Cessna 1969-1976 172 Series User manual

172
AND
SKYHAWK
SERIES
1969 THRU 1976
SERVICE MANUAL
LATEST CHANGED PAGES SUPERSEDE
THE SAME PAGES
OF PREVIOUS DATE
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publication De5troy superseded pages
D972C3-I3-RAND-1 750-7175
1 JULY 1972
CHANGE 3 15 JUNE 1975

INSERT LATEST CHANGED PAGES . DESTROY SUPERSEDED PAGES .
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LIST OF EFFECTIVE PAGES
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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 pager changed. added . or deleted by the current change .

TABLE OF C
SECTION
Page
1 GENERAL DESCRIPTION ....................... 1-1
2 GROUND HANDLING. SERVICING. CLEANING. LUBRICATION AND
INSPECTION
............................ 2-1
3 FUSELAGE
............................. 3-1
4 WINGSANDEMPENNAGE
....................... 4-1
5 LANDING GEAR AND BRAKES
..................... 5-1
6 AILERON CONTROL SYSTEM
..................... 6-1
7 WING FLAPCONTROL 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 (LYCOMING "BLUE-STREAK") ................ 11-1
11A ENGINE (CONTINENTAL) ....................... 11A-1
12 FUELSYSTEM
............................ 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) ...........
18 STRUCTURAL REPAIR ........................ 18-1
19 PAINTING .............................. 19-1
20 WIRING DIAGRAMS
.......................... 20-1
I
Change 3 i

CROSS REFERENCE LISTING OF POPULAR
NAME
VS. MODEL NUMBER 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 todifferentiate
between versions of the same basic model. The following table provides
a cross reference listing of popular
name vs. model numbers.
POPULAR NAME
172 or SKYHAWK
172, SKYHAWK
or
SKYHAWK I1
SKYHAWK or
SKYHAWK II
REIMS 172
REIMS/C ESSNA ~172
RE IMS IC E SSNA F 1 7 2
SKYHAWK, SKYHAWK
I1
MODEL
YEAR
~~~ ~
1969
1970
1971
1972
1973
1974
1975
1976
1969
1970
1971
1972
1973
1974
1975
1976
MODEL
172K
172K
172L
172L
172M
172M
172M
172M
F172H
F172H
F172K
F172L
F172M
F172M
F172M
F 172M
SERIALS
BEGINNING ENDING
17257162
17258487
17259224
17259904
17260759
17261899
17263459
17265685
17258486
17259223
17259903
17260758
17261898
17263458
17265684
F17200560
F17200655
F17200755
F17200805
F 17200905
F1720103
5
F17201235
F 17201385
F17200654
F17200754
F17200804
F 17200904
F17201034
F17201234
F 17201384
ii Change 3

FOREWORD
This manual contains factory recommended procedures and
instructions for ground handling, servicing and maintaining
Cessna Model 172-Series aircraft. This includes the Models
172, Skyhawk, Reims 172 and Reims/Cessna F172. The Reims
versions
of the Model 172 and Skyhawk are identical to the Model
172 and Skyhawk, through Model year 1971, except that they
are
powered by 0-300-D Rolls Royce engines. Beginning with the
1972 Models, both 172 and F172-Series aircraft
are powered by
"Blue- Streak" (Lycoming) engines. Besides serving
as a refer-
ence 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 will better enable the mechanic to maintain
Cessna 172-
Series aircraft and thereby establish a reputation
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 Company. 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 knowledge and experience
of the factory-trained Dealer
Service Organization.
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 in service letters.
Information for Nav-0-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)

Thispage intentionally left blank.

SECTION 1
GENERAL DESCRTPTION
TABLE OF CONTENTS Page
GENERAL DESCRIPTION
.......... 1-1
Model 172-Series. ........... 1-1
Description ............. 1-1
1-1. GENERAL DESCRIPTION.
1-2. MODEL 172-SERIES.
1- 13. DESCRIPTION. Cessna Model 172 Series
aircraft, described in
this manual, are high-wing
monoplanes of all-metal, semimonocoque construct-
ion. These aircraft are equipped with
a fixed tri-
cycle landing gear. Thru 1970 Models, they are
equipped with
flat spring-steel main landing gear
struts. Eeginning with 1971 Models, these aircraft
are equipped with tubular spring-steel main gear
struts. The steerable nose gear
is equipped with an
air/hydraulic fluid shock strut. Four-place seating
is standard, and a double-width, fold-up auxiliary
rear seat may be installed
as optional equipment.
Thru 1971Models, F172-Series aircraft areequip-
ped with six-cylinder air-cooled 0-300-Series, Con-
tinental engines, manufactured under license by
Rolls Royce. Model 172-Series aircraft, andF172-
Series aircraft, beginning with 1972Models, are
powered by four-cylinder, horizontally opposed,
air-
cooled "Blue Streak" (Lycoming) engines.
the engines drives are all-metal, fixed-pitch pro-
Each of
Aircraft Specifications
......... 1-1
Stations ................ 1 - 1
Torque Values ............. 1-1
peller. 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 areshown in fig-
ures
1-2 and 1-3 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 1-4. 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

........................
GROSSWEIGHT 23001b NOTE
FUEL CAPACITY
Standard Wing (Total)
.................... 42 gal. These specifications are
LOng-mnge Wing (Total) .................. 52 gal. and F172-Series aircraft,
Long-Range Wing (Usable).
................. 48 gal. except as indicated.
(Without External
Filter) .................. 8 qt
(With External Filter).
................... 9 qt
Standard Wing (Usable)
................... 38 gal. applicable to both Model 172
OIL CAPACITY
ENGINE MODEL
172-Series(Refer to Section
11 for Engine Data) ........ LYCOMING 0-320 Series
F172-Series (Refer to Section 11A thru 1971Models).
..... CONTINENTAL 0-300 Series
F17P-Series (Refer to Section
11 Beginning with 1972 Models).
. LYCOMING-0-320 Series
PROPELLER (Fixed Pitch)
................... 76" MCCAULEY
MAIN WHEEL TIRES
...................... 6.00 x 6, 4-Ply Rating
Pressure (Thru 1970 Models)
................ 24 psi
Pressure (Beginningwith 1971Models)
............ 29 psi
NOSE WHEEL TIRE (Standard)
................. 5.00 x 5, 4-Ply Rating
Pressure (Thru 1970 Models)
................ 26 psi
Pressure (Beginningwith 1971Models)
............ 31 psi
NOSE WHEEL TIRE (172-Series Only, Optional)
.......... 6.00 x 6, 4-Ply Rating
Pressure
......................... 26 psi
Camber.
......................... 3" to 5"
Toe-In .......................... 0" to .06"
Camber
.......................... 2" to 4"
Toe-In
......................... 0" to .18"
up.. .......................... 20"*1"
Down..
......................... 15"*l0
(Thru 1972 Models).
.................... 0" to 40" * 2"
(Beginningwith 1973 Modelsb ................ 0" to 40°, +Oo -2O
Right ........................... 16' 10'*1"
Left
........................... 16' 10' *lo
Right ........................... 17' 44'*1"
Left
........................... 17' 44'51'
Up..
.......................... 28", +1"-0"
Down
........................... 23", +I" - 0"
Up.. .......................... ?Bo, +1"-0"
Down
........................... 13", +lo - 0"
Wing Span (Conventional Wing Tip) ..............
Wing Span (Conical-Camber Wing Tip) ............ 35' 10"
Wing Span (Conical-Camber With Strobe Lights)
........
Tail Span ......................... 11'
Length .......................... 26' 11"
Flashing Beacon Installed on Fin ............. 8' - 9 1/2"
Track Width (Thru 1970 Models) ............... 7' 2"
Track Width (Beginning with 1971Models).
8' - 3 1/2"
BATTERY LOCATION.
..................... Firewall
NOSE GEAR STRUT PRESSURE (StrutExtended).
......... 45 psi
WHEEL ALIGNMENT (Flat Spring Struts)
WHEEL ALIGNMENT (Tublar Spring Struts
* (Tubular Gear is non-adjustable)
AILERON TRAVEL
WING FLAP TRAVEL
RUDDER TRAVEL (Measuredparallel to water line)
RUDDER TRAVEL (Measuredperpendicular to hinge line)
ELEVATOR TRAVEL
ELEVATOR TRIM TAB TRAVEL
PRINCIPAL DIMENSIONS 36'
2"
36'
Fin Height (Maximum with Nose Gear Depressed and
..........
* 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 Change
2

O. 0°1
BEGINNING WITH 1972
r
8:12
56.70
3.375
-
\ m
16.66 65.33 205.81 / / /
BEGINNING WITH 1971
WHEEL FAIRINGS THRU 1973 MODELS
8.12
44.00 I 80.00
56.70
4
STATIO
F172 SERIES
THRU 1971
I\ 6,
WHEEL FAIRINGS BEGINNING WITH 1974 MODELS
NS REMAIN THE SAME
172-SERIES AND F172-SERIEI
BEGINNING WITH 1972
Figure 1-2. Reference Stations
Change 1 1-3

23.62
I 39.00
Figure 1-3. Wing Stations
SHOP NOTES:
1-4

RECOMMENDED NUT TORQUES
THE TORQUE VALUES STATEDARE POUND-INCHES, RELATED
ONLY TOSTEEL NUTS ON OIL-FREE CADMIUM PLATED THREADS.
FINE THREAD SERIES
I
L
8-36
10-32
5/16-24
7/16 -20
9/16
- 18
5/8-18
7/8-14
1-14
1-1/8- 12
1-1/4-12
1/4-28
3/8-24
1/2-20
3/4-16
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
1-1/8-8
1- 1/4 -8
TENSION
TORQUE
STD
(NOTE
1)
12-15
20
- 25
50-70
100-140
160-190
450-500
480-690
800
- 1000
1100-1300
2300-2500
2500-3000
3700-5500
5000-7000
9000-11000
(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
ALT
(NOTE 2)
20-28
50-75
100-150
160-260
450-560
480-730
800
- 1070
1100-1600
2300-3350
2500-4660
3700-6650
5000-10000
9000-16700
SHEAR
TORQUE
STD
(NOTE 3)
7-9
12-15
30-40
60-85
95-110
270
- 300
290-410
480-600
660-780
1300-1500
1500
- 1800
2200-3300
3000-4200
5400-6600
COARSE THREAD SERIES
(NOTE 5)
7-9
12-15
25-30
48-55
95-100
140-155
240-290
300-420
4 20 - 540
700-950
1300-1800
2200-3000
3300-4000
4000-5000
ALT
(NOTE
2)
12-19
30-48
60-106
95-170
270-390
290-500
480-750
660-1060
1300-2200
1500-2900
2200-4400
3000-6 300
5400-10000
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.
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)

Thispage intentionally left blank.

SECTION 2
GROUND HANDLING. SERVICING. CLEANING. LUBRICATIONAND INSPECTION
TABLE OFCONTENTS Page
GROUND HANDLING
............ 2-1
Towing ................. 2 . 1
Hoisting ................ 2-3
Jacking
................ 2-3
Leveling
................ 2-3
Parking
................ 2 . 3
Tie-Down
............... 2-3
Flyable Storage
............. 2-3
Returning Aircraft To Service
...... 2-3
Inspection During Storage
........ 2-4
Returning Aircraft To Service
...... 2-4
Indefinite Storage
............ 2-4
Temporary Storage
........... 2-3
Inspection During Storage
........ 2-6
Returning Aircraft To Service
...... 2-6
Fuel
.................. 2-6
Fuel Drains
.............. 2-6
2-6
Engine Oil
............... 2-7
Engine Induction Air Filter
........ 2-8
SERVICING
................ 2-6
Carburetor Drain Plug Inspection
....
2.1 . GROUND HANDLING .
2.2 . TOWING . Moving the aircraftby hand is ac-
complishedby 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 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
........... 2-12
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
.
Figure 2.1 . Tow Bar
Change 3 2-1

___------
___-.----
A
.. ~
_____-
REFER TO SHEET 2
FOR JACKING
JNFORMATION
Built-in jack pad
* THRU 17259223 AND F17200754
# 17259224 THRU 17260554 AND F17200755 THRU F17200879
t BEGINNING WITH 17260555 AND F17200880
Corresponding points on both upper door
sills may be used to level the aircraft laterally.
Prior to 1972 Models, reference points for leveling the aircraft longitudiiially
are the top
of the tailcone between rear window and vertical fin.
Beginning with 1972 Models, reference points for longitudinal leveling of aircraft
are two
screws on left side of tailcone at zero waterline. These
are indicated in illustration byA
(Alsorefer to paragraph
2 -5)
Figure 2-2. Jacking and Leveling (Sheet
1 of 2)
2-2 Change 2

JACKING INFORMATION
1.
2.
3.
4.
5.
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.
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.
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 simultaneouslywith 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.
Items
(4), (5) and (6) are available from the Cessna Service Parts Center.
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.
SHOP NOTES:
Figure 2-2. Jacking and Leveling (Sheet 2 of 2)
Change 2 2-2A/(2-2B blank)

Thispage 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 1972 models, the reference point for leveling
the aircraft longitudinally
is the top of the tailcone, be-
tween the
rear window and vertical fin. Beginning
with 1972 models, the reference points for longitud-
inally 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 set brakes.
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 moo-
ring ring and secure opposite end to 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 seatbelt.
e. These aircraft are equipped with a spring-loaded
steering system which affordsprotection 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
This engine oil
is a blend of aviation grade
straight mineral oil and
a corrosion preven-
tive compound. This engine oil should be
used for the
first 50 hours of engine opera-
tion. Refer to paragraph 2-21 for oil changes
during the
first 50 hours of operation.
(MIL-C-6529, Type
11, RUST BAN),
I
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 tem-
perature.
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 aircraftthoroughly.
c. Clean any oil
or grease from tires and coat
tires with a tire preservative. Cover
tires to pro-
tect against grease and oil.
do 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 openingswhich could allow moisture and/or dust
to enter.
Change
1 2-3

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.
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
are approved for
spraying operations by Teledyne Continental
Motors, Nucle Oil
105 - Daubert Chemical
Co.,
4700 So. Central Ave., Chicago, Illinois,
Petratect VA- Pennsylvania Refining Coo,
Butler, Pennsylvania, Ferro-Gard 1009G
-
Ranco Laboratories, Inc., 3617 Brownsville
Rd., Pittsburg, Pennsylvania. The following
oils are approved 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 as near horizontal as possible to pro-
vide maximum clearance with passing aircraft.
crankshaft to thoroughly cover
all interior surfaces
of the cylinder above the piston.
j.
Again spray each cylinder without moving the
k, Install spark plugs and connect spark plug leads.
1. Apply preservative oil to the engine interior by
sprayingapproximately
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,
opepings in the engine cowling and other similar
2-4 Change 3
openings should have protective covers installed to
prevent entry of foreign material.
0. 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 crankshaftwhen 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
0" of paragraph
2- 10.
2- 12. RETURNING AIRCRAFT TO SERVICE. After
temporary storage, use the following procedures to
return the aircraft to service.
proper inflation. Check for proper nose gear strut
inflation.
a. Remove aircraft from blocks and check tires for
b. Check battery and install.
c. Check that oil sump has proper grade and quan-
d. Service induction
air filter and remove w?rning
e. Remove materials used to cover openings.
f. Remove spark plugs from engine.
g. While spark plugs are removed, 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 or 11A;
connect spark plug leads.
screen
if necessary.
for moisture and sediment, drain enough fuel to elimi-
nate moisture and sediment.
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°F
at the time it is added to the engine.
tity of engine oil.
,*
placard from propeller.
I
I
i. Check fuel strainer. Remove and clean filter
Check fuel tanks and fuel lines
j.
Perform a thorough pre-flight inspection, then

NOTE
r-q
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 plugs 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.
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. Continental Motors Corpor -
ation recommends Cosmoline No. 1223, sup-
plied
by E. F. Houghton & Co., 305 W. Le-
High Avenue, Philadelphia,
Pa. During all
spraying operations 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
air filter 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.
IF IT BECOMES NECESSARY TO
INSTALL SURFACE CONTROL
LOCKS ON WINGS EQUIPPED
WITH CONICAL-CAMBER WING
LSURFACE CONTROL
ONTROL LOCK IS NOT
WHEEL BACK WITH THE
PILOT SEAT BELT
Figure 2-3. Tie-Down Details
2 -5

1.
m. Seal
all other engine openings exposed to atmos-
Seal engine breather by inserting a protex plug
in the breather hose and clamping in place.
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.
0. 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.
paragraph 2-10 thru step "f."
p. Prepare airframefor storage
as outlined in
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 inqcates an
c.
If the dehydrator plugs have changed color in one
unsafe condition.
half of the cylinders, all desiccant material in the
engine shall be replaced with new material.
with corrosion-preventive mixture.
d. Every
6 months respray the cylinder interiors
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
d. Remove warning placards posted
at throttle and
e. Remove and clean engine oil screen, then re-
openings.
propeller.
2-6 Change
2
install and safety. On aircraftthat are equipped
with an external oil filter, install new filter element.
Remove oil sump drain plug and drain sump.
Install and safety drain plug.
f.
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
plugs installed in spark plug holes and rotate pro-
peller by hand several revolutions to clear corrosion-
preventive mixture from cylinders.
plugs to the value listed in Section
11 or 11A.
screen. Check fuel
tanks and fuel lines for moisture
and sediment, and drain enough fuel to eliminate.
start and warm-up engine.
craft.
i. Clean, gap, and install spark plugs. Torque
j. Check fuel strainer, Remove and clean filter
k. Perform a thorough pre-flight inspection, then
1. Thoroughly clean aircraft and flight test air-
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
is given in figure 2-4.
2-19. FUEL DRAINS.
are located at various places
throughout the fuel system. Refer
to Section 12for
location of the various drains in the system. 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. Remove drain plugs and open
strainer drain at the intervals 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.
Toactivate drain valve for fuel sampling, place cup
up to valve and depress valve with rod protruding
from cup. (Refer to figure 12-3.)
2-20. CARBURETOR DRAIN PLUG INSPECTION.,
In order to prevent the possibility of thread sealent
contaminationin the carburetor float chamber,
cleaningand 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.
I
.
b. Inspect drain plug hole in the carburetor and re-