8
7 6
5
14
DETAIL A 11
4
10
2
CROSS
TO TAIL
TO RIGHT TO LEFT
WING WING
ATTACHMENT
POINT FOR TO INST.
D24B
1. CONTROL PANEL
8 PSI PRESSURE PANEL
SWITCH
2. DEICE BOOTS
4. AIR PUMPS
5. CONTROL VALVES
17 PSI
NC PRESSURE 6. TIMER MODULE
SWITCH 7. SOLENOID
D26A 8. 17 PSI PRESSURE SWITCH
D26B (N. C.)
GND 9. 8 PSI PRESSURE SWITCH
D24A (N. O.)
10. ICE DETECTION LIGHT
SOLENOID 11. FROM AIR PUMP TO
VACUUM REGULATOR
DEICE DEFLATE 12. TO GYRO
VALVE ASSEMBLY 13. TO MANIFOLD
D25B
14. CHECK VALVES
Figure 37-3. Seneca IV Gyro and Pneumatic System

37-00-00
Page 6
3H15
PIPER AIRCRAFT
PA-34-220T
GRID 3H16
37-00-00
Page 7
3H16
PIPER AIRCRAFT
PA-34-220T
DISTRIBUTION
VACUUM SYSTEM AND GYRO PRESSURE SERVICE TIPS
The following information is intended to acquaint field service personnel with a means to diagnose vacuum
system service symptoms on those components which are serviced by removal and replacement, along with
recommended service practices. These items include hoses, clamps, gyro filters, vacuum regulating valves,
vacuum gauges and air pumps.
1. Hoses and Clamps.
a. These items should be examined periodically and inspected carefully whenever engine
maintenance activities cause hose disconnections to be made at the pump, regulating valve, gyros
and/or vacuum gauge.
b. The ends of hoses should be examined for rubber separation and slivers of rubber on the inside
diameter of the hoses. If these slivers become detached, the air pump will suck them into the system
and eventually ingests them. This causes premature pump wear or failure.
c. Hose, clamps and fittings should be replaced when broken, damaged or corroded.
— CAUTION —
DO NOT USE PIPE DOPE OR ANY OTHER ANTI-SEIZE

TAPE OR COMPOUND WHEN REPLACING ANY
THREADED FITTINGS. ALL AIRBORNE FITTINGS ARE
CADMIUM PLATED TO AVOID THE NEED FOR ANY
OTHER ANTI-SEIZE MATERIAL. THIS ACTION IS
REQUIRED TO PROTECT THE PUMP FROM INGESTING
FOREIGN MATERIALS THAT COULD CAUSE
P R E M ATURE WEAR OR FAILURE. IF A THREAD
LUBRICANT IS REQUIRED, USE (1) A POWDERED
MOLYSULFIDE; (2) GRAPHITE IN DRY FORM OR IN AN
EVAPORATING VEHICLE, OR; (3) A SILICONE SPRAY.
A P P LY SPA R I N G LY TO EXTERNAL THREADS OF
F I TTINGS ONLY.
FILTER.
CLEAN OR REPLACE AT
100 HOUR INSPECTIONS.
ADJUSTMENT LOCK TABS

SCREW
Figure 37-4. Vacuum Regulator
37-10-00
Page 1
3H17
PIPER AIRCRAFT
PA-34-220T
2. Vacuum Gauges:
a. Vacuum gauges seldom require service and usually are replaced when malfunctions occur.
— NOTE —
Vacuum gauge failure in a properly operating vacuum system does

not impair safety of flight.
b. If the vacuum gauge malfunctions in a manner to cause an incorrect reading in normal cruise
conditions, the gauge must be checked by comparing the reading with a gauge of known accuracy.
Reset the regulator only if the gauge is indicating correct values, but the system vacuum level is
not in accordance with the specified vacuum.
c. Visual examination of gauge performance should cover the following steps:
(1) With engine stopped and no vacuum applied to the gauge, its pointer should rest against the
internal stop in the 6 o’clock position. Any other displacement from this position suggests
need for replacement.
(2) A small overshoot during engine start-up, not to exceed one half an inch of mercury, is
normal and is not cause to replace gauge.
(3) With engine operating at normal cruise rpm, the gauge should read from 4.8 inches to 5.2
inches of mercury (vacuum).
(4) At 1200 rpm, the vacuum gauge reading should be more than four inches of mercury.
3. Gyro Filters:
a. Gyro filter(s) must be serviced each 100 hours time-in-service, or sooner, if conditions indicate.
— NOTE —
This instrument panel differential vacuum gauge will show a

decrease in gauge reading, should the gyro filter(s) become
clogged, resulting in vacuum decreasing below recommended
minimum value. Replace gyro filter(s) whenever the gauge or
regulator is replaced. Two gyro filters are used when the optional
copilot's gyro instruments are installed, .
4. Vacuum Regulator:
a. The vacuum regulating valve seldom needs replacement. Symptoms that suggest replacement is
required are:
(1) Rapid fluctuation of the vacuum gauge needle.
(2) Unable to obtain repeatable or consistent vacuum gauge reading at cruise rpm, from flight to
flight, or after making repeated regulator adjustments, when the vacuum gauge is not suspect, or
has been checked against a known test gauge. (Gently tap gauges used on Seneca III models
before reading).
b. All modes of regulator malfunction tend to increase the vacuum power applied to the gyros.
Thus, the annunciator lights, which are activated by a loss of vacuum, will not illuminate.
Regulator filters should be cleaned or replaced at least each 100 hours time-in-service.
c. Although a faulty regulator may permit vacuum in excess of maximum desirable limits (5.2”
Hg.) to be applied to the system, the gyros themselves act as a limiting device to keep the
vacuum power applied from exceeding safe levels.
37-10-00
Page 2
3H18
PIPER AIRCRAFT
PA-34-220T
— NOTE —
If the panel gauge has been checked and found OK and the vacuum
gauge reading does not repeat within the range of 4.8 to 5.2 inches
of mercury, then the regulating valve should be changed. Observe
the usual precautions for maintaining system cleanliness to avoid
premature pump failure (or wear).
5. Air Pump:
a. Before installation of fittings on pump, check for external damage. A pump that has been dam-
aged or dropped should not be installed.
b. When a vise is used to secure the pump while installing fittings, caution must be exercised to
avoid pump damage. The square mounting flange must be held between soft wood blocks and
only at right angles to the vise jaws. Use only enough vise pressure to hold the pump firmly. Do
not apply vise pressure to the outside diameter or overall length of the pump.
— NOTE —
Refer to CAUTION under Step 1.

c. With the pump properly secured in the vise, insert fittings into the ports and hand tighten firmly;
then using a wrench, tighten each fitting from one-half to two additional turns.
VACUUM GAUGE
The vacuum gauge on Seneca III models is mounted in the instrument panel above the throttle quadrant.
On Seneca IV models it is mounted in the upper left section of the pilot’s instrument panel above the ELT
switch. The gauge in both the Seneca III and IV is calibrated in inches of mercury and is connected across the
pilot's gyros. The gauge indicates the differential pressure or actual pressure being applied to the gyro
instruments. As the gyro filter(s) becomes clogged or lines obstructed, the gauge will show a decrease in
pressure. Do not reset the regulator until the gyro filter(s) and lines have been checked. For troubleshooting
of this instrument, refer to Chart 3701 of this section.
REMOVAL AND INSTALLATION OF FACE MOUNTED INSTRUMENTS

Since all instruments are mounted in a similar manner, a description of a typical removal and installation is
provided as a guide. Special care should be taken when any operation pertaining to the instruments is per-
formed.
1. Remove face panel (Seneca III, 14 Vdc models only).
— NOTE —
Tag instrument connections for ease of installation.

2. Remove electrical or mechanical connections from the instrument.
3. Remove the mounting screws of the instrument to be removed.
4. Install the instruments in the reverse order of removal. After installation is completed (before replacing
the instrument face panel on Seneca III, 14 Vdc models only), check all components for security and
clearance of the control column.
37-10-00
Page 3
3H19
PIPER AIRCRAFT
PA-34-220T
VACUUM REGULATOR VALVE
A vacuum regulator valve that contains a filter is incorporated in the system to control vacuum pressure to
the gyro instruments.
ADJUSTMENTS OF VACUUM REGULATOR VALVE

1. Bend locking tabs up to rotate adjustment screw.
— NOTE —
Operation of engine at medium rpm is considered to be at magneto

check rpm.
Do not attempt adjustment of this valve with the engine in operation.

2. Start the respective engine, after allowing time for warm-up, run the engine at medium rpm.
3. With appropriate engine running at medium rpm, the suction gauge should indicate 5.0 inches of mercury
±0.2 inches of mercury. If the pressure reading fails to fall within this range, shut down the engine and
adjust the regulator valve by moving the valve adjustment screw clockwise to increase pressure, and
counterclockwise to decrease pressure. Start the engine and repeat the check. Continue process until
desired reading (5.0” Hg. ± 0.2” Hg.) is obtained. (It may be necessary to gently tap gauges installed
in Seneca III models to obtain an accurate reading).
4. Restart the engine and repeat the check.
5. After the system pressure has been adjusted to recommended settings, bend locking tabs down to lock
adjustment screw in place.
AIR PUMP
The air pump is a rotary vane, positive displacement type. This unit consists of an aluminum housing
containing a tempered sleeve in which an offset rotor, with moving blades incorporated. This assembly is
driven by means of a coupling mated to the engine driven gear assembly. The pump is mounted on the accessory
section of the engine. For troubleshooting of the pumps, refer to Chart 3701 of this section.
REMOVAL AND REPLACEMENT

To remove air pump:
1. Remove top portion of the engine cowling.
2. Loosen hose clamp and remove hose from air pump fitting.
3. Remove air pump by removing the four retaining nuts, lock washer and plain washers.
Install pump in reverse order of removal, noting alignment of spline on the pump drive with the spline on
the engine drive assembly.
37-10-00
Page 4
3H20
PIPER AIRCRAFT
PA-34-220T
GRIDS 3H21 THRU 3H23

INTENTIONALY LEFT BLANK
3H21
CHAPTER
39
ELECTRICAL/ELECTRONIC PANELS
& MULTIPURPOSE PARTS
3H24
PIPER AIRCRAFT
PA-34-220T
CHAPTER 39 - ELECTRICAL/ELECTRONIC PANELS & MULTIPURPOSE PARTS
CHAPTER
39-00-00 GENERAL 3H15

39-10-00 INSTRUMENT AND CONTROL PANELS 3H16
39-10-00 Removal of Face Mounted Instruments 3H16
39-10-00 Removal and Replacement of Cluster Mounted
Instruments (Seneca III Models) 3H16
39-10-00 Clock 3H16
39-10-00 Control Wheel Mounted Clock (Optional) 3H16
39-10-00 Removal and Installation of Control
Wheel Mounted Clock 3H16
39-10-00 Multipurpose Electrical and Electronic Parts 3H19
39-10-00 Electrical Switches 3H19
39-10-00 Circuit Breakers 3H19
9139 Cont./Effec.
Page 1
3I1
PIPER AIRCRAFT
PA-34-220T
GENERAL
The purpose of this chapter is to supply information on the general or typical locations of items that are
most widely used with the electrical instrumentation and control of the aircraft. For further repair to electrical
instruments or controls not covered in this chapter refer to the chapter for the appropriate system. Those elec-
trical instruments not covered in this manual must be repaired by an authorized repair station, manufacturer, or
qualified personnel.
Ñ NOTE Ñ
Refer to Chapter 91, Electrical Schematics for additional infor-
mation.
39-00-00
Page 1
3I2
PIPER AIRCRAFT
PA-34-220T
INSTRUMENT AND CONTROL PANELS
REMOVAL OF FACE MOUNTED INSTRUMENTS
With all face mounted instruments mounted similarly, a description of typical removal instructions is
provided as a simple guide for removing and installing affected instruments. Special care should be taken
whenever maintenance is done on or around instruments.
1. Disconnect and label any lines connected to the instrument.
2. The instruments are fastened to the panel through the use of screws and Tinnerman nuts. It is
recommended that when removing the screws, care be taken to prevent the nuts from loosening and
falling out of the instrument bezel. If a nut does fall free, locate and remove it. Making sure it has not
fallen into any controls.
3. Install the instruments in reverse order ensuring any lines are attached properly.
REMOVAL AND REPLACEMENT OF CLUSTER MOUNTED INSTRUMENTS (Seneca III Models)

A cluster, located on the instrument panel, contains individual instruments. Removal of these instruments
can be accomplished by the following procedure:
1. Working behind the instrument panel, identify electrical wires as required and disconnect from
instruments.
2. Disconnect oil pressure lines, and the electrical wire to the four cluster lights at the connector.
3. From the face of the panel, remove the two flush screws which hold the cluster lens, mask and housing
in place. Remove the cluster assembly from behind the panel.
4. Remove and replace the individual instrument from the housing as required. Check all mountings for
security.
5. Reverse the above procedures to reinstall the cluster. Masking tape may be used to hold the lens, mask
and housing in register to aid in reinstallation of the assembly in the panel.
Ñ NOTE Ñ
When any connections in the static system are opened for checking,
the system must be rechecked per FAR 23.1325.
CLOCK
The standard Seneca III equipment clock is an eight day time piece with a winding stem located in the
lower left hand side of the dial. The standard equipment clock insatlled in the Seneca IV is electric. The clock
in both models is located on the left side of the instrument panel.
An optional control wheel clock is available. When the control wheel clock is installed, the instrument
clock is removed.
CONTROL WHEEL MOUNTED CLOCK (OPTIONAL)

REMOVAL AND INSTALLATION OF CONTROL WHEEL MOUNTED CLOCK
1. Remove the four screws which secure the clock in the control wheel assembly.
2. Disconnect the wires at lower end of control wheel assembly and remove the clock.
3. Remove light assembly from the back of the clock by pulling carefully until the light socket disen-
gages from the clock.
4. Installation is reverse of removal.
39-10-00
Page 1
3I3
Figure 39-1. Typical Instrument Panel Ñ Seneca III (Sheet 1 of 2)
TEST LEFT
OVERBOOST
GEAR
WARN
ALTERNATOR HEATER
OVERHEAT
RIGHT
OVERBOOST
LEFT AUX L VACUUM LOW BUS R VACUUM RIGHT AUX

FUEL ON LOW VOLTAGE LOW FUEL ON
OIL FLAPS BAGGAGE STARTER AIR COND
PRESSURE DOOR ENGAGE DOOR OPEN
ON
OFF
ATTITUDE DUAL RADIO

POWER
AIRSPEED ATTITUDE ALTIMETER
OPTIONAL AIRSPEED ALTIMETER MANIFOLD AVIONICS AVIONICS
GYRO GYRO
PRESSURE
HOUR
PIPER AIRCRAFT
METER
TURN DIRECTIONAL VERTICAL

TURN DIRECTIONAL VERTICAL DUAL COORDINATOR
OPTIONAL GYRO SPEED
PA-34-220T
COORDINATOR GYRO SPEED TACHOMETER
L R
3I4
WARNING- THIS AIRCRAFT IS

ALT ALT ALTERNATE STATIC
NOT APPROVED FOR
FLIGHT IN ICING CONDITIONS
GROUND SOURCE ON WINDSHIELD PANEL
CLEARANCE HEAT-SEE PILOT
0 20 50 F 0 20 50 F (LOCATED BELOW PANEL)
ALL CABIN VENTS AND
OPERATING HANDBOOK 5 5 5 5 5
° ° 50 0 50 STORM WINDOWS MUST BE
FUEL U.S. GALS. FUEL U.S. GALS.
OPTIONAL OPTIONAL DUAL 100 100 CLOSED. HEATER AND
DEFROSTER MUST BE ON OFF
WING ICE
OFF OFF 70 60 70 1
TURN & BANK
2
ENGINE GAGES
L R
STALL
WARN
EGT Ð
AMPERES
+
5
PULL AFT TO OPEN SURF
DE-ICE
LIGHT ON
PROP
AMPERES
ON
WSHLD
LEFT
ALTERNATOR
BATTERY RIGHT
ALTERNATOR 7.5 7.5 5 5 5 PHONE
4 6
OPEN FOR STATIC
SYSTEM DRAIN HEAT PROP DE-ICER
HEAT
AMPS FUEL PUMPS ALTNTR FIELD ANNUN
SUCTION L R L R
WING-TAIL
10 30 80 100 10 30 80 100 DE-ICERS
OIL PRESS OIL PRESS
10 5 25 5 15 15 10 25 15
I
N
R
I
MIKE
C START LANDING GEAR PROP FLAPS AIR FR AIR DE-ICE HEATER
FLAP
C
O R & ACC CONT PUMP SYNC COND BLWR SURFACE PROP
OFF OFF OFF OFF OFF OFF OFF OFF H
ON ON ON ON ON
S
T ON ON
P
E
N
P
R M
0¡ ON HI
L A R O I 25 5 7.5 10 10 10 10 5 10 5
LEFT RIGHT LEFT RIGHT R LEFT RIGHT RECOG T P X FAN
BATT T RADIO 100 200 240 100 200 240 H T
ALT ALT MAGNETO MAGNETO MAGNETO MAGNETO LIGHT LIGHTS. R AIR AVIONICS AVIONICS RECOG NAV ANTI-COLL LNDG L LNDG R INST PNL CABIN FLOOD
OIL TEMP OIL TEMP
DUAL O
T
R
P
M
U
R
E
COND LO BUS 2
LIGHTS
FUEL T
L
E
L
E
A
WARNING
25 5 15 15 1 5 3 3 3 3
PARK Ð + L PRIMER R FLOW C
L
N
10¡ AVIONICS AIR CONDITIONER MUST BE OFF PRIOR
TO TAKE-OFF AND LANDING AND FOR ALL
AVIONICS
BUS 1
WING ICE
LIGHT
WSHLD
HEAT
PITOT
HEAT
AUTO PLT
ALERT
PITCH
TRIM
AUTO
PILOT
COMPASS INV RMI
BRAKE OFF OFF O ONE ENGINE INOPERATIVE OPERATIONS.
PULL OFF OFF OFF LO LO PANEL 240 420 460 240 420 460
S
E
SLAVE FREE
ON ON ON ON
ANTI
ON
LIFT DET
AUX AUX LIGHTS. CYL TEMP CYL TEMP ALT OFF PULL
TO
T
H
E ALT OFF PULL
TO
25¡ COOLER
10 3 3 3 3 1.5 5 1.5 1 3
LANDING LANDING NAV FUEL FUEL UP 108 KIAS MAX AIR ON R AIR ON
COLL UNLOCK UNLOCK
PITOT COM 1- NAV XPNDR DME ADF SPKR PHONE MKR ENC MAP
LIGHT LIGHT LIGHT HI HI NOSE
CCW CW LIGHT HEAT GEAR
GEAR
40¡ COM/NAV 1 1 1 1 1 AUDIO AUDIO BCN ALT DISPLAY
THIS AIRPLANE IS EQUIPPED WITH

OPTIONAL FUELING PRIMER SYSTEM
EMERGENCY GEAR EXTENSION
PULL TO RELEASE SEE A.F.M.
LEFT RIGHT 10 3 3 3 1 3 10 10 2 25
BEFORE RE-ENGAGEMENT GEAR GEAR
MIKE PHONE SEE A.F.M. DOWN 103 KIAS MAX NAV COMM 2 HSI 2 ADF 2 DME 2 CMPS SPKR AMP AP WX RDR RDR ALT BUS TIE
PROP SYNC
1
OFF 2
39-10-00
Page 2
Figure 39-1. Typical Instrument Panel Ñ Seneca IV (Sheet 2 of 2)
DAY
LEFT GEAR HEATER RIGHT

ALTERNATOR TEST
OVERBOOST WARN OVERHEAT OVERBOOST
LEFT AUX L VACUUM LOW BUS WNG - TAIL R VACUUM RIGHT AUX
FUEL ON IINOP VOLTAGE DEICE IINOP FUEL ON AMMETER
OIL L START BAGGAGE R START AIR COND
NITE FLAPS
PRESSURE ENGAGE DOOR ENGAGE DOOR OPEN
L R
ALT ALT
AMPS AMPS
CLOCK ATTITUDE DUAL

AIRSPEED INDICATOR ALTIMETER MANIFOLD AVIONICS AVIONICS
PRESSURE
PIPER AIRCRAFT
VACUUM
HOUR METER
GAUGE
DIRECTIONAL
PA-34-220T
TURN VERTICAL DUAL
ELT NAV COORDINATOR INDICATOR SPEED TACHOMETER
3I5
LO LO OFF OFF OFF OFF OFF OFF TAXI

AUX AUX LIGHT
FUEL FUEL PITOT BATT LEFT RT NAV OFF
DUAL
SURF STROBE RECOG 5 5 5 5 5
HI HI STALL
MSTR ALT ALT LIGHT LIGHT LDG
FUEL DUAL DE-ICE
WARN WIND LIGHT LIGHT
ADF FUEL
TURN & BANK ENGINE GAGES STALL
PROP HEAT SHLD
60
QUANTITY
70 70 1 2 L R WARN
EGT
HEAT HEAT
OFF OFF FLOW OFF

NAV/1
DME
NAV/1 GND
OFF OFF OFF LEFT
ALTERNATOR
BATTERY RIGHT
ALTERNATOR 7.5 7.5 5 5 5 PHONE
ICE
ON ON CLR FUEL PUMPS ALTNTR FIELD ANNUN
LIGHT
RADIO GPS DME
L R L R
LEFT RIGHT 30
MSTR NAV/2
MAGNETO MAGNETO 5 25 15 15 10 25 15
10 5
I
N
R
I
MIKE
WARNING START LANDING GEAR PROP FLAPS AIR FR AIR DE-ICE HEATER
OXY
C C
O R H & ACC CONT PUMP SYNC COND BLWR SURFACE PROP
P
E P AIR CONDITIONER MUST BE OFF PRIOR
N R M 0¡ TO TAKE-OFF AND LANDING AND FOR ALL
OFF OFF
Ð +
O I
ONE ENGINE INOPERATIVE OPERATIONS.
25 5 7.5 10 10 10 10 7.5 5 5
LEFT RIGHT
T P X
ON ON H T LANDING / TAXI
AVIONICS AVIONICS RECOG NAV ANTI-COLL INST PNL CABIN FLOOD
R R U
ENGINE ENGINE
LEFT RIGHT SLAVE FREE O P R
BUS 2
LIGHTS
MAGNETO MAGNETO T M E
T
CLUSTER CLUSTER
CCW CW L L 25 5 15 15 1 5 3 3
AVIONICS
E
E A
N
C 10¡ AVIONICS WING ICE WSHLD PITOT AUTO PLT PITCH AUTO COMPASS INV RMI
L BUS 1 LIGHT HEAT HEAT ALERT TRIM PILOT
O
S S
E
420
L
T
A R PULL
T
H PULL 25¡ 10 3 3 3 3 1.5 5 1.5 1 3
R
ALT OFF
TO
E ALT OFF
TO ON HI
AIR ON R AIR ON
L N
UP 108 KIAS MAX
T
R UNLOCK UNLOCK
FAN COM 1- NAV XPNDR DME ADF SPKR PHONE MKR ENC MAP
PRIMER E O I COM/NAV 1 1 1 1 1 AUDIO AUDIO BCN ALT DISPLAY
S G 40¡ AIR
F H GEAR
COND LO
T E T 10 3 3 3 1 3 10 2 10 25
L R
DOWN 103 KIAS MAX NAV COMM 2 HSI 2 ADF 2 DME 2 CMPS SPKR AMP AP RDR ALT WX RDR BUS TIE
MIKE PHONE
PROP SYNC
1
OFF 2
39-10-00
Page 3
PIPER AIRCRAFT
PA-34-220T
MULTIPURPOSE ELECTRICAL PARTS
ELECTRICAL SWITCHES
Seneca III airplane systems switches are located on the lower left of the instrument panel below the pilot's
control column. (Refer to Figure 39-1, Sheet 1 of 2.)
Most systems switches on Seneca IV models are located on the center right instrument panel below the
number two avionics panel. The magneto and auxiliary fuel pump switches are situated in a vertical row on
the extreme lower left side of the instrument panel. All Seneca IV systems switches are internally lit. Refer to
Chapter 33 for instructions on switch bulb replacement. (Refer to Figure 39-1, Sheet 2 of 2)
All of these switches in both the Seneca III and IV are of the snap-in type. The switches can be removed
by reaching behind the panel and, while squeezing on the upper and lower clips, pushing the switch out
through the front of the panel. Make sure to note and/or mark the particular wire locations on the switch
terminals before disconnecting them.
Installation of the switches may be accomplished by reversing the removal procedures.
CIRCUIT BREAKERS
Ñ WARNING Ñ
ENSURE THAT THE BATTERY MASTER SWITCH IS IN

THE OFF POSITION WHEN WORKING ON CIRCUIT
BREAKER PANEL.
The circuit breakers are located on the lower right of the instrument panel. Each breaker is front and back
mounted. To remove a particular breaker, disconnect it from the bus behind the panel, as well as removing the
knurl nut from the panel side. Make sure to take note and/or mark the wire that was connected to the breaker.
Install breakers in the reverse manner.
39-10-00
Page 4
3I6
PIPER AIRCRAFT
PA-34-220T
COPILOT INSTRUMENTS ELECTRICAL
5 5 5 5 8 8 5 5 10 *
1 2 L R L R L R W/T PROPS
ENG GAUGES FUEL PUMPS DEICE
TURN & BANK ALT FIELD
ELECTRICAL
SEE
5 15
10 25 5 15 10 NOTE 5 20 15
START PUMP CONT PITOT STALL WARN RADAR PROP AIR F/A AUX
& ACC LANDING GEAR HEAT COMPLETE DEICE SYNC COND BLWR HEAT
LIGHTS
10
5 5 5 10 10 10 10 5 5 10
NSD RADIO W/ICE NAV ANTI L R PANEL FLOOD ACC
LITE POS COLL LANDING RECOG
AUTOPILOT AVIONICS
10 10 10 5 5
5 5 5 8 8 2 2 5
AUTO PITCH COMPASS 1 VHF 2 NAV/GS NAV 1 ADF 2
PILOT TRIM SYSTEM 2
AVIONICS
5 5 5 5 5 5
MKR BCN TRANS DME HF NAV CONV RADAR AUDIO
PONDER COM PROG ALT PANEL
* 35 Amp for 3 Blade Prop/ 25 Amp for 2 Blade Prop
NOTE: 5 Amp RCA WEATHER SCOUT II
10 Amp RCA OR SPERRY COLOR RADAR
10 Amp BENDIX B&W OR COLOR RDR 160
Figure 39-2. Seneca III, 14 Volt System Circuit Breaker Panel
39-10-00
Page 5
3I7
PIPER AIRCRAFT
PA-34-220T
FRONT VIEW
SIDE VIEW
BACK VIEW
Figure 39-3. Seneca III, 14 Volt System Circuit Breaker installation

39-10-00
Page 6
3I8
PIPER AIRCRAFT
PA-34-220T
5 5 5 5 5
70 60 70 1 2 L R WARN **
LEFT
ALTERNATOR
BATTERY RIGHT
ALTERNATOR 7.5 7.5 5 5 5
FUEL PUMPS ALTNTR FIELD ANNUN
L R L R
10 5 25 5 15 20 15 10 * 15
START LANDING GEAR PROP FLAPS AIR FR AIR DE-ICE HEATER
& ACC CONT PUMP SYNC COND BLWR SURFACE PROP
25 5 7.5 10 10 10 10 5 10 5
AVIONICS AVIONICS RECOG NAV ANTI-COLL LNDG L LNDG R INST PNL CABIN FLOOD
BUS 2
LIGHTS
25 5 15 15 1 5 10 5 3 1
AVIONICS WING ICE WSHLD PITOT AUTO PLT PITCH AUTO COMPASS INV RMI
BUS 1 LIGHT HEAT HEAT ALERT TRIM PILOT
10 3 3 3 3 5 1.5 5 1 3
COM 1- NAV XPNDR DME ADF SPKR PHONE MKR ENC MAP
COM/NAV 1 1 1 1 1 AUDIO AUDIO BCN ALT DISPLAY
10 3 3 3 3 3 10 10 2 25
NAV COMM 2 NAV 2 XPNDR 2 DME 2 ADF 2 LORAN ST SCOPE RAD ALT RADAR BUS TIE
* 20 Amp for 3 Blade Prop/ 15 Amp for 2 Blade Prop
** 15 Amp complete Deice System
Figure 39-4. Seneca III, 28 Volt System Circuit Breaker Panel
39-10-00
Page 7
3I9
PIPER AIRCRAFT
PA-34-220T
5 5 5 5 5
(1)
70 60 70 1 2 L R WARN
LEFT BATTERY RIGHT

ALTERNATOR ALTERNATOR 7.5 7.5 5 5 5
FUEL PUMPS ALTNTR FIELD ANNUN
L R L R
10 5 25 5 15 20 15 10 20 15
START LANDING GEAR PROP FLAPS AIR FR AIR DE-ICE HEA TER
& ACC CONT PUMP SYNC COND BLWR SURFACE PROP (2)
25 5 7.5 10 10 10 10 7.5 5 5
AVIONICS AVIONICS RECOG NAV ANTI-COLL LNDG L LNDG R INST PNL CABIN FLOOD
BUS 2
LIGHTS
25 5 15 15 1 5 10 3
(3) (3)
AVIONICS WING ICE WSHLD PITOT AUTOPLT PITCH AUTO COMPASS INV RMI
BUS 1 LIGHT HEAT HEAT ALERT TRIM PILOT
10 3 3 2 5 1.5
(3) (3) (3) (3)
COM 1- NAV XPNDR DME ADF SPKR PHONE MKR ENC MAP
COM/NAV 1 1 1 1 1 AUDIO AUDIO BCN ALT DISPLAY
10 5 7.5 25
(3) (3) (3) (3) (3) (3) (3)
NAV COMM 2 NAV 2 XPNDR 2 DME 2 ADF 2 GPS ST SCOPE RDR ALT RADAR BUS TIE
(1)
15 AMP WHEN DEICE INSTALLED
(2)
15 AMP WHEN 2 BLADED PROPELLER INSTALLED
(3)
VARIES WITH OPTIONS SELECTED
Figure 39-5. Seneca IV Circuit Breaker Panel
39-10-00
Page 8
3I10
PIPER AIRCRAFT
PA-34-220T
FRONT VIEW
SIDE VIEW
BACK VIEW
Figure 39-6. Seneca III, 28 Vdc models and Seneca IV Circuit Breaker Panel Installation
39-10-00
Page 9
3I11
PIPER AIRCRAFT
PA-34-220T
GRIDS 3I12 AND 3I13

39-10-00
Page 10
3I12
CHAPTER
51
STRUCTURES
3I14
PIPER AIRCRAFT
PA-34-220T
CHAPTER 51 - STRUCTURE
CHAPTER
51-00-00 GENERAL 3I16

51-00-00 Description 3I16
51-10-00 STRUCTURAL REPAIRS 3I18
51-10-00 Fiberglass Repairs 3I18
51-10-00 Fiberglass Touch-Up and Surface Repairs 3I18
51-10-00 Fiberglass Fracture and Patch Repairs 3I21
51-10-00 Thermoplastic Repairs 3I22
51-10-00 Safety Walk Repair 3J6
51-10-00 Surface Preparation 3J6
51-10-00 Product Listing For Liquid Safety Walk
Compound 3J6
51-10-00 Application of Liquid Safety Walk
Compound 3J6
51-10-00 Pressure Sensitive Safety Walk 3J6
51-10-00 Surface Preparation For Pressure
Sensitive Safety Walk 3J6
51-10-00 Application of Pressure Sensitive
Safety Walk 3J7
51 - Cont./Effec.
Page 1
3I15
PIPER AIRCRAFT
PA-34-220T
GENERAL
DESCRIPTION
The PA-34-220T (Seneca III and Seneca IV) is an all metal semi-monocoque structure with a fuselage
constructed of bulkheads, stringers and stiffeners, to which all of the outer skin is riveted. Windows include a
single pane windshield and eight side windows; all windows are single pane. A storm window is located in the
forward lower section of the left window and can be opened inward when the latch is released. The cabin
entrance door, located on the right side of the fuselage above the wing, is equipped with a safety latch in the
top of the door that can be operated from the inside or outside. A door provided for entrance to the aft passenger
compartment is located on the left side of the fuselage just aft of the wing trailing edge, with a baggage or
cargo door adjacent and to the rear of the entrance door.
Each wing is an all metal, full cantilever, semi-monocoque type construction, with a removable fiberglass
or thermoplastic tip. Installed in each wing ahead of the main spar of the Seneca III are two metal fuel tanks
with a capacity of 24.5 U.S. gallons each or 49 U. S. gallons total per wing. Optional two U. S. 15 gallons fuel
cells may be installed in each wing between the inboard and outboard metal fuel tanks of the Seneca III,
increasing total fuel capacity to 128 U. S. gallons. Refer to Section 2 of the PilotÕs Operating Handbook,
Report: VB-1150 or VB-1257, for information on unusable fuel.
The standard fuel system on the Seneca IV consists of two 24.5 U. S. gallons metal fuel tanks installed in
each wing ahead of the main spar, plus two 15 U. S. gallons fuel cells installed between the inboard and out-
board metal fuel tanks, providing a total fuel capacity of 128 U. S. gallons. Refer to Section 2 of the PilotÕs
Operating Handbook, Report VB-1556, for information on unusable fuel.
Attached to each wing of the Seneca III or Seneca IV is an aileron, flap, main landing gear and power
plant. The wings are attached to each side of the fuselage by inserting the butt ends of the main spars into a
spar box carry-through. The spar box is an integral part of the fuselage structure which provides, in effect, a
continuous main spar with splices at each side of the fuselage. There are also fore and aft attachments at the
front and rear spars.
The all metal empennage group is a full cantilever design consisting of a vertical stabilizer (fin), rudder
and stabilator, all with removable fiberglass or thermoplastic tips. The rudder and stabilator have trim tabs
attached that are controllable from the cockpit. The stabilator also incorporates one channel main spar that
runs the full length of the stabilator and hinges to the aft bulkhead assembly of the fuselage. All exterior
surfaces are coated with enamel or acrylic lacquer. As an option, the airplane may be completely primed with
zinc chromate.
51-00-00
Page 1
3I16
PIPER AIRCRAFT
PA-34-220T
GRID 3I17
3I17
PIPER AIRCRAFT
PA-34-220T
STRUCTURAL REPAIRS
Structural repair methods used must be made in accordance with the regulations set forth in FAA Advisory
Circular 43-13-1A. To assist in making repairs and/or replacements, Figure 51-1 identifies the type and thick-
ness of various skin material used.
— WARNING —
NO ACCESS HOLES ARE PERMITTED IN ANY CONTROL
SURFACES. THE USE OF PATCH PLATES FOR REPAIRS
OF ALL MOVABLE TAIL 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
ALSO PROHIBITED ON ALL MOVABLE TAIL SURFACES.
Never make a skin replacement or patch plate from material other than the type of the original skin, or of a dif-
ferent thickness than the original skin. The repair must be as strong as the original skin. However, flexibility
must be retained so the surrounding areas will not receive extra stress.
FIBERGLASS REPAIRS
The repair procedure in this manual will describe the methods for repair of Fiberglass Reinforced
Structures. Fiberglass Touch-Up and Surface Repairs such as blisters, open seams, delamination, cavities,
small holes and minor damages that have not harmed the fiberglass cloth material, Fiberglass Fracture and
Patch Repairs such as punctures, breaks and holes that have penetrated through the structure and damaged the
fiberglass cloth. A repair kit, part number 756 729 will furnish necessary material for such repairs, and is
available through Piper Aircraft Dealers.
— NOTE —
Very carefully follow resin and catalyst mixing instructions fur-

nished with repair kit.
FIBERGLASS 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 pre-
sent. Fill the scratch or hole above the surrounding undamaged area about 1/16 inch.
51-10-00
Page 1
3I18
PIPER AIRCRAFT
PA-34-220T
9
9
3
5 5
3
5
9 5
5 6 5 5 4
11
5
3 11
4
5
9 9 5 5 5 9
9 5
9 5
3
5 5 6 5 OR 6
3
9 5 5
5 5
4
4
11 5 5 3
11 4
5 5 5 4 5 9
5 4 5
5
5 9
4
4 5 5 5 5 5 4
5 9
5
NUMBER MATERIAL THICKNESS

1 2024-T3 .018
2 2024-0* .020
3 2024-T3 .020
4 2024-T3 .025
5 2024-T3 .032
6 2024-T3 .040
7 2024-T3 .051
8 2024-T3 .025
9 FIBERGLASS
10 2024-T3 .020
11 THERMOPLASTIC OR FIBERGLASS
12 2024-0* .025
13 5052-H34 .040
14 321A ST. STL. .016
Figure 51-1. Skin Material and Thickness (Sheet 1 of 2)
51-10-00
Page 2
3I19
PIPER AIRCRAFT
PA-34-220T
9 9
6 5 6 6 6 5
5
9
1
9
5 6 10 3
1 3 1 3 4 3
3 3 5 2
2
5 7
5 5
4 9
5 7 9
1
5 6
9 6 3 10
5 6 6
5
9 6
9
NUMBER MATERIAL THICKNESS
1 2024-T3 .018
2 2024-0* .020
3 2024-T3 .020
4 2024-T3 .025
5 2024-T3 .032
6 2024-T3 .040
7 2024-T3 .051 12
8 2024-T3 .025
9 FIBERGLASS
10 2024-T3 .020 12
9 5 5
11 THERMOPLASTIC OR FIBERGLASS
12 2024-0* .025
13 5052-H34 .040
14 321A ST. STL. .016 13
— NOTE —
Left wing shown, right wing opposite. Left nacelle shown, 4
right nacelle opposite. * Heat treat to 2024 - T42 after 5
forming.
12 5
14
NOTE: LEFT WING SHOWN, RIGHT WING
12
OPPOSITE. LEFT NACELLE SHOWN,
RIGHT NACELLE OPPOSITE. 4
* HEAT TREAT TO 2024 - T42 AFTER
FORMING
Figure 51-1. Skin Material and Thickness (Sheet 2 of 2)
51-10-00
Page 3
3I20
PIPER AIRCRAFT
PA-34-220T
FIBERGLASS TOUCH-UP AND SURFACE REPAIRS (continued)
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, ascertain wax is removed from surface.)
7. Rough up the bottom and edges of the hole with an 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 1/16 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 cut edge of the patch
and cover with cellophane. Then, using a squeegee or the back of a razor blade, squeegee level with
area surrounding the patch, leave the cellophane on patch for one or two hours or overnight, for
complete cure.
12. After repair has cured for 24 hours, sand the patched area using a sanding block with fine wet sandpaper.
Finish by priming, again sanding and applying color coat.
FIBERGLASS FRACTURE AND PATCH REPAIRS

1. Remove wax, oil and dirt from around 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 cello-
phane 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 dam-
age occurred as a stress crack, an extra layer or two of cloth may be used to strengthen area.
51-10-00
Page 4
3I21
PIPER AIRCRAFT
PA-34-220T
FIBERGLASS FRACTURE AND PATCH REPAIRS (continued)
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 hole about two inches into undamaged area.
11. Mask area around hole with tape and paper to protect surface. Cut a piece of fiberglass mat about one
inch larger than the hole and one or more pieces of fiberglass cloth two inches larger than the hole.
Brush catalyzed resin over hole, lay mat over hole and wet out with catalyzed resin. Use a daubing
action with brush. Then apply additional layer or layers of fiberglass cloth to build up patch to the
surface of structure. Wet out each layer thoroughly with resin.
12. With a squeegee or broad knife, work out all air bubbles in the patch. Work from center to edge,
pressing patch firmly against the structure. Allow patch to cure for 15 to 20 minutes.
13. As soon as the patch begins to set up, but while still rubbery, take a sharp knife and cut away extra
cloth and mat. Cut an outside edge of feathering. Strip cut edges of structure. Do this before cure is
complete to save extra sanding. Allow patch to cure overnight.
14. Using dry 80-grit sandpaper on a power sander or sanding block, smooth patch and blend with
surrounding surface. Should air pockets appear while sanding, puncture and fill with catalyzed resin.
A hypodermic needle may be used to fill cavities. Let cure and resand.
15. Mix catalyzed resin and work into patch with fingers. Smooth carefully and work into any crevices.
16. Cover with cellophane and squeegee smooth. Allow to cure completely before removing cellophane.
Let cure and resand.
17. Brush or spray a coat of catalyzed resin to seal patch. Sand patch, finish by priming, again sanding
and applying color coat.
— NOTE —
Brush and hands may be cleaned in solvents as acetone or
methylethylketone. If solvents are not available, a strong solu-
tion of detergent and water may be used.
THERMOPLASTIC REPAIRS
The following procedure will assist in making field repairs to items made of thermoplastic which are used
throughout the airplane. A list of material needed to perform these repairs is given along with suggested sup-
pliers of the material. Common safety precautions should be observed when handling some of the materials
and tools used while making these repairs.
1. Surface Preparation:
a. Surface dirt and paint, if applied, must be removed from the item being repaired. Household
cleaners have proven most effective in removing surface dirt.
b. Preliminary cleaning of the damaged area with perchlorethylene or VM & P Naptha will generally
ensure
51-10-00
Page 5
3I22
PIPER AIRCRAFT
PA-34-220T
THERMOPLASTIC REPAIRS (continued)
CHART 5101. LIST OF MATERIALS (THERMOPLASTIC REPAIR)
ITEMS DESCRIPTIONS SUPPLIERS

Buffing and Rubbing Automotive Type - DuPont #7 DuPont Company
Compounds Wilmington, DE 19898
Ram Chemical #69 x 1 Ram Chemicals
Gardena, CA 90248
Mirror Glaze #1 Mirror Bright Polish Co., Inc.
Irvin, CA 92713
Cleaners Fantastic Spray Obtain From Local Suppliers
Perchlorethylene
VM & P Naptha (Lighter
Fluid)
ABS-Solvent Cements Solarite #11 Series Solar Compounds Corp.
Linden, NJ 07036
Solvents Methylethyl Ketone Obtain From Local Suppliers
Methylene Chloride
Acetone
Epoxy Patching Solarite #400 Solar Compounds Corp.
Compound Linden, NJ 07036
Hot Melt Adhesives Stick Form 1/2 in. dia. Sears Roebuck & Co. or Most
Polyamids and Hot 3 in. long Hardware Stores
Melt Gun
Hot Air Gun Temp. Range 300° to Local Suppliers
400°F
2. Surface Scratches, Abrasion or Ground-in-Dirt: (Refer to Figure 51-2.)

a. Shallow scratches and abraded surfaces are usually repaired by following directions on containers
of conventional automotive buffing and rubbing compounds.
b. 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.
c. The thermoplastic will return to its original shape upon cooling.
51-10-00
Page 6
3I23
PIPER AIRCRAFT
PA-34-220T
Figure 51-2. Surface Scratches, Abrasions or Ground-in-Dirt
3. Deep Scratches, Shallow Nicks and Small Holes: (Less than 1 inch in diameter.) (Refer to Figure 51-3).
a. 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.
b. 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.
c. Solvent adhesives are not recommended for highly stressed areas, on thin walled parts or for
patching holes greater than 1/4 inch in diameter.
d. For larger damages an epoxy patching compound is recommended. This type material is a two
part, fast curing, easy sanding commercially available compound.
e. Adhesion can be increased by roughing the bonding surface with sandpaper and by utilizing as
much surface area for the bond as possible.
f. 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 VM & P Naptha prior to applying
the compound. (Refer to Figure 51-4.)
g. A mechanical sander can be used after the compound is cured, providing the sander is kept in
constant motion to prevent heat buildup.
h. 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.
i. For repairs in areas involving small holes, indentions or cracks in the material where high stress is
apparent or thin walled sections are used, the welding method is suggested.
j. This welding method requires a hot air gun and ABS rods. To weld, the gun should be held to
direct the flow of hot air into the fusion (repair) zone, heating the damaged area and rod simultaneously.
The gun should be moved continuously in a fanning motion to prevent discoloration of the material.
Pressure must be maintained on the rod to ensure good adhesion. (Refer to Figure 51-5.)
k. After the repair is completed, sanding is allowed to obtain a surface finish of acceptable appearance.
51-10-00
Page 7
3I24
PIPER AIRCRAFT
PA-34-220T
Figure 51-3. Deep Scratches, Shallow Nicks and Small Holes
THOROUGHLY MIX
USING FIGURE EIGHT
MOTION
Figure 51-4. Mixing of Epoxy Patching Compound
4. Cracks: (Refer to Figure 51-6.)

a. Before repairing a crack in the thermoplastic part, first determine what caused the crack and alle-
viate that condition to prevent it recurring after the repair is made.
b. Drill small stop holes at each end of the crack.
c. If possible, a double plate should be bonded to the reverse side of the crack to provide extra
strength to the part.
d. The crack should be "V" grooved and filled with repair material, such as solvent cement, hot melt
adhesive, epoxy patching compound or hot air welded, whichever is preferred.
e. After the repair has cured, it may be sanded to match the surrounding finish.
51-10-00
Page 8
3J1
PIPER AIRCRAFT
PA-34-220T
5. Repairing Major Damage: (Larger than 1 inch in diameter.) (Refer to Figure 51-7.)
a. If possible a patch should be made of the same material and cut slightly larger than the section
being repaired.
b. When appearances are important, large holes, tears, etc, should be repaired by cutting out the
damaged area and replacing it with a piece of similar material.
c. 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 insure a good fit.
d. Coat the patch with solvent adhesive and firmly attach it over the damaged area.
e. Let the patch dry for approximately one hour before any addition work is performed.
f. The hole, etc, is then filled with the repair material. A slight overfilling 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 1/2 inch in thickness at a time, thus
allowing the compound to cure and ensuring a good solid buildup of successive layers as
required.
Figure 51-5. Welding Repair Method
6. Stress Lines: (Refer to Figure 51-8.)

a. Stress lines produce a whitened appearance in a localized area and generally emanate from the
severe bending or impacting of the material. (Refer to Figure 51-9.)
b. To restore the material to its original condition and color, use a hot gun or similar heating device
and carefully apply heat to the affected area. Do not overheat the material.
51-10-00
Page 9
3J2
PIPER AIRCRAFT
PA-34-220T
7. Painting the Repair:
a. An important factor in obtaining a quality paint finish is the proper preparation of the repair and
surrounding area before applying any paint.
b. 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.
c. The paint used for coating thermoplastic can be either lacquers or enamels depending on which is
preferred by the repair facility or customer. (See NOTE.)
— NOTE —
It is extremely important that solvent formulations be considered
when selecting a paint, because not all lacquers or enamels can
be used satisfactorily on thermoplastics. Some solvents used in
the paints can significantly affect and degrade the plastic properties.
d. 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 coatings
may crack, thus creating a weak area.
DOUBLER PLATE BONDED TO

UNDERSIDE OF DAMAGED AREA
STOP
HOLES
Figure 51-6. Repairing of Cracks
51-10-00
Page 10
3J3
PIPER AIRCRAFT
PA-34-220T
PATCHING
COMPOUND
DAMAGED AREA
PLUG
PATCH
Figure 51-7. Various Repairs
51-10-00
Page 11
3J4
PIPER AIRCRAFT
PA-34-220T
STRESS
LINES
51-8. Stress Lines
PROFILE VIEW INDICATING

DAMAGED AREA
51-9. Repair of Impact Damage
51-10-00
Page 12
3J5
PIPER AIRCRAFT
PA-34-220T
SAFETY WALK REPAIR
SURFACE PREPARATION
1. Clean all surfaces with a suitable cleaning solvent to remove dirt, grease and oils. Solvents may be
applied by dipping, spraying or mopping.
2. Ensure that no moisture remains on the surface by wiping with a clean dry cloth.
3. Outline the area to which the liquid safety walk compound is to be applied and mask adjacent surfaces.
— NOTE —
Newly painted surfaces shall be allowed to dry for 2.5 hours mini-
mum prior to the application of the safety walk.
PRODUCT LISTING FOR LIQUID SAFETY COMPOUND
1. Suggested Solvents:
Safety Solvent per MIL-S-18718
Sherwin Williams Lacquer Thinner R7KC120
Glidden Thinner No. 207
2. Safety Walk Material:
Walkway Compound and Matting Nonslip (included in Piper Part No. 179872)
APPLICATION OF LIQUID SAFETY WALK COMPOUND
Liquid safety walk compound shall be applied in an area, freee of moisture for a period of 24 hours mini-
mum after application. Do not apply when surface to be coated is below 50°F. Apply liquid safety walk com-
pound as follows:
1. Mix and thin the liquid safety walk compound in accordance with the manufacturer’s instructions on the
container.
2. Coat the specified surfaces with a smooth, unbroken film of the liquid safety walk compound. A nap
type roller or a stiff bristle brush is recommended, using fore and aft strokes.
3. Allow the coating to dry for 15 minutes to one hour before recoating or touch-up; if required after appli-
cation of the initial coating.
4. After recoating or touch-up, if done, allow the coating to dry for 15 minutes to one hour before removing
masking.
— NOTE —
The coated surface shall not be walked on for six hours minimum
after application of final coating.
PRESSURE SENSITIVE SAFETY WALK.

SURFACE PREPARATION FOR PRESSURE SENSITIVE SAFETY WALK.
The areas to which the pressure sensitive safety walk is to be installed must be free from all contaminates
and no moisture present. If liquid safety walk is currently installed the area must be prepared as follows:
1. Area must be masked off to protect painted surfaces.
2. Apply suitable stripper MEK Federal Spec. TT-M-261, U.S. Rubber No. 3339 to wingwalk compound.
As compound softens remove by using putty knife or other suitable tool.
51-10-00
Page 13
3J6
PIPER AIRCRAFT
PA-34-220T
SURFACE PREPARATION FOR PRESSURE SENSITIVE SAFETY WALK. (continued)
3. Area must be clean and dry prior to painting.
4. Prime and paint area.
— NOTE —
Newly painted surfaces shall be allowed to dry for 2.5 hours mini-
mum prior to the application of the safety walk.
APPLICATION OF PRESSURE SENSITIVE SAFETY WALK.

Wipe area with a clean dry cloth to ensure that no moisture remains on surface. Do not apply when sur-
face temperature is below 50°F. Apply pressure sensitive safety walk as follows:
1. Peel back the full width of the protective liner approximately 2 inches from the leading edge of the
safety walk.
2. Apply the safety walk to the wing area, begin at the leading edge, ensure proper alignment and posi-
tion from wing lap.
3. Remove the remaining protective liner as the safety walk is being applied from front to back of wing
area.
4. Roll firmly with a long handled cylindrical brush in both lengthwise directions. Make sure all edges
adhere to the wing skin.
5. Install and rivet leading edge retainer.
— END —
51-10-00
Page 14
3J7
PIPER AIRCRAFT
PA-34-220T
GRID 3J8
3J8
PIPER AIRCRAFT
PA-34-220T
GRID 3J9 AND 3J10

3J9
CHAPTER
52
DOORS
3J11
PIPER AIRCRAFT
PA-34-220T
CHAPTER 52 - DOORS
CHAPTER
52-00-00 GENERAL 3J13

52-00-00 Removal and Installation of Door Snubbers 3J13
52-10-00 PASSENGER/CREW 3J19
52-10-00 Removal of Door 3J19
52-10-00 Installation of Door 3J19
52-10-00 Adjustment of Door 3J19
52-10-00 Removal of Door Latch Mechanism 3J19
52-10-00 Installation of Door Latch Mechanism 3J19
52-10-00 Adjustment of Door Latch Mechanism 3J19
52-10-00 Removal of Door Lock Assembly 3J19
52-10-00 Installation of Door Lock Assembly 3J19
52-10-00 Removal of Door Safety Latch 3J20
52-10-00 Installation of Door Safety Latch 3J20
52-10-00 Adjustment of Door Safety Latch 3J20
52-30-00 CARGO 3J21
52-30-00 Removal of Baggage Door 3J21
52-30-00 Installation of Baggage Door 3J21
52-30-00 Removal of Baggage Door Lock Assembly 3J21
52-30-00 Installation of Baggage Door Lock Assembly 3J21
52-30-00 Removal of Baggage Door Hinge 3J21
52-30-00 Installation of Baggage Door Hinge 3J21
52 - Cont./Effec.
Page 1
3J12
PIPER AIRCRAFT
PA-34-220T
GENERAL
This airplane is provided with a crew entrance door located on the forward right side of the fuselage and a
passenger compartment door on the left side of the fuselage aft of the wing trailing edge. A rear baggage com-
partment door adjoins the passenger compartment door. The forward baggage compartment door is located on
the right side of the fuselage at station 41.1.
REMOVAL AND INSTALLATION OF DOOR SNUBBERS

Door snubber seals have been incorporated in the three door jambs to improve on door sealing. For those
aircraft equipped as such, the following procedure should be used. If snubbers are not installed, the Field Kit
for Improved Sealing (Piper p/n 763-993V), should be consulted for installation if so desired.
— NOTE —
If the existing seal is torn or badly deteriorated, it should be
replaced. If the seal is found to be loose, or the bond is marginal, it
should be rebonded. The adhesives listed below are recom-
mended for the following procedure:
1. Carboline Adhesive F-l,
2. Scotch Grip 2210,
3. Proco #6205-1.
Refer to the List of Consumable Materials for vendor information.
1. To remove the snubber proceed as follows:
a. Back off the windlacing trim screws, tape the windlacing back out of the way. Remove all scuff
plates and disconnect door holders.
b. With mineral spirits, soak the edges of the snubber all around the door jamb.
c. With a plastic scraper or other appropriate instrument, scrape off the snubber while applying min-
eral spirits as necessary to loosen the strip.
d. With mineral spirits and a clean cloth clean off all excess adhesive.
2. Before proceeding with installation instructions make sure the windlacing is rolled back far enough to
prevent adhesive from coming in contact with it.
3. If the door jamb is flaking or excessively scuffed proceed as follows:
a. Rub down and feather the finish with wet or dry emery cloth. Make sure to go over the surface
with fine (400 grit) paper.
b. Go over the surface with Prep-Sol or other type of cleaner that will not leave an oily residue.
c. Prime, sand (400 grit), and paint affected area. Wait for paint to dry before proceeding.
4. Go over the entire door jamb with Prep-Sol or other cleaner that will not leave an oily residue.
— NOTE —
Normal tack time for Carboline F-1 (which is used as a reference)
is 30 to 45 minutes, less in a warm area.
— NOTE —
On forward cabin door make sure leg of snubber goes under
striker plate on side latch and over the striker plate for the upper
latch.
52-00-00
Page 1
3J13
PIPER AIRCRAFT
PA-34-220T
REMOVAL AND INSTALLATION OF DOOR SNUBBERS (continued)
A
DO NOT STRETCH SNUBBER
FORWARD CABIN
AROUND CORNERS (4 PLACES)
DOOR INSTALLATION
A
FRAME
NOTES
1. SNUBBER BUTT JOINT SHOULD
B B OCCUR AT DOOR DRAIN AREA AS
APPLICABLE.
2. ORIENT SNUBBER FLAT WITH
SURFACE INDICATED BY NOTE
DESIGNATION
RECOMMENDED
DIRECTON
OF INSTALLATION
SEE
NOTE 1
SEE
NOTE 2
OUTBOARD
SCUFF PLATE TAPE

STRIKER PLATE
SECTION A - A
SEE
NOTE 2
FRAME
SECTION C - C
STRIKER PLATE
SNUBBER
ADHESIVE
SECTION B - B
APPLICATION OF ADHESIVE
Figure 52-1. Snubber Installation - Forward Cabin Door (Sheet 1 of 3)
52-00-00
Page 2
3J14
PIPER AIRCRAFT
PA-34-220T
D AFT CABIN DOOR

INSTALLATION
FRAME D VIEW B
FWD NOTES
3. ORIENT SNUBBER FLAT WITH
RECOMMENDED DIRECTION
OF INSTALLATION
SURFACE INDICATED WITH
NOTE DESIGNATION.
E 4. TRY TO KEEP WIND LACING AT
E F F F F
LEAST 0.03 TO 0.06 IN. (0.762
C AFT BAGGAGE TO 1.524 MM)FROM SNUBBER.
DOOR
VIEW A VIEW A
C
SNUBBER WIND LACING MOLDING
SEE OUTBD
FRAME SEE NOTE 3
NOTE
3 SNUBBER
SEE
NOTE FUSELAGE
SECTION D - D
(ROTATED) 4 SKIN
STRIKER
PLATE
SECTION E - E
OUTBOARD (ROTATED 90 COUNTERCLOCKWISE)
SCUFF PLATE
SEE
NOTE 2 TYPICAL
CORNER
SECTION C - C
SNUBBER VIEW A
SEE NOTE 3 HINGE

WIND LACING
CENTERLINE
SEE
MOLDING NOTE
4
SNUBBER
CUT SNUBBER
AFTER ADHESIVE
OUTBD
CURES
AFT
BAGGAGE VIEW B
DOOR
SECTION F - F SKIN
Figure 52-1. Snubber Installation - Aft Cabin Door (Sheet 2 of 3)
52-00-00
Page 3
3J15
PIPER AIRCRAFT
PA-34-220T
FORWARD BAGGAGE
DOOR INSTALLATION
G H
FWD
I
SEE
VIEW A
I
SEE
VIEW LOOKING INBOARD VIEW A
RIGHT HAND SIDE (SEE SHEET 2 OF 3)
FUSELAGE SKIN
0.20 IN
(5.08 MM) SNUBBER
SNUBBER FRAME
OUTBOARD
FRAME STRIKER PLATE
OVER SNUBBER SECTION H - H
SECTION G - G
ROTATED
SNUBBER
FUSELAGE SKIN
FRAME
SECTION I - I
Figure 52-1. Snubber Installation - Forward Baggage Door (Sheet 3 of 3)

52-00-00
Page 4
3J16
PIPER AIRCRAFT
PA-34-220T
REMOVAL AND INSTALLATION OF DOOR SNUBBERS (CONTINUED)
On the aft cabin and cargo doors, make sure the baggage door is closed and start at the forward edge of the
cabin door working upward. Make sure leg of snubber is under striker plate.
6. Although not critical, it is recommended that masking tape be applied to the door jamb at the borders
of the area to be glued. (Refer to Figure 52-1 (Sheet 2 of 3).
7. Apply adhesive to the affected area on the door jamb and the inside surface of the snubber. It is
recommended that the snubber be installed before the adhesive becomes tacky enabling manipulation
of the snubber. Toluol can be used as a thinner to clean tools used during installation.
8. Position the snubber with the teat facing outboard, applying pressure to ensure a proper bond. DO
NOT prestretch the snubber. Stretching the snubber will cause cracks.
9. Wait for at least two hours for the bond to cure. DO NOT allow door to close. The bond will cure
more efficiently with the door left open and a maximum cure age will be effected.
10. To check for proper cure, try peeling back a small local area of the snubber leg.
11. With adhesive properly cured, remove the masking tape. Replace scuff plates and windlacing. If the
snubber for the aft cabin door has just been installed, cut snubber as shown in Figure 52-1 (Sheet 2 of 3).
12. With both the aft cabin and aft baggage door held open, install the door scuff plate and the baggage
door vertical trim strip.
13. Check that the door closes properly and readjust as necessary to achieve a flush fit. Latching effort
must not have increased.
14. With all hardware and plates reinstalled coat snubbers with silicone.
52-00-00
Page 5
3J17
PIPER AIRCRAFT
PA-34-220T
GRID 3J18
3J18
PIPER AIRCRAFT
PA-34-220T
PASSENGER/CREW
REMOVAL OF DOOR
1. Remove the clevis bolt, washer and bushing from the door holder assembly.
2. Remove cotter pins, clevis pins and washers from serrated door hinges.
3. Remove the door from the airplane.
INSTALLATION OF DOOR
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 of Door.
3. Hook up and install the clevis bolt, bushing and washer into the door holder assembly.
ADJUSTMENT OF DOOR
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, it is recommended they be
lubricated with a dry lubricant in a spray can.
REMOVAL OF DOOR LATCH MECHANISM
1. Remove the door latch mechanism by removing the door trim upholstery and the screws that attach the
latch plate and latch mechanism to the door.
2. Disconnect the latch pull rod from the inside door handle.
3. Remove the complete latch mechanism.
INSTALLATION OF DOOR LATCH MECHANISM

1. Place the latch assembly into position on the door.
2. Connect the latch pull rod to the inside door handle.
3. Replace the screws that attach the latch plate and mechanism to the door. Install the door trim
upholstery and secure with screws.
ADJUSTMENT OF DOOR LATCH MECHANISM

To adjust the door latch, loosen the screws on the striker plate, make necessary adjustment, and retighten
the screws.
REMOVAL OF DOOR LOCK ASSEMBLY

1. Remove the door trim upholstery by removing the attachment screws.
2. Loosen the nut on the lock assembly and remove the lock by turning it sideways.
INSTALLATION OF DOOR LOCK ASSEMBLY

1. Install the lock in the door by turning it sideways and placing it through the opening provided.
2. Replace the nut on the back of the lock assembly and tighten.
3. Replace the door trim upholstery and secure with the attachment screws.
52-10-00
Page 1
3J19
PIPER AIRCRAFT
PA-34-220T
REMOVAL OF DOOR SAFETY LATCH
1. Remove the two handles and the five screws holding the pan on the inside of the door.
2. Remove the pan and pull the latch assembly through the opening on the door.
INSTALLATION OF DOOR SAFETY LATCH

1. Place the latch assembly into position for installation.
2. Replace the pan and install the five screws and handles.
3. Check the latch assembly for operation and be certain that it is free of rubbing on the trim panels.
ADJUSTMENT OF DOOR SAFETY LATCH

1. To adjust the door safety latch, remove the two screws from latch plate found at the top of the door
opening.
2. Remove the plate and turn the loop assembly in or out to make necessary adjustments.
3. Replace the latch plate and secure with the two attachment screws.
— END —
52-10-00
Page 2
3J20
PIPER AIRCRAFT
PA-34-220T
CARGO
REMOVAL OF BAGGAGE DOOR
With the door open remove the hinge pin from the hinge and remove the door.
INSTALLATION OF BAGGAGE DOOR

Place the door in position so that the hinge halves are properly matched and install the hinge pin. It will
not be necessary to replace the hinge pin with a new pin if it is free of bends and wear.
REMOVAL OF BAGGAGE DOOR LOCK ASSEMBLY

1. With the door open, remove the nut from the back of the lock assembly by use of a special made
wrench. (This tool may be fabricated from the dimensions given in Chapter 91.)
2. Remove the lock assembly through the front of the door.
INSTALLATION OF BAGGAGE DOOR LOCK ASSEMBLY

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.
REMOVAL OF BAGGAGE DOOR HINGE

1. Remove the door from the airplane as described in Removal of Baggage Door.
2. Remove the hinge half from the airplane or door by drilling out the rivets and removing the hinge.
INSTALLATION OF BAGGAGE DOOR HINGE

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.
52-30-00
Page 1
3J21
PIPER AIRCRAFT
PA-34-220T
GRID 3J22 AND 3J23

3J22
CHAPTER
55
STABILIZERS
3J24
PIPER AIRCRAFT
PA-34-220T
CHAPTER 55 - STABILIZERS
CHAPTER
55-00-00 GENERAL 3K2

55-00-00 Checking Control Surfaces Free Play 3K2
55-20-00 STABILATOR 3K6
55-20-00 Removal of Stabilator 3K6
55-20-00 Balancing Equipment 3K7
55-20-00 Balancing Stabilator 3K7
55-20-00 Installation of Stabilator 3K8
55-20-00 Stabilator Trim Tab 3K8
55-20-00 Removal of Stabilator Trim Tab 3K8
55-20-00 Installation of Stabilator Trim Tab 3K8
55-30-00 VERTICAL STABILIZER 3K10
55-30-01 Removal of Vertical Stabilizer 3K10
55-30-02 Installation of Vertical Stabilizer 3K10
55-40-00 RUDDER 3K11
55-40-01 Removal of Rudder 3K11
55-40-02 Installation of Rudder 3K11
55-40-03 Rudder Trim Tab 3K11
55-40-04 Removal of Rudder Trim Tab 3K11
55-40-05 Installation of Rudder Trim Tab 3K12
55-40-06 Balancing Rudder 3K12
55 - Cont./Effec.
Page 1
3K1
PIPER AIRCRAFT
PA-34-220T
GENERAL
Refer to Figure 1 for overview of empennage assemblies.
Before entering the aft portion of the fuselage to accomplish any of the following procedures, attach a
stand to the tail skid for support. Use of a heavy pad to protect the bulkheads so as not to damage the fuselage
skin or bulkhead.
CHECKING CONTROL SURFACES FREE PLAY

The following checks are recommended before balancing to determine the amount of free play in the
stabilator trim tab and aileron:
1. Stabilator and Aileron: Check the stabilator for any free play at its attachment points by grasping each
half near the tip and gently trying to move it up and down, fore and aft, and in and out. No play is
allowed.
2. Stabilator Trim Tab: Set the stabilator trim tab in neutral position. This neutral position is determined
with the airplane properly rigged per instructions given in Chapter 27 of this Service Manual and the
trim indicator at its neutral position. Obtain a straightedge long enough to extend from the ground up
to a few inches above the trim tab trailing edge. Place the straightedge next to the trim tab inboard
(center) trailing edge, secure the stabilator in neutral and grasping the tab, gently move it up and down,
mark the limit of tab free play on the straightedge. The overall travel (free play) must not exceed
0.125 of an inch (3.175 mm). The use of a dial indicator and fixed stand is recommended.
55-00-00
Page 1
3K2
PIPER AIRCRAFT
PA-34-220T
PIN MS20253PZ
SKETCH A
D
G
A
H A
I
B
C
A
BOLT AN3-10A
WASHER AN960 D-10 (UNDER NUT)
NUT MS20365-1032C
A
SKETCH B
AN173-11A
WASHER AN960-10 (2 REQ.
1 UNDER H/D, 1 UNDER NUT)
NUT MS20365-1032C
35-40 IN. LB TORQUE
AN960-10L (UNDER NUT) BOLT AN4-5A
2 REQ. WASHER AN960-416L
TORQUE TO 100 IN. LBS.
PIN MS20253PZ
SKETCH C
BOLT AN173-7A
WASHER AN960-10L
NUT MS20365-1032C
SKETCH F
WASHER AN960-10 OR 10L

(AS REQ.)
SKETCH E
SKETCH D
Figure 55-1. Empennage Assemblies (Sheet 1 of 2)

55-00-00
Page 2
3K3
PIPER AIRCRAFT
PA-34-220T
BOLT AN4-24 BOLT AN173-10A

WAASHER AN960-416 (2 REQ.) WASHER AN960-10 (2 REQ.)
BALANCE PLATES NUT MS20365-428C NUT MS20365-1032C
P/N 96564 (AS REQ.) (2 REQ.)
WASHER AN960-10
TORQUE 50 TO 70 IN.-LBS
WASHER AN960-10L
(AS REQ.) TO CENTER
BOLT AN23-12
WASHER AN960-10
BOLT AN5-6A
NUT AN320-3
WASHER AN960-516 (2 REQ.)
COTTER PIN MS24665-134
NUT MS20365-524C
BUSHING 63900-31
SKETCH G (4 REQ.) SKETCH H
(2 REQ.)
TORQUE 180 - 200 IN. LBS.
BOLT AN3-5A
WASHER AN960-10
NUT MS20365-1032C
4 REQ.
TORQUE NUT 35 TO 40 IN.-LBS. BOLT AN4-6A
NUT MS20365-428
BOLT NAS464P3A5 WASHER AN960-416
WASHER AN960-10 8 REQ.
NUT MS21045-L3
4 REQ. BOLT AN3-5A
TORQUE NUT TO 65 ± 5 IN. -LBS. WASHER AN960-10
NUT MS20365-1032C
4 REQ.
TORQUE NUT 35 TO 40 IN.-LBS.
BOLT AN3-5A
A A BOLT NAS464P3A4
WASHER AN960-10 (2 REQ. UNDER NUT)
WASHER AN960-10
WASHER AN960-10 (UNDER HEAD)
NUT MS21045-L3
NUT MS20365-1032C
4 REQ.
4 REQ.
TORQUE NUT 65 ± 5 IN.-LBS.
TORQUE NUT TO 65 ± 5 IN.-LBS.
SEE CAUTION
SEE CAUTION
BOLT NAS464P3A4
WASHER AN960-10 (2 REQ.)
NUT MS21045-L3 WASHER 960-416L
4 REQ. AS REQ. TO CENTER
TORQUE NUT TO 65 ± 5 IN.-LBS. STABILATOR AND
LOCK BEARING INNER RACE
BOLT NAS 1104-17
WASHERS AN960-416L
(1) UNDER HEAD
(1) UNDER NUT — CAUTION —
NUT MS21045-4 IDENTIFY HARDWARE BEFORE TORQUING
TORQUE 80 - 90 IN.-LBS.
SKETCH A - A
SKETCH I
Figure 55-1. Empennage Assemblies (Sheet 2 of 2)
55-00-00
Page 3
3K4
PIPER AIRCRAFT
PA-34-220T
GRID 3K5
3K5
PIPER AIRCRAFT
PA-34-220T
STABILATOR
REMOVAL OF STABILATOR
— NOTE —
Should it be necessary to move the rudder to its extreme left or right
or clearance, do so with the use of the rudder pedals or tow bar.
1. Remove the screws from around the upper and lower tail cone fairings and remove the assemblies sep-
arately.
2. Block the trim cable at the barrel of the trim screw assembly to prevent the cable from unwrapping.
3. Remove the access panel to the aft section of the fuselage located at the back wall of the baggage com-
partment.
4. Install cable blocks, as illustrated in Figure 55-2, on the stabilator trim control cable at the first set of
pulleys forward of the cable turnbuckles to prevent the forward cable from unwrapping.
5. Disconnect the trim cables at the turnbuckles within the aft section of the fuselage.
6. Relieve tension from the stabilator control cables by loosening one of the cable turnbuckles in the aft
7. Disconnect the stabilator control cables from the stabilator balance arm by removing the connecting
hardware.
8. Disconnect the trim assembly from the aft bulkhead of the fuselage by removing the attaching hard-
ware of the horizontal and diagonal support brackets.
9. Move the trim assembly up through the tail cone fairing cutout in the stabilator and remove, with
cable, from the airplane.
10. Remove the stabilator by disconnecting the stabilator at its hinge points.
Figure 55-2. Blocking Control Cables
55-20-00
Page 1
3K6
PIPER AIRCRAFT
PA-34-220T
BALANCING EQUIPMENT (Refer to Chapter 95.)
The balancing must be done using a suitable tool capable of measuring unbalance in inch-pounds from the
centerline of the control surface hinge pin. A suggested tool configuration is shown in Chapter 95. Other tool
configurations may be used, provided accuracy is maintained and calibration capability is provided. The tool
shown in Chapter 95 may be calibrated by placing it on the control surface to be balanced with the balance
points over the control surface hinge centerline and the balance bar parallel to the chord line. Position the trailing
edge support to align the tool with the control surface chord line and secure in this position. Remove the tool
without disturbing the trailing edge support and balance the tool by adding weight to the light end as required.
(The movable weight must be at the centerline.) Place the tool on the control surface perpendicular to the
hinge centerline. Read the scale when the bubble level has been centered by adjustment of the movable
weight.
BALANCING STABILATOR (Refer to Figure 55-3.)
WARNING
Stabiltor must be rebalanced any time it is repainted, or deicer
boots are added or removed.
To balance the stabilator, the assembly must be complete including the trim tab, the tab push rod and end
bearing, stabilator tips and all attaching screws. Before balancing, tape the trim tab in neutral position with a
small piece of tape. In a draft free area, set up the mechanism as shown in Figure 55-3 making sure there is
unrestricted movement. Do not place the tool on the trim tab. Calibrate the tool as described in Balancing
Equipment. Read the scale when the bubble level has been centered by adjustment of the movable weight and
determine the static balance limit. If the static balance is not within the limits given, 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 the stabilator is out of limits on the trailing edge heavy side, add balance plates (up to seven maximum)
to the mass balance weight until the static balance is within limits.
BALANCING TOOL
(REFER TO CHAPTER 95)
HINGE POINTS
VIEW A
SEE
VIEW A
HOLDING
FIXTURE
MASS BALANCE WEIGHT

SEE NOTE
BALANCE PLATES
LEVEL SUPPORT (96564 AS REQ., UP TO
A MAXIMUM OF SEVEN)
BALANCE WEIGHT NOTE

LEADING EDGE TRAILING EDGE WEIGHT OF MASS BALANCE WEIGHT
TAPE TRIM TAB IN ON AIRCRAFT WITH DEICER BOOTS
HEAVY HEAVY NEUTRAL POSITION 6.00 LBS. ± 5 OZ. ON AIRCRAFT WITHOUT
0.00 -13.0 DEICER BOOTS 6.69 LBS. ± 5 OZ.
Figure 55-3. Stabilator Balancing
55-20-00
Page 2
3K7
PIPER AIRCRAFT
PA-34-220T
INSTALLATION OF STABILATOR (Refer to Figure 55-1.)
— NOTE —
A clearance of 0.25 ± .06 of an inch (6.350 ± 1.524 mm) between
the stabilator and the side of the fuselage and 0.18 of an inch
(4.572 mm) minimum between all parts of the stabilator and the
tail cone assembly must be maintained throughout the stabilator
travel. Use a proper washer combination on the stabilator hinges
to attain the necessary tolerances.
1. Insert the stabilator in position and install attaching hinge bolts, washers and nuts.
2. Move the trim assembly through the cutout in the stabilator and attach the brackets of the assembly to
the aft bulkhead with bolts, washers and nuts. Insert the trim cable ends into the fuselage.
3. Attach the stabilator control cables to the stabilator balance arm with clevis bolts, bushings, washers,
nuts and cotter pins.
4. Connect the ends of the fore and aft trim cables at the turnbuckles within the aft section of the fuse-
lage.
5. Remove the cable block from the trim control cable within the fuselage.
6. Set stabilator control cable tension and check rigging and adjustment according to Rigging and
Adjustment of Stabilator Trim, Chapter 27.
7. Remove the cable blocks from the trim cable at the barrel of the trim screw assembly.
8. Set stabilator trim control cable tension and check rigging and adjustment according to Rigging and
Adjustment of Stabilator Trim, Chapter 27.
9. Remove the pad from the aft section of the fuselage and replace the access panel.
10. Install the tail cone fairing and remove tail stand.
— NOTE —
When stabilator and/or stabilator trim tab is replaced, the balance

may be disturbed. Rebalancing is required.
STABILATOR TRIM TAB

REMOVAL OF STABILATOR TRIM TAB (Refer to Figure 55-1.)
1. Disconnect the stabilator trim control rod by removing the bolts that attach the control rod to the stabi-
lator trim tab.
2. Remove the stabilator trim hinge pins by cutting one end of the wire pins and removing.
3. The stabilator trim tab can now be removed.
INSTALLATION OF STABILATOR TRIM TAB (Refer to Figure 55-1.)

1. Place the trim tab in position on the aft end of the stabilator.
2. Replace the old hinge pins with new pins.
3. Insert the pins and secure by bending the end to a 45 degree angle.
4. Install the control rod and attach with the four bolts and washers.
5. The trim tab free play must not exceed 0.125 inches (3.175 mm) maximum.
55-20-00
Page 3
3K8
PIPER AIRCRAFT
PA-34-220T
GRID 3K9
3K9
PIPER AIRCRAFT
PA-34-220T
VERTICAL STABILIZER
REMOVAL OF VERTICAL FIN (Refer to Figure 55-1.)
1. Remove the screws from the upper and lower tail cone fairing; the fin tip cover and the fairing at the
forward base of the fin.
2. Remove the rudder per instructions given previously.
3. Disconnect the leads from the antenna terminals (optional) and attach a line to the leads to assist in
reinstallation.
4. Disconnect the wire antenna (optional) that attaches to the leading edge of the fin.
5. Disconnect the positive lead to the rotating beacon (optional) and attach a line prior to removal.
Disconnect the ground lead by removing the attachment screw.
6. Remove the rudder trim assembly and trim cable in accordance with Removal of Rudder Trim
Assembly, Chapter 27.
7. Remove the bolt and washer that attaches the leading edge of the fin to the fuselage.
8. Remove the nuts, washers, and bolts that secure the fin spar to the aft bulkhead and remove the vertical
fin.
INSTALLATION OF VERTICAL FIN (Refer to Figure 55-1.)

1. Insert the vertical fin into position and install the bolts, washers, and nuts that secure the fin spar to the
aft bulkhead.
2. Install the bolt and washer that attaches the leading edge of the fin to the fuselage.
3. Install the rudder trim assembly and trim cable per instructions given in Installation of Rudder Trim
Assembly, Chapter 27.
4. Install the rudder per previous instructions.
5. Pull the electrical and antenna leads through the vertical fin with the line that was attached.
6. Connect the antenna leads to the proper terminals and secure with the washers and nuts.
7. Connect the electrical leads at the disconnects and insulate.
8. Rig and adjust the rudder and trim control cables as given in Chapter 27.
9. Check the operation of the radios and electrical lights.
10. Replace all fairings and access plates and secure with attaching screws.
55-30-00
Page 1
3K10
PIPER AIRCRAFT
PA-34-220T
RUDDER
REMOVAL OF RUDDER (Refer to Figure 55-1.)
1. Remove the screws from around the upper tail cone fairing assembly and remove the fairing.
2. Remove the rudder tip by removing the attaching screws and disconnect the tail position light wire at
the quick disconnect located at the tip of the rudder. Open the access panel in the rear of the baggage
compartment to gain access to the aft section of the fuselage.
3. Relieve the cable tension from the rudder control system by loosening one of the cable turnbuckles in
the aft section of the fuselage.
4. Disconnect the two control cables from the rudder horn by removing the cotter pins, nuts, washers,
bushings and bolts.
5. Disconnect the rudder trim tab push rod from the actuating link by removing cotter pin, nuts, washer
and bolt.
6. Disconnect the jumper lead between the rudder and vertical fin.
7. Remove the cotter pins, nuts, washers, and bolts from the upper and lower rudder hinge pivot points.
8. Pull the rudder up and aft from the vertical fin.
INSTALLATION OF RUDDER (Refer to Figure 55-1.)

1. Place the rudder in position and install the hinge bolts, washers, nuts, and cotter pins.
— NOTE —
Use any washer combination of the hinge assembly to suit best,
the centering and operation of the rudder.
2. Connect the rudder trim tab push rod to the actuating link with bolt, washer, nut and cotter pin.
3. Connect the tail position light electrical lead at the quick disconnect and cover the connector with an
insulating sleeve. Tie both ends of the sleeve with number six electrical lacing twine.
4. Connect the jumper lead between the rudder and vertical fin.
5. Connect the control cables to the rudder horn with bolts, washers, nuts and cotter pins.
6. Check the rudder in accordance with Rigging and Adjustment of Rudder, Section V.
7. Install the upper tail cone fairing and rudder tip and secure with the attachment screws. Secure the
access panel to the aft section of fuselage.
— NOTE —
When rudder and/or rudder trim tab is replaced, the balance may
be disturbed. Rebalancing is required.
RUDDER TRIM TAB

REMOVAL OF RUDDER TRIM TAB (Refer to Figure 55-1.)
1. Remove the bolt assembly which connects the trim tab actuating arm to the tab assembly.
2. Remove the trim tab hinge pin and remove the tab assembly from the rudder.
55-40-00
Page 1
3K11
PIPER AIRCRAFT
PA-34-220T
INSTALLATION OF RUDDER TRIM TAB (Refer to Figure 55-1.)
1. Position the trim tab assembly into the rudder aligning the two hinge bolts.
2. Install a new hinge pin. Ensure that at least 0.50 of an inch (12.7 mm) of hinge pin extends out from
each end of the hinge.
3. Bend both ends of the hinge pin to a 30° angle to secure it in place.
4. Connect the trim tab actuating arm to the bracket and the tab and secure with bolt assembly.
BALANCING RUDDER (Refer to Figure 55-4.)

To balance the rudder, the assembly must be complete including sector assembly. Place the complete
assembly horizontally on knife edge support in a draft-free area in a manner that allows unrestricted movement.
Place the tool on the rudder with the beam perpendicular to the hinge centerline. Calibrate the tool as
described in Balancing Equipment. Read the scale when the bubble level has been centered by adjustment of
the movable weight and determine the static balance limit. If the static balance is not within the limits given,
proceed as follows:
1. Nose Heavy: This condition is highly improbable; recheck calculations and measurements.
2. Nose Light: 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.
BALANCING TOOL STATIC BALANCE (IN.-LB) LEADING EDGE TRAILING EDGE

- WEIGHT X INCHES HEAVY HEAVY
-16.00 -35.00
LOCATE TOOL BALANCE POINTS

DIRECTLY OVER HINGE CENTERLINE
BALANCE
WEIGHT
Figure 55-4. Rudder Balancing
55-40-00
Page 2
3K12
PIPER AIRCRAFT
PA-34-220T
GRID 3K13
3K13
PIPER AIRCRAFT
PA-34-220T
GRID 3K14
3K14
CHAPTER
56
WINDOWS
3K15
PIPER AIRCRAFT
PA-34-220T
CHAPTER 56 - WINDOWS
CHAPTER
56-10-00 FLIGHT COMPARTMENT 3K17

56-10-00 Removal of Windshield 3K17
56-10-00 Installation of Windshield 3K17
56-20-00 CABIN 3K19
56-20-00 Removal of Side Windows 3K19
56-20-00 Installation of Side Windows 3K19
56-20-00 INSTALLATION OF CABIN DOOR
WINDOWS 3K19
56 - Cont./Effec.
Page 1
3K16
PIPER AIRCRAFT
PA-34-220T
FLIGHT COMPARTMENT
REMOVAL OF WINDSHIELD
The Seneca III and IV have a one-piece windshield. As shown in Figure 56-1, the windshield aft of
Fuselage Station 69.8 is fitted in a channel and sealed with vinyl foam tape. Forward of F.S. 69.8, the wind-
shield is held in place by inner and outer collars which are secured to the airplane by two different types of
screws. To facilitate installation, the screws should be cross marked to the collars ensuring the proper screws
are replaced in their appropriate positions.
1. Remove the screws around the forward part of the windshield.
2. Remove the outer collars. With the tape and sealant between the outer collars and windshield, it may
be necessary to carefully pry the collars off the windshield.
— NOTE —
It is recommended that the old or damaged windshield be saved
for use as a pattern for ensuring the proper outline of the new
windshield.
3. Raise the forward portion of the windshield slightly and slide the assembly forward out of the fuselage
channel.
4. Clean old tape and sealer from collars and channel.
INSTALLATION OF WINDSHIELD (Refer to Figure 56-1.)

1. Ensure the outline or outside contour of the new windshield edge properly fits. Grind or cut the new
windshield as necessary to acquire proper dimensions.
2. Apply black vinyl tape to the inside collar surfaces that mate to the windshield and outside collars.
Refer to Figure 56-1, Section A-A.
3. Apply vinyl foam tape around the edge of the windshield to be inserted in the fuselage channel. The
affected edge of the windshield is that which extends behind F.S. 69.8.
4. Align the windshield in position and slide if aft into the fuselage channel.
5. Apply vinyl foam tape (see List of Consumable Materials, Chapter 91) to the inside of the outer collars
and loosely connect them to the fuselage around the edge of the windshield.
6. Apply sealant ((PRC) PR 307, as specified in List of Consumable Materials) by forcing it under the
flange edges specified in Figure 56-1. Mating parts can be separated slightly using a soft wooden
wedge or tongue depressor. The sealant must be forced deep into the gap. Avoid bending or scratching
aluminum or window surfaces.
7. Tighten the windshield collars.
8. Clean off excess sealant immediately, using clean rags, plastic scrapers, and solvent. Use only
Tripolene or Apperson Solvent No. 12D around windows. Toluol may be used in areas away from
windows.
— NOTE —
Joints may be completely filled. All sealed areas should be
smoothly blended after clean up.
56-10-00
Page 1
3K17
PIPER AIRCRAFT
PA-34-220T
SEALANT SEALANT
SEALANT
VINYL FOAM
TAPE
1/8 x 1" 1/8 x 1"
FOAM FOAM
TAPE TAPE
SECTION A-A SECTION B-B SECTION C-C
D
VIEW A
SEALANT
FOAM
SEE VIEW A
TAPE
BLACK
VINYL
C TAPE
B
A C
A
B
SECTION D-D
Figure 56-1. Windshield Installation (Typical)

56-10-00
Page 2
3K18
PIPER AIRCRAFT
PA-34-220T
CABIN
REMOVAL OF SIDE WINDOWS
The Seneca III is equipped with single pane side windows. For removal of the windows, the following
instructions may be used:
1. Single Pane.
a. Remove the retainer molding from around the window by removing the attachment screws or rivets.
b. Carefully remove the window from the frame.
— NOTE —
A damaged window should be saved to provide a pattern for
shaping the new window.
c. Remove excess tape and sealer from the window frame and molding.
INSTALLATION OF SIDE WINDOWS (Refer to Figure 56-2.)

To install all side windows except cabin door windows.
1. Cut or grind the new window to the same dimension as the window removed.
2. Apply Norton vinyl foam tape number 510 or equivalent on both sides of the window around the outer
edges.
3. Apply Behr-Manning Sealant number (PRC) PR 307 or equivalent completely around the outer surface
of the windows.
4. Insert the window in the frame and install the retainer moldings.
5. Secure the molding with attachment screws or rivets and tighten until the vinyl foam tape is
compressed by the retainers.
6. Remove the excess exposed sealer and tape.
INSTALLATION OF CABIN DOOR WINDOWS (Refer to Figure 56-3.)

1. Apply sealant, with protective paper in place, to edges of windows.
2. Remove protective paper just before installing window.
3. Insert window in frame and apply hand pressure to the perimeter of the window by using a narrow
rubber roller.
4. Install window retention parts and hardware.
WHITE
SEALANT
VINYL
FOAM
TAPE
Figure 56-2. Side Window Installation, Single Pane (Typical)
56-20-00
Page 1
3K19
PIPER AIRCRAFT
PA-34-220T
COVER
PANEL
A
B
B
DOOR VIEWED INSIDE
LOOKING OUT
C
COVER
PANEL
SIDE
PANEL
WINDOW
EXTERNAL RETAINER
SKIN OF
WINDOW
DOOR
EXTERNAL
SEALANT SKIN OF DOOR
SEALANT
COVER SECTION C-C
PANEL
COVER WINDOW
PANEL
WINDOW
SEALANT
WINDOW AND
SECTION A-A PANEL RETAINER
EXTERNAL SKIN
SIDE
PANEL
SECTION B-B
Figure 56-3. Cabin Door Window Installation (Typical)
56-20-00
Page 2
3K20
PIPER AIRCRAFT
PA-34-220T
GRID 3K21
3K21
PIPER AIRCRAFT
PA-34-220T
GRID 3K22 AND 23

3K22
CHAPTER
57
WINGS
3K24
PIPER AIRCRAFT
PA-34-220T
CHAPTER 57 - WINGS
CHAPTER
57-00-00 GENERAL 3L2

57-00-00 Description 3L2
57-20-00 AUXILIARY STRUCTURE 3L3
57-20-00 Wing Tip 3L3
57-20-00 Removal of Wing Tip 3L3
57-20-00 Installation of Wing Tip 3L3
57-20-00 Repair of Wing Tip 3L3
57-40-00 ATTACH FITTINGS 3L4
57-40-00 Wing to Fuselage Attach Fitting 3L4
57-40-00 Removal of Wing 3L4
57-40-00 Installation of Wing 3L7
57-50-00 FLIGHT SURFACES 3L10
57-50-00 Aileron 3L10
57-50-00 Removal of Aileron 3L10
57-50-00 Installation of Aileron 3L10
57-50-00 Checking Aileron Free Play 3L10
57-50-00 Balancing Aileron 3L13
57-50-00 Wing Flap 3L14
57-50-00 Removal of Wing Flap 3L14
57-50-00 Installation of Wing Flap 3L14
57 - Cont./Effec.
Page 1
3L1
PIPER AIRCRAFT
PA-34-220T
GENERAL
This chapter explains the removal and installation procedures for the wings and related components
installed on this aircraft.
DESCRIPTION
Each wing panel is an all metal, full cantilever semi-monocoque type construction with a removable
fiberglass or thermoplastic tip. Installed in each wing ahead of the main spar are two metal fuel tanks with a
capacity of 24.5 U.S. gallons each or 49 U.S. gallons total per wing. An optional system is available on Seneca
III airplanes, consisting of a bladder cell interconnected between the two tanks, providing each wing with a
capacity of 64 U. S. gallons, giving a total capacity of 128 U. S. gallons. The bladders are installed as standard
equipment on Seneca IV models.
Attached to each wing is an aileron, flap, main landing gear, and power plant. 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 fuse-
lage and wing supporting cradle is required.
57-00-00
Page 1
3L2
PIPER AIRCRAFT
PA-34-220T
AUXILIARY STRUCTURE
WING TIP
REMOVAL OF WING TIP
1. Remove the screws holding the wing tip, being careful not to damage the wing or wing tip.
2. Pull off the wing tip far enough to disconnect the position and strobe light wire assembly. The ground
lead may be disconnected at the point of connection on the wing rib and the positive lead may be dis-
connected at the wire terminal or unscrewed from the light assembly.
3. Inspect the wing tip to ascertain that it is free of cracks, severe nicks, and minor damage. If repair is
required, refer to Chapter 51.
INSTALLATION OF WING TIP

1. Place the wing tip in a position that the navigation and strobe light leads may be connected. Connect
the ground lead to the wing rib by use of a screw and nut and the positive lead to the position light by
connecting the wire terminals or screwing the connectors together. Insulate the wire terminals and be
certain that the ground lead is free of dirt and film to ensure a good connection.
2. Insert the wing tip into position and install the screws around the tip. Use caution to refrain from dam-
aging the wing tip or wing. Check operation of the lights.
REPAIR OF WING TIP

Badly damaged thermoplastic tips should be replaced. (Refer to Chapter 51.)
57-20-00
Page 1
3L3
PIPER AIRCRAFT
PA-34-220T
ATTACH FITTING
WING TO FUSELAGE ATTACH FITTINGS
REMOVAL OF WING (Refer to Figure 57-1.)
1. Close the fuel valve and drain the fuel from the wing to be removed. (Refer to Draining Fuel System,
Chapter 12.)
2. Drain the brake lines and reservoir. (Refer to Draining Brake System, Chapter 12.)
3. Remove the engine from the wing to be removed. (Refer to Removal of Engine, Chapter 71.)
4. Drain the hydraulic lines of the landing gear of the wing to be removed by separating the lines and
elbows at the actuating cylinder.
5. Remove the access plate at the wing butt rib and wing inspection panels. (Refer to Access Plates and
Panels, Chapter 6.)
6. Remove the front and back seats from the airplane.
7. Expose the spar box and remove the side trim cockpit panel assembly that corresponds with the wing
being removed.
8. Place the airplane on jacks. (Refer to Jacking, Chapter7.)
— 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. Attach a line, where applicable, to
cables before drawing them through the fuselage or wing.
9. Disconnect the aileron balance and control cables at the turnbuckles that are located within the fuse-
lage aft of the spar.
10. 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.
11. Disconnect the flap from the torque tube by extending the flap to its fullest degree and removing the
bold and bushing from the bearing at the aft end of the control rod.
12. 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.
— CAUTION —
PLACE A PROTECTIVE COVER OVER FUEL,
HYDRAULIC AND MISCELLANEOUS LINES ENDS TO
PREVENT CONTAMINATION OR DAMAGE TO LINE
FITTINGS AND ENDS .
13. 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.
14. 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.
15. Disconnect the landing gear hydraulic lines at the fittings aft of the spar and within the fuselage.
16. 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.
57-40-00
Page 1
3L4
PIPER AIRCRAFT
PA-34-220T
B-1 B-2 B-3 B-4 B-5
B
D
D-2 D-4 D-6

D-1 D-3 D-5
SKETCH C
BOLT LEGEND WASHER
POSITION BOLT NUT UNDER HEAD UNDER NUT
A1 NAS464P6LA17 MS21042-6 AN960-616 AN960-616 (2 MAX)
A3 NAS464P6LA16 MS21042-6 AN960-616 AN960-616 (2 MAX) A-5 A-4 A-3 A-2 A-1
B1 NAS464P6LA15 MS21042-6 AN960-616L 96352-3
B2 NAS464P6LA14 MS21042-6 AN960-616 96352-3 SEE
B3 NAS464P6LA14 MS21042-6 AN960-616 96352-3 NOTE
B4 NAS464P6LA14 MS21042-6 AN960-616 96352-3 1
B5 NAS464P6LA14 MS21042-6 AN960-616 96352-3
C1 NAS464P5LA20 MS21042-5 AN960-516L AN960-561 (2 MAX)
C5 NAS464P6LA21 MS21042-6 AN960-616L 96352-3 SEE
C6 NAS464P6LA21 MS21042-5 AN960-616L 96352-3 NOTE 2
D1 NAS464P5LA20 MS21042-5 AN960-516L AN960-516 (2 MAX)
D2 NAS464P6LA20 MS21042-6 AN960-616L AN960-616 (2 MAX)
D3 NAS464P6LA20 MS21042-6 AN960-616L AN960-616 (2 MAX) C-6 C-4 C-2
D4 NAS464P6LA20 MS21042-6 AN960-616L AN960-616 (2 MAX) C-5 C-3 C-1
D5 NAS464P6LA21 MS21042-6 AN960-616L 96352-3 SEE
D6 NAS464P5LA21 MS21042-5 AN960-616L 96352-3 NOTE 2 SKETCH D
TORQUE BOLT HEADS ON UPPER SPAR CP & NUT ON LOWER SPAR

CAP AS FOLLOWS: 5/16 INCH BOLT = 205-225 IN.-LBS.
3/8 INCH BOLT = 360-390 IN.-LBS.
NOTES: 1.WASHERS TO BE INSTALLED WITH RADIUS SIDE UP.
2. A MAXIMUM OF TWO AN960-616 WASHERS OR ONE AN960-616
WASHER MAY ALSO BE USED UNDER THE SPECIAL WASHER.
Figure 57-1. Wing Installation (Sheet 1 of 2)

57-40-00
Page 2
3L5
PIPER AIRCRAFT
PA-34-220T
NOTES (SEE NOTE 1)

WASHER AN960-616L
1. MAX. GAP BETWEEN FACE OF WING FITTING
WASHER AN 960-616 AN960-616
AND AFT FACE OF FUSELAGE SHALL BE
(SEE NOTE 2)
.15 INCH. USE ANY COMBINATION OF
AN960-616 AND AN960-616L WASHERS
AS REQUIRED.
2. USE AN960-616 AND/OR AN960-616L
WASHER(S) UNDER NUT AS REQ. TO LEAVE
A MINIMUM OF 1 1/2 THREADS ON BOLT
BOLT NAS464 - P6LA6
EXPOSED.
NUT 21042 - 6
SECTION B - B MAX. TORQUE
360 - 390 IN. LBS.
SKETCH B
BOLT NAS464 - PSLA15

NUT MS21412 - 5
WASHER AN960-516L (UNDER HEAD)
0.35 MAX.
WASHER AN960-516L
MAX. TORQUE 70 -90 IN. LBS. 0.12 MIN.
SECTION A- A
SKETCH A
Figure 57-1. Wing Installation (Sheet 2 of 2)
57-40-00
Page 3
3L6
PIPER AIRCRAFT
PA-34-220T
REMOVAL OF WING (Refer to Figure 57-1.) (continued)
17. Arrange a suitable fuselage cradle and supports for both wings.
18. Remove the wing jacks.
19. Remove the front and rear spar bolts.
20. Remove the eighteen main spar bolts.
21. Slowly remove the wing being certain that all electrical leads, control cables, power plant controls, and
fuel lines are disconnected.
INSTALLATION OF WING (Refer to Figure 57-1.)

1. Ascertain that the fuselage is positioned solidly on a support cradle.
2. Place the wing in position for installation, with the spar end a few inches from the side of the fuselage
and set on trestles.
3. Prepare the various 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.
5. Install the main spar bolts in accordance with the information given in Figure 57-1, Sketches C and D.
6. Install the bolt, washers, and nut that attaches the front spar and fuselage fitting. A minimum of one
washer is required under the bolt head; then add washers as needed to leave a maximum of one and
one-half threads visible or a minimum of bolt chamfer exposed. (Refer to Sketch A, Section A-A of
Figure 57-1.)
7. Install the bolt, washers, and nut that attaches the rear spar and fuselage fitting. It is acceptable to have
the faces of the fittings against each other in which case the AN960-616L washer should be used under
the bolt head. The AN960-616 washer may be added under the nut when not used as a shim. (Refer to
Sketch B, Section B-B of Figure 57-1.) Check to ensure that no threads are bearing on the forward
plate prior to installing the nut.
8. Torque the main spar bolts in accordance with specifications given in the bolt legend of Figure 57-1.
The forward spar attachment bolt should be torqued to a maximum of 70 to 90 inch-pounds. The rear
spar attachment bolt should be torqued to a maximum of 360 to 390 inch-pounds.
9. 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.
10. 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.
11. Connect the hydraulic brake line onto the fitting located within the cockpit at the landing edge of the
wing and the landing gear hydraulic lines at the fittings within the fuselage aft of the spar.
12. 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.
13. 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.
14. Connect the aileron balance and control cables at the turnbuckles that are located within the fuselage
aft of the spar. After the left balance cable has been inserted through the bracket assembly and con-
nected, install a cotter pin cable guard into the hole that is provided in the bracket assembly.
15. Connect the flap by placing the flap handle in the full flap position; place the bushing on the outside of
the rod end bearing and insert and tighten bolt.
16. Install the engine. (Refer to Installation of Engine, Chapter 91.)
57-40-00
Page 4
3L7
PIPER AIRCRAFT
PA-34-220T
INSTALLATION OF WING (Refer to Figure 57-1.) (continued)
17. Check the rigging and control cable tension of the ailerons and flaps. (Refer to Rigging and
Adjustment of Ailerons, and Rigging and Adjustment of Flaps, Chapter 27.)
18. Service and refill the brake system with hydraulic fluid in accordance with Servicing Brake System,
Chapter 12. Bleed the system as outlined in Chapter 32 and check for fluid leaks.
19. Check the fluid level of the landing gear hydraulic system and fill in accordance with Servicing
Hydraulic Pump/Reservoir, Chapter 12. With the airplane sitting on jacks, operate the gear through
several retraction and extension cycles to be certain that there are no hydraulic leaks. Bleed the
hydraulic system in accordance with Chapter 32. Ascertain that the landing gear is down and locked.
20. Service and fill the fuel system in accordance with Servicing Fuel System, Chapter 12. Open the fuel
valve and check for leaks and fuel flow.
21. Check the operation of all electrical equipment, pitot and static systems.
22. Remove the airplane from jacks.
23. Install the cockpit trim panel assembly, spar box carpet, the front and back seats and wing root rubber.
Replace all the access plates and panels.
57-40-00
Page 5
3L8
PIPER AIRCRAFT
PA-34-220T
GRID 3L9
3L9
PIPER AIRCRAFT
PA-34-220T
FLIGHT SURFACES
AILERON
REMOVAL OF AILERON (Refer to Figure 57-2.)
1. Disconnect the aileron control rod at the aileron attachment point by removing the nut, washers and
bolt from the rod end bearing. To simplify installation, note location of washers removed.
2. Remove the attaching hardware from the hinges at the leading edge of the aileron, to remove the
aileron.
INSTALLATION OF AILERON. (Refer to Figure 57-2.)

1. Move the aileron into place and install attaching bolts, washers and nuts. Ascertain that the aileron is
free to move with no interference.
2. Attach the aileron control rod with bolts, washers and nut, dividing the washers so that the aileron is
free to rotate from stop to stop without the control rod binding or rubbing on the opening in the aft
spar. Be certain that the rod end bearing has no side play when tightening the bolt and that the rod
does not contact the side of the bracket.
3. Actuate the aileron controls to ensure freedom of movement.
CHECKING AILERON FREE PLAY

The following checks are recommended before balancing to ascertain the amount of free play in the
aileron:
Set the aileron in its neutral position and secure. Obtain a straightedge long enough to extend from the
ground up to a few inches above the aileron trailing edge. Place the straightedge next to the aileron trailing
edge and gently move the aileron up and down, mark the limit of travel (free play) on the straightedge. The
overall travel (free play) must not exceed 0.24 of an inch (6.096 mm). Should free play exceed the limit stated,
make necessary repairs as required to eliminate free play. Grasp the aileron and move it spanwise
(inboard/outboard) to ensure maximum end play of 0.035 of an inch (0.889 mm) is not exceeded.
57-50-00
Page 1
3L10
PIPER AIRCRAFT
PA-34-220T
E
D
D
A D
B
A
WING WING BOLT AN3 - 11A

WASHER AN960-10L
NUT MS20365 - 1032C
AILERON
AILERON
BOLT AN3 -10A

WASHER AN960-10
BOLT AN3 -10A NUT MS 20365 - 1032C
WASHER AN960-10 3 REQ.
NUT MS 20365 - 1032C
SKETCH B
SKETCH A
Figure 57-2. Aileron and Flap Installation (Sheet 1 of 2)
57-50-00
Page 2
3L11
PIPER AIRCRAFT
PA-34-220T
BOLT AN 23-18
WASHER AN960 - 10
NUT MS24665 - 132
COTTER PIN AN310 -3
BUSHING 63900-39
SKETCH C
BOLT AN3 -11A BOLT AN3-13A

WASHER AN960-10 WASHER AN960-10
NUT MS20365 1032C NUT MS20365 - 1032C
BUSHING 63900-19 (2 REQ.) SKETCH D BUSHING 63900 -20 (2 REQ.) SKETCH E
Figure 57-2. Aileron and Flap Installation (Sheet 2 of 2)
57-50-00
Page 3
3L12
PIPER AIRCRAFT
PA-34-220T
BALANCING AILERON (Refer to Figure 57-3.)
Position the aileron on the balancing fixture in a draft free area and in a manner which allows unrestricted
movement of the aileron. Place the toll on the aileron, avoid rivets and keep the beam perpendicular to the
hinge centerline. Read the scale when the bubble level has been centered by adjustment of the movable weight
and determine the static balance. If the static balance is not within the limits specified in Figure 57-3, 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 unbal-
ance. 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 ski or ribs, it
will be necessary to replace all damaged parts and recheck the balance.
BALANCING TOOL
BALANCE LIMITS
HEAVY SIDE HEAVY SIDE

LEADING EDGE TRAILING EDGE
+5 LBS. -2.75 LBS.
Figure 57-3. Aileron Balance Configuration
57-50-00
Page 4
3L13
PIPER AIRCRAFT
PA-34-220T
WING FLAP
REMOVAL OF WING FLAP (REFER TO FIGURE 57-2.)
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.
INSTALLATION OF WING FLAP (REFER TO FIGURE 57-2.)

1. Replace the wing flap by placing the flap onto its proper position and inserting the hinge bolts, bush-
ings, 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.
57-50-00
Page 5
3L14
PIPER AIRCRAFT
PA-34-220T
GRIDS 3L15 THROUGH 3L24

3L15
AIRPLANE
MAINTENANCE MANUAL
CARD 4 OF 5

THIRD EDITION

4A1
Published by

2926 Piper Drive
U.S.A.
Member of GAMA
General Aviation
4A2
PIPER AIRCRAFT
PA-34-220T
INTRODUCTION
Example:
32-40-01
INDIVIDUAL UNITS
NOSE WHEEL REMOVAL
— WARNING —
— CAUTION —
— NOTE —
Introduction
Page 1
4A3
PIPER AIRCRAFT
PA-34-220T

Introduction
Page 2
4A4
PIPER AIRCRAFT
PA-34-220T
ORG801219 December 19, 1980 1, 2 and 3

CR891220 December 20, 1989 1, 2, 3 and 4
CR931129 November 29, 1993 1, 2, 3, 4 and 5
Introduction
Page 3
4A5
PIPER AIRCRAFT
PA-34-220T
follows:
34-8133001 through 34-8133277
34-8233001 through 34-8233205
34-8333001 through 34-8333129
34-8433001 through 34-8433088
34-8533001 through 34-8533069
34-8633001 through 34-8633031
3433001 and up
3448005 through 3448037
follows:
3448038 and up

EXAMPLE: 34 81 33 001

34 33 001

Introduction
Page 4
4A6
PIPER AIRCRAFT
PA-34-220T
VENDOR PUBLICATIONS
— WARNING —
ENGINE:
Form No. X-30030A
PROPELLER:
1 Propeller Place
Piqua, Ohio 45356
335 McCauley Drive
P.O. Box 430
MAGNETOS:
and Maintenance
VOLTAGE CONTROL:
Overhaul Manual
and Illustrated
71 Inidel Aveneu
P. O. Box 251
Introduction
Page 5
4A7
PIPER AIRCRAFT
PA-34-220T

400 N. Rogers Road
WHEELS AND BRAKES:

1160 Center Road
Avion, Ohio 44011
KEVLAR:

DINOL International
25200 Malvina
Box 1065
OXYGEN SYSTEM
225 Erie Street

P. O. Box 384
Introduction
Page 6
4A8
PIPER AIRCRAFT
PA-34-220T
PIPER PUBLICATIONS
AUTOFLITE:
Pitch Trim Service
Introduction
Page 7
4A9
PIPER AIRCRAFT
PA-34-220T
SYSTEM/ SUB-SYSTEM/
— NOTE —
Manual: 31, 36, 38, 49, 53, 54, 60, 72, 78, and 83.
SYSTEM/ SUB-SYSTEM/

00 General
10 Time Limits
Checks
Checks
00 General
Jacking
10 Leveling
20 Weighing
10 Towing
20 Taxiing
10 Parking
20 Mooring
Meyercord Decals
Introduction
Page 8
4A10
PIPER AIRCRAFT
PA-34-220T
SYSTEM/ SUB-SYSTEM/
12 SERVICING 1E3
00 General
10 Replenishing
00 General
00 General
20 Distribution
40 Heating
50 Cooling
22 AUTO FLIGHT 1J6
00 General
10 Autopilot
00 General
00 General
30 DC Generation
40 External Power
00 General
20 Extinguishing
00 General
10 Aileron and Tab
20 Rudder and Tab
50 Flaps
Introduction
Page 9
4A11
PIPER AIRCRAFT
PA-34-220T
SYSTEM/ SUB-SYSTEM/
28 FUEL 2E11
00 General
10 Storage
20 Distribution
40 Indicating
00 General
10 Main
00 General
10 Airfoil
30 Pitot and Static
80 Detection
32 LANDING GEAR 3B5
00 General
33 LIGHTS 3D17
00 General
40 Exterior
00 General
Static
35 OXYGEN 3F21
00 General
10 Crew/Passeng
37 VACUUM 3H8
00 General
10 Distribution
Introduction
Page 10
4A12
PIPER AIRCRAFT
PA-34-220T
SYSTEM/ SUB-SYSTEM/
MULTIPURPOSE PARTS
00 General
51 STRUCTURES 3I14
00 General
52 DOORS 3J11
00 General
10 Passenger/Crew
30 Cargo
55 STABILIZERS 3J24
00 General
20 Stabilator
40 Rudder
56 WINDOWS 3K15
20 Cabin
57 WINGS 3K24
00 General
40 Attach Fittings
50 Flight Surfaces
61 PROPELLERS 4B5
00 General
20 Controlling
00 General
71 POWER PLANT 4C13
00 General
10 Cowling
20 Mounts
60 Air Intakes
00 General
10 Distribution
30 Indicating
Introduction
Page 11
4A13
PIPER AIRCRAFT
PA-34-220T
SYSTEM/ SUB-SYSTEM/
74 IGNITION 4D19
00 General
20 Distribution
00 General
10 Power Control
00 General
10 Power
20 Temperature
79 OIL 4F18
00 General
20 Distribution
30 Indicating
80 STARTING 4G3
00 General
10 Cranking
81 TURBINES 4G13
00 General
20 Turbocharger
Introduction
Page 12
4A14
PIPER AIRCRAFT
PA-34-220T

Wiring Diagram 1G18
Motor Assembly 1H17
Introduction
Page 13
4A15
PIPER AIRCRAFT
PA-34-220T

Oil Check) 1I16
Introduction
Page 14
4A16
PIPER AIRCRAFT
PA-34-220T

Introduction
Page 15
4A17
PIPER AIRCRAFT
PA-34-220T

Introduction
Page 16
4A18
PIPER AIRCRAFT
PA-34-220T

thru 34-8333129, 34-8433003 thru 34-8433009, 34-8433011,
34-8433014 thru 34-8433024 3G1
34-8433002, 34-8433010, 34-8433012, 34-8433013, 34-8433025 and
up, and 3448001 thru 3448037 3G2
thru 34-8333129, 34-8433003 thru 34-8433009, 34-8433011,
34-8433014 thru 34-8433024) 3G13
S/N’s 34-8433001, 34-8433002, 34-8433010, 34-8433012,
34-8433013, 34-8433025 and up, and 3448001 thru 3448037,
thru 34-8333129, 34-8433003 thru 34-8433009, 34-8433011,
34-8433014 thru 34-8433024) 3G15
S/N’s 34-8433001, 34-8433002, 34-8433010, 34-8433012,
34-8433013, 34-8433025 and up, and 3448001 thru 3448037,
thru 34-8333129, 34-8433003 thru 34-8433009, 34-8433011,
34-8433014 thru 34-8433024) 3G19
Introduction
Page 17
4A19
PIPER AIRCRAFT
PA-34-220T

Introduction
Page 18
4A20
PIPER AIRCRAFT
PA-34-220T

(S/N’ 34-8133001, 34-8133173 through 34-8633031, 3433001 and
Pump Assembly 4E24
34-8133001 and up, 3433001 and up) 4F12
3448001 and up) 4F13
— NOTE —

Introduction
Page 19
4A21
PIPER AIRCRAFT
PA-34-220T

Introduction
Page 20
4A22
PIPER AIRCRAFT
PA-34-220T
LIST OF CHARTS

Introduction
Page 21
4A23
PIPER AIRCRAFT
PA-34-220T
LIST OF CHARTS

Introduction
Page 22
4A24
PIPER AIRCRAFT
PA-34-220T

4B1
CHAPTER
61
PROPELLER
4B5
PIPER AIRCRAFT
PA-34-220T
CHAPTER 61 - PROPELLERS
CHAPTER

61-10-00 PROPELLER ASSEMBLY 4B10
61-10-00 Maintenance of Propeller 4B10
61-10-00 Removal of Propeller 4B10
Propeller 4B11
61-10-00 Installation of Propeller 4B12
61-10-00 Checking Propeller Blade Track 4B15
61-20-00 CONTROLLING 4B18
61-20-00 Propeller Governor 4B18
61-20-00 Removal of Propeller Governor 4B18
61-20-00 Installation of Propeller Governor 4B18
61-20-00 Rigging and Adjustment of Propeller
Governor 4B18
61-20-00 Engine Synchrophaser (with Pulse Generator)
(S/N 34-8133002 to 34-81331972incl.) 4B19
61-20-00 System Operating Procedure 4B19
61-20-00 System Check and Adjustment 4B21
61-20-00 Ground Checks 4B21
61-20-00 Flight Check 4B21
61-20-00 Computer 4B22
61-20-00 Removal of Computer Assembly 4B22
61-20-00 Installation of Computer Assembly 4B22
61-20-00 Pulse Generator 4B22
61-20-00 Removal of Pulse Generator 4B22
61-20-00 Installation of Pulse Generator 4B22
61-20-00 Timing of Pulse Generator (Both
Engines) 4B23
61-20-00 Engines Synchrophaser (Magnetic Pickup)
(S/N 34-8133001, 34-8133173 Through
34-8633031, 3433001 and up, and 3448001
and up) 4B24
61-20-00 System Operating Procedure 4B24
61-20-00 Test Procedure 4B24
61-20-00 Prop-Sync Switch 4C1
61-20-00 Removal and Installation of Prop-Sync
Switch 4C1
61 - Cont./Effec.
Page 1
4B6
PIPER AIRCRAFT
PA-34-220T
CHAPTER 61 - PROPELLERS
CHAPTER
61-20-00 Magnetic Pickup 4C1

61-20-00 Removal and Installation of Magnetic Pickup 4C1
61-20-00 Propeller Unfeathering System 4C7
61-20-00 Accumulator Servicing 4C7
61 - Cont./Effec.
Page 2
4B7
PIPER AIRCRAFT
PA-34-220T
GENERAL
DESCRIPTION
The Seneca III can be equipped with either a two or three bladed propeller. Hartzell assemblies are
utilized for the two bladed installation, with McCauley assemblies utilized for the three bladed
propeller installation. Refer to Figures 61-1 and 61-2, and Charts 6101 and 6102 for further information per-
tinent to installation, inspection, and maintenance.
The McCauley three bladed propeller is the standard installation on the Seneca IV. The Hartzell two bladed
propeller is available as a option.
Both the Hartzell two bladed or the McCauley three bladed installations are constant speed, controllable
pitch, feathering propellers.
Pitch is controlled by oil and nitrogen pressure. Oil pressure sends the propeller toward high rpm or
unfeather position; nitrogen pressure sends the propeller toward low rpm or feather position, which also pre-
vents propeller overspeed.
Each engine is equipped with a governor that supplies engine oil at various pressure through the propeller
shaft to maintain constant rpm, which controls engine speed by varying propeller blade angle (pitch) to match
load torque to engine torque in response to changing flight conditions.
Feathering is accomplished by moving the desired propeller control lever fully aft through the low rpm
detent into the FEATHER position. Unfeathering in flight is accomplished by moving the propeller control
forward past the low rpm detent and engaging the starter until the engine begins to windmill.
Unfeathering on the ground can accomplished by moving the mixture to full rich position, engaging the
starter until the engine fires, and then moving the propeller control full forward to the high rpm position.
Unfeathering on the ground may also be accomplished by moving the propeller control forward past the low
rpm detent and using blade paddles to mechanically pull the propeller out of feather.
Refer to section 61-30-00 for airplanes equipped with an unfeathering accumulators.
DO NOT unfeather a propeller if the engine was stopped due to mechanical failure.
61-00-00
Page 1
4B8
PIPER AIRCRAFT
PA-34-220T
GRID 4B9
4B9
PIPER AIRCRAFT
PA-34-220T
PROPELLER ASSEMBLY
MAINTENANCE OF PROPELLER
REMOVAL OF PROPELLER
— WARNING —
ENSURE THE MAGNETO AND MASTER SWITCHES ARE
OFF AND THE MIXTURE CONTROL IS IN THE IDLE
CUT-OFF POSITION.
— CAUTION —
WHEN REMOVING A PROPELLER EQUIPPED WITH
ENGINE SYNCHROPHASER MAGNETIC PICKUPS (S/N
34-8133001, 34-8133173 through 34-8633031, 3433001 and up,
and 3448001 and up), REMOVE PICKUP PRIOR TO
REMOVING PROPELLER TO PREVENT DAMAGE TO
THE PICKUP.
1. Remove the nose cowl. The top and side panels may be removed to ease propeller removal.
2. Place a drip pan under the propeller and engine to catch oil spillage.
3. If desired, the spinner on the McCauley installation can now be removed by removing the screws at
the spinner bulkhead and withdrawing spinner.
4. Remove safety wire and nuts from the propeller mounting studs and withdraw propeller.
5. The spinners are installed differently on the Hartzell and McCauley propellers. They are removed as
follows:
a. To remove the spinner from the Hartzell propeller, disassemble the spinner nose cap from the
spinner, remove the check nut on the valve boss, and the screws securing the spinner to its aft
bulkhead. If it is necessary to remove the spinner bulkhead, remove the bolts securing the bulk-
head to the propeller hub. Do not loose the spacers, if any, between the valve boss locknut and
front spinner bulkhead.
b. The spinner on the McCauley propeller is held in position by a support on the hub dome inside
the spinner and is not attached to the spinner. Remove the spinner by unscrewing the screws
attaching the spinner to its bulkhead at the rear of the propeller and slide off the assemblies. The
support can be removed from the dome by pulling it off the assembly. Do not loose the spacers
inside the support assembly.
6. Make sure to cover or plug the crankshaft port as well as the propeller hub port.
— NOTE —
If the counterweight bolts on airplanes having S/N’s 34-8133001

through 34-8333106, equipped with McCauley Propellers Part
No's. 3AF32C508 and C509, are not stamped with the letter M, or
the counterweight does not have a white strip painted on it, the
bolts must be replaced with new bolts with the letter M stamped on
the head per McCauley Service Bulletin 147.
61-10-00
Page 1
4B10
PIPER AIRCRAFT
PA-34-220T
CLEANING, INSPECTION AND REPAIR OF PROPELLER
— NOTE —
Do not attempt to disassemble the propeller any further than
stated in this manual. Propeller should be referred to the
Hartzell or McCauley factory, or a certified repair station, for
internal repairs and replacement of parts.
1. Check for oil and grease leaks.

2. Clean the spinner, propeller hub, 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 them during overhaul.
5. Check all visible parts for wear and safety.
6. Check blades to determine whether they turn freely on the hub pilot tube. This can be done by rocking
the counterweights or blades back and forth through the slight freedom allowed by the pitch change
mechanism. If they appear tight and are properly lubricated, the propeller should be disassembled by
an authorized Service Center.
7. Inspect the blades for damage or cracks. Nicks in the leading edges of blades should be filed out and
all edges rounded, as cracks sometimes start from such places. Use fine emery cloth for finishing.
(Refer to Figure 61-1 for propeller blade care.)
8. Check the condition of the propeller mounting nuts and studs.
EXAGGERATED VIEW OF EXAGGERATED VIEW OF

EXAGGERATED VIEW OF
NICK IN LEADING EDGE NICK IN FACE OF BLADE
SURFACE CRACK
BEFORE
AFTER CROSS-SECTION
BEFORE REPAIR
BLEND DEEPEST PORTION

OF NICKS INTO LEADING CROSS-SECTION
EDGE ALIGNMENT WITH AFTER REPAIR
SMOOTH CURVES
NOTE: RECOMMENDED METHOD FOR REMOVING NICKS,

CRACKS, AND SCRATCHES IS BY USING RIFFLE
FILE AND/OR CROCUS CLOTH.
Figure 61-1. Blade Inspection
61-10-00
Page 2
4B11
PIPER AIRCRAFT
PA-34-220T
CLEANING, INSPECTION AND REPAIR OF PROPELLER (continued)
9. Each blade face should be sanded lightly with fine sandpaper 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.
10. Grease the blade hub through the 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 the hub gaskets.
11. On Hartzell propellers, check for air leaks by applying a soap solution around the air valve and stop
adjustment nut. Internal leakage will show up as air flows through the piston rod.
INSTALLATION OF PROPELLER
— WARNING —
ENSURE MASTER AND MAGNETO SWITCHES ARE OFF
AND MIXTURE CONTROL IS AT IDLE CUT-OFF.
To install Hartzell propellers: (Refer to Figure 61-2)
1. Remove any coverings from the propeller and engine crankshaft and clean the mounting flanges.
Make sure that dirt, lint, or other foreign material does not enter any of the propeller or crankshaft
passages.
2. Remove the appropriate bolts and install the spinner back plate. Torque the nuts 20 to 22 foot-pounds.
3. Lubricate and install O-ring in the propeller hub.
4. Position the propeller on the shaft mounting flange.
5. Install the retaining nuts and torque them 60 to 70 foot-pounds.
6. Install the spacer(s) (A169-7) over the valve boss. The spacer(s) provide proper alignment of the spinner.
7. Slide the spinner onto the propeller. The holes in the spinner dome should be misaligned just forward
of those in the bulkhead. Push slightly on the dome and install mounting screws.
8. Install check nut on the valve boss and torque 15 to 20 foot-pounds.
9. Safety wire the locknut and screws on the forward spinner bulkhead.
10. Install spinner nose cap.
To install McCauley propellers: (Refer to Figure 61-3)
1. Remove any coverings from the propeller and engine crankshaft and clean the mounting flanges.
Make sure that dirt, lint, or other foreign material does not enter any of the propeller or crankshaft
passages.
2. Lubricate and install O-ring in the propeller hub.
3. Position the spinner back plate over the studs on the propeller hub
4. Rotate the engine until the number one cylinder is at its top dead center position.
5. Mount the propeller on the crankshaft mounting flange such that the hub dowel pin, located between
two of the blades, is inserted in the flange hole closest to the split line of the upper crankcase. Install
mounting nuts.
6. Torque the mounting nuts 60 to 70 foot-pounds.
7. With the same amount of spacers in the spinner dome support as when removed, install the spinner
support on the propeller hub dome.
8. Align the spinner and slide it over the propeller. The spinner holes must be misaligned forward of
those in the bulkhead by half a hole, so that the spinner need be pressed rearward to install the hard-
ware. If the holes align perfectly, or misalign to the rear of the holes in the bulkhead, remove spinner
and support and add more spacers inside the spinner support.
61-10-00
Page 3
4B12
PIPER AIRCRAFT
PA-34-220T
7
14
15
5
13
2
13
6
17
16
1
3
8
3
16 13
10 9 11 12
1. SPINNER CAP
2. SPINNER
3. SAFETY WIRE
4. SPINNER CHECK NUT
5. AFT BULKHEAD — NOTE —
6. O-RING The following propeller assemblies must be mounted in pairs and not
7. PROPELLER MOUNTING NUT mixed:
8. SPINNER ATTACHMENT SCREW
9. AIR VALVE
10. AIR VALVE CAP LEFT RIGHT
11. LOW PITCH ADJUSTMENT
12. PROPELLER - R DOME
BHC-C2YF-2CKF/FC8459-8R BHC-C2YF-2CLKF/FJ8459-8R
13. BULKHEAD BOLT BHC-C2YF-2CKUF/FC8459-8R BHC-C2YF-2CLKUF/FJC8459-8R
14. ENGINE FLANGE
15. PROPELLER BLADE
16. COUNTERWEIGHT
17. CAP ATTACHMENT SCREW
Figure 61-2. Hartzell Two Bladed Propeller Installation
61-10-00
Page 4
4B13
PIPER AIRCRAFT
PA-34-220T
SEE NOTE
BLADE BLADE
CL CL
BLADE
CL
VIEW A-A
NOTE
PROPELLER MUST BE INSTALLED WITH

NUMBER 1 CYLINDER AT TDC. DOWEL PIN
MUST BE INSTALLED IN HOLE CLOSEST TO
UPPER CRANK CASE SPLIT LINE AND
BETWEEN BLADES.
ENSURE THAT A CORRECT NUMBER OF

SPACER WASHERS ARE INSTALLED
BETWEEN THE SPINNER DOMW SUPPORT
AND THE PROPELLER HUB DOME.
Figure 61-3. McCauley Three Bladed Propeller Installation
61-10-00
Page 5
4B14
PIPER AIRCRAFT
PA-34-220T
CHECKING PROPELLER BLADE TRACK
Blade track is the ability of one blade tip to follow the other, while rotating, in almost the same plane.
Excessive difference in blade track - more than 0.0625 inch (1.5867 mm) - 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 0.125 inch (3.175 mm).
3. Propellers having excess blade track should be removed and inspected for bent blades, or for parts of
sheared O-ring, or foreign particles, which have lodged between hub and crankshaft mounting faces.
Bent blades will require repair and overhaul of assembly.
CHART 6101. PROPELLER SPECIFICATIONS

Blade Angle Hartzell McCauley
Low Pitch (High RPM)1 2.6° ± 0.2° 11.0° ± 0.2°
High Pitch (Low RPM)1 80° to 81.5° 81° to 83.5°
Propeller RPM Setting
Engine Static High RPM 2800 RPM max. 2800 RPM max.
Propeller Torque Limits
Description Required Torque (Dry): Required Torque (Dry):
Spinner Bulkhead (Aft) 20-22 foot-pounds 20-22 foot-pounds
Propeller Mounting 60-70 foot-pounds 60-70 foot-pounds
Locknut (Low Stop) 15-20 foot-pounds N/A
Spinner Bulkhead Check Nut 15-20 foot-pounds N/A
Spinner Attachment Screws 35-40 inch-pounds 35-40 inch-pounds
1 Measured at 30 inch station.
CHART 6102. HARTZELL PROPELLER CHAMBER PRESSURE REQUIREMENTS

WITH TEMPERATURE FOR COUNTERWEIGHT TYPE PROPELLERS
TEMP °F (C) PRESSURE (psi)
FOR PROPELLER HUBS:
BHC-C2YF-2CKUF and BHC-C2YF-2CLKUF
70 to 100 (21.11 to 37.78) 22 ± 2
40 to 70 (4.44 to 21.11) 17 ± 2
0 to 40 (-17.8 to 4.44) 14 ± 2
-30 to 0 (-34 to to -17.8) 9±2
NOTE: Do not check pressure or charge with propeller in feather position.
61-10-00
Page 6
4B15
PIPER AIRCRAFT
PA-34-220T
GRID 4B16
4B16
PIPER AIRCRAFT
PA-34-220T
GRID 4B17
4B17
PIPER AIRCRAFT
PA-34-220T
CONTROLLING
PROPELLER GOVERNOR
REMOVAL OF PROPELLER GOVERNOR
The propeller governor is mounted on the lower left forward portion of the engine crankcase. Remove the
governor as follows:
1. Remove the left side of the nose cowl to gain access to the governor.
2. Disconnect the governor control cable end from the governor control arm.
3. Remove the governor mounting nuts and withdraw the governor from the mounting pad. Cover the
mounting pad to prevent foreign material from entering the engine.
INSTALLATION OF PROPELLER GOVERNOR

1. Clean the mounting pad and the governor drive shaft thoroughly.
2. Coat the mounting gasket with Dow Corning release agent or equivalent.
3. Lubricate governor drive shaft with engine oil and install governor on the mounting pad.
4. Tighten the mounting nuts evenly and tighten to a final torque of 110 to 160 inch-pounds.
5. Connect the control cable to the control arm. Check to be sure the attachment bolt does not contact the
governor body while moving the control arm through its full travel. Clearance should be 0.03 inch
( 0.762 mm) minimum.
RIGGING AND ADJUSTMENT OF PROPELLER GOVERNOR (Refer to Figure 61-4.)

1. Start engine; park 90° to wind direction and warm in normal manner.
2. To check high rpm, low pitch setting, move the propeller control all the way forward. At this position
the governor speed control arm should be against the high rpm fine adjusting screw. With the throttle
full forward, observe engine rpm, which should stabilize between 2700 and 2800 rpm. A takeoff must
be conducted during which the engine rpm should reach 2800 rpm and remain steady.
3. If the engine rpm does not read 2800 rpm in flight, the high rpm setting must be adjusted as follows:
a. Land, shut down the engine and open the cowl door(s).
b. Adjust the governor by means of the fine adjustment screw to 2800 rpm. To do this, loosen the
high rpm fine adjustment screw locknut and turn the screw in a clockwise direction to decrease
engine or speed or in a counterclockwise direction to increase engine speed.
— NOTE —
One revolution of the fine adjustment screw will increase or
decrease the engine speed approximately 20 rpm.
c. Secure the cowl door(s) and repeat step 2 to ascertain proper rpm setting.
d. After setting the proper high rpm adjustment, run the self-locking nut on the fine adjustment
screws against the base projection to lock.
4. With the high rpm adjustment complete, the control system should be adjusted so that the governor
control arm will contact the high rpm stop when the cockpit control knob is .032 to .047 of an inch
from its full forward stop. To adjust the control knob travel, disconnect the control cable end from the
control arm; loosen the cable end jam nut and rotate the end to obtain the desired level clearance.
Reconnect the cable end and tighten jam nut.
5. It is usually only necessary to adjust the high rpm (low pitch) setting of the governor control system,
as the action automatically takes care of the positive low rpm (high pitch) setting.
61-20-00
Page 1
4B18
PIPER AIRCRAFT
PA-34-220T
1. RPM ADJUSTMENT SCREW 95°

2. CONTROL ARM
3. LOCKNUT
47° 30' ± 5°
1
2
Figure 61-4. Rigging Propeller Governor

ENGINE SYNCHROPHASER WITH PULSE GENERATOR. (Seneca III, S/N 34-8133002 to 3 4 - 8 1 3 3 1 9 7 2
i n c l us i v e . )
The functional equipment for this system consists of right and left pulse generator, phasing computer and a
5 amp circuit breaker. Schematic description for the system can be found in Chapter 91.
The function of the synchrophaser is to maintain both propellers at the same rpm and at a selected phase
angle. This eliminates the propeller “beat” effect and minimizes vibration. When the synchrophaser is
installed, the left engine is established as the master engine and the right engine is equipped with a slave gover-
nor which automatically maintains its rpm with the left engine rpm. When the propeller synchrophaser is
installed, a rotary switch is located on the throttle quadrant below the propeller controls. It is labeled OFF for
manual control or standby and PHASE ADJUSTMENT for propeller synchronizing and phase angle adjust-
ment.
SYSTEM OPERATING PROCEDURE

The rotary switch must be in the OFF position during taxi, takeoff, landing, and single engine operations.
Before operating the synchrophaser system, ensure that the rotary switch is in the OFF position and manually
synchronize the propellers to within 40 rpm. To operate, rotate the switch clockwise out of the OFF detent and
slightly into the PHASE ADJUSTMENT range. It may require up to 30 seconds for the propellers to synchronize.
The phase angle of propellers may then be adjusted by rotating the switch within the PHASE ADJUSTMENT
range to obtain the smoothest operation. Remember to wait 30 seconds after any switch movement for the pro-
pellers to assume the new phase angle. Turn the synchrophaser switch to the OFF position for 30 seconds
before changing power settings; reestablish synchrophaser operation following power changes using the above
procedure. Pulling the circuit breakers completely deactivates the propeller synchrophaser system. If the mas-
ter switch is turned OFF or if there is an electrical system failure, the slave engine will return to the control
selected rpm plus approximately 25 rpm out of synchronization regardless of the position of the synchrophaser
switch.
61-20-00
Page 2
4B19
PIPER AIRCRAFT
PA-34-220T
8 2
10 7
6
4
3
A A
5
11
10
SECTION
A-A
SWITCH
INSTALLATION
AND SYSTEM
IDENTIFICATION
PHASE ADJUSTMENT
"PHASE ADJUSTMENT
(VARIABLE PHASE)
(VARIABLE PHASE)
INSTALLATION
INSTALLATION
1. MOUNTING BRACKET
2. COMPUTER
3. PULSE GENERATOR
4. TACHOMETERS
5. TACH CABLE
6. TACH CABLE
7. WIRING HARNESS
8. TACH DRIVE
9. SLAVE GOVERNOR ASSEMBLY
10. CONTROL PEDESTAL
11. SYNCHROPHASER POTENTIOMETER CONTROL
Figure 61-5. Propeller Synchrophaser Installation With Pulse Generator

(Seneca III, S/N 34-8133002 to 34-8133172 inclus i v e )
61-20-00
Page 3
4B20
PIPER AIRCRAFT
PA-34-220T
SYSTEM CHECK AND ADJUSTMENT
The following wiring harness checks require the use of Hartzell Test Set B-4467-1.
1. Power light operating — indicates power supply to the system computer is of the proper polarity.
2. Right or left engine lights operating — indicates pulse generator for applicable engine is operating
properly and correctly wired.
3. OFF/PHASE ADJUSTMENT operating — aircraft system OFF/PHASE ADJUSTMENT switch is
wired correctly.
4. Coil light operating — governor solenoid coil is wired correctly.
5. Coil light not operating — open circuit, or wire on Pin Number 8 is grounded.
6. Coil short light operating — short circuit, in governor or solenoid coil or a short between coil leads.
GROUND CHECKS
1. Disconnect the synchrophaser computer from the wiring harness.
2. Connect Hartzell Test Set B-4467-1 to wiring harness at point where computer was disconnected.
3. Turn battery master switch ON and place synchrophaser mode in PHASE ADJUSTMENT position.
Test set power light and coil should be lighted.
— NOTE —
Other lights on the test set may be lighted and should be ignored
with this exception; if coil short light is lighted, place aircraft
master switch in OFF position and replace governor solenoid
coil.
4. If either the right or left engine lights are lighted, attempt to extinguish the light by rotating appropriate
propeller in direction of normal rotation. If lights are not lighted, attempt to light by rotating propeller.
5. Place synchrophaser mode switch in the manual position. The test set manual light should light and
the phase light should extinguish. Placing mode switch in PHASE ADJUSTMENT position should
cause the reverse to occur.
— NOTE —
Failure of test lights to operate may indicate a defective wiring
harness. Should the wiring harness prove to be good, but the
engine lights or coil light fail to function properly, replace the
applicable pulse generator or governor.
6. Disconnect the test set from the aircraft and reconnect the computer.
FLIGHT CHECK
1. At cruise altitude, set the engine controls at 75 percent power.
2. Beat synchronize the propellers.
3. With the propeller control, increase or decrease right engine speed approximately 50 revolutions per
minute (rpm).
61-20-00
Page 4
4B21
PIPER AIRCRAFT
PA-34-220T
FLIGHT CHECK (continued)
4. Place the synchrophaser mode switch in the PHASE ADJUSTMENT position. The propellers will
synchronize automatically if the system is operating properly. If synchronization is not attained, return
mode switch to MANUAL for 30 to 45 seconds. Resynchronize the engines manually to within 25 to
30 rpm of each other. Return the mode switch to the PHASE ADJUSTMENT position. If synchro-
nization is again not attained, repeat flight check.
— NOTE —
Place synchrophaser mode switch in manual position for all
takeoff, landing and engine-out operations.
COMPUTER
REMOVAL OF COMPUTER ASSEMBLY
The computer assembly is located in the nose section of the aircraft, accessible thru the baggage compart-
ment. It is mounted on the deice mounting bracket, on the left side of compartment.
1. Remove baggage compartment trim panels to gain access to the computer.
2. Disconnect the electrical plug from the computer assembly.
3. Remove the four (4) screws and washers securing the computer assembly to the mounting bracket.
4. Remove the computer assembly from the airplane.
INSTALLATION OF COMPUTER ASSEMBLY

1. Position the computer assembly on the mounting bracket and secure with screws and washers previ-
ously removed.
2. Reconnect electrical plug to computer assembly.
3. Install baggage compartment trim panels previously removed.
PULSE GENERATOR
REMOVAL OF PULSE GENERATOR (Refer to Figure 61-6.)
There is a pulse generator on each engine. They are mounted on the engine mount tubes at the top of the
engine. (Refer to Figure 61-5.)
1. Remove the engine cowling access panel.
2. Remove the electrical plug from the pulse generator.
3. Loosen the knurled nuts securing the tachometer shafts to the pulse generator and remove the shafts
from the pulse generator assembly.
4. Remove the two hex nuts, tab washers and washers.
5. Loosen the screws and nuts securing the mounting brackets.
6. Spread the brackets sufficiently to allow the pulse generator to be removed.
INSTALLATION OF PULSE GENERATOR (Refer to Figure 61-6.)

1. Place the pulse generator in position between the mounting brackets.
2. Press brackets together and install washer, a new tab washer and the hex nut.
3. Tighten the nuts and screws securing the brackets to the engine mount tubes.
4. Attach tachometer shafts to pulse generator.
5. Attach the electrical plug to the pulse generator.
61-20-00
Page 5
4B22
PIPER AIRCRAFT
PA-34-220T
3
1
6
5 7
1. PULSE GENERATOR ASSEMBLY 9 2
2. TACHOMETER SHAFT
3. TACHOMETER SHAFT
4. WASHER
5. BRACKET
6. BRACKET
7. TAB WASHER
8. ELECTRICAL PLUG
9. HEX NUT
Figure 61-6. Pulse Generator Installation
TIMING OF PULSE GENERATOR (BOTH ENGINES)
— CAUTION —
BE CERTAIN MAGNETO SWITCHES ARE OFF.
— NOTE —
Refer to Chapter 91 for appropriate electrical schematic

1. Loosen the 1 inch hex nut securing the pulse generator to the dual drive unit.
2. Turn the engine in the direction of rotation to locate (No. 1 piston at top dead center) on the ignition
stroke, (use the engine timing mark).
— NOTE —
If you miss this point, DO NOT TURN ENGINE BACKWARD,
START OVER.
3. Turn the pulse generator counterclockwise to align the timing mark with the center of the key-way.
4. Secure the 1 inch hex nut.
5. Pull the propeller through (in direction of rotation) two complete revolutions and stop at the phase
position. Check timing mark alignment; reset if necessary.
61-20-00
Page 6
4B23
PIPER AIRCRAFT
PA-34-220T
ENGINE SYNCHROPHASER MAGNETIC PICKUP. (S/N 34-8133001, 34-8133173 through 34-8633031,
3433001 and up, and 3448001 and up)
The synchrophaser installation is a Hartzell system which utilizes a computer, and an electrically slaved
and mechanically operated propeller governor.
The function of the synchrophaser is to maintain both propellers at the same rpm and at a selected phase
angle. This eliminates propeller “beat” effect and minimizes vibration. The left engine is utilized as the mas-
ter engine. The right engine is equipped with a slave governor, which automatically maintains, or synchro-
nizes, its rpm with the left engine rpm. The synchrophaser is turned ON with a three position switch located
on the throttle quadrant below the propeller controls. It is labeled OFF for manual control and 1 or 2 for pro-
peller synchrophaser. A blue PRESS-TO-TEST light, which illuminates when the propellers are out of syn-
chronization, is located below the switch.
— NOTE —
Be certain Magneto Switches are OFF.
SYSTEM OPERATING PROCEDURE

During taxi, takeoff, landing or single engine operations, the propeller synchrophaser switch should be in
the OFF position. The blue PRESS-TO-TEST light below the switch will illuminate while the propellers are
out of synchronization, whether or not the switch is in the OFF, 1, or 2 position. When the switch is in the
OFF position, the propellers can be synchronized manually. The light will go out when propeller synchronization
is complete. To utilize automatic synchronization, the propellers should first be synchronized manually to
within approximately 10 rpm of each other; then the switch placed in position 1. The blue light will go out
when synchronization is complete. For a given rpm and power setting, switch position 2 may provide
smoother operation by means of providing a different phase angle. Set the switch to position 1 or 2, whichever
provides the smoothest operation. Normally, propeller synchrophasing will take place within a few seconds,
but occasionally it may take up to a full minute. Position the synchrophaser switch OFF for 30 seconds before
making power setting adjustments. The synchrophaser switch may then be returned to position 1 or 2,
whichever provides the smoothest operation. Should propeller rpm differential exceed 50 rpm, the switch
should be selected OFF for 30 to 40 seconds; then the propellers can be synchronized again and the
s y nchrophaser switch returned to position 1 or 2. Pulling the circuit breakers completely deactivates the
propeller synchrophaser system. If the master switch is turned OFF, or if there is an electrical system failure,
the slaved engine will return to the controlled selected rpm plus approximately 25 rpm “out of synchronization”
regardless of the position of the synchrophaser switch.
TEST PROCEDURE
The purpose of the following procedure is to make sure all circuits and the propeller governor solenoid coil
are functioning properly. Use the Hartzell B-4657 Test Set to perform the following tests.
1. Visually check installation for inadequate connections, incorrect connections, shorts, etc. All parts of
the installation are to be connected with the exception of the computer.
2. With the aircraft master switch OFF and the test box function switch in position 1 (OFF position),
remove forward baggage compartment trim panels to gain access to the computer. Connect the test
box into the synchrophaser system in place of the computer.
3. Turn the master switch ON. Turn the function switch to position 2 (power position) and observe indicator
light. If ON, the battery voltage and polarity to the check-out box is correct.
61-20-00
Page 7
4B24
PIPER AIRCRAFT
PA-34-220T
TEST PROCEDURE (Continued)
4. Turn the function switch to position 3 (right engine). Rotate right engine until light goes out. Repeat
the same procedure in position 4 (left engine).
5. Turn the function switch to position 5 (manual). Turn the synchrophaser's phase/manual switch to
manual. The indicator light should be ON in position 5 (manual), OFF in position 6 (Phase I) and OFF
in position 7 (Phase II). Turn the synchrophaser's phase /manual switch to Phase I, the indicator light
should be OFF in position 5 (manual) and 7 (Phase II), ON in position 6 (Phase I). Turn the syn-
chrophaser's phase/manual switch to Phase II. The light should be OFF in position 5 (manual), ON in
position 6 (Phase I) and 7 (Phase II).
6. Turn the function switch to position 8 (phase light). The indicator light on the test box should be ON.
Unscrew top of lamp from synchrophaser phase indicator light. The indicator light on the test box
should go OFF.
7. Turn the function switch to position 9 (coil). The indicator light should be ON which indicates the
leads to the coil appear to be correct. Turn the function switch to position 10 (coil short) and push coil
short test switch. The indicator light should be OFF; if ON, the coil is shorted.
8. If the indicator light does not come ON in any position, a check for proper battery voltage and polarity
at system plug must be accomplished (positive at pin 14, negative at pin 1, 2 or 3). If voltage is
correct, check indicator bulb. If bulb is burned out, replace with Sylvania #330 or equivalent. If the
bulb is good, check the internal fuse. If fuse is damaged, replace with Buss AGC1/2 or equivalent.
The 1/2 amp fast-blow fuse may not be replaced with anything heavier. After replacing the fuse,
recheck the wiring harness for improper connections and/or shorts. Do this prior to reconnecting the
test box.
9. Remove test box and install computer.
PROP-SYNCH SWITCH
REMOVAL AND INSTALLATION OF PROP-SYNCH SWITCH
1. Remove the knobs from the control levers and remove the upper control quadrant cover.
2. Remove the retaining nut from the toggle side of the switch and remove the switch from the cover.
3. Slide the shaded wire protective covering back off the soldered connections.
4. Make note of where each specific wire is soldered and remove the wires from their terminals.
5. Install the wires on the new switch as noted and reinstall the switch in the opposite manner of removal.
MAGNETIC PICKUP
REMOVAL AND INSTALLATION OF MAGNETIC PICKUP (Refer to Figures 61-8 and 61-9.)
The magnetic pickup consists of a permanent magnet with a coil placed near the counterweight assembly.
Low output may be the result of a defective or incorrectly adjusted magnetic pickup and will result in improper
synchrophaser system operation.
— CAUTION —
MAGNETIC PICKUPS SHOULD NOT BE HAMMERED OR
JARRED AS THIS MAY DECREASE THE STRENGTH OF
THE MAGNET.
61-20-00
Page 8
4C1
PIPER AIRCRAFT
PA-34-220T
3 4
3 4
5
1 6
2
A A
SECTION A - A
SWITCH INSTALLATION
AND SYSTEM IDENTIFICATION
1. MOUNTING BRACKET
2. COMPUTER “AUTO-SYNC”
3. PICKUP ASSEMBLY (FIXED PHASE)
4. MAGNET ASSEMBLY INSTALLATION
5. SLAVE GOVERNOR ASSEMBLY
6. WIRING HARNESS
7. CONTROL PEDESTAL
8. SYNCHROPHASER CONTROL SWITCH
Figure 61-7. Propeller Synchrophaser Installation (Magnetic Pickup)

(S/N 34-8133001, 34-8133173 through 34-8633031, 3433001 and up, and 3448001 and up)
61-30-00
Page 9
4C2
PIPER AIRCRAFT
PA-34-220T
REMOVAL AND INSTALLATION OF MAGNETIC PICKUP (Refer to Figures 61-8 and 61-9.) (continued)
1. To remove magnetic pickup:
a. Remove the top cowl of the desired engine.
b. Remove the nut attaching the pickup to the bracket.
c. The unit can now be removed by cutting the tie wraps and disconnecting the wires.
2. To install magnetic pickup:
a. The clearance between the dowel pin and pickup should be .13 to .25 inch with the crankshaft
pushed aft. Using a feeler gauge, adjust the nuts securing the pickup to the bracket to give the
proper gap.
b. Rotate propeller, making sure the crankshaft is pushed aft and ensure the proper clearance is
maintained.
MAGNET ASSEMBLY
AIR GAP .13 TO .25
PICKUP ASSEMBLY GOVERNOR
Figure 61-8. Magentic Pickup and Governor Installation
61-20-00
Page 10
4C3
PIPER AIRCRAFT
PA-34-220T
MAGNET ASSEMBLY
EXISTING HARDWARE
NOTE
ORIENT THE RIGHT ENGINE TO PLACE DOWL

PIN AT TOP ALIGNED WITH THE CRANKCASE
SPLIT LINE. REMOVE NO. 5 SPARK PLUG
(RIGHT FRONT) AND ROTATE TO TDC ON COM-
PRESSION STROKE FOR APPROXIMATE LOCA-
TION. ROTATE MINIMUM NO. DEGREES TO
PLACE DOWEL AT CRANKCASE SPLIT LINE.
ACCOMPLISH THE SAME ON THE LEFT ENGINE
USING NO. 6 CYLINDER (LEFT FRONT).
REMOVE THE SLIP RING MOUNTING NUTS
WHICH WILL BE USED TO MOUNT THE MAGNET
AND COUNTERWEIGHT ASSEMBLIES. INSTALL
AS SHOWN, IN THE SAME LOCATION ON RIGHT
AND LEFT ENGINES. MAGNET ASSEMBLIES
WILL BE ON THE LEFT SIDE OF EACH ENGINE
SLIP RING WITH COUNTERWEIGHTS OPPOSITE.
COUNTERWEIGHT
MOUNTING PLATE
INSTALLATION WITH DEICE SYSTEM INSTALLED
MAGNET ASSEMBLY DOWEL PIN

COUNTERWEIGHT
NOTE
ORIENT THE RIGHT ENGINE TO PLACE DOWL

PIN AT TOP ALIGNED WITH THE CRANKCASE
SPLIT LINE. REMOVE NO. 5 CYLINDER SPARK
PLUG AND ROTATE AS NECESSARY TO FIND
TDC ON COMPRESSION STROKE. ROTATE THE
MINIMUM NO. DEGREES TO PLACE DOWEL AT
CRANKCASE SPLIT LINE. ACCOMPLISH THE
SAME ON THE LEFT ENGINE USING NO. 6
CYLINDER (LEFT FRONT). REMOVE PRO-
PELLER MOUNTING NUTS AND WASHERS
FROM THE 4 LUGS TO BE USED FOR MOUNT-
ING. INSTALL MAGNET ASSEMBLY, COUNTER
BALANCE AND NUTS AS SHOWN. DO NOT USE
WASHERS UNDER NUTS SECURING MAGNET
AND COUNTER BALANCE ASSEMBLIES. (NOTE:
DIFFERENT LUGS ARE USED ON LEFT AND
RIGHT ENGINES.
MAGNET ASSEMBLY COUNTERWEIGHT
PROPELLER MOUNTING NUT
INSTALLATION WITHOUT DEICE SYSTEM INSTALLED
Figure 61-9. Magnet Assemblies

61-20-00
Page 11
4C4
PIPER AIRCRAFT
PA-34-220T
GRIDS 4C5 THROUGH 4C6

4C5
PIPER AIRCRAFT
PA-34-220T
PROPELLER UNFEATHERING ACCUMULATOR SYSTEM
The optional propeller unfeathering system provides a means for storing air and oil pressure in an accumulator
so that the propeller may be moved out of the feathered position when so desired. Refer to the Pilot's
Operating Handbook for proper operating procedure.
ACCUMULATOR SERVICE
— WARNING —
COMPLETELY DISCHARGE ALL NITROGEN PRESSURE

BEFORE DISCONNECTING THE OIL LINE, PRIOR TO
REMOVAL OF THE UNIT FROM THE AIRPLANE.
This is a free piston type accumulator which 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. To perform an operational check, refer to
the Pilot's Operating Handbook for proper operating procedure.
61-30-00
Page 1
4C7
PIPER AIRCRAFT
PA-34-220T
5
1. GOVERNOR ASSY.
2. ACCUMULATOR
3. HOSE ASSY.
4. BRACKET
5. HEAT SHIELD
Figure 61-10. Propeller Unfeathering Accumulator Installation

61-30-00
Page 2
4C8
CHAPTER
70
STANDARD PRACTICES
ENGINES
4C9
PIPER AIRCRAFT
PA-34-220T
CHAPTER 70 - STANDARD PRACTICES ENGINE
CHAPTER
70-00-00 STANDARD PRACTICES ENGINE 4C11
70 - Cont./Effec.
Page 1
4C10
PIPER AIRCRAFT
PA-34-220T
STANDARD PRACTICES - ENGINE
The following procedures should be used whenever applicable:
1. To facilitate and ensure proper reinstallation, tag and/or mark all parts and hardware as to their location
before they are removed or disassembled.
2. When removing any tubes or engine parts, look for indications of scoring, burning or other undesirable
conditions. Tag any unserviceable parts or units for investigation and possible repair.
3. Take extreme care to prevent foreign matter (lockwire, nuts, washers, dirt, etc) from entering the
engine whether it is on or off the aircraft. Make use of protective caps, plugs, and covers to ensure
openings are unexposed.
— CAUTION —
DUST CAPS USED TO PROTECT OPEN LINES SHOULD

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 THE DUST CAPS IN THE TUBE ENDS.
4. If anything is dropped into the engine, work should be stopped immediately and the item removed
even if considerable time and labor is required.
5. Ensure all parts are thoroughly clean before assembling, especially during engine build up.
6. All lockwire and cotter pins must fit snugly in holes drilled in the specific hardware. On castellated
nuts, the cotter pin head must fit into a recess of the nut with the other end bent such that one leg is
back over the stud and the other is down flat against the nut. Use only corrosion resistant steel for cot-
ter pins or lockwire.
7. When replacing gaskets, packings, or rubber parts, use the same type or composition as that removed.
8. Make sure replacement nonmetallic parts show no sign of storage deterioration.
9. Use only a mallet of plastic or rawhide when installation of a part requires such force.
10. Loose fitting spline drives external to the engine which have no means of lubrication should be lubri-
cated with an anti-seize lubricant such as molybdenum disulfide.
70-00-00
Page 1
4C11
PIPER AIRCRAFT
PA-34-220T
GRID 4C12
4C12
CHAPTER
71
POWER PLANT
4C13
PIPER AIRCRAFT
PA-34-220T
CHAPTER 71 - POWER PLANT
CHAPTER
71-00-00 GENERAL 4C15

71-00-00 Description 4C15
71-10-00 COWLING 4C23
71-10-00 Removal of Engine Cowling 4C23
71-10-00 Cleaning, Inspection and Repair of Engine
Cowling 4C23
71-10-00 Installation of Engine Cowling 4C24
71-20-00 MOUNTS 4D1
71-20-00 Replacement of Engine Shock Mounts 4D1
71-20-00 ENGINE 4D1
71-20-00 Removal of Engine 4D1
71-20-00 Installation of Engine 4D3
71-60-00 AIR INTAKES 4D5
71-60-00 Induction System Air Filter 4D5
71-60-00 Removal of Air Filter 4D5
71-60-00 Cleaning Induction Air Filter 4D5
71-60-00 Installation of Air Filter 4D5
71-60-00 Alternate Air Door 4D6
71-60-00 Engine Cowl Flaps 4D6
71-60-00 Operation and Adjustment of Cowl Flaps 4D6
71 - Cont./Effec.
Page 1
4C14
PIPER AIRCRAFT
PA-34-220T
GENERAL
The purpose of this chapter is to provide instructions for the removal, minor repair, service and installation
of the engine and components. For instructions on major repairs and overhauls, consult the appropriate publi-
cation of the component manufacturer.
DESCRIPTION (REFER TO CHART 7101.)

Both the Seneca III and Seneca IV are powered by two continental engines; a TSIO 360-KB (left) and
LTSIO 360-KB (right). EAch engine is turbocharged with a Rayjay turbo and controlled through a ground
adjustable exhaust bypass valve. An overboost relief valve is also used in each of the intake systems to protect
the engine from an overboost condition. The engines are rated at 200 hp at 2600 rpm and 40 in. Hg manifold
pressure with a five minute takeoff power rating of 220 hp at 2800 rpm and 40 in. Hg manifold pressure.
Each engine cowl is made up of two nose sections and side panels, an upper support section and a lower
cowl assembly. The nose and side panels are interconnected to the upper support, lower cowl and nacelle by
camlock fasteners. Each lower cowl assembly also houses a cowl flap assembly which is operated manually
through a cable from a lever in the cockpit.
CHART 7101. ENGINE DATA

Model (Teledyne Continental) TSIO & LTSIO-360-KB
Number of Cylinders 6 Horizontally Opposed
Bore (Inches) 4.44
Stroke (Inches) 3.88
Displacement (Cubic Inches) 360
Compression Ratio 7.5:1
Type of Propeller Drive, Flanged Direct
Fuel, Minimum Octane 100 or 100 LL
Oil Sump Capacity 8 quarts
Oil Pressure (PSI):
Minimum 10 (Idle)
Normal 30-80
Maximum 100 (Cold - Ground)
Oil Temperature (°F):
Minimum 100
Normal 100-200
Maximum 240
Probe Location Above Oil Cooler
Cylinder Head Temperature (°F)
No. 2 cyl.:
Minimum 240°F
Normal 240-420°F
Maximum 460°F
71-00-00
Page 1
4C15
PIPER AIRCRAFT
PA-34-220T
CHART 7101. ENGINE DATE (continued)
Magnetos Bendix 25 Series

Left Bank Fires 20° BTC Lower Right,
Upper Left
Right Bank Fires 20° BTC Lower Left,
Upper Right
Firing Order:
LTSIO-360-KB 1-4-5-2-3-6
TSIO-360-KB 1-6-3-2-5-4
Spark Plugs (Shielded): AC, SR86, S86R, HSR86
Auto Lt. PH24, PH260
Champ. REM38W, RHM38W,
RHM38E
Red Seal. SE270, SE270P,
SS270, SU270P
Spark Plug Torque 360 to 420 inch-pounds
Alternator 12-volt, 60 ampere
Starter 12-volt, Prestolite
Engine Dry Weight With Accessories 392 pounds
TROUBLESHOOTING
Troubles peculiar to the power plane are listed in Chart 7102, along with the probable causes and suggest-
ed remedies. When troubleshooting engine, propeller or fuel system, always ground the magneto primary cir-
cuit before performing any checks.
CHART 7102. TROUBLESHOOTING ENGINE

Engine will not start. No fuel gauge pressure - Check fuel control for
fuel to engine. proper position, auxiliary
pump “ON” and operating,
feed valves open. Fuel
filters open and tank fuel
level.
Have gauge pressure - Turn off auxiliary pump
engine flooded. and ignition switch; set
throttle to “FULL OPEN”
and fuel control to “IDLE
CUT-OFF”, and crank
engine to clear cylinder of
excess fuel. Repeat
starting procedure.
71-00-00
Page 2
4C16
PIPER AIRCRAFT
PA-34-220T
CHART 7102. TROUBLESHOOTING ENGINE (continued)
Engine will not start. (continued) Have gauge pressure - Check for vent or loose
no fuel to engine. fuel lines. Loosen line at
fuel nozzle. If no fuel
shows, replace fuel
manifold valve.
Engine starts but fails Inadequate fuel to fuel Set fuel control in “FULL
to keep running. manifold valve. RICH” position; turn
auxiliary pump “ON,”
check to be sure feed
lines and filters are not
restricted. Clean or
replace defective components.
Defective ignition Check accessible ignition
system. cables and connections.
Tighten loose connections.
Replace defective spark
plugs.
Engine runs rough at Improper idle mixture Readjust idle setting. Turn
idle. adjustment. adjustment screw clockwise
to lean mixture and counter-
clockwise to richen mixture.
Fouled spark plugs. Remove and clean plugs,
idle. (continued) adjust gaps. Replace
defective plugs.
Discharge nozzle (injector) Check for bent or loose
air vent manifold restricted connections. Tighten
or defective. loose connections. Check
for restrictions and replace
defective components.
Engine has poor Idle mixture too lean. Readjust idle mixture.
acceleration.
Incorrect fuel-air mixture, Tighten loose connections.
work control linkage or Service air cleaner.
restricted air cleaner.
Defective ignition Check accessible cables
system. and connections. Replace
defective spark plugs.
71-00-00
Page 3
4C17
PIPER AIRCRAFT
PA-34-220T
Engine has poor Malfunctioning Check operation; listen for

acceleration. (continued) turbocharger. unusual noise. Check exhaust
bypass screw and for exhaust
system defects. Tighten loose
connections.
Engine runs rough at Improper fuel-air mixture. Check manifold connections
speeds above idle. for leaks. Tighten loose
connections. Check fuel
control for setting and
adjustment. Check fuel
filters and screens for dirt.
Check for proper pump
pressure and readjust as
necessary.
Restricted fuel nozzle. Remove and clean all
nozzles.
t Ignition system and Clean and re-gap spark
. spark plugs defective. plugs. Check ignition
cables for defects. Replace
Engine lacks power, Incorrectly adjusted Check movement of linkage
reduction in maximum throttle control, by moving control from idle
manifold pressure or "sticky" linkage or to full throttle. Make proper
critical altitude. dirty air cleaner. adjustments and replace worn
components. Service air
cleaner.
Improperly adjusted Check exhaust bypass screw
waste gate valve. adjustment.
Defective ignition Inspect spark plugs for fouled
system. electrodes, heavy carbon
deposits, erosion or electrodes,
improperly adjusted electrode
gaps and cracked porcelains.
Test plugs for regular firing
under pressure. Replace
damaged or misfiring plugs.
Spark plug gap to be 0.015
to 0.019 inches (0.381 to .
0.482 mm).
71-00-00
Page 4
4C18
PIPER AIRCRAFT
PA-34-220T

Engine lacks power, Loose or damaged Inspect entire exhaust system
reduction in maximum exhaust system. to turbocharger for cracks and
manifold pressure or leaking connections. Tighten
critical altitude. (continued) connections and replace
damaged parts.
Loose or damaged intake Inspect entire manifold
manifolding. system for possible leakage
at connections. Replace
damaged components; tighten
all connections and clamps.
Fuel nozzles defective. Inspect fuel nozzle vent
manifold for leaking con-
nection. Tighten and repair
as required. Check for
restricted nozzles and lines
and clean or replace as
necessary.
Malfunctioning Check for unusual noise in
turbocharger. turbocharger. If malfunction
is suspected, remove exhaust
and/or air inlet connections
and check rotor assembly for
possible rubbing in housing,
damaged rotor or defective
bearings. Replace turbocharger
if damage is noted.
Exhaust system gas Inspect exhaust system for
leakage. gas leakage, gaskets at
turbine inlet flanges, etc,
and correct.
Low fuel flow. Restricted flow to fuel Check mixture control for
metering valve. full travel. Check for
restrictions in fuel filters
and lines; adjust control
and clean filters. Replace
damaged parts.
71-00-00
Page 5
4C19
PIPER AIRCRAFT
PA-34-220T
Low fuel flow. (continued) Fuel nozzle vent system Check venting system for
defective causing improper leaks at connections and
pressure regulation. other defects. Tighten
connections and replace
defective parts.
Fuel control lever Check operation of throttle

interference. control and for possible
contact with cooling shroud.
Adjust as required to obtain
correct operation.
Incorrect fuel injector Check and adjust using

pump adjustment and appropriate equipment.
operation. Replace defective pump.
Air leakage in fuel pump Locate cause of leakage

pressurization line. and correct.
High fuel flow. Restricted flow beyond Check for restricted fuel
fuel control assembly. nozzles or fuel manifold
valve. Clean or replace
nozzles. Replace defective
fuel manifold valve.
Defective relief valve Check fuel injector pump
operation in fuel control line from turbocharger
injector. for loose connections and
defects. Tighten connections,
replace damaged line.
Restricted recirculation Replace pump.
passage in fuel injector.
Air leakage in fuel gauge Locate cause of leakage and
vent pressurization line. eliminate.
Fluctuating fuel flow. Vapor in fuel system. Normally operating the
auxiliary pump will clear
system. Operate auxiliary
pump and purge system.
Fuel gauge line leak or Purge gauge line and
improperly purged lines. tighten connections.
71-00-00
Page 6
4C20
PIPER AIRCRAFT
PA-34-220T
Low oil pressure on Insufficient oil in oil Air oil or change oil to
engine gauge. sump, oil dilution or proper viscosity.
using improper grade
of oil for prevailing
ambient temperature.
High oil temperature. Defective vernatherm valve
in oil cooler; oil cooler
restriction. Replace valve
or clean oil cooler.
Leaking, damaged or loose Check for restricted lines
oil line connections - and loose connections,
restricted screens and and for partial plugged oil
filter. filter and screens. Clean
parts, tighten connections,
and replace defective parts.
Leaking oil seal in Check for oil in turbocharger
turbocharger. exhaust outlet. Replace
turbocharger.
Defective check valve Disassemble and clean
in turbocharger oil valve or replace.
supply line.
Poor engine idle cutoff. Engine getting fuel. Check fuel control for being
in full "IDLE CUTOFF"
position. Check auxiliary
pump for being "OFF."
Check for leaking fuel
manifold valve. Replace
While smoke exhaust. Turbo choking oil forced Clean or change turbocharger.
through seal in turbine Refer to Chapter 81.
housing.
71-00-00
Page 7
4C21
PIPER AIRCRAFT
PA-34-220T
GRID 4C22
4C22
PIPER AIRCRAFT
PA-34-220T
COWLING
REMOVAL OF ENGINE COWLING (Refer to Figure 71-1.)
The procedure for removing the engine cowling is the same for both engines.
1. Release the fasteners securing the two side access panels.
2. Remove the fasteners securing the top cowl and then remove the top cowl.
3. Disconnect the cowl flap control.
4. Support the bottom cowl and remove the screws that attach the cowl to nose cowl, engine mount and
nacelle.
5. The nose cowl may be removed by removing the attaching screws and separating the two cowl halves.
CLEANING, INSPECTION AND REPAIR OF ENGINE COWLING

1. The cowl should be cleaned with a suitable solvent and then wiped with a clean cloth.
2. Inspect the cowling for dents, cracks, loose rivets, damaged or missing fasteners and damaged fiber-
glass areas.
3. Repair all defects to prevent further damage. Fiberglass repair procedures may be accomplished
according to Fiberglass Repairs, Chapter 51.
4
5
3
2
1
1. NOSE COWL ASSEMBLY 6

2. SCREW FASTENER
3. OIL FILLER DOOR
4. TOP PANEL
5. SIDE PANEL
6. ACCESS HOLE, ENGINE OIL DRAIN
7. BOTTOM COWL
Figure 71-1. Seneca III Engine Cowling Installation (Sheet 1 of 2)
71-10-00
Page 1
4C23
PIPER AIRCRAFT
PA-34-220T
4
5
3
2
1
1. NOSE COWL ASSEMBLY

2. SCREW FASTENER
3. OIL FILLER DOOR 7
4. TOP PANEL
5. SIDE PANEL
6. ACCESS HOLE, ENGINE OIL DRAIN 6
7. BOTTOM COWL
Figure 71-1. Seneca IV Engine Cowling Installation (Sheet 2 of 2)
INSTALLATION OF ENGINE COWLING (Refer to Figure 71-1.)

1. Position the two nose cowl halves on the front of the engine and secure with screw fasteners.
2. Position the bottom cowl and secure with screw fasteners to the aft nacelle, engine mount and nacelle.
3. Connect the cowl flap control.
4. Position the top cowl and secure with attaching screw fasteners.
5. Secure the side cowls to the upper and lower cowling.
71-10-00
Page 2
4C24
PIPER AIRCRAFT
PA-34-220T
MOUNTS
REPLACEMENT OF ENGINE SHOCK MOUNTS (Refer to Figure 71-2.)
2. Relieve the engine weight on the mounts using a one-half ton hoist attached to the engine lifting
points.
3. Remove the four engine mounting bolts and the lower half of the mount assemblies.
4. Carefully raise the engine just enough to remove the shock mounts. Check all lines, wires and cables
for interference. Disconnect any lines and cables if necessary.
5. Check all components for wear, damage or cracks and install new mounting kit.
6. Lower the engine slowly and use mounting bolts to keep the components aligned.
7. When the engine is supported by the mount, check the mounts for proper seating.
8. Install the mounting bolt, nut, washer and torque 450 to 500 inch-pounds and safety.
9. Reconnect any lines, wires or cable that were disconnected and install engine cowling.
ENGINE
REMOVAL OF ENGINE (Refer to Figure 71-2.)
1. Turn off all electrical switches in the cockpit and disconnect the battery ground wire at the battery.
2. Move the fuel selector valve in the cockpit to the OFF position.
4. Remove the propeller. (Refer to Chapter 61.)
5. Disconnect the starter positive lead and ground lead at the starter.
6. Disconnect the tachometer cable to the engine.
7. Disconnect the governor control cable at the governor and cable attachment clamps.
8. Disconnect the throttle and mixture cables from the fuel-air control unit.
9. Disconnect the air conditioning compressor lines, if compressor is installed.
10. Disconnect the cylinder temperature sender wire at No. 2 cylinder.
11. Disconnect the fuel pump supply line and vent line from the engine.
12. Disconnect the oil cooler lines.
— NOTE —
In some manner, identify all hoses, wires and lines to facilitate
installation. Open fuel, oil, vacuum lines and fittings should be
covered to prevent contamination.
13. Disconnect the magneto “P” leads at the magnetos.

14. Disconnect the engine vent tube at the engine.
15. Disconnect the engine oil temperature lead at the aft end of the engine.
16. Untie the ignition harness, hoses and lines at the aft end of the engine.
17. Disconnect the pneumatic pump lines at pump and remove fittings from pump.
18. Disconnect the oil pressure line at the engine.
19. Disconnect the fuel flow line at the left rear engine baffle.
20. Disconnect the manifold pressure line at the left rear side of the engine.
21. Disconnect the alternator leads and the cable attachment clamps.
71-20-00
Page 1
4D1
PIPER AIRCRAFT
PA-34-220T
7 8
6 9
10
11 12
5 13 14
15
4 16
3
17
18
2
1
19
20
31
30
1. SPARK PLUG B
29
2. DECK PRESSURE LINE
3. INDUCTION MANIFOLD
4. FUEL LINE
5. OIL VENT LINE
6. THROTTLE BODY 21
7. OIL DIPSTICK 28 27
8. FUEL MANIFOLD 26
25
9. OIL FILLER 24 23
10. LEFT MAGNETO 34 22
11. OIL PUMP
12. PRESSURE PUMP
13. RIGHT MAGNETO
14. STARTER 32 18
15. THROTTLE CABLE 35
17. INDUCTION AIR FILTER
18. ENGINE MOUNT 33
19. CHECK VALVE
20. TURBOCHARGER VIEW A
21. TAIL PIPE SHOCK MOUNT
22. OIL VENT BOLT - (AN7-46A)
23. EXHAUST BYPASS WASHER - (AN960-716)
NUT - (MS20365-720C) BOLT - (AN6-10A)
24. ALTERNATOR
TORQUE TO 450-500 IN. LBS WASHER - (AN960-616)
25. OIL FILTER
NUT - (PS10062-8-624)
26. ALTERNATOR COOLING TORQUE TO 240-270 IN. LBS.
27. OIL COOLER
28. SHOCK MOUNT
29. EXHAUST STACKS
30. PUSH ROD
31. ROCKER COVERS
32. UPPER MOUNT
33. LOWER MOUNT
34. SPACER VIEW B
35. WASHER
Figure 71-2. Power Plant Installation

71-20-00
Page 2
4D2
PIPER AIRCRAFT
PA-34-220T
REMOVAL OF ENGINE (Refer to Figure 71-2.) (continued)
— CAUTION —
PLACE A TAIL STAND UNDER THE TAIL OF THE
AIRPLANE BEFORE REMOVING AN ENGINE.
22. Attach a one-half ton (minimum) hoist to the hoisting straps and relieve the tension from the engine
mounts.
23. Check the engine for any attachments remaining to obstruct its removal.
— NOTE —
Remove exhaust system components where they pass through
engine mount.
24. Drain the engine oil.

25. Remove the engine mounting bolts and lower mount assembly.
26. Carefully raise the engine and pull forward to clear the mount. Ensure there are no connections
remaining to obstruct removal of the engine Remove engine from airplane and place on a suitable
stand.
INSTALLATION OF ENGINE (Refer to Figure 71-2.)

Prior to installing the engine, be sure to install all items that were removed after the engine was removed
from the aircraft.
— NOTE —
Remove all protective caps and identification tags as each item is

installed.
1. Install the shock mount in the engine mount and hoist the engine into position on the mount.
2. Install the lower shock mount assemblies and mounting bolts. Torque the bolts 450 to 400 inch-
pounds.
3. Route and connect the throttle and mixture control cables and adjust.
4. Route and connect the propeller governor control cable and adjust.
5. Connect the alternate air cable and adjust.
6. Reconnect all lines and hoses previously disconnected from the engine.
— NOTE —
Apply Lubon #404 to all male fuel system fittings. Do not allow
to enter system.
7. Route and connect the electrical leads to the appropriate connections on the engine.
8. Connect the tachometer drive cable.
— NOTE —
Secure all cables, hoses and wires with clamps and Ty-strap in
the same location as before removal.
9. Connect the air conditioning compressor lines, if compressor is installed.

71-20-00
Page 3
4D3
PIPER AIRCRAFT
PA-34-220T
INSTALLATION OF ENGINE (Refer to Figure 71-2.)
10. Install the propeller and spinner per Chapter 61.
11. Service the engine with the proper grade and quantity of oil; refer to Chapter 12.
12. Be certain all switches are in the OFF position and connect the battery cables.
13. Install the engine cowling.
14. Make a final check of the security, location and installation of all lines, wires and cables.
15. Perform an operational check of the engine; inspect for leaks and make final adjustments to engine
controls as required.
— NOTE —
Check exhaust pipe clearance. Minimum clearance to structure
and cowl flap door opening should be 0.50 of an inch (12.7 mm).
71-20-00
Page 4
4D4
PIPER AIRCRAFT
PA-34-220T
AIR INTAKES
INDUCTION SYSTEM AIR FILTER
REMOVAL OF AIR FILTER (Refer to Figure 71-3.)
1. Remove the side panel cowl on the right side of the engine.
2. Release the stud fasteners; remove the filter cover and withdraw the filter element.
CLEANING INDUCTION AIR FILTER

The air filter element should be cleaned as often as it becomes dirty, everyday under severe dust condi-
tions. The filter element should be replaced if any holes or tears exist. When cleaning the filter, it is good
practice to remove the filter box assembly and clean with a solvent. Blow the assembly dry and wipe with a
clean cloth to remove embedded debris. Be careful not to damage the sealing ends.
— CAUTION —
NEVER WASH THE FILTER ELEMENT IN ANY LIQUID
OR SOAK IT IN OIL. NEVER ATTEMPT TO BLOW OFF
DIRT WITH COMPRESSED AIR.
INSTALLATION OF AIR FILTER (Refer to Figure 71-3.)

1. Install the filter box assembly if removed.
2. Position the filter element in the box assembly and secure the cover assembly with the stud fasteners.
— NOTE —
Check the induction system to be sure that no air leaks exist at
any point that would allow unfiltered air to enter the engine.
2 4
1. FILTER ELEMENT CA-161-PL

2. BOX ASSEMBLY
3. COVER ASSEMBLY
4. ALTERNATE AIR CONTROL CABLE
5
5. ALTERNATE AIR DOOR
Figure 71-3. Induction System Installation

71-60-00
Page 1
4D5
PIPER AIRCRAFT
PA-34-220T
ALTERNATE AIR DOOR
The alternate air door is located in the alternate air box to provide a source of air to the engine should there
be an air stoppage through the filter system. The following should be checked during inspection:
1. Check that air door seals are tight and the hinge and torsion spring are secure.
2. Adjust the control cable to position the roller on the arm assembly clear of the door in the closed
position. Check that when the cockpit control is in the closed position the door is properly seated in
the closed position.
3. Actuate the door by operating the control lever in the cockpit to determine that it is not sticking or
binding.
4. Check the cockpit control cable for free travel.
ENGINE COWL FLAPS

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 OF COWL FLAPS

The cowl flaps operate through three positions; closed, intermediate and open by control levers located on
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.
71-60-00
Page 2
4D6
PIPER AIRCRAFT
PA-34-220T
1. COWL FLAP ASSEMBLY 1

2. CONTROL CABLE
3. ROD ASSEMBLY 4
4. TRUNNION ASSEMBLY
Figure 71-4. Cowl Flap Installation
71-60-00
Page 3
4D7
PIPER AIRCRAFT
PA-34-220T
GRIDS 4D8 THROUGH 4D10

4D8
CHAPTER
73
ENGINE FUEL SYSTEM
4D11
PIPER AIRCRAFT
PA-34-220T
CHAPTER 73 - ENGINE FUEL SYSTEMS
CHAPTER
73-00-00 GENERAL 4D13

73-00-00 Description 4D13
73-10-00 DISTRIBUTION 4D15
73-10-00 Fuel Injection System Maintenance 4D15
73-10-00 Fuel Injector Nozzle Assembly 4D15
73-10-00 Removal of Fuel Injector Nozzles 4D15
73-10-00 Cleaning and Inspection of Fuel Injector
Nozzles 4D16
73-10-00 Installation of Fuel Injector Nozzles 4D16
73-30-00 INDICATING 4D17
73-30-00 Dual Fuel Flow Gauge 4D17
73 - Cont./Effec.
Page 1
4D12
PIPER AIRCRAFT
PA-34-220T
GENERAL
DESCRIPTION (Refer to Figure 73-1.)
The Continental injection system is used on each of the engines of both the Seneca III and Seneca IV. This
system uses individual injectors for each cylinder and, while compensating for altitude and engine operating
conditions, provides continuous flow to the cylinders.
Each system makes use of a combination fuel pump/mixture control unit to supply fuel pressure to the fuel
metering unit on the air throttle body. The metering unit determines and controls fuel flow to the manifold
valve and injectors by interconnection with the throttle valve.
The engine driven fuel pump is mounted to the right crankcase and located ahead of the engine mount.
Both pumps are of a positive displacement, rotary vane type, each having an integral vapor separator and
altitude compensating android valve.
The throttle/metering unit is on the top forward part of the engine connected to the entrance of the intake
manifold. A rotary valve makes up the metering unit and is attached to the throttle valve. As the throttle is
moved, the cam shaped edge of the rotary valve moves across the fuel delivery port controlling the flow of fuel
to the manifold valve and nozzles.
The fuel manifold valve is the central point for dividing fuel to the individual cylinders. A diaphragm and
plunger valve within the manifold valve raises or lowers by fuel pressure to open or close the individual fuel
supply ports simultaneously.
The fuel discharge nozzles are an air bleed type nozzle with a calibrated orifice. A nozzle is installed in
the cylinder head outside each intake valve for each cylinder.
TROUBLESHOOTING
Refer to Chart 7102, Chapter 71.
73-00-00
Page 1
4D13
PIPER AIRCRAFT
PA-34-220T
BY-PASS
CHECK
PUMP VALVE
FULL POWER
FUEL PRESS. ADJ.
BOOST COUNTERCLOCKWISE
PUMP TO INCREASE
VAPOR
SEPARATOR
THIS LINE IS
ENGINE FUEL IDLE CUT-OFF
PUMP MIXTURE CONTROL
FULL RICH
IDLE PRESSURE
RELIEF VALVE
FILTER CLOCKWISE
TO INCREASE
DECK PRESSURE
FUEL
PRESSURE IDLE MIXTURE
GAUGE SCREW - CW
TO LEAN
FUEL TANK
Figure 73-1. Schematic Diagram of Fuel Injection System
73-00-00
Page 2
4D14
PIPER AIRCRAFT
PA-34-220T
DISTRIBUTION
FUEL INJECTION SYSTEM MAINTENANCE
— CAUTION —
DO NOT USE ANY FORM OF THREAD COMPOUND ON
FUEL LINE FITTINGS. USE ONLY A FUEL SOLUBLE
LUBRICANT SUCH AS ENGINE OIL.
1. Check all attaching parts for tightness.

2. Check all fuel for leaks, evidence of damage, or chafing by metal to metal contact.
3. Check control connections, levers, and linkages for safety.
4. Inspect nozzles for cleanliness with particular attention to orifices. Use a standard 1/2 inch spark plug
type deep socket to remove nozzles. Do not use wire or other object to clean orifices. To clean noz-
zles, remove from engine and immerse in fresh cleaning solvent. Use compressed air to dry. O-rings
must be removed from nozzles prior to cleaning in certain solvents.
FUEL INJECTOR NOZZLE ASSEMBLY (Refer to Figure 73-2)

REMOVAL OF FUEL INJECTOR NOZZLES
1. Remove the cowling side access panels.
2. Disconnect the fuel line and remove the reference air line from the nozzle.
3. Used a standard 1/2 inch spark plug type deep socket to remove the nozzle.
2
5
3
2
1
1. INJECTION MIXTURE OUTLET
2. O-RING
3. CALIBRATED ORIFICE
4. RAM AIR INLET
5. FUEL INLET
Figure 73-2. Fuel Injector Nozzle Assembly
73-10-00
Page 1
4D15
PIPER AIRCRAFT
PA-34-220T
CLEANING AND INSPECTION OF FUEL INJECTOR NOZZLES.
— CAUTION —
DO NOT USE WIRE OR OTHER OBJECT TO CLEAN
ORIFICES. O-RINGS MUST BE REMOVED PRIOR TO
CLEANING IN CERTAIN SOLVENTS.
1. Clean nozzles by immersing in fresh cleaning solvent. Use compressed air to dry.
2. Inspect the nozzles for cleanliness; pay particular attention to the orifices. Check the condition of the
nozzle and cylinder threads.
INSTALLATION OF FUEL INJECTOR NOZZLES

1. Carefully start the nozzles by hand to prevent cross-threading. Torque nozzle to 60 inch-pounds.
2. Install reference air lines on nozzles.
3. Connect the fuel line to the nozzle.
4. Reinstall cowling side panels.
73-10-00
Page 2
4D16
PIPER AIRCRAFT
PA-34-220T
INDICATING
DUAL FUEL FLOW GAUGE
The dual fuel flow gauge is a non-electric differential pressure gauge mounted in the bottom of the instru-
ment panel in the column of engine instruments.
This instrument measures flow by reading the pressure drop across a fixed orifice. With fuel pressure
being supplied by the engine driven pump and a fixed orifice in the fuel divider head, then measuring the pres-
sure drop upstream of the orifice against deck pressure at nozzles, the resultant pressure can be equated to fuel
flow in gallons per hour flow.
CHART 7301. TROUBLESHOOTING FUEL FLOW GAUGE

Pointer oscillates. Air in fuel line. Purge line.
Gauge read low at altitude. Vent line restricted. Check line and fittings.
Pointer does not return to Fuel in diaphragm of Replace gauge.

zero. gauge.
73-30-00
Page 1
4D17
PIPER AIRCRAFT
PA-34-220T
GRID 4D18
73-30-00
Page 2
4D18
å
CHAPTER
74
IGNITION
4D19
PIPER AIRCRAFT
PA-34-220T
CHAPTER 74 - IGNITION
CHAPTER
74-00-00 GENERAL 4D21

74-10-00 ELECTRICAL POWER SUPPLY 4D23
74-10-00 Inspection of Magnetos 4D23
74-10-00 Removal of Magnetos 4E1
74-10-00 Magneto Installation and Timing Procedure
(Magneto to Engine) 4E3
74-20-00 DISTRIBUTION 4E7
74-20-00 Harness Assembly 4E7
74-20-00 Inspection of Harness 4E7
74-20-00 Removal of Harness 4E8
74-20-00 Maintenance of Harness 4E8
74-20-00 Installation of Harness 4E8
74-20-00 Spark Plugs 4E8
74-20-00 Removal of Spark Plugs 4E8
74-20-00 Inspection and Cleaning of Spark Plugs 4E10
74-20-00 Installation of Spark Plugs 4E11
74 - Cont./Effec.
Page 1
4D20
PIPER AIRCRAFT
PA-34-220T
GENERAL (Refer to Figure 74-1)
— CAUTION —
ENSURE THAT THE PRIMARY CIRCUITS OF BOTH

MAGNETOS ARE GROUNDED BEFORE WORKING ON
THE ENGINE.
The service instructions contained in this chapter deal with general maintenance and timing of the magne-
tos to the engine. Refer to the magneto overhaul instructions manual L-205-10 for detailed maintenance. Also
refer to the latest revision of Continental Service Bulletin No. M78-8 for additional information.
74-00-00
Page 1
4D21
PIPER AIRCRAFT
PA-34-220T
11
10
17
9 18
24 19
25 20
21
27
26
23 16
22
8
7
6
12
13
14
15
2
1
5
4
3
1. SCREW 14. IGNITION CABLE FERRULE

2. LOCK WASHER 15. DISTRIBUTOR CABLE PLATE
3. NUT 16. GROUND TERMINAL KIT
4. LOCK WASHER 17. WASHER
5. HOLD DOWN WASHER 18. INSULATING SLEEVE
6. MAGNETO 19. INNER FERRULE
7. GASKET 20. OUTER FERRULE
8. COTTER PIN 21. COUPLING NUT
9. NUT 22. COUPLING BUSHINGS
10. GEAR SUPPORT SHAFT 23. RETAINER
11. PIN 24. NEEDLE BEARING
12. IGNITION CABLE EYELET 25. WASHER
13. DISTRIBUTOR CABLE GROMMET 26. PILOT SLEEVE BUSHING
27. MAGNETO DRIVE GEAR
Figure 74-1. Magneto Assembly
74-00-00
Page 2
4D22
PIPER AIRCRAFT
PA-34-220T
ELECTRICAL POWER SUPPLY
INSPECTION OF MAGNETOS
1. After the first 25 hour and 50 hour periods, and periodically thereafter, the contact assemblies should
be checked. Examine the points for excessive wear or burning. Points which have deep pits or
excessively burned areas should be discarded. Examine the cam follower felt for proper lubrication.
If necessary, points can be cleaned by using any hard finished paper. Clean breaker compartment with
dry cloth.
2. If engine operating troubles develop which appear to be caused by the ignition system, it is advisable
to check the spark plugs and wiring first before working on the magnetos.
3. Should the trouble appear to be definitely associated with the magneto, the most effective measure is
to install a replacement magneto which is known to be in satisfactory condition. Send the suspected
unit to the overhaul shop for test and repair.
4. Should this not be possible, a visual inspection may disclose the source of trouble. Remove the
harness outlet plate from the magneto. Inspect for the presence of moisture and foreign matter on the
rubber grommet and high tension outlet side of the distributor block. Check height of block contact
springs. The top of the spring must not be more than 0.422 of an inch ( 10.718 mm) below the top of
the tower as shown in Figure 74-2. If the springs are broken or corroded, replace them.
5. Inspect the distributor block for cracks or burned areas. The wax coating on the block should not be
removed. Do not use solvents.
6. Check for excess oil in the breaker compartment. If present, it may mean a bad oil seal or oil seal
bushing at the drive end. Check the magneto manufacturer's overhaul procedure.
7. Remove the breaker cover and harness securing screws and nuts and separate cover from magneto
housing. Check contact assemblies to see that the cam follower is securely riveted to its spring.
Examine the contact points for excessive wear or burning. Figure 74-3 shows how the average contact
point will look when surfaces are separated for inspection. Desired contact surfaces have a dull gray,
sandblasted (almost rough) or frosted appearance over the area where electrical contact is made. This
means that points are worn in and mated to each other, thereby providing the best possible electrical
contact and highest efficiency of performance.
8. Minor irregularities or roughness of point surfaces are not harmful (refer to Figure 74-3, center), nei-
ther are small pits or mounds, if not too pronounced. If there is a possibility of pit becoming deep
enough to penetrate pad, Figure 74-3, right, reject contact assembly.
— NOTE —
No attempt should be made to stone or dress contact points.
Should contact assembly have bad points, or show excessive
wear, replace complete assembly.
9. Check the condition of the cam follower felt. Squeeze felt tightly between thumb and forefinger. If
fingers are not moistened with oil, re-oil using 2 or 3 drops of Bendix 10-86527 lubricant. Allow
approximately 30 minutes for felt to absorb the oil. Blot off the excess with a clean cloth. Too much
oil may foul contact points and cause excessive burning.
74-10-00
Page 1
4D23
PIPER AIRCRAFT
PA-34-220T
0.422 MAX.
(10.7188 mm)
Figure 74-2. Contact Spring Inspection
NORMAL POINT IS SMOOTH MINOR IRREGULARITIES - WELL DEFINED MOUND

AND FLAT. SURFACE HAS SMOOTH ROLLING HILLS EXTENDING NOTICEABLY
DULL GRAY "SANDBLASTED" AND DALES WITHOUT ANY ABOVE SURROUNDING
APPEARANCE. DEEP PITS OR HIGH PEAKS. SURFACE. REJECT POINTS.
THIS IS A NORMAL CON-
DITION OF POINT WEAR.
Figure 74-3. Contact Points

74-10-00
Page 2
4D24
PIPER AIRCRAFT
PA-34-220T
INSPECTION OF MAGNETOS (continued)
10. Inspect the felt washer in the distributor block for oil content. If the felt is dry, inspect the bronze
bushing for wear. (Refer to manufacturer's overhaul instruction.) Oil felt washer with Bendix
Distributor Block Lubricant Part No. 10-391200. Blot excess oil from washer until flat surfaces take
on a “frosted” appearance and seat washer in its recess in block.
11. Check the capacitor mounting bracket for cracks or looseness. Using the Bendix 11-1767-1, -2 or -3
Condenser Tester or equivalent, check capacitor for capacitance, series resistance and leakage.
Capacitance shall be at least 0.30 microfarads. Series resistance should not be over 1 ohm at 500 kHz.
12. Inspect coil leads for damaged insulation and terminals for tightness and soldered connection.
13. Inspect impulse coupling parts for excessive wear. Particularly check clearance between cam and fly-
weight of the cam assembly. Measure the clearance between the cam flyweight using the shank of a
new No. 18 drill (0.1695 inch [4.3053 mm] diameter). If the drill will fit between cam and flyweight
as shown in Figure 74-4, the cam assembly must be replaced. Check clearance between both fly-
weight and the cam of each cam assembly.
14. Check the clearance between each flyweight and each stop in as follows:
a. Bend the end of a stiff piece of wire into a right angle 0.125 inch (3.175 mm) long (maximum).
b. Hold magneto as shown in Figure 74-5. Pull heel of flyweight outward with the hooked wire and
make certain that feeler gauge of 0.010 inch (0.254 mm) minimum thickness will pass between
stop in and the highest point of the flyweight.
— NOTE —
A true and accurate check of the clearance between flyweight and

stop pin can be obtained only by pulling the flyweight outward as
described above. Do not attempt the check by pushing in on fly-
weight as point “A”.
15. Check internal timing and reinstall and time magneto to engine.
— NOTE —
Installation of pressurized magneto retrofit kit (Piper p/n 764 921)

will provide pressurized air to the magneto, improving ignition
system operation at higher altitudes, and reducing the frequency of
ignition system maintenance. (Refer to Parts Catalog.)
REMOVAL OF MAGNETO
1. Remove the side access panel from the engine nacelle.
2. Disconnect the “P” lead from the magneto.
3. Remove the harness outlet plate from the magneto by removing the four attaching screws.
4. Remove the two nuts and washers securing the magneto to the engine accessory housing.
5. Pull the magneto from the engine. Caution must be used to ensure that magneto drive rubbers do not
fall into accessory sections.
74-10-00
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4E1
PIPER AIRCRAFT
PA-34-220T
Figure 74-4. Impulse Coupling
0.010” A
0.254 mm
MIN
Figure 74-5. Flyweight Clearance of Impulse Coupling
74-10-00
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4E2
PIPER AIRCRAFT
PA-34-220T
MAGNETO INSTALLATION AND TIMING PROCEDURE (MAGNETO TO ENGINE) (LTSIO IS
COUNTER-ROTATING) (Refer to Figure 74-6.)
— NOTE —
On engines with deicer equipment installed, the deicer timing

marks are hidden under the slip rings. To make allowance of this,
install a timing disc or crossmark the slip ring.
1. TSIO timing marks are on the outer edge of the crankshaft counterweight blade between No. 2 and No.
4 cylinders. The inspection plug between No. 2 and No. 4 cylinders on the left top side of the
crankcase must be removed to view the marks on the crankshaft. (Refer to Sketch A, Figure 74-6.)
a. Plug one spark plug hole of the No. 1 cylinder and place a thumb over the other plug hole. Have
a second person stand in front of the engine and turn the crankshaft in a counterclockwise direc-
tion until air pressure is felt on the thumb. No. 1 piston is coming up on the compression stroke.
b. Remove the inspection hole plug and turn the crankshaft until the 20 degree BTC mark appears in
the center of the inspection hole. A timing device as described in the latest Continental Service
Bulletin M68-2 may also be used.
c. Remove the inspection hole plug from the magneto. Turn the magneto coupling until the painted
chamfered tooth on the distributor gear is approximately centered in the inspection hole. Hold the
magneto in its approximate installed position. Note carefully the position of the coupling drive
lugs.
d. Lubricate the gear support shaft with clean lubricating oil and install the drive gear assembly so
the slots of the coupling bushings will be in the approximate position for aligning with the drive
coupling lugs on the magneto.
e. Insert the retainer into the gear hub slot. Apply a film of Lubriplate grease to each of the new
rubber bushings and insert the bushings into the retainers, rounded long edges first.
f. Place a new gasket on the magneto flange. Install the magneto carefully so the drive coupling
lugs mate with the slots of the drive bushings. Install and snug down the two sets of attaching.
Do not tighten at this time.
g. Breaker point opening may be checked by use of a suitable timing light. Tap the magneto case
with a non-marring hammer, counterclockwise (from the rear) to make certain the points are
closed. After the timing light indicates that the points are closed, tap the magneto lightly clock-
wise until the points are open. Tighten the magneto attaching nuts.
— CAUTION —
WHEN BACKING UP THE CRANKSHAFT, ENSURE
THE MAGNETO IMPULSE COUPLINGS DO NOT
ENGAGE.
h. Check timing by backing up crankshaft approximately 5 degrees and tapping gently forward until
the timing light indicates opening of breaker points. If timing is correct, the 20 degree mark (mid-
way between the 16 and 24 stamped on the crankshaft) will appear in the center of the inspection
hole. The crankshaft has punch marks in 2 degree increments with 16 and 24 at each end.
Tighten the magneto attachment nuts and replace the plug in the inspection hole on top of the
engine.
74-10-00
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4E3
PIPER AIRCRAFT
PA-34-220T
MAGNETO INSTALLATION AND TIMING PROCEDURE (MAGNETO TO ENGINE) (LTSIO IS
COUNTER-ROTATING) (Refer to Figure 74-6.) (continued)
2. LTS10 timing marks are on the outer edge of the crankshaft propeller flange. (Refer to Sketch B,
Figure 74-6.)
a. Plug one spark plug hole of the No. 1 cylinder and place a thumb over the other plug hole. Have
a second person stand in front of the engine and turn the crankshaft in its direction of normal rotation
until pressure is felt on the thumb. No. 1 piston is coming up on the compression stroke.
b. Hold a machinist square so its base is along the crankcase vertical parting line above the crankshaft
and the arm of the square is pointing outward past the crankshaft propeller flange.
c. Turn the crankshaft until the 20 degree Before Top Center mark on the engine is now in the
advanced ignition firing position.
d. Remove the inspection hole plug from the magneto. Turn the magneto coupling unit. The painted
chamfered tooth on the distributor gear is approximately centered in the inspection hole. Hold the
magneto in its approximate installed position. Note carefully the position of the coupling drive
lugs.
e. Lubricate the gear support shaft with clean lubricating oil and install the drive gear assembly so
the slots of the coupling bushings will be in the approximate position for aligning with the drive
coupling lugs on the magneto.
f. Insert the retainer into the gear hub slot. Apply a film of Lubriplate grease to each of the new
rubber bushings and insert the bushings into the retainers, rounded long edges first.
g. Place a new gasket on the magneto flange. Install and snug down the two sets of attaching paws.
Do not tighten at this time.
h. Breaker point opening may be checked by the use of a suitable timing light. Tap the magneto
case with a non-marring hammer clockwise from the rear to make certain the points are closed.
After the timing light indicates that the points are closed, tap the magneto lightly counterclockwise
until the points are open. Tighten the magneto attachment nuts.
5 6
A A
REMOVE PLUG TO SEE TIMING MARKS
TIMING MARKS LTSIO-360-E

SKETCH B
1
3
4
TSIO-360-E TIMING MARKS
SKETCH A VIEW A-A
Figure 74-6. Engine Timing Marks

74-10-00
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4E4
PIPER AIRCRAFT
PA-34-220T
GRID 4E5
4E5
PIPER AIRCRAFT
PA-34-220T
GRID 4E6
4E6
PIPER AIRCRAFT
PA-34-220T
DISTRIBUTION
HARNESS ASSEMBLY
INSPECTION OF HARNESS
1. Check the lead assemblies for nicks, cuts, mutilated braiding, badly worn section or any other evidence
of physical damage. Inspect the spark plug sleeves for chafing or tears and damaged or stripped
threads on coupling nuts. Check the compression spring to see if it is broken or distorted. Inspect the
grommet for tears. Check all the mounting brackets and clamps to see that they are secure and not
cracked.
2. Should a harness problem be suspected, integrity of the harness wiring may be checked using an ohm-
meter, buzzer, or other suitable device such as the Bendix/ECD High Tension Lead Tester Kits, P/N
11-8950 or 11-8950-1; check each lead for continuity. If continuity does not exist, harness wire is
broken and must be replaced.
3. If an insulation failure is suspected, the condition of the insulation may be determined using the
Bendix 11-8950 and the 11-8950-1 High Tension Lead Tester Kits manufactured by the Electrical
Components Division, The Bendix Corporation, Sidney, New York.
4. Test Unit Preparation:
a. Install two "C" cells in the battery holder in accordance with correct position.
b. Check that red and black leads are open-circuited.
c. Depress PRESS-TO-TEST push-button switch.
d. Ensure INDICATOR lamp flashes and GAP fires intermittently as long as PRESS-TO-TEST
switch is depressed.
e. Interconnect both red and black high voltage leads and again depress PRESS-TO-TEST switch.
INDICATOR lamp only should flash. GAP does not fire.
f. Disconnect black and red leads.
5. Insulation Test:
a. Attach clip of red high voltage test lead to ignition harness lead terminal.
b. Attach black test lead clip to lead ferrule.
c. Depress PRESS-TO-TEST push-button switch.
d. Observe that INDICATOR lamp flashes and GAP fires intermittently as long as PRESS-TO-TEST
switch is held depressed.
e. Whenever lNDICATOR lamp flashes and gap fails to fire, lead under test is defective.
f. When testing leads which are installed on an engine, it may be found that distributed capacitance
causes the tester to reject good leads if the tester and red test lead are allowed to lay in close physical
contact with the engine parts. For best results, keep the tester and the red high voltage lead well
clear of the grounded metal parts of the engine.
g. On some engines, leakage through the magneto distributor to the magneto coil may occur if the
distributor finger electrode is lined up with the lead under test. If this occurs, the tester will indi-
cate a rejection. Before final rejection of a lead which has one end connected to the magneto, turn
the engine slightly and repeat test to confirm the reading.
6. A second acceptable method for performing an insulation check is with a high voltage, direct current
tester such as the TAKK Model 86 or 86A or an equivalent direct current tester capable of delivering a
test potential of 10,000 volts. Connect ground lead of high voltage tester to outer shielding braid of a
single lead. Connect plug terminal. Turn tester ON and apply 10,000 volts. The insulation resistance
should be 100 megohms minimum. Proceed to check other leads of harness in the same manner.
74-20-00
Page 1
4E7
PIPER AIRCRAFT
PA-34-220T
REMOVAL OF HARNESS
1. Disconnect the clamps that secure the wires to the engine and accessories.
2. Loosen the coupling nuts at the spark plugs and remove the insulators from the spark plug barrel well.
Use caution when withdrawing the insulator so that the insulator spring will not be damaged.
3. Place a guard over the harness insulators.
4. Remove the harness assembly terminal plate from the magneto.
5. Remove the harness from the airplane.
MAINTENANCE OF HARNESS
— NOTE —
Refer to the appropriate Bendix information manual for
maintenance information pertaining to the specific harness used.
See Vendor Information in front of manual for information on
contacting Bendix .
INSTALLATION OF HARNESS
Before installing the harness plate on the magneto, check the mating surfaces for cleanliness. Spray the
entire face of the grommet with a light coat of Plastic Mold Spray, SM-O-O-TH Silicone Spray or equivalent.
This will prevent the harness grommet from sticking to the magneto distributor block.
1. Place the harness terminal plate on the magneto and tighten the nuts around the plate alternately to seat
the cover squarely on the magneto. Torque the nuts to 18 to22 inch-pounds.
2. Route the ignition wires to their respective cylinders as shown in Figure 74-7.
3. Clamp the harness assembly in position.
4. Connect the leads to the spark plugs.
SPARK PLUGS
REMOVAL OF SPARK PLUGS
1. Loosen the coupling nut on the harness lead and remove the terminal insulator from the spark plug
barrel well. (A crows foot adapter is needed to remove the lower spark plugs.)
— NOTE —
When withdrawing the ignition cable lead connection from the
plug, care must be taken to pull the lead straight out and in line
with the centerline of the plug barrel; otherwise, a side load will
be applied which frequently results in damage to the barrel insu-
lator and connector. If the lead cannot be removed easily in this
manner, the resisting contact between the neoprene collar and
the barrel insulator will be broken by a rotary twisting of the collar.
Avoid undue distortion of the collar and possible side loading of
the barrel insulator.
74-20-00
Page 2
4E8
PIPER AIRCRAFT
PA-34-220T
6
UPPER SPARK PLUGS 5
4
3
2
1
ON ON
OFF
LEFT IGNITION RIGHT

MAGNETO SWITCHES MAGNETO
5 2
6 4 3 1
1 3 4 6
2 5
2
3
4
5
6
LOWER SPARK PLUGS
ENGINE FIRING ORDER:

MAGNETO FIRING ORDER
LTSIO - 360 - E — 1-4-5-2-3-6
1-2-3-4-5-6
TSIO - 360 - E — 1-6-3-2-5-4
Figure 74-7. Ignition Schematic
74-20-00
Page 3
4E9
PIPER AIRCRAFT
PA-34-220T
REMOVAL OF SPARK PLUGS (continued)
2. Remove the spark plug from the engine. In the course of engine operation, carbon and other combus-
tion products will be deposited on the end of the spark plug and will penetrate the lower threads to
some degree. As a result, greater torque is frequently required for removing a plug than for its installa-
tion. Accordingly, the torque limitations given do not apply to plug removal, and sufficient torque
must be used to unscrew the plug. The higher torque in removal is not as detrimental as in installation,
since it cannot stretch the threaded section. It does, however, impose a shearing load on this section
and may, if sufficiently severe, produce a failure in this location.
3. Place spark plugs in a tray that will identify their position in the engine as soon as they are removed.
4. Removal of seized spark plugs in the cylinder may be accomplished by application of liquid carbon
dioxide by a conical metal funnel adapter with a hole at the apex just large enough to accommodate the
funnel of a C02 bottle. (Refer to Figure 74-8.) When a seized spark plug cannot be removed by normal
means, the funnel adapter is placed over and around the spark plug. Place the funnel of the C02 bottle
inside the funnel adapter and release the carbon dioxide to chill and contract the spark plug. Break the
spark plug loose with a wrench. A warm cylinder head at the time the carbon dioxide is applied will
aid in the removal of an excessively seized plug.
5. Do not allow foreign objects to enter the spark plug hole.
Figure 74-8. Removing Frozen Spark Plug
INSPECTION AND CLEANING OF SPARK PLUGS

Good spark plug maintenance is necessary for engines to operate efficiently. Plugs should be as clean as
possible; mechanically sound; exhibit enough electrode for additional use; exhibit properly gapped and con-
toured electrodes; and, pass necessary tests for electrical soundness. For further information not included here-
in, contact the spark plug manufacturer for further information.
74-20-00
Page 4
4E10
PIPER AIRCRAFT
PA-34-220T
INSPECTION AND CLEANING OF SPARK PLUGS (continued)
1. Visually inspect each spark plug for the following non-repairable defects:
a. Terminal barrel sleeve cracked.
b. Badly battered or rounded shell hexagons.
c. Threads at top of shielding badly nicked or corroded.
d. Connector seat badly nicked or corroded.
e. Chipped, cracked, or broken ceramic insulators in the firing end or shielding barrel.
f. Badly eroded or disfigured electrodes.
2. Clean the spark plug as follows:
— NOTE —
Do not use carbon tetrachloride to degrease spark plugs except if
using vapor degrease method. Do not soak plugs in solvent and
ensure solvent does not enter shielding barrel.
a. Degrease the spark plugs as required. Refer to manufacturer's information for specific require-
ments.
b. Dry plugs using clean, dry air. Heating in a small oven is often recommended to thoroughly
remove all traces of solvent.
— NOTE —
If any solvent or oil remains in the firing end, or connector well
of the spark plug, abrasive will pack between the shell and insu-
lator, if abrasive blasting is used.
c. Clean the firing end and terminal well. There are different machines (vibrators, abrasive blasters,
etc) and methods capable of accomplishing this task. Contact the manufacturer if necessary to
determine the appropriate procedures and materials. To prevent flashover, all foreign matter,
moisture, and stains should be removed from the terminal well insulator.
d. Set electrode gaps as specified by the spark plug manufacturer's specification.
INSTALLATION OF SPARK PLUGS
— CAUTION—
DO NOT INSTALL A SPARK PLUG THAT HAS BEEN
DROPPED.
Before installing spark plugs, ascertain that the threads within the cylinder are clean and not damaged.
1. Apply anti-seize compound sparingly on the threads and install gasket and spark plugs.
Torque 300 to 360 inch-pounds.
— CAUTION —
MAKE CERTAIN THE DEEP SOCKET IS PROPERLY
SEATED ON THE SPARK PLUG HEXAGON. THE PLUG
COULD BE DAMAGED IF THE WRENCH IS OFF
CENTER WHEN PRESSURE IS APPLIED.
2. Carefully insert the terminal insulator in the spark plug and tighten the coupling unit.
74-20-00
Page 5
4E11
PIPER AIRCRAFT
PA-34-220T
GRIDS 4E12 THROUGH 4E14

4E12
CHAPTER
76
ENGINE CONTROLS
4E15
PIPER AIRCRAFT
PA-34-220T
CHAPTER 76 - ENGINE CONTROLS
CHAPTER
76-00-00 GENERAL 4E17

76-10-00 POWER CONTROL 4E18
76-10-00 Rigging of Throttle Controls 4E18
76-10-00 Rigging of Propeller Controls 4E18
76-10-00 Rigging of Mixture Controls 4E18
76-10-00 Engine Setup Procedures 4E18
76-10-00 Leak Check - Gauge Lines 4E20
76-10-00 Exhaust Bypass Check 4E20
76-10-00 Idle Performance Check 4E21
76-10-00 Check and Adjustment of Idle Fuel
Pressure 4E21
76-10-00 Check and Adjustment of Idle Mixture 4E22
76-10-00 Check and Adjustment of Idle Speed 4E23
76-10-00 Check and Adjustment For Full Power
Performance 4E23
76-10-00 Checking Fuel System Match 4F1
76-10-00 Post Setup Procedures 4F2
76-10-00 Flight Test Procedures 4F2
76 - Cont./Effec.
Page 1
4E16
PIPER AIRCRAFT
PA-34-220T
GENERAL
This chapter contains information on rigging the power plant controls; throttle, propeller, and mixture.
— NOTE —
Alignment of the corresponding engine controls must be within
0.25 in. (6.350 mm) when they are in their aft positions and half
a knob width in their full forward positions.
— NOTE —
Ensure all cotter pins and/or safety wire are replaced.
76-00-00
Page 1
4E17
PIPER AIRCRAFT
PA-34-220T
POWER CONTROL
RIGGING OF THROTTLE CONTROLS (Refer to Figure 76-1)
1. Move the affected throttle lever to its full throttle position (full forward).
2. At the appropriate engine, remove the upper left cowl panel and disconnect the cable from the throttle
valve arm.
3. Move the throttle valve arm to its full open (throttle) position. Adjust the rod ends of the cable to
provide the throttle lever with a 0.03 to 0.06 inch (0.762 to 1.524 mm) clearance or cushion between
the quadrant stop and throttle lever, while leaving a clearance of at least 0.03 inch (0.762 mm) at the
idle or aft throttle position stop. Check alignment of the corresponding control.
4. Refer to Chapter 32 and check the rigging of the “Gear Warning Throttle Switch.”
5. Reinstall cowl panel.
RIGGING OF PROPELLER CONTROLS (Refer to Figure 76-1)

1. If not already done so, move the particular propeller control to full increase (full forward).
2. At the affected engine, remove the upper left cowl panel and disconnect the control cable from the
governor control arm.
3. Refer to Figure 76-1 and check the travel of the control arm. The Hartzell governor must meet the 95°
travel requirement.
4. Move the governor control arm to max speed or full increase rpm and rig cable to provide 0.03 to 0.06
inch (0.762 to 1.524 mm) clearance or cushion between the appropriate prop lever and quadrant stop.
5. Reinstall cowl panel and ensure alignment of the corresponding control for the other engine.
RIGGING OF MIXTURE CONTROLS (Refer to Figure 76-1)

1. Move the affected mixture control to its full rich (full forward) position.
2. Remove the upper right cowl panel on the appropriate engine and disconnect the control cable from
the mixture control arm or the engine fuel pump.
3. Move or ensure the arm is to its full rich (full travel) position. Refer to Figure 76-1 for arm travel
specifications.
4. Adjust the cable ends to provide the mixture lever with a clearance or cushion of 0.03 to 0.06 inch
(0.762 to 1.524 mm) between the lever and quadrant stop when at the full rich position. When the
lever is at idle cutoff, there must be a clearance of at least 0.03 (0.762 mm) inch between the lever and
aft stop.
5. Check the alignment of the corresponding mixture lever and install removed panels and cowl panel.
ENGINE SETUP PROCEDURES

The following procedures should be used to check and adjust the power plants to maintain the required
operating limits and ensure obtaining good setup results. It is important that the following checks be made to
both engines before proceeding with any actual system adjustments:
1. Remove the cowl to make access to the fuel injection pump, manifold valve, metering unit, injection
nozzles, turbocharger unit, exhaust bypass (waste gate) valve, and overboost relief valve.
2. Ensure all lines are tight and that there are no indications of leaks. Fuel dye stains around a fuel fitting
indicates a leak.
3. Ensure the overboost relief valve is seated.
4. Check exhaust and induction systems for tightness and no damage.
5. Ensure the intake inlets are clear and that the intake filter is clean.
76-10-00
Page 1
4E18
PIPER AIRCRAFT
PA-34-220T
95°
47° 30' + 5°
HARTZELL GOVERNOR
MIXTURE CONTROL
THROTTLE CONTROL
37° 30'
12° REF.
NEUTRAL 90° +2°
75°
POSITION
Figure 76-1. Engine Controls
76-10-00
Page 2
4E19
PIPER AIRCRAFT
PA-34-220T
ENGINE SETUP PROCEDURES (continued)
6. Check the turbocharger for evidence of damage or overheating. If overheat damage is suspect, check
that the compressor/turbine are free to turn.
7. Inspect the ignition harness, cooling baffles, oil lines and fittings (for loss of oil), and other items that
could affect engine performance.
8. Ensure the auxiliary fuel pump system operates properly, refer to Chapter 28.
LEAK CHECK - GAUGE LINES

1. Disconnect the manifold pressure line at the forward part of the throttle assembly; fuel flow vent line
from the air throttle adapter fitting; and, the fuel flow pressure line at the manifold valve.
2. Connect surgical tubing to the fuel flow vent line and evacuate the line until a 10 gallon per hour
(maximum) positive indication on the fuel flow gauge is obtained. Clamp off the tubing and observe
the gauge for a steady reading. Any change of this reading would indicate a leak in the system, which
must be repaired prior to continuing with the setup procedures.
— NOTE —
A static system test unit can be used to leak check these lines.
3. Check the fuel flow pressure and manifold pressure lines in the same manner as given in Step 2 except
apply positive pressure to the lines. Do not exceed 4 pounds per square inch (psi) on the fuel pressure
gauge.or 4 inches of mercury (in. Hg) increase on the manifold pressure gauge.
4. Reconnect and tighten the manifold pressure, compressor discharge pressure and fuel pressure lines.
5. The difference in the static reading on the manifold pressure gauges should not exceed 1/2 in. Hg.
— CAUTION —
DO NOT RUN PUMPS EXCESSIVELY AS FUEL BEING
PUMPED INTO THE CYLINDER WILL WASH THE
CYLINDER WALLS.
6. To reduce the possibility of trapped air in the fuel pressure lines following the test, disconnect the fuel
pressure line at the rear of the fuel flow gauge and activate the auxiliary fuel pump long enough to
purge the lines; then reconnect the lines.
EXHAUST BYPASS CHECK
— CAUTION —
DURING ALL ENGINE OPERATIONS OUTLINED IN THESE

INSTRUCTIONS, EXERCISE CAUTION TO AVOID HARM
OR DAMAGE TO PERSONNEL AND EQUIPMENT BY
P R OPELLER BLAST AND ROTATING PROPELLER
BLADES. WHEN REQUIRED TO MAKE ADJUSTMENTS TO
THE ENGINE IN CLOSE PROXIMITY TO THE PROPELLER
ARC, SHUT THE ENGINE DOWN BEFORE MAKING
ADJUSTMENTS.
76-10-00
Page 3
4E20
PIPER AIRCRAFT
PA-34-220T
EXHAUST BYPASS CHECK (continued)
The adjusting screw on turbochargers installed on early Seneca III models had fine threads. The adjusting
screw on turbochargers installed on later model Seneca III’s and Seneca IVs, as well as replacement tur-
bochargers, have course threads. Check that the exhaust bypass adjusting screw consisting of fine threads has
from eight to nine threads showing below the jam nut. Bypass adjustmentscrews having course threads should
have three to four threads showning below the jam nut. This screw is preset at the factory and should not
require any adjustment, unless it is known that critical altitude is not correct. If adjustment is necessary, use
procedure given in Flight Testing. (Refer to Figure 76-2.)
EXHAUST BYPASS
VALVE SCREW
CLOCKWISE - INCREASE
COUNTERCLOCKWISE - DECREASE
— NOTE —
REFER TO EXHAUST BYPASS CHECK
PRIOR TO MAKING ANY CHANGES.
Figure 76-2. Exhaust Bypass Valve Screw

— NOTE —
It is extremely important that both engines are thoroughly warmed
up, operated and adjusted together to keep them matched.
However, excessive engine temperatures must be avoided since
setup temperature must closely parallel temperatures in flight.
IDLE PERFORMANCE CHECK
— NOTE —
Before performing any of these procedures, make sure the auxiliary
fuel pump system is operating properly. Refer to Chapter 28.
1. Remove the cap from the tee fitting on the right side of the throttle body. (Refer to Figure 76-3.)
2. Install a 0-60 psig calibrated pressure gauge (vented to the atmosphere) to the tee, using a suitable
length of flexible tube. The gauge should always be at the same level as the fuel manifold valve when
checking fuel pressure.
3. Purge the air from the tube.
76-10-00
Page 4
4E21
PIPER AIRCRAFT
PA-34-220T
CHECK AND ADJUSTMENT OF IDLE FUEL PRESSURE
— NOTE —
The following setup procedure is accomplished with the boost
pumps OFF. Both engines should be thoroughly warmed up and
adjusted together to keep them matched
1. Back off the idle speed adjusting screw two turns. (Refer to Figure 76-3.)
2. Start both engines and warm them up at 1500 to 1800 rpm until the oil pressures are in the green arc,
cylinder head temperatures are in the lower one-quarter of the green arc, and the oil temperatures are
160° to 180°F.
3. While maintaining 700 ± 25 rpm, set the idle fuel pressure at 6.5 ± 0.5 psi by adjusting the idle pump
adjustment screw (refer to Figure 76-4, item 6); clockwise adjustment increases pressure; counterclock-
wise adjustment decreases pressure.
ON UNEXPOSED ADJUSTING SCREW REMOVE PUTTY REMOVE PLUG AND CONNECT
FROM BOSS WHICH INCORPORATES THE ADJUSTING GAUGE FOR SETTING UP
SCREW. USE THIS LOCATION FOR ALL FUTURE IDLE MIX- UNMETERED FUEL.
TURE ADJUSTMENTS. REFER TO TCM SERVICE BULLETIN
M76-17. IDLE MIXTURE ADJUSTMENT CW - LEAN AND CCW
- RICH.
LEFT SIDE
IDLE SPEED
ADJUSTMENT
THROTTLE ARM
CW - INCREASE RPM
STOP
CCW - DECREASE RPM
MIXTURE CONTROL UNIT RIGHT SIDE
ON EXPOSED ADJUSTING SCREW TURN IDLE MIXTURE

ADJUSTING SCREW FULL IN UNTIL IT SEATS. FILL THE
ADJUSTING SCREW BOSS WITH HARDENING PUTTY. USE
THROTTLE CONTROL ABOVE LOCATION FOR FUTURE ADJUSTMENTS. REFER
TO TCM SERVICE BULLETIN M76-17.
Figure 76-3. Idle Speed and Mixture Adjustment Points
CHECK AND ADJUSTMENT OF IDLE MIXTURE. (Refer to Figure 76-3.)

1. Operate the engine at 1500 to 1800 rpm until cylinder head temperatures are in the lower one-quarter
of the green arc, and the oil temperatures are 160° to 180°F (71° to 82.22°C).
2. Reduce the engine speed and stabilize it at 700 ± 25 rpm.
3. Slowly, but positively, move the mixture control from the full rich position to idle cut-off. The engine
speed should increase 75 to 100 rpm before beginning to drop toward zero. Move the mixture control
back to full rich before the engine stops.
76-10-00
Page 5
4E22
PIPER AIRCRAFT
PA-34-220T
CHECK AND ADJUSTMENT OF IDLE MIXTURE. (Refer to Figure 76-3.) (continued)
4. If the engine speed increase is less than 75 rpm, adjust the idle mixture adjustment to enrich the mixture
(counterclockwise). If the engine speed increase is more than 100 rpm, adjust the idle mixture to lead
the mixture (clockwise).
5. After each adjustment, increase rpm to 1500-1700 for 10 seconds to “clean out” the engine.
6. Double check idle fuel pressure after adjusting idle mixture.
— NOTE —
Any adjustment of the idle fuel pressure or idle mixture will probably
change the reading of each other. Continue to adjust and crosscheck
until both are correct.
CHECK AND ADJUSTMENT OF IDLE SPEED (Refer to Figure 76-3.)

1. With the idle fuel pressure and idle mixture set in accordance with instructions given previously, cylinder
head temperatures in the lower one-quarter of the green arc, and oil temperatures at 160° to 180°F (71°
to 82.22°C), set engine speed at 700 ± 25 rpm.
2. Adjust the idle speed adjusting screw until contact is made with the throttle arm stop.
— NOTE —
After final adjustment, recheck the idle fuel pressure, idle mixture
and idle speed to ascertain that all are within specifications
given in previous steps.
CHECK AND ADJUSTMENT FOR FULL POWER PERFORMANCE (Refer to Figure 76-4)
— CAUTION —
BEFORE ATTEMPTING FULL POWER CHECKS, BE
S U R E THAT THE B R A K E S ARE P R O P E R L Y
M A I N T A I N E D AND SET, AND THAT GROUND
CONDITIONS WILL NOT PERMIT WHEELS TO SLIP
DURING FULL POWER CHECK.
— NOTE —
Fuel flows are given for sea level density altitude. Use Chart
7601 to interpolate correct fuel flow for the actual engine rpm.
Refer to engine operating manual for further information.
Chartrs 7602 and 7603 are included for reference only.
1. Run both engines at 39.8 to 40.0 in. Hg manifold pressure (overboost lights activated), and beat
synchronize the engines at 2600 rpm using the propeller governor controls. Readjust the throttle con-
trols as required to maintain 39.8 to 40.0 in. Hg manifold pressure on both engines.
2. Fuel flow should be 22.8 to 23.5 gallons per hour (gph), for each engine with the mixture controls in
the full rich position.
3. Observe the 0-60 calibrated gauge to cross check performance. High unmetered pressure should be 36
to 40 psi.
76-10-00
Page 6
4E23
PIPER AIRCRAFT
PA-34-220T
CHECK AND ADJUSTMENT FOR FULL POWER PERFORMANCE (Refer to Figure 76-4) (continued)
4. If adjustment is required, shut the engine down, loosen the jam nut on the adjusting screw located on
the aneroid housing of the fuel pump. (Refer to Figure 76-4, item 2.) Clockwise adjustment decreases
fuel flow reading; counterclockwise adjustment increases fuel flow reading. Keep in mind that one
full turn will cause a 1.0 to 1.5 gph change. Use CAUTION when loosening and tightening the jam
nut so as not to change settings.
— NOTE —
A complete investigation of interface systems is required if other
than minor adjustments are required to the fuel flow.
5. Restart the engines and recheck the high end fuel flow.
6. Recheck the idle settings as directed in the four previous subject paragraphs.
7. Recheck Full Power Fuel Flow settings.
8. With engines operating at 2600 rpm (39.8 to 40 in. Hg manifold pressure), lean the mixture to obtain
21 gph fuel flow readings. The unmetered fuel pressure on the calibrated pressure gauge should be 32
to 36 psi.
— NOTE —
The key to keeping engines and fuel systems matched is beat
synchronizing of both engines and operating them together to
keep temperatures equal. Adjusting engines singly seldom
produces a good match.
1. MIXTURE CONTROL
2. FULL POWER FUEL PRESSURE ADJUSTMENT 4
3. PRESSURE - DECK
4. FUEL PUMP INLET 5
5. VAPOR RETURN
6. IDLE PRESSURE RELIEF VALVE ADJUSTMENT 3
7. FUEL PUMP OUTLET
6 CW - INCREASE
2 CCW - DECREASE
CW - DECREASE
CCW - INCREASE 7
Figure 76-4. Sectional View of Altitude Compensating Fuel Pump Assembly
76-10-00
Page 7
4E24
PIPER AIRCRAFT
PA-34-220T
CHART 7601. FUEL FLOW VS. ENGINE SPEED
40 IN. HG. MANIFOLD PRESSURE

FULL RICH MIXTURE
23.0
22.5
22.0
G.P.H.
21.5
21.0
20.5
20.0
2350 2400 2450 2500 2550

R.P.M.
76-10-00
Page 8
4F1
PIPER AIRCRAFT
PA-34-220T
CHECKING FUEL SYSTEM MATCH
1. Set propeller governors to maintain 1900 to 2000 rpm and open throttles slowly, increasing engine
speed until reaching 40 in. Hg manifold pressure. Keep engine speeds beat synchronized.
2. Slowly reduce manifold pressures, keeping needles matched and observe fuel flows. A properly
adjusted system will track fuel flows within a needle's width of each other.
POST-SETUP PROCEDURES
1. Remove test equipment; safety wire the exhaust bypass screw and check nut to the bypass screw
housing; reinstall the cap on the tee of the throttle body housing.
2. The accuracy of the cockpit fuel flow gauge at maximum power can be checked against a calibrated
gauge by connecting the calibrated gauge at the manifold valve and maintaining the gauge on the same
level as the valve while checking pressure and using Chart 7601.
— NOTE —
The calibrated gauge fuel line must be purged of air and the
reference side of the calibrated gauge vented to turbo discharge
pressure.
FLIGHT TEST PROCEDURES

1. At 8,000 feet density altitude, set the engines to operate at 2450 ± 25 rpm and 31.0 to 32.0 in. Hg
manifold pressure.
2. Lean each engine to 25°F rich of peak exhaust gas temperature (EGT). (Peak EGT may not be the
same for both engines; however, the difference should not exceed 50°F.)
3. Fuel flow at these conditions should be 11.0 to 12.0 gph.
4. Place the aircraft in a climb attitude at 92 KIAS with the mixture at full rich, cowl flaps half open, full
throttle (2600 ± 25 rpm) and a manifold pressure 39.0-40.0 in. Hg (overboost annunciator lights
illuminated).
5. Continue to climb until overboost annunciator lights go out (indicating critical altitude). As the lights
go out note fuel flow, indicated altitude and OAT.
6. Fuel flow at critical altitude should be 23.0-25.0 gph and density altitude 11,500 minimum to 12,500
maximum.
7. If a discrepancy in critical altitude was noted, adjust the exhaust bypass valve. (Turning the exhaust
bypass valve screw one full turn will alter the critical altitude in excess of 1,000 feet.)
a. On turbochargers equipped with fine thread adustment screws:
(1) One flat turn in will increase critical altitude aproximatesly 200 feet.
(2) One flat turn out will decrease critical altitude aproximatesly 200 feet.
b. On turbochargers equipped with course thread adustment screws:
(1) One flat turn in will increase critical altitude aproximatesly 300 feet.
(2) One flat turn out will decrease critical altitude aproximatesly 300 feet.
Adjustments of critical altitude in excess of 500 feet may require retrimming of the fuel flows at 100%
power. Critical altitude should not differ more than 500 feet between engines.
76-10-00
Page 9
4F2
PIPER AIRCRAFT
PA-34-220T
8. With full rich mixture, cowl flaps open, 2600 ± 25 rpm, 92 KIAS airspeed, and 1,000 to 3,000 feet
density altitude, check the operation of the manifold pressure relief valve. Slowly advance one throttle
to the wide open position. The manifold pressure shall stabilize between 42.0 and 44.0 in. Hg; there
shall be no loss of power, and fuel flow indication shall be well over the red line. Do not exceed 40.0
in. Hg manifold pressure for more than ten seconds. Repeat this check on the other engine.
— NOTE —
Idle speed and idle mixture indication is a function of engine
temperatures. Therefore, at normal ground idle temperatures
(cylinder and oil temperature indications may or may not be “in
the green”) idle speed win be approximately 700 ± 25 rpm, and
the idle mixture check will result in a 25 to 50 rpm increase in
engine speed.
76-10-00
Page 10
4F3
PIPER AIRCRAFT
PA-34-220T
CHART 7602. FUEL FLOW VS. FUEL PRESSURE
CHART 7603. LIMITS - FUEL FLOW VS. BRAKE HP
76-10-00
Page 11
4F4
PIPER AIRCRAFT
PA-34-220T
GRID 4F5
4F5
CHAPTER
77
ENGINE INDICATING
4F6
PIPER AIRCRAFT
PA-34-220T
CHAPTER 77 - ENGINE INDICATING
CHAPTER

Engine Instrument Lines Installation 4F8
77-10-00 POWER 4F10

77-10-00 Manifold Pressure Gauge System 4F10
77-10-00 Electrical Tachometer Installation 4F10
77-10-00 Removal and Installation of Tachometer 4F11
77-10-00 Removal and Installation of Tachometer
Generator 4F11
77-20-00 TEMPERATURE 4F14

77-20-00 Exhaust Gas Temperature Gauge 4F14
77-20-00 Removal of EGT Probes and Gauge 4F14
77-20-00 Cleaning and Inspection 4F14
77-20-00 Installation of EGT Probes and Gauge 4F14
77-20-00 Cylinder Head Temperature Gauge 4F15
77 - Cont./Effec.
Page 1
4F7
PIPER AIRCRAFT
PA-34-220T
GENERAL
3 INDICATION 6
5
FIREWALL
1
TO ENGINE
4 SERIAL NUMBERS 3448038 AND UP
3 2
4
SOURCE
1. FUEL FLOW PRESSURE

2. FUEL FLOW VENT
3. MANIFOLD PRESSURE
4. OIL PRESSURE
5. SWITCH, OIL PRESSURE
6. SENDER, OIL PRESSURE
Figure 77-1. Engine Instrument Lines Installation

77-00-00
Page 1
4F8
PIPER AIRCRAFT
PA-34-220T
THIS PAGE INTENTIONALLY LEFT BLANK
4F9
PIPER AIRCRAFT
PA-34-220T
POWER
MANIFOLD PRESSURE GAUGE SYSTEM
The dual manifold pressure gauge is a vapor proof, absolute pressure type instrument, calibrated from 10
to 50 inches of mercury. Incorporated in the gauge are switches that complete the annunciator panel circuit
whenever engine manifold pressure exceeds 39.5 inches of mercury. The manifold pressure lines have drain
valves located behind and below the fuel manifold pressure gauge. This allows any moisture which may have
collected from condensation to be pulled into the engines. This is accomplished by depressing the two valves
for 5 seconds while operating the engines at 1000 rpm.
— NOTE —
Do not depress the valves when manifold pressure exceeds 20
inches Hg.
CHART 7701. TROUBLESHOOTING MANIFOLD PRESSURE INDICATOR

Excessive error at existing Pointer shifted. Replace instrument.
barometric pressure.
Excessive error when engine Line leaking. Tighten line connections.

is running.
Sluggish or jerky pointer Defective instrument. Replace instrument.

movement.
Dull or discolored marking. Age. Replace instrument.
Incorrect reading. Moisture or oil in line. Depress line valves and/or

disconnect lines at instrument
and blow out.
ELECTRIC TACHOMETER INSTALLATION (Refer to Figure 77-2.)

The electric tachometer system makes use of two tachometer generators (one on each engine) and a dual
tachometer indicator. Each generator is mounted to the tachometer drive pad of the respective engine's accessory
section. The generators are electrically interconnected with the tachometer secured to the instrument panel in
the column of engine instruments.
The system functions through the reaction of the engine operating its tachometer generator. As the generator
is activated by the engine, a pulse pattern (based on "4'' pulses for each revolution of the generator) is sent to
the tachometer which reacts to the incoming signals to indicate the engine rpm.
77-10-00
Page 1
4F10
PIPER AIRCRAFT
PA-34-220T
ELECTRIC TACHOMETER INSTALLATION (continued)
REMOVAL AND INSTALLATION OF TACHOMETER
The tachometer is mounted to the instrument panel just below the dual manifold pressure gauge in the
column of engine instruments.
1. Disconnect harness from back of instrument.
2. Support the instrument and remove the four retaining screws.
3. Withdraw the instrument. Install using the reverse order.
REMOVAL AND INSTALLATION OF TACHOMETER GENERATOR (Refer to Figure 77-2.)

1. Remove the left and right cowl panels and upper support panel.
2. Locate the unit and follow the leads back to the connection and separate the connector.
3. Remove safety wire and unscrew the unit from the tachometer drive. Install using the reverse order.
CHART 7702. TROUBLESHOOTING ELECTRIC TACHOMETER

Both pointers inoperative. Circuit breaker tripped. Reset.
One pointer inoperative. Defective generator. Replace generator.
One pointer inaccurate. Defective indicator. Replace tachometer indicator.

— CAUTION —
The adjustments within the tachometer indicator must be made

only by a qualified instrument repair facility.
— NOTE —
With a tachometer generator removed from the engine, and electri-

cal power applied, spinning the shaft with fingers should cause the
pointer to deflect. This generally proves out the wiring. The
tachometer generators receive an excitation voltage from the indi-
cator.
The generators can be exchanged from one engine to the other for
troubleshooting.
77-10-00
Page 2
4F11
PIPER AIRCRAFT
PA-34-220T
ELECTRIC TACHOMETER INSTALLATION (continued)
B B B B
A A
PLAN VIEW
CIRCUIT BREAKER TACHOMETER CANNON PLUG
T1C
TURBO CHARGER OIL

RETURN LINE
T1A ALLOW 1.0 INCH SLACK BEFORE
VIEW A - A
TIGHTENING TACH GENERATOR
— NOTE — CLAMPS.
See Chapter 91 for
Electrical Schematic
TORQUE TO 50 ± 5 LBS. AND
SAFETY WIRE SHAFT NUT TO
TACH GEN. NUT
VERIFY MINIMUM CLEARANCE

OF .25 INCH BETWEEN STARTER
TO CHECK CALIBRATION, SET GENERATOR HOUSING AND TACH SHAFT
AND READ TACHOMETER AS SHOWN.
TACH. INDICATOR TACH. GENERATOR

(RPM) (RPM)
TORQUE 50 ± 5 INCH LBS. SAFETY WIRE
500 ±50 619 SHAFT NUT TO GREASE FITTING
1000 ±50 1238
1500 ±50 1856
2000 ±25 2475 GREASE FITTING
2500 ±25 3094 TACH ADAPTER
2600 ±25 3218 ADJUSTING NUT
2800 ±25 3465 TORQUE TO 12 FT LBS. ±2
3000 ±25 3713
VIEW B - B
3500 ±50 4331
Figure 77-2. Electric Tachometer Installation

77-10-00
Page 3
4F12
PIPER AIRCRAFT
PA-34-220T
4F13
PIPER AIRCRAFT
PA-34-220T
TEMPERATURE
EXHAUST GAS TEMPERATURE GAUGE
This instrument, which is commonly referred to as EGT, is used to aid the pilot in setting the economical
fuel-air mixture for cruising flight at a power setting of 75% or less. It is a sensing device to monitor the
temperature of exhaust gases leaving the engine cylinders. 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 must be
replaced. When replacing leads, it is necessary to use the same type and length of wire, because the resistance
of the leads is critical for the proper operation of this gauge.
REMOVAL OF EGT PROBES AND GAUGE

1. Disconnect wires from the EGT gauge at the instrument panel.
2. Remove four bolts which secure the gauge to the instrument panel and remove the gauge.
3. Remove wires from the wire harness going to the engine.
4. Loosen the nut which secures the EGT probe to the exhaust transition area of the exhaust system, and
remove the probe.
CLEANING AND INSPECTION

Unless mechanical damage is evident such as broken glass, bent or broken pointer, or broken case, the fol-
lowing checks should be performed before removing the instrument:
— CAUTION —
Do not connect ohmmeter across meter; it will burn out the
movement of the meter.
1. Remove probe from exhaust transition area and check for broken weld (at tip end) or burnt off end.
Measured resistance of probe should be .8 ohms. Clean the connections with steel wool before
reassembly.
2. Disconnect lead wires at instrument. Resistance with lead wires connected to probe should be 3.3
ohms. Clean connections with steel wool before reassembly.
3. With leads connected to instrument, heat probe with propane torch to dull red. The meter should read
up to the fourth graduation or approximately 1500°F. If meter still does not read, replace it.
Adjustments should be made by qualified shop.
INSTALLATION OF EGT PROBES AND GAUGE

1. Install the probe into the hole in the transition area of the exhaust system, and secure with locknut.
2. Route thermocouple wires along with the existing wire harness to the instrument panel.
3. Install the EGT gauge into the instrument panel, and secure with four bolts.
4. Connect the thermocouple wires to the rear of the EGT gauge.
77-20-00
Page 1
4F14
PIPER AIRCRAFT
PA-34-220T
EXHAUST GAS TEMPERATURE GAUGE (continued)
CHART 7703. TROUBLESHOOTING EXHAUST GAS TEMPERATURE GAUGE
Gauge inoperative. Defective gauge, probe or Check probe and lead wires
wiring. for chafing, breaks or shorting
between wires and/or metal
structure.
Adjusting potentiometer Reset potentiometer.

turned off scale.
Fluctuating reading. Loose, frayed or broken Clean and tighten connections.

electrical leads or faulty Repair or replace defective
connections. leads.
CYLINDER HEAD TEMPERATURE GAUGE

On Seneca III models, the cylinder head temperature gauges are in the instrument cluster located on the
instrument panel. On Seneca IV models, the cylinder head temperature gauge is part of the combination
engine gauge which also includes the oil temperature gauge and the oil pressure gauge. Each cylinder head
temperature gauge measures the cylinder head temperature using a sender located in a cylinder head. The
cylinder head used is determined by the engine manufacturer. This gauge is an electrical instrument and is
wired through the instrument's circuit breaker.
CHART 7704. TROUBLESHOOTING CYLINDER HEAD TEMPERATURE 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.
77-20-00
Page 2
4F15
PIPER AIRCRAFT
PA-34-220T
GRID 4F16
4F16
PIPER AIRCRAFT
PA-34-220T
GRID 4F17
4F17
CHAPTER
79
OIL
4F18
PIPER AIRCRAFT
PA-34-220T
CHAPTER 79 - OIL
CHAPTER
79-00-00 GENERAL 4F20
79-20-00 DISTRIBUTION 4F21

79-20-00 Oil Filter Replacement 4F21
79-30-00 INDICATING 4F23

79-30-00 Engine Oil Pressure 4F23
79-30-00 Troubleshooting Oil Pressure Gauges 4F23
79-30-00 Engine Oil Temperature Gauge 4F23
79-30-00 Troubleshooting Oil Temperature Gauges 4F23
79 - Cont./Effec.
Page 1
4F19
PIPER AIRCRAFT
PA-34-220T
GENERAL
The oil system is a wet sump, force feed system with a capacity of 8 quarts. A conventional dipstick is
provided for determining the oil quantity.
When the engine is running, oil is drawn through a screen and pick up tube which extends from the sump
to a port in the crankcase. Oil then flows to the inlet of the gear type, engine driven oil pump and is forced
under pressure through the pump outlet. A pressure relief valve prevents excessive oil pressure by allowing
excess oil to be returned to the sump. After leaving the pump, the oil under pressure enters a full flow filter
and is passed onto the oil cooler. If the filter element becomes blocked, a bypass relief valve will open to
permit unfiltered oil to flow to the engine. An oil temperature control unit allows oil to bypass the oil cooler
when the oil is cold. Some oil flows through the cooler to prevent congealing in cold weather. When the oil
temperature reaches approximately 170°F, the oil temperature control unit actuates to close off the cooler
bypass, forcing the oil to flow through the cooler.
From the oil cooler, oil enters the crankcase where it is directed to the bearing surfaces and other engine
components requiring lubrication and cooling. The propeller governor boosts engine oil pressure for operation
of the propeller. A tap in the side of the crankcase supplies oil pressure for lubrication of the turbocharger
bearings. Oil is carried to the turbocharger through an external line. After lubricating the turbocharger bearings,
it is drawn into a scavenge pump and forced back to the oil sump. Oil within the engine drains, by gravity,
back into the sump.
79-00-00
Page 1
4F20
PIPER AIRCRAFT
PA-34-220T
DISTRIBUTION
OIL FILTER REPLACEMENT (Refer to Figure 79-1.)
The oil filter element should be replaced after each 50 hours of engine operation. The filter element is
mounted on the lower portion of the engine accessory case. Replace the filter element as follows:
1. Remove the lockwire between the nut on the filter and the oil filter adapter, and unscrew the filter
element.
2. Before installing a new filter, lubricate the gasket on the filter with clean engine oil.
— CAUTION —
Do not over torque.

3. Torque the filter 18 to 20 foot-pounds or 3/4 to 1 full turn after the gasket makes contact.
4. Run the engine and check for oil leaks; then install lockwire between nut on filter and adapter.
4 3
1. OIL FILTER ADAPTER
2. SAFETY WIRE
3. OIL FILTER ELEMENT
4. OIL SCAVENGE SCREEN ASSEMBLY
Figure 79-1. Oil Filter Installation
79-20-00
Page 1
4F21
PIPER AIRCRAFT
PA-34-220T
4F22
PIPER AIRCRAFT
PA-34-220T
INDICATING
ENGINE OIL PRESSURE
On Seneca III models, the oil pressure gauges are mounted in the cluster arrangement on the instrument
panel. The oil pressure is transmitted to the gauge by means of an oil-filled line from the engine compartment
to the gauge.
On Seneca IV models, the oil pressure gauge is part of the combination engine gauge which also includes
the oil temperature gauge and the cylinder head temperature gauge. The oil pressure is transmitted to the gauge
by means of an electrical transducer installed in the engine compartment.
Each oil pressure gauge is directly connected to the pressure side of its engine turbocharger oil supply line.
Removal of the instrument is explained in the General section of Chapter 77.
TROUBLESHOOTING OIL PRESSURE GAUGES (Refer to Chart 7901.)
ENGINE OIL TEMPERATURE

On Seneca III models, the oil temperature gauges are mounted in the cluster arrangement on the instrument
panel. On Seneca IV models, the oil temperature gauge is part of the combination engine gauge which also
includes the oil pressure gauge and the cylinder head temperature gauge. Each oil temperature gauge provides
a temperature indication through a temperature bulb-mounted in the left side of its respective engine.
TROUBLESHOOTING OIL TEMPERATURE GAUGES (Refer to Chart 7902.)
CHART 7901. TROUBLESHOOTING ENGINE OIL PRESSURE GAUGES

Excessive error at Pointer loose on shaft. Replace instrument.
zero. Overpressure or seasoning
of bourdon tube (if applicable).
Excessive scale error. Improper calibration Replace instrument.

adjustment.
Excessive pointer Air in line (if applicable) Disconnect line and fill with
oscillation. or rough engine relief. light oil (if applicable). Check
for leaks (if applicable).
If trouble persists, clean
and adjust relief valve.
Gauge malfunction. Check gauge is properly

grounded.
Replace gauge.
79-30-00
Page 1
4F23
PIPER AIRCRAFT
PA-34-220T
INDICATING (continued)
CHART 7901. TROUBLESHOOTING ENGINE OIL PRESSURE GAUGES (continued)

Sluggish operation of Engine relief valve Clean and check.
pointer, or pressure open.
fails to build up.
Line restriction to Clean and check.
— NOTE — instrument (if applicable).
Gauge will take longer to Transducer (if applicable) Replace transducer or gauge.
indicate in cold weather. or gauge malfunction.
Loss of oil in engine, or Shut down engine. (Refer to

other engine failure. Chapter 71, Chart 7102).
CHART 7902. TROUBLESHOOTING ENGINE OIL TEMPERATURE GAUGES

Instrument fails to show Broken or damaged bulb, Check engine unit and
any reading. or open wiring. wiring to gauge.
Excessive scale error. Improper calibration Check calibration.

adjustment.
Repair or replace.
Pointer fails to move as Broken or damaged bulb, Check engine unit and
engine is warmed up. or open wiring. wiring.
Dull or discolored marking. Age. Replace instrument.
79-30-00
Page 2
4F24
PIPER AIRCRAFT
PA-34-220T
GRID 4G1
4G1
PIPER AIRCRAFT
PA-34-220T
GRID 4G2
4G2
CHAPTER
80
STARTING
4G3
PIPER AIRCRAFT
PA-34-220T
CHAPTER 80 - STARTING
CHAPTER

80-10-00 CRANKING 4G9

80-10-00 Maintenance of System 4G9
80-10-00 Overhaul of Starting Motor 4G11
80-10-00 Removal of Starting Motor 4G11
80-10-00 Starting Motor Service Test Specifications 4G11
80 - Cont./Effec.
Page 1
4G4
PIPER AIRCRAFT
PA-34-220T
GENERAL
Each starting motor consists of five major components; the commutator and head assembly, brush set and
plate assembly, armature, and the drive end head assembly. When the starting circuit is energized, battery cur-
rent is applied to the starting motor terminal. As current flows through the field coils, a strong magnetic field
is created. At the same time, current flows through the brushes to the commutator through the armature windings
to ground. The magnetic force created in the armature combined with that in the field windings turns the
armature.
The starters are located on the back of each engine. Each starter is connected to the engine accessory gear
box through a 90° gear box. Access to the starter must be made by removing the upper cowl panels.
TROUBLESHOOTING
CHART 8001. TROUBLESHOOTING STARTER

Starter fails to operate. Low battery charge. Check and recharge if necessary.
Defective or improper wiring Refer to electrical wiring

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

or control switch.
Binding, worn, or improperly Brushes should be a free fit

seated brush, or brushes with in the brush boxes without
excessive side play. excessive side play. Binding
brushes and brush boxes
should be wiped clean with
a gasoline (undoped) moistened
cloth. A new brush should be
run in until at least 50% seated;
however, if facilities are not
available for running in brushes,
then the brush should be properly
seated by inserting a strip of
number 000 sandpaper between
the brush and commutator, with
the sanded part next to the
brush. Pull sandpaper in the
direction of rotation, being
careful to keep it in the same
contour as the commutator.
80-00-00
Page 1
4G5
PIPER AIRCRAFT
PA-34-220T
CHART 8001. TROUBLESHOOTING STARTER (continued)

Starter fails to Binding, worn, or — CAUTION —
operate. (continued.) improperly seated Do not use coarse sandpaper
brush, or brushes with or emery cloth. After seating,
excessive side play. 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
number 0000 sandpaper. If
too rough and pitted, remove
and turn down. Blow out all
particles.
Shorted, grounded, or Remove and replace with an

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

field circuit. replace with a new part.
Low motor and cranking Worn, rough, or im- Disassemble, clean, inspect,
speed. properly lubricated and relubricate, replacing
motor or starter ball bearings if worn.
gearing.
Same electrical causes Same remedies listed for

as listed under "Motor these troubles.
Fails to Operate."
80-00-00
Page 2
4G6
PIPER AIRCRAFT
PA-34-220T
CHART 8001. TROUBLESHOOTING STARTER (continued)

Excessive arcing of Binding. worn or im- See previous page for
motor brushes. properly seated brush. information dealing
or brushes with ex- with this trouble.
cessive side play.
Dirty commutator rough Clean as outlined above.

pitted or scored.
Excessive wear and Rough or scored com- Remove and turn commutator
arcing of motor mutator. down on a lathe.
brushes.
Armature assembly not Reface commutator.

concentric.
80-00-00
Page 3
4G7
PIPER AIRCRAFT
PA-34-220T
4G8
PIPER AIRCRAFT
PA-34-220T
CRANKING
MAINTENANCE OF SYSTEM
The starting circuit should be inspected at regular intervals, the frequency of which should be determined
by the amount of service and the condition under which the aircraft is operated. It is recommended that such
inspection be made at each 100 hours and include the following:
1. The battery should be checked with a hydrometer to be sure it is fully charged and filled to the proper
level with approved water. A load test should be made to determine battery condition. If dirt and cor-
rosion have accumulated on the battery, it should be cleaned with a solution of baking soda and water.
Be sure none of the solution enters the battery cells.
2. The starting circuit wiring should be inspected to be sure that all connections are clean and tight, and
that the insulation is sound. A voltage loss test should be made to locate any high resistance connec-
tions that would affect starting motor efficiency. This test is made with a low reading voltmeter while
cranking the engine or at approximately 100 amperes, and the following limits should be used:
a. Voltage loss from insulated battery post to starting motor terminal -0.3-volt maximum.
b. Voltage loss from battery ground post to starter frame -0.1-volt maximum.
— NOTE —
If voltage loss is greater than the above limits, additional tests

should be made over each part of the circuit to locate the high
resistance connections.
— NOTE —
If a solderless terminal on an aluminum cable is loose, corroded or

otherwise unsatisfactory, it is recommended that the complete cable
assembly be replaced instead of replacing or repairing the solder-
less terminal. Should replacement of the complete assembly not be
practical, it is permissible to replace the aluminum cable assembly
with a copper cable assembly which is two sizes smaller (EX: An
AL-1 aluminum cable assembly is replaced with an AN-3 copper
cable assembly). The new cable should be installed in accordance
with AC-43-13-2A.
3. No lubrication is required on the starting motor except at the time of overhaul. Soak new absorbent
bronze bearings in SAE 20 oil before installation. Saturate the felt oiling pad in the commutator end
head with SAE 20 oil. Allow excess oil to drain out before installing end head on motor. Put a light
film on Lubriplate 777 on the drive end of the armature shaft before and after installing the drive end
head.
4. The starting motor should be operated for a few seconds with the ignition switch off. This is to determine
that the starter engages properly and that it turns freely without binding or excessive noise. Start the
engine two or three times to check the starter drive assembly.
— NOTE —
Refer to the engine manufacturer's service information concerning

the starter drive mechanism.
80-10-00
Page 1
4G9
PIPER AIRCRAFT
PA-34-220T
1. OIL SEAL
2. DRIVE END HEAD ASSEMBLY
3. DRIVE END BEARING
4. THRUST WASHER
5. ARMATURE
6. THRU BOLT
7. FRAME & FIELD ASSEMBLY
8. BRUSH SET
9. BRUSH SPRING
10. THRUST WASHER
11. COMMUTATOR END HEAD
ASSEMBLY
8
6 9
1 5
11
3 4 10
2 7
Figure 80-1. Exploded View of Starting Motor
80-10-00
Page 2
4G10
PIPER AIRCRAFT
PA-34-220T
OVERHAUL OF STARTING MOTOR
If during the above inspection any starting motor difficulty is noted, the starting motor should be removed
from the engine for cleaning and repair. Refer to Teledyne Continental Service Manual, Starting Motor section.
REMOVAL OF STARTING MOTOR

To remove the starting motor from the engine, first disconnect the ground cable from the battery post to
prevent short circuiting. Disconnect the lead from the starting motor terminal, then remove retaining nuts from
studs. The motor can then be pulled off and taken to the bench for overhaul.
STARTING MOTOR SERVICE TEST SPECIFICATIONS
CHART 8002. STARTING MOTOR SPECIFICATIONS (TCM 634592)
Min. Brush Tension 32 oz.

Max. Brush Tension 40 oz.
No-Load Test (75°F)

Volt 6
Max. Amps 65
Min. RPM 4900
Stall Torque
Amps 410
Min. Torque, ft. lbs. 8
Approx. Volts 2
CHART 8003. STARTING MOTOR SPECIFICATIONS (TCM 646275)
No-Load Test (75°F)
Volt 20
Amps 30-50
RPM 4300
80-10-00
Page 3
4G11
PIPER AIRCRAFT
PA-34-220T
GRID 4G12
4G12
CHAPTER
81
TURBINES
4G13
PIPER AIRCRAFT
PA-34-220T
CHAPTER 81 - TURBINES
CHAPTER
81-00-00 GENERAL 4G15

81-00-00 Turbocharger Nomenclature 4G16
81-20-00 TURBOCHARGER 4G19

81-20-00 Removal of Turbocharger 4G19
81-20-00 Routine Turbocharger Maintenance 4G19
81-20-00 Periodic Inspection 4G19
81-20-00 Major Inspection and Cleaning 4G19
81-20-00 Installation of Turbocharger 4G22
81-20-00 Adjustment of Turbocharger 4G23
81-20-00 Overboost Valve 4G23
81-20-00 Removal of Overboost Valve 4G23
81-20-00 Installation of Overboost Valve 4G23
81 - Cont./Effec.
Page 1
4G14
PIPER AIRCRAFT
PA-34-220T
GENERAL
The turbocharger system (Figure 81-5) consists of a turbine and compressor assembly, ground adjustable
exhaust bypass screw, and the necessary hose and engine air intake ducts. The ground adjustable exhaust
bypass screw allows exhaust gas to bypass the turbine and flow directly overboard. In the closed position, the
bypass screw diverts the exhaust gases into the turbine. The turbocharger requires little attention between
overhauls. However, it is recommended that the items outlined in the Inspection Report be checked periodically.
TROUBLESHOOTING
CHART 8101. TROUBLESHOOTING TURBOCHARGER

Smoking engine exhaust, Dirty air cleaner, undersize Clean or replace air cleaner
loss of engine power, air cleaner. as required.
low boost pressure.
Restricting intake manifold Remove restriction.

or piping.
Foreign matter or dirt Clean impeller. See "Major

accumulation on impeller. Inspection and Cleaning."
Damaged impeller or turbine Rebuild unit.

wheel.
Excessive oil leakage Rebuild unit.

from seals.
Leaking intake or exhaust Tighten all connections and

manifold connections. replace gaskets where required.
Excess back-pressure on Reduce restriction in exhaust

turbine outlet. ducting.
Noisy rotating assembly. Damaged bearing or other Rebuild unit.

components, causing
rotating assembly to rub
against housing.
Excess oil in intake Excessive oil leakage from Rebuild unit.

manifold or exhaust stack. from seals.
81-00-00
Page 1
4G15
PIPER AIRCRAFT
PA-34-220T
CHART 8101. TROUBLESHOOTING TURBOCHARGER (continued)

Boost pressure low, power Insufficient fuel supply Check fuel system or reset
low, clean exhaust. to engine. fuel pump
Engine knock (gasoline). Improper fuel. Use recommended fuel.
Oil leakage from Rebuild unit.

compressor seal.
Ignition timing Reset to specified timing.

incorrect.
TURBOCHARGER NOMENCLATURE
Many unfamiliar terms may appear on the following pages of this manual. An understanding of these will
be helpful, if not necessary, in performing maintenance and troubleshooting. The following is a list of commonly
used terms and names as applied to turbocharging and a brief description.
TURBOCHARGER NOMENCLATURE
TERM MEANING
Supercharge To increase the air pressure (density) above or higher than ambient conditions.
Supercharger A device that accomplishes the increase in pressure.
Turbo-supercharger More commonly referred to as a "Turbocharger" this device is driven by a turbine.

The turbine is spun by energy extracted from the engine exhaust gas.
Compressor The portion of a turbocharger driven by the turbine that takes in ambient air and
compresses it before discharging it to the engine.
Turbine The exhaust driven end of the turbocharger unit.
Ground Boosted or These phrases indicated that the engine depends on a certain amount of turbo
Ground Turbocharged turbocharging at sea level to produce the advertised horsepower. An engine
that is so designed will usually include a lower compression ratio to avoid
detonation.
Deck Pressure The pressure measured in the area downstream of the turbo compressor
discharge and upstream of the engine throttle valve. This should not be
confused with manifold pressure.
81-00-00
Page 2
4G16
PIPER AIRCRAFT
PA-34-220T
TURBOCHARGER NOMENCLATURE (continued)
TERM MEANING
Manifold Pressure The pressure measured downstream of the engine throttle valve and is almost
directly proportioned to the engine power output.
Normalizing If a turbocharger system is used only to regain power losses caused by

decreased air pressure of high altitude, it is considered that the engine has
been "normalized."
Overboost An overboost condition means that manifold pressure is exceeding the limits
at which the engine was tested and FAA certified, and can be detrimental to
the life and performance of the engine. Overboost can be caused by
malfunctioning controllers or improperly operating wastegate in the
automatic system, or by pilot error in a manual controlled system.
Overshoot Overshoot is a condition of the automatic controls not having the ability to
respond quickly enough to check the inertia of the turbocharger speed
increase with rapid engine throttle advance. Overshoot differs from over-
boost in that the high manifold pressure lasts only for a few seconds. This
condition can usually be overcome by smooth throttle advance. A good
method for advancing the throttle is as follows: After allowing the engine
oil to warm up to approximately 140°F, advance the throttle to 28" to 30"
manifold pressure, hesitate 1 to 3 seconds and continue advancing to full
throttle slow and easy. This will eliminate any overshoot due to turbocharger
inertia.
Bootstrapping This is a term used in conjunction with turbo machinery. If you were to take
all the air coming from a turbocharger compressor and duct it directly back
into the turbine of the turbocharger, it would be called a bootstrap system
and if no losses were encountered, it would theoretically run continuously. It
would also be very unstable because if for some reason the turbo speed
would change, the compressor would pump more air to drive the turbine
faster, etc. A turbocharged engine above critical altitude is similar to the
example mention above, except now there is an engine placed between the
compressor discharge and turbine inlet. Slight system changes cause the
exhaust gas to change slightly, which causes the turbine speed to change
slightly, which causes the compressor air to the engine to change slightly,
which in turn again affects the exhaust gas, etc.
Critical Altitude Altitude at which the engine can no longer maintain rated horsepower.
81-00-00
Page 3
4G17
PIPER AIRCRAFT
PA-34-220T
GRID 4G18
4G18
PIPER AIRCRAFT
PA-34-220T
TURBOCHARGER
— WARNING —
WHEN SERVICING OR INSPECTING VENDOR EQUIP-

RESPONSIBILITY TO REFER TO THE APPLICABLE
PUBLICATIONS.
REMOVAL OF TURBOCHARGER
— CAUTION —
Before removing, clean the entire turbocharger, air piping, and

oil line connections with a stiff brush or whisk broom, followed
by wiping with a cloth dampened with cleaning solvent. This
precaution is necessary to prevent entrance of foreign materials
into the engine and turbocharger system after removal.
1. Remove the upper cowling.
2. Remove the turbocharger compressor and turbine assembly as follows:
a. Disconnect the oil supply and return lines from the center section of the turbo.
b. Disconnect the air ducts from the compressor inlet and outlet and the exhaust system from the turbine
inlet and outlet.
c. Remove the bolts that attach the turbocharger to the mounting bracket and remove the turbocharger
assembly.
ROUTINE TURBOCHARGER MAINTENANCE

PERIODIC INSPECTION
Whenever routine service of the engine is performed, inspect the turbocharger as follows:
1. Inspect the hoses and tubing of the air intake system between the air cleaner and turbocharger, and
from the turbocharger to the intake manifold. Check for leakage due to cracks, damaged gaskets, loose
clamps or connections, and restrictions due to kinks, collapsed hoses, or dented tubing.
2. Inspect for exhaust leakage from a cracked exhaust manifold, damaged gaskets, or loose turbocharger
mounting.
3. Inspect the oil lines and fittings for kinks, damage, and leakage.
4. Note any unusual noises or vibration which would warrant further inspection of the turbocharger.
5. Observe engine exhaust. Excessive smoke may indicate a restricted air cleaner or intake piping, over
fueling, or faulty turbocharger operation.
MAJOR INSPECTION AND CLEANING

After every 2,000 hours of operation, or particularly if trouble is suspected in the turbocharger, a major
inspection of the turbocharger should be performed. This requires removal of the turbocharger from the
engine.
81-20-00
Page 1
4G19
PIPER AIRCRAFT
PA-34-220T
MAJOR INSPECTION AND CLEANING (continued)
Major inspection is as follows:
1. Remove the air cleaner piping from the turbocharger compressor housing inlet. Observe the condition
of the impeller and housing. Carefully check the leading edges of the impeller blades for damage and
for evidence of interference with the compressor housing.
2. Disconnect the oil lines and the intake manifold piping from the turbocharger. Support the turbocharger
and remove the turbine housing clamp that secures the turbine housing to the bearing house assembly.
Remove the turbocharger from the turbine housing, leaving the turbine housing mounted on the
engine. Cover all openings to prevent the entrance of foreign materials.
3. Inspect the turbine wheel for cracks, erosion, nicked blade tips, and broken or missing blades. Inspect
the turbine shield for warpage, rubbing, scoring, and erosion. Check for accumulations of carbon
behind the turbine wheel and check for other defects that could interfere with proper turbocharger
operation.
— NOTE —
The shield must be depressed against the tension of the spring
ring to check for free rotation.
4. If the turbine and impeller do not rotate freely when the turbine shield is depressed away from the turbine
wheel, the parts may be damaged or there may be interference due to foreign material. These conditions
will necessitate the disassembly of the turbocharger for inspection. If there is no apparent damage,
clean the unit and check for excessive end play as directed below.
5. Remove the six bolts that secure the compressor housing to the turbocharger bearing housing; remove
the compressor housing and gasket. If necessary, tap the compressor housing with a plastic hammer
while holding the bearing housing as shown in Figure 81-1.
— CAUTION —
Never use caustic solution or other cleaner that may attack metal.
— CAUTION —
Never use a wire brush that could score highly finished parts.
6. If the impeller requires cleaning, use a nylon-bristled brush and a solvent such as diesel fuel or
kerosene to remove accumulated dirt. Thoroughly clean the impeller and the compressor housing.
Failure to remove all dirt may result in a more severe disruption of balance than that which existed
prior to cleaning.
7. Use two C-clamps as shown in Figure 81-2 to overcome the tension of the spring ring and hold the turbine
shield away from the turbine wheel.
8. Attach a dial indicator to the bearing housing so that the indicator point is resting on the end of the
shaft. Push up on the turbine wheel as shown in Figure 81-2 to measure shaft end play. The normal
shaft end play is 0.005 to 0.009 inch. If shaft end play is excessive, rebuild the turbocharger.
9. Reposition the dial indicator so that the contact point is resting on the flat side surface of the impeller
nut as shown in Figure 81-3 and adjust the indicator dial at zero. Push from side to side as shown in
Figure 81-3 to determine the radial play of the shaft. Rotate the shaft slightly to get minimum readings
on the nut flat. Maximum allowable radial play is 0.022 inch. If radial play is excessive, parts are
worn and the turbocharger must be rebuilt.
10. If the unit is in satisfactory condition, position a new gasket on the compressor housing, making sure
that the gasket surfaces are perfectly clean. Place the bearing housing in position; secure with six
bolts. Tighten the bolts evenly and alternately to 80 to 100 inch-pounds.
81-20-00
Page 2
4G20
PIPER AIRCRAFT
PA-34-220T
MAJOR INSPECTION AND CLEANING (continued)
Figure 81-1. Removing Compressor Housing Figure 81-2. Measuring Turbine Shaft End Play
from Turbocharger
Figure 81-3. Measuring Turbine Shaft Radial Play

81-20-00
Page 3
4G21
PIPER AIRCRAFT
PA-34-220T
INSTALLATION OF TURBOCHARGER
— NOTE —
The turbocharger is properly installed with the large diameter cen-

ter clamp loose to allow rotation of the turbine housing during
installation for proper alignment with the exhaust system inlet
connection. Tighten clamp after alignment.
1. Position turbocharger assembly on the mounting bracket and secure with attaching hardware.
2. Align exhaust system manifold turbo inlet and the turbine inlet and secure with clamp temporarily.
— WARNING —
WHEN TIGHTENING ANY OF THE THREE V-BAND

CLAMPS, IT IS NECESSARY TO TAP THE CLAMP ALL
AROUND ITS CIRCUMFERENCE TO ENSURE PROPER
SEATING. DO NOT RELY ON TIGHTENING ALONE FOR
PROPER CLAMP SEATING.
3. Tighten the large diameter center clamp securing the turbine housing to the turbocharger.
4. Place turbine housing insulation blanket in proper position and safety blanket to turbocharger attaching
hardware.
5. Position the exhaust tail pipe and exhaust bypass screw to the turbine outlet, aligning the tail pipe with
the hole cut out in the lower cowl provided for it.
— NOTE —
Check the position of the exhaust bypass adjustment screw. If 8

minimum, 9 maximum threads are showing below jam nut, no
adjustment is required. (See Figure 81-4.)
6. Tighten both turbine housing inlet clamps. (Refer to previous warning on tightening V-band clamps.)
7. Position the engine induction tube to turbocharger compressor outlet connector, and the induction air
inlet tube to the turbocharger compressor inlet connector, and tighten the clamps.
8. If previously removed, install the overboost valve assembly as follows:
a. Install a new O-ring on the overboost mounting flange of the induction tube.
b. Position the overboost valve assembly on the mounting flange, with the holes in the valve align-
ing with the holes in the flange.
c. Install the four bolts and secure with plain washers and self-locking nuts.
9. Connect the oil supply and return lines to the turbocharger center housing. Connect the oil pressure
cockpit gauge line if it was previously disconnected.
10. Perform engine ground run-up and check for normal engine functioning, excessive exhaust manifold
leakage and oil leaks. Repair as necessary.
11. Install the upper cowling.
81-20-00
Page 4
4G22
PIPER AIRCRAFT
PA-34-220T
— NOTE —
REFER TO CHAPTER 76 PRIOR TO
EXHAUST BYPASS RESETTING BYPASS.
ADJUSTMENT SCREW
CLOCKWISE - INCREASE
COUNTERCLOCKWISE - DECREASE
TORQUE JAM NUT

190 - 220 IN. LB.
.032 SAFETY WIRE

(IF THE JAM NUT IS NOT
DRILLED FOR SAFETY WIRE,
IT IS PERMISSIBLE TO SAFETY
ONLY BETWEEN THE EXHAUST
BOSS AND SCREW HEAD)
Figure 81-4. Exhaust Bypass Screw
ADJUSTMENT OF TURBOCHARGER (Refer to Chapter 76 under Engine Set Up Procedures.)
— NOTE —
A complete inspection of the power plant system should be performed

before any turbo adjustments are made
OVERBOOST VALVE
REMOVAL OF OVERBOOST VALVE
1. Remove the four self-locking nuts, plain washers and bolts.
2. Lift the overboost valve assembly from the induction tube.
3. Remove the O-ring from the seating surface of the overboost mounting flange on the induction tube.
INSTALLATION OF OVERBOOST VALVE

1. Install a new O-ring on the overboost mounting flange of the induction tube.
2. Position the overboost valve assembly on the mounting flange with the holes in the valve aligning with
the holes in the flange.
3. Install the four bolts and secure with plain washers and self-locking nuts.
81-20-00
Page 5
4G23
PIPER AIRCRAFT
PA-34-220T
COMPRESSOR HOUSING
MAIN DRIVE HOUSING TAIL PIPE
COMPRESSOR WHEEL
TURBINE WHEEL
AIR INLET
EXHAUST DISCHARGE
COMPRESSOR
EXHAUST INLET
AIR DISCHARGE
GROUND
OVERBOOST ADJUSTABLE
SAFETY VALVE EXHAUST
BYPASS
THROTTLE
AMBIENT AIR
TURBOCHARGE AIR
EXHAUST GAS
Figure 81-5. Schematic Diagram of Turbocharger System

81-20-00
Page 6
4G24
PIPER AIRCRAFT
PA-34-220T
GRIDS 4H1 THROUGH 4L24

4H1
AIRPLANE
MAINTENANCE MANUAL
CARD 5 OF 5

THIRD EDITION

5A1
Published by

2926 Piper Drive
U.S.A.
Member of GAMA
General Aviation
5A2
PIPER AIRCRAFT
PA-34-220T
INTRODUCTION
Example:
32-40-01
INDIVIDUAL UNITS
NOSE WHEEL REMOVAL
— WARNING —
— CAUTION —
— NOTE —
Introduction
Page 1
5A3
PIPER AIRCRAFT
PA-34-220T

Introduction
Page 2
5A4
PIPER AIRCRAFT
PA-34-220T
ORG801219 December 19, 1980 1, 2 and 3

CR891220 December 20, 1989 1, 2, 3 and 4
CR931129 November 29, 1993 1, 2, 3, 4 and 5
Introduction
Page 3
5A5
PIPER AIRCRAFT
PA-34-220T
follows:
34-8133001 through 34-8133277
34-8233001 through 34-8233205
34-8333001 through 34-8333129
34-8433001 through 34-8433088
34-8533001 through 34-8533069
34-8633001 through 34-8633031
3433001 and up
3448005 through 3448037
follows:
3448038 and up

EXAMPLE: 34 81 33 001

34 33 001

Introduction
Page 4
5A6
PIPER AIRCRAFT
PA-34-220T
VENDOR PUBLICATIONS
— WARNING —
ENGINE:
Form No. X-30030A
PROPELLER:
1 Propeller Place
Piqua, Ohio 45356
335 McCauley Drive
P.O. Box 430
MAGNETOS:
and Maintenance
VOLTAGE CONTROL:
Overhaul Manual
and Illustrated
71 Inidel Aveneu
P. O. Box 251
Introduction
Page 5
5A7
PIPER AIRCRAFT
PA-34-220T

400 N. Rogers Road
WHEELS AND BRAKES:

1160 Center Road
Avion, Ohio 44011
KEVLAR:

DINOL International
25200 Malvina
Box 1065
OXYGEN SYSTEM
225 Erie Street

P. O. Box 384
Introduction
Page 6
5A8
PIPER AIRCRAFT
PA-34-220T
PIPER PUBLICATIONS
AUTOFLITE:
Pitch Trim Service
Introduction
Page 7
5A9
PIPER AIRCRAFT
PA-34-220T
SYSTEM/ SUB-SYSTEM/
— NOTE —
Manual: 31, 36, 38, 49, 53, 54, 60, 72, 78, and 83.
SYSTEM/ SUB-SYSTEM/

00 General
10 Time Limits
Checks
Checks
00 General
Jacking
10 Leveling
20 Weighing
10 Towing
20 Taxiing
10 Parking
20 Mooring
Meyercord Decals
Introduction
Page 8
5A10
PIPER AIRCRAFT
PA-34-220T
SYSTEM/ SUB-SYSTEM/
12 SERVICING 1E3
00 General
10 Replenishing
00 General
00 General
20 Distribution
40 Heating
50 Cooling
22 AUTO FLIGHT 1J6
00 General
10 Autopilot
00 General
00 General
30 DC Generation
40 External Power
00 General
20 Extinguishing
00 General
10 Aileron and Tab
20 Rudder and Tab
50 Flaps
Introduction
Page 9
5A11
PIPER AIRCRAFT
PA-34-220T
SYSTEM/ SUB-SYSTEM/
28 FUEL 2E11
00 General
10 Storage
20 Distribution
40 Indicating
00 General
10 Main
00 General
10 Airfoil
30 Pitot and Static
80 Detection
32 LANDING GEAR 3B5
00 General
33 LIGHTS 3D17
00 General
40 Exterior
00 General
Static
35 OXYGEN 3F21
00 General
10 Crew/Passeng
37 VACUUM 3H8
00 General
10 Distribution
Introduction
Page 10
5A12
PIPER AIRCRAFT
PA-34-220T
SYSTEM/ SUB-SYSTEM/
MULTIPURPOSE PARTS
00 General
51 STRUCTURES 3I14
00 General
52 DOORS 3J11
00 General
10 Passenger/Crew
30 Cargo
55 STABILIZERS 3J24
00 General
20 Stabilator
40 Rudder
56 WINDOWS 3K15
20 Cabin
57 WINGS 3K24
00 General
40 Attach Fittings
50 Flight Surfaces
61 PROPELLERS 4B5
00 General
20 Controlling
00 General
71 POWER PLANT 4C13
00 General
10 Cowling
20 Mounts
60 Air Intakes
00 General
10 Distribution
30 Indicating
Introduction
Page 11
5A13
PIPER AIRCRAFT
PA-34-220T
SYSTEM/ SUB-SYSTEM/
74 IGNITION 4D19
00 General
20 Distribution
00 General
10 Power Control
00 General
10 Power
20 Temperature
79 OIL 4F18
00 General
20 Distribution
30 Indicating
80 STARTING 4G3
00 General
10 Cranking
81 TURBINES 4G13
00 General
20 Turbocharger
Introduction
Page 12
5A14
PIPER AIRCRAFT
PA-34-220T

Wiring Diagram 1G18
Motor Assembly 1H17
Introduction
Page 13
5A15
PIPER AIRCRAFT
PA-34-220T

Oil Check) 1I16
Introduction
Page 14
5A16
PIPER AIRCRAFT
PA-34-220T

Introduction
Page 15
5A17
PIPER AIRCRAFT
PA-34-220T

Introduction
Page 16
5A18
PIPER AIRCRAFT
PA-34-220T

thru 34-8333129, 34-8433003 thru 34-8433009, 34-8433011,
34-8433014 thru 34-8433024 3G1
34-8433002, 34-8433010, 34-8433012, 34-8433013, 34-8433025 and
up, and 3448001 thru 3448037 3G2
thru 34-8333129, 34-8433003 thru 34-8433009, 34-8433011,
34-8433014 thru 34-8433024) 3G13
S/N’s 34-8433001, 34-8433002, 34-8433010, 34-8433012,
34-8433013, 34-8433025 and up, and 3448001 thru 3448037,
thru 34-8333129, 34-8433003 thru 34-8433009, 34-8433011,
34-8433014 thru 34-8433024) 3G15
S/N’s 34-8433001, 34-8433002, 34-8433010, 34-8433012,
34-8433013, 34-8433025 and up, and 3448001 thru 3448037,
thru 34-8333129, 34-8433003 thru 34-8433009, 34-8433011,
34-8433014 thru 34-8433024) 3G19
Introduction
Page 17
5A19
PIPER AIRCRAFT
PA-34-220T

Introduction
Page 18
5A20
PIPER AIRCRAFT
PA-34-220T

(S/N’ 34-8133001, 34-8133173 through 34-8633031, 3433001 and
Pump Assembly 4E24
34-8133001 and up, 3433001 and up) 4F12
3448001 and up) 4F13
— NOTE —

Introduction
Page 19
5A21
PIPER AIRCRAFT
PA-34-220T

Introduction
Page 20
5A22
PIPER AIRCRAFT
PA-34-220T
LIST OF CHARTS

Introduction
Page 21
5A23
PIPER AIRCRAFT
PA-34-220T
LIST OF CHARTS

Introduction
Page 22
5A24
PIPER AIRCRAFT
PA-34-220T

5B1
CHAPTER
91
CHARTS
AND
WIRING DIAGRAMS
5B5
PIPER AIRCRAFT
PA-34-220T
CHAPTER 91 - CHARTS AND WIRING DIAGRAMS
CHAPTER
91-00-00 TORQUE REQUIREMENTS 5B7

91-00-00 Recommended Nut Torques 5B8
91-00-00 Flare Fitting Torques 5B10
91-00-00 CONVERSION TABLES 5B11
91-00-00 DECIMAL/MILLIMETER EQUIVALENTS
OF DRILL SIZES 5B16
91-00-00 LIST OF CONSUMABLE MATERIALS 5B17
91-00-00 ELECTRICAL WIRE CODING 5B22
91-00-00 ELECTRICAL SYMBOLS 5B23
91-10-00 WIRING DIAGRAM INDEX 5C3
91 - Cont./Effec.
Page - 1
5B6
PIPER AIRCRAFT
PA-34-220T
TORQUE REQUIREMENTS
Proper torque application cannot be overemphasized. Undertorqued assemblies can result in premature
failure due to fatigue from uneven loads, as well as causing unnecessary wear of nuts, bolts, and other parts.
Overtorqued assemblies can be equally harmful by causing failure of a bolt or nut by overstressing the threaded
areas.
The torque values given in Chart 9101 are derived from oil-free cadmium-plated threads and are
recommended for all airframe installation procedures where torquing is required, unless otherwise noted in
sections where other values are stipulated. Engine torque values are found in the latest revision of Teledyne
Continental Overhaul Manual, and propeller torque values are found in Chapter 61 of this manual. Chart 9102
lists the torque values for flared fittings of various sizes and material. Important procedures for torquing
assemblies on Piper Aircraft are as follows:
1. Frequently check and/or calibrate the torque wrench.
2. MAKE SURE bolt/screw and nut threads are clean and dry, unless otherwise required. If the threads
are to be lubricated and no torque is specified, reduce recommended nut torque (plus the friction drag
torque) by 50%.
3. Unless otherwise specified, the charted torque values should be used. Should a bolt or nut be listed
and not its mating fastener, use the lower torque.
4. When using “self-locking fasteners” and hardware with thread sizes 10 through 7/16, add the specified
friction drag torque to the designated torque. Assume a friction drag torque of zero for non self-locking
fasteners. For other bolt sizes the friction drag torque is determined as follows:
a. Turn nut to “near contact” with the bearing surface (NOT IN CONTACT).
b. Attach a scale type torque wrench and determine the torque required to turn the nut on the bolt
before it contacts the bearing surface. Add this value to the specified torque for the total torque
value to be applied.
5. When torquing castellated nuts remember the following:
a. Determine total torque value (friction + max. torque) and do not exceed when aligning slot and
hole, change washers if necessary.
b. Tighten nuts only to remove looseness in the joint before installing cotter pin.
6. Use the latest information from CONTINENTAL for torquing power plant parts.
7. On critical installations the nut should be permanently marked red after torquing and not be further
tightened or disturbed.
— CAUTION —
DO NOT OVERTORQUE FITTINGS.
— NOTE —
When flared fittings are being installed, ascertain that the male
threads are properly lubricated. Torque the fittings in accordance
with Chart 9102. For more details on torquing, refer to FAA
Manual AC 43-13-1A.
91-00-00
Page 1
5B7
PIPER AIRCRAFT
PA-34-220T
CHART 9101. RECOMMENDED TORQUE VALUES
- NOTE -
COARSE THREAD SERIES
WHERE NORMAL OPERATION REQUIRES MOVEMENT BETWEEN
BOLTS
COMPONENTS BEING BOLTED OR CLAMPED TOGETHER. THE
Steel Tension
HARDWARE SHOULD BE TIGHTENED AS REQUIRED OR SPECI-
FIED, DISREGARDING THE TORQUE CHART(S).
AN 3 thru AN 20
AN 42 thru AN 49
USE THE LOWER SIDE OF THE TORQUE RANGE WHERE THE
AN 73 thru AN 81
BOLT IS FIXED AND THE NUT MOVEABLE.
AN 173 thru AN 186
MS 20033 thru MS 20046
USE THE HIGHER SIDE OF THE TORQUE RANGE WHERE THE NUT
MS 20073
IS FIXED AND THE BOLT MOVEABLE.
MS 20074
AN 509 NK9
NUT AND BOLT SIZES 8 THROUGH 7/16 INCLUDE FRICTION DRAG
MS 24694
TORQUE VALUES.
AN 525 NK525
MS 27039
FRICTION DRAG TORQUE FOR SELF-LOCKING FASTENERS SIZES
1/2 THROUGH 1 1/4 SHALL BE DETERMINED BY TURNING THE NUT
NUTS
FULLY ONTO THE BOLT. THEN DETERMINE THE TORQUE
REQUIRED TO TURN THE NUT.
Steel Tension Steel Shear
AN 310 AN 320
AN 315 AN 364
AN 363 NAS 1022
AN 365 MS 17826
NAS 1021 MS 20364
MS 17825
MS 21045
MS 20365
MS 20500
NAS 679
Nut-bolt Torque Limit Torque Limits

size in.-lbs. in.-lbs.
SEE NOTE Min. Max. Min. Max.
8 -34 27 30 22 24
10 -24 28 43 30 33
1/4-20 70 80 55 60
5/16-18 140 150 108 115
3/8-16 240 265 175 190
7/16-14 330 335 240 255
1/2-13 400 480 240 290
9/16-12 500 700 300 420
5/8-11 700 900 420 540
3/4-10 1,150 1,600 700 950
7/8- 9 2,200 3,000 1,300 1,800
1 -8 3,700 5,000 2,200 3,000
1-1/8-8 5,500 6,500 3,300 4,000
1-1/4-8 6,500 8,000 4,000 5,000
91-00-00
Page 2
5B8
PIPER AIRCRAFT
PA-34-220T
CHART 9101. RECOMMENDED TORQUE VALUES (continued)
FINE THREAD SERIES
BOLTS BOLTS BOLTS

Steel Tension Steel Tension Aluminum
AN 3 THRU AN 20 MS 20004 THRU MS 20024 AN 3DD THRU AN 20DD

AN 42 THRU AN 49 NAS 144 THRU NAS 158 AN 173DD THRU AN 186DD
AN 73 THRU AN 81 NAS 333 THRU NAS 340 AN 509DD
AN 173 THRU AN 186 NAS 583 THRU NAS 590 AN 525D
MS 20033 THRU MS 20046 NAS 624 THRU NAS 644 MS 27039D
MS 20073 NAS 1303 THRU NAS 1320 MS 24694DD
MS 20074 NAS 172
AN 509 NK9 NAS 174 Steel shear bolt
MS 24694 NAS 517
AN 525 NK525 NAS 464
MS 27039
NUTS NUTS NUTS

Steel Tension Steel Shear Steel Tension Steel Shear Alum. Tension Alum. Shear
AN 310 AN 320 AN 310 AN 320 AN 365D AN 320D

AN 315 AN 364 AN 315 AN 364 AN 310D AN 364D
AN 363 NAS 1022 AN 363 NAS 1022 NAS 1021D NAS 1022D
AN 365 MS 17826 AN 365 MS 17826
NAS 1021 MS 20364 MS 17825 MS 20364
MS 17825 MS 20365
MS 21045 MS 21045
MS 20365 NAS 1021
MS 20500 NAS 679
NAS 679 NAS 1291
Nut-bolt Torque Limits Torque Limits Torque Limits Torque Limits Torque Limits Torque Limits
size in-lbs. in-lbs. in-lbs. in-lbs. in-lbs. in-lbs.
Min. Max. Min. Max. Min. Max. Min. Max. Min. Max. Min. Max.
8-36 12 15 7 9 5 10 3 6
10-32 20 25 12 15 25 30 15 20 10 15 5 10
1/4-28 50 70 30 40 80 100 50 60 30 45 15 30
5/16-24 100 140 60 85 120 145 70 90 40 65 25 40
3/8-24 160 190 95 110 200 250 120 150 75 110 45 70
7/16-20 450 500 270 300 520 630 300 400 180 280 110 170
1/2-20 480 690 290 410 770 950 450 550 280 410 160 260
9/16-18 800 1,000 480 600 1,100 1,300 650 800 380 580 230 360
5/8-18 1,100 1,300 660 780 1,250 1,550 750 950 550 670 270 420
3/4-16 2,300 2,500 1,300 1,500 2,650 3,200 1,600 1,900 950 1,250 560 880
7/8-14 2,500 3,000 1,500 1,800 3,550 4,350 2,100 2,690 1,250 1,900 750 1,200
1-14 3,700 4,500 2,200 3,300 4,500 5,500 2,700 3,300 1,600 2,400 950 1,500
1-1/8-12 5,000 7,000 3,000 4,200 6,000 7,300 3,600 4,400 2,100 3,200 1,250 2,000
1-1/4-12 9,000 11,000 5,400 6,600 11,000 13,400 6,600 8,000 3,900 5,600 2,300 3,650
91-00-00
Page 3
5B9
PIPER AIRCRAFT
PA-34-220T
CHART 9102. FLARE FITTING TORQUES
TORQUE INCH-POUND
TUBING ALUMINUM - ALLOY STEEL TUBING HOSE END FITTING
OD TUBING FLARE - AND FLARE AND
INCHES 10061 AND/OR 10078 AND 10061 HOSE ASSEMBLIES
MINIMUM MAXIMUM MINIMUM MAXIMUM MINIMUM MAXIMUM
1/8 —— —— —— —— —— ——
3/16 —— —— 90 100 70 100
1/4 40 65 135 150 70 120
5/16 60 80 180 200 85 180
3/8 75 125 270 300 100 250
1/2 150 250 450 500 210 420
5/8 200 350 650 700 300 480
3/4 300 500 900 1000 500 850
1 500 700 1200 1400 700 1150
1-1/4 600 900 —— —— —— ——
1-1/2 —— —— —— —— —— ——
1-3/4 —— —— —— —— —— ——
2 —— —— —— —— —— ——
91-00-00
Page 4
5B10
PIPER AIRCRAFT
PA-34-220T
CHART 9103. CONVERSION TABLES
1. These charts contain the various conversion data that may be useful when figuring capacities, length,
temperatures, and various weights and measures from the English system values to the metric system
values or back again.
2. The English system is in use by England and the United States. All other countries use the metric system.
3. Procedure for Converting Inches to Millimeters.
a. Example: Convert 1.5 inches to millimeters.
(1) Read down inches column to 1. inches.
(2) Read across top inch column to 0.5.
(3) Read down and across to find millimeters (1.5 inches is 38.10 millimeters).
4. Procedure for converting Fahrenheit (°F) and Celsius (°C) (Centigrade) temperature.
a. Read number in middle column, if in degrees Celsius (°C), read Fahrenheit equivalent in right-
hand column. If in degrees Fahrenheit (°F), read Celsius equivalent in left-hand column.
(1) 70°F = 21.1°C.
(2) 30°C = 86.0°F.
91-00-00
Page 5
5B11
PIPER AIRCRAFT
PA-34-220T
CHART 9103. CONVERSION TABLES (continued)
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. 2.54 5.08 7.62 10.16 12.70 15.24 17.78 20.32 22.86
1. 25.40 27.94 30.48 33.02 35.56 38.10 40.64 43.18 45.72 48.26
2. 50.80 53.34 55.88 58.42 60.96 63.50 66.04 68.58 71.12 73.66
3. 76.20 78.74 81.28 83.82 86.36 88.90 91.44 93.98 96.52 99.06
4. 101.60 104.14 106.68 109.22 111.76 114.30 116.84 119.38 121.92 124.46
5. 127.00 129.54 132.08 134.62 137.16 139.70 142.24 144.78 147.32 149.86
6. 152.40 154.94 157.48 160.02 162.56 165.10 167.64 170.18 172.72 175.26
7. 177.80 180.34 182.88 185.42 187.96 190.50 193.04 195.58 198.12 200.66
8. 203.20 205.74 208.28 210.82 213.36 215.90 218.44 220.98 223.52 226.06
9. 228.60 231.14 233.68 236.22 238.76 241.30 243.84 246.38 248.92 251.46
91-00-00
Page 6
5B12
PIPER AIRCRAFT
PA-34-220T
CENTIGRADE — FAHRENHEIT CONVERSION TABLE
Example: To convert 20°C, to Fahrenheit, find 20 in the center column headed

(°F—°C); then read 68.0°F, in the column (°F) to the right. To convert 20°F, to
Centigrade; find 20 in the center column and read -6.67°C, in the (°C) column
to the left.
°C °F—°C °F °C °F—°C °F
-56.7 -70 -94.0 104.44 220 428.0

-51.1 -60 -76.0 110.00 230 446.0
- 45.6 -50 -58.0 115.56 240 464.0
- 40.0 -40 -40.0 121.11 250 482.0
- 34.0 -30 -22.0 126.67 260 500.0
- 38.9 -20 -4.0 132.22 270 518.0
- 23.3 -10 14.0 137.78 280 536.0
- 17.8 0 32.0 143.33 290 554.0
-12.22 10 50.0 148.89 300 572.0
-6.67 20 68.0 154.44 310 590.0
-1.11 30 86.0 160.00 320 608.0
4.44 40 104.0 165.56 330 626.0
10.00 50 122.0 171.11 340 644.0
15.56 60 140.0 176.67 350 662.0
21.11 70 158.0 182.22 360 680.0
26.67 80 176.0 187.78 370 698.0
32.22 90 194.0 193.33 380 716.0
37.78 100 212.0 198.89 390 734.0
43.33 110 230.0 204.44 400 752.0
38.89 120 248.0 210.00 410 770.0
54.44 130 266.0 215.56 420 788.0
60.00 140 284.0 221.11 430 806.0
65.56 150 302.0 226.67 440 824.0
71.00 160 320.0 232.22 450 842.0
76.67 170 338.0 257.78 460 860.0
82.22 180 356.0 243.33 470 878.0
87.78 190 374.0 248.89 480 896.0
93.33 200 392.0 254.44 490 914.0
98.89 210 410.0 260.00 500 932.0
91-00-00
Page 7
5B13
PIPER AIRCRAFT
PA-34-220T
MULTIPLY BY TO OBTAIN MULTIPLY BY TO OBTAIN
CENTIMETERS 0.3937 IN. KILOGRAMS 2.205 LB.

0.03281 FT. 35.27 OZ.
1000 GRAMS
CU. CENTIMETERS 0.001 LITERS
0.06102 CU. IN LITERS 1000 CU. CM.
0.0002642 U.S. GAL. 61.03 CU. IN.
0.03532 CU. FT.
CU. FT. 28.320 CU. CM 0.2642 U.S. GAL.
1.728 CU. IN. 0.22 IMPERIAL GAL.
7.481 U.S. GAL. 1.057 QUARTS
28.32 LITERS
CU. IN. 16.39 CU. CM METERS 39.37 IN.
0.01639 LITERS 3.281 FT.
0.004329 U.S. GAL. 1000 MM.
0.01732 QUARTS
METER-KILOGRAM 7.233 FT.-LB.
CU. METERS 1000000 CU. CM 9.807 JOULES
35.314 CU. FT.
61.023 CU. IN OUNCES, AVDP 0.0625 LB., AVDP
264.17 GAL. 28.35 GRAMS
999.97 LITERS 437.5 GRAINS
FEET 0.3048 METERS OUNCES, FLUID 29.57 CU. CM.

12.000 MILS 1.805 CU. IN.
304.8 MM.
0.3333 YARDS LB., AVDP 453.6 GRAMS
7000 GRAINS
FT.-LB. 0.1383 M-KG 16.0 OUNCES
0.001285 BTU
0.000000376 KW-HR SQUARE INCH 6.4516 SQ. CM.
FLUID OZ. 8 DRAM POUND PER 0.0703 KG.-CM

29.6 CU. CM SQUARE INCH SQUARED
(PSI)
GAL., IMPERIAL 277.4 CU. IN.
1.201 U.S. GAL. STATUTE MILE 1.609 KILOMETER
4.546 LITERS 0.8684 NAUTICAL MILE
GAL., U.S. DRY 268.8 CU. IN. NAUTICAL MILE 1.151 STATUTE
0.1556 CU. FT. MILE
1.164 U.S. GAL., LIQ.
4.405 LITERS QUART .9463 LITER
GAL., U.S. LIQ. 231.0 CU. IN. MILLIMETER 1000 MICRON

0.1337 CU. FT.
3.785 LITERS MICRON 0.001 MILLIMETER
0.8327 IMPERIAL GAL. 0.000039 INCH
128 FLUID OZ.
INCH 11.521 METER
IN. 2.540 CM. POUNDS GRAMS
.08333 FT.
INCH 0.72 METER
JOULES 0.000948 FT. OUNCES GRAMS
0.7376 FT.-LB.
POUNDS 0.453 KILOGRAMS
91-00-00
Page 8
5B14
PIPER AIRCRAFT
PA-34-220T
CHART 9104. DECIMAL CONVERSIONS
TO 3 TO 2 M.M. TO 3 TO 2 M.M.
PLACES PLACES EQUIV PLACES PLACES EQUIV
4ths 8ths 16ths 32nds 64ths 4ths 8ths 16ths 32nds 64ths
1/64 .016 .02 .397 33/64 .516 .52 13.097

1/32 .031 .03 .794 17/32 .531 .53 13.494
3/64 .047 .05 1.191 35/64 .547 .55 13.891
1/16 .062 .06 1.587 9/16 .562 .56 14.288
5/64 .078 .08 1.984 37/64 .578 .58 14.684
3/32 .094 .09 2.381 19/32 .594 .59 15.081
7/64 .109 .11 2.778 39/64 .609 .61 15.478
1/8 .125 .12 3.175 5/8 .625 .62 15.875

9/64 .141 .14 3.572 41/64 .641 .64 16.272
5/32 .156 .16 3.969 21/32 .656 .66 16.669
11/64 .172 .17 4.366 43/64 .672 .67 17.065
3/16 .188 .19 4.762 11/16 .688 .69 17.462
13/64 .203 .20 5.159 45/64 .703 .70 17.859
7/32 .219 .22 5.556 23/32 .719 .72 18.256
15/64 .234 .23 5.593 47/64 .734 .73 18.653
1/4 .250 .25 6.350 3/4 .750 .75 19.050
17/64 .266 .27 6.747 49/64 .766 .77 19.447
9/32 .281 .28 7.144 25/32 .781 .78 19.844
19/64 .297 .30 7.540 51/64 .797 .80 20.241
5/16 .312 .31 7.937 13/16 .812 .81 20.637
21/64 .328 .33 8.334 53/64 .828 .83 21.034
11/32 .344 .34 8.731 27/32 .844 .84 21.431
23/64 .359 .36 9.128 55/64 .859 .86 21.828
3/8 .375 .38 9.525 7/8 .875 .88 22.225
25/64 .391 .39 9.922 57/64 .891 .89 22.622
13/32 .406 .41 10.319 29/32 .906 .91 23.019
27/64 .422 .42 10.716 59/64 .922 .92 23.416
7/16 .438 .44 11.112 15/16 .938 .94 23.812
29/64 .453 .45 11.509 61/64 .953 .95 24.209
15/32 .469 .47 11.906 31/32 .969 .97 24.606
31/64 .484 .48 12.303 63/64 .984 .98 25.003
.500 .50 12.700 1.000 1.00 25.400
91-00-00
Page 9
5B15
PIPER AIRCRAFT
PA-34-220T
CHART 9105. DECIMAL / MILLIMETER EQUIVALENTS OF DRILL SIZES
Decimal/Millimeter Equivalents of Drill Sizes From 1/2” to No. 80
Size Decimal Millimeter Size Decimal Millimeter Size Decimal Millimeter Size Decimal Millimeter
Equiv. Equiv. Equiv. Equiv. Equiv. Equiv. Equiv. Equiv.
1/2 0.500 12.7000 G 0.261 6.6294 5/32 0.1562 3.9687 51 0.067 1.7018
31/64 0.4843 12.3031 F 0.257 6.5278 23 0.154 3.9116 52 0.0635 1.6129
15/32 0.4687 11.9062 E-1/4 0.250 6.3500 24 0.152 3.8608 1/16 0.0625 1.5875
29/64 0.4531 11.5094 D 0.246 6.2484 25 0.1495 3.7973 53 0.0595 1.5113
7/16 0.4375 11.1125 C 0.242 6.1468 26 0.147 3.7338 54 0.055 1.397
27/64 0.4218 10.7156 B 0.238 6.0452 27 0.144 3.6576 55 0.052 1.3208

Z 0.413 10.4902 15/64 0.2343 5.9531 9/64 0.1406 3.5719 3/64 0.0468 1.1906
13/32 0.4062 10.3187 A 0.234 5.9436 28 0.1405 3.5687 56 0.0465 1.1811
Y 0.404 10.2616 1 0.228 5.7912 29 0.136 3.4544 57 0.043 1.0922
X 0.397 10.0838 2 0.221 5.6134 30 0.01285 3.2639 58 0.042 1.0668
25/64 0.3906 9.9212 7/32 0.2187 5.5562 1/8 0.125 3.1750 59 0.041 1.0414
W 0.386 9.8044 3 0.213 5.4102 31 0.120 3.048 60 0.040 1.016
V 0.377 9.5758 4 0.209 5.3086 32 0.116 2.9464 61 0.039 0.9906
3/8 0.375 9.5250 5 0.2055 5.2197 33 0.113 2.8702 62 0.038 0.9652
U 0.368 9.3472 6 0.204 5.1816 34 0.111 2.8194 63 0.037 0.9398
23/64 0.3593 9.1262 13/64 0.2031 5.1594 35 0.110 2.794 64 0.036 0.9144
T 0.358 9.1281 7 0.201 5.1054 7/64 0.1093 2.7781 65 0.035 0.899
S 0.346 8.7884 8 0.199 5.0546 36 0.1065 2.7051 66 0.033 0.8382
11/32 0.3437 8.7300 9 0.196 4.9784 37 0.104 2.6416 1/32 0.0312 0.7937
R 0.339 8.6106 10 0.1935 4.9149 38 0.1015 2.5781 67 0.032 0.8128
Q 0.332 8.4328 11 0.191 4.8514 39 0.0995 2.5273 68 0.031 0.7874

21/64 0.3281 8.3337 12 0.189 4.8006 40 0.098 2.4892 69 0.029 0.7366
P 0.323 8.2042 3/16 0.1875 4.7625 41 0.096 2.4384 70 0.028 0.7112
O 0.316 8.0264 13 0.185 4.699 3/32 0.0937 2.3812 71 0.026 0.6604
5/16 0.3125 7.9375 14 0.182 4.6228 42 0.0935 2.3749 72 0.025 0.635
N 0.302 7.6708 15 0.180 4.572 43 0.089 2.2606 73 0.024 0.0696

19/64 0.2968 7.5387 16 0.177 4.4958 44 0.086 2.1844 74 0.0229 0.58166
M 0.295 7.4930 17 0.173 4.3942 45 0.082 2.0828 75 0.021 0.5334
L 0.290 7.3660 11/64 0.1718 4.3656 46 0.081 2.0574 76 0.020 0.508
9/32 0.2812 7.1425 18 0.1695 4.3053 47 0.0785 1.9939 77 0.018 0.4572
K 0.281 7.1374 19 0.166 4.2164 5/64 0.0781 1.9844 1/64 0.0156 0.3969
J 0.277 7.0358 20 0.161 4.0894 48 0.076 1.9304 78 0.016 0.4064
I 0.272 6.9088 21 0.159 4.0386 49 0.073 1.8542 79 0.0145 0.3683
H 0.266 6.7564 22 0.157 3.9878 50 0.070 1.778 80 0.0135 0.3429
17/64 0.2656 6.7462
DRILL SIZES AVAILABLE

Drill may be obtained in regular sizes to a 4 inch diameter, and increase in 64ths of an
inch. The regular metric drills vary from 2 to 76mm and increase in 0.5mm variations.
91-00-00
Page 10
5B16
PIPER AIRCRAFT
PA-34-220T
LIST OF CONSUMABLE MATERIALS.
A list of materials used in the maintenance and repair of the aircraft are included in the following Chart
9106. A list of the vendors and their addresses is included at the rear of the chart.
CHART 9106. LIST OF CONSUMABLE MATERIALS
MATERIAL SPECIFICATION PRODUCT VENDOR
Fuel, Engine (See Note l) 100 octane green / blue
Oil, Engine MIL-L-6082 or

MIL-L-2285 1
(See Note 3)
Corrosion Preventive MIL-C-6529 Type II

Compound and Broken Per latest revision
Oil Lycoming Service Letter
L121
Lubricating Oil MIL-L-7870

(General Purpose
Low Temperature)
Oil Filter
Air Filter
Dry Lubricant #MS-122 (Purch.)
Lubricating Oil Aero Lubriplate or Fiske Bros. Refining Co.

Mag 1 (Purch.) 129 Lockwood St.
Newark, N.J. 07105
(201)-589-9150
Lubricating Grease MIL-L-7711 Regal AFB2 Texaco Inc.

(General Purpose 2000 Westchester Ave.
superseded by White Plains,N.Y. 10650
MIL-G-81322) (914)-253-4000
Aeroshell Grease No. 6 Shell Oil Co.

One Shell Plaza
Houston, TX 77002
(713)-220-6697
2242 International Lubricants Co.

New Orleans, La.
Lubricating Grease MIL-G-81322 Mobilgrease 28 Mobil Oil Corp.

(High Temperature) (See Note 2) 150 E. 42nd St.
New York, NY 10017
(212) 883-4242
91-00-00
Page 11
5B17
PIPER AIRCRAFT
PA-34-220T
CHART 9106. LIST OF CONSUMABLE MATERIALS (continued)
Lubricating Grease Aeroshell No. 22 Shell Oil Co.

(High Temperature) One Shell Plaza
cont) Houston, Texas 77002
(713)-220-6697
Lubricating Grease MIL-G-23827 Supermil Grease No. American Oil Co.

Aircraft and Instru-- (See Note 2) A72832 910 South Michigan Ave.
ment. Low and High Chicago, Ill. 60680
Temperature)
Royco 27A Royal Lubricants Co.

River Road
Hanover, N.J. 07936
(201)-887-3100
Shell 6249 Grease Shell Oil Co.

One Shell Plaza
Houston, Texas 77002
(713)-220-6697
Lubricating Grease Texaco Marfak

(All Purpose) All Purpose Grease or
Mobil Mobilgrease 77
or Mobilux EP2)
Grease or Shell Alvania
EP Grease 2
Hydraulic Fluid MIL-H-5606 Brayco 756D Bray Oil Co.

Univis - 40 1925 Marianna Ave.
Los Angeles, Cal. 98103
(213)-268-6171
TL-5874 Texaco Inc.

2000 Westchester Ave.
White Plains, N.Y. 10650
(914)-253-4000
PED 3565 Standard Oil Co. of

California, 225 Bush St.
San Francisco, CA 94104
(415)-894-7700
Sealer PR 1321 B1/2 Products Research Co.

2919 Empire Avenue
Burbank, Cal. 91504
(213)-849-3992
91-00-00
Page 12
5B18
PIPER AIRCRAFT
PA-34-220T
Solvent PD680
Toluol TT-T-548
Buffing and Rubbing Automotive Type Dupont Company

Compounds DuPont #7 Finishes Division
DuPont Bldg.
Wilmington, Del. 19898
(302)-774-1000
Ram Chemical #69 x 1 Ram Chemicals

210 E. Alondra Blvd.
Gardena, CA 90248
(213)-321-0710
Mirro Glaze #1 Mirro Bright Polish Co.,Inc.

Irvine Industrial Complex
P.O. Box 17177
Irvine, CA. 92173
(714)-557-9200
Cleaners Fantastic Spray Local Suppliers

Perchlorethylene
VM&P Naphtha
(Lighter Fluid)
ABS-Solvent Methylethyl Ketone Local Suppliers

Cements Methylene Chloride
Acetone
Epoxy Patching Solarite #400 Solar Compounds Corp.

Compound 1201 W. Blanke St.
P.O. Box 227
Linden, N.J. 07036
(201)-862-2813
Hot Melt Adhesives Stick Form l/2 in. dia. Sears Roebuck & Co. or
Polyamids and Hot 3 in. long Most Hardware Stores
Melt Gun
Sealant PR307 Piper Aircraft Corp.
Tapes, Vinyl Foam l/8 in. x 1 in. Norton Tape Division

510 Series, Type II Dept . 6610
Troy, NY 12181
(518)-273-0100
91-00-00
Page 13
5B19
PIPER AIRCRAFT
PA-34-220T
Black Vinyl Plastic 2 in. x 9 mil. and or Norton Tape Division

11/7 in. x 9 mil. Dept. 6610
Troy, NY 12181
(518)-273-0100
Vinyl Foam 1 in. x l/8 in. Same as above.

530 Series, Type I
Teflon Tape .003” x .5” wide Minnesota Mining and Mfg.

3M Center
St. Paul, Minnesota 55144
(612)-733-1110
Shamban W.S. and Co.

1857 Centinela Ave.
Santa Monica, CA90404
(213)-397-2195
.003 x .25 wide Johnson and Johnson Inc.

Permacel Div.
501 George Street
New Brunswick, N.J. 08903
(201)-524-0400
Leak Detector Solution MIL-L-25567C Alpha 73 U.S. Gulf Corp.

For Oxygen P.O. Box 233
Oxygen Leak Detector Stoneybrook, N.Y.11790
Type 1 (212)-683-9221
Leak Tec #16-OX American Gas and

Chemical Co. Ltd.
220 Pegasus Avenue
Northvale, N.J. 07647
(201)-767-7300
Neoprene Rubber PMS-C1002-S Scotch Grip 2210 Minnesota Mining and

Mfg.; 3M Center
St. Paul, Minnesota55144
(612)-733-1110
Contact Adhesive Delta Laboratories, Inc.

B10161 P.O. Box 1650
Ocala, FL 32670
(904)-629-8101
91-00-00
Page 14
5B20
PIPER AIRCRAFT
PA-34-220T
Rain Repellent FSCM 50159 Repcon Unelko Corporation

727 E. 1l0th Street
Chicago, Illinois 60628
Tube Fitting Swageloc Fitting Crawford Fitting Co.

29500 Solon Road
Solon, Ohio 44139
(216)-248-4600
— NOTE —
1. If 100 octane (green)fuel is not available, use 100 octane low lead (blue) fuel
2. Precautions should be taken when using MIL-G-23827 and MIL-G-81322, since these greases contain
chemicals harmful to painted surfaces.
3. Refer to the latest revision of Lycoming Service Instruction No. 1014 for Lubricating Recommendations.
91-00-00
Page 15
5B21
PIPER AIRCRAFT
PA-34-220T
CHART 9107. ELECTRICAL WIRE CODING
P7A 20
CIRCUIT FUNCTION LETTER
WIRE NUMBER
WIRE SEGMENT LETTER
WIRE GAUGE
P7A
CIRCUIT FUNCTION CIRCUITS

LETTER
A AUTOPILOT
C CONTROL SURFACE
F FLIGHT INSTRUMENT
G LANDING GEAR
H HEATER - VENTILATING & DEICING
L LIGHTING
P POWER
Q FUEL, OIL & ENGINE INSTRUMENT
RP RADIO POWER
RZ RADIO AUDIO
J IGNITION
W WARNING
K STARTER
91-00-00
Page 16
5B22
PIPER AIRCRAFT
PA-34-220T
CHART 9108. ELECTRICAL SYMBOLS (Sheet 1 of 2)
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
VARIABLE
4
RESISTOR
DISCONNECT
TRANSISTORS
TRANSDUCER TRANSFORMERS
GENERAL PNP TYPE NPN TYPE
THERMAL ELEMENT COILS

(TRANSDUCER)
SINGLE PHASE
(3) WINDING NON SATURATING
GENERAL GENERAL ADJUSTABLE
W/CORE
91-00-00
Page 17
5B23
PIPER AIRCRAFT
PA-34-220T
CHART 9108. ELECTRICAL SYMBOLS (Sheet 2 of 2)
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
91-00-00
Page 18
5B24
PIPER AIRCRAFT
PA-34-220T
GRID 5C1
5C1
PIPER AIRCRAFT
PA-34-220T
GRID 5C2
5C2
PIPER AIRCRAFT
PA-34-220T
WIRING DIAGRAM INDEX GUIDE
FIGURE NO. SCHEMATIC GRID NO.
ANNUNCIATOR SYSTEMS
Annunciator
91-1 Seneca III (14 Volt System) 5C11

91-2 Seneca III (28 Volt System, includes s/n 3448001 thru 3448037) 5C12
91-3 Seneca IV 5C14
Baggage Door Annunciation
91-4 Seneca IV 5C17
CONTROL SYSTEMS
Electric Flaps
91-6 Seneca IV 5C19
DE-ICE SYSTEMS
Pitot Heat and Stall Warning
91-7 Seneca III (14 Volt System) 5C20

91-9 Seneca IV 5C22
Propeller De-ice
91-10 Two-blade 5C23

91-11 Three-blade 5C24
Surface De-ice
91-12 Seneca III (14 Volt System) 5D1

91-13 Seneca III (28 Volt System, includes s/n 3448001 thru 3448037) 5D2
91-14 Seneca IV 5D3
Windshield Heat
91-15 All models 5D4
91-10-00
Page - 1
5C3 Reissued: November 29, 1993
PIPER AIRCRAFT
PA-34-220T
WIRING DIAGRAM INDEX GUIDE (continued)
ELECTRICAL POWER SYSTEMS
Alternator Power
(Seneca III see Power Distribution schematic)
91-16 Seneca IV 5D5
Avionics

Battery Master / External Power

91-19 Seneca IV 5D8
Ground Clearance

91-21 Seneca III (28 Volt System, includes s/n 3448001 thru 3448037) 5D10
91-22 Seneca IV 5D11
Power Distribution
(Seneca IV see Alternator Power schematic)

Radio Master
91-10-00
Page - 2
PIPER AIRCRAFT
PA-34-220T
ENGINE SYSTEMS
Magnetos
91-26 Seneca III 5D17

Starter and Accessories

ENVIRONMENTAL SYSTEMS
Air conditioning

Heating and Defrosting

91-32 Seneca III (28 Volt System, includes s/n 3448001 thru 3448037) 5E1
91-33 Seneca IV 5E2
Ventilation - Fresh Air
91-34 Seneca III (14 Volt System) 5E3

91-36 Seneca IV 5E4
FUEL SYSTEMS
Fuel Pumps

91-39 Seneca IV (Left Pump) 5E7
91-40 Seneca IV (Right Pump) 5E8
91-10-00
Page - 3
PIPER AIRCRAFT
PA-34-220T
INDICATORS
Ammeter / Low Voltage Monitor
91-41 Seneca IV 5E9
Clock

91-44 Seneca IV 5E12
Engine Gauges

Fuel Quantity
(Seneca III see Engine Gauges schematic)
Hour Meter

Tachometer
(Seneca III see Engine Gauges schematic)
Turn and Bank

91-10-00
Page - 4
PIPER AIRCRAFT
PA-34-220T
LANDING GEAR SYSTEMS
Landing Gear Control and Warning

LIGHTING SYSTEMS - EXTERNAL
Anti-Collision Lights
(Seneca IV see Navigation Lights schematic)
91-59 Seneca III (14 Volt System) 5F1

91-60 Seneca III (28 Volt System, includes s/n 3448001 thru 3448037) 5F2
Landing / Taxi Lights

91-63 Seneca IV 5F4
Navigation Lights

91-66 Seneca IV 5F7
Recognition Lights

91-69 Seneca IV 5F9
Flood Lights - Tail
91-70 All models 5F10
Wing Ice Light
91-71 All Models 5F10
91-10-00
Page - 5
PIPER AIRCRAFT
PA-34-220T
LIGHTING SYSTEMS - INTERNAL

(See also Annunciator schematics)
Avionics Lights Dimming

(Seneca III see Flight Instruments / Avionics Lights schematic)
91-72 Seneca IV 5F11
Baggage Compartment Light

Cabin Lights
(Seneca IV see Courtesy Lights schematic)

Courtesy Lights

Flight Instruments / Avionics Lights

Instrument Panel Post Lights
Overhead Flood Lights

91-10-00
Page - 6
PIPER AIRCRAFT
PA-34-220T
LIGHTING SYSTEMS - INTERNAL (continued)
Switch Lights Dimming

(Seneca III see Flight Instruments / Avionics Lights schematic)
PROPELLERS
Propeller Synchrophaser
91-88 Seneca III (14 Volt System, includes s/n 34-8133002 thru
34-8133172) 5F23
91-89 Seneca III (14 Volt System, includes s/n 34-8133001, 34-8133173
thru 34-8633031, 3433001 thru 3433208) 5F24
91-90 Seneca III (28 Volt System) 5G1
WARNING SYSTEMS
(See also Annunciator schematic)
Stall Warning
(Seneca IV see Pitot and Stall Warning Schematic)
91-91 Seneca III (14 Volt System) 5G2

91-92 Seneca III (28 Volt System, includes s/n 3448001 thru 3448037) 5G3
Emergency Locator Transmitter (ELT)
91-93 ELT-10 5G4

91-94 ELT-910 (14 Volt System) 5G5
91-95 ELT-910 (28 Volt System) 5G6
91-10-00
Page - 7
PIPER AIRCRAFT
PA-34-220T
GRID 5C10
5C10
ANNUNCIATOR TO MANIFOLD
PANEL PRESSURE GAUGE
W1A 20 1 2 3 4
W9A 20
5 AMP
W10A 20
W5B Q4B
W8A 20
W7B Q6B
W1A 20
W1B 20
RIGHT GYRO RIGHT OIL LEFT GYRO
PRESS. SW. PRESS. SW. LEFT OIL
W5A 20 W4A 20 PRESS. SW. PRESS. SW.
Figure 91-1. Annunciator - Seneca III (14 Volt System)
W7A 20 W6A 20

Q4J Q4JR Q4JL Q4J
T0 R. FUEL T0 L. FUEL
PUMP CIRCUIT Q4MR 18 Q4ML 18 PUMP CIRCUIT
Q4KA Q4KR Q4KL Q4KA
PIPER AIRCRAFT
Q4NR 18 Q4NL 18
PA-34-220T
5C11
TO R. FUEL PUMP SW. Q4LR 18 Q4LL 18 TO L. FUEL PUMP SW.
TO AIR COND
W3B
F20J25R
AC9C 20 X AC9C CIRCUIT
SEE ALTERNATOR
FIELD CIRCUIT W3C
TO GEAR CKT. DIODE
W2B G3K 20 FLASHER ASSY.
F20J25R
TO OPTIONAL W3B
BAGGAGE DOOR W11A 20
ANNUNCIATION H7A 16 H7B TO HEATER
CIRCUIT
9 10 18 23 16 14 13 5 7 6 20 15 8 21 22 24 17 19 4 3 2 1 12 11
ANNUNCIATOR PANEL
REMOTE BOX ASSEMBLY
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
OVER OIL HEATER ALT GEAR OVER

BOOST OVERHEAT UNSAFE BOOST
AUX A/C AUX
GYRO BAGGAGE GYRO
FUEL DOOR FUEL
AIR DOOR AIR ON
ON OPEN
ANNUNCIATOR PANEL ASSEMBY

91-10-00
Page 1
ANNUNCIATOR
PANEL
TO MANIFOLD
PRESSURE GAUGE
W6B L. GYRO 1 2 3 4
R. GYRO
5A PRESS. PRESS.
W7B SW. SW.
LEFT RIGHT W10A
OIL OIL
PRESS. PRESS. TO R. FUEL
SW. SW. PUMP CKT.
W1C
W1A TO R. FUEL
PUMP SW. Q4LR QAK4
Q4J
W8A
TO ALT.

W4B W5B
FLD. CKT.
Q4KR
(Includes s/n 3448001 thru 3448037)
PRESS Q4JR W9A

TO
PIPER AIRCRAFT
TEST
PA-34-220T
(Sheet 1 of 2)
W7A W4A
5C12
Q4NR W5A W1B

W1D
W1G Q4MR W6A
W1E W3B
TO
BAGGAGE
DOOR
ANNUN. W2B
TO PIN
3, PAGE
2 OF 2
P301 1 2
W11A W1F
TO PIN 13,
SHEET 2 OF 2
P302 2 4 5 6 7 8 9 10
P303 4 2 3 1 5 6 7 8 9 11 12 13 TO LOW
TO L. AUX
FUEL ON BUS
VOLTAGE
ANNUN.
+ _ + + _ + + _ + + _ + + _ + + _ + + _ + + _ +
BAGG ALT R. AUX OIL L VAC R VAC LEFT RIGHT

DOOR FUEL ON PRESS LOW LOW OVERBOOST OVERBOOST
91-10-00
Page 2
Q4J
TO L. FUEL
PUMP CKT.
Q4KA
TO L. FUEL
PUMP SW.
SEE A/C
CIRCUIT
TO GEAR
CIRCUIT
TO HEATER

CIRCUIT
Q4KL
LSTE2
TO STARTER
Q4JL CIRCUIT (OPTION)
RSTE2
AC9C TO LOW VOLTAGE
PIPER AIRCRAFT
H7B MONITOR (OPTION)
Q4LL
PA-34-220T
(Sheet 2 of 2)
TO FLAP
G3K CIRCUIT
5C13
Q4ML
P13B
H7A
Q4NL EF16B
TO PIN 2
SHEET 1 OF 2
P301 3 7 4 5 6 8
TO PIN 10
SHEET 1 OF 2
TO RIGHT
OVERBOOST P302 13
ANNUN.
P303 10 16 17 18 19 20 21 22 23 24
TO R. AUX
FUEL ON
ANNUN.
+ _ + + _ + + _ + + _ + + _ + + _ + + _ +
L. AUX A/C DOOR GEAR HEATER STARTER LOW BUS FLAP IN

FUEL ON OPEN WARN OVERTEMP ENGAGE VOLTAGE TRANSIT
91-10-00
Page 3
PIPER AIRCRAFT
PA-34-220T
Figure 91-3. Annunciator - Seneca IV

(Sheet 1 of 3)
91-10-00
Page 4
PIPER AIRCRAFT
PA-34-220T

(Sheet 2 of 3)
91-10-00
Page 5
PIPER AIRCRAFT
PA-34-220T

(Sheet 3 of 3)
91-10-00
Page 6
PIPER AIRCRAFT
PA-34-220T
Figure 91-4. Baggage Door Annunciation - Seneca IV
91-10-00
Page 7
PIPER AIRCRAFT
PA-34-220T
MAIN EF12-18
BUS EF6-18 EF8-18
A3 A1
BLACK
K1
A4 A2
X2 X1
M ACTUATOR
FLAPS EF5-16 1 1 EF5A-18 CR1 CR3
15A
EF7-22 RED
EF16A-22
EF8-22
STARTER 2 2
& 10A
FLAP EF4-14 EF11-18
CONTROL
EF2-18
EF15-22
A3 A1
EF3-14 K2
A4 A2
X2 X1
CR4
CR2
K1A-18
EF9-22
EF10-22
EF14A-22 3 3
3 2 1
F16B-22
EF14-20
EF20-22
NC
STARTER
SWITCH
EF21-22 S1 NO
FLAP TO
SWITCH ANNUNCIATOR
NC
K1BR
EF19-22
K1BL
NO
S2
Figure 91-5. Electric Flaps - Seneca III (28 Volt System)

91-10-00
Page 8
PIPER AIRCRAFT
PA-34-220T
Figure 91-6. Electric Flaps - Seneca IV
91-10-00
Page 9
PIPER AIRCRAFT
PA-34-220T
MAIN
BUS PITOT TUBE
PITOT S6
HEAT H2A 16 H2B 16 H2C 16
15 A
STALL WARNING
HEATER OUTBOARD
STALL H1A 16
WARN 15 A
H11B 16 H11E 16 F1DA
H11C 16 3-WAY SPLICE
LEFT WING ROOT

H11D 16 F1DA
CONN PIN 8
STALL WARNING
HEATER INBOARD
Figure 91-7. Pitot Heat and Stall Warning - Seneca III (14 Volt System)
91-10-00
Page 10
PIPER AIRCRAFT
PA-34-220T
MAIN
BUS
PITOT TUBE
S6
PITOT H2A 16 H2B 16 H2C 16
HEAT 15 A
STALL WARNING
STALL HEATER OUTBOARD
WARN H11A 16
15 A H11E 16 F1DA
OPTIONAL
H11B 16
H11C 16
LEFT WING ROOT

CONN PIN 8 H11D 16 F1DA
STALL WARNING
HEATER INBOARD
NOTE: STALL WARN CB IS 15 AMP WITH COMPLETE DEICE

SYSTEM, WITHOUT COMPLETE DEICE SYSTEM, SEE
STALL WARNING SCHEMATIC.
Figure 91-8. Pitot Heat and Stall Warning - Seneca III (28 Volt System)
91-10-00
Page 11
PIPER AIRCRAFT
PA-34-220T
Figure 91-9. Pitot Heat and Stall Warning - Seneca IV
91-10-00
Page 12
PIPER AIRCRAFT
PA-34-220T
37700BY
39602AH
87281H LEFT ENGINE RIGHT ENGINE
SLIP RING ASSEMBLY

BRUSH BLOCK ASEMBLY
WING ROOT KNIFE

DISCONNECT
C C
B D5B D7B B
A D4B D6B A
D5A D7A
D4A D6A
TIMER WIRE
HARNESS
G F E D C B A D3A
TIMER
D2A
SHUNT
D8A D9A
SWITCH
TO INSTRUMENT LTS
LIGHT BUS
D1A A
AMMETER
25A
BUS BAR
Figure 91-10. Propeller De-icer (Two-blade)
91-10-00
Page 13
PIPER AIRCRAFT
PA-34-220T
37700BY
SLIP RING ASSEMBLY
39602AH
87281H
WING ROOT KNIFE RIGHT ENGINE

LEFT ENGINE DISCONNECT
B D4B D5B B
C C
D5A
D4A
TIMER WIRE
HARNESS
G F D B A
TIMER
D3A
D22A
SHUNT
SWITCH D9A
TO INSTRUMENT LTS D8A
LIGHT BUS
D23A
A
35A
AMMETER
BUS BAR
Figure 91-11. Propeller De-icer (Three-blade)
91-10-00
Page 14
PIPER AIRCRAFT
PA-34-220T
D27A D11D D11B D11C
MAIN LEFT CONTROL RIGHT CONTROL

BUS VALVE VALVE
SPST MOMENTARY
W/T D10A D25A BLUE
DEICE 10 A D25B GREEN
D10C
GND-C
VALVE TIME
LTS-B SOLENOID MODULE
N.C.
D24A D24B RED
17 P.S.I.
SEE LTS-A N.O. BLACK
NOTE 1 D26A
8 P.S.I.
2 DEFLATE D26B
1
3 VALVE ASSY.
PRESS TO TEST
GND-A
NOTE 1: TO DIMMER CONTROL ASSEMBLY
Figure 91-12. Surface De-ice - Seneca III (14 Volt System)
91-10-00
Page 15
5D1 Reissued: November 29, 1993
PIPER AIRCRAFT
PA-34-220T
D27A D11D D11B D11C
MAIN LEFT CONTROL RIGHT CONTROL

BUS VALVE VALVE
SPST MOMENTARY
W/T D10A D25A BLUE
DEICE 10 A D25B GREEN
D10C
SEE GND-C
VALVE TIME
NOTE 2
LTS-B SOLENOID MODULE
N.C.
D24A D24B RED
17 P.S.I.
SEE LTS-A N.O. BLACK
NOTE 1 D26A
8 P.S.I.
2 DEFLATE D26B
1
3 VALVE ASSY.
PRESS TO TEST
GND-A
NOTES:
1. TO DIMMER CONTROL ASSEMBLY
2. SURFACE DEICE ON 28 VOLT AIRCRAFT
Figure 91-13. Surface De-ice - Seneca III (28 Volt System)

91-10-00
Page 16
PIPER AIRCRAFT
PA-34-220T
Figure 91-14. Surface De-ice - Seneca IV
91-10-00
Page 17
PIPER AIRCRAFT
PA-34-220T
PLUG
RED PLUG
MAIN
BUS HEAT
SWITCH GLASS
ASSEMBLY PANEL
WSHLD
HEAT H16A 14 H16B 16
15 A
H16C 16
BLACK PLUG
Figure 91-15. Windshield Heat
91-10-00
Page 18
PIPER AIRCRAFT
PA-34-220T
Figure 91-16. Alternator Power - Seneca IV
91-10-00
Page 19
PIPER AIRCRAFT
PA-34-220T
ADF MARKER HF AUDIO

BEACON TRANSP DME COMM RADAR PANEL
1 2
AVIONICS BUS BAR
RBP4 PR3A
RP3 RP8 RP6 RP5 RP4
SEE ADF SEE MKR SEE TRANSP SEE DME SEE HF SEE RADAR SEE AUDIO RADIO AUX.
RADIO INSTL BCN INSTL INSTL INSTL COMM INSTL INSTL SYS INSTL MASTER AVIONICS
RELAY BUS SW
SPARE COMM NAV

1 2 1 2
AVIONICS BUS BAR
RP1 RP2
SEE COM/NAV RADIO INSTL
PITCH AUTO SLAVE

TRIM PILOT COMPASS
MAIN BUS
5A 5A 5A
KFC 20
C1A 20 A1A 20
SEE AUTOPILOT
INSTALLATION
SEE PITCH SEE AUTO KFC-200
TRIM INSTL PILOT INSTL
Figure 91-17. Avionics - Seneca III (14 Volt System)
91-10-00
Page 20
PIPER AIRCRAFT
PA-34-220T
Figure 91-18. Avionics - Seneca III (28 Volt System)
91-10-00
Page 21
PIPER AIRCRAFT
PA-34-220T
Figure 91-19. Battery Master / External Power - Seneca IV
91-10-00
Page 22
PIPER AIRCRAFT
PA-34-220T
RP1A 16 TO COMM #1 CIRCUIT BREAKER

1
COMM 10 AMP
RP1 RP1 16
#1 7 GC1 16 GC1C 16 GC1B16 GC1A 16
4 F1
3
9 RP7A 20 TO AUDIO PANEL CIRCUIT BREAKER
AUDIO RP7 RP7 20
PANEL
5 AMP
6
GC2 20 GC2C 20 GC2B 20 GC2A 20
F2
AIRPLANE
BATTERY
K101 P1D P1C
MASTER
GROUND CLEARANCE SWITCH RELAY
PUSH ON — PUSH OFF K1
Figure 91-20. Ground Clearance Switch - Seneca III (14 Volt System)
91-10-00
Page 23
PIPER AIRCRAFT
PA-34-220T
BATTERY
BUS
RP3B 18 TO COMM #1 CIRCUIT BREAKER
COMM 5 AMP
PWR RP3A 18
#1 GC1D 18 GC1C 18 GC1B 18
COMM
5 AMP
RP4B 22 TO AUDIO PANEL CIRCUIT BREAKER
AUDIO PWR RP4A 22
PANEL 5 AMP
SPEAKER
GC2D 22 GC2C 22 GC2B 22 AMP
F2
GC2E 22 1 1 GC2H 22
GC2G 22 3 3 GC2K 22
GC2F 22 2 2 GC2J 22
GC2L 22
PUSH ON
PUSH OFF
Figure 91-21. Ground Clearance Switch - Seneca III (28 Volt System)
91-10-00
5D10 Page 24
PIPER AIRCRAFT
PA-34-220T
Figure 91-22. Ground Clearance Switch - Seneca IV
91-10-00
Page 25
PIPER AIRCRAFT
PA-34-220T
STARTER &
ACCSY.
10A
PR 3B
EXTERNAL POWER AUX
AVIONICS
K4 K1 BUS SW.
P1C AN4
PR3A
H1A 18 TO
1 AMP
AVIONICS
BUS
CIGAR RBP7 10 P1D AN4

LIGHTER
P1E 4 P1B 4 P3A 20
A3 A4
K1A 18
P3A 20
PR2A 20
MASTER
RBP4 10 SWITCH
P9A 14 X1
SHUNT
X2 P3B 20
TO
P8A 14 RBP6 20 AVIONICS
BUS
OFF
RBP6 20 RADIO
P1G 4
MASTER
P9B 14 P9B 14 SWITCH
TO ON
ALTERNATORS
(SEE SHEET 2)
STARTER
SWITCH
P1HL 6 P1GL 6 TO ALTERNATORS.

(SEE SHEET 2)
TO ALTERNATORS.
P1HR 6 P1GR 6
(SEE SHEET 2)
LEFT RIGHT
STARTER STARTER
ENGAGE LSTE2 20 P1F ENGAGE
RSTE1 20
LSTE1 20
RSTE1 20
5
P
AM
C.A.A. OPTION AM C.A.A. OPTION

P
L R
STARTER K2AL AN4 K2AR AN4 STARTER
K2B AN4
K2 K3 K2B AN4
K1BL 18 K1BL 18
K1BR 18 K1BR 18
Figure 91-23. Power Distribution - Seneca III (14 Volt System)

(Sheet 1 of 2)
91-10-00
Page 26
PIPER AIRCRAFT
PA-34-220T
ALTERNATOR FIELD
L R
5A 5A
PAR 18
P2AL 18 P2AR 18
G P P G
LEFT L. H. R. H. RIGHT
ALTERNATOR VOLTAGE VOLTAGE ALTERNATOR
SWITCH REGULATOR REGULATOR SWITCH
B F F B
P2BL 18 P2BR 18
P2EL 18
P2DL 18 P2DR 18
P2ER 18
P2CL 18 P2CR 18
OVER OVER
VOLTAGE VOLTAGE
RELAY RELAY
P2FL 18
P2FR 18
SHUNT SHUNT
P1AL 6 P1AR 6
- + + -
RED RED
P7AL 14 P4AR 14
P6AL 14 P5AR 14
F1 F1
AUX F2 F2 AUX
5 AMP 5 AMP 5 AMP 5 AMP
TO L3EA SEE
P1GL 6 INSTR PNL LIGHTS
P4BR 14
P7BL 14 P5BR 14
P6BL 14
- + RIGHT ALT.
LEFT ALT.
MONITOR MONITOR P1GR 6
SWITCH AMMETER P4CR 20 SWITCH
5 5 20
TO P8B 14 ON 3 3 20 P6CL 20 20
START CIRCUIT P7CL 20
(SHEET 1)
6 6 20
4 4 P5CR 20 20
TO P9B 14 ON 20
START CIRCUIT
(SHEET 1) 2 2
1 1
SEE P1GR 6 ON
SEE P1GL 6 ON STARTER CIRCUIT
STARTER CIRCUIT (SHEET 1) (SHEET 1)
TO ANNUNCIATOR
W2A W2B PANEL CIRCUIT W3B W3A
5 AMP 5 AMP

(Sheet 2 of 2)
91-10-00
Page 27
PIPER AIRCRAFT
PA-34-220T
STARTER & AVIONICS AVIONICS

FLAP CONT. BATTERY NO. 1 NO. 2
10A 60A TO BATTERY 25A 25A

BUS
EXTERNAL POWER
K4 K1
P10J P10G P10A
P10L
RP2A 10
H1A
P10M
P3C 20
P10B
P3A 20
P10K
P10D MASTER TO HYD
RP1A 10
SWITCH PUMP
P10N
CIGAR P3B 20
LIGHTER
K1A 18
A3 A3 A4
A4
5 AMP
RP1B 10 RP2B 10
SHUNT
X1 X1
5 AMP TO
TO X2 AVIONICS
X2 AVIONICS BUS NO. 2
BUS NO. 1
BATTERY RP1C 20 RP2C 20
80A
BUS
RP1E
RP2D 20
RP1D 20
RP2E L3R
P10C 1 3 4 2 5
EF14 20 P10E RP2F RP2G

STARTER
SWITCH 3 P10F OFF RP1G
RP1F
3 P9A ON L3S
EF14A 22 P8A OFF
TO ALTERNATORS. ON
(SEE SHEET 2)
RADIO POWER SWITCH TO ALTERNATORS
(SEE SHEET 2)
TO ANNUNCIATOR TO ANNUNCIATOR
PANEL LSTE1 20 RSTE1 PANEL
5
P
AM
C.A.A. OPTION AM C.A.A. OPTION

P
L R
STARTER K2AL AN4 K2AR AN4 STARTER
K2B AN4
K2 K3 K2B AN4
K1BL 20 K1CL 20
K1BR 20 K1CR 20
P1 3
J1 3
EF19 22 TO FLAP
SWITCH

(Sheet 1 of 2)
91-10-00
Page 28
PIPER AIRCRAFT
PA-34-220T
ALTERNATOR FIELD
L R
L R
ALT ALT
70A 5A 5A 70A
P11C P12C
P11D P11E P12D P12E
P12B
P11B
P11F P11G P12F P12G
GRN GRN
LAV RED LAV RED
L. H. R. H.
GRY VOLTAGE BLK VOLTAGE BLK
REGULATOR REGULATOR
YEL
P11K GRY YEL
BLU BRN BLU
ORG BRN
ORG
P12K
P12H
SHUNT P11A 6 P11H P12J P12A 6 SHUNT
- + + -
P11J
P11N P12N 5 AMP

5 AMP + + 5 AMP
P12P
W2B 5 AMP F2 P11P F2
W3B AUX
AUX
2 1 1 2
TO ANNUNC. F1 F1
PANEL
SEE L3R ON
P11L P11M START CIRCUIT
(SHEET 1)
TO INSTR
PNL LIGHTS L3A
P12M
TO P10F ON - + RIGHT ALT. P12L

LEFT ALT. AMMETER
START CIRCUIT P7A MONITOR MONITOR
(SHEET 1)
SWITCH P4CR 20 SWITCH
P8A 5 5 20
3 3 20 P6CL 20 20
P9A P7CL 20
6 6 20
4 4 P5CR 20 20
20
TO P10E ON 2 2
START CIRCUIT 1 1
(SHEET 1)
P4A
P5A

(Sheet 2 of 2)
91-10-00
Page 29
PIPER AIRCRAFT
PA-34-220T
Figure 91-25. Radio Master Switch - Seneca IV
91-10-00
Page 30
PIPER AIRCRAFT
PA-34-220T
LEFT ENGINE RIGHT ENGINE

LEFT RIGHT LEFT RIGHT
MAGNETO MAGNETO MAGNETO MAGNETO
J2AL 16 J1AL 16 J2AR 16 J1AR 16
J2BL 16 J1BL 16 J2BR 16 J2BR 16
OFF OFF OFF OFF

J3A 18 J3B 18 J3C 18
J3D 18
Figure 91-26. Magnetos - Seneca III
91-10-00
Page 31
PIPER AIRCRAFT
PA-34-220T
Figure 91-27. Magnetos - Seneca IV
91-10-00
Page 32
PIPER AIRCRAFT
PA-34-220T
Figure 91-28. Starter and Accessories - Seneca IV
91-10-00
Page 33
PIPER AIRCRAFT
PA-34-220T
BLOWER
BUS MOTOR NOTES:
1. SYSTEM SHOWN WITH POWER OFF, AIRPLANE ON

GROUND, A/C DOOR IN FULL CLOSED POSITION.
20A M
2. INDICATES PIN NUMBERS P2/J2 CONNECTOR.
3. INDICATES PIN NUMBER ON 3 PIN CONNECTOR
TO
AC1A 14 AC1S 18 ON
S1 SHEET 2
AC4B 14
HI AC3A 14
1
AC4A 14
FAN AC1P 14
OFF
AC1B 14
AIR COND.
AC1C 14 S2
LO
2
AC1D 14 AC1E 14
5 AMP
3 AC1N 14
AC10A 20 AC1F 14
5
BUS
AC8A 20 AC8B 20
5 AMP
TO
AC8H 18 P1, PIN 2
AC8C 20 PAGE 2 OF 2
2
1
GND
CR2 1 AIR COND.
3
NC SQUAT SW.
C
AC8D 20 AC1J 14 AC1K14
NO S3
9
4 FLIGHT
7
AC7D 14 AC2B 14
5 PRESS.
SWITCH
S8
AC10B 20 3
AC7E 14
AC2C14
THERMOSTAT
SWITCH 2
S9
TO
AC2E 18 ON
SHEET 2
AC7F 14
8
AC7G 14
CR1
COMPRESSOR
AC7H 14 X CLUTCH
Figure 91-29. Air Conditioning - Seneca III (14 Volt System)

(Sheet 1 of 2)
91-10-00
Page 34
PIPER AIRCRAFT
PA-34-220T
S4
TO P2/J2,, PIN 1
C NO GROUND
AC1S 18 OPEN
ON SHEET 1 NC
AC1T 18
AC5A 20
470 ‰
S5 AC1W 20
NC
C GROUND
NO CLOSE
8
AC1U 20
P1 J1
1 BLACK
AC1V 20 A
2 4 7
S6
3 1
NC
4 C FLIGHT AC6A 20 M DOOR
NO CLOSE 6 9
MOTOR
AC8G 20 K2
AC9D 20 RED
AC11A 20
S7 AC6B 20
TO P2/J2,, C FLIGHT
NO
PIN 2 ON AC2E 18 OPEN
SHEET 1 NC AC2F 18
6
AC9C 20
TO ANNUNCIATOR
PANEL DOOR OPEN
LIGHT CIRCUIT

(Sheet 2 of 2)
91-10-00
Page 35
PIPER AIRCRAFT
PA-34-220T
BLOWER
BUS MOTOR NOTES:
1. SYSTEM SHOWN WITH POWER OFF, AIRPLANE ON

GROUND, A/C DOOR IN FULL CLOSED POSITION.
20A M
2. INDICATES PIN NUMBERS P2/J2 CONNECTOR.
3. INDICATES PIN NUMBER ON 3 PIN CONNECTOR
TO
AC1A 14 AC1S 18 ON
S1 SHEET 2
AC4B 14
HI AC3A 14
1
AC4A 14
FAN AC1P 14
OFF
AC1B 14
AIR COND.
AC1C 14 S2
LO F1
2
AC1D 14 AC1E 14
5 AMP
3 AC1N 14
AC10A 20 AC1F 14
F2 5
BUS
AC8A 20 AC8B 20
5 AMP
TO
AC8H 18 P1, PIN 2
AC8C 20 PAGE 2 OF 2
2
1
GND
CR2 1 AIR COND.
3
NC SQUAT SW.
C
AC8D 20 AC1J 14 AC1K14
NO S3
9
7 FLIGHT
4
AC7D 14
AC2B 14
PRESS.
5 SWITCH
S8
AC10B 20 3
AC7E 14
AC2C14
THERMOSTAT
SWITCH 2
S9
TO
AC2E 18 ON
SHEET 2
AC7F 14
8
AC7G 14
CR1
COMPRESSOR
AC7H 14 X CLUTCH

(Sheet 1 of 2)
91-10-00
5D22 Page 36
PIPER AIRCRAFT
PA-34-220T
S4
TO P2/J2,, PIN 1 C NO GROUND

ON SHEET 1 AC1S 18 OPEN
NC
AC1T 18
AC5A 20
S5 AC1W 20
NC
C GROUND
NO CLOSE
TO K1, PIN 2 8
ON SHEET 1 AC1U 20
P1 J1
CR3 CR5
1 BLACK
AC8H 18 AC1V 20 A
3 4 7
CR4 S6 CR6
4
NC 1
C FLIGHT
2 NO CLOSE AC6A 20 M DOOR
6 9
MOTOR
AC8G 20 K2
AC9D 20 RED
AC11A 20
S7 AC6B 20
TO P2/J2,, C
PIN 2 ON NO FLIGHT
AC2E 18 OPEN
PAGE 1 0F 2 NC AC2F 18
6
AC9C 20
TO ANNUNCIATOR
PANEL DOOR OPEN
LIGHT CIRCUIT

(Sheet 2 of 2)
91-10-00
5D23 Page 37
PIPER AIRCRAFT
PA-34-220T
HEATER
15A
SQUAT SWITCH
FLIGHT
H3A
H5A
GND
FAN
OFF
H4A
H4B H6A
HEAT
AIR VALVE SW.

DEFROST
SWITCH
H6B RNF M
VENT
BLOWER
H4C
H15A
6
5
TO
ANNUNCIATOR H7B 4
TERMINAL
PANEL HEATER UNIT

STRIP
H7A
DUCT
3
SW
H15B
H9A 2
RAM CYCLING
AIR SWITCH
1 SW.
X
RNF
M DEFROST
BLOWER H10A
RNF
OVER TEMP. FUEL

SWITCH VALVE
FUEL SHUT
PUMP OFF IGN.
BLOWER
M
Figure 91-31. Heating and Defrosting - Seneca III (14 Volt System)
91-10-00
Page 38
PIPER AIRCRAFT
PA-34-220T
HEATER
15A CB 323
(RIGHT
LANDING GEAR)
FLIGHT
H3A C NO
H5A H5A NC
H6A H6A
GND
FAN
H6A
H4A H4B
OFF
HEAT H4B
NC
H6A
NC
AIR VALVE SW.

DEFROST C C
SWITCH
H6B
H4C RNF M
VENT
BLOWER
H6B
H15A
6
H4C
5
TO
ANNUNCIATOR H7B 4
TERMINAL
PANEL HEATER UNIT

STRIP
H8A
DUCT
3
SW
H15B
H9A 2
RAM CYCLING
AIR SWITCH
1 SW.
X
RNF
M DEFROST
BLOWER H10A
RNF
OVER TEMP. FUEL

SWITCH VALVE
FUEL SHUT
PUMP OFF IGN.
BLOWER
M
Figure 91-32. Heating and Defrosting - Seneca III (28 Volt System)
91-10-00
Page 39
5E1
PIPER AIRCRAFT
PA-34-220T
Figure 91-33. Heating and Defrosting - Seneca IV
91-10-00
Page 40
5E2 Reissued: November 29, 1993
PIPER AIRCRAFT
PA-34-220T
B1A 16 FRESH AIR

15 A BLOWER
MAIN
BUS
AC26A 16
Figure 91-34. Ventilation - Fresh Air - Seneca III (14 Volt System)
VENT
B1A 16 BLWR
15 A
MAIN
BUS
LOW HIGH
AC26A 16
Figure 91-35. Ventilation - Fresh Air - Seneca III (28 Volt System)
91-10-00
Page 41
PIPER AIRCRAFT
PA-34-220T
Figure 91-36. Ventilation - Fresh Air - Seneca IV

91-10-00
Page 42
PIPER AIRCRAFT
PA-34-220T
FUEL PUMP
LEFT TO ANNUNCIATOR
PANEL
Q4LL
8A Q4KA
Q4AL
LEFT
PRIME
SWITCH Q4BL Q4BL
LO
LEFT
FUEL Q4B
PUMP Q4GL Q4GL Q4G
HI Q4EL 1
4 3
Q4EL Q4E
Q4FL
Q4J
Q4K 5
10 ‰
50 W
SEE INSET A
Q4HL Q4H
Q4M
Q4H Q4P Q4N

4
Q4R Q4C
C > 20 HG
INSET
A B PUMP
10W < 20 HG
OPTIONAL
MANIFOLD
DIVERTER VALVE PRESS. SW.
L & R FUEL PUMP
FUEL PUMP
RIGHT TO ANNUNCIATOR
PANEL
Q4LR
8A Q4KA
Q4AR
RIGHT Q4BR
PRIME RIGHT Q4BR
SWITCH FUEL LO
Q4B
PUMP
Q4GR Q4GR Q4G
HI 1
Q4ER
4 3
Q4ER Q4E
Q4FR Q4J
Q4K
5
10 ‰
50 W
SEE INSET A
Q4HR Q4H
Q4M
C > 20 HG Q4C
B < 20 HG PUMP
MANIFOLD
PRESS. SW.
Figure 91-37. Auxiliary Fuel Pumps - Seneca III (14 Volt System)
91-10-00
Page 43
PIPER AIRCRAFT
PA-34-220T
FUEL PUMP
LEFT TO ANNUNCIATOR
PANEL
Q4LL
7.5A Q4KA
Q4AL
LEFT HI
PRIME
SWITCH OFF
LEFT Q4BL Q4BL LOW
FUEL LO
PUMP Q4GL Q4GL Q4G Q4T
HI JUMPER
4
OFF Q4EL Q4EL Q4E MED
LO
Q4FL Q4J
5
Q4K
HIGH
Q4L
SEE INSET A
Q4HL Q4H
Q4M Q4C
Q4H Q4P Q4N

4
Q4R
C > 20 HG
INSET B
A PUMP
10W < 20 HG
OPTIONAL MANIFOLD
DIVERTER VALVE PRESS. SW.
L & R FUEL PUMP
FUEL PUMP
RIGHT TO ANNUNCIATOR
PANEL
Q4LR
7.5A Q4KA
Q4AR
RIGHT HI
PRIME
SWITCH OFF
RIGHT Q4BR Q4BR LOW
FUEL LO
PUMP Q4GR Q4GR Q4G Q4T
HI JUMPER
4
OFF Q4ER Q4ER Q4E MED
LO
Q4FR Q4J
5
Q4K
HIGH
Q4L
SEE INSET A
Q4HL Q4H
Q4M Q4C
C > 20 HG
B
PUMP
< 20 HG
MANIFOLD
PRESS. SW.
Figure 91-38. Auxiliary Fuel Pumps - Seneca III (28 Volt System)
91-10-00
5E6 Page 44
PIPER AIRCRAFT
PA-34-220T
Figure 91-39. Auxiliary Fuel Pump (Left) - Seneca IV
91-10-00
Page 45
PIPER AIRCRAFT
PA-34-220T
Figure 91-40. Auxiliary Fuel Pump (Right) - Seneca IV
91-10-00
Page 46
PIPER AIRCRAFT
PA-34-220T
Figure 91-41. Ammeter / Low Voltage Monitor - Seneca IV

(Sheet 1 of 2)
91-10-00
Page 47
PIPER AIRCRAFT
PA-34-220T
Figure 91-41. Ammeter / Low Voltage Monitor - Seneca IV

(Sheet 2 of 2)
91-10-00
Page 48
PIPER AIRCRAFT
PA-34-220T
TO OPTIONAL
COURTESY LIGHTS STARTER
SOLENOID
M1BR M1AR
5A
M2BR
TO HOUR METER
P1C AL-1
AL-1
M2CL P1D
M2CL
SPLICE
LEFT RED
CLOCK
RIGHT
CLOCK
WHITE
P1 BLACK
J1
SPLICE
L3E
SEE INSTRUMENT
PANEL LIGHTS
Figure 91-42. Clock - Seneca III (14 Volt System)
91-10-00
Page 49
PIPER AIRCRAFT
PA-34-220T
BATTERY
BUS CLOCK
CL1A CL1A
5A
Figure 91-43. Clock - Seneca III (28 Volt System, includes s/n 3448001 thru 3448037))
Figure 91-44. Clock - Seneca IV
91-10-00
Page 50
PIPER AIRCRAFT
PA-34-220T
39602AH ENGINE GAUGES
L R
5A 5A
Q1A 20
Q1D 20
T1A 20
Q1E 20
FUEL FUEL
QNTY Q2AL 20 Q2AR 20 QNTY Q1B 20
OIL Q2BL 20 Q2BR 20 OIL

TEMP TEMP
Q1F 20 Q1C 20
Q3AL 20 Q3AR 20
CYL. E E
CYL.
HEAD HEAD
TEMP TEMP
OB OB
Q5AL 20 Q5AR 20
F F
Q2C 20
Q2C 20
E E
IB IB
Q5BL 20 Q3BR 20
F F
Q3BL 20 Q5BR 20
ELEC. TACH. INDICATOR T2L T3L
12 VDC RED
F
LEFT ENGINE
SIGNAL WHITE TACHOMETER
H GENERATOR
GND BLACK
D
A
T2G
T1C 20 B
12 VDC RED
E
RIGHT ENGINE
SIGNAL WHITE TACHOMETER
G
GENERATOR
GND BLACK
C
T2R T3R
Figure 91-45. Engine Gauges - Seneca III (14 Volt System)
91-10-00
Page 51
PIPER AIRCRAFT
PA-34-220T
89421C
ENGINE GAUGES
L R
5A 5A
Q1A 20
Q1D 20
T1A 20
Q1E 20
FUEL FUEL
QNTY Q2AL 20 Q2AR 20 QNTY Q1B 20
OIL Q2BL 20 Q2BR 20 OIL

TEMP TEMP
Q1F 20 Q1C 20
Q3AL 20 Q3AR 20
CYL. E E
CYL.
HEAD HEAD
TEMP TEMP
OB OB
Q5AL 20 Q5AR 20
F F
Q2C 20
Q2C 20
E E
IB IB
Q5BL 20 Q3BR 20
F F
Q3BL 20 Q5BR 20
ELEC. TACH. INDICATOR T2L T3L
(+) WHT/ORG WHT/ORG RED

F
LEFT ENGINE
SIGNAL WHT/.BLU WHT/.BLU WHITE TACHOMETER
H GENERATOR
GND WHT WHT BLACK
D
A T2G T1C
B
(+) WHT/ORG WHT/ORG RED
E
RIGHT ENGINE
SIGNAL WHT/.BLU WHT/.BLU WHITE TACHOMETER
G
GENERATOR
GND WHT WHT BLACK
C
T2R T3R
Figure 91-46. Engine Gauges - Seneca III (28 Volt System)

91-10-00
Page 52
PIPER AIRCRAFT
PA-34-220T
Figure 91-47. Engine Gauges - Seneca IV
91-10-00
Page 53
PIPER AIRCRAFT
PA-34-220T
Figure 91-48. Fuel Quantity Gauges - Seneca IV
91-10-00
Page 54
PIPER AIRCRAFT
PA-34-220T
TO OPTIONAL MASTER
COURTESY LIGHTS CONTACTOR
M1AR
M1AR
5A AL-1
P1C
M1BR AL-1
P1D
M1CR
M1CR
PRESSURE
SWITCH
HOUR
METER
M1ER
M1DR
Figure 91-49. Hour Meter - Seneca III (14 Volt System)
91-10-00
Page 55
PIPER AIRCRAFT
PA-34-220T
BATTERY HOUR
BUS METER
M1BR M1CR M1DR M1ER

5A
OIL
PRESSURE
SWITCH
Figure 91-50. Hour Meter - Seneca III (28 Volt System)

Figure 91-51. Hour Meter - Seneca IV
91-10-00
Page 56
PIPER AIRCRAFT
PA-34-220T
Figure 91-52. Tachometer - Seneca IV
91-10-00
Page 57
PIPER AIRCRAFT
PA-34-220T
L
F2A 20 F2B 20
5A GND IND
TURN F2C 20
&
BANK
F3A 20 F2B 20
5A IND (OPTIONAL)
GND
R F2C 20
Figure 91-53. Turn and Bank Indicator - Seneca III (14 Volt System)
MAIN
BUS
TURN & F2A 20
BANK 1 5A IND
F2D
TURN &
BANK 2 F3A 20
IND (OPTIONAL)
5A
F3B
Figure 91-54. Turn and Bank Indicator - Seneca III (28 Volt System)
91-10-00
Page 58
PIPER AIRCRAFT
PA-34-220T
Figure 91-55. Turn and Bank Indicator - Seneca IV
91-10-00
Page 59
PIPER AIRCRAFT
PA-34-220T
LANDING GEAR WARNING

HYDRAULIC CONTROL & NAV
PUMP WARNING LIGHTS
25A 5A 10A
G2L 20 G1A 18
L1A 18
G1A 18
G2B 20 G2B 20
X 3 2
G2BA 20
HYD G1E 20
G1H 20
PRESS G2L 20
SW AIR
G3CA 20 G2F 20 C
NO C NOT NOSE
X
G6A 10 X NC
UP UP
GEAR
GND G1B 20 NC NO
C
G3C 20 G1H 20
LOCKED NOT
G3JA 20 X DOWN LOCKED
NO NC
G3C 20 G2D 20 G1B 20
C G2C 20 C
X X TERM 1 NOT LEFT NOT RIGHT
UP UP GEAR UP GEAR
G1G 20 UP
G3C 20 NC NO C NC NO C
K5 G3C 20 X LOCKED NOT LOCKED NOT
G2E 20 DOWN LOCKED DOWN LOCKED
NO NC X G2J˚20 NO NC
G1C 20 G1J˚20
BLACK G3A 20
BLUE X G2A 20 G1F 20 X
G1C 20 X G2C 20
G2H˚20 G1J˚20
G2A 20 G1G 20
TERM 6
G6B10
G1D 20
G1K˚20
G3J 20
G3F 20
K6 G G2M 20 G G
GREEN G4A 20
G2K˚20
G2G 20
G3E 20 G2T˚20
G3F 20
4 5
G2N 20
G3G 20
DN UP DN UP
G1L 20
GEAR G4A 20
SELECT
SW
THROTTLE
SWITCH R. H. THROTTLE G1M 20
C C SWITCH L. H.
G2S 20
NO OPEN
NO
NC
NC
G3H 20 G4B 20 POSITION

LIGHTS
BLK RED
G1N 20
TO ANNUNCIATOR PANEL TO
G3K 20 FLASHER POSITION
GEAR UNSAFE LIGHT
LIGHTS
HORN
G4C 20
39602AH
Figure 91-56. Landing Gear Control and Warning - Seneca III (14 Volt System)
91-10-00
Page 60
PIPER AIRCRAFT
PA-34-220T
LANDING GEAR WARNING

HYDRAULIC CONTROL & NAV
PUMP WARNING LIGHTS
25A 5A 10A
G2L 20 G1A 20
L1A 18
G1T 20
G3B 20 G1S 20
X 3 2
HYD
PRESS G3BA 20
G1E 20
SW G1H 20
G1R 20
AIR
G3CA 20 G2F 20 C
NO C NOT NOSE
X
G6A 12 X NC
UP UP
GEAR
GND G1B 20 NC NO
C
G3C 20 G1H 20
LOCKED NOT
G3JA 20 X DOWN LOCKED
NO NC
G3L 20 G2D 20 G1B 20
C C
X X TERM 1 NOT
UP UP
LEFT
GEAR
G1G 20 NOT
UP UP
RIGHT
GEAR
G3M 20 NC NO C NC NO C
K5 G3N 20 X LOCKED NOT LOCKED NOT
G2E 20 DOWN LOCKED G2G 20 X DOWN LOCKED
NO NC G2J 20 NC
NO
X G1C 20 G1Q 20 G1J˚20

G3A 20
BLACK X G2A 20 G1F 20 X G2C 20
X G1C 20 X G2H 20 G1J˚20 X
G2A 20
TERM 6
BUS G1P 20
G1D 20
G1K˚20
BLUE G3J 20 G2M 20

G3Q 20
K6
GREEN G LEFT NOSE G RIGHT G
X G4D 20
G2K˚20
G2C 20
G3E 20 G2T˚20
G2P 20
4 5
G3P 20 G3D 20
G2N 20
G2Q 20
G3F 20 G3G 20 G1L 20
DN UP DN UP
G2R 20
GEAR G4A 20
SELECT
SW
THROTTLE
SWITCH R. H. THROTTLE
C C SWITCH L. H.
G2S 20
NO OPEN
NO
NC
NC
G3H 20 270 ‰
POSITION
2W LIGHTS
G4B 20 G1N 20
BLK RED
TO
POSITION
LIGHTS
HORN
TO ANNUNCIATOR PANEL
GEAR UNSAFE LIGHT G3K 20
G4C 20
89421C
Figure 91-57. Landing Gear Control and Warning - Seneca III (28 Volt System)
91-10-00
Page 61
PIPER AIRCRAFT
PA-34-220T
Figure 91-58. Landing Gear Control and Warning - Seneca IV
91-10-00
Page 62
PIPER AIRCRAFT
PA-34-220T
MAIN
BUS
P2 R2 10 A
ANTI-COLLISION L4B 6 6 L4A ANTI-COLLISION
SWITCH
L4F
L4C
BLK
RED
1 2 3
RED 1 POWER 1 RED
BLK 2 SUPPLY 2 BLK
WHT 3 3 WHT
1 2 3
BLK
RED WHT
RED WHT BLK
RED WHT BLK RED WHT BLK
FIN STROBE
L. WING STROBE R. WING STROBE

(OPTIONAL) (OPTIONAL)
Figure 91-59. Anti-Collision Lights - Seneca III (14 Volt System)
91-10-00
Page 63
5F1 Reissued: November 29, 1993
PIPER AIRCRAFT
PA-34-220T
STROBE STROBE STROBE

LIGHT LIGHT LIGHT
MAIN
BUS
BLACK
BLACK
BLACK
WHITE
WHITE
WHITE
RED
RED
RED
P8
ANTI-COLLISION 2
L4A L4B L4C
LIGHTS 10 A 2
1 2 3 1 2 3 1 2 3 1 2 3
POWER RIGHT LEFT TAIL

SUPPLY WING WING OPTIONAL
Figure 91-60. Anti-Collision Lights - Seneca III (28 Volt System)

91-10-00
Page 64
PIPER AIRCRAFT
PA-34-220T
S16
S14 A
L
L7D 18 L7E 18 L7E 18 L7F 18
10 A
LAND
R L7A 18 L7B 18 L7B 18 L7G 18

10 A
S15 S16
B
LANDING LIGHTS
L7C 18
Figure 91-61. Landing Lights - Seneca III (14 Volt System)
S14 S16
LNDG L L7D 18 L7E 18 L7E 18 L7F 18
10 A
LNDG R L7A 18 L7B 18 L7B 18 L7G 18

10 A S15 S16
LANDING LIGHTS
L7C 18
Figure 91-62. Landing Lights - Seneca III (28 Volt System)

91-10-00
Page 65
PIPER AIRCRAFT
PA-34-220T
Figure 91-63. Landing / Taxi Lights - Seneca IV
91-10-00
Page 66
PIPER AIRCRAFT
PA-34-220T
MAIN
BUS
L1A 18
NAV 10 A
POS SEE NOTE 1
G1M NAV
LIGHT
RED LEFT
L1G 18 L1G 18 RED L1D 18
WING
BLUE BLUE
L1
E
WHITE
G1N 20
POSITION
L1
LIGHT
E
WHITE
FIN
L1E L1E L1E L1F TIP
(OPTIONAL)
POSITION
NOTE 1: TO LANDING GEAR CONTROL LIGHT
AND WIRING CIRCUIT
WHITE
BLUE BLUE
RIGHT
L1C 18 L1C 18 RED L1D 18
GREEN WING
NAV
LIGHT
Figure 91-64. Navigation Lights - Seneca III (14 Volt System)
91-10-00
Page 67
PIPER AIRCRAFT
PA-34-220T
MAIN
BUS
L1A 18
10 A
NAV
SEE NOTE 1
NAV
LIGHT
RED
L1J 18 L1G 18 RED L1H 18
LEFT
270 Ω BLUE
WING
3W WHITE
BLUE
POSITION
LIGHT
G1N 20
POSITION
LIGHT
BLUE
WHITE
NOTE 1: TO LANDING GEAR CONTROL RIGHT
AND WIRING CIRCUIT BLUE
WING
L1K 18 L1C 18 RED L1D 18
GREEN
NAV
LIGHT
Figure 91-65. Navigation Lights - Seneca III (28 Volt System)

91-10-00
Page 68
PIPER AIRCRAFT
PA-34-220T
Figure 91-66. Navigation Lights - Seneca IV
91-10-00
Page 69
PIPER AIRCRAFT
PA-34-220T
RIGHT RECOG
MAIN TO OVERHEAD PANEL LIGHT
BUS FLOOD LIGHTS
L2A 18
2
FLOOD L12A 18 L13A 18 L13B 18 1
RECOG 10 A
RP9
TO ELT L14A 18 L14B 18 1

SYSTEM 2
LEFT RECOG
LIGHT
Figure 91-67. Recognition Lights - Seneca III (14 Volt System)
RIGHT RECOG
MAIN LIGHT
BUS
2
L12A 18 L13A 18 L13B 18 1
RECOG 7.5 A
L14A 18 L14B 18 1
2
LEFT RECOG
LIGHT
Figure 91-68. Recognition Lights - Seneca III (28 Volt System)

91-10-00
Page 70
PIPER AIRCRAFT
PA-34-220T
Figure 91-69. Recognition Lights - Seneca IV
91-10-00
Page 71
PIPER AIRCRAFT
PA-34-220T
MAIN
BUS
FLOOD
L9A 16
RECOG
10 A
L10A 18
L11A 18
L11B 18
L10B 18
LEFT FLOOD RIGHT FLOOD

LIGHT LIGHT
(OPTIONAL)
Figure 91-70. Flood Lights - Tail
MAIN
BUS WING ICE SWITCH
WING ICE D20A 18 D21A D21B

LIGHT 5A
WING ICE
LIGHT
Figure 91-71. Wing Ice Light
91-10-00
Page 72
PIPER AIRCRAFT
PA-34-220T
Figure 91-72. Avionics Lights Dimming - Seneca IV
91-10-00
Page 73
PIPER AIRCRAFT
PA-34-220T
MASTER
FORWARD BAGGAGE COMPARTMENT
RELAY
LIGHT SWITCH
P1C 5A
L6A
L6B
Figure 91-73. Baggage Compartment Light - Seneca III (14 Volt System)
BATTERY
BUS FORWARD BAGGAGE COMPARTMENT
LIGHT SWITCH
COURTESY
L6A
LIGHTS
5A
L6B
Figure 91-74. Baggage Compartment Light - Seneca III (28 Volt System)
91-10-00
Page 74
PIPER AIRCRAFT
PA-34-220T
Figure 91-75. Baggage Compartment Light - Seneca IV
91-10-00
Page 75
PIPER AIRCRAFT
PA-34-220T
MAIN
BUS
ACCESSORY L5A L5A 18 L5B 18

LIGHTS 10 A
L5C 18
S12 S11 S10 S9
L5E 18
L5D 18 L5F 18 L5G 18

L5H 18
PASSENGER READING LIGHTS
Figure 91-76. Cabin Lights - Seneca III (14 Volt System)
S12
MAIN
BUS S11
TO COURTESY
LIGHTS
CABIN
LIGHTS L5A 18 L5A L5B L5C
10 A S10
S9
Figure 91-77. Cabin Lights - Seneca III (28 Volt System)

91-10-00
Page 76
PIPER AIRCRAFT
PA-34-220T
EL 341
39602 AH STARTER
SOLENOID
TO P1C
BATTERY
AUTOMATIC BAGGAGE COMPARTMENT
5A SWITCH LIGHT
L6E L6B
TO OPTIONAL CLOCK
TO L5D
OPTIONAL HOUR METER
AFT CABIN LIGHT
L5E
FORWARD CABIN LIGHT
Figure 91-78. Courtesy Lights - Seneca III (14 Volt System)
BATTERY
BAGGAGE
BUS
AUTOMATIC COMPARTMENT
SWITCH LIGHT
COURTESY L5D L5D L6E L6B
LIGHTS 5A
L5D AFT CABIN

LIGHT
L5E
FORWARD CABIN
LIGHT
Figure 91-79. Courtesy Lights - Seneca III (28 Volt System)

91-10-00
Page 77
PIPER AIRCRAFT
PA-34-220T
Figure 91-80. Courtesy Lights - Seneca IV
91-10-00
Page 78
PIPER AIRCRAFT
PA-34-220T
AVIONICS INSTRUMENT
LIGHTS PANEL LIGHTS
5A 5A
AVIONICS LIGHTS L8A 20 L3A 20

DIMMING BUS
L8B 20
L3B 20
L3F 20
L3D 20
L3C 20
L3G 20
L3DA 20
LEFT GLARESHIELD
L3CA 20
DIMMER CONTROL
RIGHT GLARESHIELD
L3H 20
L3L 20
L3E 20
*
L3EA 20
TO AMMETER
AUTOPILOT
CONTROL
L3J 20
L3K 20
OVERHEAD
INSTRUMENT INSTRUMENT COMPASS
CLUSTER PANEL
O. A. T. LEFT SIDE RIGHT SIDE

CABIN CABIN
Figure 91-81. Flight Instruments / Avionics Lights - Seneca III (14 Volt System)
91-10-00
Page 79
PIPER AIRCRAFT
PA-34-220T
AVIONICS INSTRUMENT
LIGHTS PANEL LIGHTS
A
D
AVIONICS
LIGHTS 1 5A 5A
DIMMING B
CONTROL C L8A 20
E 2
F L3A 20
L8C 20
3
2
CW
1
L8B 20
AVIONICS LIGHTS
3 DIMMING BUS
5K ‰
1
2 L3M
L3B 20
L3F 20
L3D 20
L3C 20
LTS-A
L3G 20 L3DA 20
A
D L3N
LEFT GLARESHIELD
LIGHTS
DIMMING B
CONTROL 2
CW
C
E 1
RIGHT GLARESHIELD
F L3H 20
3
5K ‰
L3L 20 21
* L3E 20 21
PEDESTAL
LIGHT
L3CA 20
AUTOPILOT
CONTROL
L3J 20
L3EA 20
L3K 20
OVERHEAD
INSTRUMENT INSTRUMENT
PANEL COMPASS
CLUSTER L3R
AMMETER
TO RADIO POWER O. A. T. LEFT SIDE RIGHT SIDE
SWITCH LIGHT CABIN CABIN
Figure 91-82. Flight Instruments / Avionics Lights - Seneca III (28 Volt System)
91-10-00
Page 80
PIPER AIRCRAFT
PA-34-220T
Figure 91-83. Instrument Panel Post Lights - Seneca IV
91-10-00
Page 81
PIPER AIRCRAFT
PA-34-220T
WHITE BLACK L2D 20
MAIN
BUS L2CC L2CA BLACK
FLOOD L2A 18 L2A 18 L2C 18

RECOG 5A WHITE L2E 20
Figure 91-84. Overhead Flood Lights - Seneca III (14 Volt System)
WHITE BLACK L2D 20
MAIN
BUS L2CC L2CA BLACK
L2A 18 L2A 18 L2C 18

FLOOD 5A
WHITE L2E 20
Figure 91-85. Overhead Flood Lights - Seneca III (28 Volt System)
91-10-00
Page 82
PIPER AIRCRAFT
PA-34-220T
Figure 91-86. Overhead Flood Lights - Seneca IV
91-10-00
Page 83
PIPER AIRCRAFT
PA-34-220T
Figure 91-87. Switch Lights Dimming - Seneca IV
91-10-00
Page 84
PIPER AIRCRAFT
PA-34-220T
COMPUTER
(HARTZELL C-4362-2)
1 12 14 8 13 4 2 11 10 3 5 7 6 9
1 1
KB2B KB7B 2 2
KB7A
WHT 3 3
KB1A K3BA BLK 4 4
RED 5 5
PROP 6 6
SYNC
MAIN
BUS 9 7 6
INDUCTOR KB2A
5A
GND
KB4A KB5A KB6A S
C
1
B+
2
KB4B 3
4 1 1
2 2 RED
KB5B 3 3 KB6B BLK
RED 4 4 WHT
BLK
WHT
BLK
RIGHT PULSE LEFT PULSE A B C
C B A
GENERATOR GENERATOR
RIGHT
GOVERNOR
Figure 91-88. Propeller Synchrophaser - Seneca III (14 Volt System)

(Includes s/n 34-8133002 thru 34-8133172)
91-10-00
Page 85
PIPER AIRCRAFT
PA-34-220T
2
LIGHT
1
OFF 1 2
3
4 1 4 1 4 1
5 2 5 2 5 2
6 3 6 3 6 3
KB3A 22
MTA 206 PA SW
POSITION/CONNECTION
4 1
5 2
SOLENOID COIL 6 3
RIGHT ENGINE
GOVERNOR
KB2B1 22 KB2B2 22
BLK
WHT KB2B
1 2 3 4 5 6 7 8
KB2A
KB8E 22 KB2A1 22 KB2A2 22
KB4A 22
1
K K
B 2 B
K 1 K
A 3 8 B
B A 2 B
6 6
4 A B
20 20
5 3
20 20
6 4
KB1A 22 KB5A
22
18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 "JONES"
5A 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 SOCKET
KB8C 20 MAIN BUS
A B C PROP A B C
A B C SYNC A B C
KB7A
KB8D KB6C
HARTZELL
C4362-4
COMPUTER
PICK-UP PICK-UP
(Includes s/n 34-8133001, 34-8133173 thru 34-8633031, 3433001 thru 3433208)
91-10-00
Page 86
PIPER AIRCRAFT
PA-34-220T
2
LIGHT
1
OFF 1 2
3
4 1 4 1 4 1
5 2 5 2 5 2
6 3 6 3 6 3
KB3A 22
MTA 206 PA SW
POSITION/CONNECTION
4 1
5 2
SOLENOID COIL 6 3
RIGHT ENGINE
GOVERNOR
KB2B1 22 KB2B2 22
BLK
WHT KB2B
1 2 3 4 5 6 7 8
KB2A
KB8E 22 KB2A1 22 KB2A2 22
KB4A 22
1
K K
B 2 B
K 1 K
A 3 8
B A
B 2 B
6 6
4 A B
20 20
5 3
20 20
6 4
KB1A 22 KB5A
22
18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 "JONES"
5A 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 SOCKET
KB8C 20 MAIN BUS
A B C A B C
PROP
A B C SYNC A B C
KB7A
KB8D KB6C
HARTZELL
C-4362-5
COMPUTER
PICK-UP PICK-UP
91-10-00
Page 87
5G1 Reissued: November 29, 1993
PIPER AIRCRAFT
PA-34-220T
MAIN
BUS
HORN
5A
STALL
F1E 16 F1G 16 F1K 16
WARNING
F1KA
15 A (IN FLIGHT) 20
NO
C
F1GA F1M 16 F1L 16 F1L 20
F1E
25° 40° (ON GROUND) NC SQUAT
16 FLAP
H11A SWITCH
NO
C F1F 16 F1FA 16 F1C 16
SEE OPTIONAL STALL NC 0° 10° INBOARD
ICE PROTECTION WARN FLAP LIFT
SYSTEM DRAWING SWITCH F1H 16 SENSOR
F1D
F1J 16 F1HA 16 16
F1DA 16
OUTBOARD
LIFT
SENSOR
Figure 91-91. Stall Warning - Seneca III (14 Volt System)
91-10-00
Page 88
PIPER AIRCRAFT
PA-34-220T
MAIN
BUS
HORN
5A
STALL
F1E 16 F1G 16 F1K 16
WARN
F1KA
15 A (IN FLIGHT) 20
NO
C
F1M 16 F1L 16 F1L 20
25° 40° (ON GROUND) NC SQUAT
FLAP SWITCH
H11A NO
C F1F 16 F1FA 16 F1C 16
SEE OPTIONAL 0° 10°
STALL NC INBOARD
PITOT HEAT AND FLAP
WARN LIFT
STALL WARNING
SWITCH F1H 16 SENSOR
SYSTEM
F1D
F1J 16 F1HA 16 16
F1DA 16
OUTBOARD
LIFT
SENSOR
Figure 91-92. Stall Warning - Seneca III (28 Volt System)

91-10-00
Page 89
PIPER AIRCRAFT
PA-34-220T
WHITE/BLUE WHITE/BLUE
2 SWITCH
ELT ASSEMBLY
1
WHITE WHITE
Figure 91-93. Emergency Locator Transmitter - ELT-10
91-10-00
Page 90
PIPER AIRCRAFT
PA-34-220T
Figure 91-94. Emergency Locator Transmitter - ELT-910 (14 Volt System)
91-10-00
Page 91
PIPER AIRCRAFT
PA-34-220T
Figure 91-95. Emergency Locator Transmitter - ELT-910 (28 Volt System)
91-10-00
Page 92
PIPER AIRCRAFT
PA-34-220T
5G7
PIPER AIRCRAFT
PA-34-220T
GRID 5G8
5G8
CHAPTER
95
SPECIAL EQUIPMENT
5G9
PIPER AIRCRAFT
PA-34-220T
CHAPTER 95 - SPECIAL EQUIPMENT
CHAPTER
95-00-00 CONTROL SURFACE BALANCING TOOL 5G11

95-00-00 TIRE BALANCER BUILDING
INSTRUCTIONS 5G12
95-00-00 AILERON BELLCRANK RIGGING TOOL 5G13
95-00-00 AILERON AND FLAP RIGGING TOOL 5G13
95-00-00 STABILATOR RIGGING TOOL 5G14
95-00-00 RUDDER RIGGING TOOL 5G15
95-00-00 HEATER PLUG GAP ADJUSTMENT TOOL 5G16
95-00-00 FABRICATED TOOL FOR BAGGAGE DOOR
LOCK 5G17
95 - Cont./Effec.
Page - 1
5G10
PIPER AIRCRAFT
PA-34-220T
SPECIAL TOOLS
Figure 95-1. Control Surface Balancing Tool
95-00-00
Page 1
5G11
PIPER AIRCRAFT
PA-34-220T
The following list of materials were used in making the balancer:
-1 1 ea. Base 12 x 11 0.190 2024 T3 clad aluminum

alloy
-2 2 ea. Tee 2.5 x 2 x 11 0.190 2024 T4 extruded
aluminum alloy
-3 2 ea. Sides 14 x 11 0.125 2024 T3 clad aluminum
alloy
-4 1 ea. Axle 0.125 x 10.25 4130 steel, normalized
9.375 -5 2 ea. Nuts AN 365-624
-6 2 ea. Spacer 0.50 x 2.25 5052-0 aluminum tubing
2 ea. Spacer 0.50 x 1.25 5052-0 aluminum tubing
-7 2 ea. Bushing 1.480 x 1.625 x 100 Richlight, phenolic or
aluminum
3 2 ea. Bushing 2.240 x 1.37 x 1.00 Richlight, pheonolic or
aluminum
-8 1 ea. Pipe 1/8 x 9.3 Black steel pipe
* 2 ea. Bearings Save two of each size worn wheel bearings from
previous inspections.
2
1
8
5 7
6 6
7 5
4
Figure 95-2. Tire Balancer Fixture
TIRE BALANCER BUILDING INSTRUCTIONS

1. Chamfer top edges of -3 sides, leaving 1/16 inch flat on top inboard edge. Rivet -2 tee's to -3 sides
using AN470-AD5 rivets 2" spacing. Use AN426-AD5 rivets 2" center to center to secure -2 tee's to -
1 base. If tee extrusion is unavailable, heavy angle extrusion could be used, -3 sides must be vertical.
2. The -4 axle must slide through the -8 pipe. The -5 nuts were made by reaming the existing threads in
the AN365-624 nuts with an R drill, then tapping 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 Richlite 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. 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 1/8-27 pipe die. Thread 3
inches in from each end of the pipe.
95-00-00
Page 2
5G12
PIPER AIRCRAFT
PA-34-220T
MATERIAL:
.125 X 3.750 X 1.0 ALUM. PLATE
.062 R. TYP.
3.750
.125 .625
1.0
3.130 .62 .250
Figure 95-3. Aileron Bellcrank Rigging Tool
NOTES:
1. DRILL AND TAP TO 10-32 NF. AN-3 BOLT, JAM NUT AND
INTERNAL STAR WASHER MAY BE USED FOR SPACER OR
AN-3 BOLT WITH HEAD FILED TO REQUIRED LENGTH.
SEE NOTE 1
2. SPAR STOCK MAY BE USED IN PLACE OF ALUM. BAR
STOCK.
13.250
.385
.187
MATERIAL:
.750 X 31.50 X 4.00 ALUM. BAR OR 4.0
.750 X 31.50 X .750 ALUM. BARSTOCK (MIN.)
.375
31.50 .750
Figure 95-4. Aileron and Flap Rigging Tool
95-00-00
Page 3
5G13
PIPER AIRCRAFT
PA-34-220T
MATERIAL:
1.0 X 28.45 X 4.5 ALUM. BAR SURFACE PARALLEL TO BASE LINE
STABILATOR CONTOUR
1.09
1.12
1.76
1.82
1.43
1.61
1.62
1.28
1.39
1.74
.80
.59
.81
4.5
.25 SET BACK
BASE LINE
.45
.88
27.45 1.74 1.0

24.02 20.59 17.17 13.74 10.31 6.88
2.59
3.45
5.16
LEADING EDGE
Figure 95-5. Stabilator Rigging Tool
95-00-00
Page 4
5G14
PIPER AIRCRAFT
PA-34-220T
MATERIAL:
TRAILING EDGE OF FIN
STEEL OR HARD ALUM.
HINGE LINE
.70
15.45
24.5 20.5 16.5 12.5 8.5 4.5 14.45
.70
BASE LINE
.56 .43 .26

6.0 .71 .65 7.76
8.41
USE AT ROOT RIB
.25 RELIEF
6.0
Figure 95-6. Rudder Rigging Tool
95-00-00
Page 5
5G15
PIPER AIRCRAFT
PA-34-220T
GAUGE FOR LOCATING GROUND ELECTRODE IN JANITROL HEATERS
6.00
1.50 .38
1.00
SLIP FIT (.255)
DIA. HOLE
18 MM THREAD
.875 HEX STOCK
.250 DIA. ROD

3.444
UNDER CUT .010
MARK WITH 3.387
BLACK PAINT
MATERIAL CAN BE SAE TYPE 303, 321 OR ST. OR ALUMINUM - CASE HARDENED
NOTE
THIS TOOL CAN BE PURCHASED FROM

PIPER AIRCRAFT CORPORATION UNDER
PIPER PART NUMBER 55998-2.
Figure 95-7. Heater Plug Gap Adjustment Tool
95-00-00
Page 6
5G16
PIPER AIRCRAFT
PA-34-220T
7/16
7/8
3/16
1-3/4
Figure 95-8. Fabricated Tool for Baggage Door Lock
95-00-00
Page 7
5G17
PIPER AIRCRAFT
PA-34-220T
GRIDS 5G18 THROUGH 5L24

5G18

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AIRPLANE

PA-34-220T SENECA III

PIPER AIRCRAFT CORPORATION

Piper Aircraft Corporation

An operating procedure, condition, etc., which is essential to emphasize.

TABLE OF CONTENTS/EFFECTIVITY CODES

Original Issue: None

Effectivity Publication Date Aerofiche Card Effectivity

ORG801219 December 19, 1980 1, 2 and 3

SERIAL NUMBER EXPLANATION

TYPE CERTIFICATE DESIGNATION

TYPE CERTIFICATE DESIGNATION MODEL SEQUENCE NUMBER

Flight Control: Bendix/King

WHEELS AND BRAKES:

CORROSION INHIBITING COMPOUND:

FIRE EXTINGUISHER (PORTABLE)

PARTS CATALOG: 761 750

PERIODIC REPORT 230 1061

4 AIRWORTHINESS LIMITATIONS 1B5

FIGURE NO. SUBJECT GRID NO.

6-l. Seneca III and IV Three View 1C8

FIGURE NO. SUBJECT GRID NO.

21-19. Wiring Connections for Heater Operation Test 1H20

FIGURE NO. SUBJECT GRID NO.

27-8. Flex (Universal) Joint Assembly 2C11

FIGURE NO. SUBJECT GRID NO.

30-5 Seneca IV Deicing Control Panel Installation 2I2

FIGURE NO. SUBJECT GRID NO.

32-17. Cleveland 10-30 Toe Brake Cylinder 3D5

FIGURE NO. SUBJECT GRID NO.

37-3. Seneca IV Gyro and Pneumatic System (Optional) 3H15

FIGURE NO. SUBJECT GRID NO.

61-7. Propeller Synchrophaser Installation (Magnetic Pickup)

Refer to Chapter 91 For Electrical Schematic Index

FIGURE NO. SUBJECT GRID NO.

95-2. Tire Balancer Fixture 5G12

THIS SPACE INTENTIONALLY LEFT BLANK

CHART NO. SUBJECT GRID NO.

401 Structural Inspection and Replacement 1B7

CHART NO. SUBJECT GRID NO.

3303 Seneca IV Annunciator Panel Function Descriptions 3E5

GRIDS 1B1 THROUGH 1B4

4-00-00 AIRWORTHINESS LIMITATIONS 1B7

STRUCTURAL INSPECTION AND REPLACEMENT

COMPONENT LIFE INSPECTION INTERVALS

Note: Refer to Chapter 51 for Piper Approved Repairs

GRIDS 1B8 THROUGH 1B10

5-00-00 GENERAL 1B13

WHEN WORKING ON ENGINES, GROUND THE MAGNETO

Nature of Inspection Inspection Time (Hours)

1. Inspect spinner and back plate for cracks ........................................................... O O O O O O

SCHEDULED MAINTENANCE CHECKS

Inspection time (Hours)

9. Clean engine ....................................................................................................... O O O O O O

SCHEDULED MAINTENANCE CHECKS

Inspection time (Hours)

B. ENGINE GROUP (continued)

SCHEDULED MAINTENANCE CHECKS

E. FUSELAGE AND EMPENNAGE GROUP