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: Beechcraft Model G17S Maintenance Manual Link: https://rareaviation.com/product/beechcraft-model-g17s-maintenance-manual --- RAW UNFORMATTED TEXT BELOW --- MODEL G1 78 MAINTENANCE MANUAL Published by The Engineering Service Division Beech Aircraft Corporation Wichita 1, Kansas September 1946 FOREWORD The purpose of this manual is to acquaint the owners and mechanics working on Model G17S airplanes with information necessary for maintaining the airplane in good working order. It is not intended to give de- tail information concerning all necessary mainten- ance on the aircraft but only that which is pertinent to the operation and care of the Model G178. From RareAviation.com RECORD OF REVISIONS Revision No, Date Page Numbers < ' TABLE OF CONTENTS Section / I GENERAL SPECIFICATIONS Introduction .......__ Three View Dimensional Weights, Performance...........................................__ j Surface Settings and Areas _________.....'.............................. 3 Page 1-5 1 Movable Control Surface Travels _________...................................__ 4 Equipment Specifications ...................................... 4.5 Tank Capacities..................................................................................... 5 II HANDLING AND SERVICING 7wl4 , Towing, Lifting, Jacking ....................................... 7 Hoisting, Leveling . __...............................................__ g Wing Access Doors . ;.............................................._________________ q Fuselage Access Doors__________________________ 10 Filling Fuel Tanks, Draining Fuel Tanks, Filling Oil Tank, Draining Oil Tank, Filling Brake Fluid Reservoir, Filling Shock Absorber Struts __..................................^11 Lubrication __..............................__........................... Lubrication Chart ..............................................._ III MAINTENANCE AND ADJUSTMENTS 15-39 Power Plant ..................................................._ Valve Clearance Adjustments __.................................15 Magneto Breaker Point Adjustments ........................16 Magneto Timing and Synchronization ........................17 Carburetor Idling Adjustment _____________________ 17 Fuel Pressure Adjustment.............................__ ________..... 18 Oil Pressure Adjustment __..................................__ . 19 Governor Adjustments .....................................19 Engine Controls ..................__ . , . ______________ 20 Landing Gear __....................................................20 Main Gear Retraction Mechanism..............................20 Tail Wheel Operation .....................................21 Rigging Landing Gear Retract Chains ............................... . 21 Rigging Main Landing Gear and Adjusting Limit Switches..........21 Rigging Main Landing Gear Fairing __...................................22 Rigging Tail Wheel and Tail Wheel Doors __.................... 23 Shock Absorber Assemblies __............................................ 24 Wheels_______.........................................................____________24 Main Wheels...................................................;................24 Wheel and Tire Installation..............'.................................24 Tire Mounting and Dismounting _________ . __.......................__ . 25 Brake System _________ _________....................................25 Brake Assembly . . ______________........................................26 Adjustment . ____________.............................................___________26 Assembly and Disassembly________________________ 26 From RareAviation.com Master Cylinders.............................................. 27 Replacement of Master Cylinder Seals .........................28 Master Cylinder Linkage Adjustment ...........................28 Brake Bleeding Procedure ................................ 28 Rigging the Throttle Stop...................................... 3q Flight Control System ......................................... 31 Aileron Rigging .... *....................................... 31 Elevator and Elevator Tab Control ............................32 Elevator Rigging ........................................... 32 Elevator Tab Rigging........................................ 33 Rudder Rigging.............................................. 34 Rudder Tab Rigging.......................................... 34 Flap Rigging . . . ...................................... 35 Wing Hanging .................................................. 37 Rigging Wings....................... . . . .................38 TV ELECTRICAL 41.55 Power System ................................................... 41 Switches .................................................... 4i Circuit Protection .....................;......................., 41 Continuity Testing ...................................... 41 Fuel Level Indicator Circuit .................................. 43 Adjustments............................................ .* 43 Flare Circuit ............................................. 43 Flap Circuit ................................................ 45 Ignition Circuit ................................ . . . . ....... 45 Pitot Heat Circuit....................... ............... . 46 Carburetor and Outside Air Temperature Circuit ..................46 Cylinder Head Temperature Circuit . ... .............. . 47 Cabin Lighting Circuit ..................................... 48 Fuel-Air Ratio .................................. ... ........ , 49 Generator, Battery, and Starter Circuit........................ 51 Landing Gear Circuit ........................................ 52 Tab and Fuel Pressure Warning Circuit. ..........................53 Adjustments ................................................ . . 54 Landing and Position Light Circuit ............................ 54 Adjustments .............................................. 54 V INSPECTION GUIDE 57-61 Pre-Flight................................................... 57 Engine Run Up .............................................. 58 100 Hour Inspection ......................................... 58 Power Plant....................................... ........... 58 Cabin .................................................... 59 Engine Controls . . . . ................ . . . . . , . . ..... 59 Flight Controls ......................................... 59 Fuel System ................................................ 60 Oil Tank ................................................... 60 Under Carriage............................................. .60 Fuselage ................................................... 61 ii Tail Wheel....................................................61 Wings ....................................................... 61 Ailerons and Flaps.......................................... 61 Horizontal and Vertical Fins ............................ 61 Elevator and Rudder....................................... 61 Miscellaneous .............................................. 61 APPENDIX 63-64 Heat Treated Members* ...................................._______63-64 From RareAviation.com iii * SECTION I INTRODUC TION - The Beechcraft Model G17S is a five-place, single engine cabin biplane with retractable landing gear. The seating arrangement is similar to a coach-type automobile. There are two adjustable front seats (pilot and co-pilot or passenger) and one rear seat with ample seating capacity for three passengers. In back of the rear seat is the baggage compartment, which is accessible either,from the inside or through a lockable door from without. Entrance to the cabin is made through the cabin door opening on the left side of the airplane just ahead of the rear seat. All instruments, except the compass, are mounted in a panel which spans the cabin from sidewall to sidewall. The compass is supported in a mounting in the center of the windshield above the instrument panel. A throwover type column is provided for control of the elevator and ailerons. All other controls, with the exception of the auxiliary landing gear control (a crunk on the left sidewall), rudder tab control (over pilots head), and elevator tab control (on control column), are located in the center portion of the instrument panel. This high speed biplane is ideal for personal, charter, or executive work and offers the owner, speed, range, and utility. The airplane is distinctive for its forward jutting lower wing culled negative stagger, which gives it a remarkable low stall- ing point. Thia wing feature together with a low wing loading permits control at very low speeds. The dimensions and general specifications of the airplane are given in the follow- ing table: TABLE OF SPECIFICATIONS Type_____________ __..................................___________ Construction - Fuselage _____________ __........................... Wing......................................__ Skin ___________....... .............................. 5 place biplane Steel Tubing . . . , . Wood . . . Fabric 1 From RareAviation.com Gross Weight........................................................... 4250 lbs. mpty Weight........................................................... 2800 lbs. Useful Load............................................................. 1450 lbs. High Speed................................................... 212 MPH at 5500 ft. Landing Speed............ . . . ........................................ 64 MPH Range - 124 gal. system, 65% power, 5000 ft............................. 1000 mi. 170 gal. system, 65% power, 5000 ft. . ....................... 1375 mi. Take-off Distance over 50 ft. obstacle (zero wind) .....................1130 ft. Landing Distance over 50 ft. obstacle (zero wind) ...................... 980 ft. Service Ceiling....................................................... 20,000 ft. Rate of Climb ..................................................... 1,250 ft./min. Instruments - Standard engine and airplane instruments plus complete blind flight group. DIMENSIONS Overall Span ................................. ..........................32 ft. Overall Length.............................................. 26 ft. 9 1/4 in. Overall Height..................(Three Point Position)............ 8 ft. WINGS Airfoil Section of Root (upper and lower) ......................NACA 23012 Airfoil Section at Tip (upper and lower) ...................... NACA 23012 Chord at Root (upper and lower).................. *..................5 ft. Dihedral (upper)............................. . ............... . . . . 0 Dihedral (lower)...................................................... 1 Sweepback (upper and lower)............................................ 0 Wing Area (including ailerons and flaps)................ . . . 296.4 sq. ft. Ailerons..................................................... . 22.96 sq.ft. Flaps ........................................................ 23.47 sq. ft. Stagger at Lower Wing Root (center line level) ...................23.5 in. Gap at Lower Wing Root........... - . ............................59.5 in. Aspect Ratio . ....................................................3.45 in. Decalage.............................................................. 0 Mean Aerodynamic Chord Length................................ 57.16 in. EMPENNAGE Tail Surface Overall Span.........................................11 ft., 6 in. Tail Surface Maximum Chord................................ . ; . 4 ft., 10|in. Horizontal Stabilizer-Normal setting to center line fuselage .... 1 10 Neg. Horizontal Stabilizer Area..................................... 24.477 sq. ft. Vertical Stabilizer-Offset . . . . ................................. 0 43* Vertical Stabilizer Area..................................... 7.9g Sq, ft. Elevator Area (including tab)................................. 16.56 sq. ft. Rudder Area (including tab) ..................................... 8.71 sq. ft. Tab - Rudder . . ...................................... ........ .18 sq. ft.' Tab - Elevator................................................ 1.276 sq. ft. MOVABLE CONTROL SURFACE TRAVELS Aileron - Up ..................................................... 330 4. 3 Aileron - Down.................................................... 25 4? 20 Flap - Down . ................................................. 43 4? 20 Elevator - Up................................................... . 30 + 3 Elevator - Down................................................... 28 + 2 Rudder - Right . ................................................... 28 T 2 Rudder - Left...................................................... 28 + 2 Elevator Trim Tab - Up........................................... 14| ~ 2 Elevator Trim Tab - Down:.......................................... 14} ~ 2 Rudder Trim Tab - Right . . ...................................... 20 + 2 Rudder Trim Tab - Left.............................................. 20 "+ 2 MAIN LANDING GEAR Type . . ....................... . . ......... Electrically Retractable Thread (measured from tire centers)............................7 ft. 2 in. Shock Strut - Type................................ Combination Offspring Manufacturer............................................. Beech Aircraft Fluid Required................................ AAF 3580 or AN-VV-<5-366b Wheel........................................................... 7:50 X 10 Tire Pressure ................................................... 30 lbs. Rolling Radius of Tire......................................... 10 1/4 in. TAIL WHEEL ASSEMBLY Type............ . Shock Strut - Type . Manufacturer .... Fluid Required .... Wheel........... . Tire Pressure . . . . Rolling Radius of Tire . . Electrically Retractable . . . Combination Oil Spring ................Beech...Aircraft AAF 3580 or AN-W-O-3HLb ................................................ . . . 10:00 .45 lbs. .........................44 in. ENGINE Designation . ............................................. (P&W) RY85 Wasp Jr. Gear Ratio .................................................. None, direct drive PROPELLER Manufacturer . . . . .................................. Hamilton Standard Type . . . ..................................... Two Blade, Constant Speed Blade No. .................................................... 6531A-15 Pitch Setting-Constant Speed.......................................... Low 14 High 29 Ra reAvi ati on. co m TANK CAPACITIES Fuel Standard Installation Long Range Installation Oil Standard Installation Long Range Installation 124 US gals. 170 US gals. BRAKES Type Manufacturer Fluid Used 6.5 US gals. 8.0 US gals. Single Disc. No. 95-2902 Goodyear AAF 3580 or AN-VV-O-366b Stations Diagram 5 0 SECTION II During ground handling operations it is quite easy to damage the airplane and its equipment unless proper precautions are taken, The following procedures-are re- commended to avoid such mal-practice. '* TOWING-Proper towing of the airplane is accomplished through use of a towing bar attached to the lugs located on the inboard side of each main landing gear fork. Un- lock the tail wheel before towing. LIFTING-The tail of the airplane may be lifted by inserting a steel bar (maximum diameter, 7/8") through the LIFT holes located just forward and below the hori- zontal stabilizer. Do not attempt to raise the tail of the airplane by lifting on the Fig. 2 Towing Lug horizontal stabilizer as this may result in serious damage to the covering, ribs, and stringers. JACKING-The airplane should be jacKed up only for minor repair and when the length of time necessary to make the re- pair is of a short duration. None of the From RareAviation.com major or component parts should be removed while the airplane is resting on jacks. yTie jack pads are located on the landing gear rear leg. The tail of the fuselage Should be tied down. When tieing the tail down a 7/8 inch bar should be inserted in lift brackets and anchored to either the floor or cables attached to each end of the bar. HOISTING-Lugs for hoisting the airplane are located on top of the cabin. A hoi st- ing sling is furnished with each airplane. Do not use a hoisting sling unless it has a spreader bar near the lifting lugs on the airplane. * If a spreader bar is not used the lugs will be bent, and serious damage may result. The tail must also be tied down as described in the above paragraph for jacking. As an extra pre- caution, padded wooden horses or weights (about 300 lbs.) by ropes or Fig. 4 Jack Point of similar nature, should be placed the lower wings at the strut points some* thing under when hoisting. Fig. 6 Leveling Fig. 5 Hoisting LEVELING-Later al leveling pins are lo- cated just aft of the baggage compartment. Access may be had by opening the canvas curtain. Longitudinal leveling points are in the sides of the baggage compartment door frames. The airplane may be leveled by adjusting the supporting jacks. TOP LEFT WINS Fig. 7 Access Doors Fuel Tank Cover 2. Fuel Tank Gauge Unit Cover 3. Fuel Cap Cover 4. Flying Wire and Compression Tube Inspection Door 5. Aileron Inspection Door 6. Aileron Turnbuckle Inspection Door 7. Fuel Tank Drain Cock 8. Aileron Inspection Door 9. Fuel Tank Cover 10. Fuel Tank Gauge Unit Cover 11. Fuel Cap Cover 12. Flap Actuator Inspection Door 13. Flap Actuator Inspection Door 14. Fuel Tank Drain Cock 15. Landing Light 16. Landing Wire and Compression Tube Inspection Door 17. Fuel Tank Cover 18. Fuel Tank Gauge Unit Cover 19. Fuel Cap 20. Flying Wire and Compression Tube Inspection Door 21. Aileron Inspection Door 22. Aileron Turnbuckle Inspection Door 23. Fuel Tank Drain Cock 24. Aileron Inspection Door 25. Fuel Tank Cover 26. Fuel Tank Gauge Unit Cover 27. Fuel Cap 28. Flap Actuator Inspection Door 29. Fuel Tank Drain Cock 30. Flap Actuator Inspection Door 31. Landing Light 32. Landing Wire and Compression Tube Inspection Door From RareAviation.com Fig. 8 Fuselage Access Doors 1. Cowl Wrapper 2. Oil Tank Filler Neck 3. Front Fuselage Gas Tank Filler Neck 4. Rear Fuselage Gas Tank Filler Neck 5. Tail Cone 6. Left Side Tail Access Door 7. Right Side Tail Access Door 8. Tail Wheel Door Hs. Belly Inspection Door 0. Belly Fuel Tank Drains 11. Radio Compartment Access Door 12. Left Aileron Pulley Inspection Door 13. Left Flying Wire Adjustment and Inspection Door 14. Right Flying Wire Adjustment and Inspection Door 15. Right Aileron Pulley Inspection Door 16. Left Landing Gear Door 17. Right Landing Gear Door 18. Flap Motor Inspection Door 10 ACCESS DOORS - The location of access doors, provided for the Inspection and maintenance of the airplane, are diagrammed in Figures 7 and 8. SERVICING Service instructions, as listed below, provide the information necessary for the proper ground servicing of the airplane. Careful attention to these instructions will substantially lower operating difficulties and maintenance cost. FILLING FUEL TANKS-Filler necks for the wing tanks are made accessible by lifting the covers on the upper wing surfaces and unscrewing the cap at each of the tanks. These tanks hold a total of 23 gal. each. The two belly tank filler necks are located on the left side of the cabin and are accessible after lifting the surface covers and unscrewing the caps. The forward tank holds 29 gal. and the rear 49 gal. Service with fuel grade 91/96 octane. DRAINING FUEL TANKS-Drain plugs are provided for each fuel tank. The wing tank drain plugs are located underneath the wing about a foot from the fuselage. The belly tank drains are located underneath and near the right edge of the fuselage. FILLING OIL TANK-To fill the oil tank it is necessary to lift the access cover lo- cated near the left corner of the windshield. The tank is a hopper type-6| gal.( 8 gal. optional) capacity with a 1| gal, expansion chamber. Near the filler neck is a calibrated measuring stick. Fill tank to the 'Full' mark with airplane engine oil grade 1120. DRAINING OIL TANK-The oil tank may be drained at the *Y* valve, located about a foot below the tank. FILLING BRAKE FLUID RESERVOIR - Hydraulic fluid is supplied to the brakes from a reservoir tank located on the front side of the firewall at floorboard level on the left side of the airplane. The reservoir should be filled with hydraulic fluid AAF No. 3580 or AN-VV-0-366b; A visible fluid level should be maintained at all times. FILLING SHOCK ABSORBER STRUTS-The combination oil, spring shock absorber struts are filled with AAF No. 3580 or AN-VV-0-366b fluid. To fill, remove plug located on the upper strut near the hinge point, and fill to plug level with plane in normal loaded condition and on level ground. LUBRICATION - The lubrication chart (Illustration Figure 9) contains information that insures the proper operation and preservation of the airplane. Location, inter- val, lubricant required and methods of application are given. Ball bearings used in pulleys, bellcranks, and hinge points are of the sealed type and do not require per- iodic lubrication. The flap shaft universals are enclosed and require repacking only at time of overhaul. Avoid excess application of lubricants. From RareAviation.com 11 Fig. 9 Lubrication Chart I o Item No. Location Interval I Propeller Spider Hub 25 Hr. 2 Propeller Piston 25 Hr. 3 Propeller Counterweight Shaft 25 Hr. 4 Engine Oil Tank, Fill 50 Hr. 5 Landing Gear Switch Control Shaft 25 Hr. 6 Control Column Roller Shaft 100 Hr. 7 Flap Actuating Motor Bearings 25 Hr. 8 Rudder Pedal Lower Bearings 25 Hr. 9 Control Column Lower Bearing 25 Hr. 10 Hydraulic Brake Supply Tank As Required 11 Slide Tube Mechanism Roller Chains 25 Hr. 12 Landing Gear Actuating Motor Bearing 25 Hr. 13 Landing Gear Shock Strut Upper Universal 25 Hr. 14 Landing Gear Shock Strut Stop Tube 25 Hr. 15 Landing Gear Wheel Bearings 100 Hr. 16 Landing Gear Diagonal Leg Lower Universal 25 Hr. 17 Landing Gear Fork Lower Hinge 25 Hr. 18 Landing Gear Diagonal Leg.Lower Bearing 25 Hr. 19 Landing Gear Fairing Retracting Cable End 25 Hr. 20 Landing Light Motor Drive Gear 100 Hr. 21 Landing Gear Slide Tubes 25 Hr. 22 Landing Gear Shock Strut, Fill As Required 23 Landing Gear Diagonal Leg Upper Hinge 25 Hr. 24 Throttle Stop Mechanism 25 Hr. 25 Landing Gear Rear Leg Upper Bearing 25 Hr. 26 Rudder Hinges 25 Hr. :rom RareAviation.com Lubricant Application AN-G-3 Zerk Gun SAE #10 Squirt Can AN-G-3 Pack Aviation Grade 1120 Oil SAE #10 Squirt Can Graphite Grease Medium Brush or Cloth SAE #10 Squirt Can SAE #10 Squirt Can SAE #10 Squirt Can AAF 3580 or AN- -VV-0-366b Fluid Graphite Grease Medium Brush or Cloth SAE #10 Squirt Can SAE #10 Squirt Can SAE #10 Squirt Can AN-G-15 Pack SAE #10 Squirt Can SAE #10 Squirt Can SAE #10 Squirt Can SAE #10 AN-G-3 Squirt Can Pack Powdered Graphite Brush or Cloth AAF 3580 or AN-VV-0-366b Fluid SAE #10 1 (JJraphite Grease Squirt Can Medium SAE #10 SAE #10 Brush or Cloth Squirt Can Squirt Can IteQ NoV* Location 27 Tail Wheel Slide Tube 28 Tall Wheel Drag Truss Bearings 29 Rudder Tab Control Rod 30 Rudder Tab Hinge 31 Elevator Tab Control Rod 32 Elevator Tab Hinges 33 Elevator Hinges 34 Tail Wheel Shock Strut, Fill 35 Shock Strut Hinge Points 36 Tail Wheel Lock Mechanism 37 Tail Wheel Swivel Bearing 38 Tail Wheel Bearing 39 Flap Actuating Flexible Shaft and Housing 40 Flap Actuating Mechanism 41 Landing Light Hinge Bearings Interval Lubricant Application \ j 25 Hr. Powdered Graphite Brush or Cloth 25 Hr. AN-G-3 Pack 25 Hr. SAE #10 Squirt Can 25 Hr. SAE #10 Squirt Can 25 Hr. SAE #10 Squirt Can 25 Hr. SAE #10 Squirt Can 25 Hr. SAE #10 Squirt Can As Required AAF 3580or AN- -VV-0-366b Fluid 25 Hr. SAE #10 Squirt Can 25 Hr. SAE #10 Squirt Can 25 Hr. AN-G-3 Pack 100 Hr. AN-G-15 Pack 25 Hr. SAE #10 Squirt Can 500 Hr. AN-G-3 Pack 25 Hr. SAE #10 Squirt Can I I ' SECTION III ENGINE Power is supplied by a Pratt and Whitney Wasp Jr., nine cylinder air cooled^ single stage blower engine. Accessories include starter, generator, fuel pump and a vacuum pump. The engine is supported by a welded steel tube frame which is mounted to the fuselage frame. VALVE CLEARANCE ADJUSTMENTS-If an adjustment becomes necessary between normal overhaul periods, the following instructions are recommended: 1. After the engine has cooled, remove the rocker box covers and the front spark plugs from all the cylinders. Adjust the valves in the order of cylinder firing (1-3- 5-7-9-Z-4-6-8). ' Turn the propeller in the normal direction of rotation until the de- sired piston is at the top dead center of its compression stroke. 2. Loosen the adjusting screw lock nut three or four turns. Using a .010 feeler gauge between the valve stem and the ball end of the adjusting screw, set the adjusting screw so that there is a slight drag on the feeler gauge. 3. Locking the screw in this position, tighten the lock nut with approximately 300 to 350 inch pounds torque. Recheck the valve clearance. 1. Lock Nut Wrench 2. Feeler Gauge 3. Rocker Arm Fig. 10 Valve Clearance Adjustment 15 From RareAviation.com 4. Reinstall rocker box covers and gaskets. Replace any gasket that maybe in bad condition. Tighten the rocker box cover nuts to a torque of 60-75 inch pounds. 'MAGNETO BREAKER POINT ADJUSTMENTS (Bosch)-The contact points of the rBosch magneto should always be adjusted so that they are about to open when a straightedge placed across the cam step lines with the registering mark * T* on the breaker housing and when the cam follower is on No. 1 cam lobe (indicated by a red dot). The contact points are initially set at .009 to .010 inches when they are fully open and under normal conditions should never have to be reset between overhauls, solely to correct the gap clearance. Ad- justment of the contact points for the proper opening position is accomplished by turn- ing the propeller shaft until the straight- edge placed across the cam step linesup with the registering marks T' on the rim of the breaker housing. Loosen the adjust- able contact locking screw and shift the contact bracket by turning the eccentric screw until the contact points are in such a position that the slightest movement of he propeller in a counterclockwise direc- Sb $ Fig. 11 Magneto Adjustment (Bosch) tion will open the points. fig.12 Magneto Adjustment (Scintilla)MAGNETO BREAKER POINT ADJUST- MENTS (Scintilla)-The contact points on the Scintilla magneto must be adjusted to open at the proper position of the cam in relation to the timing marks at the break- er end of the magneto and not for any fixed clearance between the contact points. If the points are breaking at this position, the clearance between the points will auto- matically be cared for. The adjustment may be accomplished by turning the pro- peller shaft until the timing mark on the distributor finger is in alignment with the timing mark' on the distributor housing and a scale or straightedge placed on the flat step on the breaker cam is in align- ment, with the two marks on the breaker 16 housing. In this position the breaker contacts should be just opening to fire cylinder No. 1; If the straightedge, which has been placed on the flat step of the breaker cam, is more than 1/8 inch out of alignment with the markings on the breaker housing, the contact points should be adjusted so that they open when the straightedge is in alignment with the marks. To make this adjustment, hold the cam in a position to open the contacts, as indicated by the straightedge; loosen the two locking screws in the plate which holds the breaker in place and adjust the opening of the breaker con- tacts with the eccentric adjusting screw. After the adjustment has been made, tighten <. the two locking screws. MAGNETO TIMING AND SYNCHRONIZATIONThe two magnetos must synchronize --that is, both sets of breaker points must open simultaneously so that the timing of the two magnetos is identical. To determine whether or not the magnetos are syn- chronized, proceed in the following manner: Remove the spark plugs from the engine cylinders and install PWA-3252 vent plugs. Install PWA 2537 indicator, or any suitable top dead center indicator, in the spark plug bushing on No. 1 cylinder. Secure a pointer on the spinner, or domelike cover- ing on the propeller hub. Turn the propeller in the normal direction of rotation until the indicator light just flashes on, and mark a line on the thrust bearing cover under the pointer. Continue turning the propeller in the same direction until the indicator light just goes off; then mark another line on the cover. Make a mark equidistant from these two lines, then turn the propeller until the pointer lines up with this mark. No. 1 piston is now on top dead center. Attach a template made up in accor- dance with Figure 13 to the front case. Line up the timing pointer (do not turn the propeller) with the top center (T.C.) mark on the template. Turn the propeller about 90 degrees opposite the normal direction of rotation; insert a .0015 feeler gauge between the points on each magneto, then turn back in the normal direction of -rota- tion until a very slight pull will move the feeler gauge. At this point, the timing marker should line up with the S.A. mark on the template. If the two feeler gauges do not loosen, simultaneously and at the proper point, one or both of the magnetos must be retimed to the engine. If the feeler gauge shows that the breaker points are opening before the pointer aligns with the S.A. mark, remove the magneto and rubber coupling; then turn the rubber coupling clockwise one or two notches on the magneto coupling, Re- install the magneto and recheck the timing. If the pointer has passed the spark advance mark, and the feeler gauge is not loosened, turn the rubber coupling counterclockwise Fig. 13 Timing Template one or two notches at the magneto coupling. i SERVICE NOTE-A timing light may be used to show breaker opening. CARBURETOR IDLING ADJUSTMENT-When a carburetor is once set for proper From RareAviation.com idling, it doesnt usually require readjustment unless an extreme change in weather condition occurs. Do not change a properly set carburetor until all other possible .causes of unsatisfactory idling have been checked. It it is necessary to reset the Fidle adjustment, proceed as follows: 1. Start the engine and run it at approx- imately 1000 RPM until the oil tempera- ture reaches 140 to 158 F and the cylin- der head temperatures are normal. 2. Run the engine up to 1900 RPM and check the sparkplugs by operating the engine on each magneto separately. If the drop off in RPM is more than 100 RPM, check for fouled plugs. 3. Slow down to closed throttle, 400to 500 RPM. If the engine does not idle at ap- proximately this RPM, adjust throttle stop. Fig. 14 Carburetor Idling Adjustment 4. Move the mixture control slowly into Full Lean* and observe rise and fall in RPM, This should occur at a point approxi- mately 2/3 to 3/4 of the distance from the Full Rich* position. Move the control back to Full Rich* before the engine stops. If the idling adjustment is properly set at 400 to 500 RPM there will be a pick up of 10 to 20 RPM. 5. If the RPM decreased when the mixture control was moved toward Full Lean , turn the idle mixture adjustment one or two notches to the right to increase the mixture and again check the RPM when the control is moved into Full Lean posi- tion. If the engine RPM increased momentarily by more than 10 to 20 RPM when the mixture control was moved into Full Lean* position; turn the idle mixture ad- Fig. 15 Fuel Pressure Adjustment justment lever one or two notches to the left, move the mixture control toward Full Lean*, and check the RPM. Each time the adjustment is changed, run the engine up to 1900 RPM to clear the spark plugs before proceeding with the RPM check. 6. Repeat the foregoing procedure until a momentary increase of 10 to 20 RPM is noted when the mixture control is moved into Full Lean*. When this condition ex- ists the idling adjustment is satisfactory. FUEL PRESSURE ADJUSTMENT-The fuel pressure adjustment screw is located at the fuel pressure relief valve, located on the fuel pump. See Fig. 15. The adjustment 18 should be made as follows: 1. Remove the cap covering the adjustment screw. (On Romec type H2E3, it is not necessary to remove the cap.) 2. Operate the engine at 1800 RPM and turn adjusting screw until 4 pounds pres- sure is registered on the fuel gauge. (Turn the adjusting screw clockwise to in- crease the pressure and counterclockwise to decrease the pressure.) 3. Replace the cap and safety. OIL PRESSURE ADJUSTMENT-The oil pressure adjustment screw is located at the oil pressure relief valve. See Figure 16. Make the adjustment as follows: 1. Remove the cap from the oil pressure relief valve and loosen the locknut from the adjusting screw. 2. Operate the engine at 1800 RPM with the oil temperature at 156 F. 3. Set the adjustment screw until 80 pounds pressure is indicated at the oil pressure gauge. Turn the adjustment screw clockwise to increase the pressure and counterclock- wise to decrease the pressure. Fig. 16 Oil Pressure Adjustment 4. Tighten the locknut, replace the cap, . and safety. 1. Stop Bracket 2. RPM Adjustment Screw Fig. 17 Propeller Governor Adjust. PROPELLER Hamilton Standard Constant Speed Pro- pellers have a governor which maintains the RPM setting as selected by the pilot. GOVERNOR ADJUSTMENTS-The maxi- mum RPM setting (2300) is regulated by contact between a stop bracket on the pulley and the high RPM adjustment on the head-, Moving the bracket from one ad- justment hole to an adjacent hole varies the maximum governing speed approxi- mately 250 RPM. The adjustment screw is located in the tapped boss on the head. One complete turn of the screwwill change the setting approximately 25 RPM. The tab lock plate, located between the boss and the securing nut, locks the adjustment iFrom RareAviation.com screw to the head. See Figure 17. ENGINE CONTROLS types of engine controls may be used on the airplane: Shakespeare and Arens. Both are of the conventional flexible cable core with a protective outer sheath or housing. The outer housing carries the compression force and cable carries the tension force on the control. ADJUSTMENT-Since the above mentioned engine controls are of the fixed flexible type no adjustments will have to be made. If there is occasion to remove a control, be sure when reinstalling that the fittings are not tightened too far as this will re- sult in a crushed housing which will tend to bind the inner shaft. SERVICE NOTE-If the operation is faulty, check the controls for binding caused by sharp bends, broken outer housing, or over tightened support clamps. The controls should never be oiled because dirt and dust will collect in the housing to cause bind- ing and excessive wear. Lubricate with powdered graphite if necessary. MAIN GEAR RETRACTION MECHANISM Zig, 18 Landing Gear Retraction Mechanism The landing gear, of the electri- cally type, is so constructed that all three wheels retract simultan- eously. The main wheels fold in- ward and are lodged in the wheel wells provided in the belly of the fuselage. A diagonal Teg attached to the rear landing gear fork, at its lower end, and a slide riding on a slide tube, at its upper end, control the position of the landing gear. An electric motor, linked to the slides by a chain and sproc- ket system, moves the slides up and down the slide tube, retract- ing or extending the gear as de- sired. When the gear is in the ex- tended position, the diagonal leg 20 forms a 90 angle with the slide tube. This eliminates any tendency of the landing loads to cause retraction. The slides are stopped in the dktreme positions by limit switches, mounted at both ends of the right-hand slide tube. If the motor fails to operate the gear electrically, the handcrank may be engaged and turned in the proper direction to complete the operation. 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. If neither the green Down* light or the red Up* light will burn under these conditions, the lamps have burned but or the fuse has blown. The warning and navigation lights are on the same fuse. NOTE: Before inserting a new fuse, always move control switch to Down* posi- tion. The throttle stop is another means of checking to see whether or not the gear is completely down before a landing. If engages when the slides travel up | inch and disengages when the position control is changed to Down* and the slide is in the full down position. For the stop to function properly, the throttle control should be opened before retraction. It is so connected that it is impossible to close the throttle below 1200 RPM if the landing gear is not completely extended. TAIL WHEEL OPERATION-The tail wheel is lowered and retracted simultaneously with the main landing gear. Retraction is effected by a stretched shock cord, as slackening occurs in the cables which holds the tail wheel down. The forward end of the cable attaches to the left landing gear retraction chain and it moves toward the lower end of the slide tube during retraction. RIGGING LANDING GEAR RETRACT CHAINS Hoist the airplane as described in Section II, and roll landing gear up until the land- ing gear sjide clears the throttle stop approximately one inch. The gear can be operated manually with the master switch off or electrically with the master switch on. Tighten the landing gear chain U* bolt until the chain does not drag on slide tube, yet operates freely. Then check the synchronization of the right and left slides. If one slide is higher, loosen the inboard *1* bolt and tighten the outboard I bolt on even number of turns until slides are synchronized at the extended posi- tion. Run the gear up and down several times and recheck synchronization of the slides. NOTE: To check the synchronization of the slides, run the gear up until the slides clear the bottom of the slide tubes several .inches. Measure the distances between the bottom of the slides and the end of the slide tubes. If this measurement is not the same on both slide tubes the slides will have to be adjusted. RIGGING MAIN LANDING GEAR AND ADJUSTING LIMIT SWITCHES 1. Hoist the airplane or place on wing jacks as described in Section II. 2. Adjust lower limit switch by adding or removing shims to raise or. lower bolt head in limit switch actuator mounting bracket at right side of slide on slide tube. Sec Figure 19. 3. Adjust lower switch to break circuit on the third to the last notch of travel of the ratchet dogs on the cog wheel. See Figuro 20. 4. Then run the gear all the way down elec- trically, with the gear in the fully extended po- sition, check ratchet to make sure the dogs are fully engaged in the cog wheel on the ratchet. Fig. 19 Lower Limit Switch Actuator Adjustment turns on the top and the lower land- ing gear chain. See Figure 21. 6. Adjustment of the upper limit switch is made by moving the entire switch box up or down in the slotted holes in the mounting bracket. 7, The adjustment to the switch should be made so the circuit is broken half way between the last and next to last notch of travel of rat- chet dogs on the cog wheel. 8, Then operate the gear several times electrically and check to be sure the slide is using full travel on slide tube and that the landing gear chain travel of both right and left chains are synchronized. Also that 5. The position of the cog wheel maybe changed, adjusting the jam nuts an even, number of ^Tjig. 21. Racket Cog Wheel Adjust. Fig. 20 Lower Limit Switch Adjustment the ratchet dogs are fully engaged on ratchet cog wheel. NOTE: When operating the gear by hand,do not force the gear too hard against the stops as there is danger of breaking the ratchet. RIGGING MAIN LANDING GEAR FAXRING 1. Hoist the airplane and weight the tail as 22 described in Section II under Hoisting, 2. Retract the landing gear and check the condition of the fairing in relation to the fuselage. RIGGING TAIL WHEEL AND TAIL WHEEL DOORS-In re-rigging the tail wheel and NOTE: All fairings should have 1/8 to 3/16 inch clearance between belly openings. 3. Adjust door by tightening turnbuckles on the fairing cable to increase tension on door or by loosening turnbuckle to relieve tension. 4. Extend gear to full down position and make sure door is at a full 90 angle with the main wheel fairing. Fig. 22 Tail Wheel Slide Clearance Fig. 23 Tail Wheel Slide .Adjustment tail wheel doors, the following procedure should be followed: Um* * 1. Hoist the airplane and weight the tail, as described in Section II under 'Hoisting'. 4. The tail wheel doors should be rigged so that they fit snugly to the contour of the rear fuselage. The Fig. 24 Tail Wheel Cable Routing 3. Cable tension is automatically obtained if the shock cords are property routed (See Figure 24) and in good condition. 2. With the main gear fully extended adjust the tail wheel slide on the slide tube to allow approximately 1/32 inch of clearance between the aft end of the slide and the slide tube mount at the aft end of the slide tube. See Figure 22. This adjustment is made by turning the turnbuckle, located just aft of the baggage compartment, to the right or left. See Figure 23. Fni RareAviation.com adjustment is made by the use of the two turnbuckles located in the center of the door actuator arms. 5. Safety the turnbuckles only on the tail wheel side of the barrel. This is very important as the swivel action of the actuator arm might otherwise twist them to the extent of failure. SHOCK ABSORBER ASSEMBLIES MAIN AND TAIL STRUTS-The Beech manufactured landing gear is a combination oil, spring strut. The main wheels arc held in alignment with diagonal legs and will not need adjustment. Hydrualic fluid, used in both main and tail wheel struts, is AAF 3580 or AN-VV-0-366b fluid. WHEELS MAIN WHEELS-The Goodyear split wheel is statically balanced and marked to in- dicate the location of the two balanced halves, in relation to each other, to in- sure proper balance when reassembling. The letter *B* is stamped on the two bolt bosses that are to be matched. The out- board half is provided with an extended flange equipped with hardened steel drive keys to accommodate the slots in the disc. WHEEL AND TIRE INSTALLATION-Be- fore installing the tire on the wheel be sure that the two halves of the wheel are properly assembled in their balanced po- sitions. Synthetic tubes and the inside of synthetic tires must be coated with a vege- table oil soap or tire talc for increased life of both tire and tube. 1. Balance Mark 2. *B Stamp Fig. 25 Main Wheel 1. Install the steel disc in the brake housing and place the axle in the wheel. 2. Slide the Slots of the steel brake disc into the wheel drive keys. 3. Bolt and safety the torque arm to the rear landing gear leg. 4. Adjust the axle nut until the wheel no longer turns and back the nut off until the wheel rotated freely. SERVICE NOTE-Tire slippage may be checked by comparing the red line on the outboard aide of the wheel flange against the mark on the tire. Completely deflate Othe tube before disassembling the wheel or changing the tire. Do not over tighten the bearings as this may result in a cracked wheel or bearing cup. 24 n TIRE MOUNTING AND DISMOUNTING DISMOUNTING-To properly dismount the tires from the split wheels it is recom- -7 mended that the procedure below be followed: 1. Remove the valve core and completely deflate the tire. 2. Lay the tire and wheel flat and break the beads loose from both rim flanges. 71 This can be accomplished by jdriving a flat tire iron between the bead and the rim flange or by pushing against the sidewall of the tire with the hands or feet. Some- * times a combination of these methods is very effective. 3. Remove the locking nuts from the wheel and pull both sections of the wheel from the tire. j MOUNTING-To mount a tire on a split wheel, the following instructions are re- - commended. Before the actual mounting procedure takes place, a complete inspec- tion of the tire, tube, and wheel is advisable. All normal repairs to the fire and tube should be made and any burrs or nicks on the wheel should be removed with a file. , 1. With the tube entirely deflated, insert it in the tire. The balance mark on the I tube (| inch wide by 2 inches long) should be placed so it is located at the red dot on the tire. In case there is no balance mark on the tube, place the valve at the red dot ' on the casing. 2. Inflate the tube until it is just rounded out. i 3. Insert the valve hole section of the wheel info the tire---pushing the valve * through the valve hole in the wheel. 1 4, Insert the other side of the wheel holding the valve in position. Be careful t during this operation not to pinch the tube between the wheel sections. . NOTE: The wheel sections should be assembled as described in the above sec- tion on 'Main Wheels*. 5. Install the locking nuts and tighten securely. 6. Inflate the tube to the recommended pressure of 30 pounds and put on the valve cap. Tighten it with the fingers. BRAKE SYSTEM The hydraulic brake system consists of Goodyear single disc brakes operated by toe brake controls. The toe brake pedals actuate individual master cylinders by means of a toggle-action linkage. Th parking brake control is located on the instrument panel. Application of the parking brakes requires operation of the toe-brakes to pressurize the system. By From RareAviation.com 2 pulling on the parking brake control and turning to lock, the parking tealtOQ are act. To release, compress the pilots toe brake pedals, turn parking broke control KnA push in. Release the toe brake pedals. 'BRAKE ASSEMBLY The Goodyear single disc brake assembly located on each main lauding gear wheel, consists of two main parts, the housing assembly end the disc. The housing assem- bly contains two pressure cylinders, each equipped with a pistca assembly and a movable circular-segment lining. As the brake pedals are depressed, the hydraulic 1. Snap Ring 2. Bleeder Screw (cylinder) 3. Cylinder Head 4. 'O' Ring Seal 5. Piston 6. O' Ring Seal 7. Lining 8. Brake Housing 9. Bleeder Port 10. Disc Clips 11. Brake Disc Fig. 26 Exploded View of Brake fluid pressurizes the cylinders simultaneously, causing the pistons in ths cylinders to press the linings against the steel disc. The disc is then forced laterally against stationary circular-segment linings on the opposite side of the housing, causing braking action on the disc. ADJUSTMENT The Goodyear disc brake is self compensating. This eliminates lining clearance adjustment. An increased volume of fluid between the cylinder head and piston com- pensates for lining wear during the life of the brake lining. Broke pedals require no adjustment but remain constant regardless of lining wear. Brake pedal setting can be changed at the attaching broke rod clevis. ASSEMBLY AND DISASSEMBLY To remove the cylinder head and piston from the brake assembly, the following steps are given: 1. Remove the bleeder screw from the cylinder head. i 26 2. With a pair of needle nose pliers remove the snap ring holding the cylinder head. 3. Exert pressure on the outboard lining until the cylinder head is forced out of the cylinder. t 4. Continue pressure until the piston is also forced out. All necessary replacements of damaged O* rings should be made. All parts should be washed in alcohol and coated with AAF 3580 or AN-VV-0-366b fluid before re- . assembly. The following instructions are given for reassembling the brakes. 1. Replace the piston in the cylinder and force past the cylinder head groove position. 2. Insert the cylinder head in the cylinder and force just past the snap ring po- sition. 3. Replace the snap ring and bleeder screw; I" MASTER CYLINDER ASSEMBLY Fig. 27 Master Cylinder MASTER CYLINDERS The master cylinders arc of the compensating barrel type, designed to maintain constant and correct volume of fluid in the system. Fluid lost through leakage is also automatically replaced. The piston and cylinder, actuated by the mechanical linkage, pressurizes the fluid in the chamber, the lines and the wheel brake cylin- ders. Seals in the master cylinders insure positive fluid pressure and prevent leakage. 27 From RareAviation.com The main spring in each muater cylinder provides for the return of the piston "nri the toe brake assembly. The cylinders actuate a toggle action linkage. The cylin- ders receive a direct supply of hydraulic fluid from a reservoir tank located on the ^front side of the firewall. REPLACEMENT OF MASTER CYLINDER SEALS-To replace the seals, it will be necessary to disassemble the master cylinder. Drain the system and disconnect the cylinder from the linkage and the lines; Remove the rubber dust cover and lock- ring, pulling the washer, piston, seal and spring from the barrel of the cylinder. Wash and clean the cylinder and parts with alcohol or equivalent. Replace the damaged or worn seals and parts. Lubricate the seals and cylinder barrel with the brake fluid and install the assem- bly. Install the spring with spring cap resting in the cup of seal with grooved end of piston against back of the piston seal. Snap the lock ring in place and adjust cylin- der in the brake linkage, to insure the piston cup clearing the compensating port when in full back or neutral position. Bleed the brake system and fill "the reservoir. Actuate brakes for proper action. MASTER CYLINDER LINKAGE ADJUSTMENT-To limit the forward travel of the master cylinder, adjust the length of the plunger at the clevis. Unsafety the bolt that attaches the clevis to the linkage and unscrew the bolt, freeing the clevis. Turn the clevis to the right to shorten the stroke or to the left to lengthen the stroke. Re- place bolt and safety. Actuate the linkage to check against over-travel of the master cylinder which would cause the linkage to lock in the down position. SERVICE NOTE-The flexible boot dust protectors on the master cylinders should be replaced if worn or damaged. Weak or broken return springs should be replaced, and seals inspected for damage if leakage at master cylinders, is noted. No lubri- cation is necessary on the brakes. Improper fluid will rapidly deteriorate the seals of both brake and master cylinders. If improper fluid is used, flush the system and replace with seals of proper type. Correct fluid to be used is AAF 3580 or AN-W- 0-366b, hydraulic fluid. BRAKE BLEEDING PROCEDURE Equipment recommended for proper brake bleeding consists of: a pressure pot, a . fluid supply line, two bleeder lines, and a glass jug. To bleed the brakes the following procedure is recommended: 1. Remove the cap screw from the bleeder plug and insert in its place a bleeder hose. These plugs are located at the wheel hub. Place ends of both bleeder hoses in a cleaji glass jug, so that they are submerged in oil about a half inch. See Figure 28 for complete system. 2. Attach a hose from the bleeder pot to the supply line. Using a minimum of J 5 lbs. of air pressure in the bleeder pot, start.the flow of brake fluid through the system. 28 Fig. 28 Brake Bleeding 3. At various times during the bleeding process, crack the bleeder screws, lo- cated on the head of the brake wheel cylinders, to assist in bleeding out air pockets. 4 4. Depress the brake pedal several times during the bleeding process to be sure no air pockets accumulate in the master cylinder. 5. When air bubbles are no longer visible in the glass jug, close the bleeder plugs, i remove the hoses at the wheel connections and replace cap screws. t 6. Disconnect the bleeder pot at the supply tank connection. At completion of the bleeding procedure the supply tank must be between | and 3/4 full. Check the supply tank vent to be sure it is open and free from dirt. 1 NOTE: Maintain a minimum pressure of 15 lbs? on the bleeder pot during the bleeding procedure. Refill supply tank with AAF 3580 or AN-VV-0-366b fluid. J After the brakes are bled, the lines should be checked for leaks by setting the hand brake. From RareAviation.com io ytIGGING THE THROTTLE STOP-To check the throttle stop, open the throttle con- trol approximately | inch. Roll the gear up until the landing gear slides have moved up the slide tube about one inch. Close the throttle and roll the gear back down. If |the throttle stop is properly rigged it should be possible to close the throttle an additional 1/4 inch. If improper rigging is found, the following procedure should be followed: 1. Fully extend the landing gear. Fig. 29 Throttle Stop System 2. The throttle stop plunger, at the throttle control arm on the carburetor, should clear the throttle arm approximately 1/8 inch. See Figure 30. If this clearance is not present, it will be necessary to remove the wire control from around the bolt loca- ted in the end of the actuating plunger at the inboard end of the left diagonal lift leg. Pull the wire through the Lowden housing just tight enough to retract the plunger at the throttle arm. Bend the wire back around the bolt and tighten the nut. See Figure 31. 3. Retract the gear approximately one inch travel on the slide tube. With the plun- ger at the throttle arm fully extended and the throttle arm snug against the plunger. Fig. 31 Throttle Stop Wire Cable Adjustment Fig. 32 Throttle Stop Bracket Adjust, adjust the control mounting bracket up or down until a clearance of 90/1000 is ob- tained between the adjusting screw and the stops. See Figure 32, 4. Operate the landing gear several times electrically. Check to see that the plunger at the thfottle arm retracts completely when the landing gear is fully ex- tended. FLIGHT CONTROL SYSTEM Dual controls operate the movable surfaces through a system of steel cables. Trim tabs are provided to ease the pressure of the surfaces (elevator and rudder) against the controls. Positive indicators are provided for all tabs. AILERON RIGGING The ailerons are located on the upper wings and are actuated through a system of Fig. 33 Aileron Cable System From RareAviation.com V pulleys, cables, and bellcranks by either a wheel type throw-over column or a wheel type *T* column. To properly rig the ailerons the following procedure is recom- Amended: 1. Relieve the tension on the main aileron cables by loosening the turnbuckles in the wings and belly of the ship. These turnbuckles are accessible through the landing gear wheel well and the two inspection doors just outboard of the fuselage on the upper wings. See Figure 33 for complete system. 2. Set control wheel in neutral. Ailerons should be in neutral also when rigging procedure is finished. J 3. Tighten up all turnbuckles evenly until a cable tension of 45 + 5 pounds is j attained. Be sure ailerons are still in alignment. Aileron travel is 33 + 2 up and 25 Hb 2 down. 4. Operate the controls vigorously and recheck the position of the control wheel < in respect to the neutral position of the ailerons. Also check the cable tension. 5. If no further adjustment is needed safety the turnbuckles and replace the in- < spection doors. ELEVATOR AND ELEVATOR TAB CONTROL The lower end of the control column extends through the floorboards whore it joins the elevator cables. Movement of the control column is transferred through the cables to the elevator surface. The elevator is equipped with two trim tabs oper- ated simultaneously through a system of Bowden housings and a torque tube. ELEVATOR RIGGING 1. Loo sen the control cable turnbuckles located in the tail of the airplane. These are accessible after the tail cone is re- moved. 2. Select a bolt hole in the forward check cable bracket to obtain at least F inch clearance between control column and the instrument panel when the con- trol column is in the extreme forward position. Correct travel of the elevator is controlled by these check cables. See Figure 34. 3. Hold the control column in the forward position, and adjust the elevator cables to obtain the correct Down tra- vel (28 + 2) on the elevator. 32 Fig. 35 Elevator Cable System 4. Pull the elevator control column back until the elevator has correct *Uj/ travel (30 + 2)and adjust the control column check cable. 5. Adjust each turnbuckle until a tension of 65 + 5 lbs. is obtained. Fig. 36 Elevator Tab Indicator Bracket Adjustment. 6. Work the elevator several times and recheck the elevator for correct tension and travel. 7. Safety all turnbuckles ELEVATOR TAB RIGGING 1. Adjust the tab indicator on the instru- ment panel to read zero. This maybe done by turning the actuator knob on the con- trol column. 2. Lower the indicator rheostat in its mounting bracket. See Figure. 36. The tail cone will have to be removed to accomplish this. 3. Adjust the position of the tabs by revolving the pulley on the torque shaft either by hand or by using the actuator on the control column. Visually check to see that the tabs are in neutral. -gm 4. Check to see that the cable splice is approximately half way between the fair- leads just behind the baggage compartment and the front end of the Bowden housing at the tail. f^rom RareAviation.corn 5. Replace the rheostat and check to see that the splice does not interfere with the movement of the tab. J 6. Adjust the clevis at the tabs to give the correct amount of travel, 14| + 2 up and down. RUDDER AND RUDDER TABS The rudders are controlled by a dual set of control pedals mounted on a single cross shaft. The pedals actuate a series of cables and are counter balanced by springs. The rudder tab control is mounted on the top of the cabin. When the control is turned it actuates a cable Bowden housing system. RUDDER RIGGING 1. To rig the rudders, first remove the tail cone and fairing and adjust the rud- der stop cables to obtain correct travel, 28 + 2 left and right. 2. With the rudder in neutral, tighten cables until pilot's and co-pilot's pedals are centered fore and aft in the rudder pedal slots. 3. Work the rudder pedals vigorously several times without hitting the stops. Recheck the rudder pedals for neutral position with the rudder in neutral. NOTE: Rudder horn must clear fin spar when full travel is obtained. Safety all turnbuckles. TUDDER TAB RIGGING J 1. Check to see that the splice in the cable is approximately half way between the 34 forward end of the Bowden housing and the fairlead just aft of the baggage compart- ment. This will prevent the splice from interfering -with full travel of the tab. 2. Adjust clevis on tab connecting rod to obtain correct travel of the tab, 20 + 2 right and 20 + 2 left. WING FLAP SYSTEM The wing flaps are electrically operated by a system of gear boxes and shafts driven by a centrally located motor. Flap travel is determined by limit switches located just forward of the flaps. Fig. 38 Wing Flap System FLAP RIGGING 1. Disconnect the flap shaft housing at the right side of the motor and set the flap in neutral position by rotating shaft counterclockwise to raise the trailing edge of the flap or clockwise to lower it. See Figure 39. Reconnect the shaft to the motor. 2. Disconnect the left flap shaft housing and repeat the above operations. 3. To adjust the limit switch run the flap to the full Up position electrically. To increase the *Up* travel, turn the forward jam nuts toward the forward end of .* From RareAviation.com Fig. 39 Flap Shaft Adjustment 6. Tighten the jam nuts on the set screw stop. See Figure 42. SERVICE NOTE-Set screw shown in Fig- ure 42 should be loosened before any change in travel on the rigging. If the flaps should jam while adjusting, re- move the bolts at the flap screw end and turn the switch opposite of the jam and tap screw end with a mallet. Fig. 41 Flap 'Down' Travel Adjustment 4Care should be taken to prevent cross breading when connecting the shaft nuts to the motor. After the flaps are rigged, shaft nuts at the ^^otor should be safetied. bolt. To decrease the *Up* travel, turn the forward jam nuts in the direction of the center bolt. See Figure 40. 4. Operate the flap to the full Down* position. Correct Down* travel is 43 + 2 and may be adjusted by altering the posi- tion of the rear jam nuts. See Figure 41. 5. With the flap adjusted to the proper electrical travel the set screw located in the block at the right of the flap screw should be set snug against the center flap hinge bracket. See Figure 42. Fig. 40 Flap Up* Travel Adjustment Fig. 42 Flap Set Screw Adjustment WING HANGING 1. Remove the outboard inspection plate on the upper wing top outboard surface and insert the left-hand threaded end of the 3,/8 inch flying wires through the holes in the upper wing outboard trunnion. See Figure 43. 2. Install a ball seat washer on the threads and seat to the trunxiion. Adjust the two jam nuts to allow two threads show- ing from end of wire to first jam nut. 3. Install l* strut on the upper wing while the wing is upside down. Do not F,- 43 F1>8 Wire Installation .a. M .. . . . ... At Trunnion tighten the I bolt adjustment nuts until wings are on. Be sure the adjustment nuts and ball seat washers, are installed cor- rectly. 4. Remove the outboard inspection plate on the lower surface of the lower wing and insert the right-hand threaded end of the 5/16 inch landing wires through holes in the outboard spar trunnion. 5. Install the ball seat washer, seat to the trunnion and adjust the jam nuts to allow 5/8 inch of threads showing from end of wire to the first jam nut. 6. Place the wings in position and connect the pitot lines at upper left front hinge fitting. Also connect the gas line, and electrical wiring if applicable, and in stall upper wing hinge bolts. Fig. 44 *1* Strut Bolt Adjustment NOTE: Heads of the bolts at the front should face the rear and the heads of the bolts at the rear should face forward. 7. Route the electrical wiring through the hole in the wing stub. Connect gas line and the flaps shaft housings. Install lower wing. Then install the upper ends of the 5/16 inch landing wires in the upper fuse- lage trunnion also the lower ends of the 3/8 inch flying wires in the lower fuselage trunnion. 9. Adjust the *1* strut adjustment bolt to allow 3/16 inch of threads showing from the end of bolt to the first jam nut. See Figure 44. From RareAviation.com RIGGING WINGS ] Cl, Measure forward from the trailing edge of both upper wings, a distance of -3/8 inches. Then stretch a string from wing tip to.wing tip so as to check dihe- dral in the upper wing. String must pass directly over the points marked 30-3/8 inches forward from the trailing edge and must be tight. See Figure 45. Fig. 45 Wing Rigging 2. Tighten the 5/16 inch landing wires evenly until the string clears the fuselage 7/8 inch at a point 1 inch inboard of the fuselage left and right extremeties. (String must be tight) 3. Tighten the 3/8* flying wires to 1150 pounds of tension. This will reduce the clearance of the string from 7/8 inch, as given in step 2, to approximately 1/4 inch. See Figure 46. The landing wires should then have approximately 1225 lbs. of ten- sion. Check both wires for equal tension. NOTE: It is permissable to increase Fig. 46 Inter plane Wire Tension .he dihedral on the upper wings if necessary clear the cabin door. Increase the 7/8 38 inch dimension given in step 2. -^0 4. Wrap the_landing and flying wires with a couple of turns of friction tape at their intersection. Install the plastic flying wire spreader and trim off the excess tape. 5. Check all wires for clearance through the wing skin and install interplane wire wing fairings. From RareAviation.com SECTION IV POWER SYSTEM-Power is furnished to the electrical system from one type\309-M,8, 12 volt generator and one 12 volt storage battery. The generator is mounted on the engine accessory case; the storage battery is below the floorboards in the baggage compartment. Power is distributed to the electrical system through a single wire, ground return system, except for the two landing lights and the two wing navigation lights. These are wire return circuits due to the absence of metal structure in the wings. SWITCHES-The electrical equipment in the airplane is controlled by three types of switches, the toggle switch, the plunger switch, and the solenoid switch. The toggle switch, used in the pilots compartment is a hand operated device for interrupting or reversing the current flow. Plunger type switches are employed in the landing gear circuit to limit the up and down travel of the gear and in the flap circuit to control its travel. Solenoid switches are installed in the starter and battery cir- cuits and are remotely controlled from the pilots compartment. The use of sole- noids makes it possible to control heavy currents with reduction in length of the large electrical cables. CIRCUIT PROTECTION-Circuits are protected from electrical overload damage by a fuse or circuit breaker. The fuse panel is located in the pilots compartment below the instrument panel and contains fuses of 6 to 40 amperes as required by the various circuits. The fuse holders are placarded to identify the circuits and size of fuse required. CONTINUITY TESTING-A point by point continuity, check is invariably the quickest method in locating trouble. The continuity test is accomplished by checking the circuit with a test light, voltmeter, or ohmmeter. WIRINGDIAGRAMS-Separate wiring diagrams of the individual circuits are included in this section. 6 AMP FUSE __________ f BUSS 101 IO WATT- 75 OHM RESISTOR 30---X REAR FUSELAGE TANK UNIT -159 RIGHT UPPER WING TANK UNIT 164 x- 165 176 ________ LEFT UPPER =k-WING TANK UNIT 90---------X- RIGHT LOWER WING TANK UNIT 10 WATT- 72 OHM RESISTOR 101 _______________ _______________ 6 AMP FUSE BUSS 95 WING TANK UNIT SELECTOR CIRCUIT - 6 TANKS _____________ 159---------vn REAR FUSELAGE ______ ----X-------90----------_________________ ________ RIGHT WING ___________ TANK UNIT ---------- -J -X----76----0-, T LEFT WING ________ -------- JTANK UNIT FRONT FUSELAGE [ TANK UNIT SELECTOR CIRCUIT-4 TANKS From RareAviation.com FUEL LEVEL INDICATOR CIRCUIT The fuel level indicator circuit consists of a transmitting unit in each tank, con- nected through a tank selector switch to an Indicator. The transmitter unit is a variable rheostat with a movable arm actuated by a float in the tank; as the arm moves with the fuel level, the voltage output to the indicator is varied to give the indicator readings. ADJUSTMENTS-Two men are required to make the fuel level indicator adjustments; one stationed in the pilot's compartment to check the indicator readings and one at the transmitter to adjust the rheostat. The fuel tonic transmitter units are calibrated at Empty* position; turn the selector switch to the desired tank. With the transmitter unit float resting flat on the bottom of the tank, bend float arm so that indicator pointer reads *O*. FLARE CIRCUIT Three electrically controlled flares are mounted under the rear seat and are re- leased by flare switches located in the pilot's compartment. TROUBLESHOOTING 1. Flares will not release: Check fuse at fuse panel. Check operation of master flare switch. Test continuity of circuit from buss bar through master flare switch to flare release switches. Test continuity from flare side of release switches to flares on wires Number 109, 147, 160. Check for good ground on flares. FLARE CIRCUIT58 37 <---> BUSS O 30 AMP FUSE FLAP CIRCUIT BUSS 98 FIRE WALL REE A- IGNITION CIRCUIT Fi*om RareAviatioh.com FLAP CIRCUIT Current flows from the buss bar through a fuse to the flap motor reversing switch. From the flap reversing switch, current will flow to the Down* side of the flap limit switch when the reversing switch is in Down* position and from the limit switch to the flap operating motor and to ground. VThen the flap reaches its down travel, the limit switch opens the flap circuit. To raise the flaps the current flows through the Up* side of limit switch to the flap operating motor. When the flaps are up, the limit switch opens the circuit to the flap operating motor. TROUBLE SHOOTING 1. Flaps will not raise or lower: Check fuse. Test continuity from center ter- minal of reversing switch to fuse. Test ground connection of motor. 2. Flaps operate in one direction only: If flaps will raise but not lower, test con- tinuity from the top terminal of reversing switch to the winding of flap motor. Check operation of the limit switch. If flaps will lower but not raise, test continuity from the bottom terminal of the reversing switch and through the winding of the flap motor. - 3. Circuit blowing fuses: If fuse is blown when reversing switch is in neutral position, test for ground between fuse and switch. If fuse is blown when the revers- ing switch is operated to the Up* or Down* positions, test for ground on that side of the circuit causing difficulty. NOTE: When testing this circuit against grounds, it is best to remove the motor leads from the terminal strip, as windings of the motor are of low enough resistance to show a grounded condition on the test light. IGNITION CIRCUIT High tension current i:-, furnished to the engine ignition system by two magneto units installed on the engine, A high tension booster coil for starting purposes is con- nected to the left magneto and is energized at a touch of the starter button located immediately below the ignition switch on the pilot's sub-panel. TROUBLE SHOOTING Trouble in the ignition circuit, other than the magnetos, is gene rally found to be a grounded switch wire. 1. Disconnect the magneto conduit at the firewall disconnect plug. 2. Turn the ignition master switch 'On' and with a battery-powered test light make the following check: Connect Test Light To Magneto Switch Test Light Firewall plug .pin 1 and ground Off On Firewall plug pin 1 and ground R Off Firewall plug pin 1 and ground L On Firewall plug pin 1 and ground Both Off Firewall plug pin 2 and ground Off On Firewall plug pin 2 and ground n On Firewall plug pin 2 and ground L Off Firewall plug pin 2 and ground ' Both Off PITOT HEAT CIRCUIT Tho pitot heat circuit is composed of on electrical heating unit in the static pressure and airspeed tube on the pitot mast* a switch for turning the current *On* Off', and a fuse connected to the fuse buss bar in the fuse panel. o ------171 ZH-124 56-^X-3S 125 PITOT HEAT TUBE SWITCH PITOT HEAT 8 10 AMP FUSE PITOT HEAT CIRCUIT CARBURETOR AND OUTSIDE AIR TEMPERATURE CIRCUIT A dual typo Indicator is used for both the carburetor and outside air temperatures. It is located on the right aids of the pilot** instrument panel. A selector is provided just below the indicator to switch from ana to the other. When the switch knob is Oturned to Number 1 position the carburetor air temperature circuit is completed. Number 2 position completes the outside air temperature circuit. 46 From RareAviation.com CARB. L OUTSIDE AIRTEMP CIRCUIT CYLINDER HEAD TEMPERATURE CIRCUIT The cylinder head temperature circuit, comprises a head temperature gauge, ther- mocouple leads, and a thermocouple ring. The circuit current for operating the in- dicator is supplied through the principle of heat reaction on the two leads of different metals which sets up an electrical direct current. The leads as supplied with the airplane must never be shortened as they are matched to the indicator. In case of lead failure no attempt must be made to repair them. New leads must be installed. i THERMOCOUPLE CYLIND.ER HEAD i 106 0 US 116 HEAD TEMP. GAUGE CYLINDER HEAD TEMR CIRCUIT t 47 The cabin lighting circuit in reality is composed of three light circuits, one for map Rights, one for cabin light and one for instrument and compass lights. A rheostat is connected in the instrument and compass light circuit for controlling the intensity of these lamps. The cabin lights circuit can be turned off at the lamp receptacle by means of a toggle switch which is built in the lamp base. The map light circuit is energized by means of a toggle switch located on the pilot's instrument panel. INSTRUMENT MAP LAMP 6 AMP FUSE CABIN LIGHTING CIRCUIT FUEL ANALYZER CIRCUIT FUEL-AIR RATIO It is necessary periodically to perforin the service enumerated below. While it is suggested that this be done every 100 hours, such routine maybe adjusted to the regular inspection periods of the operator. 1. The sampling nipples and gas line should be cleaned out and joints tightened where necessary. A drill of the proper size welded to a length of tachometer shaft forms a good clean-out tool, or the gas line may be removed from the plane and the carbon deposit burned out with a blow torch, which will also serve to anneal the line. 2. Remove filter wool and wash in clean unleaded gasoline or replace if neces- sary. Clean out filter chamber. 3. Test the indicator unit for pointer stiction by noting the pointer position with current off. Then turn the current on to cause a movement of the pointer, and then turn the current off again. The pointer should return to its original position. If it does not and the indicated stiction is greater than .002 fuel air ratio, the indicator . should be replaced. 4. Wet the wick in the vapor plug and be sure that the breather hole in the plug is open, then replace. Remove steel wool from filter chamber and insert a clean moist cloth slightly rung out. Replace cover. 5. Mechanical zero adjustment is made with the current off. The pointer should stand at A* on the scale. If it does not, adjust to this position by means of the zero screw on the indicator front. 6. Electrical zero adjustment is made by turning the current on and allowing the Instrument to *cook* for about 30 minutes with the moist cloth in the filter chamber. At the end of this period, the pointer should stand at *A* on the scale. If it does not, [adjust to this position by means of the small rheostat knob on the analysis cell. The moist cloth should then be removed from the filter chamber and the steel wool and cover replaced. Push the steel wool in chamber sufficiently to clear the opening of the inlet pipe. TROUBLE SHOOTING 1. If no response or kick* of the pointer results upon switching the current on: A. There may be an open circuit in the current supply or galvanometer wires. B. The ballast tube in the indicator may be burned out. 2. If indicator pointer deflects violently to one end or the other of the scale when current is switched on: A. The wires may be connected up wrong or there may be a ground, check all connections and ring out all wires between the units to see that they are properly connected. Malte sure no strands of wire are touching adjoining terminals or are grounded. Test for grounds in the usual manner, disconnecting battery leads. If a ground is not found in the wiring connecting the units, it may be traced to the indi- vidual unit by disconnecting the wires to each unit. B. There may be an open circuit in the bridge spirals. To verify that the trouble is in the analysis cell a spare cell should be installed and the instrument checked. 3. If the instrument does not properly respond to a change in mixture ratio: A. The analysis cell may not be getting a sample of exhaust gas, due to the inlet sampling nipple being improperly placed; water or ice in the sampling system; clogged gas line or filter; back pressure on the gas outlet from the cell. These points should be checked and corrected where necessary. B. The galvanometer wires may be reversed where they are connected to the analysis cell, which would cause the indicator pointer to move in the opposite direc- tion from what it should. C. There may be pivot stiction in the galvanometer, or some obstruction preventing free movement of the pointer. , D. The mechanical -ox-ulectrical zero may be nff. iation.com GENERATOR, BATTERY, AND STARTER CIRCUIT When the butteryuwitch is turned on the buttery solenoid is energized causing current to flow from the battery to the main buss bar in pilots compartment. Current flows into the battery circuit when the generator switch is On* and the battery sole- noid is energized. When the starter button is pressed,the circuit to the starter is energized through action of the starter solenoid which connects the battery circuit to the starter. TROUBLE SHOOTING 1. Battery circuit inoperative: Check for broken or insecure battery ground. Check for open lead from positive side of the battery solenoid. Check for defective or burned out battery switch to the solenoid. Check for loose or broken ground at the master switch. 2. Generator circuit inoperative: Check for open generator switch. Check for worn out brushes. (Brushes should be checked at short intervals when airplane is flown at high altitudes.) Test for burned out winding in reverse current-relay. Check for burned or pitted points on the reverse current relay. Test for open lead between the reverse current relay and the buss bar. Check for defective voltage regulator. Test the connections at the voltage regulator. GENERATOR, STARTER AND BATTERY CIRCUITSTARTER CIRCUIT INOPERATIVE 1. Check for burned out fuse at the buna bar. Cheek the operation of the starter button and test for security of conncctiona. Teat the energizing field of the starter Solenoid for burned out winding with an ohmmeter. Check the starter solenoid for secure ground. Test for open grounded wire from the starter solenoid on wire Number 59 to wire Number 38 at the fuse buss bar. Test for open wire number 167 between the battery solenoid and the starter solenoid. Check the brushes on the starter motor. - "HT upper 6 | a-------- LIMIT SWITCH ----- -------------------------1'40-----0-4-0 ---- 130 137 138 LOWER LIMIT SWITCH ---------------------132. <>< 4 LANDING GEAR I4L L POSITION SWITCH 135 136 133 134 LANDING MOTOR UP GEAR 129 ->-155 DOWN POSITION' LIGHT 126 | 127 128 POSITION LIGHT 2 156 54 | 66 45 X oX 139 6 AMP FUSE 33 40 AMP FUSE BUSS LANDING GEAR CIRCUIT LANDING GEAR CIRCUIT When tha lending gear is down and the master switch la on, the green light will burn. %^Tho motor switch and lock are controlled by the same control (position control). When the position control is first moved to *Up* position, neither rod nor groan 52 From RareAviati6n.com warning light will be lighted which shows that gear is being retracted. As soon as gear is completely retracted, only the red light will burn. TROUBLE SHOOTING 1. Position lights inoperative: Check for bad fuse at buss bar. Test lead from fuse panel to position lights with battery powered test light. Test ground at light recep- tacle. Test upper and lower limit switches. Check for burned out lamp bulbs. 2. Landing gear motor inoperative: Check for burned out fuse at fuse panel. Test lead from fuse panel to reversing switch. Check connections at reversing switch. Test for ground at landing gear motor. Check seating of motor brushes. Using an ohmmeter test motor field from wires #136 and 138. TAB 8. FUEL PRESSURE WARNING CIRCUIT TAB AND FUEL PRESSURE WARNING CIRCUIT The elevator tab indicator located just above the fuel indicator on the left side of the pilots instrument panel is controlled by a transmitting rheostat in the elevator. One side of the indicator is connected to wire #108 which runs to the rheostat, the other to wire #50 ending as wire #29 at the fuse panel. The fuel .pressure warning system draws its operating current from wire #50 at the positive side of the tab indicator. A push to test fuel warning light is located on the top left side of pilots instrument panel. The pressure warning unit at the fire wall is connected to the engine carburetor and consists of two separate bellow - like chambers, one for fuel pressure and the other for atmospheric pressure. The chambers are divided by a diaphrpm to which electrical contacts are attached, A stationary contact.is mounted opposite the movable contact on the diaphram. S3 ADJUSTMEN T-Remove the cover from the pressure unit. Turn on master battery switch and fuel selector valve. With the wobble pump, build up a pressure of approx- imately 5 pounds on the indicator instrument. Stop pumping and allow the pressure io decrease noting the pressure reading on the instrument at the instant the warn- ing light comes on. Turn the adjusting screw on the pressure unit until the indica- tor light comes on at 2 pounds pressure. TROUBLE SHOOTING 1. Indicator light inoperative: Check fuse at fuse panel. Test continuity between fuse and indicator light terminal. Check indicator light bulb. Test continuity from indicator light terminal to pressure unit. Check pressure unit contacts. Check ground connection at pressure unit. 2. Indicator light does not go out (fuel pressure set at 2 pounds). Test for ground at lamp holder. Test for ground between indicator light and pressure unit. Check pressure unit contacts. LANDING AND POSITION LIGHT CIRCUIT A retractable landing light is installed in each lower wing section of the airplane. Each light assembly contains a reversible motor and switch contacts. Toggle switches in the pilot s compartment provide separate control of each lamp assembly. When the toggle switch is placed in 'Down' position, the circuit is completed to the motor, and the landing light is extended. The light is lighted and the motor continues to operate until the pre-set travel is reached and the circuit to the motor is opened. The light remains on until retracted. When the toggle switch is placed in Retract position, the circuit is completed to the motor and the light assembly is retracted. Upon reaching the fully retracted position, the circuit is opened to the light and to the motor. The light assembly stops in a position flush with the wing, and the light automatically turns off. LANDING LIGHT ADJUSTMENT-The extended position of the light may be regulated by adjusting the limit switch adjustment. The light should extend a distance of 11| inches measured from the lower aft side of the lense rim to the aft edge of the light housing in the wing. TROUBLE SHOOTING 1. Left landing light inoperative: Check fuse at fuse panel. Disconnect the wir- ing at the center section disconnect splices. With the switch in *Downposition and usings 12volt test light, test wire Number 60 at the disconnect splice to the ground. If test light comes on, it will indicate that the inboard wiring is all right. Test con- tinuity from wire Number 60 at the outboard wing splice to terminal *B* at the land- ing light. Check the landing light switch contacts. Check the ground connection at Ihf.he landing light. 2. Right landing light inoperative: Check fuse at the sub-panel. Disconnect wiring REAR POSITION LIGHT 105 52 30 AMP 6 AMP 6 AMP 30 AMP 6 AMP RT. POSITION LEFT POSITION LIGHT 84 LANDING & POSITION LIGHT CIRCUIT at the center section disconnect splices. With switch in Down* position and using a 12 volt test light, test wire Number 63 at the disconnect splice to the ground. If light homes on it will indicate that the inboard wiring is alright. Test continuity from //ire Number 63 at the outboard wing splice to terminal B* at the landing light. Check the landing light switch contacts. Check the ground connection at the landing light. 3. Landing light does not come on: Check continuity between fuse and terminal 'C at the landing light. Check the switch contacts at the landing light. Check the landing light bulb. SERVICE NOTE-The switch contacts in the landing light must be kept clean to avoid arcing, pitting, and subsequent trouble. The position lights draw their operating current from the buss bar through a 6 am- pere fuse. The ground return for the wing lights is connected to the ground at the respective landing lights. The rear position light is grounded on the fuselage struc- ture. A toggle switch for controlling this circuit is located on the fuse panel in the pilots compartment. Ra reAvi ati on. co m SECTION V Thio inspection guide is furnished in an effort to supply the mechanic conducting a periodic inspection, with a guide and pertinent information on adjustments and gen- eral procedures which will aid in maintaining the Model G17S Beechcraft. The guide should be used in conjunction with Civil Aeronautics Administration's Form 319 and this manual. Pre-Flight The airplane should be visually inspected to determine any obvious defects or dam- age to the following: Wings 'I' Strut Fuselage Empennage Control Surfaces Landing Gear Check Fuel Tanks and Surrounding Structure for evidence of leaks. Propeller Engine Cowling Fuel Tank Filler Caps and Covers Fuel Tank Drain Plugs Check the operation of the following for full travel, smoothness, and freedom of action: Ailerons Elevator Elevator Tabs Rudder Rudder Tab Check the following electrical and radio equipment for proper operation: Receiver and Transmitter 57 Position Lights Landing Lights Wing Flaps Fuel Gauges Fuel Pressure Warning Lights (with wobble pump) ENGINE RUN UP INSPECTION NOTE: Start and warm up engine in accordance with Pratt and Whitney Opera- ting Manual. Check magnetos for RPM drop with approximately 30 in. hg. and propellers in low pitch (normal drop on one magneto to the other is 30 to 40 RPM; from both mag- netos to single magneto the normal drop off is 50 to 75 RPM not to exceed 100 RPM). Check oil pressure (Minimum 50 lbs. with normal operating pressure 70 to 90 lbs.) Check fuel pressure (3 to 5 lbs.) Check engine for proper run up (450 to 2300 RPM) at 30 in.hg. 100 Hour Inspection POWER PLANT Remove cowling and clean engine. Jheck spark plugs and replace if necessary. NOTE: Apply anti- seize to threads before installing spark plugs. Check magnetos for burned points and replace if necessary. Check engine mount bolts and bushings for condition, damage and security. NOTE: Mount bushings should be replaced at time of engine overhaul. Check ignition harness for security and condition. Check cabin heater ducts, tubes, and valves for leaks and breaks. Check exhaust collector ring and stacks for security, leaks or cracks. Check carburetor heat system for security, leaks or damage. Check firewall for cracks or damage. Start and warm up engine in accordance with the Pratt and Whitney Wasp Jr. Opera- ting Manual With engine turning 1900 RPM, check gevtzVLtor voltage (14.2 volts). Adjust voltage regulator if necessary. Check all engine controls with engine running for smoothness of operation, exces- sive play, and alignment. Check propeller operation throughout the speed range. ''top engine and inspect for fuel and oil leaks. aspect propeller for oil leaks, dents and scratches. /inspect cowling and cowl flaps for condition and proper fit. 58 FromRareAviation.com CABIN Check seats for operation, security and damage. Check safety belts for condition and security. Check fire extinguishers for proper operation and refill. Check windows for security and operation. Replace if defective. Check windshield visually for damage. Check instruments visually for correct operation and proper markings. Check instrument lights for operation and identification of switches. Check fuses and spare fuses in accordance with placards. Visually inspect flares. Oil door hinges and graphite lock. Check emergency release on cabin door. ENGINE CONTROLS Check cabin heat controls for excessive play, ease and smoothness of operation, and markings. Check carburetor heat control for excessive play, ease and smoothness of operation, and markings. Inspect propeller control for excessive play, ease and smoothness of operation, and markings. Check oil heat control for excessive play, ease and smoothness of operation, and markings. aspect mixture control for excessive play, ease and smoothness of operation, and markings. Check throttle control for excessive play, ease and smoothness of operation, and markings. FLIGHT CONTROLS Check flight controls for ease and smoothness of operation, and directional opera- tion. Check cables for fraying at all pulleys, fair-leads, and other points of wear. Check cable tensions as follows: Aileron 45 + 5 lbs. Elevator 65 "+ 5 lbs. Check tab cables for smooth operation and adjust to remove all slack. Visually check all bellcranks and bearings. Clean pulleys and check for damage, free action, alignment, and security. Check control surface travels: Aileron 33 + 2 Up 25 + 2 Down Elevator 30 + 2 Up 28 + 2 Down Elevator Tab 141 + 2 Up 14j + 2 Down Rudder 28 + 2 Right 28 + 2 Left Rudder Tab 20 + 2 Right 20 + 2 Left Flaps 4' i + 2 Down 59 FUEL SYSTEM Remove wing tank covers and visually inspect fuel tanks for security of mounting. NOTE: To be checked at first inspection and every 500 hours thereafter. Check belly tanks for security of mountings. Check all lines, hoses and hose clamps for security, signs of chafing, leakage, and proper clearance. Inspect all firewall fittings. Drain fuel strainers and clean screens. Drain sumps. Check fuel gages for full and empty positions. OIL TANK Check oil tank for security of mounting. Check oil lines, hoses and hose clamps for security and possible leaks. Drain and flush oil tanks and system. ' UNDERCARRIAGE NOTE: Airplane must be hoisted from the ground, (with the tail tied down). Check struts, lift legs, and retracting mechanism for damage or obvious defects. Clean slide tubes and slide assembly and check for damages, defects, and excessive > wear. NOTE: Do not grease slide tube, powdered graphite may be used as a lubricant. Check landing gear retract chains, repair links, and sprockets, for condition and se- curity. Inspect slide chain for tension and wear (adjust if necessary in accordance with man- ual). Check all bolts for safety and excessive wear. Check landing gear fairing for freeness of operation, looseness of hinges and cor- rect adjustment. Check handcrank for security of mounting, and chain for wear and tension. Check mechanism electrically and manually for smooth operation. Check limit switches, position switch, and position lights for safety and security of mounting. (If necessary, reset in accordance with Maintenance Manual.) Check tires for general condition and proper inflation. Check entire broke system for signs of leakage and condition, and security of lines. Check brake fluid in reservoir and refill if necessary. Check individual brake segments for excessive wear. Check fluid in shock struts and refill if necessary, NOTE: Airplane should not be on jacks, but in a taxiing position, when filling shock absorbers. 60 From RareAviation.com FUSELAGE Check the metal skin for damage, wrinkles, distortion, loose rivets and corrosion. Check the fabric for looseness and tears. Clean all landing gear wheel wells. Check radio and radio racks for security. . TAIL WHEEL Check tail wheel gear for obvious damage and defects. Clean slide tube (do not grease). Lubricate with, powdered graphite. Check retraction gear. Check tail wheel doors for condition, operation and security. Check tail wheel lock for security and free operation. Check oil level in shock strut and refill if necessary. WINGS Check surfaces for obvious damage. Check fairings for security. Check wing attaching bolts for security and safety. Check all inspection plates for security and fit. Check all drain holes and remove all obstructions. Check position and landing lights for security and operation. Check interplane wires for tension (flying wires 1150 lbs. and landing wires 1225 lbs.) AILERONS AND FLAPS Check fabric and rib stitching for condition and obvious damage. Check hinges for excessive play, also freeness of operation, and security. Check drain holes and remove all obstructions. HORIZONTAL AND VERTICAL FINS Check the fins for obvious damage, damage to fabric, rib stitching, and condition. Inspect fairing for security, dents and cracks. Check all drain holes and remove all obstructions. Check all inspection plates for fit and security. ELEVATOR AND RUDDER Check fabric and rib stitching for obvious defects and condition. Check hinges for excessive play, security and freeness of operation. MISCELLANEOUS Check hydrometer reading and fluid level in battery. Check battery box for corrosion and repaint with acid proof paint if necessary. Check vent and drain system and add two tablespoons of soda to the felt pad in the bottom of the box. Check wobble pump for operation. 6, The following is a pictorial list of heat treated parts. No welding should be attemp- ted on any of these parts without specific instructions from the factory. In most cases the part will have to be replaced if it is damaged; however some portions of these parts can safely be welded.