D971-3-13 - MODEL 150 SERIES (1969 THRU 1976) - AeroElectric

Temporary Revision should be referenced. For "added" pages in a Temporary Revision, draw a vertical line between the applicable frames which is wide enough to show on the edges of the pages. Temporary Revisions should be collected and maintained in a notebook or binder near the aerofiche library for quick reference. COPYRIGHT ° 1994 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS, USA INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES. LIST OF EFFECTIVE PAGES NOTE: The portion o the text affected by the changes is indicated by a vertical line in the outer margins of the page. Changes to illustrations are indicated by miniature pointing hands. Dates of issue for original and changed pages are: Original . . . .. 1 July 1972 Change ... .1 .. . June 1973 Change . . . .2 .. 1 July 1974 Change ... .3 ... 15 June 1975 TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 346, CONSISTING OF THE FOLLOWING' Page Change Page Change Page Change No. No. No. No. No. No. .Title . ...... 3 *5-17 ....... 3 14-2 thru 14-3 . . A . . 3 5-18 ........ 1 14-4 ... .0.. . 0 i . ... 1 *5-19 thru 5-25 ... 3 15-1 ....... ii .... .. ... 5-26 thru 5-27 . . . 0 *15-2 ...... 3 iii. ... . .. 0 '5-28 . ....... 3 '15-2A ... ... 3 iv Blank ....... 0 6-1 thru 6-2 ..... 0 '15-2B Blank ..... 3 1-1.. . . ... 0 *6-3 . ...... 3 15-3 ...... . 3 *1-2 thru 1-4 .... 3 6-4 ....... 0 15-4 thru 15-5 .... 0 1-5 ...... . . 0 6-5 ....... 3 *15-6 .... .. 3 1-6 Blank ...... 0 6-6 thru 6-7 ..... 0 15-7 thru 15-8 . 0 2-1 .. 0 6-8 Blank ..... 0 15 .- 9 ....... 2 2-2 . ... 2 7-1 thru 7-9 .... 1 15-10 thru 15-12 ... 0 2-2A ....... 2 7-10 thru 7-11 .... 2 15-13 ...... 3 2-2B Blank ... 2 7-12 Blank. ..... 2 15-14 ....... 2 2-3 ..... .. . 1 *8-1 .. ..... . 3 15-15 thru 15-17 ... 1 2-4 ....... 2 8-2 ....... 0 15-18 thru 15-20 ... 0 2-5 ........ 1 8-3 thru 8-6 .... 3 15-21 thru 15-22 ... 2 *2-6 thru 2-7 ..... 3 *9-1 thru 9-4 ..... 3 *16-1 ... . .. 3 2-8. ........ 0 9-4A . . .. 3 16-2 ........ *2-9 thru 2-11 . ... . 3 *9-4B Blank .... 3 16-3 ...... 2 2-12 ..... . . 1*9-5 thru 9-6 ..... 3 16-4 thru 16-5 .... 1 *2-13 thru 2-14 .... 3 10-1 ....... 2 16-6 ..... . 0 2-15 ...... 22*10-2 ...... 3 *16-7 ...... 3 *2-16 thru 2-17 ... 3 *10-2A ...... 3 16-8 thru 16-11 . 0 2-18 thru 2-19 .... 1 10-2B Blank ..... 3 *16-12 thru 16-14 . 3 2-20 ... 2 10-3 ...... 0 16-15 ........ 1 2-21 thru 2-24 1 10-4 ...... . 2 *16-16 ....... 3 *2-25 ........ 3 10-5 thru 10-6 . .. . 1 16-16A ....... 1 *2-26 Blank 3.. . *311-1 thru 11-3 .... 3 16-16B Blank . . 1 *3-1 . .. 3 11-4 thru 11-10 0 16-17 thru 16-19 ... . 3-2 .... .... 0 *11-11 thru 11-12 ... 3 16-19A thru 16-19B. . 1 *3-3 ......... 3 11-13 thru 11-16 ... 0 16-20 thru 16-22 ... . 3-4 thru 3-5 ..... 211-17 .. .... . 1 16-23 ....... 2 *3-6 thru 3-15 .... 3 11-18 thru 11-21 ... 0 *16-24 .. ..... 3 *3-16 Blank ..... 3 11-22 ...... . 16-25 thru 16-26 ... 0 4-1 ... ..... 0 11-22A ....... 1 16-26A ....... 3 *4-2 . ....... 3 11-22B Blank ... 1 16-26B Blank . . 3 4-3 ..... . 2 11-23 ....... 1 16-27 ....... 2 *4-4 thru 4-6 ..... 3 11-24 thru 11-25 ... 0 16-28 thru 16-30 ... 0 4-7 . . ..... 2 11-26 Blank ..... 0 16-31 thru 16-36 ... 3 4-8 Blank ..... 2 *12-1 ...... 3 *18-1 thru 18-2 .... 3 *5-1 thru 5-3 ..... 3 12-2 ...... 0 18-3 thru 18-4 .... 0 5-4 ..... .. 0 12-3 ...... 2 18-5 thru 18-6 .... 2 *5-5 thru 5-6 ..... 3 12-4 ...... . 1 *18-7 ....... 3 5-7 ....... 1 12-5 thru 12-7 .. 2 18-8 thru 18-11. . 0 5-8 ....... 2 12-8 ....... 1 18-12 ....... 1 *5-8A thru 5-8B .. 3 12-9 ...... 0 18-13 thru 18-33 ... 0 *5-9 thru 5-11. .. . 3 12-10 Blanket ..... 0 18-34 Blank ..... 0 5-12 ..... . *13-1 ....... 3 19-1 thru 19-2 . . 3 *5-13 ....... 3 13-2 . ...... 1 *20-1 thru 20-61 .. 3 5-14 ....... 1 *13-3 thru 13-4 .... 3 *20-62 Blank ..... 3 5-15 thru 5-16 . . . . 0 14-1 .. .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 *asterisk indicates pages changed. added or deleted by the current 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 ELEVATOR CONTROL SYSTEM .................... 8-1 9 ELEVATOR TRIM TAB CONTROL SYSTEM ............... 9-1 10 RUDDER CONTROL SYSTEM ...................... 10-1 11 ENGINE ............................... 11-1 12 FUEL SYSTEM .................. ......... 12-1 13 PROPELLER ................... ......... . 13-1 14 UTILITY SYSTEMS .......................... 14-1 15 INSTRUMENTS AND INSTRUMENT SYSTEMS .............. 15-1 16 ELECTRICAL SYSTEMS ........................ 16-1 17 ELECTRONIC SYSTEMS (DELETED) (See page iii) 18 STRUCTURAL REPAIR ........................ 18-1 19 PANTINNG ..... .... ........... .... ..... 19-1 20 WIRING DIAGRAMS .......................... 20-1 Change 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 marketing purposes. To provide a consistent method of referring to the various aircraft, model numbers will be used in this publication unless names are required to differentiate between versions of the same basic model. The following table provides a cross reference listing of popular name vs. model numbers. MODEL SERIALS POPULAR NAME YEAR MODEL BEGINNING ENDING 150 STANDARD 1969 150J 15069309 15071128 150 TRAINER, or 1970 150K 15071129 15072003 150 COMMUTER 1971 150L 15072004 15072628 1972 150L 15072629 15073661 1973 150L 15073662 15074850 1974 150L 15074851 15075781 150 STANDARD 1975 150M 15075782 15077005 150 COMMUTER 150 COMMUTER II 150 COMMUTER n1976 150M 15077006 150 COMMUTER II REIMS 150 1969 F150J F15000390 F15000529 REIMS/CESSNA F150 1970 F150K F15000530 F15000658 1971 F150L F15000659 F15000738 1972 F150L F15000739 F15000863 1973 F150L F15000864 F15001013 1974 F150L F15001014 F15001143 REIMS/CESSNA F150 1975 F150M F15001144 F15001248 REIMS/CESSNA F150 COM- 1976 F150M F15001249 MUTER 150 AEROBAT 1970 A150K A1500001 A1500226 1971 A150L A1500227 A1500276 1972 A150L A1500277 A1500339 1973 A150L A1500340 A1500430 1974 A150L A1500431 A1500523 1975 A150M A1500524 A1500609 1976 A150M A1500610 REIMS/CESSNA F150 AEROBAT 1970 FA50K FA1500001 FA1500081 1971 FA150L FA1500082 FA1500120 1972 FA150L FA1500121 FA1500166 1973 FA150L FA1500167 FA1500211 1974 FA150L FA1500212 FA1500261 1975 FA150M FA1500262 FA1503281 1976 FA150M FA1500282 ii Change 3 FOREWORD This manual contains factory-recommended procedures and in- structions for ground handling, servicing, and maintaining Cessna Model 150-Series aircraft. This includes the Models 150, Reims 150, Reims/Cessna F150, 150 Aerobat, and Reims/Cessna F150 Acrobat. The Reims versions of the Model 150 is identical to the Model 150 except that it is powered by a 0-200-A Rolls Royce en- gine. Besides serving as a reference for the experienced mechanic, this book also covers step-by-step procedures for the less experi- enced man. This manual should be kept in a handy place for ready reference. If properly used, it will better enable the mechanic to maintain Cessna 150-Series aircraft and thereby establish a repu- tation for reliable service. The information in this 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 Aircraft Com- pany. 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 know- ledge and experience of the factory-trained Dealer Service Organi- zation. In addition to the information in this Service Manual, a group of vendor publications is available from the Cessna Service Parts Center, which describe complete disassembly, overhaul, and parts breakdown of some of the various vendor equipment items. A list- ing of the available publications is issued periodically in service letters. Information for Nav-O-Matic Autopilots, Electronic Communi- cations, 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 Description .............. 1-1 Model 150 and F150-Series ....... 1-1 Aircraft Specifications ...... 1-1 Description . . . . . . . . . . . . 1-1 Stations ................ 1-1 Model A150 and FA1O-Series ...... 1-1 Torque Values ............. 1-1 1-1. GENERAL DESCRIPTION. "beefed-up" in some areas in order to meet require- ments of the Acrobatic Category, FAR Part 23. In 1-2. MODEL 150 AND F150-SERIES. addition to the "beef-up", quick-release cabin doors, two-strap shoulder harnesses, and aerobatic paint 1-3. DESCRIPTION. Cessna Model 150 and F150- design are standard. Only momentary inverted flight Series aircraft, described in this manual, are high- is approved, therefore no inverted system is offered. wing monoplanes of all-metal, semimonocoque con- Removable seat and back cushions are provided to struction. These aircraft are equipped with a fixed allow occupants to use either a seat-pack or back- tricycle landing gear. Through 1970 Models, they pack type parachute during aerobatic maneuvers. are equipped with flat spring-steel main landing gear struts and a steerable nose gear. Beginning with 1-6. AIRCRAFT SPECIFICATIONS. Leading partic- 1971 Models, these aircraft are equipped with tubu- ulars of these aircraft, with dimensions based on lar spring-steel main gear struts and a steerable gross weight, are given in figure 1-1. If these di- nose gear. The steerable nose gear is equipped with mensions are used for constructing a hangar or com- an air/hydraulic fluid sh, - strut. Two-place seat- puting clearances, remember that such factors as ing is standard, and a double-width, fold-up auxiliary nose gear strut inflation, tire pressures, tire sizes, rear seat may be installed as optional equipment. and load distribution may result in some dimensions Each Model 150 and F150-Series aircraft is equipped that are considerably different from those listed. with a four-cylinder, horizontally opposed, air- cooled Continental or Rolls Royce engine, driving an 1-7. STATIONS. Station diagrams are shown in fig- all-metal, fixed-pitch propeller. These aircraft fea- ures 1-2 and 1-3 to assist in locating equipment when ture a "wrap around" rear window and a swept-back a written description is inadequate or impractical fin and rudder. 1-8. TORQUE VALUES. A chart of recommended 1-4. MODEL A150 and FA150-SERIES. nut torque values is shown in figure 1-4. These tor- que values are recommended for all installation pro- 1-5. DESCRIPTION. Aerobatic Model A150 and cedures contained in this manual, except where other FA150-Series aircraft are a modification of the cur- values are stipulated. They are not to be used for rently produced Model 150. Structure has been checking tightness of installed parts during service. 1-1 GROSS WEIGHT * . ............... 1600 lb FUEL CAPACITY Standard Wing (Total) .................... 26 gal. Standard Wing (Usable) ................. . 22.5 gal. Long-Range Wing (Total) ............. ... 38 gal. Long-Range Wing (Usable) .................. 35 gal. OIL CAPACITY Without External Filter ................... 6 qt With External Filter ................ . . 7 qt ENGINE MODEL (Refer to Section 11 for Engine Data) ....... CONTINENTAL 0-200 Series PROPELLER (Fixed Pitch) ................... 69" McCAULEY MAIN WHEEL TIRES .................. ...... 6.00 x 6, 4-Ply Rating Pressure .................. 21 psi NOSE WHEEL TIRE (Standard) . ......... 5.00 x 5, 4-Ply Rating Pressure .................. 30 psi NOSE WHEEL TIRE (Optional) .. . ............ . 15 x 6.00 x 6, 4-Ply Rating Pressure .................. 35 psi NOSE GEAR STRUT PRESSURE (Strut Extended) .......... 20 psi WHEEL ALIGNMENT (Flat Spring Struts) Camber .......................... 4* to 6° Toe-In . . . . . . . . .. . .. . . ... . 0" to .06" WHEEL ALIGNMENT (Tubular Gear) Camber . ................... ... 3" to 5- TUBULAR GEAR Toe-In . . . .............. ..... .. 00" to +.16" NON-ADJUSTABLE AILERON TRAVEL Up . . ..... . ... . ... . ... . ....... 20", +2' -0O Down .. .. 14 ° , +2 ° -0° WING FLAP TRAVEL ..................... 0 to 40 *2 ° RUDDER TRAVEL (Measured parallel to water line) Right ................... ........ 20 ° 30', +0° -2 ° Left ...... ........ . 20 ° 30', +00 -2 ° RUDDER TRAVEL (Measured perpendicular to hinge line) Right . . . . . . . . . . . . . . . . . . . . . . . . ... 23 ° , +0 ° -2 ° Left ............................ 23 ° , +0 ° -20 ELEVATOR TRAVEL Up (Thru 1974) ....................... 25 ° *1. Up (Beginning with 1975) .................. 23 ° , +10 -0° Down ........................... 15 ° *1° ELEVATOR TRIM TAB TRAVEL Up ............................ 100° 1 Down ........................... 200° 1 PRINCIPAL DIMENSIONS Wing Span (Conventional Wing Tip) .............. 32' 8-1/2" Wing Span (Conical-Camber Wing Tip) ............ 33' 2" . . . (Add 2" for optional Length (With Large Spinner) (Thru 1970) ........... 23' 9" strobe lights) Length (With Small Spinner) (Thru 1970) ....... 23' 0" Length (With Large Spinner) (Beginning with 1971) ...... 23' 8-1/2" Length (With Small Spinner) (Beginning with 1971) ......... 23' 0" Fin Height (Maximum with Nose Gear Depressed and Flashing Beacon Installed on Fin (Thru 1974) ........ 8' 0" Fin Height (Maximum with Nose Gear Depressed and Flashing Beacon Installed on Fin) (Beginning with 1975). . . . 8' 6" Track Width (Thru 1970). ................. 6' 6-1/2" Track Width (Beginning with 1971) .............. 77'-1/4" Tail Span ......................... 10'0" BATTERY LOCATION .................... Firewall Figure 1-1. Aircraft Specifications 1-2 Change 3 0.00 18.50 56.69 70.69 95.00 133.31 173.41 200.37 8.37 36.00 76.44 71.44 49.69 Figure 1-2. Fuselage Stations 22.12 31.75 44.12 102.00 120. 00 Figure 1-3. Wing Stations Change 3 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 2500-4660 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. fCAUTION 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 1-4. Torque Values 1-4 Change 3 RECOMMENDED NUT TORQUES NOTE THE TORQUE VALUES STATED ARE POUND-INCHES. RE- LATED ONLY TO OIL-FREE CADMIUM PLATED THREADS. FINE THREAD SERIES TYPE OF NUT 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, AN362, AN363, AN366, MS20365, "1452", "EB", "UWN", "Z1200", NAS679, MS21044 MS21042 MS21045 and other self-locking nuts. 2. When using AN 3 10 or AN320 castellated nuts where alignment between bolt and cotter pin is not reached using normal torque values, use alternate torque values or replace nut. 3. Covers AN316, AN320, AN7502 and MS20364. 4. Covers AN310, AN340, AN366, MS20365, and other self-locking anchor nuts. 5. Covers AN316, AN320 and MS20364. The above values 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. Figure 1-4. Torque Values 1-5/(1-6 blank) SECTION 2 GROUND HANDLING, SERVICING, LUBRICATION AND INSPECTION TABLE OF CONTENTS Page GROUND HANDLING. ........... 2-1 Vacuum System Filter ......... 2-8 Towing ................ 2-1 Battery ................ 2-8 Hoisting ................ 2-3 Tires ................. 2-8 Jacking ................ 2-3 Nose Gear Shock Strut ......... 2-9 Leveling ................ 2-3 Nose Gear Shimmy Dampener ...... 2-9 Parking ................ 2-3 Hydraulic Brake Systems ........ 2-9 Tie-Down ............... 2-3 CLEANING ............... 2-9 Flyable Storage ........... . 2-3 Windshield and Windows ......... 2-9 Returning Aircraft to Service ...... 2-3 Plastic Trim .............. 2-9 Temporary Storage .. ....... . 2-3 Painted Surfaces ............ 2-9 Inspection During Storage ........ 2-4 Aluminum Surfaces .......... . 2-13 Returning Aircraft to Service ...... 2-4 Engine Compartment .......... 2-13 Indefinite Storage ............ 2-4 Upholstery and Interior ......... 2-13 Inspection During Storage ........ 2-5 Propeller ............... 2-13 Returning Aircraft to Service ...... 2-5 Wheels ................ 2-13 SERVICING ............... 2-6 LUBRICATION .............. 2-13 Fuel . ............. 2-6 Tachometer Drive Shaft ......... 2-13 Fuel Drains .............. 2-6 Wheel Bearings ............ 2-13 Carburetor Drain Plug Inspection . . 2-6 Nose Gear Torque Links ........ 2-13 Engine Oil ............... 2-6 Wing Flap Actuator ........... 2-13 Engine Induction Air Filter ....... 2-7 INSPECTION ............... 2-18 2-1. GROUND HANDLING. CAUTION 2-2. TOWING. Moving the aircraft by hand is ac- When towing the aircraft, never turn the nose complished by using the wing struts and landing gear wheel more than 30 degrees either side of struts as push points. A tow bar attached to the nose center or the nose gear will be damaged. Do gear should be used for steering and maneuvering the not push on control surfaces or outboard em- aircraft on the ground. When no tow bar is available, pennage surfaces. When pushing on the tail- press down at the horizontal stabilizer front spar ad- cone, always apply pressure at a bulkhead to jacent to the fuselage to raise the nose wheel off the avoid buckling the skin. ground. With the nose wheel clear of the ground, the aircraft can be turned by pivoting it about the main wheels. TOW BAR: PART NUMBER 0501019-1 IS AVAILABLE FROM THE CESSNA SERVICE PARTS CENTER. NOTE Use tow bar carefully to avoid scarring finish on speed fairing. Figure 2-1. Tow Bar 2-1 REFER TO SHEET 2 FOR ITEM NUMBERS NOTE Corresponding points on both upper door sills may be used to level the aircraft laterally. Prior to 1971 Models, reference points for leveling the aircraft longitudinally are the top of the tailcone between rear window and vertical fin. Beginning with 1971 Models, reference points for longitudinal leveling of aircraft are two screws on left side of tailcone at zero waterline. These are indicated in illustration by A (Also refer to paragraph 2-5) REFER TO SHEET 2 FOR ITEM NUMBERS Figure 2-2. Jacking and Leveling (Sheet 1 of 2) 2-2 Change 2 JACKING INFORMATION ITEM NUMBER TYPE AND NUMBER REMARKS 1 Block (Jack point not available) 1x4x4 padded with 1/4" rubber 2 Jack Any short jack of capable capacity 3 Universal tail stand Any tail stand of capable capacity 4) Cessna #SE-576 (41-1/2" high) Universal jack stand (FOR USE WITH ITEM 2) Cessna #10004-98 Jack point * (SEE CAUTION) 5 Cessna #0441215-1 Jack point # (SEE NOTE 5) Built-in jack pad Part of step bracket t #2-170 Basic jack Closed height: 69 1/2 inches; extended 6 #2-70 Slide tube height: 92" (Insert slide tube extension (Use with item 1) into basic jack) 1. Wing jacks are placed under front spar of wing just outboard of wing strut, and must extend far enough to raise wheels off ground, and must be of adequate strength. 2. Attach a suitable stand to the tie-down ring. Be sure tail stand weighs enough to keep tail down and under all conditions that it is strong enough to support any weight that might be placed on it (place shot bags or sand bags on tail stand. In addition, the base of adjustable tail stand is to be filled with concrete for additional weight as a safety factor. 3. Operate jacks evenly until desired height is reached. CAUTION When using universal jack point (10004-98), flexibility of the gear strut will cause the main wheel to slide inboard as the wheel is raised, tilting the jack. The jack must be lowered for a second operation. Jacking both wheels simultaneously with universal jack points is not recommended. Universal jack point may be used to raise only one main wheel. DO NOT USE brake casting as a jack point. 4. Items (4), (5) and (6) are available from the Cessna Service Parts Center. 5. On tubular gear aircraft, the only fairing requiring removal is the fuselage-to-tube gear fairing. Jack pad is inserted on tube in area between fuselage and upper end of tube fairing, then jack aircraft as required. * Thru Serials 15072003, A15000276, F15000658 and FA1500081. # Serials 15073004 thru 15073284, A15000277 thru A15000324, F15000659 thru F15000833 and FA1500082 thru FA15000166. t Beginning with Serials 15073285, A15000325, F15000834 and FA15000167. Figure 2-2. Jacking and Leveling (Sheet 2 of 2) Change 2 2-2A/(2-2B blank) 2-3. HOISTING. The aircraft may be lifted with a operation. hoist of two-ton capacity by using hoisting rings, which are optional equipment, or by means of suit- NOTE able slings. The front sling should be hooked to each upper engine mount at the firewall, and the aft The aircraft is delivered from Cessna with a sling should be positioned around the fuselage at the Corrosion Preventive Aircraft Engine Oil first bulkhead forward of the leading edge of the (MIL-C-6529, Type II RUST BAN). This stabilizer. If the optional hoisting rings are used, engine oil is a blend of aviation grade a minimum cable length of 60 inches for each cable straight mineral oil and a corrosion pre- is required to prevent bending of the eyebolt-type ventive compound. This engine oil should hoisting rings. If desired, a spreader jig may be be used for the first 50 hours of engine opera- fabricated to apply vertical force to the eyebolts. tion. In the event it is necessary to add oil during the first 25 hours of operation, use 2-4. JACKING. Refer to figure 2-2 for jacking only aviation grade straight mineral oil of procedures. the correct viscosity. 2-5. LEVELING. Corresponding points on both upper door sills may be used to level the aircraft During the 30 day non-operational storage or the first laterally. Prior to the 1971 models, the reference 25 hours of intermittent engine operation, every sev- point for leveling the aircraft longitudinally is the top enth day the propeller shall be rotated through five of the tailcone between the rear window and vertical revolutions, without running the engine. If the air- fin. Beginning with the 1971 models, the reference craft is stored outside, tie-down in accordance with points for longitudinal leveling of the aircraft are the paragraph 2-7. In addition, the pitot tube, static air- two screws on the left side of the tailcone at zero vents, air vents, openings in the engine cowling, and waterline. other similar openings shall have protective covers installed to prevent entry of foreign material. After 2-6. PARKING. Parking precautions depend prin- 30 days, aircraft should be flown for 30 minutes or cipally on local conditions. As a general precaution, ground run-up until oil has reached operating temper- set parking brake or chock the wheels and install the ature. controls lock. In severe weather and high wind con- ditions, tie down the aircraft as outlined in paragraph 2-9. RETURNING AIRCRAFT TO SERVICE. After 2-7 if a hangar is not available. flyable storage, returning the aircraft to service is accomplished by performing a thorough pre-flight in- 2-7. TIE-DOWN. When mooring the aircraft in the spection. At the end of the first 25 hours of engine open, head into the wind if possible. Secure control operation, drain engine oil, clean oil screens and surfaces with the internal control lock and set brakes. change external oil filter element. Service engine with correct grade and quantity of engine oil. Refer CAUTION to figure 2-4 and paragraph 2-21 for correct grade of engine oil. Do not set parking brakes during cold weather when accumulated moisture may freeze the 2-10. TEMPORARY STORAGE. Temporary storage brakes or when the brakes are overheated. is defined as aircraft in a non-operational status for a maximum of 90 days. The aircraft is constructed After completing the preceding, proceed to moor the of corrosion resistant alclad aluminum, which will aircraft as follows: last indefinitely under normal conditions if kept clean, a. Tie ropes, cables, or chains to the wing tie- however, these alloys are subject to oxidation. The down fittings located at the upper end of each wing first indication of corrosion on unpainted surfaces is strut. Secure the opposite ends of ropes, cables, in the form of white deposits or spots. Or. painted or chains to ground anchors. surfaces, the paint is discolored or blistered. Stor- b. Secure a tie-down rope (no chains or cables) to age in a dry hangar is essential to good preservation the exposed portion of the engine mount and secure and should be procured if possible. Varying condi- opposite end of rope to a ground anchor. tions will alter the measures of preservation, but c. Secure the middle of a rope to the tail tie-down under normal conditions in a dry hangar, and for ring. Pull each end of rope away at a 45 degree angle storage periods not to exceed 90 days, the following and secure to ground anchors at each side of tail. methods of treatment are suggested: d. Secure control lock on pilot control column. If a. Fill fuel tanks with correct grade of gasoline. control lock is not available, tie pilot control wheel b. Clean and wax aircraft thoroughly. back with front seat belt. c. Clean any oil or grease from tires and coat e. These aircraft are equipped with a spring-loaded tires with a tire preservative. Cover tires to pro- steering system which affords protection against nor- tect against grease and oil. mal wind gusts. However, if extremely high wind d. Either block up fuselage to relieve pressure on gusts are anticipated, additional external locks may tires or rotate wheels every 30 days to change sup- be installed. porting points and prevent flat spotting the tires. e. Lubricate all airframe items and seal or cover 2-8. FLYABLE STORAGE. Flyable storage is de- all openings which could allow moisture and/or dust fined as a maximum of 30 days non-operational star- to enter. age and/or the first 25 hours of intermittent engine Change 1 2-3 NOTE openings should have protective covers installed to prevent entry of foreign material. The aircraft battery serial number is recorded o. Attach a warning placard to the propeller to the in the aircraft equipment list. To assure ac- effect that the propeller shall not be moved while the curate warranty records, the battery should be engine is in storage. re-installed in the same aircraft from which it was removed. If the battery is returned to 2-11. INSPECTION DURING STORAGE. service in a different aircraft, appropriate a. Inspect airframe for corrosion at least once a record changes must be made and notification month and remove dust collections as frequently as sent to the Cessna Claims Department. possible. Clean and wax as required. b. Inspect the interior of at least one cylinder f. Remove battery and store in a cool dry place; through the spark plug hole for corrosion at least service the battery periodically and charge as re- once a month. quired. NOTE NOTE Do not move crankshaft when inspecting in- An engine treated in accordance with the fol- terior of cylinder for corrosion. lowing may be considered protected against normal atmospheric corrosion for a period c. If at the end of the 90 day period, the aircraft is not to exceed 90 days. to be continued in non-operational storage, again per- form the procedural steps "g thru o" of paragraph g. Disconnect spark plug leads and remove upper 2-10. and lower spark plugs from each cylinder. 2-12. RETURNING AIRCRAFT TO SERVICE. After NOTE temporary storage, use the following procedures to return the aircraft to service. The preservative oil must be Lubricating Oil- a. Remove aircraft from blocks and check tires for Contact and Volatile, Corrosion Inhibited, proper inflation. Check for proper nose gear strut MIL-L-46002, Grade 1 or equivalent. The inflation. following oils are approved for spraying op- b. Check battery and install. erations by Teledyne Continental Motors, c. Check that oil sump has proper grade and quantity Nude Oil 105 - Daubert Chemical Co., 4700 of engine oil. So. Central Ave., Chicago, Illinois, Petratect d. Service induction air filter and remove warning VA - Pennsylvania Refining Co., Butler Penn- placard from propeller. sylvaniz, Ferro-Gard 1009G - Ranco Labora- e. Remove materials used to cover openings. tories, Inc., 3617 Brownsville Rd., Pittsburg, f. Remove, clean, and gap spark plugs. Pennsylvania. g. While spark plugs are removed, rotate propeller several revolutions to clear excess rust preventive h. Using a portable pressure sprayer, atomize oil from cylinders. spray preservative oil through the upper spark plug h. Install spark plugs. Torque spark plugs to 330 hole of each cylinder with the piston in a down posi- ±30 lb-in and connect spark plug leads. tion. Rotate crankshaft as each pair of cylinders is i. Check fuel strainer. Remove and clean filter sprayed. screen if necessary. Check fuel tanks and fuel lines i. After completing step "h, " rotate crankshaft so for moisture and sediment, drain enough fuel to elimi- that no piston is at a top position. If the aircraft is nate moisture and sediment. to be stored outside, stop two-bladed propeller so j. Perform a thorough pre-flight inspection, then that blades are as near horizontal as possible to pro- start and warm-up engine. vide maximum clearance with passing aircraft. j. Again spray each cylinder without moving the 2-13. INDEFINITE STORAGE. Indefinite storage is crankshaft to thoroughly cover all interior surfaces defined as aircraft in a non-operational status for an of the cylinder above the piston. indefinite period of time. Engines treated in accor- k. Install spark plugs and connect spark plug leads. dance with the following may be considered protected l. Apply preservative oil to the engine interior by against normal atmosphere corrosion, provided the spraying approximately two ounces of the preserva- procedures outlined in paragraph 2-14 are performed tive oil through the oil filler tube. at the intervals specified. m. Seal all engine openings exposed to the atmos- a. Operate engine until oil temperature reaches phere using suitable plugs or non-hygroscopic tape. normal operating range. Drain engine oil sump and Attach a red streamer at each point that a plug or reinstall drain plug. tape is installed. b. Fill oil sump to normal operating capacity with n. If the aircraft is to be stored outside, perform corrosion preventive mixture which has been thor- the procedures outlined in paragraph 2-7. In addi- oughly mixed and pre-heated to a minimum of 221°F tion, the pitot tube, static source vents, air vents, at the time it is added to the engine. openings in the engine cowling and other similar 2-4 NOTE NOTE Corrosion preventive mixture consists of one The corrosion-preventive mixture is harmful part compound MIL-C-6529, Type I, mixed to paint and should be wiped from painted sur- with three parts new lubricating oil of the faces immediately. grade recommended for service. Continental Motors Corporation recommends Cosmoline o. Attach a warning placard on the throttle control No. 1223, supplied by E. F. Houghton & Co., knob, to the effect that the engine contains no lubri- 305 W. LeHigh Avenue, Philadelphia, Pa. cating oil. Placard the propeller to the effect that it During all spraying operation corrosion mix- should not be moved while the engine is in storage. ture is pre-heated to 221 ° to 250°F. p. Prepare airframe for storage as outlined in paragraph 2-10 thru step "f." c. Immediately after filling the oil sump with cor- rosion preventive mixture, fly the aircraft for a NOTE period of time not to exceed a maximum of 30 min- utes. As an alternate method of indefinite storage, d. With engine operating at 1200 to 1500 rpm and the aircraft may be serviced in accordance induction air filter removed, spray corrosion pre- with paragraph 2-10 providing the aircraft is ventive mixture into induction airbox, at the rate of run-up at maximum intervals of 60 days and one-half gallon per minute, until heavy smoke then reserviced per paragraph 2-10. comes from exhaust stack, then increase the spray until the engine is stopped. 2-14. INSPECTION DURING STORAGE. Aircraft in indefinite storage shall be inspected as follows: CAUTION a. Inspect cylinder protex plugs each 7 days. b. Change protex plugs if their color indicates an Injecting corrosion-preventive mixture too unsafe condition. fast can cause a hydrostatic lock. c. If the dehydrator plugs have changed color in one half of the cylinders, all desiccant material in the e. Do not rotate propeller after completing step engine shall be replaced with new material. "d. " d. Every 6 months respray the cylinder interiors f. Remove all spark plugs and spray corrosion- with corrosion-preventive mixture. preventive mixture, which has been pre-heated to 221 ° to 250°F, into all spark plug holes to thorough- NOTE ly cover interior surfaces of cylinders. g. Install lower spark plug or install solid plugs, Before spraying, inspect the interior of one and install dehydrator plugs in upper spark plug cylinder for corrosion through the spark holes. Be sure that dehydrator plugs are blue in plug hole and remove at least one rocker box color when installed. cover and inspect the valve mechanism. h. Cover spark plug lead terminals with shipping plugs (AN4060-1) or other suitable covers. 2-15. RETURNING AIRCRAFT TO SERVICE. After i. With throttle in full open position, place a bag indefinite storage, use the following procedure to of desiccant in the carburetor intake and seal open- return the aircraft to service. ing with moisture resistant paper and tape. a. Remove aircraft from blocks and check tires for j. Place a bag of desiccant in the exhaust tail- correct inflation. Check for correct nose gear strut pipe(s) and seal openings with moisture resistant inflation. tape. b. Check battery and install. k. Seal cold air inlet to the heater muff with mois- c. Remove all materials used to seal and cover ture resistant tape. openings. 1. Seal engine breather by inserting a protex plug d. Remove warning placards posted at throttle and in the breather hose and clamping in place. propeller. m. Seal all other engine openings exposed to atmos- e. Remove and clean engine oil screen, then re- phere using suitable plugs or non-hygroscopic tape. install and safety. On aircraft that are equipped with an external oil filter, install new filter element. NOTE f. Remove oil sump drain plug and drain sump. Install and safety drain plug. Attach a red streamer to each place plugs or tape is installed. Either attach red streamers NOTE outside of the sealed area with tape or to the inside of the sealed area with safety wire to The corrosion-preventive mixture will mix prevent wicking of moisture into the sealed with the engine lubricating oil, so flushing area. the oil system is not necessary. Draining the oil sump will remove enough of the cor- n. Drain corrosion-preventive mixture from engine rosion-preventive mixture. sump and reinstall drain plug. Change 1 2-5 g. Service and install the induction air filter. NS-40 (RAS-4) or equivalent). h. Remove dehydrator plugs and spark plugs or 3. Tighten and safety drain plug. plugs installed in spark plug holes and rotate pro- f. Turn fuel valve ON and inspect for evidence of peller by hand several revolutions to clear corrosion- fuel leakage. preventive mixture from cylinders. i. Clean, gap, and install spark plugs. Torque 2-21. ENGINE OIL. Check engine lubricating oil plugs to the value listed in Section 11. with the oil dipstick five to ten minutes after the en- j. Check fuel strainer. Remove and clean filter gine has been stopped. Engine oil should be drained screen. Check fuel tanks and fuel lines for moisture while the engine is still hot so that more positive and sediment, and drain enough fuel to eliminate. draining is obtained. Refer to the inspection charts k. Perform a thorough pre-flight inspection, then for required intervals for oil and filter changes. start and warm-up engine. Change oil every 6 months even though less than the 1. Thoroughly clean aircraft and flight test air- specified hours have accumulated. Reduce these peri- craft. ods for prolonged operation in dusty areas, in cold climate where sludging conditions exist, or where 2-16. SERVICING. short flights and long idle periods are encountered, which cause sludging conditions. Always change oil 2-17. Servicing requirements are shown in figure and install a new filter element or clean screens 2-4. The following paragraphs supplement this whenever oil on dipstick appears dirty. figure by adding details not included in the figure. NOTE 2-18. FUEL. Fuel tanks should be filled immedi- ately after flight to lessen moisture condensation. On aircraft equipped with an oil cooler, Tank capacities are listed in Section 1. The recom- drain oil cooler at each oil change period. mended fuel grade to be used is given in figure 2-4. When oil cooler is drained and after the first engine run-up, check oil with dipstick 2-19. FUEL DRAINS are located in the fuel tanks, and add oil as required to bring oil in the fuel line, fuel strainer, and carburetor. Drain plugs sump to the desired level. are installed in the fuel tanks, fuel line forward of ON-OFF valve, and carburetor. The strainer drain Oil capacity is six quarts total with a normal oper- valve is an integral part of the fuel strainer assembly. ating capacity of five quarts for flights of less than The strainer drain is equipped with a control which three hours. For extended flight, fill to the six is located adjacent to the oil dipstick. Access to the quart level on the dipstick. DO NOT operate with control is through the oil dipstick access door. Re- less than the minimum for flight quantity of four move drain plugs and open strainer drain at the in- quarts. If the engine is equipped with an external tervals specified in figure 2-4. Also, during daily oil filter, an additional quart of oil is required when inspection of the fuel strainer, if water is found in the filter element is changed. When adding or chang- the fuel strainer, there is a possibility that the wing ing engine oil, use aviation grade oil in accordance tank sumps or fuel line contain water. Therefore, with figure 2-4. all fuel drain plugs should be removed and all water drained from the system. To activate drain valve NOTE for fuel sampling, place cup up to valve and depress valve with rod protruding from cup. See figure 12-3. New or newly-overhauled engines should be operated on aviation grade straight mineral 2-20. CARBURETOR DRAIN PLUG INSPECTION. oil until the first oil change. If an ashless In order to prevent the possibility of thread sealant dispersant oil is used in a new or newly-over- contamination in the carburetor float chamber, hauled engine, high oil consumption may be cleaning and inspection of the carburetor should be experienced. The anti-friction additives in accomplished at each 100-hour inspection and any- ashless dispersant oils will retard "break- time water in the fuel is suspected. in" of the piston, rings and cylinder walls. a. With the fuel valve OFF, remove carburetor This condition can be avoided by the use of drain plug and clean off any sealant present on the straight mineral oil. The aircraft is delivered end of the plug or in the threads on the plug. from Cessna with a Corrosion Preventive Air- b. Inspect drain plug hole in the carburetor and re- craft Engine Oil (MIL-C-6529, Type II RUST move any sealant remaining in the hole. BAN). If oil must be added during the first 25 c. Turn fuel valve to ON to flush float chamber and hours, use only aviation grade straight mineral drain plug chamber while probing drain plug hole to oil (non-detergent) conforming to Specification ascertain that all residue of sealant material is dis- No. MIL-L-6082. After the first 25 hours of lodged and washed out of the chamber. Flushing operation, drain engine oil sump and clean both operation should last 15 to 30 seconds. the oil suction strainer and oil pressure screen. d. A second flushing should then be accomplished If an optional oil filter is installed, change fil- and the drained fuel retained for inspection to insure ter element at this time. Refill sump with that no sealant particles are present. straight mineral oil (non-detergent) and use e. Install drain plug as follows: until a total of 50 hours have accumulated or 1. Install drain plug in carburetor 1-1/2 to 2 oil consumption has stabilized, then change turns. to ashless dispersant oil, conforming with 2. Apply sealant to drain plug threads (use Continental Motors Specification MHS-24 2-6 Change 3 and revisions and supplements thereto and tion so that a clean filter is always readily available with current Continental Aircraft Engine for use. Under extremely dusty conditions, daily Service Bulletins. servicing of the filter is recommended. Two types of filters are used. One is a flock-coated, oiled filter Ashless dispersant oil, conforming with Continental and the other is a dry, paper-media filter. Motors Specification MHS-24 and revisions and sup- plements thereto and with current Continental Air- NOTE craft Engine Service Bulletins, must be used at the oil change after 50 hours of operation. When chang- The aircraft is equipped with the flock-coated, ing engine oil, remove and clean oil screens, or in- oiled filter when it leaves the factory. How- stall a new filter element on aircraft equipped with ever, new filters ordered from the Cessna an external oil filter. An oil quick-drain valve may Service Parts Center will be the dry, paper- be installed. This valve provides a quick and clean- media filter with an improved element. er method of draining the engine oil. The valve is installed in the oil drain port of the oil sump and al- To service the flock-coated, oiled filter, proceed as lows the oil to be drained by inserting a hose over follows: the fitting end and pushing up to lock the valve open, a. Remove filter from aircraft. causing the oil to drain through the hose into a con- b. Wash filter thoroughly in solvent (Federal Speci- tainer. To drain the engine oil, proceed as follows: fication P-S-661 or equivalent). Wash with soiled a. Operate engine until oil temperature is a face down in solvent. normal operating temperature. c. Drain and dry filter, then dip flock-coated b. (With Quick-Drain Valve.) Attach a hose to screen filter in the same grade of oil used in the the quick-drain valve in the oil sump. Push up engine and allow excess oil to drain from the filter. on quick-drain valve until it locks open, and d. Be sure airbox is cleaned, inspect filter. If allow oil to drain through hose into container, filter is damaged, install a new filter. c. (Without Quick-Drain Valve.) Remove oil drain plug from oil sump and allow oil to drain NOTE into a container. d. After engine oil has drained, close quick- A damaged filter may have broken filtering drain valve and remove hose, or install and safety panels or the flock coating may be missing drain plug. from the filtering panels, which will allow e. Remove and clean oil screens, or change unfiltered air to enter the induction system. external oil filter element. Any filter that appears doubtful, shall have f. On aircraft equipped with an oil cooler, re- a new filter installed in its place. move cooler drain plug and drain oil cooler at each oil change. After oil cooler has drained, e. Install filter at entrance to air box with gasket install and safety drain plug. on aft face of filter frame and with air flow arrow on g. Service engine with correct quantity and grade filter pointed in the correct direction. of engine oil. (See figure 2-4). To service the dry type filter, proceed as follows: NOTE a. Remove filter from aircraft. When oil cooler is drained or external NOTE filter element is changed and after the first engine run-up, check oil with dip- Use care to prevent damage to filter element stick and add oil as required to bring when cleaning filter with compressed air. oil in the sump to the desired level. b. Clean filter by blowing with compressed air 2-22. ENGINE INDUCTION AIR FILTER. The in- (not over 100 psi) from direction opposite of normal duction air filter keeps dust and dirt from entering air flow. Arrows on filter case indicate direction of the induction system. The value of maintaining the normal air flow. air filter in a good clean condition can never be over- stressed. More engine wear is caused through the CAUTION use of dirty or damaged air filter than is generally believed. The frequency with which the filter should Do not use solvent or cleaning fluids to wash be removed, inspected, and cleaned will be deter- filter. Use only a water and household deter- mined primarily by aircraft operating conditions. A gent solution when washing the filter. good general rule however, is to remove, inspect and clean the filter at least every 50 hours of engine op- c. After cleaning as outlined in step "b", the filter erating time and more frequently if warranted by op- may be washed, if necessary, in a solution of warm erating conditions. Some operators prefer to hold a water and a mild household detergent. A cold water spare induction air filter at their home base of opera- solution may be used. Change 3 2-7 NOTE ing the vacuum operated instruments. Change central air filter element every 500 hours of operating time The filter assembly may be cleaned with com- and whenever suction gage reading drops below 4.6 pressed air a maximum of 30 times or it may inches of mercury. Also, do not operate the vacuum be washed a maximum of 20 times. A new system with the filter removed, or a vacumm line filter should be installed after using 500 hours disconnected as particles of dust or other foreign of engine operating time or one year, whichever matter may enter the system and damage the gyros. should occur first. However, a new filter should be installed at anytime it is damaged. A damaged 2-24. BATTERY. Battery servicing involves adding filter may have sharp or broken edges in the fil- distilled water to maintain the electrolyte level even tering panels which would allow unfiltered air to with the horizontal baffle plate or split ring at the bot- enter the induction system. Any filter that ap- tom of the filler holes, checking cable connections, pears doubtful, shall have a new filter installed and neutralizing and cleaning off any spilled electro- in its place. lyte or corrosion. Use bicarbonate of soda (baking soda) and clean water to neutralize electrolyte or d. After washing, rinse filter with clear water un- corrosion. Follow with a thorough flushing with til rinse water draining from filter is clear. Allow clean water. Do not allow bicarbonate of soda to en- water to drain from filter and dry with compressed ter battery. Brighten cable and terminal connec- air (not over 100 psi). tions with a wire brush, then coat with petroleum jelly before connecting cables. Check the battery NOTE every 50 hours (or at least every 30 days), oftener in hot weather. Add only distilled water, not acid The filtering panels of the filter may become or "rejuvenators", to maintain electrolyte level in distorted when wet, but they will return to the battery. Inspect the battery box and surrounding their original shape when dry. area and clean and remove any evidence of corrosion. Refer to Section 16 for detailed battery removal, in- e. Be sure air box is clean, inspect filter. If fil- stallation, and testing. ter is damaged, install a new filter. f. Install filter at entrance to air box with gasket 2-25. TIRES. Maintain tire pressure at the air on aft face of filter frame and with air flow arrow pressure specified in figure 1-1. When checking on filter frame pointed in the correct direction. tire pressure, examine tires for wear, cuts, bruises, and slippage. Remove oil, grease and mud from 2-23. VACUUM SYSTEM FILTER. The vacuum sys- tires with soap and water. tern central air filter keeps dust and dirt from enter- WITH CONICAL CAMBER WING TIPS, INSTALL SURFACE CONTROL.. LOCKS AT JUNCTION OF AILERON AND WING FLAP INSTALL SURFACE CONTROL LOCKS ONLY IF HIGH WINDS ARE ANTICIPATED REFER TO PARAGRAPH 2-6, step "e". IF CONTROL LOCK IS NOT .. AVAILABLE, TIE CONTROL / WHEEL BACK WITH PILOT SEAT BELT Figure 2-3. Tie-Down Details 2-8 NOTE clean to prevent collection of dust and grit which could cut the seals in the dampener Recommended tire pressures should be main- barrel. Keep machined surfaces wiped free tained. Especially in cold weather, remember of dirt and dust, using a clean lint-free cloth that any drop in temperature of the air inside saturated with MIL-H-5606 hydraulic fluid a tire causes a corresponding drop in air pres- or kerosene. All surfaces should be wiped sure. free of excessive hydraulic fluid. 2-26. NOSE GEAR SHOCK STRUT. The nose gear 2-28. HYDRAULIC BRAKE SYSTEMS. Check brake shock strut requires periodic checking to ascertain master cylinders and refill with hydraulic fluid as that the strut is filled with hydraulic fluid and is in- specified in the inspection charts. Bleed the brake flated to the correct air pressure. To fill the nose system of entrapped air whenever there is a spongy gear strut with hydraulic fluid and inflate with air, response to the brake pedals. Refer to paragraph proceed as follows: 5-58 for filling and bleeding the brake system. a. Remove filler valve cap and depress valve core to completely deflate nose strut. 2-29. CLEANING. b. Remove filler valve from strut. c. With nose gear strut compressed to its shortest 2-30. Keeping the aircraft clean is important. Be- length, fill strut with hydraulic fluid to the bottom of sides maintaining the trim appearance of the aircraft, the filler hole. cleaning lessens the possibility of corrosion and d. Raise nose of aircraft, extend and compress makes inspection and maintenance easier. strut several times to expel any entrapped air, then lower nose of aircraft and repeat step "c". 2-31. WINDSHIELD AND WINDOWS should be e. With strut compressed to its shortest length, cleaned carefully with plenty of fresh water and a install filler valve assembly. mild detergent, using the palm of the hand to feel f. With nose wheel off ground, inflate strut. Shock and dislodge any caked dirt or mud. A sponge, soft strut pressure is listed in figure 1-1. cloth, or chamois may be used, but only as a means of carrying water to the plastic. Rinse thoroughly, NOTE then dry with a clean moist chamois. Do not rub the plastic with a dry cloth as this builds up an electro- The nose landing gear shock strut will nor- static charge which attracts dust. Oil and grease mally require only a minimum amount of may be removed by rubbing lightly with a soft cloth service. Maintain the strut extension pres- moistened with Stoddard solvent. sure, as shown in figure 1-1. Lubricate landing gear as shown in figure 2-5. Check the landing gear daily for general cleanli- CAUTION ness, security of mounting, and for hydrau- Do not use gasoline, alcohol, benzene, acetone, lic fluid leakage. Keep machined surfaces carbon tetrachloride, fire extinguisher fluid, wiped free of dirt and dust, using a clean de-icer fluid, lacquer thinner, or glass window lint-free cloth saturated with MIL-H-5606 cleaning spray. These solvents will soften and hydraulic fluid or kerosene. All surfaces craze the plastic. should be wiped free of excessive hydraulic fluid. After washing, the plastic windshield and windows should be cleaned with an aircraft windshield cleaner. 2-27. NOSE GEAR SHIMMY DAMPENER. The Apply the cleaner with soft cloths and rub with mod- shimmy dampener should be serviced at least every erate pressure. Allow the cleaner to dry, then wipe 50 hours. The shimmy dampener must be filled it off with soft flannel cloths. A thin, even coat of completely with fluid, free of entrapped air, to wax, polished out by hand with soft flannel cloths, serve its purpose. To service the shimmy damp- will fill in minor scratches and help prevent further ener, proceed as follows: scratching. Do not use a canvas cover on the wind- a. Remove shimmy dampener from aircraft. shield or windows unless freezing rain or sleet is b. While holding the dampener in a vertical posi- anticipated since the cover may scratch the plastic tion with fitting end pointed downward, pull fitting surface. end of the dampener shaft to its limit of travel. c. While holding dampener in this position, fill 2-32. PLASTIC TRIM. The instrument panel, plas- dampener through open end of cylinder. tic trim, and control knobs need only be wiped with d. Push the shaft upward slowly to seal off the fil- a damp cloth. Oil and grease on the control wheel ler hole. and control knobs can be removed with a cloth moist- e. Clean dampener with solvent. Be sure to keep ened with Stoddard solvent. Volatile solvents, such the shaft protruding through the filler hole until as mentioned in paragraph 2-31, must never be used dampener is installed on the aircraft. since they soften and craze the plastic. f. Install dampener on aircraft. 2-33. PAINTED SURFACES. The painted exterior NOTE surfaces of the aircraft, under normal conditions, require a minimum of polishing and buffing. Approxi- Keep shimmy dampener, especially the ex- mately 15 days are required for acrylic or lacquer posed portions of the dampener piston shaft, paint to cure completely; in most cases, the curing Change 3 2-9 1 .. . HYDRAULIC FLUID: SPEC. NO. MIL-H-5606 RECOMMENDED FUEL: CAUTION * Compliance with conditions stated in Continental aircraft engine Service Bulletins M74-6 and M75-2 and sup- plements or revisions thereto, are recommended when using alternate fuel. FUEL: MINIMUM: 80/87 Aviation Grade *ALTERNATES: 1. 100/130 Low Lead Avgas (with lead content limited to a maximum of 2 cc Tetraethyllead per gallon) 2. 100/130 Higher Lead Avgas (with lead content lim- ited to a maximum of 4.6 cc Tetraethyllead per gallon) RECOMMENDED ENGINE OIL: AVIATION GRADE: ABOVE 40F SAE 40 BELOW 40F SAE 20 Aviation Grade ashless dispersant oil conforming to Continental Motors Specification MHS-24 and all revisions and supplements thereto must be used except as noted in paragraph 2-21. Refer to Continental Aircraft Engine Service Bulletin M74-19 and any superseding bulletins, revisions, or supplements thereto for further recommendations. Figure 2-4. Servicing (Sheet 1 of 3) 2-10 Change 3 DAILY 3 FUEL TANK FILLER Service after each flight. Keep full to retard condensation. Refer to paragraph 2-18 for details. 4 FUEL TANK SUMP DRAINS If quick-drain valves are installed, drain off any water and sediment before first flight of the day. 6 PITOT AND STATIC PORTS Check for obstructions before first flight of the day. 10 FUEL STRAINER Drain off any water and sediment before the first flight of the day. Refer to paragraph 2-19 for details. 13 INDUCTION AIR FILTER Inspect and service under dusty conditions. Refer to paragraph 2-22 for details. 16 OIL DIPSTICK Check oil on preflight. Add oil as necessary. Refer to paragraph 2-21 for details. 18 OIL FILLER CAP: Whenever oil is added, check that filler cap is tight and oil filler door is secure. FIRST 25 HOURS 15, 17 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 ashless dispersant oil. 50 HOURS 13 INDUCTION AIR FILTER Clean filter per paragraph 2-22. Replace as required. 14 BATTERY Check electrolyte level and clean battery compartment each 50 hours or each 30 days. 15, 17 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 each 100 hours, or every 6 months. 12 SHIMMY DAMPENER Check fluid level and refill as required with hydraulic fluid. Refer to paragraph 2-27 for details. 7 TIRES Maintain correct tire inflation as listed in figure 1-1. Also refer to paragraph 2-25 for details. Figure 2-4. Servicing (Sheet 2 of 3) Change 3 2-11 50 HOURS (Cont) NOSE GEAR SHOCK STRUT Keep strut filled and inflate to correct pressure. Refer to paragraph 2-26 for details. D100 HOURS 5 SHUT-OFF VALVE DRAIN Remove plug and drain off any water or sediment. Also refer to paragraph 2-19. 10 FUEL STRAINER Disassemble and clean strainer bowl and screen. 200 HOURS 1 VACUUM RELIEF FILTER Change each 1000 hours, or to coincide with engine overhauls. 4 FUEL TANK SUMP DRAINS If quick-drain valves are not installed, remove plugs and drain off any water or sedi- ment. Reinstall plugs and safety. Also refer to paragraph 2-19. 9 BRAKE MASTER CYLINDERS Check fluid level and refill as required with hydraulic fluid. Refer to paragraph 2-28 for details. 500 HOURS 2 VACUUM SYSTEM CENTRAL AIR FILTER Replace every 500 hours. AS REQUIRED 8 GROUND SERVICE RECEPTACLE Connect to 12-volt DC, negative-ground power unit. Refer to Section 11 for details. Figure 2-4. Servicing (Sheet 3 of 3) 2-12 Change 1 period will have been completed prior to delivery of and test it on an obscure place in the fabric to be the aircraft. In the event that polishing or buffing is cleaned. Never saturate the fabric with volatile sol- required within the curing period, it is recommended vent; it may damage the padding and backing material. that the work be done by an experienced painter. f. Scrape sticky material from fabric with a dull Generally, the painted surfaces can be kept bright by knife, then spot clean the area. washing with water and mild soap, followed by a 2-37. PROPELLER. Wash hub and blades with a rinse with water and drying with cloths or chamois. sof cloth and Stoddard cleaning solvent or equivalent, Harsh or abrasive soaps or detergents which could then dry thoroughly with compressed air. The pro- cause corrosion or make scratches should never be then dry thoroughly with compressed air. cause corrosion or make scratches should never be peller should be wiped occasionally with an oily cloth, used. Remove stubborn oil and grease with a cloth then wiped In salt water areas this then wiped with a dry cloth. In salt water areas this moistened with Stoddard solvent. After the curing will assist in corrosion proofing the propeller. period, the aircraft may be waxed with a good auto- motive wax. A heavier coating of wax on the leading 2-38. WHEELS. The wheels should be washed edges of the wing and tail and on the engine nose cap periodically and examined for corrosion, chipped will help reduce the abrasion encountered in these paint, and cracks or dents in the wheel halves or in areas. the flanges or hubs. If defects are found remove and repair in accordance with Section 5. Discard cracked 2-34. ALUMINUM SURFACES. The aluminum sur- faces require a minimum of care, but should never wheel halves, flanges or hbs and install new parts. be neglected. The aircraft may be washed with clean 2-39 LUBRICATION water to remove dirt and may be washed with non- alkaline grease solvents to remove oil and/or grease. 2-40. Lubrication requirements are shown in figure Household type detergent soap powders are effective 2-5. Before adding grease to grease fittings, wipe cleaners, but should be used cautiously since some dirt from fitting. Lubricate until grease appears of them are strongly alkaline. Many good aluminum around parts being lubricated, and wipe excess cleaners, polishes, and waxes are available from grease from parts. The following paragraphs sup- commercial suppliers of aircraft products. plement figure 2-5 by adding details. 2-35. ENGINE AND ENGINE COMPARTMENT. The engine should be kept clean since dirty cooling fins 2-41. TACHOMETER DRIVE SHAFT. Refer to and baffle plates can cause overheating of the engine. Section 15 for details on lubrication of shaft. Also, cleaning is essential to minimize any danger of fire and provide for easier inspection of components. 2-42. WHEEL BEARINGS. Clean and repack the The entire engine cowling may be removed to facili- wheel bearings at the first 100-hour inspection and tate engine and interior cowl cleaning. Wash down at each 500-hour inspection thereafter. If more the engine and components with a suitable solvent, than the usual number of take-offs and landings are such as Stoddard solvent or equivalent, then dry thor- made, extensive taxiing is required, or the aircraft oughly with compressed air. is operated in dusty areas or under seacoast condi- tions, cleaning and lubrication of the wheel bearings CAUTION shall be accomplished at each 100-hour inspection. Particular care should be given to electrical 2-43. NOSE GEAR TORQUE LINKS. Lubricate nose equipment before cleaning. Solvent should gear torque links every 50 hours. When operating in not be allowed to enter magnetos, starters, dusty conditions, more frequent lubrication is re- alternators, voltage regulators, and the quired. like. Hence, these components should be protected before saturating the engine with 2-44. WING FLAP ACTUATOR. solvent. Any fuel, oil, and air openings a. On aircraft prior to Serials 15072630, F15000739, A15000278 and FA15000133 not modified by Service Kit should be covered before washing the engine SK150-37B and SK150-41, proceed as follows: with solvent. Caustic cleaning solutions with solvent. Caustic cleaning solutions SK150-37B and SK150-41, proceed as follows: should not be used. After cleaning engine 1. At each 100 hour inspection, inspect wing flap re-lubricate all control arms and moving actuator jack screw and ball retainer assembly for parts. lubrication, and lubricate if required. Also, remove, clean and lubricate jack screw whenever actuator slip- 2-36. UPHOLSTERY AND INTERIOR. Keeping the page is experienced. If lubrication is required, pro- upholstery and interior clean prolongs upholstery fab- ceed as follows: ric and interior trim life. To clean the interior, pro- a. Gain access to actuator by removing appro- ceed as follows: priate inspection plates on lower surface of wing. a. Empty all ash trays and refuse containers. b. Expose jack screw by operating flaps to full- b. Brush or vacuum clean the upholstery and carpet down position. to remove dust and dirt. c. Wipe a small amount of lubricant from jack c. Wipe leather and plastic trim with a damp cloth. screw with a rag and examine for condition. Lubri- d. Soiled upholstery fabrics and carpet may be cant should not be dirty, sticky, gummy or frothy in cleaned with a foam-type detergent used according appearance. to the manufacturer's instructions. d. Inspect wiped area on jack screw for presence e. Oil spots and stains may be cleaned with house- of hard scale deposit. Previous wiping action will have hold spot removers, used sparingly. Before using exposed bare metal if no deposit is present. any solvent, read the instructions on the container Change 3 2-13 e. If any of the preceding conditions exist, clean m. Repeat the process and work nut back and and relubricate jack screw as outlined in steps "f" thru forth several times. "r". n. Remove excess grease. f. Remove actuator from aircraft as outlined in o. Reinstall actuator in aircraft per Section 7. Section 7. g. Remove all existing lubricant from jack screw b. On aircraft prior to Serials 15072630, F15000739, and torque tube by running the nut assembly to the end A15000278 and F15000133 which have been modified by of the jack screw away from the gearbox, and soaking Service Kit SK150-37B, proceed as follows: the nut assembly and jack screw in Stoddard solvent. 1. At each 100 hour inspection, expose jack screw by operating flaps to full-down position, and inspect NOTE wing flap actuator jack screw for proper lubrication. If lubrication is required, proceed as follows: Care must be taken to prevent solvent from a. Clean jack screw with solvent rag, if neces- entering gearbox. The gearbox lubricant is sary, and dry with compressed air. not affected and should not be disturbed. b. Relubricate jack screw with MIL-G-21164 (Molybdenum Disulfide Grease) as required. h. After soaking, clean entire length of jack c. On aircraft beginning with Serials 15072630, screw with a wire brush, rinse with solvent and dry F15000739, A15000278 and FA15000133 and air- with compressed air. craft modified by SK150-41, clean and lubricate wings flap actuator jack screw each 100 hours as follows: NOTE 1. Expose jack screw by operating flaps to full- Do not disassemble nut and ball retainer down position. 2. Clean jack screw threads with solvent rag and assembly. dry with compressed air. i. Relubricate jack screw with MIL-G-21164 (Molybdenum Disulfide Grease) as outlined in steps 'j" thru "m" *It is not necessary to remove actuator from j. Rotate nut down screw toward the motor. aircraft to clean or lubricate threads. k. Coat screw and thread end of nut with grease the threaded end of the nut. SHOP NOTES: 2-14 Change 3 FREQUENCY (HOURS) METHOD OF APPLICATION HAND GREASE OIL SYRINGE 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 mandatory, 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 SR - MIL-G-81322 ......................... GENERAL PURPOSE GREASE GH - MIL-G-23827.......................... AIRCRAFT AND INSTRUMENT GREASE GL - MIL-G-21164 ......................... MOLYBDENUM DISULFIDE GREASE OG- MIL-L-7870........................... GENERAL PURPOSE OIL PL - W-P-236 ............................ PETROLATUM _ GS - MTL-S-8660 ........................... DC4 (DOW CORNING) GP - ......................................... NO. 10-WEIGHT, NON-DETERGENT OIL STEERING SYSTEM NEEDLE PARAGRAPH 2-423 WHEEL BEARINGS MAIN GEAR NOSE GEAR WHEEL BEARINGS Figure 2-5. Lubrication (Sheet 1 of 3) Change 2 2-15 CONTROL f WHEEL SHAFT AND OG UNIVERSALS OILITE BEARINGS BUSHINGS AND OILITE BATTERYS BUSHINGS AND OILITE BEARINGS NEEDLE BEARINGS CONTROL "Y" / ALL PIANO HINGES ELEVATOR TRIM TAB ACTUATOR / AILERON BELLCRANK NEEDLE BEARINGS ALSO REFER TO INSPECTION CHART IN THIS SECTION AND TO SECTION 9 OF THIS MANUAL ROTATED 180 WING FLAP INDICATOR GH CABIN DOOR WINDOW INSERT GROOVES Figure 2-5. Lubrication (Sheet 2 of 3) 2-16 Change 3 OILITE BEARINGS NEEDLE (RUDDER BAR ENDS) BEARINGS RUDDER BARS AND PEDALS NEEDLE BEARINGS REFER TO PARAGRAPH 2-44 ELECTRIC FLAP DRIVE MECHANISM 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 purpose oil every 1000 hours or oftener if required. Paraffin wax rubbed on seat rails will ease sliding the seats fore and aft. Lubricate door latching mechanism with MIL-G-81322A general purpose grease, applied sparingly to friction points, every 1000 hours or oftener, if binding occurs. No lubrication is recommended on the rotary clutch. Figure 2-5. Lubrication (Sheet 3 of 3) Change 3 2-17 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. II 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. III 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. 2-18 Change 1 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. Change 1 2-19 (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. 3. Magneto drop (refer to Owner's 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: 2-20 Change 1 IMPORTANT READ ALL INSPECTION REQUIRE- MENTS PARAGRAPHS PRIOR TO USING THESE CHARTS. SPECIAL INSPECTION ITEM EACH 200 HOURS EACH 100 HOURS EACH 50 HOURS PROPELLER 1. Spinner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Spinner bulkhead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3. Blades ......... ......................... 4. Bolts and/or nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . 5. Hub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 Induction air filter ........... Induction airbox, air valves, doors and controls .......... Cold and hot air hoses . ................... Engine baffles ................... Cylinders, rocker box covers and push rod housings ........ Crankcase, oil sump, accessory section and front crankshaft seal *· 9. Hoses, metal lines and fittings . 0 * Intake and exhaust systems ............... Ignition harness . ... . . . .. . .. .. . . ... Spark plugs . . . . . . . . . . . . . . .. . . . . Compression check ................... Crankcase and vacuum system breather lines ....... Electrical wiring ..... ..... .. .... .... Vacuum pump and oil separator ............ Vacuum relief valve filter (cabin area) .. ... ... Engine controls and linkage .... ..... .... . Engine shock mounts, mount structure and ground straps ...... Cabin heat valves, doors and controls............... Starter, solenoid and electrical connections ............ Change 1 2-21 0 . 0 0 0 3. 4. 5. 6. 7. 8. 1 . . . . . . . . . . . . . . . . . . . . . . . . . 2 . 0 . . . . . . . . . . . . . . . 0 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 3 4 * 0 0 * . . . . . . . . . . . ........... .. ·. A · 5 6 0 SPECIAL INSPECTION ITEM EACH 200 HOURS EACH 100 HOURS EACH 50 HOURS 22. Starter brushes, brush leads and commutator ...................................... 23. Alternator and electrical connections ............................................. • 24. Alternator brushes, brush leads, commutator or slip ring............................. 7 25. Voltage regulator mounting and electrical leads .................................... . 26. Magnetos (externally) and electrical connections ................................... • 27. Magnetos timing ............................................................... 8 28. Carburetor and drain plug ...................................................... . 29. Firewall ............................................... . 30. Engine cowling ................................................................ FUEL SYSTEM 1. Fuel strainer, drain valve and control ............................................. • 2. Fuel strainer screen and bowl .................................................... 3. Fuel tank vents, caps and placards ................................................ 4. Fuel tanks, sump drains and fuel line drains ....................................... • 5. Drain fuel and check tank interior, attachment and outlet screens ..................... 5 6. Fuel vent valves ................................................................ 7. Vent line drain ................................................................. 8. Fuel shut-off valve and placards ................................................. • 9. Fuel valve drain plug .......................................................... 10. Engine primer ................................................................. • 11. Perform a fuel quantity indicating system operational test. Refer to Section 15 for detailed accomplishment instructions. ......................................... 15 LANDING GEAR 1. Main gear wheels and fairings ................................................... • 2. Nose gear wheel, torque links, steering tubes, boots and fairing ...................... • 3. W heel bearings ................................................................ 9 4. Nose gear strut and shimmy dampener (service as required) ........................ • 5. Tires .......................................................................... • 6. Brake fluid, lines and hoses, linings, discs, brake assemblies and master cylinders ..... 7. Parking brake system ........................................................... 8. Main gear springs .............................................................. • Temporary Revision Number 3 2-22 © 2002 Cessna Aircraft Company 7 October 2002 SPECIAL INSPECTION ITEM EACH 200 HOURS EACH 100 HOURS EACH 50 HOURS 9. Nose steering arm lubrication .................................................... 10. Torque link lubrication .......................................................... 11. Parking brake and toe brakes - operational check .................................. AIRFRAME 1. Aircraft exterior ................................................................ 2. Aircraft structure ............................................................... 3. Windows, windshield, doors and seals ............................................ 4. Seat belt and shoulder harness ................................................. 16 5. Seat stops, seat rails, upholstery, structure and mounting ............................ 6. Control "Y" bearings, sprockets, pulleys, cables, chains and turnbuckles ............... 7. Control lock, control wheel and control "Y" mechanism ......... ..................... 8. Instruments and markings ........................................................ 9. Gyros central air filter ............................ ...... * ..... 10 10. Magnetic compass compensation ............................................... 17 11. Instrument wiring and plumbing ............................................... 12. Instrument panel, shock mounts, ground straps, cover, decals and labeling ............ 13. Defrosting, heating and ventilating systems and controls ............................ 14. Cabin upholstery, trim, sun visors and ashtrays .................................... 15. Area beneath floor, lines, hose, wires and control cables ............................ 16. Lights, switches, circuit breakers, fuses, and spare fuses ........................... 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 ............... ................... .............. ........... 11 24. Emergency locator transmitter ............................................ 12 25. Inspect all fluid carrying lines and hoses in the cabin and wing areas for leaks, damage, abrasion, and corrosion ........................................ Temporary Revision Number 3 7 October 2002 © 2002 Cessna Aircraft Company 2-23 | SPECIAL INSPECTION ITEM EACH 200 HOURS EACH 100 HOURS EACH 50 HOURS CONTROL SYSTEMS In addition to the items listed below, always check for correct direction of movement, correct travel and correct cable tension. 1. Cables, 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 tracks, flap indicator .......... .. 7. Flap motor, transmission, limit switches, structure, linkage, bellcranks, etc.. 8. Elevator and trim tab hinges, tips and control rods ............. .. 9. Elevator trim tab actuator lubrication and tab free-play inspection ........ 13 10. Rudder pedal assemblies and linkage ....................... 11. Skins (external) of control surfaces and tabs .. ................ 12. Internal structure of control surfaces ..................... 13. Balance weight attachment .......................... 14. Flap actuator jack screw threads ....................... 14 2-24 Change 1 SPECIAL INSPECTION ITEMS 1. First 25 hours: Use mineral oil confirming with MIL-C-6529 Type II for the first 25 hours of operation or until oil consumption has stabilized, or six months, whichever occurs first. If oil consumption has not stabilized in this time, drain and replenish the oil and replace the oil filter. After the oil consumption has stabilized, change to an ashless dispersant oil, refer to Teledyne Continental Service Information Letter SIL99-2, or latest revision for a current listing of lubricants authorized by TCM. Change oil each 25 hours if engine is NOT equipped with external oil filter; if equipped with an external oil filter, change oil filter element and oil at each 50 hours of operation or every six months, whichever occurs first. Refer to the latest edition of the TCM engine operator/maintenance manual for the latest oil chance intervals and inspection procedures. 2. Clean filter per paragraph 2-22. Replace as required. 3. Replace engine compartment hoses per the following schedule: A. Cessna Installed Flexible Fluid Carrying Rubber Hoses; replace every 5 years or at engine overhaul, whichever occurs first. B. Cessna Installed Flexible Fluid Carrying Teflon Hoses (AE3663819BXXXX series hose), replace every 10 years or at engine overhaul, whichever occurs first. C. TCM Installed Engine Compartment Flexible Fluid Carrying Hoses, refer to Teledyne Continental Service Bulletin SB97-6 or latest revision for hose replacement intervals. 4. General inspection every 50 hours. Refer to Section 11 for 100 hour inspection. 5. Each 1000 hours, or at engine overhaul, whichever occurs first. 6. Each 50 hours for general condition and freedom of movement. These controls are not repairable, replace throttle and mixture controls at each engine overhaul. 7. Each 500 hours. 8. Internal Timing: For airplanes equipped with Slick 4100 series magnetos: These magnetos cannot be overhauled in the field. The coil, capacitor, and breaker assembly are non- replaceable. These magnetos shall be removed from service upon reaching 800 hours total time in service. For airplanes equipped with Slick 4300 Series magnetos or TCM/Bendix magnetos: Refer to the applicable service manual and service bulletins for internal timing procedures and service intervals. Magneto- To- Engine Timing: First 50 hours,first 100 hours snd each 200 hours thereafter. 9. First 100 hours and each 500 hours thereafter. More often if operated under prevailing wet or dusty conditions. 10. Replace each 500 hours. 11. Check electrolyte level and clean battery compartment each 50 hours or 30 days, whichever occurs first. 12. Refer to Section 16 of this manual. Temporary Revision Number 3 13. Replacement or overhaul of the actuator is required each 1000 hours and/or 3 years, whichever comes first. Refer to figure 2-5 for grease specifications. NOTE:Refer to Section 9 of this service manual and Cessna Single Engine Service Letter SE73-25, or latest revision, for free-play limits, inspection, replacement and/or repair information. 14. Refer to paragraph 2-44 for detailed instructions for various serial ranges. 15. Fuel quantity indicating system operational test is required every 12 months. Refer to Section 15 for detailed accomplishment instructions. 16. Inspect each 50 hours for general condition and security. Replacement is required every 10 years. 17. Every 2 years, or anytime components are added or removed which have the potential to affect the magnetic accuracy and/or variation of the compass calibration, or anytime the accuracy of the compass is in question. If required, refer to AC 43. 13-1B for compass swing procedures. 2-45. COMPONENT TIME LIMITS 1. General A. Most components listed throughout Section 2 should be inspected as detailed elsewhere in this section and repaired, overhauled or replaced as required. Some components, however, have a time or life limit, and must be overhauled or replaced on or before the specified time limit. NOTE: The terms overhaul and replacement as used within this section are defined as follows: Overhaul - Item may be overhauled as defined in FAR 43.2 or it can be replaced. Replacement - Item must be replaced with a new item or a serviceable item that is within its service life time limit or has been rebuilt as defined in FAR 43.2. B. This section provides a list of items which must be overhauled or replaced at specific time limits. Table 1 lists those items which Cessna has mandated must be overhauled or replaced at specific time limits. Table 2 lists component time limits which have been established by a supplier to Cessna for the supplier's product. C. In addition to these time limits, the components listed herein are also inspected at regular time intervals set forth in the Inspection Charts, and may require overhaul/replacement before the time limit is reached based on service usage and inspection results. 2. Cessna-Established Replacement Time Limits A. The following component time limits have been established by The Cessna Aircraft Company. Table 1: Cessna-Established Replacement Time Limits COMPONENT REPLACEMENT OVERHAUL TIME Restraint Assembly Pilot, Copilot, 10 years NO and Passenger Seats Trim Tab Actuator 1,000 hours or 3 years, YES whichever occurs first Temporary Revision Number 3 2-26 © 2002 Cessna Aircraft Company 7 October 2002 COMPONENT REPLACEMENT TIME O