AZTEC OWNER'S HANDBOOK - Fly Block Time

T HE PIPER AZTEC "C"SECTIONYSECTIONllTHE PIPER AZTEC "C"NOTEDo not usetetrachloride,benzene, carbonalcohol,lacquer thinner, or window cleaninggasoline,SECTION 11sprays.4. After cleaning,applyathincoatof hard polishingRub lightly with a soft dry cloth.or mar can be removed by using jew 5. A severe scratchrouge to rub out scratch,smooth on both sides and applyeler'swax.ENGINEINFORMATIONAND PROPELLERIO-540-C4BS engines in the Aztec are rated at 250HP at 2575 RPM. These engines have a compression ratio of 8.5:1 anduse 91/96 minimum octane aviation fuel.Both engines on the Aztec are equippedwith a geared starter,shieldedvacuumpump, fuel injectors, two magnetos,alternator,ignition system, diaphragm fuel pump, propeller governor and an oilthermostat.The left engine is equipped with a hydraulic pump.and incorporateEngine mounts are of steel tubing constructionThe LycomingBATTERY SERVICE35 ampere hour battery is obtained byplate on the right side ofaccessa quickly detachableremovingstainlessinstalledin a sealedthe nose section. The battery isboxhasa plasticbox, opened by removing wing nuts. Thesteelwhichwithaclampanddrain tube which is normally closed offaccumulationofdrainoffanytobe opened occasionallyshouldliquid.frequently for proper fluidThe battery should be checkedlevel, but must be clean andtight. The battery and boxshouldbe flushed with sodaAccessto the 12volt,and waterseepageintheeventof anyfrom the battery.If the battery is not uptorechargepropercharge,ratewith a chargingstartingof 4 amps and finishing withareQuick charges2 amps.not recommended.Battery by meansEnginecowls are cantilevermounts.Lordabsorbingattached at the firewall. Side panels are quickly removableof quick release fasteners. The nose section is split for quickremoval.The exhaust system is a crossover type with exhaust gases directedoutboardat the bottom of the nacelles in the area of the cowl flaps.The cowl flaps, located on the bottom of the engine nacelles provideconditions.additional cooling for ground operation or high temperatureThey are manually operated by push-pull controls located in the cabin,on the fuel controlanel located between the front seats.Efficient aluminum oil coolers are mounted on a rear baffle of eachengine. Engine oil drainage is accomplishedwith quick oil drain valveslocated on the inboard rear corner of the engine crankcases.HC-E2YR-2RB,Hartzell HC-E2YK-2RB,The"Compact"HC-E2YK-2RBS, or HC-E2YR-2RBS propellers are constant speed, fullfeathering units which represent new concepts in basic design. They arelow in weight with simplicity of design and ruggedly constructed.The propellers with designations ending in "S" contain springs, tosafeguard against an overspeed due to loss of the air charge. This spring7010016

THE PIPER AZTEC "C"SECTIONIIproducessufficientforce to control propeller rpm, within normalrange, provided airspeed is reduced and power is appliedslowly. The propellers are controlled by the levers in the center of thecontrolquadrant.ofthepropellers, whichtakesFeatheringapproximatelythree to ten seconds, is accomplishedby moving thecontrols fully aft through the low RPM detent into the featheringposition. A propeller is unfeathered by moving the prop control aheadoperatingand engaging the starter.unfeatheringinstructions.)(See Section III, for completefeathering andTHE PIPER AZTEC "C"SECTIONVaxle. The nose wheel is removed by taking off the hub nut andthe axle bolt, the axle retainer cups, and the axlewithdrawingfrom the nose wheel fork.Tires are dismounted from the wheels by deflating the tube,then removing the wheel through-bolts, allowing the wheel halvesIn reassemblingthe wheels,care shouldto be separated.betaken to torque the boltsthe wheels and reassemblingaccording to instructionfor proper balance.properly,onTIRE INFLATIONFUEL INJECTIONThe Bendix RSA-5 Type Fuel Injection System installed inof measuringis based on the principleairflow andairflow signalsto operate a servo valve. The accu.establishedregulatedfuel pressureby the servo valve,ratelyacross(jetting system), makes fuelwhen applieda fuel controlflow proportionalto airflow.by means of a servo valve, necesFuel pressure regulation,sitatesonly .a minimum fuel pressuredrop through the entireto maintain meteringmeteringsystem.This makes it possiblepressureabove vapor forming conditions,and at the same timedoes not require a high inlet fuel pressure.An inherent featurewhich eliminatesany possiof the Servo System is self-purging,problemof difficultbility of vapor lock and the associatedthe Aztecusingthestarting.System,The Airflow SensingServo Regulator, consiststhrottleofwhichthethebetween theis incorporatedthe throttle bodyincontainingThe differential pressurethe venturi is a measurementof airare appliedto an airThese pressuresthe engine.diaphragm in the Servo Regulator to create a force across thediaphragm. A change in power will change the airflow to the enthe air diaphragmgine which in turn will change the force acrossin the Servo Regulator.convertsThe air diaphragm in the Servo Regulatortheentranceentering7valveandand venturi.the throatof701001For maximum servicefrom the tires, keep the Aztec maintire inflated to 46 lbs. and the nose tire to 27 lbs. When inflatingtires, visually inspect them for cracks and breaks. Reverse thetires on the wheels,if necessary,to produce even wear. AllAztec wheels and tires are balanced before original installation,and the relationshipof tire, tube and wheel should be maintainedOut-of-balancereinstallation.vibrationin the landing gear duringuponwheelstake-offcan causeand landing.extremeCARE OF WINDSHIELDAND WINDOWSThewindshieldand windowsare made of plexiglasamount of care is requiredto keep them clean andThe following procedureis suggested:1. Flush with clean water and dislodge excessdirt,etc., with your hand.2. Wash with mild soap and warm water. Use a softor sponge.(Do not rub.)or sealing3. Remove oil, greasecompoundswith asoakedin kerosene.certain660215andaclear.mud,clothcloth67

SECTIONYTHE PIPER AZTEC "C"and extenloses pressuresource of trouble is the air valve attach sion, the most probableThese parts shouldment to the leg, or the core of the air valve.air leaks are ocwhetherornotdeterminefirsttocheckedbechromeon the exposedIf hydraulic fluid is evidentcurring.plated oleo strut, the "O" rings on the piston tube bearing unitsmay need to be replaced.In the event the oleo strutslowlyBRAKE SERVICEis filled with MIL-H-5606 (Petroleumbrake systemhydraulic brake fluid. This should be yevery100Do not use vegetablebase brake fluids (blue) when refillingthe system. When it is necessaryto add fluid, open the left noseaccessexposing the brake reservoir.Then add fluid topanel,the reservoir, bringing the fluid to the indicated level.If it is necessaryto bleed the brake system to get air out ofthe lines, fluid should be added under pressureat the bleederattachmenton the brake unit No adjustmentof brake clearanceson theis necessaryAztec brakes. If after extended service,braking action requiresThebase,red)tooof the toemuch movementpedal,new brake linings canbe installedby reeasilymovingthe four bolts whichattachthe brake units,- thenreplacingthe brake liningsheld in place by brass rivets.Main wheelsare quicklyremovedby first cutting thesafety wire and removing eightbolts to drop the brake lining.Remove the dust cover, hubcap,Brake Reservoir66Thecotterwheelpin and axle nut.will slip off the660215THE PIPER AZTEC evelopSECTIONIIinto an air metering force. Fuel inletside of the fuel diaphragm and thethrough the fuel controlof the fuel, after it passestheother side of the diaappliedfuel pressure),istothe diaphragm which isThis createsa force acrossto as fuel metering force. Relatively low airflow signalshigh fuel metering forces by virtue of the diaphragmmeasuringis appliedsignalstoonefor low airflow signals makesThe requirementareasselected.the use of a relativelypossiblelarge venturi which keeps engineinduction system air losses to a minimum. During idle operation,pressure differential rewhen air intake is too small to createof the diaphragm, a constanthead idle springquired for operationthe diaphragm and supply the required fuelis used to operatefor idle.The fuel control system, which is also incorporated in theof an inlet fuel screen,a rotary idleServo Regulator, consistsThe idle valve is adand a rotary mixture control valve.valvewithout affectingjustable to obtain good idling characteristicscontrolvalveat higher powerThe mixturesettings.meteringleanergives full rich mixture on one stop and a progressivelyas it is moved toward the idle cut-off stop. The settingmixturein the fuel control system is worked out to meetcomprofor all power settingswithoutandThe full rich stop defines sea level equirementcontrolprovidesaltitudeleaning.The Flow Divider, which is mounted on top of the engine,lines areis provided as a fuel distributor point. Six individualconnectedTheto the Flow Divider, then routed to the cylinders.shut-offa spring loaded positivevalveFlow Divider containsdivide fuel flow to the nozzle lines.and is ported to accuratelyLocatedcylinderare the airbleednozzles.Thein eachcontinuousflow airbleed nozzles incorporate provisionsto elimat idle. Throughinate the adverse effect of low manifold pressurefull of fuel to provide good disthis, lines can be maintainedtribution and accelerationcharacteristics.Actual fuel meteringprovidedServonotwhichby theRegulator,isthe nozzles,permitsleaner operation for economy and longer engine life due6602158

SECTIONIITHE PIPER AZTEC "C"head temperatures.the instrument panel is a Fuel Flow Indicator.This instrument is connected to the Flow Divider and monitorsfuel pressure.The instrumentconvertsfuel pressureto an accurate indicationof fuel flow in gallonsper hour, percentageofcruisepower, and properly leaned mixture for take-off at varioustouniformcylinderInstalled inaltitudes.NOTEAn increasingor abnormallyhigh fuel flow in.dicationis a possiblesymptomof restrictedinjector lines or nozzles.Induction air for the engine enters a large air duct at therear of the bottom cowl. The air is directed through a filter andon to the Servo Regulator. An alternateair source is incorporatedto provide airflowthrough the filterto thein case the normal flow of airair door is springThe alternateloaded and willduring normal operation.In caseof normal airflowthe suction from the engine willrestriction,open the door. The door can also be operatedmanually by a sepapush-pullcontrolfor each engine located on the controlrateengineis restricted.remain closedpedestal.FUSELAGE AND WINGSTRUCTURESis a compositionof four basic units; thenose section,and the steelcone, cabin section,which extendsfrom the tail cone to the noseThe Aztec fuselagesheetmetaltailtubularstructurewheel.The steelloadsprovidesanFinishis zinc9tube unit is intended to withstandthe highthe center section region of the airplane, andextra safety factor in this area.on the tubular unit, as on all steel tube structuresimposedchromateonprimerwith syntheticenamel.660215THE PIPER AZTEC "C"SECTIONYarms from the rudderpedals to the nose wheelat the rudder pedals or atrollersby turning in or out the threaded rod endbearings. Adjustmentisnormally accomplishedat the forward endof the rods, and should be done in such a way that the nose wheelis in line with the fore and aft axis of the plane when the rudderpedals and rudder are centered.Alignment of the nose wheel canbe checked by pushing the airplane back and forth with the ruddercenteredto determine that the plane follows a perfectly straightline. The turning are of the nose wheel is 15 degrees in eitherdirection and is factory adjustedat stops on the bottom of theThe steeringtorquethe torque shaftsteeringshaftarm are adjustedforging. The turning radius is twenty-eight feet.In adjustingthe steering arm stops, care should be taken tosee that the nose wheel reachesits full travel just after the.rudderhits its stops.This guaranteesthat the rudder will beallowed. to move through its full travel.Adjustablerod end bearings are presenton each hydrauliccylinder that actuate the landing gear struts. These rod ends shouldbe set so that the cylindersmove the landing gear retractinglinksjust far enough to engage the spring loaded down locks and makecontactat the stops. Too much extensionof the adjustingscrewswill overloadthe links, and too little extension will prevent thelinks from traveling to the required past-centerposition.Incorporatedwith eachgear assemblyis a micro-switchwhich closesof the gear is down. The downafter full movementswitchesare connectedto green indicator lights onindividuallythe pedestal.are in seriesand make contactThe up switchesafter each gear door is closed.When this circuit is complete,theamber"gear up" light on the pedestallights up. The microswitchesmust be adjustedis made justcarefullyso that contactthe required position.as the gear and gear door reachesLocated in the control pedestalbelow the throttles are threemicro-switches.These tinthein the pedestal)gear handle. When onethrottle is retarded and the gear is up, the red light in the gearand gear ishandle will flash. When both throttles are retarded,up the warning light and horn will operate.66021565

THE PIPER AZTEC "C"SECTIONYfor theof the landing gear oleos is standardThe operationtype; hydraulic fluid passing through an orifice serves asacts asstaticallythe major shock absorber while air compressedtravelofatotalpistontubehasThespring.a taxiing8", andloads,under normal staticbe exposedabout 3" of tube shouldAll of the oleos are inflated through readily accessiblevalveson the top of the unit, at the front. The nose wheel unita shimmythrough the rudder pedals, and incorporatessteerableisdampening device at the bottom of the outer housing. All majorair-oilwith greasebearings are equippedfittings for lubrication of the bearing surfaces,and shouldbelubricated periodically.(See Lubrication Chart.)To add air to the oleo struts, a strut pump is attachedat theair valve and the oleo pumped up until 3" of piston tube is exwith normal staticweight on the gears.To add oil, firstposedattachmentsandtheactuatingthrough the valves, allowing the oleo to extendfully. Next remove the air valve and fill the unit through thisCompress the oleo again to within 1/4 inch of full comopening.pression,allowingexcessoil to overflow and working out trappedthe valve core and pump up the strut.air. Then reinsertreleaseallairIf a landing gear oleo has been completelyemptiedof oilthe following procedure should be used to refillduring servicing,it, to make sure that no air remains trapped in the unit. First, aplastictube should be attached to the valve stem, fromclearthe core has been removed. The other end of the tubewhichshould be placed in a containerof hydraulic fluid. When the oleofluid will be sucked into the oleo cylinder.Theis extended,until it is full of fluidand extendedoleo should be compressedand no more air bubbles appearin the plastictube. About onepint of fluid is required to fill the oleo.To check shimmy of the nose wheel, if it should develop,tighten the bolt on the dampeningdevice at the base of the nosewheel forging. The bolt should be tightened just enough to keepthe nose wheel from moving freely, but not enough to requirepressureexcessiveto move the wheel by hand. It may be necessary to remove shims from the shimmy dampening collar to permittightening of the device.64660215SECTIONIITHE PIPER AZTEC "C"is lightweight but rugged, and consistsThe wing structurestepped-downmain spar,a front and rear spar,a massiveand askin sheets,longitudinal ribs, stressedlateral tipreadilywingparts andthe use of many interchangeableof the wing permitsstaprovidingfor excellentwhilesimplifiesthe constructionofbilityand performancecharacteristics.to the fuselage steel tubular strucand in the center of this structure,spars are bolted to each other with high strengthamaking in effectin the center of the fuselage,tureThe wings are attachedwith fittings at the eightspar. This arrangementsincequalities,heavythe spars and fuselage are eliminatedthrough structure through the centercombineshigh strengthonwing hinge fittingscarryand an elaboratesectionofthe fuselageisno longer needed,LANDING GEARAll three landingsame softchangeableactingparts.Main wheelsair-oilgearunitsstruts,theon the Aztec incorporateinterand containmany directly(See Section V, for gear maintenance.)are 600 x 6 Cleveland Aircraft Products unitswith disc type brakes and 700 x 6 tires with an eight ply rating.The nose wheel is a Clevela'nd 600 x 6 model fitted with a600 x 6 tire with a four ply rating. All tires have tubes. (SeeSection V, for tire service.)Main gear brakes are actuatedby toe brake pedals on theHydraulic brake cylinderslocated in1eft set of rudder pedals.front of the left rudder pedals are readily accessiblein the cockpit for servicing.asToe brakes for the right side are availableoptionalequipment.A brake fluid reservoir,which is connectedwith flexible lines providesa reserveofto the brake cylindersand is mountedfluid for the brake system,on the fuselagestructurepanel. (See Section V, forinside the left nose accessbrake service.)66021510

SECTIONIITHE PIPER AZTEC "C"THE PIPER AZTEC "C"brake valves,Parkingoperated by a control on theleft side of the instrumentpanel, are installedahead ofthe forward cabin bulkheadandare alsoservicedthe leftthroughable through a 30 degree arc,through use of the rudderpedals.As the nose gear retracts, the steeringlinkagepedal actionwiththegear retractedbecomesdisconnectedthesogearfromthat therudderis not impeded by nosegearoperation.The positionbulbslocatedonon, all three. Jegsamber light is on,ofthethe landinggearis indicatedby four lightWhen the three green lights aregear are down and locked; when thegear is entirelyup and enclosedby thetheappraximatelyof manifoldpressurewith wheelsnot12 inchesdown, the landing gear warning horn sounds.To guard against inadvertentretractionof the landing gearon the ground,a mechanicallatch, which must be operatedbefore the landing gear control can be moved upward, is positioned just above the control lever

PIPER AZTEC "C" THE. PIPER AZTEC "C" SECTION V. SPECIFICATIONS (cont): NOTES PERFORMANCE. Landing Roll (ft) (short. field) 860 Landing. over. 50-ft barrier (short. field) 1680 Accelerate-Stop Distance (ft) 2220 Fuel Consumption (gal. per. hr. at. 75%. power) (gph) 27.4 Fuel Consumption (gal. per. hr. at. 65%. power) (gph) 24.8 Cruising Range .File Size: 2MBPage Count: 52Explore furtherAztec PA-23-250E Specifications, Cabin Dimensions, Performancewww.globalair.comAztec PA-23-250 Specifications, Cabin Dimensions, Performancewww.globalair.comAztec owners/pilots - cruise speeds and fuel flows .www.pilotsofamerica.comPiper Flyer Association - Amazin’ Aztec: Mark Matheson .www.piperflyer.orgPiper PA-23 D,E Aztec Performance Informationwww.risingup.comRecommended to you b