Cessna 172 Skyhawk SERIES User manual

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TABLE OF CONTENTS
SECTION Page
1 GENERAL DESCRIPTION ........................ 1-1
2 GROUND HANDLING. SERVICING. CLEANING. 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 RUDDERCONTROLSYSTEM 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 ELECTRICAL SYSTEMS 16-1
17 ELECTRONIC SYSTEMS (DELETED) (See page
iii) ............. 17-1
18 STRUCTURAL REPAIR
......................... 18-1
...............................
19 PAINTING 19-1
...........................
20 WIRING DIAGRAMS 20-1
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CROSS REFERENCE LISTING OF POPULAR
NAME VS. MODEL NUMBER AND SERIALS.
Aii 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
POPULAR NAME
SKYHAWK
or
SKYHAWK I1
SKYHAWK, SKYHAWK I1
SERIALS
MODEL
1 BEGINNING ENDING
1
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FOREWORD
This manual contains factory recommended procedures
and instructions for ground handling, servicing and main-
taining Cessna Model 172-Series aircraft. This includes
the Models Skyhawk, SkyhawkII, Reims/Cessna F172 Sky-
hawk and SkyhawkII. The Reims versions of these aircraft
are of the same basic design asthe domestic models. Be-
sides serving as a reference for the experienced mechanic,
this manual also covers step-by-step procedures for the less
experienced man. This manual should be kept in a handy
place for ready reference. If properly used, it well better
enable the mechanic to maintain this series aircraft and
thereby establish a reputation for reliable service.
The information in this manual isbased on data available
at the time of publication, and is supplemented and kept cur-
rent by Service Letters and Service News Letters published
by the Cessna Aircraft Company. These are sent to all
Cessna Dealers so that they have the latest authoritative re-
commendations for servicing Cessna aircraft. Therefore, it
isrecommended that Cessna owners utilize the knowledge
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 listing of the available publications is
issued periodically by the Cessna Customer Service Depart-
ment.
Information for Nav-0-Matic Autopilots, Electronic Com-
munications and Navigation Equipment are not included in
this manual. These manuals areavailable from the Cessna
Service Parts Center.
iii/(iv blank)
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SECTION 1
GENERAL DESCRIPTION
TABLE OF CONTENTS Page
GENERAL DESCRIPTION
.......... 1- 1 Aircraft Specifications ......... 1- 1
Model FR172-Series .......... 1-1 Stations ................ 1- 1
Description ............ 1-1 Torque Values ............. 1- 1
1-1. GENERAL DESCRIPTION.
1-2. MODEL 172-SERIES.
1-3. DESCRIPTION. Cessna Model 172 Series air-
craft, described in this manual, are high-wing mono-
planes of all-metal, semimonocoque construction.
Thexe aircraft are equipped with a fixed tricycle land-
ing gear with tubular spring-steel main gear struts.
The steerable nose gear
is equipped with an air/hy-
draulic fluid shock strut. Four-place seating
is stan-
dard, and a double-width, fold-up auxiliary rear seat
may be installed as optional equipment. All are
powered by four-cylinder, horizontally opposed, air-
cooled Lycoming "Blue Streak" engines. Each of
the engines drives are all-metal, fixed-pitch propeller.
Model 172-Series aircraft feature rear side windows,
a "wrap-around" rear window and a swept-back fin
and rudder.
1-4. AIRCRAFT SPECIFICATIONS. Leading parti-
culars of these aircraft, with dimensions based on
gross weight, are given in figure
1-1. If these di-
mensions areused 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.
1-5. STATIONS. Station diagrams are shown in fig-
ures 1-2 to assist in locating equipment when a
written description
is inadequate or impractical.
1-6. TORQUE VALUES. A chart of recommended
nut torque values
is shown in figure 1-3. 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.
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NOTE
These specifications are applicable to both Model 172
and F172-Series aircraft,except asindicated.
GROSS WEIGHT
........................ 2300 lb
FUEL CAPACITY
Standard Wing (Total)
.................... 43 gal.
Standard Wing (Usable)
................... 40 gal.
Long-Range Wing (Total)
.................. 54 gal.
Long-Range Wing (Usable).
................. 50 gal.
OIL CAPACITY
(Without External Filter)
.................. 6 qt
(With External Filter).
...................
7 qt
ENGINE MODEL
172-Series (Refer to Section
11 for Engine Data) ........ LYCOMING 0-320 Series
F172-Series (Refer to Section
11 for Engine Data)
....... LYCOMING 0-320 Series
PROPELLER (Fixed Pitch)
................... 75" McCA ULEY
MAIN WHEEL TIRES ...................... 6.00 x 6, 4-Ply Rating
Pressure
......................... 29 psi
NOSE WHEEL TIRE (Standard).
................. 5.00 x 5, 4-Ply Rating
Pressure
......................... 31 psi
NOSE GEAR STRUT PRESSURE (Strut Extended).
......... 45 psi
WHEEL ALIGNMENT (Tubular Spring Struts)
Camber
.......................... 2' to 4'
Toe-In
.......................... 0" to. 18"
* (Tubular Gear is non-adjustable)
AILERON TRAVEL
Up
............................ 20' ±I
Down
........................... 15OÂ lo
WING FLAP TRAVEL. ..................... 0' to 40'. +0° 2'
RUDDER TRAVEL (Measured parallel to water line)
Right
........................... 16' 10' ±l
Left.
........................... 16' 10' ±l
RUDDER TRAVEL (Measured perpendicular to hinge line)
Right
........................... 17O 44' ±l
Left.
........................... 17' 44' ±l
ELEVATOR TRAVEL
Up
............................ 28O, +lo - O0
Down ...........................
23O, +lo - 0'
ELEVATOR TRIM TAB TRAVEL
Up
............................ 28', +lo - O0
Down ........................... 13', +lo - 0'
PRINCIPAL DIMENSIONS
Wing Span (Conical-Camber With Strobe Lights)
........
36'
Tail Span
......................... 11' 3"
Length
.......................... 26' 11"
Fin Height (Maximum with Nose Gear Depressed and
Flashing Beacon Installed on Fin.
............. 8' 9-1/2"
Track Width
........................ 8' 3-1/2"
BATTERY LOCATION
..................... Firewall
* No provisions are made for aligning wheels on tubular gear aircraft.
The tolerances provided are to be used only for checking existing
wheel alignment.
Figure
1-1. Aircraft Specifications
1-2
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Figure 1-2. Reference Stations
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RECOMMENDED NUT TORQUES
THE TORQUE VALUES STATED ARE POUND-INCHES, RELATED
ONLY TOSTEEL NUTS ON OIL-FREE CADMIUM PLATED THREADS.
FINE THREAD SERIES
I TENSION 1
TORQUE 1
STD
(NOTE 1) ALT
(NOTE 2)
SHEAR
8-32
10-24
1/4
- 20
5/16-18
3/8-16
7/16-14
1/2-13
9/16-12
5/8-11
3/4
- 10
7/8-9
1-8
1-1/84
1-1/4-8
TORQUE
(NOTE 4)
12-15
20-25
40-50
80-90
160-185
235-255
400-480
500-700
700-900
1150-1600
2200-3000
3700-5000
5500-6500
6500-8000
STD
(NOTE 3)
COARSE THREAD SERIES
(NOTE 5)
NOTES
ALT
(NOTE 2)
1. Covers AN310, AN315, AN345, AN363, MS20365, MS21042, MS21044, MS21045 and MS21046.
2. When using AN310 orAN320 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
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 tobe used for checking tightness of installed parts during service.
Figure 1-3. Torque Values
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SECTION 2
GROUND HANDLING, SERVICING, CLEANING, LUBRICATION AND INSPECTION
TABLE OF CONTENTS Page
GROUND HANDLING
. . . . . . . . . . . . 2 -1
Towing . . . . . . . . . . . . . . . . . 2-1
Hoisting . .
. . . . . . . . . . . . . . 2-4
Jacking .
. . . . . . . . . . . . . . . 2-4
Leveling
. . . . . . . . . . . . . . . . 2-4
Parking
. . . . . . . . . . . . . . . . 2-4
Tie-Down . .
. . . . . . . . . . . . . 2-4
Flyable Storage .
. . . . . . . . . . . . 2 -4
Returning Aircraft To Service . . . . . . 2-4
Temporary Storage
. . . . . . . . . . . 2-4
Inspection During Storage . . .
. . . . . 2-5
Returning Aircraft To Service .
. . . . . 2-5
Indefinite Storage .
. . . . . . . . . . . 2-5
Inspection During Storage
. . . . . . . . 2-6
Returning Aircraft To Service . .
. . . . 2-6
SERVICING . . . .
. . . . . . . . . . . . 2-7
Fuel
. . . . . . . . . . . . . . . . . . 2-7
Fuel Drains
. . . . . . . . . . . . . . 2-7
Carburetor Drain Plug Inspection
. . . . 2-7
Engine Oil .
. . . . . . . . . . . . . . 2-7
Engine Induction Air Filter . .
. . . . . . 2-9
2-1. GROUND HANDLING.
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.
Vacuum System Filter .
. . . . . . . . . 2-9
Battery.
. . . . . . . . . . . . . . . . 2-9
Tires .
. . . . . . . . . . . . . . . . 2-9
Nose Gear Shock Strut . . .
. . . . . . . 2-9
Nose Gear Shimmy Dampener
. . . . . . . 2-10
Hydraulic Brake System
. . . . . . . . . 2-10
CLEANING .
. . . . . . . . . . . . . . . 2-10
Windshield andWindows .
. . . . . . . . 2- 10
Plastic Trim
. . . . . . . . . . . . . . 2-10
Painted Surfaces
. . . . . . . . . . . . 2- 10
Aluminum Surfaces
. . . . . . . . . . . 2 - 10
Engine and Engine Compartment
. . . . . 2-11
Upholstery and Interior
. . . . . . . . . 2-11
Propeller
. . . . . . . . . . . . . . . . 2-11
Wheels
. . . . . . . . . . . . . . . . . 2-11
LUBRICATION . . . .
. . . . . . . . . . 2- 11
Wheel Bearings . . . . . . . . . . . . . 2-11
Nose Gear Torque Links
. . . . . . . . . 2-11
Wing Flap Actuator . . . .
. . . . . . . 2-11
Fuel Selector Valve .
. . . . . . . . . . 2-11
INSPECTION
. . . . . . . . . . . . . . . 2-19
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.
TOW BAR: PART NUMBER 0501019-1 IS AVAILABLE
FROM THE CESSNA SERVICE PARTS CENTER.
Use tow bar carefully to
avoid scarringfinish on
Figure 2-1. Tow Bar
2
-1
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NOTE
Corresponding points on both upper door sills may be used to level the aircraft laterally.
Reference points for longitudinal leveling of aircraft are two screws on left side of
tailcone at zero waterline. These areindicated in illustration by
A .
(Also refer to paragraph 2-5)
Figure 2-2. Jacking and Leveling (Sheet
1 of 2)
2-2
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JACKING INFORMATION
-
TEM NUMBER TYPE AND NUMBER REMARKS
CD
Block (Jack point not available) 1x4~4padded with 1/4" rubber
Jack Any short jack of capable capacity
Universal tail stand Any tail stand of capable capacity
I
Cessna #SE-576 (41-1/2" high) Universal jack stand (FOR USE WITH ITEM 2)
@I
Built-in jack pad Part of step bracket (SEE CAUTION)
#2-170 Basic jack (includes#2-71
Slide tube: Liftstroke 22 -1/2")
#2-70 Slide tube: Liftstroke
22-1/2"
#2-64 Extension cap
#2-109 Leg extension
Min. closed height: 34"
Max. extension height: 56-1/2"
Min. closed height:
57 -1/2"
Max. extension height: 80"
Adds 4"
Adds 12"
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 suretail 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 befilled with concrete for additional
weight
as a safety factor.
3. Operate jacks evenly until desired height
is reached.
When using built-in jack pad, flexibility of the gear strut will cause the main wheel to
slide inboard asthe wheel
is raised, tilting the jack. The jack must be lowered for a
second operation. Jacking both wheels simultaneously at built-in jack pads
is not re-
commended. Jack pad may be used to raise only one main wheel. DO NOT USE brake
casting asa jack point.
4. Items (4) and (6) are available from the Cessna Service Parts Center.
Figure 2-2. Jacking and Leveling (Sheet 2 of 2)
2-3
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2-3. HOISTING. The aircraft may be lifted with a NOTE
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. The reference points for longitudinally
leveling the aircraft are the two screws located on
the left side of the tailcone. Refer to figure 2-2 for
screw locations.
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 setbrakes.
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 rope (no chains or cables) to forward
mooring ring and secure opposite end to ground an-
chor,
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.
The aircraft is delivered from Cessna with
a corrosion preventative aircraft engine oil
(MIL-C-6529, Type
II). This engine oil is
a blend of aviation grade straight mineral
oil and a corrosion preventative compound.
This engine oil should be used for the first
25 hours of engine operation. 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 toprevent entry of foreign material.
After 30 days, aircraft should be flown for 30 minutes
or ground run-up until oil has reached operating tem-
perature.
1-
Excessive ground operation shall be avoided.
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 and clean oil screens (or
change external oil filter). Service engine with cor-
rect 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
firstindication 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 isessential 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.
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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 Department,
f. Remove battery and store in a cool dry place;
service the battery periodically and charge as re-
quired.
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 isin 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 asrequired.
b. Inspect the interior of at least one cylinder
through the spark plug hole for corrosion at least
once a month.
NOTE
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.
g. 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 In-
hibited, MIL-L-46002, Grade 1 or equiva-
lent. The following oils areapproved for
spraying operation by Lycoming, Socony
Averex 901, or Esso Rust-Ban 626, or
equivalent.
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 asnear horizontal aspossible 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 tothe 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.
no
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
Do not move crankshaft when inspecting
interior 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 "g thru o" 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. (Refer to figure 1-1.)
b. Check battery and install.
c. Check that oil sump has proper grade and quan-
tity of engine oil.
d. Service induction air filter and remove warning
placard from propeller.
e. Remove materials used to cover openings.
f. Remove spark plugs from engine.
go While spark plugs areremoved, rotate propel-
ler several revolutions to clear excess rust preven-
tive oil from cylinders.
h. Clean, gap and install spark plugs. Torque
plugs to the value specified in Section 11 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
procedure 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
OF
at the time it
is added to the engine.
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NOTE 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.
Lycoming recommends Esso Rust-Ban 628
or equivalent. During all spraying opera-
tions corrosion mixture is pre-heated to
221' to 250°F
c. Immediately after filling the oil sump with cor-
rosion preventative 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 airfilter
removed, spray corrosion pre-
ventive mixture into induction airbox, 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.
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°Finto all spark plug holes to thorough-
ly cover interior surfaces of cylinders.
g. Install lower spark plugs or install solid plugs,
and install dehydrator plugs in upper spark plug
holes. Be sure that dehydrator plugs areblue 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(~)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.
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
"f."
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 90 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 AIRCRAFT 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-
r osion-preventive mixture.
g. Service and install the induction air filter.
h. Remove dehydrator plugs and spark plugs or
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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.
1. 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 reduce condensation. Tank capa-
cities are listed in figure
1-1.
The recommended
fuel grade to be used in given in figure 2-4.
2-19. FUEL DRAINS. Fuel drains are located at
various places throughout the fuel system. Refer to
Section 12 for location of the various drains in the
system. The fuel tanks and fuel strainer have drain
valves. To activate the tank drain valve for fuel
sampling, place cup up to valve and depress valve
with rod protruding from cup. See Section 12 for
illustration of fuel tank drain valve. 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. Open drains and remove drain plugs at the
intervals specified in figure 2-4. Also, during daily
inspection of the fuel strainer or fuel tanks, if water
is found in the fuel strainer all fuel drain plugs should
be removed and all water drained from the system.
2-20. CARBURETOR DRAIN PLUG INSPECTION.
In order to prevent the possibility of thread sealant
contamination in the carburetor float chamber, clean-
ing and inspection of the carburetor should be accom-
plished at each 100-hour inspection and anytime 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 fuelvalve 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 15to
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 asfollows:
1. Install drain plug in carburetor 1 -1/2 to 2
turns.
2. Apply NS-40 (RAS-4) MIL-T-5544 (Antiseize,
Graphite Petrolatum) or equivalent to plug threads.
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 dipstick fiveto ten minutes after the engine
has been stopped. The aircraft should be in
as near
a level position aspossible when checking the engine
oil, so that
a true reading is obtained. Engine oil
should be drained while the engine
is still hot, and
the nose of the aircraft should be raised slightly for
more positive draining of any sludge which may have
collected in the engine oil sump. Engine oil should
be changed every six months, even though less than
the specified hours have accumulated. Reduce these
intervals for prolonged operations in dusty areas, in
cold climates where sludging conditions exist, or
where short flights and long idle periods are encoun-
tered, which cause sludging conditions. Always
change oil and oil filter whenever oil on the dipstick
appears dirty. Aviation grade oil conforming to
AVCO Lycoming Specification No. 301 and Service
Instruction No. 1014, and to any revisions or supple-
ments thereto, shall be used in the "Blue Streak"
(Lycoming) engine.
NOTE
New or newly-overhauled engines should be
operated on aviation grade straight mineral
oil until the first oil change. If an ashless
dispersant oil is used in a new or newly-
overhauled engine, high oil consumption may
be experienced. The anti-friction additives
in detergent and dispersant oils will retard
"break-in" of the pistons, 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
Valve shown open. To close, twist
screwdriver until valve unlocks and
snaps down to closed position.
Figure
2 -3. Quick-Drain Valve
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Preventative Aircraft Engine Oil (MIL-C -
6529, Type II, 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
the oil suction strainer and pressure screen.
If an external oil filter is installed change
the oil filter. 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.
When changing engine oil, if equipped with an exter-
nal oil filter, install a new oil filter. An oil quick-
drain valve may be installed. This valve provides a
quicker and cleaner method of draining the engine
oil. This valve
is installed in the oil drain port of
the oil sump and allows oil to be drained by attaching
a hose over the fitting end and pushing up, causing
SHOP NOTES:
the oil to drain through the hose into a container. To
drain the engine oil, proceed asfollows:
a. Ooerate engine until oil temperature is at normal
operating temperature.
b. (With Quick-Drain Valve.) Attach a hose to the
quick-drain valve in oil sump. Push up on quick-
drain valve until it locks open, and allow
oil to drain
through hose into container.
c. (Without Quick-Drain Valve.) Remove oil drain
plug from engine sump and allow oil to drain into a
container.
d. After engine oil has drained, close quick-drain
valve as shown in figure 2-3 and remove hose. In-
stall and safety drain plug.
e. Change external oil filter
if installed.
f. Service engine with correct quantity and grade
of engine oil in accordance with figure 2-4.
NOTE
Refer to figure 2-4 for intervals for changing
oil and filters.
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2-22. ENGINE INDUCTION AIR FILTER. The indue -
tion air filter keeps dustand dirt fromentering the in-
duction system. The value of maintaining theair filter
in a good clean conditioncan never be overstressed.
More engine wear is caused through theuseof
a dirty
or damaged air filter than isgenerally believed. The
frequency with which the filter should be removed, in-
spected and cleaned will be determined primarily by
aircraftoperatingconditions. A good general rulehow-
ever, is toremove, inspect and clean thefilter at least
every 50 hoursof engine operating time and more fre-
quently if warranted by operating conditions. Some
operators prefer to hold spare induction air filters at
their home base of operation sothat a clean filter is
always readily availablefor use. Under extremely
dusty conditions, daily servicing of the filter isrecom-
mended. To service the filter, proceed as follows:
a. Remove filter from aircraft.
NOTE
Use care to prevent damage to filter element
when cleaning filter with compressed air.
b. Clean filter by blowing with compressed air
(not over 100 psi) from direction opposite of normal
air flow. Arrows on filter case indicate direction of.
normal air flow.
Do not use solvent or cleaning fluids to wash
filter. Use only a water and household deter-
gent solution when washing the filter.
c. After cleaning as outlined in step
"b, " the filter
may be washed, if necessary, in a solution of warm
water and a mild household detergent. A cold water
solution may be used.
NOTE
The filter assembly may be cleaned with
compressed air a maximum of 30 times or
it may be washed a maximum of 20 times.
A new filter should be installed after using
500 hours of engine operating time or one
year, whichever should occur
first. How-
ever, a new filter should be installed at
anytime the existing filter
is damaged. A
damaged filter may have sharp or broken
edges in the filtering panels which would
allow unfiltered air to enter the induction
system. Any filter that appears doubtful,
shall have a new filter installed in
its place.
d. After washing, rinse filter with clear water un-
til rinse water draining from filter is clear. Allow
water to drain from filter and dry with compressed
air (not over 100 psi).
NOTE
The filtering panels of the filter may become
distorted when wet, but they will return to
their original shape when dry.
e. Be sure air box is clean, inspect filter.
If
filter is damaged, install a new filter.
f. Install filter at entrance to air box with gasket
on aft face of filter frame and with air flow arrows
on filter frame pointed in the correct direction.
2-23. VACUUM SYSTEM FILTER. The vacuum sys-
tem central air filter keeps dirt and dust from enter-
ing the vacuum operated instruments. Change central
air filter element every 500 hours of operating time
and whenever suction gage reading drops below 4.6
inches of mercury. Also, do not operate the vacuum
system with the filter removed, or a vacuum line
disconnected as particles of dust or other foreign
matter may enter the system and damage the gyros.
2-24. BATTERY. Battery servicing involves add-
ing distilled water to maintain the electrolyte even
with the horizontal baffle plate at the bottom of the
filler holes, checking the battery cable connections,
and neutralizing and cleaning off and spilled electro-
lyte or corrosion. Use bicarbonate of soda (baking
soda) and water to neutralize electrolyte or corro-
sion. Follow with a thorough flushing with water.
Brighten cables and terminals with a wire brush,
then coat with petroleum jelly before connecting.
The battery box also should be checked and cleaned
if any corrosion is noted. Distilled water, not acid
or "rejuvenators,
l1 should be used to maintain elec -
trolyte level. Check the battery every 50 hours (or
at least every 30 days) oftener in hot weather. See
Section 16 for detailed battery removal, installation
and testing.
2-25. TIRES. Maintain tire pressure at the air
pressures specified in figure
1-1. When checking
tire pressure, examine tires for wear, cuts, bruises,
and slippage. Remove oil, grease, and mud from
tires with soap and water.
NOTE
Recommended tire pressures should be main-
tained. Especially in cold weather, remember
that any drop in temperature of the air inside
a tire causes a corresponding drop in air pres-
sure.
2-26. NOSE GEAR SHOCK STRUT. The nose gear
shock strut requires periodic checking to ensure
that the strut is filled with hydraulic fluid and is
inflated to the correct air pressure. To service the
nose gear shock strut, proceed as follows:
a. Remove valve cap and release air pressure.
b. Remove valve housing.
c. Compress nose gear to its shortest length and
fill strut with hydraulic fluid to the bottom of the
filler hole.
d. Raise nose of aircraft, extend and compress
strut several times to expel any entrapped air, then
lower nose of aircraft and repeat step "c.
l1
e. With strut compressed, install valve housing
assembly.
f. With nose wheel off ground, inflate strut. Shock
strut pressure is listed in Section
1.
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NOTE
The nose landing gear shock strut will nor-
mally require only
a minimum amount of
service. Maintain the strut extension pres-
sure, as shown in figure
1- 1. Lubricate
landing gear
as shown in figure 2-5. Check
the landing gear daily for general cleanliness,
security of mounting, and for hydraulic fluid
leakage. Keep machined surfaces wiped free
of dirt and dust, using
a clean lint-free cloth
saturated with MIL-H- 5606 hydraulic fluid
or kerosene. All surfaces should be wiped
free of excessive hydraulic fluid.
2-27. NOSE GEAR SHIMMY DAMPENER. The
shimmy dampener should be serviced at least every
50 hours. The shimmy dampener must be filled
completely witn fluid, free of entrapped air, to
serve its purpose. To service the shimmy damp-
ener, proceed asfollows:
a. Remove shimmy dampener from aircraft.
b. While holding the dampener in a vertical posi-
tion with fitting end pointed downward, pull fitting
end of the dampener shaft to its limit of travel.
c. While holding dampener in this position, fill
dampener through open end of cylinder with hydraulic
fluid.
d. Push the shaft upward slowly to seal off the
filler hole.
e. Clean dampener with solvent. Be sure to keep
the shaft protruding through the filler hole until
dampener
is installed on the aircraft.
f. Install dampener on aircraft.
NOTE
Keep the shimmy dampener, especially the
exposed portions of the dampener piston
shaft, clean to prevent collection of dust
and grit which could cut the seals in the
dampener barrel. Keep machined surfaces
wiped free of dirt and dust, using
a clean
lint-free cloth saturated with MIL-H-5606
hydraulic fluid or kerosene. All surfaces
should be wiped free of excessive hydraulic
fluid.
2-28. HYDRAULIC BRAKE SYSTEMS. Check brake
master cylinders and refill with hydraulic fluid as
specified in the inspection charts. Bleed the brake
system of entrapped air whenever there
is a spongy
response to the brake pedals. Refer to Section 5 for
filling and bleeding of the brakes.
2-
29. CLEANING.
2-30. Keeping the aircraft clean
is important. Be-
sides maintaining the trim appearance of the aircraft,
cleaning lessens the possibility of corrosion and
makes inspection and maintenance easier.
2-31. WINDSHIELD AND WINDOWS. Windshield and
windows should be cleaned carefully with plenty of
fresh water and a mild detergent, using the palm of
the hand to feel and dislodge any caked dirt or mud.
A sponge, soft cloth, or chamois may be used, but
only asa means of carrying water to the plastic.
Rinse thoroughly, then drywith
a clean moist cham-
ois. Do not rub the plastic with a dry cloth
as this
builds up an electrostatic charge which attracts dust.
Oil and grease may be removed by rubbing lightly
with a soft cloth moistened with Stoddard solvent.
Do not use gasoline, alcohol, benzene, acetone,
carbon tetrachloride, fire extinguisher fluid,
de-icer fluid, lacquer thinner, or glass window
cleaning spray. These solvents will soften and
craze the plastic.
After washing, the plastic windshield and windows
should be cleaned with an aircraft windshield cleaner.
Apply the cleaner with soft cloths and rubwith mod-
erate pressure. Allow the cleaner to dry, then wipe
it off with soft flannel cloths. A thin, even coat of
wax, polished out by hand with soft flannel cloths,
will fill in minor scratches and help prevent further
scratching. Do not use a canvas cover on the wind-
shield orwindows unless freezing rain or sleet
is
anticipated since the cover may scratch the plastic
surface.
2-32. PLASTIC TRIM. The instrument panel, plas-
tic trim, and control knobs need only be wiped with
a damp cloth. Oil and grease on the control wheel
and control knobs can be removed with
a cloth moist-
ened with Stoddard solvent. Volatile solvents, such
as mentioned in paragraph 2-31, must never be used
since they soften and craze the plastic.
2-33. PAINTED SURFACES. The painted exterior
surfaces of the aircraft, under normal conditions,
require a minimum of polishing and buffing. Approxi-
mately 15 days are required for acrylic or lacquer
paint to cure completely; in most cases, the curing
period will have been completed prior to delivery of
the aircraft.
In the event that polishing or buffing is
required within the curing period, it is recommended
that the work be done by an experienced painter.
Generally, the painted surfaces can be kept bright by
washing with water and mild soap, followed by a
rinse with water and drying with cloths or chamois.
Harsh or abrasive soaps or detergents which could
cause corrosion or make scratches should never be
used. Remove stubborn oil and grease with a cloth
moistened with Stoddard solvent. After the curing
period, the aircraft may be waxed with a good auto-
motive wax. A heavier coating of wax on the leading
edges of the wing and tail and on the engine nose cap
will help reduce the abrasion encountered in these
areas.
2-34. ALUMINUM SURFACES. The aluminum sur
-
faces require a minimum of care, but should never
be neglected. The aircraft may be washed with clean
water to remove dirt and may be washed with non-
alkaline grease solvents toremove oil and/or grease.
Household type detergent soap powders are effective
cleaners, but should be used cautiously since some
of them are strongly alkaline. Many good aluminum
cleaners, polishes, and waxes are available from
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