Stinson 108 Series Maintenance Manual

.................. ... ... ........ .... ...................... .... .. ..... .. t"1I 1 MR i n tc~lIa nce ........... ...•........ . Uil ...... .. ............ ........ .. ....... O il • j •• ••• • ,., ~ • TABLE OF CONTENTS--Cont'd Page Fuel Tank Removal . ..................... ....... ...• 100 Fuel Ta nk Rep air ......... .•.. .. ..•... ... ....... .. •• 101 F uel Tank Installation .............. ..•... ......•.•.. 101 Fuel Selector Valve . . ............... ....... .......... 102 Engine Pr imer ..................................... 102 C ha pter VII-ELEC TRICAL SYSTEM c General ..•.•. .•....... .. .......................... 103 Battery .......... ... ........................•.••••. 103 naut>ry Removal ... ... ..........................•••• 108 Ball'HY MAintenance .... ............................• 108 Buttery Jm.dnllnt ion . .. ......... .......•.•.••.••• • •••• 108 ............. 108 .. ......• .....••• 109 .............. .. 109 ............ .. 110 ••••••• • II .. 110 .... 110 • ..... ... .... 110 '•. ....... 1 13 '.... .... 113 ••.•. ..... . 113 '...... ... 114 •.... .... .... 115 ....... .. ... 116 ., ..... '. .. . . .... 117 .. .. .... , ....... 117 •• '..•.• ....•.. .....••.• 117 .. , ...... . . .......... 118 I'd .• •np'l'r X-RADIO SYSTEM ronsmiUer-Receiver Unit . .. . ......... .. . .. . . Power Unit ...... ..... ...... . ...... ...•. .. . .. ... An tennae ............... ..... ....... .... .. . .... . • Headphones ....... .... .. ..... .. ......... .. .. ... . .•• J2, Operation . . .... ....... .... ... .... ......... ...... .•• '1 Maintenance ........................ .... .. .... . . ... r, ( :hnpte r XI-SERV ICE INSPE CTI ON Safety P recautions ... . .......... ... .... .. . . . .. ...... ] 2\ Lubrication . ................. ....... .. ...... .. . . 00 • ,1r?V »n·flight Inspection .... 0 ••••••••••••••• •••••••• • • •• • 1fJ' Da il y Inspection ....... 0 • 0 •••••••••• 0 ••• •• • •••• •• , , , ,I Weekly, or 25 Flyi ng Hours Inspection .... .. .... . .. ... HJO ne- Hundred Hour Inspection 0 • 0 • 0 0 •• • 0 • 0 0 •• •••• • • •••• un Ma jor Overhaul Pe riod ... . ...... ..... ...... ..... . ... ,.:W Special Inspections .... . .. ...... . ...... ..... .. . .. .. .• J ~T O)-' ILLUSTRATIONS C lwpler '-SPE (: JF IC AT IONS ' i f.!, lI rf! Title Page 'iw Model 108 -3 I T hree View Drawing of Air pl ane . . . . . . . . . . . .. . . . . . . . .. 2 2 Side View Drawing of Model 108 -3... ..... .. . ......... 3 'r he Model 108-2 ........ .. ..... .. ..... 0 0 • • • • • • • • • •• 4 C hap ter Il -GROUND HANDLING AND G ENERAL MAIN TE NANCE 3 Mooring Airplane ..... .. ............ .. 0 ••••••• 0 • • • • • 5 4 Rear of Ca bin for Cargo ... ...... ..... .. ..... 0 ••• 0 • • •• 6 5 Cargo Tie-Down ...... . .... .... ..... ... ... .. ... .. .... 7 6 Hoisting Air pla ne . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 8 7 Jacking Airplane ........ .. ...... . .... .. . . ... . . .. . .. 9 8 Battery Fining . ..... . ... .. ................ .. .... ... 11 9 Seat Tr ack Stop Bolt. . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . .. 12 10 Oil Filler and Dip Stick ...... .. ......... . ... . ...... .. 13 11 ()il Dr a in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 14 I! :13 lU !ld 2~ ,h it I", I''' l r I 16 18 19 20 . '. ,..... ............... .. 21 . ..... .... .. 22 24 26 27 32 36 37 nlllt11fl AS!o!fln lltly ... • .••. .. •.• .•. .......•.... 43 lJ mJ, :r Pilot' s Floor . ... .... ..... ............ " 44 ·t· ille E!t l VR l n t Cvntrol System . . .... ..... ...... ...... . . , , . , . A dc;ron Co ntrol System .. . .... . , ... .... . ...... , ... , , ., .Fl ap CCHllrol System . ........ .. . ........ . . ... , . ... .. . lt lltlclcr Control System ....... . .......... .. . .. .. . . .. . , fr i lll Tab Control Systems .......................... . . fit ( ; Ilap ~'r JI-LANDING GEAR, BRAKES, AND WHEEl ., rH Ma in Landing Gear Assembly ................. ...... . . ;\2 :;horK Absorber Assemb ly ................ .•.......... atJ Ma in Wh ee l Assembly ...................... .. . ... . . . . Tllul fo r Removing Brake Disc Spring Clips . .. , . .. ..... . B rakf~ System (Models lOB, -I, -2) .......... •.• .. ... . ... I h nkl~ System (Model IOB-3) .......... , , , , .. .. . ...... . lruk c Master Cylind er Assembly ............. . . .. ... .. . III akc Assembly ...................... . . . ... .. . .... . 'rn il Land inI! Gear Assembly ... .... .... .. ......... .. .. . Ch ap t er VI-POWER P LANT Il rllpf' ll e-r and Cow ling In stallation. .. ......... .... .. .. . 7 lil t" Le ft Side (Model l OS) . ............... .... .. ... 7 lIa,mlr H i ~ h t Side (Model l OB ) .............. . . .. , . , .. 7~ ~ Ill· I. eft Side (Models lOB-I, -2, -3) . . . . . . . . . . . . . . . .. 80 "d ll e J{ i~hl Side (Models lOB-I, -2, -3) .. . . ......... " 81 Front (Model 108) .... . . . .... . ... .... .. ..... . , ~ . ! li ll u Dow n Hydraulic Valve Lifter s . ... .... .. ..... .. " .. ... ... ..... t •• '. of .............. . .... .. ,• •• II •••••• LIST OF IL I .I J Sl' nA TI ON ~( ;ont'd ill " r(' rill,,' Page SYSTlt;M !)(, EI.' fI drnl Sy ~ I "' 1lI ( Mod"l" 108, 1, -2 ) .. , .... . . . ........ 104 r, 1 1·; 1"('1 ric ,II \Vi t JU J.; Di ll~1U 1fI (M od d s 108, -l , -2) ... . ...... 105 5H 1':I.'('LriC'ru SYlj lern ( Model 108 -3 ) .....•• . ..••.• • •••..•.. 106 59 Ele(' lr k al Wi ri ng Diagram (Model 108-3) .. , . , .......... 107 The Model 108 ........... .. ...........•...... . ..... 112 (:hapter Ill-HEATING AND VENTILATION SYSTEM 60 Cabin Heating and Ventilat ing System (Model lOS) ..•.•. 114 61 Cabin Heating and Ventilating System (Models 108-1, -2, -3) .........•....•.....•....••• 115 Cha pt er IX-INST RUMENTS 62 Instrument Panel ..............•.................. , .11S 63 Instrument Lines ....................••........•.•.. 1 20 C ha pt er X- RAD IO SYSTEM M Hu.i io Sy~lf' m (Model lOB) ..............••.......•... 124 l ,.., jn ( ,nr rJi u,; Diagram (Model 108) ...........•...••. 125 Ind;o S)'~' h'm (M ud d l OR-I , -2, -3) .................... 1 26 noil i l' C.-,n·lill u Hwu,rmn (Model l 08-1, -2, -3) ........... 127 CHAPTER I SPECIFICATIONS C;ENEUAL I. The Stinson Model 108 Series airplanes are four-plane, high-wing, ubin monoplanes manufactured by the Stinson Division of Consoli- elaLed V ultee Aircraft Corporation. These airplanes are powered with horizontally opposed, six cylinder, air-cooled Franklin engines. They are equipped with wing flaps, slotted wings, brakes, steerable tail whc :d . amI dual controls. " , Hc ~ f eH: fl tjf~ J"~Ten rlcr to the features peculiar to each model of the 8(!!'iC!t4 is It)' fll,_"Ie:1 dtl sig llul inn. The following table identifies the vari- 1111:1 rHod el", rid Power Gross Weight lOB ISO 2150 IOk ·l 150 2230 JOH ·2 165 2230 IOB-a 165 2400 t Th fl (tiqi1f!lle mnild nllil serial number is stamped on a nameplate mOlluh;d ( HI lilt' ('obin side of the firewall, in front of the right seat. fll fJ tlil 'piIlIlC> Rerial number is also stamped on the engine side of the 'in:wulJ at lhe upper right hand corner. 4. The engine serial number is stamped on the engine nameplate at- tached to the left side of the engine crankcase. On early airplanes the engine nameplate is mounted on top of the engine just ahead of th e tarler. W~;IGHT AND BALANCE .•. Tllf~ weight empty for each airplane is given on the weight and hnlullec ",heets supplied with the airplane. ). I'IH! following table lists the Center of Gravity Limits for ea ch of 1I"~J Il\.. ld s. Values given are for gross weight loading. Inches are fnwi WillI.!. Il :ucling edge and percent figures ore of M.A.C. 3J l t ---~-- L.-____ 11'2" • I 'I' 7'6" SPECIF IC ATI ONS I " ~;. ____ l-__ _ _ _ _ _ ___ _ Vlaw Drawing of Model 108 -3 Ii 10. 10",!' IOH ·!\ nEAS Wing (g ro ss ) Ailerons (each ) Fl aps (e ach) . . lIorizontal Stabil iz er... I': )(:'v al or (Including tab) Elovulor Trim T ab .... ' j,. (Models 108, -1, & -2) " HJ I, t!~ 1.0.62 HU;2 10.62 . 10.62 Fiu (Mu dd 108-3) .. . ... . . . . Hml,k. (Models 108, -1, & -2) l" ; 'f ~ ,ml IH .2 ·'8.2 18.2 18.2 HmJd er ( Iudueling Tr im Tab , Mode) 108-3) . im Ta l, (M od el 108·3) It Itll:hc$ Percent 20.0:~ 21.33 21.33 21.89 35.2 :~ 7. 5 37.5 38.5 Sq uare Feet . 155.00 ,9.01 6.11 14.66 17.24 0.94 8.55 14.28 6.28 6.78 0.49 3 r , CHAPTER II GROUND HAN DLI NG AND GENERA L MAINT ENAN CE PAHKING AND MOORING INSTRUCTIONS I. Head the airplane into the wind an d set the parking brakes. Apply force to both brake pedals until the brakes are set a nd pull out the push.pull knob on the left side of the control panel. Hold knob out until foot pressure is released from b ra ke pedals. 2. Lower the flaps full-down to prevent bu He ting. :t Ailt:rol1 11ml t·l('vator controls ma y be locked by pulling control wl\l ~c J h:wk IIllel M:( : uring with seat belt. Ru dder co ntr ols do not nor- IflC :kil1l.! hinGe rudd er is held by tail wheel steering figure 3-Moorlng Airplane .,\., \ 10 prov onl dam- 10 Iho ti ghtenin g 5 3. Safety llelt TI •• Down Belt 4. S.ot Support Fitting Cov figure 4 ...... .Rear of Cabin for Cargo .~·lt SION OF (;ABIN FOR CARGO MA INT ENA N I . ar Sea' Belt Lug must 1m 1I! 1J1I)YI ~ d t il IlI'nnil attachmenl of tllill .... hy tak- upp o rl Illotltll fittings il lt.J!;tra le d in 110'(' '·ow l. th e rear li r I'kll lC S the batt e ry 7 Figure 6-Holsting Airplane • II j't recomme nded that ropes be used for hoisting. ary 10 UI'lC a chain or a cable, use padding to prevent dSIlltl6e I(t ill( 1111 iug.. A hoist with a capacity of at least 1500 pouno ~ it' rC'lllht"t1 10 lif( 1114 : airplane when it is empty. When hoisting ut III Ill Olil11 rllt i ll g!:!, means must be provided to keep the win phill t) I. :v d MAINTEN ANCE ...J ~~ 0 - :;'I,O Q 1-" r- ...J;o (!) t!1)(~ I- en ~ (J)o:t u ~ q~ - )( or;t- GJ &: a l- ei CI) &: ~ ..D "'"I..... GI II... :t C» ii: 9 A In(k u l Ihill) point fII Uf\1 hnve u t:nJludly 41 f l[)OO ,pmmt'l ulli au l lwight of l~ 100·he~. and a dlfOk.· e,r 14 indu:8 W c1 mRin wlu'>e ls rrom t he gr ound if either OJ' both lireR aff! Ont o CAUTION When jacki ng at this point the air plane must be tied down at the wing struts or mooring rings to pre vent it frOI11 roll ing off the jack. JO. As illustrated in fi gure 7, a jack can be used to raise eilhf!J' I) the main landi ng g ear wheels by inserti ng a jacking tool, pari No . lOU -5901000, in the axle. A jack used here must have a capadl 1000 pounds, an initial height of four inches, and a stroke or ai in ches to cle ar the wheel from the ground if th e tire is flat. 1 .~ a.: VE L ING 'I ',. Th e upper edge of the door frame, which is p ara llel to th lirw, can be used to level the air pl an e. Use a spirit le vel for ch I I'll' attitude of the airp lane. 'f IRE INFLATION 12_ For maximum tire service, keep tires in fl ated to pro per pre .~eu . ... 'h e' recommended tir e pressure is the airp lane weig ht divided I 100. Example: 22 psi is the correct pr ess ure for an airplane loft,l Jq 2:l0() pounds gross weight. I"ERY SER VICE flu' llUllery should be checked once a month and refilled with II IIH ill f:. 1 water as required. The battery is located under the pihl1 in IIII' n lUc..lcls 108, -1 & -2, and is located on th e forward riAl" f 1 11f ~ fi n: wa ll in the model 108-3. 1,' i11 I ~ xi d (' Latteries to a level of one-half inch above thf' plllk... MAINTENANCE Figure I-Battery Filling HI. Access to the battery when located under the pilot's seat is gained hy lifting seat. Slide pilot's seat forward as far as possible and slide I l i~ht 8(!l1t aIt as far as possible. Remove the Phillips head screw that IIn(~ "t: t\ the seat cover to the base. Remove the seat stop bolt, mus- 'l'lIl nd in figure 9. Slide seat full forward after removing bolt and lift l' jlll1. (: c:l g ( ~ of cushion. Seat will tip up and aft permitting access to l'l t: hullt... .. y. wilh petroleum base h, ot every 100 ho ur arc used, one being 11 Fi gure 9-Seat Track Stop Bort ln fl unled on each of the pilot's rudder pedals. The fluid reservOl n mtalned in the master cylinders and the fi ll er plugs are mounter! nl I br top. Brake bleeding and refilling is described in Chapter V. .. 110 ABSORBER SERVICE J H. Tlu' shock absor ber strut on each landing gear leg shoulcl I r'epl." uis il ed with petroleum base hydraulic fluid, Specificntioll VV () .:U>6 h, at every 100 hour inspection period. Always tt,pl'~ilil':i" I h ~ ,." 1,1 w it h the we ight of the airplane on the wheels. I II the strut, remove the filler plug at the top of th e; pilil{H! I.f· f,illc'v!') plug near the top of the cylinder. Add hydruulio flu ;d 11 111 11 fluid nows out of the oil level hole. To oscrrtuiu ,h rlt II MAINTENANCE Inu .. ., 10 - 011 'lIIer and Dip Stick ~( 'lJipp.·c1 wi,,, lwn fuel tanks, one in each wing. I'tlf! III"ktt ill lllt ~ lI1odc:ls lOB, .1 and ·2 hold 20 gallons of fuel each. £l eI' rdillillr. llw~e tanks replace the filler cap with the vent tuhe pI,inliilg rCl1'w:'lnl. Aviation Grade 80, unleaded, fuel is recommended . .2~. The (uel tanks in the model 108·3 hold 25 gallons of fuel each. TheRe lanks have a separate vent and the caps seal air·tight. ENGINE OIL 23. The supply of engine oil in the crankcase should he maintained at 8 quarts in the 150 horsepower engines and 9 quarts in the 165 horsepower engines. The oil should he changed after every 25 hours of operation. The use of SAE 40 oil is recommended for temperatures abo ve 40 degrees Fahrenheit and SAE 20 oil is recommended for tt!mperatures below 40 degrees Fahrenheit. 24. The oil filler cap and dip stick are illustrated in figure 10. Tlte ilillll'Uitl valve, used on airplanes starting with serial number 1210, is ill"I'lrukcl in figure II. Be sure to inslall safety wire on this drain I"-'~ . ,ATION rt. fCldlilalc' the servicing of ll,, :s t: uil'plnnc~, char ts are pr ovided 13 Figur e 11- 011 Dr ain I (I incl i l 'a lf~ the units that require lubrication at intervals of 25, 50, .11111 100 ho urs. These charts, fi gures 13 to 17 inclusive, also give the l rl ;,-, lIll lltmd ed methods of application. Ma ny of th e usual lubrication p" i lll !' have been eliminated by the use of sealed, prelubricated fo ll owing lubricants are recommended : /,ubricant Specification . . . .. . . . . .. ....... Above 40° F SAE 40 Below 40°F SAE 20 ,ow Temperature Oil AN·O·6a (Army·Navy) IIfwu l P ur 1'1I .M' Grease . . . . ... AN·G·1S (Army-Navy) (Petr ol eum Base ) . . . AN ·YY·O·366b (Army-Navy) NOTE a llel lIl an y airports have conversion equivai('nt for Army·Navy 1111 MAINTENANCE LUBR ICATION CHARTS 15 0° i' ~~ iVli ~o::::1 < 0 !1 ~"U i g 06 .0 i i t;oft Hj r\j) •If ,f, \~\\ -.; 1\\\ l.~ ""'aIE.! Ii.oVloft ,g ~ t ; :0 e "" = ]1:1 8 .~ .... ,g J .! _ oft ..1:1. 0'0 ;:3S 0'- ~ c: 6 = ..:18 .. -_2• • --j ~.s ego o 'O .UIQ ] 6 ~:i :E ii ~ J • g. ~ u A OO O~~ ",S .. ":< • ~ :§:ia. ~ ] 1i ~i~II: A. Vl CU ... .! ~1"U 0 1\ I g e 1 ':i '-...-/ a: (' ,/: h,,' / ~ ~il I>,' \ n i~ la EI , ~ o 3,. l'"'"II ~ cI ~ f g, ; MAINTEN ANCE UJ OR ICJ\Tl ON CHARTS u,. d ln lu bdc ot lon r l1 t1o nol pe n ods at req uI re = 25 Hours = 50 Hou rs = 10 0 Hours The follo win g symbo ls indi cat e t he metho d of application and the type of lubricant to be used at t he In tervals sp ecif ied above: != ~= f}= Oil Can ( Use Oil, Spe cific ati on No. AN -O- Sa) Gr ea se Gun, Zer k Fi tt ing (Use Grea se, Specification No. AN -G- 15) Pack, Hand or Paddle (Use Grease, Specification No. AN-G-15) 8-1 ubI's Pivots I Tab C ator Valves 6. ontrol 7 gage Doo H' • 99 0 9 8 D ' Inges 8. Cabin oor Lo ck 9 R oo r Lock d · udder Tr im 8 an Striker Plate lO C (~o d e l 1 o:'~1ee Mech anism · ab m Doo r 1 1. Cabin D Handles 12. Flap L oor Hinges ever Pivot .. - ....... -.- - ' .- .... - .-p .-_.' .--- .. -., .. _ .. - Figure 1 3-Power PI ant lubrication P Io nts Figur ... -- -- --- 14-C abln Lub ri cation Poi n t. ~. ~~ xt ure Control 3· C rOb"'· Co nt rol . a r ur etor H 4. Air Clea n eat Control 5 C er . a bin Heat Control 2~ 2 2 a-,' . / ~ figure PolntJ lubrication lS-Landlng Geor h Pull Tube 1. Flap Pu s - h-P ull Tu be 2. Ai eron Pus Fi gure 16 - ric atlon Pol ntJ W ing Lu /, p :'rlJUJ plns- Use the bare hand to dislodge dirt. 11t(~ water is free of grit. II with mild soap and warm water. Use a soft cloth, cham- P()ugc' to apply the soapy water to the surface, but do not uli the pln~tjc surface. (f~ J nl~nlOve oil, grease, or sealing compounds with a cloth soaked ill k(~ro~clle. CAUTION Du nol use gasoline, alcohol, benzene, acetone, carbon Ldrachloride lacquer thinner, or window cleaning sprays (IU plastic windows or windshields. }. Afler cleaning, wax the plastic surfaces with a good grade of com- mcrciul polishing wax. Apply the wax in a thin even coat and polish hv ,l'ubbing lightly with a soft dry cloth. uuc. COVERING MAINTENANCE AND REPAIR lit.! fahric covering used on the fuselage is Grade A airplane fab- >\'Cler the fabric covering is fitted to the air-frame structure the .iven eight coats of nitrate dope. l"'I,rCl'I.'I ' Vl} the original high luster finish, clean aU gasoline, oil, pols from the finished surfaces with a mild solution of filiI' 111111 lukewarm water j then rinse with clean water. If Hi tll'l'fl~its from the exhaust cannot he removed with soap l I risod ium phosphate c1euning CI)JllpoUllll. Do not use {If (J./cohol. dl ~ "'\I :: r, "'If I polish w ilh wax. IIlj:trJ 1: nl to 01' o\li:r slructu ral 23 ~START FINISH SEINE KNOT Min. of 4 Stitches per inch BASEBALL STITCH Lock Stitching at Ends With Seine Knot figure la-Fabric Repair Methods • Ih: pair fabric tears by sewing and applying a patch OVer tla(' tlICI,dt:d nrt;u. Do nol apply a cemented patch over an unsewn lint IfHlll "1' l hall (, inches. Mend a lear as follows (refer to figure lR) . tlu: lear with a single strand of No.8, four-p1y CI)1I1HI lin ltd tI("W i liS Lhread. ese a curved needle and sew a baseball sl it e ll I h) As i ht: ~tjtches are made draw the edges of lear tOtWI !tiH Ir . hili do 1I0t pull the thread Light. ,~ I 1\ h er the tear ha~ been sewn, clean an area at least 11.4 irmhe Ii si'/e I~f tln(1 "('yond each cnd of the tear with a cloth cJjp),~(l I Jlll."nlf· , dlll'e ~ ur .lop<' solvent. CAUTION suhSI aJl<:(' 1I11:lJdi"1. 10 lite AIRFRAME Ilfl IH l llllh 11001, (.f clear dope to the area around the the )Intel. 'lito position. Make certain that all patch low ... fiulliy. no hI l1sh coat of clear dope over the patched area. mt t() dry, then apply two more coats of clear dope and ,iamcnted dope, colored to match the surrounding l\IIt nth~mpt to patch large holes, but instead, replace the sec- •ion .fif the ,fnbric affected. . rf•• cpair small holes first cut a rectangular or a triangular hole tl)llIId I he ragged hole and remove the torn fabric. It is easier to ;nJllS along straight edges. Cut the patch at least four inches IOrscif in every dimension than the hole to be covered, so that the /,utc :1J extends two inches beyond the trimmed edges of the hole on I! vc;ry side. The mending procedure is the same as that described in Iltu'agraph 7. 1.0 . Access holes in the fabric covering of the wing and fuselage are reiuforced witth nitrate rings. Where holes are cut inside these rings t lite factory, the holes are closed with metal covers having spring lips, so that they can be removed or pushed back into place. In ad- elit iun to the regular access hole (refer to figure 12), additional re- illfflrc.ement rings have heen placed in the fabric cover at points wh',:re access holes are likely to be needed. It is pennissihle to cut II O(;CCSS hole in the fabric in the center of any of these rings. The I",.'t; can be closed either with a doped patch (without stitching) or \¥ hit one of the metal covers used for the regular access holes. If it I" ht~f ! c~Ssllry to gain access to a place where neither a regular access 111)10 nor 8 reinforcement ring is provided, a V-shaped slit may be !II hi lhe fabric, with the point of the V forward. The fabric will lIwn rold back, leaving a triangular hole for access. To close the hol~. tin \\' 1I it the slit and put a patch over the seam. Use the proce- dhccl in paragraph 7. 25 Figure 20-Fuselag_ Strwture (Model 108-3 ) 12. ftcpa irs may be made to the steel tube str ucture by welding ill the approved manner. Welding during manufactuTe is of hOlh nit and torch welding. Because of the difference in appearance, th identification of the two types of welding should n ot he difficult. II is not recommended that arc welded joints be rep ai re d by gas wdd . ing. Arc welding, however, may be used on joints or iginally g welded. 13. A firewall of corrosion-resistant sheet steel covers the front cnd of the fuselage frame and separates the cabin section of the fuseln from the engine section. The fuselage frame immediately aft of lh firewall is covered with aluminum alloy sheet. The r emainder of th frame is covered with fabric impregnated with clear dope and coalt.'d with pigmented dope. Refer to paragraph 4. The fuselage contour i maintained by a superstructure of aluminum alloy bows and stringf'r which support the fabric. 14. The curved transpar ent plastic windshield forms the upp(>r hAlf of the front end of the cabin enclosure. T wo doors of aluminum nHI sheet metal pr ovid e e ntr ance to the cabin from either side. Th.: lIJ1pCt halves of the two doors have two piec(' wirufuw~ , lilt! n'lIl ' IUlIf 1)( which is fixed and the fronl hnlf uf whiuh t!l litlH fI ill g roovi ira II .. door frame. A fixe« wimlow if! in t\ IIIII, ~ d ill I ~ "dl Bide of ,h,) !;."iill flrt of the doors. DOOR HEMO VAI. 15. To remove a door: (a) Remove the small sill plate j ust forward of the' ciour, il1 !4 ic).-; the cabin. The top hinge will be exposed and the hinge bolt muy 11 .. removed. (b) Pull top of door away from fuselage so that top hinge clt :n... the fuselage, and lift the door to disengage the bottom hinge pin. Lift door ' as nearly straight up as possible to avoid bending the )owf'r hinge support. D OO R INST AL LATION 16. To install a door: (a) I nserl the bottom hinge pin in the hottom hinge supporl f ill Ihe. rmu· JIlKP and push the top hinge- thlnu~h Ihe: slol ill lilt! rll sl)/u 61 ill AIIN II IIII' }a n lt' in the top hin ge! fIlii.!£! o( Iht : door wil" the hell AIRFRA ME , Jdl d t il tl w r u~dage str ucture. I " It Jll np;c' ck vis pin and install a cotter pin. Early ai r· II ti e " Itfl lt , c-us tc ll aLed nut, a nd cott er pin. II nl a ll <4 1II I pl at e on inside of cabin. Th is plate is secured with Ifl.!:! 1 nll ! lnl SC .'lC WS. n fH nc \ VI ND OW RE MOV AL I I. '1' 111' do oT windows are re moved by taking off th e molding around ' hr willdow frame on the inside of the door. The rear fixed panel IIlll !'-i 1 be removed before the forwa r d p an el can be tak en o ut . noon WINDO W I NST AL LATI ON 18. To install the door windows: ( a) Install fabric channel on fr o nt panel and position in fr ame. (b) Install re ar panel. When sealing is req uir ed, use Alumilastic sealing compound. (c) Install molding. R EAR CABIN WINDOW RE M OVAL 19. To remove a re ar c abin window in models 108, 108·1 an d 108·2, take out the screws from the re tain er strips arou nd the ed ges of the window on the outs id e of t he ca b in and r emo ve s tr ip s. It m ay be lI ecessary to pr y t he pan el loose fr om the sealing com pou nd. " 0. To remove a rear c ab in wi nd ow in model 108·3, p ry out th e ' 1I11 ~ r portion of the r ubber molding on the outside of the w in dow. Th e pnt u'l and the rem ainder of the rub ber molding will th en be free ," IIIH .. II to pl~r m it the ir removal. IU CAH C,\B IN WINDOW INSTALLATION lin i ll Sl(dl u ri H.tl' enhifl window in models 108, 108-1 and 108-2, uf llilwhuw urullucl window opening with Alumilastic seal- 1II11"w . nncl in!lltall rt>,lainer strips. . 75 6460. 29 111t~r ' pflnd of 1114' wimlAhidd: filii tlw. fiGU;W8 in tht~ upper wing to fuselage gap f'trip idc ~ Ij( 11m .fllf,clag(! that the panel is to be removed fruUl. II' "'rip lip aWRY from the windshield. Ui111wyn I·cll.lint~r across top of windshield. nl'fIlIWt~ t'dl.lincr down center post of windshield. HI'move' rolainer down door post at the side of windshield. LtC , PIIHcl up and aft out of molding around top of cowl. im~ide groove of extruded molding with Alumilastic 1i1lf,S (:olllpound. (h) Auach strips of Cbrom-seal tape 0.025 inch thick by 0.50 inch Id~. In ~:f~lIter post, cahin ceiling cross member, and door post, using Illmila&tic scnling compound to glue the strip in place. (0) Coni Chrom-seal strips with Alumilastic sealing compond and lII~llllI wil1llMhidd panel. Position felt block at upper outer corner of l)fllll~1 ot wing It>oding edge. I) GlUt : b,rom.seal tape over windshield, under reta iners, with Itimilft~1 it ~"; (:llJin~ compound. (f)) CO(lI CI1tonl-scal tape with Alumilastic sealing compound and l'I"jlll ~ T8 oround windshield panel. IlIIH~ win~ gap strip cover arou nd leading edge of wing. AIRFRAME of till : I.·ft wing just inboard of the slot. Ven- n : lo(:lc:d in the leading edges at the root of iljllll light is located in the lett wing tip and a located in the right wing tip. t,lIIHI ailerons on airplanes prior to the model 108-3) ~·d with fuhric and are coated with pigmented nitrate dope. 1(1 Jluragrnphs 4 through 10 of this chapter.} Removable are provided in the fabric at all points where it is tlrf.'i.~!I"lIry 10 gain access to parts for removel, installation, or main- (I't\ ( \fle.' , Additional fabric reinforcement rings, for the installation of 'i"'II)\' nhle covers, are provided at other locations for use if more l~ t :S9 holes are needed. I. Each wing is braced with two aluminum alloy lift struts. The \ wu Ii fL struts are separated where they attach to the under surface If the wing, hut come together where they attach to the fuselage. rh(~ lower end of the front strut attaches to the fuselage, and the lower end of the rear strut attaches to the front strut. The length of litl: rear lift strut is adjustable by means of the lower eyeholt, so that Iltc' wing can he warped slightly to improve its aerodynamic char- 'leristics. (Refer to paragraph 29 d, e this chapter.) WING PANEL REMOVAL t3. The approximate weight of a wing panel, complete with £lap and .iit!nm, is 110 pounds. To remove either wing panel: I a) Drain all fuel from the wing tank. ( b) Remove gap strips that cover between the wing and the fuse- IH~( ~ . Ie) Remove the metal fairings around the llpper and lower ends of Ih. ! lift struts. (II) In the gap between the wing and fuselage disconnect the wir- rlld line, and pitot-static lines. Leave fuel line hose on fuselage, !}III1Cc ;\ iog the clamp from the wing fitting. III IIIC' cabin remove rear seats and, in the Station Wagon Ink,· out the rear panel of the cabin. Disconnect the ailer on nu relll1lVe the pulleys on Ihe upper fuselage cross tube to Ii" Nlbll~ c'lItlS tu be pullen elVcr ll1t ~ (;ahin headlining and hence ·" hi". tide.: zip(wr raSlc;IIt; f' III optm IIIC ; renT access hole in 111;1 tll~c :O nlll :<: 1 tIlt; flnp (:[11,1,,$. Pulling down on the 3 1 ~ o .- JW~ ei~~ o,,~o ",,~ "' o. ....,III AIRF RA ME til fl lnt :kcll these cables so that the turn buckles Illllrd lhe aileron idler cable throu gh th e re ar access h'lII 1·(· ll in g. A fairlead at the fuselage mat ch rib must \INI l,it: l.,ll; t his cable may he pu lled free. n(! 'ljlJ\' I! t )at' ventilator valve assembl y, located inside the cabin ilia I llf" wing leading edge. 'pporL the wing at the outbo ard end with a te mporar y "tld lin; t;upable of bearing the weight and then remove the lift 11 ' 1i1 j) H,' move the wing-to-fuselage bolts. A long-extension socket \" ' felll ~ h. permitting turning the bolts from in front, or behind, the willf; will facilitate removing these bolts. Pull wing straight out from l u~dllge until clear. NOTE Do not raise or lower wing tip with wing root attachment bolts installed. WING PANEL INSTALLATION "'9. To install a wing panel: (a) Raise wing panel to the proper height and about one foot from fuselage. Thread control cables into fuselage, installing the ,ileron idler cable (the lower of the most forward cables) thr ough fnirlead in fuselage. Pull cables into cabin ceiling th rough zi pper fJr~nings . (b) Swing wing straight into proper position on fuselage fittings lid attach with bolts. The rear wing fitting should be draw n up li~"l to clamp the fuselage fitting. Do not bend wing fitting. If gap e;i~ts, fill with washers before drawing up on nut. Fro nt fuselage filling may float in wing fitting. Do not turn nut down so that wing flllilUl: is bent or distorted. I Tlstall front lift strut. After installing this strut, support for wing panel may be removed. , .' ltlSlull the upper end of the rear lift strut to the wing fitting . . I ,lit: eyeholt in the bottom of the TeaT lift strut so th ~t' the eye it Ia I he bolt hole in the luw(ar end of the I ront strut when ""'11 UII, ·Cnt:CH of the wing ribs ut. lfa,. rool unci 1If ~&l r the tip are thrust liut or lilt: ruseiage. prdirniuflt'y tHljutllment is completed, 33 11"",(; lhl) 11111.1 IUljllRlmcnt of the eyebolt by unscrewing the bolt five lltiploJ4: lul'fl~. The renr lift strut is then the proper length to warp the wing panel the required amount for best aerodynamic efficiency. ( () 111 the wing gap, working from above, connect the fuel line, IUd pilol·static lines at their hoses. Starting with the model 108·3. a I'llbher washer is installed on the fuselage fuel line to act aR a drip lop in caseof a leaking hose connection. Although nol mandatt,ry, the addition of this washer to all airplanes when convenient is n!Com· Jnmaded. (g) Connect the electrical wiring by pushiug terminals Ingt:tlwr within the plastic case and wrapping and tying the end ()f the c:a~" with cord. Connect wires as follows: [n right wing connect: Wire No. 33 to No. 34 Wire No. 29 to No. 40 ]0 left wing connect: Wire No. 36 to No. 37 Wire No. 30 to No. 39 Wire No. 18 to No. 38 Connect wing bonding wire to fuselage. ( h) Connect aileron idler cable in cabin ceiling. This cable is the one that goes straight through the cabin. -.t\.djust turnbuckle so that h()th aileron trailing edges are simultaneously 1/8 inch below the flnp trailing edges (flaps in UP position). (' i) Thread the aileron cables from the wing through the cabin ,~iliJlg tU> !.hat these two cables may be installed over the oblique plllleys nt top center of the rear cahin wall. Take pulleys out or tlu~iJ' itroekets, WTap cable around them, and reinstall the pulleys. j) As.-.,;mble turnbuckles behind rear wall and adjust their length lIua. c;nnlrol wheel is straight when ailerons are neutral. Tighten lurnIHlckcl('!I Iu ol1lain a cable tension of from 20 to 25 pounds; lne,tull flap caLle over the pulley in the center of Ule ('ullin Ii\' n~ill(lvii1g lind reinstalling the pulley with the cable in ~iJlL!.h~ ( : (1 hI AJRFRAME irin" cuffs about the upper and lower ends 0 NO li'LAP REMO V AL IIllJVC the aileron or flap from a wing panel disconnect the t" II III d n1 the aileron or fl ap end, take out the three hinge bolts, nd pull nileron or fl ap straight back off wing. I " I<~U()N AND FLAP I NSTALLATION J I . To install an ailer on or fl ap align the holes in the hinges wi th I he hangers in the wing an d install the hi nge holts. Connect control rod to the aileron or fl ap. It:MPENNAGE STRUCTURE 32. The following units make up the empennage: fin, rudder stab· ilize,., elevator, elevator trim tab, and on model 108·3 airplanes, a rudder trim tab. All of these assembles are completely fabr icated Crom aluminum alloy. The empennage installation is illustrated in figures 22 and 23. 33. The fin is bolted and riveted to the fuselage structure. The labilizer is bolted to both the fin and the fuselage structure. The rudder is attached to the fin with three hinges. The rudder tab is a fixerl portion of the rudder trailing ed ges in the models 108, 108.1, Rnd 108·2. On the model 108·3 the rudder trim tab is attached to the uddor with a continuous hinge. The elevator is composed of two Jl/melt" holted to the elevator control horn at the center and supported hn outhoard ends with two hinges attached to the stpbilizer. I;wnlm lull is joined to the left elevator panel with a continuous I. tlac~! nuldc~r tri111 toh control from , Tt.; fill' flexible.shuft in castin!:). nd p.. y . rif~xib le shaft ~. J, . 35 · ." . : :~ . ..', L 6. Tall Light 7. Rudder Fixed Tab 8. Tail Whe~ Steering Yolle 9. Elevator Tab 1O. Elevator -Empennage Assembly (Models 108, - 1, -2) rudder as follow'i: 'he :!'! c' " ' (~ tt l" ttl loll of Elevator Horn AIRFRAME 6. Tail Light 7. Rudder Tab 8. Tail Wheel Steering Yoke 9. £llIvator Tab 10. Elevator "nag. As.embly (Madel 108-3) dis- nd 108·2 is an movaLlc. The ~ im lab attaohed • 37 Sill 37.. Hcmove the (J ol1lrollllhlcruddl~ r lr im tab by detoching lhr' from the "orll nnd pulling the wire from ahe t:onlinu01l8 h i Jl ~v. :{H, Tu r(; move the trim tab control mechanism from rudder it is necessary Lo drill the rivets from hous in mechanism. ELEVATOR REMOVAL 39 . To remove the elevator panels: c)Vt~.r (a) Remove cover on inboard end of left elevator ov er lh t~ tr im tab control. (b) Detach trim control from trim tab horn and from illuf"r c) 11 ( of elevator panel. (c) Remove the two bolts joining the elevator panels thr oue ll t'l control horn. (d) Remove the two outer hinge holts and pull elevator para" aft -and out from the stahilizer. ELEVATOR TRIM TAB REMOVAL 40. The elevator trim tah may he taken off the elevator panel L pulling. the wire out of the continuous hinge. STABILIZER REMOVAL L To remove the stabilizer: a) Remove the elevator according to the procedure des cr ilu~ d .i ll paragraph 39. (IJ) Remove the large access covers on either side of the IlI !t~ ll1 ju~' heneath the stahilizer. (c::) Disconnect the elevator control cables from the control hom rhe lurn huckles for these cahles are located just behind the 'r, !.in wull. Access may be gained after removing the .re HId. in Ihe case of the Station Wagon airplanes, the rmll tht: elevator control horn. tllt ~ two 1J( )its attaching the stahili?c.' AIRFRAME 10,1 111111 livd ed to the fusel age structure before t he .... Ili ll ,·d. Alt hough replacement of the fi n assembly nlth}) I h l" heading of Gener al Service, it is possible 111 ", 111 11 Ih is assembly without recovering the air pl ane hl'i.~ i~ ill good condition. IH'(I)' I he !' uln ic at the rear of the fuselage with fabr ic rej u- "Hilii' Of' i1ill"-· If-larder to soften the dope. On the models 108, 108-1, I IOH ·2 Ihe ; fa hr ic may be peeled back sufficiently to permit II \.Ir I hc' fin after the tapes and retainers have been removed. 11,,,let 108·3 it will be necessary to cut the fabric along the • 01'0 install the stabilizer: In' ~I ide stab ilizer through fuselage underneath fin carefully to ;ratc b ing stabilizer surface. (I ,) Thread up per ele vator cable thro u gh th e holes in upper and lei we. surfa ces at the center of stabilizer. {,~ } Bolt nose of stabilizer to fin with four bolts. (d) Bolt re ar spar of stabilizer to rear of fuselage with two bolts. ((:) rnstall elevat or control horn on central hinge bearing at rear ,",f tl lnbili.l er and attach elevator cables thereto. (r) Tig hten elevator cab les to a cable tension of from 100 to IlO ponnds . by use of the tu rnbuckle located just hehind the cabin ft'lIl ' W'u l l. ' nslall access plates on both sides of fuselage under stabilizer. fO il IN ST ALLATION " i lIt-la ll th e elevat or: nfth t he i nboa rd ends of th e elevator panels to the elevator tu b' y. l. uHu ll Ih e two outer hinge bolts. Felt washers should . he in ho I" fl ules of the bearing to keep hearing cleat;l . . 1It1 \'.1. i I I tII I ab control housing to stud on inlJbard eq4. of "ill" I' fllll; 1. If trim tah is mounteo 011 thi!\ "'!lllcl, cor;~ e c t h w h~ '(I 111 1. control horn. 11111 I'i.h ' U uvm taL control fin illl" .m, .~, <___ 39 • no 1'(1 ills!!d 1 I hI ! (·Ie\ !lt01' lu", 1i 1Il_: U I' t hl ~ huH hi ngl! fHI tllIl III I, \\,1111 IlIIlf "illgt! "" dcyutor and inl'crl tit(! hillge Will:. BI/It th,! I JII ('1),11 "{II dl~vis In I he tab control horn. Rt J nl)l~n INSTALLATION 1,7. To install the rudder: l a) When positioning rudder on its bearings, thread tail liHh' wire: and, lIn airplanes with controllable rudder trim tab, trim '!lfltrul shaft through rubber grommets at rear of fu selagt :. J(till wirt:s insidp plastic case and tie end of case with cord. ( h) Suspend the rudder on its hinges and install hinge holt .... Fell washers should be placed on both sides of the bearings to hop I)(~arings clean, (c; Connect rudder cables. These cables are spring loaded Uiltl thus it is not necessary to slacken the turnbuckles so as to allnuh lh(~n1. (d) Attach tail wheel steering springs. (t;) Set rudder trim tab control, in cabin, in neutral and set Icdl CUI rudder so that trailing edge is in line with rudder trailing l~dg , :. (f) 1nstall end of flexible shaft in mechanism for rudd er trim tub ill rear end of fuselage. Secure shatt in pulley by tightening thl fWo sd screws. Serure shaft housing in casting by tightening. i I.!. "I Secure shaft housing in casting by tightening bolt. HUBDER TRIM TAB INSTALLATION Ht H rudder trim tab is not attached to the rudder, install tab n rn ll,j\\'S; i 01 l,iTu; lip the half hinge on the tab with half hinge on ,-wltl, illiiIl S(': ll C he hinge wire. r b) Holl lab <.:ontrol clevis to the tab control horn. ll-:-j Prnl we d with connection and rigging of tab control as ou' Iilird In prtrl S /', r, llml g. of the preceding paragraph. IAPTEIt IV ~n()L SYSTEMS \Ilrol $ UddCeS on the Stinson model 108 series air- elevator trim tab, Cr,hl("11 fin: used in all control systems. In the elevator system, I" l he (;untrol column at the front of the cabin is connected (0 n I.H ~ II ( ~ /,Ank at tl:1e rear of the cabin with a push pull tube running llililel' I Itt! cabin floor. Cables connect the bell crank to the elevator horll. . rhl~ following are recommended rigging loads for control cables: CABLE TENSION TABLE Sur/ace Rigging Load Aileron . . . . . . . . . . . ... . ........ . . . 20 to 25 pounds Flaps (Up position) . . .. . . 44 to 50 pounds 1·.levator . . . . . . .... . ... . . 100 to 110 pounds Elc-vator Trim Tab . . . . . . 10 to 20 pounds Hudder Trim Tab . . . .3 to 7 pounds (~ ONTI{OL SURFACES TRAVEL 'I. Ct'Illlrol surface travels are limited by positive stops, located so 16 I «) preclude the possibility of the controls passing dead center nd 1... ,Jking. Only the elevator and flap control stops are adjustable. I r fI('Ut!SS UfY, the remainder of the stops can be filed or shimmed to III' f;u ;c travel. The elevator system has a stop on the push- t hnl contacts the lower ann of the flap control lever Iud 'limits the up-travel of the elevators when the flaps 1101 her adjustable stop on the control column is designed 11I ~ . ~ h,gl : cross tube supporting Lhe instrument panel and lip fJ'llvd cushion or tIlt' control whed '1haft wh('n the rill : Hups hnv,: adju:;fahlt: ~t(ll'~ HI · tltl~ wing bell III lit' us( :d to uligll III. ; fl i l.)l ,.url willg tra ili!1g III ~ up. 41 tlnlon 5. Travel of control su rfaces in degrees and inches is shown in the foll ow ing table. Th e measurement in inches is the straight line dis~ tance at the traili ng edge of th e s UTface. CONTROL SURFACE TRAVEL Su r/ace Degrees Aileron s-Up ...... .. ... ...... ... 23 to 25 -D own .. . . . .. . . ... .. .... 11 to 13 F laps-Intermediate ...... . ....... 26 to 28 - Full Down. . . . . . . . . . . . . . . .. 32 tu :~ Rudder-Left .. ................ 18 V~ to 19 'l!. -Right .. ............... 18lj2 to 19~ Elevator (Flaps Up)-Up . . ... ... 16Y2 to 171h - Down .... 19% to 20% (Flaps Down) - Up .... .... . 25 to 26 -Do wn .. .. 19 112 to 20% Elevator Trim Tab (Models 108, l OB-I , and 108-2) - Up . .. .. .. . 14 to 15 - Down .. .. . . 14 to 15 Elevator Trim Tab (Model 108-3) - Up 21 to 22 - Down 14 to 15 Rudder Trim Tab-Right . ..... . . " 17 to 19 - Left ..... . .... 17 to 19 Inc he! 4.80 to 5.20 2.33 to 2.73 4.10 to 4.40 6.00 to 6.30 .77 to 5.03 4.77 to 5.03 4.BB to 5.1B 6.09 to 6.41 7.80 to 8.10 6.90 to 6.41 1.13 to 1.22 1. 13 to 1.22 1.75 to 1.84 1.13 to 1.22 1.04 to 1.22 1.04 to 1.22 • Ailerons are in neutral position when the inboard end of the trail- ing edges are one-eighth of an inch below the Hap trailing edge.·, Flaps up positio n) . Tlu:rudder is in neutral position when it is aligned with the fill. fl acl(lt;f movement in inches is measured at the trailing edge in lint wlila lIf :utrnl elevator. CONTROLS 1. An.won Drive Pull.y 6. Elevator Pu.h-PuU T"b. Universal Fittings 7. Pivot Bearings 3. Control Wh ..l, 8. Stop 80lt 4. Control Shaft 9. Control Column Yoh 5. AII.ron Cabl" 10. Tumbuc.l. FIgure 24-Coftfrol Column Auembly C}NTROL SYSTEMS MAINTENANCE Olily mechanics licensed by the Civil Aeronautics Administration rrn ilted to overhaul or rig control surface systems. Allsystema h(,uitl be inspected at regular intervals. Cables that are worn or I he extent that an operating hazard is presented should 1. Check the condition of all pulleys and pulley brackets lelll. Test the security of all cable connections and .all It push-pull tubes, at bell ~raIlks, and at control horns. h)()!W parts, such as nuts, bolts, or washer~ that are lher control units. For lubrication requir*nts for efcr to the lubrication charts in Chapter II. N which in failure 24, operates 43 . .' .. 1. Control Column Pivot Bearing 3. Elevator Push-Pull Tube 2. Control Column 4. Aileron Metal Pulle.,. S. Brake Mechanism Grease FiHingl Figure 25:""'Controls Under Pilot', Floor IIH.~ uilt:run!i and elevator. The dual control wheels are mountt ~ d t lNli IlIhular shafts which project through the instrument panel. Th eonll'oi shafts slide through bushings jn the supports at the inah'u 1Ilf'1l1 pUlld. The 8il(~ron system is connected to the control shafts I u.. h';~ l 's l\l joints. When the elevator is raised or 10weTcn. the: 'low IJII(I I){ llu} control column yoke pivots on two bearin (:fer{'I' (0 fi~lln:25). CONTROLS 'NTHOL SYSTEM lIIuue ill two panels, bolted together in the center. ted ,in figure 26, the elevator is operated through the lUII111. The control column yoke is connected to a bell crank plIBh .pull tube. Cables connect the bell crank to the elevator .I'I"~l't~ nrc no pulleys in the elevator system. I O. When the flaps are up, the up-travel of the elevator is limited hy Li a'llp on the push-pull tube which engages the lower arm of the flop levc:r~ Elevator down-travel, and up-travel when flaps are down, is limited by ~tops built into the elevator control horn. Cushion stops on tlae control column prevent overloading the elevator control sys- tcm hy excessive movement of the control shafts when the elevator limit stops are engaged. ~. EVATOR CONTROL SYSTEM ADJUSTMENT ,1,1. .Elevalor travel can be increased to meet the requirements of paragraph 5 by filing the stop plates on the stabilizer. To decrease (rRvel it is necessary to install tapered shims on elevator center hinge iUing, un<Jer the control hom. Cushion stops on the control column lIou1«1 he ull; usted to give 0.00 to 0.38 inch clearance at the front rid O. !lU to 0.75 inch clearance at the rear stop when the .ntml column cushion stops is ft (,f the rear cabin wall. lilt.: rea"'r seats lu",(~1 of Station .. 45 ~ .:I _'0 a.> ~A: • • A. ~ ..! .D"! ~ 1 ;.¥~~o u .. ~c:_a.u _"o" ... a";J!- el-~jucr'"2 c:E~:EE=~=c ~.fiii.f~::l~~ "':c04M";.n.o",:.o: CONTROLS 11I1-,0l1n) of cn( ~ h bell crank. The forward arms ht wi nf:( bdl cranks are connected hy an idler JHI ~ {~8 through pulleys on each wing rear spar and (l i' lI f (! r( : cI in the top of th e cabin. The idler cable is It t tlidc of the pulley by a turnbuckle and on the of )NTHOL SY STEM A DJUSTMENT P" hJl {'! t' uel j us Lrn ent of the aile ron control system will usually .. oil ll i ii il , .l nipu latj on of all four turnbuckles. The control wheels II 1f'1II' " hy ad ju stment of the turn buckle on the forward en d of l he ..".011 11 01 column. Symmetry of the two aileron trailing edges is (I h lailll'c1 by adj ustment of the turnbuckle in the idler cable, located ill tt... cu ll in ceiling and accessible through the rear headlini ng app"1 olld by ad justment of the two turnbuckles aft of the rear 1,. I,in wall. Correct tension for aileron cables is 20 to 25 pounds. H.·rl ·r to par a graph 5 for correct travels. Safety turnbuckles with new wire a ft er adjustment is completed. 15. Aileron neutral position may be easily secured in model 108-3 ,i rplanes by aligning hole in cast bell crank in wing panel with hnle in bell crank support and inserting a pin to maintain neutral wh ile adjusting cables. This positioning device is accessible through 'he access hole in the bottom of the wing just forward of the aileron cam te r hinge. ERAL TRIM 16. Each aileron is provided with a fixed trim tab at the inboard "li d of its tra;ling edge. It is permissible to bend either tab 26 degrees III' vr down to correct the lateral attitude of the airplane. CONTROL SYSTEM TI ll' Oops are manually operated by a lever located helow and twq ~ n Ilw fr ont seats. This control system is illustrated in figure rho " ups ar e lowered when the lever is pulled up, and raised i ~ pushed down. A three-position lock operat~d by a IIr(' button on the end of the lever, locks the flaps in the IlJ landing positions. hIe 1 ~ l lIJl wt:lcd to the flap lev(,r u!l 5embty is routed aft and jHilley under the n:llr fj (: ul " lllt:n up th rough a pulley in :,(1, + R "..¥o >- ..¥ "c C c J "~E :::; 0 =»c ,,==» ... .!j.!:e~ ~lo &l1-..¥-" 1:I"',,u ~u~~l="ao"o o _.a,~UD .. I:I .. ~=i.E~::=~i~i Q~.~~.!:::~rf~ ,,:"",=.,;.o":4DO:o,,: -- + E !..,.. .,. '0 ~ o u ~ "•1>0 ..iA:: . Y.cp'0Y ~~ II [---~~ 12 d d~ 1. Roturn Spring 2. Right Flap CONTROLS + 7. Push-Pull Tube 8. Adjustable Stop 9. FU5elgge Cable 3. Turnbuckle5 .. Wing Cable 10. Stop on Elevator Push-Pull Tube Control Hom 11. Control Lever 6 . l.ft Flap 12. Lock Button Figure 28-Flap Control System III f', top fir LJIC cabin. The fuselage cable is connected to wing cables iii II. .;, ("IlIll (:eiling by turnbuckles. The wing cables pass through 1'l!lh :)'~ tu t'll ~ top of the cabin and attach to bell cranks in each pourl. Thnbdl cranks are connected to the flap control horns ,( push-pllll I\lhc~ so as to actuate the flaps. A spring II ", flnl) 1J In n e llll'ltl p Of. ilion when the control is released. 49 .. .. UI en c c '';: ';: E Ii: ~ .~ ... '2 8 ~ ~ .!c:a .: ~IItWI ~c3 ... VI;! ~ten~~ j >-..!:a VI ""=~II:J c: E!~.DO .,>.~;'.fD.-:o ::J"::J~u GlGIAc Vla..N ...... a.. _ .. ..c=o::J"!c:: .. ~ bE.! t!';~lu= ~.~.; 0 .,,~A,?! c.,,= _ E E ... c." "OO"O::JO--;:'i:OIl::J- a..UUQu .... oC( ................ ..; ••• . ••• • •• , . • 0 _NM:II'I-o"1D:2:~~ ~ .. ... EQI ~,.,1ft 'i... Co u ..•'11 '11 ~ ,00 C"t QI ..:::J all ~ CONTROLS ,. 01": "jllJ; in lhf' headlining. For travel limits plln'g"up" fl. If turnbuckles are used to adjust 1111 ; lit II j I hey are safetied with new wire after an II Illude . lOL SYSTEM 'filled 'in flgure 29, tbe rudder is operated by either of HilI pt'dl11 cur.lrols. One pedal assembly includes both left pedals; I'clinl n~~cmbly includes both right pedals. Control cables, I lo the pedals with turnbuckles, are routed aft along the I lit: ruselage. They pass through three sets of pulleys and IlItH~ h(:c.l to the rudder horn outside the fuselage. The rudder In: kept tight by springs attached to the forward side of the pcdlll llsscmblies. The airplane has a steerable tail wheel which is ~ I Ollh ' (,Il(:d by springs connecting the tail wheel steering arms to a ' iell horn at the bottom of the rudder. ItUllljER CONTROL SYSTEM ADJUSTMENT t. Hudder travel can be increased to meet the requirements of wl'Ugrnph 5 by filing the rudder control horn. To decrease travel it 18 rt(!(~C5sary to install tapered shims on control hinge fittings, under fUit r(,l horn. f)~ . Thr. fore and aft position of the rudder pedals is varied by djustmcnt of the turnbuckles attaching each cable to the rudder I'cdnl". Access to these turnbuckles is obtained through the snapped ihlwn flap in cabin side-wall trim panel beside each of the outer flllldr:r pedals. (See figure 12.) nUl)l)ER TRIM BUNGEE SYSTEM ,-.0 The model 108-2 airplanes are equipped with a rudder trim ;onlrol. (See figure 29.) This control system consists of a !Ctl11rol in the cabin ceiling and a spring bungee mechanism .1 htlhincl the cabin rear wall. The control and bungee mecha- \ ff: ')OIlflccted by a cable. The bungee mechanism connects to II/{' rudder system with two cables. rnlM BUNGEE eONTHOIJ AOJUSTMENT )f the rudder: trim (:uralrol wm affect the rigging ·lcvaluT trim tnh ' : fH1'r()l)iystem~. The following 51 · • §~.- c c a ... o~ - ~ .. C U t/ i i~ ~ '"0 ..a .. ~ ~o ..ao> -- _.!! ::l_~t- 'Q;:Ci e'" ..: - E -"0 tIt.Q i E ';;:..a .g '"0 ~~.!8V1 · t:t- at- gU"U~ t- .. ~ ... '1: C 0 j "O:i t; .2 ~ .2 '0 -~c::-"UO"UOI4. -go:;~.!~.!l.!.:: U~t-U~Gl:IUGl:I&lc( "':c-iM~.,.;..o"«iO:o ----G) OIl E !1/1 ,..lit '0..i: o U .D a ... E 'i: ... Iot') CI ~ In it CONTROLS 1" " I'IHld/; I' lIlUllojt:l: .. ontrol system is recom- I li S to muve shaft of mechanism as far I" possi hie. f'tJllllillg between control knob and bun gee so IHlv e: 1,.;;0 inches clearance with the bungee pulley. .'11 IWfl g l't: " .. Hey five and one-quarter full turns to place II tII! lJll' lI l position. J UBI. 1 ~ IlIIJ( : S connecting bungee with rudder system so that ' 6 11I: 1I1 .l'ul. Tighten turnbuckles until bungee spring STARTS 1,;, ,,(1 n nd II\(m turn back so that hungee arms are seated on IId l! . c1jll tJ. l lurnQuckles in rudder pedal cables so that pedals are wo,ull 'cd with rudder trimmed as required for level flight cruising, lI ~iW IIIfnllllGkles are accessible through a snapped sown flap in the i d, :- wall trim beside each of the outer rudder pedals. ri ghten rudder bungee cable by sliding cabin cont':'ol forward upporl tube. Cable should have about 5 pounds cable tensiou. I ' i ~ hten elevator trim tab cable to •. tension of between 10 Ill) lJOunus. Turnbu ckle for this cable is accessible through the ., - compartment by unsnapping the upper canvas cur~ain, lnl -:n TRIM TAD CONTROl.. )5. Tlae; model 108-3 airplanes are equipped with a controllable lodd er trim tab. The tab, located in the rudder trailing edge, is r' fl kll hy a control knob in the cabin ceiling. A continuous cable IJI!~ et 8 lhe! forward control mechanism to a pulley at the aft end Ihi1 fll s dage . The ends of the cable are connected in the after ,f the fuselage. Refer to ligure 30. The aft pulley drives a hnfl' which in turn actuates a push-pull tube by means of a ' (lu k. The push-pull tube is attached to the rudder tab control \ clj hstohle slops which limit the travel of the tab are incor- I i ll Ihl: uft pulley assembly. I'll) M TAB CONTROL ADJUST.~ENT tmh: l' Irim tab proceed as folluws: '''I' plate of urive rut ! dlanl~m in H'ur oJ fuselage. ud of f ~ t)nt_ r o l ~C: rI : W in nnJul:r uutil tsh trailing 53 StiJ (c) Turn drive mechanism until full right travel of tab is obtained, refer to paragraph 5. (d) Set stop nuts controlling right tab travel against stop plate on drive mechanism. ( e) Repeat steps c and d for left tab travel. (f) Check cabin control for freedom of motion through full tab travel. When control cannot ~e turned, he sure it is because of the control stops, and not that the turnbuckle is hitting a fairlead. ELEVATOR TRIM TAB CONTROL SYSTEM .27. The elevator trim tab conlrol is similar to that of the fudder, the same lype of Ullils and Jnt ~(: hllni 8 f1lij heing used, .Refer to para- rapha 25 anf126~ nlld tCI .figlJfO 30 for d(}fnils lllHI illl~truclioll .rc:gard- imz the adjustmcllt of tI .. 'I HHAKES ., AN D WHEELS ' f i" of conventional type. The hydra ulic brakes II ~ ad io n pedals th at are mount ed on the rudder ithcr brake, apply force to the cor re sponding pll6h- pull lype p ark ing brake control is provided. To set HtllI g hmh', app ly force to both brake pedals and pull out the II kllvll. I fold contr ol knob out until fe et are taken off pedals. It'Jl t; I' 11a .., parking brake, pu sh in the control knob an d apply j .-. I h" hrake p edals ; then release the pedals. 1'111 lIIui ll land ing gear is equipped with spring-oil shock ab sorber hc' sl cer able tail wheel assembly has a leaf spring to cushion . Thc tail wheel tire is solid. The main wheel tir es are si ze til 4 ply. AN DING GEAR (Hef~r l o fig ur e 31.) Each main landing gear consists of a tapered lIlJO I!1 ... spring-oil shock ab sor ber strut, a tire and tu be, and a 11\',:ll'IlIllil' disc-type brake assembly. T I ,(~ laudi ng ge ar beams are heat-treated chrome molybdenum h~e l Illpen'd tubes. The axles are pressed into the lower end of the Itrllll ~ Illl d are locked in place with bolts through the beams and I , I.· '1' 111 ; heams hinge to the fuselage side with bronze bu shings I h nt roln t e' on steel pins. The upper end of the beams connect to ~ llO ck abs orber str uts that join the beams to the center Ifll l lIl "n alloy fairings are installed to cover the landing gear lid wlll·(· ls. The wheel fairings are each attached to the land- hl! I.we> screws on the outbuard side anti three screws on l ~ tI 8i " ~ .• '1' 111,:' beam fairings nrc uLtucllcd to the low er end f~llct ,fair ings are of l.~('~ landjng 55 \ " \ \ , \ \ , \ \ \ \ \ " \ \ .\ \' \ \\ \ \\ \ \ \ \ ------1,'\\ \ / / I I I I ,\ \ \ \ \\ I \ \ II I I I / / ,I - ....... " , """,~, e - CatE2 :; c: i ~ 'E e : ... ~21t .. .1 e. :I 0 1~1°.J •'S" ~~ - 1:1 _.- .c-iii!j"U X iI>- • .c ZN III ..: ... ..;,.....,. LANDING G EAR rcltwvmg the landing gear beam is as follows : llll';o irpiane until the wheel clears the ground. f" il dngt* he-lly cover has been removed for jacking t il e fu sdage tunnel cover just behind the fi rewall c bolly. j'lh.)\'C lltl} landing ge ar fairings. Ih.hill 'lte brake system and disconnect the brake line at · the 11l~ ltt · the landing gear hinge. In til e (:a hin, remove the front seats, the shock absorber cover, loor panels directly under the front seats. U(HIIc)ve cotter pin from forward end of the hinge pin. Place a 1ft 11IIIw1. in the hole at the rear of the hinge pin, and drive the Iii (HIt 1() Ihe rear. l Ht ~ lIlove the beam by pulling it down and out of the fuselage. AINTENANCE rh e hcam is heat-treated to 180,000 to 190,000 psi tensile strength. l\1flk. ~ wd'ded repairs to the beam only when heat-treating facilities vuiluLle. The beam can be reheat-treated a maximum of five liefore scaling will impair the thickness and strength of th e h.~n lli . NSTALLATION J,, ~ , n II landing gear beam as follows: I) t n~rt beam into fuselage and install hinge pin. Hinge pin is l'I,l c! f rom rear and driven forward. Be sure small cotter pin hole ilnl and larger drift pin hole is aft when inserting the hinge II . Siliru. hinge on either side of beam with washers to eliminate ud aIt play. h) III~lnll cotter pin through forward end of hinge pin to lock I'l ln ;c. hinge pin with Specification AN-G-IS grease using J,pi ird to zerk fitting on beam. upper end of beam to shock absorber strut. Grease bolts illl SIlr.cification AN·G-15 grease heCore ins!alling bol t. IIlhlt, (mbin. m~N lla e broke line at 1h., f1t!x ibl., ho~c near the landing 57 1. PI.ton S. Spring 2. Filler Plug 6. Cylinder 3. Bleeder Sc rew 7. Or ifice Hoi. In Pilton 4. I'ng Seal. 8. Retaining Pin Figu re 32-Shaclc Absorber Assembly · ill the brake system (r efer to paragraph 50 of this BSORBER ST RUTS. ;h main landing gear beam is attached to a spring-oil shock hf1 fidll" r .. tr il l. (R efer to figure 32.) The shock of landing is absorbed Jj\' 1111' ," 1, llf4 it is forced from one chamber to another through a " The spring abs or bs the small shocks of taxiing. 'SORBER REMOVAL AND DISASSEMBLY Uowing is the pr ocedure for the removal and disassembly k 1.I"wrhtr struts. the airplane until the wheels are barely touching an d the shock absorber cover in the cabin. Rhl'lor b er str ut from the beam and from the by removing the lock wire and pill6 . PuUpi elcm from cylinder, forcin LANDING GEAR NTF.~N AN(:E pil'ton for roughness, scoring, and JI1I fIT damaged parts. troleum base hydrau lic fJui~ Specification rtc-r each l00-h our period of operation, remove JIll then remove the bleeder screw an d add hy- h_id lIlow ly through the filler plug in the piston until fluid Hit. (jf' the hlc~:dcr hole. Run a wire through the hleeder hole to Ilh,it . 18 clear. Wait unt il fl uid stops coming out of the hole and then install the bleeder screw. Always have the htlorlmt strut installed in the airplane and have the airplane hecla when filling the strut with fluid. s. II t lu l "hock abs orber strut does not compress when the airplane Illmliug. remove and disassemble the strut, and clean the small 110 an the bottom of the piston. When reassembling, fill cylinder hh fl u id and remove the bleeder screw before inserting piston. J ~l ,. If it is necessary to add fluid frequently, check the seals for INnri,uRlion. If the condition of the seals is douhtful, replace them. I,ll itt'Of hnlt K AB SORBER INSTALLATION f1l!1tu lll he strut with the cylinder bleeder screw and piston filler un top. Bolt base of cylinder to fusela.ge center fitting, and bolt of piston to upper end of landing gear heam. Coat fittings and With grease, Specification AN-G-15, before assembling. EAR WHEELS to figure 33.) The wheels are either Goodyear type it.h wheel assembly 511960 (with .312-inch brake disc) mhly 511972, or Goodyear type PD-127-2 with wheel 13-M-l (with .188-inch hrake disc) and brake &s- . The castings are magnesium alloy. nre statically balanced and are marked at the factory the,' two halves should he aligned in relation to each proper balance when the wheel is assembled. T he ,ft III(: Ir:tter "8" stampc~d on one of the bolt bosses on me bolt must go lhrouu.h the bosses marked "B". 59 Stlnlon '" '''"-----,; ",---- ~-~, l ~.-...... ... _':..r/~ ~~ > ~ ' -. :;- iQ't::_ i ---2. -,~~.. ~ J /' ..,""j . ~0~~L~ .; .......... ~ Flgur. 33-Maln Wh ••1 a...mbly LANDING GEAR re used in the wheel The bearings aring cups at the inboard and the I caaLings. ,.All WHEEL REMOVAL in landing gear wheels 88 follows: t, ll.e lubular jacking tool, part No. 108-S901000, into the ok the wheel clear of the ground. Refer to Chapter II. IlclIlov('I the wheel fairing and the outer wheel fairing support. ''''urn off the retainer nut. tI) ·j'o fn:e the brake disc on the inside of the wheel, remove the priug clips. To remove a spring clip, insert a flat piece of HC',lIl between the spring clip and the wheel, and force the back lLw of the spring clip over the boss in the wheel, then pull the flut, (Refer to paragraph 20, following.) ) Pull wheel off axle. T. FOR REMOVAL OF BRAKE DISC SPRING CLIPS l(). 111e removal of the hrake disc spring clips, 88 described in raph 19d, will be facilitated if a tool similar to that ilhutrated ill figure 34 is available. This tool can be made from .0000inch iDll steel. IN LANDING GEAR WHEEL MAINTENANCE 21. The wheels are given a protective coating to prevent corrosion. IJ the protective coating is chipped, worn through, or removed in "y manner, recoat the part immediately to prevent corrosion. Before 'osting, remove all corrosion with a fine file or a scraper, and "gUN 33-Maln Wheel A......ltly 1. Axl. 2. lrak. DIIC 3. INring letalner $Cf9Wt 4 . INrlng aeta.n.r S. INdng_ 6. Innw Wh..1 Pant Support 7. Wh ••1 A••• mbly Iolta I. Spring Cllpa 9. Inn.r Wh ..1 Half 10. Ira'" Unit 11. Out... Wh ..1 Half 12, "taln., Nut 13, Saf.ty Leete Pin 14. Ouf.r Wh ..J Pant Support 61 O~R • .30 Make From .040-tnch Sprino Steel .35 1+---- ---5.20 . 1 I. 5.70 .1 'lgur. 34-Tool for ••moylng lac SDr lng Clip. oli"h with fine emery cloth. The entire wheel, except for friction ncl bearing surfaces, must have the protective coating. Remove or round all nicks so as to eliminate any sharp comers. diue of .()4,()..inch or larger is desired at all corners. If it il~ necessary to refinish the wheel completely, first remove ul(l finish with paint remover. It is essential that the surfaces be ned thoroughly. fler the part is cleaned and repaired, treat the wheel with IJIlcpickle. The chrome pickle is composed of: Sodium dichromate . ......... . ... . .. . . .... . 1.5 pounds tul ce ntraled nittic acid dfic gravity 1.42) .. . . .. . . . ... . . . . . . 1.5 pints .. ... . . ... . .. .. .. . ... .. . .. . 6.5 pints l)Ul c ~ hrome pickle to the afiected spot and allow it to w() or three minutes. Then wash the part thor- n cold water. WARNING in contact with ult . LAND IN G G EA R Pll iy I wn (: 00l8 of aluminum lacquer, Specification I !M IltlpO I'lH lh tc to refinish the wheel completely, bad spots i i',ll l) h,; d up w it h aluminum lacquer. Use one or two coats, ti Jl "u the condition of the su rf ac e. CAU TIO N I ( wh,·( Ols are corroded on the inside, refinish or replace the lu:d " before using the airplane. ff EE L BEA RING MAINTENANCE 1\ rl t' r each 100-hour period of operation, remove and dis- IfIbl t· the wheels, and remove the bearings. Wash the b ear ings 'n dqr d caning solvent, Federal Specification No. P-S-66l. Re pack ., ... hC ~ f1rin gs with grease, Specification No. AN-G·15. Do not use x,-lm':t ivc grease. CAUTION )u not force a bearing in or out of a wheel by hammer- III! or pressing. When it is necessary to remove the bearing cups from a wheel, Iwrit .h o wheel be fo re attempting to remove the bearing cups. A d tll,-n' lI ,is l temperature between the wheel and the bearing cup of JlI"ll\ Imnlely 100 0 F. is necessary. )- HI! pItWt" hearing closure rings that are bent or distorted. r rf· 11 s ( ~ oI8 are installed, wash the seals with dr y cleaning "h'('ltl I r ,IIC; l' f~ i1 I ~ have become wo rn and are allowing lubricant to 11,:1'1 .1110 tl1 e 6t:uI8. Before installation, lubricate either new or t bt wHltlig llt lJIu chitu; oi l, Federal Specification No. VV-O-581 , 10 - I NSTAI..I.ATION 63 ,.~ ,,:. \ '-""~1 " ?1'54 t. ( \ r 3. Pa rking Bra ke Con trol 4. Hydr au lic Brak e Line Co nnect io n 5 . Broke Unit Fi g ur e 36 -Brake System (Mod el 108-3) llll ltd ar di sc flo ats on t he driv e wheel keys. T he fluatin g I)JII I " : JI~a t es fo r t he fact th at w hen hy d ra ulic pre s sure is IjipHml, !Jllly lilt; ou tb oar d brak e lining moves t owa rd the d isc. whi le ! f WI IiI' twn l Iifl 'il1g remnin s stat iona r y. A s the outboard lining pr esses ri t. llit' ",,/11 iilJ; dist: mo ves a way until it co ntacts the inb oar d lin ing 1' 11 [0 di tilJ Ihell rt:ccives equ al cla mp i ng on both si des as h y- Un! i s iJlGft'ul:ied, is f;it h cr Goo dy ear 5 11 972 or 511640. The 1I 1k. dlltfU!I:ablc. , AH Iht; hrake l inings wear, lilllill!II. : l'x l 'es~ivc brake LANDING G EAR Dtake Attachment FlgLlre 37-lrake Master Cylinder Assembly UA'KK MAS T ER CYLINDERS L Cltcfer to figure 37.) One master cylinder, with parking brake is mounted forward of each of the pilot's rudder pedals. The contains a fluid reservoir which is filled through a hole in of the cylinder. When the brake pedal feels spongy and un- ivc ~~ probably it is due to air in the lines. Remove the air hlt"O 'j( liug the brake system. If, after air has been bled from the \, "ht: hra ke is unresponsive and the parking brake pressure lif)1 ho 'Ic1, remove and disassemble the cylinder an~ replaCe the I (AN !l227-2). }dul, tum. the upper fitting the ' pj$t9~ Jength. 67 Slimoll 1, Rrake BI••der Screw HYdraulic line Inlet 2. Wa.h.r tt. Brake Housing 3. Brake Cylind.r Head 10. Packing 4. Packing 11. Pi.ton 5. p,.ssure Pla.e 12. Washer 6. PI,'on Lining Block 7. Fixed Lining Block 13. Brake Adjus.ing Screw 14. Brake Cylinder Head Lock Ring ng':T:t 38-Brake A••• mbly WHEEL BRAKE REPLACEMENTS :t Replace the fixed lining block when it is =%6 inch or less in thickness. . l~cplace the piston lining block when it is % inch or less in Ihi ~ krl~s .. The worn piston lining block can be used as a replace- r the fixed lining block. : 118loll _ne~ lining blocks, remov :.:: the wheel and the brake Hi:liWVt! the: uld lining blocks. Insert the new piston lining j. 'li t. .J ~ " Ji ' C(! lit,! piston lining hlo ck into th e broke assembly. LANDING GEAR ul 'y to buck out the adjustmg screw I " "'Mall Ilh~ fiX4~d lining block. Force the lining II nh I ~' ol1(IW the insertion Ilf the brake disc; IHJlftll the wheel. Fill the brake system with h 'Olili o fiuid, Specification No. AN·VV-O-366b. It that are damaged in any way or that EIUODIC MAINTENANCE 10 . llOur period of operation, inspect the brake units igns of seal leakage. Replace the seals if there Hl h IOO-hour period of operation, make a general in· llu ~ hrakes without disassembling the brake unit. Inspect r broken parts. Inspect the condition of nuts, holts, wire. Remove grease and oil with cleaning solvent. <;Il 4OO-hour period of operation, completely disassemble nd inspect all parts. Thoroughly clean the brake piston 11 other brake parts with cleaning solvent. Replace any Ie parts. Nt; TilE BRAKE SYSTEM ill Ihl ~ hrake system as follows: HClIlfJve filler plug in master cylinder. He H10ve brake bleeder screw on the wheel brake unit and ,nil lill e from brake fluid pressure can. Fill system with petroleum hvc)"uu'lic fluid, Specification No. AN-VV-O-366b. If pressure vailable, an open can with line attached may be used 111 is held higher than brake master cylinder. Add fluid voir of master cylinder- is full. )Il {\ lull bleeder screw. lc plo llc filler plug in master cylinder. h C{1 k hroke to determine that operation is satisfactory. E BRAKES mount of air in the brake aY!ttem wilI result in ' lioll. This require.q bleeding o( l .h~.brake system 69 Ji/IH(}. (a) Check to determine that the entire brake system is connected. (b) Remove the bleeder screw from the brak e and insert in its place a standard bleeder hose. Place the free end of the hose in a clean glass receptacle. (c) Remove the filler plug from the master cylinder. (d) Fill the master cylinder with clean petroleum base hydraulic fluid, Specification No. AN·VV-O-366b. NOTE master cylinder filled lowly to the appear from CAUTION Extreme care should be taken to see that the fluid con- tainer and all lines and fittings are absolutely clean. Any dirt or other particles in the system may stick in the master cylinder compensating port and result in a locked or dragging brake. Such particles might work under the seals on the master cylinder piston or onder the . brake piston and cause leaks. DRAINING THE BRAKE SYSTEM ,.12. The brake system is drained as follows: (u) Remove the brake bleeder screw. (" -, Remove· the filler plug in the master cylinder. ( (}) Pump the brake pedal until fluid no longer drains out of the hJt~ ( : (Il:r .ouening. LANDING GEA R ( I runt Spring FiHlng ,hlng • Ta ll Wheel A ..embly 4. St••ring Spring. 5. Yoke 6. Tail Wh••1 Spring fig 39-Tall landing Gear A•• embly NDING GEAR r to fi gure 39). The tail wheel unit is a full·swiveling, II id l u u l u n it. The wheel is mounted on a leaf spring that is Itndwlilu the fuselage. The steering arms are connected to a rudd er II II I wu springs. Th e wheel is steered through a limited arc r ~ "H'1I1 of the rudder pedals. Beyond this arc a release dis- Ih, ~ wheel and provides full swiveling action of the unit. )IN(; (; EAR REMOVAL r. . l1 uwhlK i" the procedure for removing thc tail olaaaing gear. 111' ,I I(" rear end of the airplane. • lJIC' Aleering springs und unholt "the unit from 71