Ryan Navion B Maintenance Manual

- Checking Oil Level-Open the left section of the engine hinged cowling, remove the dip stick (figure 4), and check oil level against reference lines on the stick. The oil level should be maintained at the full mark. Draining Enline Oil-The oil should be drained at the completion of each 25 hours engine time. Access to the drain plug is gained through an access door in. the lower engine cowling. Remove the drain plug (fig- ure 4), and allow the oil to drain from the engine; then replace and safety the oil plug. Complete the draining of the engine oil system by draining the oil system by draining the oil from the oil cooler. Remove the plug at the bottom of the oil cooler by-pass valve, and drain the oil into a container of approximately 2-quart capacity. Replace and safety the plug. Refilling Oil System-When refilling the oil system after it has been drained, fill to capacity and run the engine briefly. Then replenish, to bring the oil up to the full level as indicated by the dip stick. SERVICINGHYDRAULICSYSTEM Checking Hydraulic Fluid Level-Raise engine hinged cowling on left side of engine. The hydraulic reser- voir (figure 4) has a capacity of approximately 1/3 gallon. Remove dip stick (attached to the filler cap), and check the fluid level in relation to the marks on the stick. Should the fluid level be below the full mark, add fluid (Specification No. AN-VV-O-366 or or AN3580) through the dip stick opening. Replace dip stick. Draining Hydraulic System-Position a fluid container (into which the fluid may drain), and disconnect the hydraulic line at the bottom of the reservoir. (See figure 4.) Drain fluid from the system lines by discon- necting several lines at a low point in the system. Connect the system lines, and the line to the bottom of the reservoir. SERVICINGMAIN LANDINGGEARTIRE Maintain tire pressure of 25 psi. SERVICINGNOSEGEARTIRE Maintain tire pressure of 30 psi. E~~~] Do not install valve-core-remover type cap on valve stem-use only the short bonnet type. 3 SERVICING F BATTERY D r r --.~ - _1 1 «>. ' / G PETCOCK DRAIN (DRAIN ACCUMULATED' WATER AND Oil) Oil FillER CAP Figure 4 - SERVICING II ~- ~ -'"' .~ '" '" "'-'" r"'\ n n '.1-00-45' ~ .'-../ - -I) ~~ -~ .-' -I ' / SERVICINGLANDINGGEARSHOCKSTRUTS Filling Landing Gear Shock Struts-Fill the shoc1.- struts (figure 4) with fluid (Specification No. AN-VV- 0-366 or AN3580) as follows: 1. Jack the airplane, using the wing jacking points, until landing gear-tires are off ground. 2. Release air from strut by loosening filler plug. 3. Remove filler plug, and fully compress the strut. 4. Fill compressed strut with fluid. 5. Replace filler plug (finger-tight only); extend and compress strut several times to eliminate trapped air. 6. Compress strut, remove filler plug, and if neces- sary, add fluid to level of the filler plug hole. 7. Replace and securely tighten filler plug. Inflating Landing Gear Shock Struts-Inflate the shock struts (airplane at approximate normal load) in the following manner: 1. Attach a high-pressure air hose to strut air valve. 2. Inflate strut until 1-5/16 inches (main gear) and 1;~ inches (nose gear) of the polished piston can be seen between the packing nut and the strut piston shoulder. NOTE Small amounts of air can be removed from the strut by loosening the filler plug slightly, and then quickly tightening it. Do not depress the valve core to correct 0 ver-in flation. 3. Rock the airplane lightly by raising the wing of the corresponding strut. (This is to check the strut for possible sticking or binding.) 4. Recheck. for proper strut dimensions. 5. Check the valve and filler plug for possible air leakage. 6. Install valve cap, which is a secondary seal, and "gh,en lighdy wi,h 8Excessive tightening of the cap will result in the seat of the cap depressing the valve core, allowing air to escape. SERVICINGLANDINGGEARBRAKES Bleeding Landing Gear Brakes-Spongy or soft brake SERVICING lever action may be caused by air bubbles in the brake system. To eliminate the air bubbles, bleed each brake as follows: NOTE During bleeding operation, fluid in hydraulic reser- voir must be maintained as near the full level as pos- sible. 1. Remove cap screw (located on the bleeder plug in the line to each brake), and attach a bleeder hose. 2. P lace free end of bleeder hose in a partially filled can of hydraulic fluid so end of tube is submerged in fluid. 3. Apply brake pressure, loosen bleeder plug, and allow fluid to run until free of air bubbles. 4. Tighten bleeder plug, remove bleeder hose, and replace cap screw. Bleeding Brake Lines-To bleed air from brake lines, proceed as follows: 1. Loosen fitting attaching nut in each main gear wheel well at point where flexible line attaches to rigid line in wing. 2. Apply brake pressure. 3. Disconnect fitting, allowing slight fluid seepage, until fluid is free of air bubbles; connect and tighten fi tting. SERVICINGBATTERY The battery (figure 4) should be checked at least every 10 hours. Warm climates require more frequent attention to the battery. Service battery as follows: 1. Remove battery cover. 2. Inspect water level within the battery. 3. Take hydrometer reading; recharge the the gravity is below 1.240. 4. Add water if necessary. battery if E:JWhen removing battery from airplane, remove battery and battery container together. This prevents the pos- sibility of spilling acid on the airplane finish or up- holstery. 5 LUBRICATION GENERAL Always lubricate carefully and thoroughly, as lubrica- tion is most important for the continued operation of the Navion. Make sure the correct lubricants are used at the proper time. Apply lubricant sparingly, then wipe off excess grease. Oily surfaces collect dirt and grit which are detrimental to bearing surfaces "because of their abrasive qualities. While lubricating the Nav- ion, it is good practice to inspect the various parts closely, and test them for looseness and general wear. Specific lubrication points are illustrated in figure 5. When operating the airplane in extremely dusty condi- tions, clean and lubricate the parts more frequently. SH I ELDED AND SEALED BEARING LUBRICATION Double shielded or sealed bearings are installed in ;tll surface control pulleys, aileron bellcranks, and in ;tileron, rudder, and elevator hinge fittings, and do JOt require lubrication at normal check periods. They Lre prelubricated by the manufacturer. IEARING SURFACELUBRICATION :xcessive lubrication of bearing surfaces will attract irt and grit. Therefore, bearing surfaces should be 1spected to make sure only a thin film of oil is re- aining after lubrication. )INTS THATREQUIRENOLUBRICATION ilite bearings, control cables, and cockpit enclosure acks, or other lightly loaded slides need not be lubri- Ited unless protection against corrosion is neces- .ry. GINE ACCESSORY LUBRICATION I engine accessories have prepacked bearings ich do not require repacking until the overhaul -iod. )PELLERLUBRICATION umatic Propeller Lubrication-Check prope1Jer for rect amount of lubricant at 50-hour intervals and add, as necessary, a special semifluid grease (Aero- matic Lubricant 7F). One-pound cans of this grease may be obtained from either a Navion dealer or the propeller manufacturer. Check lubricant level by turning propeller so that the liS-inch filler plug is on the bottom. While the propeller is in this position, re- move No.1 high-pitch stop bolt (stamped "HI"). Then remove the filler plug, and apply the approved lubri- cant through filler until grease comes out the high- pitch stop bolt hole. This method completely fills the propeller hub and avoids creating air pockets. (See figure 5.) For the first few hours of engine run-up or flight, white or gray streaks may appear on the propel- ler blade shanks.. This condition does not indicate grease leekage, but is caused by assembly lubricant which is applied to the blade ferrules. Wipe grease streaks from blade with a soft, clean cloth. JE~~ Do not service propeller with a substitute grease, qs serious damage may occur to the oil seals or bearings. Hartzell Propeller Lubrication-Every 50 hours any of the following lubricants are recommended in the order of listing: 1. Stroma HT-I (Z-SOI Grease) Union Oil Company of California 2. Lubripate 630 AA Fiske Brothers, Toledo, Ohio 3. Stroma LT-I (Z-SI5 Grease) Union Oil Company of California 4. Lubripate 707 Fiske Brothers, Toledo, Ohio 5.Mobilgrease Aero. La-HI PD-535-5 Socony Vacuum Oil Company E=J "- Do not service propeller with a substitute grease. Make sure propeller is not over-lubricated. \...J - I Y - ' / - I . .. Ii " " LUBRICATION Figure 5 - LUBRICATION CHART 7 CLEANING GENERAL Keep the airplane clean and waxed, to heIp prevent corrosion. A clean airplane also offers less air resis~ tance with a resultant increase in range and speed. Make sure the correct cleaners are used for the type of cleaning to be accomplished. Walk only in desig- nated areas (shown in figure 7C.) CLEANINGANDMAINTAINING EXTERI ORSURFACESOF AI RPLANE Close cowling and canopy securely. Apply a mild auto cleaner and water solution (such a cleaner should be either a neutral detergent of the soapless type con- :aining no alkali or other material which would corrode ~luminum; or an alkaline silicate type obtainable from nanufacturers of industrial aluminum cleaners) to all ,urfaces, rubbing lightly with a sponge. Rinse sur- aces with clean, fresh water, drying with a 50ft, damp aot wet) chamois. Inspect surfaces for oil stains, bug pots, etc., which do not respond to the cleaning 50- ltion, and remove them with a dry-cleaning solvent : kerosene. Whenever unpainted surfaces become dull, righten with a good grade of polish. Wax fuselage ld wing surfaces, using a self-polishing liquid wax. ~tween wash jobs, dust may be removed from the sur- ces of the airplane by wiping lightly with a clean, ft cloth. Do not rub dusty surfaces. EANINGWINDSHIELD D CABINWINDOWS Flush plexiglas with clear water, using bare hand lcly to feel and dislodge any din, salt, or mud. Wash surface with an aluminum cleaning solution. ,fer to CLEANING AND MAINTAINING EXTERIOR ~F ACES OF AIRPLANE.) Make sure the water is : of din or other'possible abrasives. A soft cloth, nge, or chamois may be used in washing, but !lId only be used as a means of carrying water so- )n to the plastic. Dry the surface, preferably with ean, damp chamois. However, a soft, clean cloth h as cotton flannelette) or 50ft tissues may be I, if care is taken not to continue rubbing the :ic after it is dry. emove oil and grease by rubbing lightly with a wet with kerosene. e~Do not use the following materials on the windows: acetone, benzene, carbon tetrachloride, fire extin- guisher fluids, gasoline, lacquer thinners, or window cleaning sprays. They may soften the plastic and cause crazing. 4. Do not rub the plastic with a dry cloth, as this is not only likely to cause scratches, but it also builds up an electrostatic charge which attracts dust pani- cles to the surface. If the surface does become charged, patting or gently blotting with a clean, damp chamois will remove this .charge as well as the dust. 5. If, after removing dirt and grease, the plastic sur- face is marred by scratches, apply a suitable scratch- removing compound (Parko or equivalent) by hand, using a soft, clean cloth to remove the polish. Several applications may be necessary to restore suitable clarity to the scratched area. G?3 Do not attempt hand polishing until the surface is clean. The grit and sand may cause more serious damage than the original scratches. 6. After windshield and cabin windows are dry and free of din, wax them with a good grade of commercial wax to help prevent fwther scratching. Apply the wax in a thin, even coat and bring to a high polish with a clean, 50ft, dry cloth. CLEANINGANDMAINTAINING PAI NTEDSURFACES The painted surfaces of the airplane are of a lacquer finish, and can be readily sanded and respotted when- ever necessary. Allpainted surfaces should be clean- ed. with a mild auto cleaner and water solution, flushed with clean water, and then dried. Spots can be re- moved with a dry-cleaning solvent or kerosene. Keep a wax finish over the paint for best results. "-- CLEANI NG CHROME-PLATED PARTS '---" Chrome-plated parts should be kept polished and wax- ed. Should any blemishes appear, the part's appear- ance can be improved by cleaning the affected spots with ordinary household scouring powder. After scour- ing surface, apply wax coating. CLEANINGENGINESECTION The engine section should be cleaned regularly to re- move any collections of dirt and oil. The section is entirely accessible through the hinged cowling, and by removing the door in the lower surface of the fuse- lage under the engine. Remove dirt and oil with a dry- cleaning solvent or keros.ene. Especially make sure that the engine cooling fins are clean, as dirty cooling fins can cause overheating of the engine. CLEANI NG PROPELLER --' / All external metal parts of the propeller should be kept polished and waxed; remove any blemishes by using a scouring powder of a type that would be used to clean porcelain. The blade surfaces of the propeller are provided with a protective covering of plastic, and should be cleaned with a soap and water solution, and then flushed with clean water. Inspect blade surfaces for nicks or scratches, and repair surface if damaged. Keep the blade surfaces smooth. (A plastic repair kit for the Aeromatic propeller is obtainable from either a N avion distributor or the propeller manufacturer.) After making sure the blade surfaces are free- from dirt, nicks, etc., apply a thin coat of self-polishing liquid wax. CLEANINGTIRES . U sing a brush or cloth saturated in a soft soap and water solution, wipe surfaces clean; then rinse sur- faces clean; then rinse surfaces thoroughly with tap water. After surface is thoroughly dry, apply a brush coat of thiokol tire paint, or rub s.urfaces with glycer- ine until a uniform appearance is obtained. H( -..1 CLEANING CLEANI HG LANDI NG GEAR AND HYDRAULIC ACTUATING CYLI NDERS Keep the landing gears and hydraulic actuating cylin- ders clean, and well lubricated. Especially check the piston surfaces, as dirt and grit can cause leaks by cutting the strut seals. Remove dirt and oil with kero- sene. CLEANING AND CARE OF UPHOLSTERY The upholstery is flame-resistant treated. The front and rear seats are designed so the upholstery can be removed and sent to be dry-cleaned; the cabin side panels are also removable for cleaning. Fabric Upholstery and Carpetin~- The fabric uphol- s~ery and all carpeting should be frequently cleaned with a whisk broom, clothes brush, or vacuum cleaner. Remove grease and oil stains by rubbing with a clean cloth wet with dry-cleaning solvent. Rubbing should be done with a circular motion starting outside the spot to be cleaned, and working toward the spot. A clean portion of the cloth should be used after every few strokes. Use the dry-cleaning solvent sparingly. Never pour the cleaning solvent on the spot to be cleaned. Do not use soap and water on fabric uphol- stery, as its flame-resisting qualities will be removed; dry-cleaning solvent does not affect the flame-resist- ance. Artificial Leather (Vinyl-type) Upholstery-The vinyl- type artificial leather upholstery can be cleaned with soap and water, or dry-cleaning solvent. To remove film and grime, and to restore original luster, rub the surface of the upholstery briskly with a cloth slightly dampened with clean water and castile, or other soft soap. Next apply a cloth which has been moistened in clean water only, and finish be rubbing material dry with a clean, soft cloth. The friction produced by the dry cloth used in the last operation will restore the surface to its original brilliancy. A thin coat of self- polishiQg wax may be applied if desired. " "--" 9 GROUND HANDLING GENERAL Entrance to the cabin of the Navion is gained from the left side of the fuselage, just forward of the wing, by using the step provided.(See figure7C). Walkway areas and handling points are also indicated in figure 7C. All access and inspection provisions are illustrated in figure 6. HOISTINGAIRPLANE A special hoisting sling is available for hoisting the complete airplane or the fuselage, with or without the empennage. One of three rings on the sling is pro- vided for each hoisting condition to ensure proper bal- ance. For each condition, the landing gear should be retracted; otherwise, ballast weight will be required. Figure 7C shows use of sling for hoisting fuselage from wing. Complete instructions for use of sling are on sling spreader bar. HOISTING ENGINE The installation and removal procedures necessary prior to hoisting engine (such as removing hinged doors and disconnecting fuel lines, oil lines, etc.) and en- gine hoisting details are described in INSTALLING AND REMOVING ENGINE, page 52. The engine is hoisted by connecting a chain hoist hook to hoisting lug on the engine. (See HOISTING ENGINE on figure 7C.) JACKING General- There are four jacking points: a combination jacking and mooring fitting in each wing, just forward of the main landing gear; and one on each main land- ing gear strut. J ackin& Complete Airplane-P lace a stand under the tail skid; make sure the tail skid is positioned proper- ly. (See JACKING COMPLETE AIRPLANE on figure 7C.) Then place a jack stand, similar to the one shown in figure 7C, at each wing jacking point. ] ack the airplane evenly, until each wheel is approximately 2 inches off the ground. IGaBefore jacking, make sure jack is solidly engaged with wing fitting. Jacking Main Landing Wheels-Raise the wheel off the 10 ' / ground (as shown in JACKING MAIN LANDING WHEEL on figure 7C), using the combination uplock roller and intregral jack fitting on the main landing gear strut. MOORING A removable, combination jacking and mooring fitting is provided just forward of each main landing gear. The suggested method of mooring airplane is shown in figure 7A. PUSHI NG A I RPLANE The Navion is easily maneuvered and pushed, by one man, if the nose wheel is off the ground. The best position for pushing the airplane is to stand behind it and place one foot on the tail skid and push down till it is possible to grasp the leading edge of the horizontal ;tabilizer. The airplane may then be maneu- vered as desired. When moving the airplane in a con- gested area, always station a man on each wing tip to make sure the tips clear all obstructions. ' / - E£~~ ,- Do not push, pull, or lift airplane by aileron, eleva- tors, or propeller. '~ LEVELING Leveling Airplane Laterally (Airplane on Jacks)- (See figure 7B.) Open canopy and lay a straight bar across the upper fuselage longerons, at the junction of the windshield and canopy tracks. Place a leveling protractor on top portion of bar, and lower or raise one wing as required. 'I ~ Leveling Airplane Longitudinally-(See figure 7B.) Level airplane longitudinally by placing a straight bar on the leveling lugs on the right side of the fuse- lage. Then place a leveling protractor on bar, and raise or lower tail of airplane as required. DATUM POI NT The horizontal datum point is fuselage station O. As station 0 is forward of the airplane, a reference jig point is established at the centerline of the forward- most bolt in the lower wing attaching angle (fuselage station 93~D. (See REFERENCE JIG POINT on figure 7B.) '---' TAIL SKID, RUDDER HORN, a TAIL LIGHT VERTICAL STABILIZER MOUNTING BOLTS ELEVATOR HORN, BUNGEE a PULLEY BRACKETS AILERON BELLCRANK FLARE INSTALLATION LOWER SECTION OF ENGINE -OIL DRAIN LANDING GEAR RETRACTING MECHANISM PITOT HEAD-AILERON BELLI UPLACEABL(,,: TIPS VERTICAL STABILIZER MOUNTING BOLTS CONTROL CABLE PULLEYS-TRIM TAB MECHANISM ELECTRIC Fl PUMP ACCt CABIN ACCESS FUEL STRAINER GUARD PLATE ENGINE COMPARTMENT ACCESS REPLACEABLE TIP CARBURETOR AIR FILTER 145-00-4111 A Fiiure 6 - ACCESS AND INSPECTION PROVISIONS GROUND HANDLING '45.00- 4404 ' / - ... ..,.,.".,.,. USE OF TIE-DOWN POINTS: THE MOORING PLAN SHOWN PROVIDES FOR MOST ADVERSE WEATHER CONDITIONS; NOR- MAL WEATHER CONDITIONS MAY REQUIRE THE USE OF WING TIE-DOWN FITTINGS ONLY. L SURFACE CONTROLS: TO PREVENT FLUTTERING OF SURFACE CONTROLS DURING ADVERSE WEATHER CONDITIONS, SECURE RUDDER,ELEVATOR.& AILERONS WITH FELT-PADDED CLAMPS. Figure 7A - MOORING AIRPLANE ' / - "It 1- . ,. BOLT ~- j , ' , < LEVELING LUGS ' / , ~ BAR AND LEVEL POSITIONED FOR LONGITUDINAL LEVELING ~ '45-00-441A Figure 7B - LEVELIl'iG AIRPLANE 12 ' / ~ -} -8 -I -t --/ . ,t:CK~~'!S!' -1 . ~/L ~-! ~-------- u- -~--~ JACKING MAIN LANDING GEAR AUTOMOBILE- TYPE Figure 7C - GROUND HANDLING .. . ---. . GROUND HANDLING rAIL STANO REQUIREMENTS: SHOULD SUPPORT APPROXIMATELY 200 POUNDS; THE LEGS MUST BE FAR ENOUGH APART TO PRQVIDE A STEADY SUPPORT. JACK STANDS REQUIREMENTS: SHOULD HAVE LIFTING CAPACITY OF 1500 POUNDS, EXTEND 15 INCHES FROM A MINIMUM HEIGHT OF 27 INCHES, AND HAVE A MECHANICAL LOCK. WAYS WALK -ONLY ON FORWARD AND CENTRAL AREAS OF WING INBOARD OF MAIN LANDING GEARS. ABRASIVE CLOTH CEMENTED TO LEFT WING SURFACE NEXT TO FUSELAGE FOR SAFETY. \{ WARNING BELLY BAND MUST BE PLACED EXACTLY ON FUSELAGE FRAME (APPROX STA 1801. NDUNG POINTS USE WING TIPS AND STEP AS SUPPLEMENTARY HANDLING POINTS. DO NOT PUSH, PULL, OR LIFT AIRPLANE BY PROPELLER, FLAPS. AILERONS, OR EMPENNAGE. "'-00-4>'. 13 GROU~~D OPERATIt-~G INSTRUCTIONS GENERAL The following instructions are applicable to normal starting, warm-up, taxiing, and stopping procedures, and are primarily intended for use of the ground crew. Prior to the first run-up of the day, make a thorough preflight inspection. Controls are shown on figure B. PRIOR TO STARTING ENGINE 1. Examine cabin & baggage compartment for loose, objects. 2. Set brakes. 3. Fasten seat belt. 4. Adjust seat so that rudder pedals can be reached through full travel. 5. Set clock and altimeter. 6. Check flight controls for free and proper movement. Observe corresponding movement of control surfaces. NOTE It may be noiiced, while checking aileron movement, that the control wheel returns to neutral when re- leased. This condition is normal and is caused by the spring connection between aileron and rudder sys- tems. Rudder action is more easily checked while taxiing, because linkage (between rudder pedals and nose wh,eel) for ground steering prevents free move- ment of the pedals when the airplane is not in motion. 7. Check ignition and radio switches off; then turn generator and battery switches on. B. Check that landing gear control handle is down and mOakesure the green landing gear position lights are illuminated. STARTINGENGINE E11 When wind conditions are strong or gusty, always head airplane into wind before engine starting or warm-up. A quartering tail wind is particularly haz- ardous, because it may lift one wing and gear enough to damage propeller. 1. Push carburetor heat control in (off). 2. Push mixture control in (full rich). III- " / 3. Push propeller control in to increase rpm (low pitch). 4. Crack throttle approximately ~ inch open. . 5. Check fuel level on gage. Check fuel shut-off control on. 6. Pre ss foot starter. Turn electric fuel pump on. Allow engine to turn over 3 or 4 revolutions and then turn ignition switch to "BOTH". If engine fails to start, repeat the foregoingwith.the mixture control in idle cut-off position. When engine starts, return mix- ture control to the rich position. NOTES *In extremely cold weather, the foregoing procedure can be supplemented by priming the engine 4 or more strokes before starting. * The electric fuel pump should not be left on more than 5 seconds without pulling mixture control in to idle cut-off position until engine starts, after which mixture control should be returned to the rich position. "--/'- * Always release foot control as soon as the engirte catches. If engine dies after initial start, do not re- engage starter until propeller stops rotating. j- 7. Leave electric fuel pump on until engine is running smoothly. B. Check oil pressure. If not up to 10 psi within 30 seconds, stop engine and investigate. 9. After running at BOO rpm for at least one minute gradually increase throttle to obtain 1200 rpm for en- gIne warm-up. 10. Maintain an engine speed of 1200 rpm until oil temperature reaches a minimum of 1050 F. Some of the warm-up time may be used in taxiing to take-off point. ,I ;g- NOTE Do not run engine at high rpm any longer than neces- sary to reach minimum warm-up temperature. DIFFICULT STARTS Flooded Engine-If the engine is flooded during an attempt to start, tUrn ignition switch off, pull mixture control to idle cut-off, and push throttle full open. Crank engine with starter until it is believed to be clear. Make subsequent start as follows: 1. Crack throttle approximately ~4 inch open. " ' j GROUND OPERATING INSTRUCTIONS ~ - " / 3 4 5 6 7 29 28 27 26 25 24 23 22 21 20 19 18 17 16 r " I GEAR INDICATOR LIGHTS CONTROL 2 GEAR POSITION INDICATORS 3 HYD. POWER INDICATOR LIGHT 4 RADIO 5 MAGNETIC COMPASS 6 WINDSHIELD DEFOGGING OUTLET 7 GLOVE COMPARTMENT 8 CIGARETTE LIGHTER 9 HEAT CONTROL 10 CABIN AIR CONTROL II MIXTURE CONTROL 12 PROPELLER CONTROL /3 ELECTRIC FUEL PUMP 14 THROTTLE 15 ELEVATOR TRIM INDICATOR 16 BRAKE CONTROL 17 CARBURETOR HEAT CONTROL 18 ELEVATOR TRIM CONTROL 19 HYDRAULIC HAND PUMP 20 FLAP CONTROL 21 LANDING GEAR EMERGENCYCONTROL 22 LANDING GEAR CONTROL 23 LANDING LIGHT SWITCH 24 HYDRAULIC POWER CONTROL 25 IGNITION SWITCH 26 BATTERY a GENERATOR SWITCHES 27 PANEL LIGHT SWITCH 28 POSITION LIGHT SWITCH 29 HYD. FLUID EMERG. SHUT-OFF CONTROL 30 FUEL PRIMER 31 RADIO JACKS .. -I '-- Figure 8 - CONTROLS 15 GROUNDOPERATINGINSTRUCTIONS 2. Push mixture control in (full rich). 3. Press foot starter, turn ignition switch to both. 4. Turn on electric fuel pump until engine runs smoothly. Cold Weather starting (Hartzell Propeller)-When op- erating under conditions of extreme cold (32°F or be- low), it is advisable to start and stop engine with propeller in high pitch (control full out). If propeller is left in low pitch under such conditions, oil in the propeller actuating cylinder may congeal before the next engine start, making it difficult for the propeller to change pitch. After starting in high pitch, wait until oil pressure reaches 40-50 psi and oil tempera- ture indicates a definite rise before moving control to low pitch position. TAXIING 1. Make sure wing flaps are up and hydraulic power is on. 2. Release parking brakes and depress either right or left rudder pedal to turn in the desired direction. With full rudder deflection, the Navion will pivot on a point about halfway inboard of the wing tip. . 3. The nose wheel is inherently stable and will main- tain a straight course (except as affected by torque) when the rudder pedals are in a neutral position. 4. To slow down or stop, retard. throttle and apply brakes as necessary. ENGI Nf WARM-UPAND GROUNDTEST 1. Maintain an engine speed of 1200 rpm until oil tem- perature reaches a minimum of 105°F; then advance throttle to 1700 rpm (Hartzell propeller control in full increase rpm). 2. Check instruments for desired readings as shown by Instrument Dial Markings. Check ammeter for read- ing between 2 (minimum) and 23 (maximum) amps. NOTE Under certain operating conditions (when outside air temperatures are low, or heavier oil is used), the oil pressure may exceed the specified desired operating . range without damage to the engine. " " 3. Check each "magneto for drop-off (75 rpm maximum). 4. Check operation of carburetor heat system, by pull- ing control full out and noting drop in engine rpm with heat on, then push control in (off position). 5. Hartzell: Pull propeller control and note drop in rpm. Push propeller control to full increase rpm. Aeromatic: Push control full in. 6. With full throttle (10-20 seconds maximum) check engine rpm. Hartzell: (control at full increase rpm) 2200-2300. Aeromatic: 2450-2550. '-J 7. Retard throttle to approximately 1200 rpm. 8. Check hydraulic system by operating wing flaps through one complete cycle. TAXIING 1. Make sure wing flaps are up. 2. Remove wheel chocks, and release brakes; depress either right or "left rudder pedal to turn in the desired direction. 3. With full rudder deflection; the Navion will pivot on a point about halfway inboard of the wing tip. 4. The nose wheel is inherently stable, and will main- tain a straight course (except as affected by torque) when the rudder pedals are in a neutral position. 5. To slow down or stop, retard throttle and apply brakes as necessary. \ / - STOPP I NG ENG I NE 1. Set brake. 2. Cool engine before shut-down, by idling at 700 to 900 rpm for 2 to 3 minutes. 3. To stop engine, pull mixture control to full out (idle cut-off). Leave mixture control in idle cut-off position until engine is again started. 4. When propeller stops spinning, turn off ignition, generator, and battery switches. BEFORELEAVINGAIRPLANE I 1. Make sure all switches are off. 2. After leaving cabin, close and lock canopy. 3. Chock wheels. (If brakes are hot, release handle after chocking wheels.) 4. Install cover on pitot tube head. 5. Moor airplane if necessary. Il.~ ' 16 " / STORAGE INSTRUCTIONS GENERAL It is always a good policy to store aircraft in a dry hangar, particularly in areas where salt air or dust is present, or where the air is highly humid. Such condi- tions are highly conducive to corrosion of aluminum alloy materials. Under normal conditions, aluminum alloy materials are highly resistant to corrosion and will last indefinitely if kept clean. Should it become absolutely necessary to store the airplane outside, consult your Navion dealer on products available for protecting the aircraft against corrosion. EXTENDEDSTORAGEOF A I RPLANE I N HANGAR - "-./ (Airplane not to be flown for 31 days or longer.) The Navion can be stored indefinitely in a dry hangar if the engine, battery, and tires are adequately pro- tected, and if outer surface of aircraft is cleaned and waxed occasionally. The storage treatment is as fol- lows; 1. Preserve engine and propeller. (Refer to EXTEND- ED STORAGE OF ENGINE and EXTENDED STOR- AGE OF PRO PEL L E R, pages 18 and 20 respec- tively.) n 2. Remove battery, and store in as cool (not freezing) a place a~ possible. Recharge once each month in temperatures below 80°F, and every 2 weeks in tem- temperatures above 80°F. 3. Jack airplane to relieve pressure from tires if air- plane is to be stored for several months. (Refer to JACKING, page 10.) If airplane is not jacked, rotate wheels at least once every 30 da}'.s to change support- ing points. 4. Clean any oil or grease from tires, and coat with tire preservative. (Refer to CLEANING TIRES, page 9.) Covers should be used to prevent grease and oil from contacting tires during storage. 5. Clean and wax airplane. (Refer to CLEANING AND MAINTAINING EXTERIOR OF AIRPLANE, page 8.) - '-- 6.Touch up any scratched or worn paint, especially around wheels, struts, and wheel wells. 7. Remove dust collections as frequently as possible during storage, and clean and wax as required. 8. At least once a month, inspect for corrosion. The first sign of corrosion on unpaInted surfaces is in the I. fonn of whitish deposits or spots. Corrosion under painted surfaces is generally characterized by a scaly or blistered appearance, or sometimes by a discolora- tion of the paint. TREATMENTOF ENGINEFORSTORAGE To guard against engine corrosion, it is advisable to take certain precautions whenever engine is to remain idle for more than a day. This applies regardless of climatic conditions, and whether or not engine is sheltered from weather. Except when engine is to re- main idle for more than 30 days, the work necessary to protect the engine is negligible, compared with the positive assurance it offers against corrosion. These instructions are applicable whether the engine is to remain in the airplane, or be removed. For instructions on preparing carburetor for use after storage, refer to PREPARING CARBURETOR FOR USE, page 56. E.=:J The corrosion-preventive mixture used to preserve en- gines is harmful to paint, and if sprayed or spilled on painted surfaces, should be wiped off immediately with a cloth. MATERIALSREQUIREDTO PREPARE ENGI NE FORSTORAGE MATE- RIAL DESCRIPTION OR USE Corrosion- preventive Compound Use undiluted on ex- ternal unpainted parts only, of en- gine and propeller. Unleaded gasoline. Fuel Dry-clean- ing Solvent Engine Oil Use to service engine. Engine Oil Use to flush carbu- retor only. regard- less of temperature. Corrosion- preventive Mixture Use to spray en- gine interior. SPECIFICA- TION AN-C-52, Type I AN-F-24 P-S-661 . AN-VV-O-446, Grade1065 (SAE 30) AN-VV-C-576, Type 2.. 17 STORAGEINSTRUCTIONS .Use grade normally used to service engine according to prevailing temp~'rature. (Refer to OIL SPECIFICA- TIONS, page 3 ..If AN-VV-C-576, Type 2, is not available, it can be made by mixing 25 per cent by volume of AN-VV-C- 576, Type 1, with 75 per cent by volume of engine oil. SHORTSTORAGEOF ENGINE (Engine not to be operated from 1 to 7 days) 1. Every other day, warm up engine until desired oil temperature (HOOF to 175°F) is reached. NOTE Do not exceed desired oil temperature. 2. On in'tervening alternate days, rotate propeller at least four revolutions by hand. TEMPORARYSTORAGEOF ENGI NE (Engine not to be operated for B to 30 days) G~JThe temporary storage period should not be extended or repeated. If the engine has been temporarily stored for 30 days and will be stored for a longer period, the. engine should be considered to be in extended stor- age status, and the treatment directed in the follow- ing paragraph, EXTENDED STORAGE OF ENGINE, must be accomplished. 1. Disconnect the left hot air inlet duct from carbure- tor air mixing chamber. 2. P lace hot air control in full out position. 3. Start engine, and run it until normal operating tem- peratures are obtained. 4. Operate engine at maximum idling speed and intro- duce approximately one quart of corrosion-preventive mixture into the induction system. This is accom- plished by discharging the vaporized'mixture into the mixing chamber as close as possible to the carburetor throttle valve. 5. Reconnect the left hot air inlet duct to air mixing chamber. 18 - ~,---~ - ---- EXTENDEDSTORAGEOF ENGI NE (Engine not to be operated for 31 days or longer) 1. Drain engine oil system. 2. P lace a minimum of 6 quarts of corrosion-preven- tive mixture in sump. 3. Disconnect left hot air inlet duct at carburetor air mixing chamber. 4. P lace hot air control'in full out position. 5. Run engine on unleaded gasoline for approximately ~ hour at 1000 rpm. 6. ] ust before completing the ~-hour running period, spray one quart of corrosion-preventive mixture into the induction system. Discharge the v~porized mix- ture as close as possible to the carburetor throttle valve, with engine operating at maximum idling speed. 7. As soon as practical after completing the ~-hour running period, remove spark plugs to allow vapors to escape. 8. Drain corrosion-preventive oil screen, located on rear of side. ' ' / mixture, and remove engine at right- hand 9. If airplane is to be stored inside hangar, drain fuel from tanks. Do not remove fuel filler cap. 10. Prepare carburetor for storage. (Refer to EXTEND- ED STORAGE OF CARBURETOR, page 19.) 11. Lightly coat the magneto earn, springs, and all steel parts of the breaker mechanism with engine oil. "--/ - E1Use extreme care so that no oil reaches the breaker points. .. 12. Seal all external openings of the magneto with tape. 13. Spray the accessory drive gear section with cor- rosion-preventive mixture while the propeller is being turned. Insert spray nozzle into oil filler neck open- ing, and spray for at least 12 seconds to assure thor- ough coverage. 14. Dip carburetor air filter, oil sump plug, oil screen, and oil filler cap in corrosion-preventive mixture, and reinstall. ~ ~ 15. Spray cylinders with corrosion-preventive mixture through the top spark plug holes. Place 'each piston on the bottom of the suction stroke before operating sprayer. Be sure that spray reaches all parts of cy- linder and top of piston. Rotate crankshaft at least two revolutions (stop Aeromatic propeller with filler cap upright); then respray the cylinder space above each piston. After this treatment, do not rotate pro- peller. , / ----- ~ MATE- DESCRIPTION OR SPECIFICA- RIAL USE TION Tape Moisture-re sistant AN-T-12 noncorrosive. Paper Greaseproof, non- AN-P-12, corrosive. Grade A \..J 16. Placard propeller, "DO NOT ROTATE PROPEL- LER." 17. Spray all spark plugs with corrosion-preventive mixture, and reinstall. 18. Apply corrosion-preventive compound on all ex- ternal; unpainted steel parts, and cover or wrap with greaseproof paper, secured with tape. 19. If the propeller is to be removed and stored sep- arately, coat exterior of shaft with corrosion-preven- tive compound. Cover threads of the propeller shaft with a thread protector, wrap the shaft with a grease- proof wrapper, cover with oilcloth, and tape securely. 2 O. If airplane is stored oUtside, disconnect hot air inlets at mixing chamber. Then cover the carburetor air scoop, exhaust pipe outlets, and hot air inlets at mixing chamber with a suitably anchored double thick- ness of oilcloth. PREPARATION OF ENGINE FOR SERVICE AFTER SHORTSTORAGE Engines in short storage require no preparation for servIce. PREPARATIONOF ENGINEFORSERVICE AFTERTEMPORARY STORAGE --~ 1. Turn propeller slowly by hand at least four or five revolutions to determine that cylinders are free of any accumulations of water, oil, or fuel, and that the valves operate freely. If any valves are found to be sticking, lubricate the stems with a mixture of gaso- line and lubricating oil. Make sure that all valves are free before the engine is placed in service. 2. Clean spatle-plugs. -~ - 3. Run up engine. PREPARATIONOFENGINEFORSERVICE AFTEREXTENDEDSTORAGE -i 1. Remove all plugs and covers from openings, and wipe corrosion-preventive mixture from external steel parts with a rag. 2. Wipe breaker mechanism of magnetos; then lubri- cate. 3. Remove oil sump and oil cooler drain plugs. Drain oil and replace plugs. 4. Remove oil screen, and clean thoroughly in gaso- line. '--' 5. Slowly rotate crankshaft four or five revolutions by hand, and check for proper operation of the valve mechanism before installing the spark plugs. Make sure that excessive corrosion-preventive mixture is not present in the cylinders. Remove any excess mix- ture with a hand-pump, or by draining. STORAGE INSTRUCTIONS 6. If any valves are found to be sticking, lubricate the stems with a mixture of oil and gasoline. Make sure that all valves are free before the engine is placed in service. 7. Check spark plug adjustment, and install spark plugs. 8. Prepare carburetor for use. (Refer to page 56.) 9. Prepare engine for initial run-up. (Refer to page 54.) EXTENDEDSTORAGEOF CARBURETOR See figure 37 to identify parts referred to in the fol- lowing text. 1. Remove filler plug located below, and to the left of, the main metering jet plug. 2. Remove the I/8-inch pipe plug at bottom of regula- tor cover. 3. Remove fuel strainer assembly. 4. Allow fuel in carburetor to drain thoroughly. 5. After carburetor has drained, replace plugs and a fuel strainer. 6. Remove the I/8-inch pipe plug from end of manual mixture control assembly, and allow any moisture present to drain. Replace plug immediately. 7. P lace mixture control lever in full rich position, and throt'tle lever in full open position. 8. Connect an oil supply line to the carburetor fuel inlet, and inject engine oil (Specification No. AN-VV- 0-446, Grade 1065 (SAE 30)), into the carburetor at 5 psi pressure. Continue to inject oil until a flow of oil from the discharge nozzle is noted, This flow need not be excessive. ~The oil used to flush carburetor must not be allowed to enter the air section of the regulator. 9 . Disconnect oil supply line, and plug fuel inlet opening with suitable plug, allowing oil to remain in carburetor. EXTENDEDSTORAGEOF ELECTRIC FUEL PUMP 1. Disconnect inlet fuel line at pump. 2. Inject a small amount of engine oil (Spec. No. AN- VV-0-446, Grade 1065, (SAE 30) ), into pump. 3. Reinstall fuel inlet line. EXTENDEDSTORAGEOF PROPELLER (31 day s or longer) Under normal conditions, neither the Aeromatic nor 19 STORAGEINSTRUCTIONS Hartzell propeller requires special treatment when storage is not to exceed 30 da} s. If propeller is re- moved and the airplane is stored outside, the exterior of the propeller shaft should be coated with exterior surface corrosion-preventive compound (Specification No. AN-C-52, Type I). The threads of the propeller shaft should be covered with a thread protector, and the shaft wrapped with a greaseproof wrapper, covered with oilcloth, and securely taped. The following pro- cedure applies to both propellers, except as noted. 1. Before storing the Aeromatic propeller, place the hub with the oil filler plug upright, and fill the hub completely with oil. (Use special oil, listed in PRO- PELLER LUBRICATION, page 6.) Replace plug se- curely. A eromatic propellers should be rotated twice each NOTE " .~ ..,~""", .0 20 month to slush internal parts with oil. This does not apply if propeller is installed on engine that has been treated for storage. \..J 2. Protect all external metal surfaces of propeller with a coating of corrosion-preventive compound(Spec- ification No. AN-C-52, Type I). The Hartzell propeller blades should be placed in high-pitch position before the coating is applied. NOTE Do not coat the propeller blades with corrosion-pre- ventive compounds. 3. Propeller blades should be inspected for breaks in the plastic covering, and necessary repairs made. If plastic covering is intact, exposure to weather will have no adverse effect on the blades. \..J-- ~ ( at,." '- ' ' -"'">.._- ~ \J "--./ - ~- . .. 1"1 --" -."f L- FUSELAGE GENERAL The fuselage is a semi-monocoque structure consist- ing of the main section and a nose section. The main section includes firewall, windshield, sliding canopy, space for cabin, cabin floor covers, cabin side panels, tail section, and nose wheel bay. The nose section comprises the engine mount assembly, hinged engine cowl, and fixed nose cowl. For structural details, refer to AIRPLANE STRUCTURE, page 105. Installing and Removing Fuselage-See figure 9. WINDSHIELD The windshield consists of a formed alclad frame riveted to the fuselage structure, and two formed plas- tic panels which are held in the frame by rubber extru- sions. Installing and Removing Windshield Panel-See fig- ure 10. -~ ~ SLID I NGCANOPY The cabin sliding canopy consists of a formed alumi- num sheet with plastic windows on each side and in the aft end. The windows are held in place by rubber extrusions~ The canopy is mounted on rollers, and has a cylinder-type lock for use while airplane is on ground. A cable, running from the locking handle down the left side to a pin assembly, makes it possible to lock the canopy in several open positions. An opening mechanism makes it possible for the pilot to open the canopy to obtain clear vision during flight. (See figure llA.) The inside of the canopy is covered with uphol- stery, held in place with spring wires along the top, and cemented on the sides. ~~. . z . Installing and Removing Sliding Canopy-See figure 11. CABI N FLOORCOVERSAND S I DE PANELS The cabin floor and scuff boards are covered with carpeting, which is secured with snap-down fasteners. The side panels, which are secured to the airplane with snaps, are covered with flame resistant bark- weave and broadcloth with a nogahyde trim. ENGINE MOUNTASSEMBLY The engine mount assembly is semimonocoque in con- struction, and is attached to the fuselage main sec- tion, at the firewall, by four torqued bolts. The as- sembly consists of engine mount structure, which sup- ports the engine; an intake duct, which supplies air to the carburetor and oil cooler; and an outer skin which acts as lower cowling for the engine. An access cover in the bottom affords access to the bottom of the en- gine for draining oil. Installing and Removing Engine Mount Assembly- The parts necessary to attach or detach the engine mount assembly are shown in figure 12. ENG I NE COWLI NG The engine cowling consists of a left and right hinged cowl that covers the top of the engine, and a nose cowl which is bolted to the engine mount assembly. A grill is fitted into the air intake cutout of the nose cowl. Installing and Removing Engine Cowling-The parts necessary to attach or detach the engine cowling are shown in figure 12. 21 -~- ~ -1(, " ,:\ , ,I ::\1\. , t. FUSELAGE ~ , ,- ~ Of' 10 Con nect fuel vent and airspeed lines. f. .k. 7 Connect fuel-ond vapor return lines in nos; wheel well. ~" ' '.~ . 8 Connect landing gear, flap, and brake hydraulic lines. 6 Connect .aileron cables in cockpit. " .! # \ l 5 ",I. ". ~ .. ,I,' "'---"- ,~.!, ,~" fI "!t!~ 4 Connect rudder cobles Iotoarms in nose wheel ':ell. "'i'~; 1 lower fuselage (wi~H enclosure, seats;fl09r housi~~~, and side panels r~moved) in~to,place on wing. I'., . ~I -', , , "", ,. <> \ C "'to> 3, Connect elevator cibles to control column arm in nose wheel well. (Pulley must be removed, then reinstalled after routing elevator cable arou\'d it.)- ~ ,,';I "'f~9 Pull bundle, of wires from wing forward and out- bochd of nose gear beam, and connect to bundle from fuselage. (Accessis through left gill fuselage ,. access door.) .~ ,~ ,~ :~ '~ I1%..1/1.'1.";' ,~ "-",',, !i" . ",-" '~, .'~ I .: 'i;'"J ~ .- ". ,... Ii ,."",,' r -. " J 14 Install floor housings, side panels, seats,and en- , :~ "clos.ure. 2180~-8-7 . . 4J3 Installwing fillets. , .~ ". 31-.8.8 ' '" I i: \~ '.', .,' ~I, Figure 9' - ",FUSELAGE INSTALLATION ...--. J...... 22 ""~'~" .~c- i:i..I:.Jt' -- ~._- ..",. ---~. .- --,' , FUSELAGE" /", - ..,..-i-- \ "'-./ :; ~. 1 See th'6t rubber extrusion isfirmly cemented to window fro me. 2 Force glass into extrusion, starting at the bottarn' and warking up e.ach side. Spread extrusian oJt- ward along top edge s-o-gffisswill fifintb place. . I ~I .~ ,f: 1 t .f~1f' I "-' 3 Spread extrusion locking channel and install lock- ing strip with special tool. , ., 4 Check to see thati~cking strip is snugly in pl~ce. -' / ., "" ~".'"3I""S8 ., ". ...'~ ,i>,y # 71/' 1 ~ I ~ i ~;. Fi&ine 10.,.;. INSTALLING AND REMOVING WINDOW PANELS -1. j '\ " ~ j'" , i' $.. "' " Figure ".~ ,!#jj};" 23 ". ~. FUSELAGE )' COCKPIT ------ Figure llA - CANOPY OPENING MECHANfSM " AN3-3A BOLT AN365-1032 NUT AN3-4A BOLT AN 365-1032 NUT (2 REO) (2 REO) ENGINE COWLING (HINGED) AN3-3A BOLt AN 365-1032 NUT AN3-4A BOLT AN365-IO32 NUT 751-10-8 BOLT (2 REQ) AN 365-103,2 NUT (2 REO) '751-10""6 BOLT (4 REO) AN365-1032'<NUT (4 REO) AN5-7A BOLT (4 REO) AN960-516 WA5HER (4 REO) AN 310-5 NUT (4 REO) (TORQUE TO 140 INCH-P~t)ND5) ,. ",-"- ... Figure 12 - ENGINE MOUNT AND ENGINE COWLING INSTALLATION ZIJ , !i "~~-- ---- -~-"~--,- . -..- "-.-/ ... !' I L - ~ ~- - . J:- L fI "--- ~ "- ._ " / .y. - , I .- I -..,/ WING GENERAL points by brackets bolted to the wing rear spar. The angular travel is 25 degrees up and 17Y2 degrees down from neutral. . The wing is a full-cantilever type consisting essen- tially of a right and left wing panel with removable tips, ailerons, and wing flaps. For structural details, refer to AIRPLANE STRUCTURE, page 105. Installing and Removing Ailerons-The parts neces- sary to attach or detach the ailerons are shown in figure 13. WING PANELS WING FLAPS The wing panels are bolted together at the airplane centerline with a full rib between them. Fuel tanks within each wing root are accessible only after the panels have been separated. The metal wing tips are attached with screws. Although the wing panels are lightweight, supporting stands or cradles should be provided when the panels are to be separated or joined. A metal-covered, slotted-type wing flap is installed on the trailing edge of each wing panel between the fuselage and aileron. The right and left wing flap. as- semblies are interconnected by a torque tube. The flaps are raised or lowered hydraulically and ha:ve a maximum travel of 45 degrees in the full down posi- tion. Separating and Joining Win&:, Panels-See figure 14. Installin&:, and Removing Win&:,Flaps-The parts neces- sary to attach or detach the wing flaps are shown in figure 13. A I LERONS The Frise-type metal ailerons are hinged at three Adjustin&:, Wing Flaps-See figure 29. '4'-'0-34'8 Figure 13 - WINGFLAP AND AILERON INSTALLATION 25 WING , 'P. .. 1 Position center rib (with tank and up- lock torque tube) on left panel. Make sure that aileron pulley bracket on center rib is correctly positioned on spar angle and that left fuel line mates with accumulator tank inlet. :. 2 Position right wing panel; connect right fuel tank supply line, and install all attaching angle bolts. 3 Connect fuel supply and vapor return lines to accumulator tank. 4 Connect landing gear hydraulic lines, and secure to rib. Also secure flap hydraulic lines to rib. S Connect brake line, and attach adjuster valve to rib. 6 Position up-lock torque tube in supports, install cotter pins at each end, and connect up-lock cable, links, and springs. 7 Connect wires to landing gear warning horn. ""7 \ / ,~ ~ -, ~~ AN4-IOA BOLT (!6 REO) j c- 8 Connect right wing tip light wire. 9 Connect landing gear warning system wires at disconnect fittings and inboard switch. 10 Route landing light wire to disconnect at gear. 11 Install flap actuating cylinder and bracket on wing, and con- nect hydraulic lines. I '-~ 12 Install flap torque tube, and connect link to operating arm. 13 Route leftaileron cable through pulley on center rib, and con- nect to right-hand cable. "'-'°'34" "---" Figure 14 - SEPARATING AND JOINING WING PANELS 26 ' , -- -- -- ~ \...J .{ -~ . E - ' i EMPENNAGE GENERAL 1.. The empennage consists of a horizontal stabilizer, with attaching elevators, a vertical stabilizer, the rudder asesmbly, and fuselage-to-empennage fairings. A dorsal fin completes the stream-lining between hori- zontal, stabilizer and fuselage. Elevators and rudder are cable-controlled. For structural details, refer to AIRPLANE STRUCTURE, page 105. HORIZONTALSTABILIZER The horizontal stabilizer is of the full-cantilever type. It is covered with alclad sheet and incorporates a full- span spar and ribs. The removable stabilizer tips are attached by screws. Installin~ and Removing Horizontal Stabilizer with F airin~- The parts necessary to attach or detach the horizontal stabilizer are shown in figure 15. E LEVA TORS v The elevators, containing a spar and formihg ribs, are of all-metal construction. Removable tips, at- tached by screws, are incorporated, and controllable trim tabs are attached to each elevator. Both right and left elevators are of identical construction, allowing interchangeability. Each elevator is hinged to the horizontal stabilizer at three points, the angular travel '< being 20 degrees down and 30 degrees up from neutral. Operation of elevators is afforded by a torque tube, on the inboard end of each elevator, joined by a horn assembly connecting to the control cables. J I : I , Installing and Removing Elevators-The parts neces- s ary to attach or detach the elevators are shown in figure 15. VERTICALSTABI LlZER The full-cantilever vertical stabilizer consists of a single spar, forming ribs, and stringers covered with alclad skin. The vertical stabilizer incorporates a re- movable tip attached by screws. Installin~ and Removin~ Vertical Stabilizer with Fair- ing- The parts necessary to attach or detach the verti- c al stabilizer are shown in figure 16. RUDDER The all-metal rudder, containing a spar and forming ,. ribs, has a beaded metal skin covering. Hinged to the vertical stabilizer at three points, the rudder has an angular travel of 20 degrees either side of neutral. The arm assembly at the lower hinge point affords connec- tions for control cables. Installing and Removin~ Rudder-The parts necessary to attach or detach the rudder are shown' in figure 16. ~,~~; .... -- -- ~,_.-' 27 I ~ EMPENNAGE AN3-5A BOLT ( 3 REO) AN 960-10 WASHER(3 REO) AN 365-1032 NUT (3 REO) ' / AN3-6A BOLT (6 REO) AN 960-10 WASHER(I2 REO) AN 365-1032 NUT (6 REO) () AN4-6A BOLT (2REO) AN 960-416 WASHER (6REO) AN 365-428 NUT (2REO)- AN 4-15A BOLT (4REO) AN 960-416 WASHER (8 REO) AN 365-428 NUT (4 REO) , 14'-"-50, Figure 15 - HORIZONTAL STABILIZER AND ELEVATOR INSTALLATION 0~- ~ AN3-6A BOLT (2 REO) AN960 -10 WASHER (4 REO) AN365-1032 NUT (2 REO) AN4 -6A BOLT (9 REO) AN960-416 WASHER (15 REO) AN365 -428 NUT (9 REO) J" 21803 -8-7 SCREW(20 REO) 2 W4 WASHER (20 REO) 21803-8 -7 SCREW(24 REO) 2 W4 WASHER (24 REO) AN3-7A, BOLT (IREO) AN960 -10 WASHER (2 REO) AN365-1032 NUT (I REO) AN4-7A BOLT (I REO) AN960-416 WASHER (I REO) AN365 -428 NUT (I REO) ' / 14' ...-.. Figure 16 - VERTICAL STABILIZER AND RUDDER INSTALLATION 28 .-.-----. .----- FLIGHT CONTROL SYSTEMS "-../ GENERAL ...;,.. The conventional flight control systems consist of two sets of rudder pedals, two wheels for elevator and aileron control, and cables and linkage connected to the respective control surfaces. (See figures 17 through 21.) Trim tabs, controllable from the cabin, are installed on each elevator. The aileron and rudder systems are interconnected by a coordinating cable and spring mechanism which is a safety feature de- s igned to impart a feeling of lateral stability in the airplane during certain maneuvers. For structural de- tails, refer to AIRPLANE STRUCTURE, page 105. CONTROLCOLUMN The control column, to which the control wheel shafts (through universal joints) are attached, pivots at the base to permit fore and aft movement. Sprockets on the forward end of each control wheel shaft are intercon- nected by a chain, the ends of which attach to cables roured through pulleys at the top and bottom of the column. The control wheel and shaft on either side c an be removed when only one set of controls is de- sired. (See figure 22.) ,,~ "-./ RUDDERPEDAL ASSEMBLIES The rudder pedal assemblies, consisting of two left pedals connected by a torque tube, and two right ped- als also connected by a torque tube, are hinged to the floor. (See figure 18.) The -rudder pedals on either side can be removed when only one set of controls is desired. (See figure 22.) II A I LERONCONTROLSYSTE~ . The ailerons are controlled by a combination linkfige and cable system. (See figure 17.) Disconnect fittings ate located within the control cable guard box on the pilot's floor, and turnbuckles are located at each bell- crank. A balance cable interconnects the bellcrank in each wing, and has a turnbuckle located in the right wheel well. Adjustable rods connect the bellcranks to the ailerons. (See figure 17.) -y - Installinjt and Removinjt Aileron Control System-For information pertinent to installing and removing ail- e ron control system, see figure 17.. Adjustinjt Aileron Control System-See filture 17. ' ' RUDDERCONTROLSYSTEM The rudder control system consists of two cable as- semblies, connected to rudder pedal torque tube arms, and running aft to the rudder horns. Two rods, extend- ing forward from the pedals to the bellcrank for nose wheel steering, serve as a balance cable for the sys- tem. (See figure 18.) Installing' and Removinjt Rudder Control System-For information pertinent to installing and removing rud- der control system, see figure 18. Adjustinjt Rudder Control System-See figure 18. RUDDER-AILERONCOORDINATINGSYSTEM The coordination system includes two cable and spring assemblies, interconnecting the rudder and aileron cables on each side of the airplane. (See figure 21.) At the rudder cable end of each coordinating cable is a large coiled spring, through which the rudder cable paSses. A fairlead, secured to the coordinating cable and sliding over the rudder cable, prevents the spring from riding on the rudder cable. In addition to these springs, light tension springs on each side take up coordinating cable slack which exists under certain conditions. Steel balls, swaged onto the cables at fixed positions, provide the interconnecting points, except at the aft end of the coordinating cables. There, threaded cable fittings connect to a clip en- gaging the large springs. A djusting Rudder-Aileron Coordinating System-See filture 21. E LEVATOR CONTROLSYSTEM The elevator control system consists of two cable assemblies, connecting the control column arm with the elevator horn. (See figure 19.) Installinlt and Removing Elevator Control System-For information pertinent to installing and removing ele- vator control system, see figure 19. Adjusting Elevator Control System-See figure 19. ELEVATORTRI~ TABCONTROLSYSTEM The elevator trim tab control system consists of a control wheel and indicator on the control panel, and a pair of bevel gears, which drive a torque shaft con- nected to a jackscrew bellcrank to which trim tab cables are attached. (See figure 20.) Installing and Removinlt Elevator Trim Tab Control System-For information pertinent to installing and re- moving elevator trim tab control system, see figure 20. A djusting Elevator Trim Tab Control System-See figure 20. 29 FLI GHT CONTROLSYSTEMS NOTE: Rudder-aileron toordinating cables must be disconnected throughout rigging procedure. 3 ~ Coble Tension 30 pounds Surface Travel 25° up, 17-112°down Travel Tolerance "'2° A AN210-4A Pulley (2 Req) AN4-34 Bolt (1 Req) AN310-4 Nut (1 Req) AN380-2-3 Cotter (1 Req) B AN210-4A Pulley (2 Req) AN4,7 Bolt (2 Req) AN310-4 Nut (2 Req) AN380-2-3 Cotter (2 Reg) C AN3-6 Bolt (2 Req) . AN31 0-3 Nut (2 Req) ~N380-2-3 Cotter (2 Req) . D AN210-3A-4DR7-3/4 Pulley (1 Req) AN4-10 Bolt (1 Req) . AN310-4 Nut (1 Req) AN380-2-2 Co iter (1 Req) E AN210-4A-4DR7-3/4 Pulley (2 Req) AN4-10 Bolt (2 Req) AN310-4 Nut (2 Req) AN380-2-2 Cotter (2 Req) F AN3-14 Bolt(4 Req) AN31O-3 Nut (4 Req) AN960-10L Washer (4 Req) AN380-2-2 Cotter (4 Req) 453-10-19 Spacer (4 Req) 145-52301 Roller (4 Req) G AN23-12 Bolt (4 Req) AN310-3 Nut (4 Req) AN960-10L Washer (4 Req) AN380-2-2 Cotter (4 Req) H AN4-9 Bolt (2 Req) AN310-3 Nut (2 Req) AN380-C2-3 Cotter (2 Req) I AN4-12 Bolt (4 Req) AN31O-4 Nut{4 Req) AN960-416 Washer (4 Req) AN380-2-2 Cotter (4 Req)" , / .-- --.!'- 4 Free control wheels and check for 25 degrees up and 17-112 degrees down travel. Minor corrections are made by readjusting turnbuckles; however, re- adjustment of push-pull rods may be necessary. 5 Set bellcrank stops to clear bellcranks in extreme positions, but so that push-pull rods clear bell- crank and wing rib in the up and down posi- tions by 1116inch 'whe.n the bellcranks are forced against the stop~. (Force bellcranks against stops by pushing up or pulling down on aileron.) ~'- . 1 With related .aileron 25 degrees up, adjust push-pull rods on each side so that aft cable attachment bellcrank arm clears push-pull rod by 118 inch. I .. 6 Check en.tire system for 30 pounds tension.. NOTE: Check alignmentofflap and aileron trailing edges. If trailing edges are over 114inch out of alignment, adjl:Jst aileron and flap rigging equally to align edges within the j/4-inch tolerance. '45-IS-eec ~ Figure 17 - ADJUSTING AILERON CONTROL SYSTEM. 30 0 q': " , , " , : ' , ! ' ',\ , . ) " --.,£'./' -.; ",,":y "'<~' x: FULL FORWARD - FULL AFT CENTERED RUDDER SYSTEM FORWARD ~ I ~ BELLCRANK AND NOSE GEAR STEERING MECHANISM F Jock airplane, line nose wheel with centerline of airplane, and then adjust steering bellcrank rollers so that rollers are as close to point contact on strut arm as possible, without preloading rollers' ~against the arm. (Fore and oft position of rollers con be changed :':~;'::j;,g b.II,,",' ",po" b.",k.. w;.hw",h." ",d h"lf. ~ . .E~ ------ NOTE: Toalignnosewheel,levelairplane,drapplumbbobs "/ ~from engine crankshaft and wing center section, draw a chalk line between the plumb bobs, and set wheel parallel to line. DETAIL BI' 2 1 .Secure pedals together, move the two pedals full forward and aft to determine extreme positions, and then secure pedals halfway be- tween the extreme positions. 5 Check rudder pedal travel. Make sure pedal hangers do not hit floor before rudder attains full travel. t-LI bn I """ I ..~ - - DETAIL A NEUTRAL POSITION OF RUDDER PEDALS 3 Adjust steering rods to fit with nose wheel centered. NOTE: The rudder travel stops are not adjustable. Coble Tension 30 pounds Surface Travel 20° 'eft and right Travel Toleronce :1:2° r -.-/ - RUDDER - AILERON COORDINATING CABLE A. AN24-19 Bolt (2 Req) A N960-4 I6 Washer (2 Req) AN24-13 Bolt (2 Req) AN320-4 Nut (4 Req) AN380-2-3 Cotter (4 Req) B. AN23-1O Bolt (2 Req) AN310-3 Nut (2 Req) AN960-IOL Washer (2 Req) AN380-2-2 Cotter (2 Req) C. AN3- II Bolt (2 Req) AN3-6 Bolt (2 Req) AN310-3 Nut (4 Req) AN960-1O Washer (4 Req) AN380-2-2 Cotter (4 Req) D. AN210-3A-4DR7% Pulley (2 R AN4-11 Bolt (2 Req) AN960-416 Washer (2 Req) AN310-4 Nut (2 Req) AN380-2-2 Cotter (2 Req) E; AN210-4A-4DR7% Pulley (2 AN4-10 Bolt (2 Req) AN310-4 Nut (2 Req) AN380-2-2 Cotter (2 Req) F. AN23-11 Bolt (2 Req) AN310-3 Nut (2 Req) . AN960-IOL Washer (2 Req) AN380-2-2 Cotter (2. Req) 6 Check nose wheel travel with ply- wood protractor to make sure equal travel is available each side of neu- tral. (20 degrees travel is required.) 7 Check rudder pedal ihrows after canvas covers are installed, to be sure that full rudder travel is avail- able. 8 Retract nose gear, and make sure that cable tensions are correct and that rudder system operates freely. ,.," e 4 Adjust cables to position rud- der 3 "degrees to .the right of streamline position, and tight- en to 30 pounds tension. Figure 18 - ADJUSTING RUDDER CONTROL SYSTEI\l FLI GHT CONTROLSYSTEMS ' / 1 Secure controkolumns forward so that ends of column are 1/4 inch from firewall soundproofing, and then tighten cables to 30 pounds tension so that elevator is against the down stop. - A. AN3-6 Bolt (2 Req) AN3.10-3 Nut (2 Re.q) AN380-2-2 Cotter (2 Req) B. AN210-4A-4DR7-3/4 Pulley (l Req) AN4-10 Bolt (l Req) AN310-4 Nut (l Req) AN380-2-2 Cotter (l Req) AN380-3-4 Cotter (l Req) 2 Pull control columns aft until elevator hits the up stop; then pull control wheels 3 degrees (roughly one inch travel) further aft to check control column assembly clearance. This overtravelclearance guarantees there will be no interference under flying conditions where. the cables are slack (i.e., exfreme cold, etc ). If neces- sary, loosen cables to make this check, and then adjust cables as instructed in step 1. . C. AN23-12 Bolt (2 Req). AN23-21 Bolt (l Req). AN320-3 Nut (3 Req) AN960-10 Washer (3 Req) AN380-2-2 Cotter (3 Req) D. AN21O-3A-4DR7-3/4 Pulley (l Req) AN4-10 Bolt (l Req) AN310-4 Nut (l Req) AN380-2-2 Cotter (l Req) ~">- E. AN21 0-3A-4DR7-3/ 4 Pulley (2 Req) AN4-11 Bolt (2 Req) AN310-4 Nut (2 Req) AN960-416 Washer (2 Req) AN380-2-2 Cotter (2 Req) F. AN515-8R16 Screw (2 Req) AN365-832 Nut (2 Req) AN960-8L Washer (4 Req) I '--..- L Cable Tension Surface Travel 30 f ounds 30 (+ 2°1_0°) u . o o P 20 (=2) down G. AN23-15 Bolt (l Req) AN310-3 Nut (l Req) AN960-10L Washer (l Req) AN380-2-2 Cotter (l Req) 145-52214 Spacer (l Req) H. AN210-4A-4DR7-3/4 Pulley (l R~q) AN4-10 Bolt (l Req) AN310-4 Nut (l Req) AN380-2-2 Cotter (l Req) NOTE: The elevator travel stops are not adjustable. ",, ..'oo-s '---' Figure 19 - ADJUSTING ELEVATOR CONTROL SYSTEM 32 FLIGHT CONTROLSYSTEMS '-../ - '"--,, '45.".6'B NOTE: Tab mechanism must operate smoothly throughout range of travel. If it tends to bind, check freedom of tab hinges and torque shaft for bends or kinks. A spring- back of two serrations of the tab control wheel is permissible. STEP 1 Turn control knob to zero. With trim tab in neutral, check cover on all four cables to make sure cover ends are at least 2-518 inches from center of hole on trim tab horns. If covers are too close to horn, loosen micarta fairleads at forward edge of elevator, and slide covers forward as neces- sary, STEP 4 A ..---- ./" Turn screw to position bell- crank as shown, and then connect shaft to screw. Check for correct travel. File bracket at points shown, if necessary, to obtain full travel. Cable Tension Surface Travel 15::6pounds 23° (:1:2°)up, 32° (+2°-0°) dow,n Adjust cables to position tabs in streamline with elevators, and tighten cables to 15 (+51-0) pounds tension. The tension of both sets of cables must be equal, or deflection will bind the mechanism. Safety the cable ends, _n --I ""--" A. 751 B-10-7 Screw (2 Req) AN365-1032 Nut (2 Req) D. AN3-7 Bolt (1 Req) AN365-1032;:~ut (1 Req) C. 751-10-7 Screw (3 Req) AN365-1032 Nut (3 Req)' E. AN4-16 Bolt (1 Req) AN310-4 Nut (1 Req) 454-4-30 Spacer (1 Req) AN960-416 Washer (l Req) AN393-35 Pin (2 Req) 453-4-30 Spacer (1 Req) AN3BO-2-2 Cotter (3 Req) f. AN23-16 Bolt (2 Req) AN310-3 Nut (2 Req) AN960-10 Washer (2 Req) AN3BO-2-2 Cotter (2 Req) B. AN392-13 Pin (l Req) AN3B0-2-2 Cotter (1 Req) G. AN23-9 Bolt (4 Req) AN310-3 Nut (4 Req) AN960-B Washer (4 Req) AN3BO-2-2 Cotter (4 Req) Figure 20 - ADJUSTING ELEVATOR TRIM TAB CONTROL SYSTEM 33 FLI GHT CONTROLSYSTEMS 1 Retract nose gear to eliminate the effect of nose wheel cen- tering spring on rudder cable system. 3 Rig interconnect cables with rudder 2 degrees left of stream- line with the vertical stabilizer, and the ailerans in neutral, so that both springs are 4-7/8 to 5 inches in length. (See detail A) This will provide approximately 5-112 pounds preload. ~ 2 Check aileron system to assure a minimum of friction in sys- tem (pulleys rubbing brackets, cables misaligned exces- sively, cables rubbing faideads excessively, and binding of sprocket shafts in control column bushings). ~ RUDDER-AILERON COORDINATING CABLES /)/1 NOTE: While rigging interconnect cables, elevators should be held in neutral position so that control column shaftwiU not rub edge of hole through instrument panel. 4 Operate aileron and rudder systems through full range of movement to make sure the interconnect system does not foul either system. Make sure operation of each control has a positive and spontaneous effect on the ather. If the re- sponse is sluggish, check all cables for interference and friction. IF FLIGHT TEST INDICATES WING HEAVINESS REQUIRING MORE THAN 30 DEGREES AILERON BEND TAB SETTING, REPOSITION COORDINATING CABLES TO COMPENSATE. (LENGTHEN RIGHT- HAND CABLE FOR LEFT WING HEAVINESS OR LEFT-HAND CABLE FOR RIGHT WING HEAVINESS. SHORTEN OPPOSITE CABLE EQUAL AMOUNT.) Figure 21 - ADJUSTING RUDDER-AILERON COORDINATING SYSTEM ~. V-B . DETAIL A .STEP1 Remove bolt, and then slide control wheel ~ and tube out through control panel. V-B @ ~IEJ ~ @ @ DETAIL B - '.' STEP 2 Removebolts securing rudder ped:,s' 'to ~ verticalarms, and then remove pedals. A AN4-12A Bolt (l Req) AN365-428 Nut (l Req) B AN24-21 A Bolt (2 Req ) AN365-428 Nut (2 Req) ~ '4'-"-16' Figure 22 - REMOVING ONE SET OF CONTROLS 34 "---" HYDRAULIC SYSTEM -' GENERAL ~~ The hydraulic system is divided into the power sys- tem, the landing gear system, and the wing flap sys- tem. The power system supplies pressures up to 1150 psi to operate the landing gear and wing flap systems. A relief valve, manually controlled by a knob on the control panel, permits either free flow or pressure for operation of landing gear or flaps. An amber light on the control panel illuminates when the power control knob is pulled out, indicating that relief valve is closed. A hand-pump is built into the master control valve to permit manual operation of the systems while airplane is on the ground and the engine is not run- ning. The hand-pump also affords emergency lowering of the wing flaps should the engine-driven pump fail during flight. An emergency shut-off valve is provided in the fluid supply line just below the reservoir. This makes it possible to shut off fluid supply in case of engine fire. The valve is controlled by a lever on the control panel. '... GENERAL INSTRUCTIONS FOR HANDLING HYDRAULIC EQUI PMENT . Removing and Disassembling Hydraulic System Units- When disconnecting hydraulic lines, plug the ends to prevent loss of fluid and to keep out foreign matter. When disassembling a unit of the hydraulic system, work in as clean a place as possible, as small parti- cles of dirt are injurious to the unit. Thoroughly clean component parts immediately after disassembly. Cleanin& Hydraulic Parts-Parts must be clean before assembly. Clean metal parts and subassemblies by washing them in a suitable solvent. Use a brush when necessary to remove caked dirt, gum, rust-preventive coating, or paint. Be sure the brush used will not mar or scratch finishes, or sealing ring grooves, pistons, piston rods, valve faces, slide valves, sealing sur- faces, etc. Remove the paint from all surfaces inside the assembly. Do not use solvents to clean sealing rings or packing; use dry air, or clean, lint-free rags. N ever use rags that have been around a machine shop, because of the possibility of metal chips being in the rags. To prevent oxidation, keep parts as free from moisture as possible. Do not leave steel unplated parts unprotected long enough to start rusting. u ' / . Removing Surface Blemishes From Hydraulic Parts- When removing rust or rust stains from interior honed surfaces, use only suitable abrasives such as buffing compound or crocus cloth. Be sure to rub lengthwise when removing mars or nicks. Inspecting Hydraulic Parts-Threads and sharp edges must be free from burrs. All passages must be free of material which might break loose and get into interior 0 f assemblies. Make sure plated surfaces are not damaged to the extent that they could cause leakage or binding Examine bores, ring grooves, etc., for flaws and roughness. Make sure that all surfaces which corne in contact widi nonmetallic packing rings, or parts made of synthetic rubber, are free from burrs, nicks, scratches, tool marks, and roughness. Lubricating Hydraulic Parts-All parts should be lubricated before assembly. Apply lubricant sparingly and wipe off excess, as too much oil will collect dirt and grit, and cause malfunctioning of the assembly. Lubrication of external seals, 0 rings, threads, bear- ings, and retainers, provides easier assembly and eliminates galling of the threads and slide fits. It is advisable to lubricate external seals, threads, bear- ings, and retainers with petrolatum jelly or equivalent, so that when external tests are made, no hydzaulic fluid is visible, unless it has leaked from the inside. Lubricate internal and moving surfaces such as pis- tons, 0 rings, rods, shafts, etc., with hydraulic fluid. Assembling Hydraulic System Units-Refer to prints at all times during assembly-, .and accomplish one operation at a time. Always use proper assembly tools so that parts will not be damaged. Use tapered sleeves and fixtures where necessary to facilitate as- sembly. Install 0 rings and gaskets carefully, and make sure they are the proper size and in the proper place. Assembling Hydraulic Operating Cylinders-When in- s taIling 0 rings on piston, do not use tools with sharp corners, sharp edges, or rough surfaces. Keep mold flash of 0 ring in one plane to ensure against twisting. When ring is in its groove, make sure it is evenly stretched around its circumference. When slid- ing piston into cylinder, check closely to make sure there are no fine particles shaved from the piston or 0 ring. Do not insert piston any further than necessary 35 HYDRAULICSYSTEM ~' ~ LANDING GEAR OPERATING STRUT WING FLAP OPERATING STRUT "-../ - . ..... SHUT-OFF VALVE CONTROLLABLE RELIEF VALVE I I .r NOSE GEAR OPERATING STRUT 141-11-4"0 ~ Figure 23 - HYDRAULIC SYSTEM 36 -u ' / ~ -'~ -~... ~I 1\ -( "--" to install cylinder end. (This precaution will eliminate cocking the piston in the cylinder, which might cause damage to both cylinder and piston.) After assembly piston must move in and out freely by hand, while be- ing rotated at least one complete turn in each direc- tion. There should be no scratching or metallic drag. Assembly Hydraulic Valves-Inspect valves, valve bores, and chrome plating for burrs, nicks, pits, and sharp edges. Make sure springs and valves are free- acting, and do not bind or stick in the bores. Check slide valves for bent shafts, nicks, and scratches on sealing diameters. Slide valve bores are to be honed or lapped, and selectively fiLted to shafts to meet leakage requirements. Make sure each parr which has been lapped or fitted with another part, is placed in its correct position when assembled. All parts honed or lapped are to be kept together at all times, and are not to be interchanged unless they are relapped or rehoned. When staking is required to secure an adjustment, do nM stake until after parts have been tested and properly adjusted. Use caution when instal- ling 0 rings and packings. Keep mold flash of 0 ring in one plane to ensure against twisting. When 0 ring is in its groove, make sure it is evenly stretched around its circumference. Sleeves, valves, and pistons with 0 rings must be carefully inserted, using only enough pressure to overcome friction. Test valve shafts and valve actuating pins to make sure they are not binding. Operate by hand to check proper spring return. Testing Hydraulic System Units After Assembly-All hydraulic units must be tested within 24 hours after assembly as a protection 'against corrosion. Com- pleted assemblies may be washed externally only, with carbon tetrachloride. Do not use any other clean-' ing fluid, as damage to seal rings may result. Preparing Hydraulic Tubing for Installation-Remove seal cap from all tubing assemblies that have been in storage. All tubing should have color-code band (light blue, yellow, light blue), and part number should be rubber-stamped on each tube. Before installation, in- spect tubes for cracks, burrs, sharp edges. Check tubing for dents, scratches; if such defects are not too deep, remove them with buffing compound or cro- cus cloth. Blow all dirt from inside of tubing with clean, dry, compressed air. Installing Hydraulic Tubing-If necessary, fittings may be lubricated with hydraulic fluid or petrolatum. Care must be taken that no lubrication enters the tub- ing or fitting during installation, as it will cause sticking of valves and malfunctioning of units. Place the tube in position, making sure it is not scratched while being installed. Be sure the tube flares meet the fittings squarely and fully. Never use the nut to draw tube flare to fitting, 'as flare will be damaged. Always use fingers to start tl:lbing nut on fitting and HYDRAULI C SYSTEM to tighten nut firmly into position. After the nut is firmly in place, tighten with wrench. The following torque values in inch-pounds should be used. ALUMINUM ALLOY STEEL 1/411 Tubing 3/811 Tubing Min 40 75 Max 90 150 Min 50 90 Max 65 125 Be very careful not to tighten the nuts too tightly, as this will damage the flare. Tubing should be pre- formed by proper bending equipment and should re- quire only minimum hand pressure to fit in proper place when being installed. All hydraulic lines must be supported by clamps of proper size. Never tighten a tube fitting when there is pressure in the system. Bleeding Hydraulic Systems-The landing gear, wing nap and power systems will bleed themselves after three or four operating cycles, provided the hydraulic reservoir is full of oil. - Checking Hydraulic System Operation 1. Determine that all lubrication points on the main and nose gear have been properly lubricated. 2. Connect test stand. (Test stand pressure connec': tion on early airplanes is made at tee on bottom of relief valve. On late airplanes connection is made at cross on bottom of relief valve filter. Supply line con- nection is made at bottom of flow regulator. Test stand output should not exceed ~ gallon per minute, unless provided with individual relief valve set for 1500 psi. Test stand should also be provided with a shut-off valve to prevent supply from test stand reser- voir when airplane reservoir is full and a line connect- ing the vent of the airplane reservoir with the test stand reservoir. Fluid from the test stand reservoir must flow through a filter to safeguard the units of the airplane.) 3. Pull hydraulic power control out, and operate gear and flaps through several cycles to bleed system of air. This may be done with either the test stand or hand- pump. However, to check hand-pump operation, one complete cycle of both gear and flap operation must be made. Then check relief valve setting by use of hand-pump and reference to test stand gage. Crackling pressure should be 1125 (+25/-0) psi. With test stand running at full flow, pressure should not exceed 1200 psi. 4. Operate landing gear to the up position, and check linkage adjustments and proper engagement of up- locks as shown in figures 30 and 31. Then hang 12- pound weight on each wheel, and retract gear. Gear should retract and lock. I NOTE A fter completion of any operation cycle, power con- 37