What follows is the raw text from a RareAviation.com document available for download. This text can be helpful if you would like to confirm the document contains specific information you are interested in. Title: Models D17, E17 and F17 Operation, Inspection & Maintenance Link: https://rareaviation.com/product/models-d17-e17-and-f17-operation-inspection-maintenance --- RAW UNFORMATTED TEXT BELOW --- Models DI?, E17 and F17 Operation, Inspection L Maintenance El? Models E17L.E17B Fl? models F1?D D17 Models D17R,D17S, D17A "NOT LIABLE FOR ACCURACY AND EFFECTIVENESS OF ORIGINAL TEC. MODELS D17, E17, Fl? FOREWARD This Manual has "been prepared for the purpose of providing help- ful and necessary information for the Operation, Care aid. Maintenance of your B3ECECRAFT to enable it to deliver the utmost in satisfactory service and performance. The instructions given are the result of careful consider- ation of factory and field experience. The BEECH AIRCRAFT CCRPORATION strongly recommends that the in- structions herein given be followed implicitly in the operation of the air- plane. Please read carefully the instructions on the Operation of the Land- ing Gear so you will understand it thoroughly. Also, please have your mechanic - use the Inspection Sheet on page 11 at every 20 hour check. Proper inspection and maintenance will pay big dividends in reduced maintenance costs in the future and in greater safety. When ordering spare parts, specify serial number of airplane and color part is painted if it is an external part. The factory keeps a record of this information but it is desirable to have the owner give it also as a double check. Unless specifically referenced otherwise, the information applies to all D17, E17 and Fl? models. BEECH AIRCRAFT CORPORATION WICHITA, KANSAS From RareAviation.com 1 MODELS D17, El?, Fl7 CHAPTER INDEX PAGE I LANDING GEAR OPERATION................._______________________________________________ 1 Landing Gear Retraction - ------------------------------------ 1 Tail Wheel Retraction - _____ ___________ j Throttle Stop Action --------------------- ..................._________ j Warning Lights ____ _ _ II OPERATION INSTRUCTIONS-------------------------------- Gear Operation Familiarity Check: _____ Hoisting Airplane----------------------- _ _ _--------- Retraction, Manually-- ------------------- Retraction, Electrically - - - -- Lowering Landing Gear, Manually ---------_____ Lowering Landing Gear, Electrically--- -__-__- Throttle Stop - - -------------- - - -__________ Starting Engine ---------------------............_______ Elevator Trimming Tab - - --- Rudder Trimming Tab - - -- Operation of Wing Flaps-----------------------__ Take-off and Climb (Wing Flaps Up) ------------- Take-off and Climb (Wing Flaps Down) -------- __ ___ Maximum Engine Operating Limits ----- - ----------- Landing (Airplane with Controllable Propeller) - - --- Brakes ----------------------___ Tall Wheel Lock ---------------______- - - Seat Adjustment - - - ------------------______________ Models E17B, F17D, Fuel System - - - ------------- Model E17L Fuel System---- ----------------------- Models D17R, D17S, Fuel System------ - --............_______ Model D17A Fuel System - Keeping Fuel in Tanks at All Times ------------ Wobble Pump ------------------------------___________ Flying under Low Ceiling---------------- - - _ Winter Flying Suggestions ------------------------ Winter Flying Suggestions ------------------- Oil Temperature Control-------------------___________ Carburetor Icing ---------------------- Miscellaneous Notes --------------------- Fuses 2 2 2 2 2 3 3 3 3 U U u 5 5 Right Hand Rudder Pedals -------------- - - Swing Over Control Column---.............____________ Landing Limits - - ----------_____________-- Exhaust Gas in Cabin - - - ------------ 6 6 6 6 6 7 7 7 7 8 9 9 9 9 9 10 10 10 MODELS DI7, EL7, 317 TREES. CHAPTER PAGE XII I1TSPECTIO1T-------------------------_______________ 11 At Every 20 Hours of Flying Time ---------------- - H Shock Absorbers -------------------- - - - --- 11 Tall Wheel Slide Tube ---------------------- - - - H Landing Gear Slide Tube --------------- n Tail Wheel Retracting Cables ------------ 11 Flap------------------------------------------ 11 Battery ----------------------- H At Every 50 Hours of Flying Time - - -------- n Engine Mount and Fittings ------------- n Landing Gear Chains ------------------------- - - 12 At Every 100 Hours of Flying Time ------------ 12 Rib Stitching - - - ---- 12 Exhaust Stacks ------------------- 12 Engine Mount ------------------------------- - - - 12 Landing Gear----- ---------------- 12 After 500 Hours and 200 Hours Thereafter - -- -- -- -- 12 IV MAIHTHTA1TCE------------------------------------------- 13 Propeller ------------------------ 13 Engine, Removal of-------------------------------- 13 Engine Baffles - - -------- - - -----------------13 Fuel Strainer ------------------------------------- 13 Oil Strainer ---------------------- 13 El 7 Ono Piece Cowl, Removal of - -- -- -- - -- -- -- 13 El7 and 317 Two Piece Cowl, Removal of---------- 14 D17R Engine Cowl, Removal of------- ------- 14 (Airplanes Up to And Including Serial D17R-#148) D17A, D17R and EL7S Cowl, Removal of- - -- -- -- 14 (Airplanes After Serial #148) Removal of Wings From Fuselage - ----- - - ---- - - - 14 Installing Hew Windshield Glass ------------- 15 Storage Battery ----------- ----------------- -- - 16 Landing Gear --------------- 16 Landing Gear Disassembly - ---- - - ------- - - 16 Cables ----------------------- 16 Shock Absorbers ------------------- 17 Diagonal Brace Tube - -- -- -- -- -- -- -- -- 17 Wheel Position ------------------- 17 Difficult Operation ----------------- 17 Retracting Mechanism ---------------- 18 Adjustment of Reversing Switch With Latch ------ 18 Latch ------------------ 18 Limit Switch-------------------------------- - - - 18 Adjustment of Chain, Motor Shaft to Hand Crank Shaft- 18 Throttle Stop -------------------- IB Wing Flap Operating Mechanism -------------- 19 Tail Wheel Mechanism, Adjustment of ----------- 20 From RareAviation.com MODUS D17, "17, 317 INDEX CHAPTER PAGE IV MAINTENANCE (Conti) Brakes -------------------------- 20 Rigging - -------------------------------- 20 Control' Surface Travels - --------------- 20 Heat Treated Parts - --_______________ 20 V LUBRICATION----------------------------------- 21 Engine------------------ ----------------- 21 Propeller ------------________________ 21 Generator --- ----------_____________------- - - - 21 Controls _____ 21 Landing Gear 21 Tail Wheel 21 71 ap Mechanism ----------__________ 21 WIRING DIAGRAM OPERATORS INJOBMATION - GOODYEAR HYDRAULIC DISC BRAKES AND WHEELS DRAINING THE ENGINE CRANKCASE - MIGHT WHIRLWIND R-975E and R-760E 4 MODELS D17, E17, F17 1 CHAPTER I LANDING GEAR OPERATION LANDING GEAR RETRACTION The landing gear is so hinged that by controlling the position of the upper rear ends of the diagonal legs (the legs nearest the center of the airplane), the position of the wheels may also be controlled. The upper ends of the diagonal legs are connected to slides or sleeves which ride on slide tubes. The slide Jjubes are sloped upward toward the front of the airplane and form an angle of 90 with the diagonal legs when the landing gear is down, thus eliminating any tendency of the landing loads to cause retraction. The slides are connected in endless chains (one for each slide tube) which pass over sprockets at both ends of the slide tubes. The lower end sprockets serve as pulleys for the retracting chain. The upper end sprockets are mounted on a torque shaft in back of the instrument panel. The torque shaft receives its power either from the retraction motor mounted on the lower left longeron, just behind the front truss and connected to the torque shaft by chain and sprockets, or from the hand crank connected in the same manner. On the outer right end of the torque shaft a ratchet is formed by a gear on the torque shaft and a pawl attached to a bracket on the fuselage. This pawl is reversible and controlled by the landing gear position control so that the gear is prevented automatically from returning to a position which it has just left. As the position control is moved from one position to the other, the position of the pawl is changed and a switch is thrown starting the motor which will retract or lower the gear. The slides are stopped in the extreme positions by limit switches mounted on the right side of the airplane at both ends of the slide tube. If motor should fail it is necessary only to engage the hand crank and crank in the proper direction to complete the operation. It is of course necessary to move the position con- trol to the correct position when operating manually just as when operating elec- trically. TAIL wh fifth RETRACTION The tail wheel is retracted in the same manner whether the landing gear be operated electrically or manually by stretched shock cord viienever the cable holding the tail wheel down is allowed to slacken sufficiently. This occurs when the landing gear is retracted as the tail wheel cable is connected into the landing gear retracting chain that moves toward the lower end of the slide tube during retractions. THROTTLE STOP ACTION When the slides travel up the slide tube 1/2 inch the throttle stop is engaged and will remain engaged until position control is changed to down and gear is rolled to within 1/2 inch of clear down. The throttle must be opened after retraction for stop to work. WISHING LIGHTS The landing gear warning lights work only when the master switch is turned on and the landing gear is in one of the two extreme positions, either up or down. (On airplanes before Serial No, 255. except No. 2U8, both red and green limits burn when the landing gear is in an intermediate position neither up nor down.) A green light burning indicates the gear is down, and a red light burning indicates the gear is up. If at any time neither li^it will burn when in extreme positions, the lamps are either burned out or the fuse for the navigation lights has blown out. Always move the position control to the down position before inserting a new fuse. (See Operation Instructions). From RareAviation.com MODELS D17, E17, H7 2 CHAPTER II OPERATION INSTRUCTIONS G*.. -1 OPERATION FAMILIARITY CHECK Unless checked out by a pilot familiar with the BEECHCRAET, before flying airplane hoist with hoisting sling and operate landing gear until thoroughly familiar with it. (Do not hoist airplane without reading hoisting instructions). Never move the position control with ship resting on wheels. When landing gear is operated with airplane hanging on a hoist, throttle should be open 1/4 inch or more to prevent unnecessary strains being imposed on throttle stop system. HOISTING AIRPLANE When hoisting; tie weights (about JOO pounds) to tail struts next to fuselage on E17 and F17 models and to a 7/8 Inch diameter tube or bar inserted in lifting brackets near bottom of fuselage at lead^ ing edge of stabilizer on D17 models. Tie weights with rope or cable long enough to allow tail to rise about two to three feet so tail wheel can retract. Do not use a hoisting sling on your BEECHCRAFT unless it has a spreader bar so the lifting lugs on the airplane will not be bent. There have been several cases in which the lugs were broken as the result of first being bent. It is recommended that wooden horses or equivalent be placed under the lower wings at the strut points when hoisting the ships as an extra precaution. RETRACTION, MANUALLY Landing gear should be retracted by hand only when electric circuit to landing gear retracting motor has been discon- nected, or motor fails. (Circuit may be disconnected by removing fuse in fuse holder). To retract manually move position control to the "UP" position, engage hand crank by pulling toward the center of the airplane and turn counter clockwise about forty-four turns. Gear will be completely up when: 1. Hand crank ceases to turn. 2. The red warning light is burning and the green is not. I. The clicking sound made by locking pawl when gear is in motion will no longer be heard. Do not engage hand crank while landing gear motor is in operation. On airplanes with battery ignition engines, the landing gear diould not be retracted close to the ground if the battery is low. Ignition failure will only be caused with a battery that is almost completely dead, but in case of doubt, remove the landing gear motor fuse and retract manually. In flight the landing gear will retract easier in a fairly steep climb. RETRACTION, ELECTRICALLY When the landing gear is down and the master switch is on, the green light will burn. Motor switch and lock are controlled by the same control (position control). Men the position control is first moved to the "UP" position, neither red nor green warning light will be. lighted which shows that gear is being retracted* As soon as landing gear is com- pletely retracted, only the red light will burn. Gear position may be checked as outlined in instructions for manual operation. MODELS 217, 217. Fl 7 3 LOWERING LANDING GEAR, MANUALLY As in retracting, landing gear should be lowered by hand only when electric circuit to landing i'b-r motor has been'disconnected or motor fails. Move position control to the dorm position. Engage crank and turn clockwise until gear is down. Gear will be completely down when! 1. Hand crank ceases to turn. 2. The green warning light is burning and the red one is not. 3. The clicking sound made by locking pawl when gear is in motion is no longer heard. U. Throttle will close completely. Always crank the landing gear all the way down immediately after changing position control. Be sure to pull hand crank toward the center of the airplane to engage it when using crank. (There are only two positions ISO0 apart in which the crank will engage the gear). LOWERING LANDING GEAR, ELECTRICALLY To lower gear move position control to down position. Neither red nor green warning lights will be lighted, signifying that lowering is in process. When gear Is com* pletely lowered only the green light will burn. Gear position may be checked as outlined in manual operation. THROTTLE STOP The throttle stop is so connected with the landing gear that it is impossible to close the throttle below about 1200 MPH with the landing gear not fully down. DO NOT CHANGE! THIS. THE BEST PILOTS IN THE WORLD HAVE FORGOTTEN TO LOWER RETRACTABLE LANDING GEARS. Always check the down position at least by the four methods given above. Do not let anything distract your at- tention after releasing gear and before checking to be sure landing gear is all the way down. STARTING ENGINE With wobble pump slowly pump up fuel pressure to three pounds. Pump primer above five strokes in cold weather and two strokes in warm weather. In cold weather starting will be improved by pumping primer about two times after pressing starter button. Do not pump throttle. Open throttle 1/8 inch. Press starter button before turning on ignition switch to "Both On". Use booster on magneto engines. Let engine run at about 1000 REM for several seconds before slowing down. In cold weather, leave the primer valve open so that it can be used in case the engine should begin to stop. Lock primer as soon as engine runs satisfactorily. When Lunkenheimer primer is used, the valve is closed when it is across the plunger pump and is on at 90 from that position. An Eclipse primer should be screwed clear in. Do not pump the throttle to keep the engine going. Do not run engine wide open on the ground for more than an instant, especially in hot weather. On all controllable or constant speed pro- pellers, start engine with propeller control out or in hi A! pitch or cruising position. Change pitch during warm-up until propeller moves freely. ELEVATOR TRIMMING TAB The horizontal stabilizer on these airplanes is fixed. Longitudinal balance is secured by the use of an elevator trimming tab. The E17 has one tab on the left elevator. The D17 has a tab on each elevator. The F17, like the E17, has one tab on the left elevator. From RareAviation.com MODELS D17, El7, El7 U The tabs are operated by turning a knob located on the control column. The knob is turned clockwise to nose the airplane down. This action moves the trail- ing edge of the tab ug and the upward movement of tab moves the trailing edge of the elevator down, which of course lowers the nose of the airplane. To cause the nose of the airplane to rise, the knob is turned counter clockwise, moving the trailing edge of the tab down and raising the trailing edge of the elevator. The tab is therefore used exactly like a stabilizer adjustment or bungee. RUDDER TRIMMING TAB E17 and E17 airplanes do not have a rudder tab except by special order. A rudder tab is standard equipment on all DI7 models. The rudder tab is operated from a crank in the roof narked "Rudder Tab". The tab lever is turned clockwise to relieve pressure on right rudder pedal. OPERATION OF WING FLAPS Flaps may be used to retard the glide and reduce landing speed at any speed below 110 miles per hour. The stand- ard flap control switch location is on the instrument panel directly above the throttle control. The switch has three positions: "UP", "STOP", and "DOWN". With control switch in "UP" or "DOWN" position the flaps will run all the way up or down respectively and shut off automatically. To stop flaps anywhere between ex- treme "UP" or "DOWN" the switch handle should be placed in position which will move flaps in desired direction then return handle to "STOP" position. "STOP" is midway between "HP" and "DOWN" positions. Always leave switch in the center or stop positions when flaps are not being used. TAKE-OFF AND CLIMB (WING FLIPS UP) After take-off, the landing gear should be re- tracted as soon as safety will permit, as the rate of climb is much better after the landing gear has been retracted. The max- imum rate of climb will be obtained at about 115 MPH indicated air speed with a fixed pitch propeller or a controllable propeller in high pitch. With a controll- able propeller in low pitch or a constant speed propeller, the best rate of climb will be at 85 to 90 MTH. The landing gear will be easier to retract at a lower air speed and a higher angle of climb. Always lock the tail wheel before take-off, so it will be locked on landing. On D17 airplanes, it is recommended that the "Cruis- ing Climb" be started very shortly after take-off. Horsepower calculators will be furnished with these ships as a guide for cruising power control. TAKE-OFF AND CLIMB (WING FLAPS DOWN) A quicker take-off and steeper initial climb immediately after take-off can be accom- plished by the following procedure: 1. With elevator tab set in take-off range, open throttle. 2. Raise tail slowly with elevators, (Not more than 1 foot off ground). Z. When ground speed has increased enough to noticeably reduce the pressure on the control column required to keep the nose down, (about 40 MPH), lower flaps. U, As soon as safety will permit, retract the landing gear. 5. Immediately after landing gear is fully retracted flaps should be raised. Maximum rate of climb with flaps down will be realized at an indicated air speed of approximately 70 M2. Do not raise the nose in an attempt to Increase MODELS D17, E17, F17 5 the rate of climb. The ship will climb faster in a level attitude with flaps down than it will with the nose up. Use of flaps for take-off increases the angle of climb but not the rate of climb. MAXIMUM ENGINE OPERATING LIMITS R.P.M. 2250 2200 Man. Press.. 36.5" HG. 34.5 HG. D17R (Wright R975E-3 Engine) using SO Octane gas Maximum for take-off Maximum for continuous operation D17S (Wasp Jr. "SB Engine) Max. for take-off (87 Octane gas) 2300 36.5 HG. Max. for continuous operation (80 Octane gas) or take-off (80 Octane gas) 2200 53.3" hg. D17A E17B E17L F17D (Wright R76OE-2 Engine) 80 Octane gas Max, for take-off Max. for continuous operation (Jacobs L-5) 73 Octane gas Max. RPM is 2000 (Jacobs L-U) 73 Octane gas Max. RPM is 2000 (Jacobs L-6) 80 Octane minimum 90 Octane maximum * Maximum for take-off Maximum for continuous operation 2U00 2200 2200 2100 any any 26 23.5 LANDING (AIRPLANE WITH CONTROLLABLE PROPELLER) Ships equipped with controllable propellers can be landed at slight- ly lower speeds by landing with propeller in "HiAi Pitch setting. This is possible due to the fact that the air stream behind a slow turning propeller in "High Pitch is smoother (or less turbulent) than the air behind a propeller in "Low Pitch. The smoother air flow provides better rudder and elevator control making it possible to control and land the ship at a lower speed. BRAKES The parking brake control is of the push pull type located.to the left of the control column just under the instrument panel. It should be in the extreme forward position for taxiing. Taxiing brakes are standard equipment only on the left pilot's rudder pedals. CAUTION; BRAKE ACTION IS VERY POWERFUL. Use brakes with care until thorough- ly familiar with them. Be careful to not use any brake on take-off, as the brakes can be ruined very rapidly this way as it is easy for a pilot not familiar with the ship to use a little right brake on take-off. From RareAviation.com MODELS D17, E17, F17 6 TAIL WHEEL LOCK The tail wheel locking control is on the instrument panel. To unlock tail wheel so it will swivel, pull handle out as far as it will pull, turn it in a clockwise direction until it will turn no more, and it will stay in that position. Do not attempt to unlock tail wheel unless airplane is mov- ing in a straight line. To lock tail wheel turn handle 90 in counter clockwise . direction and push it toward instrument board. SEAT ADJUSTMENT The pilots seats are on slides and may be released by a lever on the outer front corner of the seats. It is most convenient on getting out of the airplane to slide the right hand seat all the way back. The pilot can shift over to this seat and then to the back seat. Men getting in, grasp the brace tubes in the windshield and pull seat forward. The seats can be locked anywhere in the range of six inches at the front. Be sure the seat is se-? . curely locked before take-off. ' ~- MODELS E17B, F17D This fuel system consists of 75 gallons in three tanks: 23 FUEL SYSTEM gallons in each lower wing (auxiliary tanks) and 29 gallons in fuselage tank (main tanks). Optional tanks are 2Z gallons in each upper wing (auxiliary tanks). MODEL EI7L The EI7L fuel system consists of 52 gallons of gasoline In two tanks, FUEL SYSTEM 29 gallons in fuselage tank (main tank) and 2Z gallons in right lower wing (auxiliary tank). In the above fuel systems all tanks are connected to an engine driven pump through the emergency wobble pump. The hand wobbole pump when used should be pumped slowly so that the pressure does not rise over about three pounds per square inch or the carburetor may become flooded. All take-offs and landings must be made using the main tank. The auxiliary wing tanks are to be used only in the air, and are NOT TO BE USED FOB EITHER TAKE OFF OR LANDING OR FOR FLYING AT LOW ALTITUDE WITH"LOW FUEL " ----------------------- The distance to the outer end of wing tanks from the root hinge bolt is as follows: Upper wing------------36-1/16" Lower wing ------ 38-13/16" MODELS D17R, D17S The DI TH and D17S standard fuel system consists of 101 gallons FUEL SYSTEM in three tanks: rear fuselage tank U9 gallons (main tank): front fuselage tank 29 gallons (reserve tank); and right lower 23 gallons (auxiliary tank). Optional tanks are all 23 gallon capacity, MODEL D17A The D17A standard fuel system consists of 9 gallons of gasoline in FUEL SYSTEM four tanks: front fuselage tank 29 gallons (main tank), and 23 gallons in each lower wing and the right upper wing (auxiliary tanks). Optional tank is 23 gallons in the left upper wing (auxiliary tank). In the D17 model fuel systems all tanks are connected to the engine driven pump. The hand wobble pump when used should be pumped slowly so that the pressure MODELS DI7, E17, F17 7 does not rise over about six to eight pounds per square inch or the carburetor may become flooded. All take-offs and landings must be made using either the main or reserve fuselage tanks. The auxiliary wing tanks are to be used only in the air, and are NOT TO BE USED FOB EITHER TAKE-OFF OR LANDING OR FOR FLYING AT LOW ALTITUDE WITH LOW FUEL SUPPLY" ' The distance to the outer end of the wing tanks from the root hinge bolt is as follows: Upper wing - - -------- Z6-1/16" Lower wing - ---------Z3-1Z/16" KEEPING FUEL IN TANKS AT ALL TIMES It is best to keep a small amount of gasoline in each of the auxiliary wing tanks at all times and it would be roll to turn these tanks on for a few minutes at frequent intervals in order that any water or other foreign matter could be carried to the strainer and drained out of the strainer the next time it is drained. In case the ship is not used for long periods of time and there is opportunity to operate the airplane with the auxiliary tanks, the engine should be run long enough on the ground to use sufficient gasoline to carry any water from each of the auxiliary tanks to the strainer. The strainer should then be drained before flight. WOBBLE PUMP It has been found that fluctuating fuel pressure and gasoline fumes in the cabin are generally traceable to the wobble pump packing al- lowing air or gasoline to leak through the packing. We suggest you carefully check the wobble pump packing if either of the above items manifest themselves. It has also been found that a common cause of leaks in the wobble pump packing is a faulty brass bushing which the packing rests against. This bushing is held in place primarily by means of a press fit and if the fit is not tight enough the pressure from the packing nut will cause it to slip inward when the packing is tightened. This causes the packing to leak again and then if the packing is again tightened, the bushing may slip inward enou^i to cause the wobble pump to bind and work hard. If necessary, we can supply a special bushing which has a shoulder on it that will eliminate slippage. Unless binding has secured. It is possible that the only action necessary to eliminate leakage Is to put in additional packing. FLYING UNDER LOW CEILING Slow the airplane down by watching the airspeed indicator - not the tachometer. The speed range of the BEECHCRAFT is so great that the engine may be throttled to a very low RFM and still maintain adequate airspeed. WINTER FLYING SUGGESTIONS Do not pump the throttle in order to keep the engine runnizg in cold weather as this will only cause flood- ing of the carburetor and may cause a fire if the engine should backfire while it is still cold. The primer valve should be left open several minutes after starting the airplane and the primer should be used to keep the engine running rather than the throttle. The engine oil should be changed to the viscoseity recommend by the engine manufacturer for the temperature at which you will operate. From RareAviation.com MODELS 317, 23.7, 217 Be sure the carburetor heat controls are working satisfactorily but never start the engine with the carburetor heat control, at the "Lot" position. The reason for this is that there is not enough heat available when the engine is being started to do any good and the carburetor heat doors may be damaged if the engine should backfire with the heat control in the "Hot position. The most important item to check before flying In cold weather is to be sure that all slide tubes on the landing gear are kept clean and dry and free from any oil or grease. The slide tubes are well enough protected so no trouble will be experienced flying off of wet or muddy fields but if any oil or grease is present on the slide it will congeal and make the landing gear difficult to operate. The slides should be cleaned with gasoline and dry powdered graphite should be rubbed on them. In case the battery la run down on airplanes equipped with battery ignition engines, great cars should be used in retracting the landing gear electrically. I the battery is almost dead, the landing gear nay require sufficient current to cause an ignition failure. If you have any doubt about the condition of your bat- tery, either wait until reaching a high altitude before attempting to retract tho landing gear electrically, or retract it by hand. In order to retract the landing gear by hand it will be necessary to remove the landing gear fuse because as soon as the position control is moved to the ,tUPn position, the electric motor automat- ically starts to retract the landing gear. On this landing gear a 40 Amp. fuse should be used. Since the capacity of a fuse steadily decreases as the fuse becomes older, it is natural to expect a fail- ure of the fuse once in awhile even if the landing gear is operating perfectly, unloss a new fuse is installed periodically, say every 100 hours. In case a fuse fails while retracting the landing gear, it is best to move the position control to the nD0Ww position before inserting the new fuse. The reason for this is that the new fuse will probably blow out also, due to the fact that the motor is trying to start under a heavy load if the position control is left in the nUPn position. In case it is necessary to operate the landing geafr manually, remember that it is always necessary to move the position control to the proper position. Although both landing gear warning lights secure their current from separate, circuits, there is still a remote possibility of a bulb burning out. Tor this reason it is advisable to always check the gear position by hand before landing. On the biplanes the exhaust stacks should be inspected underneath the cabin heater to be sure there are no cracks or places where the stack has become thin and is likely to burn through. If the noise level in the cabin suddenly becomes high when flying with the heater on, or if any exhaust odor can be detected, the heater should be shut off immediately and the stack examined upon landing, as those are indications that there is a leak in the exhaust stack. Do not try to take-off with snow or heavy frost on the wings. Even a light coat of snow will Increase the stalling speed by 50$ - not due to its weight, but due to the ruining of the lift on the top of the wing. MODELS D17, EL7, El7 S OIL TE^ERATURZ CONTROL Uo difficulty will do experienced in keeping the oil suf- ficiently warm when flying in cold weather if the follow- ing suggestions are heeded. Plugs arc furnished with each airplane to close the cold air blast tubes lead- ing from in front of the engine baffles into the engine compartment. When flying in cold weather it is desirable to close either one or both of the blast tubes in order to assist in keeping the oil warm. On D17 and 1*17 SEECHCRAITS, which are equipped with an oil radiator by-pass control, the following procedure should be observed in order to prevent fluctuation of the oil temperature due to congealing of the oil in the radiator. The oil should be warmed up with airplane on the ground by opening the by-pass and closing the oil radiator shatters; this is done by pulling both controls out. The oil should be warmed up to shout 100 before take-off and the by-pass control shoal be pushed in before take-off, but the oil radiator shutter control must be left out When the by-pass control is pushed in the rise in oil temperature will be stopped temporarily and the temperature may even drop slightly before starting to rise. This, however, is natural, due to the fact that cold oil from the radiator is com- ing into the system and also all of the oil in the tank is beginning to circulate. As soon as the oil temperature reaches about 140 the oil radiator shutter control should be pushed in slightly and the shutter control adjusted to maintain the oil temperature at about 140 . If an attempt is made to warm up the engine with the radiator shutters open, and if the airplane is taken off with the shutters open, the oil will congeal in the radiator causing the temperature to go to 180 before the oil will flow through the radiator. Then as soon as the flow starts through the radiator the temperature will drop rapidly and will probably result in congealing in the radiator again, which will cause a steady fluctuation of oil temperature between about 120 and 180 . This trouble will not be experienced, however, if the above procedure is followed in warming up the engine and commencing flight. CARBURETOR ICING If the engine slows down and the temperature and humidity con- ditions indicate that ice may be forming in the carburetor, turn on the carburetor heat, open the throttle and pull out the mixture control so that engine will backfire. This will remove the ice. Tho S17B airplanes have two controls and main control must be on before auxiliary control becomes effective. MISCELLANEOUS NOTES PUSES Fuses and spares are carried in holders in the instrument panel. RIGHT HAND RUDDER PEDALS The right hand set of rudder pedals may be removed by removing bolts in the stubs and pulling straight up on them. From RareAviation.com MODELS D17, E17, F17 10 SWING OVER CONTROL COLUMN The control column is swung over by pulling out on the button in the center of the column. LANDING LIGHTS Do not use landing lights more than absolutely necessary as they use 20 Am- peres each, and will drain the battery very rapidly. Use only one light at a time where possible. EXHAUST GAS IN CABIN The cause of this trouble has always been traceable to landing gear doors that are out of adjustment. At the first sign of exhaust gas in the cabin, the ship should be hoisted and the fit of these doors carefully checked and readjusted to fit tightly, if necessary. 4 MODELS D17, EL7, Fl7 11 CHAPTER III INSPECTION In addition to the regular periodic Inspection outlined by the Civil Aeronau- tics Administration, the model 17 BEECHCRAFT, due to its additional features, re- quires sone SPECIAL CHECKING. It is desirable to hoist airplane at inspection but it is not required. It should, however, be hoisted at least every 50 hours. (When hoisting tie weights to tail* See page 2 on Operation Instructions). Our recommended procedure is the following. AT EVERY 20 HOURS OF FLYING TIME SHOCK ABSORBERS Check oil level in shock absorbers with shock absorbers under normal load. Fill shocks all the way up. TAIL WHEEL SLIDE TUBE The slide and slide tube should be clean and free from oil or grease with slide operating freely. Lubricate with dry graphite only. LANDING GEAR SLIDE TUBE The slide and slide tube should be clean and free from oil or grease with slide operating freely. Lubricate with dry graphite only. TAIL WHEEL RETRACTING CABLES Inspect to see that cables pull the tail wheel slide back as far as it will go or otherwise the elide tube will become bent. FLAP (THIS APPLIES ONLY Remove cover plate under flap motor located in belly TO AIRPLANES HAVING SB- of fuselage about 30 Inches to right of ship center RIAL NUMBERS LOWER THAN line and about 15 inches ahead of lower wing trailing #240 EXCEPT #211 and #238) edge; also remove cover plates above flap control on upper surface of lower wings about 40 inches from root end. Check chain tension and fair leads that support chain at wing root ribs and center of fuselage. If chain wears through fairlead, allowing it to rub metal clamp, new fairleads should be installed. BATTERY Check water level. It should be even with the splash cover (1/4 inch above separators). Never fill completely full. AT EVERY 50 HOURS OF FLYING TIME Repeat 20 hour inspection and in addition Inspect the following! ENGINE MOUNT Check for clearance between engine mount tubes and stainless steel firewall. The firewall should clear the engine mount by at least 3/16 inch. If the stainless steel touches the engine mount it will eventually cut through the tube. Inspect the upper engine mount fittings for clearance between the upper engine mount and fuselage fittings. Engine roughness may be caused by intended clearance From RareAviation.com MODELS D17, EL7, F17 12 & being taken up by sound proofing and upholstery material. If this condition is found to exist, cut out the sound proofing and upholstery material. If this ma- terial is cut out, care should he taken to make sure the Joint is still relatively air tight. Examine engine mount bushings to see that they hear the proper relationship with the engine mount and have not slipped. LAUDING GEAR CHAINS These chains should be inspected at least every 50 hours for wear, rust and looseness. If it is necessary to tighten then, care should be taken not to make then too tight or this will cause difficult operation. The chain running from the motor to the hand crank is adjusted by mov- ing the motor up or down. The holes in the motor support are elongated. The chains located along the landing gear slides on each side of the ship are adjusted by means of the bolts connecting the chains to the landing slides. If it is nec- essary to adjust those chains, make sure the right and left hand slides are not thrown out of adjustment with respect to each other. Both slides must reach the top and bottom at the same tine. AT EVERY 100 HOURS OF FLYING TIME Repeat 50 hour check and in addition inspect the following: RIB STITCHING Inspect rib stitching especially the first three ribs in the upper wing. If any stitching needs replacing, use Army Specification 27/3/3/3 cotton cord. EXHAUST STACKS Inspect exhaust stacks under heater to be sure they show no signs of burning through. ENGINE MOUNT Inspect carefully to make sure that vibration has not caused any of the tubes to crack. LANDING GEAR Check wear on all landing gear universals, slide tubes, bushings, I bolt threads, and tail wheel slide. AFTER 500 HOURS, AND EVERY 200 HOURS THEREAFTER, INSPECT WING ROOT BOLTS FOR WEAR. MODELS m.7, 217, E17 13 CHAPTER IV MAINTENANCE ' PROPELLERS In E17 and. El 7 models, if propeller is removed, It should he replaced in same position. On D17 models the propeller position Is fixed. ENGINE - REMOVAL OP To remove engine, remove top and side cowl. It is unnecessary to remove metal fillets. It is not necessary to touch oil lines or oil tank. Remove the three 3/8 inch bolts which bolt the engine mount to the fuselage. The lower one may be reached through the hole in the bottom of the fuselage where the wheels retract. ENGINE BAEELES The engine in the BRSCHCRAET is cooled by what is known as "Pressure Cooling" and the aluminum pieces between the cylinders, and on top of the head are called "Pressure Baffles". The principle of this cool- ing system is to force all unnecessary air to go outside the cowl, and to use ef- ficiently all the air which does pass through the cowl. To accomplish this, the baffles should touch the cylinder fins at the point at which the air leaves the baffles. Thus, there may be clearance between the baffles and the fins where the air enters, but there should be very little or no clearance where the air leaves. If baffles are removed, they should be replaced in the positions from which they were removed end they should be checked carefully for fit as described above. DO NOT .ALTER THESE BAITLES, or the engine may be seriously damaged. jITEL STRAINER Approximately every fifty hours the bottom of the strainer should be removed and the screen cleaned. OIL STRAINER On EL 7 airplanes the strainer is mounted on the front firewall. Loosen fastener in the center of the bottom cowl to reach strainer. The oil drain is in the bottom of the strainer. Remove strainer and wash with gas. On D17R and D17A airplanes the oil strainer is clamped to the engine mount on the left side of the engine. To clean strainer, turn handle every 10 hours. Drain every 50 hours. On the DI78 airplanes the oil strainer is In the bottom of the crankcase rear section. To clean, remove strainer screen and wash in gasoline every time oil Is changed. On 3*17 airplanes the strainer is identical to that on the E17 models de- scribed above. El7 ONE PIECE COWL The outer engine cowl may be removed without removing the REMOVAL OP propeller. Uhanap the two fasteners on the side of the cowl, push fastener arms through holes in the cowl so they will not catch, and remove bolt in nose of cowl. Set propeller at about 30 to vortical, the lower blade being to the right of the center. Spread cowl about 2 inches and rotate it until the opening is behind the propeller blade. Wrap blade with rags to avoid scratching. Pull cowl forward, pulling on the part farthest .way from the center of the airplane. The bottom of the cowl may be pulled past the propeller with a counter clockwise rotating motion and the whole cowl lifted From RareAviation.com MODELS D17, E17, 317 14 over the tapper blade. To replace cowl reverse this procedure, "being sure that the U-shaped sockets on the cowl fit over the engine baffle ring, and that the joint is in the same location as when taken off. If cowl begins to fit loosely, tighten the turnbuckle on the lower snaps. E17 AND Fl? WO PIECE The outer engine cowl may be removed without removing the COWL - REIOVAL OF propeller. Unsnap two fasteners on each side of cowl, push fastener arms through holes in the cowl so they will not catch, and remove bolts in nose of cowl. Two halves of cowl can now be re- moved. To replace cowl reverse this procedure, being sure that the U-sheped brackets inside the cowl fit over the engine baffle ring and that the joints are in the same location as when taken off. Be sure to safety nuts in nose of cowl. If cowl begins to fit loosely, tighten the turnbuckles on the four fasteners. D17R ENGINE COWL - RH-I07AL The outer engine cowl on these ships rests on the OF. (AIRPLANES UP TO AND engine rocker boxes at the front and on a cowl sup- INCLUDING SERIAL D17R-148) port ring at the rear. To remove cowl unsnap two fasteners on each side of cowl, push fastener arms through holes in the cowl so they will not catch, and remove bolts in nose of cowl. Two halves of cowl can now be removed. To replace cowl reverse this procedure being sure that the U-shaped cowl brackets fit over the fittings bolted to rocker boxes and that the joints are in their original positions. Cowl should fit just snug as it will tighten itself as soon as engine expands after running a few seconds. D17A., D17R, AND D17S COM, The outer engine cowl rests on brackets bolted to front - R3HOVAL OF. (AIRPLANES side of rocker boxes and on a supporting ring at the AFTER SERIAL #148) rear. To remove unsnap two fasteners on each side of cowl, push fastener arms through holes in cowl so they will not catch, and remove bolts in nose. Two halves of cowl can now bo removed. To replace cowl reverse this procedure being sure that the U-shaped cowl brackets fit over the fittings bolted to rocker boxes and that the joints are in their original positions. Cowl should fit just snug as it will tighten itself as soon as engine expands after running a few seconds. RStOVAL OF WINGS The flap control must be disconnected in the following manner FROM FUSELAGE when wings are removed from the fuselage*. With flaps in "UP" position, remove inspection plate from under flap motor located about 28 inches to right of fuselage center line and 14 inches ahead of lower wing trailing edge. Remove fairing between lower wing root ends and fuselage. Disconnect flap shaft housing at both sides of motor and shove the housing and shafting outward toward the wing, so as to clear the motor. Withdraw the flexible shafting from both wings. NOTE: On ships having serial numbers other than 211, 238, 240 and greater, the flap control must be disconnected in the following manner when wings arc removed from fuselage: With flaps in "UP" position, remove inspection plate from under flap motor located about 26 inches to right of fuselage center line and 14 inches ahead of lower wing trailing edge. Remove fairing between lower wing roots and fuselage. A pin or piece of heavy wire should be put through flap chain against wing root rib end fastened securely in order to prevent flap control in wings from MODELS D17, E17, F17 15 moving while wings are off of fuselage. After fastening chain at wing root ribs, file off ends of chain pins in both upper and lower chains somewhere near motor. Remove pins and chain can bo taken apart. Mark ends of chain in some manner to be sure chain will be reassembled correctly. Pull chain out of fuselage, roll up and tie to root end of wings. Mien wings are reassembled on fuselage, leave pins through chain at wing root until chitin is put back together. For connecting two halves of chain together, use only pins secured from BEECH AIRCRAFT CCRPCRATION, Both ends of pins must be peened. The important thing to remember when reassembling the ship is to not move sprockets in the wings. Each chain runs through four fairleads in the fuselage, one at the outer edge of each wing walk and two near the center of the fuselage. Be sure chain is threaded through these fairleads when reassembling airplane. INSTALLING NW WIND- NOTE: The utmost care must be given while handling this SHIELD GLASS curved, laminated, windshield glass as any concentrated stress may cause cracking. A. REMOVAL OF WINDSHIELD EEDM AIRPLANE 1. Remove top motor cowl and two top bolts from side sheets. 2. If compass bracket is mounted on windshield, remove by unscrewing machine screws. 3. Out or peel off fabric strip along top of windshield. U. Remove machine screws and metal strips from upper and lower edges of windshield. 5. Remove machine screws and "T" strip from center of wind- shield. 6, Lift up CAREFULLY to remove glass. B. INSTALLATION OF NEW GLASS 1. Apply one layer of cellophane tape around edges of glass to act as a seal. 2. Spread a thin layer of rubber cement on sponge rubber side of glass setting-tape, and apply tape to plass. C. REASSEMBLY OF WINDSHIELD ON AIRPLANE 1. Carefully place glass in frame inserting edge of glass inside of side strips. 2. nT" center strip is then inserted between the glasses, pressing firmly but gently so as not to cause undue stress upon the glasses. J. Install metal strips along upper and lower edges of glass. U. Reinstall compass bracket, if mounted on center of .wind- shield frame, being sure to use the original brass machine screws and nuts. 5. Reinstall two bolts in side sheets. 6. Reinstall top motor cowl. 7. Sand paint on cowl at upper edge of windshield where fabric attached to windshield will lay. From RareAviation.com MODELS D17, El?, F17 16 8. Trim fabric strip so as to be symmetrical.' 3* DOPE strip in place using pinked tape to seal edge* 10. Spray, compound, and polish strip to desired finish. STORAGE BATTER! A large factor of the safety of pro sent day aircraft depends on the battery. The importance of adequate battery maintenance cannot be over emphasized. Each pilot should become familiar with the normal charging rate of his particular airplane and riaenever that charging rate is ab- normal, he should cut off the generator line switch until he gets on the ground and has the trouble eliminated. The charging rate ckrould not be over two and one-half amperes for more than a fifteen minute period, subtracting, of course, any outside draw on the line such as lights, radio, instruments, etc. However, the battery should be kept well charged at all times and the water supply kept above the plates but below the baffle above the plates. (See Eride battery Instructions), Battery is an Eride 61S-1Z-1. This battery has a capacity of Z8 ampere hours. With ignition using battery, a low battery will cause the engine to run rough. If the battery should go completely dead in the air, the engine will run on the generator at all speeds above that at which the generator will charge. If the generator goes dead, a fully charged battery will keep the engine running for above 5 hours, but it is not advisable to fly without the generator except to continue a flight in an emer- gency. On the Ely and D17A models the storage battery is located on the front side of the firewall in the engine accessory compartment. It is reached by loosening the right hand engine cowl just behind the N.A.C.A. cowl. On the D17R, D17S, and F17 models, the battery is located below the luggage compartment floor and 1b easily accessible throu^i the outside luggage door. The negative terminal is grounded. LANDING GEAR LANDING GEAR DISASSEMBLY If the landing gear is disassembled, be sure that the following bolts are inserted correctly: The bolt at the bottom of the diagonal landing gear brace tube has a special head, and must be installed with the head on the side toward the center line of the airplane. Bolts at the top of the rear leg and shock ab- sorber must be put in with the nut on the side toward the outside of the airplane. The bolts connecting the rear leg to the shock absorber are thin headed bolts and must always be inserted so that the head is toward the uh eel. CABLES DO NOT ALLOW CABLES TO BECOME LOOSE. Check the rigging of the tail uheel pull down cable once every ZO to 40 hours. The cable iiould be tight enough to pull the tail wheel slide all the way back, otherwise the slide tube may become bent. All cables are soaked in "Rust Veto" which will prevent them from corroding internally. In flying off wet fields, the cables may get wet often and get a light MODELS D17, E17, T17 17 coating of rust on the outside. This should be wiped off immediately and the cable covered with "Rust Veto grease to prevent the corrosion from eventually reaching the center of the cables. SHOCK ABSORBERS Keep shock absorbers filled to top of filler tube when the ship is in taxiing position. Use only BEECHCRAFT shock absorber oil. The shock absorber gland may need tightening occasionally. It should be listened with the ship hoisted up. It should be as tight as possible, without preventing the wheels from dropping under their own weight. If new packing is required use BEECH AIRCRAFT packing washers. After adding new washers and tightening packing gland down as tight as possible without pre- venting wheels from dropping, check distance from the end of the bronze budling in the top of the packing gland to the lower spring shoulder. This should be U-7/8 inches for D17, U3/32 inches for E17. On the tail shock absorber the distance from the top end of the packing nut should be J-3/U inches for E17 and U-J/16 inches for D17. F17 shock absorbers are identical to E17. DIAGONAL BRACE TUBE The tread of the landing gear should be approximately 86 inches. The tread is adjusted by the adjustment on the end of the diagonal leg. This adjustment should never be changed. If the struts are taken off they should be tagged and the thread position on the adjustable end noted. If for any reason it is necessary to re-rig the landing gear, set the tread so it is 86 inches, and so the diagonal from the top of one shock absorber to the center of the axle of the other shock absorber is the same on both sides. Retract the landing gear, and adjust the diagonal struts so that fairing is flush with the cowling. This may change the tread slightly, but it should be very little. UHEEL POSITION The shock absorber and wheels are guided hy an extending tube. Do not change adjustment of extending tube beside shock absorber unless ship is hoisted up so landing gear may be retracted. The extending tube should have a minimum of 6-3/U inches of the inner tube showing when ship is suspended with wheels down. The shock absorber should be held in the completely extended position when the landing gear is retracted. The 1/16 inch cable on all ships used to close the fairing doors should be adjusted so that the doors shut completely with the gear up, DIFFICULT OPERATION In case your landing gear becomes hard to operate, do not loosen chains to make it operate easily - check the following points: Oil universals. Clean slide tube - See lubrication instructions Be sure tail wheel retracts fully as the shock cord which pulls the tail wheel up assists greatly in getting the landing gear up. Check tail wheel retract cable and pulleys. From RareAviation.com MODELS DI?, E17, T17 IS REFRACTING MECHANISM Before attempting to adjust the landing gear mechanism HOIST AIRPLANE with lugs on cabin top. TIE WEIGHTS (JOO lbs.) to rear tail struts next to fuselage so that the tail will not go too high. Tail must be off ground so that till wheel may retract with the rest. fc ADJUSTMENT OF REVERSING SWITCH WITH LATCH Landing gear reversing switch is a double pole double throw toggle switch located at right side of ship Just ahead of the instrument panel. It is operated by the same mechanism that operates the landing gear latch and should be adjusted so it will "snap" or "reverse" just after the toggle mechanism reverses the latch. By moving the landing gear position control very slowly from one position to the other, two distinct snaps can be heard. One, the toggle mechanism which moves the latch and the other, the reversing switch. LATCH . The latch which holds landing gear in either up or down position is located, on right side of airplane and may be inspected by removing the side sheet just X below the adjustable side window. LIMIT SWITCH Upper limit switch should be adjusted to turn "OFF" when the slide is about 1/32 inche from the top. The lower limit switch should turn off when slide is 1/16 inch from-bottom. It is recommended that the landing gear be operated with the motor disconnected and a tost lamp connected across each limit switch so that as the circuit is broken the lamp will go out. ADJUSTMENT OF CHAINS - MOTOR SHALL TO HAND CRANK SHAFT This chain should be kept reasonably tight but not stretched. Holes in motor support are elongated and adjustment can be made by moving landing gear retracting motor up or down. THROTTLE STOP The carburetor arm should be adjusted so that it hits the throttle stop Men engine is running between 1150 and 1200 R.P.M. When the landing gear is down the throttle stop should clear the throttle arm approximately 1/16 inch to 1/8 inch. A check is to have the airplane hoisted so that the landing gear will roll up, and then with gear up and throttle stop engaged roll landing gear down and at the same time try to close throttle. Throttle should not close until landing gear is with- tn 1/2 inch of "DOWN8 position. MODELS D17, E17, E17 19 WING FLA? OPERATING The power for lowering and retracting the flaps is furnished MECHANISM "by a direct drive electric motor* attached to the right rear side of the rear landing gear carry through truss. It may be reached by removing a fuselage belly inspection plate located approximately 28 inches to the right of the fuselage center line and 14 inches ahead of the lower wing trailing edge. The retracting power is transmitted through flexible shafting to an actuating screw in each wing. Position limit switches are located on the actuating screw in the right wing approximately 40 inches from the root of the wing and behind the rear spar. The stop nuts should be adjusted on the switch shaft so that the motor will shut off at the correct time and thus allow the operating mechanism to coast and stop the flap just short of the extreme "UP or "DOW position. Be sure to remove shaft before removing lower wings from ship. *N0T2; On ships having serial numbers other than 211, 2)8, 240 and larger, the flap retraction power is supplied through a geared electric motor attached to the right side of the rear landing gear carry through truss and can be reached by removing the fuselage belly inspection plate located about 28 inches to the right of the fuselage center line and 14 inches ahead of the lower wing trailing edge. The retracting power is transmitted through chain to an actuating screw in each ' wing. The chain should be tiAt enouAi to support its own weight without more than 1/4 inch sag between fairleads located at wing root rib and screw assembly in wing. Chain tension is adjusted by means of an adjustable idler pulley located Just out- side the flap motor. Adjustment is accomplished by loosening two machine screws on one side of idler shaft and tightening two screws on opposite side. Be sure all screws are turned the same number of turns; otherwise the idler sprocket will not be kept in line with the chain. Limit switches which automatically shut off flap motor at "UP and "DOM" positions are located just ahead of motor and are actuated by a traveling nut on the motor shaft. Theee switches should be adjusted in their mounting clamps so the traveling nut will turn them off at the proper time to allow the mechanism to coast and stop at the extreme "UP" or "DOM" position. Do not run motor with chain off of motor sprocket as it will coast far enough after limit switch shuts off the current to jam traveling nut against stop nut at end of shaft. In cases where all of the adjustment has been used up and the flap chain is still loose, it will be necessary to remove links from the chain. To accomplish this, file off the pinned over ends of the chain pins, remove the necessary link and rejoin with a new pin which will be furnished by this company. During Inspection of the flap operating mechanism, particular attention should be given to the chain fairleads at the center of the ship. If excessive wear is in evidence the fairleads should be replaced. The chain used in the flap control is a special heat treated chain. If it is ever necessary to replace this, the replacement should *be obtained from this com- pany. From RareAviation.com MODELS DI7, 117, Fl7 20 TAIL WHEEL MECHANISM - The tail wheel is retracted by a length of shock cord ADTUSTMENT OK attached to the top of the shock absorber. It is pulled down by a cable connecting with the main landing gear. This cable should be adjusted so that when the main landing gear is down the tail wheel slide is as far back as it will go and all slack is taken out of the cable. BRAKES See wheel manufacturers instructions in back of Maintenance Manual. RIGGING Level the airplane so that the stagger, measured from a plumb bob near the fuselage, is 25-19/32 inches. The dihedral should be set to 1-3/U inches, measured from the cabin top near the root rib to a fine wire stretched taut from tip to tip over the upper wing, at the point of maximum span. With the flying wires loose tighten landing wires until 2-3/16 inches of dihedral is reached. Pull down to 1-3/U inches by tightening flying wires. The incidence of the lower wing is fixed and can be changed only at the strut by varying the tightness of the wires. The incidence of the upper wings may be changed at the strut by moving the nuts on the strut adjustment bolt. CONTROL SURFACE TRAVELS Travel of control surfaces is as follows* Aileron - 33^| up - 25^| down (all models) Elevator - 30^| up - 28^ down (for D17R - D17S) Elevator - 36"^ up - 26^ down (for D17A) Elevator - 38o+^ up - 25+^ down (for E17 - F17) d d Elevator tab - lU-1/20^ up _ 14-1/2^ down (for D17) Elevator tab - 21o+^ up - 25-0 down (for E17 - F17) Rudder - 28o+^ each way (all models) Flap - U3o+g down (all models) Rudder tab - 20^^ each way (D17) EEAT TREATED PARTS The following parts are heat treated and MUST NOT BE REPAIRED OUTSIDE TEE FACTORY, or in any case not without definite ad- vice from the factory as to method: Both fuselage cross trusses below longerons, including fittings. Rear leg and yoke on landing gear. Tail wheel fork. 1 struts. MODELS D17, 117, T17 21 CHAPTER V LUBRICATION NOTE! Lubricate only parts listed. Do not attempt to add to this list, other wise parte so affected may develop excessive wear (grease collecting dirt). Unless noted, all parts are to receive lubrication every 20 hours. ENGINE Always die de oil before each flight. See Engine Instruction Manual for lubrication. PROPELLER See Propeller Instruction book if controllable. Always apply a coat of castor oil to shaft before installing any type of propeller. GENERATOR See Generator Instruction book. ALL AIRPLANE PARTS LISTED BELOW WILL BE LUBRICATED WITH ENGINE OIL UNLESS OTHERWISE NOTED. CONTROLS Brake push pull control Hinges - on rudder, elevator, and tab (control link to tab) Landing gear latch control shaft - behind instrument panel Throttle arm - yoke at carburetor \ LANDING GEAR Wheel bearings - lubricate every 100 hours with rocker arm grease Oil cups - at bottom of shock absorbers at lower ord. of landing gear diagonal leg above swivel Slide tubes - clean every JO hours with gasoline and lubricate by rubbing on flake or powdered graphite (Do not use grease or oil) Universals - at top of shock absorber at top of rear leg at bottom of diagonal leg TAIL WHEEL Tail wheel bearings - lubricate every 100 hours with rocker arm grease Lock - engine oil Retracting slide tube - clean with gasoline and lubricate by rubbing with flake or powdered graphite. Shock absorber - upper end, oil Swivel - rocker arm grease Swivel bearing tube - at fuselage, oil FLAP MECHANISM The gears in the actuating screw are lubricated with SAE #10 motor oil. The flexible shafting is lubricated with graphite grease. No other lubrication than that supplied at the factory should be required for operating mechanism unless it becomes noisy. In that case remove the flexible shaft by disconnecting the housing on each end of the motor and pull out the flex- ible shaft. Replace shaft with as much grease on it as possible. NOTE: On ships having serial numbers other than 211, 2Z8, 2U0 and larger, >very JO to JO hours, clean and oil idler sprocket bearings, and screw and nut which operates limit switches. Clean chain but do not oil it. From RareAviation.com . MODELS DI7, E17, F17 > - RIGHT HAND RUDDER PEDALS The right hand set of ructder pedals may be removed by removing bolts in the stubs and pulling straight up on them. SWING OVER CONTROL COLUMN The control column is swung over by pulling out on the button in the center of the column. LANDING LIGHTS Do not use landing lights more than absolutely necessary as they use 20 Amperes each, and will drain the battery very rapidly. Use only one light at a time where possible. EXHAUST GAS IN CABIN The cause of this trouble has always been traceable to landing gear doors that are out of adjustment. At the first sign of exhaust gas in the cabin, the ship should be hoisted and the fit of these doors carefully checked and read- justed to fit tightly, if necessary. 12 LUODuoi^eiAX/sJey luojj H WIRING DIAGRAM EI7 AND FI7SELECTOR LKHT * RW-I3TT 8AS klkt<* .fugtgiH < Lq | 1 a > 5 ItCtfCS uUFT p*g~ |oo QHP) lo y/Arr ^gsjsroR, J<1'1'1- Flfl RES kwriOH S* fV3 F LLV wrfWiHfr U&Jtf Gftee* wuexrtt tutfr LaHpjhg Gear. H SWITCH C*TNO.8364KZ - *< Cf Bt C- So LgHoiQ Sw PATTtRy --- GFNCtAToa CONTKoU BoK H0TO5U rftrrcu optwy sRecH UP K Xeuvox FuRps ,. LvWS BLAck Hrul FJfi-o W E>*9* kVv - . | L T,l < j-Z <- . >) counter- clockwise. With the clevis attached to the linkage provided by the air- plane manufacturer, the piston rod length should be so adjusted as to permit a slight amount of play when the piston rod is shaken. When this condition exists, the piston (6) must, due to the tension of spring (9), be in full-off position and back against piston return stop (7), This insures clearance for the compensating port (21) and con- sequent proper functioning of the master cylinder. No change or adjustment of the piston rod length should ever be required if the brakes function properly when the ship isdolivered by the manufacturer. ~ *$$**** From RareAviation.com (b) The adjustment for Standard 7*50-10 brake with 3 or 4 Bronze discs calls for .030 clearance between discs. This means for entire unit not for each disc. This can be measured <* with a feeler gauge.- The adjustment for the H. D, 7.50-10 Brake with 6 Bronze discs calls for .040 clearance between discs. (c) If the pedal will gradually go clear on under pressure, there is a fluid leak in the system. Check out the leak. If rub- ber piston seal is worn or shrunk, replace with new synthetic seal ,tP59. If old type coil tension and compression springs are installed in the seal, replace with latest leaf type ex- pander spring. (Attached photograph of 7.50-10 Brake Compo- nent Farts shows old style coil tension and compression springs which are no longer available.) (d) A springy, rubbery action of the pedal indicates air in the system. An excessive amount of air in the system will permit the pedal to go full on under normal pressure. In either case the system should be bled, (e) If the master cylinder piston rod was assembled and installed so that it was shorter than proper, excessive pedal travel would result. Refer to information under "Master Cylinder Ad- justment" for proper setting. (f) This could not occur if the brakes functioned properly when the airplane was delivered. It could only occur due to tear I ing down of the linkage, as during over-haul, and not reassem- bling .properly. Correct to original condition. (g) Air will enter the system if the supply tank runs dry. Supply tank should be checked at regular intervals and be kept at least one-half full. (h) If vent in supply tank becomes stopped, there is a possibility of creating a vacuum in the supply tank so that fluid would not feed into the system by gravity. As a result, the lack of fluid in the system might permit excessive or full pedal travel-without resultant brake operation. If supply tank vent cap has rubber gasket inside, this rubber may swell from the action of mineral oil, thus plugging the jent hole. To correct this condition, remove rubber gasket from vent cap, as it serves no particular purpose. Check the vent in the supply tank and see that it permits pas- sage of air. . (i) If too much air pressure is used when bleeding the system or the system is bled several times in a short period of time, the fluid may become full of small air bubbles. Either wait until air accumulates in large bubbles so it can be eliminated , by bleeding, ox- drain and refill system with new fluid, -9r- II. DRAGGING BRAKES Probable Cause (a) Improper adjustment or clearance between discs (b) Improper adjustment of length of master cylinder piston rod. (c) Dirt in system (d) Binding of brake piston or dust shield (e) Use of improper fluid (f) Weak or broken brake piston return springs (g) Weak or broken master cylinder piston return spring (h) Dished or warped bronze or steel discs (i) Mechanical pedal linkage frozen (j) Parking brake Remedy (a) If discs are adjusted to provide more clearance than rec- ommended, excess pedal travel will result. If discs are adjusted to provide less clearance than rec- ommended, expansion due to heat resulting from operation may cause dragging or even locked brakes. See Remedy (a) under Ho, I for proper adjustment. (b) If master cylinder piston rod is adjusted so as to be , longer than proper, the compensating port would be covered and the system could not compensate. This might cause dragging brakes. Dragging brakes from this cause may develop sufficient heat to expand the fluid to a point where"khe brakes would lock even though the brake pedal is in the full-off position. ' . If allowed to cool, the brake will function again but the cause should be determined and corrected or the same con- dition would develop again. If brake locks out on the field, open the bleeder plug at the wheel. This will release the pressure and the ship can be taxied from the field. However, cause should be determined and corrected before operating further as otherwise the same condition would occur again. -10* From RareAviation.com See "Master Cylinder Adjustment" for proper setting or adjustment, (c) Dragging dr locked brakes may be due to dirt in the sys- tem, particularly in the supply tank. Such dirt might clog the compensating port in the master cylinder and dragging or locked brakes, as described in No, II (b), would result. Dirt in the system may also get under the rubber seals in the master cylinder or under the brake piston seal and cause leaks, as described in No. I (c). If dirt is found in the system, remove both master cyl- inders and dismantle the brake assemblies. Then flush supply tank and lines thoroughly with Mineral Oil fluid. Fluid used for flushing should be thrown away at once or strained carefully to remove any foreign particles. Dismantle the master cylinders and clean the rubber seals in alcohol and clean all metal parts. Then reas- semble and install as before. Clean brake piston seal in denatured alcohol and clean the brake cylinder and piston. Then reassemble as before. Fill supply tank and system with new, clean Univis #40, Stanavo #9 or Moliloil SS Mineral Oil fluid and bleed. (d) Dust and dirt mixing with brake fluid at the brake pis- ton may become gummy and may cause sticking of the brake piston or even cause air leaks. Parts should be removed and. thoroughly cleaned in alcohol. Then reinstall as before. (e) Improper fluid may not operate properly under severe heat or cold conditions. Improper fluid may destroy rubber seals.in master;cylinders or at brake piston or cause swelling of rubber seals with resultant closing of of the compensating port. In such case, replace with new seals, flush system thoroughly with alcohol, and fill and rebleed with Mineral Oil fluid. Synthetic seals are required with this fluid. Synthetic seals have marking 17027 or P59 on, inside. Rubber seals hav- ing any other marking should be replaced, (f) If brake piston return springs are broken or weak, the brake piston would not return to full-off position or would move slower than proper. Consequently the re- turning fluid would move sluggishly and the usual feel of the brake would be lacking. This might also cause dragging or locked brakes. Replace with new springs. (g) If master cylinder return spring weak or broken, the master cylinder piston will not move back against piston stop and the compensating port would not be cleared. Results would be as described in No. II (b). Remove and replace with new springs, (h) Dished or warped discs seldom occur. However, if'discs are discovered to be in this condition, remove them and place them on a flat plate and tap until they return to flat condition,' Then reinstall. If impossible to correct or if discs have become too badly worn from operating in this condition, they should be replaced with new discs, Dished or warped discs would change the clearance or ad- justment, and dragging brakes might result. (i) If mechanical linkage is frozen up, it might be impossible for the master cylinder to operate properly even though the brake pedal is in full-off position, ' Check out and free up the point of trouble. (j) Parking devices improperly installed or adjusted may cause dragging brakes due to the fact that master cylinder pis- ton is not permitted to return against piston stop even though foot pedal is in full-off position." Check out this possibility. Results would be as described in No. II (b). The parking device should be adjusted or interference cleared so that master cylinder can operate as described under Master Cylinder Adjustment1. -12- From RareAviation.com III. VOLATILIZATION OF BRAKE FLUID A number of operators of airplanes equipped with Goodyear hydraulic disc brakes have reported partial loss of brakes after making a number of consecutive landings-at frequent intervals or after taxiing a long distance in a strong cross wind.- This temporary loss of brakes may be usually attributed to vola- tilization of the brake fluid. The most satisfactory hydraulic fluids available until recently permitted vaporizing at too low a temperature to permit satisfac- tory brake operation under adverse conditions. New developments, progress and requirements have lead to research and development of other fluids with the idea of providing better features and additional efficiency. Original recommendations for brake fluid to be used in connection with hydraulic brakes were Lockheed # or Lockheed #21, but these recommendations have recently been changed to Uhivis #40 mineral oil which has a vaporizing point about three times as high as the Lockheed fluids. In the use of Goodyear hydraulic disc brakes it is our desire wherever possible that mineral oil (Univis #40) be used in the hydraulic brake system. It must be kept in mind, however, that synthetic seals in the brakes and master cylinders are required when Univis #40 brake fluid is used in the hydraulic system. Whenever a change-over is made from Lockheed fluid to the Univis #40 mineral oil it is imperative that such synthetic seals be procured from The Goodyear Tire L Rubber Company, Inc at Akron, Ohio. Synthetic seals can very easily be identified by the markings 17027 of P$3 on the inside of the seals. (Regular rubber com- pounded seals have the markings 4821 or no marking at all.) In the case of the small master cylinder seal ring where it is impossible to place any marking, the synthetic seal ring can be identified by two small upraised dots on the inside periphery. We have found that it is practically impossible to volatilize the Univis #40 brake fluid under the most severe brake service and any trouble which has been experienced along these lines can definitely be corrected by changing over to the Univis #40 mineral oil* IV. LEAKING BRAKES A survey of the hydraulic brake problems and troubles listed during the last five years indicates that a large percentage of the diffi- culty was caused from leakage of the brake fluid past the riston seal in the brake. Up to September 1, 1938 the method of preventing leakage past the brake piston seal was a coil tension and compression spring assem- bled under the lips of the rubber seal. While this system proved fairly satisfactory, it involved a certain amount of difficulty in properly installing these springs and getting the seal so equipped properly mounted in the piston cavity. There were some cases where leakage was encountered even though the springs were properly assembled. Goodyear now haw. available a new type expander spring which is very easy to apply to the piston seal and which we believe will defi- nitely correct the leakage problems sometimes encountered with the previous type springs. All 7.50-10 hydraulic brakes furnished by Goodyear since September 1, 1938 have been equipped with these new expander springs and such springs will be furnished in the future on all orders for replace- ment of the old type coil tension.and compression springs. In installing the new type expander springs there are several points which must be particularly watched to insure proper function- ing in the piston seal. This new expander spring has narrow slits on one side and wider slots on the other. The spring should be in- stalled lips up in the seal and with the wide slots toward the in- side and the narrow slits toward the outside making certain that each segment seats under the lips of the rubber piston seal. The mounting of the expander spring can be facilitated if the seal is lubricated with -some brake fluid thereby permitting the spring to adjust itself easily* Then thoroughly clean the brake fluid cavity, cover with brake fluid and insert the seal and spring assembly lips inward, being careful to feed the seal into the cavity progressively so as not to cut the lips or force the spring from under the lips. The outer lip of the seal should first, be worked into the outer piston cavity wall to a depth of about 1/4" or until the inner lip meets the offset ledge of the inner piston cavity wall. Then a blunt screw driver or similar tool may be inserted between the rubber seal and the offset ledge of the anchor bracket and the inner lip of the seal forged into the inner cavity wall by follow- ing the tool around the circle with the index finger on top of the seal. Particular care should be taken to work the seal in slowly and not -14- From RareAviation.com to cock it excessively, which might cause the expander spring to jump out of place from beneath the lips of the seal, resulting in leakage. If properly assembled and installed, this new expander spring should definitely eliminate any leaks in the brake assembly. Such springs are carried in Goodyear stock as 7.50-10 Seal Expander Springs Stock No. 95-010". V. MINOR BRA11E PROBLEMS A few isolated cases have been reported of lack of proper brake torque on these 7.50-10 hydraulic brakes before the airplane, has received much service or after new replacement bronze discs are in- stalled. This lack of brake torque has been attributed to a graphite residue which in some cases is left on the laminated tronze rotating discs and which reduces the coefficient of friction until the discs have been worn sufficiently to cause the elimination of this graphite residue. We have found that it is advantageous to sand blast or to clean with sand paper all of the bronze discs in any brakes which have not been given full brake torque. All bronze discs in Goodyear stock are now sand blasted and this prob- lem will soon correct itself. A few isolated cases have also been reported of insufficient return spring pressure and this condition can be eliminated by installing a set of our latest double leaf type return springs. 7.50-10 hydraulic brakes manufactured before January 1, 1937 were equipped with single leaf type return springs which do not exert proper pressure after they have been in service for some time. The latest type piston return springs are somewhat wider than previ- ous type and it is necessary to file the spring slots in the anchor bracket to permit installation of them. VI. GENERAL INFORMATION 7.50-10 hydraulic brakes were originally designed to accommodate only four bronze and five steel discs in the brake stack, but new style brakes can now be furnished from Goodyear stock equipped with 3, A, 5 or 6 Bronze discs and A, 5, 6 or 7 steel discs. 7.50-10 brakes with 3 bronze and A steel discs may be used on all -15-