Cessna 172 AND SKYHAWK SERIES 1969 THRU 1976 SERVICE MANUAL

F172M F17200905 F17201034 F172M F17201035 Fl 7201234 F172M F17201235 Fl7201384 Fl72M F 17201385 International Aerotech Academy For Training use Only FOREWORD This manual contains factory recommended procedures and instructions for ground handling, servicing and maintaining Cessna Model 172- Series aircraft. This includes the Models 172, Skyhawk, Reims 172 and Reims/Cessna F172. The Reims versions of the Model 172 and Skyhawk are identical to the Model 172 and Skyhawk, through Model year 1971, except that they are powered by O-300-D Rolls Royce engines. Beginning with the 1972 Models, both 172 and Fl 72- Series aircraft are powered by "Blue- streak" (Lycoming) engines. Besides serving as a refer ence for the experienced mechanic, this manual also covers step-by-step procedures for the less experienced 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 172- Series aircraft and thereby establish a reputation 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 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 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 listing 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) International Aerotech Academy For Training use Only This page intentionally left blank. International Aerotech Academy For Training use Only SECTION 1 GENERAL DESCRIPTION TABLE OF CONTENTS GENERAL DESCRIPTION Model 172-Series. Description . . 1-1. GENERAL DESCRIPTION. 1-2. MODEL 172-SERIES. Page 1-1 1-1 1-1 1-13. DESCRIPTION. Cessna Model 172 Series aircraft, described in this manual, are high-wing monoplanes of all-metal, semimonocoque construct ion. These aircraft are equipped with a fixed tri cycle la.nding gear. Thru 1970 Models, they are equipped with flat spring- steel main landing gear struts. Beginning with 1971 Models, these aircraft are equipped with tubular spring-steel main gear struts. The steerable nose gear is equipped with an air/hydraulic fluid shock strut. Four-place seating is standard, and a double-width, fold-up auxiliary rear seat may be installed as optional equipment. Thru 1971 Models, F172-Series aircraft are equip ped with six-cylinder air-cooled 0-300-Series, Con tinental engines, m�ufactured under license by Rolls Royce. Model 172-Series' aircraft, and Fl72- Series aircraft, beginning with 1972 Models, are powered by four-cylinder, horizontally opposed, air cooled "Blue Streak" (Lycoming) engines. Each of the engines drives are all-metal, fixed-pitch pro- Aircraft Specifications Stations . . . Torque Values . . . 1-1 1-1 1-1 peller. Model 172-Series aircraft feature rear side windows, a "wrap-around" rear window and a swept back fin and rudder. 1-4. AffiCRAFT SPECIFICATIONS. Leading parti culars of these aircraft, with dimensions based on gross weight, are given in figure 1-1. If these di mensions are used for constructing a hangar or com puting clearances, remember that such factors as nose gear strut inflation, tire pressures, tire sizes and load distribution may result in some dimensions that are considerably different from those listed. 1-5. STATIONS" Station diagrams are shown in fig ures 1-2 and 1-3 to assist in locating equipment when a written description is inadequate or impractical. 1-6. TORQliE VALUES. A chart of recommended nut torque values is shown in figure 1-4. These tor que values are recommended for all installation pro cedures contained in this manual, except where other values are stipulated. They are not to be used for checking tightness of installed parts during service. 1-1 International Aerotech Academy For Training use Only I GROSS WEIGHT , . . . . FUEL CAPACITY Standard Wing (Total). Standard Wing (Usable) Long-Range Wing (Total) Long-Range Wing (Usable). OIL CAPACITY (Without External Filter) . (With External Filter). . . ENGINE MODEL 172-Series (Refer to Section 11 for Engine Data) . F172-Series (Refer to Section llA thru1971 Models). Fl72-Series (Refer to Section 11 Beginning with 1972 Models). PROPELLER (Fixed Pitch) . . . . . . . . MAIN WHEEL TIRES . . • . . . . . . . . Pressure (Thru1970 Models) . . . . Pressure (Beginning with 1971 Models) . NOSE WHEEL TIRE (Standard) . . . . . . Pressure (Thru 1970 Models) . . . . . Pressure (Beginning with 1971 Models) . . . NOSE WHEEL TIRE ( 172 -Series Only, Optional) . Pressure . . . . • • • . . . . . . . . . NOSE GEAR STRUT PRESSURE (Strut Extended) . WHEEL ALIGNMENT (Flat Spring Struts) Camber . . . . . . . . . . . . . . Toe-In . . . . . . . . . . . . . . WHEEL ALIGNMENT (Tublar Spring Struts Camber . . . . . . . . . . . . Toe-In . . . . . . . . . . . * (Tubular Gear is non-adjustable) AILERON TRAVEL Up . . . . . . • • Down . . . . . • • WING FLAP TRAVEL (Thru1972 Models). . • . (Beginning with1973 Models� RUDDER TRAVEL (Measured parallel to water line) Right . . . . . . . . . . . . . . . . . . . Left . . . . . . . . . . · . · · · · · · · RUDDER TRAVEL (Measured perpendicular to hinge line) Right . . . . • . Left . . . . . . ELEVATOR TRAVEL Up . . . . . . . Down . . . . . . ELEVATOR TRIM TAB TRAVEL Up . . . . . . . . . . . . Down . . . . . . . • . . . PRINCIPAL DIMENSIONS Wing Span (Conventional Wing Tip) . . Wing Span (Conical-Camber Wing Tip) . . . Wing Span (Conical-Camber With Strobe Lights) . Tail Span . . . . . . . . . . . . . . . . . . Length . . . . . . . . . . . . . . . . . . . Fin Height (Maximum with Nose Gear Depressed and Flashing Beacon Installed on Fin . . . Track Width (Thru 1970 Models) • • . . . Track Width (Beginning with1971 Models). BATTERY LOCATION. . . . . . . . . . . . * No provisions are made for aligning wheels on tubular gear aircraft. The tolerances provided are to be used only for checking existing wheel alignment. 1-2 Change 2 Figure 1 -1. Aircraft Specifications NOTE 2300 lb 42 gal. 38 gal. 52 gal. 48 gal. These specifications are applicable to both Model 1 72 and F 1 72-Series aircraft, except as indicated. 8 qt 9 qt LYCOMING 0-320 Series CONTINENTAL0-300 Series LYCOMING,0-320 Series 76" MCCAULEY 6 .00 x6, 4-Ply Rating 24 psi 29 psi 5.00 x5 , 4-Ply Rating 2 6 psi 31 psi 6 .00 x6, 4 -Ply Rating 26 psi 45 psi 3 ° to5° 0" to .06" 2 ° to4 ° 0" to .18" 20 l 1 ° 15' ± 1 ° 0' to40 ° ± 2 ° 0 ° to 40 ° , +0 ° -2 ° 16 ° 10' ±1 ° 16 ° 10' ±1 ° 17 ° 44' ±1 ° 17 ° 44' ±1 ° 28', +1 ° -0 ° 23 ", +1 ° -0 ° 28 U , +1 ° -0 ° 13', +1 ° -0 ° 36' 2" 35' 10" 36' 11' 26' 11" 8' - 9 1/2" 7' 2" 8' - 3 1 /2" Firewall International Aerotech Academy For Training use Only THRU 1970 0.00 8.12 0.00----. �--3.375 16.66 3.375 108.00 142.00 124.00 44.00 80.00 56. 70 65.33 108.00 142.00 BEGINNING WITH 1972 228.68 �.. ___J ___ -----Jil l �-:;---====--���=ii ' c' 124. 00 178.00 228.68 8.12 44.00 80.00 BEGINNING WITH 1971 56.70 WHEEL FAIRINGS THRU 1973 MODELS WHEEL FAIRINGS BEGINNING WITH 1974 MODELS STATIONS REMAIN THE SAME Figure 1-2. Reference Stations F172 SERIES THRU 1971 172-SERIES AND Fl72-SERIES BEGINNING WITH 1972 Change 1 1-3 International Aerotech Academy For Training use Only 23.62 39.00 SHOP NOTES: 1-4 57. 12 Figure 1-3. Wing Stations International Aerotech Academy For Training use Only RECOMMENDED NUT TORQUES THE TORQUE VALUES STATED ARE POUND-INCHES, RELATED ONLY TO STEEL NUTS ON OIL-FREE CAD1\'1IUM PLATED THREADS. FINE THREAD SERI E S TENSION SHEAR TAP SIZE TORQUE TORQUE STD ALT STD ALT (NOTE 1) (NOTE 2) (NOTE 3) (N OTE 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. l��uT(oNI 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 1-40 Torque Values Change 2 1-5/(1-6 blank) I International Aerotech Academy For Training use Only This page intentionally left blank. International Aerotech Academy For Training use Only SECTION 2 GROUND HANDLING, SERVICING, CLEANING, LUBRICATION AND INSPECTION TABLE OF CONTENTS GROUND HANDLING Towing Hoisting Jacking Leveling Parking Tie-Down Flyable Storage Returning Aircraft To Service Temporary Storage . . • . . Inspection During Storage Returning Aircraft To Service Indefinite Storage . . . . . . Inspection During Storage Returning Aircraft To Service SERVICING . . Fuel . . . . . . . . . . . . Fuel Drains . . . . . . . . Carburetor Drain Plug Inspection . Engine Oil . . . . . . . Engine Induction Air Filter . . . . . 2-1. GROUND HANDLING. Page 2-1 2-1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-4 2-4 2-4 2-6 2-6 2-6 2-6 2-6 2-6 2-7 2-8 2-2. TOWING. Moving the aircraft by hand is ac complished by using the wing struts and landing gear struts as push points. A tow bar attached to the nose gear should be used for steering and maneuvering the aircraft on the ground. When no tow bar is available, press down at the horizontal stabilizer front spar ad jacent to the fuselage to raise the nose wheel off the 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. Vacuum System Filter Battery . . . . . . . Tires . . . . . . . Nose Gear Shock Strut Nose Gear Shimmy Dampener Hydraulic Brake System CLEANING . . . . . . . Windshield and Windows Plastic Trim . . . Painted Surfaces Aluminum Surfaces Engine Compartment Upholstery and Interior Propeller . . Wheels . . . LUBRICATION Wheel Bearings Nose Gear Torque Links Wing Flap Actuator Fuel Selector Valve INSPECTION . . . . /CAUTION\ 2-9 2-9 2-9 2-9 2-10 2-10 2-10 2-10 2-10 2-10 2-10 2-11 2-11 2-11 2-11 2-11 2-11 2-11 2-11 2-12 2-19 When towing the aircraft, never turn the nose wheel more than 30 degrees either side of center or the nose gear will be damaged. Do not push on control surfaces or outboard em pennage surfaces. When pushing on the tail cone, always apply pressure at a bulkhead to avoid buckling the skin. NOTE Use tow bar carefully to avoid scarring finish on speed fairing. Figure 2-1. Tow Bar Change 3 2-1 I International Aerotech Academy For Training use Only 2 -- // <D u�G�::�A�--�-::::i:/�,c:, 0 �_____:_____.__i L-------{ 3 �-'-'------lJ--.---=---- ····----�--.,__.,_Jl - REFER TO SHEET 2 FOR JACKING INFORMATION ITEM NUMBER TYPE AND NUMBER CD Block (Jack point not anilable) (2) Jack 0 Universal tail stand (4) Cessna #SE-576 (41-1/2" high) CD Cessna #10004-98 Cessna #0541208-1 Built-in jack pad © #2-170 Basic jack #2-70 Slide tube (Use with item 1) * THRU 17259223 AND F17200754 REMARKS lx4x4 padded with 1/4" rubber Any short jack of capable capacity Any tail stand of capable capacity Universal jack stand (FOR USE WITH ITEM 2) Jack point * (SEE CAUTION) Jack point# (SEE NOTE 5) Part of step bracket t Closed height: 69-1/2 inches; extended height: 92" (Insert slide tube extension into basic jack) # 17259224 THRU 17260554 AND Fl 7200755 THRU Fl 7200879 t BEGINNING WITH 17260555 AND Fl7200880 Corresponding points on both upper door sills may be used to level the aircraft laterally. Prior to 1972 Models, reference points for leveling the aircraft longitudinally are the top of the tailcone between rear window and vertical fin. Beginning with 1972 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 2-2 Change 2 (Also refer to paragraph 2-5) Figure 2-2. Jacking and Leveling (Sheet 1 of 2) International Aerotech Academy For Training use Only JACKING INFORMATION 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. SHOP NOTES: Figure 2-2. Jacking and Leveling (Sheet 2 of 2) Change 2 2-2A/(2-2B blank) International Aerotech Academy For Training use Only This page intentionally left blank. International Aerotech Academy For Training use Only 2-3. HOISTING. The aircraft may be lifted with a hoist of two-ton capacity by using hoisting rings, which are optional equipment, or by means of suit able slings. The front sling should be hooked to each upper engine mount at the firewall, and the aft sling should be positioned around the fuselage at the first bulkhead forward of the leading edge of the stabilizer. If the optional hoisting rings are used, a minimum cable length of 60 inches for each cable is required to prevent bending of the eyebolt-type hoisting rings. If desired, a spreader jig may be fabricated to apply vertical force to the eyebolts. 2-4. JACKING. Refer to figure 2-2 for jacking procedures. 2-5. LEVELING. Corresponding points on both upper door sills may be used to level the aircraft laterally. Prior to 1972 models, the reference point for leveling the aircraft longitudinally is the top of the tailcone, be - tween the rear window and vertical fin. Beginning with 1972 models, the reference points for longitud inally leveling the aircraft, are the two screws located on the left side of the tailcone. Refer to figure 2 -2 for screw locations. 2 -6. PARKING. Parking precautions depend prin cipally on local conditions. As a general precaution, set parking brake or chock the wheels and install the controls lock. In severe weather and high wind con ditions, tie down the aircraft as outlined in paragraph 2-7 if a hangar is not available. 2-7. TIE-DOWN. When mooring the aircraft in the open, head into the wind if possible. Secure control surfaces with the internal control lock and set brakes. Do not set parking brakes during cold weather when accumulated moisture may freeze the brakes or when the brakes are overheated. After completing the preceding, proceed to moor the aircraft as follows: a. Tie ropes, cables, or chains to the wing tie down fittings located at the upper end of each wing strut. Secure the opposite ends of ropes, cables, or chains to ground anchors. b. Secure rope (no chains or cables) to forward moo ring ring and secure opposite end to ground anchor. c. Secure the middle of a rope to the tail tie -down ring. Pull each end of rope away at a 45 degree angle and secure to ground anchors at each side of tail. d. Secure control lock on pilot control column. If control lock is not available, tie pilot control wheel back with front seat belt. e. These aircraft are equipped with a spring-loaded steering system which affords protection against nor - mal wind gusts. However, if extremely high wind gusts are anticipated, additional external locks may be installed. 2-8. FLYABLE STORAGE. Flyable storage is de fined as a maximum of 30 days non-operational stor- age and/or the first 25 hours of intermittent engine operation. NOTE The aircraft is delivered from Cessna with a Corrosion Preventive Aircraft Engine Oil (MIL-C-6529, Type II, RUST BAN). I This engine oil is a blend of aviation grade straight mineral oil and a corrosion preven- tive compound. This engine oil should be used for the first 50 hours of engine opera- tion. Refer to paragraph 2-21 for oil changes during the first 50 hours of operation. During the 30 day non-operational storage or the first 25 hours of intermittent engine operation, every sev enth day the propeller shall be rotated through five revolutions, without running the engine. If the air craft is stored outside, tie-down in accordance with paragraph 2-7. In addition, the pitot tube, static air vents, air vents, openings in the engine cowling. and other similar openings shall have protective covers installed to prevent entry of foreign material. After 30 days, aircraft should be flown for 30 minutes or ground run-up until oil has reached operating tem perature. 2-9. RETURNING AIRCRAFT TO SERVICE. After flyable storage, returning the aircraft to service is accomplished by performing a thorough pre-flight in spection. At the end of the first 25 hours of engine operation, drain engine oil, clean oil screens and change external oil filter element. Service engine with correct grade and quantity of engine oil. Refer to figure 2-4 and paragraph 2-21 for correct grade of engine oil. 2-10. TEMPORARY STORAGE. Temporary storage is defined as aircraft in a non-operational status for a maximum of 90 days. The aircraft is constructed of corrosion resistant alclad aluminum, which will last indefinitely under normal conditions if kept clean, however, these alloys are subject to oxidation. The first indication of corrosion on unpainted surfaces is in the form of white deposits or spots. On painted surfaces, the paint is discolored or blistered. Stor age in a dry hangar is essential to good preservation and should be procured if possible. Varying condi tions will alter the measures of preservation, but under normal conditions in a dry hangar, and for storage periods not to exceed 90 days, the following methods of treatment are suggested: a. Fill fuel tanks with correct grade of gasoline. b. Clean and wax aircraft thoroughly. c. Clean any oil or grease from tires and coat tires with a tire preservative. Cover tires to pro tect against grease and oil. d. Either block up fuselage to relieve pressure on tires or rotate wheels every 30 days to change sup porting points and prevent flat spotting the tires. e. Lubricate all airframe items and seal or cover all openings which could allow moisture and/or dust to enter. Change 1 2-3 International Aerotech Academy For Training use Only NOTE The aircraft battery serial number is recorded in the aircraft equipment list. To assure ac curate warranty records, the battery should be re-installed in the same aircraft from which it was removed. If the battery is returned to service in a different aircraft, appropriate record changes must be made and notification sent to the Cessna Claims Department. f. Remove battery and store in a cool dry place; service the battery periodically and charge as re quired. NOTE An engine treated in accordance with the fol lowing may be considered protected against normal atmospheric corrosion for a period not to exceed 90 days. g. Disconnect spark plug leads and remove upper and lower spark plugs from each cylinder. NOTE The preservative oil must be Lubricating Oil-Contact and Volatile, Corrosion In hibited, MIL-L-46002, Grade 1 or equiva lent. The following oils are approved for spraying operations by Teledyne Continental Motors, Nucle Oil 105 - Daubert Chemical Co., 4700 So. Central Ave., Chicago, Illinois, Petratect VA-Pennsylvania Refining Co., Butler, Pennsylvania, Ferro-Gard 1009G - Ranco Laboratories, Inc., 3617 Brownsville Rd., Pittsburg, Pennsylvania. The following oils are approved for spraying operation by Lycoming, Socony Averex 901, or Esso Rust Ban 626, or equivalent. h. Using a portable pressure sprayer, atomize spray preser:vative oil through the upper spark plug hole of each cylinder with the piston in a down posi tion. Rotate crankshaft as each pair of cylinders is sprayed. i. After completing step "h, " rotate crankshaft so that no piston is at a top position. If the aircraft is to be stored outside, stop two- bladed propeller so that blades are as near horizontal as possible to pro vide maximum clearance with passing aircraft. j. Again spray each cylinder without moving the crankshaft to thoroughly cover all interior surfaces of the cylinder above the piston. k. Install spark plugs and connect spark plug leads. 1. Apply preservative oil to the engine interior by spraying approximately two ounces of the preserva tive oil through the oil filler tube. m. Seal all engine openings exposed to the atmos phere using suitable plugs or non-hygroscopic tape. Attach a red streamer at each point that a plug or tape is installed. n. If the aircraft is to be stored outside, perform the procedures outlined in paragraph 2-7. In addi tion, the pitot tube, static source vents, air vents, opepings in the engine cowling and other similar 2-4 Change 3 openings should have protective covers installed to prevent entry of foreign material. o. Attach a warning placard to the propeller to the effect that the propeller shall not be moved while the engine is in storage. 2-11. INSPECTION DURING STORAGE. a. Inspect airframe for corrosion at least once a month and remove dust collections as frequently as possible. Clean and wax as required. b. Inspect the interior of at least one cylinder through the spark plug hole for corrosion at least once a month. NOTE Do not move crankshaft when inspecting interior of cylinder for corrosion. c. If at the end of the 90 day period, the aircraft is to be continued in non-operational storage, again per form the procedural steps "g thru o" of paragraph 2-10. 2-12. RETURNING AIRCRAFT TO SERVICE. After temporary storage, use the following procedures to return the aircraft to service. a. Remove aircraft from blocks and check tires for proper inflation. Check for proper nose gear strut inflation. b. Check battery and install. c. Check that oil sump has proper grade and quan- tity of engine oil. ·• d. Service induction air filter and remove� warning placard from propeller. • e. Remove materials used to cover openings. f. Remove spark plugs from engine. I g. While spark plugs are removed, rotate propel ler several revolutions to clear excess rust preven tive oil from cylinders. h. Clean, gap and install spark plugs. Torque Iplugs to the value specified in Section 11 or llA; connect spark plug leads. i. Check fuel strainer. Remove and clean filter screen if necessary. Check fuel tanks and fuel lines for moisture and sediment, drain enough fuel to elimi nate moisture and sediment. j. Perform a thorough pre-flight inspection, then start and warm-up engine. 2-13. INDEFINITE STORAGE. Indefinite storage is defined as aircraft in a non-operational status for an indefinite period of time. Engines treated in accor dance with the following may be considered protected against normal atmosphere corrosion, provided the procedure outlined in paragraph 2-1 4 are performed at the intervals specified. a. Operate engine until oil temperature reaches normal operating range. Drain engine oil sump and reinstall drain plug. b. Fill oil sump to normal operating capacity with corrosion preventive mixture which has been thor oughly mixed and pre-heated to a minimum of 221 °F at the time it is added to the engine. International Aerotech Academy For Training use Only NOTE Corrosion preventive mixture consists of one part compound MIL-C-6529, type I, mixed with three parts new lubricating oil jCAUTION\ Injecting corrosion-preventive mixture too fast can cause a hydrostatic lock. e. Do not rotate propeller after completing step "d." of the grade recommended for service. Lycoming recommends Esso Rust-Ban 628 or equivalent. Continental Motors Corpor ation recommends Cosmoline No. 1223, sup plied by E. F. Houghton & Co., 305 W. Le High Avenue, Philadelphia, Pa. During all spraying operations corrosion mixture is pre-heated to 221 ° to 250° F. f. Remove all spark plugs and spray corrosion preventive mixture, which has been pre-heated to 221° to 250°F, into all spark plug holes to thorough ly cover interior surfaces of cylinders. c. Immediately after filling the oil sump with cor rosion preventative mixture, fly the aircraft for a period of time not to exceed a maximum of 30 min utes. g. Install lower spark plugs or install solid plugs, and install dehydrator plugs in upper spark plug holes. Be sure that dehydrator plugs are blue in color when installed. h. Cover spark plug lead terminals with shipping plugs (AN4060- 1) or other suitable covers. d. With engine operating at 1200 to 150 0 rpm and induction air filter removed, spray corrosion pre ventive mixture into induction airbox, at the rate of one-half gallon per minute, until heavy smoke comes from exhaust stack, then increase the spray until the engine is stopped. i. With throttle in full open position, place a bag of desiccant in the carburetor intake and seal open ing with moisture resistant paper and tape. j. Place a bag of desiccant in the exhaust tail pipe(s) and seal openings with moisture resistant tape. k. Seal cold air inlet to the heater muff with mois ture resistant tape. IF IT BECOMES NECESSARY TO (�....1 INSTALL SURFACE CONTROL ,/}:/,it LOCKS ON WINGS EQUIPPED .: l i WITH CONICAL-CAMBER WING ,l/ / i TIPS, THE CONTROL LOCKS SHOULD BE INSTALLED AT ············· / JUNCTION OF AILERON AND··········• .. ····:/ / WING FLAPS. .. ·>,:� { ·••••• •• , • ·•• ; A •••••••••••••••••••• ··...... ····················•... ,,�, �J��J;';i¢�cio:=L\\j_.. ..-✓.l.../J. \,�. ·····•....:::·······•.. ARE ANTICIPATED ...•·<·,<·':> ···•.... _!! !! ··•.... ··•..... ··(REFER TO PARAGRAPH 2-7) IF CONTROL LOCK IS NOT AVAILABLE, TIE CONTROL WHEEL BACK WITH THE PILOT SEAT BELT Figure 2-3. Tie-Down Details 2-5 International Aerotech Academy For Training use Only 1. Seal engine breather by inserting a protex plug in the breather hose and clamping in place. m. Seal all other engine openings exposed to atmos phere using suitable plugs or non-hygroscopic tape. NOTE Attach a red streamer to each place plugs or tape is installed. Either attach red streamers outside of the sealed area with tape or to the inside of the sealed area with safety wire to prevent wicking of moisture into the sealed area. n. Drain corrosion-preventive mixture from engine sump and reinstall drain plug. NOTE The corrosion-preventive mixture is harmful to paint and should be wiped from painted sur faces immediately. o. Attach a warning placard on the throttle control knob, to the effect that the engine contains no lubri cating oil. Placard the propeller to the effect that it should not be moved while the engine is in storage. p. Prepare airframe for storage as outlined in paragraph 2-10 thru step "f." NOTE As an alternate method of indefinite storage, the aircraft may be serviced in accordance with paragraph 2-10 providing the aircraft is run-up at maximum intervals of 60 days and then reserviced per paragraph 2-10. 2-14. INSPECTION DURING STORAGE. Aircraft in indefinite storage shall be inspected as follows: a. Inspect cylinder protex plugs each 7 days. b. Change protex plugs if their color ind:i-cates an unsafe condition. c. If the dehydrator plugs have changed color in one half of the cylinders, all desiccant material in the engine shall be replaced with new material. d. Every 6 months respray the cylinder interiors with corrosion-preventive mixture. NOTE Before spraying, inspect the interior of one cylinder for corrosion through the spark plug hole and remove at least one rocker box cover and inspect the valve mechanism. 2-15. RETURNING AIRCRAFT TO SERVICE. After indefinite storage, use the following procedure to return the aircraft to service. a. Remove aircraft from blocks and check tires for correct inflation. Check for correct nose gear strut inflation. b. Check battery and install. c. Remove all materials used to seal and cover openings. d. Remove warning placards posted at throttle and propeller. e. Remove and clean engine oil screen, then re- 2-6 Change 2 install and safety. On aircraft that are equipped with an external oil filter, instrtll new filter element. f. Remove oil sump drain plug and drain sump. Install and safety drain plug. NOTE The corrosion-preventive mixture will mix with the engine lubricating oil, so flushing the oil system is not necessary. Draining the oil sump will remove enough of the cor rosion-preventive mixture. g. Service and install the induction air filter. h. Remove dehydrator plugs and spark plugs or plugs installed in spark plug holes and rotate pro peller by hand several revolutions to clear corrosion preventive mixture from cylinders. i. Clean, gap, and install spark plugs. Torque plugs to the value listed in Section 11 or 11A. j. Check fuel strainer. Remove and clean filter screen. Check fuel tanks and fuel lines for moisture and sediment, and drain enough fuel to eliminate. k. Perform a thorough pre-flight inspection, then start and warm-up engine. 1. Thoroughly clean aircraft and flight test air craft. 2-16. SERVICING. 2-17. Servicing requirements are shown in figure 2-4. The following paragraphs supplement this figure by adding details not included in the figure. 2-18. FUEL. Fuel tanks should be filled immedi ately after flight to reduce condensation. Tank capa cities are listed in figure 1-1. The recommended fuel grade to be used is given in figure 2-4. 2-19. FUEL DRAINS. are located at various places throughout the fuel system. Refer to Section 12 for location of the various drains in the system. The strainer drain valve is an integral part of the fuel strainer assembly. The strainer drain is equipped with a control which is located adjacent to the oil dipstick. Access to the control is through the oil dipstick access door. Remove drain plugs and open strainer drain at the intervals specified in figure 2-4. Also, during daily inspection of the fuel strainer, if water is found in the fuel strainer, there is a possibility that the wing tank sumps or fuel line contain water. Therefore, all fuel drain plugs should be removed and all water drained from the system. To activate drain valve for fuel sampling, place cup Iup to valve and depress valve with rod protruding from cup. (Refer to figure 12 -3. ) 2-20. CARBURETOR DRAIN PLUG INSPECTION. In order to prevent the possibility of thread sealent contamination in the carburetor float chamber, cleaning and inspection of the carburetor should be accomplished at each 100-hour inspection and any time water in the fuel is suspected. a. With the fuel valve OFF, remove carburetor drain plug and clean off any sealant present on the end of the plug or in the threads on the plugo b. Inspect drain plug hole in the carburetor and re- International Aerotech Academy For Training use Only move any sealant remaining in the hole. c. Turn fuel valve to ON to flush float chamber and drain plug chamber while probing drain plug hole to ascertain that all residue of sealant material is dis lodged and washed out of the chamber. Flushing operation should last 15 to 30 seconds. d. A second flushing should then be accomplished and the drained fuel retained for inspection to insure that no sealant particles are present. e. Install drain plug as follows: 1. Install drain plug in carburetor 1-1/2 to 2 turns. I 2. Apply NS-40 (RAS-4 ) MIL-T-5544 (Antiseize, Graphite Petrolatum) or equivalent to plug threads. I 3. Tighten and safety drain plug. f. Turn fuel valve ON and inspect for evidence of fuel leakage. 2- 21. ENGINE OIL. Check engine lubricating oil with the dipstick five to ten minutes after the engine has been stopped. The aircraft should be in as near a level position as possible when checking the engine oil, so that a true reading is obtained. Engine oil should be drained while the engine is still hot, and the nose of the aircraft should be raised slightly for more positive draining of any sludge which may have collected in the engine oil sump. Engine oil should be changed every six months, even though less than the specified hours have accumulated. Reduce these intervals for prolonged operations in dusty areas, in cold climates where sludging conditions exist, or where short flights and long idle periods are encoun tered, which cause sludging conditions. Always change oil, clean oil screens, and clean and/or change external filter element whenever oil on the dipstick appears dirty. Aviation grade oil conforming to AVCO Lycoming Specification No. 301 and Service Instruction No.1014, and to any revisions or supple ments thereto, shall be used in the "Blue Streak" (Lycoming) engine. Ashless dispersant oil conform ing to Continental Motors Specification MHS-24 and all revisions or supplements thereto and conforming with current Continental Aircraft Engine Service Bulletins shall be used in the Continental engine. NOTE New or newly-overhauled engines should be operated on aviation grade straight mineral oil until the first oil change. If an ashless dispersant oil is used in a new or newly overhauled engine, high oil consumption may be experienced. The anti-friction additives in detergent and dispersant oils will retard "break-in" of the pistons, rings and cylinder walls. This condition can be avoided by the use of straight mineral oil. The aircraft is delivered from Cessna with a Corrosion Preventive Aircraft Engine Oil (MIL-C-6529, Type II, RUST BAN). If oil must be added during the first 25 hours, use only aviation grade straight mineral oil (non-detergent) conforming to Specification No. MIL-L-6082. After the first 25 hours of operation, drain engine oil sump and clean both the oil suction strainer and oil pressure screen. If an op tional oil filter is installed, change filter element at this time. Refill sump 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. I When changing engine oil, remove and clean oil screens, or install a new filter element on aircraft equipped with an external oil filter. An oil quick drain valve may be installed. This valve provides a quick and cleaner method of draining the engine oil. This valve is installed in the oil drain port of the oil sump, and allows oil to be drained by at taching a hose over the fitting end and pushing up, causing the oil to drain through the hose into a con tainer" To drain the engine oil, proceed as follows: a" Operate engine until oil temperature is at nor mal operating temperature. b. (With Quick- Drain Valve.) Attach a hose to the quick-drain valve in oil sump. Push upon quick-drain valve until it locks open, and allow oil to drain through hose into container. c. (Without Quick-Drain Valve.) Remove oil drain plug from engine sump and allow oil to drain into a container. d. After engine oil has drained, close quick- drain valve and remove hose. Install and safety drain plug. e. Remove and clean oil screen, or change exter nal oil filter element. f. Service engine with correct quantity and grade of engine oil. NOTE Refer to inspection charts for intervals for changing oil and filter elements. NOTE Oil capacities for the different models are given in the following chart. To minimize loss of oil through the breather, fill to specified oil level on dipstick for normal operation (flight of less than three hours duration). For extended flight, fill to FULL mark on dipstick. Do not operate with less than MINIMUM-FOR-FLIGHT quantities listed. If an external oil filter is installed, one additional quart of oil is required when filter element is changed. MODEL CAPACITY (TOTAL) CAPACITY (TOTAL WITH FILTER) NORMAL OPERATION MINIMUM FOR FLIGHT 172 8 9 7 6 Change 3 2-7 International Aerotech Academy For Training use Only When adding or changing oil, use aviation grade oil in accordance with the following chart. "BLUE STREAK" (Lycoming) ENGINE MODEL AMBIENT GRADE TEMPERATURE RANGE STRAIGHT ASHLESS MINERAL OIL* DISPERSANT OIL* 172 AND ABOVE 60° F SAE 50 SAE 40 OR SAE 50 Fl72 (1972 & ON) 30° TO 90° F SAE 40 SAE 40 0 ° TO 70° F SAE 30 SAE 30 OR SAE 40 BELOW 10° F SAE 20 SAE 30 *AVIATION GRADE OILS CONFORMING TO AVCO LYCOMING SPECIFICATION NO. 301 AND SERVICE INSTRUCTION NO. 1014, AND TO ANY REVISIONS OR SUPPLEMENTS THERETO, MUST BE USED. CONTINENTAL ENGINE MODEL AMBIENT GRADE*** TEMPERATURE** Fl72 (THRU 1971) ABOVE 40° F SAE 40 BELOW 40° F SAE 20 ** WHEN OPERATING TEMPERATURES OVERLAP INDICATED RANGES, USE THE LIGHTER GRADE OF OIL. *** AVIATION GRADE ASHLESS DISPERSANT OILS CONFORMING TO CONTINENTAL MOTORS SPECIFICATION MHS-24 AND ALL REVISIONS AND SUPPLEMENTS THERETO MUST BE USED EXCEPT AS NOTED IN THIS PARAGRA PH. REFER TO CURRENT CONTINENTAL AIRCRAFT ENGINE SERVICE BULLETINS FOR FUTHER RECOMMENDATIONS. 2-22. ENGINE INDUCTION AIR FILTER. The induc tion air filter keeps dust and dirt from entering the induction system. The value of maintaining the air filter in a good clean condition can never be over stressed. More engine wear is caused through the use of a dirty or damaged air filter than is generally believed. The frequen cy with which the filter should be removed, inspected, and cleaned will be deter mined primarily by aircraft operating conditions. A good general rule however, is to remove, inspect, and clean the filter at least every 50 hours of engine operating time and more frequently if warranted by operating conditions. i3ome operators prefer to hold spare induction air filters at their home base of operation so that a clean filter is always readily available for use. Under extremely dusty conditions, daily servicing of the filter is recommended. Two types of filters have been used. One is a flock-coated, oiled filter and the other is a dry, paper-media filter. 2-8 Change 3 NOTE Early Model Fl 72-series was equipped with a flock-coated, oiled filter when it left the factory. However, new filters ordered from the Cessna Service Parts Center will be the dry type with an improved filtering element. The Model 172-series is equipped with the dry type filter. To service the flock-coated, oiled filter, proceed as follows: a. Remove filter from aircraft. b. Wash filter thoroughly, soiled face down in solvent (Federal Specification P-S-661 or equiv alent). c, Drain and dry filter, then dip flock-coated screen filter in the same grade of oil used in the engine and allow excess oil to drain off. International Aerotech Academy For Training use Only d. Be sure air box is clean, inspect filter and re place if damaged. NOTE A damaged filter may have broken filtering panels or the flock coating may be missing from the filtering panels, which will allow unfiltered air to enter the induction system. Any filter that appears doubtful, shall have a new filter installed in its place. e. Install filter at entrance to air box with gasket on aft face of filter frame and with air flow arrow on filter pointed in the correct direction. To service the dry type filter, proceed as follows: a. Remove filter from aircraft. NOTE Use care to prevent damage to filter element when cleaning filter with compressed air. b. Clean filter by blowing with compressed air (not over 100 psi) from direction opposite of normal air flow. Arrows on filter case indicate direction of normal air flow. /CAUTION\ Do not use solvent or cleaning fluids to wash filter. Use only a water and household deter gent solution when washing the filter. c. After cleaning as outlined in step "b," the filter may be washed, if necessary, in a solution of warm water and a mild household detergent. A cold water solution may be used. NOTE The filter assembly may be cleaned with compressed air a maximum of 30 times or it may be washed a maximum of 20 times. A new filter should be installed after using 500 hours of engine operating time or one year, whichever should occur first. How ever, a new filter should be installed at anytime the existing filter is damaged. A damaged filter may have sharp or broken edges in the filtering panels which would allow unfiltered air to enter the induction system. Any filter that appears doubtful, shall have a new filter installed in its place. d, After washing, rinse filter with clear water un til rinse water draining from filter is clear. Allow water to drain from filter and dry with compressed air (not over 100 psi. NOTE The filtering panels of the filter may become distorted when wet, but they will return to their original shape when dry. e. Be sure air box is clean, inspect filter. If filter is damaged, install a new filter. f. Install filter at entrance to air box with gasket on aft face of filter frame and with air flow arrows on filter frame pointed in the correct direction. ( 2-23. VACUUM SYSTEM FILTER. The vacuum sys tem central air filter keeps dirt and dust frqm enter ing the vacuum operated instruments. Chan,e central air filter element every 500 hours of operati� time and whenever suction gage reading drops bel � 4. 6 inches of mercury. Also, do not operate the vacuum system with the filter removed, or a vacuum ine disconnected as particles of dust or other. foreign matter may enter the system and damage the gyros. 2-24. BATTERY. �ery servicing involves add ing distilled water to maintain the electrolyte even with the horizontal baffle plate at the bottom of the filler holes, checking the battery cable connections, and neutralizing and cleaning off and spilled electro lyte or corrosion. Use bicarbonate of soda (baking soda) and water to neutralize electrolyte or corro sion. Follow with a thorough flushing.with water. Brighten cables and terminals with a wire brush, then coat with petroleum jelly before connecting. The battery box also should be checked and cleaned if any corrosion is noted. Distilled water, not acid or "rejuvenators," should be used to maintain elec trolyte level. Check the battery every 50 hours (or at least every 30 days) oftener in hot weather. See Section 16 for detailed battery removal, installation and testing. 2-25. TIRES. Maintain tire pressure at the air pressures specified in figure 1-1. When checking tire pressure, examine tires for wear, cuts, bruises, and slippage. Remove oil, grease, and mud from tires with soap and water. NOTE Recommended tire pressures should be main tained. Especially in cold weather, remember that any drop in temperature of the air inside a tire causes a corresponding drop in air pres sure. 2-26. NOSE GEAR SHOCK STRUT, The nose gear shock strut requires periodic checking to ensure that the strut is filled with hydraulic fluid and is inflated to the correct air pressure. To service the nose gear shock strut, proceed as follows: a. Remove valve cap and release air pressure. b. Remove valve housing. c. Compress nose gear to its shortest length and fill strut with hydraulic fluid to the bottom of the filler hole. d. Raise nose of aircraft, extend and compress strut several times to expel any entrapped air, then lower nose of aircraft and repeat step "c." e. With strut compressed, install valve housing assembly. f. With nose wheel off ground, inflate strut. Shock strut pressure is listed in Section 1. 2-9 International Aerotech Academy For Training use Only NOTE The nose landing gear shock strut will nor mally require only a minimum amount of service. Maintain the strut extension pres sure, as shown in figure 1-1. Lubricate. landing gear as shown in figure 2-5. Check the landing gear daily for general cleanliness, security of mounting, and for hydraulic fluid leakage. Keep machined surfaces wiped free of dirt and dust, using a clean lint-free cloth saturated with MIL-H-5606 hydraulic fluid or kerosene. All surfaces should be wiped free of excessive hydraulic fluid. 2-27. NOSE GE AR SHIMMY DAMPENER. The shimmy dampener should be serviced at least every I 50 hours. The shimmy dampener must be filled completely with fluid, free of entrapped air, to serve its purpose. To service the shimmy damp ener, proceed as follows: a. Remove shimmy dampener from aircraft. b. While holding the dampener in a vertical posi tion with fitting end pointed downward, pull fitting end of the dampener shaft to its limit of travel. c. While holding dampener in this position, fill dampener through open end of cylinder with hydraulic fluid. d. Push the shaft upward slowly to seal off the filler hole. e. Clean dampener with solvent. Be sure to keep the shaft protruding through the filler hole until dampener is installed on the aircraft. f. Install dampener on aircraft. NOTE Keep the shimmy dampener, especially the exposed portions of the dampener piston shaft, clean to prevent collection of dust and grit which could cut the seals in the dampener barrel. Keep machined surfaces wiped free of dirt and dust, using a clean lint-free cloth saturated with MIL-H-5606 hydraulic fluid or kerosene. All surfaces should be wiped free of excessive hydraulic fluid. 2-28. HYDRAULIC BRAKE SYSTEMS. Check brake master cylinders and refill with hydraulic fluid as specified in the inspection charts. Bleed the brake system of entrapped air whenever there is a spongy response to too brake pedals. Refer to Section 5 for filling and bleeding of the brakes. 2-29, CLEANING. 2-30. Keeping the aircraft clean is important. Be sides maintaining the trim appearance of the aircraft, cleaning lessens the possibility of corrosion and makes inspection and maintenance easier. 12-31. WINDSHIELD AND WINDOWS. Windshield and windows should be cleaned carefully with plenty of fresh water and a mild detergent, using the palm of the hand to feel and dislodge any caked dirt or mud. 2-10 Change 3 A sponge, soft cloth, or chamois may be used, but only as a means of carrying water to the plastic. Rinse thoroughly, then dry with a clean moist cham ois. Do not rub the plastic with a dry cloth as this builds up an electrostatic charge which attracts dust. Oil and grease may be removed by rubbing lightly with a soft cloth moistened with Stoddard solvent. Do not use gasoline, alcohol, benzene, acetone, carbon tetrachloride, fire extinguisher fluid, de-icer fluid, lacquer thinner, or glass window cleaning spray. These solvents will soften and craze the plastic. After washing, the plastic windshield and windows should be cleaned with an aircraft windshield cleaner. Apply the cleaner with soft cloths and rub with mod erate pressure. Allow the cleaner to dry, then wipe it off with soft flannel cloths. A thin, even coat of wax, polished out by hand with soft flannel cloths, will fill in minor scratches and help prevent further scratching. Do not use a canvas cover on the wind shield or windows unless freezing rain or sleet is anticipated since the cover may scratch the plastic surface. 2-32. PLASTIC TRIM. The instrument panel, plas tic trim, and control knobs need only be wiped with a damp cloth. Oil and grease on the control wheel and control knobs can be removed with a cloth moist ened with Stoddard solvent. Volatile solvents, such as mentioned in paragraph 2-31, must never be used since they soften and craze the plastic. 2-33. PAINTED SU RFACES. The painted exterior surfaces of the aircraft, under normal conditions, require a minimum of polishing and buffing. Approxi mately 15 days are required for acrylic or lacquer paint to cure completely; in most cases, the curing period will have been completed prior to delivery of the aircraft. In the event that polishing or buffing is required within the curing period, it is recommended that the work be done by an experienced painter. Generally, the painted surfaces can be kept bright by washing with water and mild soap, followed by a rinse with water and drying with cloths or chamois. Harsh or abrasive soaps or detergents which could cause corrosion or make scratches should never be used. Remove stubborn oil and grease with a cloth moistened with Stoddard solvent. After the curing period, the aircraft may be waxed with a good auto motive wax. A heavier coating of wax on the leading edges of the wing and tail and on the engine nose cap will help reduce the abrasion encountered in these areas. 2-34. ALUMINUM SURFACES. The aluminum sur-1 faces require a minimum of care, but should never be neglected. The aircraft may be washed with clean water to remove dirt and may be washed with non alkaline grease solvents to remove oil and/or grease. Household type detergent soap powders are effective cleaners, but should be used cautiously since some of them are strongly alkaline. Many good aluminum cleaners, polishes, and waxes are available from International Aerotech Academy For Training use Only commercial suppliers of aircraft products. 2-35. ENGINE AND ENGINE COMPARTMENT. The engine should be kept clean since dirty cooling fins and baffle plates can cause overheating of the engine. Also, cleaning is essential to minimize any danger of fire and provide for easier inspection of components. The entire engine cowling may be removed to facili tate engine and interior cowl cleaning. Wash down the engine and components with a suitable solvent, such as Stoddard solvent or equivalent, then dry thor oughly with compressed air. l� Particular care should be given to electri cal equipment before cleaning. Solvent should not be allowed to enter magnetos, starters, alternators, voltage regulators, and the like. Hence, these components should be protected before saturating the engine with solvent. Any fuel, oil, and air openings should be covered before washing the engine with sol vent. Caustic cleaning solutions should not be used. After clean ing engine, re-lubricate all control arms and moving parts. 2-36. UPHOLSTERY AND INTERIOR. Keeping the upholstery and interior trim clean prolongs uphol stery fabric and interior trim life. To clean the in terior proceed as follows: a. Empty all ash trays and refuse containers. b. Brush or vacuum clean the upholstery and carpet to remove dust and dirt. c. Wipe leather and plastic trim with a damp cloth. d. Soiled upholstery fabrics and carpet may be cleaned with a foam-type detergent used according to the manufacturer's instructions. c. Oil spots and stains may be cleaned with house hold spot removers, used sparingly. Before using any solvent, read the instructions on the container and test it on an obscure place in the fabric to be cleaned. Never saturate the fabric with volatile sol vent; it may damage the padding and backing material f. Scrape sticky material from fabric with a dull knife, then spot clean the area. 2-37 0 PROPELLER. a. Wash hub and blade with a soft cloth and Stod dard cleaning solvent or equivalent, then dry thor oughly with compressed air. The propeller should be wiped occasionally with an oily cloth, then wiped with a dry cloth. In salt water areas this will assist in corrosion proofing the propeller. 2-38. WHEELS. The wheels should be washed per iodically and examined for corrosion, chipped paint, and cracks or dents in the wheel halves or in the flanges or hubs. If defects are found remove and re pair in accordance with Section 5. Discard cracked wheel halves, flanges or hubs and install new parts. 2-39. LUBRICATIONO 2-400 Lubrication requirements are shown in figure 2-5. Before adding grease to grease fittin!,!;S, wipe dirt from fitting. Lubricate until grease appears around parts being lubricated, and wipe excess grease from parts. The following paragraphs sup plement figure 2-5 by adding details. 2-41. WHEEL BEARINGS, Clean and repack the wheel bearings at first 100-hour inspection and at each 500-hour inspection thereafter. If more than the usual number of take-offs and landings are made, extensive taxiing is required, or the aircraft is operated in dusty areas or under seacoast condi tions, cleaning and lubrication of the wheel bearings shall be accompli;;h�d at each 100-hour inspection. 2-42. NOSE GEAR TORQUE LINKS. Lubricate nose gear torque links every 50 hours. When operating in dusty conditions, more frequent lubrication is re quired. 2-43. WING FLAP ACTUATOR. a. On aircraft prior to Serials 17259905 and F172- 00805, not modified by Service Kit SK150-37B and SK150-41, proceed as follows: 1. At each 100 hour inspection, inspect wing flap actuator jack screw and ball retainer assembly for lubrication, and lubricate if required. Also, remove, clean and lubricate jack screw whenever actuator slippage is experienced. If lubrication is required, proceed as follows: a. Gain access to actuator by removing appropriate inspection plates on lower surface of wing. b. Expose jack screw by operating flaps to full-down position. c. Wipe a small amount of lubricant from jack screw with a rag and examine for condition. (Lubricant should not be dirty, sticky, gummy or frothy in appearance. ) d. Inspect wiped area on jack screw for presence of hard scale deposit. Previous wiping action will have exposed bare metal if no deposit is present. e. If any of the above conditions exist, clean and relubricate jack screw as outlined in steps "f" thru "r". f. Remove actuator from aircraft in accor dance with procedures outlined in Section 7. g. Remove all existing lubricant from jack screw and torque tube by running the nut assembly to the end of the jack screw away from the gear box, and soaking the nut assembly and jack screw in Stoddard solvent. NOTE Care must be taken to prevent solvent from entering gear box. The gear box lubricant is not affected and should not be disturbed. Change 3 2-11 International Aerotech Academy For Training use Only h. After soaking, clean entire length of jack screw with a wire brush, rinse with solvent and dry with compressed air. NOTE Do not disassemble nut and ball retainer assembly. i. Relubricate jack screw with MIL-G-21164 (Molybdenum Disulfide Grease) as outlined in steps "j" thru "m". j. Rotate nut down screw toward the motor. k. Coat screw and thread end of nut with grease and run nut to full extension. 1. Repeat the process and pack lubricant in the cavity between the nut and ball retainer at the threaded end of the nut. m. Repeat the process and work nut back and forth several times. n. Remove excess grease. o. Reinstall actuator in aircraft per Section 7. b. On aircraft prior to Serials 17259905 and F172- 00805, which have been modified by Service Kit SK150-37B, proceed as follows: 1. At each 100 hour inspection, expose jack screw by operating flaps to full-down position, and inspect wing flap actuator jack screw for proper lubrication. If lubrication is required, proceed as follows: a. Clean jack screw with solvent rag, if SHOP NOTES: 2-12 Change 3 necessary, and dry with compressed air. b. Relubricate jack screw with MIL-G- 21164 (Molybdenum Disulfide Grease) as required. c. On aircraft beginning with Serials 17259905 and Fl 7200805 and aircraft modified by Service Kit SK150- 41, clean and lubricate wing flap actuator jack screw each 100 hours as follows: down position. 2. Clean jack screw threads with solvent rag and dry with compressed air. NOTE It is not necessary to remove actuator from aircraft to clean or lubricate threads. 3. With oil can, apply light coat of No. 10 weight, non-detergent oil to threads of jack screw. 2-44. FUEL SELECTOR VALVE. At each 100 hour inspection, check the fuel selector valve and drive shaft for the following: a. Valve control detent plate for cleanliness and ex cessive wear. Dirt accumulation on this plate can cause binding, poor detent feel and rapid wear of the plate. b. All drive shaft attach points for security, binding, excessive wear and lubrication, if required. c. Operate valve handle through all p"Jsitions and check for proper operation, detent feel and freedom of movement. International Aerotech Academy For Training use Only ....•······ ....-··· ..,,;.-,., ;.. ; //·:•:=r1 ,' : ....•·················· .........• ,. �V-J>-- ···•......-.-.-.-.-.-.-:::::::.- . �����· . ......---:::::.--::c:::::::::::>,•••••1 ..·.••''. ... ·········• ...... ······· HYDRAULIC FLUID: SPEC. NO. MIL-H-5606 RECOMMENDED FUEL: ENGINE MODEL O-300-Series CONTINENTAL Compliance with conditions stated in Continental aircraft engine Service Bulletins M74-6 and M75-2 and supplements or revisions thereto, are recommended when using alternate fuel. FUEL: 1. MINIMUM: 80/87 Aviation Grade 2. ALTERNATES: a. 100/130 Low Lead Avgas (with lead content limited to a maximum of 2 cc Tetraethyl lead per gallon). b. 100/130 Higher Lead Avgas (with lead content limited to a maximum of 4. 6 cc Tetraethyl lead per gallon). Figure 2-4. Servicing (Sheet 1 of 4) Change 3 2-13 International Aerotech Academy For Training use Only RECOMMENDED FUEL (Cont). ENGINE MODEL O-320-E LYCOMING Compliance with conditions stated in the latest edition of Avco Lycoming Service Instruction No. 1070 and also in applicable Service Letters is recommended when using alternate fuel. FUEL: 1. MINIMUM: 80/87 Aviation Grade 2. ALTERNATES: a. 100/130 Low Lead Avgas (with lead content limited to a maximum of 2 cc Tetraethyl lead per gallon). b. 100/130 Higher Lead Avgas (with lead content limited to a maxirrnm of 4. 6 cc Tetraethyl lead per gallon). c. 115/145 Aviation Grade (with lead content limited to a maximum of 4. 6 cc Tetraethyl lead per gallon). RECOMMENDED ENGINE OIL: ENGINE MODEL O-300-Series CONTINENTAL AVIATION GRADE: ABOVE 40° F BELOW 40° F SA.E 40 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. ENGINE MODEL O-320-E LYCOMING AVIATION GRADE: ABOVE 60 ° F 30 ° TO 90 ° F 0 ° TO 70° F BELOW 10 ° F SAE 40 OR SAE 50 SAE 40 SAE 40 OR SA.E 30 SAE 30 Aviation Grade ashless dispersant oil, conforming to Lycoming Specification No. 301 and all revisions and supplements thereto must be used except as noted in paragraph 2-21. Refer to Avco Lycoming Service Instruction No. 1014E and any superseding bulletins, revisions or supplements thereto for further recommendations. SHOP NOTES: 2-14 Change 3 Figure 2-4. Servicing (Sheet 2 of 4) International Aerotech Academy For Training use Only I 0 DAILY 3 FUEL T ANK 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. 15., 17 0 FIRST 25 HOURS ENGINE OIL SYSTEM 15 Refill with straight mineral oil, non-detergent, and use until a total of 50 hours has accumulated or oil consumption has stabilized, then change to ashless dispersant oil 0 50HOURS 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. l7 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. J TIRES Maintain correct tire pressure as listed in figure 1-1. Also refer to paragraph 2-25 for details. Figure 2-4. Servicing {Sheet 3 of 4) Change 3 2-14A/{2-14 B blank) I International Aerotech Academy For Training use Only This page intentionally left blank. International Aerotech Academy For Training use Only 0 50 HOURS (Cont) 11 NOSE GEAR SHOCK STRUT Keep strut filled and inflate to correct pressure. Refer to paragraph �-26 for details. □ 100 HOURS 10 FUEL STRAINER Disassemble and clean strainer bowl and screen. [Q] 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 water or sediment. Reinstall plugs and safety. Also refer to paragraph 2-19. 5 SELECTOR VALVE DRAIN Remove plug and drain off any water or sediment. 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. ◊ 500HOURS 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 paragraph 11-67 for details. Figure 2-4. Servicing (Sheet 4 of 4) Change 3 I 2-15 International Aerotech Academy For Training use Only FREQUENCY (HOURS) 0 WHERE NO INTERVAL IS SPECIFIED, LUBRICATE AS REQUIRED AND WHEN ASSEMBLED OR INSTALLED. HAND NOTE METHOD OF APPLICATION ,...GREASE GUN OIL CAN .... SYmNGE (FOR POWDERED GRAPHITE) 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. *GR PG - SS-G-659 GR- MIL-G-81322A. GH - MIL-G-23827A . GL- MIL-G-21164C . OG - MIL-L-7870A PL - VV-P-236 GS - MIL-S-8660 GP- ...... . STEERING SYSTEM NEEDLE BEARINGS 0 SHIM DAM PIVO 2-16 Change 2 NOSE GEAR LUBmCANTS POWDERED GRAPHITE GENERAL PURPOSE GREASE AIRCRAFT AND INSTRUMENT GREASE MOLYBDENUM DISLULFIDE GREASE GENERAL PURPOSE OIL PETROLATUM DC4 DOW CORNING ..... NO. 10-WEIGHT, NON-DETERGENT OIL ALSO REFER TO PARAGRAPH 2-42 TORQUE LINKS ALSO REFER TO PARAGRAPH 2-41 ALSO REFER TO PARAGRAPH 2-41 WHEEL BEARINGS Figure 2 -5. Lubrication (Sheet 1 of 3) International Aerotech Academy For Training use Only BATTERY *PL NEEDLE BEARINGS f ELLCRANK AILERO E N :EARINGS NEEDL DOOR WINDOW CABIN T GROOVES INSER GH Figure 2-5. CONTROL f WHEEL SHAFT � UNIVERSALS � \Y CONTROL "U" ....PG ALL PIANO HINGES FUEL SELECTOR DRIVE SHAFT ATTACH POINTS ELEVATOR TRIM TAB ACTUATOR REFER TO 2-44 PARAGRAPH Lubrication . (Sheet 2 of 3) Change 3 2-17 International Aerotech Academy For Training use Only NEEDLE BEARINGS. GR ALL LINKAGE POINT PIVOTS .... RUDDER BAJtS AND PEDALS SCREW JACK THREADS ELECTRIC FLAP DRIVE MECHANISM REFER TO PARAGRAPH 2-43 I �,<1,/ � 0 O 0 STRUT-ATTACH BOLTS L o � \ 0 'r > =================================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. 2-18 Change 3 Figure 2- 5. Lubrication (Sheet 3 of 3) International Aerotech Academy For Training use Only 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. ll 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. Change 1 2-19 International Aerotech Academy For Training use Only 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 c oncept 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, serv1cmg, 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: 2 -20 Change 1 1. Aircraft Log Book and Engine Log Book. International Aerotech Academy For Training use Only (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 or llA of this Manual.) 3. Magneto drop. (Also refer to Section 11 or llA 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 2 2-21 I International Aerotech Academy For Training use Only IMPORTANT SPECIAL INSPECTION ITEM EACH 200 HOURS READ ALL INSPECTION REQUIRE MENTS PARAGRAPHS PRIOR TO USING THESE CHARTS. EACH100 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 3. Induction air filter 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 housing 8. Crankcase, oil sump, accessory section and front crankshaft seal . 9. Hoses, metal lines and fittings 10. Intake and exhaust systems 11. Ignition harness 12. Spark plugs . . 13. Compression check . 14. Crankcase and vacuum system breather lines 15. Electrical wiring. . . . . . . 16. Vacuum pump and oil separator 17. Vacuum relief valve filter (cabin area) 18. Engine controls and linkage . . . . . 19. Engine shockmounts, mount structure and ground straps 20. Cabin heat valves, doors and controls 21. S tarter, solenoid and electrical connections 2-22 Change 3 • • • • • • • • • • • • • • • • • • • • • • • • • • 15 I 2 3 4 5 6 International Aerotech Academy For Training use Only 22. Starter brushes, brush leads and commutator 23. Alternator and electrical connections 24. Alternator brushes, brush leads, commutator or slip rings . 25. Voltage regulator mounting and electrical leads . 26. Magnetos (externally) and electrical connections . 27. Magneto timing. . . . . . 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 6. Fuel vent valves . . 7. Fuel vent line drain 8. Fuel selector valve and placards . 9. Fuel valve drain plug 10. Engine primer . . . LANDING GEAR 1. Main gear wheels and fairings 2. Nose gear wheel, torque links, steering rods, boots and fairing . 3. Wheel bearings . 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 . SPECIAL INSPECTION ITEM EACH 200 HOURS EACH 100 HOURS EACH 50 HOURS • • • • • • • • • • • • • • Change 1 • • • • • • • • 7 8 5 9 2-23 International Aerotech Academy For Training use Only SPECIAL INSPECTION ITEM EACH 200 HOURS EACH 100 HOURS EACH 50 HOURS 8. Main gear springs . . . 9. Steering arm lubrication 10. Torque link lubrication . 11. Park brake and toe brakes - operational check. AIRFRAME 1. Aircraft exterior . 2. Aircraft structure 3. Windows, windshield, doors and seals 4. Seat belts and shoulder harnesses 5. Seat stops, seat rails, upholstery, structure and mounting 6. Control "U" bearings, sprockets, pulleys, cables, chains and turnbuckles 7. Control lock, control wheel and control "U" mechanism 8. Instruments and markings 9. Gyros central air filter . . 10. Magnetic compass compensation 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 17. Exterior lights . . . . . 18. Pitot and static systems 19. Stall warning system . 20. Radios, radio controls, avionics and flight instruments. 21. Antennas and cables . . 22. Battery, battery box and battery cables . 23. Battery electrolyte . . . . . . 24. Emergency locator transmitter. 2-24 Change 1 • • • • • • • • • • • • • • • • • • 10 5 • • • • • • • 11 • 12 International Aerotech Academy For Training use Only I 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 and 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. 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 SPECIAL INSPECTION ITEMS SPECIAL INSPECTION ITEM EACH 200 HOURS EACH 100 HOURS EACH 50 HOURS • • • • • • • • • 13 • • • 14 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 ashless dispersant oil. 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. 2 Clean filters per paragraph 2-22. 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 or llA for 100 hour inspection. Change 3 2-25 International Aerotech Academy For Training use Only I SPECIAL INSPECTION ITEMS 5 Each 1000 hours, or to coincide with engine overhauls. 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 (LYCOMING "BLUE STREAK") INTERNAL TIMING: These magnetos cannot be overhauled in the field. The coil, capacitor and breaker assembly are non-replaceable. As a good maintenance practice, and to have the benefit of good ignition at all times, it is recommended that the magnetos be removed at 900 hours of magneto time, and install new exchange magnetos. MAGNETO-TO-ENGINE TIMING: First 50 hours, first 100 hours and each 200 hours thereafter. ROLLS/ROYCE CONTINENTAL INTERNAL TIMING: As long as internal timing and magneto-to-engine timing are within the prescribed limits, it is recommended that magneto be checked internally only at 500 hour intervals. MAGNETO-TO-ENGINE TIMING: Each 100 hours. 9 First 100 hours and each 500 hours thereafter. M ore 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 each 30 days. 12 Refer to Section 16 of this Manual. 13 Lubrication is required of the actuator each 1000 hours and/or 3 years, whichever comes first. Refer to figure 2-5 for grease specification. Refer to Section 9 of this Manual for free-play limits, inspection, re placement and/or repair. 14 Refer to paragraph 2-43 for detailed instructions for various serial ranges. 15 A "one-time" dye penetrant inspection of blades of Model 1CI72/MTM7653 propellers should be performed in accordance with Service Letter SE 70-31 (supplement #1). This inspection should be accomplished within the next 25 hours of operation if this Service Letter has not been complied with . 2-26 Change 3 NOTE A high-time inspection is merely a 100-hour inspection with the addition of an engine overhaul. Continental recommends engine overhaul at 1800 hours for the O-300-series engine, except as stipulated in Continental aircraft engine Service Bulletin #M74-20 and supplements thereto. Lycoming recommends engine overhaul at 2000 hours for the O-320-series engine except as stipulated in Avco Lycoming Service Instruction No. 1009 and revisions thereto. At the time of overhaul, engine accessories should be overhauled. International Aerotech Academy For Training use Only I SECTION 3 FUSELAGE TABLE OF CONTENTS FUSELAGE . . . . . . Windshield and Windows Description . Cleaning Waxing Repairs Scratches Cracks Windshield . Removal Installation Windows . . . . Movable Removal and Installation Wrap-Around Rear . . . . Removal and Installation Overhead . . . . . . . . . Removal and Installation Fixed Cabin Doors Removal and Installation Adjustment . Weatherstrip . . Latches . . . . Description Adjustment . Lock . . . . . Indexing Inside Handle Baggage Door . . . . . . Removal and Installation Seats . . . . . . . Pilot and Copilot 3-1. FUSELAGE. 3-2. WINDSHIELD AND WINDOWS. Page 3-1 3-1 3-1 3-1 3-1 3-1 3-1 3-2 3-4 3-4 3-4 3-4 3-4 3-4 3-4 3-4 3-4 3-4 3-4 3-4 3-4 3-4 3-4 3-4 3-4 3-5 3-5 3-6A 3-6A 3-6A 3-8 3-8 3-3, DESCRIPTION. The windshield and windows are single-piece acrylic plastic panels set in sealing strips and held by formed retaining strips secured to the fuselage with screws and rivets. Presstite No. 579. 6 sealing compound used in conjunction with a felt seal is applied to all edges of the windshield and windows with exception of wing root area. The wing root fairing has a heavy felt strip that completes the windshield sealing. 3-4. CLEANING. (Refer to Section 2.) 3-5. WAXING. Waxing will fill in minor scratches in clear plastic and help protect the surface from further abrasion. Use a good grade of commercial wax applied in a thin, even coat. Bring wax to a high polish by rubbing lightly with a clean, dry flan nel cloth. 3-6. REPAffiS. Damaged window panels and wind- Reclining Back . . . . . . . Vertical Adjust/Reclining Back Articulating Recline/Vertical Adjust . . . . . . . . . Description . . . . . . . Removal and Installation . Center . . . . . . . . . . . . Double-Width Bottom and Back/ Single Reclining Back . . . . Double-Width Bottom and Back/ Individual Reclining Backs Description . . . . . Removal and Installation Auxiliary . . . . . Fold-Up . . . . . . . . . Description . . . . . . Removal and Installation Repair . . . . . Cabin Upholstery Materials and Tools Soundproofing . . Cabin Headliner Removal and Installation Upholstery Side Panels Carpeting . . . . . Safety Provisions . Cargo Tie-Downs Safety Belts Shoulder Harness Glider Tow Hook Rear View Mirror 3-8 3-8 3-8 3-8 3-8 3-8 3-8 3-8 3-8 3-8 3-8 3-8 3-8 3-8 3-8 3-8 3-8 3-8 3-8 3-8 3-17 3-17 3-17 3-17 3-18 3-18 3-18 3-18 shield may be removed and replaced if damage is extensive. However, certain repairs as prescribed in the following paragraphs can be made successfully without removing damaged part from aircraft. Three types of temporary repairs for cracked plastic are possible. No repairs of any kind are recommended on highly-stressed or compound curves where repair would be likely to affect pilot's field of vision. Curved areas are more difficult to repair than flat areas and any repaired area is both structurally and optically inferior to the original surface. 3-7. SCRATCHES. Scratches on clear plastic sur faces can be removed by hand-sanding operations followed by buffing and polishing, if steps below are followed carefully. a. Wrap a piece of No. 320 (or finer) sandpaper or abrasive cloth around a rubber pad or wood block. Rub surface around scratch with a circular motion, keeping abrasive constantly wet with clean water to prevent scratching surface further. Use minimum pressure and cover an area large enough to prevent formation of "bull's-eyes" or other optical distor tions. Change 2 3-1 International Aerotech Academy For Training use Only WOOD REINFORCEMENT B ALWAYS DRILL END OF CRACK CUSHION OF RUBBER TO RELIEVE STRAIN OR FABRIC SOFT WIRE LACING TEMPORARY REPAIR OF CRACKS CEMENTED FABRIC PATCH SANDING REPAIR Figure 3-1. Repair of Windshield and Windows /CAUTION\ Do not use a coarse grade of abrasive. No. 320 is of maximum coarseness. b. Continue sanding operation, using progressively finer grade abrasives until scratches disappear. c. When scratches have been removed, wash area thoroughly with clean water to remove all gritty par ticles. The entire sanded area will be clouded with minute scratches which must be removed to restore transparency. d. Apply fresh tallow or buffing compound to a motor-driven buffing wheel. Hold wheel against plas tic surface, moving it constantly over damaged area until cloudy appearance disappears. A 2000-foot-per minute surface speed is recommended to prevent overheating and distortion. (Example: 750 rpm polishing machine with a 10 inch buffing bonnet.) NOTE Polishing can be accomplished by hand but will require a considerably longer period of time to attain the same result as pro duced by a buffing wheel. e. When buffing is finished, wash area thoroughly and dry with a soft flannel cloth. Allow surface to cool and inspect area to determine if full transpar - ency has been restored. Apply a thin coat of hard wax and polish surface lightly with a clean flannel cloth. 3-2 NOTE Rubbing plastic surface with a dry cloth will build up an electrostatic charge which attracts dirt particles and may ev8ntually cause scratching of surface. After wax has hardened, dissipate this charge by rub bing surface with a slightly damp chamois. This will also remove dust particles which have collected while wax is hardening. f. Minute hairline scratches can often be removed by rubbing with commercial automobile body clean er or fine-grade rubbing compound. Apply with a soft, clean, dry cloth or imitation chamois. 3-8. CRACKS. (Refer to figure 3-1.) a. When a crack appears, drill a hole at end of crack to prevent further spreading. Hole should be approximately 1/8 inch in diameter, depending on length of crack and thickness of material. b. Temporary repairs to flat surfaces can be ac complished by placing a thin strip of wood over each side of surface and inserting small bolts through wood and plastic. A cushion of sheet rubber or air craft fabric should be placed between wood and plas tic on both sides. c. A temporary repair can be made on a curved surface by placing fabric patches over affected areas. Secure patches with aircraft dope, Specification No. MIL-D-5549, or lacquer, Specification No. MIL-L- 7178. Lacquer thinner, Specification No. MIL-T- 6094 can also be used to secure patch. International Aerotech Academy For Training use Only NOTE Prestite No, 579. 6 sealer and EC-1202 reinforced tape sealant should be applied to overhead cabin windows. AIRCRAFT SERIALS 17259224 AND ON AND Fl7200755 AND ON "�l2 Detail A Detail B B * BEGINNING WITH AIRCRAFT SERIAL 17260359, F17200880 1. 2. 3. 4. 5. 6. 7. 8. 9. 9 Detail f Inner Retainer Windshield Felt Seal Outer Retainer NOTE Presstite No. 579. 6 sealer should be applied to all edges of windshield and windows when felt sealing strip (3) is used. NOTE ♦Seal between windshield and fairing from front doorpost with black cloth industrial tape 2. 75 inches wide, Tuck tape No. 90W 2. 75 inches wide, Luch brand No. 353 2. 75 inches wide or Polyken No. 214 2.17 inches wide. 11 Detail C 3 ,� 4 Detail D 2 4 Detail E 10. 11. Cabin Top Skin Overhead Cabin Window External Centerstrip Rear Window Sealer Fuselage Structure Cover _... Fixed Window ....., 1r---- 4 ---11 TYPICAL METHODS OF RE TAINING FIXED WINDOWS Figure 3-2. Windshield and Fixed Window Installation Change 3 3-3 International Aerotech Academy For Training use Only d. A temporary repair can be made by drilling small holes along both sides of crack 1/4 to 1/8 inch apart and lacing edges together with soft wire. Small-stranded antenna wire makes a good temporary lacing material. This type of repair is used as a temporary measure ONLY, and as soon: as facilities are available, panel should be replaced. 3-9. WINDSHIELD. (Refer to figure 3-2.) 3-10. REMOVAL. a. Drill out rivets securing front retainer strip. b. Remove wing fairings over windshield edges. c. Pull windshield straight forward, out of side and top retainers. Remove top retainer if necessary. 3-11. INSTALLATION. a. Apply felt strip and sealing compound or sealing tape to all edges of windshield to prevent leaks. b. Reverse steps in preceding paragraph for instal lation. c. When installing a new windshield, check fit and carefully file or grind away excess plastic. d. Use care not to crack windshield when installing. If not previously removed, top retainer may be re moved if necessary. Starting at upper corner and gradually working windshield into position is recom mended. NOTE Screws and self-locking nuts may be used instead of rivets which fasten front retaining strip to cowl deck. If at least No. 6 screws are used, no loss of strength will result. 3-12. WINDOWS. 3-13. MOVABLE. (Refer to figure 3-3.) A movable window, hinged at the top, is installed in the left cab in door. 3-14. REMOVAL AND INSTALLATION. a. Disconnect window stop (5). b. Remove pins from window hinges (6). c. Reverse preceding steps for installation. To remove frame from plastic panel, drill out blind rivets at frame splice. When replacing plastic panel in frame, ensure sealing strip and an adequate coating of Presstite No. 579. 6 sealing compound is used around all edges of panel. 3-15. WRAP-AROUND REAR. {Refer to figure 3-2.) The rear window is a one-piece acrylic plastic panel set in sealing strips and held in place by retaining strips. 3-16. REMOVAL AND INSTALLATION. a. Remove external centerstrip (7). b. Remove upholstery as necessary to expose re tainer strips inside cabin. c. Drill out rivets as necessary to remove outer retainer strip along aft edge of window. d. Remove window by lifting aft edge and pulling window aft. If difficulty is encountered, rivets se curing retainer strips inside cabin may also be 3-4 drilled out and retainer strips loosened or removed. e. Reverse preceding steps for installation. Apply felt strip and sealing compound to all edges of win dow to prevent leaks. Check fit and carefully file or grind away excess plastic. Use care not to crack plastic when installing. 3-17. OVERHEAD. {Refer to figure 3-2.) Overhead cabin windows, located in the cabin top, may be in stalled. These windows are one-piece acrylic plastic panels set in sealing strips and held in place by re taining strips. 3-18. REMOVAL AND INSTALLATION. a. Remove headliner and trim panels. b. Drill out rivets as necessary to remove retainer strips. c. Reverse preceding steps for installation. Apply felt strip and sealing compound to all edges of window to prevent leaks. Check fit and carefully file or grind away excess plastic. Use care not to crack plastic when installing. 3-19. FIXED. {Refer to figure 3-2.) Fixed win dows, mounted in sealing strips and sealing com pound, are held in place by various retainer strips. To replace side windows, remove upholstery and trim panels as necessary and drill out rivets secur ing retainers. Apply felt strip and sealing compound to all edges of window to prevent leaks. Check fit and file or grind away excess plastic. Use care not to crack plastic when installing. 3-20. CABIN DOORS. (Refer to figure 3-3.) 3-21. REMOVAL AND INSTALLATION. Removal is accomplished either by removing screws which attach the hinges or by removing hinge pins. If permanent hinge pins are removed, they may be replaced by clevis pins secured with cotter pins or new hinge pins may be installed and "spin-bradded." When fitting a new door, some trimming of the door skin and some reforming with a soft mallet may be necessary to achieve a good fit. Reforming of the bonded door is not permissible as reforming could cause damage to the bonded area. 3-22. ADJUSTMENT. Cabin doors should be adjust ed so skin fairs with fuselage skin. Slots at latch plate permit re-positioning of striker plate. Depth of latch engagement may be changed by adding or removing washers or shims between striker plate and doorpost. 3-23. WEATHERSTRIP. A weatherstrip is cement ed around all edges of the door. New weatherstrip may be applied after mating surfaces of weatherstrip and door are clean, dry and free from oil or grease. Apply a thin, even coat of adhesive to each surface and allow to dry until tacky before pressing strip in place. Minnesots Mining and Manufacturing Co. No. EC-800 cement is recommended. 3-24. LATCHES. (Refer to figure 3-4.) 3-25. DESCRIPTION. The cabin door latch is a push-pull bolt type, utilizing a rotary clutch for posi- International Aerotech Academy For Training use Only 6 9 3 2 NOTE NOTE A bonded cabin door is installed BEGINNING WITH 17259904 AND Fl 7200905. ll REF