Thrush Aircraft S2R-R1340 Maintenance Manual
THRUSH AIRCRAFT INC – MODEL S2R-R1340
AIRCRAFT MAINTENANCE MANUAL
THRUSH AIRCRAFT INC.
AIRCRAFT MAINTENANCE MANUAL
SINGLE COCKPIT AND DUAL COCKPIT
Model S2R – R1340
Serial Numbers S2R-R1340 S/N 036 & up
Issued January 1, 2008
Note:
All serial numbers with the DC suffix indicate the dual cockpit configuration.
Manufacturer’s Serial Number: ____________
Registration Number: ____________________
Thrush Aircraft Inc.
P. O. Box 3149
300 Old Pretoria Road
Albany, GA 31706
Telephone: 229-883-1440
Fax: 229-436-4856
Effective: 01/01/2008
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THRUSH AIRCRAFT INC – MODEL S2R-R1340
AIRCRAFT MAINTENANCE MANUAL
INTRODUCTION
This publication provides information for the Thrush Aircraft, Inc. Model S2R-R1340 Thrush
600 aircraft. Installations or equipment will vary from model to model due to the wide range
of optional equipment. The information contained within this manual is based on data
available at the time of publication and will be kept current by changes or service
publications.
This manual contains information on aircraft systems and operating procedures required for
safe and effective maintenance. It shall not be used as a substitute for sound judgment.
In this manual:
WARNING
-- Indicates a strong possibility of severe personal injury or loss of life if
instructions are not followed.
CAUTION
-- Indicates a possibility of personal injury or equipment damage if
instructions are not followed.
* NOTE * -- Gives helpful information.
Attention: Owners, Operators and Maintenance Personnel:
Detailed descriptions of standard workshop procedures, safety principles and service
operations are NOT included in this manual. Please note that this manual DOES contain
warnings and cautions against some specific service methods which could cause
PERSONAL INJURY or could damage an aircraft or MAKE IT UNSAFE. Please
understand that these warnings cannot cover all conceivable ways in which service,
whether or not recommended by Thrush Aircraft Inc., might be done or of the possible
hazardous consequences of each conceivable way, nor could Thrush Aircraft Inc.
investigate all such ways. Anyone using service procedures or tools, whether or not
recommended by Thrush Aircraft Inc. must satisfy themselves thoroughly that neither
personal safety nor aircraft safety will be jeopardized.
All information contained in this manual is based on the latest product information available
at the time of printing. Thrush Aircraft, Inc. reserves the right to make changes at any time
without notice.
Manual Organization
This maintenance manual is divided into the following eleven sections, each with its own
table of contents:
SECTION 1..................................................GENERAL INFORMATION
SECTION 2..................................................SERVICING & INSPECTION
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SECTION 3..................................................HYDRAULICS
SECTION 4.................................................. POWER PLANT AND PROPELLER
SECTION 5.................................................. FUEL SYSTEM
SECTION 6.................................................. LANDING GEAR, WHEELS & BRAKES
SECTION 7.................................................. FLIGHT CONTROLS
SECTION 8..................................................INSTRUMENTS
SECTION 9.................................................. DISPERSAL SYSTEMS
SECTION 10................................................ ELECTRICAL
SECTION 11................................................ AIRWORTHINESS LIMITATIONS
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INTRODUCTION
SECTION 1
GENERAL
INFORMATION
SECTION 2
SERVICING &
INSPECTION
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SECTION 2
SERVICING &
INSPECTION
SECTION 3
HYDRAULICS
SECTION 4
POWERPLANT &
PROPELLER
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SECTION 4
POWERPLANT &
PROPELLER
SECTION 5
FUEL SYSTEM
SECTION 6
LANDING GEAR,
WHEELS & BRAKES
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SECTION 6
LANDING GEAR,
WHEELS & BRAKES
SECTION 7
FLIGHT CONTROLS
SECTION 8
INSTRUMENTS
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SECTION 8
INSTRUMENTS
(Continued)
SECTION 9
DISPERSAL SYSTEMS
SECTION 10
ELECTRICAL
SYSTEM
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SECTION 11
AIRWORTHINESS
LIMITATIONS
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THRUSH AIRCRAFT INC – MODEL S2R-R1340
AIRCRAFT MAINTENANCE MANUAL
LOG OF REVISIONS
Pages Description of Revisions
Eng’rg
Approval
FAA
Accepted
NC All New Manual
1/1/08
Oct. 17,
2008
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AIRCRAFT MAINTENANCE MANUAL
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SECTION 1
GENERAL INFORMATION
TABLE OF CONTENTS
GENERAL DESCRIPTION................................................................................................2
CONTACT INFORMATION.....................................................................................2
PRINCIPAL DIMENSIONS ................................................................................................2
GENERAL.....................................................................................................................2
WEIGHT & BALANCE ..................................................................................................2
WING............................................................................................................................3
HORIZONTAL STABILIZER AND ELEVATORS ..........................................................3
VERTICAL STABILIZER AND RUDDER......................................................................3
AREAS..........................................................................................................................3
SUPPLIER FURNISHED COMPONENT MANUALS....................................................4
AIRCRAFT STRUCTURE..................................................................................................4
FUSELAGE...................................................................................................................4
WING............................................................................................................................4
EMPENNAGE...............................................................................................................5
COCKPIT......................................................................................................................5
AIRCRAFT SYSTEMS.......................................................................................................5
HYDRAULIC SYSTEMS...............................................................................................5
POWER PLANT & PROPELLER..................................................................................5
FUEL SYSTEM.............................................................................................................5
LANDING GEAR, WHEELS & BRAKES.......................................................................6
FLIGHT CONTROLS....................................................................................................6
INSTRUMENTS............................................................................................................7
ELECTRICAL SYSTEM................................................................................................7
AIRCRAFT WEIGHT & BALANCE................................................................................
Figure 1-1: Aircraft 3-view.....................................................................................8
Figure 1-2: Aircraft Stations .................................................................................9
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AIRCRAFT MAINTENANCE MANUAL
GENERAL DESCRIPTION
The Thrush Aircraft Inc Thrush S2R-R1340 is designed especially for agricultural flying. It is a
monoplane featuring a full cantilever low wing and all metal construction. The design and
construction of the airframe components assure structural integrity, flight safety, and
minimum maintenance requirements. The Thrush S2R-R1340 is designed for the highest
crash load factors in the industry. Safety and reliabilit y of operation and maximum pilot crash
protection are proven and effective features of the design. The high strength overturn
structure is a proven design. The fuselage and overturn structure, constructed throughout of
chrome-moly steel tubing, are immensely strong in the cockpit area.
CONTACT INFORMATION
For further information related to this manual, please contact our Product Support Manager
at (229) 883-1440 extension 341.
PRINCIPAL DIMENSIONS
GENERAL
C. G. Range (See Airplane Flight Manual for pertinent data)
Forward Limit
Aft Limit
Datum
Wing Span 44.87 feet
Overall Length 30.29 feet
Height To Top Of
Canopy
Main Gear Tread 8.58 feet
Main Gear To Tail
Wheel
9.34 feet
19.26 feet
WEIGHT & BALANCE
Forward Limit at 7860 pounds and below
is 22.5 inches aft of datum.
Aft Limit at 7860 pounds and below is 30.0
inches aft of datum
Datum Is The Leading Edge Of The Wing.
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WING
Type Full Cantilever
Airfoil Section NACA 4412
Dihedral 3.50 Degrees
Aileron Travel
-Up 21 Degrees ±1 Degree
-Down 17 Degrees ±1 Degree
Flap Travel: Down 15 Degrees ±1 Degree
HORIZONTAL STABILIZER AND ELEVATORS
Span 204 Inches (17')
Elevator Travel
-Up 27 Degrees ±1 Degree
-Down 17 Degrees ±1 Degree
Trim Tab Travel
-Up 8 Degrees ±1 Degree
-Down 22 Degrees ±1 Degree
VERTICAL STABILIZER AND RUDDER
Vertical Fin Offset 0 Degrees ±1 Degree Left and Right
Rudder Travel 24 Degrees ±1 Degree Left and Right
AREAS
Wing 336.53 Square Feet
Aileron (Each) 23.40 Square Feet
Flaps (Each) 15.30 Square Feet
Stabilizer 39.30 Square Feet
Elevators 20.40 Square Feet
Elevator Tabs (Each) 1.30 Square Feet
Vertical Fin 9.43 Square Feet
Rudder 12.22 Square Feet
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THRUSH AIRCRAFT, INC – MODEL S2R-R1340
AIRCRAFT MAINTENANCE MANUAL
SUPPLIER FURNISHED COMPONENT MANUALS
COMPONENT MANUAL PART #
R1340 AN1 Maintenance Manual 118611
R1340 AN1 Parts Manual N/A
Propeller Owner’s Manual N/A
Note: Should there be a conflict between the information in this manual and that in th e
manuals for component parts, the information in the component part manual takes
precedence.
AIRCRAFT STRUCTURE
FUSELAGE
The fuselage is comprised of a welded
tubular steel frame, fiberglass hopper, and
detachable skins. An overturn structure
forms an integral part of the fuselage
frame. The frame structure is fabricated
from 4130 chrome-moly seamless steel
tubing, and the fittings, bushings, brackets,
and so forth are 4130 steel sheet.
As a corrosion preventative, hot linseed oil
is pumped throughout the entire welded
structure. On an average, 12 gallons are
pumped into the frame and 11 to 11 ½
gallons drain out, leaving a residual interior
coating on all members. The exterior of
the frame is sandblasted, etched, and
primed, which is followed by two coats of
polyurethane paint that is resistant to
chemical reaction.
The fuselage is covered with heat treated
Alclad panels attached with camloc
fasteners. Side skins can be removed
using only a screwdriver, thus exposing
the fuselage frame for thorough cleaning
and inspection. All skins are supported
clear of the fuselage tubing to prevent
accumulation of corrosive chemicals.
Each skin panel is etched, primed, and
painted before assembly to ensure
complete coverage. All bottom fuselage
skins around the hopper opening and aft to
the tail post are made of stainless steel.
The skin fasteners in the high corrosion
areas are also stainless steel.
WING
The wing has a constant chord of 90
inches, and is all metal, full cantilever
design. The massive main spar is a
tension field beam structure constructed
from Alclad webs and high strength heattreated steel caps. All wing skins, ribs, and
leading edges are constructed from Alclad
heat-treated material. The leading edge
structure is made especially strong to
minimize denting and is riveted with
universal rivets for strength. The fuel
tanks, which are located in the inboard
section of the wing, are an integral part of
the structure. Close pitch riveting of the
seams, substantial reinforcement, and
flexible sealants minimize chances of
rupture in crash conditions. Drain holes
are provided in adjacent bays to prevent
accumulation of fuel in the event of a leak.
The ailerons and flaps are all metal
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AIRCRAFT MAINTENANCE MANUAL
construction and are hinged on ball
bearings. The flaps are electrically
operated by push rods and are completely
sealed against chemical entry. Flap
hinges are stainless steel.
EMPENNAGE
The horizontal stabilizer, elevator, rudder
and vertical fin are an all-metal structure.
All skins, ribs and leading edges are
constructed from alclad material. The
movable surfaces are hinged on sealed
bearings that can be easily replaced. The
rudder and the elevator have aerodynamic
balances that are protected by overhangs
on the fixed surfaces.
COCKPIT
There are two choices of the enclosed
cockpit canopies for the Thrush S2RR1340 (1) the SINGLE cockpit canopy or
(2) the DUAL cockpit canopy. The
overturn structure of both is exceptionally
strong and welded to "hard points" in the
fuselage frame. The forward bracing
supports the windshield support channels
and is welded to a lateral tube that is
curved to provide more head clearance.
The fiberglass canopy shell has extra
thickness on the top portion and is well
attached to the extra large steel tube
structure so that it will serve as a skid in
case of overturn. The large canopy doors
permit easy entrance to one or both
cockpits. The doors should not be
removed for flight, as the aircraft
performance will be degraded. The
cockpit seat belts are anchored to the seat
structure, and the shoulder harnesses are
secured to a steel channel at the bottom of
the seat structure. The seats adjust
vertically. The rudder pedals adjust fore
and aft. The windshield is a three-piece
construction. The center section is
tempered safety plate glass for better
resistance to scratching and bird strikes.
The windshield side panels are Plexiglas
and are curved to provide streamlining.
AIRCRAFT SYSTEMS
HYDRAULIC SYSTEMS
The hydraulic system consists of two
master brake cylinders with hydraulic lines
connecting the master cylinders to the
wheel brake cylinders. Applying toe
pressure on the rudder pedals actuates the
master cylinders, which are located above
and just aft of the pilot’s rudder pedals. A
small reservoir is incorporated within each
master cylinder to supply the system with
brake fluid.
POWER PLANT & PROPELLER
The Thrush S2R-R1340 is powered by the
Pratt & Whitney R1340–AN1, –S3H1 or –
S1H1 nine-cylinder supercharged Wasp
radial engine. The propeller is a constant
speed Hamilton Standard 12D40 hub with
all metal 6101-12 or EAC AG-100-2
blades.
This combination provides takeoff power of
600 BHP at 2250 RPM. The engine mount
is a welded chrome-moly tube truss, stress
relieved after welding. The engine is
attached to the mount through rubber
vibration isolators.
Accessibility for servicing and inspection in
the engine compartment is exceptional. A
large access door is provided on the left
side, and cowl panels are easily removed
for full access.
FUEL SYSTEM
A 133-gallon (useable) fuel supply is
available for the Thrush S2R-R1340.
Sixty-eight gallons of fuel is contained in
an integral wing tank (wet wing) just
outboard of the wing root. The left wing
and right wing fuel tanks are
interconnected through a 4.5 U.S. gallon
header tank that is located in the fuselage.
The fuel supply line to the engine is routed
from the header tank outlet finger screen
through a fuel shutoff (on/off) valve to an
electric driven fuel boost pump.
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AIRCRAFT MAINTENANCE MANUAL
The electrically driven fuel boost pump
provides boosted fuel pressure to the
engine during starting. The electric driven
fuel boost pump discharge is then routed
through a 25-micron main fuel filter to the
carburetor. A separate electrically actuated
primer pump injects fuel directly into the air
intakes of the top five cylinders to facilitate
engine starting.
The fuel tank vent system is designed to
keep the fuel spillage to a minimum. The
fuel tanks are vented through tubing
connected at both the inboard and
outboard ends of the individual fuel tanks
to the centrally located vent system in the
fuselage. Ram air enters a vent scoop, on
the fuselage, under the left wing and
pressurizes the vent system to maintain
positive pressure on the fuel tanks. The
vent system is provided with two quick
drains, located on the fuselage under each
wing, to drain any fuel that might have
gotten into the tanks outboard vent lines.
The fuel quantity gauge is located on the
lower left instrument panel. The fuel
quantity indicating system consists of two
transmitters, one indicator gauge, and an
L/H or R/H tank fuel quantity selector
switch. A transmitter installed in each wing
tank transmits an electrical signal to the
single fuel quantity indicator. The
instrument reads the left or right fuel tank
singularly, as chosen by the fuel quantity
selector switch, adjacent to the fuel
quantity indicator gauge on the instrument
panel.
reduce condensation and allow any
entrapped water accumulations to settle to
the fuel system drains, to be removed,
prior to the next flight.
Prior to the first flight of the day the wing
tanks, header tank and fuel filter should be
drained to check for the presence of water
or sediment in the fuel system. If there is a
possibility, at any time, that any tank may
contain water, the header tank and fuel
filter should be drained as necessary to
ensure no water exists in the fuel system.
For fuel system servicing information, refer
to Section 2.
LANDING GEAR, WHEELS &
BRAKES
The main landing gear is a welded truss of
streamlined chrome-moly steel tube. The
left main gear and the right main gear are
symmetrical. The main tires are 29 x 11
on Cleveland 40-133 wheels with 30-98
dual caliper disc brakes. Inboard mounted
elastomeric shock struts absorb landing
and taxi stresses. The brake system has
individual toe brakes and individual park
brakes. The use of a special N-513
compound cup in each master cylinder
permits the use of MIL-H-5606, a heavyduty aviation hydraulic fluid. The tail gear
uses a 12.5 x 4.5 tire and tube mounted in
a symmetrical fork with a spring steel
shock absorber. The tailwheel is normally
locked but can be unlocked for fullcastering as the airplane is steered with
the brakes.
The two fuel tanks are serviced through
filler ports located on the top of each wing.
The filler ports incorporate security chains
to prevent the loss of the fuel caps.
Service the aircraft from refueling facilities
that utilize proper ground handling
equipment and filter systems to remove
impurities and water accumulation from the
bulk fuel. If filtering facilities are not
available, filter the fuel through a quality
high-grade chamois. Fuel tanks should be
serviced after the last flight of each day to
The flight controls are of conventional
design employing extensive use of ball
bearings for low friction and smoothness of
operation. The aileron and elevator
controls are push rod systems and rudder
control is through tension cables. The
elevator trim control is actuated by a lever
that moves the tab to the desired position
through push rods. The wing flaps are
operated electrically and controlled by a
FLIGHT CONTROLS
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AIRCRAFT MAINTENANCE MANUAL
switch located on the left side of the
cockpit. The rudder controls are
interconnected by springs to the aileron
system so that a wing may be lifted with
the rudder alone.
INSTRUMENTS
The standard instruments are located on
three separate panels: An upper panel, a
left panel, and a right panel. The left panel
contains a clock, oil temperature, hour
meter, fuel pressure, oil pressure and fuel
quantity gauges. The right panel contains
a voltmeter, ammeter, and circuit breakers.
The upper panel contains propeller
tachometer and a standard flight instrument
package.
ELECTRICAL SYSTEM
The standard 24 volts and 50 amp (70 for
dual control version) electrical system
consists of the starting system, the
wiper/washer system, the navigation lights
and the strobe lights. The navigation
lights, strobe lights, landing lights, working
lights and the air conditioner system are
optional. The electrical system obtains
power from a single 24-volt battery and
one alternator. An external power
receptacle is standard equipment and may
be used for connecting a 24-volt ground
power unit to the aircraft for engine starting
or maintenance. The ground start system
utilizes the master relay so that starting is
accomplished by engaging the starter
switch.
AIRCRAFT WEIGHT & BALANCE
Refer to S2R-R1340 Flight Manual for
detailed aircraft weight and balance
information.
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Figure 1-1: Aircraft 3-view
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Figure 1-2: Aircraft Stations
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THIS PAGE INTENTIONALLY LEFT BLANK
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SECTION 2
SERVICING & INSPECTION
TABLE OF CONTENTS
SERVICING & INSPECTION..........................................................................................
GROUND HANDLING ............................................................................................... 3
TOWING............................................................................................................... 3
TAXIING...............................................................................................................3
PARKING .............................................................................................................3
MOORING............................................................................................................3
JACKING..............................................................................................................3
LEVELING............................................................................................................3
Figure 2-1: Tie Down and Jack Points............................................................. 4
WEIGHING...........................................................................................................4
Calculated Weight........................................................................................... 4
Weighing the Airplane.....................................................................................5
COLD WEATHER OPERATION..................................................................................... 5
COLD WEATHER MAINTENANCE HINTS ...............................................................6
GROUND EMERGENCY PROCEDURES...................................................................... 6
ENGINE FIRES....................................................................................................6
ELECTRICAL FIRES............................................................................................6
GROUND OPERATION OF ENGINE ............................................................................. 6
EXTERIOR PRE-START CHECK ........................................................................ 7
PRE-START CHECKLIST....................................................................................7
COCKPIT PRE-START CHECK...........................................................................7
STARTING ENGINE............................................................................................. 7
ENGINE OPERATIONAL CHECKS...........................................................................8
3
SYSTEM AND COMPONENT SERVICING....................................................................
HYDRAULIC SYSTEM ..............................................................................................9
ENGINE OIL SYSTEM...............................................................................................9
ENGINE AIR INDUCTION AND FILTER CLEANING..............................................
FUEL SYSTEM........................................................................................................10
Figure 2-2: FUEL SYSTEM..............................................................................
DEFUELING.......................................................................................................12
LANDING GEAR, WHEELS & BRAKES..................................................................12
TIRES.................................................................................................................
MLG SHOCK STRUTS....................................................................................... 12
BRAKE BLEEDING............................................................................................13
ENGINE DEPRESERVATION.................................................................................
ENGINE PRESERVATION PROCEDURE.........................................................13
Table 2-1: ENGINE PRESERVATION PROCEDURES....................................
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10
11
12
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INSPECTION.................................................................................................................22
INSPECTION CHECK LIST.....................................................................................22
GENERAL INSTRUCTIONS...............................................................................22
Figure 2-3: R1340 Servicing and Inspection Guide.......................................22
Table 2-2: INSPECTION CHECK LIST...................................................................23
A: PROPELLER................................................................................................
B: ENGINE EXTERNALS..................................................................................
C: ENGINE OIL SYSTEM..................................................................................24
D: ENGINE FUEL SYSTEM ..............................................................................25
E: AIR INDUCTION SYSTEM............................................................................25
F: AIRFRAME FUEL SYSTEM..........................................................................26
G: IGNITION SYSTEM......................................................................................27
H: MAIN LANDING GEAR ................................................................................27
J: HYDRAULIC SYSTEM..................................................................................28
K: TAIL GEAR ...................................................................................................28
L: FUSELAGE SKINS.......................................................................................
M: HOPPER ......................................................................................................
N: WINGS..........................................................................................................30
P: FUSELAGE FRAME.....................................................................................31
Q: CONTROL SYSTEMS..................................................................................32
R: EMPENNAGE...............................................................................................33
S: AILERONS AND FLAPS ..............................................................................33
T: COCKPIT ......................................................................................................34
U: ELECTRICAL SYSTEM................................................................................34
BATTERY MAINTENANCE......................................................................................35
23
23
30
30
AIRFRAME MAINTENANCE........................................................................................35
CORROSION CONTROL.........................................................................................35
WINDSHIELD...........................................................................................................36
HOPPER REPAIR ....................................................................................................36
FUEL TANK REPAIR...............................................................................................36
Table 2-3: TORQUE CHART ..................................................................................
LUBRICATION..............................................................................................................38
Figure 2-4: Lubrication Chart (9 pages)...........................................................38
37
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SERVICING & INSPECTION
Standard procedure for ground handling,
servicing, inspection, airframe
maintenance, lubrication, and storage are
included in this Section. Adherence to
these procedures on a scheduled basis
can save many hours of maintenance and
aircraft down time. When a system
component requires service or
maintenance other than that outlined in
this Section, refer to the applicable Section
of this manual for complete information.
GROUND HANDLING
TOWING
Movement of the aircraft on the ground
may be accomplished as follows:
a. Pull and guide the aircraft by means of
a tow bar with the tail wheel unlocked.
b. Attach a rope harness to the main
gear when there is a need to tow the
aircraft forward through snow or over
soft and/or muddy ground.
Head the aircraft into the wind and set the
parking brake. Do not set the parking
brake during cold wet weather because the
accumulated moisture may freeze in the
brakes. Do not set the parking brake if the
brakes are overheated. Install the internal
control lock and place the chocks under
each main wheel.
MOORING
Reference Fig. 2-1
Park aircraft as previously outlined. In
winds up to 20 knots, secure the aircraft at
the wing tie down rings. For winds above
20 knots, tie the tail and main gear as well
as the wings. Install external control
surface locks. The aircraft should be
placed in a hangar when wind velocity is
predicted to exceed 50 knots. When
mooring the aircraft, use 3/4-inch manila or
nylon rope. A clove hitch or other anti-slip
knot should be employed. If a manila rope
is used for tie down, allow enough slack to
compensate for shrinkage of the rope fiber
without damaging the aircraft.
TAXIING
Before attempting to taxi the aircraft,
maintenance personnel should be checked
out by qualified personnel. When it is
determined that the propeller area is clear,
apply the power to start the taxi roll and
perform the following:
a. Push the stick full forward to unlock
the tail wheel.
b. Taxi a few feet and check the brake
operation.
c. While taxiing, make slight turns to
determine that the tail wheel steering
is operative.
d. Avoid taxiing over ground covered with
loose stones, gravel, or other loose
material that may cause foreign object
damage to the propeller or to other
aircraft in the area.
JACKING
Reference Fig. 2-1
Jack points are provided on each main
spar and located at wing stations 120 &
193.38. When using the jack points to lift
the aircraft, all hopper loads should be
removed. (Fig. 2-1) A jack point is also
provided on the tail wheel trunnion attach
fitting on the lower left longeron.
LEVELING
Reference Fig. 2-1
The aircraft may be leveled by raising the
tail to an approximate level flight position
by supporting the tail on a stable jack or
platform. Adjust the height of the tail wheel
until the left-hand lower longeron located
under the pilot’s cockpit is level. The lower
left side panel must be removed for access
to the leveling longeron.
PARKING
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LEVELING LONGERON,
LEFT SIDE
Figure 2-1: Tie Down and Jack Points
WEIGHING
Calculated Weight
The weight and center of gravity (C.G.) of
the airplane as it left the factory is supplied
with all the other paperwork.
Slight changes to the aircraft that do not
significantly alter the weight or C.G. can be
ignored, but judgment must be used when
doing so. A change weighing a pound in
the aft fuselage may be more significant
than a 5# change under the cockpit.
For changes that do significantly affect the
weight or C.G., the new empty weight and
C.G. can generally be calculated and
logged in the log book. To do this you
must know the weight change (+ for
added, - for subtracted) and its distance, in
inches, from the aircraft datum (wing
leading edge), “+” being aft of the datum
and “-“ being forward.
*NOTE*
Center of Gravity (C.G.) location
is NOT the same as fuselage
station.
The existing empty weight and C.G.
produces a moment by multiplying the two
together, and all three should be logged.
Changes to the aircraft will also have a
weight and location for their C.G., which
will give their moment when multiplied
together.
To determine the new empty weight, the
existing weight and the weight change are
totaled. To find the new C.G., the existing
moment and the moment change are
totaled and this new moment is divided by
the new empty weight.
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For example:
Existing weight = 4,723#
Existing C.G. = 25.43”
Existing moment = 4723 x 25.43 =
120,106 in.#
Added equipment weight = 17#
C.G. of equipment = -23.5 (ie. forward
of wing leading edge)
Moment change = 17 x (-23.5) =
- 400 in.#
New weight: 4,723 + 17 = 4,740#
New moment: 120,106 – 400 =
119,706 in.#
New C.G.: 119706 ÷ 4740 = 25.25”
(aft of datum)
New weight and C.G. due to large weight
changes, installations that are difficult to
determine the C.G. of, or multiple small
changes should generally be determined
by re-weighing the airplane.
The airplane must be in a ready to fly
condition during weighing, except that the
fuel tanks may hold unusable fuel (1.5
GAL. per side).
Three scales will be needed for this
operation: two with about a two ton
capacity and one with a half ton capacity.
These scales need to be in good condition
and calibrated within the past year.
The two large scales are placed under the
MLG tires, and the small scale is placed
under the tailwheel. The airplane must be
level during this process (see LEVELING,
above), which will require a tail stand. The
new weight is simply the total of the three
scale readings, unless the tail stand had to
be placed on the rear scale. If this was
done, the weight of the tail stand and any
shims must be subtracted from the aft
scale reading. This is not necessary if the
scale was between the tailwheel and the
stand.
Weighing the Airplane
The new moment is the sum of the main
gear scale readings multiplied by 3.10”
(the distance the MLG axles are behind
the wing leading edge) plus the rear scale
reading (adjusted for tare as necessary)
multiplied by 233.13”. The new empty
weight C.G. is the total moment divided by
the total weight.
For example:
Left MLG scale reading = 2,127#
Right MLG scale reading = 2,105#
Tailwheel scale reading = 472#
Tare weight (ie. tail stand and shims if
placed on top of the scale) = 65#
New empty weight: 2127 + 2105 + 472
– 65 = 4,639#
New moment: (4232 x 3.1) + (407 x
233.13) = 108,003 in.#
New C.G.: 108003 ÷ 4639 = 23.28”
COLD WEATHER OPERATION
Aircraft operation in cold weather creates a
need for additional maintenance practices
and operating procedures that are not
required in moderate temperatures.
Whenever possible, shelter the aircraft in a
heated hangar to prevent frost, ice, or
snow accumulation that requires added
maintenance time to remove. These
weather elements, if allowed to
accumulate only a fraction of an inch in
thickness on the critical airfoils and control
surfaces, seriously degrade aircraft lift and
flight control effectiveness. The possibility
of aircraft system failures is increased
when the aircraft is parked where wind
driven snow or freezing rain can be forced
into various openings of the aircraft. If the
aircraft is to be moored outside in extreme
cold, the battery should be kept fully
charged to prevent freezing. Make certain
that all vents, air inlets, and so forth are
covered.
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Locating the aircraft inside a heated
hanger is the most effective method of
preheating the aircraft. The use of an
external power unit is recommended to
conserve the battery.
COLD WEATHER MAINTENANCE
HINTS
POST FLIGHT MAINTENANCE: Cold
weather operation demands procedures
that are in addition to normal Post Flight
Maintenance Procedures. Fill the fuel
tanks immediately after flight. If shelter is
not available, tie the aircraft down and
install covers on all vents, openings, etc.
as required.
The information that follows is intended
only for the purpose of supplementing the
existing information in this manual when
operating the aircraft in very cold weather.
Keeping the aircraft in top maintenance
condition during cold weather cannot be
over stressed.
BATTERY: The battery should be
maintained at full charge during cold
weather to prevent freezing. After adding
water to the battery in freezing
temperatures, charge the battery to mix
the water and electrolyte. A frozen battery
may explode when subjected to a high
charge rate. Corrosive damage to the
area adjacent to an exploded battery will
result if the electrolyte solution is not
removed immediately. Instructions for
removing spilled electrolyte are provided in
this Section. The battery should be
removed and stored in a warm place if the
aircraft is to remain idle for an extended
period of time.
GROUND EMERGENCY
PROCEDURES
Emergency procedures must be
accomplished as rapidly as possible,
should an emergency arise. It is
suggested that steps pertaining to each
emergency be committed to memory in
order to accelerate the procedure and
minimize any possible damage.
ENGINE FIRES
If a fire develops in the engine area during
engine start, continue to attempt to start
the engine in an attempt to blow the fire
out. If the fire persists, proceed as follows:
a. Mixture Control - Idle Cut Off
b. Starter Switch - Off
c. Master Switch - Off
d. Fuel Shutoff Valve - Off
e. Abandon the aircraft
ELECTRICAL FIRES
FUEL SYSTEM: In the fuel system,
condensation is more likely to occur in cold
weather due to a more rapid and positive
division of moisture content from other fuel
constituents. If at all possible, use fueling
facilities that filter moisture from the fuel. If
fueling facilities with filters are not
available, filter the fuel through a good
quality chamois. Fill the tanks with correct
grade of fuel as soon as possible after
landing to reduce the possibility of
condensation and ice formation in the
tanks. Fuel extracted from fuel header
tank drain before starting deserves a
closer examination when the aircraft is
being operated in cold weather.
Circuit breakers will automatically trip and
stop the current flow to a shorted circuit.
However, as a safety precaution in the
event of an electrical short circuit or fire,
turn the battery switch to off. Use a fire
extinguisher approved for electrical fires to
extinguish any flame. Do not leave the
aircraft unattended so long as there is any
evidence of fire or hot spots.
GROUND OPERATION OF ENGINE
Reference Section 4
Perform all engine ground operations with
the mixture control in FULL RICH position
and the propeller control in HIGH RPM
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AIRCRAFT MAINTENANCE MANUAL
position (except during propeller governor
test).
CAUTION
Do not allow oil temperature to
exceed maximum limits.
EXTERIOR PRE-START CHECK
Visually check the aircraft for general
condition. Verify that all Camlocs on the
skin panels are fastened. Remove all
accumulations of frost, ice, or snow in cold
weather from the wing, the tail, and the
control surfaces. Check that the control
surfaces contain no internal accumulations
of ice. Remove the exhaust cover, if fitted.
If night flight is planned, check the
operation of all lights and have a flashlight
available.
After a complete exterior visual inspection
has been accomplished, the following
checklist may be used for the remainder of
the exterior pre-start checks.
PRE-START CHECKLIST
a. The aircraft should be headed int o the
wind and should have the wheel
chocks in place.
b. A fire extinguisher must be readily
available in the event of an engine fire.
c. Check the engine oil level. Do not
operate with less than 4 gallons of oil.
Fill oil tank if extended flight is
anticipated. Assure that the oil system
has been serviced with the correct
grade and weight of oil (see Section
IV).
d. Clear area of personnel and loose
objects.
d. Check the fuel quantity indication in
both tanks.
e. Set the trim tabs for takeoff.
f. Turn Battery Switch ON, or to EXT
PWR position if external power will be
used to start the engine.
STARTING ENGINE
Use the following procedure to start the
R1340 engine:
WARNING
Ignition switch must be OFF
when rotating the propeller by
hand.
a. If the engine has not been run in
several hours, pull the propeller
through several revolutions by hand. If
engine has not been run for more than
3 days, refer to Section 4 for
applicability of pre-oiling procedures.
b. Fuel Shutoff Valve – ON
c. Mixture – FULL RICH
d. Propeller – HIGH PITCH (low RPM)
*NOTE*
Placing the propeller control in
the High Pitch/Low RPM position
prevents momentary loss of oil
pressure due to filling the
propeller hub.
e. Carburetor Heat - OFF
f. Throttle – OPEN to 600 RPM (approx.
½ inch)
g. When starting a cold engine – Prime 2
to 4 times. When starting a hot
engine, it is not usually necessary to
use the primer.
COCKPIT PRE-START CHECK
WARNING
a. Verify that the internal control lock has
been removed and that the controls
operate
b. Place all switches in the OFF position.
c. Set the parking brake.
Propeller area must be clear of
personnel, work benches and
equipment prior to engaging
starter.
h. Battery and Alternator Switches - ON
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i. Starter Switch – ENGAGE
j. Ignition Switch – BOTH after propeller
has made approximately 10 full
revolutions..
k. When Engine Catches - Engine Starter
Switch - Off
l. Oil Pressure - Check for INDICATION
of pressure. If there is no indication of
oil pressure almost immediately, stop
engine and determine cause.
m. Adjust engine speed to approximately
600 RPM.
n. Move propeller control to LOW PITCH/
HIGH RPM
ENGINE OPERATIONAL CHECKS
After engine start, allow engine to warm up
at 800 to 1000 RPM until a minimum oil
temperature of at least 40 ºC (105 ºF) is
reached.
POWER CHECK: Open the throttle until
the manifold pressure is equal to the field
barometric pressure (indicated be the
manifold pressure gage reading before
starting the engine). The RPM obtained
will be approximately 2000 RPM,
depending on the low pitch setting of the
propeller. When the RPM is once
established for the installation, variation
in altitude of various fields will not change
the RPM that results from opening the
throttle to the manifold pressure equal to
the field barometric pressure, the engine is
not delivering the correct power or the
propeller is not set properly and an
investigation should be made to determine
the cause.
If magneto switch remains OFF
for longer than a few seconds,
backfiring May occur when
magneto is switched to BOTH
If engine continues to run with the ignition
switch off, stop engine by placing mixture
control in IDLE CUT-OFF and check
magneto ground.
MAGNETO CHECK: Advance throttle to
2000 RPM and rotate ignition switch from
BOTH to RIGHT position and back to
BOTH and note RPM drop. Rotate ignition
switch from BOTH to LEFT and back to
BOTH and note RPM drop. Drop should
not exceed 100 RPM on either magneto
and should not exceed 40 RPM variation
between the two magnetos. Normal
magneto drop is 50 to 75 RPM.
INSTRUMENTS: Check the instruments
for indications as follows:
a. Engine oil temperature should be
between 40ºC (105ºF) minimum and
93ºC (200ºF) maximum.
b. Engine oil pressure at 2000 RPM
should be 70 PSI minimum.
c. Fuel pressure at 2000 RPM should be
5±1 psi.
d. Check carburetor heat at 1900 RPM. A
noticeable momentary drop in RPM
with heat full ON indicates satisfactory
operation.
e. Check ammeter at 1200 RPM. If a
definite charge is not indicated, stop
the engine and investigate.
CAUTION
IGNITION: Check ignition switch
grounding by retarding throttle to idle, and
momentarily switching magneto to OFF
and then to BOTH. The tachometer
should indicate a sudden RPM drop when
magneto ceases firing.
PROPELLER GOVERNOR: With engine
at 1900 RPM, move the propeller control to
HIGH PITCH/LOW RPM, a substantial
drop in RPM indicates satisfactory
governor operation. Return propeller to
LOW PITCH/HIGH PITCH RPM and note
any indication of sluggish or erratic
operation.
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CARBURETOR IDLING MIXTURE: With
engine at 450-600 RPM, check mixture
strength as follows:
a. While observing tachometer, slowly
move mixture control towards the FULL
LEAN position. Return mixture control
to the FULL RICH position before
engine dies.
b. If a momentary rise of not more than 20
RPM is observed before normal drop-
off, the mixture ratio is correct. If a
greater rise in RPM is noted, the
mixture is too rich. If no rise in RPM is
noted or an immediate drop-off in RPM
occurs, the mixture is too lean.
ENGINE SHUTDOWN: To perform
engine shutdown, proceed as follows:
a. Adjust throttle to 1500 RPM, idle
engine for a minimum of one minute to
cool engine.
b. Move propeller control to HIGH
PITCH/LOW RPM, and move throttle
to the IDLE position. Place mixture
control to FULL LEAN.
c. Open throttle slowly, continue opening
throttle slowly after engine starts to cut-
off, to full open throttle position.
d. After propeller stops turning, position
ignition switch to off.
e. Place fuel selector to OFF position,
place battery and generator switches to
OFF position.
SYSTEM AND COMPONENT
SERVICING
Servicing procedures contained in this
Section are confined to those maintenance
actions that occur with routine frequency
and require a reasonably short period of
time to accomplish. Servicing practices
and maintenance of aircraft systems and
components that require less frequent
attention are contained in the appropriate
sections of this manual.
HYDRAULIC SYSTEM
Reference Section 3
The hydraulic system consists of two
master brake cylinders and the necessary
hydraulic lines connecting the master
cylinders to the wheel brake cylinders.
Applying toe pressure to the rudder pedal
actuates the corresponding master
cylinder, which in turn actuates the brake
caliper piston. Refer to Section Six for
brake servicing procedures.
ENGINE OIL SYSTEM
Reference Section 4
The oil supply should be checked before
each flight (R-1340-AN1 engine, do not
operate with less than four gallons). Fill to
nine gallons for extended flights. Access
to the filler cap is gained through an
opening located on the top left side of the
fuselage cowling. Add oil that is of the
same quality and weight as that contained
in the oil tank. As a general rule, good
quality mineral base oil (60 weight
summer, 50 weight winter) is adequate.
For the use of approved types of
dispersant oil, refer to the applicable
Engine Manufacturers Service Bulletins.
OIL CHANGE: The frequency of
engine lubricating oil change will vary
depending upon the type, and condition, of
engine operation. It is recommended that
the engine lubricating oil be changed at the
maximum of 50 hour intervals, and more
frequently as working conditions require.
Oil that becomes dirty and contains sludge
deposits should be changed regardless of
time since last oil change. To change oil,
proceed as follows:
a. Start engine, and operate until a
minimum of 40ºC (105ºF) is reached.
b. Place a container having a capacity of
12 gallons or more beneath oil drain
valve. Attach a hose to drain valve to
minimize oil spillage.
c. Open drain valve and allow engine oil
to drain thoroughly. Allow adequate
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AIRCRAFT MAINTENANCE MANUAL
time for oil from the oil cooler to drain
also. Close drain valve.
* NOTE *
Drained oil should be
collected, strained and
examined for presence of
metal particles.
d. Remove, disassemble, inspect and
clean main pressure oil screen
assembly (see Section 4 for
disassembly and cleaning
procedures).
e. Remove and clean all sump drain
plugs and finger strainers.
f. After the lubricating oil system has
thoroughly drained, and all the filters
and screens have been cleaned and
reinstalled, verify that all points have
been safetied as required.
g. Service oil tank with approved type
and grade of engine oil.
h. Refer to Section 4 for appropriate pre-
oiling procedures.
i. After pre-oiling, start and run engine
until normal operating temperatures
are reached. During engine run-up
period, a careful check must be made
for any oil leaks.
a. Remove access panel.
b. Loosen the top four tie rod nuts.
Remove one tie rod.
c. Remove the four paper filters.
d. Install new filters. Install the removed
tie rod and tighten nuts.
* NOTE *
Avoid over tightening of tie
rod nuts. Do not crush the
paper filters.
e. Install access panel.
FUEL SYSTEM
Reference Section 5
REFUELING: (Ref. Fig. 2-2) Refuel the
aircraft with fueling facilities that contain
filters for removing the moisture content
from the fuel. If the fueling facilities with
filters are not available, filter the fuel
through a good grade of chamois. The
fuel tanks should be serviced after the last
flight of the day to allow maximum time for
the moisture to reach the sumps and
header tank. Service the aircraft with
80/87 octane or 100 octane low lead
aviation gasoline using the following
procedure.
WARNING
ENGINE AIR INDUCTION AND
FILTER CLEANING
Normal filtered air is drawn from within the
engine compartment through a stacked
arrangement of paper air filters (see Figure
4-4). These filters prevent rapid wear of
engine mounting parts caused by entry of
fine grit and dust into the internal moving
parts of the engine. The filters are
chemically treated and should not be
cleaned with solvents or cleaned with
compressed air. The paper filters may be
cleaned by lightly tapping on a hard
surface. If this method does not remove
the excess dirt and dust, replace the filters
with new ones. The filters may be removed
as follows:
Ground the aircraft to a proper
ground and the fuel servicing
equipment to the aircraft.
Smoking in or around the aircraft
during refueling operations is
prohibited. Fire protection
equipment must be immediately
available.
a. Turn all the switches off.
b. Remove the fuel filler cap. Fill the tank
until the fuel level rises to the filler
neck (or to desired quantity). Install
the fuel filler cap and service the
opposite fuel tank.
2-10 Effective 01/01/08
THRUSH AIRCRAFT, INC – MODEL S2R-R1340
AIRCRAFT MAINTENANCE MANUAL
* NOTE *
Since the wing tanks are
interconnected through the
header tank, the fuel can flow
from one tank to another.
Topping off both wing tanks
may be required more than one
time to assure that both wing
tanks are full.
c. After fueling is complete, check for
security of both fill port caps. Wash
any spilled fuel from the wing surface
with clean water.
FUEL DRAINS: (Ref. Fig. 2-2) Four fuel
drain points are provided to allow fuel
draining in order to extract the moisture
sediment and other contamination
entrapped in the system. The drains are
located at the low point of each wing tank
(aft inboard bottom), the bottom of the
header tank, and the bottom of the firewall
fuel filter (Fig. 2-2). Also provided are two
fuel vent drains, located on each side of
fuselage under the wings. All fuel drains
should be drained prior to the first flight of
the day. Drain a small quantity of fuel into
a transparent container to permit
inspection for the presence of moisture,
sediment or othere contaminants. If there
is any indication of contamination, the fuel
should be drained until all evidence of
contamination disappears.
Figure 2-2: FUEL SYSTEM
Effective: 01/01/08 2-11
THRUSH AIRCRAFT, INC – MODEL S2R-R1340
AIRCRAFT MAINTENANCE MANUAL
CAUTION
Visually check that all drain
valves are closed after draining.
FUEL SYSTEM SCREENS: (Ref. Fig. 2-
2) The airframe is equipped with five fuel
screens: 1/12 inch mesh finger strainers
in each wing tank outlet and a ¼ inch
mesh finger strainer installed in the outlet
fitting from the header tank. Inspect the
finger strainers annually or if the fuel
system is thought to have been or is
known to be contaminated with foreign
debris: i.e. moisture, debris or other
contaminants are noted in drained fuel
sample container, fuel source is known to
be contaminated etc.
FIREWALL MOUNTED FUEL FILTER:
(Ref. Fig. 2-2) The main fuel filter screen
should be inspected, cleaned and
reinstalled every 100 hours, or any time
fuel system contamination is suspected.
Refer to Section 5 for main fuel filter
servicing procedures.
DEFUELING
WARNING
Aviation gasoline is extremely
volatile and the vapors are
very explosive in heavy
concentrations. Smoking on
or around the aircraft is not
permitted at any time.
Aircraft and equipment
grounding procedures must
be strictly adhered to. Fire
extinguishing equipment must
be immediately available.
c. Open the drain valves and allow all
fuel to drain. When tanks are empty,
close the drain valves and move the
fuel containers a safe distance from
the aircraft.
d. Verify that all the drain valves are
closed.
e. Refer to Section 4 for applicability of
carburetor presoaking and fuel line
purging after defueling.
LANDING GEAR, WHEELS &
BRAKES
Reference Section 6
Check all gear assemblies for general
cleanliness, security of mounting, and
hydraulic leaks at prescribed inspection
intervals. Lubricate all lubrication points on
main and tail gear assemblies at
prescribed intervals.
TIRES
Tires should be inspected for proper
inflation, breaks, cuts, and foreign objects
in tread, flat spots and exposed cord.
Replace tire if there is any question of its
reliability. Proper inflation is necessary for
maximum tire life. Maintain 29x11-10 ply
rated main tire and tube pressure at a
minimum of 40 psi to a maximum of 62 psi,
depending on the load and runway
conditions. The 12.5 x 4.5-10 ply rated tail
wheel tire and tube pressure should be 55
psi maximum. The wheels and tires are
balanced assemblies. If tires are
suspected of being out of balance, they
may be balanced on automotive type
balancing equipment. If aircraft is out of
service, move the aircraft to rotate tires
every seven days to prevent flat spots from
developing.
a. Ground aircraft to a proper ground
point and all ground defueling
equipment or containers to the aircraft.
b. Place a vented container of adequate
capacity under each of the three drain
points. Verify that the containers are
properly grounded to the aircraft.
Main landing gear shock struts are to be
inspected at the specified intervals. At
least annually they must be removed from
the aircraft, disassembled, cleaned and
inspected. Shock “biscuits” should be
replaced every 1000 hours or if they
MLG SHOCK STRUTS
2-12 Effective 01/01/08
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