AIRCRAFT MAINTENANCE MANUAL

DISCLAIMER
Applicability:
Carbon Cub CCK-1865, CCX-1865
Carbon Cub CCK-2000, CCX-2000

This document is intended as a TEMPLATE ONLY to be used as a guideline for experimental

aircraft builders to generate their own aircraft maintenance manual. Builders are responsible for
documenting information specific to their aircraft.

The owner or operator of an aircraft is primarily responsible for maintaining that aircraft in an
airworthy condition, including compliance with Airworthiness Directives. The owner or operator
is also responsible for ensuring that a properly certified person perform any work. Maintenance
personnel have the responsibility of compliance at the time they are performing inspections to
determine all airworthiness requirements are met.
(Per FAA AC 39-7C, paragraph 13, FAR § 91.403)

Cub Crafters, Inc. provides this as a reference only consideration template, and accepts no
liability for the content of this document. The consequences of any actions taken on the basis of
the information provided, remains with the aircraft builder and/or mechanic. The discretion for
safe operation of the aircraft is the sole responsibility of the Pilot in Command.

The owner is responsible to ensure that Cub Crafters has the appropriate contact information so
that flight safety and other important information can be communicated in a timely manner.
Please use the form on the Cub Crafters website (www.cubcrafters.com) to register any
changes in ownership or address.

Cub Crafters, Inc.

1918 South 16th Avenue
Yakima, WA 98903-1212
United States
www.cubcrafters.com
Phone: 509-248-9491
1-877-484-7865
Fax: 509-248-1421

(Cub Crafters is on US Pacific Time and office hours are from 8:00 am to 5:00 pm.)

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CCK-1865
CCX-1865
CCK-2000
CCX-2000

S/N:
Registration Number:
Manufacturer Name:
Address:
City, State/Province, Country:
Phone:
Email:
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RECORD OF REVISIONS

REV CHAPTER DESCRIPTION DATE

NC ALL Initial Release 03-01-2019
A 71-00 Added description of alternate air system to
section 4.

76-00 Added figure 3 and brief description of the

propeller lever spring for CCK/X-2000.

Appendix A Added inspection item for the alternate air 06-28-2019

system. (Item 15, Engine section).
Added note to check electrical connections to the
ignition coils. (Item 33, Engine section).
Added inspection item for the propeller lever
spring. (Item 16, Cabin section).
Renumbered affected sections.

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TABLE OF CONTENTS
00 Introduction
04 Airworthiness Limitations
05 Maintenance Checks
06 Dimensions and Areas
07 Jacking and Lifting
08 Leveling and Weighing
10 Parking and Mooring
12 Servicing
20 Standard Practices
24 Electrical Power Systems
25 Equipment/ Furnishings
27 Flight Controls
28 Fuel System
32 Landing Gear
33 Lights
34 Pitot Static
39 Electric Panels
51 Structures
53 Fuselage
57 Wings
60 Propeller
71 Powerplant
74 Ignition
76 Engine Controls
78 Exhaust
79 Oil
80 Starter
91 Wiring Diagrams
APPENDIX A Forms
APPENDIX B Conversion Charts

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1 GENERAL
(builder) prepared this document, which contains the information
needed to maintain the aircraft in an airworthy condition.
This Aircraft Maintenance Manual was designed to be familiar to most aircraft mechanics.
This Aircraft Maintenance Manual does not reflect part numbers and cannot be used for
ordering replacement parts. Wiring schematics that have been included in the manual are for
general information purposes only.
This manual provides the practices for the servicing and the maintenance of Cub Crafters CCK-
1865, CCX-1865, CCK-2000, and CCX-2000 Carbon Cub Experimental Amateur Built Kit
Aircraft. It provides practices and guidance for:
 preventive maintenance requirements of 100-hour, annual condition inspection
 maintenance actions for repairs, alterations, removal, and re-installation of components

2 SIGNIFICANCE AND USE

The purpose of this maintenance manual is to provide guidance to builders, owners, mechanics,
airports, regulatory officials, and component manufacturers who may accomplish maintenance,
repairs, and alterations on the Carbon Cub EX-2/FX-2 & EX-3/FX-3 Aircraft.

3 LAYOUT OF THE MANUAL

This Aircraft Maintenance Manual is divided into chapters. The chapter numbers appear at the
foot of each page. Each chapter contains its own table of contents.

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4 WARNINGS, CAUTION AND NOTES

WARNING
AN OPERATING PROCEDURE, PRACTICE, OR A CONDITION, WHICH, IF NOT
CORRECTLY FOLLOWED OR REMEDIED, COULD RESULT IN SERIOUS
PERSONAL INJURY OR LOSS OF LIFE.

CAUTION
An operating procedure, practice, or a condition, which, if not strictly observed
or corrected, could result in destruction of, or damage to equipment.

NOTE
An operating procedure, practice, or condition, which is important to emphasize.

5 SERVICING AND MAINTENANCE

This manual identifies servicing and maintenance actions, which can be performed by the
builder. The maintenance actions authorized in this manual comply with the intent of FAA 14
CFR Part 43.3 with regard to preventive maintenance.

6 REFERENCE DOCUMENTS
 14 CFR Part 43 – Maintenance, Preventive Maintenance, Rebuilding, and Alteration
 Superior Air Parts XCP360 Operators Manual
 Superior Air Parts O-360 & IO-360 Series Overhaul manual
 Hartzell Propeller Manual 115N Propeller Owner’s Manual
 Polyfiber Procedure Manuals
 Stewart Systems Fabric Covering and Finishing Procedures Manual
 Light Speed Engineering, Installation and Operation Manual for PLASMA III, II+, and I
CDI SYSTEMS
 Lycoming Operator’s Manual #60297-12
 Lycoming Overhaul Manual #60294-7
 Clamar Floats Operators Manual
 Installation and Operation Manual for PLASMA III, II+, and II CDI Systems

7 TERMINOLOGY
7.1 DEFINITIONS
 Annual Condition Inspection – detailed inspection accomplished once a year on an
aircraft. The purpose of the inspection is to look for any wear, corrosion, or damage that
would cause an aircraft to not be in a condition for safe operation.
 A&P – airframe and powerplant mechanic as defined by 14 CFR Part 65 in the U.S. or
equivalent certification in other countries.
 FAA – United States Federal Aviation Administration.

NOTE
As FAR Part 43 does not apply, Experimental Aircraft do not require the individual performing
maintenance to hold any FAA airman certificate in the U.S.

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 Maintenance Manual(s) – manual provided by a manufacturer or supplier that specifies

all maintenance, repairs, and alterations authorized by the manufacturer.
 Manufacturer – any entity engaged in the production of, or a component used on, the
airframe.
 Overhaul – maintenance, inspection, repair, or alterations that are only to be
accomplished by the original manufacturer or a facility approved by the original
manufacturer.
 Overhaul Facility – facility specifically authorized by the aircraft or component
manufacturer to overhaul the product originally produced by that manufacturer.
 Repair Facility – facility specifically authorized by the aircraft or component manufacturer
to repair the product originally produced by that manufacturer.
 Technical Standard Order (TSO) – a minimum performance standard for specified
materials, parts, and appliances used on civil aircraft.
 14 CFR-Code of Federal Regulations Title 14 Aeronautics and Space also known as the
"FARs" or Federal Aviation Regulations.

8 SAFETY OF FLIGHT AND SERVICE DIFFICULTY REPORTING

Please report any service difficulties or any other issue relating to flight safety directly to Cub
Crafters using the online form.

9 SAFETY DIRECTIVES FOR CONTINUED AIRWORTHINESS

In the event of an aircraft component failure, defect, or other discrepancy, contact Cub Crafters
Customer Support via e-mail, phone, or fax.
If the problem relates to a safety of flight or is a significant service issue, use the Continued
Operational Safety Reporting form available on the Owner Support page of the Cub Crafters
website to initiate corrective action.
9.1 TYPES OF SAFETY DIRECTIVES
When corrective action has been determined to be warranted, Cub Crafters will issue a safety
directive to all owner/operators within the current database. All Service Documents for this
aircraft may be found on the Cub Crafters website. These directives will be classified in four
different categories:
 SAFETY ALERT – The safety alert is a directive that relates to safety of flight and requires
immediate action. Compliance is required.
 SERVICE BULLETIN – A service bulletin is a directive which does not require immediate
action; however, an action is required on the part of the customer for the continued
operational safety of the product and compliance is required.
 SERVICE INSTRUCTION – Information that does not necessarily recommend a future
action but is relevant to the aircraft and may include product improvements or information
from vendors. Compliance is optional.
 SERVICE LETTER – A notification may not recommend any action but is provided as a
method of disseminating information relating to the continued airworthiness of the aircraft.

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9.2 MANDATORY SAFETY DIRECTIVES

When a safety directive has been issued which requires mandatory action, it is the
owner/operator’s responsibility to ensure that the directive is fully complied with to allow the
continued safe operation of the aircraft. Cub Crafters, Inc. assumes no responsibility for
problems arising from non-compliance with such directives.
10 GENERAL SAFETY PRACTICES
There are many hazards inherently present when performing any maintenance task on this
aircraft. To minimize the risk to both yourself and others, begin by thinking through each task
that is to be performed before starting any work. Use common sense to think of ways to avoid
these hazards. Remember that many accidents happen because of carelessness. Be sure to
use the right tool for the task at hand and to use the proper personal protective equipment. Such
equipment may include, but is not limited to:
 Eye protection – safety glasses, goggles, or face shield
 Gloves
 Hearing protection – ear plugs or muffs
 Apron
 Protective footwear with non-slip soles
You should also keep on hand a suitable fire extinguisher, absorbent material to contain spills,
an eyewash bottle, and a general-purpose first aid kit. It is also advisable to have on hand the
material safety data sheet (MSDS) for all products and chemicals that will be used during the
servicing of the aircraft.
Some other general rules to follow are:
 Never leave the ignition switch turned on when the engine is not running. Doing so could
allow the engine to fire if the propeller were rotated by hand.
 Never operate the engine with untrained personnel around – everyone who is essential
to be in the area should be reminded that a spinning propeller may be lethal yet almost
invisible. Remove hats when running the engine to keep them from being removed by
the propeller slipstream.
 Remove any loose clothing, such as neckties and scarves. Tuck in your shirt and secure
any long hair to prevent them from becoming tangled in power tools.
 Remove all jewelry. Not only can items such as rings, watches, and necklaces become
caught in rotating tools, they can also conduct electricity and may cause a short circuit.
This could result in burns or damage to electrical circuits.
 Disconnect the negative lead from the battery when doing any electrical work that does
not involve troubleshooting the electrical systems. This will reduce the risk of a short
circuit or even a fire.
 The lead acid battery will emit hydrogen gas when charging, which is highly flammable.
Any nearby source of ignition such as sparks or an open flame can result in an
explosion. Keep all ignition sources away from the battery.
 Aviation gasoline is also highly flammable. When working with the fuel system, always
work in a well-ventilated environment. Any nearby source of ignition such as sparks or
an open flame can result in a fire or explosion. Keep all ignition sources away. Always
ground the airframe to a suitable earth ground during fueling/defueling operations to
reduce the risk of a static discharge ignition source.
 When working with the landing gear, always support the aircraft properly with jacks. Do
not work underneath the aircraft unless it is properly supported.

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CHAPTER 04

AIRWORTHINESS
LIMITATIONS

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04 AIRWORTHINESS LIMITATIONS

TABLE OF CONTENTS
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1 GENERAL ...................................................................................... 5
2 DESCRIPTION ................................................................................ 5
3 MAINTENANCE LIMITATIONS ........................................................... 5
4 REPLACEMENT INTERVALS .............................................................. 5
5 VORTEX GENERATORS .................................................................... 5
6 GAP SEALS .................................................................................... 5
7 PROPELLER / TIRE CONFIGURATIONS ............................................... 6

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1 GENERAL
This chapter outlines replacement intervals, maintenance requirements and means of
monitoring aircraft components, systems, and structures determined to be life limited.

2 DESCRIPTION
The following airworthiness limitations and requirements are separated into four groups as
described below:
§ Maintenance Limitations - Checks of components and systems that are required to be
performed during scheduled maintenance.
§ Replacement Limitations - List of time limits that the kit manufacturer considers specific
components must be replaced.
§ Vortex Generators - This limitation is related to the number of vortex generators that may
be missing from an aircraft.
§ Gap Seals – This limitation is related to flying with some of the gap seals removed.
§ Propeller / Tire Configurations – This limitation is related to the allowable tires to be used
with the installed propeller.

3 MAINTENANCE LIMITATIONS
Chapter 12 (Servicing) lists scheduled maintenance requirements considered essential for the
safe continued airworthiness of the aircraft.

4 REPLACEMENT INTERVALS
Chapter 12 (Servicing) lists scheduled replacement intervals considered essential for the safe
continued airworthiness of the aircraft.

5 VORTEX GENERATORS
The aircraft is allowed to fly with the following number of vortex generators missing:
§ Not more than 3 vortex generators missing on an aircraft.
§ Not more than 2 vortex generators missing on a wing.
§ The missing vortex generators must not be next to each other.

6 GAP SEALS
The aircraft is allowed to fly with, or without gap seals, and in the following gap seal
configurations:

§ The rudder gap seal removed and all elevator gap seals installed.
§ All elevator gap seals removed and the rudder gap seal installed.

The aircraft is NOT allowed to fly with one elevator gap seal missing.

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7 PROPELLER / TIRE CONFIGURATIONS

The CCK/CCX-2000 aircraft is limited to the tires that are allowed to be installed, when the
aircraft is equipped with the 83” Hartzell propeller. See the table below for the allowed
propeller/tire configurations for the CCK/CCX-2000 aircraft.
PROPELLER TIRES ALLOWED
8:50 X 6 Goodyear
26 X 10.5-6 Goodyear
80” Hartzell Propeller HC-C2YR-1N/NG8301W-3 26” Alaska Bushwheel
29” Alaska Bushwheel
31” Alaska Bushwheel
29” Alaska Bushwheel
83” Hartzell Propeller HC-C2YR-1NW/NG8301W
31” Alaska Bushwheel

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 CHAPTER 05

MAINTENANCE
CHECKS

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05 MAINTENANCE CHECKS

TABLE OF CONTENTS

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1 GENERAL ......................................................................................................................... 6
2 INSPECTION GROUPS AND CRITERIA .......................................................................... 6
A. VISUAL INSPECTION ..................................................................................................... 6
B. OPERATIONAL INSPECTION ........................................................................................ 6
C. FUNCTIONAL INSPECTION ....................................................................................... 7
3 CONDITION INSPECTION TASKS ................................................................................... 8

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1 GENERAL
This section is intended to serve as a guide for a mechanic to perform routine maintenance on
the aircraft. It is the responsibility of the owner and/or the operator to maintain the aircraft in an
airworthy condition and ensure that all applicable Safety Directives, Safety Alerts, and Service
Bulletins have been complied with. Furthermore, it is the responsibility of the owner and/or the
operator to ensure that the airplane is inspected as specified in Parts 43 and 91 of the Federal
Aviation Regulations.
This guide will make reference to service information provided by other vendors, such as the
manufacturer of the engine. The persons performing the maintenance on the aircraft must
ensure that they have the latest editions of these publications. This guide will not make
reference to revision levels of vendor publications.
This template may not cover custom modifications made to the aircraft.

2 INSPECTION GROUPS AND CRITERIA

A. VISUAL INSPECTION
Visual inspections will normally apply to those areas, surfaces, and/or items that become visible
by the removal or opening of access doors, panels, fairings, or cowlings.
Visual Inspection criteria will normally consist of, but are not limited to the following criteria:
§ Moving Parts: Proper operation, correct alignment, security, sealing, cleanliness,
lubrication, adjustment, tension, travel, condition, binding, excessive wear, cracking,
corrosion, deformation, and any other apparent damage.
§ Fabric Covered Parts: Security, condition, cleanliness, wear, cracking, obstruction of
drainage or vent holes, deformation, heat deterioration, fluid saturation, and any other
apparent damage.
§ Metal Parts: Security, condition of finish, cleanliness, distortion, fatigue cracks, cracked
welds, corrosion, and any other apparent damage.
§ Fuel and Hydraulic Oil Lines and Hoses: Cracks, dents, kinks, loss of flexibility,
deterioration, obstruction, chaffing, improper bend radius, cleanliness, security, and any
other apparent damage.
§ Electrical Wiring: Cleanliness, loose, corroded, or broken terminals, chaffed, broken, or
worn insulation, security, heat deterioration, and any other apparent damage.
§ Bolts and Nuts: Fretting, wear, damage, stretch, proper torque and safety wiring.
§ Filters and Screens: Filters and screens shall be removed, cleaned, inspected for
contamination, or replaced as applicable.
§ Fuel Tank Areas: Evidence of leaks.
Inspection forms in Appendix A may be used as a guide to perform the visual inspections.

B. OPERATIONAL INSPECTION
An operational inspection is a check intended to determine that a component or system is
fulfilling its intended purpose. The operational inspection does not require quantitative
tolerances.

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 C. FUNCTIONAL INSPECTION
When called for by an inspection task, a functional inspection is a quantitative check to
determine if one or more functions of a component perform within specified limits. The functional
inspection is a comparative examination of a component or system against a specific standard.

NOTE
The operational and functional checks involve operating the engine and taxiing the aircraft.
Therefore, whoever performs this check must be familiar with the aircraft, its systems, and the
risks and dangers of operating an aircraft on the ground. Attention is drawn to the fact that
this aircraft has a tail wheel configuration and its behavior during taxiing is different from an
aircraft with a nose gear. The operator must be familiar with taxiing a tailwheel aircraft before
attempting to perform these checks.

During the check, observe engine temperatures limitations.

*CCK/CCX-2000 shown. CCK/CCX-1865 same except as noted.

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 LEGEND:
1. LOWER ENGINE COWLING 8. INSPECTION COVER (1)
2. INSPECTION COVER 9. WING TRIM, FRONT (2)
3. UPPER ENGINE COWLING 10. WING TRIM STRIP (2)
4. COWL LOUVER (2) OR FLAP (2) 11. WING TRIM, AFT (2)
5. INSPECTION COVER, ROUND (5 INCH) 12. BELLY PANEL/XPDR ANT.MOUNT
6. INSPECTION COVER (2) 13. PULLEY COVER
7. INSPECTION COVER (2)

3 CONDITION INSPECTION TASKS

If the aircraft is registered in the United States, the FAA requires that all airplanes must undergo
a complete inspection at least once every 12 calendar months. A signed and dated record must
be maintained as each inspection task is completed. When the last task of the inspection has
been completed, the Inspection Report is to be signed off in the log book/maintenance record.
The inspection interval to the next condition inspection may not exceed twelve calendar months.
Refer to Appendix A of this manual for the inspection form.

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CHAPTER 06

AREAS,
DIMENSIONS, AND
GEOMETRY

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06 DIMENSIONS AND AREAS

TABLE OF CONTENTS

1 GENERAL..................................................................................................................... 5
2 AIRPLANE DIMENSIONS AND AREAS ....................................................................... 6

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1 GENERAL
The location of any point on the aircraft is identified in a three axis grid as follows (see Figures 1
and 2).
§ FS – Fuselage Station is a horizontal reference designation starting in front of the nose
of the airplane at a point 60.00 inches ahead of the wing leading edge.
§ WL – Water Line is a vertical reference designation measured parallel to the ground
from a point 60.00 inches below the center of the propeller attach flange. BL – Buttock
Line is a horizontal reference designation starting at the airplane centerline. When the
aircraft is viewed from above, the letters “L” and “R” indicates whether the point is to the
left or the right of the centerline.
§ WS – Wing Station is measured outboard from the center line of the fuselage. The
letters “L” and “R” designate left or right wing respectively.

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2 AIRPLANE DIMENSIONS AND AREAS

CCK/X-2000
CCK/X- CCK/X-
DIMENSION 2180 Clamar
1865 2000 Floats Installed

MAIN DIMENSIONS
Wing Span 411.4 in.
Length in Level Flight Attitude 279 in.* 287 in.* 298 in.*
284 in.*
Length in Three Point Attitude 278 in.* (Larger 301.7 in.*
Spinner)
Height in Level Flight Attitude- 8.50x6-6 wheels and tires 112 in.* 112 in.* 130.2 in.*
Height in Three Point Attitude- 8.50x6-6 wheels and tires, 78” prop for 101 in.* 105 in.* 124.1 in.*
CCK/X-1865, 80” prop for CCK/X-2000 (Larger Prop)

Propeller Ground Clearance- 8.50x6-6 wheels and tires, 80” prop 9.14 in. * 36.9 in. *
Gross Weight (Wheels, Floats, or Skis) 1865 lbs 2000 lbs
WINGS
Type Externally Braced, High Wing
Airfoil Section USA-35B Mod
Wing Chord 63 in.
Wing Dihedral 0.75°
Wing Area 175 ft.2
Aspect Ratio 6.72
AILERONS
Area of Both Ailerons 19.0 ft.2
FLAPS
Area of Both Flaps 12.6 ft.2
HORIZONTAL STABILILZER
Stabilizer Span 105 in.
Stabilizer Chord 27 in.
Stabilizer Dihedral 0°
Stabilizer Area 15.7 ft.2
Elevator Area 14.1 ft.2
FIN AND RUDDER
Vertical Stabilizer Area 4.58 ft.2
Rudder Area 6.76 ft.2
LANDING GEAR
Wheel Track, main to main - 3X3 Gear, measured Axle to Axle 82.8 in.
Wheel Base, main to tail 202.4 in.
*For reference only. Table 1 – Airplane Dimensions and Areas

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Figure 1 – Aircraft Geometry (CCK/CCX-1865)

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Figure 2 – Aircraft Geometry (CCK/CCX-2000)

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CHAPTER 07

JACKING AND
LIFTING

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07 JACKING AND LIFTING

TABLE OF CONTENTS

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1 TOOLS EQUIPMENT AND SUPPLIES ............................................................................. 5
2 MAINTENANCE PRACTICES ........................................................................................... 5
A JACKING THE AIRPLANE .............................................................................................. 5
(1) RAISING THE TAIL .................................................................................................. 5
(2) RAISING THE AIRCRAFT FROM THE LANDING GEAR ......................................... 6
(3) RAISING THE AIRCRAFT FROM THE WING .......................................................... 6
(4) LIFTING THE AIRCRAFT FROM THE LIFT RINGS (ALL LANDING GEAR
CONFIGURATIONS) .......................................................................................................... 7

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1 TOOLS EQUIPMENT AND SUPPLIES

Description P/N or Spec. Supplier Purpose

Floor Jack - Any Source Jack Main Wheels
Tripod or Saw Horse - Any Source Place Under Tail
Wing Jack - Any Source Jack From Wing
Chocks - Any Source Place Under Main Wheels

CAUTION
Do not jack the aircraft outside or in an open hangar with winds in excess of 10 knots.

NOTE
Do not raise the airplane higher than required for the maintenance being performed.

NOTE
Additional weight aft of the CG may be required to stabilize the aircraft with the tail raised.

2 MAINTENANCE PRACTICES

A JACKING THE AIRPLANE

(1) RAISING THE TAIL

(a) Set the parking brakes and place chocks under the main wheels.
(b) Lift under the inboard side of the empennage and raise the airplane to place a
tripod or saw horse under the tail wheel springs, as indicated in Figure 1.

Tripod

Chocks

Figure 1 – Raising the Tail

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(2) RAISING THE AIRCRAFT FROM THE LANDING GEAR

NOTE
Use this method to service a single wheel or brake. The tail wheel may be on the ground
when using this method.

(a) Place a chock under the opposite main wheel and tail wheel.
(b) Place a jack under the main axle as shown in Figure 2.

Chock Jack

Figure 2 – Jacking from Main Axle

(3) RAISING THE AIRCRAFT FROM THE WING

NOTE
Use this method for complete removal of landing gear leg.

(a) Place a chock under the opposite main wheel and tail wheel.
(b) Place jack between the main lift strut wing attachment point and the tie down
(Refer to Figure 3). Jack one side at a time. Do not jack both sides
simultaneously.

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Figure 3 – Jacking from the Wing

(4) LIFTING THE AIRCRAFT FROM THE LIFT RINGS (ALL LANDING GEAR
CONFIGURATIONS)
(a). Acquire the necessary tools and equipment.

Description P/N or Spec. Supplier Purpose

1 ea. Hoist 3000 lbs. capacity - Any Source Hoist Aircraft
1 ea. Spreader bar - Any Source Vertical Hoist on Rings
2 ea. Chains - Any Source Hoisting

(b). Position the aircraft so that the lift rings (at wing root) are directly below the
aircraft hoist.
(c). Secure chains of equal length around both lift rings. Attach the chains to the hoist
ensuring the aircraft is clear of surrounding objects.

HOIST
Spreader Bar

CHAIN CHAIN

CAUTION
As aircraft is lifted, support the tail to ensure that the aircraft does not swing.
(d). Slowly raise aircraft.

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CHAPTER 08

LEVELING AND
WEIGHING

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08 LEVELING AND WEIGHING

TABLE OF CONTENTS
CHAPTER 08 .......................................................................................................................... 1
08 LEVELING AND WEIGHING ............................................................................................. 3
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1 LEVELING......................................................................................................................... 5
A. PREPARATION ........................................................................................................... 5
B. LEVELING ................................................................................................................... 5
(1) LONGITUDINAL LEVELING ........................................................................................ 5
(2) LATERAL LEVELING .................................................................................................. 5
2 WEIGHING........................................................................................................................ 6
A. GENERAL ................................................................................................................... 6
B. PREPARATION ........................................................................................................... 6
C. WEIGHING THE AIRCRAFT ....................................................................................... 7
D. WEIGHING THE AIRCRAFT - NON-STANDARD LANDING GEAR
CONFIGURATIONS, INCLUDING AMPHIBIOUS FLOATS ......................................... 8
E. WEIGHING THE AIRCRAFT (STRAIGHT FLOATS) ................................................... 9

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1 LEVELING

A. PREPARATION
Place the aircraft in a hangar with the doors closed where the wind will not affect the aircraft. Lift
the empennage, and support the tail wheel on a bench to obtain an approximate flight level
attitude. Refer to Chapter 7.

B. LEVELING

(1) LONGITUDINAL LEVELING

Secure a spacer block (1.69 ± 0.04 inches) with masking tape to the forward end of a straight
edge. Straight edge must be long enough to reach both the forward and aft carry through spars.
Support the tail with a saw horse under the tailwheel springs. Place the straightedge such that
the spacer block is under the forward wing spar carry through and the aft edge is on the aft wing
spar carry-through. See figure 1. Adjust the height of the tail until the aircraft is level.

Figure 1 - Longitudinal Leveling

(2) LATERAL LEVELING

Place the level on the upper forward cross tube located in the cabin just behind the windshield,
as shown in figure 2. If using a spirit level, center the bubble to level the aircraft laterally.

Figure 2 – Lateral Leveling

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2 WEIGHING

A. GENERAL
This section describes the methods for determining the empty weight of the aircraft and the
position of its center of gravity relative to the datum.
Weight and balance limits are placed on aircraft for two reasons:
§ First, the structure was designed to carry a certain weight;
§ Second, the operating weight of the aircraft and the position of the center of gravity
affect performance, stability, and control characteristics, particularly in stall and spin
recovery.
The aircraft will only attain the performance and exhibit the handling characteristics if it is flown
when the weight and the center of gravity are within the approved range.
Have a set of calibrated weighing scales available. The capacity should be 1,000 lbs. for each
main and 250 lbs. for the tail. Zero the scales or record the tare, as appropriate.

B. PREPARATION
(a) Clean the aircraft to remove excess dirt and grease.
(b) Remove the fuel from the aircraft. This may be accomplished by opening the fuel
drains until all remaining fuel is drained.
• Standard range fuel tanks should retain one gallon unusable fuel total.
• Extended range fuel tanks should retain five gallons unusable fuel total.
(c) Check that the oil is full.
(d) Position the pilot’s seat in the middle position.

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C. WEIGHING THE AIRCRAFT

(a) Place the aircraft on the calibrated scales.
(b) Level the aircraft as required.
(c) Record the weight of the main wheels and the tail wheel in Table 1.

Table 1 – Landing Gear Weighing Form

Aircraft Serial Number:

Registration Number:
Date:

NOTE
For 3X3 landing gear, use 59.50” for each main wheel arm.
For CCK/CCX-1865, use 261.90” for the tail wheel arm.
For CCK/CCX-2000, use 263.90” for the tail wheel arm.

Line Recorded Tare Actual

Number Position Weight (+/-) Weight Arm Moment
1 Left Main Wheel
2 Right Main Wheel
3 Tail Wheel
TOTAL TOTAL
WEIGHT MOMENT

TOTAL MOMENT TOTAL WEIGHT C.G. LOCATION

÷ =
(d) Compute the moment by multiplying the actual weight by the arm in lines 1, 2, and 3, ,
and write the result.
(e) Add the actual weights to calculate TOTAL WEIGHT.
(f) Add the moments to calculate TOTAL MOMENT.
(g) Divide the TOTAL MOMENT by the TOTAL WEIGHT to calculate the location of the
center of gravity.
(h) Record new empty weight and position of center of gravity in the POH/AFM, Weight &
Balance section and the Equipment List.

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D. WEIGHING THE AIRCRAFT (AMPHIBIOUS FLOATS)

WEIGHT AND CG CHANGE ARE UNKNOWN

(a) Acquire necessary equipment,

Description P/N or Spec. Supplier Purpose

4 scales with capacity up to
- Any Source Weighing aircraft
1000 lbs.
2 Hydraulic Jacks (1 ton
- Any Source Jack rear wheels
minimum)

(b) Place weighing pads under the front wheels.

(c) Place the jacks for the rear wheels on weighing pads.
(d) Level the aircraft per Section 1 of this Chapter.
(e) Measure the arm for the front and rear wheels. This is to be done by dropping a plumb
bob off the left and right leading edge of the wing and marking these locations on the
floor. Draw a line on the floor between these points. Then, measure the longitudinal
distance from the center each of the nose and main wheels to the line. The leading edge
of the wing is located at Fuselage Station 60.0.

Fuselage station of left nose wheel

= ________ 60 inches - (measured distance Inches)
Fuselage station of right nose wheel
= ________ 60 inches - (measured distance Inches)
Fuselage station of left main wheel =
________60 inches + (measured distance Inches)
Fuselage station of right main wheel =
________60 inches + (measured distance Inches)

(f) Record the weights of the wheels in lines 1, 2, 3, and 4 of Table 2.

NOTE
Due to the position of the nose wheels relative to the datum, and the leading edge of the
wing, the arm of the front wheels will be a negative number.

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Table 2 Landing Gear Weighing Form

Aircraft Serial Number:
Registration Number:
Date:
Line Recorded Tare Actual
Number Position Weight (+/-) Weight Arm Moment
1 Left Nose Wheel -
2 Right Nose Wheel -
3 Left Main Wheel
4 Right Main Wheel
TOTAL TOTAL
WEIGHT MOMENT
TOTAL MOMENT TOTAL WEIGHT C.G. LOCATION

÷ =

(g) Compute the moment by multiplying the actual weight by the arm in lines 1, 2, 3, and 4,
and write the result.
(h) Add the actual weights to calculate TOTAL WEIGHT.
(i) Add the moments to calculate TOTAL MOMENT.
(j) Divide the TOTAL MOMENT by the TOTAL WEIGHT to calculate the location of the
center of gravity.
(k) Record new empty weight and position of center of gravity in the POH/AFM, Section 6:
Weight & Balance and the Equipment List.

E. WEIGHING THE AIRCRAFT (STRAIGHT FLOATS)

WEIGHT AND CG CHANGE ARE KNOWN
(a) After removing the landing gear, weigh the landing gear wheels and brakes separately.
(b) Subtract the weight and moment of the landing gear wheels and brakes from the empty
weight of the airplane.
(c) Add the weight of the floats and estimated CG location of floats, then calculate the
moment of the floats.
(d) Divide the resultant moment by the weight to calculate the new center of gravity.

Table 3 Reference Weights

Weight C.G. Location Moment
Component
(lbs.) (in. aft of datum) (in.lbs.)
Basic Empty Weight and CG on Wheels
Minus Main Landing Gear
Minus Wheels, Brakes and Tires 59.5
Minus Tail Wheel Assembly 261.9 (CCX/K-1865)
263.9 (CCX/K-2000)
Plus Floats*
New Empty Weight on floats
* If the weight and center of gravity location of the floats is not known, contact the manufacturer.

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CHAPTER 10

PARKING AND
MOORING

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10 PARKING AND MOORING

TABLE OF CONTENTS
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1 MAINTENANCE PRACTICES ............................................................................................5
A. PARKING ...........................................................................................................................5
B. MOORING..........................................................................................................................5
C. STORAGE..........................................................................................................................6
(1) GENERAL ..........................................................................................................................6
(2) TEMPORARY STORAGE – 30 TO 90 DAYS .....................................................................6
(3) INDEFINITE STORAGE .................................................................................7
(4) PREPARATION FOR SERVICE ....................................................................7

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1 MAINTENANCE PRACTICES
A. PARKING
(a) Position the airplane on level surface, headed into the wind.
(b) Set the parking brakes. The parking brake valves are located on the forward
portion of the passenger rudder pedals. To engage, press both brake pedals and
turn the brake valve on each pedal to the horizontal position.
(c) Chock the main gear wheels.
(d) In gusty or stormy weather, moor the airplane.
(e) When the aircraft is to be parked for an extended time, it should be moved
periodically to prevent corrosion in the wheel bearings and flat spots on the tires.

B. MOORING
(a) Position the airplane on level surface, headed into the wind.
(b) Set the parking brakes. The parking brake valves are located on the forward
portion of the passenger rudder pedals. To engage, press both brake pedals and
turn the brake valve on each pedal to the horizontal position.
(c) A good practice is to position the propeller in an angled or horizontal position.
(d) Chock the main gear wheels.
(e) There is a tie-down ring underneath each wing next to the forward lift strut (refer
to Figure 1). The tail should be tied down by wrapping straps/rope/chains at least
once around the tail wheel head (refer to Figure 2). In severe weather, use
multiple lines. During gusty or high wind conditions, lines may require periodic
tightening to prevent excessive movement of airplane. Use a safety knot (such as
a bowline knot) to ensure security.

Figure 1 – Wing Tie Down

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Figure 2 – Tailwheel Tie Down

C. STORAGE

(1) GENERAL
The procedures outlined in this section must be followed if it is expected that the aircraft will
remain inactive for longer than 30 days.

(2) TEMPORARY STORAGE – 30 TO 90 DAYS

(a) Park and moor the airplane.

(b) Apply engine preservation. In extremely cold weather, it is advisable to drain the
oil sump immediately after stopping for a long period and to warm the oil to 100°F
before refilling the sump. To prevent excessive cooling of the oil sump and
excessively high oil viscosity in cold weather, the sump may be covered with an
oil-proof lagging. Refer to the latest edition of the manufacturer’s service letter.
(c) Fill the fuel tanks completely. Check for water accumulating each week.
(d) Wipe the tires with dry cloth, and treat them with tire protector spray. Mark the
tire positions and date with chalk. Turn the wheels and check air pressure
regularly.
(e) Remove the battery and ELT (refer to Chapter 24) and store in accordance with
standard practices. Clean the battery compartment and the battery cable
terminals to neutralize any battery acid that may be present.
(f) Lubricate according to lubrication schedule (refer to Chapter 12).
(g) Clean the propeller to remove dirt, oil, and bug accumulation. A good practice is
to position the propeller in an angled or horizontal position.

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(h) Clean and cover the instruments and panel. Observe any additional precautions
recommended by the various manufacturers of the avionics and the instruments.
(i) Clean and install protective covers on the seats.

(3) INDEFINITE STORAGE

CAUTION
Do not set the parking brake as brake seizing can result.

(a) Park and moor the airplane.

(b) Apply engine preservation. Refer to the latest edition of the manufacturer’s
service letter.
(c) Drain the fuel tanks (refer to Chapter 28).
(d) Clean the brake assemblies. The wheels should be turned three to four
revolutions per 30 days to prevent corrosion. Touch up all spots where paint has
been chipped from the wheels. Wipe the tires with dry cloth, and treat with tire
protector spray. Turn the wheels. Mark the tire position and date with chalk.
Check the air pressure periodically and inflate the tires as necessary (refer to
Chapter 12).
NOTE
It is advisable to use unserviceable tires for prolonged storage.
(e) Remove the battery and the ELT (refer to Chapter 24) and store in accordance
with standard practices (refer to Chapter 20). Clean the battery compartment and
the battery cable terminals to neutralize any battery acid that may be present.
(f) Lubricate according to lubrication schedule (refer to Chapter 12).
(g) Clean the propeller to remove dirt, oil, and bug accumulation. Coat the blades
with a corrosion preventive soft compound or film and wrap with moisture proof
material. A good practice is to position the propeller in an angled or horizontal
position.
(h) Clean and cover the instruments and the panel. Take any additional precautions
according to the manufacturer.
(i) Clean and install protective covers on the seats.
(j) Remove all loose equipment and store.
(k) Clean and install covers over windshield and windows.

(4) PREPARATION FOR SERVICE

(a) Engine preparation for service - Refer to the manufacturer’s service letter.
(b) Remove all covers, tapes and tags from airplane.
(c) Reinstall the battery and the ELT (refer to Chapter 24).
(d) Fill the fuel tanks (if applicable) (refer to Chapter 12).
(e) Thoroughly clean and visually inspect the airplane. It is recommended to carry
out at least a 100-hour inspection prior to flying the aircraft (refer to Appendix A).
(f) Replace O-rings in the fuel selector and (if equipped) engine primer if the fuel
system has been left dry for an extended period of time.

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CHAPTER 12

SERVICING

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12 SERVICING

TABLE OF CONTENTS

1 GENERAL ......................................................................................................................... 5
2 CONSUMABLE OR FREQUENTLY REPLACED ITEMS .................................................. 6
3 LUBRICATION .................................................................................................................. 7
4 REPLACEMENT TIMES.................................................................................................... 8
5 CONTROL SURFACE TRAVELS AND CABLE TENSION SETTINGS ............................11
6 ENGINE SPECIFICATIONS AND DATA ..........................................................................11

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1 GENERAL
This information gives the general servicing procedures and maintenance practices that are to
be used when servicing the airplane. For additional detailed information concerning unit
servicing of the various airplane systems and components, refer to the applicable chapters.
The intervals specified are considered adequate to meet average requirements under normal
operating conditions. However, it is advisable to shorten the service and maintenance intervals
when operating under abnormal environmental conditions, such as high humidity and moisture,
salt water environments, dusty atmospheric conditions, extreme temperature ranges,
unimproved airport facilities, or other unusual operating requirements. In salt water areas,
special care should be taken to keep the engine, accessories, and airframe clean to help
prevent oxidation.
CAUTION
The operation of the airplane can be seriously impaired if unapproved or
contaminated fuel, oil, fluids, lubricants or materials are used. Adherence to
instructions, cautions, and warnings can avoid injury to personnel and damage
to the airplane or associated equipment.

Mixing of various brands, types, and weights of materials should be avoided. Specified
lubricants will meet requirements for extreme hot or cold temperature operations. Use of
substitutes or other lubricants may cause a malfunction when operating in extreme temperature
conditions, or may cause excessive wear due to improper lubrication.

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2 CONSUMABLE OR FREQUENTLY REPLACED ITEMS

Item Specifications Capacity
CCK/CCX-1865: Cub Crafters Part Number:
PC54108-001
Air Filter N/A
CCK/CCX-2000: Cub Crafters Part Number:
XC53110-001 (filter will need to be cut to fit)
Standard Range 25 gallons total
(CCK/X-1865 only) 24 gallons usable
Fuel Aviation Grade 100LL Extended Range 44 gallons total
(CCK/X-1865 and 39 gallons usable (-2000)
CCK/X-2000) 42 gallons usable (-1865)
3.5 Quarts (3.3L) Min
CCK/CCX-1865:
4 Quarts (3.8L) Rec
Phillips XC 20W-50
6 Quarts (5.7L) Max
Oil All Temperature
4 Quarts (3.8L) Min
CCK/CCX-2000:
6 - 7 Quarts Rec
AeroShell 15W-50*
8 Quarts (7.5L) Max
CCK/CCX-1865: SP56011-001 Spin-On Oil
Filter
Oil Filter
CCK/CCX-2000: CH48108-1 Spin-on Oil Filter
or AA48108-2 Spin-on Oil Filter (Tempest)
Hydraulic
MIL-H-5606G As required
Fluid
6.00 x 6 Dry Air 26 ± 2 psi (165 ± 14 kPa)**
8.00 x 6 Dry Air 23 ± 2 psi (158 ± 14 kPa)**

Main Tire 8.50 x 6 Dry Air 20 ± 2 psi (124 ± 14 kPa)**

Pressure 26” Bushwheels Dry Air 12 ± 2 psi (83 ± 14 kPa)**
29” Bushwheels Dry Air 12 ± 2 psi (83 ± 14 kPa)**
31” Bushwheels Dry Air 12 ± 2 psi (83 ± 14 kPa)**

Tail Wheel ABW 3200-Type Dry Air 38 ± 5 psi (262 ± 29 kPa)**

Pressure ABW-3200B “Tundra” Dry Air 23 ± 2 psi (158 ± 14 kPa)**

Table 1 – Fuel, Oil, Brake Fluid, and Tire Pressures

Notes:
*CCK/X-2000 Engine break-in oil differs depending on OAT. Such as Aeroshell 80 or 100.
**Tire pressure values are reference only. Refer to tire sidewall to verify proper pressures.

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3 LUBRICATION

ITEM SUGGESTED SPEC

ENGINE
Engine Oil See List Above MIL-L-22851, MIL-L-6082,
SAW J1899, or SAE J1966
Spark Plug Thread Lubricant Champion Aerospace # 2612
Oil Filter Gasket Dow Corning 4 Lubricant MIL-S-8660C
PROPELLER
Reference:
Lubricate according to the Hartzell Propeller Owner’s
-Chapter 60
Manual. (CCK/CCX-2000 only)
-Propeller Owner’s Manual
COCKPIT
Hydraulic Fluid Any Brand MIL-H-5606G
(Brake)
Control Stick Pivot Points LPS 2 MIL-C-16173E Grade 3 Class I
Torque Tube Bearings
Elevator Pulley Shafts and LPS 2 MIL-C-16173E Grade 3 Class I
Bushings
Aileron Pulley Shafts and LPS 2 MIL-C-16173E Grade 3 Class I
Bushings
Rudder Pedal Pivot Points LPS 2 MIL-C-16173E Grade 3 Class I
Brake Pedal Pivot Points
Flap Handle Shaft LPS 2 MIL-C-16173E Grade 3 Class I
Door Hinges LPS 2 MIL-C-16173E Grade 3 Class I
Fuel Fittings w/Pipe Threads EZ TURN Lubricant MIL-G-6032D
Fuel Selector O-Rings Dow Corning 4 Lubricant MIL-S-8660C
FUSELAGE
Flap Rod Ball Ends LPS 2 MIL-C-16173E Grade 3 Class I
Stabilizer Jackscrew Mobilgrease 28 MIL-G-81322E
Trim Jackscrew & Yoke LPS 2 MIL-C-16173E Grade 3 Class I
Bushings
Fuel Fittings w/Pipe EZ TURN Lubricant MIL-G-6032D
Threads
LANDING GEAR
Main Landing Gear Shock LPS 2 MIL-C-16173E Grade 3 Class I
Strut Pivot Points

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ITEM SUGGESTED SPEC

Main Landing Gear Pivot LPS 2 MIL-C-16173E Grade 3 Class I
Points
Main Wheel Bearings Mobilgrease 28 MIL-G-81322E
Tail Wheel Swivel Mobilgrease 28 MIL-G-81322E
Tail Wheel Bearings Mobilgrease 28 MIL-G-81322E
EMPENNAGE
Rear Stabilizer Tube Liner Mobilgrease 28 MIL-G-81322E
Elevator Hinge Pins LPS 2 MIL-C-16173E Grade 3 Class I
Rudder Hinge Pins LPS 2 MIL-C-16173E Grade 3 Class I
WING
Aileron and Flap Hinge Pins LPS 2 MIL-C-16173E Grade 3 Class I
Aileron Pulley Shafts and LPS 2 MIL-C-16173E Grade 3 Class I
Bushings
Flap Crossbar Bushings, LPS 2 MIL-C-16173E Grade 3 Class I
Arm, Pushrod, and Hinge
Pivot Points

4 REPLACEMENT TIMES
The following replacement times are a sample of standard replacement times as
recommended by the kit manufacturer and are for use as REFERENCE ONLY.
REF. IN
ITEM INTERVAL REPLACE OVERHAUL THIS NOTES
MANUAL
1 Engine X Reference CC340
Engine Manual /
XP360 Operator’s
Manual
2 Propeller Chapter See manufacturer’s
60 Maintenance
Manual
3 Air Inlet At engine X Chapter
Plenum overhaul 71
(CCK/CCX-
2000 Only)
4 Alternator At engine X
overhaul
5 Starter At engine X
overhaul
6 Exhaust 1000 Hours X
System

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REF. IN
ITEM INTERVAL REPLACE OVERHAUL THIS NOTES
MANUAL
7 Induction Air 2000 hours X
Box

8 Flexible Fuel 12 years or X

Lines engine
overhaul,
whichever
comes first
9 Flexible Oil 12 years or X
System engine
Lines overhaul,
whichever
comes first
10 Ignition Annually X
Backup
Battery

11 Emergency After 1 hour of X Chapter Refer to

Locator cumulative 24 Manufacturer’s
Transmitter transmitting, Installation and
50% of Operation Manual
useable life
has expired,
or expiration
date marked
on the ELT.
12 Remote ELT 8 years X Chapter
Switch Lithium 24
Battery 4 years
(if installed) Alkaline
13 Fire Upon X Applicable to model
Extinguisher expiration, RT A400: Replace
see cylinder if gross weight is
label less than 17.7 oz.
14 Rubber At engine X
Engine overhaul or
Mount on condition
Bushings

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REF. IN
ITEM INTERVAL REPLACE OVERHAUL THIS NOTES
MANUAL
15 Landing 5 Years X Replace more
Gear frequently when
Bungees bungees are no
longer strong
enough to return
the landing gear to
its stops or
whenever they are
frayed or damaged
16 Tail Brace 2000 hours X
Wires

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5 CONTROL SURFACE TRAVELS AND CABLE TENSION SETTINGS

Aileron
Aileron Up .............................................................................................. +18º ± 2.0º
Aileron Down ......................................................................................... -18º ± 2.0º
Aileron Cable Tension ............................................................................ 40 ±5 lbs
Flaps
First Notch ............................................................................................. 16° ± 1°
Second Notch ......................................................................................... 33° ± 1°
Third Notch ............................................................................................. 46° ± 1°
Stabilizers
Neutral Setting ....................................................................................... 0°
Stabilizers Up ........................................................................................ +4.5°
Stabilizers Down .................................................................................... -3°
Elevators
Elevator Up ............................................................................................ +25° ± 2°
Elevator Down ....................................................................................... -15° ± 2°
Elevator Cable Tension .......................................................................... 60 ± 2 lbs
Rudder
Rudder Left ............................................................................................ +25° ± 2°
Rudder Right ......................................................................................... -25° ± 2°

6 ENGINE SPECIFICATIONS AND DATA

6.1 CCK/X-2000
Engine Model CC363i
Number of Cylinders 4
Bore & Stroke (inches) 5.125 / 4.375
Compression Ratio 9.0:1
Piston Displacement 361 CI
Ignition Type Dual Elec. Ignition
Maximum Continuous Power 186 HP @ 2700 RPM
Minimum Idling Oil Pressure 25 psi
Minimum Oil Pressure 55 psi
Maximum Oil Pressure 95 psi
Maximum Oil Pressure for Takeoff 115 psi
Maximum Oil Temperature 245°F
450°F Superior Variant
Maximum Cylinder Head Temperature
500°F Lycoming Variant
Engine Weight – Dry, Assembled 296 lbs ± 2%
Oil Sump Capacity 6 quarts Maximum
Reference Manuals:
Recommend TBO Superior: XP-360 Operators Manual
Lycoming: #60297-7 and #60297-12
Engine to Engine Mount Torque Value 480-590 IN-LBS

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6.2 CCK/X-1865

Engine Model CC340

Number of Cylinders 4
Bore & Stroke 5.125 / 4.175
Compression Ratio 9.0:1
Piston Displacement 340.4 CI
Ignition Type Dual Elec. Ignition
Takeoff Power 180 HP @ 2700 RPM
Maximum Continuous Power 80 HP
Minimum Idling Oil Pressure 25 PSI
Minimum Oil Pressure 60 PSI
Maximum Oil Pressure 90 PSI
Maximum Oil Pressure for Start-Up and
100 psi
Warm Up
Maximum Oil Temperature Reference SSC50000 CC340 Manual
475°F Takeoff
Maximum Cylinder Head Temperature
400°F Cruise
Engine Weight – Dry 251.3 lbs
Oil Sump Capacity 6 quarts with light weight sump
Recommend TBO Reference SSC50000 CC340 Manual
Engine to Engine Mount Torque Value 60-65 IN-LBS.

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CHAPTER 20

STANDARD
PRACTICES

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20 STANDARD PRACTICES

TABLE OF CONTENTS

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1 GENERAL ......................................................................................................................... 5
2 DEFINITIONS ................................................................................................................... 5
3 TORQUING REQUIREMENT ............................................................................................ 5
4 USE OF TORQUE WRENCHES AND ADAPTERS ........................................................... 5
5 TORQUING PATTERNS ................................................................................................... 6
6 SPECIFIC TORQUE REQUIREMENTS ............................................................................ 6
7 GENERAL TORQUE VALUES .......................................................................................... 7

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1 GENERAL
This chapter gives the requirements for torquing fasteners. No lubricating or anti-seize
compounds are to be applied to threaded fasteners except where specified. At the time of
installation, the threads must be clean and free of corrosion, paint or any products other than
those applied by the fastener’s manufacturer.

2 DEFINITIONS
Running Torque: The average torque developed after the fastener is at least one full thread
through the nut, but prior to the tightening of the joint (also called self-locking torque, locking
torque, friction drag torque).
Assembly Torque: The torque required by design engineering in order to create the desired
axial load on the bolt/nut assembly (also called tightening torque or installation torque).

3 TORQUING REQUIREMENT
Whenever possible, the nut shall be turned during torquing. Where it is necessary to tighten the
fastener assembly from the head, the installation torque shall be the maximum torque indicated
+ 10 percent.

NOTE
This is only applicable for fasteners greater than 3/16” in diameter.

When nuts are to be secured to fasteners by means of cotter pins or lock wire, the low side of
the specified torque range shall be approached for tightening. If necessary, tightening shall be
continued until the next slot aligns with the hole.
Nuts shall not be loosened to obtain the required alignment. The maximum torque shall not be
exceeded.
Threaded fasteners which have been torqued above the maximum value specified shall not be
backed off and re-torqued but shall be removed, rejected and rendered unserviceable.
If there is any doubt a fastener has been under-torqued, the nut shall be backed off one
complete rotation (360°) maximum and retightened to the specified value; the bolt, screw or stud
must not be allowed to rotate.

4 USE OF TORQUE WRENCHES AND ADAPTERS

All final torquing shall be carried out with certified torque wrenches or torque screwdrivers.
When adapters or extensions are used on manually operated torque wrenches, they shall be
aligned as shown in Figure 1 and the dial reading required shall be calculated from the following
formula:
Dial Reading = Specified Torque x L
L + L1
A = fulcrum point of handle
B = center line of wrench drive
C = center line of adaptor or extension drive
L = distance from the fulcrum point to the handle to the center line of wrench drive
L1 = distance from center line of the wrench drive to center line of adaptor or extension drive

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Figure 1 – Use of Torque Wrenches

Dimensions must be measured in the same units (i.e. both in inches, both in feet, etc.) for each
calculation. Different units must not be mixed.

5 TORQUING PATTERNS
Whenever applicable, the following patterns must be followed when torquing fasteners:

Typical Circular Pattern Torquing Sequence

Typical Linear Pattern Torquing Sequence

Figure 2 – Torque Patterns

6 SPECIFIC TORQUE REQUIREMENTS

Item Chapter/Section Reference

Propeller 60
Reference Engine-specific Manual and
Spark Plugs
Lightspeed Ignition System Manual

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7 GENERAL TORQUE VALUES

NOTE: ADD FRICTION DRAG TO ALL VALUES.

BOLTS - STEEL TENSION BOLTS - STEEL TENSION BOLTS - ALUMINUM

AN3 THRU AN 20 MS20004 THRU MS20024 AN3DD THRU AN20DD

AN42 THRU AN49 NAS 144 THRU NAS158 AN173DD THRU AN186DD
AN73 THRU AN81 NAS333 THRU NAS340 AN509DD
AN173 THRU AN186 NAS538 THRU NAS590 AN525D
MS20033 THRU MS20046 NAS624 THRU NAS644 MS27039D
MS20073 NAS1303 THRU NAS1320 MS24694DD
MS20074 NAS6203 THRU NAS6220
AN509 NK9 NAS172
MS24694 NAS174
AN525 NK525 NAS517
MS27039
MS21250
BOLTS – STEEL SHEAR

NAS464
NAS1103 THRU NAS1120
NAS6606

NUTS - STEEL NUTS - STEEL NUTS - ALUMINUM

TENSION SHEAR TENSION SHEAR TENSION SHEAR
AN310 AN320 AN310 AN320 AN365D AN320D
AN315 AN364 AN315 AN364 NAS310D AN364D
AN363 NAS1022 AN363 NAS1022 NAS1021D NAS1022D
AN365 MS17826 AN365 MS17826
NAS1021 MS20364 MS17825 MS20364
MS17825 MS21042 MS20365
MS21044 MS21083 MS21045
MS21045 NAS1021
MS20365 NAS1291
MS20500 NAS679
NAS679

THREAD SIZE MIN. MAX. MIN. MAX. MIN. MAX. MIN. MAX. MIN. MAX. MIN. MAX.
(FINE)
8-36 12 15 7 9 ------- -------- ------- ------- 5 10 3 6
10-32 20 25 12 15 25 30 15 20 10 15 5 10
1/4-28 50 70 30 40 80 100 50 60 30 45 15 30
5/16-24 100 140 60 85 120 145 70 90 40 65 25 40
3/8-24 160 190 95 110 200 250 120 150 75 110 45 70
7/16-20 450 500 270 300 520 630 300 400 180 230 110 170
1/2-20 480 590 290 410 770 950 450 550 280 410 160 260
9/16-18 800 1000 480 600 1,100 1,300 650 800 380 580 230 360
5/8-18 1,100 1,300 660 730 1,250 1,550 750 950 550 670 270 420
¾-18 2,300 2,300 1,300 1,500 2,650 3,200 1,600 1,900 950 1,250 560 880
7/8-14 2,500 3,000 1,500 1,800 3,550 4,350 2,100 2,600 1,250 1,900 750 1,200
1 -14 3,700 4,500 2,200 3,300 4,500 5,500 2,700 3,300 1,600 2,400 950 1,500
1 1/8-12 5,000 7,000 3,000 4,200 6,000 7,300 3,600 4,400 2,100 3,200 1,250 2,000
1 3/8-12 9,000 11,000 5,400 6,600 11,000 13,400 6,800 8,000 3,900 5,600 2,300 3,650

Table 1 – Torque Values (All values in in-lbs.)

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NOTE: ADD FRICTION DRAG TO ALL VALUES

NUTS AND BOLTS - STEEL

TENSION SHEAR
THREAD SIZE MIN. MAX. MIN. MAX.
(COARSE)
8-32 12 15 7 9
10-24 20 25 12 15
1/4-20 40 50 25 30
5/16-18 80 90 45 55
3/8-16 160 185 95 110
7/16-14 235 255 140 155
1/2-13 400 480 240 290
9/16-12 500 700 300 420
5/8-11 700 900 420 540
3/4-10 1,150 1,600 700 950
7/8-9 2,200 3,000 1,300 1,800
1 -8 3,700 5,000 2,200 3,000
1 1/8-8 5,500 6,500 3,300 4,000
1 3/8-8 6,500 8,000 4,000 5,000

Table 1 – Torque Values (Continued) (All values in in-lbs.)

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CHAPTER 24

ELECTRICAL
POWER SYSTEMS

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24 ELECTRICAL POWER SYSTEMS

TABLE OF CONTENTS

1 GENERAL ............................................................................................................. 5
2 TROUBLESHOOTING .......................................................................................... 5
3 ALTERNATOR ...................................................................................................... 6
A. REMOVAL ..................................................................................................... 6
B. INSPECTION................................................................................................. 6
C. INSTALLATION ............................................................................................. 6
5 MAIN BATTERY .................................................................................................... 6
A. REMOVAL ..................................................................................................... 6
B. INSPECTION................................................................................................. 6
C. CHARGING ................................................................................................... 7
D. INSTALLATION ............................................................................................. 7
6 IGNITION BACKUP BATTERY ............................................................................. 7
A. REMOVAL ..................................................................................................... 7
B. INSPECTION................................................................................................. 7
C. CHARGING ................................................................................................... 8
D. INSTALLATION ............................................................................................. 8
7 EMERGENCY LOCATOR TRANSMITTER........................................................... 8

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1 GENERAL
The aircraft uses a 14 volt DC electrical system with the power supplied by a 40 amp belt-driven
alternator and a 12 volt storage battery. The aircraft is / is not (circle one) equipped with a 12
volt ignition battery backup.
In addition to the alternator and the battery, the electrical system consists of a solid-state linear
regulator, master and starter solenoids, circuit breakers, and switches. Generally the battery is
located underneath the pilot’s seat. The Ignition Backup Battery is located behind the right front
interior panel.
Optional anti-collision light assemblies may be installed on each wingtip. These consist of
navigation light and a strobe light. There is also a position and strobe light on the tail of the
aircraft.
An optional landing light may be mounted in the leading edge of the left wing. Another option
includes a second landing light in the leading edge of the right wing.

2 TROUBLESHOOTING
PROBLEM PROBABLE CAUSE REMEDY
Engine speed too low Check for output at higher speed
Blown fuse(s) Replace fuse(s)
No Operation Bad Wire Connections Replace bad connectors
Drive belt broken Replace belt
Alternator Faulty Overhaul or replace alternator
Engine speed too low Increase engine speed
Very Low Battery Charge battery
Low Voltage
Bad battery (shorted cell) Replace battery
Load exceeds alternator output Decrease load or increase engine RPM
Bad battery (open) Check contacts and/or replace battery
High Voltage
Bad regulator (integral to alternator) Replace/Repair Alternator

WARNING
THE ENGINE AND THE IGNITION SWITCHES MUST BE OFF.

Refer to Main Power Distribution Schematic and use a high-impedance digital volt/ohmmeter
(DVM) to make the following checks:
(a) Turn all switches off. Use the lowest resistance scale on the DVM. Check the
resistance between the battery negative (-) terminal and the engine case.
Measurements over 0.5 Ohm should be investigated. Check the engine ground
strap and the battery ground strap for loose or contaminated connections, broken
conductors or bad crimp joints. If these measurements are less than 0.5 Ohm, any
of these points may be used as reference (-) for the following measurements.
(b) Turn on the master switch. Measure the voltage on the battery bus and on pin + of
the regulator. The voltages should be equal, or within 0.2 volts. A difference of
more than 0.2 volts may be caused by a bad breaker.
(c) Try a five pound pull test on all crimp joints and make sure that the terminals are
crimped on the wire, not the insulation.
(d) Troubleshoot systems to determine the root cause of the problem.

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3 ALTERNATOR
The alternator is a belt-driven, 40 ampere, internally regulated alternator.

A. REMOVAL
(a) Disconnect the wires and remove the mounting bolts.

B. INSPECTION
Inspect the alternator for general condition. Broken wires or damaged connectors may be
corrected in the field.
(b) Check belt for cracking or fraying and replace if defective.
(c) Inspect the alternator for general condition. Broken wires or damaged connectors
may be corrected by qualified personnel.

C. INSTALLATION
(d) Locate the alternator in place.
(e) Secure the alternator with the mounting bolts; torque the bolts.
(f) Attach the alternator wires.

5 MAIN BATTERY
The battery is a sealed, 12 Volt lead acid battery. Electrolyte replenishment is not required.
Inspect every 100 hours for physical condition and cleanliness.

A. REMOVAL
(a) Remove the pins from each side of pilot’s seat base.
(b) Slide the seat fully forward and tilt the seat forward.
(c) Disconnect the battery strap and cables, positive first, then negative. Remove the
battery.

B. INSPECTION
(a) Inspect the battery and terminals for condition and corrosion.
(b) Clean as required.
(c) If necessary, charge the battery in accordance with the following instructions.

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C. CHARGING
The battery may be charged using a 12 volt, 1 ampere battery charger. Charging time using a 1
amp charger is 4.5 hours; charging rate will vary depending on the type of charger used. If a
trickle charger is used, charging time may be longer.
NOTE
Charging should be conducted in an environment between 70º F and 90º F (20ºC and 30ºC).
The battery capacity may vary if charged outside of this recommended temperature range.

NOTE
If battery becomes very hot to touch, cease charging and allow battery to cool down.

NOTE
Voltage reading should be a minimum of 12.5-13.0 volts after charging. If voltage reading using
voltmeter is not 12.5 volts or more, repeat charging cycle.

D. INSTALLATION
(a) Place the battery in the mounting space. Secure in place with installed strap.
(b) Connect the positive lead.
(c) Connect the ground lead.
(d) Reinstall the pilot’s seat by securing with the pins.

6 IGNITION BACKUP BATTERY

The battery is a sealed, 12 volt lead acid battery. Electrolyte replenishment is not required.

A. REMOVAL
(a) Remove right forward interior panel.
(b) Release four quick-turn fasteners and remove battery cover bracket.
(c) Remove battery.
(d) Disconnect terminals.

B. INSPECTION
(a) Inspect the battery and terminals for condition and corrosion.
(b) Clean as required.
(c) If necessary, charge the battery in accordance with the following instructions.

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C. CHARGING
The battery may be charged using a 12 volt, 1 ampere battery charger.
NOTE
Charging should be conducted in an environment between 70º F and 90º F (20ºC and 30ºC).
The battery capacity may vary if charged outside of this recommended temperature range.

NOTE
If battery becomes very hot to touch, cease charging and allow battery to cool down.

NOTE
Do not use greater than two ampere battery charger to charge ignition backup battery.

D. INSTALLATION
(a) Connect negative lead (the black heat shrink covered wire) to battery.
(b) Connect positive lead (the wire with white silicone tube over it) to battery.
(c) Place the battery in the mounting space. Place cover over battery and secure four
quick turn fasteners.
(d) Reinstall right forward interior panel.

7 EMERGENCY LOCATOR TRANSMITTER

The aircraft is equipped with an emergency locator transmitter (ELT) that meets TSO C91a. The
ELT is mounted in a bracket (select all that apply):
Directly underneath the pilot’s seat and is accessed through an opening on the forward face
of the seat base.
The RCPI Unit (Remote Switch) is installed including wiring.

Figure 1 – ELT Schematic

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CHAPTER 25

EQUIPMENT AND
FURNISHINGS

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25 EQUIPMENT/ FURNISHINGS

TABLE OF CONTENTS

INTENTIONALLY LEFT BLANK .............................................................................................. 4

1 GENERAL ......................................................................................................................... 5
2 MAINTENANCE PRACTICES ........................................................................................... 6
A. REAR SEAT STOWAGE .......................................................................................... 6
B. REAR SEAT INSTALLATION ................................................................................... 8
C. INTERIOR PANELS ................................................................................................. 9
(1) REMOVE LEFT FORWARD INTERIOR PANEL ...................................................10
(2) OTHER INTERIOR PANELS .................................................................................11

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1 GENERAL
The front seat is made from composite with a foam cushion and covered with either nylon
canvas or leather material. The seat is attached to the seat base at the front with bolts on both
sides. There are two quick-release pins, one on each side of the seat base, used to adjust the
seat position fore and aft (see Figure 1 and 2).

WARNING
QUICK-RELEASE PINS MUST BE SECURED IN PLACE PRIOR TO TAKE OFF.

Front Attachment
to Seat Base

Position Adjustment Holes Quick Release

for Pin Insertion Pins (Both Sides)

Figure 1 – Front Seat Attachment

Figure 2 – Front Seat

The rear seat is made of fabric with inserted composite stringers. The seat is attached in front
by a steel cross bar. The steel cross bar is held in place to the floorboard by two cinched nylon
straps. The top of the rear seat is secured in place by nylon straps integrated into the seat. The
upper straps are wrapped around the fuselage tubes above and incorporate a slide adjuster
(see Figure 3).

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Figure 3 – Rear Sling Seat Installed

2 MAINTENANCE PRACTICES

A. REAR SEAT STOWAGE

(a) Disconnect the two cinched nylon straps holding the seat cross bar in place. Unscrew
and push the screw in to allow the tab to rotate and slide pin out of seat base
connector (see Figure 4).

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Pin
Screw Tab Rotated and
in Open Position

Tab in Locked Position

Figure 4 – Cross Bar Strap Attachment

(b) Remove cross bar from fuselage slots. Slide the seat straps and nylon straps off of the
cross bar. Place and secure cross bar in aft storage compartment. Remove cushion from
seat (see Figure 5).

Rear Seat Cushion

Left Side Fuselage
Cross Bar Slot

Right Side Fuselage

Cross Bar Slot

Cross Bar

Rear Seat Cross Bar Sleeves

Figure 5 – Rear Cross Bar and Strap Attachment

(c) Fold rear seat up and stow in sling seat holder. Place seat cushion and cross bar straps
in sling seat holder (see Figure 6).

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Sling Seat Holder

Figure 6 – Rear Seat Stowage in Sling Seat Holder

REAR SEAT INSTALLATION

(a) Slide the seat straps and nylon straps on the cross bar in the correct order. Install the
cross bar into the fuselage slots (see Figure 5).
(b) Connect the two cinched nylon straps to the floorboard to hold the seat cross bar in
place (see Figure 4). Install the seat cushion by lining up the hook and loop tape on
the bottom of the seat cushion and top of rear seat.
(c) Ensure the straps in front of the seat are cinched tight enough to hold cross bar in
slots at either end. Ensure the top straps are secure and verify proper routing of
straps around fuselage tube and through slide adjuster (see Figure 7).

Figure 7 – Rear Seat Upper Strap Routing

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B. INTERIOR PANELS
CAUTION
Use extreme care in handling interior panels as they can crack easily and sharp
corners may damage fabric covering on the aircraft.

Left Center Panel

Screw Covers

Nylon Snap
Rivets

Left Forward Panel

Figure 8a – Left Side Panels

Figure 9b – Removal of Nylon Snap Rivet

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(1) REMOVE LEFT CENTER INTERIOR PANEL

(a) Remove fuel selector handle, gate and fuel selector panel from the left center panel
(refer to Chapter 28). Note that the screws for the fuel selector panel have covers
over them to be removed first (see Figure 8a).

(b) Remove the pulley cover on the left side of the floor near the center of the interior
panel.

(c) Remove nylon snap rivets along the bottom edge of the left center panel, and the
rivets along the bottom edge of the aft interior panel.

(d) Remove nylon snap rivets along the vertical seams between left center interior panel
and left-aft /left-forward interior panels.

(e) Open the top of the left center interior panel by slipping a piece of sheet metal
(approximately 2” wide and about 2” shorter than the Velcro length) in one end and
keep pushing it in, unlocking the Velcro (see Figure 9). Place tape on strap to hold in
place.

Figure 10 – Metal Strap Placement

(f) Reach behind left aft interior panel through the lap seam between left center and left
aft interior panels. Using a putty knife, unstick the left center panel from the double
sided tape along its aft edge (if applicable).

(g) Remove fasteners securing the pilot’s throttle assembly from the left center panel.
There are multiple spacers on each bolt, use care to ensure hardware is not dropped
(refer to Chapter 76).

(h) Remove clevis screw holding the throttle linkage rod to the forward throttle lever.
Tape the throttle linkage rod to the panel so it doesn’t puncture the fabric.

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(i) Removed the left forward panel (after all nylon snap rivets are removed) to gain
access to the cabin heat intake of the left center panel. Remove the SCAT tubing
connected to the composite intake tube (integrated with left center panel).

(j) Remove left center panel by gently bending the front corner of the panel inward. Pull
forward to free the aft edge of the panel then slide the panel aft to clear instrument
panel. Lift panel out of aircraft front end first and set aside. It may be necessary to
disconnect LH rudder cable from rudder pedal in order to gain sufficient clearance at
the lower aft corner of the front interior panel section where it wraps around rudder
cable fairlead.

(2) OTHER INTERIOR PANELS

Other composite interior panels are removed and installed in a similar way. Reference Figure 8
for removal of nylon snap rivets.

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CHAPTER 27

FLIGHT CONTROLS

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27 FLIGHT CONTROLS

TABLE OF CONTENTS

1 GENERAL ............................................................................................................................ 5
2 TROUBLESHOOTING ......................................................................................................... 6
3 PREPARATORY PROCEDURE........................................................................................... 7
A. LEVELING....................................................................................................................... 7
B. EMPENNAGE RIGGING ................................................................................................. 7
(1) VERTICAL FIN .......................................................................................................... 7
(2) HORIZONTAL STABILIZER ...................................................................................... 7
(3) RECORD ................................................................................................................... 7
C. DIHEDRAL AND WASHOUT........................................................................................... 7
4 MAINTENANCE PRACTICES .............................................................................................. 8
A. HORIZONTAL STABILIZERS.......................................................................................... 8
(1) REMOVAL ................................................................................................................. 8
(2) INSTALLATION (RIGHT) ........................................................................................... 8
(3) INSTALLATION (LEFT) ............................................................................................. 9
(4) HORIZONTAL STABILIZER TRIM............................................................................. 9
B. ELEVATOR ....................................................................................................................10
(1) REMOVAL ................................................................................................................10
(1) INSTALLATION ........................................................................................................10
(3) ELEVATOR RIGGING ..............................................................................................11
C. RUDDER ........................................................................................................................12
(1) REMOVAL ................................................................................................................13
(2) INSTALLATION ........................................................................................................13
(3) RIGGING ..................................................................................................................14
D. TAIL BRACE WIRES ......................................................................................................14
(1) REMOVAL ................................................................................................................14
(2) INSTALLATION ........................................................................................................14
(3) RIGGING ..................................................................................................................15
E. GAP SEALS ...................................................................................................................17
(1) PREPARATION ........................................................................................................17
(2) INSTALLATION ........................................................................................................17
(3) REMOVAL ................................................................................................................19

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F. FLAPS ............................................................................................................................19
(1) REMOVAL ................................................................................................................19
(2) INSTALLATION ........................................................................................................20
(3) RIGGING ..................................................................................................................21
G. AILERONS .....................................................................................................................23
(1) REMOVAL ................................................................................................................23
(2) INSTALLATION ........................................................................................................23
(3) RIGGING ..................................................................................................................24
H. STALL WARNING SYSTEM...........................................................................................25
(1) STALL WARNING SWITCH ADJUSTMENT .............................................................25

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1 GENERAL
The flight controls consist of ailerons, rudder, elevators, and flaps. The aircraft has conventional
ailerons that are operated with a control stick and actuated with cables. The flap and aileron
control surfaces have an aluminium structure and are covered with aluminium sheet. The rudder
and elevator control surfaces have a steel tube structure and are covered with fabric. The
rudder is operated with two rudder pedals on the floor just aft of the firewall. If equipped, the
passenger’s control stick and rudder pedals are interconnected with the pilot’s.

The flaps are operated mechanically by moving a lever located in the upper, left-hand side of
the cockpit ahead of the pilot. The flaps are slotted and have four detent positions: retracted,
first notch, second notch, and full flaps. The flap lever has a spring latch system that holds the
flap in the selected position. To extend the flaps, depress the trigger and then move the lever
down. To retract them, depress the trigger while simultaneously applying a slight back pressure.
Smoothly move the handle forward and release the trigger.

The aircraft is trimmed in flight by changing the stabilizer’s angle of incidence. The pitch trim is
controlled by an electric servo, which moves the leading edge of the horizontal stabilizer up or
down. The servo is actuated with a rocker switch located on the front control stick. Some aircraft
are also equipped with an aft control stick rocker switch. If equipped with rear seat trim, there
will be a selector switch (with center off) for the trim switch in the upper left wing root.

The control surfaces of the aircraft must be rigged within the prescribed limits in order to
maintain adequate margins of safety. This chapter specifies the procedures that must be used
to rig the flight control surfaces.

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2 TROUBLESHOOTING
PROBLEM PROBABLE CAUSE REMEDY
Control sticks are displaced Control cables improperly Adjust control cables
when ailerons are in neutral rigged
Control cables improperly Adjust control cables
rigged
CCK/CCX-1865 ONLY: Torque CCK/CCX-1865-ONLY:
Improper aileron travel tube stop plate incorrectly Replace torque tube stop plate
adjusted
CCK/CCX-2000 ONLY: Stop CCK/CCX-2000 ONLY: Adjust
bolts need to be adjusted stop bolts
Loose control cables Adjust control cables
Broken pulley Replace broken pulley
Lost motion in control sticks
Worn holes in control stick stub Replace worn control stick stub
or torque tube at attachment or torque tube
Control cables too taut Adjust control cable tensions
Excessive resistance to Pulleys binding Replace damaged pulleys
movement of control sticks Hinge pins & pulley pivots dry Lube hinge pins, cable attach
& pulley pivots
Full elevator travel cannot Pulleys binding Replace damaged pulleys
be achieved

Stabilizer does not move up Loose wiring Secure wiring connections

or down when actuating the Broken switch Replace switch
trim switch Inoperative electric servo Replace electric servo
Flaps do not move when Flap actuator tubes broken / Replace/reconnect flap
flap control arm is actuated disconnected actuator tubes
Flap control arm cannot be Flap control arm release button Repair release mechanism
actuated not working properly
Flap actuator tube bent Replace
Improperly rigged Re-rig flap actuator arm
Flaps do not move in unison
Flap actuator tube rod end Replace actuator tube rod end
broken

Flaps won’t stay in position Flap handle lock has been bent Replace flap handle lock
at second or third notch Ratchet bracket worn Replace with new part
Stall warning comes on well Stall warning vane not Move stall warning vane up
above stalling speed calibrated properly
Stall warning does comes Stall warning vane not Move stall warning vane down
on at a speed less than 6 calibrated properly
mph above the stall
Problem in the electric circuit, Inspect and replace or repair
Stall warning does not work
switches or horn damaged components

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3 PREPARATORY PROCEDURE
Prior to rigging and setting the travels of all control surfaces, ensure that the aircraft is level, the
empennage is rigged correctly, and that the dihedral and washout are correct.
A. LEVELING
Level the aircraft per Chapter 08.
B. EMPENNAGE RIGGING
(1) VERTICAL FIN
Plumb the vertical fin at the rudder hinges. If the fin is not vertical, check that the aircraft is level.
If fin is still not vertical, adjust the tension of the top and/or bottom tail brace wires to ensure the
stabilizers are level and the fin is vertical.
(2) HORIZONTAL STABILIZER
The tail brace wires must be tensioned in such a fashion to ensure that the horizontal stabilizers
remain horizontal and the fin remains vertical.
(a) Level the stabilizer laterally at the rear spars by adjusting the bracing wires.
(b) Place elevator trim in the center of the takeoff position.
(c) Adjust the tension of the upper tail brace wires to obtain 7/16” to 9/16” (.44”
to .56”) deflection when a load of 10 pounds plus or minus 0.5 pound is applied
at right angles at the center of the wire.
(d) The rear spar of the stabilizer must be level; the elevator hinge line must remain
straight. The tolerance is plus or minus 0.5 degrees.
(e) Ensure that the fin remains vertical at the rudder hinge center line and the rear
spar straight. The tolerance is plus or minus 0.5 degrees.
(3) RECORD
Record the following:
• Verification that the fin is vertical
• Horizontal stabilizers are horizontal
• Load and deflection of top wires
• Position of elevator trim

C. DIHEDRAL AND WASHOUT

Set the dihedral and washout per Chapter 57.

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4 MAINTENANCE PRACTICES
A. HORIZONTAL STABILIZERS
(1) REMOVAL
(a) Unbolt the upper and lower tail brace wire assemblies.
(b) Unbolt the left stabilizer from the tubes and carefully pull it off.
(c) Carefully slide the right stabilizer, together with the tubes, out of the mounting
points in the fuselage.
(2) INSTALLATION (RIGHT)

Figure 1 – Horizontal Stabilizer Installation

(a) Identify the right stabilizer (note that the fabric seam should be on the bottom of
the surface). Lay the stabilizer on a suitable work surface and apply a thin coat of
grease (MIL-G-81322E) to the inside ends of the front and rear tubes.
(b) Attach the front tube with a long bolt and washer inserted through the stabilizer
and tube and secure it with a washer and nut. Torque the nut to 38-43 in. lbs.
(c) Attach the rear tube with a bolt and washer inserted through the stabilizer and
tube and secure it with a washer and nut. Torque the nut to 38-43 in. lbs.
(d) Apply a thin coat of grease (MIL-G-81322E) to the inside of the stabilizer
attachment tubes on the airframe and slide the stabilizer on until it is tight against
the mounting points.
(e) Bolt upper and lower brace wire assemblies back in place. Rig brace wires. See
Chapter 27 Section 4D.

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(3) INSTALLATION (LEFT)

(a) Apply grease (MIL-G-81322E) to the inside of the front and rear tubes of the right
stabilizer. Install onto the ends of the tubes that protrude from the side of the
fuselage. It may be necessary to have a second person hold the left stabilizer as
a backup.
(b) Make sure the sewn seams on the trailing edge of both stabilizers are on the
bottom.
(c) Make sure the stabilizer frame fits tightly against the fuselage attachments.
(d) If the tail surfaces have been changed and new tube liners are installed complete
the following;
(e) Attach with a long bolt and washer inserted through the stabilizer and tube.
Secure in place with a washer and nut. Torque the nut to 38-43 in. lbs.
(f) Pump grease (MIL-G-81322E) into the stabilizer link assembly grease fittings (if
equipped) until it starts to squeeze out.
(g) Bolt upper and lower brace wire assemblies back in place. Rig brace wires. See
Chapter 27 Section 4D.
(4) HORIZONTAL STABILIZER TRIM

(a) Use a straight edge long enough to rest on the forward and aft stabilizer spars,
approximately 4” inboard from the first rib, parallel to the first rib (see Figure 2).

Figure 2 – Horizontal Stabilizer Trim Rigging

(b) Verify the digital level is zeroed with horizontal reference line.
(c) Run the trim leading edge up to +4.5° and set stop.
(d) Run the trim leading edge down to -3° and set stop.
(e) Verify that jam nuts are torqued properly.
(f) Verify trim stops are correct and the trim system operates smoothly through the
entire range without binding.

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B. ELEVATOR
(1) REMOVAL

(a) Remove left hand and right hand tail inspection covers.
NOTE
It is recommended to loosen the turnbuckle before removing the clevis bolt.
(b) Refer to Figure 3. Remove the cotter pin (4), nut (3), and washer (2) on the top
side of the elevator horns (8 and 9).
(c) Carefully remove the clevis bolt (1) to disconnect the upper elevator cable
connection (10).
(d) Remove the cotter pin (4), nut (3), and washer (2) on the bottom side of the
elevator horns (8 and 9).
(e) Carefully remove the clevis bolt (1) to disconnect the lower elevator cable
connection (10).
(f) Remove the lock nut (7), washers (6), and bolt (5) and carefully separate the
elevators from the stabilizer and fuselage.
(1) INSTALLATION

1 – Clevis Bolts 2 – Washers

3 – Castle Nuts 4 – Cotter Pins
5 – Bolt 6 – Washers
7 – Lock Nut 8 – Elevator Assembly – Left (Horn)
9 – Elevator Assembly – Right (Horn) 10 – Elevator Control Cable Connections
Figure 3 – Elevator Horn (REFERENCE ONLY, actual configuration may vary slightly)

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(a) Identify the left and right elevators. The sewn seams are on the bottom trailing
edge of each.
(b) Install each elevator onto the matching hinges on the stabilizers using clevis pins,
wire pull brackets, with a washer at each end of every pin, and then secure each
with a cotter pin (Figure 3).
(c) Connect the elevator horns (8 and 9) to the stabilizer and fuselage, and secure
with the bolt (5), washers (6) and lock nut (7) at the top of the horns.
(d) Attach the lower elevator cable connection (10) on the bottom of the elevator
horns, and install a clevis bolt (1), and washer (2). Secure with a nut (finger tight)
and cotter pin (4), through the nut (3)
(e) Repeat on the upper elevator cable connection (10). Torque the nut (7) to 38-43
in. lbs. Check to verify proper elevator movement and routing of cables.
(f) Safety each turnbuckle barrel with two wire lock clips, making sure that each clip
end is locked in the hole. Alternatively, use the single wrap method with 0.040”
stainless steel safety wire. Reattach the left hand and right hand tail inspection
covers.
(3) ELEVATOR RIGGING

(a) Use a straight edge long enough to rest on the forward and aft spars,
approximately 4” inboard from the longest rib (see Figure 4).
(b) Verify the digital level zeroed with horizontal reference line.
(c) Using the pilot’s control stick, set the travel to the following specifications:
• Trailing Edge UP: +25° ±2°
• Trailing Edge DOWN: -15° ±2°
(d) Tighten jam nuts on elevator stops and verify travel is unchanged and
unrestricted by deflecting elevator with control stick.
(e) Verify the front stick clears the instrument panel by at least 1/8 inch when the
stick is moved all the way forward. Verify that the control link assembly clears the
torque tube when the stick is moved all the way forward.
(f) With the forward seat all the way forward, verify the front stick clears the base of
the seat by at least 1/8 inch when the stick is moved all the way aft.
(g) With the forward seat all the way back, verify the rear stick clears the back of the
forward seat by at least 1/8 inch when the stick is moved all the way forward.
(h) Verify the rear stick clears the rear seat bar when the stick is moved all the way
aft.
(i) Verify elevator cable tension is 60 ± 2 lbs.
(j) Safety each turnbuckle barrel with 2 wire lock clips making sure the clip ends are
locked in the hole. Alternatively use the single wrap method with .032 stainless
safety wire.

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Figure 4 – Elevator Rigging

C. RUDDER

Figure 5 – Rudder Installation

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(1) REMOVAL

Refer to Figure 5.
(a) Remove rudder gap seals (if installed).
(b) Unhook the tail wheel steering springs from the rudder arm.
(c) Disconnect the rudder cables from the rudder horn.
(d) Remove the rectangular inspection cover and disconnect the electrical wiring to
the rudder.
(e) Remove the hinge pins and separate the rudder assembly from the fin.
(2) INSTALLATION

(a) Position the rudder hinges in line with the hinges on the fin and fasten with
two clevis pins, washers, and cotter pin (Figure 6).

Figure 6 – Clevis Pins at Rudder Hinges

(b) Reconnect the electrical wiring to the lights in the fuselage.
(c) Secure each rudder cable fitting to a rudder horn with a clevis bolt, washer,
castle nut, and cotter pin. Make certain the connections pivot freely and that
the rudder is centered when rudder pedals are in line with each other.
(d) Hook each tail wheel steering spring to a rudder arm. Lubricate the hinge pins
and pivot points with LPS-2 oil.

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(3) RIGGING
Before rigging the rudder, verify horizontal stabilizers have been installed (Section 4A) and tail
brace wires rigged correctly (Section 4D).
(a) Check that the rudder is centered when rudder pedals are in line with each other.
(b) File stops to provide proper rudder travel, ends shall be filed parallel to
contacting surface of rudder horn. Ensure that the rudder can travel through its
full range, left and right.
(c) Adjust rudder travel trailing edge RIGHT to +25° ± 2°. Be sure not to flex the
rudder while deflecting.
(d) Adjust rudder travel trailing edge LEFT to -25° ± 2°. Be sure not to flex the rudder
while deflecting.
(e) Make any adjustments at the rear cable attach fitting by placing the clevis screw
through one of the other holes in the fitting. Safety each nut with a cotter pin. The
same hole of the cable fitting must be used on both sides of the aircraft.
(f) Make sure all castellated nuts and clevis pins are secured with cotter pins.
(g) Verify full rudder and brake travel is unrestricted. Verify rudder and brake pedals
cannot contact interior panels or structural tubes by firewall.

Figure 7 – Attachment of Rudder Cable Fitting

D. TAIL BRACE WIRES

(1) REMOVAL

(a) Reference figures 8, 9, and 10 for hardware setup.

(b) Remove hardware, retaining all fasteners.

(2) INSTALLATION

(a) Set the tail of the aircraft on a sawhorse or a bench. Level the aircraft laterally
(see Chapter 8).
(b) Remove the inspection cover located on the left side of fuselage beneath the
horizontal stabilizer.

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(c) Position the long tail wires with the fin stringer and insert a clevis pin with washer
through the fin and rudder (refer to Figure 8). Secure with washer and cotter pin.
(d) Position the long tail wires with the horizontal stringer on the horizontal stabilizer
and insert a clevis pin with washer through the elevator. Secure with washer and
cotter pin (see Figure 9).
(e) Repeat on the opposite side.
(f) Insert the short tail wire through the fuselage longeron. Secure with a washer and
nut and torque to 38-43 in.-lbs. (see Figure 10).

(3) RIGGING

(a) Hang a plumb bob from the top rudder hinge and line up the tip with the bottom
rudder hinge.
(b) If needed, adjust the tension of the tail brace wires to straighten the fin.
Accomplish this by loosening the jam jut on either end of the wire and turn the
brass barrel. Turn the barrel in to shorten the wire, and out to lengthen it.
(c) Ensure that the horizontal stabilizers remain horizontal and the fin vertical while
tensioning the tail brace wires.
(d) Lay a level along the rear spar of the stabilizers.
(e) Adjust the tension of the tail brace wires such that a deflection of .44 (7/16)
inches ± .0625 (1/16) inches may be reached when applying a 10 ± 1 pound load
at a right angle to the center of either top wire.
(f) Ensure that the rear spar of the stabilizer is level and the fin remains vertical at
the rudder hinge centerline after tensioning. The tolerance is ± .5 degrees.
(g) Tighten all 8 jam nuts on the brass barrels.

Figure 8 – Vertical Stabilizer Tail Brace Wire

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Figure 9 – Horizontal Stabilizer Tail Brace Wire Installation

Figure 10 – Lower Tail Brace Wire Installation

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E. GAP SEALS
(1) PREPARATION

(a) Carefully clean the gap between the horizontal stabilizer and elevators and the
fin and rudder with soap and water to remove any grease or grit. If a solvent is
used, ensure it is approved for the type of finish on the aircraft.
(b) Cut two strips of seal 39½ inches long. These will be used for the inboard portion
of the elevators. Cut two strips 11 ½ inches long. These will be used of the
outboard portion of the elevators.
(c) Cut one strip of seal 33 inches long if no navigation light wire is present or cut
one strip of seal 27 ⅝ inches long if the navigation light wire is present. A 6 ½
inch long piece may be installed below the navigation light wire to prevent the
upper piece from slipping down over time. Cut a 5 ½ inch piece for above the
upper rudder hinge.
NOTE
Cut lengths are longer than necessary to account for shrinkage of gap seal material.

(2) INSTALLATION

(a) Press the long elevator seals into the gap between the hinges (see Figure 11).
Either flat edge may be on top. Make sure that the seals are evenly spaced
between the hinges. Rubbing alcohol may be used to ease installation.
(b) Ensure each gap seal butts against each hinge. Inspect both the top and the
bottom to ensure the gap seal is flat and the lip is not folded in at any point.
(c) Carefully press the short elevator seals between the hinge and the elevator
horn. Either flat edge may be on top.
(d) Be especially careful to ensure that the seals do not impede the travel of the
elevator throughout its range of travel.

Figure 11 – Installing Elevator Gap Seal between the Hinges

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(e) Repeat the process with the rudder seal. Ensure it is evenly spaced between the
hinges. If navigation light wire is present, gap seal material is not necessary
between the wire and lower hinge but a 6 inch piece may be installed below the
navigation light wire (see Figure 12 and 13).
(f) Ensure the gap seal butts against the top and bottom hinge.
(g) If the wire for the navigation light is present, the gap seal butts against the top
hinge and is clear of the wire mentioned above.
(h) Inspect both sides to make sure the gap seal is flat and the lip is not folded in at
any point.

Figure 12 – Installing Rudder Gap Seal

Figure 13 – Lower Rudder Gap Seal Position with Navigation Light Wire

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(3) REMOVAL
(a) To remove seals, gently lift it out of the gap.

WARNING
DO NOT OPERATE WITH ONE ELEVATOR GAP SEAL MISSING.

NOTE
It is permissible to operate with the rudder gap seal removed and all elevator gap seals
installed.

NOTE
It is permissible to operate with all elevator gap seals removed and the rudder gap seal
installed.

F. FLAPS
(1) REMOVAL

Outboard Inboard

Figure 14 – Flap Attachment

(a) Refer to Figure 15. Remove the cotter pin and nut holding the bolt on the flap
cone and flap hinge; keep the bolt in place temporarily.
(b) Remove the cotter pin and nut holding the bolt on the flap hinge and aileron
hinge, refer to Figure 16.
(c) Remove wing root fairings. Disconnect forward end of the flap actuator rod.
(d) Remove the outboard bolt first and carefully remove the flap and flap actuator rod
by sliding the system aft and outboard.

Figure 15 – Inboard Flap Hinge

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(2) INSTALLATION

(a) Ensure the flap rod connection eye is installed on the flap.
(b) Install flap cone bolt, washers and flap cone assembly from the inside of the
aircraft pointing outboard.
(c) Using two people, set the flap and flap actuator rod in place. Slide the inboard
side of the flap onto the flap cone attach bolt (Figure 16) and the flap actuator rod
forward at the wing root. Install washers, nut and cotter pin. Refer to Chapter 20
for torque value.

Figure 16 – Inboard Flap Hinge Exploded View

(d) At the outboard hinge (Figure 17), install a bolt and washer pointing inboard,
through the flap hanger rib, washer flap hinge and washer.

NOTE
Fill any gaps between hinges with washers as required.

(e) Secure with a nut and a cotter pin to allow for proper flap and aileron function.

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Figure 17 – Outboard Flap Hinge

(3) RIGGING

(a) Flaps should be in the LANDING (fully extended) position to start. Using cable
ties, secure the flap handle to the fuselage top tubes against the stop while
measuring position (see Figure 18). To measure flap deflection, level should be
as close as possible to a flap rib while still clear of any rivets.

Figure 18 – Flap Handle Secured

(b) Flaps are to be adjusted by changing the length of the push-pull rod between the
flap and flap handle bell crank. Adjust flap such that the lower surface is 46.0°
±1.0° relative to the horizontal reference line of the aircraft as established during
longitudinal leveling (see Figure 19).

NOTE
The flap push/pull rod has opposite thread directions on either end, so length adjustments can
be made simply by rotating the rod if the jam nuts are loosened.

(c) Verify flap deflection at two points along the flap to check for twist. The deflection
at both points is to be within the specified tolerances in Table 1
(d) Verify that the 0°, 16°, and 33° positions are within the tolerances listed in Table
1. Ensure that the turtle deck is installed when checking the 0° position, as the
turtle deck can affect the allowable retraction of the flap.

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Table 1 – Flap Deflection Tolerance

NOTE
Intermediate flap deflections are set by the flap ratchet and are not adjustable.

Figure 19 – Flap Angle Measurement

(e) Tighten jam nuts on both ends of the flap control rod and verify cotter pins are
installed on the bolts on both ends.
(f) Repeat steps for opposite side.

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G. AILERONS
(1) REMOVAL

(a) Disconnect both aileron control cables from the upper and lower aileron horns.
(b) Remove the pins while firmly holding the aileron.
(c) Carefully remove the aileron from the wing panel.
(2) INSTALLATION

(a) Refer to Figure 20. Position the ailerons on the wing panels and secure with the
bolts (1), washers (2 and 3), nuts (4) and cotter pins (5) (Figure 21). The ailerons
are not interchangeable left/right; each can be identified by the weight being on
the outboard end.

Figure 20 – Aileron Hinge

(b) Attach each aileron control cable turnbuckle fork to the proper aileron horn with a
screw (10), a thin washer (8), a nut (6) and a cotter pin (7) (Figure 21).

1 - Aileron Control Cable 2 – Hinge

3 – Turnbuckle Barrel 4 - Wire-Lock Clip
5 - Turnbuckle Fork 6 - Castle Nut
7 - Cotter Pin 8 - Thin Washer
9 – Hinge Arm 10 – Screw
Figure 21 – Installation of Control Cable on Aileron Horn

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(3) RIGGING

NOTE
The flaps must be properly rigged before rigging the ailerons.

(a) Secure the flap handle so that it is pressed forward against the stop (see Figure
22). Ensure that the turtle deck is installed, as the turtle deck can affect the
allowable retraction of the flap.

Figure 22 – Flap Handle Secured

(b) Ensure that the control stick is vertical in the lateral (roll) sense.
(c) Adjust the aileron such that the upper surface of the trailing edge of the aileron is
at the same level as the upper surface of the trailing edge of the flap (see Figure
23).

Figure 23 – Aileron Rigging

(d) Ensure that the cable tension is 40 ± 5 lbs.

(e) Safety each turnbuckle barrel with 2 wire lock clips making sure the clip ends are
locked in the hole. Alternatively use the single wrap method with .032 stainless
safety wire.

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(f) Repeat for opposite side. Verify the control stick is neutral when ailerons are
neutral. Verify correct cable tension. Verify that the system operates without
binding.
(g) CCK/CCX-1865 ONLY: With the ailerons and stick at neutral, center the aileron
stop plate with the aft mast. Verify that the mast arm makes contact with the stop
plate when the aileron is at the extent of its deflection. Aileron deflection should
be UP +18° ± 2°, and DOWN -18° ± 2°.
(h) CCK/CCX-2000 ONLY: From under the belly, adjust the aileron stop bolts to
ensure that the mast arm makes contact when the aileron is at the extent of its
deflection. Place level on upper surface of aileron to verify proper deflection.
Aileron deflection should be UP +18° ± 2°, and DOWN -18° ± 2°.

H. STALL WARNING SYSTEM

The stall warning system is electrically powered and is made up of a horn and an actuating
switch. The horn is mounted in the left wing root panel and the switch is on the leading edge of
the left wing. As the stall condition progresses, the air stream lifts the switch vane, closing the
circuit and activating the horn.
(1) STALL WARNING SWITCH ADJUSTMENT
The stall horn should be activated at a speed that is no less than 6 MPH prior to the stall
occurring in any configuration. However, the stall warning should not come on so often that it
becomes a nuisance.

Figure 24 – Stall Warning Vane

(a) Refer to Figure 24. Loosen the screws and slide the switch up or down. Down will
cause the horn to activate earlier and up will cause the horn to activate later.
(b) Tighten the screws in the desired position.
(c) See Chapter 91 Electrical Systems Schematics for system details.

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INTENTIONALLY LEFT BLANK

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CHAPTER 28

FUEL SYSTEM

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INTENTIONALLY LEFT BLANK

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28 FUEL SYSTEMS

TABLE OF CONTENTS

1 GENERAL ......................................................................................................................... 4
2 STANDARD FUEL TANKS ................................................................................................ 6
3 EXTENDED RANGE FUEL TANKS .................................................................................. 7
4 SERVICING ...................................................................................................................... 8
A. DRAINING FUEL ...................................................................................................... 8
5 TROUBLESHOOTING ...................................................................................................... 8
6 FUEL FILTERS ................................................................................................................. 9
A. FUEL STRAINER SERVICING ................................................................................. 9
B. CARBURETOR INLET SCREEN SERVICING (CCK/CCX-1865 ONLY)..................10
7 FUEL SELECTOR ............................................................................................................10
A. FUEL SELECTOR OVERHAUL ...............................................................................10
8 FUEL PUMPS (CCK/CCX-2000 ONLY) ...........................................................................12
A. ENGINE DRIVEN FUEL PUMP ...............................................................................12
B. ELECTRIC FUEL PUMP..........................................................................................12

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1 GENERAL

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The fuel system has a sump and drain located in the bottom right side of the fuselage aft of the
door opening. Some aircraft have an additional sump and drain located on the bottom left side
of the aircraft just aft of the firewall. These should be drained before each flight to test for water
and sediment in the fuel system.
The fuel system is as follows:
§ CCK/CCX-1865: The fuel system is a gravity flow system with no separate boost pump.
Fuel drains from the wing tanks through a selector valve and fuel strainer to the
carburetor.
§ CCK/CCX-2000: Fuel is stored in two fuel tanks located in the wing. Fuel flows from
these tanks to a fuel selector valve which allows the pilot to turn the fuel on and off and
select which tank to draw fuel from. From the fuel selector valve the fuel flows through a
gascolator, a fuel filter, an electric fuel pump, a mechanical fuel pump, a pressure
transducer, and through a fuel metering device (servo). The fuel metering device
provides the appropriate amount of fuel for the air quantity flowing into the engine. From
the fuel metering device, the fuel flows through a fuel flow transducer and then onto the
individual engine cylinders.

Fuel may flow from one tank to the other when the selector is in either the OFF or the BOTH
position. When parking the aircraft on a slope, leave the selector on either the left or the right
position to prevent cross feeding and possibly overfilling the lower of the two tanks.
CCK/CCX-1865 is equipped with an engine fuel primer system that may be used to start the
engine, especially in cold conditions. The fuel primer draws fuel from the strainer by means of a
hand-operated pump on the instrument panel and injects it into cylinder #3 for starting.
The fuel flows from the tanks into a selector valve that has four positions and is located on the
lower, left side of the cockpit:
§ Both - The engine is fed by both fuel tanks
§ Left - Fuel is supplied by the left tank
§ Right - Fuel is supplied by the right tank
§ Off - Fuel supply to the engine is cut off
The engine may be operated in the Both, Left, or Right positions. However, the Both position is
required for takeoff and landing.
Fuel quantity is determined with two sight gauges located on either side of the cockpit at the
wing root. The ventilation of the tanks is through tubes located on each of the fuel tank caps.
The vented caps must face forward.
Prior to refueling the aircraft, connect the fueling equipment’s grounding wire to either of the
wing tie downs or the engine exhaust pipe. This will ensure there is no electrical potential
difference between the aircraft and the fueling equipment and will minimize the risk of electrical
sparks when the aircraft is being refueled.

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2 STANDARD FUEL TANKS

The aircraft can be equipped with two tanks located on the inboard end of the wings. Each tank
has a total capacity of 12.5 gallons for a total of 25 gallons. The total usable fuel is 24 gallons.
The tanks are made of aluminum.

Figure 1 – CCK/CCX-1865 Standard Range Fuel Tank Configuration

FIREWALL FORWARD
FUEL SYSTEM

Figure 2 – CCK/CCX-2000 Standard Range Fuel Tank Configuration

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3 EXTENDED RANGE FUEL TANKS

The aircraft can be equipped with two interconnected tanks on the inboard end of each wing.
Each tank has a total capacity of 22 gallons for a total of 44 gallons. The total usable fuel is 39
gallons. The tanks are made of aluminum.

Figure 3 – CCK/CCX-1865 Extended Range Fuel Tank Configuration

FIREWALL FORWARD
FUEL SYSTEM

Figure 4 – CCK/CCX-2000 Extended Range Fuel Tank Configuration

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4 SERVICING

A. DRAINING FUEL
The aircraft may have three fuel drains, one on the right underside of the fuselage, one on the
fuel strainer, located on the engine firewall, and one on the bottom left side of the fuselage, just
aft of the firewall on the boot cowl.

CAUTION
Observe all precautions related to fueling and de-fueling the aircraft. In particular,
the following are highlighted:
§ Connect grounding wire to one of the wing tie-downs and ground the aircraft
to an earth ground.
§ Do not operate any electrical equipment during the de-fueling operation.
§ Operation of any electrical switch during the fueling operation is prohibited.
§ Do not allow smoking or open flames within 100 feet of the aircraft or fuel
servicing vehicle.
§ Do not operate radios, electrical systems, or electronic equipment during the
fueling or de-fueling operations.
§ Do not drain fuel tanks within 100 feet of any electrical equipment capable of
producing sparks.
§ Have a suitable fire extinguisher available at all times.
(a) If your aircraft does not have the additional drain, jack the tail of the aircraft to flight
level attitude (Chapter 7 and 8).
(b) Open the fuel strainer drain valve(s) and allow fuel to drain into container.
(c) If the fuel has been drained and the aircraft has then been re-fueled, the engine must
be run on the ground for enough time to purge the system of air prior to flight.

5 TROUBLESHOOTING
PROBLEM PROBABLE CAUSE REMEDY
Filler Cap Leaks Filler Cap Improperly Installed Install Filler Cap Properly
Seal Improperly Installed Replace Fuel Cap Seal
Deteriorated Seal Replace Fuel Cap Seal
Leak in Fuel Line Loose Fittings Inspect and Tighten Fittings
Chaffing Replace Fuel Line
Defective Thread Replace Threaded Component

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6 FUEL FILTERS

A. FUEL STRAINER SERVICING

(a) Turn fuel selector to “OFF” position.
(b) Drain fuel from strainer.
(c) Remove the cotter pin that locks the bowl.
(d) Place a metal container under the bowl to catch the residual fuel.
(e) Twist bowl to remove and empty the residual fuel.
(f) Remove the wire clip ring with fingers and gently remove the screen.
(g) Inspect and clean the screen.
(h) Check the condition of the O-ring.
(i) Carefully install the screen and hold it in place with the wire snap ring.
(j) Insert and twist the bowl into position.
(k) Install a new safety cotter pin.
(l) Turn on fuel and check for leaks.

Figure 3 – Fuel Strainer Assembly

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B. INLINE FUEL FILTER SERVICING (CCK/CCX-2000 ONLY)

(a) Remove cowling.
(b) Turn the fuel selector to the “OFF” position.
(c) Drain fuel from Gascolator.
(d) If required, remove fuel pump splash guard.
(e) Disconnect the inlet line of the Gascolator to the fuel filter.
(f) Disconnect the line to the fuel pump from the fuel filter, and remove filter.
(g) Remove housing from filter.
(h) Inspect and clean the filter screen.
(i) Replace housing
(j) Reconnect fuel lines to pump and Gascolator.
(k) Re-safety wire.
(l) Turn on fuel to check for leaks.

C. CARBURETOR INLET SCREEN SERVICING (CCK/CCX-1865 ONLY)

(a) Turn fuel selector to “OFF” position.
(b) Remove the large hex plug in the left side of the float chamber.
(c) Clean the screen and flush accumulations of dirt and water from the chamber.
(d) Install the hex plug.

7 FUEL SELECTOR

A. FUEL SELECTOR OVERHAUL

(a) Drain the fuel tanks through the drains located on the underside of the fuselage and
fuel strainer.
(b) Drain the remaining fuel out of the fuel strainer drain.
(c) Remove the selector handle and handle button plate with the springs by loosening
the screws (refer to Figure 4).
(d) Put a rag under the valve to catch any residual fuel.

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Figure 4 – Fuel Selector Assembly

Refer to Figure 5.
(e) Rotate the shaft so the detent balls are between the detent holes.
(f) Remove the snap ring holding the handle barrel in the housing.
(g) Carefully pull the barrel out of the housing with fingers positioned to catch each set of
balls and springs.
(h) Remove the small O-ring and the large O-rings, then clean the barrel.
(i) Inspect for wear and grooves.
(j) Replace the small O-ring and the large O-rings with new parts and lubricate per
Chapter 12 on installation.
(k) Insert the barrel part way in the housing.
(l) One set at a time, insert a spring with a ball on each end and push the barrel the rest
of the way in.
(m) Secure with the snap ring.
(n) Check the operation for positive detent and smooth turning.
(o) Remove the rag.
(p) Reattach the cover and the handle stop plate with the springs and the handle.
(q) Check to make sure the handle stop is working properly.

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1. – Detent Holes 2. – Snap Ring 3. – Barrel

4. – Detent Balls and Springs 5. – Small O-Ring 6. – Large O-Rings
Figure 5 – Fuel Selector Detail

8 FUEL PUMPS (CCK/CCX-2000 ONLY)

A. ENGINE DRIVEN FUEL PUMP

(1) REMOVAL
(a) Turn off fuel selector.
(b) Remove cowling.
(c) Drain gascolator.
(d) Remove inlet and outlet line to/from pump and cap.
(e)
NOTE
Some fuel may remain in lines. Catch in appropriate container.
(f) Cut safety wire and remove two internal wrenching bolts on fuel pump.
(g) Maneuver fuel pump out from behind engine.
(2) INSTALLATION
(a) Place fuel pump in place behind engine.
(b) Support fuel pump while bolting into place.
(c) Replace safety wire.
(d) Replace inlet and outlet lines to/from pump.
(e) Turn on fuel selector and check for leaks.

B. ELECTRIC FUEL PUMP

(1) REMOVAL
(a) Turn off fuel selector.

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(b) Turn off master and pull fuel pump circuit breaker. Remove engine cowl. Remove
electric fuel pump shield by removing the two screws on the upper edge. Note
that they are screwed into nutplates.
(c) Drain gascolator sump.
(d) Remove inlet and outlet lines.
(e) Locate end of pigtail on fuel pump harness where it joins with engine harness.
Unplug connectors on fuel pump wires.
(f) Remove 4 screws & nuts through the firewall securing fuel pump and Adel clamp
for wires.
(g) Remove fuel pump and fuel filter.
(h) If replacing fuel pump, remove fittings from pump and install in new pump.
(2) INSTALLATION
(a) Ensure fuel pump installed and tighten clamp on mounting bracket.
(b) Re-install the 4 screws and nuts through the firewall securing fuel pump and Adel
clamp for wires.
(c) Re-connect wire where it joins engine harness.
(d) Replace inlet and outlet lines.
(e) Reset breaker, turn on master and verify fuel pressure of pump.

CAUTION
Do not run fuel pump with no flow, and the engine stopped, for prolonged
periods of time. The pump will overheat and become damaged.
(f) Reinstall cowl.

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CHAPTER 32

LANDING GEAR

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INTENTIONALLY LEFT BLANK

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32 LANDING GEAR

TABLE OF CONTENTS

1 GENERAL ......................................................................................................................... 5
2 TROUBLESHOOTING ...................................................................................................... 6
3 MAIN LANDING GEAR ..................................................................................................... 8
A. BUNGEE ASSEMBLY .............................................................................................. 8
(1) REMOVAL .................................................................................................... 8
(2) INSPECTION ................................................................................................ 9
(3) INSTALLATION............................................................................................. 9
B. LANDING GEAR LEG .............................................................................................. 9
(1) REMOVAL .................................................................................................... 9
(2) INSPECTION ................................................................................................ 9
(3) INSTALLATION............................................................................................. 9
C. AOSS GEAR - OPTIONAL ......................................................................................10
4 MAIN WHEELS ................................................................................................................11
A. REMOVAL ...............................................................................................................11
B. WHEEL DISASSEMBLY ..........................................................................................12
C. INSPECTION...........................................................................................................13
(1) AXLE............................................................................................................13
(2) TIRE AND TUBE ..........................................................................................13
(3) WHEEL HALVES & BRAKE DISCS .............................................................13
(4) BEARINGS ..................................................................................................13
D. WHEEL ASSEMBLY................................................................................................13
E. MAIN WHEEL INSTALLATION ................................................................................14
5 BRAKE CALIPERS ..........................................................................................................14
A. REMOVAL ...............................................................................................................14
B. INSPECTION...........................................................................................................14
C. INSTALLATION .......................................................................................................15
6 MASTER CYLINDER AND PARKING BRAKE VALVE .....................................................15
A. REMOVAL ...............................................................................................................15
B. INSPECTION...........................................................................................................16
C. INSTALLATION .......................................................................................................16
7 TAIL LANDING GEAR ......................................................................................................17

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A. 3200-TYPE STEERABLE TAIL WHEEL ..................................................................17

(1) INSPECTION ...............................................................................................17
(2) REMOVAL ...................................................................................................17
(3) DISASSEMBLY ............................................................................................18
(4) CLEANING...................................................................................................20
(5) REASSEMBLY .............................................................................................20
(6) INSTALLATION............................................................................................21

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1 GENERAL
The conventional landing gear is fixed (not retractable) and has a tailwheel. The main landing
gear has bungee shock absorbers / Alpha Omega Suspension System (circle one). The
landing gear legs are made from welded high strength steel tubing. Both main wheels are fitted
with hydraulically operated disc brakes, actuated by pressing toe brakes at each crew position.
The tailwheel has leaf springs, is steerable, and has the ability to caster through 360º via the
rudder pedals. If equipped with floats (straight or amphibious), refer to the float manufacturer for
maintenance procedures.

Figure 1 – Main Landing Gear, shown with AOSS, CCK/CCX-1865 Shown

WARNING
AFTERMARKET LANDING GEAR AND/OR SHOCK ASSEMBLIES THAT HAVE
NOT BEEN EVALUATED OR TESTED IN ACCORDANCE WITH THE FUSELAGE
STRUCTURAL LIMITATIONS ARE NOT RECOMMENDED FOR USE

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2 TROUBLESHOOTING
The troubleshooting mentioned below for the main gear is in reference to the bungee shock
absorbers. Refer to manufacturer for AOSS troubleshooting.

PROBLEM PROBABLE CAUSE REMEDY

Landing gear sags Bungees aren’t strong enough to Replace bungee cords
return the landing gear to its stops
Shocks bottom on landing Inspect for weak bungee cords Replace bungee cords
Tail Wheel does not Broken steering chains, links or Replace defective steering
respond to rudder pedal springs chain, link, or spring
Broken rudder control cables Replace broken rudder control
cables
Tail Wheel shimmies Steering springs have weakened Replace weakened steering
springs
Tire worn Replace tire
Spring / chain tension Springs should neither be slack
or in tension when wheel is
centered
Tail Wheel assembly is loose Ensure the tail wheel assembly
is properly secured to the
fuselage
Tail Wheel assembled incorrectly Remove tail wheel assembly,
dismantle, clean, and
reassemble
Tail spring bent Replace spring
Tail Wheel does not Fork binds in bracket because of Disassemble, clean,
swivel dirt or lack of lubricant reassemble, and lubricate
Parking brake inoperative Parking brake valve defective Replace valve
3200-Type Tail Wheel Broken leaf spring Replace leaf spring
does not absorb shock Tail Wheel tire over inflated Reduce pressure
Brakes drag Pressure build up in system Bleed off excess pressure
Foreign matter wedged in brakes Locate and remove
Pistons cocked in cylinder Inspect lining and/or disc for
wear and replace as necessary
Piston Does Not Retract Remove Caliper and Inspect
Piston O-Ring and Cylinder
Back pressure due to malfunction Bleed hydraulic system and/or
of master cylinder or parking valve repair/replace master cylinder
or parking valve
Water or ice in hydraulic system Flush and bleed hydraulic
system (thaw ice first)
Bent or cracked torque plate Replace

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PROBLEM PROBABLE CAUSE REMEDY

Brakes drag (cont.) Corroded anchor bolts and/or Clean and lubricate or replace
torque plate bushings
Warped brake disc; inspect by Replace and use caution during
laying a straight edge across disc operation to prevent excessive
face energy input into brake
Out of position / stuck lining Repair or replace
Restriction in hydraulic line Isolate and remove restriction
Lining not firmly seated flush Deburr rivet hole on surface
against pressure / back plate adjacent to lining
Unable to obtain Air in hydraulic system Check for source, then bleed
sufficient hydraulic brake hydraulic system
pressure, excessive toe Leak in system; brake, master Locate leak and repair
pedal travel, or spongy cylinder, fittings, or lines
pedal
Defective brake line (ballooning) Replace
Defective master cylinder Replace or repair
Back plate bolts loose or not Torque bolts to proper value
properly torqued, causing
excessive brake deflection
Excessive rusting, scoring, or Clean or replace disc
pitting of brake disc
Excessive back plate deflection Check and replace bolts
caused by bent or over torqued
bolts
Incorrect lining and/or disc Replace with correct parts
Defective caliper Rebuild caliper
Rapid disc and lining Excessive rusting, scoring, or Clean or replace disc
wear pitting of brake disc
Excessive back plate deflection Check and replace bolts
caused by bent or over torqued
bolts
Incorrect lining and/or disc Replace with correct parts
Brakes inoperative Brake fluid level low Replenish brake fluid
Air in brake system Bleed brake system
Worn brake linings Replace linings
Defective caliper Replace caliper
Defective master cylinder Replace master cylinder
Leaky brake line connections Tighten or replace connectors
Brakes will not hold Lining worn below minimum limit Replace linings
Discs worn below minimum limit Replace discs
Contaminated lining Replace lining

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PROBLEM PROBABLE CAUSE REMEDY

Brakes will not hold New lining installed with old disc, Replace excessively worn disc
(cont.) lining not seated in wear track
creating partial contact with disc
Brake lining plate installed Remove, inspect, and install
backward

3 MAIN LANDING GEAR

Figure 2 – Main Landing Gear Arrangement, Bungee

A. BUNGEE ASSEMBLY
(1) REMOVAL
(a) Chock the main wheel on the opposite side of the landing gear that is to be worked
on. Chock the tail wheel. It is not recommended to perform this work in windy
conditions.
(b) Remove the top bungee cover screws and slide the cover down until the lower
bungee bolt is exposed (the bungee cords can be inspected at this point and if
replacement is required, accomplish the following steps).
(c) Jack the aircraft by lifting the wing that is on the same side as the landing gear that
is to be worked on. The jack is placed at the forward wing strut to spar attachment
point on the desired side (see Chapter 7).
(d) Remove the upper shock assembly attach bolt and lower the shock assembly.
(e) Remove the bungee cover end from the shock assembly.

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(f) Remove the lower attach bolt and pull the shock out of the strut.
(2) INSPECTION
(a) Check the bungee cords for broken bands, threads, and signs of weakness.
Inspect the hydraulic strut for leaking fluid or damage.
(b) Replace any hardware that is excessively corroded or worn.

(3) INSTALLATION
(a) Insert the shock assembly in the strut. Insert a bolt with a washer through the
shock and strut and place a washer and nut on the end of the bolt. Torque the nut
to 160-200 in-lbs.
(b) Place the bungee cover end over the top shaft of the shock assembly. Align with
the top shock hole and the holes in the cabane vee and insert bolt.
(c) Place the washer and the nut on the end of the bolt. Torque to 130 in-lbs. If
necessary, tighten past this torque value to align the nut with the nearest hole in
the bolt. Safety the nut with a new cotter pin.
(d) Verify that all hardware is installed properly, then lower the aircraft back to the
ground.
B. LANDING GEAR LEG
(1) REMOVAL
(a) Chock the main wheel on the opposite side of the landing gear that is to be worked
on. Chock the tail wheel. It is recommended to perform this work in a sheltered
hangar.
(b) Disconnect the brake line from the fuselage.
(c) Jack the aircraft by lifting the wing that is on the same side as the landing gear that
is to be removed. The jack is placed at the forward wing strut to spar attachment
point on the desired side (refer to Chapter 7).
(d) Remove the lower shock strut attach bolt.
(e) Remove both upper landing gear bolts.
(2) INSPECTION
(a) Inspect the landing gear and fuselage attachment points for cracks, damage, and
oversized holes.
(b) Replace or repair affected parts.
(c) Inspect the brake backing plates for cracks or excessive wear.
(3) INSTALLATION
(a) Replace any hardware that is excessively corroded or worn.
(b) Align the upper landing gear attachment holes with the corresponding ones in the
fuselage.
(c) If there is a gap between a landing gear leg and the corresponding fuselage ear, fill
the gap with washers of the appropriate thickness.

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(d) Apply grease to slow corrosion and insert the upper landing gear bolts.
(e) The rear bolt on the right landing gear is longer than the one on the left because
the ear of the passenger step must be placed over the bolt end.
(f) Place washers and nuts on the end of the bolts.
(g) Align the hole at the bottom of the shock strut with the holes in the landing gear.
(h) Apply grease to slow corrosion and insert the bolt with a washer under the head.
Place washer and nut on the end of the bolt.
(i) Torque all nuts to 130 in-lbs. or if necessary, past this value so that the nuts may
be aligned with the nearest hole on the corresponding bolt.
(j) Safety the nuts with new cotter pins.
(k) Verify that all the hardware is installed properly and lower the aircraft to the ground.
(l) Reconnect the brake lines and tighten the fittings.
(m) Service the brakes, if needed, to obtain the proper pedal travel.
C. AOSS GEAR - OPTIONAL
Similar to Bungee Gear. See manufacturer’s maintenance manual.

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4 MAIN WHEELS
The main wheels are of aluminum construction and are designed to be used with tires and tubes.
Each main wheel is provided with a set of single disc brakes. The left and right systems are
independent of each other. There is a valve at the front of each rudder pedal that operates the
parking brake. The units form an integral part with the copilot’s rudder brakes. To operate the
parking brake, press the upper section of both rudder pedals and toggle the valve (vertical is
open, horizontal is locked). The master cylinders push hydraulic fluid to the calipers where two
pistons are displaced and force the brake pads against a disc. Each main wheel utilizes a
hydraulic caliper, secured by a backing plate.
The tailwheel swivels through 360 degrees and is steerable via the rudder pedals. It is mounted
to the fuselage with steel spring leafs. Refer to Chapter 12 of this manual for maintenance and
servicing of the wheel and brake assemblies.

Figure 3 – Brake Assembly

A. REMOVAL
(a) Chock the main wheel on the opposite side of the landing gear that is to be worked
on. Chock the tail wheel. Working outside in windy conditions is not recommended.
(b) Remove the hubcap and the axle nut cotter pin.
(c) Cut the safety wire and remove the brake back plate bolts.
(d) Place a jack under the axle and raise the tire off the ground (See Chapter 7).
(e) Remove the axle nut and wheel.
(f) The bearings can be removed, cleaned and inspected without disassembling the
wheel and removing the tire.

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B. WHEEL DISASSEMBLY
CAUTION
Care must be taken to avoid damaging wheel halves when breaking tire beads loose.

WARNING
DO NOT ATTEMPT TO REMOVE VALVE CORE UNTIL TIRE HAS BEEN
COMPLETELY DEFLATED. THE VALVE CORE WILL BE EJECTED AT A HIGH
VELOCITY IF IT IS UNSCREWED BEFORE THE AIR PRESSURE HAS BEEN
RELEASED.

WARNING
INJURY CAN RESULT WHEN ATTEMPTING TO SEPARATE WHEEL HALVES
WITH THE TUBE INFLATED.
(a) Deflate the tire.
(b) Break the tire bead loose from the wheel.
(c) Remove the wheel nuts and washers (see Figure 4).
(d) Pull the wheel halves (1, 3) apart being careful with the tubes valve stem.
(e) Remove the snap ring (11), grease seals (8, 9) and bearing (2). Repeat on other
wheel half.

1 - Inner Wheel Half 2 - Bearing 3 - Outer Wheel Half

4 - Bolt (3) 5 - Washer (6) 6 - Nut (3)
7 - Tire 8 - Grease Seal Ring (4) 9 - Grease Seal Felt (2)
10 - Tube 11 - Snap Ring 12 - Brake Disc
Figure 4 – Wheel Assembly

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C. INSPECTION
(1) AXLE
(a) Visually inspect the axle to make sure there are no cracks or grooves.
(2) TIRE AND TUBE
(a) Visually inspect the tires inside and outside for cuts, uneven or excessive wear, and
penetration by foreign objects.
(b) Visually inspect the inner tube for wear, cuts or cracks. Pay close attention to the
valve stem base.
(c) The tire should be removed when the tread is worn to the base of a groove. Tires with
wear through the top fabric layer can only remain in service long enough to return to a
maintenance base to be replaced.
(3) WHEEL HALVES & BRAKE DISCS
(a) Inspect the wheel halves for cracks or corrosion.
(b) Inspect the brake disc attachment points for cracking or distortion.
(c) New disc thickness is .190, minimum disc thickness is 0.170 in.
(4) BEARINGS
(a) Clean all metal parts (including the bearings) in a cleaning solution. Dry all parts with
compressed air.
(b) Inspect the bearing and races for wear or damage, replace if necessary.
(c) Replace unserviceable parts as required.
D. WHEEL ASSEMBLY
(a) If a new tire or tube is used or the old one is sticky, dust the inside of the tire lightly
with talcum powder.
(b) Inflate the tube, inside the tire, with enough air to start to fill it out so it will not be
pinched between the wheel halves.
(c) Insert the outboard wheel half (1) over the valve stem and into the tire.
(d) Mount the inner wheel half (1) onto the outer wheel half (3).
(e) Secure the brake disc (12) using three bolts (4) with a washer (5) under each head.
(f) Place a washer (5) and nut (6) on each bolt (4) and torque per Chapter 20.
(g) Refer to Chapter 12 for proper tire inflation.
(h) Allow time for the air trapped between the tube and tire to escape and recheck the
pressure.
(i) Pack the bearings with grease (MIL-G-81322E).
(j) Insert the bearing (4), inner grease seal ring (8), grease seal felt (9), outer grease
seal ring (8) and secure with a snap ring (11). Repeat on the opposite side.

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E. MAIN WHEEL INSTALLATION

(a) Place the wheel on the axle and tighten the axle nut so the tire will turn 1 ½ -2 times
after a good spin.
(b) Safety with a cotter pin.
(c) Verify the tire pressure (Chapter 12).
(d) Safety the axle nut with a cotter pin. Verify before attaching the hubcaps.
(e) Position the brake back plates, insert the bolts, and torque to 65-75 in-lbs.
(f) Safety the bolts in pairs with 0.032 safety wire.
(g) Lower the aircraft to the ground.

5 BRAKE CALIPERS
1.25” brake calipers are shown in Figure 5. 1.5”, and 1.75” brake calipers have similar removal,
inspection, and installation instructions.

1 - Safety Wire 2 - Bolts 3 - Brake Line

4 - Caliper 5 - Backing Plate 6 - Anchor Lugs
7 - Brake Back Plates
Figure 5 – Brake Calipers, 1.25” Shown, Other Options Similar
A. REMOVAL
(a) Refer to Figure 5. Cut the safety wire (1) and remove the brake back plate bolts (2).
(b) Disconnect the brake line (3) from the caliper (4).
(c) Separate the caliper (4) from backing plate (5).
B. INSPECTION
(a) Inspect the brake linings for loose rivets, cracks and uneven wear. The minimum
lining thickness is 0.100 inches.
(b) Inspect the calipers for leaks and excessive corrosion. If leaks are present at the
pistons, overhaul the caliper.
(c) Inspect the brake backing plate for cracks or excessive wear.

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C. INSTALLATION
(a) Position the brake pressure plate on the caliper so the linings are facing the disc.
(b) Insert the caliper anchor lugs (6) into the backing plate (5) holes.
(c) Connect the brake line (3) and tighten. Make sure the wheel turns freely.
(d) Position the brake back plates (7), insert the bolts (2), and torque to 65-75 in/lbs.
(e) Safety (1) bolts (2) with 0.032 safety wire.
(f) Make sure the wheel turns freely.

6 MASTER CYLINDER AND PARKING BRAKE VALVE

1 – Master Cylinder 2 – 90° Male Elbow 3 – Ball Valve

4 – 90° Brass Poly-Flow Fitting 5 – Nylon 90° Tube Fitting 6 – Brake Reservoir
7 – Reservoir Plug 8 – MS20392-2C17 Clevis Pin 9 – MS20392-2C39 Clevis Pin
10 – AN380-2-2 Cotter Pin 11 – AN380-2-2 Cotter Pin 12 – AN960-10 Washer

Figure 6 – Brake Master Cylinder and Parking Brake Valve

A. REMOVAL
(a) Drain hydraulic fluid from system.
(b) See figure 6. Disconnect brake line from 90° Brass Poly-Flow Fitting (4).
(c) Remove Cotter Pins (10) (11) from Clevis Pins (8) (9).
(d) Remove Clevis Pins (8) (9) and AN960-10 Washers (12).
(e) Remove Master Cylinder (1) and attached components.

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B. INSPECTION
(a) Inspect Master Cylinder (1) for signs of leaks, cracks, or any other damage.
(b) Inspect Brake Reservoir (6) for signs of leaks, cracks, or any other damage.
(c) Inspect all fittings (2) (3) (4) (5) for signs of leaks, cracks, or any other damage.
C. INSTALLATION
(a) See Figure 6. Ensure center to center distance of bottom hole to upper hole on
Master Cylinder (1) is 5.125”. Adjust distance as required by twisting nut on Master
Cylinder arm.
(b) Ensure Master Cylinder lock nut is tight.
(c) Locate Master Cylinder (1) on rudder pedal as shown in Figure 6.
(d) Insert Clevis Pin (9) thru rudder pedal, AN960-10 Washers (12), and bottom of Master
Cylinder (1).
(e) Insert Clevis Pin (8) through rudder pedal and top of Master Cylinder (1) arm.
(f) Secure both clevis pins (8) (9) with Cotter Pins (10) (11).
(g) Connect brake line to 90° Brass Poly-Flow Fitting (4).
(h) Fill brake system with MIL-H-5606 hydraulic fluid. Bleed system carefully ensuring no
air is left in the brake lines. Top off Brake Reservoir (6) making sure that it is a
minimum of ¾ full.
(i) If any fittings are replaced, seal all pipe threads with Loctite 567.

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7 TAIL LANDING GEAR

A. 3200-TYPE STEERABLE TAIL WHEEL

(1) INSPECTION
(a) Refer to Figures 8 and 9. Check the leaf springs for damage or twisting.
(b) Inspect the arm assembly, flat spring, fork, and bracket for excessive wear, cracks or
other damage. Replace damaged parts.
(c) Examine the thrust washers for wear, scoring, or other damage. Inspect the bearing
and races for wear or damage.
(d) Wipe the tire and the tube with a dry cloth. If the tire or the tube is spotted with
grease, oil or other deposits, wash in a solution of soap and water. Rinse with clean
water and dry with a clean cloth.
(e) Visually inspect for cuts, uneven or excessive wear, and penetration by foreign
objects. Replace if the tire is in poor condition. The tire should be removed when the
tread is worn to the base of a groove. Tires that are worn through the top fabric layer
can only remain in service long enough to return to a maintenance base to be
replaced.

(2) REMOVAL

Figure 7 – 3200 – Type Tail Wheel and Leaf Spring Installation

NOTE
Figures 7, 8, and 9 are reference only. Actual assemblies may differ slightly.

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(a) Lift the tail section of the airplane and rest the fuselage on a bench so the tail landing
gear clears the ground.
(b) Disconnect the chain links from the tail wheel arms.
(c) Remove the front tail spring attach nut and washer.
(d) Disconnect the tail spring clamp by removing the nuts, washers, and bolts.
(e) To separate the springs from the tail wheel, remove the large area nut, washers, and
bolt.
(f) The components that make up the tail wheel assembly may not be repaired except
minor realignments are permitted, such as minor dents and bends.

(3) DISASSEMBLY

1 - Cotter Pin 2 - Short Castle Nut 3 - Washer

4 - Fork Assy. 5 - Lower Dust Cap 6 – Pawl
7 - Thrust Washer 8 - Arm Assy. 9- Upper Dust Cap
10 - Springs 11 - Thrust Plate 12 - Fiber Thrust Plate
13 - Bracket Assy. 14 - Grease Retainer 15 - Bearing
16 - Pin 17 - Flat Spring 18 - Shim
19 - Shim 20 - Lock Washer 21 - Axle
22 - Spacer 23 - Castle Nut
Figure 8 – 3200-Type Tail Wheel Assembly

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(a) Refer to Figure 8. Remove the tire assembly from the fork by removing the cotter pin
(1), castle nut (23), and washer (3) then sliding the axle (21) out.
(b) At the bottom of the fork (4) remove the cotter pin (1), short castle nut (2), and
washer (3). Carefully pull the fork (4) off of the bracket (13).
(c) Separate the spacer (22), grease retainer (14), and the bearing (15) from the fork (4).
(d) Disengage the lower dust cap (5), thrust washer (7), arm assembly (8), thrust washer
(7), pawl (6), upper dust cap (9), springs (10), thrust plate (11), and fiber thrust plate
(12) from the fork (4) and bracket (13).

1 – Spacer 2 - Grease Retainer 3 - Inner Spacer 4 - Bearing

5 - Bearing Race 6 - Bolt 7 - Nut 8 - Hub
9 - Gasket 10 - Tire 11- Tube
Figure 9 – Tail Wheel Assembly

CAUTION
Care must be taken to avoid damaging wheel halves when breaking tire beads loose.

WARNING
DO NOT ATTEMPT TO REMOVE VALVE CORE UNTIL TIRE HAS BEEN
COMPLETELY DEFLATED. IF IT IS UNSCREWED BEFORE THE AIR PRESSURE
HAS BEEN RELEASED, THE VALVE CORE WILL BE EJECTED AT A HIGH
VELOCITY.

WARNING
INJURY CAN RESULT WHEN ATTEMPTING TO SEPARATE WHEEL HALVES
WITH THE TUBE INFLATED.

(e) Deflate the tube (11) (see Figure 9).

(f) Break the tire bead loose from the wheel.
(g) Remove the wheel half nuts (5) and bolts (6).
(h) Pull the wheel hubs (8) apart being careful with the valve stem.
(i) Remove the spacer (1), grease retainer (2), inner spacer (3) and bearing (4) from
each hub.

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(j) Visually inspect the inner tube for wear, cuts or cracks taking a close look at the
valve stem base. Replace if the tube is in poor condition.
(k) Inspect the bearing and races for wear or damage. Replace if necessary.

(4) CLEANING
Clean metal parts (including bearings) in a cleaning solution. Dry all parts with compressed air.

(5) REASSEMBLY

NOTE
Replace all cotter pins that have been removed with new cotter pins.

(a) Refer to Figure 8. Hand apply grease to all internal parts and pack the bearing (15)
with grease (MIL-G-81322E).
(b) Place the lower dust cap (5) on the fork (4) and the thrust washer (7) on the fork (4)
being sure to align the notch with the locking pin in the fork (4).
(c) Position the pawl (6) on the arm (8) with the longest lobe down and place the arm
assembly (8) on the fork (4).
(d) Position the other thrust washer (7) and the upper dust cap (9) on the arm assembly
(8).
(e) Insert 3 springs (10) in the proper holes on the top of the fork (4) so the thrust plate
(11) can be placed on top.
(f) Position the fiber thrust plate (12) in the bracket (13) so the nub is aligned with the
groove and insert the bracket assembly (13) into the fork (4) maintaining the
alignment of all the interlocking parts.
(g) Place the bearing (15), grease retainer (14), spacer (22), and washer (3) in the fork
(4). Exert pressure on the bracket (13) to engage the short castle nut (2) with the
bracket assembly post.
(h) Tighten the nut (2) securely, back off to the first cotter pin hole in the bracket post,
and secure with a cotter pin (1). These last steps may be accomplished once the tail
wheel assembly is installed back on the fuselage.
(i) Check to verify proper tail wheel pivoting and tension.
(j) Install the tire assembly on the fork by sliding the axle (21) with the lock washer (20)
through the fork and tire assembly.
(k) Secure with a washer (3) and castle nut (23). Tighten the nut until there is no free play
in the bearings and there is a slight amount of friction. Safety with a cotter pin (1).
(l) Pump the tail wheel bracket assembly (13) and axle (21) full of grease (MIL-G-
81322E) then wipe off the excess.

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(6) INSTALLATION
(a) See Figure 7. Position the tail wheel springs on the fuselage with long bolt and hold in
place with a washer and a nut.
(b) Install the small bolts, clamp, and small washers with the small nuts only finger tight.
(c) Insert the bushing into the tail wheel assembly, if they were removed.
(d) Insert the bolt through the bushings and tail wheel assembly.
(e) Hold in place with washer and large area nut.
(f) Tighten the large area nut to 270-300 in-lbs. Tighten the small nuts to 70-100 in-lbs.
(g) Reconnect the chain links to the tail wheel arms. The springs and chains should
neither be slack nor have tension when the wheel is centered. It may be necessary to
adjust the number of chain links to achieve this.
(h) Lower the tail section to the ground.

8 CLAMAR 2180 AMPHIBIOUS FLOATS

Refer to the Clamar Floats Operators Manual for direction regarding inspection, maintenance,
rigging, and troubleshooting.

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CHAPTER 33

LIGHTS

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33 LIGHTS

TABLE OF CONTENTS

1 GENERAL .......................................................................................................................... 5
2 CABIN LIGHTING ............................................................................................................... 5
3 LANDING AND TAXI LIGHTS............................................................................................. 5
A. REMOVAL ...................................................................................................................... 5
B. INSTALLATION .............................................................................................................. 5
4 LIGHTWEIGHT LED NAVIGATION LIGHTS AND ANTI-COLLISION ................................. 6

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1 GENERAL
This chapter contains information for troubleshooting, removal, installation and adjustments of
the interior and exterior lighting systems used on the airplane. Exterior lighting consists of
(select all that apply):
Lightweight LED Navigation and anti-collision lights located on each wing tip and the rudder.
There is one landing/taxi light on the leading edge of the left wing.
There is one landing/taxi light on the leading edge of the right wing. This alternates with the
landing/taxi light on the left wing (Wig Wag functionality).
_________________________________________________________________________
____________________________________________________________________________
The flight instruments are lit / unlit (circle one), glass panel and/or GPS units are integrally
lighted. There is / is not (circle one) a map light located on the upper right panel in the cockpit.
WARNING:
ALWAYS DISCONNECT THE POWER SUPPLY PRIOR TO SERVICING ANY
PORTION OF THE ELECTRICAL SYSTEM. ENSURE THAT THE MAIN POWER
SWITCH IS IN THE OFF POSITION; THEN REMOVE THE NEGATIVE BATTERY
CABLE FOLLOWED BY THE POSITIVE BATTERY CABLE.

2 CABIN LIGHTING
The map light is mounted on the right hand interior wing root panel. It is an LED connected to
the aircraft’s power. No maintenance tasks are expected. Note that the map light turns on with
the Nav lights and has a high/low/white selector switch adjacent on the wing root panel.

3 LANDING AND TAXI LIGHTS

The landing/taxi light consists of one PAR 36 LED type lamp mounted in the left wing leading
edge. A similar landing light is available as an option for the right wing. The light is covered with
a Plexiglas lens the same shape of the leading edge. A breaker switch on the instrument panel
turns on the light.
A. REMOVAL
(a) Remove six screws holding the lens in place, breaking the silicone seal. Remove the
lens.
(b) Remove two screws and the lamp assembly. Disconnect wiring.
B. INSTALLATION
(a) Attach wiring; note the polarity must be correct for the LED light. Reposition front
mounting plate and secure with two screws.
(b) Reattach the lens. Use care not to crack the Plexiglas. Use silicone as required to
reseal the lens in place.

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4 LIGHTWEIGHT LED NAVIGATION LIGHTS AND ANTI-COLLISION

The LED navigation and anti-collision lights are integrated into single solid units, operated by
breaker switches on the instrument panel. The NAV lights switch controls the navigation lights
and the STROBE switch controls the anti-collision lights. The LED navigation and anti-collision
lights are manufactured by Aveo Engineering. Aveo Engineering offers a free replacement
warranty for the lifetime of the aircraft to which it is installed and registered. This coverage
includes all failures except aircraft crashes.

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CHAPTER 34

PITOT STATIC
SYSTEM

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34 PITOT STATIC SYSTEM

TABLE OF CONTENTS

1 GENERAL ................................................................................................................ 5
2 TROUBLESHOOTING ............................................................................................... 9
3 MAINTENANCE PRACTICES................................................................................... 10
A. ATC TRANSPONDER TEST ................................................................................ 10
B. ALTIMETER STATIC SYSTEM TEST AND INSPECTION ....................................... 10
C. STATIC SYSTEM LEAK TEST ............................................................................. 10
D. PITOT SYSTEM LEAK CHECK ............................................................................ 10

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1 GENERAL
This section covers the Pitot and Static systems. These systems provide the information
required by the airspeed indicator, the altimeter, the vertical speed indicator and the altitude
encoder.
The pitot system senses dynamic pressure through a tube that is aligned with the flow of air and
is located under the left wing or the leading edge of the left front jury strut.
The static pressure ports are located on both sides of the fuselage, on the boot cowl. There are
two ports to counteract the effects of yaw.

Figure 1 – Static Port Position (REFERENCE ONLY) *CCX-2000 Shown

Figure 2 – Static Port *CCX-1865 Shown

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Figure 3 – Executive Glass Touch Instrument Panel

Figure 4 – Dynon D180 Instrument Panel

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Figure 5 – World VFR Instrument Panel

Figure 6 – MyPanel Instrument Panel

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Figure 7 – Standard Instrument Panel

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2 TROUBLESHOOTING

PROBLEM - PITOT STATIC PROBABLE CAUSE REMEDY

Low or sluggish airspeed, - Pitot tube deformed - Repair or replace
Indication, Normal altimeter - Leak or obstruction in pitot damaged component
and vertical speed indication line
Incorrect or sluggish response - Leaks or obstruction in - Repair or replace line
on all pitot-static instruments static line - Remove obstruction
PROBLEM – ALTIMETER PROBABLE CAUSE REMEDY
Excess scale error Improper calibration Repair or replace damaged
adjustment component
Excessive pointer oscillation Defective instrument Replace or repair instrument
High reading Static system leak Inspect static system
PROBLEM – AIRSPEED
INDICATOR PROBABLE CAUSE REMEDY
- Pointer fails to respond Leak in instrument case Replace or repair instrument
- Indicates improperly or Obstruction in pitot line -Check line for obstruction
oscillates - Replace lines on Gauge
and blow out lines
Leak in pitot or static lines - Repair or replace damaged
lines
- Tighten connections

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3 MAINTENANCE PRACTICES

A. ATC TRANSPONDER TEST

A transponder test is required every 24 calendar months in accordance with 14 CFR 91.413.

B. ALTIMETER STATIC SYSTEM TEST AND INSPECTION

Static system tests must comply with the requirements of 14 CFR 91.411 and be performed by
a rated repair station with the appropriate test equipment. A static leak test should be
accomplished whenever a connection has been loosened or an instrument replaced.

C. STATIC SYSTEM LEAK TEST

Connect the test equipment directly to a static port and seal off the opposite static port with
plastic tape.
CAUTION
Do not blow air through the line toward the instrument panel. This may seriously
damage the instruments.
Apply a vacuum equivalent to 1,000 feet altitude, (differential pressure of approximately 1.07
inches of mercury or 14.5 inches of water) and hold. After 1 minute, check that a leak has not
exceeded the equivalent of 100 feet of altitude (decrease in differential pressure of
approximately 0.0105 inches of mercury or 1.43 inches of water). Unseal the static port and
disconnect the equipment.

D. PITOT SYSTEM LEAK CHECK

CAUTION
Do not apply suction to pitot lines.
Seal the drain hole on the bottom of the pitot tube and connect the pitot pressure opening to a
tee to which a source of pressure and manometer or reliable indicator is connected.
Restrain the hoses to prevent them from moving excessively when the pressure is applied.
Apply pressure until the airspeed indicator indicates 100 MPH. (87 KTS) (equivalent to a
differential pressure 1.1 inches of mercury or 14.9 inches of water). Hold this pressure and
clamp off from the source of pressure. After 1 minute, the leakage should not exceed 10 MPH.
(8.7 KTS) (decrease in differential pressure of approximately 0.15 inches of mercury or 2.04
inches of water). If the airspeed indicator reading declines, check the system for leaky hoses
and loose connections.
CAUTION
To avoid rupturing the diaphragm of the airspeed indicator, apply pressure slowly and
do not build up excessive pressure in the line. Release pressure slowly to avoid
damaging the airspeed indicator.
Inspect the hoses for signs of deterioration, particularly at bends and at the connection points to
the pitot mast and airspeed indicator. Replace any hoses that are cracked or hardened. Any
time a hose is replaced, perform a pressure check. Unseal the drain hole and disconnect the
equipment when leak check is complete.

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CHAPTER 39

ELECTRIC
PANELS

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39 ELECTRIC PANELS

TABLE OF CONTENTS

1 GENERAL ......................................................................................................................... 5
2 INSTRUMENTS ................................................................................................................ 8
3 COM SYSTEM .................................................................................................................. 8
A RADIO ...................................................................................................................... 8
B INTERCOM .............................................................................................................. 8
4 NAVIGATION SYSTEM..................................................................................................... 8
A TRANSPONDER ...................................................................................................... 8
B GPS .......................................................................................................................... 8
5 ANTENNA LOCATIONS.................................................................................................... 9
A COM ANTENNA ....................................................................................................... 9
B TRANSPONDER ANTENNA .................................................................................... 9
C GPS ANTENNA ........................................................................................................ 9

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1 GENERAL
The aircraft is equipped with an instrument panel containing all flight, navigation, and engine
instruments that are required for VFR operations. Table 1 summarizes the equipment installed
in each configuration.

Figure 1 – Standard Instrument Panel (CCX-1865 ONLY)

Figure 2 – MyPanel Instrument Panel (CCK/CCX-1865 ONLY)

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Figure 3 – World VFR Instrument Panel (CCK/CCX-1865 Shown, CCK/CCX-2000 Similar)

Figure 4 – Executive Glass Touch Instrument Panel (CCK/CCX-1865 Shown, CCK/CCX-

2000 Similar)

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Table 1 – Instrument and Avionics Equipment List

Standard Instrument Panel

Tachometer Garmin GTR200 COM
Altimeter SMARTmonitor
Air Speed Indicator CHT Monitor
Oil Pressure / Temperature Gauge
Inclinometer (skid/slip indicator)
MyPanel Instrument Panel
Airspeed Indicator 2 ¼” Round Trig COM Radio
2 ¼” Round Trig Mode S
Digital Tachometer
Transponder
Altimeter SMARTmonitor
Digital Oil Pressure/Temperature Gauge CHT Monitor
PM3000 Remote Intercom
World VFR Instrument Panel
Electronics International CGR-30P Engine
2 1/4” Round Trig COM Radio
Monitoring System
Altimeter Garmin (aera™ 795 or aera™ 796)
2 1/4 “ Round Trig Mode S
Airspeed Indicator
Transponder
Inclinometer (skid/slip indicator) PM3000 Remote Intercom
Vertical Speed Indicator SMARTmonitor
Executive Glass Touch Instrument Panel
For maintenance information, refer to the Garmin G3X Installation Manual, Section 30,
P/N 190-01115-01 Rev. M dated March 2014 or later revision.
Garmin G3X Touch 10.6” Flight Display System Garmin GTR200 VHF COM
• GDU 465 Display Garmin GTX23 ES Mode S
• GSU 25 Air Data Computer and Attitude and Transponder
Heading Reference System Garmin GDL39R ADS-B (Optional)
• GMU 22 Magnetometer Garmin GTX335R ADS-B (Optional)
• GTP 59 Temperature Probe Garmin GTX345R ADS-B (Optional)
• GAP 26 Pitot/AOA Probe
• GEA 24 Engine and Airframe Unit
Custom Instrument Panel

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2 INSTRUMENTS
___________________________________________________________
___________________________________________________________
___________________________________________________________
___________________________________________________________
___________________________________________________________
___________________________________________________________
___________________________________________________________
___________________________________________________________
___________________________________________________________
___________________________________________________________
___________________________________________________________
___________________________________________________________
3 COM SYSTEM

A RADIO
___________________________________________________________
___________________________________________________________
___________________________________________________________
___________________________________________________________
B INTERCOM
___________________________________________________________
___________________________________________________________
___________________________________________________________
___________________________________________________________
4 NAVIGATION SYSTEM

A TRANSPONDER
___________________________________________________________
___________________________________________________________
___________________________________________________________
___________________________________________________________
B GPS
___________________________________________________________
___________________________________________________________
___________________________________________________________
___________________________________________________________
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5 ANTENNA LOCATIONS

A COM ANTENNA
___________________________________________________________
___________________________________________________________
___________________________________________________________
___________________________________________________________
B TRANSPONDER ANTENNA
___________________________________________________________
___________________________________________________________
___________________________________________________________
___________________________________________________________

C GPS ANTENNA
___________________________________________________________
___________________________________________________________
___________________________________________________________
___________________________________________________________

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CHAPTER 51

REPAIR OF
STRUCTURE &
COMPONENTS

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51 REPAIR OF STRUCTURE & COMPONENTS

TABLE OF CONTENTS

1 GENERAL ......................................................................................................................... 5
2 PATCHING HOLES IN FABRIC COMPONENTS .............................................................. 5
3 NON-STRUCTURAL SHEET METAL REPAIRS ............................................................... 5
A. LEVEL OF CERTIFICATION .................................................................................... 5
B. AUTHORIZED NON-STRUCTURAL SHEET METAL REPAIRS............................... 5
4 NON-STRUCTURAL COMPOSITE MATERIALS REPAIRS.............................................. 5
A. LEVEL OF CERTIFICATION .................................................................................... 5
B. AUTHORIZED NON-STRUCTURAL COMPOSITE MATERIALS REPAIRS ............. 5

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1 GENERAL
This section describes the process and method of repairing fabric and non-structural metal or
composite components. Refer to Polyfiber Procedure Manual or Stewart Systems Fabric
Covering and Finishing Procedures Manual as required.
2 PATCHING HOLES IN FABRIC COMPONENTS
Refer to Polyfiber Procedure Manual or Stewart Systems Fabric Covering and Finishing
Procedures Manual for fabric repair instructions.
3 NON-STRUCTURAL SHEET METAL REPAIRS

A. LEVEL OF CERTIFICATION
Non-structural sheet metal repairs are to be accomplished by: a Maintenance Rated and FAA
certified Pilot /Owner; or a suitably qualified and experienced FAA certified A&P Mechanic.

B. AUTHORIZED NON-STRUCTURAL SHEET METAL REPAIRS.

Damage to non-structural sheet metal parts may be repaired using the techniques of FAA
Aircraft Circular 43.13. Chapter 4, Section 4. At this time repairs to primary or secondary
structures by others than the kit manufacturer are not authorized. Description, by electronic
photos or similar means, of damaged primary or secondary structures, or flight control surfaces
structures, are to be forwarded to the kit manufacturer accompanied by a suggested repair
scheme.

4 NON-STRUCTURAL COMPOSITE MATERIALS REPAIRS

A. LEVEL OF CERTIFICATION
Non-structural composite materials repairs are to be accomplished by: a Maintenance Rated
and FAA certified Pilot/Owner; or a suitably qualified and experienced FAA certified A&P
Mechanic.

B. AUTHORIZED NON-STRUCTURAL COMPOSITE MATERIALS REPAIRS

Damage to non-structural composite materials parts may be repaired using the techniques of
FAA Aircraft Circular 43.13. Chapter 3, Section 1.

5 STRUCTURAL REPAIRS

A. AUTHORIZED STRUCTURAL REPAIRS

Repair all tubular structures per Aircraft Circular 43.13. Reference chapter 5 for inspection
procedures. For all structural repairs submit an MRA request form to Cub Crafters, Inc. see
section 5.B below

B. MAJOR REPAIR AND/OR ALTERATIONS (MRA) REQUESTS

For any and all major repairs or alterations, contact Cub Crafters, Inc. to obtain and
submit a Major Repair and/or Alteration (MRA) request from.

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CHAPTER 53

FUSELAGE

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53 FUSELAGE

TABLE OF CONTENTS

1 GENERAL ......................................................................................................................... 5
2 MAINTENANCE PRACTICES ........................................................................................... 5
A. REPAIR .................................................................................................................... 5

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1 GENERAL
The structure of the fuselage consists of a truss made of high-strength steel tubing. The
members are joined together using inert gas fusion welding. The steel structure is powder
coated to protect it from corrosion.
The stabilizers, elevators, and rudder are constructed of tubular steel with steel channel ribs.
Stainless steel tie rods and fittings brace the horizontal stabilizers to the vertical stabilizer and
fuselage.

Figure 1 – Fuselage Frame (CCK/CCX-2000 shown)

2 MAINTENANCE PRACTICES

A. REPAIR
Repair all tubular structures per Aircraft Circular 43.13. Reference chapter 5 for inspection
procedures.

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CHAPTER 57

WINGS

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57 WINGS

TABLE OF CONTENTS

1 GENERAL ......................................................................................................................... 5
2 MAINTENANCE PRACTICES ........................................................................................... 5
A. WING........................................................................................................................ 5
(1) REMOVAL ............................................................................................................ 8
(2) INSTALLATION .................................................................................................... 9
3 RIGGING THE WINGS.....................................................................................................10
A. PREPARATION .......................................................................................................10
B. DIHEDRAL ANGLE .................................................................................................10
C. WASHOUT ANGLE .................................................................................................12
4 VORTEX GENERATORS.................................................................................................12

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1 GENERAL

The wing is covered with fabric, has two extruded aluminum spars, formed aluminum ribs, and
aluminum leading and trailing edge skins. Rigidity is provided by drag wires and drag braces.
The left or right wing panels may house optional landing lights. A stall warning vane is installed
on the leading edge of the left wing. The wing incorporates slotted wing flaps inboard of the
ailerons.

2 MAINTENANCE PRACTICES

A. WING

Figure 1 – Wing Installation Reference Configuration

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CCK/X-1865 AFT LIFT STRUT CCK/X-2000 FORWARD LIFT STRUT

Figure 2 – Wing Installation (Continued)

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Figure 3 – Wing Installation (Continued)

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(1) REMOVAL
CAUTION
Before removing the wings, set the parking brakes and chock the wheels.

(a) Remove the front wing root fairing, rear wing root fairing, wing/root panel interface,
skylight, and turtle deck.
(b) Drain the fuel tank(s). Disconnect fuel supply and gauge lines inboard ends at the wing
root. Cover all exposed ends of tubing and hoses with tape to prevent contamination of
the fuel from dirt or debris.
(c) Disconnect the pitot air tube at the wing root.
(d) Disconnect the appropriate wiring, stall warning system, navigation, and landing light
at the wing root butt splices.
(e) Disconnect the top aileron cable from the top aileron horn.
(f) Remove wing pulley inspection plate covers from the wing. Remove pulley and aileron
upper cable attachment. Remove lower aileron pulley cover and pulley in the fuselage.
(g) Remove fairleads from wing strut. Disconnect the lower aileron control cables from the
torque tube link below the control stick.
(h) If the wings are to be completely removed, disconnect and remove the upper aileron
crossover cable.
(i) Disconnect the flap control rod from the flap lever arm and flap. Remove flaps.

NOTE
The ailerons may be removed from the wings at this point. See Chapter 27, Flight Controls.

(j) Unbolt and remove the jury strut braces. They are secured to the wing from the middle
of the struts. Mark the struts LH and RH so they may be reinstalled in the same
location.

CAUTION
For removal and installation of the wings, at least three people will be required.
Use one person to support the outboard portion of the wing, one person to support the
inboard end while the third person removes the attaching hardware.

(k) With a person holding the wing and one person holding the rear lift strut, remove the
lower and upper rear lift strut bolts and separate the strut from the fuselage.
(l) Remove the nuts from the wing and strut attachment bolts.
(m) Remove the lower and upper front lift strut bolts and separate the strut from the
fuselage.
(n) Remove the wing from the fuselage.
(o) Rest the wing on the leading edge using soft pads along the leading edge or place
horizontally on padded sawhorses so as not to dent or damage the surfaces.
(p) Repeat all the procedures on the opposite wing, if necessary.

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(2) INSTALLATION
(a) Support the wing at the outboard end and at the wing root. Align the wing root
attachment points with the fuselage attachment points and insert bullets. (It is easier to
temporarily secure the wing with bullets of the same diameter as the bolts and then
push the bullets out with the bolts.)
(b) Position front strut fork on the fuselage attachment point and align the hole with a
bullet.
(c) Align top hole of the front strut with the wing attachment hole and secure with a bullet.
(d) Position rear strut fork on the fuselage attachment point, align the hole with a bullet;
align top hole of the rear strut with the wing attachment point and secure with a bullet.
(e) Repeat the procedure on the opposite wing, if necessary.
(f) Apply a light coat of grease to the wing attachment bolts before installation.
(g) Press out the bullets at the wing to fuselage attachment points with the proper bolts.
Secure the bolts using the appropriate washers and nuts. Torque the nuts to 160-200
in. lbs. (refer to Chapter 20).
(h) Press out the bullet at the wing to front strut attachment point with the proper bolt.
Slide the spacer and pulley bracket over the end and secure the bolt using the
appropriate washer and nut. Torque to 160-200 in. lbs. (refer to Chapter 20).
(i) Press out the bullet at the wing to rear strut attachment point with the proper bolt.
Secure using the appropriate washer and nut. Torque to 160-200 in. lbs. (refer to
Chapter 20).
(j) Support the outboard end of the wing and remove the lower strut bullets. Insert the
proper bolts. Torque the nut to 95 in. lbs., torque up to the nearest castellation, and
safety with a cotter pin. Ensure the strut fork jam nuts are tight.
(k) Check the dihedral angle and wing washout per Section 3. Adjust if necessary.
(l) Install the jury struts making sure the longer vertical tube is in front. Secure using the
appropriate bolt, washer, and nut then torque the top bolt to 38-43 in. lbs., bottom bolt
to 23-28 in. lbs.
(m) Connect upper aileron and the crossover upper cables to aileron horns.
(n) Connect the flap to the flap control rod. Connect the control arm to the flap handle
lever.
(o) Route the lower aileron cable down the strut.
(p) Install the associated pulley and fairleads. Make sure the cable is not hooked on a
strut.
(q) Connect the lower aileron control cables to the torque tube link. Ensure that the nuts
have the appropriate cotter pins. Reinstall lower aileron pulley covers.
(r) Connect the pitot air tube at the wing root. Reconnect the stall warning system,
navigation, and landing light wires at the wing root.
(s) Remove the tape from the fuel line ends. Reconnect the fuel supply and gauge lines at
the wing root. Torque the ¼ inch hose clamps to 10-14 in. lbs. Reconnect plastic fuel
line fittings, torque to finger tight plus 1 ½- 2 additional revolutions.

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(t) Ensure that the aileron cables are not rubbing or hung up. Check to verify the cable
tension is 40 ± 5 lbs. and adjust in accordance with Chapter 27. Install the wing pulley
inspection plate covers.
(u) Reinstall front and rear wing root, turtle deck, skylight, and wing/root panel interface.
3 RIGGING THE WINGS

A. PREPARATION
The aircraft must be level longitudinally and laterally prior to setting or adjusting the dihedral or
the washout angles. Refer to the leveling procedure described in Chapter 8.

B. DIHEDRAL ANGLE

Figure 4 – Dihedral Angle and Washout

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(a) Remove the front wing root fairings.

(b) Stretch a string from wing tip to wing tip above the front spar and pull tight and
secure.
(c) Measure down from the string to the top of the inboard edge of the front spar cap
(Figure 4). The measurement should be 3 inches ± 0.13 (1/8) inches. This
adjustment is accomplished by turning the forks of the lower end of the front strut
in or out.
(d) To determine that each wing panel has the same dihedral, hold a straightedge on
the end of a 30-inch level so that one end of the straightedge protrudes 0.41
(13/32) of an inch above the level (see Figure 4). Place the level combination
along the front spar bottom between the lift strut and jury strut attachment fittings
as illustrated in Figure 4. The bubble should be approximately centered. Check
the opposite wing panel in the same manner.
(e) If the dihedral angle is not equal for both wing panels, adjust the threaded fork on
the lower end of the front strut until dihedral angle is the same. Recheck the total
dihedral and readjust as necessary.
(f) Record the actual results in the aircraft logbook.
(g) NOTE: Rigging of the wings is not complete until the washout angle is set.

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C. WASHOUT ANGLE
(a) Check the washout of each wing by holding a straightedge on the end of a 30-inch
level so that one end of the straightedge protrudes 0.38 (3/8) inches above the level
(see Figure 4). Place this combination along the bottom surface of the full rib next to
the outboard end of the aileron. The level end with straightedge space should fit to
the rear of the rib while the other end of the level should be placed under the front
spar.
(b) To obtain the proper washout, adjust the threaded fork at the lower end of the rear
strut at the fuselage end until the bubble is centered.
(c) Repeat on the opposite wing if needed.
(d) Record the actual results in the aircraft logbook.

CAUTION
There should not be more than 15 threads exposed on the lift strut forks.

4 VORTEX GENERATORS
Each wing has 36 vortex generators on the top leading edge. The aircraft is allowed to fly with
the following number of vortex generators missing:
§ Not more than 3 vortex generators missing on an aircraft.
§ Not more than 2 vortex generators missing on a wing.
§ The missing vortex generators must not be next to each other.
If a vortex generator should fall off, it must be glued on at the same location as follows:
(a) Ensure that the area where the vortex generator fell off is dry and free of grease
and dirt.

NOTE
If the color of the vortex generator does not match the aircraft, it is advisable to paint the
exposed part of the vortex generator prior to installation.

(b) Clean the bottom surface of the vortex generator, removing any old adhesive.
(c) Mask off the rectangular footprint of the vortex generator.
(d) Reattach the vortex generator with Loctite Depend® glue.
(e) Remove masking and wipe off excess glue with cleaner.

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CHAPTER 60

PROPELLERS

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60 PROPELLERS

TABLE OF CONTENTS

1 GENERAL ....................................................................................................................... 5
A. TROUBLESHOOTING .............................................................................................. 5
B. REMOVAL ................................................................................................................ 5
C. INSPECTION............................................................................................................ 6
D. INSTALLATION ........................................................................................................ 6

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1 GENERAL
The aircraft is equipped with a:

Catto Propeller Nickel Leading Edge (NLE), Wood/ Fiberglass/

Carbon Composite
Manufacturer Diameter Pitch Materials

Hartzell Propeller Composite Materials

Manufacturer Diameter Pitch Materials

Manufacturer Diameter Pitch Materials

A. TROUBLESHOOTING
If the propeller-engine combination feels rough in flight;
(a) Check that the mounting face of the propeller is tight against the engine flange
and check the blade track.
(b) Verify that the attaching bolts have reached their required torque and have not
bottomed out of the threads.
(c) Remove the propeller, rotate it 180 degrees on the engine crankshaft flange, and
re-install. Again, check the blade track.
(d) If roughness or vibration is still present, dynamic propeller balancing may be
required.
(e) Inspect engine installation to verify clearance between engine mount, exhaust and
cowling.
NOTE
The Catto Propeller is not for use with the CC363i engine

NOTE
The following instructions apply to the Catto Propeller only,
for Hartzell Propellers refer to the Hartzell Owner’s Manual.

B. REMOVAL
(a) Turn ignition switch to OFF, and ensure that the ignition and starter circuit
breakers are pulled.
(b) Remove the spinner and retain all fasteners.
(c) Cut and remove the safety wire from the propeller bolts.
(d) Remove the propeller bolts. Assistance may be needed to hold the propeller and
aft spinner bulkhead.

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C. INSPECTION
(a) Examine the propeller blades for corrosion, cracks, nicks, or dents beyond
permissible limits found in the propeller manufacturer’s service manuals. If the
propeller is unserviceable, replace it with a new one and return the damaged
propeller to the factory.
(b) Remove the spinner. Inspect the attaching bolts for worn or damaged threads and
heads. Replace damaged bolts with new ones.
(c) Inspect the spinner bulkheads for cracks or broken brackets. Replace if any
damage is noted.

D. INSTALLATION
The following instructions are a general guide. Refer to propeller manufacturer’s detailed
instructions as required.
(a) Thoroughly clean the surfaces of the crankshaft flange and pilot stub, the
rear/mounting face of the propeller, and the pilot bore. Carefully examine each
surface and especially examine the end of the crankshaft pilot stub; minor nicks or
burrs must be smoothed.
(b) Ensure the propeller attaching bolts and the threads in the drive bushings or
retaining nuts are clean and dry.
(c) Turn ignition switch to OFF, and ensure that all circuit breakers are pulled.
(d) Place the spinner backing plate on the crankshaft flange ensuring the prop blade
orientation is correct.
(e) Position the propeller in the correct orientation. Tighten the bolts snug and ensure
the spinner backing plate is positioned properly on the flange bushings before
torquing the bolts.
(f) Apply torque in several increments, working diagonally across the bolt circle until
reaching proper torque.

Manufacturer Catto Propeller Hartzell Propeller

Material Composite Composite

Reference Per Catto MFG Spec* 60-70 FT-LBS*

Torque
(720-840 IN-LBS)*

*Disclaimer: Values are reference only, verify with the

applicable installation documents provided by manufacturer.

(g) Check to make sure the propeller track is within 1/8-inch.

(h) Install 0.041-inch diameter stainless steel safety wire in the propeller bolt heads
locking bolt heads together in a tightening moment. Bolts should be wired in pairs,
twisting the wire between the bolt heads.

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CHAPTER 71

POWERPLANT

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71 POWERPLANT

TABLE OF CONTENTS

1 GENERAL ......................................................................................................................... 5
2 TROUBLESHOOTING, SERVICING, AND MAINTENANCE ............................................. 6
3 ENGINE COWLING .......................................................................................................... 8
A. INSPECTION............................................................................................................ 8
B. REMOVAL ................................................................................................................ 8
C. COWL FLAP POSITION ADJUSTMENT, CCK/CCX-1865 ONLY ............................. 9
D. INSTALLATION ........................................................................................................ 9
4 AIR INDUCTION ..............................................................................................................10
5 AIR FILTER ......................................................................................................................10
A. REMOVAL ...............................................................................................................10
B. INSPECTION...........................................................................................................11
C. INSTALLATION .......................................................................................................11
6 AIR INLET PLENUM (CCK/CCX-2000 ONLY) .................................................................11
A. REMOVAL ...............................................................................................................11
B. INSPECTION...........................................................................................................11
C. INSTALLATION .......................................................................................................11
7 CARBURETOR (CCK/CCX-1865 ONLY) .........................................................................11
A. INSTALLATION OF CABLE TO VALVE ARM SWIVEL FITTING.............................11
B. REMOVAL ...............................................................................................................12
C. INSTALLATION .......................................................................................................12
D. VERIFICATION .......................................................................................................13
A. REMOVAL ...............................................................................................................13
B. INSTALLATION .......................................................................................................13
C. TROUBLESHOOTING .............................................................................................13
8 FUEL INJECTION (CCK/CCX-2000 ONLY) .....................................................................13
A. REMOVAL ..............................................................................................................13
B. INSTALLATION.......................................................................................................13
C. TROUBLESHOOTING ............................................................................................13
9 SUPERIOR XP360 (CCK/CCX-2000 ONLY) ....................................................................14

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1 GENERAL
The aircraft is powered by a CC340 / CC363i (circle one) engine. This is an air-cooled, four
cylinder, direct drive, horizontally opposed piston powerplant that is capable of delivering up to
80 / 186 (circle one) HP at 2700 RPM for the maximum continuous power.
A throttle lever controls power to the engine. There is a forward and aft throttle control lever on
the left side of the cockpit. The aft throttle control lever is optional on some models. The air-to-
fuel mixture is adjusted manually with a control on the left side of the instrument panel. The
mixture control should always be used to stop the engine.
CCK/CCX-2000 models are also equipped with a forward and aft propeller control lever, near
the throttle controls.
Refer to the appropriate manufacturer’s maintenance manual for servicing, maintenance and
overhaul of the engine and/or engine components.
The engine mount is conical with the attach points orienting the engine parallel with the firewall.
The structure of the mount is made of high-strength steel and the engine is attached to the
mount through rubber mounts that help reduce vibration.

Figure 1 – Engine Mount Assembly (Shown with CC340 Engine)

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2 TROUBLESHOOTING, SERVICING, AND MAINTENANCE

This section is prepared to help diagnose probable causes and determine appropriate corrective
actions.
PROBLEM PROBABLE CAUSE REMEDY
Engine does Insufficient fuel. Fill tanks.
not start Fuel does not reach carburetor. Clean tank vents, blowout supply line, clean out
shut-off valve, repair pump, clean filter.
Carburetor float valve stuck shut. Remove carburetor and repair.
(CCK/X-1865)
Carburetor screen or jets plugged Remove and clean.
(CCK/X-1865).
Insufficient priming (weak Repeat starting procedure with more priming.
combustion).
Excess priming (puffs of black Clear cylinders by turning propeller several
smoke). revolutions, with ignition switch "OFF", throttle wide
open.
Engine hot (vapor lock in fuel Disconnect fuel line at carburetor and purge
system). system.
Low battery charge Recharge battery.
Cold oil. Verify Master and Ignition are off. Rotate propeller
by hand several times to break loose congealed oil.
Incorrect starter adjustment. Readjust shift lever screw.
Spark plugs fouled. Remove and clean. Check gaps.
Spark plug leads defective. Replace defective parts.
Engine flooded See AFM
Fuel Filter Clog (CCK/X-2000) Clean Fuel Strainer - See Chapter 28-00 §6.A
Fuel pump failure (CCK/X-2000) Inspect and/or replace pump. See Chapter 28-00
§8.A and also Superior XP-360 Engine Manual
Irregular Incorrect idle mixture adjustment. Correct carburetor adjustment.
idling Carburetor idle air bleed plugged. Disassemble, as required, and clean.
Spark plugs fouled. Remove and clean.
Leak in air induction system. Tighten loose joints. Replace damaged parts.
Rough Propeller out of balance. Remove and inspect.
running Engine mount bolts loose. Tighten.
Defective spark plug leads. Test for break-down at high voltage.
Worn cam lobe. Overhaul engine.
Defective valve lifter. Remove and test hydraulic unit. Replace if worn.
Scored valve stems. Replace valves and guides.
Warped valves. Replace. Grind seats.
Detonation. Use specified fuel. Keep cylinder head temperature
below specified maximum.
Poor Engine not warm enough. Continue warm-up.
acceleration Defective throttle control. Check for binding, kinks, slipping, worn parts.
Plugged air filter. Remove and clean filter.
Idling mixture too lean. Readjust.

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PROBLEM PROBABLE CAUSE REMEDY

Idling jet plugged. Clean carburetor.
Water in fuel. Drain sediment trap.
Leak in air induction system. Check all joints and throttle shaft bearings.
Low power Defective ignition cable. Test for high voltage leaks. Replace parts.
Scored valve stems. Replace valves and guides.
Warped valves. Replace valves. Grind seats.
Throttle not fully open. Readjust linkage.
Carburetor heat valve not closing Remove filter, inspect valve. Straighten plate.
fully.
Propeller blades warped. Inspect pitch. Replace.
Ice forming on carburetor throttle Apply full carburetor heat.
valve.
Air filter plugged. Remove and clean.
Fuel flow restricted. Inspect tank vents. Inspect shutoff valve. Clean
strainer. Clean carburetor screen. Blow out fuel
supply line.
Worn cylinders, pistons and/or Overhaul engine.
piston rings.
Low oil Low oil supply. Replenish.
pressure Low oil viscosity. Drain sump. Refill with correct grade.
Dirt on oil pressure relief valve Clean plunger and seat. Replace dirty oil.
seat.
Oil pressure relief valve seat Overhaul engine. Refinish valve seat.
worn.
Oil pressure relief valve plunger Remove cap and plunger. Clean parts.
sticking.
Engine bearings worn. Overhaul engine.
Oil pressure gauge defective. Test gauge, and replace or repair.
Internal oil leak. Overhaul engine.
Cracked crankcase cover casting, Overhaul engine.
defective oil pump, leaking suction Replace damaged parts.
tube.
High oil Low oil supply. Replenish.
temperature Dirty or diluted oil. Drain sump, and fill with fresh oil of proper grade.
Prolonged ground operation at Avoid prolonged running on the ground.
high speed.
Excessive rate of climb. Avoid low air speed.
Lean fuel-air mixture. Refer to overhaul manual.
Induction Loose connection in ducting Ensure hose clamps are tight around ducting.
leak Loose connection at plenum Ensure hose clamps are tight at plenum to
induction tube interface.
Cracked plenum Contact Cub Crafters for replacement plenum.
Air blockage Blocked air filter Clean or replace air filter

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PROBLEM PROBABLE CAUSE REMEDY

Fuel seeping Mixture not at idle cut-off Ensure mixture is all the way out. Verify mixture
or dripping arm contacts stop on the right side of the servo
from sniffle when mixture control is moved all the way out.
valve when
parked

3 ENGINE COWLING
The engine cowl is made of two pieces and can be removed without the propeller being
detached. The upper and lower portions are made of composites, using fire-resistant resins.

A. INSPECTION
Inspect the cowl for loose rivets, wear points and cracks.

B. REMOVAL
(a) Remove screws along lower access panel. Be sure to hold on to the air filter so it
does not fall to the ground.
(b) Carefully remove the lower access panel with the air filter.
(c) Disconnect the induction tube and cabin heat air inlet.
(d) Remove and retain the screws holding the upper cowl to the lower cowl and the
fuselage.
(e) Carefully remove the upper cowl.
(f) Remove the screws holding the lower cowl to the fuselage.
(g) Carefully remove the lower cowl.

Figure 2 – Lower Access Panel, CCK/CCX-1865 Shown, CCK/CCX-2000 Similar

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C. COWL FLAP POSITION ADJUSTMENT, CCK/CCX-1865 ONLY

(a) While lower cowl is detached, remove aft screws from the top and bottom of each
cowl flap.
(b) Adjust cowl flap position.
(c) Install aft screws on the top and bottom of each cowl flap.
(d) Reinstall lower cowl as directed in Installation.
NOTE
Position of cowl flaps should be determined by the pilot depending on weather conditions.
Flaps should be in the closed position during winter months.

D. INSTALLATION
(a) Carefully position the lower cowl in place; secure the cowl to the fuselage with
screws.
(b) Carefully position the upper cowl in place; secure it to the lower cowl and to the
fuselage with screws.
(c) Make sure the seal around the inlets is properly positioned around the inlet
openings.
(d) Double check to make sure all the hardware is tight.
(e) Connect SCAT tubing to cabin heat air inlet in cowl.
(f) Reinstall the induction tubing, ensure hose is secure. Do not overtighten.
(g) Carefully position the lower access panel in place. Secure the lower access panel to
the lower cowl with screws.
(h) Verify there is clearance between the cowl and prop spinner.

Figure 3 – Engine Cowl Installation, CCK/CCX-1865 Shown, CCK/CCX-2000 Similar

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4 AIR INDUCTION
The induction air for the engine enters through a filter on the lower forward side of the cowling.
Attention is drawn to the fact that operation under severe dust conditions will require shorter air
filter replacement intervals. These conditions may be encountered in aircraft operating from
dusty areas.
CCK/CCX-1865 has an alternate carburetor heat control, which operates a butterfly valve that
allows heated, unfiltered air to feed into the carburetor. The carburetor heat control is located on
the instrument panel. Should the air filter become obstructed, the carburetor air control provides
an alternate manual means of supplying the engine with air for the induction system.

CAUTION
Ground operations with the carburetor heat control in the hot position must be limited
because it allows air to bypass the filter. (CCK/CCX-1865 Only)

CCK/X-2000 has an alternate air system that consists of an alternate air door behind
the air filter grate, and ducting leading to that door and to the exhaust system. The
alternate air door opens automatically whenever the primary air filter becomes
obstructed.

5 AIR FILTER

Figure 4 – Air Filter, CCK/CCX-1865 Shown, CCK/CCX-2000 Similar

A. REMOVAL
(a) Remove screws holding the lower access panel to the lower cowl.
(b) Remove lower access panel with air filter.

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B. INSPECTION
(a) Inspect the foam filter for any damage, such as tears or large holes. If a new filter is
required, contact the kit manufacturer for replacement filter part number PC54108-
001 (CCK/CCX-1865), or XC53110-001 (CCK/CCX-2000).
(b) Clean the filter in a mild degreasing cleanser to remove dirt and other particles.
Wring the excess from the element and allow it to dry.
(c) Apply filter oil, such as Castrol Foam Filter Oil or Amsoil High Tack Foam Filter Oil,
to the element and work it into the 7ells throughout.

C. INSTALLATION
(a) Align air filter with opening in lower access panel.
(b) Carefully position lower access panel on to lower cowl. Make sure air filter is inside
lower access panel.
(c) Secure lower access panel to lower cowl with screws.

6 AIR INLET PLENUM (CCK/CCX-2000 ONLY)

The CC363i engine is equipped with Cub Crafter’s proprietary air inlet plenum as standard
equipment. The air inlet plenum is made from reinforced thermoplastic or composite materials.
The air inlet plenum incorporates a fuel sniffle valve.

A. REMOVAL
(a) Loosen 8X hose clamps on the rubber couplings at the induction tubes.
(b) Slide the rubber couplings down the induction tubes, away from the plenum.
(c) Remove the attachment hardware connecting the air inlet plenum to the fuel
injection servo.

B. INSPECTION
(a) Inspect plenum for cracks or visible damage.
(b) Inspect the induction tubes for any signs of slippage or disconnection at the cylinder
attachment.

C. INSTALLATION
(a) Re-install the attachment hardware at the fuel injection servo. Torque bolts to 120-
145 IN-LBS and safety wire the bolt heads.
(b) Slide the rubber couplings into place at the plenum to induction tube interface.
(c) Tighten 8X hose clamps around the rubber couplings.

7 CARBURETOR (CCK/CCX-1865 ONLY)

A. INSTALLATION OF CABLE TO VALVE ARM SWIVEL FITTING

(a) Insert the carburetor heat control cable end through the swivel fitting stud.
(b) Insert the threaded end of the stud through the swivel fitting and through the
carburetor heat valve arm.

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(c) Place the washer and castle nut on the stud and tighten it one half turn past finger
tight. NOTE: Do not over or under tighten as this can adversely affect actuation.
(d) Test the travel of the carburetor heat control knob in the cockpit and adjust the
position of the cable within the fitting. When the position is correct, tighten the castle
nut until the cable is close to bottoming out on the swivel, then install a cotter pin.

Figure 5 – Carburetor Heat Valve, CCK/CCX-1865 Only

B. REMOVAL
(a) Turn fuel selector to “OFF”
(b) Remove engine cowling.
(c) Remove safety wire and the four bolts holding the carburetor air box to the bottom
of the carburetor. Discard used lock washers.
(d) Disconnect fuel inlet line from the fitting on the carburetor and install a temporary
plug to prevent fuel line contamination.
(e) Remove the cotter pin and disconnect the throttle cable from the carburetor arm by
removing the bolt and washer(s) (refer to Chapter 76).
(f) Remove the cotter pin and disconnect the mixture cable swivel from the carburetor
arm by removing the nut and washers from the swivel stud.
(g) Remove four of each: nuts, lock washers, and washers holding the carburetor to the
bottom of the oil pan. Discard used lock washers and gasket.

C. INSTALLATION
(a) Install the carburetor on the bottom of the oil pan using a new gasket, washers, new
lock washers, and nuts.
(b) Connect the mixture cable and safety in place (refer to Chapter 76).
(c) Connect the throttle cable and safety.

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(d) Remove the temporary plug from the fuel line and briefly turn the fuel selector
handle to “BOTH” to flush the line of possible contaminants. Collect the fuel in an
appropriate container.
(e) Inspect the screen in the fuel strainer, clean if needed. Reassemble and safety
(refer to Chapter 28).
(f) Reinstall the carburetor air box on the bottom of the carburetor. Use new lock
washers and safety wire.
(g) Reconnect fuel line to the fitting on the carburetor. Ensure it will not contact the
cowling, cowl flaps, or the exhaust pipe.
(h) Turn fuel selector to “BOTH” and verify there are no leaks.

D. VERIFICATION
Perform ground run and leak check.
NOTE
Ensure adequate fire extinguishing equipment is available and that its correct use is understood.

8 FUEL INJECTION (CCK/CCX-2000 ONLY)

The CCK/CCX-2000 is equipped with a Precision Airmotive LLC, Silver Hawk EX-5VA1 fuel
injection servo (EX360-4, EX390-1 or Lycoming variation depending on engine variant). The
servo is mounted to the forward side of the plenum through the plenum bracket.

A. REMOVAL
(a) Disconnect all fittings, inlet and outlet fuel lines, from the servo.
(b) Disconnect all control cables from the servo.
(c) Remove fasteners connecting the servo to the intake hanger bracket.
(d) Remove fasteners connecting the servo to the aft servo bracket mount.
(e) Carefully remove servo.

B. INSTALLATION
(a) Install servo to the attach brackets that it was removed from. Install hardware in the
same orientation that it was removed.
(b) Reconnect all fittings and control cables. NOTE: Do not over or under tighten the
control cable castle nut on the stud as this can adversely affect actuation.

C. TROUBLESHOOTING
For troubleshooting and other maintenance practices, reference the latest revision of the
Precision Airmotive LLC, INSTALLATION AND DETAILED SPECIFICATIONS FOR THE
SILVER HAWK™ EX-5VA1 SERVO KIT.

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9 SUPERIOR XP360 & LYCOMING 363i (CCK/CCX-2000 ONLY)

The CC363i engine utilizes engine components from either the Superior XP360, or alternatively,
the Lycoming CC363i variant. Reference the latest revision of the following manuals:
• Superior Air Parts: SUPERIOR XP360 OPERATOR’S MANUAL & 360 & IO-360
SERIES OVERHAUL MANUAL.
• Lycoming: LYCOMING OPERATOR’S MANUAL #60297-12 & LYCOMING OVERHAUL
MANUAL #60294-7

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CHAPTER 74

IGNITION

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74 IGNITION

TABLE OF CONTENTS
INTENTIONALLY LEFT BLANK ................................................................................... 4
1 SPARK PLUGS ....................................................................................................... 5
A. REMOVAL AND INSPECTION ............................................................................... 5
B. INSTALLATION....................................................................................................... 5
2 ELECTRONIC IGNITION ........................................................................................ 5
A. MAINTENANCE PRACTICES................................................................................. 5
3 IGNITION INDICATION VERIFICATION................................................................. 6
A. QUICK CHECK for ignition connection and indication system ................................ 6
B. ABSOLUTE VERIFICATION OF LEFT AND RIGHT: .............................................. 6

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1 SPARK PLUGS
A. REMOVAL AND INSPECTION
Remove spark plug caps and spark plugs. Inspect the firing end of the spark plugs for any
foreign material lodged between electrodes or around the insulator that could be conductive,
clean as required.
Check the electrode gap per the manufacturer specifications and re-set if necessary. Check
connector for any abnormalities and clean if needed. Refer to the latest revision of Light Speed
Engineering, INSTALLATION AND OPERATION MANUAL For PLASMA III, II+, and I CDI
SYSTEMS

B. INSTALLATION
Apply a small amount of Spark Plug Thread Lubricant to the threaded area of each spark plug at
the firing end. Install the plugs and torque to 15 ft/lb. Connect the spark plug caps.

2 ELECTRONIC IGNITION
The ignition system on the engine uses two Plasma III ignition modules (from Light Speed
Engineering) and a DC Mini Sensor system with magnets in the ring gear to provide the triggers
for timing. The cylinder firing order is 1,3,2,4.
The dual system is connected such that each system knows if the other one is operating. If one
of the two systems is turned off or has failed, the remaining system will automatically shift its
timing curve to provide optimum engine performance with one system. This eliminates the
common power loss when one magneto is turned off. The wide operating voltage range, from
5v-35v allows hand starting long after the electric starter has stopped due to a low battery. Refer
to Chapter 24 for Ignition Backup Battery information.
#1 #3

#2 #4
Figure 1 Cylinder Arrangement (Shown on CC340 Engine, viewed from above)

A. MAINTENANCE PRACTICES
Refer to the latest revision of Light Speed Engineering, INSTALLATION AND OPERATION
MANUAL For PLASMA III, II+, and I CDI SYSTEMS.

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3 IGNITION INDICATION VERIFICATION

The following is an ignition module connection and indication verification checklist. This is for
duel electronic ignition systems with IGN back up battery and both ignitions wired (primarily)
directly to main battery.

WARNING: The ignition will be on for various steps, take care not to rotate the propeller or
otherwise inadvertently start the engine. The engine should be stopped for the entire test. The
main and backup batteries are connected and checked for at least 11 volts.

A. QUICK CHECK for ignition connection and indication system

3.A.1 Verify IGN L and IGN R C/Bs are pushed in, RT IGN BACKUP BATTERY switch NORMAL.
3.A.2 Key switch to BOTH.
• IGN SYS red LEDs illuminate to turn and extinguish when BOTH is reached
3.A.3 Pull out IGN L C/B
3.A.3.1 L IGN YS red LED Illuminates
• If TRUE then C/Bs are wired correct ignition modules
• If FALSE then C/Bs are wired incorrectly
3.A.4 Key switch to R.
3.A.4.2 L IGN SYS red LED stays illuminated
• If TRUE then key switch is wired to correct ignition modules
• If FALSE then key switch is wired incorrectly
3.A.5 Pull out IGN R C/B
• If TRUE then IGN circuit breakers are correct
• If FALSE then IG L and IGN R are switched
3.A.6 RT IGN BACKUP BATTERY switch to EMERGENCY
• RT IGN BACKUP BATTERY amber LED illuminates
• L IGN SYS red LED illuminates
• If TRUE then backup battery system operating correctly
• If FALSE then backup battery system wired incorrectly
1.A.7 RT IGNBACKUP BATTERY switch to NORMAL
• Amber and red LEDs extinguish
1.A.8 Push in IGN L and IGN R C/Bs
• L IGN SYS red LED illuminates
1.A.9 Key switch to LEFT
• L IGN SYS red LED extinguishes
• R IGN SYS red LED illuminates
1.A.10 Turn key switch OFF
1.A.10.1 All LEDs extinguished

B. ABSOLUTE VERIFICATION OF LEFT AND RIGHT:

1.B.1 Key switch is OFF, RT IGN BACKUP BATTERY switch NORMAL, IGN L and IGN R C/Bs
are pulled out.
• Both red IGN LEDS extinguished
• RIT IGN BACKUP BATTERY amber LED extinguished
1.B.2 Physically disconnect the INPUT connector from the RIGHT ignition module.
1.B.3 RT IGN BACKUP BATTERY to EMBERGENCY
1.B.4 Check for voltage on RIGHT ignition module INPUT connector
• Check for battery voltage positive on both pins 7 and 8
• Any ground may be used for reference, including pins 14 or 15
o If voltage present, correct INPUT connector
o If violated not present, connector should go to LEFT ignition module.
1.B.5 RT IGN BACKUP BATTERY to NORMAL
1.B.6 Reconnect ignition module.

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CHAPTER 76

ENGINE CONTROLS

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76 ENGINE CONTROLS

TABLE OF CONTENTS
1 GENERAL ............................................................................................................... 5
2 MAINTENANCE ...................................................................................................... 6
A. THROTTLE CABLE ASSEMBLY .............................................................................. 6
B. LEVER ATTACHMENT ............................................................................................ 7
C. LEVER INTERCONNECT LINKAGE ........................................................................ 7
D. ATTACHMENT OF THROTTLE CABLE TO SIDE PANEL ....................................... 8
E. MOTOR MOUNT THROTTLE CABLE ATTACHMENT ............................................. 9
F. THROTTLE CABLE TO CARBURETOR ARM ATTACHMENT................................11
G. INSPECTION...........................................................................................................11
3 MIXTURE .............................................................................................................. 12
A. MIXTURE CONTROL CABLE TO PANEL ATTACHMENT ......................................12
B. MOTOR MOUNT MIXTURE CABLE ATTACHMENT ...............................................12
C. MIXTURE CABLE TO CARBURETOR LEVER SWIVEL ATTACHMENT (CCK/CCX-
1865 ONLY).............................................................................................................13
D. MIXTURE CABLE TO MIXTURE ARM OF SERVO ATTACHMENT (CCK/CCX-2000
ONLY) .....................................................................................................................14
E. INSPECTION...........................................................................................................14

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1 GENERAL
Throttle control levers are located on the left side of the cockpit. The air-to-fuel mixture is
adjusted manually with a red control knob located on the instrument panel. Pulling the mixture
control all the way back operates a cut-off valve that stops the supply of fuel to the engine.

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2 MAINTENANCE

A. THROTTLE CABLE ASSEMBLY

FWD

Figure 1 - Throttle Installation, CCK/X-1865 (Forward Shown)

FWD

Figure 2 - Throttle Installation, CCK/X-2000 (Forward Shown)

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CCX-2000 aircraft, serial numbers 0073 and on, are also equipped with a spring attached to the
bottom of the forward propeller lever, as shown in Figure 3. Other than this addition, the throttle
installation is identical to Figure 2. Optional retrofit instructions for the addition of the spring can
be found in document CX-SI001.

Figure 3 - Propeller Lever Spring Installation, CCK/X-2000 (Forward Only)

B. LEVER ATTACHMENT
Throttle control levers, and prop control levers (CCK/CCX-2000 only) are mounted and installed
per Figures 1, 2, and 3 if applicable.
C. LEVER INTERCONNECT LINKAGE

Figure 4 – Throttle Interconnect Linkage, CCK/CCX-1865 & CCK/CCX-2000

(View from the cockpit, looking outboard, Dual Throttle Controls Shown)

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D. ATTACHMENT OF THROTTLE CABLE TO SIDE PANEL

1 1
4
4

3
3

1
3
4

5
2

1 – Throttle Lever 2 – Side Panel 3 – Screw

4 – Throttle Plate 5 – Prop Lever 6 – Tension Knob

Figure 5 – Attachment of Throttle to Side Panel, CCK/CCX-1865 & CCK/CCX-2000

(Dual and Single Throttle Attachments Shown)
The throttle plates are kept from moving by screws that are bolted through the left hand
composite side panel for CCK/X-1865, while the throttle plates for CCK/X-2000 are attached to
the fuselage.

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E. MOTOR MOUNT THROTTLE CABLE ATTACHMENT

The throttle cable is directly routed through a hole in the firewall (refer to Figure 6) to the engine
mount tube bracket. The grommet is not sealed around the cables.

FIREWALL

THROTTLE CABLE PROP CABLE

Figure 6a – (CCK/CCX-2000) Routing of Throttle Cable through Firewall

Prop control cable (CCK/CCX-2000 only) is mounted similar to throttle cable.

FIREWALL

THROTTLE CABLE

Figure 6b – (CCK/CCX-1865) Routing of Throttle Cable through Firewall

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THROTTLE

PROP CABLE

Figure 7a – (CCK/CCX-2000) Cables Passing Through Baffle

Prop control cable (CCK/CCX-2000 only) is mounted similar to throttle cable.

BRACKET

THROTTLE

1
JAM NUTS

Figure 7b – (CCK/CCX-1865) Attachment of Throttle to Engine Mount Tube Bracket

A bracket secures the throttle cable to the engine mount on the left hand side of the engine (see
Figure 7).The throttle cable is held in place to the bracket with two jam nuts. The bracket is held
in place on the engine mount tube with a bolt, two washers and nut.

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F. THROTTLE CABLE TO CARBURETOR ARM ATTACHMENT

3
1, 2, 4, 5, 6

1 – AN3 Bolt 2 – Castle Nut 3 – Nut

4 – Bushings 5 – Cotter Pin 6 – Washer
7 – Bearing Rod End
Figure 8 – Attachment of Throttle Cable to Carburetor Arm, CCK/CCX-1865 Only
Refer to Figure 8.
The throttle cable is secured to the carburetor arm with a bolt, through-bushings, a washer, a
castle nut, and a cotter pin.
The throttle travel can be adjusted by screwing the bearing rod end. Be sure that the bearing
rod end jam nut is retightened after making any adjustment.
G. INSPECTION
(a) Ensure that the throttle arm at the carburetor contacts both stops at either extreme
of its travel while the throttle levers in the cabin have positive clearance from the
panel.
(b) Move the throttle to either full open or full closed, inspect cable attachment at the
carburetor. Repeat the same procedure with the full opposite throttle setting.
(c) Ensure that the cable meets the manufacturer’s designed deflection range of 16°
conical swivel throughout entire range of motion (±8° from centerline).
(d) Control operation should be smooth. Lubricate the cable with LPS #2 if needed.
(e) The throttle lever(s) and cable should have enough friction so that the lever(s)
does/do not creep at full power while at the same time operating easily.

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3 MIXTURE

A. MIXTURE CONTROL CABLE TO PANEL ATTACHMENT

Figure 9 – Mounting of the Mixture Control at the Instrument Panel

The mixture control knob is secured to the instrument panel with a lock washer and a nut.
The mixture knob should have enough movement so that the carburetor mixture lever contacts
the stops at both extents of its travel and there should not be more than ¼” cushion between the
knob and the panel nut in the full rich position.
B. MOTOR MOUNT MIXTURE CABLE ATTACHMENT

Figure 10 – Mounting of the Mixture Cable to Engine Mount

(a) The mixture cable is fastened to the mixture bracket clamp with a bolt, washers,
and a nut (refer to Figure 10).

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(b) The mixture bracket is secured to the engine mount with a bolt, a washer, and a
nut.
(c) The position of the cable housing in the mixture bracket clamp affects the travel of
the knob in relation to the instrument panel. The travel can be adjusted by
loosening the mixture bracket clamp holding the cable housing and sliding the
cable housing in the clamp. Retighten the clamp and check travel.
(d) Be sure the cable housing is held tightly in the clamp after making any
adjustments.
C. MIXTURE CABLE TO CARBURETOR LEVER SWIVEL ATTACHMENT (CCK/CCX-
1865 ONLY)

Figure 11a – Attachment of Mixture Cable to Carburetor Swivel Arm, CCK/CCX-1865 Only
(a) The control cable rod pivots the mixture control lever on the carburetor. The rod is
held tight by the mixture swivel fitting (refer to Figure 11a).
(b) Adjusting the cable rod length at the swivel fitting affects the travel of the mixture
control lever. There should be enough travel in the lever that it reaches the stops
on either extreme of its travel.
(c) The swivel nut should be tightened enough to hold the cable rod firmly but not
enough to shear it or strip the threads.

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D. MIXTURE CABLE TO MIXTURE ARM OF SERVO ATTACHMENT (CCK/CCX-2000

ONLY)

Figure 11b – Attachment of Mixture Cable to Mixture Arm of Servo, CCK/X-2000 only

(a) The control cable rod pivots the mixture control arm on the injection servo. The rod
is held tight by the mixture swivel fitting (refer to Figure 11b).
(b) Adjusting the cable rod length at the swivel fitting affects the travel of the mixture
control arm. There should be enough travel in the arm that it reaches the stops on
either extreme of its travel.
(c) The swivel nut should be tightened enough to hold the cable rod firmly but not
enough to shear it or strip the threads.
E. INSPECTION
(a) Ensure that the mixture lever at the carburetor (or injection servo) contacts both
stops at either extreme of its travel. At the same time, there should be no more
than ¼” cushion between the knob and the panel nut in the full rich position.
(b) Inspect to ensure the cable attach swivel does not have excessive play and the
cable is held tightly by the clamp.
(c) Control operation should be smooth. Lubricate with LPS #2 if required.
(d) Confirm that the mixture control hits the stops and the cable DOES NOT hit the
engine cowl.

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CHAPTER 78

EXHAUST SYSTEM

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78 EXHAUST SYSTEM

TABLE OF CONTENTS

1 GENERAL ......................................................................................................................... 5
A. REMOVAL .................................................................................................................... 6
B. INSPECTION ................................................................................................................ 6
C. INSTALLATION ............................................................................................................ 6
D. SUPPLEMENTARY AIR ............................................................................................... 6

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1 GENERAL
The exhaust system is a four-into-one system. Shrouds mounted on the exhaust pipes provide
heat for the carburetor and/or the cabin.

Viewed from Right Side of Aircraft (CCK/CCX-1865 & CCK/CCX-2000)

Viewed from Left Side of Aircraft (CCK/CCX-1865 & CCK/CCX-2000)

Figure 1 – Exhaust System

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A. REMOVAL
(a) Remove the cowl per Chapter 71, Powerplant.
(b) Disconnect all of the SCAT hoses from the heat shrouds by loosening all hose
clamps.
(c) .Remove the collector by removing the pair of springs supporting the collector to
the engine. Remove each individual pipe from the connector. If equipped,
remove the EGT probes.
(d) Remove the nuts attaching the exhaust flanges to the engine cylinders and
lower the exhaust system away from the engine.

B. INSPECTION
Inspect the components of the exhaust system for signs of cracking. Any cracks must be
repaired, or if the cracking is excessive, replace the exhaust system component(s).

WARNING
CRACKS IN THE EXHAUST SYSTEM WILL ALLOW CARBON MONOXIDE TO BE
PRESENT INSIDE THE COWL. FUMES MAY TRAVEL THROUGH THE FIREWALL
INTO THE COCKPIT. CARBON MONOXIDE INHALATION CAN CAUSE DEATH.
NEVER OPERATE THE AIRCRAFT WITH ANY CRACKS IN THE EXHAUST
SYSTEM.

C. INSTALLATION
Install the exhaust system in the reverse order from which it was removed. Replace the gaskets
on the exhaust flanges and on the induction elbows. Torque the exhaust flange nuts to 90 in-lbs.

D. SUPPLEMENTARY AIR
The aircraft is equipped with a cabin heat system. Hot air for heating the cabin is supplied by a
heat exchanger located around the engine exhaust. Hot air enters the cabin through openings
on the floorboard. To select the heater, the control on the instrument panel must be pulled aft.
CCK/CCX-2000 aircraft are also equipped with rear seat heat and defrost. There are two
additional controls on the instrument panel: one to select defrost or rear seat heat, and another
to turn it off and on. To turn on, the control must be pulled aft.

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CHAPTER 79

OIL SYSTEM

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79 OIL SYSTEM

TABLE OF CONTENTS
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1 GENERAL ......................................................................................................................... 5
A. CHANGING ENGINE OIL ......................................................................................... 5
2 OIL COOLER............................................................................................................ 5
A. REMOVAL ................................................................................................................ 6
B. INSTALLATION ........................................................................................................ 6
3 OIL SUMP ................................................................................................................ 6

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1 GENERAL
The oil system is an integral part of the engine, except for the cooler that is mounted on the top
aft of the engine.

A. CHANGING ENGINE OIL

(a) Warm engine.
(b) Remove the upper and lower engine cowlings (refer to Chapter 71).
(c) Place a suitable drain pan under the oil drain.
(d) Open the oil drain and allow to drain completely.
(e) Replace old oil filter with new filter.
(f) Close the oil drain making sure it is sealed.
(g) Fill the engine with an approved oil.
(h) Remove the dipstick to verify correct oil quantity. Secure dipstick.
(i) Install engine cowling (refer to Chapter 71).
(j) Run up the engine in accordance with Pilot’s Operating Handbook procedures and
monitor the engine oil pressure gauge for proper oil pressure. Allow the engine to
idle for a few minutes. Shutdown the engine in accordance with POH procedures.
(k) Visually check inside the cowling for any leaks and make any adjustments as
necessary.
CAUTION
If the oil pressure does not rise in 30 seconds, stop the engine and investigate the
cause.

2 OIL COOLER

Figure 1 – Oil Cooler – CCK/CCX-1865 pictured, CCK/CCX-2000 is similar

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A. REMOVAL
(a) Disconnect the hose fittings from the elbows that go into the oil cooler. Use a
backup wrench on the elbow fittings to prevent damage to the oil cooler.
(b) Remove the attaching screws and carefully remove the oil cooler.
(c) Disconnect the hoses from the oil cooler fittings and remove.

B. INSTALLATION
(a) Apply thread sealant (Loctite 567) to all but the most inner pipe thread on each
fitting but not on the flare fitting threads. Screw the fittings into the oil cooler. Be
very careful to start the threads properly and tighten the fitting.
(b) Position the oil cooler and install the fasteners.
(c) Attach the oil hoses to the oil cooler and tighten each fitting.

3 OIL SUMP
The CCK/CCX-2000 oil sump is a weldment made from a hydroformed aluminum alloy, and is
proprietary to Cub Crafters. It incorporates a drain plug, and an oil suction screen. This sump
may also be included on the CCK-1865 aircraft.

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CHAPTER 80
STARTER

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80 GENERAL

TABLE OF CONTENTS

1. GENERAL ......................................................................................................................... 5
2. TROUBLESHOOTING ...................................................................................................... 5
3. MAINTENANCE PRACTICES ........................................................................................... 5
A STARTER ..................................................................................................................... 5

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1. GENERAL
The starter is a Hartzell 12 volt SRZ-9021 (SRZ-9021-1 for some CC340 installations on
CCK/X-1865) lightweight neodymium permanent magnet motor with an external solenoid. An
alternate is the Sky-Tec 149-12LS 12 volt Flyweight External left-hand-mounted solenoid
(CCK/X-2000).
While cranking, you can make a ten (10) second start attempt with a twenty (20) second rest
twenty (20) times. After this, observe a ten (10) minute cool down period before attempting
another start. (Refer to the starter’s Manufacturer specifications, such as the HET Service
Information Letter No. A-132)

2. TROUBLESHOOTING
PROBLEM PROBABLE CAUSE REMEDY
- Charge battery
- Starter turns engine slowly
- Weak battery - Test
when cold
- Replace, if necessary
- Starter turns engine slowly - Bad connection, cable, or - Clean connections and/or
when hot solenoid - replace faulty component
- When starter engages, it - Starter damaged by engine - Correct the ignition problem
makes a loud grinding noise kicking back - Repair or replace starter
- When the starter is - Voltage not getting to
engaged, there is a click and starter - Replace starter solenoid
the engine does not turn - Starter solenoid defective
- Starter drive gear stays
- Replace faulty starter
engaged for some length of
- Stuck starter solenoid solenoid
time after the ignition switch
- Replace or repair starter
is released

3. MAINTENANCE PRACTICES

A. STARTER

Figure 80-00-1 – Starter

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(1) REMOVAL
(a) Disconnect the negative lead from main battery.
(b) Disconnect the power cable from starter.
(c) Unbolt the starter attachment bolts and nuts.
(d) Retain all existing attach hardware except lock washers which will be replaced.
(2) INSPECTION
(a) Visually inspect the teeth of the starter gear and starter’s housing for damage.
(b) Visually inspect electrical connections on the starter.
(3) INSTALLATION
CAUTION
Do not over torque the nut on the copper stud.
(a) Secure the starter using the original hardware and new lock washers.
(b) Torque the bolts and nuts to 95-105 in/lbs.
(c) Attach the power cable using the nut and new lock washer. Torque the nut to 50-
60 in/lbs.
(d) Reattach the negative lead to the main battery.

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CHAPTER 91

WIRING DIAGRAMS

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91 ELECTRICAL SYSTEMS

TABLE OF CONTENTS

1 GENERAL ......................................................................................................................... 4
2 SCHEMATICS ................................................................................................................... 5

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1 GENERAL
Refer to Chapter 24 for maintenance and servicing the electrical systems. The schematics in
this manual are a sample of schematics as recommended by the kit manufacturer and are for
use as REFERENCE ONLY.

2 SCHEMATICS

Figure 1 – Main Power Distribution Schematic

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Figure 2 – Main Bus Circuit Schematic

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Figure 3 – Ignition System Schematic

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Figure 4 – Charging System Schematic

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Figure 5 – Ignition Backup Battery System Schematic

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Figure 6 – PM3000 Intercom System Schematic

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Figure 7 – PM3000R Remote Intercom System also includes previous PM3000 Intercom
System Schematic

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Figure 8 – Active Noise Reduction Intercom Systems Schematic

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Figure 9 – Executive Glass Touch (Garmin) GDU and GSU Schematic

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Figure 10 – Executive Glass Touch (Garmin) Engine Sensors 1 and CAN Bus Schematic

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Figure 11 – Executive Glass Touch (Garmin) Engine Sensors 2 Schematic

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Figure 12 – Executive Glass Touch (Garmin) COM Schematic

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Figure 13 – Interconnect / Configuration

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Figure 14 – Executive Glass Touch

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Figure 15 – CHT Monitor Wiring Schematic

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Figure 16 – Dual Trim Wiring Schematic

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Figure 17 – LED Lighting System Schematic

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Figure 18 – Landing Light System Schematic

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Figure 19 – Cockpit

Figure 20 – CCK/CCX-2000 Main Bus Circuits

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Figure 21 – CCK/CCX-2000 Trim System

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APPENDIX A

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APPENDIX A FORMS

TABLE OF CONTENTS

1 SAMPLE INSPECTION FORMS (REFERENCE ONLY).................................................... 5

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1 SAMPLE INSPECTION FORMS (REFERENCE ONLY)

Scheduled Inspection Report
Make: Model: Serial Number: Registration:
CC__ -____-____
Owner: Date:

Type of Inspection: Hobbs/Tach Time:

Interval
Visual Pre-Inspection Ref. Initials
100 Special
1 Review compliance with current Federal Aviation
Regulations, including visual inspection of:
 Aircraft Flight Manual Current Revision
 Aircraft Log Book
 Registration Certificate X
 Weight and Balance Record
 Aircraft Equipment List
 FAA Airworthiness Directives
 Kit Manufacturer Service Documents
2 Visual Inspection of Aircraft
3 Check Oil Quantity X
4 Operational Check X
5 Perform walk-around to detect fluid leaks.
 Make a record of all malfunctions and X
discrepancies.

Interval
Engine Ref. Initials
100 Special
1 Engine Cowl:
 Remove, clean and check for cracks
distortion, loose, or missing fasteners. Chapter 71 X
 Adjust Engine Cowl Flaps position for
conditions if required.
2 Engine Oil:
 Drain every 25 flight hours or 3 months
3 Oil Temperature Sender Unit:
 Check for leaks and security. Chapter 12,
4 Oil Lines and Fittings: 79, and X
 Check for leaks, security, chafing, dents, applicable
and cracks. manufacturer
5 Oil Cooler: manual
 Clean and check cooling fins for damage.
6 Engine Oil:
25 hours
 Fill

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Interval
Engine Ref. Initials
100 Special
7 Spark Plugs
 Visual inspection and re-gap as necessary to X
.032-.040”
8 Check Differential Cylinder Compression:
Cylinder 1 ___________
Cylinder 2 ___________ X
Cylinder 3 ___________
Cylinder 4 ___________
9 Cylinders:
Chapter 71 X
 Visual inspection for cracked or broken fins.
10 Electrical wiring to engine and accessories:
 Visual inspection and replace damaged
wires and clamps. Chapter 24 X
 Visual inspection of terminals for security
and cleanliness.
11 Ignition Harness and Insulators:
 Visual inspection of high-tension leads and X
boots.
12 Spark Plug High Tension Leads:
Chapter 74 X
 Replace every 500 hours or 3 years
13 Induction Air Filter:
 Remove, inspect, and clean. Inspect Replace
Chapter 71
 Replace at 500 hours, or when filter is more X X
than 50% covered by foreign material.
14 *Carburetor:
Chapter 71 X
 Drain and clean inlet line fuel strainer.
15 **Alternate Air:
 Ensure the alternate air door opens and
closes.
Chapter 71 X
 Visually inspect the ducting and its
connections at either end (to the cowl and to
the exhaust)
16 Induction Air Box:
Chapter 71 X
 Visual inspection condition.
17 **Air Inlet Plenum
Chapter 71 X
 Visual inspection condition.
18 **Fuel Injection Precision TBO:
 Visual inspection condition. Airmotive 2600hrs
LLC, Manual or 10 yrs
19 **Fuel Filter 100 hrs
Andair LTD X
 Visual inspection and clean if necessary or less
20 Intake Seals:
 Visual inspection for leaks and clamps for X
security.

APPENDIX A
Page: 6
 AIRCRAFT MAINTENANCE MANUAL

Interval
Engine Ref. Initials
100 Special
21 Flexible Fuel and Primer Lines:
Chapter 28 X
 Visual inspection condition.
22 Throttle, Mixture Controls:
 Visual inspection for proper travel and Chapter 76 X
operating condition.
23 Exhaust Stacks, Connections, Gaskets, and
Attach Spring:
Chapter 78 X
 Visual inspection
 Replace exhaust gaskets as required.
24 Muffler, Heat Exchanger, and Hoses:
Chapter 78 50 hours
 Remove shroud, inspect visually.
25 Oil Breather Tube: Every Oil
 Visual inspection for obstructions and Change
security. Clean tube if necessary. 50hrs
26 Crankcase:
 Visual inspection for cracks, leaks, and X
security of case bolts.
27 Engine Mounts and Rubber Bushings:
 Visual inspection for cracks, distortion and Chapter 71 X
security.
28 Engine Baffles:
 Visual inspection for damage and security. X
29 Firewall and Seals:
X
 Visual inspection
30 Cabin Heat Control:
X
 Visual inspection.
31 Alternator:
Chapter 24 X
 Visual inspection for condition, and security
32 Starter:
Chapter 24 X
 Visual inspection for condition and security.
33 **Connectors to Ignition Coils:
 Visual inspection for connection, condition,
and security. X
 Ensure electrical connections are tight (2X
per Ignition Coil)
34 Engine Controls:
Chapter 76 X
 Check travel from stop to stop and lubricate.
35 Engine Cowl:
Chapter 71 X
 Install, ensuring good clearance.
*Applicable to CCK/CCX-1865 only
**Applicable to CCK/CCX-2000 only

APPENDIX A
Page: 7
 AIRCRAFT MAINTENANCE MANUAL

Interval
Propeller Ref. Initials
100 Special
1 Spinner and Bulkheads:
X
 Visual inspection for damage and security. Chapter 60,
2 Propeller Blades: Propeller
X
 Visual inspection for nicks and cracks. Owner’s
3 Spinner Mounting Brackets: Manual
X
 Visual inspection for damage and security.
4 Propeller Mounting Bolts:
 Visual inspection Chapter 60, X
 Check torque, if safety wire is broken. Propeller
5 **Propeller Lubrication Owner’s Not more
 Lubricate according to the Hartzell Propeller Manual X than 12
Owner’s Manual. months
**Applicable to CCK/CCX-2000 only

Interval
Cabin Ref. Initials
100 Special
1 Doors:
 Visual inspection for damage, operation, and X
security.
2 Door latches and hinges: X
 Visual inspection and lubricate.
3 Cabin Windows and Windshield:
 Clean and visual inspection for cracking, X
crazing, and general condition.
4 Upholstery:
X
 Visual inspection for tears and fraying.
5 Seat Belts, Inertia Reel, and Harnesses: AmSafe
X
 Visual inspection. Supplement
6 Pilot Seat:
Chapter 25 X
 Visual inspection and verify latch security.
7 ELT (if applicable):
 Replace after 1 hour of cumulative ELT
Inspect Replace
transmitting, 50% of useable life has Manufacturer
Manuals X X
expired, or expiration date marked on the
ELT.
8 Battery and Cables:
Chapter 24 X
 Visual inspection.
9 Control Bushings, Cables, and Pulleys (including
control stick and torque tube):
X
 Visual inspection and lubricate bearing
surfaces only.
10 Elevator Trim:
 Visual inspection of complete System Chapter 27 X
Operational check.

APPENDIX A
Page: 8
 AIRCRAFT MAINTENANCE MANUAL

Cabin Ref. Interval Initials

11 Fuel Lines and Gauges:
 Visual inspection for leaks, chaffing, Chapter 28 X
obstruction, security, general condition.
12 Flap Lever, Crossbar, Control Rod, Spring Pins
and Blocks:
 Operational Check Chapter 27 X
 Visual inspection of ratchet and latch
through the range of operation.
 Lubricate Shaft.
13 Rudder Pedals:
Chapter 25 X
 Operational Check and lubricate.
14 Throttle Lever(s):
 Verify freedom of movement and ensure it Chapter 76 X
contacts engine stops.
15 **Propeller Lever(s):
 Verify freedom of movement and ensure it Chapter 76 X
contacts engine stops.
16 **Propeller Lever Spring:
 Visual inspection of spring on forward Chapter 76 X
propeller lever.
17 Mixture:
 Verify freedom of movement and ensure it Chapter 76 X
contacts engine stops.
18 *Carburetor Heat Control:
Chapter 71 X
 Verify free, full travel movement.
19 Cabin Heat Control:
X
 Verify free, full travel movement.
20 Placards and Instrument Markings:
 Visual inspection for conformity, security, X
and condition.
21 Instrument Panel:
 Visual inspection for security of lines and Chapter 31 X
wiring.
22 Pitot System:
 Visual inspection of lines for leaks and Chapter 34 X
chaffing.
23 Landing, Strobe, and Navigation Lights:
 Visual inspection for condition and security Chapter 24 X
 Operational inspection.
24 Stall Warning:
Chapter 27 X
 Operational inspection.
25
Altimeter:
 Visual and functional inspection for condition 24 mos
and calibration.

APPENDIX A
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 AIRCRAFT MAINTENANCE MANUAL

Cabin Ref. Interval Initials

26 Transponder (if applicable):
Visual and functional inspection for condition and Chapter 24 24 mos
calibration.
27 Antennas:
X
 Visual inspection for condition and security.
28 Brake Cylinders and Parking Valves:
 Operational and visual inspections for leaks Chapter 12 X
 Fill with fluid, as required.
29 Fire Extinguisher (if applicable):
 Visual inspection of extinguisher and Chapter 25 X
mounting bracket.
 Visual inspection of safety seal.
30 Ignition Backup Battery (if applicable)
Chapter 25
 Visual inspection of battery and mounting for panel
X X
bracket. Inspect Replace
removal
 Replace Annually
31 IBBS Battery (G3X TOUCH ONLY) Chapter 25
 Visual inspection of battery and mounting for panel X
bracket. removal.
 Confirm endurance capability per the TCW
manufacturer requirements for continued Technologies
Annually
airworthiness. Installation
Instructions
*Applicable to CCK/CCX-1865 only
**Applicable to CCK/CCX-2000 only

Interval
Fuselage and Empennage Ref. Initials
100 Special
1 Fabric and Finish:
 Visual inspection for cracks and X
deterioration.
2 Fuel Lines:
Chapter 28 X
 Visual inspection for security and damage.
3 Fuselage Frame Tubing, Longerons, and
Stringers: Chapter 53 X
 Visual inspection for damage and corrosion.
4 Rudder, Elevator and Stabilizer Trim Cables,
Turnbuckles, Guides, and Pulleys:
X
 Inspect for tension, safety, wear, damage,
corrosion, and operation.
Chapter 27,
5 Stabilizer Yoke and Screw:
53
 Visual inspection for end play, security, and X
excessive wear.
6 Rudder, Stabilizer, and Elevator Structures:
X
 Visual inspection for damage.

APPENDIX A
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 AIRCRAFT MAINTENANCE MANUAL

Fuselage and Empennage Ref. Interval Initials

7 Rudder Hinge Pins and Bushings:
 Visual inspection for excess wear, and X
corrosion.
8 Elevator Hinge Pins and Bushings:
 Visual inspection for excess wear, and X
corrosion.
Chapter 27,
9 Stabilizer Brace Wires: 53
 Visual inspection for corrosion, security, and X
safety.
10 Empennage Gap Seal
 Visual inspect for embrittlement, cracks and X
missing portions.
 Remove, clean, and reinstall
11 Lubricate as required Chapter 12 X

Interval
Wings Ref. Initials
100 Special
1 Fabric and Finish:
 Visual inspection for cracks and X
deterioration.
2 Aileron, Flap, and Wing Structure:
Chapter 57 X
 Visual inspection for damage.
3 Fuel Tanks, Caps, and Lines:
 Visual inspection for damage, leaks and Chapter 28 X
deterioration.
4 Wing Attachment Bolts:
Chapter 57 X
 Visual inspection for security.
5 Lift and Jury Struts:
Chapter 57 X
 Visual inspection for security.
6 Lift Strut Forks:
Chapter 57 X
Visual inspection for damage and security.
7 Aileron and Flap Cables, Turnbuckles, Guides,
and Pulleys:
X
 Visual inspection for safety, damage,
corrosion, and operation.
8 Ailerons Attachments and Brackets:
Chapter 27 X
 Visual inspection for security and damage.
9 Aileron Hinge Pins and Blocks:
 Visual inspection for excess wear and X
corrosion.
10 Flap Attachments and Brackets:
X
 Visual inspection for security and damage.
11 Lubricate as required. Chapter 12 X

APPENDIX A
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 AIRCRAFT MAINTENANCE MANUAL

Interval
Landing Gear Ref. Initials
100 Special
1 Fabric and Finish:
 Visual inspection for cracks and X
deterioration.
2 Jack Airplane. Chapter 7 X
3 Gear, Cabane, and Shock Strut Bolts and Nuts: AOSS
 Visual inspection for safety. Manual if X
equipped
4 Shock Absorber and Shock Cords: AOSS
 Visual inspection for broken bands, threads, Manual if X
and weakness. equipped
5 Tires:
 Visual inspection for cuts, uneven or Chapter 32 X
excessive wear and slippage.
6 Wheels:
Chapter 32 X
 Remove, clean, check, and repack bearings.
7 Main Wheel Tire Pressure:
Chapter 12 X
 Check pressure.
8 Brake Lining and Disks:
Chapter 32 X
 Visual inspection for excessive wear.
9 Brake Lines:
Chapter 32 X
 Visual inspection for chafing and security.
10 Tail Wheel Attachments:
Chapter 32 X
 Visual inspection for security and safety.
11 Tail Wheel Fork:
Chapter 32 X
 Visual inspection for looseness on bracket.
12 Tail Wheel Tire:
 Visual inspection for cuts and uneven or Chapter 32 X
excessive wear.
13 Tail Wheel:
 Remove, clean, and visually inspect for
damage and corrosion Chapter 32 X
 Functionally check tail wheel swivel lock
 Repack bearings (if applicable).
14 Tail Wheel Tire Pressure
(applicable to 3200 Series tail wheels only): Chapter 12 X
 Verify pressure.
15 Lubricate as required Chapter 12 X

APPENDIX A
Page: 12
 AIRCRAFT MAINTENANCE MANUAL

Interval
Return To Service Ref. Initials
100 Special
1 Install engine cowling. X
2 Install fuselage and empennage access panels.
3 Install wing access panels.
4 Verify oil level is full.
5 Perform engine run-up in accordance with
operational / functional check:
X
 After completing, perform a walk around to
detect fluid leaks or other discrepancies.
6 Verify all Service Documents are complied with.
X
Refer to Cub Crafters Owner Support webpage.
7 Garmin G3X Software Updates: Refer to Garmin Software
http://www.garmin.com/us/support/ Support for updates.
8 Verify aircraft documentation is in order:
 Airworthiness Certificate
 Registration
 Pilot's Operating Handbook /Aircraft Flight X
Manual
 Weight and Balance
 Equipment List

Operational/Functional Inspection Report Initials Notes

1 Flight Controls:
 Check controls operate in the correct direction
 Ensure movement through full range of travel without
binding and there is no excessive friction.
2 Flaps:
 Lower flaps to the first, second and third notches
 Ensure each notch holds, both upward and downward.
3 Elevator Trim Controls:
 Full range of travel without binding.
4 Engine Controls:
 Full range of travel without binding or cable wear.
5 Altimeter:
 Must indicate within 50 feet of field elevation when set to
correct barometric pressure.
6 Vertical Speed Indicator (VSI):
 Must indicate zero.
7 Battery Master Switch:
 Switch on, verify voltage.
8 Start engine
9 Set RPM: 1700 (CCK/CCX-1865) or 2000 (CCK/CCX-2000)
 Perform ignition check, should be little or no drop between
left and right systems.
 No engine roughness.

APPENDIX A
Page: 13
 AIRCRAFT MAINTENANCE MANUAL

Operational/Functional Inspection Report Initials Notes

10 Turn Fuel Pump On:
 Note Slight increase in Fuel Pressure
11 Cycle Propeller:
 Note RPM Drop
12 *Pull Carburetor Heat Knob:
 Engine RPM should slightly drop.
13 Apply a Load to the Electrical System
 Observe that voltage remains constant and amperage
increases when load is applied (if ammeter installed).
14 Ignition Battery Backup System (if installed):
 Switch key to R position.
 Switch "RT IGN BACKUP BATTERY" to "EMERGENCY"
position. Should have no change to engine performance.
 Amber Light should illuminate.
 Switch "RT IGN BACKUP BATTERY" to "NORMAL"
position.
 Switch key to BOTH.
15 Check the radio for proper Nav and Com operation.
16 Check the transponder for proper operation.
17 Verify proper ELT operation in accordance with federal
regulations.
18 Set throttle to idle (between 500 and 650 RPM)
19 Pull mixture to Idle Cut-Off
NOTE
An increase in 20-50 RPM prior to the control reaching idle cut-
off position indicates proper air fuel mixture.
*Applicable to CCK/CCX-1865 only
**Applicable to CCK/CCX-2000 only

APPENDIX A
Page: 14
 AIRCRAFT MAINTENANCE MANUAL

CONTINUED OPERATIONAL SAFETY REPORTING FORM

Aircraft Serial Number:
CC____-_____-_____
Aircraft Registration Number:

First Name Last Name

Company/Organization

Email Address:

PHONE NUMBER(S)

ADDRESS
Number and Street

City

State/Province Postal Code Country

DESCRIPTION OF SAFETY OF FLIGHT ISSUE OR SIGNIFICANT SERVICE

DIFFICULTY

SIGNATURE DATE

FOR CUB CRAFTERS USE ONLY

COS Log Number: Date Received:

Manual number CK10000AMM 4

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INTENTIONALLY LEFT BLANK

APPENDIX A
Page: 16
 AIRCRAFT MAINTENANCE MANUAL

APPENDIX B

APPENDIX B
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APPENDIX B
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 AIRCRAFT MAINTENANCE MANUAL

APPENDIX B CONVERSION CHARTS

TABLE OF CONTENTS

1 CONVERSIONS ................................................................................................................ 5
2 WEIGHT – POUNDS INTO KILOGRAMS (LIVRES EN KILOGRAMMES) ........................ 5
3 LENGTH – FEET INTO METERS (PIEDS EN METRES) .................................................. 5
4 LENGTH – INCHES INTO CENTIMETERS (POUCES EN CENTIMETRES) .................... 6
5 VOLUME – GALLONS INTO LITERS (GALLONS EN LITRES) ........................................ 6
6 TEMPERATURE – FAHRENHEIT INTO CELSIUS ........................................................... 7
7 TORQUE – INCH POUNDS, FOOT POUNDS INTO NEWTON METERS......................... 7
8 SPEED – MILES PER HOUR INTO KNOTS ..................................................................... 8
9 DISTANCE – STATUTE MILES, NAUTICAL MILES, AND KILOMETERS ........................ 8

APPENDIX B
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INTENTIONALLT LEFT BLANK

APPENDIX B
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 AIRCRAFT MAINTENANCE MANUAL

1 CONVERSIONS

2 WEIGHT – POUNDS INTO KILOGRAMS (LIVRES EN KILOGRAMMES)

(Kilograms x 2.205 = Pounds)
(Pounds x 0.454 = Kilograms)

LB +0 +1 +2 +3 +4 +5 +6 +7 +8 +9
kg kg kg kg kg kg kg kg kg kg
0 0.0 0.454 0.907 1.361 1.814 2.268 2.722 3.175 3.629 4.082
10 4.536 4.990 5.443 5.897 6.350 6.804 7.257 7.711 8.165 8.618
20 9.072 9.525 9.979 10.433 10.886 11.340 11.793 12.247 12.701 13.154
30 13.608 14.061 14.515 14.969 15.422 15.876 16.329 16.783 17.237 17.690
40 18.144 18.597 19.051 19.504 19.958 20.412 20.865 21.319 21.772 22.226
50 22.680 23.133 23.587 24.040 24.494 24.948 25.401 25.855 26.303 26.762
60 27.216 27.669 28.123 28.576 29.030 29.484 29.937 30.391 30.844 31.298
70 31.752 32.205 32.659 33.112 33.566 34.019 34.473 34.927 35.380 35.834
80 36.287 36.741 37.195 37.648 38.102 38.555 39.009 39.463 39.916 40.370
90 40.823 41.277 41.731 42.184 42.638 43.091 43.545 43.999 44.452 44.906
100 45.359 45.813 46.266 46.720 47.174 47.627 48.081 48.534 48.988 49.442

3 LENGTH – FEET INTO METERS (PIEDS EN METRES)

(Meters x 3.281 = Feet)
(Feet x 0.305 = Meters)

Ft +0 +1 +2 +3 +4 +5 +6 +7 +8 +9
Meters Meters Meters Meters Meters Meters Meters Meters Meters Meters
0 0.0 0.305 0.610 0.914 1.219 1.524 1.829 2.134 2.438 2.743
10 3.048 3.353 3.658 3.962 4.267 4.572 4.877 5.182 5.486 5.791
20 6.096 6.401 6.706 7.010 7.315 7.620 7.925 8.230 8.534 8.839
30 9.144 9.449 9.754 10.058 10.363 10.668 10.973 11.278 11.582 11.887
40 12.192 12.497 12.802 13.106 13.411 13.716 14.021 14.326 14.630 14.935
50 15.240 15 545 15.850 16.154 16.459 16.764 17.069 17.374 17.678 17.983
60 18.288 18.593 18.898 19.202 19.507 19.812 20.117 20.422 20.726 21.031
70 21.336 21.641 21.946 22.250 22.555 22.860 23.165 23.470 23.774 24.079
80 24.384 24.689 24.994 25.298 25.603 25.908 26.213 26.518 26.822 27.127
90 27.432 27.737 28.042 28.346 28.651 28.956 29.261 29.566 29.870 30.175
100 30.480 30.785 31.090 31.394 31.699 32.004 32.309 32.614 32.918 33.223

APPENDIX B
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 AIRCRAFT MAINTENANCE MANUAL

4 LENGTH – INCHES INTO CENTIMETERS (POUCES EN CENTIMETRES)

(Centimeters x 0.394 = Inches)
(Inches x 2.540 = Centimeters)

In. +0 +1 +2 +3 +4 +5 +6 +7 +8 +9
cm cm cm cm cm cm cm cm cm cm
0 0.00 2.54 5.08 7.62 10.16 12.70 15.24 17.78 20.32 22.86
10 25.40 27.94 30.48 33.02 35.56 38.10 40.64 43.18 45.72 48.26
20 50.80 53.34 55.88 58.42 60.96 63.50 66.04 68.58 71.12 73.66
30 76.20 78.74 81.28 83.82 86.36 88.90 91.44 93.98 96.52 99.06
40 101.60 104.14 106.68 109.22 111.76 114.30 116.84 119.38 121.92 124.46
50 127.00 129.54 132.08 134.62 137.16 139.70 142.24 144.78 147.32 149.86
60 152.40 154.94 157.48 160.02 162.56 165.10 167.64 170.18 172.72 175.26
70 177.80 180.34 182.88 185.42 187.96 190.50 193.04 195.58 198.12 200.66
80 203.20 205.74 208.28 210.82 213.36 215.90 218.44 220.98 223.52 226.06
90 228.60 231.14 233.68 236.22 238.76 241.30 243.84 246.38 248.92 251.46
100 254.00 256.54 259.08 261.62 264.16 266.70 269.24 271.78 274.32 276.86

5 VOLUME – GALLONS INTO LITERS (GALLONS EN LITRES)

(Gallons x 3.785 = Liters)
(Liters x 0.264 = Gallons)

Gal. +0 +1 +2 +3 +4 +5 +6 +7 +8 +9
Liters Liters Liters Liters Liters Liters Liters Liters Liters Liters
0 0.0 3.79 7.57 11.36 15.14 18.93 22.71 26.5 30.28 34.07
10 37.85 41.64 45.42 49.21 52.10 56.78 60.57 64.35 68.14 71.92
20 75.71 79.49 83.28 87.06 90.85 94.64 98.42 102.21 105.99 109.78
30 113.56 117.35 121.13 124.92 128.70 132.49 136.27 140.06 143.85 147.63
40 151.42 155.20 158.99 162.77 166.56 170.34 174.13 177.91 181.7 185.49
50 189.27 193.06 196.84 200.63 204.41 208.20 211.98 215.77 219.55 223.34
60 227.12 230.91 234.70 238.48 242.27 246.05 249.84 253.62 257.41 261.19
70 264.98 268.76 272.55 276.34 280.12 283.91 287.69 291.48 295.26 299.05
80 302.83 306.62 310.40 314.19 317.97 321.76 325.55 329.33 333.12 336.90
90 340.69 344.47 348.26 352.04 355.83 359.61 363.34 367.18 370.97 374.76
100 378.54 382.33 386.11 389.90 393.68 397.47 401.25 405.04 408.82 412.61

APPENDIX B
Page: 6
 AIRCRAFT MAINTENANCE MANUAL

6 TEMPERATURE – FAHRENHEIT INTO CELSIUS

(°F - 32) x (0.556) = °C
(°C x 1.8) +32 = °F

°F +0 +1 +2 +3 +4 +5 +6 +7 +8 +9
°C °C °C °C °C °C °C °C °C °C
0 -17.8 -17.2 -16.7 -16.1 -15.6 -15.0 -14.4 -13.9 -13.3 -12.8
10 -12.2 -11.7 -11.1 -10.6 -10.0 -9.4 -8.9 -8.3 -7.8 -7.2
20 -6.7 -6.1 -5.5 -5.0 -4.4 -3.9 -3.3 -2.8 -2.2 -1.7
30 -1.1 -0.6 0.0 0.6 1.1 1.7 2.2 2.8 3.3 3.9
40 4.4 5.0 5.6 6.1 6.7 7.2 7.8 8.3 8.9 9.4
50 10.0 10.6 11.1 11.7 12.0 12.8 13.3 13.9 14.4 15.0
60 15.6 16.1 16.7 17.2 17.8 18.3 18.9 19.4 20.0 20.6
70 21.1 21.7 22.2 22.8 23.3 23.9 24.4 25.0 25.6 26.1
80 26.7 27.2 27.8 28.3 28.9 29.4 30.0 30.6 31.1 31.7
90 32.2 32.8 33.3 33.9 34.4 35.0 35.6 36.1 36.7 37.2
100 37.8 38.3 38.9 39.4 40.0 40.6 41.1 41.7 42.2 42.8

7 TORQUE – INCH POUNDS, FOOT POUNDS INTO NEWTON METERS

INCH POUNDS INTO NEWTON METERS

In.-lbs. +0 +10 +20 +30 +40 +50 +60 +70 +80 +90
N-m N-m N-m N-m N-m N-m N-m N-m N-m N-m
0 0.0 1.1 2.3 3.4 4.5 5.6 6.8 7.9 9.0 10.2
100 11.3 12.4 13.6 14.7 15.8 16.9 18.1 19.2 20.3 21.5
200 22.6 23.7 24.9 26.0 27.1 28.2 29.4 30.5 31.6 32.8
300 33.9 35.0 36.2 37.3 38.4 39.5 40.7 41.8 42.9 44.1

FOOT POUNDS INTO NEWTON METERS

Ft-lbs. +0 +1 +2 +3 +4 +5 +6 +7 +8 +9
N-m N-m N-m N-m N-m N-m N-m N-m N-m N-m
20 27.1 28.5 29.8 31.2 32.5 33.9 35.3 36.6 38.0 39.3
30 40.7 42 43.4 44.7 46.1 47.5 48.8 50.2 51.5 52.9
40 54.2 55.6 56.9 58.3 59.7 61.0 62.4 63.7 65.1 66.4
50 67.8 69.1 70.5 71.9 73.2 74.6 75.9 77.3 78.6 80.0
60 81.3 82.7 84.1 85.4 86.8 88.1 89.5 90.8 92.2 93.6

APPENDIX B
Page: 7
 AIRCRAFT MAINTENANCE MANUAL

8 SPEED – MILES PER HOUR INTO KNOTS

MPH +0 +1 +2 +3 +4 +5 +6 +7 +8 +9
knots knots knots knots knots knots knots knots knots knots
0 0.0 0.9 1.7 2.6 3.5 4.3 5.2 6.1 7.0 7.8
10 8.7 9.6 10.4 11.3 12.2 13.0 13.9 14.8 15.6 16.5
20 17.4 18.2 19.1 20.0 20.9 21.7 22.6 23.5 24.3 25.2
30 26.1 26.9 27.8 28.7 29.5 30.4 31.3 32.2 33.0 33.9
40 34.8 35.6 36.5 37.4 38.2 39.1 40.0 40.8 41.7 42.6
50 43.4 44.3 45.2 46.1 46.9 47.8 48.7 49.5 50.4 51.3
60 52.1 53.0 53.9 54.7 55.6 56.5 57.4 58.2 59.1 60.0
70 60.8 61.7 62.6 63.4 64.3 65.2 66.0 66.9 67.8 68.6
80 69.5 70.4 71.3 72.1 73.0 73.9 74.7 75.6 76.5 77.3
90 78.2 79.1 79.9 80.8 81.7 82.6 83.4 84.3 85.2 86
100 86.9 87.8 88.6 89.5 90.4 91.2 92.1 93.0 93.8 94.7
110 95.6 96.5 97.3 98.2 99.1 100.0 100.8 101.7 102.5 103.4
120 104.3 105.1 106.0 106.9 107.8 108.6 109.5 110.4 111.2 112.1
130 113.0 113.9 114.8 115.6 116.5 117.3 118.2 119.1 120.0 120.8
140 121.7 122.6 123.5 124.3 125.2 126.0 126.9 127.8 128.7 129.5
150 130.3 131.2 132.1 132.9 133.8 134.7 135.6 136.5 137.4 138.2
160 139.0 139.9 140.8 141.6 142.5 143.4 144.3 145.2 146.1 146.9
170 147.7 148.6 149.5 150.3 151.2 152.1 152.9 153.8 154.7 155.5
180 156.4 157.3 158.2 159.0 159.9 160.8 161.6 162.5 163.4 164.2

9 DISTANCE – STATUTE MILES, NAUTICAL MILES, AND KILOMETERS

Statute Miles x 1.609 = Kilometers
Statute Miles x 0.869 = Nautical Miles
Kilometers x 0.622 = Statute Miles
Kilometers x 0.540 = Nautical Miles
Nautical Miles x 1.852 = Kilometers
Nautical Miles x 1.151 = Statute Miles

APPENDIX B
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