SECTION 2

General Information
 DEBONAIR/BONANZA 33 SERIES SHOP MANUAL

This Page Intentionally Left Blank

Page 1 of 2
Temporary Revision No. 2-1 Apr 1/11
 DEBONAIR/BONANZA 33 SERIES SHOP MANUAL

Manual Affected: Debonair/Bonanza 33 Series Shop Manual (P/N 33-590011-1).

Instructions: Insert this Temporary Revision (TR) facing page 2-1, Section 2.
Reason: Add Warning.

WARNING: Any maintenance requiring the disconnection and reconnection of flight control cables,
plumbing, electrical connectors or wiring requires identification of each side of the component
being disconnected to facilitate correct reassembly. At or prior to disassembly, components
should be color coded, tagged or properly identified in a way that it will be obvious how to
correctly reconnect the components. After reconnection of any component, remove all
identification tags. Check all associated systems for correct function prior to returning the
airplane to service.

Page 2 of 2
Apr 1/11 Temporary Revision No. 2-1
 CD-814 AND AFTER

\
CD-1012 AND AFTER

...--------32 FT. 9.9 IN.---t------------~

. . . - - - - - - - - 2 5 FT. 6 IN.--------~

7.5" (MIN. CLEARANCE WITH TIRE AND SHOCK DEFLATED)

84 IN. DIA.

C33-607-7

Figure 2-1. Dimensions of Aircraft Models 33, A33, B33 and C33

2-1
 " ' - - - - - - - - - - 32 FT. 9.9 IN.

I 26 FT. 7.6 IN. --------.----.--..

11 8 FT. 31N.

l
\ THRUST
6 FT. 6.5 IN.
\
I
'1
-rJ
\
\
1 100 W.L.
~
~~~-.f
,
fgO,P

I ~'\

. 7.5" (MIN. CLEARANCE WITH TIRE AND SHOCK DEFLATED)

84 IN. DIA.
,/

E33C607-8
9 FT. 6.7 IN.

Figure 2-2. Aircraft Dimensions; C33A, E33, E33A and E33C (without 4\
Kit 33-4002-3)

~2 ~3
 ~------ 32 FT. 9.9 IN.

26 FT. 7.6 IN.

8 FT. 31N.

THRUST

6 FT. 6.5 IN.

7.5" (MIN. CLEARANCE WITH TIRE AND SHOCK DEFLATED)

84 IN. DIA.
;'
./

F33-607-9

Figure 2-2A.. Aircraft Dimensions; F33

2-2A
 12 FT. 2.1 IN.

32 FT. 9.9 IN. -------+-t

26 FT. 7.6 IN.

~~\I~

100 W.L.
---(6_-=---:--;,i ~
'-"'-~'.- --~ .~

6 FT. 6.5 IN.

7.5 IN. (MIN. CLEARANCE :WITH TIRE AND SHOCK DEFLATED)

9 FT. 6.7 IN.

Figure 2-28. Aircraft Dimensions; G33, F33C (prior to CJ-52 , except for CJ-39'J - . . . .' \

without Kit 33-4002-3) and F33A prior to CE-316

2-28 C13
 12 FT. 2 IN. _ _~

26 FT. 8 I N . - - - - - - - - - - i

I
6 FT. 7 IN.

1
L r 3.5 0
'7.5 IN. (MIN. CLEARANCE WITH TIRE AND SHOCK DEFLATED)

84 IN. DIA.

F33C-607-30

Figure 2-2C. Aircraft Dimensions; E33C (with Kit 33-4002-3)

and F33C (with Kit 33-4002-1 or -3)

C13 2·2C
 12FT.2IN.------~

26 FT. 8 IN.

I
6 FT. 7 i 1N.
7
c:::::::::::::=~
1
8FT.3IN.

~ , OPTIONAL BAGGAGE DOOR

L C 3.5 0

7.5 IN. (MIN. CLEARANCE WITH TIRE AND SHOCK DEFLATED)

84IN.DIA. CE-491 AND AFTER

.-..:::::=----==~-----__t____t'_:+_t~I_t_+___:__------~~-..._.;1r..--Ci

-e- 9~.;·IN.---J F33A.6Q7·3

~,

Figure 2-20. Aircraft Dimensions; F33A (CE-316 and after), F33C ..-ot
(CJ-39, CJ-52 and after without Kit 33-4002-1)

2-2D C13
 123

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33-12-5

1. (.040) 4. (: 032)

2. (.040) 5. (.040)

3. (.032) 6. (.040)

.Figure 2-3. Wing Skin Plating

Legend for Figure ~-4

1. (.020) 11. (. 125 Royalite)

2. (.020) 12. (.016)
3. (.016) 13. (.020)
4. (.032) 14. (.020)
5. (.020) 15. (.020)
6. (.020) 16. (.020)
7. (.016) 17. (.020)
8. (.032) 18. (.020)
9. (.020) 19. (.020)
10. (. 020) 20. (.125 ABS#10 Plastic
Sheet)

2-3
The skin thickness of the leading edge of the vertical stabilizer
(Item 9) is .032 inch on E33C aircraft, serials of CJ-l and after.

1 f

Y
\\14
U -15 13 12

___a:::===============;-----;.-t-
---;-- I
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- - - - - - - - - - - - - - - - - - - - -..- - - - - . ,,' I I 1
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"l, ~ __ ;...:::~;~:::.::".::___::===__:-=-=~-=-;.;~---
6

33-13-6

Figure 2-4. Fuselage Skin Plating (33, A33 and B-33)

24
 3

_-- -i-----;:::-~~::~-------1~------~-r----__.r
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1. (.016)
2. (.020) '5. (.093 ABS #10
Plastic Sheet) 242
3. (.032)

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33-13-7

Figure 2-5. Fuselage Skin Plating (C33 & C33A)

4. (.125 Royalite)
2-5
 NOTE

POINTING HAND
DENOTES CHANGE

TS1171-1 4' TS1222-3 4\ TK1817922-2 4' TS1222-5 4\

TS1171-2
TS1176-2
50-590013

TS1222-3 LOWER FORWARD WING BOLT WRENCH (CD-1 thru CD-765)

TS1222-5 LOWER FORWARD WING BOLT WRENCH (CD-766 and after. CE-1 and after,
CJ-156 and after)

TS1171-2 LOWER FORWARD WING NUT TORQUE WRENCH ADAPTER (CD-1 thru CD-
1304, CE-1 thru CE-927, CJ-1 thru CJ-155)

TK1817 922-2 LOWER FORWARD WING NUT TORQUE WRENCH ADAPTER (CE-927 and
after, C~-156 and after) .

TS1222-5 UPPER FORWARD WING BOLT WRENCH (9/16 inch hex for NAS150 bolts used
CD-1 thru CD-1304; CE-1 thru CE-400 except CE-394 and CE-395; CJ-1 thru CJ-
30, and for 131790-1 bolts used CE-1305 and after; CE-494, CE-49S, CE-401 and
after: and CJ-31 and after)

TS1222-6 UPPER FORWARD WING BOLT WRENCH (1/2 inch hex for MS20010 bolts used
interchangeably with NAS150 bolts CD-1286 thru CD-1304, and CE-377 thru CE-
400 except CE-394 and CE-395)

TS1222-3 UPPER FORWARD WING BOLT WRENCH (S/8 inch hex for NAS1S2 bolts used
interchangeably with 131790-1 bolts CD-1305 and after; CE-394, CE-395, CE-401
and after: CJ-31 and after) .

TS1171-1
or
50-590013 UPPER FORWARD WING BOLT TORQUE WRENCH ADAPTER (CD-1 thru CD-
1304, CE-1 thru CE-400 except CE-394 and CE-395, CJ-1 thru CJ-30)

TS1171-2 UPPER FORWARD WING NUT TORQUE WRENCH ADAPTER (CE-394, CE-
39S, CE-40t thru CE-927; CJ-31 thru CJ-15S)

TK1817 922-2 UPPER FORWARD WING BOLT TORQUE WRENCH ADAPTER (CE-928 and
after, CJ-156 and after)

TS1222-S" UPPER AND LOWER AFT WING BOLT WRENCH

TS1171-1
or
50-590013 UPPER AND LOWER AFT WING NUT TORQUE WRENCH ADAPTER

PIN 810 33524000 PIN 36-590015

RUDDER TRAVEL JIG TOW HANDLE 33-17-20

Figure 2-7. Special Tools

C14 2-6A
 ~o
r---_
I ,
• t '
----J
3

1. ELEVATOR TRIM TAB ACTUATOR

2. ELEVATOR TRIM TAB CABLE
3. AFT FUSELAGE ACCESS

Figure 2-8. Fuselage Access Openings-

SAE NO. 20
EVERY 100 HOURS

_..Jo.o.-_SAE NO. 20
EVERY 100 HOURS

33-604-6

Figure 2-9. Empennage Lubrication

C14 2-7
 BEECHCRAFT
DEBONAIR/BONANZA 33 SERIES
SHOP MANUAL

POWER PLANT STARTING AND SHUTDOWN OF ENGINE

The 33 seri es a i rp 1anes pri or to Seri a 1 Refer to the app1i cab 1e Owner I slPi 1at IS
CD-3Dl (and i~cluding CD-386 and CD-387) Operating Manual fo~ starting and shutdown
are powered by a Continental Motors Cor- procedures.
poration IO-470-J, 6 cylinder, wet sump,
fuel injection engine developing 225 FUEL SYSTEM
horsepower at 2600 rpm for takeoff and
cant i nuous operat ion. The IO-470-K CAUTION
engine, installed on serials CD-301
through CD-1254 (except CD-386 and Any time the fuel system is
CD-387), is identical to the 10-470-J dra i ned or a fue 1 ce 11 i s empty
engine in all respects except in the ·for any reason, air may enter the
design of the sump housing. Serials system. If the possibility that
CD-1255 and after are powered by IO-470-N a; r has entered the system does
engines developing 260 horsepower at 2625 ex; st , start and operate the
rpm for takeoff and continuous operation. engine on the ground until all air
Seri a 1s CE-l through CE-345 (except for is removed from the system. Oper-
CE-324), and serials CJ-l through CJ-30, ate the engine for several minutes
are powered by the 10-520-8 fuel injection on each tank until proper engine
engi ne whi ch develops 285 horsepower at operation is assured. Refer to the
2700 rpm at takeoff and continuous opera- applicable Pilot1s Operating
tion. Serials CE-324 and CE-346 through Handbook and Airplane Flight Man-
CE-815 and serials CJ-31 through CJ-148 ual before starting and operating
are powered by the IO-520-BA engine, which the engine.
differs from the 10-520-B engine only in
the damper pins installed in the engine. SERVICING THE FUEL SYSTEM
Serials CE~816 and after and CJ-149 and
after are powered by the 10-520-88 engine, Service the fuel cells of all 33 series
whi ch di ffers from the IO-520-BA engi ne airplanes, Serial' CD-l and after, with
in that it has an improved crankshaft and 80/87 octane fuel or the next higher rat-
other changes related to the crankshaft. ing: 33 series airplanes, Serial CE-l and
Engine maintenance and overhaul informa- after, and CJ-l and after, must be ser-
tion may be obtained by referring to the viced with a fuel octane rating of lOOLL,
applicable vendor publication. 100/130 or the next hi gher rat i.ng. The
fuel cells on 33 and A33 airplanes consist
FUEL INJECTION of a 25-gallon (22-gallon usable) tank
that is installed in the leading edge of
The Continental Motors fuel injector is each wing. An opening is provided in the
of the multi-nozzle continuous flow, man- leading edge for filling each tank. In
ifold injection type, consisting of an addition to the main tank, the 33 and A33
engi ne-dri ven fue 1 pump, a fue 1 and air airplanes may also have a IO-gallon aux-
metering assembly, a fuel manifold valve, iliary tank in each wing. The filler neck
and a di scha rge nozz1e for each eng; ne for the auxiliary fuel tank is located
cylinder. For a detailed description of outboard and aft of the main fuel tank
the Continental fuel injector and its fi 11 er neck..
components, adjustments and maintenance
procedures, consult the applicable vendor The 33 series airplanes, Serial CD-388 and
publication list in this manual. after, CE-l and after and CJ-l and after
may be equipped with either 25-gallon
CAUTION (22-gallon usable) or 40-gallon
(37-gallon usable) fuel tanks. The
Pressure adjustments on the location of the filler neck for either
engine-driven fuel pump should be size tank is the same as the location of
made only by a Continental the filler neck for the main fuel tanks
Authroized Service Station. Pump of the 33 and A33 ai rp 1anes. The 33
pressure and fue 1 flow are part series airplane Serials CD-S14 and after,
of the basic injection system CE-l and after, and CJ-l and after, that
calibration. have the 40-gallon (37-gallon usable) tank
installation, are also equipped with a
2-8 C16
 BEECHCRAFT
DEBONAIR/BONANZA 33 SERIES
SHOP MANUAL

visual fuel gage at each filler neck to' ply of fuel to the engine during slow
permit partial filling when maximum pay- rolls, uncoordinated maneuvers, fast
load i s des ired. The tab end i ndicates turns, slips, etc. CJ-23 through CJ-30,
30 gallons of fuel and the tab slot 2S-gallon (22-gallon usable), and CJ-23
denotes 35 gallons. through CJ-40, 40-gallon (37-gallon usa-
ble) non-baffled fuel cells are equipped
Inspecting and cleaning the fuel strainers with tank type reservoirs. CJ-31 and
is of utmost importance as a regular part after, 2S-gallon (22-gallon usable), and
of preventive maintenance. The frequency CJ-40 and after, 40-gallon (37-gallon
of inspecting and cleaning of the fuel usable) non-baffled fuel cells incorpo-
fi 1ters wi 11 depend upon serv i ce condi- rate a con-collapsible reservoir. This
tions and fuel handling equipment and reservoir is made of the same material as
clean 1i ness. However, when operat i ng in the fue 1 ce 11 and has a speci a 1 sponge
localities where there is an excessive core to retain its shape, and an extra
amount of sand or dust, the stra i ners long connector assembly for the pickup of
should be inspected at more frequent fuel.
intervals. It is recommended that the fuel
strainer located in the fuel selector tank The fuel system non-collapsible reservoir
valve be inspected and cleaned every 100 is available for existing 2S-gallon
hours. Also the screen in the fuel (22-gallon usable) or 40-gallon
injection control unit should be inspected (37-gallon usable) non-baffled fuel cells
and cleaned every 50 hours of operation of CJ-l through CJ-30, CD-l through
and no 1ater than 100 hours. Any fue 1 CD-1234 and CE-l through CE-389.
lines or fittings disconnected for main-
tenance purposes shall be capped. After NOTE
inspection and cleaning procedures, the
fuel system should be carefully checked The installation of this kit alone
for leakage. does not qualify an airplane for
acrobatics.
FUEL CELL RESERVOIR
A fuel cell reservoir, incorporated in
some of the fuel cells of the acrobatic
airplanes provides an uninterrupted sup-

C16 2-8A
OIL SYSTEM (refer to Continental Aircraft Engine Service Bulletin
M58-8). Recommendations relative to transition from a
SERVICING THE OIL SYSTEM straight mineral oil to a detergent oil, as outlined in Civil
.Aeronautics Administration "Power Plant Branch Report
The 33 series aircraft, Serial CD-1 and after (10470 engine) No.1" titles "Evaluation of Aircraft Engine Field and
are equipped with a 10 quart wet sump oil system. Aircraft Lubrication Oils", apply to the use of Specification
Serial CE-1 and after and CJ-1 and after (10-520 engine) are MHS24A detergent oil. It is advantageous to begin using
equipped with a 12 quart wet sump oil system. The oil filler this oil when the engine is new or has just been overhauled.
cap is accessible through an access door located at the top However, if an engine has been using straight mineral oil for
left side of the engine cowl on aircraft prior to Serial a considerable period of time prior to changing to MHS24A
CD-1235, CE-290, and CJ-26. On aircraft Serial CD-1235 oil, it is generally agreed that the oil should be drained after
and after, CE-290 and after, and CJ-26 and after, the oil five or ten hours of operation and the condition of the oil
filler cap is accessible by opening the left side of the engine screen checked. If an abnormal amount of sludge is found,
cowl. To drain the engine sump, remove the right hand the oil should be replaced at approximately five hour
engine access plate and unscrew the sump drain plug in the intervals, until the condition of the screen appears normal.
right hand side of the engine crankcase. An oil drain trough
may be used to convey the oil over the side. The oil and On aircraft equipped with the 10-520 engine, the engine
filter should be changed every 100 hours of engine should be serviced with oil per Continental Motors
operation on aircraft which are equipped with 10-520 Specification No. MHS24A only. However, a straight
engines and a full flow type oil filter. On all other 33 series mineral oil may be used on all engines for the first 20 to 30
aircraft equipped with 10-470 engines and an oil strainer, hours of engine operation in order to promote faster ring
the oil should be changed every 20 to 30 hours of engine seating and oil control.
operation. While changing the old oil, the strainer should be
removed from the oil pump housing and cleaned
thoroughly. If sludge deposits are heavy, subsequent OXYGEN SYSTEM
changes should be made at shorter intervals. Before draining
the oil, run up the engine until the oil reaches operating SERVICING THE OXYGEN SYSTEM
temperature to assure complete draining of the oil. (OPTIONAL)
Suggested oil grades are listed herein, but requirements will
vary with individual circumstances. The determining factor
for choosing the correct grade of oil is the air inlet
temperature observed during flight; inlet temperatures WARNING
consistently near the maximum allowable indicate that a
heavier oil is needed. When the average air temperature is at Keep fire and sparks away and never smoke in
approximately 40°F, use the lighter oil, the proximity of oxygen. Tools, equipment and
hands must also be kept clean when servicing
the oxygen system, since deposits of oil or
OUTSIDE AIR RECOMMENDED other hydrocarbons are highly inflammable
TEMPERATURE VISCOSITY when exposed to high concentrations of
oxygen. Furthermore, the presence of other
Below 40°F SAE30 foreign particles in the oxygen lines may result
Above 40°F SAE50 in leaks that will both exhaust the oxygen
supply and present a fire hazard. As an
additional safety precaution, use only the
:For normal operation, any reputable brand of dewaxed anti-seize compounds and leak-testing soaps
straight mineral oil of aircraft quality should give recommended for breathing oxygen systems.
satisfactory service. However, certain benefits may be
derived from the use of detergent oils which are
compounded to meet Continental Motors Corporation a. On earlier model Debonair (prior to CD-932),
Specification MHS24A, especially when operating in check cylinder pressure by slowly opening the shut-off
extreme temperature ranges of high or low temperatures valve on the oxygen console just forward and to the left of

2-9
 APPROVED ENGINE OILS

COMPANY APPROVED BRAND NAME

BP Oil Corporation 3/25/70 B/P Aero Oil D65/80

Castrol Limited 1/5/67 Grade 40, Castrolaero AD, Type III

(Australia) Grade 50, Castrolaero AD, Type II

Continental Oil Company 11/15/60 *Conco Aero S No. 65 (SAE 30)

*Conco Aero S No. 80 (SAE 40)
Conco Aero S SAE 10W30

Delta Petroleum Company 10/21/70 Delto Avoil- Grades 30,40 & 50

Gulf Oil Corporation 8/7/58 *Gulfpride Aviation Series D

Humble Oil & Refining Company 1/25/63 Esso Aviation & Enco Aviation
In Grades E65, E80, El 00, E120
10/7/68 Grade A100

Kendall Refining Company 9/20/60 *Kendall Aviation Oil Type D

Pennzoil Company 11/10/67 Pennzoil Aircraft Engine Oil, Heavy Duty

Dispersant, Grades 30, 40, 50

Phillips Petroleum Company 4/18/58 Phillips 66 Aviation Oil Type A

(Replaced HD Aviation Oil)

Quaker State Oil & Refming Corporation 8/14/70 Quaker State AD Aviation Engine Oil
Grades 20W/30, 40 & 50

Shell Oil Company 8/15/58 Aeroshell Oil W

12/20/63 Aeroshell Oil W (in 4 grades)
Grade 120 (Nominal SAE 60) -
Military Grade 1120
Grade 100 (Nominal SAE 50) -
Military Grade 1100
Grade 80 (Nominal SAE 40) -
Military Grade 1080
Grade 65 (Nominal SAE 20 or 30) -
Military Grade 1065

Sinclair Refining Company 11/20/67 Sinclair Avoil 20W-40

Socony-Mobil 11/21/60 *Aero Red Band HD (SAE 50)

*Aero Gray Band HD (SAE 40)
*Aero White Band HD (SAE 30)
Mobil (Aero 0i165) Ashless
Mobil (Aero Oil 80) Dispersant
Mobil (Aero all 100) Aviation
Mobil (Aero Oil 120) Engine Oil

Standard Oil of California 8/12/58 *RPM Aviation Oil (Compounded)

Texaco, Inc. 3/20/62 *Texaco Aircraft Engine Oil 0100

*Texaco Aircraft Engine Oil 080
9/24/64 Texaco Aircraft Engine Oil - Premium AD
Grades 65, 80, 100

Union Oil Company of California 11/9/70 Union Engine Oil HD Grades 80 & 100

The oils designated with an * are ash residue type oils. The balance of the oils are ashless.

2-10
the pilot seat. On later model Debonairs, Serial CD-932 and WARNING
after, the cylinder pressure is connected directly to the pre-
ssure gage on the console. A face shield should be worn when servicing the
lines: refrigerant, coming in contact .with the
eyes, can cause the loss of sight.
CAUTION

Always open the shutoff valve slowly to pre- a. Remember.. this is a high pressure system. When
vent damage to the system. disconnecting a line, loosen the fittings just enough to bleed
off pressure slowly, then disconnect the fitting.
b. Remove the access panel from the center of the b. Whenever a line is disconnected, purge the entire
partition located directly beneath the forward side of the system with a vacuum pump operating at the 125 micron
pilot's and copilot's seats, then close the shutoff valves on level.
both the cylinder and console. c. Use only refrigerant R-12, other refrigerants, par-
c. Slide the pilot's seat slightly to the rear until the ticularly those containing methyl chloride, will cause rapid
recharge outlet of the filler valve is clear, then remove the deterioration of the aluminum compressor components.
cap from the recharge outlet and connect the supply cylinder d. When servicing the system with refrigerant, avoid
to the filler neck. smoking or working near an open flame. Refrigerant passing
d. Open the cylinder shutoff valve and slowly fill the over an open flame will produce a highly toxic phosgene gas.
system to 1800 ~ 50 psi at a temperature of 70°F. This e. Hook the service unit to the connections located
pressure may be increased an additional 3.5 psi for each under the copilot's seat. When charging a completely purged
degree of increase in temperature; similarly for each degree system, charge with 2 pounds of refrigerant. After charging,
of drop in temperature, reduce the pressure for the cylinder the sight glass should be observed for bubbles or a milky
by 3.5 psi. appearance caused by an insufficient refrigerant level. If it is
e. Close the shutoff valve, disconnect the supply necessary to add refrigerant to a partially charged system,
cylinder, replace the filler valve cap, and slide the seat add refrigerant slowly until a satisfactory condition is ob-
forward to its normal position. served through the sight glass.
f. Slowly open the shutoff valve on the cylinder,
leaving the console shut-off valve closed until the system is
to be used. CHECKING COMPRESSOR OIL LEVEL

The air conditioner compressor 'oil level should be checked

AIR CONOmONING SYSTEM by a qualified air conditioner service man if the refrigerant
(CE-602 and after) charge is lost (evidenced by oil loss). The air conditioner
system requires 12-14 ounces of 500 viscosity oil (Texaco
Servicing the air conditioning system consists of periodically Capella E or equivalent) to maintain 4 ounces in the com-
checking the refrigerant level, checking compressor oil pressor.
level, checking the compressor belt tension, and changing
the system air filter. Recharge the system as outlined under Check the compressor oil level as follows:
CHARGING THE AIR CONDITIONING SYSTEM
whenever the refrigerant level is low, air has entered the a. Fabricate a dipstick by bending a wire to a 90°
system, or components carrying refrigerant are replaced. angle so that 1-1/2 inches of the wire will insert into the
Refrigerant leaks may be detected by inspection with a compressor.
flameless leak detector.

AIR CONDITIONING FUNCTIONAL TEST

With the engine running at 1,000 rpm and the system on,
observe the sight glass, if refrigerant appears milky or bub-
bles appear charge the system as noted in CHARGING THE
AIR CONDITIONING SYSTEM in this section. Check the
system for leaks using a flameless leak detector.

CHARGING THE AIR CONDITIONING SYSTEM ENGINE

35·425-1 BAFFLE
I
When working on a refrigerant air cooling system, observe
the following special servicing precautions. Figure 2-10. Servicing Compressor

C8 2-10A
 b. Paint the dipstick with a flat black paint. Allow WARNING
sufficient time for paint to dry.
c. Start engine in accordance with the applicable Do not unscrew the valve body assembly until
Pilot's Operating Manual and run the air conditioner. Run air all air pressure has been released, otherwise it
conditioning system for 15 minutes with the engine running may blow off . resulting in injury to personnel or
at low rpm to allow oil to accumulate in the compressor. damage to equipment.
Observe engine operating limitations as noted in the applic-
able Pilot's Operating Manual. Shut down engine in accord- b. Jack the strut 1/4 inch off the fully compressed
ance with the applicable Pilot's Operating Manual. position and block it in place. Slowly loosen the valve body
assembly, making certain that all air has escaped before
d. Relieve the air conditioner system pressure by completely removing the valve body.
loosening the compressor filler plug just enough to bleed off c. Fill the strut with MIL-H-5606 hydraulic fluid.
pressure slowly.
e. After the system pressure is relieved" remove the
oil filler plug.
f. Insert dipstick through oil filler port" slowly rotate
clutch shaft until the dipstick will insert to the bottom of the
Slowly extend the strut from the blocked position.. then
clean and reinstall the valve body assembly, less valve core.
d. Compress strut completely to expelJ excess air and
fluid. Then extend strut and install valve core.
e. Remove airplane from jacks.
I
compressor. f. With the airplane empty except for a full fuel load
g. Withdraw dipstick.. oil should register on the dip- and oil, inflate the shock struts until 3 inches of the piston
stick 5/8 inch below filler port. Add oil as necessary . to are exposed on each main gear and 3-1/2 inches are exposed
obtain this measurement. on the nose gear.
h. Install oil filler plug with a-ring and secure plug.

CAUTION
NOTE
If a compressed air bottle containing air under
Make sure that the O-ring is not twisted and that extremely high pressure is used . care should be
no dirt or particles are on the O-ring or seat. The taken not to overinflate the strut.
plug should be snug. Do not overtighten plug.
g. Rock the airplane gently to prevent sticking or
1. Charge the air conditioning system as noted in binding the strut.
CHARGING THE AIR CONDITIONING SYSTEM. h. Remove all foreign material from the exposed pis-
j. Check area around filler plug for leaks. If leaks ton of the shock strut with a cloth moistened with hydraulic
exist" do. not over tighten the filler plug. Remove _the filler fluid.
plug, as described in steps "c" and "d" and install a new
a-ring. Secure the plug and recharge the system as noted in LUBRICATION OF LANDING GEAR UPLOCK ROL-
steps "h" and "i ". LERS (CD-1 through CD-1256, CE-1 through CE-34~, I
CJ-1 through CJ-30)
COMPRESSOR BELT TENSION ADJUSTMENT
Lubricate the uplock roller bearings with SAE 20 oil every
After 36 to 48 hours operating time . a new belt will stretch to 50 hours. Every 100 hours pack the bearings with grease .
its normal operating length. The belt tension should be MIL-G-23827.. or at any time bearings are subjected to
checked at this time and adjusted (by tightening the adjust- degreasing.
ment bolt on the idler pulley bracket) so that a belt tension
gage, placed at point midway between the idler pulley and Every 100 hours clean the uplock rollers with solvent and
the compressor will register a belt tension of 70 pounds or lubricate them as follows:
with a 0.13 inch deflection with 6.38 pounds load. After ad-
justing the belt tension" be sure the belt has ample clearance a. Place the airplane on jacks.. and partially retract
on all sides. the landing gear.
b. Remove the bolt attaching the uplock roller and
the center hinge point of the .... v .... brace drag leg.
LANDING GEAR c. Remove the uplock roller bearing from the bolt.
d. Hold a finger over one end of the center bearing
SERVICING THE SHOCK STRUT race of the uplock roller and place the fitting of the grease
gun against the opposite end of the bearing, then pump
Initially the nose strut is filled with 500/550cc hydraulic fluid grease into the bearing inner race. This will force grease into
and the main struts with 800 cc hydraulic fluid. (Use MIL-H- the bearing cavity through the hole in the inner race. Com-
5606 hydraulic fluid). pletely fill the bearing with MIL-G-23827 grease.

I· a. After placing the airplane on jacks remove the air

valve cap and depress the air valve core to allow the strut to
e. Reinstall the bolt attaching the uplock rollers at
the center hinge point of the "'V"" brace drag leg. Check the
uplock roller for free movement and a clearance of .010 to
fully compress. .020 inch between the roller and the uplock block. If this

2-108 C8
 clearance is not correct, the uplock must be adjusted as MAIN WHEEL JACKING
indicated under RIGGING THE LANDING GEAR in Sec-
tion 3 of the Model 35 Shop Manual. A main wheel jack adapter is included with each airplane
prior to CE-317. The jack adapter is available as optional
LUBRICATION OF LANDING GEAR UPLOCK ROL- equipment on serial CE- 317 and after, serials CD-l and
LERS (CD-1257 and after, CE-350 and after, CJ-31 after., and serials CJ-I and after. Before raising the airplane..
and after, and earlier airplanes which have complied be sure the shock strut is properly inflated to the correct
with 5.1. 0448-211) height. If the strut is not inflated to the recommended height .
it will be impossible to insert the jack adapter into the main
On these airplanes the bolt attaching the uplock rollers at the wheel axle. A scissor type jack is recommended for indi-
center hinge point of the" . v . . brace drag leg is a grease bolt vidual wheel jacking. When lowering the airplane . caution
with a grease fitting. Using a grease pressure gun filled with should be exercised so the shock strut will not become
grease (MIL-G-23827), lubricate the uplock bearing through compressed and force the landing gear door against the jack
the grease fitting. This should be accomplished every 100 adapter.
hours . or any time that the bearings are subjected to de-
greasing.
CAUTION
NOTE
Do not walk on the wing walk while the airplane
The grease fitting on the drag leg.. directly above is on the main wheel jack.
the uplock roller bearing.. does not supply lubri-
cation for the uplock roller bearing. SERVICING TIRES

STATIC GROUND CABLE AND ADJUSTMENT (CD-1 The nose wheel tire is a 5.00-5 4-ply tire. The main wheel
through CD-1256, CE-1 through CE-310, CJ-1 tires are 6.00-6 6-ply prior to airplane serials CD-1258 and
through CJ-30) CE-301 and CJ-30. On airplane serials CD-1258 and after:
CE-301 and after: CJ-31 and after.. the main wheel tires are
The static ground cable attached to the nose gear is designed 7.00-66-ply.
to discharge static electricity on touchdown and need not
make contact with the runway as the charge will arc from the
cable. The cable should not drag on the runway while taxiing CAUTION
as this may create considerable radio interference and lead
to rapid wear of the ground cable. Tires that have picked up a fuel or oil film must
be washed down as soon as possible with a
The following adjustment to the static ground cable is detergent solution to prevent contamination of
recommended. the rubber.

I a. Inflate tires to correct air pressure (see SERVIC-

ING TIRES in this section).
b. Adjust the tip of the cable to provide 5.75 =: .12
Maintaining proper tire inflation will help to avoid damage
from landing shock and will minimize tread wear and aid in
preventing tire rupture caused from running over sharp
inches of free cable between the attaching bolt and the stones and ruts. When inflating the tires, inspect for cuts,
bottom of the cable. cracks, breaks, and tread wear. The pressure of a service-
able tire that is fully inflated should not drop more than 4
The cable should then be between 1/4 to 1/2 inch from the percent over a 24-hour period.
ground.
TIRE PRESSURES

WARNING NOSE MAIN

SERIALS GEAR GEAR
Do not wrap or tie the static ground cable to the
mud scraper.. landing gear fork.. axle or any Prior to CD-I272 .
other part of the landing gear. Interference bet- CE-301 & CJ-31 40 :;: 30
ween structure and wheel well may develop.
CD-1272 and after.
NOSE WHEEL SCRAPER (CD-1 through CD-1254, CE-301 and after.
CE-1 through CE-348, CJ-1 through CJ-30) and CJ-31 and after 40 33 to 40

The nose wheel clearance should be checked frequently to * Airplane serials prior to CD-1272 . CE-301 and CJ-31 using
ensure that the scraper is not contacting the tire. Cleveland wheels and brakes.. inflate 33 to 40.p.s.i.

C8 2-10C
 NOTE d. FUEL CELLS - Fill to capacity to minimize fuel
vapor and protect cell inner liners.
Beech Aircraft Corporation cannot recommend e. FLIGHT CONTROL SURFACES - Lock with
the use of recapped tires. Recapped tires have a internal and external locks.
tendency to swell as a result of the increased f. GROUNDING - Static ground airplane securely
temperature generated during takeoff. Increased and effectively.
tire size can jeopardize proper function of the g. PITOT TUBE - Install cover.
landing gear retract system.. with the possibility h. WINDSHIELD AND WINDOWS - Close all win-
of damage to the landing gear doors and retract dows and window vents. It is recommended that covers be
mechanism. installed over windshield and windows.
i. PREPARATION FOR SERVICE - Remove an
STORAGE covers and tape . clean the airplane and give it a thorough
inspection.. particularly wheel wells.. flaps . and control
The storage procedures listed are intended to protect the openings.
airplane from deterioration while it is not in use. The prim-
ary objectives of these measures are to prevent corrosion 1. If the engine has a total time-of more than 25
and damage from exposure to the elements. Three types of hours and the oil consumption has stabilized.. drain the
storage are considered. break-in oil after a ground warm-up and install oil per Tele-
dyne Continental Motors Specification MHS-24A.
a. FLYABLE STORAGE - 7 to 30 days. 2. Preflight the airplane.
b. TEMPORARY STORAGE . up to 90 days.
c. INDEFINITE STORAGE TEMPORARY STORAGE - 30 TO 90 DA YS

FL YABLE STORAGE - 7 TO 30 DA YS a. MOORING - See FLYABLE STORAGE.

b. ENGINE PREPARATION FOR STORAGE -
a. MOORING - If the airplane cannot be placed in a Operate engine (Preferably in flight) until oil temperature
hangar, tie down securely at the three points provided. Do reaches normal range. Drain oil supply from sump while
not use hemp or manila rope .. It is recommended a tail engine is still warm and replace drain plug.
support be used to compress the nose strut and reduce the 1. Fill sump to full mark on dipstick gage with
angle of attack of the wings. Attach a line to the nose gear. lubricating oil meeting the requirements of MIL-C-6529..
b. - ENGINE PREPARATION FOR STORAGE- Type II . which will mix with normal oil and provide protec-
Engines in airplanes that are flown only occasionally tend to tion against corrosion.
exhibit cylinder wall corrosion much more than engines that 2. Remove top spark plug and atomize spray
are flown frequently. preservative oil.. (MIL-L-46002 . Grade 1) at room tempera-
). Check for correct oil level and add oil if ture . through upper spark plug hole of each cylinder with
necessary to bring level to full mark. piston in the down position. Rotate crankshaft as each pair
2. Run engine at least five minutes at 1200 to of cylinders is sprayed. Stop crankshaft with no piston at top
1500 rpm with oil and cylinder head temperatures in the position, and thoroughly respray each cylinder. Reinstall
normal operating range. spark plugs.
c. DURING FLYABLE STORAGE - Each seven 3. Apply preservative to engine interior by
days during flyable storage . the propeller shall be rotated by spraying the above specified oil (approximately two ounces)
hand. After rotating the engine six revolutions . stop the through the oil filler tube. Seal all engine openings exposed
propeller 60° or )20° from the position it was in. to the atmosphere using suitable plugs.. or moisture resistant
tape . and attach red streamers at each point. Affix a tag to
the propeller in a conspicious place with the following nota-
WARNING tion: DO NOT TURN PROPELLER - ENGINE PRE-
SERVED. Seal the propeller blade spinner cutouts with
Before rotation of propeller blades . ascertain tape.
that the magneto switch is OFF.. throttle in
CLOSED position and mixture control is in the c. FUEL CELLS - Fill to capacity to minimize fuel
IDLE CUT-OFF position. Always stand in the vapor and protect cell inner liners.
clear while turning propeller. d. FLIGHT CONTROL SURFACES - Lock with
internal and external locks.
1. Arrangements should be made to have the e. GROUNDING - Static ground airplane securely
airplane flown at least 30 minutes each week in order to keep and effectively.
the internal parts of the engine lubricated. Ground running f. PITOT TUBE - Install cover.
of the engine will not provide proper heating of the oil g. WINDSHIELD AND WINDOWS - Close all win-
without possible damage to engine and components due to dows and window vents. It is recommended covers be instal-
lack of air flow . and will result in condensation of moisture led over windshield and windows.
in the oil supply . increasing the possibility of cylinder/crank- h. BAlTERY - Remove and store according to stan-
shaft rust. dard practices.

C8
2-100
 1. PREPARATION FOR SERVICE quently if bore inspection indicates corrosion has started.
Replace all desiccant and protex plugs. Before spraying, the
I. Remove all covers . tape . and tags. Clean the engine shall be inspected for corrosion as follows: Inspect
airplane and give it a thorough inspection . particularly wheel the interior of at least one cylinder on the engine through a
wells . flaps . and control openings. With bottom spark plugs spark plug hole. If cylinder shows start of rust, spray cylin-
removed, hand turn propeller several revolutions to clear der corrosion preventive oil (MIL-C-6529, Type II) and tum
excess preservative oil, then reinstall plugs. prop over five or six times . then respray. Remove the
2. Preflight the airplane and flight test. rocker box cover from the engine and inspect the valve
mechanism.
INDEFINITE STORAGE d. PROPELLER - Coat blades with preservative oil
and wrap with moisture proof material and tape. If propeller
a. MOORING - See FLYABLE STORAGE. has been removed, coat all parts with preservative oil.. wrap
b. ENGINE PREPARATION FOR INDEFINITE with protective material to exclude dust, and then tape.
STORAGE - Drain the engine oil and service with lubricat- e. FUEL CELLS - Drain fuel cells.
ing oil, MIL-C-6529 . Type II. I. Flush . spray . or rub a thin coating of light
I. Immediately after servicing with the corro- engine oil on the inner liners of all fuel cells which have
sion preventive mixture . fly the airplane for a period of time contained gasoline.
not to exceed a maximum of 30 minutes. 2. After 24 hours . remove cells and store ac-
2. It is recommended the propeller be removed cording to standard practices. Do not remove or handle fuel
and the engine removed from the airplane. The propeller cells until 24 hours after oil has been applied.
shaft should be coated with preservative oil and wrapped
with moisture proof material and tape. f. FLIGHT CONTROL SURFACES - Lubricate all
flight control surface hinge pins, bearings.. bell cranks .
NOTE chains, control rods and quadrants and coat lightly with
corrosion preventive compound (MIL-C-16173).
If engine is removed from the airplane a tail 1. Lock with internal and external locks.
mooring stand must be used.
g. GROUNDING -. Static ground airplane securely
3. Remove the top spark plug from each cylin- and effectively.
der and spray thoroughly with corrosion preventive .mixture h. PITOT TUBE - Apply a thin coating of grease.
MIL-C-6529 . Type II (221° to 250°F). Specification MIL-G-I0924 . and install cover.
4. Install protex plugs in each of the top spark i. WINDSHIELD AND WINDOWS - Close all win-
plug holes . making sure that each plug is blue in color when dows and window vents and install covers over windshield
installed. Protect and support the spark plug leads with AN- and windows.
4060-1 protectors. j. LANDING GEAR - Coat the extended portion of
5. Place a bag of desiccant in the exhaust pipes the shock struts with light weight oil.
and seal openings with moisture resistant tape. k. TIRES - Install covers. Check air pressure period-
6. Seal cold air inlet to the heater' muff with ically. Inflate as necessary.
moisture resistant tape. 1. WING FLAP TRACKS AND ROLLERS - Coat
7. Seal engine breather by inserting a protex with corrosion preventive compound. Place flaps in re-
plug in the breather hose and clamping in place. tracted position.
8. Wrap engine with moisture proof material m. BATTERY - Remove and store according to stan-
and tape after desiccant bags have been installed. dard practices.
9. Attach a red streamer to each place on the n. INSTRUMENT PANEL - Cover with barrier
engine where bags of desiccant are placed. Either attach red material and secure with tape.
streamers outside of the sealed area with tape or to the inside o. SEATS - Install protective covers.
of sealed area with safety wire to prevent wicking of mois- p. LANDING LIGHTS - Cover with barrier mate-
ture into sealed area. rial and secure with tape.
10. If the propeller has not been removed.. affix a q. STALL WARNING UNIT - Remove and store
tag in a conspicuous place with the following notation: DO according to standard practices. Tape connections.
NOT TURN PROPELLER - ENGINE PRESERVED. r. LOOSE TOOLS AND EQUIPMENT - Remove
and store in a dry temperate room.
c. DURING INDEFINITE STORAGE - The cylin- s. AIRFRAME - Cover static ports and all openings
der protex plugs shall be inspected weekly. The plugs should with barrier material and secure with tape to exclude rain .
be changed as soon as their color indicates unsafe conditions SUD .. and foreign matter.
of storage. If the dehydrator plugs have changed color in
one-half or more of the cylinders.. all desiccant material on PREPARA TION FOR SERVICE
the engine should be replaced.
1. The cylinder bores should be resprayed with a. Remove all covers.. tape . and tags from the air-
corrosion preventive mixture every six months or more fre- plane.

C8 2-10E
 b. Remove all cylinder plugs and all paper, tape, and 28 volt system (CE-748, CE-772 and after; CJ-149 and
dehydrating agent used to preserve engine. _ after)
c. Drain corrosion preventive mixture and reservice
with recommended lubricating oil, Per Teledyne Continental On serials CE-748, CE-772 and after and CJ-149 and after, a
Motors MHS-24B. 24 volt, 110 ampere hour Teledyne battery is provided to
d. Reinstall the propeller if it was removed. Rotate operate the electrical system. The battery is located on the
propeller to clear excess preservative oil from the cylinders. right side of the engine compartment, just forward of the
e. Install the spark plugs, battery, and rotate propel- firewall. The battery is accessible for servicing by raising the
ler by hand through all compressions of the engine to check right engine cowl door and removing the battery box cover.
for liquid lock. Reinstall cowling and start engine in the
normal manner. The battery should be maintained in a fully charged state at
f. Give the airplane a thorough cleaning, visual in- all times and the electrolyte level checked at regular inter-
spection and test fly the airplane. vals. Never add anything but distilled water when adjusting
the electrolyte level in the battery. If electrolyte is added
each time the level in the battery is low, a high concentration
BATTERY of sulfuric acid may cause dissolution of the plates. Under
high temperature conditions this may be indicated by the
presence of black particles in the electrolyte of the affected
CAUTION cells.

Confirm 14 or 28 volt system before connecting

external power.
NOTE
SERVICING THE BA TTERY
14 volt system (CD-1 and after; CE-1 thru CE-771, Do not fill the battery over 3/8 inch above the
except CE-748; CJ-1 thru CJ-148) seperators. Only lead-acid equipment should be
used when servicing lead-acid type batteries. Do
On airplane serials CD-l thru CD-387, a 12-volt, 33 ampere not use tools that are used on nickel-cadmium
Reading R33 battery is located behind the firewall on the batteries.
right hand side. Access may be obtained by raising the right
hand engine cowl and unfastening the Dzus fasteners and
opening the battery access door.

On airplane serials CD-388 and after, a 12-volt 33 ampere NOTE

BEECHCRAFT 118649battery is located on the right side of
the engine compartment just forward of the firewall. Access Do not overfill the battery. When the battery
for servicing is obtained by raising the right engine cowl and cells are overfilled, water and acid will spill on
removing the battery box cover. the lower portions of the engine accessory sec-
tion and lower fuselage. Neutralize the acid in
On serials CE-I through CE-498, CE-511 and CE-512, a any such spillage immediately with a water solu-
12-volt, 35 ampere battery is provided to support the tion of sodium bicarbonate (baking soda).
electrical system. Serials CJ-52 thru CJ-148, and CE-499 thru
CE-771 , except CE-511, CE-512, and 'CE-748 - are provided
~ith a new light weight, 12 volt, 35 ampere battery ~~. (PIN 36-
380025).. ,::rbe_ battery is located and accessible rn the.":same'
manner as the BEECHCRAFT battery. .. -.

The battery should be maintained in a charged condition at BAITERY CHARGING

all times and the water level should be checked at 25 hour
intervals. Fill the battery with distilled water only. The The battery should be charged at a rate that will not produce
Reading R33 battery should be filled to 1/4 inch above the gassing or bubbling of the electrolyte. Monitor battery tem-
separators. The BEECHCRAFT and other batteries should perature during the charging cycle to ensure that cell temper-
be filled to 1/2 inch above the separators. Avoid overfilling ature does not exceed 115°F. If the temperature reaches this
the battery since overflowing or spewing electrolyte may limit, the rate of charge should be reduced. The manufac-
occur if battery is subjected to high temperature and/or high turer recommends charging the battery at a rate of 2 amperes
charging rate. Specific gravity must be kept within the pre- until four consecutive hourly readings show no rise in spe-
scribed limits on the battery box placard. The battery box is cific gravity and voltage for each cell. Refer to the Service
of acid-resistant construction and incorporates a vent line Manual (PIN GSM-1277) for additional information on the
and a battery drain line which will carry any acid or hydro- charging procedure recommended by the battery manu-
gen gas overboard. facturer (Teledyne Battery Products).

2·1OF C9
BA TTERY MAINTENANCE PROGRAM LIGHT BULB REPLACEMENT GUIDE (28 volt sys-
tem) (CE-748, CE-772 and after) (CJ-149 and after)
A systematic battery maintenance program should be estab-
lished and carefully followed. LOCATION BULB NUMBER

a. The battery should be removed from the airplane Alternator Out Light 327
for service. Cabin Overhead Light 1864
b. A log of the services performed on the battery Clock Light 267
should be maintained. Compass Light 327
c. The battery should be removed from the airplane Condenser Door Open Light 327
and serviced after 100 flight hours or 30 days, whichever Courtesy Light 1864
occurs first. If the ambient temperatures are above 900P or Flight Compartment Flood Lights 313
the time between engine starts averages less than 30 mi- Fuel Select Light 327
nutes, the time between servicing should be reduced. During Instrument Post Lights 327
periods when the ambient temperature is below 32°F, the . Instrument Wedge Lights 267
battery should be maintained in a fully charged state to Landing Gear Intransit Light 327
prevent freezing. Particular attention should be given to Landing Gear uplock Light 327
maintaining correct specific gravity of the electrolyte. When Landing Light 4596
water is added, the battery should be charged sufficiently to Light Tray Assembly 267
thoroughly mix the water with the electrolyte. Map Light 1495
d. The log of battery service performed should be Navigation Light (Tail) A7512-24
evaluated to determine the need to service the battery at the OATLigh~ 327
above recommended intervals or to extend the intervals if Reading Light 303
justified. Accurate water consumption data is a valid baro- Rotating Beacon (Lower) D7080A5-24
meter to use for adjustment of the servicing intervals. Rotating Beacon (Upper) D7080AI-24
Subpanel Post Lights 327
Strobe Light (Tail) 30-0815-1
Strobe Light (Wing) 30-1467-1
Tail Light 4596

C9

2-10G
ENGINE INSTRUMENTS b. Position the control arm, attached to the wheel
well cover, up and forward so that the flap control rod
BEECHCRAFT Bonanzas (CE-350 through CE408) are parallels the control arm. Connect the rod to the control
equipped with vertical readout engine instruments; arm.
operated electrically, lighted internally and installed in a
box assembly which is installed in the instrument panel. A c. Adjust the control rod linkage so that the door
male connector attached to the rear of each instrument fits pulls in snug against the opening.
into a female connector attached to the rear of the box
assembly. As the instrument is removed from the box
assembly, the male connector is pulled from the female NOTE
connector, removing the instrument from the electrical
circuit. When adjusting the rod end linkage, keep rod
end threads in bearing by observing threads
through sight hole in the rod end.
REMOVAL AND INSTALLATION OF
VERTICAL INSTRUMENTS
d. Set the push-pull control in the pilot's
a. Remove the six screws holding the plastic compartment to the closed position.
instrument retainer plate to the box assembly and remove
the plate. e. Rig the push-pull control arm assembly, at the
wheel well cover (right hand side), in the forward position
b. Pull the desired instrument straight out. so that the control rod will center over the arm hinge. A
maximum of .06 inches forward of the arm hinge center is
permissible. An amount greater than this maximum may
NOTE cause the control to override center and lock.

The EGT indicator must have the thermocouple f. Attach the control rod ball joint link to the arm
leads removed from the back of the instrument assembly and pull the control to the full open position. The
after it has been pulled from the box assembly. flap should open approximately 4 inches measured at the
aft inboard end of the flap to the face of the exhaust stack
flame shield.
c. Reinstallation may be accomplished in the reverse
of the removal procedure.

FINISHES
CAUTION
. The following list is included to be used as a reference
In the event of a malfunction of an instrument should it become necessary to touch up or match an
or the dimming circuit, check the electrical interior or exterior finish. Each paint is listed according to
circuitry, wiring, and connectors. If the fault is specific type and whether an exterior or interior paint.
not in these items, do not attempt to repair the
instrument itself. Replace the instrument and Short cut masking jobs for your paint department are
return the defective instrument to Beech possible when you use pre-cut paint patterns and numbers.
Aircraft Corporation. Stripe patterns and numeral patterns are available from the
C.O. Dicks Co., 8850 Hubbell, Detroit 28, Michigan.

COWL FLAP RIGGING Their current listings include 4, 12, and 20 inch Call
(CE-l and after, CJ-l and after, CD-1255 and after) Numbers and Numerals. Time can be saved when using
these patterns and a much neater fmal paint job can be
a. Attach the flap control rod end to the flap. expected.

C9 2-11
 PAINTS

LACQUER Part Number

(Exterior Colors)

San Mateo Wheat .118684-45

Black .118684-55
Morning Glory Blue .118684-53
Toreador Red .118684-49
Sunshine Yellow .118684-47
White .118684-57
Beaver Brown .118684-59
Castle Tan .118684-61

LACQUER

(Interior Colors)

Castle Tan .118684-61

Alpine Blue .118684-63
Seminole Beige .118684-71
Nairobi Pearl .118684-79
White 118684-217
Arctic Beige 118684-235
Sandusky 118684-237
Sable Brown 118684-257
Turquoise 118684-275
Pumpkin 118684-279
Broadway Blue 118684-i83
Sun Beige 118684-285
Sienna Gold 118684-327 .
Torch Red 118684-329
New Bronze 118684-475
Instrument Black ANA Color 514

VINYL

(Interior Colors)

Alpine Blue 118684-113

Chairman Gold 118684-479
Chairman Red 118684-481
Chairman Blue 118684-483
Olive 118684-485
Executive Brown 118684-487
Parchment 118684-489
Red Antique 118684-491
Walnut 118684-493
Blue Antique 118684-494
I Rawhide 118684-495

DA Y GLO COLORS

Fire Orange 118684-123

Flash Green 118684-125
Rocket Red 118684-127
Lightning Yellow 118684-129
Blaze Orange 118684-131
2-12
C2
 VINYL ACRYLIC ENAMEL (CD-391, CD-392, CD-394, CD-397,

(Exterior Colors)
CD412, CD-414, CD-416, CD-418,
. G-D-421, CD-422 and CD-451
thru CD-771) I
Turquoise 118684-135
Cadmium Red 118684-137
Castle Tan 118684-139
Beaver Brown 118684-141
Pacific Blue 118684-143
San Mateo Wheat 118684-145
Sunshine Yellow 118684-147
Blueberry Blue 118684-149
Black 118684-151
Matterhorn White 118684-153

ENAMEL (CD-772 thru CD-1199, CE-1 thru CE-248, CJ-1 thru II

CJ-13)

(Exterior Colors)

Pacific Blue · 118684-1

Morning Glory Blue · 118684-3
Blueberry Blue · 118684-5
Surf Green · 118684-7
Shamrock Green · 118684-9
Turquoise .118684-11
San Mateo Wheat .118684-13
Lemon Yellow .118684-15
Saturn Gold .118684-17
Castle Tan .118684-19
Beaver Brown .118684-21
Flamingo .118684-23
Huntsman Red .118684-25
Toreador Red .118684-27
Chianti Red .118684-29
Matterhorn White .118684-31
Black .118684-33
Sable Brown 118684-223
Sunshine Yellow 118684-231
*Metallic Gold 118684-269

*Effective CD-I007 thru CD-l 199

and CE-2 thru CE-248 I
ENAMEL (CD-1200 thru CD-1234, CE-249 thru CE-289, CJ-14 I
thru CJ-25)

Morning Glory Blue · 118684-3

Blueberry Blue · 118684-5
Surf Green · 118684-7
Shamrock Green · 118684-9
Turquoise .118684-11
Lemon Yellow .118684-15
Castle Tan .118684-19
Flamingo .118684-23
Huntsman Red .118684-25
Toreador Red .118684-27
Chianti Red .118684-29
Matterhorn White .118684-31 II
Black .118684-33

C2 2-13
 Peacock Turquoise 118684-333
Terrace Blue 118684-335
Sahara Tan 118684-337
Prairie Beige 118684-339 _
Antique Gold 118684-341
Klondike Yellow 118684-343
Beechwood 118684-345
Embassy Red 118684-347
Marlin Blue 118684-349
Bahama Blue 118684-351
Pavonne Blue 118684-353
Matador Red 118684-355
Sunburst Yellow 118684-357
Jade Mist Green 118684-359
Astra Blue 118684-361

I ENAMEL AND URETHANE (CD-1235 and after, CE-290 thru

CE-464, CJ-26)

ENAMEL URETANE
Morning Glory Blue · 118684-3
Blueberry Blue · 118684-5
Surf Green · 118684-7
Shamrock Green · 118684-9 118684-307
Turquoise .118684-11
Lemon Yellow .118684-15
Castle Tan .118684-19 118684-312
Huntsman Red .118684-25
Toreador Red ..118684-27 118684-316
Chianti Red .118684-29
II Matterhorn White .118684-31 118684-318
Black .118684-33 118684-319
__Champagne Gold .118684-39 118684-323
Jubilee Gold . 118684-221
Sable Brown 118684-223 118684-320
Capri Blue 118684-265
Metallic Gold 118684-271
Omaha Orange 118684-273
Kingston Gray 118684-299
Peacock Turquoise 118684-333 118684-407
Terrace Blue 118684-335
Sahara Tan 118684-337 118684-411
Prairie Beige 118684-339
Antique Gold 118684-341 118684-415
Beechwood 118684-345 118684-419
Embassy Red 118684-347
Marlin Blue 118684-349 118684-393
Bahama Blue 118684-351 118684-395
Pavonne Blue 118684-353 118684-397
Jade Mist Green 118684-359 118684-403
Gamma Gray 118684-497 118684-521
Really Red 118684-499 118684-523
Vendetta Red 118684-501 118684-525
Bristol Blue 118684-503 118684-527
Crater Blue 118684-505 118684-529
Bright Gold 118684-507 118684-531
Calypso Orange 118684-509 118684-533
Mesa Gold 118684-511 118684-535
Mandarin Orange 118684-513 118684-537
Citrus Green 118684-515 118684-539
Olive Green 118684-517 118684-541
Yellow Jacket 118684-519 118684-543

2-14
C2
ENAMEL AND URETHANE (CE-465 and after)

ENAMEL URETHANE
Shamrock Green . 118684-9 118684-307
Castle Tan .118684-19 118684-312
Toreador Red .118684-27 118684-316
Matterhorn White .118684-31 118684-318
Black .118684-33 118684-319
Champagne Gold .118684-39 118684-323
Sable Brown 118684-223 118684-320
Peacock Turquoise 118684-333 118684-407
Sahara Tan 118684-337 118684-411
Antique Gold .. 118684-341 118684-415
Beechwood 118684-345 118684-419
Marlin Blue 118684-349 118684-393
Bahama Blue 118684-351 118684-395
Pavonne Blue 118684-353 118684-397
Jade Mist Green 118684-359 118684-403
Gamma Gray 118684-497 118684-521
Really Red 118684-499 118684-523
Vendetta Red 118684-501 118684-525
Bristol Blue 118684-503 118684-527
Crater Blue 118684-505 118684-529
Bright Gold 118684-507 118684-531
Calypso Orange 118684-509 118684-533
Mesa Gold 118684-511 118684-535
Mandarin Orange 118684-513 118684-537
Citrus Green 118684-515 118684-539
Olive Green 118684-517 118684-541
Yellow Jacket 118684-519 118684-543

2-15