MAULE Vintage M-4-180V User manual

FOR
MAULE M-4-180V
Vintage Rocket
P/N: TLC-M-4-180V
PERFORMANCE THAT COUNTS!
Rev A: 04/13/16 2099 Georgia Hwy 133 South ~ Moultrie, GA 31788
PC: SMM Tel: [phone] ~ Fax: [phone]-2048 ~ www.mauleairinc.com

MAULE AEROSPACE TECHNOLOGY, INC.
MAINTENANCE MANUAL
FOR M-4-180V
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FORWARD
Ahead of you are many hours of flying pleasure. The more you fly your Vintage M-4-
180V the more you will realize that flying this aircraft is a stimulating new sensation that will
never grow old.
The Maule M-4 was 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 the Service Department of Maule Air. In correspondence,
please be certain to give complete information on serial number, engine make and model,
etc.
WARRANTY
Maule Air, Inc. warrants each new airplane manufactured by it to be free from defects 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 one (1) year after delivery of such airplane to the original purchaser, be returned 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. The
engine and accessories are warranted by Textron Lycoming, Williamsport, PA. The Hartzell
Propeller is warranted by Hartzell Propeller, Inc., Piqua, OH. Sensenich Propeller is
warranted by Sensenich Propeller Manufacturing Company, Inc., Lititz, PA 17543. Avionics
items are warranted by their manufacturers. Manufacturers of separately warranted item of
equipment request that warranty claims be made through your nearest authorized Distributor
or authorized Service Center. Maule Air will be glad to help you find that facility nearest to
you.

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FOR M-4-180V
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TABLE OF CONTENTS
ITEM
PAGE
Foreword...................................................................…... 2
Warranty...............…................................................….… 2
Table of Contents…......................................................... 3
Log of Revisions….....................................................….. 4
SECTION I - GENERAL DATA
General Description....................................................….. 5
Design Specification...................................................….. 5
Fluid Capacities and Specification..............................…. 6
SECTION II - GENERAL MAINTENANCE
Cleaning and Care of Aircraft.........................….........…. 7
Inspection Guides.......................................................…. 9
Weighing Procedure……………………………………….. 14
Rigging Procedures...............................................…..…. 16
Lubrication..............................................……………..…. 18
Towing ……………………………………………………… 18
Fabric Repairs………………………………………….…… 19
SECTION III - MAJOR COMPONENT PARTS
Wings.....................................................................……... 20
Lift Struts......................................................................… 20
Fuselage..............................................................…..…… 20
Movable Surfaces and Controls................................…… 21
Landing Gear, Wheels and Brakes.......................…...…. 22
SFS P8B Tailwheel………… ………….………………….. 25
Figure One………………………………………………….. 27
Power Plant System........…...................................…...… 28
Fuel System....................….............................………..… 30
Electrical System................…...................................…… 30
Electrical Schematic…14V….......……….……………….. 31
Electrical Schematic…28V….......……….……………….. 32
Door Latch Adjustment Procedure....………..........…..… 33
SECTION VI – AIRWORTHINESS LIMITATIONS
Airworthiness Limitations………………………………….. 34

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FOR M-4-180V
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LOG OF REVISIONS
REV. TO PAGES DESCRIPTION DATE
A
6, 17, 21, 22 Changed oleo strut oil to API GL-4 or GL-5 gear oil. 04/13/16

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SECTION I
GENERAL DATA
GENERAL DESCRIPTION:
Type:
Two place high wing cabin monoplane.
Engine Installation:
Single tractor Lycoming O-360-C1F or O-360-C4F engine in nose of fuselage. Propeller for O-
360-C1F: Hartzell Constant Speed HC-C2YR-1BF/F7666A (76”) and for O-360-C4F (or O-360-
C1F modified for fixed pitch): Sensenich Fixed Pitch 76EM8S5-0-56 (76”) or 76EM8S8-0-56 (76”)
Wing:
Strut braced, two spar, metal covered, modified USA 35-B airfoil.
Fuselage:
Welded Steel Tubing.
Frame covered with Ceconite synthetic fabric. Front doors on right and left sides.
Landing Gear:
Main gear split axle type, spring-oil oleo shock absorber. Hydraulic Brakes. Steerable tailwheel.
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 30 feet 10 inches
Length 23 feet
Height 6 feet 2 ½ inches
Gross Weight 2300 lbs.
Empty Weight Approx. 1320 lbs.
Wing Loading 14.6 lbs./sq.ft.
Power Loading 12.8 lbs./BHP
Useful Load Approx. 980 lbs.
Seats Two
Flaps
0°, 20°, 35°
Baggage Allowance 200 lb. Structural Limit
Baggage Compartment Dimensions 39H x 38W x 26L (Approx.)

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DESIGN SPECIFICATIONS: (Cont’d)
Wings:
a. Airfoil Modified USA 35-B
b. Chord 63 inches
c. Incidence +30 minutes
d. Dihedral 3 inches
e. Sweepback None
Areas:
a. Wing, Aileron and Flaps 157.9 sq.ft.
b. Ailerons (total) 12.6 sq.ft.
c. Flaps (total) 22.8 sq. ft.
d. Horizontal Stabilizer 12.6 sq. ft.
e. Elevators (including tab) 14.1 sq. ft.
f. Vertical Stabilizer 14.0 sq. ft.
g. Rudder 7.0 sq. ft.
h. Elevator Trim tab 1.1 sq. ft.
i. Rudder Tab .38 sq. ft.
FLUID CAPACITIES AND SPECIFICATIONS:
a.
Main Fuel Tanks - Inboard - 100 Octane
Right Main Tank 21.5 gallons
Left Main Tank 21.5 gallons
Note: 2.3 gallons unusable fuel per 21.5 gallon main tank
b. Auxiliary Fuel Tanks - Outboard - 100 Octane
Right Auxiliary Tank 11.5 gallons
Left Auxiliary Tank 11.5 gallons
c. Engine Oil (SAE 50 above 60°F, SAE 40 at 30°to 90°F, SAE 20 below
10°F ambient air temp, at sea level. Refer to Engine Manual
for AD Oil grades.)
8.0 qt. Maximum
5.0 qt. Minimum
d. Brakes (Texaco Aircraft Hydraulic Oil 15, MIL-H-5606E or equiv.)
1 pint
e. Landing Gear (APR GL-4 or GL-5 85@-140 gear oil.)
2 pint

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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 car soap or detergent with a soft cloth or sponge and plenty of clean water.
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
electrostatic field which will attract dust to the surface. Blotting with a clean damp chamois
will remove the charge and the dust. After cleaning, polishing with a good Plexiglas cleaning
product such as "Mirror Glaz" will keep the glass clean and help polish out minor scratches.
INTERIOR
Floorboards should be vacuumed frequently and can be cleaned with any good rug
cleaner.
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 and
moisture trap.
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
baggage 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 whisk broom 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.

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INTERIOR CLEANING (Cont’d)
For best results, stains, especially those caused by grease or paint, should be
removed from upholstery as soon as possible or they may become “set”" and hard or
impossible to remove. "Set" stains should be removed carefully with a clean cloth dampened
in denatured alcohol. Stains caused by shoe polish can best be removed with turpentine.
However, 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,
acetone, 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 which are commercially available
and quite satisfactory.

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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
MECH INSP
1. Perform appropriate inspection as called for in the Textron Lycoming
Operator's Manual, p/n 60297-12, Revision No. 60297-12-6 or later.
2. Perform appropriate inspection as called for in the Hartzell Owner’s
Manual and Logbook, p/n 115N, Revision 10 or later for the constant
speed prop or the Sensenich Fixed-Pitch Metal Propellers Instructions
For Use and Care dated 9/4/97 or later for the fixed pitch prop.
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 29 for Brackett 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.
2. Check all main electrical connections.
3. Check fluid level in brake reservoirs.
4. Check the entire fuselage, tail surfaces and wings for cracks, security
of fairings and general condition.
5. Check the security, operation and general condition of all control
surfaces.
6. Check general condition of tailwheel and spring attachment.
7. Check main landing gear oleo struts and brakes for leakage, wear and
condition.

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8. Drain sumps of fuel tanks.
9. 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
MECH INSP
1. Perform appropriate inspection as called for in the Textron Lycoming
Operator's Manual, p/n 60297-12, Revision No. 60297-12-6 or later.
2. Perform appropriate inspection as called for in the Hartzell Owner’s
Manual and Logbook, p/n 115N, Revision 10 or later for the constant
speed prop or the Sensenich Fixed-Pitch Metal Propellers Instructions
For Use and Care dated 9/4/97 or later for the fixed pitch prop.
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, engine to engine
mount. Visually inspect mount structure for condition. See "Engine
Mount" under "Power Plant System".
7. Inspect induction system and air box for cracks and security. Check
rubber seal on air valve for condition. CAUTION: Use rubber seal with
cotton insert only when replacing seal.
B. AIRCRAFT
1. Remove right and left kick panels in cockpit, windshield side post
covers, front seats, all floorboards and panel behind baggage
compartment. Examine rudder cables (located behind kick panels)
and attaching clamps, bolts and nuts for security 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. Examine all tubing and tubing clusters for corrosion and general
condition.
4. Inspect all control cables, pulleys, fairings and electrical connections
and wires under floorboards and in tail cone for security and chafing.

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5. Open zippers in headliner and inspect all control cables, pulleys,
fairleads and electrical connections and wires for security and chafing.
6. Remove wing root fairings and inspect control cables, fairleads, fuel
lines and connections, 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 abrasion, corrosion, pin holes and punc
tures.
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.
NOTE: Sealed lift strut were installed on this aircraft during
manufacturing and are identified by two weld spots located at upper
end.
WARNING: Any unrepairable dents or punctures in strut are cause for
replacement of the strut.
8. Remove wheels and inspect wheels, tires, brake disc, bearings, brake
lines and brake pad for wear, cuts, chafing, leaks and general
condition. Repack wheel bearings. (See page 12 for jacking
information)
9. Remove landing gear top fairings and inspect attaching fittings and
bolts for security, corrosion and cracks and inspect brake hose for
security, chafing and leaks.
10. Check resilience of oleo springs. A lax spring is indicated by a low
wing condition when the airplane is on the ground, or the
measurement between the inside faces of the brake caliper mount
rings exceeds 67 inches for an empty airplane, or 68 inches for one
with full fuel.
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. If a lax oleo spring is suspected, disassemble subject oleo strut and
measure the free height of the spring. Less than 6 1/4 inch is
unacceptable.
12. Check fluid level in landing gear oleo struts. Fill to overflowing (no air).
13. Remove all inspection covers (includes 9 each inspection covers in
bottom side of left wing, 8 each inspection covers in bottom side of
right wing and 1 each in top side of each wing) and inspect all visible
control cables, pulleys, bellcranks, electrical wires and connections,
fuel lines and fittings, nuts, bolts, etc. for security, chafing, leaks, etc.
(See inspection cover locations in tail on page 13)

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14. 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 action 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 coated with a good
preservative such as:
Black Bear Paralketone
Preventative/Black Bear
Co./Long Island City, NY.
(Preferred)
LPS 3, Heavy Duty Rust
Inhibitor/LPS Laboratories,
Inc./Tucker, GA
NOTE: Larger stainless steel turnbuckles and corrosion resistant steel
fasteners for the elevator cables are approved and recommended for
airplanes operating in a potentially corrosive environment.
15. Lubricate all chains and points of rotation on sprockets, pulleys and
bellcranks,
16. Inspect and lubricate all control surface hinges and control horn
connections.
17. Lubricate door hinges and latches and seat tracks.
18. Lubricate rudder pedals and rudder bar points of rotation.
19. Check control rigging and cable tensions.
20. Check and clean vacuum system regulator valve filter and intake filter.
21. Check the pitot static system for leaks.
22. Ensure that all applicable Airworthiness Directives and Maule Service
Letters and Bulletins that are mandatory have been complied with.

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WEIGHING PROCEDURE
DETAILED CALCULATIONS OF EMPTY WEIGHT AND EMPTY WEIGHT CENTER
OF GRAVITY:
PROCEDURE:
1. Place each of the wheels on a scale with the tailwheel elevated to place the
airplane in approximately the flight attitude.
2.Place a level on the leveling mark and leveling lug on the bottom of the right wing
near the root. Adjust the height of the tailwheel until the aircraft is level.
3. Measure the following distances:
a. Wheel base (L) - the horizontal distance from the tailwheel weight point
(center of axle) to the main wheel weight point (center of axle).
L = __________________ Inches
b. Main Wheel Station (D) - the horizontal distance from the main wheel weight
point (center of axle) to the datum line.
D = __________________ Inches
4. Measure the weights at the following points:
a. Right Main Wheel..................= ____________ Lbs.
b. Left Main Wheel....….............= ____________ Lbs.
c. Tailwheel, with tare =____________Lbs., minus tare of _____________ Lbs.
= net Tailwheel wt. (T) of _________________ Lbs.
Total Weight as Weighted (W) = __________________ Lbs.

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WEIGHTING PROCEDURES: (Cont'd)
The above empty weight includes unusable fuel of 27.6 lbs. at 24 inches and 8 quarts
of oil at minus 36.5 inches, plus all items of equipment as marked on the
accompanying Equipment Lists. The Certificated empty weight is the above weight
less 16 lbs.
drainable oil at a minus arm of 36.5 inches and for this airplane is _____________lbs.
The corresponding empty weight center of gravity is ______________inches.
5. Calculations for determining weight, C.G. and moment:
a. Center of Gravity (inches) =
L x T
- D
W
i.e., C.G. = _____________ - ____________ = ___________inches.
b. Moment (inch pounds) = W x C.G.
i.e., Moment = _____________ x ____________ = ___________inch lbs.
CENTER OF GRAVITY LIMITS: +15.6 to +19.0 @ 2300 lbs.
+11.0 to +19.0 @ 1500 lbs. or less
RIGGING PROCEDURES
1.
LEVELING:
Laterally: Using a level twenty four (24) inches long, place across the front spar carry-
through tube at the windshield. Add blocks under the landing gear to bring
bubble to the center.
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 center.
2.
DIHEDRAL ANGLE:

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To check the dihedral angle at the front spar, proceed as follows:
Stretch a string along the top of the wing above the front spar, from wing tip to wing tip,
and draw it tight. Check the dimension vertically from the top of the spar at root end fitting.
The correct dihedral dimension should be three (3) inches ±1/8.
Using a level (without any spacer blocks) hold it spanwise against the bottom of the wing
under the front spar just outboard of the fuselage.
Note the position of the bubble and do the same on the other wing. Readjust the front
struts until both wings show the same amount deviation from level being careful with each
adjustment to set the left strut out the same number of turns as the right one is set in, or
vice-versa.
3.
WASH OUT:
To adjust the wash-out 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.
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.
5. AILERONS: Cont’d
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
:
Adjust the first notch flap position to be aligned with the aileron trailing edge with the
ailerons centered. Check the flap travel for 20°±3°down for the first notch, 35°±3°down
for second notch and maximum travel of 40°. Adjustment, if needed, may be accomplished
by adjusting turnbuckle at the flap control lever or behind the baggage compartment.
7.
RUDDER
:

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Check the rudder travel for 21°±1°right and left. Adjustment, if needed, may be
accomplished by backing on the locknuts on the rudder stops located on fuselage frame and
screwing stop screw in or out, whichever is required.
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 45 lbs.
9.
ELEVATOR TRIM
:
Elevator trim tab 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 rudder
with aileron to reduce adverse yaw. The tab should normally be streamlined with the rudder
when the aileron and rudder controls are centered.
The tab may be used to adjust rudder trim. In normal cruise, it is desirable to have the
ball centered with the “Rudder Trim” control out to first line. This allows for inflight
adjustment of rudder trim in cruise.
Rudder trim may be adjusted by changing the position of the tab cables located just over
the front doors on the inside of the airplane.
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.
LUBRICATION
1. Main wheel and tailwheel bearings - Use aircraft quality bearing grease.
2. Oleo shock struts - Use API GL-4 or GL-5 85W-140 gear oil.
3. Landing gear hinges - Use motor oil.
4. Hydraulic brake reservoirs - Use Texaco Aircraft Hydraulic Oil 15 conforming to MIL-H-
5606E, or equivalent.
5. Control Column - Apply light coat of graphite base lubricant to aileron balance chain, torque

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tube and control guide. Use lightweight motor oil or LPS 2 (LPS 3 recommended for
airplanes operating in a potentially corrosive environment.) on all other bearings.
6. Use lightweight motor oil or LPS 2 (LPS 3 recommended for airplanes operating in a
potentially corrosive environment.) for:
•Flap bellcrank and mechanism
•Aileron and flap hinge
•Elevator and trim tab
•Tailwheel fork
•Control pulley bearings and control surface hinges
TOWING
Aircraft can be towed using a Maule tow bar p/n TB101 or equivalent as shown below.
FABRIC REPAIRS:
(Applicable to Polyurethane paint on Ceconite fabric only)
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.

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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
sanded 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
thinner 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
adhesive, working he edges down. Allow to dry at least 8 hours prior to any shrinkage.
SHRINKING THE REPAIR AREA:
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 application). Take care to feather sand as required during primer procedure to
feather the repair patch and blend in prior to topcoat spraying.
SPECIAL PRECAUTIONS:
For any repair or damaged area, refer to FAA AC 43.13 1B. Only use equal or next
heavier weight fabric for repair patch. Do not substitute any other products or brands in
this procedure
SECTION III
MAJOR COMPONENT PARTS
WINGS
:
The complete wing is of metal construction (2024-T3 aluminum) with a fiberglass wing tip.
Spar root end strut fittings are made of 2024-T4 aluminum.

MAULE AEROSPACE TECHNOLOGY, INC.
MAINTENANCE MANUAL
FOR M-4-180V
20
Rev. A
4/13/16
LIFT STRUTS
:
The lift struts are streamlined tubes attached to the wing and fuselage by means of AN
standard 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 taken 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.
WARNING: Any unrepairable dents or punctures are cause for replacement of the strut.
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. Doorframes 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 43.13-1, Aircraft Inspection and Repair.
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 galvanized sheet steel.
The aft fuselage section is covered with Ceconite fabric and standard dope and paint
finish. This fabric need not be pulled or punch tested.
MOVABLE SURFACES AND CONTROL
AILERONS AND
FLAPS
:
The ailerons and flaps are aluminum alloy structures covered with 2024-T3.
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 (20°and
35°). This is connected to the control cables which are routed to the flap through the fuselage
and wing to the flap bellcrank which operates the flap by means of a push-pull rod attached to
the inboard hinge fitting.