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Shoulder Harness and Seat Belt Inspection Inflatable Restraint System Component Cleaning Inflatable Restraint System Inspection Storage of Spares Inflatable Restraint System Troubleshooting Tools and Equipment This chapter describes the interior equipment and furnishings used throughout the airpiane. The emergency locator transmitter and the carbon monoxide detector information is also included in this chapter.

Box Carson, CA To adhere soundproofing and insulation to fuselage structure. To test the ELT. The chapter is divided into sections to aid maintenance personnel in locating information. A brief definition of the subjects and sections incorporated in this chapter is as follows: 1 The section on Flight Compartment covers those items installed in the cabin area, including seats, seat restraints systems, carpets and interior panels.

It also covers the carbon monoxide detector installed forward of the instrument panel on airplanes that are equipped with Garmin G This maintenance practices section gives the removal and installation for the crew seats, seat rails, seat belts, and shoulder harnesses.

The seat belt and shoulder harness components are non-repairable field items. You must replace any component that does not operate correctly. If you do not obey these instructions and safety precautions, damage to equipment and harm to personnel can occur.

If your airplane has the AMSAFE inflatable restraint system, do not do maintenance on the seats or the seat restraint system unless you first obey all applicable precautions and instructions in the E Supplemental Amsafe Maintenance Manual and this Maintenance Manual.

Seat Removal Refer to Figure Damage can occur to the system and an accidental deployment of the system can cause injury.

Seat Installation Refer to Figure Incorrectly installed seat stops can let the seat move during flight, with the result of serious injury or death. NOTE: If the seat headrest is removed from the seat back, go on to the next step. You do not have to complete this step. Install the shoulder harness guide on the headrest. Install the headrest with the shoulder harness guide into the seat back frame.

Install new cotter pins in the headrest frame. Move the seat aft and set the seat back in the vertical position. Seat Rail Removal Refer to Figure Seat Rail Installation Refer to Figure The shoulder harness and seat belt assembly must be inspected in accordance with the time intervals in Chapter 5, Inspection Time Limits.

The shoulder harness and seat belt assemblies have a time life associated with them. Refer to Chapter 5, Component Time Life for these limits. The removal and installation of the shoulder harness and seat belt assembly are typical. Map Compartment Removal Refer to Figure Map Compartment Installation Refer to Figure The AAIR is a self-contained, modular, three-point restraint system that will help to protect occupants from head-impact injury during an accident.

The AAIR system has four core components: the air bag assembly, the inflation assembly, the electronics module assembly EMVA , and the cable interface assembly. Do not apply an electric current to the electronics connection.

Buildup of dirt and unwanted material can cause problems with system operation, decrease the life of the system, and help cause corrosion of the metal parts in the system. This can cause damage to the AAIR system.

Do not use too much water when you clean the AAIR parts. Too much water can cause damage to the internal components and cause them to be unserviceable. Excess soap must be removed before the part is installed in the system. Do not dry the belt assembly in sunlight or near any source of heat. Do not dry clean the belt assembly.

Do not put the belt assembly fully into water. Use a household liquid soap or detergent. Clean the inflator and cables by hand with a lint-free cloth and a cold water and mild soap solution. Do an inspection of the AAIR system parts. Storage of Spares A. Inflator Assembly. NOTE: The maximum continuous storage time for the inflator assembly is seven years from the date of manufacture. The permitted temperature range is C 2 Keep the inflator assembly away from sunlight, dust, moisture, and other contamination.

Air Bag Assembly. The permitted temperature range is C 2 Make sure that the air bag assembly is kept away from sunlight, dust, moisture, and other contamination. Accidental deployment of the system can cause injury. Restraint System Removal. Accidental deployment can cause injury. Use soft-grip channel locks to hold the barb while you disconnect the hose. Loosen the clamps on the inflator-assembly mounting bracket. Remove the inflator assembly from the mounting bracket.

Put shipping caps on the inflator-hose connector fitting. Refer to Table Table Torque Wrench In-lb. Remove the EMA from the airplane. Restraint System Installation. NOTE: 1 Leave the protective plastic bag on the air bag belt during installation to keep it clean. Remove and keep the shipping caps from the inflator-hose connector fitting. NOTE: The shipping caps can be used again. Do not tighten the clamps on the mounting bracket.

Do not remove the safety cable tie for the air bag connector tongue. NOTE: 4 If the three-point air bag belt is not new and the inflator is new, apply a thin layer of Loctite thread locking compound on the hose barb threads before you attach the inflator assembly.

Make sure that the three-point seat belt air bag belt is aligned correctly. NOTE: If aligned correctly, the gas hose will be on top of the seat belt attachment hardware. The label will be on aft side of the belt. The inflator hose connector fitting is a pressure fitting which must be fully extended onto the gas hose barb to make an airtight connection.

Attach the squib connector to the inflator assembly. Tighten the clamps on the mounting bracket to between 21 and 25 inch-pounds of torque. Attach the EMA to the floorboard with the washers, nuts, and bolts. Connect the cable interface assembly to the EMA. Make sure that the cables and hoses of the AAIR are clear of the height-adjustment crank, the seat lock handle, and the seat-back adjustment lever. Install the inertia reel three-point air bag belt in the airplane.

Remove the safety cable tie from the air bag buckle tongue. Do a seat operation test on the pilot's and copilot's seat. Do a functional test on the system. To find problems in system components, use a replace-and-test procedure.

There are two seats in each AAIR system. Once the V23 system diagnostic tool SDT is connected to the airplane, a check of the system is done one seat at a time.

The V23 system diagnostic tool uses a 9-volt battery that can be replaced. A check of the diagnostic tool must be done yearly. The label on the back of the diagnostic tool will show when a check of the tool needs to be done. Before the V23 system diagnostic tool is connected to the airplane, do the steps that follow. Do the System Functional Test. This functional test must be completed for each AAIR system on the airplane. Make sure that the seat belt safety buckles are not attached.

Remove the protective cap from the cable interface assembly. Connect the V23 system diagnostic tool to the diagnostic connector.

If the 1 and 2 LED lights are amber, do the steps that follow. If the 1 and 2 LED lights do not give an amber indication, troubleshoot the system. Refer to Inflatable Restraint System Troubleshooting. Inflatable Restraint System Troubleshooting A.

An unsatisfactory indication by the seat LED light is an amber indication, red indication, or no indication. Ifthe V23 system diagnostic tool gives a satisfactory indication after the replacement of the individual components, stop the troubleshooting procedure. This section gives instruction for the removal and installation of the aft seat and the seat belt and shoulder harness assembly. If any component does not operate correctly, the system must be replaced.

If your airplane is equipped with the AMSAFE inflatable restraint system, do not do maintenance on the seats or the seat restraint system unless you first obey all applicable precautions and instructions in the E Supplemental Amsafe Maintenance Manual and this Maintenance Manual. Aft Seat Removal Refer to Figure Remove the seat from the airplane. Aft Seat Installation Refer to Figure Make sure the spacers if installed are positioned correctly. Install the access covers if equipped. Complete a check of the assembly for the correct installation and operation.

The seat belt and shoulder harness assembly must have an inspection completed in accordance with the time intervals in Chapter 5, Inspection Time Limits. Make sure you complete a check of the time life of the assembly referred in Chapter 5, Component Time Life for these limits.

This section provides general instructions for removal and installation of the interior panels, carpet and rubber mat. Interior panels are typically attached to fuselage structure using screws. Refer to Figure for an exploded view of the interior panels, headliner and overhead console. Cabin door panels are typically attached to the fuselage and door structure using small screws. Carpet and rubber mats are attached to the floorboard using Velcro.

Refer to Figure for a view of the side panels, carpet and rubber mat. The degree of attack depends on the relative activity of the two surfaces; the greater the difference in activity the more severe the corrosion. Relative activity in descending order is as follows: a Magnesium and its alloys.

It results from lack of uniformity in the alloy structure. It is particularly characteristic of precipitation hardened alloys of aluminum and some stainless steels.

Aluminum extrusions and forgings in general may contain nonuniform areas, which in turn may result in galvanic attack along the grain boundaries. When attack is well advanced, the metal may blister or delaminate, which is referred to as 'exfoliation". In general, cracking susceptibility increases with stress, particularly at stresses approaching the yield point, and with increasing temperature, exposure time and concentration of corrosive ingredients in the surrounding environment.

Examples of parts which are susceptible to stress corrosion cracking are aluminum alloy bellcranks employing pressed-in taper pins, landing gear shock struts with pipe thread-type grease fittings, clevis joints and shrink fits. Corrosion may start at the bottom of a shallow pit in the stressed area. Once attack begins, the continuous flexing prevents repair of protective surface coating or oxide films and additional corrosion takes place in the area of stress.

Typical Corrosion Areas A. This section lists typical areas of the airplane which are susceptible to corrosion. These areas should be carefully inspected at periodic intervals to detect corrosion as early as possible. If spilled battery electrolyte is neutralized and cleaned up at the same time of spillage, corrosion can be held to a minimum by using a weak boric acid solution to neutralize the battery electrolyte ni-cad battery or baking soda solution to neutralize the lead acid-type battery electrolyte.

If boric acid or baking soda is not available, flood the area with water. During preventative maintenance, broken wires and wear of the control cables are also checked.

Corrosion on the interior strands of the cable constitutes failure and the cable must be replaced. If no internal corrosion is detected, remove loose external rust and corrosion with a clean, dry, coarse-weave rag or fiber brush.

NOTE: Do not use metallic wools or solvents to clean installed cables. Use of metallic wool will embed dissimilar metal particles in the cables and create further corrosion. Solvents will remove internal cable lubricant, allowing cable strands to abrade and further corrode.

This condition can cause a general degradation of some top coating and some depolymerization and loosening of sealant materials in lower areas. The brown, slimy deposits are microbial in nature. Examination of the corrosion pits by metallurgical techniques indicate the presence of intergranular attacks. Corrosion Detection A. Corrosion Defoliation. The primary means of corrosion detection is visual, but in situations where visual inspection is not feasible, other techniques must be used.

The use of liquid dye penetrant, magnetic particle, X-ray and ultra-sonic devices can be used, but most of these sophisticated techniques are intended for the detection of physical flaws within metal objects, rather than the detection of corrosion.

A visual check of the metal surface can reveal the signs of corrosive attack, the most obvious of which is a corrosive deposit.

Corrosion deposits of aluminum or magnesium are generally a white or grayish-white powder, while the color of ferrous compounds varies from red to dark reddish-brown.

Surfaces protected by paint or plating may only exhibit indications of more advanced corrosive attack by the presence of blisters or bulges in the protective film. Bulges in lap joints are indications of corrosive build-up which is well advanced.

In such cases, mirrors, borescope or similar devices can be used to inspect the obscured areas. Any means which allows a thorough inspection can be used.

Magnifying glasses are valuable aids for determining whether or not all corrosive products have been removed during clean up operations. Inspection for large stress-corrosion or corrosion fatigue cracks on nonporous or nonferrous metals may be accomplished using dye penetrant processes.

The dye applied to a clean metallic surface will enter small openings or cracks by capillary action. After the dye has an opportunity to be absorbed by any surface discontinuity, the excess dye is removed and a developer is applied to the surface. The developer acts like a blotter and draws the dye from cracks or fissures back to the surface, giving visible indication of any fault that is present on the surface.

The magnitude of the fault is indicated by the quantity of dye brought back to the surface by the developer. Corrosion Damage Limits A. Following cleaning and inspection of the corroded area, the actual extent of the damage may be evaluated using the following general guidelines and good, sound maintenance judgement. Determine the degree of corrosion damage light, moderate, or severe with a dial-type depth gage, if accessibility permits.

If the area is inaccessible, clay impressions, or any other means which will give accurate results, should be used. In the event the corrosion damage is severe, contact Cessna Propeller Aircraft Product Support for assistance.

This type of damage is normally removed by light hand-sanding or a minimum of chemical treatment. Pitting depths may be as deep as 0. This type of damage is normally removed by extensive hand-sanding or mechanical sanding. This type of damage is normally removed by extensive mechanical sanding or grinding if not complete part replacement. G en eral G eneral Baggage Door Weatherstrip Inspection This chapter provides maintenance information on doors.

This chapter is divided into sections and subsections to assist maintenance personnel in locating specific systems and information.

The following is a brief description of each section. For locating information within the chapter, refer to the Table of Contents at the beginning of the chapter. A cabin door is installed on each side of the airplane. Each door has an outer sheet skin that is chemically bonded to an inner pan assembly.

Each door has a latch assembly, an inside handle, a pair of external hinges, and a doorstop assembly. Operation A. The cabin doors open by the inside or outside handle, that is connected to internal components. The interior handle base plate assembly is directly connected to the cabin door latch by an adjustable push rod assembly.

This push rod assembly has two clamps attached degrees apart on the main rod. These clamps operate a cable assembly that moves a cable pin from the top aft end of the cabin door into the aft top door sill.

The handle is held in position by the spring-loaded latch catch engaged with the latch bolt through the hole in the bolt. The push rod assembly will move forward. The attached cable assembly will be retracted from the top door sill with the cable pin in a recess in the pin guide. The interior handle will move approximately 15 degrees aft of the vertical position. The cabin doors close and latch by the internal or external handle connected with internal components.

The cover plate is on the rear door post. The catch pin disengages the latch catch from the latch bolt as the catch pin is moved forward. The latch handle extends and the pull-bar assembly compresses. The latch handle is pulled in and the latch bolt is moved on the latch striker. The latch striker is on the rear door post. The interior door handle has moved from approximately 15 degrees aft of the vertical position to approximately 45 degrees forward of the vertical position.

The interior handle pushed to the horizontal position, flush with the armrest, will overcenter the door latch. The cabin doors have a key lock. NOTE: It is possible to lock the cabin door when the exterior handle is used and the push rod assembly is not adjusted correctly. The rigging and adjustment procedures must be used to correctly adjust the push rod. The cabin door maintenance practices give procedures for the removal and installation of the cabin doors, weatherstrip, locks, latches, handles, and cable assemblies.

The cabin door maintenance practices also give procedures for the adjustment and test of the cabin door, latch cable, and inside handle. An optional Medeco lock is installed on the cabin doors on some airplanes.

The removal and installation procedures given are for the pilot's door. The procedures for the copilot's door are typical. Cabin Door Removal Refer to Figure Cabin Door Installation Refer to Figure Lock Removal Refer to Figure Drill eleven 0. Make sure the cabin door latch cable assembly rigging and the cabin door inside handle rigging is done before the latch base is attached to the skin. Make sure that the anti-rotational washer is installed under the hex nut.

Install the cam stop screw with Loctite Install the machine screws with Loctite Adjust the new cabin doors. Damage to the bonded areas and the structural components can occur. Adjust the cabin doors. NOTE: The cabin doors must be smooth with the fuselage skin. Do the adjustment of the latch assembly. NOTE: 5 Install shims to adjust the striker plate forward to give a minimal clearance between the bolt and the striker plate.

NOTE: 6 A noise can be heard when the inside handle is pushed down. It is recommended that the outside door handle be flush with the door skin, although the noise is heard. This adjustment will make sure the pushrod will engage the latch catch.

It will also make sure the exterior handle will stay open until the door is closed again when the door is opened from the outside. Install shims as required, beneath the actuator on the cover assembly. NOTE: If the cabin door is too far forward for correct operation of the door latch, the latch assembly pushrod will not let the bolt move. Close the cabin door.

Make sure the exterior handle is flush with the door skin when the door is closed. A baggage door is installed on the left side of the airplane, aft of the cabin door. The baggage door allows access into the baggage area and into the tailcone.

A rubber weatherstrip is cemented around the edge of the baggage door. It seals the door to the fuselage structure when the door is closed.

An optional Medeco lock is installed on the baggage door on some airplanes. Baggage Door Removal Refer to Figure Baggage Door Installation Refer to Figure Let the adhesive cure in accordance with the manufacturer's instructions, and make sure that the seal is completely adhered to the door with no gaps between the seal and the door.

Baggage Door Weatherstrip Inspection A. Do an Inspection of the Baggage Door Weatherstrip. Close the baggage door. Slowly pull on the paper to make sure that there is seal tension. Move the paper around the perimeter of the door to do a test of the door seal tension.

Make sure that the baggage door is closed. Pour a gallon of water over the door and tailcone doorframe. After the water no longer drips, open the door and do an inspection for leaks.

Install the weatherstrip again as necessary to make sure that there are no leaks around the seal area of the baggage door. Sand and do a touch-up of the paint as necessary.

Make sure that the anti-rotational washer is installed under the 0. Install the hex nut with Loctite This chapter provides maintenance information on the horizontal and vertical stabilizer. The section on horizontal stabilizer provides instructions for removal and installation of the horizontal stabilizer. For Paper Publications, file this cover sheet behind the publication's title page to identify inclusion of the.

Insert the new pages in the publication at the appropriate locations. For Aerofiche Publications, draw a line, with permanent red ink marker, through any aerofiche frame. This will be a visual identifier that the information on the. For "added" pages in. Line should be wide enough to. Temporary revisions should be collected and maintained in a notebook. NOTE The lightweight soundproofing panels are held in place with industrial rubber cement. Before installing headliner, check all items concealed by the headliner to see that they are mounted securely.

Use wide cloth tape to secure loose wires to the fuselage, and to seal any openings in the wing roots. Straighten any tabs bent during removal of the headliner. Apply cement to inside of skin in areas where soundproofing panels are not supported by wire bows, and press soundproofing in place.

Insert wire bows into headliner seams, and secure rearmost edges of headliner after positioning the two bows at the rear of the headliner. Stretch the material along the edges to make sure it is properly centered but do not stretch it tight enough to destroy the ceiling contours or distort the wire bows.

Secure the edges of the headliner with sharp tabs, or , where necessary, rubber cement. Work the headliner forward, installing each wire bow in place with the tabs. Wedge the ends of wire bows into the retainer strips. Stretch the headliner just taut enough to avoid wrinkles and maintain a smooth contour. When all bows are in place and fabric edges are secured, trim off any excess fabric and reinstall all items removed.

Removal of upholstery side panels is accomplished by removing seats for access, then removing parts attaching the panels. Remove screws, retaining strips, arm rests, and ash trays as required to free the various panels. Automotive type spring clips attach most door panels. A dull putty knife makes an excellent tool for prying loose the clips. When installing upholstery side panels, do not over-tighten sheet metal screws. Larger screws may be used in enlarged holes as long as the area behind the hole is checked for electrical wiring, fuel lines, and other components which might be damaged by using a longer screw.

To furnish an ornamental edging for the door opening and to provide additional sealing, a windlace is installed between the upholstery panels or trim panels and the doorpost structure. The windlace is held in place by sheet metal screws. Cabin area and baggage compartment carpeting is held in place by rubber cement, sheet metal screws, or retaining strips. When fitting a new carpet, use the old one as a pattern for trimming and marking screw holes.

Utility airplanes use a lightweight, heavy-duty vinyl floor covering instead of carpeting. The floor covering is cemented to the floor in some models. NOTE These are typical headliner installations. There are minor differences among the various models, but maintenance procedures are similar.

Soundproofing panels are used above the headliner on most models. Attaching parts should be replaced if excessively worn or defective. Some safety belts are attached to the fuselage and others are attached to the seats. Safety belt attachment fittings on some models are also used as cargo tie-downs after unsnapping the quick- release type end fittings. NOTE When installing front seat safety belt fittings, it is important that the correct attaching parts be used.

A large washer AN or a plate is used as a reinforcement under the floorboard at each front safety belt fitting. The large washer is used between the forward nut and the underside of the floorboard on the Models , P, , and In addition, the Models and P use a plate type spacer on top of the floorboard. Beginning with the Model F, a reinforcing channel is riveted. The Model uses a reinforcing plate on the underside of the floorboard, between nuts and the floorboards. The tie-down arrangements vary with different aircraft and model year.

Methods of attaching the tie-downs are shown in figure through The eyebolt and nutplate can be located at various points, including cabin side walls, floor, and aft baggage compartment wall. The sliding tie-down lug also utilizes the eyebolt and attaches to a seat rail. A baggage net is standard equipment on Models , P, and F and on. Tie-down straps are standard equipment on the Models D and E. Prior to the Model D, the tie-down straps are optional except when individual reclining seats are installed.

The same brackets then serve as cargo tiedown brackets. Prior to serial No. When the cargo pack was installed, the rotating beacon had to be transferred to the cargo pack. Starting with the serial number noted, there is no rotating beacon on the underside of the fuselage. During the following procedure, delete all references to the rotating beacon if the airplane does not have one installed at the cargo pack location.

When installing the cargo pack prior to serial No. The bulb remains in No. Remove rotating beacon assembly from the bottom of the pack and disconnect the wire leads at the quick disconnects. Position a support under the pack, remove all attaching screws and lower the pack from the fuselage. NOTE Lower the pack slowly while checking to be sure that the beacon lead wires are slipping through the hole in the pack.

Remove the rotating beacon extension lead wires from the airplane. Connect the rotating beacon leads and install the beacon assembly on the airplane. Disconnect the cowl flap controls 1 from the flaps and take off all four baffles 3 by removing the screws 2. Remove each clevis 8 and barrel 11 from the control ends and install the clevis 12 uh each control end.

Intentionally leave the control longer than necessary. Open the cowl flaps, disconnect the control ends from the cowl flaps and shorten each control, by screwing the clevis end, the distance measured on each flap. Connect the control end to each cowl flap temporarily and repeat the above procedure until each cowl flap fairs in the closed position.

Attach the control ends to the cowl flaps securely and tighten the jamb nuts against the clevis ends. Operate the cowl flap control lever several times to check cowl flap operation. Remove the rotating beacon from the bottom of the aircraft and disconnect the wires.

Disconnect the positive hot wire at the quick disconnect terminal and the negative ground wire from the stringer just aft of the beacon light. Attach the extension wire with the quick disconnect terminals on each end to the existing positive lead for the rotating beacon.

Pass the extension wire through the grommet of the access cover plate and install the plate over the hole vacated by the beacon. Using the forward attaching screw for the cover plate, secure the wire with a clamp. Route the wire forward and inboard against the belly skin to the aft screw of the forward access cover plate.

Use this screw to secure the positive lead with a second clamp and to attach the ground negative extension lead. Move the pack into position under the airplane. Raise the aft end of the pack and insert a block under.

Disconnect the control 1 from each cowl flap and remove the clevis 12 from each control end. Leave the jamb nut 13 on the control ends. Install the clevis 8 into the barrel 11 and install the barrel on each control end 1. Do not tighten the jamb nut 13 or attach the clevis 8 to the cowl flaps at this time. Position a baffle 3 along the side of the cowl flap so that the holes in the baffle are aligned over the nut plates in the cowl flap; secure with screws 2.

Repeat for remaining three baffles. Determine the correct baffle for each flap before installation. Note that the flanges on the baffles are turned toward the inside of each cowl flap opening.

Connect the cowl flaps to the control ends. Set the jamb nuts tightly against the barrels, and safety wire each clevis to each barrel to maintain the speCified setting.

A glider tow hook, which is mounted in place of the tail tie-down ring, is available for all Models , , P, and Raise the forward end of the pack and align the two forward holes in the pack with the two Rivnuts which are located just aft of the firewall. NOTE Feed the wire leads down through the hole in the rotating beacon cover while raising the pack to the bottom of the airplane.

Install the two forward attaching screws. Raise the aft end of the pack and install the aft two attaching screws. Install and tighten all remaining screws. Attach the wire leads to the rotating beacon and install the beacon in the bottom of the pack. NOTE Coil excess wire above the beacon assembly as it is inserted into the mounting hole. Figure shows details of the rear view mirror installation. Each all-metal wing panel is a semicantilever, semi-monocoque type, with two main spars and suitable ribs for the attachment of the skin.

Skin panels are riveted to ribs, spars, and stringers to complete the structure. An all-metal, piano-hinged aileron, a high-lift flap, and a detachable wing tip are mounted on each wing assembly. A Single fuel tank is mounted between the wing spars at the inboard end of each wing and the leading edge of the left wing may be equipped with landing and taxi lights.

Colored navigation lights are mounted at each wing tip. Removal of a wing panel is accomplished most easily if four men are available to handle the wing. Otherwise the Wing should be supported with a sling or maintenance stand when the fastenings are loosened. Remove the wing root fairings and fairing plates. Remove all wing inspection plates.

Drain fuel from tank of wing being removed. Disconnect: 1. Electrical wires at wing root disconnects. Fuel lines at wing root. Pitot line left wing only at wing root or at forward door post. Cabin ventilator hose at wing root. Wing leveler vacuum tube at wing root. On aircraft with electric flap systems, it is eas ier to disconnect flap cables at turnbuckles above headliner and pull them into the wing root area.

NOTE To ease rerouting the cables, a guide wire may. Support wing at outboard end and disconnect strut at wing fitting. On the Model , the fuselage fitting projects from the fuselage and is covered by the strut fairing. Loosen the fairing and slide it up the strut; the strut may then be lowered without damage. NOTE It is recommended to secure flap in stream-. Remove nuts, washers, bushings and bolts attaching wing spars to fuselage.

NOTE It may be necessary to use a long drift punch. Extensive repairs of wing skin or structure are best accomplished using the wing repair jig, Care should be taken to install the short bushing in the forward side and the long bushing in the aft side. At least one washer should always be installed under the bolt head and under the nut. Torque the bolts to value listed in Torque Table in Section 1.

The wing jig serves not only as a holding fixture, making work on the wing easier, but also assures absolute alignment of the repaired wing. Hold wing in position and install bolts, bushings, washers and nuts attaching wing spars to fuselage fittings.

Install bolt, spacer, and nut to attach upper end of wing strut to wing fittings. On the Model , reinstall the strut fairing at the lower end of the strut.

Route flap and aileron cables. Connect: 1. Pitot line if left wing is being installed. Ventilator hose. Rig aileron system Section 6. Rig flap system Section 7. Refuel wing tank and check for leaks. Check operation of wing tip and landing lights. Check operation of fuel gage. Install wing root fairings and fairing plates. Each wing has a Single lift strut which transmits a part of the wing load to the lower portion of the fuselage.

The strut consists of a streamlined tube riveted to two end fittings for attachment at the fuselage and wing. NarE Be sure to insert soundproofing panel in wing gap, if such a panel was installed originally, before replacing fairings.

Install all inspection plates and interior panels and upholstery. If conSiderable control wheel pressure is required to keep the wings level in normal flight, a wing-heavy condition exists. Remove wing fairing strip on the wing-heavy side of the airplane. Loosen nut 7 and rotate bushings 5 simultaneously until the bushings are positioned with the thick side of the eccentrics up.

This will lower the trailing edge of the wing, and decrease wing heaviness by increasing the angle-of-incidence of the wing. Rotating them separately will destroy the alignment between the off-center bolt holes in the bushings, thus exerting a shearing force on the bolt, with possible damage to the hole in the wing spar.

Tighten nut and reinstall fairing strip. Test-fly the airplane. This will raise the trailing edge of the wing, thus increasing wing heaviness to balance heaviness in the opposite wing.

Remove screws attaching strut fairings to wing and fuselage. Slide fairings away from the ends of the strut. Remove fuselage and wing inspection plates or fairings at strut junction points. Support wing securely, then remove nut and bolt securing strut to fuselage.

Remove nut, bolt, washers and spacer used to attach strut to wing, then remove strut from airplane. Install strut by reversing preceding steps. A badly dented, cracked, or deformed wing strut should be replaced. The fin is primarily of metal construction consisting of ribs and spars covered with skin. Some fin tips, dorflals, and sections of leading edges are of thermo-formed plastic or glass fiber construction.

Hinge brackets at the fin rear spar attach the rudder. The fin on all models except the prior to may be removed without first removing the rudder. However, for access and ease of handling, the rudder may be removed on all models if desired, following procedures outlined in Section Remove fairings on either side of fin. Disconnect rotating or flashing beacon lead, tail navigation light lead, antennas and antenna leads, and rudder cables if rudder has not been removed.

NOTE The flashing beacon electrical lead that routes into the fuselage may be cut, then spliced or quick-disconnects used at installation. Remove any screws attaching dorsal to fuselage and dorsal to fin. NOTE The dorsal is a part of the fin on some models and a part of the fuselage on others.

On those airplanes where the dorsal is riveted to the fuselage, it is ordinarily left in place when removing the fin. Disconnect elevator cable from elevator bellcrank on Models and P Remove bolts attaching fin rear spar to fuse Instead of two pins 4 and two retaining screws 8 , some airplanes use one longer pin and one retaining screw.

When strut fairings are installed, seals 15 are not used. On some airplanes, fairings are standard equipment. Figure A. Wing Strut Model H lage. Remove upper elevator stop bolts on Models and Pl Remove bolts attaching fin front spar to fuselage and remove fin.

On the Model prior to the forward part of the fin is attached to the fuselage with a bolt passing through the fuselage into a nutplate in the fin base. Remove this bolt and remove the fin. Retain any shims installed between the rear spar of the fin and the fuselage bulkhead on the Models and Pl Be sure to check and reset rudder and elevator travel if any stop bolts were removed or settings disturbed. Reinstall any shims removed from between the fin rear spar and the fuselage bulkhead on the Models and P If a new fin is being installed, measure any gap existing between the fin rear spar and the fuselage and use shims as follows:.

No Shim. NOTE On Models and , the horizontal stabilizer is adjustable to provide the longitudinal trim afforded by the elevator trim tab of other models. Refer to Section 11 for information concerning adjustable stabilizers. Horizontal stabilizers are primarily of allmetal construction consisting of ribs and spars covered with skin. Some stabilizer tips are thermoformed plastic or glass fiber. A formed metal leading edge is riveted to the assembly to complete the structure.

The elevator trim tab actuator is contained within the horizontal stabilizer. The underside of the stabilizer contains a covered opening which provides access to the actuator. Hinges are located on the rear spar assembly to support the elevators.

Remove vertical fin in accordance with procedure outlined in paragraph Disconnect elevator trim control cables at clevis and turnbuckle inside tailcone, remove pulleys which route the aft cables into horizontal stabilizer, and Vertical Fin - Model Sheet 1 of 2 pull cables out of tailcone.

Remove bolts securing horizontal stabilizer to fuselage. Remove horizontal stabilizer. Install the horizontal stabilizer by reversing the procedures outlined in paragraph , rigging the control systems as necessary.

Check operation of tail navigation light and rotating or flashing beacon. Fairing Dorsal R. Tail Fairing L. Stabilizer Tip 2. Stabilizer Tip 3. Elevator Center Hinge 4. Bolt 5. Fuselage 6. Screw 7. Fitting 8. Stop Bolt Washer Elevator Outboard Hinge Bushing Upper Right FaIrmg. Upper Left Fairing Stabilizer Assembly Lower Left Moulding Lower Right Moulding Forward Left Fairing Removal Installation Step Bracket Replacement.

Removal Installation. Inspection and Repair. Removal Disassembly. Cleaning, Inspection, Repair, and Lubrication Assembly.

Functional Check. Checking Fluid Quantity. Shimmy Dampener Torque Links Replacement. Disassembly Model Assembly Model Disassembly Models and P Assembly Models and P Through use of the brakes, tricycle gear airplanes can be pivoted about the outer wing strut fitting.

A tapered, spring-steel strut supports each main wheel, and a steerable nosewheel is mounted on an air-oil shock strut in all tricycle-gear equipped airplanes. Model and series airplanes are equipped with conventional gear utiliz. The tailwheel is steerable with the rudder pedals up to maximum pedal deflection, after which it becomes free-swiveling. Model series airplanes are equipped with a tailwheel lock, which still permits steering of approximately 2.

The nosewheel is also steerable with the rudder pedals up to maximum pedal deflection, after which it becomes free -swiveling up. Cleveland wheels and brakes are used on all Model and series airplanes, Model F and on, Model G and on, and Model H and on. All other models were equipped with Goodyear wheels and brakes. Cleveland and Goodyear nose wheels are interchangeable on all modelS. Tube-type tires are used on all models except the first ten Model C airplanes, which were equipped with tubeless tires.

Speed fairings of reinforced, resin-bonded glassfiber are standard equipment on some models and optional equipment on others.

NOTE Three different methods are used to attach the main landing gear spring to the fuselage outboard structure. Wide U-bolts are used on some models, shims and wedges on others, and steel channels on others.

The spring is attached to the fuselage inboard structure with a bolt which passes through a hole in the end of the spring. Remove floorboard access covers over spring, remove screws and slide external fairing and seal.

On those models where the brake line is attached to a bulkhead fitting through the fuselage skin, disconnect the brake line at this fitting. On those models where the brake line connection is inside the fuselage beneath the floor, disconnect the brake line from the spring and the wheel brake cylinder. Remove the gear, leaving the brake line protruding from the fuselage.

On aircraft with U-bolts, remove the nuts and washers from the U-bolts and tap them free of the attaching structure. On aircraft with shims and wedges, remove the attaching bolts and pry the shims and wedges out of the fuselage. On aircraft with a channel, remove the attaching bolts, washers, and nuts and remove the channel.

Remove the bolt, washer, and nut attaching the inboard end of the spring and pull the entire gear out of the fuselage. Note shims placed under the inboard end of the spring and mark them to be sure they are replaced correctly at reinstallation of the landing gear.

Slide seal and external fairing plate over upper end of landing gear spring. Slide the spring into place and work shims in position under inboard end of spring. Install bolt, washer, and nut to secure inboard end of spring. NOTE Shims are installed under the inboard end of the spring as required to level the wings within a total tolerance of three inches. But these alloys can have oxidation. The first indication of corrosion on surfaces without paint is white deposits or spots. Corrosion on surfaces with paint is discoloration or blistered paint.

Storage in a dry hangar is very important for good preservation. Different conditions will change the measures of preservation, but for normal conditions in a dry hangar, and for storage periods not to exceed 90 days, the procedures that follow are recommended.

Two ground wires from different points on the airplane connected to separate, approved ground stakes must be used In case of accidental disconnection of one ground wire.

Make sure the fuel nozzle Is grounded to the airplane a Fill the fuel tanks with the correct grade of fuel. Temporary engine storage.

Carefully follow the manufacturer's instructions before use. If weather conditions are below 32 degrees F 0 degrees C , oil temperature must be at least degrees F 73 degrees C before shutdown. NOTE: Oils of the type given are to be used in Lycoming aircraft engines for preservation only and not for lubrication. If an airless spray gun is not available, a moisture trap can be installed in the air line of a conventional spray gun.

Cylinder dehydrator plugs, MS or equivalent, can be used. Streamers must be visible from outside the aircraft. Thr propeller must have a label that says "Engine preserved - do not turn propeller". Attach a red streamer at each point that a plug is installed. When the color of the desiccant has changed from blue to pink the preservation procedure must be repeated.

Disconnect the spark plug leads. Make sure the magnetos are switched off and P-leads are grounded. Make sure the throttle Is closed and the mixture Is In Idle cut-off. Do not stand within the arc of the blade. Even without spark, compression can cause the propeller to move with sufficient force to cause serious Injury. Return the airplane to service. Use solvent to remove tape residue. Remove spark plugs or dehydrator plugs.

With the magnetos off, turn the propeller by hand through sufficient rotation to remove excess preservative oil from the cylinders. Drain the remaining preservatives from the engine through the sump.

Service the engine with approved lubrication oil. Inspection During Storage A. Do an inspection of the airplane. Clean the airplane as required. NOTE: Do not move crankshaft when the interior of the cylinders is examined for corrosion. Mooring A.

When mooring the airplane in the open, head into the wind if possible. Tie down the airplane as follows: 1 Secure control surfaces with the internal control lock and set brakes.

Secure the opposite ends of ropes, cables, or chains to ground anchors. Pull each end of rope away at a 45 degree angle and secure to ground anchors at each side of tail. If control lock is not available, tie pilot control wheel back with front seat belt. However, if extremely high wind gusts are anticipated, additional external locks may be installed.

Flyable Storage Return to Service A. After flyable storage, returning the airplane to service is accomplished by performing a thorough preflight inspection. At the end of the first 25 hours of engine operation, drain engine oil and replace oil filter. Service engine with correct grade and quantity of engine oil.

Temporary Storage Return to Service A. Temporary storage is defined as airplane in a nonoperational status for a maximum of 90 days. After temporary storage, use the following procedures to return the airplane to service: 1 Remove airplane from blocks and check tires for proper inflation. Check for proper nose gear strut inflation. Torque spark plugs to the proper value and connect spark plug leads. Remove and clean filter screen if necessary.

Check fuel tanks and fuel lines for moisture and sediment. Drain enough fuel to eliminate any moisture and sediment. Interior and Exterior Placard and Decal Inspection Placards and markings on the exterior surfaces of the airplane are found in the Model Illustrated Parts Catalog, Chapter This section has inspection data for the interior and exterior placards.

Do an inspection of the placards, decals, and markings. Include the aft baggage areas for the installation of all required placards, decals, and markings. Fuel Capacity Table Approved Fuel Table Engine Oil Capacity Table Shock Strut Servicing Procedures Fuel Precautions Oil Precautions Safety and Maintenance Precautions Fueling and Defueling Aviation Fuel Additive Fuel Loading Oil Change Intervals Engine Oil Level Engine Oil Change CA Air Filter Service P1 Air Filter Service Gyro Filter Servicing Regulator Valve Filter Servicing Battery Servicing Safety Precautions and Notes Tire Servicing Cold Weather Servicing Lubrication Service Notes Definition of "As Needed" Recommended Lubricants Table Battery Terminal Lubrication Wheel Bearing Lubrication Nose Gear Torque Link Lubrication Shimmy Dampener Pivots Lubrication Steering System Needle Bearing Lubrication Nose Gear Steering Pushrods Lubrication Parking Brake Handle Shaft Lubrication Aileron System Lubrication Flap System Lubrication Elevator System Lubrication.

Rudder System Lubrication Engine Control Cables Lubrication Preventive Maintenance Windshield and Window Cleaners Cleaning Windshield and Windows Waxing and Polishing Windshield and Windows Aluminum Surfaces Painted External Surfaces Engine and Engine Compartment Washing Tires and Wheels Interior Cleaning Materials To Clean Interior Panels To Clean Carpet To Clean Seats Tools and Equipment Note 1: This product is for airplanes manufactured before June Note 2: This product is for airplanes manufactured after June Note 3: This product is for airplanes manufactured before January Note 4: This product is for airplanes manufactured after January Exterior Graphics Preservation Extreme Weather Maintenance Cold Soak This chapter provides instructions for the replenishment of fluids, scheduled and unscheduled servicing applicable to the entire airplane.

Personnel shall observe safety precautions pertaining to the individual servicing application. A brief description of each section follows. A brief description of the subdivision subjects follows. Safety precautions and servicing procedures required by federal and local regulations may supersede the procedures described.

The section is subdivided to provide individual system, assembly or component service information. This section provides maintenance personnel with servicing information for replenishing fuel and oil. For an illustration of service points located on the airplane, refer to Figure 1. This illustration may be used in conjunction with replenishing tables to aid maintenance technicians in servicing the airplane.

Fuel Capacity Table A. The following table lists airplane fuel capacity. Fuel Capacity U. Fuel Capacity Approved Fuel Table A.

The following table lists approved fuels for use in the airplane. Table 2. Engine Oil Capacity Table A. The following table lists oil capacity for the airplane. Environmental Protection Agency advises mechanics and other workers who handle oil to minimize skin contact with used oil and to promptly remove used oil from skin. In a laboratory study, mice developed skin cancer after skin was exposed to used engine oil twice a week without being washed off.

Substances found to cause cancer in laboratory animals may also cause cancer in humans. Table 3. Engine Oil Capacity U. Quarts Oil Capacity total with filter, oil cooler and cooler 8. The nose gear shock strut requires a periodic check to make sure the strut is filled with hydraulic fluid and is inflated to the correct air pressure. The procedures give only replenishing and servicing instructions. Shock Strut Servicing Procedures A.

The nose landing gear shock strut must be serviced every hours. To service the nose gear shock strut, proceed as follows: 1 Raise airplane nose to remove pressure from shock strut.

NOTE: The nose landing gear shock strut will normally require only a minimum amount of service. Strut extension pressure must be maintained at 45 PSI. Machined surfaces must be wiped free of dirt and dust using a clean, lint-free cloth saturated with MIL- PRF or kerosene.

All surfaces must be wiped free of excessive hydraulic fluid. This procedure gives servicing instructions for the shimmy damper. Service the shimmy damper every hours.

Service the shimmy damper as follows: 1 Remove the shimmy damper from the airplane. Make sure that the shaft comes out through the filler hole until the damper is installed on the aircraft. Keep the shimmy damper clean. Lord Shimmy Dampers do not need special servicing. However, you must lubricate the nose wheel shimmy damper pivots with general purpose oil MIL-L If necessary, exercise a shimmy damper before installation.

CAUTION: Make sure that you do not push or pull on the shaft of the shimmy damper after it has reached its limit in either the up or the down position. If you continue to push a fully compressed, bottomed- out shaft, you can cause damage to the shimmy damper. If you continue to pull on a fully extended shaft, you can cause damage to the shimmy damper. When the shimmy damper shaft has come to its limit of travel up and down as you push and pull, make sure that you do not continue to push or pull it beyond that limit of travel.

The brake master cylinders must be serviced every hours. This section provides servicing procedures for the fuel and engine oil system. It is subdivided as follows: 1 The fuel system section includes procedures for adding fuel, defueling the airplane and mixing anti-icing additives to the fuel.

Fuel Precautions A. Safety Precautions. However, following is a typical list of precautions. Also, a static ground device shall contact the fueling or defueling vehicle and ground. Maintenance Precautions.

Oil Precautions A. Fuel Tanks. Fuel bays should be filled immediately after each flight to lessen condensation in the tanks and lines. Fuel Drains. These drains are utilized to collect fuel samples for analysis. This sampling is accomplished by placing the fuel sample cup up to the drain valve, and depressing the valve with rod protruding from the cup. Safety and Maintenance Precautions A. Two ground wires from tiedown rings on the airplane to approved ground stakes shall be used to prevent accidental disconnection of one ground wire.

Make sure battery switch is turned off, unless otherwise specified. It is very important that the proper anti-ice additive blending procedures be followed.

Fueling and Defueling A. Fueling Procedures. Ensure correct grade of aviation fuel is used. Wipe up excess fuel from wing area. Defueling Procedures. Aviation Fuel Additive A. When servicing fuel with anti-icing additive containing diethylene glycol monomethyl ether DiEGME , remember that it is harmful if inhaled, swallowed or absorbed through the skin, and will cause eye irritation.

Also, it is combustible. Before using this material, refer to all safety information on the container. In cases of acute exposure, DiEGME is an eye and mucous membrane irritant, a nephrotoxin and central nervous system depressant. It is toxic by skin absorption. Inhalation may cause irritation to mucous membranes, although, due to it's low volatility this is not an extreme hazard at room temperature or below.

It is absorbed through the skin in toxic amounts. In the event DiEGME contact is experienced, the following emergency and first aid procedures should be used. Then induce vomiting by placing a finger far back into the throat. Contact a physician immediately. If vomiting cannot be induced, take victim immediately to the hospital or a physician. If victim is unconscious or in convulsions, take victim immediately to the hospital or a physician.

Do not induce vomiting or give anything by mouth to an unconscious person. Call a physician. Thoroughly wash contaminated clothing and shoes before reuse.

Approved fuel for the Model airplane may or may not contain an anti-ice additive. The additive incorporates a biocidal chemical which inhibits growth of fungal and bacterial organisms in fuel storage reservoirs. Mixing anti-ice additive and fuel during refueling involves the utilization of an aerosol or proportioned dispenser. Mixing Icing Inhibitor Procedures.

NOTE: Equivalent procedures may be substituted. Ensure that additive is directed into flowing fuel stream and additive flow is started after fuel flow starts and is stopped before fuel flow stops. Do not allow concentrated additive to contact coated interior of fuel tank or airplane painted surface. This section gives instructions to examine and replace the engine oil. Oil Change Intervals A. Oil Change Intervals. NOTE: An inspection of the oil filter will help find unusual engine wear.

Refer to the Lycoming Service Bulletin D or the latest revision. Use an aviation grade mineral oil of the required viscosity which agrees with SAE J Refer to Engine Oil Check. Fill the engine through the oil filler tube with aviation grade mineral oil of the required viscosity which agrees with SAE J Refer to Engine Oil Change.

You must then drain the engine oil, replace the oil filter and add ashless dispersant oil to the engine. Engine Oil Level A. Engine Oil Check Refer to Figure Refer to Replenishing - Description and Operation. Engine Oil Change A. Change the Engine Oil Refer to Figure NOTE: Normal temperature operation is within the green arc of the oil temperature gage.

The engine oil must drain while the engine is still warm. Refer to Chapter 71, Cowl - Maintenance Practices. Refer to Chapter 20, Safetying - Maintenance Practices. Additional investigation will be required to find the source of the metal and possible need for corrective maintenance. Do an inspection of the material in the filter. Make sure you use the correct grade and quantity of oil.

Refer to Figure for oil grade versus temperature chart. The induction air filter helps make sure dust and dirt does not go into the induction system. Refer to Chapter 5, Component Time Limits. P Air Filter Service A. P Air Filter Refer to Figure A new filter must be installed after using hours of engine operating time or one year, whichever occurs first.

NOTE: The filter assembly can be cleaned with compressed air a maximum of 30 times or it can be washed a maximum of 20 times.

Refer to the maintenance log book for a record of air filter service. NOTE: Arrows on the filter case show the direction of the normal air flow.

A damaged filter can have sharp or broken edges in the filtering panels, which will let unfiltered air to enter the induction system. Any filter that appears doubtful must have a new filter installed. The bond holds the paper pleats in place. If the bond is broken the pleats are free to move, which will decrease filtration. A cold water mixture is acceptable. NOTE: The filtering panels of the filter can twist when they are wet, but they will return to their original shape when they are dry.

When the filter is dry, exam it to make sure the filter is not damaged. If it is damaged, anew filter must be installed. Make sure the air box is clean.

Install the filter with the gasket on the aft face of the filter frame and with the flow arrows on the filter frame pointed in the correct normal air flow direction.

Make sure you update the maintenance log book to show the number of times the air filter has been cleaned for future reference. The vacuum system has two filters for which servicing is necessary. The gyro filter is forward of the instrument panel on the pilot's side. The regulator valve filter is forward of the instrument panel near the firewall centerline.

An inspection of the gyro filter and the regulator valve filter must be done every hours. Both filters must be replaced at life limits set in Chapter 5, Component Time Limits.

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