N11086-Citabria-POH

limited time on the battery circuit. alone. CIRCUIT B11.EAJ<ER & 1-'llSED SYSTF:M: One overload eircuit lJrc:1kcr is proviclccl between the generator and lnttcry . J\11 oLlwr systems arc fused ll'ith provision for spares for caS'/ in-flight access. FLIGHT CONTJlOL SYSTE'\'I: Conventional stick and rudder pe dal cun- trols arc provided to opcr:1te the prim:try flight control suriaces from either the front or back ,;vat. ELEVATOJ{ 'l'IU'.\1 TJ\B CONTH.OL: The clcvato1· trim tab control ic; mounted 011 a quadrant on the left side panel. l\ lO\ ' C rncn l fon1·anl p1 tch -- es the nose down. l\lovcrnent rearward pitches the nose up. Contrul of the trim tab can !Jc O]>Cratcd from either :-;cal.. -5- WING FLAP SY STE i\1: The wing flap s arc of the sing le slotted type and can be extended to 35 degrees. The us e of the flaps causes a steeper glide ang le without increasing th e forward spee d. Full flap may be u sed for lan ding. Flaps may be exte nded at any speed under 90 MPII-CAS and may be retracted quickly without undue loss of alti - tude or controllability. The flap s arc manually controlled by a handle lo ca t ed to the l ef t of the pilot's se al. A push-button on the top of the flap handl e releases th e pos ilion i 11g lock, and allows the se l cc lion of flap degree . LANDI;--;(; <: l•:AR: Two types of landi ng gear arc available. Either the steel spr i 11 g gca r which allows t rouble - free maintenance and better taxiing· co11 clilioll with tlw us<' of skis; or a comb in ation spring and oleo is u sed. 'l'IH•J'l' is vcr_v little maintenance with th e spring and oleo gear, \\ ·it.1 1 tht' <•:-,;<·<•plio11 or pl'rioclic checks to mak e sure the oleo flui d le vel is c·o \Tl'l'L ;1s indicated 011 the ge:ir strut. Fluid leve l and fillillg in structions :1 re available in service l etter No. 42 of this manual. STEEHI:-i(; SYS' l 'El\I_: The tailwheel is steerab le with the rudder pedals up lo 25 deg r ees, either right or left of cen ter. When you need to make short turm; wh ile taxiing, use a little throttle and maintain some bra.k- ing. \\1icn Ilic tail wheel becomes airborne it extends to a straight lock ed posit ion and will Lum with rudder use. Maxfinum 90 degree s crosswind velocity demonstratcd-40 MP'n . BJtAKI:: s~·_0J ~!:_:_~l.: There arc hydraulic brakes. on both main wheels, and arc actu:ill'd ily heel pcd:ils bot.Ii in the front and rear scats. Dual rn:1 s tcr lir:1kc• cylinders arc used-one for eacl1 wheel -a nd :1rc serviced by rol l i 11g the ca rpet l>ack in th e front cockpit. Access to the reservoir is mad e throu gh holes in th e floorboard. Standard bleed fit - ting is a t the bottom of the brake on each whee l. Parking bra.kc is localed und er the instrument panel on the right side. H eel brakes arc depressed first and held. Parking brake is then pulled o n. PITOT - STATIC SYSTE.\I: The pit.ot -s talic system provides pitot :incl s t atic pressure to operate th e airspeed indicator; and the static prcs- ur e to operate the rate of climb indicatoi and a ltim eter. The system consists of pilot tub e, <.;xler nal static pressure ports, and the associ - ated plumbing necessary lo connect the instruments to the so ur ce. NOTE: The sta tic pressure openings sho uld be kept fr ee or polish wax and dirt for proper -6- in s trument ope ration. It is well to note that heated sys tem is not available. SEATS: UoU1 front and rear Sl': 1t s arc bolted to U1c [u s dagc frame for positive mounting. Seal bc 1ts arc provided and attach to U1c scat. Remov al of Uie sca t cush ion allows room for sca t pack type para- chutes. !IEATINC SYSTEM: A cabin h('ating system is provided as standard equipment. Fresh air is picked up from the opening in the nose of U1c pl:inc, heated by shrouds on the c:--:hausl sys tem, and cLctcd to the front cabin compartment. Iit':1t from the shroud is dueled lo an out - let for the back sealas optional l'quiprncnt. lloth heaters :trc op<'r:t- tccl by controls mounted on the instrunwnl pand. Hc:tr scat heater is in operative when carbur<.;tor hea t is on . LIGll TINC SYSTJ•: :11 : Conventional \\'ing tip :rn cl tail nav ig;1 lion 1ig ht ,-.: arc provided. The navigatio1t light ::-;wikh i::; fused a11d located on tr.c electric pane l. Landing light is standard and is located 011 the nose of the :iirplan('. Fused control is on the electric p:uH'l . Instrument lights arc o[ the rheostat variety and ar<' mounted on U1e left-hand s ide of the cockpit . T!H'Y 111;1_v lie turned in any clin·ction. The switch is on the electric panel . BACCACE CO'.\lPATIT:\lENT: /\. baggage comp:trtnll'nl is locakd at:: of the rear seal. Acc ess is from insi(k' the cabin. L o:1 d limit is l 00 pounds. WINDOWS & \VINDSIIIE LD: l'lc :-,;igLiss is used throughout, assuring a minimum of discoloration dLtc to exposure. When cleaning plexiglass, all gr it, and forei gn p;irtidcs should he flushed off with clear water. lkrnovL' oil or grc:1s<' 11ith cloth so:1kc(: in kerosene. After cleaning, apply :1 thi11 coat or ha 1·d poli"hin :~ ll'a:-... Rub lightly wilh a sort, dry cloth. SIII:\I:\IY D:\:\ll'E?\EH.: l\. t:til\\'hccl sh immy dampener is prm·idcd a: no extra cost. During the 1 OU hour inspe ct ion, thi:; d:tmpcnL'r slwul,: be in spected and tightened to forst;ill any t;1il1dwcl cilaltc·r :1nd / oi- swivcl. TIRES: 7.00:-,;(i, -1 ply tirl's a1·c• used ;11 ,d s hould ill' i?1ll:1t< ·d to :..'.- 1 Iii ,-:_ per s qu :1rc i.nch pres s u1·e, clepL'.lld111g upon load in .1lqlb1w. l'1r,'s should be in spec t ed !l";·1odically for 11·(';1r , p:1rti,·ul:ti-ly \\'hl'n your Citabria i?:; opcr:•~cd off concrete nt111 vays. -7- -8- SECTION II ( NORMAL OPERATING PROCEDURES) ENGINE STARTING: 1 . Gas on ( Prime as necessary) 2. Engine mixture-full rich 3. Carburetor heat-cold 4. Master switch-on 5. Magneto switches-both on 6. Engage starter 7. Engine oil pressure-Min. -25 lbs. per sq. in. Max.-85 lbs. per sq. in. Priming can be accomplished by pumping the throttle control. Excc::;- siye pumping may over-prime engine, ma.king starting difficult. As soon as engine starts, the oil pressure should be checked. If mi: :- imum pressure is not reached within thirty seconds, stop the engine and determine trouble. Warm up engine al 800 to 1000 llPi\l for approximately two minutes in warm weather-four minutes in cold weather. If electrical power is needed from t11e generator, the engine can be warmed at 1200 RP:\l. The magnetos should be checked at 1800 RPM, Urn drop not to exceed 125 RPM on either magneto. 50 to 125 drop is desirable on apulicaiion of carburetor heat. Car- buretor hc:Lt should not be used on the ground with the exception of checking. Carburetor heal shot1,L1 be used in flight occasionally wlie'.1 outside air temperatures arc between 20 and 70 degrees fahrenhcit k> determine if icing is occurring in the c;arburetor. In most cases when engine loses HPM without apparent cause, tl1C use of carburetor heat will correct the condition. TAKE-OFF CLL\lB AND STALLS: Before take-off, the following should be checked: 1. Controls free 2. Tab set 3. Mixture rich 1. Carburetor heat-off 5. Fuel on G. Engine gauges normal. In the event of engine failure during take-off beyond a point where -9- I:I I I landing on the runway cannot be made and the best rate of climb speed (69 MPH-IAS) has been established, immediately check all instru" ments for proper operation. Glide speed of 60 to 65 MPH-IAS should be established and emergency spot picked out for landing. In the event of engine failure below pattern altitude, immediately drop the nose and land as close to straight forward as possible. The gross weight stall speed is 50 MPH-IAS without flaps. The stall speed decreases about 1 MPH for each lower flap speed or degree setting. /\II controls are effective at any speed down to the stalling speed. Stalls arc not excessive. CRUISIN(i: The crnisc speed of the Citabria is determined by many factors including available continuous power, altitude, temperature, load, and extra cq11ipmcnl installed on the airplane. Consult engine manual for 111axi111um continuous operating RPM recommended. Use of the 111ixturc control in cruising flight reduces the fuel consump- tion. Aircraft will vary somewhat but your Citabria should be leaned at altitudes over 5,000 ft. LANDING: The amount of flap used during landings -and the speed of the aircraft al contact should be varied according to the wind, the landing surface, and other factors. It is always best to co'ntact the ground al the minimum practicable speed consistent with landing con - ditions. Normally, the best technique for short and slow landings is to use full flap and a small amount of power, holding the nose up as long as possible, before and after ground contact. In high wind conditions, particularly in strong cross winds, it is desirable to approach the ground at higher than normal speeds, with less than full flaps. Slipping with the low wing into the wind is easily accomplished with your Citabria-maintaining slightly higher than normal airspeed and maintaining directional control with the rudders. Check List: I. Mixture-rich 2. Carburetor heat-off (unless icing conditions exist) 3. Flaps down-as desired WEK,IIT & B/\L/\NCF : h>r weight and balance data, sec the weigh! and balance sheet supplied wi1h Ille airplane, which gives the exact wei ght of the ,1irpla11c and pnmissiblc loading conditions. Sample equipment list and loading sched ule is contained in t.his manual fo:- your edification. Exact equipment list and loading schedule supp~ >:d wiU1 your Citabria should be us·ed in every case. i\1ANE UVE RS: The following mancuve rs arc approved and entranc-:: speeds are applicable: Chandelles, La,,y Eights, and Steep Turns Barrel or Slow Roll Immclmann Loop or Clover Leaf Split S Snap Holl Vertical Heverse Cuban Eight Spins 120 MPI-I 120 MPJI 145 MPJI 140 MPH 60 MPII 65 MPll 60 MP!! 145 MP!! 104 CAS 104 CAS 126 CAS 122 CAS 52 CJ\S 56 CAS 52 CAS 126 CAS Slow Dec.:cleration NOTE: Caution: Continuous inverted flight will cause loss of oil .=:.nd oil pressure. -1 0- - 11- I' :-;o. Seats Engine, :\lake, :\lode! HP@. RP:\! Propeller Gross \\'eight, lbs. Empty \\'eight, lbs. L'seful Load, lbs. L'seful "c of Gross Weight Standard Fuel Capacity, gals. Optional Fuel Capacity, gals. Oil Capacity, qts. Stall Speed, :\IP!! Stall Speed, Flaps, :'IIP!l Top Speed, :\IPII Cruise Speed, 75 1·; !IP :\!PH Alt. Range, ,5C:C HP gals.,miles, hrs. Fuel Consumption 75 ~/ I! P gph Rate of Climb, :\IPH fpm Service Ceiling Take-off Run, ft. T""k e -off, Over 5 0 f t. obstacle , ft. La nd ing Holl L:inding Dist. o, · c1· 50 ft. obst:tele \nng ..\rea, sq. ft. \\'ing Loading, lb s. per sq. ft. J'o , ,er Loadings, lbs. per l!P Sp a n, ft., inchc~ Length, ft., inches Height, ft., inches Baggage Capacity, lbs. AIRCRAFT SPECIFICATIONS NORMAL, UTILITY, ACROBATIC CATAGORY CERTIFICATION BASIS: CAR 4a 7ECA 7GCAA 7GCBC 2 2 2 Lye. 0-235-Cl Lye.0-320-A2B Lye. 0-320-A2B 108-2600 150-2700 150-2700 lC90ALi\1 lCl 72AGM lCl 72AG:\I 1650 1650 1650 980 1037 1075 670 612 575 40.G 37 .1 34.8 26 39 39 39 6 8 8 50 50 50 45 117 130 123 112-7500 125 - 8000 125-8000 39-728-G .3 39-537-4.3 39-537-4.3 6 9 9 73-,25 7 3-112 0 70-1145 12,000 1 7,000 17,0 00 450 375 :.'96 890 630 ;;25 4 00 400 310 75:, 7:JG G90 165 1G5 170.2 10 10 9.69 15 .3 11 11 :1:3' .)" 33 1 5" 3-l ' _4·• 22 1 l" 22' 8" 22' " 6 1 1~;11 6' 7} 1 ' 6' 7 " 100 100 100 Note: Performance is for gross weight at sea level unless noted. 7GCBC 7KCAB 2 2 Lye. 0-235-Cl Lye . I0-320 - E21 ~ 108-2600 150-2700 1C90AL\1 lCl 72AG:\I 1650 1650 1025 ll00 625 550 37 .9 33.4 26 39 39 6 8 50 50 45 116 133 112-7500 125 - 8000 39-728-6.5 39-537-4.3 6 8.5 73-775 73-1120 12,000 17,000 425 375 860 630 310 400 690 755 170 .2 165 9 . 69 10 15 .3 11 35' 5.4'' 33' 5" 22' 7 " 22' 8" 6' 72°' 6 1 7j" 100 100 .\IHCH.\l:T SPECIFICATION: A 7;:;9 PH.OlH'CTION CE!lTIFICATE: 31:i ,\JH\\'OHT!IINESS CLASSIFICATION: Standard C,\Tl·'.<;Ol{Y: Normal, Utility, Acrobatic CI·: !{'['I [.'\('1\TION BASIS: 4a ,\ll(ClL\1-'T C:lWSS \VEIGllT: J l,:iO lh o. .\IA.JOI{ AlHPLJ\NE DL\IENSIONS, FEET, INCi! ES :\IUDEI. 7ECA 7GCJ\J\ 7CCl3C Length 01"n:111 ( l.evcl) Ilcighl Ovnall ( ,, " l'oi 111. ) llcight Ovcl':111 ( Level) Wing Span Aspect Hatio Wing Chord Stabi li zer Span Wheel Tread (Static) Wheel Base (Static, Level) Wheel base ( :l point) 22 - 7 (HO 8 - 1 :3J-:i 6. 72 0-GO 10-2. 2 6-4. 4 16-l lG - 1 -14- 22-8 6-10 8-1 J:3-:i 6.72 J)-GO 10-2.2 6-4.2 lG-1. . lG-4 22-8 6-10 8-1 34-G.4 6. 97 0-60 10-2.2 6-4. 2 16-1 16-4 CERTIFICATION DATA Clli\:\IPION '.'\IODEL 7ECA "CITA13IUA" Certification Basis CAR fa Categories Certificated Max. Design Level Flight Speed ( VL) l\fax. Design Dive or Glide Speed(VG) Placard Dive or Glide Speed ( VNE) ?llax. Weight-EiU1er Category Normal, Acrobatic 120 !\!PH )lin. Empty Weight-Standard Equip. :\I in. Flying Weight-Standard Equip. 180 MPH 1G2 i\lPII 1650 lbs. 950 lbs. 1181 lbs. Limit Ultirn2. 1-e Design Positive Maneuver Wing Load Factor @ ;vrax. Weight 5.07 7.Gl Design Positive i\Ianeuver Wing Load Factor @ i\Iin. Flying 5.76 8,64 Design Negative l\Ianeuver Wing Load Factor @ i\lax. Weight 2.30 3.45 Design Negative Maneuver Wing Load Factor @ Min. Flying 2.70 4.05 The Limit load factor shown allows this "G" loading with- out detrimental permanent deformations of structure. The Ultimate load factor shown allows this "G" loadin g without failure of str ucture. These values have been proven. Higher values may be tol erated but have not been proven. See placard on instrument panel for approved acrobatic maneuvers. CIIAMPION AJRCRAFT CORPORATION -15- ,· I I i\ I I I 1\ I. I! I I '~ Cf' '~ -;' !?. 0 (.; 1 f- [ ~ C. C. C:.,7 ~ r, r, 5· 0'< a~ J =. >--; ~ 8 ('O ('O t-< (l) r, () [j) 'J. ,..., H" \ ENGINE - BATTERY - FUEL SYSTEM :\IODEL ENGINE HP@RPM PROPELLER STATIC (,_ - / ,,;, 171,,.,.,,/ ·A,. : ;,ft_ I ~ :--(2 (McCauley) RPM LilVIITS 71-~::/-,\ (, --,,~ , --:') ✓J..-157'..,, 7ECA Lycom in g 108@ 1C90ALM 2425 0-235-Cl 2600 7246 7GCBC Lycoming 108 @ 1C90ALM 2225 0-235 - Cl 2600 7250 lCl 72AGM 7GCAA Lycoming 150@ 7250 2580 7GCBC 0- 320 -A 2B 2700 lCl 72AGM 2240 7260 C. -Cl 0 Ct) 0 Ct) w N e,,,: ~ -.::i 0 CD C <:XJ c.~ N w ...... ...... ...... "'" w 0 K (X) - ...... K w C C (.;7 C.,7 ,..... ...... ...... N "'" (X) C C w (.;7 (.:1 C: ~ C --u: -Cl C: t-=: ,..., 0 '"'] ,..... > ;:... ,..... C, C. C.,7 I (; -Cl ,·, (.,7 0 G .;... C 0 :::: ► -- > ,·. ;:... :;: I \2 . . . ,- -Cl ...... -Cl G C, ? 0 (.;7 N ::::: "'" K 0 ~- ~----- - -------- --- 1 BATTERY STD.FUEL AND SYSTE:\1 LOCATION (Gallons) (Exide) -:::j;,• ,v AC 54 26 AC 54 26 AC 66 40 ! l(,(l(l l4<Kl 12(K l l(KK ) C.'.\:lll'ION ,\lllC ILUT COHl'OHAT ION r- 12 ll EQUP'1ENT LIST AND LOADING SC I IEDU!.E Add weights and moments of i tems in Figure 1 to :iirplanc empty wei~ht and moment Paisc I ( Negative Oil :ll omcnt) Loca te inter sec t ion of total weight & mom_cnt 011 Fi gure 2 16, 7\ l omcn t Incrc~1Cnts-lOOO in Pounds FIG UR!:: I .LOADING GHJ\Pll v~_,,'// ,rf'_q,'> / - - 1/V p ,,c'c) ·> ., Cf' ~ ·-- ' / Hear Limit Normal Category - - H<iar Limit Ac rohatic Category Any point falling \\·ithin -· the enve l ope meets all --- balance re quirements I I 16 20 21 28 32 To tal i\lomcnt-1000 in Pounds FlGUHE 2 Cl,;NTEH OF G HJ\VITY ENVEL O P E - "18 - I II j I )I j ! F:QU[l':ll F:NT UST ,\:s;/l / .<>.\ /1/ ;>;1; SC IIEIJ U l.l:: 1 . :\l:ll11 Wheels T:1 il Wht·d :!. ' l\11. d Wt. Empty Plus Oil I. l '01 -rt•ctl'd :\Iain Wheel Wt. "· Cor r ected Tail WlH..'Cl \Vt. (i. Wt. Empty ( less oil ) ( 4) 7. Usefu l Load tl. Cros~ Weight ( I ) - 17. 7 ( 2) , 2. 7 ' ( 5 ) Empty Weigh t C . G, Aft L. E, = (5) ( _____ ) - = ( __-,-_) ( ____ ) - Approved Equ ipment List Emply Airplane :\Ioment ____ _ In. Lbs Spec.:. [ ll , No. Item Wt. Arm Spec. ~o. Item \\"t ...\rm -- 19 - RIGGING I!\STRUC TIO NS D.-\TL\l: Wing Leading Edg·e LE\.E LI;s.;G i\!EANS: Drop plum line from "·ing leading edge so that top oleo relaing bolt center line is 1/4 inch fonrnrd of wing l ea ding edge. \\1:-.;G nI GGI!\G: Dihedral-The plus 2 degree angle of dihedral is fi.xcd by the lenglh of the front strut. Angk of Inciden ce-The plu s 1 degree angle of incidence is fixed in the nunufacture of the airplane, at the 1dng root fittings on the fuse:lage. The angle of incidence at tl:e rib nearest the strut point attachment fitting of the wing may be corrected to agree with the angle of incid ence al the root, by adjust- i1 :~ the screw adjuslment at tl1e l0 11·er end of tl1e rear strut where it atr::iches to the fronl s trut. This provide:; zero washout. If the air- plane seems to have a lenclc 11c y to1•.a rd 11·i::g heaviness, the necessary 1ush in or wash out may be sec ur ed by adjusting the rear str ut at its lo11 ·er attachment point. Wash out ( redu ce tip incidence) the high ( ligl:t) 11ing one degree; th en, if n ecessary, wash in the low (heavy) 11 · ing. CAl.iTIOK: Only a FAA licensed aircr~lft mechanic should attempt tl1e assembly and ri,,.o·ino- of wino-s . . .:::,t, b b , struts, and control surfaces. .uLERO:---: RIGGING: Adjust travel thru :1iicron push ·r-od at aileron. Adjust cable tension by turnbuckles in cabin section:. Ailerons neu- tral stick centered. Aileron dro op-0 to 3/16 in. J::LE\'.--\TOH RIGGING: Adjust tra1·e l thn.: stop bolts inside tail cover . ...\ .:lj ust cable tension ( elevator do1rn) by tun1bucldcs aft of torque tube assembly. Be certain the stick clea1·::; the front and r ea r seat. E LE\' ...\ TOH T:-\B r:IGGir-:G: .-\.d ju st down tl' :ll'e l th ru s t op bolt at tab a:·m and by adjusting turnbuckles . ...\c!jus, up travel by stop plate at t ;__;_b control quadrant in cabin . Adju st cab!,:- ten s ion thru turnbuckle s 11ith elevators and tab in n eut ral. RCDDEH RIGGING: Adjust tr:1vel by filin:; or build ing up of stops on \·ertical fin post. Cable tension: 1. Lock rudder in neutra l- cable· tc:nsion left :rnd ri g ht to be within 3 lb ,;. of each othe r. ·J llold full ldt rudder-ch eck c:tblc tension of right cable. -20- I I !1 I I I I II I I} I i' } ,. :i. I !old full right ruclc!cr - t·h,·C'k ,·:tlJ!c tension ol right cable. •I. C':ililc tension to be 11'ithi11;; lli s. of each other. G. Adjustments for equal c:1hll' tensions may be made by adjusting pl:11.l's al rear rudder pccl:1ls. 1: 1,. \I' 1rn;GING : Adjust nculral (flaps up, l{cf. wing !Jut rib) thru 1111 ~: il r"Zl s in left :rnd right w ing gap. Adjust clown tr avel thru acljust- i1w. lio ll in ldt wing gap. Adjust cable turnbuckle, (11 ·ith flap handle : 111<1 lbp .in down poc;ition) to coincide with d01rn slop. Cable t.ension :q,1,r•1 ~im:1ll'ly 30 - -!G lb s . CONTEOL SUHL\CE HlG<3ING - ( ' l l N 'J'l(OL :\IO DEL TH.\VEL LI:\IITATIONS C...\13LE SI i !{!,' ;\CE (in degrees from neutral) TE;(SIO;-( 7ECA. Up 27. 5° I 00 - 20 13 -'.22 lb s. Aileron s 7GCAA Down 19. o0 ➔ )° - 20 :20-30 lb s. 7GCBC 7ECA Up 24. o0 I 00 - 20 Elevators Down 24 . o0 + 2° - 2° 23-30 lb s. 0 0 0 7GCAA ( .L) Up 28 . 0 + 1 - 1 7GCBC Down 24. 0° ➔ 20 - 20 7ECJ\. 0 0 0 Upl7.S +2 -0 Down 37. s0 + 20 - 00 Elevator 7GCAA (2) Up 17. s0 + 2° - o0 15-20 lb s . Tab 7GCBC Down 44. o0 -11°-1° 7ECA Left See Rudder lluddcr 7GCAA 25. o0 + 00 - 20 Tiigging 7GCBC n.ight Procedure ---•·---·· l•' lapc; 7GC13C Down 35 . o0 +10-10 Sec Flap Rigging Procedure - -21- NOTES: Use bubbl e protractor on contro l surface to obtain correct s urface travel angle. Use a cable tensionmeter to obtain correct cab le tension. ( l) Willi :1djusl:1lilL: seal installation, up elevator trav e l lim- i ta lions 2·l. o0 , o0 - 2°. ( ~) \lodl'l ,CC\lC 11ilil l)'l'. ll-~:;.-,-Cl c·nginc, up lalJ lra1·c·l iimit:1tions l U. o0 , II> __ 2° LLBIUCATJ<l;\ CONTROLS AND CONTROL SYSTEM: Lubricate all controls, sur- face hinges, pulley, bushings, bearings, bearing blocks, bolt or bushing pivot points and bowden controls with MIL-1-3545 or equivi- lant grease, SAE 20 oil mixed with graphite or SAE 20 oil. LANDING GEAR: Main Gear Oleo-8½ fluid oz. of MIL-H5606 petroleum based oil. WARNING: Do not overfill, Ref. Champion service letter No. 42. Wheel bearings, bushing, bolt pivot points, and zerk fittings. MIL- 1-3545 or equivalent grease. , ,,, Hrake Fluid-MIL-H-5606 petroleum base oil. Engine: Refer to engine manufacturer's service· manual for service and lubrication instruction . · · -22- SERVICE LETTI-'. It NO . 42 lkvisl'd Fc\Jruary 1966 1:1\i\ Approved /\ll Champion Aircraft owners, dealers, distributor s :, nd operators ,,. roll\: l '\i:1 tnpion Engineering Service Department ~i ul1j•'<'I: lmpol'tancc of keeping landing gear oleo assemblies :1 t the proper fluid l evel 1\11 ·,· 1·: ill i\lTcctcd: Model 7 aircraft manufactured after 19 5 4 1 i \i:,s IJL'Cll brought to our a tt ention that numerous Champion :.ire-ra ft :, ,.,, being operated with either low or incorrect fluid lc,·els it: their landing gear assemblies. <'011tinuccl operation under these conditions could result in faLctrc: of iii, · oleo and/or gear attachment filling or complete failure oi ,ht:- l:11,ding gear. This appl i es to main, nose, and aft gear insta L:u: 01 15 . \Ve recommend that: 1. A fluid level check be made at least during every peri odic- aircraft inspection but sho uld be checked more often is a:,\· evidence of l eak ing is determined. An immediate chcc:, · wou ld assume p roper fluid at the present time. 8 1/2 fluid ounces arc added to the oleo at the facton-. (MIL- ll-SGOG fluid con formin g to specification is used .) This type flmd or equivalent hydraulic fluid is important '.lllcl shc,.1l c: be substituted with any other type. A placard giving this in_i-.)1'- mation is attached to each oleo at the factory. 3. The fo_llowing procedure should be u se d for dcterminiL:; prop- er marn gear oleo fluid level: A. \\'ith oleo in inverted position, remove cap by first loosening lock ring. D. The oleo should be lightly lapped so that the fl uic: ": 11 fill all lower portions of the mechanism. Tap u~.til bubbles cease to appear in the oil. C. At thi s point wiU1 the taxi spring resting on U1c piswn, U1e fluid sho uld be 1 5/8 in. below the cyl ind er e::d. -23- !I :e: • e D. On·rfilling will cause a hydraulic lock and should be a\'oidcd. -L The followillg procedure should be used for determining prop- er nose a!ld/or aft gear oleo fluid levels: A. With oleo in inverted posilioll, remove brass fill plug. Insert \\'ire or other device and check fluid level. B. Folloll' step :rn :tl>ovc. C. Chcek fluid lc\·cl again. The proper level should be :J 1/8 in. below the cylinder end . ., . If an oleo is completely disassembled in the field, 8 1/2 fluid ounces (Li. :tj cubic inches) must be added to the oleo upon n · assl'mhly. l' ,•1. >L: : c in::;pection :rnd proper maintenance of the oleo assemblies .1 ill rr· s ult in h<'llcr la!lding characteristics, longer oleo life and elim- _r::t,:on of possible [ailurc clue to insufficient or incorrect fluid levels. -24- 'of) ',, ... "r-- 8 • Q_ ' < ;?_ _J lL •% ~, il -< •:::, .0 .li ~ ► ,/) ._ ~,,._ I I" I ~ - ZEA.K. F 1TT 1 NGS <- - - ~' -"~ \.·· /~ ~ ii ; /~ . r, __ ;;,-::;:. ---- - BowDCN , / l(,__'i, ' ,,,.-·- ' ,,- TRAvc.1... A DJ V ST 1r--.c~ - _:- --~ :- "'.'"..:....-- ( /\--• - , c'.c_'.o,\1 \\l-.'<-i \ "-' _____ _____.k-:=~~-Y I'\ \\,\ \\]_- - _;- "' ----·'-------I p STOP VSTrNC. PL.ATtS TROL SYSTEM