Cessna SKYMASTER 336 1964 User manual

REVISION
MODEL
336
SKYMASTER
1964
SERVICE
MANUAL
CHANGE
2
5
JANUARY
2004
D238C2-13
INSERT
THE
FOLLOWING
CHANGED
PAGES
INTO THE
BASIC
MANUAL

Cessna
A Textron Company
Service Manual
1964
MODEL 336
SKYMASTER
Member of GAMA
FAA APPROVAL HAS BEEN OBTAINED ON TECHNICAL DATA IN THIS PUBLICATION THAT AFFECTS AIRPLANE TYPE DESIGN
CHANGE
2 TO THE BASIC MANUAL INCORPORATES TEMPORARY
CHANGE 1 DATED 27 FEBRUARY
1978,
TEMPORARY CHANGE 2 DATED
23 MARCH 1978, TEMPORARY CHANGE 3 DATED
1 DECEMBER 1980, AND
TEMPORARY REVISION 4 DATED 17 MARCH 1995.
COPYRIGHT © 2004
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS,
USA
D238-2-13
1 APRIL 1964
5 JANUARY 2004 Change 2

CESSNA
AIRCRAFT
COMPANY
MODEL 336
SERVICE
MANUAL
LIST
OF
EFFECTIVE
PAGES
Dates
of issue
for original
and
changed pages
are:
Original
..........
0.............
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Change
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2.............5
January
1964
1964
2004
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NOTE:
* Indicates
pages changed, added,
or deleted
by
the current
change.
Change 2
Jun
5/2004
©
Cessna Aircraft
Company
I
I
A

CESSNA AIRCRAFT COMPANY
MODEL 336
SERVICE MANUAL
TABLE OF CONTENTS
SECTION PAGE
1 GENERAL DESCRIPTION ................................................ 1-1
2 SERVICING ............................................................ 2-1
3 FUSELAGE
.............................................................
3-1
4 WINGS,
BOOMS, AND EMPENNAGE ......................................
4-1
5 LANDING GEAR ........................................................ 5-1
6 AILERON CONTROL SYSTEM
.......................................
..... 6-1
7 FLAP CONTROL SYSTEM ............................................... 7-1
8 ELEVATOR, TRIM AND
INTERCONNECT CONTROL
SYSTEMS ............. 8-1
9 RUDDER CONTROL SYSTEM ..................... ........................ 9-1
10
POW ERPLANTS .........................................................
10-1
11 FUEL SYSTEM .......................................................... 11-1
12 PROPELLERS .......................................................... 12-1
13 UTILITY SYSTEMS .......................................................
13-1
14 INSTRUMENTS
.........................................................
14-1
15 ELECTRICAL SYSTEMS
..................................................
15-1
16 STRUCTURAL REPAIR ................................................... 16-1
17 PAINTING ............................................................... 17-1
18 WIRING DIAGRAMS ..................................................... 18-1
Change 2
Jan 5/2004 © Cessna Aircraft Company

CESSNA AIRCRAFT
COMPANY
MODEL
336
SERVICE
MANUAL
CROSS-REFERENCE LISTING
OF
POPULAR
NAME VS. MODEL
NUMBER AND
SERIALS
All aircraft, regardless
of manufacturer,
are certified
under model
number
designations.
However,
popular
names
are 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
number.
BEGINNING ENDING
MODEL
SERIAL SERIAL
POPULAR NAME
YEAR MODEL
NUMBER
NUMBER
SKYMASTER
1964
336
336-0001
336-0195
1964
336
633
1964
336
636
Change 2
© Cessna
Aircraft
Company
Jan 5/2004
ii

CESSNA AIRCRAFT
COMPANY
MODEL 336
SERVICE MANUAL
1. GENERAL.
WARNING:
ALL INSPECTION INTERVALS, REPLACEMENT
TIME LIMITS,
OVERHAUL TIME
LIMITS,
METHODS
OF
INSPECTION,
LIFE LIMITS,
CYCLE
LIMITS, ETC.,
RECOMMENDED
BY
CESSNA
ARE
SOLELY
BASED ON
THE USE OF NEW,
REMANUFACTURED,
OR
OVERHAULED
CESSNA-APPROVED PARTS.
IF PARTS
ARE DESIGNED,
MANUFACTURED,
REMANUFACTURED,
OVERHAULED,
AND/OR APPROVED
BY
ENTITIES OTHER THAN
CESSNA, THEN
THE DATA IN
CESSNA'S
MAINTENANCE/SERVICE MANUALS
AND PARTS
CATALOGS
ARE NO LONGER
APPLICABLE
AND THE
PURCHASER
IS WARNED
NOT TO
RELY ON
SUCH DATA
FOR
NON-CESSNA
PARTS.
ALL
INSPECTION
INTERVALS, REPLACEMENT
TIME
LIMITS,
OVERHAUL
TIME LIMITS,
METHOD
OF
INSPECTION,
LIFE
LIMITS, CYCLE
LIMITS, ETC.,
FOR SUCH
NON-CESSNA
PARTS
MUST BE
OBTAINED
FROM THE
MANUFACTURER
AND/OR SELLER
OF SUCH NON-CESSNA
PARTS.
A. The information
in this publication
is based
on data available
at the time
of publication
and is updated,
supplemented,
and automatically
amended by all information issued
in Service
Letters, Service
Information
Letters,
Service Bulletins,
Service Newsletters,
Supplier Service
Notices,
Publication
Changes,
Revisions, Reissues
and Temporary Revisions.
Users
are urged to
keep abreast
of the latest
amendments to
this
publication through
information available
at Cessna Authorized
Service Stations
or
through
the Cessna Propeller
Aircraft Product Support subscription
services.
Cessna Service
Stations
also
have been supplied
with a group
of supplier
publications which
provide disassembly, overhaul,
and
parts
breakdowns for some
of the various supplier
equipment items.
Supplier's publications
are updated,
supplemented,
and
specifically amended by
supplier-issued
revisions
and service information which
may
be reissued
by Cessna.
Supplier publications
reissued
by Cessna
automatically
amend this publication
and are
communicated
to the field through Cessna's Authorized
Service Stations
and/or through Cessna's
subscription services.
B. Inspection,
maintenance,
and parts requirements
for STC
installations
are not included
in this manual.
When
an STC installation
is incorporated
on
the airplane, those portions
of the airplane
affected by the
installation must
be
inspected in accordance
with
the inspection
program published
by the
owner of the
STC. STC
installations can
change systems interface, operating
characteristics
and component
loads or
stresses
on adjacent
structures of
the airplane.
Cessna provided
inspection
criteria may not
be valid for
airplanes
with STC
installations.
C. REVISIONS,
REISSUES
and TEMPORARY
REVISIONS
can be
purchased from
a Cessna Service
Station or
directly from
Cessna Aircraft Company
at the
following address:
Cessna Aircraft Company
Department 751C
P.O. Box 7706
Wichita,
Kansas
67277-7706
D. Information
in this Service
Manual
is applicable
to all U.S. Certified
Model
336 airplanes
within the
following
range of serial
numbers; 336-0001
thru 336-0195,
633 and
636.
E. All supplemental service
information concerning
this
manual is supplied
to all appropriate
Cessna Service
Stations so
that they have the latest
authoritative recommendations
for servicing these Cessna airplanes.
Therefore,
it is recommended
that Cessna
owners utilize
the knowledge
and experience
of the Cessna
Service Organization.
Change 2
Jan 5/2004
© Cessna
Aircraft Company
iii

CESSNA AIRCRAFT COMPANY
MODEL 336
SERVICE MANUAL
2. CROSS-REFERENCE LISTING
OF POPULAR NAME
VERSUS MODEL NUMBER AND SERIALS.
A. All
airplanes, regardless
of manufacturer, are
certified under model
number designations.
However,
popular
names are often
used for marketing purposes. To provide
a consistent method
of referring to
these airplanes,
the model number
will be used in
this publication unless
the popular name is
necessary
to
differentiate between
versions of the same basic
model. The table
on page ii provides
a listing of
popular name, model
number, and serial
numbers.
B. The Cessna
Skymaster
Series (1964) Service
Manual has been prepared
to assist maintenance
personnel
in servicing
and maintaining Model 336
airplanes. This
manual provides
the necessary
information required
to enable the mechanic to service, inspect,
troubleshoot, remove, and replace
components or
repair systems.
C. Technical
Publications are also available for the
various components and systems that are not
covered in
this manual.
These manuals must be utilized as required
for maintenance of those components
and
systems,
and may be purchased
from the manufacturer.
4. TEMPORARY
REVISIONS.
A. Additional information,
which becomes
available, may
be provided by temporary
revision. This service
is
used to
provide, without delay,
new information,
which will assist in
maintaining safe flight/ground
operations. Temporary
revisions
are numbered consecutively.
Temporary
revisions are normally
incorporated into the
maintenance manual at the
next revision.
5. SERIALIZATION.
A. All airplanes
are issued a serial number. This number
is
assigned as airplane
construction begins and
remains with the airplane throughout
its service life. This serial number appears
on the airplane data plate.
Airplane serial numbers
are used to identify
changes within
the text or within an illustration.
The absence
of a serial number
in text or illustration indicates the material
is applicable to all airplanes.
6. REVISION FILING INSTRUCTIONS.
A. Regular Revision.
(1) Pages to be removed or inserted in
the maintenance manual are determined by
the effectivity page A
located at the front of this manual. Page
numbers are listed in sequence
by a two-element number.
The first number(s)
which represent the
manual section number
are followed by a dash
then the page
number for that section. When
two pages display the same two-element
number, the page with the
most recent date of
page issue must be
inserted in the service
manual. The date
column on the
Effectivity
page must
verify the active
page.
NOTE: Beginning with
Change 2 to this service
manual, a date
will appear on the bottom
of all revised
pages. Revisions
prior to Change 2 do not have a
date printed at the bottom of the revised
page.
B. Temporary Revision.
(1) File temporary revisions
in the applicable
section in accordance
with filing instructions
appearing on
the first
page of the temporary
revision.
(2) The rescission
of a temporary revision
is accomplished
by incorporation into the
maintenance manual
or by a superseding
temporary
revision.
Change 2
iv
© Cessna Aircraft
Company
Jan 5/2004

CESSNA AIRCRAFT
COMPANY
MODEL
336
SERVICE
MANUAL
7.
IDENTIFYING
REVISED
MATERIAL.
A.
Additions or
revisions
to text
in an existing
section
will
be identified
by a
revision bar
in the
outside margin
of
the page and
adjacent
to
the change.
B.
When technical
changes
cause
unchanged text
to appear
on a
different page(s),
a revision
bar will
be
placed
in the
outside
margin
adjacent
to the page
number, providing
no other
revision
bar appears
on the
page.
These
pages
will display
the current
revision
date
in the inside
margin
opposite
of the
page number.
C. When extensive technical
changes are
made to
text in an existing
section
that requires
extensive
revision,
revision
bars will
appear the
full length
of text.
D. For
revised or
new
illustrations,
either
a revision bar along
the side
of the
page
or a hand
indicator
directing
attention
to the area
will indicate
new
or revised
information.
E. Changes
to wiring
diagrams
are
indicated
by shaded
areas.
NOTE:
Beginning
with Change
2 to
this service
manual,
a revision bar
will appear
on the outside
margin
of the
revised
page. Revisions prior
to Change
2 do not have
a
revision bar
to indicate
revised information.
8. WARNINGS,
CAUTIONS
AND
NOTES.
A. Throughout
the text
in this manual,
warnings, cautions
and notes
pertaining
to the
procedures
being
accomplished
are
utilized. These
adjuncts
to
the text
are used
to highlight or
emphasize important
points.
Warnings
and Cautions precede
the text
they pertain
to,
and Notes
follow
the text
they pertain
to.
WARNING:
Calls attention
to use
of materials,
processes,
methods,
procedures, or
limits
which
must be
followed
precisely
to avoid
injury or death
to personnel.
CAUTION:
Calls
attention to methods
and procedures
which
must be
followed to
avoid damage
to
the
airplane or
equipment.
NOTE:
Calls attention
to
methods that
will make
the job
easier.
9. PROPELLER AIRCRAFT
CUSTOMER
CARE
SUPPLIES
AND
PUBLICATIONS
CATALOG.
A. A Cessna Propeller
Aircraft
Customer
Care
Supplies
and
Publications
Catalog
is available
from
a Cessna
Service
Station
or directly
from
Cessna Aircraft
Company.
The address
is:
Cessna Aircraft
Company
Department 751 C
P.O.
Box
7706
Wichita,
Kansas
67277-7706
This
catalog
lists all
publications
and
Customer
Care
Supplies
available
from Cessna
for
prior
year
models
as well
as new products.
To
maintain
this catalog
in a current
status,
it is revised
yearly and
issued
in paper
and aerofiche form.
10.
CUSTOMER COMMENTS.
A. Cessna
Aircraft
Company
has endeavored
to furnish
you with an
accurate,
useful
and up-to-date
manual.
This manual
can be
improved
with your help.
Please use
the return card
that
is provided
with your
manual
to report
any errors,
discrepancies,
and omissions
in this manual
as
well as any
general
comments
you
wish
to make.
Change
2
Jan 5/2004
© Cessna
Aircraft Company
v

CESSNA
AIRCRAFT
COMPANY
MODEL
336
SERVICE
MANUAL
(THIS PAGE
INTENTIONALLY
LEFT BLANK)
© Cessna Aircraft Company
I
Change 2
Jan 5/2004
vi

SECTION
1
GENERAL DESCRIPTION
1-1.
GENERAL DESCRIPTION.
1-2.
The Model
336 is
a twin-engine,
high
wing
monoplane
of all metal, semi-monocoque
construc-
tion. Four place seating
is standard,
but provisions
are made
for the addition of
optional seats to make
a
five or six-place airplane. The engines are placed
in tandem on the
fuselage centerline
and the empen-
nage
is mounted
on twin tail
booms.
The six-cylinder
horizontally-opposed
engines are
equipped with fuel
injection. Each engine turns a metal constant-speed,
full feathering propeller. The rear engine, in add-
ition, is equipped with
a coaxial cooling fan.
Flight
adjustable
trim is provided for
the rudder and eleva-
tor systems.
The landing
gear is the Cessna
spring steel strut
type main gear
and oleo-strut nose gear.
Wing flaps
are electrically operated.
Leading particulars
of
the Model 336, with dimensions based on gross
weight,
are given in the following
chart. If these
dimensions are used for constructing a hangar or
computing clearances, remember that such factors
as nose strut inflation, tire pressures, tire sizes,
and load distribution may result in some dimensions
that are considerably different from those listed.
DESIGN GROSS WEIGHT
FUEL CAPACITY (Total Standard)
Optional
OIL CAPACITY (Total - Both Engines)
ENGINE MODEL (Refer to Section 10 for Engine Data)
PROPELLER (Constant Speed, Full Feathering)
MAIN WHEEL TIRES
Standard
Pressure
Optional
Pressure
NOSE WHEEL TIRE
Standard
Pressure
Optional
Pressure
NOSE GEAR STRUT PRESSURE (Strut Extended)
WHEEL ALIGNMENT
Camber
Toe-in
AILERON
TRAVEL
Up
Down
WING FLAP TRAVEL (Electrically Operated)
RUDDER TRAVEL (Measured parallel to W. L. - Airplane level)
Outboard
Inboard
Equivalent Travel (Measured perpendicular to hinge line)
Outboard
Inboard
ELEVATOR TRAVEL
Up
Down
ELEVATOR
TRIM
TAB
TRAVEL
Up
Down
PRINCIPAL
DIMENSIONS
Wing Span
Tail Span
Length
Fin Height (Maximum with Nose Gear Depressed)
Track Width
BATTERY LOCATION
3900 lb
92.8 gal
130.8 gal
20 qt
CONTINENTAL IO-360-A
76" McCAULEY
6.00 x 6,
45 psi
8. 00 x 6,
35 psi
6-ply rating
6-ply rating
15 x 6.00 x 6, 6-ply rating
45 psi
6. 00 x 6, 6-ply rating
35 psi
50 psi
3°±1°30'
0 to . 06"
21 ±2°
14. 50±2
0° to
30°, ±
2"
220±2"
15°, +0 -2°
23°7' +2013'
16°26', +0°-2°13'
26°,
+2
0-00
20°±20
10°*20
26°, +2'_-0
38'
10' 3/8"
29' 7"
9' 7"
8' 2"
Left side of front engine mount
1-1

WING
STATIONS
222.00 192.00
162.00 135.60
AIRPLANE
107.60 79.60 55.50 42.75
-30. 00
23.00
,
34.45
0 342.30
27.25 60.
19.85
51.50
STA.
7
0 110.50 138.75
I
1 1
-e
70. 00 AT £ OF BOOM CORRESPONDS
TO FUSELAGE STA. 193.90
FUSELAGE STATIONS
120.00
I
.
I!
I
Figure 1-1. Reference Stations
1-2
_ _

TORQUE VALUES IN POUND-INCHES
(See Note
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
FINE THREAD SERIES
STANDARD TYPE NUTS
Alternate
e 2)
Values
MS203
AN310
AN316
(See Note 4)
20-28
50-75
100-150
160-260
450-560
480-730
800-1070
1100-1600
2300-3350
2500-4650
3700-6650
5000-10000
9000-16700
SHEAR TYPE
64, AN320
, AN7502
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
NUTS
Alternate
Values
AN320
(See Note 4)
12-19
30-48
60-106
95-170
270-390
290-500
480-750
660-1060
1300-2200
1500-2900
2200-4400
3000-6300
5400-10000
COARSE
THREAD
SERIES
STANDARD
TYPE NUTS
(See
Note
3)
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
SHEAR TYPE NUTS
MS20364, AN320, AN316
7-9
12-15
25-30
48-55
95-100
140-155
240-290
300-420
420-540
700-950
1300-1800
2200-3000
3300-4000
4000-5000
(1) AN3, AN23, AN42,
AN173, MS20004, NAS334, NAS464
Series bolts;
AN502, AN503, NAS220 and NAS517 Series Screws.
(2) AN310,
AN315, AN345, AN362, AN363,
MS20365, AN366, "EB","1452",
"Z1200, " "UWN" and other self-locking nuts.
(3) AN310, AN340, MS20365,
AN366 and other self-locking
anchor nuts.
(4)
When using AN310 and AN320
castellated nuts where alignment
between
bolt and cotter pin holes is not reached using normal torque values, use
alternate torque values or replace nut.
These torque values are recommended for all procedures contained in this book
except
where other values
are stipulated.
BOLT SIZE
(See Note 1)
10-32
1/4-28
5/16-24
3/8-24
7/16-20
1/2-20
9/16-18
5/8-18
3/4-16
7/8-14
1-14
1-1/8-12
1-1/4-12
BOLT SIZE
(See Note 1)
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
NOTES:
1-3

SECTION 2
GROUND
HANDLING,
SERVICING,
LUBRICATION,
AND INSPECTION
TABLE
OF CONTENTS
Page
GROUND HANDLING ............
Towing .........
Hoisting ........
Jacking .........
Parking ........
Tie-Down ........
Hangar Storage .............
Outside Storage .............
Extended Storage ............
Returning Airplane to Service .......
Leveling
........
SERVICING ........
Fuel Tanks ...............
Fuel Drains
... ..........
Engine Oil ...............
Engine Induction Air Filters .......
Battery .
2-1
2-1
2-1
2-1
2-4
2-4
2-4
2-4
2-4
2-4
2-5
2-5
2-5
2-5
2-5
2-5
2-5
2-1. GROUND HANDLING.
2-2. TOWING. Moving the airplane by hand is ac-
complished by using the wing struts or landing gear
struts as push points.
A tow bar attached
to the nose
gear is used for steering and maneuvering the air-
plane. The two bar is provided as standard equip-
ment and is stowed in the baggage compartment.
CAUTION
When towing the airplane, never turn the nose
wheel more than 39 degrees either side of
center or the nose gear will be damaged. Do
not push on control surfaces or empennage
surfaces.
2-3. HOISTING. The airplane may be lifted by
means of hoisting lugs which are provided as optional
equipment.
Beginning with
airplane serial number
336-0058
and on, provisions
for attaching the op-
tional hoisting rings
to the front and rear
carry-thru
spars
are provided as standard
equipment. 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.
When hoisting the
air-
plane use a hoist of a
minimum capacity of
three tons.
2-4. JACKING.
(See figure 2-1.) To
raise the nose
wheel clear
of the ground, the tail
may be carefully
weighted down or tied down. A permanent jack
point is provided on the bottom of the fuselage, cen-
tered behind the nose gear, so the nose gear may be
Tires . .. ...... .
Nose Gear Strut .......
Nose Gear Shimmy
Dampener
.
Hydraulic Brake Systems . .
Oxygen Cylinder .......
Oxygen Face
Masks .....
CLEANING .....
Windshields and Windows . .
Plastic Trim ........
Aluminum
Surfaces
.....
Painted Surfaces ......
Engine Compartment
....
Upholstery and Interior ...
Propellers
....
LUBRICATION .....
INSPECTION
.....
2-6
2-6
2-6
2-6
2-6
2-7
2-7
2-7
2-7
2-7
2-7
2-7
2-7
2-7
2-7
2-14
jacked
if desired.
To
jack one main
gear at
a time,
an optional
universal
jack point
which attaches
to the
gear spring
should
be used.
Do not use
the brake
casting
as a
jacking point.
.CAUTION
When using the universal
jack point,
flexibil-
ity of
the gear
strut
will
cause
the main
wheel
to slide
inboard
as the wheel
is raised,
tilting
the
jack. The
jack must
then be
lowered
for
a second
jacking
operation. Jacking
both
wheels simultaneously
with
universal jack
points is not recommended.
To jack
both main
gears at
once use
the wing jack
points.
These
jack
points
are installed
just outboard
of
the wing
strut,
in the
bottom
forward
flange
of the
front
wing spar.
A countersunk
screw
is installed
in the
nutplate-provided
for
the jack
points. Remove
screw and
install
jack points
in the nutplates.
Be
sure
to remove
jack
points
and
reinstall
screws
after jacking
operation
is completed.
The nose of
the
airplane
must be weighted
down
anytime the
wing
jack
points
are used.
This
is
accomplished
by re-
moving
the front
engine
cowl and placing
shot
bags
on the
engine and engine
mount.
The nose
must also
be weighted
when
all three
jack points,
nose, and
wing,
are
used simultaneously.
Stands should
be placed
under the
tail booms
to steady the
airplane
before it
is worked
on in
the jacked
position.
The Model
310
jacks
and adapter
stand,
or the combination
Models
210
and 310 jack
should
be utilized
when using
the
wing
jack points.
The tail
may have
to be lowered
slightly to
gain initial
clearance
for the
jacks.
2-1
I

Jack
(Model
310)
Spare rars iuepartmeni). A comui
310 jack is
also available.
1. Use wing jack
points (1400110-2,
2 reqd.)
2. Lower tail slightly, if necessary, to gain extra clearance for jacks.
3. Weight nose of aircraft by removing front cowl and placing shot
bags on engine.
4. After
aircraft
is at desired
height, place
stands under
tail
to steady it.
Universal
jack point
(Part
No. 10004-98)
Figure 2-1.
Jacking
2-2

CHAIN,
CABLE,
OR
ROPE
CHAIN,
CABLE,
OR
ROPE
CONTROL
Figure
2-2.
Tie-Down
Diagram
2-3
CHAIN,
CABLE,
OR
ROPE
ROPE
ONL
DO NOT TIE ROPE
TO TORQUE

2-5. PARKING.
Parking precautions
depend
princi-
pally
on local
conditions.
As a general
precaution,
it is wise to set the parking brake
or chock
the wheels
and install
the control lock.
In severe
weather, and
high wind
conditions, tie down
the airplane as out-
lined
in paragraph
2-6 if a
hangar is
not available.
2-6. TIE-DOWN
should
be accomplished
in antici-
pation
of high
winds. Anytime the
airplane
is to be
left outside
for
lengthy periods,
such
as overnight,
tie down as follows:
a. Set parking
brake
and install
control
wheel lock.
b. Install
a surface
control
lock between
each fin
and
rudder
as shown
in figure
2-2.
c. Secure
chains or ropes
of 700 pounds or more
tensile
strength
to tie-down
fittings under
wings and
fasten to ground anchors.
d. Secure
chains or
ropes of
700 pounds
or more
tensile
strength
to tie-down
fitting
on each tail
boom
and
fasten
each
rope or
chain
to a common
ground
anchor.
e.
Tie the middle
of a rope
(do not
use a chain
or
cable) to the
nose gear mounting
(see figure 2-2).
Pull each end away
45 degrees and secure
to ground
fittings.
f. Install pitot tube cover.
2-7.
HANGAR STORAGE.
An airplane stored
in a
hangar requires
little
attention.
The following
oper-
ations-will
maintain the airplane
in a serviceable
condition;
NOTE
If the airplane
is to be stored for
a long
period,
see paragraph
2-9.
a. Make
sure all switches are
turned off, then ro-
tate propeller by hand every few days to maintain an
oil film
on the
internal
parts of
the engine.
b.
Keep fuel tanks full
to retard moisture conden-
sation in the tanks.
c. Keep
battery
fully
charged
to prevent
the elec-
trolyte
from
freezing
in an unheated
hangar.
2-8.
OUTSIDE
STORAGE.
Short-term
outside
storage
of an airplane requires
secure tie-down
procedures in
accordance
with paragraph
2-6,
as
well
as the
precautions
listed
in paragraph
2-7. In
addition,
the pitot tube,
air vents,
openings
in the
engine cowl,
and other
similar openings should
have
protective
covers
installed
if rain,
sleet, snow,
or
blowing
dust
are anticipated.
2-9.
EXTENDED STORAGE
requires the following
precautions
in addition
to secure
tie-down
or storing
the airplane
in
a hangar.
a. Operate
engines until oil
temperature reaches
normal range.
Drain engine
oil sumps
completely
and re-install
drain
plugs.
b. Fill each
engine oil sump
with 10 quarts of
corrosion
preventive
oil,
which has been
pre-heated
to 225°. Continental
Motors Corporation recom-
mends
Cosmoline
No. 1223
supplied
by E. F. Houghton
& Co.,
305 W. Lehigh
Avenue,
Philadelphia,
Penn.
c.
Start and
operate engines
at 1200-1500
rpm for
five minutes.
CAUTION
Monitor
cylinder head
temperature
closely.
Temperature
shall not
exceed maximum
al-
lowable.
d. With
engine operating
and
induction air
filter re-
moved, spray
corrosion-preventive
oil into
the in-
duction
airbox, at
the rate of
one-half
gallon per
minute,
until
smoke
comes
from the
exhaust
stack,
then increase the
spray until the engine
is stopped.
CAUTION
Injecting
oil 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
oil, which
has been
pre-heated
to 150° -
180°F., into
all spark plug
holes.
g.
Replace
lower spark
plugs or
install solid
plugs,
and install dehydrator plugs
in the upper
spark plug
holes.
h.
Cover spark
plug
terminals
with shipping
plugs
or other
suitable covers, and
cover all other engine
and accessory
vents, and
other openings with
a
vapor-proof
covering material.
i. Drain corrosion-preventive
oil from
each en-
gine
sump and re-install
drain plugs.
NOTE
The
corrosion-preventive
oil
is harmful
to
paint and
should be wiped from
painted sur-
faces immediately.
j. Attach
a warning
placard
on the throttle
control
knobs,
to the effect
that the
engines
contains no
lub-
ricating oil.
Placard each propeller
to the effect
that
it should not be rotated
while the engine
is in
storage.
k.
Lubricate all
airframe
items,
and seal or
cover
all openings.
1. Remove
battery from
airplane and store
in a
cool place; service battery
periodically.
m.
Block up fuselage to
remove weight
from
tires
to
prevent tires
from flat-spotting.
NOTE
Tires will
take a set, causing
them to be out-
of-round,
if an
airplane is
left parked more
than a few days.
For this reason,
a stored
airplane should
be blocked up to
prevent the
tires from flat-spotting.
2-10.
RETURNING
AIRPLANE TO SERVICE.
After
a short
term storage,
returning
the airplane
to ser-
vice is accomplished by
completing a thorough
pre-
flight inspection. After
extended
storage, use the
following
procedure to return
the airplane to service.
a. Remove
airplane
from
blocks and
check tires
for proper
tire inflation.
Check
for proper
nose gear
strut inflation.
b.
Check battery
and install.
2-4

c. Remove materials used to cover openings.
d. Remove warning placards posted at throttle and
propellers.
e.
Remove and clean
engine oil filter, then
re-
install and safety. If an external oil filter is in-
stalled, install a new filter element and safety.
f. Check
that oil sump drain
plugs are installed
and safetied, then service the engines with oil.
NOTE
The corrosion-preventive
oil will mix with
engine lubricating
oil, so flushing
the oil sys-
tems is not necessary. Draining the oil sump
is sufficient.
g. Service
the induction air
filters and install.
h. Remove dehydrator plugs installed in spark plug
holes and
rotate propeller by
hand several revolutions
to clear corrosion-preventive oil from cylinders.
i. Install
all spark plugs and
connect leads.
j. Check
fuel strainers. Remove
and clean filter
screen if necessary. Check fuel tanks and fuel lines
for moisture condensation
and sediment,
and drain
enough fuel to eliminate.
k. Perform
a thorough pre-flight
inspection, then
start and warm up engines.
2-11. LEVELING.
The
top surface of the front
seat
rails is
the point used to level the
airplane longitudi-
nally.
A level placed across
the front seat rails
at
Sta. 114.00 is used to level the airplane laterally.
2-12. SERVICING.
2-13. Servicing requirements are shown in the
Servicing
Chart (figure 2-3).
The following para-
graphs
supplement this
figure by adding details.
2-14. FUEL TANKS should be filled to capacity im-
mediately after flight to reduce moisture condensation.
Standard
tank capacity is 92.8
gallons. Airplanes
equipped
with optional fuel
tanks have an additional
38 gallons capacity
with 19 gallons in each
auxiliary
tank.
The recommended fuel
grade is 100/130 min-
imum, aviation gasoline.
2-15.
FUEL DRAINS are
located at various points
in the fuel system to
provide for drainage
of water
and
sediment.
See Section
11.
2-15A.
FUEL STRAINERS.
Each 100 hours, remove
strainer
bowl and cartridge
assembly (items 10
thru
13, figure 11-3). Wash
in solvent, plugging
open end
of
center tube while washing.
Replace cartridge
as-
sembly if defective.
2-16.
ENGINE OIL should
be checked 5 to 10
min-
utes
after engines
have been stopped.
Oil should
be
changed
while oil
is still
hot. Oil capacity
is
10
quarts
for each engine. One
additional quart is re-
quired
when
changing oil
and filter
element
on air-
craft equipped
with an
external
oil filter.
To mini-
mize loss of oil
through the breather
line, fill to 8
quarts on the dipstick
for normal flights of
less than
3 hours.
For extended flights,
fill to the full mark
on
the dipstick.
Do not operate with
less than 7 quarts.
On airplanes
equipped with
an external oil filter,
change engine
oil and filter element
at 50-hour
intervals. Without
an external oil filter,
change
oil
and clean engine oil
screen every 25 hours.
Change oil every four
months even though
less than
the specified
hours have accumulated.
Reduce these
periods for
prolonged operations
in dusty areas, in
cold climates where
sludging conditions
exist, and
where short flights and long idle periods are en-
countered,
which cause sludging
conditions. Engine
oil, and
external filter element,
should be changed
whenever oil on dipstick appears dirty.
NOTE
Use ONLY detergent
oil conforming
to Conti-
nental Motors Corporation Specification
MHS-24.
Refer
to figure
2-3 for recommended
oil grades.
To
replace
the optional
external
oil filter
element,
refer
to paragraph
10-90.
An optional
quick-drain
valve,
for use
with a hose
which automatically
opens the
valve
when
slipped
over it,
may be
installed
in place
of the existing
oil drain
plug.
2-17.
ENGINE
INDUCTION
AIR FILTERS
keep
dust
and dirt from entering
the induction
system.
The
value
of
maintaining
the
induction
air
filters
in a
good clean
condition
can never
be overstressed.
More engine
wear
is caused
through the
use of a
dirty
air filter than
is generally believed.
The fre-
quency
with
which
the filter
should
be
removed
and
cleaned
will be
determined
primarily
by aircraft
op-
erating
conditions.
A
good general
rule,
however,
is
to remove
and clean
filters at
least every
50 hours
of engine
operating
time
and
more frequently
if war-
ranted
by operating
conditions.
Some
operators
pre-
fer
to hold
a spare
set
of
induction
air
filters
at
their
home base
of
operation
so that
a clean
set
of filters
are always
readily
available.
Under
extremely
dusty
conditions,
daily
maintenance
of the
filters
is
recommended.
The
permanent
dry air filters
can
readily
be serviced
by removing
and slightly
rapping
to remove
heavy
dirt
accumulations,
and then
wash-
ing in
hot
or cold
water.
A
mild detergent
in the
water
will
assist
in cleaning
where
the
collected
dirt
may
contain
oil
or
grease.
Allow
water
to drain
from
filter
and dry
with
filtered
compressed
air.
ICAUTION
Do
not use solvent
or
cleaning fluids
to clean
filter.
Use only
a household
detergent
and
water
when cleaning
the
permanent
filter.
Be sure
airbox
is
clean,
inspect
filter
and replace
if filtering
element
is damaged,
then
install.
The
filter
is
a permanent
filter
and
may
be
reused
as
long
as
it is
not damaged.
2-18. BATTERY.
Battery
servicing
involves
add-
ing
distilled
water to maintain
the
electrolyte
level
even
with
the horizontal
baffle plate
or
split ring
at
the
bottom
of the
filler
holes,
checking
cable
con-
2-5

nections,
and neutralizing
and
cleaning
off any
spilled
electrolyte
or
corrosion.
Use bicarbonate
of
soda
(baking
soda)
and
clean
water
to neutralize
electro-
lyte
or corrosion.
Follow
with
a thorough
flushing
with clean water.
Do not allow bicarbonate
of soda
to enter battery
as it
will neutralize
electrolyte
and
can permanently
damage battery. Brighten
cable
and terminal
connections
with
a wire brush,
then
coat with petroleum
jelly before connecting. Check
the battery
every 50 hours (or
at least every 30
days),
oftener
in hot
weather.
Add
only
distilled
water,
not acid
or "rejuvenators,"
to maintain
elec-
trolyte level in the battery.
Inspect the battery
box
and clean,
remove any evidence
of corrosion.
CAUTION
This aircraft is equipped
with alternators
and
a negative
ground
system.
Observe
proper
polarity.
Reverse
polarity
will
damage
electrical components.
2-19.
TIRES
should be maintained
at the air pres-
sure
specified
in the chart
of Section
1. When
check-
ing tire pressure,
examine tire
for wear, cuts,
bruises,
and slippage.
NOTE
Recommended tire
pressure should
be main-
tained.
Especially in cold
weather, remem-
ber that
any drop
in temperature
of
the air
inside
a tire causes a corresponding
drop in
pressure.
2-20.
NOSE GEAR STRUT. The
nose gear
strut
requires periodic checking
to ascertain that
the strut
is
filled with hydraulic
fluid (Federal Specification
MIL-H-5606) and is
inflated to the correct
air pres-
sure. When
servicing
the nose
gear strut
proceed
as follows:
a.
Remove valve
cap and
reduce
air pressure
to
zero.
b. Remove valve
housing assembly.
c. Telescope
gear strut to
its shortest length and
fill
to bottom
of filler
hole
with MIL-H-5606
hydrau-
lic fluid.
d.
Lift nose of airplane,
extend and compress
strut
several
times
to expel any
entrapped
air, then lower
nose
of airplane and
repeat step
"c."
e. Install
valve housing assembly
and inflate strut
to 50 psi with nose
wheel off ground (strut
extended).
NOTE
Keep
the nose gear shock
strut, especially
the exposed portion
of the strut
piston, wiped
off with
a clean dry cloth
to remove dust and
grit which
may cut the seals
in the strut bar-
rel Do
not wipe the strut
with hydraulic fluid,
since this
tends to collect even
more dust and
grit.
2-21. NOSE GEAR
SHIMMY DAMPENER. The
shimmy dampener
should be serviced at
least every
100
hours. The dampener
must be filled completely
with
fluid, free
of entrapped
air, to
serve its purpose.
To fill
or add
fluid to shimmy
dampener while
in-
stalled
on
airplane:
a.
Remove
filler
plug
from
dampener.
b.
Using
a
tow-bar,
turn
nose
gear
in
the direction
that places
the dampener
piston
at
the end
opposite
the filler plug.
c.
Fill with
MIL-H-5606
hydraulic
fluid.
d.
Install
and
safety
filler
plug.
To fill
shimmy
dampener
when
it is
removed
from
airplane,
proceed
as follows:
a.
Remove
filler
plug from dampener.
b.
Submerge
dampener in
MIL-H-5606
hydraulic
fluid
and work dampener
piston
shaft in
and out
to
remove
any
entrapped
air
and
ascertain
complete
filling
of
cylinder.
c.
Reinstall
plug
before
removing
dampener from
hydraulic
fluid.
NOTE
Keep
the
shimmy
dampener,
especially the
exposed
portions
of
the dampener
shaft,
wiped
off with
a
clean
cloth
to
remove dust
and grit
which
may
cut
the
seals
in the
dampener
bar-
rel
Do
not wipe
the
shaft
with
hydraulic
fluid,
since
this tends
to collect
even
more
dust
and
grit.
2-22.
HYDRAULIC
BRAKE SYSTEMS
should
be
checked
for the
correct
amount
of
fluid
at least
every
100 hours.
Add
MIL-H-5606
hydraulic
fluid
at the
brake
master
cylinders.
Bleed
the brake
sys-
tem
of entrapped
air
whenever
there
is
a spongy
response
to
the
brake pedals.
2-23.
OXYGEN
CYLINDER.
Some
airplanes
are
equipped
with an
optional
oxygen
system.
The
oxygen
cylinder
should
be
refilled
when oxygen
system
pres-
sure
is
below
300
psi.
When
fully
charged
the
oxygen
cylinder
contains
48
cubic
feet
of oxygen
at 1800
psi
at 70°F.
NOTE
The
oxygen
system
is equipped
with
a filler
valve
so the
system
may
be
refilled
without
removing
the
oxygen
cylinder.
If
the
oxygen
cylinder
is
to
be refilled
by
a commercial
oxygen
supplier, the
following
procedure
may
be accomplished.
a.
Remove
access
panel
on
right
rear
of fuselage.
WARNING
Do
not permit
smoking
or
open
flame
in
or
near
airplane
while work
is performed
on
oxygen
system,
or
when
the
system
is in
operation.
Guard
against
inadvertently
turn-
ing master
switch
on.
b.
Close cylinder
shut-off
valve
by
turning
full
clockwise.
c.
Disconnect
oxygen
lines
from cylinder.
d.
Loosen
clamps
securing
cylinder
and
remove
cylinder.
2-6

e.
Refill
cylinder
with
aviator's
breathing
oxygen
(MIL-O-27210).
NOTE
This
oxygen
is specially
dried
to remove
moisture
which could cause
corrosion and
dam-
age to the system
or which could
freeze
at low
temperature,
and render
the system
useless.
f. Reverse
the preceding
steps
to install
the cyl-
inder.
WARNING
Oil, grease, or
other
lubricants
in
contact
with
oxygen
create a
serious fire
hazard,
and
such contact must
be avoided.
Only
a thread
compound
approved
under
MIL-T-5542
can
be
used safely
on oxygen
systems.
Apply
only
to first three
threads
of male
fittings
to pre-
vent
thread seizure.
2-24.
OXYGEN
FACE MASKS.
Disposable
oxygen
face
masks
are normally
stowed
in a plastic
bag in
the
map compartment.
Oxygen
system
servicing
should
include checking
the
condition
of the face
masks,
hoses and
fittings,
and
a replenishment
of
the supply
of
masks
as required.
2-25.
CLEANING.
2-26. Keeping
the
airplane
clean
is important.
Be-
sides
maintaining
the trim
appearance
of the airplane,
cleaning
reduces
the possibility
of corrosion
and
makes inspection
and maintenance
easier.
2-27.
WINDSHIELDS AND
WINDOWS.
The wind-
shields
and windows
should
be cleaned
with plenty
of
fresh
water
and soap,
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
as a
means
of carrying
water
to
the plastic.
Dry with
a
clean, damp
chamois.
Rubbing
with a dry
cloth will
build
up
an electrostatic
charge
which
will
attract
dust
particles.
Oil and grease
may
be removed
by
rubbing
lightly
with a
kerosene-moistened
cloth and
then washing
the kerosene
residue
from the
plastic
with water
and
soap.
CAUTION
Do
not use
gasoline,
alcohol,
benzene,
carbon tetrachloride,
fire extinguisher
fluid,
de-ice
fluid,
lacquer
thinner,
or glass
window
cleaning
spray. These
solvents will
soften
and
craze
the plastic.
2-28.
PLASTIC
TRIM.
Some airplanes are
equip-
ped
with plastic
control wheels.
The
plastic control
wheels
and other
plastic
trim should
be cleaned with
soap and water.
Observe
caution
in preceding
para-
graph
when
cleaning the
plastic trim
throughout
the
airplane.
2-29. ALUMINUM
SURFACES
require a
minimum of
care,
but
should
never
be neglected.
The airplane
may
be washed
with clean
water to
remove dirt,
and
with
carbon tetrachloride or other
non-alkaline
grease solvents
to
remove oil
and/or grease.
House-
hold
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
commercial
suppliers
of aircraft
products.
2-30.
PAINTED
SURFACES
are best
cared
for by
washing
with clean
water
and a mild soap,
then
wax-
ing with any
good
automotive
wax. Use
only clean,
cold water
and
a mild
soap
during
the initial
curing
period
of the paint,
which
may
be as
long as
90 days.
2-31.
ENGINE
COMPARTMENT
cleaning
is essential
to minimize
any danger
of
fire,
and for
proper
in-
spection
of components.
The engine and
engine
com-
partment may
be washed
down with
a suitable
solvent,
and
then dried
thoroughly.
See
paragraph
10-7.
2-32.
UPHOLSTERY
AND
INTERIOR
cleaning pro-
long the
life of upholstery
fabrics
and interior
trim.
To clean
the interior
proceed
as
follows:
a. Empty all ash trays.
b. Brush
or vacuum
clean the
carpeting and uphol-
stery
to remove
dirt.
c.
Wipe leather,
Royalite,
and plastic
surfaces
with
a damp
cloth.
d. Soiled
upholstery
fabrics
and carpeting
may be
cleaned
with
a foam-type
detergent,
used
in accord-
ance
with the
manufacturer's
instructions.
e.
Oily spots
and stains may
be cleaned
with house-
hold
spot removers,
used
sparingly. Before
using
any solvent, read
the instructions
on
the container
and test it on an
obscure place in the
fabric to be
cleaned. Never
saturate
the fabric
with a volatile
solvent;
it may damage
the padding
and
backing
materials.
f. Scrape
sticky
materials
with a dull
knife, then
spot-clean the
area.
2-33.
PROPELLERS
should
be wiped
off occasion-
ally with
an oily cloth
to clean
off grass
and bug
stains. In
salt water
areas this
will assist
in cor-
rosion-proofing the
propeller.
2-34.
WHEELS
should be
washed periodically
and
examined
for corrosion,
chipped paint, and cracks
or dents
in the
wheel castings.
Sand
smooth,
prime, and
repaint minor
defects.
2-35.
LUBRICATION.
2-39.
Lubrication
requirements
are shown on
the
Lubrication Chart
(figure
2-4).
Before adding
grease
to grease
fittings,
wipe off
all dirt.
Lubri-
cate until
new grease
appears
around parts
being
lubricated
and wipe off
excess grease.
2-40. NOSE
GEAR
TORQUE
LINKS.
Lubricate
torque links
every
50 hours.
When operating
in
dusty conditions,
more frequent
lubrication
is
recommended.
2-7

RECOMMENDED
FUEL:
AVIATION
GRADE--100/130
MINIMUM
GRADE
RECOMMENDED
ENGINE
OIL: (Detergent
Only)
AVIATION
GRADE--SAE
30
BELOW
40° F.
SAE
50 ABOVE
400
F.
HYDRAULIC
FLUID
SPEC.
NO.
MIL-H-5606
OXYGEN:
SPEC.
NO.
MIL-0-27210
Figure
2-3.
Servicing
Chart
(Sheet 1
of 3)
2-8