Cardinal RG Series 1971 Thru 1975 Service Manual

CESSNA AIRCRAFT COMPANY WICHITA, KANSAS, USA INSERT LATEST CHANGED PAGES DESTROY SUPERSEDED PAGES Dates of issue for original and changed pages are: Original. . . 0 . . .1 September 1972 Change ... 1 . . . September 1973 Change ... 2 . . 15 January 1974 Change . . . . 1 September 1974 TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 404, CONSISTING OF THE FOLLOWING: Page Change Page Change Page Change No No. No. No. No. No. Title ...... . 37-5 thru 7-9 ... . 1 15-22 .... .... 1 A .... . . . .3 7-10 Blank . . 1 15-23 . . . . . . . . 3 . . . . ... . 08-1 thru 8-2 ..... 0 15-24 Blank .... 3 . . .3..... 8-3 .3.. . .... 1 16-1 ......... 3 .. .0... 8-4 ... .... 3 16-2 ....... 0 iv Blank 0 8-5 . . .. 0 16-3 . . . . . .. . 3 1-1 · 8-6 Blank 0 16-4 thru 16-5 . ... 0 1-2 . . 9-1 thru 9-8 . . . . 1 16-6 . . . . . .. . 1 1-3 10-1 . ..... 0 16-7 thru 16-13 . . 0 1-4 3 10-2 . ...... 1 16-14 thru 16-16 . . 1 2-1 1 10-3 . . 0 16-17 thru 16-18 .. . 3 2-2 thru 2-3 3 10-4 thru 10-5 . 16-19 thru 16-20 . . . 2-4 thru 2-6 1 10-6 thru 10-7 . . . . 0 16-21 . . .. . .. 0 2-7 . . . . 10-8 . . . . . ... . . . 1 16-22 . . . . . . . 3 2-8 thru 2-17 11-1 . .. 3 16-23 .. .. . . 1 2-18 3 11-2 thru 11-3 . . .. 0 16-24 ........ 3 2-19 thru 2-26.. 11-4 ..... 1. 1 16-24A thru 16-24B. . 3 2-27. . .... . . 11-5 ... ..... 0 16-25 ... .. . . . 3 2-2 .. 1 11-6 thru 11-6A . . 1 16-26 thru 16-27 . .. 0 2-29 thru 2-30 3 11-6B Blank . . . . 1 16-28 ... . . . .. 3 *3-1 .... . . 3 11-7 thru 11-10. . . . 0 16-29 .. ..... . 0 3-2 thru 3-3 0 11-11 . . . 1 16-30 ........ 1 3-4 thru 3-8 1 11-12 . . . . . 3 16-31 . . . . . . . . 0 3-9 . . 11-13 . 0 16-32 thru 16-38 . .. 3 3-10 thru 3-12A 1 11-14 thru 11-15 . . 3 17-1 ........ 3 3-12B Blank 1 11-16 thru 11-22 . . 0 17-2 thru 17-4 . .. 0 3-13 1 11-23 thru 11-28 . 3 17-5 thru 17-6 . .. . 3 3-.4 thru 3-18 3 11-29 thru 11-30 . . . 1 17-7 thru 17-11. ... 0 4-1.0 12-1 . ... . . . 0 17-12 . . . . . . . 1 4-2 . . . 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I 15-20B Blank. . . I 7 -2 thru 7-4 . . . 15-21 . . 0 Upon receipt of the second and subsequent changes to this book, personnel responsible for maintaining this publication in current status should ascertain that all previous changes have been received and incorporated. The astersk ,ndcates pages changed. added or deleted by tne cu.-etn change. A Change 3 TABLE OF CONTENTS SECTION Page 1 GENERAL DESCRIPTION . ....................... 1-1 2 GROUND HANDLING, SERVICING, LUBRICATION AND INSPECTION . 2-1 3 FUSELAGE ........ ... .................. . 3-1 4 WINGS AND EMPENNAGE ....................... 4-1 5 LANDING GEAR AND BRAKES .... .................. . 5-1 6 AILERON CONTROL SYSTEM . ................. 6-1 7 WING FLAP CONTROL SYSTEM ...... .............. 7-1 8 STABILATOR CONTROL SYSTEM ...................... . 8-1 9 STABILATOR TRIM CONTROL SYSTEM ........ .. ...... . 9-1 10 RUDDER CONTROL SYSTEM ...... .... ............ 10-1 11 ENGINE. ......... ...................... 11-1 12 FUEL SYSTEM . . . ................... 12-1 13 PROPELLERS AND GOVERNOR ................... . 13-1 14 UTILITY SYSTEMS ........ ........... . 14-1 15 INSTRUMENTS AND INSTRUMENT SYSTEMS . ..... . ........ . 15-1 16 ELECTRICAL SYSTEMS. ..................... 16-1 17 STRUCTURAL REPAIR ...... .... ...... .. ... 17-1 18 PAINTING .................. .......... . 18-1 19 WIRING DIAGRAMS .... ....... . . .. . . ......... 19-1 CROSS REFERENCE LISTING OF POPULAR NAME VS. MODEL NUMBERS AND SERIALS All aircraft, regardless of manufacturer, are certificated under model number designations. However, popular names are often used for market- ing purposes. To provide a consistent method of referring to these air- craft, the model number will be used in this publication unless the popular name is necessary to differentiate between versions of the same basic model. The following table provides a listing of popular name, model number and serial number. MODEL SERIALS POPULAR NAME YEAR MODEL BEGINNING ENDING CARDINAL RG 1971 177RG 177RG0001 177RG0212 1972 177RG 177RG0213 177RG0282 1973 177RG 177RG0283 177RG0432 CARDINAL RG CARDINAL RG II 1975 177RG 177RG0593 REIMS/CESSNA CARDINAL RG 1971 F177RG 1972 F177RG F177RG0043 F177RG0062 1973 F177RG F177RG0063 F177RG0092 1974 F177RG F177RG0093 F177RG0122 1975 F177RG F177RG0123 ii Change 3 FOREWORD This Service Manual contains factory-recommended procedures and instructions for ground handling, servicing and maintaining Cessna Cardinal RG-Series aircraft. Besides serving as a refer- ence for the experienced mechanic, this Service Manual also covers step-by-step procedures for the less experienced man. This Service Manual should be kept in a handy place for ready reference. If prop- erly used, it will better enable the mechanic to maintain these air- craft and thereby establish a reputation for reliable service. The information in this Service Manual is based on data available at the time of publication, and is supplemented and kept current by service letters and service news letters published by Cessna Air- craft Company. These are sent to all Cessna Dealers so that they have the latest authoritative recommendations for servicing Cessna aircraft. Therefore, it is recommended that Cessna owners utilize the knowledge and experience of the factory-trained Dealer Service Organization. In addition to the information in this Service Manual, a group of vendor publications are available from the Cessna Service Parts Center which describe complete disassembly, overhaul and parts breakdown of some of the various vendor equipment items. A listing of the available publications is issued periodically in service letters. Information for Nav-O-Matic Autopilots, Electronic Communica- tions and Navigation Equipment are not included in this manual. These manuals are available from the Cessna Service Parts Center. iii/(iv blank) SECTION 1 GENERAL DESCRIPTION TABLE OF CONTENTS Page GENERAL DESCRIPTION .......... 1-1 Aircraft Specifications ..... .. ... Cardinal RG-Series .......... -1 Stations .......... . 1-1 Description ............ 1-1 Torque Values ....... 1-1 1-1. GENERAL DESCRIPTION. 1-4. AIRCRAFT SPECIFICATIONS. Leading partic- ulars of these aircraft, with dimensions based on 1-2. CARDINAL RG-SERIES. gross weight, are given in figure 1-1. If these di- mensions are used for constructing a hangar or com- 1-3. DESCRIPTION. The Cessna Cardinal RG-Series puting clearances, remember that such factors as aircraft, described in this manual, are single-engine, nose gear strut inflation, tire pressures, tire sizes, high-wing monoplanes of all-metal, semimonocoque and load distribution may result in some dimensions construction. Wings are full cantilever, with a sealed that are considerably different from those listed. section which forms an integral fuel bay area in each wing. The fully-retractable tricycle landing gear 1-5. STATIONS. A station diagram is shown in fig- consists of tubular spring-steel main gear struts and ure 1-2 to assist in locating equipment when a written a steerable nose gear with an air/hydraulic fluid description is inadequate or impractical. shock strut. Standard four-place seating consists of two individual front seats and one two/place rear 1-6. TORQUE VALUES. A chart of recommended seat. These aircraft feature a horizontal stabilator, nut torque values is shown in figure 1-3. These tor- swept-back fin and rudder, large entry doors, and que values are recommended for all installation pro- rear and side windows. The aircraft are powered cedures contained in this manual, except where other by four-cylinder, horizontally opposed, air-cooled, values are stipulated. They are not to be used for "Blue Streak" (Lycoming) engines, driving all-metal, checking tightness of installed parts during service. constant speed propellers. 1-1 GROSS WEIGHT ............ .............. 2800 lb FUEL CAPACITY (Total) .......................... 61 gal (Usable) . . .......... .............. .. 60 gal OIL CAPACITY (Without External Filter) ..... ............. 8 qt (With External Filter) .................... 9 qt ENGINE MODEL (Refer to Section II for Engine Data) ....... LYCOMING IO-360 SERIES PROPELLER (Constant Speed) .................. 78" McCAULEY MAIN WHEEL TIRES ...................... 15x6.00-6, 6-Ply Rating Pressure ........... ............... 68 psi NOSE WHEEL TIRE ...................... 5.00-5, 4-Ply Rating Pressure .................. .. . . 31 psi NOSE GEAR STRUT PRESSURE (Strut Extended) ......... 38 psi WHEEL ALIGNMENT Camber ... . . .... . . . . . . . . . . . . . . . . . 3 to 5 Toe-In ............ ......... .. 0" to .06" AILERON TRAVEL ... ........ .......... .. Up . . . . . . . . . . . . . . . . . . .... . . . . . . 20 ° ± 20 Down . . . . . . . . . . . . . . . . . . . . . . . . . . 15° ± 2 ° WING FLAP TRAVEL ................... .. 0° to 30 ° , +2° -0 ° RUDDER TRAVEL (Measured parallel to water line) Right ..................... .. 21 45' ± 1° Left . ..... ....... ........... 21 ° 45' ± 1° RUDDER TRAVEL (Measured perpendicular to hinge line) Right ................. 24 ° ± 1° Left . . . . . . . . . . . . .. . . .... . . . . ... 24 ° ± 1° STABILATOR TRAVEL Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 ° ± 1° Down . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 ° 1° STABILATOR TRIM TAB TRAVEL Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 ° 1° Down ........................... 13 ° ± 1° PRINCIPAL DIMENSIONS Wing Span (With Strobe Lights). .............. . 35' 6" Tail Span ......................... 11'10" Length . . . . . . . . . . . . . . . . . . . . . . . . . . 27'3" Fin Height (Maximum with Nose Gear Depressed and Flashing Beacon Mounted on Fin) ............. 8'7" Track Width ................... ..... 7'10" BATTERY LOCATION ..................... Aft of Baggage Area Figure 1-1. Aircraft Specifications 1-2 Change 3 25.25 40. 00 Yg^~~ A ^68 s .00 A96. 00 \^ k C ll | 110.00 \ 136.50 138. 00o \'"^ "~ -~ 172.00 E' ' ^^ : ; 206. 00 * The asterisked stations are trailing edge stations, / ' which are canted outboard. The remainder of the stations, as well as the stations forward of the main spar corresponding to the asterisked trailing edge THRU 1971 MODELS stations, are perpendicular to the leading edge. 75. 50 123. 53 147. 54 188.50 59,00 127.14 164.53 213.00 263.00 284.54 / / 12.26 54.00 100.00 140. 50 CANTED 238. 00 277. 00 132. 00 174.35 1f 63.12 111.75 155.50 200.75 Figure 1-2. Reference Stations Change 1 1-3 RECOMMENDED NUT TORQUES THE TORQUE VALUES STATED ARE POUND-INCHES, RELATED ONLY TO STEEL NUTS ON OIL-FREE CADMIUM PLATED THREADS. FINE THREAD SERIES TENSION SHEAR TAP SIZE TORQUE TORQUE STD ALT STD ALT (NOTE 1) (NOTE 2) (NOTE 3) (NOTE 2) 8-36 12-15 7-9 10-32 20-25 20-28 12-15 12-19 1/4-28 50-70 50-75 30-40 30-48 5/16-24 100-140 100-150 60-85 60-106 3/8-24 160-190 160-260 95-110 95-170 7/16-20 450-500 450-560 270-300 270-390 1/2-20 480-690 480-730 290-410 290-500 9/16-18 800-1000 800-1070 480-600 480-750 5/8-18 1100-1300 1100-1600 660-780 660-1060 3/4-16 2300-2500 2300-3350 1300-1500 1300-2200 7/8-14 2500-3000 2500-4650 1500-1800 1500-2900 1-14 3700-5500 3700-6650 2200-3300 2200-4400 1-1/8-12 5000-7000 5000-10000 3000-4200 3000-6300 1-1/4-12 9000-11000 9000-16700 5400-6600 5400-10000 COARSE THREAD SERIES (NOTE 4) (NOTE 5) 8-32 12-15 7-9 10-24 20-25 12-15 1/4-20 40-50 25-30 5/16-18 80-90 48-55 3/8-16 160-185 95-100 7/16-14 235-255 140-155 1/2-13 400-480 240-290 9/16-12 500-700 300-420 5/8-11 700-900 420-540 3/4-10 1150-1600 700-950 7/8-9 2200-3000 1300-1800 1-8 3700-5000 2200-3000 1-1/8-8 5500-6500 3300-4000 1-1/4-8 6500-8000 4000-5000 NOTES 1. Covers AN310, AN315, AN345, AN363, MS20365, MS21042, MS21044, MS21045 and MS21046. 2. When using AN310 or AN320 castellated nuts where alignment between the bolt and cotter pin slots is not reached using normal torque values, use alternate torque values or replace the nut. 3. Covers AN316, AN320, MS20364 and MS21245. 4. Covers AN363, MS20365, MS21042, MS21043, MS21044, MS21045 and MS21046. 5. Covers AN340. CAUTION DO NOT REUSE SELF-LOCKING NUTS. The above values are recommended for all installation procedures contained in this manual, except where other values are stipulated. They are not to be used for checking tightness of installed parts during service. Figure 1-3. Torque Values 1-4 Change 3 SECTION 2 GROUND HANDLING. SERVICING, CLEANING, LUBRICATION, AND INSPECTION TABLE OF CONTENTS Page GROUND HANDLING ............ 2-1 General Description . ......... 2-11 Towing . ............... 2-1 Upholstery and Interior . ...... . 2-11 Hoisting ................ 2-4 Interior Trim ... .. 2-11 Jacking ................ 2-4 Windshield and Windows ........ 2-11 Leveling ............... 2-4 Aluminum Surfaces ........ .. 2-12 Parking ................ 2-4 Painted Surfaces ............ 2-12 Tie-Down . .. ....... 2-4 Engine Compartment .......... 2-12 Flyable Storage .......... .. 2-4 Propeller . .. .... . . . . . . .. 2-12 Returning Aircraft to Service .... 2-4 Wheels .. . . . ...... . 2-12 Temporary Storage . .......... 2-4 LUBRICATION ............... 2-12 Inspection During Storage ...... 2-5 Nose Gear Torque Links ........ 2-12 Returning Aircraft to Service .... 2-5 When Bearings ............. 2-12 Indefinite Storage. . .......... 2-5 Wing Flap Actuator ......... . 2-12 Inspection During Storage ...... 2-6 Tachometer Drive Shaft ........ 2-13 Returning Aircraft to Service .... 2-7 Nose Gear Steering Collar . ...... 2-13 SERVICING ....... ......... 2-7 Nose Gear Pivots ........ .. 2-13 General Description .. ........ 2-7 Main Gear Pivot Points ...... .2-13 Fuel ................. 2-7 INSPECTION REQUIREMENTS .. . ... 2-21 Fuel Drains .. ............ 2-7 Inspection Charts ........... 2-21 Engine Oil ............... 2-7 Program Selection ........... 2-21 Engine Air Induction Filter ....... 2-8 Guide Lines ... ........... 2-22 Vacuum System Air Filter ........ 2-9 Propeller ............... 2-24 Battery ................ 2-9 Engine Compartment .. ........ 2-24 Tires ................. 2-10 Fuel System ........... ....... 2-25 Nose Gear Shock Strut ......... 2-10 Landing Gear . ............ 2-26 Shimmy Dampener ........... 2-10 Landing Gear Retraction System .... 2-26 Hydraulic Brake System . ....... 2-11 Airframe ............... 2-27 Hydraulic Reservoir .......... 2-11 Control Systems .......... 2-28 Hydraulic Fluid Contamination Check . . 2-11 CLEANING ................ 2-11 2-1. GROUND HANDLING. 2-2. TOWING. Moving the aircraft by hand is ac- When power towing the aircraft, never turn complished by using the landing gear struts as push the nose wheel more than 39 degrees either points. A tow bar attached to the nose gear should side of center or the nose gear and structure be used for steering the aircraft when pulling or could be damaged. Do not push on control pushing the aircraft by hand. When no tow-bar is surfaces or outboard empennage surfaces. available, press down at a tailcone bulkhead, just When pushing on the tailcone, always apply forward of the stabilator, to raise the nose wheel pressure at a bulkhead to avoid buckling the off the ground. With the nose wheel clear of the skin. ground, the aircraft can be pivoted about either main wheel. Change 1 2-1 Detail A MAIN LANDING GEAR JACKING - 16" minimum , ITEM NUMBER TYPE AND PART-NUMBER REMARKS Block (Jack point not available) 1 x 4 x 4 padded with 1/4" rubber Cessna #1200028-1 Jack point (SEE NOTE 1) Jack Any short jack of capable capacity (SEE NOTE 1) 1. Provisions are furnished on the bottom of each wing for installation of optional 1200028-1 jack points. 2. Weighted adjustable stand attaches to tie-down ring. Wing jack points are aft of the aircraft center-of-gravity. This causes the aircraft to be nose heavy when on jacks. Place additional weights (shot bags or sand bags) on the weighted tail stand to hold the tail down. In addition, the base of adjustable tail stand (SE767) is to be filled with concrete for additional weight as a safety factor. 3. Refer to detail A for location of placement of optional 0541208-1 jack pad assemblies. The jack pad may be used to raise only one main wheel. Do not use brake casting as a jack point. Beginning with 1972 Models, use jack point on bottom of step. 4. Items (1), (3), (4), (5) and (6) are available from the Cessna Service Parts Center. 2-2 Change 3 JACKING AIRCRAFT 1. Lower the aircraft tail so that wing jack and stands can be placed at wing points. 2. Raise aircraft tail and attach tail stand to tail tie-down ring. BE SURE the tail stand weighs enough to keep the tail down under all conditions and that it is strong enough to support any weight that may be placed upon it. 3. Raise jacks evenly until desired height is reached. When jacking the aircraft, the main landing gear wheels must be a minimum of 16" above shop floor for landing gear retraction. 4. The jack pad assembly may be used to raise only one main wheel. Do not use brake casting as a jack point. 5. The nose may be raised by weighting down the tail. Place weight on each side of stabilator, next to fuselage. 6. Whenever the landing gear is to be operated in the shop, use the wing jack and tail jack points to raise the aircraft. 7. The aircraft may be hoisted as outlined in paragraph 2-3. REMOVING AIRCRAFT FROM JACKS 1. Place landing gear control handle in gear down position. 2. Operate power source or aircraft emergency hydraulic hand pump until landing gear is down and locked, the green (DOWN) light is illuminated. 3. Disconnect power source and/or stow emergency hydraulic hand pump handle. 4. Ascertain that green (DOWN) light is illuminated: then place master switch in OFF position. 5. Lower jacks evenly until aircraft rests on the landing gear and remove wing jacks and tail stand. 6. Compress nose landing gear shock strut to static position. SHOP NOTES: Figure 2-1. Jacking Details (Sheet 2 of 2) Change 3 2-3 2-3. HOISTING. The aircraft may be lifted with a cable) to the nose gear trunion. Pull each end away hoist of two-ton capacity by using hoisting rings, at a 45 degree angle and secure to ground anchors. (optional equipment) or by means of suitable slings. c. Secure the middle of a rope to the tail tie-down The front sling should be hooked to the engine mount ring. Pull each end of rope away at a 45 degree angle at the upper firewall attach points on each side, and and secure to ground anchors. the aft sling should be positioned around the fuselage d. Secure control lock on pilot control column. If at the first bulkhead forward of the leading edge of control lock is not available, tie control wheel back the stabilator. If the optional hoisting rings are with front seat belt. used. a minimum cable length of 60 inches for each e. These aircraft are equipped with a spring-loaded cable is required to prevent bending of the eyebolt- steering bungee which affords protection against nor- type hoisting rings. If desired, a spreader jig may mal wind gusts. However, if extremely high wind be fabricated to cause vertical force to be applied to gusts are anticipated, additional external locks may the eyebolt hoisting rings, thus allowing a shorter be installed. cable length. 2-8. FLYABLE STORAGE. Flyable storage is de- 2-4. JACKING. Refer to figure 2-1 for jacking pro- fined as a maximum of 30 days non-operational stor- cedures. age and/or the first 25 hours of intermittent engine operation. CAUTION NOTE When using the individual gear strut jack pad, flexibility of the gear strut will cause The aircraft is delivered from Cessna with the main wheel to slide inboard as the a corrosion preventive aircraft engine oil wheel is raised, tilting the jack. The jack (MIL-C-6529, Type II RUST BAN). This must then be lowered for a second jacking engine oil is a blend of aviation grade operation. Do not jack both main wheels straight mineral oil and a corrosion pre- simultaneously with individual jack pads. ventive compound. This oil should be used for the first 50 hours of engine oper- 2-5. LEVELING. Longitudinal leveling of the air- ation. Refer to paragraph 2-20 for oil craft is accomplished by removing the plug buttons at change information during the first 50 hours stations 213. 0 and 238. 0 on the left side of the tail- of engine operation. cone and installing screws in the jig located nutplates. the placing a level across the screws. Raise or During the 30 day non-operational storage or the first lower the nose strut to properly center the bubble in 25 hours of intermittent engine operation, every sev- the level. A level placed across the front seat rails enth day, the propeller shall be rotated through five at corresponding points is used to level the aircraft revolutions, without running the engine. If the air- laterallv. craft is stored outside, tie down in accordance with paragraph 2-7. In addition, the pitot tube, static air 2-6. PARKING. When parking the aircraft, head vents, air vents, openings in the engine cowling and into the wind and set parking brakes. other similar openings shall have protective covers installed to prevent entry of foreign material. After ground run-up until oil has reached operating tem- Do not set parking brakes during cold weather perature. when accumulated moisture may freeze the brakes or when the brakes are overheated. 2-9. RETURNING AIRCRAFT TO SERVICE. After flyable storage, returning the aircraft to service is Close cowl flaps, install internal control lock and accomplished by performing a thorough preflight in- place chocks under all wheels. In severe weather spection. At the end of the first 25 hours of engine and high wind conditions, tie aircraft down as out- operation, drain engine oil, clean oil screens and lined in paragraph 2-7 if a hangar is not available. change external oil filter element, if installed. Ser- vice engine with correct grade and quantity of engine 2-7. TIE-DOWN. When mooring the aircraft, head oil. Refer to figure 2-2 and paragraph 2-20 for cor- into the wind, if possible. Secure control surfaces rect grade of oil. with internal control lock, and set parking brakes. 2-10. TEMPORARY STORAGE. Temporary storage a maximum of 90 days. The aircraft is constructed Do not set parking brakes during cold weather of corrosion resistant alclad aluminum, which will when accumulated moisture may freeze the last indefinitely under normal conditions if kept clean, brakes, or when the brakes are overheated. however, these alloys are subject to oxidation. The first indication of corrosion on unpainted surfaces is Moor the aircraft as follows: in the form of white deposits or spots. On painted a. Tie ropes, cables or chains to the wing tie-down surfaces, the paint is discolored or blistered. Stor- fitting located under each wing. Secure the opposite age in a dry hangar is essential to good preservation, end to ground anchors. and should be procured, if possible. Varying condi- b. Secure the middle of a rope (do not use chain or tions will alter the measures of preservation, but 2-4 Change 1 under normal conditions in a dry hangar, and for stor- Attach a red streamer at each point that a plug or age periods not to exceed 90 days, the following meth- tape is installed. ods of treatment are suggested. n. If the aircraft is to be stored outside, perform a. Fill fuel bays with correct grade of gasoline. the procedures outlined in paragraph 2-7. In addi- b. Clean and wax aircraft thoroughly. tion, the pitot tube, static source vents, air vents. c. Clean any oil or grease from tires and coat tires openings in the engine cowling and similar openings with a tire preservative. Cover tires to protect should have protective covers installed to prevent against grease and oil. entry of foreign material. d. Either block up fuselage to relieve pressure on o. Attach a warning placard to the propeller to the tires or rotate wheels every 30 days to prevent flat effect that the propeller shall not be moved while the spotting of tires. engine is in storage. e. Lubricate all airframe items and seal or cover all openings which could allow moisture and/or dust 2-11. INSPECTION DURING STORAGE. to enter. a. Inspect airframe for corrosion at least once a month and remove dust collections as frequently as NOTE possible. Clean and wax as required. b. Inspect the interior of at least one cylinder The aircraft battery serial number is recorded through the spark plug hole for corrosion at least in the aircraft equipment list. To assure ac- once a month. curate warranty records, the battery should be reinstalled in the same aircraft from which it NOTE was removed. If the battery is returned to ser- vice in a different aircraft, appropriate record Do not move crankshaft when inspecting changes must be made and notification sent to interior of cylinder for corrosion. the Cessna Claims Department. c. If at the end of the 90 day period, the aircraft is f. Remove battery and store in a cool dry place; to be continued in non-operational storage, repeat service the battery periodically, and charge as re- the procedural steps "g" thru "o" of paragraph 2-9. quired. 2-12. RETURNING AIRCRAFT TO SERVICE. After NOTE temporary storage, use the following procedures to return the aircraft to service. An engine treated in accordance with the fol- a. Remove aircraft from blocks and check tires for lowing may be considered protected against proper inflation. Check for proper nose gear strut normal atmospheric corrosion for a period inflation. (Refer to figure 1-1 for pressures.) not to exceed 90 days. b. Check and install battery. c. Check that oil sump has proper grade and quan- g. Disconnect spark plug leads and remove upper tity of engine oil. and lower spark plugs from each cylinder. d. Service induction air filter and remove warning placard from propeller. NOTE e. Remove materials used to cover openings. f. Remove, clean and gap spark plugs. (Refer to The preservative oil must be Lubricating Oil- paragraph 11-3. ) Contact and Volatile, Corrosion Inhibited, g. While spark plugs are removed, rotate propeller MIL-L-46002, Grade 1, or equivalent. The several revolutions to clear excess rust preventive following oils are approved for spraying oper- oil from cylinders. ations by Lycoming: Socony Averex 901, or h. Install spark plugs. Torque spark plugs to Esso Rust-Ban 626, or equivalent. 390±30 lb-in and connect spark plug leads. i. Check fuel strainer. Remove and clean filter h. Using a portable pressure sprayer, spray pre- screen if necessary. Check fuel bays and fuel lines servative oil through the upper spark plug hole of for moisture and sediment. Drain enough fuel to each cylinder with the piston in a down position. eliminate moisture and sediment. Rotate crankshaft as each pair of cylinders is sprayed. j. Perform a thorough preflight inspection, then i. After completing step "h, " rotate crankshaft so start and warm-up engine. that no piston is at a top position. If the aircraft is to be stored outside, stop two-bladed propeller so 2-13. INDEFINITE STORAGE. Indefinite storage is that blades are as near horizontal as possible to pro- defined as aircraft in a non-operational status for an vide maximum clearance with passing aircraft. indefinite period of time. Engines treated in accor- j. Again, spray each cylinder without moving the dance with the following may be considered protected crankshaft to thoroughly cover all interior surfaces against normal atmosphere corrosion, provided the of the cylinder above the piston. procedures outlined in paragraph 2-14 are performed k. Install spark plugs and connect spark plug leads. at the intervals specified. 1. Apply preservative oil to the engine interior by a. Operate engine until oil temperature reaches spraying approximately two ounces of the preservative normal operating range. Drain engine oil sump and oil through the oil filler tube. install drain plug. m. Seal all engine openings exposed to the atmos- b. Fill oil sump to normal operating capacity with phere, using suitable plugs or non-hygroscopic tape. corrosion preventive mixture which has been thor- Change 1 2-5 oughly mixed and pre-heated to a minimum of 221°F at the time it is added to the engine oil sump. Do not exceed the above air pressure as in- NOTE ternal damage to the injector may result. Corrosion preventive mixture consists of one j. With throttle in full open position, place a bag of part compound MIL-C-6529. Type I, mixed desicant in the injector intake and seal opening with with three parts new lubricating oil of the moisture resistant paper and tape. grade recommended for service. Avco Ly- k. Place a bag of desicant in the exhaust tailpipes coming recommends Esso Rust-Ban 628 or and seal openings with moisture resistant tape. equivalent. During all spraying operations, 1. Seal cold air inlet to the heater muff with mois- corrosion preventive mixture is pre-heated ture resistant tape. to 221 ° to 250°F. m. Seal engine breather by inserting a protex plug in the breather hose and clamp in place. c. Immediately after filling the oil sump with cor- n. Seal all other engine openings exposed to atmos- rosion preventive mixture, fly the aircraft for a phere using suitable plugs or non -hygroscopic tape. period of time not to exceed a maximum of 30 min- utes. NOTE tape is installed. Either attach red streamer Injecting corrosion preventive mixture too outside the sealed area with tape or to the in- fast can cause a hydrostatic lock. Use side of the sealed area with safety wire to caution when spraying mixture into air prevent wicking of moisture into the sealed induction system to prevent oil from enter- area. ing the air section of the injector. Fluid can easily enter the air section of the in- o. Drain corrosion preventive mixture from engine jector through the impact tubes or the sump and re-install drain plug or close drain valve. annular groove around the venturi. For this reason, ascertain that spraying NOTE nozzle is inserted into the venturi beyond the impact tubes. The corrosion preventive mixture is harmful to paint and should be wiped from painted d. With engine operating at 1200 to 1500 rpm and surfaces immediately. induction air filter removed. spray corrosion pre- ventive into the injector throat, at the rate of one- p. Attach a warning placard to the throttle control half gallon per minute until heavy smoke comes from knob to the effect that the engine contains no lubri- the exhaust stacks. then increase spray until engine cating oil. Also, placard the propeller to the effect is stopped. that it should not be moved. While the engine is in e. Do not rotate propeller after completing step storage. "d." g. Prepare the airframe for storage as outlined in f. Remove all spark plugs and spray corrosion paragraph 2-10 thru step "f." preventive mixture, which has been pre-heated to 221 ° to 250°F, into all spark plug holes to thorough- NOTE ly cover entire surface of the interior of each cylin- der above the piston. As an alternate method of indefinite storage, g. Install lower spark plugs or install solid plug in the aircraft may be serviced in accordance lower spark plug holes, and install protex plugs in with paragraph 2- 10 providing the aircraft each of the top spark plug holes. Be sure that each is run-up at maximum intervals of 60 days protex plug is blue in color when installed. and then reserviced per paragraph 2-10. h. Protect and support the spark plug leads with AN-4060-1 protectors or other suitable protector. 2-14. INSPECTION DURING STORAGE. Aircraft in i. Flush injector with a preservative grade oil indefinite storage shall be inspected as follows: Specification MIL-O-6081, Grade 1010, (Standard a. Inspect cylinder protex plugs each 7 days. Oil Co., Esso Turbo-Oil 1010 or the equivalent) as b. Change protex plugs if their color indicates an follows: unsafe condition. 1. Remove plugs and drain all fuel from the in- c. If the protex plugs have changed color in one- jector. If available, apply 10 to 15 psi air pressure half of the cylinders, all desicant material in the to the fuel inlet, until all fuel is discharged from the engine shall be replaced with new material. injector. d. Every six months re-spray the cylinder interiors 2. Replace the plugs and apply preservative with corrosion preventive mixture. grade oil filtered through a 10-micron filter at 13-15 psi to the injector fuel inlet until clear oil is dis- charged from the servo fitting and fuel outlet. 2-6 Change 1 NOTE graphs supplement this figure by adding details not included in the figure. Before spraying, inspect the interior of one cylinder for corrosion through the spark 2-18. FUEL. The fuel system should be serviced plug hole and remove at least one rocker immediately after flight to reduce condensation in box cover, and inspect the valve mechanism. the system. Fuel capacity is listed in figure 1-1. The recommended fuel grade to be used is given in 2-15. RETURNING AIRCRAFT TO SERVICE. After figure 2-3. indefinite storage, use the following procedure to return the aircraft to service. 2-19. FUEL DRAINS are located at various places in a. Remove aircraft from blocks and check tires for the fuel system. Refer to Section 12 for locations of correct inflation. Check for correct nose gear strut fuel drains. Remove plugs and open valves at the in- inflation. tervals specified in figure 2-2. Also, during daily in- b. Check battery and install. spection of the fuel drains, if any water is found, c. Check hydraulic level in Power Pack. there is a possibility that the wing sumps or fuel lines d. Remove all materials used to seal and cover contain water. Remove all drain plugs and drain all openings. water from system. To activate valve for fuel sam- e. Remove warning placards posted at throttle knob pling, place cup up to valve and depress valve with and on the propeller. rod protruding from cup. (Refer to figure 12-2.) f. Remove and clean engine oil screen, then re- install and safety. On aircraft that are equipped 2-20. ENGINE OIL. Check engine lubricating oil with an external oil filter, install a new filter ele- with the dipstick five to ten minutes after the engine ment. has been stopped. The aircraft should be in as near g. Remove oil drain plug or open drain valve and a level position as possible when checking the engine drain sump. Install and safety drain plugs or close oil, so that a true reading is obtained. Engine oil drain valve, should be drained while the engine is still hot, and the nose of the aircraft should be raised slightly for NOTE more positive draining of any sludge which may have collected in the engine oil sump. Engine oil should The corrosion preventive mixture will mix be changed every six months, even though less than with the engine lubricating oil, so flushing the specified hours have accumulated. Reduce these the oil system is not necessary. Draining intervals for prolonged operations in dusty areas, in the oil sump will remove enough of the cold climates where sludging conditions exist, or corrosion preventive mixture. where short flights and long idle periods are encoun- tered, which cause sludging conditions. Always h. Clean and install the induction air filter. change oil, clean oil screens, and clean and/or i. Remove protex plugs and spark plug or solid change external filter element whenever oil on the plugs installed in spark plug holes. Rotate propeller dipstick appears dirty. Detergent or ashless disper- by hand several revolutions to clear corrosion pre- sant oil, conforming to Specification No. MIL-L- ventive mixture from cylinders. 22851, for the "Blue Streak" (Lycoming) engine, shall j. Clean, gap, and install spark plugs. Tighten be used. Multi-viscosity oil may be used to extend spark plugs to the torque value shown in paragraph the operating temperature range, improve cold engine 11-3. starting and lubrication of the engine during the criti- k. Check fuel strainer. Remove and clean filter cal warm-up period, thus permitting flight through screen. Check fuel tank drains and fuel lines for wider ranges of climate change without the necessity moisture and sediment, and drain enough fuel to of changing oil. The multi-viscosity grades are eliminate. recommended for aircraft engines subjected to wide 1. Drain preservative oil from injector unit as variations in ambient air temperatures when cold follows: starting of the engine must be accomplished at tem- 1. Remove drain plugs and drain all oil from peratures below 30°F. the injector. 2. Install drain plugs and place mixture control NOTE to full Rich position. 3. Apply service type gasoline into the fuel inlet New or newly-overhauled engines should be at a pressure of 13-15 psi until all of the oil is flushed operated on aviation grade straight mineral from the injector at the servo fitting and fuel outlet. oil until the first oil change. If a detergent 4. Connect fuel inlet and servo fitting lines or or ashless dispersant oil is used in a new or hose. newly-overhauled engine, high oil consump- m. Perform a thorough pre-flight inspection, then tion might possibly be experienced. The start and warm-up engine. anti-friction additives in detergent and dis- n. Thoroughly clean aircraft and flight test air- persant oils will retard "break-in" of the craft. piston, rings and cylinder walls. This con- dition can be avoided by the use of straight 2-16. SERVICING. mineral oil. The aircraft is delivered from Cessna with straight mineral oil (MIL-C- 2-17. GENERAL DESCRIPTION. Servicing require- 6529, Type II, RUST BAN). If oil must be ments are shown in figure 2-2 The following para- added during the first 25 hours, use only Change 3 2-7 aviation grade straight mineral oil (non- filter in a good clean condition can never be over detergent) conforming to Specification No. stressed. The frequency with which the filter should MIL-L-6082. After the first 25 hours of be removed and cleaned will be determined primarily operation, drain engine oil sump and clean by the aircraft operating conditions. A good general both the oil suction strainer and oil pressure rule however, is to remove and clean the filter at screen. If an optional oil filter is installed, least every 50 hours of engine operating time and change filter element at this time. Refill more frequently if warranted by operating conditions. sump with a straight mineral oil (non-deter- Some operators prefer to hold spare induction air gent) and use until a total of 50 hours have filters at their home base of operation so that a clean accumulated or oil consumption has stabil- filter is always readily available for use. When op- ized, then change to detergent oil. erating in extremely dusty conditions, daily servicing of the filter is recommended. To service the filter, When changing engine oil, remove and clean oil proceed as follows: screens, or install a new filter element on aircraft a. Remove filter from aircraft. equipped with an external oil filter. An oil quick- drain valve may be installed. This valve provides NOTE a quick and cleaner method of draining the engine oil. This valve is installed in the oil drain port of Use care to prevent damage to filtering media the oil sump, and allows oil to be drained by attach- panels when cleaning filter with compressed ing a hose over the fitting end and pushing up, caus- air. ing the oil to drain through the hose into a container. To drain the engine oil, proceed as follows: b. Clean filter with compressed air (not over 100 a. Operate engine until oil temperature is at nor- psi), direct air through filter in the direction opposite mal operating temperature. of normal air flow. Arrows on filter frame indicate b. (With Quick-Drain Valve.) Attach a hose to the direction of normal air flow. quick-drain valve in oil sump. Push up on quick-drain valve until it locks open, and allow oil to drain through hose into a container. c. (Without Quick-Drain Valve.) Remove oil drain Do not use solvent or cleaning fluids to wash plug from engine sump and allow oil to drain into a filter. Use only a water and household de- container. tergent solution when washing the filter unit. d. After engine oil has drained, close quick-drain valve and remove hose. Install and safety drain plug. c. After cleaning with compressed air, the filter e. Remove and clean oil screen, or change exter- may be washed, if necessary, in a solution of warm naloil filter element. water and a mild household detergent. A cold water f. Service engine with correct quantity and grade solution may be used. of engine oil. NOTE NOTE The filter assembly may be cleaned with com- Refer to inspection charts for intervals pressed air a maximum of 30 times or it may for changing oil and filter elements. be washed a maximum of 20 times. The filter should be replaced with a new filter after 500 hours of engine operating time or one year whichever should occur first. However, a NOTE new filter should be installed at any time the existing filter is damaged. A damaged filter To minimize loss of oil through the breather, may have sharp or broken edges in the filter- fill to specified oil level on dipstick for nor- ing panels which would allow unfiltered air to mal operation (flight of less than three hours enter the engine induction system. Any filter duration). For extended flight, fill to FULL that appears doubtful, shall have-a new filter mark on dipstick. Do not operate with less installed in its place. than MINIMUM-FOR-FLIGHT quantities listed. If an external oil filter is installed, d. After washing, rinse filter with clear water one additional quart of oil is required when until rinse water draining from the filter is clear. filter element is changed. Allow water to drain from the filter and then dry filter with compressed air (not over 100 psi). NOTE 2-21. ENGINE AIR INDUCTION FILTER. The in- The filtering panels of the filter may become duction air filter keeps dust and dirt from entering distorted when wet, but they will return to the induction system. More engine wear is caused their original shape when they are dry. through the use of a dirty or damaged filter than is generally believed. Therefore, maintaining the air e. Be sure air box and ducts are clean and filter is not damaged. Install a new filter if the existing filter is damaged. 2-8 Change 1 f. Install filter at entrance to air box with gasket 2-23. BATTERY. Battery servicing involves adding on aft face of filter frame and with air flow arrows distilled water to maintain the electrolyte level even on filter frame pointed in the correct direction of air with the horizontal baffle plate at the bottom of the flow. cell filler holes, checking the battery cable connec- tions, and neutralizing and cleaning off any spilled 2-22. VACUUM SYSTEM AIR FILTER. The vacuum electrolyte or corrosion. Use bicarbonate of soda system central air filter keeps dust and dirt from (baking soda) and water to neutralize electrolyte or entering the vacuum operated instruments. Inspect corrosion. Follow with a thorough flushing with the filter element every 200-hour inspection for dam- clean water. Brighten cables and terminals with a age and cleanliness. Change the central air filter wire brush, then coat with petroleum jelly before element every 500 hours of operating time and when- connecting. The battery box also should be checked ever the suction gage reading drops below 4.6 inches and cleaned if any corrosion is noted. Distilled water, of mercury. Also, do not operate the vacuum sys- not acid or "rejuvenators, " should be used to main- tem with the filter element removed or a vacuum line tain electrolyte level. Check the battery every 50 disconnected as particles of dust or other foreign matter may enter the system and damage the vacuum operated instruments. SHOP NOTES: Change 1 2-9 hours (or at least every 30 days) more often in hot to serve its purpose. In addition, the piston rod weather. Refer to Section 16 for detailed battery must also be partially full of fluid before the temper- removal, installation and testing. ature compensating mechanism will function properly. It should be noted that the fluid is under pressure ex- 2-24. TIRES. The tire should be maintained at the erted against the floating piston by a spring, and that air pressure specified in figure 1-1. When checking loosening or removing the filler plug will cause loss tire pressure, examine tire for wear, cuts, bruises, of fluid and necessitate removal and refilling of the and slippage. Remove oil, grease, and mud from shimmy dampener and piston rod. tires with soap and water. NOTE NOTE The shimmy dampener should be checked at Recommended tire pressure should be main- each 50-hour inspection to see if it should tained. Especially in cold weather, remem- be serviced. ber that any drop in temperature of the air inside a tire causes a corresponding drop in To check whether the shimmy dampener needs filling, tire pressure. measure the location of the floating piston as follows: a. Insert a length of music wire into the upper end 2-25. NOSE GEAR SHOCK STRUT. The nose gear of the piston rod until it touches the floating piston. shock strut requires periodic checking to ascertain The music wire should be ground to a blunt point. that the strut is filled with hydraulic fluid and is in- b. Mark the music wire at the end of the piston rod, flated to the correct air pressure. When servicing and measure the music wire for depth of insertion. the nose gear shock strut, proceed as follows: c. If the floating piston is 3.10 inches from end of a. Weight or tie-down the aircraft tail to raise nose piston rod, the shimmy dampener needs filling. wheel off floor. b. Remove filler valve cap and depress valve core To fill the shimmy dampener, proceed as follows: to completely deflate nose shock strut. a. Remove shimmy dampener from aircraft. c. Remove filler valve from strut. b. Cut safety wire and remove roll pin from piston d. Extend strut one inch, and fill to overflow with rod. Use caution since the roll pin is under a spring hydraulic fluid. Replace fluid filler plug while strut load, is extended. c. Remove retaining rings and remove bearing head e. Compress strut. If strut compresses fully, re- and piston assembly from cylinder barrel. peat steps "c and d" until strut will not compress d. Remove O-ring from piston, and using a blast of fully, compressed air at roll pin in piston, remove floating f. After strut can not be fully compressed. Re- piston from piston rod. move fluid filler plug and compress strut fully allow- e. Using new O-rings install piston and rod assem- ing fluid to overflow from filler. bly in cylinder. Move piston rod to place piston g. With strut fully compressed, install and tighten bottomed out against end of dampener barrel opposite fluid filler plug and install valve core. open end of barrel. h. With nose wheel off the floor, inflate strut to the f. Fill barrel through open end and install bearing air pressure specified in figure 1-1. Install valve head and retainer ring - then invert unit to place open cap and lower aircraft. Inner strut barrel should end of piston rod up. Fill open piston rod with fluid, show below outer barrel 1. 25-3. 00 inches. then slowly work piston up and down, drawing fluid through orifice and expelling air until area behind NOTE piston is solidly filled with fluid, free of entrapped air. Keep piston rod filled with fluid. The nose landing gear shock strut will nor- g. After all air has been worked out, "top off" mally require only a minimum amount of piston rod with fluid. Insert floating piston into service. Maintain the strut extension air piston rod and push down until floating piston is 2.50- pressure shown in figure 1-1. Lubricate inches from open end of piston rod. Loosen filler landing gear as shown in figure 2-3. Check plug slightly to permit floating piston to be moved to landing gear daily for general cleanliness, proper position, but tighten as the correct dimension security of mounting, and for hydraulic is reached. fluid leakage. Keep machined surface of strut barrel wiped free of dirt and dust, NOTE using a clean, lint-free cloth moistened with hydraulic fluid or kerosene. All sur- Be sure that the shimmy dampener and hy- faces should be wiped free of excess hy- draulic fluid are at room temperature while draulic fluid or kerosene. Leave a light filling to the dimension noted. film of fluid on the machine surface of the strut barrel. h. Install spring, roll pin, and safety wire. i. Wash shimmy dampener with solvent and dry 2-26. SHIMMY DAMPENER. The shimmy dampener thoroughly. contains a compensating mechanism within the hollow j. Reinstall dampener on aircraft. piston rod for thermal expansion and contraction of the hydraulic fluid. The shimmy dampener must be filled completely with fluid, free of entrapped air, 2-10 Change 1 NOTE 2-32. UPHOLSTERY AND INTERIOR. Keeping the upholstery and interior clean prolongs upholstery Keep the shimmy dampener, especially the fabrics and interior trim life. To clean the interior, exposed portions of the machined surfaces proceed as follows: of the piston rod clean to prevent collections a. Empty all ash trays and refuse containers. of dirt and grit which could cut the seals in b. Brush or vacuum clean the upholstery and car- the dampener barrel. Keep the machined pet to remove dust and dirt. surfaces wiped free of dirt and grit, using c. Wipe leather and plastic trim with a damp cloth. a clean lint-free cloth moistened with hy- d. Soiled upholstery fabric and carpet may be draulic fluid or kerosene. All surfaces cleaned with a foam-type detergent cleaner used ac- should be wiped free of excess hydraulic cordingly to the manufacturer's instructions. fluid or kerosene. Leave a light film of e. Oil and grease spots and stains may be cleaned fluid on the machined surfaces of the piston with household spot removers, used sparingly. Be- rod to prevent corrosion. fore using any solvent spot remover, read the in- structions on the container and test it on an obscure 2-27. HYDRAULIC BRAKE SYSTEM. The hydraulic place in the fabric to be cleaned. Never saturate the brake systems should be checked for correct amount fabric with volatile solvent; it may damage the pad- of hydraulic fluid at least every 200 hours. Add fluid ding and backing material. at the brake master cylinders. Bleed brake system f. Scrape sticky material from fabric with a dull of entrapped air when there is a spongy response to knife, then spot clean the area. the brake pedals. Refer to Section 5 for the brake bleeding procedure. 2-33. INTERIOR TRIM. The instrument panel cov- ers, plastic trim, and control knobs need only to be 2-28. HYDRAULIC RESERVOIR. The hydraulic wiped with a damp cloth. Oil and grease on the con- reservoir should be checked at each 50-hour inspec- trol knobs can be removed with a cloth moistened tion and whenever fluid level is suspected to be low. with Stoddard solvent or equivalent. Volatile sol- Fill reservoir as necessary. Remove filler plug and vents, such as gasoline, alcohol, benzene, acetone, fill to bottom of casting in filler holes. When check- carbon tetrachloride, fire extinguisher fluid, de-icer ing fluid level, insert a wire through the vent hole to fluid, lacquer thinner, or glass window cleaning ascertain that the vent has not become plugged. Use spray should never be used to clean plastic trim. only clean MIL-H-5606 hydraulic fluid when filling These solvents will soften and craze the plastic trim. the reservoir. 2-34. WINDSHIELD AND WINDOWS. The windshield 2-29. HYDRAULIC FLUID CONTAMINATION CHECK. and windows should be cleaned carefully with plenty At the first 50-hour and first 100-hour inspection, of clean water and a mild detergent, using the palm thereafter at each 500-hour inspection or one year, of the hand to feel and dislodge any caked mud or whichever should occur first, a sample of hydraulic dirt. A sponge, soft cloth, or chamois may be used, fluid should be taken and examined for sediment and but only as a means of carrying water to the plastic. discoloration. This may be done as follows: Rinse thoroughly, then dry with a clean moist cham- a. Place aircraft master switch in OFF position. ois. Do not rub plastic panels with a dry cloth as b. In the nose wheel well on the right side, discon- this will build up an electrostatic charge which at- nect the forward hydraulic line at bulkhead fitting and tracts dust. Oil and grease may be removed by drain a small sample of hydraulic fluid into a non- lightly wiping with a soft cloth moistened with Stod- metallic container. dard solvent. c. Connect hydraulic line to bulkhead fitting and tighten. d. Analyze drained hydraulic fluid. e. If the drained fluid is clear and is not appreci- Do not use gasoline, alcohol, benzene, acetone, ably darker in color than new fluid, continue to use carbon tetrachloride, fire extinguisher fluid, the present fluid. de-icer fluid, lacquer thinner, or glass window f. If the fluid color is doubtful, place fluid sample cleaning spray to clean the windshield or win- in a non-metallic container and insert a strip of dows. These solvents will soften and craze polished copper in the fluid sample. the plastic. g. Keep copper strip in the sample fluid for six hours at a temperature of 70°F or more. A slight After washing, the windshield and windows should be darkening of the copper strip is permissible, but cleaned with an aircraft windshield cleaner. Apply there should be no pitting or etching visible up to the cleaner with soft cloths and rub with moderate 20X magnification. pressure. Allow the cleaner to dry, then wipe it off the windshield and windows with soft flannel cloths. 2-30. CLEANING. A thin, even coat of wax, polished out by hand with soft flannel cloths, will fill in minor scratches and 2-31. GENERAL DESCRIPTION. Keeping the air- help prevent further scratching. Do not use a canvas craft clean is important. Besides maintaining the cover on the windshield or windows unless freezing trim appearance of the aircraft, cleaning lessens rain or sleet is anticipated since the cover may the possibility of corrosion and makes inspection scratch the plastic surface. and maintenance easier. Change 1 2-11 2-35. ALUMINUM SURFACES. The aluminum sur- paint, and cracks or dents in the wheel castings. faces require a minimum of care, but should never Sand smooth, prime, and repaint or repair minor be neglected. The aircraft may be washed with clean defect. Cracked wheel halves shall have new parts water to remove dirt, and with carbon tetrachloride installed. or other non-alkaline grease solvents to remove oil and/or grease. Household type detergent soap pow- 2-40. LUBRICATION. ders are effective cleaners, but should be used cautiously since some of them are strongly alkaline. 2-41. GENERAL DESCRIPTION. Lubrication re- Many good aluminum cleaners, polishes, and waxes quirements for the aircraft are shown in figure 2-3. are available from commercial suppliers of aircraft Before adding lubricant to a lubricator fitting, wipe products. dirt from fitting. Lubricate until lubricant appears around parts being lubricated, and wipe excess lubri- 2-36. PAINTED SURFACES. The painted exterior cant from parts. The following paragraphs supple- surfaces of the aircraft, under normal conditions, re- ment figure 2-3 by adding detailed information. quire a minimum of polishing and buffing. Approxi- mately 15 days are required for acrylic or lacquer 2-42. NOSE GEAR TORQUE LINKS. Lubricate nose paint to cure completely; in most cases, the curing gear torque links at every 50-hour inspection. When period will have been completed prior to delivery of operating in dusty areas, more frequent lubrication the aircraft. In the event that polishing or buffing is is required. required within the curing period, it is recommended that the work be done by an experienced painter. 2-43. WHEEL BEARINGS. Clean and repack the Generally, the painted surfaces can be kept bright by main and nose wheel bearings at the first 100-hour washing with water and mild soap, followed by a inspection and at each 500-hour inspection thereafter. rinse with clear water and drying with soft cloths or If more than the usual number of take-offs and land- damp chamois. Harsh or abrasive soaps or deter- ings are made, extensive taxiing is required, or the gents which could cause corrosion or make scratches aircraft is operated in dusty areas or in areas of should never be used. Remove stubborn oil and high humidity, cleaning and lubrication of the wheel grease with a soft cloth moistened with Stoddard sol- bearings shall be accomplished at each 100-hour vent. After the curing period, the aircraft may be inspection. waxed with a good automotive wax. A heavier coating of wax on the leading edges of the wings, tail and the 2-44. WING FLAP ACTUATOR. engine nose cap will help reduce the abrasion encoun- a. On aircraft prior to Serial 177RG0213 & F177RG- tered in these areas. 0043 which have not been modified by Service Kits SK177-17 or SK177-18B, proceed as follows: 2-37. ENGINE COMPARTMENT. The engine section 1. At each 100 hour inspection, inspect wing should be kept clean since dirty cooling fins and baffle flap actuator jack screw and ball retainer assembly plates can cause overheating of the engine. Also, for lubrication, and lubricate if required. Also, re- cleaning is essential to minimize any danger of fire move, clean and lubricate jack screw whenever actu- and provide for easier inspection of components. The ator slippage is experienced. If lubrication is re- entire engine cowling may be removed to facilitate quired, proceed as follows: engine cleaning. Wash down the engine and compo- a. Gain access to actuator by removing ap- nents with a suitable solvent, such as Stoddard sol- propriate inspection plates on lower surface of wing. vent or equivalent, then dry thoroughly with com- b. Expose jack screw by operating flaps to pressed air. full-down position. c. Wipe a small amount of lubricant from Lubricant should not be dirty, sticky, gummy or Particular care should be given to electrical frothy in appearance. equipment before cleaning. Solvent should d. Inspect wiped area on jack screw for not be allowed to enter magnetos, starters, presence of hard scale deposit. Previous wiping alternators, voltage regulators, and the action will have exposed bare metal if no deposit is like. Hence, these components should be present. protected before saturating the engine with e. If any of the preceding conditions exist, solvent. Any fuel, oil, and air openings clean and relubricate jack screw as outlined in steps should be covered before washing the engine "f" thru "r". with solvent. Caustic cleaning solutions f. Remove actuator from aircraft in accor- should be used cautiously and should always dance with procedures outlined in Section 7. be properly neutralized after their use. g. Remove all existing lubricant from jack screw and torque tube by running the nut assembly 2-38. PROPELLER. The propeller should be wiped to the end of the jack screw away from the gearbox, occasionally with an oily cloth, then wiped with a dry and soaking the nut assembly and jack screw in cloth, to remove grass and bug stains. In salt water Stoddard solvent. areas this will assist in corrosion proofing the pro- peller. 2-39. WHEELS. The wheels should be washed periodically and examined for corrosion, chipped 2-12 Change 1 NOTE c. On aircraft beginning with Serial 177RG0213 & F177RG0043, clean and lubricate wing flap actuator Care must be taken to prevent solvent from jack screw each 100 hours as follows: entering gearbox. The gearbox lubricant 1. Expose jack screw by operating flaps to is not affected and should not be disturbed. full-down position. 2. Clean jack screw threads with solvent h. After soaking, clean entire length of jack rag and dry with compressed air. screw with compressed air. NOTE NOTE It is not necessary to remove actuator from Do not disassemble nut and ball retainer aircraft to clean or lubricate threads. assembly. 3. With oil can, apply light coat of No. 10 i. Relubricate jack screw with MIL-G-21164 weight, non-detergent oil to threads of jack screw. (Molybdenum Disulfide Grease) as outlined in steps "j" thru "m". 2-45. TACHOMETER DRIVE SHAFT. Refer to Sec- j. Rotate nut down screw toward the motor. tion 15 for details of lubrication of the tachometer k. Coat screw and thread end of nut with drive shaft. grease and run nut to full extension. 1. Repeat the process and pack lubricant in 2-46. NOSE GEAR STEERING COLLAR. Lubricate the cavity between the nut and ball retainer at the nose gear steering collar spindle links at each 100- threaded end of the nut. hour inspection. m. Repeat the process and work nut back and forth several times. 2-47. NOSE GEAR PIVOTS. Lubricate all nose gear n. Remove excess grease. pivot points at each 100-hour inspection, including the o. Reinstall actuator in aircraft in accor- drag link pivot points. More frequent lubrication dance with instructions outlined in Section 7. may be required when operating in dusty areas. b. On aircraft prior to Serial 177RG0213 & F177RG- 0043 which have been modified by Service Kits 2-48. MAIN GEAR PIVOT POINTS. Lubricate main SK177-17B or SK177-18B. proceed as follows: landing gear pivot assembly at each 500-hour inspec- a. Clean jack screw with solvent rag, if tion. If more than the usual number of take-offs and necessary, and dry with compressed air. landings are m ade, lubrication of the pivot assembly b. Relubricate jack screw with MIL-G- should be accomplished at each 100-hour inspection. 21164 (Molybdenum Disulfide Grease) as required. SHOP NOTES: Change 1 2-13 24 -) . /23 1 tj·A 20 19 _ ) 13 15 14 D <l) RECOMMENDED FUEL: *AVIATION GRADE - - 100/130 MINIMUM GRADE 14A *#100/130low lead aviation fuel with a lead content limited to 2 cc per RECOMMENDED ENGINE OIL: gallon is also approved. AVIATION GRADE - - SAE 50 - ABOVE 60 ° F 14A SAE 30 - 0 ° TO 70 ° F SAE 20 - BELOW 10° F # BEGINNING WITH 177RG0283 HYDRAULIC FLUID: AND F177RG0063 SPEC. NO. MIL-H-5606 MULTI-VISCOSITY OIL WITH A RANGE OF SAE 10W30 IS RECOMMENDED FOR IMPROVED COLD ENGINE STARTING AND LUBRICATION OF THE ENGINE DURING THE CRITICAL WARM-UP PERIOD. DETERGENT OR ASHLESS DISPERSANT OIL, CONFORMING TO LYCOMING SPECIFICATION NO. 301E, MUST BE USED. 0 Figure 2-2. Servicing (Sheet 1 of 4) 2-14 Change 1 4 FUEL BAYS: Service after each flight. Keep full to retard condensation. Refer to paragraph 2-18 for details. 5 FUEL BAY SUMP DRAINS: Drain off any water and sediment before first flight of the day. 19 FUEL STRAINER: Drain off any water and sediment before first flight of the day. 2 OIL DIPSTICK: Check on preflight. Add oil as necessary. Refer to paragraph 2-20 for details. Check that filler cap is tight and oil filler is secure. 13 PITOT AND STATIC PORTS: Check for obstructions before first flight of the day. 23 INDUCTION AIR FILTER: Inspect and service under dusty conditions. Refer to paragraph 2-21 for details. 20A NOSE GEAR SHOCK STRUT: Check on preflight. Check inner barrel showing below outer barrel to be 1.25-3.00 inches. Deviation from these dimensions is cause to check and service strut per paragraph 2-25. 25 ENGINE OIL SYSTEM: Refill with straight mineral oil, non-detergent, and use until a total of 50 hours have accumulated or oil consumption has stabilized, then change to detergent oil. Refer to paragraph 2-20. 14A MAIN LANDING GEAR SUPPORT ASSEMBLY SILENCER. (Thru 177RG0212) Check for condition, uneven wear and peeling. 23 INDUCTION AIR FILTER: Clean filter per paragraph 2-21. Replace as required. 10 BATTERY: Check electrolyte level and clean battery compartment each 50 hours or each 30 days. 7 ENGINE OIL SYSTEM: Change oil each 50 hours if engine is NOT equipped with external oil filter; if equipped with external oil filter, change filter element each 50 hours and oil at least at each 100 hours, or every 6 months. 21 SHIMMY DAMPENER: Check fluid level and refill as required in accordance with paragraph 2-26. Figure 2-2. Servicing (Sheet 2 of 4) Change 1 2-15 14 TIRES: Maintain correct tire inflation as listed in figure 1-1. Refer to paragraph 2-24 for details. 14A MAIN LANDING GEAR SUPPORT ASSEMBLY SILENCER. (Thru 177RG0212): Check for condition, uneven wear and peeling. 24 FUEL SELECTOR VALVE DRAIN: Remove plug and drain water or sediment. 20 NOSE GEAR SHOCK STRUT: Keep strut filled and inflated to correct pressure. Refer to paragraph 2-25 for details. 6 SUCTION OIL SCREEN: Remove and clean in solvent at each oil change. 3 OIL PRESSURE SCREEN: Remove and clean in solvent at each oil change. 1 SPARK PLUGS: Remove, clean and re-gap all spark plugs. Refer to paragraph 11-58 for details. 19 FUEL STRAINER: Disassembly and clean strainer bowl and screen. 12 HYDRAULIC RESERVOIR FILLER: Remove, clean screen and fill as required. 22 OVERCENTER LOCK ASSEMBLY BOLT: Check and lubricate as required. 14A MAIN LANDING GEAR SUPPORT ASSEMBLY SILENCER (Thru 177RG0212). Check for condition, uneven wear and peeling. 8 VACUUM RELIEF VALVE FILTER: Change each 1000 hours or to coincide with engine overhauls. 5 FUEL BAY SUMP DRAINS: Drain off any water or sediment. 16 FUEL RESERVOIR TANK(S): (Refer to * on sheet 1) Drain off any water or sediment. 18 BRAKE MASTER CYLINDERS: Check fluid level and fill as required with hydraulic fluid. Refer to paragraph 2-27. Figure 2-2. Servicing (Sheet 3 of 4) 2-16 Change 1 9 VACUUM SYSTEM CENTRAL AIR FILTER: Replace every 500 hours. 15 RESTRICTOR VALVE AND INSERT SCREENS: Clean every 500 hours. 12 HYDRAULIC RESERVOIR: At first 50, first 100, and thereafter at each 500 hours or one year, a sample of fluid should be examined. Refer to paragraph 2-29 for details. 11 GROUND SERVICE RECEPTACLE: Refer to Section 16 for details. Figure 2-2. Servicing (Sheet 4 of 4) Change 1 2-17 FREQUENCY (HOURS) METHOD OF APPLICATION CAN GUN CAN (FOR POWDERED GRAPHITE) WHERE NO INTERVAL IS SPECIFIED, LUBRICATE AS REQUIRED AND WHEN ASSEMBLED OR INSTALLED. NOTE The military specifications listed are not manatory, but are intended as guides in choosing satisfactory materials. Products of most reputable manufacturers meet or exceed these specifications. LUBRICANTS PG-SS-G-659 ............. POWDERED GRAPHITE GR-MIL-G-81322B .......... GENERAL PURPOSE GREASE GH- MIL-G-23827A ........... AIRCRAFT AND INSTRUMENT GREASE GL- MIL-G-21164C ........... HIGH AND LOW TEMPERATURE GREASE OG- MIL-L-7870A ........... GENERAL PURPOSE OIL PL-VV- P- 236 ............. PETROLATUM GS- MIL-S-8660B ........... SILICONE COMPOUND EA- MIL-L-23398B ............ . .ELECTROFILM LUBRI-BOND "A"* GT-. . ........... . . NO. 10 WT. NON-DETERGENT OIL *Electrofilm Inc., 7116 Laurel Canyon Blvd., North Hollywood, Calif. ZERKS STEERING NEEDLE BEARINGS ZERKS ELECTRIC FLAP WHEEL BEARINGS DRIVE MECHANISM OG MAIN & NOSE PARKING BRAKE HANDLE Figure 2-3. Lubrication (Sheet 1 of 3) 2-18 Change 3 WING ATTACH BUSHINGS FLAP BELLCRANKS Co STABILATOR TRIM I| 1 y f TAB ACTUATOR Git ,f RETAO G .ALL TRIM WHEEL BEARINGS /ALSO REFER TO INSPECTION G CHART IN THIS SECTION AND TO SECTION 9 OF THIS MANUAL AILERON r a. d> BELLCRANKS MAIN GEAR RETRACTION GEARS OVERCENTER LOCK ASSEMBLY BOLT Figure 2-3. Lubrication (Sheet 2 of 3) Change 1 2-19 CONTROL COLUMN NOTES Sealed bearings require no lubrication. Do not lubricate roller chains or cables except under seacoast conditions. Wipe with a clean, dry cloth. Lubricate unsealed pulley bearings, rod ends, Oilite bearings, pivot and hinge points, and any other friction point obviously needing lubrication, with general pur- pose oil every 1000 hours or oftener if required. Paraffin wax rubbed on seat rails will ease sliding the seats fore and aft. Lubricate all sliding surfaces, pin joints and hinges of the cabin door latching mechanism with MIL-S-8660 SILICONE COMPOUND at assembly and every 1000 hours or oftener if binding occurs. No lubrication is recommended on the rotary clutch. Figure 2-3. Lubrication (Sheet 3 of 3) 2-20 Change 1 I INSPECTION REQUIREMENTS. As required by Federal Aviation Regulations, all civil aircraft of U. S. registry must undergo a complete inspection (annual) each twelve calendar months. In addition to the required ANNUAL inspection, aircraft operated commercially (for hire) must also have a complete aircraft inspection every 100 hours of operation. In lieu of the above requirements, an aircraft may be inspected in accordance with a progressive inspection schedule, which allows the work load to be divided into smaller operations that can be accomplished in shorter time periods. Therefore, the Cessna Aircraft Company recommends PROGRESSIVE CARE for aircraft that are being flown 200 hours or more per year, and the 100 HOUR inspection for all other aircraft. INSPECTION CHARTS. The following charts show the recommended intervals at which items are to be inspected. As shown in the charts, there are items to be checked each 50 hours, each 100 hours, each 200 hours, and also Special Inspection items which require servicing or inspection at intervals other than 50, 100 or 200 hours. a. When conducting an inspection at 50 hours, all items marked under EACH 50 HOURS would be inspected, serviced or otherwise accomplished as necessary to insure continuous airworthiness. b. At each 100 hours, the 50 hour items would be accomplished in addition to the items marked under EACH 100 HOURS as necessary to insure continuous airworthiness. c. An inspection conducted at 200 hour intervals would likewise include the 50 hour items and 100 hour items in addition to those at EACH 200 HOURS. d. The numbers appearing in the SPECIAL INSPECTION ITEMS column refer to data listed at the end of the inspection charts. These items should be checked at each inspection interval to insure that applicable servicing and inspection requirements are accomplished at the specified intervals. e. A complete aircraft inspection includes all 50, 100 and 200 hour items plus those Special Inspection Items which are due at the time of the inspection. m INSPECTION PROGRAM SELECTION. AS A GUIDE FOR SELECTING THE INSPECTION PROGRAM THAT BEST SUITS THE OPERATION OF THE AIRCRAFT, THE FOLLOWING IS PROVIDED. 1. IF THE AIRCRAFT IS FLOWN LESS THAN 200 HOURS ANNUALLY. a. IF FLOWN FOR HIRE An aircraft operating in this category must have a complete aircraft inspection each 100 hours and each 12 calendar months of operation. A complete aircraft inspection consists of all 50, 100, 200 and Special Inspection Items shown in the inspection charts as defined in paragraph II above. b. IF NOT FLOWN FOR HIRE An aircraft operating in this category must have a complete aircraft inspection each 12 calendar months (ANNUAL). A complete aircraft inspection consists of all 50, 100, 200 and Special Inspection Items shown in the inspection charts as defined in paragraph II above. In addition, it is recommended that between annual inspections, all items be inspected at the intervals specified in the inspection charts. Change 1 2-21 2. IF THE AIRCRAFT IS FLOWN MORE THAN 200 HOURS ANNUALLY. Whether flown for hire or not, it is recommended that aircraft operating in this category be placed on the CESSNA PROGRESSIVE CARE PROGRAM. However, if not placed on Progressive Care, the inspection requirements for aircraft in this category are the same as those defined under paragraph III 1. (a) and (b). Cessna Progressive Care may be utilized as a total concept program which insures that the inspection intervals in the inspection charts are not exceeded. Manuals and forms which are required for conducting Progressive Care in- spections are available from the Cessna Service Parts Center. IV INSPECTION GUIDE LINES. (a) MOVABLE PARTS for: lubrication, servicing, security of attachment, binding, excessive wear, safetying, proper operation, proper adjustment, correct travel, cracked fittings, security of hinges, defective bearings, cleanliness, corrosion, deformation, sealing and tension. (b) FLUID LINES AND HOSES for: leaks, cracks, dents, kinks, chafing, proper radius, security, corrosion, deterioration, obstruction and foreign matter. (c) METAL PARTS for: security of attachment, cracks, metal distortion, broken spotwelds, corrosion, condition of paint and any other apparent damage. (d) WIRING for: security, chafing, burning, defective insulation, loose or broken terminals, heat deterioration and corroded terminals. (e) BOLTS IN CRITICAL AREAS for: correct torque in accordance with torque values given in the chart in Section 1, when installed or when visual inspection indicates the need for a torque check. NOTE Torque values listed in Section 1 are derived from oil-free cadmium-plated threads, and are recommended for all installation procedures contained in this book except where other values are stipulated. They are not to be used for checking tightness of installed parts during service. (f) FILTERS, SCREENS & FLUIDS for: cleanliness, contamination and/or replacement at specified intervals. (g) AIRCRAFT FILE. Miscellaneous data, information and licenses are a part of the aircraft file. Check that the following documents are up-to-date and in accordance with current Federal Aviation Regulations. Most of the items listed are required by the United States Federal Aviation Regulations. Since the regulations of other nations may require other documents and data, owners of exported aircraft should check with their own aviation officials to determine their individual requirements. To be displayed in the aircraft at all times: 1. Aircraft Airworthiness Certificate (FAA Form 8100-2). 2. Aircraft Registration Certificate (FAA Form 8050-3). 3. Aircraft Radio Station License, if transmitter is installed (FCC Form 556). To be carried in the aircraft at all times: 1. Weight and Balance, and associated papers (Latest copy of the Repair and Alteration Form, FAA Form 337, if applicable). 2. Aircraft Equipment List. To be made available upon request: 1. Aircraft Log Book and Engine Log Book. 2-22 Change 1 (h) ENGINE RUN-UP. Before beginning the step-by-step inspection, start, run up and shut down the engine in accordance with instructions in the Owner's Manual. During the run-up, observe the following, making note of any discrepancies or abnormalities: 1. Engine temperatures and pressures. 2. Static rpm. (Also refer to Section 11 of this Manual.) 3. Magneto drop. (Also refer to Section 11 of this Manual.) 4. Engine response to changes in power. 5. Any unusual engine noises. 6. Fuel selector and/or shut-off valve; operate engine(s) on each tank (or cell) position and OFF position long enough to ensure shut-off and/or selector valve functions properly. 7. Idling speed and mixture; proper idle cut-off. 8. Alternator and ammeter. 9. Suction gage. 10. Fuel flow indicator. After the inspection has been completed, an engine run-up should again be performed to determine that any discrepancies or abnormalities have been corrected. SHOP NOTES: Change 1 2-23 SPECIAL INSPECTION ITEM IMPORTANT EACH 200 HOURS READ ALL INSPECTION REQUIRE- EACH 100 HOURS MENTS PARAGRAPHS PRIOR TO EACH 50 HOURS USING THESE CHARTS. PROPELLER 1. Spinner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Spinner bulkhead . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3. Blades . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4. M ounting bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5. Hub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6. Governor and control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE COMPARTMENT Check for evidence of oil and fuel leaks, then clean entire engine and compartment, if needed, prior to inspection. 1. Engine oil, screen filler cap, dipstick, drain plug and external filter element .. .... .... ...... ................ . 2. Oil cooler . .. . . . . . ........ . . . . . . . . . . . . ..... 3. Induction air filter . . . . .. . . . . . . . . . . . . . .. . .. .... . . 2 . . 4. Induction airbox, air valves, doors and controls ......... 5. Cold and hot air hoses . . . . . . . . . . . . .. . . . . . . . . . . . . . . . 6. Engine baffles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7. Cylinders, rocker box covers and push rod housings ................ 8. Crankcase, oil sump, accessory section and front crankshaft seal ... ...... . 9. Hoses, metal lines and fittings ... ... ................ .. . 3 10. Intake and exhaust systems ......... ................. 4 11. Ignition harness ............................. 12. Spark plugs . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . 13. Compression check . . ........................ .. 14. Crankcase and vacuum system breather lines ................... 15. Electrical wiring ............................... . 16. Vacuum pump ................. ................. 17. Vacuum relief valve filter ... . . . . . . .. . . . .. . . . . . .... . .. 5 18. Engine controls and linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 19. Engine shockmounts, mount structure and ground straps ......... . . 2-24 Change 1 SPECIAL INSPECTION ITEM EACH 200 HOURS EACH 100 HOURS EACH 50 HOURS 20. Cabin heat valves, doors and controls ............................................ 21. Starter, solenoid and electrical connections .................. ................... 22. Starter brushes, brush leads and commutator .................................... 23. Alternator and electrical connections.............................................. 24. Alternator brushes, brush leads, commutator or slip rings ............................ 7 25. Voltage regulator mounting and electrical leads .................................... 26. Magnetos (externally) and electrical connections ................................... 27. Magneto timing ........................................... ................. 8 28. Firewall ....................................................................... 29. Fuel/air (metering) control unit ................................................... 30. Fuel injection system ........................................................... 31. Engine cowl flaps and controls ................................................... 32. Engine cowling ................................................................ 33. Engine-driven fuel pump attach bolts (Torque to 225-250 lb-in) ....................... . FUEL SYSTEM 1. Fuel strainer, drain valve and control, bay vents, caps and placards .................. 2. Fuel strainer screen and bowl ......... . ............................. 3. Fuel injector screen ............................................................ 4. Fuel reservoir ........ ............................ ........................ 5. Drain fuel and check bay interior, attachment and outlet screens ..................... 5 6. Fuel bays and sump drains ......... .. ...................................... 7. Fuel vent line drain ............................................................. 8. Fuel selector valve and placards ................................................. 9. Fuel shut-off valve and placards ................................................. 10 Auxiliary fuel pump ............................................................. 11. Engine-driven fuel pump ......... .......................................... 12. Fuel quantity indicators and transmitter units ....................................... 13. Fuel vent line drain plug ........................................................ 14. Engine primer ................................................................. 15. Perform a fuel quantity indicating system operational test. Refer to Section 15 for detailed accomplishment instructions......... ................. 20 Temporary Revision Number 4 7 October 2002 © 2002 Cessna Aircraft Company 2-25 SPECIAL INSPECTION ITEM EACH 200 HOURS EACH 100 HOURS EACH 50 HOURS LANDING GEAR 1. Brake fluid, lines and hose, linings, disc, brake assemblies and master cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 2. Main gear wheels . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 3. Wheel bearings. ................................ 4. M ain gear springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5. T ires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6. Torque link lubrication .................... . 7. Parking brake system ............... 8. Nose gear strut and shimmy dampener (service as required) ............ 9. Nose gear steering collar lubrication ....................... 10. Nose gear wheel ................................ 11. Park brake and toe brakes-operational test ........................ LANDING GEAR RETRACTION SYSTEM NOTE When performing an inspection of the landing gear retraction system, the aircraft must be placed on jacks and an external electrical power source of at least 60A should be used to pre- vent drain on the aircraft battery when operating the system. 1. Operate the landing gear through five fault-free cycles, noting cycling time. (Approximate travel time of landing gear is 11-13 seconds in each direction) .. ... 2. Check nose landing gear doors for at least 1/2-inch clearance with any part of landing gear during operation, and for proper fit when closed ........... 3. Check down position of main gear struts . ..... ... .. .. . . 4. Check main gear downlock engagement ..................... 5. Check adjustment and operation of main gear up and down indicator switches, nose gear up and down indicator switches and nose gear squat switch. Also check indicator lights for proper operation .... .... . 6. Check nose gear downlock adjustments ...................... 7. Check all hydraulic system components for security, hydraulic leaks and any apparent damage to components or mounting structure .. . ....... . 8. Check nose gear door linkage for security, wear of pivot points and bearings, and for distortion or other damage ............. . 9. Check main gear strut-to-pivot attachment .................... 2-26 Change 1 SPECIAL INSPECTION ITEM EACH 200 HOURS EACH 100 HOURS EACH 50 HOURS 10. Check condition of all springs . . . . . . . . . . . . . . . . . . . . . . . . . . . 11. Hydraulic fluid contamination check .. ..................... 12. Check operation of emergency hand pump and relief valve ............. 13. Clean hydraulic fluid filler screen . . . .. . . . . .. . . . . ... . . . . . 14. Check and clean insert screens and restrictor valve ........ ...... . 10 15. Check power pack motor brushes ....................... 16. Check main gear bevel gear for wear and lubrication . ............. . 12 17. Main landing gear pivot assembly lubrication .. ................. 18. Check bumper pads on main gear strut collar adapter (Thru 177RG0212) ... .. . 13 Before installing access plates, inspect area beneath floorboard for loose screws, washers, shavings and other foreign material which could enter landing gear bevel gears and cause damage. AIRFRAME 1. Aircraft exterior .................... 2. Aircraft structure ................. 19. 3. Windows, windshield, doors and seals ...................... . 4. Seat stops, seat rails, upholstery, structure and mounting ........ . - 5. Seat belts and shoulder harnesses ........................ 6. Control column bearings, pulleys, cables, chains and turnbuckles ........ 7. Control lock, control wheel and control column mechanism ...... ..... 8. Instruments and markings ............................ 9. Gyros central air filter ................... .... .... .. . 14 10. Magnetic compass compensation .................... 5 11. Instrument wiring and plumbing ......................... 12. Instrument panel, shockmounts, ground straps, cover, decals and labeling ...... 13. Defrosting, heating and ventilating systems and controls ........... . 14. Cabin upholstery, trim, sunvisors and ash trays ................. 15. Area beneath floor, lines, hoses, wires and control cables .......... . . 16. Lights, switches, circuit breakers, fuses and spare fuses .. .. ..... .. Change 3 2-27 SPECIAL INSPECTION ITEM EACH 200 HOURS EACH 100 HOURS EACH 50 HOURS 17. Exterior lights ................................ . 18. Pitot and static systems ............................ 19. Stall warning unit and pitot heater . ... . . ... . . . .. . . .. . . . ... 20. Radios, radio controls, avionics and flight instruments ........ .. 21. Antennas and cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22. Battery, battery box and battery cables ...... .... ..... . 23. Battery electrolyte .................. .. . ..... ...... .15 24. Emergency locator transmitter ................... ...... 16 CONTROL SYSTEMS In addition to the items listed below, always check for correct direction of movement, correct travel and correct cable tension. 1. Cable, terminals, pulleys, pulley brackets, cable guards, turnbuckles and fairleads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Chains, terminals, sprockets and chain guards .................. . 3. Trim control wheels, indicators actuator and bungee ................ 4. Travel stops . . . . . . . . . . . . . . . . . 5. Decals and labeling . . . . . . . . . . . . . . . . 6. Flap control switch, flap rollers and flap position indicator .. . . . .. . 7. Flap motor, transmission, limit switches, structure, linkage, bellcranks, etc . . . . . . . . . . . . . . . . . 8. Stabilator, trim tab, hinges and push-pull tube ......... 9. Ru der pedal assemblies and linkage ............ 10. Skins (external) of control surfaces and tabs ... .......... 11. Internal structure of control surfaces ........... 12. Balance weight attachment ........................... 13. Flap actuator jack screw threads ...................... 17 14. Stabilator trim tab actuator lubrication and tab free-play inspection ...... .. 18 2-28 Change 1 1. First 25 hours: (refill with straight mineral oil (non-detergent) and use until a total of 50 hours have accumulated or oil consumption has stabilized then change to detergent oil. Change oil each 50 hours if the engine is NOT equipped with external oil filter; if equipped with external oil filter, change filter element each 50 hours and oil at each 100 hours; or every 6 months. 2. Clean filters per paragraph 2-21. Replace as required. 3. Replace hoses at engine overhaul or after 5 years, whichever comes first. 4. General inspection every 50 hours. Refer to Section 11 for 100 hour inspection. 5. Each 1000 hours, or to coincide with engine overhaul. 6. Each 50 hours for general condition and freedom of movement. These controls are not repairable. Replace as required at each engine overhaul. 7. Each 500 hours. 8. BENDIX S-1200 and D-2000 INTERNAL TIMING AND MAGNETO-TO-ENGINE TIMING: At the first 25 hours, first 50 hours, first 100 hours and thereafter at each 100 hours, the contact breaker point compartment and magneto-to-engine timing should be inspected and checked. If magneto-to-engine timing is correct within plus zero degrees and minus two degrees, internal timing need not be checked. If timing is out of tolerance, remove magneto and set internal timing, then install and time to the engine. 9. First 100 hours and each 500 hours thereafter. More often if operated under prevailing wet or dusty conditions. 10. Clean insert screens and restrictor valve at each 500 hours and whenever improper fluid circulation is suspected. 11. Each 500 hours and whenever improper operation is suspected. 12. Each 200 hours for wear and lubricate gear faces with Electro film Lubri-Bond "A" or equivalent. 13. Check for condition, uneven wear and peeling each 25, 50 and 100 hours. (Thru 177RG0212) 14. Replace each 500 hours. 15. Check electrolyte level and clean battery compartment each 50 hours or each 30 days. 16. Refer to Section 16 of this Manual. 17. Refer to paragraph 2-44 for detailed instructions for various serial ranges. 18. Lubrication of the actuator is required each 1000 hours and/or 3 years, whichever comes first. Refer to figure 2-3 for grease specifications. NOTE Refer to Section 9 of this Manual for free-play limits, inspection, replacement and/or repair. A high-time inspection is merely a 100-hour inspection with the addition of an engine overhaul. Avco Lycoming recommends overhaul of the engine at 1600 hours. Propeller overhaul should coincide with engine overhaul, but intervals between overhauls of the propeller shall not exceed 1200 hours. At the time of engine overhaul, engine accessories shall be overhauled. Change 3 2-29 19. On aircraft 177RG0001 thru 177RG0350 and F177RG0001 thru F177RG0083 and F177RG0091, each 100 hours, in