Cessna 150 STANDARD User manual

150 SERIES
1969 THRU 1976
SERVICE MANUAL
0971 C3-13-RAND-1600-7175
LATEST CHANGED PAGES SUPERSEDE
THE SAME PAGES OF PREVIOUS DATE
Insert changed pages into basic
publilatian. Destroy superseded pages.
1 JULY 1972
CHANGE 3 15 JUNE 1975

INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.
LIST OF EFFECTIVE PAGES
NOTE: The portion of the text affected by the changes is indicated by a vertical
line in the outer margins of the page. Changes to illustrations are indicated by
miniature pointing hands.
Dates of issue for original and changed pages are:
Original. .0 . 1 July 1972
Change .1 1 June 1973
Change .2 1 July 1974
Change .3 15 June 1975
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Upon receipt of the second and subsequent changes to this book, personnel
responsible for maintaining this publication in current status should ascertain
that all previous changes have been received and incorporated .
• The asterisk indicates pages changed. added or deleted by the current change.
A Change 3

TABLE OF CONTENTS
SECTION
Page
1
GENERAL DESCRIPTION . . . . . . . . . . . .........
1-1
2 GROUND HANDLING, SERVICING, LUBRICATION AND INSPECTION 2-1
3
FUSELAGE ....
3-1
4 WINGS AND
EMPENNAGE
4-1
5 LANDING GEAR AND BRAKES 5-1
6
AILERON CONTROL SYSTEM 6-1
7 WING
FLAP CONTROL SYSTEM 7-1
8
ELEVATOR CONTROL SYSTEM 8-1
9
ELEVATOR TRIM TAB CONTROL SYSTEM 9-1
10
RUDDER CONTROL SYSTEM . 10-1
11
ENGINE
..
11-1
12
FUEL SYSTEM 12-1
13
PROPELLER.
13-1
14
UTILITY SYSTEMS 14-1 •
15
INSTRUMENTS AND INSTRUMENT SYSTEMS. 15-1
16
E LEC TRICAL SYSTEMS . . .......
16-1
17
ELECTRONIC SYSTEMS (DELETED) (See page iii)
18
STRUCTURAL REPAffi
18-1
19
PAINTING
....
19-1
20
WffiING DIAGRAMS 20-1
Change 1

I
I
I
I
I
CROSS REFERENCE LISTING OF POPULAR
NAME VS. MODEL NUMBERS AND SERIALS
All aircraft, regardless of manufacturer, are certificated under model number designations. However,
popular names are often used for marketing purposes. To provide a consistent method of referring to the
various aircraft, model numbers will be used in this publication unless names are required to differentiate
between versions of the same basic model. The following table provides a cross reference listing of popular
name vs. model numbers.
MODEL SERIALS
POPULAR NAME YEAR MODEL BEGINNING ENDING
150 STANDARD 1969 150J 15069309 15071128
150 TRAINER, or 1970 150K 15071129 15072003
150 COMMUTER 1971
150L
15072004 15072628
1972
150L
15072629 15073661
1973
150L
15073662 15074850
1974 150L 15074851 15075781
150 STANDARD 1975 150M 15075782 15077005
150
COMMUTER
150 COMMUTER II
150 COMMUTER 1976 150M 15077006
150 COMMUTER II
REIMS 150 1969
F150J
F15000390
F15000529
REIMS/CESSNA F150
1970
F150K
F15000530 F15000658
1971
F150L
F15000659
F15000738
1972
F150L
F15000739
F15000863
1973
F150L
F15000864
F15001013
1974
F150L
F15001014
F15001143
REIMS/CESSNA F150
1975
F150M
F15001144 F15001248
REIMS/CESSNA F150 COM-
1976
F150M
F15001249
MUTER
150 AEROBAT 1970 A150K A1500001 A1500226
1971 A150L A1500227 A1500276
1972 A150L A1500277 A1500339
1973 A150L A1500340 A1500430
1974 A150L A1500431 A1500523
1975 A150M A1500524 A1500609
1976 A150M
A1500610
REIMS/CESSNA F150 AEROBAT 1970 FA150K FA1500001 FA1500081
1971
FA150L
FA1500082 FA1500120
1972
FA150L
FA1500121
FA1500166
1973
FA150L
FA1500167 FA1500211
1974
FA150L
FA1500212 FA1500261
1975 FA150M FA1500262 FA1500281
1976 FA150M FA1500282
ii Change 3

FOREWORD
This manual contains factory-recommended procedures and in-
structions for ground handling, servicing, and maintaining Cessna
Model 150-Series aircraft. This includes the Models 150, Reims
150, Reims/Cessna F150, 150 Aerobat, and Reims/Cessna F150
Aerobat. The Reims versions of the Model 150 is identical to the
Model 150 except that it is powered by a 0- 200-A Rolls Royce en-
gine. Besides serving as a reference for the experienced mechanic,
this book also covers step- by- step procedures for the less experi-
enced man. This manual should be kept in a handy place for ready
reference. If properly used, it will better enable the mechanic to
maintain Cessna 150-Series aircraft and thereby establish a repu-
tation for reliable service.
The information in this manual is based on data available at the
time of publication, and is supplemented and kept current by service
letters and service news letters published by Cessna Aircraft Com-
pany. These are sent to all Cessna Dealers so that they have the
latest authoritative recommendations for servicing Cessna aircraft.
Therefore, it is recommended that Cessna owners utilize the know-
ledge and experience of the factory-trained Dealer Service Organi-
zation.
In addition to the information in this Service Manual, a group
of vendor publications is available from the Cessna Service Parts
Center, which describe complete disassembly, overhaUl, and parts
breakdown of some of the various vendor equipment items. A list-
ing of the available publications is issued periodically in service
letters.
Information for Nav-O-Matic Autopilots, Electronic Communi-
cations, and Navigation Equipment are not included in this manual.
These manuals are available from the Cessna Service Parts Center.
iii/(iv blank)

This page intentionally left blank.

SECTION 1
GENERAL DESCRIPTION
TABLE OF CONTENTS
GENERAL DESCRIPTION
Model 150 and Fl50-Series
Description . . . . .
Model A150 and FAl50-Series
1-1. GENERAL DESCRIPTION.
1-2. MODEL 150 AND FI50-SERIES.
Page
1-1
1-1
1-1
1-1
1-3. DESCRIPTION. Cessna Model 150 and F150-
Series aircraft, described in this manual, are high-
wing monoplanes of all-metal, semimonocoque con-
struction. These aircraft are equipped with a fixed
tricycle landing gear. Through 1970 Models, they
are equipped with flat spring-steel main landing gear
struts and a steerable nose gear. Beginning with
1971 Models, these aircraft are equipped with tubu-
lar spring-steel main gear struts and a steerable
nose gear. The steerable nose gear is equipped with
an air/hydraulic fluid shl .• strut. Two-place seat-
ing is standard, and a double-width, fold-up auxiliary
rear seat may be installed as optional equipment.
Each Model 150 and Fl50-Series aircraft is equipped
with a four-cylinder, horizontally opposed, air-
cooled Continental or Rolls Royce engine, driving an
all-metal, fixed-pitch propeller. These aircraft fea-
ture a "wrap around" rear window and a swept-back
fin and rudder.
1-4. MODEL A150 and FAI50-SERIES.
1-5. DESCRIPTION. Aerobatic Model A150 and
F Al50-Series aircraft are a modification of the cur-
rently produced Model 150. Structure has been
Description . . . . .
Aircraft SpeCifications
Stations ...
Torque Values . . . .
1-1
1-1
1-1
1-1
"beefed-up" in some areas in order to meet require-
ments of the Acrobatic Category, FAR Part 23. In
addition to the "beef-up", quick-release cabin doors,
two-strap shoulder harnesses, and aerobatic paint
design are standard. Only momentary inverted flight
is approved, therefore no inverted system is offered,
Removable seat and back cushions are provided to
allow occupants to use either a seat-pack or back-
pack type parachute during aerobatic maneuvers.
1-6. AIRCRAFT SPECIFICATIONS. Leading partic-
ulars of these aircraft, with dimensions based on
gross weight, are given in figure 1-1. If these di-
mensions are used for constructing a hangar or com-
puting clearances, remember that such factors as
nose gear strut inflation, tire pressures, tire sizes,
and load distribution may result in some dimensions
that are considerably different from those listed.
1-7. STATIONS. Station diagrams are shown in fig-
ures 1-2 and 1-3 to assist in locating equipment when
a written description is inadequate or impractical.
1-8. TORQUE VALUES. A chart of recommended
nut torque values is shown in figure 1-4. These tor-
que values are recommended for all installation pro-
cedures contained in this manual, except where other
values are stipulated. They are not to be used for
checking tightness of installed parts during service.
1-1

I
GROSS WEIGHT . . . .
FUEL CAPACITY
Standard Wing (Total)
Standard Wing (Usable)
Long-Range Wing (Total)
Long-Range Wing (Usable) .
OIL CAPACITY
Without External Filter . .
With External Filter
ENGINE MODEL (Refer to Section 11 for Engine Data)
PROPELLER (Fixed Pitch)
MAIN WHEEL TIRES .... .
Pressure ....... .
NOSE WHEEL TIRE (Standard) .
Pressure ...... .
NOSE WHEEL TIRE (Optional) .
Pressure . . . . . . . .
NOSE GEAR STRUT PRESSURE (Strut Extended) .
WHEEL ALIGNMENT (Flat Spring Struts)
Camber .......... .
Toe-In .......... .
WHEEL ALIGNMENT (Tubular Gear)
Camber .•.
Toe-In
AILERON TRAVE L
Up .... .
Down ... .
WING
FLAP TRAVEL
RUDDER TRAVEL (Measured parallel to water line)
Right . . . . . . . . . . . . . . . . .. .
Left .................. .
RUDDER
TRAVEL (Measured perpendicular to hinge line)
Right . . . . .
Left .....
ELEVATOR TRAVEL
Up (Thru 1974) .
Up (Beginning with 1975)
Down
........ .
ELEVATOR TRIM TAB TRAVEL
Up ....... .
Down .......... .
PRINCIPAL DIMENSIONS
Wing Span (Conventional Wing Tip)
Wing Span (Conical-Camber Wing Tip)
Length (With Large Spinner) (Thru 1970)
Length (With Small Spinner) (Thru 1970)
Length (With Large Spinner) (Beginning with 1971)
Length (With Small Spinner) (Beginning with 1971)
Fin Height (Maximum with Nose Gear Depressed and
Flashing Beacon Installed on Fin (Thru 1974) . . .
Fin Height (Maximum with Nose Gear Depressed and
Flashing Beacon Installed on Fin) (Beginning with 1975).
Track Width (Thru 1970). . . . .
Track Width (Beginning with 1971)
Tail Span ...... .
BATTERY LOCATION ..... .
Figure 1-1. Aircraft SpeCifications
1-2 Change 3
1600 lb
26 gal.
22.5 gal.
38 gal.
35 gal.
6 qt
7 qt
CONTINENTAL 0-200 Series
69" McCAULEY
6.00 x 6, 4-Ply Rating
21 psi
5.00 x 5, 4-Ply Rating
30 psi
15 x 6.00 x 6, 4-Ply Rating
35 psi
20 psi
4° to 6°
0" to .06"
3° to 5° TUBULAR GEAR
. 00" to +.16" NON-ADJUSTABLE
20°, +2° _0°
14°, +2° _0°
0° to 40° ±2 °
20° 30', +0° _2°
20° 30', +0° _2°
23°, +0° _2°
23°, +0° _2°
25°±10
23°, +1° _0°
15 ° ±1°
32' 8-1/2"
33' 2"
23' 9"
23' 0"
23' 8-1/2"
23' 0"
8' 0"
8' 6"
6' 6-1/2"
7'7-1/4"
10' 0"
Firewall
. (Add 2" for optional
strobe lights)

0.00 18.50
8.37
36.00
56.69 70.69
"
"
"
"
"
"
" I' II
11 II
~ 95.00
76.44
71. 44
49.69
Figure 1-2. Fuselage Stations
133.31
22.12
31. 75
44.12
102.00
120.00
Figure 1-3. Wing Stations
138.00
173.41 200.37
156.00
174.00
192.00
Change 3 1-3

RECOMMENDED NUT TORQUES
THE TORQUE VALUES STATED ARE POUND-INCHES, RELATED
ONLY TO STEEL NUTS ON OIL-FREE CADMIUM PLATED THREADS.
FINE THREAD SERIES
TENSION SHEAR
TAP
SIZE TORQUE TORQUE
STD
ALT
STD
ALT
(NOTE 1)
(NarE 2)
(NarE 3)
(NOTE 2)
8-36
12-15
7-9
10-32
20-25
20-28 12-15 12-19
1/4-28
50-70 50-75
30-40
30-48
5/16-24
100-140 100-150
60-85
60-106
3/8-24
160-190
160-260
95-110 95-170
7/16-20
450-500 450-560
270-300 270-390
1/2-20
480-690
480-730
290-410 290-500
9/16-18
800-1000
800-1070
480-600'
480-750
5/8-18
1100-1300
1100-1600
660-780
660-1060
3/4-16
2300-2500
2300-3350
1300-1500 1300-2200
7/8-14
2500-3000
2500-4650
1500-1800
1500-2900
1-14
3700-5500
3700-6650
2200-3300
2200-4400
1-1/8-12
5000-7000
5000-10000
3000-4200
3000-6300
1-1/4-12
9000-11000
9000-16700
5400-6600
5400-10000
COARSE THREAD SERIES
(NarE 4)
(NarE 5)
8-32
12-15 7-9
10-24
20-25
12-15
1/4-20
40-50
25-30
5/16-18
80-90
48-55
3/8-16
160-185 95-100
7/16-14
235-255 140-155
1/2-13
400-480 240-290
9/16-12
500-700
300-420
5/8-11
700-900 420-540
3/4-10
1150-1600 700-950
7/8-9
2200-3000 1300-1800
1-8
3700-5000
2200-3000
1-1/8-8
5500-6500 3300-4000
1-1/4-8
6500-8000 4000-5000
NOTES
1.
Covers AN310, AN315, AN345, AN363, MS20365, MS21042, MS21044, MS21045 and MS21046.
2.
When using AN310 or AN320 castellated nuts where alignment between the bolt and cotter pin slots is not
reached using normal torque values, use alternate torque values or replace the nut.
3. Covers AN316, AN320, MS20364 and MS21245.
4.
Covers AN363, MS20365, MS21042, MS21043, MS21044, MS21045 and MS21046.
5.
Covers AN340.
I~~~J)~N\
DO NOT REUSE SELF-LOCKING NUTS.
The above values are recommended for all installation procedures contained in this manual, except where
other values are stipulated.
They are not to be used for checking tightness of installed parts during service.
Figure 1-4. Torque Values
1-4 Change 3

RECOMMENDED NUT TORQUES
THE TORQUE VALUES STATED ARE POUND-INCHES, RELATED
I
ONLY TO STEEL NUTS ON OIL-FREE CADMIUM PLATED THREADS.
FINE THREAD SERIES
TENSION SHEAR
TAP
SIZE
TORQUE TORQUE
STD
ALT
STD
ALT
(NOTE 1) (NOTE 2)
(NOTE 3)
(NOTE 2)
8-36
12-15
7-9
10-32
20-25 20-28
12-15
12-19
1/4-28
50-70
50-75
30-40
30-48
5/16-24
100-140
100-150
60-85 60-106
3/8-24
160-190
160-260
95-110 95-170
7/16-20
450-500 450-560
270-300 270-390
1/2-20
480-690 480-730
290-410 290-500
9/16-18
800-1000
800-1070
480-600 480-750
5/8-18
1100-1300 1100-1600
660-780 660-1060
3/4-16
2300-2500
2300-3350
1300-1500 1300-2200
7/8-14
2500-3000 2500-4&50
1500-1800
1500-2900
1-14
3700-5500 3700-6650
2200-3300
2200-4400
1-1/8-12
5000-7000
5000-10000
3000-4200 3000-6300
1-1/4-12
9000-11000
9000-16700
5400-6600
5400-10000
COARSE
THREAD SERIES
(NOTE 4)
(NOTE 5)
8-32
12-15
7-9
10-24
20-25
12-15
1/4-20
40-50 25-30
5/16-18
80-90
48-55
3/8-16
160-185 95-100
7/16-14
235-255 140-155
1/2-13
400-480 240-290
9/16-12
500-700 300-420
5/8-11
700-900
420-540
3/4-10
1150-1600
700-950
7/8-9
2200-3000 1300-1800
1-8
3700-5000
2200-3000
1-1/8-8
5500-6500
3300-4000
1-1/4-8
6500-8000
4000-5000
NOTES
1.
Covers AN310, AN315, AN345, AN363, MS20365, MS21042, MS21044, MS21045 and MS21046.
2.
When using AN310 or AN320 castellated nuts where alignment between the bolt and cotter pin slots is not
reached using normal torque values, use alternate torque values or replace the nut.
3.
Covers AN316, AN320, MS20364 and MS21245.
4.
Covers AN363, MS20365, MS21042, MS21043, MS21044, MS21045 and MS21046.
5. Covers AN340.
I~AU~I~NI
DO NOT REUSE SELF-LOCKING NUTS.
The above values are recommended for all installation procedures contained in this manual, except where
other values are stipulated.
They are not to be used for checking tightness of installed parts during service.
Figure 1-4. Torque Values
Change 2
1-5/(1-6 blank)

This page intentionally left blank.

SECTION 2
GROUND HANDLING, SERVICING, LUBRICATION AND INSPECTION
TABLE OF CONTENTS
GROUND HANDLING.
Towing
Hoisting.
Jacking .
Leveling.
Parking .
Tie-Down
Flyable Storage
Returning Aircraft to Service
Temporary Storage .....
Inspection During Storage . .
Returning Aircraft to Service
Indefinite Storage. . . . . .
Inspection During Storage . .
Returning Aircraft to Service
SERVICING
Fuel
Fuel Drains . . . . . . . .
Carburetor Drain Plug Inspection
Engine Oil ....... .
Engine Induction Air Filter . . . .
2-1. GROUND HANDLING.
Page
2-1
2-1
2-3
2-3
2-3
2-3
2-3
2-3
2-3
2-3
2-4
2-4
2-4
2-5
2-5
2-6
2-6
2-6
2-6
2-6
2-7
2-2. TOWING. Moving the aircraft by hand is ac-
complished by using the wing struts and landing gear
struts as push points. A tow bar attached to the nose
gear should be used for steering and maneuvering the
aircraft on the ground. When no tow bar is available,
press down at the horizontal stabilizer front spar ad-
jacent to the fuselage to raise the nose wheel off the
ground. With the nose wheel clear of the ground, the
aircraft can be turned by pivoting it about the main
wheels.
TOW BAR: PART NUMBER 0501019-1 IS AVAILABLE
FROM THE CESSNA SERVICE PARTS CENTER.
Vacuum System Filter
Battery ...... .
Tires ....... .
Nose
Gear Shock Strut
Nose Gear Shimmy Dampener
Hydraulic Brake Systems
CLEANING ...... .
Windshield and Windows.
Plastic Trim. . .
Painted Surfaces . .
Aluminum Surfaces.
Engine Compartment
Upholstery and Interior
Propeller ..... .
Wheels ...... .
LUBRICATION .... .
Tachometer Drive Shaft
Wheel Bearings
Nose Gear Torque Links
Wing Flap Actuator
INSPECTION . . . . . . .
ICAUTION\
When towing the aircraft, never turn the nose
wheel more than 30 degrees either side of
center or the nose gear will be damaged. Do
not
push on control surfaces or outboard em-
pennage surfaces. When pushing on the tail-
cone, always apply pressure at a bulkhead to
avoid buckling the skin.
NOTE
Use tow bar carefully to
avoid scarring finish on
speed fairing.
Figure 2-1. Tow Bar
2-8
2-8
2-8
2-9
2-9
2-9
2-9
2-9
2-9
2-9
2-13
2-13
2-13
2-13
2-13
2-13
2-13
2-13
2-13
2-13
2-18
2-1

REFER TO SHEET 2 FOR ITEM NUMBERS
NOTE
Corresponding points on both upper door sills may be used to level the aircraft laterally.
Prior to 1971 Models, reference points for leveling the aircraft longitudinally are the top
of
the tailcone between rear window and vertical fin.
Beginning with 1971 Models, reference points for longitudinal leveling of aircraft are two
screws on left side of tailcone at zero waterline. These are indicated in illustration by A
(Also refer to paragraph 2-5)
REFER TO SHEET 2 FOR ITEM NUMBERS
o 0
Figure 2-2. Jacking and Leveling (Sheet 1 of 2)
2-2 Change 2

JACKING INFORMATION
ITEM NUMBER
TYPE AND NUMBER REMARKS
CD
Block (Jack point not available) 1x4x4 padded with 1/4" rubber
CD
Jack
Any short jack of capable capacity
CD
Universal tail stand
Any tail stand of capable capacity
CD
Cessna #SE-576 (41-1/2" high) Universal jack stand (FOR USE WITH ITEM 2)
CD
Cessna #10004-98
Jack point *(SEE CAUTION)
Cessna #0441215-1 Jack point # (SEE NOTE 5)
Built-in jack pad Part of step bracket t
CD
#2-170 Basic jack Closed height: 69 1/2 inches; extended
#2-70 Slide tube height: 92" (Insert slide tube extension
(Use with item 1) into basic jack)
1. Wing
jacks are placed under front spar of wing just outboard of wing strut, and must
extend far enough to raise wheels off ground, and must be of adequate strength.
2. Attach a suitable stand to the tie-down ring. Be sure tail stand weighs enough to
keep tail down and under all conditions that it is strong enough to support any
weight that might be placed on it (place shot bags or sand bags on tail stand. In
addition,
the base of adjustable tail stand is to be filled with concrete for additional
weight
as a safety factor.
3. Operate jacks evenly until desired height is reached.
When using universal jack point (10004-98), flexibility of the gear strut will cause the
main wheel to slide inboard as the wheel is raised, tilting the jack. The jack must be
lowered for a second operation. Jacking both wheels simultaneously with universal
jack points is not recommended. Universal jack point may be used to raise only one
main wheel. DO NOT USE brake casting as a jack point.
4. Items (4), (5) and (6) are available from the Cessna Service Parts Center.
5. On tubular gear aircraft, the only fairing requiring removal is the fuselage-to-tube gear fairing.
Jack pad is inserted on tube in area between fuselage and upper end of tube fairing, then
jack aircraft as required.
* Thru Serials 15072003, A15000276, F15000658 and FA1500081.
#
Serials 15073004 thru 15073284, A15000277 thru A15000324, F15.000659 thru F15000833 and
FA1500082 thru FA15000166.
t Beginning with Serials 15073285, A15000325, F15000834 and FA15000167.
Figure 2-2. Jacking and Leveling (Sheet 2 of 2)
Change 2
2-2A/(2-2B blank)

This page intentionally left blank.

2-3. HOISTING. The aircraft may be lifted with a
hoist of two-ton capacity by using hOisting rings,
which are optional equipment, or by means of suit-
able slings. The front sling should be hooked to
each upper engine mount at the firewall, and the aft
sling should be positioned around the fuselage at the
first bulkhead forward of the leading edge of the
stabilizer. If the optional hoisting rings are used,
a minimum cable length of 60 inches for each cable
is required to prevent bending of the eyebolt-type
hoisting rings. If deSired, a spreader jig may be
fabricated to apply vertical force to the eyebolts.
2-4. JACKING. Refer to figure 2-2 for jacking
procedures.
2-5. LEVELING. Corresponding pOints on both
upper door sills may be used to level the aircraft
laterally. Prior to the 1971 models, the reference
point for leveling the aircraft longitudinally is the top
of the tail cone between the rear window and vertical
fin. Beginning with the 1971 models, the reference
points for longitudinal leveling of the aircraft are the
two
screws on the left side of the tailcone at zero
waterline.
2-6. PARKING. Parking precautions depend prin-
cipally on local conditions. As a general precaution,
set parking brake or chock the wheels and install the
controls lock. In severe weather and high wind con-
ditions, tie down the aircraft as outlined in paragraph
2-7 if a hangar is not available.
2-7. TIE-DOWN. When mooring the aircraft in the
open, head into the wind if possible. Secure control
surfaces with the internal control lock and set brakes.
ICAUTION!
Do not set parking brakes during cold weather
when accumulated moisture may freeze the
brakes or when the brakes are overheated.
After completing the preceding, proceed to moor the
aircraft as follows:
a. Tie ropes, cables, or chains to the wing tie-
down fittings located at the upper end of each wing
strut. Secure the opposite ends of ropes, cables,
or chains to ground anchors.
b. Secure a tie-down rope (no chains or cables) to
the exposed portion of the engine mount and secure
opposite end of rope to a ground anchor.
c. Secure the middle of a rope to the tail tie-down
ring. Pull each end of rope away at a 45 degree angle
and secure to ground anchors at each side of tail.
d. Secure control lock on pilot control column. If
control lock is not available, tie pilot control wheel
back with front seat belt.
e. These aircraft are equipped with a spring-loaded
steering system which affords protection against nor-
mal wind gusts. However, if extremely high wind
gusts are antiCipated, additional external locks may
be installed.
2-8. FLYABLE STORAGE. Flyable storage is de-
fined as a maximum of 30 days non-operational stor-
age and/or the first 25 hours of intermittent engine
operation.
NOTE
The aircraft is delivered from Cessna with a
Corrosion Preventive Aircraft Engine Oil
(MIL-C-6529, Type II, RUST BAN). This
engine oil is a blend of aviation grade
straight mineral oil and a corrosion pre-
ventive compound. This engine oil should
be used for the first 50 hours of engine opera-
tion. In the event it is necessary to add oil
during the first 25 hours of operation, use
only aviation grade straight mineral oil of
the correct viscosity.
•
During the 30 day non-operational storage or the first
25 hours of intermittent engine operation, every sev-
enth day the propeller shall be rotated through five
revolutions, without running the engine. If the air-
craft is stored outside, tie-down in accordance with
paragraph 2-7. In addition, the pitot tube, static air-.
vents, air vents, openings in the engine cowling, and
other similar openings shall have protective covers
installed to prevent entry of foreign material. After
30 days, aircraft Should be flown for 30 minutes or
ground run-up until oil has reached operating temper-
ature.
2-9. RETURNING AIRCRAFT TO SERVICE. After
flyable
storage, returning the aircraft to service is
accomplished by performing a thorough pre-flight in-
spection. At the end of the first 25 hours of engine
operation, drain engine oil, clean oil screens and
change external oil filter element. Service engine
with correct grade and quantity of engine oil. Refer
to figure 2-4 and paragraph 2-21 for correct grade of
engine
oil.
2-10. TEMPORARY STORAGE. Temporary storage
is defined as aircraft in a non-operational status for
a
maximum of 90 days. The aircraft is constructed
of corrosion resistant alclad aluminum, which will
last indefinitely under normal conditions if kept clean,
however,
these alloys are subject to oxidation. The
first indication of corrosion on unpainted surfaces is
in the form of white deposits or spots. On painted
surfaces, the paint is discolored or blistered. Stor-
age in a dry hangar is essential to good preservation
and should be procured if possible. Varying condi-
tions will alter the measures of preservation, but
under normal conditions in a dry hangar, and for
storage periods not to exceed 90 days, the following
methods of treatment are suggested:
a. Fill fuel tanks with correct grade of gasoline.
b. Clean and wax aircraft thoroughly.
c. Clean any oil or grease from tires and coat
tires with a tire preservative. Cover tires to pro-
tect against grease and oil.
d. Either block up fuselage to relieve pressure on
tires or rotate wheels every 30 days to change sup-
porting points and prevent flat spotting the tires.
e. Lubricate all airframe items and seal or cover
all openings which could allow moisture and/or dust
to enter.
Change 1 2-3

I
NOTE
The
aircraft battery serial number is recorded
in the aircraft equipment list. To assure ac-
curate warranty records, the battery should be
re-installed in the same aircraft from which it
was removed. If the battery is returned to
service in a different aircraft, appropriate
record changes must be made and notification
sent to the Cessna Claims Departmento
f. Remove battery and store in a cool dry place;
service the battery periodically and charge as re-
quired.
NOTE
An engine
treated in accordance with the fol-
lowing may be considered protected against
normal atmospheric corrosion for a period
not to exceed 90 days.
go Disconnect spark plug leads and remove upper
and lower spark plugs from each cylinder.
NOTE
The
preservative oil must be Lubricating Oil-
Contact and Volatile, Corrosion Inhibited,
MIL-L-46002, Grade 1 or equivalent. The
following
oils are approved for spraying op-
erations by Teledyne Continental Motor s,
Nucle Oil 105 - Daubert Chemical Co., 4700
So. Central Ave., Chicago, illinois, Petratect
VA - Pennsylvania Refining Co., Butler Penn-
sylvania. Ferro-Gard 1009G - Ranco Labora-
tories, Inc., 3617 Brownsville Rd., Pittsburgh,
Pennsyl vania.
h. USing a portable pressure sprayer, atomize
spray preservative oil through the upper spark plug
hole of each cylinder with the piston in a down pOSi-
tion. Rotate crankshaft as each pair of cylinders is
sprayed.
i. After completing step "h, " rotate crankshaft so
that no piston is at a top pOSition. If the aircraft is
to be stored outside, stop two-bladed propeller so
that blades are as near horizontal as possible to pro-
vide maximum clearance with passing aircraft.
j. Again spray each cylinder without moving the
crankshaft to thoroughly cover all interior surfaces
of the cylinder above the piston.
k. Install spark plugs and connect spark plug leads.
1. Apply preservative oil to the engine interior by
spraying approximately two ounces of the preserva-
tive oil through the oil filler tube.
m. Seal all engine openings exposed to the atmos-
phere using suitable plugs or non-hygroscopic tape.
Attach a red streamer at each point that a plug or
tape is installed.
n. If the aircraft is to be stored outSide, perform
the procedures outlined in paragraph 2-7. In addi-
tion, the pitot tube, static source vents, air vents,
openings in the engine cowling and other similar
2-4 Change 2
openings should have protective covers installed to
prevent entry of foreign material.
o. Attach a warning placard to the propeller to the
effect that the propeller shall not be moved while the
engine is in storage.
2-11. INSPECTION DURING STORAGE.
a. Inspect airframe for corrosion at least once a
month and remove dust collections as frequently as
possible. Clean and wax as required.
b. Inspect the interior of at least one cylinder
through the spark plug hole for corrosion at least
once a month.
NOTE
Do
not move crankshaft when inspecting in-
terior of cylinder for corrosion.
c. If at the end of the 90 day period, the aircraft is
to be continued in non-operational storage, again per-
form the procedural steps fIg thru 0" of paragraph
2-10.
2-12. RETURNING AIRCRAFT TO SERVICE. After
temporary storage, use the following procedures to
return the aircraft to service.
a. Remove aircraft from blocks and check tires for
proper inflation. Check for proper nose gear strut
inflation.
b. Check battery and install.
c. Check that oil sump has proper grade and quantity
of engine oil.
d. Service induction air filter and remove warning
placard from propeller.
e. Remove materials used to cover openings.
f. Remove, clean, and gap spark plugs.
g. While spark plugs are removed, rotate propeller
several revolutions to clear excess rust preventive
oil from cylinders.
ho Install spark plugs. Torque spark plugs to 330
±30
lb-in and connect spark plug leads.
i. Check fuel strainer. Remove and clean filter
screen if necessary. Check fuel tanks and fuel lines
for moisture and sediment, drain enough fuel to elimi-
nate moisture and sediment.
j. Perform a thorough pre-flight inspection, then
start and warm-up engine.
2-13. INDEFINITE STORAGE. Indefinite storage is
defined as aircraft in a non-operational status for an
indefinite period of time. Engines treated in accor-
dance with the following may be considered protected
against normal atmosphere corrOSion, provided the
procedures outlined in paragraph 2-14 are performed
at the intervals speCified.
a. Operate engine until oil temperature reaches
normal operating range. Drain engine oil sump and
reinstall drain plug.
b. Fill oil sump to normal operating capacity with
corrosion preventive mixture which has been thor-
oughly mixed and pre-heated to a minimum of 221°F
at the time it is added to the engineo

NOTE
Corrosion preventive mixture consists of one
part compound MIL-C-6529, Type I, mixed
with three parts new lubricating oil of the
grade recommended for service. Continental
Motors Corporation recommends Cosmoline
No. 1223, supplied by E. F. Houghton & Co.,
305 W. LeHigh Avenue, Philadelphia, Pa.
During all spraying operation corrosion mix-
ture is pre - heated to 221° to 250°F .
c. Immediately after filling the oil sump with cor-
rosion preventive mixture, fly the aircraft for a
period of time not to exceed a maximum of 30 min-
utes.
d. With engine operating at 1200 to 1500 rpm and
induction air filter removed, spray corrosion pre-
ventive mixture into induction air box, at the rate of
one-half gallon per minute, until heavy smoke
comes from exhaust stack, then increase the spray
until the engine is stopped.
ICAUTION\
Injecting corrosion-preventive mixture too
fast can cause a hydrostatic lock.
e. Do not rotate propeller after completing step
"d."
f. Remove all spark plugs and spray corrosion-
preventive mixture, which has been pre-heated to
221° to 250°F, into all spark plug holes to thorough-
ly cover interior surfaces of cylinders.
g. Install lower spark plug or install solid plugs,
and install dehydrator plugs in upper spark plug
holes. Be sure that dehydrator plugs are blue in
color when installed.
h. Cover spark plug lead terminals with shipping
plugs (AN4060-1) or other suitable covers.
i. With throttle in full open position, place a bag
of
desiccant in the carburetor intake and seal open-
ing with moisture resistant paper and tape.
j. Place a bag of desiccant in the exhaust tail-
pipe(s) and seal openings with moisture resistant
tape.
k. Seal cold air inlet to the heater muff with mois-
ture resistant tape.
1. Seal engine breather by inserting a protex plug
in the breather hose and clamping in place.
m. Seal all other engine openings exposed to atmos-
phere using suitable plugs or non-hygroscopic tape.
NOTE
Attach a red streamer to each place plugs or
tape is installed. Either attach red streamers
outside of the sealed area with tape or to the
inside of the sealed area with safety wire to
prevent wicking of moisture into the sealed
area.
n. Drain corrosion-preventive mixture from engine
sump and reinstall drain plug.
NOTE
The corrosion-preventive mixture is harmful
to paint and should be wiped from painted sur-
faces immediately.
o. Attach a warning placard on the throttle control
knob, to the effect that the engine contains no lubri-
cating oil. Placard the propeller to the effect that it
should not be moved while the engine is in storage.
p. Prepare airframe for storage as outlined in
paragraph 2-10 thru step Iff. " •
NOTE
As an alternate method of indefinite storage,
the aircraft may be serviced in accordance
with paragraph 2-10 providing the aircraft is
run-up at maximum intervals of 60 days and
then reserviced per paragraph 2-10.
2-14. INSPECTION DURING STORAGE. Aircraft
in indefinite storage shall be inspected as follows:
a. Inspect cylinder protex plugs each 7 days.
b. Change protex plugs if their color indicates an
unsafe condition.
c. If the dehydrator plugs have changed color in one
half of the cylinders, all desiccant material in the
engine shall be replaced with new material.
d. Every 6 months respray the cylinder interiors
with corrosion-preventive mixture.
NOTE
Before spraying, inspect the interior of one
cylinder for corrosion through the spark
plug hole and remove at least one rocker box
cover and inspect the valve mechanism.
2-15. RETURNING AmCRAFT TO SERVICE. After
indefinite storage, use the following procedure to
return the aircraft to service.
a. Remove aircraft from blocks and check tires for
correct inflation. Check for correct nose gear strut
inflation.
b. Check battery and install.
c. Remove all materials used to seal and cover
openings.
d. Remove warning placards posted at throttle and
propeller.
e. Remove and clean engine oil screen, then re-
install and safety. On aircraft that are equipped
with an external oil filter, install new filter element.
f. Remove oil sump drain plug and drain sump.
Install and safety drain plug.
NOTE
The corrosion-preventive mixture will mix
with the engine lubricating oil, so flushing
the oil system is not necessary. Draining
the oil sump will remove enough of the cor-
rosion-preventive mixture.
Change 1 2-5

g. Service and install the induction air filter.
h. Remove dehydrator plugs and spark plugs or
plugs installed in spark plug holes and rotate pro-
peller by hand several revolutions to clear corrosion-
preventive mixture from cylinders.
i. Clean, gap, and install spark plugs. Torque
plugs to the value listed in Section 11.
j. Check fuel strainer. Remove and clean filter
screen. Check fuel tanks and fuel lines for moisture
and sediment, and drain enough fuel to eliminate.
k. Perform a thorough pre-flight inspection, then
start and warm-up engine.
I. Thoroughly clean aircraft and flight test air-
craft.
2-16. SERVICING.
2
-17. Servicing requirements are shown in figure
2-4. The following paragraphs supplement this
figure by adding details not included in the figure.
2-18. FUEL. Fuel tanks should be filled immedi-
ately after flight to lessen moisture condensation.
Tank capacities are listed in Section 1. The recom-
mended fuel grade to be used is given in figure 2-4.
2-19. FUEL DRAINS are located in the fuel tanks,
fuel line, fuel strainer, and carburetor. Drain plugs
are installed in the fuel tanks, fuel line forward of
ON-OFF valve, and carburetor. The strainer drain
valve is an integral part of the fuel strainer assembly.
The strainer drain is equipped with a control which
is located adjacent to the oil dipstick. Access to the
control is through the oil dipstick access door. Re-
move drain plugs and open strainer drain at the in-
tervals specified in figure 2-4. Also, during daily
inspection of the fuel strainer, if water is found in
the fuel strainer, there is a possibility that the wing
tank sumps or fuel line contain water. Therefore,
all fuel drain plugs should be removed and all water
drained from the system. To activate drain valve
for fuel sampling, place cup up to valve and depress
valve with rod protruding from cup. See figure 12 -3.
2-20. CARBURETOR DRAIN PLUG INSPECTION.
In order to prevent the possibility of thread sealant
contamination in the carburetor float chamber,
cleaning and inspection of the carburetor should be
accomplished at each 100-hour inspection and any-
time water in the fuel is suspected.
a, With the fuel valve OFF, remove carburetor
drain plug and clean off any sealant present on the
end of the plug or in the threads on the plug.
b, Inspect drain plug hole in the carburetor and re-
move any sealant remaining in the hole,
c. Turn fuel valve to ON to flush float chamber and
drain plug chamber while probing drain plug hole to
ascertain that all residue of sealant material is dis-
lodged and washed out of the chamber. Flushing
operation should last 15 to 30 seconds.
d, A second flushing should then be accomplished
and the drained fuel retained for inspection to insure
that no sealant particles are present.
e. Install drain plug as follows:
1. Install drain plug in carburetor 1-1/2 to 2
turns.
2. Apply sealant to drain plug threads (use
2-6 Change 3
NS-40 (RAS-4) or equivalent). I
3, Tighten and safety drain plug.
f. Turn fuel valve ON and inspect for evidence of
fuel leakage.
2 -21. ENGINE OIL. Check engine lubricating oil
with the oil dipstick five to ten minutes after the en-
gine has been stopped. Engine oil should be drained
while the engine is still hot so that more positive
draining is obtained. Refer to the inspection charts
for required intervals for oil and filter changes.
Change oil every 6 months even though less than the
specified hours have accumulated. Reduce these peri-
ods for prolonged operation in dusty areas, in cold
climate where sludging conditions exist, or where
short flights and long idle periods are encountered,
which cause sludging conditions. Always change oil
and install a new filter element or clean screens
whenever oil on dipstick appears dirty.
NOTE
On
aircraft equipped with an oil cooler,
drain oil cooler at each oil change period.
When oil cooler is drained and after the
first engine run-up, check oil with dipstick
and add oil as required to bring oil in the
sump to the desired leveL
Oil capacity is six quarts total with a normal oper-
ating capacity of five quarts for flights of less than
three hours, For extended flight, fill to the six
quart level on the dipstick, DO NOT operate with
less than the minimum for flight quantity of four
quarts. If the engine is equipped with an external
oil filter, an additional quart of oil is required when
the filter element is changed. When adding or chang-
ing engine oil, use aviation grade oil in accordance
with figure 2-4.
NOTE
New or newly-overhauled engines should be
operated on aviation grade straight mineral
oil until the first oil change. If an ashless I
dispersant oil is used in a new or newly-over-
hauled engine, high oil consumption may be
experienced. The anti-friction additives in
ashless dispersant oils will retard "break- •
in" of the piston, rings and cylinder walls.
This condition can be avoided by the use of
straight mineral oil. The aircraft is delivered
from Cessna with a Corrosion Preventive Air-
craft Engine Oil (MIL-C -6529, Type IT, RUST
BAN). If oil must be added during the first 25
hours, use only aviation grade straight mineral
oil (non-detergent) conforming to Specification
No. MIL-L-6082. After the first 25 hours of
operation, drain engine oil sump and clean both
the oil suction strainer and oil pressure screen.
If an optional oil filter is installed, change fil-
ter element at this time. Refill sump with
straight mineral oil (non-detergent) and use
until a total of 50 hours have accumulated or
oil consumption has stabilized, then change
to ashless dispersant oil, conforming with I
Continental Motors Specification MHS-24