Cessna Stationair Series, Skywagon 206 Series, and Super Skylane Series Service Manual

1 17-43 · · · · - - - 1 20-87 thru 20-88 . . 1 *3-22- - · • · - · · 3 *9-14 thru 9-15 3 13-16 thru 13-17 - - · 0 17-44 thru 17-45 . • • 0 *20-89 . . . . . . - 3 *3-22A • • - · - - • 3 *9-16 Blank 3 *13-18 thru 13-20 · 3 *17-46 thru 17-52 . . . 3 20-90 . . . . . . . 1 3-22B - · • - 2 10-1 1 14-1 thru 14-2 · • 1 17-53 - . . . . . . . 2 *20-91 . . . . . . - 3 3-23 0 10-2 0 14-3 - - 0 17-54 Blank · · · - - 2 20-92 . . . . . . . 1 3-24 2 10-3 1 14-4 · - 1 18-1- · - - - - · - - 1 *20-93 . . . . . . - 3 *3-25 3 10-4 0 14-5 - - 0 18-2 thru 18-5 - - · · 2 20-94 . . . . . . . 2 3-26 thru 3-29 - - - - 0 *10-5 3 14-6 - - - - · · · · 1 18-6- - - - - - - · · 0 *20-94A. . . . . . - 3 3-30 Blank - • · · - · 0 10-6 · - - 0 14-7 . . . - - . - - 0 *18-7• - • • • - - - - 3 *20-94B Blank . . . 3 *4-1 thru 4-2 - . . . - 3 10-7 - · · 1 14-8 thru 14-10. . . . 1 18-8 thru 18-28- · - · 0 20-95 thru 20-99 . - 1 4-3 . . . . - . . . . 1 10-8 - - . . 0 15-1 - · · - . . . - 0 *18-29 · · · · - · · - 3 *20-100 thru 20-101 . 3 *4-4 thru 4-6 - . - - · 3 10-9. - - - · - . - 1 *15-2 . . . . . . . . 3 18-30 - - - • - - - - 0 20-102 thru 20-103 . 1 4-7 . - · · · - - - - 1 10-10 Blank - · · · - 1 *15-2A . . . . . . . . 3 18-31 - - · - · - - . 2 *20-104. . . . . . . 3 4-8 Blank . . . . . - 1 11-1 thru 11-4 . , . . 2 *15-28 Blank . . . - . 3 18-32 Blank . . . . . 2 20-105 thru 20-106 . 1 *5-1 - . . . . . . . - 3 *12-1 thru 12-4 · · - · 3 15-3 . . . . . . - - 0 *19-1 thru 19-2 - · · - 3 *20-107. . . . . . - 3 5-2 . . . . . . . . . 0 12-5. - - . . - . . . 1 *15-4 thru 15-5 . . . - 3 *20-1 thru 20-3 - · • • 3 20-108. . . . . . . 1 *5-3 thru 5-4 - - - - - 3 12-6. - - . . - - . - 0 15-6 thru 15-12 . - - 0 20-4 thru 20-5 - - - - 0 *20-109 thru 20-110 - 3 *5-4A thru 5-4C - - - 3 12-7. . . . . . - . - 1 16-1 . . . . . . . . 1 *20-6 - . . . . . - - 3 20-111. . . . . . . 1 *5-4D Blank . . . . . 3 12-8 thru 12-10- - - - 2 16-2 . . . . . . . - 2 20-7 thru 20-10 - • - 1 *20-112. . . . . . . 3 5-5 - · - - - - - · - 2 *12-11 · - · · · · 3 16-3- - - - - - · - - 1 *20-11 thru 20-12 . . . 3 20-113 thru 20-115 . 1 *5-6 - · · - · · · · • 3 12-12 thru 12-13 . . . I 16-4 - · · - - - · · 0 *20-12A - - - · - · · 3 20-116. . . . . . . 2 5-7 . . . . . . . . . 2 12-14 thru 12-15 . . . 0 16-5- - - - - - - · 1 *20-12B Blank. . . . . 3 20-116A . . . . . . 2 20-116B Blank . . . 2 *20-117 thru 20-118 . 3 Upon receipt of the second and subsequent changes to this book, personnel responsible for maintaining this publication in current status should ascertain that all previous changes have been received and incorporated. * The asterisk indicates pageschanged. added or deleted by the current change. A Change 3 TABLE OF CONTENTS SECTION Page 1 GENERALDESCRIPTION. . . . . . . . . . .. . . . . . . . . . . . . 1-1 2 GROUND HANDLING, SERVICING, CLEANING, LUBRICATION AND INSPECTION............................ 2-1 3 FUSELAGE .............................. 3-1 4 WINGSANDEMPENNAGE ....................... 4-1 5 LANDING GEAR AND BRAKES . . . . . . . . . . . . . . . . . . . . . 5-1 6 AILERONCONTROLSYSTEM. . . . . . . . . . . . . . . . . . . . . . 6-1 7 WINGFLAPCONTROLSYSTEM. . . . . . . . . . . . . . . . . . . . . 7-1 8 ELEVATORCONTROLSYSTEMS .................... 8-1 9 ELEVATOR TRIM CONTROL SYSTEM . . . . . . . . . . . . . . . . . . 9-1 10 RUDDERCONTROLSYSTEM ...................... 10-1 11 RUDDER TRIM CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . 11-1 12 NORMALLY ASPIRATED ENGINE . . . . . . . . . . . . . . . . . . . . 12-1 12A TURBOCHARGEDENGINE .......................12A-1 13 FUELSYSTEM............................. 13-1 14 PROPELLERS AND PROPELLER GOVERNORS . . . . . . . . . . . . . . 14-1 15 UTILITYSYSTEMS........................... 15-1 16 INSTRUMENTS AND INSTRUMENT SYSTEMS . . . . . . . . . . . . . . . 16-1 17 ELECTRICALSYSTEMS ........................ 17-1 18 STRUCTURALREPAIR......................... 18-1 19 PAINTING............................... 19-1 20 WIRINGDIAGRAMS........................... 20-1 Change 3 CROSS REFERENCE LISTING OF POPULAR NAME VS. MODEL NUMBERS AND SERIALS 411 aircraft, regardless of manufacturer, a e certificated under model number designations. IIowever, popular lames are often used for marketing purposes. To provide a consistent method of referring to the various air- 3raft, model numbers will be used in this pt blication unless names are required to differentiate between versions af the same basic model. The following table provides a cross reference listing popular name vs. model number. MODEL SERIALS POPULAR NAME YEAR MODEL BEGINNING ENDING SKYWAGON 206 1969 U206D U206-1235 U206-1444 TURBO SKYWAGON 206 TU206D SUPER SKYLANE 1969 P206D P206-0520 P206-0603 TURBO-SYSTEM SUPER SKYLANE TP206D SKYWAGON 206 1970 U206E U20601445 U20601587 TURBO SKYWAGON 206 TU206E SUPER SKYLANE 1970 P206E P20600604 P20600647 TURBO SUPER SKYLANE STATIONAIR 1971 U206E U20601588 U20601700 TURBO STATIONAIR STATIONAIR 1972 U206F U20601701 U20601874 TURBO STATIONAIR STATIONAIR 1973 U206F U20601875 U20602199 TURBO STATIONAIR STATIONAIR 1974 U206F U20602200 U20602579 TURBO STATIONAIR STATIONAIR 1975 U206F U20602580 U20603020 STATIONAIR II TURBO STATIONAIR TURBO STATIONAIR II STATIONAm 1976 U206F U20603021 STATIONAŒ II TURBO STATIONAIR TURBO STATIONAm II ii Change 3 FOREWORD This manual contains factory recommended procedures and in- structions for ground handling, servicing and maintaining Cessna Stationair, Skywagon and Super Skylane 206-Series aircraft. Also included are the turbocharged versions of these aircraft. In addition to this book serving as a reference for the experi- enced mechanic, it 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 206 Series aircraft and thereby establish a reputation for reliable service. The information in this book is based on data available at the time for publication, and is supplemented and kept current by service letters and service news letters published by Cessna Aircraft Com- pany. These are sent to all Cessna Dealers so that they have the latest authoritative recommendations for servicing Cessna aircraft. Therefore, it is recommended that Cessna owners utilize the know- ledge and experience of the factory-trained Dealer Service Organi- zation. In addition to the information in this Service Manual, a group of vendor publications is available from the Cessna Service Parts Center which describe complete disassembly, overhaul, and parts breakdown of some of the various vendor equipment items. A list- ing of the available publications is issued periodically in service letters. Information for Nav-O-Matic Autopilots, Electronic Communi- cations and Navigation Equipment are not included in this manual. These systems are described in separate manuals, available from the Cessna Service Parts Center. iii/(iv blank) SECTION 1 GENERAL DESCRIPTION TABLEOFCONTENTS Page GENERAL DESCRIPTION . . . . . . . . . . 1-1 Description . . . . . . . . . . . . 1-1 Skywagon and Turbo Skywagon 206- Stationair and Turbo Stationair-Series . . . 1-1 Series................ 1-1 Description............. 1-1 Description . . . . . . . . . . . . . 1-1 Aircraft Specifications . . . . . . . . . . 1-1 Super Skylane and Turbo Super Stations . . . . . . . . . . . . . . . . 1-1 Skylane 206-Series . . . . . . . . . . 1-1 Torque Values . . . . . . . . . . . . . 1-1 1-1. GENERAL DESCRIPTION. all-metal constant speed propeller. In addition, Turbo Super Skylane 206-Series engines are turbo- 1-2. SKYWAGON AND TURBO SKYWAGON 206-SE- charged. RIES. 1-6. STATIONAIR AND TURBO STATIONAIR-SERIES. 1-3. DESCRIPTION. Cessna Skywagon and Turbo Skywagon 206-Series aircraft, described in this man- 1-7. DESCRIPTION. Cessna Stationair and Turbo- ual, are single-engine, high-wing, strut-braced Stationair-Series aircraft, described in this manual, monoplanes of all-metal, semimonocoque construc- are single-engine, high-wing, strut-braced mono- tion. These aircraft are equipped with a fixed tri- planes of all-metal, semimonocoque construction. cycle landing gear employing spring-steel main land- These aircraft are equipped with a fixed tricycle land- ing gear struts and a steerable nose gear with an ing gear employing spring-steel main landing gear air/hydraulic fluid shock strut. Wing flaps are elec- struts and a steerable nose gear with an air/hydraulic trically-actuated. Both the Skywagon and Turbo fluid shock strut. Wing flaps are electrically-actua- Skywagon 206-Series aircraft are equipped with large ted. Both the Stationair and Turbo Stationair-Series double cargo doors on the right side of the fuselage aircraft are equipped with large double cargo doors and an entrance door on the left side of the cabin. on the right side of the fuselage and an entrance door The pilot's seat only is standard, but provisions are on the left side of the cabin. The seating arrangement made for the addition of optional seats to make a six- of these aircraft consists of six individual seats. Sta- place aircraft. Skywagon and Turbo Skywagon 206- tionair and Turbo Stationair-Series aircraft are pow- Series aircraft are powered by a six-cylinder, hori- ered by a six-cylinder, horizontally opposed, air- zontally opposed, air-cooled, fuel-injection Conti- cooled, fuel-injection Continental engine, driving an nental engine, driving an all-metal, constant speed all-metal, constant speed propeller. In addition, propeller. In addition, Turbo Skywagon 206-Series Turbo Stationair engines are turbocharged. aircraft engines are turbocharged. 1-8. AIRCRAFT SPECIFICATIONS. Leading parti- 1-4. SUPER SKYLANE AND TURBO SUPER SKY- culars of these aircraft, with dimensions based on LANE 206-SERIES. gross weight, are given in figure 1-1. If these dimensions are used for constructing a hangar or 1-5. DESCRIPTION. Cessna Super Skylane and computing clearances, remember that such factors Turbo Super Skylane 206-Series aircraft, described as nose gear strut inflation, tire pressures, tire in this manual, are single-engine, high-wing, strut- sizes and load distribution may result in some di- braced monoplanes of all-metal, semimonocoque mensions that are considerably different from those construction. These aircraft are equipped with a listed, fixed tricycle landing gear employing spring-steel main landing gear struts and a steerable nose gear 1-9. STATIONS. A station diagram is shown in with an air/hydraulic fluid shock strut. Wing flaps figure 1-2 to assist in locating equipment when a are electrically-actuated. Both the Super Skylane written description is inadequate or impractical. and the Turbo Super Skylane 206-Series aircraft are equipped with an entrance door on each side of the 1-10. TORQUE VALUES. A chart of recommended cabin, and a baggage door on the left side of the nut torque values is shown in figure 1-3. These tor- fuselage. The seating arrangement of these aircraft que values are recommended for all installation pro- consists of six individual seats. Super Skylane and cedures contained in this manual, except where other Turbo Super Skylane 206-Series aircraft are power- values are stipulated. They are not to be used for ed by a six-cylinder, horizontally opposed, air- checking tightness of installed parts during service. cooled, fuel-injection Continental engine, driving an 1-1 MODEL P206 AND TP206 SERIES GROSSWEIGHT ....... ........ ....... 36001b FUEL CAPACITY StandardWing(Total) ................... 65gal. Standard Wing (Usable) . . . . . . . . . . . . . . . . . . 63 gal. Long-Range Wing (Total) . . . . . . . . . . . . . . . . . . 84 gal. Long-Range Wing (Usable) . . . . . . . . . . . . . . . . 80 gal. OIL CAPACITY (Without External Filter) . . . . . . . . . . . . . . . . 12 qt (With External Filter) . . . . . . . . . . . . . . . . 13 Qt ENGINE MODEL P206 (Refer to Section 12 for Engine Data) . . . . . . . . . . CONTINENTAL IO-520 SERIES TP206 (Refer to Section 12A for Engine Data) . . . . . . . . . CONTINENTAL TSIO-520 SERIES PROPELLER Standard (Two Blades) . . . . . . . . . . . . . . . 82" McCAULEY Optional (Three Blades) . . . . . . . . . . . . . . . 80" McCAULEY MAINWHEELTIRES(Standard). . . . . . . . . . . . . . . 6.00x6,6-plyrating Pressure ........... . .......... 42psi MAIN WHEEL TIRES (Optional) . . . . . . . . . . . . . . . . . 8.00 x 6, 6-ply rating Pressure . . . . . . . . . . . . . . . . . . . . 35 psi NOSE WHEEL TIRE (Standard) . . . . . . . . . . . . . . . . 5.00 x 5, 6-ply rating Pressure ........................ 49psi NOSE WHEEL TIRE (Optional) . . . . . . . . . . . . . . . . 6.00 x 6, 6-ply rating Pressure ........................ 29psi NOSE GEAR STRUT PRESSURE (Strut Extended) . . . . . . . . . 80 psi WHEEL ALIGNMENT Camber ........... ... ......... 4°±1°30' Toe-In ..'......... ... ... ..... 0"to.06" AILERON TRAVEL Up ......... ... .. .......... 21°±2° Down ............... .......... 14°30'±2° WING FLAP TRAVEL (Electrically-Operated) . . . . . . . . . . 0° to 40°, + 1° -2° RUDDER TRAVEL (Measured parallel to water line) Right................ .......... 24°±1° Left . . . . . . . . . . . . . . . . . . . . . . . . . . . 24° ± 1° RUDDER TRAVEL (Measured perpendicular to hinge line) Right............... ........... 27°13'±1° Left . . . . . . . . . . . . . . . . . . . . . . . . . 27° 13'± 1° ELEVATOR TRAVEL Up ........................... 21°±1° Down . . . . . . . . . . . . . . . . . . . . . . . . . . 17°± 1° ELEVATOR TRIM TAB TRAVEL Up ................. ......... 25°,+1°-0° Down ................ ......... 5°,+1°-0° PRINCIPAL DIMENSIONS Wing Span (Conventional Wing Tip) . . . . . . . . . . . . . 36' 7" Wing Span (Conical-Camber Wing Tip) . . . . . . . . . . . . 35' 10" TailSpan......................... 13' Length.......................... 28'3" Fin Height (Maximum with Nose Gear Depressed and Flashing Beacon Installed on Fin) . . . . . . . . . . . . . 9' 7-1/2" TrackWidth ....................... 8'l-3/4" BATTERY LOCATION . . . . . . . . . . . . . . . . . . . . . Left Side of Firewall Figure 1-1. Aircraft Specifications (Sheet 1 of 2) 1-2 Change 2 MODEL U206 AND TU206 SERIES GROSSWEIGHT............ . ...... 36001b FUEL CAPACITY Standard Wing (Total) . . . . . . . . . . . . 65 gal. When not modified by Cessna Standard Wing (Usable). . . . . . . . . . . . . . 63 gal. Single-Engine Service Letter Long -Range Wing (Total) . . . . . . . . . . . . . . . . . . . 84 gal. SE75 -7 and prior to Long-Range Wing (Usable) . . . . . . . . . . . . . . . . . . 80 gal. U20602127 Standard Wing (Total) . . . . . . . . . . . 61 gal. When modified by Cessna Standard Wing (Usable). . . . . . . . . . . . . 59 gal. Single-Engine Service Long-Range Wing (Total). . . . . . . . . . . . . . 80 gal. Letter SE75-7 and be- Long-Range Wing (Usable) . . . . . . . . . . . . . 76 gal. ginning with U20602127 OIL CAPACITY (Without External Filter) . . . . . . . . . . . . . 12 qt (With External Filter) . . . . . . . . . . . . 13 qt ENGINE MODEL U206 (Refer to Section 12 for Engine Data) . . . . . . . . . . CONTINENTAL IO-520 SERIES TU206 (Refer to Section 12A for Engine Data) . . . . . . . . . CONTINENTAL TSIO-520 SERIES PROPELLER Standard (Two Blades) . . . . . . . . . . . . . . . . . . 82" McCAULEY Optional (Three Blades) . . . . . . . . . . . . . . . . . . 80" McCAULEY MAINWHEELTIRES(Standard). . . . . . . . . . . . . . 6.00x6,6-plyrating Pressure . . . . . . . . . . . . . . . . . 42 psi MAIN WHEEL TIRES (Optional) . . . . . . . . . . . . . . . . . 8.00 x 6, 6-ply rating Pressure........... ........... 35psi NOSE WHEEL TIRE (Standard) . . . . . . . . . . . . . . 5.00 x 5, 6-ply rating Pressure............ ........ 49psi NOSE WHEEL TIRE (Optional) . . . . . . . . . . . . . . . 6.00 x 6, 6-ply rating Pressure........ ........ ...... 29psi NOSE GEAR STRUT PRESSURE (Strut Extended) . . . . . . . . . 80 psi WHEEL ALIGNMENT Camber ....... . .............. 4°±1°30' Toe-In ...... . ....... ...... 0"to.06" AILERON TRAVEL Up . . . . . . . . . . . . . . . . . . . . . . . . . 21°±2° Down .......................... 14°30'±2° WING FLAP TRAVEL (Electrically-Operated) . . . . . . . . . . 0° to 40°, +1° -2° RUDDER TRAVEL (Measured parallel to water line) Right................ .......... 24°±1° Left........................... 24°±1° RUDDER TRAVEL (Measured perpendicular to hingeline) Right............ ...... ....... 27°13'±1° Left.......... . ...... ...... 27°13'±1° ELEVATOR TRAVEL Up . . . . . . . . . . . . . . . . . . . . . . . 21°± 1° Down ........... ............. 17°±1° ELEVATOR TRIM TAB TRAVEL Up ........................... 25°+1-0° Down . . . . . . . . . . . . . . . . . . . . . . . . . . 5°+1 -0° PRINCIPAL DIMENSIONS Wing Span (Conventional Wing Tip) . . . . . . . . . . . . . 36' 7" (Add 2" for strobe lights) Wing Span (Conical-Camber Wing Tip) . . . . . . . . . . . . 35' 10" TailSpan......................... 13' Length.......................... 28' Fin Height (Maximum with Nose Gear Depressed and Flashing Beacon Installed on Fin) . . . . . . . . . . . . . 9' 7-1/2" TrackWidth ....................... 8'1-3/4" BATTERY LOCATION (12V) . . . . . . . . . . . . . . . . . . Left side of firewall (24V) (Thru 1973). . . . . . . . . . . . . Below engine in nose wheel tunnel (24V) (Beginning with 1974) . . . . . . . . Left side of firewall Figure 1-1. Aircraft Specifications (Sheet 2 of 2) Change 3 1-3 208.0 190. 172.0 154. 0 136. 0 : ° 54.80 118.0 90.0 65.30 39.30 112.0 100.0 85. 62 71.97 56. 53 RIGHT SIDE VIEW 35.0 23. 53 OF MODELS WITH CARGO DOORS 124.3 100.0 68. 30 44. 00 18. 40 59.70 THRU U20601444 oo I - o SUPER SKYLANE 206 / 18.4 65.3 112.0 152.2 180.6 209.0 \ 90.0 138.0 166.4 194.8 3.8 o BEGINNING WITH U2060144 =e=== (DOOR NOT USED 124.0 ON MODELS WITH 100. O CARGO DOORS) 8.1 44.0 68.3 0.0 59.7 Figure 1-2. Wing and Fuselage Reference Stations 1-4 RECOMMENDED NUT TORQUES THE TORQUE VALUES STATED ARE POUND-INCHES, RELATED ONLY TO STEEL NUTS ON OIL-FREE CADMIUM PLATED THREADS. FINE THREAD SERIES TENSION SHEAR TAP SIZE TORQUE TORQUE STD ALT STD ALT (NOTE 1) (NOTE 2) (NOTE 3) (NOTE 2) 8-36 12-15 7-9 10-32 20-25 20-28 12-15 12-19 1/4-28 50-70 50-75 30-40 30-48 5/16-24 100-140 100-150 60-85 60-106 3/8-24 160-190 160-260 95-110 95-170 7/16-20 450-500 450-560 270-300 270-390 1/2-20 480-690 480-730 290-410 290-500 9/16-18 800-1000 800-1070 480-600 480-750 5/8-18 1100-1300 1100-1600 660-780 660-1060 3/4-16 2300-2500 2300-3350 1300-1500 1300-2200 7/8-14 2500-3000 2500-4650 1500-1800 1500-2900 1-14 3700-5500 3700-6650 2200-3300 2200-4400 1-1/8-12 5000-7000 5000-10000 3000-4200 3000-6300 1-1/4-12 9000-11000 9000-16700 5400-6600 5400-10000 CChkRSE THREAD S 1RIES (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, háS20365, MS21042, 34821043, AJS21044, 14S21045 and 14821046. 5. Covers AN340. DO NOT REUSE SELF-LOCKING NUTS. The above values are recommended for all installation procedures contained in this manual, except where other values are stipulated. They are not to be used for checking tightness of installed parts during service. Figure 1-3. Torque Values Change 2 1-5/(1-6 blank) SECTION 2 GROUND HANDLING, SERVICING, CLEANING, LUBRICATION AND INSPECTION TABLE OF CONTENTS Page GROUNDHANDLING............ 2-1 Tires ...... ... 2-7 Towing . . . 2-1 Nose Gear Strut . . . . . . . . . 2-8 Hoisting . . . 2-1 Nose Gear Shimmy Dampener . . . . . 2-8 Jacking . . 2-1 Hydraulic Brake System . . . . . . . 2-9 Parking . . . 2-2 Oxygen System . . . . . . . . . 2-9 Tie-Down ...... ..... 2-2 FaceMasks ............. 2-9 FlyableStorage...... ..... 2-2 CLEANING ............... 2-9 Returning Aircraft to Service . . . . . . 2-2 General Description . . . . . . . . . . 2-9 Temporary Storage . . . . . . . . . . 2-2 Upholstery and Interior . . . 2-9 Inspection During Storage . . . . . 2-4 Plastic Trim . . 2-9 Returning Aircraft to Service . . . . 2-4 Windshield and Windows . . . . . . . . 2-9 Indefinite Storage . . . . . . . . . . . 2-5 Aluminum Surfaces . . . . . . . 2-9 Inspection During Storage . . . . . 2-5 Painted Surfaces . . . . . . 2-9 Returning Aircraft to Service . . . . 2-5 Engine Compartment . . . . . . . . . 2-10 Leveling . . . . . . . - . . . . . 2-6 Propellers . . . 2-10 SERVICING . . . . . . . . . . . 2-6 Wheels . . 2-10 FuelTanks.....-- ...... 2-6 LUBRICATION.............. 2-10 Fuel Drains. . . . . . . . . . . . . . 2-6 General Description . . . . . . . . . . 2-10 Engine Oil . . . . . . . . . . . . . . 2-6 Nose Gear Torque Links . . . . . . . . 2-10 Engine Induction Air Filter . . . . . . . 2-7 Tachometer Drive Shaft . . . . . . . . 2-10 Vacuum System Air Filter . . . . . . . 2-7 Wheel Bearing Lubrication . . . . . - . 2-10 Battery . . . . . . . . . . . . . 2-7 Wing Flap Act stor . . . . . . . . . - 2-10 INSPECTION....... ....... 2-19 2-1. GROUND HANDLING. rings (optional equipment) or by using suitable slings. The front sling should be hooked to the engine lifting 2-2. TOWING. Moving the aircraft by hand is ac- eye, and the aft sling should be positioned around the complished by using the wing struts and landing gear fuselage at the first bulkhead forward of the leading struts as push points. A tow bar attached to the nose edge of the stabilizer. If the optional hoisting rings gear should be used for steering and maneuvering the are used, a minimum cable length of 60 inches for aircraft. When no tow bar is available, press down each cable is required to prevent bending of the eye- at the horizontal stabilizer front spar, adjacent to bolt type hoisting rings. If desired, a spreader jig the fuselage, to raise the nose wheel off the ground. may be fabricated to apply vertical force to the eye- With the nose wheel clear of the ground, the aircraft bolts. can be turned by pivoting it about the main wheels. 2-4. JACKING. Refer to figure 2-2 for jacking pro- cedures. When towing the aircraft, never turn the nose wheel more than 35 degrees either side of center or the nose gear will be damaged. Do When using the universal jack point, flexibility not push on control surfaces or outboard em- of the gear strut will cause the main wheel to pennage surfaces. When pushing on the tail- slide inboard as the wheel is raised, tilting cone, always apply pressure at a bulkhead to the jack. The jack must then be lowered for avoid buckling the skin. a second jacking operation. Jacking both wheels simultaneously with universal jack 2-3. HOISTING. The aircraft may be lifted with a points is not recommended. hoist of two-ton capacity, either by using hoisting Change 3 2-1 Figure 2-1. Typical Tow Bar 2-5. PARKING. Parking precautions depend prin- age and/or the first 25 hours of intermittent engine cipally on local conditions. As a general precaution, operation. it is wise to set the parking brake or chock the wheels, and install the control lock. In severe NOTE weather, and high wind conditions, tie down the air- craft as outlined in paragraph 2-6 if a hangar is not The aircraft is delivered from Cessna with available. a Corrosion Preventive Aircraft Engine Oil (Military Specification MIL-C-6529 Type II 2-6. TIE-DOWN. When mooring the aircraft in the Rust Ban). This engine oil is a blend of avi- open, head into the wind if possible. Secure control ation grade straight mineral oil and a corro- surfaces with the internal control lock and set brakes· sion preventive compound. This engine oil should be used for the first 25 hours of engine operation. Refer to paragraph 2-20 for oil changes during the first 50 hours of operation. Do not set parking brakes during cold weather when accumulated moisture may freeze the During the 30 day non-operational storage or the first brakes or when the brakes are overheated. 25 hours of intermittent engine operation, the propel- ler shall be rotated through five revolutions every a. Tie ropes, cables or chains to the wing tie-down seventh day, without running the engine. If the air- fittings, located at the upper end of each wing strut. craft is stored outside, tie it down in accordance Secure the opposite ends of ropes, cables or chains with paragraph 2-6. In addition, the pitot tube, to ground anchors. static air vents, openings in the engine cowling, and b. Secure a tie-down rope (no chains or cables) other similar openings shall have protective covers to upper trunnion of the nose gear, and secure oppo- installed to prevent entry of foreign material. After site end of rope to ground anchor. 30 days, aircraft should be flown for 30 minutes or c. Secure the middle of a rope to the tail tie-down ground run-up until oil has reached operating temper- ring. Pull each end of rope away at a 45-degree ature. angle and secure to ground anchors at each side of tail. 2-8. RETURNING AIRCRAFT TO SERVICE. After d. Secure control lock on pilot control column. If flyable storage, returning the aircraft to service is control lock is not available, tie pilot control wheel accomplished by performing a thorough pre-flight in- back with front seat belt. spection. At the end of the first 25 hours of engine e. These aircraft are equipped with a spring-loaded operation, drain engine oil, clean oil screens and steering bungee which affords protection against nor- change external oil filter element. Service engine mal wind gusts. However, if extremely high wind with correct grade and quantity of oil. Refer to fig- gusts are anticipated, additional locks may be install- ure 2-4 and paragraph 2-20 for correct grade of ed. engine oil. 2-7. FLYABLE STORAGE. Flyable storage is de- 2-9. TEMPORARY STORAGE. Temporary storage fined as a maximum of 30 days non-operational stor- is defined as aircraft in a non-operational status for 2-2 Change 2 3 2 1 ITEM NUMBER TYPE AND PART NUMBER REMARKS Block (Jack point not available) lx4x4 padded with 1/4 " rubber Jack Any short jack of capable capacity Cessna #SE-767 Universal tail stand (SEE NOTE 1) Cessna #SE-576 (41-1/2" high) Universal jack stand (FOR USE WITH ITEM 2) Cessna #10004-98 Jack point (SEE NOTE 2) #2-170 Basic jack Closed height: 69-1/2 inches; extended #2-109 Leg Extension height: 92" Insert slide tube extension #2-70 Slide tube extension into basic jack) 1. Weighted adjustable stand attaches to tie-down ring. 2. Cessna #10004-98 jack point may be used to raise only one wheel thru U20602579. Brake line fairing will prevent jacking aircraft beginning with U20602580 at strut. Do not use brake casting as a jack point. 3. Items (3), (4), (5) and (6) are available from the Cessna Service Parts Center. JACKING PROCEDURE a. Lower aircraft tail so that wing jack can be placed under front spar just outboard of wing strut. b. Raise aircraft tail and attach tail stand to tie-down ring. BE SURE the tail stand weighs enough to keep the tail down under all conditions and is strong enough to support aircraft weight. c. Raise jacks evenly until desired height is reached. When using the universal jack point, flexibility of the gear strut will cause the main wheel to slide in- board as the wheel is raised, tilting the jack. The jack must be lowered for a second operation. Jacking both main wheels simultaneously with universal jack points is not recommended. Figure 2-2. Jacking Details Change 3 2-3 a maximum of 90 days. The aircraft is constructed hole of each cylinder with the piston in a down po- of corrosion resistant alclad aluminum, which will sition. Rotate crankshaft as each pair of cylinders last indefinitely under normal conditions if kept is sprayed. clean, however, these alloys are subject to oxidation. i. After completing step "h, " rotate crankshaft so The first indication of corrosion on unpainted sur- that no piston is at a top position. If the aircraft is faces is in the form of white deposits or spots. On to be stored outside, stop two-bladed propeller so painted surfaces, the paint is discolored or blistered. that blades are as near horizontal as possible to pro- Storage in a dry hangar is essential to good preser- vide maximum clearance with passing aircraft. vation and should be procured if possible. Varying j. Again spray each cylinder without moving the conditions wül alter the measures of preservation, crankshaft to thoroughly cover all interior surfaces but under normal conditions in a dry hangar, and for of the cylinder above the piston. storage periods not to exceed 90 days, the following k. Install spark plugs and connect spark plug leads. methods of treatment are suggested: 1. Apply preservative oil to the engine interior by spraying approximately two ounces of the preservative a. Fill fuel tanks with correct grade of gasoline. oil through the oil filler tube, b. Clean and wax aircraft thoroughly, m. Seal all engine openings exposed to the atmos- c. Clean any oil or grease from tires and coat tires phere using suitable plugs or non-hygroscopic tape, with a tire preservative. Cover tires to protect Attach a red streamer at each point that a plug or against grease and oil. tape is installed. d. Either block up fuselage to relieve pressure on n. If the aircraft is to be stored outside, perform tires or rotate wheels every 30 da'ys to change sup- the procedures outlined in paragraph 2-6. In addition, porting paints and prevent flat spotting the tires. the pitot tube, static source vents, air vents, open- e. Lubricate all airframe items and seal or cover ings in the engine cowling and other similar openings all openings which could allow moisture and/or dust should have protective covers installed to prevent to enter. entry of foreign material. o. Attach a warning placard to the propeller to the NOTE effect that the propeller shall not be moved while the engine is in storage. The aircraft battery serial number is recorded in the aircraft equipment list. To assure ac- 2-10. INSPECTION DURING STORAGE. curate warranty records, the battery should be a. Inspect airframe for corrosion at least once a re-installed in the same aircraft from which it month and remove dust collections as frequently as was removed. If the battery is returned to possible. Clean and wax as required. service in a different aircraft, appropriate b. Inspect the interior of at least one cylinder record changes must be made and notification through the spark plug hole for corrosion at least sent to the Cessna Claims Department. Once a month, f. Remove battery and store in a cool dry place; NOTE service the battery periodically and charge as re- quired. Do not move crankshaft when inspecting interior of cylinder for corrosion. NOTE c. If at the end of the 90 day period, the aircraft is An engine treated in accordance with the fol- to be continued in non-operational storage, again per- lowing may be considered protected against form the procedural steps "g thru o" of paragraph normal atmospheric corrosion for a period 2-9. not to exceed 90 days. 2-11. RETURNING AIRCRAFT TO SERVICE. After g. Disconnect spark plug leads and remove upper temporary storage, use the following procedures to and lower spark plugs from each cylinder, return the aircraft to service. a. Remove aircraft from blocks and check tires NOTE for proper inflation. Check for proper nose gear strut inflation. The preservative oil must be Lubricating Oil - b. Check battery and install. Contact and Volatile, Corrosion Inhibited, c. Check that oil sump has proper grade and quantity MIL-L-46002, Grade 1 or equivalent. The of engine oil. following oils are approved for spraying op- d. Service induction air filter and remove warning erations by Teledyne Continental Motors, placard from propeller. Nucle Oil 105 - Daubert Chemical Co., 4700 e. Remove materials used to cover openings. So. Central Ave., Chicago, Illinois, Petratect f. Remove, clean, and gap spark plugs. VA - Pennsylvania Refining Co., Butler, Penn- g. While spark plugs are removed, rotate propeller sylvania, Ferro-Gard 1009G - Ranco Labora- several revolutions to clear excess rust preventive tories, Inc., 3617 Brownsville Rd., Pittsburg, oil from cylinders. Pennsylvania. h. Install spark plugs and torque to value specified in Section 12 or 12A. h. Using a portable pressure sprayer, atomize i. Check fuel strainer. Remove and clean filter spray preservative oil through the upper spark plug screen if necessary. Check fuel tanks and fuel lines 2 -4 Change 3 for moisture and sediment, drain enough fuel to plug in the breather and clamping in place. eliminate moisture and sediment. m. Seal all other engine openings exposed to atmos- j. Perform a thorough pre-flight inspection, then phere using suitable plugs or non-hygroscopic tape. start and warm-up engine. NOTE 2-12. INDEFINITE STORAGE. Indefinite storage is defined as aircraft in a non-operational status for an Attach a red streamer to each place plugs indefinite period of time. Engines treated in accor- or tape is installed. Either attach red dance with the following may be considered protected streamers outside of the sealed area with against normal atmosphere corrosion, provided the tape or to the inside of the sealed area procedures outlined in paragraph 2-13 are performed with safety wire to prevent wicking of at the intervals specified. moisture into the sealed area. a. Operate engine until oil temperature reaches normal operating range. Drain engine oil sump and n. Drain corrosion-preventive mixture from engine close drain valve or install drain plug. sump and reinstall drain plug or close drain valve. b. Fill oil sump to normal operating capacity with corrosion preventive mixture which has been thor- NOTE oughly mixed and pre-heated to a minimum of 221°F at the time it is added to the engine. The corrosion-preventive mixture is harm- ful to paint and should be wiped from painted NOTE surfaces immediately. Corrosion-preventive mixture consists of o. Attach a warning placard on the throttle control one part compound MIL-C-6529, Type I, knob to the effect that the engine contains no lubri- mixed with three parts new lubricating oil cating oil. Placard the propeller to the effect that it of the grade recommended for service. should not be moved while the engine is in storage. Continental Motors Corporation recom- o. Prepare airframe for storage as outlined in mends Cosmoline No. 1223, supplied by paragraph 2-9 thru step "f." E. F. Houghton & Co., 305 W. LeHigh Avenue, Philadelphia, Pa. During all NOTE spraying operations corrosion mixture is pre-heated to 221° to 250°F. As an alternate method of indefinite storage, the aircraft may be serviced in accordance c. Immediately after filling the oil sump with cor- with paragraph 2-9 providing the aircraft is rosion preventive mixture, fly the aircraft for a run-up at maximum intervals of 90 days and period of time not to exceed a maximum of 30 minutes, then reserviced per paragraph 2-9. d. After flight and with engine operating at 1200 to 1500 rpm and induction air filter removed, spray 2-13. INSPECTION DURING STORAGE. Aircraft corrosion preventive mixture into induction airbox, in an indefinite storage shall be inspected as follows: at the rate of one-half gallon per minute, until heavy a. Inspect cylinder protex plugs each 7 days. smoke comes from the exhaust stack, then increase b. Change protex plugs if their color indicates the spray until engine is stopped. an unsafe condition. c. If the protex plugs have changed color in one half of the cylinders all desiccant material in the engine shall be replaced with new material. Injecting corrosion-preventive mixture too d. Every 6 months respray the cylinders interior fast can cause a hydrostatic lock. with corrosion-preventive mixture. e. Do not rotate propeller after completing step "d. " NOTE f. Remove all spark plugs and spray corrosion- preventive mixture, which has been pre-heated to 221° Before spraying, inspect the interior of to 250°F., into all spark plug holes to thoroughly cov- one cylinder for corrosion through the er interior surfaces of cylinders. spark plug hole and remove at least one g. Install spark plugs or solid plugs in the lower rocker box cover and inspect the valve spark plug holes and install dehydrator plugs in the mechanism. upper spark plug holes. Be sure that dehydrator plugs are blue in color when installed. h. Cover spark plug lead terminals with shipping 2-14. RETURNING AIRCRAFT TO SERVICE. After plugs (AN4060-1) or other suitable covers. indefinite storage, use the following procedure to re- i. With throttle in full open position, place a bag of turn the aircraft to service. desiccant in the induction air intake and seal opening a. Remove aircraft from blocks and check tires for with moisture resistant paper and tape. correct inflation. Check for correct nose gear strut j. Place a bag of desiccant in the exhausts tailpipe inflation. (s) and seal openings with moisture resistant tape. b. Check battery and install. k. Seal cold air inlet to the heater muff with mois- c. Remove all materials used to seal and cover ture resistant tape. openings. 1. Seal engine breather tube by inserting a protex d. Remove warning placards posted at throttle and 2-5 propeller. to figure 13-5.) e. Remove and clean engine oil screen, then rein- stall and safety. On aircraft equipped with an exter- 2-20. ENGINE OIL. Check engine lubricating oil nal oil filter, install new filter element. with the dipstick five to ten minutes after the engine f. Remove oil sump drain plug or open drain valve has been stopped. The aircraft should be in as near and drain sump. Install or close drain valve and a level position as possible when checking the engine safety. oil so that a true reading is obtained. Engine oil should be drained while the engine is still hot, and NOTE the nose of the aircraft should be raised slightly for more positive draining of any sludge which may have The corrosion-preventive mixture will mix collected in the engine oil sump. Engine oil should with the engine lubricating oil, so flushing be changed every six months, even though less than the oil system is not necessary. Draining the specified hours have accumulated. Reduce these the oil sump will remove enough of the cor- intervals for prolonged operations in dusty areas in rosion-preventive mixture. cold climates where sludging conditions exist, or where short flights and long idle periods are encoun- g. Service and install the induction air filter. tered, which cause sludging conditions. Always h. Remove protex plugs and spark plugs or plugs change oil, clean oil screens and clean and/or change installed in spark plug holes and rotate propeller by external filter element whenever oil on the dipstick hand several revolutions to clear corrosion-preven- appears dirty. Ashless dispersant oil, conforming to tive mixture from the cylinders. Continental Motors Specification No. MHS-24A, shall i. Clean, gap and install spark plugs. Torque plugs be used in these engines. Multi-viscosity oil may be to value specified in Section 12 or 12A. used to extend the operating temperature range, im- j. Check fuel strainer. Remove and clean filter prove cold engine starting and lubrication of the en- screen. Check fuel tanks and fuel lines for moisture gine during the criticalwarm-up period, thus permit- and sediment, and drain enough fuel to eliminate. ting flight through wider ranges of climate change k. Perform a thorough pre-flight inspection, then without the necessity of changing oil. The multi-vis- start and warm-up engine, cosity grades are recommended for aircraft engines 1. Thoroughly clean aircraft and flight test aircraft. subjected to wide variations in ambient air tempera- tures when cold starting of the engine must be accom- 2-15. LEVELING. Reference point for leveling the plished at temperatures below 30°F. aircraft longitudinally is the top centerline of the tailcone between the rear window and vertical fin. Corresponding points on front seat rails may be NOTE used to level the aircraft laterally. New or newly overhauled engines should be 2-16. SERVICING. operated on aviation grade straight mineral oil until the first oil change. The aircraft is 2-17. DESCRIPTION. Servicing requirements are delivered from Cessna with straight mineral shown in figure 2-4. The following paragraphs oil (MIL-C-6529, Type II, RUST BAN.) If supplement this figure by adding details not included oil must be added during the first 25 hours, in the figure. use only aviation grade straight mineral oil conforming to Specification MIL-6082. Af- 2-18. FUEL. Fuel cells should be filled immediate- ter the first 25 hours of operation, drain ly after flight to lessen condensation in the cells and engine oil sump and clean both the oil suction lines. Cell capacities are listed in figure 1-1. The strainer and the oil pressure screen. If an recommended fuel grade to be used is given in figure optional oil filter is installed, change filter 2-4. element at this time. Refill sump with straight mineral oil and use until a total of 2-19. FUEL DRAINS. Drains are located at various 50 hours have accumulated or oil consump- places throughout the fuel system. Refer to Section tion has stabilized, then change to ashless 13 for locations of the various drains in the system. dispersant oil. The strainer drain valve is an integral part of the fuel strainer assembly. The strainer drain is equip- When changing engine oil, remove and clean oil ped with a control which is located adjacent to the screens, or install a new filter element on aircraft oil dipstick. Access to the control is gained through equipped with an external oil filter. An oil quick- the oil dipstick access door. Remove drain plugs drain valve may be installed. This valve provides and open drain valves at the intervals specified in a quick and cleaner method of draining the engine oil. figure 2-4. Also, during daily inspection of the fuel This valve is installed in the oil drain port of the oil strainer, if water is found in the strainer, there is a sump. To drain the oil, proceed as follows: possibility that the wing cell sumps or fuel lines con- a. Operate engine until oil temperature is at nor- tain water. Therefore, all fuel plugs should be re- mal operating temperature. moved and all water drained from the fuel system. b. (With Quick-Drain Valve) Attach a hose to the On aircraft equipped with rubberized fuel cells, a fuel sampler cup is furnished. To activate drain valve for fuel sampling, place cup to valve and de - press valve with rod protruding from cup. (Refer 2-6 Change 3 quick-drain valve in oil sump. Push up on quick- times. A new filter should be installed drain valve until it locks open, and allow oil to after using 500 hours of engine operating drain through hose into a container. time or one year, whichever should occur c. (Without Quick-Drain Valve) Remove oil drain first. However, a new filter should be plug from engine sump and allow oil to drain into a installed anytime the existing filter is container. damaged. A damaged filter may have d. After oil has drained, close quick-drain valve, sharp or broken edges in the filtering if installed, and remove hose. Install and safety panels which would allow unfiltered air drain plug. to enter the induction system. Any filter e. Remove and clean oil screen. that appears doubtful, shall have a new f. Service engine with correct quantity and grade filter installed in its place. of engine oil. d. After washing, rinse filter with clear water NOTE until rinse water draining from filter is clear. Allow water to drain from filter and dry with com- Refer to inspection charts for intervals for pressed air (not over 100 psi). changing oil and filter elements. Refer to figure 2-4 for correct grade of engine oil, NOTE and refer to figure 1-1 for correct capacities. The filtering panels of the filter may become 2-21. ENGINE INDUCTION AIR FILTER. The in- distorted when wet, but they will return to duction air filter keeps dust and dirt from entering their original shape when dry. the induction system. The value of maintaining the air filter in a good clean condition can never be over- e. Be sure airbox is clean, and inspect filter. If stressed. More engine wear is caused through the filter is damaged, a new filter should be installed. use of a dirty or damaged air filter than is generally f. Install filter at entrance to airbox with gasket believed. The frequency with which the filter should on aft face of filter frame and with flow arrows on be removed, inspected and cleaned will be determined filter frame pointed in the correct direction. primarily by aircraft operating conditions. A good general rule, however, is to remove, inspect and 2-22. VACUUM SYSTEM AIR FILTER. The vac- clean the filter at least every 50 hours of engine op uum system central air filter keeps dust and dirt erating time, and more frequently if warranted by from entering the vacuum operated instruments. In- operating conditions. Some operators prefer to hold spect the filter element every 200 hours of operating spare induction air filters at their home base of op- time for damage. Change the central air filter ele- eration so that a clean filter is always readily avail ment when damaged or at every 500 hours of oper- able for use. Under extremely dusty conditions, ating time and whenever the suction gage reading daily servicing of the filter is recommended. To drops below 4.6 inches of mercury. Also, do not service the induction filter, proceed as follows: operate the vacuum system with the filter element a. Remove filter from aircraft. removed or a vacuum line disconnected as particles of dust or other foreign matter may enter the system NOTE and damage the vacuum operated instruments. Use care to prevent damage to filter element 2-23. BATTERY. Battery servicing involves adding distilled water to maintain the electrolyte even with when cleaning filter with compressed air. the horizontal baffle plate or split ring at the bottom of the filler holes, checking cable connections, and b. Clean filter by blowing with compressed air (not neutralizing and cleaning off any spilled electrolyte over 100 psi) from direction opposite of normal air or corrosion. Use bicarbonate of soda (baking soda) flow. Arrows on filter case indicate direction of and clean water to neutralize electrolyte or corro- normal air flow. sion. Follow with a thorough flushing with clean wa- ter. Do not allow bicarbonate of soda to enter bat- tery. Brighten cable and terminal connection with a wire brush, then coat with petroleum jelly before Do not use solvent or cleaning fluids to wash connecting. Check the battery every 50 hours (or at filter. Use only a water and household deter- least every 30 days), oftener in hot weather. Add gent solution when washing the filter. only distilled water, not acid or "rejuvenators, to maintain electrolyte level in the battery. Inspect the c. After cleaning as outlined in step "b , the filter battery box and clean and remove any evidence of may be washed, if necessary, in a solution of warm water and a mild household detergent. A cold water corrosion. solution may be used• 2-24. TIRES. Maintain tire pressure at the value specified in figure 1-1. When checking pressure, NOTE examine tires for wear, cuts, bruises and slippage. Remove oil, grease and mud from tires with soap The filter assembly may be cleaned with and water. compressed air a maximum of 30 times or it may be washed a maximum of 20 Change 2 2-7 stall valve core in filler valve. Connect valve exten- sion to valve. h. Inflate strut to the pressure specified in figure 1-1. NOTE The nose landing gear shock strut will normally require only a minimum amount of service. Maintain the strut extension pressure as shown in Section 1. Lubri- cate 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 \ · NOSE GEAR STRUT surfaces wiped free of dirt and dust, using a clean lint-free cloth saturated with hy- draulic fluid (MIL-H-5606) or kerosene. All surfaces should be wiped free of ex- cessive hydraulic fluid. 2-26. NOSE GEAR SHIMMY DAMPENER. The shimmy dampener should be serviced at least every 100 hours. The dampener must be filled completely I'y ' with hydraulic fluid, free of entrapped air with the ' ' compensating piston bottomed in the rod. Check that piston is completely bottomed as follows: NOTE a. Remove shimmy dampener from the aircraft. b. While holding the shimmy dampener in a verti- Valve core remains in strut valve· cal position with the filler plug pointed upward, An internal flexible cable, in the loosen the filler plug. valve extension, is used to depress c. Allow the spring to bottom out the floating piston the valve core in strut valve- inside the shimmy dampener rod. d. When the fluid stops flowing, insert a length of stiff wire through the air bleed hole in the setscrew Figure 2-3. Strut Filler Valve Extension at the end of the piston rod until it touches the float- ing piston. The depth of insertion should be 3-13/16 NOTE inches. Recommended tire pressures should be main- NOTE tained. Especially in cold weather, remember that any drop in temperature of the air inside If the wire insertion is less than 3-13/16 a tire causes a corresponding drop in air pres- inches, the floating piston is lodged in the sure. shaft. If the wire cannot be used to free the piston, the rod assembly and piston 2-25. NOSE GEAR STRUT. The nose gear strut re- should be replaced. quires periodic checking to ascertain that the strut is filled with hydraulic fluid and is inflated to the cor- Service the shimmy dampener as follows: rect air pressure. To fill the nose gear strut with a. Remove filler plug from dampener. hydraulic fluid and air, proceed as follows: b. Move piston completely to opposite end from a. Weight tail to raise nose wheel off ground. filler plug. b. Remove filler valve cap from filler valve or c. Fill dampener with clean hydraulic fluid com- from lower end of valve extension, and depress valve pletely full. core to completely deflate nose strut. d. Reinstall filler plug and safety. c. Remove valve core from filler valve. It will be e. Wash dampener in solvent and wipe dry with a necessary to disconnect filler valve extension from cloth. valve at top of strut. f. Reinstall shimmy dampener in aircraft. d. Attach a rubber hose to the filler valve. e. With other end of rubber hose in a container of clean hydraulic fluid, compress and extend strut sev- eral times. This will draw fluid from container into the strut, filling strut with hydraulic fluid. f. After strut has been cycled several times, allow strut to extend. Holding end of rubber hose above fluid level in container, slowly compress strut, al- lowing excess fluid to be drained into container. g. While strut is compressed, remove hose and in- 2-8 NOTE 2-34. WINDSHIELD AND WINDOWS. These surfaces should be cleaned carefully with plenty of fresh water Keep shimmy dampener, especially the and a mild detergent, using the palm of the hand to exposed portions of the dampener piston feel and dislodge any caked dirt or mud. A sponge, shaft, clean to prevent collection of dust soft cloth, or chamois may be used, but only as a and grit which could cut the seals in the means of carrying water to the plastic. Rinse thor- dampener barrel. Keep machined sur - oughly, then dry with a clean moist chamois. Do not faces wiped free of dirt and dust, using a rub tþe plastic with a dry cloth as this builds up an clean lint-free cloth saturated with hy- electrostatic charge which attracts dust. Oil and draulic fluid (MIL-H-5606) or kerosene, grease may be removed by rubbing lightly with a soft All surfaces should be wiped free of ex- cloth moistened with Stoddard solvent. cessive hydraulic fluid. 2-27. HYDRAULIC BRAKE SYSTEMS. Check brake master cylinders and refill with hydraulic fluid as Do not use gasoline, alcohol, benzene, acetone, required every 200 hours. Bleed the brake system of carbon tetrachloride, fire extinguisher fluid, entrapped air whenever there is a spongy response to de-icer fluid, lacquer thinner or glass window the brake pedals. Refer to Section 5 for filling and cleaning spray. These solvents will soften and bleeding the brake systems. craze the plastic. 2-28. OXYGEN SYSTEM. Refer to Section 15. After washing, the plastic windshield and windows should be cleaned with an aircraft windshield cleaner. 2-29. FACE MASKS. Refer to Section 15. Apply the cleaner with soft cloths and rub with mod- erate pressure. Allow the cleaner to dry, then wipe 2-30. CLEANING. it off with soft flannel cloths. A thin, even coat of wax, polished out by hand with soft flannel cloths, 2-31. GENERAL DESCRIPTION. Keeping the air- will fill in minor scratches and help prevent further craft clean is important. Besides maintaining the scratching. Do not use a canvas cover on the wind- trim appearance of the aircraft, cleaning lessens the shield or windows unless freezing rain or sleet is possibility of corrosion and makes inspection and anticipated since the cover may scratch the plastic maintenance easier. surface. 2-32. UPHOLSTERY AND INTERIOR. Cleaning 2-35. ALUMINUM SURFACES. The aluminum sur- prolongs the life of upholstery fabrics and interior faces require a minimum of care, but should never trim. To clean the interior, proceed as follows: be neglected. The aircraft may be washed with clean a. Empty all the ash trays, water to remove dirt and may be washed with non- b. Brush out or vacuum clean the upholstery and alkaline grease solvents to remove oil and/or grease. carpeting to remove dirt. Household-type detergent soap powders are effective c. Wipe leather and plastic surfaces with a damp cleaners, but should be used cautiously since some cloth. of them are strongly alkaline. Many good aluminum d. Soiled upholstery fabrics and carpet may be cleaners, polishes and waxes are available from com- cleaned with a foam-type detergent, used according mercial suppliers of aircraft products. to the manufacturer's instructions. e. Oily spots and stains may be cleaned with house- hold spot removers, used sparingly. Before using 2-36. PAINTED SURFACES. The painted exterior any solvent, read the instructions on the container surfaces of the aircraft, under normal conditions, and test it on an obscure place in the fabric to be require a minimum of polishing or buffing. Approx- cleaned. Never saturate the fabric with a volatile imately 15 days are required for acrylic paint to cure solvent; it may damage the packing and backing ma- completely; in most cases, the curing period will terial. have been completed prior to delivery of the aircraft. f. Scrape off sticky materials with a dull knife, In the event that polishing or buffing is required with- then spot clean the area. in the curing period, it is recommended that the work be done by an experienced painter. Generally, the 2-33. PLASTIC TRIM. The instrument panel, plas- painted surfaces can be kept bright by washing with tic trim and control knobs need only be wiped off with water and mild soap, followed by a rinse with water a damp cloth. Oil and grease on the control wheel and drying with cloths or a chamois. Harsh or abra- and control knobs can be removed with a cloth mois- sive soaps or detergents which cause corrosion or tened with Stoddard solvent. make scratches should never be used. Remove stub- born oil and grease with a cloth moistened with Stod- dard solvent. After the curing period, the aircraft may be waxed with a good automotive wax. A heavier Do not use gasoline, alcohol, benzene, acetone, coating of wax on the leading edges of the wings and carbon tetrachloride, fire extinguisher fluid, tail and on the engine nose cap will help reduce the de-icer fluid, lacquer thinner or glass window abrasion encountered in these areas. cleaning spray. These solvents will soften and craze the plastic. Change 3 2-9 2-37. ENGINE COMPARTMENT. Cleaning is essen- remove, clean and lubricate jack screw whenever tial to minimize any danger of fire, and for proper actuator slippage is experienced. If lubrication is inspection of engine components. The engine and required, proceed as follows: engine compartment may be washed down with a a. Gain access to actuator by removing suitable solvent, such as Stoddard solvent or equiva- appropriate inspection plates on lower surface of lent, then dried thoroughly, wing. b. Expose jack screw by operating flaps to full-down position. c. Wipe a small amount of lubricant from Particular care should be given to electrical jack screw with a rag and examine for condition. equipment before cleaning. Solvent should Lubricant should not be dirty, sticky, gummy or not be allowed to enter magnetos, starters, frothy in appearance. alternators, voltage regulators, and the like, d. Inspect wiped area on jack screw for Hence, these components should be protected presence of hard scale deposit. Previous wiping before saturating the engine with solvent. action, will have exposed bare metal if no deposit Any oil, fuel, and air openings on the engine is present. and accessories should be covered before e. If any of the preceding conditions exist, washing the engine with solvent. Caustic clean and relubricate jack screw as outlined in steps cleaning solutions should be used cautiously "f" thru "n". and should always be properly neutralized f. Remove actuator from aircraft in accor- after their use. dance with procedures outlined in Section 7. g. Remove all existing lubricant from jack 2-38. PROPELLER. The propeller should be wiped screw and torque tube by running the nut assembly occasionally with an oily cloth to remove grass and to the end of the jack screw away from the gearbox, bug stains. In salt water areas, this will assist in and soaking the nut assembly and jack screw in Stod- corrosion-proofing the propeller. dard solvent. 2-39. WHEELS. The wheels should be washed NOTE periodically and examined for corrosion, chipped paint and cracks or dents in the wheel castings- Care must be taken to prevent solvent from Sand smooth, prime and repaint minor defects- entering gearbox. The gearbox lubricant is Cracked wheel halves shall be replaced. not affected and should not be disturbed. 2-40. LUBRICATION. h. After soaking, clean entire length of jack screw with a wire brush, rinse with solvent 2-41. GENERAL DESCRIPTION. Lubrication re- and dry with compressed air. quirements are outlined in figure 2-5. Before ad- ding lubricant to a fitting, wipe the fitting free of NOTE dirt. Lubricate until grease appears around part being lubricated and wipe excess grease from parts• Do not disassemble nut and ball retainer The following paragraphs supplement figure 2-5 by assembly. adding details not shown in the figure. i. Relubricate jack screw with MIL-G- 2-42. NOSE GEAR TORQUE LINKS. Lubricate 21164 (Molybdenum Disulfide Grease) as outlined in torque links every 50 hours. When operating in steps "j" thru "m". dusty conditions, more frequent lubrication is re- j. Rotate nut down screw toward the motor. commended. k. Coat screw and thread end of nut with grease and run nut to full extension. 2-43. TACHOMETER DRIVE SHAFT. Refer to Sec- 1. Repeat the process and pack lubricant in tion 16 for lubrication instructions. the cavity between the nut and ball retainer at the threaded end of the nut. 2-44. WHEEL BEARING LUBRICATION. Clean and m. Repeat the process and work nut back and repack wheel bearings at the first 100-hour inspection forth several times. and at each 500-hour inspection thereafter. If more n. Remove excess grease. than the usual number of take-off and landings are o. Reinstall actuator in aircraft in accor- made, extensive taxiing is required or the aircraft dance with instructions outlined in Section 7. is operated in dusty areas or under seacoast con- b. On aircraft prior to Serials P20600648 and U206- ditions, clean and lubricate wheel bearings at each 601673 which have been modified by Service Kit 100-hour inspection. SK150-37 proceed as follows: 1. At each 100-hour inspection, expose jack 2-45. WING FLAP ACTUATOR screw by operating flaps to full-down position, and a. On aircraft prior to P20600648 and U20601673 inspect wing flap actuator jack screw for proper which have not been modified by Service Kit SK150- lubrication. If lubrication is required, proceed as 37, proceed as follows: follows: 1. At each 100 hour inspection, inspect wing a. Clean jack screw with solvent rag, if flap actuator jack screw and ball retainer assembly necessary, and dry with compressed air. for lubrication, and lubricate if required. Also, b. Relubricate jack screw with MIL-G- 2-10 21164 (Molybdenum Disulfide Grease) as required. NOTE c. On aircraft beginning with Serial U20601673, clean and lubricate wing flap actuator jack screw It is not necessary to remove actuator from each 100 hours as follows: aircraft to clean or lubricate threads. 1. Expose jack screw by operating flaps to full- down position. 3. With oil can, apply light coat of No. 10 2. Clean jack screw threads with solvent rag weight, non-detergent oil to threads of jack screw. and dry with compressed air. SHOP NOTES: 2-11 4 6 6 1 2 3 4 LU6 |22\ ® 3 19 20 11 8 19 18 16 13 15 14 13 8 18 HYDRAULIC FLUID: SPEC. NO. MIL-H-5606 OXYGEN: SPEC. NO. MIL-O-27210 RECOMMENDED FUEL: ENGINE MODEL IO-520 Series CONTINENTAL FUEL: 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. 1. MINIMUM: 100/130 Aviation Grade 2. ALTERNATE: a. 115/145 Aviation Grade (with lead content limited to a maximum of 4. 6 cc Tetraethyl lead per gallon.) Figure 2-4. Servicing (Sheet 1 of 3) 2-12 Change 3 RECOMMENDED ENGINE OIL: ENGINE MODEL IO-520-Series CONTINENTAL AVIATION GRADE: 40°F SAE 50 40°F SAE 30 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 2-20. Refer to Continental aircraft Engine Service Bulletin M75-2 and any superseding bulletins, revisions or supplements thereto, for further recommendations. DAILY FUEL CELLS: Service after each flight. Keep full to retard condensation. Refer to paragraph 2-18 for details. FUEL CELL SUMP DRAINS: Drain off any water and sediment before first flight of the day. FUEL STRAINER: Drain off any water and sediment before first flight of the day. OIL DIPSTICK: Check on preflight. Add oil as necessary. Refer to paragraph 2-20 for details. Check that filler cap is tight and oil filler is secure. PITOT AND STATIC PORTS: Check for obstructions before first flight of the day. OXYGEN CYLINDERS: Check for anticipated requirements before each flight. Refer to Section 15 for details. 4 INDUCTION AIR FILTER: Inspect and service under dusty conditions. Refer to paragraph 2-21 for details. g ENGINE OIL SYSTEM: FIRST 25 HOURS Refill with straight mineral oil, non-detergent, and use until a total of 50 hours have accumu- lated or oil consumption has stabilized, then change to ashless dispersant oil. 50 HOURS 4 INDUCTION AIR FILTER: Clean per paragraph 2-21. Replace as required. 13 BATTERY: Check electrolyte level and clean battery compartment each 50 hours or 30 days. ENGINE OIL SYSTEM: Change oil each 50 hours if engine is NOT equipped with external filter; if equipped with external oil filter, change filter element each 50 hours and oil at least at each 100 hours, or every 6 months. 16 SHIMMY DAMPENER: Check fluid level and refill as required in accordance with paragraph 2-26. g TIRES: Maintain correct tire inflation as listed in figure 1-1. Refer to paragraph 2-24. Figure 2-4. Servicing (Sheet 2 of 3) Change 3 2-13 50 HOURS (Cont.) NOSE GEAR SHOCK STRUT: Keep strut filled and inflated to correct pressure. Refer to paragraph 2-25. 20 SPARK PLUGS: Remove, clean and re-gap all spark plugs. Refer to Section 12 or 12A. 100 HOURS VACUUM SYSTEM OIL SEPARATOR: Remove, flush with solvent, and dry with compressed air. FUEL/AIR CONTROL UNIT SCREEN: Remove and clean screen. 5 VACUUM RELIEF VALVE FILTER SCREEN: Remove, flush with solvent and dry with compressed air. FUEL STRAINER: Disassemble and clean strainer bowl and screen. ALTERNATOR SUPPORT BRACKET: Check alternator support bracket for security and cracking. Also refer to Service Letter SE71-42. 200 HOURS FUEL CELL SUMP DRAINS: Drain off any water or sediment. 10 FUEL RESERVOIR TANK AND/OR SELECTOR VALVE DRAINS: Remove plugs and drain off any water and sediment. Reinstall and resafety plugs. BRAKE MASTER CYLINDERS: Check fluid level and fill as required with hydraulic fluid. 500 HOURS VACUUM SYSTEM CENTRAL AIR FILTER: Replace every 500 hours. AS REQUIRED 14 GROUND SERVICE RECEPTACLE: Connect to 12-volt, or 24-volt if aircraft is equipped with a 24-volt battery, DC, negative-ground power unit for cold weather starting and lengthy ground maintainance of the aircraft electrical equipment with the exception of electronic equipment. Master switch should be turned on before connecting a generator type or battery type external power source. NOTE The ground power receptacle circuit incorporates a polarity reversal protection. Power from the external power source will flow only if the ground service plug is connected correctly to the aircraft. Figure 2-4. Servicing (Sheet 3 of 3) 2-14 Change 3 FREQUENCY (HOURS) METHOD OF APPLICATION HAND GREASE OIL SYRINGE GUN CAN (FOR POWDERED WHERE NO INTERVAL IS SPECIFIED, GRAPHITE) LUBRICATE AS REQUIRED AND WHEN ASSEMBLED OR INSTALLED. NOTE The military specifications listed below are not mandatory, but are intended as guides in choosing satisfactory materials. Products of most reputable manufacturers meet or exceed these specifications. LUBRICANTS PG SS-G-659 . . . . . . POWDERED GRAPHITE GR MIL-G-81322A . . . . . GENERAL PURPOSE GREASE SH MIL-G-23827A. . . . . AIRCRAFT AND INSTRUMENT GREASE GL MIL-G-21164C. . . . . HIGH AND LOW TEMPERATURE GREASE OG MIL-L-7870A . . . . . GENERAL PURPOSE OIL PL VV-P-236 . . . . . . . PETROLATUM gg MIL-S-8660 . . . . . . DC4 (DOW CORNING) GP . . . . . . . . . . . . NO. 10-WEIGHT, NON-DETERGENT OIL REFER TO SHEET 3 AND 4 o SHIMMY ... DAMPENER ALSO REFER TO PIVOTS OG PARAGRAPH 2-42 GR TORQUE LINKS NEEDLE BEARING GR (STEERING COLLAR) REFER TO PARA- GRAPH 2-44 MAIN GEAR GR REFER TO MAIN WHEEL PARAGRAPH 2-44 NOSE GEAR NOSE WHEEL BEARINGS BE ARINGS Figure 2-5. Lubrication (Sheet 1 of 4) Change 1 2-15 NEEDLE ARIN oILITE BEARINGS AI LE RON DRIVE PULLEYS . ; .- ... PG ALL PIANO BATTERY TERMINALS HINGES PL OG OILITE BEARINGS GL THREADS ALSO REFER TO INSPECTION NOSE GEAR geÞ• CHART IN THIS SECTION AND STEERING GR TO SECTION 9 OF THIS MANUAL. BUNGEE GREASE SPARINGLY ELEVATOR TRIM TAB ACTUATOR Figure 2-5. Lubrication (Sheet 2 of 4) 2-16 Change 1 ELECTRIC FLAP DRIVE MECHANISM AILERON BELLCRANKS NEEDLE / BEARINGS SCREW JACK THREADS ALSO REFER TO PARAGRAPH 2-45 NEEDLE BEARINGS GR CONTROL COLUMN NEEDLE BEARING ROLLERS GR WING STRUT-ATTACH THRUST BEARINGS OLT E* NEEDLE BEARINGS NEEDLE BEARING GL GR FLAP BELLCRANKS AND DRIVE PULLEYS GL NEEDLE BEARINGS GR WING STRUT-ATTACH (LOWER) BOLT & HOLE* *UPON INSTALLATION Figure 2-5. Lubrication (Sheet 3 of 4) Change 1 2-17 RUDDER BARS AND PEDALS BEARING BLOCK PARKING BRAKE HALVES HANDLE SHAFT \ OG OILITE BEARINGS (RUDDER BAR ENDS) ALL LINKAGE OG POINT PIVOTS OG - Lubricate between inside face of washer on shaft and drum Lubricate between washer and drum BEGINNING WITH U20601701 THRU P20600648 GH & U20601700 Lubricate between inside face of washer on shaft and drum Lubricate shaft and small gear with clutch in open position NOTE ELECTRIC TRIM Drum groove and cable must ASSEMBLY be free of grease and oil NOTES Sealed bearings require no lubrication. McCauley propellers are lubricated at overhaul and require no other 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 or equivalent lubricant, applied sparingly to friction points, every 1000 hours or oftener if binding occurs. No lubrication is recommended on the rotary clutch. Figure 2-5. Lubrication (Sheet 4 of 4) 2-18 I INSPECTION REQUIREMENTS. As required by Federal Aviation Regulations, all civil aircraft of U. S. registry must undergo a COMPLETE INSPECTION (ANNUAL) each twelve calendar months. In addition to the required ANNUAL inspection, aircraft operated commercially (for hire) must also have a COMPLETE AIRCRAFT INSPECTION every 100 hours of operation. In lieu of the above requirements, an aircraft may be inspected in accordance with a progressive inspection schedule, which allows the work load to be divided into smaller operations that can be accomplished in shorter time periods. Therefore, the Cessna Aircraft Company recommends PROGRESSIVE CARE for aircraft that are being flown 200 hours or more per year, and the 100 HOUR inspection for all other aircraft. II INSPECTION CHARTS. The following charts show the recommended intervals at which items are to be inspected. As shown in the charts, there are items to be checked each 50 hours, each 100 hours, each 200 hours, and also Special Inspection items which require servicing or inspection at intervals other than 50, 100 or 200 hours. a. When conducting an inspection at 50 hours, all items marked under EACH 50 HOURS would be inspected, serviced or otherwise accomplished as necessary to insure continuous airworthiness. b. At each 100 hours, the 50 hour items would be accomplished in addition to the items marked under EACH 100 HOURS as necessary to insure continuous airworthiness. c. An inspection conducted at 200 hour intervals would likewise include the 50 hour items and 100 hour items in addition to those at EACH 200 HOURS. d. The numbers appearing in the SPECIAL INSPECTION ITEMS column refer to data listed at the end of the inspection charts. These items should be checked at each inspection interval to insure that applicable servicing and inspection requirements are accomplished at the specified intervals. e. A COMPLETE AIRCRAFT INSPECTION includes all 50, 100 and 200 hour items plus those Special Inspection Items which are due at the time of the inspection. IH 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 in- spection charts as defined in paragraph H 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 H above. In addition, it is recommended that between annual inspections, all items be inspected at the intervals specified in the inspection charts. Change 3 2-19 2. IF THE AIRCRAFT IS FLOWN MORE THAN 200 HOURS ANNUALLY. Whether flown for hire or not, it is recommended that aircraft operating in this category be placed on the CESSNA PROGRESSIVE CARE PROGRAM. However, if not placed on Progressive Care, the inspection requirements for aircraft in this category are the same as those defined under paragraph III 1. (a) and (b). Cessna Progressive Care may be utilized as a total concept program which insures that the inspection intervals in the inspection charts are not exceeded. Manuals and forms which are required for conducting Progressive Care in- spections are available from the Cessna Service Parts Center. IV INSPECTION GUIDE LINES. (a) MOVABLE PARTS for: lubrication, servicing, security of attachment, binding, excessive wear, safetying, proper operation, proper adjustment, correct travel, cracked fittings, security of hinges, defective bearings, cleanliness, corrosion, deformation, sealing and tension. (b) FLUID LINES AND HOSES for: leaks, cracks, dents, kinks, chafing, proper radius, security, corrosion, deterioration, obstruction and foreign matter. (c) METAL PARTS for: security of attachment, cracks, metal distortion, broken spotwelds, corrosion, condition of paint and any other apparent damage. (d) WIRING for: security, chafing, burning, defective insulation, loose or broken terminals, heat deterioration and corroded terminals. (e) BOLTS IN CRITICAL AREAS for: correct torque in accordance with torque values given in the chart in Section 1, when installed or when visual inspection indicates the need for a torque check. NOTE Torque values listed in Section 1 are derived from oil-free cadmium-plated threads, and are recommended for all installation procedures contained in this book except where other values are stipulated. They are not to be used for checking tightness of installed parts during service. (f) FILTERS, SCREENS & FLUIDS for: cleanliness, contamination and/or replacement at specified intervals. (g) AIRCRAFT FILE. Miscellaneous data, information and licenses are a part of the aircraft file. Check that the following documents are up-to-date and in accordance with current Federal Aviation Regulations. Most of the items listed are required by the United States Federal Aviation Regulations. Since the regulations of other nations may require other documents and data, owners of exported aircraft should check with their own aviation officials to determine their individual requirements. To be displayed in the aircraft at all times: 1. Aircraft Airworthiness Certificate (FAA Form 8100-2). 2. Aircraft Registration Certificate (FAA Form 8050-3). 3. Aircraft Radio Station License, if transmitter is installed (FCC Form 556). To be carried in the aircraft at all times: 1. Weight and Balance, and associated papers (Latest copy of the Repair and Alteration Form, FAA Form 337, if applicable). 2. Aircraft Equipment List. To be made available upon request: 1. Aircraft Log Book and Engine Log Book. 2-20 Change 1 (h) ENGINE RUN-UP. Before beginning the step-by-step inspection, start, run up and shut down the engine in accordance with instructions in the Owner's Manual. During the run-up, observe the following, making note of any discrepancies or abnormalities: 1. Engine temperatures and pressures. 2. Static rpm. (Also refer to Section 12 or 12A of this Manual.) 3. Magneto drop. (Also refer to Section 12 or 12A of this Manual). 4. Engine response to changes in power. 5. Any unusual engine noises. 6. Fuel selector and/or shut-off valve; operate engine(s) on each tank (or cell) position and OFF position long enough to ensure shut-off and/or selector valve functions properly. 7. Idling speed and mixture; proper idle cut-off. 8. Alternator and ammeter. 9. Suction gage. 10. Fuel flow indicator. After the inspection has been completed, an engine run-up should again be performed to determine that any discrepancies or abnormalities have been corrected. SHOP NOTES: Change 1 2-21 SPECIAL INSPECTION ITE VI IMPORTANT EACH 200 HOURS EACH 100 HOURS READ ALL INSPECTION REQUIRE- MENTS PARAGRAPHS PRIOR TO EACH 50 HOURS USING THESE CHARTS. PROPELLER 1. Spinner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Spinnerbulkhead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O 3. Blades ................................... O 4. BoltsandNuts ................................ 5. Hub ..................................... 6. Governorandcontrol ............................. O 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 . . . O 1 2. OilCooler .................................. 3. Inductionairfilter .............................. 4. Induction airbox, air valves, doors and controls . . . . . . . . . . . . . . . . . 5. Coldandhotairhoses............................. 6. Enginebaffles ................................ 7. Cylinders, rocker box covers and push rod housings . . . . . . . . . . . . . . . 8. Crankcase, oil sump, accessory section and front crankshaft seal . . . . . . . . . 9. Hoses,metallinesandfittings......................... O 10. Intakeandexhaustsystems .......................... 11. Ignitionharness................................ 12. Sparkplugs.................................. 13. Compressioncheck .............................. O 14. Crankcase and vacuum system breather lines . . . . . . . . . . . . . . . . . . 15. Electricalwiring ............................... 16. Vacuumpump................................. 17. Vacuumreliefvalvefilter ........................... e 5 18. Enginecontrolsandlinkage . . . . . . . . . . . . . . . . . . . . . . . . . . 19. Engine shock mounts, mount structure and ground straps . . . . . . . . . . . . . O 2-22 Change 1 SPECIAL INSPECTION ITEM EACH 200 HOURS EACH 100 HOURS EACH 50 HOURS 20. Cabin heat valves, doors and controls . . . . . . . . . . . . . . . . . . . . . . 21. Starter, solenoid and electrical connections . . . . . . . . . . . . . . . . . . . 22. Starter brushes, brush leads and commutator . . . . . . . . . . . . . . . . . . ® 23. Alternator and electrical connections . . . . . . . . . . . . . . . . . . . . . . O 24. Alternator brushes, brush leads, commutator or slip ring . . . . . . . . . . . . . 25. Voltage regulator mounting and electrical leads . . . . . . . . . . . . . . . . . 26. Magnetos (externally) and electrical connections . . . . . . . . . . . . . . . . . 27. Magnetotiming................................ 28. Fuelair(metering)controlunit......................... @ 29. Firewall................................... O 30. Fuelinjectionsystem ............................. O 31. Enginecowlflapsandcontrols ......................... @ 32. Enginecowling ................................ ® 33. Turbocharger................................. 34. All oil lines to turbocharger, waste gate and controller . . . . . . . . . . . . . . 35. Waste gate, actuator and controller . . . . . . . . . . . . . . . . . . . . . . . @ 36. Turbocharger pressurized vent lines to fuel pump, discharge nozzles andfuelflowgage............................... O 37. Turbocharger mounting brackets and linkage . . . . . . . . . . . . . . . . . . . O 38. Alternator support bracket for security (Also refer to Service Letter SE71-42.) . . . FUEL SYSTEM. 1. Fuel strainer, drain valve and control, cell vents, caps and placards . . . . . . . . O 2. Fuelstrainerscreenandbowl ......................... O 3. Fuelinjectorscreen.............................. O 4. Fuelreservoirs................................ O 5. Drain fuel and check cell interior, attachment and outlet screens . . . . . . . . . 5 6. Fuelcellsandsumpdrains........................... 7. Fuelselectorvalveandplacards ........................ g 8. Auxiliaryfuelpump.............................. g Change 1 2-23 SPECIAL INSPECTION ITEM EACH 200 HOURS EACH 100 HOURS EACH 50 HOURS 9. Engine-drivenfuelpump............................ @ 10. Fuel quantity indicators and transmitters . . . . . . . . . . . . . . . . . . . . O 11. Vaporreturnlineandcheckvalve. . . . . . . . . . . . . . . . . . . . . . . . O 12. Turbochargerventsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . O 13. Engineprimer ................................ O LANDING GEAR 1. Brake fluid, lines and hose, linings, disc, brake assemblies and master cylinders . . 2. Maingearwheels............................... O 3. Wheelbearings................................ ÎÛ 4. Maingearsprings .............................. O 5. Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ® 6. Torquelinklubrication ............................ O 7. Parkingbrakesystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8. Nose gear strut and shimmy dampener (service as required) . . . . . . . . . . . . O 9. Nosegearwheel................................ O 10. Nosegearfork ................................ 11. Nosegearsteeringsystem........................... 12. Parking brake and toe brakes operational test . . . . . . . . . . . . . . . . . . AIRFRAME 1. Aircraftexterior ............................... 2. Aircraftstructure............................... 3. Windows, windshield, doors and seals . . . . . . . . . . . . . . . . . . . . . . 4. Seat stops, seat rails, upholstery, structure and mounting . . . . . . . . . . . . 5. Control column bearings, pulleys, cables, chains and turnbuckles . . . . . . . . . 6. Seat belts and shoulder harnesses . . . . . . . . . . . . . . . . . . . . . . . . 7. Control lock control wheel and control column mechanism . . . . . . . . . . . . . 8. Instrumentsandmarkings ........................... 9. Gyroscentralairfilter ............................ 2-24 Change 1 SPECIAL INSPECTION ITEM EACH 200 HOURS EACH 100 HOURS EACH 50 HOURS 10. Magnetic compass compensation . . . . . . . . . . . . . . . . . . . . . . . . 5 11. Instrument wiring and plumbing . . . . . . . . . . . . . . . . . . . . . . . . . 12. Instrument panel, shock mounts, ground straps, cover, decals and labeling . . . . . 13. Defrosting, heating and ventilating systems and controls. . . . . . . . . . . . . - O 14. Cabin upholstery, trim, sunvisors and ash trays . . . . . . . . . . . . . · · · · 15. Area beneath floor, lines, hose, wires and control cables . . . . . . . . . - · · - 16. Lights, switches, circuit breakers, fuses and spare fuses . . . . . . . . . - · · · 17. Exteriorlights................................ O 18. Pitotandstaticsystems............................ 19. Stall warning unit and pitot heater . . . . . . . . . . . . . . . . . . . . - . . - 20. Radios, radio controls, avionics and flight instruments . . . . . . . . . . . . . - ® 21. Antennasandcables.............................. 22. Battery, battery box and battery cables . . . . . . . . . . . . . . . . . . . . . 23. BatteryElectrolyte .............................. 24. Emergency locator transmitter . . . . . . . . . . . . . . . . . . . . . . . . . 25. Oxygensystem ................................ 26. Oxygensupply,masksandhose......................... 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. Travelstops ................................. 5. Decalsandlabeling .............................. 6. Flap control switch, flap rollers and flap position indicator . . . . . . . . . . . . ® 7. Flap motor, transmission, limit switches, structure, linkage, belleranks etc. . . . 8. Flapactuatorjackscrewthreads ........................ 9. Elevators, trim tab, hinges and push-pull tube . . . . . . . . . . . . . . . . . . ® Change 1 2-25 SPECIAL INSPECTION ITEM EACH 200 HOURS EACH 100 HOURS EACH 50 HOURS 10. Elevator trim tab actuator lubrication and tab free-play inspection . . . . . . . . . 16 11. Rudderpedalassembliesandlinkage....................... O 12. External skins of control surfaces and tabs . . . . . . . . . . . . . . . . . . , g 13. Internal structure of control surfaces . . . . . . . . . . . . . . . . . . . . . . O 14. Balanceweightattachment........................... g SPECIAL INSPECTION ITEMS First 25 hours: (refill with straight mineral oil 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 oil filter element each 50 hours and oil at each 100 hours or every six months. Clean filter per paragraph 2-21. Replace as required. Replace hoses at engine overhaul or after 5 years, whichever comes first. 4 General inspection every 50 hours. Refer to Sections 12 and 12A for 100 hour inspection. 5 Each 1000 hours, or to coincide with engine overhaul. Each 50 hours for general condition and freedom of movement. These controls are not repairable. Replace as required at each engine overhaul. Each 500 hours. Internal timing and magneto-to-engine timing are described in detail in Section 12. Remove insulation blanket or heat shields and inspect for burnt area, bulges or cracks. Remove tailpipe and ducting; inspect turbine for coking, carbonization, oil deposits and turbine impeller for damage. 10 First 100 hours and each 500 hours thereafter. More often if operated under prevailing wet or dusty conditions. jj Replace each 500 hours. 12 Check electrolyte level and clean battery compartment each 50 hours or each 30 days. 13 Refer to Section 17 of this Manual. 14 Inspect masks, hose and fittings for condition, routing and support. Test operate and check for leaks. 15 Refer to paragraph 2-45 for detailed instructions for various serial ranges. Lubrication of the actuator is required each 1000 hours and/or 3 years, whichever comes first. Refer to figure 2-5 for grease specifications. NOTE Refer to Section 9 of this Manual for free-play limits, inspection, replacement and/or repair. 2-26 Change 2 NOTE A high-time inspection is merely a 100-hour inspection with the addition of an engine overhaul. Continental Motors Corporation Inc. recommends overhaul at 1500 hours for the IO-520 series engines, except as stipulated in Contental air- craft engine Service Bulletin #M74-20 and revisions and/or supplements thereto. Recommended overhaul time for the TSIO-520 series engines is 1400 hours ex- cept as stipulated in Continental aircraft engine Service Bulletin #M74-20 and revisions and/or supplements thereto. At the time of overhaul, engine acces- sories should be overhauled. Propeller overhaul shall coincide with engine overhaul, but the interval between overhauls shall not exceed 1200 hours, except as stipulated in current issues of the McCauley Accessory Divisions Service Information Summary and currently effective Service Manuals, Bulletins and Letters. SHOP NOTES: Change 3 2-27/(2-28 blank) SECTION 3 FUSELAGE TABLE OF CONTENTS Page FUSELAGE . . . . . . . . . . . . . 3-1 Articulating Recline/Vertical WindshieldandWindows......... 3-1 Adjust..............3-10 Description............. 3-1 Description.............3-10 Cleaning . . . . . . . . . . . . . . 3-1 Removal and Installation . . . . . . . 3-10 Waxing............... 3-1 CenterandRear............3-10 Repairs . . . . . . . . . . . . . 3-1 Reclining Back/Fore-and-Aft Scratches ............. 3-1 Adjust..............3-10 Cracks . . . . . . . . . . . . . . . 3-2 Non-Reclining Back/Fore-and-Aft Windshield....... ...... 3-4 Adjust....... ......3-10 Removal and Installation . . . . . . . 3-4 Description . . . . . . . . . . . . . 3-10 Windows............... 3-4 Repair...............3-10 Movable, Fixed and Rear . . . . . . . 3-4 Cabin Upholstery . . . . . . . . . . . . 3-10 Cabin Doors . . . . . . . . . . . . . . 3-4 Materials and Tools . . . . . . . . . 3-10 Removal and Installation . . . . . . . 3-4 Soundproofing . . . . . . . . . . . . 3-10 Adjustment . . . . . . . . . . . . . 3-4 Cabin Headliner . . . . . . . . . . . . 3-10 Weatherstrip............ 3-4 Removal..............3-10 Wedge Adjustment . . . . . . . . . . 3-4 Installation . . . . . . . . . . . . . 3-10 Cabin Door Latches . . . . . . . . . 3-4 Upholstery Side Panels . . . . . . . . . 3-23 Description . . . . . . . . . . . 3-4 Windlace (Door Seal) . . . . . . . . . . 3-23 Adjustment ........... 3-4 Carpeting .............. 3-23 Lock........ ...... 3-4 SafetyProvisions............ 3-23 Indexing Inside Handle . . . . . . . . 3-5 Cargo Tie-Downs . . . . . . . . . . . 3-23 AssistStraps.............. 3-5 SafetyBelts ...... ...... 3-23 Removal and Installation . . . . . . . 3-5 Shoulder Harness . . . . . . . . . . 3-24 Baggage Door . . . . . . . . . . . . . 3-5 Glider Tow Hook . . . . . . . . . . . . 3-24 Removal and Installation . . . . . . . 3-5 Rear View Mirror . . . . . . . . . . . . 3-24 CargoDoors ....... ...... 3-5 CargoPack .............. 3-24 Description ............ 3-5 Removal...... .......3-24 Removal and Installation . . . . . . . 3-5 Installation . . . . . . . . . . . . . 3-24 Latches . . . . . . . . . . . . . . 3-5 Cowl Flap Baffles and Control Extensions . 3-24 Removal and Installation . . . . . 3-5 Removal . . . . . . . . . . . . . . 3-25 Rigging ...... ...... 3-5 Installation............. 3-25 Seats . . . . . . . . . . . . . 3-10 Casket Carrier . . . . . . . . . . . . . 3-25 Pilot and Copilot . . . . . . . . . . . 3-10 Description . . . . . . . . . . . . . 3-25 Reclining Back . . . . . . . . . . . 3-10 Installation . . . . . . . . . . . . . 3-25 Reclining Back/Vertical Adjust . . . . 3-10 Removal . . . . . . . . . . . . . . 3-29 3-1. FUSE LAGE. shield may be removed and replaced if damage is extensive. However, certain repairs as prescribed 3-2. WINDSHIELD AND WINDOWS. in the following paragraphs can be made successfully without removing damaged part from aircraft. Three 3-3. DESCRIPTION. The windshield and windows types of temporary repairs for cracked plastic are are single-piece acrylic plastic panels set in sealing possible. No repairs of any kind are recommended strips and held by formed retaining strips secured on highly-stressed or compound curves where repair to the fuselage with screws and rivets. Presstite No. would be likely to affect pilot's field of vision. 579. 6 sealing compound used in conjunction with a Curved areas are more difficult to repair than flat felt seal is applied to all edges of the windshield and areas and any replaced area is both structurally and windows with the exception of the wing root area. optically inferior to the original surface. The wing root fairing has a heavy felt strip that com- pletes the windshield sealing. 3-7. SCRATCHES. Scratches on clear plastic sur- faces can be removed by hand-sanding operations 3-4. CLEANING. (Refer to Section 2.) followed by buffing and polishing, if steps below are followed carefully. 3-5. WAXING. Waxing will fill in minor scratches a. Wrap a piece of No. 320 (or finer) sandpaper or in clear plastic and help protect the surface from abrasive cloth around a rubber pad or wood block. further abrasion. Use a good grade of commercial Rub surface around scratch with a circular motion, wax applied in a thin, even coat. Bring the wax to a keeping abrasive constantly wet with clean water to high polish by rubbing lightly with a clean, dry flan- prevent scratching surface further. Use minimum nel cloth. pressure and cover an area large enough to prevent formation of "bull's-eyes" or other optical distor- 3-6. REPAIRS. Damaged window panels and wind- tions. Change 2 3-1 WOOD REINFORCEMENT WOOD CUSHION OF RIGHT ,. WRO ALWAYS DRILL END OF CRACK RUBBER TO RELIEVE STRAIN OR FABRIc D C SANDING REPAIR SOFT WIRE CEMENTED LACING FABRIC PATCH TEMPORARY REPAIR OF CRACKS Figure 3-1. Repair of Windshield and Windows will build up an electrostatic charge which attracts dirt particles and may eventually Do not use a coarse grade of abrasive. No. cause scratching of surface. After wax 320 is of maximum coarseness. has hardened, dissipate this charge by rub- bing surface with a slightly damp chamois. b. Continue sanding operation, using progressively This will also remove dust particles which finer grade abrasives until scratches disappear. have collected while wax is hardening. c. When scratches have been removed, wash area thoroughly with clean water to remove all gritty par- f. Minute hairline scratches can often be removed ticles. The entire sanded area will be clouded with by rubbing with commercial automobile body clean- minute scratches which must be removed to restore er or fine-grade rubbing compound. Apply with a transparency. soft, clean, dry cloth or imitation chamois. d. Apply fresh tallow or buffing compound