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II

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I~ W',arra:n't1' Ii. ' '"' , ' "" .. '. ' •• to to to !O' ' !O,,. .• ,,. pO Ii ,,. 'iI; 0; .. 6

mus.tration - Piper Cub SI)eciaI~3C~5

!I. 61 .. ·., ....

Wustration ,.... Nommclaitue of Piper Cub

.Dime8liOllS

'l.e:a.din.g E,dge '!O" •••.• '~"iO !O !O pO pO ;; ' 0; ' "Ii ,

W'ing, Tlp :Bo,w ' '. ~ , ' "' '.' .. 'it ' ' .. ' .. " ' .. ' , _

Aile.ro.D F.aJse Sp.Hr ,!O .. ' .. '" to ' "' .. ' ,0; ' ' "". ' ..

.Aileron moge Brackets " ' .. '.".".' , ' ..

S.P 8r' Fri,ttin.p .. pO'~" .. ,"' '. ,,. ~ ' ' .. ' ,"' .. '.' iO" .. ,'" '.'.' """"it to' !O

lift: Struts "I~ i!t."'~ .'. -". '!I ' .. ,j 'Ill ••• 111 •• ~ iI,,!i! ,.;~!iI.~,~," ~'II'~ !I"fi'li' "J 4' ti'. II tI, ~ ...

S,ecti0D ]1 -Rigging. Procednre , , ..

:Ri'ggiB,g Procedure "', ' ' " ' ' '.' to •• ' OJ to· '" ,i; ,. '", ..

:l..ev'e11.i.ug '.' it·. ,0; ' .. ,II .. ,It ,"' 'it to!O' '.',. j; ,,. '. to, "'!O .. ' ' * to, .. , '", •.

D.ih'e,dr,1lI M.gle .• '", to •• ",. "', ,It .. , •. ' ' "' oj;",,' to' ..

Wash Out" '" •• ,.,~ ill •• ,",'.' •• ill. iIi,."~~"," i!,.,~,~~,"' •••••• "'fi'I"jl1iI'Iii'

?"" ... a..l ''''.aem-'·, bly-: .l..14IJ. ~",-.- __ .;-, ,

S .... m CC---b - ..

. , -, .. _.. I, I I , ,-' I -, , '

eetten t. - 1 __ - , .', ,M,IIS .'1' •• ' •• '. "' ••• "i! ~'i'~ .,~;., .. "II!, .. ~,!t,.[."iI!, •.• , ... ; ..

Wb··A .... lIli1:j

. '.~a.~ .'.' Ii ,!t .'1' '!i.,.'P.. !ill, .'. '. o. I' ' •. !t.".;j iII!I'!II .'.'.·II,~ 'I'.'''' Ii! ... ' •• ' •• ~ 'Ii! ~,~,~" iII!I LI'''.~

Lud.in:g; Gear Fitli_ugls· ' •. ' 0; ,.,"";0;0;;;,, .. ,"' ..

Tail W'h-eel'Ii!'~ Ii .'.'~'''''!i!i ~Ii!,.,~. P. "'.'~'Ip",~ .'!liI !j:iiI!.,1Ii; j;,.·."liir!l!l·., 1! it .oiIi,

$,ef:ii.on, IV' Jrolel3:ge ",. '. ,,. ~ ,.0; .. 10,. '.' ~ ' .. ' '.'9 .

Fu'8}e),a,ge Frmue ' ' ,"!o '.',. ,. ", ,,",0;" .. "", ' "', "'iJ,

8

9

10

11

13 13 13 14 1,' 1,4

14 15 15

16 16 16 :16· 1.1 17

l' 1"1

19 19' 2ft

2"J 22·

23 23 24

Seeti{Ul V~Control Surfaces II II .. ;; " " ., ... " ... .A,-· 11"1 .. ieron

~ • • .' • ~ • • • • j • • • • • • ~ '. ~ ~ • ~ • • ~ ~

'Vertic-a) .Fin ;;. "".,. .... t! ...... ,0; '. 'II .. ' ... ,. " ... ;fl. ," ... - ..

Rudder .. 1ft. ~ Ii !II .' II!i iii .. !I 'II Ii II ~, 'il 'Ii' ~ .' ..• ' • ~ .'

Stabilisers OJ '" .. " ' t "" .. ,. .• ;; '" • ;; ........

Elevators , 'II ,. ' ' ' '. ' '. ~ ..

Section VI-Cont:rol Syste:m oj ",.. '. ",., ••

ElevatorB '11" ......... '. -oj, '. " ..... ill, 'II •• ' • ~ Ii ... ' 'Ii II! "

A-ller,ons ••• ill -ill ii ••• - ,Iii II III !II_ 'iii " Ii ...... 'II .. 'Ii> <Ii ' .. " iii"

Rudder

St&bilize'n ..... iii .. OI' .;; .. " I .... " III ' ... '," it iii, to· .. " ..

Section 'VII-Fuel Byat,em ,II '",. ~ 11 ' .

'Fuel Tank iii .. •. .. ;;. • Iii 'Ii .. ... .. '*' " • • ,., • • ,"' ..

Primer ' ... , ' .. ' ... II •• " ' 'II " ' •• ' .... to, ;; •

Carburetor Heater 'Ii II II '" •• II • '. II' !I! ..

Fuel Strainer .. 0;, 'Ii ... ,II .' ' •• '", ;; '.' ' iii .., '. 'Ii- "

Tank Drain W' Ii 'II .' .. Ii '. to " ,,. Ii, '" ~ .' ," • ;; ....

Tan,k S tra io.,e·1" ".... Ii '. • " • " .. ~, II '.. .. • .. .. it .. ' Ii 141'

o""' .... t·.. V- "III E' -1 t '"_ ... '11 S ... _

~·:Ion .... !_~. !~ :ec '1":1....u ,_~ y.s·'li-tim. • ,'" ~ 'II .. ;; ., •

'E.lectr'iea 1 System·.........., II • ... .. .. • oj ... '. to "

Ilrh;z·t'l··· '0- ·sc-"'S-I·te-: m· .. ·, - . •.

..... 1 ! _0- ,- . '~. -,' ' [.' ,1I .. ·iIi., ...... ~ , , III '.' .. !I' • '_ :II ' ••

Bectlon IX ... ill ii, .. .. .. ii 'E • ii; II .. .. • l!IJ • " '. '. II ......

Line Jnspeetion 'Iii 0;, .. " 10 iii ,Ii

.2:0 Hour ] nspeeti on it II .. II <Ii " '. ~ 'II • " ~ ' ...

100 Hour Perlodic In!Bpection Ii". '. ~ .. ~ ..

;;

Flyin,g Hints, ,_ 'Ii I, II .. II ' ..

Load F,BC.tor Informa tloll! F,or PUots, • 'II ". '!I III, Everyday Care of Your Airp-llue •.. '* ... 11 ,II

,

Tea Commaodm'eu'tal For Saf,_, FJying ..,,, II ...

26 25 '25 2,5

261 27

28. 2,8

28 29 SO

81 31 31 3:2 82. 3,3 ,BS

94 84 84

35 36 86 86

8,' ,.3,

49 64

FO· '.RE .. ··'W··· .···0· ,RD,'· .. ~ .

• _, __ • ,. 'L,.'" ," ," ,,_." 1.1.'

Tbls OlUlUa] has: 'been prepared as a praetieal Worki:nlguide fur owners; ,operators, and Ole-

I.. 'it. iii -ill - - 'iI!' ~I - -d' - '" - ~

CuaDlCS III operating, lel'VlClog, a,D . .:. m:amtam''''

io·· .... ·.' t'~'" ,-'i-e·.r· C'. "b-'-, S···,-Jl,Q ... ~a··l ... 1-'., e of fhe 'filn,iD Iil't, p,er-.' ,,-

J_ b .ut::; - JP· _ u. .. ,""''!.-Ji_ ,,0 -_. - -- ,~- c-

sonaJ ,pblues in ensten,ce..

The Piper Airera'ft Corporation offers you this mauual wj,th tbe hope tbat you wi1Iget tile most OlIt of your Piper Cub Special- in terms of IODg~I" years of efficient service and with a minimum, expense for lupplies" repairs and replacements, Strict adberencefo the iDstnn~ ... lions aod,r,efomDlel1ldanons,coRtained herein will alvard Y01ltlle m,aDmumin s,3,tisi'action and performance of y.our ai~rp,laDe.

,Autlilorize.d, Piper- Cub distributors aud dealers thnughoutth~ wo-rld, ,oyer 1500 in, number, areready t,o serve you with a eamplete line IOf factory-engineered parts;. iIlailit~na.nce an d repalr facllitieL The eutir,£ o:rganiza'tion has a siourein:terest linp'rotectiug tbe io.ve8,tme,llt you have madein pUl"cbasmg :YOll:rPiper airplaDe Requests for addili,o:uaJ buormatioB not contained, in this IDuual should, be direeted to yOd.r nearest distributor.. Please Mate your airpJ.ane ,model, ;serial and N'C number as wen, as

"81 ..... f ..

serr . Dum'uer 0' ,eDglD,e.,

Bor theoc:W' owners,,.llie sectloB 08 fly.l.ng hints and Iead fa,ct,orslis p,Jtovided to emphasize poiat!, ,of' s:peJdal Interest, It maybe that IUJI1.eof the useful jnfgnua:tionnl!l~Dtio.Ded is entirely .new 1o you, bot ,perba,ps seeiu.,g i" in priat wiU .recaU to y.our mind pertinent o"erating features you may have 'forg(ft,en ~ or ma,ybe, neglected.

-4, ..

The coopers.tion i,1 eD1isted of ,3,Uwho are cDbcem,ed with fbe ope'ratioD.and. maioten,ance of tlte Piper Cub .special, 10 that its outStadiog recerd of depeadability and safety 'may continue to grow; and enil;M,ce: yBUrpride i.n Piper Cub ownership" as well as Ollr satisfa,c;'tioD in. its

wn,' . ·of· ... '- ......... '. - Inl·. t"b"~- 1I"PQPAc't, ·u.re ranue· ~. y-o'u"r

• Ill! an .' a~ ,,,Ire .. ' . ,IS .. ~.", '.' 'J'IJ.'. !I ""'''I . ...11. _ ..• •

-,,"am' n,I-J"'u''HP·e·....".",uh C··.lI"_"::lA::r·, B"e' 'mll'l,g~OB' -' &:! ,g.g

",.,,' :t" 'M#"". 1'1'1111 .' •. ,. II H1. . _ ··~__ALi!I. .' ,,;r.,....,

these regulations, are primarily CDReem.edwith the safegu.ardiog of you'" Interests,

LOCK .. HA VEN, PENNSYLVANIA, U ... S"A.

WR:rrnnty for "Pll'l!ntU A.h~plflnes

The Piper Ai:rer.a,fi:. Corporation wB.rrants each nell' airplane or part to. be free from de .. feets in materi,aJ and workmanshi,p when used under normal condltiens, fo.l" ninety daYfI or in, no case! to exceed 6fty bOUfsftyill1 'time, after deliv,ery of plane from fae:tory .. , Thisw[Brranty is limited to replacing or rep,airing at its fac .. lo.ry an:YPftrt 01" parts whicb h.-vtl 'been re ... turned to th"e Piper' Ai~cra,ft Corporation with transportation charges plrepaid and w'hic.bJ in its oplnion, are def.ectiv'e· .. This wa:rran,ty ia eJ:pJressly in lieu of all other warranti:eI and repreeentations, expressed or impl.ied'i and aU other obligations or', _liabiUti[es on the part of

the Piper Aircraft, Oorpor •. tion,,' ,

Tbils w[arranty does, "not cover any •• bor char'lea for replacement of' parts, ,adju8,tments,. re:pairsp or any other work done by the Pipe.r

Aireraf't Corporation or ot.her parties. --

This warranty shall not 8ppl,,. to R,ny ai,rcr,aft or part 'which shan have been r'e:paired [or aI-, tered eutside o,f ourf,actory In a:n.y way . ., so 88 ill our judgment to -affect its operation,· or which haa been8ubject tD[nD8U8e, n,egligence', or ,a eel d ent, ,

The! Piper A.ircr[,aft Corporation makes" no w,arran'ty,with. respect ·to motor, Instruments, propellers tl'l'"eS, wbeels. or [other. 'trades ace.". 8Qlries, inasmuch as tbey are U8ually warran,te{l espeei~JJy by thei,r .reapectivemaDufBtturen.

The Plper Air·craft Corporation. rleserv:ea the 'right to Chaoae the aircraft nr' 'parts, speclfica... tiODB~ or prices withoa,t ineurri.nr [amiy' reapmullbUi.ty with r:elVd to airu,aft or parts pravlou'. or l,llbaequ.entlr· BOld, or replaced.

P-- 'J··P-~ 'E:-a·· A'" ·!·-R··'_'·R· ....... Dni' co,- 0'. 'R-" 'P' '0· "',n '" :TI" ,0' 'N" ,

.1,. i '_! ' .. ,-'," . 'J! ,-.'\..1" 4.r ~J ,_.I,J .. " .; -,." .. :.__:_.'DQ .: . ...:'_".'I.'~:.

7

-R-

GENEJtALDESCJ1IPTION

TYPE: 2 Plaee, Tandem. Clos'ed, Land or Be/a Mo,nopl,8oe..,

E,NGI'NEINSTALLATI:ON',: Sln,lle en,gine in

" nose of f'uaela,ge;

COn,tinentalA,..,6&,8 dnal anShie1,dedlplU,oD ell .. gine iustalled B8 .tanda:!d.,

WING: S',tmt ,braced. tw,O ,spar, elotb covered, USA Bfi...:B Airfoil.

FUS:-g"'LA' , ,',', ,n:E' I·,'W,' ""Id" ed·" ........... '" to- b' ,i' " -- "I' "'t' b" ,,'

, ,1>' __ ',u.,B, ""',, 8~',lnl" Coo> COV~

ered. Doo:r on. right; aide o,f

, -

toc~pil'

CHASSIS:. Tbe main, gear 'i,B .the 'split axle,

type with rubber cord shook abaorbers, :8 .. .00 x '"4 1,QW pressure tj'res and indi ... vidually controUedh.ydrauU,c 'b:rakes, are In .. stalled -as. ,stand,ard ,equipm,e~Jlt" A B,reerabl,etail wheel with a 2 .. 00 :6 so,lid rubber tire Is in ... , staned·.usta.ndard ,eq u ipme:nt. Tbe! ta,napring :8tructureinc,o'rpor'B'tes 8 formed spring' stee'l leaY'e8 ..

, '

CONTROLSIYSiTBMS,: Dual eontrol stieka

and dual ·,r'udder 'pedal/s. C~able attachments .betw'8e:D, eontr,o,1 sur .. ,faces 8JJd cockpit. .D,ashboard ~ntrol for 'cabin hea;:ter.Throttle., f'uel shut-.olf,. and ,lJb,b'ilize,r

. . ·t'· ·'1' . lef··t ... i·d' .. . I - k-·· ''''t' '}- ..... ,"ti .' ·· .... eh ,

'C.o'h'l'O. on':.'· a-'e '0 COC-,pl.': ,':.W1:on 8W1~1

on left 8.i:d.e of eejJiI1I't! Car'bureIDt, heater eoD .. , kG) on riah.t aIde of coek)l,it.

'i ..
I)
t;: iii.
,I; ..,;
'0< I[lI!
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~ : .. c '''' 'i
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::I ,:,( ,ill ~,
... Ii!f U' ~ ca::'
i ,
-4i, I!'.. m "'" C'
Ii"'! ;;NI " ifoI n



4\!i C
~ t.
II;
Y1 d 1i
., ~
~ ... ' .
d' o. "" g j!
'I> iii, ~ ''; .....
D' '1li '1iIi.' '~
,r; "P ~ ~, ,;;.
i' '::I ~ III • II'
D;! 'u """ hi ii=i:
,1:'1 ,..i< ~' oil
'" ~, " ,1:'11 f'I I

"

w :1:' 1-'

.....

o

w ~ :=t ll-

e(

_.

U Z w

:E'

o z

..:.K ''; .JJ<
~ '!ill !!JI
'Ii t ... '
iIt1i lib 9."t
...
a fCll .. , .. ,i= !
.... , t; II!
i Q [' -g "'IiI1
"'a e Ii
J 'iI!i Vi :::I' t:I' 'Ill'
.5 dIt. i:iI:' ,,., U
,_ "'11! v. ;; .. ,
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a ~ Q .J:; '<eI'
.. , ,g ~ II! :t ..
ii... ... ... I~ :~
-d ~ m ~ ci
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.. ' ~l

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....: .:.'

, 'ie.

'I> e B t'i!;

:a c:

u v

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,~ w .... ....
.."" i-+. ~ ~
U,I
.. j It
..." lilt "'"
~ I";: :>
,- oil j;: !CI !;II
I~ ~ 'i!II 1;-< I;) ..
Ii = ~'5
~ .- .. "i 'iii!
~, I:
::> .,.I; !:II! '~ "', !C:
"""'"', 11'-' <l. ... ~
.;:ii ~' L~' ~ g ,~IMENS.lONS Wiq 5paa--.S6P ="'.'

W:i:1lI Ch,0ni-6~ S-

W-i 1'4.' ..... '& f-~1i ,.dI.-' , ' ,AI'·)I,' " ' " ,,1,,",' 'I':': '&"':IL. '\IN, na ,~~,UJ~U, DI', ,'-' _,emu '__... ,'," ,,' ~,',' .... ,~ R h

Wing lDclden,ee' (:Root), 2'

Overall LelQ[th .. - :88" 4\i" .,itll Eaci' •• , , Front Seat-

Width-14"

Heicht .boV18 ,FJoor-8~" H,e:ight of baek-2:1-

Rear'SeatWidtlr-24-

H,eight abov,eFlool" 8- Height of baek~18\i"

Seat Back to CoD'~l 8tiek~ Fron~16%,'" '. Rear~l&*

Control Stick Gri'p Above, FloorFront ---22'"

D a,a.. onw ,.n.~~~

,Seat Back to Rudd,er PecbllBFron,t--.84"'

Ra,.. GO'~~':_'

- _.. "

Width of Lulgap Compartmeni-2fi"" Breadth otLUBP818 COIDP'UJ;i:DQ,t-ll III Depltb of' Lunap Co'mpartmBDt -10·' s.,pp Ca~paclty-aJ 1bL,

'W,', ·d' 1.&.1... 'f" v.::__lll,h'!l7I.,·

,1~WI 0" 6~U'UW~';r1

n.... 'th, .. , ' "f' ' ''IN: 111 90'7'11., ,"

lLI'aP, "0_, ,,r ,U'u:w.......-..o, 71

11

"Vidtb OCllUt'lt·Ulll'C,."l 1IUll,cl~2G"' Stabillzer Area (T\\ro Sides.)-lG"l ,Sq,~Ft .. 'Elevato'r A'rea (T'w'O Sidea,')-11~:7 SQ.i< FL

S 'bOil'··· . S· ". .'. . ('0 - .. II')' 9~' 8'· ta_,I .. ller :,pa,n ' .. '.,',lver8:. ,'_ . .-.

Fin ,Area-,- 4~,'l Sq .. , Ft ..

. Rudd,er Are~a-6,,60 Sq. Fti;

n- udder H' 'slwht. . _A' ,67.l"' .. "

.. -- ·-A.-·~.,D"'_-' 1,8

AU,eronCho,rd--13,%,·

Aile'ron, Span--8· 8M-'"

Aileron ,Are:a (Eaeh)-9.,6 Sq. Ft, 'Wheel T'read-71·' (Static)

,A:ir Prusure-16Ibs"

W'·'" ... - . T ....... dj .. I' . E· .. 1,~ '"_, A··' _'I r;,.... 4l.... r . . 2' L"

,mg~'~;_ng '.··.·'ul.Js,e w ·,Ale ~nloCr'ln.e-'--7,X

Axle Centerline to Tail POi,t--l6' '7.!.t2',.

!

'Tail Wheel Size-2.00 x 61

Ov'er,all. Hellht-6,I ,8'_'

12

SECTION I

WING

WIN'G·: The fabrieccvered wing Ineorporatea

either laminated or solid S,itk.a. spruce wood or extruded alumi.num. alloy spars Maint.enance on the wood spara Includes i:D8Pec~ tion for loose or 'worn fi.'t'tings and checking lor peeling of the spar' finlsh, M,ai,nt'enance on the metal apars includes Inspection for Ioose fitli.ngs, and prevention or correction of corroelve action. The asaembly parts of the metal apar wing are not interehangeable 'with the assem ... bly 'parts, of a wood spar-wing .. 'Tbe fabrie eover is, made of Intermediate Gr,ad~ or SA.E;Speci ... fica't·io'D A,M,S-SS,O'4 fabric .. Drain gro'mme:ts are provided on the under side of the wing at the trailing edge .. Cheek these grommets te Bee' that, they are opento allow moisture; to draln out.

DRAG BR,A,C1NG·: Drag bracing in the win«

is accomplished by means of round "or Big uare steel tubular eompresslon struts and high tensile steel drag brace W.ires'i; Trite cornpreaaion struts an.d. steel drag wire puns are bolted to the spars .. These attsebment points should be Inspected &'t recular intervals for Iooaenees and eorroaion,

The d.rag brace 'wires have 6-40 right band threads at each end, Th'e drag brace wires should run straight out '0,1 't:he nippie eonneetiona, Bent drag brace wires ,s'bould be replaced, Adjustments. to the drarbr.acewires should be made 'with extreme eare 80 as "to avoid Bc:ra,tching or marking tbe . wires w.lth th:e Wl:e'nch or pliers, Do not draw the lock Dut too

ti~ "ht hlzh . t--D,IiiiIIIlIIOID )"'n· tb"" "do d 'ra"" b .. IiDI.MA ._.IP.iI!lii.!Id.

_ ~ If : ~ 88, 'ilr_ 8LI.~.gg . . I ,'." ,,.., ,~~",:. .••• ..;L ~WJ.!L ~

13

nlOY result, Inspection ul)cnings. have been provided I 11 tbe! ,vlng f abrie to fnci'~it,ftte i napeetlon 0:£ the drag brace wires and attaehmenta,

- _ i

LEADING EDiG,E·: ~rheleading edge of the

wing,fro'm, the front. 5,parforward" is eov ere d, 'with formed alumlnum a'iloy sheets, These sheets are attached to, the metal spar by means of ,Belf-tapping sheet, 'metal aerews, In, the wood apar wing, the! leading edge sheets are attached to. the ribs, by

f' If' tanoi Th -I d"' d

' . ''"'1 :.' _ .. "'-:- -' .. ' I'"' . ,I":' • -: ... :: .- I. ',' ;'" '-1 .,'. _' I "'(:" '_. :-'" ,., - ':'" ',- I' ,', "," -:".,' - ", I:. I·'·...:

m.eans,O' Be,_. ,·.appJngscre,WB,. ' .. Ie,_e&··lng e·,ge

and the aluminum alloy' channels under the cover sheets tend to stiffen the atrueture and, provide 8 contour fortbe fabric covering" Check the ,surfacee. for corroaio"n and looseness,. Dents should be worked out to provide a

'h rf .

", '..'1 . 'If "

smoot. 80 . ,'..:8c,e.

W1NG T.lP BOW: The' 'wing tip bow is a

f· ed h t·· tta hed

., " ", I ,,' I . '.C . :.1 ., " I", '

ormec as, 8 rip 8._,C·, '_

to' the spars: by ateeltittings and to the Ieading and trailingedges of th'e outboard aileron rib and the "\V'ing tip, rib by maehins serews, "U" channel braces between 'the wing tip bow and the spars provide add,itiop.alstiffeners. Pressure should be app,Ji,edto the wing tip l;H)W un]y at the splat' attachm',ellt areu, ,during ground handling,

AI· 'L· '. E· . ··R- O' • "N'" 'F-A'· LB' '.', 'E" 'S" P'" A···· R'·· ,- nJ11L ,II·' ". ·f· 1-

' __ '__'_c I,' , ,j" .. '. ..,_1- '-_ ,:.I:ue a:IJ .'erOD '.me

,I,par Is, II f,onum aluminum ,aU.o.,. ehanne] atta'ched to ,the trailing' edges ofthe 'ribs 'by means of 8elf~tappj ... beet, metalserewe. Check ,the falae spar for corro-

aion and Iooaenees, ,

E " - '" I

AILERON BING ·BRA,CKET8: The'" :eron

hinge b,rack~

-,&. ... , a~-·~ 'f:, b' . ·ri··· -'''~d'o·'f····· liii"'"'-1 tu '1.. ..... , .C' -···i'te· :h' . .' 'h'-t:

e,1,.CI _m '&'" ,.' ca~ .,' Du:!:6· .. I.J!CIJ w .. __ ,.~;, .

metal .. n:tti.I,RB, for attaching' to tho wing a,par and ailercnfalse ap'ar;;, The attaching rivets and bo:lta should be re,IUlarl.y inspected fo,l" loose.... n~88 and corresion, The hi!oge' pin hiola In the: hinge-brack,e~ should be, ehllec.ked at regular In-

. 'II <II' tb - '10" -:- 'h .•. _..1:_.' .. ..

tervats, I... ,e .. " . :~e .' ,.;.0 _. our perhJWC .lD8peetlon

for' el.ong,ation,,,, Rep,I,8ce the blocks or' buahinglB 'whe'D elongation is fOU'Dld. On lD'eta.l Bparwiop.

e -;'. C' h cb······ ,o, .... ln IY 'b-11., k :'J."" 'be' .'. ,re'· ·1' d·' ..... ,. .........' .-- -. ". . .. '

lie" ,,'OA,A"""D .• ,OC·., "" · .. · .• ,-e,. on :.,,0 comers

w'her-e it fita mte the hinge bracket tuJJe. Keep these spaces open, to anow drainage of any

.. t 'h" h 111 " ... th h·'

mO:IS :ure W-lrC", may co, Ieet In '~ ne . , lnge

'b k t

··rac·-e! ....

,SP'A.'R, FITTINGS: rThe spar strut fittings Bte fabricated. o:f' earbon steel

--

straps. The ·wi:n.g hinge fittings are fabri,c,a'ted

of extruded aluminum aH.oy "'H". seetions, These .fittinrs ar'eatla'ched 'to the spar by means of steel bolta, 'Inspect these fi.tttng,a for eorrosion, evidence of wear, and looseness ..

L,IF!T' ST'R'UTS: T'he -lift struta are fabr.ic.ated

, of'carbonateel atreamtined

tubing with threaded rend fittings for adjustment .. Th'e lift ,stru'ts are attached to the lift strut fittings in the wing and the special . fit .. 'tin,g .en fhe fuselage ,at· 'the rear landing gear fitting. Check these attachments .,{orr evidence ,of carroaien, 'w,ear~ and loosenesa. Do not push or pull -on the: lift struts near the mi,dd.I'e of the' lift strut eolumn, If any pressure iSi applied on the lift struts, •. it should be .a,p'plired elose in to the fuselage. Check the! jury strut attachments for ·'corrosion. OJ" wear, D'D nOot drs w the: jo,ry strut bolts too tigbt as ,exce:B8ive~ tighten ... . ingmayeru9h the lift strut, Cheek the lift stru 18 for dente an.dcorrosi,QIl,., Corroded H])9,te should be cleaned by lI.anding .'nd repainted.

'5

'R1GG')NG PROCEDUa:E

RlGGlNG, PROCEDURE: Raise the wheels, by

. . .lifti,D.g and pUUiDg

the wings ,R,t the 'li:ft 'Bt'ru~ to spar [attachment

· - "P- I di la'b1 .. k d .... :1..

pOlnt8.1~ ace ,B'R B,'JUS'::[I ,e ,J.9C' u.nl'·er e81;.Jii..

axle ext·ensio:o" Do not let t'he ja,c'k r,est against

th"'~ br , k"" 1"', [" ,-"" bi , k" 1'· , ' fi·' "tt""'"m- ", '[ R~' Oi,", [ th:'-:;,

__ e ' _. a e ,Ines or,rra ~e _IDe" c ,I gB.. ,'Bl,8e" ,e:

ta") to' .. te)- I fti" '!! ht ..... : 'd"

I __-:I' ,app'rOXlm8(-eVei "'B-~' POBl,'wOIl aD[,

place an ,adJustabJe jack on 'otripodl under' the

tail I,pring elamp, -

LE'VELING;, Beforemaking any adjustments f,or ri,gging, level. tbe airplane

88 follows:'

Laterally: Prepare two wood blocks21h[ jn~heB' _long" b~ 1h, inch ~qu..~rle; _~h,"_ ,es~, blocks must be of aquaf tength .. Place these blocks :0'0

end on the. rear wing butt fit,ting,1 o'f 'the wings and 'place B 8.0 inch lev,e.l aeross them, Adj ust the. jacks, un de r the axles to' bring the, bubble

in the, Jevel to center, -

Lo·ngitud.in,aUy: Place the 20 inch level, along the left Ionzeron In the cockpit bet.w,een the throttle levers and the windoW8~ RaiHe, o:r lower the tail to brin.g' tbe bubble I.D the 1ev'81 'to eenter,

D.mE1DRAL ANGLE: To check th" dihedral anglel ,of the. wing:

Stretch a lI·tring along tIle to'p of the 'w'iOpl ,at th·e fMlnt !!I,par :loea,tioD ")":Om wing iI'p[ to wi,DI' tip. D:ra:w I,t tight and hav,e a measurementmade from the st.rJug to the w'p of fhe

16

center scctiol\... The proper .di_mell9,ioH is 2,.'18:

Inches. .Adjust.ingthe front .lift strut clevises

t ·"'1 ~ th d ihed t' d th dl' ta

ou \VI.. mcrease tne "1,-_'. :ra '. an" ne .,~. istanee

between the string and the center 8~ection..Ad ... justin.g the front Uft strut eleviaea In w,i]) decrease the dihedral and the distances betwee'n·

t he atr-l n-g'- a· md the '"ei'n· ...... r .. · s· an~I"o- n- I j

I ,- _. g ,II _:_, _' .", _"_ .. ' l --_,_-. ~ ~.'. "Le, _ .'~~._ ,___:_" ,,.

To check for equal dihedrat Jn each wing proceed ,88 f'oUOW8:,

U,sing the SO-in.ch level (w,ithout any spacer blocks) bold it spanwlse ,og'ainat the' bottom of the"wi.:~,g under the front spar fn 'the spaee he .. tween the jury atruteend lift strut, attach ... menta ... Note the po::dtion (l,ftbe bubble and do. the same on the other wing, Re-adjust the f'ront struts until both wings sbow the same amount off~le:v'el'F being careful ·w:i·th eaeh adlustment to s,etthe l.eft strut out the (Ulme number of turns a8 the rbJht one i.8 set in, and .. vi,ee versa,

WASH ,QU'T: To adjust the wash out in 'the wi n,gs (dihedral of t,he rear

spar) proceed 8S 'f,ollows: - -

Set a,' '~/8 inc,hspacer block on, top, of the

BO-inc'hl'e:vel at one end . ., -

Working on the rib adjacentto the outer end of the aileron. hold the' level fore and aft,a,)ong the bottom of the ri bwith the spacer block at the. rear and the ir'ont end of the locatlon of the front spar .. Tbeco.rrectwash out will exist when the bubble is ,centered .. Adjust tb,e rear

. struts in or outt-o obtain this eondition,

TAIL ASSEMB·LY: With the airplane in leve,1 pos.itionthe st.abi.lizer,s sboul,d .)le leveled at, the:ir rear spars .. The hinge line should be'str.ai.£ht from ti.p to tl p'" The tail

brace wires CUB be, I1!tljusl~d Ill, the niPI'tll"'s, to bril,lg' t,hes'tnl.dlizer,s, into level. Wben adjust.ing the \v Ires, do not mark the wi,res\;vith pli,el·s er wrenehes as this :m,ay'· 'lead to fati,gUe fa,il'U' res

.... "_ -' ...

Plumb th.e fin at the rudder' hinJJe8" This i,B,

"'.. , , d f"" d" "tOO' ne th 'b" ,,_ 'b· '"

no prov,:lsion rna "Ie tor ,a!~Jn61 'lnll"" e ,I in to ',r,log

'the rudder hinges Into line, ,Moderate, pressure on. the lin tra:illng ed.ge in ,the di,re,c:t:ioorequl,red

"'11 I·'· 'h tit, d_j- • " -

..... ,. - ,,' " . _' - _: - - '. ,". - ' . '. -I ',' ., ',':' : -;--. . _ .- _" - I' ,-', I _,', " '.,,' II '-, " '_ -: :' '1-' ",.

Wl_ Decomp ,IS" '", e necesaa,rya.lul,tm,ent.

SE'C'Tl,ON III 'CHASSIS

CHASSIS.' .. !Th ,. th C-·' b S'" .. J'

: .' J_,e m,81ngea,r on " ..•.... e<u, .'. Ipet,IQ_

_ , Trainer eonsista of' ind.i'vj,duany Sp'l"Ung wbee,~s on. whieh Bre mounted low pres ...

sure tires,,,.· .

TIRE:!S: ,8,.,0'0 x 4" It is im'por'tant that the tires be kept fun:y inflated to 15. lbs ..

.. - .. 'b t ]1 ,,",.

persquare I'D,C' '.' pressure a18. .mnes as oper-

ation -of the hydraulle brakes when the tires are softmar cause the tires, to creep with eonsequent damage to the valve stem.

It is advisable when installing a tire on a wheel to cheek tomake certain that the beads on the' .tire are seated on the wheel rhn, The ti re should then be .infl.ated to about S6pound~8; preasure 'to fnrcethe tire beads lout onto the taper of the ['i m, Air should tben be let out u,nt,i,l, the correct pressure of 16 pounds per siquarie Inch is r,e8:ched~Thi8: will S9Bri!t ma .. t!eriaUy' in llreve:uti,ngtire "ereep,"

At the, first sign of we,ar -on the ti,re:t. reversing the tire on each whee) will equalize wea.r and give longe:r ti,re life: ..

WHEELS: Cast aluminum wheels 'with Tim-

ken tapered roller beal'i,n.gs are J.u brieated ,at· the factory and should not require additional lubrlcatlon - for severalhundr!ed hours. When r'e'moviug wheels, dust and dirt should be kept ou.tof the bearmzs, When reinltalli~r wheels 0[' to remove end play of wheel on. ax),Bt d.o not tighten axl.e nut enough to cause bindIng ,of 'the roIlier bearings as tbis will r'e-

1'9

,M U'I t i U"'X" -"'N,~ i '"' ~ we I'l r rrha 'I u"o ]:)C-'" P- '. roced It t·. --

"I, , t:~~ cc"" .. ,_ c .. , C,' .'..... _. . . ... ....... _, 0

in ndj'usting the axle nut is to 'tigbte'n nut while rotating wheel until a ,sU,ght drag .is felt,. then back nut off one' casteU,at:ioD and eotter ..

"tl'H'-E"',EC-"'-L- ·B'R-A'·K'-E'-S· ... A' full dual hy,··d--.'-.-llie -va

"_ ,._'.',_:_, . ",, __ ., , __ , ' ..•• ;, __ •. : ,. __ ~ __ '_, ... _rau _._:'- B.,-~-

- tern, of indi:widualw'heel

braking is standard, H,eel 'type' brake pedala

, .. _,' - - -' .c. to. id 1"'0-' the 'f"':rn"h't-,- n:n-'e' 'o-n' eaeh 'slo'd' 'e' 'T'·:h-· e"

are moun e:_ _ '_ " _' -' _ '. ",,"" ~ u' ,'" -' ' .. , ..... _ . ' , ,.... ___c ,'-'

front pedals are mounted on a bearIng shaft which Is Iocated under the flcor aad pressure on the pedals is transmitted th,r9u.gh po,811 rods to hydraulic pre9:,sur,e units which incorporate therear set of pedals, E:ae,b pedalis 'tbus eon ... nee-ted t-o ,ahydraulie pressura unit for individual control-of' the wh'eela for ground maneu ... verlng ..

The bra'ke cylindera each ineerporate a ,small reserve of bydr.au),ic ft.u:id .. The complete s.y8,b~!mJ

b k- 'I" der. Ii d. .. lts

;. ,>' """1'- - ,', --,_,' . '. "j' _" :" - ,- "': '-', _, :' '-. '1: I -," "." 1- " ,- < ',- "" ,--J,' '-,:-:, - ii' -,' -,~,-: I'

'ora se eyun ·er"1 nes, 8,0·,. expansion umts In

the wheel are: completely eneloaednecessitatina ool,y enough flu.id to fill fhe complete system .. It ia Important that air bubbles do Dot get in

t- he . - ..... t- .... , ·.··.d·., " ." .. ~'c ..•... _ ft· :__~J' '., . '. . .... '.' b .]'-' · .. ·d· ";" ,'-,,- , ',' ,- -", -

ne aye tem aurmg ,', Iln,g or . _,' fee, Ing opera-

t"'O' ,-"'" An . viA: ~n- !,..._, o· "f, ,,_.., b ub ·b' fl' ,-"b' )"'n·.t'b, '-. a-yo - ...... ,-m· :-, ) ns,~,_ e _ U.e .""e , .... ' a.r _ ... , _ ... , efill .. ' '. e", In~_

lSi a "-'fading ped,alli'~asDfi pedal which tra vels to its I" ' n "t- i,. ',,'~ Ith ." It' t'hl ". ,c, .. · ··.·1 . iolid f: _. 'li'" ',' .. ' -U' ~:'. ,o I . .Iml W,I,_ . ou _" e usua, BOd_ . ee, ,ug" "Be

UniviB 40 bydr.a.ulic ,fiuid for refUUng.. Use the followingprocedoreforr'efilliug or bleedJng,.

EQ,ui,pm.ent n.leceasary:

1. 1 Blotbe,ad a·crew' driver.

2. 1 adjustable 'cresce'ntwrench., B. 1 Nci., 60 dr:O:l.

4. 1 d,rUI press. drill moto'r, or hand brace. Ii. 1 bleeder 'tee assembly. (P'art. 460 77'0.) 16,. 1 1.0-32 x \0'1. eeuntersunk- P,hiWpa bead.

maebi,n,eICI'eW'1> .

'7'.. 1 10, .. :1::.: hex nul. tt, 1 hand pump,

g, .. , I pt, U.ni vis No, 40 hydra:u Iie fluld,

Procedure:

1... Remove the compresaion nut fromth'8 bleeder tee assernbly (item 6) and. removethe

rubber and steel wS!she'rs.. .

2;;, Drin a No" 60 hole' from the bottom of the Phlllips recess through the screw shank to the end orthemachlne S'Ct'8W (items 8, 4, 6.).

3" Place the serew with the 'bead inside in the compression nut .. Put the nut (item 7) on the screw and draw it tight,,, Reasaemble the bleeder t,e,~ 8 s,semhlly .. '

,4.. Remove the slotted screw from the bleeder 'tee 'v',alve '1')0, the air'plane. between the, brake line and the wheel. Use screw' driver (item 1). .'

6:" Attach. the reworked bleeder tee (3 above) tiD bleeder tee valve .. Attacb this -a,(U3,em .. bly,to the .handpump (item 8),~ R'e'm.ove pomp plunger and put hydraulic fluid in pump barre]

(item '9)" Replace plunger.

16.. Open. bleeder tee valve with crescent wrench (item 2,) to Apply pressure to pump until system :i.sfuU of hydrauU,lc flui.d~ Hold pres ... sure on pump and close bleeder tee valve ..

'l ~ Open hex cap screw on top of hydraulic pJ'ies,su:re unit 1;2: turn, .. ,

,8,.. Press front, brake pedal in. about . 1. Inch and hold it while the c8'pscrewis tightened. This \V.i II .give'8 free wheelwhen the brake Ia

ulr I'l nd ,21 nil'''' H,U Uil"i,"'U t. brn Ill~' ,vI um the pt,~,thd

.. ill,

),8 m,

9.. Remove excess fluid from floorboard \,th~iltll \\'",as, ,f creed ou t of hydraulic p,r,esBUN! unit by the pedal action ..

10.. Remove 'pump' assembly from bleeder tee vQlve andreplaee the slot bead 8c:~ew aite,r the brake has beenchecked forp:roperope:ra.tion, C:heck ,8,11 eonneeti,onl to see if they are

"ti, .. h t."- -

11" 010 not Iet any fluid get on, the brake'lining or on tbe' fabr.ic of the airplane, Do 'not apply pressure to the brakesat any time when

the wheels are removed, .

12.. A ron ntin e Inspection of' the brake B,:YO,tern, for Jeaka,g'e is advisable ..

LANDIN'G ,GEAR FITTINGS: An hinge fit ...

,tin,ls should be: 'I,D bricated regularly' '\vitbeng'ine oil and a check for wear or looseness, a hould be made, As the binge fittings: are bushed with atee] in ..

t th - -b - ·1 . d t" -. i

~'Ie' •. " C!' - c- e'- l~e' ·m·· '8·Y·· 'e l'!l!·-e· 'p", 's- ,p.e' ,,', , -0' 'rem'·' Inve' -, "po !FI,y.··

",,' .. ,' _.;:J,~.I .. :;.;j'. :,,:.' '.-' C"·~',·'.·""·.C· ,.'>~,'"'_ ·.V.,'·. , .. C~, .,.

Bolts should also be: inspected for wear and replacement should take plaee at fhe first ;signs of vt'e'ar.,Endp·!ay should he: removed by the in ... , sertion of washers of correct "thicknesiS ..

TAIL, WHEE,L: A. steerable tall wheel with a '2: .. 00 x 6 solid tire wheel is standard equipment ..

zz

F'USEL,AGE FRA.IE:: The fuselage fram,eis

constructed of' steel tubi 111:" welded attbe joints ,to form a rigid, braced, truss ... t,yp'e structure .. , A number of highIy stl"e..q;sedmembers a re of chrorae-molybdenum 6te~el; all other members are of 10125 steel,

If it becomes neeessary to replace 8,:ny fuselage mem bers, sleeve type splices should be made in aeeordanee with practices outlined in. Ci vi I Aaron.s utica Mauua:1 l! 8,. 'Use only ai rcrafb grade of tubing as speeifted on Piper Aircraft

dra lvlng.s.,· !

Ait'er replacing membera, clean seale from the welded Joints; and app,ly an elf eetive proteetivecoatl ng:. such as zinc chromate' prlmer or Roxalyn .Paladi n Primer No. 12:412, to preven t corrosi on, Use Rexaprene Corrosion Reaistant Finish No. 1 ... C ... 202:491 on all the metal frame members if' the airplane is, to be used in highly corrosive atmospheres such as is found along

the sea COBS t. '

If the fuselage has, been "Metallized" forcor .. rosion pro ofi n.g , remove all of the ,litMetaUized ,.,;

coating 'f'rom the area which Is to be welded, Th,is is necessary as a 9,atisfactory weld can ... not be: made: O·Y'8r' a surface which is covered by the U)le'tanizin.g',.'~ ,This ,cleaning is best aecom ... plished br pai;nti:ng a 8,trong 901u tion of sodium hydr1o,xJde (caustie .soda) over the area to be welded, A'ppily Bufficient amounts ([lif t'h~9 sol ution to clean off aU traces of the aluminum ·'~M e:tall:izi:ng'lI s,nd then rinse thoroughly with

water ..

23

N',O-C' -T" ,-E-"·'::·' - A·.,····· e ;:- 'urn': ulati on If'! "0' ,f···' ,·d'· 'i rt in' t h e e n,A1"i"' ....

'_'._ '.", · .. ·c'. ' _'._. ,>iI:",",.~ ' _-,-,.ac._., ,a__·1.iI'IL;;a··

'pit and in the crev,ices between" the fuselage tubes and t]:le fabric covering'ubould be r.,

-, "","""...1- ........•... , "~ malh ... .. - c· .... ·.'t' ,.~-\ c - -")') L,..... . \..

DIUVI!U, oceasrona: J~y as mora ure WI '_ PC aU"'"'

bed b t h di t' _ "'t-' h tn- _.. . ·"b' ")""'ty f' - .

'."";,''-,. I'i,":' II' i ' ' .' ,'c· .. ·•· .;.', ,"',' i'" , .'. ,,': ':': .. '

sor y '_ e mr WI n tne possimut 0, eorro-

. f' b 'I' t A I-~' ilL" f th

sion Ol"'ia_r],cro,~ ,······.reguJsr lDS.]leCLlon 0:, ". -:_e

] .',','. '-.", ]" ' .. , ', ..... ",.'--' .. ".,-. the ,. .... ,"I, ... ··.-.·-:'h,· ··I,d·- be

_,Olver ·ongerons near ~", e tal, PU:Oilir II, OU "", _.".".

made t,o guard againat corrosion.

- '.

ENG1NE MO'UNT: The engine mount is, sim-

liar to tbe fuselage in eonstruetlon, An oecaaional check of the bolta attachi'n,g the .mount to the fuselage should be made to. see that these 'bolts and also the engine ,attaching bolts, are anug, Do hot draw theae 'bolts too tight 8S A, failure in, one - of the bolts may result,,' It should 'be remembered that ter ... , r'ific loads canbeput on a bolt by overti,:h'ten ... in,g .. , Cracked, e:n:gi:rie mounts, should be replaeed with a newmount since repairs are xeneral1y

:not B8:ti:Bfac,tor1~ .

In bandlln,g tbe plane on the ground, eare should be taken to 'p're'vent the ap,pli.ea,t~iO:D of loads at 'points 'othe.!: than 'fuselage elustera 88 bowed. or kinked members may result, Wood, iai,ring' Btr,ips are used to giv'e the: fU8!elage ita, fo' -m and ""'DbA: 'h'lou'L.- ,..I",,~M':~ bv' ."'u'~h

__ r .. _ W1~ ~ ....", UOI .... , .. '.:;JIUII ,~ .. v _.

,hBD,dliDl'_ _._

Z4

s,~;c'rrl0N V CONTROL, 8URFAC,ES

A'lL,ERON: The aileron structure i.B of aJund- ..

num 8no1' with fabrte coverm ... ~ A

f "I' I, ... ' sd ,·-1 . .mh ,urn", , s· '1110: y' ,',' h' a'· ,0: 'e)". - .. D" tho ... ', , "

orme " 8 .U ~ " )1. .. _ ' . " ,I' , C,· , ,I ,n " ru 1,8 __ ' ,e-

length of tbe aileron and aerves 88 a main spar to '\vbic,h is, attached the nose former ribs, 'D.081le CoOver sheet, traili n,g edge, ribs. hinges,a:nd horn ·fitti,Dgs!I 180ft aluminum riveta, are used toa,ttachthe cemponent parlato th.e spar,,, 'Vhe'h it becomes, necessary to recover' the aileron, it is, advisable to eheckall r'jYeted joints for looseness. The security of the h,inges and control attachment should be dete,rmined.Lubrteate hinges ocea.si:onall.y w.ith l.i,lh~ engine oil and cheek for cotter pins in 'h'in,K'e plns ..

VERTICAL FIN: The vertical fin has a steel

tube leading edge andrear post, The: ribs a'f,e of carbon steel channel, A short stub of steel tu.be j,B we'J.dedto t,he: Iower end o,f th,e leading edge' s:pa,r and fibin'to· a tu bular socket. in the: fUselage .. AN bolts f:asten, these parts toge:tD'er", During 'periodlc Inspeetiona these bolts should be checked for tigh~ ness' and proper 8afe:ty~

RUDDER:: Tbe rudder hasa steel tube lead .. ·

fng edge and t,rail!ing edge and channel steel rlbs, Nomainte'D,anee other 'than. an inspection f,ol eorrosion durlngoverhaul Is necessary, Drain 2Tlommets in the ru did e.f' fab ... ric eover sheuld be kept open. The binges, attachjng the rudder to the lailpoat and fin rear spar should 'be lubricated w,ith light engine oil" Aecnmulationa o~ dust and dirt. on hinges ... ,1.. ould b' '-e." "~"n"IlIo.' ;'til' .... ~

tuJ, ... 1 '. .r, I .a. I!' ji!,L.I,'- .... 11;\1 ..

.25

,S,'l',\,'BI ,IJIZ,I'·~H~: "I'hf!'~ s"IJ'lhilJ~u~·M. have n Ht'l~,d

(rnnlC consiatl ng of sto~d tubular leading and trailing. edues an,d channel steel ri bs, The Ieadi hI' edge bas a tubula,r stee.1 lin.er- joining the t\\I'O sides uf the stabiUzer through the: stabilizer link tube, Th,e, link tube is attached to thest,abUizer' yok.e which Incorporates ,8 serew meehenism. ,A puUe:y on the lower end of the sc.rew is turned by means of an endless cable from a erank on the left side of' the eockpit, B.ymeans of this meehanlsm the Incidence of the 8t~bi.liz,er rna),' be ,adju8ted ,over 1ft range of Be'v'er'a~ d,egrees •.

. A tubu lar steel liner j olns the two aides of the stabilizer- at the tra:ilin.g edge and, this liner passes through a short tube installed in the

. fuselage, A.n occasional. cheek should be made tp Bee that 'the! bolts attaching the leading and trailing edges to the liners are drawn ,Rnug and that cotter pinaare in p,I,.,ee ..

,S·teel tiel rods brace the:stabi.Jizers to "he fin and fuse'lage" Theae ·ti.e rods should not be rigg·ed tig'hter than, D,ee'eB,Baryas hi.rh loads may' be imposed on. other' parts of the tail sur .. · faces or fuselage, It should be remembered that even with the. tie rods rigged. r4ftabby," they wi.ll be tensed by a very sJight, deftection of the surfaces and thus win do their work as wen DB i:f they were rig'ged very ti.ght]Y<l1 In ad· .. jus'ting' the tension of the tie, rods, care ,should be taken 80. that marrina of the rods wUI not result .. Fri.cti,on. tape' should be wrapped around the rods near the: threads .. 'Pliers m-ay then be used 'to grip, the ·wi.res. but be certain to :grip on the tape!!'The nipple may then be turned 'with a wrench after the locknuts. h,Bvle been loosened .. , The threads at eaeh end of the rod must be visible through the end o,f the nipple,

26

A lin.e' Inspeotjon of the tie rod end fitollDRS should be mnde to cheek cotter pins and Jock nuts, See that drain. grommets on the under- , surfacespermit free d rainage of .ny 'moisture

which m,ny accumulate, -

ELE;V AT'Q"nS: T'he elevatorstructure is v'e:ry

similar to the rudder, No maintenance ,ptb.e:r than inspection for eorrosi:on Ianeeded, The binlresa'ttaebin.([' the: elev,arors to th.e s:tahilizer should be elea:ned,a'nd, Iubrfeated wIth light iengin,e oU. at·frequlDt Intervals, Kee.pth,e drain ATom.meta open for free

d'rDI~'I- -,'-'.' o·f,;·t;b·: ,DI"",-_ .··m"·-·,--I,ted·;,c-····,m.-o·:i-d-:I'.a. >ft,lDBge.,--, .e ~cu ,DB . .'./ •• IIA.Il!lin

A final word of caution In regR,rd to, p.rope,r D·IiIJ'I'-e.: o.· •. ,f; the .. ~-jl su ri. ·.····.···-;·c··'e-- b.r·a··-."in·.'·· .. ·· Do n.ot use the

'I!I.PO. _'. .... I.a.-,.. . II _...'" . a.. -

tail ti,e rods fOlr purposea 'of'lifti'Dg 01' handling the airpla,ne.See t,Ilat "thi,s ro'le! i·1 ,Htriett,. anforeed ..

~ 1,~111. ~ '1' J (-:1111. N···' V' ... ' ,I u,,,,.,,,,,· ,'., "i,

'CONTROL ,SlfSTEM

ELEV A,T'O'R,S,:The 1'ore and ,aft motion of

- - - - - - - - -

thecontro,l sticks is transmitted back through the ,fus~el,8,ge to \.he eleva-

"tors by means olf the followin .. J:inka,ge: The stie'k,s are mounted on a 'torque tube whi,ch. passes, beneath the ,(roB't seatabo,vethe floor' board, The lower ends oftbe stJc,ks are con ... neeted tI.J a pUBh.pullt,ube, which passes threugh the torque 'tu,1}e and Impsrta ,aetton to, ,8 ,beUeran.k located behindthe 'rear aeat, 'Two 'IL"'>~'b 7".0·· '1.'9'. ~.·~··,"'b"I- eteel eable ,·.·CC attached 711: Inc, X , " ueXL e ,see ea~ ,ea B,re ~_:_c"'C" .'.' ,

t c, ·,t'tr""", be ellerank '0', d areeo ' ,. ',' ··'ted.· , ', 't-', ·the '.,D,D,.

'0 '.ul,S ,:,.·""CI'SD". an "are, ,cannee, -._. B,' "' __ ' r~

tothe el.e:v,atol' horns bym'ean8, ,o.f turnbuckles ..

An oecasional Iubrleation oft\he e,levB'tor bellcrank located behind the real" ,Beat will reduce eontro] syste:tn fri'cti,on and p'folong bearing Jife.See that aU turnbuekles are, free to rotate on the horns ..

I

AI'LER,O'NS,,:The lateral motion of the COin ...

tl'ol sticks rotates the torqu.e tube", to the rear end ofw'hich is attached B torque tube aileron arm, 'Control cables are a~ taehed to 'fbi,s arm and pass over p'henoU,epnt .... leys at the edge of tb,e .~floort uptbe . rear edge o:ftb,e .front lift ,s:truts ,throug'b t'bewings, to the u:ppel aileron horna, Where the cables enter tb'e wings, as 'w'e1), as at turns within the wings. they pas,s over phenolj,e pulleys .. Abal,R,nee ca ... ble ton:uectinl the lower aileron horn in, each wing' 'passes along the r'Bar of the fr.oot spar .. Lubr'ieate aU 'mo'ving parts In the aileroneon .. t "1' 1 1 lth 1-'" 'b' ~ ll to' ~.ro. syate'mre,gu' ,ar.yWJ', :,ll'~'t engme OL~"

reduce friel ion. Inspect 811 cables for wear nt pulleys and fairJea.ds,.

If ,it becomes necessary to rig the ailerons, th Q f'o-,--tJ]o,·,·v·l"·n···g· meth od sh iou ,)- d b e employed ,Ii

,~ _ . ·1 '," " ,~, "_",,_,.1 _ _:_ '_ 0- '"_' _ ,. _.. _"', ~'j '~" • '._ '.,' III

1,' ",iI-' If._, ate eo "D':t' ·01 at· I" eka alt mid 'p- oin t o·f·,' l'BI""

_ .LII.JC"B _-,,,", "'_",: .11 '. " g.' .... ,.... . I. '1,1 .. ,',., , c'U' '"" ." , _': I,"' ......

eral t,ra:vel ..

2;0 Line uptrailing edge ofaileron with the Inboard wi:n,g trailing edge ..

,3. ,If the aileron is too high, open the turn ...

b,u, ek .. le on the C'R" 'b,:I, 'oI'!Iio a ttaeh Dd,-·.·I-- the u 'p' per

I ...... _'Ii;ii' v,!, ,_ "¥' ~.c._ ... ,_~~ _,'itllJ,. ~ .~ __ iAJ _ .,w . ,: ,_.- .. ~,_-,

aileron horn and then draw u.p turnbuckle Oil cable attached to lower ai'leronhorn the same amount,

If t,he' a"ile'ron Iatoo Iow, the aboveturn ... buckle adjustments are: reversed, Not more than two threads, are to 'be visible ' at either end of the turnbuckle barrel ..

4~ Cb,et:,k to see .t.hat there is no p].ayor Iooseness in the action of 'the ailerons when the control slick is moved,

6 .. ,g,aie:ty all jurneucklee and nuts. Use 1 strand of .. 040 brass wire to safety the turnhuckl e:s .. , 1'\ may benecessary to €f.i]ec:k through tberi.gging sever-al times In' er .... der tog,et the proper positi.oni:ng of all parts ..

RUDn ER : The rudder control 8Y8ote~m Is fair ...

).1 simple and veryllttle. maintenanee is necessary, Inspect control cables at the fairleads under the seat, and those at the rear of the fuselage near the taU where the: ca-. bles pasa through the fuselage cover, Bee that, rudder pedal return springs areapera.ting to hold the pedals. ferwardvCheckthe turnbuckles for proper adjustment and ,Bafety", Check the tail wheel, eonnector cords or spri:ng:s to see ·that t'hey are in good cQ1ndi.tipn ..

""lir'!i ~

..

8'rA n I LIZEIlS:' ~rhl!' IOI"'1""rd OJ" lJru::k,vnrd

motion of the crank on the Ief't side of the cockpit i.s t:rR nsmitted ·to the stabtliaer adjustment screw by' means of an end less, fl·e..~i ble steel, 1/16· inch 7 x 7 stranded cable, The: cable passes around a .. vu groov'e pulley attached to the crank; then back-through the fuselage to another :I·V·' groove pulley on the lower end of tbe [stabilizer adJuB,ting screw,. Turning th.e crank, forward o-r, baekward rotates the screw which in turn raises or lowers a stabillzer yoke attached to the ·frout of tbe stabl lizer. 'This, alters the angle of stabilizer incidence which ccmpenaates ,for' "1l0B'e hea.vy" or "tail heavy" eonditlons,

'U nde:r no lei reumstaneea should the stranded cable from the eockpit to 'the ,rea,r of the fuseIage be lubricated ,as tbis may CD use alippage .. If it becomes necessary to Increase the tension on this eable, an id ler pulley adjuatment Is 10'" cated at the tail near the front. of' the atabijizer and Is accessl ble b,y removal of' the inspection plate on. the le:ft s:ide of tbe fus~lage,,: _ Do not tighen this ad] ustment exeessively 8B bindiu,g' of the' d.riv·jng' mechanism may result,

The stabilizer Indicator is operated by a fine steel wire 'passing back from, the control crank in. the eockpltvover a eompositlon pulley in the· tail, of the fuselage, to the :Btabiliz,er ,yO'kB" If any adjustmenta are made to the ,Bta"b.I,U~r in ... dieator system check to assure correct fune-

"_'_ .. -"'-'_~_.""~ I __ J~I'I""'I'I'I:_' -~J :: .. ~,,'~,.-,.- '" ,_,:,,-~._,,- '_._." ,_',

t.lonl.ng o.fthe stahl hzer:.,· .

A return. spring' on the BtabjUze~ indicator. mechanism Is located BOO'Ye· th.ee,ta.bU.izer adjustment crank and is accessibl[e by rem,oval

of the Indicator falceplate. .

30'

SECTI'Q'N" VII ,FU'EL· S,YSTEM

F'UEL' IT' - i "N- K T" IL f" I t -k· I ted" ,,, th

, ,'I', ',I__: ,14,>,_: lie uel tank J8Ioc,a:.:.' In" .ne

. ,ftis1e)age j ust 'be:hind the fire-

wall, and has a C,8p8citf of twelve .an'OIJS ,('V,,, S . .), This fuel tank is supported by fl,at steel stra ps lined wit.h felt to prevent ehafing •

. If it becomes necessary to remove the fuel. ta:nk, drain fuel" disconnect fuel line and shutoff' valve control wire" Remove filler eap and 8 .. U linea and controls which run under' the~ tank to the' Instrument. pane)" Then remove 'the diagonal fuselage tube running from 'the upper right Jon"geron. to, the center .of the fU8,eJage cross tube at the' floor behind the firewall .. 'This is easily done: by' removing the bolt In each. end of the tube, sUding the tube upw,ard until dt clears the lower ~ttin,g, and then ,B,nding it downward, outside the Iower fitting .. 'The tank may then be removed from the, cockpit with ... out removing the cowling.

PRI,M'ER : A primer to assist in ,starting' the

eJ]g,j Hie i8 mounted on ithe Instrument panel. A fuel line rune frem the fuel strai ner U:PI to. the' 'primer pump and ,8 return line runs, back to the engine .. Alw,a:ys Bee that ,tbe primer plunger seats firm,ly as Irregular operation 'Df the engine: may r,esu)t fr,om e, leaking needle valve inthe primer pump., It is reeommended that the primer be used .sp"ar.ingly'; raw .188 waabea the oil 'Urn off the cylinder wans with subsequent excessive, weal' resulting.

31

t",A I,~ Ill.' I,t, l'I,:'I,"l' l\ 11111: i;\"J' )'11] It: ,:\ 19:II,·bu l'·l~tU'I,·' ;I.,cu L ...

er is i nstalled on the engine' and [S controlled by" a push ... pull con .. trol on t he: right sl de of tilE!: eoekplt below the dOOI".,The pilot' ean J~egulate the temperature of the a,i r euteringthe carburetor byadj usting this eontrol .. For most economical and effi,lcieni

, 'operation. set the heat control ,to provide just enough heat to' result in smooth operation of the engine, EXce,ss heat merely reduces power .. It is always ,advisa,bJe, to Bet heat control to "Full On" "'po:sitio:n during long glides such as an approach fur ,8 landing 8S, this wiU tend te keep thee engine warm and reduce the possibility of the engine failing' to aceelera te when. the throttle Is opened suddenly, When ieingcondltiona a re preval en t it fa recommended that heat be- applied "Full On" to prevent ice formatlan, Preventative measures are easier than corrective measures,

Extr,eme care should be taken In 'hot weather to seefhat nocarburetor 'beat Is used otherwise overheating oftbe engine may' 'res ul t,

The points of the fuel system. whleh require

regular servicing are:

1.. Fuel Strainer ..

2.. Dral n j n fuel tan.k ..

3······· Strainer in fuel tank ..

. '

FU.E'L S,TRAINE,R:, 'The fuel strainer Is Ioea .te d 1+-n·· t .h ·e·" enzine e "0· .m··· ... ,

",.- ," ,Ill,., .... -, .. : - - --"- --' - ~ '-b'. :.~ ._':_:' ...... '_," " ..

partment and should he jnspeeted daily' ,.forac'''', eumulations of water or sediment, It fs a good habit to remove bowl and screen from, the fuel strainer at )'88:9t eVlery ten. hours and clean both and flush the ] ines by aUowin,g fuel to ilow through 'with bowl removed ..

Alw, .,,,_ .. "f-' tv ,-' _'t .' .. .,J-- bowl ···f' tor '-'-::"-"VrA .\\-a\f', sarerv nu nnaer 0\.' arter Her ic-

• -. 1ft ,- - - _. . - . . -- . . .

. -

"il'nu

1.1 :6'.'

'T'ANK DR,AIN: A, drain is located at the rear

. of the g:u30liuB tank and Is

accessible from thecockpit, Removethe drain plug at frequent Intervals to al\ow' water and sediment to drain from the tank ..

TANK STR,AINER: A finger strainer is, in-

corporated in, the fuel tank outlet fitting to which the fuel line at .. taehes, Tbis fin,ge-r strainer' i'.s intended toprevent large, particles of Joreigntnatter entering the fuel Iines, Tbefinger strainer should 'be removed and cleaned every 100 hours by re ... movin,g lhe fuel line and. all fittin,gs froQ1, the bottom 'of the tank,

33

EL~' E'C' '-T' 'R'"" 'IC-'A' L S-Y":'S'~~'~T" 1;'1'11.1' An eleetr -1·II!,,:a •• ~,',l ':'Y-,', D~

~- ". '.,-". I ,,-.~ ,~_,' •. _:_::',~__ :"_ ~-:I ,. _" ~,.'-,~,.l": _ ~._~ _ _ "- _ ~_ ~

tern is not stand .. , ard equipment on a (]'ub Special 'Tr.a,ine:r+The ignition swi tch support panel incorporates several punched holes for mountinz the navigation light. switch, etc, ,

IGNITIO:N SYSTE,:M': The ignition system for the: engine is eomposed of two magnetos which are connected to the switch on the left side 0,," the: ceiling ..

The "ri res eonneeti ug the switch 1:.0 themagnetos 'passthJ~Dugh a ,r'U bber grommet protected op'eningin the firewall .. The wires are covered with a f ormedalu'm,inurn aUoy .ehannel where they follow the left front fuselage member' from the instrument panel to the top o.f the windshield.

1,., Engl ne mount and attachment 2:.. itlani.folds securely attached @'

3,. Fuel strainer (, flush) . 4:..P.rQPeUe~r •

,5,., Cockpit controls, operate freely and move EUl rfnces wi thout excessive play",

6,,, All bolts, nu ts, and, cotters in lift struts and ju:ry struts ..

7" Hinge pins aafetl ed In aileron binges ..

8.. Hinge pins in taU surfaees and. brace wires and fi ttings in. good order,

9.. Ma.in Iandi ng gear bolta safetied,

10" Tires, p'l"operly .i nflated,

11" AU covering In good condition,

,20 HOUR INSPEC'TIO'N

l"All items under "Line Inspection,"

2 .. , RBm,iQV'e drain :plug .in bottom of gas. tank with tail on ground to drain off water.

3., lnspec~televato:ra.nd rudder eon trois for eorrosron,

4,~ Lubrfcate all mevi ng parts of control .systern, and Iandmg gear. (' Do not oil or grease stabiliser drive cable from. eoekpit

to talL)' .

Note : Wipe excessive oil 8S this wiU colIect dirt Iormlng an abrasive which is Inj urioua to 'bearings ..

It Check brnk .. ~ action.

[6,.. Removcexhauat stack or muffler shrouds and Inspect complete: exhaust manifold ,system, for exeessi ve sica li ng, cracks or leaks, If damaged, replace with new ex-

haust system, -

'7'" C'~eck aU engine eontrols and piping'"

[81. Clean oil and dirt from engine 'comp,art ... ment ..

9,11 Cheek ta,i] wheel fit.t.ings for excessive play or damage .. Lubricate ,B,pindJe. Gbec·k. end pl,ay in spindle shaft' ..

.1 o. Remove - mspeetlon CO''1'er' at ·tailpost and Inspect elevator cable terminals at horn. and stabiliaer screw mechanism,

11. Remove ,B,nd clean. and re-oil carburetor ai.r 1iJter '"

The' ~OO,' hour perlodle inspection. should inelude all pertinent items of [CAA Form 919' and must be ac.compUahed by owners of airplanes operated for bird at the expiration of each sueh 'period.. PertineD't Items of CiAA For'm 819, must be accQmpl:i,8hed 'by pr'ivate owners (.th.os·e

h d· . . .... 1-. . t, .. ,. it11 . f' hire)

VI 0 '1;0 not ope:rate ·:'_',IeJ.l,'· 8Ir,pIIJ,a:nea · :o,r ~'. ire

at ·the time o-f thei~r &IlD'~al Inspection prio:r to . reli.cen.B:hlg~ How[ever, in the Interest of' CODti.DU,ed aafety·, .it is recomm.ended that private

. own.er,B acc.omplish the inspecUonat morle fr[e ...

g,nent iU·te"B,ls ·tb,an. that [.et up ... required,

,A line inspectio'll of the tie rod end fl tlinR'S should be n'futt~ to ebcr~( cotter pins" and lock nuts, Bee 'that d ra in gl"o.nlmets on the under ,: "ul"faces·l]le'rmitfl"ee d rai )lage of ,aDY moisture

\'~h'i'ehmny accumulate .. ' -

EL,EV ATO,RS: The eJ,eva~to:r structure j,B very

similar to the rudder. No maintenaneeother than ina,pec:tioD for cerroalenis need,ed..Th,e binges, 'a'ttaehing the elevators to the ,slabilizers;hould be cleaned and ).ubrieatedwith light ,en,line oil ,at frequent iPM tervala, Keep, the drain gromm:,eta open for f,ne drai - ,~"~, 'o'-'f' t"b-e' a,~,.! '-m'-"u:'-I"a'ted,- 'm, "!Oil, ,t-,1Ii,.,e.,

, a ,nDge ' " , ......... 0.,-'-, __ " "__ UI! ,'"

,A final 'word of caution in f'eg.a,rd to proper eare afthe tan ,Iunace bracing,., Do ,no,t usethe tail tie rod,s for purpeses of' litti'ng or bandOnr

th '.' 'I ',' 'Se,,·", tl\'-' ,t thl" -, 'I' ,.. "tri" "t' "I' -.

I·~"' :' '-I I _. -r 1,-',' ". ~._'.' - ,'I '-, I"' 'I, "I' ' '-" I' -". '"I ,- ~ . " _

,e alrpane...e" II,. "I rue I a, ,C ,yen

forced ..

b)r llint"bes of I'utl e.xt'l:~Utnng lJt'yuud call .. Keep gn:B g,;tuge' "'Od clean nnd f'D'loo't'h with C,t,"OCUB cloth. fur ,acc,ur.a'cy and freedom 0:1' movement,

• ,(:2), Pheck oil level in, e:n.J:ine: IUl,m,p' ~,y removing oileap ,andg,auge. 01.1 stlek should, Indicate oil level up ~' index m,.r:k of 4; quarts,~,

(8")' 'C,_· h eck "-illO;°ed·-·o'm·· '0'· f' movem ent - f'"

.>.: .,,1 ,'.' .~-~~~,'. ._ :!L'~ ,>_ I I, _ '.:. v.1I"~ 'O~·,

fii,lht ,Bod engine: controls.

(1) Chock wheels, or 'bave occupant who i.sfamiUar with controls set 'bra'ke'8 in cabin,

(,2) Ignition s'wiw,b OFFi~ V,erify.,

(8) Se:'t 'throttle: approxima,t'ei,y 1/10

(4) PUB,h f'uel shu\.o.:11 ON"

(6) Turn. pro-peUertbrough several

t- .. _lmes, ..

(,0:) Turnigniti,IQIl swi:'tcb ,ON,,,

(1) Start engine by' puUing propeller ,tbrou,gb 'with a sna.p ..

CAU'TION .----- AlwaYI handle propeller aa if ,B'\¥.i,tchw1er'e "'tON}" ,Stand. 88. fa'r -in front o.f

,llfopeller.u poald~le .. :U~ful ~th handsand .. :Kra'!lP one blade ap'proxlmately mldw,ay f,ro!m.tip'" Do .not Dve,rgnuJ,p blade. Do ,n.otwear ,long', I OOB,e cJothing .. -Yak,e sure footing' 18 lid" to, pr,eelude posaibifi.ty ,of feet ,Blipp,inl" ..

(8) U !en.ine does not start. turn I'witch OFF'.-Tum 'prime,r lmob··tonDlook. p:gil

out. ,1.'lunl~ II hr.·t." UI' fUin~ liUU1:i,. Itlu~~n resent )J_l~,illncr nud Iock by t~.1 ruing in opposl te direetion, Iu extl'"'en:H~'ly cold weather a ,fe.w strokes of' the ) srime I" us t.hO' engine startR wiU enable it to keep running, NOTE-Avoid excessive primingR8,it eauses raw aMoti.ne to w,ash 10- b""j;cating oil from engine -·,cyl.inderw·.Us.. Do not prime warm engine,

(9) Repeat ,stiutingpr,oeedure8 6,. 7 •

.

(10) If eng,i.ne loads up and refuses to start, turn iignithin switch '·'OFF." open throttle

"'d' d ']11 h 'h'b)'" rd I,

\V1 e ann turn. propener t,lroUg .. 1 ,_:,_3C,i\Wa-j8

several times to. unload. excessive gas mixture in eylinders, Then close throttle and repea.t

t- ti d

~ : . ~ , ,----:' 'I - - - -:-, - ."-. -~I!!! ::- , ",. -'~ 1-:' , '1

.8 arJng p,lote, \Ire ..

c. ENGINE WA'RM-UP

(1) As soon. as engine' atarts, advance throttle sli.l'htly to idle at 700 R,,"P .. M~ Check. engine Instruments, .If ,oi]; pressure gaug'e does not indicate pressure within 30 seconds, stop engine imm'edi.ately·, check and correct trouble

b t . ---- f-- '. t h - - .. '.. ···t·'!'·- '0-·1' ter '.. . t' .'

j , :-. . .: ',' .. 7_ ' ,1"1 ' '.' .; _. , :-_:., , I'" • I. " ( :: " . I' :':,' .. I: ,_,' - .: I 1'1' .. _'"

_e. ole any.· _ ur ,_ er opera .Ion.. ..1... _ mpe,ra, ure

d'uring operatlng ehould mot rise above 220'DF .. and oUpressure should. nat fan 'below' 30 pounds, With, -engine wal"Dl1! i.dlinc speed should !Il, ...... 11:5'0:-: ~'O"O" R" p" M'

lfts -ur, .'.' '.-'01-,_,,_', • __ '~-4- ~~-'!II,!-'.L_:,.

(2)! Rev en '. gine up to 2:100' .R .. P'ld,,, on. both m,agn,eto9,,, Switch to LEFT and HI'GB'T' magnetos" B.P"M" drop Bbould not be over

'7" r.:: R- ··P'M··.·· C·.-·.A·-··U. ·TI.·I'-·IO. 'N"-" -n·.··o- n' ···te "-.".' .1· .. · ..... - I' '~-'.-

'u ._'. '''I : 01<'.' ",. .,,", _ .' .,' '." _._. .0" o.perau: engIne

on either' Il'ingle. ma,pew for more tha·ft 90 see ... , oDds at a time, 88 this, tends to foul tbe nODoperating8park plup in the l.pi,ti,a'A clreui·t of' themapebJ, that i.-swib:hNl off ..

,0. ,S'rOl'li!J:N'G I~NG,lNE

•

(I,) Never cut switch immediately after land.in.g IRS this causes engine to 'cool too'

rapidlY,. -

1(2) " Idle en.gine. es,p!eciany in high 'tem ...

t", ti dOt"" f' "I'"

para, ure opera I,DII' ccQn~ I aona, " :or severai min ...

utes .. ,It is advisable b;t 8wi~h to each magneto for SO second Intervalsto allow gr'adual 'cooling of ,engine., This helps to prev·e,Dt 'Dverh,ea,ti'D.g of spark plug Inaulators aud win lessen len ...

danc'~'y" f" 0' r nat, ""te- :'r'-fir' I:liinlll""

~ .. "" , ,', ,'_c ',':__C' ", -a-,

(:3) CllIeck fOlr 'C8i'rbu:retor heat Q'FF

d it "dl'~

'I ": ',-:' " I' ",

urmg 1" ,I,nl'.

E. TAXIING

(' 1 ') Open throttle to start airplan,le in motion; then close tb'rottle: to a ,8,et,tiJlg IUlffi ... , eient to keep airplane rolling, Do not, keep' throttle advanced 80, that it Is necessary to C'Dn,lrol taxi speed of airplane with brakes. This causes unnecessary wear'snd tear on bra'Ji:es and tires ..

(2) Taxi, s.]owly (speed of a fast walk) controlling direction 'with rudder which is connected to a staerable tail wheel, Use brakes only for positive, precision ground control. wb,e!D necessary .. ,

r( 3) 'T'axi, upw:i.ndwi th stick back; downwind with ,s:tic,k fo.rwa,rd.Wbe'n ,ground winds are In excess of 15M .. ,P.H". turn Into wind using ailerons fn direction of turn; ,ap'p'ly ailerons Bwa.y from the turn 'when t"urn,ing downwind. T'h'i,s procedure helps to prevent the wind "pieklng up" 8 wing during windy" 'gusty conditrons. Always make ground turna ,slowly ..

(I) For takeoff use full throttle, headed

.. t· ". d A'· 1 C d - "'1'1 1...__-

tnOWU1-,~ ·· .. trplane Ioac ed Wl_'. ~om,e air-

borne .ntapPI"oxinlately 89 M~P,,,H", Best climb

speed Is atanindlcated 65 M.P .. H.. .

(2) Ilidiea,tedR~P .. M!!, for cruising speed ' of 7'3 M",P~J-I" ja2150. Take--oWR"P .. M. is 280U. Do b,ot, tl,.V"_', at, f. ~·u.-II·.,~. t hrottle 0' 'v,orc,. ,1:1! m'··· dnutes

-oJ' _. - - .. _JI .. , .. _Ie ._ 1.iI. I!J; ".u.~ ..

(8) _ Us,e CARBURETO',R AIR ,HEAT when engme runs -'rou,gh'"and. taebom,eter shows drop In R.:P.Mc which may be due to ice

fc -, ··'c· - ..... .. rb ... - ·1 -c .. _. T' C'I_ . he ... - ·t··· _ ·'·h-·· ... 'Jd!. ,-

ormlng In c:ar,]ure,' or.. . ,He ,omeer B __ OU~ _.. ,re..

cover to, within ,601 ,R",P!!,M" below normal when u.Edng carburetor beat. Push he8terto"iIJ'OFF~i posifion, and. if icing condition bas been

- el ea fed" R, .. P~M'. should. return to normal, Con ... tinned use of carburetor 'beat will only' causa increased fuel consumpticnand lOBS of power"

(4.) ~,axj,mum perloissab'le diving speed '. l"n ·M· . P U· " .

IS . ~_' ! .. , '.' __

G~ APPROACH ,A:ND. LANDIN';G

(1.) Push carburetor. heat ON prior to throttlingbaek for glide or for' any other ,flight maneuver,

(2) G,Ude between fj,O ... 60M,l'.,H .. , depending upon loading of airplane and gust, eon ... ditiens ..

NOTE--"II'C:lear"1I' engine by opening' throttle: gent],Y: •. every 2010",250 fe,et of descentdurmnll a, long gli,de so tba,t enginetem'pera'ture 'will be maintained ..

Throt.tle action on the pa,ri of the pilot ;aMuld be smooth and gentle at alltimea.

H~PARI~lNG AN'D l\IOORING .

( 1 " Aftet'" termi nation of flight", enter

ftying time in a.ircl"sft and engine log books,

(2)1 Turn h:nition and-fuel IOFF"

(8) Chock the 'wheels, of airplane,

(4) If airplane is n,o:t lobe ,ftown for sometime, j,t should be hangar-,ed orti,ed, down, Use good quaUt:yJh" ... ;a'If diameter rope. Seeure to lift, assist handle at aft end of fuse),a,ge;, also atupper end. of both front wing lift, struts where they attach 1.0 wlng~, Make sure that rope passes betweenaileron cable and nfl strut, Moor.ing' ropes" when alrplane is tied down. should have no alack .. ,

"f)') Lock aileron and elevator controls byw'ra,ppi:ng f'rontaeat belt completely around, rear' control stick,,, tighten and buckle ..

. (6) Under excessiv,ely wlndycond,itions, airplane should be tailed into wind ,formoo:r ... ,

... _-

Ing~ .

LOAD ,FACT[ORS JNFORMATIOIN' FOR PlLO:TS

It 'is neeesaary that every 'eff1ort be. made, to determine in advance the worst loads likely to be put on an, airplane during its li,fe'time'.Any pilot can make a, very hard I anding 0[' an extremely abrupt pull .. up from a dive reauitin,g In Ioads ,tbat might be called abncrmal, FOlr that matter, he might even fly the airpI8'ne~ into a brickwall, Th:es;e abnormal Ieade must. 'be ignored enti.re'ly if we are tobuild alrplanea that wiU take off 'quickly~ land slowly,. and c'arry a good payload,. We must decide! tha.t· the- airplane w'iUsustain certain loads and that the pi.lots are: aware of the' :fact that abnormal loads BJ"lS not provid.ed, .f or In 'the desi,gn 0,1' the airplane ... 'These requirements must be, ca:refu'lly calculated ,8,0 .as, to- produce! 'efficient 88 .'eU ,aB, safe airplanes. An eftlcient airplane must be Ug'ht while 8. safe: airplane 'must be stronz. .Ex, ... tra strength means extra wei,ght whiehme,ans reduced payloads. An airplane, unlike & bridg,e [or building, cannot afford to have any e·x,ICe8S struetural weight. beyond that ythich is essentj,al for' [Bafety.

In level ftigb,t, the n.e~t result, of all air' pressure ac,ting on, the wing j,lI au upward load jU8.t abou't equal to the entire wei,ght of the airplane, I(j,t would be, e.xac,tly equal if there w,ere-n.o ajr'~· loads ,8.c'ti'D,I· on the fuselage or tail ,BurfacesJ II' 'I . tead' - f rrii..ri. th"- 'val- ue ;,'0- lfWlund',a 't·- b' 'e-' t·- rm '118 ... ' .....•.. 0' .-~ '" .ng '1,8 .... ,~'_, ... ~ iii F~ ,,;a, I.,' l:e.L,

Ioad factor is used .. The load fac'w:r- Is simply' the ratio between the: ,total Blr'lo.nd on, the wing and the d,esi,gn ,lTOU, weight, of the, airplane. Thu8" when the wi,nll is producing 8 IIJift'" equ,BI totwi;C8 the weight of the airplane, the load facwlr is 2. 1:0 th,[e 'ease of the Piper SpecIal, Tr,ainer, the deai.,gn wiq load factor la: 6,~16 ..

This raeana-that the airplane is deslgned to

tak . fl'~ ht 1 . d 6.,··16' t· th .. ht f' th

. e 8 1 .(g'.le • onl, I ..• ···Jmes,.1 e welg .. - 01, I .. e

airp]an~ Loads area.tar than this will cause the strueturea to break. The maximum safe load factor for oeeaaional applleatien of loads i.8 4 .• 1;. Joads greater than th.i.1 may cause permanent defermatlon u.f .etru.etural members.

Now to cODsid,e'r how' such load factors might be obtained in actual. flight, and whatth.ey' m.IBaR to -the pU·ot" Let U8 .usu·metbat tb.e load factor of 3· is the maximum wei wi.U .achieve; thla &ivres us a .8llight margin of s,afe·t;y." .A pilot ftyin.g·level pulls back ron the, stick thus Inereasing the angle of attack of the wing and predueing addi tional wing li.f:t which eauaes the air ... · plane to accelerate upward and follow a curved Bight path. 'The acceleration depends on the amount of' Ii.ft, of the wing;; Since the win,g is lifting ,3· time.B. the design gross weight of the atrplane in this. accelerated ftight condition, it is ·the same as saylng' the wing :is loaded to a load factor of 8, .. We could just aa weU think of this load factor as representing the eentripetal

f'· .... d' t·· k····· t 1.., .•. I ... .' Oi' ". th ' .

. orce requlf'ie· .. :0 ,··eep ·l.l,ie alrp·~.ane rn .·,19

eurved path, If you tie; a. h'ea'VY object to a.

... . d" '.' . . .. .. ) ..

string an . a;wlng J·t, J,n an arc, you WIl. notice

·a stronger pull on the string than when the ob-

.. t t.. Tt_~ • d to t >Of- 1

J ec .•. 'was, ,R _. rese, I .IIU!I, 18 .' De to een .'rll,u.ga'

forces acting on the object=-foreee which tend to pull the objec:t away :f'rom the center of the eirele and keeps it moving Jn B st,raig'bt line. You have fnereased the pull on the strin.g to

""h f' ·th-· ·t .. · . . the tr··,

overeome ~~>ese .. ones; I ~ UI e.I'e:8'lng· re cen· .. ,I ..

petal forces noted ,8,boYe-·· .. Jorees which' tend to push the object, toward the" center of: the" d.r ... , cle and produce a curved ,path. of travel. In our caSIB., the airplane is tbe objec·t and t.he pull OD the s:t'riog is replaced by theli'ft olf thewing,

ThUB we·· can ·iI:Ilee~ " 'that whenever 'tl he.' airplane

. '. iii' .... '. lUi' .. _ .'.1' •. ' ..... _, '.' ._..... ;. ,'.

44

is in It curved ·flight path an e'X'CelUJ loa·d fac'ta,t is imposed on the wings, The airplane hasene

}I Q" ad f' ~. .' to -.:. '1 .. '" "1 ··ft··": .h '. t . :., d'-~ ., 1 .... ..:I f~'·· l_ . c '~,,_c .' ,8t~ <>r In,,eVe ,'Ig , .' ani, t:Allora Oau 'aJ>

tor·s.are added to produce the curved ilil'bt path, W,be:D. an, airplane Is in ,a, Idive~,the load factor is ap'p,roaching zero beeause the wiul8 are' not Ufti,ng the airplane .. , A'n abruptpull-up afts'l' a dlv,ewill '«load up;" the wings w,itb a factor of 8 or. even tnore vel'Y qu.ickJ.y. Du.rin.g a steep turn, it is DOOe8,Sary to'add extra Joad f'a.c,totS Ion the wing in order' to p,r'oduce a een ... trlpetal force to overcome the clentrlful'aJ fo rc no t .e nd !)"'iD 11' ·to,·· nrod ·'u'fte 8' "tr· 'a- '1'" a-h''r' Be n 'd: Je'v:e:J'

- ~. ':'",_.".,.''' .' '.' V .. ,····I- ,'''''..... '_0. ' ,D' . ~ _'_': '.' ".'

flight. This Ioad mU,9,t be great enoughte ove:rcome the pull 0'£ gravity RiB well aa the eentr',ifug'a] force.

'The load 'factors require,d. to hold, a givlen

b k .. "'t·· 'h" t·· .)-... ..,. .' . k-"d' d' - • . ......-... •

_ a,n ..... W1,!' _ ,oU,~ SLIPPing or .8 ;11 . __ ,IOg' ,BFe ,gI'ven In

tbe: following table, A slip j,B,proou,'cedwben, you bank too ,steeply for th.e amoDulo.f rudd,er' applied, IThe !extra ,lift 'produlced ,eentri,petaI fQ!reeby the exee88 bank te'nd. to puah the, ai,r ... plane to,ward the ,j,nside of 'the tum" A ,.kid I;B produced when yo'u do not bank steeply enough, for the amount, of rudder ,applied!! TIle: centri, ...

''fugal :iorceB,. in this case, are ·tenldiDI' te p,ulI

the air,planes to, the, outside: 01 the turn. '

Fro' th ta' 'bJ t'h - - - ext· - . - - It· be

. I' -:. ,:' 'I,.", ' ; _ "-I' :-- ,", ::' , ',':', . ,"', '_ . "', -, _' '," _ ,': : I. ~-: . 1-"-:-1 i " I

,m ... 1 '01 . __ ~ Ie on __ ,_8 n~ ._ pag:e._ lean,

seen that a 7'0 degree ,hank is, within t'hll ~ sumed load facto.r -liwj,t 'Of S. :This, de,gree of bank is u.lu8I1y· Iconsidered .. II'yertica1'·! bankln small comm.erc:i,alairplanes'. Note bow Much the load f:actor has increased from 170 degrees to 80.

dei'Jl"r.-:·:,Q.OiliI'. .. I,·t, '~,- .... ·.rv. ,> :I":m' .":-;- r: Cl -t'· t, ',,1..,-t· t·· ::h-a: .n,"1:8· 0; I' ~

-6;1!!, .... ~-· ;!liB ve~~· . _.)10.1.' 11 .... ". Ig .......

bank be held 'below 70 degrees. in u,rder to Bv,old. 'Ch' ·e·· TW'!IAul-'b-" 'I"'[j'h:r, o'f- ex· · ... ·D..dd-II~·n-r:r.- , .... ,_ .. _ ]'08'" ;II f·--a.-r

1_" I, _, "',' r-~~Q. _: .' '_ ~I '., '. .~ .: _ '_"_'. :, : IRI.iv . ,,', ·0 ' ',IK;W'_ •

An abru,pt pull-up at hh;r:h. ,speed is V8J71Ik. 1.y to cause 8'tru.ctursl fanure.. No 'matter-how strong an ,airplane· has, been d,esjp,ed t&anll,

,45

. - -E7Z-

.. iiIi:_~'!Ii.

- ~ N_ -ii!_i!M'"

Angle of 'Vings to. Horizoutal

,Exnnlp,:le

, ,

Load Factor Required

'--------~-----'- .... rfiinpp_'

o degrees ,:

('G,enUc 10 degrees II

BHI1'k')'"

I :-;.: ~ •• ,_ 1.

28 Idegree8~ I

,30 degrees '

o '---0-~.:'

A

........

'I

I

1 i.ei 1.06

1~16

5"6·:

i' .'.

,"

: '" - .. c·d· .' 1... ..... I '.' "'boO ."h·· 'I"t-- ~,' C,- ossible ., ..... b '~kl. t"'h" .

a,epee ,I alU1)!ve: w ,1C, ' ,18 poss. " ,e UlJ'c'rea" " ,.:e

"' - 'S" .'............ ' I ...

wmgs. orne, mlJwilry 'aJf'p anea are 80 is"rong

tha't the pilot "blacka out" before he can put enough Joad en the wings or reach ,R, ~peed which would break the wiup. Practically ,an eases of structural fai.'lures in fti,lbt are caused by too abrupt pun-ups at h'irh speed, AI., rough apprcximation, 'we ca:n .. yth,a't the max·,

im II 1'1:1 su ft'l S Pl~l}lll 11,'l)1· ~. l.u"upL pul] ... U p:i is, ubout t wiee the llt~:.:,iJ,~'u i!I"HS,s\v'c,ig'ht s,tnUing' speed. To be safe it, is nd visuble to [confine sueh maneu veri ng to' speeds lower than this,

A "ring will sta II if ,3 high load is. imposed on it at, a relati vely low speed. The slallina- speed usuaUy referred to in'specHica'ti!ons is the stall ... lflg speed in level fUght eondl ttons. The atalling speed ] nereases as the load factor Inereaaes; the Increase in stalling speed :b5, proportional to the square root of the: load factor; Tb'U8,if w'e raise the load factor from 1 to 4, the stalilng speed is dou bled, If a steel) bank is attempted at insufficient speed .,the wing win stall' be.fore the' necessary speedcan be developed -to overcome the' j rnposed lead,

The fo:Uo,ving table shows the minimum speeds necessary 'to safely execute, banked turns, based on. the as mph stalling s,peed, of' the

Piper Spec,ial Trainer: -

A.ngle of Wings, to Horizontal

,A'ctual S'tall~ i:hg S,peed,

..

o degrees '} 0 degrees 20 degrees 3,0 degrees

o .5 'S' 0"

.... ' [ ,

. 'II'

7.0

3.8,,0' mph 38 .. 2 mph

8'9 2',' __ - .. '11...

_.' .. :.' m,p,lii .

40~7' mph

40 degrees 14 .. ,443,.5 mph

50 degrees 2,5 .. ,047.0 mph,

~ "!!!!"'!' ~-=-'_ ....... ' _ . .....,...;..._, ..... , ..... ~ "!I'!!!!!!'!.~ ~ _ ~-iiiiioii ,1IIioiii,_ ....... =::::o:::r ~~.P"III!J ~~. '!"""i' ~ ,....,_ ..........

60 degrees 41.4 58,/1 mph

70 degrees 71..,0 65 .. 0 mph

... _ . --- - ~ ...

240 .. 0 91.2 mph

80 degrees!

From, the above table 'it, will be seen 'th,at .. be'cause of theext.ra Ioad factor added to the

41

· '. d t 'k' b ked t

.'." - , ,,' I II .. ' '-,,' .. '. ...., I' ~.' C" I • .', ,.,' - ", ..

,~ lngs Ill. or. er ·.0 rna ce a proper an .' , _urn,

'tile speed must be Increased to keep from atall ... ing o:u't in the banked turn.

, As, a ftnal,vordll Inthe small eommerelal airplane, 8, 'pilot ean w,ithstand mo:re than, the a:irplane: ther,efo,re" .it is SUJlcestedthat the pUot. should not d'epend entirely on his feeling for preper m.anelJiveriDg~,Let the s;tatisti,C8, ~be a

basis 'Upon wbich he- bundl hiB SafSI ftyi:Dg hablta, In roughweather let the rule be-=c_The ,..01tg,"« this IOsat,hn :lk6 .,lower' the Girpl.utuJ'

L .. ~ I~' .:L... t,:r '.," ',' G .. 'u's .... n;,l'llIiil"lle" ... , .. ," - -'" . ····,'1, . -...1:,-

,,.Olth", v,e, ,,,01.08.. ..I. ,La.., _........ exC.es&lve 0'"-18,

on the airplane 8tructure8~ Because of this" it i,B goed practice to reduce t,he maneuvering' loads to a, minimum, SOthat., with the additional momentary gUst loading. theairpla'oewill DOt, be loaded -be.fO'Dd ..ale poiD,L

..I!IID ~i

I~ ':"l~R )/ IJ.t\ 1," (~;;'\ U r':O'F \"0 l' n ,A ') R I'L,ANE:

Theusauds o r hou r~ n ( ,1 {l]lcnd ahle flyi.ng have been built into your Piper Cub Special, How :nUU13,r hours? "1~h=:lt depends upon you. ,As the owner n nd pi lot, your res ponsibl II ty Is to ,giYe your· airplane the eve,rydaJ~ attention and enre it deserves-e-In addition to the routlne rna .... jot ,i nspec ti OU5. You wau t to help maintain the originalefliciency and dependa biHty of your ai rplane., Avail Y'Qurse,lf of'the manufacturer's 5uggestions: contained in these pag'es:"

··BRE;AI{ING, IN."I-Altho:ug'b no extra eare is necessary In the firs't tw'e:nty ... .e .. ve hour's or 80', it 'is wise to keep your eng'ine, throttled back 'to, cruising R .. P'.M',. '(21.50) or Jess as much as pas, .. · s,ible.E:ngi De "warm ... up' t to oil temperature of 90'D F., gradually increasing 'tbrottle, from 800 to 1200 ,R;.P.l\I. is recommended, Do - not over .... heat enginewith prolonged running 0:0 IlI'OUnf~'

at high R.P,,,M... '

GASOLIN.E AN,D OIL, -- Gas,oIi,ne used s houJd be minimu m of 73 octane: ; avlation grade is, pref err able.

Oil of a v'iati on grade will give best, results" Following grades are recommended!

S,AE No." 20 SAE No., 30 SA .. ENo .. ,40

OUTS,[D.EAJ:R

TEMP'ERATURE

'Below 32°F 32Q to '700 F '70· to 100,D F

VISCOSIT'Y'

A:PPEARANCE~Your airplane should be washed frequently especially - when operated under muddy eondttions, Cleanllness ,j:,s m,Qst important item of care of airplane fabric, ,Sponging freguentl,y with. warm water andal .. kidj~free soap 'win remove dirt and gre'ue 'with ...

. ~ -

out injurv to i'nlu·ic'..IUnsl!! with sponge or 10\'1 pressure stream of water, as hig). -prcssure wa .. tel" strcnm \vBI iniuro fa.bric and ·,v·ill fOI"1Ce water 'into plane's interior. causing damage ..

. Auto wax of good qualit oe.c8,9.I.o:nally ap.plled, ,;viU help' preserve the finish and prevent deb~l~iol"a tion,

'\Viudshield and W'indo\Y,s -- Your airplane has a one-piece formed 'windsh'ieldand winft dows made of clear Plexlgtaa, T.his transparent ,materia,) is not as hard as, ,glass: and tends to scratch r'eadily unless care 1,8, taken. Win ... dows should be washed with 'mild soap and cool water, using the bare hand rather than a cloth. slnce jt picks upgrlt which will scratch sur ... face. Surface seratehea :may be ti.ned in by app·]ying a thin C03't of clear 'Vl&X' bl' entire 8.t1r,fac:e and poJishi ng' wit.h a 80ft dry' cloth.

GE,NE,RAL-Keep drain grommets open in under surface of ,vings and control surfaces, as this wil 1 allow accumulated moisture to escape and prevent fabric damage ..

Repair small holes I' tears anderaeks infabric and finish to prevent further inj'ury ..

Check Parker .. Kalon sheet meta) screws in wi ng fal ri ngs; and other PoOt nts for seeurtty, These are a self-tapping sheet metal screw and. :if kept tight will not vibrate loose and' enlarge hole, - If screws are' 10s1, replace wit'h next Iarg .... er aize, Di pping . in shellac will belp prevent screws from Jooseni ng' ..

Inspect tail wheel springs for security to fu .... selage, 1.£ any looseness Is noted, ti,gn ten ca.sitel, .. Iated nut until snug, and resafety wlth cotter

key~ - -

Chee k ta,i I wheel for eonditlon and ,H,ec.uri.ty" Lubricate 'weekly with wheelbearing. grease; if opera ling under extre'mely muddy Of' dusty eonditions •. Iubricate daily.

"

,I nspect rubber eowlsu pport "vAs,'un~B, for con ... di t.io:n~\Vheupl"operJytitt ed,thes,epreven.t engine' cowl frum v'ibl·ati ng a nd cRuising cracks

in metal, .

Co\v:1 opening plate is to. be used, to close cowl opening only when outside ,a,'ir temperature is 40° F,,· or below" Use ofthisplate dur ... lng wintee weather increases engine - e,tIiciency 'by raising engine operatingtemperature,

G,'ENERAL HAN'DLING - Common sense rules nppl,y In handling; the airplane on the gJ"ound;;DtJ. not push your Airplane by wing trailin.g edge or taU bruce wires, A wi,ng can be J if'ted by 'pushing upon wing lift struts at j unction 'Of wing ; also by pulling down on win,g tip at point of the front and rear spar,

'Lilt struts should l10tbe used as entrance, BtepSt.nor should any lift or pushing force be' exertedalong the middle 'Of 'the' struts,

Stabi I lzers are nat to be used for lifting tan of airplane, Use lift assist handle at, ,aft end. of fuselage,

Landing gear shock struts should not be used as a step since this causes. 'bo~ing and results In excessive wear or malfunetlonina of landing' gear, -rhe'shoc'k struts should. be disassembled at 2S0 hours. and lubricated with a h:rgb temperature grea5e~ ..

_ Propel let should 'be Jeft in. horizonalpoaltlen when airplane is moored outdoors for 'long perloda of" timet 'especi,a,Uy in rai:ny climate, 'The wood blades' absorb moisture causing unbalanee and rpropeller l"Ou.rbness which. Is.espe .. , ciaUy' evident when propeller is left in 'vertical position .. This is due to lower blade oollecting' moremoisture and. causing a:n. unbalanced eon ...

dition, -

In A" exces,slv'ely' dry elimata, p;ropeUer may

loosen due t n ~d i,gh'L, slu-inkngu of' wood, Check andtightcn 11Ub bolts, Ilftrtieu:I,[u·ly 011 a new

propeller. - '

\VhcnC\l'er possible, airplane! should be hangared or sholtered since direct raY,s of atro,ng sunlight hasten deteriora'tion of finis,h,.. Win ... dows ;or' upper enclosure door should be' le'ft open to dissipate excessive hes,t whi1ch may cause scme warpsge of.windows.

52

'I'his ma ~ 1 U~~ it ,j ~ l~(I'.L4,i·Rnl·d (0 ~d ve you a wortci ng It nowledgc of ,~otl r ~ airplane ., .. .. how to mnintnin it, and how tog·cf the, most satlsfac ... tion f'rom its operation, 1n 110 way is this book.

1· .. · dd - h·· 1 If' ..

Iet Intended as :n tecnmeat manum O~', reparr ..

Your nearestauthorized Pfper Cub distributor ." or· dealershould be consulted for complete In ...

formation and service, -

PI·'P'E'··R':' A' m :"C""'R'-A"'FiJr' 'C·"CO'· .. R'P-·O····,R·'A·' T- :"I"O-"N",-,

,,1_ ._'._-,~~'~',' ... ',., .. _'_1_1.:,"_--.-:' .•. - ': ,~_:'_' _" ~ .':_~~' 1,.-'_,.- "_,,,,',.' """,/- .'. .. _ ~~I"_.:_.' .. I_' .•. J

In the ,in terest of - personal fiyi,n.g'" and for the promotion of private aviation, the Edueatlo.n and Public Relations Departments of Piper Alrcra.ft COrI)Ol".ationpubli.sh ev'e,ry other month the 'CUB FLIER.

T,hism.agaz.ine, of: special interest to Pipe:r Cub owners, win be senefree of charge. to all

owne r .1;:1, of Pipe .• r·· airp .. Ianes P,I:e}'!11''''e' ban·! d Y'.·. our

0',1' _ e . .;11 . . . .. _. .'~. _4 _. _'. _!>-l'.. _. i .. 1,lII;O" ~~! .... I.

name,ad.dr,esa. and regiatraticn number -of airplane tor-

Circulation Department. Cub Flier

Piper A,irc.raf't 'Corporation

T' """ ..... k CH···: o'v····e·' 'n'l p' .. -U.· . -'i,"}' v· '.' .• ·:n·- Ia

.~ .. " .P·c .. _ ,e. ,DS_p, , a·. ,.

T. E"'_.· N, .... , CO· M' M···· A"· N" .' D····· M· E" N" 'T' S'

. .'~"", .... , ...• :,,' .. '.' ". "':. I~ .. " :-." .. ' 1'-1' .~. L. >:'

F' S" r f'" 'iii'

or,_ are' . !-',y,ng

1.. TIIO,U SHA:LT NOT BECQ,ME AIR ... , B,ORNE WITHOUT CB'ECKIN'G THY FUEL ,SUP'PLY': It, only takes a f'ew min ... utes to g8S up ••• 1t tn,BY' Ia'va yoo • fo,ned

. Jandi,ng;;

2~ THOU SHALT NOT' T,AXI WITH C,ARE-LES,SNE,SS: Tu':i. slowly and make S turns to clear the area in front 'of the nose .. Know the proper use of' the ,co'ntroJs for taxiing in D, strong wind.

3. THO'U SHALT EVER TAK,E HEIE,D UN~

TO' A" 'I'R····· 'T-'RA' 'F'·'F'·'''I··C··· 'R'··U··;'L'-E'·S'·',· 'K",- ·,"'P· eon

'.,,',' ",' '" " ... ,' ',.',' ,'" .. ' •. ,,- ",', .,~,- '.-,'" .:' '00., 8 '\;0."', ....

stant lookout for other' aircra:ft. Follow' the ru le ·8" ·S··O'· th at pllo ,,,- '0' f' 0- t· 'h' '., 'e'·' r pl t!IID''- ·wi··, ,"I!"

L",,:' t.. .. ,'_, .. ' .'. ,.p.,'., _':,_ ",,~, .,' ,'.' .:.' "'.:' ,_,,'~ -,' ",iI:

know what you are goIng to do ..

4 .. , THOU SH,ALTNOT' MAKE, !1AT TURN'S:' This 11:8 :"partieular)y' Important when making powe'r-o'ff tUrns .. You steer with the ailerons, 'Dot t'be rudder.

5'~ TH,OU SHALT MAIN'TAIN THY S'PEED LE,STTHE EARTH ARISE: AND SM1'TE THEE::: Don't 'be 'ino,led b,y the inereue in ground speed resulti.n,g from a downwind tum. Keep sufficient alrspeed ..

6,. TH.OU SHA.LT NOT LET THY CONFI~ DEN"CE EX C'E,E D THY' ABILITY.~ Don't attempt instrument ftyin. in _ .d,ve"", weather conditions unless you have tile proper t:r'8'j,n.ing and theneceaaa'ry Instrumenta .. Instrument flying-i. Ii highly d. v'eloped science. Don't pioneer,

.54

7. TfIOlt SI{,ALT MA.K.E US,E O'F TH'Y CAI1.B,URE'fO·R H.E:ATER: The earbure ... tor l~eater is your .fr.i.end..Kno·w when. to use .it.. Remember t.hat it'·s: easier to. 'lJ"8~ 'Ve1lt Iee in the carburetor '(banta eUminate it after it has formed ..

8,; THO!U' SHALT'NO'T' PER:FORM AERO,.BATle,S .AT LOW ALTlTU'DE,S:Aer'~ bali,c.B started near the gr'Gund may be completed six. feet . und·e-rth:eground~ Therel's s,ai"ety Jn altitude,

9.. THO'U SHALT' N·Q'T ALLO'W IN·DECI ..

S···· -I·O····.··N'···~· ·1.·Nr-· T""'H'Y' J.·U··-·D·····G·····M··· ·E.'N-···T" B~'e certal ,

- ... '. ' ... : _ . '._ ' ... ': _. ._. ' .. ' : ..... _, . ... ",~, .. ~~., ,_·e .. ":·s·.n :.

You ca.n't affordfo make errore of j o,dg~ ment, "I think 1 can make it" Ison the Jia.t of famous last words,

10. T'MOU S.HALT KNOWA·L,WAYS-THE GOO'D Pl'LO'T IS THE SAFE PI.LOT: It.'. better to be an 'Old ·plilolt. than .8 bold p.ilol.

Courtesy of

P·· A· f'" C· --,.'

1.1"'11"' ' .. _·ITcra;. " · .• ··OrpO·'·Iw~

La ok· H'~ .... Pei _ ..

C., . :·.Bv·en" ".'_- en,", •.

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Printed ·I.m U. B. A.