What follows is the raw text from a RareAviation.com document available for download. This text can be helpful if you would like to confirm the document contains specific information you are interested in. Title: Aero Commander Model 112/B/TC/TCA Maintenance Manual Link: https://rareaviation.com/product/aero-commander-model-112-b-tc-tca-maintenance-manual --- RAW UNFORMATTED TEXT BELOW --- GULFSTREAM COMMANDER 112/b/tc/tca MAINTENANCE MANUAL REVISION 1: 23 APRIL 1977 CHANGED: 7 JANUARY 1980 MANUFACTURERS SERIAL NO______________________,_________________________________ REGISTRATION NO__________________________________________ For coordination with sales and service information. Serial No. 126 thru 499 are referred to as Model 112A. At the time of issue of this Maintenance Manual, the contents were, to the best of Gulfstream Aerospace's knowledge, adequate to maintain the aircraft in a continued airworthy condition. Gulfstream Aerospace Corporation 5001 North Rockwell Avenue, Bethany, Oklahoma 73008 Telephone: (405)789-5000 Telex: 796200 Commander Division P/N M112001-2 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL LIST OF EFFECTIVE PAGES LIST OF EFFECTIVE PAGES TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 287 CONSISTING OF THE FOLLOWING: Page Issue Page Issue *Title ..... *A.......... *B.......... i thru iii .. iv Blank .. v thru vi ... 1-1......... 1-2......... 1-3....... 1-4 thru 1-5 1-6......... 1- 7 2- 1 2-6 2-7 2-8 2-9 thru 2-10 2-11......... 2-12 ........ *2-13 ........ *2-14 ......... 2-15 ......... 2-16.......... 2-17.......... 2-18.......... 2-18A ........ 2-18B Blank .. 2-19 thru 2-20 2-20A ....... 2-20B Blank .. 2-21 ......... 2-22 thru 2-29 2- 30 thru 2-32 3- 1 ......... 3-2 .......... 3-3 3-5 3-6 thru 3-8 . *3-9 ......... 3-10......... *3-11 ........ 3-12.......... 3- 13........ *3-14.......... 4- 1 ......... 4-2 thru 4-9 .. 4-10 thru 4-11 4-12.......... 4-13 thru 4-16 4-17.......... thru 1-8 thru 2-5 thru 3-4 .. 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Change 3 Revision 1 . Change 2 Revision 1 . Change 3 Revision 1 Revision 1 . Change 2 Revision 1 . Change Revision . Change Revision . Change Revision . Change . Change Revision Revision . Change Revision . Change . Change 2 . Change 2 Revision 1 . Change 1 . Change 2 . Change 1 . Change 3 Change 2 Change 1 Change 1 2 1 2 1 1 1 1 2 1 1 1 1 2 INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES. The asterisk indicates pages changed, added or deleted by the current change. Change 4 A From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL LIST OF EFFECTIVE PAGES LIST OF EFFECTIVE PAGES (CONTD) Page Issue 8-15 thru 8-20 . Revision 1 8-21 Change 3 8-22 Blank .... Revision 1 9-1 thru 9-4 .... Revision 1 9-5 Change 1 9-6 thru 9-8 .... Revision 1 10-1 thru 10-6 . Revision 1 10-7 Change 2 10-8 Blank Revision 1 10-9 thru 10-62 Revision 1 10-63 Change 1 10-64 Change 2 10-64A Change 2 10-64B Blank .. Change 2 10-65 Change 1 10-66 Change 2 10-66A Change 2 10-66B Blank . Change 2 10-67 thru 10-68 Change 1 10-68A Change 1 10-68B Blank .. Change 1 10-69 thru 10-70 Change 2 10-70A Change 3 10-70B Blank .. Change 2 10-71 thru 10-72 Revision 1 10-73 Change 1 10-74 Change 2 10-75 Change 2 10-76 Blank .... Change 2 Change 1 .. September 2, 1977 Change 2 .... March 24, 1978 Change 3 April 16, 1979 Change 4 January 7, 1980 INSERT LATEST CHANGED PAGES, DESTROY SUPERSEDED PAGES. The asterisk indicated pages changed, added or deleted by the current change. B Change 4 MAnSJTcii^iAsMiCiE MANUAL C ANDES / a l/ jl kJ A INTRODUCTION This Rockwell International, General Aviation Division Maintenance Manual has been prepared by the Tech- nical Publications Department. It contains informa- tion on all aircraft systems and operating procedures required for safe and effective maintenance. It shall not be used as a substitute for sound judgement. All recommended changes will be reviewed by Cus- tomer Service, Engineering, etc., before incorpora- tion or rejection. Additional forms may be requested from Rockwell International - General Aviation Division. APPLICABLE PUBLICATIONS CHANGES AND REVISIONS 1. Pilots Operating Handbook or Flight Manual 2. Pilots Checklist. 3. Illustrated Parts Catalog. 4. Service Releases. There are two types of changes and one type of revi- sion used to keep this manual current. The material compiled in these changes and revisions will consist of information necessary to maintain the present equipment or new equipment added to the airplane. It is imperative that this material be inserted in the manual at the time it is received. HOW TO GET COPIES AUTOMATIC DISTRIBUTION To receive future changes and revisions to this manual or to any other publication automatically, an aircraft unit must be established on the automatic distribution list maintained by the Technical Publications Depart- ment. All owners of new and used aircraft can be established on the automatic distribution list or change existing publications requirements of an aircraft unit by submitting a properly executed Technical Manual Owner Address Change Card Form (AC 1661) found in the front of all Maintenance Manuals leaving the factory. Other publications may be purchased by completing Technical Manual Order Form (AC 1658 or AC 1659). Additional information is provided in Service Information No. SI-101. INTERIM CHANGE An interim change will be distributed anytime it is necessary to forward immediate information to the holders of maintenance manuals. The interim change will consist of colored pages which are inserted in the appropriate section of the manual until formal white change pages are issued. This interim change will include deletions and/or additions of material pertinent to specific paragraphs or illustrations of the manual. ADDITIONAL COPIES Additional copies of this manual and related changes may be procured by submitting a Technical Manual Order Form (AC 1658 or AC 1659) found in the back of all Maintenance Manuals delivered from the factory. REQUESTING MANUALS CORRECTIONS/ CHANGES Recommended changes or corrections to this manual may be submitted by anyone using the manual. Change/ correction recommendations shall be submitted on the Publications Change Request Form (AC 1432) found in the back of all manuals delivered from the factory. FORMAL CHANGE A formal change will be distributed periodically, to holders of maintenance manuals, and will, in most instances, supersede previous interim changes. These changes will be page replacements and shall be inserted in the manual in accordance with the in- structions given below: 1. Replace the obsolete pages in the manual with formal change pages of the same page number. 2. Insert pages, with page numbers followed by a letter, in direct sequence with the same common numbered page, i.e., 5-1, 5-1A, 5-2, 5-2A, 5-22, and 5-3. REVISIONS The revision is distributed when over sixty percent of the manual has been changed due to major changes to equipment and/or accumulated formal changes require a revision to the manual. A revision will replace every existing page in Um manual and should be inserted in the manual as follows: From PilotManuals.com / RareAviation.com INTRODUCTION MAINTENANCE Ahi JAL '.'C;CZ'//31.. - v O M M A N D A 112/B/TC/TCA Remove and dispose of except the tab dividers pages in each section. all pages in the manual and insert the new CAUTION IDENTIFICATION OF CHANGED MATERIAL An operating procedure, practice, or condition, etc ., which may result in damage to equipment, if not carefully observed or followed. Changed text will be identified by a black vertical line along the outside margin of the page, opposite revised or added material. Changed illustrations Will have symbols within the border of the illustration to indicate minor changes. Major changes requiring complete redrawing of an illustration will be indicated by a black vertical line along the outside margin of the page opposite the illustration. NOT! An operating procedure, practice, or condition, etc ., which is essential to emphasize. Revisions of text and illustrations will not have any change markings as they are treated as new pag6s in a new manual. WORDING WARNINGS, CAUTIONS, AND NOTES The following definitions apply to "WARNINGS", "CAUTIONS", and "NOTES" found throughout the manual. WARNING An operating procedure, practice, or condition, etc., which may result in injury or death, if not carefully observed or followed. The concept of word usage and intended meaning which has been used in preparing this manual is as follows: "Shall" has been used only when application of a pro- cedure is mandatory. "Should" has been used only when application of a procedure is recommended. "May" and "need not" have betzn used only when appli- cation of a procedure is optional. "Will" has been used only to indicate futurity, never to indicate any degree of requirement for application of a procedure. ROCKWELL COMMANDER MAINTENANCE MANUAL TABLE OF CONTENTS 112/B/TC/TCA TABLE OF CONTENTS SECTION PAGE I GENERAL INFORMATION .................. 1-1 II GROUND HANDLING, SERVICING, INSPECTION, AIRFRAME MAINTENANCE, LUBRICATION AND STORAGE...................... 2-1 III HYDRAULICS ........................... 3-1 IV POWER PLANT AND PROPELLER ............ 4-1 V FUEL SYSTEM ........................... 5-1. VI LANDING GEAR, WHEELS AND BRAKES........ 6-1 VII FLIGHT CONTROLS ...................... 7-1 VIII INSTRUMENTS........................... 8-1 IX HEATING AND VENTILATION............... 9-1 X ELECTRICAL SYSTEM ....................10-1 iii/iv From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/b/TC/TCA MAINTENANCE MANUAL LIST OF ILLUSTRATIONS LIST OF ILLUSTRATIONS Figure Title Page 1- 1 General Dimensions................... 1- 2 1- 2 Station Diagram .....................1- 4 2- 1 Internal Control Lock................2- 2 2- 2 Mooring..............................2- 3 2- 3 Jacking .............................2- 4 2- 4 Servicing Chart......................2- 7 2- 5 Hydraulic Power Pack.................2- 8 2- 6 Induction Air Filter ................2- 9 2- 7 Fuel Tank Capacity ....................2-10 2- 8 Inspection Intervals Chart....... 2-12 2- 9 Windows and Windshield Installation 2-17 2-10 Cabin Door ........................... 2-18 2-11 Baggage Door ......................... 2-20 2-12 Wing Installation..................... 2-22 2-13 Empennage Installation ............... 2-24 2-14 Inspection Plates and Access Covers 2-25 2-15 Lubrication Chart .................... 2-26 2- 16 Torque Values ........................ 2-32 3- 1 Hydraulic Equipment Locator .........3- 2 3- 2 Hydraulic System Schematic - Gear Retracted................... 3- 3 3- 3 Hydraulic System Pressure Settings 3- 6 3- 4 Landing Gear Actuating Cylinders .. 3-7 3- 5 Hydraulic Power Pack ................. 3-10 3-6 Hydraulic Gear Lines ................. 3-11 3- 7 Hydraulic System Check ............... 3-12 3- 8 Trouble Shooting Hydraulic System . 3-13 4- 1 Engine Assembly...................... 4- 2 4- 2 Magneto - Cam End View ..............4- 4 4- 3 Ignition Wiring......................4- 6 4- 4 Induction Air System ................4- 7 4- 5 Fuel Injection System................4- 9 4- 6 Carburetor ........................... 4-10 4- 7 Exhaust Stack..........................4-14 4- 8 Engine Baffle Assembly.................4-15 4- 9 Engine Control Quadrant................4-17 4-10 Engine Mount...........................4-20 4-11 Engine Cowling ........................4-22 4-12 Detail Engine Specifications.........4-25 4-13 Propeller .............................4-28 4-14 Propeller Pitch Settings ............. 4-30 4-15 Checking Blade Angle ..................4-30 4- 16 Trouble Shooting Engine and Propeller .........................4-31 5- 1 Fuel System..........................5- 2 5- 2 Transmitter Installation .............. 5-4 5- 3 Fuel Calibration Table ................ 5-6 5- 4 Transmitter Float Arm Adjustment. 5- 7 5- 5 Fuel Gascolator ....................... 5-8 5- 6 Finger Inlet Screen ................... 5-9 5- 7 Fuel Selector ....................... 5- 9 5- 8 Trouble Shooting Fuel System ......... 5-10 Figure Title Page 6- 1 Main Landing Gear................... 6- 4 6- 2 Main Landing Gear Strut Assembly .. 6- 6 6- 3 Nose Landing Gear................... 6- 8 6- 4 Nose Landing Gear Strut Assembly .. 6-10 6- 5 Emergency Extension Valve Control . 6-12 6- 6 Nose Gear Shimmy Dampener ......... 6-13 6- 7 Nose Wheel Steering System ........ 6-14 6- 8 Wheel and Tire Assemblies ......... 6-18 6- 9 Tire and Strut Inflation Pressures ... 6-20 6-10 Brake Cylinder Assemblies.......... 6-21 6-11 Brake Assembly .................... 6-23 6- 12 Trouble Shooting The Landing Gear System......................... 6-25 7- 1 Control Column ....................... 7- 2 7- 2 Aileron Controls ..................... 7- 5 7- 3 Aileron Control Chain Location...... 7- 8 7-4 Flap Controls Installation............ 7- 9 7- 5 Wing Flap Warning Switch........... 7-10 7- 6 Rudder Pedal Installation ......... 7-12 7- 7 Rudder Controls ................... 7-14 7- 8 Elevator Controls.................. 7-15 7- 9 Elevator Trim Controls............. 7-16 7-10 Elevator Trim Wheel................ 7-18 7-12 Aileron-Rudder Interconnect Rigging 7-21 7-11 Control Travel Gage Locations.......7-19 7-13 Control Surface Travel and Cable Tensions ...................... 7-22 7-14 Control Surface Balancing ......... 7-23 7-15 Cable Tensions Temperature Conversion Chart............... 7-23 7- 16 Trouble Shooting Flight Control System ........................ 7-24 8- 1 Instrument Panel ..................... 8- 2 8- 2 Pitot-Static System................. 8- 4 8- 3 Pitot-Static Test Bulb.............. 8- 5 8- 4 Vacuum System Installation ......... 8- 6 8- 5 Instrument Markings ............... 8-10 8- 6 Trouble Shooting Instruments and Vacuum System ................. 8-15 9- 1 Heating and Defrosting System Installation ................... 9- 2 9- 2 Valve Assembly...................... 9-4 9- 3 Cabin Ventilation System Installation 9- 6 10- 1 Battery Charge Rates .................10- 2 10-2 Hydrometer Readings ..................10- 2 10-3 Battery ..............................10- 2 10-4 Alternator............................10- 3 10-5 Electrical Load Chart ................10- 5 10-6 Bulb Replacement Guide ............10- 5 10-7 Circuit Breakers .....................10- 6 10-8 thru 10-27 See Wiring Diagrams Index,Part I.. .10- 9 Change 2 v ROCKWELL COMMANDER 112/B/TC/TCA LIST OF ILLUSTRATIONS MAINTENANCE MANUAL LIST OF ILLUSTRATIONS (CONTD) Figure Title Page 10-28 Connector and T-Strip Locator .... 10-29 thru 10-32 10-38 See Wiring Diagrams Index, Part II 10-33 10-39 Connector and T-Strip Locator .... 10-46 10-40 thru 10-49 See Wiring Diagrams Index,Part III 10-47 10-50 thru 10-57 See Wiring Diagrams Index, Part IV 10-61 vi Change 2 From PilotManuals.com / RareAviation.com SECTION GENERAL INFORMATION ROCKWELL COMMANDER 112/B/TC/TCA SECTION I GENERAL INFORMATION MAINTENANCE MANUAL SECTION I GENERAL INFORMATION TABLE OF CONTENTS Page GENERAL DESCRIPTION..................... 1-1 PRINCIPAL DIMENSIONS.................... 1-1 General.............................. 1-1 Wing................................. 1-3 Horizontal Stabilizer and Elevators . 1-3 Vertical Stabilizer and Rudder....... 1-3 Fuselage............................. 1-3 Areas ............................... 1-3 FUSELAGE AND WING STATIONS.............. 1-3 AIRCRAFT STRUCTURES .................... 1-3 Fuselage............................. 1-3 Page Wing.................................... 1-6 Empennage............................... i-g AIRCRAFT SYSTEMS ......................... 1-6 Hydraulic System ....................... 1-6 Power Plant............................. 1-6 Fuel System............................. 1-7 Landing Gear, Wheels, and Brakes ....... 1-7 Flight Controls ........................ 1-7 Instruments ............................ 1-7 Heating and Ventilation ................ 1-7 Electrical System....................... 1-8 From PilotManuals.com / RareAviation.com GENERAL DESCRIPTION These aircraft are low-wing, single-engine aircraft de si pied for business and pleasure. The Models 112/V are powered by a Lycoming IO-360-C1D6, 200- horsepower engine while the Models 112TC/TCA are powered by a Lycoming TO-360-C1A6D, 210-horse- powered engine. These aircraft use a Hartzell 2- blade, constant-speed propeller. Structural integrity, flight safety, and minimum maintenance requirements are assured by the construction and design of the ma- jor airframe components. The wing design and its position in relation to the fuselage provides the best capability and aircraft controllability desired for optimum performance. The design concept of the aircraft embodies maximum safety, minimum main- tenance requirements and ease of accomplishing nec- essary maintenance and servicing. Access covers, doors, and quick opening engine cowling provide easy access to aircraft and engine systems components. The retractable tricycle landing gear is operated hy- draulically during normal operation. Passenger and pilot comfort are assured by the design of the seating and interiors, which are completely insulated and up- holstered for noise abatement, warmth and appearance. The cabin will seat up to three passengers in addition to the pilot. Entrance doors located on both sides of the fuselage provide access to the cabin area. A baggage compartment, which contains 22 cubic feet of storage space, is located aft of the rear seats and is accessible through a door on the left side of the fuselage, or from the rear seats. PRINCIPAL DIMENSIONS GENERAL Wing Span Model 112 .......... 393.00 inches (32'-9") Model 112B/TC/TCA.. 427.20 inches (35'-7.20") Overall Length 300.50 inches (25'-0. 50") Height to Top of Vert. Stab 101.00 inches (8'-5.00") Main Gear Tread Model 112 .......... 128.44 inches (10'-8.44") Model 112B/TC/TCA 131.40 inches (lO'-ll.40") Main Gear to Nose Gear Model 112 ........... 82.97 inches (6-10.97") Model 112B/TC/TCA.. 82.50 inches (6'-10.50") Gross Weight Model 112 (thru S/N 125) .......... 2550 lbs. MAL /as 1-1 RECEIVED by ATP ROCKWELL COMMANDER 112/B/TC/TCA SECTION I GENERAL INFORMATION MAINTENANCE MANUAL Figure 1-1. General Dimension* 1-2 From PilotManuals.com / RareAviation.com Change 1 SECTION I GENERAL INFORMATION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL Model 112 (126 and subs) ........ 2650 lbs. Model 112B ...................... 2800 lbs. Model 112TC ..................... 2850 lbs. Model 112TCA .................... 2950 lbs. C.G. Limit, Gross Wt. FWD (Normal Category) Model 112 (thru S/N 125) ..... 15. 0% MAC Model 112 (126 and subs) ..... 18.8% MAC Model 112B ................... 24.58% MAC Model 112TC ................... 24.84% MAC Model 112TCA .................. 26.68% MAC C.G. Limit, Gross Wt. AFT (Normal Category) Model 112 ....................31.50% MAC Model 112/B/TC/TCA..............31.77% MAC WING Airfoil Section (Chordwise). NACA 632415 Modified Root Chord ............................. 70.30 Tip Chord Model 112 ......... Models 112B/TC/TCA Mean Aerodynamic Chord Model 112 ......... Model 112/B/TC/TCA Angle of Incidence, tip .. Dihedral (at main spar) .. Aspect Ratio Model 112 ......... Models U2B/TC/TCA 35.15 in. 32.10 in. 55. 05 in. 59.84 in. ..... 0 ..... 7 .... 7.20 .... 7.85 HORIZONTAL STABILIZER AND ELEVATORS Span .................. Airfoil Section ....... Root Chord ............ Tip Chord ............. Mean Aerodynamic Chord Angle of Incidence .... Dihedral .............. Aspect Ratio .......... Taper Ratio ........... 161.50 in. (13'-5.50") NACA 66-010 Modified . 47.46 in. . 18.36 in. . 35. 00 in. . -20 . 0 ............ 5.38 . 0.39 - Volume ............. 22 cu. ft. - Capacity............... 200 lbs. AREAS Wing Model 112 .................... 152. 00 sq. ft. Models 112B/TC/TCA (incl glove) 163. 81 sq. ft. Aileron.......................... 11.00 sq. ft. Flaps ........................... 18. 00 sq. ft. Horizontal Stabilizer (incl elev.).... 33.64 sq. ft. Elevators (incl tabs) ........... 18. 00 sq. ft. Vertical Stabilizer (incl rudder) Model 112 .................... 17. 00 sq.ft. Models 112B/TC/TCA............. 22.36 sq. ft. Rudder Model 112 .................... 5. 00 sq.ft. Models 112B/TC/TCA............ 5.75 sq. ft. FUSELAGE AND WING STATIONS The station diagram shown in Figure 1-2 provides a convenient method for identifying and locating refer- ence points on major components of the fuselage and wings. These reference points are numbered in inches. The fuselage stations are numbered from zero to 298. 50 inches aft of zero. Rib stations of the wing and horizontal stabilizer are measured from the centerline of the fuselage outboard, along the surface leading edge. The top of the vertical stabilizer rep- resents the highest reference plane which is 101.00 inches above ground level. References to fuselage and wing stations numbers and Z lines are used as a means of pin-pointing the location of structural and system component installations. AIRCRAFT STRUCTURES VERTICAL STABILIZER AND RUDDER Airfoil Section ................ NACA 66-012 Root Chord Model 112 .................... 71.20 in. Model 112B/TC/TCA............. 80.70 in. Mean Aerodynamic Chord Model 112 .................... 50.90 in. Model 112B/TC/TCA............. 56.81 in. FUSELAGE Cabin Interior - Height................ 49. 00 in. - Width ................ 47. 00 in. - Length................ 75. 00 in. - Volume.................*99 cu. ft. *Rudder pedal to back of 2nd seat. Baggage Compartment Interior - FUSELAGE The fuselage consists of the nose section, center section and aft section. The nose section extending from fuselage station 22.00 to 62. 50 houses the power plant and retractable nose landing gear. Nose landing gear doors, which open and close as the gear is ex- tended or retracted, form an aerodynamically smooth nose section during flight. The nose section is joined to the center fuselage section at fuselage station 62.50, which is also the location of the engine firewall. The center fuselage, which contains the main cabin area and baggage compartment, extends from fuselage sta- tion 62. 50 to 178.00 where it is joined to the aft fuse- lage section. This section, which houses the seats for pilot and three passengers, has two doors that afford easy access to the aircraft from either side. The pilots area is equipped with a wide-vision wind- shield and large door windows to assure maximum 1-3 SECTION I GENERAL INFORMATION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL MODEL 112 m o o o co o o o m eq ^co o 06 co co in m eq N N N N N XII 21 Figure 1-2. Station Diagram (Sheet 1 of 2) 1-4 Change 3 SECTION I GENERAL INFORMATION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL Figure 1-2. Station Diagram (Sheet 2 of 2) Change 3 ROCKWELL COMMANDER 112/B/TC/TCA SECTION I GENERAL INFORMATION MAINTENANCE MANUAL pilot visibility during flight. The aft fuselage section, extending from fuselage station 178.00 to 263. 00, is permanently secured to the center fuselage section and provides structural attachment points for the em- pennage flight surfaces and controls. This section houses the battery, hydraulic power pack unit and various control surface cables. The entire fuselage is designed to assure a strong safety margin for all flight conditions and to provide attaching structures for the wing and empennage. Sturdy aluminum floor- ing supported by longitudinal beams and bulkheads extends from the firewall aft through the baggage com- partment. The center wing structure is attached to the fuselage so that part of the wing torque is absorbed by the fuselage structure. The elevator provides mounting attachment for a fiberglass tip-fairing at each outboard end for stream- lined appearance. The aft tailcone assembly is also capped by a fiberglass stinger containing mounts for a tail navigation light and lens assembly, and tail tie- down ring mounted in the vertical fin portion of the cap. The rudder and elevators are controlled by a cable and pulley system attached to the control sur- face bellcrank or horn. Controllable trim tabs are installed on the elevators. A ram air intake, reces- sed into the center of the vertical stabilizer, pro- vides maximum cool air for in-flight cabin ventilation. AIRCRAFT SYSTEMS WING Each wing is of an all-metal stressed-skin construc- tion incorporating spars, formed ribs and an integral fuel tank contained in a three-rib section, forward of the main spar. The main spar of each wing is joined at the center of the fuselage with spar cap splices. The wing is installed in the lower center fuselage section and secured to the fuselage loadbearing frames and fittings by bolts and nuts at stations 85.00, 123,00 and forward of station 148.00. Access plates located at various points on the lower skin of the wing provide access for inspection and repair of the fuel system and the flight control cabling. Landing gear fitting/retraction mechanisms are in- stalled in the basic wing structures to provide attach- ment points for the main landing gear. An opening in the inboard leading edge of each wing serves as a ram air intake for the cabin ventilation system. An electrically operated wing flap is installed between the fuselage and aileron on each wing. The flaps are attached to the aft wing spar by hinge assemblies. Extension and retraction of the wing flaps is controlled by an electrically controlled jackscrew and torque tube arrangement. Metal ailerons, extending outboard from the flaps to wing station 189.00, are attached to the aft wing spar by hinge assemblies. EMPENNAGE The empennage consists of the vertical and horizontal stabilizers. The vertical fin assembly is made of two separate components; an upper assembly which is mated at the horizontal stabilizer, and a lower stub assembly which is integral with the aft tailcone struc- ture. A rudder control surface is attached to the ver- tical stabilizer at two hinge points. A fiberglas rudder cap contains provisions for mounting various electronic antennas and the anti-collision beacon. The horizontal stabilizer, consisting of a fixed and movable elevator surface, is attached to the lower vertical stabilizer stub assembly. The horizontal and vertical stabilizers both utilize stressed and beaded skin construction to provide maximum strength with minimum structural components. The horizontal surface is of single unit constructions with a fixed for- ward surface and a hinged elevator control surface. HYDRAULIC SYSTEM The landing gear system extension and retraction actuators are operated by the aircraft hydraulic sys- tem. Hydraulic fluid under pressure is supplied to the system by an electric hydraulic power pack unit installed in the left forward area of the aft section. A landing gear selector switch, mounted on the instrument panel, controls the direction of fluid flow from the pump to permit gear retraction or extension. An emergency extension system is provided to operate the landing gear in the event the hydraulic system malfunctions. The gear will drop by gravity assisted by down springs. Other hydraulic components use hydraulic fluid but are not function- ally associated with the primary hydraulic system. These are the master brake cylinders, nose shimmy dampener, nose and main gear struts and wheel brakes. All of these components have self contained reservoirs and are not dependent upon the main sys- tem. POWER PLANT MODELS 112/B. A direct-drive 200-horsepower Lyc- oming IO-360-C1D6 engine is used to power the air- craft. The engine is a four-cylinder horizontally- opposed air cooled engine which employs a wet sump oil system and is equipped with fuel injection. Engine shock mounts, which dampen engine and propeller vibration, support the engine on the welded tubular engine mount bolted to the airframe firewall. On Model 112, the engine is equipped with a Hartzell HC-E2YR-1BF/F7666A all metal constant speed pro- peller. The Model 112B aircraft is equipped with a Hartzell HC-E2YR-1BF/F8467-7R propeller. The engine cowling consists of two fiberglass segments that are easily removed for quick access to all parts of the engine. The lower segment is attached to the forward fuselage with machine screws and is removed only when removing the engine or performing mainte- nance on the lower portion of the engine. The upper segment containing the oil access door is held in place to the lower segment by four Camloc latches and two studs. Adjustable cowl flaps, located in the lower segment of the engine cowl, control cylinder head 1-6 From PilotManuals.com / RareAviation.com SECTION I GENERAL INFORMATION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL temperature during flight. All engine accessories except the alternator are attached to mounting pads on the engine. MODELS 112TC/TCA. A direct-drive 210-horsepower Lycoming TO-360-C1A6D engine is used to power the aircraft. The engine is a four-cylinder horizontally- opposed air cooled turbocharged engine which employs a wet sump oil system. Engine shock mounts, which dampen engine and propeller vibration, support the engine on the welded tubular engine mount bolted to the airframe firewall. The engine is equipped with a Hartzell HC-E2YR-1BF/F8467-7R all metal con- stant speed propeller. The engine cowling consists of two fiberglass segments that are easily removed for quick access to all parts of the engine. The lower segment is attached to the forward fuselage with screws and is removed only when removing the engine or performing maintenance on the lower por- tion of the engine. The upper segment containing the oil check door is held in place to the lower segment by four Camloc latches and two studs. Adjustable cowl flaps, located in the lower segment of the engine cowl, control cylinder head temperature during flight. All engine accessories except the alternator are at- tached to mounting pads on the engine. hydraulic power pack reservoir allowing the gear to drop by gravity, assisted by down springs. Mechani- cally actuated landing gear doors enclose the main gear struts within the wing. The nose landing gear, which retracts into a wheel well under the engine is enclosed by mechanically operated wheel well doors when the gear is retracted. The nose and main land- ing gear wheels are machined castings, consisting of two wheel halves. The wheel halves are not inter- changeable; but the complete wheel assemblies are interchangeable according to wheel size. Disc type hydraulic brakes, attached to the main landing gear, are individually controlled by applying toe pressure to the rudder pedals at either pilot position. A park- ing brake, which operates from the master brake cyl- inder, is engaged by applying toe pressure on the rudder pedals and pulling out the PARK BRAKE con- trol knob. The nose wheel steering system is tied to the rudder trim system and operated by depressing the rudder pedals. Initial depression of the pedal starts the nose wheel turning toward the desired di- rection, while further pedal pressure results in a combination of nose wheel steering and main wheel braking to turn the aircraft. FLIGHT CONTROLS FUEL SYSTEM Fuel is stored in the integral forward wing structure of each wing (wet wing fuel tanks) outboard of wing station 82.50 and extending to wing station 142.40. The Model 112 (Serial numbers thru 125) has a fuel system capacity of 32 U.S. gallons per tank, usable. The Model 112 (Serial numbers 126 thru 155) has a fuel system capacity of 34 U.S. gallons per tank, usable. The Models 112 (Serial numbers 156 thru 499), 112B, 112TC and 112TCA has a fuel system capacity of 24 U.S. gallons per tank, usable with standard tanks installed, and 34 U.S. gallons per tank usable with optional tanks installed. The fuel tanks are serviced through filler ports located on top of both wings. Fuel is supplied from the tanks through the fuel selector valve to the fuel gascolator. From the gascolator, fuel travels through the electrically operated auxiliary fuel pump to the engine-driven fuel pump. The auxiliary fuel pump is used for engine starting and also provides fuel pressure to the engine in the event of an engine-driven fuel pump failure. LANDING GEAR, WHEELS, AND BRAKES The retractable tricycle landing gear is operated hy- draulically. Should a failure occur in the hydraulic system an emergency system is provided for emer- gency extension of the gear. The gear is held in the up position by hydraulic pressure lock and will free- fall to the down and locked position if normal hydraulic system pressure is lost. Emergency extension of the main gear is accomplished by placing the emergency gear extension knob in the DOWN position to release hydraulic fluid trapped in the uplock portion of actu- ators. This bypasses hydraulic fluid directly to the The aircraft is equipped with a dual flight control sys- tem, which utilizes control columns, control wheels, and rudder pedals to operate the primary flight control surfaces. Trim tabs, located on the elevators are controlled by rotating the trim tab control wheel, lo- cated in the center console. A fixed position ground adjustable trim tab, is installed on the trailing edge of the left aileron. The wing flaps are operated electric- ally and controlled by a switch on the lower right side of the instrument panel. An internal control lock, which may be installed in the control column, secures the ailerons and elevators in the neutral position when the aircraft is parked. INSTRUMENTS All instruments except magnetic compass and outside air temperature gage are installed in the main instru- ment panel and sub-panel areas, and are grouped ac- cording to function and ease of surveillance. All pri- mary flight and gyro instruments are installed in the left side of the main instrument panel. Manifold pres- sure and tachometer gauges are mounted in the lower center area of the main panel and the remaining engine instruments are grouped horizontally across the left instrument sub-panel. Lighting for the instruments is furnished by a combination of post lights and flood lights. Optional navigation and communications equip- ment is located in the center and right side of the main instrument panel. HEATING AND VENTILATION The forced air heating and ventilation system provides heat and ventilation to the cabin area. Heat is obtained Change 1 1-7 SECTION I GENERAL INFORMATION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL from the exhaust manifold heat exchanger, located in the engine compartment. Ram air, obtained through air inlets in the cowling, is routed through a heat ex- changer shroud around the exhaust muffler where it is heated and distributed to the defroster and cabin heat outlets. Control knobs located on the right instrument sub-panel assembly control the amount and tempera- ture of heated air entering the cabin. Fresh air enters openings in the leading edge of the wing where it is mixed with heated air for a desired degree of warm temperature. Two individual ventilation systems pro- vide maximum cool air for in-flight cabin ventilation. A ram air intake, recessed into the center of the ver- tical stabilizer, serves the overhead console. The second ventilation system utilizes the fresh air intake openings in the leading edge of the wing to supply fresh air to the floor level outlets. ELECTRICAL SYSTEM The 14-volt de electrical system obtains power from one 12-volt battery and one engine-driven 14-volt 70-amp alternator. Current is normally supplied to the system from the alternator. When alternator out- put is not available electrical power is supplied from the battery installed in the aft fuselage. An optional external power receptacle, located aft of the battery on the left side of the fuselage, may be used for con- necting a 14-volt de ground power unit to the aircraft de power system for engine starting or maintenance. Aircraft without an external power receptacle should use a spare battery for servicing purposes. The elec- trical system utilizes a voltage regulator, 70-ampere circuit breaker and overvoltage relay to regulate the alternator voltage and protect the electrical system. 1-8 Change 1 From PilotManuals.com / RareAviation.com SECTION GROUND HANDLING, SERVICING, INSPECTION, AIRFRAME MAINTENANCE, LUBRICATION AND STORAGE MAINTENANCE MANUAL l/tc/tca AND INSPECTS SECTION II GROUND HANDLING, SERVICING, AIRFRAME MAINTENANCE TABLE OF CONTENTS Page GENERAL DESCRIPTION............. GROUND HANDLING __.............. Towing ...............-.......................... Taxiing ........-.......... ....... Parking......................________ Mooring.....................__ - - > .lacking ______-......................__ ; .eve ling__________-.................. COLD weather operation ............ Cold Weather Maintenance Hints .... GROUND EMERGENCY PROCEDURES . Engine Fires .................... Electrical Fires ................. GROUND OPERATION OF ENGINE .... Exterior Prestart Check ......... Cockpit Prestart Check __......... Starting Cold Engine ............ Starting Hot Engine ........__ Engine Operational Check .......... .... SYSTEM AND COMPONENT SERVICING Hydraulic System ................ Engine Oil System ........... - - ..... Engine Induction Air Filter Cleaning Fuel System________................... Landing Gear, Wheels and Brakes .. Battery ......................... INSPECTION....................................... Inspection Checklist __........... AIRFRAME MAINTENANCE .. __.......... Airframe Sealing........................ ........................ Fiberglass Repairs............... Structural Repairs.............. Windshield and Windows .......... Cabin and Baggage Doors ......... Seats .......................... Upholstery__................ Wings .......................... Empennage______ __................... Airframe Cleaning ............. Lubrication ................... Storage ....................... 2- 1 2- 1 2- 1 2- 2 2- 2 2- 2 2- 2 2- 3 2- 3 2- 3 2- 4 2- 4 2- 4 2- 5 2- 5 2- 5 2- 5 2- 6 2- 6 2- 6 2- 6 2- 8 2-10 2-10 2-11 2-13 2-14 2-14 2-14 2-14 2-15 2-16 2-16 2-20 2-21 2-23 2-23 2-24 2-24 . 2-30 . 2-30 Or* r z r- : ji - " . 1 , # "ft W ' - Mfr J w w 1 AI- as RECEIVED BY Al P From PilotManuals.com / RareAviation.com GENERAL DESCRIPTION Standard procedures for ground handling, servicing, inspection, airframe maintenance, lubrication and storage are included in this section. Adherence to these procedures on a scheduled basis can save many hours of maintenance and aircraft down time. When a system component requires service or maintenance other than that outlined in this section, refer to the applicable section of this manual for complete infor- mation. ground handling TOWING Movement of the aircraft on the ground may be accom- plished by the following methods: a. Pulling and guiding with nose gear tow bar. The nos fT wheel may be turned a maximum of 30 de- grees to the left or right of center. Nose wheel tow limits must be strictly observed to prevent nose gear damage^irting aircraft aft on main landing gear and towing^backwirds. The main wheels are near the center of balance, and two men can easily lower the tail and move the aircraft with little effort. TOWING PRECAUTIONS a. Never push, pull, or lift aircraft by use of control surfaces. b. Never use nose gear strut body or tailcone tie- down ring as an attach point for towing, c. Never place undue strain on aircraft when tow- ing, and avoid jerky motions. d. Do not use ropes attached to main gear for tow- ing aircraft backwards through mud or snow. 2-1 ORIGINALas A f D received by AI r Figure 2-1 - Internal Control Lock TAXIING Before attempting to taxi aircraft, maintenance per- sonnel should be 'checked out' by qualified personnel. When it is determined that propeller area is clear, apply power to start taxi roll and perform the follow- ing checks: a. Taxi a few feet and check brake operation. b. While taxiing, make slight turns to determine that nose wheel steering is operative. c. Avoid taxiing over ground containing loose stones, gravel, or other loose material that may cause foreign object damage to propeller, cowling, or other aircraft in the area. d. Never taxi with flaps extended. e. Minimum turning distances must be strictly observed. f. Taxi with propeller in high rpm, cowl flaps open, and observe all engine operating limits. PARKING Head aircraft into wind and set parking brake. Do not set parking brake during cold weather when accumu- lated moisture may freeze in brakes, or if brakes are overheated. Close cowl flaps, install internal control lock (Figure 2-1) and pitot covers, and place chocks under wheels. MOORING Park aircraft as previously outlined. In winds up to 20 knots, secure the aircraft at tie-down rings. For winds above 20 knots, tie nose gear, main gear and tailcone, and wing tie-down ring (see Figure 2-2), and install external control surface locks, if avail- able. Hangar aircraft when predicted wind velocity exceeds 60 knots. When mooring aircraft, use 3/4- inch manila or nylon rope and employ a clove hitch or other anti-slip knot. If manila rope is used for tie-down, allow enough slack to compensate for con- traction of the rope fiber without damaging aircraft. JACKING Aircraft jacking should be accomplished in a hangar unless wind is calm. Place jacks under jack pads on the underside of both wings and nose jack pad near the nose gear wheel well as shown in Figure 2-3. Attach a tail support stand to the tailcone tie-down fitting and ballast as required. Raise nose and wing jacks evenly until all three wheels are clear of the 2-2 From PilotManuals.com / RareAviation.com SECTION II SERVICING AND INSPECTION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL Figure 2-2. Mooring floor and struts have fully extended. Provide adequate clearance from floor surface if landing gear cycle tests are to be made. CAUTION Check that parking brake is released prior to lowering the aircraft after maintenance. The nose gear may be raised without the use of jacks, by lowering aft fuselage and securing with weighted tail stand. LEVELING Leveling of the aircraft is required for weighing and calibration of the fuel quantity indicating system. To level the aircraft, place aircraft in an enclosed hangar. If aircraft is to be weighed, retract flaps, install con- trol wheel lock, remove all loose equipment from the aircraft and position adjustable seats in the forward position. Place scales under jack stands at wing and nose jacking points. If scales are equipped with cas- ter wheels, block wheels to prevent movement. Raise all three jacks evenly until aircraft is high enough to permit fore and aft leveling by adjustment of the nose jack. Place a level on the exterior surface of the fuselage floor pan just aft of the nose wheel well. Minor lateral leveling adjustments can then be made by adjusting an individual wing jack. Accomplish longitudinal leveling by placing a level in a fore and aft direction on the exterior floor pan surface and adjusting the nose jack as necessary. COLD WEATHER OPERATION Aircraft operation in cold weather creates a need for additional maintenance practices and operating pro- cedures that are not required in moderate tempera- tures. Whenever possible, shelter aircraft in a heated hangar to prevent frost, ice, and snow accumu- lation which requires added maintenance time to remove. These weather elements, if allowed to ac- cumulate only a fraction of an inch in thickness on the critical airfoils and control surfaces, seriously de- grades aircraft lift and flight control effectiveness. The possibility of aircraft system failures is increased when the aircraft is parked where wind driven snow or freezing rain can be forced into the engine air inlet, fuel and static vents, heater air inlets, pitot tubes and wheel wells. If aircraft is to be moored outside in extreme cold, the battery should be fully charged so it will not freeze. Make certain all vents, air in- lets, static ports, etc., are covered. Make certain cowl flaps are closed. The engine should be preheated if aircraft is parked in the open when temperatures are extremely low. Locating the aircraft inside a heated hangar is the most effective method of pre- heating aircraft. Auxiliary ground heating units may be used to preheat the engine. This will make start- ing easier and assure proper engine lubrication at the initial engine start. Use of an external power unit is recommended to conserve battery energy if your air- craft is equipped with the optional ground service receptacle. General Aviation Divisions' Service De- partment is available to advise operators having any particular cold weather operation problems. COLD WEATHER MAINTENANCE HINTS Information contained below is intended only for the purpose of supplementing existing information in this manual, when operating aircraft in cold weather. Keeping aircraft in top maintenance condition during 2-3 SECTION n SERVICING AND INSPECTION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL Figure 2-3. Jacking cold weather operations can not be overstressed. BATTERY. Battery should be maintained at full charge during cold weather to prevent freezing. After adding water in freezing temperature, charge battery to mix water and electrolyte. A frozen battery may explode when subjected to a high charge rate. Cor- rosive damage to the area adjacent to an exploded battery will result if the electrolyte solution is not removed. Instructions for removing spilled electrolyte are provided in this section. The battery should be removed and stored in a warm place, if the aircraft is to remain idle for an extended period of time. FUEL SYSTEM. Condensation is more likely to occur in cold weather due to a more rapid and positive divi- sion of moisture content from other fuel properties. If at all possible, use fueling facilities that filter moisture from the fuel. If fueling facilities with filters are not available, filter fuel through a good grade chamois. Fill tanks with correct grade (octane) fuel as soon as possible after landing to reduce the possi- bility of condensation and ice formation in the tank. Fuel extracted from the fuel tank drains before engine starting, deserves a more critical examination when aircraft is being operated in cold weather. POST FLIGHT MAINTENANCE. Cold weather opera- tion demands procedures that are in addition to normal post flight maintenance procedures. The engine should be allowed to run dry by closing the fuel selector valve. Fill fuel tanks immediately after flight. If shelter is not available, tie aircraft down, install wing and en- gine compartment covers when snow is in the forecast, and be sure all openings are closed or covered. GROUND EMERGENCY PROCEDURES Emergency procedures must be accomplished as rapidly as possible should an emergency arise. It is therefore suggested that steps pertaining to each emergency be committed to memory in order to ac- celerate the procedure and minimize any possible damage. The best solution is to avoid emergencies by following the procedures contained throughout this manual. ENGINE FIRES If a fire develops in the engine compartment during engine starting, continue the engine start in an attempt to blow the fire out. If the fire persists, proceed as follows: a. Cowl flaps - CLOSE. b. Mixture control - IDLE CUTOFF. c. Fuel selector valve - OFF. d. Cabin ventilation control - CLOSED. e. Ignition and master battery switch - OFF. f. Abandon aircraft. ELECTRICAL FIRES Circuit breakers will automatically trip and stop the current flow to a shorted circuit. However, as a safety precaution in the event of an electrical fire, turn master battery switch OFF. Use a fire extin- guisher approved for electrical fires to extinguish flame. 2-4 From PilotManuals.com / RareAviation.com Sent By: Commander Aircraft Company; 405 495 8383; May-23-02 1:28PM; Page 1 MAINTENANCE MANUAL interim change noticeINTERIM CHANGE NOTICE: Model 112/B/TC/TCA Commander AIRCRAFT COMPANY Wiley Poti Airport 7200 N W 6Jrd Bethany, (IK 7,W8 1 September 1996 NOTE This notice contains an interim change to the Maintenance Manual and should be filed in the appropriate Section of the manual pending receipt of formal revision pages. It is suggested that a reference, to the interim change be made adjacent to the appropriate part of the manual as a means of alert- ing the reader to the addition or change to the maintenance instructions. SUBJECT: GROUND CONTACT SWITCH, GROUND CONTACT SWITCH CHECK INSTRUCTIONS: Replace the text in the manual with the following: GROUND CONTACT SWITCH. The gear down ground contact (squat) switch, located on the right main gear trunnion, is adjusted so the switch is actuated when the piston tube is 0.2 to 0.6 inches from the fully extended position (Model 112, S/N 1 thru 187) or within the last .25 to .38 inch of gear extension (Models 112, S/N 188 and subsequent, Model 112B/TC/TCA). Loosen attaching screws and adjust the switch while raising or lowering the gear with a jack. Check that the switch actuates within the specified distance. Measurement is taken at the base ol the oleo strut. GROUND CONTACT SWITCH CHECK. During the following check, the landing gear ground contact (.squat) switch on the right main landing gear assembly rnusl be open (roller or plunge, out) to prevent the gear from retracting. Prior to beginning this test, place jacks under the wing and nose jack points. a. Check that there is adequate hydraulic fluid in the hydraulic power pack (refer to Section 3). b. Master battery switch - ON. c. Place the landing gear selector switch in the UP position. d. The hydraulic power pack unit should remain off. The gear down position indicator light should remain illuminated. The gear warning bell or horn should sound. e. Open the throttle fully. Check that the red gear unsafe light remains extinguished and the gear warning horn continues to sound. Interim Change 2 P/N Mil2001-IC2 Page 1 of 2 Sent By: Commander Aircraft Company; 405 495 8383; May-23-02 1:28PM; Page 2/4 Turn the Master battery switch OFF before proceeding to the next step f. Jack the aircraft as described in Section 2. Clear area around the landing gear before proceeding. g. Master battery switch - ON. The landing gear will start to retract. Check that the red gear warning light illuminates. The gear warning bell Or horn should stop sounding and all indica- tor lights should extinguish at the completion of the retraction cycle. " NOTE Warning horn will sound only if the throttle is retarded and/or the flaps are extended below 22.5 ( .5)._______________________ h. I ancimg gear selector switch - DOWN. i. Return the throttle to the mid position. Page 2 of 2 Interim Change 2 P/N M1120011C2 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA SECTION n SERVICING AND INSPECTION MAINTENANCE MANUAL GROUND OPERATION OF ENGINE Perform all engine ground operations with cowling fastened, mixture control in full RICH position, pro- peller control in High RPM position and cowl flaps open. CAUTION Do not allow cylinder head and oil temperatures to exceed maximum limits. EXTERIOR PRESTART CHECK The following check list may be used for the exterior prestart check. Aircraft should be headed into the wind and wheel chocks in place. a. A fire extinguisher must be readily available in the event of an engine fire. b. Check oil level (8 quart capacity). Assure en- gine crankcase has been serviced with correct grade and weight of oil (see Detailed Engine Specifications, Section IV). c. Clear area of personnel. d. If engine has been inoperative for several hours, pull propeller through several revolutions by hand. Ignition switch must be OFF when rotating propeller by hand. COCKPIT PRESTART CHECK Following the Exterior Prestart Check and prior to starting engine, make the following cockpit prestart checks: a. All switches - OFF. b. Landing gear control switch - DOWN and LOCKED. c. Remove flight control lock from control wheel, and assure controls operate freely. d. Check circuit breakers for correct position. e. Master battery switch - ON. f. Landing gear safe lights - green. g. Parking brakes - SET. h. Check fuel quantity. i. Trim tabs - TAKEOFF. j. Wing flaps - FULL UP. k. Position cowl flaps - OPEN. l. Fuel selector valve - LEFT or RIGHT (fullest tank). b. Propeller control lever - High RPM. c. Throttle control lever - forward approximately one-fourth inch. d. Induction air heat control - OFF. e. Master battery switch - ON. Alternator side of switch to OFF if external power is used, otherwise place alternator switch to ALT (on). f. Check battery voltage, voltage should be 11 to 12 volts. g. Auxiliary fuel pump switch - FUEL PUMP momentarily, then OFF. Propeller area must be clear of person- nel, work benches and equipment prior to engaging starter. h. Ignition switch - START and then to BOTH when engine starts. NOTE Cranking should be limited to 30 seconds and several minutes allowed between cranking periods to permit the starter to cool. i. Throttle - desired IDLE speed. NOTE If engine fails to start and flooding is suspected. 1. Auxiliary fuel pump switch - OFF. 2. Mixture control - LEAN cutoff. 3. Throttle control - FULL power. 4. Ignition switch - START. 5. When engine is cleared of excess fuel and cylinders begin to fire, place mixture control full forward (RICH) and auxiliary fuel pump switch to FUEL PUMP momentarily then OFF. 6. Release ignition switch when engine starts. 7. Throttle control - as required. j. Check oil pressure gage for an indication of oil pressure. If oil pressure is not indicated within 30 seconds after engine starts, stop engine and deter- mine cause. k. After engine has started, disconnect external power if used and place alternator master switch to ALT (on). NOTE STARTING COLD ENGINE a. Mixture control lever - full RICH. The battery switch should be left ON until the alternator is turned on and stabilized. 2-5 SECTION II SERVICING AND INSPECTION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL STARTING HOT ENGINE a. Mixture control lever - full LEAN. b. Propeller control lever - HI RPM. c. Throttle control - FULL d. Induction air heat control - OFF. e. Master battery switch - ON (alternator side of switch OFF if external power is used). WARNING Propeller area must be clear of person- nel, work benches and equipment prior to engaging starter. f. Ignition switch - START and then to BOTH when engine starts. NOTE Cranking should be limited to 30 seconds, and several minutes allowed between crank- ing periods to permit the starter to cool. g. Mixture control lever - full RICH. h. Throttle control - desired IDLE speed. i. Check oil pressure gage for an indication of oil pressure. If oil pressure is not indicated within 30 seconds after engine start, stop engine and determine cause. j. After engine has started, disconnect external power source if used, and place alternator master switch to ALT (on). NOTE The battery switch should be left ON until the alternator is turned on and stabilized. PROPELLER. With engine at 2200 rpm, exercise D propeller by slowly moving propeller control lever aft to reduce rpm to 1500. Return control lever full for- D ward (HI RPM) and note any indication of sluggish or erratic operation. Refer to Section IV if propeller does not operate properly. CAUTION Do not allow cylinder head and oil temp- peratures to exceed operating limits. MAGNETO CHECK. Advance throttle to 2200 rpm and rotate ignition switch from BOTH to L (left) posi- tion and note rpm drop. Rotate switch back to BOTH position to clear the engine. Rotate switch to R (right) position and note rpm drop. Drop should not exceed 175 rpm on either magneto and should not exceed 50 rpm variation between the two magnetos. FULL POWER. With propeller in HI RPM and | mixture control in full RICH, advance throttle to FULL open position. Tachometer should read 2700 rpm, and manifold pressure (at sea level) should be 28. 6 inches mercury. IDLE SPEED. Retard throttle lever to IDLE position. Engine should run smoothly at 600 (+50, -0) rpm, without any tendency to load up. ENGINE SHUTDOWN. Stop engine by placing mixture control lever in IDLE CUTOFF position. As soon as | propeller has stopped turning, place ignition switch in OFF position, then turn all other electrical switches OFF. ENGINE OPERATIONAL CHECK After engine start, allow engine to warm up at 1000- 1200 rpm to ensure adequate cooling and engine lubri- cation. At completion of warm up period proceed with the engine operational check. INSTRUMENTS. With engine stabilized at 2200 rpm, check all engine instruments, ammeter, voltmeter (optional) and vacuum (optional). I IGNITION. Check ignition switch grounding by retard- ing throttle to IDLE and turn ignition switch OFF, to check that engine will stop running. After rpm has dropped 100 to 200 rpm, turn ignition switch to BOTH. CAUTION If magneto switches remain OFF for longer than a few seconds, after-firing may occur when magnetos are switched back to BOTH. If the engine continues to run with the ignition switch off, stop engine by placing mixture control lever in IDLE CUTOFF and check magneto ground. SYSTEM AND COMPONENT SERVICING Servicing procedures contained in this section are confined to those maintenance actions that occur with routine frequency and require a reasonable short period of time to accomplish (see Figure 2-4). Servicing practices and maintenance to aircraft systems and components which require less frequent attention are contained in the appropriate section of this manual. HYDRAULIC SYSTEM HYDRAULIC POWER PACK. The hydraulic power pack is located in the left forward area of the aft fuse- lage section (see Figure 2-5). An access panel located in the baggage compartment on the left aft side affords easy access for servicing. Before removing the fill port screw, wipe fill port area with a shop towel | to remove dirt that could fall into the reservoir. Never allow reservoir to remain uncapped any longer than necessary. If reservoir is low and hydraulic fluid is not immediately available reinstall fill port screw I until hydraulic fluid is obtained. Service hydraulic " reservoir as follows: 2-6 Change 3 From PilotManuals.com / RareAviation.com SECTION n SERVICING AND INSPECTION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL 1. ENGINE OIL FILLER 2. ENGINE OIL FILTER 3. GASCOLATOR 4. FUEL TANK SUMP DRAIN VALVES 5. FUEL TANK FILLER VALVES AND CAPS 6. FUEL SELECTOR VALVE DRAIN (112/TC) 7 BATTERY 8. HYDRAULIC POWER PACK 9. MAIN GEAR STRUT INFLATING VALVE 10. MAIN TIRE INFLATING VALVE 11. BRAKE MASTER CYLINDERS 12. VACUUM SYSTEM RELIEF VALVE FILTER AND VACUUM FILTER CARTRIDGE 13. INDUCTION AIR FILTER 14. NOSE GEAR STRUT INFLATING VALVE 15. NOSE TIRE INFLATING VALVE 16. NOSE GEAR SHIMMY DAMPENER 17. BRAKE FLUID RESERVOIR (112B/TCA) 18. FUEL SUMP DRAIN (112B/TCA) X22 16 Figure 2-4. Servicing Chart 2-7 ROCKWELL COMMANDER 112/B/TC/TCA SECTION n SERVICING AND INSPECTION MAINTENANCE MANUAL a. Master battery switch - OFF. b. Remove access panel in baggage compartment. I c. Remove fill port screw and check fluid level. Reservoir level should be maintained to the bottom H of the fill port screw. d. Fill with hydraulic fluid (MIL-H-5606). I e. Install fill port screw. f. Install access panel. ENGINE OIL SYSTEM Eight quarts of engine lubrication oil are contained in the oil sump of the engine. The oil supply should be checked before each flight and maintained at the dip- stick full mark with seasonal weight and quality of lubricating oil. Refer to Section IV for correct oil grade and weight. OIL LEVEL CHECK AND SERVICING. The oil level dipstick is a part of the filler cap, which is located on top of the engine. Access to the filler cap is gained through a door, located on the upper surface of the engine cowling (see Figure 2-14). Maintain oil level at full (8 quart) mark. Add oil that is of the same quality and weight of oil as that contained in the sump, and do not over fill. OIL CHANGE. Engine lubricating oil may be changed at intervals of 100 hours of operation, provided that the filter element is changed every 50 hours. Oil that becomes dirty and contains sludge deposits should be changed regardless of time since last oil change. To change oil proceed as follows: a. Operate engine until cylinder head temperature is within green range. b. Place container having a capacity of 8 quarts or more beneath oil drain valve. Attach hose to drain valve to prevent oil spillage on nose gear strut or other components. c. Open drain valve (push up). d. Allow engine oil to drain completely, then close drain valve (pull down), and remove hose. e. Clean oil suction screen as outlined in this section. f. Remove and replace full flow oil filter. g. Add eight quarts of oil and check level with dip- stick to assure sump is full. h. Check drain valve for leaks. INSPECTION AND CLEANING OF OIL SUCTION SCREEN (ELEMENT). One oil suction screen and one full flow oil filter element located within the oil system filters out foreign material that would otherwise be carried into critical moving parts of the engine. The oil suction screen is located in the right forward end of sump near the fuel injector and the full flow oil filter element is installed on the accessory housing. The metal oil suction screen must be inspected and cleaned, while the oil filter element must be removed and re- placed, at each 50 hour-interval, each time the oil is changed or whenever improper oil circulation is sus- pected. Figure 2-5. Hydraulic Power Pack Oil Suction Screen Removal a. Release pressure on oil system by draining oil sump. b. Remove oil suction screen plug from oil sump on right side of engine and discard gasket. c. Remove oil screen. Full Flow Oil Filter Removal a. Remove safety wire from bolt head at end of filter housing. b. Loosen bolt and remove filter assembly from adapter. c. Remove and discard copper gasket and any other gaskets. Inspection and Cleaning Check screen and filter element for evidence of metal particles and observe the amount of carbon and sludge in the oil screen and filter element. The amount of carbon and sludge build up, especially in the suction screen, are indicators of engine condition. If the buildup of this material increases progressively be- tween oil changes the service life of the engine will be increased if the oil change time is reduced. When 2-8 Change 3 From PilotManuals.com / RareAviation.com SECTION n SERVICING AND INSPECTION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL Figure 2-6. Induction Air Filter metal particles are found on either the oil suction screen or filter element, accomplish engine opera- tional check and oil screen and filter element inspec- tion to determine if the engine should be continued in service. To clean the engine oil screen, soak and wash screen in cleaning solvent and dry with moisture free compressed air. The filter element should be replaced; however, before replacing the filter ele- ment, remove the outer perforated paper cover; and using a sharp knife, cut through the folds of the ele- ment at both ends, close to the metal caps. Carefully unfold the pleated element and 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 may be found, these are generally of no consequence and should not be confused with particles produced by impacting, abrasion or pressure. When metal particles are found in the oil screen and filter element of an engine that has been in use for a period of time, accomplish the following steps: a. Install new or cleaned oil screen and filter element and fill sump with new oil. b. Operate engine until cylinder head temperature is within green range. Operate engine through various power settings and observe oil pressure and oil tem- perature readings for erratic indication. Allow engine to run an additional 15 minutes. c. Shut engine off. d. Drain oil sump. e. Remove screen and filter element and repeat inspection for metal particles. If metal particles are present, engine overhaul is required. Engine may be returned to service if screen and filter element are free of metal particles. Consult nearest Lycoming Representative if condition of engine is questionable. Oil Suction Screen Installation a. Locate new gasket on oil suction screen plug assembly and install in engine. b. Tighten plug until underside of head or flange makes contact with face of sump, then tighten to a maximum of 50 inch-pounds additional torque. Full Flow Oil Filter Installation a. Install new copper gasket on stud and place shell and element on stud. b. Coat rubber gaskets with clean engine oil. This allows rubber gaskets to seat properly under torque when tightening stud. c. Install flat rubber gasket on shell edge. d. Install mounting plate on stud. e. Install nylon nut on stud threads and run up finger tight against mounting plate so assembly will be held as a unit until installed on adapter. 2-9 SECTION n SERVICING AND INSPECTION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL f. Install square rubber gasket in groove in mounting plate. g. Install complete assembly to adapter and torque stud to 20 to 25 foot-pounds. h. Safety wire stud to side of housing. ENGINE INDUCTION AIR FILTER CLEANING An induction air filter is installed in the induction air filter housing of the engine (see Figure 2-6). This filter prevents rapid wear of engine moving parts caused by entry of fine grit and dust into the internal parts of the engine. Careful attention to the condition and proper cleaning of the engine air filter is impor- tant to long engine life. The filter should be removed and cleaned or changed at every 50 hour interval of flight time, and more often if operating in dusty areas To clean the filter proceed as follows: a. Remove upper section of engine cowling. b. Remove air filter from air filter box assembly . by removing attaching clamp and dust and removing screws attaching box assembly to cowling. c. Thoroughly wash filter in PS-661 cleaning sol- vent or equivalent. d. Allow filter to drain dry. e. Dip filter in clean engine oil, stand on end and allow to drain at least 16 hours. f. Wipe off excess oil and wipe down frame. MODEL 112 THRU 125) FUEL 100/130 OCTANE MIN USEABLE GAL. MODEL 112 126 THRU 155) FUEL 100/130 OCTANE MIN USEABLE GAL. MODEL 112 156 AND SUBSEQUENT) MODEL U2B/TC/TCA NOTE Extra air filters should be retained so that a clean filter will be readily available. g. Install clean air filter in air filter box assembly and reinstall air filter box assembly. h. Replace upper cowling. FUEL SYSTEM REFUELING. Refuel aircraft with fueling facilities that contain filters for removing the moisture content from the fuel. If fueling facilities with filters are not available, filter fuel through a good grade chamois. Fuel tanks should be serviced after the last flight of the day to allow maximum time for entrained moisture to reach the sumps prior to the next flight. Use only 100/130 octane, aviation grade gasoline. See Figure 2-7 for fuel tank capacity. WARNING Ground aircraft and ground fuel servicing equipment to aircraft. Smoking in or around the aircraft during refueling operations is prohibited. Fire protection equipment must be immediately available. FUEL 100/130 OCTANE MIN X2219A Figure 2-7. Fuel Tank Capacity a. Master battery switch - OFF. b. Remove fuel filler cap, located on top outboard surface of right wing, and fill tank until fuel level rises to filler neck. Allow fuel to settle for five min- utes, then add fuel to ensure complete filling. CAUTION Do not drag refueling hoses over lead- ing edge or other wing surfaces. This will damage painted surfaces. NOTE It is recommended that a thin vinyl mat be locally fabricated to prevent damage to the paint surfaces during refueling. An approximate overall size of 12 x 22" with a 3-5/8" diam- eter hole near one of the 12 inch edges, to fit over the filler opening, will provide protection from nozzle scratches. 2-10 From PilotManuals.com / RareAviation.com SECTION II SERVICING AND INSPECTION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL c. Replace and check security of fill port cap. d. Wash spilled fuel from wing surface with clean water. e. Repeat procedure for opposite tank. DRAINS. On model 112/TC four fuel drains are pro- vided at the lowest points of the fuel system to ex- tract moisture and sediments entrapped in the system. On model 112B/TCA five drains are installed (see Figure 2-4). Draining the fuel tanks, tank sump and gascolator is accomplished by use of drain valves located adjacent to the tanks, sump or gascolator. All fuel drains except the gascolator should be drained prior to the first flight of each day. The gascolator should be drained and checked every 25 hours of ope- ration. Drain a small quantity of fuel into a trans- parent container to permit inspection for presence of moisture or sediment. Fuel should be drained until all evidence of moisture or sediment disappears. Drain check the fuel system as follows: a. Drain a fuel sample from wing tank sumps on inboard underside area of each tank. b. On model 112/TC aircraft, place fuel selector valve on interior center console on BOTH and pull to drain selector valve through bottom of fuselage. An outside assistant will be needed to obtain fuel sample. NOTE The fuel selector remote drain valve will also permit draining of the individual tank lines by switching to either RIGHT or LEFT and pulling up on valve handle. Return fuel selector valve to RIGHT or LEFT position to prevent fuel from flow- ing from one tank to the other and over- flowing out of tank vent line. On model 112B/TCA aircraft drain a fuel sample from each wing tank sump located just forward of each main wheel well opening. c. Drain fuel sample from gascolator every 25 hours of operation by pushing in on drain or by pulling drain handle as applicable. d. Visually check that all drain valves close after draining. FUEL SYSTEM SCREENS. Filter screens incorporated in the fuel system are: finger inlet screens in both fuel tank outlet lines and a screen in the gascolator connected to the electric fuel pump, mounted on the firewall. The gascolator screen should be removed, inspected and cleaned every 100 hours of operation or sooner if improper fuel circulation is suspected. The finger inlet screens should be removed, inspected and cleaned annually unless improper fuel circulation requires immediate service to the system. See Section V for removal and cleaning instructions. DE FUELING. Gasoline fumes are present during de- fueling operation; therefore, extreme caution must be exercised to prevent fire hazards. Smoking on or around the airplane is not permitted during defueling proce- dure. Fire protection equipment must be immediately available. a. Ground airplane and ground any defueling equip- ment to airplane. b. Place airplane on level surface. c. Remove engine cowling. d. Disconnect fuel inlet supply line to engine- driven fuel pump. e. Connect defueling hose to fuel inlet supply line and place end of hose in fuel container. Size of con- tainer is determined by amount of fuel to be drained. f. Remove fuel tanks filler caps. g. Place fuel selector valve to BOTH. h. Place master battery switch to ON, or attach an auxiliary power unit to airplane. i. Place auxiliary fuel pump switch to FUEL PUMP. j. Place auxiliary fuel pump switch to OFF when fuel stops pumping. Drain residual fuel from all drains. k. Remove drain hose, reconnect fuel inlet supply line to engine-driven fuel pump and torque "B" nuts to 100 inch-pounds. VACUUM FILTER. See Section VHI for complete description and servicing. LANDING GEAR, WHEELS AND BRAKES STRUT SERVICING. Place airplane on jacks with gear clear of ground and inflate main gear struts to 150 psi for the Model 112 and 395 (10) psi for the Model 112B/TC/TCA to obtain correct strut extension. Nose gear strut is inflated to 90 psi for the Model 112 and 120 psi for the Model 112B/TC/TCA. The main gear strut nitrogen filler valve is installed on the side of the strut, while the nose gear strut valve is located on top of the strut. Use nitrogen gas to inflate the strut. NOTE Moisture free compressed air may be used for temporary servicing. Reservice with nitrogen gas as soon as possible. Check gear assembly for general cleanliness, security of mounting, and hydraulic leaks at prescribed inspec- tion intervals. Refer to Section VI for detailed des- cription of strut servicing. Keep chromed surface of strut wiped free of dirt and dust, using a clean lint- free cloth dampened in MIL-H-5606 hydraulic fluid. TIRES. Tires should be inspected for proper inflation, breaks, cuts, foreign objects in tread, flat spots, and exposed cord. Replace tire if there is any question of its reliability. Proper inflation is necessary for max- imum tire life. Maintain nose wheel tire pressure at 2-11 Change 3 SECTION n SERVICING AND INSPECTION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL INSPECTION INTERVAL 50 HRS 100 HRS 500 HRS AS REQ'D PROPELLER Spinner, bulkhead, blades and hub ENGINE COMPARTMENT Clean, if necessary, prior to inspection. 1. Engine oil (first 50 hours) oil screens, drain plugs and filter element (Lycoming Service In- struction #1014). 2. Oil cooler, lines, and connections. 3. Induction air filter (Lycoming Service Instruc- tion #1080). 4. Engine baffle condition. 5. Crankcase, accessory section and all seals. 6. Hydraulic brake fluid reservoir. 7. Exhaust system (Lycoming Service Instruction #1080). 8. Engine controls and linkage. 9. Engine cowling and fasteners. 10. Engine mounts and structure. ENGINE 1. Spark plug compression check, test and regap. 2. Gascolator screen. 3. Firewall mounted components. 4. Vacuum system (if installed). 5. Alternator belt tension (Lycoming Service In- struction #1129). 6. Engine oil (Lycoming Service Instruction #1014). 7. Oil screens (Lycoming Service Instruction #1023). 8. Magneto timing (Lycoming Service Instruction #1132 & 1080). FUEL SYSTEM 1. Drain valves, vent lines and vents. 2. Filler cap, anti-siphoning valves. 3. Fuel system placards. 4. Internal tank inspection, gage transmitters. 5. Fuel line fittings, vent lines and vents. 6. Remove and clean fuel vent line drain assembly beneath fuselage. LANDING GEAR 1. Brakes, lines and components. 2. Strut and tire inflation checks. 3. Nose gear steering, tire, linkages, nose wheel well. 4. Gear door linkages. 5. Hydraulic power pack fluid level, service with MIL- H-5606 hydraulic fluid. 6. Nose gear and main gear inspection. 7. Parking brake system. 1 I Figure 2-8. Inspection Intervals Chart (Sheet 1 of 2) 2-12 From PilotManuals.com / RareAviation.com MAINTENANCE MANUAL interim change notice INTERIM CHANGE NOTICE: Model 112/B/TC/TCA Gulfstream ?lerospao< 26 August 1988 NOTE This notice contains an interim change to the Maintenance Manual and should be filed in the appropriate section of the manual pending receipt of formal revision pages. It is suggested that a reference to the interim change be made adjacent to the appropriate part of the manual as a means of alerting the reader to the addition or change to the maintenance instructions. SUBJECT: INSPECT UPPER VERTICAL FIN ATTACH BOLTS. INSTRUCTIONS: Add the following to Figure 2-8. Inspection Intervals Chart on page 2-13. INSPECTION INTERVAL 50 HRS. 100 HRS. 500 HRS. AS REQD Inspect upper vertical fin attach bolts and torque to 60 (10) inch-pounds (refer to Figure 2-10A). 1 Add Figure 2-10A as shown on page 2 of this Interim Change Notice Page 1 of 2 INTERIM CHANGE NOTICE: Model 112/B/TC/TCA DORSAL FIN ASSY (REF) UPPER VERTICAL FIN ASSY (REF) PLUG BUTTON (TYP LH AND RH SIDE) HORIZONTAL STABILIZER (REF) BOLT ACCESS HOLE (2 PLS) HORIZONTAL STABILIZER (REF) Figure 2-10A. Inspection of Upper Vertical Fin Attach Bolts Page 2 of 2 From PilotManuals.com / RareAviation.com SECTION n SERVICING AND INSPECTION MAINTENANCE MANUAL NOTE: Please see the TEMPORARY REVISION that revises this page. INTERVAL INSPECTION 50 HRS 100 HRS 500 HRS AS REQ'D AIRFRAME 1. Battery electrolyte level, cables, and battery box. 2. Aircraft exterior surfaces. 3. Windshield and windows. 4. Safety belts, shoulder harnesses. 5. Exterior lights, gear warning system. 6. Interior condition. 7. Lubricate all fittings. 8. Aircraft structure. 9. Electrical wiring condition. 10. Control system pulleys, cables and turnbuckles. 11. Ventilation system and controls. 12. Pitot-static system. 13. Stall warning system. 14. Antenna installations. 15. Flap system, tracks, hinge fittings, position switches, gear warning-flap-actuated switch, flap motor and transmission. 16. Rudder controls. 17. Vacuum system filter. 18. Control decals and labeling. 19. Rudder trim assembly. 20. Inspect aft end of 44222-3 rib of the vertical fin for cracks in area of lightening hole and radius of corners. If crack is found, remove upper fin assembly and rework per Service Bulletin No. SB-112-56. 1 1 1 D I I Figure 2-8. Inspection Intervals Chart (Sheet 2 of 2) 31 psi for the Model 112 and 50 psi for Models 1128/ TC/TCA and main wheel tire pressure at 29 psi for the Model 112 and 38 psi for the Models 112B/TC/TCA. Tire pressure will change approximately one pound for each five degrees of temperature change (5F). The wheels and tires are balanced assemblies and the red dot on tire must align with yellow mark on tube. If tires are suspected of being out of balance, they may be balanced on automotive type balancing equipment. Clean tires with soap and water. If air- craft is out of service, rotate tires every seven days to prevent flat spots from developing. BRAKE BLEEDING. Brake bleeding should be per- formed when air is suspected of being entrapped in brake lines. See Section VI for brake bleeding proce- dures. BAKERY BATTERY SERVICING. The 12-volt battery is in- stalled in the left aft section of the tailcone. Battery servicing involves adding distilled water to maintain electrolyte level up to the horizontal baffle plate or split ring at the bottom of the filler openings, check- ing cable connections and neutralizing or cleaning off any spilled electrolyte or corrosion. Use bicarbonate of soda (baking soda) and clean water to neutralize corrosion. Follow with a thorough flushing with clean water and wipe dry. CAUTION Do not allow baking soda to enter battery filler openings, as it will neutralize elec- trolyte and may permanently damage battery. Clean cable and terminal connections with a wire brush, then coat with petroleum jelly after connecting to minimize corrosion. Check battery electrolyte level at least each 50 hours, more often in hot weather. Check the electrolyte specific gravity for a reading of 1.250 to 1.280. A recharge should be made if a spe- cific gravity of 1.250 or lower is indicated. Refer to Electrical, Section X, for recharging procedures. Also, during service checks, inspect the condition of the battery box and remove any accumulation of dirt or corrosion. CAUTION Assure proper installation of angle stiffener when reinstalling battery cover. Change 4 2-13 ROCKWELL COMMANDER 112/B/TC /TCA SECTION n SERVICING AND INSPECTION MAINTENANCE MANUAL INSPECTION To avoid repetition throughout an inspection, general points to be checked are given in Figure 2-8. Only the items to be inspected are listed and details as to how to check, or what to check tor, are excluded. Details on how and what to check for are specified in the appropriate sections of this manual. Some items are optional equipment that may not be found on a particular airplane. Check FAA Airworthiness Direc- tives and General Aviation Division Service Letters for compliance at the time specified by them. INSPECTION CHECKLIST MOVABLE PARTS for: lubrication, servicing, secur- ity of attachment, binding, excessive wear, safetying, proper operation, proper adjustment, correct travel, cracked fittings, security of hinges, defective bearing, cleanliness, corrosion, deformation, sealing and tensions. FLUID LINES AND HOSES for: leaks, cracks, dents, kinks, chafing, proper radius, security, corrosion, deteriorations, obstructions and foreign matter. METAL PARTS for: security of attachment, cracks, metal distortion, broken spotwelds, corrosion, con- dition of paint and any other apparent damage. WIRING for: security, chafing, burning, defective insulation, loose or broken terminals, heat deterio- ration and corroded terminals. BOLTS IN CRITICAL AREAS for: correct torque in accordance with the torque values given in the chart or when visual inspection indicates the need for a torque check. FILTERS, SCREENS, AND FLUIDS for: cleanliness, contamination and/or replacement at specified inter- vals. AIRFRAME MAINTENANCE AIRFRAME SEALING The airframe is sealed during manufacture of the various subassemblies and again after airframe com- pletion. The following Information is Included to assist in the maintenance and repair of the airframe to obtain a correct and lasting seal when replacing any structural parts. SEALANT AND INSULATION MATERIALS. The following is a list of sealants and insulation materials to be used in the aircraft. Products Research Co. 1005L Class B-l/2 (MIL-S-4383) 1221 Class A-1/2 (MIL-8-7502) 1221 Class A-2 (MIL-S-7502) 1403-G-B2 1422 Class A-1/2 (MIL-S-8802) 1422 Class A-2 (MIL-S-8802) 1422 Class B-2 (MIL-S-8802) 1422 Class B-4 (MIL-S-8802) 2-14 1435 Quick Repair Sealant 5000 White Sealer Dow Corning Corp., RTV-732, 24 hour Coast Pro-Seal 700, 72 hour, (MIL-S-38249, Type 1). NOTI Class A- indicates brushable material. Class B- indicates filleting or injection material. Dash numbers indicate work life. Example: A-2 indicates a brush- able material having a 2-hour maximum work life. Prior to use, all sealants are to be stored in a refrig- erator. Two-part sealants should be mixed only in the quantity required for a specific task. Surplus ad- hesive should be discarded since the storage life of mixed sealants, even under refrigeration, is very limited. The two-part sealants have a definite and limited work life after being mixed; the work life being the length of time the sealant will remain in a workable form before becoming too hard. Before mixing the sealant, the amount needed for the specific job should be estimated and only that amount mixed. Do not try to seal an area so large that the job cannot be finished within the work life of sealants. By using these simple precautions a great deal of time and sealant may be saved. CLEANING MATERIALS AND TOOLS. The following is a list of cleaning materials and tools used when applying sealants. 1. Methyl Ethyl Ketone (MEK). 2. Gauze sponges; Johnson and Johnson, Finetex, Leshner industrial wipers, or equivalent. 3. Clean rags. 4. Pyles sealing gun, Model 250-06 (using dispos- able cartridges). 5. Sealant forming tools-spatula and sealant fair- ing tools. 6. Inspection mirror. 7. Solvent dispenser. SEALING PROCEDURES. The following procedures are provided to enable operators to obtain successful sealing of the airframe during and following repairs. Cleaning Remove grease, oil, dirt, chips and all foreign ma- terial prior to cleaning. The success of a good seal depends on the thorough cleaning of both surfaces of the affected parts to be sealed. Cleaning can be ac- complished using expendable gauze sponges or a clean lint-free cloth. ScruH both surfaces until cloth re- mains clean after wiping. Do not use an excessive amount of solvent. For the final cleaning, wipe sur- faces dry with a clean dry cloth to remove any film left by the evaporation of the solvent. The area cleaned should be slightly wider than the width of the sealant to be applied. All cleaning solvent should be removed from assembly faying surfaces with oil-free, com- pressed air. If any primer or paint is removed dur- Change 4 From-PilotManuals.com / RareAviation.com SECTION II SERVICING AND INSPECTION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL ing the cleaning operation, paint the area after the sealing operation is completed. Mixing Mix the two-part sealants in accordance with the in- structions on the container. Mix or stir the mixture until it is uniform in color. Keep mixture free from grease, oil, dirt, metal chips, and all foreign objects. Mix only enough sealant necessary for completing the sealing requirements. Keep the sealant containers closed when sealant is not being used. Frame and Rib Flanges The edges of all frame or rib flanges are sealed with a fillet of 1422 Class A sealant applied with a pressure gun. When used as a faying surface sealant, the sur- faces must be cleaned, the sealant applied to one sur- face with a pressure gun or spatula, and then spread with a spatula to cover the entire faying surface area approximately 1/32 inch thick. When the surfaces are fastened together, a small excess of sealant will be extruded continuously along the joint. The extruded sealant is then faired out, leaving a smooth fillet along the length of the joint. Fuel Tank Structure A 1422, Class B sealant is used to seal fuel tank areas of structural joints, stiffeners, tank walls, wing spars and tank wall fittings. Force sealant into all seams and joints with a pressure gun. Eliminate all air poc- kets as sealant is applied. Smooth out fillets with a fairing tool. Use a forced smearing motion, while eliminating air bubbles, to press the fillets into place. Apply a thin coat of 1422, Class A-2 or Class A-1/2 over fillets. Fasteners Fasteners, rivets, bolts, etc., installed through a faying surface seal within the work life of the sealant needs no further sealing. Any fastener installed through a structure where no faying surface sealant has been used shall be sealed as follows: a. Apply 1422, Class A or B sealant to fastener upon installation. Sealant must extrude evenly around the fastener. b. Brush fastener with 1422, Class A-2 or A-l/2 sealant to form a fillet after installation. Windows and Windshield The windows and windshield edges are wrapped with number CR-12-SFR single faced rubber foam. The windows are sealed around all edges with number 5000 white sealer between the metal and the glass, and the windshield edges are sealed with 1221 sealer between the metal and the glass. The side windows are held in place by retainer strips and metal screws. The wind- shield is inserted into the upper and side channels and held in place by a lower retainer. Screws pass through the retainer and into nutplates. Should a leak occur in a window or windshield the glass should be removed and the tape and sealer removed and replaced. See Windshield and Window Removal and Installation. REPAIR OF SEALANTS. Should the sealant become damaged during its work life, it may be repaired by removing the damaged filler and applying new sealant, or reworking the fillet with a forming tool. When the damaged filler has hardened, the fillet should be re- paired as follows: Remove all faulty sealant or re- move sealant down to solid materials and reseal. If beyond repair, cut away complete fillet and clean and reseal the area. When removing sealant do not dam- age surface beneath fillet. FIBERGLASS REPAIRS The engine cowling and tail cone are of fiberglass con- struction. Also some wing tips, stabilizer tips and dorsal fairings are of fiberglass construction. The following repair procedures cover fiberglass Touch- up and Surface Repairs such as blisters, open seams, delamination, cavities, small holes and minor dam- ages that have not harmed the fiberglass cloth mater- ial. Information is also supplied to cover fiberglass Fractures and Patch Repairs such as puncture, breaks and holes that have penetrated through the structure and damaged the fiberglass cloth. FIBERGLASS TOUCH-UP AND SURFACE REPAIRS a. Remove wax, oil and dirt from around the dam- aged area with acetone, or MEK (Methyl Ethyl Ketone) or equivalent and remove paint to gel coat. b. Scrape damaged area with a fine blade knife or roughen sides and bottom of area with a power drill and burr attachment. Feather the surrounding edge of scratch or cavity. Do not undercut the edge. If the scratch or cavity is shallow and penetrates only the surface coat, continue to step h. c. Pour enough of resin to fill the area being worked on, into a container or onto a piece of card- board. Use a putty knife or stick and mix an equal amount of milled fiberglass into the resin. Add cata- lyst to the resin and mix thoroughly according to in- structions. A hypodermic needle may be used to in- ject gel into small cavities not requiring fiberglass millings mixed with the gel. d. Work the mixture into the damaged area. Use the sharp point of a putty knife or stick to press it into the bottom of the hole and to puncture any air bubbles which may be present. Fill the scratch or hole until area has a buildup of material 1/16-inch above surface. e. Place a piece of cellophane or waxed paper over the repair to cut off air and start the cure of gel mixture. f. Allow the gel to cure 10 to 15 minutes until it feels rubbery to the touch. Remove cellophane and trim flush with the surface using a sharp razor blade or knife. Replace cellophane and allow gel to cure 30 minutes to an hour. The patch will shrink slightly below the surface as it cures. (If wax paper is used, ascertain wax is removed from the surface of repair.) g. Rough up the bottom and edges of the hole with a power drill and burr attachment or rough sandpaper. 2-15 Change 1 SECTION n SERVICING AND INSPECTION MAINTENANCE MANUAL Feather the hole into surrounding gel coat. Do not undercut. Proceed to step k., if this repair is for a large scratch or deep cavity. h. Pour a small amount of resin, add catalyst and mix thoroughly using a cutting motion rather than stirring. Do not add fibers. i. Use the tip of a putty knife or finger tip and fill the hole to 1/16-inch above the surrounding surface with the gel coat mixture. j. Lay a piece of cellophane over the patch area to start the curing process. Repeat step f., and trim patch when partially cured. k. After trimming the patch, immediately place another small amount of gel coat on one edge of the patch and cover with cellophane. Use a squeegee or the back of a razor blade and squeegee the area level around the patch. Leave the cellophane on patch for two hours or overnight for complete cure. l. Allow the patch to cure for 24 hours. Sand patched area using a sanding block with fine wet sand- paper. Finish by priming, again sanding and apply- ing color coat. FIBERGLASS FRACTURE AND PATCH REPAIRS a. Remove wax, oil and dirt from around the dam- aged area with acetone or MEK (Methyl Ethyl Ketone) or equivalent. b. Cut away ragged edges with a key hole saw, electric saber saw or sharp knife. Cut back to sound material. c. Remove paint three inches back from around damaged area. d. Work inside the structure and bevel the edges to approximately a 30 degree angle and rough sand the hole and the area around it. Use an 80-grit dry sandpaper and feather back for about two inches all around the hole. e. Cover a piece of cardboard or metal with cello- phane. Tape it to the outside of the structure cover- ing 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 alum- inum formed to a similar contour may be placed over the area. The aluminum should be covered with cello- phane. f. Prepare a patch of fiberglass mat and cloth to cover an area two inches larger than the hole. g. Mix a small amount of resin and catalyst, enough to be used for one step at a time, according to kit instructions. h. Thoroughly soak mat and cloth with catalyzed resin. Put resin on mat first and then on the cloth. Mat should be applied against structure surface with cloth on top. Both the cloth and mat may be spread out and soaked on cellophane and applied as a sand- wich. Enough fiberglass cloth and mat reinforce- ments should be used to replace the amount of rein- forcements removed in order to maintain the original strength. If damage occurred as a stress crack, an extra layer or two of cloth may be used to strengthen area. i. Place patch on the inside of structure over the hole. Cover with cellophane and squeegee from center to edges to remove all air bubbles and assure adhesion around the edge of hole. Air bubbles in the patch will appear white and should all be worked out to the edge. 2-16 ROCKWELL COMMANDER 112/B/TC/TCA Remove excess resin before it sets up on the part. Allow patch to cure completely. j. Remove cardboard or aluminum sheet from out- side of hole and rough sand the patch and edge of hole. Feather edge the hole about two inches into undamaged area. k. Mask area around hole with tape and paper to protect the 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 soak it with catalyzed resin. Apply additional layers of fiberglass cloth to build up patch area to the surface of structure. Soak each layer thoroughly with resin. l. With a squeegee or broad knife, work out all air bubbles in the patch. Work from center to edge, press- ing patch firmly against the structure. m. Allow the patch to cure 15 to 20 minutes until it feels rubbery to the touch. Use a sharp knive and cut away extra cloth and mat. Cut on outside edge of fea- thering. Strip cut edges of structure before cure is complete, to save extra sanding. Allow patch area to cure overnight. n. Use an 80-grit sandpaper on a power sander or sanding block and blend area with surrounding surface. If any air pockets appear during the sanding operation, puncture the air pockets and fill them with catalyzed resin. A hypodermic needle may be used to fill cavities. Let patch area cure and resand. o. Mix catalyzed resin and work it into any crevices. p. Cover area with cellophane and squeegee smooth. Allow patch to cure completely before removing cello- phane. Let patch cure and resand. q. Brush or spray a coat of catalyzed resin to seal patch. Sand the patch and finish by priming. Sand the patch and apply a color coat. NOTE Brush and hands may be cleaned with Ren RE-70. If not available, a strong solution of detergent and water may be used. STRUCTURAL REPAIRS Structural repair methods should be in accordance with the requirements of the Federal Aviation Agency's "Aircraft Inspection and Repair", Manual 43.13-1 and "Aircraft Alterations", Manual 43.13-2. Any skins, frames or ribs damaged beyond repair can be ordered from the Parts Catalog. WINDSHIELD AND WINDOWS The windshield and cabin side windows are made from plastic; therefore, care must be exercised when ser- vicing the aircraft to prevent scratching or otherwise damaging the window surfaces. The windshield and cabin windows may be cleaned by carefully washing with a mild commercial soap and clean water. From PilotManuals.com / RareAviation.com SECTION n SERVICING AND INSPECTION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL 1. CABIN WINDOWS 2. WINDSHIELD 3. CABIN WINDOW LOWER RETAINERS 4. CABIN WINDOW UPPER RETAINERS 5. CABIN WINDOW FORWARD RETAINERS LEW- 6. CR-12-SFR SINGLE FACED RUBBER FOAM 7. PRODUCTS RESEARCH CO., NUMBER 5000 WHITE SEALER 8. PRODUCTS RESEARCH CO., 1221 SEALER 9. WINDSHIELD RETAINER 10. RETAINER SCREWS X22 1 2 3 4 5 Figure 2-9. Windows and Windshield Installation Change 1 2-17 ROCKWELL COMMANDER 112/B/TC/TCA SECTION n SERVICING AND INSPECTION MAINTENANCE MANUAL MODELS 112/112TC MODEL 112B- SOO THRU 544 MODEL 112TCA -13150 THRU 13249 1. INTERIOR DOOR HANDLE 2. DOOR HANDLE ADJUSTMENT CABLE 3. PIVOT PIN 4. COTTER PIN 5. EXTERIOR DOOR HANDLE 6. DOOR LOCK 7. VENT WINDOW X22 8A Figure 2-10. Cabin Door (Sheet 1 of 3) 2-18 Change 2 From PilotManuals.com / RareAviation.com SECTION n SERVICING AND INSPECTION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL MODEL 112B - 545 AND SUBSEDUENT MODEL 112TCA -13250 AND SUBSEQUENT 1. INTERIOR DOOR HANDLE 2. LATCH ASSEMBLE 3. PIVOT PIN 4. COTTER PIN 5. EXTERIOR DOOR HANDLE 6. DOOR LOCK 7. VENT WINDOW X22 43 Figure 2-10. Cabin Door (Sheet 2 of 3) 2-18A/2-18B Change 2 SECTION n SERVICING AND INSPECTION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL LATCH BOLT-^Jj> EXTERIOR LATCH HANDLE MOUNTING PLATE SPACER LATCH TONGUE INTERIOR COVER PLATE MOUNTING SCREW INTERIOR LATCH HANDLE . LATCH ACTUATOR SPRING GROMMET X22 9 STRIKER PLATE SPACER X22 43 Figure 2-10. Cabin Door (Sheet 3 of 3) Do not use gasoline, alcohol, benzene, acetone, carbon tetrachloride, deicer fluids or glass cleaning components on plastic surfaces as they will soften the plastic and cause crazing. Avoid rubbing the plastic surface with a dry cloth since this can cause scratches and build up an electric static charge that will attract dust particles. If scratches are visible after removing dirt accumula- tions, finish the plastic with a quality grade of com- mercial wax. Apply wax in a thin even coat and care- fully buff out with a soft cloth. Do not buff or polish in one area for more than a brief period of time; heat generated by rubbing the surface may soften the plastic and produce visual distortion. REPAIR OF WINDSHIELD AND WINDOWS. Windows that are extensively damaged should be replaced rather than repaired, since even a carefully patched area will still not be as optically or structurally accept- able as the original surface. All repairs to plastic window surfaces shall be made in accordance with FAA Advisory Circular AC No: 43.13-1. Windshield Removal To remove the windshield, refer to Figure 2-9 and proceed as follows: a. Remove screws securing retainer strip around base of windshield. b. Slowly apply hand pressure from interior side of windshield to loosen windshield from sealing com- pound and slide it carefully from top and side retainer channels in skin. c. When windshield is loose, pull straight for- ward and carefully remove it from aircraft. Windshield Installation a. Apply Products Research Co. number 1221 (white) sealer to inside of upper and forward windshield frame channels. b. Wrap number CR-12-SFR single faced rubber foam around edges of windshield and trim overlap as necessary. c. Carefully align and press windshield into upper 2-19 Change 2 From PilotManuals.com / RareAviation.com SECTION II SERVICING AND INSPECTION ROCKWELL COMMANDER 112/b/TC/TCA MAINTENANCE MANUAL DOOR LOCK DOOR ASSEMBLY DOOR SEAL STRIKER PLATE AND ATTACHING HARDWARE DOOR STOP AND ATTACHING HARDWARE HINGE ATTACHMENT HARDWARE X22 17 Figure 2-11. Baggage Door and side frame channels until completely sealed. Trim plastic as necessary for fit. d. Install bottom retainer strip and secure with mounting screws. e. Clean windshield area of excess sealing com- pound, etc. Cabin Window Removal To remove the cabin windows, refer to Figure 2-9 and proceed as follows: a. Remove screws securing retainer strips around windows. b. Slowly apply hand pressure from exterior side of window to loosen windows from sealing compound and aarefully remove it from aircraft. Cabin Window Installation a. Apply Products Research Co., number 5000 white sealer to inside of window frame channel. b. Wrap number CR-12-SFR single faced rubber foam around edges of window and trim overlap as necessary. c. Carefully align and press window into frame channel. d. Apply Products Research Co., number 5000 white sealer to inside of window. e. Install retainers and secure with mounting screws. f. Clean window area of excess white sealer. Cabin Door Window Removal To remove the window from either cabin door, pro- ceed as follows: a. Remove interior door trim moulding by remov- ing retaining screws at outside edges. b. Remove window retainer strip screws and re- tainer . c. Gently apply hand pressure from exterior side of window to loosen seal. d. Pilot's side storm window may be removed from main window assembly by removing screws at storm window hinge strip. Model 112B, Serial num- bers 545 and subsequent and Model 112TCA, Serial numbers 13250 and subsequent the window may be re- moved from the door assembly by removing the attach- ing screws in the door. Cabin Door Window Installation Installation of the cabin door windows and cabin side windows is the same as that procedure outlined in the Cabin Window Installation paragraph. CABIN AND BAGGAGE DOORS Cabin Door Removal The cabin doors may be removed simply by removing 2-20 Change 2 SECTION n SERVICING AND INSPECTION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL the cotter pins securing the pivot pins in the center of the hinges (see Figure 2-10). Support the door as- sembly while the pivot pins are being removed to pre- vent damage to the lower edge of the door or hinge points. Cabin Door Installation The cabin door installation is the reverse of the re- moval procedures. Cabin Door Adjustment Cabin door adjustment can be made by repositioning the upper (overhead) door latch striker hook as neces- sary to provide a snug fit between the door and fuse- lage skin. To adjust striker hook remove striker plate and spacer then rotate hook to desired position. Replace spacer and striker plate. The weather-strip around the perimeter of the interior door surface should be replaced as necessary to maintain a weather seal and proper fit between door and door frame. Cabin Door Handle Removal To remove the door handle from the door, proceed as follows: a. Remove door upholstery. b. Remove outside handle by removing retaining screws. c. Disconnect door handle adjustment cable at the center of door by removing cotter pin and clevis pin holding two adjustment cables together. d. Remove retaining screws and pull inside handle straight out. Change 2 2-20A/2-20B From PilotManuals.com / RareAviation.com SECTION n SERVICING AND INSPECTION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL Cabin Door Handle Installation. To install door handle, proceed as follows: a. Remove interior molding and retaining screws. b. Disconnect door stop (see Figure 2-11). c. Remove screws from hinges and remove door. a. Insert cable. b. Install inside handle with retaining screws. c. Connect door handle adjustment cable and adjust cable at handle. d. Install retaining screws in outside handle. e. Install door upholstery. Baggage Door Installation When fitting a new door minor trimming may be neces- sary on the door edges to permit a smooth tight fit. Install the door by reversing the above procedure. Cabin Door Handle Removal - Model 112B (Serial numbers 545 and Subsequent) and Model 112TCA (Serial numbers 13250 and Subsequent). To remove the inside door handle from the door, proceed as follows: a. Remove inside door handle by removing retain- ing screw. To remove outside door handle from the door, pro- ceed as follows: a. Remove inside door handle b. Remove door upholstery. c. Remove latch assembly from door. d. Drill the rivets out of the outside door handle. Cabin Door Handle Installation - Model 112B (Serial numbers 545 and Subsequent) and Model 112TCA (Serial numbers 13250 and Subsequent). To install the inside door handle to the door, proceed as follows: a. Install inside door handle with retaining screw. To install outside door handle to the door, proceed as follows: a. Attach outside door handle to door with rivets. b. Install latch assembly to door with screws. c. Install upholstery. d. Install inside door handle with retaining screw. Cabin Door Latch Removal To remove the door latch proceed as follows: a. Remove door upholstery. b. Remove outside latch handle by removing re- taining screw (see Figure 2-10). c. Remove all retaining screws from door latch assembly. d. Remove latch assembly by pulling straight down. Cabin Door Latch Installation The cabin door latch may be installed by reversing the above procedure. Baggage Door Removal Remove baggage door as follows: SEATS FRONT SEATS. Standard individual front seats are equipped with manually operated reclining seat backs, and manual fore and aft adjustment control. Four roller units on each front seat allow fore and aft travel of the seat after the lock pins have been disengaged from the seat tracks. Track stops limit seat travel, and it is of primary importance that the stops be secured after installing a seat unit. WARNING Ensure that the track stops are properly installed on both front seat track assem- blies to prevent accidental disengagement during takeoff or landing. Additional items installed on the front seat assemblies include inertia-reel shoulder harness and adjustable head rest. The inertia-reel is mounted on the base of the seat structure, and the harness strap is routed vertically to the seat back area to exit through an opening at shoulder level. REAR SEATS. The two rear seats are equipped with individually adjustable seat backs and optional center arm rest. A single rear seat back may be folded for- ward to provide an extension to the baggage area. Consult the Weight and Balance documents for load placement and baggage area limitations. Seat Removal and Installation The front seats may be removed by releasing the engage- ment pins and by removing stop pins at end of track. The rear seats may be removed by removing the front and rear frame attachment bolts that secure the seat assembly to the cabin structure. Use care when re- moving seat assemblies to prevent damage to the surrounding upholstery and paneling. The installation of the seats is the reverse of the removal procedures. Seat Belts and Shoulder Harnesses All seat belts and shoulder harness units should be inspected periodically and replaced if the straps are frayed or cut. Check that buckle latches operate properly and shoulder harness inertia-reels work smoothly. When installing seat belts, insure that the buckle-half of the belt is installed on the inboard side of the seat. 2-21 Change 2 SECTION n SERVICING AND INSPECTION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL X22 12 NAS1106-14 BOLT TRUSS ASSEMBLY AILERON BALANCE CABLE BRACKET FWD AN960-616 WASHER MS20364-624 NUT TORQUE 95-110 IN-LBS CENTER LINE FORGING TOP VIEW AN174-12A BOLT AN960-416 WASHER MS20365-428 NUT TORQUE 50-70 IN-LBS NASI 106-13 BOLT AN960-616 WASHER MS20364-624 NUT TORQUE 95-110 IN-LBS AN174-14A BOLT AN960-416 WASHER MS20365-428 NUT TORQUE 30-40 IN-LBS X22 13 AFT ATTACH MOUNT INBOARD AN960-516 WASHER MS20365-524 NUT TORQUE 60-85 IN-LBS X22 14 X22 15 Figure 2-12. Wing Installation 2-22 From PilotManuals.com / RareAviation.com SECTION n SERVICING AND INSPECTION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL UPHOLSTERY The cabin interior and baggage compartment area are completely upholstered and paneled with Royal- ite, vinyl and carpet. Fiberglass is utilized to insul- ate and sound proof the cabin structure. Royalite and vinyl paneling is held in place by retainer screws, adhesive and moulding trim. Floor carpets are retained by cement, metal retainers and screws. To clean the upholstery see information under Interior Cleaning paragraph. WINGS WING REMOVAL. A wing can be removed easily if three men are available to handle the wing. Other- wise the wing should be supported with a sling, cradle or maintenance stand when the fastenings are loosened. When one wing is being removed, provide balance sup- port for the remaining wing. To remove a wing as- sembly, refer to Figure 2-12 and proceed with the following steps: a. Defuel aircraft per Defueling procedures in this section. b. Drain hydraulic brake and gear retraction lines. c. Remove rubber wing-butt fairing seal, and fully extend wing flaps to gain access to aft wing attach mount and wing flap torque tube fitting. d. Carefully remove front and rear seat assemblies, side paneling and carpet as necessary to gain access to spar and cabin side wall access covers. e. Disconnect wing flap from external flap actuator rods. f. Disconnect and cap fuel line through forward cabin side wall access opening. g. Carefully disconnect forward end of flap actuator and actuator bracket from aft side of wing spar (left wing spar only). h. Disconnect left wing wiring harness connector plug. NOTE Securely tape wing-half of wiring harness to the spar web to prevent damage during wing removal. i. Disconnect and cap plastic pitot line coupling at spar (left wing only). j. Remove main cabin wiring harness from ad- hesive-backed fasteners k. Disconnect and cap three landing gear power pack hydraulic lines at spar web (left wing only). l. Disconnect and cap hydraulic brake line at spar. m. Disconnect fuel tank cross-vent line forward of spar. n. Disconnect aileron control and balance cables at turnbuckles and tag for reinstallation. o. Relieve cable tension on rudder, elevator and elevator trim control cables at turnbuckles, and re- move controls cable pulley mount from spar web. p. Remove aileron balance cable support bracket and pulley from spar web attach point. q. Remove bolts securing truss assembly to main spar and aft cabin mounts and remove assembly. Use extreme care to prevent notching of forging that truss assembly attaches to at main spar. r. Unbolt and remove forging from spar. s. Remove upper and lower spar cap bolts from left or right wing spar. t. Remove bolts from forward, center and aft wing mounts. u. Disconnect ventilation hose and cables at wing root. v. Carefully guide wing spar out of cabin structure and place wing assembly on suitable support structure. WING INSTALLATION. Thoroughly vacuum all fore- ign material from the fuselage, spar carry-through structure and any other internal area where mainte- nance has been performed while wing assemblies were removed. Refer to Figure 2-12 and proceed with the following steps: a. Support fuselage and wing assembly on suitable supports. b. Position wing spar in fuselage, and if new in- board skin panels have been installed, carefully check fit along fuselage and trim as necessary. c. Connect cabin ventilation hose at wing root. d. Install and bolt center wing attach shear fitting through cabin side wall access cover. e. Secure forward wing attach point. f. Position and bolt centerline forging at spar centerline. g. Install truss assembly. h. Install and torque bolts through spar cap and aileron balance cable bracket. i. Secure aft wing attach mount. j. Install controls cable pulley assembly at the spar web. k. Connect and tension all control cables per in- structions found in Section VII, Flight Controls. l. Connect fuel tank cross-vent line at spar. m. Connect hydraulic brake line and bleed brakes per Section VI, Landing Gear. n. Connect hydraulic power pack lines at spar. o. Connect wing wiring harness and secure harness to wing spar. p. Connect pitot line. q. Assemble wing flap actuator and spar mounting bracket. r. Rig aircraft in accordance with Section VII. s. Refuel wing tank and inspect all connections for leaks. t. Fill hydraulic brake and landing gear systems. u. Check operation of fuel tank quantity gage, wing flap position gage and wing navigation light. v. Inspect wing spar area for security of all parts installed, safety wired components properly safetied and wiring harnesses properly attached to wing spar surface. Install all interior components removed during maintenance and check operation of brakes, control surfaces and landing gear. 2-23 SECTION n SERVICING AND INSPECTION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL Figure 2-13. Empennage Installation EMPENNAGE VERTICAL STABILIZER REMOVAL. To remove the upper portion of the vertical stabilizer, refer to Figure 2-13 and proceed as follows: a. Remove fiberglass stinger assembly and dis- connect tail navigation light wiring. b. Disconnect rudder cables at rudder horn. c. Remove rudder top fairing and unbolt hinge mount. d. Unbolt lower hinge. e. Remove rudder assembly. f. Remove lower dorsal fin fairing and disconnect ventilation hose, anti-collision light wiring and an- tenna leads. g. Unbolt upper attach mount, at horizontal stabi- lizer, through two upper-most access holes in vertical stub spar. h. Unbolt aft attach mount on rear vertical stub spar. i. Remove upper portion of vertical stabilizer. VERTICAL STABILIZER INSTALLATION. To install the vertical stabilizer, reverse the preceding steps and check rudder control rigging in accordance with Section VII instructions. RUDDER. Information on the removal, installation and rigging of the rudder is contained in Section VII. HORIZONTAL STABILIZER REMOVAL. To remove the horizontal stabilizer see Figure 2-13. Remove the vertical stabilizer and rudder assembly and pro- ceed with the following: a. Disconnect upper end of elevator push rod bell- crank and disconnect elevator trim cables. b. Remove two forward attach bolts on upper for- ward surface of horizontal stabilizer and four aft attach bolts. c. Remove horizontal stabilizer assembly. HORIZONTAL STABILIZER INSTALLATION. To in- stall the horizontal stabilizer, reverse the preceding steps and check elevator and trim tab control rigging in accordance with Section VII. ELEVATOR. Information on the removal, installation and rigging of the elevator is contained in Section VII. AIRFRAME CLEANING INTERIOR CLEANING. Seats, rugs, upholstery panels, and instrument should be vacuumed frequently 2-24 From PilotManuals.com / RareAviation.com SECTION n SERVICING AND INSPECTION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL X22 18 Figure 2-14. Inspection Plates and Access Covers 2-25 SECTION n SERVICING AND INSPECTION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL X22 24 APPLICATION SYMBOL SPECIFICATIONS AND TYPE OF LUBRICATION 4 HAND PACK MIL-G-81322 AIRCRAFT GREASE MIL-G-23827 AIRCRAFT GREASE (Top of nose gear trunnion only) LUBRICATION GUN MIL-G-81322 AIRCRAFT GREASE (HF) CLOTH WIPE MIL-L-5606 HYDRAULIC FLUID nr OIL CAN MIL-L-7870 GENERAL PURPOSE LUBRICATING OIL Figure 2-15. Lubrication Chart (Sheet 1 of 4) 2-26 From PilotManuals.com / RareAviation.com SECTION II SERVICING AND INSPECTION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL A SEAT MECHANISM (jf 50 HOURS X22 20 B CABIN DOOR 50 HOURS X22 21 Figure 2-15. Lubrication Chart (Sheet 2 of 4) 2-27 SECTION n SERVICING AND INSPECTION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL tfio HOURS E FLAP AND AILERON ASSEMBLY OT 50 HOURS G MAIN GEAR DOORS (jfso HOURS Figure 2-15. Lubrication Chart (Sheet 3 of 4) 2-28 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL section n SERVICING AND INSPECTION Figure 2-15. Lubrication Chart (Sheet 4 of 4) 2-29 SECTION n SERVICING AND INSPECTION ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL to remove surface dust. Spots and stains should be removed with products specifically manufactured for this purpose. Such products can be purchased locally. Do not use water to clean fabric surfaces, since it will spot upholstery and remove the flame-resistant chem- ical impregnated in the cloth. EXTERIOR CLEANING. Prior to cleaning the exterior of the aircraft, cover the wheels, making certain the brake discs are covered. Securely attach pitot covers and install plugs or mask off all other openings. Be particularly careful to mask off all static air sources before washing or waxing. Do not apply wax or polish to the exterior surface of the aircraft for a period of 90 days after delivery, as waxes and polishes seal the paint from the air and prevent curing. If it is necessary to clean the painted surface before the ex- piration of the 90-day curing period, use cold or luke- warm water and a mild soap. Never use hot water or detergents. Any rubbing of the painted surface should be gentle and held to a minimum to avoid damaging the paint film. The aircraft should be washed with mild soap and water. Loose dirt should be flushed away with clean water before soap is applied. Harsh or abrasive soaps or detergents may cause corrosion or scratches and should never be used. Soft clean- ing cloths or a chamois should be used to prevent scratches when cleaning and polishing. ENGINE CLEANING. Engine and cowling may be cleaned with any standard engine solvent approved for this purpose. Prior to cleaning engine, cover all openings to prevent solvent from entering engine. Spray or brush solvent over engine and wipe dry. Blow ex- cess cleaning solution from engine with compressed air. CAUTION Do not allow commercial cleaning solvents to enter magnetos, starter, alternator or any primary component housing. Protect engine components by wrapping in suitable plastic or otherwise covering areas to prevent solvent contact. LANDING GEAR AND WHEEL WELLS. Clean land- ing gear and wheel wells with a compound containing an emulsifying agent to remove oil, grease, and sur- face dirt. The emulsion is removed by rinsing with water or spraying with a petroleum solvent. Cover the wheel and brake during landing gear and wheel well cleaning. If a water rinse is used in cold wea- ther, blow all water from wheel well with an air hose, to prevent freezing. Emulsion type cleaners usually contain solvents which are injurious to rubber if al- lowed to remain in contact for any length of time; therefore, rinse affected area immediately with water. After cleaning landing gear, wipe exposed strut piston with a clean cloth moistened with MIL-H-5606 hydrau- lic fluid. To clean tires, rinse with water and scrub with a brush. Tire surface may be brightened after washing by rubbing with glycerene or applying a brush coat of commercial tire paint. PROPELLER. Check propeller blades and hub peri- odically for oxidation and corrosion. Brush oxidized or corroded area with a phosphating agent to remove superficial corrosion, then remove etched and pitted area by buffing smooth with an aluminum polish. When cleaning propeller, take the following precau- tions: a. Check ignition switch off. b. Make sure engine has cooled completely. c. When moving propeller, do not stand in line of blades. d. Avoid using excessive amounts of liquid cleaner as it may splatter or rundown blade and enter propeller hub or engine. e. After cleaning, check area around propeller hub to be sure all cleaning solution is removed. LUBRICATION Lubrication requirements are shown on the Lubrica- tion Chart (Figure 2-15). Before adding grease to fittings, wipe off the dirt. Lubricate fittings and wipe off excess. Lubricate all hinges with squirt can or brush moistened in oil. Wipe off excess oil to prevent accumulation of dirt and grit. See Section IV for pro- peller lubrication. STORAGE The aircraft is constructed of corrosion resistant Lie lad aluminum; however, aluminum is subject to oxidation and must be inspected periodically for signs of corrosion. The first indication of corrosion is the formation of white deposits or spots on unpainted sur- faces. Painted surface will discolor or blister. The aircraft should be stored in a dry hangar for best preservation during long term storage. 28 DAYS OR LESS. Special preservation measures are not required for airframe and airframe compo- nents when the aircraft is to be stored for 28 days or less. However, the following procedures should be accomplished before aircraft is placed in storage. a. Service fuel, engine oil and hydraulic systems. b. Fuel selector valve - OFF. c. Ensure all electrical switches are off. d. Install pitot cover, rubber intake plugs, gust locks and tie-down aircraft if stored outside. e. Clean and rotate tires regularly to prevent flat-spotting. f. Remove and store battery during cold weather. g. Rotate propeller through several revolutions by 2-30 Change 3 From PilotManuals.com / RareAviation.com MAINTENANCE MANUAL ROCKWELL COMMANDER 112/B/TC/TCA hand once every seven days after checking ignition switch is off. h. Start engine and run up to operating tempera- tures each 14 days. 28 DAYS OR MORE. When the aircraft is to be stored for periods greater than 28 days, the general steps under the period of 28 Days Or Less, plus cleaning and polishing of the aircraft, should be followed. In addi- tion, the engine must be prepared and stored in ac- cordance with installation and storage details contained SECTION n SERVICING AND INSPECTION RETURNING AIRCRAFT TO SERVICE If proper procedures have been observed during stor- age, very little delay will be necessary to reactivate the aircraft. Install a fully charged battery and per- form a thorough inspection and preflight check. If the engine has been preserved, comply with the pro- cedures for returning the engine to operation as de- tailed in the Lycoming Operator's Manual, in the Lycoming Operator's Manual. 2-31 Change 3 ROCKWELL COMMANDER 112/B/TC/TCA SECTION n SERVICING AND INSPECTION MAINTENANCE MANUAL STRUCTURAL NUTS - TORQUE IN INCH-POUNDS FINE THREAD SERIES BOLT SIZE STANDARD TYPE NUTS SHEAR TYPE NUTS (see Note 1) 10-32 1/4-28 5/16-24 3/8-24 7/16-20 1/2-20 9/16-18 5/8-18 3/4-16 7/8-14 1-14 1-1/8-12 1-1/4-12 Alternate (See Note 2) Values AN310 (See Note 4) 20-25 20-28 50-70 50-75 100-140 100-150 160-190 160-390 450-500 450-560 480-690 480-730 800-1000 800-1070 1100-1300 1100-1600 2300-2500 2300-3350 2500-3000 2500-4650 3700-5500 3700-6650 5000-7000 5000-10000 9000-11000 9000-16700 Alternate MS20364, AN320 Values AN316, AN7502 AN320 (See Note 4) 12-15 12-19 '30-40 30-48 60-85 60-106 95-110 95-240 270-300 270-390 290-410 290-500 480-600 480-750 660-780 660-1060 1300-1500 1300-2200 1500-1800 1500-2900 2200-3300 2200-4400 3000-4200 3000-6300 5400-6600 5400-10000 COARSE THREAD SERIES BOLT SIZE STANDARD TYPE NUTS SHEAR TYPE NUTS (See Note 1) 8-32 10-24 1/4-20 5/16-18 3/8-16 7/16-14 1/2-13 9/16-12 5/8-11 3/4-10 7/8-9 1-8 1-1/88 1-1/4-8 (See Note 3) 12-15 20-25 40-50 80-90 160-185 234-255 400-480 500-700 700-900 1150-1600 2200-3000 3700-5000 5500-6500 6500-8000 MS20364, AN320, AN316 7-9 12-15 25-30 48-55 95-100 140-155 240-290 300-420 420-540 700-950 1300-1800 2200-3000 3300-4000 4000-5000 NOTES: (1) AN3, AN23, AN42, AN173, MS20004, NAS334, NAS464 Series Bolts; AN502, AN503, NAS220 andNAS517 Series Screws. (2) AN310, AN315, AN345, AN362, AN363, MS20365, AN366, NAS679, EB", "1452", Z1200", UWN" and other self-locking nuts. (3) AN310, AN340, MS20365, AN366 and other self-locking anchor nuts. (4) When using AN310 and AN320 castellated nuts where alignment between bolt and cotter pin holes is not reached using normal torque values, use alternate torque values or replace nut. These torque values are derived from oil-free cadmium-plated threads, and are recommended for all installation procedures contained in this book except where noted. Figure 2-16. Torque Values 2-32 Change 3 From PilotManuals.com / RareAviation.com SECTION HYDRAULICS ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION in HYDRAULICS SECTION III HYDRAULICS TABLE OF CONTENTS Page GENERAL DESCRIPTION.................. 3-1 GENERAL MAINTENANCE PRACTICES ....... 3-2 Functional Test Procedure ......... 3-6 HYDRAULIC SYSTEM COMPONENTS ......... 3-6 Actuating Cylinders ............... 3-6 Page Hydraulic Power Pack .................. 3-9 Emergency Extension Valve ............ Z-H Miscellaneous Hydraulic Components.... 3-H TROUBLE SHOOTING ....................... 3-12 GENERAL DESCRIPTION MODEL 112 (Serial numbers thru 380). The hydraulic power supply is an integrated unit containing a rever- sible electric motor-driven hydraulic pump, fluid reservoir, pressure control valves, thermal relief valves, and a gear up check valve. The hydraulic power pack is located in the left forward area of the aft fuselage section. A landing gear selector switch, mounted on the instrument panel, electrically actuates the hydraulic pump in the power pack, to control di- rection of fluid flow to permit landing gear extension or retraction. When the landing gear selector switch is pulled out to clear a detent, and placed in the UP position, the hydraulic pump is energized and hydraulic fluid is directed to the up port of each gear actuating cylinder to retract the gear. Fluid on the opposite side of each actuating cylinder is returned to the power pack fluid reservoir. When all three gears are retracted, a hydraulic actuating switch located adjacent to each actuating cylinder, de-energizes the hydraulic pump. Any loss of hydraulic pressure which allows any gear to partially extend is sensed by the respective gear uplock position switch, and the hydraulic pump is en- ergized and the gear retracted. When the gear selec- tor switch is placed in the DOWN position, the hydrau- lic pump is energized and hydraulic fluid is directed to the down port of each actuating cylinder to extend the gear. When all three gears are extended and locked, piston locks on each actuating cylinder engage, and the hydraulic actuating switches de-energize the hydraulic pump. The gears are held down and locked by the piston locks on each actuating cylinder, and the overtravel in the drag brace assisted by emergency extension springs. The system is protected from excessive pressure by the thermal relief valve which opens to relieve pressure at 2025 to 2425 psi. Emer- | gency gear extension is accomplished by manually actuating the emergency extension valve, located on the left side of the console. When actuated, this valve bypasses fluid from the up side of each gear actuating cylinder to the power pack fluid reservoir. The gears then drop by gravity, assisted by the emergency ex- tension springs. When down and locked over center three green lights are illuminated when all three downlock position switches and the three hydraulic actuating switches indicate a gear safe condition (see Section VI for Adjustment). With the emergency ex- tension valve in the down position the gear will not retract because the pressure is being relieved through the extension valve back to the reservoir and not to the actuating cylinders. Other hydraulic components using MIL-H-5606 hydraulic fluid held within self contained reservoirs are installed in the aircraft and are not functionally associated with the main hydraulic system. These components are master brake cylinders, nose shimmy dampener, nose and main gear struts and wheel brakes, (see Figure 3-1 and 3-2). MODEL 112 (Serial numbers 381 and subsequent). MODELS 112B/TC/TCA. The hydraulic actuating switches have been replaced by hydraulic pressure switches located in the forward fuselage section under the floor in the area of the left rear seat. These switches sense hydraulic pressure and cycle the hy- draulic pump to maintain system pressure with the gear in the up or down position as applicable. Refer to Figure 3-3 for aircraft effect!vity of the power pack, gear pressure switches, and pressure settings of these components. Change 2 3-1 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/b/TC/TCA MAINTENANCE MANUAL SECTION m HYDRAULICS 1. SHIMMY DAMPENER 6. WHEEL BRAKES 2. BRAKE CYLINDERS 7. BRAKE HYDRAULIC RESERVOIR 3. EMERGENCY EXTENSION VALVE MODEL 112B/TCA 4. HYDRAULIC POWER PACK AND MANIFOLD 8. HYDRAULIC PRESSURE SWITCHES 5. LANDING GEAR ACTUATING CYLINDERS, MODEL 112 381 and Subsq.). NOSE AND MAIN MODEL 112B/TC/TCA X23 5A6 Figure 3-1. Hydraulic Equipment Locator GENERAL MAINTENANCE PRACTICES Cleanliness is an essential part of hydraulic system and component maintenance and repair. Small particles of dirt or other foreign materials are especially dam- aging to seals and surfaces of hydraulic component moving parts; therefore, every precaution must be employed to prevent contamination of hydraulic fluid. The hydraulic system must be serviced at prescribed intervals and storage containers should be kept clean and sealed. The following information is generally applicable for all hydraulic system maintenance. a. Cap or plug all openings in hydraulic lines and component parts at time of disconnection, to prevent foreign materials from entering hydraulic system. b. Use correct safety wiring technique during re- assembly and installation of components. c. Clean hydraulic system component parts and connections in cleaning fluid, Federal Specification P. D. 680, and dry with moisture free air. d. Inspect component parts for cracks, nicks, burrs, scratches, scoring, and condition of threads on com- ponent parts and fittings. e. Clean hydraulic actuator cylinders, pistons, or honed internal surfaces, using light buffing compound or crocus cloth; rub in lengthwise direction when re- moving scratches or nicks. f. Replace all O-rings, seals, and scrapers at time of overhaul and installation of hydraulic components. g. Lubricate component parts and seals with clean hydraulic fluid, MIL-H-5606, prior to re- assembly. h. When installing O-rings, make certain the O-ring is evenly stretched around circumference of part and not twisted in retaining groove. i. Never use force to assemble component parts. j. When possible, pressure check hydraulic com- ponents for leakage prior to installation on aircraft. k. Lubricate pipe thread fittings with anti-seize compound conforming to Federal Specification TT-A- 580. l. Lubricate B-nuts with thread lubricant conform- ing to Specification JAN-A-669. m. Release pressure from hydraulic lines prior to tightening a tube fitting. n. When replacing fittings or lines, always start tube nuts with fingers, and complete tightening with a wrench. o. Always bleed hydraulic lines when replacing hydraulic components. p. Always perform an operational check after re- placing hydraulic system components. 3-2 Figure 3-2. Hydraulic System Schematic - Gear Retracted (Sheet 1 of 3) M Q *-* O 53 SOO H > W 53 co O a From PilotManuals.com / RareAviation.com DOWN LANDING GEAR X23 1A LANDING GEAR SELECTOR SWITCH HYDRAULIC POWER PACK ASSEMBLY FILTER LOW PRESSURE CONTROL VALVE 'HIGH PRESSURE CONTROL VALVE THERMAL RELIEF VALVE (2025-2425 PSI) NOTE PRESSURE CONTROL VALVES AND THERMAL RELIEF VALVE REMAIN IN POSITION SHOWN UNLESS PRESSURE LIMITS ARE EXCEEDED PORT "D PORT "C" PORT "A" LEFT MAIN GEAR ACTUATOR GEAR-UP CHECK VALVE OPENS AT BEGINNING OF RETRACTION CYCLE AND THEN CLOSES TO MAINTAIN RETRACTION PRESSURE. RIGHT MAIN GEAR ACTUATOR RETRACTED "PILOT" CHECK VALVE MODEL 112 437 AND SUBS, ALL MODEL 112B/TC/TCA GEAR DOWN NOSE GEAR ACTUATOR O / GEAR-UP PRESSURE SWITCH EMERGENCY EXTENSION VALVE SEE FIGURE 3-3 FOR EFFECTIVITIES AND PRESSURE SETTINGS RETRACTED RETRACTED MW RETRACTION PRESSURE E=3 RETURN PRESSURE HYDRAULIC POWER PACK ASSEMBLY HIGH PRESSURE CONTROL EXTENDED to O o w S on m OM Figure 3-2. Hydraulic System Schematic - Emergency Gear Extension (Sheet 3 of 3) HYDRAULIC POWER PACK ASSEMBLY EXTEND <^HI GEAR DOWN NOSE GEAR ACTUATOR FREE FALL (ASSISTED BY SPRINGS) LANDING GEAR LANDING GEAR SELECTOR SWITCH LEFT MMN GEAR ACTUATOR RIGHT MAIN GEAR ACTUATORom > m > EMERGENCY EXTENSION VALVE O SEE FIGURE 3-3 FOR EFFECTIVITIES AND PRESSURE SETTINGS FREE FALL (ASSISTED BY SPRING) From PilotManuals.com / RareAviation.com FREE FALL , (ASSISTED BY SPRINGS) NORMAL RETRACTION PRESSURE DUMP RETRACTION PRESSURE > EC P 2 2? a a tz> K ROCKWELL COMMANDER 112/B/TC/TCA SECTION ni HYDRAULICS MAINTENANCE MANUAL Model Effectivity Part No. Factory Production Power Pack Internal Pressure Settings Remarks UP DOWN 112 - 1 THRU 35 112 - 36 THRU 380 48823-1 48823-3,-5 1600-2000 1600-2000 500-800 850-1250 SPARES - USE 795000-1 POWER PACK NOTE: Internal Power Pack Pressures are set at: GEAR UP - 1800-2000 PSIG GEAR DOWN - 600-700 PSIG 112 - 381 THRU 430 48823-5 1800-2000 850-1250 SPARES - USE 795000-1 POWER PACK Power Pack Pressures are pre-controlled EXTERNALLY with pressure switches set at: GEAR UP - 1425-1575 PSIG GEAR DOWN - 450-700 PSIG 112 - 431 THRU 499 112B - 500 THRU 544 112TC - 13000 THRU 13149 112TCA - 13150 THRU 13194 795000-1 1800-2000 600-700 SPARES - USE 795000-1 POWER PACK Power Pack Pressures are pre-controlled EXTERNALLY with pressure switches set at: GEAR UP - 1650 t 50 PSIG GEAR DOWN - 500 + 50 PSIG 112B - 545 & SUBS 112TCA - 13195 THRU 13999 795000-1 1700-2100 500-800 SPARES - USE 795000-1 POWER PACK Power Pack Pressures are pre-controlled EXTERNALLY with pressure switches set at: GEAR UP - 1650 + SO PSIG GEAR DOWN - 500 + 50 PSIG Figure 3-3. Hydraulic System Pressure Settings q. Always perform landing gear operational check when replacing landing gear hydraulic components. r. Clean hydraulic actuating cylinder piston rods and landing gear struts with a clean cloth moistened in hydraulic fluid, at frequent intervals. FUNCTIONAL TEST PROCEDURE When maintenance has been performed on the hydraulic system which necessitates an operational check of the landing gear, jack aircraft as outlined in Section n and perform landing gear operational check as outlined be- low. Functional test procedures applicable to specific components of the hydraulic system are also incorpo- rated in this section. Procedures contained in the pre- ceding General Maintenance Practices must be accom- plished after component repairs. a. Connect an auxiliary de power supply (SO-amp minimum) to positive terminal on battery relay loca- ted on battery box assembly in aft fuselage area. b. Apply a 10 pound load to nose gear axle to simulate an air load condition (see Figure 3-7). NOTE Add 10 pounds of weight to the main gear to simulate an air load if the hydraulic lines have been removed or changed (see Figure 3-7). c. Add MIL-H-5606 hydraulic fluid to hydraulic power pack reservoir as necessary to maintain suffi- cient fluid during test. d. Check all electrical switches - OFF. e. Check landing gear selector switch - DOWN. f. Master battery switch - ON and keep it on for the duration of test. g. Place throttle lever in midposition. h. Check for following conditions: 1. Gear down indicator - ILLUMINATED. 2. Red gear warning indicator - EXTIN- GUISHED. 3. Gear warning bell - SILENT. HYDRAULIC SYSTEM COMPONENTS ACTUATING CYLINDERS The hydraulically operated actuating cylinders are attached to the drag brace and trunnion on the nose gear, and side brace and trunnion on the main gears. One port of each cylinder is connected to the gear up hydraulic line, and the remaining port to the gear down line. Hydraulic fluid, under pressure, is di- rected to the actuator cylinders by the gear selector switch located on the instrument panel. During the actuating cycle the gear up and gear down hydraulic lines act as either pressure or return lines, depend- ing on the gear position selected. 3-6 Change 2 ROCKWELL COMMANDER 112/B/TC/TCA SECTION III HYDRAULICS MAINTENANCE MANUAL Change 2 From PilotManuals.com / RareAviation.com Figure 3-4. Landing Gear Actuating Cylinders (Sheet 1 of 2) 3-7 ROCKWELL COMMANDER 112/B/TC/TCA SECTION m HYDRAULICS MAINTENANCE MANUAL MAIN GEAR CYLINDER PLUG X23IDA NOSE GEAR CYLINDER MODEL 112 - 381 AND SUBSEQUENT MODEL 112B/TC/TCA Figure 3-4. Landing Gear Actuating Cylinders (Sheet 2 of 2) 3-8 Change 2 ROCKWELL COMMANDER 112/B/TC/TCA SECTION in HYDRAULICS MAINTENANCE MANUAL REMOVAL a. Jack aircraft as outlined in Section II. b. Disconnect hydraulic lines from actuating cylinders and plug or cap open lines and fittings to prevent contamination. c. Remove attaching bolts from cylinder and landing gear. NOTE Do not disturb the setting of the rod end on the shaft. d. Remove actuating cylinder. MODEL 112 (Serial numbers thru 380). DISASSEMBLY AND REPAIR. Disassembly procedures apply to both main and nose gear actuating cylinders. Repair is limited to cleaning and inspection of the parts and re- placement of worn or damaged parts and O-rings. a. Loosen setscrews and remove end caps and end plugs (see Figure 3-4). b. Withdraw shaft and piston from actuator housing. c. Remove detent cylinder valve body. d. Remove snap ring, cover plate, spring and de- tent from detent cylinder valve body. e. Remove and discard all O-rings. f. Inspect and clean all parts in dry cleaning solvent and dry thoroughly. g. Inspect all internal parts and cylinder bore for wear and damage. Replace worn or damaged parts. h. Wipe new O-rings with MIL-H-5606 hydraulic fluid prior to installation in actuator housing. i. When reassembling cylinders, install detent cylinder valve body after shaft and piston has been installed. MODEL 112 (Serial numbers 381 and subsequent). MODELS 112B/TC/TCA. Disassembly procedures apply to both main and nose gear actuating cylinders. Repair is limited to cleaning and inspection of the parts and replacement of worn or damaged parts and O-rings. a. Loosen setscrews and remove end caps and end plugs (see Figure 3-4). b. Withdraw shaft and piston from actuator housing. c. Remove and discard all O-rings. d. Inspect and clean all parts in dry cleaning sol- vent and dry thoroughly. e. Inspect all internal parts and cylinder bore for wear and damage. Replace worn or damaged parts. f. Wipe new O-rings with MIL-H-5606 hydraulic fluid prior to installation in actuator housing. NOTE When installing O-ring, verify that O-ring is evenly stretched around circumference of actuator housing and is not twisted in retaining groove. NOTE Small end of tapered spacer must contact actuator cylinder bearing. b. Assure swivel fittings are free to rotate. c. Connect hydraulic lines to actuators. d. Operate hydraulic power pack to purge system of air as necessary and check fluid level in reservoir. e. Fill reservoir as needed. f. Pressurize actuator and check for external leakage. g. Make preload adjustment as outlined in Section VI. h. Perform a functional test on landing gear (see Functional Test Procedures in this section). HYDRAULIC POWER PACK The fully-reversible electrically-driven hydraulic power pack unit is located in the left side of the aft fuselage. It contains a reversible electric motor- driven hydraulic pump, reservoir, low pressure control valve, high pressure control valve, thermal relief valve and a gear-up check valve. The hydrau- lic high pressure control valve limits system pres- sure during retraction cycle of the gear. The hydrau- lic low pressure control valve limits system pressure during the extend cycle of the gear. The thermal re- lief valve is set to crack between 2025 and 2425 psi should the thermal expansion of hydraulic fluid exceed normal operating pressures. A gear-up check valve opens to allow retraction pressure to the gear while the hydraulic pump is running and closes when the pump is off to hold pressure in the hydraulic lines when the gear is retracted. Any problem in the proper operation of the system can be isolated by performing the Hydraulic Power Pack Check. If any of the hydrau- lic power pack components are malfunctioning the com- plete power pack unit must be removed and replaced as the components are not field adjustable or repair- able. Access to the power pack unit is gained by re- moving the left side baggage compartment panel (see Figure 3-5). Refer to Figure 3-3 for component parts pressure settings and effactivity. HYDRAULIC POWER PACK CHECK a. Jack aircraft as outlined in Section H b. Connect external power source regulated to 14.1 ( .1) volts capable of delivering 70 amperes. c. Add MIL-H-5606 hydraulic fluid to power pack fluid reservoir as required. d. Clear vent port by backing screw and washer out to allow a 0.06 inch minimum clearance between | power pack boss and bottom of rubber washer seal. e. Disconnect gear actuation lines in left wheel well at bulkhead fittings in wing rib (see Figure 3-6). f. Install 0 to 3000 psi pressure gage at each of the gear up and gear down hydraulic lines (see Figure 3- 6). NOTE Do not disconnect emergency gear down line. INSTALLATION. a. Place actuator in position on landing gear and install attaching hardware. Change 4 Do not loosen any line while system is pressurized. 3-9 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION m HYDRAULICS Figure 3-5. Hydraulic Power Pack g- h Gear selector switch - DOWN. Master battery switch - ON. Check for following: 1. Pressure on gear down pressure gage should indicate 500-800 psi on Model 112, aircraft thru Serial number 35, and 850-1250 psi on Serial numbers 36 thru 380. On all air- craft Serial numbers 381 thru 430, the gage reading shall be 450-700 psi, and at Serial number 431 and subsequent, the gage reading shall be 450-550 psi. NOTE Model 112 (Serial numbers thru 380). To obtain above psi, one gear-down limit switch must be misadjusted to keep hydraulic power pack unit ope- rating. This can be accomplished by loosening limit switch attachment screws or removing limit switch from gear. Return limit switch to its original configuration after com- pletion of psi check. During pre- ceding checks, there should be no external leakage. Place gear selector switch in UP position. Check for following: 1. Gear shall retract in 14 seconds maximum 2. Pressure on gear up pressure gage shall indicate 1600-2000 psi on Model 112, Serial numbers thru 380. On all aircraft 381 thru 430 the gage reading shall be 1425-1575 psi, and at Serial numbers 431 and Subsequent, gage reading should be 1600 to 1700 psi. NOTE Model 112 (Serial numbers thru 380). Landing gear must be restrained from retracting, by holding or blocking the gear, to obtain the above pressure reading. j. Place gear selector switch in DOWN position while observing pressure on gear up pressure gage. Gear shall extend in 10 seconds maximum. After gear is fully extended, pressure on gear up gage shall drop to zero and remain at zero. k. Check to ascertain gears are down and locked, return aircraft to original configuration. NOTE Should tests indicate hydraulic power pack is not operating correctly, replace unit. 3-10 Change 3 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION ni HYDRAULICS Figure 3-6. Hydraulic Gear Lines REMOVAL a. Master battery switch - OFF. b. Disconnect two electrical leads and label for identification. Tape ends of electrical leads to prevent shorting. c. Disconnect ground wire from airframe. d. Screw vent port screw down tight to prevent hydraulic fluid leakage. e. Disconnect hydraulic lines from hydraulic power pack. Cap lines to prevent contamination. f. Remove hydraulic power pack by removing four attaching bolts, washers, grommets, bushings and nuts. INSTALLATION a. Position hydraulic power pack in place and attach with bolts, washers, grommets, bushings and nuts. b. Connect hydraulic lines to hydraulic power pack. c. Connect ground wire to airframe. d. Connect two electrical leads. e. Clear vent port by backing screw and washer out to allow a 0.06 inch minimum clearance between power pack boss and bottom of rubber washer seal. one-half pound weight to the axle of the nose landing gear to simulate an air load (see Figure 3-7). a. Disconnect hydraulic power pack unit at electrical quick disconnect. b. Landing gear selector switch - DOWN. c. Push landing gear emergency valve control knob DOWN and hold. Valve and control knob is located on left forward side of center console (see Figure 6-5). d. Check for following: 1. Gear unsafe red indicator light on. 2. Warning bell should not sound. 3. Gear free falls in a positive motion. 4. Gear safe green indicator lights on within 14 seconds after pushing emergency control knob. 5. Gear unsafe red indicator light off. 6. Return emergency control knob to its normal position. 7. Master battery switch - OFF. 8. Reconnect hydraulic power pack to air- craft electrical system. 9. Master battery switch - ON. e. Return aircraft to normal configuration. EMERGENCY EXTENSION VALVE An emergency extension valve is located at the left forward side of the center console. This valve by- passes hydraulic fluid from the upside of the actuators (which form the hydraulic uplock) directly to the reser- voir. The gears drop by gravity, and the piston locks mechanically engage. The gears cannot be raised, and the piston down lock cannot become disengaged. EMERGENCY EXTENSION FREE-FALL TEST. With the aircraft on jacks, retract the landing gear and - place the throttle in midposition. Apply a five and Change 4 MISCELLANEOUS HYDRAULIC COMPONENTS Hydraulic fluid (MIL-H-5606) is also used in other components of the aircraft that are not functionally tied to the hydraulic power pack. These components - are the master brake cylinders, nose shimmy damp- ener, nose and main gear struts and wheel brakes. All of the components have their own self-contained reservoirs except the wheel brakes which, on Model 112 are supplied from the master brake cylinders. On all other Models, the brake cylinders are supplied fluid from a reservoir located forward of the engine firewall. Detailed description and servicing is con- 3-11 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION m HYDRAULICS Figure 3-7. Hydraulic System Check tained in Section VI. TROUBLE-SHOOTING The trouble-shooting figure in this section discusses symptoms which can be diagnosed and interprets the results in terms of probable causes and the appro- priate corrective remedy to be taken. Review all probable causes given and check other listings of troubles with similar symptoms. Items are present- ed in sequence but not necessarily in order of prob- ability. 3-12 Change 1 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION in HYDRAULICS TROUBLE PROBABLE CAUSE REMEDY Gear retraction/ extension system fails to operate. Emergency extension valve in down position. Landing gear ACT circuit breaker open. Check visually. Reset valve. Check visually. Reset circuit breaker. Landing gear SEL circuit breaker open. Check visually. Reset circuit breaker. Landing gear ACT circuit wires broken. Check wiring. Replace defective wiring. To check switches and wiring refer to Section X. Landing gear SEL circuit wires broken. Check wiring. Replace defective wiring. To check switches and wiring refer to Section X. Ground contact switch out of adjustment or inoperative. Check switch. Adjust or replace switch (see Section VI). If circuit breakers continue to open, locate and repair short circuit within system. To check wiring refer to Section X. Battery low or dead. Check specific gravity. Replace defective battery. Gear selector switch ground incomplete. Check visually. Complete ground. Gear selector switch inoperative. Check switch. Replace defective switch. Hydraulic power pack pump retraction relay inoperative. Check relay. Replace defective relay. Hydraulic power pack pump ground incomplete. Check visually. Complete ground. Hydraulic power pack pump inoperative. Check pump. Replace defective power pack unit. Hydraulic fluid in power pack reservoir below operating level. Check fluid. Fill reservoir with MIL-H-5606 hydraulic fluid. Restriction in hydraulic lines. Isolate and check hydraulic lines. Clean hydraulic lines. Gear up pressure switch defective. Check switch. Replace defective switch. Gear down pressure switch defective. Check switch. Replace defective switch. Slow gear retraction. Hydraulic fluid in reservoir below operating level. Check fluid. Fill reservoir with MIL-H-5606 hydraulic fluid. Low battery. Check specific gravity. Replace defective battery. Restriction in hydraulic lines. Isolate and check hydraulic lines. Clean hydraulic lines. Figure 3-8. Trouble Shooting Hydraulic System (Sheet 1 of 2) Change 2 3-13 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA SECTION m HYDRAULICS MAINTENANCE MANUAL TROUBLE PROBABLE CAUSE REMEDY Hydraulic power pack pump stops during gear retraction/extension. Landing gear ACT circuit breaker opens. Landing gear SEL circuit breaker opens. Check visually. Reset circuit breaker. Check visually. Reset circuit breaker. Hydraulic power pack pump fails to shut off after gear retraction. Up gear logic relay defective. Uplock position switch out of adjustment and/or hydraulic actuating switches out of adjustment on model 112 (S/N thru 380). Check relay. Replace defective relay. Check switches individually. Adjust or replace switch. Leakage in system. Check gear actuating cylinders, hydraulic power pack pump and hydraulic lines. Replace or repair as required. Uplock position switch and/or hydraulic actuating switch defective. Check switch. Replace defective switch. Hydraulic pressure switch set incorrectly, or defective (S/N 381 and subsequent). Check switch. Reset or replace defective switch. Hydraulic power pack pump fails to shut off after gear extension. Pump extension relay sticking. Downlock position switch out of adjustment and/or hydraulic actuating switch out of adjustment on model 112 (S/N thru 380). Check relay. Replace defective relay. Check switches individually. Adjust or replace switch. Faulty switch may be determined by noting which down light has not lighted. Check switch. Replace defective switch. Downlock position switch and/or hydraulic actuating switch defective. Check switch. Replace defective switch. Hydraulic pressure switch set incorrectly, or defective (S/N 381 and subsequent). Check switch. Reset, or replace defective switch. Intermittent hydraulic power pack pump opera- tion after gear has retracted. Leakage in pump. Leakage in system. Check hi Si pressure check valve and manifold. Replace defective power pack unit. Check actuating cylinders and hy- draulic lines. Replace defective parts. Landing gear doesn't fully retract. Hydraulic power pack pump con- tinues to run. Hydraulic power pack pump high pres- sure relief valve out of adjustment. Leakage in system. Check pump. Replace defective power pack unit. Check actuating cylinders and hy- draulic lines. Replace defective parts. Slow gear extension (normal and emergency). Gear will not extend. Hydraulic power pack vent port restricted. Verify vent port washer is free to rotate and has a minimum clearance 1 of 0.06 inch between, power pack boss I and bottom of rubber seal washer. | Figure 3-8. Trouble Shooting Hydraulic System (Sheet 2 of 2) Change 4 SECTION 4 POWER PLANT AND PROPELLER From PilotManuals.com / RareAviation.com SECTION IV POWER PLANT AND PROPELLER ROCKWELL COMMANDER 112/b/TC/TCA MAINTENANCE MANUAL SECTION IV POWER PLANT AND PROPELLER TABLE OF CONTENTS Page GENERAL DESCRIPTION...................... 4- 1 IGNITION SYSTEM ......................... 4- 3 Ignition Switch....................... 4- 3 Ignition System Operation............. 4- 3 Magneto............................... 4- 3 Ignition Harness ..................... 4- 5 Spark Plugs .......................... 4- 6 INDUCTION AIR SYSTEM..................... 4- 6 Induction Air Filter ................. 4- 6 FUEL INJECTION SYSTEM.................... 4-8 Servo Regulator ...................... 4- 8 Flow Divider Valve ................... 4-10 Air Bleed Nozzles .................... 4-10 CARBURETOR SYSTEM........................ 4-11 Carburetor ........................... 4-11 Turbocharger.......................... 4-11 OIL SYSTEM............................... 4-11 Oil Cooler ........................... 4-12 Oil Screen and Filter................. 4-12 Engine Oil............................ 4-12 EXHAUST SYSTEM ......................... 4-13 Exhaust System Repair ................ 4-13 COOLING SYSTEM .......................... 4-13 Baffle Removal, Repair and Installation.... 4-13 ENGINE CONTROLS ......................... 4-13 Page Throttle.............................. 4-17 Mixture Control ...................... 4-18 Propeller Control..................... 4-18 Alternate Air Control................. 4-18 ENGINE ACCESSORIES ..................... 4-18 Starter............................... 4-18 Alternator............................ 4-19 Fuel Pump ............................ 4-19 ENGINE CHANGE........................... 4-19 Removal .............................. 4-19 Buildup .............................. 4-23 Installation........................ 4-24 ENGINE MOUNT AND COWLING ............... 4-26 Engine Mount.......................... 4-26 Engine Cowling ....................... 4-27 ENGINE CONDITIONING HINTS .............. 4-27 Ignition ............................. 4-27 Fuel Mixture ......................... 4-27 PROPELLER .............................. 4-28 Propeller Removal..................... 4-28 Propeller Installation ............... 4-29 PROPELLER GOVERNOR ..................... 4-29 Propeller Governor Removal............ 4-29 Propeller Governor Installation....... 4-30 TROUBLE-SHOOTING ....................... 4-30 GENERAL DESCRIPTION MODELS 112/B. A direct-drive 200-horsepower Ly- coming IO-360-C1D6 engine is used to power the air- craft. The engine is a four-cylinder horizontally- opposed air cooled engine which employs a wet sump oil system and is equipped with fuel injection. The right bank is numbered one and three and the left bank two and four. An engine specification chart is con- tained in Figure 4-12. The engine for the Model 112 is equipped with a Hartzell HC-E2YR-1BF/F7666A all metal constant speed propeller, and the engine for the Model 112B is equipped with a Hartzell HC-E2YR- 1BF/F8467-7R all metal constant speed propeller. A separate manual prepared by the engine manufac- turer, provides complete information concerning en- gine maintenance, and component disassembly, re- pair, and reassembly. The material contained in this manual provides information concerning this par- ticular application of the 10-360 series engine, and the information necessary for routine field maintenance and servicing (see Figure 4-1). MODELS 112TC/TCA. A direct-drive 210-horsepower Lycoming TO-360-C1A6D engine is used to power the aircraft. The engine is a four-cylinder horizontally- opposed air cooled turbocharged engine which employs a wet sump oil system. The right bank is numbered one and three and the left bank two and four. An en- gine specification chart is contained in Figure 4-12. The engine is equipped with a Hartzell HC-E2YR- 1BF/F8467-7R all metal constant speed propeller. A separate manual prepared by the engine manufac- Change 2 4-1 ROCKWELL COMMANDER 112/B/TC/TCA SECTION IV POWER PLANT AND PROPELLER MAINTENANCE MANUAL Figure 4-1. Engine Assembly 4-2 From PilotManuals.com / RareAviation.com SECTION IV POWER PLANT AND PROPELLER ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL turer, provides complete information concerning en- gine maintenance, and component disassembly, repair, and reassembly. The material contained in this man- ual provides information concerning this particular application of the TO-360 series engine, and the in- formation necessary for routine field maintenance and servicing (see Figure 4-1). IGNITION SYSTEM IGNITION SWITCH The ignition switch is installed in the left instrument sub-panel. This spring-loaded switch returns to the BOTH position automatically when released from the START position. The ignition switch has five positions: 1. OFF - Both magnetos are grounded. 2. R - Right magneto operating - left magneto OFF. 3. L - Left magneto operating - right magneto OFF. 4. BOTH - Both magnetos operating. 5. START - Starter solenoid actuated. WARNING Magneto switches must be in OFF posi- tion before rotating a propeller by hand. The magneto(s) will be hot any time the ignition switch wires are disconnected; therefore, an unintentional engine start is possible if the propeller is rotated. To avoid this possibility, remove the high tension outlet plate from the appropriate magneto before breaking the ignition circuit. IGNITION SYSTEM OPERATION When the ignition switch is held in the START position, the starter relay closes allowing battery current to drive the starter. The left impulse magneto generates electrical impulses to fire the left upper and right lower spark plugs and automatically retards spark when starting the engine. As soon as the engine starts, the ignition switch is released from the START posi- tion and returns to the BOTH position, deactivating the starter relay. The engine is now operating on both magnetos and ignition occurs in the normal advance position. opposite spark plugs. The magnetos are driven at 1- 1/2 times engine crankshaft speed. Each magneto con- tains a two-pole rotating magnet, a transformer coil and a distributor. A two-lobe cam is secured to the breaker end of the rotating magnet shaft. The distri- butor gear is driven at one-third magneto shaft speed. High tension current, generated in the magneto trans- former secondary coil winding, is conducted to the distributor by means of a spring-loaded carbon brush and through the finger on the distributor gear to the distributor block where it is transmitted through high tension cables to the spark plugs. The left magneto, through the START position of the ignition switch, provides retarded ignition for engine starting. Inter- rupted battery current is permitted to flow through the primary and secondary transformer windings of the left magneto and across the spark plug electrodes, to provide high tension voltage for engine starting. CAUTION Release ignition switch if starter does not engage immediately. Starter cir- cuit is not protected by circuit breakers. MODELS 112TC/TCA. Bendix D4LN-2021 impulse coupled high altitude dual magneto is installed on the TO-360-C1A6D engine (see Figure 4-2). The shielded ignition wiring is arranged so that the left portion of the magneto fires the bottom plugs in cylinders one and three and the top plugs in cylinders two and four. The right portion of the magneto provides spark for the opposite spark plugs. The magneto is driven at engine crankshaft speed. Each magneto contains a two-pole rotating magnet, and a transformer and dis- tributor for both the right and left portions of the mag- neto. A two-lobe cam is secured to the breaker end of the rotating magneto shaft. The distributor gears are driven at one-half magneto shaft speed. High tension current, generated in each of the two magneto transformers, is conducted to each of the distributors by means of spring-loaded carbon brushes and through the fingers on the distributor gears to the right and left distributor blocks where it is transmitted through high tension cables to the spark plugs. The magneto provides retarded ignition for engine starting. Inter- rupted battery current is permitted to flow through the primary and secondary transformer windings and across the spark plug electrodes to provide high ten- sion voltage for engine starting. CAUTION MAGNETO MODELS 112/B. Bendix S4LN-1227 (left) impulse coupled magneto and S4LN-1209 (right) high altitude magneto are installed on the IO-360-C1D6 engine (see Figure 4-2). The shielded ignition wiring is arranged so that the left magneto fires the bottom plugs in cyl- inders one and three and the top plugs in cylinders two and four. The right magneto provides spark for the Release ignition switch if starter does not engage immediately. Starter cir- cuit is not protected by circuit breakers. MAGNETO REMOVAL a. Remove upper half of cowling. b. Remove high tension outlet cable plate from magneto. 4-3 SECTION IV POWER PLANT AND PROPELLER ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL Figure 4-2. Magnate - Cam End View c. Disconnect leads from magneto and tag for identification when reinstalling. d. Remove retaining nuts and washers, and remove magneto from mounting pad. NOTE As the magneto is removed from its mounting, be sure that drive coupling bushings do not become dislodged from the gear hub. REPAIR AND LUBRICATION. Magneto maintenance is generally limited to cleaning, inspection, and re- placement. For complete magneto maintenance pro- cedures and authorized repair guidelines, refer to the Bendix Magneto Service Manual. MODELS 112/B. INSTALLATION AND TIMING. The magneto must be installed with its timing marks cor- rectly aligned. Rotate the crankshaft in direction of normal rotation until number one cylinder is on the compression stroke and approximately 35 degrees be- fore top dead center (BTC). The magneto is grounded through the ignition switch, therefore, any time the primary (switch) lead is discon- nected, the magneto is in a switch ON or hot condition. Before turning the propeller by hand, remove high tension cable outlet plate from magneto or dis- connect all spark plug cables to prevent starting engine accidently. Clamp an ignition timing pointer on the advance timing mark on the rear of the starter ring gear. The starter ring gear may be marked at 20 and 25 degrees. Con- sult engine nameplate for correct advance timing mark to use. Continue rotating the crankshaft until the tim- ing pointer and the parting flange of the crankcase align. Leave the crankshaft in this position until the magneto is installed. In the event that an ignition timing pointer is not available an alternate method may be used. Rotate the crankshaft in direction of normal rotation until number one cylinder is on the compression stroke and continue rotating the crank- shaft until the correct advance timing mark on the rear of the starter ring gear is in exact alignment with the small drilled hole located at the two o'clock position on the front face of the starter housing. Leave the crankshaft in this position until the magneto is installed. NOTE The advance timing mark is specified on the engine nameplate. Remove the inspection plug from the magneto and ro- tate the drive shaft in direction of normal rotation un- til the painted chamfered tooth on the distributor gear is aligned in the center of the inspection window. The shaft on the impulse coupling magnetos can be turned by depressing the pawl on the coupling. Be sure the magneto gear does not move from this position and secure each magneto finger tight. The magnetos are now ready for final timing. MODELS 112/B. FINAL TIMING. Using a battery powered timing light, attach the positive lead to a suitable terminal connected to the switch terminal of the magneto and the negative lead to any unpainted portion of the engine. Rotate the magneto in its mount- 4-4 From PilotManuals.com / RareAviation.com SECTION IV POWER PLANT AND PROPELLER ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL ing flange to a point where the light comes on, then slowly turn it in the opposite direction until the light goes out. Bring the magneto back slowly until the light just comes on. Repeat this procedure with the second magneto. NOTE AC timing lights operate in the reverse manner as described above, the light goes out when the breaker points open. After both magnetos have been timed, check to ascer- tain that both magnetos are set to fire together. Back- off the crankshaft a few degrees, the timing lights should go out. Bring the crankshaft slowly back in direction of normal rotation until the timing marks are in alignment. At this point, both lights should go on simultaneously. MODELS 112TC/TCA. INSTALLATION AND TIMING. The magneto must be installed with its timing marks correctly aligned. Rotate the crankshaft in direction of normal rotation until number one cylinder is on the compression stroke and approximately 20 degrees be- fore top dead center (BTC). The magneto is grounded through the ignition switch, therefore, any time the primary (switch) lead is discon- nected, the magneto is in a switch ON or hot condition. Before turning the propeller by hand, remove hi A tension cable outlet plate from magneto or dis- connect all spark plug cables to prevent starting engine accidently. Clamp an ignition timing pointer on the advance timing mark on the rear of the starter ring gear. The starter ring gear may be marked at 20 and 25 degrees. Con- sult engine nameplate for correct advance timing mark to use. Continue rotating the crankshaft until the tim- ing pointer and the parting flange of the crankcase align. Leave the crankshaft in this position until the magneto is installed. In the event that an ignition timing pointer is not available an alternate method may be used. Rotate the crankshaft in direction of normal rotation until number one cylinder is on the compression stroke and continue rotating the crank- shaft until the correct advance timing mark on the rear of the starter ring gear is in exact alignment with the small drilled hole located at the two o'clock position on the front face of the starter housing. Leave the crankshaft in this position until the magneto is installed. NOTE The advance timing mark is specified on the engine nameplate. Remove the inspection plug from the most convenient side of magneto housing and plug from the rotor view- ing location in the center of the housing. Rotate mag- net drive shaft in normal direction of rotation until the painted tooth on large distributor gear is centered in the timing hole. The shaft on the impulse coupling magneto can be turned by depressing the pawl on the coupling. Observe that at this time the built in point- er just ahead of the rotor viewing window aligns with the "L" mark on the rotor. Be sure the magneto gear does not move from this position and secure magneto finger tight. The magneto is now ready for final timing. MODELS 112TC/TCA. FINAL TIMING. Attach red lead from the timing light to left switch adapter lead, green lead of timing light to right switch adapter lead and the black lead of the timing light to the magneto housing. Rotate the magneto in its mounting flange to a point where the red timing light comes on, then slowly turn it in the opposite direction until the red light goes out indicating the left main breaker has opened. Then evenly tighten the magneto mount- ing clamps. Back the crankshaft up approximately 10 degrees, the timing light should come on. Bring the crankshaft slowly back in direction of normal ro- tation until the timing marks are in alignment, the red light should go out indicating left main breaker opening. The right main breaker, monitored by the green light, must open within _ 2 degrees of the num- ber one firing position. If the right breaker does not open within the two degrees tolerance, back the engine up a few degrees and again bring the crankshaft slowly back in direction of normal rotation toward number one cylinder firing position while observing timing lights. Adjust breakers to open (timing lights out) when the timing pointer is indicating within the width of the "L" mark. After adjusting breakers recheck timing. NOTE Some timing lights operate in the reverse manner as described. Check your timing light instructions. IGNITION HARNESS The ignition harness for each engine consists of eight shielded high tension cable assemblies. Two of the four cables from the left magneto are routed to the upper spark plugs on the left bank of cylinders, while the other two cables from the left magneto are routed to the lower spark plugs on the right bank of cylinders. Two of the four cables from the right magneto are routed to the upper spark plugs on the right bank of cylinders, and the balance of the cables from the right magneto are routed to the lower spark plugs on the left bank of cylinders (see Figure 4-3). CABLE REMOVAL AND INSTALLATION. Ignition cables may be removed individually or the ignition harness may be replaced as a complete unit. 4-5 ROCKWELL COMMANDER 112/B/TC/TCA SECTION IV POWER PLANT AND PROPELLER MAINTENANCE MANUAL FIRING ORDER 1-3-2-4 MODELS 112/D MODELS 112TC/TCA LEFT RIGHT DISTRIBUTOR DISTRIBUTOR | NO. 4 UPPER |/W)_(Wy-{NO- 2 UPPER~] | NO. 3 UPPER | NO. 1 LOWER 3 LOWER] | NO. 2 LOWER TYPICAL BOTH ENGINES Figure 4-3. Ignition Wiring SPARK PLUGS Two spark plugs are installed in each cylinder and thread into heli-coil inserts. The spark plugs are shielded to prevent ignition interference from enter- ing the radio and have an internal resistor to provide longer terminal life. An average life of 200 hours may be expected from these spark plugs; however, this will vary with operating conditions. Ground operation of the engine for extended periods or an excessively rich idle mixture will shorten spark plug service life. A spark plug that is kept clean and pro- perly gapped will give better and longer service than one that is allowed to collect lead deposits and is im- properly gapped. The spark plug gap should be set in accordance with Lycoming's latest publication of Service Instructions Number 1042. The spark plug torque value is 360 to 420 inch-pounds. When the engine leaves the factory it is equipped with spark plugs as specified in Figure 4-12. INDUCTION AIR SYSTEM injector unit for the fuel/air mixing process. A sec- ond (heated) air source is connected to the induction heat outlet of the muffler assembly and routed to the induction air manifold. This provides an alternate source of intake air in the event of fuel injector noz- zle impact icing, or icing of the external filter ele- ment. This heated airflow source is controlled by the induction air control lever on the engine control pedestal. MODELS 112TC/TCA. The external scoop on the right side of the cowling serves as the ram air source for the induction air system (see Figure 4-4). Intake air is directed through an oil-impregnated filter element, induction air box, and flexible ducts for delivery to the turbocharger. The air is compressed and delivered to the carburetor for the fuel/air mixing process. A second (heated) air source utilizes engine cooling air drawn from the interior of the lower engine cowl. This provides an alternate source of intake air in the event of carburetor icing, or icing of the external filter ele- ment. This heated airflow source is controlled by the induction air control lever on the engine control pedestal. MODELS 112/D. The external scoop on the left side of the cowling serves as the ram air source for the in- duction air system (see Figure 4-4). Intake air is di- rected through an oil-impregnated filter element and flexible ducts for delivery to the induction air box. The air box then directs the filtered air to the fuel INDUCTION AIR FILTER MODELS 112/D. The induction air system utilizes a flock-coated induction air filter. The filter element is installed in the filter housing located on the lower left side of the cowling near the firewall. Refer to Sec- 4-6 From PilotManuals.com / RareAviation.com SECTION IV POWER PLANT AND PROPELLER ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL Figure 4-4. Induction Air System 4-7 SECTION IV POWER PLANT AND PROPELLER ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL tion II for cleaning and installation. MODELS 112TC/TCA. The induction air system utilizes a flock-coated induction air filter. The filter element is installed in the filter housing located on the lower right side of the cowling near the firewall. Refer to Section II for cleaning and installation. FUEL INJECTION SYSTEM MODELS 112/B. Filtered air is introduced into the engine through the servo regulator body, then flows into an air intake riser where it is distributed to each cylinder by individual intake pipes. The amount of air entering the engine is controlled by a throttle valve (butterfly) contained in the body of the fuel injection servo regulator. Fuel is metered and distributed to the individual cylinders by the servo regulator and fuel flow divider valve. The fuel-air ratio is deter- mined by the position of the throttle valve and air sensing functions of the servo regulator. Fuel and air are mixed within the cylinder. The fuel injection system consists of the air flow sensing and fuel con- trol subsystems. Components of the injection system are: the servo valve, fuel control unit, fuel flow divider valve, and air bleed nozzles. The servo valve and fuel control unit are contained within the throttle body casting, installed on the engine intake manifold air inlet. SERVO REGULATOR MODELS 112/B. The servo regulator is the basic component of the fuel injection system. Induction air enters the throttle body, passes through the venturi and by the throttle valve and into the engine. As the air passes through the throttle body, air pres- sure is sensed by impact tubes which lead to one side of the servo regulator air diaphragm. The other side of this diaphragm is exposed to low pressure which is sensed at the venturi throat of the throttle body (see Figure 4-5). A ball servo valve and a fuel/air diaphragm operates on the pressure differential be- tween unmetered and metered fuel pressure. The air metering force applied to the air diaphragm of the servo regulator is directly proportional to the velocity of air flowing through the venturi to the engine. Air velocity is controlled by the position of the throttle valve; therefore, a change in throttle setting will alter the position of the fuel/air diaphragm. This causes the position of the ball servo valve to vary. The pressure differential across the ball servo valve opposes the action of the air diaphragm and tends to open or close the ball servo valve. This provides regulated servo pressure for operation of the fuel flow divider valve which schedules a fuel flow that is correctly proportioned to the engine inlet airflow. A balanced fuel flow condition will exist when servo pressure on the fuel flow divider valve and ball servo valve is equal to the air metering force at the air di- aphragm of the servo regulator. The richer fuel mixture required during engine idle is obtained by using a constant head spring on the lower side of the air sensing diaphragm. Fuel pump pressure, which is recorded on the engine gage unit, is taken from a port on the forward side of the servo regulator fuel control unit. Fuel flow readings are obtained from the metered fuel side of the fuel flow divider valve. MODELS 112/B. CLEANING AND INSPECTION. The following procedures apply to cleaning and inspection of the servo regulator. Remove and clean the fuel inlet screen at the first 25 hours and each 50 hours of operation thereafter. a. Remove upper cowling. b. Inspect servo regulator and all fuel lines for tightness and evidence of fuel leakage. NOTE Slight fuel stains adjacent to the air bleed nozzles are normal. c. Clean screen assembly in cleaning solvent and dry with filtered compressed air. d. Inspect screen assembly to determine service- ability. Replace screen assembly if deformed or deteriorated. e. Place new O-ring on screen assembly and install screen assembly in servo regulator. Tighten screen retainer to 35-40 inch-pounds. f. Check servo regulator for security of attach- ment. g. Check throttle, mixture, and alternate air con- trol rods, rod ends and levers for security and con- dition of rod ends. h. Lubricate ends of throttle shaft with instrument oil. i. Lightly lubricate rod ends of throttle, mixture, and alternate air control rods. j. Check mixture and throttle controls for freedom of operation. MODELS 112/B. ADJUSTMENT. Adjustments to the servo regulator are confined to idle speed and mixture. If there is an appreciable amount of wind, locate air- craft in crosswind position before making idle speed and mixture adjustment. This will prevent false load- ing of the engine caused by the affect of wind velocity on the propeller. a. Start and warm engine until oil and cylinder head temperatures are in normal operating range. b. Check magneto drop, see Section H. If drop is normal, proceed with idle adjustment. c. Set throttle stop-screw so engine idles at 550- 650 RPM. If the RPM varies significantly after making mixture adjustment during following steps, readjust to desired RPM. d. When idling-speed has stabilized, move mixture control lever toward IDLE CUTOFF position and ob- 4-8 From PilotManuals.com / RareAviation.com SECTION IV POWER PLANT AND PROPELLER ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL FUEL - AIR BLEED NOZZLE 1. IDLE VALVE LEVER (CONNECTED TO THROTTLE) 2. METERING JET 3. FUEL INLET 4. FUEL INLET SCREEN 5. MANUAL MIXTURE/IDLE CUT-OFF 6. FUEL FLOW GAGE (RT. HALF OF DUAL GAGE) 7. FLOW DIVIDER 8. FLOW DIVIDER DIAPHRAGM 9. FLOW DIVIDER VALVE 10. NOZZLE (ONE PER CYLINDER) 11. THROTTLE VALVE 12. IMPACT TUBE 13. BALL SERVO VALVE 14. FUEL DIAPHRAGM 15. AIR DIAPHRAGM 16. CONSTANT EFFORT SPRING 17. CONSTANT HEAD SPRING (IDLE) MODELS 112/B X24 5 Figure 4-5. Fuel Injection System 4-9 SECTION IV POWER PLANT AND PROPELLER ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL FUEL CONTROL LOCK PLATE MODELS 112TC/TCA X24; Figure 4-6. Carburetor serve tachometer for any change during leaning pro- cess. Caution must be observed to return mixture control lever to FULL RICH position before RPM drops so low engine cuts out. An increase of more than 10 RPM while leaning indicates an excessively rich idle mixture. An immediate decrease in RPM (if not preceded by a momentary increase) indicates idle mixture is too lean. e. If idle adjustment is too rich or too lean, turn idle mixture adjustment in direction required for cor- rection, and recheck new setting. Each time an ad- justment is made, engine should be run up to 2000 RPM to clear engine before making another adjust- ment . Monitor cylinder head and oil temperature gages to remain within limits. f. In the event the setting above does not remain stable, check the idle linkage; any looseness in the linkage will cause erratic idling. In all cases, allow- ance must be made for the effect of weather conditions and field density altitude during adjustments. before entering the cylinder. A fuel line is connected between the fuel flow divider fuel flow port and a fuel flow gage, located in the instrument panel, to provide an accurate indication of metered fuel flow to the engine. AIR BLEED NOZZLES MODELS 112/B. An air bleed nozzle installed in each cylinder, directs fuel from the flow divider valve into the cylinder intake port. Each nozzle in- corporates an air bleed, which aids in vaporizing fuel at idle rpm by breaking the high vacuum at the intake manifold, and assures that the fuel lines from the flow divider valve are full of fuel at all times. The imme- diate availability of fuel in the fuel lines ensures posi- tive engine acceleration and eliminates the need for an engine primer during engine starting. Air bleed nozzles have an identification number or letter stamped on one of the flats of the nozzle body hexagon head, which also indicates that the nozzle air bleed hole is on the opposite flat. To eliminate fuel leakage at the air bleed hole after engine shutdown, the nozzle must be installed with the identification mark facing down- ward. Fuel nozzles should be removed and changed when an engine is running rough and exhibits poor acceleration characteristics, not attributed to faulty ignition. When this is the case all nozzles on the appropriate engine should be removed and cleaned. MODELS 112/B. REMOVAL AND CLEANING. Dis- connect the fuel inlet line and use a deep socket to remove the nozzle. Cap the fuel line and plug hole in cylinder. Clean the air bleed nozzles as follows: a. Wash in clean unleaded gasoline or cleaning solvent. Trichlorethylene may be used to clean noz- zles that show signs of carbon buildup. b. Apply filtered compressed air at 100 psi to dis- charge port of nozzle. CAUTION Do not use wire or tools to clean nozzle orifices. FLOW DIVIDER VALVE MODELS 112/B. The fuel flow divider valve, located on the upper center of the engine, consists of a spring-loaded diaphragm actuated poppet valve. Action of the diaphragm is controlled by servo pres- sure from the servo regulator valve. A spring seats the fuel flow divider valve needle to retain fuel within the flow divider valve when the engine is stopped. The sensitivity obtained from fuel flow divider valve ope- ration prevents engine rpm lag during rapid throttle movement and eliminates the need for an acceleration pump. The fuel flow divider valve directs fuel to each cylinder through individual lines connected to ports in the valve. Fuel passes through the air bleed nozzles MODELS 112/B. INSTALLATION. Install air bleed nozzles in cylinders, so that identification number or letter is located on the lower side of the nozzles when tightened into engine cylinder. CAUTION When replacing fuel lines and fittings, use only a fuel soluble lubricant, such as engine oil on thread fittings. DO NOT USE ANY FORM OF THREAD COMPOUND. 4-10 Change 1 From PilotManuals.com / RareAviation.com SECTION IV POWER PLANT AND PROPELLER ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL CARBURETION SYSTEM CAUTION CARBURETOR a. Connect fuel injection lines to air bleed nozzles. b. Inspect installation for evidence of crimped lines. c. Operate auxiliary fuel pump and check fittings and air bleed nozzles for evidence of leakage. d. Turn off auxiliary fuel pump and battery switch and secure cowling. MODELS 112TC/TCA. These models are equipped with a Marvel Schebler Type HA-6 side draft, single barrel, float type carburetor equipped with a manual altitude mixture control and an idle cut-off. The idle speed adjustment is a conventional spring-loaded needle valve. MODELS 112TC/TCA. IDLE ADJUSTMENT. Idle adjustment may be accomplished as follows: a. Start and warm engine until oil and cylinder head temperatures are in normal operating range. b. Check magneto drop, see Section II. If drop is normal, proceed with idle adjustment. c. Set idle adjusting needle valve (see Figure 4-6) so engine idles smoothly. d. Run up to 2000 RPM to clear engine after each adjustment before making any additional adjustments. When replacing A10-5200 carburetor with another carburetor of the same number, assure needle valve assembly retainer is secured to carburetor with lockplate as shown in Figure 4-6. Connect throttle and mixture control linkage. NOTE Check throttle and mixture control for proper travel. e. Install lower cowling. MODELS 112TC/TCA. CLEANING FUEL STRAINER. The carburetor fuel strainer should be cleaned at periodic intervals, to remove strainer, proceed as follows: a. Remove safety and remove strainer from car- buretor (see Figure 4-6). b. Wash strainer in approved solvent. c. Check strainer for deformation or breaks. d. Clean strainer chamber of any foreign material. e. Reinstall strainer, tighten and safety. NOTE Engine idle speed may vary among different engines. An engine should idle smoothly without excessive vibra- tion, and the idle speed should be high enough to maintain idling oil pressure and to preclude any possibility of engine stoppage in flight when throttle is closed. MODELS 112TC/TCA. CARBURETOR REMOVAL. The carburetor may be removed as follows: a. Remove lower cowling. b. Disconnect throttle and mixture linkage. c. Disconnect and cap all fuel lines at carburetor. d. Remove bolts from turbocharger adapter and secure as necessary to allow carburetor removal. e. Remove nuts holding carburetor to engine, remove carburetor and install covers on turbocharger adapter and mounting pad. MODELS 112TC/TCA. CARBURETOR INSTALLATION a. Remove covers from mounting pad and turbo- charger adapter. Install carburetor on mounting studs and torque as required. b. Install turbocharger adapter and torque as required. c. Uncap and install all fuel lines. TURBOCHARGER MODELS 112TC/TCA. A complete turbocharger sys- tem, installed on the aft end of the engine consists of a turbine and compressor assembly and an overboost pressure relief valve. The turbocharger is utilized to increase the power output and efficiency of the en- gine by supplying compressed air to the engine intake system. The power to drive the turbocharger is ex- tracted from energy in the exhaust gas. A manually controlled (interconnected with throttle) exhaust waste- gate valve assembly determines the amount of boost supplied to the engine. When open, the valve allows exhaust to bypass the turbine and flow directly over- board. In the closed position, the wastegate valve diverts the exhaust gases through the turbine assem- bly, increasing its speed and resulting in more output of induction air from the compressor, since it is con- nected to the opposite end of the turbine shaft. OIL SYSTEM The engine is equipped with a wet sump, pressure operated oil system. The main bearings, connecting rod bearings, camshaft bearings, valve tappets, and push rods, are lubricated by positive pressure. The pistons, piston pins, cams, cylinder walls, valve rockers, valve stems and other internal moving parts are lubricated by oil collectors and oil spray. The oil pump, located in the accessory housing, draws oil 4-11 Change 1 SECTION IV POWER PLANT AND PROPELLER ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL through a drilled passage leading from the oil filter located in the sump. After passing through the pump, oil flows through a drilled passage in the engine and then through a line to the oil cooler. Oil pressure from the cooler is returned to the accessory housing where it is directed through the oil filter, contained in a cast chamber mounted on the accessory housing. If cold oil or an obstruction should restrict oil flow through the cooler, an oil cooler bypass valve will route the oil directly from the oil pump to the oil fil- ter. The oil is then filtered through the oil filter chamber and fed through a drilled passage to the oil pressure relief valve, located in the upper right side of the crankcase forward of the accessory housing. This relief valve regulates the engine oil pressure by allowing excess oil to return to the sump, while the balance of the oil is fed to the main oil gallery in the right half of the crankcase. Oil is distributed from the main gallery, by means of separate drilled pass- ages to each main bearing of the crankshaft. The drilled passages to the bearings are located in such a manner as to form an inertia type filter, thus en- suring that only the cleanest oil will reach the bear- ings. Drilled passages from the rear main bearing supply oil pressure to the crankshaft idler gears. Angular holes are drilled through the main bearings to the rod journals where sludge removal tubes are located. Oil from the main gallery also flows to the cam and valve gear passages, and is then conducted through branch passages to the hydraulic tappets and camshaft bearings. Oil travels out through the hollow push rods to the valve rocker bearings and valve stems. Oil from the bearings, accessory drives and rocker boxes returns to the sump by gravity flow, passes through the inlet oil screen and is then re- circulated through the engine. Refer to Section II for oil system servicing. OIL COOLER MODELS 112/B. The cooler is installed on the right forward side of engine firewall and receives its cooling air from the engine nacelle compartment. Oil under pressure from the engine enters the inboard side of the cooler, passes through the cooler and back to the engine. A thermostatically operated oil cooler bypass valve causes oil to bypass the cooler in the event of congealed oil or an obstruction in the cooler. This bypass valve also routes oil directly to the suction screen until a predetermined oil temperature is reached. The oil is then routed through the cooler. MODELS 112TC/TCA. The cooler is installed on the left forward side of engine firewall and receives its cooling air from the engine nacelle external scoop. Oil under pressure from the engine enters the inboard side of the cooler, passes through the cooler and back to the engine. A thermostatically operated oil cooler bypass valve causes oil to bypass the cooler in the event of congealed oil or an obstruction in the cooler. This bypass valve also routes oil directly to the suction screen until a predetermined oil tem- perature is reached. The oil is then routed through the cooler. OIL SCREEN AND FILTER MODELS 112/B. Clean engine oil is assured by the use of one oil suction screen and one oil filter for the engine. The oil suction screen is located in the right side of the oil sump and the oil filter is located in a casting, bolted to the accessory housing between the magnetos. Use of this screen and filter provides dual protection for positive screening of damaging foreign material from the oil. The oil pump draws oil from the sump through the suction screen and pumps it through the oil cooler to the engine. Oil screen and filter must be cleaned each time the oil is changed or whenever improper oil circulation is suspected. Servicing instructions are provided in Section II. MODELS 112TC/TCA. Clean engine oil is assured by the use of one oil suction screen and one oil filter for the engine. The oil suction screen is located on the right side of the oil sump and the oil filter is located in the accessory housing on the right side of the en- gine. Use of this screen and filter provides dual pro- tection for positive screening of damaging foreign material from the oil. The oil pump draws oil from the sump through the suction screen and pumps it through the oil cooler to the engine. Oil screen and filter must be cleaned each time the oil is changed or whenever improper oil circulation is suspected. Servicing instructions are provided in Section II. ENGINE OIL MINERAL (MIL-L-6082B) AMBIENT AIR TEMP. SAE 50 Above 60F SAE 40 300 to 900 F SAE 30 0 to 70F SAE 20 Below 10F ASHLESS DISPERSANT (MIL-L-22851) AMBIENT AIR TEMP. SAE 50 or 60 Above 60F SAE 50 300 to 90F SAE 40 0 to 70F SAE 30 Below 10F NOTE To promote faster seating and improved oil control, the Models 112/B were delivered from the factory with a mineral- type (non-detergent) oil installed. This break-in oil should be used for the first 50 hours only, at which time it must be drained and replaced with detergent oil. After the first 25 hours of operation, drain engine oil, clean suction and oil filter screens and replace filter element. Refill the sump with non-detergent oil and use until the 50 hour mark is reached or oil consump- tion has stabilized, then change to detergent oil con- forming to previous specifications. 4-12 Change 3 From PilotManuals.com / RareAviation.com SECTION IV POWER PLANT AND PROPELLER ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL EXHAUST SYSTEM CAUTION MODELS 112/D. The exhaust system consists of four exhaust stacks. Each exhaust stack is attached to the exhaust port of each cylinder and extends down and attached to the muffler assembly. Each exhaust stack is attached to the muffler by special clamps that allow for expansion and contraction of the entire installation. Nuts and lock washers are used to secure each exhaust stack to the cylinders. Inspect the exhaust stacks at prescribed intervals for evidence of leakage, cracks and looseness of mounting nuts (see Figure 4-7). MODELS 112TC/TCA. The exhaust system for each engine consists of six segments. These segments at- tach to the exhaust ports of the right and left banks of cylinders and extend across and aft to where they at- tach to the turbine section of the turbocharger. The segments of the exhaust system utilize slip joints that allow for expansion and contraction of the entire as- sembly. Nuts and lockwashers are used to secure the exhaust system to the exhaust ports of each cylinder. Inspect the exhaust system at prescribed intervals for evidence of leakage, cracks and looseness of mount- ing nuts (see Figure 4-7). EXHAUST SYSTEM REPAIR Components of the exhaust system which fail must be replaced, however, certain components may be re- paired in accordance with FAA Advisory Circular No. AC 43.13-1. Consult this source for repair guidelines. CAUTION Never use lead pencils, grease pencils, etc., to mark exhaust system components. Carbon deposited by these items will eventually cause cracks due to heat con- centration and carbonization of the metal. Use chalk, prussion blue or India ink when necessary to mark components. COOLING SYSTEM Cooling air enters the engine cowling compartment through openings located in the center of cowling near the propeller. Engine baffles (Figure 4-8) direct air flow around the cooling fins of each cylinder. Adjust- able cowl flaps, located in the lower cowl, are pro- vided to regulate engine temperature. To assure proper airflow around the engine, baffle seals and cowling must be maintained in a serviceable condition. Baffle seals which do not block the airflow at the seal location cause improper distribution of the cooling air and may result in hot spots on the cylinders. Ground operate engine with cowl flaps open to prevent overheating of engine. BAFFLE REMOVAL, REPAIR AND INSTALLATION Removal and installation on the various baffles can be made with the engine cowling removed. Insure that any replaced baffles and seals are installed cor- rectly and that they seal properly to direct the cool- ing air in the proper direction. Baffles should be replaced if damaged or cracked. However, small plate reinforcements riveted to the baffle will often prove satisfactory both to the strength and cooling requirements of the unit. ENGINE CONTROLS MODELS 112/B. The engine control levers (Figure 4-9) are located on the engine control quadrant and control the throttle, propeller pitch, fuel mixture and alternate air. Cables and push-pull rods connect the engine control levers to the power plant. Cover plates on the quadrant pedestal may be removed for inspection and maintenance of control cables and other equipment enclosed in the pedestal. Additionally, the complete pedestal may be removed for maintenance purposes. A friction lock is installed on the right side of the quadrant to secure the control levers in the desired position, or place the desired amount of friction on the engine control levers. Engine control cables are routed through the firewall and to the en- gine . The individual controls are attached to the servo regulator (throttle and fuel mixture), propeller governor (propeller pitch) and induction air box (alter- nate air). Cable adjustments for the engine controls are made at the ball joints and clevises. Push-pull rods, ball joints and clevises should be checked for loose checknuts, nuts, freedom of operation and ex- cessive wear. Routing of the control cables should be checked to see that cable clamps are in place and cables do not rub structure or accessories. MODELS 112TC/TCA. The engine control levers (Figure 4-9) are located on the engine control quad- rant and control the throttle, propeller pitch, fuel mixture, turbocharger wastegate, and alternate air. Cables and push-pull rods connect the engine control levers to the power plant. Cover plates on the quad- rant pedestal may be removed for inspection and maintenance of control cables and other equipment enclosed in the pedestal. Additionally, the complete pedestal may be removed for maintenance purposes. A friction lock is installed on each side of the quad- rant to secure the control levers in the desired posi- tion, or place the desired amount of friction on the engine control levers. Engine control cables are routed through the firewall to the engine. The indi- 4-13 SECTION IV POWER PLANT AND PROPELLER ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL MUFFLER MODELS 112/B Figure 4-7. Exhaust Stack 4-14 From PilotManuals.com / RareAviation.com SECTION IV POWER PLANT AND PROPELLER ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL Figure 4-8. Engine Baffle Assembly (Sheet 1 of 2) 4-15 SECTION IV POWER PLANT AND PROPELLER ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL Figure 4-8. Engine Baffle Assembly (Sheet 2 of 2) 4-16 From PilotManuals.com / RareAviation.com SECTION IV POWER PLANT AND PROPELLER ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL Figure 4-9. Engine Control Quadrant vidual controls are attached to the carburetor (throttle and fuel mixture), propeller governor (propeller pitch), turbocharger wastegate (throttle) and induction air box (alternate air). Cable ad- justments for the engine controls are made at the B ball joints, clevises and adapter. Push-pull rods, ball joints and clevises should be checked for loose checknuts, nuts, freedom of operation and excessive wear. Routing of the control cables should be checked to see that cable clamps are in place and cables do not rub structure or accessories. THROTTLE MODELS 112/B. The throttle lever located on the left side of the control quadrant is mechanically linked to the throttle arm of the fuel injection system servo regulator. A friction lock located on the right side of the quadrant provides a means of increasing friction on the throttle lever to prevent creeping. When the throttle lever is retarded to a position suffi- cient to actuate the micro switch located inside the quadrant, a landing gear position warning bell will sound if all landing gear are not in the down and locked position. The switch is set to activate the warning bell circuit when the engine manifold pressure is ap- proximately 14 inches Hg. Procedures for adjusting the micro switch is provided in Section VI. MODELS 112TC/TCA. The throttle lever located on the left side of the control quadrant is mechanically linked to the throttle arm of the carburetor, and con- trol arm of the turbocharger wastegate. A friction lock located on each side of the quadrant provides a means of increasing friction on the throttle lever to prevent creeping. When the throttle lever is retarded to a position sufficient to actuate the micro switch lo- cated inside the quadrant, a landing gear position warning bell will sound if all landing gear are not in the down and locked position. The switch is set to acti- vate the warning bell circuit when the engine manifold pressure is approximately 14 inches Hg. Procedures for adjusting the micro switch is provided in Section VI. MODELS 112/B. RIGGING. The procedure for rigging the throttle control cable is as follows: a. Secure throttle control cable clevis end to servo regulator on engine. b. Secure throttle control cable ball joint to throttle lever in control quadrant. c. Move throttle control lever through full range of travel. Check lever hits both end stops. d. Move throttle control lever to full forward stop less 0.03 inch clearance. e. Adjust ball joint at throttle control lever until it contacts forward end stop. f. Move throttle control lever aft and ascertain Change 1 4-17 SECTION IV POWER PLANT AND PROPELLER ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL it reaches opposite end stop. g. If required, make minor adjustments at throttle control lever until it aligns with other control levers at full forward position with a 0.03 inch clearance. MODELS 112TC/TCA. RIGGING. The procedure for rigging the throttle control cable is as follows: a. Secure throttle control cable clevis ends to carburetor and turbocharger wastegate on engine. b. Secure throttle control cable ball joint to throttle lever in control quadrant. c. Move throttle control lever through full range of travel. Check lever hits both end stops. d. Move throttle control lever to full forward stop less 0.03 inch clearance. e. Adjust clevis ends on throttle and wastegate so throttle and wastegate contact stops simultaneously. f. Adjust ball joint at throttle control lever until it contacts forward end stop. g. Move throttle control lever aft and ascertain it reaches opposite end stop. h. If required make minor adjustments at throttle control lever until it aligns with other control levers at full forward position with a 0.03 inch clearance. MIXTURE CONTROL MODELS 112/B. The mixture control lever is mounted on the right side of the engine control quadrant. The RICH position of the mixture control lever is used for starting, takeoff, landing, and most ground ope- rations. LEAN is used for stopping the engine. The range between RICH and LEAN permits manual lean- ing of the fuel mixture to obtain best power and min- imum fuel consumption during flight. A fuel flow gage registers the amount of metered fuel going to the engine and aids in determining the proper mixture control setting. MODELS 112TC/TCA. The mixture control lever is mounted on the right side of the engine control quadrant. The RICH position of the mixture control lever is used for starting, takeoff, landing, and most ground opera- tions. LEAN is used for stopping the engine. The range between RICH and LEAN permits manual lean- ing of the fuel mixture to obtain best power and min- imum fuel consumption during flight. , RIGGING. The procedure for rigging the mixture control cable is the same as the throttle control cable rigging. PROPELLER CONTROL The propeller control lever is located between the throttle and mixture control levers and is distinguish- ed by rectangular grooved knobs. The control lever is mechanically linked to a propeller governor and controls engine rpm and propeller pitch by altering the propeller governor setting. Forward movement of the control lever decreases propeller pitch and increases engine rpm, and aft movement increases pitch and decreases rpm. Retarding the control lever into the LO position reduces oil pressure to the pro- peller, allowing centrifugal force of the propeller and compressed springs to reduce propeller pitch. RIGGING. The procedure for rigging the propeller control cable is the same as the throttle control cable rigging. ALTERNATE AIR CONTROL MODELS 112/B. Induction air is controlled by the for- ward and aft movement of the alternate air control, located on the engine control quadrant. Placing the control lever in forward (COLD) position allows filtered ram air to enter the system. This ram air is directed to the induction air box and then on into the servo regulator for the fuel/air mixing process. Placing the control lever in the aft (HOT) position closes the ram air source and opens the hot air source. The hot air is provided in the event of fuel injector nozzle impact icing or icing of the external filter element. MODELS 112TC/TCA. Induction air is controlled by the forward and aft movement of the alternate air con- trol , located on the engine control quadrant. Placing the control lever in forward (COLD) position allows filtered ram air to enter the system. This ram air is directed to the induction air box and then on into the turbocharger and carburetor for the fuel/air mixing process. Placing the control lever in the aft (HOT) position closes the ram air source and opens the hot air source. The hot air is provided in the event of carburetor icing or icing of the external filter element. RIGGING. The procedure for rigging the alternate air control cable is the same as the throttle control cable rigging. ENGINE ACCESSORIES STARTER A Bendix-type starter is installed on the forward lower left side of the engine. The starter drive pin- ion engages the engine flywheel ring gear to provide direct cranking of the engine. The starter contactor installed on the battery box in the tailcone, is ener- gized by a key operated, spring-loaded, ignition- starter switch. When starting the engine, avoid en- ergizing the starter for more than 30 seconds, and allow several minutes for the starter unit to cool be- tween starting attempts. INSPECTION AND REPAIR. Before removing any unit in a starting circuit, it should be first determined where the fault lies within the circuit. Check that the battery is fully charged and inspect the wiring for 4-18 From PilotManuals.com / RareAviation.com SECTION IV POWER PLANT AND PROPELLER MAINTENANCE MANUAL ROCKWELL COMMANDER 112/B/TC/TCA possible damage. Inspect all connections to the start- er solenoid, ignition switch, and battery, including all ground connections. Clean and tighten all connec- tions as required. Connect a jumper lead around any switch suspected of being defective. If the starting system functions properly using a jumper, repair or replace the bypassed switch. If the battery, wiring, and switches are satisfactory and the engine is known to be functioning properly, remove the starter and send to an authorized repair station for repair. REMOVAL. To remove the starter from the engine, proceed as follows: a. Remove upper and lower engine cowling. b. Disconnect electrical lead from starter terminal. c. Remove bolt attaching alternator support strut to starter. d. Remove nuts and washers from studs holding starter mounting flange. e. Remove aft inboard, and forward outboard studs from starter mounting flange. INSTALLATION a. Align starter mounting flange with engine pad studs and install attaching hardware. b. Torque bolt and nuts to ISO-inch pounds. c. Connect electrical wires to starter. d. Check starter operation. e. Install cowling. ALTERNATOR A 14-volt, 70-amp alternator is installed on the for- ward lower right side of the engine. The alternator employs a 3-phase stator winding in which the phase windings are electrically 120 degrees apart. The rotor consists of a field coil encased between two, 4-poled interleaved sections, producing an 8-pole magnetic field with alternate North and South poles. When the rotor rotates inside the stator, an alterna- ting current is induced in the stator windings. This ~ac current is rectified,i.e., changed to de, by silicone diode rectifiers and delivered to the output terminal of the alternator. A ram air blast tube extending from the slip ring cover of the alternator to the for- ward engine baffle supplies cooling air to the alterna- tor. A belt from the alternator pulley, to a pulley which is integral with the aft propeller flange, drives the alternator at 3.25 times the speed of the engine. Proper alternator belt tension should be maintained to provide satisfactory service (see Lycoming Service Instructions Number 1129A). For additional informa- tion concerning the alternator system, refer to Sec- tion X. REMOVAL. To remove the alternator from the engine, proceed as follows: a. Remove upper and lower engine cowling. b. Disconnect electrical wires from alternator and tag for identification. c. Loosen nut attaching alternator mounting flanges to engine. d. Remove bolt and washer from alternator idler arm. e. Rotate alternator to free belt from drive pulley. f. Remove nuts, washers and bolts securing alter- nator to engine and lift alternator from engine. INSTALLATION a. Position alternator with drive belt seated in alternator and starter ring gear pulleys. b. Install alternator flange mounting hardware, but leave alternator free to rotate at flanges. c. Install bolt and washer in alternator idler arm and tighten belt per Lycoming Service Instruction Number 1129A). d. Tighten nuts installed in step b. e. Connect electrical wiring. f. Install cowling. FUEL PUMP A diaphragm type, self regulated pressure pump is installed on the aft lower left side of the engine acces- sory housing. This engine operated pump provides a continuous flow of fuel to the engine without pressure variations. The pump design allows the auxiliary pump to move fuel through it to the engine in the event it becomes inoperative and also for the purpose of initial engine starting. If the pump becomes inopera- tive, do not attempt to repair it. Remove the pump and install a new one. REMOVAL a. Remove upper and lower engine cowling. b. Remove two capscrews attaching fuel pump. c. Remove pump and gasket. INSTALLATION a. Clean engine accessory pad. b. Install new pump and gasket on accessory pad. Assure pump plunger is up to engage push rod or drive shaft will bend. c. Install two capscrews and torque to 300 inch- pounds . d. Replace cowling. ENGINE CHANGE REMOVAL MODELS 112/B. The engine mount (Figure 4-10) can be removed with the engine, if desired. If the engine is being returned to the manufacturer or will not be operated within a seven day period comply with storage instructions contained in Section II. In the following instructions, the engine is being removed from the mount. 4-19 SECTION IV POWER PLANT AND PROPELLER ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL Figure 4-10. Engine Mount (Sheet 1 of 2) 4-20 From PilotManuals.com / RareAviation.com ROCKWELL SECTION IV COMMANDER MAINTENANCE MANUAL power plant 112/B/TC/TCA and propeller MODELS 112TC/TCA 3. WASHER 4.. RUBBER SHOCK PAD 5. DAMPER 6. RUBBER SHOCK PAD 7. BOLT 8. NUT 9. WASHER 10. BOLT 11. ENGINE MOUNT X24 25 Figure 4-10. Engine Mount (Sheet 2 of 2) 4-21 SECTION IV POWER PLANT AND PROPELLER ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL Figure 4-11. Engine Cowling a. Install fuselage tail stand. b. Ignition switch - OFF. c. Remove propeller (see Propeller Removal in- structions in this section). d. Remove engine cowling (see Figure 4-11). e. Drain engine oil. f. Drain fuel lines at engine. g. Disconnect oil lines from oil cooler. h. Disconnect following lines from engine and cap or plug lines and fittings: 1. Vacuum line. 2. Fuel supply line. 3. Manifold pressure and fuel flow pressure and vent lines. 4. Oil pressure gage line. i. Disconnect induction air system. j. Disconnect flexible drive from tachometer. k. Disconnect throttle and mixture control cables from servo regulator. l. Disconnect electrical wiring from engine. m. Disconnect engine ground wire. n. Disconnect propeller control cable from prop governor. o. Secure control cables at firewall to prevent entanglement in engine when removing engine. p. Remove muffler assembly and exhaust stacks from engine, and cover cylinder exhaust ports. q. Attach a one-half ton (minimum) hoist to engine lifting eye and tighten hoist cable slightly to relieve weight on engine mount attach bolts. r. Disconnect oil and fuel drain lines, engine- driven fuel pump drain line and engine breather line. CAUTION Raising engine too high will place a strain on attach bolts and hinder re- moval. s. Check engine to ensure all items attaching engine and accessories to airframe are disconnected. t. Remove engine mount attach bolts. u. Remove engine from airframe. CAUTION When lifting engine from mount, use extreme care to prevent damage to engine mount and airframe. 4-22 From PilotManuals.com / RareAviation.com SECTION IV POWER PLANT AND PROPELLER MAINTENANCE MANUAL ROCKWELL COMMANDER 112/B/TC/TCA MODELS 112TC/TCA. The engine mount (Figure 4-10) can be removed with the engine, if desired. If the en- gine is being returned to the manufacturer or will not be operated within a seven day period comply with storage instructions contained in Section n. In the following instructions, the engine is being removed from the mount. a. Install fuselage tail stand. b. Ignition switch - OFF. c. Remove propeller (see Propeller Removal instructions in this section). d. Remove engine cowling (see Figure 4-11). e. Drain engine oil. f. Drain fuel lines at engine. g. Disconnect oil lines from oil cooler. h. Disconnect following lines from engine and cap or plug lines and fittings: 1. Vacuum line. 2. Fuel supply line. 3. Manifold pressure and fuel pressure and vent lines. 4. Oil pressure gage line. i. Disconnect oil lines from turbocharger and cap. j. Remove turbocharger pressure relief valve elbow. k. Disconnect throttle and mixture control cables from carburetor. l. Remove carburetor. m. Remove turbocharger strut braces. n. Disconnect flexible tachometer drive from engine. o. Disconnect electrical wiring from engine. p. Disconnect engine ground wire. q. Disconnect propeller control cable from prop governor. r. Secure control cables at firewall to prevent entanglement in engine when removing engine. s. Attach a one-half ton (minimum) hoist to engine lifting eye and tighten hoist cable slightly to relieve weight on engine mount attach bolts. t. Disconnect oil and fuel drain lines, engine drive fuel pump drain line and engine breather line. CAUTION Raising engine too high will place a strain on attach bolts and hinder re- moval. u. Check engine to ensure all items attaching en- gine and accessories to airframe are disconnected. v. Remove engine mount attach bolts. w. Remove engine from airframe. CAUTION When lifting engine from mount, use extreme care to prevent damage to engine mount and airframe. BUILDUP MODELS 112/B. The basic engine, as received from the manufacturer, requires the addition of certain ac- cessories, wiring, ducting, and lines prior to instal- lation. This is accomplished during engine buildup. It is recommended that the old and new engine be lo- cated side by side, and a direct transfer of parts be made according to the sequence provided. a. Observe following practices during engine buildup. 1. Thoroughly clean and inspect removed parts for serviceability prior to installation. 2. Do not disturb accessory pad covers, plugs, or caps from openings in new engine prior to installing accessories or making con- nections. 3. Use only new gaskets for equipment in- stallation. 4. Inspect hoses for swelling, chafing, cuts, or damaged ends. b. Install parts and accessories as follows: 1. Baffles - Secure. 2. Exhaust manifold segments - Secure. 3. Alternator - Secure. 4. Oil drain valve - Secure. 5. Oil temperature bulb installed. 6. Cylinder head temperature adapter and thermocouple on left front cylinder. 7. Spark plugs - torque top plugs to 360-420 inch-pounds, bottom plugs finger tight only (lower spark plugs torqued after engine pre- oiling procedure). 8. Induction air box installed at servo regu- lator. 9. Fuel pump - Secure. 10. Vacuum pump - Secure. 11. Propeller governor - Secure. 12. Inspect engine assembly for missing or loose nuts and screws. MODELS 112TC/TCA. The basic engine, as received from the manufacturer, requires the addition of cer- tain accessories, wiring, ducting, and lines prior to installation. This is accomplished during engine build- up. It is recommended that the old and new engine be located side by side, and a direct transfer of parts be made according to the sequence provided. a. Observe the following practices during engine buildup. 1. Thoroughly clean and inspect removed parts for serviceability prior to installation. 2. Do not disturb accessory pad covers, plugs, or caps from openings in new engine prior to installing accessories or making con- nections . 3. Use only new gaskets for equipment in- stallation . 4. Inspect hoses for swelling, chafing, cuts, or damaged ends. b. Install parts and accessories as follows: 1. Baffles - Secure. 4-23 SECTION IV POWER PLANT AND PROPELLER ROCKWELL COMMANDER 112/b/TC/TCA MAINTENANCE MANUAL 2. Exhaust manifold segments - Secure. 3. Alternator - Secure. 4. Oil drain valve - Secure. 5. Oil temperature bulb installed. 6. Cylinder head temperature adapter and thermocouple on left rear cylinder. 7. Spark plugs - torque top plugs to 360-420 inch-pounds, bottom plugs finger tight only (lower spark plugs torqued after engine preoil- ing procedure). 8. Fuel pump - Secure. 9. Vacuum pump - Secure. 10. Propeller governor - Secure. 11. Inspect engine assembly for missing or loose nuts and screws. INSTALLATION MODELS 112/B. During engine installation coat the male threads of fuel fitting with a fuel soluble lubricant such as engine oil. Use no other form of thread com- pound on fuel fittings. All other male thread fittings should be coated with anti-seize compound prior to connecting hoses and lines. It is recommended that engine mount pads be replaced at each routine engine change. The engine oil cooler must be soaked in cleaning solvent and cleaned by circulating solvent through the cooler. Cooler must be completely drained before installation. A clean air filter should also be installed at time of engine installation. To install an engine, proceed as follows: a. Drain preservative oil from engine by turning crankshaft three or four revolutions by hand. Tilt engine from side to side to facilitate draining. b. With engine hanging from hoist, align engine to mount pads and install engine mount attach bolts. Torque engine mount bolts to 450-500 inch-pounds. Remove engine hoist. CAUTION Use caution when installing engine to mount to prevent damage to airframe and engine mount. i. Attach engine ground wire. j. Connect propeller control cable to propeller governor. k. Install oil cooler oil lines. l. Install cowling. m. Install propeller (see Propeller Installation in structions in this section). n. Install and torque lower spark plugs to 360-420 inch-pounds. o. Add engine oil (see Figure 4-12 for approved weight). p. Turn propeller by hand five or six revolutions. q. Rig engine controls and check for free move- ment and full travel range, however do not operation- ally check engine at this point. r. Inspect following items: 1. Alternator and magnetos in place and tight. 2. Fuel flow divider valve, injection lines, and air bleed nozzles secure. 3. Engine controls properly connected. 4. Exhaust system; clamps tight, secure at outlet port. 5. Induction air filter clean and induction air box secure. 6. Engine baffles secure. 7. Engine baffle seals free from breaks and cuts. 8. Engine compartment for loose objects (rags, tools, etc.). 9. Cowling and access doors secure and free from cracks. 10. Fuel filter and screens cleaned, installed, and safetied. 11. Fuel cells for sufficient fuel and fuel sumps drained. A new engine has been carefully run-in and has passed a rigid final test at the factory; therefore, no further breakin is necessary. However, it is recommended that ground operation of the engine be held to a min- imum and engine should be operated at minimum rpm during the first 10-hours of flight. Engine oil should be changed and filters cleaned after 10-hours of engine operation to assure that all preservative is out of the oil system. CAUTION c. Remove covers from cylinder exhaust ports and install aft exhaust stack segments. d. Connect following lines to engine: 1. Oil pressure gage line. 2. Manifold pressure, fuel flow pressure and vent lines. 3. Fuel supply line. 4. Vacuum inlet and outlet lines. e. Install induction air box to servo regulator. f. Connect tachometer flexible drive to engine and tachometer. g. Connect throttle and mixture control cables to servo regulator. h. Connect electrical wiring to engine. Never run engines with cowling removed. MODELS 112TC/TCA. During engine installation,coat the male threads of fuel fittings with a fuel soluble lubricant such as engine oil. Use no other form of thread compound on fittings. All other male thread fittings should be coated with anti-seize compound prior to connecting hoses and lines. It is recommend- ed that engine mount pads be replaced at each routine engine change. The engine oil cooler must be soaked in cleaning solvent and cleaned by circulating solvent 4-24 From PilotManuals.com / RareAviation.com SECTION IV POWER PLANT AND PROPELLER ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL MODELS 112/B N [ODELS 112TC/TCA Model IO-360-C1D6 TO-360-C1A6D F.A.A. Type Certificate No. 1E10 E26EA Rated Horsepower 200 210 Rated Speed - RPM 2700 2575 Propeller Drive Ratio 1:1 1:1 Propeller Shaft Rotation Clockwise* Clockwise* Bore, Inches 5.125 5.125 Stroke, Inches 4.375 4.375 Displacement, Cubic Inches 361.0 361.0 Compression Ratio 8.7:1 7.30:1 Oil-Grade,Non-detergent, Above 60F. SAE 50, SAE 40 SAE 50 or 60 30F to 90F SAE 40 SAE 50 0F to 70F SAE 40, SAE 20W30 SAE 40 Below 10F SAE 20, SAE 20W30 SAE 30 Oil Sump Capacity 8 U.S. Quarts 8 U.S. Quarts Fuel-Aviation Grade, Octane (Minimum) 100/130 100/130 Injector Type Carburetor Bendix RSA-5AD1 Marvel Schebler HA-6 Magneto Drive, Ratio to Crankshaft 1.500:1 1.000:1 Rotation Clockwise* Clockwise* Magnetos S4LN-1227 (Left) S4LN-1209 (Right) D4LN-2021 Tachometer Drive, Ratio to Crankshaft 0.500:1 0.500:1 Rotation Clockwise* Clockwise* Starter Drive, Ratio to Crankshaft 16.556:1 16.556:1 Rotation Counter do ckw i se Counterclockwise* Alternator Drive, Ratio to Crankshaft 3.250:1 3.250:1 Rotation Clockwise* Clockwise* Vacuum Pump Drive, Ratio to Crankshaft 1.300:1 1.300:1 Rotation Counter do ckwise * Counterclockwise* Propeller Gov.Drive, Ratio to Crankshaft 0.866:1 0.895:1 Rotation Clockwise* Clockwise* Spark Plug Type, See Lycoming See Lycoming Service Instruc- Service Instruc- tion No. 1042. tion No. 1042. Spark Occurs (Deg.BTC) both Magnetos 25 0 20 Firing Order Fuel Pressure (lbs.per.sq.inch) 1-3-2-4 1-3-2-4 Maximum 45.0 8.0 Minimum 14.0 -2.0 Oil Pressure (lbs. per. sq. inch) Desired 75 75 Maximum 90 90 Minimum 60 60 Idling 25 25 Oil Temperature (F) Using SAE 50 Oil Desired 180 180 Maximum 245 245 Cylinder Head Temperature (F) Maximum 475 475 Recommended 200 435 Dry Weight, Lbs - Approx (w/accessories) 326.00 374.00 Turbocharger Rajay 301E10-2 * Direction of rotation as viewed facing drive pad. Figure 4-12. Detail Engine Specifications Change 3 4-25 ROCKWELL COMMANDER 112/B/TC/TCA SECTION IV POWER PLANT AND PROPELLER MAINTENANCE MANUAL through the cooler. Cooler must be completely drained before installation. A clean air filter should also be installed at time of engine installation. To install an engine, proceed as follows: a. Drain preservative oil from engine by turning crankshaft three or four revolutions by hand. Tilt engine from side to side to facilitate draining. b. With engine hanging from hoist, align engine to mount pads and install engine mount attach bolts. Torque engine mount bolts to 450-500 inch-pounds. Remove engine hoist. 10. Fuel cells for sufficient fuel and fuel sumps drained. t. Install cowling. A new engine has been carefully run-in and has passed a rigid final test at the factory; therefore, no further breakin is necessary. However, it is recommended that ground operation of the engine be held to a min- imum and engine should be operated at minimum RPM during the first 10-hours of flight. Engine oil should be changed and filters cleaned after 10-hours of engine operation to assure that all preservative is out of the oil system. CAUTION CAUTION Use caution when installing engine to mount to prevent damage to airframe and engine mount. c. Install turbocharger strut braces. d. Install carburetor. e. Install turbocharger pressure relief valve elbow. f. Connect oil lines to turbocharger. g. Connect following lines to engine: 1. Oil pressure gage line. 2. Manifold pressure, fuel pressure and vent lines. 3 . Fuel supply line. 4. Vacuum inlet and outlet lines. h. Connect tachometer flexible drive to engine and tachometer. i. Connect throttle and mixture control cables to carburetor. j. Connect electrical wiring to engine. k. Attach engine ground wire. l. Connect propeller control cable to propeller governor. m. Install oil cooler oil lines. n. Install propeller (see Propeller Installation instructions in this section). o. Install and torque lower spark plugs to 360-420 inch-pounds. p. Add engine oil (see Figure 4-12 for approved weight). q. Turn propeller by hand five or six revolutions. r. Rig engine controls and check for free move- ment and full travel range, however do not opera- tionally check engine at this point. s. Inspect following items: 1. Alternator and magneto in place and tight. 2. Carburetor and primer lines tight. 3. Engine controls properly connected. 4. Exhaust system; secure and free of leaks. 5. Induction air filter clean. 6. Engine baffles secure. 7. Engine baffle seals free from breaks and cuts. 8. Engine compartment for loose objects (rags, tools, etc.). 9. Fuel filter and screens cleaned, installed, and safetied. Never run engines with cowling removed. INITIAL GROUND RUN. A newly installed engine re- quires careful observation at the initial ground run. If an engine instrument fails to operate within its nor- mal range within the prescribed time, the engine should be shut down immediately and an investigation made. Special attention must be given to engine oil pressure. If oil pressure is not within the normal range immediately after engine start, stop engine immediately and determine cause before attempting another engine run. An observer should be located at a safe distance from the engine to detect any un- usual noise, vibrations, or fluid leakage during the initial engine ground run. a. Start and operate engine briefly then shutdown engine and check for fluid leaks. b. Restart engine and perform engine operational check as outlined in Section II. Check for erratic fuel pressure or oil pressure instrument readings which may be caused by air in the instrument line. ENGINE MOUNT AND COWLING ENGINE MOUNT The engine mount (Figure 4-10)is a welded tubular structure attached to the firewall at five different lo- cations. The structure serves as an engine mount and nose gear mount. The mount has four points that the engine attaches to and uses two rubber shockmounts at each point. The engine mount to firewall bolts and nuts should be tightened to a torque value of 160-190 inch-pounds. NOTE Whenever engine and nose landing gear mount is removed and reinstalled or re- placed Proseal No. 700 or equivalent must be applied between the attach washer and the firewall. 4-26 From PilotManuals.com / RareAviation.com SECTION IV POWER PLANT AND PROPELLER MAINTENANCE MANUAL ROCKWELL COMMANDER 112/B/TC/TCA When installing the engine on the rubber shock mounts and engine mount, the shock mount bolts should be torqued to a value of 450-500 inch-pounds. Do not over tighten the bolts or the rubber shock mount will be compressed and rendered ineffective. Inspect the mount for cracks and deteriorated shock mounts at intervals prescribed in Section II. ENGINE SHOCK MOUNTS. The bonded rubber and metal shock mounts are designed to reduce the trans- mission of engine vibrations to the airframe. Oil causes deterioration of the rubber shock mount pads; therefore, pads should be frequently wiped clean with a dry cloth. HOTI Do not clean the rubber pads with any type of cleaning solvent. Inspect the rubber pads for evidence of separation be- tween the pad and metal backing, swelling, cracking, or a pronounced set of the pad. Replace worn or damaged shock mounts. ENGINE COWLING The engine cowling (Figure 4-11) consists of two fiberglass segments that are easily removed for quick access to all parts of the engine. The lower segment is attached to the forward fuselage with machine screws and is removed only when removing the engine or performing maintenance on the lower portion of the engine. The lower segment contains the cowl flap doors, nose gear doors and air scoops. The upper segment containing the oil access door is held in place to the lower segment by four Camloc latches and two studs. Inspect the cowling for evi- dence of holes or cracks and chafing of seals and repair as required per Section II. REMOVAL a. Unlatch two Camloc stud fasteners and four latches and remove upper half of cowl. b. Disconnect cowl flap control rods. c. Disconnect nose gear door control rods. d. Disconnect induction air box from inlet scoop. e. Remove rubber boot attaching cowl to oil cooler ducting. f. Disconnect landing light wire at plastic con- nector . g. Disconnect flex hose from exhaust shroud to cowl landing light housing. h. Remove screws attaching lower half of cowl to forward fuselage. INSTALLATION To install the cowling, reverse the removal proce- dures. ENGINE CONDITIONING HINTS IGNITION Proper operation of the engine ignition system is necessary for efficient engine performance and long life. Although the ignition system will not require frequent attention, it is important to recognize and know how to correct ignition problems to eliminate the adverse effect on operating economy and flight safety. Spark plugs cause the majority of ignition problems. Normal erosion of the plug electrodes, caused by continuous firing of the plugs requires periodic plug replacement; however, spark plug life can be reduced drastically by extended ground opera- tion of the engine or operating the engine on an ex- cessively rich idle mixture. Proper adjustment of the idle mixture will assure longer spark plug life. Improper magneto timing or fouled spark plugs may be the cause of an engine rpm drop when switching from both to single magneto. It is easy to determine if an ignition problem is caused by the plugs or mag- neto by close observation of the engine rpm variations during the magneto check. As the speed of the engine increases the cylinder compression increases and makes it more difficult for the spark plug to fire; therefore, an rpm drop caused by defective spark plugs should decrease as the engine speed is reduced. An engine rpm drop caused by magneto malfunction or timing will not follow a change in engine speed with the same consistency as faulty spark plugs. If the magneto drop is excessive in either the L or R posi- tion, manually lean and operate the engine approx- imately 30 seconds. This technique will increase combustion temperature and may clear excess oil and fuel from spark plug electrodes. Return mixture to full RICH position, and recheck magneto drop in L and R positions. Repetitious fouling of the spark plugs in a particular cylinder is indicative of the ignition cable break-down or low compression. The difference between the two causes, and consequently a clue to what is causing the trouble, can usually be obtained by comparing engine manifold pressure and rate of rpm drop when operating on a single magneto. Low compression is characterized by a variation in manifold pressure, slower rpm drop during magneto check, and rough idling. FUEL MIXTURE MODELS 112/B. The servo regulator fuel mixture should be maintained in proper adjustment to assure optimum engine performance and prolong spark plug life. Instructions for adjusting the servo regulator idle speed and mixture control are provided elsewhere in this section. MODELS 112TC/TCA. The carburetor fuel mixture should be maintained in proper adjustment to assure optimum engine performance and prolong spark plug life. Instructions for adjusing the carburetor idle speed are provided elsewhere in this section. 4-27 SECTION IV POWER PLANT AND PROPELLER ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL Figure 4-13. Propeller PROPELLER The aircraft is equipped with Hartzell, all metal HC- E2YR-1BF/F7666A, constant speed, two-blade pro- peller for the Model 112 and a Hartzell, all metal HC- E2YR-1BF/F8467-7R constant speed, two-blade pro- peller for Models 112B/TC and TCA. The constant speed propeller is a single-acting type in which oil pressure from the engine, boosted and regulated by a governor, is used to increase blade pitch. The natural centrifugal twisting moment of the rotating blades and the force of a spring are used to decrease blade pitch. Any repairs of metal propellers involves evaluating the damage and determining whether the repair will be a major or minor one. Federal Aviation Regulations, Part 43 (FAR 43) defines major and minor repairs and alterations and who may accomplish them. Federal Aviation Regulations and the Hartzell manufacturer "s instructions must be observed. PROPELLER REMOVAL a. Remove screws and washers attaching propeller spinner to spinner bulkheads (see Figure 4-13). b. Remove upper and lower engine cowling to gain access to propeller attaching nuts. c. Break safety wire and back off propeller attach- ing nuts approximately 1/8 inch and pull prop forward 4-28 until stopped by nuts. NOTE After the propeller is separated from the engine, oil will drain from the pro- peller and engine cavities. d. Remove attaching nuts and pull propeller for- ward to remove from engine. PROPELLER HUB CLEANING a. Remove forward spinner bulkhead. b. Remove cylinder retaining screws from pro- peller hub and remove cylinder. c. Use a solution of one part light engine oil and two parts solvent to clean exposed parts and cylinder interior. Carefully dry with compressed air and lu- bricate parts before reassembly. d. Install new O-rings and gaskets. e. Reassemble cylinder to hub. LUBRICATION. Various grease-type lubricants have been tested by the propeller manufacturer and the following types are recommended in the order listed. 1. Hartzell DG Grease (Low temperature synthetic) 2. Gulfex A-Gulf Oil Co. 3. Aero-General Purpose Socony Mobil Co. 4. Mobil Aero Lo-Hi PD-535K From PilotManuals.com / RareAviation.com SECTION IV POWER PLANT AND PROPELLER MAINTENANCE MANUAL ROCKWELL COMMANDER 112/B/TC/TCA Socony Oil Co. 5. Stroma HT-1 (Z-801) Union Oil Co. PROPELLER INSTALLATION a. Clean engine flange. b. Clean propeller hub mounting flange and inspect mating surfaces for nicks and scratches. c. Install aft spinner bulkhead to propeller using existing propeller bolts, nuts, washers and spacers. Torque nuts to 20-24 foot-pounds. d. Mate propeller mounting flange to engine flange and install studs. e. Install propeller on engine and torque nuts to 60 to 70 foot-pounds and safety wire. f. Temporarily install forward spinner bulkhead on propeller dome. The four attaching holes in for- ward bulkhead are slotted for adjustment. Align two slots as closely as possible with centerline of pro- peller blades. Choose two holes that allow maximum adjustment in both directions. g. Install attaching bolts to forward spinner bulk- head, snugly, yet allow for movement of bulkhead for alignment. It may be necessary to use up to three washers on some bolts as hole depths vary. h. Before installing spinner on bulkheads, protect propeller blades by covering with heavy paper and wrapping with masking tape. Do not place tape di- rectly on propeller blade finish. i. Install spinner on bulkheads. Align holes at rear of spinner with holes in aft bulkhead and install several screws. Rotate forward bulkhead as neces- sary to align holes with forward holes in spinner. If necessary, use wooden dowel or similar tool for ease of alignment. j. Carefully remove spinner. k. Torque bolts installed in step g., to 50 to 70 inch-pounds and safety wire. l. Install spinner and torque screws to 20 to 25 inch-pounds. LOW PITCH (HIGH RPM) STOP ADJUSTMENT a. Remove spinner from propeller. See proce- dures under propeller removal. b. Remove forward bulkhead assembly. See Figure 4-13. c. Loosen elastic stop nut in the center and on the front of propeller cylinder. d. Rotate blades to degrees low pitch as shown in Figure 4-14. e. Adjust low pitch setting stop bolt in center of propeller cylinder to maintain degrees shown in Figure 4-14 at the 30-inch station on propeller blade. See Figure 4-15. f. Tighten elastic stop nut. g. Install spinner bulkhead and spinner in accord- ance with propeller installation instructions. BLADE ANGLE DIFFERENCE CHECK a. Remove spinner from propeller. See proce- dures under propeller removal. b. Measure 30 inches out from center of propeller hub and mark each blade. c. Set propeller protractor to zero reference plane by placing it on top center of propeller cylinder (see Figure 4-15). d. Place blades in a low pitch position. e. Check the angle of each blade at the 30-inch station. Blade must be horizontal and protractor reading taken on aft side of blade. f. If the blade angle difference is more than 0.2 degrees between the blades, one of the pitch change blocks must be rotated to bring the blades into the 0.2 degrees tolerance. NOTE This means the hub must be disassem- bled, and therefore, the propeller must be returned to the manufacturer or nearest approved overhaul shop. PROPELLER GOVERNOR The propeller governor is a single-acting, centrifugal type, which boosts oil pressure from the engine and directs it to the propeller where the oil is used to increase high pitch blade angle (low rpm). High pitch blade angle is 30 degrees at the 30-inch station on propeller. A single-acting governor uses oil pres- sure to effect a pitch change in one direction only; a pitch change in the opposite direction results from a combination of centrifugal twisting moment of rotating blades and compressed springs. Oil pressure is boosted in the governor by a gear type oil pump. A pilot valve, flyweights, and a speeder-spring act to- gether to open and close governor oil passages as required to maintain a constant engine speed. When trouble shooting the propeller-governor combination, it is recommended that a governor known to be in good condition be installed to check whether the pro- peller or the governor is at fault. Removal and re- placement, rigging, high-speed stop adjustment, de- sludging, and replacement of the governor mounting gasket are not major repairs and may be accomplished in the field. Repairs to propeller governors are classed as propeller major repairs in Federal Avia- tion Regulations which also define who may accom- plish such repairs. NOTE Outward physical appearance of specific governors is the same, but internal parts determine wheter oil pressure is use to increase or decrease blade pitch. Always be certain to use the correct governor. PROPELLER GOVERNOR REMOVAL a. Remove upper engine cowling. b. Disconnect governor control linkage at governor Change 3 4-29 ROCKWELL COMMANDER 112/B/TC/TCA SECTION IV POWER PLANT AND PROPELLER MAINTENANCE MANUAL MODEL LOW PITCH HIGH PITCH 112 23(t0.1) 28 - 30 112B 11.6(+0.1) 30 112TC, 112TCA 15 (tO. 1) 30 Figure 4-14. Propeller Pitch Settings c. Remove attaching nuts and -washers and remove governor assembly mounting pad. d. Remove gasket between governor and engine pad. PROPELLER GOVERNOR INSTALLATION a. Wipe governor and engine mounting pad clean. b. Install new gasket on mounting studs. Install gasket with raised surface of gasket screen toward governor. c. Position governor on mounting studs, aligning governor splines and splines in engine, and install mounting nuts and washers. Do not force spline en- gagement. Rotate engine crankshaft slightly and splines will engage smoothly when properly aligned. d. Connect governor control to governor and rig. e. Reinstall all parts removed for access. NOTE It is possible for either the propeller low pitch (high rpm) stop, or the gover- nor high rpm stop to be the high rpm limiting factor. It is desirable for the governor stop to limit the high rpm at the maximum rated rpm for a particular aircraft. Due to climatic conditions, field elevation, low pitch blade angle and other considerations, an engine may not reach rated rpm on the ground. It may be necessary to readjust the governor stop after test flying to obtain maximum rated rpm when airborne. HIGH RPM STOP ADJUSTMENT a. Remove upper engine cowling for access to governor. b. Loosen high-speed stop screw jam nut. c. Turn stop screw in to decrease maximum rpm and out to increase maximum rpm. One full revolu- tion of stop screw causes a change of approximately 25 rpm. d. Tighten stop screw jam nut and make propeller control linkage adjustment as necessary to maintain full travel. e. Re-rig disconnected controls and reinstall cowling. f. Perform propeller and governor operational test. Check for smoothness and full range of operation. PROPELLER GOVERNOR CONTROL RIGGING a. Disconnect control end from governor. b. Place propeller control in cabin full forward, then pull back approximately 1/8-inch and lock in position. This will allow a cushion to assure full contact with governor high rpm stop screw. c. Place governor arm against high rpm stop screw. d. Loosen jam nut and adjust control rod until at- taching holes align while governor arm is against high rpm stop screw. Be sure to maintain sufficient thread engagement of the control and the rod end. If necessary, shift the control in its clamps. e. Attach control rod end to governor, tighten jam nut, and install all safeties. f. Inspect propeller control for full travel. TROUBLE-SHOOTING The best method of trouble-shooting is to decide on the various causes of a given trouble and then to eli- minate causes one by one, beginning with the most probable. The following trouble-shooting figure lists some of the most common troubles, which may be encountered in maintaining the power plant system, its probable causes and remedies, (see Figure 4-16). 4-30 Change 2 From PilotManuals.com / RareAviation.com SECTION IV POWER PLANT AND PROPELLER ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL TROUBLE PROBABLE CAUSE REMEDY Engine fails to start. Improper starting procedure. Review starting procedure. Defective fuel system. Refer to Section V Engine flooded. Clear excess fuel. Spark plugs fouled or improperly gapped. Remove and check. Clean, test and regap. Failure of magneto impulse coupling. Check by rotating propeller (ignition switch OFF). Repair or replace magneto. Defective magneto switch. Check continuity. Repair or replace. Defective ignition system. Refer to Section X. Induction air leaks. Visually inspect. Repair any leaks. Vaporized fuel. Most likely in hot weather, with a hot engine. Clear engine. Defective fuel injector (servo regulator). (Models 112/B) Refer to Bendix Maintenance Instruc- tions for the RSA-5AD1. Water in fuel system. Drain fuel samples. Drain fuel tank sumps, selector valve and gascolator. Engine starts but dies, or will not idle. Defective fuel system Water in fuel system. Refer to Section V. Drain fuel samples. Drain fuel tank sumps, selector valve and gascolator. Insufficient fuel pressure. Adjust. Improper idle mixture adjustment. Adjust. Fouled or improperly gapped spark plugs. Remove and inspect. Clean, test and regap. Defective ignition system. Refer to Section X. Vaporized fuel. Most likely in hot weather, with a hot engine. Clear engine. Defective fuel injector (servo regulator). (Models 112/B) Repair or replace fuel injector (servo regulator). Defective engine. Check compression. Listen for unusual engine noises. Repair engine as required. Figure 4-16. Trouble Shooting Engine and Propeller (Sheet 1 of 4) 4-31 Change 2 SECTION IV POWER PLANT AND PROPELLER MAINTENANCE MANUAL ROCKWELL COMMANDER 112/B/TC/TCA 1 TROUBLE PROBABLE CAUSE REMEDY Engine runs roughly or will not accelerate properly. Restriction in aircraft fuel system. Spark plugs fouled or improperly gapped. I Refer to Section V. Remove and check. Clean and re- I gap. Replace if defective. Defective ignition System Refer to Section X. Defective engine. Check compression. Listen for unusual engine noises. Repair engine as required. Cracked engine mount. Inspect engine mount. Replace mount. Defective mounting bushings. Inspect visually. Install new mount- ing bushings. Worn or improperly rigged throttle or mixture controls. Check visually. Rig properly or replace worn linkage. Defective fuel injector (servo regulator). (Models 112/D) Check mixture adjustments. Re- adjust if necessary. Induction filter restricted. Check visually. Clean filter. Poor idle cutoff response Worn or improperly rigged mixture control. Check idle cutoff stop contact. Rig properly, replace worn linkage. Fuel contamination. Check all screens in fuel system. Drain all fuel and flush out fuel sys- tem. Clean all screens, fuel lines, and servo regulator. Failure to change pitch. Control disconnected or broken. Check visually. Connect or re- place control. Governor not correct for propeller, (sensing wrong). Install correct prop governor. Defective prop governor. Refer to governor information. Defective pitch changing mechanism inside propeller or excessive blade friction. Check manually. Propeller repair or replacement is required. Failure to change pitch fully. Improper rigging of prop governor control. Check that arm on prop governor has full travel. Rig correctly. Defective prop governor. Refer to governor information. Sluggish response to propeller control. Excessive friction in pitch changing I mechanism inside propeller or exces- | sive blade friction. Check manually. Propeller repair or replacement is required. Figure 4-16. Trouble Shooting Engine and Propeller (Sheet 2 of 4) 4-32 Change 2 From PilotManuals.com / RareAviation.com SECTION IV POWER PLANT AND PROPELLER ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL TROUBLE PROBABLE CAUSE REMEDY Static rpm too high. Prop governor high rpm stop set too high. See note in prop governor installa- tion instructions. Rig correctly. Defective prop governor. Refer to governor information. Incorrect propeller or incorrect low pitch blade angle. Check aircraft specifications. Install correct propeller, with correct blade angle. Static rpm too low. Prop governor high rpm stop set too low. See note in prop governor installa- tion instructions. Rig correctly. Defective prop governor. Refer to governor information. Incorrect propeller or incorrect low pitch blade angle. Check aircraft specifications. Install correct propeller, with correct blade angle. Engine speed will not stabilize. Sludge in prop governor. Refer to governor information. Desludge. Air trapped in propeller actuating cylinder. This condition may occur after the propeller has been rein- stalled, or has been idle for an ex- tended period. Trapped air should be purged by ex- ercising the propeller several times prior to takeoff after the propeller has been reinstalled or has been idle for an extended period. Excessive friction in pitch changing mechanism inside propeller or exces- sive blade friction. Check manually. Propeller repair or replacement is required. Defective prop governor. Refer to governor information. Replace prop governor. Oil leakage at mount- ing flange. Damage 0- ring seal between engine and propeller. Check visually for oil leakage. Replace O-ring seal. Foreign material between engine and propeller mating surfaces or nuts not tight. Check visually for oil leakage. Clean propeller and engine mating surfaces and tighten nuts properly. Oil leakage between hub and cylinder. Defective gasket or screws not tight. Check visually for oil leakage. Re- place gasket and tighten screws properly. Oil leakage at any other place. Defective seals, gaskets, threads, etc., or incorrect assembly. Check visually for oil leakage. Pro- peller repair or replacement is required. Figure 4-16. Trouble Shooting Engine and Propeller (Sheet 3 of 4) Change 2 4-33 ROCKWELL COMMANDER 112/B/TC/TCA SECTION IV POWER PLANT AND PROPELLER MAINTENANCE MANUAL TROUBLE PROBABLE CAUSE REMEDY Excessive noise or vibration in turbo- charger (Models 112TC/TCA). Engine will not deliver rated power (Models 112TC/TCA). Improper bearing lubrication. Leak in engine intake or exhaust manifold Dirty impellor blades. Clogged manifold system. Foreign material lodged in compressor impellor or turbine. Excess dirt buildup in compressor impellor or turbine. Leak in engine intake or exhaust. Rotating assembly bearing seizure. Exhaust bypass butterfly not closing. Turbocharger impellor binding, frozen or fouling housing. Exhaust bypass valve sticking. Supply required oil pressure. Clean or replace oil line; clean oil strainer. If trouble persists, over- haul turbocharger. Tighten loose connections or re- place manifold gaskets as neces- sary. Disassemble and clean. Clean all ducting. Disassemble and clean. Thoroughly clean compressor assembly. Service air cleaner and check for leakage. Tighten loose connections or re- place manifold gaskets as neces- sary. Overhaul turbocharger. Rerig control. Check bearings. Replace turbo- charger . Clean and free action. Figure 4-16. Trouble Shooting Engine and Propeller (Sheet 4 of 4) 4-34 Change 2 From PilotManuals.com / RareAviation.com SECTION FUEL SYSTEM ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION V FUEL SYSTEM SECTION V FUEL SYSTEM TABLE OF CONTENTS Page GENERAL DESCRIPTION.................... 5-1 MAINTENANCE PRECAUTIONS................ 5,1 SUB-SYSTEMS AND COMPONENTS............. 5.3 Fuel Quantity Indicating System...... 5.3 Fuel Flow Indicator ................. 5-5 Engine Primer System, Models 112TC/TCA 5.5 Auxiliary Fuel Pump ................. 5-5 Engine-Driven Fuel Pump.............. 5-5 Page Gascolator ......................... 5-5 Finger Inlet Screens ............... 5-6 Fuel Selector Valve ................5-6A FUEL LINE MAINTENANCE ................. 5-7 Sealing Compounds................... 5-7 Leak Sealing ....................... 5-7 Resealing After Complete Skin Removal ... 5-7 TROUBLE-SHOOTING ...................... 5-9 GENERAL DESCRIPTION Fuel is stored in the integral forward wing structure (wet wing fuel tank) outboard of wing station 82.50and extending to wing station 142.40. Fuel tanks are ser- viced through filler ports located on top of both wings (see Figure 5-1). The filler openings of these ports incorporate an anti-siphoning flapper valve to prevent loss of fuel if a cap is inadvertently left off or improp- erly secured. Fuel quantity is measured by a sepa- rate transmitter and indicator for each wing tank. The transmitters are located in the fuel tank of each wing and electrically connected to their respective fuel indicator installed in the instrument panel. An electric auxiliary fuel pump is installed on the right forward side of the engine firewall on Models 112/B and on the left forward side of the engine firewall on Models 112TC/TCA. This pump provides fuel pres- sure for engine starting and also provides continuous fuel pressure to the engine in the event of an engine- driven fuel pump failure. The engine-driven fuel pump provides fuel pressure to the engine under normal ope- rating conditions. A fuel gascolator upstream of the auxiliary fuel pump filters the fuel prior to entering the fuel pumps. Other filters in the system are lo- cated at each fuel outlet line of each wing tank and at the fuel injector inlet fitting on the engine for Models 112/B and at the carburetor inlet fitting on the engine for Models 112TC/TCA. The fuel tanks are vented to atmosphere through vents at the lower outboard wing surfaces and under the fuselage. Fuel drains on the Models 112/TC are located at each wing tank in the lower wing skin and at the fuel selector valve under the fuselage. Models 112B/TCA have fuel drains in the same wing tank locations and a fuel supply line sump drain located in each wheel well area. Service the aircraft from fuel facilities that utilize proper grounding equipment and filter systems to remove impurities and water accumulations from the bulk fuel. If filtering facilities are not available, filter the fuel through a quality grade chamois. Fuel tanks should be serviced after the last flight of each day to reduce condensation and allow any entrapped water accumulations to settle to the fuel system drains prior to the next flight. Prior to the first flight of the day the wing tank sumps and fuel selector valve/ or fuel supply line sump drains should be drained to check for the presence of water or sediment in the fuel system. There is a possibility that the wing tank sumps may contain water. Therefore, the wing tank sumps and fuel selector valve/or fuel supply line sump drains should be redrained as necessary. For fuel system servicing information, refer to Section II. MAINTENANCE PRECAUTIONS The establishment of safe maintenance procedures is necessary to ensure safety of personnel and prevent damage to the aircraft when performing fuel system maintenance. The principle precautions that should Change 2 From PilotManuals.com / RareAviation.com 5-1 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION V FUEL SYSTEM MODELS 112/B FUEL FILLER CAP LEFT FUEL TANK RIGHT FUEL TANK FUEL VENT FUEL SUMP DRAIN (112B ONLY) 0^ AUXILIARY FUEL PUMP SWITCH Of* DRAIN THROTTLE MIXTURE GASCOLATOR FUEL DRAIN (112 ONLY) FUEL SELECTOR VALVE FUEL TRANSMITTER AUXILIARY FUEL PUMP ENGINE-DRIVEN FUEL PUMP FLOW DIVIDER wzzwzszga FUEL INJECTOR MANIFOLD PRESSURE/ FUEL FLOW GAGE bsKW-l FUEL SUPPLY FUEL PRESSURE i. i FUEL VENT ---- MECHANICAL ---- ELECTRICAL CHECK VALVE (112B ONLY) X25 3B5 Figure 5-1. Fuel System (Sheet 1 of 2) 5-2 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION V FUEL SYSTEM MODELS 112TC/TCA FUEL FILLER ENGINE-DRIVEN MSB FUEL AIR MIXTURE FUEL SUPPLY yyyj fuel pressure i____i FUEL VENT --------- MECHANICAL ------ ELECTRICAL ^1 CHECK VALVE (112TCA ONLY) X25 1786 Figure 5-1. Fuel System (Sheet 2 of 2) 5-3 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION V FUEL SYSTEM be enforced are enumerated as follows: 1. Perform fuel system maintenance in an approv- ed work area. 2. Ground aircraft and maintenance stands to a common ground; ground attaching surfaces must not be painted. 3. Remove external power source and disconnect batteries. 4. Suspend all maintenance except fuel system maintenance, unless area is declared safe from ex- plosive vapors. 5. Assure that fire extinguishing equipment is readily available. 6. Use air-driven power tools only. 7. Use explosive-proof electric lights or flashlights. 8. Wear cotton clothing to avoid possible static electricity discharge. 9. Service, defuel, and refuel aircraft as outlined in Section II. 10. Do not remove components from fuel system until replacement components or covers are available for exposed openings. 11. Always replace O-rings, seals, etc., when re- installing fuel system components. Figure 5-2. Transmitter Installation the lower surface of the wing. SUB-SYSTEMS AND COMPONENTS FUEL QUANTITY INDICATING SYSTEM The fuel quantity indicating system consists of fuel quantity indicators installed in the instrument panel and electrically connected to fuel quantity transmitters installed to the main spar and the fuel tanks. The fuel quantity indicating circuit is provided with two dam- pening resistors within the transmitters. These re- sistors dampen indicator needle oscillations, caused by irregular movement of the transmitter float dur- ing flight through rough air. INDICATOR. The fuel quantity indicator, which is basically a millivoltmeter, receives input signals from the fuel quantity transmitter and registers the amount of fuel contained in the fuel system. Detailed information on this indicator is contained in Section VIII. TRANSMITTER. The fuel quantity transmitter is in- stalled to the main spar and the rear center of fuel tank as shown in Figures 5-1 and 5-2. Access to the transmitter is gained by removing the inboard access cover. The transmitter contains a movable contact arm that is mechanically linked to the trans- mitter liquid level float arm. As the fuel level changes, the float arm repositions the contact arm on the transmitter resistance coil and varies the current flow to the fuel quantity indicator. This causes the indicator needle to deflect and register the total amount of fuel in the tank. Removal Removal of the fuel quantity transmitter can be ac- complished through the inboard inspection cover on a. Defuel aircraft as outlined in Section II. b. Remove inboard access cover. c. Disconnect electrical leads at transmitter. d. Remove attaching screws and carefully remove transmitter assembly. Installation The transmitter can be installed by reversing the re- moval procedures. Do not damage float or bend float arm when placing the transmitter into the tank mount or incorrect readings will result. Both transmitter mount and inspection cover areas must be cleaned and sealed as outlined in the paragraph on Leak Seal- ing. Calibration The fuel quantity transmitter and indicator have been calibrated at the factory and should not require re- calibration; however, if for some reason the system requires recalibration, the electrical system should be carefully checked prior to recalibration. When necessary the fuel quantity indicating system is cali- brated as follows: a. Level aircraft as outlined in Section II. b. Defuel aircraft as outlined in Section II. c. Connect an auxiliary power unit to positive terminal of battery relay or bus bar. d. Turn power supply on and adjust to 14.20 ( 0.25) volts. e. Turn on master battery switch. Readjust auxiliary power unit to 14.20 (+ 0.25) volts if nec- essary. f. Add one (1) U. S. gallon of octane fuel to tank. g. Check fuel quantity indicator for correct read- ing. Indicator should read empty at 1 gallon (+ 1.5). h. Complete the calibration (see Figure 5-3). 5-4 MAINTENANCE MANUAL ROCKWELL COMMANDER 112/B/TC/TCA i. After completion of preceding steps, calibra- tion should be correct, if not, check transmitter float arm for correct down (empty) position as shown in Figure 5-4, and correct as needed. j. If system is still out of calibration, remove and replace transmitter and/or indicator. FUEL FLOW INDICATOR MODELS 112/B. A manifold pressure/tuel flow instru- ment is installed directly in front of the pilot in the instrument panel. Half of the instrument is a direct reading pressure gage calibrated to indicate gallons per hour of fuel flow. The gage is operated by a fuel pressure line from a fitting on the fuel injector flow divider. The gage is marked in gallons per hour from 4 to 20.5. A red line at 20.5 gallons per hour and 12 psi indicates the allowable maximum fuel flow range. Refer to Section VIH for additional information and maintenance. MODELS 112TC/TCA. A manifold pressure/fuel pres- sure instrument is installed directly in front of the pilot in the instrument panel. Half of the instrument is a di- rect reading pressure gage. The gage is operated by a fuel pressure line from a fitting on the carburetor. The gage is marked in psi from 0 to 40. A red line at 30 psi indicates the allowable maximum fuel pres- sure, and a red line at 15 psi indicates the allowable minimum fuel pressure. The green arc between 15 | and 30 psi indicates the fuel pressure operating range. Refer to Section VIH for additional information and maintenance. ENGINE PRIMER SYSTEM, MODELS 112TC/TCA The engine primer system consists of an electrically operated solenoid valve and tubes to connect the aux- iliary fuel pump directly to cylinders numbered 1, 2 and 3 of the engine. Fuel pressure from the auxiliary fuel pump is utilized to introduce fuel directly into the cylinders. The solenoid valve is located adjacent to the auxiliary fuel pump on the left forward side of the engine firewall, and is controlled by a push button switch labeled PUSH TO PRIME which is located on the center console adjacent to the engine controls. The engine is primed by turning on the auxiliary fuel pump and momentarily depressing the primer switch. Replacement of the solenoid valve is accomplished by disconnecting and capping the fuel lines and discon- necting the electrical wiring. Then the solenoid valve can be removed by removing the attaching bolt and clamp. Maintenance and disassembly of this valve is not authorized; therefore, servicing of this valve is limited to removal and replacement. AUXILIARY FUEL PUMP The electric auxiliary fuel pump is located on the forward side of the firewall, and is controlled by a two-position rocker switch labeled FUEL PUMP. SECTION V FUEL SYSTEM The auxiliary fuel pump is used as a boost in starting and may be used in the event of engine-driven fuel pump failure. Replacement of the auxiliary fuel pump is accomplished by disconnecting and capping the fuel lines and disconnecting the electrical wiring. Then the pump can be removed by removing the at- taching screws. Maintenance and disassembly of this pump is not authorized; therefore, servicing of this pump is limited to removal and replacement. ENGINE-DRIVEN FUEL PUMP An engine-driven fuel pump is installed on the acces- sory case of the engine and is provided with a relief valve. Refer to Section IV of this manual for a de- tailed description and maintenance procedures for the fuel pump. GASCOLATOR Fuel passes through the fuel selector valve and then through the gascolator where it is filtered prior to entering the electric auxiliary fuel pump. The gasco- lator is mounted on the right side of the engine fire- wall. The gascolator screen should be removed, in- spected and cleaned every 100 hours of operation or sooner if improper fuel circulation is suspected. To clean the screen proceed as follows: GASCOLATOR SCREEN REMOVAL MODEL 112 (Serial numbers thru 220). a. Master battery switch - OFF. b. Fuel selector - OFF. c. Open gascolator and drain fuel. d. Break safety wire on support nut (see Figure 5-5). e. Loosen support nut on base of gascolator, and swing wire retainer out of way. f. Remove base and bowl from cover. g. Remove screen and gaskets and discard gaskets. h. Clean screen with cleaning solvent and dry with filtered compressed air. i. Inspect screen to determine serviceability and replace screen if deformed or deteriorated. MODEL 112 (Serial numbers 221 and subsequent). MODELS 112B/TC/TCA. a. Master battery switch - OFF. b. Fuel selector - OFF. c. Drain fuel from gascolator by pulling tee handle fuel release. d. Break safety wire on end fitting (see Figure 5-5). e. Remove end fitting and plug. f. Remove housing. g. Remove screen and O-rings. h. Clean screen with cleaning solvent and dry with filtered compressed air. i. Inspect screen to determine serviceability and replace, if deformed or deteriorated. 5-5 Change 2 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/b/TC/TCA MAINTENANCE MANUAL SECTION V FUEL SYSTEM EFFECTIVITY CAPACITY (U.S.GAL.) EMPTY 1/4 FULL 1/2 FULL 3/4 FULL FULL Model 112 (S/N thru 125). 3.0 (+1.5) UNUSABLE 18.0 (-1.0, +3.0) 35.0 (-2.0, +1.0) Model 112 (S/N 126 - 155). 1.0 (+1.5) UNUSABLE 18.0 (-1.0, +3.0) 35.0 (-2.0, +1.0) Model 112 (S/N 156 and Subs) Model 112B (S/N 500 thru 544) Model 112TC Model 112TCA (S/N 13150 thru 13249) 1.0 (+1.5) UNUSABLE 13.0 (-1.0, +3.0) 25.0 (-2.0, +1.0) Optional Model 112 (S/N 156 and Subs) Model 112B (S/N 500 thru 544) Model 112TC Model 112TCA (S/N 13150 thru 13249) 1.0 (+1.5) UNUSABLE 18.0 (-1.0, +3.0) 35.0 (-2.0, +1.0) Model 112B (S/N 545 and Subs) Model 112TCA (S/N 13250 and Subs) 1.0 (+1.5) UNUSABLE 7.0 (-0.7, +0.7) 13.0 (-1.0, +1.0) 19.0 (-1.5, +1.5) 25.0 (-2.0, +2.0) Optional Model 112B (S/N 545 and Subs) Model 112TCA (S/N 13250 and Subs) 1.0 (+1.5) UNUSABLE 9.5 (-1.0, +1.0) 18.0 (-1.5, +1.5) 26.5 (-2.0, +2.0) Figure 5-3. Fuel Calibration Table GASCOLATOR SCREEN INSTALLATION MODEL 112 (Serial numbers thru 220). a. Replace cleaned screen or install new screen. b. Place new gaskets in gascolator. c. Swing wire retainer into place and tighten sup- port nut. d. Safety wire support nut to wire retainer. e. Operate engine, turn fuel selector on and check for leaks. MODEL 112 (Serial numbers 221 and subsequent). MODELS 112B/TC/TCA. a Replace cleaned screen or install new screen. b. Place new O-rings in gascolator. c. Place end plug and stat-o-seal into place. d. Install end fitting and tighten. e. Safety wire end fitting to end plug. f. Operate engine, turn fuel selector on and check for leaks. FINGER INLET SCREENS Finger inlet screens are located in each fuel tank out- let line to filter the fuel prior to entering the fuel selector valve and fuel pump (see Figure 5-6). The finger inlet screens should be removed, inspected and cleaned annually unless improper fuel circulation requires immediate service to the system. To clean the screens proceed as follows: Finger Inlet Screen Removal a. Master battery switch - OFF. b. Drain fuel system per defueling procedures in Section II. c. Remove screws from inboard access plate at Wing Station 82.50 and remove access plate (see Figure 5-6). d. Disconnect fuel outlet tube from finger inlet screen. e. Remove finger inlet screen from fuel tank by unscrewing inlet screen. 5-6 Change 2 ROCKWELL COMMANDER 112/B/TC/TCA SECTION V FUEL SYSTEM MAINTENANCE MANUAL NOTE Use care when removing finger inlet to prevent damage to sealant around fuel tank wall fitting. f. Clean finger inlet screen with cleaning solvent and dry with filtered compressed air. g. Inspect screen to determine serviceability and replace screen if deformed or deteriorated. Finger Inlet Screen Installation a. Lubricate threads of finger inlet screen with Parker Sealube or equivalent sealube conforming to requirements of MIL-L-6032. NOTE If sealant around the fitting of the fuel tank wall is damaged or deteriorated, replace it with PR-1422 Class B sealant. b. Install finger inlet screen in fuel tank. c. Connect fuel outlet tube to fuel inlet screen. d. Install access plate. e. Service aircraft with fuel. FUEL SELECTOR VALVE A five-position fuel selector valve (see Figure 5-7) is installed in the forward section of the center console. Change 2 From PilotManuals.com / RareAviation.com 5-6A/5-6B ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION V FUEL SYSTEM The valve handle controls selection of: OFF, LEFT tank, BOTH tanks, RIGHT tank and a second OFF position. On Models 112/TC the fuel selector valve handle provides a remote control for draining fuel samples from the wing tanks individually, or both tanks simultaneously, through a drain on the bottom of the fuel selector valve. Placing the valve handle in either LEFT or RIGHT position, and pulling up on the valve handle, will drain fuel from that particular tank only; the BOTH position will provide simultaneous drain from both tanks. Prior to the first flight of the day, and after each refueling operation, set the selec- tor valve on BOTH and pull the selector handle up to drain for approximately four seconds. After draining place selector in either LEFT, RIGHT or OFF posi- tion. Visually check that drain valve closes when the handle is released. Depress red tab to rear of fuel selector to select OFF. NOTE Place fuel selector valve handle in the RIGHT, LEFT or OFF position while aircraft is parked to prevent fuel from flowing out of tank vent line. FUEL LINE MAINTENANCE MIL- L- 6032 may be used as a thread lubricant or to seal minor connection leaks throughout the fuel sys- tem. Apply sparingly to male fittings only, omitting the first two threads. Always insure that a sealing compound, .or residue from a previously used com- pound, or any other foreign matter does not enter the fuel system. CAUTION Protect all drain openings and fuel outlet screens when applying sealants. Any repair that breaks the fuel tank seal will necessi- tate resealing of that area of the tank. Repair parts that need sealing must be installed and riveted during the sealing operation. SEALING COMPOUNDS The tank sealing compounds, consisting of Product Research base compound and accelerator should be carefully mixed in accordance with the instructions printed on their containers. Thoroughly clean all surfaces to which sealing compound is to be applied immediately prior to sealant application. Clean with small paint brush soaked with methyethylketone ' and wipe using clean paper towels. Always clean an BEND FLOAT ARM AT THIS POINT TO HOLD A 3. 5-INCH DIMENSION WITH FLOAT IN DOWN POSITION. DO NOT BI STRAIGHT PORTIONS OF FLOAT ARM. \ DO NOT \ BEND TABS H (to1 koi 2ND 1 h 3. 5- INCI iES //\ 1 ' FLOAT ARM DOWN (EMPTY) POSIT u ION X25 L Figure 5-4. Transmitter Float Arm Adjustment area larger than the finally applied sealants to pro- vide maximum bonding. Mix accelerator before using and mix contents of both cans together, or use in a ratio of one part accelerator to 10 parts com- pound by weight. LEAK SEALING Determine the approximate location of the leak by visual inspection through the inspection openings in the bottom surface of the wing. After leak area is determined, drain all fuel from affected tank. See Section H for defueling procedures. a. Remove fuel filler flapper assemblies and in- spection covers as required to repair tank leak. Seal- ing can be accomplished through these openings. b. Clean general area of leak with clean paper towels. Apply an even coating of Products Research PRC-1422-A 1/2 with a stiff clean brush. Catalyst should be carefully mixed according to instructions on container. c. Allow the sealer to dry overnight. d. After drying, check sealer for air bubbles or thin spots. Apply additional sealer where necessary. e. The same procedures used to seal leak area should now be applied to reseal inspection opening covers (use PR-1403-G-B2) and filler flapper as- semblies (use PRC-1422-A 1/2) at points of contact, and reinstall these items. ' RESEALING AFTER COMPLETE SKIN REMOVAL To reseal the fuel tanks after removing or repairing the wing skin, proceed as follows: Change 4 5-7 ROCKWELL COMMANDER 112/B/TC/TCA SECTION V FUEL SYSTEM MAINTENANCE MANUAL Figure 5-5. Fuel Gascolator a. Prior to installing wing tank skin, all sur- faces which receive sealant shall be cleaned and etched. b. Apply PRC-1422-A2 mixed compound to all areas of contact between skin and rib structure. c. Rivet wing tank skin in place and allow sealer to dry until tacky to touch. d. After adequate drying, sealer should be checked for air bubbles or thin spots. Apply addi- tional sealer as necessary. I - Reseal access covers with PR-1403-G-B2, and fuel quantity transmitter mounting with PRC- 1422-A2 sealers and bolt in place upon completion of sealing procedures. f. Vacuum tank area thoroughly to remove all foreign matter. g. Allow sealant to cure as directed by manu- facturer. h. Inspect and pressure check tank after sealing compound has cured (approximately 8 to 10 hours) and check for leaks. CAUTION Do not attempt to apply pressure to the tank without first sealing off all lines and vents, and without an ade- quate regulator to control pressure. Do not pressurize the tank in excess of 1/2 psi (13.8 inches of water-man- ometer) or structural damage may occur. 5-8 Change 4 From PilotManuals.com / RareAyiation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION V FUEL SYSTEM Figure 5-6. Finger Inlet Screen TROUBLESHOOTING The troubleshooting figure in this section discusses symptoms which can be diagnosed and interprets the results in terms of probable causes and the appropri- ate corrective remedy to be taken. Review all prob- able causes given and check other listings of troubles with similar symptoms. Items are presented in se- quence but not necessarily in order of probability. MODELS 112/TC MODELS 112B/TCA MODELS 112/TC AFTER INCORPORATION OF SB-112-44A X16 HA6 Figure 5-7. Fuel Selector Change 3 5-9 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION V FUEL SYSTEM TROUBLE PROBABLE CAUSE REMEDY No fuel flow to Fuel tanks empty. Check fuel quantity. Service with engine-driven fuel pump. proper grade and amount of fuel. Fuel line disconnected or broken. Inspect fuel lines. Connect or repair fuel lines. Fuel tank outlet screens plugged. Disconnect fuel lines from tank outlets. No fuel indicates plugged screens. Remove and clean screens and flush out tanks. Defective fuel selector valve. Disconnect inlet and outlet lines from valve. If fuel flows from in- let line but not through valve, it is defective. Remove and repair or replace selector valve. Gascolator screen. Inspect screen. Clean or replace element. Fuel line plugged. Starting at fuel pump inlet, discon- nect fuel lines successively until plugged line is located. Clean out or replace fuel line. Fuel starvation Partial fuel flow from the preceding Use the preceding isolation proce- after starting. causes. dures, checking for sufficient rate of flow. Use the preceding remedies. Malfunction of engine-driven fuel pump. Check pump outlet during cranking. Replace fuel pump. Fuel vents plugged. Pressure check each vent line. Clean or replace vent line. No fuel flow when Defective auxiliary fuel pump switch. Check continuity of switch. Replace auxiliary pump is turned on. defective switch. Open or defective circuit breaker. Check visually; if not open, check continuity. Reset. Replace if defective. Loose connections or open circuit. Check connections and wiring. Tighten connections; repair or replace wiring. Defective auxiliary fuel pump. Disconnect outlet line. With proper fuel supply to pump, fuel under pressure should flow from outlet. Replace defective pump. Figure 5-8. Trouble Shooting Fuel System (Sheet 1 of 2) 5-10 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER MAINTENANCE MANUAL section v 112/B/TC/TCA fuel system TROUBLE PROBABLE CAUSE REMEDY No fuel quantity indication. No fuel flow indication (Models 112/B), or no fuel pressure indication (Models 112TC/TCA) Fuel tanks empty. Engine instrument group circuit breaker open or defective. Defective fuel quantity indicator or transmitter. Loose connections or open circuit. Restricted, broken or leaking line. Defective instrument. Vapor in fuel line. Faulty relief valve in engine-driven pump or defective pump. Check fuel quantity. Service with proper grade and amount of fuel. Check visually; if not open, check continuity. Reset. Replace if de- fective. Disconnect wire from transmitter at indicator not registering and attach it to the opposite indicator that is registering. If indicator does not register, transmitter is defective. If indicator registers, the opposite indicator is defective. Replace defective transmitter or left engine gage cluster. Check connections and wiring. Tighten connections; repair or replace wiring. Clear and clean line, tighten fittings, or replace if necessary. Replace instrument. Start and run auxiliary fuel pump until instrument registers normally. See Remedy under fuel starvation after starting in this Figure. Figure 5-8. Trouble Shooting Fuel System (Sheet 2 of 2) 5-11/5-12 SECTION LANDING GEAR, WHEELS AND BRAKES From PilotManuals.com / RareAviation.com SECTION VI LANDING GEAR, WHEELS AND BRAKES ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION VI LANDING GEAR, WHEELS AND BRAKES TABLE OF CONTENTS Page GENERAL DESCRIPTION................ 6- 1 Operational Check .................... 6- 2 MAIN LANDING GEAR .................... 6- 3 Removal ................................ - Installation ............................__ 6- 5 Removal and Installation of Main Gear Doors 6- 7 NOSE LANDING GEAR ...................... 6- 7 Removal ................................ 6- 7 Installation ___________________ i ___________ Removal and Installation of Nose Gear Doors 6-11 Shimmy Dampener ....................... 6-11 Landing Gear Actuating Cylinders......... 6-12 Nose Wheel Steering....................... 6-12 Page LANDING GEAR POSITION INDICATORS AND WARNING SYSTEM................... 6-13 Position Indicator Lights ............... 6-13 WHEELS AND BRAKES.................... 6-16 General Description.................... 6-16 Main Wheel Removal and Disassembly .... 6-16 Main Wheel Reassembly and Installation ... 6-17 Nose Wheel Removal and Disassembly.... 6-17 Nose Wheel Reassembly and Installation ........................... 6-17 Main Gear Brake System................ 6-19 TROUBLE SHOOTING ..................... 6-24 GENERAL DESCRIPTION MODEL 112 (Serial numbers thru 380). The aircraft is equipped with a hydraulically operated tricycle land- ing gear that includes a steerable nose wheel and self- adjusting disc brakes for the main landing gear wheels. Nose wheel steering is controlled by a cable-pulley system attached to the nose gear and rudder pedal and actuated by depressing the rudder pedals from either pilot position. The hydraulic disc brakes are operated by individual master brake cylinders attached to the rudder-brake pedals. The brakes are actuated by applying toe pressure to the top of the rudder pedals. The parking brake operates from the brake master cylinders and is actuated by a parking brake control knob. A shimmy dampener, with a self-contained hydraulic reservoir, is attached to the fixed and move- able portions of the nose gear strut to provide a damp- ening action of the gear. The emergency gear exten- sion valve, located on the left side of center console, is used for emergency extension of the gear. This valve bypasses hydraulic fluid directly to the reser- voir, allowing the gear to drop by gravity. Gear ex- tension is also assisted by emergency extension springs. Piston locks on each actuating cylinder me- chanically engage to provide positive downlock. The emergency gear extension knob is spring-loaded to prevent accidental operation and must be pulled out and then pushed down to operate. The main landing gear, including self-adjusting disc brakes, retracts inward and upward into the wheel wells in the lower side of the wing. The nose landing gear retracts aft and upward into the wheel well. Mechanically ope- rated doors, connected to the landing gear by link assemblies, open and close during the extension and retraction cycle. When the gear is retracted the doors completely enclose the wheel well. A flat on the fixed portion of the nose gear keeps the landing gear cen- tered when the gear is retracted. Retraction and ex- tension of the landing gear is controlled by an electro- hydraulic power pack actuated by the position of the landing gear selector switch. When the landing gear selector switch is placed in the UP position, the land- ing gear retracts. When all three gears are fully retracted, a hydraulic actuating switch located adja- cent to each actuating cylinder de-energizes the hy- draulic pump and the gear is held up by hydraulic pressure lock. Any down movement of the gear will be sensed by it's respective uplock position switch, the hydraulic pump will be energized, and the gear will return to the full UP position. When the landing gear selector switch is placed in the DOWN position, the hydraulic fluid lock is released, and hydraulic fluid is directed to the down side of the landing gear actuating cylinders extending the gear. When all three hydraulic actuating switches and the three down- lock position switches are actuated the hydraulic pump is de-energized, and each gear is held down and locked by a piston lock which engages the piston of each actu- 6-1 SECTION VI LANDING GEAR, WHEELS AND BRAKES ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL ating cylinder, and by each gear drag brace held over center by the emergency extension spring. When all three hydraulic actuating switches, and three down- lock position switches are actuated the three green gear safe lights will illuminate. A red gear unsafe warning light installed in the face of the glareshield, indicates a gear intransit, or a gear not down and locked. A ground contact switch on the right main gear will prevent landing gear retraction on the ground by the unintentional positioning of the landing gear selector switch to the UP position. ALL MODELS (Except Model 112 thru 380). The air- craft is equipped with a hydraulically operated tri- cycle landing gear that includes a steerable nose wheel and self-adjusting disc brakes for the main landing gear wheels. Nose wheel steering is controlled by a cable-pulley system attached to the nose gear and to a rudder pedal and actuated by depressing the rudder pedals from either pilot position. The hydraulic disc brakes are operated by individual master brake cyl- inders attached to the rudder-brake pedals. The brakes are actuated by applying toe pressure to the top of the rudder pedals. The parking brake system operates from the brake master cylinders and is ac- tuated by a parking brake control knob. A shimmy dampener, with a self-contained hydraulic reservoir, is attached to the fixed and moveable portions of the nose gear strut to provide a dampening action on the gear. The emergency gear extension valve, located on the left side of center console, is used for emer- gency extension of the gear. This valve bypasses hydraulic fluid directly to the reservoir, allowing the gear to drop by gravity. Gear extension is also as- sisted by emergency extension springs. The emer- gency gear extension knob is spring-loaded to prevent accidental operation and must be pulled out and then pushed down to operate. The main landing gear in- cluding self-adjusting disc brakes, retracts inward and upward into the wheel wells in the lower side of the wing. The nose landing gear retracts aft and up- ward into the wheel well. Mechanically operated doors, connected to the landing gear by link assem- blies, open and close during the extension and retrac- tion cycle. When the gear is retracted the doors completely enclose the wheel well. A flat on the fixed portion of the nose gear keeps the landing gear centered when the gear is retracted. Retraction and extension of the landing gear is controlled by an electro-hydraulic power pack actuated by the position of the landing gear selector switch. When the landing gear selector switch is placed in the UP position the landing gear retracts. When all three gears are re- tracted, the hydraulic pump is de-energized and the gears are held up by hydraulic lock. The gear-up hydraulic pressure switch controls the hydraulic pump by cycling the pump to maintain pressure within pre- set limits and retain the gear in the full up position. When the landing gear selector switch is placed in the DOWN position the hydraulic fluid lock is released, hydraulic fluid directed to the down side of each actu- ating cylinder and the gears are extended to the down and locked position. When the gears are down and locked (drag brace over center) the gear down hydrau- lic pressure switch de-energizes the hydraulic pump. Hydraulic pressure is maintained by a check valve, and should pressure reduce below preset limits, the 6-2 hydraulic pump will be cycled by the gear down hy- draulic switch. A ground contact switch, on the right main landing gear prevents landing gear retraction on the ground caused by unintentional positioning of the landing gear selector switch to the UP position. Land- ing gear position indicators and a warning bell or horn | system are provided to alert the pilot when the landing gear is in the up, or down and locked position. Position indicators, both red and green are installed. The gear down position is indicated by three green lights above the gear selector switch. The red (gear warn- ing) light on the panel glareshield indicates the gear is intransit or not down and locked. There is no electrical indication of gear retraction other than all indicator lights being extinguished. When the landing gear extends to the down and locked position, the three gear position switches are actuated causing the three green lights to illuminate. OPERATIONAL CHECK A landing gear operational check should be performed, after an unusually hard landing, after replacement of a landing gear assembly or if a malfunction occurs in the landing gear position indicator lights. a. Jack aircraft as outlined in Section H. b. Connect an auxiliary de power supply, with an electrical capacitance of 50 amps minimum, to positive battery terminal of battery relay. c. Set throttle control lever to midposition. d. Clear landing gear area. e. Place landing gear selector switch in UP posi- tion and check the following: 1. Gear safe green indicator lights - off. 2. Gear unsafe red indicator light - on. 3. Landing gear retracts within 12 seconds. 4. Hydraulic power pack shuts off when landing gear is fully retracted. 5. Gear unsafe red indicator light - off. 6. Gear warning bell or horn - silent. f. Inspect gear in retracted position for clearance between gear and surrounding structure. Inspect hoses for clearance and freedom from binding, kink- ing and hydraulic leaks. g. Place landing gear selector switch in DOWN position and check the following: 1. Hydraulic power pack operating. 2. Gear unsafe red indicator light - on. 3. Hydraulic power pack shuts off when land- ing gear is fully extended. 4. Gear unsafe red indicator light - off. 5. Gear safe green indicator lights - on in less than 10 seconds. NOTE During these checks it is essential to check that the hydraulic power pack runs without hesitation until the down- lock is engaged and that the nose gear green safe light does not blink immedi- ately before remaining steadily on. h. Place landing gear selector switch in UP posi- tion and check the following: Change 2 From PilotManuals.com / RareAviation.com MAINTENANCE MANUAL interim change notice Gulfstream /lerospace INTERIM CHANGE NOTICE: Model 112/B/TC/TCA 1 April 1986 NOTE This notice contains an interim change to the Maintenance Manual and should be filed in the appropriate Section of the manual pending receipt of formal revision pages. It is suggested that a reference to the interim change be made adjacent to the appropriate part of the manual as a means of alerting the reader to the addition or change to the maintenance instructions. SUBJECT: HYDRAULIC HOSES INSTRUCTIONS: Add the following note to Section VI under NOSE LANDING GEAR, MAIN LANDING GEAR and Main Gear Brake System: NOTE All hydraulic hoses should be replaced at least every five (5) years. Page 1 of 1 NOTE: Please see the TEMPORARY REVISION that revises this page. SECTION VI LANDING GEAR, WHEELS AND BRAKES MAINTENANCE MANUAL Landing gear retracts within 12 seconds. Gear safe green indicator lights - off. Hydraulic power pack - off. Gear unsafe red indicator light - off when is fully retracted. Landing gear should remain retracted 1. 2. 3. 4. gear 5. .------ without hydraulic power pack operating or red warning light coming on for five minutes. Repeat steps e. and g., three times. j. Perform an emergency free-fall check by dis- connecting hydraulic power pack at electrical quick disconnect. k. Place a five and one-half pound weight on axle of nose landing gear to simulate an air load (see Figure 3-6). l. Place landing gear selector switch in DOWN position. m. Push emergency gear extension knob DOWN and hold. Control knob is located on left forward side of center console (see Figure 6-5). Check for the following: Gear unsafe red indicator light - on. Warning bell or horn should not sound. Gear free-falls in a positive motion and locks within 4 seconds. Gear safe green indicator lights - on. Gear unsafe red indicator light - off. Return emergency lever to normal position. 7. Master battery switch - OFF. g. Reconnect hydraulic power pack to the aircraft electrical system. Master battery switch - ON. Check for hydraulic power pack operation. Repeat steps 1. through 6., three (3) Recycle gear through one (1) normal ope- ration. Return aircraft to normal configuration. i. j- n. 1. 2. 3. 4. 5. 6. 9. 10. 11. times. 12. 3 o. MAIN LANDING GEAR Each main landing gear installation consists of a trunnion body, yoke, side brake assembly, and a wheel and brake assembly (see Figure 6-1). The outboard end of the hydraulic actuating cylinder is attached to the trunnion and the piston rod end is at- tached to the upper half of the side brace assembly. During gear extension, the actuation cylinder rod is retracted forcing the side brace assembly to straight en out and go overcenter for a bracing effect. On Model 112 (Serial numbers thru 380), each actuation cylinder has a piston lock, which locks the actuation cylinder piston to assure a positive gear downlock. On all models (except Model 112 serial numbers thru 380), the gear is held down and locked by hydraulic lock maintained by a check valve. A spring attached to the side brace and upper trunnion forces the gear down during an emergency extension cycle. All points of the gear actuating mechanism require lubrication. Lubrication should be applied sparingly and all parts wiped clean to prevent collection of dirt (refer to Lubrication Chart, Section II). To prevent abrasive material damage to O-rings, seals, trunnion piston Change 2 From PilotManuals.com / RareAviation.com and actuating cylinder piston rod, clean them fre- quently using a suitable dry type cleaning solvent. Springs that are weak, have excessive wear or cor- rosion must be replaced. All landing gear hinge points, bushings and retainer rings should be care- fully inspected for wear and damage during each land- ing gear operational check. Trouble shoot the land- ing gear by using the charts at the back of this section along with those found at the back of Section HI, and always place the aircraft on jacks prior to perform- ing any maintenance procedures on the landing gear system. REMOVAL Jack aircraft as outlined in Section II. Disconnect gear emergency extension spring "Disconnect gear down actuating rod at gear Disconnect brake line at upper end of wheel Disconnect actuating cylinder rod end from Disconnect actuating cylinder from main Disconnect lower end of side brace from Remove four bolts attaching inboard side Side brace can be re- a. b. (see Figure 6-1). trunnion. d. well. e. side brace. f. ]__________ gear assembly. g. L.--------- gear assembly. h. 1_____- brace fitting to main spar. moved from airplane and separated from fitting. i. Remove four bolts attaching forward gear fitting to auxiliary spar. j Gear assembly can be pushed back slightly, providing sufficient clearance to swing forward end of gear inboard. k. Gear assembly is free to slide forward out of aft fitting and be removed from airplane. CLEANING, INSPECTION AND REPAIR OF MAIN GEAR a. Clean all parts with a suitable dry type cleaning solvent. b. Inspect all bolts, bearings and bushings for ex- cess wear, corrosion and damage. c. Inspect gear trunnion and side brace links for cracks, bends or damage. d. Inspect gear emergency extension spring for excessive wear or corrosion, especially around hook portion of spring. Clean away all corrosion and re- paint. Spring should be rejected if wear or corrosion exceeds one-quarter diameter of spring. e. Check spring for load tension below minimum allowable tolerance. Minimum tension of spring is 21.1 pounds pull at eight inches. Measurement is taken from inner side of each hook. f Check general condition of each hydraulic actu- ating switch (Model 112 thru 380), position switch, and wiring for fraying, poor connections or conditions that may lead to failures. g. Check side brace overcenter travel by setting side brace assembly on a surface table, and a seer taining when stop surfaces of two links touch, linkage is not less than 0.100 or more than 0.160 of an inch over center. Should distance exceed required over 6-3 SECTION VI LANDING GEAR, WHEELS AND BRAKES ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL Figure 6-1. Main Landing Gear 6-4 Change 2 SECTION VI LANDING GEAR, WHEELS AND BRAKES ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL center travel (and bolt and bushings are tight), re- place one or both links. h. Repair of landing gear is limited to recondition- ing of parts, such as replacing components, bearings and bushings, smoothing out minor nicks and scratches and repainting areas where paint has chipped or peeled. DISASSEMBLY OF MAIN GEAR OLEO. The main gear oleo assembly may be removed and disassem- bled with the gear removed or installed on the airplane. a. Remove air and fluid from oleo, by slowly opening air valve until strut pressure has diminished (see Figure 6-2). Remove filler plug, and with a small hose, siphon as much hydraulic fluid from the strut as possible. b. Disconnect brake line from brake cylinder. c. To disconnect piston rod from the yoke, cut and remove safety wire, remove piston rod pin re- taining screw, and remove piston rod pin. d. To disconnect yoke from strut, remove knee- joint pin by removing through-bolt. e. To remove piston tube, compress piston and remove retaining ring from annular slot at bottom of strut. Carefully slide piston tube, and bearing, out of strut. The components of piston tube and bearing can then be disassembled. f. Orifice can be removed by removing retaining ring inside upper area of strut. NOT! Do not remove the spherical pressed- in bearings in piston rod ends. CLEANING, INSPECTION AND REPAIR OF MAIN GEAR OLEO a. Clean all parts with a suitable dry type clean- ing solvent. b. Inspect all bearings and bushings for excess wear, corrosion, scratches and overall damage. c. Inspect retaining pins for wear and damage. d. Inspect retaining rings for cracks, burrs, etc. e. Inspect piston tube for corrosion, scratches, nicks and excessive wear. f. Visually check orifice plate up inside the strut for orifice restriction. g. Inspect air valve for general condition. h. Repair of oleo is limited to smoothing out minor scratches, nicks and dents and replacement of parts. REASSEMBLY OF MAIN GEAR OLEO a. If orifice plate was removed, first install the plate with countersunk side exposed (facing down), and then install retaining ring holding plate in place. b. Ascertain that piston tube assembly is prop- erly assembled with all retaining rings, O-rings and back up rings in place and that bearing is installed on tube assembly. c. Lubricate all O-rings, inner and outer sur- faces of the piston tube, and inside surfaces of strut with hydraulic fluid (MIL-H-5606). d. Slide tube assembly with bearing installed, up through bottom of strut, and compress sufficiently to install retaining ring in annular slot at lower end of strut. e. Connect yoke to strut assembly in installing bushings, knee-joint pin, and through-bolt washer and nut. f. Connect piston rod to yoke by inserting piston rod pin through yoke and piston rod bearing, and in- stalling piston rod pin retaining screw. Safety wire screw. g. Compress and extend strut several times to make sure strut will operate freely. The weight of gear wheel and yoke should allow strut to extend. INSTALLATION (MODEL 112, Serial numbers thru 380). a. Install landing gear by reversing removal procedure. NOTE When assembling components of the landing gear, lubricate bearings, bush- ings and friction surfaces with proper lubricant as described in Section H. NOTE Small end of tapered spacer must contact actuator cylinder bearing. b. Check side brace assembly at knuckle area for clearance of 0.060 to 0.090 inch (see Figure 6-1). Push up on knuckle to check clearance. CAUTION Maximum allowable up load at side stay knuckle is 20 pounds with springs removed, and 60 pounds with two springs installed. c. Adjust gear to obtain correct clearance by loosening jam nut on actuating cylinder rod end. d. Assure actuating cylinder lock is engaged and turn rod to obtain 0.060 to 0.090 inch clearance. e. Tighten jam nut on rod end to 95-110 inch- pounds. Side stay of side brace assembly should be resting on stop. f. Recheck clearance per step b. g. After gear has been installed and brake line connected, bleed brakes per procedures in this section. 6-5 Change 2 From PilotManuals.com / RareAviation.com SECTION VI LANDING GEAR, WHEELS AND BRAKES ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL PISTON TUBE RETAINER X26 2B X26 3A Figure 6-2. Main Landing Gear Strut Assembly 6-6 Change 3 MAINTENANCE MANUAL interim change notice Gulfstream /lerospace INTERIM CHANGE NOTICE: Model 112/B/TC/TCA NOTE This notice contains an interim change to the Maintenance Manual and should be filed in the appropriate Section of the manual pending receipt of formal revision pages. It is suggested that a reference to the interim change be made adjacent to the appropriate part of the manual as a means of alerting the reader to the addition or change to the maintenance instructions. 1 April 1986 SUBJECT: HYDRAULIC HOSES INSTRUCTIONS: Add the following note to Section VI under NOSE LANDING GEAR, MAIN LANDING GEAR and Main Gear Brake System: NOTE All hydraulic hoses should be replaced at least every five (5) years. Page 1 of 1 From PilotManuals.com / RareAviation.com NOTE: Please see the TEMPORARY REVISION that revises this page. SECTION VI LANDING GEAR, WHEELS AND BRAKES MAINTENANCE MANUAL INSTALLATION ALL MODELS (Except Model 112 serial numbers thru 380). a. Install landing gear by reversing removal procedure. NOTE When assembling components of the landing gear, lubricate bearings, bush- ings and friction surfaces with proper lubricant as described in Section II. b. Check side brace assembly at knuckle area to assure side brace is resting on stop (see Figure 6-1). c. Install rod end and jam nut all the way down on threads of actuating cylinder. B d. Extend actuating cylinder piston 0.30 (+ 0.03) inches for cushion. e. Install actuating cylinder to main gear by rotat- ing rod end for alignment. Assure small end of tapered spacer contacts actuator bearing. NOTE Maintain 0. 30 (^0.03)inches cushion as actuating cylinder is installed. B f. Tighten jam nut on rod end to 95-100 inch- pounds. Side stay of side brace assembly should be resting on stop. g. After gear has been installed and brake line connected, bleed brakes per procedures in this section. STRUT SERVICING. After strut is assembled, a check should be made to insure that there is no bind- ing of mating parts. With air valve removed, fully compress and fill strut with hydraulic fluid (MIL-H- 5606). It may be necessary to fill under intermittent line pressure to purge all air because of entrapment under orifice plate. After purging unit of free air, install air valve and wipe down entire assembly. Charge slowly with 60 psi of nitrogen or clean dry air. Lock-off and observe unit for one minute for evidence of low pressure leakage. If none occurs, increase pressure to 500 (t 25) psi. Lock-off supply and allow 15 minutes for a pressure loss check. After waiting period, there shall be no evidence of external oil leakage. If none occurs, bleed pressure to the proper strut inflation pressure as shown on Figure 6-9. Torque air valve to 150-170 inch-pounds. REMOVAL AND INSTALLATION OF MAIN GEAR DOORS a. With landing gear extended, disconnect door retraction rod from door by removing nut, washers, and bolt. Note number of washers on each side of rod end bearing. b. Remove screws attaching door hinge to wing panel. c. Door retraction rod may be removed from gear trunnion by removing a nut and washer. d. To install door, reverse above procedure. e. When connecting door retraction rod to door attach point, it is necessary that the same amount of washers be installed on both sides of rod as were removed to obtain proper clearance. DOOR RIGGING a. Jack airplane as outlined in Section H. b. Adjust door retraction rod at door so door will fit tight when gear is full-up. Over-tightening may result in door buckling; however, if door is too loose, it will gap in flight. c. Check rod ends for proper tightness of jam nuts. NOSE LANDING GEAR The nose gear consists of an oleo- pneumatic operated shock strut, drag brace assembly, torque link assem- bly, fork assembly, shimmy dampener, hydraulic ac- tuator cylinder and a wheel assembly (see Figure 6-3). The nose wheel is steerable and is controlled by a cable-pulley system and actuated by applying pressure to the rudder-brake pedals. Retraction and extension of the gear is accomplished by a hydraulic actuating cylinder attached to the trunnion and connected to the drag brace assembly as shown in Figure 6-4. The gear retracts aft into a nose wheel well located under the engine compartment. Wheel well doors, mechani- cally linked to the nose gear, enclose the wheel well when the gear is retracted. The torque link assembly, connected to the nose gear fork assembly and strut body, prevents the wheel from castering. The nose gear drag brace assembly and supporting structure should be inspected for evidence of damage after each hard landing and at intervals prescribed in Section II. To prevent nose gear shimmy, a dampener, with a self-contained hydraulic reservoir, is installed be- tween the collar and torque tube of the trunnion as- sembly. Failure to observe nose wheel turning limits, while ground handling the airplane, may result in serious damage to the steering system and nose wheel centering mechanism. An operational check and visual inspection of the nose wheel steering and retraction mechanism should be made in the event that nose wheel is forceably turned beyond the 30 degree limit in either direction. REMOVAL a. Remove engine cowling as outlined in Section IV. b. Jack airplane as outlined in Section II. c. Remove nose gear down springs. d. Remove lower drag brace bolt at strut attach point. e. Disconnect nose gear steering cables. f. Disconnect rod end of actuating cylinder from trunnion. g. Cut and remove safety wire on bolts through engine mount to trunnion. Remove bolts, washers, trunnion pin retainers and roll pins. Change 3 6-7 MAINTENANCE MANUAL interim change notice Gulfstream Jerospace INTERIM CHANGE NOTICE: Model 112/b/TC/TCA 26 October 1987 NOTE This notice contains an interim change to the Maintenance Manual and should be filed in the appropriate section of the manual pending receipt of formal revision pages. It is suggested that a reference to the interim change be made adjacent to the appropriate part of the manual as a means of alerting the reader to the addition or change to the maintenance instructions. SUBJECT: NOSE LANDING GEAR. INSTRUCTIONS: Make changes to the Airplane Maintenance Manual as follows: Change Figure 6-3 as shown on page 2 of this Interim Change Notice. Change steps b. and e. under INSTALLATION Model 112 (Serial numbers thru 380) on page 6-11 to read: b. Push up on pivot point of drag brace assembly and check for clearance of 0.040 to 0.125 inch at knuckle area (refer to Figure 6-3). If clearance is not within tolerances, proceed to steps c. thru h. e. Push up on pivot point of drag brace assembly and obtain a clearance of 0.040 to 0,125 inch at knuckle area. Page 1 of 2 From PilotManuals.com / RareAviation.com INTERIM CHANGE NOTICE: Model 112/b/TC/TCA ENGINE MOUNT TORQUE LINK ASSEMBLY TORQUE TUBE AND STEERING CABLE ATTACHMENT HORNS NITROGEN AND HYDRAULIC FILL PORT WHEEL AND TIRE ASSEMBLY DRAG BRACE CYLINDER (MODEL 112, 1 THRU 380) WITH CYLINDER LOCK ENGAGED AND DRAG BRACE RESTING ON OVER- CENTER STOP, IN RELAXED CONDITION, PUSH UP ON PIVOT POINT OF DRAG BRACE ASSEMBLY. CLEARANCE AT KNUCKLE AREA SHOULD BE 0.040 TO 0.125 INCH. HYDRAULIC ACTUATOR DOWN (EXTENSION) SPRINGS SHIMMY DAMPENER Figure 6-3. Nose Landing Gear Page 2 of 2 NOTE: Please see the TEMPORARY REVISION that revises this page. ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL Figure 6-3. Nose Landing Gear 6-8 Chantie 3 From PilotManuals.com / RareAviation.com SECTION VI LANDING GEAR, WHEELS AND BRAKES ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL h. Remove bolts, washers and nuts securing trun- nion pins in trunnion. i. Remove trunnion pins. j. Nose gear is now free for removal. CLEANING, INSPECTION AND REPAIR OF NOSE GEAR a. Clean all parts with a suitable type-dry clean- ing solvent. b. Inspect all bolts, bearings and bushings for excessive wear, corrosion and damage. c. Inspect body and trunnion assembly, drag links, torque links and tension spring arm for cracks, bends or misalignment. d. Check for excessive wear or corrosion, espe- cially around hook portion of springs. A spring should be rejected and replaced if wear or corrosion exceeds one-quarter diameter of spring. Clean away all cor- rosion and repaint. e. Check gear tension springs for load tensions below minimum allowable tolerances. Minimum allowable tension of inner spring is 24.8 pounds pull at 7.69 inches and outer is 23.1 pounds pull at 7.63 inches. Measurement is taken from inner side of each hook. If found that either spring should be re- jected, replace both springs. f. Check general condition of each gear position switch, switch actuator, and wiring for fraying or poor condition that may lead to failures. g. Check drag link through center travel by attach- ing upper and lower drag links, setting them on a surface table, and ascertaining when stop surfaces of two links touch, linkage is not less than 0.120 or > more than 0.160 of an inch through center. Should distance exceed the required (and bolt and bushing are tight), replace one or both drag links. h. Repair of shimmy dampener is limited to cleaning and replacement of O-rings. Refer to para- graph on shimmy dampener for disassembly and servicing. i. Repair of landing gear is limited to recondition- ing of parts such as replacing bearings and bushings, smoothing out minor nicks and scratches, repainting chipped or peeled areas and replacement of parts. NOTE When assembling any units of the land- ing gear, lubricate bearings, bushings and friction surfaces with the proper lubricant as described in Section II. DISASSEMBLY OF NOSE GEAR OLEO. The nose gear oleo assembly may be removed and disassem- bled with the gear removed, or installed on the air- plane. a. Remove air and fluid from oleo strut. De- press air valve core pin until all air pressure has been relieved (see Figure 6-4). b. Remove bolts, washers and nuts attaching upper and lower torque links to strut and remove torque links. c. To drain fluid from strut, remove bolt, washers and nut from collar above fork, remove plug inside tube, and drain fluid into a container. d. Remove lower retaining ring from bottom of trunnion and body assembly and slide fork tube, upper bearing and lower bearing out from bottom. e. Remove upper retaining ring from top of trunnion and body assembly, slide orifice tube assembly out from bottom. f. To remove orifice, remove retaining ring from lower portion of orifice tube. CLEANING, INSPECTION AND REPAIR OF NOSE GEAR OLEO a. Clean all parts with a suitable dry-type clean- ing fluid. b. Inspect bearings and bushings for excess wear, corrosion, scratches and overall damage. c. Inspect retaining rings for cracks, burrs, etc. d. Inspect cylinder and orifice tube for corrosion, scratches, nicks and excess wear. e. Check upper and lower cylinder bushings for looseness or turning in cylinder. t Orifice plate for hole restriction. g. Inspect fork tube for corrosion, scratches, nicks or dents. h. Inspect air valve general conditions. i. Repair of oleo is limited to smoothing out minor scratches, nicks and dents and replacement of parts. REASSEMBLY OF NOSE GEAR OLEO a. Ascertain that all parts are cleaned and in- spected. b. To install fork tube plug, first lubricate tube plug and O-ring with clean hydraulic fluid and install O-ring on plug. Lubricate inside wall of tube, insert plug into top of tube and push it to fork end. Align bolt holes of fork, tube and plug, and install bolt assembly. c. To assemble components of orifice tube, insert orifice plate into bottom of tube, with counter- sunk side of orifice hole exposed. Secure plate with retaining ring, lubricate and install O-ring on upper end of tube. d. Insert orifice tube up through bottom of cyl- inder. With tube exposed through top of cylinder, install retaining ring, locking tube in place. e. Assemble components on fork tube in proper sequence and install retaining ring at top of tube. Lubricate inner wall of cylinder with hydraulic fluid. Carefully insert tube assembly into bottom of cyl- inder, allowing orifice tube to guide itself into fork tube, until retaining ring can be installed in annular slot at bottom of cylinder. f. Check that bushings are installed in upper and lower torque links and then install both links. Torque link bolts should be lubricated. Tighten bolts only tight enough to prevent side play in Change 3 6-9 ROCKWELL COMMANDER 112/B/TC/TCA SECTION VI LANDING GEAR, WHEELS AND BRAKES MAINTENANCE MANUAL 6-10 From PilotManuals.com / RareAviation.com Figure 6-4. Nose Landing Gear Strut Assembly MAINTENANCE MANUAL interim change notice Gulfstream Aerospace INTERIM CHANGE NOTICE: Model 112/B/TC/TCA 26 October 1987 NOTE This notice contains an interim change to the Maintenance Manual and should be filed in the appropriate section of the manual pending receipt of formal revision pages. It is suggested that a reference to the interim change be made adjacent to the appropriate part of the manual as a means of alerting the reader to the addition or change to the maintenance instructions. SUBJECT: NOSE LANDING GEAR. INSTRUCTIONS: Make changes to the Airplane Maintenance Manual as follows: Change Figure 6-3 as shown on page 2 of this Interim Change Notice. Change steps b. and e. under INSTALLATION Model 112 (Serial numbers thru 380) on page 6-11 to read: b. Push up on pivot point of drag brace assembly and check for clearance of 0.040 to 0.125 inch at knuckle area (refer to Figure 6-3). If clearance is not within tolerances, proceed to steps c. thru h. e. Push up on pivot point of drag brace assembly and obtain a clearance of 0.040 to 0.125 inch at knuckle area. Page 1 of 2 INTERIM CHANGE NOTICE: Model 112/B/TC/TCA Page 2 of 2 ENGINE MOUNT TORQUE LINK ASSEMBLY TORQUE TUBE AND STEERING CABLE ATTACHMENT HORNS NITROGEN AND HYDRAULIC FILL PORT WHEEL AND TIRE ASSEMBLY DRAG BRACE CYLINDER Figure 6-3. Nose Landing Gear (MODEL 112, 1 THRU 380) WITH CYLINDER LOCK ENGAGED AND DRAG BRACE RESTING ON OVER- CENTER STOP, IN RELAXED CONDITION, PUSH UP ON PIVOT POINT OF DRAG BRACE ASSEMBLY. CLEARANCE AT KNUCKLE AREA SHOULD BE 0.040 TO 0.125 INCH. HYDRAULIC ACTUATOR DOWN (EXTENSION) SPRINGS SHIMMY DAMPENER From PilotManuals.com / RareAviation.com NOTE: Please see the TEMPORARY REVISION that revises this page. SECTION VI LANDING GEAR, WHEELS AND BRAKES MAINTENANCE MANUAL link, yet allowing free rotation. g. Service oleo strut with fluid and air per service instructions below. NOTE Maintain 0. 250 (+ . 03) inches cushion as actuating cylinder is installed. INSTALLATION MODEL 112 (Serial numbers thru 380). a. Install nose gear by reversing removal pro- cedure. NOTE When assembling components of the nose gear, lubricate bearings, bush- ings and friction surfaces with proper lubricant as described in Section II. b. Push up on pivot point of drag brace assembly and check for clearance of 0.40 to 0.125 inch at knuckle area (refer to Figure 6-3). If clearance is not within tolerances, proceed with steps c. thru h. CAUTION Maximum allowable up load at drag brace knuckle is 20 pounds with springs removed and 60 pounds with two springs installed. c. Loosen jamb nut on hydraulic actuating cyl- inder rod end. d. Engage hydraulic cylinder lock. Drag brace assembly should rest on overcenter stop when in relaxed condition. e. Push up on pivot point of drag brace assembly and obtain a clearance of 0.40 to 0.125 inch at knuckle area. f. Tighten jamb nut on hydraulic actuating cyl- inder rod end. g. When placed in relaxed condition, drag brace assembly should rest on overcenter stop. h. Recheck clearance at knuckle area as outlined in step b. INSTALLATION ALL MODELS (Except model 112, Serial numbers thru 380). a. Nose gear may be installed by reversing removal procedure. NOTE When assembling components of the nose gear, lubricate bearings, bush- ings and friction surfaces with proper lubricant as described in Section II. b. Check drag brace assembly at knuckle area to assure drag brace is resting on stop (see Figure 6-3). c. Install rod end and jam nut all the way down on threads of actuating cylinder. d. Extend actuating cylinder piston 0. 250 (J . 03) inches for cushion. e. Install actuating cylinder to nose gear by rotat- ing rod end for alignment. f. Tighten jam nut on rod end. Drag stay of drag brace assembly should be resting on stop. STRUT SERVICING a. After strut is assembled with air valve assembly removed, cycle strut to check for binding. b. With strut in vertical position, compress and fill to overflowing with MIL-H-56 06 hydraulic fluid. While slowly extending strut, continue to fill until fully extended. Slowly compress strut to purge entrapped air from unit. If air bubbles appear in filler port repeat sequence above until all free air is purged. c. Install air valve assembly. d. Wipe down entire strut and slowly charge with 60 psi air. Hold pressure for one minute. There shall be no external leakage. Slowly increase pres- sure to 240 psi and leave for 15 minutes. (Unit may be horizontal.) After waiting period, there shall be no evidence of oil leakage. NOTE Charge strut with nitrogen or clean dry compressed air. e. Bleed air pressure back to proper strut infla- tion pressure. See Figure 6-9. f. Torque air valve to 100-150 inch-pounds. REMOVAL AND INSTALLATION OF NOSE GEAR DOORS a. Disconnect door control rod ends at doors by removing connecting hardware. b. Remove connecting hardware at hinge or hinge attach points inside cowl. c. Remove nose gear doors. d. Install nose gear doors by reversing the above procedure. DOOR RIGGING a. Jack aircraft as outlined in Section H. b. With lower cowl installed, and nose gear in the up position, loosen check nuts on door control rods and adjust both rods. When rods are properly adjusted, nose gear doors should be flush and with sufficient preload to assure a tight seal. c. Retighten check nuts on door control rods. SHIMMY DAMPENER The dampener assembly is attached to the fixed and moveable portions of the nose gear strut to provide dampening action. The dampener can work properly only when completely filled with hydraulic fluid and all air bled from the cylinder. The bleed screw is located on the aft end of the dampener assembly. Change 3 6-11 ROCKWELL COMMANDER 112/B/TC/TCA SECTION VI LANDING GEAR, WHEELS AND BRAKES MAINTENANCE MANUAL Figure 6-5. Emergency Extension Valve Control REMOVAL AND SERVICING a. Remove dampener assembly from nose gear strut. b. Remove bleed screw and force out all drainable hydraulic fluid (see Figure 6-6). c. Remove end-cap snap ring that retains piston. Remove piston and inspect O- ring condition. Replace O- rings. d. Inspect cylinder bore for cleanliness and for absence of corrosion. e. Submerge entire dampener assembly in pan containing hydraulic fluid (MIL-H-5606) and work actuator rod fore and aft to force out all trapped air. f. Reinstall end cap and snap ring retainer while unit is still submerged. Work actuator rod again until all trapped air is forced out, reinstall bleed screw, and remove unit from hydraulic fluid and wipe dry. g. Check dampener action by working actuator rod fore and aft. Motion should be smooth, with adequate resistance, and without binding at any point. INSTALLATION. Install shimmy dampener by reversing removal procedure. LANDING GEAR ACTUATING CYLINDERS The hydraulically operated actuating cylinders are 6-12 attached to the drag brace and trunnion on the nose gear, and side brace and trunnion on the main gears. One port of each cylinder is connected to the gear up hydraulic line, and the remaining port to the gear down line. Hydraulic fluid, under pressure is directed to the actuator cylinders by the gear selector switch located on the instrument panel. During the actuating cycle the gear up and gear down hydraulic lines act as either pressure or return lines, depending on the gear position selected. See Section III for additional information. NOSE WHEEL STEERING The nose wheel steering system is tied in with the rudder trim system and is controlled by movement of the rudder-brake pedals. A combination of cables, bungees, bellcranks, turnbuckles and pulleys operate the nose steering (see Figure 6-7). REMOVAL a. Jack aircraft as outlined in Section II. b. Remove upper and lower cowling. c. Relieve tension and disconnect steering cables from turnbuckles. d. Disconnect left cable end from bellcrank on rudder bar and disconnect right cable end from attaching point. From PilotManuals.com / RareAviation.com SECTION VI LANDING GEAR, WHEELS AND BRAKES ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL Figure 6-6. Nose Gear Shimmy Dampener e. Remove pulleys located on rudder pedal shafts. f. Remove cable guards from pulley brackets located on lower portion of firewall and draw cables through from inside cabin. g. To remove forward portion of cables, dis- connect cable ends from nose gear, remove pulleys from pulley brackets and remove cables. h. Use Figure 6-7 as a guide to disassemble bungees. INSTALLATION. Install steering cables by reversing removal procedures. RIGGING OF NOSE WHEEL STEERING SYSTEM a. Clamp rudder pedals in neutral position, align nose wheel to neutral position and set rudder trim wheel to neutral position. b. Adjust turnbuckles until nicropress sleeves are hard against tube end of bungee, then give one additional full turn on turnbuckle. LANDING GEAR POSITION INDICATORS AND WARNING SYSTEM POSITION INDICATOR LIGHTS MODEL 112 (Serial numbers thru 380). The landing gear position indicator lights are located in the in- strument panel and panel glareshield. Position indi- cator lights consist of an individual gear-safe green light for each landing gear and one unsafe red (gear- warning) light for the landing gear system. The green lights are individually controlled by downlock position switches and hydraulic actuating switches, installed on each landing gear and will illuminate only when the corresponding landing gear is down and locked. The red unsafe (gear-warning) light is illum- inated while the gear is intransit between the up and down positions and will remain illuminated if any single gear fails to lock in the extended position. There is no indication for the gear in the retracted 6-13 SECTION VI LANDING GEAR, WHEELS AND BRAKES ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL Figure 6-7. Nose Wheel Steering System position. Failure of any gear to fully extend and lock will be indicated by lack of illumination of its respec- tive gear-safe green light. ALL MODELS (Except 112 serial numbers thru 380). The landing gear position indicator lights are located in the instrument panel and panel glareshield. Posi- tion indicator lights consist of an individual gear-safe green light for each landing gear and one unsafe red (gear-warning) light for the landing gear system. The green lights are individually controlled by down- lock position switches installed on each landing gear and will illuminate only when the corresponding land- ing gear is down and locked. The red unsafe (gear - warning) light is illuminated while the gear is intransit between the up and down positions and will remain illuminated if any single gear fails to lock in the ex- tended position. There is no indication for the gear in the up position. Failure of any gear to fully ex- tend and lock will be indicated by lack of illumination of its respective green gear-safe light. SWITCH ADJUSTMENTS. MODEL 112 (Serial num- bers thru 380). All adjustments of position switches should be made with the aircraft on jacks. See Section II for Jacking Procedures. Handle the posi- tion switches with care to avoid damage. Always check indicator lights before performing switch ad- justments as follows: a. Master battery switch - ON. Keep it on for duration of check. b. Retract and extend gear through several cycles. c. Observe indicator lights. Check for illumi- nation of all three green gear-safe lights. If a green gear-safe light fails to illuminate, adjust applicable position switch or hydraulic actuating switch. Gear must be in the down and locked position prior to ad- justment. d. Check for illumination of red unsafe (gear- warning) light during intransit gear extend cycle. Observe that light extinguishes when gear is down and locked. If this light fails to function as outlined, check switches manually and adjust as required to complete circuit. SWITCH ADJUSTMENTS. ALL MODELS (Except model 112 Serial numbers thru 380). All adjustments of position switches should be made with the aircraft on jacks. See Section II for Jacking Procedures. Handle the position switches with care to avoid damage. Always check indicator lights before performing switch adjustments as follows: a. Master battery switch - ON. Keep it on for duration of check. b. Retract and extend gear through several cycles. c. Observe indicator lights. Check for illum- 6-14 From PilotManuals.com / RareAviation.com SECTION VI LANDING GEAR, WHEELS AND BRAKES ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL ination of all three green gear-safe lights. If a green gear-safe light fails to illuminate, adjust applicable position switch. Gear must be in the down and locked position prior to adjustment. d. Check for illumination of red unsafe (gear- warning) light during intransit gear extend cycle. Observe that light extinguishes when gear is down and locked. If this light fails to function as outlined, check switches manually and adjust as required to complete circuit. HYDRAULIC ACTUATING SWITCHES. MODEL 112 (Serial numbers thru 380). When adjusting the gear down hydraulic actuating switches assure the switches actuate when the gear is down and locked. a. Landing gear selector switch - DOWN. b. Open nose gear downlock hydraulic actuating switch. c. Check that hydraulic power pack starts, nose gear green light is out, gear unsafe red light is il- B laminated, and gear warning bell or horn sounds. NOTE Bell or horn will sound only if throttle is retarded to the idle position or flaps are extended below 25 degrees. d. Repeat this switch operational check by open- ing gear downlock hydraulic actuating switch on each main gear actuating cylinder. These switches may be opened by carefully retracting switch roller arm from downlock cylinder housing. e. Adjust switches by loosening clamp around locking cylinder, of hydraulic actuating cylinder. Position switches so the roller on actuator spring falls into hole in locking cylinder when gear is in down and locked position. Switches may also be adjusted by loosening mounting screws and moving switches as required. GEAR DOWNLOCK POSITION SWITCHES. ALL MODELS (Except Model 112 Serial numbers thru 380). When adjusting the downlock position switches, assure the switches actuate when the gear is down and locked. These switches are located at center of each drag brace. a. Loosen attaching screws holding position switch to mounting bracket, and move switch upward until deactivated. b. Appropriate green gear-safe light will go out, red unsafe light will illuminate. c. Readjust position switch so switch is activated. d. Appropriate green gear-safe light will illuminate, red unsafe light will go out. tion green gear safe lights must go out, red unsafe light must illuminate. When gears are fully retracted, red unsafe light will go out. g. With gear retracted, retard throttle to idle position. Gear warning bell or horn will sound. Ad- vance throttle, bell or horn will turn off. NOTE Gear warning bell or horn sounds at approximately 24 inches Hg. Check setting in flight. h. Advance throttle, extend flaps. Gear warning bell or horn should sound when flaps are extended 25 degrees or more. Retract flaps. Bell or horn turns off when flaps reach 25 degrees. GROUND CONTACT SWITCH. The gear down ground contact (squat) switch, located on the right main gear trunnion, is adjusted so the switch is actuated within the last quarter inch of gear extension. Loosen at- taching screws and adjust switch while raising or lowering gear with jack. Check that switch actuates within the last quarter inch of gear extension. Mea- surement is taken at base of oleo strut. GROUND CONTACT SWITCH CHECK. During the following check, the landing gear ground contact (squat) switch on the right main landing gear assem- bly must be closed to prevent the gear from retract- ing. Tape may be used to hold the switch roller arm in the closed (ground) position. a. Landing gear selector switch - UP. b. Hydraulic power pack unit is off. Gear down position indicator lights illuminated. Gear warning bell or horn should sound. c. Open throttle fully. Red gear-warning light remains illuminated and gear warning bell or horn continues to sound. Turn master battery switch OFF before proceeding to next step. d. Remove tape securing switch arm in closed position. Clear area around landing gear before proceeding. e. Master battery switch - ON. Landing gear will start to retract. Red gear-warning light illuminates. Gear warning bell or horn stops sounding, and all in- B dicator lights go out at completion of retraction cycle. NOTE Do not bend or distort switch lever. e. Repeat steps a. thru d. for each gear. f. Cycle landing gear several times. On retrac- NOTE Warning bell or horn will sound only if D throttle is retarded or flaps are extended below 25 degrees. Change 2 6-15 MAINTENANCE MANUAL interim change notice Gulfstream /lerospace INTERIM CHANGE NOTICE: Model 112/B/TC/TCA 1 April 1986 NOTE This notice contains an interim change to the Maintenance Manual and should be filed in the appropriate Section of the manual pending receipt of formal revision pages. It is suggested that a reference to the interim change be made adjacent to the appropriate part of the manual as a means of alerting the reader to the addition or change to the maintenance instructions. SUBJECT: HYDRAULIC HOSES INSTRUCTIONS: Add the following note to Section VI under NOSE LANDING GEAR, MAIN LANDING GEAR and Main Gear Brake System: NOTE All hydraulic hoses should be replaced at least every five (5) years. Page 1 of 1 From PilotManuals.com / RareAviation.com NOTE: Please see the TEMPORARY REVISION that revises this page. ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL f. Landing gear selector switch - DOWN. g. Return throttle to midposition. GEAR UPLOCK POSITION SWITCHES. To adjust the gear uplock position switches, loosen the two switch attaching screws. Adjust by moving the switch so the switch actuates when the gear is in the fully retracted position. Tighten the attaching screws. NORMAL OPERATION TESTS - RETRACTION AND EXTENSION. a. Jack aircraft as outlined in Section II. b. Set throttle to midposition. c. Clear landing gear area and position landing gear selector switch to UP. d. Check that green gear-safe lights are out. Red gear-warning light is on, and hydraulic power pack shuts off when gear is fully retracted. After gear has fully retracted, all indicator lights should be W out and gear warning bell or horn should not sound. e. Landing gear selector switch - DOWN. f. Check hydraulic power pack is operating. Red gear-warning light is on, and hydraulic power pack stops after gear has fully extended. After gear has fully extended, red gear-warning light is out, and all three green gear-safe lights illuminated. Ascertain all gear downlocks fully engage. NOTE During these checks, it is essential to check that the hydraulic power pack runs without hesitation until all three gears are down and locked. d. Cycle landing gear as necessary to verify proper system operation. | GEAR WARNING BELL OR HORN THROTTLE SWITCH CHECK. With the landing gear retracted, close the throttle and check for the following: a. Red gear-warning light on and gear warning I bell or horn sounds. b. Open throttle lever to midposition. c. Check red gear-warning light out and gear I warning bell or horn is off. d. If system is not operating properly, adjust switch as follows: | Gear Warning Bell or Horn Throttle Switch Adjustment. The gear warning bell or horn throttle switch is located within the center console below the throttle control lever. a. Remove quadrant console trim cover. b. Flight test airplane, and at a safe altitude, establish a normal descent with gear up. c. Retard throttle to manifold pressure of approx- imately 14 inches and mark position of throttle lever. d. With airplane on ground remove screws attaching slotted-plate to control quadrant. e. Remove screws on forward portion of metal console cover and lift cover up enough to gain access to throttle switch. f. With a small screwdriver, loosen screws attaching switch to bracket. g. Adjust switch, tighten screws, press metal console cover down and move throttle lever to check that switch actuates at marked throttle setting. Re- peat until switch actuates at desired throttle setting. h. Replace screws attaching metal console and install slotted plate on control quadrant. i. The airplane should be flown to assure light and bell or horn will actuate when throttle is reduced | below approximately 14 inches of manifold pressure, or wing flaps are extended 25 degrees or more, with landing gear retracted. j. Replace quadrant console trim cover. WHEELS AND BRAKES GENERAL DESCRIPTION All landing gear wheels are machined castings, con- sisting of two sections called wheel halves. The wheel halves, which are secured together by bolts and nuts, are not interchangeable; but the complete wheel assemblies are interchangeable according to wheel size. The wheels operate on tapered roller bearings, which rotate in hardened steel races pressed into each wheel half. A brake disc assembly is bolted to the wheel and turns with the wheel. The disc hydraulic brakes attached to the main landing gear, are individually controlled by applying pressure .to the rudder-brake pedals at either pilot position. Movement of a rudder-brake pedal operates the cor- responding master brake cylinder, attached to the aft side of the rudder pedals, and applies pressure to the appropriate brake. The brakes are self-adjusting, easily checked for wear, and can be quickly over- hauled by field activities. MAIN WHEEL REMOVAL AND DISASSEMBLY To remove and disassemble a main landing gear wheel refer to Figure 6-1 and proceed as follows: a. Jack aircraft as outlined in Section II. b. To remove main wheel, remove two cap bolts joining brake cylinder housing and back plate, from between brake disc and wheel. c. Remove dust cover, cotter pin and axle nut. Slide wheel from axle. d. Wheel halves may be separated by first deflat- ing tire. With tire completely deflated, remove wheel through-bolts. Pull wheel halves from tire by re- moving inner half from tire first, and then outer half (see Figure 6-8). e. Wheel bearing assemblies may be removed from each wheel by first removing snap rings secur- ing grease seal retainers, then retainers, grease seals, and bearing cone. The bearing cups should be removed only for replacement. 6-16 Change 2 SECTION VI LANDING GEAR, WHEELS AND BRAKES ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL INSPECTION OF MAIN WHEEL ASSEMBLY a. Visually check all parts for cracks, distortion, defects and excessive wear. b. Check internal diameter of felt grease seals. Replace felt grease seal if surface is hard or gritty. c. Check tires for cuts, internal damage and de- terioration. d Check bearing cones and cups for wear and pitting; relubricate. e. Replace any wheel casting having visible cracks. MAIN WHEEL REASSEMBLY AND INSTALLATION The main landing gear wheel assemblies and the tires and tubes are individually balanced at the time of manufacture. The tire balance mark is a red dot placed on the casing sidewall. The tube balance mark is yellow. Align the red dot with the yellow mark when mounting tires on wheels. a. Assuming bearing cup is installed in each wheel, install tire with tube on outer half and then join two wheel halves. b. Install wheel through-bolts and brake disc. Torque nuts to 90 inch-pounds. Inflate tire to seat beads, then adjust to correct pressure (see Figure 6-9). c. Lubricate bearing cones with MIL-G-81322 grease. Install bearing cones, grease seals, and seal retainer rings, and secure with snap rings. d. Slide wheel on axle and install axle nut. Lubri- cate axle nut with MIL-G-81322 grease. e. While rotating wheel, torque nut to 50 inch- pounds. While rotating wheel back off nut to 0 inch- pounds. While rotating wheel retorque nut to 20-25 inch-pounds. If not in locking position, advance nut to next position (not to exceed 30 rotation) while rotating wheel and install cotter pin and dust cover. f. Position brake lining back plate between wheel and brake disc and install two cap bolts joining cylin- der housing and back plate assemblies. A tire will lose one pound of pressure for each five degrees drop in temperature; therefore, tire pres- sure should be checked frequently and especially after wide variations in local temperature. Do not inflate tires in a warm hangar and then move the air- craft outside in the cold, as a significant loss in tire pressure will occur. Operating an aircraft with underinflated tires will cause rapid tire wear and may result in hidden tire damage and internal failure (see Figure 6-9 for proper tire and strut pressures). NOSE WHEEL REMOVAL AND DISASSEMBLY To remove and disassemble a nose landing gear wheel refer to Figure 6-3 and proceed as follows: a. Jack aircraft as outlined in Section H. b. Remove self locking nut, washer and axle bolt. c. Remove axle cups and axle and drop wheel out from fork. Axle spacers are now free for removal. d. Wheel halves may be separated by first com- pletely deflating tire. With tire completely deflated, remove wheel through-bolts. e. Pull wheel halves from tire by removing wheel half opposite valve stem first and then other half (see Figure 6-8). f. Wheel bearing assemblies may be removed from each wheel half by first removing snap rings that secure grease seal retainers. g. Remove retainers, grease seals and bearing cones. Bearing cup may be removed by tapping out evenly from inside. Bearing cup should not be re- moved except when replacement is necessary. INSPECTION OF NOSE WHEEL ASSEMBLY a. Visually check all parts for cracks, distortion, defects and excess wear. b. Check internal diameter of felt grease seals. Replace the felt grease seal if surface is hard or gritty. c. Check tire for cuts, internal damage and de- terioration. d. Check bearing cones and cups for wear and pitting; relubricate. e. Replace any wheel casting having visible cracks. NOSE WHEEL REASSEMBLY AND INSTALLATION Tires, tubes and wheels are individually balanced at the time of manufacture. The tire balance mark is a red dot on the outside of casing sidewall. The tube balance mark is usually white. Always assemble tire and tube with marks aligned. a. Install bearing cup in each wheel half, in- stall tire with tube on wheel half containing valve stem hole and then join two wheel halves. Install wheel through-bolts with washers and nuts to valve stem side. Torque nuts to 90 inch-pounds and inflate tire. See Figure 6-9. b. Lubricate bearing cones and install cones, grease seals, felt rings and seal retainer rings. Secure with snap rings. c. Position wheel between fork, insert axle and axle spacers and install axle cups. d. Install axle bolt, washer and nut, tighten axle nut to 50 inch-pounds and back off nut one-half turn. Check axle cups for movement. If axle cups move, install one AN960D416 washer under bolt head. Check wheel for free rotation. There should be a 0.000 to 0. 004-inch total clearance between fork and each axle spacer. A tire will lose one pound of pressure for each five degrees drop in temperature; therefore, tire pres- sure should be checked frequently and especially after wide variations in local temperature. Do not inflate tires in a warm hangar and then move the aircraft outside in the cold, as a significant loss in tire pres- sure will occur. Operating an aircraft with under- inflated tires will cause rapid tire wear and may re- sult in hidden tire damage and internal failure (see Figure 6-9 for proper tire and strut pressures). 6-17 From PilotManuals.com / RareAviation.com SECTION VI LANDING GEAR, WHEELS AND BRAKES ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL MAIN WHEEL LEFT INSTALLATION SHOWN RIGHT INSTALLATION OPPOSITE FELT GREASE SEAL GREASE SEAL CONE BEARING INNER WHEEL HALF INNER TUBE TIRE OUTER WHEEL HALF BRAKE DISC 1. SNAP RING 2. GREASE SEAL 3. 4. 5. 6. 7. 8. 9. 10. 11. WHEEL THROUGH-BOLT 12. CONE BEARING 13. GREASE SEAL 14. FELT GREASE SEAL 15. GREASE SEAL 16. SNAP RING NOSE WHEEL 1 2 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. SNAP RING GREASE SEAL FELT GREASE SEAL GREASE SEAL CONE BEARING WHEEL HALF INNER TUBE TIRE WHEEL HALF WHEEL THROUGH-BOLT CONE BEARING GREASE SEAL FELT GREASE SEAL GREASE SEAL SNAP RING X26 8 Figure 6-8. Wheel and Tire Assemblies 6-18 SECTION VI LANDING GEAR, WHEELS AND BRAKES ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL MAIN GEAR BRAKE SYSTEM The two main wheels are equipped with self-adjusting hydraulic disc brakes which are actuated by individual master cylinders attached to the rudder pedals. The brake master cylinders are attached to the pilots rudder pedals only. On model 112, both master cyl- inders incorporate reservoirs to supply system fluid to respective wheel brake cylinders. Since the copilots master brake cylinders lack reservoirs, they are hy- draulically paired to the pilots master brake cylinders. All other models are supplied fluid from a single fluid reservoir located on the left forward side of the fire- wall . The brakes are actuated by applying toe pres- sure to the tops of the rudder pedals. The parking brake system uses a panel mounted control knob and cable connected to the parking brake valve. To apply the parking brake, depress the tops of the rudder pedals and pull the control knob (PARK BRAKE) straight out, then release toe pressure or pull the control knob out and then apply toe pressure as park- ing brake valve acts as a check valve and will not al- low fluid to return to the master cylinders. To re- lease the parking brake, depress the rudder pedals and push control knob to the full-in position. Alum- inum tubing is used for all hydraulic brake lines ex- cept at the brake master cylinders, wheel brake cyl- inders and main landing gear pivot points at wing spar where flexible hoses are used. REMOVAL OF PILOTS MASTER BRAKE CYLINDERS a. Release parking brake. b. Reduce brake system pressure to zero. c. Disconnect brake master cylinders from top attaching points. d. Disconnect cylinders from bottom attach points. e. Disconnect hydraulic hoses from cylinder and remove cylinders. f. Plug or cap hydraulic fittings, lines and hoses to prevent contamination. Disassembly and Repair Figure 6-10 may be used as a guide during disassem- bly, repair and reassembly. Repair is limited to the replacement of parts, cleaning and adjustment. Use clean hydraulic fluid as a lubricant during reassem- bly of the cylinders. INSTALLATION To install the pilots master brake cylinders, reverse the removal procedures and fill and bleed brakes in accordance with the brake bleeding procedures. REMOVAL OF COPILOTS BRAKE CYLINDERS a. Release parking brake. b. Reduce brake system pressure to zero. c. Disconnect brake cylinders from top and bottom attaching points and remove cylinders. d. Disconnect hydraulic hoses from cylinders. e. Plug or cap hydraulic fittings, lines and hoses to prevent contamination. Disassembly and Repair Figure 6-10 may be used as a guide during disassem- bly, repair and reassembly. Repair is limited to the replacement of parts, cleaning and adjustment. Use clean hydraulic fluid as a lubricant during reassembly of the cylinders. INSTALLATION To install the copilots brake cylinders, reverse the removal procedures and fill and bleed brakes in ac- cordance with the brake bleeding procedures. REMOVAL AND DISASSEMBLY OF BRAKES a. Release parking brake. b. Reduce brake system pressure to zero. c. Disconnect and cap brake line from brake hous- ing (see Figure 6-11). d. Remove cap bolts that join brake cylinder and back plate assembly. e. Slide brake cylinder from torque plate. f. Remove pressure plate by sliding it off anchor bolts. g. The piston may be removed by injecting low air pressure in cylinder fluid inlet to force piston from housing. h. Check anchor bolts for wear. If anchor bolts are nicked or gouged, they should be replaced to pre- vent binding with pressure plate or torque plate. i. When anchor bolts are replaced they must be pressed out. j. New anchor bolts are replaced by tapping in place with a soft mallet. Inspection and Repair of Wheel Brake Assembly a. Clean all parts except brake linings and O-rings in dry cleaning solvent and dry thoroughly. b. Replace O-rings at each overhaul. If their reuse is necessary, wipe with a clean cloth soaked in hydraulic fluid and carefully inspect for damage NOTE Thorough cleaning is important. Dirt and chips are the greatest single cause of malfunctions in the hydraulic brake system. c. Inspect brake cylinder bore for scoring. A scored cylinder may leak or cause rapid O-ring wear. Replace scored cylinder. d. Check brake disc for grooves, scratches or pits. e. Check brake linings. Replace when worn to a minimum thickness of 3/32 of an inch. Remove lining by drilling or punching out old rivets and in- stalling new linings using proper (#561) rivets. ASSEMBLY AND INSTALLATION OF BRAKES a. Lubricate piston O-ring with clean hydraulic fluid and install on piston. Slide piston in cylinder housing until flush with surface of housing. b. Slide lining pressure plate on anchor bolts of housing. 6-19 From PilotManuals.com / RareAviation.com SECTION VI LANDING GEAR, WHEELS AND BRAKES MAINTENANCE MANUAL NOSE GEAR Tire Size 5. 00 x 5 (4Ply) TIRE PRESS. STRUT PRESS. (112) - 31 PSI (112B/TC/TCA) - 50 PSI (112) - 90 PSI (112B/TC/TCA) - 120 PSI MAIN GEAR Tire Size 6. 00 x 6 (6 Ply) (112) - 29 PSI (U2B/TC/TCA) - 38 PSI (112) - 150 PSI (112B/TC/TCA) - 395 10)PSI Figure 6-9. Tire and Strut Inflation Pressures c. Slide cylinder assembly on torque plate. d. Position back plate between wheel and brake disc. Install bolts to secure assembly. e. Connect brake line to brake cylinder. f. Fill and bleed brake system in accordance with brake bleeding procedures. BRAKE BLEEDING Bleed Up Procedure. MODEL 112 (Serial numbers thru 380). a. Place drip pan under pilots master cylinders to protect airplane interior, wipe off top of master cyl- inders and then remove left (or right) master cylinder filler plug. b. Loosen cap at bleed tee in left (or right) wing wheel well. c. Remove left brake (or right brake) assembly from landing gear as follows: NOTE Do not disconnect hydraulic hoses from brake assembly. 1. Disconnect clamp holding hydraulic hose on landing gear yoke. 2. Remove screws holding pressure plate against brake disc. 3. Remove bolts holding brake housing and remove brake assembly from wheel. NOTE Do not allow brake piston to fall out of brake housing. 4. Reinstall pressure plate on brake housing. 5. Fabricate a 1 inch by 2 inch shim from 1/4 inch plate stock. 6. Insert fabricated shim in brake assembly to prevent brake piston from falling out of brake assembly when actuating brakes. 7. Allow brake assembly to drop down, on flex hose, so brake assembly bleed port is pointing straight down. ROCKWELL COMMANDER 112/B/TC/TCA d. Connect a transparent line to brake assembly bleed port. e. Connect a manual hydraulic pump to transparent line and force bleed brake assembly up to bleed tee in wing wheel well. NOTE Use MIL-H-5606 hydraulic fluid in hydraulic pump. f. After all air bubbles have been removed from brake assembly and brake line up to bleed tee in wing wheel well, retighten cap on tee. g. Loosen cap at bleed tee on left (or right) brake line, at parking brake valve assembly. h. Put parking brake control in OFF position. i. Using manual hydraulic pump, still connected to brake assembly, continue to force bleed brake line up to bleed tee at parking brake valve assembly until air bubbles are removed. j. After air bubbles have been removed up through parking brake valve, retighten cap on parking brake valve assembly tee. k. Connect another transparent line to filler plug hole in pilots left (or right) master cylinder, using a union, and route transparent line to a collector pan. NOTE Do not remove drip pan from under master cylinder. l. Using manual hydraulic pump, still connected to brake assembly, continue to force bleed brake line from main gear through parking brake valve assembly, copilot master cylinder and pilot master cylinder to remove air bubbles. NOTE Collector pan will begin to fill with hydraulic fluid. It is necessary to keep end of transparent line sub- merged in fluid to prevent air from being drawn back into brake line. m. Bleed brake line until satisfied that all air bubbles are removed from system. NOTE It may be necessary to actuate pilot and copilot brake pedals to dislodge air bubbles. n. When assured that all air bubbles are re- moved from brake line, leave transparent line sub- merged in collector pan. Remove transparent line from brake assembly and install cap on brake assem- bly bleed port. 6-20 Change 3 SECTION VI LANDING GEAR, WHEELS AND BRAKES ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL Figure 6-10. Brake Cylinder Assemblies 6-21 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA SECTION VI LANDING GEAR, WHEELS AND BRAKES MAINTENANCE MANUAL NOT! If transparent line is not kept submerged in fluid in collector pan, at all times, air will be drawn into brake lines. o. Remove transparent line from pilot master cyl- inder and install filler cap. p. Wrap master cylinder filler port cap with shop towel to prevent hydraulic fluid from squirting on aircraft upholstery when pumping brakes. q. Pump brakes until pressure builds up. r. If brake is still soft, repeat steps a. through q., until all air bubbles are removed from brake lines. s. Remove shim installed in step c. 6. t. Reinstall left (or right) brake on wheel. u. Repeat steps a. through s., for bleeding right brake lines. v. After both left and right brake lines have been bled, remove drip pan and collector pan. w. Reinstall items removed in steps c. 1. and c. 2. x. Functional test brake system. y. Functional test landing gears by performing a gear retraction test to assure brake lines in wheel wells are clear of gear during operation. Mixed Bleed. MODEL 112 (Serial numbers 381 and subsequent) and MODEL 112TC (Serial numbers thru 13149). a. Place drip pan under pilot's master cylinders to protect aircraft interior, wipe off top of master cylinders and remove left (or right) master cylinder filler plug. b. Loosen cap on bleed tee in left (or right) wing wheel well. c. Remove left brake (or right brake) assembly from landing gear as follows: NOT! Do not disconnect hydraulic hoses from brake assembly. 1. Disconnect clamp holding hydraulic hose on landing gear yoke. 2. Remove screws holding pressure plate against brake disc. 3. Remove bolts holding brake housing and remove brake assembly from wheel. NOTE Do not allow brake piston to fall out of brake housing. 4. Reinstall pressure plate on brake housing. 5. Fabricate a 1 inch by 2 inch shim from 1/4 inch plate stock. 6. Insert fabricated shim in brake assembly to prevent brake piston from falling out of brake assembly when actuating brake. 7. Allow brake assembly to drop down, on flex hose, so brake assembly bleed port is pointing straight down. d. Connect a transparent line to brake assembly bleed port. e. Connect a manual hydraulic pump to transparent line and force bleed brake assembly up to bleed tee in wing wheel well. f. After all air bubbles have been removed from brake assembly and brake line up to bleed tee in wing wheel well, retighten cap on tee. g. Put parking brake control in OFF position. h. Using manual hydraulic pump, still connected to brake assembly, continue to force bleed brake line up to bleed tee at firewall. Bleed tee (forward of co- pilot's master cylinder) until air bubbles are removed. i. Pull parking brake valve to ON position captiva- ting hydraulic fluid from brake assembly bleed port to park brake valve. j. Fill pilot's master cylinder reservoir. Use caution to maintain reservoir "brim full" while "pumping" master cylinder. k. Loosen cap on firewall bleed tee and pump master cylinder Until there are no bubbles at tee. l. Retighten cap on firewall bleed tee. NOTE Keep master cylinder reservoir full at all times. It may be necessary to actuate co-pilot brake pedal to dislodge air bubbles. m. When assured that all air bubbles are removed from brake line, remove transparent line from brake assembly and install cap on brake assembly bleed port. n. Place parking brake control in OFF position. o. Wrap master cylinder filler port cap with shop towel to prevent hydraulic fluid from squirting on aircraft upholstery when pumping brakes. p. Pump brakes until pressure builds up. q. If brake is still soft, repeat steps a. thru p. until air bubbles are removed from brake lines. r. Reinstall left (or right) brake on wheel. s. Repeat steps a. thru r. for bleeding right brake lines. t. After both left and right brake lines have been bled, remove drip pan. u. Reinstall items removed from main gear. v. Functional test brake system. w. Functional test landing gear by performing a gear retraction test to assure brake lines in wheel wells clear gear during retraction and extension. Brake Bleeding Procedure. MODEL 112B. MODEL 112TC (Serial numbers 13150 and Subsequent) MODEL 112TCA. a. Use a manual pump and MIL-H-5606 hydraulic fluid. b. Install return line for manual system to top of hydraulic reservoir. c. Install supply line to bleed tee at Wing Station 66.00 left side (see Figure 1-2 for station locations. d. Parking brake - OFF. e. Using manual pump, bleed brake system to 6-22 SECTION VI LANDING GEAR, WHEELS AND BRAKES ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL MODEL 112 X42 26 1. 2. 3. 4. 5. BLEEDER CAP BLEEDER SCREW O-RING PISTON RIVET (#561) 112B/TC/TCA X42 281 Figure 6-11. Brake Assembly 6-23 From PilotManuals.com / RareAviation.com SECTION VI LANDING GEAR, WHEELS AND BRAKES MAINTENANCE MANUAL reservoir until air bubbles are no longer evident at return line from top of reservoir. f. Parking brake - ON. g. Open bleed port at bottom of brake and bleed system until air bubbles are removed at bleed port. h. Tighten bleed port and remove supply line and cap bleed tee at W.S. 66.00 left side. i. Repeat steps b. thru h. for right side. ROCKWELL COMMANDER 112/B/TC/TCA TROUBLE-SHOOTING The best method of trouble-shooting is to decide on the various causes of a given trouble and then to eli- minate causes one by one, beginning with the most probable. The following trouble-shooting figure lists some of the most common troubles, which may be encountered in maintaining the landing gear system, its probable causes and remedies. 6-24 ROCKWELL SECTION VI commander MAINTENANCE MANUAL landing gear, 112/b/tc/tca wheels and brakes TROUBLE PROBABLE CAUSE REMEDY Nose wheel shimmy. Worn or loose wheel bearings. Tire imbalance. Worn torque link bolts or bushings. Loose shimmy dampener mounting. Inspect bearing and replace with new lubricated bearing if necessary. Remove tire for balance check. Rebalance. Check for play, overcenter tolerance. Replace worn bolts or bushings. Remove assembly and test. Service or replace if necessary. Excessive/uneven nose wheel wear. Incorrect tire pressure. Wear caused by shimmy dampener. Check tire pressure. Inflate to proper PSI (see Figure 6-9). Inspect shimmy dampener. Service or replace if necessary. Nose gear fails to steer properly. Spring cylinder operation. Cable off guide pulleys. Main wheel brake dragging. Shimmy dampener binding. Check for binding or broken spring. Replace cylinder assembly if neces- sary. Check adjustment of cable to tighten spring cylinder. Inspect cable routing. Reinstall cable and check pulley guards. Jack aircraft and check freedom of rotation. Remove brake line restric- tion. Inspect shimmy dampener. Replace defective part of unit. Main landing gear shimmy. Tire imbalance. Worn or loose wheel bearings. Remove tire for balance check. Rebalance. Check main wheels for play. Replace with lubricated bearings. Excessive/uneven main tire wear. Incorrect tire pressure. Check tire pressure. Inflate to proper PSI. (see Figure 6-9). Main gear strut bottoms on landing. Improper strut inflation. Defective internal strut parts. Check strut inflation. Inflate with zero load on strut. (See Figure 6-9). Inspect for leaks. Replace defec- tive parts. Dragging brakes. Parking brake valve holding. Check parking brake valve. Check and adjust properly. Figure 6-12. Trouble Shooting The Landing Gear System (Sheet 1 of 2) 6-25 From PilotManuals.com / RareAviation.com SECTION VI ROCKWELL LANDING GEAR, MAINTENANCE MANUAL commander WHEELS AND BRAKES 112/B/TC/TCA TROUBLE PROBABLE CAUSE REMEDY Dragging brakes (continued) Brakes fail to operate. Worn or broken piston return spring, (in master cylinder) Restriction in hydraulic lines or re- striction in parking brake valve. Worn, scored or warped brake discs. Damage or accumulated dirt restrict- ing free movement of wheel brake parts. Leak in system. Air in system. Lack of fluid in master cylinders. Master cylinder defective. If brake pedal fails to return after release and linkage is not binding, the master cylinder is faulty. Re- pair or replace master cylinder. Jack up wheel to be checked. Apply and release brakes, wheel should rotate freely as soon as brakes are released. If wheel fails to rotate freely, loosen brake line at brake housing to re- lieve any pressure trapped in the line. If wheel now turns freely, the brake line is restricted or there is a restriction in the brake master cylinder. Drain brake lines and clear the inside of the brake line with filtered compressed air. Fill and bleed brakes. If cleaning the line fails to give satis- factory results, the master cylinder or parking brake valve may be faulty and should be repaired. Visually check discs. Replace brake discs and linings. Check parts for freedom of move- ment. Clean and repair or replace parts as necessary. Check entire system for leaks. If brake master cylinders, parking brake valve, or wheel brake assem- blies are leaking, repair or replace as necessary. Bleed system. Check fluid level. Fill and bleed if necessary. Repair or replace master cylinder. Figure 6-12. Trouble Shooting The Landing Gear System (Sheet 2 of 2) 6-26 SECTION FLIGHT CONTROLS From PilotManuals.com / RareAviation.com section vi~- FLIGHT CONTROLS ' :/ ..... ili/B/TC/TCA iVSALsiTMAJuuAi. SECTION VII FLIGHT CONTROLS TABLE OE CONTENTS Page GENERAL DESCRIPTION............................ 7-1 MAINTENANCE OF FLIGHT CONTROLS................. 7-3 FLIGHT CONTROL SYSTEMS......................... 7-3 Control Column ............................. 7-3 Ailerons ................................... 7-3 Aileron Trim Tab.......................... . "7-8 Wing Flaps .................................. 7-8 Aileron and Flap Rigging (Alternate Method) 7-10 Rudder ...............-.............. 7-11 Elevators .................................. Elevator Trim Tabs................... 7-17 Aileron-Rudder Interconnect.......... 7-18 Control Surface Balancing....... ..... 7-20 TROUBLE SHOOTING .................... 7-21 GENERAL DESCRIPTION MODEL 112 (Serial numbers thru 380). The aircraft is equipped with all-metal flight control surfaces con- sisting of the ailerons, elevators, rudder, and wing flaps. Dual controls are provided for the ailerons, rudder and elevators. A switch on the lower right side of the instrument panel controls the electrically actu- ated wing flaps. Movable trim tabs installed on the elevators, are operated by a trim control wheel. The rudder trim control knob is located just to the left of the console while the elevator trim control wheel is in the center of the console. The position of the rudder trim is indicated by an indicator concentric to the control knob. The position of the elevator trim is indicated by an indicator strip viewed through a slot in the console. A fixed, ground adjustable trim tab is installed on the left aileron. The control column, control wheel, and rudder-brake pedals at the pilots and copilots position are mechanically interconnected to the push-pull rods, bellcranks, and cables which actuate the primary flight controls. All primary con- trol surfaces are balanced to prevent surface flutter and provide the best possible aircraft control charac- teristics throughout the complete range of normal Hight speeds. Control cable pulley brackets are pro- vided with guards to prevent the cable from jumping the pulley groove. The all-metal, electrically actu- ated wing flaps provide additional lift for shorter takeoff distances and slower landing speeds. Wing flaps may be positioned at any setting between UP and DOWN by intermittent operation of the flap switch. MODEL 112 (Serial numbers 381 and subsequent). MODELS 112B/TC/TCA. The aircraft is equipped with all-metal flight control surfaces consisting of the ailerons, elevators, rudder, and wing flaps. Dual controls are provided for the ailerons, rudder, and elevators. A switch on the lower right side of the instrument panel controls the electrically actu- ated wing flaps. Movable trim tabs installed on the elevators, are operated by a trim control wheel. The rudder trim control knob is located just to the left of the console while the elevator trim control wheel is in the center of the console. The position of the rudder trim is indicated by a gage in the lower instrument sub panel on the pilot's side of the air- craft. The position of the elevator trim is indicated by an indicator strip viewed through a slot in the con- sole. A fixed, ground adjustable trim tab is installed on the left aileron. The control column, control wheel, and rudder-brake pedals at the pilots and copilots position are mechanically interconnected to the push- pull rods, hellcranks, and cables which actuate the primary flight controls. AU primary control surfaces are balanced to prevent surface flutter and provide the best possible aircraft control characteristics through- out the complete range of normal flight speeds. Con- trol cable pulley brackets are provided with guards to prevent to prevent the cable from jumping the pulley groove. The all-metal, electrically actuated wing flaps provide additional lift for shorter takeoff distances and slower landing speeds. Wing flaps may be positioned at any setting between UP and DOWN by Intermittent operation of the flap switch. ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION VII FLIGHT CONTROLS 1. SPACER 2. IDLER SPROCKET ASSEMBLY 3. PILOT INPUT SPROCKET ASSEMBLY 4. FLANGE BEARING 5. UNIVERSAL JOINT 6. O-RING 7. CONTROL WHEEL SHAFT g. CONTROL WHEEL 9. RETAINER RING 10. MOUNTING 11. ELEVATOR ARM 12. CONTROL YOKE PIVOT BUSHING 13. AILERON CABLE PULLEY 14. CONTROL YOKE 15. CENTER SPROCKETS 16. CONTROL LOCK Figure 7-1. Control Column 7-2 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE OF FLIGHT CONTROLS MAINTENANCE MANUAL SECTION vn FLIGHT CONTROLS Special care must be exercised when performing con- trol system maintenance. Emphasis shall be given to security of attachment, correct alignment of rod ends, use of correct hardware, and proper safetying. Con- trol cables must be free of kinks, pulleys must be aligned with the cables, and guards must be installed in the pulley brackets. Position cable pulleys and route cables to avoid contact with the aircraft struc- ture. Inspect work areas for mislaid tools or parts, which could foul the controls, and perform a function- al check of the controls prior to replacement of ac- cess covers. It is recommended that a test flight be accomplished before the aircraft is released for routine operation when a control system component has been replaced or aircraft rigging has been altered. Rerigging the control systems will seldom be neces- sary if correct maintenance technique is employed when system components are removed and replaced. Do not disturb position of rod end fittings when control system components are removed, unless absolutely necessary. When this is necessary, record the amount of change required so that fittings may be re- turned to original position when maintenance or re- pair is completed. When control system components are being removed, carefully note location and posi- tion of attaching parts and hardware and return to original location or position when installing new com- ponents and parts. Complete rigging instructions are provided in succeeding paragraphs, for each flight control system. Read these instructions carefully before starting the rigging operation. Select and ac- complish only those rigging steps applicable to the job requirement. Cable tensions and control surface travel measurements are contained in Figure 7-13. Ambient temperature and temperature buildup within the airframe structure affect cable tension and must be given proper consideration when rigging control surfaces (see Figure 7-15). The following procedures should be followed when rigging control cables. a. Rigging should be accomplished in a hangar. When necessary to rig aircraft in the open it should be accomplished during coolest part of day with tail of aircraft pointing toward sun. If aircraft is moved into a hangar for rigging, allow 90 minutes for con- trol cables to adjust to hangar temperature. b. Control cable tension readings should be taken near the midpoint of cable and never closer than six inches to a cable terminal or within 18 inches of a pulley or fairlead. All control surfaces must be in the streamlined position when cable tension is taken. FLIGHT CONTROL SYSTEMS CONTROL COLUMN The control column which is supported by bushings and bearings is attached to the mounting yoke plate located at the forward end of the console tunnel. Control wheels are connected to control shafts that are con- nected to end sprockets on each end of the horizontal control yoke (see Figure 7-1). Chains are wrapped around the end sprockets, under the center idler sproc- ket and around the double sprocket on the control yoke. Direct cables connect to chain-ends through a series of pulleys to the aileron bellcranks. The elevator control cables connect to elevator arms on the control column and route through a series of pulleys to the elevator bellcrank. Aileron control wheels may be removed from the control shafts by removing attach- ing bolts and nuts. INSTALLATION OF CONTROL COLUMN PIVOT BUSHINGS AND BEARINGS. Remove the rear seat and floorboard assembly, front seats, Royalite and metal console covers from the airplane. Use the following procedure to replace the two bearings and bushings (see Figure 7-1). a. Relieve tension from aileron cables at turn- buckles aft of main spar. b. Relieve tension from elevator cables at turn- buckles in tailcone. c. Remove screw, nut and three washers from each side of control column pivot. (Note the position of the three washers so they can be reinstalled in the same position). d. Bottom of control column can now be posi- tioned forward or aft to allow pivot bushings and bearings to be removed and replaced from inside of console. e. After bushings and bearings have been re- placed, align pivot points of control column with screw holes in console and replace screws, washers and nuts. f. Tighten aileron and elevator turnbuckles, check tension and rerig as necessary. (Refer to paragraphs on aileron and elevator control rigging). g. Reassemble console covers and install seats. h. Be sure all turnbuckle safety clips are pro- perly installed. INSTALLATION OF O-RING IN CONTROL TUBE COLLAR. a. Remove hardware that attaches control tube to universal joint and remove tube (see Figure 7-1). b. Remove snap ring securing collar in mount- ing. Slide collar and O-ring out. c. Lubricate and install new O-ring on collar. Use clean MIL-H-5606 hydraulic fluid. d. Inspect inside surface of mounting for burrs or nicks. e. Lubricate inside surface of mounting, care- fully insert collar with O-ring installed and secure with snap ring. f. Insert control tube through collar and connect to universal joint. AILERONS An all-metal aileron is installed outboard of each wing flap. Each aileron operates on hinges, attached to the aft wing spar. The aileron control wheels are me- chanically interconnected through a series of control chains, sprockets and cables. Control cables extend aft from the control column passing under the floor 7-3 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION VII FLIGHT CONTROLS structure and through idler pulleys to a bracket as- sembly. The cables are then routed through the brac- ket assembly and out through the wing to the aileron bellcranks. Adjustable push-pull rods connect the aileron bellcranks to the ailerons. REMOVAL AND INSTALLATION OF AILERONS a. Disconnect aileron push-pull rod at aileron. Do not change position of rod end on push-pull rod. b. Remove aileron hinge screws. c. Remove aileron from aircraft. Installation of the aileron is the reverse of the removal procedure. In the event push-pull rod length has been altered, streamline trailing edge of opposite aileron with trailing edge of wing and flap and secure with a temporary lock. Adjust push-pull rod length to align attaching bolt hole with hole in aileron hinge fitting, when aileron is in neutral position. Recheck aileron rigging. REMOVAL AND INSTALLATION OF AILERON CON- TROL CABLES. Remove the rear seat and floorboard assembly, front seats, Royalite and metal console covers from the airplane. Use the following proce- dure to remove the aileron cables (see Figure 7-2). NOTE To help when reinstalling aileron cables, tag each cable to identify and attach a wire to each cable end before drawing it through wing or fuselage. a. Remove aileron bellcrank access plate (fur- thest outboard) from each wing. b. Disconnect aileron cables from turnbuckles aft of main spar. c. Disconnect cable ends from aileron bellcrank in wings. d. Draw cables from wings into fuselage. e. To remove cables from fuselage, disconnect cables from chains at control column and very care- fully feed cable ends between cable guards and pul- leys mounted on control column. f. Remove cable guard from under pulleys in console. Also remove cable guards at pulleys aft of main spar. g. Cables may be drawn from console through spar and removed from airplane. h. To replace aileron cables, reverse above procedure. i. Check tension and re-rig per Rigging Proce- dures. j. Be sure all turnbuckle safety clips are in- stalled, all cables and cable guards are properly installed, all jam nuts tightened, then replace all parts removed for access. REMOVAL AND INSTALLATION OF AILERON BELL- CRANK. a. Remove aileron bellcrank access plate (furthest 7-4 outboard) from wing. b. Remove screws attaching aileron stop-bracket and remove bracket (Model 112, Serial numbers thru 50). c. Disconnect aileron push-pull rod from bellcrank. d. Identify and disconnect aileron cables from bell- crank. NOTE Cables will have to be loosened to disconnect them from the bellcrank. e. Remove bellcrank by removing attaching hard- ware from top and bottom attaching points. f. Replace bellcrank by reversing preceding instructions. g. Recheck cable tension and re-rig as necessary. RIGGING NOTE Flaps must be rigged before the ailerons. Rigging procedures are typical for both ailerons. a. Remove rear seat and floorboard assembly to gain access to aileron turnbuckles aft of main spar. Remove bellcrank access plates on underside of wing. b. Insert control wheel lock in control column. c. Set aileron bellcrank to neutral position with alignment tool (see Figure 7-2). Alignment tool number RF 42003 for Model 112 (Serial numbers thru 50) is available from the factory. On Model 112 (Serial numbers 51 and subsequent) and Models 112B/ TC/TCA, set aileron bellcrank to neutral position with rig pin. Place rig pin through hole in bellcrank support and bellcrank. NOTE Use the alternate method rigging proce- dures if alignment tool RF42003 is not available, or difficulty is encountered in rigging either with the tool or rig pins. d. Assure control chain is located as depicted in Figure 7-3. e. Adjust turnbuckle, located aft of main spar to obtain correct tension on each cable. (Refer to Figure 7-13 for correct tension). f. Adjust push rod to bring trailing edge of ail- eron 0.16 ( 0.12) inch above outboard end of flap. Trailing edge is now at zero position. Tighten push rod check nuts. g. Remove bellcrank alignment tool or rig pin from both ailerons and remove control wheel lock from control column. h. Rotate control wheels clockwise to deflect right aileron up and left aileron down. Adjust right aileron stop to position right aileron at 25 (- 2) de- grees up for Model 112 with Serial numbers through 222 and 20 to 27 degrees up position for aircraft with Serial numbers 223 and subsequent. Left aileron should be at 9 (+ 2) degrees down position. Tighten aileron-stop checknut. Change 2 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL section vn FLIGHT CONTROLS Figure 7-2. Aileron Controls (Sheet 1 of 3) 7-5 ROCKWELL COMMANDER 1 12/b/TC/TCA SECTION vn FLIGHT CONTROLS MAINTENANCE MANUAL Figure 7-2. Aileron Controls (Sheet 2 of 3) 7-6 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION vn FLIGHT CONTROLS Figure 7-2. Aileron Controls (Sheet 3 of 3) 7-7 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION VII FLIGHT CONTROLS Figure 7-3. Aileron Control Chain Location i. Rotate control wheels counterclockwise to de- flect left aileron up and right aileron down. Adjust left aileron stop to obtain a 25 (J 2) degrees up posi- tion for Model 112 with Serial numbers through 222 and 20 to 27 degrees up for aircraft with Serial num- bers 223 and subsequent. Right aileron should be at 9 (+ 2) degrees down position. Tighten aileron-stop checknut. j. Check difference between left and right ailerons in the up position. There shall not be more than four degrees difference. k. Adjust aileron down stops to contact bellcrank while up stop on opposite side of aircraft is in con- tact with bellcrank. Tighten aileron-stop check nut on Model 112 (Serial numbers 471 and subsequent) and Models 112B/TC/TCA. l. Be sure all turnbuckle safety clips are installed, all cables and cable guards are properly installed and all jam nuts are tightened, then replace all parts removed for access. m. Check aileron system for friction. If friction is apparent, check for following: 1. Frozen, defective or dry bearings. 2. Control surfaces improperly aligned with matching surfaces. 3. Pulleys frozen or cables rubbing. n. Check aileron trailing edge free play at in- board end of aileron with aileron in zero degree rigging position. Check free play does not exceed 0.12-inch. NOTE Do not apply more than one pound pressure to trailing edge when measuring free play. Test fly aircraft and correct one wing low condition by adjusting ground adjustable trim tab. See information under Aileron Trim Tab. AILERON TRIM TAB A fixed-position trim tab is attached to the left aileron. A left wing high attitude may be corrected by bending the trim tab down. Bending the tab up will correct a left wing low attitude. Use forming block when bend- ing tab, and do not bend more than 0. 50-inch tab de- flection in either direction. WING FLAPS An all-metal wing flap installed on each wing is at- tached to the aft wing spar and extends outboard from the fuselage to the ailerons. These wing flaps are electrically operated and controlled by a switch lo- cated on the lower right side of the instrument panel. Power from the electric motor is transmitted to the flaps through a jackscrew connected to a torque tube, and from the torque tube to the flaps with push-pull rods. REMOVAL AND INSTALLATION OF WING FLAPS a. Disconnect flap push-pull rod at flap. Do not change position of rod end on push-pull rod. b. Remove flap hinge bolts. c. Remove flap from aircraft. Installation of the flap is the reverse of the removal procedure. In the event push-pull rod length has been altered, the flap will have to be completely re- rigged. REMOVAL AND INSTALLATION OF FLAP MOTOR ASSEMBLY a. Remove rear seat and floorboard assembly to gain access to flap motor located aft of main spar. b. Separate two connector plugs on flap assem- bly wire harness and disconnect ground wires. c. Remove hardware attaching flap motor jack- screw housing to torque tube (see Figure 7-4). d. Remove hardware attaching forward end of flap motor assembly to spar mount bracket. e. Remove flap motor assembly. To install, reverse this procedure. RIGGING. Remove the rear seat and floorboard as- sembly, and the inboard access plate located between the wings and fuselage on the under side of the wings. NOTE Left and right flaps to be rigged at the same time. Aircraft to be on jacks with landing gear clear of the ground. a. Place a propeller protractor 12 inches aft of firewall on bottom surface of aircraft at centerline. Zero protractor. b. Position propeller protractor on flap as shown in Figure 7-11, at 1.50 inches in from out- board edge normal to flap trailing edge. Adjust push-pull rods to obtain a reading of 11-1/2 ( 1) degrees. c Note three limit switches on flap motor sup- port rod. Refer to forward switch as number one, center switch as number two and aft switch as num- ber three (see Figure 7-5). d. Adjust switch number one so jackscrew collar has just actuated switch lever. Tighten set- screw. 7-8 Change 2 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION vn FLIGHT CONTROLS 2. TORQUE TUBE 3. SUPPORT BEARING 4. LIMIT SWITCH NUMBER 3 5. LIMIT SWITCH NUMBER 2 6. LIMIT SWITCH NUMBER 1 7. FLAP MOTOR XS7 7 Figure 7-4. Flap Controls Installation 7-9 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION VII FLIGHT CONTROLS 35 DEGREE WING FLAP/ 25 DEGREE WING FLAP/ GEAR WARNING SWITCH (LIMIT SWITCH NUMBER 2) GEAR WARNING SWITCH (LIMIT SWITCH NUMBER 3) JACK-SCREW COLLAR WING FLAP MOTOR Figure 7-5. Wing Flap Warning Switch 0 DEGREE WING FLAP/ GEAR WARNING SWITCH (LIMIT SWITCH NUMBER 1) e. Lower flaps to fully extended position using propeller protractor, 35 ( 2) degrees. f. Adjust switch number three so jackscrew collar has just actuated switch lever. Tighten set- screw. g. Position flaps 10 ( 2) degrees down using protractor. h. Adjust flap position sender to obtain a reading on flap position indicator in instrument panel. Read- ing should be within two degrees of true flap position. i. Position flaps at 22-1/2 (+ 2-1/2) degrees using flap position indicator. j Retract landing gear. k. Adjust switch number two so jackscrew collar has just actuated switch lever (gear warning bell or horn sounds). Tighten setscrew. l. Position flaps to 35 degrees. Allow actuator to shutoff flap motor. Check gear warning bell or horn continues to sound through flap range of 22-1/2 (J 2-1/2) degrees to full down position. m. Check flap position indicator reading. Indi- cator should read 35 (- 2) degrees. n. Position flaps to zero degree. Check gear warning bell or horn stops sounding at position indi- cator readings between 25 degrees and 20 degrees. o. Recheck indicator zero degree reading. p. Recheck 22-1/2 ( 2-1/2) degrees indicator readings. 4- Lower landing gear. r. Make sure all jam nuts are tightened and all switches are secure, then replace all parts removed for access. AILERON AND FLAP RIGGING(ALTERNATE METHOD) This alternate method of rigging ailerons and flaps is provided in the event problems are encountered 7-10 while rigging by the standard method. The ailerons and flaps will have to be rigged simultaneously when using this procedure. a. Place propeller protractor 12 inches aft of firewall on bottom surface of aircraft at centerline (see Figure 7-11). Adjust protractor to zero degrees. Be certain protractor is not rotated 180 degrees. b. Set flaps in fully retracted position and adjust push-pull rods to obtain a reading of 11-1/2 ( 1) degrees. c. Set protractor on outboard edge of flap and reset index to zero. This will also be zero or neu- tral position for ailerons. d. Place protractor on aileron surface 1.50 inches out from inboard edge of aileron normal to trailing edge. e. Loosen aileron control cables and place ground adjustable aileron tab(s) in center position. f. Set aileron bellcrank so aileron push-pull rod is directly under bellcrank pivot point, see Figure 7-11. Clamp or hold bellcrank in this posi- tion. g. Adjust aileron push-pull rod to position ail- eron 9 (+ 2) degrees down from neutral. h. Adjust aileron stop to obtain 25 (J 2) degrees up position on aileron for Model 112 with Serial num- bers through 222 and 20 to 27 degrees up position for aircraft with Serial numbers 223 and subsequent. i. Repeat steps f. thru h. for opposite aileron. j. Clamp a rigging bar to aileron control wheels to neutralize control wheels. k. Clamp ailerons to flaps. HOTI Use spacer blocks on flaps if needed. l. Assure control column chain is located as depicted in Figure 7-4. m. Adjust turnbuckle, located aft of main spar, to obtain correct tension on each cable (refer to Figure 7-14 for correct tension). m. Adjust turnbuckle, located aft of the main spar, to obtain correct tension on each cable (refer to Figure 7-14 for correct tension). CAUTION All cables should be tensioned evenly to prevent damage at clamping points. Cables should be tensioned within five pounds of each other. n. Remove any clamps, holding fixtures or rigging bars. o. Assure all turnbuckle safety clips are installed, all cables and cable guards are properly installed and all checknuts are tightened. p. Turn control wheels clockwise to deflect right aileron up and left aileron down. Check right aileron Change 2 From PilotManuals.com / RareAviation.com SECTION VII FLIGHT CONTROLS MAINTENANCE MANUAL ROCKWELL COMMANDER 112/B/TC/TCA for 25 (J 2) degrees up position on aileron for Model 112 with Serial numbers through 222 and 20 to 27 degrees up position for aircraft with Serial numbers 223 and subsequent. Check left aileron for 9 (- 2) degrees down position. q. Adjust aileron down stops to contact bellcrank while up stop on opposite side of aircraft is in con- tact with bellcrank. Tighten aileron stop checknut on Model 112 (Serial numbers 471 and subsequent) and Models 112B/TC/TCA. r. Replace all parts removed for access. s. Check aileron and flap systems for friction. If friction is apparent, check for following: 1. Frozen, defective or dry bearings. 2. Control surfaces improperly aligned with matching surfaces. 3. Pulleys frozen or cables rubbing. 4. Check universal joints for wear or binding. t. Test fly aircraft and check for one wing low condition. NOTE Do not attempt to re-rig the ailerons to correct a wing low condition. A ground adjustable trim tab installed on the left aileron can be used for a fine adjustment. Some aircraft left the factory without the tabs. These tabs are available from the factory and can be installed per Service Letter No. SL-112-7. RUDDER Dual rudder-brake control pedals enable the pilot or copilot to control the rudder, brakes, and nose wheel steering. The rudder control system consists of me- chanical linkage and cables connecting the rudder pedals to the rudder. The rudder pedals are connected to rudder bars, which in turn are connected to the rudder bellcrank with push-pull rods. Cables are at- tached to the bellcrank and are routed aft through a series of pulleys to the rudder horn. When force is applied to one rudder pedal, the cables move in op- posite directions, turning the rudder horn and rudder. The pedals are connected to the nose wheel steering with cables and bungee assemblies which act as return springs for the rudder pedals. REMOVAL AND INSTALLATION OF RUDDER PEDALS. Use Figure 7-6 as a guide when removing and installing rudder pedals. removal and installation of rudder. a. Remove aft baggage curtain and stinger from airplane. b. Relieve tension and disconnect cables from rudder. c. Remove bolts from hinges. d. To install rudder, reverse procedure. e. Set cable tension and check rigging and adjust- ment per rigging procedures. f. Be sure all turnbuckle safety clips and properly installed, then replace all parts removed for access. REMOVAL AND INSTALLATION OF CONTROL CABLES a. Remove rear seat and floorboard assembly, front seats, Royalite and metal console covers and stinger assembly from airplane. b. Remove aft baggage curtain to gain access to tail cone. c. Relieve tension and disconnect cables at turn- buckles (see Figure 7-7). d. Remove all cable guards from rudder cable pulley and disconnect cables from rudder horn. Cables, from turnbuckle aft, are free for removal. e. Disconnect cables from rudder bellcrank in tunnel area and cables from turnbuckles forward are free for removal. f. To replace rudder cables, reverse procedure. g. Set cable tension and check rigging and adjust- ment per rigging instructions. h. Be sure all turnbuckle safety clips, and all cables and cable guards are properly installed. Be sure all jam nuts are tightened, then replace all parts removed for access. RIGGING a. Remove baggage compartment curtain to gain access to turnbuckles in tailcone and remove stinger to gain access to rudder stops. b. Clamp all left and right rudder pedals in neutral position. The lower forward surface of pedals will accommodate a metal straight edge. c. Disconnect turnbuckles and position rudder surface three degrees to right of zero position (see Figure 7-13). d. Set protractor at waterline 92.70. Set rudder at three degrees right of zero position and reconnect control cables at turnbuckles. e. Rig control cables to a cable tension of 45 (+ 5) pounds. f. Check rudder for 3 degree neutral position. Adjust turnbuckles on nose gear steering cables to "bottom" internal stops in spring cartridges, then tighten turnbuckle past "bottom" 5 (+ 3) turns. Main- tain 3 degree neutral position. Safety turnbuckles on Model 112 (Serial numbers 381 and subsequent) and Models 112B/TC/TCA. g. Remove straight edge from rudder pedals. h. Push right rudder pedal to stop. i. Adjust right rudder travel stop to limit de- flection of rudder surface at 28 (+ 2) degrees right of aircraft centerline, 25 (t 2) degrees right of 3 degrees neutral position as shown in Figure 7-13. Rudder travel shall be 25 (t 2) degrees left and right of neutral position. Tighten checknut on stop. Model 112B right rudder surface deflection is 28 (i 1) de- grees right of aircraft centerline. Travel shall be 26 (+ 2) degrees left of neutral position and 25 (+ 2) degrees right of neutral position. NOTE The rudder travel stops are installed on the empennage forward of the rudder bellcrank. j. Push left rudder pedal to stop. k. Adjust left rudder travel stop to limit deflec- 7-11 Change 2 ROCKWELL COMMANDER 112/B/TC/TCA SECTION VII FLIGHT CONTROLS MAINTENANCE MANUAL Figure 7-6. Rudder Pedal Installation (Sheet 1 of 2) tion of rudder surface as shown in Figure 7-13. Tighten checknut on stop. l. With aircraft on jacks, retract (landing gear and check rudder system for friction. If friction is evident, check for following: 1. Frozen, defective or dry bearings. 2. Control surface improperly aligned with matching surface. 3. Pulleys frozen or cables rubbing. m. Check turnbuckles for safety clips and make sure jam nuts are tight on rudder stops, then re- place aft baggage curtain and install stinger. RIGGING AND ADJUSTMENT OF RUDDER TRIM. MODEL 112 (Serial numbers thru 380). The rudder control system must be rigged before rigging the trim. The aircraft must be on jacks, gear clear of the ground, and nose gear steering cables slack. 7-12 a. Rotate rudder trim knob counterclockwise to stop. Rotate knob clockwise four full turns. b. Loosen indicator disc on knob and adjust pointer to horizontal. Tighten in position. This position is zero degree rudder trim (3 degrees right of rudder). c. Check rudder for zero degree rigging position. Adjust turnbuckles on nose gear steering cables (located forward of the firewall) to bottom internal stops on forward cable against nose wheel steer- ing bungee tube. Tighten turnbuckles past bottom one-half turn minimum to three turns maximum to maintain zero degree position. Safety wire turn- buckles. d. Rotate trim knob counterclockwise to stop. Check rudder for left movement. Return knob to zero degree. e. Rotate trim knob clockwise to stop. Check From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION vn FLIGHT CONTROLS Figure 7-6. Rudder Pedal Installation (Sheet 2 of 2) rudder for right movement. Return knob to zero degree. f. Retract gear and check left and right trim movement. g. Check free fall of nose gear to determine no friction or binding is evident. RIGGING AND ADJUSTMENT OF RUDDER TRIM. MODEL 112 (Serial numbers 381 and subsequent) and MODELS 112B/TC/TCA. The rudder and nose wheel steering system must be rigged before connect- ing rudder trim to rudder pedal torque tube arm. Aircraft must be on jacks, gear extended and clear of ground. a. Clamp all left and right rudder pedals in neu- tral position. Lower forward surface of pedal will accommodate a metal straight edge. b. With rudder trim bungee disconnected rotate rudder trim knob right or left until hole in rudder Change 1 trim clevis is aligned with hole in rudder trim arm on rudder pedal bar, and install hardware (see Fig- ure 7-6). c. Remove straight edge from rudder pedals. d. Rotate trim knob clockwise to stop. With indicator at right index, connect indicator cable to rudder trim barrel nut, then tighten clamp holding indicator cable to rudder trim bracket. e. Retract landing gear. Rotate trim knob counterclockwise to stop, and check rudder for right and left movement. NOTE If position of indicator is not within one needle width from left index, re- rig indicator cable so extreme indi- cator positions will be equal distance from right and left indexes. 7-13 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION VII FLIGHT CONTROLS Figure 7-7. Rudder Controls I. Rotate trim knob clockwise to stop. Check rudder for right movement. Return knob to neutral. g. Check rudder pedal for freedom of movement as follows: Push right pedal to stop then return pedals to neutral. Push left pedal to stop then return rudder pedals to neutral. h. Extend landing gear. i. Rotate trim knob counterclockwise to stop, then return knob to neutral. j. Rotate trim knob clockwise to stop then return knob to neutral. k. Recheck freedom of movement per step g.above. ELEVATORS Each elevator is hinged at three places and attached to the aft spar of the horizontal stabilizer. The elevators are operated by the fore and aft movement of the con- trol column. Elevator arms, attached to the control column in the console tunnel, are connected to control cables which are routed through a series of pulleys to the elevator bellcrank. The bellcrank is connected to the elevator horn with a push-pull rod. When the control wheel is moved forward or aft, the cables move in opposite directions, turning the bellcrank, which in turn pushes or pulls the control rod, causing the ele- vators to move up or down. Two turnbuckles, installed in the elevator control system between fuselage stations 205. 00 and 230. 50, permit control cable tension ad- justment. REMOVAL AND INSTALLATION OF ELEVATORS a. Disconnect actuator rod. b. Remove bolts at hinge. c. Remove six screws and two bolts at inboard end of elevator and remove elevator. Installation of the elevator is the reverse of the re- moval procedure. REMOVAL AND INSTALLATION OF ELEVATOR CONTROL CABLES a. Remove front seats, rear seat and floorboard assembly, console covers, aft baggage curtain and stinger from airplane. b. Relieve tension and disconnect cables at turn- buckles (see Figure 7-8). c. Remove cable guards from pulleys and dis- connect cables at both ends. Bolts attaching cables to elevator bellcrank are accessible through holes in aft fuselage bulkhead. 7-14 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION vn FLIGHT CONTROLS Figure 7-8. Elevator Controls d. Rubber grommets will have to be pushed out of holes in fuselage bulkheads so cable ends can be drawn through holes. e. To replace elevator cables, reverse this procedure. f. Set cable tension and check rigging and adjust- ment per rigging procedures. g. Be sure all turnbuckle safety clips and all cable and cable guards are properly installed. Be sure all jam nuts are tightened, then replace all parts removed for access. RIGGING a. With control cables slack, adjust control column and insert control lock (see Figure 7-1). b. Set elevators in zero degree rigging position by aligning elevator balance horn with horizontal stabili- zer. Clamp left and right elevator in position. If both elevator balance horns do not align with the hori- zontal stabilizer, clamp both elevators in average position. This average position shall be the zero rigging position. Leading edge of elevator must align with leading edge of horizontal stabilizer with- in 0.35-inch or t 2 degrees. c. Adjust control cables to a tension of 65 (t 5) pounds. d. Remove control column control lock and remove clamps from elevator surfaces. e. Check angular difference between left and right elevator does not exceed two degrees. f. Remove control lock from control column. g. Pull control wheel full aft to stop. Elevator stops are in aft end of tailcone at position where cables connect to bellcrank (see Figure 7-11). Ad- just up elevator stop cam for 30 ( 2) degrees up elevator. Tighten bolt and nut on up stop cam. h. Push control wheel full forward to stop. Adjust down elevator stop cam for 13 (+2, -1) degrees down elevator. Tighten bolt and nut on down stop cam. i. Assure all turnbuckle safety clips are in- stalled, all cables and cable guards are properly in- 7-15 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION VII FLIGHT CONTROLS 1. ELEVATOR TRIM PUSHROD 2. JACKSCREW ASSEMBLY 3. ELEVATOR TRIM CHAIN 4. PULLEYS 5. ELEVATOR TRIM TURNBUCKLES 6. LEFT ELEVATOR TRIM CABLE 7. RIGHT ELEVATOR TRIM CABLE 8. COTTER PIN 9. SPRING 10. ELEVATOR TRIM INDICATOR STRIP 11. TRIM WHEEL SUPPORT 12. ELEVATOR TRIM WHEEL 13. PULLEYS 14. AILERON PULLEY BRACKETS 15. PHENOLIC GUIDE BLOCKS X27 9 Figure 7-9. Elevator Trim Controls 7-16 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION vn FLIGHT CONTROLS stalled and all jam nuts are tightened. Replace all parts removed for access. ELEVATOR TRIM TABS Controllable trim tabs, located on the inboard trailing edge of each elevator, are operated by an elevator trim tab control wheel installed in the center console (see Figure 7-10). A portion of the trim tab control wheel extends through the center console, and when rotated, actuates the trim tab through a mechanical linkage consisting of cables, chains, jackscrew as- sembly and push rods that attach to the trim tab. Turnbuckles between fuselage stations 179.98 and 262.75 are utilized for rigging and adjusting cable tensions. An indicator strip, visible through a slot in the console, indicates neutral, nose up or nose down positions. REMOVAL OF ELEVATOR TRIM CONTROL WHEEL AND CABLES. a. Remove front seats, rear seat and floorboard assembly, console covers and aft baggage curtain from airplane. b. Relieve tension and disconnect cables at turn- buckles (see Figure 7-9). c. Remove cable guards from elevator trim pulleys located in aft part of fuselage. d. Pull left, or nose down cable, down far enough to gain access to point where cable end is attached to elevator trim control chain and disconnect cable. Repeat for right, or nose up cable. e. Remove cable guard from pulley cluster loca- ted at station 179.98. f. Remove screws, nuts and washers attaching phenolic guide blocks to aileron pulley bracket, loca- ted aft of main spar. Remove guide blocks. g. Remove cable guard from pulley cluster loca- ted beneath trim wheel. h. Remove trim wheels by disconnecting eleva- tor trim indicating strip and removing cotter pins from trim wheel supports. i. Lift trim wheel up, draw cables out through console, unwrap cables from trim wheel drum and pull cable swage pin out of drum. INSTALLATION OF ELEVATOR TRIM CONTROL WHEEL AND CABLES. a. Determine which of two elevator trim cable ends has right hand threads. This portion of cable must be used as right elevator trim cable. b. Find center of cable, (where swage pin is installed) and insert swage pin into hole in trim wheel drum (see Figure 7-10). c. Hold trim wheel up and wrap right portion of cable clockwise, four wraps, around drum (see Figure 7-10. Wrap tape around cables to temporar- ily hold in place. d. Wrap left portion of cable, counterclockwise, four wraps around drum (see Figure 7-10). Wrap tape around cables to temporarily hold in place. e. Install trim wheel and insert cotter pins through supports. f. Route cables around trim cable pulleys as depicted in Figure 7-10 and back through console. g. Feed cables between aileron pulley bracket and install phenolic guide blocks. h. Route cables under baggage compartment floor and through pulleys at station 179.98. i. With elevator trim tab neutralized, ends of trim chain should be even. Connect two rear trim cables to trim chain. Be sure that right rear cable has left hand threads on end that screws into turn- buckle. j. Be sure cables are not crossed and are in proper pulley grooves, then clamp trim wheel in neutral position. (Neutral position is with swage pin straight up, and four cable wraps on each side). With elevator trim tab in neutral position, connect cables at turnbuckles. Adjust turnbuckles to obtain correct tension on each cable. (Refer to Figure 7-13 for correct tension). k. If elevator trim indicator strip has been re- moved, wrap end around trim wheel shaft, counter- clockwise, three wraps, and install ring to secure. Hook other end of strip to spring. Assure that trim wheel is in neutral position; indicator strip should indicate neutral. L Check rigging and adjustment per paragraph on Rigging and Adjustment of Elevator Trim Controls. m. Be sure turnbuckle safety clips and cable and cable guards are properly installed; then replace all parts removed for access. REMOVAL AND INSTALLATION OF ELEVATOR TRIM JACKSCREW COMPONENTS a. Remove aft baggage curtain from airplane. b. Relieve tension on elevator trim cables by loosening turnbuckles located in tailcone. (Apply tape to cable on trim wheel). c. Remove jackscrew access plates located on bottom of stabilizer. d. Disconnect chain from cable by removing master link and pull chain from around sprocket. e. Remove stop guard bracket by removing re- taining bolts. f. Drive out roll pin, then remove sprocket by unscrewing. g. Disconnect push rod from elevator and remove elevator. h. Remove internal components of jackscrew by pulling push rod aft. i. Clean parts thoroughly with cleaning solvent. j. After parts have dried, install existing jack- screws in existing elevator trim actuator housing and operate jackscrews through their entire range of travel. k. If any roughness is noted, inspect jackscrews for nicks or burrs. l. If nicks or burrs are found on jackscrews, re- move with crocus cloth or if necessary, replace jackscrews. m. Before reassembling elevator trim actuator assemblies, lubricate jackscrew threads with molyb- 7-17 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION VII FLIGHT CONTROLS 1. ELEVATOR TRIM WHEEL 2. SWAGE PIN 3. ELEVATOR TRIM CABLES X 27 3 Figure 7-10. Elevator Trim Wheel denum disulphide type lubricant (MIL-G-21164) such as Aero Shell #17. n. Assemble and install jackscrew assembly by reversing removal steps. o. Check rigging and adjustment per paragraph on Rigging and Adjustment of Elevator Trim Controls. p. Be sure turnbuckle safety clips are properly installed, then replace all parts removed for access. RIGGING AND ADJUSTMENT OF ELEVATOR TRIM CONTROLS a. Install control wheel lock in control column. b. Rotate elevator trim wheel until zero degree position is reached. At zero degree position swage pin (Figures 7-9 and 7-10) will be at 12 o'clock posi- tion and three cable wraps will be visible on each side of swage pin. c. Separate control cables at turnbuckles. d. Disconnect elevator trim tab push rod at actuator jackscrew. e. Adjust actuator jackscrew to obtain a dimension of 2.05 inches between actuator housing and centerline of hole in end of jackscrew. f. Connect elevator trim tab push rod to actuator jackscrew. g. Align elevator trim tab trailing edge with ele- vator trailing edge at zero degree. Clamp elevator trim tabs in zero position. h. Relocate chain on actuator sprocket as required. Moving chain one tooth on sprocket will move tab 0.30' degree. 1/2 turn of actuator jackscrew will move trim tab 3.30' degrees. Check that angular difference between left and right elevator trim tab does not exceed 1 degree. i. Reconnect turnbuckles. Adjust cable tension to 12-15 pounds. CAUTION After the turnbuckles have been adjusted, recheck the cable tension. j. Be sure turnbuckle safety clips, cotter pins and cables and cable guards are properly installed, then replace all parts removed for access. k. Remove clamps from control surfaces. l. Turn elevator trim wheel aft until elevator trim tab is 26 ( 1) degrees down relative to elevator. m. Check position of chain on left actuator sprocket and back off chain by turning trim wheel as required to install chain position stop. Recheck that stop limits tab travel to 26 (+ 1) degrees down. n. Turn elevator trim wheel forward until tab is 15 (t2) degrees up relative to elevator. o. Check position of chain on left actuator sprocket and back off chain by turning trim wheel as required to install chain position stop. Recheck that stop limits tab travel to 15 (t 2) degrees up. p. Check that both left and right trim tabs angular difference does not exceed one degree. q. Check trim tabs free play with elevators full down and full nose down trim. Trailing edge of trim tabs should not exceed a maximum free play of .045. r. Remove control wheel lock from control column. AILERON-RUDDER INTERCONNECT AILERON-RUDDER INTERCONNECT RIGGING. MODELS 112B/TC/TCA. The aileron and rudder systems must be properly rigged before rigging aileron-rudder interconnect. a. Remove rear seat and floor boards. b. Install control wheel lock in control column. c. Clamp all right and left rudder pedals in neutral position. Lower forward surface of pedals will accommodate a metal straight edge. d. Attach clamp and plate to right (left) rudder control cable 0.65 inches forward of flap torque tube (see Figure 7-12). e. Install right (left) spring and cable assembly (see Figure 7-12). f. Preload interconnect spring 0.50 inches, and clamp cable end to aileron balance cable. g. Install cable guards on pulley. h. Repeat steps d. through g. to install left (right) interconnect cable assembly. i. Remove straight edge from rudder pedals, and control lock from control column. j. Check aileron and rudder systems for freedom 7-18 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION VII FLIGHT CONTROLS X27 13 Figure 7-11. Control Surfaces Rigging (Sheet 1 of 2) 7-19 ROCKWELL COMMANDER 112/B/TC/TCA SECTION VII FLIGHT CONTROLS MAINTENANCE MANUAL AILERON PUSH-PULL ROD FUSELAGE STATION 144.26 BELLCRANK POSITION FOR ALTERNATE RIGGING OF AILERON X27 13 A5 Figure 7-11. Control Surfaces Rigging (Sheet 2 of 2) of movement and full travel. k. Be sure all clamps are tight and cable guards are installed, then replace all parts removed for access. CONTROL SURFACE BALANCING All flight control surfaces are balanced to provide the best possible aircraft control characteristics through- out the full range of normal flight speeds. Control sur- face balance should be checked after painting, repair, or other maintenance actions which would alter its weight and weight distribution. Balancing articles similar to those shown in Figure 7-14, should be used for control surface balancing. Balancing should be accomplished in a draft free area. Changes to con- trol surface balance, which exceeds specified toler- ances, can be avoided by employing correct mainte- nance technique when painting or repairing a surface. When repainting a control surface carefully remove existing paint and primer. Suspend surface from its leading edge and apply new primer and paint evenly to all surfaces. When sheet metal repairs are re- quired, weigh the material removed from the surface in preparation for repair. The weight of material used to accomplish a repair should be as near as possible to the weight of material removed during repair preparation. To balance a control surface the entire assembly must be painted and balanced. All counterweights and rudder and elevator tips must be installed, and all push rods must be connected to trim tabs and all tabs must be taped in neutral posi- tion. To determine if control surfaces are in balance proceed as follows. AILERON a. Make two balance blocks by nailing together blocks of wood (1x4x7 and 4x4x4) (see Figure 7-14). b. Secure the balance blocks to a flat surface 60 inches apart allowing a 3-inch overhang (see Figure 7-14). c. Clamp hinges to top of blocks. d. Make a balance beam by marking a 36-inch 1x2 board at its midpoint. Attach a stiff wire hook on beam so it strikes trailing edge of unit, and coun- ter balancing hook by nailing washers on other end of beam. e. Set midpoint of balance beam on hinge line at mid span of aileron. f. Slip wire hook under trailing edge. Vertical distance between trailing edge and balance beam should be 2.25 inches. 7-20 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION vn FLIGHT CONTROLS Figure 7-12. Aileron-Rudder Interconnect Rigging g. Hang a one pound weight on balance beam four- inches forward of hinge line. Aileron should balance or trailing edge should rotate up. h. Increase or decrease balance weight assembly as required to balance aileron. ELEVATOR a. On a flat surface secure two 3/8-inch dia- meter, 6-inch long rods 45. 5 inches apart (see Fig- ure 7-14). Allow rods to hang over edge approxi- mately 3 inches. (A bolt may be mounted in rod ends to prevent elevator from slipping off). b. Slide 1/4-inch bolts through center and outboard hinges of elevator. c. Position elevator over rods such that bolts rest on rods. d. Make balance beam as directed in aileron section. e. Place midpoint of balance beam over hinge line of elevator at inboard edge of tip. f. Slip wire hook under trailing edge of elevator. Vertical distance between trailing edge and balance beam should be 1.25 inches. g. Hang a 1-pound weight 12. 5 inches forward of hinge line. Elevator should balance or trailing edge should rotate up. h. Increase or decrease balance weight as required to balance elevator. RUDDER a. Attach rods as described in elevator section. b. Slide 1/4-inch bolts through upper and lower hinges. Tighten with jam nuts. c. Position rudder over rods so bolts rest on rods (see Figure 7-14). Rudder should balance or trailing edge should rotate up. d. Increase or decrease balance weight as required to balance rudder. TROUBLE SHOOTING The trouble-shooting figure in this section discusses symptoms which can be diagnosed and interprets the results in terms of probable causes and the appropri- ate corrective remedy to be taken. Review all prob- able causes given and check other listings of troubles with similar symptoms. Items are presented in se- quence but not necessarily in order of probability. Change 1 7-21 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION VII FLIGHT CONTROLS CABLE TENSION 30 (+ 5) POUNDS CABLE TENSION 65 (+ 5) POUNDS ELEVATOR 12 POUNDS MINIMUM RUDDER LEFT 25 (J 2) 112/TC/TCA LEFT 26 (+ 2) 112B RIGHT 25 (t 2) (28 RIGHT OF A/C ) AIRCRAFT LEFT CABLE TENSION 45 ( 5) POUNDS RIGHT X27 11 Figure 7>13. Control Surface Travel and Cable Tensions 7-22 Change 2 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL section vn FLIGHT CONTROLS Figure 7-14. Control Surface Balancing Figure 7-15. Cable Tensions Temperature Conversion Chart 7-23 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION VII FLIGHT CONTROLS TROUBLE PROBABLE CAUSE REMEDY AILERON SYSTEM Lost motion between control wheel and aileron. Resistance to control wheel rotation. Control wheels not synchronized. Control wheels not horizontal when ailerons are neutral. Incorrect aileron travel. Correct aileron travel cannot be obtained by adjusting bellcrank stops. FLAP SYSTEM Flaps do not extend or retract. Cable tension too low. Broken pulley. Cables not in place on pulleys. Pulleys binding or rubbing. Control column chains too tight. Cables not in place on pulleys. Bent aileron. Cable tension too tight. Incorrect control column rigging. Incorrect aileron system rigging. Aileron push-pull rods out of rig. Aileron bellcrank stops incorrectly adjusted. Incorrect rigging of control cables and/or push-pull rods. Incorrect rigging of bellcranks. Master battery switch OFF. Circuit breaker out. Defective flap switch. Defective flap motor. Defective electrical circuit. Stripped or broken jackscrew on flap motor. Adjust cable tension as shown in Figure 7-13. Replace pulley. Install cables correctly. Check cable guards. Replace binding pulleys. Allow for clearance if rubbing pulley brackets or cable guards. Recheck cable tension as shown in Figure 7-13. Check chain for lubri- cation, excessive wear and cleanli- ness. Install cables correctly. Repair or replace aileron. Adjust cable tension in accordance with rigging procedures. Rig in accordance with aileron rigging procedures. Rig in accordance with aileron rigging procedures. Rig in accordance with aileron rigging procedures. Rig in accordance with aileron rigging procedures. Rig in accordance with aileron rigging procedures. Rig in accordance with aileron rigging procedures. Turn switch ON. Reset circuit breaker. Replace flap switch. Replace flap motor. Replace defective wires. Replace jackscrew assembly. Figure 7-16. Trouble Shooting Flight Control System (Sheet 1 of 4) 7-24 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION vn FLIGHT CONTROLS TROUBLE PROBABLE CAUSE REMEDY Flaps fail to retract completely. Flaps fail to extend completely. Flaps not synchronized or fail to fit evenly when retracted. Flaps on one side fail to operate. Up limit switch incorrectly adjusted. Incorrect rigging of torque tube and/or incorrect adjustment of push-pull rods. Down limit switch incorrectly adjusted. Incorrect rigging of torque tube and/or incorrect adjustment of push-pull rods. Incorrect adjustment of push-pull rods. Bent push-pull rods. Bent flap. Broken arm assembly on torque tube or broken push-pull rod. Disconnected push-pull rod. Cable tension too low. Broken pulley. Bolts attaching rudder horn weldment to rudder arm assembly loose. Cable tension too high. Pulleys binding or rubbing. Rudder binding caused by faulty bushing or bent rudder arm assembly. Rudder pedal bushings misaligned or needs lubrication. Cables not in place on pulleys. Bent rudder. Rudder cables incorrectly rigged. Rudder horn assembly stops incorrectly adjusted. Adjust in accordance with rigging procedures. Rig in accordance with rigging procedures. Adjust in accordance with rigging procedures. Rig in accordance with rigging procedures. Adjust in accordance with rigging procedures. Straighten or replace. Repair or replace flap. Replace broken parts. Connect push-pull rod, and recheck rigging procedures. Adjust in accordance with rigging procedures. Replace pulley. Tighten bolts. Adjust cables in accordance with rigging procedures. Replace binding pulleys. Provide clearance if rubbing pulley brackets or cable guards. Replace bushings or rudder arm assembly. Loosen bushings, lubricate and retighten. Install cables correctly. Repair or replace rudder. Rig in accordance with rigging procedures. Adjust in accordance with rudder rigging procedures. RUDDER SYSTEM Lost motion between rudder pedals and rudder. Excessive resistance to rudder pedal movement. Rudder pedals not neutral when rudder is streamlined. Incorrect rudder travel. Figure 7-16. Trouble Shooting Flight Control System (Sheet 2 of 4) 7-25 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION VII FLIGHT CONTROLS TROUBLE PROBABLE CAUSE REMEDY Continuous undamped directional oscillation in flight (feet off rudder pedals). Insufficient tension on rudder centering bungees. Friction or binding in system. Indicator disc out of position on control knob. Check rigging of rudder centering bungees. Check nose steering system for broken pulleys and/or proper lubrication. See procedures on rudder trim rigging. Adjust cable tension in accordance with rigging procedures. Replace pulley. Install cables correctly. Check cable guards. Adjust cable tension in accordance with rigging procedures. Replace binding pulleys. Provide clearance if rubbing pulley guards. Install cables correctly. Check cable guards. Lubricate pivot bushing. Repair or replace elevator fittings. Lubricate fittings as required to give free movement. Adjust in accordance with rigging procedures. Rig cables in accordance with rigging procedures. Adjust cable tension in accordance with trim control rigging proce- dures . Replace binding pulleys. Provide clearance if rubbing pulley brackets or cable guards. RUDDER TRIM SYSTEM Trim control knob moves with excessive resistance. Trim indicator fails to indicate correct trim position. ELEVATOR CONTROL SYSTEM Lost motion between control wheel and elevators. Resistance to elevator control movement. Incorrect elevator travel. Correct elevator travel cannot be obtained by adjusting bellcrank stops. Cable tension too low. Broken pulley. Cables not in place on pulleys. Cable tension too high. Pulleys binding or rubbing. Cables not in place on pulleys. Binding control column pivot bushings. Bent elevator fittings. Bushings in elevator fittings needs lubrication. Elevator bellcrank stops incorrectly adjusted. Elevator cables incorrectly rigged. ELEVATOR TRIM CONTROL SYSTEM Trim control wheel moves with excessive resistance. Cable tension too high. Pulleys binding or rubbing. Figure 7-16. Trouble Shooting Flight Control System (Sheet 3 of 4) 7-26 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION vn FLIGHT CONTROLS TROUBLE PROBABLE CAUSE REMEDY Lost motion between trim control wheel and trim tab. Trim indicator fails to indicate correct trim position. Cables not in place on pulleys. Trim tab hinge binding. Defective trim tab jackscrew actuator. Cable tension too low. Broken pulley. Cables not in place on pulleys, Worn trim tab jackscrew actuator. Indicator incorrectly attached to the trim wheel shaft. Install cables correctly. Lubricate hinge. If necessary replace hinge. Repair or replace jackscrew actuator. Adjust tension in accordance with procedures. Replace pulley. Install cables correctly. Check cable guards and brackets. Repair or replace jackscrew actuator. Attach indicator in accordance with rigging procedures. Figure 7-16. Trouble Shooting Flight Control System (Sheet 4 of 4) 7-27/7-28 SECTION INSTRUMENTS From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION vm INSTRUMENTS SECTION VIII INSTRUMENTS table of contents Page GENERAL DESCRIPTION........................ 8- 1 INSTRUMENT SYSTEM MAINTENANCE.............. 8-1 FLIGHT INSTRUMENTS ........................ 8- 2 Pitot-Static System ................... 8- 2 Instrument Vacuum System............... 8-3 Directional Gyro (Optional)............ 8- 7 Attitude Gyro (Optional)...............8- 7 Turn Coordinator (Optional)............ 8-7 Altimeter Gage ........................ 8- 7 Airspeed Indicator..................... 8- 7 Rate-of-Climb Indicator (Optional) .... 8-8 Magnetic Compass ...................... 8- 8 8-Day Clock (Optional)................. 8- 8 Electric Clock (Optional).............. 8- 8 POWER PI ANT INSTRUMENTS................... 8- 8 Engine Cluster Units .................. 8- 8 Manifold Pressure/Fuel Flow Gage....... 8-9 Manifold Pressure/Fuel Pressure Gage .... 8-9 Tachometer Indicator................. 8- 9 Exhaust Gas Temperature Indicator...... 8-9 Carburetor Air Temperature Indicator... 8-9 MISCELLANEOUS INSTRUMENTS.................. 8-9 Suction Gage (Optional)................ 8- 9 Ammeter................................ 8-14 Voltmeter.............................. 8-14 Fuel Quantity Indicators............... 8-14A Flap Position Indicator................ 8-14A Rudder Trim Position Gage.............. 8-14A STALL WARNING SYSTEM ...................... 8-14A ORIGINAL As Received By ATP GENERAL DESCRIPTION The standard equipment instrument installation (Fig- ure 8-1) provides all instruments necessary for safe and efficient operation of the aircraft. With the ex- ception of the magnetic compass and outside air tem- perature gage, all instruments are installed in the main instrument panel and sub-panel areas, and are grouped according to function and ease of surveillance. Instruments are divided into three groups: Flight Instruments, Engine Instruments and Miscellaneous Instruments. All primary flight and gyro instruments are installed in the left side of the main instrument panel. Carburetor air temperature indicator, man- ifold pressure and tachometer gages are mounted in the lower area of the main panel and the remaining engine instruments are grouped horizontally across the left instrument sub-panel. Optional navigation and communications equipment is located in the center and right side of the main instrument panel. The lower right instrument sub-panel contains electrical system circuit breakers and heating/ventllation con- trol knobs. The manifold pressure and tachometer gages and the flap Indicator and directional gyro are Individually lighted by post lights and viaible from either pilots position. Additional lighting of the in- strument and sub-panel is furnished by flood lights. Instrument and flood light brilliance can be controlled by a rheostat control in the instrument panel. INSTRUMENT SYSTEM MAINTENANCE Unless otherwise specified, field maintenance of in- strument systems is limited to removal and replace- ment of defective instruments, transmitters, and probes; authorized in-service adjustment of trans- mitters and instruments; replacement of indicator lamps; and repair of instrument systems between the instrument and signal source. Reliability of the various instruments and related systems can be main- tained by routine inspection of electrical wiring for chafing, and electrical connections for security. All fluid pressure, pitot pressure, and static line con- nections must be tight at all times and lines must be correctly routed and secured. Instrument ports and lines disconnected during system maintenance must be capped or plugged Immediately, to prevent the en- trance of foreign material and consequent instrument Change 1 8-1 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION vm INSTRUMENTS 1. SUCTION GAGE (OPTIONAL) 2. CLOCK (OPTIONAL) 3. AIRSPEED INDICATOR 4. ATTITUDE GYRO (OPTIONAL) 5. ALTIMETER 6. MAGNETIC COMPASS 7. FLAP POSITION INDICATOR 8. EXHAUST GAS TEMPERATURE INDICATOR (Model 112, 226 and Subsq.) (Models 112B/TC/TCA) 9. TACHOMETER 10. OIL TEMPERATURE INDICATOR 11. OIL PRESSURE GAGE 12. RATE-OF-CLIMB INDICATOR (OPTIONAL) 13. CYLINDER HEAD TEMPERATURE 14. MANIFOLD PRESSURE/FUEL FLOW GAGE MANIFOLD PRESSURE/FUEL PRESS GAGE (Models 112TC/TCA) 15. DIRECTIONAL GYRO (OPTIONAL) 16. RIGHT FUEL QUANTITY INDICATOR 17. TURN COORDINATOR (OPTIONAL) 18. CARBURETOR AIR TEMPERATURE INDICATOR (Models 112TC/TCA) 19. LEFT FUEL QUANTITY INDICATOR 20. VOLTMETER 21. AMMETER 22. RUDDER TRIM GAGE Figure 8-1. Instrument Panel malfunction. Maintenance procedures pertaining to a specific instrument or system are contained in sub- sequent paragraphs. As a general rule it is recom- mended that the instrument signal source and means of transmission to the instrument be rung out before changing an instrument. In cases where dual instru- ments are installed it may be expedient to exchange instruments or instrument signal sources as a means of determining if the malfunction is in the instrument, signal source, or connecting system. FLIGHT INSTRUMENTS Flight instruments consist of the magnetic compass, airspeed indicator, altimeter and, optional vacuum- driven attitude and directional gyro. An electrically- driven turn coordinator is available. A vertical speed indicator is also available as part of the pitot-static instrument system. Refer to Figure 8-1. The pitot- static system provides pitot (impact) and static (atmos- pheric) air pressure to the airspeed indicator, and static air pressure to the altimeter and vertical speed indicator. The vacuum system gyros are driven by ambient air drawn into the instrument case to replace the air evacuated by the vacuum pump. The inlet air for the gyro instruments is filtered through the instru- ment vacuum air filter. Refer to the end of this sec- tion for vacuum system trouble-shooting procedures. PITOT-STATIC SYSTEM Pitot pressure is provided by the pitot tube installed near the center of the left wing lower surface. Pitot From PilotMa^u^s.com / RareAviation.com MAINTENANCE MANUAL ROCKWELL COMMANDER 112/B/TC/TCA system tubing is routed from the pitot head, aft to the rear spar and then inboard to the wing root (see Figure 8-2). From the wing root, the tubing routes through the center console area, firewall, and then the pitot pressure line is coupled to the airspeed in- dicator and static pressure line connected to the air- speed, altimeter and vertical speed indicator. The static pressure ports are located on both sides of the aft fuselage at station 205.00. MAINTENANCE. Flight instruments utilizing pitot static pressure are highly sensitive to pressure vari- ations. Therefore, all tubing and line connections must be absolutely air tight to prevent erratic indica- tions. The static system is drained by removing the sump tube located as shown in Figure 8-2, just below the alternate static valve. If required, drain the static system sump tube frequently when operating the aircraft in humid conditions. Moisture drains for the pitot system are unnecessary because of the pitot tube design and location. However, if moisture should accidentally accumulate within the lines, the static line may be purged by disconnecting the static line at the altimeter and applying 2 to 4 psi air pres- sure to the static line. The pitot pressure line may be purged by disconnecting the line from the airspeed indicator and applying 2 to 4 psi pressure to the line. SECTION VIH INSTRUMENTS e. Cut off suction source to maintain a closed system for one minute. Leakage shall not exceed 100-feet of altitude loss as indicated on altimeter. f. If leakage rate is within tolerance, slowly re- lease suction source. NOTE If leakage rate exceeds the maximum allowable, first tighten all connections then repeat the leakage test. If leakage rate still exceeds the maximum allow- able, use the following procedure. g. Disconnect static pressure lines from airspeed indicator and vertical speed indicator, and use suit- able fittings to connect lines so altimeter is the only instrument still connected to static pressure system. h. Repeat leakage test to check whether static pressure system or removed instruments are cause of leakage. If instruments are at fault, they must be repaired by an appropriately rated repair station or replaced. If static pressure system is at fault, use the following procedure to locate leakage. i. Attach a source of positive pressure to static source opening. WARNING CAUTION Be sure that air pressure is directed toward the pitot head or static ports and not toward the instruments when purging the pitot or static system. Do not apply positive pressure with the airspeed indicator or vertical speed indicator connected to the static pressure system. INSPECTION AND LEAKAGE TEST. The following procedure outlines inspection and testing of the static pressure system, assuming that the altimeter has been tested and inspected in accordance with current Fed- eral Aviation Regulations. a. Ensure that the static system is free from en- trapped moisture and restrictions. b. Ensure that no alterations or deformations of airframe surface have been made that would affect relationship between air pressure in static pressure system and true ambient static air pressure for any flight configuration. c. Attach a source of suction to static pressure source opening. Figure 8-3 shows one method of obtaining suction. d. Slowly apply suction until altimeter indicates a 1000-foot increase in altitude. CAUTION When applying or releasing suction, do not exceed the range of the vertical speed indicator or airspeed indicator. j. Slowly apply positive pressure until altimeter indicates a 1000-foot decrease in altitude, and main- tain this altimeter indication while checking for leaks. Coat line connections, static pressure fittings, and static source external port opening with solution of mild soap and water, watching for bubbles to locate leaks. k. Tighten leaking connections. Repair or re- place any parts found defective. l. Reconnect airspeed indicator and vertical speed indicator to static pressure system and repeat leak- age test per steps c. through g. INSTRUMENT VACUUM SYSTEM Suction to operate directional and attitude gyro instru- ments is provided by an engine-driven vacuum pump. The vacuum pump installed on the engine accessory housing is gear-driven through a spline-type coupling. A vacuum regulator valve is used to control system pressure and is connected between the pump inlet and the instruments (see Figure 8-4). A central air filter, filters incoming air to the instruments. A suction gage, installed as part of the optional vacuum system 8-3 ROCKWELL COMMANDER 112/B/TC/TCA SECTION vm INSTRUMENTS MAINTENANCE MANUAL 1. EXTERNAL STATIC PORTS (AFT FUSELAGE) 2. OVERHEAD TEE-COUPLING 3. MAIN SPAR CARRY-THROUGH AREA 4. PITOT MAST MOUNTING COVER 5. PITOT MAST (LEFT WING) 6. AIRSPEED INDICATOR 7. ALTERNATE STATIC SOURCE VALVE 8. VERTICAL SPEED INDICATOR 9. ALTIMETER 10. SUMP TUBE X28 IAS Figure 8-2. Pitot-Static System (Sheet 1 of 2) 8-4 Change 2 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION VIII INSTRUMENTS 1. EXTERNAL STATIC PORTS (AFT FUSELAGE) 2. OVERHEAD TEE-COUPLING 3. MAIN SPAR CARRY-THROUGH AREA 4. PITOT MAST MOUNTING COVER 5. PITOT MAST (LEFT WING) 6. AIRSPEED INDICATOR 7. ALTERNATE STATIC SOURCE VALVE 8. VERTICAL SPEED INDICATOR 9. ALTIMETER Figure 8-2. Pitot-Static System (Sheet 2 of2) Change 2 8-4A/8-4B ROCKWELL COMMANDER 112/B/TC/TCA SECTION vm INSTRUMENTS MAINTENANCE MANUAL AN AIR BULB SIMILAR TO THAT ILLUSTRATED MAY BE OBTAINED LOCALLY FROM A SURGICAL SUPPLY COMPANY. THIS IS THE TYPE USED IN MEASURING BLOOD PRESSURE. SUCTION DO NOT APPLY POSITIVE PRESSURE WITH THE AIRSPEED AND VERTICAL SPEED INDICATOR. CONNECTED TO THE STATIC SYSTEM OR DAMAGE WILL RESULT. X28 2 Figure 8-3. Pitot-Static Test Bulb monitors the system for indication of correct suction pressure. The gage indicates difference in suction before and after air passes through a gyro. This differential pressure will gradually decrease as the central filter becomes dirty, causing a lower reading on the suction gage. The various components of the vacuum system are secured by conventional clamps, mounting screws and nuts. Wien removing a compo- nent, remove the mounting screws and disconnect the inlet and discharge lines. When installing a vacuum system component, make sure connections are made correctly. Use thread lubricant sparingly and only on male threads. Avoid overtightening connections. Be- fore reinstalling a vacuum pump, coat the pump drive splines lightly with a high temperature grease such as Dow Silicone Number 30 (Dow-Corning Co., Midland, Mich.). VACUUM REGULATOR VALVE. A vacuum regulator valve is installed in the line between the instruments and the pump. Since the pump is capable of creating more vacuum than needed, the regulator valve varies the degree of vacuum placed on the instrument system as well as protecting the system from too much vacuum. The regulator valve opens to admit air to the vacuum pump line when the desired degree of vacuum is attain- ed. VACUUM FILTER. A dry-element type vacuum sys- tem filter cartridge protects the vacuum-driven gyro instruments from dust and other impurities. The filter element should be changed every 500 hours or sooner if the suction gage reading drops below 4. 5 inches of mercury. Cleaning The vacuum system regulator valve is adjusted to maintain 4. 5 to 5.2 inches Hg. as indicated on the suction gage and cannot function properly if the air filters are dirty. The dry-type filter cartridge and the regulator valve filter should be changed and the system cleaned every 500 hours or sooner if the sys- tem requires it. In general, low-pressure, dry com- pressed air should be used in cleaning the system components removed from the aircraft. Components that are exposed to engine oil and dirt should be washed with Stoddard solvent, then dried with a low-pressure air blast. Check hoses for collapsed inner liners as well as external damage. 8-5 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA SECTION VIII INSTRUMENTS MAINTENANCE MANUAL 5. VACUUM PUMP EXHAUST 6. FIREWALL 7. VACUUM REGULATOR AND FILTER 8. ARTIFICIAL HORIZON 9. DIRECTIONAL GYRO 10. SUCTION GAGE 11. VACUUM FILTER CARTRIDGE 12. WASHER X28 3 Figure 8-4. Vacuum System Installation 8-6 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION vm INSTRUMENTS CAUTION Never apply compressed air to lines or components installed in the airplane. The excessive pressures will damage the gyro instruments. If an obstructed line is to be blown out, disconnect it at both ends and blow from the instrument panel out. Vacuum Regulator Valve Adjustment When a vacuum regulator valve adjustment is neces- sary, it is suggested that a suction test gage be in- stalled as a means of verifying the accuracy of the aircraft suction gage. a. Remove vacuum regulator filter. b. Install suction test gage in place of aircraft suction gage. c. Loosen adjusting screw checknut on regulator valve. d. With engine operating at 1800 rpm adjust regu- lator setting to obtain 5.1 (t. l)inches of mercury. e. Tighten adjusting screw checknut on regulator valve, do not alter regulator valve setting. f. Check filter and be sure it is clean before in- stallation. g. Operate engine at 1800 rpm and check for a gage reading of 4. 5 to 5.2 inches of mercury. h. Remove test gage and connect vacuum line to aircraft suction gage and repeat step g., to check accuracy of gage. DIRECTIONAL GYRO (OPTIONAL) The directional gyro is operated from the instrument vacuum system. The air-driven gyro rotates with its spin axis horizontal. Due to gyroscopic inertia, the spin axis of the gyro remains constant even though the aircraft direction is changed; therefore, the relative motion between gyro and instrument case is indicated on the face of the instrument in degrees. A knob extending from the instrument is used for di- rectional heading adjustments and caging the gyro. ATTITUDE GYRO (OPTIONAL) The attitude gyro indicator provides a visual refer- ence of the aircraft attitude relative to the pitch and roll axis of the gyro. The gyro, which is air-driven and operated by the vacuum system, is installed in the left side of the instrument panel. Correct setting of the instrument vacuum system and periodic re- placement of the instrument air filter are essential to accurate operation of the instrument. TURN COORDINATOR (OPTIONAL) The turn coordinator consists of two instruments within one case. The turn coordinator is operated by an electrically-driven gyro which is connected to the white airplane on the face of the indicator. The air- plane, which deflects proportionally to the rate of turn, indicates that the aircraft is turning in the di- rection (left or right) shown by the airplane. The bank indicator is a curved, fluid-filled tube contain- ing a ball. Gravitational and centrifugal forces posi- tion the ball within the tube to indicate correct lateral attitude for the rate of turn. ALTIMETER The altimeter is an absolute pressure instrument that converts atmospheric pressure to altitude using sea level as a reference base (see Figure 8-5). As atmos- pheric pressure varies with changes in altitude the change in pressure is expressed on the instrument dial in feet above sea level. The altimeter has a fix- ed dial and is equipped with three concentrically ar- ranged pointers with a range of 20,000 feet. The long pointer registers in 100-foot increments, the short pointer registers in 10,000-foot increments, and the remaining pointer registers in 1, OOO-foot increments. A movable barometric scale, visible through a small window in the main dial, indicates the barometric pressure in inches of Hg. An adjusting knob provides a means of adjusting the three pointers and barome- tric scale simultaneously to correct for changes in atmospheric pressure and to establish the proper reference to sea level. Barometric pressure is sensed through the instrument static system. AIRSPEED INDICATOR MODEL 112. The airspeed indicator registers air- speed in both knots and miles-per-hour (see Figure 8-5). The indicator is operated by the pressure dif- ferential between impact air pressure from the pitot tube and barometric pressure sensed through the static system. A white arc from 54 to 109 knots (62 to 125 mph) indicates the wing flap operating range. A green arc from 61 to 143 knots (70 to 164 mph) indicates the normal operating speed. A yellow arc from 143 to 180 knots (164 to 207 mph) indicates the caution range in which all operations must be conducted with care and then only in smooth air. A red radial line at 180 knots (207 mph) indicates the maximum speed at which the aircraft may be safely flown. MODELS 112B/TC. The airspeed indicator registers airspeed in both knots and miles-per-hour (see Figure 8-5). The indicator is operated by the pressure diff- erential between impact air pressure from the pitot tube and barometric pressure sensed through the static system. A white arc from 51 to 109 knots (59 to 125 mph) indicates the wing flap operating range. A green arc from 56 to 143 knots (64 to 164 mph) in- dicates the normal operating speed. A yellow arc from 143 to 180 knots (164 to 207 mph) indicates the caution range in which all operations must be con- ducted with care and then only in smooth air. A red radial line at 180 knots (207 mph) indicates the max- imum speed at which the aircraft may be safely flown. MODEL 112TCA. The airspeed indicator registers 8-7 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA SECTION vin INSTRUMENTS MAINTENANCE MANUAL airspeed in both knots and miles-per-hour (see Figure 8-5). The indicator is operated by the pressure dif- ferential between impact air pressure from the pitot tube and barometric pressure sensed through the static system. A white arc from 52 to 109 knots (60 to 125 mph) indicates the wing flap operating range. A green arc from 57 to 143 knots (66 to 164 mph) indicates the normal operating speed. A yellow arc from 143 to 180 knots (164 to 207 mph) indicates the caution range in which all operations must be conducted with care and then only in smooth air. A red radial line at 180 knots (207 mph) indicates the maximum speed at which the aircraft may be safely flown. RATE-OF-CLIMB INDICATOR (OPTIONAL) The rate-of-climb indicator converts changes in bar- ometric pressure to a rate of aircraft ascent or des- cent in feet-per-minute. Barometric pressure is sensed through the instrument static system. The indicator has a single needle and two adjoining scales, ranging from zero to 2,000 feet-per-minute to indi- cate rate of climb or descent from a common zero point. The 2,000 feet scales are divided into 100- foot increments. A recessed slotted screw in the lower left corner is used to zero the indicator when the air- craft is on the ground. MAGNETIC COMPASS The magnetic compass is a semi-floating cylinder en- cased in a liquid filled case with expansion provisions to compensate for temperature changes. It is mount- ed at eye level on the glareshield to afford better visibility and lessen the effect of vibration and mag- netic influences, which cause compass deviation. It is equipped with compensating magnets that are adjustable from the front of the case. The compass should be air- swung and compensated at regular inter- vals and at any time equipment installations are made which may cause compass deviation. The compass is individually lighted by a small bulb which may be removed and replaced. Pivot covers on the compass allow access to adjust the compensating magnets and for the installation of the compass light. MAGNETIC COMPASS COMPENSATION Put aircraft in a simulated level flight attitude, see Leveling in Section IL Close doors and place flaps in a retracted position- Set throttles at cruise posi- tion with engines operating. Place all electrical switches, alternator, radio and other equipment in a mode normally used for navigational flight and pro- ceed with the following: a. Set adjustment screws on compensating magnets to zero. Zero position is when dot on screw is lined up with dot on compass frame. b. Position aircraft in a magnetically north direc- tion. Adjust north-south adjustment screw until com- pass reads exactly north. c. Position aircraft in a magnetically east direc- tion. Adjust east-west adjustment screw until com- pass reads exactly east. d. Position aircraft in a magnetically south direc- tion. Notice resulting south error. Adjust north- south adjustment screw so one-half of error is re- moved. e . Position aircraft in a magnetically west direc- tion. Notice resulting west error. Adjust east- west adjustment screw so one-half of the error is removed. f. Position aircraft in successive magnetically 30-degree directions and record all errors on devia- tion card furnished with compass. 8-DAY CLOCK (OPTIONAL) A conventional, spring-powered 8-day aircraft clock with a sweep second hand is installed in the left in- strument panel. A pair of red-tipped dummy hands may be set to indicate takeoff time, estimated time of arrival, or other uses. The adjustment and winding knob is in the left lower corner of the instrument. ELECTRIC CLOCK (OPTIONAL) An alternate 12 volt quartz crystal clock may be in- stalled in the same location as the 8-day clock. The clock has a second, minute and hour hand. An adjust- ment knob, located in the lower left corner of the in- strument, adjusts the clock to the proper time of day. A pair of dummy hands may be set to indicate takeoff time, estimated time of arrival, and other uses. The knobs that set these hands are in the center of the clock. The clock is operational only when the battery switch is on. The clock must be reset to the proper time prior to each flight. POWER PLANT INSTRUMENTS Power plant instruments provide the means for mon- itoring the operation and condition of the engine and include the tachometer indicator, manifold pressure and fuel flow gage and the engine cluster units: cyl- inder head temperature and oil temperature indicators and oil pressure gage. These instruments are ope- rated by fluid pressure; variations in electrical re- sistance created by temperature sensing probes; or, in the case of the tachometer, by a drive shaft con- nected to the engine accessory housing. ENGINE CLUSTER UNITS The engine cluster units installed in the instrument sub-panel indicate cylinder head temperature and oil temperature in degrees Fahrenheit and oil pressure in pounds per square inch (see Figure 8-5). The oil pressure unit is a direct read instrument that is con- 8-8 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION vm INSTRUMENTS nected to the oil pressure outlet housing on the engine accessory case by a small oil line. Minimum and maximum allowable operating oil pressures are marked by red radial lines. A yellow arc indicates the caution range and a green arc indicates the normal operating range. The oil temperature indicator is electrically connected to a temperature sensing bulb installed on the oil pressure/oil cooler bypass valve. Changes in oil temperature are sensed by the bulb and transmitted to the oil temperature indicator. Temperature varia- tions are registered as changes in electrical current flow to the indicator. Normal temperature range is indicated by yellow and green arcs. A red radial line marks the maximum allowable oil temperature. The cylinder head temperature unit is also electrically connected to a temperature sensing bulb installed in the number four cylinder (number two cylinder on Model 112B). As the cylinder head temperature in- creases, the resistance of the temperature bulb de- creases which allows the current through the indicator to increase, which in turn causes the instrument pointer to indicate a higher temperature reading. The indicator has a green arc for the normal temperature range and has a red line to indicate the maximum operating temperature. MANIFOLD PRESSURE/FUEL FLOW GAGE MODELS 112/B. The manifold pressure/fuel flow gage is a dual indicating instrument. The instrument pro- vides the means to indicate the manifold pressure of the induction air manifold and monitors the metered fuel flow rate to the engine (see Figure 8-5). The left half of the instrument is used to indicate the manifold pressure of the induction air manifold in inches of mercury. The right half indicates gallons/hour of fuel flow. The fuel flow portion of the instrument is operated by a pressure line from a fitting on the fuel flow divider and a vent line sensing ambient pressure in the engine compartment. MANIFOLD PRESSURE/FUEL PRESSURE GAGE MODELS 112TC/TCA. The manifold pressure/fuel pressure gage is a dual indicating instrument. The instrument provides the means to indicate the mani- fold pressure of the induction air manifold and moni- tors the fuel pressure to the engine (see Figure 8-5). The left half of the instrument is used to indicate the manifold pressure of the induction air manifold in inches of mercury. The right half indicates psid of fuel pressure . The fuel pressure portion of the in- strument is operated by a pressure line from a fitting on the fuel flow divider and a vent line sensing ambient pressure in the engine compartment. TACHOMETER INDICATOR The tachometer is a mechanical indicator driven at half crankshaft speed by a flexible shaft (see Figure g-5). Most tachometer difficulties will be found in the driveshaft. To function properly, the shaft hous- ing must be free of kinks, dents and sharp bends. There should be no bend on a radius shorter than six Change 1 inches, and no bend within three inches of either terminal. If a tachometer is noisy or the pointer oscillates, check the cable housing for kinks, sharp bends and damage. Disconnect the cable at the tacho- meter and pull it out of the housing. Check the cable for worn spots, breaks and kinks. NOTE A kink may be detected by holding the cable vertically by one end and slowly rotating it between the fingers to feel for binding and jumpy motion. Before replacing a tachometer cable in the housing, coat the lower two thirds with AC Type ST-640 Speed- ometer cable grease or Lubriplate No. 110. Insert the cable in the housing as far as possible, then slow- ly rotate it to make sure it is seated in the engine fit- ting. Insert the cable in the tachometer, making sure it is seated in the drive shaft, reconnect the housing and torque to 50 inch-pounds. EXHAUST GAS TEMPERATURE INDICATOR MODEL 112 (Serial numbers 226.and subsequent), MODELS 112B/TC/TCA. An EGT indicator is in- stalled in the instrument sub-panel, directly above the engine control levers. The indicator is used to aid the pilot in selecting various fuel-air mixtures for cruising flight at less than 75 percent power. Temperature indications for the EGT indicator are provided by a temperature probe installed in the ex- haust manifold. CARBURETOR AIR TEMPERATURE INDICATOR MODELS 112TC/TCA. A carburetor air temperature indicator, installed in the left side of the instrument panel, is connected to a sensitive resistance bulb. This resistance bulb is installed in the induction air duct between the turbo charger and the carburetor. As the temperature of the incoming air in the induc- tion air duct varies, the resistance in the bulb varies and the resulting variations in current are expressed by the indicator in terms of temperature change. The indicator range is from 0 degrees Fahrenheit to 350 degrees Fahrenheit. A red radial line at 325 degrees Fahrenheit indicates the maximum permiss- ible operating temperature. MISCELLANEOUS INSTRUMENTS SUCTION GAGE (OPTIONAL) The suction gage, installed as part of the optional vacuum system, is mounted to the extreme left side of the main instrument panel (Figure 8-5). The gage indicates suction available for operation of the attitude and directional gyros. 8-9 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION vin INSTRUMENTS ENGINE TACHOMETER 2700 RPM Red Line MAXIMUM (MODEL 112/B) 2575 RPM Red Line MAXIMUM (MODELS 112TC/TCA) Xll 4 MANIFOLD PRESSURE/FUEL FLOW 12 PSI At 20.5 GPH Red Line MAXIMUM MODELS 112/B X2fi 21 lgp-42.0 IN. Hg 15 To 30 PSID 30 PSID MANIFOLD PRESSURE/FUEL PRESSURE Red Line Green Arc Red Line MAXIMUM NORMAL MAXIMUM MODELS 112TC/TCA X28 22 *54 (Vgo) To 109 KTS AIRSPEED White Arc **61 (Vsl) To 143 KTS 143 To 180 KTS Green Arc Yellow Arc 180 KTS Red Line FLAP EXTENSION 0 Deg. - 35 Deg. NORMAL OPERATION CAUTION (Smooth Air Only) NEVER EXCEED *Vgo is power off stall speed; Gear Down, Flaps 35 Deg. **VSL Is power off stall speed; Gear Up, Flaps 0 Deg. MODEL 112 Figure 8-5. Instrument Markings (Sheet 1 of 5) 8-10 Change 2 ROCKWELL COMMANDER 112/B/TC/TCA SECTION vm INSTRUMENTS MAINTENANCE MANUAL X28 22 *54 (VSo) To 109 KTS AIRSPEED White Arc **56 (Vsl) To 143 KTS 143 To 180 KTS 180 KTS Green Arc Yellow Arc Red Line FLAP EXTENSION 0 Deg. - 35 Deg. NORMAL OPERATION CAUTION (Smooth Air Only) NEVER EXCEED *Vso is power off stall speed; Gear Down, Flaps 35 Deg. **VgL is power off stall speed; Gear Up, Flaps 0 Deg. MODELS 112B/TC X28 22 AIRSPEED *52 (VSq) To 109 KTS **57 (Vsl) To 143 KTS 143 To 180 KTS 180 KTS White Arc Green Arc Yellow Arc Red Line FLAP EXTENSION 0 Deg. - 35 Deg. NORMAL OPERATION CAUTION (Smooth Air Only) NEVER EXCEED *Vgo is power off stall speed; Gear Down, Flaps 35 Deg. **Vsl is power off stall speed; Gear Up, Flaps 0 Deg. MODEL 112TCA X28 27 325F CARBURETOR AIR TEMPERATURE Red Line MAXIMUM MODELS 112TC/TCA SUCTION (Optional) 4.5 IN.Kg. 4.5 - 5.2 IN.Kg. 5.2 IN.Kg. Red Line Green Arc Red Line MINIMUM NORMAL MAXIMUM Xll 6 Figure 8-5. Instrument Markings (Sheet 2 of 5) 8-11 Change 1 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION vin INSTRUMENTS OIL TEMPERATURE 100 - 160F Yellow Arc CAUTION 1600 - 245F Green Arc NORMAL 24 5 F Red Line MAXIMUM MODEL 112, 112B (THRU 544), 112TC AND 112TCA (13000 THRU 13249) X28 29 100 - 160F 160 - 245F 245F OIL TEMPERATURE Yellow Arc Green Arc Red Line CAUTION NORMAL MAXIMUM MODEL 112B 112TCA (13250 AND SUBS) (545 AND SUBS) AND Xll 8 OIL PRESSURE 25 PSI Red Line MINIMUM 25 - 60 PSI Yellow Arc CAUTION 60 - 90 PSI Green Arc NORMAL 90 PSI Red Line MAXIMUM MODEL 112 X28 24B6 OIL PRESSURE 25 PSI Red Line MINIMUM 25 - 60 PSI Yellow Arc CAUTION 60 - 90 PSI Green Arc NORMAL 90 PSI Red Line MAXIMUM MODEL 112B (500 THRU 544) X2S 30 25 - 60 - 90 - 25 RSI 60 PSI 90 PSI 100 PSI 100 PSI MODEL OIL PRESSURE Red Line Yellow Arc Green Arc Yellow Arc Red Line 112B (545 AND SUBS) MINIMUM CAUTION NORMAL CAUTION MAXIMUM X28 24 25 - 55 - 90 - 25 PSI 55 PSI 90 PSI 100 PSI 100 PSI OIL PRESSURE Red Line Yellow Arc Green Arc Yellow Arc Red Line MINIMUM CAUTION NORMAL CAUTION MAXIMUM MODEL 112TC AND 112TCA (13150 THRU 13249) Figure 8-5. Instrument Markings (Sheet 3 of 5) 8-12 Change 1 ROCKWELL COMMANDER 112/B/TC/TCA SECTION vni INSTRUMENTS MAINTENANCE MANUAL X28 24 OIL PRESSURE Red Line Yellow Arc Green Arc Yellow Arc Red Line MINIMUM CAUTION NORMAL CAUTION MAXIMUM 25 PSI 25 - 50 PSI 50 - 90 PSI 90-115 PSI 115 PSI MODEL 112TCA (13250 AND SUBS) MODEL 112TC AND TCA (13150 THRU 13249) AFTER INCORPORATION OF XU 9 < CYLINDER HEAD TEMPERATURE 200 - 475F Green Arc NORMAL 47 5 F Red Line MAXIMUM MODEL 112 AND 112B (500 THRU 544) X28 31 < CYLINDER HEAD TEMPERATURE 200 - 475F Green Arc NORMAL 47 5F Red Line MAXIMUM MODEL 112B (545 AND SUBS) AND 112TCA Xll 10 10.0 - 11.3 - 12.0 - 15.3 - VOLTMETER 11.3 Volts 12.0 Volts 15.3 Volts 16.0 Volts Red Arc Yellow Arc Green Arc Red Arc MINIMUM CAUTION NORMAL MAXIMUM MODEL 112, THRU 470 X28 25 16.0 Volts VOLTMETER Red Line MAXIMUM MODEL 112, 471 AND SUBS. MODELS 112B/TC/TCA (13150 THRU 13249) X28 32 Figure 8-5. Instrument Markings (Sheet 4 of 5) 8-13 Change 3 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION VIII INSTRUMENTS E ' '4 F CAI' 24 11Al FUEL LEFT TANK XII 11A LEFT FUEL QUANTITY MODELS 112/112TC MODEL 112B THRU 544 MODEL 112TCA - THRU 13249 AMMETER Xll 12 RIGHT FUEL QUANTITY MODELS 112/112TC MODEL 1129 THRU 544 MODEL 112TCA - THRU 13249 n US GAI GAUGE ABlt FUEL LEFT TANK FUEL RIGHT TANK X24 43 LEFT FUEL QUANTITY RIGHT FUEL QUANTITY MODEL 1128 545 AND SUBSEQUENT MODEL 112TCA - 13250 AND SUBSEQUENT MODEL 112B-545 AND SUBSEQUENT ALTIMETER Figure 8-5. Instrument Markings (Sheet 5 of 5) AMMETER The sub-panel mounted ammeter indicates current flow, in amperes, from the alternator to the battery, or from the battery to the electrical system (Figure 8-5). With the engine operating, and both halves of the split master switch ON, the ammeter indicates the rate of charge being applied to the battery. In the event of an alternator malfunction, or if the elec- trical load demand exceeds the alternator output the ammeter will indicate the discharge rate of the battery. VOLTMETER A voltmeter, located in the instrument sub-panel, allows the pilot to monitor bus bar voltage (Figure 8-5). When the voltmeter is used in combination with the ammeter; alternator output, battery charge or discharge rate and accurate bus bar voltage can be determined. Normal voltmeter readings should be within the green arc (12 - 15 volts). Refer to Section X for details concerning overcharging or in- sufficient voltage problems (as indicated by two red arcs on the voltmeter scale). 8-14 Change 2 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION vni INSTRUMENTS FUEL QUANTITY INDICATORS The fuel quantity indicators are used in conjunction with a float-operated variable-resistance transmitter in each fuel tank. The full tank position of the trans- mitter float produces a minimum resistance through the transmitter, permitting maximum current flow through quantity indicator and maximum pointer de- flection. The fuel quantity indicators, located in the sub-panel, are marked in quarter increments from empty through full (Figure 8-5). to be adjusted. Loosening the lift detector switch mounting screws allows slight fore and aft movement of the lift detector. Moving the lift detector forward extends the stall speed indication away from stall speed. Moving the lift detector slightly aft moves the switch setting nearer the stall speed of the aircraft. Operationally check stall warning system during flight to assure warning horn sounds at 5 to 10 knots above aircraft stall speed. The stall warning circuit is supplied electrical power through a 5-amp circuit breaker on the sub-panel. FLAP POSITION INDICATOR Wing flap position is electrically indicated by a gage mounted directly to the right of the flap switch. Posi- tion indications are transmitted by a sending unit which is actuated by the flap motor jackscrew in the fuselage. NOTE Lift detector switch replacement is similar to the following steps; however, battery cables must be disconnected before removing detector switch. RUDDER TRIM POSITION GAGE Rudder trim position is mechanically indicated on a dual reading gage installed directly to the right of the oil temperature indicator in the instrument cluster unit. The gage indicates both the trim position of the rudder and nose wheel. This gage is connected by a cable assembly to the rudder trim control assembly. Rudder trim indication left or right is proportionately to the movement of the rudder trim control assembly. STALL WARNING SYSTEM A stall warning lift detector switch is located in the leading edge of the left wing at Station 80.77. The lift detector switch is slightly spring-loaded to the open position and is closed while approaching aircraft stall speed when the air flow stagnation point moves forward enough to cause a positive pressure on the aft side of the vane, moving it forward. The lift de- tector switch is set to close the circuit and sound the stall warning horn at 5 to 10 knots above aircraft stall speed. The horn is located on the firewall in the cabin area. External mounting screws located on each side of the switch cutout, enables the lift detector switch a. Trace a light pencil mark on switch, along edge of cutout in detector switch mounting plate. This mark will be used to align detector switch dur- ing reinstallation. b. Remove screws securing detector and switch plate, and withdraw detector switch from wing. c. Disconnect wiring and slip defective detector switch out. d. Install new detector switch and switch plate, assuring pencil marks on switch align with cutout in switch plate. e. Operationally check stall warning system in flight to assure warning horn sounds at 5 to 10 knots above actual stall speed. Adjust lift detector switch if system fails to operate properly (this step applies to Model 112 aircraft with Serial Numbers 188 through 334, 336 through 371 and 373 through 380). f. A ground check may be accomplished on Model 112 Serial numbers 335, 372, 381 and subsequent and Models 112B/TC/TCA. 1. Place master battery switch ON. 2. Move stall circuit test switch from normal to test position (test switch is located in left wheel well). 3. Hold test switch in test position and gently move lift detector switch forward and up. This completes electrical circuit and stall warning horn will sound. 8-14A/8-14B Change 1 From PilotManuals.com / RareAviation.com ROCKWELL commander MAINTENANCE MANUAL section vni 112/B/TC/TCA instruments TROUBLE PROBABLE CAUSE REMEDY Test line and connection for leaks. Repair or replace damaged line, tighten connections. Check line for obstructions. Blow out lines. Test lines and connections for leaks. Repair or replace damaged lines, tighten connections. Substitute known-good instrument and check reading. Replace instru- ment. Substitute known-good instrument and check reading. Replace instru- ment. Check instrument mounting screws. Tighten mounting screws. Check clamps and line connections for security. Tighten clamps and connections. Check line for obstructions. Check static source. Blow out lines. Clean static source. Check line for damage, connections for security. Repair or replace damaged line, tighten connections. Check line for obstructions. Check static source. Blow out lines. Clean static source. Substitute known-good indicator and check reading. Replace instrument. Reset pointer to zero. Check line for obstructions. Check static source. Blow out lines. Clean static source. Test lines and connections for leaks. Repair or replace damaged lines, tighten connections. Substitute known-good indicator and check reading. Replace instrument. TROUBLE SHOOTING THE AIRSPEED INDICATOR Hand fails to respond. Incorrect indication or hand oscillates. Hand vibrates. Pitot pressure connection not properly connected to pressure line from pitot tube. Pitot or static lines clogged. Leak in pitot or static line. Defective mechanism. Leaking diaphragm. Excessive vibration. Excessive tubing vibration. TROUBLE SHOOTING THE VERTICAL SPEED INDICATOR Instrument fails to operate. Incorrect indication. Pointer oscillates. Static line plugged. Static line broken. Partially plugged static line. Ruptured diaphragm. Pointer off zero. Partially plugged static line. Leak in static line. Leak in instrument case. Figure 8-6. Trouble Shooting Instruments and Vacuum System (Sheet 1 of 7) 8-15 ROCKWELL COMMANDER 112/B/TC/TCA SECTION vin INSTRUMENTS MAINTENANCE MANUAL TROUBLE PROBABLE CAUSE REMEDYTROUBLE SHOOTING THE VERTICAL SPEED INDICATOR (CONTINUED) Hand vibrates. Excessive vibration. Check mounting screws. Tighten mounting screws. Defective diaphragm. TROUBLE SHOOTING THE ALTIMETER Instrument fails to operate. Static line plugged. Defective mechanism. Incorrect indication. Hands not carefully set. Leaking diaphragm. Pointers out of calibration. Hands oscillates. Static pressure irregular. Leak in airspeed or vertical speed indicator installations. Substitute known-good indicator and check for vibration. Replace instru me nt. Check line for obstructions. Check static source. Blow out lines. Clean static source. Substitute known-good altimeter and check reading. Replace instrument. Reset hands with knob. Substitute known-good altimeter and check reading. Replace instrument. Compare reading with known-good altimeter. Replace instrument. Check lines for obstructions or leaks. Check static source. Blow out lines, tighten connections, clean static source. Check other instruments and system plumbing for leaks and obstructions. Blow out lines, tighten connections. TROUBLE SHOOTING THE HEATED PITOT HEAD Tube does not heat or clear ice. Switch turned off. Turn on switch. Popped circuit breaker. Check circuit breaker. Reset cir- cuit breaker. Break in wiring. Test for open circuit. Repair wiring. Heating element burned out. Check resistance of heating element. Replace element. Figure 8-6. Trouble Shooting Instruments and Vacuum System (Sheet 2 of 7) 8-16 From PilotManuals.com / RareAviation.com ROCKWELL commander MAINTENANCE MANUAL section vrn 112/B/TC/TCA INSTRUMENTS TROUBLE PROBABLE CAUSE REMEDYTROUBLE SHOOTING THE ATTITUDE AND DIRECTIONAL GYROS Horizon bar fails to respond. Horizon bar does not settle. Hori- zon bar oscillates or vibrates excessively. Excessive drift in either direction. Dial spins in one direc- tion continuously. Central air filter dirty. Suction relief valve improperly adjusted. Faulty suction gage. Vacuum pump failure. Vacuum hose pinched or leaking. Defective mechanism. Insufficient vacuum. Excessive vibration. Low vacuum relief valve improperly adjusted. Faulty suction gage. Vacuum pump failure. Vacuum hose pinched or leaking. Operating limits have been exceeded. Defective mechanism. Check filter, clean or replace. Adjust or replace relief valve. Substitute known-good suction gage and check gyro response. Replace suction gage. Check pump. Replace pump. Check hoses for damage and leaks. Repair or replace damaged hoses, tighten connections. Substitute known-good gyro and check indication. Replace instru- ment. Adjust or replace a relief valve. Check instrument mounting. Adjust or replace relief valve. Substitute known-good suction gage and check gyro indication. Replace suction gage. Check pump. Replace pump. Check hoses for damage and leaks. Repair or replace damaged hoses, tighten connections. Cage and reset when airplane is level. Substitute known-good gyro and check indication. Replace instru- ment. TROUBLE SHOOTING THE OIL PRESSURE GAGE | Gage has erratic operation. Worn or bent movement. Foreign matter in Bourdon tube. Dirty or corroded movement. Pointer bent and rubbing on dial, dial screw or glass. Leak in pressure line. Replace instrument. Replace instrument. Replace instrument. Replace instrument. Check line for leaks and damage. Repair or replace damaged line. Figure 8-6. Trouble Shooting Instruments and Vacuum System (Sheet 3 of 7) 8-17 ROCKWELL COMMANDER 112/B/TC/TCA section vin MAINTENANCE MANUAL INSTRUMENTS TROUBLE PROBABLE CAUSE REMEDY Check line for obstructions. Clean line. Check line for leaks and damage. Repair or replace damaged line. Replace instrument. Replace instrument. Replace instrument. Check line for obstructions. Clean line. Replace instrument. Replace instrument. Replace instrument. Check line for obstructions. Blow out line. Check line for leaks and damage. Repair or replace damaged line. Replace instrument. Replace instrument. Replace instrument. Check line for obstructions. Clean line. Replace fitting. Replace instrument. Replace instrument. Replace instrument. Check line for obstructions or leaks. Blow out dirty line, repair or tighten loose connections. TROUBLE SHOOTING THE OIL PRESSURE GAGE (CONTINUED) Gage does not register. Gage pointer fails to return to zero. Gage does not register properly. Pressure line clogged. Pressure line broken. Fractured Bourdon tube. Gage pointer loose on staff. Damaged gage movement. Foreign matter in line. Foreign matter in Bourdon tube. Bourdon tube stretched. Faulty mechanism. TROUBLE SHOOTING THE FUEL FLOW INDICATOR Does not register. Pointer fails to return to zero. Incorrect or erratic reading. Pressure line clogged. Pressure line broken. Fractured bellows or damaged mechanism. Clogged snubber orifice. Pointer loose on staff. Foreign matter in line. Clogged snubber orifice at fuel flow divider fitting. Damaged bellows or mechanism. Damaged or dirty mechanism. Pointer bent, rubbing on dial or glass. Leak or partial obstruction in pressure line. Figure 8-6. Trouble Shooting Instruments and Vacuum System (Sheet 4 of 7) 8-18 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION vm INSTRUMENTS TROUBLE PROBABLE CAUSE REMEDYTROUBLE SHOOTING THE FUEL QUANTITY INDICATORS | Failure to indicate. Fuel tanks empty. Check fuel quantity. Service with proper grade and amount of fuel. No power to indicator or transmitter. (Pointer stays below E.) Check circuit breaker, inspect for open circuit. Reset breaker, re- pair or replace defective wire or component. Grounded wire. (Pointer stays above F.) Check for partial ground between transmitter and indicator. Repair or replace defective wire. Low voltage. Check voltage at indicator. Correct voltage. Defective indicator. Substitute known-good indicator. Replace indicator. Off calibration. Defective indicator. Substitute known-good indicator. Replace indicator. Defective transmitter. Substitute known-good transmitter. Recalibrate or replace. Low or high voltage. Check voltage at indicator. Correct voltage. Sticky or sluggish indicator operation. Defective indicator. Substitute known-good indicator. Replace indicator. Low voltage. Check voltage at indicator. Correct voltage. Erratic readings. Loose or broken wiring on indicator or transmitter. Inspect circuit wiring. Repair or replace defective wire. Defective indicator or transmitter. Substitute known-good indicator or transmitter. Replace indicator or transmitter. Defective master switch. Replace switch. TROUBLE SHOOTING THE TURN COORDINATOR Airplane portion of indicator fails to respond. Circuit breaker popped. Master switch OFF or switch defective. Check visually. Reset breaker. Check switch ON. Replace defective switch. Broken or grounded lead to indicator. Check circuit wiring. Repair or replace defective wiring. Indicator not grounded. Check ground wire. Repair or re- place defective wire. Defective mechanism. Replace instrument. Figure 8-6. Trouble Shooting Instruments and Vacuum System (Sheet 5 of 7) 8-19 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION VIII INSTRUMENTS TROUBLE PROBABLE CAUSE REMEDYTROUBLE SHOOTING THE TURN COORDINATOR (CONTINUED) | Hand sluggish in returning to zero. Defective mechanism. Low voltage. Replace instrument. Check voltage to instrument. Cor- rect voltage. Pointer does not indicate proper turn. Defective mechanism. Replace instrument. Hand does not sit on zero. Gimbal and rotor out of balance. Replace instrument. Hand incorrectly sits on rod. Replace instrument. Sensitivity spring adjustment pulls hand off zero. Replace instrument. In cold temperatures, hand fails to respond or is sluggish. Oil in indicator becomes too thick. Insufficient bearing end play. Replace instrument. Replace instrument. Low voltage. Check voltage at instrument. Correct voltage. Noisy gyro. High voltage. Check voltage to instrument. Correct voltage. Loose or defective rotor bearings. Replace instrument. TROUBLE SHOOTING THE SUCTION GAGE | High suction gage readings. Gyro function normally - relief valve filter clogged, relief valve malfunction. Check valve filter, then valve. Compare gage readings with new gage. Clean valve filter, reset valve. Replace gage. Low suction gage readings. Leaks or restriction between instru- ments and relief valve, relief valve out of adjustment, defective pump, restriction in pump discharge line. Check lines for leaks, check pump discharge volume, disconnect and test pump. Repair or replace lines, adjust or replace relief valve, re- pair or replace pump. Clean dis- charge line. Central air filter dirty. Check operation with filter removed. Clean or replace filter. Suction gage fluctuates. Defective gage or sticking relief valve. Check suction with test gage. Re- place gage. Clean sticking valve with Stoddard solvent. Blow dry and test. If valve sticks after cleaning, replace it. Figure 8-6. Trouble Shooting Instruments and Vacuum System (Sheet 6 of 7) 8-20 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA SECTION vni INSTRUMENTS MAINTENANCE MANUAL TROUBLE PROBABLE CAUSE REMEDY TROUBLE SHOOTING THE VACUUM PUMP~| High suction. Suction relief valve filter clogged. Check filter for obstructions. Clean or replace filter. Low suction. Low pressure. Relief valve leaking. Vacuum pump failure. Safety valve leaking. Vacuum pump failure. Replace relief valve. Substitute known-good pump and check pump suction. Replace vacuum pump. Replace safety valve. Substitute known-good pump and check pump pressure. Replace vacuum pump. TROUBLE SHOOTING THE TACHOMETER INDICATORY Instrument registers Tachometer generator defective, low, erratically, or no reading. Tachometer generator flexible drive shaft sheared. Instrument defective. Test generator for output. Over- haul or replace as necessary. Replace flexible shaft. Replace instrument. TROUBLE SHOOTING THE CARBURETOR AIR TEMPERATURE INDICATOR Pointer on instrument does not function. Resistance bulb defective. Defective instrument. TROUBLESHOOTING THE MANIFOLD PRESSURE GAGE | Sticky or sluggish Dampener screw in manifold indicator operation. pressure port causes restriction. Replace bulb. Check wiring con- nections for looseness and damage. Replace instrument. Remove and discard Phillips head dampener screw inside manifold pressure port. Figure 8-6. Trouble Shooting Instruments and Vacuum System (Sheet 7 of 7) 8-21/8-22 Change 3 SECTION HEATING AND VENTILATION From PilotManuals.com / RareAviation.com MAiNTSXANCE MANUAL EN VNON M t. NT A. SECTION IX HEATING AND VENTILATION TABLE OF CONTENTS Page GENERAL DESCRIPTION .................... 9-1 Heater Operation...................... 9-1 VENTILATION SYSTEM...................... 9-1 Trouble Shooting The Systems ......... 9-5 Repair and Replacement of Components... 9-5 GENERAL DESCRIPTION Cabin heating and defrosting are provided by an ex- haust manifold heat exchanger, air ducts and valves, controls, and outlets. The only moving parts of the system are the valves and their controls, hence there is little mechanical wear involved. Normally, the only maintenance check required on the heating and defrosting system is careful examination to in- sure that the exhaust manifold and heat exchanger have no burned spots or cracks which could allow exhaust fumes to enter the system, and a check of hoses and ducting to make sure that air passages are unobstructed. Heater and defroster controls and valves should be checked periodically to insure pro- per operation. Refer to Figure 9-1 for heat and de- frosting system details. HEATER OPERATION MODEL 112 (Serial Numbers 1 thru 380). The cabin heating system consists of an intake within the nose cowl landing light, housing, an exchanger shroud around the exhaust muffler, and a takeoff valve as- sembly (Figure 9-2) containing four separate outlet ports to direct heated air to two windshield defroster outlets or four cabin floor side outlets for interior heating. Four individual control knobs regulate the routing of the heated air. Two, labeled LEFT or RIGHT DEFROSTER, control the air to the right and left defroster ducts which are mounted on the upper surface of the instrument panel cowl deck. Two re- maining control knobs, labeled LEFT or RIGHT CABIN HEAT control the amount of heated air de- livered to the right and left cabin floor heater outlets. These control knobs are located on the right instru- ment sub-panel assembly . Pulling the control knobs fully out will provide the maximum amount of heated airflow while intermediate settings provide an adjust- ment in air temperature for individual preferences. MODEL 112 (Serial Numbers 381 and Subsequent), MODELS 112B/TC/TCA. The cabin heating system consists of an intake within the nose cowl landing light housing, an exchanger shroud around the ex- haust muffler, a defroster valve assembly, and two cabin heat valve assemblies. Heated air is directed to two windshield defroster outlets or four cabin floor side outlets for interior heating. Two individual con- trol knobs regulate the routing ok the heated air. One labeled DEFROSTER, controls the flow of heated air to the right and left defroster ducts which are mounted on the upper surface of the instrument panel cowl deck Thd remaining control knob, labeled CABIN HEAT controls the amount of heated air delivered to the right and left cabin floor heater outlets. These knobs are located on the right instrument sub-panel assem- bly. Pulling the control knobs fully out will provide the maximum amount of heated airflow, while inter- mediate settings provide an adjustment in aif tem- perature for individual preferences. VENTILATION SYSTEM Two individual systems provide maximum cool air intake for in-flight cabin ventilation. A ram air in- take, recessed into the center of the vertical stabi- lizer, serves four adjustable air vents installed in the overhead console. These vents are adjusted by ORIGINAL as RECEIVED BY ATP 9-1 MAINTENANCE MANUAL EN vIRONMENT AL ROCKWELL COMMAND?:;? 112/B/TC/TCA MODEL 112, 1 THRU 380. 1. AMBIENT AIR INTAKE, FWD COWL 2. EXHAUST SHROUD 3. RIGHT DEFROSTER OUTLET 4. RIGHT AND LEFT DEFROSTER GATE ASSEMBLIES 5. LEFT DEFROSTER OUTLET 6. DISTRIBUTION BOX AND TAKEOFF VALVE 7. CABIN FLOOR SIDE DUCT 8. AMBIENT AIR INTAKE FROM WING 9. RIGHT AND LEFT CABIN HEAT GATE ASSEMBLIES 10. CONTROL PANELFigure 9-1. Heating and Defrosting System Installation (Sheet 1 of 2) 9-2 From PilotManuals.com / RareAviation.com SECTION IX CABIN ENVIRONMENTAL ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL MODEL 112, 381 AND SUBSEQUENT. MODELS 112B/TC/TCA 1. AMBIENT AIR INTAKE, FWD COWL 5. 2. EXHAUST SHROUD 6- 3. RIGHT CABIN HEAT VALVE 4. RIGHT DEFROSTER OUTLET S. DEFROSTER CONTROL GATE ASSEMBLY LEFT DEFROSTER OUTLET LEFT CABIN HEAT VALVE CONTROL PANEL X42260 Figure 9-1. Heating and Defrosting System Installation (Sheet 2 of 2) 9-3 SECTION IX CABIN ENVIRONMENTAL ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL MODEL 112, 1 THRU 380. 6 1. GATE ASSEMBLY, CABIN HEAT 2. GATE ASSEMBLY, CABIN HEAT 3. BAFFLES, CABIN HEAT 4. SEPARATORS 5. BAFFLES, DEFROSTER 6. TAKEOFF ASSEMBLY 7. RIGHT DEFROSTER OUTLET ASSEMBLY 8. LEFT DEFROSTER OUTLET ASSEMBLY 9. GATE ASSEMBLY, DEFROSTER 10. GATE ASSEMBLY,DEFROSTER 11. LEFT CABIN HEAT OUTLET ASSEMBLY RIGHT SIDE NOT SHOWN ......... _____ X29 2 A5 Figure 9-2. Valve Assembly (Sheet 1 of 2) 9-4 From PilotManuals.com / RareAviation.com SECTION IX CABIN ENVIRONMENTAL ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL MODEL 112, 381 AND SUBSEQUENT. MODELS 112B/TC/TCA 1. INLET ASSEMBLY 2. SEPARATOR 3. GATE ASSEMBLY 4. TAKEOFF ASSEMBLY X42 261 Figure 9-2. Valve Assembly (Sheet 2 of 2) a knurled position wheel on each outlet unit. The second ventilation system utilizes two intakes, one in each inboard wing leading edge to supply fresh air to four floor-level adjustable outlets. Refer to Figure 9-3 for ventilation system components. TROUBLE SHOOTING THE SYSTEMS Most of the operational troubles in the heating, de- frosting, and ventilating systems are caused by sticking or binding air valves and their controls, damaged air ducting, or defects in the exhaust muff- ler. In most cases, air valves or controls can be freed by proper lubrication. Damaged or broken parts should be repaired or replaced. When check- ing rigging of controls, be sure valves respond free- ly to control movement, and that they move through their full range of travel and seal properly. Check that heater hoses are properly secured and replace hoses that are burned, frayed, or crushed. If fumes are detected in the cabin, a very thorough inspection of the exhaust muffler should be accomplished. Since any holes or cracks may permit exhaust fumes to en- ter the cabin, replacement of defective parts is im- perative because fumes constitute an extreme danger. REPAIR AND REPLACEMENT OF COMPONENTS Figures 9-1 through 9- 3 show the components of the heating, defrosting and ventilating systems, and may be used as a reference during replacement of parts. Burned, frayed, or crushed hose should be replaced with new hose. Cut to length and install in the origi- nal routing. Check for proper operation and correct rigging of the valves after repair or replacement. 9-5 Change 1 SECTION IX CABIN ENVIRONMENTAL ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL MODEL 112, 126 THRU 380. 1. OVERHEAD VENTS 2. OVERHEAD VENTILATION DUCT 3. DORSAL FIN INTAKE 4. PLATE 5. SLIDE ASSEMBLY 6. SPACER 7. PLATE 8. SEAL 9. WING AIR INTAKE OPENING 10. CABIN AIR VALVE 11. HEAT AND VENTILATION DUCT 12. HEATER AND CABIN AIR INTERCONNECTING CABLE 13. AIR VENTS X29 3 AS Figure 9-3. Cabin Ventilation System Installation (Sheet 1 of 3) 9-6 From PilotManuals.com / RareAviation.com SECTION IX CABIN ENVIRONMENTAL ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL Figure 9-3. Cabin Ventilation System Installation (Sheet 2 of 3) 9-7 SECTION IX CABIN ENVIRONMENTAL ROCKWELL COMMANDER 112/b/TC/TCA MAINTENANCE MANUAL 'MW-' MODELS 112B/TC/TCA 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. OVERHEAD VENTS OVERHEAD VENTILATION DUCT DORSAL EIN INTAKE PLATE SLIDE ASSEMBLY SPACER PLATE SEAL WING AIR INTAKE OPENING CABIN AIR VALVE HEAT AND VENTILATION DUCT VENTILATION CONTROL CABLE HEATER CONTROL CABLE AIR VENTS X29 3BS Figure 9-3. Cabin Ventilation System Installation (Sheet 3 of 3) 9-8 From PilotManuals.com / RareAviation.com SECTION ELECTRICAL SYSTEM MAIMcNAfcCc MANUAL ' : >\ X ! 1,1 - ! NiCAl SECTION X ELECTRICAL TABLE OF CONTENTS Page GENT PAL DESCRIPTION.................... 10-1 POWER DISTRIBUTION...................... 10-1 Battery and External Power .......... 10-1 Alternator System .................... Diagrams ............................ 10-4 GENERAL DESCRIPTION required for operation of the aircraft electrical system are installed in the instrument sub-panel. The aircraft 14-volt de electrical system is designed io pre de the utmost in reliability. The 12-volt stor- age cattery provides electric current for engine start- ing and a reserve source of electrical power in the event of alternator failure. A de power receptacle, located aft of the battery on the left side of fuselage, provides a means for connecting external power to the aircraft electrical system. Aircraft without an external power receptacle should use a spare battery for servicing purposes. To conserve the battery al- ways use external power for starting engines when temperature is below 40F or when performing main- tenance requiring electrical power. A three-phase, 70-ampere alternator with internal diodes is instal- led on the engine and supplies the primary source of electrical power to the main bus. The internal diodes rectify ac current to de current. The electrical sys- tem is protected by a voltage regulator, overvoltage relay, and 70-ampere circuit breaker. The electri- cal power system is protected from overload or short circuits by trip-free circuit breakers. If alternator output voltage is below bus voltage, the diodes are reversed biased and all bus loads are supplied by the battery. The de ammeter, installed in die sub-panel, indicates the output of the alternator. All electrically- operated motors, lighting systems, and other electri- cal component circuits are protected by trip-free ptish- to-reset circuit breakers. Each electrical system component circuit is wired so a failure within a partic- ular circuit will not be detrimental to the operation of other electrical components. Switches and instruments POWER DISTRIBUTION The 14-volt de electrical system depends upon elec- trical power from three different sources: battery, external power and the alternator. With the engine operating and the alternator on the line, electric pow- er from the alternator is channeled through a 70-am- pere circuit breaker to the main bus. The battery and external power are connected Io the circuit break- er bus through a shunt. Electrical power from the circuit breaker bus is routed to the switch bus in the instrument panel. BATTERY AND EXTERNAL POWER One 12-volt storage battery provides power to the circuit breaker bus through a battery coni actor. The battery contactor is controlled by a I wo-position (BAT MASTER-OFF-ON) switch located at the ex- treme left of the sub-panel. Placing the master switch in the ON position closes the battery contactor to supply power Io the circuit breaker bus from the battery or external power for Model 112, Serial num- bers 188 thru 470. On Model 112, Serial numbers 471 and subsequent. Models 11211 TC.TCA. the power is supplied to the main tins from the battery or external power. Placing the master battery switch in the OFF position de-energize;- the battery contactor and terminates the supply of power to the electrical system. ORIGINAL -w RECEIVED BY ATP 10-1 From PilotManuals.com / RareAviation.com MAINTENANCE v. 6A .1^' / < ' vV z '... COM M ANf. i i 2 'b tu CAUTION ... ck voltage and polarity of external ;-;wer source before connecting power a.jjrce to aircraft. BATTERY SERVICING. Initial servicing of a dry charge battery is as follows: a. Remove filler plugs and fill each cell with diluted sulphuric acid (1.250 to 1.265 specific grav- ity), to the bottom of the filling tubes in the battery. Use only glass, rubber or plastic materials for con- taining battery electrolyte fluid during servicing, TYPE (Rebat) AMPERES ELECTROLYTE VOLUME (QTS.) 8-25 2 2.1 R-35 3 2.5 Figure 10-1. Battery Charge Rates and wear protective clothing and rubber gloves when handling electrolyte to prevent personal injury. Use a solution of baking soda and water to neutralize any acid spilled on clothing, skin or any damageable sur- face. b. Locate battery and charging equipment in a well ventilated area before initiating charge. Con- nect battery charger to the battery, and observe proper polarity (connect battery positive terminal to charger positive circuit). c. Charge battery at rate shown in Figure 10-1. Do not exceed this rate or electrolyte gassing will occur. Gasses given off by a battery under charging conditions are flammable. . k battery with a hydrometer when it v r > cept a charge. Hydrometer reading , ; ...:.i hi , 265 to 1.285 at room temperature of 70 Vut !. s F. Battery voltage should be 14. 4 . its w <.ero load on battery. Check security of >, mnections, and battery charger output vo age f iy Trometer check indicates a level below * 265 Ail His must have a specific gravity reading mtwvi .I 1.265 to 1.285 with electrolyte level at bot- tom of filling tubes (see Figure 10-3). If hydrometer indicates a high gravity reading, remove a small amount of electrolyte and add distilled water. Repeat as necessary to achieve proper specific gravity level. If individual cell reading is low, add higher gravity electrolyte instead of distilled water. SERVICING BATTERY INSTALLED IN AIRCRAFT. The 12-volt battery is installed in the left side of the tailcone, and is accessible through the baggage com- partment (see Figure 10-3). Loosen and remove the battery box cover for battery inspection and electro- lyte level checks. A built-in plastic carry strap is provided for convenience in handling the battery if it becomes necessary to remove it from the battery box. Check the battery electrolyte level frequently, espe- cially during hot weather. If visual check shows low cell level, and no electrolyte is available at this time, add distilled water to bring the cell(s) up to proper level. However, addition of water may result in as much as a 15 point difference in specific gravity reading between cells not serviced and those receiv- ing water in place of electrolyte. SPECIFIC GRAVITY CHARGED 1.265 - 1.285 RECHARGE 1. 250 - Less 1. ELECTROLYTE LEVEL INDICATOR 2. NEGATIVE TERMINAL 3. VENTED FILLER CAP 4. CARRY STRAP 5. POSITIVE TERMINAL Figure 10-2. Hydrometer Readings ORIGINAL As Received By ATP Figure 10-3. Battery 10-2 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL Figure 10-4. Alternator ALTERNATOR SYSTEM The alternator system consists of one 14-volt, 70- amp alternator, one voltage regulator, one overvolt- age relay and one 70 ampere circuit breaker. The alternator is connected to the circuit breaker bus at all times and will supply current demands when out- put voltage exceeds battery voltage. Alternator out- put may vary from 0-amps to 70-amps, depending upon circuit load and engine rpm. The alternator will produce a minimum of 10-amps at engine idle speed. CAUTION Alternator must not be operated on open circuit with the field winding energized. Any attempt to do so may result in damage to the alternator, regulator, or circuits. This alternator is ventilated by air pressure. Do not operate an alternator at full output for more than 30 seconds unless adequate pressure for cooling is used. Alternators can be damaged from over heat- ing. In general, if an alternator fails or battery voltage exceeds alternator voltage, the diodes in the alternator prevent battery or bus from motoring failed alternator and creating excessive current drain on the electrical system. If the alternator failure consists of a shorted diode, the alternator can draw excessive reverse current when its field is de-energized, and power remains on the main bus. Under this circum- stance, the failed alternator might attempt to draw more than 70-amps of reverse current. If this occurs, the battery will furnish sufficient current to open the alternator circuit breaker and clear the alternator from the system. MODELS 112/B. ALTERNATOR. A 14-volt, 70- ampere belt-driven alternator is mounted on the for- ward lower right side of the engine. This alternator utilizes a sealed ball bearing at the drive end and two piece roller bearing at the slip ring end. Intake ventilation air is routed through a hose connection at the slip ring end. Intake ventilation air is routed through a hose connection at the slip ring end cover from the ram air pick-up on the forward engine baffling (see Figure 10-4). MODELS 112TC/TCA. ALTERNATOR. A 14-volt, 70-ampere belt-driven alternator is mounted on the forward lower right side of the engine. This alter- nator utilizes a sealed ball bearing at the drive end and two piece roller bearing at the slip ring end. In- take ventilation air is drawn from the engine cooling airstream (see Figure 10-4). NOTE To maintain proper cooling, the slip ring cover should be removed when bench testing the alternator. For additional information concerning the removal and installation of the alternator, refer to Section IV. MODEL 112 (Serial numbers thru 470). VOLTAGE REGULATOR. The voltage regulator used in this aircraft is of a simplified trouble free design. The regulator, mounted on the engine firewall, is used in conjunction with the alternator and is initially adjusted to set voltage at 14.1 (+ .1) volts. Proper operation of the voltage regulator during initial ad- justment must be determined by reading a calibrated precision voltmeter. Check the bus bar voltage by connecting the positive terminal of the voltmeter test lead to the bus bar and the negative terminal of the voltmeter test lead to one of the grounding screws on the instrument panel. Place the alternator switch to ON. Turn on navigation lights, rotating beacon and other equipment to obtain a load of 10 to 15 amperes. With engine running increase engine speed to 1550 rpm and run for a minimum of one minute before reading voltmeter. Monitor main bus bar voltage and adjust screw on voltage regulator until voltage reads 14.1 (- .1) volts. The adjustment screw is located under the plastic plug on the regulator. If the regu- lator can not be adjusted to the above setting, check the alternator, overvoltage relay, master switch, circuit breaker and battery. Assure these components are in good condition prior to replacing the regulator. After proper adjustment, with the engine running at 2700 rpm, the system will maintain voltage at 14.2 (- -25) volts as read on the airplane voltmeter. CAUTION Do not interchange regulator leads and do not momentarily connect the two voltage regulator terminals together. Any attempt to do so will destroy the regulator. 10-3 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL MODEL 112 (Serial numbers 471 and subsequent), and MODELS 112B/TC/TCA. VOLTAGE REGULATOR. The voltage regulator used in this aircraft is of a simplified trouble free design. The regulator, mounted on the left side of the fuselage just aft of the firewall, is used in conjunction with the alternator and is initially adjusted to set voltage at 14.1 (i .1) volts. Proper operation of the voltage regulator dur- ing initial adjustment must be determined by reading a calibrated precision voltmeter. Check the bus bar voltage by connecting the positive terminal of the volt- meter test lead to the bus bar and the negative term- inal of the voltmeter test lead to one of the grounding screws on the instrument panel. Place the alternator switch to ON. Turn on navigation lights, rotating beacon and other equipment to obtain a load of 10 to 15 amperes. With engine running increase engine speed to 1550 rpm and run for a minimum of one min- ute before reading voltmeter. Monitor main bus bar voltage and adjust screw on voltage regulator until voltage reads 14.1 (- .1) volts. The adjustment screw is located under the plastic plug on the regulator. If the regulator can not be adjusted to the above setting, check the alternator, overvoltage relay, master switch, circuit breaker and battery. Assure these components are in good condition prior to replacing the regulator. After proper adjustment, with the engine running at 2700 rpm, the system will maintain voltage at 14.2 (- .25) volts as read on the airplane voltmeter. CAUTION Do not interchange regulator leads and do not momentarily connect the two voltage regulator terminals. Any attempt to do so will destroy the regulator. DIAGRAMS The electrical diagrams are divided into four parts. Part I, page 10-9 applies to Model 112 (Serial num- bers 6 thru 187). Part II, page 10-31 covers Model 112 (Serial numbers 188 thru 380). Part in, page 10-45 is applicable to Model 112 (Serial numbers 381 and subsequent) and Model 112TC (Serial numbers 13000 thru 13149). Part IV, page 10-59 covers Model 112B, Model 112TC (Serial numbers 13150 and subse- quent) and Model 112TCA. A Wiring Diagram Index in front of each part provides the title and number of the circuit desired. Minor changes in a system are shown within the diagram by symbols, effect!vity or a "NOTE". 10-4 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL EQUIPMENT QUANTITY RUNNING LOAD (AMPERES) Starter 1 150.00 Starter Solenoid 1 5.00 Master Solenoid 1 0.50 Logic Solenoid 1 0.50 Gear-Up Solenoid 1 0.50 Gear-Down Solenoid 1 0. 50 Wing Nav. Lights 2 3.00 Tail Nav. Light 1 1.04 Gear "WARN" Warning Light 1 0. 04 Gear-Down Indicator Lights 3 0. 24 Anti-Collision Light 1 7.50 Landing Light 1 7.10 Sub Panel Lights 4 0.40 Glareshield Lights 5 0.40 Magnetic Compass Light 1 0.08 Engine Cluster Gages 4 0. 50 Alternator Field Current 1 3.15 Auxiliary Fuel Pump 1 0. 65 Heated Pitot Tube 1 12. 50 Landing Gear Motor 1 25.00 Wing Flap Motor 1 10. 00 Alternator Capacity 1 70. 00 Battery Capacity 1 25.00/hr Figure 10-5. Electrical Load Chart LOCATION MANUFACTURER LAMP NUMBER Glove Compartment Light G.E. No. 1813 Wing Tip Navigation Lights Grimes No. A-7512 Tail Cone Navigation Light Grimes G.E. No. 93 Landing Light G.E. No. 4509 Overhead Interior Courtesy Lights G.E. No. 1414 Exterior Courtesy Lights Ind. Device No. 2 690A Magnetic Compass Light G.E. No. 330 Beacon Strobe Light (Red) Aeroflash No. 40- 3A Landing Gear Position Lights G.E. No. 330 Instrument Lights - Eyebrow G.E. No. 1813 Instrument Lights - Sub-Panel G.E. No. 1813 Gear Up Warning Light * Lee Craft No. 31JG - 2111-6 Control Wheel Map Light * Lee Craft No. 51-G3-1135T NOTES Lamp numbers specified are based on original equipment. * Denotes disposable sealed light units. Figure 10-6. Bulb Replacement Guide 10-5 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL 1. LNDG GEAR UP-DOWN RELAYS HYDRAULIC POWER PACK 2. GEAR POSITION IND. LIGHTS GEAR WARN LIGHT & BELL LNDG GEAR POSITION SWITCH THROTTLE & SQUAT SWITCH FLAP ACTUATED GEAR WARN SWITCH 3. AMMETER OIL TEMPERATURE IND. FUEL QUANTITY IND. CYL. HEAD TEMPERATURE 4. WING FLAP MOTOR 5. TURN COORDINATOR OR TURN & BANK IND. 6. STALL WARNING HORN 7. STARTER COURTESY & OVERHEAD LIGHTS (opt.) 8. FLAP POSITION INDICATORMODEL 112 (188 THRU 380)pitch TRIM ALT D D ENG FIELD GP 1. AMMETER OIL TEMPERATURE IND. FUEL QUANTITY IND. CYL.HEAD TEMPERATURE 2. LNDG GEAR ACTUATION RELAYS HYDRAULIC POWER PACK 3. GEAR POSITION IND. LIGHTS GEAR WARN LIGHT & BELL 4. FLAP POSITION INDICATOR 5. WING FLAP MOTOR 6. TURN COORDINATOR OR TURN & BANK IND. 7. STALL WARNING HORN 8. STARTER COURTESY & OVERHEAD LIGHTS (opt.) LNDG GEAR POSITION SWITCH THROTTLE & SQUAT SWITCH FLAP ACTUATED GEAR WARN SWITCH X16 12 Figure 10-7. Circuit Breakers (Sheet 1 of 2) 10-6 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL MODEL 112 (381 AND SUBSEQUENT) AND MODEL 112TC 1 2 3 4 5 6 7 8 9 10 11 12 13 14 1. 2. 3. 4. 5. 6. 7. CARB AIR TEMP.IND. (MODEL 112TC ONLY) LEFT FUEL QUANTITY IND. VOLTMETER RIGHT FUEL QUANTITY IND. CYL. HEAD TEMPERATURE OIL TEMPERATURE IND. TURN COORDINATOR OR TURN & BANK IND. STALL WARNING HORN 9. 10. 11. 12. 13. 14. FLAP POSITION INDICATOR WING FLAP MOTOR GEAR POSITION IND. LIGHTS GEAR WARN LIGHT & BELL HYDRAULIC PRESS SWITCHES LNDG GEAR UP-DOWN RELAYS HYDRAULIC POWER PACK ALTERNATOR FIELD ALTERNATOR OUTPUT 8. STARTER COURTESY & OVERHEAD LIGHTS (opt) X210 6 MODELS 112B/TCA OPTIONAL EQUIPMENT PITCH 1. COURTESY & OVERHEAD LIGHTS CARB AIR TEMP IND (MODEL 112TCA) 2 . STALL WARNING HORN 3 . CYLINDER HEAD TEMPERATURE 4. OIL TEMPERATURE IND. 5. STARTER 6. ALTERNATOR FIELD 7. ALTERNATOR OUTPUT 8. LEFT FUEL QUANTITY IND. AND VOLTMETER 9. RIGHT FUEL QUANTITY IND. 10. TURN COORDINATOR 11. FLAP POSITION INDICATOR 12. WING FLAP MOTOR 13 . LANDING GEAR SELECTOR LANDING GEAR WARNING HORN 14. LANDING GEAR ACTUATOR HYDRAULIC POWER PACK HYDRAULIC PRESS SWITCHES xaioio Change 2 10-7/10-8 Figure 10-7. Circuit Breakers (Sheet 2 of 2) From PilotManuals.com / RareAviation.com MAINTENANCE MANUAL SECTION X ELECTRICAL PART I DIAGRAMS APPLICABLE TO: MODEL 112 AIRCRAFT WITH SERIAL NUMBERS 6 THRU 187. SCHEMATIC ABBREVIATION CODES BW Light (Blue-White) C Common NC Normally Closed NO Normally Open GL Indicator Light (green) OVHD Overhead Light RL Light (red) SW Switch TS Terminal Strip 109 Wire Number 10-9 ROCKWELL section X MAINTENANCE MANUAL commander ELECTRICAL 112/B/TC/TCA WIRING DIAGRAMS INDEX PART I APPLICABLE TO: MODEL 112 AIRCRAFT WITH SERIAL NUMBERS 6 THRU 187. Figure Title Page D C. POWER IGNITION 10- 8 Alternator............................................................. 10-11 10- 9 Alternator, Internal Wiring .............................................. 10-12 10-10 External Power Receptacle (Optional) ...................................... 10-13 10-11 Starter ............................................................... 10-14 LIGHTING 10-12 Navigation Lights ....................................................... 10-15 10-13 Landing Light.......................................................... 10-16 10-14 Strobe Lights.......................................................... 10-17 10-15 Exterior Courtesy Lights ................................................ 10-18 10-16 Interior Courtesy Lights................................................. 10-19 10-17 Instrument Lights ....................................................... 10-20 FUEL SYSTEM 10-18 Auxiliary Fuel Pump .................................................... 10-21 LANDING GEAR 10-19 Landing Gear Actuation and Warning System ................................ 10-22 FLIGHT CONTROL SURFACES 10-20 Wing Flap Actuation.............................................-..................................................... 10-23 10-21 Elevator Trim Actuation................................................. 10-24 INSTRUMENTS 10-22 Engine and Fuel Gages _________________................................................ 10-25 10-23 Turn Coordinator Indicator............................................... 10-26 10-24 Ammeter ............................................................. 10-27 WARNING SYSTEMS 10-25 Stall Warning Transmitter................................................ 10-28 MISCELLANEOUS 10-26 Cigar Lighter .......................................................... ........................................................... 10-27 Pitot Heater........................................................... 10-30 10-10 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL ALT FIELD E Figure 10-8. Alternator 10-11 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL - GROUND E Figure 10-9. Alternator, Internal Wiring 10-12 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL BATTERY TO RELAY MASTER SWITCH TO CABIN AND BAGGAGE LIGHT E Figure 10-10. External Power Receptacle (Optional) 10-13 ROCKWELL COMMANDER 112/B/TC/TCA SECTION X ELECTRICAL MAINTENANCE MANUAL START & ACC TO COURTESY LIGHTS - BATTERY SWITCH E Figure 10-11. Starter 10-14 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL E Figure 10-12. Navigation Lights 10-15 ROCKWELL COMMANDER 112/B/TC/TCA SECTION X ELECTRICAL MAINTENANCE MANUAL LAND E Figure 10-13. Landing Light 10-16 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL AERO FLASH CKT E Figure 10-14. Strobe Lights 10-17 o 00 Figure 10-15. Exterior Courtesy Lights 5A TO AUX. POWER RECEPTACLE CIRCUIT From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA SECTION X ELECTRICAL MAINTENANCE MANUAL TO INTERIOR COURTESY ROCKWELL COMMANDER 112/B/TC/TCA SECTION X ELECTRICAL MAINTENANCE MANUAL START CIRCUIT 335 14(ref.) E Figure 10-16. Interior Courtesy Lights 10-19 ROCKWELL COMMANDER 112/B/TC/TCA SECTION X ELECTRICAL MAINTENANCE MANUAL E Figure 10-17. Instrument Lights 10-20 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL FUEL E Figure 10-18. Auxiliary Fuel Pump 10-21 ROCKWELL COMMANDER 112/B/TC/TCA SECTION X ELECTRICAL MAINTENANCE MANUAL Figure 10-19. Landing Gear Actuation and Warning System 10-22 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL E Figure 10-20. Wing Flap Actuation 10-23 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL E Figure 10-21. Elevator Trim Actuation 10-24 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL FUEL QUANTITY TRANSMITTERS E Figure 10-22. Engine and Fuel Gages 10-25 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL TURN COORD E Figure 10-23. Turn Coordinator Indicator 10-26 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL TO MAGNETO STARTER SWITCH STARTER CIRCUIT START & ACC TO ALT FLD. TO OVER-VOLTAGE RELAY. THRU TS-1 SWITCH Figure 10-24. Ammeter E 10-27 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL E Figure 10-25. Stall Warning Transmitter 10-28 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL START & ACC E Figure 10-26. Cigar Lighter 10-29 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL E Figure 10-27. Pitot Heater 10-30 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL PART II DIAGRAMS APPLICABLE TO: MODEL 112 AIRCRAFT WITH SERIAL NUMBERS 188 THRU 380. 10-31 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL 1. FWD T-STRIP "A" 2. SUB PANEL/FWD (FW L ENG) 3. AVIONICS POWER 4. INSTR. PANEL/GLARESHIELD 5. MAIN HARNESS/RIGHT WING 6. MAIN HARNESS/LEFT WING 7. STEP LIGHT RELAY 8. MAIN HARNESS/BATTERY COVER 9. AFT T-STRIP "B" 10. SUB PANE L/INSTR PANE L 11. SUB PANEL/AFT (WING & FUS) 12. INSTR. PANEL/AFT 13. INSTR. PANEL/FWD Figure 10-28. Connector and T-Strip Locator 10-32 From PilotManuals.com / RareAviation.com RGCKWEL.L . COMMAND; R MAINTENANCE MaNUAl StsC i ION X 112/B/TC/TCA ' ELECTRICAL WIRING DIAGRAMS INDEX PART II APPLICABLE TO: MODEL 112 AIRCRAFT WITH SERIAL NUMBERS 188 THRU 380. Figure Title Page ELECTRICAL SYMBOLS 10-29 Electrical Symbols__________................................................ 10-34 D C. POWER DISTRIBUTION 10-30 Power Distribution ................................................... 10-35 LIGHTING 10-31 Interior Lighting....................................................__ 10-37 10-32 Exterior Lighting .................................................___________________________ 10-38 FUEL SYSTEM 10-33 Auxiliary Fuel Pump................................................... 10-39 LANDING GEAR 10-34 Landing Gear Actuation, Position Indication and Warning System __......__ 10-40 FLIGHT CONTROLS 10-35 Wing Flap __......................................................... 10-41 INSTRUMENTS 10-36 Turn Coordinator Indicator _____________....................................... 10-42 WARNING SYSTEMS 10-37 Stall Warning __......................................................__ 10-43 MISCELLANEOUS 10-38 Cigar Lighter, Pitot Heater, Hourmeter and Avionics.____..............____ .10-44 10-33 112 & 112TC MAINTENANCE MANUAL Section X Electrical SYMBOL DESCR (I) a CABLE- SINGLE CONDUCTOR SHIELDED -MULTI CONDUCTOR SHIELDED Cp BUTT SPLICE KNIFE DISCONNECT 111 CONNECTOR 0 0 TERMINAL-SOLDER TYPE MOMENTARY -SOLDERLESS MOMENTARY -SOLDER TYPE MAINTAINED - SOLDERLESS MAINTAINED -T-STRIP OR T-BOARD SOLDER TYPE -T-STRIP SOLDERLESS POWER RELAY, CONTACTOR MOTOR GENERATOR ALTERNATOR ELECTRICAL EQUIPMENT (OTHER THAN MOTOR, GEN, ETC-) SWITCH-SPST DESCR BUTT SPLICE CIRCUIT BREAKER CIRCUIT BREAKER SWITCH CONNECTOR- PLUG RECPTACLE FUSE T BOARD GENERAL NOTES: EXAMPLE OF W/RE CODE: CODE LTR BC CB CBS P J RPZ2ARO " T T T 1 GA. I----w/g segment letter 1------HU RE NUMBER ----------C/RCU/T FUN CT/ON LETTER ----------UN/7 NUMBER - NUMBER / DENOTES SEPT AMD NUMBER DENOTES R/GAT WREN /DEN 7/CAL. W/RE NUMBER APPEARS /A/ DUAL (L/R) c/rcu/t c/rcu/t funct/on letter ASS/GNMENTS ARE AS FOLLOWS: o' CIRCUIT BREAKER-PUSH PULL O' -SW TYPE V GROUND-AIRFRAME O O -CASE (INTERNAL) c| P RESISTOR - FIXED -ADJUSTABLE If CAPACITOR DIODE -SPOT DPDT -DP 3 POS -PUSH BUTTON PUSH TO MAKE -PUSH TO BREAK _ PUSH BUTTON 2 CIRCUIT C - CONTROL SURFACE D- /NSTRUMENT TOTNFR TRAN FL/SAT OR ENG/NE) E- ENGINE /NSTRUMENT F- FL/GUT INSTRUMENT 6 - GEAR CONTROL N~ NFAT/NG ANDDE/C/N6 Figure 10-36. Turn Coordinator Indicator 10-42 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL MODEL 112 4, 188 THRU 334, AND 336 THRU 380. MODEL 112 335 W2B20 STALL WARNING SWITCH W2D20 NGRM CLOSED GND-20U(8) Figure 10-37. Stall Warning 10-43 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL SXf/7 W4f7V (70/7//ZP/r- O--6 wzzeU(11) Figure 10-38. Cigar Lighter, Pitot Heater, Hourmeter and Avionics 10-44 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL PART III DIAGRAMS APPLICABLE TO: MODEL 112 AIRCRAFT WITH SERIAL NUMBERS 381 AND SUBSEQUENT AND MODEL 112TC. 10-45 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL 1. FWD T-STRIP "A" 2. SUB PANEL/FWD (FW & ENG) 3. AVIONICS POWER 4. INSTR. PANEL/GLARESHIELD 5. MAIN HARNESS/RIGHT WING 6. MAIN HARNESS/LEFT WING 7. STEP LIGHT RELAY 8. MAIN HARNESS/BATTERY COVER 9. AFT T-STRIP "B" 10. SUB PANEL/INSTR. PANEL 11. SUB PANEL/AFT (WING L FUS) 12. INSTR. PANEL/AFT 13. INSTR. PANEL/FWD X210 8 Figure 10-39. Connector and T-Strip Locator 10-46 From PilotManuals.com / RareAviation.com ROCKWELL . ________...... commander MAINTENANCE MANUAL section X 112, b/TC/TCA ELECTRICAL WIRING DIAGRAMS INDEX PART III APPLICABLE TO: MODEL 112 SERIAL NUMBERS 381 AND SUBSEQUENT, AND MODEL 112TC Figure Title Page ELECTRICAL SYMBOLS 10-40 Electrical Symbols.................................................. 10-48 O.C. POWER DISTRIBUTION 10-41 Power Distribution ................................................. 10-49 LIGHTING 10-42 Interior Lighting.................................................... 10-51 10-43 Exterior Lighting ................................................... 10-52 FUEL SYSTEM 10-44 Auxiliary Fuel Pump.................................................. 10-53 LANDING GEAR '''-45 Landing Gear Actuation, Position Indication and Warning System ...... 10-54 FLIGHT CONTROLS 10-46 Wing Flap............................................................ 10-55 INSTRUMENTS 10-47 Turn Coordinator Indicator .......................................... 10-56 WARNING SYSTEMS 10-48 Stall Warning ....................................................... 10-57 MISCELLANEOUS 10-49 Cigar Lighter, Pitot Heater, Hourmeter and Avionics.................. 10-58 10-47 ROCK W b. IiL COMMANDER 112 B/TC /TC A MAINTENANCE MANUAL 1 T DE'SCR ABLE- SINGLE CONDULI OR SHIELDED -MULTI CONDUCTOR SHIELDED BUTT SPLICE KNIFE DISCONNECT CONNECTOR TERMINAL-SOLDER TYPE MOMENTARY -SOLDERLESS MOMENTARY -SOLDER TYPE MAINTAINED -SOLDERLESS MAINTAINED -T-STRIP OR T-BOARD SOLDER TYPE -T-STRIP V- -T SOLDERLESS e d T oz O' FUSE CIRCUIT BREAKER-PUSH PULL -SW TYPE GROUND-AIRFRAME -CASE (INTERNAL.) T p < .^.Jp t RESISTOR - Fl XED -ADJUSTABLE 1 l - CAPACITOR DIODE SYMBOL B G LAMP SWI PE : yTACI E RELAY GENERAL NOTES; POWER RELAY, CONTACTOR jFZXWZOF W/JPC GOOF MPG GA KG(- A/L/M8CC SWITCH -S PST C/FCL//7' FL/A/C7/OAJ Ft'rrFJ? jrsvGMWwrs1 /tec - sp s POS G - -SPDT -DPDT -DP 3 POS TO MAKE -PUSH TO BREAK BUTTON MOTOR GENERATOR ALTERNATOR ELECTRICAL EQUIPMENT (OTHER THAN MOTOR, GEN t ETC ) CB CBS -PUSH BUTTON PUSH ... PUSH___ 2 CIRCUIT BUT ' SPLIT I CIRCUIT B R I A K |- P CIRCUI T BP AK:..R I-USE T BOARD 7/A//7 A/UM8FC- A/GMFCC ' DFA/OFFS /MT 44/0 MOM 8 FC 2 DFAJO7FF JG4r H'FJt- 7OFA/7/C4L W/F ML '1 <"f 4PFF4f /M 07/4/ ''/') e/e/wr CDUrtCL SL/CF4CF /wret/Mc/yr rwv FL/GHF OF FA/G/A/F) FA/G/A/F M/FTFL/MFA/r Fl/GUr tA/STPL/MCA/r GF4F COMFPOL MM 7/A/G 4AJO OF .'C/A'G /GA//770 A/ FA/G//1/F COA/FCJ'L I - 7/G//7//VG M- M/FCFL/4A/FOLF FL.F.C Q - Fi/If z FAJD O// H/~ WFCA/ 4A/D CMFGA/C^ Figure 10-40. Electrical Symbols 10-48 From PilotManuals.com / R.areAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL ORIGINAL As Received By ATP MODEL 112, 381 THRU 470 Y(8.2) Figure 10-41. Power Distribution (Sheet 1 of 2) 10-49 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL ORIGINAL As Received By ATP MODEL 112, 381 THRU 470 Y(6.2) PilotManuals.com / RareAviation.com Figure 10-41. Power Distribution (Sheet 1 of 2) 10-49 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL S(9.1) Figure 10-42. Interior Lighting 10-51 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL Figure 10-43. Exterior Lighting Y(10.1) From PilotManuals.com / RareAviation.com 10-52 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL MODEL 112/B MODEL 112TC css sac PUMP- CSS/ Q/A2O Q/S2& UL PUMPFigure 10-44. Auxiliary Fuel Pump 10-53 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL U(7.1) Figure 10-45. Landing Gear Actuation, Position Indication and Warning System From PilotManuals.com / RareAviation.com 10-54 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL Y(8.1) Figure 10-46. Wing Flap 10-55 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL * t O7 9Y(8.1) Figure 10-47. Turn Coordinator Indicator 10-56 From PilotManuals.com / RareAviation.com ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL STALL SWITCH Y(B.1) Figure 10-48. Stall Warning 10-57 ROCKWELL. COMMANDER 112/B/TC/TCA SECTION X ELECTRICAL MAINTENANCE MANUAL Figure 10-49. Cigar Lighter, U(11.1) Pitot Heater, Hourmeter and Avionics PilotManuals.com / RareAviation.com 10-58 112/B/TC/TCA MAINTENANCE MANUAL Section X Electrical PART IV DIAGRAMS MODEL 112B AIRCRAFT WITH SERIAL NUMBERS 477,500 AND SUBSEQUENT AND MODEL 112TCA 10-59 Change 1 112/B/TC/TCA MAINTENANCE MANUAL Section X Electrical 1. FWD T-STRIP "B" 2. SUB PANEL/FWD (FW & ENG) 3. AVIONICS POWER 4. INSTR. PANEL/GLARESHIELD 5. MAIN HARNESS/RIGHT WING 6. MAIN HARNESS/LEFT WING 7. STEP LIGHT RELAY 8. MAIN HARNESS/BATTERY COVER 9. CABIN T-STRIP "A" 10. SUB PANEL/lNSTR PANEL 11. SUB PANEL/AFT (WING & FUS) 12. INSTR. PANEL/AFT 13. INSTR. PANEL/FWD 14. FWD T-STRIP "C" (S/N 13150 L Subs) X21 08B6 Figure 10-50. Connector and T-Strip Locator 10-60 Change 1 From PilotManuals.com / RareAviation.com BOCKWr 1 L. COMMANDS' R 112 B/TCTCA MAINTENANCE MANUAL SECTION X ELECTRICAL WIRING DIAGRAMS INDEX PART IV APPLICABLE TO: MODEL U2B SERIAL NUMBERS 477, 500 AND SUBSEQUENT, AND MODEL 112TCA Figure Title Page ELECTRICAL SYMBOLS 10-51 Electrical Symbols .................................................... 10-62 D C. POWER DISTRIBUTION 10-52 Power Distribution .................................................... 10-63 LIGHTING 10-53 Interior Lighting ..................................................... 10-65 10-54 Exterior Lighting ..................................................... 10-67 " 'EL SYSTEM Fuel System Circuit .................................................. 10-73 Fuel Pump (see Figure 10-57) Fuel Pump and Primer (see Figure 10-57) LANDING GEAR 10-55 Landing Gear Actuation, Position Indication and Warning System ........ 10-69 FLIGHT CONTROLS 10-56 Flight Control Circuits ............................................... 10-71 Wing Flap, Stall Warning and Turn Coordinator INSTRUMENTS Turn Coordinator Indicator (see Figure 10-56) ........................ 10-71 WARNING SYSTEMS Stall Warning (see Figure 10-56) ..................................... 10-71 MISCELLANEOUS 10-57 Miscellaneous Circuits ................................................ 10-73 Cigar Lighter, Pitot Heater, Hour meter, Fuel Pump, Fuel Pump and Primer, Carburetor Air Temperature and Electric Clock 10-61 MAINTENANCE MANUAL SECTION X ELECTRICAL SYMBGi. SYMBOL DESCR FOCKW? COMMANDED 112/B/TC/TCA CAB I F ' SINGLE CONDUCTOR SHIELDED Q l 1 -MULTI CONDI.-Tor SHIELDED T > - BUTT SPLICE KNIFE D ISC ON NT F- I r"Ti CONNECTOR TERMINAL-SOLDER TYPE MOMENTARY -SOLDERLESS MOMENTARY -SOLDER TYPE maintained. -SOLDERLESS MAINTAINED -T-ST RIP OR T-BOARD SOLDER TYPE -T-STR1P SOLDERLESS FUSE CIRCUIT BREAKER-PUSH PULL -SW TYPE GROUND-AIRFRAME -CASE (INTERNAL) RESISTOR - FIXED - ADJUSTABLE CA PACI TO R O O ELECTRICAL EQUIPMENT (OTHER THAN MOTOR, GFN,ETC ) SWITCH -S PST -SP 3 POS -SPOT -DPDT -DP 3 POS -PUSH BUTTON PUSH TO MAKE -PUSH TO BREAK PUSH BUTTON 2 ClRCUITDESCR i v R HUTT SPLICE B . CipCb 1 BREAKER C B r;u- ...i 1 BRI AKER SWP CH CBS C I.M-C 1 0fc- PI OG P RFCPTACLE J 1 u S F F t boar:: T - GENERAL NOTES: f/OAMPLC Of COOT 2 P 22 A 20 ' T T T i ^ 'pF- G A I----- Wfg Si GMEMT LCTTCC I--- A/UM8C/P L -------o/ecu/r fumct/om Lcrr/f -----------Z/4//7 MUM see - MUMff 2 f dca/otcs terr amd a/umbcc 2 DCMOTCS & I Figure 10-52. Power Distribution (Sheet 1 of 3) 10-63 Change 1 ROCKWELL COMMANDER 112/B/TC/TCA section x MAINTENANCE MANUAL ELECTRICAL MODEL 1128, 600 THRU 644 MODEL 112TCA, 13150 THRU 13249 Figure 10-52. Power Distribution (Sheet 2 of 3) AL(S)II From PilotManuals.com / RareAviation.com 10-64 Change 2 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL MODEL 112B, 545 AND SUBS MODEL 112TCA, 13250 AND SUBS AL (6.1)11 Figure 10-52. Power Distribution (Sheet 3 of 3) 10-64A/10-64B Change 2 ROCKWELL COMMANDER 112/B/TC/TCA SECTION X ELECTRICAL MAINTENANCE MANUAL Figure 10-53. Interior Lighting (Sheet 1 of 3) 1) (9.1) I 10-65 PilotManuals.com / RareAviation.com Change 1 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL AL (9)11 Figure 10-53. Interior Lighting (Sheet 2 of 3) 10-66 Change 2 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL MODEL 1128, 545 AND SUBS Figure 10-53. Interior Lighting (Sheet 3 of 3) Change 2 AL (9.2)11 10-66A/10-66B ROCKWELL COMMANDER 112/B/TC/TCA SECTION X ELECTRICAL MAINTENANCE MANUAL Y(10.1) I Figure 10-54. Exterior Lighting (Sheet 1 of 3) 10-67 Change 1 ROCKWELL COMMANDER 112/B/TC/TCA SECTION X ELECTRICAL MAINTENANCE MANUAL MODEL 112B, 500 THRU 544 MODEL 112TCA, 13150 THRU 13189 Figure 10-54. Exterior Lighting (Sheet 2 of 3) AG(10)11 PilotManuals.com / RareAviation.com 10-68 Change 1 | SECTION X ELECTRICAL MAINTENANCE MANUAL ROCKWELL COMMANDER 112/B/TC/TCA MODEL 1128, 545 AND SUBS MODEL 112TCA, 13190 AND SUBS Figure 10-54. Exterior Lighting (Sheet 3 of 3) AG(10.1)ll 10-68A/10-68B Change 1 ROCKWELL COMMANDER 112/B/TC/TCA SECTION X ELECTRICAL MAINTENANCE MANUAL model lire S/N 477 Figure 10-55. Landing Gear Actuation, Position Indication and Warning System (Sheet 1 of 3) 10-69 From PilotManuals.com / RareAviation.com Change 2 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL MODEL 112B, 546 AND SUBS MODEL 112TCA, 13150 THRU 13264 -M, AM(7) II Figure 10-55. Landing Gear Actuation, Position Indication and Warning System (Sheet 2 of 3) 10-70 Change 2 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL ELECTRICAL SECTION X MODEL 1128, 545 AND SUBS MODEL 112TCA, 13265 AND SUBS Figure 10-55. Landing Gear Actuation, Position Indication and Warning System (Sheet 3 of 3) From PilotManuals.com / RareAviation.com Change 3 10-70A/10-70B ROCKWELL COMMANDER 112/B/TC/TCA SECTION X ELECTRICAL MAINTENANCE MANUAL MODEL 112 S/N 477 Y(8.1) I Figure 10-56. Flight Control Circuits (Sheet 1 of 2) 10-71 ROCKWELL COMMANDER 112/B/TC/TCA SECTION X ELECTRICAL MODELS 112B/TCA MAINTENANCE MANUAL From PilotManuals.com / RareAviation.com Y(8) II Figure 10-56. Flight Control Circuits (Sheet 2 of 2) 10-72 ROCKWELL COMMANDER 112/B/TC/TCA SECTION X ELECTRICAL MAINTENANCE MANUAL 0(11.1)1 Figure 10-57. Miscellaneous Circuits (Sheet 1 of 3) 10-73 Change 1 ROCKWELL COMMANDER 112/b/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL MODELS 112B/TCA AL (11)11 A L (12) II Figure 10-57. Miscellaneous Circuits (Sheet 2 of 3) 10-74 Change 2 ROCKWELL COMMANDER 112/B/TC/TCA MAINTENANCE MANUAL SECTION X ELECTRICAL m/os/js 7 TO POWE*. DOT CIKCUIT HOue/uerFe MODEL 112B, 538 AND SUBS MODEL 112TCA, 13167 AND SUBS FLUX XFITP, MODEL 112B, 545 AND SUBS MODEL 112TCA, 13190 AND SUBS Figure 10-57. Miscellaneous Circuits (Sheet 3 of 3) Change 2 AG(12)II 10-75/10-76