MAULE Jetasen M-4 User manual

Rev. B
4/13/16
FOR
MAULE M-4, M-4C, M-4S and M-4T
Jetasen

MAULE AIRCRAFT CORPORATION
MAINTENANCE MANUAL
FOR M-4/C/S/T
Rev. B
4/13/16
FOREWORD
Ahead of you are many hours of flying pleasure. The more you fly your M-4 the more
you will realize that flying this aircraft is a stimulating sensation that will never grow old.
The Maule M-4 is designed and built to give you the airplane you have always wanted.
It is fast, comfortable, and easy to fly, yet no light airplane is safer than the Maule M-4. Its
sturdy construction means you will not have to pamper it to enjoy long years of trouble-free
service.
Our dealers and distributors are anxious to serve you and will gladly furnish advice as
to proper servicing methods. You may also address requests for information on any items
not covered in this manual to Maule Parts - Service Department of Maule Air, Inc. (Tele-
phone [phone], Ext. 239). In correspondence, please be certain to give complete in-
formation on serial number, engine make and model, etc.
WARRANTY
Maule Aircraft Corp. warrants each new airplane manufactured by it to be free from de-
fects in material and workmanship under normal use and service, provided, however, that
this warranty is limited to making good at the Maule factory any part or parts thereof which
shall, within ninety (90) days after delivery of such airplane to the original purchaser, be re-
turned to Maule with transportation charges prepaid, and which upon Maule's examination
shall disclose to its satisfaction to have been thus defective; this warranty being expressly in
lieu of all other warranties expressed or implied and all other obligations or liabilities on the
part of Maule, and Maule neither assumes nor authorizes any other person to assume for it
any other liability in connection with the sale of its airplane.
This warranty shall not apply to any airplane which shall have been repaired or altered
outside Maule's factory in any way so as, in Maule's judgment, to affect the airplane’s stability
or reliability, or which airplane has been subject to misuse, negligence or accident.
Certain items of equipment are warranted separately by their manufacturer and they
request that warranty claims be made through your nearest authorized Distributor or author-
ized Service Center. Maule Aircraft will be glad to help you find that facility nearest to you.
ii

MAULE AIRCRAFT CORPORATION
MAINTENANCE MANUAL
FOR M-4/C/S/T
Rev. B
4/13/16
TABLE OF CONTENTS
ITEM PAGE
Foreword...................................................................….. i
Warranty...............…................................................……i
Table of Contents…........................................................ii
SECTION I - GENERAL DATA
General Description.......................................................1
Design Specifications.................................................... 1
Fluid Capacities and Specifications............................. 2
SECTION II - GENERAL MAINTENANCE
Cleaning and Care of Aircraft.....................................…3
Inspection Guides.......................................................... 5
Rigging Procedures...................................................… 10
Lubrication..........................................................………. 13
Fabric Repairs...................................................……….. 14
SECTION III - MAJOR COMPONENT PARTS
Wings..........................................................................… 15
Lift Struts...................................................................…. 15
Fuselage..............................................................…....… 15
Surfaces and Controls..............................…………...… 16
Landing Gear Wheels and Brakes........................….. 17
Maule Tailwheel……………………………………………. 21
Figure One………………………………………………….. 22
Power Plant System........…...................................……. 24
Fuel System....................….............................……….… 25
Electrical System................…...................................…. 26
Electrical Schematic ................................................…. 27
Door Latch Adjustment Procedure....………..........….. 28

MAULE AIRCRAFT CORPORATION
MAINTENANCE MANUAL
FOR M-4/C/S/T
1
Rev. B
4/13/16
SECTION I
GENERAL DATA
GENERAL DESCRIPTION:
Type: Four place high wing cabin monoplane.
Engine Installation: Single tractor engine in nose of fuselage.
Wing: Strut braced, two spar, fabric or metal covered, modified USA 35-B airfoil. Fi-
berglass wing tips.
Fuselage: Welded steel tube structure.
Fuselage and tail group covered with fiberglass synthetic fabric. Fiberglass
engine cowl. Aluminum skin on forward fuselage and doors.
Landing Gear: Main gear split axle type, spring-oil oleo shock absorber. Hydraulic
Brakes. Steerable tailwheel (Automatic locking).
Control Systems: Dual controls wheels and rudder pedals. All controls directly cable
driven. Fuel control/shut off valve is at the left lower side panel.
Mechanical flap and trim controls are at the center on the floor. All
other controls, switches, etc., are instrument panel mounted.
DESIGN SPECIFICATIONS:
Wing Span 29 feet 8 inches
Length 22 feet
Height 6 feet 2½ inches
Gross Weight 2100 lbs.*
Empty Weight Approx. 1136 lbs.
Wing Loading 13.75 lbs./sq. ft.
Power Loading 14.5 lbs./HP
Useful Load Approx. 964 lbs.
Seats Four
Flaps 0°, 15°, 35°*
Baggage Allowance 250 lb. Structural Limit
Baggage Compartment Dimensions 30H x 26W x 21L
Wings:
a. Airfoil Modified USA 35-B
b. Chord 63 inches
c. Incidence +30 minutes
d. Dihedral 1.2 degrees
e. Sweepback None

MAULE AIRCRAFT CORPORATION
MAINTENANCE MANUAL
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2
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Cont’d
Areas:
a. Wing, Aileron and Flaps 157.9 sq.ft.
b. Ailerons (total) 12.8 sq.ft.
c. Flaps (total) 18.8 sq.ft.
d. Horizontal Stabilizer 18.1 sq. ft.
e. Elevators (including tab) 14.1 sq. ft.
f. Vertical Stabilizer 13.1 sq. ft.
g. Rudder 5.8 sq. ft.
h. Elevator Trim tab 1.0 sq. ft.
i. Rudder Tab .34 sq. ft.
FLUID CAPACITIES AND SPECIFICATIONS:
a. Main Fuel Tanks - Inboard - 100 Octane
Right Main Tank 21.0 gallons total
Left Main Tank 21.0 gallons total
Note: 1.5 gallons unusable fuel per main tank
b. Auxiliary Fuel Tanks (if installed)- Outboard - 100 Octane
Right Auxiliary Tank 11.5 gallons
Left Auxiliary Tank 11.5 gallons
c. Engine Oil (SAE 50 above 40°F, SAE 30 or 10W30 below 40°F ambient
air temp, at sea level. Refer to Engine Manual for AD Oil
grades.)
10 quart
d. Brakes (Texaco Aircraft Hydraulic Oil 15, MIL-H-5606E or equiv.)
1 pint
e. Landing Gear (For P/N 4015B oleo spring, use New Holland No.134 hydrau-
lic oil or Ford Tractor No. ESN-M2C134-D. 10W30 engine oil may also be
used. For P/N 4161B oleo spring use API GL-4 or GL-5 85W-140 gear oil.
2 pints

MAULE AIRCRAFT CORPORATION
MAINTENANCE MANUAL
FOR M-4/C/S/T
3
Rev. B
4/13/16
SECTION II
GENERAL MAINTENANCE
CLEANING AND CARE OF AIRCRAFT
Keeping the performance, speed and durability that was built into your aircraft at the
factory requires more than casual attention. The accumulation of dirt and oil on the outside
and debris inside does affect these factors and can be a fire hazard as well. The first step to
proper maintenance is a clean aircraft.
EXTERIOR
Frequent washing is good for your aircraft finish, especially during the first few
months. Use any quality car wash with a soft cloth or sponge and plenty of clean water - do
not use dishwashing detergent. Drying should be done with a chamois. Accumulation of oil,
grease and exhaust carbon deposits should be removed frequently by using a soft cloth
soaked in mineral spirits or other neutral cleaner.
For general polishing, apply a good quality car polish or wax according to instructions.
Clean Plexiglas with plenty of soap and water using grit free soft cloth, chamois or sponge.
Use of a dry cloth on Plexiglas will not only cause scratches but will also build up an electro-
static field which will attract dust to the surface. Blotting with a clean damp chamois will re-
move the charge and the dust. After cleaning, polishing with a good Plexiglas cleaning prod-
uct such as "Mirror Glaze" will keep the glass clean and help polish out minor scratches.
Experience has shown that airplanes based at coastal airports or where there is an
otherwise corrosive atmosphere require special treatment to prevent corrosion, specifically
"electrolyte corrosion". Salt water and chemicals act as an electrolyte between dissimilar
metals and can start a strong corrosive action over a short period of time. Maule makes eve-
ry effort to separate dissimilar metals with primers and coatings during manufacture, but
there are some locations (such as rivets in wing skins) where this is impossible. To combat
corrosion it is important that the external painted surfaces be kept clean and well waxed.
Wash the airplane with fresh water frequently to remove any salt or chemical film. Periodi-
cally, coat the wings, flaps and ailerons internally with a quality corrosion preventative, sev-
eral of which are available. Floatplanes require more extensive preservation techniques
which are well known in the field.
INTERIOR
Floorboards should be vacuumed frequently and can be cleaned with any good rug
cleaner.

MAULE AIRCRAFT CORPORATION
MAINTENANCE MANUAL
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4
Rev. B
4/13/16
Revised 7/99
Cont’d
Care should be taken in the disposal of candy wrappers, paper scraps, cigarette
butts, etc. These can work their way under the floorboards and become a fire hazard, mois-
ture trap and could jam the control cables.
NOTE: While washing the aircraft, ascertain that all drain holes are open. Clean out
any debris blocking them. Accumulated water can be dangerous, so check behind the bag-
gage compartment frequently.
Textile upholstery may be cleaned using a vacuum cleaner. Grease and oil spots on
the upholstery should be treated with a spot remover or dry cleaning fluid. Do not use soap
and water on textile materials.
Vinyl upholstery may be cleaned using soft whiskbroom or suds of any mild soap
(castile or olive oil base) in lukewarm water. Use water sparingly as the upholstery otherwise
requires a long time to dry if water trickles through the seam stitches.
For best results, stains, especially those caused by grease or paint, should be re-
moved from upholstery as soon as possible or they may become "set" and hard or impossi-
ble to remove. "Set" stains should be removed carefully with a clean cloth dampened in de-
natured alcohol. Stains caused by shoe polish can best be removed with turpentine. How-
ever, such cleaning agents are liable to affect the dust-repellent finish of the vinyl if used in
excess of the actual requirements. Never use volatile solvents such as lacquer thinner, ace-
tone, etc. on upholstery.
The cleaning should be completed by wiping the surface of the vinyl dry with a clean
cloth, particularly in the seam. No attempt should be made to apply preservatives such as
wax, polish, or varnishes, as these will not be absorbed by vinyl, but will merely collect dust.
There are protective treatments made especially for vinyl that are commercially available and
quite satisfactory.

MAULE AIRCRAFT CORPORATION
MAINTENANCE MANUAL
FOR M-4/C/S/T
5
Rev. B
4/13/16
Revised 7/99
INSPECTION GUIDES
At 25 Hour Total Time, perform 50 Hour Inspection as described below.
At 50 Hour Total Time and every 50 hours thereafter:
A. POWER PLANT
1. Perform appropriate inspection as called for in the engine manufacturer's Operator's
Manual.
2. Perform appropriate inspection as called for in the propeller manufacturer's
Installation, Operation and Service Manual.
3. Remove the outer muffs from the mufflers and inspect the mufflers and tubes for
cracks. Inspect muffs for cracks before reinstalling.
4. Inspect gascolator, clean if necessary.
5. Inspect engine controls for security and proper operation.
6. Clean or replace air filter. (See page 25 for Bracket air filter)
7. Inspect all engine and engine mount attach bolts.
8. Inspect all engine fuel and oil lines for general condition and security.
9. Check all engine compartment electrical connections and wires for security and
chafing.
B. AIRCRAFT
1. Check battery for general condition and electrolyte level, (in wet batteries only).
2. Check all main electrical connections.
3. Check fluid level in brake reservoirs.
4. Check the entire fuselage, tail surfaces and wing skins for cracks, security of fair-
ings and general condition.

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MAINTENANCE MANUAL
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CAUTION: If airplane is or has been subject to excessive stress, i.e., heavy loads, ad-
verse wind conditions, rough landings, etc., take special care in examining wing skins
for any cracks. If any are found, repair before further flight in accordance with AC
43:13 and factory drawings. (Do not replace any countersunk rivets with buttonhead
rivets in wing because it is not approved.)
5. Check aileron and flap skins for cracks.
6. Check the security, operation and general condition of all control surfaces.
7. Check main landing gear oleo struts for oil leaks.
8. Check general condition of tailwheel, leaf springs and spring attachment. Leaf
springs should have 45°angle with no weight on the wheel. Check all bolts and
nuts holding the tail springs to the fuselage. Tighten nuts, if needed, so that there is
no play or side movement in the springs or their attachment.
9. Drain sumps of fuel tanks.
CAUTION: Quick drains are required in all fuel tanks and if not installed, comply with
Maule Service Letter No. 32 and Service Bulletin No. 5.
10. Check tires for inflation and cuts.
At 100 Hours Total Time and every 100 Hours thereafter, perform the 50 hour inspection
plus the following:
A. POWER PLANT
1. Perform appropriate inspection as called for in the engine manufacturer's Operator's
Manual.
2. Perform appropriate inspection as called for in the propeller manufacturer's Installa-
tion, Operation and Service Manual.
3. Clean the engine with any good engine cleaner (Gunk, etc.) Be sure to protect
magneto from getting wet.
4. Examine baffles and baffle extensions for security and cracking.
5. Clean gascolator screen.
6. Retorque bolts attaching engine mount-to-fuselage and engine-to-engine mount.
Visually inspect mount structure for condition. See "Engine Mount" under "Power
Plant System".
7. Inspect induction system and airbox for cracks and security.

MAULE AIRCRAFT CORPORATION
MAINTENANCE MANUAL
FOR M-4/C/S/T
7
Rev. B
4/13/16
B. AIRCRAFT
1. Remove right and left kick panels in cockpit, windshield side post covers and panels
below seat fronts.
Cont’d
CAUTION: If backside of kick panel shows evidence of rudder cable rub and tape has
not been placed, comply with Maule Service Bulletins No.14 and No. 17.
Examine protective rudder cable guide tubes, (located behind kick panels), if in-
stalled per Service Bulletins No.17, and attaching clamps, bolts and nuts for securi-
ty and general condition.
2. Examine all front cockpit electrical connections and wires, fuel lines and fittings,
control cables attachments and pulleys for security, leaks, chafing, etc.
3. Remove rear seat, rear floorboard and panel behind baggage compartment.
4. Inspect all control cables, pulleys, fairings and electrical connections and wires for
security and chafing.
5. Open zippers in headliner and inspect all control cables, pulleys, fairleads and elec-
trical connections and wires for security and chafing.
6. Remove wing root fairings and inspect control cables, fairleads, fuel lines and con-
nections, and electrical wires and connections for security, chafing and leaks.
7. Remove wing strut fairings, top and bottom, and inspect attaching fittings and bolts
for security, corrosion and cracks. Carefully inspect both sides of lift struts for abra-
sion, corrosion, pin holes and punctures. Any paint loss or minor corrosion should
be sanded down to bare metal with fine sandpaper and metal primer should be ap-
plied. After the primer is dried, a finish coat of the desired color may be added.
Powder coating is recommended if complete strut is being refinished.
WARNING: Any unrepairable dents or punctures in strut are cause for replacement of
the strut.
CAUTION: If aircraft has unsealed struts, comply with Maule Service Bulletin No. 11
(AD# 98-15-18) as required, (new sealed struts are identified by two weld spots located
at upper end. Removal of the upper cuff is needed to locate the weld spots). Note: Ear-
ly M-4 struts have the 7/16” dia. lower fork thread. 1/2” dia. is required for later models.
CAUTION: Item (a)(4) of AD# 98-15-18 is very misleading as Maule never drills holes
in struts to attach cuffs, door clips or any hardware and it is illegal to do so since there
are no approved holes in the wing struts under the TC data. If aircraft has a modifica-
tion added requiring a drilled hole in strut under a #337, refer to AD for inspection re-

MAULE AIRCRAFT CORPORATION
MAINTENANCE MANUAL
FOR M-4/C/S/T
8
Rev. B
4/13/16
quirements at the 24-month intervals. Also, inspect the area around the holes(s) fre-
quently for corrosion or cracking (ref. Maule Service Letter #58).
8. Remove wheels and inspect wheels, tires, brake drums/disc, bearings, brake lines
and brake pad for wear, cuts, chafing, leaks and general condition. Repack wheel
bearings.
9. Remove landing gear top fairings and inspect attaching fittings and bolts for securi-
ty, corrosion and cracks and inspect brake hose for security, chafing and leaks.
Check oleo attach bolts for bending or shearing.
10. The oleo springs occasionally become overstressed and weak due to hard usage,
and if so should be replaced. This can usually be detected if the airplane sits wing
low on a level surface or if the wheel camber is negative.
CAUTION: Check fluid level in the landing gear oleo struts. Fill to overflowing (no air).
CAUTION: Use Steps 9 and 10 above as a guide for inspection after an unusually hard
landing or any time there is concern about the condition of the main landing gears or
their attachments.
11. Remove all inspection covers/plates and inspect all visible control cables, pulleys,
bellcranks, electrical wires and connections, fuel lines and fittings, nuts, bolts, etc.
for security, chafing, leaks, etc.
12. CAUTION: At inspection hole in tail, visually check the pivoting action at the control
cable attachment points over the full range of rudder and elevator travel. This ac-
tion should be such that there are no bending loads imparted to the turnbuckles,
(which are designed for straight tension load only). Any binding which causes
bending of the turnbuckles should be removed. Any cable attachment parts which
display appreciable corrosion must be replaced before further flight. NOTE: Pivot
points must be cleaned and lubricated with any lightweight lubricating oil. Following
lubrication, the cable attachments, including the turnbuckles, must be heavily coat-
ed with a good preservative such as:
Black Bear Paralketone Preventative LPS 3, Heavy Duty Rust Inhibitor
Black Bear Co. (preferred) LPS Laboratories, Inc.
Long Island City, NY Tucker, GA
NOTE: Maule Service Bulletin No. 9 covers corrosion resistant parts replacement and is
particularly recommended for airplanes operating in a potentially corrosive environment.
Compliance to this Service Bulletin provides for larger stainless steel turnbuckles and
corrosion resistant steel fasteners and attachment details for the elevator cables.
13. Lubricate all chains and points of rotation on sprockets, pulleys and bellcranks,
14. Inspect and lubricate all control surface hinges and control horn connections.

MAULE AIRCRAFT CORPORATION
MAINTENANCE MANUAL
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9
Rev. B
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Cont’d
15. Inspect and lubricate door hinges and latches and seat tracks.
CAUTION: Carefully inspect all door hinge bolts and nuts for condition and security. If
using elastic nuts on door hinges, they must be replaced with castle nuts and cotter pins.
Refer to Maule Service Letter No. 61.
16. Lubricate rudder pedals and rudder bar points of rotation.
17. Check control rigging and cable tensions.
18. Check and clean vacuum system regulator valve filter and intake filter.
19. Check the pitot static system for leaks.
20. Ensure that all applicable Airworthiness Directives and Maule Service Letters and
Bulletins that are mandatory have been complied with.

MAULE AIRCRAFT CORPORATION
MAINTENANCE MANUAL
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10
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RIGGING PROCEDURES
1. LEVELING:
Laterally: The airplane can be accurately leveled laterally using the front spar attach
bolts. Turn these two bolts so that a flat on the head is "up". Fabricate two
equal length spacers (1½ inch minimum length) which can be placed on the
bolt heads. Place a 48 inch level across the two spacers and block under the
landing gear to center the bubble.
Longitudinally: Using a level thirty-six (36) inches long or longer, place it on the leveling
lug and leveling mark thirty-one (31) inches to the rear of the leveling lug
on the bottom of the right wing root. Raise the tail to bring bubble to cen-
ter.
2. DIHEDRAL ANGLE:
To check dihedral angle at the front spar, remove both top wing root fairings to ex-
pose the front spar attach bolts. Stretch a string along the top of the wing above the front
spar from wingtip to wingtip and draw it tight. The end of the string can be attached to tie
down fittings underneath the wing to hold tautness. Be careful to protect the edges of the
wingtips from string chafing.
Find the row of flush rivets on the top of each wing from wingtip to wingtip at the front
spar location. Measure from the forward wing to fuselage attach bolt centerline, for both
left and right wings, outboard 127.5 inches along the top of each front wing spar. Using
masking tape or equivalent, tape the string down on the rivet centerline at this point.
At the inboard end of the front spar, measure the distance from the top rear edge of
the spar cap to the spring on both wings. Adjust the front wing struts so as to have a
measurement of 2 3/4 inches on each wing (plus or minus 1/8 inch) at this location. It is
recommended that the rear struts be removed while adjusting dihedral. The wing must
be supported while the front strut is being adjusted. For rear strut adjustment, see section
on Washout.
CAUTION: Be sure that the strut fork is not extended more than 1 inch of threads from
the strut end to the end of the fork threads (not including the jam nut). There must be at
least 1 3/8 inch of thread engagement into the strut.
3. WASHOUT:
To adjust the washout in the wings, proceed as follows:
Put a leveling protractor chordwise on the underside of the wing root and adjust it to a
zero degree reading. Now put the protractor chordwise just inboard of the wing tip and
adjust the rear strut to give ½°trailing edge up, difference from the wing root angle.

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4. TAIL ASSEMBLY:
With the airplane in level position, the stabilizers should be leveled at their rear spars.
The hinge line should be straight from tip to tip. The vertical stabilizer should be plumb at
the hinge.
5. AILERONS:
Adjust the ailerons to streamline position by placing a straight edge on the bottom of
the wing, chordwise, at the inboard end of the aileron. Then adjust the turnbuckles in the
aileron system so the control wheels are centered and there is a gap of zero to ¼ inch
between the straight edge and the trailing edge of the aileron.
Check the aileron travel for 20°±1°up and 20°±1°down. Adjust turnbuckles to stay
within these limits. Proper cable tension is 15 to 25 lbs.
6. FLAPS:
Correct flap operation is dependent upon correct cable tension which is controlled by
the spring on the bellcrank in the wing. If the spring tension has diminished due to use or
over extension, this will reduce the degree of flap extension due to air loads on the flaps.
If springs appear weak, remove and check the spring tension. One inch of travel should
yield a force of twelve (12) to fifteen (15) pounds. If the tension is less than above, re-
place both springs with new springs.
After verifying acceptable spring tension, check cable adjustment. Changes can be
made to the flap retract cable via the turnbuckle located behind the rear cabin bulkhead
cover. Adjust retract cable as tight as possible without moving flap from its 0°position.
A limit cable is installed at the inboard flap hinge, which should be adjusted so that
the flaps will not hit the rear windows. The cable must allow the correct full flap angle
(35°).
The bellcrank in each wing should rest against the cork pad glued to the rear wing
spar while in the retracted position. While the bellcrank is in the retracted position the
flaps should be set to 0°plus or minus one half (1/2) degree using the push rod located
on each flap.
To adjust the balance cable turnbuckle located above the headliner above the aileron
turnbuckles, slowly extend the flaps while watching both left and right flaps. They should
initially extend evenly and together. If on the initial extension, the flaps do not extend
symmetrically, tighten or loosen the turnbuckle as required.
After the above adjustments have been made you should check for proper deflec-
tions: 15°first notch and 35°second notch ±3°.

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. RUDDER:
On earlier models, the rudder stops are not adjustable. The rudder travel should not
change if this part of the airplane is not damaged. If these need to be adjusted, it can be
done by welding on to the end of the stops to decrease the travel and filing the stops off
to increase the travel. On later models these stops are adjustable by screwing them in
and out.
Check the rudder travel for 21°±1°right and left.
8. ELEVATORS:
Elevator control movements are up 25°±2°, down 21°±1°. Stops are located on the
vertical tail rear spar just inside the inspection plate. Proper cable tension is 25 to 40 lbs.
9. ELEVATOR TRIM TAB:
Elevator trim tab movement is 14°±1°up, 25°±1°down for s/n 3-43 and for s/n 44–
94 is 8°+ 2°/-1°up, 25°±1°down. (With wheel type trim control, if installed, movement
is 11°±3°up, 25°±1°down.) If adjustment is needed, it may be done at the turnbuckles
located just aft of the trim control. Proper cable tension is 15 to 25 lbs.
10. RUDDER TAB:
This tab is interconnected with the aileron system to automatically coordinate aileron
and rudder controls for simplified handling in the air. (It may be used as a rudder trim tab
to make the airplane trim in cruise.) This tab may be ground adjusted by changing the
position of the tab cables where they attach to the aileron cables located just over the
front doors on the inside of the airplane. Normally, the tab should be streamlined with the
rudder when the aileron and rudder controls are centered.
The tab travel is 48°±4°right or left. Proper cable tension is 5 to 10 lbs.
CAUTION: Make sure tab is free at extreme aileron travel.
NOTE: The “Rudder Trim Control” on the instrument panel pulls on a spring attached to
the right rudder pedal. It is not connected to the tab on the rudder.

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13
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LUBRICATION
1. Main wheel bearings - Use good quality wheel bearing grease.
2. Oleo shock struts – For P/N 4015B oleo spring, use New Holland No.134 hydraulic oil or
Ford Tractor No. ESN-M2C134-D. 10W30 engine oil may also be used. For P/N 4161B
oleo spring use API GL-4 or GL-5 85W-140 gear oil.
3. Landing gear hinges – Use engine oil.
4. Control Column - Apply light coat of graphite base lubricant to aileron balance chain,
torque tube and control guide. Use lightweight lubricating oil on all other bearings.
5. Control pulley bearings and control surface hinges - Use lightweight lubricating oil.
6. Flap bellcrank and mechanism - Use lightweight lubrication oil.
7. Aileron and flap hinge - Use lightweight lubricating oil.
8. Elevator and trim tab - Use lightweight lubricating oil.
9. Tailwheel - Good quality wheel bearing grease to tailwheel bearings through zerk fitting.
Same for fork spindle roller bearings, if necessary. See tailwheel maintenance section
under "Landing Gear, Wheels and Brakes".

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FABRIC REPAIRS:
(Applicable to polyurethane paint on Ceconite fabric only)
(This Installation is approved for retrofitting - no M-4's were originally manufactured with this covering/paint)
REPAIRS:
1. Small holes and damaged areas can easily be repaired without removing the existing
paint topcoat.
2. Trim the damaged area to a rectangular or circular shape.
3. Lightly scuff sand with #320 or #400 wet/dry sandpaper approximately 2 inches around
the repair area.
4. Mix one part gray urethane primer catalyst with two (2) parts gray urethane primer (2:1
ratio - 2 parts paint/1 part catalyst), mixing a very small amount only for coating the sand-
ed area around the repair.
5. Apply one coat (this may be brushed) to the sanded area slightly larger than the size of
the patch to be applied. This application aids in total adhesion to the topcoat and offers a
fresh chemical adhesion base for the repair patch.
6. Allow prime to dry for 4 hours.
7. Apply a coat of urethane adhesive (thinned one to one (1:1) with urethane adhesive thin-
ner by volume) to the primed area slightly larger than the repair patch size. Allow this to
dry for approximately 15 minutes.
8. Apply a second coat of the thinned urethane adhesive and lay the patch in the wet bed of
adhesive, smoothing the edges while applying a topcoat of the thinned urethane adhe-
sive, working he edges down. Allow to dry at least 8 hours prior to any shrinkage.
SHRINKING THE REPAIR AREA:
1. When using an iron to shrink the patch, always use a piece of aluminum foil over the area
to be tautened and the surrounding undamaged topcoat. This is to prevent any scorching
of the topcoat. Follow the procedure previously mentioned (primer and finish coat appli-
cation). Take care to feather sand as required during primer procedure to feather the re-
pair patch and blend in prior to topcoat spraying.
SPECIAL PRECAUTIONS:
1. For any repair or damaged area refer to FAA AC 43.13 1B paragraph 169. Only use
equal or next heavier weight fabric for repair patch. Do not substitute any other products
or brands in this procedure.

MAULE AIRCRAFT CORPORATION
MAINTENANCE MANUAL
FOR M-4/C/S/T
15
Rev. B
4/13/16
SECTION III
MAJOR COMPONENT PARTS
WINGS:
The complete wing is of metal construction employing drag bracing and fabric cover or
stressed skin (2024-T3 aluminum) with a fiberglass wing tip.
Spar root end strut fittings are made of 2024-T4 aluminum.
LIFT STRUTS:
The lift struts are streamlined tubes attached to the wing and fuselage by means of steel
bolts. When inspecting the struts, check for nicks and dents and see that all bolts are snug
(not tight).
In handling the airplane on the ground, care should be take to prevent damage to the lift
struts by pushing or lifting in the middle of the strut. Frequent inspection of the struts should
be made and any paint loss or minor corrosion should be sanded down to bare metal with
fine sandpaper and metal primer should be applied. After the primer is dried, a finish coat of
the desired color may be added. Powder coating is recommended if complete strut is being
refinished.
WARNING: Any unrepairable dents or punctures are cause for replacement of the strut. If
airplane has the original unsealed struts, insure compliance with AD No. 98-15-18 (Maule SB
No. 11) (See also page 7, item 7).
FUSELAGE:
The fuselage is a welded truss type structure having an integral vertical tail fin. Chrome
molybdenum steel (4130) is used for all tube members, control fittings, floor supports and
seat members. Door frames and other nonstructural parts are made of cold rolled steel
(1008 to 1015).
If it becomes necessary to replace any fuselage members, sleeve type splices should be
made in accordance with practices outlined in FAA AC 43.13-1B, Aircraft Inspection and Re-
pair.
The forward fuselage section is aluminum covered (5052-H34 or 2024-T3). The firewall
and bottom fuselage just aft of the cooling air egress are made of .018 CRS (1008) and is
cadmium plated or primed with zinc chromate or are made of .018 galvanized sheet steel.
The aft fuselage section is covered with Fiberglass fabric and standard dope and paint
finish. This covering is the Razorback method as per Instruction Manual No. 39-5 by Plant-
ers, Inc. Blytheville, AR. This fabric need not be pulled or punch tested.

MAULE AIRCRAFT CORPORATION
MAINTENANCE MANUAL
FOR M-4/C/S/T
16
Rev. B
4/13/16
SURFACES AND CONTROLS
AILERONS AND FLAPS:
The ailerons and flaps are aluminum alloy structures covered with 2024-T3 skin.
The aileron control system consists of a chain drive connecting the two control wheels
and is attached to the necessary cables which are routed over pulleys through the fuselage
and into the wing section to the aileron horns.
The flap control system consists of a control lever, which has two active positions, 15°
and 35°. This is connected to the control cables which are routed to the flap through the fu-
selage and wing to the flap bellcrank which operates the flap by means of a push-pull rod
attached to the inboard hinge fitting.
ELEVATORS:
The elevators have chrome molybdenum (4130) internal structure covered with fiber-
glass fabric. Inspect for corrosion. Drain grommets should be kept open. The hinge at-
tachments should be lubricated with light engine oil. Accumulations of dust and dirt on hing-
es should be removed.
STABILIZERS:
The stabilizers have chrome molybdenum steel (4130) internal structures covered with
fiberglass fabric. Inspect for corrosion including elevator hinges and struts.
Steel tie rods brace the stabilizers to the vertical stabilizer and fuselage. These tie rods
should not be rigged tighter than necessary so high loads may be imposed on other parts of
the tail surfaces or fuselage. In adjusting the tension of the tie rods, care should be taken so
that marring the rods will not result. The threads at each end of the tie rods must close the
inspection holes in the end fittings. An inspection of the tie rods and fitting should be made
to check cotter pins, lock nuts, and to see if they have been damaged in any way.
RUDDER:
The rudder structure is very similar to the elevators. No maintenance other than inspec-
tion for corrosion is needed. The hinges should be cleaned and lubricated with light engine
oil at frequent intervals. The cable attachment points should be checked for wear and corro-
sion.
TRIM AND RUDDER TABS:
These surfaces have low carbon steel frames with aluminum alloy skin (2024-T3).
These surfaces need no maintenance other than inspection for corrosion. The hinges
should be lubricated at frequent intervals using light engine oil.

MAULE AIRCRAFT CORPORATION
MAINTENANCE MANUAL
FOR M-4/C/S/T
17
Rev. B
4/13/16
LANDING GEAR, WHEELS AND BRAKES
MAIN LANDING GEAR:
TOE-IN:
If ground handling of the airplane makes toe-in suspect, inspect main landing gear as
follows:
1. With airplane unloaded, jack-up airplane on one side and spin tire. If center groove runs
true, do same on other side. If not, mark tire, or both tires as needed, while spinning,
with black marker pen.
2. Support tail to level (flight attitude) with main tires on floor. Measure from the floor to
centerline of axle and using that dimension, measure up from floor on front of tire in cen-
ter and on back of tire and mark. Do same on other side.
3. Measure between grooves and/or mark(s) at height marks, across front and then rear.
The difference should be 0” to 1/4” toe-in for 7:00 tires and 0” to 3/8” toe-in for 8:50 tires.
LANDING GEAR SHOCK ABSORBER:
This gear is supported by two spring oil type oleo struts which must be full of oil at all times.
The oil may be checked by removing a 1/8” pipe plug at the top end of the strut. If oil is
needed for P/N 4015B oleo spring, use New Holland No.134 hydraulic oil or Ford Tractor No.
ESN-M2C134-D. 10W30 engine oil may also be used. For P/N 4161B oleo spring use API
GL-4 or GL-5 85W-140 gear oil.
DISASSEMBLY OF OLEO STRUT:
1. To remove the strut, the weight must be taken off of the gear. The bolt at the top and
bottom can then be removed, freeing the strut. Higher strength top bolts are available to
eliminate bending from hard landings.
2. Remove four (4) bolts at top of strut.
3. Remove oil filter plug.
4. Pull out cylinder head and spring assembly.
5. To remove spring, take all nuts off of strut shaft and press piston upward to free bolts for
removal. Remove bolts, and piston will come out of end of shaft.
6. Replace worn parts, weak spring, etc. New replacement springs are stronger than the
original springs. The “O” ring on the strut shaft and on the cylinder head should be re-
placed at this time also.