3. The
airplane model
and serial number is stamped on a nameplate mounted on the cabin side of the
firewall, in front of the right seal. The airplane serial number is also stamped
on the engine side of the firewall at the upper right hand corner.
4. The
engine serial number is stamped on the engine nameplate attached
to the left side of the engine crankcase. On early airplanes the engine
nameplate is mounted on top of the engine just ahead of the starter.
WEIGHT AND BALANCE
5. The
weight empty for each airplane is given on the weight and balance sheets
supplied with the airplane.
6.
The
following table lists the Center of Gravity Limits for each of the models.
Values given are for gross weight loading. Inches are from wing leading edge and
percent figures are of M.A.C.
|
Figure
1—Three Viiew Drawing of Airplane
|
Figure
2—Side View Drawing of Model 108-3
Forward
Aft
Model
Inches
Percent
inches
Percent
108
10.62 18.2
20.03
35.2
108-1
10.62 18.2
21.33
37.5
108-2
10.62 18.2
21.33
37.5
108-3
10.62 18.2
21.89
38.5
AREAS
Square Feet
Wing (gross)
155.00
Ailerons (each)
9.01
Flaps (each)
6.11
Horizontal Stabilizer
14.66
Elevator (Including tab)
17.24
Elevator Trim Tab
0.94
Fin
(Models 108, -1, & -2)
8.55
Fin
(Model 108-3)
14.28
Rudder
(Models 108, -1, & -2)
6.28
Rudder
(Including Trim Tab, Model 108-3) 6.78
Rudder
Trim Tab (Model 108-3)
0.49
CHAPTER II
GROUND
HANDLING AND
GENERAL
MAINTENANCE
PARKING AND
MOORING INSTRUCTIONS
1.
Head the airplane into the wind and set the parking brakes. Apply force
to both brake pedals until the brakes are set and pull out the push-pull knob on
the left side of the control panel. Hold knob out until foot pressure is
released from brake pedals.
2.
Lower the flaps full-down to prevent buffeting.
3.
Aileron and elevator controls may be locked by pulling control wheel back
and securing with seat belt. Rudder controls do not normally require locking
since rudder is held by tail wheel steering springs.
4.
When high winds are anticipated or airplane is to be parked for an
extended period, it
is recommended
that the airplane be moored. Refer to figure 3. Attach mooring ropes to the tail
wheel leaf spring at the rear of the fuselage and to each wing. On models 108,
-1 & -2, it is necessary to loop ropes around the upper ends of the front
lift struts for wing tie-down points. On the model 108-3 a special mooring
ring is attached to the front spar near each wing tip. Stake the ropes to the
ground leaving sufficient slack to. allow
for shortening of the ropes due to moisture or rain.
Use
lift struts on airplanes not equipped with mooring rings.
Leave sufficient slack in ropes to prevent damage
to airplane structure due to the tightening
of ropes by moisture absorption.
Figure 3—Mooring Airplane
1.
Seat Support Tube
3.
Safety Belt
2.
Cargo Tie-Down Belt
4.
Seat Support Fitting Cover
Figure 4—Rear of Cabin for Cargo
CONVERSION OF CABIN FOR CARGO
5.
The rear seats are readily removable permitting the use of the entire
rear of the cabin for cargo. It is permissible to carry a maximum of 350
pounds of cargo in the Voyager cabin and 600 pounds of cargo in the Station
Wagon cabin. To remove rear seats lift off seat cushions, unbuckle straps from
forward support tube at the bottom, and from aft support tube at the top. Three
straps support each of the two rear seats. Forward support tube is
removed by taking out the pins at each end. Caps are provided to cover the
support tube brackets in the Station Wagon airplanes.
1. Outer
Front Seat Belt Lug
2. Outer Rear Seat Belt Lug
3.
Center Rear Seat Belt Lug
Figure 5—Cargo Tie-Down
HOISTING
6.
A hoisting sling can be attached to the upper
engine mount fittings at the fire wall. The method of attaching the sling is
illustrated in figure 6. Before the sling can be attached the side cowling must
be removed. Detach the front of the hinge from the nose cowl, the rear of the
hinge from the fuselage. On model 108-3 airplanes the battery must be removed to
permit attachment of sling.
Figure 6—Hoisting Airplane
7.
It is
recommended that ropes be used for hoisting. If it is necessary to use a chain
or a cable, use padding to prevent damage to the fittings A hoist with a
capacity of at least 1500 pounds is required to lift the airplane when it is
empty. When hoisting at the engine mount fittings, means must be provided to
keep the wings of the airplane level.
JACKING
8. The
jack points are located at two places underneath the fuselage and at each
landing gear leg as illustrated in figure 7. The forward jack point is accessible by
detaching the fillets on the landing gear fairing at the fuselage and by
removing the metal cover under the fuselage. Place the jack in position on the
plate under the frame tube cluster. Pad the jack to prevent damage to the tubes.
Figure 7—Jacking Airplane
JACKING
TOOL 4130
STEEL TUBE
1 X
.049 X 5 1/16
9.
A jack at this point must have a capacity of 1500 pounds, an initial
height of 18 inches, and a stroke of 14 inches to clear the main wheels from the
ground if either or both tires are flat.
CAUTION
When
jacking at this point the airplane must be tied down at the wing struts or
mooring rings to prevent it from rolling off the jack.
10.
As illustrated in figure 7,
a jack can be used to raise either of
the main landing gear wheels by inserting a jacking tool, part No. 108-5901000,
in the axle. A jack used here must have a capacity of
1000
pounds, an initial height of four inches, and a stroke of six
LEVELING
11.
The upper edge of the door frame, which is parallel to the thrust line,
can be used to level the airplane. Use a spirit level for checking the attitude
of the airplane.
TIRE
INFLATION
12.
For maximum tire service, keep tires inflated to proper pressure.
The recommended tire pressure is the airplane weight divided by 100.
Example: 22 psi is the correct pressure for an airplane loaded to 2200
pounds gross weight.
BATTERY
SERVICE
13.
The battery should be checked once a month and refilled with distilled
water as required. The battery is located under the pilot’s seat in the models
108, -1 & -2, and is located on the forward right side of the fire wall in
the model 108-3.
14.
Fill Exide batteries to a level of one-half inch above the plates.
15.
Fill Willard batteries as follows. Batteries with vented plugs are to be
filled to level of visible baffle plate. Batteries with sealed plugs are to be
filled to top of plug chamber WHILE SEALING VENT WITH FINGER OR BY PRESSING BUTTON
ADJACENT T PLUG. (See figure 8). Water will recede in these latter batteries to
assume the correct level. Do not attempt to keep the plug chamber filled.
16.
Access to the battery when located under the pilot’s seat is gained by
lifting seat. Slide pilot’s seat forward as far as possible and slide right
seat aft as far as possible. Remove the Phillips head screw that attaches the
seat cover to the base. Remove the seat stop bolt, illustrated in figure 9.
Slide seat full forward after removing bolt and lift on front edge of cushion.
Seat will tip up and aft permitting access to the battery.
BRAKE
SERVICE
17.
The brake system should be replenished with petroleum base hydraulic
fluid, Specification No. AN-VV-O-366b, at every 100 hour inspection period. Two
master brake cylinders are used, one being mounted on each of the pilot’s
rudder pedals. The fluid reservoir is contained in the master cylinders and the
filler plugs are mounted at the top. Brake bleeding and refilling is described
in Chapter V.
|
Figure 9—Seat Track Stop Bolt
|
SHOCK
ABSORBER SERVICE
18.
The shock absorber strut on each landing gear leg should be replenished
with petroleum base hydraulic fluid, Specification ANVV-O.366b, at every 100
hour inspection period. Always replenish the strut with the weight of the
airplane on the wheels.
19.
To refill the strut, remove the filler plug at the top of the piston and
the oil level plug near the top of the cylinder. Add hydraulic fluid slowly
until fluid flows out of the oil level hole. To ascertain that the passage
is not clogged, run a wire through the oil level hole. Do not replace the oil
level plug and the filler plug until the flow of fluid has stopped.
20.
Access to the shock absorbers is gained by lifting the front seats as
described in paragraph 16 of this chapter, and removing the cover from
underneath the seats.
Figure 10—Oil
Filler and Dip Stick
REFUELING
21.
The airplane is equipped with two fuel tanks, one in each wing. The
tanks in the models 108, -1 and -2 hold 20 gallons of fuel each. After
refilling these tanks replace the filler cap with the vent tube pointing
forward. Aviation Grade 80, unleaded, fuel is recommended.
22.
The fuel tanks in the model 108-3 hold 25 gallons of fuel each. These
tanks have a separate vent and the caps seal airtight.
ENGINE
23.
The supply of engine oil in the crankcase should be maintained at 8
quarts in the 150 horsepower engines and 9 quarts in the 165 horsepower engines.
The oil should be changed after every 25 hours of operation. The use of SAE 40
oil is recommended for temperatures
above 40 degrees Fahrenheit and SAE 20 oil is recommended for
temperatures below 40 degrees Fahrenheit.
24.
The oil filler cap and dip stick are illustrated in figure 10. The oil
drain valve, used on airplanes starting with serial number 1210, is illustrated
in figure 11. Be sure to install safety wire on this drain valve.
LUBRICATION
25.
To facilitate the servicing of these airplanes, charts are provided to
indicate the units that require lubrication at intervals of 25, 50, and 100
hours. These charts, figures 13 to 17 inclusive, also give the recommended
methods of application. Many of the usual lubrication points have been
eliminated by the use of sealed, pre-lubricated bearings.
26.
The following lubricants are recommended:
Lubricant
Specification
Engine
Oil
Above 40°F
SAE 40
Below 40°F
SAE 20
General
Purpose, Low Temperature Oil
AN-O-6a (Army-Navy)
General
Purpose Grease
AN.G-15 (Army-Navy)
Hydraulic
Fluid (Petroleum Base)
AN-VV-O-366b (Army-Navy)
NOTE
Most
oil companies and many airports have conversion tables showing the commercial
equivalent for Army-Navy lubricant specifications.
27.
Lubricate engine controls and flight control cable ends as required to
keep the connections from becoming frozen.
Work
in progress.... I'll add more as time permits.
Dave
Miller
