PIPER AZTEC SERVICE MANUAL

B. Procedures
(1) FUEL CELL VENT 100 HOUR INSPECTION. Water or debris entering the fuel cell vent
system through the filler vent/drain hole can block and/or damage the fuel cell vent system. A
fuel cell vent system which is blocked can cause the affected fuel cell to collapse as fuel is
drawn down. A fuel cell vent line which has split or is otherwise leaking fuel into the interior
of the wing structure is a potentially explosive situation. Accordingly, each 100 hours or
annually, whichever comes first, inspect the integrity of the fuel cell vent system for each of
the four main fuel cells as follows:
(a) Secure a plastic or rubber hose approximately 18 inches long, approximately 0.3125
(5/16) inch I.D., 0.5625 (9/16) inch O.D. or larger, with the end tapered to fit the
vent/drain hole inside the fuel filler compartment.
(b) Insert the hose (tapered end) into the fuel filler vent/drain hole and:
1 Apply regulated air pressure (Maximum 5 PSI) or blow through the hose. If the line
is blocked, correct the cause before proceeding further.
2 With an assistant under the wing blocking (with the fingers) the vent and drain
outlets (0.5625 (9/16) inch and 0.125 (l/8) inch diameter), apply air pressure, as
above, and determine that air pressure can be held in the system. If pressure cannot
be maintained, locate the leak and correct the cause.
(c) Inspect the thermos-type fuel cell caps for sealing integrity. Caps that have become
hardened, dry or cracked should be replaced.
(d) Inspect the fuel filler compartment hinged access cover for sealing integrity. A defective
seal may allow rain or wash water to enter the fuel cell filler compartment.
(2) 100 HOUR AUTOCONTROL III / ALTIMATIC III AUTOPILOT INSPECTION.
In PA-23-250’s S/N’s 27-3457 and up, for airplanes equipped with Piper AutoControl III,
AltiMatic III, AltiMatic IIIB, or AltiMatic IIIB-1 autopilots, each 100 hours time-in-service or
annually, whichever comes first, inspect the servo and bridle cable installations for the
following:
NOTE: Refer to a current copy of the appropriate Automated Flight Control System service
manual:
Part Number A.F.C.S. System
753-723 AutoControl III, AltiMatic III and AltiMatic IIIB
761-502 AltiMatic IIIB-1 and AutoControl IIIB
Verify current revision by referring to Piper Customer Service Information Aerofiche
(P/N 1753-755).
(a) Loose bridle cables.
(b) Damaged bridle cables or frayed bridle cable strands, particularly at the bridle cable pin
where bridle cable attaches to capstan.
(c) Bridle cable clamp screw torque. (See A.F.C.S. Service Manual.)
(d) Safety sleeves replaced (if required). (See A.F.C.S. Service Manual.)
(e) Cable guard positioning and clearance.

01/01/09 III - Inspection

1E61
 PIPER AZTEC SERVICE MANUAL

(f) Primary control system cables and bridle cable tension settings. (See A.F.C.S. Service
Manual.)
(g) Perform clutch override test. (See A.F.C.S. Service Manual.)
(3) OUTBOARD FLAP HINGE 100 HOUR INSPECTION. (See Figure 3-1.) In PA-23-250’s
S/N’s 27-3154 thru 27-7405330, and 27-3050 only, for those airplanes which have not installed
Piper Kits No. 760-861 (right) and 760-817 (left), each 100 hours time-in-service or annually,
whichever comes first, inspect the outboard flap hinge for cracks as follows:
NOTE: Piper Kits No. 760-861 and 760-817 are no longer available (circa 2006).
(a) Using the hydraulic hand pump, lower the flaps to the full down position.
(b) Clean the flap outboard hinges thoroughly.
(c) Using a 10 power magnifying glass, inspect the hinges thoroughly for evidence of cracks.
1 If cracks are evident, replace with new hinge, P/N 17103-004 (left) and/or 17103-005
(right).
2 If cracks are not apparent, no further action is required until the next required
inspection.
(d) Make an appropriate logbook entry documenting completion of this inspection. See also AD
74-10-01.
(4) FUEL SELECTOR CONTROL CABLE WIRE 100 HOUR INSPECTION. (See Figure 3-2.)
In all PA-23-235’s; and PA-23-250’s S/N’s 27-1 thru 27-7954089 only, each 100 hours time-in-
service or annually, whichever comes first, inspect the fuel selector control cable wires for
binding, kinking, or bending, as follows:
(a) Remove the access panel covering the main spar from the bottom section of the nacelle
and the access panel covering the main spar from the bottom of the fuselage.
(b) Using 10X magnification, visually inspect the control cable wires at the swivel fittings,
switch actuating arms, and actuating lever connections for cracks, sharp radius bends, and
kinks. Replace cable wires exhibiting any of the above conditions.
(c) Additionally, inspect all fuel valves and control cables while someone in the cockpit
operates the fuel controls through all detent positions while a mechanic observes the fuel
valves and control cables for the following:
1 rigging and adjustment,
2 unrestricted motion of cable wires, swivel fittings, and valve actuating levers,
3 proper lubrication of fuel valve attachments and controls.
(d) Correct any deficiencies observed per Section IX.
(e) Reinstall access panels and covers.
(f) Make an appropriate logbook entry documenting completion of this inspection. See also AD
80-18-10

III - Inspection 01/01/09

1E62
 PIPER AZTEC SERVICE MANUAL

INSPECTION AREA
SEE SKETCH A

1---------------------
f)
FLAP HINGE

----,

AILERON HINGE

SKETCH A
Figure 3-1. Outboard Flap Hinge Inspection
S/N’s 27-3050, 27-3154 thru 27-7405330

01/01/09 III - Inspection

1E63
 PIPER AZTEC SERVICE MANUAL

A7B2
RIGHT FUEL SELECTOR VALVE PA-23-250 (Six Place)
Serial Nos. 27-2505 thru 27-7954076

T FUEL SELECTOR CABLE

SWIVEL FITTING

ING
~ TOR CABLE
"'
'-----,
SWITCH ACTUAT

. . .~~Y
/'.................................
...
FUEL CONTROL BOX

SWIVEL FITTING ,
...... ......
......
......
......
',,,
......
...... ...... '----"----- ,,
............ SWITCH ACTU
............

~~·
......
...... ......
............
P.IGl!T FUEL SELECTOR VALVE ~
............ LEFT FUEL SELECTOR VALVE
......
.........
SWIVEL FITTING
',,,
...... ...
............
......
...... ...
SWIVEL FITTING
.........
.........
FUEL SELECTOR SWIVEL FITTING ',,,
CABLE ASSEMBLY .........
FUEL CONTROL BOX ............
,,
',,,
~
"
IVEL FITTING

-- ,~
'-,, "
~
............
...... ......
......

,, SWIVEL FITTING

SWITCH ACTU ',

"-. ...__ '
'-,
FUEL SELECTOR
~ ', )

~
CABLE ASSEMBLY
PA-23-235 LEFT ~UEL SELECTOR VALVE
PA-23-250
PA-23-250 (Six Place)
Serial Nos. 27-2000 to 27-2504

Figure 3-2. Fuel Selector Valve Control Cables

III - Inspection 01/01/09

1E64
 PIPER AZTEC SERVICE MANUAL

RIGHT SWITCH
ACTUATING CABLE

FUEL SELECTOR
CABLES

SWITCH
ACTUATOR

SWITCH
ACTUATOR

PA 23-250 (Six Place) LEFT FUEL

Serial Numbers 27-7954077 and up SELECTOR
VALVE

Figure 3-2. Fuel Selector Valve Control Cables (cont.)

01/01/09 III - Inspection

1E65
 PIPER AZTEC SERVICE MANUAL

(5) STABILATOR TIP TUBE AND WEIGHT ASSEMBLY 100 HOUR INSPECTION. (See
Figure 3-3.) In PA-23-250 Aztec “F” S/N’s 27-7654001 thru 27-7954121 only, inspect
stabilator tip tube and weight assemblies for cracks as follows:
(a) Remove tip assembly from left and right stabilators.
(b) In S/N’s 27-7654001 thru 27-7954035 with unmodified P/N 15658-020 tube and weight
assemblies:
1 Using a 10X magnifying glass, inspect the square tube on the tube and weight
assemblies to determine if any cracks are evident. See “Inspection Area” in Figure 3-x2.
2 If no cracks are detected in either tube:
a The modification below may be accomplished at any time not to exceed the next
100 hours of operation.
b Reinstall the tip assemblies to the stabilators.
c Make an appropriate logbook entry documenting completion of this inspection.
3 If any cracks are detected, modify both tube and weight assemblies as follows:
a Remove tube and weight assembly (P/N 15658-20) from both stabilators. Retain
screws, washers and nuts for reinstallation.
b Cut or drill hole in the end of the tube attachment plate to allow a 0.625 (5/8)
inch diameter tube to be inserted into the square tube.
c Locate and drill twelve (12) .250 holes in the square tube as shown.
d Insert a 10 inch length of round steel tube (0.625 (5/8) x .058 inch Type 4130
Cond. N) into the square tube and rosette weld the tubes together at the twelve
(12) .250 holes.
NOTE: Round steel tube (10 x 0.625 (5/8) x .058 inch Type 4130 Cond. N)
should be procured locally, if possible. If necessary, tube may be
ordered from Piper as P/N 15589-005.
e Weld shut the area around the hole in the attachment plate and the tubes.
CAUTION: IF WELDING CRACKS NEAR THE LEAD WEIGHT, USE TIG
OR MIG WELD INSTEAD OF OXY-ACETYLENE.
f Weld all cracks shut that were discovered when inspecting the square tube.
g Drill a 0.I91 inch hole through the round tube using existing hole in square tube
as a guide.
h Clean, prime and paint tube and weight assembly.
i Reinstall the tube and weight assembly to the stabilator using existing
attachment hardware.
j Reinstall the tip assembly to the stabilator.
k Refer to paragraph 4-66 and rebalance the stabilator.
NOTE: If stabilator cannot be properly balanced with the trim weights at the
stabilator balance arm, it is permissible to remove up to 0.25 (1/4) inch
of material from the forward ends of the lead weights on the stabilator
tips. (Remove an equal amount from both lead weights).
l Make an appropriate logbook entry documenting completion of this inspection.

III - Inspection 01/01/09

1E66
 PIPER AZTEC SERVICE MANUAL

.250 hole thru square tube only.

Rosette weld at top and bottom.
(5 places at top and bottom)

i----2.75---~
.___ _ _ _ _ _ _ 5 . 0 0 - - - - - - ~
----------- 7.25----------
FWD ------------9.50------------~
◄ ~__:--------10.00---------------J..i
TOP VIEW OF TUBE AND WEIGHT ASSEMBLY

Tube Attachment Plate

.250 hole thru square tube only.

Rosette weld at both sides.
Round
/ '
I

.191 hole thru square

SIDE VIEW OF TUBE AND WEIGHT ASSEMBLY tube and round tube.

Figure 3-3. Stabilator Tip Tube And Weight Assembly

01/01/09 III - Inspection

1E67
 PIPER AZTEC SERVICE MANUAL

(c) In S/N’s 27-7654001 thru 27-7954035 with modified P/N 15658-020 tube and weight
assemblies (see above), or with P/N 15658-029 tube and weight assemblies, or with Piper
Kit No. 763-987 installed:
NOTE: Piper Kit No. 763-987 is no longer available (circa 2001).
1 Using a 10X magnifying glass, inspect the square tube on the tube and weight
assemblies to determine if any cracks are evident. See “Inspection Area” in Figure 3-x2.
2 If no cracks are detected in either tube:
a Reinstall the tip assemblies to the stabilators.
b Make an appropriate logbook entry documenting completion of this inspection.
3 If any cracks are detected:
a Replace all cracked parts before further flight. See Parts Catalog, P/N 753-522.
b Reinstall the tip assemblies to the stabilators.
c Refer to paragraph 4-66 and rebalance the stabilator.
d Make an appropriate logbook entry documenting completion of this inspection.
(d) In S/N’s 27-7954036 thru 27-7954121:
1 Using a 10X magnifying glass, inspect the square tube on the tube and weight
assemblies to determine if any cracks are evident. See “Inspection Area” in Figure 3-x2.
2 If no cracks are detected in either tube:
a Reinstall the tip assemblies to the stabilators.
b Make an appropriate logbook entry documenting completion of this inspection.
3 If any cracks are detected:
a Replace all cracked parts before further flight. See Parts Catalog, P/N 753-522.
b Reinstall the tip assemblies to the stabilators.
c Refer to paragraph 4-66 and rebalance the stabilator.
d Make an appropriate logbook entry documenting completion of this inspection.
(6) 100 HOUR ENGINE CONTROLS SUPPORT BRACKET INSPECTION. (See Figure 3-4.)
In PA-23-250’s S/N’s 27-1 thru 27-140 only, for those airplanes which have not installed the
improved Engine Controls Support Bracket Assembly, P/N 16975-00, each 100 hours or
annually, whichever comes first, inspect the original equipment engine controls support bracket
assembly, P/N 17892 -00, as follows:
NOTE: Installation of the improved Engine Controls Support Bracket Assembly, P/N 16975-
00, relieves this repetitive inspection requirement.
(a) Inspect the engine controls support bracket assembly, P/N 17892 -00, for any evidence of
the tube being cracked, bent, or distorted.
(b) If such evidence is present, remove the existing bracket assembly and install an improved
bracket

III - Inspection 01/01/09

1E68
 PIPER AZTEC SERVICE MANUAL

Improved Engine Controls

Support Bracket - p /N 16975 -OO
Screw ANS 15 -6R6 (Ref.)

--
1· '
Screw AN507 -832R8 (Ref.)
Tinn. Nut A6052 -632 -1 (Ref.)

Original Equipment

~----- Engine Controls Support Bracket - P/N 17892-00

(Inspect for cracks and tube distortion)

Figure 3-4. Engine Controls Support Bracket Inspection

01/01/09 III - Inspection

1E69
 PIPER AZTEC SERVICE MANUAL

(7) LANDING GEAR SELECTOR LEVER 100 HOUR INSPECTION. In all PA-23-235’s and
PA-23-250 S/N’s 27-1 thru 27-7854139 only, for airplanes which have not installed the heavy
duty landing gear selector lever P/N 761-213 (i.e. - 28468-002), inspect the landing gear
selector lever for cracks as follows:
NOTE: Installation of the heavy duty landing gear selector lever P/N 761-213 (i.e. - 28468-002)
eliminates this repetitive inspection requirement.
(a) Remove the rectangular access plate from the right side of the control pedestal to gain
access to the hydraulic powerpak.
(b) See Sketches A and B in Figure 3-5 to verify which landing gear selector lever is installed
in the airplane.
(c) If the heavy duty landing gear selector lever P/N 761-213 (i.e. - 28468-002) is installed,
as shown in Sketch B, no further action is required. Proceed to step (e).
(d) If the landing gear selector lever installed is P/N 752-303 (i.e. - 31931-000) as shown in
Sketch A, proceed as follows:
1 Inspect the two bend radii shown in Sketch A for evidence of cracks, using a 10X
magnifying glass.
2 If no cracks are found, proceed to step (e).
3 If cracks are found, replace existing landing gear selector lever with new heavy duty
lever P/N 761-213 (i.e. - 28468-002) as shown in Sketch B before further flight.
(e) Reinstall rectangular access plate on right side of pedestal.
(f) Make an appropriate logbook entry documenting completion of this inspection.

III - Inspection 01/01/09

1E70
 PIPER AZTEC SERVICE MANUAL

Flap Control Lever Powerpak Unit

Landing Gear
Selector Handle

Lever is Flush
With Top of Clevis Stud
And bottom of
Attachment Link

Inspect This Area

For Cracks

Landing Gear Selector

Lever - 752 303 (31931-00)

~
Powerpak Unit

Flap Control Lever

SKETCH A

~ Landing Gear
Selector Handle

Lever Extends Approx-

¼" Above Clevis Stud and
SKETCH 8 ¼" Below Attachment Link

Clevis Stud

Rivet - 421 024 (AN455-A3-6) Ref.

Roll Pin - 752 704 (52-040-187-0312) Ref.

Heavy Duty Landing Gear

Selector Lever - 761 213 (28468-02)

Figure 3-5. Landing Gear Selector Lever

01/01/09 III - Inspection

1E71
 PIPER AZTEC SERVICE MANUAL

(8) STABILATOR LOWER SURFACE RIVETS AND RIB ATTACHMENT 100 HOUR
INSPECTION. In PA-23-250 Aztec “F” S/N’s 27-7654001 thru 27-7954044 with unmodified
stabilator serial numbers 0336-L thru 0340-L and 0401-L thru 0607-L and 0337-R thru 0341-R
and 0402-R thru 0609-R only, inspect stabilator lower surface rivets and rib attachment per
Stabilator Lower Surface Rivets and Rib Attachment 100 Hour Inspection (see Special
Inspections, Procedures).
NOTE: The stabilator serial number plate is located on the stabilator rear spar.
(a) Inspection.
1 Inspect the lower surface of the left and right stabilator assemblies for evidence of
loose blind rivets. See Figure 3-6 for location of existing blind rivets. (Loose rivets
may be noted by the presence of dark streaks downstream of the rivet heads.)
2 Remove stabilator tip(s). With a mirror and a light attached to long rods, inspect the
bottom flanges of all ribs for evidence of cracks.
a If cracks are found, replace the stabilator assembly with a new assembly:
- S/N’s 27-7654001 thru 27-7954035:
Left Stabilator Assy. (P/N 15658-030)
Right Stabilator Assy. (P/N 15658-031)
- S/N’s 27-7954036 thru 27-7954044:
Left Stabilator Assy. (P/N 15658-032)
Right Stabilator Assy. (P/N 15658-033)
b If loose rivets are found, they must be replaced with NAS1738B-4-1, or
NAS1738B-4-2, or NAS1738B-4-3 cherry lock rivets.
c If no cracks are found, and loose rivets are replaced, the stabilator tip(s) may be
reinstalled and the aircraft returned to service.
d Make an appropriate logbook entry documenting completion of this inspection.
(b) Modification.
Installation of additional cherry lock rivets will eliminate this repetitive inspection
requirement. Proceed as follows:
1 Install additional cherry lock rivets (see Figure 3-x3) mid-spaced between the
existing blind rivets in the ribs and rear spar on the bottom surface of the stabilator.
(The new cherry lock rivets must be installed between all existing blind rivets shown
as Rivets “A” & “B” in Figure 3-6.)
2 Reinstall stabilator tip and rebalance stabilator per paragraph 4-66.
3 Make an appropriate logbook entry documenting this modification.
(c) Make an appropriate logbook entry documenting completion of this inspection.

III - Inspection 01/01/09

1E72
 PIPER AZTEC SERVICE MANUAL

REPLACEMENT RIVETS
RIVET CHERRY LOCK PIPER PIN
A NAS 1738B-4- l 522 881
B NAS1738B-4-2 522 882

C NAS1738B-4-3 522 883

Rivet "A"
(4 Existing) Stabilator Tab

I
r
I Rivet "A"
(15 Existing)

I
I "-
II '

\ I
\ I
\ ../
BOTTOM VIEW OF LEFT STABILATOR SHOWN - RIGHT STABILATOR OPPOSI'IE

Figure 3-6. Stabilator Lower Surface Rivets And Rib Attachment

01/01/09 III - Inspection

1E73
 PIPER AZTEC SERVICE MANUAL

(9) FLAP BELLCRANK 100 HOUR INSPECTION. In all PA-23-235’s and PA-23-250 S/N’s 27-
1 thru 27-8054059 only, for airplanes which have accumulated at least 1000 hours total time-
in-service, have initially completed Piper Service Bulletin No. 671, and have not installed the
improved flap bellcrank P/N 16423-006; each 100 hours or annually, whichever comes first,
inspect the flap bellcrank for cracks, corrosion, and condition as follows:
NOTE: Installation of the improved flap bellcrank P/N 16423-006 eliminates this repetitive
inspection requirement.
(a) Gain access to the flap torque tube and Flap Control System by removing the aft seats,
seat tracks, carpeting, right side fuselage interior trim panel, and the aft cabin floorboard.
(b) Remove the right rear wing root fairings and the right flap torque tube access panels (see
Figure 3-7).
(c) Clean the flap bellcrank.
(d) Using suitable tools (mirror, flashlight, magnifier, etc.) visually inspect the flap bellcrank
as follows: (see Figure 3-x5)
1 the tube and channel assembly and arm for corrosion and condition;
2 the weld areas for cracks.
(e) If a crack or corrosion is found, replace with new flap bellcrank assembly (P/N 16423-06).
See paragraph 4-12A.
(f) If no crack or corrosion is found, lubricate the bushings in the bellcrank assembly with oil
as specified in the Lubrication Chart, Section II.
(g) Reinstall the right rear wing root fairings and the right flap torque tube access panels.
(h) Reinstall the aft cabin floorboard, right side fuselage interior trim panel, carpeting, seat
tracks, and the aft seats.
(i) Make an appropriate logbook entry documenting completion of this inspection. See also
AD 81-04-05 R1.

III - Inspection 01/01/09

1E74
 PIPER AZTEC SERVICE MANUAL

REAR WING ROOT FAIRING

FLAP TORQUE TUBE ACCESS PANEL

Bushing r
Flap Bellcrank Assembly

\; oo 0 Bushing

Bellcrank Arm

Bellcrank Tube and Channel Assembly

INSPECT WELD AREAS FOR CRACKS

Figure 3-7. Flap Bellcrank Inspection

01/01/09 III - Inspection

1E75
 PIPER AZTEC SERVICE MANUAL

(10) FUSELAGE FRAME 100 HOUR INSPECTION. (See Figure 3-8.) In all PA-23-235’s and PA-
23-250 S/N’s 27-1 thru 27-8054049 only, for airplanes which have accumulated at least 500
hours total time-in-service and have not installed the Footstep Reinforcement Brackets per
Piper Service Bulletin No. 672A; each 100 hours time-in-service or annually, whichever comes
first, inspect the fuselage frame, footstep attachment tube, rudder cable pulley brackets, and
Sta. 153/171 canted bulkhead for cracks as follows:
NOTE: Installation of Footstep Reinforcement Brackets per Piper Service Bulletin No. 672A
relieves this repetitive inspection requirement.
(a) Gain access to the rear baggage compartment thru the rear baggage compartment door.
(b) Remove the oxygen bottle (if installed), rear baggage compartment floorboard and
carpeting. Remove middle and aft seats, seat tracks, carpeting, aft cabin floorboard and
the right fuselage side panel to gain access to the fuselage tubular frame at the footstep
attachment area and to the bottom portion of the Sta. 153/171 canted bulkhead.
(c) Remove the footstep assembly.
(d) Using 10X magnification, inspect the welds on the fuselage frame tube, footstep
attachment tube and rudder cable pulley brackets, in the area shown in Sketch A, for
cracks. If no cracks are found, proceed to step (e). If cracks are found proceed as follows:
NOTE: All repairs must be done by gas welding.
1 Make a 30 degree scarf cut thru the fuselage frame tube at a point 14.5 inches
inboard from the corner of the fuselage frame as shown in Sketch B. Remove excess
weld from the inside of the fuselage frame tube, in the area of the pulley brackets, to
facilitate installation of a reinforcement tube.
2 Fabricate a 12.5 inch long fuselage frame reinforcement tube from .625 O.D. X .049
wall, round, seamless 4130 steel (MIL-T-6736 type 1, condition N).
NOTE: Reinforcement tube may also be ordered from Piper as P/N 82352-114.
3 Install the reinforcement tube into the fuselage frame tube as shown in Sketch B,
using the “inner sleeve method” as described in the latest revision of AC 43.13-l.
4 Weld cracks using acceptable methods listed in the latest revision of AC 43.13-l.
(e) Using 10X magnification, inspect the bottom aft side of Sta. 153/171 canted bulkhead for
cracks, in the area where the rudder cable pulley bracket attaches to the bulkhead, as
shown in Sketch C.
1 If no cracks are found, proceed to step (f).
2 If cracks are found, repair with acceptable methods listed in the latest revision of AC
43.13-l, or replace with new parts (see Parts Catalog, P/N 753-522).
(f) Reinstall the right fuselage side panel, aft cabin floorboard, carpeting, seat tracks, middle
and aft seats, rear baggage compartment floorboard and carpeting, and oxygen bottle (if
removed).
(g) Make an appropriate logbook entry documenting completion of this inspection.

III - Inspection 01/01/09

1E76
 PIPER AZTEC SERVICE MANUAL

FUSELAGE TUB ULAR FRAME

FUSELAG E FRAME TUBE

0 D x 049 WALL ROUND. SEAMLESS
( 3/4

4 1 30 STEEL MIL-T -67 36 TYPE 1. CONDITION N I

INSPECTION AREA
IN SPECT WELDS ON THE FUSELAGE
FRAME TUBE . FOOT STEP ATTACHMENT
TUBE AND THE PULLEY BRACKETS
FOR CRACKS

FOOT STEP ASSEMBLY

IP N 1740 1

PULLEY BRACKET

IP N 17 150-00 REF ,

RU DD ER CABLE
PULLEY

Figure 3-8. Fuselage Frame Inspection

01/01/09 III - Inspection

1E77
 PIPER AZTEC SERVICE MANUAL

FUSELAGE TUBULAR FRAME

FOOT STEP
ASSEMBLY

30 DEGREE SCARF CUT

FUSELAGE FRAME
REINFORCEMENT TU BE RUDDER CABLE PU LLEY NOT
(PIPER PART NO 82352 -114) SHOWN FOR CLAR ITY

(.625 0 .D. x .049 WALL

ROUND . SEAMLESS 4130 STEEL
MIL -T-6 736 TYPE 1 CON DITI ON N)
NOTE
INSTALL REINFORCEMENT TUBE
SHOWN ON THIS SKETCH ONLY
IF FUSELAGE FRAME TUBE IS
CRACKED .

SKETCH " B"

Figure 3-8. Fuselage Frame Inspection (cont.)

III - Inspection 01/01/09

1E78
 PIPER AZTEC SERVICE MANUAL

INSPECTION AREA
INSPECT BULKHEAD FOR CRACKS
WHERE THE PULLEY BRACKET ~ CUSELAGE TUSULAS rnAME
ATTACHES TO THE BU LKHEAD

PULLEY BRACKET (REF I

RUDDER CABLE PULLEY

OUTBOARD i-,.

VIEW LOOKING FORWARD

SKETCH "C"

Figure 3-8. Fuselage Frame Inspection (cont.)

01/01/09 III - Inspection

1E79
 PIPER AZTEC SERVICE MANUAL

(11) FLAP TORQUE TUBE 100 HOUR INSPECTION. For airplanes which have accumulated at
least 2500 hours total time-in-service and have not installed a steel flap torque tube (P/N
17634-002, 104622-002, or 104622-004); each 100 hour time-in-service or annually,
whichever comes first, inspect the flap torque tube for wear, distortion, and corrosion as
follows:
NOTE: Installation of a steel flap torque tube P/N 17634-002, 104622-002, or 104622-004
relieves this repetitive inspection requirement.
(a) Remove the flap torque tube assembly per paragraph 5-50.
(b) After the flap torque tube has been removed from the aircraft and prior to removing the
end plugs, examine the area of the torque tube that comes in contact with the torque tube
bearing blocks for wear and distortion. If wear or distortion is noted on the tube and the
depth exceeds .005 inches, replace the torque tube per paragraph 4-12B.
(c) Inspect the attachment bolt holes
(for the flap horn and the flap TORQUE TUBE
bellcrank) in the flap torque tube
for cracks originating out of each
hole using a Fluorescent Penetrant .30 IN. MAX.

procedure per the latest revision of

AC 43.13-1. Also, inspect the
subject holes for elongation.
Elongation up to .050 inch (see
Figure 3-9) is acceptable provided
.249 / .251 IN.
that when the horn or bellcrank is
mounted on the tube with the
attachment bolts (without nuts) ACCEPTABLE LIMITS FOR OBLONG HOLE
installed, there is no relative motion (ANGLE TO CENTER LINE IS NOT CRITICAL)
between the horn or bellcrank and Figure 3-9. Elongation Limits
the torque tube with a light load
applied in a radial direction
simulating a flap air load. Replace the torque tube per paragraph 4-12B, if cracks are
noted in the subject holes or elongation exceeds limits.
(d) Remove the end plugs and inspect and remove any corrosion present on the inside
diameter of the torque tube, specifically in the area that contacts the wooden end plug
(P/N 17631-000). See the latest revision of AC 43.13-1 for corrosion removal and
corrosion protection processes. If severe cleaning is required, including the mechanical
removal of all the corrosion, the resultant wall thickness must be measured and cannot be
less than .063 inches. Replace the torque tube per paragraph 4-12B, if corrosion cannot be
repaired, or if remaining wall thickness does not meet minimum requirements.
(e) Inspect the wooden end plugs (P/N 17631-000) for deterioration and close fit with the
inside diameter of the torque tube. The maximum acceptable clearance between the inside
diameter of the torque tube and the outside diameter of the plug is .015 inches. The plugs
should be treated with a wood preservative product such as "tung oil" prior to reinstalling
in the torque tube. If replacement of the plugs is required, order new plug P/N 17631-002
which is manufactured from Acetal (Delrin) rod.
(f) If the torque tube meets the inspection requirements, above, it can be reinstalled per
paragraph 5-51.

III - Inspection 01/01/09

1E80
 PIPER AZTEC SERVICE MANUAL

(12) STABILATOR TORQUE TUBE CORROSION INSPECTION. Each ten years time-in-service
or whenever both stabilator halves are removed, whichever comes first, inspect the stabilator
torque tube assembly for corrosion and condition as follows:
NOTE: The initial ten year inspection interval should date from the logbook entry
documenting completion of Piper Service Bulletin No. 1160. If no such logbook entry
can be found, perform the initial inspection as part of the next 100 hour or annual
inspection.
(a) Remove the aft fairing, aft fuselage access panel, and stabilator halves (see paragraph 4-18).
(b) Inspect the inside and outside surface of the torque tube and the bolts on the inside of the
torque tube for corrosion and condition.
(c) Inspect bearings, bearing blocks and attach fittings inside the fuselage for condition.
(d) Inspect balance weight tube attachment fitting and control horn for condition.
(e) If no corrosion is found, proceed to step (j).
(f) If surface corrosion or wear is found other than on the torque tube itself, install
replacement parts (see Parts Catalog P/N 753-522), or repair using acceptable methods in
accordance with the latest revision of AC 43.13-1.
(g) If surface corrosion is found on the stabilator torque tube, removal of corrosion is
permitted only within the following limits:
Minimum Tube O.D. = 2.3113 inches; Minimum Tube Wall Thickness = .161 inch.
(h) Where cadium plating has been removed from the outside of the torque tube, apply a
brush coat of cadium plate per MIL-STD-865. Where paint has been removed from the
inside of the torque tube, apply 2 swab coats of epoxy primer. Treat all other reworked
items with Dinitrol AV8 or CRC Protector 100 Corrosion Inhibitor.
(i) For torque tubes which cannot be cleaned up within the above limits, replace by installing
Piper Kit No. 652-579.
NOTE: Destroy the corroded stabilator torque tube to prevent possible inadvertent future
installation on an aircraft.
(j) Lubricate the torque tube per the Lubrication Chart, Section II, and reinstall the stabilator
halves (see paragraph 4-19), fuselage fairings, and aft fuselage access panel.
(k) Make an appropriate logbook entry documenting completion of this inspection. If repair
was accomplished by corrosion removal, annotate the logbook entry accordingly.

01/01/09 III - Inspection

1E81
 PIPER AZTEC SERVICE MANUAL

(13) CONTROL CABLE INSPECTION. Aircraft control cable systems are subject to a variety of
environmental conditions and forms of deterioration that, with time, may be easy to recognize
as wire/strand breakage or the not-so-readily visible types of wear, corrosion, and/or distortion.
The following data may help in detecting the presence of these conditions:
(a) Cable Damage
Critical areas for wire breakage are sections of the cable which pass through fairleads and
around pulleys. To inspect each section which passes over a pulley or through a fairlead,
remove cable from aircraft to the extent necessary to expose that particular section.
Examine cables for broken wires by passing a cloth along length of cable. This will clean
the cable for a visual inspection, and detect broken wires, if the cloth snags on cable.
When snags are found, closely examine cable to determine full extent of damage.
The absence of snags is not positive evidence that broken wires do not exist. Figure 3-10,
Item A, shows a cable with broken wires that were not detected by wiping, but were found
during a visual inspection. The damage became readily apparent (Figure 3-10, Item B)
when the cable was removed and bent using the techniques depicted in Figure 3-10, Item
C.
(b) External Wear Patterns
Wear will normally extend along cable equal to the distance cable moves at that location.
Wear may occur on one side of the cable only or on its entire circumference. Replace
flexible and non-flexible cables when individual wires in each strand appear to blend
together (outer wires worn 40-50 percent) as depicted in Figure 3-11.

Figure 3-10. Control Cable Inspection

III - Inspection 01/01/09

1E82
 PIPER AZTEC SERVICE MANUAL

~
I~ ~
INDIVIDUAL OUTER WIRES
INDIVIDUAL OUTER WIRES WORN
WORN MORE THAN 50%
MORE THAN 40 - 50 %
(NOTE BLENDING OF WORN AREAS)

INDIVIDUAL OUTER WIRES WORN LESS THAN 40%

(WORN AREAS INDIVIDUALLY DISTINGUISHABLE)
Figure 3-11. External Wear Patterns

Figure 3-12. Internal Cable Wear

01/01/09 III - Inspection

1E83
 PIPER AZTEC SERVICE MANUAL

EXCESSIVE CABLE WEAR PULLEY MISALIGNMENT

PULLEY TOO LARGE FOR CABLE CABLE MISALIGNMENT

: ]:r::'''l~!rn1j:~
FROZEN BEARING NORMAL CONDITION
Figure 3-13. Cable Pulley Wear

(c) Internal Cable Wear

As wear is taking place on the exterior surface of a cable, the same condition is taking
place internally, particularly in the sections of the cable which pass over pulleys and
quadrants. This condition, shown in Figure 3-12, is not easily detected unless the strands
of the cable are separated. Wear of this type is a result of the relative motion between
inner wire surfaces. Under certain conditions the rate of this type wear can be greater than
that occurring on the surface.
(d) Corrosion
Carefully examine any cable for corrosion that has a broken wire in a section not in
contact with wear producing airframe components such as pulleys, fairleads, etc. It may
be necessary to remove and bend the cable to properly inspect it for internal strand
corrosion as this condition is usually not evident on the outer surface of the cable. Replace
cable segments if internal strand rust or corrosion is found.
Areas especially conducive to cable corrosion are battery compartments, lavatories, wheel
wells, etc., where concentrations of corrosive fumes, vapors, and liquids can accumulate.
NOTE: Check all exposed sections of cable for corrosion after a cleaning and/or metal-
brightening operation has been accomplished in that area.

III - Inspection 01/01/09

1E84
 PIPER AZTEC SERVICE MANUAL

(e) Cable Maintenance

CAUTION: TO AVOID REMOVAL OF CORROSION-PREVENTATIVE COMPOUNDS
AND CABLE INTERNAL LUBRICANT, DO NOT USE VAPOR
DEGREASING, STEAM CLEANING, METHYLETHYLKETONE (MEK)
OR OTHER SOLVENTS.
CAUTION: DO NOT OIL CONTROL CABLES.
Frequent inspections and preservation measures such as rust prevention treatments for
bare cable areas will help to extend cable service life. Where cables pass through
fairleads, pressure seals, or over pulleys, remove accumulated heavy coatings of corrosion
prevention compound. Provide corrosion protection for these cable sections by lubricating
as specified in the Lubrication Chart, Section II.
(f) Cable Fittings
1 100 Hour Standard Inspection
Check swaged terminal reference marks for any indication of cable slippage within
fitting. Inspect fitting assembly for distortion and/or broken strands at the terminal.
Check that all bearings and swivel fittings (bolted or pinned) pivot freely to prevent
binding and subsequent failure. Check turnbuckles for proper thread exposure and
broken or missing safety wires/clips.
Pay particular attention to corrosion and “pitting” on cable terminals, turnbuckles
and cable fittings. Any corrosion or pitting found requires replacement of the
corroded fitting and/or cable.
2 100 Hour Special Inspection
For airplanes 15 years old or older, using a 10X magnifier, visually inspect the entire
surface of each cable terminal, turnbuckle, or other cable fitting for corrosion or
cracking. Inspect under safety wire or clips wrapped around the cable or fitting. Any
evidence of corrosion or cracking, however minute, is cause for replacement. A
logbook entry documenting the replacement of a cable terminal, turnbuckle, or other
cable fitting relieves the inspection requirement for that fitting only, until such time
as that fitting has been in service for 15 years.
(g) Pulleys
Inspect pulleys for roughness, sharp edges, and presence of foreign material embedded in
the grooves. Examine pulley bearings to assure proper lubrication, smooth rotation,
freedom from flat spots, dirt, and paint spray. Periodically rotate pulleys, which turn
through a small arc, to provide a new bearing surface for the cable. Maintain pulley
alignment to prevent the cable from riding on flanges and chafing against guards, covers,
or adjacent structure. Check all pulley brackets and guards for damage, alignment, and
security.

01/01/09 III - Inspection

1E85
 PIPER AZTEC SERVICE MANUAL

THIS PAGE INTENTIONALLY BLANK

III - Inspection 01/01/09

1E86
 PIPER AZTEC SERVICE MANUAL

(14) EXHAUST SYSTEM 100 HOUR INSPECTION. Each 100 hours, or annually, whichever
comes first, a thorough and detailed inspection of all components of the exhaust system for
condition, correct installation, and leakage is critical.
NOTE: In the interest of safety and proper maintenance, a daily visual line inspection of the
exhaust stack gaskets, exhaust stack muffler assembly and muffler tail pipe joints
should be made to assure tightness; also that all firewall seals are in a satisfactory
condition and the engine compartment is free of excessive oil or other combustible
materials.
NOTE: For PA-23-235 and early PA-23-250 airplanes, see Figure 3-14 for inspection points.
For later PA-23-250 airplanes with ball joint exhaust, see paragraph 8-79.
See also the applicable portions (i.e. - inspection and maintenance of aircraft exhaust
systems) of the latest revision of AC 43.13-1
(a) An exhaust and heat exchange system which has been permitted to deteriorate due to age
and poor inspection and maintenance can conceivably cause the following difficulties:
1 Carbon monoxide poisoning.
2 Engine compartment originated fires in flight.
3 Engine malfunction or failure in flight.
(b) The entire exhaust system, including heat exchangers, stacks, mufflers, muffler baffles
and all exhaust connections must be rigidly inspected at each 100 hour inspection. In
addition, the system should be very carefully checked for leaks as the airplane progresses
from summer operation (cabin heater not being used) to winter operation (cabin heat on).
Removal of the tail pipe will facilitate inspection of the muffler baffle.

PA-23-235
EARLY PA-23-250

INSPECTION POINTS

Figure 3-14. Exhaust System Inspection Points, PA-23-235 and early PA-23-250

01/01/09 III - Inspection

1E87
 PIPER AZTEC SERVICE MANUAL

(c) As with any other system, age (number of hours) must be considered. Even though the
best materials and techniques are incorporated in these systems, inspections for instance,
at the 700-800 hour period, should be more critical than at the 100 hour mark. Possible
replacement of parts should be considered after the 1000 hour mark.
(d) Should you at any time detect the odor of exhaust fumes in the cabin, the pilot must
immediately discontinue use of the cabin heater and defroster and open all available cabin
ventilators. The pilot should land at the first available airport and determine the source of
the leak for immediate correction.

III - Inspection 01/01/09

1E88
 PIPER AZTEC SERVICE MANUAL

(15) ENGINE MOUNT CORROSION INSPECTION, IMMERSION IN WATER. The following

guidance is general in nature and should be applied or varied to fit the individual situation
based on water level during immersion, length of time immersed, length of time since
exposure, etc. Proceed as follows:
(a) Inspection
1 Level the aircraft in accordance with paragraph 2-14.
2 In two of the larger, lower, engine mount tubes, drill a 3/16 inch hole in the bottom
of each tube, at the approximate mid-point.
3 Visually inspect the interior surface of each tube through the 3/16 inch hole for
evidence of internal corrosion. Pay particular attention to the lower end of each tube
as this is where corrosion is most likely to appear first.
4 Should evidence of corrosion be detected in step (3), above, replace the engine
mount. If no corrosion is detected, proceed with Corrosion Prevention, below.
(b) Corrosion Prevention
If no evidence of corrosion is detected in step (3), above, proceed as follows:
1 Place a drip pan below the inspection holes in each engine mount tube.
2 Insert a plastic tube thru each inspection hole and feed it up to the high point of the
engine mount tube.
3 Using a syringe inserted into the end of the plastic tube, pump linseed oil into the
upper end of the engine mount tube while rotating the syringe / plastic tube assembly
to assure maximum coverage. Continue pumping until the lower end of the engine
mount tube is filled with linseed oil to the level of the inspection hole.
4 Now, draw the plastic tube out of the upper end of the engine mount tube and reinsert
it in the opposite direction, feeding it to the lower end of the engine mount tube.
5 Suck excess linseed oil out of the engine mount tube with the syringe / plastic tube
assembly.
6 When linseed oil can no longer be picked up by the syringe / plastic tube assembly,
remove it and allow the engine mount tube to drain into drip pans for approximately
two hours.
7 Purge excess oil from tubes by applying air pressure to each 3/16 inch inspection
hole, one at a time.
8 Insure that roughly the same amount of linseed oil that was pumped in is retrieved in
the drip pans.
9 Apply a liberal coating of an approved fuel tank sealant (see Table II-II) to each
inspection hole and seal the hole with an appropriate blind rivet. After installing the
rivet, apply a liberal coating of the approved fuel tank sealant over the head of the
rivet.

01/01/09 III - Inspection

1E89
 PIPER AZTEC SERVICE MANUAL

(16) VACUUM PUMP VANE WEAR INSPECTION.

For airplanes equipped with service replacement Aero Accessories, Inc., Tempest Dry Air
Pumps only. Inspect as follows:
(a) For airplanes equipped with series 215/216 (3215/3216) pumps which have accumulated
500 hours time-in-service; each 100 hours thereafter inspect vacuum pump vane wear as
follows:
(1) Remove the inspection port plug and observe vane wear as shown in Figure 3-15.
(2) As vanes wear, they slide outboard in the vane slots in the rotor.
(3) When the portion of the vane that can be observed in the inspection hole covers
approximately 1/8 TH of inspection hole, replace the pump.

WEAR INDICATOR
INSPECTION ACCESS PORT

MINIMAL WEAR

- NOMINAL WEAR

TEMPEST
DRY AIR PUMP
0 REPLACE PUMP

WEAR INDICATOR
INSPECTION HOLE

VANE SLOT

Figure 3-15. 215/216 Series Vacuum Pump Vane Wear Inspection

III - Inspection 01/01/09

1E90
 PIPER AZTEC SERVICE MANUAL

(b) For airplanes equipped with 400 series pumps;

 for airplanes with frequent de-ice cycles, beginning at 200 hours time-in-service, and
each 100 hours thereafter;
 for airplanes with normal de-ice cycles, beginning at 300 hours time-in-service, and
each 100 hours thereafter;
inspect the vacuum pumps as follows: (See Figure 3-15a.)
(1) Remove engine cowling.
(2) Ground magnetos and turn the fuel selector to OFF.
CAUTION: DIRT, GREASE, OR DEBRIS IN THE AREA OF THE INSPECTION
PORT PLUG COULD CONTAMINATE THE PUMP IF THE PLUG IS
REMOVED PRIOR TO CLEANING.
(3) Ensure the area around the inspection port plug is clean.
CAUTION: IF THE STAR WASHER IS NOT REMOVED WITH THE PLUG, THE
SUBSEQUENT WEAR INDICATION READING WILL BE
ERRONEOUS.
(4) Remove the inspection port plug and star washer (View A).

REMOVE BOTH AERO ACCESSORIES P/N 82-50122-2A6

PLUG AND STAR 400 SERIES WEAR INDICATING TOOL
WASHER.
INSERT INTO
INSPECTION PORT

EDGES OF ROTOR
SLOT VISIBLE IN
INSPECTION PORT
I ~ ,,.-- - •- ·- ·_._ ._ __
VIEWA VIEWB VIEWC

NEW VANE INDICATION VANE STILL GOOD VANE WORN OUT

(I.E. - LAND NOT TOUCHING TOP OF BARREL) (LAND TOUCHING BARREL)

VIEWD

Figure 3-15a. 400 Series Vacuum Pump Vane Wear Inspection

01/01/09 III - Inspection

1E91
 PIPER AZTEC SERVICE MANUAL

(5) While looking into the inspection port, have an assistant slowly turn the propeller by
hand in the normal direction of rotation until a vane slot is centered in
the port (View B).
NOTE: If you go too far, just keep turning the propeller until the next vane slot
appears. DO NOT turn the propeller backwards.

CAUTION: DO NOT ROTATE PROPELLER OR PUMP SHAFT WITH THE

INDICATING TOOL INSERTED INTO THE INSPECTION PORT. IF
THE PUMP IS INADVERTENTLY ROTATED WHILE THE
INDICATING TOOL IS INSERTED INTO THE INSPECTION PORT,
PUMP REPLACEMENT IS REQUIRED - EVEN IF YOU CAN
DETECT NO DAMAGE.
(6) Insert the vane wear indicating tool into the inspection port as illustrated in View C.
(a) Hold the barrel securely and squarely against the pump body.
(b) With your finger tip, gently push the plunger into the pump. When the plunger
touches the vane you may feel the vane move slightly if it is not at the bottom of
its slot.
NOTE: If the plunger does not slip easily into the slot, DO NOT force it.
Remove the indicating tool and check the alignment of the vane slot to
the inspection port.
(7) Compare the relative positions of the plunger land and barrel top to the illustrations
in View D to determine vane wear.
(a) If vane is “worn out,” replace pump.
(b) If vane is “still good” or “new,” proceed to next step.
(8) If vanes are within service limits and pump is otherwise serviceable, clean the
threads on the inspection port plug, install a new star washer and torque the port plug
to 45 to 50 in.-lbs.
(17) TORQUE TUBE/PUSH ROD DISTORTION INSPECTION. If flaps have been extended at or
above VFE, inspect the flap torque tube arm, bellcrank, and pushrods for evidence of distortion.
(a) If the paint is cracked or peeling anywhere along the torque tube arm or pushrod, torsional
movement has occurred.
(b) Remove the paint and inspect for cracks:
1 In the welds at the arm on the torque tube end.
2 In the rod ends and pushrod tube.
3 Use a dye penetrant method of inspection.
(c) If cracks are not found, repaint the part(s) and reinstall.
(d) If cracked, replace the affected part(s).

III - Inspection 01/01/09

1E92
 PIPER AZTEC SERVICE MANUAL

(18) RESTRAINT SYSTEM INSPECTION. Each 100 hours time-in-service or annually,

whichever comes first, inspect the restraint system as follows:
(a) Shoulder Harness (If installed.)
1 Inspect ends and attachment points for condition and security.
2 Inspect harness web material for condition and wear over its entire length.
Particularly look for wear and fraying where harness web passes in and out of
inertial reel. If excessively worn, replace.
3 Check inertia reel mechanism by pulling sharply on strap. Verify reel will lock in
place under sudden stress.
(b) Lap Belt
1 Inspect ends and attachment points for condition and security.
2 Inspect harness web material for condition and wear over its entire length.
Particularly look for wear and fraying where harness web passes in and out of
adjustable buckle end. If excessively worn, replace.
3 If installed, inspect shoulder harness keeper nylon bushing. If excessively worn or
missing, replacement of that half of the lap belt is required.
(19) FLAP SPAR 100 HOUR INSPECTION. In PA-23-235’s and PA-23-250 S/N’s 27-1 thru 27-
7405300, for airplanes which have accumulated at least 2000 hours total time-in-service and
have not installed improved flap assemblies (P/N’s 17104-071 right and 17104-072 left;
17104-073 right and 17104-074 left; or, 17104-069 right and 17104-068 left; as appropriate);
each 100 hours time-in-service, inspect the flap spars for cracking in the vicinity of the flap
hinge attachments as follows:
NOTE: Installation of improved flap assemblies (P/N’s 17104-071 right and 17104-072 left;
17104-073 right and 17104-074 left; or, 17104-069 right and 17104-068 left; as
appropriate - see Parts Catalog, P/N 753-522) relieves this repetitive inspection
requirement.
(a) Extend the flaps to the full down position.
(b) Thoroughly clean the hinge plates and the accessible spar area around the hinge plates.
(c) Using a light and 5x magnifier, thoroughly inspect the visible spar surface adjacent to the
hinge plate for cracks. Examine carefully to distinguish cracked paint from structural
cracks.
(d) If structural cracks are found in the spar, repair in accordance with acceptable methods in
the latest revision of AC 43.13-1 or replace flap with new flap (preferred).
(e) Make an appropriate logbook entry documenting completion of this inspection.

01/01/09 III - Inspection

1E93
 PIPER AZTEC SERVICE MANUAL

(20) STABILATOR AND RUDDER CONTROL CABLE ATTACHMENT INSPECTION. Each

100 hours time-in-service or annually, whichever comes first, inspect stabilator and rudder
control cable attachments as follows: (see Figure 3-16)
(a) Remove left and right side panels from rear of forward fuselage to gain access to the
rudder pedal torque tube arms.
1 Inspect rudder control cable attachment at rudder pedal torque tube arms to ensure
that the bolt, washers, nut and cotter pin are properly installed.
2 Make corrections, if required. Check cable fittings for freedom of movement and
reinstall side panels.
(b) Remove the aft access cover from top of aft fuselage section to gain access to rudder horn.
1 Inspect rudder control cable attachment at rudder horn (both sides) to ensure that the
bolt, washer, nut and cotter pin are properly installed.
2 Make corrections, if required. Check cable fittings for freedom of movement and
reinstall access cover.
(c) Remove left side access panel from aft fuselage to gain access to the stabilator balance
tube.
1 Inspect stabilator control cable attachment at balance tube to ensure that the bolt,
washer, nut and cotter pin are properly installed.
2 Make corrections, if required. Check cable fittings for freedom of movement and
reinstall access panel.

III - Inspection 01/01/09

1E94
 PIPER AZTEC SERVICE MANUAL

Bolt
W85her
Nut
Rudder
_ _ - ~ C o t t e r Pin

-.. . . . c,S- -~
........ /

/ ----- -==-~
/

Stabilator

Rudder Pedal Torque Tube Arm

Bolt
W asher
Nut
Cotter Pin

Figure 3-16. Stabilator and Rudder Control Cable Attachment Inspection

01/01/09 III - Inspection

1E95
 PIPER AZTEC SERVICE MANUAL

THIS PAGE INTENTIONALLY BLANK

III - Inspection 01/01/09

1E96