AIR TRACTOR, INC.

Olney, Texas

AT-502A/502B

TABLE OF CONTENTS

DESCRIPTION SECTION

Page No.
General 1

Certification Basis 1

Fuselage 1

Wings 2

Ailerons 2

Flaps 2

Empennage 2

Landing Gear and Brakes 3

Engine 3

Induction System 4

Exhaust System 4

Fuel System 4

Fuel System Schematic 4A

To Install Ferry Fuel System 5

To Remove Ferry Fuel System 5A

Engine Controls 5A

Propeller and Governor 6

Electronic Starting and Charging System 6

Electrical System 7

Cockpit 7

Control System 8

Brake System 9

Engine Driven Air Conditioner 9

Brake System Schematic 10

 AIR TRACTOR, INC.
Olney, Texas

AT-502A/502B

TABLE OF CONTENTS

DESCRIPTION SECTION (Continued)

Page No.

Dispersal System 11

Hopper Rinse System 12

Bleed Air Cockpit Heat System 12

Air Tractor, Inc. Description Page 1
AT-502A/502B April 30, 2004

GENERAL

The Air Tractor AT-502B is an all-metal Cantilever low-wing monoplane designed especially for
agricultural operations. It is powered by a Pratt & Whitney PT6A turboprop engine which is highly suited to
ag flying. The standard engine for the AT-502B is the PT6A-15AG which is rated at 680 SHP at sea level
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and 71 F. Alternate engine is the PT6A-34AG which is rated at 750 SHP. Installation losses are very low
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and the full horsepower can usually be obtained at temperatures up to 71 for the -15AG and up to 87 for
the -34AG engines. The engine for the AT-502A is the PT6A-45R. It is flat rated at 1100 SHP.
The propeller for the 502B is a Hartzell three-blade 106 inch diameter constant speed prop with
reversing capabilities. The 502A propeller is a Hartzell 5-blade 111-inch diameter constant speed with
reversing capabilities. The hopper is made of fiberglass and has a 500 gallon (U.S.) capacity. The horizon-
tal stabilizer is all metal and strut-braced for added rigidity. The vertical fin is cantilever. The elevators and
rudder are of all-metal construction and sealed to prevent chemical entry. The fuselage features removable
skin panels for ease of maintenance and cleaning. High-lift flaps are incorporated and are interconnected
with the ailerons to provide extremely short take-off and landing distances.

CERTIFICATION BASIS

The AT-502A/502B is structurally certified to meet the requirements of FAR 23. The engine installation
along with the systems and equipment meet FAR 23 requirements except in cases where inappropriate for
agricultural operations. In these cases placards are installed on the instrument panel which prohibit flying
under those special conditions. The AT-502A/502B is certificated by the manufacturer for a gross weight of
8,000 pounds. However, under the provisions of Part 8 the operator may select his own maximum operating
weight, and field experience shows that operating weights up to 9,600 lbs can be carried safely in the 502B
and 10,480 lbs in the 502A with adequate margins of performance and structural strength.
Certification basis is FAR 21.25 (a)(1) including certain paragraphs of FAR 23 applicable to turbine
engine installations.

FUSELAGE

The fuselage structure is of heli-arc welded 4130N steel tubing. All fittings and bushings are also of
4130N steel. Fuselage repairs may be made in accordance with appropriate FAA repair procedures and gas
welding is permissible. There are no heat-treated members in the fuselage. The front section of the fuselage
from the rear spar forward and including the engine mount have been oven stress-relieved in order to
prevent stress concentrations from the welding operation. For corrosion control oil passage holes are drilled
at the intersections of all tubes and clusters. Hot linseed oil is then pumped into the fuselage frame and
drained. This oil adheres to the inside walls of the tubing. The exterior of the fuselage frame is then sand-
blasted and painted with AG Air Yellow Epoxy which is resistant to nearly all chemical action.
The fuselage lower and upper skins are attached to the fuselage frame with stainless screws and nuts.
The fuselage side panels are of heavy gauge 2024T3 alclad and are attached to stainless camloc recep-
tacle. This allows the side panels to be removed in minutes, leaving the fuselage frame open for thorough
cleaning and inspection. All skins are mounted with clearance between the skin and the fuselage tubing so
that chemicals will not collect and cause corrosion.
Description Page 2 Air Tractor, Inc.
April 30, 2004 AT-502A//502B

WINGS

The wing structure is full cantilever, with the main spar carrying all of the bending loads. Construction
is of 2024T3 alclad for skins and spar webs. The upper spar cap is also 2024T3 material, but the lower spar
cap is made of alloy steel for a long fatigue life. The wing has a constant chord of 72 inches and a span of
52.0 ft. The wing utilizes a NACA 4415 wing section and has 2 degrees of washout twist.
The leading edge is extra heavy with a leading edge doubler bonded internally to minimize denting.
Each wing panel has the leading edge divided into five different pieces to allow easy replacement. Universal
head rivets are used to facilitate the removal and replacement of leading edge sections.
The fuel tanks are located in the inboard section of the wing and are an integral part of the structure.
The closely riveted seams and heavy skins make them burst resistant in the event of a crash. Sealing is
accomplished by an application of Product Research PR-1422A2 sealing compound*. The inboard end of
the wing is sealed against chemical entry and the aileron pushrod has a flexible boot attached to prevent
entry of chemical at the pushrod location. A complete wire bundle for night working lights is installed inside
the wing during assembly so that lights may be added at a later date.
The upper spar cap is painted with yellow polyurethane paint and the lower spar is cadmium plated
and primed for corrosion protection. All other parts inside the wing are treated with alodine and primed prior
to assembly.
* Alternate sealer is TBM PKMMC236A 1/2.

AILERONS

The ailerons are of all-metal construction and hinged on ball bearings. The bellcranks and pushrod
ends operate on ball bearings, producing smooth operation and low system friction. The stick forces are light
and the ailerons are very responsive. The light stick forces are a result of the installation of aerodynamic
servo tabs installed on the outboard end of each aileron.
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The ailerons are interconnected wtih the wing flaps so that as the flaps move down through 26 , the
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ailerons droop 9 . The interconnection is non-linear so that most of the aileron droop occurs with the first half
of the flap travel. This provides optimum conditions for short take-off performance.
Each aileron has a large balance weight on the outboard end of the aileron just forward of the leading
edge. These weights must never be removed as they are necessary for flutter prevention.

FLAPS

Extra large Fowler-type flaps are incorporated on the Air Tractor. The flaps are electrically operated
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and may be stopped at any position from 0 to the maximum of 26 travel. The flaps are controlled by a
switch conveniently mounted just below the throttle quadrant. The flaps have external markings which may
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be viewed from the cockpit with each of the first two marks being 10 of travel.
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The flaps are very effective for both take-off and landing. For a short take-off roll, 10 of flap is
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normally used. The flaps are also useful during turns, although no more than 10 should be used.

EMPENNAGE

The horizontal stabilizers are all-metal and strut-supported for rigidity. The struts are constructed of
Air Tractor, Inc. Description Page 3
AT-502A/502B April 30, 2004

streamlined 4130N tubing. The struts have a stainless clevis where the attachment to the stabilizer is made
and the clevis is adjustable in order to rig the stabilizers properly with the wing and in a straight line from
side to side.
The vertical fin is cantilever and is of all-metal construction. It has a relatively short span in order to
minimize the hazards of working under telephone lines or other obstructions. A heavy-duty wire deflector
cable is attached to the top of the vertical fin and extends to the top of the canopy where it is anchored.
The control surface hinges have a single stainless steel ball with a Teflon lining. Long bearing life can
be expected and it is not necessary to lubricate the hinge.
The elevator trim tabs act as Servo tabs in addition to providing longitudinal trim for the Air Tractor.
Because of the large tab size, the trim tabs provide a considerable amount of trim authority. Removable
bronze bushings are provided so that trim tab free play may be kept to a minumum. The all-metal rudder has
a servo tab that also serves as an adjustable trim tab.

LANDING GEAR AND BRAKES

A spring type main and tail landing gear is used on the Air Tractor. This type of landing gear provides
a minimum of maintenance, low drag and considerable energy absorption for hard landings. In addition, a
smooth ride is provided for operations from rough strips.
The main gear axles are made of alloy steel, and cadmium plated for corrosion protection. Tapered
aluminum shims are used between the axle and the main gear leg to provide the proper camber and toe-in.
The main gear wheels are Cleveland p/n 40-133 with a 29x11.00 10-ply rating tire installed. Brakes are the
same, left or right, and are Cleveland p/n 30-98C. Main wheel tire inflation pressure is 50 psi (unloaded) or
52 psi (loaded).
The tail wheel is a Cleveland 40-168. A grease fitting is provided in the side of the wheel in order to
grease the bearings.
The tail wheel tire is 5.00x5. Be sure it is 6-ply rating. Tire pressure is 50 psi loaded or unloaded.
The tail wheel fork is of welded 4130N tubing construction. Bronze bushings and a brass wear plate
are incorporated where the fork enters the tail wheel housing. A tail wheel locking mechanism is provided
and the tailwheel may be unlocked by pushing the control stick forward. This lifts the stainless locking pin
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out of the tail wheel fork and allows the tail wheel assembly to swivel 360 . If during taxi the aircraft tends to
steer to the left or to the right with the controls neutral, it is possible to readjust the lock pin position by
loosening the 4 screws that attach the lock pin housing to the fork housing plate. The lock pin can then be
moved in the desired direction and the screws tightened.

ENGINE

The usual engine choice for the AT-502B is a Pratt & Whitney PT6A-34AG turboprop engine. This
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engine is rated at 750 HP for take-off at sea level and 87 F. Maximum torque at take-off is 1790 ft-lbs.
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Maximum ITT for take-off is 725 C. Maximum Ng is 101.5% for take-off. Maximum Np for all operations is
2200 RPM. See the flight manual for other engine limits and special conditions.
The standard engine for the AT-502A is the PT6A-45R. This engine is flat rated at 1100 SHP.
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Maximum torque for take-off is 3400 ft-lbs. ITT maximum is 800 C.
For long engine life it is recommended that the I.T.T. is kept well below the maximum limits. Use only
Description Page 4 Air Tractor, Inc.
March 15, 2003 AT-502A/502B

enough power on take-off to operate safely from the strip being used.
Read the engine maintenance manual for instructions as to care and servicing of your engine.

INDUCTION SYSTEM

Engine air is drawn through two large commercial truck filters into a sealed plenum which is located
between the forward and aft engine firewalls. These filters are over 99% efficient and cause only a negligible
pressure drop due to the ram air scoop. Unless operating conditions are extremely dusty, these filters
require cleaning only every 200 or so hours. Removal is accomplished by removing the airscoop assembly
and the aft lower engine cowl. There is a 3/8" bolt with a check nut on the aft center of each filter, and it is
necessary to loosen this bolt before the filters can be removed. The bolt is to press the filters against the
forward wall of the filter box for a tight seal.
With the filters loose, the small support angles are removed and the filters will slide out the bottom
opening. Cleaning is accomplished by using an airgun and blowing from the inside out any dust or dirt which
has accumulated on the filters or by washing with water and a good detergent. The filters may be washed up
to 5 or 6 times or until such time that visible deterioration is obvious. Install the filters in reverse order to
removal.
A pressure differential switch is installed on the top R/H side of the aft firewall with one probe in the
engine area and the other probe in the plenum. At such time that the pressure difference between the air in
the engine area and the air in the plenum is 13 inches of water or more, the air filter light on the instrument
panel will come on. This light has a “push to test” feature and should be checked before the engine is
started. The air filters are Donaldson p/n P510337 for the 502B. The 502A uses Donaldson p/n P510335
filters.

EXHAUST SYSTEM

The exhaust pipes are Air Tractor p/n 50597-3 (L/H) and p/n 50670-1 (R/H). These pipes are attached
with stainless MS20034-1 bolts, MS20500-428 nuts, and AN960C416 washers. There are exhaust covers
provided with each aircraft and these covers should be installed when the engine has cooled. The AT-502A
uses p/n 51238-7 (L/H) and p/n 51238-6 (R/H) exhaust pipes.

FUEL SYSTEM

Standard aircraft have two fuel tanks with a capacity of 85 U.S. gallons each. Both tanks gravity feed
into a small header tank which is located behind the chemical hopper and below the rear spar attach tube.
Optional fuel capacity is either 216 or 234 gallons for the 502B. The 502A standard fuel capacity is 216
gallons.
The fuel valve handle is located within easy reach of the pilot and is marked “Main” and “Off”. There
can be no tank selection since both tanks are interconnected. The fuel valve is placarded in “Gallons
Usable”. This is due to the fact that the left-hand fuel tank sender has a shorter float arm than the right-hand
tank and does not allow the last 3 to 4 gallons to be gauged. Also a climb with no rudder correction for
torque will result in approximately 3 gallons being moved to the outboard wall of the right-hand tank which
becomes unusable. For these reasons the total fuel in each tank cannot be counted as usable although in
straight and level co-ordinated flight, all of the fuel may be used. The fuel gauge receiver, which is located
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AT-502A/502B July 4, 1997
Description Page 4B Air Tractor, Inc.
July 4, 1997 AT-502A/502B

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Air Tractor, Inc. Description Page 5
AT-502A/502B February 1, 2005

on the instrument panel, is marked in fractions of usable fuel.

Finger strainers of coarse wire mesh are located in each fuel tank. Fuel flows from the wing tanks into
the header tank, through the fuel valve and to the airplane firewall. From the firewall, a fuel line is connected
to a large commercial fuel filter. This filter is a Fram p/n FCS1133PLM and can be purchased in most marine
or automotive stores. The filter screen is Air Tractor p/n 52351-1 and should be cleaned at 100 hour
intervals or as required, depending on how clean the fuel is that is being used.
The fuel filter screen is removed by removing the center bolt on top of the firewall-mounted filter unit.
The steel filter bowl and screen can then be dropped off. The fuel in the bowl should be examined for
sediment or water and the filter screen cleaned or replaced if necessary. (See S/L #229).
When the fuel filter bowl has been removed for screen inspection it must be remembered that the fuel
lines from the engine fuel control to the header tank have been drained, and these lines will be air-locked if a
start is attempted without first priming the lines with fuel. Use the electric boost pump for this.
The fuel lines continue from the firewall mounted fuel filter to the airframe pump, which is mounted on
the engine vacuum drive pad. This pump is P/N 51076-1, set for CCW rotation. The elbow on the discharge
side of the airframe pump is modified to accept installation of a 15 psi pressure switch (p/n M4003-15).
The airframe pump has a pressure adjustment that has been set at the factory for approximately 18
psi with the engine operating at 80% power. If a new airframe pump is installed, and if a negative pressure is
read on start-up, it is a sign that the airframe pump is not set up for proper rotation, and the body of the
pump can be removed and rotated 180o to obtain a positive reading. The engine manufacturer requires that
a minimum pressure of 5 psi is being delivered to the fuel control at all times, with a maximum pressure of
20 psi. The fuel pressure switch and warn light has been installed so that if the fuel pressure warn light
comes on, or if fuel pressure drops below 15 psi, the electric fuel boost pump should be turned on. The pilot
should land as soon as possible and investigate. Possible cause of a drop in fuel pressure would be a dirty
fuel filter, or loose fuel line.
The fuel lines continue from the airframe pump to the fuel heater body. Lines from that point on are
furnished with the engine.
There are four quick drains in the fuel system: one in each wing tank, one in the header tank and one
in the fuel valve. These drains should be activated daily. It is good practice to pass the fuel from these
drains through a clean white rag held in the hand so that a check can be made on the spot as to the
cleanliness of the fuel and evidence of water.
Each fuel tank has an overboard vent located near the wing tip. With both tanks completely full, it is
possible during flight to vent a small amount of fuel overboard by skidding the aircraft or rolling sharply.
Fuel type is called out in the Flight Manual. Prist (produced by Phillips Petroleum) should be added to
the fuel at a rate of one can per 200 gallons of fuel when operating below 40oF.
An optional ferry fuel system (hopper fuel) may be installed by following the procedures and using the
parts described on drawing 50280-8.

TO INSTALL FERRY FUEL SYSTEM

1. Remove spray pump by disconnecting coupler at gatebox, disconnect brake cable at pump, discon-
nect side discharge tube at spray valve and tube support on side of gatebox, and uncouple pump at
disconnect on pump strut.
2. Remove the bottom load tube between the gatebox and spray valve. Plug opening in gatebox with
furnished plug and tighten clamp.
Description Page 5A Air Tractor, Inc.
April 30, 2004 AT-502A/502B

3. Install screen per Note 5 Drawing 50280 in gatebox opening that supplied pump. Install coupler,
fittings and filter per Drawing 50280. Assemble all fittings with PR-1422-A2. If filter was used
previously, disassemble and inspect for contamination. Safety coupler arms with tyrap per drawing.

4. Remove inspection cover from lower belly skin and route hose from fuel filter through hole to
plugged side of fuel valve. Hose must clear all flight controls.

5. Turn fuel valve pointer to "OFF" position. Remove plug from fuel valve, install fitting and attach hose.

6. To use hopper fuel, rotate fuel selector handle per flight manual instructions.

TO REMOVE FERRY FUEL SYSTEM

1. Turn fuel valve pointer to "OFF" position.

2. Remove hose and fitting at fuel valve and install plug.

3. Replace inspection cover in belly skin. Remove coupler, fittings, screen and filter from gatebox.

4. Remove plug from bottom load tube opening in gatebox and install tube.

5. Install spray pump, plumbing and brake cable in reverse sequence to paragraph 1 under To Install
Ferry Fuel System above.

ENGINE CONTROLS

A quadrant on the left-hand side of the cockpit incorporates the Power lever, the Propeller control
lever, and the Start control lever. The Power lever has an idle stop and cannot be moved into the reverse
range without moving the trigger at the top of the lever forward. Do not allow the power lever to be moved
into the reverse range unless the engine is running or else the control linkage could be damaged.
The Start lever has a latch that prevents inadvertent movement below the “Run” position that would
shut off the fuel in flight. The Start lever should always be in the “Flight Idle” position during flight to allow the
engine to remain spooled up enough during approach to allow quick acceleration in case a go-around is
required. Refer to the Start Procedures in the Flight Manual for proper positioning of the Start lever when
starting. It is important to remember that only with the Start lever full back at the most aft stop position is the
fuel cut off.
The Propeller lever may be placed in the full forward position during the start sequence for more
convenient movement for the Start lever providing the temperatures are warm. For cold weather starts the
Prop lever should be aft, as called out in the starting instructions, as initial oil pressure will go to engine
bearings instead of the propeller dome.
All engine controls utilize push-pull cable assemblies. These cable assemblies are p/n 66-3635-2112
for the Power and Start Control and p/n 66-3635-2170 for the Propeller control. These cables have very
little friction and require no lubrication. The AT-502A uses a p/n 66-3635-2089 cable for the Power and Start
controls, and p/n 66-3635-2112 for the Prop control.
Air Tractor, Inc. Description Page 6
AT-502A/502B May 18, 1999

PROPELLER AND GOVERNOR

The propeller used on the 502B is a Hartzell HC-B3TN-3D/T10282+4 or T10282N+4 or T10282NS+4

three-blade 106" diameter constant speed with reversing capabilities. The primary prop governor is fur-
nished with the engine. The overspeed governor is a Woodward p/n A210507.The overspeed governor
takes over automatically in case of failure of the primary governor and reduces RPM from 30 to 60 RPM
below the maximum of 2200 RPM.
The procedure for checking the overspeed governor is as follows: Either in flight or on the ground set
the power at 2200 RPM and approximately 975 ft-lbs of torque. Place overspeed switch to “ON” and record
the drop in prop RPM. This drop should be between 30 and 60 RPM. Turn the switch back to “OFF” and the
RPM should return to 2200 RPM. This check should be made at approximately 50 hour intervals.
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Propeller pitch settings are -7.8 (reverse), 18 (low pitch) at the 30" station.
The prop used on the AT-502A is a Hartzell HC-B5MP-3C/M10876ANS 5-blade 111.0 inches in
diameter. Overspeed governor is the Woodward A210507.

ELECTRONIC STARTING AND CHARGING SYSTEM

DESCRIPTION - Refer to your parts manual and to chematic found in this manual, the system consists of:

(1) The Starter/Generator (S/G) - the armature is continuously engaged in the engine's assessory gear
box. The S/G functions as an electric motor for starting the engine and then as an engine driven DC
Generator.
(2) The Generator Control Unit (GCU) - The GCU is located under the cockpit floor.
(3) The Line Contactor Relay (LCR) - located on the right side of the firewall.
(4) The Start Relay - located on the right side of the firewall.
(5) The Start Switch (ST SW) - located on the Lower Instrument Panel.
(6) The Generator Switch (GEN SW) - located on the Lower Instrument Panel.
(7) The Pilots Panel Voltmeter (VM) - located on the Lower Instrument Panel.
(8) The Low Voltage Warning Light (LV LITE) - located on the Upper Instrument Panel (when equipped)
(9) 15 Amp GCU Curcuit Breaker (15A C/B) - located on the right lower engine mount tube just ahead
of the firewall.

THEORY OF OPERATION

Starting: Actuating the Start Switch energizes the Start Relay which applies battery voltage to term C of
the S/G which operates as a series wound DC motor. Note that at the same time battery voltage is applied
to pin N of the GCU which signals it to remove field excitation from the S/G. The purpose of this feature is to
prevent the poor start performance that would otherwise result if the Generator Switch were left in the ON
position.

Note: It is recommended that the Generator Switch be in the OFF position during START because of
the high inrush current to the batteries immediately upon Start termination will result in higher than normal
gas temperature (ITT). It is better to allow the engine to stabilize at Ground Idle before turning the Generator
Switch ON.
Description Page 7 Air Tractor, Inc.
April 30, 2004 AT-502A/502B

Generator Mode - Following engine starting and prior to turning the Generator Switch ON (The engine
at ground idle) the voltage output of the S/G (Terminal B) should be .5 to 1.5 volts. This is a residual voltage
that results from residual magnetism in the S/G even though the field excitation from the GCU is Zero.
Turning the Generator Switch ON causes this residual voltage to be applied to pin J which the GCU in turn
outputs on pin M. As a result the S/G output will build up rapidly and stabilize at the 27.5 V voltage setting of
the GCU (externally adjusted from 26 to 30 volts). Sensing for Voltage Regulation is between pins B and G.

Line Contact Relay (LCR) Control - The GCU monitors the S/G output and the Bus Voltage on pins B
and A respectively. As the S/G voltage builds up to within approximately .2 volts of the Bus voltage the GCU
will output system voltage on pin H resulting in activation of the LCR. Power for this circuit is derived from
pin J so turning the Generator Switch OFF disables the LCR as well as the S/G.

Reverse Current Protection - If the S/G voltage drops below the Bus voltage (battery) due to normal
conditions such as engine shutdown or abnormal conditions such as loss of field excitation the S/G will draw
reverse current (discharge the battery). The GCU senses this condition via pin D which is connected to
terminl D of the S/G. Terminal D output is a positive voltage proportional to reverse current.

Overvoltage (OV) Protection - In the event that system faults occur, either internal or external to the
GCU, that results in overexcitation of the S/G the OV circuit will prevent the Bus voltage from going above
approximately 32 volts. This protection is accomplished by a "Crowbar" circuit in the GCU which internally
shorts pin J to D. This results in immediate removal of voltage from the S/G field and the LCR coil. At the
same time high current flow through the 15A C/B causing it to trip. The OV Circuit has a time delay to
prevent nuisance trips due to system transients.

ELECTRICAL SYSTEM

All turboprop Air Tractors have a 250 amp 28 volt starter-generator which is a Lear-Siegler p/n 23048-
021 and uses a p/n 23046-520 QAD mounting kit. The optional wet spline starter-generator is a Lear-Siegler
(Lucas) p/n 23048-028 and uses the p/n 23078-010 QAD. The system is derated to a 150 amp system by
use of a 150 amp PDLM-150 circuit breaker. The voltage regulator is a Precision Airmotive p/n 42-1001, and
the starter and master relays are Cutler-Hammer p/n 6041H202A. Alternate relay is the Kissling p/n 29-314-
12-903. The batteries are Teledyne Gill Electric p/n G-246AT and are wired in parallel for extra cranking
power. Amp-hour rating of the two batteries combined is 42 amp-hours. The batteries are each 24 volt lead-
acid batteries. The AT-502A has three G-246AT batteries. A ground start receptacle is installed on the left-
hand side of the lower cowling since an external power supply should be used for starting at any time the
batteries have a charge of less than 24 volts. Fully charged batteries should allow the gas generator to peak
at about 18% Ng before the Start control lever is advanced to the “Run” position. At this high an Ng speed, a
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“cool” start with a I.T.T. peak of around 610 to 620 C is possible which is desirable.
A wiring diagram of both the starting system and the instrument wiring is furnished in the Maintenance
section of this manual. AT-502 series planes were built with Eaton-Cutler Hammer power relays until late
1997. In late 1997 the relays were replacd in production with Kissling relays. Schematic wiring diagrams
still show the Eaton-Cutler Hammer terminal numbers X1, X2, A1 and A2. Kissling terminal equivalent
numbers are X1=85, X2=86, A1=88 and A2=88a.

COCKPIT

The AT-502A/-502B has exceptional visibility on the ground as well as in the air. The optional wind-
shield is three piece, the two corner pieces being plexiglass while the flat center piece is automotive safety
plate. Cockpit entry is made through either of two large canopy doors. A wire deflector is incorporated into
Air Tractor, Inc. Description Page 8
AT-502A/502B May 18, 1999

the windshield support structure.

The rudder pedals may be adjusted on the ground by removing the “T” pin and sliding the rudder
pedals in the aluminum channel to the desired position and reinserting the “T” pin. The seat is fixed in one
position at the factory. However, the operator may lower the seat if desired by removing the two pins and
drilling new holes through the seat rail. The seat structure is of welded 4130N tubing, oiled internally, and
sand-blasted, primed, and painted. The covers are removable and may be changed as required. The covers
are of a coarse mesh material for comfort during hot weather. A special installation tool is required for
installing new covers and may be borrowed from the local Air Tractor dealer. At the bottom extreme of the
seat a tube structure supports a thick Ensonite pad to protect the pilot should the covering material fail in a
severe crash.
A three inch wide safety belt is attached to the structure. The shoulder harness is attached to the
primary fuselage structure behind the cockpit. The shoulder harness is a necessary part of the restraint
system and must always be worn.
A control lock is located under the panel and hinges up to secure the control stick.
The instrument panels are in two sections, with the upper panel containing the instruments most often
used during flight. A large hopper window between the panels allows the pilot to determine the amount of
dry fertilizer or seed remaining in the hopper. Instruments provided with the basic airplane include a
sensitive altimeter, airspeed indicator, ITT gauge, oil temp gauge, oil pressure gauge, torque-meter, propel-
ler tachometer, gas generator tachometer, compass, boom pressure gauge, fuel gauge, and voltmeter.
A stall warning horn is provided and the lift detector on the wing is set to activate the horn at
approximately 5 miles per hour above stall. A hopper quantity gauge is installed on the right-hand side of the
upper instrument panel. This gauge is marked to read in U.S. gallons with the aircraft in the ground attitude.
In addition the hopper is marked in 25 gallon increments where visible to ground crew.
The hopper window in the rear wall of the hopper is supported with an aluminum frame and is sealed
with silicone sealer which is impervious to most chemicals and is available at most industrial stores.
The cockpit has aluminum enclosure skins and control push-rod boots which isolate the cockpit from
the rest of the aircraft and prevent the entry of most chemicals. If the aircraft is to be used for dusting
however, the operator should install boots about the rudder cables where they pass through the cockpit wall
and re-seal small cracks and seams with silicon sealer. In addition, two additional small airscoops should be
installed on the lower skin just aft of the firewall. These airscoops will provide a positive pressure in the
fuselage to prevent dust from entering.

CONTROL SYSTEM

Push-pull tubes are used in both the aileron and elevator system. Rod-end bearings are installed in
each push-rod to minimize control system friction. The torque tube which is mounted on the cockpit floor is
supported at each end with bronze bushings. These bushings have a grease fitting installed so that grease
may be applied as necessary. As these bronze bushings wear, fore and aft slack may develop which can be
removed by the addition of shims made of .010 thick steel. These shims are added to the forward end of the
torque tube. The stops for the elevator control system are located on each side of the elevator horn. The
aileron control stops are welded to the floor structure at the forward end of the torque tube. Both the aileron
and the elevator down stop employ neoprene washers which act as shock absorbers for the system.
The rudder stops are located at the rudder horn. The rudder controls consist of large stainless cables.
There is a spring interconnect between the rudder and the aileron system which allows banking the aircraft
with rudder application alone.
Description Page 9 Air Tractor, Inc.
May 18, 1999 AT-502A/502B

BRAKE SYSTEM

The brake cylinders are Cleveland p/n 10-23A. Brake fluid is the conventional red petroleum-base Mil-
H-5606A fluid. The brake fluid reservoir is a Volkswagen p/n 113611301 L and is mounted on top of the
lower instrument panel where the fluid level is always visible. The parking brake valve is a Scott
p/n 4500A-2. Stratoflex hoses are used from the pressure side of the master cylinder to the parking brake
valve and stainless steel lines are routed from the valve to the bulkhead fitting next to the main landing gear.
A high-pressure Stratoflex hose connects the bulkhead fitting to the wheel cylinders.

ENGINE-DRIVEN AIR CONDITIONER R134A (DWNG. 60740)

The AT-502A/502B uses a gas-cycle air conditioning system for climate control in the most adverse
temperature and humidity situations. The functional layout of the air-conditioning system is shown in Draw-
ing 60749.
This versatile air conditioning system allows the pilot to select ram air from outside, or to recirculate
cockpit air, or a combination of the two. The ram-air control handle is located on the aft-cockpit wall, to the
right-hand side of the pilot.
All control switches for the air conditioning system are located on the pilot's panel. The pilot can use
the main switch to turn the air conditioner On or OFF or to enable only the evaporative blower fan. The
evaporative blower switch is used to control the blower speed as HIGH or LOW.
The Sanden SD-508 compressor has five reciprocating pistons driven by a rotating wobble-plate. It
uses reed-type valves to control flow at the suction and pressure ports. It is powered by an engine drive pad.
Gears in the engine pad drive are a splined quill shaft that turns a small two-sheave pulley. This
small pulley drives the larger flywheel pulley with a flat surpentine belt. The belt is Goodyear p/n 4080220
and is specially made for Air Tractor. This larger drive pulley is connected, through an electromagnetic
clutch, to the compressor shaft.
In Drawing 60749, hot, high pressure, gaseous refrigerant leaves the pressure port of the compressor
and goes to the upper inlet of the condenser coil. While in the condenser coil, the refrigerant is cooled at
high pressure by the condenser fans. The temperature drop in the condenser coil causes the gas to liquefy.
The refrigerant emerges from the bottom of the condenser coil as a warm liquid under high pressure.
Next, the warm liquid passes to the receiver/dryer. The receiver/dryer acts as an accumulator to
dampen pressure pulses from the compressor. It also removes moisture from the system, preventing
internal freeze-up of the expansion valve.
From the receiver/dryer, the warm liquid goes to the inlet of the block expansion valve. The expansion
valve throttles the flow of warm liquid, dropping its pressure and temperature, transforming it to a cold gas.
The cold gas goes from the expansion valve to the inlet of the evaporator coil where it is warmed by
removing heat from the air drawn through the coil by the evaporator blower. This cooled air is ducted to the
eyeball vent on either side of the pilot. These vents are adjustable so that the pilot can direct the cool air as
desired.
The refrigerant leaves the evaporator coil as a warm gas. This warm gas flows from the evaporator coil
back through the outlet port of the block expansion valve and then returns to the suction port of the
compressor where the compressor raises the pressure and temperature. The hot gas leaves the pressure
port of the compressor and the process starts over.
The wiring schematic for the air-conditioning system is shown in Drawing 60748. The air conditioner
fans, blowers, and compressor clutch are powered by the airplane bus. Mechanical power to drive the
compressor is taken from an engine accessory drive pad.
Air Tractor, Inc. Description Page 10
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Air Tractor, Inc. Description Page 11
AT-502A/502B May 18, 1999

The air conditioner master switch (A/C Switch) enables all functions of the air conditioner system. This
switch may be used to select air conditioning with blower-forced air or blower-forced air circulation without
air conditioning.
The Blower Switch controls the speed of the evaporative blower. The blower is ON any time that the A/
C Switch is not OFF. Its speed is controlled HIGH or LOW with the Blower Switch.
The Trinary Switch, located atop the receiver/dryer, does two things to control electrical power to both
the compressor clutch.
A set of contacts in the Trinary Switch protects the compressor by opening the Compressor Clutch
circuit any time the system's high pressure is less than 25 psi. This same set of contacts opens when the
system's high pressure exceds 350 psi.

DISPERSAL SYSTEM

The standard spray system includes two-inch stainless plumbing and streamlined extruded aluminum
booms. Thirty-eight nozzles are incorporated although the boom is drilled and tapped for an additional 36
nozzles if desired. Quick-couplers are used in order to remove the booms and pump from the aircraft in
minutes. The spray pump is an Agrinautics p/n 65219 two-inch capacity pump. The fan is a Micronair five
blade adjustable pitch fan. The control valve is a Transland p/n 20384 and the strainer is an Air Tractor
p/n 80392-12. The bottom-load valve is a Transland two and a half inch p/n 22395.
All hoses used in the spray system have a special lining which is impervious to nearly all chemicals.
The hoses are double clamped at all connections with stainless worm-drive clamps. All plumbing parts have
beaded ends to provide secure hose attachments.
However, high line pressures and water-hammer effects can blow fittings loose and it is a good
practice to wire all Quick-couplers together with a loop or two of safety wire. In addition, stainless steel
straps are used to safety the plumbing on the discharge side of the pump to the top of the pump, and at the
spray valve.
Spray nozzles used are Spraying Systems Inc. p/n 4666 diaphram check valve, p/n 1/8 Q JJ-V body,
p/n QU-4010 Spray tip. The aircraft is equipped with -4010 spray tips which are for medium volume
applications.
The boom pressure gauge is glycerin-filled for long gauge life and to prevent needle fluctuations.
Copper tubing is used to connect the boom pressure gauge to a bulkhead fitting in the lower fuselage skin.
From the bulkhead fitting to the center boom assembly a Stratoflex hose is used.
The fan brake lever is an industrial over-center type lever which has considerable leverage so that the
fan can be stopped instantly. The brake cable tension can be adjusted in the cockpit by rotating the brake
lever handle.
Micronair rotary atomizers may be installed if desired. The factory supplies a special boom for 8
atomizers.
For dry materials a Transland p/n 22358 extra high-volume spreader is used. When the spreader is
installed the strainer should be rotated as required for clearance. For rapid changeover from spray to dry
materials remove only the pump and booms. For extended fertilizer application it is suggested that the
center boom assembly and control valve be removed to prevent fertilizer from getting into the valve assem-
bly. This can be accomplished in only a few minutes by removing the stainless “T” pins which support the
center boom assembly and removing the two bolts that attach the valve to the stainless bracket.
The Air Tractor features a near leak-proof hopper lid which allows full liquid loads to be carried. The
leak-proof feature is made possible by a sturdy over-center latch assembly and a curved hopper top which
allows the hopper lid to be pulled solidly into place. Medium density nitrile 3/8 x 1' wide is used for a hopper
Description Page 12 Air Tractor, Inc.
May 18, 1999 AT-502A/502B

lid gasket. Four stainless over-center clamps help seal the fwd and aft lid edges.
The hopper vent tube is welded 3" diameter stainless tubing inside the hopper. A 3" stainless ball is
used to seal off the overboard vent when the liquid level reaches the top of the hopper. The vent tube
protruding from the lower fuselage skin is made of aluminum and can be rotated to point forward to provide
positive pressure in the hopper for dry material application. This slight pressurization in the hopper requires
a little less gate opening for a given poundage which reduces the blockage effects of the door opening into
the slipstream. When the vent tube is rotated to point aft, a slight negative pressure is created inside the
hopper which prevents any fumes from escaping around the hopper lid gasket.
Optional dropped booms may be ordered from the factory which lower the spray booms 8-inches and
reduce the number of fine spray particles by as much as 50%. In areas where off-target drift is to be
avoided, the dropped booms should be installed.
Optional dispersal equipment includes a 3-inch spray system which utilizes the Agrinautics p/n
65715-1 3-inch pump, 3-inch plumbing to the pump, and 2 1/2-inch plumbing to the booms.
Later models feature a trigger in the hopper vent tube that prevents the round stainless ball from
floating up and closing off the vent before the hopper is completely filled. When the bottom load valve is
closed, a cable which is attached to the valve handle releases the round ball and allows it to seal off the vent
tube to minimize overflow out the vent system during takeoff.
Right hand boom shut off is also available as an option from the factory. This feature gives the pilot
greater control of swath placement.
An optional spreader is the Transland 54401 NorCal Swathmaster which requires the p/n 24274
adapter box and the 25-inch gate box.

HOPPER RINSE SYSTEM

A hopper rinse tank is located forward of the firewall and may be filled with tap water for hopper rinse.
To rinse the hopper after spray chemicals are expended turn the rinse switch ON for a sufficient time for
water to clean the hopper walls, then OFF.
The pump will empty the 18 gal. tank in approximately 1 1/2 minutes. Be sure to open the drain valves
during cold weather so that the system is not damaged by freezing. The drain valves are located at the
pump and at the check valve.

BLEED AIR COCKPIT HEAT SYSTEM

An optional feature on all Air Tractors is the cockpit heater. Hot air is taken from the compressor
section of the engine and routed to a valve forward of the cockpit. The valve is opened by pulling up on the
knob on the left side of the seat above the floor. The amount of heat can be regulated by the amount of
valve opening. Hot air is piped to the diffuser on the forward side of the cockpit on the floor.
The bleed air tap on the engine has a restrictor fitting to limit the amount of hot air that is available, and
this restrictor should never be removed from the connection.