JetProp Maintenance Manual

JetProp DLX
STC ST00541SE
Maintenance Manual
560.1001
Change 14
November 2014
Contact JetProp LLC for Parts and Service assistance at (509) 535-6445
JetProp LLC Maintenance Manual 560.1001
JetProp DLX
MAINTENANCE MANUAL
LIST OF EFFECTIVE REVISIONS
Revisions to Maintenance Manual 560.1001 issued August 20, 1998 are as follows:
Log of Revisions
Revision Date Summary of Change Sections Affected

Change 1 May 2000 Cover
Einführung
Chapter 5
Chapter 6
Chapter 11
Chapter 12
Chapter 21
Chapter 24
Chapter 28
Change 2 May 2001 Cover
Einführung
Chapter 5
Chapter 6
Chapter 61
Change 3 Nov 2001 Reflect change 3 Cover
Added JetProp LLC phone number Introduction
Streamlined 50 hour inspection Chapter 5
Three position battery selector switch info added Chapter 24
Revised Fuel System Discussion Chapter 28
Revised Ice Protection System Description Chapter 30
Updated propeller information Chapter 61
Change 4 May 2003 Reflect Change 4 Cover
Revised Flexible Hose Replacement Interval Chapter 5
Changed Fuel Filter Inspection Chapter 12
Updated Drawing List Chapter 39
Added Propeller Information Chapter 61
Added Engine Information Chapter 72
Updated Electrical Drawings Chapter 91
Change 5 Nov 2003 Reflect Change 5 Cover
Added Change 5 List of Effective Revisions Revisions
Revised Inspection Requirements Chapter 5
Added Fuel Filter Differential Pressure Check Chapter 28
Change 6 Feb 2004 Reflect Change 6 Cover
Added Inspection Information Chapter 5
Revised Strut Servicing Placards Chapter 11
Revised Strut Serving Chapter 12
Added Ground Performance Check Charts Chapter 71
Change 7 Mar 2005 Reflect Change 7 Cover
Added inspection of engine mount tubes Chapter 5
Added Information on PT6A-21and HC-E4N-3N Prop Chapter 6
Revised Aircraft Sketches Chapter 11
Revised Aircraft Sketches Chapter 12
Added information on rigging the rudder Chapter 27
Added information on operation and rigging Chapter 30
Added information on HC-E4N-3N Propeller Chapter 61
Added PT6-21 Ground Performance Check Charts Chapter 71
Added Maintenance and Rigging Information Chapter 72
(Continued on the following page)
Change 12 Consult JetPROP LLC for the current revision dates for this manual.
JetProp DLX
MAINTENANCE MANUAL
LIST OF EFFECTIVE REVISIONS
Revisions to Maintenance Manual 560.1001 issued August 20, 1998 are as follows:
Log of Revisions (Continued)
Revision Date Summary of Change Sections Affected
Change 8 Apr 2006 Reflect Change 8 Cover

MTV-16-1-E-C-F-R(p)/CFR206-58a & Props Chapter 61
Added MT Prop reference and changed hose
replacement times Chapter 5
Added Nose Tire Information Chapter 6
Added Nose Tire Placard Chapter 11
Expanded Rudder trim rigging procedures Chapter 27
Added Nose Tire Information Chapter 32
Added reference to both PA-46-310P/350P
And PA-46-350P Maintenance Manuals Introduction
Added reference to both PA-46-310P/350P
And PA-46-350P Maintenance Manuals Chapter 5
Revised Nose Strut Placard Chapter 11
Added Environmental Systems Details Chapter 21
Added Large Header Tank Information Chapter 28
Updated Drawings/Part Information Chapter 30
Added more details on engine installation Chapter 71
Added more details on rigging controls Chapter 72
Updated Drawings/Electrical Schematics Chapter 91
Expanded inspection of exhaust system Chapter 5
Added fuel placard Chapter 11
Added Pall Aeropower Fuel Filter Information Chapter 28
Updated Reference Drawings List Chapter 28
(Continued on the following page)
Change 12 May 2013 Reflect Change 12 Cover

Expanded Adjustment Information Chapter 72
Change 13 March 2014 Reflect Change 13 Cover
Added Heat Exchanger Bypass Information Chapter 21
Corrected Heat Exchanger Bypass Information Chapter 21
Notes
1. Always destroy superseded pages when you insert revised pages.
2. A list of effective pages will be found in the front of each chapter.
JetProp LLC
JetProp DLX
Maintenance Manual
Einführung
LIST OF EFFECTIVE PAGES

CHAPTER
SECTION PAGE CHANGE DATE
Introduction i-1 Change 10 Mar 2011

Introduction i-2 Basic Aug 98
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INTRODUCTION
TABLE OF CONTENTS
SUBJECT PAGE
Introduction 1
General 1
Assignment of Subject Material 2
Application 2
Revisions 2
List of Effective Pages 3
Serial Number Explanation 3
System Chapter Index Guide 4
Warnings, Cautions, and Notes 11
Supplementary Publications 11
Vendor Publications 11
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Introduction
A. General
The JetProp DLX Maintenance Manual is prepared in accordance with the General Aviation
Manufacturers Association (GAMA) Specification No.2, with respect to the arrangement and
content of the System/Chapters within the designated chapter numbering system. It is also
consistent with the Piper PA-46-310P and PA-46-350P Maintenance Manuals as well as the Pratt
and Whitney PT6A-21/34/35 Maintenance Manuals. Only the chapters that apply to the JetProp
DLX conversion are contained in this manual. For additional information, this manual refers to
the appropriate source of information such as the applicable Piper Maintenance Manual for those
areas where the JetProp DLX conversion did not change from the original PA-46-310P/350P. In
addition, it refers to the applicable Pratt and Whitney Engine Maintenance Manual and the
applicable Propeller Manual where appropriate.
NOTE
JetProp LLC expressly reserves the right to supersede, cancel and/or declare
obsolete any part, part numbers, kits or publication that may be referenced in
this manual without prior notice.
WARNING
Use only genuine JetProp DLX parts or JetProp DLX approved parts obtained
from JetProp LLC/ Rocket Enginering for repair of JetProp DLX unique
equipment.
Genuine JetProp DLX parts are produced and inspected under rigorous procedures to insure
airworthiness and suitability. Parts purchased from sources other than JetProp LLC, even though
identical in appearance, may not have had the required tests and inspections performed, may be
different in fabrication techniques and materials, and may be dangerous when installed in an
airplane. To order JetProp DLX parts contact JetProp LLC at (509) 535-4401.
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B. Assignment of Subject Material
The content of this publication is organized at three levels. The three levels are:
1. System/Chapter - The various groups are broken down into major systems such as
Environmental Systems, Electrical Power, Landing Gear, etc. The systems are arranged
more or less alphabetically rather than by precedence or importance. They are assigned a
number, which becomes the first element of the standardized numbering system. Thus, the
element 28 of the number 28-40-01 refers to the chapter "Fuel". Everything concerning the
fuel system will be covered in this chapter.
2. Sub-System/Section - The major systems/chapters of an airplane are broken down into

subsystems, These sub-systems are identified by the second element of the standard
numbering system. The element "40" of the number 28-40-01 concerns itself with the
indicating section of the fuel system.
3. Unit/Subject - The individual units within a sub-system/section may be identified by the

third element of the standard numbering system. The element "01,' of the number 28-40-01
is a subject designator. This element is assigned at the option of the manufacturer and may
or may not be used.
C. Application
Any publication conforming to the GAMA format will use the same basic numbering system. A
person wishing information concerning the indication portion of the fuel system, would refer to
the System/Chapter 28 Fuel. The table of contents in the front of this chapter will provide a list
of subsystems covered in this chapter. For example, the fuel system chapter with a full index
would contain:
28-00 General
28-10 Storage (Tanks, cells, necks, caps, etc.)
28-20 Distribution (Fuel lines, pumps, valves, controls, etc.)
28-30 Dump (If in-flight dumping system is installed)
28-40 Indicating (Quantity, temperature, pressure, etc.)
Refer to the table of contents for a complete breakdown and list of the System/Chapters. The
material is arranged in ascending numerical sequence.
D. Revisions
The Log of Revisions following the title page of the manual lists the revisions currently effective
for the manual.
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E. List of Effective Pages
The list of effective pages at the beginning of each Chapter, lists the issue date of each page that
is effective for that chapter.
F. Serial Number Explanation

PA-46-310P Malibu
1984: Serial Numbers 46-8408001 to 46-8408087 inclusive
Serial Numbers 4608001 to 4608049 (less 4608030 and 4608048)
1987: Serial Numbers 4608030, 4608048 and 4608050 to 4608102 inclusive (less
4608067 and 4608098)
1988: Serial Numbers 4608103 to 4608140 inclusive
PA-46-350P Malibu Mirage

1989: Serial Numbers 4622003 thru 4622093 (less 4622085)
1990: Serial Numbers 4622094 thru 4622117 and 4622085
1991: Serial Numbers 4622001 and 4622118
1992: Serial Numbers 4622119 thru 4622126
1993: Serial Numbers 4622127 thru 4622145 (less 4622142)
1994: Serial Numbers 4622146 thru 4622171 and 4622142
Serial Numbers 4636001 thru 4636020
2002: Serial Numbers 4636299, 4636314 thru 4636338
2009: Serial Numbers 4636452 and up
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G. System/Chapter index Guide
The following System/Chapter, Subsystem Section Index Guide is prepared in accordance with
GAMA Specification No.2 for use with Maintenance Manuals. The following chapters are not
applicable to this Maintenance Manual: 4, 22, 31, 36, 38, 49, 53, 54, 60, 75, 78, 81, 83, and 95.
SYSTEM/ SUB-SYSTEM/ TITLE

CHAPTER SECTION
INTRODUCTION
5 TIME LIMITS/MAINTENANCE
CHECKS
00 General
10 Time Limits
20 Scheduled Maintenance Checks
50 Unscheduled Maintenance Checks
6 DIMENSIONS AND AREAS

00 General
7 LIFTING AND SHORING

10 Jacking
8 LEVELING AND WEIGHING

10 Weighing and Balancing
20 Leveling
9 TOWING AND TAXIING

00 General
10 Towing
20 Taxiing
10 PARKING AND MOORING

10 Parking
20 Mooring
11 REQUIRED PLACARDS
20 Exterior Placards and Markings
30 Interior Placards and Markings
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CHAPTER SECTION
12 SERVICING
00 General
10 Replenishing
20 Scheduled Servicing
20 STANDARD PRACTICES -
AIRFRAME
00 General
21 ENVIRONMENTAL SYSTEMS
00 General
20 Distribution
30 Pressurization Control
40 Heating
50 Cooling
60 Temperature Control
23 COMMUNICATIONS
00 General
20 Data Transmission & Automatic Calling
60 Static Discharging
24 ELECTRICAL POWER
00 General
20 AC Generation
30 DC Generation
40 External Power
50 Electrical Load Distribution
25 EQUIPMENT/FURNISHINGS
00 General
10 Flight Compartment
20 Passenger Compartment
30 Buffet/Galley
40 Lavatories
50 Cargo Compartments
60 Emergency
70 Accessory Compartments
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CHAPTER SECTION
26 FIRE PROTECTION
00 General
10 Detection
20 Extinguishing
27 FLIGHT CONTROLS
00 General
10 Aileron and Tab
20 Rudder and Tab
30 Elevator and Tab
50 Flaps
70 Gust Lock and Damper
28 FUEL
00 General
10 Storage
20 Distribution
40 Indicating
29 HYDRAULIC POWER
00 General
10 Main
20 Auxiliary
30 Indicating
30 ICE AND RAIN PROTECTION

00 General
10 Airfoil
20 Air Intakes
30 Pitot and Static
40 Windows, Windshields and Doors
60 Propellers/Rotors
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CHAPTER SECTION
32 LANDING GEAR
00 General
10 Main Gear and Doors
20 Nose Gear and Doors
30 Extension and Retraction
40 Wheels and Brakes
50 Steering
60 Position and Warning
33 LIGHTS
00 General Compartment
20 Passenger Compartment
40 Exterior
50 Emergency Lighting
34 NAVIGATION
00 General
10 Flight Environment Data
20 Attitude & Direction
30 Landing and Taxiing Aids
40 Independent Position Determining
50 Dependent Position Determining
60 Flight Management Computing
35 OXYGEN
00 General
10 Crew
20 Passenger
37 VACUUM
00 General
10 Distribution
20 Indicating
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CHAPTER SECTION
39 ELECTRICAL/ELECTRONIC PANELS &

MULTIPURPOSE PARTS
00 General
10 Instrument and Control Panels
20 Electrical & Electronic Equipment Racks
51 STRUCTURES
00 General
10 Investigation, Cleanup and Aerodynamic
Smoothness
20 Processes
40 Fasteners
70 Repairs
52 DOORS
00 General
10 Passenger/Crew
20 Emergency Exit
30 Cargo
40 Service
60 Entrance Stairs or Step
70 Door Warning
55 STABILIZERS
00 General
10 Horizontal Stabilizers
20 Elevator
30 Vertical Stabilizer
40 Rudder
56 WINDOWS
00 General
20 Cabin
30 Door
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CHAPTER SECTION
57 WINGS
00 General
10 Main Frame
30 Plates/Skin
40 Attach Fittings
50 Flight Surfaces
61 PROPELLERS
00 General
10 Propeller Assembly
20 Controlling
40 Indicating
70 STANDARD PRACTICES ENGINE

00 General
71 POWER PLANT
00 General
72 ENGINE
00 General
01 Power Section
10 Reduction Gearbox
20 Air Inlet Section
30 Compressor Section
40 Combustion Section
73 ENGINE FUEL SYSTEMS

00 General
10 Distribution
20 Controlling
30 Indicating
74 IGNITION
00 General
10 Electrical Power Supply
20 Distribution
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CHAPTER SECTION
76 ENGINE CONTROLS
00 General
10 Power Control
20 Emergency Shutdown
77 ENGINE INDICATING
00 General
10 Power
20 Temperature
30 Analyzers
79 OIL
00 General
10 Storage
20 Distribution
30 Indicating
80 STARTING
00 General
10 Cranking
91 CHARTS & WIRING DIAGRAMS

00 General
10 Electrical Schematics
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H. Warnings, Cautions and Notes
Warnings, Cautions, and Notes shall be used to highlight or emphasize important points
when necessary. Warnings call attention to use of materials, processes, methods,
procedures or limits which must be followed precisely to avoid injury or death to persons.
Cautions call attention to methods and procedures which must be followed to avoid
damage to equipment. Notes call attention to methods which make the job easier.
I. Supplementary Publications
The following is a list of publications providing servicing, overhaul and parts information
on various components on the JetProp DLX, which will be used to supplement this
maintenance manual.
Piper Publications:
(1) PA-46-310P/350P Maintenance Manual P/N 761-783
(2) PA-46-350P Maintenance Manual P/N 761-876
(3) Parts Catalogs P/N 761-782 and 761-878
(4) Inspection Report Forms – 230-1085 and 767-011
Pratt & Whitney Publications:

(1) PT6A-21/34/35 Maintenance Manuals
Hartzell Publications
(1) Hartzell Propeller Manual 147 or 149
MT Propeller Publicaions
(1) MT Propeller Manual ATA 61-06-10
J. Vendor Publications
The following is a list of the vendors whose publications are used in conjunction with the
servicing, overhaul and parts information on various components.
WARNING
When servicing or inspecting vender equipment installed on the JetProp DLX,

it is the users’s responsibility to refer to the applicable vender publication.
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1. AIR CONDITIONING COMPRESSOR:
Vendor Address: Sanden International Inc.

601 South Sanden Blvd
Wylie, Texas 75098
(972) 442-8400
2. AIR CONDITIONING EVAPORATORS AND BLOWERS:
Vendor Address: Enviro Systems, Inc.

P.O. Box 1404
Seminole1 Oklahoma 74868
(405) 382-0731
3. STARTER/GENERATOR:
Vendor Address: Lucas Aerospace Aircraft Parts Corp.

Customer Support Americas 100 Corporate Dr
30 Van Norstrand Ave Holtsville, N.Y. 11742
Englewood, New Jersey 07631-4396 (631) 289-0077
(201) 567-6400
4. ALTERNATOR, STANDBY :
Vendor Address: Kelly Aerospace, Power Systems

Airport Comples
P.O. Box 273
Fort Deposit, Alabama 36032
(888) 461-6077
5. AUTOFLIGHT:
Vendor Address: Bendix/King Radio Corporation S-TEC Corporation

400 N. Rogers Road One S-TEC Way
Olathe, Kansas 66062 Mineral Wells, TX 76067
(913) 782-0400 (940) 325-9406
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7. BATTERIES:
Vendor Address: Concorde Battery Systems

2009 San Bernardino Rd.
West Covina, CA 91790
(626) 813-1234
8. BRAKES:
Vendor Address: Parker Hannifin Corp.

Aircraft Wheel and Brake Division
1160 Center Road
Avon, Ohio 44011
(216) 871-6424
9. DEICER SYSTEMS:
Vendor Address: B.F. Goodrich
Transportation Products Division
500 5. Main Street
Akron,Ohio 44318
(216) 374-2000
10. EMERGENCY LOCATOR TRANSMITTER:
Vendor Address: Artex Aircraft Supplies

14405 Keil Road NE.
Aurora, Oregon 97002
(800) 547-8901
11. ENGINE:
Vendor Address: Pratt & Whitney Canada

1000 Marie-Victorin
Longueuil, Quebec
Canada J4G 1A1
1-800-268-8000
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12. FIRE EXTINGUlSHER (PORTABLE)
Vendor Address: H3R Inc,.

43 Magnolia Ave #4
San Francisco, Ca 94123-2911
(800) 249-4289
13. FORCE APPLICATOR KIT ;
Vendor Address: Safe Flight Instrument Corp.

New King Street
White Plains, New York 10602
(914) 946-9500
14. FUEL BOOST PUMP, VACUUM PUMP VACUUM REGULATORS

DEICER PUMP:
Vendor Address: Parker Hannifin Corp.

Airborne Division
P.O. Box 4032, 711 Taylor Street
Elyria, Ohio 44036
(216) 323-4676, 777-9500
15. GROUND BLOWER (OPTIONAL):
Vendor Address: Electro-Mech Inc.

2600 5. Custer
Wichita, Kansas
16. GEAR LOCKING ACTUATORS, NOSE GEAR DOOR ACTUATOR, HYDRAULIC

PUMP AND ALL HYDRAULIC COMPONENTS:
Vendor Address: Gar-Kenyon Controls Division Parker Hannifin Corp

446-T Blake Street 1160 Center Rd
New Haven, Connecticut 06515 Avon, Ohio 44011
Center Road (216) 871-6424
Avon, Ohio 44011
(216) 871-6424 Frisby Aerospace
4520 Hampton Rd
Clemmons, NC 27012
(336) 766-9036
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17. HI-LOK FASTENERS AND TOOLS:
Vendor Address: Hi-Shear Corporation

2600 Skypark Drive
Torrance, California 90509
(213)326-8110
18. NAVIGATION/STROBE LIGHTS STANDBY/MAP LIGHTS:
Vendor Address: Whelen Engineering Co. Inc.

Deep River, Conneticut
(203) 526-5308
19. OXYGEN SYSTEM:
Vendor Address: Scott Aviation

2225 Erie Street
Lancaster, New York 14086
(716) 683-5100
20. PROPELLER AND PROPELLER GOVERNOR:
Overhaul Instructions
Vendor Address: Hartzell Propeller Inc.
350 Washington Ave.
Piqua, Ohio 45356 (523) 773-7413
21. RADAR, WEATHERSCOUT I COLOR:
Vendor Address: Sperry Flight Systems/ Avionics Division

8500 Balboa Blvd.
RO. Box 9028
Van Nuys, California 91409
(213) 894-8111
22. RADIO COOLING BLOWER:
Vendor Address: TRW Globe Motor

2275 Stanley Ave.
Dayton, Ohio 45404
(513) 228-3171
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CHAPTER 5 – Airworthiness Limitations/Time Limits/ Maintenance Checks
CHAPTER PAGE CHANGE DATE

SECTION
5-EFFECTIVITY 1 Change 11 Nov 2012

5-CONTENTS 2 Change 11 Nov 2012
5-00-00 3 Change 3 Nov 01
5-10-00 4 Change 3 Nov 01
5-20-00 5 Change 5 Nov 03
5-20-00 6 Change 10 Mar 2011
5-20-00 7 Change 5 Nov 03
5-20-00 8 Change 11 Nov 2012
5-20-00 9 Change 10 Mar 2011
5-20-00 10 Change 10 Mar 2011
5-50-00 11 Change 10 Mar 2011
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CHAPTER 5 – Airworthiness Limitations/Time Limits/ Maintenance Checks
TABLE OF CONTENTS
SUBJECT CHAPTER PAGE
General 5-00-00 3
Time Limits 5-10-00 4
Scheduled Maintenance 5-20-00 5
Unscheduled Maintenance 5-50-00 11
CONTENTS
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Airworthiness Limitations/Time Limits/ Maintenance Checks
A. General. JetProp LLC is dedicated to working with owners to help keep their aircraft in the
best possible mechanical condition. When necessary, JetProp LLC will issue Service Bulletins
and Service Letters relating to the aircraft. If specific questions come up, contact JetProp LLC
customer service at (509) 535-4401.
1. Service Bulletins are of special importance and compliance should be considered mandatory.
These are sent to the latest U.S registered owners.
2. Service Letters deal with product improvements and service hints pertaining to the aircraft.
They are sent to owners, so they can properly service the aircraft and keep it up to date with the
latest changes. Owners should give careful attention to the service letter information.
The time periods given for inspections of various components is based on average usage and
environmental conditions.
NOTE
The listed inspection, overhaul and replacement schedules do not guarantee that
particular item will reach the listed time without malfunction, as the above stated
conditions cannot be controlled by the manufacturer.
5-00-00
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A. Airworthiness Limitations/Time Limits
The Airworthiness Limitations section is FAA approved and specifies maintenance required
under 43.16 and 91.403 of the Federal Aviation Regulations unless an alternative program has
been FAA approved.
The life limit for the modified aircraft fuselage and wing assemblies are determined by the
following formulas:
Fuselage Assembly
T = T0 + 0.9 ( 10145 – T0)
Wing Assembly
T = T0 + 0.85 ( 15580 – T0)
Where T = Airplane Life Limit (Hours)

T0 = Airplane Flight Time at Modification (Hours)
5-10-00
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Scheduled Maintenance
1. General Purpose Description
The owner/operator is primarily responsible for maintaining the airplane in an airworthy
condition including compliance with all applicable Airworthiness Directives. The JetProp DLX
inspection program is set up to be consistent with the existing Piper inspection program. The
Piper inspection program should be used except where replaced or augmented by the JetProp
DLX program.
Facts you should know:
Service Bulletins are sent to the registered owner of the affected aircraft. If the aircraft is based
and/or operated at a different location and/or by persons other than those recorded on the aircraft
registration, then it is the responsibility of the bonafide owner(s) to forward the above Bulletins
to those locations or persons. Changes in aircraft registration may take a substantial amount of
time to be recorded by the Federal Aviation Administration and to change the mailing address.
Owners and operators should make arrangements to keep abreast of service releases during this
interim period.
The Federal Aviation Administration (FAA) publishes Airworthiness Directives (AD's) that
apply to specific aircraft. They are mandatory changes and are to be complied within a time
limit set by the FAA. When an AD is issued, it is sent to the latest registered owner of the
affected aircraft and also to subscribers of the service. The owner is solely responsible for being
aware of and complying with airworthiness directives.
JetProp DLX Service Bulletins are of special importance and Compliance is considered
mandatory. These are sent to the latest registered owners.
2. Inspection Requirements
(a) General. The inspection procedures are broken down into major groups which include
Propeller, Engine, Cabin and Cockpit, Landing Gear, Fuselage and Empennage, Wing,
Operational, Special, General, and Notes.
(b) Annual/100 Hour Inspection. The initial annual/100 hour inspection following the JetProp
conversion will be accomplished no later than 100 hours from the time at conversion. Following
the initial annual/100 hour inspection owners/operators may maintain the airplane solely under
FAR 91.409(a) and (b). However, owners/operators operating solely under FAR 91.409(a) may
not exceed 200 hours between annual/100 hour inspections. The 100/200 hour inspection cycle
is a complete inspection of the airplane and is identical in scope to an annual inspection. The
500 and 1000 hour inspection cycles are extensions of the 100 hour inspection which require a
more detailed examination of the airplane, and overhaul or replacement of some major
components. Inspections must be accomplished by persons authorized by the FAA. The first
column in each group lists the inspection or procedure to be performed. The second column is
5-20-00
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divided into additional columns indicating the required inspection intervals. Each inspection or
operation is required at each of the inspection intervals as indicated by an x. If an item is not
entirely accessible or must be removed, refer to the applicable chapter of this manual for
instructions on how to gain access to remove the item. When performing the inspections, use the
JetProp inspection form and Piper inspection form. In addition to inspection intervals required in
Periodic Inspections, preflight inspection must also be performed.
References to maintenance manual applicable areas are per the "chapter - system/subsystem"
assignment of subject material numbering system.
(c) Progressive Inspection
Currently the JetProp does not have a progressive inspection.
(d) Overlimits Inspections
If the airplane has been operated so that any of its components have exceeded their maximum
operational limits, special inspections may be required.
3. Periodic Inspection. Use the following inspection guide but always refer to the latest
Hartzell and Pratt and Whitney inspection information. If the Hartzell or Pratt and Whitney
inspection requirements differ from those listed below, always use the most restrictive
requirement.
NATURE OF INSPECTION
A. PROPELLER GROUP Inspection Time (Hrs)
NOTE 100 200 500 1000
Refer to Hartzell Propeller Inc. Manual No. 147/149 or MT-Propeller Manual
ATA 61-06-10 for additional items and for latest inspection requirements.
1. Remove and inspect spinner and spinner bulkhead for cracks. x x x x
2. Inspect blades for cracks, nicks and gouges
3. Inspect for grease and oil leaks x x x x
4. Inspect propeller mounting bolts and safety. (Check torque if safety is broken.) x x x x
5. Inspect hub parts for cracks, corrosion, and wear x x x x
6. Rotate blades and check for tightness in hub pilot tube x x x x
7. Check condition of propeller deicer system x x x x
8. Inspect propeller de-ice slip rings, brush block and brush length, replace
as required. x x x x
9. Lubricate propeller.(Refer to latest Hartzell Service Bulletin and 12-20-00) x x x x
10. Inspect beta feed back ring for runout (0.010 in. maximum) x x x x
11. Inspect low pitch stop rods and beta feed back ring for freedom of movement. x x x x
12. Install spinner x x x x
5-20-00
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B. ENGINE GROUP Inspection Time (Hrs)
Note: Refer to P&W maintenance manual section 72-00-00 engine 100 200 500 1000
inspection for additional items. The P&W “MINOR” inspection items
should be accomplished at the 100 hour or annual interval (not to exceed
200 hours IAW para2(b)).
1. Remove engine cowling. x x x x
2. Clean and inspect cowling for cracks, distortion, and loose or missing
fasteners. x x x x
Oil/Torque System
3. Inspect oil temperature sender unit (located on engine accessory case)
for leaks and security. x x x x
4. Inspect oil lines and fittings for leaks, security, chafing, dents and cracks. x x x x
5. Clean and inspect oil radiator cooling fins. x x x x
6. Remove and inspect clean/replace oil filter. x x x x
a. Clean IAW P&W maintenance manual As Required
b. Replace disposable filter element x x
7. Clean exterior of engine (P&W maintenance manual). x x x x
8. Inspect magnetic chip detector IAW P&W maintenance manual. x x x x
9. Inspect torque pressure transmitter for security and wiring
(P&W maintenance manual). x x x x
10. Inspect Auto Ignition pressure switch for security and leaks x x x x
11. Inspect breather tube for obstructions and security. x x x x
12. Check for proper oil level and filler locking cap for security. x x x x
13. Check oil cooler door and light operations. x x x x
14. Inspect propeller shaft for oil leaks. x x x x
Ignition System
15. Inspect ignition system per P&W maintenance manual. x x x x
16. Inspect ignition harness and insulators for high tension leakage and
continuity. x x x x
17. Inspect electrical connections on ignition exciter for security. x x x x
Fuel System
18. Inspect fuel system per P&W maintenance manual x x x x
19. Inspect fuel pump inlet screen and outlet filter for foreign material.
Clean or replace as necessary IAW P&W maintenance manual. x x x x
a. Replace outlet filter Every 600 hours or as required
20. Inspect fuel nozzles IAW P&W maintenance manual Accomplish every 400 hours
Note: Examine hot section with borescope in conjunction with this inspection IAW P&W Maintenance Manual
21. Inspect gas generator case drain valves for security and leaks
(to be checked during engine run). x x x x
22. Check fuel flow and fuel pressure transducers. x x x x
23. Remove, drain and clean firewall mounted fuel filter bowl and element x x x x
Note: If significant contaminants are found, inspect every 50
hours until contaminants are no longer present.
a. Clean IAW filter manufacturer recommendations As required
b. Replace fuel filter element x
24. Check operation of “fuel filter” clogged indicator system (Per 28-00-00) x x x x
25. Inspect fuel lines and fittings for leaks, security, chafing, dents and cracks. x x x x
26. Inspect fuel system for leaks. x x x x
27. Check emergency fuel pump for operation. x x x x
5-20-00
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Inspection Time (Hrs)
B. ENGINE GROUP (Continued)
100 200 500 1000
Inlet and Ice Protection Systems
28. Inspect condition of inlet air ducts and ice protection system. x x x x
29. Inspect condition of actuators for ice protection system and
oil cooler door. x x x x
30. Check engine inlet ice operations and light operations. x x x x
31. Inspect the forward and aft ice doors for cracks and proper operation x x x x
Pneumatic
32. Inspect P3 air filter for foreign material. Clean as required IAW
P&W maintenance manual. x x x x
33. Inspect pneumatic lines and fittings for leaks, security, chafing,
dents and cracks. x x x x
34. Check P3 heat operating. x x x x
35. Inspect power lever, start control, propeller governor, and propeller
reversing linkage for travel and operation. x x x x
Engine Mounts
36. Inspect engine mounts for cracks and loose mount bolts. x x x x
37. Inspect rubber mount bushings for deterioration. x x x x
38. Inspect engine mount tubes for wear where they pass through the
inlet plenum. x x x x
Electrical
39. Inspect condition of starter-generator. x x x x
a. Replace the starter-generator brushes x
b. Overhaul the starter-generator x
40. Inspect standby alternator, pulley nut torque 55-60ft-lb and belts. x x x x
41. Inspect Ng tachometer generator for security and wiring. x x x x
Vacuum
42. Vacuum pump
a. Inspect condition of vacuum pump x x x x
b. Replace vacuum pump x x
Air Conditioner
43. Inspect security of air conditioner compressor mount. x x x x
44. Inspect compressor drive belt condition and tension. x x x x
45. Inspect compressor clutch for security and wiring. x x x x
Lubrication
46. Lubricate as per Piper service manual and P&W maintenance manual. x x x x
General
47. Inspect gas generator case for cracks, distortion and evidence of
overheating. x x x x
48. Inspect exit exhaust ducts and stacks for cracks, distortion, or leaks. x x x x
49. Inspect all engine fire seals for cracks and security. x x x x
50. Inspect firewall for cracks and stress. x x x x
51. Inspect firewall seals. x x x x
52. Install engine cowling x x x x
5-20-00
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C. TURBOCHARGER GROUP
No longer required.
D. CABIN AND COCKPIT GROUP
Use the Piper PA-46-310P/350P or PA-46-350P Maintenance Manual scheduled inspection for
this area with the following addition.
1. Inspect batteries/battery boxes and vent system for corrosion,
etching, condition, and security. x x x
2. Check throttle beta lockout mechanism for lose or missing hardware x x x
E. LANDING GEAR GROUP
this area.
F. FUSELAGE AND EMPENNAGE GROUP
this area with the following deletions and additions:
Delete the inspection of the battery compartment since the JetProp batteries were relocated to the cabin area and
were inspected in the cabin and cockpit group.
Add the following: 100 200 500 1000

1. Remove the header tank vapor shield and inspect the header tank
and fuel lines for leakage, condition, and security. Replace the
vapor shield when complete. x x x x
2. Inspect engine mount attachment area for cracks. x x x x
G. WING GROUP
this area.
Add the following: 100 200 500 1000
1. Check the security and proper function of the outboard fuel caps.
If the caps have the vent installed, insure the vent is functioning and
that the vent check ball is free to move. x x x x
5-20-00
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100 200 500 1000
H. OPERATIONAL INSPECTION
1. Check wing fuel transfer pumps and fuel tank selector. x x x x
2. Check header tank transfer pumps and emergency
transfer pump. x x x x
3. Check fuel quantity and pressure gauges. x x x x
4. Check oil pressure and temperature. x x x x
5. Check generator and alternator output x x x x
6. Check engine monitoring instruments. x x x x
7. Check parking brake and toe brakes x x x x
8. Check vacuum gauge and standby vacuum system. x x x x
9. Check gyros for noise and roughness x x x x
10. Check cabin heat and defroster operation x x x x
11. Check ignition switch operation x x x x
12. Check power control lever operation including beta. x x x x
13. Check propeller control. x x x x
15. Check constant speed propeller action x x x x
16. Check the fuel condition lever for proper operation. x x x x
17. Check engine idle x x x x
18. Check electronic equipment operation x x x x
19. Check air conditioning compressor clutch operation. x x x x
20. Check operation of controls x x x x
21. Check operation of flaps x x x x
I. SPECIAL INSPECTION
1. Replace flexible hoses on condition and at engine overhaul.

2. Use the Piper PA-46-310P/350P or PA-46-350P Maintenance Manual scheduled
inspection for additional items in this area.
J. GENERAL
this area.
5-20-00
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A. Unscheduled Maintenance Checks
Use the Piper PA-46-310P/350P or PA-46-350P Maintenance Manual for this section with the
following changes.
Flexible Hoses
Replace flexible hoses on condition and at engine overhaul.
Lightning Strike
Item Inspection Inspection Interval
Engine Refer to latest Pratt & Whitney As Required

Service Bulletins and Overhaul
Manuals.
Engine Over speed, Sudden Stoppage, Loss of Oil, or Over temperature
Item Inspection Inspection Interval
Engine Refer to latest Pratt & Whitney As Required

Service Bulletins and Overhaul
Manuals.
Engine Over Torque
Refer to the appropriate Pratt & Whitney engine maintenance manual and follow the appropriate
procedures if the Pratt & Whitney engine torque limit has been exceeded. In addition, if the
torque exceeded 1600 ft-lb of torque, the following visual inspection is required.
Visually inspect the engine mount for distortion and damage. Carefully inspect the engine
mount attachment points where the mount attaches to the firewall for any indications of
excessive stress. Inspect the fuselage structure in the forward baggage compartment area for
indications of excessive stress. Repair as necessary.
5-50-00
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CHAPTER 6 – Dimensions and Areas

CHAPTER

6-CONTENTS 2 Basic Aug 98
6-00-00 3 Change 9 Mar 08
6-00-00 4 Change 9 Mar 08
6-00-00 5 Basic Aug 98
6-00-00 6 Basic Aug 98
6-00-00 7 Basic Aug 98
6-00-00 8 Change 7 Nov 05
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CHAPTER 6- DIMENSIONS AND AREAS
TABLE OF CONTENTS
General 6-00-00 3
Leading Particulars and Principal Dimensions 3
Station References 6
Access and Inspection Provisions 8
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A. General. The JetProp DLX conversion replaces the existing engine with a turbo prop engine
that is slight longer. Therefore, the conversion extends the length of the aircraft approximately
21 inches. The conversion also replaces the existing engine cowling with a composite cowling.
B. Leading Particulars and Principal Dimensions
Chart 1 (Sheet 1 of 2)
Leading Particulars and Principal Dimensions
MODEL JetProp DLX
ENGINE
Manufacturer Pratt & Whitney
Model PT6A-21/34/35
FAA Type Certificate

Rated Horsepower (Sea Level) Flat Rated at 560 (550 with PT6A-21)
Oil Specification Ref. P&W SB1001
Oil Sump Capacity 2.3 US Gallons
Fuel Specification JP4, JP5, Jet A, Jet A-1, Jet B
See P&W Service Bulletin for complete listing
Starter/Generator (24 volt/250 amp)

Model 23048-016 Model A
Manufacturer Lucas Aerospace
Starter/Generator (24 volt/200 amp)

Model 200SGL111Q-1
Manufacturer Aircraft Parts Corp.
Alternator (Belt Driven, 70 amp)

Model 649283
Manufacturer Aero Electric Inc
Propeller
Manufacturer Hartzell MT
Type Constant Speed
(Metal) (Composite) (Metal) (Composite)
Hub HC-E4N-3I HC-E4N-3M HC-E4N-3N MTV-16-1-E-C-F-R(P)
Blade E8501B E8190K D8292 CFR206
Number of Blades Four Four Four Four
Diameter 82.5 inches 81.75 inches 82.5 inches 81.1 inches
6-00-00
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Chart 1 (Sheet 2 of 2)
Leading Particulars and Principal Dimensions
Fuel System
Total Capacity 154.2 (155.5) US Gal
Wing Tanks 142 US Gal
Header Tank 12.2 (13.5) US Gal
Total Unusable Fuel 3.1 (4.4) US Gal
Wing Tanks 2 US Gal (1 gal for each wing tank)
Header Tank 1.1 (2.4) US Gal
Total Usable Fuel 151.1 US Gal
Note: Numbers in ( ) are for JetProp #1-9 unless
upgraded to current configuration header tank.
Landing Gear
Type Retractable - Hydraulic
Shock Strut Design Combination Air and Oil
Turning Radius 35.4 ft
Nose Gear Travel 300 Left and Right
Wheel, Nose McCauley D-30500, Cleveland 40-77B
Wheel, Main Parker Hannifin 40-1 20C
Brakes Cleveland 30-83A
Tire, Main 6.00 x 6, 8 ply rating
Tire, Nose JetProp Part #560.04.112
Tire Pressures Main - 55 psi,
Nose - 47 psi,
C. Station References
To locate various airplane components that require maintenance and servicing, a method using
wing fuselage station, wing station, buttock line and waterline designations is frequently used in
this manual. Fuselage stations (F.S.), buttock lines (B.L.), and waterlines (W. L.) are reference
points measured by inches in the vertical or horizontal direction from a given reference line.
These points indicate station locations of airplane structural members and are shown in Figure 2.
6-00-00
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Station Reference
Figure 2 (Sheet 1 of 2)
6-00-00
6-5
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Maintenance Manual
Station Reference
6-00-00
6-6
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Maintenance Manual
D. Access and Inspection Provisions.

Airplane access and inspection provisions are shown in Figure 3. Components to be serviced or
inspected through each opening are identified in the illustration by an assigned index reference
number. All access plates and panels are secured by metal fasteners or screws.
NOTE
Before removing any access plates or panels in the pressurized portion of the
fuselage, refer to 51-00-00 to determine the sealing requirements.
Gain access to floor panel attachment screws by removing seats and carpeting. To enter aft
section of the fuselage, remove access panels on the lower side of the fuselage, aft of station
265.00.
6-00-00
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Maintenance Manual
6-00-00
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CHAPTER 7 – Lifting and Shoring
Refer to Piper PA-46-310P/350P Maintenance Manual.

JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 8 – Leveling and Weighing

JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 9 – Towing and Taxiing

JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 10 – Parking and Mooring

JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 11 – Required Placards
CHAPTER
11-EFFECTIVITY 1 Change 11 Oct 2013

11-20-00 3 Change 1 May 00
11-20-00 4 Change 13 Oct 2013
11-20-00 5 Change 9 Mar 08
11-20-00 6 Change 1 May 00
11-20-00 7 Change 6 Feb 04
11-20-00 8 Change 10 Mar 2011
11-20-00 9 Change 11 Nov 2012
11-30-00 10 Change 11 Nov 2012
11-30-00 11 Change 11 Nov 2012
11-30-00 12 Change 11 Nov 2012
11-30-00 13 Change 11 Nov 2012
11-30-00 14 Change 11 Nov 2012
11-30-00 15 Change 11 Nov 2012
11-30-00 16 Change 11 Nov 2012
11-30-00 17 Change 11 Nov 2012
11-30-00 18 Change 11 Nov 2012

Change 13 11-1
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CHAPTER 11 - REQUIRED PLACARDS
TABLE OF CONTENTS
Exterior Placards and Markings 11-20-00 3
Interior Placards and Markings 11-30-00 9
CONTENTS
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Maintenance Manual
Required Placards
A. Exterior Placards and Markings
The airplane nameplate placard is located below the tailcone at approximately F.S. 311.50. The
placard identifies the airplane by its model number and serial number. Should a question arise
concerning the care of the airplane, it is important to include the airplane serial number in any
correspondence.
The JetProp DLX conversion changes some of the placards, adds some new placards, and leaves
most Piper placards unchanged. All the placards are shown on the following pages to eliminate
confusion. The Piper placards that have been unchanged are marked “Piper” and the JetProp
placards which have been added or changed existing placards are marked “JetProp”.
NOTE
Any time an airplane is repainted or touched up, inspect all placards to ensure that
they are not covered with paint, are legible, and securely attached.
11-20-00
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14
11-20-00
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13
11-20-00
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A. Exterior Placards and Markings (continued)
STATIC VENTS
KEEP CLEAN
Placard #1 (Piper)
DURING FUELING AND DEFUELING OPERATIONS,

ATTACH GROUNDING CABLE TO GROUND
ATTACH PIN LOCATED ON MAIN STRUT.
JET FUEL ONLY

WARNING
DO NOT OPEN IF FUEL IS VISIBLE
THRU OUTBOARD CAP OR IF FUEL
GAUGE READS ABOVE FULL
Placard #2 (JetProp)
JET FUEL ONLY
FUELING INSTRUCTIONS
FILL TANK THRU INBOARD CAP UNTIL
FULL. SECURE INBOARD CAP AND
ADD 10 U.S. GALS. (37.8 LITERS) THRU
OUTBOARD CAP FILL TO TAB ONLY.
NO
STEP
Placard #4 (Piper)
11-20-00
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Placard #5 (Piper)
STATIC VENTS
KEEP CLEAN
Placard #6 (Piper)
STRUT AND TIRE
SERVICE INSTRUCTIONS
PLACE AIRPLANE ON JACKS AND EXTEND STRUT COMPLETELY RELEASE AIR

AND REMOVE AIR VALVE. SLOWLY COMPRESS THE STRUT. SLOWLY FILL
COMPRESSED STRUT WITH MIL-H-5606 HYDRAULIC FLUID THROUGH THE FILLER
OPENING UNTIL IT REACHES THE TOP OF THE FILLER PLUG HOLE. MANUALLY
COMPRESS AND EXTEND STRUT SEVERAL TIMES TO REMOVE TRAPPED AIR. ADD
FLUID EACH TIME IF REQUIRED. REPLACE VALVE AND, WITH MAIN GEAR STILL
CLEAR OF GROUND, INFLATE STRUT TO 250 PSI USING NITROGEN OR DRY AIR.
INFLATE MAIN TIRE TO 55 PSI AIR PRESSURE. REMOVE JACKS FROM AIRPLANE
(NORMAL MAIN GEAR STRUT EXTENSION IS 3.50 INCHES WITH APPROX. 1420 LBS.
STATIC LOAD ON EACH MAIN GEAR).
Placard #7 (JetProp/Piper)
11-20-00
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FUEL SUMP
DRAIN
Placard #8 (Piper)
FUEL FILTER
DRAIN
HEADER TANK
DRAIN
GROUND ATTACH POINT
Placard #11 (Piper)
STRUT AND TIRE SERVICE INSTRUCTIONS
PLACE AIRPLANE ON JACKS AND EXTEND STRUT COMPLETELY.

RELEASE AIR AND REMOVE AIR VALVE. SLOWLY COMPRESS
THE STRUT SLOWLY FILL COMPRESSED STRUT WITH
MIL-H-5606 HYDRAULIC FLUID THROUGH THE FILLER
OPENING UNTIL IT REACHES THE TOP OF THE FILLER PLUG
HOLE. MANUALLY COMPRESS AND EXTEND STRUT SEVERAL
TIMES TO REMOVE TRAPPED AIR. ADD FLUID EACH TIME IF
REQUI RED. REPLACE VALVE AND, WITH NOSE GEAR STILL CLEAR
OF THE GROUND, INFLATE STRUT TO 110 PSI USING NITROGEN OR
DRY AIR. INFLATE NOSE TIRE TO 47 PSI AIR PRESSURE.
REMOVE JACKS FROM AIRPLANE (MINIMUM NOSE GEAR STRUT
EXTENSION IS 2.2 INCHES WITH APPROX. 600 LBS. STATIC LOAD
ON NOSE GEAR).
REPLACE NOSE TIRE ONLY WITH JETPROP PN 560.04.112
NOSE TIRE PRESSURE 47 PSI
Placard 13 (JetProp)
11-20-00
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JET FUEL ONLY

ANTI-ICE ADDITIVE REQUIRED.
SEE PILOT’S OPERTING HANDBOOK
FOR QUANTITY AND TYPE OF ADDITIVE.
11-20-00
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A. Interior Placards and Marking
Interior Placards and Markings

11-30-0
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20
Interior Placards and Markings

11-30-00
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A. Interior Placards and Markings (continued)
EMERGENCY OXYGEN
IN DRAWER UNDER SEAT
Pull Mask out of drawer fully

At full extension give cord a tug
Maximum duration – 15 min
NO SMOKING WHILE IN USE
Placard #1 (Piper)
EMERGENCY EXIT
REMOVE GLASS
Placard #2 (Piper)
TABLE MUST BE STOWED

DURING TAKE-OFF & LANDING
Placard #3 (Piper)
11-30-00
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FLUID LEVEL LINE
BRAKE FLUID RESERVOIR
FILL TO FLUID LEVEL LINE WITH PETROLEUM

BASE (RED) HYDRAULIC OIL
#40 OR MIL-H-5606 OR EQUILVALENT
Placard #4 (Piper)
EXTERNAL POWER
28 VOLTS D.C.
TURN MASTER SWITCH
AND ALL EQUIPMENT OFF
BEFORE INSERTING
OR REMOVING PLUG.
Placard #5 (Piper)
FIRE
EXTINGUISHER
Placard #6 (Piper)
11-30-00
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MAXIMUM BAGGAGE THIS COMPARTMENT 30 LBS.
OPEN – PULL LATCH

ROTATE HANDLE UP
CLOSE – ROTATE HANDLE DOWN

INSURE PIN WINDOWS GREEN
Placard #8 (Piper)
OPEN CLOSE - INSURE PIN

WINDOWS GREEN
Placard #9 (Piper)
Placard #10 (Piper)
COURTESY LIGHT
RESET
Placard #11 (Piper)
11-30-00
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Takeoff Checklist
Flight Instruments - Check Prop Control – Full Increase

Fuel Selector - Proper Tank Belts/ Harness - Secure
Header Tank – Full Flaps- Set
Fuel Boost Pump - On #1or #2 Trim - Set
Engine Gages – Checked Controls - Free
Ice Protection – As Required Door - Latched
Seat Backs – Erect Air Conditioner - Off
Armrests – Stowed Pressurization Controls - Set
Condition Lever –Full Forward Ignition Switch – As Required
Landing Checklist
Header Tank – Full Gear - Down

Fuel Selector – Proper Tank Flaps - Set
Seat Backs – Erect Trim - Set
Belts/Harness – Fasten/Adjust Air Conditioner - Off
Cabin Pressure – Depressurized Toe Brakes - Check
Prop Control – Full Increase Ignition Switch-As Required
Placard # 12 (JetProp)
CAUTION
COMPASS
CAL. MAY
BE IN ERROR
WITH ELECT.
EQUIPMENT
OTHER THAN
AVIONICS ON.
Placard #13 (Piper)

11-30-00
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FIREWALL
SHUTOFF
ON
OFF
STATIC DRAIN
PUSH
Placard #15 (Piper)
The markings and placards installed in this airplane contain operating limitations which must be
complied with when operating this airplane in the normal category. Other operating limitations
which must be complied with when operating the airplane in the category are contained in the
airplane flight manual. No aerobatic maneuvers, including spins, approved.
This aircraft approved for VFR, IFR, day and night icing flight when equipped in accordance
with the airplane flight manual.
Warning
Air conditioner must be off to insure normal takeoff climb performance.
Warning
Turn off strobe light when in close proximity to ground or during flight through cloud,
fog or haze.
PRESSURIZED LANDING NOT APPROVED
Placard #16 (Piper)
11-30-00
Change 11 11-16
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On the instrument panel in full view of the pilot:
VA 137 KIAS at 4300 LBS.

(See A.F.M.)
VLO 169 KIAS DN, 130 KIAS UP

VLE 172 KIAS MAX
Near emergency gear release:
EMERGENDY GEAR EXTENSION

PULL TO RELEASE. SEE A.F.M.
BEFORE RE-ENGAGEMENT
Placard #18 (Piper)
On aft baggage area:
MAXIMUM BAGGAGE THIS

COMPARTMENT 100 LBS.
MAXIMUM LOAD EACH COAT HOOK 8 LB
Placard #19 (Piper)
11-30-00
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Maintenance Manual
Manual
Override
Grasp Here Only
Placard #21 (Piper)
On the instrument panel in full view of the pilot:
Caution
The engine ignition must be on during takeoff and landing during wet or windy
conditions, during icing conditions, when penetrating precipitation or turbulence, or
when flying above 18000 ft at night or in IMC.
Pressurized landing not approved

Maximum cabin pressure differential 5.3 PSI
11-30-00
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CHAPTER 12 - Servicing
CHAPTER

12-CONTENTS 2 Basic Aug 98
12-00-00 3 Change 7 Nov 05
12-00-00 4 Change 4 May 03
12-00-00 5 Basic Aug 98
12-00-00 6 Change 6 Feb 04
12-10-00 7 Basic Aug 98
12-10-00 8 Change 6 Feb 04
12-10-00 9 Change 1 May 00
12-10-00 10 Basic Aug 98
12-10-00 11 Basic Aug 98
12-10-00 12 Change 1 May 00
12-10-00 13 Change 1 May 00
12-10-00 14 Basic Aug 98
12-10-00 15 Basic Aug 98
12-10-00 16 Change 4 May 03
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CHAPTER 12 - SERVICING
TABLE OF CONTENTS
12-10-00
Replenishing 3
Fuel System 4
Filling Fuel Cells 4
Draining Moisture From Fuel System 4
Draining Fuel System - Complete 5
Brake System 5
Filling Brake System Reservoir 5
Draining Brake System 5
Landing Gear Oleo Struts 6
Filling Oleo Struts 6
Inflating Oleo Struts 8
Tires 8
Tire Balance 9
Hydraulic System 10
Servicing Hydraulic Pump/Reservoir 10
Lubricating Oil System 11
Oil Change 13
Power Plant 15
Propeller 16
CONTENTS
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Maintenance Manual
A. Replenishing
3
2 9
7
11
10
3
5
6
4 8 2
1. Fuel Tank Fillers

2. Fuel Drain 1
3. MLG Filler Valve
4. NLG Filler Valve
5. Propeller Hub
6. Brake Reservoir
7. Two Possible Battery Locations
8. Auxiliary Power Receptacle
9. Hydraulic Pump/Reservoir
10. Fuel Filter/Drain
11. Header Tank Drain
12-10-00
Change 7 12-3
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B. Fuel System
Fuel system service information can be found in Chapter 28. Inspection intervals of the various
fuel system components may be found in 5-20-00.
C. Filling Fuel Cells
WARNING
During fuel system maintenance practices, a ground wire attached from each main
gear grounding pin to separate approved grounding stakes should be used to
prevent ungrounding of the aircraft due to accidental disconnection of one ground
wire.
Observe all required precautions for handling jet fuel. Fill the fuel tanks with the fuel as
specified on the placard adjacent to the filler neck.
D. Draining Moisture From Fuel System
The wing fuel tanks, header tank, and fuel filter should be drained daily prior to first flight and
after refueling to avoid the accumulation of water or sediment. Each fuel tank is equipped with
an individual quick drain. The fuel filter has a quick drain valve and is located on the lower right
side of the firewall. Drain fuel tanks and filter per the following:
(1) Drain each tank through its individual quick drain, making sure that enough fuel has been
drained to ensure that all water and sediment is removed.
(2) Place a container under the fuel filter drain. Drain the fuel filter by opening the quick drain
on the filter.
(3) Examine the contents of the container placed under the fuel filter drain for water and
sediment, then dispose of the contents.
(4) After refueling, delay sump sampling by several minutes. This will permit water and
contaminants to flow to the sump drains for detection.
CAUTION
WHEN DRAINING ANY AMOUNT OF FUEL, CARE SHOULD BE TAKEN
TO ENSURE THAT NO FIRE HAZARD EXISTS BEFORE STARTING THE
ENGINE.
12-10-00
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E. Draining Fuel System - Complete
Fuel may be drained from the system by opening the valve at the inboard end of each wing fuel
tank and the header tank. The wing drain valves require the drain cup pin to hold the valve open.
The remaining fuel in the system may be drained through the filter bowl.
F. Brake System
The brake system contains a hydraulic fluid reservoir through which the brake system is
periodically serviced. Fluid is drawn from the reservoir by the brake master cylinders to maintain
the volume of fluid required for maximum braking efficiency. Spongy brake pedal actions is
often an indication that the brake fluid reservoir is running low on fluid or air. When repairs to
brake system components or bleeding the system are required, refer to instructions in 32-40-00.
G. Filling Brake System Reservoir
The brake system reservoir must be filled with hydraulic fluid (MIL-H-5606) to the level
marked on the reservoir. The reservoir, located on the left side of the aft wall of the forward
baggage compartment, must be checked at every 50 hour inspection and replenished as
necessary. Access to the reservoir is through the door on the upper right portion of the nose
section. If fluid level is low, it must be filled with filtered hydraulic fluid (MIL-H-5606). No
adjustment to the brakes is necessary, but they must be checked periodically per instructions
given in 32-40-00.
H. Draining Brake System
To drain the brake system, disconnect the supply hose from the fitting on the bottom of the
cylinder and open the bleeder valve at the top of the cylinder. This will empty the piston
chamber. Pump the desired brake pedal to clear the line of fluid. To clean system, flush with
denatured alcohol.
NOTE
If brake system is drained, parts replaced, or line connections broken, pressure fill
and bleed system per procedure in 32-40-00. Procedure assures air is not trapped in
system.
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I. Landing Gear Oleo Struts
The air-oil type oleo strut should be maintained at proper strut tube exposures for best oleo
action. The strut exposure should be as specified in the Piper PA-46-350P maintenance manual
(Nose: 1.5 + .25 inches, Main: 3.5 + .25 inches except S/N’s 4636196 and up 3.4 + .25 inches).
The measurements are taken with the airplane sitting on a level surface under normal static load.
(Empty weight of airplane plus full fuel and oil). The desired nose strut exposure is no less than
1.7 inches to help ensure propeller clearance when taxiing over an uneven surface. If the strut
has less tube exposure than prescribed, determine whether it needs air or oil by rocking the
airplane. If the oleo strut oscillates with short strokes (approximately one inch) and the airplane
settles to its normal position within one or two cycles after the rocking force is removed, the
oleo strut requires inflating. Check the valve core and filler plug for air leaks, correct if required,
and add air or nitrogen as described in Inflating Oleo Struts. If the oleo strut oscillates with long
strokes (approximately three inches) and the airplane continues to oscillate after the rocking
force is removed, the oleo struts require fluid. Check the oleo for indications of oil leaks, correct
if required and add fluid as described in Filling Oleo Struts. For repair procedures of the landing
gear and/or oleo struts, refer to 32-40-00.
WARNING
DO NOT RELEASE AIR BY REMOVING THE STRUT VALVE CORE OR
FILLER PLUG. DEPRESS THE VALVE CORE PIN UNTIL STRUT
CHAMBER PRESSURE HAS DIMINISHED.
CAUTION
DIRT AND FOREIGN PARTICLES FORM AROUND THE FILLER PLUGS
OF THE LANDING GEAR STRUTS, THEREFORE, BEFORE
ATTEMPTING TO REMOVE THESE PLUGS, THE TOPS OF THE STRUTS
SHOULD BE CLEANED WITH COMPRESSED AIR AND/OR WITH A
QUICK DRYING SOLVENT.
J. Filling Oleo Struts
To fill the nose or main gear oleo strut with fluid (MIL-H-5606), whether it be the addition of a
small or large amount, proceed as follows:
(1) Raise the airplane on jacks.
(2) Place a pan under the gear to catch spillage.
(3) At the filler plug, relieve air pressure from the strut housing chamber by removing the cap
from the air valve and depressing the valve core.
(4) There are two methods by which the strut chamber may be filled. They are as follows:
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METHOD I.
(a) Remove the valve core from the filler plug at the top (or side) of the gear strut
housing. Allow the filter plug to remain installed.
(b) Attach one end of a clean plastic hose to the valve stem of the filler plug and
submerge the other end in a container of hydraulic fluid.
NOTE
An air-tight connection is necessary between the plastic tube and the valve
stem. Without such a connection, a small amount of air will be sucked into
the oleo strut during each sequence, resulting in an inordinate amount of
air bubbles and a prolonged filling operation.
(c) Fully compress and extend the strut thus drawing fluid from the fluid container and
expelling air from the strut chamber. By watching the fluid pass through the plastic
hose, it can be determined when the strut is full and no air is present in the
chamber.
(d) When air bubbles cease to flow through the hose, compress the strut fully and
remove the hose from the valve stem.
(e) With the strut compressed, remove the filler plug to determine that the fluid level is
visible up to the bottom of the filler plug hole.
(f) Reinstall the core in the filler plug and apply thread lubricant (Parker No. 6PB) to
the threads of the filler plug and install the plug in the top of the strut housing.
Torque the plug from 350 to 400 inch pounds.
METHOD II.
(a) Remove the filler plug from the top (or side) of the gear strut housing.
(b) Raise the strut piston tube until it is fully compressed.
(c) Pour fluid from a clean container through the filler opening until it reaches the
bottom of the filler plug hole. (Air pressure type oil container may be helpful)
(d) Install the filler plug finger tight and extend and compress the strut two or three
times to remove air from the housing.
(e) Remove the filler plug, raise the strut to full compression and fill with fluid if
needed.
(f) Apply thread lubricant (Parker No. 6PB) to the threads of the filler plug. Reinstall
the filler plug and torque from 350 to 400 inch pounds.
(g) With the airplane raised, compress and extend the gear strut several times to
ascertain that the strut actuates freely. The weight of the gear fork and wheel should
extend the strut.
(h) Clean off overflow of fluid and inflate the strut as described in Inflating Oleo Struts.
(i) Check that fluid is not leaking around the strut piston at the bottom of the housing.
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K. Inflating Oleo Struts
After making certain that an oleo strut has sufficient fluid, attach a strut pump to the air valve
and inflate the oleo strut. The strut should be inflated until the correct inches of piston is
exposed with normal static load (empty weight of the airplane plus full fuel and oil) on the
gears. Rock the airplane several times to ascertain that the gear settles back to the correct
strut position. If a strut pump is not available, the airplane may be raised and line pressure
from a high pressure air system used.
NOTE
Moisture free compressed air may be used in lieu of nitrogen gas on a temporary
basis; however, the strut should be deflated and serviced with nitrogen as soon as
possible.
Lower the airplane and, while rocking it, let air from the valve to bring the strut down to the
proper extension. (Before capping the valve, check for valve core leakage)
If the airplane is on jacks, ensure that the struts are fully extended. Inflate the nose gear strut
and the main gear struts to the pressures specified in the Piper PA-46-350P Maintenance
manual. However, also ensure proper strut exposure with the aircraft setting on a level
surface under normal static load.
L. Tires
Tubeless tires are designed to permit any air or nitrogen that is trapped in the cords or that
diffuses through the liner to escape through special sidewall vents. This venting prevents
pressure build-up within the cord body which might cause tread, sidewall or ply separation.
Discounting tire growth after initial inflation, once the tire has been inflated, the maximum
permissible pressure drop due to diffusion is 5% in any 24 hour period
Vent holes penetrate the sidewall rubber to, or into, the cord body and may vary in size, depth
and angle. Therefore, the amount of diffusion through these holes will vary.
When water or a soap solution is brushed over the outside of an inflated tubeless tire, bubbles
form. Some vents may emit a continuous stream of bubbles. Others may produce intermittent
bubbles. And some may not bubble at all. This variety is normal and does not mean that there is
anything wrong with the tire. In fact, as long as a tubeless tire is inflated, there will be some
diffusion from the vents. When the loss rate exceeds 5% in 24 hours, recheck for possible
injuries. Vents should remain open, so check periodically to make sure they have not been
covered over or closed by tire paint or spilled solvent. And since vents may be covered during
retreading, check for evidence that your retreads have been revented.
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Several basic characteristics of tubeless aircraft tires may be mistaken for problems:
(1) Tire growth in the first 12 to 24 hours after inflation will result in a seemingly severe
pressure drop. Simply inflate, wait for another 24 hours, then check pressure. It will probably be
within specs.
(2) Make sure that initial inflation is to recommended operating pressure to ensure full tire
growth.
(3) It is normal for tubeless tires to show a small amount of pressure leakage throughout the life
of the tires.
Maintain tires at pressure specified in Chart 1, 6-00-00. When checking tire pressure, examine
tires for wear, cuts, bruises, and slippage. Apply Age-Master #1 to tires to protect against ozone
attack and weathering as follows:
(1) Clean oil and grease from all tire surfaces.

(2) Apply single heavy coat using brush at 0.4 - 0.5 fluid ounces per square foot. Cover surface
completely and evenly; allow to dry for 5 - 10 minutes.
(3) Apply second coat per step 2; allow to dry for 20 - 30 minutes before handling.
(4) Remove agent on wheel assembly with cleaning solvent.
(5). Apply as conditions dictate.
M. Tire Balance
Proper balancing is critical for the life of aircraft tires. If a new tire is balanced upon installation
it will usually remain balanced for the life of the tire without having any shimmy or flat spots.
An inexpensive balancer can be made that will balance almost any tire for light aircraft. Balance
the tire as follows:
(1) Mount the tire and tube (if one is used) on the wheels, but do not install the securing bolts.
Install the wheel bearings in the wheels; then, using the -7 bushings, -6 spacers, and -5 nuts,
install the wheel/tire assembly on the -8 pipe. Secure the -5 nuts finger tight so that the wheel
halves touch each other. Be sure the bolt holes are aligned. Insert the -4 axle through the -8 pipe
and place the wheel in the center of the balancer. Make sure the axle is only on the chamfered
edges of the balancer and that it is at 900 to the sides of the balancer.
(2) Release the tire. If it is out of balance it will rotate, coming to rest with the heaviest point on
the bottom. Tape a ounce patch across the top center of the tire. Rotate the tire 450 and release it
again. If the tire returns to the same position, add a 1 ounce patch and again rotate the tire and
release it. Continue this procedure until the tire is balanced.
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(3) When balance is attained, put a chalk mark on the sidewall directly below the patch. Use one
mark for each half ounce of weight needed. Mark the valve stem location on the tire and the
opposite wheel half to assure reassembly in the same position. Remove the wheel from the
balance stand, break it down and clean the inside of the tire with toluol. Apply a coat of patch
cement to both the patch and the inside center of the tire in line with the chalk marks. When the
cement has dried, install the patches making certain they are on the centerline of the tire and
aligned with the chalk marks on the sidewall. Burnish the patches to remove trapped air, etc.
(4) When reassembling the wheel, powder the inside of the tire. Mount the tire on the valve side
of the wheel in the same position it was in when it was balanced. Install the other wheel half,
aligning the chalk marks. Install the bolts and tighten to required torque, then inflate the tire to
the pressure specified in Chart 1, 6-00-00 and recheck the balance. The wheel should not be
more than ounce out of balance.
N. Hydraulic System
The general condition of the hydraulic pump and landing gear actuating cylinders should be
checked. Ensure that there are no leaks and that the line fittings are tight. The cylinder rods are to
be free of all dirt and grit. To clean the rods use a rag soaked in hydraulic fluid and carefully
wipe them. All the hydraulic lines should also be checked for leaks, kinks, and corrosion. Check
the tightness of the attachment fittings.
Repair and inspection procedures for the hydraulic pump, cylinders and various components may
be found in 29-10-00 of this manual.
O. Servicing Hydraulic Pump/Reservoir
The fluid level of the reservoir of the combination pump and reservoir should be checked every
50 hours by viewing the fluid through the transparent reservoir on the hydraulic pump. Access to
the pump is through the panel at the rear of the baggage compartment (PA-46-310P) or through
view port behind rear seat on rear baggage compartment panel (PA-46-350P).
Should fluid be below the full mark, add fluid MIL-H-5606 through the filler hole until full.
Ensure that the landing gears are down and the flaps up when filling the reservoir. Reinstall the
filler plug and tighten.
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P. Lubricating Oil System (For Additional Information Refer to Pratt & Whitney Maintenance
Manual)
(1) Lubricating Oil System.

The lubricating oils specified for use in PT6A turboprop engines are detailed in Pratt & Whitney
Canada, (P&WC) Service Bulletin 1001 and will be revised periodically to include recently
approved oils. All oils listed in the bulletin are for use in commercially operated engines, and are
approved for flight operation. In cases when oils approved by P&WC are not available and other
oils have to be substituted, an operator must obtain prior approval or recommendations for use of
such oil from:
Pratt & Whitney Canada Inc.

Att. Customer Support Services
1000 Mari-Victorin Blvd.
Longueuil, Quebec
Canada J4G 1A1
(2) Oil Level Check

To avoid overfilling of oil tank, and high oil consumption, an oil level check is recommended
within 30 minutes after engine shutdown. Ideal interval is 15 to 20 minutes. If more than 30
minutes has passed, and the dipstick indicates that oil is needed, start the engine and run at
ground-idle for five minutes, and recheck oil level as follows:
(3) Procedure
(a) Unlock filler cap and dipstick from filler neck at 11 o'clock position on accessory gearbox
and remove filler cap.
(b) Wipe the dipstick with clean lint free cloth.
CAUTION
WHEN THE FILLER CAP AND DIPSTICK/GAGE ASSEMBLY IS INSTALLED
AND LOCKED, NO MOVEMENT IS ALLOWED.
(c) Install the cap/dipstick and lock.

(d) Remove the cap/dipstick.
CAUTION
DO NOT MIX DIFFERENT TYPES OF OIL SINCE THEIR DIFFERENT
CHEMICAL STRUCTURES MAY MAKE THEM INCOMPATIBLE. IF
DIFFERENT TYPES OF OIL BECOME MIXED, DRAIN AND FLUSH THE
SYSTEM AND REFILL WITH NEW OIL.
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(e) Check the oil tank contents against the markings on dipstick (markings correspond to
U.S. quarts) and service as required. If the oil level is less than the 3 mark on the dip stick
(when checked hot), oil must be added prior to flight. The normal operating oil level is one
quart below the maximum capacity as marked on the dipstick.
(f) If oil level is too low to register on dipstick due to possible excessive consumption, or if low
or fluctuating pressures have been recorded, refer to Fault Isolation, Engine Lubrication, for
action to be taken, then proceed as follows:
(aa) Fill oil tank to normal level and record quantity of oil added.
CAUTION
WHEN FILLER CAP ASSEMBLY IS INSTALLED AND LOCKED, NO
MOVEMENT IS ALLOWED.
(bb) Install filler cap/dipstick, make sure cap is locked.

(cc) Run engine at ground-idle for approximately five minutes
(dd) Check oil level (Ref. Steps (a) through (f) preceding).
(ee) Check main oil filter (Ref. Pratt & Whitney Maintenance Manual
Section 79-20-2).
(g) For engines which have remained stationary for a period of 12 hours or more, and the
dipstick shows that oil is needed, carry out a normal dry motoring run and recheck the
reading prior to adding oil.
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Q. Oil Change
NOTE
Recommendations for an oil change are based on the performance of specific
brands and types of oil, specific engine models and operating criteria.
(1) Place suitable containers or drip pan under the engine.

(2) Remove the cotter pin and oil drain plug lock pin (4, Fig. 301) from the lugs on the
compressor inlet case and withdraw the drain plug (5) using the puller (6). Discard the preformed
packing.
(3) Remove the drain plug (2) from the 6 o'clock position on the rear face of the accessory
gearbox housing. Discard the preformed packing (Ref. P&W Maintenance Manual 72-10-00).
(4) Remove the drain plug (7) or chip detector (8) from the 6 o'clock position on the reduction
gearbox front case (Ref. P&W Maintenance Manual 72-10-00).
(5) Drain the airframe-fitted oil cooler and associated interconnecting lines (Ref. Aircraft
Maintenance Manual).
(6) Install the plug (7) or chip detector (8) on the reduction gearbox as follows:
(a) Pre-SB1217 Install the plug (7) with preformed packing. Tighten the plug 215 to 240 lb.in.,
and fasten with lock wire.
(b) Post-SB1217 Install the chip detector (8) with preformed packing; tighten 45 to 55 lb.in.
Install the cover on the chip detector; tighten finger tight only; do not use tools. Lock wire the
cover and chip detector (Ref. P&W Maintenance Manual 72-10-00).
(7) Install the plug (2) with preformed packing in the accessory gearbox. Tighten the plug 215 to
240 in-lb, and fasten with lock wire (Ref. P&W Maintenance Manual 72-60-00).
(8) Install the drain plug (5) with preformed packing in the bottom of the air inlet case. Secure in
position with the lock pin (4) and cotter pin.
(9) Make sure the drain plug and interconnecting lines are fined and fasten with lock wire to the
airframe oil cooler (Ref. Aircraft Maintenance Manual).
(10) Fill the oil tank with the specified oil (Ref. P&W SB1OO1) to the maximum graduation on
the dipstick.
CAUTION
AND LOCKED INTO POSITION, NO MOVEMENT IS ALLOWED.
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Figure 12-1
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Key to Figure 12-1
1. Dipstick Assembly
2. Drain Plug
3. Oil Filter Cover
4. Drain Plug Lockpin
5. Drain Plug
6. Puller
7. Drain Plug, (Pre-5B1217)
8. Chip Detector, (Post-5B1217)
(11) Install the filler cap and dipstick/gage assembly (Ref. Pratt & Whitney Maintenance manual
section 72-60-00) in the oil tank and make sure the cap is securely locked.
(12) Start the engine and run at idle (Ref. Pratt & Whitney Maintenance manual section 71-00-
00 ADUSTMENT/TEST) for approximately two minutes to circulate oil through the system.
(13) Feather the propeller.
(14) Shut down the engine (Ref. Pratt & Whitney Maintenance manual section 71-00-00
ADUSTMENT/TEST).
(15) Check the oil level in the tank and replenish, as required, to the normal level on the dipstick
CAUTION
AND LOCKED INTO POSITION, NO MOVEMENT IS ALLOWED.
(16) Install the filler cap and dipstick/gage assembly in the oil tank and make sure the cap is
securely locked.
R. Power Plant
Regularly check the engine compartment for oil and fuel leaks, chafing of lines, loose wires and
tightness of all parts. Maintenance instructions for the power plant may be found in Chapter 71
of this manual and in the appropriate manufacturer's manuals.
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S. Propeller
The spinner, back plate and propeller surfaces should be cleaned and inspected frequently for
nicks, scratches, corrosion and cracks. Minor nicks and scratches may be removed per
instructions in 61-10-00. The face of each blade should be painted when necessary with a flat
paint to retard glare. To prevent corrosion, wipe surfaces with a light oil or wax.
In addition, propellers should be inspected for grease or oil leakage and freedom of rotation on
the hub pilot tube. To check freedom of rotation, rock the blade back and forth through the slight
freedom allowed by the pitch change mechanism Lubricate the propeller at 100-hour intervals
per Hartzell Owner's Manual 147/149.
Additional service information for the propeller may be found in 61-10-00.
CHART 1
THREAD LUBRICANTS
TYPE OF LINE TYPE OF LUBRICANT
Brake MIL-H-5606, Tite Seal 3-Y3

Deicer (Air) TT-A-580 (JAN-A-669), Anti-Seize Compound
(White Lead Base)
Freon TT-A-580 or MIL-T-5544, Anti-Seize Compound
Fuel M IL-T-5544, Anti-Seize, Graphite Petrolatum
Oil MIL-G-6032, Lubricating Grease (Gasoline and Oil
Resistant)
Oxygen MIL-T-5542, Thread Compound, Anti-Seize and
Sealing, Ribbon Dope Thread Sealant, Permacel 412
Pitot and Static TT-A-580 (JAN-A-669), Anti-Seize Compound
(White Lead Base)
NOTE
Lubricate engine fittings only with fluid contained in particular lines.
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CHAPTER 20 – Standard Practices-Airframe

JetProp LLC
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CHAPTER 21 – Environmental Systems

CHAPTER

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21-00-00 4 Change 10 Mar 2011
21-00-00 5 Change 10 Mar 2011
21-00-00 6 Change 13 Mar 2014
21-10-00 7 Change 14 Nov 2014
21-10-00 8 Change 13 Mar 2014
21-10-00 9 Change 13 Mar 2014
21-10-00 10 Change 13 Mar 2014
21-10-00 11 Change 13 Mar 2014
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TABLE OF CONTENTS
General 21-00-00 3
Bleed Air, Conditioning and Pressurization 21-10-00 8
Reference Drawings
Environmental Control Installation (Drawing 560.11.100)
Heat Exchanger Buildup (Drawing 560.11.200)
Heat Exchanger Buildup w/ Bypass (Drawing 560.11.200-BP)
Heat Exchanger Assembly (Drawing 560.11.210)
Malibu CoPilot Air Duct Install (Drawing 560.11.700A)
Mirage CoPilot Air Duct Install (Drawing 560.11.700B)
Heat Exchanger Bypass Installation (Drawing 560.11.800)
Aux. Heater Install (Drawing 560.14.930)
CONTENTS
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The environmental system consists of an engine bleed air and conditioning system, cabin air
distribution system, pressurization and control system, ventilating air system, air conditioning
system, and supplemental cabin heater (some aircraft). The environmental system is shown in
Figure 1.
The engine bleed air system provides the air supply for pressurizing the cabin. Temperature of
the bleed air is controlled using an air-to-air heat exchanger which uses ambient air to cool the
bleed air to obtain the air temperature necessary to maintain the desired cabin comfort level. The
CABIN TEMP push-pull knob controls the amount of cooling air going through the heat
exchanger and cooling the engine bleed air.
The cabin air distribution system consists of left and right side panel ducting, windshield defrost,
and recirculation blowers. The side panel ducts provide for overall air distribution throughout the
length of the cabin as well as individual controllable air outlets at each seat (eyeball outlets). The
defrost control will allow part of the bleed air to be diverted to the windshield defrost outlet. The
recirculation blowers supply airflow to the portion of the side wall ducts containing the
individual seat outlets (eyeballs).
The cabin pressurization and control system consist of an outflow valve (isobaric), safety valve,
cabin altitude and rate selector, electrically operated vacuum solenoid valve, surge tank and
associated interconnecting plumbing and wiring. Cabin altitude, differential pressure, and rate of
change are displayed on a single 3-inch diameter indicator. Pilot warning (displayed on the
annunciator panel) is provided to indicate a cabin altitude above 10,000 feet.
Cabin ventilating air for ground and unpressurized flight operation is supplied from the ambient
air source to the bleed air heat exchanger. A vane-axial blower (VENT/DEFOG BLWR) in the
left duct below the forward baggage floor supplies airflow to the windshield defogger and for
ventilation. This air source is capable of being heated by mixing it with hot air from the heat
exchanger.
On some airplanes, a supplemental electric heater is located forward of the pressure bulkhead
immediately downstream of the vent/defog blower. Because the vent/defog blower must be
operating when the supplemental heater is used, both the VENT/DEFOG BLWR and AUX
CABIN HEAT switches must be ON to supply power to the heating element. The electrical load
of the heater and the blower is 36 amps. Operation of the supplemental heater requires operation
of the generator. See Section 2 for limitations on use of the supplemental heater. On some
airplanes, an auxiliary cabin blower located on the right side immediately aft of the forward
pressure bulkhead enhances airflow to the right side of the cabin. This is selected with the AUX
CABIN BLWR switch.
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On later JetProps (and those retrofitted), the AUX CABIN BLWR has been replaced by a high
speed blower controlled by a switch labeled JP SUP CABIN HEAT. The JetProp Supplemental
Cabin Heat blower is located under the rear seats. This blower pulls pressurized bleed air to the
rear cabin and exhausts it through two eyeball sockets below the rear seats and through forward
eyeball sockets on the pilot and copilot armrests. With the JP SUP CABIN HEAT on and the
CABIN TEMP knob out, heating is enhanced throughout the cabin. Additional defog/defrost can
be obtained by directing the forward eyeball sockets toward the windows. Closing the rear
eyeballs will increase airflow to the forward area.
For additional heat in the rear cabin compartment an optional Rear Heater can be added under
the left middle seat. The Rear Heater is controlled by the pilot through a separate switch on the
instrument panel labeled Rear Heater. The rear heater is has a separate switch to select FAN,
OFF, or HEAT as well as a thermostat selection switch both built into the heater case and
accessible to the rear passengers. The rear heater is designed to pull a maximum of 25 amps and
is protected by an inline 30 amp fuse. Because of the significant load associated with the heater,
the pilot must ensure adequate aircraft electrical power is available prior to selecting the Rear
Heater (especially if the standby alternator is being used). The Rear Heater is designed so that it
can be quickly and easily removed in the summertime if desired. If removed, the remaining
wiring would be caped and stowed.
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Figure 1
JetProp DLX Environmental System
21-00-00
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Heat Exchanger Bypass System (Optional)
The engine bleed air system provides the air supply for pressurizing and heating the cabin.
Temperature of the bleed air is controlled using an air-to-air heat exchanger which uses ambient
air to cool the bleed air to obtain the air temperature necessary to maintain the desired cabin
comfort level. An optional heat exchanger bypass system can be installed for extended
operations in very cold conditions. The bleed air system without the heat exchanger bypass is
shown in Figure 2 and the system with the heat exchanger bypass system is shown in Figure 3
and Drawing 560.11.800.
Firewall
Sonic Nozzle mixes bleed air and ambient
Warm Air Entering Bleed Air

the Left Side of the from Engine
Cabin
Cool Inlet Air
Bleed Air
Dump valve
Cool air (Normally Closed)
Partially cooled air Ambient air
used to cool
Conditioned Air Heat the bleed
Exchanger
One way check valve air in the
heat
exchanger
Mechanical Valve
controlled by the
pilot to control
amount of cool air
Bleed Air going through the
Warm Air Entering Shutoff Valve heat exchanger.
the Right Side of the (Normally open)
Cabin
Figure 2. Bleed Air System Without the Optional Heat Exchanger Bypass System
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Shut off valve closed prior to the heat exchanger and open to
the line running to the cabin bypassing the heat exchanger.
These valves open/closed with a linear actuator.
Sonic Nozzle mixes bleed air and ambient
Firewall
Warm Air Entering the Bleed Air
Left Side of the Cabin from
Engine
Cool Inlet Air
Bleed Air
Cool air Dump valve

Partially Cooled Air (Normally Closed)
Added Shutoff Valves Free air temperature switch to

Valve Mechanical Interconnect
detect a fire or bleed air leak
Heat
One way check valve Exchanger
Ambient air used to
cool the bleed air in
the heat exchanger
Mechanical Temp
Control Valve
used to control
amount of cool air
going through the
Bleed Air heat exchanger
Warm Air Entering Shutoff Valve
(Normally
the Right Side of the open)
Cabin
Temperature Probe designed to monitor the

temperature of the air entering the cabin. If the air
temperature exceeds approximately 250 deg F, the
shutoff valves to the heat exchanger and the sonic
nozzle will automatically open and the bypass valve
will close eliminating the Bypass.
Figure 3. Bleed Air System With the Optional Heat Exchanger Bypass System
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Air Conditioning System
Cabin air conditioning is provided by a vapor cycle system. The compressor is belt driven off the
engine accessory drive pad. The condenser and its cooling air fan are located in the tailcone aft
of the rear pressure bulkhead. Cooling air from outside the tailcone is drawn into the cooling air
duct through a flush opening in the skin, routed across the condenser coil, and discharged
overboard through the tailcone exit opening.
The evaporator assemblies are located with the recirculation blowers aft of the rear seats below
the rear baggage compartment floor. Air is drawn into the evaporators by the blowers and
discharged into the upper left and right cabin side panel ducts.
Air conditioning is selected by positioning the AIR COND/OFF/BLWR switch to AIR COND.
This engages the compressor, the condenser blower motor, and the recirculation blowers. The
recirculation blower motor speed (HI or LO) is selected on the REC BLWR switch. The
recirculation blower can be engaged independently of the air conditioning by selecting the
BLWR position of the AIR COND/OFF/BLWR switch. The OFF position is selected to shut off
the blowers.
Refer to the reference drawings at the end of the chapter for specific parts breakdown
information and the Piper PA46-310P/350P and PA-46-350P Maintenance Manuals for trouble
shooting information.
21-00-00
Change 13 21-8
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Maintenance Manual
Pressurization System
Air for cabin pressure is obtained from the engine bleed air system through a sonic venturi tube.
Bleed air is routed through the bleed air heat exchanger for the temperature conditioning to
provide the desired cabin comfort level. Ram air (ambient) is routed across the heat exchanger to
cool the bleed air. Mixtures of ambient and hot ambient may also be selected.
Cabin air is controlled by the CABIN PRESS control located on the lower section of the pilot's
instrument panel. Bleed air for cabin air is provided when the control is fully in. Ambient
ventilating air is provided when the control is fully out. This control operates three valves: the
fire wall shut off valve, the bleed air dump valve, and the ram air selector valve. When fully in,
the fire wall shut off valve is open, the bleed air dump valve is closed and the ram air selector
valve is positioned to route ambient air across the bleed air heat exchanger. When the control is
fully out (pull), the fire wall shut off valve is closed, the bleed air dump valve is open and the
ram air selector valve is positioned to route ambient air into the conditioned air ducts through the
check valve and into the cabin.
Controls needed to operate the cabin pressurization system are located on the lower left side of
the pilot's instrument panel. They include the CABIN PRESS and CABIN TEMP controls, cabin
altitude (pressure) and rate controller, and CABIN DUMP switch.
The rate of cabin change (climb and descent) is controlled with the rate knob (left lower corner
of the cabin pressure controller) and may be adjusted between approximately 200 and 2000 feet
per minute, as desired. Setting the rate knob arrow to the 9 o'clock position provides a cabin rate
of change of approximately 500 feet per minute. This position gives a comfortable rate for
normal operations.
Next to the cabin pressure controller, a triple indicator simplifies monitoring the system's
operation. The triple indicator displays the cabin altitude, cabin rate of change and the
differential pressure between the cabin and the outside atmosphere. Maximum allowed cabin
differential pressure is 5.3 psi. The pilot should select the cabin altitude such that this value of
differential pressure is not exceeded. Figure 2 shows the minimum cabin altitude for a given
airplane pressure altitude in order to not exceed 5.3 psi differential.
21-10-00
Change 13 21-9
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Maintenance Manual
For pressurized flight, set the cabin pressure altitude controller to 1000 feet above the airport
pressure altitude, with the CABIN PRESS control full IN and the CABIN DUMP switch OFF.
After takeoff, reset the cabin pressure altitude to 8000 feet while monitoring the cabin
differential pressure such that it does not exceed 5.3 psi. If the destination airplane pressure
altitude is higher than 24000 ft, reset the cabin pressure altitude controller passing through 24000
ft so that the differential of 5.3 psi is not exceeded. Refer to Figure 2 for the minimum cabin
altitude that should be selected for a given airplane pressure altitude. At the maximum certified
pressure altitude of 27000 feet, a cabin altitude of approximately 9500 feet can be selected.
A CABIN ALTITUDE warning light on the annunciator display warns the pilot when the cabin
altitude is above 10,000 feet. A cabin outflow valve limits differential pressure to 5.5 psi. Should
the cabin outflow valve malfunction, the cabin safety valve will maintain a maximum of 5.6
cabin differential pressure. The landing gear squat switch on the left main landing gear prevents
the cabin from being pressurized while the airplane is on the ground.
The CABIN DUMP switch electrically opens a solenoid valve allowing vacuum suction pressure
to open the safety valve and rapidly dump cabin pressure to ambient pressure. The CABIN
PRESS control can also be pulled out to cut off bleed air from entering the cabin which will also
result in depressurizing the cabin.
21-10-00
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Maintenance Manual
Cabin Altitude
vs
Airplane Altitude
at 5.3 psi Differential
10000
8000
Cabin Altitude - ft
6000
4000
2000
0
0 5000 10000 15000 20000 25000 30000
Airplane Pressure Altitude - ft
Figure 2. Cabin Altitude at 5.3 psi Differential
21-10-00
Change 13 21-11
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 23 – Communications
Refer to the Piper PA-46-310P/350P Maintenance.
23-1
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 24 – ELECTRICAL POWER
CHAPTER

24-00-00 3 Change 3 Nov 01
24-00-00 4 Change 1 May 00
24-00-00 5 Change 1 May 00
24-00-00 6 Change 1 May 00
24-00-00 7 Change 1 May 00
24-00-00 8 Change 1 May 00
24-00-00 9 Change 1 May 00
24-30-00 10 Change 3 Nov 01
24-30-00 11 Change 3 Nov 01
24-30-00 12 Change 3 Nov 01
24-30-00 13 Change 3 Nov 01
24-40-00 14 Change 1 May 00
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JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 24 - ELECTRICAL POWER
TABLE OF CONTENTS

General 24-00-00 3
DC Generation 24-30-00 10
Battery System 24-30-00 10
Starter Generator 24-30-00 10
Alternator 24-30-00 12
External Power 24-40-00 14
Reference Drawings
Battery Solenoid Install. (Drawing 560.02.100)
Battery Contactor Install (S-Tec) (Drawing 560.02.100-S)
Bulkhead Fittings Install (Drawing 560.02.500)
Firewall Fittings Install (Malibu) (Drawing 560.02.600A)
Firewall Fittings Install (Mirage) (Drawing 560.02.600B)
Battery Installation (Drawing 560.03.100)
Battery Vent Line Installation (Drawing 560.03.200)
CONTENTS
Change 14 24-2
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Maintenance Manual
Electrical Power
A. General
The JetProp electrical power system is 28 V.D.C. with a negative ground. Power is supplied by a
200-amp starter-generator (250-amp on JetProps 1-9 unless modified) and a 70 amp (optional 50
amp B&C) backup alternator. Each circuit is protected by a circuit breaker. Power for starting
and emergency backup is provided by two independent battery systems. On JetProps 1-13
(unless modified) each battery system has 2 – 12 volt Concorde Air RG-25XC sealed units,
located under the center, rear-facing seats, connected in series to give 24 volts. On JetProps 14
and higher, each system has a 24 volt Concorde RG-46 sealed unit located under the aft seats.
The electrical distribution systems are illustrated in Figures 1 - 4.
JetProps 1 – 70 have a two position (BATT 1, BATT 2) rocker switch which allows the selection
of either battery system 1 or battery system 2. They also have a dual battery start momentary
On/Off switch which allows the selection of both battery systems for start.
JetProps 71 and later have a three position (Batt1, Both, Batt 2) rocker switch which allows the
selection of either battery individually or both batteries.
A three position (ON, OFF, ON) Gen/Off/Start rocker switch allows the selection of the starter
during start or the generator during normal operations. In the center position both the starter and
generator are off.
The Amp-Voltmeter displays the information for the generator and alternator. On the PA-46-310
model JetProps, the two position (GEN A/V/ALT A/V) rocker switch is used to select either the
generator or alternator for readout.
A LOW BUS VOLTAGE annunciator light will illuminate if the system voltage drops below 25
volts.
The 200 amp starter/generator on some JetProp conversions is equipped with manual reset
switch. If the generator trips offline, the reset switch must be engaged to bring the generator back
online.
When electrical power is being supplied by the alternator, the load must be maintained below 60
amps (50 amps with B&C alternator). Use of de-icing equipment, particularly windshield or
propeller heat, may be limited. To avoid drawing power from the battery, maintain engine speed
above 75% NG or reduce electrical load to maintain voltage above 24 volts.
A ground recharging receptacle for each battery system is located in the forward baggage
compartment.
24-00-00
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With both the generator and alternator offline, the duration of battery power will be dependent on
electrical load and the battery charge when selected. Each battery system, if fully charged, can
provide service for approximately 10 minutes at 45 amps and approximately 20 minutes at 24
amps.
Figures 1through 4 show the electrical distribution system for the JetProp conversions of the PA-
46-310 and PA-46-350 airplanes before and after the March 2000 electrical system modification.
On the JetProp/PA-46-310 with the electrical modification, the emergency bus switch has been
eliminated and a tie bus added. On both the –310 and –350 JetProps with the electrical mod, two
parallel 80-amp circuit breakers protect the generator circuit. In the case of overload resulting in
the generator breaker(s) opening and the generator going off-line, electrical load should be
reduced and both breakers reset before re-engaging the generator.
To aid in managing electrical power, Figure 5 lists the current load for each electrically-powered
unit.
24-00-00
Change 1 24-4
Change 1
JetProp LLC
EMERGENCY BUSS
AVIONICS BUS
IGNITION LDG LIGHTS STALL WARN HEAT
COMM #2/NAV #2 ADI/HSI AUTOPILOT/PITCH TRIM STALL WARN
LDG GEAR WARN. INLET HEAT
HDST AMP INVERTER ARGUS ANNUN PANEL
SPEAKER AMP SURFACE DE-ICE
ADF FLT PHONE GPS PROP HEAT
TURN COOR LH PITOT HEAT
DME STORM SCOPE AVIONICS COOLING WINDSHIELD HEAT COMM #1/NAV #1
XPDR RADAR ENCODER
RADIO MASTER
SWITCH
NAV #1
EMER BUS
COMM #1 SWITCH SELECTOR SWITCH TO ANNUN PANEL
ALT SWITCH
AVIONICS
VOLT/AMMETER
MASTER
CONTACTOR
AV MASTER
MAIN ELECTRICAL BUS
GEN/ALT
NAV TQ & FUEL FLOW LIGHTNING PROT. CONTACTOR
STROBE LIGHTS GAGES HYD/SPARE EMER POWER
AVIONIC DIMMING FUEL HEAT HYD PUMP CONTACTOR
DE-ICE LIGHTS SHADIN CABIN PRESS.
CABIN LIGHTS FUEL LVL CONT. AIR COND
TAXI LIGHTS FLAP/SPARE VENT/DE-FOG EXT. POWER
LH WING FUEL PUMP HDR TK PUMP #1 CABIN FAN
BATT #1 BATT #2
RH WING FUEL PUMP HDR TK PUMP #2 P3 HEAT BATTERY BUS
CO-PILOT SUB BUS CONTACTOR CONTACTOR
CLOCK
Figure 1
GRND CLEARANCE
JetProp DLX
STEREO
24-00-00
CIGAR LIGHTER
HOUR METER
Maintenance Manual
CABIN ENTRY
DUAL BATT
Electrical Distribution System

SWITCH
BATT #1
BATT #2
GEN
BATTERY
SELECTOR
CO-PILOT SUB BUS SWITCH
STARTER/ MASTER
PA-46-310P JetProp; Before March 2000 Revision

VOLTAGE
REG
MAN. OVERRIDE OVERSPEED WARN. GEN BATTERY

PROP OVERSPEED HEAD SET AMP STARTER
SWITCH
OIL COOLER DOOR TURN COOR #2
ICE DEFLECTOR AUX CABIN HEAT EPA CAN
STANDBY VAC CIGAR LIGHTER SOLENOID
EMER. XFER PUMP STARTER SOLENOID
STARTER RELAY
24-5
Change 1
JetProp LLC
EMERGENCY BUSS EMER. MAIN NON. ESSEN.

AVIONICS BUS BUS BUS BUS
IGNITION LDG LIGHTS STALL WARN HEAT
COMM #2/NAV #2 ADI/HSI AUTOPILOT/PITCH TRIM EMER. XFER PUMP STALL WARN INLET HEAT 50 A 100 A 25 A
HDST AMP INVERTER ARGUS LDG GEAR WARN. ANNUN PANEL SURFACE DE-ICE
ADF FLT PHONE GPS SPEAKER AMP PROP HEAT LH PITOT HEAT TIE BUS
DME STORM SCOPE AVIONICS COOLING TURN COOR WINDSHIELD HEAT COMM #1/NAV #1 40 A 70 A 80 A 80 A 80 A
XPDR RADAR ENCODER
RADIO AVIONICS ALT GEN GEN BATT
MASTER
SWITCH NAV #1
COMM #1
SELECTOR SWITCH TO ANNUN PANEL
AV MASTER
AVIONICS
MASTER
CONTACTOR
VOLT/AMP METER STBY
ALT
SWITCH
MAIN ELECTRICAL BUS
STALL WARN TQ & FUEL FLOW LIGHTNING PROT.
NAV GAGES HYD/SPARE
STROBE LIGHTS FUEL HEAT HYD PUMP
AVIONIC DIMMING SHADIN CABIN PRESS.
DE-ICE LIGHTS FUEL LVL CONT. AIR COND EXT. POWER
CABIN LIGHTS FLAP/SPARE VENT/DE-FOG
TAXI LIGHTS HDR TK PUMP #1 CABIN FAN BATT #1 BATT #2
Figure 2
LH WING FUEL PUMP HDR TK PUMP #2 BATTERY BUS CONTACTOR CONTACTOR
RH WING FUEL PUMP P3 HEAT
JetProp DLX
CLOCK
24-00-00
GRND CLEARANCE
GEN RESET STEREO
Maintenance Manual
CIGAR LIGHTER
HOUR METER
CABIN ENTRY

DUAL BATT
NON-ESSENTIAL BUSS GEN SWITCH
MAN. OVERRIDE
BATT #1
OVERSPEED WARN.
BATT #2
PROP OVERSPEED HEAD SET AMP

GEN
OIL COOLER DOOR TURN COOR #2
ICE DEFLECTOR AUX CABIN HEAT BATTERY
PA-46-310P JetProp; with March 2000 Revision

STANDBY VAC CIGAR LIGHTER SELECTOR
SWITCH
GCU
STARTER/ MASTER
GENERATOR BATTERY
STARTER SWITCH
EPA CAN
SOLENOID STARTER SOLENOID
STARTER
RELAY
24-6
JetProp LLC
JetProp DLX
Maintenance Manual

PA-46-350P JetProp; Before March 2000 Revision
Figure 3
24-00-00
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JetProp DLX
Maintenance Manual

PA-46-350P JetProp; with March 2000 Revision
Figure 4
24-00-00
Change 1 24-8
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JetProp DLX
Maintenance Manual
Item Current Load (Amps)
Basic Flight & Eng Instr 18.0

Comm Radio 1.0
Nav Radio 1.0
GPS 1.0
Transponder 0.4
Radar 1.4
ADF 0.2
Ignition 1.2
Nav Lights 3.6
Strobe Lights 4.2
Landing Lights 8.7
Taxi Light 2.5
Instrument Lights 2.4
Cabin Lights 1.1
De-Ice Lights 1.7
HT Boost Pump 6.2
Wing Teansfer Pump 6.0
Emer. Transfer Pump 2.5
Flaps 1.1-7.1
Landing Gear Actuation 20-35
Supp. Heater w/Fan 36.0
Vent Defog Fan 6.0
Aux Blower (If equipped) 3.1
Rear Heat Blower (If equipped) 15.0
Air Conditioner 23.5
A/C Blower Lo/Hi 4.4/7.0
Pitot Heat (Both) 14.0
Winshield Heat 13.3
Prop & Inlet Heat 20.9
Surface De-Ice 2.8
Ice Door Actuation 2.3
Trim 0.9
Stall Warning 2.0
AutoPilot 5.0
Intercom 0.4
Electrical Load
Figure 5
24-00-00
Change 1 24-9
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Maintenance Manual
A. DC Generation
(1) The generator is the primary source of DC power during normal operations. The
alternator/generator relay prevents the generator and alternator from both being on line at the
same time. Anytime the generator is on line, the alternator can not be put on line. However, if
the alternator is on line and the generator is selected, the alternator/generator relay automatically
drops the alternator off line. The generator feeds the main/tie power distribution bus.
(2) The belt driven alternator system feeds the main/tie bus. A shunt resistor provides total
system current flow to a combination volt/ammeter. The ammeter circuit is protected by a 5-amp
fuse.
(3) Avionics Bus. A separate avionics bus is powered through a main/tie bus and controlled by
the avionics master switch.
(4) Voltage Regulation and Control. Voltage regulation and control is through the use of a
separate voltage regulator for the generator and the alternator. The solid-state voltage regulators
provide voltage regulation through control of field voltage and automatic over voltage
protection. The only adjustment is the voltage adjust potentiometer located under the removable
cover plug. This should not be necessary as they are set at the factory.
WARNING
USE ONLY AN INSULATED SCREWDRIVER TO MAKE THIS ADJUSTMENT.
The generator system voltage should be set at 28.5 Vdc and the alternator voltage should be set
at 27.5 Vdc.
B. Battery System.
(1) The JetProp incorporates a dual battery system. The dual battery system consists of either
two sets of 12 volt Concorde Air RG-25XC sealed batteries connected in series to give 24
volts or two RG-46 batteries. If installed, the RG-25XC batteries are located in a battery
compartment located under the center rear facing seats. If installed, the RG-46 batteries
are located under the aft forward facing seats.
24-30-00
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(2) If a battery doesn’t hold a charge or doesn’t charge to at least 24 volts during normal
operations, try conditioning (restoring) the battery with the following procedure.
(a) Set the battery charger to a constant current.
Note
Only battery chargers that have adjustable constant current capability can be used
to condition a battery.
(b) Set the timer to 999 minutes.

(c) Start charging and adjust the current to 1.5 Amperes.
(d) With a sulfated battery, the voltage will initially be high but will come down to
normal levels as the battery accepts charge. Charge current may then be raised.
C. Starter Generator. The Starter Generator is located on the aft top side of the engine. The
purpose of this unit is to provide torque for engine starting and to generate DC electrical power.
When the unit is being utilized as a starter, it may be energized by the aircraft battery or through
the use of an external power source.
When the unit is being utilized as a generator. It will provide its rated DC output when operated
at its rated speeds. This generated electrical power is then utilized as required to operate the
various electrical systems of the aircraft. This unit incorporates its own cooling system which
consists of an air inlet duct and a four bladed fan which is part of the unit. Cooling is obtained by
routing the outside ram air through the air inlet duct which is then driven through the unit by the
fan.
The starter generator is controlled by a three position (Start, Off, Generator) switch. With the
Battery Master Switch ON, placing the Starter-Generator Switch in the START position closes
the starter solenoid. Power is then supplied through the master contactor to the field windings of
the starter unit creating a strong magnetic field. At the same time, current flows through the
brushes to the commutator and continues through the armature windings to ground. The
magnetic field now existing in the armature combines with that existing in the field windings of
the starter unit driving the armature as required to start the engine. When the switch is placed in
the GEN position, the unit provides rated DC output to the aircraft electrical system through the
voltage control panel and the over voltage control. Placing the switch in the center or OFF
position disconnects the unit from the electrical system of the aircraft.
The only adjustment necessary to maintain the generator system is the adjustment of the voltage
control on the voltage regulator. A voltage of 28.5-volts must be maintained. All other control
adjustments are made at time of installation and need not be reset.
24-30-00
Change 3 24-11
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Maintenance Manual
NOTE
Since the Starter-Generator and Regulator units are designed for use on a single polarity
type electrical system, the following listed precautions must be observed when servicing
the charging circuits. Failure to observe these precautions could result in serious damage
to the electrical equipment.
(1) When installing a battery, always make absolutely sure the ground polarity of the
battery and the ground polarity of the Starter-Generator are the same.
(2) When connecting a booster battery, make certain to connect the negative battery
terminals together and the positive battery terminals together.
(3) When connecting a charger to the battery, connect the charger positive lead to the
battery positive terminal and the charger negative lead to the battery negative
terminal.
(4) Never operate the starter generator on an open circuit. Make absolutely certain all
connections in the circuit are secure.
(5) Do not short across or ground any of the terminals on the Starter-Generator or
voltage regulator.
TABLE XI-IB. STARTER-GENERATOR TEST SPECIFICATIONS
DC Starter-Generator Model Lear Siegler, Model 23048-023

Rating (kw) 7.5
Continuous load within speed range (amp) 250
Voltage (gen. output) 30
Speed range(rpm) .. 6,200 – 12,000
oder
DC Starter-Generator Model Aircraft Parts Corp.
Model 200SGL111Q-1
Continuous load within speed range (amp) 200
Voltage (gen. output) 30
Speed range(rpm) .. 7050 – 12,000
24-30-00
Change 3 24-12
JetProp LLC
JetProp DLX
Maintenance Manual
(D) Alternator. The alternator feeds its positive output to the single main power distribution
bus via the shunt resistor. The shunt resistor taps feed the ammeter; therefore, ammeter
indications represent total system current flow. Voltage regulation is provided by a solid state
voltage regulator, which automatically monitors and controls alternator output by controlling the
alternator field winding current. Also, an over voltage control is provided to shut down alternator
output should an over voltage condition occur. The alternator's output can also be shut off
manually by the alternator ON-OFF switch, which interrupts field winding voltage to the voltage
regulator. The alternator is belt driven and the following guidelines should be used to check and
properly adjust the belt tension.
(a) If properly installed, tensioned, and checked periodically, the alternator drive belt will
give very satisfactory service. However, an improperly tensioned belt will wear rapidly and
may slip and reduce alternator output. Consequently, a belt should be checked for proper
tension at the time it is installed, again after 25 hours operation and each 100 hours thereafter,
or whenever any work is performed that would affect belt tension.
(b) Adjust the alternator belt tension as follows:
(1) Adjust the belt to obtain a tension of 45 pounds for a new belt or 23 to 34 lbs for an
old belt.
NOTE
The higher tension specified for a new belt is to compensate for the initial stretch
that takes place as soon as it is operated. These higher tension values should not
be applied to belts which previously have been used.
(2) Run the engine for a 15 minute period at idle.

(3) Shut down engine and recheck the belt tension. New belt tension should fall back to
desired tension of 23 to 34 lbs. Old belts reinstalled should retain the 23 to 34 lbs tension.
(4) This tension check should be made at every 100 hours or annual inspection,
whichever occurs first.
(c) Check the torque on the alternator pulley retention nut to ensure it is torqued to 55-60
ft-lb (40 – 45 ft-lb B&C alternator). Recheck the torque on the alternator pulley retaining
lock nut at each 100 hour and annual inspection.
24-30-00
Change 3 24-13
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JetProp DLX
Maintenance Manual
A. External Power
(1) Turn the battery master, generator, and alternator switches OFF and turn all electrical
equipment OFF. When using an auxiliary power unit, first check that the unit is
OFF, then plug the unit into the socket located inside the forward baggage door. If
using an external battery, connect the RED lead of the jumper cable to the POSITIVE
(+) terminal of an external 24-volt battery and the BLACK lead to the NEGATIVE
(-) terminal. Note that, after external power is applied, the airplane’s electrical
system is ON. Proceed with the normal starting technique but without engaging the
ship’s battery.
Note
For all normal operations using an external power source, the battery
master switch should be OFF, but it is possible to use the ship’s battery
system in parallel by turning the battery master switch ON.
(2) After the engine has started, retard the throttle to the lowest possible rpm to reduce
sparking. Shut down the external power and disconnect the plug from the aircraft.
Secure the baggage door. Turn the battery master and generator or alternator
switches ON and check the voltmeter and ammeters for an indication of output.
24-40-00
Change 1 24-14
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 25 – Equipment/Furnishings

CHAPTER

25-50-00 3 Change 11 Nov 2012
For all other areas refer to Piper PA-46-310P/350P Maintenance Manual.
Change 11 25-1
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 25 – Equipment/Furnishings
TABLE OF CONTENTS
Cargo Compartments 25-50-00 3
Reference Drawings
Baggage Compartment Trim Install (Drawing 560.14.500)
Large Baggage Comp Trim Install (Drawing 560.14.500-L)
CONTENTS
Change 11 25-2
JetProp LLC
JetProp DLX
Maintenance Manual
CARGO COMPARTMENTS
For JetPROP’s with the 11.1 Gallon (small) header tank refer to drawing 560.14.500. For
JetPROP’s with the 19.7 Gallon (large) header tank refer to drawing 560.14.500-L.
25-50-00
Change 11 25-3
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 26 – Fire Protection

JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 27 – Flight Controls

CHAPTER
27-EFFECTIVITY 1 Change 9 March 2008

27-CONTENTS 2 Change 9 March 2008
27-20-00 3 Change 9 March 2008
27-20-00 4 Change 9 March 2008
Change 9 27-1
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JetProp DLX
Maintenance Manual
TABLE OF CONTENTS
Rudder Trim Adjustment 27-20-00 3
CONTENTS
Change 9 27-2
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JetProp DLX
Maintenance Manual
Rudder Trim Rigging
The addition of the JetProp STC ST00541SE affects the amount of torque the engine puts out
and therefore the amount of rudder trim required. It may be necessary to rig the rudder trim
neutral position to as much as 2 inches left (as measured at the trailing edge of the rudder) or
approximately 60. Each aircraft is slightly different. The rudder maximum travel stops remain
set to the Piper limits. Only the rudder trim neutral position is changed.
The rudder trim neutral position rigging is accomplished as follows:

1. Ensure rudder rigging is correct per Piper Rigging of Rudder Controls.
2. Place the aircraft on jacks with the rudder pedals free to move.
3. Normally the rudder is set at the normal Piper setting of 30 left of 0. However, if the pilot
does not have enough left rudder trim during high speed flight, the rudder can be set as
far as 60 left of 0.
Note
As a quick reference, a measurement from the trailing edge of the lower rudder fairing to the
trailing edge of the rudder can give the approximate number of degrees of deflection. Each
degree of rudder movement is approximately 0.33 inches as measured at the trailing edge of
the rudder. The 30 position is approximately 1 inch and 60 is approximately 2 inches.
4. Disconnect the rudder trim bungee control rod from the bell crank in the center pedestal.
(See Figure 27-1)
5. Mark the rudder trim wheel and count revolutions for full travel, stop to stop.
6. Set trim wheel and trim indicator at midpoint of trim wheel travel with rudder set 30 to 60
to the left.
7. Adjust the length of the bungee control rod as required to reconnect it with no load on the
bungee springs.
8. Check full range travel to ensure that the indicator guide pin does not reach either end of
the spiral groove in the trim wheel before the stop is engaged (at roll pin on worm).
Refer to Piper PA-46-310P/350P Maintenance Manual for additional information.
27-20-00
Change 9 27-3
PA-{HsOB llALlBU lll
A. RudderandTab)
JetProp DLX JetProp DLX

Maintenance Manual
VlewB-B
lld. h
ll.noc
dbn€dr,ltl
€n& ct
$l.al
groot 3
/
-w^ Ars€mbly
Rudd€rTdm
Bungss
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RollPfl
Rudd€rTdm
Shaft
Vl.wA-A
Urgr.r
(f.ion d& |')
Figure 27-1. Rudder Trim
'//"-
Change 9 27-20-00 27-4
3ffiii,,27-2oo0 2G2
s.fradr-
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 28 - Fuel

CHAPTER

28-00-00 3 Change 10 Mar 2011
28-00-00 4 Change 10 Mar 2011
28-00-00 5 Change 10 Mar 2011
28-00-00 6 Change 10 Mar 2011
28-00-00 7 Change 10 Mar 2011
28-00-00 8 Change 10 Mar 2011
28-00-00 9 Change 11 Nov 2012
28-00-00 10 Change 11 Nov 2012
28-00-00 11 Change 11 Nov 2012
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CHAPTER 28 - FUEL
TABLE OF CONTENTS
List of Effective Pages 1
Contents 2
General 28-00-00 3
General Fuel System Description 3
Wing Tanks 3
Header Tank 4
Vent System 7
Fuel to the Engine 8
Fuel Filter Inspection 8
Fuel Filter Differential Fuel Pressure Switch Check 9
Fuel System Management 10
Fuel System Malfunctions 11
Storage 28-10-00 16
Distribution 28-20-00 17
Indicating 28-40-00 18
Reference Drawings
Fuel Filter Bracket Installation (Drawing 560.08.100)
Header Tank Installation (Drawing 560.08.200)
Large Header Tank Installation (Drawing 560.08.200-L)
Header Tank Assembly (Drawing 560.08.220)
Large Header Tank Assembly (Drawing 560.08.220-L)
Fuel Level Sender Assy (Drawing 560.08.240 Rev B)
Fuel Level Sender Assy (Drawing 560.08.240 Rev J)
Emergency Transfer Pump Assy (Drawing 560.08.250)
Header Tank Vapor Shield Installation (Drawing 560.08.300)
Large Vapor Shield Installation (Drawing 560.08.300-L)
Fuel Line/Fittings Installation (Drawing 560.08.400)
Fuel Lines/Fittings F.W. to Engine (Drawing 560.08.500)
EPA System Installation (Drawing 560.08.600 Rev I)
EPA System Installation (Drawing 560.08.600 Rev L)
EPA System Assembly (Drawing 560.08.630)
Header Tank Vent System (Drawing 560.08.700A)
Header Tank Vent System (Drawing 560.08.700B)
Fuel Control Unit Installation (Drawing 560.08.800)
Vent Line Installation (Drawing 560.08.900B)
CONTENTS
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General
A. General Fuel System Description. Refer to the reference drawings at the end of the chapter
for a parts breakdown of the JetProp unique fuel system components.
WARNING
DURING FUEL SYSTEM MAINTENANCE PRACTICES, A GROUND WIRE

ATTACHED FROM EACH MAIN GEAR GROUNDING PIN TO SEPARATE
APPROVED GROUNDING STAKES SHOULD BE USED TO PREVENT
UNGROUNDING OF THE AIRCRAFT DUE TO ACCIDENTAL
DISCONNECTION OF ONE GROUND WIRE.
The JetProp uses the standard PA-46-310P/350P aircraft fuel system with the addition of
outboard wing fuel filler caps (STC SA00859AT) enabling the wing tanks to each be filled with
10 additional gallons of fuel. Also, a header tank is added which accumulates fuel from the
selected wing tank and prevents the possibility of interruption of fuel supply to the engine during
the selection of an alternate wing tank. All fuel to the engine is supplied by the header tank and is
continuously replenished from either of the standard wing tanks. The fuel system consists of an
integral wing fuel tank in each outboard wing section and a header tank located in the forward
baggage compartment. The wing tanks each have a usable capacity of 70 U.S. gallons for a total
wing tank usable capacity of 140 U.S. gallons. The standard header tank has a usable capacity of
11.1 U.S. gallons (Large Header Tank has 19.7 gallons of usable fuel) and gives a total usable
capacity of 151.1 gallons with the standard header tank and 159.7 gallons with the large header
tank.
B. Wing Tanks. The existing aircraft fuel system aft of FS 100 was not changed except for the
addition of the outboard wing fuel filler caps (optional vented outboard filler cap) and the
addition of a fuel return/vent line connecting the EPA can and header tank to the left wing
collector tank on the PA-46-350P. (Vent lines were already in place on the PA-46-310P.) With
the wing fuel transfer pump switch in the “manual” or “automatic” position, the position of the
fuel selector handle determines which wing transfer pump will be powered. In the “off” position
neither transfer pump is powered. In the “left” position the left wing transfer pump is powered
and in the “right” position the right wing transfer pump is powered. The PA-46-310P Malibu
has two speed selections available for the wing transfer pumps, “High” or “Low”. Only the
“High” speed position is used on the JetProp. The PA-46-350P Mirage is equipped with single
speed wing transfer pumps. Each wing has a collector sump tank where the submerged,
electrically operated, centrifugal fuel transfer pumps are located. The standard PA-46-310P/350P
left/right wing collector tanks vent air and fumes to the left/right wing tanks which have vent
lines to the non-icing fuel tank vents located on the outboard portion of the wing. The wing fuel
tanks are part of the wing structure and are of the wet wing configuration. Each wing tank has an
anti-icing fuel vent and forward and aft fuel supply lines with finger screens. Fuel flows from
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these finger screens thru lines to a one gallon collector tank located in each wing wheel well
area. Installed in each collector tank is an electrically driven centrifugal fuel transfer pump which
is activated in conjunction with the fuel selector control in the cockpit. A sump drain is also
located in each collector tank. The PA-46-310/350P wing fuel transfer pumps can be used in
either the automatic or manual mode. Specific information on the fuel pumps is summarized in
Table 1 below. The selected wing transfer pump provides fuel from the wing tank to the header
tank. If a wing transfer pump fails, the emergency fuel transfer pump can be used to transfer fuel
from either of the wing tanks to the header tank to ensure no fuel is trapped in a wing tank.
C. Header Tank. All fuel to the engine is supplied from the header tank. The header tank is
installed in the right side of the forward baggage compartment between FS 79 (firewall) and
FS100 (front pressure bulkhead). The standard header tank holds 12.2 gallons of fuel total (13.5
gallons total for JetProps 1-9) and the large header tank holds 20.8 gallons of fuel total. The
usable fuel in the standard header tank is 11.1 gallons and 19.7 gallons in the large header tank.
The header tank cannot be refueled externally. Header tank fuel quantity is sensed by a float or
capacitance probe and is indicated by a separate cockpit gauge. Float switches independent of the
quantity indicator sensor provide inputs for the fuel level controller and the “HT FUEL LOW”
warning light. The header tank has two submerged internal fuel boost pumps. The boost pumps
are pilot-selectable by a three-position (PUMP 1, OFF, PUMP 2) rocker switch on the instrument
panel. These pumps are located in the sump-shaped bottom of the header tank and provide
positive fuel pressure to the engine driven fuel pump. The selected header tank boost pump not
only provides the required fuel pressure to the engine, but also helps draw fuel from the selected
wing tank to the header tank.
1. Header Tank Installation

NOTE
See drawing 560.08.200 (Standard Header Tank) or 560.08.200-L (Large Header
Tank) to assist in installation.
a. Header tank buildup (refer to drawing 560.08.220 or 560.08.220-L).

(1) Install the 2-ea airborne (P/N 1C15-4 or 1C54-l) submersible pumps with gaskets (1 per
pump) using 8802 B-1/2 sealant on the gasket.
(2) Install the external plumbing as shown in drawing 560.08.220 or 560.08.220-L. Use
caution to ensure the two specially modified 560.08.226 check valves are installed to
allow the pump to provide fuel to the engine but will not allow significant fuel to return
to the header tank but will relieve excessive pressure in the line after shutdown. Also
install the fuel drain fittings shown in drawing 560.08.200 or 560.08.200-L sheet 3 prior
to putting the header tank in place.
(3) Using the header tank lid, install a fuel quantity sender and a float switch with gaskets,
as shown in Drawing 560.08.240.
(4) Install lid and gasket. Seal gasket to the lid using 8802 B-l/2 sealant, then attach to tank .
(5) Install fittings and plumbing as shown in drawing 560.08.200 or 560.08.200-L.
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b. Header tank installation.
(1) The emergency fuel transfer pump must be installed as shown in drawing 560.08.250
prior to installing the header tank. The hose assembly will attach to the header tank
inlet.
(2) The firewall shutoff valve must be installed as shown in drawing 560.08.400 prior to
installing the header tank. The firewall shutoff valve connects to the header tank outlet
plumbing.
(3) The right half of the two header tank hold down straps must be secured in place prior to
installing the header tank.
(4) Place the header tank access panel in the header tank bay before installing the tank.
(5) Disconnect battery power.
(6) Place the header tank in position in the forward baggage compartment. Use caution to
line up the header tank outlet with the fitting on the firewall shutoff valve.
(7) Through the access panel, connect the header tank fitting to the firewall shut off valve.
(8) Through the access panel, connect the flexible fuel line going into the header tank. (A
7/8” crows foot on a speed handle works well for this.)
(9) Through the access panel, connect the bottom header tank cannon plug.
(10) In the baggage compartment, connect the vent system ( one hard line and one flexible
line). Refer to drawing 560.08.200 or 560.08.200-L.
(11) Connect the header tank hold down straps.
(12) Secure the header tank straps and the center header tank hold down bolt.
(13) Connect the top header tank cannon plug.
(14) Replace the header tank drain fitting if not already installed. Requires use of ½” deep
socket.
(15) Connect engine fuel lines disconnected for the header tank removal.
(16) After completing the installation of the header tank but prior to replacing the header
tank vapor shield, conduct the following ground test of the system.
(a) This test requires two people, one person in the aircraft to operate the pumps and one
outside observer to look for leaks and to notify the person in the aircraft if fuel is venting
overboard.
(b) The first test is to verify the auto fuel system will turn on the wing fuel pump and then
turn the wing fuel pump off when the header tank is full. Ensure the fuel quantity in the
header tank is 9 gallons or less (15 gallons or less for large header tank) before starting
this test. Check that the firewall shutoff is “ON”, the fuel selector is in the left or right
position, and the fuel system switch is in the “Auto” fuel position. When power is turned
on, the selected wing fuel pump should activate and can be verified by sound, the caution
panel light being illuminated, and a slight increase in fuel pressure. Also, the “HT LOW”
annunciator light should be illuminated until the header tank fills to approximately 10
gallons (approximately 18 gallons for the large header tank). The header tank should
continue to fill until it is full at which time the wing fuel pump should
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automatically turn off. It may take a few seconds after the header tank quantity gauge
indicates full before the pump actually turns off. The outside observer should be
monitoring for leaks or fuel venting overboard during this test.
(c) The next test is to verify that the “HT HI PRESS” annunciator light is working
properly, that fuel will vent overboard if pressure builds up to 20 psi, and that there are
no leaks in the fuel system. Place a suitable container under the header tank overboard
vent line for this test since fuel will be venting overboard from the header tank when fuel
pressure builds up to 20 psi if everything is working properly. If possible, have two
people outside the aircraft. One to monitor and notify the person inside if fuel starts
venting overboard and one to check for leaks. When everyone is in place and ready, turn
on the emergency transfer pump. The fuel pressure will start to increase almost
immediately. At approximately 7 to 8 psi the “HT HI PRESS” light will illuminate and
at approximately 20 psi fuel should start to vent overboard. Turn the emergency transfer
pump off as soon as fuel starts to vent overboard and do not exceed 25 psi.
(17) Replace the header tank vapor shield and baggage compartment interior.
(18) Replace the header tank access panel on right side of the aircraft.
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2. Header Tank Removal
a. Move the fuel selector to off.
b. Remove the baggage compartment interior and header tank vapor shield.
c. Remove the top engine cowling.
d. Disconnect the engine fuel supply line at the oil to fuel heater.
e. Connect a drain line to the fuel line that was just disconnected.
f. Place the drain line in a fuel container.
g. In the baggage compartment, remove the vent system cap. (Item 10 on drawing
560.08.200 and 560.08.200-L)
h. Use header tank pump #1 or #2 to pump the fuel out of the header tank.
i. Disconnect battery power.
j. Drain the remaining fuel from the header tank through the header tank drain.
k. Remove the header tank drain fitting. Requires use of ½” deep socket.
l. In the baggage compartment, disconnect the vent system ( one hard line and one flexible
line) as close as possible to the header tank.
m. Disconnect the header tank hold down straps.
n. Remove the inboard header tank straps and the center header tank hold down bolt.
o. Disconnect the top header tank cannon plug.
p. Remove the header tank access panel on right side of the aircraft.
q. Through the access panel, disconnect the bottom header tank cannon plug.
r. Through the access panel, disconnect the header tank fitting from the firewall shut off
valve.
s. Through the access panel, disconnect the flexible fuel line going into the header tank. (A
7/8” crows foot on a speed handle works well for this.)
t. The header tank should now be completely disconnected and is now ready to be removed
from the aircraft.
u. Lift the header tank up and carefully remove from the baggage compartment.
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D. Vent System. The vent system regulates over-pressure and under-pressure in the header tank.
Over-pressure can occur if the tank is full and the wing- or emergency transfer pump is filling
the tank faster than fuel is going out. In this case, fuel and vapor will vent out of the tank through
a one-way check valve back to the wing tank. If pressure continues to rise above approximately
7 - 8 psi, a pressure switch will turn on the “HT HI PRESS” annunciator light. A further rise in
pressure to 20 psi will open a relief valve venting fuel overboard, preventing a further rise in
pressure. Under-pressure (pressure less than ambient) can occur as the fuel level in the tank
decreases. Pressure less than –4 psi opens another check valve venting air into the header tank.
This prevents high “negative” pressure in the header tank which could cause cavitation of the
header tank boost pumps. This also allows all the usable fuel in the header tank to be pumped to
the engine if the fuel selector valve was inadvertently turned off, stopping flow from the wing
tanks.
Table 1. Fuel Pump Data
Pump Voltage Current Fuel Flow Pressure

(Vdc) (Amp) (PPH) (PSI)
(1) Airborne 1C15-7 28 6 0-300 26-32

(PA-46-310P
wing transfer)
Airborne 2C6-7 28 4 0-340 7-12

(PA-46-350P
wing transfer)
Airborne 1B9-4 28 6 0-375 35-47

(Emergency
transfer)
Airborne 1C54-1 28 6 0-630 5-32

oder
Airborne 1C15-4
(Header tank)
Note 1: The Airborne 1C15-7 pump can be used on JetProp Conversions of either the
PA-46-310P or the PA-46-350P
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E. Fuel to the engine. All fuel to the engine is supplied from the header tank. The selected boost
pump in the header tank supplies fuel pressure adequate for all operating conditions to the engine
fuel inlet. The fuel is pumped from the header tank through the firewall shutoff valve, a 20
micron filter and drain assembly, and an oil/fuel heater to the engine driven fuel pump. The fuel
line pressure is measured between the header tank and the engine by a transducer and is
displayed on the cockpit gage. The engine driven fuel pump provides pressurized fuel to the fuel
control unit, which in turn provides metered fuel to the engine. The cockpit fuel condition lever
connects to the fuel control unit cut-off valve allowing the fuel to be turned on or off with the
cockpit fuel condition lever. The cockpit power lever is also connected to the fuel control unit
and provides the pilot input to the fuel control unit, which then provides the necessary fuel to the
engine to provide the desired power. During an aborted start attempt or during engine shut
down, excess fuel in the fuel manifold is drained into the EPA can. Anytime the start switch is
in the START position, the EPA drain pump pumps the fuel back through the vent line into the
header tank or wing collector tank. One-way check valves allow fuel to enter the wing collector
tank but prevent it from exiting back to the EPA can.
F. Fuel Filter Inspection and Replacement.
(1) Removal of fuel filter
a. Close the fuel shutoff valve
b. Remove the top and bottom cowling
c. Unscrew the bowl assembly from the head assembly (use strap wrench if needed).
d. Pull the filter element from the head assembly
NOTE
Use extreme caution not to get any contaminants on the inside of the filter when cleaning.
e. Clean the element with IPA flush
f. Inspect the filter element for damage
g. Replace the fuel filter housing O-ring on the head assembly
h. Replace the fuel filter O-ring
i. Replace the fuel filter as necessary
(2) Reinstall the fuel filter
a. Install the O-rings
b. Install the fuel filter element on the head assembly
c. Screw the bowl assembly into the head.
d. For F4412 fuel filter: hand tighten the bowl assembly.
e. For ADB47412Y20 fuel filter: torque bowl to 120-180 in-lb and drain plug to 40-
60 in-lb.
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Fuel Filter Manufacturer:

Wintec, LLC
1681 McGraw Ave.
Irvine, CA 92714
Phone: (949) 442-8880
Fuel Filer Assembly: F4412
Fuel Filter Element: 45971
Fuel Filter housing O-ring: MS 29513-142
Fuel Filter O-ring: MS 29513-214
PALL Aeropower Corp

10540 Ridge Road
New Port Richey, FL 34654
727 849-9999 www.pall.com
Fuel Filer Assembly: ADB47412Y20
Fuel Filter Element: ACB040F1275Y2
Packing: M25988/1-233
Boss Seal: M25988/1-904
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G. Fuel Filter Differential Pressure Switch Check.
(1) Make sure the battery master switch is off.
(2) Remove the top cowling
(3) Close the firewall shutoff valve.
(4) Locate the differential pressure switch on the right side of the engine just forward
of the firewall with small lines running to each side of the fuel filter.
(5) Remove the line at the differential pressure switch that goes to the “low” port.
Place a plug in this line to prevent fuel leakage. Leave the “low” port on the
differential pressure switch open.
(6) To test the fuel filter differential pressure switch, open the firewall shutoff and
turn the battery master switch on. Select the left or right fuel tank. If the header
tank is full, momentarily place the auto fuel rocker switch in the manual position
to build up a small amount of pressure then to the off position. You should hear
the pump run and this should transfer a small amount of fuel into the header tank
and cause a slight rise in fuel pressure. If the header tank is not full, the transfer
pump may have to be left operating until the header tank fills to build up enough
pressure (1.4 psi) to activate the differential pressure switch. The differential
pressure switch is set to activate at 1.4 psi. When the differential fuel pressure
switch activates, the “Fuel Filter” caution light on the aircraft annunciator panel
should illuminate. If you have the Moritz instruments with the digital fuel
pressure, you will be able to correlate the pressure reading with the activation of
the switch. Without the digital fuel pressure you will only be able to tell that the
switch is activating and turning the “Fuel Filter” light on.
(7) After satisfactorily checking the operation of the fuel filter differential pressure
switch, close the firewall shutoff valve and replace the fuel line to the differential
pressure switch removed in step (5).
(8) Turn the firewall shutoff valve back on and do a leak check of the line by having
someone turn one of the header tank pumps on to pressurize the fuel line while
monitoring for leaks.
(9) Turn the header tank fuel pump off and battery master switch off.
(10) Replace the top cowling.
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H. Fuel System Management. The fuel system is designed to require very little pilot action
under normal operating conditions. Fuel system management under normal operation consists of
monitoring fuel flow and pressure, monitoring header tank fuel level to ensure a full level, and
controlling wing fuel balance. The header tank must be kept full by either automatic or manual
means. Under most cruise and descent conditions, wing fuel is drawn in to the header tank by
the suction created by the outflow of fuel to the engine. At higher fuel flow rates during periods
of high power operations or steep climb attitudes, etc, the fuel flow out of the header tank will be
greater than that being drawn in.
In the automatic mode, as selected by the AUTO position on the fuel transfer switch, the
automatic fuel control system utilizes two float switches, one to sense when the fuel level is low
and one to signal when the tank is full. The low float switch, internal to the header tank, signals
the header tank fuel level controller when the header tank fuel level is at approximately 10.5
gallons (18 gallons for the large header tank). With the fuel transfer pump switch in the AUTO
position, the battery or generator/alternator providing power to the main bus, and the fuel
selector in LEFT/RIGHT position, the controller then activates the selected wing tank transfer
pump. Any time one of the wing fuel transfer pumps is powered, the “WING FUEL PUMP”
annunciator light illuminates. The “HT FUEL LOW” caution light will normally flash on for a
few seconds and then extinguish as fuel is pumped into the header tank. The wing transfer pump
continues to operate until the header tank is full, activating the upper float switch which signals
the controller to shut off the wing transfer pump in the selected wing tank. The cycle is
automatically repeated to maintain fuel in the header tank.
If the automatic fuel transfer system fails or the pilot desires to maintain the fuel level in the
header tank manually, the MANUAL fuel transfer pump position will be used. In the MANUAL
position, the pump in the selected wing tank will run continuously. Normally the pilot would
wait until the “HT FUEL LOW” caution light illuminated or the header tank fuel quantity
indicated 10.5 gallons (18 gallons for the large header tank), and then turn the fuel transfer pump
to the MANUAL position. When the header tank is full (gage indication and/or HT HI PRESS
Light) the transfer pump would then be placed in the OFF position (or AUTO to return to normal
operation). The “HT HIGH PRESS” caution light illuminates above 7 psi. This process would be
repeated as necessary to maintain the desired fuel quantity in the header tank. If the fuel transfer
pump is left ON after the tank is full, the HT HI PRESS light will remain on and excess fuel will
flow through the return line back to the wing tank; The tank pressure may continue to rise and at
20 psi a relief valve opens to dump fuel overboard.
Earlier JetProp conversions used a single arm-type float in conjunction with a pressure switch to
signal the auto fuel controller. In this configuration, the controller turns on the selected transfer
pump and the HT FUEL LOW light when the header tank fuel level drops to 9 gallons. At 10
gallons, the HT FUEL LOW light goes out. When the tank is full, as determined by the fuel float,
the controller turns the selected transfer pump off. Some of these JetProps also use a pressure
switch as an additional full indication to turn off the transfer pump. Also, in the earlier JetProp
configuration, a pressure relief valve opens at 4 psi to vent fuel and vapor back to the wing tank.
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I. Fuel system malfunctions. The JetProp fuel system has numerous redundancies to ensure that
fuel can be transferred to the header tank and then to the engine at the required pressure. If
malfunctioning, the automatic fuel control system can be bypassed by selecting the MANUAL
position on the wing transfer pump switch and proceeding as described above. Malfunctions in
the automatic system would be indicated by the transfer pump not turning off when the tank is
full (WING FUEL PUMP light remains on and HT HI PRESS illuminated) or the wing transfer
pump not turning on when the header tank is low (HT FUEL LOW remains on).
In case of failure of one or both of the wing transfer pumps (as indicated by the WING FUEL
PUMPS annunciator not illuminating and/or the header tank not refilling) the emergency transfer
pump can be used to manually transfer fuel from the selected wing tank to the header tank. The
emergency pump can be used only in the manual mode. The pump must be turned off when the
header tank is full to avoid overpressurizing the tank and venting fuel overboard.
Two header tank boost pumps provide redundancy in supplying pressurized fuel to the engine.
One of the boost pumps must be ON at all times during engine operation. While only one of the
boost pumps can be selected at one time, both are required to be operational for flight operations.
Loss or erratic behavior of fuel pressure or fuel flow is cause to select the other pump.
Emergency operation with both boost pumps inoperative should be done at low power settings
and low altitudes.
Header tank “HT HI PRESS” warning: If the wing transfer pump is not automatically or
manually turned off at the proper time, or if the emergency transfer pump is not manually turned
off, pressure will build up in the header tank. At 7 psi the “HT HI PRESS” annunciator warning
light on the annunciator panel will illuminate and fuel will be venting back into the wing
collector tank. If there is a malfunction of the upper float switch (or, in the earlier configuration,
the pressure relief valve or the pressure switch) and pressure continues to build, the fuel would
start venting overboard when the tank pressure reached 20 psi.
Header Tank Low Indication: When the header tank fuel level decreases to approximately 10.5
gallons (approximately 18 gallons for the large header tank), the automatic fuel controller is
designed to activate the fuel transfer pump and “HT FUEL LOW” caution light. This light is just
a reminder to the pilot that some action is required by the automatic system or manually by the
pilot to ensure the header tank is refilled. If no action is taken, a red light in the header tank fuel
quantity indicator will illuminate at approximately 8 gallons remaining as another reminder that
some action is necessary to maintain the header tank fuel level.
“FUEL FILTER” warning. When the fuel filter starts to clog, it activates a differential pressure
switch which in turn activates a “Fuel Filter” warning light on the copilot’s instrument panel or
the “FUEL FILTER” light on the annunciator panel. This warning light alerts the pilot of
impending fuel filter bypass.
Troubleshooting Fuel System. Chart 1 lists troubles which may occur in the mechanical or
electrical portions of the fuel system, the probable cause and suggested remedy. When
troubleshooting, first check from the fuel supply or power source to the item effected.
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CHART 1
TROUBLESHOOTING FUEL SYSTEM (Sheet 1 of 2)
Trouble Cause Remedy

Failure of fuel to flow. Fuel line blocked. Flush fuel system.
Fuel vent cap blocked. Check and clean vent
hole in cap.
Mechanical or electrical Check and replace if
fuel pump failure. necessary.
Fuel selector valve Reposition as required.
in improper position.
Check for obstructions
in the fuel selector
leverage mechanism.
Damaged fuel selector Replace fuel selector
valve. valve.
Fuel quantity gauge Broken wire. Check and repair.
fails to operate.
Gauge inoperative. Replace gauge.
Fuel sender float Replace sender.
partially or completely
filled with fuel.
Circuit breaker open. Check and reset.

Float and arm assembly Check
of fuel sender sticking.
Bad ground. Check for good contact

at ground lip or rear of
gauge.
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CHART 1
TROUBLESHOOTING FUEL SYSTEM (Sheet 2 of 2)
No fuel pressure Firewall shutoff valve Check firewall shutoff

indication. off/stuck. valve.
Header tank empty. Check header tank

and fill.
Defective gauge. Replace gauge.
Lower pressure or Obstruction in inlet Trace lines and

pressure surges. side of pump. locate obstruction
Air in line to Bleed line.
pressure gauge.
Auto Fuel System:

Fuel transfer pump fails to Upper float switch stuck in down Replace upper float switch
Turn off position
Auto Fuel System:
Fuel transfer pump fails to Lower float switch stuck in up Replace lower float switch
Turn on position
Fuel Transfer pump failure Replace pump
Faulty Wiring Correct wiring
Auto Fuel System:
Fuel transfer pump cycles Upper float switch stuck in up Replace upper float switch
On and off with position
Approximately 10 gal
Remaining/18 gal with large
Header tank.
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Fuel System Schematic PA-46-310P Conversion

Figure 1
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Fuel System Schematic PA-46-350P Conversion

Figure 2
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A. Storage.
(1) Wing Tanks. Refer to the PA-46-310P/350P or PA-46-350P Maintenance Manual for
information on the wing tanks.
(2) Header Tank. All leaks in the header tank and power plant area must be repaired prior to
flight. Remove the header tank vapor shield and header tank access panel on the right side
of the aircraft to inspect the header tank area for leaks.
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A. Distribution
Fuel distribution consists of the header tank, electric header tank boost pumps, emergency
transfer pump, wing collector tanks, wing transfer pumps, fuel selector and switches, inline filter
and engine driven fuel pump.
(1) Header tank, header tank boost pumps, and emergency fuel transfer pump. The header tank
is accessible through the forward baggage compartment and through a header tank access
panel on the right side of the aircraft. Refer to JetProp DLX drawings 560.08.220,
560.08.220-L, 560.08.200 and 560.08.200-L for details of the header tank assembly and
installation. Two header tank fuel boost pumps are located in the header tank as shown in
drawings 560.08.220 and 560.08.220-L. An emergency fuel transfer pump is located under
the header tank and can be used to transfer fuel from either wing tank to the header tank. In
the automatic mode of operation the header tank fuel control unit automatically activates the
appropriate fuel transfer pump to transfer fuel from the wing to the header tank to keep the
header tank at the proper level.
(2) Fuel Lines from Header tank to Engine.
The fuel distribution system from the header tank to the engine is shown in drawings 560.08.400
and 560.08.500.
(3) The remainder of the fuel distribution system has not been changed from the PA-46-
310P/350P. For information, refer to the PA-46-310P/350P and PA-46-350P Maintenance
Manuals.
28-20-00
Change 11 28-19
JetProp LLC
JetProp DLX
Maintenance Manual
A. Indicating
A header tank fuel quantity indicator indicates the amount of fuel in the header tank. For
information on the wing fuel quantity indicating system refer to Piper PA-46-310P/350P and PA-
46-350P Maintenance Manuals.
28-40-00
Change 11 28-20
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JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 29 – Hydraulic Power

JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 30 – Ice and Rain Protection

CHAPTER

30-00-00 3 Change 10 March 2011
30-00-00 4 Change 10 March 2011
30-00-00 5 Change 7 Nov 05
30-00-00 6 Change 7 Nov 05
Change 14 30-1
JetProp LLC
JetProp DLX
Maintenance Manual
TABLE OF CONTENTS
Description and Operation 30-00-00 3

Ice Door Rigging 30-00-00 4
Additional Information 30-00-00 5
Reference Drawings
Ice Protection Schematic (Drawing 560.12.006)
Ice Protection Schematic (12 Station) (Drawing 560.12.006C)
Prop and Inlet Heat Schematic (Drawing 560.12.007)
Ice Protection Schematic (Drawing 560.12.058A)
Ice Protection Schematic (Drawing 560.12.058B)
Ice Protection Schematic (12 Station) (Drawing 560.12.058C)
Prop and Inlet Heat Schematic (Drawing 560.12.059A)
Prop and Inlet Heat Schematic (Drawing 560.12.059B)
Prop and Inlet Heat Schematic (Drawing 560.12.059C)
Ice Protection Schematic (Drawing 560.12.508C)
Ice Protection Schematic (Drawing 560.12.608A)
Ice Protection Schematic (Drawing 560.12.608B)
Ice Protection Schematic (Drawing 560.12.608C)
Prop and Inlet Heat Schematic (Drawing 560.12.609A)
Prop and Inlet Heat Schematic (Drawing 560.12.609B)
Prop and Inlet Heat Schematic (Drawing 560.12.609C)
Ice Protection Schematic (Drawing 560.12.708)
De-Ice Pneumatic Installation (Drawing 560.14.100)
Pneumatic Solenoid Assy (Drawing 560.14.120)
CONTENTS
Change 14 30-2
JetProp LLC
JetProp DLX
Maintenance Manual
A. Ice and Rain Protection - Description and Operation

The JetProp DLX ice protection system is consists of electric inlet de-ice, inlet ice deflector and
separator, a pneumatic boot system, an electrical prop heat system, an electrically heated
windshield, (standard) heated stall warning, (standard) heated pitot tube, and a wing inspection
light. The JetProp DLX added the electric inlet de-ice and the inlet ice deflector/separator. The
remaining ice protection systems remain essentially unchanged except that the left pitot tube was
repositioned and an additional pitot tube was added on the right wing tip and the prop heat
system was changed to accommodate the new four-blade prop. Therefore, refer to the PA-46-
310P/350P and PA-46-350P Maintenance Manuals for information on the unchanged portion of
the ice protection systems.
The JetProp DLX uses electric de-ice for the inlet lip and a two-position inlet ice deflector to
divert ice particles overboard. The ice deflector uses an inertial separator arrangement that
diverts solid objects from the inlet airstream. The inertial separator is typical of those in
widespread use on the PT6. Besides providing protection from ice, the inertial separator
minimizes the possibility of foreign object damage and can reduce the ingestion of sand and dust.
The Prop and Inlet heat switch controls power to the two prop heating elements on each prop
blade and the two heating elements on the inlet boot as well as the inlet parting element.
Because of the large power requirement to operate all these heating elements at one time, the
prop and inlet heat cycles through powering the different elements. Only the inlet parting
element is powered continuously when the prop and inlet heat switch is “ON”. When the switch
is activated, the prop and inlet heat system may be at any point in the normal cycle of the prop
and inlet heating elements. A typical cycle for the propeller is shown below.
Elements Powered Amp Reading Time Powered, sec
(Approximate) (Approximate)
Hartzell Propeller MT Propeller Hartzell MT
Prop Outer Element Two blade elements 29 25 34
Inlet Parting Element Inlet Parting Element
Prop Inner Element Other two blade elements 29 25 34
Inlet Outer Element Inlet Outer Element 22 22 34
Inlet Inner Element Inlet Inner Element 22 22 34
Inlet Parting Element Inlet Inner Element
30-00-00
Change 10 30-3
JetProp LLC
JetProp DLX
Maintenance Manual
The prop and inlet heat system is protected by two separate circuit breakers. The “Inlet Heat” 15
amp circuit breaker protects the inlet parting element only and the “Prop Heat” 20 amp circuit
breaker protects the prop and inlet inner and outer heating elements.
B. Ice Door Rigging (See Figure 30-1 & 2)

1. Adjust the rod ends on the ice door forward-to-aft interconnect rod to a length of 12.5
inches from center of hole to center of hole. Install the forward-to-aft interconnect rod in
the center hole on the aft arm (1) and the bottom hole on the forward arm (2).
2. Adjust the “Ice Deflector Off” switch (forward switch) (3) so that the rear ice door (5) is
just contacting the bottom of the air intake scoop with a slight load. If properly rigged, as
the rear ice door contacts the bottom of the air intake scoop the motor shuts off and the
“Ice Deflector OFF” light illuminates on the annunciator panel.
3. Adjust the “Ice Deflector On” switch (rear switch) (4) so the forward ice door (located in
the cowling) is slightly lower than the fixed vane (7) in the air intake scoop. If properly
rigged, the motor should shutoff and the “Ice Deflector On” annunciator light should
illuminate when the forward ice door reaches the proper position.
C. For addition information on the wing and tail ice protection systems refer to the PA-46-
310P/350P and PA-46-350P Maintenance Manuals.
30-00-00
Change 10 30-4
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JetProp DLX
Maintenance Manual
1. Aft Arm
3. Forward Switch 4. Rear Switch
2. Forward Arm
Figure 30-1. Ice Door Rigging
30-00-00
Change 7 30-5
JetProp LLC
JetProp DLX
Maintenance Manual
6. Forward ice door
5. Bottom of rear ice door

7. Fixed Turning Vane
Figure 30-2. Ice Door Rigging Looking Down the Inlet
30-00-00
Change 7 30-6
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JetProp DLX
Maintenance Manual
CHAPTER 32 – Landing Gear

CHAPTER

32-00-00 3 Change 9 Mar 08
Change 14 32-1
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JetProp DLX
Maintenance Manual
TABLE OF CONTENTS
32-00-00
General 3
Reference Drawings
Nose Gear Installation (Drawing 560.04.100)
GAR-Kenyon Hydraulic System (Drawing 560.04.100-GK)
Nose Gear Assembly (Drawing 560.04.110)
Metering Pin Assembly (Drawing 560.04.120A)
Main Gear Assembly (Drawing 560.04.210A)
Main Gear Pin Assembly (Drawing 560.04.220A)
NLG Hydraulic Line Installation (Drawing 560.04.300)
Gar-Kenyon Hydraulic Installation (Drawing 560.04.400)
Fairing Installation (Drawing 560.04.500)
NLG Roller Spacer Installation (Drawing 560.04.600)
CONTENTS
Change 14 32-2
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JetProp DLX
Maintenance Manual
The JetProp DLX upgrades the PA-46-310P gear to the PA-46-350P gear with the addition of the
metering pins.
The nose tire is replaced on all aircraft with a slightly larger and stronger JetProp specific nose
tire. Because of a large variation in the diameter of the Goodyear 380x150/15x6.00-5 nose tire
used on the JetProp conversion and the limited clearance, JetProp uses a tire trimmer/truer to
ensure the proper diameter of the nose tire and assigns the tire a JetProp part # 560.04.112.
When replacing the nose tire always use JetProp part # 560.04.112. It is also recommended that
the clearance between the nose tire and the bottom of the nose strut be checked after installing a
new nose tire while the aircraft is resting on the gear. The clearance should be 0.50 inches or
more. A 0.5 inch thick block placed in between the tire and bottom of the nose strut as shown in
Figure 1 will ensure proper clearance. If the clearance is less than 0.45 inch, contact JetProp
LLC at (509) 535-4401 for additional options.
0.5 inch thick block
Figure 1. Nose Strut/Tire Clearance
For additional information on the landing gear refer to Piper PA-46-310P/350P Maintenance
Manual and the following drawings.
32-00-00
Change 9 32-3
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JetProp DLX
Maintenance Manual
CHAPTER 33 – Lights
The JetProp DLX lighting system is essentially the same as the PA-46-310P/350 with the
addition of six annunciator lights above the existing panel and some minor changes to the
existing annunciator panel. Refer to JetProp DLX drawings 560.12.003A for PA-46-310P
conversions and 560.12.003B for PA-46-350P conversions. Use these drawings along with the
Piper PA-46-310P/350P Maintenance Manual.
33-1
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JetProp DLX
Maintenance Manual
CHAPTER 34 –Navigation and Pitot Static

CHAPTER

34-10-00 3 Original Aug 98
34-10-00 7 Change 10 March 2011
34-10-00 8 Change 10 March 2011
34-20-00 9 Change 10 March 2011
Change 14 34-1
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 34- NAVIGATION AND PITOT /STATIC
TABLE OF CONTENTS
Flight Environmental Data / Pitot Static 34-10-00 3

Description and Operation 3
Pitot and Static Systems Troubleshooting 4
Pitot and Static Systems Test 6
Pilot Head Removal 7
Pilot Head Installation 7
Pilot Head Heaters Test 7
Outside Air Temperature Indicator (Removal) 7
Outside Air Temperature Indicator (Installation) 7
Rate of Climb Indicator 7
Rate of Climb Indicator Troubleshooting 7
Atimeter 7
Atimeter Troubleshooting 8
Airspeed Indicator 8
Airspeed Indicator Troubleshooting 8
Attitude & Direction 34-20-00 9
Reference Drawing
Pitot Line Installation (Drawing 560.01.100)
Pitot Tube Installation (Drawing 560.01.200)
Overspeed Buzzer Installation (Drawing 560.01.300)
Pitot Mount Filler Install (Drawing 560.01.400-F)
Access Panel Installation – Long (Drawing 560.01.400-L)
Access Panel Installation – Short (Drawing 560.01.400-S)
CONTENTS
Change 14 34-2
JetProp LLC
JetProp DLX
Maintenance Manual
Navigation and Pitot Static
A. Flight Environmental Data / Pitot Static
The instrument air system consists of pitot air and static sources. The system supplies both
pitot and static air pressure for the airspeed indicator, altimeter and triple indicator. These
instruments are face mounted. (refer to 39-10-00, Face Mounted Instruments Removal and
Installation)
(1) Description and Operation
Refer to the reference drawings at the end of the chapter for a parts breakdown of
the JetProp unique pitot static system. The JetProp DLX conversion moves the pitot
tube originally located under the left wing to the left wing tip and adds an additional
pitot tube on the right wing tip. Impact air pressure entering the left pitot tube is
transmitted from the pitot inlet through hose and tubing routed through the left wing
to the pilots airspeed indicator on the instrument panel. In addition, impact air
pressure entering the right pitot tube is transmitted from the pitot inlet through hose
and tubing routed through the right wing to the copilot airspeed indicator and
airspeed warning system (refer to Figure 1). A partially or completely blocked pitot
head will give erratic or zero reading on the instruments.
The static air system consists of two static ports, one on each side of the fuselage at
F.S. 266.66, connected to the airspeed indicator, altimeter, rate of climb indicator
and triple indicator on the instrument panel by means of hose and tubing routed
through the fuselage. The alternate static source is part of the standard system and
has a shutoff valve which closes the port when it is not needed. A placard giving
instructions for use is located on the instrument panel. Pitot and static lines can be
drained through the drain valve located on the left lower side of the fuselage interior.
34-10-00
34-3
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JetProp DLX
Maintenance Manual
(2) Pitot and Static Systems Troubleshooting
CHART 1
TROUBLESHOOTING PITOT AND STATIC SYSTEMS
Heating element inoperative. Defective switch. Replace the switch.

Grounded or open circuit. Check for continuity
and repair.
Defective heating element Replace the
in pitot head. pitot-static rnast.
Circuit breaker keeps tripping. Grounded wire. Check for continuity
and repair.
Instruments inoperative or Lines clogged. Disconnect lines at

erratic in operation. instruments and blow
out
with low pressure air.
Line leaks. Check lines for loose
connections at all
connection points.
NOTE: Perform pitot static pressure check on the system prior to a return to service after
any lines have been opened.
34-10-00
34-4
JetProp LLC
JetProp DLX
Maintenance Manual
A.Flight Environmental Data/Pitot Static (continued)
JetProp DLX Pitot System

Figure 1
34-10-00
34-5
JetProp LLC
JetProp DLX
Maintenance Manual
(3) Pitot and Static Systems Test
This test should be performed at any time an instrument, fitting, line, pitot head, or
static button is disconnected. The test should be performed prior to the next flight.
(a) Attach the checking fixture to the pitot or pitot head. Align the holes in the fixture
with the holes in the head.
(b) Attach the airspeed simulator hose to the pitot (pressure) port of the fixture.
(c) Operate the simulator to obtain a reading of 140 miles per hour on the airplane
airspeed indicator.
(d) Check that the airspeed indicator needle follows in the same direction as the
simulator airspeed indicator needle.
(e) Wait 15 seconds to allow the airplane airspeed indicator to stabilize.
(f) Observe the simulator and airplane airspeed indicators. If a leak is present, the
indicator needles will move toward zero.
(g) If a leak is present, check the fixture installation, hose connections, and pitot
system lines and fittings. Repair the leak when found, then repeat steps (a) - (f).
(h) Remove the hose from the pitot port of the test fixtures.
(i) Attach the hose to the static port of the test fixture or install a test fixture and hose
to one of the static buttons as applicable. Tape over the other static button.
(j) Set the airplane altimeter needles to read zero altitude. Operate the simulator to
cause the airplane altimeter needles to read 1,000 ft. altitude. Momentarily open
the alternate static port. There should be a decrease in altimeter indication. If no
change occurs, the system is blocked and must be repaired prior to further testing.
(k) Check that the airplane airspeed indicator shows an increase, the airplane
altimeter shows an increase, and the airplane rate of climb indicator shows a
climb indication. (Ignore the simulator airspeed indicator)
(l) Allow the rate of climb indicator needle to return to the center position. (if
applicable) Observe the airplane altimeter. Loss of indicated altitude should not
exceed one hundred feet in one minute.
(m)Disconnect the static line to the airspeed indicator at the indicator and cap the
disconnected line. Operate the simulator to cause the airplane altimeter needles to
read 12,700 ft. altitude. Observe the airplane altimeter. Loss of indicated altitude
should not exceed 254 ft. in one minute. Reconnect the static line to the airspeed
indicator. Repeat steps (j), (k) and (l).
(n) If a leak exceeds the tolerances in step (m), check the fixture installation,
Plumbing and Fittings. Repair the leak when found and repeat the static system
checks above.
(o) Remove the fixture and tape from the static button.
34-10-00
34-6
JetProp LLC
JetProp DLX
Maintenance Manual
(4) Pitot Head Removal (refer to Figure 2)
The pitot heads are located on each wing tip.
(a) Remove the four screws which secure the pitot tube to the mast assembly.
(b) Carefully pull the pitot tube from the mast assembly.
(c) Remove the hose from the elbow on top of the pitot tube.
(d) Disconnect the electrical leads at the connector.
(5) Pitot Head Installation
(a) Reconnect the electrical leads to the heating elements.

(b) Install the pitot tube into the mast assembly.
(c) Secure the pitot tube to the mast assembly with the four screws.
(6) Pitot Head Heaters Test
(a) Remove the pitot head from mast assembly and the wing.
(b) With one of the test leads connected to one of the terminals of the head, ground
the other lead to the metal body of the head assembly. There should be no
continuity.
(d) Reinstall the pitot head into the mast assembly and the wing.
(7) Outside Air Temperature Indicator (OAT) Removal

Refer to PA-46-310P/350P or PA-46-350P Maintenance Manual
(8) Outside Air Temperature Indicator (OAT) Installation

(9) Rate of Climb Indicator

(10) Rate of Climb Indicator Troubleshooting

(11) Altimeter
34-10-00
Change 10 34-7
JetProp LLC
JetProp DLX
Maintenance Manual
(12) Altimeter Troubleshooting

(13) Airspeed Indicator

(14) Airspeed Indicator Troubleshooting

34-10-00
Change 10 34-8
JetProp LLC
JetProp DLX
Maintenance Manual
A. Attitude & Direction
Refer to PA-46-310P/350P or PA-46-350P Maintenance Manual.
34-20-00
Change 10 34-9
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 35 – Oxygen
35-1
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 37 – Vacuum

CHAPTER

37-00-00 3 Change 10 March 2011

Change 14 37-1
JetProp LLC
JetProp DLX
Maintenance Manual
TABLE OF CONTENTS
37-00-00
General 3
Reference Drawings
Vacuum System Installation (Drawing 560.14.200)
Standby Vac System Assembly (Drawing 560.14.210)
CONTENTS
Change 14 37-2
JetProp LLC
JetProp DLX
Maintenance Manual
The JetProp DLX uses an engine driven counter clockwise turning vacuum pump as the primary
vacuum system and a vacuum ejector system (shown in drawings 560.14.200 and 560.14.210) as
the standby system. Refer to Piper PA-46-310P/350P or PA-46-350P Maintenance Manual for
trouble shooting information.
Change 10 37-3
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 39

SECTION

39-10-00 3 Change 10 March 2011
39-20-00 4 Basic Aug 98
Change 14 39-1
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 39 - ELECTRICAL / ELECTRONIC PANELS & MULTIPURPOSE PARTS
TABLE OF CONTENTS
39-10-00
Instrument and Control Panels 3
Instruments Removal 3
Instruments Installation 3
Circuit Breaker Panel 3
Electrical & Electronic Equipment Racks 39-20-00 4
Electrical Shelf and Panels 4
Reference Drawings
Throttle Beta Installation (Drawing 560.05.300A)
Throttle Beta Installation (Drawing 560.05.300B)
Throttle Beta Assembly (Drawing 560.05.310)
JetProp Instrument Arrangement (Drawing 560.06.100)
JetProp Instrument Arrangement (MVP-50T) (Drawing 560.06.100E)
JetProp Instrument Arrangement (Drawing 560.06.100M)
Co-Pilot Sub-Bus Assembly (Drawing 560.06.130)
Grounding Bus Assembly (Drawing 560.06.140)
EPA Bracket Installation (Drawing 560.06.200)
Annunciator Relay Assembly Installation (Drawing 560.06.300)
Baggage Compartment Floorboard Installation (Drawing 560.02.900)
Forward Electrical Equipment Assembly (Drawing 560.02.940)
CONTENTS
Change 14 39-2
JetProp LLC
JetProp DLX
Maintenance Manual
Electrical / Electronic Panels & Multipurpose Parts
A. Instrument and Control Panels (See reference drawing 560.06.100 at the end of the chapter)
(1) Instruments Removal. Refer to the PA-46-310P/350P or PA-46-350P Maintenance

Manual.
(2) Instruments Installation. Refer to the PA-46-310P/350P or PA-46-350P Maintenance

Manual.
(3) Circuit Breaker Panels (See reference drawings at the end of the chapter)
The PA-46-310P JetProp DLX conversion circuit breakers are grouped together midway down
the side panel on the pilot's side and has a row of circuit breakers at the bottom of the instrument
panel on the copilots side of the aircraft. The PA-46-350P JetProp DLX conversion circuit
breakers are on both the pilot's and copilot's side. Should a circuit breaker be replaced or added,
exercise extreme caution ensuring the breakers are mechanically in proper alignment, any
insulators that are called out are installed correctly, and all electrical wiring and connections
meet aviation standards. Do not deviate from the parts manual requirements when replacing
circuit breakers.
39-10-00
Change 10 39-3
JetProp LLC
JetProp DLX
Maintenance Manual
Electrical & Electronic Equipment Racks
Refer to JetProp DLX drawings 560.02.900 and 560.02.940 for the location of the electrical
equipment on the electrical shelf.
39-20-00
39-4
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 51 – Structures
The significant structural changes made with the JetProp DLX conversion is the new engine
mount and the fiberglass composite engine cowling. For aircraft structural information refer to
Piper PA-46-310P/350P Maintenance Manual.
51-1
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 52 – Doors
52-1
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 55 – Stabilizers
55-1
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 56 – Windows
56-1
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 57 – Wings
57-1
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 61 – Propeller

CHAPTER
61-EFFECTIVITY 1 Change 8 Apr 06

61-CONTENTS 2 Change 8 Apr 06
61-00-00 3 Change 8 Apr 06
Change 8 61-1
JetProp LLC
JetProp DLX
Maintenance Manual
TABLE OF CONTENTS
General 61-00-00 3
Rigging 61-00-00 3
CONTENTS
Change 8 61-2
JetProp LLC
JetProp DLX
Maintenance Manual
A. General Description
The JetProp DLX is certified with five optional propellers, a Hartzell Model HC-E4N-3/E8501-
3.5 metal 4 blade, 82.5 inch diameter, controllable pitch propeller; a Hartzell Model HC-E4N-
3N/D8292, 82.5 inch diameter metal 4 blade, controllable pitch propeller; a Hartzell Model HC-
E4N-3N/D8292B-2, 80.5 inch diameter metal 4 blade, controllable pitch propeller; a Hartzell
Model HC-E4N-3M/E8190K, composite 4 blade, 81.75 inch diameter, controllable pitch
propeller; or a MTV-16-1-E-C-F-R(P)/CFR206-58a, 81.1 inch diameter, natural composite 4
blade , controllable pitch propeller.
For information on the metal propellers refer to Hartzell Propeller Manual No. 149.
For information on the composite propeller refer to Hartzell Propeller Manual No. 147.
For information on the MT composite propeller refer to MT Propeller Manual ATA 61-06-10
(E-610)
B. Propeller Rigging (See Figure 61-1)
Adjust the propeller linkage rod end so both the feather stop (1) and the maximum propeller stop
(2) are contacted. Note that it may be necessary to re-clock the arm (3) on the propeller governor
to achieve the proper movement range.
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3. Propeller Governor Control Arm
2. Maximum
Propeller
RPM Stop
1. Feather Stop
Propeller
Governor
Figure 61-1. Propeller Rigging

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CHAPTER 70 – Standard Practices - Engine
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CHAPTER 71 – Power Plant

CHAPTER

71-00-00 3 Basic Aug 98
71-00-00 4 Change 10 March 2011
71-00-00 5 Change 10 March 2011
71-00-00 6 Change 10 March 2011
71-00-00 7 Change 13 2013
71-00-00 8 Change 10 March 2011
71-00-00 9 Change 10 March 2011
71-00-00 10 Change 10 March 2011
71-00-00 11 Change 10 March 2011
71-00-00 12 Change 10 March 2011
71-00-00 13 Change 10 March 2011
71-00-00 14 Change 10 March 2011
71-00-00 15 Change 10 March 2011
71-00-00 16 Change 10 March 2011
71-00-00 17 Change 10 March 2011
71-00-00 18 Change 10 March 2011
71-00-00 19 Change 10 March 2011
71-10-00 20 Change 10 March 2011
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TABLE OF CONTENTS
General 71-00-00 3
Engine Removal 3
Engine Installation 4
Engine Mount Removal 4
Engine Mount Installation 5
Normal Engine Run Parameters and Limitations 6
Engine Performance Check 6
PT6A-35 Engine Performance Check 7-10
Cowl Removal 71-10-00 19
Cowl Installation 19
Reference Drawings
Intake Shroud Installation (Drawing 560.07.100)
Access Controls & Equipment Installation (Drawing 560.07.200)
Engine Accessory Install (E.I. Gauges) (Drawing 560.07.200-EI)
Manual Power Mount Assembly (Drawing 560.07.210)
Ignition Exciter Installation (Drawing 560.07.300)
Exhaust Stacks Installation (Drawing 560.07.400)
Engine Installation (Drawing 560.07.500)
Oil Cooler System Installation (Drawing 560.07.600)
Oil Cooler Plenum Assembly (Drawing 560.07.610)
AC/ALT Drive Installation (Drawing 560.07.700)
AC/ALT Drive Assembly (Drawing 560.07.710)
Propeller Deicer & Assembly Installation (Drawing 560.07.800)
Intake Installation (Drawing 560.07.900 Rev H)
Intake Installation (Drawing 560.07.900 Rev J)
Intake Scoop Assembly (Drawing 560.07.920)
Engine Mount Installation (Drawing 560.09.100)
Cowl Installation (Drawing 560.10.100)
Cowl Lower Assembly (Drawing 560.10.110)
Cowl Upper Assembly (Drawing 560.10.120)
CONTENTS
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A. General
(1) Engine Removal

WARNING
PLACE A TAIL STAND UNDER THE TAIL OF THE AIRPLANE BEFORE
REMOVING THE ENGINE.
NOTE
If a question might arise later as to where to reconnect a hose, line or wire, the item
in question should be identified (tagged) to facilitate reinstallation. Open fuel, oil,
vacuum lines and fittings should be covered to prevent contamination.
(a) Turn off all electrical switches in the cockpit and then disconnect the
battery.
(b) Move the fuel selector lever in the cockpit to OFF.
(c) Remove the engine cowling.
(d) Remove the propeller. (refer to 61-10-00)
(e) Remove shroud from induction plenum.
(f) Disconnect and remove wires from prop overspeed governor, chip detector,
torque transmitter, prop tach generator, P3 heat, oil temperature, Ng tach
generator, ITT, starter/generator, alternator and bonding wire to the
airframe.
(g) Disconnect and remove from the engine the power, prop, and condition
lever control cables.
(h) Disconnect the bleed air hose and hard line and remove the hard line.
(i) Disconnect the fuel supply line, vacuum lines, oil supply and drain line.
(j) Remove the fuel totalizer lines, front and middle drain hoses, and oil
pressure line.
(k) Disconnect the wires from the electric manual over ride.
(l) Remove the standby alternator, air conditioning compressor, and A/C drive
and support bracket.
(m) Remove the aft bulkhead of the induction plenum.
(n) Disconnect the tie rod between the fuel control unit and the beta cam at the
beta cam arm. Disconnect the spring aft of the beta cam arm and rotate the
arm forward for clearance through the engine mount ring.
(o) Support the engine with the hoist and insure the tail of the aircraft is
securely supported.
(p) Unbolt and remove the three engine mounts and pull the engine forward
clear of the mount.
(q) Place the engine on a suitable stand.
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(2) Engine Installation
NOTE
Prior to installing the engine, be sure to install items that were removed from
the engine after the engine was removed from the aircraft. Remove all protective
caps and identification tags as each item is installed. Refer to the reference
drawings at the end of the chapter.
(a) If the engine mounting pads that attach to the engine are not already installed
on the engine, install them and torque the bolts to 160 – 190 in-lb. Safety wire
the bolts in accordance with MIL-STD MS33540. Refer to reference drawing
560.07.500.
(b) Ensure the tie rod between the fuel control unit and the beta cam at the beta
cam arm is disconnected. Disconnect the spring aft of the beta cam arm and
rotate the arm forward for clearance through the engine mount ring.
(c) Using an appropriate hoist, slide the engine in position on the mount.
(d) Install the three engine mounts and secure with the mount bolts. Torque the
mount bolts to 440 – 550 in-lb (37 – 46 ft-lb) and install the cotter pins.
(e) Install the aft bulkhead of the induction plenum.
(f) Install the A/C drive and support bracket, standby alternator, and air
conditioning compressor.
(g) Connect the wires from the electric manual over ride.
(h) Install the fuel totalizer lines, front and middle drain hoses, and oil pressure
line.
(i) Connect the fuel supply line, vacuum lines, oil supply and drain line.
(j) Connect the bleed air hose and hard line.
(k) Connect the engine, prop, and condition lever control cables.
(l) Connect the wires from prop overspeed governor, chip detector, torque
transmitter, prop tach generator, P3 heat, oil temperature, Ng tach generator,
ITT, starter/generator, alternator and bonding wire to the airframe. Ensure the
primary wire from the starter/generator is routed as shown in Figure 1. Check
to make sure all wires are properly secured.
(m) Install the shroud for the induction plenum.
(n) Install the propeller. (refer to 61-10-00)
(o) Install the engine cowling. Check that the oil door hinges clear all items under
the cowling.
(p) Connect the battery.
71-00-00
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Proper orientation of adel

clamp and wire location.
Figure 1. Proper Location of Starter/Generator Wire
71-00-00
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(3) Engine Mount Removal
(a) Remove all induction plenum, scoop and ice door components from engine
mount.
(b) Remove oil cooler assembly from mount.
(c) Remove ignition exciter box from mount.
(d) Remove EPA can assembly, pump, fuel flow transducers, and mounting plate
from the engine mount.
(e) Unbolt gear door sequencing valve.
(f) Remove nose wheel from the engine mount.
1. Place airplane on jacks.
2. Use special tool and hose clamps to secure nose gear down spring.
3. Disconnect hydraulic lines to the gear actuator.
4. Unbolt down spring at the airframe.
5. Unbolt gear actuator at engine mount.
6. Unbolt gear trunion from the engine mount and remove with actuator
and down spring still attached.
(g) Unbolt nose wheel steering arm and nylon bumper spindle.
(h) Remove bolts from the upper two attach fittings and the lower left attach fitting
and remove the engine mount from the fuselage.
(4) Engine Mount Installation
(a) Refer to drawing 560.09.100 for the installation of the engine mount to the
firewall.
(b) Place the engine mount in position. Install bolts in the upper attach fittings and
the lower attach fittings. Torque the upper attach bolts to 288 in-lb (24 ft-lb)
and the lower attach bolts to 288 in-lb (24 ft-lb).
(c) Bolt nose wheel steering arm and nylon bumper spindle in place.
(d) Bolt gear door sequencing valve in place.
(e) Install the mounting plate, EPA can assembly, pump, and fuel flow transducers
on the engine mount.
(f) Install the ignition exciter box on the mount.
(g) Install the oil cooler assembly on the mount.
(h) Install all induction plenum, scoop and ice door components on the engine
mount.
71-00-00
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B. Normal Engine Run Parameters and Limitations

1. Idle Ng 52.5 – 53.5 with the generator and air conditioner operating.
2. Torque at idle should be 100 ft-lb + 20 ft-lb
3. Idle propeller RPM should be 1250 + 25.
4. Oil pressure at idle should be a minimum of 40 psi. Normal should be 85
to 105 psi.
5. Oil temperature should be –40 to 2100F.
6. Refer to the JetProp Flight Manual Supplement for specific limitations.
C. Engine Performance Check

General. The engine performance checking Curves (Figures 2 for the PT6A-35,
Figures 3 for the PT6A-34, and Figures 4 for the PT6A-21) enable engine
performance to be checked on the ground over a wide range of ambient temperatures
without over torquing or exceeding the temperature limits of the engine.
Procedure.
1. Obtain ambient air temperature in degrees Celsius.
2. Set altimeter to 29.92 and read the pressure altitude.
3. With OAT and pressure altitude, determine and record the target torque,
fuel flow, ITT and Ng from Figure 1, 2, or 3 as appropriate.
4. With the aircraft on a level flat surface and proper nose strut/tire
inflation, start the engine and run at idle for 5 minutes.
5. Make sure the ice deflector is “OFF”, otherwise the torque and ITT
readings will be incorrect.
6. With the prop control at full increase (do not exceed Np limits) set and
stabilize torque to the predetermined target values and record the fuel
flow, ITT, and Ng.
7. Compare with the target values from Figures 1, 2, or 3 as appropriate.
8. Make sure that the values observed during the engine performance check
are within the following limits:
(a) + 2.2 gal/hr fuel flow. If fuel flow is more than 11 gal/hr below
the chart value, check instrumentation.
(b) Maximum interturbine temperature line is not exceeded. If the
temperature is more than 750 below the target temperature, check
instrumentation.
Note: The limits shown on the curves are for normal engine deterioration, but
deviations should not necessarily be the basis for engine rejection until all possible
troubleshooting has been completed ( Refer to Pratt & Whitney maintenance manual
section 72-00-00).
71-00-00
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Figure 2
PT6A-35 JetProp Ground Performance Check Chart
1400
Pressure
Altitude, ft
1350
-1000
1300
0
1250
1000
1200
Torque, Ft-Lb
2000
1150
3000
1100 4000
5000
1050
6000
1000 7000
950 8000
900
-20 -10 0 10 20 30 40 50 60
OAT, deg C
71-00-00
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Figure 2 (continued) Pressure

Altitude, ft
64.0
-1000
62.0
0
60.0
58.0 1000
56.0 2000
Fuel Flow, gal/hr
54.0 3000
52.0 4000
50.0 5000
48.0 6000
7000
46.0
8000
44.0
42.0
-20 -10 0 10 20 30 40 50 60
OAT, deg C
71-00-00
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102.5
100
Ng, %
97.5
95
92.5
-20 -10 0 10 20 30 40 50 60
OAT, deg C
Figure 2 (Continued)
71-00-00
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850
800
750
ITT, deg C
700
650
600
-20 -10 0 10 20 30 40 50 60
OAT, deg C
Figure 3
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PT6-34 JetProp Ground Performance Check Chart

1350
Pressure
Altitude, ft
1300
1250 -1000
1200 0
Torque - ft-lbs
1150 1000
1100 2000
3000
1050
4000
1000
5000
950
6000
900
-30 -20 -10 0 10 20 30 40 50 60
Outside Air Temperature - deg C
71-00-00
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PT6-34 JetProp Ground Perfomance Check
66
Pressure
Altitude, ft
64
62 -1000
60
0
Fuel Flow - gal/hr
58
1000
56
2000
54
3000
52
4000
50
5000
48
6000
46
-30 -20 -10 0 10 20 30 40 50 60
71-00-00
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105
100
Ng, %
95
90
85
-30 -20 -10 0 10 20 30 40 50 60
71-00-00
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850
800
750
ITT - deg C
700
650
600
-30 -20 -10 0 10 20 30 40 50 60
71-00-00
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Figure 4
1400
1300
1200
Pressure
Torque, Ft-Lb
1100 Altitude, ft
1000
-1000
0
1000
900
2000
3000
4000
800 5000
6000
7000
700 8000
-25 -15 -5 5 15 25 35 45 55
OAT, deg C
71-00-00
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102.5
100
Ng, %
97.5
95
92.5
-25 -15 -5 5 15 25 35 45 55
OAT, deg C
71-00-00
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65.0
63.0
61.0
59.0
57.0
55.0
Pressure
53.0 Altitude, ft
Fuel Flow, gal/hr
51.0
-1000
49.0 0
47.0 1000
2000
45.0
3000
43.0 4000
5000
41.0
6000
39.0
7000
37.0 8000
35.0
-25 -15 -5 5 15 25 35 45 55
OAT, deg C
71-00-00
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750
700
650
ITT, deg C
600
550
500
-25 -15 -5 5 15 25 35 45 55
OAT, deg C
71-00-00
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A. Cowling
(1) Engine Cowling Removal
(a) Release the fasteners that attach the upper.

(b) Remove the upper cowl.
(c) Disconnect the push rod for front ice door.
(d) Unplug inlet heat and ice door switches.
(e) Remove ducts from oil cooler and environmental intercooler.
(f) Remove the ice ducts.
(2) Engine Cowling Installation
(a) Place the lower cowl in position and install the fasteners that hold it in place.
(b) Install the ducts for the oil cooler and environmental intercooler.
(c) Connect inlet heat and ice door switches.
(d) Connect the push rod for front ice door.
(e) Install the ice ducts.
(f) Install the upper cowl.
(g) Install the fasteners that attach the upper cowl.
(3) Engine Cowling Cleaning, Inspection, and Repair
(a) Clean the cowling with a suitable solvent and then wipe dry with a clean cloth.
(b) Inspect the cowling for dents, cracks, loose rivets damaged or missing fasteners
and damaged fiberglass areas.
(c) Repair all defects to prevent further damage. Fiberglass repair procedures may
be accomplished according to Fiberglass Repairs, 51-00-00.
71-10-00
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CHAPTER 72 – Engine

SECTION
72-EFFECTIVITY 1 Change 12 May 2013

72-CONTENTS 2 Change 12 May 2013
72-00-00 3 Change 7 Nov 05
72-10-00 4 Change 10 March 2011
72-10-00 5 Change 10 March 2011
72-10-00 6 Change 12 May 2013
72-10-00 7 Change 12 May 2013
72-20-00 8 Change 12 May 2013
72-20-00 9 Change 12 May 2013
72-20-00 10 Change 12 May 2013
72-20-00 11 Change 12 May 2013
72-20-00 12 Change 12 May 2013
72-20-00 13 Change 12 May 2013
72-20-00 14 Change 12 May 2013
72-20-00 15 Change 12 May 2013
72-20-00 16 Change 12 May 2013
72-20-00 17 Change 12 May 2013
72-20-00 18 Change 12 May 2013
72-20-00 19 Change 12 May 2013
72-20-00 20 Change 12 May 2013
72-20-00 21 Change 12 May 2013
72-20-00 22 Change 12 May 2013
72-20-00 23 Change 12 May 2013
72-20-00 24 Change 12 May 2013
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TABLE OF CONTENTS
A. Pratt & Whitney Specific Information 72-00-00 3

B. Condition Lever Rigging 72-20-00 4
C. Throttle Rigging 72-20-00 6
D. Ng Idle Adjustment 72-20-00 10
E. Propeller Rigging (Hartzell) 72-20-00 15
F. Propeller Rigging (MT Propeller) 72-20-00 18
G. AC/ALT Bracket Installation 72-20-00 21
Reference Drawings
Control Cable Routing (Drawing 560.05.500)
CONTENTS
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A. Pratt & Whitney Specific Engine Information.
Refer to Pratt & Whitney PT6-21/34/35 (as appropriate) Maintenance Manual, chapter 72.
72-00-00
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B. Condition Lever Rigging (See Figure 72-1 & 2)
1. Adjust the rod end (1) so both the off stop (2) and high idle stop (3) are contacted.
2. Adjust the primary ignition switch (4) by adjusting the switch up or down so the ignition
is on just after moving the condition lever forward and stays on until the High Idle Stop is
contacted.
Note
Early JetProps used a small white ignition switch as shown in Figure 72-1. This switch is
adjusted using the switch mounting screws. The current larger ignition switch is shown in
Figure 72-2 and is adjusted using the bracket mounting bolts.
Old Style Small Ignition Switch 1. Condition Lever linkage rod end
Figure 72-1. Condition Lever Rigging
72-20-00
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4. Primary Ignition Switch
New large ignition switch
3. High Idle Stop
Loosen these bolts to

raise or lower the
ignition switch
2. Off Stop
Figure 72-2. Condition Lever Rigging
72-20-00
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C. Throttle Rigging (See Figure 72-3,4,5)

1. With the maximum power stop (1) contacting the fuel control stop, check to see if
the cam follower pin (4) is adjusted approximately in the center on the fuel
control unit actuating lever slot. Note: If not approximately in the center, use the
serrated spacer (2) on the fuel control arm to achieve it.
2. Rotate the splined pin (9) until the maximum power stop (1) contacts the fuel
control unit stop and then install the throttle arm (6) on the splined pin (9). The
machined surface of the throttle arm with the bolt should be approximately
horizontal at the full power position.
Note
In the full power position confirm that the power lever does not contact the
forward stop in the throttle quadrant.
Proceed to propeller rigging section
72-20-00
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Fuel Control Actuator Rod
Serrated Spacer allows Adjustment

Fuel Control Arm of the fuel control arm angle
Maximum Power Stop
Figure 72-3. Throttle Rigging
72-20-00
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Fuel
Control
Unit
Fuel Control Actuator Rod Actuating
Lever
Reverse Cam
Reverse Spool Up Adjustment
Cam Follower Pin
Throttle Arm
Note: Machined surface of

throttle arm with the bolt
should be approximately
horizontal with the throttle at
the full power stop.
72-20-00
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1. Maximum Power Stop 7. Reverse Spool Up Adjustment

2. Serrated Spacer & Fuel Control Arm 8. Fuel Control Unit Actuating Lever
3. Fuel Control Unit Actuator Rod 9. Splined Pin
4. Cam Follower Pin 10. Beta Linkage
5. Reverse Cam 11. Condition Lever Linkage
6. Throttle Arm 12. Primary Ignition Switch
10
5
12
7
11 8 10
3
2 6
1
9
72-20-00
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D. Ng Idle Adjustment
The Ng idle speed should be 52.5% to 53.5% with the generator and air conditioner
operating. Note the Ng idle speed will normally be reduced by 1-2% when the air
conditioner is in operation. If the Ng idle speed is allowed to drop below 50%, the
engine may hang up when the throttle is increased, resulting in a rapid rise in the ITT but
no corresponding increase in power (torque, Ng, and prop RPM stay low). If the NG
speed is high (over 54%) the aircraft may want to taxi too fast, requiring the pilot to ride
the brakes. Therefore, it is important to have Ng idle speed set properly. The following
is the recommended method of adjusting the idle Ng.
1. Remove the top cowling to gain access to the fuel control located on the top right aft
portion of the engine just in front of the firewall.
2. Locate the idle adjustment on the fuel control. It is shown in Figure 72-7 and 72-8.
Note
The adjustment is made much easier if the tool shown in Figure 72-6
or a similar tool is fabricated. This tool is simply a steel welding rod
welded to a straight 5/64 Allen wrench with a ball end.
3. Remove the safety wire and loosen the 3/8 inch lock nut. Then use the Allen wrench
to adjust. Each 1/32 turn of the idle adjustment is approximately 1% Ng (the
adjustment is very sensitive). Turning the adjustment screw clockwise increases Ng
RPM and counter-clockwise decreases Ng RPM. Be sure to hold the adjustment
screw securely as the lock nut is loosened or tightened to hold the adjustment screw
in place.
4. Perform a ground run to verify the Ng idle RPM is in the desired range. It may take a
few tries to get it exactly at the desired RPM.
5. After the final adjustment, safety wire the adjustment screw and lock nut.
6. Install the top cowling.
72-20-00
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5/64 Allen wrench with a ball end welded to

a welding rod extension.
Allen Wrench
Welding Rod
Finished tool approximately 12

inches long with a 90 degree bend
for the handle.
Figure 72-6. Special Tool for adjusting the NG idle speed
72-20-00
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Figure 72-7. Engine Fuel Control Adjustments
72-20-00
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Allen wrench tool inserted

into the adjustment screw
Ng Idle Adjustment Screw

3/8 inch lock nut
Figure 72-8. Close Up View of Idle Adjustment On the Fuel Control
72-20-00
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Allen wrench tool inserted

into the Ng idle adjustment
screw
Figure 72-9. Ng adjustment tool routed to the Ng adjustment on the Fuel Control
72-20-00
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E. Propeller Rigging (Hartzell Propeller)
The internal flat pitch and reverse stops are preset by Hartzell for JetProp’s
specifications. All adjustment are to be made with the Pratt & Whitney barrel
adjuster. See Figures 72-10 and 72-11.
1. Preliminary Rigging.
a. At the Pratt & Whitney cam box, insure that you are using the top hole
for the beta wire rope clevis (See Figure 72-1).
b. At the cam box, preset the reverse spool-up screw with a 1/8” gap
between screw and dowel pin (See Figure 72-1).
c. Disconnect the beta wire rope clevis pin from the cam box.
d. Disconnect the Nf reset link rod from the barrel adjuster.
e. Remove safety wire from the barrel adjuster jam nut.
f. Adjust the low pitch barrel adjuster to attain a length of 0.75” measured
between the forward face of the 1&1/16” jam nut and the forward
machined face of the barrel adjuster.
g. Adjust the Nf reset link for a slip fit and temporarily reinstall.
h. Adjust the beta wire rope clevis for a slip fit at idle, then turn in (tighten)
½ turn to provide a small amount of preload on the wire rope.
Temporarily reinstall the clevis pin and washer.
2. Ground run adjustment.
a. With all of the above preliminary adjustments made, and everything
reconnected, run the engine to establish the idle parameters.
b. Adjust Ng first since changes in Ng will affect Np.
c. Np is adjusted by lengthening or shortening the barrel adjuster
(shortening will increase Np)
d. Maximum reverse RPM is adjusted with the reverse spool-up screw.
3. Normal Idle Parameters
a. Ng: 52.5 – 53.5% with generator and air conditioner operating.
b. Np: 1250 + 25 rpm
c. Maximum static reverse: Not to exceed Np 2000 rpm and
approximately 140 ft-lb torque
72-20-00
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Barrel Adjuster
Jam Nut
.75
Adjust to 0.75”
NF Reset Link
Figure 72-10. Prop Rigging
72-20-00
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Fuel Control Rod in Top Hole
Beta Control Clevis in

Top Hole
Reverse Spool Up
Screw 1/8” gap between
screw and dowel
Figure 72-11. Rigging Points At Pratt & Whitney cam Box (Rigging at Idle Position)
72-20-00
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F. Propeller Rigging (MT Propellers)
The internal flat pitch stops seem to vary on MT Propellers, therefore they should be
set as shown in Figures 72-12 and 72-13. Adjust the stops to give a dimension on
each of the four adjustments of 48mm as measured from the front side of the
adjustment nuts to the end of the threaded rod as shown in Figure 72-13. Once the
flat pitch stops have been set, adjust the barrel adjuster until the beta valve is flush as
shown in Figure 72-14. This completes the set up and should give the desired
propeller idle RPM of 1250 + 25.
Note 1
Ground runs can be accomplished with the spinner and blade cuffs removed if
desired. Safety wire the caps and install the cuffs and spinner once the prop is at
target RPM.
Note 2
If propeller idle RPM is too low, minor adjustments can be made by shortening
the barrel adjuster as was accomplished for the Hartzell Propeller in paragraph E.
If propeller idle RPM is too high, the internal flat pitch stops will need to be
adjusted slightly by tightening the adjustment nuts.
Figure 72-12. MT Propeller adjust of Flat Pitch Stops
72-20-00
Change 12 72-18
JetProp LLC
JetProp DLX
Maintenance Manual
Figure 72-13. MT Propeller Flat Pitch Setting Measurement (48mm from front of nuts to the end
of the threaded rod)
72-20-00
Change 12 72-19
JetProp LLC
JetProp DLX
Maintenance Manual
Adjust Barrell
Adjuster until Beta
Valve is flush.
Beta Valve
Figure 72-14. Adjusting the Beta Valve to Flush for MT Propeller
Normal Idle Parameters are as follows:

a. Ng: 52.5 – 53.5% with generator and air conditioner operating.
b. Np: 1250 + 25 rpm
c. Maximum static reverse: Not to exceed Np 2000 rpm and approximately
140 ft-lb torque
72-20-00
Change 12 72-20
JetProp LLC
JetProp DLX
Maintenance Manual
G. Air Conditioner and Alternator Drive Assembly Installation
1. Install the AC/Alt drive assembly onto the rear of the engine using 4ea AN4H54A bolts
and 4ea AN936A-416 washers through the bearing end cap and safety wire the bolts.
Install 3ea AN4-5A bolts and lock washers to the other mount pad.
2. Prior to pulley installation make sure the pulley will just start sliding onto the shaft with a
slight interference fit. Recommend removing the paint from the pulley where it mates to
the shaft and applying a light film of lubricant to ease the installation. Install the drive
pulley on the shaft with the REC-AC/ALT Drive Tool. Hold the tool with a 1” wrench to
keep it from turning while the bolt is tightened moving the pulley into position. The tool
is shown in Figures 72-15 through 17 below.
Note
Be sure to align the pulley with the key in the shaft.
3. Install the washer and nut. Use a strap wrench to hold the pulley while tightening the nut.
Install the cotter pin.
Note
If the strap wrench slips while the nut is being tightened, it is
likely the shear shaft inside the AC/ALT Drive will shear.
72-20-00
Change 12 72-21
JetProp LLC
JetProp DLX
Maintenance Manual
Bolt screws into tool to pull the

pulley into place on the shaft. The “flats” will be facing aft as shown
and can be used with a 5/8 wrench to
install/remove from the AC drive shaft.
This end gets threaded

onto the AC drive shaft.
Spacer to allow easy

This sets against the
installation of the pulley.
pulley and pushes it
into place
The “flats” allow the use of a 1”
wrench to hold the tool from
turning during pulley
installation.
Figure 72-15. AC Drive Pulley Installation Tool
72-20-00
Change 12 72-22
JetProp LLC
JetProp DLX
Maintenance Manual
Figure 72-16. AC Drive Pulley Installation Tool
72-20-00
Change 12 72-23
JetProp LLC
JetProp DLX
Maintenance Manual
7/16 NF x 2” Hex
.35
.437
2.43 “
.43
DIA 1.00
Two parallel “flats”

1” apart will allow
.79 bore
the capability to use a
wrench to hold the
tool from turning.
1.875
DIA 1.25
DIA 1.875
Thread 7/16 - 20 .620 .375

.90
Thread ½ - 20
DIA .75
Figure 72-17. Dimensions of Tool
72-20-00
Change 12 72-24
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 73 – Engine Fuel System
Refer to Pratt & Whitney PT6-34 Maintenance Manual, chapter 73.
73-1
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 74 – Ignition
74-1
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 76 – Engine Controls
76-1
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 77 – Engine Controls
77-1
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 79 – Oil
79-1
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 80

CHAPTER
SECTION PAGE DATE
80-EFFECTIVITY 1 Aug 98
80-CONTENTS 2 Aug 98
80-10-00 3 Aug 98
80-10-00 4 Aug 98
80-1
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 80 - STARTING
TABLE OF CONTENTS
80-10-00
Cranking 3
Starting System Description 3
Starting System Troubleshooting 4
80-2
JetProp LLC
JetProp DLX
Maintenance Manual
Starting
A. Cranking
(1) Starter System Description
The JetProp DLX uses a starter generator. The starter generator is located on the aft top side of
engine. The purpose of this unit is to provide torque for engine starting and to generate DC
electrical power. When the unit is being utilized as a starter, it may be energized by either or both
of the aircraft battery systems or through the use of an external power source.
CAUTION
The selector switch should not be left in the START position any longer than
the time required for a normal engine start: otherwise. the unit may be
damaged by excessive temperature caused by the large starting currents.
This unit incorporates its own cooling system which consists of an air inlet duct and a four
bladed fan which is part of the unit. Cooling is obtained by routing the outside ram air through
the air inlet duct which is then driven through the unit by the four bladed fan. The starter is
controlled by a three position switch (Start, off, Generator).The switches are located on the o~
head switch panel. (Refer to appropriate POH.) With the Battery Master Switch ON, placing the
Starter-Generator Switch in the START position closes the starter solenoid and provides power
through the master contactor to the field windings of the starter unit creating a strong magnetic
field. At the same time. current flows through the brushes to the commutator and continues
through the armature windings to ground. The magnetic field now existing in the armature
combines with that existing in the field windings of the starter unit driving the armature as
required to start the engine. Placing the switch in the center or OFF position disconnects the unit
from the electrical system of the aircraft
80-10-00
80-3
JetProp LLC
JetProp DLX
Maintenance Manual
(2) Starter System Troubleshooting
CHART 1
TROUBLE SHOOTING STARTER SYSTEM
Starter fails to operate. Low battery charge. Check and recharge if

necessary.
Defective or improper Refer to wiring diagram

wiring or loose connections. and check all wiring.
Defective starter solenoid Replace faulty unit.

or control switch.
80-10-00
80-4
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 91 – Charts and Wiring Diagrams

SECTION

91-CONTENTS 2-8 Change 14 Nov 2014
91-10-00 9 Change 14 Nov 2014
91-20-00 10 Change 14 Nov 2014
91-20-00 11 Change 14 Nov 2014
91-20-00 12 Change 14 Nov 2014
91-20-00 13 Change 14 Nov 2014
91-20-00 14 Change 14 Nov 2014
91-20-00 15 Change 14 Nov 2014
91-20-00 16 Change 14 Nov 2014
Change 14 91-1
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 91 – Charts and Wiring Diagrams
TABLE OF CONTENTS
Charts 91-10-00 9
Wiring Diagrams 91-20-00 10
Reference Drawings
560.12.001A JETPROP (310) SCHEMATIC OVERVIEW
560.12.001B JETPROP (350) SCHEMATIC OVERVIEW
560.12.002 REV C FUEL QUANTITY/CONTROL SCHEMATIC
560.12.002 REV E FUEL QUANTITY/CONTROL SCHEMATIC
560.12.003A ANNUCIATOR PANEL (310)
560.12.003B ANNUCIATOR PANEL (350)
560.12.003C ANNUNCIATOR PAANEL (12 STATION)
560.12.004A POWER MANUAL OVERRIDE
560.12.004B POWER MANUAL OVERRIDE
560.12.004C POWER MANUAL OVERRIDE
560.12.005 OIL DOOR CIRCUIT
560.12.005C OIL COOLER SCHEMATIC (12 STATION)
560.12.006 ICE PROTECTION DOOR
560.12.006C ICE PROTECTION SCHEMATIC (12 STATION)
560.12.007 PROP & INLET HEAT
560.12.008A FUEL SYSTEM CONTROL SCHEMATIC
560.12.008B FUEL SYSTEM CONTROL SCHEMATIC
560.12.008C FUEL SYSTEM CONTROL SCHEMATIC
560.12.009A IGNITION SCHEMATIC
560.12.009B IGNITION SCHEMATIC
560.12.009C IGNITION SCHEMATIC (12 STATION)
560.12.011 REV F TORQUE INDICATOR SCHEMATIC
560.12.011 REV H TORQUE INDICATOR SCHEMATIC
560.12.012 REV E INTERTURBINE TEMP INDICATOR SCHEMATIC
560.12.012 REV G INTERTURBINE TEMP INDICATOR SCHEMATIC
560.12.013 REV E GAS GEN INDICATOR SCHEMATIC
560.12.013 REV G GAS GEN INDICATOR SCHEMATIC
560.12.015 REV D OIL PRESSURE INDICATOR
560.12.015 REV F OIL PRESSURE INDICATOR
560.12.016 REV D FUEL FLOW/PRESSURE INDICATOR
560.12.016 REV F FUEL FLOW/PRESSURE INDICATOR
560.12.016 REV G FUEL FLOW/PRESSURE INDICATOR
CONTENTS
Change 14 91-2
JetProp LLC
JetProp DLX
Maintenance Manual
Reference Drawings (Continued)

560.12.017 REV D HEADER TANK FUEL GAGE SCHEMATIC
560.12.017 REV F HEADER TANK FUEL GAGE SCHEMATIC
560.12.021 BATTERY SELECTION SCHEMATIC
560.12.022 STARTER/GENERATOR SCHEMATIC
560.12.022C STARTER/GENERATOR SCHEMATIC
560.12.023 ALTERNATOR SCHEMATIC
560.12.024 PROP OVERSPEED GOVERNOR
560.12.025 REV E PROP SPEED INDICATOR SCHEMATIC
560.12.025 REV H PROP SPEED INDICATOR SCHEMATIC
560.12.026 OVERSPEED BUZZER SCHEMATIC
560.12.027 REV J ENGINE TREND MONITOR SCHEMATIC
560.12.027 REV L ENGINE TREND MONITOR SCHEMATIC
560.12.028 STANDBY VACUUM SCHEMATIC
560.12.029A FUEL FILTER BYPASS SCHEMATIC
560.12.029B FUEL FILTER BYPASS SCHEMATIC
560.12.029C FUEL FILTER BYPASS SCHEMATIC
560.12.031 SUPPLEMENTAL HEAT SYSTEM
560.12.032 PITOT HEAT
560.12.032C PITOT HEAT
560.12.034 PITOT HEAT ANNUNCIATORS
560.12.035A TIE BUSS SCHEMATIC
560.12.035B TIE BUSS SCHEMATIC
560.12.037A A/C CONTROL SCHEMATIC
560.12.037B A/C CONTROL SCHEMATIC
560.12.038 OPTIONAL REAR HEAT SCHEMATIC
560.12.039A ALT/GEN AUTO SWITCHING SCHEMATIC
560.12.041A GEN-ALT AMP/VOLT/PROP AMP GAUGE
560.12.042A HEAT EXCHANGER BYPASS SCHEMATIC
560.12.042B HEAT EXCHANGER BYPASS SCHEMATIC
560.12.042C HEAT EXCHANGER BYPASS SCHEMATIC
560.12.052 BATTERY SELECTOR SWITCH
560.12.054A ALTERNATOR
560.12.054B ALTERNATOR
560.12.055C IGNITION SCHEMATIC
560.12.056A POWER MANUAL OVERIDE SCHEMATIC
CONTENTS
Change 14 91-3
JetProp LLC
JetProp DLX
Maintenance Manual

560.12.056B POWER MANUAL OVERIDE SCHEMATIC
560.12.056C POWER MANUAL OVERIDE SCHEMATIC
560.12.057A OIL COOLER SCHEMATIC
560.12.057B OIL COOLER SCHEMATIC
560.12.058A REV C ICE PROTECTION SCHEMATIC
560.12.058A REV E ICE PROTECTION SCHEMATIC
560.12.058B REV D ICE PROTECTION SCHEMATIC
560.12.058B REV F ICE PROTECTION SCHEMATIC
560.12.058C REV C ICE PROTECTION SCHEMATIC (12 STATION)
560.12.058C REV E ICE PROTECTION SCHEMATIC (12 STATION)
560.12.059A PROP AND INLET HEAT SCHEMATIC
560.12.059B PROP AND INLET HEAT SCHEMATIC
560.12.059C PROP AND INLET HEAT SCHEMATIC
560.12.065A PITOT HEAT
560.12.065B PITOT HEAT
560.12.066C A/C CONTROL SCHEMATIC
560.12.068 REV H FUEL QUANTITY/CONTROL SCHEMATIC
560.12.071 MORITZ GAUGE AO750 SCHEMATIC
560.12.072A REV C MORITZ GAUGE AO755 SCHEMATIC
560.12.072A REV F MORITZ GAUGE AO755 SCHEMATIC
560.12.072B REV G MORITZ GAUGE AO755 SCHEMATIC
560.12.072B REV J MORITZ GAUGE AO755 SCHEMATIC
560.12.072C REV G MORITZ GAUGE AO755 SCHEMATIC
560.12.072C REV K MORITZ GAUGE AO755 SCHEMATIC
560.12.073A ANNUNCIATOR PANEL (310)
560.12.073B ANNUNCIATOR PANEL (350)
CONTENTS
Change 14 91-4
JetProp LLC
JetProp DLX
Maintenance Manual

560.12.073C ANNUNCIATOR PANEL (12 STATION)
560.12.075 REV H ENGINE TREND MONITOR SCHEMATIC
560.12.076C PITOT HEAT ANNUNCIATORS
560.12.077C JPI OAT SCHEMATIC
560.12.079A GEN-ALT/VOLT/PROP AMP GAUGE
560.12.079B GEN-ALT/VOLT/PROP AMP GAUGE
560.12.079C GEN-ALT/VOLT/PROP AMP GAUGE
560.12.501 JETPROP (350) SCHEMATIC OVERVIEW
560.12.503 STARTER GENERATOR SCHEMATIC
560.12.504 ALTERNATOR
560.12.505 IGNITION SCHEMATIC
560.12.506 POWER MANUAL OVERIDE SCHEMATIC
560.12.507 OIL COOLER SCHEMATIC
560.12.508 REV N/C ICE PROTECTION SCHEMATIC
560.12.508 REV B ICE PROTECTION SCHEMATIC
560.12.509 PROP AND INLET HEAT SCHEMATIC
560.12.512 FUEL FILTER BYPASS SCHEMATIC
560.12.514 A/C CONTROL SCHEMATIC
560.12.515 FUEL QUANTITY/CONTROL SCHEMATIC
560.12.516 FUEL SYSTEM CONTROL SCHEMATIC
560.12.518 FUEL FLOW/PRESSURE INDICATOR
560.12.519 HEADER TANK FUEL GAGE SCHEMATIC
560.12.520 GEN-ALT/VOLT/PROP AMP GAUGE
560.12.521 FUEL QUANTITY GUAGE
560.12.522 ENHANCED DIGITAL INDICATOR
560.12.523 ANNUNCIATOR PANEL
560.12.525 ENGINE TREND MONITOR SCHEMATIC
CONTENTS
Change 14 91-5
JetProp LLC
JetProp DLX
Maintenance Manual

560.12.527 PITOT HEAT SCHEMATIC
560.12.528 HEAT EXCHANGER BYPASS SCHEMATIC
560.12.603 STARTER / GENERATOR SCHEMATIC
560.12.606A POWER MANUAL OVERRIDE SCHEMATIC
560.12.606B POWER MANUAL OVERRIDE SCHEMATIC
560.12.606C POWER MANUAL OVERRIDE SCHEMATIC
560.12.607C OIL COOLER SCHEMATIC
560.12.608A ICE PROTECTION SCHEMATIC
560.12.608B ICE PROTECTION SCHEMATIC
560.12.608C ICE PROTECTION SCHEMATIC
560.12.615 FUEL QUANTITY / CONTROL SCHEMATIC
560.12.617 MVP-50T SCHEMATIC
560.12.618 EDC-33T TOP CONNECTOR
560.12.619 EDC-33T MIDDLE CONNECTOR
560.12.620 EDC-33T BOTTOM CONNECTOR
CONTENTS
Change 14 91-6
JetProp LLC
JetProp DLX
Maintenance Manual

560.12.621 M-1T TORQUE GAUGE
560.12.622 M-1-ITT ITT GAUGE
560.12.625B GEN-ALT AMP/VOLT/PROP AMP GAUGE
560.12.625C GEN-ALT AMP/VOLT/PROP AMP GAUGE
560.12.706 POWER MANUAL OVERRIDE SCHEMATIC
560.12.708 ICE PROTECTION SCHEMATIC
CONTENTS
Change 14 91-7
JetProp LLC
JetProp DLX
Maintenance Manual

560.12.725 GEN-ALT AMP/VOLT/PROP AMP GAUGE
560.14.927 GLARE SHIELD FAN INSTALLATION
CONTENTS
Change 14 91-8
JetProp LLC
JetProp DLX
Maintenance Manual
CHAPTER 91 – Charts & Wiring Diagrams
A. Charts. Refer to Piper PA-46-310P/350P or PA-46-350P Maintenance Manual.
91-10-00
Change 14 91-9
JetProp LLC
JetProp DLX
Maintenance Manual
A. Refer to the following electrical wiring diagrams as needed.
Drawing Title
560.12.002 REV E FUEL QUANTITY/CONTROL SCHEMATIC
560.12.003A ANNUCIATOR PANEL (310)
560.12.003B ANNUCIATOR PANEL (350)
560.12.003C ANNUNCIATOR PAANEL (12 STATION)
560.12.004A POWER MANUAL OVERRIDE
560.12.004B POWER MANUAL OVERRIDE
560.12.004C POWER MANUAL OVERRIDE
560.12.005 OIL DOOR CIRCUIT
560.12.006 ICE PROTECTION DOOR
560.12.006C ICE PROTECTION SCHEMATIC (12 STATION)
560.12.007 PROP & INLET HEAT
560.12.009C IGNITION SCHEMATIC (12 STATION)
560.12.011 REV F TORQUE INDICATOR SCHEMATIC
560.12.011 REV H TORQUE INDICATOR SCHEMATIC
560.12.012 REV E INTERTURBINE TEMP INDICATOR SCHEMATIC
560.12.012 REV G INTERTURBINE TEMP INDICATOR SCHEMATIC
560.12.013 REV E GAS GEN INDICATOR SCHEMATIC
560.12.013 REV G GAS GEN INDICATOR SCHEMATIC
560.12.015 REV D OIL PRESSURE INDICATOR
560.12.015 REV F OIL PRESSURE INDICATOR
560.12.016 REV D FUEL FLOW/PRESSURE INDICATOR
560.12.016 REV F FUEL FLOW/PRESSURE INDICATOR
560.12.016 REV G FUEL FLOW/PRESSURE INDICATOR
91-20-00
Change 14 91-10
JetProp LLC
JetProp DLX
Maintenance Manual
Drawing Title
560.12.017 REV D HEADER TANK FUEL GAGE SCHEMATIC
560.12.017 REV F HEADER TANK FUEL GAGE SCHEMATIC
560.12.021 BATTERY SELECTION SCHEMATIC
560.12.022C STARTER/GENERATOR SCHEMATIC
560.12.023 ALTERNATOR SCHEMATIC
560.12.025 REV E PROP SPEED INDICATOR SCHEMATIC
560.12.025 REV H PROP SPEED INDICATOR SCHEMATIC
560.12.027 REV L ENGINE TREND MONITOR SCHEMATIC
560.12.032 PITOT HEAT
560.12.034 PITOT HEAT ANNUNCIATORS
560.12.035A TIE BUSS SCHEMATIC
560.12.035B TIE BUSS SCHEMATIC
560.12.039A ALT/GEN AUTO SWITCHING SCHEMATIC
560.12.056A POWER MANUAL OVERIDE SCHEMATIC
91-20-00
Change 14 91-11
JetProp LLC
JetProp DLX
Maintenance Manual
Drawing Title
560.12.056B POWER MANUAL OVERIDE SCHEMATIC
560.12.056C POWER MANUAL OVERIDE SCHEMATIC
560.12.058A REV C ICE PROTECTION SCHEMATIC
560.12.058A REV E ICE PROTECTION SCHEMATIC
560.12.058B REV D ICE PROTECTION SCHEMATIC
560.12.058B REV F ICE PROTECTION SCHEMATIC
560.12.058C REV C ICE PROTECTION SCHEMATIC (12 STATION)
560.12.058C REV E ICE PROTECTION SCHEMATIC (12 STATION)
560.12.068 REV H FUEL QUANTITY/CONTROL SCHEMATIC
560.12.072A REV C MORITZ GAUGE AO755 SCHEMATIC
560.12.072A REV F MORITZ GAUGE AO755 SCHEMATIC
560.12.072B REV G MORITZ GAUGE AO755 SCHEMATIC
560.12.072B REV J MORITZ GAUGE AO755 SCHEMATIC
560.12.072C REV G MORITZ GAUGE AO755 SCHEMATIC
560.12.072C REV K MORITZ GAUGE AO755 SCHEMATIC
91-20-00
Change 14 91-12
JetProp LLC
JetProp DLX
Maintenance Manual
Drawing Title
560.12.075 REV H ENGINE TREND MONITOR SCHEMATIC
560.12.077C JPI OAT SCHEMATIC
560.12.079A GEN-ALT/VOLT/PROP AMP GAUGE
560.12.079B GEN-ALT/VOLT/PROP AMP GAUGE
560.12.079C GEN-ALT/VOLT/PROP AMP GAUGE
560.12.503 STARTER GENERATOR SCHEMATIC
560.12.506 POWER MANUAL OVERIDE SCHEMATIC
560.12.508 REV N/C ICE PROTECTION SCHEMATIC
560.12.508 REV B ICE PROTECTION SCHEMATIC
560.12.518 FUEL FLOW/PRESSURE INDICATOR
560.12.519 HEADER TANK FUEL GAGE SCHEMATIC
560.12.520 GEN-ALT/VOLT/PROP AMP GAUGE
560.12.521 FUEL QUANTITY GUAGE
560.12.522 ENHANCED DIGITAL INDICATOR
560.12.525 ENGINE TREND MONITOR SCHEMATIC
91-20-00
Change 14 91-13
JetProp LLC
JetProp DLX
Maintenance Manual
Drawing Title
560.12.603 STARTER / GENERATOR SCHEMATIC
560.12.606A POWER MANUAL OVERRIDE SCHEMATIC
560.12.606B POWER MANUAL OVERRIDE SCHEMATIC
560.12.606C POWER MANUAL OVERRIDE SCHEMATIC
560.12.607C OIL COOLER SCHEMATIC
560.12.608A ICE PROTECTION SCHEMATIC
560.12.608B ICE PROTECTION SCHEMATIC
560.12.608C ICE PROTECTION SCHEMATIC
560.12.615 FUEL QUANTITY / CONTROL SCHEMATIC
91-20-00
Change 14 91-14
JetProp LLC
JetProp DLX
Maintenance Manual
Drawing Title
560.12.625B GEN-ALT AMP/VOLT/PROP AMP GAUGE
560.12.625C GEN-ALT AMP/VOLT/PROP AMP GAUGE
560.12.706 POWER MANUAL OVERRIDE SCHEMATIC
560.12.708 ICE PROTECTION SCHEMATIC
91-20-00
Change 14 91-15
JetProp LLC
JetProp DLX
Maintenance Manual
Drawing Title
560.12.725 GEN-ALT AMP/VOLT/PROP AMP GAUGE
560.14.927 GLARE SHIELD FAN INSTALLATION
91-20-00
Change 14 91-16
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JetProp Maintenance Manual

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JetProp DLX

Revision Date Summary of Change Sections Affected

(Continued on the following page)

Log of Revisions (Continued)

Revision Date Summary of Change Sections Affected

Change 8 Apr 2006 Reflect Change 8 Cover

(Continued on the following page)

Change 12 May 2013 Reflect Change 12 Cover

LIST OF EFFECTIVE PAGES

Introduction i-1 Change 10 Mar 2011

LIST OF EFFECTIVE PAGES

B. Assignment of Subject Material

2. Sub-System/Section - The major systems/chapters of an airplane are broken down into

3. Unit/Subject - The individual units within a sub-system/section may be identified by the

E. List of Effective Pages

F. Serial Number Explanation

PA-46-350P Malibu Mirage

G. System/Chapter index Guide

SYSTEM/ SUB-SYSTEM/ TITLE

6 DIMENSIONS AND AREAS

7 LIFTING AND SHORING

8 LEVELING AND WEIGHING

9 TOWING AND TAXIING

10 PARKING AND MOORING

SYSTEM/ SUB-SYSTEM/ TITLE

SYSTEM/ SUB-SYSTEM/ TITLE

30 ICE AND RAIN PROTECTION

SYSTEM/ SUB-SYSTEM/ TITLE

SYSTEM/ SUB-SYSTEM/ TITLE

39 ELECTRICAL/ELECTRONIC PANELS &

SYSTEM/ SUB-SYSTEM/ TITLE

70 STANDARD PRACTICES ENGINE

73 ENGINE FUEL SYSTEMS

SYSTEM/ SUB-SYSTEM/ TITLE

91 CHARTS & WIRING DIAGRAMS

H. Warnings, Cautions and Notes

Pratt & Whitney Publications:

When servicing or inspecting vender equipment installed on the JetProp DLX,

Vendor Address: Sanden International Inc.

2. AIR CONDITIONING EVAPORATORS AND BLOWERS:

Vendor Address: Enviro Systems, Inc.

Vendor Address: Lucas Aerospace Aircraft Parts Corp.

Vendor Address: Kelly Aerospace, Power Systems

Vendor Address: Bendix/King Radio Corporation S-TEC Corporation

Vendor Address: Concorde Battery Systems

Vendor Address: Parker Hannifin Corp.

10. EMERGENCY LOCATOR TRANSMITTER:

Vendor Address: Artex Aircraft Supplies

Vendor Address: Pratt & Whitney Canada

12. FIRE EXTINGUlSHER (PORTABLE)

Vendor Address: H3R Inc,.

13. FORCE APPLICATOR KIT ;

Vendor Address: Safe Flight Instrument Corp.

14. FUEL BOOST PUMP, VACUUM PUMP VACUUM REGULATORS

Vendor Address: Parker Hannifin Corp.

15. GROUND BLOWER (OPTIONAL):

Vendor Address: Electro-Mech Inc.

16. GEAR LOCKING ACTUATORS, NOSE GEAR DOOR ACTUATOR, HYDRAULIC

Vendor Address: Gar-Kenyon Controls Division Parker Hannifin Corp

17. HI-LOK FASTENERS AND TOOLS:

Vendor Address: Hi-Shear Corporation

18. NAVIGATION/STROBE LIGHTS STANDBY/MAP LIGHTS:

Vendor Address: Whelen Engineering Co. Inc.