Mandatory Inspection Intervals and Replacement Times for Airborne Check Valve Manifolds

Airborne Air & Fuel Products

Service Letter Number: 39A

Subject: Mandatory Inspection Intervals and Replacement Times for Airborne Check Valve
Manifolds, Check Valves and Regulator Check Valve Manifolds.

Applicability:

All Airborne Check Valve Manifolds, Check Valves and Regulator Check Valve Manifolds. These valves which are listed below are typically installed on single-engine and multi-engine piston aircraft equipped with dual pneumatic power sources to power the gyro flight instruments and de-ice systems.

1H5 Series (all dash numbers)                         — Check Valve Manifolds (Vacuum System)
1H24 Series (all dash numbers) and 2H24-8   — Check Valve Manifolds (Pressure System)
1H37 Series (all dash numbers)                       — Check Valves (Vacuum/Pressure System)
2H3-39 and 2H3-47                                          — Regulator Check Valve Manifolds (Vacuum                                                                               System)

The date of manufacture is encoded on the nameplate of these components. The numbers (1 through 12) indicate the month (January through December) of manufacture. The following letter combinations indicate the year of manufacture:

T = 1972         E = 1979          AB = 1986        AJ = 1993      AT = 2000       BC = 2007
V = 1973         F = 1980          AC = 1987        AK = 1994     AU = 2001       BD = 2008
W= 1974         H = 1981         AD =1988         AL = 1995      AV = 2002       BE = 2009
A = 1975         J = 1982          AE = 1989        AM= 1996      AW= 2003       BF = 2010
B = 1976         K = 1983         AF = 1990        AN = 1997      AY = 2004       BG = 2011
C = 1977         M = 1984        AG = 1991        AP = 1998      BA = 2005       BH = 2012
D = 1978         AA = 1985      AH = 1992        AR = 1999      BB = 2006       BJ = 2013

Mandatory Inspection Intervals*
Beginning five (5) years from date of manufacture, the serviceability of these components must be verified every twelve (12) months in accordance with the procedure provided in the mandatory testing instructions in this document.

Mandatory Replacement Times*
These pneumatic system check valve manifolds, check valves and regulator check valve manifolds must be replaced ten (10) years from date of manufacture.

Lycoming Service Instruction No. 1009AW - Recommended Time Between Overhaul Periods

MODELS AFFECTED:  All Lycoming Piston Aircraft Engines

NOTE

Incomplete review of al the information in this document can cause errors. Read the entire Service Instruction to make sure you have a complete understanding of the requirements.

This Service Instruction identifies the  established Time Between Overhaul (TBO) for Lycoming piston aircraft engines that have genuine Lycoming  parts only. The TBOs, herein, do not apply to Lycoming engine models that contain parts other than those supplied by Lycoming Engines.

The information in  this revision  of Service  Instruction  1009  is approved  as an Alternative  Means of Compliance (AMOC) for compliance with AD-2012-19­-01 paragraphs (f)(1)(i) and (f)(2)(i).

The TBOs take into account service  experience,  variations in operating conditions, and frequency of operation. However, because of variations  in  the manner in  which engines are operated  and maintained, Lycoming Engines cannot give  assurance that any individual operator will achieve the TBOs identified herein.

Continuous service assumes that the aircraft wil not be out of service for more than 30 consecutive days. If the aircraft is to be out of service for more than 30 consecutive days, refer to the latest revision of Service Letter L180.

Engine  deterioration in  the form of corrosion  (rust) and the  drying  out and hardening  of composition materials such as gaskets, seals, flexible hoses and fuel pump diaphragms can occur if an engine is out of service for an extended period of time. Due to the loss of a protective oil film after an extended period of inactivity, abnormal wear on soft metal bearing surfaces can occur during engine start. Therefore,  al engines that do  not accumulate  the  hourly  period  of TBO  specified  in  this publication are recommended to be overhauled in the twelfth year. 

Table 1 identifies the TBOs for Lycoming engine models used in fixed wing aircraft. Table 2 contains the TBOs for Lycoming engine models used on rotary wing aircraft.

Lycoming SI 1037P - Approved Pistons, Rings and Cylinders for Use on Lycoming Aircraft Engines

MODELS AFFECTED: All Lycoming opposed series aircraft engines .

TIME OF COMPLIANCE: When installing new rings, pistons, valves and cylinders.

This Service Instruction identifies part numbers for pistons, rings, cylinders and valve combinations currently available for use in Lycoming engines in Table 1.

CAUTION

CHROME-PLATED PISTON RINGS (IDENTIFIED BY THE LOWERCASE LETTER “c”

AFTER THE PART NUMBER) ARE USED IN PLAIN OR NITRIDED STEEL CYLINDER BARRELS, BUT NEVER IN CHROME-PLATED BARRELS. SERIOUS ENGINE DAMAGE WILL OCCUR IF CHROME-PLATED PISTON RINGS ARE INSTALLED IN CHROME PLATED CYLINDER BARRELS.

NOTE

Chrome plated cylinder assemblies and kits containing chrome plated cylinders are no longer available from Lycoming Engines. However, compatible piston and ring combinations used with chrome-plated cylinders are still available and identified herein.

NOTE

For replacement piston rings, there could be different piston ring combinations for cylinders

with different materials use for the barrel.

Engine models that have serial number suffix “A” or “E” are built with crankcase configurations for wide cylinder base mounting flanges, and consequently must be assembled with wide deck cylinders.

Table 1 uses alphabetical symbols to identify various components as follows:

C* - Chrome plated steel cylinder barrel

FW - Full-Wedge compression ring

HW - Half-Wedge compression ring

N - Nitride hardened steel cylinder barrel

P - Plain steel cylinder barrel

S - Suffix to piston P/N to indicate service application

a - 3/16 inch “wide” oil regulating ring

b - 5/32 inch “narrow” oil regulating ring

c - Chrome plated piston ring

d - Cold forged piston

e - Requires long reach spark plugs

f - 1/2 inch diameter Inconel sodium cooled exhaust valve

g - 1/2 inch diameter sodium cooled exhaust valve

h - 7/16 inch diameter sodium cooled exhaust valve

j - 1/2 inch diameter chrome plated sodium cooled stem exhaust valve

k - Solid stem exhaust valve

m - 1/2 inch diameter Nimonic sodium cooled exhaust valve (TIO/TIGO-541)

p - Plain steel ring

r - Angle valve cylinder head (cylinders not marked “r” have parallel valves)

* - If choked chrome cylinder assemblies are used in any of the engine applications in Table 1, the compression ring gap must be increased to 0.045/0.055 inch (1.143 to 1.397 mm) which is the same for nitrided cylinder assemblies. Refer to the latest revision of SSP-1776, Table of Limits.

Recommended Action for Sudden Engine Stoppage, Propeller/Rotor Strike or Loss of Propeller/Rotor Blade or Tip

Lycoming Service Bulletin No. 533B

This Service Bulletin identifies propeller/rotor damage conditions and  gives corrective action recommendations for aircraft engines that have had propeller /rotor damage as well as any of the following:

1. Separation of the propeller/rotor blade from the hub

2. Loss of a propeller or rotor blade tip

3. Sudden stoppage

A propeller strike includes:

• Any incident, whether or not the engine is operating, where repair of the propeller is necessary

• Any incident during engine operation where the propeller has impact on a solid object which causes a  decrease  in  RPM  and  also makes a  structural repair of the  propeller  necessary. This incident includes propeller strikes against the ground. Although the propeller can continue to rotate, damage to the engine can occur, possibly with progression to engine failure

• Sudden RPM  drop  on impact to water, tall grass, or similar  yielding medium where  propeller damage does not usually occur.

A propeller strike  can occur at  taxi speeds, during  touch ­and ­go operations with propeller tip  ground contact. In addition, propel er strikes also include situations where  an aircraft is stationary and  a  landing gear collapse occurs causing one or more blades to be bent, or where a hangar door (or other object) hits the propeller  blade. These  instances are  cases of sudden engine stoppage because  of potentially severe side loading on the crankshaft flange, front bearing, and seal.

Lyco SB 614A - Exhaust System Inspection and Turbocharger Mounting Bracket Replacement

Lycoming Service Bulletin No. 614A

MODELS AFFECTED: Lycoming Engine Model TIO-540-AJ1A with a Serial Number Identified in Table  1 of SB or any TIO-540-AJ1A with a Turbocharger Mounting Bracket Purchased as a Spare between April 5, 2012 and May 29, 2014

TIME OF COMPLIANCE: The Required Action must be completed within the next 25 hours or next scheduled maintenance event (whichever occurs first) for:

 Engines identified in Table 1 of SB with 0 to 400 hours time in service since new, rebuilt, or overhauled. 

 Engines with a turbocharger mounting bracket purchased as a spare between April 5, 2012 and May 29, 2014, with 0 to 400 hours time in service since bracket replacement.

 Return turbocharger mounting brackets currently in stock. 

The Required Action must be completed at next overhaul for:

 Engines identified in Table 1 of SB with over 400 hours time in service since new rebuilt, or overhauled.

 Engines with a turbocharger mounting bracket purchased as a spare between April 5, 2012 and May 29, 2014, with over 400 hours time in service since bracket replacement.

ENGINE HOSES

As airplanes and engines attain age, there appears to be a need to reemphasize the inspection or replacement of engine hoses or lines carrying fuel, oil or hydraulic fluid. The hose manufacturers

definitely recommend regular inspection and replacement of all such hoses at engine overhaul even though they look good.

Age limit of rubber-steel or fiber-banded hose has generally been established at four years. This limit of four years is generally considered to be “shelf” life. All hose manufactured for aircraft use is marked indicating the quarter-year in which it was manufactured. The listing “4Q06” means the hose was manufactured in the fourth-quarter of 2006. Maintenance personnel should not use hoses with a high “shelf” life age.

To eliminate relatively short “shelf” life limits, Lycoming has phased in Teflon hoses with silicone-coated fire sleeves. These are the only hoses which are available for field replacement, and they will be found on engines shipped from the factory. Service Instruction No. 1274 lists the fuel and oil hoses used by Lycoming. It also explains how the numbering system defines hose size. This instruction should be used as a reference anytime hoses are to be replaced.

Aeroquip, the manufacturer of hose used by Lycoming, has recorded several failures of 601-type rubber hose. Although it is satisfactory for other purposes, this hose appears to be adversely affected by low-lead aviation gasoline. 601-type rubber hose used for low-lead aviation gasoline is to be replaced after no more than two years of use.

Aeroquip and Lycoming recommend that rubber hose be replaced with Teflon hose. Teflon hose is normally unaffected by many of the operating variables that contribute to rubber hose degradation.

WINDOWS - WINDSHIELD RETAINER SCREWS TORQUE INSPECTION - CESSNA 525C (CJ4)

EFFECTIVITY

MODEL SERIAL NUMBERS
525C (CJ4) -0001 thru -0155, -0157 thru -0160 that have not performed the Document 8 Inspection of the windshield retainer screws
The equivalent of this service letter has been incorporated on production airplanes -0156 and -0161
and On.

REASON
The windshield retainer screws might not be torqued properly.

DESCRIPTION
This service letter provides instructions to inspect the torque of the windshield retainer screws and
torque them, if necessary.

COMPLIANCE
RECOMMENDED. This service letter should be accomplished at a scheduled maintenance period or
inspection.

ACCOMPLISHMENT INSTRUCTIONS
1. Do the windshield retainer screws functional check (Torque Inspection), Task 56-11-10-720. (Refer to the
Model 525C Maintenance Manual, Chapter 56, Windshield Inspection/Check.).
2. Record that this service letter has been completed.
A. Complete a Maintenance Transaction Report.
B. Put a copy of the completed Maintenance Transaction Report in the airplane logbook.
C. Send a copy of the completed Maintenance Transaction Report to: CESCOM C/O Camp Systems
International Incorporated, 8201 East 34th Street North, Building 1100 Suite 1101 Wichita, KS 67226.

Tips for Changing Spin-on Oil Filter on Piston Engines

Many of the aircraft engines produced today are equipped with full-flow, spin-on oil filters. For long engine life, it is necessary to change both the oil and the filter at regular intervals. The information we receive indicates that problems are sometimes encountered because proper procedures are not followed when changing the spin-on filter. Therefore, it is appropriate to provide a few tips from a current service instruction.

The hardware that adapts many Lycoming engines for use of the spin-on oil filter includes an oil filter adapter (Lycoming Part Number 15047) and a converter kit (Lycoming Part Number LW-13904). Not all engines use the oil filter adapter because the accessory housing on some models is machined to take a converter kit and a spin-on filter. The kit includes a converter plate that has a gasket permanently glued to the plate; this gasket seals the plate on the side that faces the engine. If the spin-on filter seats too tightly against the opposite side of the plate when it is installed, the converter plate gasket may be slightly damaged when the oil filter is subsequently removed. This damage could result in oil leakage. To prevent damage to the converter-plate gasket, the oil-filter gasket should be lubricated with a thin coating of Dow Corning Compound (DC-4) before the filter is installed. The filter should then be installed and hand-tightened until the seating surface makes contact with the lubricated gasket. The filter should then be turned with a torque wrench until a torque of 18-20 foot pounds is reached. The 20-foot pound maximum torque should not be exceeded.

The oil filter element should normally be replaced each 50 hours of engine operation. Before discarding the element of the full-flow filter assembly, an examination of the filter element should be accomplished. This examination is very important to flight safety, but recent reports indicate that some mechanics are not doing this check for metal that would warn of a developing engine problem and possible catastrophic failure. The full-flow, spin-on filter may be opened by use of Champion tool CT-470 or Airwolf AFC-470-I. This tool is absolutely essential if the job is to be done correctly. The element is then removed from the filter, and filter material is cut from the end caps. Carefully unfold the element, and examine the material trapped in the filter. 

In new or newly overhauled engines, some small particles of metallic shavings might be found, but these are generally of no consequence and should not be confused with particles produced by impacting, abrasion or pressure. Evidence of metal contamination found in the filter element requires further examination to determine the cause. After the filter element has been replaced and properly torqued, the lockwire must be replaced and the engine run to check for oil leaks. Lycoming Service Publication SSP-885-1 provides information about the installation of engine-mounted oil filters.

Understanding Aircraft Piston Engine Color Codes

Hundreds of Lycoming engines leave the factory monthly and are marked with a variety of colors on each cylinder. These colors have a definite meaning and provide valuable information about the engine. Questions concerning these colors and their meanings have been asked by many owners and maintenance personnel. 

In the past, color coding of cylinders was confined to colored bands around the base of each cylinder. Today, new methods of painting (enameling) engines, and a need for quick, easy engine identification were instrumental in changing color code location. The factory color code, a large painted stripe, is now located on the cylinder head between the push rods from the spark plug boss to bottom of the cylinder head. Additional color coding has been added to identify cylinders requiring long-reach spark plugs versus short-reach spark plugs. Location of spark plug identification color code is between the spark plug boss and rocker box.

COLOR CODE FOR CYLINDER IDENTIFICATION

Location — Between push rods on cylinder head, or band around base of cylinder barrel.
Engine gray or unpainted — Standard steel cylinder barrels.
Orange stripe — Chrome-plated cylinder barrels.
Blue stripe — Nitride-hardened cylinder barrels.
*Green stripe — Steel cylinder 0.010 oversize.
*Yellow stripe — Steel cylinder 0.020 oversize.

*Color code applicable only to engines overhauled in the field.

COLOR CODE FOR SPARK PLUG IDENTIFICATION
Location — Fin area between spark plug and rocker box.
Engine gray or unpainted — Short-reach spark plugs.
Yellow — Long-reach spark plugs.

Cessna SE SID Inspections for the 120,140, 190 and 195 Model Cessna Airplanes

ATA: 99-00

Models: 120, 140, 190 and 195

The Supplemental Inspection Document (SID) and the Corrosion Prevention and Control Program for the Model 120, 140, 170, 190, and 195 airplanes can be found in technical publication C100SID. This document can be accessed on the Customer Support website or it can be ordered from Cessna Technical Publications at 316-517-5800.

For the Customer Support website:

1. Go to: www.cessnasupport.com and login with your user id and password. (Note: If you do not have a registered login please use the Register link to request a user id and password).


2. On the Customer Access page, click on the 100 SE Series link in the My Models box.


3. On the 100 Series SE Customer Support page, click on the SID (Supplemental Inspection Document) Information link in the Maintenance Information box.


4. On the SID Information page, click on the C100SID link to open the PDF file for the Model 120/140/170/190/195 airplanes at the top of the SID Documents list.

Cessna Model 190 & 195 Elevator Hinge Hardware Maintenance

ATA: 27-30

Models: 190 and 195

Textron Aviation has received calls regarding elevator hinge bolts which have been rotating in the hinge bracket causing the bolts to wear. To keep the nuts from backing off torque some operators have installed castellated nuts and cotter keys. The rotating nuts with cotter keys have caused damage to the hinge bracket on some airplanes.

Note: Castellated nuts with cotter keys are not approved hardware for the elevator hinge for Model 190 & 195 airplanes.

The Cessna 190-195 Illustrated Parts Manual shows a type-design self-locking nut installed at this location. When properly installed and lubricated, the elevator hinge bolts do not rotate. If the incorrect hardware is used, or the bolt is not lubricated properly the bolt may bind in the hinge bearing and start to rotate.

The lubrication schedule in the Service Manual for the Model 100 (1953 – 1962) Series Maintenance Manual recommends lubricating the hinge points with MIL-L-7870 General Purpose Oil every 1000 hours or earlier if required.

For the 1943 thru 1953 Cessna 190/195 airplanes, the Owner’s Manual is the approved maintenance reference. A change request has been submitted to technical publications to revise the Cessna 190-195 Owner’s Manual to add a lubrication task interval for the elevator hinge bolt areas. The new interval will required the lubrication task to be completed every 1000 hours or earlier if dry bearings are noted on inspection, using MIL-L-7870 General Purpose Oil.

Questions, please contact:

Textron Aviation
844-448-9828
316-517-8270 (International) 

Video: Using Grinding Compound or Aircraft Friction Drops to Remove Screws

Dennis Kelderman, Customer Service Engineer, Team Structures demonstrates how to use a grinding compound or E-Z Grip to remove screws.

Watch Video at https://www.youtube.com/watch?v=zeDWm75kyvY

Video: Measuring a Dent, Scratch, or Gouge Using a Depth Micrometer

Dennis Kelderman, Customer Service Engineer, Team Structures demonstrates how to use a Depth Micrometer for accurately measuring a dent, scratch, or gouge in an aluminum panel.

Watch Video online at:

https://www.youtube.com/watch?v=3GyepUSdJic

LANDING GEAR - STAINLESS STEEL HYDRAULIC TUBE REPLACEMENT (Citation SB560XL-32-42)

EFFECTIVITY
MODEL SERIAL NUMBERS
560XL (Citation Excel) -5002 thru -5372
560XL (Citation XLS) -5501 thru -5830
560XL (Citation XLS+) -6001 thru -6141

NOTE: SB560XL-27-35 may be accomplished at the same time to replace the aluminium hydraulic tube assemblies for the flap and speed brake system located in the flap and wheel wells with stainless steel tube assemblies

REASON

Operating the airplane in certain environmental conditions can cause premature corrosion of the landing gear extension and retraction hydraulic components.

DESCRIPTION
This service bulletin provides parts and instructions to replace the aluminium hydraulic tube assemblies located in the MLG and NLG wheel wells with stainless steel tube assemblies.

COMPLIANCE
OPTIONAL. This service bulletin can be accomplished at the discretion of the owner.

A service bulletin published by Cessna Aircraft Company may be recorded as “completed” in an aircraft log only when the following requirements are satisfied:

1) The mechanic must complete all of the instructions in the service bulletin, including the intent therein.

2) The mechanic must correctly use and install all applicable parts supplied with the service bulletin kit. Only with written authorization from Cessna Aircraft Company can substitute parts or rebuilt parts be used to replace new parts.

3) The mechanic or airplane owner must use the technical data in the service bulletin only as approved and published.

4) The mechanic or airplane owner must apply the information in the service bulletin only to aircraft serial numbers identified in the “Effectivity” section of the bulletin.

5) The mechanic or airplane owner must use maintenance practices that are identified as acceptable standard practices in the aviation industry and governmental regulations

FLIGHT CONTROLS - STAINLESS STEEL HYDRAULIC TUBE REPLACEMENT (Cessna SB560XL-27-35)

EFFECTIVITY
MODEL SERIAL NUMBERS
560XL (Citation Excel) -5002 thru -5372
560XL (Citation XLS) -5501 thru -5830
560XL (Citation XLS+) -6001 thru -6141

REASON
Operating the airplane in certain environmental conditions can cause premature corrosion on the hydraulic
tubes located in the flap and wheel wells.
DESCRIPTION
This service bulletin provides parts and instructions to replace the aluminium hydraulic tube assemblies for
the flap and speed brake system located in the flap and wheel wells with stainless steel tube assemblies.
COMPLIANCE
OPTIONAL. This service bulletin can be accomplished at the discretion of the owner.
A service bulletin published by Cessna Aircraft Company may be recorded as “completed” in an aircraft
log only when the following requirements are satisfied:
1) The mechanic must complete all of the instructions in the service bulletin, including the intent
therein.
2) The mechanic must correctly use and install all applicable parts supplied with the service bulletin
kit. Only with written authorization from Cessna Aircraft Company can substitute parts or rebuilt
parts be used to replace new parts.
3) The mechanic or airplane owner must use the technical data in the service bulletin only as
approved and published.
4) The mechanic or airplane owner must apply the information in the service bulletin only to aircraft
serial numbers identified in the “Effectivity” section of the bulletin.
5) The mechanic or airplane owner must use maintenance practices that are identified as acceptable
standard practices in the aviation industry and governmental regulations.

Alternative Method of Compliance to Airworthiness Directive 2001-06-17

Introduction:
This Special Airworthiness Information Bulletin (SAIB) is written to inform the public about an approved alternative method of compliance (AMOC) to an airworthiness directive (AD) and how to obtain a copy of the Cessna global AMOC (aka; AMOC of general applicability) to AD 2001-06-07 against 1996 and after Cessna Models 172R and 172S airplanes
We have revised this SAIB to include the attached Cessna global AMOC to AD 2001-06-17, dated August 13, 2014.
Background:
The applicability of AD 2001-06-17 had open-ended airplane serial numbers with no end serial number effectivity. The AD had a reporting requirement to better understand the field issues, gather data, and at some point stop the initial inspections and adjustments. However, this did not occur in a timely manner. The AD does not give credit for revisions Cessna has made to the pilots operating handbook and FAA approved airplane flight manual (POH/AFM) nor the Model 172R/172S maintenance manual (MM), which now include acceptable procedures and information that meet the requirements of AD 2001-06-17 as required by the AD. For example; the inspection interval, and idle speed and mixture adjustment procedures are now as contained in the MM, at Revision 14 and after.
Recommendations
The intent of this SAIB is to announce the availability of Cessna global AMOC 2001-06-17, dated August 13, 2014. Global AMOC 2001-06-17, dated August 13, 2014, is included as an attachment to this SAIB and will facilitate your compliance with AD 2001-06-17.
You may use Cessna global AMOC 2001-06-17 for compliance to AD 2001-06-17 and adhere to the information contained in the identified revision levels or Temporary Revisions of the POH/AFM and MM for the applicable airplane models and serial numbers as identified in the global AMOC.

New Carbon Monoxide Detector Parts for G1000 Systems

ATA: 31-20	Models: 172, 182, 206, 350, 400
The Co Guardian Model 452 Carbon Monoxide Detector P/N 452-201-006 has been superseded by a new P/N 452-201-010 Carbon Monoxide Detector in the Cessna Service Parts and Program (CSP&P). Visible differences between the old and new units are the wiring harness attached to the old part has been incorporated internally into the new unit. This modification causes the new unit to be noticeably a little longer in length. No additional electrical harness is required and the existing wiring in the airplane will have enough length to make the connection to the new detector. Airplanes configured with Co Guardian Model 452 Carbon Monoxide Detectors P/Ns 452-201-003 and 452-201-004, have also been superseded by the new P/N 452-201-010 part. However, operators should be aware that due to differences in the aircraft wiring an additional P/N 452-201-099 electrical harness is required. The new harness is shown in the photograph below:

Five Tips about the Garmin G1000

ATA: 25-10	Models: 172, 182, 206, 208
For a pilot trained on steam-gauge instruments, the wealth of information displayed by the Garmin G1000 can be daunting. However, the interface provides a tremendous resource that is incredibly useful for any pilot. Here are five useful tips about the G1000 that you may not have known. Airport Diagrams The G1000 isn’t just for operations in the air – it’s also useful for movements on the ground. Just turn to the WPT page and press the INFO-1 key to view the airport diagram of your destination airport (most major airports are covered). The G1000 will even display your current location. Airspace Alerts For an added safety measure, you can have the G1000 notify you when approaching a controlled airspace, MOA, or restricted airspace. Turn the large FMS knob to the AUX page, and the small knob to the SYSTEM SETUP page. On that page, you can turn airspace alerts on and off. AUX Audio In Have a long cross-country? The G1000 has the capability to play music over the headsets. Just connect the AUX Audio In to your MP3 player. The G1000 will automatically mute any music when there is radio or marker beacon activity. To manually switch muting on and off, hold down the MKR/MUTE key for three seconds Measure Bearing and Distance The G1000 has the capability to measure the bearing and distance to a certain waypoint, useful for making quick estimations. On the Navigation Map Page, press MENU, then the Measure Bearing/Distance field. Press the ENT key, and move the joystick to place the pointer on the desired location. The G1000 will display the heading, distance, and elevation of the selected point. Track Vector Useful for making precise heading adjustments, the track vector will show your future location for 30 second, 60 second, 2 minute, 5 minute, or 10 minute intervals. To display the track vector, press the MENU key on the Navigation Map page. Press ENTER on the “Map Setup” option. Select the “MAP” group, and press ENTER. Highlight the “TRACK VECTOR” field, and select ON. This function is especially useful for flying traffic patterns to make sure your turns are straight and rectangular.

Identifying Fuel Transmitters in Nav III Equipped Airplanes

Two types of fuel transmitters are installed in Nav III (G1000) equipped restart airplanes, Models 172R, 172S, 182T, T182T, 206H, and T206H.

The early production airplanes had a float-type fuel transmitter (sender) installed. However, in 2008 a new CAN Bus style fuel sender was introduced.

The list of airplane serial numbers with the CAN Bus senders are:

• T206H 008801 and On
• 206H 008303 and On
• T182T 008807 and On
• 182T 082046 and On
• 172S 010656 and On
• 172R 081497 and On

One method to determine what type of sender is installed is to do a visual inspection by removing the wing root panel and using a mirror to see what sender is installed in the wing.

MANDATORY INSPECTION AND COMPLIANCE UPON INITIAL REPLACEMENT OF THE X61-0007 ALTERNATOR CONTACTOR WITH THE X61-0029 ALTERNATOR CONTACTOR

Aircraft Afftected - Cessna 172R, 172S, 182S, 182T, T182T, 206H, and T206H Owners

SEB-24-01 transmits Lamar Technologies LLC Service Information Letter LSI-019 Revision A,
Replacement of MC01 Distribution Bus Bar and Lamar Technologies LLC Service Information Letter
LSI-021, Inspection of MC01 Distribution Bus Bar.

Lamar Technologies LLC Service Information Letter LSI-019 Revision A, Replacement of MC01
Distribution Bus Bar provides parts and instructions to remove and replace the distribution bus bar with
a new distribution bus bar. The new distribution bus bar provides adequate clearance between the
distribution bus bar and the case of the alternator contactor.

Lamar Technologies LLC Service Information Letter LSI-019 Revision A is for MC01 Master Control Units identified with an internal change I.C. 8 through I.C. 14.

Lamar Technologies LLC Service Information Letter LSI-021 applies to all I.C. 7 and to I.C. 1 through I.C.
6 Master Control Units that have accomplished Cessna Service Bulletin SB00-24-01 (Lamar Technologies
LLC Service Information Letter LSI-004).
SEB-24-01 accomplishes the necessary modification of master control units that were originally equipped
with a X61-0029 Contactor (I.C. 13 and I.C. 14) or with an X61-0029 Contactor installed as a replacement
part (I.C. 1 through I.C. 12).