ATP INDEX COPYRIGHT © 2003 AIRCRAFT TECHNICAL PUBLISHERS COPYRIGHT IS NOT CLAIMED AS TO ANY PART OF AN ORIGINAL WORK PREPARED BY A UNITED STATES GOVERNMENT OFFICER OR EMPLOYEE AS. PART OF THAT PERSONS OFFICIAL DUTIES OR BY ANY OTHER THIRD PARTY OFFICER OR EMPLOYEE AS PART OF THAT PERSONS DUTIES. “ATP” is a registered trademark of Aircraft Technical Publishers. All original authorship of ATP is protected under U.S. and foreign copyrights and is subject to written license agreements between ATP and its Subscribers. ALL RIGHTS RESERVED. NO PART OF THIS PUBLICATION MAY BE REPRODUCED, STORED IN A RETRIEVAL SYSTEM, OR TRANSMITTED IN ANY FORM BY ANY MEANS, ELECTRONIC, MECHANICAL, PHOTOCOPYING, RECORDING OR OTHERWISE, WITHOUT PRIOR WRITTEN PERMISSION OF THE PUBLISHER.Ap Section 08/28/2003 Aircraft Technical Publishers 101 South Hil] Drive Brisbane, CA 94005 ATP Grid Index to Manufacturer's Publications: Univair Aircraft Corp. A2 AirCoupe Service Manual Customer Service 6AM-5PH PST M-F (800)227-4610 Topic Fiche # Seq Grid General Information Title Page AUNBOOL List of Chapters (Table of Contents) Record of Revisions Record of Temporary Revisions Foreword Servicing the Aircoupe Principal Dimensions of A2 Aircoupe Specifications Ground Handling and General Care Inspect ion Lubrication Procedures Maintenance and Repair Surface Controls and Rigging Fuselage Landing Gear, Wheels and Brakes Nose Landing Gear Engine and Propeller Fuel System Instruments and Electrical System werk End of Index *** Copyright ® Aircraft Technical Publishers Page (UN 0101 MM) Bee A03 A08 A06 A07 ‘A09 A09 Al0 AlL Al2 A13 Als A16 AIT A20 A22 BOL B02 B04 B06NIFG. INTROAlon Aircoupe model A2 SERVICE MANUAL Aircraft Corporation 2500 Himalaya Road Aurora, Colorado 80011 Phone 303/375-8882 Fax 303/375-8888 ismAlon Aircoupe model A2 SERVICE MANUALRECORD OF REVISIONS Pip MFG REV] NO DESCRIPTION ISSUE DATE _|ATP REV DATE] INSERTED BY Reissue 4N15165 9117103 ATPIMTRECORD OF TEMPORARY REVISIONSTable of Contents Page Number Foreword... Poets i Servicing the Aircoupe Principal Dimensions of A2 Aircoupe ‘Specifications Ground Handling and General Care 1 ‘Towing and Pushing 1 Cleaning Aluminum 1 Paint Care... 1 Care of Windows... 1 Cleaning Cabin . us 1 1 1 1 1 1 Jacking... Raising the Nose Wheel Hoisting ‘Tying Down Engine Revving Precaution Inspection . ine Inspection 25-Hour Inspection 100-Hour Inspection Lubrication Procedures 25-Hour Lubrication 100-Hour Lubrication Lubricants Maintenance and Repair ‘Wing Center Section : Removal and Replacement of Center Section Assembly ‘Outer Wing Panels cores ‘Control System Access | a Rigging of Lateral Control... o fe Nose Wheel Alignment . Operational Check of Nose Wheel. ‘Control Mast... Roudders Ailerons Lateral Control Stops Adjusting for Wing Heaviness Longitudinal Trim Rigging of Elevator. Elevator Travel Adjustment (illustration) Dimensions for Checking Elevator (illustration) Fuselage ... Cabin Section. Lower Forward Fuselage Assembly Upper Firewall Assembly... Frame C Assembly Frame D Assembly ‘Removing and Installing Windshield and Aft Canopy Glass Removing and Installing Sliding Canopy Glass Removing and Installing Sliding Canopy ‘Til Cone Dimensions for Aligning Til Cone With Forward Rosle (illustration) Landing Gear, Wheels and Brakes Main Landing Gear ‘Main Shock Strut Cleveland Wheel Brakes Cleveland Brake =... Disassembly of Cleveland Brake... ‘Cutaway of Cleveland Wheel and Brake. Assembly lustration) : 2 Reassembly of Cleveland Brake |... na Lining Wear Determination ...... cn Bleeding of Brake System Bleeding Without Pressure ‘Testing the Brake System Brake Trouble Chart. Nose Landing Gear ... Major Components Removal of Gear Disassembly of Gear Assembly of Gear Installation of Gear |. ‘Vibration and Shimmy - 1s 15 15 15,16 Engine Mount, Showing Attachment to the Firewall (illustration) As Propeller 16 uel System i 17 Fuel Tanks Seen a7 Removal and Repair of Tanks 17 ‘Quantity Gauge a7 ‘Schematic of A2 Amps Fuel System sean) iI ‘Wing Tank Caps 18 Fuel Strainers 18 Plumbing . mo 18 Fueling the Aireratt 18 Instruments and Electrical System 19 Instruments. . Compass... : ‘A2 Aircoupe Instrument Panel asain) « es Airspeed Indicator it Temperature Gauge . ‘Tachometer Electrical System Navigation Lights . Circuit Breaker Switches Wire Assembly . ‘Schematic of A2 Aircoupe Electrical System illustration)FOREWORD ‘This manual is a source of service and maintenance information for Aircoupe authorized repair stations. Detailed disassembly of the Aircoupe structural parts is included in the Aircoupe Parts Manual. Refer to that manual before ordering Aircoupe parts. Information interpreting maintenance, repair and al- teration requirements specified in the Civil Air Reg- ulations is contained in Federal Aviation Regulation 43, and is therefore omitted from this manual. It is assumed that the mechanic using the Aircoupe Model A2 Service Manual is familiar with FAA and FAR re- quirements and instructions. For maintenance, servicing, installation and dismant- ling of the Continental C-90 Series aircraft engine, re- fer to the Continental Motors Corporation's Instruction and Service Manual which provides detailed informa- tion on operation and overhaul. It includes an illus- trated parts list from which power plant replacement parts may be ordered directly from the engine manu- facturer, An accessories section gives service in- structions on the carburetor, magneto, hydraulic tap- pets, starter, generator, and voltage regulator, and inclides a service parts list for ordering replacement parts. The mechanic should refer to that manual for engine information not contained in the Aircoupe Ser- vice Manual. Manufacturers of other standard accessories and in- struments also publish Information and service man- uals relative to their products used in the Aircoupe. For further information on these products, refer to such publications. SERVICING THE AIRCOUPE Proper servicing and repair of a light plane insures less time and trouble in the repair shop, lengthens the airplane's life, and renders satisfaction to the owner. Simplicity of maintenance was a major objec- tive considered in designing all details of the Aircoupe. Minor and major changes in the Aircoupe have been effected to permit easy installations and to add great- er durability to the airplane. ‘The design allows struc~ tural section replacement with a minimum of time, directly reducing maintenance costs. Many units and sub-assemblies may be obtained from the factory. ‘The inspection and step-by-step procedures for serv- icing individual Aircoupe assemblies, as presented in this manual, are the result of extensive factory tests and information obtained from fleld servicing through- out the country. Servicing the Aircoupe along the lines described assures the best maintenance results. If an ‘unusual servicing problem encountered is not adequat- ely covered by the information in this manual, the re~ pair station should refer the problem to the factory so engineering personnel can give it consideration and offer a practical solution.SPECIFICATIONS Power Plant Engine, Continental Model C90-16F Rating, at Sea Level 90 BHP at 2475 RPM Fuel Octane Rating (Minimum) 80 Octane Dimensions Wing span 30 Feet Length 20 Feet, 4 Inches Height (Tail) 6 Feet, 3 Inches Height (Nose) 5 Feet, 7 Inches Areas Wing 142.6 Square Feet Stabilizer 10.2. Square Feet Elevator 7.5 Square Feet Rudders 6.0 Square Feet Fins 3.3. Square Feet Ailerons 16.8 Square Feet Weights Weight, Empty ) Weight, Gross 1450" Pounds Useful ‘Load 520 Pounds Baggage Capacity 75 Pounds Capacities Fuel Capacity 24 Gallons, Right Wing Tank 9 Gallons Left Wing Tank 9 Gallons Fuselage Tanic 6 Gallons Oil Tank 5 quarts Limitations OU Pressure Minimum Idle 10 PSI (Red Line) Maximum 100 PSI (Red Line) 1 Temperature ‘Maximum 225° F. (Red Line) Airspeed Limits Never Exceed 144 MPH TIAS (Red Line) Structural Cruise Maximum 114 MPH TIAS Maneuver Maximum Caution Speed Range Normal Speed Range 108 MPH TIAS 114 to 144 MPH TIAS (Yellow Arc) 58 to 114 MPH TIAS (Green Arc)Ll GROUND HANDLING AND GENERAL CARE Towing and Pushing ‘To move the Aircoupe, insert the tow bar into the hol- low axle of the nose wheel; with the propeller horizon- tal, grasp its leading edge at-the root, and pull or push as desired, steering with the tow bar. Avold pushing at the outboard end of the propeller as excessive pres- sure might bend it, To prevent the control stops from being damaged, do not force the nose wheel at too great an angle from side to side, Do not use the tow bar with a tractor or tow the airplane with a rope unless the airplane is steered from the cockpit, Cleaning Aluminum Wash dirt and grit from the surface to prevent scratch- ing when a cleaner is applied. Kerosene may first be used for cleaning oil and grease deposits. Use care to avoid fire, and do not allow the kerosene to contact lub- ricated parts. The aluminum may then be cleaned and polished, using any mild cleaner and wax finish. Wax polish is necessary to restore the lustre and to protect the surface. If evidence of corrosion is found, clean the area with #400 sandpaper or finer and paint with zinc chromate primer and a finish coat if required. Paint Care ‘Treat the finish of your Aircoupe the same as you would the finish of your automobile. Remove all the loose grit and dirt from the surface so that it will not be scratched when the cleaner is applied. Any good ‘wax-type auto cleaner may be used, polishing accord- ing to instructions. Care of Windows Do not allow the Aircoupe to stand in strong sunlight for hours at a time with the canopy closed. Open the canopy to prevent warping or heat distortion. To clean the Plexiglass, flush off the dirt and grit with clear water, then use a soft, grit free sponge or cheese cloth with mild soap. Rub lightly to avoid scratching. Do not use glass cleaning solutions as they may contain harmful solvents. Cleaning Cabin Clean the upholstery materials and side panels with mild soap and water. Do not use gasoline as a clean- ing agent, Where dirty spots cannot be cleaned with soap and water, use carbon tetrachloride, Jacking A simple method of raising the airplane to work on a ‘main wheel is to lift one wing at the main spar, rais~ {ing it 80 a padded horse can be placed under the wing. center section just inboard of the upper main landing gear leg to keep the wheel off the ground. To prevent damage to the wing structure, pressure must be ap- plied only at the front spar, inboard of the wing tie~ down eye. ‘The Aircoupe may also be jacked with a steel bar a- bout 3/4 inch in diameter inserted through the hol- low main landing gear knee joint pin. Place the jack under the bar, and raise, Raising the Nose Wheel ‘The nose wheel can be raised clear of the ground (with the oleo strut extended) by depressing the tail and weighting it so the rear fuselage frame rests on a ground pad. To do this, place a protective mat across the stabilizer surface, centered between the stabilizer attaching bolts, Place about 100 pounds of sand bags fon the mat, Make sure the weights do not fall or slide rearward nto the elevator. Another method of holding the tail down is to tie it with a line through the fuselage tie-down eye, using a secure- ly anchored eye in the ground. It is a good idea to have a pad under the rear fuselage between the frame and the ground. The pad will protect against accidental contact- ing of the tail with the ground, Hoisting Where facilities are available, the Aircoupe may be hoisted. This is recommended where major landing gear work is being performed. Place a pad under the fuselage frame at the rear of the tail cone to per- mit the tail of the airplane to rest on it. Fasten two cables of a sling to the upper engine mount attachments at the firewall, and raise the airplane by hoisting the sling. Make sure that the rear of the fuselage does not sitp from the pad. ‘Tying Down Put lines through the eyebolts under each outer wing panel, and tail cone, and tie down to stakes, ample weights, or ground hooks, leaving a slight bit of slack in the wing lines. Security of tail tie-down is of major importance; this line should be taut. Engine Revving Precaution Before revving the engine for ground testing make sure the Aircoupe is placed in position where the pro- peller blast will not pick up stones, gravel, or loose earth. Such objects can cause damage to the propeller, nose wheel, center section, fuselage, and tail surfaces.2. 4 5. 6 2 INSPECTION Line Inspection Line inspection is a general visual check prior to daily fight, See that all installations are in proper condition and the airplane is flightworthy. Inspect the spinner and cowling for cracks and security. Check the propeller for dents and cracks. Wipe the dirt and oll from the exposed portion of the nose gear inner cylinder. Examine the oil level, fuel quantity, and fuel filter bowl, Drain all fuel drains (4). Check the controls to make sure they respond prop- erly without binding and excessive play. 8. Examine all external surfaces for wrinkles or other evidence of damage. 9. Wipe the windshield clean, and remove dirt, snow, or ice from the wing surfaces. 10, Check tire pressures. Nose gear tire should be inflated to 20 PSI, main gear tires to 17 PSI. 11. Check the operation of all lights. 25-Hour Inspection ‘Examine the propeller for nicks and other detri- without excessive play. ‘mental injury, and make sure it is securely at~ tached to its hub, Examine the spinner, engine cowling, and cowling supports for cracks,” and security. 10, Check the hydraulic brake system for proper fluid level, 11, Inspect the fuselage skin, center section covering and fillets, for dents, cracks, and wrinkles. Lubricate points listed on Lubrication Chart, 12, Inspect the wings for dents, cracks, and wrinkles. Remove, clean, and replace the fuel strainer bowl. ‘Make sure the surfaces are securely attached. Examine tires for surface damage; check inflation. 19, Examine the tail surfaces for dents, wrinkles, and ‘The correct inflation pressure is 17 PSI in the cracks. Make sure the fixed surfaces are securely main gear tires, 20 PSI in the nose gear tire. attached, Inspect nose strut position with the Aircoupe 14, Inspect the control surface hinges for cracks and standing at rest. In its normal position, approx- excessive play. Make sure they are [Link]- imately $ to 3-1/4 inches of the inner cylinder tached, Check the controls for excessive move~ of the strut should be exposed. ment, With the nose wheel clear of the ground, check the 15, Check the trim tab control system for proper work~ Iower nose oleo bushings for excessive play, and ing order. The trim tab working Iimits are 10 de- ‘check both gear attaching bolts for lightness. grees up and 36 degrees down. Cheek the nutcracker bolts for tightness, and the 16, Check the electrolyte level of the storage battery. mechanism for excessive play. 11, Check to see that all applicable service bulletins With the nose wheel clear of the ground, operate hhave been complied with. the controls, making sure they move freely but100-Hour Inspection Prepare the Aircoupe for inspection by removing the spinner, main gear fairings, fairings between the center section and outer wing panels, floorboards, stinger, and cover plates on the lower side of the sta bilizer. 1, Perform 100-Hour Inspection on the engine, Re- fer to the Continental Instruction and Service Man- ual. 2, Perform all operations listed under the 25-Hour Inspection. 3, Lubricate parts as inspection is made. (Refer to the Lubrication Chart). 4. Check the engine starter engaging adjustment and electrical connections. 5. Inspect the electrical cable harness and its con- nections to accessories, 6. Examine the engine mount rubber bushings and replace part if cracked or if there is excessive deflection. Check the hydraulic fluid level in the nose shock strut, and refill if necessary. Hoist or jack the airplane and examine the main landing gear joints and bushings for looseness and binding. 9. Check the hydraulic fluid level in the main landing gear shock struts and refill if necessary, 10, Inspect the brake linings for wear and the discs for scoring, cracking, and warpage; see that all clips are in place, 11, Inspect the Belleville Springs, and the rubber bumpers on the main landing gear stop for wear, 12, Check all fuel lines and hoses for loose supports, breaks, or chafing. 13, Inspect tightness of the fuel tank mountings and fittings. 14, Drain wing tanks. Remove and clean finger strain- ers. 15. Drain the fuselage tank, remove the fuel outlet fitting, and clean the finger strainer. 16. Inspect the wing walkways for condition of the abrasive covering. 11, Inspect fastenings and condition of the safety belts. 18, Test the operation of all electrical switches, 19, Check the seats for secure attachment of all fit- tings, and check the upholstery material around the seats and seat backs for wear or tearing. 20. Inspect the electrical wires and thetr connections. Look for signs of corrosion in the battery box and around adjacent structures, and check the battery box drain for condition, 21, Examine the fuselage drain holes, and clear them of any obstruction, 22, Inspect the control mast, elevator bellcrank and ‘connecting rods, and cables. 23, Inspect the general condition of the baggage com- partment, 24, Inspect the fittings and connections behind the n= strument panel. 25. Inspect the control wheel shaft supports, condition of the guide rings, and replace if necessary. 26. Inspect the universal joints for wear, attachment. and deterioration of their boots. 27. Inspect the lateral control quadrant cables, chains, and sprockets for corrosion, fraying, wear and security of attachment. 28. Perform complete tension-meter check on the rud- der and elevator control cables. 29. Inspect all the control stops and adjustments, 30. Inspect the push rod connections at the bottom of the control column, 31, Examine the windshield and windows for damage and deterioration, and canopy for free-sliding action, 32, Inspect the pitot tube on the under side of the left ‘wing panel, and the connections of the air speed tubing at the wing panel attachment. 33. Inspect all alleron control linkage, bolts, pins, nuts, and cotters at the wing panel attachment, 34. Inspect the condition of the inside of the fuselage, control rod ends, bellcranks, and cables through the rear end of the tail cone. 35, Inspect all rudder and elevator control mechanisms at the rear of the fuselage. 36. Inspect the fin attaching bolts (both upper and lower). 37. Inspect the fuselage stabilizer attachments, mak- ing sure that the 2 forward and 2 rear nuts are ‘smug, and properly secured, 38. Check all fairings and covers for cracks and dents. 39. Reinstall all parts removed, and check for secur- ity of attachment,1 at. 25. 2B. 30.4% LUBRICATION PROCEDURES 25-Hour Lubrication Engine oll tank and screen (drain, clean screen, and refill). A 100-Hour Lubrication Brake master cylinder (check and fill). Oleo strut-nose gear (check and fil). leo filler-main gear (check and fill). Oleo piston-nose gear. Steering ball joint-nose gear. ‘Nutcracker joints-nose gear. Oleo lower connecting bearing-main gear. Knee joint-main gear. Throttle linkage. ‘Mixture linkage at carburetor. ‘Carburetor heater box and linkage. Starter control lever and linkage. Control chain (wipe coat). Cabin heater control and linkage. Cabin air control and linkage. ‘Trim tab control. ‘Trim tab hinge and control horn, Rudder cable ends. Rudder push rod linkage. Rudder guide pulleys. Rudder hinges. Elevator hinges Elevator bellcranks. Elevator cable ends. Elevator actuating rod ends. Control cable fair leads. Aileron bellerank. Aileron hinges. Wheel bearings-main and nose gear. BAO DUOMO DODO UU BU OUUU UM EEAON Lat icants Engine Oil: 8, A.E, 20 Non-detergent below 40° F., 8, A.E. 40 Non- detergent above 40°F. If detergent oil is used, it must conform to Continental Motors Specification MHS-24. Grease: AN-G-15 Automotive chassis lube or equivalent. Tydraulic Oil: MIL-H-5606 AM2 or equivalent. Lubricating Ott: 8, A.B, 40 oll. Wheel Bearing Grease: MIL-G-7711 or equivalent, ‘White Graphite. Change oil at least every four months even though less than 25 hours have been accumulated. Reduce periods for prolonged operation in dusty areas, cold climates, short flights and long idle periods. Repack wheel bearings at first 100 hours and at each 500 hours there- after.ca MAINTENANCE AND REPAIR Wing Center Section ‘The center section requires little maintenance other than inspection for wrinkles, loose rivets, skin cracks, corrosion, and condition of fittings. ‘Wing fuel tanks form the center section nose portion, and are located ahead of the main spar on each side of the fuselage. ‘The leading edge fillet is attached by machine screws and stop nuts to the fuselage skin. ‘The remaining portions of fillets are riveted to both the center section and fuselage. Either half of the rear spar can be replaced as a unit, ‘To make repairs to the wing center section, follow the procedure in Federal Aviation Regulation 43, Removal and Replacement of Center Section Assembly ‘Suspend fuselage and support the center section sep- arately and securely. ‘Removal of the old center section is accomplished as follows: Remove the outer panel, wing fuel tanks, belly skin, leading edge, trailing edge and center wing fillets, battery and battery box, and floorboards. Disconnect the electrical wiring, pitot tube lines, and control system connections. Disconnect the following frames in the manner indicat- ed: Frame D from the diagonal ribs (by removal of the necessary rivets). Frame E (by removal of the necessary rivets in the splice plate and 2 bolts securing brackets), Frame C (by removal of 8 Allen head bolts). Center section should then be free of the airplane. After removal of the old center section from the air~ frame, remove the main landing gear and install on the new center section. Attach the new center section, to the airframe at Frame C. Make attachments at Frames D and E, and replace necessary bolts and rivet ‘After the center section has been properly attached to the fuselage, reinstall the items previously removed, ‘using a new belly skin. Outer Wing Panels Diagonal ribs running through the outer wing panel be- tween the main spar and auxiliary rear spar provide drag trussing, torsional bracing, and wing airfoil form, All wing panel sections are aluminum covered. ‘To remove the outer panel from the center section, remove the No. 6 self-tapping sheet metal screws at the covering gap between the center section and the outer panels, and remove the fairing strip. Remove the control link attachment at the aileron inner end. Disconnect the electric cables leading to the wing tip navigation lights, and the tubular lines leading to the pitot tube under the left panel. With someone support- ing the wing at its tip, remove the two 5/16-inch bolts from the rear spar attachment, and remove the two 5/8 ~inch bolts from the wing hinge fitting at the main spar. When reassembling the wing, use care to see that the ‘mounting bolts are properly fitted and safetied. When the wing tip is damaged, check the rear spar for buckling outboard of the attachment fitting. This in- spection may be performed by disconnecting the aileron control, and raising the aileron, If this spar is damag- ed, the inboard rib should also be inspected for damage. ‘The rear spar may be spliced with 8 to 10 inches of gusset, overlapping the 2 lightening holes on each side. ‘The splice should center at the diagonal rib attachment. ‘The front spar may be repaired by replacing the tip portion at the splices, or by replacing the steel attach~ ing fittings. Do not attempt to repair damage between these points.SURFACE CONTROLS AND RIGGING Control system ‘The aileron, elevator, fin, and rudder are similar in general design; their repair in the {18d ts difficult without elaborate jigging. It is recommended that no attempt be made to repair severe damage to the larger surfaces and that the unit be replaced instead. In any repair of the aileron, there is a possibility of some warpage of the trailing edge; 1/2 inch misalign- ‘ment of the trailing edge at the tip is a permissible tolerance, although it may require extra care in rig- ising to produce a properly trimmed airplane. ‘The rudder structure is easier to repair because it is not subject to warpage. Inspect the control horn at- tachment carefully for failures which may originate as cracks at the rivets on the forward face of the rudder beam. All control surfaces are secured by stainless steel piano hinges attached by AN526C1032 screws with 'MS20365 nuts with the exception of the center hinges ‘on the rudder which are attached by AN23~29A clevis bolts. In installing the control surfaces, make sure there is no strain on the hinges in any position. Shimming the hinges is permissible to attain proper alignment. The hinges may be lubricated by using white graphite, ‘Bach control surface has a bonding jumper to its mat- ing surface to maintain electrical integrity. Stabilizer Attachment ‘The stabilizer forward attaching bolts and nuts are accessible through the end of the fuselage by removing the stinger which is attached by 8 machine screws. Stinger removal also permits access to the stabilizer rear attaching bolts and nuts. Disconnect the elevator push-pull control rod, and trim tab conduit from the under side of the elevator, allowing it to be swung up- ‘ward on its hinge to clear’ the stabilizer closing channel. ‘The stabilizer is attached with four 1/4 inch bolts, and elastic stop nuts. Tighten the nuts to 50-60 inch~ pounds. Cables Replace wires and control cables which have been in- jured, distorted, worn, or corroded, even if no strands are broken. Do not subject cables 10 heat, or attach bonding braid to the control cables. Complete cables are available from the factory for replacement. For information on safetying turnbuckles, refer to Federal Aviation Regulation 43, Control System Access Fore-and-aft control wheel motion is transmitted to the elevator push-pull tube, cables, and two bellerank one at the rear of the main spar under the seats, and the other at the fuselage rear frame. Inspect the for- ward bellerank by removing the seats and seat pan be- neath the seats. Inspect the rear bellerank through the fuselage tail opening after removing the stinger. Lateral control is transmitted from the control wheel shafts by a sprocket and chain system to a quadrant and torque tube in the control column, The bottom of the control column has two arms, one carrying a push- rod to the control mast and the other carrying a push- rod for the nose gear steering on the coordinated con- trol equipped airplanes only. (On the airplanes having a rudder pedal system, the nose wheel is actuated by u push-pull control rod linked directly to the rudder pedals. From these rud- der pedals also run cables which go directly to the rudder bellerank in the stabilizer. The rudder pedal, system is completely independent of the rest of the control system. ‘The floor must be removed to inspect and service the lower end of the control column or the rudder pedals. ‘The control mast is accessible through the baggage compartment. ‘The control mast carries a bellerank with cables run- ning back to the rudder control bellcrank in the stabiliz~ er on the coordinated control equipped airplanes. ‘The rear end of these cables can be serviced through the tail cone opening after removal of the stinger; the rudder horns are accessible through the hand holes in the bottom of the stabilizer leading edge. The inboard ends of the rudder push rods are accessible only by removing the stabilizer. Each aileron is connected to the control mast by one bellcrank and two push rods. These are accessible for inspection at the outer panel attachment gap, but servicing the bearings if needed requires removal of the wing. Rigging of Lateral Control Before rigging the lateral controls on a coordinated control equipped Aircoupe, relieve the load from the nose wheel by lowering the tail (follow same procedure as 15 used forthe airplanes wtlizing the rudder pedal system). ‘Secure the control wheels in their neutral position. Check by placing a straight edge on top of the control wheels. If they lie in contact all along the straight edge, the control wheels are properly adjusted. Make necessary corrections by adjusting the turn- buckles between the control wheel sprockets. Upon completion, the center line of the quadrant on top of the control assembly should be aligned with the long-{tudinal axis of the Aircoupe. Safety the turnbuckles per MS 33591. Make sure that all tunbuckles are free of the sprockets in all positions of the control wheels. ‘Nose Wheel Alignment Verify nose wheel alignment by sighting from the back. of the Aircoupe. ‘Adjust the push-pull rod as necessary to center the nose ‘wheel with the fore-and-aft axis of the fuselage. Operational Check of Nose Wheel Make a final check of the nose gear steering by taxi ing aizplane while the controls are in a neutral position, Make a taxi run up-wind or down-wind, over as flat and smooth a surface as available. After gaining momen~ tum for the taxi run, cut the power while the test is being made, ‘The Aircoupe should hold a straight course. Control Mast Verily the position of the control mast as being neutral. ‘The long arms should be trammed, using the centers of the bolts attaching the control rods and the centers of the rear attaching bolts of the mast support casting as checking points. Control wheel and mast centering is synchronized by adjusting the length of the push-pull rod, After any adjustments, tighten the locknuts of the con- trol rod, and safety all nuts. Rudders Check the rudder bellcrank in the stabilizer for neutral position. To do this, measure the distance between the forward face of the stabilizer rear beam and the rudder pushrods next to their attachment to the bellerank, Both sides should be equal. ‘Adjust the rudder control cables to neutralize if they are out of line, After adjusting, the cables should have a tension of 35 to 40 pounds in'an Aircoupe with the rudder pedal sys- tem, and 60 to 70 pounds with the coordinated controls. Safety the rudder cable turnbuckles per MS 33591. If the rudder cables have been disconnected, blocks can be used to hold the bellcrank in a neutral position while adjusting and installing cables, Insert the blocks through the lightening holes in the rear beam of the stabilizer. Establish a reference line for checking rudder adjust- ment, using as the center, the mid-point between the stabilizer forward attaching bolts. Extend the refer- ence line from this point at 90 degrees across the trail- ing edge of the elevator. Check setting of the rudders with the control system still in neutral, ‘The trailing edge of both rudders ‘should be the same distance (49 3/4 inches) from the reference line. Correct any error by adjustment of the affected rudder push-pull rod, Tighten locknuts and safety all bolts. With the rudder controls at their ‘maximum limit, the outward rudder deflection should bbe 20 degrees, and the inward deflection should be 3 degrees. Ailerons ‘The entire aileron control mechanism is contained within the fuselage and wing center section. This al- ows outer panel removal without disturbing the con- trol mechanism, except for disconnection of the aileron push-pull rods at each aileron control horn. With the control wheels and mast still in their neutral position, verify the position of the aileron bellcrank on the outboard ribs of the center section. The distance from the center of the outhoard bearing bolt hole in the arm and the front face of the rear spar should be 7 11/16 inches, This distance must be the same on both sides. Correct any error by adjusting the push-pull od end next to the control mast, as the locknut at the aileron bellerank is inaccessible. Free the control wheels and check the aileron travel; with the control wheel at 45 degrees, the ailerons should have a normal differential action of approxima- tely 20 degrees up. With the maximum control wheel deflection, the up aileron should rise to 40 degrees. Cheek the ailerons for droop. Both ailerons should fair with the wing contour. Make the necessary adjust- ments on the push-pull rod. Slight warpage preventing the aileron from fairing at the outboard edge can be dis regarded, as correction for resulting wing heaviness will be made after flight testing. Lateral Control Stops ‘To establish that there is positive aileron control stop action, make the following inspection for correct aileron travel: With the tail depressed and the nose wheel clear of the ground on an Aircoupe equipped with coordinated controls, follow the procedure below on checking the lateral control stops on rudder pedal-system-equip- ped Aircoupes, Rotate the control wheels fully to the left. ‘The right aileron should travel through its down position and return to approximately 7 degrees from neutral. If resistance is encountered, do not force the controls. Check to determine whether the top left turnbuckle is touching the sprocket of the left control wheel before the quadrant touches the aileron stop. On the Air- coupes equipped with coordinated controls, check to see that the rudder is still free of its stop. Check byshaking the left rudder while the control whee! is held fully over. If the check indicates interference, adjust the right stop until it touches first. Repeat the above procedure to check the left stop, using the left aileron and right rudder. Adjusting for Wing Heaviness If wing heaviness exists on test Hight, double check the steps outlined above for misalignment. If wing heaviness [Link] the controls properly aligned, the extreme trailing edge of the aileron (the flat section containing rivets) may be used as a fixed trim tab and bent with suitable metal bending pliers. Bending must begin at the outboard end of the aileron ‘opposite the heavy wing, and bending must be down~ ward. ‘The amount of bending and the length of the area bent varies with the amount of wing heaviness Present, Slight bend over a great length is prefer- fable to a pronounced bend over a lesser length. Longitudinal Trim On the Aircoupe, the trim tab is actuated by means of push-pull wire running in a one-piece conduit to the trim tab, and is actuated by a vernier type control mounted between the contour seats. ‘The trim tab working limits are 36 degrees down and 10 degrees up. To adjust the trim control system to meet the working limits of the trim tab, run the con~ trol to the "full" nose down position. Loosen the wire set screw at the trim tab and let the trim tab come up ‘against the metal stop limiting it to 10 degrees up. ‘Tighten the screw and check the tab for proper opera~ tion within the working limits, Adjust as necessary. In flight, the Aircoupe should glide “hands off” around 175 to 80 MPH true indicated airspeed, and climb around 75 MPH true indicated airspeed "hands off” at full power. If the above speeds are not obtained when the tab is in full” nose up position, bend the trailing ‘edge of the left hand section of the elevator down to act as a stationary trim tab. Rigging of Elevator On the rudder, lay out a line at right angles to the leading edge of the rudder from a point midway be- tween the attaching bolts for the center hinge, and running to the trailing edge of the rudder. From the intersection of this line and the rudder trailing edge, measure 5 1/4 inches upward, and at this height, mark the trailing edge of the rudder as a re- ference mark for the upward travel of the elevator. Elevator up-travel should be 20 degrees. Allowable tolerance, plus or minus 1 degree. The down-travel is 10 degrees plus or minus I degree. Using the reference marks, check the elevator up-travel by palling the control whee! to the full aft position as limited by the stop on the elevator control arm bracket mounted on the center section front beam. Correct any error by adjustment of the elevator control cables. Tension on these cables should be 160 to 190 pounds as measured on a tension-meter. Excessive rigging loads should be avoided to prevent damage to the fuselage structure, Safety the turbuckles per MS 33591. Center Section Front Beam ‘Blevator "up" ‘Turnbuckle Sealed After Elevator Adjusting Control Cables arm ‘awnt" Cable Elevator Travel Adjustment. Dimensions For Checking Elevator.FUSELAGE ‘The fuselage is composed of two main sections ~ the cabin section which extends from the firewall to frame F, and the rear fuselage section (or tail cone) extending from frame F to the stabilizer. Cabin Section ‘The cabin section of the Aircoupe is of a modified ‘monocoque construction. ‘The assemblies described below are replaceable as units, and are removed and installed as indicated, Lower Forward Fuselage Assembly ‘To replace a lower forward fuselage, remove the engine complete with mount, wing fillets, wing fuel tanks, seat assembly, battery box and floorboards. Disconnect the control column, push rods, and brake system. Remove the rivets joining the lower firewall to the upper firewall; remove the rivets from the lower engine mount brackets; remove the rivets attaching the lower forward fuselage to lower frames B and C, belly ‘skin front beam support, and to the cabin skin. ‘To install the new assembly, fit it into position; 1o~ cate and drill the necessary rivet holes, using the up- er skins and frames as templates. Upper Firewall Assembly To replace an upper firewall assembly, remove the engine complete with mount, and fuselage gas tank. Disconnect the electrical wiring, fuel lines, and con~ trols attaching to the upper firewall. Drill out the rivets attaching the engine mount fittings and upper firewall, and remove. To install the new firewall, place it in the approximate position, and install the engine mount fittings to the longerons, They may be installed per Federal Aviation Regulation 43. Align the firewall to the engine mount fittings, and drill holes in the new firewall, using fit- tings and skins as templates. Rivet the firewall to the skins and engine mount fittings. Frame C Assembly ‘To replace the Frame C assembly, remove the front ‘wing fillets, Remove the seat assembly, battery box, floorboards, and side panels. Drill out the rivets at~ taching Frame C to the side skins and main spar, and remove frame, ‘To install the new frame, reverse the removal pro- cedure, Frame D Assembly Frame D can be replaced by removing the seat as- sembly, baggage compartment, center upper wing fillet, and battery box. Remove the rivets attaching frame D to the diagonal ribs and to the skin, and remove the frame. For installation, reverse the removal procedure, Removing and Installing Windshield and Aft Canopy Glass To remove the windshield or aft canopy glass, re- move the capstrip along the center of the glass, and around the canopy bow. Note: The glass edge re- tainers around the fuselage edge of the glass need not be removed, ‘To install the windshield or aft canopy glass, first apply a thin bead of a mixture of 3-M ECI675A and EC1675B sealer in each edge retainer and install glass. Apply 3-M EC1055 sealer strips on each ow to be covered by the glass; reinstall glass and capstrips, Removing and Installing Sliding Canopy Glass ‘To remove the sliding canopy glass, simply remove the capstrips which secure the glass to the canopy bow. Note: Clean the canopy bow of all sealer before in- stalling new glass, ‘To install the sliding canopy glass, again apply 3-M sealer strips to all glass sealing edges on the canopy bow. Install glass and secure capstrips. Note: ‘The canopy assembly should be installed on the aircraft before tightening screws on the capstrips. ‘Removing and Installing Sliding Canopy ‘To remove the sliding canopy, remove the two in- flight canopy locks (each incorporates a canopy slide stop), and remove the slide stop on the center canopy bow thru the notched cutout. Move canopy rearward until the center canopy slide is positioned on the can- opy bow cutout, Lift canopy upward and simultaneous- ly move canopy further to the rear until the side can- opy slides also disengage. ‘To install the sliding canopy, reverse the removal procedure. ‘Tall Cone ‘The rear fuselage section, or tail cone, is of mono- ‘coque construction skinned with 2024-3 Alclad sheets riveted to 5 frames of the same material. The tail cone may be replaced as a unit after removal of the stabilizer, stinger, trailing edge fillets, and after disconnecting the control cables and electrical cor nections at the center section, The rivets attach-{ng the tail cone to the rear of the eabia section can then be drilled out and the tail cone removed. When installing a new tail cone, care must be exer- cised that correct alignment is made. Note: For repairs of these material structures, fol- low the procedures in Federal Aviation Regulation 43, Canopy Channel Skin: 5,00" Fuselage Center Line of Fuselage: View A-A. 155,95" Center Line / ae ‘Tail Cone Center Line _ (Detail at K) Dimensions for Aligning Tail Cone With Forward Fuselage. 10fl { LANDING GEAR, WHEELS AND BRAKES ‘Main Landing Gear ‘The Aircoupe uses a forged aluminum upper main gear leg attached to the rear face of the main wing beam, and an aluminum alloy forging as the lower main gear leg on which is mounted a Cleveland wheel and brake with a 6.00 x6 tire, The shock struts for the main landing gear have 7 Belleville Taxi Springs. ‘The main landing gears are attached to the main wing beam with three bolts which are made accessible by removing the wing tanks. ‘The upper and lower legs of the gear require no spe- cial maintenance except for the bearings and bushings at the knee joint, and the oleo strut attachment, At the 100-hour inspection, the gear should be carefully inspected for cracks, ‘Main Shock Strut ‘To work on the shock strut, lift the wheel clear of the ground, and remove the fairings. Disconnect the leo strut from the lower leg by removing the lower attaching bolt, Swing or rotate the oleo cylinder until the bumper pad clears the bumper block on the upper leg, and remove the cylinder from the piston. This permits servicing of the rubber seal without removing the upper attaching bolt. ‘The upper bolt ‘may be removed for work on the piston, however, its access is difficult without removal of the outer panel, New piston seals should be installed whenever the shock strut is disassembled, and all parts should be thoroughly cleaned to remove any dirt or sludge. In replacing the cylinders, care should be taken to’avold damage to the rubber seals, and they should be lub- ricated with the same hydraulic fluid which is used to fill the cylinders. ‘The strut should be filled in its fully extended position with the bumper rubber re~ moved. Approximately 10 ounces of hydraulic fluid ts required per strut. ‘The fluid level in the strut should always be checked with the strut in its fully extended position, and the level of the hydraulic fluid should be up to the filler ‘opening. Lack of fluid in the shock struts may result in serious damage to the center section on hard land~ ings. ‘The taxi springs are comprised of 7 Belleville Springs which need no servicing other than periodic inspection. Cleveland Wheel ‘The Cleveland wheel is a two-piece aluminum cast ‘wheel fitted with two tapered roller bearings. Since the dies are held to such a close tolerance during the casting, the wheels need not be balanced. To remove the tire and wheel, first remove the screw which holds the wheel hub cap in place, then remove the 3 screws which hold the grease cover over the wheel retaining nut, Cut the safety wire between the 2 bolts which join the outer brake assembly to the inner brake assembly, and remove the bolts and inner brake assembly, Check to make sure that the brakes are released before removing the wheel. Remove the ‘wheel retaining nut and slide the wheel off the axle tak- ing care not to contaminate the bearings with dirt. ‘To remove the tire, let the alr out of the tire, and split the wheel by removing the 3 bolts. ‘Take care not to lose or damage the "0" ring around the wheel at the two halves. In installing a new tire, be sure that the wheel halves are joined and torqued to the proper limits before in- {lating the tire to a pressure of 17 PSI. When installing the wheel retaining nut, tighten until the wheel drags slightly, and then back off the nut un- til the safety lock pin can be installed. After this is done, make sure there is no side play, and that the ‘wheel rotates freely. Brakes ‘The brake system on the Aircoupe is of the Cleveland type. ‘The Cleveland master cylinder incorporates its ‘own locking lever as part of the master cylinder, ‘The linings are held in a brake housing which has re- cesses for retaining the inings; one fixed and one movable, and a groove is provided for the disc to pass through.’ To provide the stopping action, hydraulic pressure forces the movable lining against the rotat~ ing disc. ‘The dise floats on disc drive keys, permitting axial disc movement when braking pressure is applied so that it is squeezed between the linings, providing {Iriction to both sides of the disc, When the disc ro- tation is restrained by the brake unit, torque forces are transmitted to the wheel through these drive keys. ‘An inlet port is provided in the housing casting to which the hydraulic line from the master cylinder is connected. A bleed screw is provided in the cylinder head which is rotatable, ‘The head must be positioned with the screw at the top so all air may be bled from the cylinder. The piston has a Neoprene "O" ring seal as does the brake cylinder head, Cleveland Brake ‘The single dise Cleveland brake operates on the prin- ciple of two flat sections of brake lining opposing each other on a disc securely fixed to rotate with the wheel. ‘The ridged wheel-side brake lining is riveted to the brake housing, while the movable brake lining is rivet- ed to a movable plate directly actuated by the piston assembly of the brake. The disc part of the brake pas- ‘ses between the linings. To provide the stopping act- ton, hydraulic pressure forces the movable lining uagainst the rotating disc, the brake adjusts itself, and pressure is applied to both sides of the disc. ‘An inlet port is provided in the housing casting to which the hydraulic line from the master cylinder is connected. A bleed fitting is located directly opposite the inlet port. ‘The piston of the brake unit has an " ring seal. Disassembly of Cleveland Brake Cut the safety wire and remove the two bolts which hold the two parts of the brake housing together. Re- move the brake housing to which the fixed brake lining is attached, The wheel now may be removed from the axle. Remove the nuts holding the brake housing which contains the piston assembly, and remove the housing. All parts now may be removed from the housing for service or replacement, It is essential that manufacturer's parts be used in re- placement. Cutaway of Cleveland Wheel and Brake Assembly, Reassembly of Cleveland Brake Assembly of the brake follows the reverse order of disassembly. Make sure the brake linings are in good condition before assembly, and if they need replace- ‘ment, they must be replaced while the brake is dit assembled, Lining Wear Determination ‘The linings of the Cleveland brake are of a riveted type, and can be used until the rivets threaten to drag. on the brake disc. They may be inspected for wear ‘simply by cutting the safety wire, removing the two bolts which hold the two halves of the brake together, and removing the brake housing to which the fixed lining is attached, 2 Bleeding of Brake System On the Aircoupe, the Cleveland master cylinder is used which incorporates its own brake fluid reservoir. Prior to bleeding, the entire brake system should be connected and tightened, as the slightest leak may necessitate complete rebleeding operations. Extreme care must be exercised to keep brake fluid off the brake linings. Should fluid be spilled on the linings, clean them with carbon tetrachloride, Bleeding Without Pressure ‘The system may be bled by gravity, or by forcing fluid through the system by operating the master cylinder. ‘Make a bleeder tube installation keeping the reservoir full, Fluid then should pass through the brake system by gravity. To expedite bleeding, apply pressure to the master cylinder. Do not let the master cylinder start its return stroke until the bleeder hose has been closed, Numerous strokes of the master cylinder will be nec~ essary before the fluid comes out of the bleeder hose free from air, When all the air is out of the system, replace the bleed- er screw or tighten the bleeder screw as necessary. Testing the Brake System After the brakes are bled, apply pressure to the master cylinder. If normal action is felt, and the brake pedal or handle does not hit its stop, bleeding is satisfactory; if the brakes feel "spongy, " and the pedal or handle hits its stop, pump the brakes 20 or 30 times, check for line leakage, and then repeat the bleeding opera~ tion.BRAKE TROUBLE CHART TROUBLES ‘PROBABLE CAUSES REMEDIES ‘Lack of fluid in system, It brake feels "spongy," air in system, Fill reservoir, Bleed brake system, Braking ‘Vent in reservoir plug stopped up, causing insuf- | Clean vent in reservoir filler plug. Action | ficient supply of fluid to system, Insufficent Leak in system, Check for leaks and correct, If seals are worn, replace, Linings worn excessively, or loss of linings. Replace linings, ll or grease on linings. Wash with carbon-tetrachloride, or re- place linings, Brake does not return full travel, Check, and correct so binding is elimina~ ted, Check parking brake adjustment, Weak or broken master cylinder springs. Remove, and replace with new springs. Brakes Dragging | Dirt in system closing master cylinder port or Disassemble master cylinder, and clean ines, thoroughly. Flush reservoir and all lines| If seals are damaged, replace, Reassem: ble, Refill with clean fluid, Bleed system, Use of improper fluid, causing shrinking or Disassemble brake and master cylinder, swelling of seals in brake or master cylinder, Flush system, Replace seals and re- assemble, Refill with proper fluid, Bl system, il or grease on linings or blocks. Disassemble brakes and wash linings with| carbon-tetrachloride, Braking Worn lining, or loss of lining. Replace all linings, Action Unequal | Dirt in system, or use of improper flutd, Disassemble brakes, wash all parts, ‘Air in brake system, check for damaged seals. After flush- ing system, replace parts. Refill with clean fluid, and bleed. Bleed brakes, 3NOSE LANDING GEAR ‘Major Components ‘The nose landing gear is composed of an oleo strut to take the shock loads of landing and taxiing, a wheel ‘Support and axle which carries a double bearing wheel with its 5.00 x 5 tire, and a nuteracker to steer the wheel through the collar and sleeve connection. ‘The double nose fork eliminates nose wheel shimmy. ‘The wheel is an aluminum casting, housing two taper- ed roller bearings, ‘The nutcracker is an aluminum casting. ‘The upper and lower joints of the nutcracker are attached by bolts running through steel bushings, These joints ‘must be kept tight to avold loose steering and shimmy. Removal of Gear ‘The nose landing gear may be removed as an assembly after supporting the airplane in a tail down position. To permit removal of the gear, it is necessary to dis- ‘connect only the steering push rod at the ball and socket joint, and remove both the upper and lower strut attach- Ing Bolts, Disassembly of Gear ‘To remove the nose wheel as a unit from the double fork, remove the bolt, the two end cups, and the axle, ‘The axle will have to be pressed or tapped out of the fork. To disassemble the oleo strut, first remove the nut- cracker attaching bolts and the nutcracker; drain the hydraulic fluid from the strut by inverting it with the {filler plug removed for about an hour, in an inverted position When the oil has drained, remove the two countersunk screws which retain the head in the outer cylinder. Pull the head and outer cylinder apart until the two snap rings are exposed. Remove the snap rings. The complete inner piston assembly now may be remoyed from the inner cylinder; the outer cylinder may also be removed from around the inner cylinder. It is recommended that the nose fork be left on the in- ner cylinder unless one of them is to be replaced, as the joint is a press fit which can be separated only by heating the fork. To disassemble the wheel for changing a tire or servic~ ing the bearings, deflate the tire by removing the valve core. Remove the three nuts holding the two halves of the wheel together, and separate the wheel, Assembly of Gear Prior to assembly, clean and inspect all parts for wear or damage, ‘The nutcracker bushings should be in proper order, flush with the outsides of the castings. Inspect the nutcracker attaching bolts to see that they 4 are in proper order, and not worn or fatigued, Reassemble the nose landing gear in the reverse order of disassembly with the following exceptions and pre- cautions: In assembling the wheel, take care to see that the tube is not pinched, Do not apply air pressure until the 3 nuts holding the wheel halves together are properly tightened. After assembly of the tire to the wheel, check wheel balance, and rebalance if necessary. In assembling the strut, replace the "0" ring seals if any signs of wear or deterioration exists, To avold damage to the seals, use extreme care in assembly. After replacement of the screws, stake them well in place. After staking, file the screws smooth of any burrs, Before filling the strut, check it for normal operation; it should fall free to its extended length with the wheel installed. Refill the strut with clean hydraulic fluid with the strut extended, The strut when filled to its upper working limit will hold approximately 1 1/2 pints of hydraulie ‘luld, Installation of Gear When installing the nose gear into the socket, do not twist the socket by forcing the lower end of the strut when the upper attaching bolt is in place. Be sure the bolts are in good condition, and draw them up tight to avoid possible shimmy of the gear. Connect the steering push rod, and check for looseness {in the control system. Track’ the wheel to be straight when the controls are in a neutral position. Vibration and shimmy ‘An improperly maintained nose landing gear may tend to shimmy in ground operations, and to vibrate imme- diately after take-off. If the wheel and tire are out of balance, rotation of the wheel after take-off will cause the gear and engine mount to vibrate; this may be corrected by proper ‘dynamic balancing of the nose wheel. Vibration due to unbalance of the main wheels can be identified, since it will stop upon application of the brake after take-off, If the steering system of the nose wheel or strut attach ment is loose, wheel unbalance or ground roughness can be a disturbing influence which will induce shimmy. Shimmy may usually be eliminated by tightening the various joints in the nutcracker, steering push rod, and control system. Shimmy is sometimes caused by looseness in the nose gear attaching bolts, and the two countersunk screws which retain the outer cylinder head.ENGINE AND PROPELLER Engine ‘The engine used on the Alrcoupe Model A2 is a Con- tinental Model C90-16F, ‘The letter F added to the series number indicates that the engine has a flange type crankshaft. ‘The engine mount, fabricated from normalized steel ‘tubing, is not heat treated after welding. Repairs to the mounts may be made by following the procedure outlined in Federal Aviation Regulation 43, Engine Removal ‘The following procedure is recommended to facilitate engine changes; it describes the removal of the engine and engine mount as an assembly. However, the en- gine may be removed from its mount without removing the mount from the airplane. CAUTION: Before proceeding with the engine removal, tum "off" the master switch and the engine gasoline supply valve. 1, Remove the propeller spinner, and propeller assembly. Remove the top and side cowlings as a unit. Remove the bottom cowl. 4, Remove the nose cowl with tube support and cow! longitudinal supports as a unit. 5. At the firewall, disconnect the carburetor fuel ‘supply line, fuel pump inlet and outlet lines, and oll pressure line. 6. On the engine, disconnect the throttle and mix- ture controls, Remove all cable supports con- nected to the engine, Disconnect the carburetor heat control wire at the baffle control arm, and remove the cable from the bracket on the alr scoop and engine ‘mount. 8. At the rear of the engine, disconnect the tach- ometer cable at its threaded connection, the oll temperature gauge from the oil screen assem- bly, the ignition switch wire from the magnetos, and the ground wire from the starter plate. 9, (NOTE: Before touching the starter wires, the master switch must be "off.") Disconnect "live" wires from the starter switch, and the wires from post A and F on the generator. Remove all electrical wiring supports (clips or tape) from the engine mounts, 10. Disconnect the starter pull cable at the starter shift lever, 11. Disconnect the steering rod ball joint at the nose gear. 12, Disconnect the nose gear. 18, Remove the four nuts from their bolts through the firewall engine mount fittings. 14, Weight or tie down the tail. 15, Lift the engine assembly from the airplane by the engine lift ring. If no hoist is available, the engine may be lifted from the airplane by man on either side of the engine. (The weight of the assembly is approximately 250 pounds.) CAUTION: Take extreme care to avoid injury or distortion to the firewall engine mount fittings. 16, Remove the engine mount bottom bolts first; this reduces the likelihood of distortion in the mount- ings. 17, Remove the 2 engine mount top bolts, and care- fully swing the engine assembly from the fire~ wall, Place the assembly in an appropriate stand. A stand can be built which will support, the engine by the crankshaft and permit re~ moval of the engine mount. ‘The engine may be supported by the lift fitting on the crankcase. DO NOT place the weight of the assembly on the mounting attachments unless a dummy firewall (or its equivalent) is used to prevent distortion of the mount. Engine Installation To install the engine, reverse the disassembly pro- cedure, taking into consideration the following adjust- 1, The 3/8 inch bolts attaching the engine to its mount are used with rubber bushings which pre- vent metal-to-metal contact. ‘The bushings make tensioning of mounting bolts of prime importance, In tightening the nuts, tighten them only until they may be cotter pinned, Alter operating the engine, re-adjust these bolts to obtain a minimum engine vibration. Replace the bushings at each engine change. 2, Adjust the starter control shift lever. 3. Connect the carburetor heat control and inspect for proper working condition. 4, Adjust the throttle control so that the throttle lever is in full (wide open) position when the throttle control is within 1/4 inch of its full forward position. 5. The air scoop must have at least 1/4 inch of clearance from the nose cowl. 6. Connect the mixture control wire so that theSection A-A Reference Points- Center of Attaching Bolt Center Line Engine Mount, Showing Attachment to the Firewall. lever will be in the full rich position when the mixture control knob is forward. 7, Install the propeller in the following manne: When the impulse coupling “clicks, " the No. 1 blade of the propeller should be at 8:00 o'clock (ooking from the front to the rear). Tighten the propeller bolts between 300 to $60 inch- pounds. 8, When installing the cowling, be sure the baffles fit correctly and all felts are securely attached im place, so that proper cooling air flow will be maintained, 9. Run-in and check the engine for operation in accordance with the instructions issued by Continental Motors Corporation. Propeller ‘There are three propellers currently approved for the Aircoupe. ‘They are separated by variances in pitch and static RPM limits. ‘McCauley Model IB90CM (or 1A90CF) 148 Static RPM 2225 to 2325 16 17150 Static RPM 2175 to 2275 7182 Static RPM 2125 to 2225, ‘Make all propeller repairs in accordance with the in- structions in Federal Aviation Regulation 43.FUEL SYSTEM ‘The Aircoupe fuel system consists of two wing tanks, a gravity fuselage tank, a fuel pump, primer (optional), finger strainers, fuel filter, quick-drains, lines, and fittings. "The wing tanks form the leading edge of the center section, and are filled through the necks on their out- board ends. They are interconnected by a line which allows the fuel to equalize. Fuel is pumped by the fuel pump (mounted on the engine) from the wing tanks to the fuselage tank, and then is fed by gravity through a bowl type filter to the carburetor. Excess fuel, pump- ed to the fuselage tank (which is kept to a minimum by ‘a restricted fitting in the pressure side of the pump), flows back through the overflow line to the wing tanks. Fuel Tanks ‘The fuel tanks as used in the Aircoupe Model A2 are made of aluminum, ‘The wing tank has a quick-drain {iting for sampling the fuel. The fuselage tank has a similar quick-drain, Removal and Repair of Tanks Wing tanks may be removed by disconnecting their fuel lines, removing the leading edge fillets, and re- ‘moving the tanks. The side upholstery panels will have to be removed to gain access to the tank fittings, ‘The fuselage tank may be removed by disconnecting the fuel lines, and removing the control wheels and shafts, leaving the control column in its place, After repairing, the tanks should be tested for leaks. For testing, use a maximum pressure of 1 1/2 PSi, ‘and check with a soapy water solution, or by immer- sion, ‘Quantity Gauge ‘The gauge used for the wing tanks is located in the left tank, This gauge is a swinging arm type, using a cork Moat on a wire arm, The indicating quadrant may be seen through the window in the gauge plate, To remove the gauge, remove the screws in the plate, and remove the gauge. ‘The plating of the gauge is subject to wear which per- mits rusting and binding; this may be corrected by re- ‘moval and cleaning. The moving parts should be pro- tected with spar varnish, all allowed to dry thoroughly before reassembly. FUEL SYSTEM SCHEMATIC Primer- Optional ‘Throttle Mixture Schematic of A2 Aircoupe Fuel System. ”‘Wing Tank Caps ‘The wing gas tank caps must be used with the special gasket as they come from the factory. New gaskets and tank caps are available from the factory . Fuel Strainers ‘A bow! type filter is located between the firewall and the carburetor to remove the sediment and other im- purities from the fuel, ‘The amount of impurities in the filter should be checked daily. ‘The glass bowl is, detachable for cleaning, and must be properly secured after reinstallation, If excessive amounts of impurities are frequently found in the filter, it is recommended that the complete fuel system be flushed and inspected. ‘The carburetor strainer will catch the sediment passed by the filter bowl. ‘The strainer should be cleaned at intervals, depending upon the amount of foreign matter appearing in the bowl, finger strainer is located in each fuel tank, and is removable with the outlet fitting. Plumbing ‘The fuel lines aft of the firewall are of aluminum tub- ing (5052-0). Forward of the firewall, 6000 flexible gasoline hose is used, ‘The fuel shut-off valve is located forward of the instru- ‘ment panel below the fuselage tank. In the "oft" posi tion, this valve closes the gravity feed line to the car- burétor. It should not be used to shut off the engine ‘except in case of an emergency. ‘The fuel shut-off valve for closing the fuel line from the wing tanks to the fuel pump is located forward of the instrument panel on the right side upholstery panel. ‘This valve should only be used for emergency. Fueling the Aircraft It is recommended that the following procedure be followed in fueling the Aircoupe: ‘The aircraft should be in a level attitude, Fill the fuselage fuel tank first, filling only to the bottom of the filler neck. Upon com- pletion of filling the tank, replace the cap securely. Fill the wing fuel tanks to approximately 1/2 inch be- low the top of the cap opening, and replace cap secure- ly. Caution: If the wing fuel tanks are filled before fueling the fuselage fuel tank, and also if either of the tanks are over filled, no room for fuel expansion will be left; under certain conditions fuel will overflow from the wing tanks. 18INSTRUMENTS AND ELECTRICAL SYSTEM Instruments ‘The standard instruments supplied with the Aircoupe are as follows: airspeed indicator, sensitive altimeter, recording tachometer, oil temperature and oil pressure gauges, ammeter, and compass. Additional instru- ments for the model A2 are as follows: turn-and-bank, rate-of-climb, clock, directional gyro, and artificial gyro horizon," The instrument panel can be removed by disconnecting all wiring and lines to the instruments, and then removing all the screws and nuts holding the panel. Compass ‘The compass is a magnetic type and has two brass screws for magnetic adjustment, ‘To adjust the com- ass, remove the cover plate covering the adjusting ‘Screws, and "swing" the compass in the normal manner. All compasses are "swung" before the aireraft leave for distribution, When electrical equipment (such as, ‘a radio) is installed, the wiring should be routed as far away as possible from the compass, to avoid com- pass errors from its use. The compass should be "reswung" if any additional electrical or radio gear is installed. ‘Airspeed Indicator ‘The airspeed indicator is connected by tubing to the pitot head located on the lower side of the left wing panel. To assure accurate airspeed indications, the tubes must be leakproof at all fittings and joints. It is possible for a foreign object to clog the pitot head or water to collect in the tubes leading to and from the head, causing inaccurate airspeed indications. ‘The head may be removed by unscrewing the 4 re- A2 Aircoupe Instrument Panel 9taining screws, pulling the head downward, and dis connecting the 2 fittings in the wing. To prevent dam- age to the instrument, the tubes must be disconnected from the airspeed indicator before blowing into them. ‘To drain water from the system, disconnect the tubes at the above points, and at the wing joint. (Ol! Temperature Gauge ‘The oll temperature gauge indicates the temperature (Fahrenheit scale) of the ofl going into the engine. A. soft metal tube, protected by a wire housing, connects the instrument to the engine, Use care in handling the ‘unit to prevent the tube from being kinked or twisted. ‘The gauge, tube, housing, and bulb are fabricated into ‘one unit. ‘For removal of the unit, disconnect it at the engine fitting, (after removing the fairlead) pull the ‘ube and bulb through the firewall, and remove the in- strument from the panel. When removing the bulb at the engine end of the tube, install a plug in the engine fitting to prevent oll draining from the engine, ‘Tachometer ‘The tachometer indicates revolutions per minute (RLP.M,) of the engine crankshaft. A flexible shaft and housing connects the instrument to the engine. ‘This shaft must be kept well lubricated, ‘The instrument can be removed by disconnecting the housing and shaft from the instrument fitting, and re~ moving the attaching screws. ‘The shaft or its housing can be replaced separately. If oll leaks from the engine through the tachometer drive, it may work into the cockpit through the shaft. For correction of oil leakage, see the engine mainte- nance instructions, Elec.r‘cal System ‘The electrical equipment supplied with the Aircoupe is as follows: two magnetos, ignition switch, battery, master switch, starter, generator, voltage regulator, ammeter, generator circuit breaker, circuit breaker switches, navigation lights, map light, panel lights, and wire’assembly. Additional equipment includes landing lights, radio equipment and fuse, and rotating beacon. ‘Magnetos ‘The magnetos are mounted on the rear of the engine. ‘To assure proper grounding, the two ground wires that connect into the fittings at the base of the magnetos should be checked at the 25-hour inspection. Without proper grounding, the engine will run with the ignition Switeh "off." For correct timing and maintenance of the magnetos, refer to the Instruction and Service Man- ual for the Continental Model C90 Aircraft Engine. Ignition System ‘The 4-position ignition switch permits engine operation, with either or both magnetos, and stopping the engine by turning the switch to the "off" position. The correct key is needed to operate the ignition switch. ‘Two keys are supplied with each Aircoupe leaving the factory. Battery ‘The battery is a “non-spill” aircraft type 12-volt, 24- ampere hour storage battery. It is housed in a battery box located under the left seat, A drain tube is installed {n the bottom of the box to drain any spilled acid to the outside of the plane. The battery is readily accessible by unscrewing the two wing bolts on each end of the bat- tery box. The electrolyte level in the batteries having a horizontal level plate (with a single hole in each cell) should be no higher than fluskrwith the plate; in batteries without the horizontal level plate, the level should be not more than 1/4 inch above the seperators. Elec- trolyte level should be checked every 25 hours of opera~ tion, or every 30 days. ‘Master Switch ‘The switch is a single-throw, double-pole type; in the oft" position, cuts off the battery from the rest of the electrical system, and breaks the field circuit in the generator. Before working on any part of the electrical 5} tum "off" the master switch. Starter ‘The starter is located on the rear of the engine. An external control lever engages the gears, then actuates the push-type switch which energizes the starter motor. Correct adjustment of the clutch travel and time of ‘switch contact must be maintained. The control lever clearance is 1/16 inch, ahd the pinion travel is 9/16 inch, The control lever is connected to a pull-type control located on the switch and controls panel. ‘The starter utilizes sealed bearings, therefore, addi- tional lubrication is not necessary. Generator ‘The generator is installed on the rear of the engine. It is a direct engine-driven, 2-brush shunt-type, with field winding current flow controlled by the voltage regulator. Sealed bearings are installed, therefore, no additional lubrication is necessary. Inspection for wear of the commutator brushes can be made by removing the inspection strap from the aft endos of the generator. Voltage Regulator ‘The voltage regulator is located on the firewall. The regulator controls the amount of current in the genera~ tor field winding to correctly charge the battery. This unit will automatically reduce the charging rate as the battery becomes fully charged, The charging rate with fully charged battery should be about 2 amperes. ‘The generator should never charge over the maximum rate and should reduce to the 2 ampere rate in 2 hours or less of operation at cruising speeds, depending upon the condition of the battery. If charging does not re- dace within 2 hours, it is an indication of a malfunc- tioning unit. Ammeter ‘The ammeter is calibrated to indicate charge or dis- charge of the battery. No special maintenance is re~ quired except to check to see all connections are snug land properly taped. ‘The instrument can be removed by disconnecting all wiring. Navigation Lights ‘The navigation lights (one red, one green and one white) 35-Optional are located on the wing tips and tall, To replace the ‘wing tip lights, remove the screw and cover plate there-* by exposing the bulb. Replace the bulb and reinstall the coverplate and lens. To replace the tail light, re- move the lens and replace the bulb. Circuit Breaker Switches All switches used in the Aircoupe are of the circuit breaker type. The switches will automatically trip themselves if too much electrical current passes through them. This eliminates the need for fuses on electrical wiring. Wire Assembly Where major assemblies can be removed from the ‘Aircoupe (such as wings and stinger), quick disconnec- tors are incorporated. ‘At each 100-hour inspection, the complete system ‘should be checked for defective bonding, broken wires, loose clamping, chafed spots, or loose connections. ELECTRICAL SYSTEM SCHEMATIC Voltage Regulator B A t+ ‘4i{|» 41. Battery Master Switch Suppressors Ignition Switeh ‘To Left Magneto ‘To Right Magneto IGNITION SYSTEM ‘Schematic of A2 Aircoupe Electrical System. a