usually occurs during cross-country flights where
aircraft using NATO F-44 (JP -5) are refueled with
NATO F-40 (JP-8) or Commercial ASTM Type B fuels.
Whenever this condition occurs, the engine operating
characteristics may change in that lower operating
temperature, slower acceleration, lower engine speed,
easier starting, and shorter range may be experienced.
The reverse is true when changing from F-40 (JP-8)
fuel to F-44 (JP-5) or Commercial ASTM Type A-1
fuels. Most commercial turbine engines will operate
satisfactorily on either kerosene or JP -8 type fuel. The
difference in specific gravity may possibly require fuel
control adjustments; if so, the recommendations of the
manufacturers of the engine and airframe are to be
2-106. SERVICING OIL SYSTEM.
An integral oil tank occupies the cavity formed
between the accessory gearbox housing and the
compressor inlet case on the engine. The tanks have
a calibrated oil dipstick and an oil drain plug. Avoid
spilling oil. Any oil spilled must be removed
immediately. Use a cloth moistened in solvent to
remove oil. Overfilling may cause a discharge of oil
through the accessory gearbox breather until a
satisfactory level is reached. Refer to Figure 2-33 for
aircraft servicing locations.
1. Open the access door on the upper rear
cowling to gain access to the oil filler cap
A cold oil check is unreliable. Oil should
stopping engine. If more than 10 minutes
have elapsed, run engine for 2 minutes,
then recheck. Add oil as required. Do not
2. If oil level is over 2 quarts low, motor or
run engine as required, and service as
3. Remove oil filler cap.
4. Insert a clean funnel with a screen
incorporated into the filler neck.
5. Replenish with oil to within 1 quart below
MAX mark or the MAX COLD on dipstick
(cold engine). Fill to MAX or MAX HOT
6. Check oil filler cap for damaged preformed
packing, general condition, and locking.
Ensure that oil filler cap is correctly
installed and securely locked to prevent
loss of oil and possible engine failure.
7. Install and secure oil filler cap.
8. Check for any oil leaks.
2-107. SERVICING THE HYDRAULIC SYSTEM.
1. Gain access to brake hydraulic system
2. Remove brake reservoir cap and fill
3. Install brake reservoir cap.
b. Servicing Hydraulic Landing Gear System
D2 T . Servicing the hydraulic landing gear system
consists of maintaining the correct fluid level and
maintaining the correct accumulator precharge. The
accumulator is located in the reservoir access area
and is charged to 800 ± 50 psi using bottled nitrogen.
A charging gauge is mounted on the accumulator. A
reservoir, located just inboard of the LH nacelle and
forward of the main spar, has a lid with a dipstick
attached marked FLUID TEMP 0 °F, 50 °F, 100 °F.
Add MIL-H-5606 hydraulic fluid (consumable materials
list) as required to fill the system corrected for
(1) Shock Struts. Servicing the shock struts
is part of each 100-hour inspection procedure. If it
becomes necessary to service the shock struts due to
the leakage of either the hydraulic oil or the air, the
following procedures should be followed.
(2) Nose Gear Strut.
1. Release all of the air from the strut by
pressing the core of the air valve on
top of the strut.
2. Remove the air valve and wipe clean.
With the strut fully compressed, the
end of the filler neck on the air valve
should touch the oil. If the oil is below
this level, add approved hydraulic
fluid. Reinstall and safety the air-